EPA-AA-TSS-I/M-87-2
Technical Report
I/M Test Variability
By
Larry C. Landman
April 1987
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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ABSTRACT
This report summarizes an effort to study the emissions
of vehicles that had exhibited variability on I/M tests and
then to determine the effects of various preconditioning cycles
on the I/M tests of those vehicles. The FTP HC and CO
emissions of the vehicles which continued to fail the I/M test
even after loaded preconditioning tended to be higher than the
emissions of the I/M-failing vehicles which passed after that
loaded preconditioning. Among the closed-loop vehicles, the
fuel injected cars appeared to be more likely to produce
consistent I/M results than were the carbureted cars.
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Table of contents
Page
EXECUTIVE SUMMARY iv
1. Objectives of Work iv
2. Conclusions Reached iv
3. Assumptions on Which the Work Was Accomplished . . v
4. Options for Additional Work v
1.0 INTRODUCTION 1
2.0 TEST FLEET SELECTION 2
2.1 Screening of the Incoming Cars 2
2.2 Description of the Test Fleet 3
3.0 VEHICLE TESTING 5
3.1 Testing Program 5
3.2 Results of Initial Examination 6
3.3 The Extended Special I/M Test Seguence 7
4.0 TEST RESULTS 8
4.1 Extended Special I/M Test Seguence 8
4.1.1 Comparison with Earlier Study 8
4.1.2 Comparison with Official I/M Test 10
4.1.3 Effects of Heavy Preconditioning 14
4.1.4 Effects of Extended Period of Idling. ... 17
4.2 FTP Test Results 20
4.2.1 Comparison with Earlier Study 20
4.2.2 Error of Commission Cars 22
4.2.3 High Emitting Cars 23
4.2.4 Distribution of FTPs 23
4.3 Comparisons of Preconditioning Cycles 25
5.0 VEHICLE INSPECTIONS 30
6.0 EFFECTS OF MAINTENANCE 32
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Table of Contents (Cont.)
Page
7.0 CONCLUSIONS 34
8.0 REFERENCES 35
Appendices:
A. Description of the 103 Cars Tested
Sorted by Vehicle Control Number A-l
B. Description of the 103 Cars Tested
Sorted by Make/Model B-l
C. Description of the Extended Special I/M Test .... C-l
D. FTP Results for the 48 Cars Tested D-l
E. Extended Special I/M Test Results E-l
F. Description of the Repairs Performed F-l
G. EG&G Mechanic's Narrative Comments G-l
H. Data on Comparable Vehicles from Earlier Study . . . H-l
I. Results of Detailed Vehicle Inspections I-l
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I/M Test Variability
EXECUTIVE SUMMARY
1. Objectives of Work
The primary objective of this program was to determine
the effects of various preconditioning cycles on I/M tests of
vehicles that had exhibited variability on I/M tests (i.e.,
those vehicles which after failing at Maryland's centralized
I/M lane would pass a similar test with heavy preconditioning).
A secondary objective of this program was to characterize
the FTP emissions of those I/M variable vehicles.
This report summarizes the effort to study the FTP
emissions of the new technology vehicles (i.e., 1983 and newer)
which had exhibited variability on I/M tests and the effects of
various preconditioning cycles on I/M scores (i.e., pass/fail).
2. Conclusions Reached
Closed-loop, fuel injected cars equipped with AIR appear
to be more likely to produce consistent I/M results (i.e., cars
that initially failed an I/M test would continue to fail again
even after heavy preconditioning) than are closed-loop,
carbureted cars equipped with AIR (cf. page 9).
Among the 1983-85 model year vehicles which initially
failed the official Maryland I/M test, the FTP HC and CO
emissions of those vehicles which also failed an I/M idle test
following loaded preconditioning tended to be substantially
higher than the FTP emissions of those vehicles which passed an
I/M idle test following loaded preconditioning (cf. page 21).
The cars which fail both the official Maryland I/M test
as well as an I/M idle test which followed loaded
preconditioning accounted for 84% of the HC in excess of the
standard (0.41 g/mi) and 80% of the excess CO of the standard
(3.40 g/mi) of all the 1983-85 cars which failed the official
I/M test (cf. page 22).
The I/M test following three minutes of 2500 rpm no-load
preconditioning cycle and the I/M test following 30 seconds of
30 mph loaded preconditioning cycle were equally effective in
identifying I/M variable vehicles. Each cycle identified 90
percent of these cars (cf. pg 27). However, due to the limited
amount of FTP data, we cannot be confident in comparing the
excess emissions that each cycle will identify (cf. page 29).
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Nearly one-fourth of the cars tested in this study
exhibited substantial increases in idle emissions after idling
for only a short time (but longer than 30 seconds). A small
number of models account for most of these cars (cf. page 17).
While this program was not designed to study the
possibility of using the vehicle's on-board diagnostics to
identify high emitting cars, and hence did not examine any
vehicles that had stored trouble codes but did not fail the
official I/M test, we note that of the twenty GM cars in this
study whose trouble codes were read, only one (5%) was reported
to have had a computer trouble code stored in its on-board
malfunction/diagnostic system, and that car had passing FTP
emissions (cf. page 6). These observations, while far from
conclusive, do not strengthen the case for using only on-board
diagnostics (OBD) to identify high emitting cars.
3. Assumptions on Which the Work Was Accomplished
The assumption on which this testing program was designed
was that a major factor controlling I/M test variability is the
type of preconditioning the vehicle is given just prior to the
I/M test.
4. Options for Additional Work
Two new test programs began shortly after this program
was completed. One of these studies the use of computer
trouble codes (i.e., OBD) to identify vehicles with high
emissions. A second program studies the effects of several
preconditioning cycles on the official I/M test scores in the
Louisville program.
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I/M Test Variability
1. 0 INTRODUCTION
In 1985, EPA conducted an emissions test program in
Maryland.[1]* That study provided data which will be 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 of late-model year cars influenced by I/M and the costs
and effectiveness of emission-related repairs. While
performing that study, we found that a significant percentage
of the new technology cars which failed at the Maryland I/M
test lanes would pass the same test conducted at the
Contractor's laboratory. To obtain information about those new
technology cars which exhibited variability in their I/M test
emissions, EPA conducted this program during the summer of 1986
in Maryland. This program was limited to the 1983 and newer
model year cars.
This report summarizes the effort to study the emissions
variability of these new technology cars. In this program, the
target was to recruit and test approximately 100 late-model
year (i.e., 1983 and newer) cars which failed the Maryland I/M
program. (The actual test results along with a description of
the associated repairs can be found in the appendices of this
report.) This project had several objectives, but the primary
one was to characterize the emissions of those cars which
failed the Maryland test and then passed a similar test after
heavy preconditioning at the Contractor's laboratory. (Those
cars which failed the I/M test at both the Maryland inspection
lane and at the Contractor's laboratory were examined in that
earlier Maryland study.) EPA hopes to use this information to
formulate cost-effective policy towards repair cost waivers in
I/M programs and to support development of emission reduction
estimates for I/M programs.
Numbers in brackets denote references at the end of this
report (page 36).
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2.0 TEST FLEET SELECTION
The contractor, EG&G Automotive Research, Inc. (EG&G),
recruited 1983 and later model year passenger cars that failed
the official Maryland I/M test* at Stations #7 and #8 (in
Prince George's County) and #9 and #10 (in Montgomery County).
These stations were selected because of their proximity to the
EG&G testing laboratory in Virginia. The I/M station personnel
gave the drivers of all such cars a letter stating the purpose
of this program and inviting them to call EG&G if they wished
to participate. At the same time, the Maryland Division of
Motor Vehicles forwarded lists of I/M failures at stations #7
and It8 to EG&G.
In order to assure that the selection of cars for this
program was a representative cross-section, EG&G used a random
number generator in a Hewlett-Packard 9825A computer to
rearrange the full list of eligible vehicles including the
volunteers. The vehicles were numbered prior to the list being
randomized, which explains why the numbers of the 106 vehicles
in this program ranged from "001" to "421." The contractor was
asked to give priority in recruiting to fuel injected vehicles.
2.1 Screening the Incoming Cars
All incoming vehicles were screened to remove cars which
had already received some repairs or cars which were identified
as having mechanical problems which could interfere with
testing. Three of the 106 cars recruited for this program were
rejected:
One car (a 1985 Dodge Diplomat, vehicle number IV5/109)
was rejected because it had been repaired prior to being
recruited.
Two cars (a 1984 Cadillac Eldorado and a 1983 Honda
Accord, vehicles numbered IV4/289 and IV3/293,
respectively) were rejected because they had damaged
exhaust systems. (The Contractor decided that, with the
very limited time and limited number of leaner cars
available for this program, it would be preferable to
simply recruit other cars.)
The official Maryland test results are the stabilized
idle emissions (within 15 to 30 seconds) after the
vehicle has been preconditioned at about half throttle
for about 15 seconds.
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2.2 Description of Test Fleet
The 103 cars which completed this program are described
in Appendices A and B. The distribution of those 103 is given
below in Table 2.1. All of the 69 carbureted cars described in
Table 2.1 are equipped with a supplementary air (AIR) system,
and all of the 34 fuel injected cars in that table are
closed-loop.
Table 2.1
Distribution of the Cars
Which Completed the Program
Model
Year
1983
1984
1985
Totals:
Carbureted
Open- Closed-
Loop Loop
Fuel Injected
AIR No AIR
30
4
3
37
10
15
7
32
3
11
14
4
13
3
20
The distribution of the 103 test vehicles by manufacturer
and by basic engine is given below in Table 2.2. The term "FTP
Eligible" refers to those cars which passed the 220 ppm HC and
1.2 percent CO cutpoints (and is described in Section 3.1, on
page 5).
Table 2.2
Composition of Sample Fleet
Number
Manufacturer CID Metering Recruited FTP Eligible
AMC
BMW
Chrysler
85 FI
108
164
135
135
156
FI
FI
2 bbl
FI
2 bbl
1
1
2
3
6
1
0
2
1
5
Table 2.2 Continued on Next Page
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Table 2.2 (continued)
Composition of Sample Fleet
Manufacturer
Ford
GM
Honda
Isuzu
Mitsubishi
Nissan
Peugeot
Toyota
CID
98
118
140
140
200
231
302
302
98
151
173
231
231
305
307
81
82
91
107
112
112
119
86
122
156
98
120
146
168
181
120
89
97
Fuel
Metering
2 bbl
2 bbl
1 bbl
FI
1 bbl
2 bbl .
4 bbl
FI
2 bbl
FI
FI
2 bbl
FI
4 bbl
4 bbl
3 bbl
3 bbl
3 bbl
3 bbl
2 bbl
3 bbl
FI
2 bbl
2 bbl
2 bbl
2 bbl
2 bbl
FI
FI
FI
FI
2 bbl
2 bbl
IN I
Recruited
6
2
4
8
1
1
1
3
5
7
1
3
1
1
2
1
1
5
3
3
3
1
1
2
1
4
7
1
1
2
1
3
1
FTP Eligible
3
2
3
4
0
1
1
3
4
5
1
2
1
1
2
0
1
3
3
2
3
0
1
0
1
3
4
1
1
1
0
3
1
Volvo
141 FI
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3.0 VEHICLE TESTING
3.1 Testing Program
The testing and vehicle repair for this contract were
performed at the Virginia Test Laboratory (VTL) operated by
EG&G Automotive Research, Inc. For this task, EG&G performed
the following five (5) to ten (10) steps:
1. Recruit late-model year (i.e., 1983 and newer) passenger
cars which failed the Maryland I/M program (which has
cut- points of 220 ppm HC and 1.20 percent CO).
2. Screen those cars (to remove cars which have already
received some repairs and cars which were identified as
having problems which would interfere with testing).
3. Test those cars for evidence of the use of leaded
gasoline by using Plumbtesmo brand lead-sensitive paper
in the exhaust pipe and by using a wet chemistry lead
detection kit to measure the level of lead in the car's
gasoline.
4. Examine the cars to determine:
A. whether the catalyst was in place,
B. the condition of the fuel inlet (filler neck)
restrictor, and
C. whether any computer trouble codes were present.
5. Test those cars for emissions over the first nine (9)
steps of the extended special I/M test (described in
Appendix C).
A. For those vehicles whose idle emissions, in Step 9 (on
page C-l), exceeded the Maryland cut-points after 30
seconds (which would approximate the Maryland test
preceded by heavy preconditioning), the testing was
terminated and the cars returned to their owners
(since vehicles of this type were extensively studied
in the earlier Maryland program).
B. For those vehicles whose idle emissions, in Step 9,
were less than the Maryland cut-points after 30
seconds (which would correspond to the Maryland test
preceded by heavy preconditioning), the testing
continued through the remaining 16 steps of the
procedure. These vehicles are referred to as "FTP
Eligible" in Table 2.2 (pages 3 and 4).
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6. Perform an FTP test the next day on each of the cars
which completed the entire 25 steps of the extended
special I/M procedure (i.e., on those cars which failed
the Maryland I/M test but were able to pass with heavy
preconditioning).
We originally anticipated that about 40 to 50 percent of
the cars would fall into this category. When we
discovered that almost 70 percent of the recruited cars
were meeting this criterion, we allocated the available
FTP testing slots to those cars at random, testing 48 of
the eligible 70 cars.
7. Examine the cars whose FTP emissions exceed twice the
standard (i.e., HC > 0.82 or CO > 6.80) for malfunctions.
8. For up to five of those cars whose FTP emissions exceeded
twice the standards, repair those malfunctions which
appeared responsible for the I/M failure and which could
reasonably be expected to be part of a competent I/M
field repair. (A description of those repairs can be
found in Appendix F.)
9. Return those cars which were repaired to one of the
Maryland I/M lanes for a passing retest.
10. Retest those repaired cars for emissions.
Testing began on August 5, 1986 and continued through
September 17, 1986.
3.2 Results of Initial Examination
The examinations of the 103 test vehicles revealed:
1. The catalyst was in place for each of the 103 cars.
2. The fuel inlet restrictor was intact and in place for all
but one car. It was missing on vehicle number IV5/045.
3. Vehicle number IV4/222 displayed a computer trouble code
"45" (rich oxygen sensor). (As shown in Appendices D &
E, the FTP emissions of that vehicle are within the
standards.) No other codes were reported except for a
code "12" for GM cars, indicating normal operation.
4. Plumbtesmo brand test paper was used to examine the
exhaust pipes of all of the cars except for vehicle
IV4/005. Of the 102 cars tested, the results were
negative (i.e., no lead detected) for all but two (2)
cars: IV3/103 and IV3/225.
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5. The levels of lead in the vehicles' fuel tanks (in grams
of lead per gallon of gasoline) were measured with the
wet chemistry lead detection kit for 100 of the 103
cars. (The fuel was not sampled for three of the cars.)
Only one car was determined to have a lead level greater
than 0.039 g/gal. The lead level of the fuel in vehicle
IV5/361 was estimated to be 0.114 g/gal (well above the
limit of 0.050 g/gal for unleaded gasoline). However, an
examination of the work sheets suggests that the
technician probably interchanged the absorptance reading
for that fuel sample with the reading of the known
solution (which was at 0.040 g/gal). If that did in fact
occur, then the correct lead level for that vehicle
should have been about 0.018 g/gal.
3.3 The Extended Special I/M Test Sequence
For this task, the extended special I/M test sequence,
described in Appendix C, was to be performed on each vehicle
recruited by the Contractor. This test sequence required about
70 minutes to perform and consists of 25 steps, or 27 minutes
if testing ended after step number 9. This 25-step sequence is
designed to simulate several I/M short tests, each with
different preconditionings:
the 2500 rpm/idle test (40 CFR §85.2209),
the engine restart 2500 rpm/idle test (§85.2210),
the engine restart idle test (§85.2211),
the idle test (§85.2212), and
the loaded test (§85.2214).
In addition, this sequence examines the effects on emissions of:
extended periods of 2500 rpm operation (up to 3
minutes),
extended periods of idle in neutral (up to 31 minutes), and
loaded operations (both steady state 30 mph for 30 seconds
and 3.6 miles of transient operations).
It is important to note that the dynamometer calibrations
used for steps 23 and 24 were designed to simulate the single
curve Clayton dynamometer used for the loaded test (40 CFR
§85.2216). Those calibrations included using only a 1000 pound
trim weight and an actual road load of 7.0 horsepower at 30 mph
and were, therefore, different from those used for step 6 and
for the FTP.
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4.0 TEST RESULTS
4.l Results from the Extended Special I/M Test Sequence
4.1.1 Comparison with Earlier Study
Of the 103 cars in this program, 33 of them (32.0%)
failed both at the Maryland I/M lane and at the Contractor's
laboratory. ("Failure" at the Contractor's laboratory means
that, after 30 seconds into Step 9 of the Extended Special I/M
Test, either the vehicle's idle HC emissions exceeded 220 ppm
or the CO exceeded 1.20%.) The remaining 70 cars (68.0%) which
failed at the Maryland lane were able to pass with heavy
preconditioning (i.e., the first 505 seconds of the FTP which
is about 3.6 miles).
This testing program was designed to answer questions
raised during the study described in Reference 1. In that
study, 178 late-model year cars were tested (by the same
Contractor and at the same laboratory that was used for .this
program) using a Restart Idle Test (as a screening test) which
immediately followed a 10-minute road test. Of those 178 cars
recruited for the earlier study, a total of 73 were 1983 and
1984 model year vehicles. Since each of those 73 cars failed
the official Maryland I/M test and were recruited and tested
prior to being repaired, that sample of 73 cars is comparable
to the 103 cars in this study. Of those 73 cars, 26 of them
(35.6%) failed both at the Maryland I/M lane and at the
Contractor's laboratory. ("Failure" at the Contractor's
laboratory means that, after the 10-minute road test, either
the vehicle's idle HC emissions, as measured on a Restart Idle
Test, exceeded 220 ppm or the CO exceeded 1.20%.) Thus, the
remaining 47 cars (64.4%) which failed at the Maryland lane
were able to pass after being preconditioning with a 10-minute
road test. Combining the results of these two studies, we find
that about two-thirds (117 out of 176) of the 1983 and newer
cars that failed at the Maryland lane were able to pass after
loaded (transient) preconditioning.
These results were repeated in a recent California study
[2,3], which concluded:
"Some vehicles that have no significant defects will fail
the Smog Check test if they are not fully warmed up by
driving immediately before testing. To prevent
unintentional failures, the [I/M Review] Committee rec-
ommends that BAR require failing 1980 and later model
vehicles to be driven about one mile and retested."
The vehicles in this program which were tested through
the entire 25 step sequence (i.e., the 70 cars which passed at
EG&G's laboratory after a '505' preconditioning) are described
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in Table 4.1. The corresponding results from the earlier
program are also included in Table 4.1. A comparison of the
data in Table 4.1 with those in Table 2.1 and in Appendix H
suggest that, of the cars which initially failed at the
Maryland I/M lanes:
The fuel-injected, closed loop cars, equipped with AIR
would pass a second test 64% of the time if the test were
preceded by either a 3.6 mile road-test or a '505'
preconditioning cycle.
The carbureted, closed loop cars, equipped with AIR
would pass a second test 78% of the time if the test were
preceded by either a 3.6 mile road-test or a '505'
preconditioning cycle.
The carbureted, open loop cars, equipped with AIR would
pass a second test 70% of the time if the test were
preceded by a '505' preconditioning cycle, and 43% of the
time if the test were preceded by a 3.6 mile road-test.
The fuel-injected, closed loop cars, without AIR would
pass a second test 50% of the time if the test were
preceded by a '505' preconditioning cycle, and 80% of the
time if the test were preceded by a 3.6 mile road-test.
This suggests that closed-loop, fuel injected cars equipped
with AIR are more likely to produce consistent I/M results
(i.e., cars initially failing an I/M test would fail again even
after heavy preconditioning) than are closed-loop, carbureted
cars equipped with AIR.
Table 4.1
Distribution of the Cars "Passing" After Preconditioning
Precondi- Carbureted Fuel Injected
tioning Open- Closed- Closed Loop
Cycle Loop Loop AIR No AIR
'505* 26 (70.3%) 25 (78.1%) 9 (64.3%) 10 (50%)
Road-Test 9 (42.9%) 18 (78.3%) 12 (63.2%) 8 (80%)
Totals: 35 (60.3%) 43 (78.2%) 21 (63.6%) 18 (60%)
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4.1.2 Comparison with Official I/M Test
Since no portion of the extended special i/M test exactly
matches the official Maryland I/M test (described in the
footnote on page 2), our primary purpose in using the extended
special I/M test was not to try to replicate the official
Maryland I/M test results. However, we did expect that, for
each of those vehicles which failed the official I/M test, we
would find some operating mode that would produce another idle
test failure, but we found that we were unable to reproduce
almost one-half (44.7%) of the official I/M failures.
As shown in Appendix C, there are six instances during
the Extended Special I/M Test in which 30 seconds of idle (in
neutral) follow 30 seconds of 2500 rpm (no load) operation.
Specifically:
Steps 4-5, 10-12, and 16 - 18 each corresponds to a
Restart 2500 rpm/Idle Test,
Steps 8-9 and 14 - 15 each corresponds to a 2500 rpm/
Idle Test, and
Steps 21 - 22 corresponds to a Restart 2500 rpm/Idle
Test for only Fords and 1984 Preludes and corresponds to
a 2500 rpm/Idle Test for all other models.
Of the 103 vehicles which failed the official Maryland I/M test
and were then tested in this program:
33 of them (32.0%) also "failed" (i.e., had either idle
HC emissions in excess of 220 ppm or idle CO emissions in
excess of 1.20%) on Step 9 (and were thus excluded from
any additional testing),
Of those 33, 20 also "failed" on Step 5.
Of the 70 cars which "passed" on Step 9, 24 of them
"failed" on at least one of the other five idle modes
which followed 2500 rpm no-load operation, and
46 of the 103 cars (44.7%), did not "fail" on any of the
six idle modes following 2500 rpm no-load operation.
Examining all of the idle emissions (rather than
restricting ourselves to only the 30 seconds of idle following
30 seconds of 2500 rpm no-load operation), we note that 33
measurements of idle emissions were performed. Comparing the
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official Maryland I/M results with those 33 measurements, we
found that:
Of the 82 cars which had exceeded the CO standard
(1.20%) at the Maryland I/M lane, 24 (29.3%) of them
never had idle CO emissions in excess of 1.20% at any of
the 33 idle measurement points of the extended special
I/M test.
Of the 52 cars which had exceeded the HC standard (220
ppm) at the Maryland I/M lane, 14 (26.9%) of them never
had idle HC emissions in excess of 220 ppm at any of the
33 idle measurement points of the extended special I/M
test.
Of the 103 cars in this study, 28 (27.2%) of them never
had idle emissions (neither HC nor CO) in excess of the
standard, even after 31 minutes of idling.
Those vehicles are identified in Tables 4.2 through 4.4, and
the results are summarized in Table 4.5.
Table 4.2
Vehicles 'Passing' Only HC in Each of the 33 Idle
Measurements of the Extended Special I/M Test Sequence
Maryland I/M FTP Emissions
Vehicle HC CO HC CO
Number (ppm) (%) (q/mi) (q/mi)
IV3/120 80 1.56 .68 3.03
IV4/146 239 1.88 .24 5.42
IV4/167* 261 3.21 .16 1.90
IV3/214 77 1.32 N/A N/A
IV3/220 207 3.08 N/A N/A
IV3/225** 168 6.70 1.08 37.59
IV3/268 84 3.10 N/A N/A
IV3/288 201 2.07 N/A N/A
IV3/421 132 4.75 .26 6.03
Overall: Mean: .484 10.794
Excess: .188 7.768
* Error of Commission Car (See Table 4.10)
** High Emitting Car (See Table 4.11)
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Table 4.3
Vehicles 'Passing' Both HC & CO in Each of the 33 Idle
Measurements of the Extended Special I/M Test Sequence
Vehicle
Number
IV4/005*
IV5/026
IV5/035*
IV3/046*
IV4/047
IV4/064
IV3/103
IV3/105
IV3/148
IV3/171
IV3/197
IV3/205
IV5/226
IV3/236
IV5/239
IV3/260**
IV5/274*
IV4/276
IV4/291*
IV3/294
IV5/312
IV4/316
IV3/323**
IV5/355
IV5/359
IV4/364
IV3/395
IV3/401
Overall
Maryland I/M
HC CO
(PPm) (%)
379 0.16
273 7.36
228 1.58
172 2.10
39 1.86
131 1.62
223 1.85
378 1.72
59 1.61
119 1.22
113 3.23
241 .24
141 1.43
127 1.44
600 .13
163 1.71
241 .19
193 3.31
483 .11
167 3.36
325 .43
173 1.49
122 1.43
152 1.71
284 .01
315 6.50
38 2.04
113 1.25
: Mean :
Excess :
FTP Emissions
HC
( q/mi )
.17
N/A
.27
.30
.63
N/A
.39
.44
.25
.22
.26
N/A
N/A
.34
N/A
.99
.14
N/A
.31
.23
N/A
1.09
1.38
N/A
N/A
N/A
.46
.54
.467
.148
CO
(q/mi)
2. 19
N/A
2.73
3.01
3.73
N/A
3.77
8.32
5.35
4.06
7.75
N/A
N/A
4.40
N/A
22.10
2.07
N/A
1.85
4.90
N/A
8.90
28.00
N/A
N/A
N/A
8.66
4.96
7.042
3.928
* Error of Commission Car (See Table 4.10)
** High Emitting Car (See Table 4.11)
-12-
-------
Table 4.4
Vehicles 'Passing1 Only CO in Each of the 33 Idle
Measurements of the Extended Special I/M Test Sequence
Vehicle
Number
IV4/011*
IV5/025*
IV5/031*
IV4/149
IV3/163
IV4/222*
IV5/279
IV3/283
IV3/297
IV4/360
Maryland I/M FTP Emissions
HC
(ppm)
243
542
287
306
345
419
271
221
222
313
HC
(q/mi)
.39
.21
.14
.36
.69
.34
.46
N/A
N/A
N/A
CO
(q/mi)
2.05
2.57
2.28
4.08
4.11
2.98
2.87
N/A
N/A
N/A
Overall:
Mean:
Excess:
.370
.047
2.991
.199
* Error of Commission Car (See Table 4.10)
Table 4.5
Comparison of Reason for the Original I/M
Failure with Behavior over the Extended I/M Test Sequence
Behavior on
Extended I/M Test
'Passing' HC (only) at
each of the 33 idle
measurements
'Passing1 both HC & CO
at each of the 33
idle measurements
'Passing1 CO (only) at
each of the 33 idle
measurements
Cars Completing the
Entire Extended I/M:
Total Population:
Reason for Maryland I/M Failure
Only Both Only
HC HC & CO CO Totals
17
21
18
31
16
35
51
28
10
70
103
-13-
-------
Of the 48 cars which were FTP tested in this program, six
of them had FTP HC emissions of at least 0.99 g/mi. Two-thirds
of those six "HC dirtiest" cars never had idle HC emissions in
excess of 220 ppm at any of the 33 idle measurement points of
the extended special I/M test. Those four cars, which always
had "passing" idle HC emissions, accounted for 34.1% of the
total (for the entire test fleet of 48 cars) HC emissions in
excess of the 0.41 g/mi standard.
Similarly, of the 48 cars which were FTP tested in this
program, six of them had FTP CO emissions of at least 20.00
g/mi. One-third of those six "CO dirtiest" cars never had idle
CO emissions in excess of 1.20 percent at any of the 33 idle
measurement points of the extended special I/M test. Those two
cars, which always had "passing" idle CO emissions, accounted
for 18.9% of the total CO emissions in excess of the 3.40 g/mi
standard. Also, one of the 23 cars which always had "passing"
idle HC emissions (but did have "failing" idle CO only on the
2500 rpm/Idle Test which followed 31 minutes of idle operation)
had high FTP CO emissions of 37.59 g/mi; the emissions from
that car combined with the emissions from the two preceding
cars accounted for 31.3% of the total excess FTP CO emissions.
Thus, there is no guarantee that a car with high FTP
emissions must also have consistently (i.e., repeatedly) high
idle emissions during at least one operating mode.
4.1.3 Effects of Heavy Preconditioning
Three different types of heavy preconditioning were used
in the extended special I/M test. To determine the relative
effects of each of those three, compare the emissions at the
end of the 30 seconds of idling:
for the first 505 seconds of the FTP (about 3.6 miles)
(Step 6 in Appendix C), compare the "cold" 2500
rpm/Idle Test with those of the 2500 rpm/Idle Test
following the '505' (i.e., comparing the results from
Steps 5 and 9 in Appendix C),
for the 3 minutes of operation at 2500 rpm (Step 19 in
Appendix C), compare:
for Fords and 1984 Preludes: the Restart/Idle
Test after the 3 minutes of 2500 rpm operation with
those of the Restart/Idle Test preceding the 3
minutes of2500 rpm operation (i.e., comparing the
results from Steps 18 and 22 in Appendix C), and
for all other vehicles: the 2500 rpm/Idle Test
after the 3 minutes of 2500 rpm operation with
those of the 2500 rpm/Idle Test preceding the 3
-14-
-------
minutes of 2500 rpm operation (i.e., comparing the
results from Steps 15 and 22 in Appendix C, however
that comparison could produce questionable results due
to the Restart/Idle Test between them), and
for the 30 seconds of loaded operation at 30 mph (Step
23 in Appendix C), compare the Loaded Test with those
of the preceding idle modes (i.e., comparing the
results from Step 24 with Steps 15, 18, or 22 in
Appendix C).
Using the data in Appendix E, we can identify the cars
whose idle emissions were significantly affected by heavy
preconditioning. Those cars are given below in Table 4.6.
Table 4.
Cars Affected by Heavy
Vehicle
Number
IV4/001
IV4/004
IV5/031*
IV3/034
IV4/072
IV4/158
IV3/163
Model
84
84
85
83
84
84
83
Chevette
Tempo
Fiero
Prelude
Colt
Escort
Tercel
S"
Table 4.6
6
Preconditioning
Precondi-
tioning Effect
3 min of
2500 rpm
'505'
'505'
'505'
'505*
'505'
3 min of
2500 rpm
Continued
Possible** Decrease
Decrease in both HC
Decrease in CO
Decrease in both HC
Decrease in both HC
Increase in CO
Possible"* Decrease
on Next Page
in CO
and CO
and CO
and CO
in HC
* Error of Commission Car (See Table 4.10)
** Comparison between Steps 15 and 22 is questionable.
-15-
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Table 4.6 (continued)
Cars Affected by Heavy Preconditioning
Vehicle
Number
IV3/214
IV4/221
IV3/225
IV3/236
IV3/264
IV5/265
IV3/268
IV3/277
IV4/280
IV3/283
IV5/284
IV4/285
IV3/314
IV4/360
IV3/382
IV4/389
IV3/421
Model
83
84
83
83
83
85
83
83
84
83
85
84
83
84
83
84
83
Escort
Fiero
NewYorker
Accord
Corolla
Cordia
NewYorker
Aries
Cordia
Tercel
Tempo
Chevette
Escort
Mustang
GranPrix
T&C Wgn
Stanza
Precondi-
tioning
3 min of
2500 rpm
'505'
3 min of
2500 rpm
'505'
30 MPH
'505'
'505'
3 min of
2500 rpm
'505'
'505'
'505'
'505'
'505'
'505'
3 min of
2500 rpm
'505'
3 min of
2500 rpm
'505'
Effect
Decrease
Decrease
Possible
Increase
Increase
Decrease
Increase
Possible
Increase
Increase
Decrease
Decrease
Decrease
Increase
Decrease
Increase
Possible
both
Decrease
in
in
CO
CO
** Decrease
in
in
in
in
CO
CO
both HC
both HC
** Decrease
in
in
in
in
in
in
in
in
CO
CO
HC
both HC
HC
both HC
HC
both HC
** Decrease
HC and CO
in
both HC
in CO
and CO
and CO
in CO
and CO
and CO
and CO
in
and CO
** Comparison between Steps 15 and 22 is questionable.
-16-
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4.1.4 Effects of Extended Period of idling
Of the 103 cars in this program, 23 (22.3%) of them
exhibited a substantial jump in idle emissions sometime after
30 seconds of idling. Fifteen (15) of those cars exhibited a
substantial jump in idle emissions during the 31 minutes of
idling (Steps 12 and 13 in Appendix C). Those cars are given
in Table 4.7 (page 18).
The eight (8) remaining cars (two of which were not
tested over the entire extended special I/M test) exhibited
substan- tial increases in idle emissions between 30 and 60
seconds of idle (other than on that 31 minute stretch used in
Table 4.7). Those cars are given in Table 4.8 (page 18). An
examination of those two tables reveals that only five models
account for most of the cars which exhibited significant
increases in idle emissions after a short period of idling:
two of the four 1984 Chevrolet Chevettes,
all three of the 1984 Pontiac Fieros,
three of the seven 1985 Ford Topaz/Tempos with 140/FI,
both of the 1985 Fords with 302/FI, and
two of the three 1984-85 Honda Preludes. (The idle CO
of the third Prelude, IV4/215, exceed 1.20% at Step 9,
and, therefore, that car was not tested over the
remainder of the Extended Special I/M Test.)
Some of those increases can be explained by the vehicle's
design. For example:
The 1984-85 Honda Preludes (1.8L/2bbl) were designed so
that, after three minutes of operation below 15 miles per
hour, the vehicle operates open-loop with enriched fuel
metering and diverts the secondary AIR to the atmosphere.
The 1981-86 Ford vehicles divert secondary AIR to the
atmosphere after extended periods of idle. Depending on
the engine family, the diversion is controlled by either
a mechanical or an electronic timer. The diversion times
are reported to range from 15 seconds to 3.5 minutes,
depending upon the specific calibration and the duration
of the last period of off-idle operation. The Restart
Idle Test was designed to accommodate this situation
since the effect of either the restart or loaded
operation is to prevent the diversion of secondary AIR by
resetting the diversion timer.
After completing the 31 minutes of idle (Steps 12 and 13
of the Extended Special I/M Test), the vehicle's engine speed
was increased to 2500 rpm (Step 14). At that point in the test
sequence, seven of the vehicles exhibited substantial increases
-17-
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Table 4.7
Cars Exhibiting a Jump in Idle Emissions
During an Extended Period of Idle
Vehicle
Number
IV4/001
IV4/004
IV5/008*
IV3/034
IV4/072
IV4/165
IV4/167*
IV3/168
Model
84 Chevette
84 Tempo
85 LTD
83 Prelude
84 Colt
84 LTD
84 Prelude
83 280 ZX
IV5/170* 85 T-Bird
IV3/214
IV5/218
IV4/221
IV4/285
IV4/309
IV5/361*
83 Escort
85 Accord
84 Fiero
84 Chevette
84 Fiero
85 Prelude
Emission Jump
HC from 120 to 270 between 60 & 90 sec.
CO from 0.30 to 1.40 betw. 3 & 3.5 min.
HC from 130 to 1,100 betw. 60 & 90 sec.
CO from 0.06 to 4.80 betw. 4 & 5 min.
HC from 50 to 260 betw. 90 & 120 sec.
CO from 0.02 to 2.20 betw. 90 S< 120 sec
HC from 45 to 350 betw. 3 & 3.5 min.
CO from 0.02 to 3.50 betw. 3 & 3.5 min.
CO from 0.80 to 1.20 betw. 30 & 60 sec.
HC from 50 to 255 betw. 4 & 5 min.
CO from 0.02 to 1.30 betw. 4 & 5 min.
CO from 0.02 to 1.50 betw. 2 & 2.5 min.
HC from 75 to 240 betw. 20 & 22 min.
CO from 0.22 to 1.30 betw. 9 & 11 min.
HC from 10 to 340 betw. 60 & 90 sec.
CO from 0.01 to 5.40 betw. 60 & 90 sec.
CO from 0.01 to 2.00 betw. 4 & 7 min.
CO from 0.03 to 1.00 betw. 9 & 11 min.
HC from 110 to 280 betw. 90 & 120 sec.
CO from 0.20 to 2.00 betw. 3.5 & 5 min.
HC from 15 to 225 betw. 30 & 60 sec.
CO from 0.01 to 0.80 betw. 30 & 60 sec.
HC from 170 to 300 betw. 30 & 60 sec.
CO from 0.45 to 1.70 betw. 30 & 60 sec.
HC from 30 to 190 betw. 2 & 2.5 min.
CO from 0.02 to 2.20 betw. 2 & 2.5 min.
* Error of Commission Car (See Table 4.10)
-18-
-------
Table 4.8
Other Cars Exhibiting a Jump in Idle Emissions
Between 30 and 60 Seconds of Idle
Vehicle
Number
Model
IV4/003 84 Fiero
IV5/143 85 Tempo
IV4/149 84 Civic
IV3/224 83 Regal
IV4/280 84 Cordia
IV5/284 85 Tempo
IV5/363* 85 Tempo
IV3/421 83 Stanza
Emission Jump
CO from 0.23 to 4.50 on the "Cold"
Restart/Idle Test and from 0.20 to
2.80 on the 2500 RPM/Idle Test which
followed the '505' (Steps 5 and 9,
respectively, in Appendix C)
CO from 0.70 to 2.30 on the "Cold"
Restart/Idle Test (Step 5 in App. C)
HC from 150 to 380 on the "Cold" Restart/
Idle Test (Step 5 in Appendix C)
CO from 0.02 to 1.40 on the 2500 RPM/
Idle Test which followed the '505' and
from 0.02 to 2.40 on the 2500 RPM/Idle
Test which followed the 3 rain of idle
(Steps 9 and 22, respectively, in
Appendix C)
HC from 110 to 250 on the 2500 RPM/Idle
Test which followed the '505' (Step 9
in Appendix C)
CO from 0.02 to 1.20 on the Loaded Test
(Step 24 in Appendix C)
HC from 150 to 270 on the "Cold" Restart/
Idle Test (Step 5 in Appendix C)
CO from 0.25 to 2.50 on the "Cold"
Restart/Idle Test (Step 5 in App. C)
CO from 0.02 to 5.40 on the 2500 RPM/
Idle Test which followed the 3 min of
idle (Step 22 in Appendix C)
* Error of Commission Car (See Table 4.10)
-19-
-------
in emissions. (In this context, "substantial" means that the
emissions during that 2500 rpm mode were more that twice those
of any previous mode.) Those seven vehicles were:
Four of the five Chrysler 156 CID (2.6L) vehicles so
tested (i.e., IV3/150, IV3/182, IV3/225, and IV4/389),
Two of the three Toyota 89 CID (1.5L) vehicles so tested
(i.e., IV3/046 and IV3/163), and
One of the two Chrysler 135 CID (2.2L), carbureted
vehicles (i.e., IV3/297).
Those Toyota and 156 CID Chrysler models were designed so
that the evaporative canister will purge during the 2500 rpm,
no-load operating conditions. It appears that the 31 minutes
of idling in neutral was sufficient to load the individual
canisters and that purging the canisters during the 2500 rpm
mode resulted in:
substantial increases in CO emissions for all six of
those cars, and those increases continued beyond the end
of that 30-second mode, as well as,
large increases in HC for both of the Toyotas.
Two GM cars equipped with 307 CID (5.0L) engines were
recruited and tested in this program (IV4/291 and IV5/035).
Both those cars exhibited passing FTP HC and CO emissions as
well as "passing" emissions at each of the 33 idle measurements.
However, both exhibited "failing" emissions at most of the 2500
rpm measurement points. These vehicles were designed to divert
secondary AIR after 25 seconds of no-load operation above 1200
rpm.
These observations also occurred in a recent California
study [2,3], which noted that some vehicles have "emission
control design features that result in relatively high emissions
during idle operation even when no defects are present. There
are some vehicles that can pass the more rigorous Federal Test
Procedure but fail a simple idle emission test."
4.2 FTP Test Results
4.2.1 Comparison with Earlier Study
Of the 70 cars which were eligible to be tested over the
FTP, only 48 were actually FTP tested due to the limited number
of both leaner cars and test slots. The FTP results are given
in Appendix D. The average FTP emissions appear in Table 4.9,
which also includes, for comparison, the FTP results for the 35
-20-
-------
1983 and 1984 model year cars from the earlier
the 35 cars from that earlier study had failed
test; 21 of them had also exceeded the Maryland
screening test (which followed a 10-minute road
remaining 14 had passed those cut-points after
Also, an additional 34 1983 and later model
recruited in that earlier study but were not FTP
study. All of
the Maryland I/M
cut-points on a
test), while the
the road test.
year cars were
tested because:
1. the idle HC emissions on the screening test were less
than 120 ppm,
2. the idle CO emissions on the screening test were less
than 0.70 percent, and
3. no apparent mechanical or electrical problems were found
which could account for the high idle emissions exhibited
at the Maryland I/M lane.
Table 4.9
Average FTP (Total/Excess) Emission Results
FTP (g/mi)
HC CO NOx
Size (g/mi) (q/mi) (g/mi)
Cars "Passing" I/M
After '505'
Cars "Failing" I/M
After Road-Test *
Approximation of
Fleet of I/M Failures
48 0.505/ 8.180/ 0.873/
0.177 5.161 0.471
21 2.152/ 42.467/ 0.594/
1.749 39.170 0.250
1.065/ 19.838/ 0.778/
0.711 16.724 0.396
* These cars were used in Reference 1 and identified
in Appendix H of this report.
Thus, the cars which failed at the Maryland I/M lane but
which passed after a 3.6 mile loaded preconditioning cycle
(i.e., the first 505 seconds of the FTP) were substantially
cleaner than the cars which were FTP tested in the earlier
Maryland program.
-21-
-------
The discussion in Section 4.1 suggests that between 32 to
36 percent of 1983-85 model year cars that failed the official
Maryland I/M test would also fail at the Contractor's laboratory
even after loaded preconditioning. Weighting those data from
both studies to approximate a 34 percent rate, we obtain the
"Approximation of Fleet I/M Failures" in Table 4.9. These
approximations suggest that the cars which fail both the
official Maryland I/M test as well as an I/M idle test which
follows heavy loaded preconditioning account for 83.6% of the
HC in excess of the standard (0.41 g/mi) and 79.6% of the
excess CO of the standard (3.40 g/mi) of all the 1983-85 cars
which failed the official I/M test.
4.2.2 Error of Commission Cars
Fourteen (14) of the 48 FTP tested cars had FTP HC
emissions less than 0.41 g/mi and CO less than 3.40 g/mi (i.e.,
29.2% of those I/M failures which pass after heavy
preconditioning are Error of Commission cars). Those cars are
identified below in Table 4.10.
Vehicle
Number
IV4/005
IV5/008
IV4/011
IV5/025
IV5/031
IV5/035
IV3/046
IV4/167
IV5/170
IV4/222
IV5/274
IV4/291
IV5/361
IV5/363
Table 4.10
Error of Commission Cars
Make/Model
84 Buick Skylark
85 Ford LTD
84 Buick Regal
85 Mercury Topaz
85 Pontiac Fiero
85 Olds Delta 88
83 Toyota Tercel
84 Honda Prelude
85 Ford T-Bird
84 Buick Regal
85 Pontiac Fiero
84 Olds Toronado
85 Honda Prelude
84 Chev Chevette
HC
(q/mi)
0.17
0.31
0.39
0.21
0.14
0.27
0.30
0.16
0.37
0.34
0.14
0.31
0.16
0.17
CO
(q/mi)
2.19
1
2
08
05
2.57
2.28
2.73
3.01
1.90
2.63
2.98
2.07
1.85
1.99
2.55
NOx
(q/mi)
0.32
0.94
0.87
0.80
0.33
0.52
1.16
0.50
0.79
0.48
0.34
1.07
0.52
0.70
Means:
0.246 2.277 0.667
-22-
-------
4.2.3 High Emitting Cars
Six (6) of the 48 FTP tested cars had FTP HC emissions
greater than 1.50 g/mi or CO greater than 20.00 g/mi (i.e.,
12.5% of those I/M failures which pass after heavy precondi-
tioning are High Emitting* cars). Those cars are identified
below in Table 4.11. (The subject of "High =--^-«-«-«-*" - -
discussed on page 6 of Reference 5.)
Emitters'
is
Two of those six high emitters are 1983 model year
Chrysler New Yorkers with 156 CID engines, also a third such
1983 model year Chrysler New Yorker (vehicle number IV3/182)
had FTP CO emissions of 18.80 g/mi. All three of those 1983
Chrysler New Yorkers had the same characteristic idle
emissions; all had "passing" idle emissions until the 2500/Idle
Test which followed 31 minutes of idling in neutral. Also, two
other high emitters are 1984-85 Ford Tempos with 140 CID (2.3D
engines.
Vehicle
Number
IV4/004
IV5/045
IV3/150
IV3/225
IV3/260
IV3/323
Table 4.11
High Emitters* Cars
Make/Model
84 Ford Tempo
85 Ford Tempo
83 Chry New York
83 Chry New York
83 Chev Caprice
83 Honda Prelude
FTP Emissions
HC CO NOx
(q/mi) (g/mi) (g/mi)
1.80
.77
.98
1.08
.99
1.38
56.07
20.25
22.31
37.59
22.10
28.00
.93
.74
.67
.76
.56
.37
Means
1.167 31.053
.672
"High Emitters" produce:
FTP HC > 1.5 g/mi or
FTP CO > 20.0 g/mi.
4.2.4 Distribution of FTPs
Another approach to examining the FTP emissions is to
classify the types of FTP failures. (In all of these instances,
only the FTP HC and CO emissions will be used to determine
"failure.") The FTP will be considered to "pass" if both the
HC <^ 0.41 and the CO < 3.40 (i.e., Error of Commission cars);
otherwise, it fails. Among the failing FTPs, we will consider
five (5) levels of failure:
-23-
-------
Neither the HC > 0.61 nor the CO > 5.10 (i.e., a
marginal failure, which does not exceed 150% of the
standards). These will be denoted: "MARG.150" emitters.
Either the HC > 0.61 or the CO > 5.10, but neither the
HC > 0.82 nor the CO > 6.80 (i.e., a marginal failure,
which does not exceed 200% of the standards, but does
exceed 150% of the standards). These will be denoted:
"MARG.200" emitters.
Either the HC > 12.00 or the CO > 180.00. These will be
denoted: "SUPER" emitters.
Either the HC > 1.50 or the CO > 20.00, but neither the
HC > 12.00 nor the CO > 180.00 (i.e., cleaner than a
"SUPER" emitter). These will be denoted: "HIGH"
emitters.
Either the HC > 0.82 or the CO > 6.80, but neither the
HC > 1.50 nor the CO > 20.00 (i.e., dirtier than a
marginal emitter, but cleaner than a "HIGH", emitter).
These will be denoted: "FAIL".
Using those designations, we can compare the FTPs of the
48 cars in this study which passed the I/M test after heavy
preconditioning (i.e., the '505') to the FTPs of the 21 1983-85
cars in the earlier study which failed the (screening) I/M test
after heavy preconditioning (i.e., 10-minute road-test). That
breakdown is given below in Table 4.12. Duplicating the
procedure used in Section 4.2.1, we obtain the distribution of
FTPs of an "Approximation of Fleet of I/M Failures."
Table 4.12
Projected Distribution (%) of FTPs
FTP Failures
PASS
Official I/M Failures
Which "Pass" I/M
After '505' 29.2
Official I/M Failures
Which "Fail" I/M
After Road-Test * 4.8
Approx. of Fleet
of I/M Failures:
20.9
MARG
150
22.9
9.5
18.4
MARG
200
16.7
FAIL HIGH
18.8
9.5 19.0
14.2 18.9
12.5
52.4
26.1
SUPER
0.0
4.8
1.6
* These cars were used in Reference 1 and identified in
Appendix H of this report.
-24-
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Repeating the assumptions made in Section 4.2.1 that only
34% of the I/M failures would continue to fail following loaded
preconditioning, we can estimate that those vehicles that
continued to fail the I/M test even after loaded preconditioning
account for most of the HIGH and all of the SUPER emitters that
the official Maryland I/M test identified (among the 1983-85
fleet), but practically none of the cleaner cars.
4.3 Comparisons of Preconditioning Cycles
As discussed in Section 4.1.3, three different types of
heavy preconditioning were used in the extended special I/M
test:
the first 505 seconds of the FTP (about 3.6 miles)
(Step 6 in Appendix C),
3 minutes of operation at 2500 rpm (Step 19 in Appendix
C), and
30 seconds of loaded operation at 30 mph (Step 23 in
Appendix C).
Using these three cycles, we can estimate the
effectiveness of different preconditioning cycles to detect I/M
variable vehicles (i.e., those vehicles which, after failing a
Maryland-type idle test, passed a similar test following a
'505' preconditioning cycle). Specifically, we can examine the
following five idle modes:
1. the idle mode of the 2500rpm/idle test which followed
the "505" cycle (Step 9 in Appendix C),
2. the idle mode of the "cold" restart 2500rpm/idle test
which followed 15 minutes of soak (Step 4),
3. the idle mode that immediately followed the "505" cycle
(Step 7),
4. the idle mode of the 2500rpm/idle test which followed
the three minutes of 2500 rpm operation (Step 22), and
5. the idle mode of the loaded test (Step 24).
The distribution, relative to those five idle modes, of
the 103 vehicles in the fleet is summarized in Table 4.13.
Also summarized in Table 4.13 are the average FTP emissions.
-25-
-------
Table 4.13
Distribution of Test Fleet and FTP Test Results
Stratified by Pass/Fail Scores on Five Idle Modes
Pass/Fail
Idle
9
P
P
P
P
F
F
F
F
Mode
4
P
P
P
P
P
P
P
P
F
F
F
F
F
F
F
F
P
P
F
F
Result on
, Step Number :
7
P
P
P
P
F
F
F
F
P
P
P
P
F
F
F
F
P
F
P
F
22
P
P
F
F
P
P
F
F
P
P
F
F
P
P
F
F
NA
NA
NA
NA
24
P
F
P
F
P
F
P
F
P
F
P
F
P
F
P
F
NA
NA
NA
NA
Overall:
Strata
Size
52
3
0
4
0
0
0
0
6
0
2
1
2
0
0
0
5
8
3
17
103
No.
FTPs
35
2
0
4
0
0
0
0
4
0
1
0
2
0
0
0
0
0
0
o
48
Avg FTP (g/mi)
HC
0.467
0.520
NA
0.568
NA
NA
NA
NA
0.328
NA
1.80
NA
0.740
NA
NA
NA
NA
NA
NA
NA
0.505
CO
6.947
3.555
NA
12.200
NA
NA
NA
NA
5.470
NA
56.07
NA
7.820
NA
NA
NA
NA
NA
NA
NA
8.180
From the values in Table 4.13, we observe that:
1. None of the 59 vehicles that passed at both Steps 9 and
4 then failed at Step 7.
2. Of the 70 vehicles that passed at Step 9, only two
(2.9%)
failed at Step 7. (More on the correlation between
Steps
9 and 7 appears in Table 4.14.)
-26-
-------
3. The highest FTP emitter in this study (IV4/004) was the
single vehicle that was tested on the FTP in either
stratum of vehicles that:
failed at Step 22 and then passed Step 24, or
failed at both Steps 4 and 22.
Thus, there is a possibility that any weighted average
containing either of those strata may be skewed.
Specifically, it will be difficult to compare the
relative effectiveness of identifying high emitters of
the three minutes of 2500 rpm preconditioning with 30
seconds at 30 mph.
The first of the five idle modes (Step 9) in Table 4.13
was used in this study to identify the I/M variable vehicles.
We can determine the relative effectiveness of the other four
idle modes by comparing the pass/fail scores of each (where
"pass" indicates that neither the HC nor the CO exceed 220 ppm
or 1.20 percent, respectively.) Those comparisons appear in
Table 4.14.
Table 4.14
Distribution of Pass/Fail Scores of
Four Idle Modes Relative to the Pass/Fail
Scores on the "505" Preconditioned 2500rpm/Idle
Results on 2500/Idle
Idle Part "Cold" Idle After 3-min Idle Part
2500/Idle 2500/Idle After 505 of 2500 of Loaded
After 505 Pass Fail Pass Fail Pass Fail Pass Fail
Pass
Fail
(70)
(33)
59
13
11
20
68
8
2
25
63
N.A.
7
N.A.
62
N.A.
8
N.A.
From the preceding table, we observe:
The idle mode of the cold 2500/idle test agrees with
the
idle mode of the variability defining 2500/idle test
(i.e., the idle mode of the 2500rpm/idle test which
followed the "505" cycle) on 79 out of 103 vehicles
(76.7%) overall and on 59 of the 70 variable vehicles
(84.3%).
The idle mode immediately following the 505 cycle
agrees
with the idle mode of the variability defining
2500/idle test on 93 out of 103 vehicles (90.3%)
overall and on 68 of the 70 variable vehicles (97.1%).
-27-
-------
The idle mode of the 2500/idle test that followed three
minutes of 2500 rpm operation agrees with the idle mode
of the variability defining 2500/idle test on 63 of the
70 variable vehicles (90.0%).
The idle mode of the loaded test agrees with the idle
mode of the variability defining 2500/idle test on 62
of the 70 variable vehicles (88.6%).
Comparisons between the variability defining mode (i.e.,
Step 9) and each of the last two idle modes is difficult
because not all the data were collected (i.e., limited test
data on vehicles that failed at Step 9). The three minutes of
30 mph loaded preconditioning and the 30 seconds of 2500 rpm
no-load preconditioning both identified the same proportion of
the 70 vehicles that were identified as I/M variable (i.e., no
statistical difference between 88.6% and 90.0%). (Even though
the identification rates are the same, the idle modes followed
by each of these two preconditioning cycles do not identify the
same vehicles.)
Since the idle mode that immediately followed the "505"
(i.e., Step 7) correlates very well with the variability
defining mode, we can compare that mode with the two remaining
idle modes (see Table 4.15) to partially compensate for the
lack of data on the vehicles that failed at Step 9.
Table 4.15
Distribution of Pass/Fail Scores
Among Preconditioned Idle Tests
Idle Mode
Following
DUO \* y c x c
(Step 7)
Pass (68)
Fail (2)
P/P P/F
58 3
2 0
/ Q 4* AT\ O jl
/ OLwf £*x
F/P F/F
2 5
0 0
Since no FTP data were gathered from vehicles that failed
at Step 9, and since Table 4.14 demonstrates a high correlation
between the pass/fail scores in Steps 7 and 9, we will use Step
7 to identify the I/M variable vehicles. Using the same
stratification as in Table 4.15, the "as received" FTP emissions
of vehicles are given in Table 4.16 (next page). Combining the
average emissions in Table 4.16 by using the values in Table
4.15 as weighting factors, we can estimate (in Table 4.17) the
average FTP emissions of vehicles which pass or fail an idle
-28-
-------
test that was preconditioned by: a "505" cycle, three minutes
of 2500 rpm no-load operation, or 30 seconds of 30 mph loaded
operation.
Table 4.16
Average FTP Emissions (HC/CO) by Strata
Step 7
Pass
Fail
* Based
P/P
0.434/
5.614
0.740/
7.820
on only a
Step 22 /
P/F
0.520/
3.555
N.A./
N.A.
single FTP
Step 24 -
F/P
1.80*/
56.07*
N.A./
N.A.
F/F
0.568/
12.200
N.A./
N.A.
Table 4.17
Weighted FTP Emissions (g/mi)
by Preconditioning Cycle
Preconditioning Cycle
"505" Cycle
3-Min 2500 RPM
30-Sec at 30 MPH
- Pass
- Fail
- Pass
- Fail
- Pass
- Fail
Avg HC
0.488
0.740
0.448
0.920
0.488
0.550
Avg CO
7.491
7.820
5.586
24.734
7.313
8.958
The values in Table 4.17 suggest:
1. The vehicles that passed on any of those three
preconditioned idle tests have lower FTP emissions that
the vehicles that failed the corresponding test.
2. The three minutes of 2500 rpm no-load preconditioning
appears superior to loaded preconditioning in being
able to identify excess emissions. However, most of
that difference in emission levels is based on a single
test vehicle. (See the discussion at the bottom of
page 26.)
-29-
-------
5.0 VEHICLE INSPECTIONS
A thorough, non-altering inspection of the vehicle's
emission control components was planned for each car in this
program whose FTP emissions exceed twice the standard (i.e.,
HC > 0.82 or CO > 6.80). That inspection was performed on 14
of the 48 FTP tested cars. A fifteenth car (a 1983 Plymouth
Sapporo, vehicle number IV3/395) was also eligible for that
inspection but was not inspected. The results of those
detailed inspections are summarized below in Table 5.1 (and
appear in Appendix I) and the mechanic's comments on those 14
cars appear in Appendix G. In Table 5.1, the "Induction System"
Table 5.1
Frequency (%) of Problems by Control System
Open-Loop Closed-Loop
Control System Garb Carb FI
Induction: 0.0% 25.0% 50.0%
Fuel Metering:
Idle Speed 100.0% 75.0% 0.0%
Idle Mixture 50.0% 75.0% 100.0%
Choke 12.5% 0.0% N.A.
Total: 100.0% 75.0% 100.0%
Ignition (Timing): 37.5% 0.0% 50.0%
EGR: 12.5% 25.0% 0.0%
Supplementary AIR 12.5% 50.0% 0.0%
PCV: 0.0% 25.0% 0.0%
Exhaust (Cat): 0.0% 25.0% 0.0%
Evaporative: 0.0% 50.0% 50.0%
Feedback Electronics:
Sensors N.A. 25.0% 50.0%
Solenoids N.A. 50.0% 0.0%
Total: N.A. 50.0% 50.0%
Engine Assembly: 12.5% 0.0% 0.0%
Sample Size: 8
-30-
-------
includes the fresh air
*-
The data in Tahio * i
problems identified wire withi-hUg?eSi that the "ost
h,Hthe 11 Cars «sperteS); Swer SnlveJ8ring System (13
had problems only with the f?H . y- tw° of these 13 cars
numbered 168, and two i Q a -T ?83 fuel-injected Nis«;an
numbered 150 and 182.) 9M °Pen-lo<>P carbureted Chrysll?s,'
-31-
-------
6.0 EFFECTS OF MAINTENANCE
Of the 48 cars which were FTP tested in this study, 15 of
them had FTP emissions which exceeded twice the standard (i.e.,
HC > 0.82 g/mi or CO > 6.80 g/mi). Five of those 15 cars were
then repaired to pass the Maryland I/M retest; only four of
those five were retested over the FTP. (A description of those
"I/M targetted" repairs can be found in Appendix F.) All of
the cars which were repaired are carbureted. The effects of
the repairs on FTP emissions and idle emissions (at the
Maryland I/M lane) are given in Table 6.1.
Table 6.1
Effects of Maintenance
On Both FTP Emissions and Official I/M Test Results
Vehicle
Number
IV4/001
IV4/004
IV3/197
IV3/225
IV3/260
Test
Sequence
As Received
Aftr Repair
As Received
Aftr Repair
As Received
Aftr Repair
As Received
Aftr Repair*
As Received
Aftr Repair
I/M Lane
HC CO
(ppm) (%)
599 7.91
87 .15
114 3.39
1 .00
113 3.23
16 .01
168 6.70
53 .02
163 1.71
3 .00
Fuel"
FTP Emissions (g/mi) Econ
HC
1.08
.87
1.80
.41
.26
.24
CO
10.53
10.29
56.07
9.77
7.75
8.06
NOx (mpq)
1.08 37.59
99
33
22.10
5.96
.61
.67
.93
1.41
.56
1.20
.76
.56
.69
27.34
27.01
18.84
18.68
25.15
26.58
18.82
14.85
15.53
Average: As Received
Aftr Repair
% Increase:
1.032
.462
24.112
8.520
-55% -65%
.665 20.33
.992 20.77
+49% +2%
* Vehicle IV3/225 was not FTP tested after the repairs.
** "Fuel Economy" averages are harmonic means.
The overall effect of the repairs was to reduce the
average FTP HC emissions by 55% and the CO by 65%. However,
most of that reduction results from only two of those cars. In
-32-
-------
that earlier study [1], "i/M targetted" repairs on the 19
carbureted, 1983-85 cars in that program resulted
in:
reducing overall FTP HC emissions by 42%
reducing overall FTP CO emissions by 66%'
increasing overall FTP NOx emissions by
-------
7.0 CONCLUSIONS
Of the twenty GM cars examined in this study, only one
(5%) was reported to have a computer trouble code displayed in
its on-board malfunction/diagnostic system, and that car had
passing FTP emissions. Also, of the 10 GM cars which did not
display trouble codes and were FTP tested in this program
(hence, all 10 had passing idle emissions after heavy
preconditioning), two had FTP HC or CO emissions in excess of
twice the standard. These observations do not strengthen the
case for using only on-board diagnostics to identify high
emitting cars. (A new test program to study the use of
computer trouble codes to identify vehicles with high emissions
is scheduled to begin in August 1987.)
Closed-loop, fuel injected cars appear to be more likely
to produce consistent I/M results (i.e., cars initially failing
an I/M test would fail again even after heavy preconditioning)
than are closed-loop, carbureted cars.
Among the 1983-85 model year vehicles which initially
failed the official Maryland I/M test, the FTP emissions of
those vehicles which also failed an I/M idle test following
loaded preconditioning tended to be substantially higher than
the FTP emissions of those vehicles which passed an I/M idle
test following loaded preconditioning. We estimated that the
cars which failed both the official Maryland I/M test as well
as an I/M idle test which followed loaded preconditioning would
account for 84% of the HC in excess of the standard (0.41 g/mi)
and 80% of the excess CO of the standard (3.40 g/mi) of all the
1983-85 cars which failed the official I/M test.
Nearly one-fourth (22.3%) of the cars tested in this
study exhibited substantial increases in idle emissions after
idling for only a short time (but longer than 30 seconds). A
small number of models account for most of these cars.
-34-
-------
8.0 REFERENCES
1. L. Landman, "Inspection and Maintenance of New Technology
Vehicles in Maryland," U.S. EPA, Emission Control
Technology Division, Technical Support Staff, Paper No.
EPA-AA-TSS-I/M-86-06, September 1986.
2. "Evaluation of the California Smog Check Program,"
prepared for the California Legislature by the California
I/M Review Committee, April 1987, pp 29 & 30.
3. "Evaluation of the California Smog Check Program,
Technical Appendix," prepared for the California I/M
Review Committee by Sierra Research, Inc., April 1987, pp
188 Si 189.
4. K. G. Duleep, "Future Automotive Emission Control
Technology and Strategy," SAE Technical Paper Number
841244, October 1984, pg 7.
5. D. Brzezinski, "Tech IV Credit Model: Estimates for
Emission Factors and Inspection and Maintenance Credits
for 1981 and Later Vehicles for MOBILES," U.S. EPA,
Emission Control Technology Division, Technical Support
Staff, Paper No. EPA-AA-IMG-85-6, October 1985.
-35-
-------
APPENDIX A
Description of the 103 Vehicles Tested
(Sorted by Vehicle Number)
-------
Vehicle
Number
IV4/OO1
IV4/OO3
IV4/O04
IV4/O05
IV3/O06
IV5/OO8
IV4/011
IV3/O18
IV5/025
IV5/026
IV5/031
IV3/034
IV5/035
IV3/O36
IV3/043
IV5/O45
IV3/046
IV4/047
IV4/064
IV4/O72
IV3/103
IV3/1O5
IV3/12O
IV5/143
IV3/144
IV3/145
Mdl
Yr Make/Model
84 Chev Chevet te
84 Pont Fiero 2M4
84 Ford Tempo GL
84 Bulc Skylark
83 Hond Civic
85 Ford LTD Crn Vet
84 Bulc Regal Limit
83 Niss Stanza
85 Merc Topaz GS
85 Ford Escort GL
85 Pont Fiero 2M4
83 Hond Prelude
85 Olds Delta 88 R
83 Bulc Century
83 Chev Chevet te
85 Ford Tempo GL
83 Toyo Tercel
84 Ford Escort
84 BMW 3181
84 Dodg Col t
83 Nlss Maxima
83 Hond Accord
83 Ford EXP
85 Ford Tempo GL
83 Niss Stanza
83 Hond Civic Wgn
C1D/
# bbl
98/2
151/FI
14O/1
151/FI
81/3
302/FI
231/2
12O/2
140/FI
113/2
151/FI
112/3
3O7/4
151/FI
98/2
14O/FI
89/2
98/2
108/FI
86/2
146/FI
1O7/3
98/2
140/FI
12O/2
91/3
TRJN
L-3
M-4
A-3
L-3
M-5
L-4
L-3
L-3
A-3
A-3
M-5
M-5
L-4
L-3
L-3
A-3
A-3
M-4
M-5
M-4
L-4
M-5
M-5
A-3
L-3
A-3
Supp
AIR
PUMP
NO
PUMP
NO
PULS
PUMP
PUMP
PULS
PULS
PUMP
NO
PULS
PUMP
NO
PUMP
PULS
PULS
PUMP
NO
PULS
NO
PULS
PUMP
PULS
PULS
PULS
Cata-
lyst
OX + 3W
3W
OX + 3W
3W
OX
OX+3W
3W
OX
OX+3W
OX + 3W
3W
OX
OX+3W
3W
OX + 3W
OX+3W
OX+3W
OX+3W
3W
3W
3W
OX
OX + 3W
OX+3W
OX
OX
Contrl
Confiq
Closed
Closed
Closed
Closed
Open
C 1 osed
Closed
Open
C 1 osed
Open
Closed
Open
Closed
C 1 osed
Closed
C 1 osed
Closed
Open
Closed
Closed
C 1 osed
Open
Open
Closed
Open
Open
Engine
Family
E1G1 .
E2G2.
EFM2.
E2G2.
DHN1
FFM5.
E4G3
DNS2
FFM2.
FFM1 .
F2G2
DHN1
F3G5
D2G2
DIG!
FFM2
DTV1
EFM1
EBM1
EMT1
DNS 2
DHN1
DFM1
EFM2
DNS2
DHN1
6V2NEA1
5V5TPG7
3V1HRFX
5V5TPG7
3V3AAF1
OV5HBF8
8V2NEYO
.OV2AAF7
3V5HCF4
.9V2GDF8
.5V5TPG8
.8VOAGF9
.OV4NLAO
. 5V5TPG6
.6V2NEAO
. 3V5HCF4
.6V2HFF1
.6V2GDK7
.8V5FAB4
.4V2FFD2
.8V5FAAO
.8V3AEF6
. 6V2GDK6
. 3V5HCF4
.OV2AAF7
. 5V3ACF6
Fuel
Lead
.017
.017
.018
.011
.017
.032
.013
.023
.017
.015
.018
.015
.025
.015
.017
N.A.
.012
.053
.025
.035
.026
.017
.018
.008
.010
.021
Plumb
tesmo
Neg.
Neg.
Neg.
N.A.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Pos.
Neg.
Neg.
Neg.
Neg.
Neg.
Fill
Neck
Rstr
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
Miss
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
Trbl
Codes
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
-------
Vehicle
Number
IV4/146
IV4/147
IV3/148
IV4/149
IV3/150
IV4/151
IV3/157
IV4/158
IV4/16O
IV3/163
IV4/165
IV4/167
IV3/168
IV4/169
IV5/17O
IV3/171
IV3/182
IV3/197
IV3/205
IV3/214
IV4/215
IV3/216
IV3/217
IV5/218
IV3/219
IV3/22O
Mdl
XT.
84
84
83
84
83
84
83
84
84
83
84
84
83
84
85
83
83
83
83
83
84
83
83
85
83
83
Make/Model
Oodg GOO
Ford Mustang GT
Miss Stanza
Hond Civic
Chry New Yorker
Volv Volvo DL
Ford Escort L
Ford Escort L
Hond Civic
Toyo Tercel
Ford LTD Brou
Hond Prelude
Oats 28O ZX
Isuz Impulse
Ford T-BIrd
N1ss Stanza
Chry New Yorker
Nlss Pulsar NX
Hond Accord
Ford Escort L
Hond Prelude
Hond Civic OX
Nlss Stanza
Hond Accord LX
Merc Marquis Wg
Niss Pulsar NX
CIO/
» bbl
135/FI
14O/FI
120/2
82/3
156/2
141/FI
98/2
98/2
91/3
89/2
231/2
112/2
168/FI
119/FI
302/FI
120/2
156/2
98/2
1O7/3
98/2
1 12/2
91/3
12O/2
1 12/3
20O/1
98/2
TRN
A-3
M-5
M-5
M-5
A-3
A-4
A-3
A-3
M-5
M-5
L-3
L-4
A-3
M-5
L-4
L-3
A-3
A-3
M-5
A-3
M-5
M-5
L-3
L-4
L-3
M-5
Supp
AIR
PULS
NO
PULS
PULS
PULS
NO
PUMP
PUMP
PULS
PULS
PUMP
PULS
NO
NO
PUMP
PULS
PULS
PULS
PULS
PUMP
PULS
PULS
PULS
PULS
PUMP
PULS
Cata-
lyst
OX*3W
3W
OX
3W
OX
3W
OX+3W
OX + 3W
3W
OX+3W
3W
3W
3W
3W
OX+3W
OX
OX
OX
OX
OX+3W
3W
OX
OX
3W
OX + 3W
OX
Contrl
Conflq
C 1 osed
Closed
Open
Open
Open
C 1 osed
Open
Open
Closed
Closed
Open
C 1 osed
C 1 osed
Closed
C 1 osed
Open
Open
Open
Open
Open
C 1 osed
Open
Open
Closed
Open
Open
Engine
Family
ECR2 2V5HCF 1
EFM2.3V5FGT2
DNS2.OV2AAF7
EHN1 .3V3EAF3
OCR2.6V2BAP2
EVV2.3V5FEL8
DFM1 . 6V2GDK6
EFM1 .6V2GDK7
EHN1 .5V3FCFO
DTY1 .6V2HFF1
EFM3.8V2GXF1
EHN1 .8VOFGF3
DNS2.8V5FBF7
ESZ119V5FGG6
FFM5.0V5HBF8
DNS2.OV2AAF7
DCR2.6V2BAP2
DNS1 .6V2AAF2
DHN1.8V3AEF6
OFM1 .6V2GDK6
EHN1 .8VOFGF3
DHN1 .5V3ACF6
DNS2.OV2AAF7
FHN1 .8V3FXF5
DFM3.3V1GEF6
DNS1 .6V2AAF2
Fuel
Lead
.Oi3
.029
.026
N. A.
.OO6
.017
.016
.012
.012
.025
.012
.019
.023
.015
.020
.022
.020
.035
.021
.017
.023
.023
.015
.034
.015
.021
Plumb
tesreo
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
F111
Neck
Rstr
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
Trbl
Codes
None
None
None
None
None
None
None
None
None
None
None
None
None
-------
Vehicle
Number
IV4/221
IV4/222
IV3/224
IV3/225
IV5/226
IV3/236
IV5/239
IV3/26O
IV3/264
IV5/265
IV3/268
IV5/274
IV4/276
IV3/277
IV5/279
IV4/28O
IV4/281
IV4/282
IV3/283
IV5/284
IV4/285
IV5/286
IV3/288
IV3/29O
IV4/291
IV3/292
Mdl
Yr
84
84
83
83
85
83
85
83
83
85
83
85
84
83
85
84
84
84
83
85
84
85
83
83
84
83
Make/Model
Pont Flero
Buic Regal Trbo
Bute Regal
Chry New Yorker
Hond Civic
Hond Accord
Chev Celebrity GL
Chev Caprice Clas
Toyo Corol la
Mlts Cordla L
Chry New Yorker
Pont Flero 2M4
Ford T-BIrd
Dodg Aries
Ford Mustang LX
Mlts Cordla
Nlss Sentra
Oodg Daytona Trbo
Toyo Tercel
Ford Tempo
Chev Chevette
Ford Tempo GL
Niss Sentra
Hond Civic
Olds Toronado
BMW 528e
CIO/
ft bbl
151/FI
231/FI
231/2
156/2
91/3
107/3
173/FI
3O5/4
97/2
122/2
156/2
151/FI
3O2/FI
156/2
140/1
122/2
98/2
135/FI
89/2
14O/FI
98/2
14O/FI
98/2
91/3
307/4
164/FI
TRN
M-4
L-4
L-3
A-3
M-5
L-3
L-3
L-4
A
M-5
A-3
L-3
L-4
A-3
M-4
M-5
L-3
M-5
M-4
A-3
M-4
M-5
L-3
A-3
L-4
M-5
Supp
AIR
NO
NO
PUMP
PULS
PULS
PULS
NO
PUMP
PULS
PULS
PULS
NO
PUMP
PULS
PUMP
PULS
PULS
NO
PULS
PULS
PUMP
PULS
PULS
PULS
PUMP
NO
Cata-
lyst
3W
3W
OX+3W
OX
3W
OX
3W
OX+3W
OX+3W
3W
OX
3W
OX + 3W
OX
3W
3W
3W
3W
OX+3W
OX+3W
OX+3W
OX+3W
OX
OX
OX + 3W
3W
Contrl
Conflg
Closed
Closed
Closed
Open
Closed
Open
C 1 osed
Closed
Closed
Closed
Open
Closed
Closed
Open
Closed
C 1 osed
Closed
Closed
Closed
Closed
Closed
Closed
Open
Open
C 1 osed
Closed
Engine
Family
E2G2.5V5TPG7
E4G3.8V9XEB6
D4G3.8V2NEA3
DCR2.6V2BAP2
FHN1.5V3FCF1
DHN1.8V3AEF6
F1G2.8V8XGZ9
D1G5.7V4NDAO
DTY1 .6V2HFF1
FMT2.OV2FFD9
DCR2.6V2BAP2
F2G2.5V5TPG8
EFM5.OV5HBF7
DCR2.6V2BAP2
FFM2.3V1HAK2
EMT2.0V2FFD8
ENS1 . 6V9HAF8
ECR2.2V5FAA8
DTY1 .6V2HFF1
FFM2.3V5HCF4
E1G1.6V2NEA1
FFM2.3V5HCF4
ONS1 .6V2AAF2
OHN1 .5V3ACF6
E3G5.OV4NLAX
OBM2.7V5FftB5
Fuel
Lead
.013
.019
.039
.039
.015
.022
.018
.019
.017
.018
.018
.012
.016
N.A.
.020
.015
.012
.021
-02O
.028
.037
.021
.016
.018
.009
.022
Plumb
tesmo
Neg.
Neg.
Neg.
Pos.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Fill
fc| .-,1-
nCCK
Rstr
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
Trbl
Codes
None
Yes
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
ro
-------
Vehicle
Number
IV3/294
IV4/295
IV5/296
IV3/297
IV4/3O9
IV5/311
IV5/312
IV3/314
IV4/316
IV3/323
IV5/355
IV5/356
IV4/357
IV5/359
IV4/360
IV5/361
IV5/363
IV4/364
IV3/382
IV4/389
IV3/395
IV3/4O1
IV4/4O3
IV3/421
IV4/422
Mdl
Yr
83
84
85
83
84
85
85
83
84
83
85
85
84
85
84
85
85
84
83
84
83
83
84
83
84
Make/Model
Niss Stanza
Dats 3OO ZX
Ford Mustang
Dodg Aries
Pont Flero SE
Chry Laser
Niss Maxima
Ford Escort L
Chev Chevette
Hond Prelude
Merc Caprice GS
Ford Tempo GL
Volv Volvo DL
Ford Escort L
Ford Mustang L
Hond Prelude
Ford Tempo GL
Chev Chevette CS
Pont Gran Prix LJ
Chry T & C Wagon
Plym Sapporo
Plym Horizon
Peug 5O5 GL
Niss Stanza
AMC Encore
CIO/
1 bbl
12O/2
181/FI
140/1
135/2
151/FI
135/FI
181/FI
98/2
98/2
112/3
3O2/4
14O/FI
141/FI
118/2
14O/1
1 12/2
140/FI
98/2
231/2
156/2
156/2
135/2
120/FI
12O/2
85/FI
TRN
M-5
A-4
A-3
A-3
L-3
A-4
L-4
M-4
L-3
M-5
M-5
M-5
A-4
M-5
A-3
M-5
A-3
L-3
L-3
A-3
M-5
A-3
A-3
A-3
M-4
Supp
AIR
PULS
NO
PUMP
PUMP
NO
PULS
PULS
PUMP
PUMP
PULS
PUMP
PULS
NO
PUMP
PUMP
PULS
PULS
PUMP
PUMP
PULS
PULS
PUMP
PULS
PULS
NO
Cata-
ox
3W
OX+3W
OX+3W
3W
OX+3W
3W
OX+3W
OX+3W
OX
OX+3W
OX+3W
3W
OX+3W
OX+3W
3W
OX+3W
OX+3W
OX+3W
3W
OX
OX+3W
3W
OX
3W
Contrl
Coring
Open
Closed
C 1 osed
C 1 osed
C 1 osed
C 1 osed
Closed
Open
C 1 osed
Open
Open
C 1 osed
C 1 osed
Open
C 1 osed
C 1 osed
C 1 osed
C 1 osed
Closed
Closed
Open
Closed
Closed
Open
C 1 osed
Engine
Family
DNS2.OV2AAF7
ENS3.OV5FAFX
FFM2.3V1HAK2
OCR2.2V2HAC3
E2G2.5V5TPG7
FCR2.2V5HCF2
FNS3.OV5HAF6
DFM1 . 6V2GDK6
E1G1 .6V2NEA1
DHN1 .8VOAGF9
FFM5.OV4GMF5
FFM2.3V5HCF4
EVV2.3V5FEL8
FFM1 .9V2GDF8
EFM2.3V1HPK2
FHN1 .8VOFGF4
FFM2.3V5HCF4
E1G1 .6V2NEA1
D4G3.8V2NEA3
ECR2.6V2FAJ9
DMT2.6V2BFD9
DCR2.2V2HAC3
EPE2.OV6FAB5
DNS2 .OV2AAF7
EAM1 .4V5FFA1
Fuel
Lead
.013
.029
.025
.016
.013
.032
.013
.035
.011
.011
.024
.013
.011
.020
.015
. 114
.Oil
.018
.031
.022
.016
.031
.036
.028
.025
Plumb
tesmo
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Fill
fci i,
NOCK
Rstr
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
Trbl
Codes
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
-------
APPENDIX B
Description of the 103 Vehicles Tested
(Sorted by Make/Model)
-------
Vehicle Mdl
Number Yr Make/Model
CIO/ Supp Cata- Contrl Engine
H bbl TRN AIR Ivst Conf
-------
Vehicle
Number
IV4/36O
IV5/279
IV5/296
IV4/147
IV5/O25
IV5/O45
IV5/143
IV5/284
IV5/286
IV5/356
IV5/363
IV3/219
IV4/165
IV4/276
IV5/OO8
IV5/17O
IV5/355
IV3/043
IV4/OO1
IV4/285
IV4/316
IV4/364
IV3/O36
IV4/OO5
Mdl
IT.
84
85
85
84
85
85
85
85
85
85
85
83
84
84
85
85
85
83
84
84
84
84
83
84
Make/Model
Ford Mustang L
Ford Mustang LX
Ford Mustang
Ford Mustang GT
Merc Topaz GS
Ford Tempo GL
Ford Tempo GL
Ford Tempo
Ford Tempo GL
Ford Tempo GL
Ford Tempo GL
Merc Marquis Wg
Ford LTD Brou
Ford T-Bird
Ford LTD Crn Vet
Ford T-Btrd
Merc Caprice GS
Chev Chevette
Chev Chevette
Chev Chevette
Chev Chevette
Chev Chevette CS
Bulc Century
Bute Skylark
CIO/
* bbl
140/1
140/1
14O/1
14O/FI
14O/FI
140/FI
140/FI
14O/FI
14O/FI
14O/FI
14O/FI
2OO/1
231/2
3O2/FI
302/FI
3O2/FI
302/4
98/2
98/2
98/2
98/2
98/2
151/FI
151/FI
TRN
A-3
M-4
A-3
M-5
A-3
A-3
A-3
A-3
M-5
M-5
A-3
L-3
L-3
L-4
L-4
L-4
M-5
L-3
L-3
M-4
L-3
L-3
L-3
L-3
Supp
AIR
PUMP
PUMP
PUMP
NO
PULS
PULS
PULS
PULS
PULS
PULS
PULS
PUMP
PUMP
PUMP
PUMP
PUMP
PUMP
PUMP
PUMP
PUMP
PUMP
PUMP
NO
NO
Cata-
lyst
OX + 3W
3W
OX+3W
3W
OX+3W
OX+3W
OX+3W
OX+3W
OX+3W
OX+3W
OX+3W
OX+3W
3W
OX+3W
OX+3W
OX+3W
OX+3W
OX+3W
OX+3W
OX+3W
OX+3W
OX + 3W
3W
3W
Contrl
Conflq
Closed
C 1 osed
C 1 osed
C 1 osed
C 1 osed
C 1 osed
C 1 osed
C 1 osed
C 1 osed
C 1 osed
C 1 osed
Open
Open
C 1 osed
C 1 osed
Closed
Open
C 1 osed
C 1 osed
C 1 osed
Closed
Closed
C 1 osed
Closed
Engine
Family
EFM2.3V1HPK2
FFM2.3V1HAK2
FFM2.3V1HAK2
EFM2.3V5FGT2
FFM2.3V5HCF4
FFM2.3V5HCF4
EFM2.3V5HCF4
FFM2.3V5HCF4
FFM2.3V5HCF4
FFM2.3V5HCF4
FFM2.3V5HCF4
DFM3.3V1GEF6
EFM3.8V2GXF1
EFM5.OV5HBF7
FFM5.OV5HBF8
FFM5.OV5HBF8
FFM5.OV4GMF5
01G1 .6V2NEAO
E1G1 .6V2NEA1
E1G1 .6V2NEA1
E1G1 .6V2NEA1
E1G1 .6V2NEA1
02G2.5V5TPG6
E2G2.5V5TPG7
Fuel
Lead
.015
.O2O
.025
.029
.017
N.A.
.OO8
.028
.021
.013
.011
.015
.012
.016
.032
.020
.024
.017
.017
.037
.Oil
.018
.015
.011
Fill
Plumb Neck
tesmo Rstr
Neg . OK
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
N.A.
OK
OK
OK
OK
Miss
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
Trbl
Codes
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
None
-------
Vehicle Mdl
Number Yr
IV4/OO3 84
IV4/221 84
IV4/3O9 84
IV5/O31 85
IV5/274 85
IV5/239 85
IV3/224 83
IV3/382 83
IV4/O11 84
IV4/222 84
IV3/26O 83
IV4/291 84
IV5/O35 85
IV3/OO6 83
IV4/149 84
IV3/145 83
IV3/216 83
IV3/29O 83
IV4/16O 84
IV5/226 85
IV3/105 83
IV3/2O5 83
IV3/236 83
IV4/167 84
Make/Model
Pont
Pont
Pont
Pont
Pont
Chev
Bulc
Pont
Bulc
Bute
Chev
Olds
Olds
Hond
Hond
Hond
Hond
Hond
Hond
Hond
Hond
Hond
Hond
Hond
Ftero 2M4
Fiero
Ftero SE
Fiero 2M4
Flero 2M4
Celebrity GL
Regal
Gran Prix LJ
Regal Limit
Regal Trbo
Caprice Clas
Toronado
Delta 88 R
Civic
Civic
Civic Wgn
Civic DX
Civic
Civic
Civic
Accord
Accord
Accord
Prelude
CIO/
H bbl
151/FI
151/FI
151/FI
151/FI
151/FI
173/FI
231/2
231/2
231/2
231/FI
3O5/4
307/4
3O7/4
81/3
82/3
91/3
91/3
91/3
91/3
91/3
1O7/3
107/3
107/3
1 12/2
TRN
M-4
M-4
L-3
M-5
L-3
L-3
L-3
L-3
L-3
L-4
L-4
L-4
L-4
M-5
M-5
A-3
M-5
A-3
M-5
M-5
M-5
M-5
L-3
L-4
Supp
AIR
NO
NO
NO
NO
NO
NO
PUMP
PUMP
PUMP
NO
PUMP
PUMP
PUMP
PULS
PULS
PULS
PULS
PULS
PULS
PULS
PULS
PULS
PULS
PULS
Cata-
lyst
3W
3W
3W
3W
3W
3V
OX+3W
OX+3W
3W
3W
OX+3W
OX+3W
OX+3W
OX
3W
OX
OX
OX
3W
3W
OX
OX
OX
3W
Contrl
Conf i q
Closed
Closed
Closed
Closed
Closed
Closed
C 1 osed
Closed
Closed
Closed
Closed
Closed
Closed
Open
Open
Open
Open
Open
Closed
C 1 osed
Open
Open
Open
Closed
Engine
Family
E2G2.5V5TPG7
E2G2.5V5TPG7
E2G2.5V5TPG7
F2G2.5V5TPG8
F2G2.5V5TPG8
F1G2.8V8XGZ9
D4G3.8V2NEA3
04G3.8V2NEA3
E4G3.8V2NEYO
E4G3.8V9XEB6
01G5.7V4NDAO
E3G5.OV4NLAX
F3G5.0V4NLAO
DHN1 .3V3AAF 1
EHN1 .3V3EAF3
DHN1 .5V3ACF6
DHN1 .5V3ACF6
DHN1.5V3ACF6
EHN1.5V3FCFO
FHN1 .5V3FCF1
DHN1 .8V3AEF6
DHN1 .8V3AEF6
DHN1 .8V3AEF6
EHN1 .8VOFGF3
Fuel
Lead
.017
.013
.013
.018
.012
.018
.039
.031
.013
.019
.019
.OO9
.025
.017
N.A.
.021
.023
.018
.012
.015
.017
.021
.022
.019
Plumb
tesmo
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Fill
Neck
Rstr
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
Trbl
Codes
None
None
None
None
None
None
None
None
None
Yes
None
None
None PQ
None
None
None
None
None
None
None
None
None
None
None
-------
Fill
Vehicle Mdl
Number Yr
IV4/215 84
IV5/361 85
IV3/O34 83
IV3/323 83
IV5/218 85
IV4/O72 84
IV4/280 84
IV5/265 85
IV3/395 83
IV3/197 83
IV3/22O 83
IV3/288 83
IV4/281 84
IV3/O18 83
IV3/144 83
IV3/148 83
IV3/171 83
IV3/217 83
IV3/294 83
IV3/421 83
IV3/1O3 83
IV3/168 83
IV4/295 84
IV5/312 85
Make/Model
Hond
Hond
Hond
Hond
Hond
Dodg
Mlts
Mlts
Plym
Niss
Niss
Niss
Niss
Niss
Niss
Ntss
Niss
Niss
Niss
Niss
Niss
Oats
Oats
Niss
Prelude
Prelude
Prelude
Prelude
Accord LX
Colt
Cord la
Cord la L
Sapporo
Pulsar NX
Pulsar NX
Sentra
Sentra
Stanza
Stanza
Stanza
Stanza
Stanza
Stanza
Stanza
Maxima
28O ZX
3OO ZX
Max ima
CIO/
# bbl
112/2
112/2
112/3
112/3
112/3
86/2
122/2
122/2
156/2
98/2
98/2
98/2
98/2
120/2
12O/2
120/2
120/2
120/2
12O/2
120/2
146/FI
168/FI
181/FI
181/FI
TRN
M-5
M-5
M-5
M-5
L-4
M-4
M-5
M-5
M-5
A-3
M-5
L-3
L-3
L-3
L-3
M-5
L-3
L-3
M-5
A-3
L-4
A-3
A-4
L-4
Supp
AIR
PULS
PULS
PULS
PULS
PULS
PULS
PULS
PULS
PULS
PULS
PULS
PULS
PULS
PULS
PULS
PULS
PULS
PULS
PULS
PULS
NO
NO
NO
PULS
Cata-
Ivst
3W
3W
OX
OX
3W
3W
3W
3W
OX
OX
OX
OX
3W
OX
OX
OX
OX
OX
OX
OX
3W
3W
3W
3W
Contrl
Conf ig
Closed
C 1 osed
Open
Open
Closed
Closed
Closed
Closed
Open
Open
Open
Open
Closed
Open
Open
Open
Open
Open
Open
Open
Closed
C 1 osed
Closed
C 1 osed
Engine
Family
EHN1 .8VOFGF3
FHN1 .8VOFGF4
DHN1 .8VOAGF9
DHN1 .8VOAGF9
FHN1 .8V3FXF5
EMT1 .4V2FFD2
EMT2.OV2FFD8
FMT2.OV2FFD9
DMT2.6V2BFD9
DNS1 .6V2AAF2
DNS1 .6V2AAF2
DNS1 .6V2AAF2
ENS1 .6V9HAF8
DNS2.OV2AAF7
DNS2.OV2AAF7
ONS2.OV2AAF7
DNS2.OV2AAF7
DNS2.OV2AAF7
DNS2.OV2AAF7
ONS2.OV2AAF7
DNS2.8V5FAAO
DNS2.8V5FBF7
ENS3.OV5FAFX
FNS3.OV5HAF6
Fuel
Lead
.023
. 1 14
.015
.01 1
.034
.035
.015
.018
.016
.035
.021
.016
.012
.023
.O1O
.026
.022
-O15
.013
.028
-O26
.023
.029
.013
Plumb
tesmo
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
Pos.
Neg.
Neg.
Neg.
Neck Trbl
Rstr Codes
OK None
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
OK
None
None
None
None
None
None
None
None
None
None
None 1
oa
None
None
None
None
None
None
None
None
None
None
None
None
-------
Vehicle Mdl
Nuntoer Yr Make/Model
IV4/4O3 84 Peug 5O5 GL
IV4/169 84 Isuz Impulse
IV3/046 83 Toyo Tercel
IV3/163 83 Toyo Tercel
IV3/283 83 Toyo Tercel
IV3/264 83 Toyo Corolla
IV4/151 84 Volv Volvo DL
IV4/357 84 Volv Volvo DL
CIO/ Supp Cata- Contrl Engine
It bbl TRN AIR lyst Conf Iq Family
120/FI A-3 PULS
119/FI M-5
89/2 A-3
89/2 M-5
89/2
97/2
NO
3W
3W
C1osed
M-4 PULS OX+3W Closed
A PULS OX+3W Closed
Fill
Fuel Plumb Neck Trbl
Lead tesmo Rstr Codes
EPE2
ESZ1
DTY1
OTY1
DTY1
DTY1
.OV6FAB5
19V5FGG6
.6V2HFF1
.6V2HFF1
.6V2HFF1
.6V2HFF1
.036
.015
.012
.025
.020
.017
Neg.
Neg.
Neg.
Neg.
Neg.
Neg.
OK
OK
OK
OK
OK
OK
None
None
None
None
None
None
141/FI A-4 NO 3W Closed EVV2.3V5FEL8 .017 Neg. OK None
141/FI A-4 NO 3W Closed EVV2.3V5FEL8 .Oil Neg. OK None
in
PQ
-------
APPENDIX C
Description of the Extended Special I/M Test
-------
The Extended Special I/M Test
As soon as possible after the vehicle arrived, the
following test sequence was performed. During this test
sequence, HC and CO emission levels and engine rpm were
continuously recorded on a strip chart recorder.
1. Drive vehicle into test bay.
2. Turn engine off.
3. Let vehicle soak for 15 minutes. (During this step, the
technician opened the vehicle's hood, attached the
tachometer, and inserted the probe into the tailpipe. To
avoid the exhaust associated with starting the engine, the
analyzer's pump was shut off until after the engine was
started.)
4. Start vehicle and run at 2500 rpm in neutral for 30
seconds.
5. Idle in neutral for 60 seconds.
6. Run the vehicle through the first 505 seconds of the
Federal Test Procedure. The fan shall be on for this step
only.
7. Idle in neutral for 30 seconds.
8. 2500 rpm in neutral for 30 seconds.
9. Idle in neutral for 60 seconds.
If, after the first 30 seconds of Step 9, either the HC
emissions > 220 ppm or CO > 1.20%, then the testing ended.
Otherwise, testing continued with the remaining 16 steps,
followed by the LA-4 preconditioning cycle, and the FTP
the next day.
10. Turn engine off, and then restart after 10 seconds.
(Again, the analyzer's pump was turned off until after the
engine was restarted.)
11. 2500 rpm in neutral for 30 seconds.
12. Idle in neutral for 60 seconds.
C-l
-------
13. Idle in neutral for 30 minutes.
14. 2500 rpm in neutral for 30 seconds.
15. Idle in neutral for 60 seconds.
16. Turn engine off, and then restart after 10 seconds.
(Again, the analyzer's pump was turned off until after the
engine was restarted.)
17. 2500 rpm in neutral for 30 seconds.
18. Idle in neutral for 60 seconds.
19. 2500 rpm in neutral for 3 minutes.
20. Idle in neutral for 5 seconds.
21. A. For all Fords and for 1984 Honda Preludes, turn engine
off and restart, followed by 2500 rpm in neutral for
30 seconds. (Again, the analyzer's pump was turned
off until after the engine was restarted.)
B. For all other vehicles, 2500 rpm in neutral for 30
seconds.
22. Idle in neutral for 60 seconds.
23. 30 + 2 mph on dynamometer for 30 seconds at a loading of
7.0 HP (as measured at 30 mph).
24. Idle in neutral for 60 seconds.
25. Turn engine off.
C-2
-------
Data Recorded During the Extended Special I/M Test Sequence
Readings were to be made during the last 5 to
10 seconds of each indicated time period.
Step*
Number
4 (after 30 sec)
14 (after 30 sec)
CO
ill
5
7
8
9
11
12
13
(after
(after
(after
(after
(after
(after
(after
(after
(after
(after
(after
(after
(after
(after
(after
(after
(after
(after
(after
(after
(after
(after
(after
(after
(after
(after
(after
30
60
30
30
30
60
30
30
60
30
60
90
120
150
3
4
5
6
8
10
12
14
16
18
20
25
30
sec)
sec)
sec)
sec)
sec)
sec)
sec)
sec)
sec)
sec)
sec)
sec)
sec)
sec)
min)
min)
min)
min)
min)
min)
min)
min)
min)
min)
min)
min)
min)
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Engine Speed
(rpm)
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
"Step Number" refers to the steps given on
pages C-l and C-2.
C-3
-------
Step*
Number
15 (after 30 sec)
(after 60 sec)
17 (after 30 sec)
18 (after 30 sec)
(after 60 sec)
19 (after 30 sec)
(after 60 sec)
(after 90 sec)
(after 120 sec)
(after 150 sec)
(after 3 min)
21 (after 30 sec)
22 (after 30 sec)
(after 60 sec)
23 (after 30 sec)
24 (after 30 sec)
(after 60 sec)
HC
(ppm)
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
CO Engine Speed
ill (rpm)
x x
x x
X X
X X
X X
X X
X X
X X
X X
X X
X X
X X
X X
X X
"Step Number" refers to the steps given on
pages C-l and C-2.
C-4
-------
APPENDIX D
FTP Results for the 48 Cars Tested
-------
Vehicle
Number
IV4/001
IV4/004
IV4/005
IV5/008
IV4/011
IV5/025
IV5/031
IV3/034
IV5/035
IV5/045
IV3/046
IV4/047
IV3/103
IV3/105
IV3/120
IV4/146
IV3/148
IV4/149
IV3/150
IV4/160
IV3/163
IV4/165
IV4/167
IV3/168
Test
Seauence
As Received:
After Repairs:
As Received:
After Repairs:
As Received:
As Received:
As Received:
As Received:
As Received:
As Received:
As Received:
As Received:
As Received:
As Received:
As Received:
As Received:
As Received:
As Received:
As Received:
As Received:
As Received:
As Received:
As Received:
As Received:
As Received:
As Received:
Odometer
(mile)
31,553
31,600
34,354
34,415
33,222
31,564
28,029
15,430
26,109
37,479
8,266
36,202
57,867
28,261
42,476
49,732
32,492
17,784
42,032
46,869
53,787
24,308
48,337
29,722
18,499
28,695
Emissions (g/mi)
HC CO NOx
1.08
.87
1.80
.41
.17
.31
.39
.21
.14
.59
.27
.77
.30
.63
.39
.44
.68
.24
.25
.36
.98
.57
.69
.91
.16
.96
10.53
10.29
56.07
9.77
2.19
1.08
2.05
2.57
2.28
9.02
2.73
20.25
3.01
3.73
3.77
8.32
3.03
5.42
5.35
4.08
22.31
4.19
4.11
12.82
1.90
7.34
.61
.67
.93
1.41
.32
.94
.87
.80
.33
.63
.52
.74
1.16
.40
1.34
.40
1.61
.99
.38
1.18
.67
.84
2.43
.58
.50
2.01
Fuel
Econ
(mpq)
27.34
27.01
18.84
18.68
23.12
16.15
18.54
25.14
29.65
25.14
17.11
22.64
29.41
24.94
20.72
26.42
21.98
24.00
25.25
42.75
18.58
28.26
27.26
17.92
24.66
19.06
D-l
-------
Vehicle
Number
IV5/170
IV3/171
IV3/182
IV3/197
IV5/218
IV4/222
IV3/224
IV3/225
IV3/236
IV3/260
IV3/264
IV5/274
IV5/279
IV5/284
IV4/291
IV3/294
IV4/316
IV3/323
IV5/361
IV5/363
IV4/389
IV3/395
IV3/401
IV3/421
Test
Sequence
As Received:
As Received:
As Received:
As Received:
After Repairs:
As Received:
As Received:
As Received:
As Received:
As Received:
As Received:
After Repairs:
As Received:
As Received:
As Received:
As Received:
As Received:
As Received:
As Received:
As Received:
As Received:
As Received:
As Received:
As Received:
As Received:
As Received:
Odometer
(mile)
20,074
19,658
83,800
55,548
55,601
8,384
21,599
23,738
41,541
49,435
58,226
58,290
41,789
20,242
18,473
25,065
25,532
25,694
53,455
45,967
21,704
14,681
43,180
48,781
43,085
32,353
Emissions (g/mi)
HC CO NOx
.37
.22
.53
.26
.24
.19
.34
.48
1.08
.34
.99
.33
.32
.14
.46
.40
.31
.23
1.09
1.38
.16
.17
.25
.46
.54
.26
2.63
4.06
18.80
7.75
8.06
3.50
2.98
1.72
37.59
4.40
22.10
5.96
4.55
2.07
2.87
5.11
1.85
4.90
8.90
28.00
1.99
2.55
6.51
8.66
4.96
6.03
.79
.68
.98
.56
1.20
.69
.48
.95
.76
.89
.56
.69
1.17
.34
.85
.70
1.07
2.32
1.25
.37
.52
.70
1.14
1.34
1.10
.52
Fuel
Econ
(mpq)
16.99
23.26
18.72
25.15
26.58
24.96
16.80
18.91
18.82
26.78
14.85
15.53
28.79
26.43
25.43
24.62
15.18
26.53
26.48
21.36
23.90
23.76
21.52
18.41
22.91
23.65
D-2
-------
APPENDIX E
Selected Extended Special I/M Test Results
For each of the 103 vehicles in the program, this
appendix contains:
- a brief vehicle description,
- the initial Maryland I/M test results,
- the initial FTP test results,
- the idle emissions of a "cold" Restart Idle Test
(following a 15 minute soak) (i.e., 30 seconds
into Step 5, from Appendix B).
- the idle emissions after preconditioning by
performing the first 505 seconds of the FTP
(i.e., Step 7, from Appendix B).
- the idle emissions of a 2500 RPM/Idle Test
(following the '505') (i.e., 30 seconds into
Step 9, from Appendix B).
- the idle emissions of a Restart Idle Test (i.e.,
30 seconds into Step 12, from Appendix B).
- the idle emissions after 31 minutes of idling in
neutral (i.e., 5 to 10 seconds from the end of
Step 13, from Appendix B).
- the idle emissions of a 2500 RPM/Idle Test
(following the 31 minutes of idling) (i.e., 30
seconds into Step 15, from Appendix B).
- the idle emissions of a Restart Idle Test (i.e.,
30 seconds into Step 18, from Appendix B).
- following a 3 minute preconditioning at 2500
rpm, either the'idle emissions of a Restart Idle
Test (for all Fords and for 1984 Honda Preludes,
identified by an asterisk) or the idle emissions
of a 2500 RPM/Idle Test (for all other cars)
(i.e., 30 seconds into Step 22, from Appendix B).
- the idle emissions of a Loaded Test (i.e., 30
seconds into Step 24, from Appendix B).
-------
Vehicle HDL
Number YR MFG MDL
IV4/OO1 84 GM CHEV
IV4/003 84 GM FIER
IV4/OO4 84 FORD TEMP
IV4/OO5 84 GM SKYL
IV3/OO6 83 HOND CIVI
IV5/OO8 85 FORD LTD
IV4/011 84 GM REGA
IV3/O18 83 NISS STAN
IV5/O25 85 FORD TOPA
IV5/O26 85 FORD ESCO
IV5/O31 85 GM FIER
IV3/O34 83 HOND PREL
IV5/O35 85 GM ROY A
CID/
Carb
98/2
151/FI
14O/1
151/FI
81/3
302/FI
231/2
120/2
14O/FI
1 18/2
151/FI
1 12/3
3O7/4
--MD
CO
(%)
7.91
8.87
3.39
. 16
.67
3. 16
9.71
1 .29
.04
7.36
1 .82
2.82
1 .58
I/M--
HC --- FTP (g/ml) --
(ppm) HC CO NOx
599 1.O8 10.53 .61
738 N/A N/A N/A
114 1.8O 56. O7 .93
379 .17 2.19 .32
657 N/A N/A N/A
198 .31 1.08 .94
243 .39 2.05 .87
20 N/A N/A N/A
542 .21 2.57 .80
273 N/A N/A N/A
287 .14 2.28 .33
266 .59 9. O2 .63
228 .27 2.73 .52
'Cold'
Rest.
Idle
.55
26O
.23
290
6.4O
2OOO
.00
15
1.50
2OOO
.05
SO
.02
90
.02
15
.05
3O
.02
45
. 10
32O
1.7O
2OO
.05
8O
Idle
After
'505'
.20
23O
3.90
680
.02
50
.05
30
1.70
2OOO
.02
6O
.02
5O
2.80
25
.05
30
.05
15
.02
12
.02
50
.05
50
i
2500/
Idle
.15
12O
.20
2 SO
.05
45
.05
3O
.70
2OOO
.02
50
.02
55
2.40
22
.05
25
. 15
35
.02
1 1
.05
6O
.05
45
LH.C cm*
Rest.
2500/
Idle
. 15
13O
N/A
N/A
.05
45
.05
3O
N/A
N/A
.02
50
.02
60
N/A
N/A
.02
25
.03
30
.04
2O
.05
65
.05
SO
331UH3
After
31m1n
Idle
1 .40
41O
N/A
N/A
8.6O
2OOO
.05
45
N/A
N/A
2.50
320
.50
200
N/A
N/A
.60
350
.05
25
.15
3O
4.OO
510
.02
45
wu/rn.;
2500/
Idle
.40
2 2O
N/A
N/A
9.OO
2OOO
.05
65
N/A
N/A
.02
70
.30
2OO
N/A
N/A
.09
2OO
.08
4O
.04
24
2.50
46O
.05
45
Rest.
2SOO/
Idle
.30
22O
N/A
N/A
7.60
36O
.07
50
N/A
N/A
.02
5O
.02
90
N/A
N/A
.05
60
. 10
4O
. 1O
50
1 .80
390
.02
45
After
3 min
2500
.05
13O
N/A
N/A
7.00*
29O*
.05
45
N/A
N/A
.02*
45*
.02
55
N/A
N/A
.05*
30*
.25*
25*
. 17
27
.OS
14O
.OS
SO
Loaded
1. 10
16O
N/A
N/A
1.00
17O
.07
5O
N/A
N/A
.02
4O
r^
U
.02
5O
N/A
N/A
.05
25
.30
5
. 11
21
.05
65
.02
35
-------
Vehicle MDL
Number YR MFG MDL
IV3/036 83 GM CENT
IV3/O43 83 GM CHEV
IV5/O45 85 FORD TEMP
IV3/046 83 TOYO TERC
IV4/O47 84 FORD ESCO
IV4/O64 84 BMW 3181
IV4/072 84 MITS COLT
IV3/103 83 NISS MAXI
IV3/1O5 83 HOND ACCO
IV3/12O 83 FORD EXP
IV5/143 85 FORD TEMP
IV3/144 83 NISS STAN
IV3/145 83 HOND CIVI
--MD I/M--
CID/ CO HC --- FTP (g/mi) --
Carb (%) (DOTI) HC CO NOx
151/FI 1.93 466 N/A N/A N/A
98/2 5.76 289 N/A N/A N/A
14O/FI 3.29 265 .77 2O.25 .74
89/2 2. 1O 172 .30 3.01 1.16
98/2 1.86 39 .63 3.73 .40
1O8/FI 1.62 131 N/A N/A N/A
86/2 3.72 246 N/A N/A N/A
146/FI 1.85 223 .39 3.77 1.34
1O7/3 1.72 378 .44 8.32 .40
98/2 1.56 80 .68 3.O3 1.61
140/FI 7.92 552 N/A N/A N/A
120/2 2.87 96 N/A N/A N/A
91/3 1.41 266 N/A N/A N/A
'Cold'
Rest.
Idle
1 .90
720
3. 2O
285
.90
150
.35
21O
.10
68
. 16
75
2. 2O
110
.04
30
.02
40
.05
55
.70
810
. 11
2OO
1 .40
38O
Idle
After
'505'
2. 10
7OO
4.20
312
.45
85
.10
60
.06
30
. 10
11
.02
32
.03
20
.02
35
.03
25
8.80
1OOO
.05
50
.03
45
l
2500/
Idle
2. 10
BOO
4.00
327
. 10
70
.08
65
.04
30
. 1O
8
.40
58
.03
15
.02
25
.02
30
7.4O
1OOO
1.35
70
1 . 1O
25O
uuc cm
Rest.
250O/
Idle
N/A
N/A
N/A
N/A
.06
90
.05
7O
.04
3O
.06
10
.80
10O
.02
18
.02
15
.02
3O
N/A
N/A
N/A
N/A
N/A
N/A
aaiuna
After
31min
Idle
N/A
N/A
N/A
N/A
.80
180
.07
80
.03
35
.50
85
1 .30
170
.05
35
.02
25
.03
25
N/A
N/A
N/A
N/A
N/A
N/A
vuu/nv.»
25OO/
Idle
N/A
N/A
N/A
N/A
1 .30
330
.20
12O
.04
3O
.20
48
1 .40
195
.05
28
.02
25
.03
35
N/A
N/A
N/A
N/A
N/A
N/A
Rest.
250O/
Idle
N/A
N/A
N/A
N/A
.05
110
.20
170
.03
35
.65
45
1.50
150
.04
25
.02
21
.03
30
N/A
N/A
N/A
N/A
N/A
N/A
After
3 min
25OO
N/A
N/A
N/A
N/A
.03*
50*
.07
8O
.05*
37*
.08
18
1.9O
16O
.03
20
.02
15
.03*
4O*
N/A
N/A
N/A
N/A
N/A
N/A
Loaded
N/A
N/A
N/A
N/A
.22
80
. 18
6O
.06
22
. 17
20 cs,
1
W
2.20
175
.06
35
.02
13
1.70
65
N/A
N/A
N/A
N/A
N/A
N/A
-------
Vehicle
Number
IV4/146
IV4/147
IV3/148
IV4/149
IV3/15O
IV4/151
IV3/157
IV4/158
IV4/16O
IV3/163
IV4/165
IV4/167
IV3/168
MDL
YR
84
84
83
84
83
84
83
84
84
83
84
84
83
MFC MDL
CHRY 6OO
FORD MUST
NISS STAN
HOND CIVI
CHRY NEWY
VOLV VOLV
FORD ESCO
FORD ESCO
HOND CIVI
TOYO TERC
FORD LTD
HOND PREL
NISS 28O
CID/
Carb
135/FI
14O/FI
12O/2
82/3
156/2
141/FI
98/2
98/2
91/3
89/2
231/2
1 12/2
168/FI
--MD
CO
1 .88
8.23
1 .61
.40
9.82
5.63
4 .47
5.57
3.95
.55
1 .65
3.21
2.72
I/M--
HC --- FTP (g/rnO --
(pom) HC CO NOx
239 .24 5.42 .99
30O N/A N/A N/A
59 .25 5.35 .38
3O6 .36 4.O8 1.18
608 .98 22.31 .67
265 N/A N/A N/A
149 N/A N/A N/A
211 N/A N/A N/A
166 .57 4.19 .84
245 .69 4.11 2.43
12O .91 12.82 .58
261 .16 1.90 .50
253 .96 7.34 2.O1
'Cold'
Rest.
Idle
.90
1 15
7.4O
46O
. 15
68
.04
15O
.50
32
4.7O
3OO
2.65
150
.05
105
.07
ISO
.06
11O
.02
17
.05
15
.60
185
Idle
After
'505'
.40
25
7.3O
38O
.05
47
.01
40
.40
18
4.9O
32O
4.80
16O
3.90
250
. 15
110
.03
20
.02
5
.01
1O
.05
35
i
2500/
Idle
.05
25
1O.OO
14OO
.01
45
.00
15
.50
30
4.80
3 2O
4.60
160
2.80
140
. 12
10O
.02
25
.02
8
.02
1O
.07
4O
ULC cm
Rest.
2500/
Idle
.80
6O
N/A
N/A
.01
44
.00
8
.80
3O
N/A
N/A
N/A
N/A
N/A
N/A
.02
9O
.04
3O
.02
9
.02
25
.05
55
Siiuni
After
31m1n
Idle
.90
1 15
N/A
N/A
.02
45
.02
22
.50
25
N/A
N/A
N/A
N/A
N/A
N/A
.40
220
.20
190
1.10
272
1 .60
17O
.70
21O
I uu/ m. }
25OO/
Idle
.40
7O
N/A
N/A
.01
45
.02
15
8.8O
3OO
N/A
N/A
N/A
N/A
N/A
N/A
1.00
185
.20
230
.02
30
1.50
165
.50
19O
Rest.
250O/
Idle
.65
65
N/A
N/A
.02
51
.02
15
7.0O
160
N/A
N/A
N/A
N/A
N/A
N/A
.55
17O
.08
180
.01
2O
.20
45
.40
19O
After
3 min
25OO
.40
40
N/A
N/A
.02
50
.02
10
1 .40
45
N/A
N/A
N/A
N/A
N/A
N/A
1 .90
20O
.02
55
.01*
12*
.02*
4O*
.80
97
Loaded
.20
30
N/A
N/A
.02
45
.05
250
6. 2O
160
N/A
N/A
CO
W
N/A
N/A
N/A
N/A
5. 2O
220
.02
30
.01
1 1
.02
3O
. 10
80
-------
Vehicle MOL
Number YR MFC HDL
IV4/169 84 ISUZ IMPU
IV5/170 85 FORD THUN
IV3/171 83 NISS STAN
IV3/182 83 CHRY NEWY
IV3/197 83 NISS PULS
IV3/2O5 83 HOND ACCO
IV3/214 83 FORD ESCO
IV4/215 84 HOND PREL
IV3/216 83 HOND CIVI
IV3/217 83 NISS STAN
IV5/218 85 HOND flCCO
IV3/219 83 FORD MARO
IV3/22O 83 NISS PULS
--MD I/M--
CID/ CO HC --- FTP (g/ran
Carb (%) (pom) HC CO NOx
119/FI 10.01 482 N/A N/A N/A
302/FI 7.O3 416 .37 2.63 .79
12O/2 1.22 119 .22 4.O6 .68
156/2 2.46 6O .53 18. 8O .98
98/2 3.23 113 .26 7.75 .56
107/3 .24 241 N/A N/A N/A
98/2 1.32 77 N/A N/A N/A
112/2 3.35 131 N/A N/A N/A
91/3 .11 314 N/A N/A N/A
120/2 2.26 84 N/A N/A N/A
112/3 2.48 171 .19 3 . 5O .69
2OO/1 4.13 288 N/A N/A N/A
98/2 3.O8 2O7 N/A N/A N/A
'Cold'
Rest.
Idle
10.00
66O
.02
20
.08
40
.05
70
.02
5
.05
35
.84
95
.02
24
.10
215
. 17
72
.02
2O
.01
41
.01
10
Idle
After
'505'
10.00
41O
.01
10
.05
2O
.25
25
.02
5
.05
15
.01
2O
.02
15
.50
235
.08
70
.02
18
2.6O
255
.01
0
4
2500/
Idle
1O.OO
450
.01
1O
.02
20
. 12
35
.01
7
.05
15
.01
28
2.6O
170
.40
26O
1 .40
95
.02
18
2.70
28O
.01
0
ULC cm
Rest.
2500/
Idle
N/A
N/A
.01
1O
.02
20
.05
35
.05
1O
.05
15
-O2
32
N/A
N/A
N/A
N/A
N/A
N/A
.02
18
N/A
N/A
.20
O
^siuro
After
31min
Idle
N/A
N/A
5. 2O
36O
.05
25
.45
35
.09
35
.05
25
1 .90
112
N/A
N/A
N/A
N/A
N/A
N/A
1.20
18O
N/A
N/A
.30
45
luu/m-f
2500/
Idle
N/A
N/A
.01
35
.05
3O
8.8O
330
.02
2O
.05
25
1 .20
105
N/A
N/A
N/A
N/A
N/A
N/A
2. 2O
ISO
N/A
N/A
.05
15
Rest.
2500/
Idle
N/A
N/A
.01
30
.05
40
8.00
30O
.02
10
.05
20
1.10
100
N/A
N/A
N/A
N/A
N/A
N/A
.60
6O
N/A
N/A
.01
8
After
3 min
25OO
N/A
N/A
.01*
2O*
.05
3O
6.4O
150
.05
10
.05
2O
.02*
50*
N/A
N/A
N/A
N/A
N/A
N/A
2.8O
18O
N/A
N/A
.01
O
Loaded
N/A
N/A
.01
2O
.OS
25
7.6O
23O
.05
2O
.05
20 ^
1
w
.02
24
N/A
N/A
N/A
N/A
N/A
N/A
4. 2O
265
N/A
N/A
.01
O
-------
Vehicle MDL
Number YR MFC MDL
IV4/221 84 GM FIER
IV4/222 84 GM REGA
IV3/224 83 GM REGA
IV3/225 83 CHRY NEWY
IV5/226 85 HOND CIVI
IV3/236 83 HOND ACCO
IV5/239 85 GM CELE
IV3/2GO 83 GM CAPR
IV3/264 83 TOYO CORO
IV5/265 85 MITS CORD
IV3/268 83 CHRY NEWY
IV5/274 85 GM FIER
IV4/276 84 FORD 1 HUN
CIO/
Carb
151/FI
231/FI
231/2
156/2
91/3
107/3
173/FI
305/4
97/2
122/2
156/2
151/FI
302/FI
--MD I/M-- 'Cold'
CO HC --- FTP (g/ml) Rest.
(%) (ppm) HC CO NOx Idle
.12 313 N/A N/A N/A .02
245
7.05 419 .34 2.98 .48 .09
75
2.15 184 .48 1.72 .95 .02
25
6.70 168 1.08 37.59 .76 .08
47
1.43 141 N/A N/A N/A .05
35
1 .44 127 .34 4.40 .89 .12
BO
.13 600 N/A N/A N/A .01
15
1.71 163 .99 22.1O .56 .02
O
2.63 185 .32 4.55 1.17 2.45
23O
1.46 172 N/A N/A N/A .05
40
3.10 84 N/A N/A N/A .10
35
.19 241 .14 2.O7 .34 .12
14O
3.31 193 N/A N/A N/A .01
15
Idle
After
'505'
.04
30
. 10
55
.02
35
.05
32
.07
4O
1 . 1O
15O
.01
1O
.02
5
. 16
4O
2. 1O
195
.50
2O
.08
27
.01
8
i
25OO/
Idle
.04
55
.20
ISO
.02
35
.04
25
. 1O
45
1.10
14O
.01
9
.02
6
. 12
40
1 .30
165
.60
2O
. 10
28
.01
5
ULC cmi
Rest.
250O/
Idle
. 10
110
. 13
165
.02
32
.05
40
. 15
6O
.90
150
.01
1O
.02
6
.10
45
N/A
N/A
.40
2O
. 12
27
.01
8
»:>1UN3
After
31mtn
Idle
.06
170
. 12
25O
.20
2OO
.08
48
.05
35
.21
145
.01
14
.01
15
.04
5O
N/A
N/A
.25
15
. 1O
140
.88
155
I i.u/ rtv. j
250O/
Idle
.09
148
.09
24O
.04
SO
2.00
65
.15
7O
.55
14O
.02
22
.01
5
.10
6O
N/A
N/A
3.00
10O
. 1O
1O5
.02
24
Rest.
25OO/
Idle
.07
24O
.08
2 1O
.02
2O
.OS
30
.08
5O
.SO
130
.01
9
.01
5
.16
8O
N/A
N/A
1 .20
50
. 12
55
.01
15
After
3 min
250O
. 12
14O
. 18
170
.02
45
.05
27
. 1O
55
.64
135
.01
10
.10
15
. 15
60
N/A
N/A
.40
2O
.07
3O
.01*
1O*
Loaded
.02
0
. 15
75
.02
25
.02
37
.35
95
1. 10
15O
u-i
1
W
.01
10
.01
5
.12
4O
N/A
N/A
.05
2O
.05
25
.01
15
-------
Vehicle MDL
Number YR MFG MDL
IV3/277 83 CHRY ARIE
IV5/279 85 FORD MUST
IV4/28O 84 HITS CORD
IV4/281 84 NISS SENT
IV4/282 84 CHRY DAYT
IV3/283 83 TOYO TERC
IV5/284 85 FORD TEMP
IV4/285 84 GM CHEV
IV5/286 85 FORD TEMP
IV3/288 83 NISS SENT
IV3/29O 83 HOND CIVI
IV4/291 84 GM TORO
IV3/292 83 BMW 528E
CIO/
Garb
156/2
14O/1
122/2
98/2
135/FI
89/2
140/FI
98/2
140/FI
98/2
91/3
3O7/4
164/FI
--MD
CO
4 . 14
.OO
4.44
3.7O
. 15
.27
3.38
1 . 14
2.59
2.07
3.6O
. 1 1
4.61
I/M--
HC
(PPM)
114
271
193
162
282
221
189
251
126
201
21O
483
369
HC
N/A
.46
N/A
N/A
N/A
N/A
.40
N/A
N/A
N/A
N/A
.31
N/A
FTP (g/nil
CO
N/A
2.87
N/A
N/A
N/A
N/A
5.11
N/A
N/A
N/A
N/A
1.85
N/A
)
NOx
N/A
.85
N/A
N/A
N/A
N/A
.70
N/A
N/A
N/A
N/A
1.07
N/A
'Cold'
Rest.
Idle
.90
60
.02
75
.08
40
3.90
215
.28
190
.20
350
4.70
4 2O
. 11
120
2. 10
80
.02
85
.60
195
.04
35
2.70
190
Idle
After
'505'
1 .50
30
.01
9
.90
6O
4.20
205
. 14
200
.02
75
1 .80
140
.01
15
1 .50
30
.01
27
.71
160
.03
20
2.80
17O
i
2500/
Idle
2.40
50
.OO
10
3.20
110
4. 1O
205
. 18
230
.03
85
.80
130
.01
15
1 .30
230
.01
3O
.70
165
.03
20
2.90
170
ULC cm
Rest.
250O/
Idle
N/A
N/A
.OO
11
N/A
N/A
N/A
N/A
N/A
N/A
.03
150
.03
42
.01
15
N/A
N/A
1.2O
85
1 .40
185
.03
18
N/A
N/A
^aium
After
31m1n
Idle
N/A
N/A
.01
15
N/A
N/A
N/A
N/A
N/A
N/A
. 14
300
.50
45
.30
205
N/A
N/A
.45
132
.44
220
.02
55
N/A
N/A
iv.u/rn*;
25OO/
Idle
N/A
N/A
.01
2O
N/A
N/A
N/A
N/A
N/A
N/A
. 17
4 2O
.01
48
.30
170
N/A
N/A
.50
141
.58
21O
.03
25
N/A
N/A
Rest.
250O/
Idle
N/A
N/A
.01
20
N/A
N/A
N/A
N/A
N/A
N/A
. 18
46O
.01
60
.37
170
N/A
N/A
.01
40
. 18
14O
.02
15
N/A
N/A
After
3 mln
25OO
N/A
N/A
.01*
10*
N/A
N/A
N/A
N/A
N/A
N/A
.08
200
.02*
38*
.01
50
N/A
N/A
.02
28
.65
12O
.03
2O
N/A
N/A
Loaded
N/A
N/A
.01
1O
N/A
N/A
N/A
N/A
N/A
N/A
.03
13O
vO
W
.02
30
1 .70
310
N/A
N/A
.02
32
.77
140
.03
15
N/A
N/A
-------
Vehicle MDL
Nuntoer YR MF6 MDL
IV3/294 83 NISS STAN
IV4/295 84 NISS 30O
IV5/296 85 FORD MUST
IV3/297 83 CHRV ARIE
IV4/3O9 84 GM FIER
IV5/311 85 CHRY LASE
IV5/312 85 NISS MAXI
IV3/314 83 FORD ESCO
IV4/316 84 GM CHEV
IV3/323 83 HOND PREL
IV5/355 85 FORD CAPR
IV5/356 85 FORD TEMP
IV4/357 84 VOLV VOLV
CID/
Carb
12O/2
181/FI
140/1
135/2
151/FI
135/FI
181/FI
98/2
98/2
112/3
302/4
14O/FI
141/FI
--MD I/N--
CO HC
(%) (pom) HC
3.36 167 .23
2.19 147 N/A
.83 667 N/A
.03 222 N/A
6.12 486 N/A
2.12 108 N/A
.43 325 N/A
3.43 178 N/A
1.49 173 1.O9
1.43 122 1.38
1.71 152 N/A
6.25 627 N/A
4.43 286 N/A
FTP (g/m1
CO
4.90
N/A
N/A
N/A
N/A
N/A
N/A
N/A
8.90
28.00
N/A
N/A
N/A
)
NOx
2.32
N/A
N/A
N/A
N/A
N/A
N/A
N/A
1 .25
.37
N/A
N/A
N/A
'Cold'
Rest.
Idle
. 1 1
105
1 .35
150
1 .OO
820
.01
80
.70
350
6.60
460
.03
50
.05
85
.45
95
.25
80
.02
42
4.6O
800
3.6O
450
Idle
After
'505'
.01
38
.05
3O
1 .20
605
.01
80
.60
170
.04
SO
.02
55
2.50
245
. 13
60
.01
20
.02
45
3.6O
230
4.20
4OO
i
2500/
Idle
.01
38
1 .35
11O
1 .60
72O
.01
37 .
.80
17O
9. 2O
6OO
.02
55
2. 2O
23O
.15
60
.05
30
.02
45
3. 2O
225
4. 2O
365
UI.C CPU.
Rest.
2500/
Idle
.01
40
N/A
N/A
N/A
N/A
.01
15
.45
17O
N/A
N/A
.04
6O
N/A
N/A
. 16
60
.01
30
.02
25
N/A
N/A
N/A
N/A
iiiurta
After
31mtn
Idle
.01
35
N/A
N/A
N/A
N/A
.01
135
7.40
920
N/A
N/A
.40
210
N/A
N/A
.32
98
.70
ISO
.01
15
N/A
N/A
N/A
N/A
iv-u/rn,;
2500/
Idle
01
32
N/A
N/A
N/A
N/A
.10
105
1.70
34O
N/A
N/A
.05
85
N/A
N/A
.38
85
.02
40
.02
2O
N/A
N/A
N/A
N/A
Rest.
25OO/
Idle
.01
28
N/A
N/A
N/A
N/A
.01
35
. 15
260
N/A
N/A
.04
75
N/A
N/A
.27
80
.01
30
.02
22
N/A
N/A
N/A
N/A
After
3 mln
25OO
.01
3O
N/A
N/A
N/A
N/A
.01
25
. 18
24O
N/A
N/A
.04
65
N/A
N/A
.20
70
.40
7O
.02*
15*
N/A
N/A
N/A
N/A
Loaded
.01
28
N/A
N/A
N/A
N/A
.01
48
. 18
195
N/A
N/A
W
.04
65
N/A
N/A
. 12
55
.01
25
.02
20
N/A
N/A
N/A
N/A
-------
Vehicle MDL
Number YR MFC MDL
IV5/359 85 FORD ESCO
IV4/360 84 FORD MUST
IV5/361 85 HOND PREL
IV5/363 85 FORD TEMP
IV4/364 84 GM CHEV
IV3/382 83 GM GRAN
IV4/389 84 CHRY TOWN
IV3/395 83 MITS SAPP
IV3/4O1 83 CHRY HORI
IV4/4O3 84 PEUG 5O5
IV3/421 83 NISS STAN
IV4/422 84 AMC ENCO
--MD I/M--
CID/ CO HC --- FTP (g/ml) --
Carb (%) (DDOI) HC CO NOx
118/2 .01 284 N/A N/A N/A
140/1 .05 313 N/A N/A N/A
112/2 .OO 232 .16 1.99 .52
140/FI 2.33 85 .17 2.55 .70
98/2 6. SO 315 N/A N/A N/A
231/2 2.51 155 N/A N/A N/A
156/2 1.66 199 .25 6.51 1.14
156/2 2.04 38 .46 8.66 1.34
135/2 1.25 113 .54 4.96 1 . 1O
12O/FI 1.39 91 N/A N/A N/A
12O/2 4.75 132 .26 6.O3 .52
85/FI 5.49 468 N/A N/A N/A
'Cold'
Rest.
Idle
.Ol
30
.02
110
.02
40
.25
15O
.02
55
.80
175
.20
50
.03
4O
.02
35
1.70
125
1.70
1 1O
2.50
240
Idle
After
'SOS'
.01
10
.01
60
.20
20
.90
65
.00
18
2.70
31O
.04
5
.02
25
.02
50
1 .40
100
.04
20
2.50
275
11
25OO/
Idle
.01
10
.02
75
.02
25
.01
15
.00
20
2.6O
29O
.40
20
.02
25
.01
45
1 .50
105
.03
22
1 .OO
25O
ILL tWlS
Rest.
25OO/
Idle
.01
10
.02
75
.02
3O
.10
50
.00
20
N/A
N/A
.20
20
.02
28
.02
50
N/A
N/A
.05
25
N/A
N/A
il ON5 I
After
31m
-------
APPENDIX F
Description of the Repairs Performed
on the 5 Cars Repaired in This Program
-------
Vehicle
Number
IV4/001
Initial
I/M Lane
HC / CO
599 / 7.91
IV4/004 114 / 3.39
IV3/197 113 / 3.23
IV3/225* 168 / 6.70
I/M After
Repair
HC / CO
12 / 0.05
1 / 0.00
16 / 0.01
53 / 0.02
Type of Repairs
IV3/260 163 / 1.71
Replaced air filter.
Reset idle speed and
mixture to spec (after
drilling out plugs).
Repaired loose hose
connection at canister
purge TVS.
Replaced solenoid to air
pump bypass.
Replaced back pressure
transducer valve.
Reset idle mixture using
curb idle screw only.
(The mixture plug was in
place but did not have
to be removed.)
3 / 0.00 Freed frozen TPS plunger.
* Vehicle IV3/225 was not FTP tested after the repairs.
F-l
-------
APPENDIX G
EG&G Mechanic's Narrative Comments
on the 14 Cars Which Were Inspected
-------
Vehicle Test
Number Sequence
IV4/001 As Received:
After Repairs
Mechanic's Comments
The idle mixture dwell is pegged at 54
deg. The air pump is making bearing
noise. The canister purge TVS is not
opening up to purge the canister.
This signal line also allows the
torque convertor to be locked up.
The PCV purge hose is collapsed at
the tee to the canister purge line
which has no signal anyway.
Air pump still has bearing noise. New
air filter installed. Idle plug was
drilled out and idle speed and dwell
reset to spec. New purge hose was
installed. Corrected the 5-way hose
loose connection at the TVS switch.
IV4/004 As Received:
After Repairs
The electric solenoid that controls
vacuum to the dump valve is closed
with engine on. Air pump dumps
continuously. The tailpipe CO is OK
under idle conditions, but goes to
about 5% at anything off idle speed.
Replaced solenoid to air pump bypass.
The pump no longer dumps air continu-
ously. Car is clean at 2500 rpm as
well as at normal idle condition.
IV3/034 As Received:
Both carbs or just one carb could be
too rich. Propane spec is 100 rpm.
Gain as received is zero. Also the
curb idle is 160 rpm too high. The
hose to the vacuum advance unit has
been left off. Carbs require special
tool to synchronize settings.
IV5/045 As Received:
The signal hose from manifold vacuum
to the air cleaner TVS was left off.
The O2 sensor would see the air leak
and send out a rich command.
IV3/105 As Received:
No major problem found. The curb idle
is too fast and the timing is retarded
2 deg. The carb mixture is OK. The
car does smoke a little oil.
G-l
-------
Vehicle Test
Number Sequence
IV3/150 As Received:
Mechanic's Comments
The timing is 5 advanced degrees. The
mixture plug has been drilled out, and
the idle mixture richened. The air
injection valves are so sensitive that
the idle CO is twice as much in drive
as in neutral due to the speed change.
IV4/165 As Received:
The hose connector at the air manage-
ment solenoid has been left off one
nipple. This would create a manifold
vacuum leak and also permit air
switching to pump down-stream only.
The upstream would never work. The
catalyst would take a lot longer to
light off.
IV3/168 As Received:
The mixture plug is missing and the
idle CO is a little high. The O2
sensor may not be 100%. A couple of
the plugs are fouled.
IV3/182 As Received:
The mixture plug has been removed and
the carb richened up. HC is a little
higher than CO respectively. The idle
speed is too high by 350 rpm. This
may affect the aspirator/reed valve
system during the FTP.
IV3/197 As Received:
After Repairs:
EGR opens at about 1800 rpm instead of
about 3500 rpm due to a bad back
pressure transducer. During FTP, more
throttle would be used than necessary.
New back pressure transducer valve
installed. The EGR valve does not
work until about 3000 rpm; this will
reduce throttle during the FTP. MD
reinsp: 16 ppm HC, 0.01% CO.
G-2
-------
Vehicle Test
Number Sequence
IV3/225 As Received:
After Repairs:
Mechanic's Comments
The idle speed is just high enough to
make the pulse air system act irra-
tionally. The tailpipe CO does not
differ very much with the AIR system
connected vs disconnected.
With pulse air hoses disconnected, the
idle mixture is set to 0.5% CO. This
was done using the curb idle screw
only; the mixture plug did not have to
removed. MD reinsp: 53 ppm HC, 0.02%
CO. The car did not receive a second
FTP because the owner wanted it back.
IV3/260 As Received:
After Repairs:
EGR solenoid is bad (EGR does not
move), the throttle position sensor
(TPS) is stuck in the up position, and
the dwell is frozen at 22 degrees.
Freed frozen TPS plunger. Idle dwell
is now allowed to vary. MD
reinspection: 3 ppm HC, 0% CO.
IV4/316 As Received:
Everything appears OK.
feedback systems are good.
catalyst.
Garb and
May be the
IV3/323 As Received:
The carbs have gone rich. There is
not propane gain at all. The carbs
are also out of balance since the
scope pattern shows two high and two
low cylinders.
G-3
-------
APPENDIX H
Data on Comparable Vehicles from the Reference 1 Study
Distribution
from the
Model
Year
1983
1984
1985
of the Comparable Cars
Reference 1 Study
Carbureted
Open- Closed-
Loop Loop
12
8
1
9
14
Fuel
AIR
10
9
Injected
No AIR
8
2
Totals: 21 23 19 10
-------
.IMS/ 103
IM7/105
IM7/1O6
IM7/1O7
IM7/1O8
IM7/1 12
IMS/1 13
IM7/1 14
IM7/1 15
IMS/116
IM7/1 17
IMS/1 18
IMS/119
IM7/120
IMS/121
IMS/123
IM7/124
IM7/126
IMS/127
IM7/128
I MS/ 129
IM8/13O
IM8/133
IMS/ 134
IMS/ 136
83
83
83
84
84
83
S3
83
83
83
83
83
84
83
83
84
S3
83
84
83
83
84
84
84
83
CHRY
GM
GM
GM
GM
GM
FORD
GM
GM
NISS
GM
FORD
FORD
GM
FORD
CHRY
GM
GM
FORD
GM
FORD
NISS
MITS
FORD
HOND
OMNI
CAVA
CAVA
CHEV
T1OO
CAVA
ESCO
CHEV
DEVI
MAX I
CAMA
ESCO
ESCO
CAVA
COUG
LASE
200O
CHEV
THUN
CUTL
LYNX
PULS
TRED
EXP
CIVI
135
121
121
98
98
121
98
98
249
168
151
98
98
121
231
135
11O
98
140
231
98
98
122
98
91
CARB
FI
FI
CARB
CARB
FI
FI
CARB
FI
FI
FI
FI
CARB
FI
CARB
FI
FI
CARB
FI
CARB
CARB
CARB
CARB
CARB
CARB
YES
YES
YES
YES
YES
YES
YES
YES
YES
NO
NO
YES
YES
YES
YES
YES
NO
YES
NO
YES
YES
YES
YES
YES
YES
CLOSD
CLOSD
CLOSD
CLOSD
CLOSD
CLOSD
CLOSD
CLOSD
CLOSD
CLOSD
CLOSD
CLOSD
CLOSD
CLOSD
OPEN
CLOSD
CLOSD
CLOSD
CLOSD
CLOSD
OPEN
CLOSD
CLOSD
OPEN
OPEN
35
175
19O
177
168
252
234
298
251
221
233
16O
208
24O
67
321
199
212
158
245
97
151
251
315
251
1 .
5.
3.
2.
3.
5.
7.
1
3
1
7
1
6
5
1
2
4
32
74
23
34
58
29
49
O2
OO
3O
.03
.92
.79
.04
.98
.77
.53
.24
.69
.35
.75
.64
.26
.89
.26
125
50
4O
190
160
200
125
38O
190
35
130
150
100
25
30
4 SO
125
295
55
70
45
25
30
25O
320
",5
02
03
; 3
I 5
2 . 1
.60
8.0
.08
.03
.05
3.6
1 .0
.02
.02
6.0
.50
6.4
. 1
.02
.04
.03
.06
5.3
.4
15.327
49.O38
N/A
17.O23
11 .797
N/A
4O.596
36.876
35,628
N/A
60.621
N/A
9.O84
N/A
N/A
6.523
54,264
N/A
N/A
N/A
N/A
N/A
N/A
23.613
37.O73
.91
.26
N/A
.27
.77
N/A
1 .78
2. 15
.50
N/A
2.11
N/A
2.28
N/A
N/A
8.89
.88
N/A
N/A
N/A
N/A
N/A
N/A
.72
.54
10.97
7.76
N/A
2.O5
5.75
N/A
3.72
42.37
4.55
N/A
5.21
N/A
40.41
N/A
N/A
189. 11
7.60
N/A
N/A
N/A
N/A
N/A
N/A
5.55
2.66
.70
.34
N/A
.63
.58
N/A
2.39
.43
.46
N/A
1 .95
N/A
1 .23
N/A
N/A
. 19
.68
N/A
N/A
N/A
N/A
N/A
N/A
.38
1 .25
-------
Ivuuuei
IM8/138
IMS/141
IM8/142
IM7/143
IMS/147
IM7/15O
IMS/151
IMS/152
IMS/154
IMS/ 155
IMS/156
IM8/157
IM8/16O
IMS/161
IMS/163
IM7/164
IM7/165
I MS/ 166
IMS/168
IM7/174
IM7/176
IM7/177
IM8/178
I MS/ 179
IMS/183
1 1
83
83
83
83
83
S3
83
83
83
83
83
84
83
83
84
83
84
83
84
84
84
83
83
83
84
,,,, ,
TOYO
CHRY
TOYO
GM
MITS
GM
NISS
FORD
CHRY
HOND
FORD
FORD
FORD
FORD
HOND
GM
GM
HOND
FORD
GM
GM
GM
NISS
NISS
FORD
I'tUU 1
STAR
NEWY
TERC
CAVA
SAPP
CAVA
810
ESCO
NEWY
CIVI
ESCO
ESCO
THUN
EXP
PREL
CHEV
CELE
CIVI
LYNX
CAVA
CHEV
REGA
280Z
PULS
ESCO
t«* Lf
79
156
89
121
156
121
146
98
156
91
98
98
14O
98
112
98
173
91
98
121
98
231
168
91
98
I'lC 11
FI
CARB
CARB
FI
CARB
FI
FI
FI
CARB
CARB
CARB
FI
FI
CARB
CARB
CARB
CARB
CARB
CARB
FI
CARB
CARB
FI
FI
CARB
;
NO
YES
YES
YES
YES
YES
NO
YES
YES
YES
YES
YES
NO
YES
YES
YES
YES
YES
YES
YES
YES
YES
NO
NO
YES
1,0111
CLOSD
OPEN
CLOSD
CLOSD
OPEN
CLOSD
CLOSD
CLOSD
OPEN
OPEN
OPEN
CLOSO
CLOSD
OPEN
CLOSD
CLOSD
CLOSD
OPEN
OPEN
CLOSD
CLOSD
CLOSD
CLOSD
CLOSD
OPEN
IWIKIIIJ
24O
161
222
205
41
273
1O4
145
36
47O
395
294
154
112
139
492
24
3OO
181
292
272
326
54O
177
156
1 ta I
.01
7.74
.08
4. 16
1 .68
. 18
2.98
2.5O
3.25
.36
10.O1
.51
3.21
1.37
3. 18
8. OS
1 .39
2.O4
4.68
. 11
2.81
.01
8.29
2.92
2.62
i PPIII i
150
14O
55
24O
125
SO
17O
60
50
4O
550
35
60
60
40
220
4O
33O
195
25
30
45
13O
0
480
_ i«.y
. 12
6.8
.03
3.4
.4
. 1
2.5
.03
3.2
.04
7.5
.03
. 1
.03
.05
2.3
.04
.5
3.2
.02
.02
.03
.04
.0
4.8
^ in i i ^ ,
29.809
33.846
N/A
35.289
24.0O9
3O.746
28.497
N/A
41.532
N/A
N/A
N/A
N/A
N/A
N/A
24.590
N/A
46.483
17.931
N/A
N/A
N/A
52.42O
N/A
17.513
14/ III 1
.22
.74
N/A
3.46
.35
.50
1.50
N/A
.56
N/A
N/A
N/A
N/A
N/A
N/A
.SO
N/A
.53
2. 13
N/A
N/A
N/A
1.O8
N/A
1.34
m/mi i
2.95
30.68
N/A
50. 14
5.97
8.33
45. 07
N/A
19.82
N/A
N/A
N/A
N/A
N/A
N/A
8.28
N/A
3.43
52.76
N/A
N/A
N/A
6.50
N/A
4.37
g/ in i
.57
.82
N/A
.30
.89
.26
.49
N/A
.86
N/A
N/A
CN
N/A 1
N/A
N/A
N/A
.66
N/A
.87
.29
N/A
N/A
N/A
1 .41
N/A
.52
-------
IMS/ 184
IM7/185
IMS/186
I MS/ 188
IMS/ 189
I MS/ 191
I MS/ 192
IMS/196
IM8/197
IM7/198
IMS/ 199
IM8/2O2
IM8/2O4
IM8/2O5
IM7/207
IM8/2O9
IM8/21O
IM8/211
IMS/212
IM8/216
IM8/217
IM7/218
IMS/221
83
83
84
84
84
84
84
84
83
84
84
84
84
84
83
84
84
85
84
84
84
84
84
FORD
GM
FORD
NISS
FORD
MITS
SUBA
CHRY
NISS
GM
FORD
CHRY
FORD
CHRY
GM
AMC
FORD
FORD
FORD
FORD
FORD
GM
FORD
ESCO
CUTL
EXP
SENT
EXP
COLT
4-WD
DAYT
SENT
CAVA
MARQ
DAYT
EXP
GRAN
REGA
ALLI
LTD
MUST
TEMP
TOPA
TEMP
CIER
ESCO
98
231
98
98
98
98
1O9
135
98
121
231
135
98
318
231
85
231
302
140
14O
14O
231
98
CARB
CARB
CARB
CARB
CARB
FI
CARB
FI
CARB
FI
FI
FI
FI
CARB
CARB
FI
CARB
CARB
CARB
CARB
CARB
CARB
CARB
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
YES
NO
YES
YES
YES
YES
YES
YES
YES
OPEN
CLOSD
OPEN
CLOSD
OPEN
CLOSD
OPEN
CLOSD
OPEN
CLOSD
CLOSD
CLOSD
CLOSD
CLOSD
CLOSD
CLOSD
OPEN
OPEN
CLOSD
CLOSD
CLOSD
CLOSD
OPEN
. L
81
389
457
72O
431
442
53
644
286
193
336
843
84
91O
88
17O
952
110
271
151
181
114
368
2.
3
8
3
1
9
1
5
8
2
1
1
3
9
1
2
1
2
8
3O
51
31
89
36
.23
.97
.46
.91
. 19
. 15
.54
.55
.20
.89
.02
.53
.75
.01
.56
.47
. 13
.35
. ,., ... ,
2OO
4O
130
8O
40
1000
38O
350
30
50
30
800
80
50
20
200
520
20
150
120
15
30
3OO
v ..
1 .8
.04
.05
. 12
.02
.35
3.8
4.8
.05
.04
.02
7.2
.4
.4
.O
4.O
9.O
.01
.02
.02
.0
.05
5.5
58.B9O
N/A
29.769
N/A
N/A
34.351
N/A
31.427
N/A
N/A
N/A
33.578
N/A
N/A
N/A
64.749
19.81O
N/A
48.745
25.697
N/A
N/A
35.863
. ., ... i
.56
N/A
.73
N/A
N/A
2.50
N/A
5.96
N/A
N/A
N/A
4.7O
N/A
N/A
N/A
2.OO
2.57
N/A
3.63
.81
N/A
N/A
2.50
1 M/ m ' I
8.94
N/A
6.35
N/A
N/A
8.89
N/A
115.54
N/A
N/A
N/A
123.45
N/A
N/A
N/A
67. 03
47.OO
N/A
59.61
16. 16
N/A
N/A
58.98
M/ HI 1
.52
N/A
.76
N/A
N/A
.24
N/A
.70
N/A
N/A
N/A
.71 i
N/A
N/A
N/A
.46
1.00
N/A
1.52
1 .44
N/A
N/A
.57
-------
APPENDIX I
Results of Detailed Vehicle Inspections
-------
Vehicle
Number
IV4/001
Results of Detailed Vehicle Inspections
Induction system is improperly maintained (air
filter is dirty).
Fuel metering system is defective (idle mixture
adjustment is rich and idle speed is 125 rpm below
spec).
Air pump assembly improperly maintained (air pump
is making bearing noise).
PCV system is defective (hose collapsed).
Evaporative control system is defective (canister
is saturated.with fuel and purge valve is disabled).
IV4/004 Supplementary AIR system is defective (electric
solenoid to the air bypass valve is defective
causing air pump to dump continuously).
IV3/034 Fuel metering system is defective (idle mixture
adjustment is rich and idle speed is 160 rpm above
spec).
Ignition system is improperly maintained (vacuum
hose to vacuum advance is disconnected).
IV5/045 Induction system is improperly maintained (vacuum
hose to heated air door assembly is missing).
Fuel metering system is improperly maintained (idle
mixture adjustment is rich due to vacuum leak).
IV3/105 Fuel metering system is maladjusted (idle speed is
130 rpm above spec).
Ignition system is maladjusted
retarded 2 degrees from spec).
(idle timing
1-1
-------
Vehicle
Number
IV3/150
Results of Detailed Vehicle Inspections
Fuel metering system is maladjusted (mixture plugs
drilled out, idle mixture adjusted rich, and idle
speed is 150 rpm above spec).
Choke adjustment limiting device has been disabled
(sawed off).
Ignition system is maladjusted (idle timing
advanced 5 degrees from spec).
IV4/165 Fuel metering system is maladjusted (idle speed is
150 rpm above spec).
Supplementary AIR system is disabled (vacuum hose
to air diverter solenoid disconnected).
IV3/168 Fuel metering system is maladjusted (mixture plug
is missing and idle mixture adjusted rich).
Ignition system is improperly maintained (spark
plugs are a little fouled).
Evaporative control system is improperly maintained
(canister filter is dirty).
Feedback system
intermittent).
is defective (oxygen sensor is
IV3/182 Fuel metering system is maladjusted (mixture plug
missing, idle mixture adjusted rich, and idle speed
is 350 rpm above spec).
IV3/197 Fuel metering system is maladjusted (idle speed is
130 rpm above spec).
EGR system is defective (back pressure transducer
is bad).
IV3/225 Fuel metering system is maladjusted (idle speed is
200 rpm above spec).
1-2
-------
Vehicle
Number
IV3/260
Results of Detailed Vehicle Inspections
Fuel metering system is maladjusted (idle mixture
adjustment is defective and idle speed is 110 rpm
above spec).
EGR system is improperly maintained (delay solenoid
is inoperative).
Evaporative control system is improperly maintained
(canister filter is dirty).
Feedback system is defective (TPS is stuck and EGR
solenoid does not work).
IV4/316 Fuel metering system is maladjusted (idle mixture
adjustment is rich and idle speed is 105 rpm above
spec).
Exhaust system (catalyst) may be defective.
IV3/323 Fuel metering system is maladjusted (idle mixture
adjustment is rich and idle speed is 190 rpm above
spec).
Engine assembly may be improperly maintained
(valves are noisy).
1-3
-------
|