PB85-167948
Gaseous and Particulate Emissions from
Gasoline- and Diesel-Powered Heavy-Duty Trucks
(U.S.) Environmental Protection Agency
Reserch Triangle Park, NC
Feb 85
«B£
. Department of Ccmmsrce
ESsfenal Tedma! Information Service
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PE85-1679U8
EPA/600/D-85/037
February 1985
Gaseous and Particulate Emissions from Gasoline-
and Diesel-Powered Heavy-Duty Trucks
by
James N. Braddock
and
Ned Perry
ATMOSPHERIC SCIENCES RESEARCH LABORATORY
OFFICE OF RESEARCH AND DEVELOPMENT
U.S. ENVIRONMENTAL PROTECTION AGENCY
RESEARCH TRIANGLE PARK, NC 27711
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TECHNICAL REPORT DATA
{Please read Instructions on Ihe reverse before completing
\. REPORT NO.
EPA/600/D-85/037
2.
3. RECIPIENT'S ACCESSION NO.
4. TITLE AND SUBTITLE
GASEOUS AND PARTICIPATE EMISSIONS FROM GASOLINE-
AND DIESEL-POWERED HEAVY-DUTY TRUCKS
5. REPORT DATE
February 1985
6. PERFORMING ORGANIZATION CODE
7. AUTHORIS)
James N. Braddock, USEPA
Ned Perry, Northrop Services, Inc.
8. PERFORMING ORGANIZATION REPORT NO.
9. PERFORMING ORGANIZATION NAME AND ADDRESS
Atmospheric Sciences Research Laboratory
Office of Research and Development
U.S. Environmental Protection Agency
Research Triangle Park, North Carolina 27711
1O. PROGRAM ELEMENT NO.
C9YA1C/ 01-2076 (TY-85)
II. CONTRACT/GRANT NO.
12. SPONSORING AGENCY NAME AND ADDRESS
Atmospheric Sciences Research Laboratory - RTP, N.C.
Office of Research and Development
U.S. Environmental Protection Agency
Research Triangle Park, North Carolina 27711
13. TYPE OF REPORT AND PERIOD COVERED
14. SPONSORING AGENCY COOt
EPA/600/09
15. SUPPLEMENTARY NOTES
16. ABSTRACT
Gaseous and participate emission rates from seven class 2B, one class 5 and six
class 6 heavy-duty gasoline- and diesel-powered trucks were determined using
transient chassis dynamometer test procedures. All vehicles were tested at approx-
imately 7Q% of their rated gross vehicle weight over the Heavy-Duty Transient Cycle
and the Durham Road Route driving cycles. The sensitivity of emission rates to
vehicle configuration, engine design, and driving cycle characteristics was examin-
ed. Emissions characterization included total hydrocarbons, carbon monoxide,
oxides of nitrogen, fuel economy, total particulate matter, particulate organics,
inert material, particle size less than 2p, and lead, bromine, and chlorine
analyses. All class 28 truck emission rates were less than class 5 or 6 truck
emission rates. Hydrocarbon and carbon monoxide emissions and fuel consumption
were significantly higher with the gasoline trucks than with the diesel trucks.
Total particulate. particulate organics, and inert material emissions were
significantly gre_ ^r with the diesel trucks. Hydrocarbons, carbon monoxide, total
particulate emissions, and fuel consumption were sensitive to the characteristics
of the transient driving cycles.
17.
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RELEASE TO PUBLIC
19. SECURITY CLASS (Ttl-.l Reportl
UNCLASSIFIED
21. NO. OF PAGES
94
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EPA Fern 2220-1 (R*v. 4-77) rncvioui COITION i» OBIOLCTC .
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NOTICE
This document has been reviewed in accordance with
U.S. Environmental Protection Agency policy and
approved for publication. Mention of trade names
or commercial products does not constitute endorse-
ment or recommendation for use. ;
ii
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ABSTRACT
Gaseous and particulate emission rates from seven class 2B, one class 5
and six class 6 heavy-duty gasoline- and diesel-powered trucks were determined
using transient chassis dynamometer test procedures. All vehicles were tested.
at approximately 70% of their rated gross vehicle weight over the Heavy-Duty
Transient Cycle and the Durham Road Route driving cycles. The sensitivity of
emission rates to vehicle configuration, engine design, and driving cycle
characteristics was examined. Emissions characterization included total
hydrocarbons, carbon monoxide, oxides of nitrogen, fuel economy, total
particulate matter, CH-Cl,, %-extractables, particulate organics, inert
material, particle size less than 2u, and lead, bromine, and chlorine
analyses. All class 2B truck emission rates were less than class 5 or 6. truck
emission rates. Hydrocarbon and carbon monoxide emissions arid fuel
consumption were significantly higher with the gasoline trucks than with the
diesel trucks. Total particulate, particulate organics, and inert material
emissions were significantly greater with the diesel trucks. . Hydrocarbons,
carbon monoxide, total particulate emissions, and fuel consumption were
sensitive to the characteristics of the transient driving cycles.
iii
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THIS STUDY IS A CONTINUATION OF WORK begun at EPA-Research Triangle Park in
1982 that investigated gaseous and particulate emissions from in-use
heavy-duty gasoline trucks. This initial gasoline truck investigation was
subsequently reported by Black et^ ajL in 1984 (1)*. The current study is also
a follow-up to other EPA-sponsored transient chassis truck studies (2-4) that
are designed to enhance our knowledge of heavy-duty mobile source emissions
and their contributions to national ambient air quality degradation (5).
Heavy-duty highway vehicles have significant impact upon the gaseous and
particulate emissions totals from all highway mobile sources. That is, with
respect to gaseous emissions, heavy-duty vehicles were responsible for an
estimated 10:5 of total hydrocarbon (HC) emissions, 15% of carbon monoxide (CO)
emissions, and 34% of oxides of nitrogen (NO ) emissions from highway mobile
A
sources in 1980 (6). With respect to particulate emissions, heavy-duty
vehicles were responsible for an estimated 44% of all engine-related
particulate matter from highway mobile sources in 1977 (7). Clearly, then,
the pollution contribution from heavy-duty vehicles is important and this
study will expand the limited data base on which air quality impact estimates
are based.
*Numbers in parentheses designate references at end of paper.
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EXPERIMENTAL PROCEDURE
VEHICLE SELECTIONThe trucks selected for this study normally operate in
stop-and-go (i.e., transient mode) driving patterns in urban environments as
delivery vehicles and include seven class 2B, one class 5, and six class 6
trucks. Trucks are commonly classified according to the Motor Vehicle
Manufacturers' Association (MVMA) truck classification scheme that divides
trucks into various classes based on their rated gross vehicle weights (GVW).
For example, a class 2B truck has a GVW rating of 8501 to 10,000 Ib; a class 5
truck has a GVW rating of 16,001 to 19,500 Ib; and a class 6 truck has a GVW
rating cf 19,501 to 26,000 Ib. The class 2B vehicles (pickups and snail vans)
are usually employed in lighter-duty commercial operation than the class 5 or
6 vehicles, which are generally involved in m'-re medium-duty commercial
applications. On a sales-weighted basis, class 2B and class 6 trucks are
ai.icng the most popular, and, therefore were acquired for test pruposes in this
investigation. The test fleet was composed of six gasoline trucks and eight
diesei trucks, all of which v/ere local rental or loan vehicles. The
dynamometer inertia setting for all vehicles was approximately 70% of rated
GVW, and all vehicles were tested as received (i.e., no maintenance was
performed on them).
The gasoline truck fleet, described in Table 1, was comprised of four
class 2B vans, one class 5 van, and one class 6 stake-bed truck. All were
equipped with medium-size V-8 engines equipped with two-barrel carburetors.
The class 2B Ford 350 delivery vans had aerodynamically designed chassis
(i.e., rounded vertical and horizontal edges). This type of design reduced
the aerodynamic-drag component of road load relative to that of a
nonaerodynamically designed (i.e., squared edges on a large frontal area)
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Table 1. Gasoline Test Vehicle Description
Manufacturer
Ford F350
Ford F350
Plymouth Voyager
Plymouth Voyager
Ford 600 "
General Motors
Vehicle
10
FUH413
F2H411
VOY285
VOY338
F3H633
G63333
Class
Type
28
28
2B
28
5
6
Chassis
Type
1979
Van
1978
Van
1982
Van
1983
Van
1972
Van
1975
Stake-bed
Engine Type
V-3, 330 in3 (5.4;)
2bbl carburetor
V-8, 330 in3 (5.4?)
2bbl carburetor
V-8, 360 in3 (5.90
2bbl carburetor
V-8. 360 in3 (5.9t)
2bbl carburetor
V-8, 330 in3 (5.4t)
2bbl carburetor
V-8, 350 in3 (5.7j)
2bbl carburetor
Odometer
miles
38,061
54,415
47,386
23,561
5,327
37,000
GVW,
Ibs
9,900
9,900
8,510
8,510
17,900
25,080
Dynamomete1"
Inertia Road
setting, Load HP
Ibs 0 50 mph
7,080 41.0
7,080 41.0
6,032 35.5
6,032 35.5
12.830 67.5
16,378 50.4
Special
Comments
Aerodynamic
design
Aerodynamic
design
Large frontal
area (non-
aerodynamic)
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chassis. The two class 2B Plymouth vans had a 15-passenger carrying capacity.
The class 5 Ford 600 van had th? largest frontal area (i.e., greatest
aerodynamic drag) of. any vehicle tested, hence its dynamometer road-load
horsepower setting was also the greatest. Coupled with its relatively large
inertia weight setting of 12,830 Ibs, the motor in the Ford 600 Van, a small
330 in V-8, had to work very hard to maintain the prescribed speed of the
truck driving cycles.
The diesel truck fleet, described in Table 2, was comprised of three
class 2B vehicles (one van and two pickups) and five class 6 vehicles (four
stake-beds and one flat-bed). It should be noted that one of the stake-beds,
vehicle CDl/786, was tested twice in the test program, approximately 2 months
apart. Hence, the test designations are CDW786A and CDW786B. The vehicle
behaved or drove differently during the second test; it seemed harder to
drive, had less power, and used a fair amount of coolant. When the second set
of tests was completed, an engine teardown of this vehicle indicated a leaking
head gasket. The class 2B van, FDW112, had a very high lubricant consumption
rate, especially in view of its newness (1983 model) and low mileage (2,040
mi). Compared to the gasoline V-8 engines, the diesel V-8 engines were quite
a bit larger and, therefore, had significantly more reserve horsepower for
keeping up with the driving cycles (none had any problem). All the diesel
vehicles, except for the Ford 7000 flat-bed (FDB420), had naturally aspirated,
indirect-injection-type diesel engines. FDB420 had the only naturally
aspirated, direct-injection, heavy-duty diesel engine in the test fleet.
TEST FUEL--Table 3 lists the properties of the two test fuels. Vehicle
operation with their respective fuel(s) was satisfactory over the two driving
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Table 2. Diesel Test Vehicle Description
Manufacturer
Ford
Chevrolet
Ford 250
Chevrolet
Chevrolet
Ford F600
r'ord 7000
Chevrolet
Vehicle
10
(DW112
CDR734
FDP387
CDW786A
CDW780
FDW161
FOB420
CDW786B
Class
Type
2B
2B
28
6
6
6
6
6
Chassis
Type
1983
Van
1984
Pick-up
1984
Pick-up
1981
Stake-bed
1981
Steke-bed
1984
Stake-bed
1977
Flat-bed
1981
Stake-bed
Engine type and
manufacturer*
V-8. 425 in3 (6.9e)
International Harvester
V-8, 379 in3 (6.2()
Detroit Diesel Allison
V-8, 425 in3 (6.9e)
International Harvester
V-8, 500 in3 (8.2()
Detroit Diesel Allison
V-8. 500 in3 (8.2t)
Detroit Diesel Allison
V-8, 500 in3 (8.2s)
Detroit Diesel Allison
V-8, 636 in3 (10. 4«)
Caterpillar 3208
V-8, 500 in3 (8.2t)
Detroit Diesel Al 1 ison
Odometer
miles
2,040
2,662
11,342
63,914
68,235
6,948
85,244
68,330
GVW.
Ibs
9,100
8,600
8,600'
23,160
23,160
19.7UO
24,000
23,160
Dynamometer
Inertia Road
setting, Load HP
Ibs 0 50 mph
6,445 35.0
6,095 31.6
6,095 32.6
16,512 56.0
16,512 56.0
13,940 59.9
16,930 61.4
16,512 56.0
Special
Comments
High lubricant
consumption
Direct injection
engine
Leaking head
gasket
All vehicles, except FDB420, had naturally aspirated, indirect-injection type diesel engines.
FDB420 had a naturally aspirated, direct-irjection diesel engine.
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Table 3. Test Fuel Description
Leaded Regular Gasoline
Lead, g/gal
Sulfur, wt. %
Density, g/cc
RVP, PSI
Octane, (R+M)/?
Distillation Temp.
30%
38"-
68%
90%
EP
% Recovery
% Residue
GC Analysis:
Aroma tics %
Olefins %
Saturates %
Carbon, wt. %
Hydrogen, wt. %
1.29
0.060
0.7208
10.5
88.8
(oF)
149
171
244
374
540
98.0
1.0
19.5
18.6
61.9
86.6
13.4
Premium Diesel Fuel
Type
Sulfur, wt. %
Density, g/cc
API Gravity
Cetane number
Distil lation Temp. , (
IBP
1 0'"
50*
90%
EP
FIA Analysis
Aroma tics 5,
Olefins i
Saturates %
Carbon, wt. *
Hydrogen, wt. %
2-D
0.18
0.8551
33.9
46.0
°F)
357
41'8
509
597
638
39.9
2.0
58.1
86.6
12.8
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cycles. These fuels are typical of fuels used in normal vehicle operation and
were obtained locally.
TEST PROCEDURES
DRIVING CYCLE AND TEST SCHEDULEThe heavy-duty transient chassis
dynamometer test procedure is based on the EPA Recommended Practice of France
et ^1_. (8). The EPA Recommended Practice identifies a heavy-duty transient
cycle (HDTC) that is derived from Mew York Nonfreeway (NYMFj, Los Angales
Nonfreeway (LAMP),and Los Angeles Freeway (LAF) driving patterns. Subsequent
smoothing of unrealistic speed-time trace fluctuations were made according to
the procedure of Black j^t al. (1). The smoothed HDTC speed-time trace is
depicted in Figure 1. The HDTC consists of a cold start followed by a
20-minute soak and then a hot start. Four individual driving schedules or
"bags" (NYMF, LANF, LAF, and UYNF) are included in both the cold-start and
hot-start portions of the test as described in Table 4. Characteristics of
the HDTC include an overall length of 5.55 mi, an average speed of 18.9 mph
and 32.9% of time spent at idle. Another driving cycle, the locally derived
Durham Road Route (DRR), was also used in this study (1). A complete
description of the DRR is provided in Figure 1 and Table 4. Characteristics
of the DRR include an overall length of 6.37 mi, an average speed of 24.7 mph,
and 11.8% of time spent at idle.
The truck study test schedule is described in Table 5. Each truck needed
a minimum period of two weeks to complete the desired test schedule: the first
week for the HDTC and the second week for the DRR.
CHASSIS DYNAMOMETER AND FACILITYA Burku Porter Model 1059 electric
drive chassis dynamometer was used for inertia and road-load simulation. The
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CO
CO
t 40
d
UJ
IU
Si 30
u
^
u
5 20
>
10
- HEAVY DUTY TRANSIENT CYCLE
60
GO
| 40
S 30
UJ
U
X pO
UJ
>
10
- DURHAM flOAD ROUTE
I ll
100
000
TIME, !»;c
700
900
1100
100
300
DOO
TIME, toe
700
900
1100
Figure 1. HDTC and DRR Driving Cycles
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Table 4. Driving Cycle Specifications
Cycle
Description
Heavy Du'.y Transient
Cycle (HDTC)
HDTC composite driving
schedules (8 Bags):
New York Nonfrecway
(NYNF, Bags 1 and 5)
Los Angeles Nonfreeway
(LANF, Bags 2 and 6)
Los Angeles Freeway
(LAF, Bags 3 and 7)
New York Nonfreeway
(NYNF, Bags 4 and 8)
Durham Road Route
(DRR)
Length,
miles
5.55
0.53
1.15
** «*«*
0.53
6.37
Cumulative
distance
traveled,
miles
--
0.53
1.68
5.01
5.55
--
Average
speed,
mph
18.9
7.6
14.6
44.9
7.6
24.7
Cumulative
average
speed, nph
--
7.6
11.2
22.3
18.9
--
Maximum
speed,
mph
58
34
42
58
34
58
Time,
minutes
17.7
4.2
4.3
4.5
4.2
15.5
Cumulative
time,
minutes
--
4.2
9.0
13.5
17.7
--
Number of
stops per
cycle
15
6
2
1
6
10
Cumulative
stops
6
8
9
15
--
Time at
idle
%
32.9
52.0
28.4
2.2
52.0
11.8
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Table 5. Test Schedule
Day
Schedule
Vehicle preparation and HDTC
2,3,4,5
Cold start HDTC followed by a
hot start HDTC followed by a
hot start HDTC (replicate)
Vehicle preparation and DRR
7,8,9,10
( Cold start DRR followed by a
{ hot start DRR followed by a
( hot start DRR (replicate)
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system used 9.5-in diameter rolls, flywheels, and a DC electric motor with a
Reliance digital microprocessor controller for inertia simulation < 1-lb
increments from 1,000 to 18,200 Ib and for simulation of the aerodynamic and
frictional components of road load. A Horiba Constant Volume Sampling (CVS)
system with selectable flow rate from 200 to 5000 cubic feet per minute
o
(ft /min) was used to dilute and sample exhaust for subsequent analysis. This
system was operated at 1400 ft /min to maintain the diluted exhaust
temperatures below 125°F as required for particulate sampling (9). The CVS
included an 8-in diameter dilution tunnel with approximately 25 ft from the
point of initial dilution air mixing to the particulate filtration four-probe
system. All dynamometer facilities, including the dilution tube, CVS,
regulated exhaust emission analyzers, and particulate emissions analyzers, met
Federal Register specifications.
GASEOUS AND PARTICULATE EMISSIONS METHODS Exhaust characterization
included HC, CO, NO,, fuel economy, total particulate mass, methylene chloride
A
l,,) %-extractables, particulate organics, inert material, particulate
size less than 2p, and lead, bromine, and chlorine analyses. Inert material
is defined as the insoluble material remaining on the filter after CH-Cl,,
extraction of the total particulate (i.e., the total particulate emission rate
minus the particulate organic emission rate). With diesel trucks, inert
material primarily consists of elemental carbon; with gasoline trucks burning
leaded gasoline, it primarily consists of carbon, lead, bromine, and chlorine.
Either hot flame ionization (diesel trucks) or standard flame ionization
(gasoline trucks) detection procedures were used for HC, nondispersive
infrared procedures for CO and carbon dioxide (COn). and chemi luminescence
procedures for NO . Total particulate mass and CHpCl9-extractable
particulate-phase organic mass were determined using previously described
11
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filtration-gravimetric and solvent-extraction procedures (10), and the
particulate mass less than 2y was determined using the cyclone size-selective
sampliiif; proceJure of John et; al. (11). Individual bag and composite
particulate emission rates were measured with 47mm filters. Pallflex T60A20
Telfon-coated glass fiber filters were used for all particulate filtration and
extraction procedures except for Fluoropore FA Teflon membrane filters, which
were used for X-ray fluorescence analysis of particulate lead, bromine, and
chlorine with the gasoline trucks (12). Due to analytical equipment failure,
no X-ray analyses were performed on the diesel truck filters. A summary of
the tost procedures for gaseous and particulate sample acquisition during HOTC
and DRR operation for the gasoline and diesel trucks are listed in Tables 6
and 7, respectively.
12
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Table 6. Test Procedure for Gasoline Truck Gaseous and Particulate
Sample Acquisition during HDTC and DRR Operation
Exhaust
Measurement
HC
CO
co2
'NOX
47mm Pallflex
(gravimetric)
47mm Pallflex
(size distri-
bution)
47mm Fluoropore
(X-ray analysis)
Cold start
(Bags 1,2,3,4)
integrated per bag
integrated per bag
integrated per bag
integrated per bag
one composite filter
per 4 bags
one composite filter
per 4 bags
one composite filter
per 4 bags
Hot start
(Bags 5,6,7,8)
integrated per bag
integrated per bag
integrated per bag
integrated per bag
one composite filter
per 4 bags
one composite filter
per 4 bags
one composite filter
per 4 bags
Hot start (Replicate)
(Bags 1,2,3,4)
integrated per bag
integrated per bag
integrated per bag
integrated per bag
one composite filter
per 4 bags
one composite filter
per 4 bags
one composite filter
per 4 bags
Because the DRR is a one-bag driving cycle, integrated-per-bag test procedures were used.
That is, gaseous emissions (HC, CO, CO.,, and NO ) were analyzed from the single sample bag
collected and single composite filters were collected for particulate analysis.
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Table 7. Test Procedure for Diesel Truck Gaseous and Particulate
Sample Acquisition during HDTC and DRR Operation
Exhaust
Measurement
Cold slart
(Bags 1,2,3,4)
Hot start
(Bags 5,6,7,8)
Hot start (Replicate)
(Bans 1,2,3,4)
HC
CO
47mm Pal If lex
(Gravimetric)
47mm Pall flex
(size distri-
bution)
47mm Pal If lex
(extra gravi-
metric)
continuous per bag
integrated per bag
integrated per bag
integrated per bag
one integrated filter
filter per bag
one composite filter
per 4 bags
one composite filter
per 4 bags
continuous per bag
integrated per bag
integrated per bag
integrated per bag
one integrated filter
filter per bag
one composite filter
per 4 bags
one composite filter
per 4 bags
continuous per bag
integrated per bag
Integrated per bag
integrated per bag
one integrated filter
filter per bag
one composite filter
per 4 bags
one composite filter
per 4 bags
Because the DRR is a one-bag driving cycle, integroted-per-bag test procedures were used.
That is, gaseous emissions (HC, CO, CO-, and NO ) were analyzed from the single sample bag
collected and single composite filters were collected for particulate analysis.
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RESULTS AND DISCUSSION
The main objective of this study was to Pleasure and characterize the
gaseous and particulate emissions from heavy-duty gasoline- and diesel-powered
trucks using transient chassis dynamometer test procedures. All vehicles were
tested at approximately 70% of their rated GVW over the HDTC and DRR driving
cycles. The summary results presented herein are divided according to four
subsections: (1) weighted gasoline truck emissions; (2) weighted diesel
truck emissions; (3) individual bag/cycle results from gasoline trucks; and
(4) individual bag/cycle results from diesel trucks. The underlying data, are
listed in Appendices A, B, and C. Appendix A lists the integrated and
weighted gaseous and particulate emission rates by individual trucks over the
HDTC and DRR driving cycles. The integrated emissions rates are those from
either the cold start or hot start tests; the weighted emission rates are a
composite result, based on a 1/7 cold-start and 6/7 hot-start relative
weighting. Appendix B lists by truck the individual bag gaseous emission
rates of the HDTC. Appendix C lists the individual bag particulate emission
rates of the HDTC for the diesel trucks; gasoline truck particle emissions
generally had insufficient mass for individual bag analysis.
WEIGHTED GASOLINE TRUCK EMISSIO.NSSummaries of the individual gaseous
and particulate emission rates are presented in Table 8 for the HDTC and Table
9 for the DRR. Graphical representations of weighted gaseous emissions (HC,
CO, NO , and fuel economy) and weighted particulate emissions (total
A
particulate, CH^CK %-extractable, particulate organics, and inert material)
are depicted in Figures 2 and 3, respectively.
HDTC HC and CO emission rates were greater than DRR HC and CO emission
rates. That is, HC emission rates ranged from 4.11 to 33.99 g/mi during the
15
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Table 8. Heavy Duty Transient Cycle Weighted Emissions - Gasoline Trucks
Truck
ID
FUH413
F2H411
VOY285
VOY338
F3H633
G63333
Truck
Class
28
28
28
28
5
.6
HC
g/mi
12.86
22.54
4.29
4.11
33.99
31.93
CO
g/mi
80.30
69.52
82.70
44.09
370.75
220.52
NO
9/nif
6.66
10.90
3.67
4.99
5.91
9.44
Fuel
Economy
MPG
9.66
8.77
' 9.49
9.29
5.35
5.15
Total
Participate
g/mi
0.092
0.110
0.133
0.118
0.405
0.516
Particulate
Organics
g/mi
0.023
0.031
0.074
0.062
0.104
0.228
Inert
Material
g/mi
0.069
0.078
0.059
0.057
0.299
0.291
CH?C1?
Extract.
25.1
29.2
53.1
50.1
25.8
43.4
Size
Fraction
86.8
81.6
80.9
86.1
77.2
96.0
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Table 9. Durham Road Route Weighted Emissions - Gasoline Trucks
Truck
ID
FUH413
F2H411
VOY285
VOY338
F3H633
G63333
Truck
Class
28
2?.
2B
28
5
6
HC
g/mi
7.14
9.60
1.90
1.87
19.56
16.99
CO
g/mi
45.10
47.81
42.66
23.77
344.48
198.99
NO
g/mi
8.75
12.41
4.30
5.25
6.17
10.66
Fuel
Economy
MPG
11.03
10.28
11.99
12.04
5.74
5.66
Total
Particulate
g/mi
0.091
0.101
0.119
0.088
0.340
0.460
Particulate
Organics
g/mi
0.026
0.028
0.064
0.043
0.096
0.180
Inert
Material
g/mi
0.066
0.072
0.055
0.045
0.241
0.293
CH?CI?
Extract.
0
A»
28.4
28.0
52.6
48.2
28.4
38.3
Size
Fraction
<2v,%
84.2
77.1
86.4
81.5
96.2
93.7
-------
GASOLINE TRUCK EMISSIONS
GASOLINE TRUCK EMISSIONS
CO
^
ANN .^ .^ ^
^ ^sr ^ v^- ^
&
CO
GASOLINE TRUCK EMISSIONS
NOX
GASOLINE TRUCK EMISSIONS
FUEL ECONOMY
HEAVY DUTY TRANSIENT CYCLE
DURHAM ROAD ROUTE
Figure 2. Gasoline Truck Weighted Gaseous Emissions
-------
M
I
L 600-
L
I 500-
G
? 400-
M
S 300-
P 200-
E
R 100-
M
GASOLINE TRUCK EMISSIONS
TOTAL PARTICULATE
Si*
«K
fFTT3
S'H
ii/
u '
a.
?'~
JJ!
£. iip-1 pr. |'
P'-i'LJ teilLJ aiiiiii! pi-iJ hi
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GASOLINE TRUCK EMISSIONS
CH2CI2 %-EXTRACTABLE
L
E
M
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L
j
!'., >'-;l.i-
R
A t
M
^
100-
p
E
R 00-
M
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L
E
GASOLINE TRUCK EMISSIONS
PARTICULATE ORGANlfS
,?7
siili
liP
HJ :
II
ri:: .
' iili :
Ifl 1:
PJfpL" " p!i : [.' i ii! ;
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M
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!;
GASOLINE TRUCK EMISSIONS
INERT MATERIAL
L ootj
L
1 300 -
G
R 2'->0-
A
H r'oo-
U>0-
i>
f io;i-
R
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illilii
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it
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HEAVY DOTY TRANSIENT CYCLE LJ DURHAM ROAD ROOTE
^w^
Figure 3. Gasoline Truck Weighted Participate Emissions
-------
HDTC, compared to 1.87 to 19.56 g/mi during the DRR; CO emission rates ranged
from 44.09 to 370.75 g/mi during the HDTC, compared to 23.77 to 344.48 g/mi
during the DRR. DRR NO emission rates and fuel economies were greater than
A
HDTC NO emission rates and fuel economies. That is, NO emission rates
A A
ranged from 4.30 to 12.41 g/mi during the DRR, compared to 3.67 to 10.90 g/mi
during the HDTC. Fuel economy ranged from 5.66 to 12.04 mi/gal during the
DRR, compared to 5.15 to 9.66 mi/gal during the HDTC.
The class 5 Ford 600 (F3H633) was, by far, the greatest HDTC HC and CO
emitter, with 33.99 and 370.75 g/mi emission rates, respectively. It also was
3
the oldest vehicle, a 1972 model, had a relatively small 330 in V-8 engine,
and had the highest dynamometer road-load horsepower setting (67.5 HP @ 50
mph). In order to maintain the prescribed speed and acceleration rates of the
driving cycle(s), this truck had to be driven at wide-open throttle o good
deal of the time. This, combined with the older pre-emission control design
of its engine, accounts for its high emissions rate and low fuel economy. The
class 6 GM stake-bed (G63333) was the next greatest HC and CO emitter, with
31.93 and 220.52 g/mi emission rates, respectively. It was the next oldest
vehicle, a 1975 model, and had the highest rated GVW. Of the class 2B trucks,
the 1978 Ford F350 (F2H411) was the highest HC end N0x emitter, at 22.54 and
10.90 g/mi, respectively, although the 1982 Plymouth Voyager (VOY285) was the
highest CO emitter at 82.70 g/mi. The newest vehicle, the 1983 Plymouth
Voyager (VOY3'J3), was the lowest emitter of the class 2B trucks. Thus, there
appeared to be a positive correlation between vehicle age and emissions: the
nev/er the vehicle, in both age and design, the lower the emissions.
Particulate emissions (Tables 8 and 9, Figure 3) followed a pattern
similar to that found for gaseous emissions: HDTC particle emissions were
greater than DRR particle emissions, end the class 5 and 6 truck emission
20
-------
rates were greater than the class 2B truck emission rates (as expected,
because the class 5 and 6 trucks burn more fuel per unit distance than do the
class 2B trucks). The CH-CI- %-extractable rates ranged from a low of 25% to
a high of 53;',; there was no real difference between the HDTC and CRR
%-extractable rates. The %-extractables varied among vehicles: FUH413,
F2H411, and F3H633 (all Ford 330 f.ID V-8 engines) averaged 27.5 ± 1.6%
extractable; VOY285 and VOY338 fall Plymouth 360 CID V-8 engines) averaged
51.0 ± 2.3% extractable; G63333 (a GM 350 CID V-8) averaged 40.9 ± 3.6%
extractable. Particulate organic emissions (the product of the percentage
extractable with CH^Clp and the total particulate emission rate) were greatest
from the class b arid 6 trucks. The inert material emission rates displayed a
pattern similar to that of the %-extractable rates.
An observation concerning particle emissions from these trucks was that
the particle size fraction/percentage less than 2y averaged 85.6 ± 6.7%. This
percentage is typical of engines emitting excessive organic aerosol that is
characterized by fine liquid droplets (13). It should be recognized, however,
that the total particulate emission rate was .defined by use L a laboratory
dilution tunnel and that very large particles (greater than 300y) were
probably lost due to gravitational settling on the walls of this tunnel and
thus, were not counted in the calculation of total particulate matter.(14)
Figure 4 displays both gasoline and diesel fine particulate fractions (less
than 2\i) for the HDTC and DRR driving cycles.
Table 10 presents the leaded particulate analyses for the gasoline truck'
over the HDTC and DRR and include; lead, bromine, chlorine, and total leaded
fraction weight percentage data. There was no real difference bewteen the
HDTC and DRR leaded particulate emission percentages. These emission
fractions did appear dependent on engine type: FUH413, F2H411, and F3H633
21
-------
GASOLINE TRUCK EMISSIONS
SIZE FRACTION LESS THAN 2p
S 120-
I
z 100-
DIESEL TRUCK EMISSIONS
SIZE FRACTION LESS THAN 2p
F
R
A
C
T
I
0
N
80-
60-
40-
20-
&
feiibi
tt-
--mm
^1
t^ii..
i?
K:-
1^
111
ieil-'
Hr
Figure 4. Gasoline and Diesel Truck Size Fraction Less Than 2W
22
-------
Table 10. Gasoline Trucks Leaded Participate Analysis
Vehicle
FUH413
F2H411
VOY285
VOY338
F3H633
G63333
Driving
Cycle
HDTC
DRR
HDTC
DRR
HDTC
DRR
HDTC
DRR
HDTC
DRR
HDTC
DRR
Pb, wt.%
31.2 ± 4.5
32.1 ± 2.3
28.8 ± 1.1
32.2 ± 1.8
12.3 ± 1.6
15.9 ± 2.7
18.4 ± 2.4
19.0 ± 1.9
28.3 ± 2.9
31.0 ± 2.4
19.7 ± 1.4
23.0 ± 2.6
Br, wt. %
16.7 ± 2.7
18.8 ± 1.5
14.7 ± 0.9
17.2 ± 1.1
7.8 ± 0.7
9.1 ± 1.7
10.1 : 1.3
10.9 ± 1.2
13.8 = 1.4
14.9 ± 0.7
9.7 ± 1.1
11.7 i 1.6
Cl, wt. %
5.3 ± 0.6
5.1 ± 0.3
4.7 i 0.4
4.7 i 0.2
1.6 ± 0.1
1.8 ± 0.4
2.5 ± 0.5
2.5 i 0.4
2.9 i 0.4
2.9 i 0.4
2.2 ± 0.3
2.8 ± 0.3
Total
Leaded
fraction3
53.2 ± 7.7
55.9 ± 3.9
48.3 ± 2.2
54.0 ± 3.1
24.5 ± 1.7
25.7 = 4.7
30.9 ~ 3.S
32.3 ± 3.4
44.8 ± 4.6
48.7 ± 2.3
31.5 ± 2.6
36.9 t 4.3
Total leaded fraction is the sum of Pb, Br, and Cl weight %'s. It represents
the fraction of the total participate. All values listed in this table are
weighted averages.
23
-------
(all Ford 330 CID V-8 engines) averaged ^50% total leaded fraction; VOY285 and
VOY338 (both Plymouth 360 CID V-8 engines) averaged ^28% total leaded
fraction; and G63333 (a GM 350 CID V-8) averaged %34% total leaded fraction.
Lead is emitted primarily as the compound PbBrCl from engine exhaust (15).
The Pb content of this compound is 64.2% by mass and its emission is due to
the presence of ethylene dichloride and ethylene dibromide scavengers in
normal leaded fuel. PbBrCl has theoretical mass ratios for lead, bromine, and
chlorine of 0.64, 0.25, and 0.11, respectively. The particle compositional
data in Table 10 indicate that mass ratios for lead, bromine, and chlorine
were approximately 0.50, 0.32, and 0.09, respectively, closely reflecting the
theoretical mass rations. Data from the previous EPA truck study reported by
Black £t aj_. that involved six 1973 to 1983 vehicles, indicated similar mass
ratios for lead, bronine, and chlorine: 0.59, 0.33, and 0.08, respectively
(1).
Figure 5 puts into perspective the relative contributions of the three
particulate components (leaded fraction, particulate organic fraction, and the
remaining inert material fraction) to the total particulate emission rates for
each vehicle. The remaining inert material fraction consists of non-CK2Cl?
extractable carbonaceous material and various trace elements (e.g., sulfur,
phosphorous, clacium, zinc, ion, sodium, aluminum, chrominum, manganese,
nickel, copper, etc.). The three Ford engine-equipped trucks (FUH413, F2H411,
and F3H633) had the highest leaded particulate fraction of 50%, the lowest
particulate organic fraction of 28?, and a remaining inert material fraction
of 22%. The two Plymouth engine-equipped vans (VC"285 and VOY338) had the
lowest leaded particulate fraction of 28%, the hu-'-iest particulate organic
fraction of 51%, and a remaining inert material fraction of 212. The
24
-------
ro
0 15
CLASS 26 TRUCKS - HDTC DRIVING CYCLE
0 15
CLASS 2B TRUCKS - DRR DRIVING CYCLE
0 6
CLASS 5/6 TRUCKS - HDTC DRIVING CYCLE
0 6
CLASS 5/6 TRUCKS - DPR DRIVING CYCLE
iJJlJiJ PARTICIPATE OPGANICS
| | REMAINING IWRT CRACTIPN
Firjure 5. Gasoline Truck Participate Composition
-------
remaining GM engine-equipped truck (G63333) had a leaded participate fraction
of 34?., a participate organic fraction of 41%, and a remaining inert material
fraction of 25%.
WEIGHTED DIESEL TRUCK EMISSIONSSummaries of the individual gaseous and
particulate emission rates are presented in Table 11 for the HDTC and Table 12
for the DRR. Graphical representations of weighted gaseous emissions (HC, CO,
NO - and fuel economy) and weighted particulate emissions (total particulate,
CHpClp 2-extractable, particulate organics, and inert material) are depicted
in Figures 6 and 7, respectively.
The HDTC HC, CO, and NOY emission rates were greater than the DRR HC, CO,
A
and NO rates; DRR fuel economies were greater than HDTC fuel economies. HC
emission rates ranged from 0.45 to 6.24 g/mi during the HDTC, compared to 0.28
to 4.69 g/mi during the DRR; CO emission rates ranged from 1.88 to 9.70 g/mi
during the HDTC, compared to 1.17 to 7.C9 g/mi during the DRR; NO omission
A
rates ranged from 3.30 to 13.36 g/mi during the HDTC, compared to 2.70 to
11.41 g/mi during the DRR. DRR fuel economy ranged from 9.66 to 16.90 mi/gal,
compared to 8.83 to 15.80 mi/gal during the HDTC.
The class 6 Ford 7000 (FDB420), possessing the only direct-injection-type
heavy-duty diesel engine in the truck fleet, was the greatest HDTC HC and NO
X
emitter with 6.24 end 13.36 g/mi emission rates, respectively. The class 6
Chevrolet stake-bed (CDW786B) was the greatest HDTC CO emitter, wit! 9.87
g/mi. The four similar class 6 diesel trucks (CDU786A, CDW7SO, FDWIGi . and
CDW786B), all equipped with Detroit Diesel 500 CID V-8 engines, had fairly
similar HDTC emissions patterns: HC emissions ranged from.2.24 to 4.18 g/mi,
CO emissions ranged from 5.64 to 9.87 g/mi, NO emissions ranged from 8.86 to
A
10.87 g/mi,'and fuel economy ranged from 8.83 to 10.89 mi/gal. The newest and
lov/est mileage class 6 vehicle, the 1984 Ford F600 stake-bed (FDW161), was the
26
-------
Table 11. Heavy Duty Transient Cycle Weighted Emissions - Diesel Trucks
Truck
ID
FDW112
CDR734
FDP387
FDB420
CDW786A
CDW780
FDU161
CDW786B
Truck
Class
2B
2B
2B
6
6
6
6
6
HC
g/mi
4.11
0.45
.0.47
6.24
4.18
2.90
2.24
3.96
CO
g/mi
7.54
1.88
2.24
8.10
9.70
5.69
5.64
9.87
NO
g/nn
3.30
4.15
6.46
13.36
9.30
8.86
10.87
9.46
Fuel
Economy
MPG
12.65
15.80
14.00
10.16
8.83
9.72
10.89
9.48
To till
Pjrticulate
y/iiii
1.202
0.422
0.545
2.218
1.708
1.404
0.762
1.916
Particulate
Organics
g/mi
1.029
0.189
0.378
1.702
0.823
0.646
0.360
0.923
Inert
Material
g/mi
0.173
0.286
0.168
0.516
0.883
0.760
0.401
0.993
CH?C1-
Extract.
iy
85.2
39.4
69.8
78.8
50.3
45.8
46.0
47.6
Size
Fraction
<2u,%
101.4
68.4
79.9
86.2
103.6
73.4
76.5
65.6
-------
Table 12. Durham Road Route Weighted Emissions - Dieso! Trucks
Truck
10
FDW112
CDR734
FDP387
FDB420
CDW786A
CDW780
FDW161
CDW786B
Truck
Class
2B
2B
2B
6
6
6
6
6
HC
g/mi
2.70
0.28
0.42
4.69
2.84
1.91
1.21
1.99
CO
g/mi
4.37
1.17
1.60
6.57
7.09
5.47
4.36
6.94
HO
g/nn
2.70
4.25
4.48
11.41
7.32
9.25
9.71
8.72
Fuel
Economy
MPG
15.27
16.90
16.12
10.49
10.67
9.81
11.06
9.66
Total
Paniculate
g/mi
0.887
0.287
0.495
1.941
1.497
1.184
0.666
1.547
Particulate
Organics
g/mi
0.809
0.129
0.342
1.647
0.510
0.390
0.251
0.456
Inert
Material
g/mi
0.078
0.158
0.154
0.294
n.994
0.785
0.415
1.091
CH?C1?
Extract.
91.1
45.3
69.5
84.9
34.1
29.1
36.8
30.0
Size
Fraction
<2u,£
100.0
75.0
76.8
90.1
B/.5
73.0
73.4
63.0
ro
CO
-------
DIESEL TRUCK EMISSIONS
HC
DIESEL TRUCK EMISSIONS
CO
ro
vo
DIESEL TRUCK EMISSIONS
NOX
DIESEL TRUCK EMISSIONS
FUEL ECONOMY
&
HEAVY DUTY TRANSIENT CYCLE
DURHAM ROAD ROUTE
Figure 6. Diesel Truck Weighted Gaseous Emissions
-------
M
I
L
L
1
G
K
A
p
f
M
I
DIESEL TRUCK t.'HJGSJONS
TOTAL PARTICULAR"
DIESEL TRUCK EMISSIONS
X.-EXTRACTABLE
to
o
M
I
L
L
I
G
R
A
M
S
P
E
R
DIESEL TRUCK EMISSIONS
PARTICULATE ORGANICS
M
I
L
L
I
C
R
A
M
S
,200
M
I
L
t'
DIESEL TRUCK EMISSIONS
INERT MATERIAL
ill HEAVY DUTY TRANSIENT CYCLE Ed DURHAM ROAD ROUTE
fuio ^^^B
Figure 7. Diesel Truck Weighted Participate Emissions
-------
lowest overall emitter of the class 6 trucks. Thus, there again appeared to
be a positive correlation between vehicle age and emissions: the newer the
vehicle, the lower the emissions. Of the class 2B diesel trucks, the
malfunctioning (i.e., oil burning) Ford van FDW112 was .the highest HC and CO
emitter, at 4.11 and 7.54 g/mi, respectively. The two 1984 class 2B pickup
trucks (CDR734 and FDP387) were the lowest vgaseous emitters of the entire
truck fleet, with HC, CO, and NO averaging 0.46, 2.06, and 5.31 g/mi,
X
respectively, over the HDTC.
Particulate emissions (Tables 11 and 12, Figure 7) followed the pattern
found for gaseous emissions: HDTC particle emissions were greater than DRR
particle emissions, and the class 6 truck emission rates were, with one
exception, greater than the class 2B truck emission rates. The exception was
FDW112. It had a HDTC total particulate emission rate of 1.202 g/mi, more
than twice the particle emission rates of the other class 23 trucks: CDR734
had a 0.422 g/mi emission rate, and FDP387 had a 0.545 g/oi emission rate.
FDW112 also had the highest HDTC and DRR combined CH2C12 %-extractable rate of
88.2%. The four siniilar-engined class 6 trucks, CD!.'786A, CDU780, FDU161, and
CDV/786B, averaged 47.4 ± 2.1 %-extractable during the HDTC and 32.8 ± 3.4%
during the DRR. It is not known why the HDTC %-extractables were
significantly greater than the DRR %-extractables, unless it is a
characteristic peculiar to this Detroit Diesel engine family and/or these
driving cycle(s). With the other four diesel trucks, FDW112, CDR734, FDP387,
and FDB420, there was no significant difference between their respective HDTC
and DRR %-extractable rates. The HDTC and DRR combined %-extractable rate for
FDW112 was 88.2%, for CDR734 was 42.2?, for FDP387 was 69.7%, and for FDB420
was 81.9%. As expected, the particulate organic emissions results parallel
the %-extractable results: different engines emit differing amounts of
31
-------
participate organics, with newer engines and vehicles (e.g., FDU161) emitting
less material than older engines and vehicles.
The inert diesel material primarily consists of non-CHpClp extractable
elemental carbon. Inert material emissions from class 6 trucks were greater
than those from the class 2R trucks, and, other than that, there were no other
identifiable emissions patterns with respect to inert material emissions. The
particle size fraction less than 2\i averaged 8G.9 ± 12.7% for all diesel
trucks over both the HDTC and DRR. This size fraction <2\i ranged from a low
of -^54% with CDW786B to a high of ^96% with CDW786A. CDW786A/B, it should be
noted, is the same 1981 Chevrolet stake-bed that was tested twice in the test
program. CDW786A experienced no driving or mechanical problems during its
initial testing. However, during its retest two months later, CDW786B
experienced both coolant use and lack-of-power problems (that were later
diagnosed as the result of a leaky head gasket). The emissions patterns from
both CDW786A and CDU786B were remarkably similar, except for the particle size
fraction <2u. The reason for this is not known; perhaps the coolant leak
helped cause the agglomeration of carbon particles greater than 2y in the
exhaust.
INDIVIDUAL BAG/CYCLE RESULTS FROM GASOLINE TRUCKSThe individual
bag/cycle HDTC gaseous emissions results from all trucks are listed in
Appendix B. Two vehicles, a class 2B Plymouth Voyager van, VOY285, and a
class 5 Ford 600 van, F3H633, will be used in this section as representative
examples of the gasoline truck fleet. HDTC emissions from VOY285 and F3H633
are depicted in Figures 8 and 9, respectively. In these figures, Bag 1 is the
tm.'F cycle (see Table 4), Bag 2 is the LANF cycle, Bag 3 is the LAF cycle, and
Bag 4 is the NYNF cycle. Cold-start portions of the HDTC are depicted by the
solid bars; hot-start portions, by the crosshatched bars. The overall
32
-------
VOY285 HC EMISSIONS
VOY285 CO EMISSIONS
R
A
M
P
f
R
M
I
L
L"
CO
CO
VOY285 NOX EMISSIONS
G
P 200-
A i -,r
M '
S 150-
p 125-
E 100-
p
75-
M 50-
E a
» i
IP
r';
..:
^
;;*
**
3
1
1
i'-:
t*
1
1m
»9
rr
t!
!
i|:
I
i
;i
P
1
i
if
fe :
'.S
1
'
| in
1
i
i
i^i
i
^
T
l«f
ill
S'Siijj
11
1
<
'?
i
VOY285 FUEL ECONOMY
y| COLD START H HOT START
Figure 8. VOY285 - Class 2B Gasoline - HDTC Individual Bag Gaseous Emission Rates
-------
F3H633 HC EMISSIONS
F3H633 CO EMISSIONS
G otu
R 70_
A
M 60-
S 50-
P 40_
E
R 30-
M 20-
1 10-
nn
-i
j
i
>
V
A
4 J
n\
g
i!
i
a
n
. .in
ffn
a ^
t
f ;
H
f
y
11
1 1
H
i
L!
'i
I
. 1
i'i
III
1
S* 9
pun
.:
;/
- "I
* 1
t" "5
t? "
Ml f
ii
!-i i
Ilil
:; ! i
.; iti
iiili
ill
ill
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iiti
? i
i
\
j
: i
j
34
n
*
1
itfi
F3H633 NOX EMISSIONS
F3H633 FUEL ECONOMY
-
COLO START
HOT START
Figure 9. F3H633 - Class 5 Gasoline - HOTC Individual Bag Gaseous Emission Rates
: k
-------
weighted result is weighted 1/7 cold start and 6/7 hot start. Emissions
sensitivity to individual bag/cycle and either cold start or hot start shall
be discussed.
With regard to individual bag HC and CO emissions, there was significant
variation among the four individual bag results, with the emission rate
reaching its maximum during Bag 1 operation and its minimum during Bag 3
operation. Generally, for HC and CO for both cold-and hot-start result?,
Bag 1 > Bag 4 > Bag 2 > Bag 3. Bag 1 is the New York Monfreev/ay stcp-and-go
driving schedule with a low average speed of 7.6 mph, while Bag 3 is the Los
Angeles Freeway nonstop driving schedule with a high average speed of
44.9 mph. HC and CO emissions and fuel consumption (the inverse of fuel
economy) are directly related to the rigorousness of the driving cycle: the
more rigorous (i.e., more stop-and-go-type driving with lower average speeds)
the driving cycle, the greater the emissions and fuel consumption (1). This
relationship, driving cycle rigorousness versus emission rate and fuel
consumption, was certainly followed by the vehicles in this study. Concerning
individual bag NO emissions, there was little variation among the four
A
individual bag results, although Bag 3 emission rates were slightly greater
than either Beg 1, 2, or 4 emission rates. With regard to individual bag fuel
economy, there was moderate variation among the four individual bag results,
with fuel economy reaching its maximum during Bag 3 operation and its minimum
during either Bag 1 or Bag 4 operation. Generally, for fuel economy, Bag .. >
Bag 2 > Bag 4 >, Bag 1.
Concerning cold-start versus hot-start emissions sensitivity, cold-start
HC and CO emissions were significantly greater than hot-start HC aid CO
emissions; cold-start and hot-start NO emissions were approximately equal;
X
cold-start fuel economies were slightly less than hot-start fuel economies.
35
-------
It rhculd be recognized that the cold-start portion of the HDTC has only a 1/7
weighting, so its contribution to the overall weighted emission rate is
relatively small, as indicated in Figures 8 and 9. The hot-start portion,
wivh its 6/7 weighting, is, therefore, the major contributor to the overall
weighted rate.
INDIVIDUAL BAG/CYCLE RESULTS FROM DIESEL TRUCKSThe individual bag/cycle
HDTC gaseous and particulate emissions results are listed in Appendices B and
C. Two vehicles, a class 2B Ford pickup, FDP387, and a class 6 Chevrolet
stake-oed, CDW780, will be used in this section as representative examples of
the diesel truck fleet. HDTC gaseous emissions from FDP387 and CDU780 are
depicted in Figures 9 and 10, respectively, and HDTC particulate emissions are
depicted in Figures 11 and 12, respectively. Cold-start portions of the HDTC
are depicted by the solid bars and hot-start portions by the crosshatched bars
for these four figures. Gaseous and particulate emissions sensitivity to
individual b^g/cycle and either cold-start or hot-start shall be discussed.
Kith regard to individual bag HC, CO, ?nd NC>x emissions, there was
moderate variation among the four individual bag results, with the emission
rate reaching its maximum during Bag 1 or Bag 4 operation and its minimum
during 3ag 3 operation. Generally, for HC, CO, and NO , Bag 1 ^ Bag 4 > Bag 2
> Bag 3. With regard to individual bag fuel economy, there was moderate
variation among the four individual bag results, with fuel economy reaching
its maximum during Bag 2 or Bag 3 operation and its minimum during Bag 1
operation. Generally for fuel economy, Bag 2 > Bag 3 > Bag 4 > Bag 1.
Concerning cold-start versus hot-start emissions sensitivity, cold-start HC
and CO emissions were somewhat greater than hot-start HC and CO emissions;
cold-start and hot-start NO. emissions were approximately equal; cold-start
A
fuel economies were slightly less than hot-start fuel economies.
36
-------
FDP387 HC EMISSIONS
FDP387 CO EMISSIONS
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-------
G 8-
CDW780 HC EMISSIONS
CDW780 CO EMISSIONS
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CDW780 NOX EMISSION:
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Figure 11. CDW780 - Class 6 Diesel - HDTC Individual Bag Gaseous Emission Rates
-------
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FDP387 TOTAL PARTICULATE EMISSIONS
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HOT START
-------
With regard to individual bag total particulate emissions, there was
moderate variation among the four individual bag results, with the particulate
emission rate reaching its maximum during Bag 1 or Bag 4 operation and its
minimum during Bag 2 operation. Generally, total particulate emissions were
directly related to fuel consumption, with Bag 1 > Bag 4 > Bag 3 > Bag J.
Cold-start total particulate emissions were significantly greater than
hot-start particulate emissions. Concerning individual bag S-extractable
results, there was moderate variation among the four individual bag results,
with the %-extractable rate reaching its maximum during Bag 2 or Bag 3
operation and its minimum during Bag 4 operation. Generally, for
"-extractables, Bag 2 ^ Bag 3 > Bag J > Bag 4. Cold-start and hot-start
S-extractable rates were aporoximately equal. Particulate organic emissions
displayed no consistent emissions pattern, there was moderate variation among
the individual bags, with particulate organics reaching their maximum during
Bag 3 operation (class 28 trucks only) and during Bag 2 or Bag 1 operation
(class 6 trucks only). Cold-start particulate organic emissions were usually
greater than hot-start particulate organics. Inert material emissions
displayed a more consistent emissions pattern; there was moderate variation
among the individual bags, with inert material emissions reaching their
maximum during Bag 1 or Bag 4 operation and their minimum during Bag 2 or Bag
3 operations. Generally, for inert material emissions, Bag 4 > Bag 1 > Bag 3
> Bag 2.
41
-------
SUMMARY AND CONCLUSIONS
The main objective of this study was to determine the gaseous and
particulate emission rates from heavy-duty gasoline- and diesel-powered trucks
using transient chassis dynamometer test procedures. Both the gasoline- and
diesel-powered trucks are used in similar types of general delivery service
and v:ere tested over the same driving cycles, the HDTC and DRR, at s-:,nilar
chassis dynamometer road-load horsepower settings. How, then, do the emission
rates compare by truck type (i.e., gasoline versus diesel)? Table 13 provides
a comparison of gasoline and diesel truck HDTC emission rates, listing both
the range of emission rates and the average (the mean with its associated
standard deviation) emission rate in the various emittant categories. The
gasoline trucks are classified by two truck categories, class 2B (four
vehicles) and class 5 or 6 (two vehicles); the diesel trucks are classified by
class 2B (three vehicles) and class 6 (five vehicles) truck categories. The
spread of emission rates listed in Table 13 represents the range of emission
rates in each truck class (i.e., minimum-to-maximum emission rate). From
observation of the data in Table 13, it can be concluded:
1. All class 2B truck emission rates were less than class 5 or 6 truck
emission rates. Class 2B fuel economies were greater than class 5 or 6
fuel economies.
2. HC ar.c. CO emission rates were significantly higher from the gasoline
trucks. Gasoline truck HC emissions ranged from 4 to 13 times greater
than diesel truck HC emissions and gasoline truck CO emissions ranged
from 10 to 40 times greater than diesel truck CO emissions.
42
-------
Table 13. Companion of Gasoline ind Diesel Truck HOTC Emission Hit"
EnHttant
.<> . g/ml
WPG, miles/gal Ion
Total Participate, g/ml
CH?Clj :-E»tractitl!e (I)
Piirt iculate Organlcs, gVmi
Inert Material, g/ml
Si/e fraction >2u, (:)
Class
Range
4.11 - 22.54
44.09 - 82.70
3.67 - 10.90
8.77 . 9.66
0.092 - 0.133
25.1 - 53.1
0.923 - 0.074
0.057 - 0.078
80.9 - 66.8
B Gasoline
Average
10.95 J 8.74
69. IS : 17.66
6.56 ; 3.14
9.30 0.39
0.113 : 0.017
39.4 ; 14.3
0.048 : 0.024
0.066 : 0.010
83.9 ! 3.0
Class
Range
31.93 - 33.99
220.52 - 370.75
5.91 - 9.44
5.15 - 5.35
0.405 - 0.516
25.8 - 43.4
0.104 . 0.278
0.291 - 0.299
77.2 - 96.0
5 or 6 Gasol lie
Average
32.96 ; 1.46
295.64 ; 106.23
7.68 2.50
5.25 t 0.14
0.461 : 0.078
34.6 : 12.4
0.166 ! 0.088
0.295 ; 0.006
86.6 - 13.3
»ci«s
Ra...|r "
0.47 - 4.11
1.88 - 7.V.
3.30 - 6.46
12.65 - 15.80
0.4?2 - 1.202
39.4 - 85.2
0.1R9 - 1.029
0.168 - 0.286
...
68.4 - 101.4
?B 01«M
Average
1.68 2 2.11
3.89 : 3.17
4.64 1.64
14.15 ; 1.58
0.723 : 0.419
64.8 ; 23.3
0.532 : 0.441
0.209 : 0.067
...
83.2 ; 16.8
Class (
Range
2.24 - 6.24
5.64 - 9.87
8.86 - 13.36
8.83 - 10.89
0.762 - 2.218
4S.8 - 78.8
0.360 - 1.702
0.401 - 0.993
...
65.6 - 103.6
Diesel
Average
3.90 ; 1.53
7.80 ; 2.07
10.37 1.83
9.82 - 0.77
1.602 0.555
53.7 14.1
0.891 0.501
0.711 ; 0.248
...
81.1 14.6
-------
X
3. NO emission rates were sMghtly higher (0 to 50%) from the class 6
diesel trucks compared to the class 5 or 6 gasoline trucks.
4. Fuel economy was approximately 60 to 100% greater with the diesel
trucks for comparable truck categories
5. Total particulate matter, CHLCK %-extractables, particulate
organics, and inert material emissions were significantly greater from
the diesel trucks. With the diesel trucks, total particulate matter
ranged from 2 to 9 times greater, CHpCl^ "-extractables ranged from 60S
to 80% greater, particulate organics ranged from 3 to 14 times greater,
and inert material emissions ranged from 1 to 4 times greater than the
respective gasoline truck emission counterparts.
6. The particle size fraction less than 2y averaged over 80% for both
gasoline and dieiel trucks.
The current data base for heavy-duty mobile sources is quite limited, due
primarily to the heavy-duty vehicle certification procedure that develops
work-specific gram per hp-hr emission rates, rather than the grams per mile
emission rates i.ormally required by air quality modelers (1). The few studies
in the heavy-duty mobile sources data base that report data in terms of grams
per mile (1-4), indicate emission rates that are comparable to those found in
this study. Other conclusions and/or observations of note are:
7. HC, CO, total particulate emissions and fuel consumption were
especially sensitive to the characteristics (i.e., average speed,
acceleration rates, and cold or hot start) of the transient driving
44
-------
cycle. The more rigorous the driving cycle, the greater the
above-mentioned emission rates. HDTC (18.9 mph average speed) emissions
were greater than DRR (24.7 mph average speed) emissions; cold-start Bag
1 (NYNF, 7.6 mph average speed) emissions were the greatest of the
composite HDTC.
8. Newer vehicles (in the same truck class) had lower emission ratPS.
9. The 'S-extractables rate seemed related to engine design; engines in
the same engine family gave similar %-extractable rates.
10. The leaded particulate fraction emission rate from the gasoline
trucks seemed related to engine design; engines in the sair.e engine family
emitted similar leaded particulate fractions.
45
-------
cycle. The more vigorous the driving cycle, the greater the
above-mentioned emission rates. HDTC (18.9 mph average speed) emissions
were greater than DRR (24.7 mph average speed) emissions; cold-start Bag
1 (NYNF, 7.6 mph average speed) emissions were the greatest of the
composite HDTC.
8. Newer vehicles (in the same truck class) had lower emission rates.
9. The %-extractables rate seemed related to engine desig; engines in
the same engine family gave similar *-extractable rates.
10. The leaded participate fraction emission rate from the gasoline
trucks seemed related to engine design; engines in the same engine family
emitted similar leaded particulate fractions.
46
-------
ACKNOWLEDGEMENTS
The authors wish to thank Susan Bass for manuscript preparation, Ben Maye
for vehicle preparation and driving, Roy Carlson for vehicle acquisition, Foy
King for performing the particulate emissions analysis, and special kudos to
William Ray for performing the gaseous emissions analysis and helpful
technical discussions.
The content of this publication does not necesarily reflect the views or
policies of the U.S. Environmental Prot°ction Agency, nor does the mention of
trade names, commercial products, or organizations imply endorsement by the
U.S. Government.
47
-------
REFERENCES
1. F. Black, W. Ray, F. King, W. Karches, R. Bradow, N. Perry, J. Duncan,
and W. Crews, "Emissions From In-Use Heavy-Duty Gasoline Trucks." SAE
Paper 841356, October 1984.
2. H. A. Harner-Selph and H. E. Dietzmann, "Characterization of Heavy-Duty
Motor Vehicle Emissions Under Transient Driving Conditions." Final
Report to U.S. Environmental Protection Agency under Contract No.
68-02-3722, October 1984.
3. H. E. Dietzmann, H. A. Parness, and R. L. Bradow, "Emissions from
Gasoline and Diesel Delivery Trucks by Chassis Transient Cycle." Amer.
Soc. Mech. Engineers Paper No. 81-DGP-6, January 1081.
4. H. E. Dietzmann, M. A. Parness, and R. L. Bradow, "Emissions from Trucks
by Chassis Version of the 1983 Transient Procedure." SAE paper 801371,
October 1980.
5. "Protecting Our Air." EPA Journal 10(7), U.S. Environmental Protection
Agency, 1984. United States Environmental Protection Agency, Office of
Public Affairs (A-107), Washington, D.C. 20460.
6. "National Air Pollution Emissions Estimates, 1940-1980.' EPA
450/4-82-001, U.S. Environmental Protection Agency, Research Triangle
Park, N.C., January 1982.
48
-------
7. F. Black, J. Braddock, R. Bradow, and M. Ingalls, "Highway Motor Vehicles !
as Sources of Atmospheric Particles: Projected Trends 1977 to 2000."
Submitted for publication.
8. C. J. France, W. Clemmons, and T. Wysor, "Recommended Practice for ,
Determining Exhaust Emissions from Heavy-Duty Vehicles under Tranrient
Conditions." Technical Report SDSB 79-08, Ann Arbor, Michigan, U.S.
Environmental Protection Agency, February 1979.
9. "Control of Air Pollution from New Motor Vehicles and New Moto" Vehicle
Engines; Participate Regulation for Heavy-Duty Diesel Engines (Proposed
Rule)." 40 CFR, Part 86, Vol. 46, No. 4, Part III: 1910-1967, Janudry 7,
1931.
10. F. Black, and L. High, "Methodology for Determining Particulate and
Gaseous Diesel Hydrocarbon Emissions." SAE Paper 790422, February 1979.
11. W. John, and G. Reischl, "A Cyclone for Size-Selective Sampling of
Ambient Air." ,). Air Polldt. Control Assoc. 30(8), 872-876, 1980.
12. J. Wagman, R. L. Bennett, and K. T. Knapp, "Simultaneous MulHwavelength
Spectrometer for Rapid Elemental Analysis of Particulate Pollutants." In
"X-ray Fluorescence Analysis of Environmental Samples,'1 pp.35-55, Ann
Arbor, Mich.: Ann Arbor Science Publishers, Inc., 1977.
49
-------
13. K. Carpenter, and J. H. Johnson, "Analysis of the Physical
Characteristics of Diesel Participate Matter Using Transmission Electron
Microscope Techniques." SAE Paper 790815, September 1979.
14. K. Habibi, "Characterization of Participate Lead in Vehicle Exhaust -
Experimental Techniques." Environ. Sci. Technol. 4, 239-248, 1970.
15. D. A. Hirschler, L. F. Gilbert, F. W. Lamb, and L. M. Niebylski,
"Particulate Lead Compounds in Automobile Exhaust Gas." Ind. Eng. Chem.
49(7), 1131-1142, 1957.
50
-------
APPENDIX A
Integrated/Weighted Gaseous and Particulate Emission Rates
for Gasoline and Diesel-Powered Trucks over the Heavy-Duty
Transient Cycle and the Durham Road Route
(Tables Al - A14)
51
-------
Table Al. FUH413 - Class 28 - Gasoline Integrated/Weighted Gaseous
and Particulate Emission Rates
Emittant3
Heavy-Duty
Transient Cycle
HC
CO
N0x
MPG
Total Particulate
% Extractable
for*.. lYrianics
Inert f-'a -ial
Size Fraction <2y
Durham Road Route
HC
CO
NO
X
MPG
Total Particulate
% Extractable
Part. Organics
Inert Material
Size Fraction <2w
Cold Start
17.81 ± 2.74
100.71 ± 2.19
6.73 ± 0.53
8.79 ± 0.71
0.118 t 0.014
25.0 ± 1.4
0.030 ± 0.003
0.088 ± 0.011
84.3 ± 4.1
10.40 ± 2.50
58.87 ± 9.81
8.37 ± 0.55
10.38 ± 0.51
0.115 ± 0.0?0
26.6 ± 2.7
0.031 ± 0.007
0.084 ± 0.014
83.3 ± 2.9
*
4
3
3
3
4
4
4
4
4
4
3
3
4
4
4
4
4
4.
Hot Start
12.03 ± 0.50
76.90 ± 4.70
6.65 ± 0.24
9.80 ± 0.37
0.088 i 0.008
25.1 ± 2.8
0.022 ± 0.004
0.066 ± 0.005
87.2 ± 2.8
6.60 ± 0.76
42.80 ± 2.25
8.81 ± 0.79
11.14 ± 0.35
0.087 ± 0.006
28.7 ± 2.3
0.025 ± 0.003
0.063 ± 0.004
84.4 ± 4.1
Nb
7
7
6
7
7
7
7
7
7
8
8
6
8
8
7
7
7
7
Weighted
12.86 ± 0.89
80.30 ± 4.34
6.66 ± 0.28
9.66 ± 0.42
0.092 _ 0.009
25.1 ± 2.6
0.023 : 0.004
0.069 i 0.005
86.8 = 3.0
7.14 ± 1.01
45.10 ± 3.33
8.75 ± 0.75
11.03 ± . 0.37
0.091 ± 0.008
28.4 ± 2.4
0.026 ± 0.004
0.066 ± 0.005
84.2 ± 3.9
Emittant results are expressed in terms of crams/mile except flPG (expressed in miles
per gallon), and "-Extractable and Size Fraction <2u (both expressed in percents).
N = Number of valid runs.
52
-------
Table A2. F2H411 - Class 28 - Gasoline Integrated/Weighted Gaseous
and Participate Emission Rates
Emittant3
Heavy-Duty
Transient Cycle
HC
CO
NOX
KPG
Total Particulate
% Extractable
Part. Organics
Inert Material
Size. Fraction <2p
Durham Road Route
KC
CO
h'°x
MrG
Total Particulate
% Extractable
Part. Organics
Inert Material
Size Fraction <2y
Cold Start
26.83 ± 1.71
88.61 ± 6.01
11.46 ± 0.91
7.68 ± 0.53
0.170 ± 0.004
26.4 ± 0.4
0.045 ± 0.001
0.125 ± 0.004
66.2 ± 2.2
11.27 ± 0.83
60.44 ± 2.44
12.57 ± 0.42
9.34 ± 0.14
0.122 ± 0.013
29.3 ± 3.7
0.036 ± 0.008
0.086 ± 0.004
78.8 ± 1.3
Nb
3
3
3
3
2
2
2
2
2
3
3
3
3
2
2
2
2
2
Hot Start
21.83 ± 0.18
66.34 ± 1.70
10.81 ± 0.75
8.95 ± 0.29
0.100 ± 0.002
29.7 ± 4.1
0.029 ± 0.070
0.070 ± 0.005
84.2 ± 12.9
9.32 ± 0.03
45.70 ± 0.59
12.38 ± 0.53
10.44 ± 0.15
0.097 ± 0.004
27.8 ± 3.1
0.027 ± 0.002
0.070 ± 0.005
76.8 ± 3.7
Nb
6
6
6
6
6
2
6
5
6
5
5
6
5
6
6
6
6
5
Weighted
22.54 s 0.40
69.52 ± 2.32
10.90 ± 0.77
8.77 ± 0.32
0.110 ± 0.002
29.2 ± 3.6
0.031 i 0.060
0.078 ± 0.005
81.6 i 11.4
9.60 ± 0.19
47.81 ± 0.85
12.41 ± 0.51
10.28 ± 0.15
0.101 ± 0.005
28.0 ± 3.2
0.028 ± 0.003
0.072 ± 0.005
77.1 ± 3.4
Emittant results are expressed in terms of grams/mile except MPG (expressed in miles
per gallon), and "-Extractable and Size Fraction <2p (both expressed in percents).
N = Number of valid runs.
53
-------
Table A3. VOY285 - Class 28 - Gasoline Integrated/Weighted Gaseous
and Participate Emission Rates
Emittarla
Heavy-Duty
Transient Cycle
HC
CO
NOX
MPG
Total Particulate
% Extractable
Part. Organics
Inert Material
Size. Fraction <2u
Durham Road Route
HC
CO
NOX
MPG
Total Particulate
% Extractable
Part. Organics
Inert Material
Size Fraction <2p
Cold Start
6.87 ± 0.80
116.15 ± 10.37
3.47 ± 0.07
8.35 ± 0.26
0.219 ± 0.012
58.0 ± 8.4
0.128 ± 0.025
0.091 ± 0.013
67.1 ± 2.0
2.96 ± 0.22
59.04 ± 8.97
4.08 ± 0.22
10.94 ± 0.66
0.213 ± 0.018
63.3 ± 5.0
0.135 ± 0.008
0.079 ± 0.017
87.9 ± 3.4
Nb
3
3
3
3
3
3
3
3
^
3
3
3
3
3
3
3
3
3
Hot Start
3.86 ± 0.30
77.13 ± 5.19
3.70 ± 0.13
9.68 t 0.26
0.119 ± 0.010
52.3 r 5.1
0.065 ± 0.006
0.054 - 0.005
33.2 ± 10.4
1.72 ± 0.12
39.93 ± 4.64
4.34 ± 0.14
12.16 ± 0.19
0.103 ± 0.005
50.8 ± 1.8
0.052 ± 0.004
0.051 ± 0.002
86.2 ± 3.3
Nb
6
6
6
6
5
6
5
5
6
6
5
5
6
6
6
6
6
5
Weighted
4.29 ± 0.40
82.70 r 5.93
3.67 ± 0.12
9.49 : 0.26
0.133 : 0.01C
53.1 = 5.6
0.074 : 0.00<
0.059 = 0.006
80.9 r 9.2
1.90 ± 0.13
42.66 = 5.26
4.30 r 0.15
11.99 = 0.26
0.119 ± 0.007
52.6 ± 2.3
0.064 ± 0.005
0.055 ± 0.004
86.4 ± 3.3
Emittant results are expressed in terms of crsnis/mile except MPG (expressed in miles
per gallon), and "-Extractable and Size Fraction <2u (both expressed in percents).
N = Number of valid runs.
54
-------
Table A4. VOY338 - Class 2B - Gasoline Integrated/Weighted Gaseous
and Participate Emission Rates
Emittant3
Heavy-Duty
Transient Cycle
HC
CO
N0x
MPG
Total Particulate
% Extractable
Part. Organics
Inert Material
Size. Fraction <2y
Durham Road Route
HC
CO
N0x
MPG
Total Particulate
% Extractable
Part. Organics
Inert Material
Size Fraction <2\i
Cold Start
9.38 ± 0.45
140.95 ± 12.12
4.06 ± 0.30
7.48 ± 0.09
0.250 ± 0.052
55.0 ± 10.6
0.143 ± 0.056
0.106 ± 0.008
78.8 ± 3.3
2.80 ± 0.30
56.18 ± 5.61
4.64 ± 0.42
10.74 ± 0.10
0.145 ± 0.026
49.8 ± 5.0
0.073 ± 0.020
0.072 ± 0.007
81.3 ± 10.6 .
#
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
Hot Sta»-t
J.23 ± 0.25
27.95 ± 4.20
5.15 ± 0.21
9.59 ± 0.21
0.096 ± 0.016
49.2 ± 7.8
0.048 ± 0.015
0.049 ± 0.007
87.3 ± 14.2
1.71 ± 0.05
18.37 ± 2.38
5.35 ± 0.31
12.26 ± 0.10
0.079 ± 0.010
47.9 ± 5.1
0.038 ± 0.010
0.041 ± 0.003
81.5 ± 3.5
Nb
6
6
6
6
6
6
6
6
6
6
6
6
6
6
5
5
5
5
Weighted
4.11 ± 0.28
44.09 ± 5.33
4.99 ± 0.22
9.29 ± 0.19
0.118 ± 0.021
50.17 i 8.2
0.062 ± 0.021
0.057 ± 0.007
86.1 ± 12.6
1.87 ± 0.09
23.77 ± 2.84
5.25 ± 0.33
12.04 ± 0.10
0.088 ± 0.012
48.2 ± 5.1
0.043 ± 0.010
0.045 ± 0.004
81.4 ± 4.5
3 Emittant results are expressed in terms of grams/mile except f1PG (expressed in miles
per gallon), and %-Extractable and Size Fraction <2p (both expressed in percents).
N = Number of valid runs.
55
-------
Table A5. F3H633 - Class 5 - Gasoline Integrated/Weighted Gaseous
and Particulate Emission Rates
Emittant3
Heavy-Duty
Transient Cycle
HC
CO
N0x
MPG
Total Particulate
% Extractable
Part. Organics
Inert Material
Size Fraction <2u
Durham Road Route
HC
CO
NOX
MPG
Total Particulate
% Extractable
Part. Organics
Inert Material
Size Fraction <2\i
Cold Start
45.74 ± 3.05
405.16 ± 29.09
5.07 ± 0.70
4.95 ± 0.19
0.512 ± 0.042
28.4 ± 0.4
0.145 ± 0.010
0.367 ± 0.032
90.7 i 0.4
23.38 = 0.79
366.28 ± 7.02
5.65 = 0.29
5.59 ± 0.10
0.481 ± 0.034
27.8 ± 1.5
0.141 ± 0.015
0.359 ± 0.000
93.1 ± 8.0
Nb
4
4
4
4
2
2
2
2
2
4
4
4
4
3
3
2
2
3
Hot Start
32.03 t 2.16
365.01 ± 21.78
5.05 ± 0.13
5.42 ± 0.27
0.387 ± 0.080
25.4 ± 4.9
0.098 ± 0.026
0.288 i 0.063
75.0 ± 11.6
18.92 2 1.53
340.85 i 17.80
6.26 = 0.62
5.77 ± 0.27
0.317 ± 0.024
28.5 ± 2.4
0.088 ± 0.004
0.221 ± 0.024
96.7 ± 4.5
Nb
4
4
4
4
3
3
3
3
3
8
8
8
8
8
4
4
4
4
Weighted
33.99 ± 2.29
370.75 ± 22.84
5.91 ± 0.21
5.35 ± 0.26
0.405 i 0.074
25.8 ± 4.3
0.104 ± 0.024
0.299 i 0.059
77.2 : 10.0
19.56 i 1.42
.344.48 i 16.26
6.17 ± 0.57
5.74 ± 0.25
0.340 ± 0.025
28.4 ± 2.2
0.096 ± 0.006
0.241 ± 0.021
96.2 ± 5.0
Emittant results are expressed in terms of grams/mile except tlPG (expressed in miles
per gallon), and "-Extractable and Size Fraction <2p (both expressed in percents).
N = Number of valid runs.
56
-------
Table A6. G63333 - Class 6 - Gasoline Integrated/Weighted Gaseous
and Particulate Emission Rates
Emittant3
Heavy-Duty
Transient Cycle
HC
CO
NOX
MPG
Total Particulat.e
X Extractable
Part. Organics
Inert Material
Size. Fraction <2u
Durham Road Roi.te
HC
CO
N0x
MPG
Total Particulate
% Extractable
Part. Organics
Inert Material
Size Fraction <2\\
Cold Start
44.28 ± 2.14
246.35 ± 25.90
8.38 ± 0.66
4.93 ± 0.23
' 0.712 i 0.041
38.9 ± 6.6
0.297 ± 0.017
0.415 ± 0.030
92.8 ± 7.4
23.71 ± 3.93
221.20 ± 13.17
10.03 ± 1.06
5.35 ± 0.22
0.637 ± 0.118
39.5 ± 3.2
0.249 ± 0.028
0.388 ± 0.092
97.6 ± 0.3
Nb
3
3
4
3
4
5
3
3
2
3
3
3
3
3
3
3
3
2
Hot Start
29.87 ± 1.69
216.22 ± 13.09
9.62 ± 0.86
5.19 ± 0.11
0.483 ± 0.067
44.1 ± 3.0
0.217 ± 0.031
0.270 ± 0.047
96.5 ± 3.1
15.87 ± 1.05
195.29 ± 14.89
10.77 ± 1.04
5.71 ± 0.21
0.430 ± 0.054
38.1 ± 2.2
0.169 ± 0.012
0.277 ± 0.034
93.0 ± 4.2
«*
5
5
5
5
7
6
6
6
5
8
8
7
8
6
5
5
5
5
Weighted
31.93 1 1.75
220.52 i 14.92
9.44 ± 0.83
5.15 ± 0.13
0.516 ± 0.063
43.4 ± 3.5
0.228 ± 0.029
0.291 ± 0.045
96.0 ± 3.7
16.99 ± 1.46
198.99 ± 14.64
10.66 ± 1.04
5.66 ± 0.21 .
0.460 ± 0.063
38.3 ± 2.3
0.180 ± 0.014
0.293 ± 0.042
93.7 i 3.6
Emittant results are expressed in terms of grams/mile except MPG (expressed in miles
per gallon), and "-Extractable and Size Fraction <2p (both expressed in percents).
N = Number of valid runs.
57
-------
Table A7. FDW112 - Class 2B Diesel Integrated/Weighted Gaseous
and Particulate Emission Rates
Emittant3
Heavy-Duty
Transient Cycle
HC
CO
NOX
MPG
Total Particulate
% Extractable
Part. Organics
Inert Material
Size Fraction <2y
Durham Road Route
HC
CO
N0x
MPG
Total Particulate
% Extractable
Part. Organics
Inert Material
Size Fraction <2\>
Cold Start
4.34 ± 0.36
8.56 ± 0.79
4.09 ± 0.39
11.31 ± 0.68
1.191 ± 0.163
76.8 ± 8.9
0.907 ± 0.198
0.284 ± 0.079
103.8 ± 1.1
3.09 ± 0.64
4.79 ± 0.29
3.02 ± 0.23
14.26 ± 0.21
0.985 ± 0.039
90.8 ± 1.0
0.899 ± 0.040
0.086 ± 0.004
101.1 ± 2.1
Nb
4
4
4
4
4
4
4
3
4
3
4
4
4
3
4
3
3
4
Hot Start
4.07 ± 0.41
7.37 ± 0.59
3.17 i 0.55
12.87 i 0.42
1.204 ± 0.190
86.6 ± 7.4
1.049 ± 0.224
0.155 ± 0.077
101.0 r 3.8
2.63 ± 0.41
4.30 ± 0.08
2.65 _ 0.14
15.44 ± C.44
0.871 ± 0.083
91.1 ± 0.8
0.794 ± 0.080
0.077 ± 0.006
100.0 ± 1.7
Nb
9
11
11
13
12
12
12
12
11
10
11
13
13
11
11
11
11
11
Weighted
4.11 ± 0.40
7.54 ± 0.62
3.30 ± 0.53
12.65 ± 0.46
1.202 t 0.186
85.2 ± 7.6
1.029 z 0.220
0.173 ± 0.077
101.4 ± 3.4
2.70 ± 0.44
4.37 r 0.11
2.70 ± 0.15
15.27 ± 0.41
0.887 ± 0.077
91.1 ± 0.8
0.809 t 0.074
0.078 ± 0.006
100.0 ± 2.6
Emittant results are expressed in terms of grams/mile except I1PG (expressed in miles
per gallon), and %-Extractable and Size Fraction <2y (both expressed in percents).
N = Number of valid runs.
58
-------
Table A8. CDR734 - Class 2B - Diesel Integrated/Weighted Gaseous
and Particulate Emission Rates
Emittant3
Heavy-Duty
Transient Cycle
HC
CO
NO
MPG
Total Particulate
a Extractable
Part. Organics
Inert Material
Size Fraction <2p
Durham Road Route
HC
CO
NOX
MPG
Total Particulate
% Extractable
Part. Organics
Inert Material
Size Fraction <2y
Cold Start
0.67 ± 0.05
2.21 ± 0.10
4.00 ± 0.29
14.38 ± 0.67
0.709 ± 0.101
39.1 ± 4.2
0.278 ± 0.058
0.431 ± 0.057
54.5 ± 7.0
0.44 ± 0.02
1.33 ± 0.07
4.20 ± 0.06
15.59 ± 0.28
0.316 ± 0.026
45.0 ± 2.5
0.142 ± 0.005
0.174 ± 0.022
67.2 ± 4.5
Nb
3
8
7
8
4
4
4
4
4
3
3
3
3
3
3
3
3
3
Hot Start
0.42 ± 0.03
1.83 ± 0.09
4.17 ± 0.29
16.04 ± 0.57
0.432 ± 0.046
39.4 ± 5.0
0.174 ± 0.035
0.262 ± 0.034
70.7 ± 4.6
0.25 ± 0.01
1.14 ± 0.05
4.26 ± 0.22
17.09 ± 0.43
0.282 ± 0.028
45.3 ± 2.0
0.127 ± .0.008
0.155 ± 0.020
76.3 ± 5.0
Nb
3
15
14
14
7
7
7
7
7
3
11
11
12
8
8
8
8
8
Weighted
0.45 ± 0.03
1.88 ± 0.09
4.15 ± 0.29
15.80 ± 0.58
0.472 ± 0.054
39.4 ± 4.9
0.189 ± 0.038
0.286 ± 0.037
68.4 ± 4.9
0.28 ± 0.01
1.17 ± 0.05
4.25 ± 0.20
16.88 ± 0.41 .
0.287 ± 0.028
45.3 ± 2.1
0.129 ± 0.008
0.158 ± 0.020
75.0 ± 4.9
Emittant results are expressed in terms of grams/mile except MPG (expressed in miles
per gallon), and S-Extractable and Size Fraction <2p (both expressed in percents).
N = Number of valid runs.
59
-------
Table A9. FDP387 - Class 2B - Diesel Integrated/Weighted Gaseous
and Participate Emission Rates
1
Emittant3
Heavy-Duty
Transient Cycle
HC
CO
NOX
MPG
Total Particulate
f, Extractable
Part. Organics
Inert Material
Size Fraction <2\i
Durham Road Route
HC
CO
NO
HPG
Total Particulate
% Extractable
Part. Organics
Inert Material
Size Fraction <2u
Cold Start
0.62 ± 0.05
2.51 ± 0.11
7.71 ± 0.19
12.2 ± 0.16
0.697 ± 0.053
60.1 ± 5.7
0.417 ± 0.026
0.280 ± 0.057
64.4 ± 4.8
G.51 ± 0.07
1.91 ± 0.05
4.54 ± 0.12
14.8 ± 0.31
0.607 ± 0.029
58.2 ± 4.8
0.353 ± 0.032
0.254 ± 0.034
59.7 ± 7.3
Nb
3
4
4
4
4
4
4
4
4
7
7
7
7
4
4
4
4
3
Hot Start
0.44 ± 0.04
2.19 ± 0.12
6.25 ± 0.09
14.3 ± 0.32
0.520 ± 0.012
71.4 ± 5.4
0.371 ± 0.027
0.149 ± 0.029
79.0 ± 3.2
0.40 ± 0.01
1.55 ± 0.05
4.47 ± 0.20
16.4 ± 0.20
0.476 ± 0.014
71.4 ± 2.7
0.340 ± 0.012
0.137 ± 0.016
79.6 ± 7.5
Nb
7
7
7
7
7
7
7
7
6
3
11
11
11
8
8
8
8
7
Weighted
0.47 = 0.04
2.24 ± 0.12
6.46 ± 0.10
14.0 ± 0.28
0.545 ± 0.01*
69.8 ± 5.4
0.378 ± 0.025
0.168 ± 0.03;
76.9 ± 3.4
0.42 ± 0.02
1.60 ± 0.05
4.48 ± 0.19
16.2 ± 0.21
0.495 = 0.016
69.5 ± 3.0
0.342 ± 0.015
0.154 ± 0.019
76.8 t 7.5
Emittant results are expressed in terms of grams/mile except flPG (expressed in miles
per gallon), and "-Extractable and Size Fraction <2p (both expressed in percents).
U = Number of valid runs.
60
-------
Table A10. CDK7%A - Class 6 - Diesel Integrated/Weighted Gaseous
and Particulate Emission Rates
Emittant3
Heavy-Duty
Transient Cycle
HC
CO
NOX
MPG
Total Particulate
" Extractable
Part. Organics
Inert Material
Size. Fraction <2p
Durham Road Route
HC
CO
N0x
MPG
Total Particulate
% Extractable
Part. Organics
Inert Material
Size Fraction <2\>
Cold Start
4.88 ± 0.07
13.09 ± 0.49
9.50 ± 0.11
8.28 ± 0.10
2.191 ± 0.287
54.8 ± 9.7
1.212 ± 0.335
0.979 ± 0.178
100.9 ± 4.7
3.19 ± 0.08
8.60 ± 0.31
7.23 ± 0.49
10.12 ± 0.27
1.795 ± 0.061
34.5 ± 4.8
0.618 ± 0.065
1.177 ± 0.126
82.7 ± 15.7
Nb
3
3
3
3
3
3
3
3
3
3
3
3
3
2
2
2
2
2 '
Hot Start
4.06 ± 0.15
9.14 ± 0.38
9.27 ± 0.19
8.92 ± 0.04
1.627 ± 0.343
49.6 ± 8.9
0.758 ± 0.122
0.869 ± 0.221
104.0 ± 3.7
2.78 ± 0.13
6.84 ± 0.30
7.34 ± 0.44
10.76 ± 0.41
1.447 ± 0.094
34.0 ± 3.8
0.492 ± 0.034
0.963 ± 0.118
88.3 ± 14.7
Nb
7
7
7
7
4
5
4
4
5
6
6
6
6
6
5
5
5
6
Weighted
4.18 ± 0.14
9.70 ± 0.40
9.30 ± 0.18
8.83 ± 0.05
1.708 ± 0.335
50.3 ± 9.0
0.823 ± 0.153
0.883 ± 0.215
103.6 ± 3.8
2.84 ± 0.12
7.09 ± 0.30
7.32 a. 0.45
10.67 ± 0.39 .
1.497 ± 0.089
34.07 ± 3.9
0.510 ± 0.038
0.994 ± 0.119
87.5 ± 14.8
3 Emittant results are expressed in terms of grams/mile except MPG (expressed in miles
per gallon), and %-Extractable and Size Fraction <2v (both expressed in percents).
N = Number of valid runs.
61
-------
Table All. CDW780 - Class 6 - Diesel Integrated/Weighted Gaseous
and Particulate Emission Rates
Emittant9
Heavy-Duty
Transient Cycle
HC
CO
NOX
MPG
Total Particulate
% Extractable
Part. Organics
Inert Material
Size Fraction <2\i
Durham Road Route
HC
CO
NOX
MPG
Total Particulate
% Extractable
Part. Organics
Inert Material
Si/e Fraction <2u
Cold Start
4.03 ± n.45
9.21 ± 0.19
9.29 ± 0.28
8.67 ± 0.50
2.041 ± 0.263
48.5 ± 4.1
0.984 ± 0.092
1.057 ± 0.206
66.5 ± 8.2
2.21 ± 0.28
7.11 ± 0.21
8.97 ± 0.32
9.16 ± 0.34
1.435 ± 0.213
37.4 ± 4.4
0.531 ± 0.041
0.904 ± 0.190
71.9 ± 3.7
Nb
3
3
3
3
4
4
4
4
4
4
4
4
4
4
4
4
4
4
Hot Start
2.71 ± 0.21
5.10 ± 0.30
8.79 ± 0.33
9.90 ± 0.22
1.298 ± 0.122
45.4 i 3.6
0.588 ± 0.058
0.710 ± 0.094
74.5 ± 2.8
1.84 ± 0.13
5.20 ± 0.35
9.30 ± 0.26
9.91 ± 0.13
1.142 ± 0.074
27.7 ± 2.5
0.366 ± 0.161
0.765 ± 0.202
73.2 ± 2.9
Nb
7
10
8
9
7
7
7
7
/
8
8
7
7
8
8
8
8
8
Weighted
2.90 ± 0.24
5.69 ± 0.28
8.86 ± 0.32
9.72 ± 0.26
1.404 ± 0.142
45.8 ± 3.7
0.646 ± 0.063
0.760 ± 0.110
73.4 ± 3.6
1.91 ± 0.15
5.47 ± 0.33
9.25 ± 0.27
9.81 ± 0.15 .
1.184 ± 0.094
29.1 ± 2.8
0.390 ± 0.144
0.785 ± 0.200
73.0 ± 3.0
3 Emittant results are expressed in terms of grams/mile except MPG (expressed in miles
per gallon), and %-Extractable and Size Fraction <2y (both expressed in percents).
N = Number of valid runs.
62
-------
Table A12. FDW161 - Class 6 - Diesel Integrated/Weighted Gaseous
emu rdr i nil id ie Liillbbiun KdT,65
Emittant3
Heavy-Duty
Transient Cycle
HC
CO
N0x
MPG
Total Parti cuidte
% Extractable
Part. Organics
Inert Material
Size. Fraction <2u
Durham Road Route
HC
CO
N0x
MPG
Totsl Particulate
% Extractable
Part. Organics
Inert Material
Size Fraction <2p
Cold Start
2.87 ± 0.06
8.75 ± 0.51
10.97 ± 0.54
9.77 ± 0.30
1.253 ± 0.029
54.8 ± 6.7
0.687 ± 0.087
0.566 ± 0.085
70.4 ± 3.2
1.55 ± 0.04
6.24 ± 0.31
, 9.54 i 0.12
10.25 ± 0.26
0.995 ± 0.087
49.4 t 2.5
0.490 ± 0.022
0.505 ± 0.068
74.7 ± 6.7
Nb
4
4
4
4
4
4
4
4
4
3
3
3
3
3
3
3
3
3
Hot Start
2.12 ± 0.14
5.12 ± 0.46
10.85 ± 0.22
11.08 ± 0.25
0.680 ± 0.072
44.5 ± 5.5
0.306 ± 0.055
0.374 ± C.053
77.5 t 4.1
1.15 ± f;.04
4.05 ± 0.16
9.74 ± 0.23
11.19 ± 0.23
0.611 ± 0.037
34.7 ± 2.7
0.211 ± 0.011
0.400 ± 0.038
73.2 ± 4.0
i
Nb
8
o
7
8
7
8
7
7
7
6
6
6
6
6
6
6
6
6
Weighted
i
i
2.24 ± 0.13
i
5.64 ± 0.47 '
10.87 ± 0.27
10.89 ± 0.26
0.762 ± 0.066
46.0 ± 5.7
0.360 ± 0.059
0.401 ± 0.053
76.5 ± 4.0
1.21 ± 0.04
4.36 ± 0.18
9.71 ± 0.21
11.06 ± 0.23 .
0.666 ± 0.044
36.8 ± 2.7
0.251 ± 0.013
0.415 ± 0.042
73.4 ± 4.4
3 Emittant results are expressed in terns of grams/mile exceot MPG (expressed in miles
per gallon), and "-Extractable and Size Fraction <2u (both expressed in percents).
N = Number of valid rins.
63
-------
Table A13. FDB420 - Class 6 - Diesel Integrated/weighted Gaseous
and Particulate Emission Rates
Em'ttant3
Heavy-Duty
Transient Cycle
HC
CO
NOX
KPG
Total Particulate
2 Extractable
Part. Organics
Inert Material
Size Fraction <2u
Durham Road Route
HC
CO
NOX
MPG
Total Particulate
% Extractable
Part. Organics
Inert Material
Size Fraction <2y
Cold Start
7.71 ± 0.87
12.01 ± 1.08
14.07 ± 0.32
9.11 ± 0.16
3.105 ± 0.423
77.1 i 5.8
2.388 t 0.339
0.713 : 0.239
79.5 - 6.7
5.15 i O.Oo
8.42 ± 0.26
11.64 ± 0.20
9.83 ± 0.11
2.411 ± 0.210
84.4 ± 4.2
2.029 ± 0.070
0.371 ± 0.212
87.3 ± 7.5
*
4
4
3
4
4
4
4
4
3
3
3
3
3
3
3
3
3
3
Hot Start
5.99 ± 0.26
7.45 * 0.46
13.24 : 0.72
10.33 = 0.44
2.070 ; 0.071
79.1 = 3.0
1.5SS _ 0.191
0.482 ± 0.142
87.3 - 5.4
4.61 : 0.16
6.26 ± 0.31
11.37 ± 0.70
10.60 ± 0.11
1.863 i 0.033
85.0 * 3.6
1.583 ± 0.048
0.281 ± 0.072
90.6 ± 3.1
Nb
6
8
6
8
8
8
8
Q
s
6
6
6
6
6
6
6
6
6
Weighted
6.24 ± 0.35
8.10 ± 0.55
13.36 t 0.66
10.16 ± 0.40
2.218 ± 0.121
78.8 i 3.4
1.702 i 0.212
0.516 t 0.156
86.2 ± 5.6
4.69 ± 0.15
6.57 ± 0.30
11.41 ± 0.63
10.49 = 0.11
1.941 t 0.060
84.9 ± 3.7
1.647 ± 0.051
0.294 ± 0.092
90.1 ± 3.7
3 Emittant results are expressed in terns of grams/mile except HPG (expressed in miles
per gallon), and "-Extractable and Size Fraction <2y (both expressed in percents).
N = Number of valid runs.
64
-------
Table A14. CDW786B - Class 6 - Diesel Integrated/Weighted Gaseous
and Particulate Emission Rotes
Emittant3
Heavy-Duty
Transient Cycle
HC
CO
NOX
MPG
Total Particulate
r, Extractable
Part. Organics
Inert Material
Size. Fraction <2y
Durham Road Route
HC
CO
fi°x
MPG
Total Particulate
% Extractable
Part. Organics
Inert Material
Size Fraction <2y
Cold Start
6.45 ± 0.39
15.28 ± 1.17
9.43 ± 0.64
8.72 ± 0.21
3.029 ± 0.226
54.3 ± 4.6
1.647 ± 0.220
1.3S2 ± 0.142
61.4 ± 9.4
Nb
3
4
4
4
4
4
4
4
4
Hot Start
3.55 ± 0.24
8.97 ± 0.70
9.47 ± 0.15
9.61 ± 0.13
1.730 ± 0.192
46.5 ± 7.6
0.802 ± 0.134
0.928 ± 0.195
66.3 ± 5.1
1.99 t 0.27
6.94 ± 0.50
8.72 ± 0.54
9.66 ± 0.24
1.547 * 0.239
30.0 ± 5.0
0.456 ± 0.052
1.091 ± 0.240
63.0 ± 6.1
Nb
7
8
6
8
4
4
4
4
4
7
7
7
7
8
8
8
8
8
Weighted
3.96 ± 0.26
9.87 ± 0.76
9.46 ± 0.22
9.48 ± 0.14
1.916 ± 0.19;
47.6 ± 7.2
0.923 ± O.K6
0.993 ± 0.1S7
65.6 ± 5.7
Emittant results are expressed in terms of grams/mile except MPG (expressed in miles
per gallon), and S-Extractable and Size Fraction <2u (both expressed in percents).
N = Number of valid runs.
65
-------
APPENDIX B
Heavy-Buty Transient Cycle Individual Bag Gaseous Emission
Rates for Gasoline and Diesel-Powered Trucks
(Tables Bl - B14)
66
-------
Table 81. FUH413 - Class 2B - Gasoline HDTC Individual Bag
Gaseous Emission Rates
Emittant3
HC Bag-1
HC Bag-2
HC Bag-3
HC Bag-4
Integrated HC
CO Bag-1
CO Bag-2
CO Bag-3
CO Bag-4
Integrated CO
NOx Bag-1
NOx Bag-2
NOx Bag-3
NOx Bag-4
Integrated NOx
MPG Bag-1
MPG Bag-2
MPG Bag-3
MPG Bag-4
In teg. -a ted KPG
Cold Start
32.36 ± 6.25
20.29 i 2.02
3.12 ± 0.31
18.26 ± 1.79
17.81 ± 2.74.
170.69 ± 15.83
86.91 ± 3.32
23.45 ± 2.10
118.27 ± 1.50
100.71 ± 2.19
6.02 ± 0.91
5.06 ± 0.49
10.63 ± 0.73
5.33 ± 0.60
6.73 ± 0.53
5.75 ± 0.14
9.73 ± 0.69
11.35 ± 0.08
9.01 ± 0.44
8.79 ± 0.71
Nb
3
3
3
3
4
3
3
3
3
3
4
3
4
3
3
3
3
4
3
3
Hot Start
16.23 ± 0.53
11.95 ± 1.103
2.33 ± 0.18
18.21 ± 0.94
12.03 ± 0.50
105.76 ± 2.20
68.57 ± 6.36
16.95 ± 1.33
123.32 ± 2.52
76.90 ± 4.70
5.67 ± 0.19
5.57 ± 0.28
10.72 ± 0.28
4.57 ± 0.25
6.65 ± 0.24
8.17 ± 0.19
11.30 ± 0.20
11.66 ± 0.14
9.15 ± 0.50
9.80 ± 0.37
Nb
4
8
6
5
7
5
8
5
4
7
4
8
6
5
6
6
5
7
7
7
Weighted
12.86 ± 0.89
80.30 ± 4.34
6.66 ± 0.28
9.66 ± 0.42
a Emittant results are expressed in terms of grams/mile except MPG,
which is expressed in miles per gallon.
N = Number of valid runs.
67
-------
Table B2. F2H411 - Class 2B - Gasoline HDTC Individual Bag
Gaseous Emission Rates
Emittant3
HC Bag-1
HC Bag-2
HC Bag-3
HC Bag-4
Integrated HC
CO Bag-1
CO Bag-2
CO Bag-3
CO Bag-4
Integrated CO
NOx Bag-1
NOx Bag-2
NOx Bag-3
NOx Bag-4
Integrated NOx
MPG Bag-1
MPG Bag-2
MPG Bag-3
MPG Bag-4
Integrated MPG
Cold Start
49.27 ± 4.51
23.20 ± 1.56
4.49 ± 0.22
31.92 ± 3.60
26.83 ± 1.71
137.90 ± 13.264
82.28 ± 6.26
37.17 ± 1.29
100.46 r 11.77
88.61 ± 6.01
12.08 ± 1.90
8.71 ± 0.82
15.85 ± 0.93
9.30 ± 0.40
11.46 ± 0.91
5.37 ± 0.77
9.26 ± 0.49
10.75 ± 0.02
7.31 ± 0.17
7.68 ± 0.53
Nb
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
Hot Start
34.08 ± 0.74
19.23 ± 0.95
3.95 ± 0.24
31.30 ± 0.50
21.83 ± 0.18
85.46 - 8.89
54.42 : 4.02
28.33 t 0.91
97.45 t 9.64
66.34 ± 1.70
9.38 ± 0.77
8.74 ± 0.41
16.05 ± 0.81
8.61 ± 0.93
10.81 ± 0.75
7.49 ± 0.21
10.60 ± 0.28
11.29 ± 0.10
7.59 ± 0.34
8.95 ± 0.29
Nb
6
6
6
6
6
6
5
6
6
6
4
5
6
5
6
4
6
6
6
6
Weighted
22.54 ± 0.40
69.52 ± 2.32
10.90 ± 0.77
8.77 ± 0.32
Emittant results are expressed in terms of grams/mile except MPG,
which is expressed in miles per gallon.
N = Number of valid runs.
68
-------
Table B3. VOY285 - Class 2B - Gasoline HDTC Individual Bag
Gaseous Emission Rates
Emittant3
HC Bag-1
HC Bag-2
HC Bag-3
HC Bag-4
Integrated HC
CO Bag-1
CO Bag-2
CO Bag-3
CO Bag-4
Integrated CO
NOx Bag-1
NOx Bag-2
NOx Bag-3
NOx Bag-4
Integrated NOx
MPG Bag-1
MPG Bag-2
MPG Bag-3
MPG Bag-4
Integrated MPG
Cold Start
13.06 ± 2.57
7.93 ± 0.74
1.45 ± 0.21
5.18 ± 0.61
6.87 ± 0.80
197.96 ± 43.72
110.62 ± 8.38
24.90 ± 0.85
136.47 ± 9.12
116.15 ± 10.37
3.18 ± 0.43
3.09 ± 0.13
4.49 ± 0.64
3.09 ± 0.11
3.47 ± 0.07
6.37 ± 0.63
9.12 ± 0.20
12.22 ± 0.04
7.52 ± 0.29
8.3b ± 0.26
Nb
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
Hot Start
6.10 ± 0.43
3.74 ± 0.41
1.09 ± 0.06
4.05 ± 0.38
3.86 ± 0.30
99.03 ± 10.24
72.33 ± 3.00
17.16 ± 1.20
115.72 ± 6.91
77.13 ±. 5.19
3.01 ± 0.31
3.39 ± 0.13
5.00 ± 0.21
3. 38 ± 0.22
3.70 ± 0.13
8.45 ± 0.56
10.78 ± 0.38
13.01 ± 0.14
7.83 ± 0.27
9.68 ± 0.26
Nb
5
5
6
6
6
5
5
5
6
6
6
6
6
6
6
6
6
6
6
6
Weighted
4.29 ± 0.40
82.70 ± 5.93
3.67 ± 0.12
9.49 ± 0.26
Emittant results are expressed in terms of grams/mile except MPG,
which is expressed in miles per gallon.
N = Number of valid runs.
69
-------
Table B4. VOY338 - Class 2B - Gasoline HDTC Individual Bag
Gaseous Emission Rates
Emittant3
HC Bag-1
HC Bag-2
HC Bag-3
HC Bag-4
Integrated HC
CO Bag-1
CO Bag-2
CO Bag-3
CO Bag-4
Integrated CO
NOx Bag-1
NOx Bag-2
NOx Bag-3
NOx Bag-4
Integrated NOx
MPG Bag-1
MPG Bag-2
MPG Bag-3
MPG Bag-4
Integrated MPG
Cold Start
27.32 ± 3.40
5.59 ± 1.33
1.54 i 0.14
3.96 ± 0.19
9.38 ± 0.45
424.36 ± 29.90
62.26 ± 8.98
20.64 ± 0.01
43.01 ± 0.06
140.95 ± 12.12
1.76 ± 0.21
4.18 i 0.15
5.57 ± 0.36
4.04 ± 0.35
4.06 ± 0.30
4.15 ± 0.18
10.20 ± 0.35
12.75 ± 0.16
8.04 ± 0.20
7.48 ± 0.09
Nb
3
3
3
3
3
2
3
2
2
3
2
3
3
3
3
3
3
3
3
3
Hot Start
5.67 ± 0.57
2.64 ± 0.16
1.27 ± 0.04
3.36 ± 0.10
3.23 ± 0.25
41.87 ± 4.71
24.26 ± 3.35
12.74 ± 0.47
31.63 ± 2.17
27.95 ± 4.20
5.31 ± 0.39
4.69 ± 0.24
6.40 ± 0.30
4.13 ± 0.23
5.15 ± 0.21
7.06 ± 0.18
11.71 ± 0.37
13.39 ± 0.17
8.38 ± 0.30
9.59 ± 0.21
Nb
5
6
6
5
6
4
5
5
4
6
5
6
6
5
6
6
6
6
6
6
Weighted
4.11 ± 0.28
44.09 ± 5.33
4.99 ± 0.22
9.29 ± 0.19
Emittant results are expressed in terms of grams/mile except MPG,
which is expressed in rr.iles per gallon.
N = Number of valid runs.
70
-------
Table 85. F3H633 - Class 5 - Gasoline HDTC Individual Bag
Gaseous Emission Rates
Emittant3
HC Bag-1
HC Bag-2
HC Bag-3
HC Bag-4
Integrated HC
CO Bag-1
CO Bag-2
CO Bag-3
CO Bag-4
Integrated CO
NOx Bag-1
NOx Bag-2
NOx Bag-3
NOx Bag-4
Integrated NOx
MPG Bag-1
MPG Bag-2
MPG Bag-3
MPG Bag-4
Integrated MPG
Cold Start
70.36 ± 8.99
43.65 ± 1.89
11.67 ± 0.56
50.90 ± 2.92
45.74 ± 3.05
434.02 ± 73.84
332.16 ± 17.60
395.04 ± 6.59
410.24 ± 48.52
405.16 ± 29.09
5.55 ± 0.73
6.46 ± 0.32:
6.88 ± 0.69
4.53 ± 0.31
5.07 ± 0.70
4.48 ± 0.57
5.76 ± 0.14
5.35 ± 0.10
4.56 ± 0.32
4.95 ± 0.19
Nb
3
3
3
3
4
3
3
3
3
4
3
3
3
4
4
3
4
3
3
4
Hot Start
35.71 ± 3.74
33.82 ± 1.92
11.25 ± 0.36
48.18 ± 8.46
32.03 ± 2.16
364.49 ± 34.51
294.33 ± 0.34
394.13 ± 20.84
422.67 ± 22.32
365.03 ± 21.78
5.35 ± 0.39
6.49 ± 0.34
6.52 ± 0.52
5.21 ± 0.70
6.05 ± 0.13
5.16 ± 0.24
6.04 ± 0.38
5.45 ± 0.16
4.80 ± 0.41
5.42 ± 0.27
Nb
4
4
4
4
4
5
6
6
4
4
4
4
5
4
4
4
6
6
5
4
Weighted
33.99 ± 2.29
370.75 ± 22.84
5.91 ± 0.21
/
5.35 ± 0.26
N = Number of valid runs.
of
71
-------
Table B6. G63333 - Class 6 - Gasoline HDTC Individual Bag
Gaseous Emission Rates
Emittant3
HC Bag-1
HC Bag-2
HC Bag-3
HC Bag-4
Integrated HC
CO Bag-1
CO Bag-2
CO Bag-3
CO Bag-4
Integrated CO
NOx Bag-1
NOx Bag-2
NOx Bag-3
NOx Bag-4
Integrated NOx
MPG Bag-1
MPG Bag-2
MPG Bag-3
MPG Bag-4
Integrated MPG
Cold Start
89.50 ± 14.71
40.82 ± 3.95
10.03 ± 1.13
39.94 ± 3.21
44.28 ± 2.14
417.09 ± 88.37
179.09 ± 9.92
163.49 ± 20.10
311.35 ± 30.22
246.35 ± 25.90
7.05 ± 0.63
8.55 ± 0.42
9.42 ± 1.76
9.04 ± 1.14
8.38 ± 0.66
3.67 ± 0.48
5.48 ± 0.48
6.68 ± 0.39
4.61 ± 0.36
4.93 ± 0.23
Nb
3
3
4
4
3
3
2
4
4
3
3
3
4
4
4
3
3
4
4
3'
Hot Start
45.76 ± 3.73
30.15 ± 3.42
8.32 ± 0.87
34.82 ± 2.77
29.87 t 1.69
285.25 = 38.39
194.19 ± 26.44
155.00 ± 17.71
297.78 ± 24.51
216.22 ± 13.09
11.04 i 1.02
9.88 r 0.96
10.50 ± 0.88
9.82 r 0.34
9.62 ± 0.86
4.30 ± 0.13
5.49 ± 0.19
6.74 ± 0.17
4.53 ± 0.16
5.19 ± 0.11
Nb
8
7
8
8
5
8
6
6
6
5
6
6
6
6
5
8
7
8
7
5
Weighted
31.93 ± 1.75
220.52 ± 14.92
9.44 ± 0.83
5.15 ± 0.13
Errittant results are expressed in terms of grams/mile except MPG,
which is expressed in miles per gallon.
b
N = Number of valid runs.
72
-------
Table B7. FDW112 - Class 2B - Diesel HDTC Individual Bag
Gaseous Emission Rates
Emittant9
HC Bag-1
HC Bag-2
HC Bag-3
HC Bag-4
Integrated HC
CO Bag-1
CO Bag-0
CO Bag-3
CO Bag-4
Integrated CO
NOx Bag-1
NOx Bag-2
NOx Bag-3
NOx Bag-4
Integrated NOx
MPG Bag-1
MPG Bag-2
MPG Bag-3
MPG Bag-4
Integrated MPG
Cold Start
3.83 ± 0.63
3.93 ± 0.39
3.75 ± 0.02
5.46 ± 0.77
4.34 ± 0.36
12.86 ± 1.14
8.92 ± 0.19
4.39 ± 0.94
8.98 ± 0.50
8.56 ± 0.79
6.12 ± 0.46
3.00 ± 0.25
2.67 ± 0.23
4.33 ± 0.32
4.09 ± 0.39
7.45 ± 0.37
15.16 ± 0.59
14.88 ± 0.10
10.85 ± 0.54
11.31 ± 0.68
Nb
3
4
3
4
4
3
3
5
5
4
3
4
4
4
4
3
3
3
5
4
Hot Start
4.86 ± 0.41
2.97 ± 0.21
3.47 ± 0.13
5.47 ± 0.76
4.07 ± 0.41
12.48 ± 0.82
5.83 ± ' 0.23
4.42 ± 0.16
9.20 ± 0.45
7.37 ± 0.59
3.63 ± 0.66
2.07 ± 0.06
2.18 ± 0.38
2.97 ± 0.25
3.17 ± 0.55
10.41 ± 0.31
16.61 ± 0.30
15.49 ± 0.12
11.55 ± 0.43
'l2. 87 ± 0.42
Nb
8
8
8
8
9
8
8
8
7
11
7
4
7
4
11
8
7
8
8
13
Weighted
4.11 ± 0.40
7.54 ± 0.62
3.30 ± 0.53
12.65 ± 0.46
Emittant results are expressed in terms of grams/mile except MPG,
which is expressed in miles per gallon.
N = Number of valid runs.
73
-------
Table 88. CDR734 - Class 2B - Diesel HDTC Individual Bag
Gaseous Emission Rates
Emittanta
HC Bag-1
HC Bag-2
HC Bag-3
HC Bag-4
Integrated HC
CO Bag-1
CO Bag-2
CO Bag-3
CO Bag-4
Integrated CO
NOx Bag-1
NOx Bag-2
KOx Bag-3
NOx Bag-4
Integrated NOx
HPG Bag-1
MPG Bag-2
MPG Bag-3
MPG Bag-4
Integrated MPG
Cold Start
1.00 ± 0.14
0.62 ± 0.05
0.30 ± 0.03
0.78 ± 0.06
0.67 ± 0.05
3.65 ± 0.30
2.34 ± 0.11
0.95 ± 0.03
1.97 ± 0.12
2.21 ± 0.10
5.48 ± 0.58
2.85 ± 0.28
3.37 ± 0.28
4.49 ± 0.31
4.00 t 0.29
10.17 ± 0.63
17.43 ± C.40
16.19 ± 0.20
14.59 ± 0.87
14.38 ± 0.67
Nb
3
7
7
3
3
8
8
8
8
8
7
7
7
7
7
6
6
8
8
8
Hot Start
0.53 ± 0.06
0.35 ± 0.04
0.22 ± 0.01
0.62 ± 0.07
0.42 ± 0.03
2.87 ± 0.15
1.62 ± 0.09
0.88 ± 0.03
1.99 ± 0.17
1.83 ± 0.09
4.91 ± 0.46
3.14 ± 0.32
3.84 ± 0.26
4.93 ± 0.51
4.17 i 0.29
13.71 ± 0.67
20.33 ± 1.00
16.88 ± 0.34
14.44 ± 0'.78
16.04 ± 0.57
Nb
4
4
5
3
3
14
15
14
15
15
14
14
14
14
14
14
15
15
14
14
Weighted
0.45 ± 0.03
1.88 ± 0.09
4.15 ± 0.29
15.80 ± 0.58
Emittant results are expressed in terms of grams/mile except MPG,
which is expressed in miles per gallon. . .
N = Number of valid runs.
74
-------
Table B9. FDP387 - Class 2B - Diesel HDTC Individual Bag
Gasecus Emission Rates
Emittant3
HC Bag-1
HC Ba.;-2
HC Bag-3
HC Bag-4
Integrated HC
CO Bag-1
CO Bag-2
CO Bag-3
CO Bag-4
Integrated CO
NOx Bag-1
NOx Bag-2
NOx Bag-3
NOx Bag-4
Integrated NOx
MPG Bag-1
MPG Bag-2
MPG Bag-3
MPG Bag-4
Integrated MPG
Cold Start
0.70 ± 0.12
0.51 T 0.03
0.53 ± 0.04
0.76 ± 0.06
0.62 ± 0.05
3.30 ± 0.15
2.51 ± 0.13
1.87 t 0.06
2.40 ± 0.15
2.51 ± 0.11
15.17 t 0.67
4.81 t 0.16
3.48 ± 0.21
7.94 ± 0.53
7.71 ± 0.19
7.84 ± 0.26
16.10 ± 0.07
15.83 i 0.24
12.93 ± 0.31
12.23 ± 0.16
Nb
3
3
-r
3
3
4
4
4
4
4
4
4'
4
4
4
4
4
4
4
4
Hot Start
0;33 ± 0.04
0.28 ± 0.03
0.41 t 0.02
0.73 ± 0.07
0.44 ± 0.04
3.05 ± 0.17
1.80 ± 0.12
1.50 ± 0.07
2.48 ± 0.26
2.19 ± 0.12
8.04 ± 0.30
5.15 ± 0.14
3.65 ± 0.07
8.44 ± .0.26
6.25 ± 0.09
11.52 ± 0.56
18.23 ± 0.53
16.44 ± 0.13
12.83 ± 0.64
14.30 ± 0.32
Nb
5
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
6
6
6
7
Weighted
0.47 ± 0.04
2.24 ± 0.12
6.46 ± 0.1C
14.00 ± 0.28
Emittant results are expressed in terms of grams/mile except MPG,
which is expressed in miles per gallon.
N = Number of valid runs.
75
-------
Table BIO. CDW786 - Class 6 - Diesel HDTC Individual Bag
Gaseous Emission Rates
Emittant3
HC Bag-1
HC Bag-2
HC Bag-3
HC Bag-4
Integrated HC
CO Bag-1
CO Bag-2
'CO Bag-3
CO Bag-4
Integrated CO
NOx Bag-1
f.'Ox Bag-2
N'Ox Bag-3
NOx Bag-4
Integrated NOx
MPG Bag-1
MPG Bag-2 '
MPG Bag-3
MPG Bag-4
Integrated MPG
Cold Start
7.51 ± 0.38
4.45 + 0.03
1.66 ± 0.05
6.12 ± 0.46
4.88 ± 0.07
27.17 ± 2.08
10.63 ± 0.33
4.61 ± 0.42
10.68 ± 0.13
13.09 ± 0.49
12.33 ± 0.88
8.03 ± 0.37
6.67 ± 0.03
11.31 x 0.86
9.50 ± 0.11
6.09 ± 0.20
9.45 ± 0.17
10.57 ± 0.17
8.27 ± 0.38
8.28 ± 0.10
Nb
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
Hot Start
4.65 t 0.17
3.98 t 0.17
1.59 t 0.04
6.18 ± 0.33
4.06 ± 0.15
13.95 ± 0.69
8.12 ± 0.43
4.34 ± 0.29
10.52 i 0.88
9.14 ± 0.38
11.14 = 0.55
7.88 ± 1.51
6.58 ± 0.15
12.09 ± 1.02
9.27 ± 0.19
7.38 ± 0.11
9.87 ± 0.25
10.83 ± 0.15
8.24 ± 0.12
8.92 ± 0.04
Nb
7
7
7
7
7
7
7
7
7
7
6
6
6
7
7
6
7
7
7
7
Weighted
4.18 ± 0.14
9.70 ± 0.40
9.30 ± 0.18
8.83 ± 0.05
Emittant results are expressed in terms of grams/mile except MPG,
which is expressed in miles per gallon.
N = Number of valid runs.
76
-------
1
Tabla B1.!. CDW780 - Class 6 - Diesel HDTC Individual Bag
Gaseous Emission Rates
Emittant3
HC Bag-1
HC Bag-2
HC Bag-3
HC Bag-4
Integrated HC
CO Bag-1
CO Bag-2
CO Bag-3
CO Bag-4
Integrated. CO
NOx Bag-1
NOx Bag-2
NOx Bag-3
NOx Bag-4
Integrated NOx
MPG Bag-1
MPG Bag-2
MPG Bag-3
MPG Bag-4
Integrated MPG
Cold Start
7.32 ± 1.29
4.14 ± 0.08
1.52 ± 0.10
4.31 ± 0.73
4.03 ± C.45
17.87 ± 1.93
8.50 ± 0.15
3.62 ± 0.19
6.40 ± 0.46
9.21 ± 0.19
13.17 ± 1.14
7.86 ± 0.56
5.98 ± 0.39
10.51 ± 0.95
9.29 ± 0.28
6.50 ± 0.93
9.58 ± 0.30
13.53 ± 0.62
9.36 ± 0.09
8.67 ± 0.50
Nb
3
3
3
3
3
4
4
4
4
3
3
3
3
3
3
4
4
4
4
3
Hot Scan
2.88 ± 0.36
2.74 ± 0.14
1.26 ± 0.05
4.06 ± 0.33
2.71 ± 0.21
7.12 ± 0.50
4.93 ± 0.39
2.91 i 0.16
5.45 ± 0.40
5.10 ± 0.30
11.12 ± 0.77
7.67 i 0.22
5.79 ± 0.32
11.06 ± 0.48
8.79 ± 0.33
8.60 ± 0.42
10.81 ± 0.35
11.90 ± 0.46
9.08 ± O.FO
9.90 ± 0.22
Nb
6
6
5
5
7
9
10
10
10
10
8
8
8
5
8
10
10
10
10
9
Weighted
2.90 ± 0.24
5.69 ± 0.28
8.86 ± 0.32
j
9.72 ± 0.26
a Emittant results are expressed in terms of grams/mile except MPG,
which is expressed in mileo per gallon.
N = Number of valid runs.
77
-------
Table B12. FDW161 - Class 6 - Diesel HDTC Individual Bag
Gaseous Emission Pates
Entittant3
HC Bag-1
HC Bag-2
HC Bag-3
HC Bag-^
Integrated HC
CO Bag-1
CO Bag-2
CO Bag-3
CO Bag-4
Integrated CO
NOx Bag-1
NOx Bag-2
NOx Bag-3
NOx Bag-4
Integrated NOx
MPG Bag-1
MPG Bag-2
MPG Bag-3
MPG Bag-4
Integrated MPG
Cold Start
4.89 ± 0.57
2.71 t 0.38
1.04 ± 0.12
2.88 t 0.16
2.87 ± 0.06.
18.23 i 2.15
7.96 * 0.62
3.48 ± 0.08
5.63 ± 0.31
8.75 ± 0.51
14.24 ± 1.00
9.66 ± 0.64
7.75 ± 0.32
12.57 ± 0.32
10.97 ± 0.54
7.00 ± 0.34
11.09 ± 0.79
12.34 ± 0.19
10.24 + 0.47
9.77 ± 0.30
Nb
4
4
3
4
4
4
4
4
4
,1
H
4
4
4
4
4
4
4
4
4
4
Hot Start
2.50 ± 0.29
2.11 t 0.21
1.11 ± 0.11
2.83 ± 0.17
2.12 ± 0.14
7.61 ± 0.83
4.66 ± 0.37
2.80 ± 0.10
4.9S ± 0.13
5.12 ± 0.46
13.44 i 0.67
9.35 ± 0.33
8.C5 ± 0.09
13.24 ± 0.46
10.85 ± 0.22
9.20 ± 0.47
12.84 ± 0.57
12.72 ± 0.11
10.27 ± 0.38
11.08 ± 0.25
Nb
8
8
8
8
8
7
7
8
7
8
8
8
7
8
7
8
8
8
3
8
Weighted
2.24 ± 0.13
5.64 r 0.47
10.87 = 0.27
10.89 : 0.26
Emittant results are expressed in verms of grans/mile except MPG,
which is expressed in miles per gallon.
\i = Number of valid runs.
78
-------
Table B13. FDB420 - Class 6 - Diesel HDTC Individual Bag
Gaseous Emission Rates
Emittant3
HC Bag-1
HC Bag-2
HC Bag-3
HC 3ag-4
Integrated HC
CO Bag-1
CO Bag-2
CO Bag-3
CO Bag-4
Integrated CO
NOx Bag-1
NOx Bag-2
NOx Bag-3
NOx Bag-4
Integrated NOx
MPG Bag-1
MPG Bag-2
MPG Bag-3
MPG Bag-4
Integrated MPG
Cold Start
10. 47 ± 1.33
6.67 ± 0.80
3.46 ± 0.11
8.03 ± 0.15
7.71 ± 0.87
21.95 ± 0.12
9.52 ± 0.45
5.22 i 0.20
8.67 ± 0.39
12.01 ± 1.08
19.17 ± 0.32
11.77 ± 0.44
9.62 ± 0.29
16.24 ± 0.30
14.07 ± 0.32
6.71 ± 0.22
10.35 ± 0.45
11.58 ± 0.21
9.28 ± 0.06
9.11 ± 0.16
Nb
3
3
3
3
4
3
3
4
4
4
3
3
3
3
3
3
3
3
3
4
Hot Start
6.97 ± 0.24
5.96 ± 0.34
3.25 ± 0.18
8.23 ± 0.23
5.99 ± 0.26
10.52 ± 0.40
6.98 ± 0.29
4.43 ± 0.24
7.86 ± 0.38
7.45 ± 0.46
17.91 ± 0.53
11.08 i 0.51
9.18 ± 0.58
16.43 ± 0.03
13.24 ± 0.72
8.26 ± 0.22
11.62 ± 0.41
12.24 ± 0.10
9.17 ± 0.21
10.33 ± 0.44
Nb
5
5
6
6
6
6
6
6
5
8
5
5
6
4
6
8
6
4
4
S
Weighted
6.24 ± 0.35
8.10 ± 0.55
13.36 ± 0.66
10.16 ± 0.40
Emittant results are expressed in terms of grams/mile except MPG,
which i' i xpressed in miles per gallon.
N = Number of valid runs.
79
-------
Table 814. CDW786B - Class 6 - Diesel HDTC Individual Bag
Gaseous Emission Rates
Emittant9
HC Bag-1
HC Bag-2
HC Bag-3
HC Bag-4
Integrated HC
CO Bag-1
CO Bag-2
CO Bag-3
CO Bag-4
Integrated CO
NOx Bag-1
NOx Bag-2
KOx Bag-3
NOx Bag-4
Integrated NOx
MPG Bag-1
MPG Bag-2
MPG Bag-3
MPG Bag-4
Integrated MPG
Cold Start .
13.15 ± 1.20
5.27 ± 0.90
1.55 ± 0.06
5.68 * 0.05
6.45 ± 0.39
33.87 ± 1.58
11.33 ± 0.13
4.47 ± 0.45
10.52 ± 0.83
15.28 ± 1.17
12.21 r 0.40
8.39 ± 0.62
7.14 ± 0.31
10.91 ± 0.80
9.43 ± 0.64
6.52 ± 0.63
9.91 ± 0.52
10.79 ± 0.28
8.83 ± 0.51
8.72 ± 0.21
Nb
4
3
3
3
3
4
3
3
3
4
3
4
4
4
4
4
4
4
4
4
Hot Start
4.18 ± 0.28
3.39 ± 0.33
1.40 ± 0.16
5.40 ± 0.66
3.55 ± 0.24
13.07 ± 1.35
7.20 ± 0.62
3.80 ± 0.41
11.55 ± 0.84
8.97 ± 0.70
12.01 ± 1.14
8.14 ± 0.62
7.39 ± 0.25
11.99 ± 0.95
9.47 ± 0.15
8.13 ± 0.50
11.46 ± 0.87
11.09 ± 0.35
8.31 ± 0.47
9.61 ± 0.13
Nb
8
8
5
7
7
il
/
6
8
.8
8
8
6
8
6
8
8
8
8
8
Weighted
3.96 ± 0.26
9.87 ± 0.76
9.46 ± 0.22
9.48 ± 0.14
Emittant results are expressed in terms of grams/mile except MPG,
which is expressed in miles per gallon.
N = Number of valid runs.
80
-------
APPENDIX C
Heavy-Duty Transient Cycle Individual Bag Particulate
Emission Rates for Diesel-Powered Trucks
(Tables Cl - C8)
81
-------
Table Cl. FDW112 - Class 2B - Diesel HDTC Individual Bag
Participate Emission Rates
Emittant3
Part. Bag-1
Part. Bag-2
Part. Bag-3
Part. Bag-4
Integrated Total
Participate
% Extr. Bag-1
% Extr. Bag-2
% Extr. Bag-3
% Extr. Bag-4
Integrated CH-C1-
% Extr. * c
Part. Org. Bag-1
Part. Org. Bag-2
Part. Org. Bag-3
Part. Org. Bag-4
Integrated Parti-
culate Organics
Inc-rt Bag-1
Inert Bag-2
Inert B
e.
3
Hot Start
1.100 ± 0.147
1.027 ± 0.098
1.402 4 0.201
1.250 ± 0.344
1.204 ± 0.190
68.5 ± 4.8
81.2 ± 0.9
92.1 ± 2.2
58.6 4 1.5
86.6 4 7.4
0.758 i 0.143
0.835 ± 0.085
1.304 4 0.211
0.511 ± 0.047
1.049 t 0.224
0.311 4 0.032
0.193 4 0.015
0.099 4 0.012
0.374 ± 0.035
0.155 ± 0.077
Nb
4
4
4
4
12
4
4
5
3
12
4
4
4
2
12
3
4
4
2
12
Weighted
1.202 * 0.18
85.2 4 7.6
1.029 4 0.22C
0.173 t 0.077
Emittant results are expressed in terms of grams/mile except % Extractable, which
is expressed in percent.
N = Number of valid runs.
82
-------
Table C2. CDR734 - Class 28 - Diesel HDTC Individual Bag
Participate Emission Rates
Emittant3
Part. Bag-1
Part. Bag-2
Part. Bag-3
Part. Bag-4
Integrated Total
Particulate
" Extr. Bag-1
% Extr. Bag-2
% Extr. Bag-3
% Extr. Bag-4
Integrated CH?C1?
% Extr. c *-
Part. Org. Bag-1
Part. Org. Bag-2
Part. Org. Bag-3
Part. Org. Bag-4
Integrated Parti-
culate Organics
Inert Bag-1
Inert Bag-2
Inert Bag-3
Inert Bag-4
Integrated Inert
Material
Cold Start
0.806 ± 0.148
0.808 ± 0.517
0.338 ± 0.292
0.885 ± 0.189
0.709 ± 0.101
38.0 ± 20.0
44.2 ± 7.2
33.7 ± 7.4
27.4 ± 4.0
39.1 ± 4.2
0.25D ± 0.009
0.626 ± 0.007
0.027 ± 0.002
0.256 ± 0.036
0.278 ± 0.058
0.374 ± 0.031
0.682 ± 0.036
0.065 ± 0.001
0.724 ± 0.043
0.431 ± 0.057
Nb
4
4
4
4
4
4
4
3
4
4
2
2
2
3
4
2
2
2
3
4
Hot Start
0.531 ± 0.032
0.319 ± 0.061
0.319 ± 0.027
0.513 ± 0.055
0.432 ± 0.046
33.3 ± 5.3
36.5 ± 2.0
57.1 ± 3.1
32.9 t 14.3
39.4 t 5.0
0.153 ± 0.013
0.105 ± 0.006
0.187 ± 0.005
0.153 ± 0.022
0.174 t 0.035
0.353 ± 0.026
0.182 ± 0.010
0.127 ± 0.009
0.361 ± 0.030
0.262 ± 0.034
Nb
8
7
7
7
7
7
5
7
7
7
4
4
6
5
7
5
5
5
4
7
Weighted
0.472 ± 0.054
39.4 ± 4.9
0.189 ± 0.03S
0.286 ± 0.037
a Emittant results are expressed in terms of grams/mile except % Extractable, which
is expressed in percent.
b
N = Number of valid runs.
83
-------
Table C3. FDP387 - Class 2B - Diesel HDTC Individual Bag
Particulate Emission Rates
Emittant9
Part. Bag-1
Part. Bag-2
Part. Bag-3
Part. Bag-4
Integrated Total
Particulate
% Extr. Bag-1
% Extr. Bag-2
% Extr. Bag-3
% Extr. Bag-4
Integrated CH?C1-
% Extr. L L
Part. Org. Bag-1
Part. Org. Bag-2
Part. Org. Bag-3
Part. Org. Bag-4
Integrated Parti-
culate Organics
Inert B,-q-l
Inert Bag-2
Inert Bag-3
Inert Bag-4
Integrated Inert
Material
Cold Start
1.372 ± 0.034
0.407 ± 0.030
0.660 ± 0.023
0.474 ± 0.023
0.697 ± 0.053
54.9 ± 0.6
63.0 ± 3.0
71.6 ± 1.8
50.1 i 7.7
60.1 ± 5.7
0.750 t 0.020
0.259 ± 0.014
0.472 ± 0.020
0.265 ± 0.023
0.417 ± 0.02F
0.628 ± 0.018
0.153 t 0.025
0.188 ± 0.013
0.222 ± 0.011
0.280 ± 0.057
Nb
3
4
4
3
4
3
3
4
3
4
2
3
4
2
4
2
3
±
2
4
Hot Start
0.635 ± 0.056
0.392 i 0.026
0.629 ± 0.017
0.436 + 0.047
0.520 ± 0.012
63.5 ± 2.0
70.4 t 4.9
76.2 ± 2.3
65.4 ± 3.2
71.4 ± 5.4
0.419 ± 0.034
0.276 ± 0.033
0.481 ± 0.017
0.279 ± 0.027
0.371 ± 0.027
0.249 ± 0.004
0.115 ± C.015
0.151 ± 0.016
0.155 i 0.032
0.149 ± 0.029
Nb
6
7
7
6
7
4
6
6
5
7
3
6
6
4
7
3
6
6
4
7
Weighted
0.545 ± 0.018
69.8 ± 5.4
0.378 ± 0.027
0.168 ± 0.033
d Emittant results are expressed in terms of grams/mile except % Extractable, which
is expressed in percent.
b
N = Number of valid runs.
84
-------
Table C4. CBW786A - Class 6 - Diesel HDTC Individual Bag
Participate Emission Rates
Emittant3
Part. Bag-1
Part. Bag-2
Part. Bag-3
Part. Bag-4
Integrated Total
Particulate
S Extr. Bag-1
% Extr. Bag-2
% Extr. Bag-3
% Extr. Bag-4
Integrated CH-CU
% Extr. c
Part. Org. Bag-1
Part. Org. Bag-2
Part. Org. Bag-3
Part. Org. Bag-4
Integrated Parti-
culate Organics
Inert Bag-1
Inert Bag-2
Inert Bag-3
Inert Bag-4
Integrated Inert
Material
Cold Start
3.688 ± 0.511
2.046 ± 0.241
1.450 ± 0.429
1.636 ± 0.241
2.191 ± 0.287
75.2 ± 24.2
69.0 ± 4.3
35.4 ± 5.9
39.8 ± 6.7
54.8 ± 9.7
2.165 ± 0.662
1.420 ± 0.260
0.405 ± 0.032
0.640 ± 0.027
1.212 ± 0.336
1.228 ± 0.674
0.627 ± 0.020
0.935 ± 0.263
0.996 ± 0.263
0.979 ± 0.178
-
Nb
3
3
3
3
3
3
3
3
3
3
2
3
2
3
3
2
3
3
3
3
Hot Start
2.008 ± 0.576
1.933 ± 1.062
1.226 ± 0.175
1.571 ± 0.246
1.627 ± 0.343
53.3 ± 8.8
68.7 ± 3.6
34.0 ± 2.6
40.3 ± 5.9
49.6 ± 8.9
0.846 ± 0.071
0.964 ± 0.109
0.416 ± 0.051
0.625 ± 0.083
0.758 ± 0.122
0.903 ± 0.106
0.443 ± 0.096
0.810 ± 0.139
0.945 ± 0.212
0.869 ± 0.221
rf-
4
4
3
4
4
4
3
4
4
5
3
3
3
4
4
4
3
3
4
4
Weighted
1.708 ± 0.335
50.3 t 9.0
0.823 ± 0.153
0.883 ± 0.215
a Emittant results are expressed in terms of grams/mile except % Extractable, which
is expressed in percent.
b
N = Number of valid runs.
85
-------
Table C5. CDU780 - Class 6 - Diesel HDTC Individual Bag
Participate Emission Rates
Emittant3
Part. Bag-1
Part. Bag-2
Part. Bag-3
Part. Bag-4
Integrated Total
Particulate
% Extr. Bag-1
% Extr. Bag-2
% Extr. Bag-3
% Extr. Bag-"-
Integrated CH9C1?
% Extr. c i
Part. Org. Bag-1
Part. Org. Bag-2
Part. Org. Bag-3
Part. Org. Bag-4
Integrated Parti-
culate Organics
Inert Bag-1
Inert Bag-2
Inert Bag-3
Inert Bag-4
Integrated Inert
Material
Cold Start
2.826 ± 0.246
1.931 ± 0.274
1.057 ± 0.119
1.721 ± 0.161
2.041 ± 0.263
54.1 ± 4.3
70.2 ± 1.1
46.1 ± 4.9
35.8 ± 3.4
48.5 ± 4.1
1.531 ± 0.212
1.35S ± 0.192
0.483 ± 0.027
0.609 ± 0.055
0.984 ± 0.092
1.295 ± 0.132
0.593 ± 0.110
0.574 ± 0.112
1.099 ± 0.168
1.057 ± 0.206
Nb
3
3
4
4
4
3
3
4
3
4
3
3
4
3
4
5
4
. 4
6
4
Hot Start
1..494 ± 0.121
1.360 ± 0.261
0.866 ± 0.043
1.448 ± 0.227
1.298 ± 0.122
49.8 ± 4.5
65.1 ± 1.7
36.2 ± 1.5
34.9 ± 2.7
45.4 ± 3.6
0.7^: ± 0.124
0.758 ± 0.092
0.325 ± 0.007
0.518 ± 0.048
0.588 ± 0.058
0.733 ± 0.013
0.406 ± 0.032
0.562 ± 0.025
0.977 + 0.171
0.710 ± 0.094
Nb
7
7
7
7
7
5
4
6
6
7
3
3
4
3
7
5
4
(,
6
7
Weighted
1.404 ± 0.142
45.8 : 3.7
0.646 ± 0.063
0.760 ± 0.110
Emittant results are expressed in terms of grams/mile except % Extractable, which
is expressed in percent.
N = Number of valid runs. 36
-------
Table C6. FCW161 - Class 6 - Diesel KUTC Individual Bag
Particulate Emission Rates
Emittant3
Part. Bag-1
Part. Bag-2
Part. Bag-3
Part. Bag-4
Integrated Total
Particulate
% Extr. Bag-1
% Extr. Bag-2
% Extr. Bag-3
% Extr. Bag-4
Integrated CH~C1~
% Extr. L <
Part. Org. Bag-1
Part. Org. Bag-2
Part. Org. Bag-3
Part.. Org. Bag-4
Integrated Parti-
culate Organics
Inert Bag-1
Inert Bag-2
Inert Bag-3
Inert Bag-4
Integrated Inert
Material
Cold Start
2.262 ± 0.112
0.919 4 0.184
0.849 ± 0.185
0.994 ± 0.049
1.253 ± 0.029
57.6 ± 13.0
68.5 ± 3.6
60.1 ± 9.0
25.9 ± 3.9
54.8 ± 6.7
1.128 ± 0.032
0.55 ± 0.030
0.527 ± 0.037
0.260 ± 0.045
0.687 ± 0.087
1.129 ± 0.125
0.312 ± 0.026
0.434 ± 0.063
0.742 ± 0.037
0.566 ± 0.085
Nb
4
4
4
4
4
4
4
4
3
4
3
3
4
3
4
3
4
3
3
3
Hot Start
0.858 ± 0.103
0.525 t 0.110
0.602 ± 0.105
0.767 ± 0.120
0.680 ± 0.072
48.3 ± 9.4
56.0 ± 4.2
46.4 i 6.1
31.1 ± 5.3
44.5 t 5.5
0.367 t 0.023
0.272 ± 0.03S
0.260 4 0.030
0.233 ± 0.036
0.306 ± 0.055
0.473 ± 0.036
0.236 ± 0.027
0.289 4 0.043
0.563 ± 0.021
0.374 4 0.053
Nb
7
7
8
8
8
7
7
7
8
8
3
6
5
7
7
5
5
6
5
7
Weighted
0.762 4 0.06f
46.0 4 5.7
0.360 4 0.059
0.401 ± 0.058
Emittant results are expressed in terms of grams/mile except % Extractable, which
is expressed in percent.
N - Number of valid runs.
87
-------
Table C7. FDB420 - Class 6 - Diesel HDTC Individual Bag
Participate Emission Rates
Emittant3
Part. Bag-1
Part. Bag-2
Part. Bag-3
Part. Bag-4
Integrated Total
Participate
% Extr. Bag-1
% Extr. Bag-2
% Extr. Bag-3
% Extr. Bag-4
Integrated CH?C1?
% Extr. c
Part. Org. Bag-1
Part. Org. Bag-2
Part. Org. Bag-3
Part. Org. Bag-4
Integrated Parti-
culate Organics
Inert Bag-1
Inert Bag-2
Inert Bag-3
Inert Bag-4
Integrated Inert
Material
Cold Start
4.796 ± 0.480
2.996 ± 0.561
1.729 ± 0.054
1.900 ± 0.141
3.105 ± 0.423
81.8 ± 2.6
88.4 ± 1.5
76.3 ± 2.4
73.1 ± 5.5
77.1 ± 5.8
3.735 ± 0.030
2.432 ± 0.307
1.321 ± 0.058
1.394 ± 0.198
2.388 ± 0.339
0.789 ± 0.164
0.317 ± 0.045
0.409 ± 0.044
0.506 ± 0.073
0.718 ± 0.239
Nb
3
4
3
3
4
3
3
3
3
4
2
3
3
3
4
2
3
3
3
4
Hot Start
2.647 ± 0.177
2.314 ± 0.141
1.400 ± 0.115
1.750 ± 0.138
2.070 ± 0.071
79.3 ± 1.1
86.9 ± 1.4
79.7 ± 1.6
71.3 ± 3.2
79.1 ± 3.0
2.061 ± 0.111
1.994 ± 0.126
1.085 ± 0.045
1.252 ± 0.131
1.588 ± 0.191
0.558 ± 0.024
0.313 ± 0.018
0.285 ± 0.046
0.499 ± 0.046
0.482 ± 0.142
Nb
7
8
7
8
8
6
7
7
6
8
5
7
5
6
8
4
6
7
6
8
Weighted
2.218 ± 0.121
78.8 ± 3.4
1.702 ± 0.212
0.516 ± 0.156
a Emittant results are expressed in terms of grams/mile except % Extractable, which
is expressed :ii percent.
b
N = Number of valid runs.
88
-------
Table C8. CDW786B - Class 6 - Diesel HDTC Individual Bag
Participate Emission Rates
Emittant3
Part. Bag-1
Part. Bag-2
Part. Bag-3
Part. Bag-4
Integrated Total
Particulate
% Extr. Bag-1
% Extr. Bag-2
% Extr. Bag-3
% Extr. Bag-4
Integrated CH9C1~
% Extr. * *
Part. Org. Bag-1
Part. Or-;;. Bag-2
Part. Org. Bag-3
Part. Org. Bag-4
Integrated Parti-
culate Organics
Inert Bag-1
Inert Bag-2
Inert Bag-3
Inert Bag-4
Integrated Inert
Material
Cold Start
6.315 ± 0.395
2.205 ± 0.280
1.431 ± 0.365
2.34C. ± 0.748
3.029 ± 0.226
70.8 ± 4.0
69.0 ± 9.5
36.6 ± 2.1
40.7 ± 6.8
54.3 ± 4.6
4.482 ± 0.520
1.525 ± 0.322
0.464 ± 0.065
1.027 ± 0.124
1.647 ± 0.220
1.834 ± 0.167
0.579 ± 0.097
0.789 ± 0.029
1.627 ± 0.517
1.382 ± 0.142
Nb
4
4
4
4
4
4
4
4
4
4
4
4
3
3
4
4
3
3
3
a
Hot Start
1.787 ± 0.458
1.510 ± 0.177
1.251 ± 0.294
2.245 ± 0.336
1.730 ± 0.192
51.0 ± 6.7
66.1 ± 10.1
35.5 ± 5.9
34.7 ± 1.7
46.5 ± 7.6
0.38S ± 0.127
1.053 ± 0.152
0.390 ± 0.016
0.817 ± 0.124
0.802 ± 0.134
0.994 ± 0.079
0.543 ± 0.157
0.724 ± 0.146
1.550 ± 0.311
0.928 ± 0.195
Nb
4
4
4
4
4
4
3
3
3
4
3
3
3
3
4
3
3
3
3
4
Weighted
1.916 ± 0.197
47.6 ± jb.2
1L
0.923 ± 0.146
0.993 ± 0.187
Emittant results are expressed in terms of grams/mile except % Extractable, which
is expressed in percent.
b ..
= Number of valid runs.
QO
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