EPA-650/2-74-060!



July  1974!
Environmental Protection ' Technology Series


                       I
                       55
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                                      EPA-650/2-74-060
  DEVELOPMENT  OF  A  METHODOLOGY

           FOR  THE ASSESSMENT

        OF THE EFFECTS  OF  FUELS

AND  ADDITIVES  ON  CONTROL  DEVICES
                       by
       James £. Gentel, Otto J. Manary, and Joseph C. Valenta
                 Dow Chemical Company
                 Midland, Michigan  48604
                 Contract No. 68-02-0581
                  ROAP No. 26AAE-12
                Program Element No. AA002
            EPA Project Officer:  John E. Sigsby, Jr.

              Chemistry and Physics Laboratory
            National Environmental Research Center
          Research Triangle Park, North Carolina 27711
                    Prepared for

           OFFICE OF RESEARCH AND DEVELOPMENT
          U.S. ENVIRONMENTAL PROTECTION AGENCY
                WASHINGTON, D. C. 20460

                     July 1974

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This report has been reviewed by the Environmental Protection Agency
and approved for publication.  Approval does not signify that the
contents necessarily reflect the views and policies of the Agency,
nor does mention of trade names or commercial products constitute
endorsement ot recommendation for use.
                                  11

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                       TABLE OF CONTENTS

                                                              Paqe
FORWARD 	   i

ABSTRACT	ii

  I.  INTRODUCTION	   1

 II.  METHODOLOGY 	   4

      A.  General Conclusions 	   4

      B.  Recommendations for Proposed Fuel Additive/
          Catalyst Methodology	   6

          .1.  Vehicle Selection 	   7

          2.  Test Procedures	   12

          3.  Analyses of Data	   18

          4.  Expected Results	   23

          5.  Summary	   26

III.  EXPERIMENTAL DATA, GASEOUS EMISSION 	   29

      A.  Raw Data, Engine Stand,  Monolithic Catalyst,
          Three Fuels	   34

      B.  Comparison of Three Fuels, Engine Stand,
          Monolithic Catalyst 	   67

      C.  Raw Data, Engine Stand,  Beaded Catalyst,
          Three Fuels	   76

      D.  Comparison of Three Fuels, Engine Stand,
          Beaded Catalyst 	  110

      E.  Comparison of Beaded and Monolithic Catalysts,
          Engine Stand, Three Fuels 	  119

      F.  Raw Data, Chassis Dynamometer, Beaded Catalyst,
          Three Fuels	147

      G.  Comparison of Three Fuels, Chassis Dynamometer,
          Beaded Catalyst 	  172

      H.  Comparison of Chassis Vs. Engine Dynamometer,
          Beaded Catalyst, Three Fuels	179

 IV.  EXPERIMENTAL DATA, PARTICULATE EMISSIONS	189

REFERENCES	253

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                        FOREWARD

This report was prepared by the Transportation Chemicals
Research Group, Ag-Organics Department, The Dow Chemical
Company, Midland, Michigan, under Contract 68-02-0581.
The work reported herein was administered under the direction
of the Office of Air and Water Programs, Environmental
Protection Agency, with John E. Sigsby, Jr. serving as
Project Officer.

The report covers work performed from June 1,  1973 to
July 31, 1974.

The authors of this report are James E. Gentel, Otto J.
Manary, and Joseph C. Valenta.

The authors wish to acknowledge the significant contributions
of the following individuals.

         S. M. Sharp                 R. E. Mansell
         W. B. Tower                 P. P. North
         J. D. McLean                N. J. Smith
         R. B. Nunemaker             K.    Schmeck
         C. E. Van Hall              M. J. Baldwin
         H. H. Gill                  R.    Matalon
         S. W. McLean                J. F. Bartel
         T. A. Killer

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                            11
                        ABSTRACT

This report describes work carried out to develop a method-
ology for the determination of the effect of fuel additives
on exhaust particle size, concentration, and composition,
from light duty vehicles.

In order to determine the best methodology, particulate
emissions were examined using a 350 CID Chevrolet engine,
and several 350 CID Chevrolet vehicles.  The engines
and vehicles were operated under steady state cruise condi-
tions, and under the federal 23 minute cycle.  Particulate
mass measurement techniques have included tailpipe measurement
methods and air dilution sampling methods using impaction
separators, and filters.

Two different fuel additives as well as a baseline fuel were
used to determine the validity of the methods employed.  The
engine dynamometer runs were correlated with vehicles using the
same fuel and additives.  Engine runs were made using both
manufacturer's suggested and higher than suggested additive
concentrations.

The data collected suggests that the methods employed do
allow the determination of any adverse effects on particulate
emissions due to the inclusion of an additive in the fuel.

In addition, a study was made of probable trends in fuel
additive chemistry.  An additional task of this study was
the collection and analyses of exhaust gas condensate, to
be used in animal health studies.

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                         LIST OF TABLES

                                                               Page

 1.   Blowby Test Procedure	   9

 2.   Engine Durability Test Cycle 	  16

 3.   Engine Dynamometer Durability Test Schedule	17

 4.   Statistical Test Example	27

 5.   Variability of Data	28

 6.   Gasoline Analysis, Base Fuel	31

 7.   Gasoline Analysis, Base Fuel + Additive "A"	32

 8.   Gasoline Analysis, Base Fuel + Additive "B"	33

 9.   Gaseous Analysis, Base Fuel, Monolith Catalyst,
     Engine Stand 	  36

10.   Ambient Conditions, Base Fuel, Monolith Catalyst,
     Engine Stand	37
11.

12.

13.

14.

15.

16.

17.

18.

19.

20.
Gaseous Analysis,
Engine Stand . . .
Ambient Conditions
Engine Stand . . .
Gaseous Analysis,

Ambient Conditions
Engine Stand . . .
Gaseous Analysis,
Engine Stand . . .
Ambient Conditions

Gaseous Analysis,
Engine Stand . . .
Ambient Conditions
Engine Stand . . .
Gaseous Analysis,

Ambient Conditions
Additive "A

, Additive

Additive "B

, Additive

Base Fuel,

, Base Fuel

Additive "A

, Additive

Additive "B

, Additive
", Monolith Catalyst,

"A", Monolith Catalyst,

", Monolith Catalyst,

"B", Monolith Catalyst,

Beaded Catalyst,

, Beaded Catalyst,

", Beaded Catalyst,

"A", Beaded Catalyst,

", Beaded Catalyst,

"B", Beaded Catalyst,

46

. . 47

, 57

, 58

. . 78

. . 79

. . 89

. . 90

. . 100

     Engine Stand 	 101

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                                                               Page

21.  Durability Miles on Catalyst,  Beaded, Catalyst,
     Chassis Dynamometer, Grams/Mile	148

22.  Ambient Conditions, Vehicle Tests	150

23.  Particulate Analysis, Base Fuel,  Monolith Catalyst,
     Engine Stand 	 202

24.  Particulate Analysis, Additive "A",  Monolith Catalyst,
     Engine Stand 	 207

25.  Particulate Analysis, Additive "B",  Monolith Catalyst,
     Engine Stand 	 212

26.  Particulate Analysis, Base Fuel,  Beaded Catalyst,
     Engine Stand 	 217

27.  Particulate Analysis, Additive "A",  Beaded Catalyst,
     Engine Stand 	 222

28.  Particulate Analysis, Additive "B",  Beaded Catalyst,
     Engine Stand 	 227

29.  Particulate Analysis, Base Fuel,  Beaded Catalyst,
     Chassis Dynamometer	232

30.  Particulate Analysis, Additive "A",  Beaded Catalyst,
     Chassis Dynamometer	239

31.  Particulate Analysis, Additive "B",  Beaded Catalyst,
     Chassis Dynamometer	246

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                         LIST OF FIGURES

                                                                Page
 1.   Base Fuel,  Engine Stand, Monolith,  Federal Cycle,
     g/mile CO	38

 2.   Base Fuel,  Engine Stand, Monolith,  Federal Cycle,
     % Efficiency CO	39

 3.   Base Fuel,  Engine Stand, Monolith,  Federal Cycle
     Modified, g/mile CO	40

 4.   Base Fuel,  Engine Stand, Monolith,  Federal Cycle
     Modified, % Efficiency CO	41

 5.   Base Fuel,  Engine Stand, Monolith,  Federal Cycle,
     g/mile HC . .	41a

 6.   Base Fuel,  Engine Stand, Monolith,  Federal Cycle,
     % Efficiency HC	42

 7.   Base Fuel,  Engine Stand, Monolith,  Federal Cycle
     Modified, g/mile HC	43

 8.   Base Fuel,  Engine Stand, Monolith,  Federal Cycle
     Modified, % Efficiency HC	44

 9.   Additive "A",  Engine Stand, Monolith, Federal Cycle,
     g/mile CO	48

10.   Additive "A",  Engine Stand, Monolith, Federal Cycle,
     % Efficiency CO	  49

11.   Additive "A",  Engine Stand, Monolith, Federal Cycle
     Modified, g/mile CO	50

12.   Additive "A",  Engine Stand, Monolith, Federal Cycle
     Modified, % Efficiency CO	51

13.   Additive "A",  Engine Stand, Monolith, Federal Cycle,
     g/mile HC	52

14.   Additive "A",  Engine Stand, Monolith, Federal Cycle,
     % Efficiency HC	53

15.   Additive "A",  Engine Stand, Monolith, Federal Cycle
     Modified, g/mile HC	54

16.   Additive "A",  Engine Stand, Monolith, Federal Cycle
     Modified, % Efficiency HC	55

17.   Additive "B",  Engine Stand, Monolith, Federal Cycle,
     g/mile CO	59

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                                                                Page
18.  Additive "B",  Engine Stand,  Monolith,  Federal Cycle,
     % Efficiency CO	60

19.  Additive "B",  Engine Stand,  Monolith,  Federal Cycle
     Modified,  g/mile CO	61

20.  Additive "B",  Engine Stand,  Monolith,  Federal Cycle
     Modified,  % Efficiency CO	62

21.  Additive "B",  Engine Stand,  Monolith,  Federal Cycle,
     g/mile HC	63

22.  Additive "B",  Engine Stand,  Monolith,  Federal Cycle,
     % Efficiency HC	64

23.  Additive "B",  Engine Stand,  Monolith,  Federal Cycle
     Modified,  g/mile HC	65

24.  Additive "B",  Engine Stand,  Monolith,  Federal Cycle
     Modified,  % Efficiency HC	66

25.  Three Fuels, Engine Stand, Monolith,  Federal Cycle,
     g/mile CO	68

26.  Three Fuels, Engine Stand, Monolith,  Federal Cycle,
     % Efficiency CO	69

27.  Three Fuels, Engine Stand, Monolith,  Federal Cycle
     Modified,  g/mile CO	70

28.  Three Fuels, Engine Stand, Monolith,  Federal Cycle
     Modified,  % Efficiency CO	71

29.  Three Fuels, Engine Stand, Monolith,  Federal Cycle,
     g/mile HC	72

30.  Three Fuels, Engine Stand, Monolith,  Federal Cycle,
     % Efficiency HC	73

31.  Three Fuels, Engine Stand, Monolith,  Federal Cycle
     Modified,  g/mile HC	74

32.  Three Fuels, Engine Stand, Monolith,  Federal Cycle
     Modified,  % Efficiency HC	75

33.  Base Fuel, Engine Stand, Beaded, Federal Cycle,
     g/mile CO	80

34.  Base Fuel, Engine Stand, Beaded, Federal Cycle,
     % Efficiency CO	81

35.  Base Fuel, Engine Stand, Beaded, Federal Cycle
     Modified,  g/mile CO	82

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                                                                Page

36.  Base Fuel, Engine Stand, Beaded, Federal Cycle
     Modified,  % Efficiency CO	83

37.  Base Fuel, Engine Stand, Beaded, Federal Cycle,
     g/mile HC	S4

38.  Base Fuel, Engine Stand, Beaded, Federal Cycle,
     % Efficiency HC	85
39.  Base Fuel, Engine Stand, Beaded, Federal Cycle
     Modified, g/mile HC	86

40.  Base Fuel, Engine Stand, Beaded, Federal Cycle
     Modified, % Efficiency HC	87

41.  Additive "A", Engine Stand,  Beaded, Federal Cycle,
     g/mile CO	91

42.  Additive "A", Engine Stand,  Beaded, Federal Cycle,
     % Efficiency CO	92

43.  Additive "A", Engine Stand,  Beaded, Federal Cycle
     Modified, g/mile CO	93

44.  Additive "A", Engine Stand,  Beaded, Federal Cycle
     Modified, % Efficiency CO	94

45.  Additive "A", Engine Stand,  Beaded, Federal Cycle,
     g/mile HC	95

46.  Additive "A", Engine Stand,  Beaded, Federal Cycle,
     % Efficiency HC	96

47.  Additive "A", Engine Stand,  Beaded, Federal Cycle
     Modified, g/mile HC	97

48.  Additive "A", Engine Stand,  Beaded, Federal Cycle
     Modified, % Efficiency HC	98

49.  Additive "B", Engine Stand,  Beaded, Federal Cycle,
     g/mile CO	102

50.  Additive "B", Engine Stand,  Beaded, Federal Cycle,
     % Efficiency CO	103

51.  Additive "B", Engine Stand,  Beaded, Federal Cycle
     Modified, g/mile CO	104

52.  Additive "B", Engine Stand,  Beaded, Federal Cycle
     Modified, % Efficiency CO	105

53.  Additive "B", Engine Stand,  Beaded, Federal Cycle,
     % Efficiency HC	106

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                                                                Page

54.  Additive "B",  Engine Stand,  Beaded,  Federal Cycle,
     % Efficiency HC	107

55.  Additive "B",  Engine Stand,  Beaded,  Federal Cycle
     Modified,  g/mile HC	108

56.  Additive "B",  Engine Stand,  Beaded,  Federal Cycle
     Modified,  % Efficiency HC	109

57.  Three Fuels, Engine Stand,  Beaded,  Federal Cycle,
     g/mile CO	Ill

58.  Three Fuels, Engine Stand,  Beaded,  Federal Cycle,
     % Efficiency CO .  . .  •	112

59.  Three Fuels, Engine Stand,  Beaded,  Federal Cycle
     Modified,  g/mile CO	113

60.  Three Fuels, Engine Stand,  Beaded,  Federal Cycle
     Modified,  % Efficiency CO	114

61.  Three Fuels, Engine Stand,  Beaded,  Federal Cycle,
     g/mile HC	115

62.  Three Fuels, Engine Stand,  Beaded,  Federal Cycle,
     % Efficiency HC	116

63.  Three Fuels, Engine Stand,  Beaded,  Federal Cycle
     Modified,  g/mile HC	117

64.  Three Fuels, Engine Stand,  Beaded,  Federal Cycle
     Modified,  % Efficiency HC	118

65.  Base Fuel, Engine Stand, Monolith and Beaded, Federal
     Cycle, g/mile CO	 121

66.  Base Fuel, Engine Stand, Monolith and Beaded, Federal
     Cycle, % Efficiency CO 	122

67.  Base Fuel, Engine Stand, Monolith and Beaded, Federal
     Cycle Modified, g/mile CO	123

68.  Base Fuel, Engine Stand, Monolith and Beaded, Federal
     Cycle Modified, % Efficiency CO	124

69.  Base Fuel, Engine Stand, Monolith and Beaded, Federal
     Cycle, g/mile HC	 125

70.  Base Fuel, Engine Stand, Monolith and Beaded, Federal
     Cycle, % Efficiency HC	 126

71.  Base Fuel, Engine Stand, Monolith and Beaded, Federal
     Cycle Modified, g/mile HC	127

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                                                                Page

72.   Base Fuel,  Engine Stand,  Monolith and Beaded,  Federal
     Cycle Modified,  % Efficiency HC	   129

73.   Additive "A",  Engine Stand,  Monolith and Beaded, Federal
     Cycle, g/mile  CO	   130

74.   Additive "A",  Engine Stand,  Monolith and Beaded, Federal
     Cycle, % Efficiency CO	   131

75.   Additive "A",  Engine Stand,  Monolith and Beaded, Federal
     Cycle Modified,  g/mile CO	132

76.   Additive "A",  Engine Stand,  Monolith and Beaded, Federal
     Cycle Modified,  % Efficiency CO	   133

77.   Additive "A",  Engine Stand,  Monolith and Beaded, Federal
     Cycle, g/mile  HC	134

78.   Additive "A",  Engine Stand,  Monolith and Beaded, Federal
     Cycle, % Efficiency HC	135

79.   Additive "A",  Engine Stand,  Monolith and Beaded, Federal
     Cycle Modified,  g/mile HC	/	136

80.   Additive "A",  Engine Stand,  Monolith and Beaded, Federal
     Cycle Modified,  % Efficiency HC	137

81.   Additive "B",  Engine Stand,  Monolith and Beaded, Federal
     Cycle, g/mile  CO	139

82.   Additive "B",  Engine Stand,  Monolith and Beaded, Federal
     Cycle, % Efficiency CO	140

83.   Additive "B",  Engine Stand,  Monolith and Beaded, Federal
     Cycle Modified,  g/mile CO	  141

84.   Additive "B",  Engine Stand,  Monolith and Beaded, Federal
     Cycle Modified,  % Efficiency CO	   142

85.   Additive "B",  Engine Stand,  Monolith and Beaded, Federal
     Cycle, g/mile  HC	143

86.   Additive "B",  Engine Stand,  Monolith and Beaded, Federal
     Cycle, % Efficiency HC	144

87.   Additive "B",  Engine Stand,  Monolith and Beaded, Federal
     Cycle Modified,  g/mile HC	  145

88.   Additive "B",  Engine Stand,  Monolith and Beaded, Federal
     Cycle Modified,  % Efficiency HC	146

89.   Base Fuel Vehicle,  Beaded,  Federal Cycle, g/mile CO. .  .  .  152

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                                                                 Page

 90.   Base Fuel Vehicle,  Beaded,  Federal Cycle Modified,
      g/mile CO	153

 91.   Base Fuel Vehicle,  Beaded,  Federal Cycle, g/mile HC .  .  .  . 154

 92.   Base Fuel Vehicle,  Beaded,  Federal Cycle Modified,
      g/mile HC	155

 93.   Base Fuel Vehicle,  Beaded,  Federal Cycle, g/mile NO .... 156
                                                         X.

 94.   Base Fuel Vehicle,  Beaded,  Federal Cycle Modified,
      g/mile NO	157
               X
 95.   Additive "A" Vehicle,  Beaded, Federal Cycle, g/mile CO.  .  . 159

 96.   Additive "A" Vehicle,  Beaded Federal Cycle Modified,
      g/mile CO	160

 97.   Additive "A" Vehicle,  Beaded, Federal Cycle, g/mile HC.  .  . 161

 98.   Additive "A" Vehicle,  Beaded, Federal Cycle Modified,
      g/mile HC	162

 99.   Additive "A" Vehicle,  Beaded, Federal Cycle, g/mile NO  .  . 163
                                                            J\.

100.   Additive "A" Vehicle,  Beaded, Federal Cycle Modified,
      g/mile NO . •	164
               X,
101.   Additive "B" Vehicle,  Beaded, Federal Cycle, g/mile CO.  .  . 166

102.   Additive "B" Vehicle,  Beaded, Federal Cycle Modified,
      g/mile CO	167

103.   Additive "B" Vehicle,  Beaded, Federal Cycle, g/mile HC.  .  . 168

104.   Additive "B" Vehicle,  Beaded, Federal Cycle Modified,
      g/mile HC	169

105.   Additive "B" Vehicle,  Beaded, Federal Cycle, g/mile NO  .  . 170
                                                            X

106.   Additive "B" Vehicle,  Beaded, Federal Cycle Modified,
      g/mile NO	171
               J\.
107.   Three Fuels, Chassis Dynamometer, Federal Cycle,
      g/mile CO	173

108.   Three Fuels, Chassis Dynamometer, Federal Cycle
      Modified, g/mile CO	174

109.   Three Fuels, Chassis Dynamometer, Federal Cycle,
      g/mile HC	175

110.   Three Fuels, Chassis Dynamometer, Federal Cycle
      Modified, g/mile HC	176

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                                                                 Page
111.  Three Fuels, Chassis Dynamometer, Federal Cycle,
      g/mile NO	177
               X

112.  Three Fuels, Chassis Dynamometer, Federal Cycle
      Modified, g/mile NO	178
                         5C

113.  Base Fuel, Engine and Chassis Dynamometer, Beaded,
      Federal Cycle, g/mile CO	 181

114.  Base Fuel, Engine and Chassis Dynamometer, Beaded,
      Federal Cycle, g/mile HC	182

115.  Additive "A", Engine and Chassis Dynamometer, Beaded,
      Federal Cycle, g/mile CO	184

116.  Additive "A", Engine and Chassis Dynamometer, Beaded,
      Federal Cycle, g/mile HC	185

117.  Additive "B", Engine and Chassis Dynamometer, Beaded,
      Federal Cycle, g/mile CO	187

118.  Additive "B", Engine and Chassis Dynamometer, Beaded
      Federal Cycle, g/mile HC	188

119.  Three Fuels, Engine Stand, Monolith, Particulate
      Emission Vs. Durability Hours, g/mile particulate 	 193

120.  Three Fuels, Engine Stand, Beaded, Particulate Emission
      Vs. Durability Hours, g/mile Particulate	194

121.  Three Fuels, Engine Stand, Beaded, Particulate Emission
      Vs. Durability Miles, g/mile Particulate	195

122.  Base Fuel, Engine Stand, Monolith, Particulate
      Measurement, mg/mile Particulate	196

123.  Additive "A", Engine Stand, Monolith, Particulate
      Measurement, mg/mile Particulate. ... 	 197

124.  Additive "B", Engine Stand, Monolith, Particulate
      Measurement, mg/mile Particulate	198

125.  Base Fuel, Engine Stand, Beaded, Particulate
      Measurement, mg/mile Particulate	199

126.  Additive "A", Engine Stand, Beaded,  Particulate
      Measurement, mg/mile Particulate	200

127.  Additive "B", Engine Stand, Beaded,  Particulate
      Measurement, mg/mile Particulate	201

128.  Base Fuel, Engine Stand, Monolith, Mass Distribution,
      Run No. 276T	205

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                                                                 Page

129.  Base Fuel, Engine Stand, Monolith, Mass Distribution,
      Run No. 276AA	206

130.  Additive "A", Engine Stand,  Monolith,  Mass Distribution,
      Run No. 279C	210

131.  Additive "A", Engine Stand,  Monolith,  Mass Distribution,
      Run No. 279X	211

132.  Additive "B", Engine Stand,  Monolith,  Mass Distribution,
      Run No. 272B	215

133.  Additive "B", Engine Stand,  Monolith,  Mass Distribution,
      Run No. 272M	216

134.  Base Fuel, Engine Stand, Beaded, Mass Distribution,
      Run No. 286X	220

135.  Base Fuel, Engine Stand, Beaded, Mass Distribution,
      Run No. 286E	221

136.  Additive "A", Engine Stand,  Beaded, Mass Distribution,
      Run No. 289X	225

137.  Additive "A", Engine Stand,  Beaded, Mass Distribution,
      Run No. 289C	226

138.  Additive "B", Engine Stand,  Beaded, Mass Distribution,
      Run No. 282C	230

139.  Additive "B", Engine Stand,  Beaded, Mass Distribution,
      Run No. 282W	231

140.  Base Fuel, Chassis Dynamometer, Beaded, Mass Distribution,
      Run No. 267A	235

141.  Base Fuel, Chassis Dynamometer, Beaded, Mass Distribution,
      Run No. 267B	236

142.  Base Fuel, Chassis Dynamometer, Beaded, Mass Distribution,
      Run No. 283A	237

143.  Base Fuel, Chassis Dynamometer, Beaded, Mass Distribution,
      Run No. 283B	238

144.  Additive "A", Chassis Dynamometer, Beaded, Mass
      Distribution, Run No. 268A	242

145.  Additive "A", Chassis Dynamometer, Beaded, Mass
      Distribution, Run No. 268B	243

146.  Additive "A", Chassis Dynamometer, Beaded, Mass
      Distribution, Run No. 280C	244

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                                                                 Page

147.  Additive "A", Chassis Dynamometer, Beaded, Mass
      Distribution, Run No. 280E	245

148.  Additive "B", Chassis Dynamometer, Beaded, Mass
      Distribution, Run No. 275C	249

149.  Additive "B", Chassis Dynamometer, Beaded, Mass
      Distribution, Run No. 275D	250

150.  Additive "B", Chassis Dynamometer, Beaded, Mass
      Distribution, Run No. 296A	251

151.  Additive "B", Chassis Dynamometer, Beaded, Mass
      Distribution, Run No. 296D	252

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                           11
                       ABSTRACT
This report describes work directed at the development of
methodology for determining the effect of fuel additives
on the efficiency and durability of oxidation catalysts.

In addition to evaluating the effect of fuel additives on
catalysts, and the subsequent effect on hydrocarbons and
carbon monoxide emissions, during this study analyses were
made of particulate matter emitted from the catalyst
equipped engines and vehicles.

In order to determine the best methodology, emissions were
examined using a 350 CID Chevrolet engine, and three 350
CID Chevrolet vehicles.  The engines and vehicles were
operated under steady state cruise conditions, and under
the Federal cycle.

Two different fuel additives as well as a baseline fuel were
used to determine the validity of the methods employed.  The
engine dynamometer runs were correlated with vehicles using
the same fuels and additives.

The data collected suggests that the methods employed do
allow the determination of any adverse effects on catalytic
devices and subsequent emissions due to the inclusion of an
additive in the fuel.

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                  I.  INTRODUCTION
The advent of oxidation catalysts as control devices for the
removal of hydrocarbon and carbon monoxide emissions from
vehicle exhaust necessitates a completely new look at fuels
and fuel additives, with respect to the effect these addi-
tives will have on the durability and efficiency of the
catalysts.  While it is generally recognized that tetraethyl
lead (TEL) and the additives necessary for the proper func-
tioning of TEL have a long range detrimental effect on
catalyst efficiency,  very little is known about the effect
of other additives on catalysts.  Since fuel additives must
be registered with the Federal government and data pre-
sented as to the effects on emission that these fuel addi-
tives might have, a series of government contracts were
written directed toward the collection of fuel additive
emission data, and the subsequent development of methodology
for further data collection.

This report describes work directed at the development of
methodology for determining the effect of fuel additives
on the efficiency and durability of oxidation catalysts.
Other contracts in the EPA fuel additive study program
included contracts on the effect of fuel additives on the
composition of the total hydrocarbon exhaust portion
(Bureau of Mines), the effect of fuel additives on parti-
culate emissions  (Dow Chemical Co.), the effect of fuel
additives on exhaust visibility  (Cornell Aeronautics Lab),
and development of a model for fuel additive emissions
determinations (Dow Chemical Co.).

In addition to evaluating the effect of fuel additives on
catalysts, and the subsequent effect on hydrocarbons and
carbon monoxide emissions, during this study analyses were
made of particulate matter emitted from the catalyst
equipped engines and vehicles.

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                          -2-
The study was divided into two basic approaches:  1) Engine
dynamometer durability runs were made, measuring emissions
before and after both beaded and monolith type noble metal
catalysts.  Three fuels were used.  The baseline fuel was
Indolene 0, while the two test fuels consisted of Indolene
0 plus the manufacturer's recommended level of a polybutene
amine additive  (hereafter referred to as Additive A), and
Indolene 0 plus the manufacturer's recommended level (at
the time of the study) of methylcyclopentadienylmanganese
tricarbonyl (hereafter referred to as Additive B).  2)  The
second part of the study was the evaluation of three vehicles
equipped with beaded type catalysts and run on the three
test fuels described above.  These three vehicles were
driven by three different drivers under a variety of normal
highway and city driving conditions.
                                         c

The gaseous emissions were measured using a Heath Inter-
national Constant Volume Sampler to sample over the 41
minute Federal Cycle.  In the case of the particulate
studies, 60 mph steady state runs were used as well as
Federal Cycle.

The final result of the study described in this report
was the development of a method for determining the short
and long range effects of fuel additives on catalytic
devices.  This methodology is described in Section II of
the report, with the data used to support the method pre-
sented in detail in Section III.

A general conclusion of the study was that although an
engine stand test procedure is adequate for catalyst evalu-
ations as it relates to fuel additives, such procedure
offers no great benefits over vehicle testing in regards to
ease of data generation or data reproducibility and, in fact,
is disadvantageous from a cost standpoint.   The availability

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                          -3-
of catalyst equipped vehicles as of the 1975 model year
eliminates the need for any special technology which would
be necessary for equipping an engine with a catalyst.

-------
                          -4-
                   II.   METHODOLOGY

A.  GENERAL CONCLUSIONS
The basic purpose of this study was to gather data from
both engine and chassis dynamometer durability runs for
use in setting up a proposed methodology for determining
the effect of fuel additives on catalytic devices.  It is
recognized that an inexpensive and reproducible test se-
quence is needed in order to evaluate the many materials
which will find use as  functional fuel additives.

The studies which were  made included 140 hour durability
runs on an engine dynamometer, using both monolith and
beaded catalysts.  Three fuels were used, consisting of an
indolene baseline, indolene fuel with 1.84 grams/gallon of
polybutene amine, designated Additive "A", and indolene
fuel with .26 grams/gallon of Mn, added as methycyclopenta-
dienylmanganese tricarbonyl, designated Additive "B".  Both
additives were used at  the manufacturer's recommended levels
Both catalyst types tested were noble metals on inert sub-
strates.  A 350 CID Chevrolet engine, modified according to
the manufacturer's specification to accept the catalysts,
was used for these studies.

In addition to the engine dynamometer runs, three vehicles
were equipped with beaded catalysts and operated under
normal driving conditions, using the same three fuels
mentioned above.  The three vehicles were Chevrolets, with
350 CID engines, modified to accept 1973 EGR controls,
and tuned to operate according to the manufacturer's recom-
mendations for catalyst equipped vehicles.  The vehicles
were broken in for approximately 2000 miles before the
catalysts were installed, to eliminate any aberations
due to normal engine breakin.  During the first 2000 miles,
blowby measurements were made to ascertain proper ring and

-------
                          -5-
valve seating.   (The procedure for blowby measurements is
described in Section II-B-1 and Table 1).

The vehicles were tested at 2000 mile intervals after
catalyst installation.  Gaseous measurements were made
using a Heath International 5 Bag Constant Volume Sampling
System.  In addition to gaseous measurements, particulates
were also collected and analyzed.   (See  Government Report
EPA-650/2-74-061 for complete details on particulate testing
techniques.)

Many conclusions from specific sets of data for each engine
and vehicle run can be drawn.  These specific comments are
included in the body of the report with  the different data
sets.  Some of the pertinent major conclusions which can be
drawn from the various runs, both engine and vehicle, are as
follows:

1.  There did not appear to be any greater reproducibility
or less scatter of data when testing on  the engine stand
than was noted while testing using vehicles.  This is signi-
ficant since the engine stand tests are  generally more
expensive than the corresponding vehicle tests both in terms
of operating costs and capital equipment.  In addition,
catalyst equipped vehicles are readily available with
supplemental equipment such as EGR, air  pumps, etc., already
in place.  The location of the catalyst  itself in the down-
stream exhaust is thereby also specified (Tables 9-22).

2.  Wherever conversion effectiveness appeared to decrease as
a function of time or miles, the trend was more pronounced
in the vehicle tests than it was in the  140 hour engine
durability tests.  This might be due in  part to the fact
that the vehicles saw slightly more severe operating con-
ditions  (70 mph expressway driving, for  example) than did
the engine stand catalysts.  In any event, a negative effect
due to an additive seems to be more pronounced in a vehicle
than on an engine stand (Figures 113-118).

-------
                           -c-
3.  The use of a 41 minute Federal Cycle Modified  (meaning
in this study that the test sequence was initiated with the
engine and exhaust systems fully warmed up, rather than at
the end of the 12 hour soak period) gave more consistent
and repeatable data than did the corresponding Cold Start
Federal Cycle, as measured by gaseous emissions.  Recognizing
that a Modified Federal Cycle is of limited value as far as
gaseous emissions certification is concerned, it does seem
that starting the Federal Cycle with a fully warmed up
engine eliminates variables which might otherwise be present
in the Cold Start Federal Cycle, allowing a more true reading
of the actual state of the catalyst.  In addition, Modified
Federal Cycles can be repeated with no undo time delay as
would be necessary for the Federal Cycle requirement specify-
ing a 12 hour soak period  (Figures 57-88) .

4.  Although in several instances the two additives tested
appeared to have some negative effect on catalyst efficiency,
in no case was the negative effect dramatic enough to state
categorically that the additive under test was unsatis-
factory.  Unfortunately, time limitations did not permit
longer mileage accumulations on the vehicles to determine
if the long range effects would continue in the same direction.
The engine durability studies were terminated after 140 hours
of operation.  This test length appears to be inadequate
for determining any fuel additive effect on catalysts for
any additive other than those which would be extremely
harmful.
The effect of oxidative catalytic converters was studied during
both the engine stand and vehicle tests.  Only very small
changes in NC-  values were noted during the vehicle tests which
             X
were of relatively longer duration.  As noted in 2, whenever
conversion efficiency appeared to decrease as a function of
time or mileage, the trend was more pronounced in the vehicle
tests than it was in the 140 hour engine durability tests.

B.  RECOMMENDATIONS FOR PROPOSED FUEL ADDITIVE/CATALYST
    METHODOLOGY

-------
                          -7-

In view of the conclusions stated above, a proposed methodology
for  fuel additive testing as regards catalyst  life and
efficiency has been developed containing the following key
points:  1.  Vehicles are superior  to engine dynamometer
for these tests.   2.   The Federal Cycle, with the 12 hour
cold soak,  introduces variables which the Federal Cycle Modi-
fied would elminate,  such as low temperature spark plug misfire
and air/fuel difference due to the choke.  3.  Artifical
means of inducing catalyst degradation,  such as cold shock-
ing or high temperature aging are felt to be generally unreli-
able in determining an additive effect on the catalyst.  These
techniques may be valuable,  however, for determining the
relative merits of different catalysts.   A bibliography of
papers and articles on catalyst studies, including some on
artifical aging,  is included in Appendix A.  4.  In order
to determine the effect of fuel additives on catalysts and
the subsequent effect on particulate, more sophisticated
and expensive analytical and collection techniques are
needed than for only gaseous exhaust measurements.  The
methodology for particulate emission studies, as relates to
fuel additives, is presented in Government Report #EPA-650/2-
74-061 titled "Determination of Effect on Particulate Exhaust
Emissions of Additives and Impurities in Gasoline".  For par-
ticulate studies an engine dynamometer is a more appropriate
method of emission generation than is a vehicle, since the
variables of operation can be more easily controlled on an
engine stand.  In addition,  the dilution tube apparatus
necessary for particulate collection is more easily adopted
to engine stand studies than to a chassis dynamometer.  The
details of particulate collection and measurement are also
described in Government Report EPA-650/2-74-061.

1.  Vehicle Selection
In the study described in this report, 350 CID Chevrolet
engines were used.  It is suggested that this engine be
specified as the test engine of choice,  if for no other
reason than that much data already exists for comparative
purposes.  It is recognized, however, that any standard
engine could be used, and that the engine choice itself

-------
                          -8-
should have little effect on catalyst durability as a
function of fuel additives.

The vehicles chosen for the test should be equipped with
catalysts, installed by the manufacturer, and containing
all supplemental control devices necessary for the proper
function of the catalysts.  Since catalyst equipped cars
will be readily available as of the 1975 model year, it is
recommended that purchased or leased vehicles be used with
no additional modifications to the emission control system.

As of this writing, it appears that both beaded and monolith
type noble metal catalysts will be used to meet the Federal
emissions requirements.  Our studies did not show any signi-
ficant differences between the two types which could be
attributed to a fuel additive effect.  If base metal catalysts
find commercial application, however, it would be appro-
priate to test both catalyst types since the chemical effect
of a given additive on a base metal catalyst could be signi-
ficantly different than on a noble metal catalyst.

The vehicles used for the tests should be tested for blowby
flow every 1000 miles by the procedure outlined in Table 1.
Blowby flow is a measurement of the exhaust gas which is
escaping past the piston rings, and is measured via pressure
on the crankcase and valve train cover.

Blowby flow tests are necessary to determine when and if the
engine is properly broken in and stabilized.  It is obvious
that poor ring seating or valve seating will result in
emission levels not representative of a normal engine.  The
need for ascertaining proper break-in is even more important
when testing fuel additives, since it is conceivable that
certain additives may lengthen or shorten the normally
expected break-in period.

-------
                           -9-
                         TABLE 1

                  BLOWBY TEST PROCEDURE

         Clayton CT-200 Chassis Dynamometer Used


 1.   Thermocouples installed as follows to record accurate

     temperatures:

     a.   Top radiator hose
     b.   Carburetor venturi
     c.   Oil pan
     d.   Ambient air
     e.   Blowby gas flow tube

 2.   Close oil dip stick tube

 3.   Close rocker cover vent to carburetor (right side oh

     350 CID Chevrolet)

 4.   Install tube from PCV (left side)  to Sharp orifice

     meter intake (1/4" port)

 5.   Install Venier band throttle

 6.   Place wind fan in front of car

 7.   Connect accurate tachometer
 8.   Connect blowby apparatus as follows (see diagram for

     details):

     a.   Use cooling water to maintain 75-85°F blowby
     b.   Connect condensate trap to tube from PVC
     c.   Connect outlet from condensate trap to Sharp
         orifice meter (use 1/4" orifice)
     d.   Connect incline water monometer across orifice
         meter
     e.   Connect mercury monometer to engine vacuum

 9.   All tests run at 2000 rpm

10.   Collect the following data at each load condition:

     a.   MPH
     b.   RPM (maintain at 2000)
     c.   Load
     d.   Intake manifold pressure
     e.   Ambient air
     f.   Carburetor air
     g.   Coolant temperature
     h.   Oil temperature
     i.   Barometer reading
     j.   Wet and dry bulb temperatures
     k.   Blowby temperature before orifice meter
     1.   Pressure drop observed across water monometer
     m.   Observed cfm blowby - read from Sharp orifice
         meter chart relating pressure drop to cfm

-------
                      -10-

               TABLE 1 (Cont'd)

CFM at standard conditions was calculated using a dfm
correction factor to compensate for barometric pressure
and a standard conversion factor to bring the final
result to cfm at standard conditions.
The initial reading was taken at the lowest horsepower
load measurable.  Subsequent readings  at multiples of
10 hp.
See attached data collection sheet for an example of
a typical blowby run.

-------
                                  -11-
                            BLOW BY  MEASUREMENTS


                              TABLE 1 (Cont'd)
                                 SHEET NO. 34
OBSERVER
             WT
               DATE ' July 10, 1973
VEHICLE MAKE   Chevrolet
MILES ON VEHICLE   16.352


IGNITION TIMING    6°
     	YEAR 1972     NUMBER D2549	


     DISPL.  350   NO.  OF CYL.   V8     C.R.8-5-1
       AT  600
      RPM   GARB
            RP
      BBL
TRANSMISSION   350  Th
          VAC.  IDLE
                    HP
                      RPM
BAROMETER IN Hg   29.40     at   82    WET BULB  66.0  °F  DRY BULB   82.0	


CORRECTED BAROMETER(DRY)   28.79  at 28.5°F  ABS.  HUMIDITY    .470     GR/L3


INERTIA V/EIGHT    4500
   LBS
VALVE COVER PRESSURE +


SPARK PLUG TYPE  R44T
0"
   DWELL
REMARKS:  Corr Wet Bar = 29.26
30'
HP
RPM
/
SPEED
RPM
.LOAD
ENGINE VACUUM
AMB. AIR
CARB. AIR
WATER
OIL
BLOW-BY AIR

OBS. PRESS DROP
OBS. CFM
CFM CORR. FACTOR
CORR CFM
STD. CONV. FACTOR
CFM at STD COND.
57
2000
3,4
18,9
90
118
206
242
85

.65
,65 '
,9963
,647
1,078
,697
56
2000
10
17,5
94
120
208
246
85

,86
,81
,9963
,807
1,078
.869
55:.
2000
20
15,0
98
120
212
250
85

1,38
1,01
,9963
1,006
1.078
i.nau
53
2000
:30
•11,0 .
'99
120
214-
256
85

2,00
1,23
,9963
1,225
1,^78
1.^?n
52
?OOQ
an
8,3
99
122
222
265
85

2,42
1,35
,9963
1,345
1 078
i.aaQ
















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-------
                         -12-

Once the blowby has stabilized, indicating proper break-in
of the engine, the frequency of the tests can be lengthened
to every 4000 miles.  It is important to continue periodic
blowby tests as a check for abnormal ring or valve wear.

B.  Test Procedures
The basic test sequence for evaluating the effect of a fuel
additive on a catalyst is the Federal Cycle, 41 Minute Cold
Start Test.  As mentioned previously, this test does seem to
give more scatter of the data than does the same test sequence
after the engine and exhaust system has been warmed up
(Federal Cycle Modified).  The recommended procedure, there-
fore, is to run a Federal Cycle test, followed by two or
more 41 Minute Federal Cycle Modified (Hot Start) tests.  The
Federal Cycle data will be useful in determining the actual
emissions level as necessary for the Federal certification
procedures, while the modified tests will be more representa-
tive of the actual state of the catalyst.

A series of steady state tests at 20, 30, 40 mph, etc. mea-
sured along with catalyst temperature, would be valuable in
giving a profile of the catalyst after aging with an additive.
Steady state testing procedures, while valuable for collection
of particulate matter, are of little use for gaseous analyses.
The only area where steady state might be of value is in
determining if a given additive has changed the temperature
at which the catalyst begins to function.  A change in the
light-off temperature would show up in the cold or hot start
tests, but would not be as easily quantified as it would be
in a series of steady state runs.

The equipment necessary for vehicle testing according to
the Federal Cycle procedure is readily available.  A chassis
dynamometer such as the Clayton used in this study is
sufficient.  If the tests are run manually, using a test
driver to follow the 41 minute cycle, it is suggested that
the same driver be used for all tests, if possible.  It

-------
                         -13-
has been our experience that different drivers, due to
slightly different driving techniques, can introduce enough
variance into the cycle to result in some data scatter.  An
automatic cycling procedure will obviously eliminate this
problem.

The mileage accumulation procedures will have an effect on
the longevity of a given catalyst even without the added
variable of a fuel additive.  Recommended procedures for
mileage accumulation are as follows:

1.  A test track procedure for accumulating mileage is the
optimum.  This allows for reproducible and repetitive
operation of the vehicle.  High speed driving will obviously
put the most miles on the catalyst in the shortest period
of time.  However, low temperature, low speed driving is
necessary to simulate city driving conditions.  Any catalyst
aging will be more a function of engine hours than miles.
It is important under all circumstances to monitor the
temperature of the catalyst to ascertain that any catalyst
degradation is not due to a high temperature burnout of the
catalyst.  In addition, temperature monitoring will imme-
diately pinpoint any mechanical failures such as fouled
spark plug or choke sticking.  The best mechanism for
temperature monitoring is a direct readout temperature
meter mounted on the dashboard of the vehicle, and a strip
chart recorder mounted elsewhere in the vehicle to record
the actual catalyst temperatures as a function of engine
hours.  Any high temperature due to mechanical failure or
overload would be readily noted, and aberations in the data
would be explained.  Our studies did not utilize a temperature
recorder, but in retrospect it would have been valuable to
have such data.

-------
                          -14-
2.  If test track mileage accumulation is not possible,
normal highway and city driving can be used.  The best way
to make sure that the mileage is accumulated in a repre-
sentative fashion is to set up a driving sequence which
includes an appropriate amount of urban, suburban and express-
way type operation.  While recognizing that flexibility
is necessary in developing a driving sequence, a suggested
format would be for a minimum of 50% of the engine hours
to be accumulated in urban and suburban type driving, and
for no more than 50% of the hours to be accumulated at
expressway speeds.

Since ambient temperature and humidity conditions will have
some effect on gaseous emissions, and since the statistical
significance of a fleet test is already low unless several
vehicles are used for each of the additives and the base-
line, it is important that the vehicles start and finish
the test period at about the same time.

The testing interval of the vehicles should be no less
frequent than 2000 miles for the first 10,000 miles, and
4000 miles thereafter.  Since normal catalyst life is
expected to be 50,000 miles, any negative effect showing
up dramatically within the first 10,000 miles would be
reason enough to terminate the test at 10,000 miles.  If
no effect is noted during this period, the tests should
be extended to 25,000 miles.  Discussions with auto company
personnel have led to the conclusion that catalyst performance
shows little consistency past 25,000 miles.  It is felt that
tests lasting longer than this would contribute little in the
way of data which could be attributed to a fuel additive
effect.

Although we recommend that vehicles be used as the primary
test source, it is recognized that some manufacturers of

-------
                         -15-
additives are well equipped to run multi-engine dynamometer
studies.  This technique is satisfactory, but for the reasons
previously described cannot be recommended as the method of
choice.  If engines are to be used, however, several criteria
are necessary.

It is extremely important that the engines be equipped with
catalysts in a way which very closely simulates the given
catalyst system as it would exist on a vehicle.  Accessory
emission control devices are necessary, as well as verifying
that the placement of the catalyst downstream from the
exhaust header be the same as the placement on a vehicle.
If a given test catalyst is used on a vehicle to catalyze
the exhaust stream from eight cylinders, than it must also
be used on all eight cylinders of the test engine exhaust.

The engine dynamometer cycle is an extremely important part
of the data collection process.  Previous work (Government
Report EPA 650/2-74-061) involving particulate studies, used
the 23 Minute Federal Cycle which was repeated over and over
until the required number of hours were accumulated on the
engine.  For the catalyst studies described in this report, the
sequence of 23 minute runs was felt to be unsatisfactory.
Basically, the average speed of approximately 19 miles per
hour was not felt to be adequate for promoting any severe
additive effect on the catalyst.  In addition, the accelera-
tions in the Federal Cycle (23 minutes) do not severely
enough load the engine.  Higher loads will cause short duration
catalyst temperature increases which more closely simulate
severe driving conditions such as wide open accelerations or
trailer towing.

The durability cycle of choice for the fuel additive effect
engine runs is described in detail on page 24319, Volume 37,
Number 221, Wednesday, November 15, 1972 of the Federal
Register.  This cycle is summarized in Table 2.  The per-
tinent factors in this cycle include rapid acceleration

-------
                             -16-
TABLE 2.   ENGINE DURABILITY TEST CYCLE
  0 to 3.7
   miles
       3.3
       2.9
                             Stop
                          then accelerate
                          to Lap Speed
              Decelerate
              to 20 mph
             then accelerate
             to Lap Speed
Start-Finish
    Stop
then accelerate
 to Lap Speed

 Decelerate
 to 20 mph
 then accelerate
 to Lap Speed

     Stop
 then accelerate
 to Lap Speed
           Decelerate
           to 20 mph
        then accelerate
          to Lap Speed
                                                            1.3
   Decelerate
   to 20 mph
then accelerate
  to Lap Speed
                                                    1.9
         2.6 \  Decelerate
               to 20 mph
                then accelerate
                to Lap Speed
Lap
1
2
3
4
5
6
7
8
9
10
11
Speed-
in. p. h .
40
30
40
40
35
30
35
45
35
55
70
                            2.2  Stop
                              then accelerate
                               to Lap Speed
                                        All Stops are 15 sec.

-------
ENGINE DYNAMOMETER DURABILITY TEST SCHEDULE
Federal Accumulated
Accumulated With Without Federal Cycle Particulate Test Hours
Days Converter Converter Cycle Modified 60 MPH 23 Min. on Test
; 1 X X | .
X X i 6
X ; X j
2 XX :
X X 25
X ; X
X X
,
•'
3 X | X
X | X 48
! 4 X 1 X
! X X i 67
I 'X ! *
: j i
5 x x ; :
X X i 86
X X I
.
6 X ' X : 1 109
; X : X !
7 XX: |
X X i 128
i X X
8 XX
X X 137
X X
9 X X 140
: x x
X X
Sequence
of Test
1 !
2 '
3
4
5
6
7
•
.
8
9
10
11 i
12
13
14 :
15
16 «
17 :
18 J
19 i
20 j
21 :
22 j
23 !
24 '
25 !
26
i
Test
Pairs
1
i&4 :
2&5

8&9
10&13
11&12
14&15 i
16&17
18&21
19&20
22*23

Remarks
The engine was oper-
ated on the Federal
Durability Driving
Cycle for 19 hours and
then stopped for 4
hours to simulate a
cold start test.
The engine was oper-
ated on the Federal
Durability Driving
Cycle for 24 hours
with no engine shut
down as no simulated
cold start is called
for before emission
test.

Same as Day 11
Same as Day 11
Same as Day 12
Same as Day fl
Engine shut down at
end of day when the
accumulated hours
total 137 hours.
Particulate test on
this day.

-------
                         -18-
and deceleration, with a top speed of 70 mph, and an overall
average speed of about 40 mph.  It is basically a cycle
adapted from test track driving.  A 3.7 mile test course
was used, with a total of 11 laps.  During the first 9 laps,
there are 4 stops with 15 seconds idle.  Normal accelerations
and decelerations are used.  In addition, there are 5 light
decelerations each lap from the base speed to 20 mph fol-
lowed by light accelerations to the base speed.  The 10th
lap is run at a constant 55 mph.  The llth lap is begun
with a wide open throttle acceleration from stop to 70 mph.
A normal deceleration to idle followed by a second wide open
throttle acceleration occurs at the midpoint of the lap.

The durability schedule was transcribed onto computer tape,
which was used on a mode monitor manufactured by Northern
Ampower Corporation to control the engine and the dynamo-
meter.  There are probably many ways in which a cycle can
be transcribed to control an engine dynamometer, but since
all of the work on this contract was done using the Northern
Ampower Mode Monitor, no attempt will be made to discuss
other systems.  It is important, however, to use a cycle and
not a series of long steady state runs, since the effect on
a catalyst of a steady state run will not be the same as
the fuel additive effect which will occur as a result of
frequent acceleration and deceleration.

C.  Analyses of Data
The gaseous emission data collected during this study was
determined using the Heath International 5 bag CVS system.
The procedures followed in all cases were those outlined in
the Federal Register for gaseous determinations.

The single most important piece of data generated from each
specific test is the total grams/mile hydrocarbon and car-
bon monoxide figure for the weighted average of the segments

-------
                         -19-
of the Federal Cycle.  This number will be directly com-
parable to the figures obtained during certification of a
given engine or control system.  The change, over time, in
the total grams/mile number is an accurate assessment of
the effect of a given additive on the control system under
test.

The various segments of the Federal Cycle, however, as mea-
sured by the 5 bag system, can be used individually to give
more detailed information about the specific effects of any
fuel additive under test.  The cold start portion is the
least reproducible of the three segments, but when compared
to the stabilized or hot start segment can not only give
information about the relative durability of catalysts, but
is also a good check point for determining very quickly if
any mechanical malfunctions are occurring.

For example/ if the cold start portion shows an increase in
grams/mile hydrocarbon or carbon monoxide as a function
of time, while the stabilized and hot start portion remains
relatively constant, this could be an indication that the
light-off temperature of the catalyst is increasing, while
the efficiency, once light-off temperature is reached, is
not affected.  On the other hand, if the cold start portion
remains relatively constant while the stabilized segment
goes up, either sharply or as a function of time, this could
be an indication of high speed spark plug misfiring due to
mechanical ignition problems or an additive effect on the
spark plugs themselves.  An overall rise in the weighted
averages, per the Federal Cycle procedure, can be more
easily relied on as an indication of catalyst degradation
if the same general effect is noted in the various segments
of the cycle.  In Section III, the data from both the
engine runs and the vehicle tests are presented, and in
each case the effect of the additive fuels is discussed

-------
                         -20-

for the weighted average and the individual segments.

As mentioned previously, the raw data from the CVS system
was converted into grams/mile using the Federal Register
procedure outlined in the Wednesday, November 15, 1972
edition, Volume 37, Number 221.  A computer program, ob-
tained from EPA, was used to perform the calculations.  For
gaseous emission testing it is convenient  that computer
capacity and an appropriate program be available for these
calculations.  It would be virtually  difficult to do them
any other way.

In addition to the gaseous emission data,  it is appropriate
to also determine a fuel additive effect on a catalyst rela-
tive to particulate emissions.  No attempt was made in this
study to further refine particulate collection and analysis
methodology.  The methods described in report EPA-650/2-74-
061 are sufficient for these studies relative to particulate
mass and composition  (carbon, hydrogen, nitrogen, benzo(a)
pyrene, and trace metals).  However, since oxidation catalysts
are suspected of increasing the ratio of SO^/SO- compared
to non-catalyst systems, measurement of these particular
species is appropriate.  Some preliminary work was done using
a modification of Method 8, described in Federal Register,
Volume 36, page 24893.  Basically, this method involves
sampling a direct exhaust gas stream from before and after
the catalyst, and running the stream through a series of
impingers, collecting the S0~ in a peroxide solution and the
S03 in an isopropyl alcohol solution.  From the initial
attempts at ascertaining any shift in SO./SO^ ratio, it
appears that this method can be used.  However, not enough
work was done to warrant a detailed explanation as part of
the methodology of this contract.

Filtration techniques described in report EPA-650/2-74-061 can
also be used to determine any shift in the SO-/SO- ratio,

-------
                         -21-
since in diluted exhaust the- SO., will exist in the hydrated
form as H-SO..   This can be collected on the millipore filter
media, arid analyzed by one of several techniques specific for
the S0.~ ion.   Barium precipitation is one such method, and
is described in Method 8.  A technique used on occasion in
other studies involved induced electron emission spectroscopy,
and is specific for a given valence state of sulfur.  Total
sulfur in the particulate can be measured using readily avail-
able pyrolitic techniques.  Samples for SO ~ analyses were
collected from each run and forwarded to EPA for analyses.
The results of these analyses are not reported in this study.

In analyzing the data generated both on the engine stand and
the vehicles,  it is recognized that the statistical significance
is low.  For each test, there are enough uncontrollable vari-
ables present,  such as minor undetected mechanical malfunctions
or ambient weather conditions, so that in each durability run
there always seemed to be one or two points unexplainably
higher or lower than the observed trend from the rest of the
data points.  Where possible, an attempt has been made to
rationalize what the cause might have been.  However, in many
cases there does not appear to be any plausible explanation.
It is suggested that any test on an additive system that is
expected to see widespread usage be run with at least two
vehicles on the baseline fuel and two or more on the given
additive fuel.   A statistically significant multi-engine or
vehicle test can be set up using one of any number of
mathematical models.

Table 4 is an example of how a statistical test can be set
up by making certain assumptions about the repeatability
and closeness with which the engines or vehicles match.  The
horizontal axis of the table is the standard deviation, or
the difference, plus or minus, which one would expect between
engines or vehicles in a normal situation.  The vertical
axis, p, is the difference in the average emission levels
which is expected to be significant.  The numbers in the

-------
                         -22-
body of the table are the numbers of vehicles or engines
needed to show the difference p.  For example, if it is
assumed that a set of matched engines will show a normal
25% variation from the average on hydrocarbon or carbon
monoxide emissions when equipped with a catalyst and run on
a baseline fuel, and that an increase in emissions of 50%
(p = 1.5), compared to a baseline, is expected, than 15
engines would be necessary for both baseline and test fuel
in order to be assured that the 50% increase is statisti-
cally significant at the 95% confidence level, and not a
result of the normal variations expected between engines.
If the engines are felt to be closely enough matched so that
a deviation of 15% is expected, and a 150% (p = 2.5) increase
in emissions due to an additive is significant, than 4 engines
or vehicles can be used.

The graph on Table 4 shows the importance of the duration of
the test.  Obviously, if an additive causes catalyst de-
gradation with time, the longer the test runs, the greater
the difference will become between the baseline and the
test fuel, until at some point a plateau is reached.  If a
test is terminated before the plateau is reached, then p
will be smaller than necessary, and the statistical signi-
ficance will be lower for a given number of engines or
vehicles than would be expected.

In setting up a statistically significant test sequence,
as much prior information on the expected behavior of the
engines as can be obtained is quite helpful.   For example,
if it has already been established that a given engine on
a given test sequence (either engine stand or vehicle) would
show a normal variance of 15% from the average, then a fewer
number of vehicles or engines can be used for the tests than
if the assumption was erroneously made that the engines
would show a 25% variance.

-------
                         -23-
Table. 5 is a summary of some of the gaseous data obtained
from engine dynamometer runs, measured before the catalyst
via CVS.  The intent is to show the variability in hydro-
carbon and carbon monoxide emissions which is present in the
same engine during a single run and also the variability in
the same engine from run to run.  Although a slight increase
in both hydrocarbons and carbon monoxide might be expected
to occur as a result of engine hours, the deviations from
the average which occur apparently in a random fashion indi-
cate that a range of 15% to 40% deviation from the average
is not unlikely.  For example, with the baseline fuel,
tested 7 times on a Federal Cycle modified with no catalyst,
the average hydrocarbon emission was .43 grams/mile, with a
low of .2 grams/mile (perhaps spurious, but if so, no reason
was readily apparent) and a high of .56 grams/mile, or
-53% and +30%, respectively.  Another example, using fuel
Additive A, with no converter, showed a range of +22% and
-10% for hydrocarbons and +6% and -9% for carbon monoxide.
It is apparent from this data that before a statistically
significant test can be set up, some assumptions on the
expected repeatability of the data must be made, and the
repeatability will most likely be in the 15-40% range.

D. Expected Results
In light of the statistical significane of the data which
was just discussed, it is apparent that using a relatively
small (less than 10 vehicles) fleet test will give statisti-
cally sound results only if the additive under test shows
differences in gaseous emissions of around 2 times the
emissions measured under baseline conditions.

Since there are numerous additives used in fuel which will
need to be tested, and since many of these additives are
all organic compounds used at low percentages, it is rea-
sonable to assume that different sized fleet tests will be
necessary to generate the data needed to make reliable

-------
                         -24-
conclusions as to the effect of a given additive on catalysts
For example, a low molecular weight organic material such as
methyl alcohol, used as an anti-icer, would be expected to
have little or no effect on a catalyst.  Therefore, a large
number of test vehicles would be necessary to statistically
verify the exact magnitude of any change in emission rates.
However, since methyl alcohol is expected to have little
effect on catalyst life, and since it is also readily
oxidized and should have little effect on regulated gaseous
emissions, and also since the value of this additive in fuel
is such that a large expenditure for data generation might
be felt unreasonable, the argument could be reversed so that
a small fleet test would be enough to validate a qualitative
conclusion.

In the case of an additive used for octane improvement,
such as Additive "B" in this study, which will have a wide-
spread usage and which can also be expected to have some
chemical or physical effect on a catalyst, the cost and time
necessary to generate statistically sound data would be
justified.

The point being made is that there should be some flexi-
bility in the proposed fleet tests (or engine stand runs)
to allow for expected differences in various additives with
respect to catalyst efficiency and longevity, and should
also take into account the value of the given additive to
the industry or consumer.

Another consideration which was not looked at in this study
but which could be significant is a cummulative effect
when more than one additive is present in a given fuel.  A
fully formulated gasoline containing an octane improver,
a dye, an antioxidant and a detergent could have a larger
or smaller cummulative effect on catalyst efficiency than
any of the additives by themselves.  The use of a detergent

-------
                         -25-
by itself could conceivably show a decrease in hydrocarbon
emissions compared to a baseline fuel containing no addi-
tives just as a result of forming lower engine and intake
manifold deposits, whereas in combination with other addi-
tives this effect would be negated.  It is suggested that
where feasible, tests be run on fully formulated fuels to
determine any effects on the catalysts.  If negative effects
are noted, then the individual additives can be tested via
the same procedure.

This study primarily involved testing for the regulated
gaseous emissions  (carbon monoxide and unburned hydrocarbons)
which would be affected by oxidation catalysts.  Analysis of
particulate emissions was also looked at, but in general,
showed so much scatter that meaningful conclusions are dif-
ficult to draw.  In analyzing the data collected from a test
on a given additive, there are several key points to consider.
First, an increase in carbon monoxide or hydrocarbons as a
function of miles is significant as an absolute measurement
only if the increase takes the emission level past the
Federal Standard in effect at the time.  For example, if
carbon monoxide in a given test goes from 1 g/mile to 3
g/mile, the absolute numbers are not of much value in terms
of drawing conclusions about the additive since both the
start and finish numbers are below the 3.4 g/mile standard.

The second point, which logically follows from the example
just stated, is that catalyst efficiency is the most im-
portant measurement.  Following the previous example, if the
baseline test showed an increase in carbon monoxide from
1.0 g/mile to 2.0 g/mile over the same time period that the
test fuel showed a 1.0 g/mile to 3.0 g/mile increase, then
the conclusion would have to be that although the additive
shows some negative effect on the catalyst, the effect is
not significant in terms of an overall reduction in air
quality.

-------
                         -26-
The third point to consider is that any additive which
causes an increase in emissions which takes the levels
above the regulated standard should be considered suspect.
This point has to be tempered somewhat, however, with the
recognition that a baseline fuel can also show an increase
to a point, above the standard as a result of normal catalyst
attrition.  The data presented in this study in Section III
shows that the baseline as well as the two additives ended
up above 3.4 g/mile carbon monoxide at the conclusion of
the 17,000 mile vehicle tests.

F.  Summary
To summarize, the methodology suggested for testing fuel
additives for the effect on catalyst operation with respect
to gaseous emissions is as follows:

1.  Select a statistically significant fleet size (or
engine runs, if so desired) based on assumed parameters of
reproducibility and precision, and based on whether prior
data is available on the given additive system and engines
used for the tests.

2.  Break in the vehicles, testing for blowby every 1,000
miles until stabilized, and every 4,000 miles after test.

3.  Run the vehicles according to a prescribed test sequence
(test trade or road), testing for gaseous emissions every
2,000 miles for the first 10,000 test miles, and 4,000 miles
thereafter, using the Federal Test Cycle  (both modified and
cold start).

4.  Collect and tabulate the data in such a way that the
catalyst efficiency at the end of each test sequence is
the prime consideration.  Apply statistical methods of
analysis to the results to verify statistical significance.

-------
                         -27-
TABLE 4.  STATISTICAL TEST EXAMPLE
            Standard Deviation



          .15  .20  .25  .30  .40
      1.5
      2.0
      2.5
      3.0
7
4
<4
<4
10
5
<4
<4
15
6
4
<4
22
7
5
<4
37
11
6
4
                                                       p.  a
                       Operating Hours

-------
TABLE 5.  VARIABILITY OF DATA
Engine Runs
Baseline Fuel
No Catalyst, g/mile
HC
.53
.56
.53
.44
.20
.38
.40
.43
+ 30%
-53%
CO
22.1
25.8
29.9
24.8
11.4
22.2
23.9
22.3
+ 33%
-49%
HC
.58
.56
.58
.61
.63


.59
+7%
-5%
CO
17.3
17.3
17.7
17.7
17.6


17.5
+1%
-1%
Additive A
No Catalyst, g/mile
HC
.59
.62
.57
.66
.88
.58
,74
.66
+33%
-14%
CO
17.3
17.4
17.6
17.6
17.2
17.4
17.2
17.4
+1%
-1%
HC
.37
.39
.38
.39
.50
.45

.41
+22%
-10%
CO
22.6
21.8
23.2
19.9
21.9
21.8

21.9
+6%
-9%
No
HC
1.03
.99
1.12
1.16
1.28
.94
1.02
1.08
+19%
-13%
Additive B
Catalyst, g/mile
CO
24.1
25.3
21.1
22.8
23.9
15.4
17.0
21.4
+ 18%
-28%
HC
1.37
1.44
1.43
1.83



1.52
+20%
-10%
CO
17.6
17.6
17.6
15.9



17.2
+2%
-8%
                                                                           Average
00
I
                                                                           Max. Deviation
                                                                           from Average
                                                                           Min. Deviation
                                                                           from Average

-------
                         -29-
       III.  EXPERIMENTAL DATA, GASEOUS EMISSION

This section consists of the raw data from all of the
engine and vehicle tests which was used to verify con-
clusions regarding the methodology.  The data is presented
in eight sections, with comments and conclusions for each
section.  The eight sections are:

     A.  Raw Data, Engine Stand, Monolithic Catalyst,
         Three Fuels.
     B.  Comparison of Three Fuels, Engine Stand,
         Monolithic Catalyst.
     C.  Raw Data, Engine Stand, Beaded Catalyst,
         Three Fuels
     D.  Comparison of Three Fuels, Engine Stand, Beaded
         Catalyst.
     E.  Comparison of Beaded and Monolithic Catalysts,
         Engine Stand, Three Fuels
     F.  Raw Data, Chassis Dynamometer, Beaded Catalyst,
         Three Fuels
     G.  Comparison of Three Fuels, Chassis Dynamometer,
         Beaded Catalyst
     H.  Comparison of Chassis Vs. Engine Dynamometer,
         Beaded Catalyst, Three Fuels

The data is presented in tabular form, with graphs of
grams/mile or efficiency versus time or miles for comparative
purposes.  The term "Federal Cycle" refers in all cases to
the 41 Minute Cycle as described in the Federal Register.
Modified Federal Cycle refers to the 41 Minute Cycle, starting
with a completely warmed up engine.  Cold transient, stabilized,
and hot transient refer to the respective segments of the
Federal Cycle.  The weighted figure is the total grams/mile
calculated via the Federal Cycle procedures.

-------
                         -30-
Physical data on the fuel used in each test is presented
in Tables 6, 7, 8.  The same batch of Indolene fuel was used
for all three fuels, with the only difference being the test
additives in two of the fuels.

-------
                                   -31-

                                 TABLE 6

                   INDOLENE No.15214 91 OCTANE FUEL

                               BASE FUEL


                        API Gravity        58.7
IBP
5
10
20
30
40
50
60
70
80
90
95
EP
% Residue
RON
MON
RVP
% Saturates
Olef ins
Aroma tics
Carbon
Hydrogen
Sulfur
Cu Al Ca
0.2 2 7
84
106
118
142
164
186
204
230
252
278
316
390

0.2
90.0
80.6
9.3
66.0
6.4
27.6
86.2%
13.3%
355 PPM
Mg Mn
<1. <0.5
Trace Metals  Fe  Ni   Cu    Al    Ca  Mg    Mn    Pb  Cr   Sn   Zn   Ti
PPM           1.  <1.

                        Lead by Atomic Absorption = 12.PPM

                        Phosphorus by Colormetric Data = <1.PPM

                        Bromine by X-ray Fluorescence = 4.PPM

-------
                                   -32-

                                TABLE 7


                   INDOLENE No.15214 91 OCTANE FUEL

                            + ADDITIVE "A"


                        API Gravity      59.7

                        Distillation:
IBP
5
10
20
30
40
50
60
70
80
90
95
EP
% Residue
RON
MON
RVP
Saturates
Olefins
Aroma tics
Carbon
Hydrogen
Sulfur
Cu Al
<0.2 1.
96
114
126
148
166
188
208
226
244
270
304
378

0.2
90.6
80.4
8.0
68.4
3.8
27.8
86.1%
13.4%
460. PPM
Ca Mg Mn Pb
2 <1. <0.5 —
Trace Metals  Fe  Ni   Cu    Al    Ca  Mg    Mn    Pb  Cr   Sn   Zn   Ti
PPM           3.  <1

                        Lead by Atomic Absorption =  66  ppm

                        Phosphorus = <2.PPM

                        Bromine by X-ray Fluorescence =  25 ppm

-------
                                  -33-


                               TABLE 8

                   INDOLENE NO.15214 91 OCTANE FUEL

                            + ADDITIVE "B"


                        API Gravity      59.5

                        Distillation:
Trace Metals
PPM
IBP
5
10
20
30
40
50
60
70
80
90
95
E.P.
% Residue
RON
MON
RVP
Saturates
Olefins
Aromatic s
Carbon
Hydrogen
Sulfur
Fe Ni Cu Al
3. <1. <0.2 <1.
102
126
136
154
174
194
212
230
248
272
314
380

0.2
93.0
81.0
8.0
68.2
4.8
26.8
85.8%
13.4%
480. PPM
Ca Mg Mn Pb Cr Sn Zn Ti
2 <1. 82. — <1. <1. <3. <1
                        Lead by Atomic Absorption =  74 ppm

                        Phosphorus = <2.PPM

                        Bromine by X-ray Fluorescence =  25 ppm

-------
                         -34-
A.  Raw Data/ Engine Stand, Monolithic Catalyst, Three Fuels
The following set of data and graphs consists of the mea-
surements ,  via CVS,  of carbon monoxide and hydrocarbon
emissions and the corresponding conversion efficiencies for
monolithic catalysts.  For the study, an engine was equipped
with a catalytic converter coupled to an engine dynamometer
and operated on a Federal Durability Cycle as described in
the November 15, 1972, Volume 37, Number 221, Federal
Register.  Three different fuels were used:  baseline,
Additive "A", and Additive "B".

The exhaust gases were collected using a Heath International
CVS 5 Bag System.  They were analyzed using the following
analytical instruments:
1.. Unburned hydrocarbons - Beckman Flame lonization.

2.  Carbon monoxide - 0-280 ppm, 0-3000 ppm range, Beckman
    Infrared Analyzer, Model 1R315.

The durability or conversion effieicney was measured by the
analysis of the exhaust gases at the start and periodically
during the test via the CVS method, using the Federal Cycle
and Modified Federal Cycle test sequence.  Exhaust gas was
analyzed both before and after the catalytic converter.

The raw data is reported as well as shown graphically.  The
cycle is broken down into the cold, hot, and stabilized seg-
ments, and also the weighted average of each segment.  The
most meaningful is the weighted average, which is the number
that certification procedures are based on.  The cold tran-
sient segment is the first 505 seconds of the 41 Minute test,
and is likely to be the least reproducible due to differences
in air/fuel ratio as a result of the choke opening during
this period.  The catalysts were run for approximately 140
hours on each fuel,  using a fresh catalyst for each 140 hour
run.  In addition to gaseous emission data, particulate mea-
surements were made at various points during the run.  The
particulate data is reported in Section IV.

-------
                         -35-
COMMENTS - Baseline Fuel
1.  All three portions of the cycle (cold, stabilized, and
hot) sampled before the converter, remained constant, as
measured by the Federal Cycle test procedure, for the
duration of each run.

2.  With respect to carbon monoxide, all three portions as
above, sampled after the converter, showed some variation;
however, no significant reduction in conversion efficiency
was observed.

3.  During the Modified Federal Cycle, before the converter,
the carbon monoxide emission levels were constant while the
emission levels after the converter showed a downward trend.
This is shown in the converter efficiency curves which show
an improvement with time.

4.  With respect to hydrocarbon emissions, during the
Federal Cycle, except for the cold start portion, the grams/
mile for both before and after the converter remains rela-
tively constant, with a slight downward trend developing
after the converter.  This is shown graphically in the
conversion efficiency curve.

5.  With respect to hydrocarbons, data from the Modified
Federal Cycle show smaller differences and less scatter
between the before and after converter measurements than does
the data from the Federal Cycle.  The after converter data
shows a downward trend, which indicates an improvement in
conversion efficiency, with time.

-------
TABLE  9.   BASE  FUEL,  KONOLITHIC  CATALVST,  ENGINE STAND,  RAW DATA, GRAMS/MILE *
Cold
KC CO
21.7
With Converte
.94 13.6
.11 4.6
.23 4.5
.31 6.4
Without Convej
2.62 13.54
.74 20.61
.48 13.46
1.05 17.29
% Efficiency
64.1 0
85.1 77.6
52.0 66.5
70.4 62.9
Hot
HC CO
22.5
r
.88 7.6
.13 3.84
.24 4.16
.31 4.69
rter
.85 13.6
.53 20.6
.46 13.46
.58 17.31

0 44.1
75.4 81.3
47.8 69.0
46.5 72.9
Cold
HC CO
64.1

1.25 13.56
.47 .84
.19 2.45
.55 3.82

1.51 13.8
.64 21.1
.53 13.8
.78 17.72

17.2 1.7
26.5 96.0
64.1 82.2
29.5 76.7
Hot
HC CO
65.2

.35 5.68
.16 .81
.24 7.63
.22 3.60

.42 13.6
.63 20.6
.53 13.4
.56 17.32

16.6 58.2
74.6 96.0
54.7 43.0
60.7 79.2
Hot
HC CO
86.8

.54 5.95
.13 1.04
.16 3.11
.22 2.58

.57 13.8
.62 21.1
.50 13.8
.58 17.69

5.2 56.8
79.0 95.0
68.0 77.4
62.0 85.4
Hot
HC CO
108

.20 5.36
.17 .68
.17 4.61
.17 2.66

.58 13.88
.66 21.1
.53 13.8
.61 17.7

65.5 61.4
74.2 96.7
67.9 66.5
72.1 84.9
Cold
HC CO
131.8

4.2 13.5
.26 1.3
.19 2.8
1.04 4.16

1.85 13.7
.67 20.87
.53 13.76
.87 17.55

62.1 0
95.9 80.9
62.9 69.4
77.0 65.8
Hot
HC CO
131.8

.39 5.07
.19 1.43
.20 4.43
.23 2.95

.80 13.74
.62 20.9
.52 13.76
.63 17.6

51.2 63.1
69.3 93.1
61.5 67.8
63.4 83.2

Durability Hours

Cold Transient
Stabilized
Hot Transient
Weighted

Cold Transient
Stabilized
Hot Transient
Weighted

Cold Transient
Stabilized
Hot Transient
Weighted
                                                                                                                                                  I
                                                                                                                                                 U)
•Corrected for ambient conditions.

-------
                                       TABLE  10.  AMBIENT  CONDITIONS

                                BASE FUEL - MONOLITH CATALYST    ENGINE DYNAMOMETER
Modified Federal Cycle
Federal Cycle
Durability Hours
 X
22.5
 X
64.1
 X

65.2
 X

86.8
 X

108
 X
131.8
 X

131.8
WITHOUT CONVERTER

Barometer
Corrected Barometer
Ambient Air °F
Wet Bulb °F
Dry Bulb °F
Humidity %

WITH CONVERTER

Barometer
Corrected Barometer
Ambient Air °F
Wet Bulb °F
Dry Bulb °F
Humidity %
29.32
29.19
77.
60.
77.
35.89
29.32
29.19
77.
60.
77.
35.89
29.18
29.08
62.
51.
62.
45.91
29.18
29.08
62.
51.
72.
45.91
29.60
29.48
74.
52.5
74.
19.05
29.63
29.48
82.
55.5
82.
13.74
29.33
29.19
81.
58.
80.
21.84
29.60
29.46
87.
59.
88.
13.83
29.18
29.05
78.
61.
78.
36.84
29.18
29.05
78.
61.
78.
36.84
29.60
29.48
74.
52.5
74.
19.05
29.18
29.08
64.
52.
64.
43.34
29.60
29.48
74.
52.5
74.
19.05
29.63
29.48
82.
55.5
82.
13.74
29.62
29.49
77.
53.
76.5
16.03
29.60
29.46
87.
59.
88.
16.03
                                                                                I
                                                                                OJ

-------
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&
                                                                               I
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                                                                              00
                                                                               I
              10
20
40
50
 60    70     80

Durability Hours
90
100
110
120   130
140
        Monolithic Catalyst
        Base Fuel
                                       CVS EMISSIONS  FEDERAL CYCLE
                            FIGURE 1
                                                      	 Before Converter
                                                      	 After Converter
                                                         •  Cold Transient
                                                         V Stabilized
                                                         D Hot Transient
                                                         O Weighted

-------
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100
110
120
130
140
        Monolithic  Catalyst

        Base Fuel
                                       CVS EMISSIONS  FEDERAL CYCLE
                                           FIGURE 2
                                                                        • Cold Transient

                                                                        V Stabilized

                                                                        D Hot Transient

                                                                        ^ Weighted

-------
3
x
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20
30
40
50    60    70     80

     Durability  Hours
100   110    120    130   140
     	 Before Converter
     	 After Converter
         Monolithic Catalyst
         Base Fuel
              CVS EMISSIONS FEDERAL CYCLE MODIFIED


                            FIGURE 3
                                                   « Cold Transient
                                                   V Stabilized
                                                   Q Hot Transient
                                                   O Weighted

-------
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40    50    60    70    80     90     100

           Durability Hours       ,
                                  /

  CVS EMISSIONS FEDERAL CYCLE  MODIFIED
                           FIGURE 4
110   120   130   140
                                                       • Cold  Transient
                                                       V Stabilized
                                                       D Hot Transient
                                                       O Weighted

-------
                          '\
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                                                                 j
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                10
20
30
40
          Monolithic Catalyst
          Base Fuel
50    60    70     80

     Durability Hours
                                          CVS EMISSIONS FEDERAL CYCLE
                             FIGURE 5
100
110
120
130   140
                                                       	 After Converter
                                                      	 Before Converter
                                                         »  Cold Transient
                                                        V  Stabilized
                                                        D  Hot Transient
                                                        O  Weighted

-------
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     90
     80
                           ;:ffi r  1
     40
                                           60  .70    80

                                          Durability Hours
              90
100
       Monolithic Catalyst
       Base Fuel
                                     CVS EMISSIONS FEDERAL  CYCLE
FIGURE  6
110   120   130   140
                           • Cold Transient
                           V Stabilized
                           D Hot Transient
                           r~ Weighted

-------
                               50    60    70     80

                                    Durability Hours
                              90
100
110   120   130    140
Monolithic  Catalyst
Base Fuel
                                 .'      	Before Converter
                                        	 After Converter
CVS EMISSIONS FEDERAL CYCLE MODIFIED      *  Cold Transient
                                          V Stabilized
                                          D Hot Transient

              FIGURE 7                   O Weighted

-------
100 .
                                                                                     i i fill
                                                                                     1 I  ! t
                 H-H+
                 rrrrH
                 T'."l IX
                                                                                       __!_. _   I
                                                                                       .._,--_   I
10
20
30
40
                                  50     60    70    80

                                       Durability Hours
                     100
   Monolithic  Catalyst
   Base Fuel
                              CVS EMISSIONS  FEDERAL CYCLE MODIFIED
FIGURE 8
110   120   130    140
                            • Cold Transient
                            V stabilized
                            D Hot Transient
                            O Weighted

-------
                         -45-

COMMENTS - Additive "A"
1.  Due to a dead band in the range capability of the two
instruments used to measure carbon monoxide, the data points
which fell between 3000 ppm and 3500 ppm are estimates.
This does not appear to have a significant effect on the
validity of the data as far as identifying trends.

2.  The data obtained from the Federal Cycle shows a slight
drop in overall conversion efficiency with this same trend
a little more pronounced for the Modified Federal Cycle
test run.

3.  With respect to hydrocarbons as measured by the Federal
Cycle test procedure, the differences between before and
after converter are quite small.  When calculated to a per-
centage basis, this leads to an apparent significant drop
in conversion efficiency.  However, the steep slope in the
efficiency curve is due to the relatively low hydrocarbon
levels seen before the converter, and as such the apparent
conversion efficiency drop takes on less significance.

4.  The data for the Modified Federal Cycle hydrocarbon
emissions shows the same trends, however, they are less
pronounced.

-------
TABLE 11.  "A" ADDITIVE, MONOLITH CATALYST, ENGINE STAND, RAW DATA,   GRAMS/MILE. *
Cold
HC CO
1
Hot
HC CO
17
With Converter
.35 13.59
.11 1.69
.11 3.64
.16 4.60
Without Conve
1.46 13.54

.63 20.51
.51 13.53
.77 17.25
» Efficiency
76.0 0
82.5 91.7
78.4 73.0
79.2 73.3
.21 4.41
.12 1.67
.10 1.64
.13 2.21
rter
.64 13.53

.62 20.57
.50 13.51
.59 17.28

67.1 67.4
80.6 91.8
80.0 87.8
77.9 87.2
Hot
HC CO
38

.21 2.91
.20 1.37
.20 3.03
.20 2.12

.68 13.64

.65 20.74
.50 13.62
.62 17.42

69.1 78.6
69.2 93.3
56.0 77.7
67.7 87.7
Hot
HC CO
60

.28 5.90
.21 3.69
.19 3.10
.22 3.98

.51 13.78

.65 20.95
.46 13.79
.57 17.61

45.0 57.2
67.7 82.4
58.7 77.5
61.4 77.4
Cold
HC CO
77

:44 7.34
.45 5.34
.21 8.74
.38 6.65

.67 13.44

.68 20.42
.52 13.48
.64 17.17

34.3 45.4
33.8 73.8
59.6 35.2
40.6 61.3
Hot
HC CO
77

.26 5.90
.22 3.18
.21 5.41
.23 4.32

.73 13.45

1.05 20.49
.66 13.41
.88 17.20

64.4 56.1
79.0 84.5
68.2 59.5
73.8 74.8
Hot
HC CO
99

.23 5.05
.31 3.45
.25 5.05
.28 4.20

.51 13.82

.77 20.96
.56 13.77
.66 17.61

54.9 63.5
59.7 83.5
55.3 63.2
57.6 76.1
Hot
HC CO
116

.26 8.42
.24 2.49
.23 4.39
.24 4.19

.53 13.62

.65 20.71
.48 13.60
.58 17.40

50.9 38.2
63.1 87.9
52.1 67.7
58.6 75.9
Cold
HC CO
134

.91 12.2
.30 4.02
.30 5.79
.42 6.15

.95 13.71

.49 20.78
.46 13.67
.58 17.47

4.2 11.0
38.7 80.6
34.7 57.6
27.6 64.6
Hot
HC CO
134

.40 8.08
.28 1.90
.29 5.36
.30 4.06

.87 13.44

.76 20.43
.59 13.49
.74 17.18

54.0 39.8 .
63.1 90.7
50.8 60.2
59.5 76.3

Durability Hours

Cold Transient
Stabilized
Hot Trznsient
Weighted
1
Cold Transient 
-------
                                        TABLE 12.   AMBIENT  CONDITIONS

                               "A" ADDITIVE - MONOLITH CATALYST     ENGINE  DYNAMOMETER
Modified Federal Cycle
Federal Cycle               X
Durability Hours            1
17
X

38
X

60
X
77
X

77
X

99
 X

116
 X
134
 X

134
WITHOUT CONVERTER

Barometer
Corrected Barometer
Ambient Air °F
Wet Bulb °F
Dry Bulb °F
Humidity %

WITH CONVERTER

Barometer
Corrected Barometer
Ambient Air °F
Wet Bulb °F
Dry Bulb °F
Humidity %
29.31
29.16
86.
61.
78.
36.77
29.31
29.16
86.
61.
78.
36.77
29.46
29.35
73.
55.
73.
29.23
29.66
29.53
78.
57.
79.
22.67
29.10
28.98
75.
61.
73.
50.12
29.10
28.98
75.
61.
73.
50.12
29.44
29.30
80.
58.
82.
20.17
29.20
29.08
74.
57.
75.
31.16
29.20
29.08
74.
57.
75.
31.16
28.96
28.84
73.
53.
74.
71.15
29.38
29.23
85.
63.
89.
21.47
29.38
29.23
85.
63.
89.
21.47
29.46
29.35
73.
55.
73.
29.23
29.66
29.53
78.
57.
79.
22.67
29.66
29.53
78.
57.
79.
22.67
29.10
28.98
75.
61.
73.
50.12
29.44
29.30
80.
58.
82.
20.17
29.20
29.08
74.
57.
75.
31.16
28.96
28.84
73.
53.
74.
21.15
28.96
28.84
73.
53.
74.
21.15

-------
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                                                                             I
               10
20
30
50
 60    70    80     90

Durability Hours
100
         Monolithic Catalyst

         "A" Additive
                                       CVS  EMISSIONS FEDERAL CYCLE
                           FIGURE  9
110   120   130    140
                                                 •  Cold Transient

                                                 V  Stabilized
                                                 D  Hot Transient

                                                 O  Weighted

                                                	Before Converter

                                                 : !  iAfter Converter

-------
      100
-H
X
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1

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       90
80
       70
       60
50
       40
                                                                                           i
                                                                                           *»
                                                                                           vo
                10
              20
30
40
50
 60    70    80

Durability Hours
90
100
          Monolithic Catalyst

           "A"  Additive
                                         CVS  EMISSIONS FEDERAL CYCLE
                                          FIGURE 10
110   120   130   140
                                                                      •  Cold Transient

                                                                      V  Stabilized
                                                                      n  Hot Transient

                                                                      O  Weighted

-------
     24.
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16
12.
      8.
      4.
                                                                                           o
                                                                                           I
                    20
                     30
40
50    60    70    80

     Durability Hours
90
100
        Monolithic Catalyst

        "A" Additive
                                  CVS EMISSIONS FEDERAL CYCLE MODIFIED
                                         FIGURE  11
110   120   130   140
                                           •  Cold  Transient

                                           V Stabilized
                                           D Hot Transient

                                           O Weighted
                                          — —Before Converter

                                           —-;After Converter

-------
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       60
50
       40
               10
              20
30
40
50    60    70    80

     Durability Hours
100   110   120    130    140
         Monolithic  Catalyst
          "A" Additive
                             CVS EMISSIONS FEDERAL CYCLE MODIFIED.    . . Cold Transient
                                                                 '.     V  Stabilized  !
                                                                      O  Hot Transient

                                         FIGURE 12           -         °

-------
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 .8
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                                                                                            to
                                                                                            I
              10
               20
30
40    50    60     70     80

           Durability  Hours
90
        Monolithic Catalyst

         "A"  Additive
                                       CVS EMISSIONS FEDERAL CYCLE
                                           FIGURE  13.
100   110   120    130    140
                                                 •  Cold Transient
                                                 V  Stabilized
                                                 D  Hot Transient
                                                 O  Weighted
                                                	Before Converter
                                               —-i-:After Converter

-------
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c
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                                 40
50    60    70     80

     Durability  Hours
90
100
         Monolithic  Catalyst
         "A"' Additive
                                   CVS EMISSIONS FEDERAL CYCLE MODIFIED:
        FIGURE 15
110   120   130    140
            •  Cold Transient

            V  Stabilized
            n  Hot Transient

            O  Weighted
               Before Converter
             u After Converter

-------
    100 [.
o
ft
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m
o
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tc
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w
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C
O
U
             10
20
30
40
50
 60    70    80

Durability Hours
90
100   110   120   130    140
       Monolithic  Catalyst

       "A" Additive
                                  CVS  EMISSIONS  FEDERAL CYCLE MODIFIED
                            FIGURE  16
                                                       •  Cold Transient
                                                       V  Stabilized
                                                       D  Hot Transient
                                                       O  Weighted

-------
                         -56-
COMMENTS - Additive "B"
1.  With respect to carbon monoxide, as measured by the
Federal Cycle, both the before and after converter data
points form similarly shaped curves; however, the before
converter emission levels are 4-fold higher.  The plots show
a slight increase in emission levels with time.  This effect
is seen in the conversion efficiency plots, which show a
slight loss in efficiency.

2.  The emission levels of carbon monoxide as measured during
the Modified Federal cycle again show a reduction of con-
verter efficiency with time.

3.  The hydrocarbon levels measured during the Federal Cycle
test for both the before and after converter are consistant,
with approximately 3-fold higher values for the before con-
verter data points.  The slope of the curve is upward with
time, indicating a reduction of converter efficiency with
time.

4.  The hydrocarbon emission levels for the Modified Federal
Cycle gave similar curves as the Federal Cycle and also
showed a reduction in converter efficiency with time.

-------
TABLE 13.  "B" ADDITIVE, MONOLITHIC CATALYST, ENGINE STAND, RAW DATA, GRAMS/MILE**
Cold
HC CO
0
With Convert
.38 13.5
.22 2.43
.22 3.8
.25 5.0
Without Conv
1.82 13.5
1.30 20.4
.83 13.5
1.28 17.16
% Efficiency
79.2 0*
83.0 88.1
73.4 72
80.4 70.7
Hot
HC CO
34
er
.32 2.92
.30 1.02
.34 5.25
.31 2.53
erter
1.24 13.8
1.53 20.8
1.14 13.8
1.37 17.6

74.1 78.8
80.9 95.1
70.17 61.9
77.3 85.6
Hot
HC CO
54

.41 4.94
.31 .67
.33 3.24
.33 2.21

1.18 13.8
1.64 20.9
1.21 13.7
1.44 17.6

65.2 64.2
81.1 96.8
72.7 76.4
77.1 87.3
Hot
HC CO
74

.51 6.0
.44 1.98
2.46* 13.8*
.99 4.95

1.42 13.8
1.80 21.0
1.30 13.8
1.43 17.6

64.8 56.0
75.5 90.6
0* 0*
30.7* 71.8*
Cold
HC CO
88

.98 13.5
.50 3.64
.56 9.74
.61 7.25

2.24 15.3
2.17 23.3
1.60 15.4
2.0 19.6

56.2 11.7
76.8 84.1
64.3 35.6
69.6 63.0
Cold
HC CO
136

.93 13.7
.68 5.05
.49 4.02
.68 6.50

2.88 12.4
1.93 18.8
2.04 12.4
2.15 15.8

67.7 0*
64.7 73.2
75.9 67.5
68.3 SB. 9
Hot
HC CO
136

.59 6.23
.56 2.16
.53 5.08
.56 3.75

1.38 12.5
2.13 18.8
1.59 12.4
1.83 15.9

57.2 50.1
73.7 88.5
66.6 59.1
69.6 76.4

Durability Hours

Cold Transient
Stabilized
Hot Transient
Weighted

Cold Transient
Stabilized
Hot Transient
Weighted

Cold Transient
Stabilized
Hot Transient
Weighted
                                                                                                                                               I
                                                                                                                                               LT!
 •Instrumentation error.

"Corrected for ambient conditions.

-------
                                        TABLE  14.  AMBIENT CONDITIONS
                               "B"  ADDITIVE  - MONOLITH CATALYST    ENGINE DYNAMOMETER
Modified Federal Cycle              XXX                          X
Federal Cycle               X                                 XX
Durability Hours            0       34        54       74       88      136      136
WITHOUT CONVERTER

Barometer
Corrected Barometer
Ambient Air °F
Wet Bulb °F
Dry Bulb °F
Humidity %

WITH CONVERTER

Barometer
Corrected Barometer
Ambient Air °F
Wet Bulb °F
Dry Bulb °F
Humidity %
29.61
29.47
83.
61.5
79.0
22.77
29.46
29.31
85.
60.
78.5
32.49
29.56
29.42
81.
62.
81.
36.25
29.73
29.59
80.
58.
80.
23.54
29.62
29.48
78.
68.
78.
59.97
29.57
29.41
87.
62.
88.
20.54
29.57
29.41
87.
62.
88.
20.54
 I
Ui
00
 I
29.54
29.42
75.
56.
75.
27.85
29.46
29.31
85.
60.
78.5
32.49
29.56
29.42
81.
62.
81.
32.92
29.73
29.59
80.
58.
80.
23.54
29.57
29.42
83.
64.
84.
66.92
29.54
29.40
80.
59.
80.
27.86
29.54
29.40
80.
59.
80.
27.86

-------
      10
20
30
Monolithic Catalyst

 "B"  Additive
40    50    60    70    80    90

           Durability Hours


      CVS EMISSIONS FEDERAL CYCLE




               FIGURE 17
100   110   120   130   140
                                                    	Before Catalyst
                                                    	After Catalyst
                                                      •  Cold Transient
                                                      V  Stabilized
                                                      D  Hot Transient

                                                      O  Weighted
                                                                                              i
                                                                                              en
                                                                                              VD
                                                                                              i

-------
xoo
 40
         10
20
30
       70    80

Durability Hours
90
100
110
120   130
140
   Monolithic Catalyst
   "B" Additive
                                 CVS EMISSIONS FEDERAL CYCLE
                           FIGURE 18
                                                      »  Cold Transient
                                                      V  Stabilized.
                                                      G  Hot Transient
                                                      O  Weighted
                                                                                                 O
                                                                                                 I

-------
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   16
           10
20
30
40
50
90
     Monolithic  Catalyst
      "B" Additive
         60    70 .   80

        Durability Hours


CVS EMISSIONS FEDERAL CYCLE MODIFIED




            FIGURE  19
100   110   120   130
140
                                                         Before Catalyst
                                                         After Catalyst
                                                       •  Cold Transient

                                                       V  Stabilized
                                                       D  Hot Transient

                                                       O  Weighted

-------
100
 40
         10
20
30
40
100
110   120   130
    Monolithic Catalyst
    "B" Additive
  50    60    70    80

       Durability Hours

CVS EMISSIONS FEDERAL CYCLE MODIFIED  »  Cold Transient
                                      V  Stabilized
                                      D  Hot  Transient
             FIGURE 20                °  Weighted
140

-------
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in
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      10
20
30
50    60    70    80

     Durability Hours
Monolithic Catalyst
 "B"  Additive
40    50    60    70    80    90    100   110   120    130    140

                                        	 Before Catalyst
                                        	 After Catalyst

 CVS EMISSIONS FEDERAL CYCLE .MODIFIED     '  Cold Transient
                                          V  Stabilized
                                          n  Hot Transient
                           FIGURE  23
                                                      O  Weighted
                                                                                            i
                                                                                            CTi
                                                                                            Ui
                                                                                            I

-------
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   80
70
   60
   50
   40
           10
              20
30
40
      Monolithic Catalyst
      "B" Additive
     50    60     70     80     90

          Durability  Hours


CVS EMISSIONS FEDERAL CYCLE  MODIFIED




             FIGUPF   24
100
110   120   130   140
                                                                     »  Cold Transient
                                                                     V  Stabilized
                                                                     D  Hot Transient

                                                                     O  Weighted
                                                                                                   i
                                                                                                  cr\
                                                                                                  (Ti
                                                                                                   I

-------
                         -67-
B.  Comparison of Three Fuels, Engine Stand, Monolithic
    Catalyst

COMMENTS;
1.  There was some catalyst degradation over the durability
test period, although in most cases it was less than 10%.
Additive A seemed to cause slightly more degradation than
the baseline or Additive B.

2.  With respect to carbon monoxide emissions, the base
fuel started out on the durability test having the poorest
conversion efficiency of the three fuels, but at the end of
the test the base fuel had the best conversion efficiency.

3.  With respect to hydrocarbon emissions from the Federal
Cycle Modified, the converter efficiency was best for fuel
Additive B and poorest for fuel Additive A.

4.  With respect to hydrocarbon emissions from the Federal
Cycle conditions, the fuel Additive A seemed to have very
poor conversion efficiencies compared to the base fuel,
while Additive B was very similar to the base fuel.

5.  Additive B fuel caused the engine to produce higher
quantities of hydrocarbons before the catalyst, in the
Federal Cycle.

-------
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           10
20
30
40
      Engine Dynamometer
50    60    70    80    90


     Durability Hours

   Monolithic Catalyst


CVS EMISSIONS  FEDEPAL CYCLE
                                            FIGURE 25
100
110
120
130   140
                                                      	 Before Catalyst

                                                      ——After Catalyst

                                                        .  Base Fuel

                                                       D  "A" Additive

                                                       O  "B" Additive
                                                                                                   i
                                                                                                  cr>
                                                                                                  oo
                                                                                                   I

-------
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                 20
30
40
      Engine  Dynamometer
50    60     70     80    90

     Durability Hours

    Monolithic  Catalyst


CVS EMISSIONS FEDEPvAL CYCLE


         FIGURE 26
100
110   120
130
140
                                                  •  Base Fuel

                                                  D  "A" Additive
                                                  O  "B" Additive

-------
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20
30
      Engine  Dynamometer
40    50    60    70    80     90     100


           Durability Hours


         Monolithic Catalyst




 CVS EMISSIONS FEDERAL CYCLE MODIFIED



               FIGURE 27
110   120   130   140
                                                      	 Before Catalyst

                                                      	 After Catalyst

                                                       •  Base Fuel

                                                       D  "A" Additive

                                                       O  "B" Additive
                                                                                                  o
                                                                                                   i

-------
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50
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                 20
                   30
40
50
      Engine Dynamometer
           60     70     80    90

          Durability  Hours

         Monolithic Catalyst


CVS EMISSIONS FEDERAL CYCLE MODIFIED


              FIGURE  28
100   110   120    130    140
                                                                      •i  Base Fuel
                                                                     D  "A" Additive
                                                                     O;  "B" Additive

-------
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 40
        10
20
30
40
   Engine Dynamometer
50    60    70    80

     Durability Hours

    Monolithic Catalyst



CVS EMISSION? FEDERAL CYCLE



         FIGURE 30
100
110   120   130   140
                                                      •  Base Fuel

                                                      D  "A" Additive
                                                      O  "B" Additive
                                                                                              u>
                                                                                              I

-------
c
o
.Q
>-l
(0
o
o
l-l
t)
QJ
rH
-H
s

1-1

-------
100
 40
        10
20
30
   Engine  Dynamometer
40    50    60    70    80    90    100

           Durability Hours

          Monolithic Catalyst


CVS EMISSIONS FEDERAL CYCLF  MODIFIED


               FIGURE 32
110
120   130   140
                                                       •  Base Fuel
                                                      D  "A" Additive
                                                      O  "B" Additive

-------
                         -76-
C.  Raw Data, Engine Stand, Beaded Catalyst/ Three Fuels
This set of data and graphs shows the carbon monoxide emission
levels and the hydrocarbon emission levels on a grams/mile
basis, as well as the converter efficiency for the two
gases measured.  The cycle is broken down into the cold
transient, hot transient, and stabilized segments of the
CVS measurement, as well as the weighted average of the
three.

-------
                         -77-
COMMENTS - Baseline
1.  The conversion efficiency appears to be slightly better
for carbon monoxide than it is for hydrocarbon emissions in
both the Federal Cycle and the Modified Federal Cycle tests.
This observation is generally true for all three fuels and
for the monolithic catalyst as well.

2.  Carbon monoxide conversion efficiency was reduced
during the durability test, as measured by the Federal
Cycle/ but not for the Federal Cycle Modified.

3.  Hydrocarbon conversion efficiency was reduced during
the durability test as measured by both the Federal Cycle
and the Modified Federal Cycle.

4.  Measured grams/mile of hydrocarbon was lower at the end
of the durability test than at the beginning for both Federal
Cycle and Modified Federal Cycle.

5.  Data point scatter for both grams/mile measurements,
and the corresponding conversion efficiencies appear to
be within normal experimental ranges.

-------
TABLE 15.  BASE FUEL,  BEADED CATALYST, ENGINE STAND, RAW DATA, GRAMS/MILE. *
Cold
HC CO
9
Without Conve
1.34 24.9
.73 27.4
.55 18.7
.81 24.6
With Converte
.80 24.6
.14 .25
.11 1.28
.26 5.42
% Efficiency
40.2 0
80.8 99
80.0 93.1
67.9 77.9
Hot
HC CO
9
rter
.48 17.7
.61 26.7
.41 16.2
.53 22.1
r
.14 2.7
.10 .28
.11 1.69
.11 1.14

70.8 84.7
83.6 98.9
73.1 89.5
79.2 94.8
Hot
HC CO
52

.47 19.0
.62 31.5
.50 19.5
.56 25.8

.11 1.4
.13 .34
.14 1.97
.13 .99

76.5 92.6
79.0 98.9
72.0 89.8
76.7 96.1
Cold
HC CO
70

.91 24.8
.54 27.4
.40 21.8
.58 25.4

1.03 24.9
.17 .61
.18 1.84
.35 5.82

0 0
68.5 97.7
55.0 91.5
39.6 77.0
Hot
HC CO
70

.37 20.3
.60 36.5
.52 24.0
.53 29.9

.33 9.12
.11 .39
.38 5.0
.23 3.39

10.8 55.1
81.6 98.9
26.9 79.2
56.6 88.6
Hot
HC CO
88

.42 23.1
.47 26.7
.41 22.4
.44 24.8

.20 5.9
.47 .41
.14 2.58
.33 2.1

52.4 0
0 98.4
65.8 88.4
25.0 91.5
Hot
HC CO
112

.40 21.84
.04 2.49
.35 21.3
.20 11.4

.15 3.8
.07 .34
.13 2.0
.11 1.48

62.5 82.6
0 86.3
62.8 90.6
45 87.0
Hot
HC CO
130

.39 24.1
.37 23.0
.37 19.1
.38' 22.2

.21 6.76
.09 .41
.10 2.47
.12 2.23

46.1 71.9
75.6 98.2
72.9 88.4
68.4 89.9
Cold
HC CO
130

2.68 25.1
.46 23.8
.38 19.4
.89 22.9

.62 24.5
.12 .60
.17 4.13
.23 6.3

76.8 0
73.9 92.4
55.2 78.7
74.1 72.4
L Hot
HC CO
140

.34 22.8
.41 24.9
.41 22.7
.40 23.9

.17 3.51
.10 .56
.12 2.69
.12 1.71

50 84.6
75.6 97.5
70.7 88.1
70.7 92.8


Durability Hours

Cold Transient
Stabilized
Hot Transient
Weighted

Cold Transient
Stabilized
Hot Transient
Weighted

Cold Transient
Stabilized
Hot Transient
Weighted
                                                                                                                                                                   I
                                                                                                                                                                   -J
•Corrected  for ambient conditions.

-------
                                        TABLE  16.  AMBIENT  CONDITIONS.
                                BASE FUEL - BEADED CATALYST    ENGINE DYNAMOMETER
Modified Federal Cycle
Federal Cycle
Durability Hours
X

52
X
70
X

70
X

88
 X

112
 X

130
 X
130
 X

140
WITHOUT CONVERTER

Barometer
Corrected Barometer
Ambient Air °F
Wet Bulb °F
Dry Bulb °F
Humidity %

WITH CONVERTER

Barometer
Corrected Barometer
Ambient Air °F
Wet Bulb °F
Dry Bulb °F
Humidity %
29.61
29.47
80.

55.
81.
13.99
29.34
29.21
75.

50.5
76.0
10.27
29.47
29.33
82.

52.5
83.0
5.59
29.76
29.11
86.

60.5
84.
23.34
29.40
29.26
82.

57.
81.
19.27
29.26
29.11
86.

60.5
84.
23.34
29.63
29.51
75.

53.
72.
24.75
29.64
29.50
83.

58.
84.
16.87
29.64
29.50
83.

58.
84.
16.87
29.72
29.08
85.

63.
85.
22.11

1
^j
vo
1



29.22
29.11
68.
47.
70.
10.29
29.22
29.11
68.
47.
70.
10.29
29.47
29.33
82.
52.5
83.
5.59
29.46
29.31
76.5
54.
77.
17.98
29.46
29.31
76.5
54.
77.
17.98
29.26
29.11
86.
60.5
84.
23.34
29.63
29.51
75.
53.
72.
24.75
29.64
29.50
83.
58.
84.
16.87
29.01
28.89
74.0
52.
72.
22.11
29.01
28.89
74.
52.
72.
22.11

-------
Beaded Catalyst
Base Fuel
       60     70     80     90

     Durability  Hours


CVS EMISSIONS FEDERAL CYCLE


         FIGURE  33
                                                           100   110   120   130
                   140
 	Before Catalyst
	After Catalyst
 •  Cold Transient
 V  Stabilized
 D  Hot Transient
 O  Weighted
                                                                                           CO
                                                                                           O
                                                                                            I

-------
  100
0)
T3
•H
X
o
c
c
o
XI
n
(0
u
u
c
(1)
•H
u
•H
w
 0)
 -p
 S-l
 Q)

 C
 O
 U
50
    40
           10
              20
30
40
50
 60    70    80

Durability Hours
90
100   110   120
130
140
       Beaded Catalyst

       Base Fuel
                                   CVS  EMISSIONS FEDERAL CYCLE
                                             FIGURE  34
                                                                      •  Cold Transient
                                                                      V  Stabilized
                                                                      O  Hot Transient

                                                                      O  Weighted
                                                                                                 i
                                                                                                00

-------
-H
X
o
c
o
c
o
o

0)
iH
•H
 w
 g
 (0
   30
   25
20 -
   15
   10
       Beaded Catalyst
       Base Fuel
                                50    60     70     80     90


                                     Durability  Hours


                          CVS EMISSIONS FEDERAL  CYCLE  MODIFIED



                                          FIGURE 35
                                                                  100   110
       120
130   140
-.	Before Catalyst

	After Catalyst
 •  Cold Transient

 V  Stabilized
 D  Hot Transient

 O  Weighted
                                                                                                i
                                                                                               00
                                                                                               to
                                                                                                I

-------
100
 40
         10
20
30
40    50    60    70    80    90

           Durability Hours
100
     Beaded Catalyst

     Base Fuel
                            CVS EMISSIONS FEDERAL CYCLE MODIFIED
                                           FIGURF
110   120   130   140
                                                      .  Cold Transient

                                                      V  Stabilized
                                                      n  Hot Transient

                                                      O  Weighted
                                                                                                i
                                                                                                00

-------
Beaded Catalyst
Base Fuel
      60     70     80

     Durability Hours

CVS EMISSIONS FEDERAL CYCLE



          FIGURE 37
                                                           100
   110
120
130
140
	:	Before Catalyst
	After Catalyst
   •  Cold Transient
   V  Stabilized
   n  Hot Transient
   O  Weighted
                                                                                           00
                                                                                           *»
                                                                                           I

-------
100
                                                                                                00
                                                                                                Ul
                                                                                                 I
 40
     Beaded Catalyst
    Base Fuel
                                       60     70     80

                                      Durability  Hours
                                               • o.o
CVS EMISSIONS FEDERAL CYCLE


         FIGURE  38
                                    110   120   130   140
•  Cold Transient
V  Stabilized
Q  Hot Transient
O  Weighted

-------
q
o
£i
n
(0
U
o
l-l
(U
a,

to

(0
10
20
30
40
                                    50     60     70     80

                                         Durability Hours
90
100
110
120   130
140
       Beaded Catalyst
        Base  Fu'el
                                CVS EMISSIONS FEDERAL  CYCLE MODIFIED
                                              FIGURE 39
           .	Before Catalyst

           	After Catalyst
            »  Cold Transient

            V  Stabilized
            D  Hot Transient

            O  Weighted
                                                                                                     i
                                                                                                    00
                                                                                                    CTi
                                                                                                     I

-------
100
  40
         10
20
     Beaded  Catalyst

     Base  Fuel
30    40    50    60    70    80    90    100

                 Durability Hours



        CVS  EMISSIONS  FEDERAL  CYCLE  MODIFIED




                      FIGURE 40
110   120
130
140
                                                       •  Cold  Transient
                                                       V  Stabilized
                                                       D  Hot Transient

                                                       O  Weighted
                                                                                                i
                                                                                                CO
                                                                                                -J
                                                                                                I

-------
                         -88-
COMMENTS:   Additive "A"
1.  The conversion of carbon monoxide is much better than
the conversion of hydrocarbon emissions.  This fact is generally
true for all three fuels and when using the monolithic
catalyst also.

2.  Carbon monoxide conversion showed a drop in efficiency
over the durability test for the Federal Cycle, but no drop
in efficiency when tested under the Federal Cycle Modified.

3.  Hydrocarbon conversion efficiency did not show any
converter degradation over the durability test period.

-------
TABU: 17.  "A" ADDITIVL, UI:AUI::D CATALYST,  ENGINE STAND,  RAW DATA,  GRAMS/MILS.*
Cold
HC CO
17
Hot
HC CO
17
Without Converter
.72 24.7
.39 24.4
.34 17.4
.44 22.6
With Converte
.45 15.0
.12 1.92
.13 3.89
.19 5.08

.32 19.5
.39 24.5
.34 21.1
.37 22.6
I
.14 4.59
.11 2.27
.13 4.69
.12 3.38

% Efficiency
37.5 39.2
69.2 92.1
61.7 77.6
56.8 77.5

56.2 22.5
71.7 90.7
61.7 77.8
67.5 85.0

Hot
HC CO
50

.42 20.4
.42 23.7
.33 19.1
.39 21.8

.22 9.0
.14 2.64
.16 4.94
.16 4.53


47.6 55.9
66.7 88.9
51.5 74.1
59.0 79.2

Cold
HC CO
69

.57 24.8
.41 25.8
.37 19.2
.43 23.8

.61* 20.3
.12 1.77
.14 4.69
.23 6.26


0 18.1
70.7 93.1
62.2 75.6
46.5 73.7

Hot
HC CO
69

.38 22.9
.40 25.0
.34 19.9
.38 23.2

.16 7.37
.11 2.13
.14 4.87
.13 3.91


57.9 67.8
72.5 91.5
58.8 75.5
65.8 83.1

Hot
HC CO
103

.40 20.9
.41 21.1
.33 17.1
.39 19.9

.21 9.41
.11 3.11
.16 5.92
.15 5.33


47.5 55.0
73.2 85.3
51.5 65.4
61.5 73.2

Cold
HC CO
130

1.15 24.7
.49 24.5
.39 17.3
.60 22.7

.71 29.9*
.16 2.88
.19 6.91
.28 8.38


38.3 0
67.3 88.2
51.3 60.1
53.3 63.1

Hot
HC CO
130

.48 19.9
.54 24.4
.46 18.3
.50 21.9

.12 2.63
.14 2.34
.17 4.72
.15 3.03


75.0 86.8
74.1 90.4
63.0 74.2
70.0 86.2

Hot
HC CO
140

.44 21.9
.48 23.1
.39 19.4
.45 21.8

.11 3.2
.13 2.2
.21 6.76
.15 3.61



Durability Hours

Cold Transient
Stabilized
Hot Transient
Weighted

Cold Transient
Stabilized
Hot Transient
Weighted

i
75.0 85.4
72.9 90.5
Cold Transient
Stabilized
46.2 65.2 Hot Transient
66.7 83.4 Weighted
i
                                                                                                                                                          I
                                                                                                                                                         oo
•Corrected fcr ambient conditions.

-------
                                        TABLE  18.   AMBIENT CONDITIONS

                                "A" ADDITIVE - BEADED CATALYST    ENGINE DYNAMOMETER


Modified Federal Cycle             XX                 XX                XX
Federal Cycle              X                         X                          X                         X
Durability Hours           17       17       50       69       69      103      130       130      140      140
WITHOUT CONVERTER

Barometer
Corrected Barometer
Ambient Air °F
Wet Bulb °F
Dry Bulb °F
Humidity %

WITH CONVERTER

Barometer
Corrected Barometer
Ambient Air °F
Wet Bulb °F
Dry Bulb °F
Humidity %
29.39
29.27
75.
53.
72.
24.96
29.39
29.27
75.
53.
72.
24.96
29.48
29.35
78.
55.
76.
22.7
29.33
29.19
80.
79.
52.
9.77
29.23
29.09
80.
57.
79.
22.91
29.62
29.49
78.
52.5
75.
17.27
29.56
29.43
75.
52.
73.
19.65
29.56
29.43
75.
52.
73.
19.65
29.81
29.67
78.
51.
75.
12.64
29.64
29.49
84.
59.
86.
16.34
29.64
29.49
84.
59.
86.
16.34
29.48
29.35
78.
55.
76.
22.7
29.23
29.09
80.
57.
79.
22.91
29.23
29.09
80.
57.
79.
22.91
29.62
29.49
78.
52.5
75.
17.27
29.65
29.53
74.
50.
72.
15.23
29.64
29.53
70.
49.
69.
18.24
29.81
29.67
78.
51.
75.
12.64
 I
VD
O
 I

-------
     30.
 0)
 -d
 •H
 X
 O

 I
 (0
 U

' Q)
 •H
 •H
 s
 0)
 cu

 ID

 (0
     25.
20.
15.
10.
      5.
                      -L_!_;1 -.-..
                      _U_D.J_
              10
                20
30
40
50
 60    70     80

Durability Hours
100   110
120
130
140
          Beaded Catalyst
          "A" Additive
                                   CVS EMISSIONS FEDERAL  CYCLE



                                            FIGURE  41
                                                  »  Cold Transient
                                                  V  Stabilized
                                                  D  Hot Transient

                                                  O  Weighted
                                               	Before Converter
                                               —    After Converter
                                                                                                   I-1
                                                                                                    I

-------
  100  l-|.l ! i i
         l..i..
0)
T3
•H
X
o
c
c
o
td
O
O
c
0)
•H
o
•H

-------
0)
T3
•H
X
o
c
c
o
 (0
O

 Q)
•-I
•H
s
 Q)
 CO

 (0
 S-l
 O
                                       • -I MM-! -M-i   i-l-
10
20
30
40
50
                                            60    70     80

                                           Durability Hours
                              90
100
110
120
130
140
        Beaded  Catalyst

         "A"  Additive
CVS EMISSIONS FEDERAL CYCLE MODIFIED




              FIGURE 43
      •  Cold Transient
      V  Stabilized
      n  Hot Transient

      O  Weighted
    	Before Converter
    -  -  After Converter
                                                                      CO
                                                                      I

-------
    100 HI.U I-
-H
X
o
c
c
o
 HJ
o
 o
 c
 Q)
•H
 o
•H
4H
4-1
W
 M
 0)
 Q)
 >
 C
 O
     40
            10
30
40
50    60    70     80

     Durability Hours
90
100
110   120
130
140
        Beaded Catalyst
        "A" Additive
                                CVS EMISSIONS FEDERAL CYCr,E MODIFIED
                      FIGURE 44
                                           •  Cold Transient
                                           V  Stabilized
                                           n  Hot Transient

                                           O  Weighted

-------
XI
S-l
(0
O
O
i-l

-------
   100u..!_U
       "
c
o
XI
u
o
u
c
(U
•H
o
•H
14-1
M-l
W
 (1)
 4J
 S-l
 C
 O
 U
                                    50
 60    70     80     90

Durability Hours
100   110
120   130
140
      Beaded  Catalyst
      "A" Additive
                                    TVS EMISSIONS FEDERAL CYCLE
                                              FIGURE 46
                                *  Cold Transient
                                V  Stabilized
                                D  Hot Transient

                                O  Weighted
                                                            i
                                                           vo

-------
§
X)
M
03
O
O
W

Q)
•H
•H
s
en
O
                                          60    70    80

                                         Durability Hours
                             90
100
110
120
130
140
       Beaded Catalyst
       "A" Additive
CVS EMISSIONS FEDEPAL CYCLE T'^DIFIED


              FIGURE  47
      •  Cold Transient
      V  Stabilized
      D  Hot  Transient
      O  Weighted
     - —Before  Converter
         After Converter

-------
100
    L
                                         -H--H-
                                         I rrl i
                                         fiffi
 40
         10
20
30
40
50    60    70    80

     Durability Hours
90
100
110
120
130   140
     Beaded  Catalyst
     "A" Additive
                            CVS EMISSIONS FEDERAL  CYCLE MODIFIED
                                            FIGURE 48
                                                       •  Cold Transient
                                                      V  Stabilized
                                                      D  Hot Transient
                                                      O  Weighted
                                                                                                00
                                                                                                I

-------
                         -99-

COMMENTS:   Additive "B"
1.  The carbon monoxide conversion efficiency appears to be
much better than the hydrocarbon conversion efficiency, as
measured by both Federal Cycle and Modified Federal Cycle.

2.  There is no significant degradation of catalyst
efficiency for carbon monoxide conversion during the
durability test period.

3.  There is a slight drop in converter efficiency over
the durability test period as shown by the weighted data
curves for both the Federal and Federal Cycle Modified
test sequence.  The data also shows that this drop is due
largely to the cold transient portion of the test sequence
which one would expect.

-------
TABLE 19.  "B" ADDITIVE, BEADED CATALYST, ENGINE STAND, RAW DATA, GRAMS/MILE.*
Cold
HC CO
11
Without Conve
5.71 24.53
1.25 35.23
.83 24.53
2.03 30.24
With Converte
.93 24.60
.20 1.93
.20 7.63
.34 8.00
* Efficiency
83.7 x
84.0 94.5
75.9 69.3
83.2 73.5
Hot
HC CO
11
rter
1.07 24.51
1.11 25.21
.83 21.51
1.03 24.09
r
.34 10.02
.22 2.92
.21 5.21
.24 4.95

68.2 59.1
80.1 88.4
74.6 75.7
76.6 79.4
Hot
HC CO
49

.91 21.27
1.12 28.21
.79 22.48
.99 25.29

.24 1.58
.23 .93
.36 3.70
.27 1.80

73.6 92.5
79.4 95.6
54.4 83.5
72.7 92.8
Cold
HC CO
68

1.88 24.65
1.27 25.19
1.01 14.73
1.32 22.3

.57 9.92
.26 .50
.40 3.76
.36 3.26

69.6 59.7
79.5 98.0
60.3 74.4
72.7 85.3
Hot
HC CO
68

1.01 19.09
1.23 22.73
.99 19.46
1.12 21.13

.66 8.41
.26 .87
.37 3.88
.37 3.18

34.6 55.9
78.8 96.1
62.6 80.0
66.9 84.9
Hot
HC CO
84

.99 20.19
1.30 24.36
.99 21.5
1.16 22.76

.90 15.07
.42 3.06
.51 7.08
.54 6.54

9.0 25.3
67.6 87.4
48.4 67.0
53.4 71.2
Hot
HC CO
104

1.19 22.51
1.40 26.56
1.11 19.46
1.28 23.87

.84 9.48
.38 .92
.49 3.74
.50 3.39

29.4 57.8
72.8 96.5
55.8 80.7
60.9 85.7
Cold
HC CO
130

1.17 25.06
.96 21.78
.75 18.81
.95 21.65

.74 22.27*
.30 1.62
.36 4.31
.41 6.48

36.7 11.1*
68.7 92.5
52.0 77.0
56.8 70.0
Hot
HC CO
130

.78* 18.78
1.04 13.95
.86 15.59
.94 15.36

.46 8.27
.31 1.40
.37 3.24
.36 3.27

41.0 56.9
70.1 89.9
56.9 79.2
61.7 78.7
Hot
HC CO
140

.85 15. 56
1.14 17.56
.91 16.77
1.02 17. C3

.45 6.C4
.29 l.£2
.49 5.f8
.38 3.T4

47.0 62.1
74.5 91.3
46.1 66.1
62.7 79.2


Durability Hours

Cold Transient
Stabilized
Hot Transient
Weighted

Cold Transient
Stabilized
Hot Transient
Keighted

Cold Transient
Stabilized
Hot Transient
Keighted
                                                                                                                                                           o
                                                                                                                                                           o
                                                                                                                                                            I
•Corrected for ambient conditions.

-------
                                       TABLE 20.   AMBIENT CONDITIONS

                                "B" ADDITIVE - BEADED CATALYST    ENGINE DYNAMOMETER
Modified Federal Cycle              XX                 XXX                 XX
Federal Cycle              XX                                  X
Durability Hours           11       11       49       68       68       84       104      130      130      140
WITHOUT CONVERTER

Barometer
Corrected Barometer
Ambient Air °F
Wet Bulb °F
Dry Bulb °F
Humidity %

WITH CONVERTER

Barometer
Corrected Barometer
Ambient Air °F
Wet Bulb °F
Dry Bulb °F
Humidity %
29.16
29.04
74.
52.5
74.
19.46
29.16
29.04
74.
52.5
74.
19.46
29.50
29.37
77.
53.
78.
13.54
29.16
29.03
77.
54.
78.
16.54
29.40
29.27
81.
55.
83.
11.37
29.16
29.03
77.
54.
78.
16.54
29.46
29.32
76.
51.
73.
16.58
29.54
29.46
77.
53.
78.
13.45
29.54
29.46
77.
53.
78.
13.45
29.78
29.65
76.
54.
78.
15 .96
1
M
o
\->
1


29.23
29.11
74.
54.
75.
21.92
29.23
29.11
74.
54.
75.
21.92
29.50
29.37
77.
53.
78.
13.54
29.42
29.30
75.
50.5
75.
11.63
29.40
29.27
81.
55.
83.
11.37
29.98
28.85
77.
55.
78.
19.42
29.56
29.42
80.
54.
79.
16.58
29.78
29.65
76.
54.
78.
15.96
29.54
29.46
77.
53.
78.
13.45
29.78
29.65
76.
54.
78.
15.96

-------
            357
0)
ti
•H
X
O'
c
O
c
O
u
a;
 CL)
 U3
 g
 rfl
 M
 O
10
20
30
40
      Beaded Catalyst

      "B" Additive
 50    60    70    80

      Durability Hours


CVS EMISSIONS FEDERAL CYCLE



          FIGURE  49
100   110
                                                                              120
              130
140
	 Before Catalyst
	 After Catalyst
  •  Cold Transient
  V  Stabilized
  D  Hot Transient
  O  Weighted
                             i
                             M
                             O

                             I

-------
100,
 40
    Beaded Catalyst
    "B" Additive
50    60    70    80    90

     Durability Hours


CVS EMISSIONS FEDERAL CYCLE


        FIGURE 50
                                                               100
110   120
130
140
•  Cold Transient
V  Stabilized
n  Hot Transient
O  Weighted
                                                                                               o
                                                                                               UJ
                                                                                               I

-------
    10
20
30
40
50
80
90
Beaded Catalyst

 "B"  Additive
                       Durability Hours



             CVS EMISSIONS FEDERAL CYCLE MODIFIED




                            FIGURE 51
100   110   120   130   140

    	Before Catalyst

    	After Catalyst

      •  Cold  Transient

      V  Stabilized
      D  Hot  Transient

      O  Weighted
                                                                                            I
                                                                                           I-1
                                                                                           o

                                                                                            I

-------
100.
        10
20
30
40
50
90
    Beaded Catalyst
    "B" Additive
            60    70    80

           Durability Hours


CVS EMISSIONS FEDERAL CYCLE MODIFIED



                FIGURE 52
100
110
120
130
140
                                                      •  Cold Transient
                                                      V  Stabilized
                                                      D  Hot Transient
                                                      O  Weighted
                                                                                               i
                                                                                               M
                                                                                               O
                                                                                               Ln
                                                                                               I

-------
O
m
o
o
S-l
(U
J-l
0)
w

(0
^
o
      M±t|±
      -H+n-4
       Beaded Catalyst

       "B" Additive
         60    70    80


      •  Durability Hours



CVS EMISSIONS FEDERAL CYCLE





           FIGURE  53
                                                                   100    110
        120
130
140
	Before Catalyst

	 After Catalyst

  •  Cold Trans-ient

  V  Stabilized
  n  Hot Transient

  O  Weighted
                                                                   I
                                                                   I-1
                                                                   o

                                                                   I

-------
100
 40
    Beaded Catalyst
    "B" Additive
                                       60     70     80

                                     Durability  Hours
CVS EMISSIONS FEDERAL CYCLE



          FIGURE 54
                                           120
            €.30
140
•  Cold Transient
V  Stabilized
D  Hot Transient
O  Weighted
                                                                                                I
                                                                                               M
                                                                                               O

                                                                                                I

-------
c
o
'X!
!-l
m
u
o
K



(U



-H
*-*
*•*





(!)
           n.
       dmf
            10
                  20
30
40
50    60    70     80


     Durability Hours
90
100
110
120
130
140
        Beaded Catalyst
        "B" Additive
                               CVS EMISSIONS FEDERAL  CYCLE MODIFIED
                                               FIGURE  55
                                                                       ----Before Catalyst

                                                                       	 After Catalyst

                                                                          •  Cold Transient

                                                                          V  Stabilized
                                                                          n  Hot Transient

                                                                          O  Weighted
                                                                                                     o
                                                                                                     CO
                                                                                                     I

-------
100
                                            70    80    90
                                           34.6      9.0
                                     Durability Hours
                                   100 ~ 110
                                      29.4
      120
130
140
    Beaded Catalyst

    "B" Additive
CVS EMISSIONS FEDERAL CYCLE MODIFIED


              FIGURE 56
•  Cold Transient
V  Stabilized
D  Hot Transient
O  Weighted
                                                                                               I
                                                                                               M
                                                                                               O

                                                                                               I

-------
                         -110-

D.  Comparison of Three Fuels,  Engine Stand , Beaded Catalyst

COMMENTS ;
1.  With respect to carbon monoxide emissions for the Federal
Cycle Modified, the conversion efficiency for the base fuel
is slightly better than Additive "A" or Additive "B", at the
conclusion of 140 hours.

2.  With respect to carbon monoxide emissions for the
Federal Cycle, the conversion efficiency for the three fuels
is similar with the base fuel being the best and Additive
"A" fuel somewhat poorer.
3.  With respect to hydrocarbon emissions, when tested under
the Federal Cycle Modified, the conversion efficiency is
best for the base fuel, while Additives "A" and "B" are
slightly poorer.

4.  With respect to hydrocarbon emissions from the Federal
Cycle, Additive "A" and "B" show somewhat poorer conversion
efficiency than the base fuel, as well as a decline in
efficiency over time.

5.  The fuel containing Additive "B" produced higher hydro-
carbon emissions, as measured before the catalyst, thus the
converter efficiency for Additive "B" appears to be the best
This phenomena makes it difficult to make absolute compari-
sons of the relative efficiencies after the converter.

-------
0)
 X
 o


 I

 c
 o
(0
u


(0
•H
•rH

a
PM


cn
            10
20
30
       Engine  Dynamometer
40    50    60    70    80     90


           Durability Hours


           Beaded Catalyst




       CVS EMISSIONS FEDERAL CYCLE





                FIGURE 57
100
110
120
130
140
                                                      	• Before Catalyst

                                                      	 After Catalyst

                                                       •  Base Fuel  !

                                                       D  "A" Additive

                                                       O,  "B" Additiye

-------
100
   L
 ±{±I
+H-H-
 40
        10
           20
30
40
   Engine  Dynamometer
50    60    70    80

     Durability Hours

     Beaded Catalyst


CVS EMISSIONS FEDERAL CYCLE



          FIGURE 58
100
110
120   130
140
                                                                 •  Base Fuel
                                                                 D  "A" Additive
                                                                 O,  "B" Additiye

-------
   30.,
•C
•H
X
o
c
o
(0
u


CD
iH
•rH
Cfi
g
m
n
a
            10
                              90
100   110
        120
130   140
       Engine  Dynamometer
           Durability Hours

          ^Beaded Catalyst



CVS EMISSIONS FEDERAL  TYCLF  MODIFIED



               FIGURE  59
	• .Before  Catalyst
	:-After Catalyst

  •  Base Fuel

 D "A" Additive
 Oi "B" Additive
                                                                                                    u>
                                                                                                    I

-------
  100
QJ
•o
•H
X
o
c
o
c
o
u
u
c
(U
-H
U
•H
w
 QJ
 -P
 H
 
-------
Engine  Dynamometer
     60     70     80     90

    Durability Hours

    Beaded  Catalyst


CVS EMISSIONS FF.DKRAL CYCLE

         FIGURE 61
                                                           100
 110    120   130   140
	• Before Catalyst
•---After Catalyst
 •;  Base Fuel ;
 D  "A" Additive
 O  "B" Additive
                                                                                            cr
                                                                                            I

-------
  100
   90 -
o
X!
M
(0
O
O
K

>i
D
C
0)
•H
U
•rH
14-1
U-l
w

o\p

S-l

c
o
    40
10    20    30     40    50    60     70     80    90

                              Durability  Hours

                              Beaded  Catalyst
100
                                                                         110    120    130   140
      Engine  Dynamometer
                         CVS EMISSIONS FEDERAL TYCLE


                                  FIGURE  62
      D
      O
Base Fuel
"A" Additive
"B" Additiye

-------
(0
o
o
J-l
ffi

0)
i — i
•H
U)
e
(0
1-1
o
            10
20
30
40
50
90
       Engine  Dynamometer
            60    70    80

           Durability Hours

           Beaded Catalyst


CVS EMISSIONS FEDERAL  CYCLE  MODIFIED


               FIGURE  63
100
110
120
130
140
                                                      	> Before  Catalyst
                                                      ----After Catalyst
                                                        • ;  Base Fuel  •
                                                       D  "A" Additive
                                                       O,  "B" Additive

-------
   100
c:
o
X!
M
m
u
o
u
c
QJ
•H
O
-rH
w
(1)
-P
M
0)

C
O
U
    40
           10
20
30
40
50
90
      Engine  Dynamometer
            60     70    80

           Durability Hours

           Beaded  Catalyst

CVS EMISSIONS FEDERAL CYCLE MODIFIED



               FIGURE 64
100
110
120   130
140
                                                        • ,  Base Fuel
                                                        D  "A" Additive
                                                        O,  "B" Additive
                                                                                                    H-
                                                                                                    00
                                                                                                    I

-------
                         -119-

E.  Comparison of Beaded and Monolithic Catalysts, Engine
    Stand/ Three Fuels
The following set of graphs are a comparison of the monolithic
type catalysts versus the beaded type catalysts, using the
base fuel and the two additive fuels.  This data compares
hydrocarbon and carbon monoxide emission levels under
Federal Cycle and the Federal Cycle Modified test condition,
measured on an engine dynamometer.

-------
                         -120-

COMMENTS:   Base Line Fuel
1.  Carbon monoxide emission levels were lower using the
beaded catalysts for both the Federal Cycle and the Federal
Cycle Modified.

2.  Hydrocarbon emissions measured during the Federal Cycle
conditions showed little difference between the two catalysts
as far as  efficiency.  Under Federal Cycle Modified con-
ditions, the beaded type catalysts appeared to be slightly
more efficient.

3.  There  was no significant degradation of either catalyst
over the durability hours study  using base line fuel.

4. . The beaded catalysts were slightly more efficient than
the monolithic catalysts at the end of the durability test.

5.  Both the monolithic catalysts and beaded catalysts were
more effective in reducing the levels of carbon monoxide than
they were  in reducing hydrocarbons.  This is especially true
in the case of the Federal Cycle Modified.

-------
     10
20
30
40
50
           80    90

Durability Hours
100
110
120
130
140
Engine Dynamometer

Base Fuel
                   CVS EMISSIONS FEDERAL  CYCLE



                            FIGURE  65
                                                                                           i
                                                                                           i-1
                                                                                           to
                                                                                           h-1
                                                                                           I
                                                 	  Before  Catalyst
                                                 	  After Catalyst
                                                  D   Monolithic  Catalyst

                                                  O   Beaded  Catalyst

-------
   100
0)
T)
•H
X
o
c
o
c
o
u
u
c
0)
•rH
u
•H
w
Q)
-P
S-l
0)
>

O
u
    90
80
    70
50
   40
   60  -HH- —
                                          60     70     80    90

                                           Durability Hours
                                                                            120
130
140
                                                                                                   K)
                                                                                                    I
      Engine Dynamometer

      Base Fuel
                                      CVS EMISSIONS  FEDERAL CYCLE
                                              FIGURE  66
                                                                       D   Monolithic  Catalyst

                                                                       O   Beaded Catalyst

-------
10
20
30
40
50
                                   60    70    80    90

                                    Durability Hours
                                              120
            130
140
Engine Dynamometer

Base Fuel
CVS EMISSIONS FEDERAL CYCLE MODIFIED



               FIGURE 67
                                                                                           to
                                                                                           CO
                                                                                           i
	  Before Catalyst
	  After Catalyst
 D   Monolithic Catalyst
 O   Beaded Catalyst

-------
100.; ;
                                    Ji.-J.fLbiHffi-|J:
                                          1---1-11-
           IPTI /••;-;-;-( ;-,-; ;-•-

            , i i  r   • .  I •  : • I "
 40
        10
20
30
40
50
60    70    80    90


 Durability Hours
110
120
130
140
   Engine Dynamometer


   Base Fuel
                            CVS EMISSIONS FEDERAL CYCLE MODIFIED
                                           FIGURE  68
                                                        D

                                                        O
                                                      Monolithic Catalyst

                                                      Beaded Catalyst

-------
i_m:^_i- d_i_!"riihr"" j ±t.:: J1:iJiLlv"i±L
     10
20
Engine Dynamometer
Base Fuel
    60     70     80    90

     Durability  Hours


CVS EMISSIONS FEDERAL CYCLE


         FIGURE  69
100
110
120
130
140
                                                        	 Before  Catalyst
                                                        	 After Catalyst
                                                         Q  Monolithic Catalyst
                                                         O  Beaded  Catalyst

-------
   100
c
o
£1
H
(0
u
o
K
U
C
(U
•H
o
•H
14-1
U-l
w
QJ
-P
S-l
(U
>
C
o
u
                                                                         "^———§
                                                                        m

J_(-4-J •  J_lj_t_! ' i '  ' _|-J
4-        -; i "-'-
        M i_Li.i_Li • • {"TTiri"!""7"^
        1 n  T i  i "n~r ~'i :  i ' r •• .  i
    50
    40
           10
            20
40
50
60     70     80     90

 Durability Hours
100
110
120
130
140
                                                                                                        CTi

                                                                                                         I
       Engine Dynamometer

      Base Fuel
                                      CVS  EMISSIONS  FEDERAL CYCLE
                                                FIGURE 70
                                                                        D   Monolithic Catalyst

                                                                        O   Beaded Catalyst

-------
c
o
X!'
M
(0
O
O
M
0)
en
E
td
H
O
           10
20
30
40
50
     70    80    90

Durability Hours
100
110
120
130
-£



140
      Engine Dynamometer

      Base Fuel
               CVS EMISSIONS FEDERAL  CYCLE  MODIFIED



                              FIGURE  71
                                                                                 i
                                                                                H
                                                                                to

                                                                                 i
                                                 	  Before Catalyst
                                                 	  After Catalyst
                                                  D   Monolithic Catalyst

                                                  O   Beaded Catalyst

-------
                         -128-
COMMENTS:   Additive "A" Fuel
1.  Hydrocarbon emission levels measured during the Federal
Cycle were definitely oxidized more efficiently by the
beaded catalyst.  The beaded catalyst was slightly more
efficient than the monolith at oxidizing hydrocarbons as
measured during the Federal Cycle Modified.

2.  At the start of the test, the monolithic catalyst
efficiency is higher, for both carbon monoxide and hydro-
carbons, than the beaded catalysts; but the beaded catalyst
is more efficient at the conclusion of the durability test.

3.  The conversion efficiency of carbon monoxide is greater
than that of hydrocarbons for both catalysts using Additive
"A" fuel.

4.  There was not a significant degradation of conversion
efficiency using Additive "A" for both the duration of the
tests with respect to carbon monoxide.

5.  Using the monolithic catalysts under Federal Cycle
conditions there appeared to be a large drop in conversion
efficiency for hydrocarbons.  The same drop in conversion
efficiency for carbon monoxide did not materialize.

6.  Fuel Additive "A"  appears to have a more detrimental
effect on monolithic catalyst conversion efficiency than
the beaded catalysts.

-------
  .  .      -  -
   ' ,.;_! . l.LU_
         'il
           ""
40
       10
20
30
40    50    60    70     80     90
             Durability  Hours
100
110
120
130
140
   Engine Dynamometer
  Base Fuel
               CVS EMISSIONS FEDERAL CYCLE  MODIFIED

                             FIGURE 72
                                                                                              I
                                                                                              M
                                                                                              M
                                                                                              I
                                                  D
                                                  O
                                                Monolithic Catalyst
                                                Beaded Catalyst

-------
   30
   25,
•S  20,
•H
X
O
c
   15,
c
O
ft
M
(0
U

0)
rH
•H
s
n  10,
0)
P-:

10
6
nl
J-i
O
                          feg
       Engine Dynamometer

      "A" Additive
                                          60    70    80     90

                                           Durability Hours


                                     CVS EMISSIONS FEDERAL CYCLE



                                              FIGURE 73
                                                                   100
110
120
130
140
                                                                                                   U)
                                                                                                   O
                                                                                                   I
	 Before Catalyst
	 After Catalyst
 D   Monolithic Catalyst
 O   Beaded Catalyst

-------
   100
Q)
'd
•H
X
o
c
c
o
.Q
O'
c
0)
•H
u
•H
M-l
M-l
V-l
0)
4J
i-l
(1)
>
c
o
u
    90
                                   J4J_L.J_Lf.U-LU_
                                   .LU-i	LJU-U   4-
                                  i iTlTJ i
                                                .' l_l_ _L.
                                                J_U_LL
                                                -U-l-tl
                                                 n 1  i
                                         i_I_L i L	U-4-LJ
                                         j I | 1 i [ PI j ; :
                       J J_L
                  i  I 1"U i i f .'! ; i
                      1  •     LTT'rrn
    40
           10
       Engine  Dynamometer

      "A"  Additive
      60    70     80     90


       Durability Hours



CVS EMISSIONS  FEDERAL CYCLE





           FIGURE 74
                                                                    I
                                                                   M
                                                                   OJ
                                                                   M
                                                                    I
D   Monolithic  Catalyst

O   Beaded Catalyst

-------
tm±r±t:


        --r-j--  •,-..•;.-{ -|-j ' j j ',-. -[ jj-
        •jILEi.[".! V.;.J ET'.'.iTn^.l'IIj:
           1 ! I   '    " ~

     10
20
30
40
50
60    70     80    90
 Durability  Hours
100
110
120
130
140
 Engine Dynamometer
"A"" Additive
                CVS EMISSIONS FEDERAL CYCLE  MODIFIED

                               FIGURE 75
                                                                                                I
                                                                                                M
                                                                                                U)
                                                                                                I
                                                   	 Before Catalyst
                                                   	 After Catalyst
                                                    D  Monolithic Catalyst
                                                    O  Beaded Catalyst

-------
100
                       I ' |_U   J L ! j  '
                        ilii  ~t~ i'TT 1 j

                       "LUTf"jTr'i": T'
                       "  ""  "~""
   _j_,_i_4_:_ ••   i  i
    i > ; i r  ', <  < i r

    '  ;	I '  I
   _; I LJj.l~±
                                                                                      -H--J-:-

                                                                                     - :!±±
                                      —	 —L—i	1—;—;—

                                     , ,.±1 ..14444.
 40
        10
20
30
40
     70     80     90


Durability  Hours
100
110
120
130
140
    Engine Dynamometer

   'A'r Additive
                              CVS EMISSIONS  FEDERAL CYCLF MODIFIED
                                             FIGURE 76
                                                          D

                                                          O
                                                        Monolithic Catalyst

                                                        Beaded Catalyst

-------
214

       10
20
30
40
    Engine  Dynamometer

   "A"  Additive
    60    70    80    90

     Durability Hours



CVS EMISSIONS FEDERAL CYCLE



         FIGURE 77
                                                                                             UJ
                                                                                             *>
                                                                                              I
                                                      	 Before Catalyst
                                                      •	 After Catalyst
                                                        D  Monolithic Catalyst

                                                        O  Beaded Catalyst

-------
100
                                    J.-L44--J- 4_1_.U4__LJJ_LL.
                                    J_Qli- ±LEj..t:  I_U.LL
  40
10
20
                      30
     Engine Dynamometer
    "A1'  Additive
     60     70    80     90

      Durability Hours


CVS EMISSIONS FEDERAL CYCLE



         FIGURE 78
                                                                                                   u>
                                                                                                   Ul
                                                                                                   i
                                                          D  Monolithic Catalyst
                                                          O  Beaded Catalyst

-------
2.4 1
                                      60    70    80    90
                                       Durability Hours
                                   100
110
120
130'   140
    Engine Dynamometer
    "A" Additive
CVS EMISSIONS FEDERAL CYCLE MODIFIED


               FIGURE 79
	  Before Catalyst
	  After Catalyst
 D   Monolithic Catalyst
 O   Beaded Catalyst

-------
  100 , .-r
c
o
X!
J-l
(0
O
o
O
C
0)
•rH
U
•H
>W
4-1
w
S-l

C
o
U
   40
          10
20
30
40
50
fflwtt
 60    70    80    90
  Durability Hours
100
110
120
130
      Engine Dynamometer

     "A" Additive
                               CVS EMISSIONS FEDERAL CYCLE  MODIFIED
                                              FIGURE  80
                                                                               i
                                                                               M
                                                                               U)

                                                                               I
                                                 D
                                                 O
                                                           Monolithic -Catalyst
                                                           Beaded Catalyst

-------
                         -138-
COMMENTS :   Additive "B" Fuel
1.  Both types of catalyst show some deterioration in
efficiency over the time period studied using Additive "B" .

2.  Carbon monoxide emission levels were reduced more
efficiently using the beaded catalysts for the Federal
Cycle, compared to the monolith catalyst, but were not
significantly more efficient measured under the Federal
Cycle Modified conditions.

3.  Hydrocarbon emission levels were significantly reduced
using the beaded catalysts compared to the monolithic
catalysts on cold start conditions, but the monolithic
catalysts were more efficient on the Federal Cycle Modified
tests.

4.  The conversion efficiency of carbon monoxide versus
hydrocarbons was not different with Additive "B", but with
the base fuel and "A" additive we did observe a greater
conversion efficiency of the carbon monoxide than we did
for the hydrocarbons .

5.  Carbon monoxide conversion efficiency with the beaded
catalysts was more efficient for both Federal Cycle and
Federal Cycle Modified using Additive "B", but the monolithic
catalyst was more efficient in the hydrocarbon conversion for
both Federal Cycle and Federal Cycle Modified.

-------
•O
•H
o
c
o
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S-l
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U


-------
100

    :S±  HiM:
    --- ---
        "n i.i.j.f. j..j .1.14044.
        .iJj.i I.14J4-- -l-U
        -ijdr Ml 'j-Hf ™
        -*-H-n hnxt
                                    ..L-.LJ.5J.J_U__
                                    .._!_L}_i.J_l4_pI_
                                      ill iTH^ i i
                       l±!-!±: :H±J:l:i
                       I  i i _L i JJ_
                       ;  i~T~; i T'n
                                    -1-fHH-H-
                 4_Uj~4iuLrLu
        10
20
30
40
   Engine  Dynamometer

    "B"  Additive
            70    80     90

      Durability Hours


CVS EMISSIONS FEDERAL CYCLE



          FIGURE 82
100
110
120
130
140
                                                                                                   o
                                                                                                   I
                                              a
                                              o
                                                        Monolithic Catalyst
                                                        Beaded Catalyst

-------
                                            i •; ! r
     10
         60    70    80    90
          Durability Hours
100
110
120
130
140
Engine Dynamometer

"B" Additive
CVS EMISSIONS FEDERAL CYCLE MODIFIED


              FIGURE 83
      	  Before Catalyst
      	  After Catalyst
       D   Monolithic Catalyst
       O   Beaded Catalyst

-------
100
                                        ,,tb,
                                        r ri jl
                                       fffl-h
                                       TTTrt
40
        10
            20
30
40
50
60    70    80    90

 Durability Hours
100
   Engine  Dynamometer

   "B" Additive
                           CVS EMISSIONS FEDERAL CYCLE MODIFIED



                                          FIGURE 84
                                                                                            *>.
                                                                                            K3
                                                                                            I
                                                 D  Monolithic Catalyst

                                                 O  Beaded Catalyst

-------
c
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*-*



-------
  100
c
o
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c
(U
•H
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M-t
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0)
0)
>
c
o
u
IT
    40
          10
     Engine Dynamometer

      "B"  Additive
                          60     70     80    90

                           Durability Hours


                     CVS EMISSIONS  FEDERAL CYCLE



                              FIGURE  86
100
110
120
130
140
       D
       O
     Monolithic Catalyst
     Beaded Catalyst

-------
     10
20
30
40
60    70    80    90

 Durability Hours
100
110
120
130
140
Engine Dynamometer
 "B" Additive
               CVS EMISSIONS FEDERAL CYCLE MODIFIED


                             FIGURE 87
                                                                                           Ul
                                                                                           I
                                                	 Before Catalyst
                                                	 After Catalyst
                                                 D  Monolithic Catalyst
                                                 O  Beaded Catalyst

-------
   100
C
O
(0
O
O
^
Ti
>i
33
U
C
QJ
•H
O
W

o'P
(1)
-P
(-1
QJ

C
O
U
                                                                              _ T n:.]i |.5U..|i-jT[7L| i :
                                                                               ill1   i Mi     i  M i
                                  ,  •  ! •  |( I  • !• } II i i
                                  i  ' i "i "i i '  I'M! 5 '• *'T "I !
                                  i  •'',-', '  M'~1 i i 3 : J' t i ".
I |  i_ _ ! i
                                 LJ-.L-i.^.J...;	U
                                 •  •  i i r i  i  i~
                                 r1--H--1-t;-!-^i
    40
           10
          20
60     70     80     90

 Durability  Hours
100
110
120
130
140
      Engine  Dynamometer

      11B" Additive
                                   CVS  EMISSIONS FEDERAL CYCLE MODIFIED
                                                    FIGURE 88
                                   D
                                   O
                                                                             Monolithic  Catalyst
                                                                             Beaded Catalyst

-------
                         -147-
F.  Raw Data, Chassis Dynamometer, Beaded Catalyst, Three
    Fuels
The data on the following set of graphs is the raw data
for the segments of the Federal Cycle, as determined from
tests on the three vehicles, each equipped with bead type
catalytic converters running on the three different fuels
previously described.  Exhaust gases were collected using
a Heath International CVS (constant volume sampler) System,
The gases were analyzed using the following analytical
instruments.

A.  Unburned hydrocarbons by Beckman Flame lonization.
B.  NO  by Chemilumeuescence (EPA built instrument)
      X
C.  Argon              x
    Hydrogen              Fisher Gas Partitioner coupled
    Oxygen              > to a Hewlett Packard 3370A
    Carbon Monoxide
Integrator
    Carbon Dioxide
D.  Carbon Monoxide 0-280 and 0-3000 ppm range, Beckman
    Infrared Analyzer Model 1R315.

The results from the above analytical instruments were fed
into a computer, which returned all values as grams/mile.

-------
TABLE 21.  DURABILITY MILES ON CATALYST, BEADED CAT\LYST, CHASSIS DYNAMOMETER, GRAMS/MILE. *
Hot
HC CO NOx
Cold
HC CO N0x
Zero Catalyst Miles
Base Fuel
.35 3.99 2.46
.08 .125 1.19
.10 .44 2.44
.14 -.98 1.78
"A" Additive
.07 .70 3.37
.06 .04 1.78
.06 .64 3.37
.06 .33 2.52
"B" Additive
.13 .97 2.53
.03 .04 1.63
.06 1.20 2.91
.06 .54 2.15

.66 6.16 2.29
.10 .15 1.25
.10 .41 2.31
.21 1.42 1.75

.72 6.05 2.85
.08 0 1.60
.17 1.53 3.16
.23 1.62 2.26

.55 6.64 2.53
.04 .11 1.63
.07 1.36 2.22
.15 1.75 1.97
Hot
HC CO N0x
Cold
HC CO N0x
2,000 Catalyst Miles

.09 .84 3.44
.11 .13 1.81
.12 .21 .49
.11 .29 1.79

.06 .23 .43
.04 .06 2.32
.08 .53 3.95
.06 .22 2.37

.16 5.06 2.29
.12 .40 1.61
.13 2.62 2.72
.13 1.93 1.91

.51 6.72 3.46
.12 .24 1.89
.17 3.98 3.51
.21 2.53 2.63

.46 8.20 4.24
.16 .08 2.32
.07 .53 4.34
.20 1.83 3.24

.47 6.69 1.92
.16 .47 1.66
.16 6.67 2.58
.22 3.37 1.96
Hot
HC CO NOx
Cold
HC CO NO
X
4,000 Catalyst Miles

.16 2.41 5.23
.09 .15 2.69
.12 2.36 5.26
.11 1.19 3.89

.18 5.83 3.34
.07 .60 1.88
.11 3.96 6.29
.10 2.55 3.35

.21 3.82 2.31
.16 .77 1.39
.24 4.86 2.68
.19 2.47 1.92

.64 6.85 5.10
.10 .29 2.75
.14 2.34 4.56
.22 2.15 3.70

.12 6.72 2.76
.07 .55 1.77
.15 3.11 3.14
.10 2.47 2.33

.57 19.08 2.65
.16 .99 1.39
.21 4.08 2.14
.26 5.18 1.84
Hot
HC CO NO
X
Cold
HC CO NOX
6,000 Catalyst Miles

.15 2.38 3.24
.12 .22 1.59
.18 2.38 3.01
.14 1.23 2.30

.16 3.93 3.09
.11 1.06 2.05
.15 5.37 2.81
.13 2.78 2.46






.64 23.6* 2.87
.09 .38 1.74
.11 1.82 3.28
.21 5.43* 2.38

1.14 6.77 2.78
.07 1.15 1.89
.21 6.78 2.85
.32 3.78 2.32









Cold Transient
Stabilized
Hot Transient
Weighted

Cold Transient
Stabilized
Hot Transient
Weighted

Cold Transient
Stabilized
Hot Transient
Weighted

-------
TABLE 21. DURABILITY MILES ON CATALYST, BEADED CATALYST, CHASSIS DYNAMOMETER, GRAMS/111
Hot
HC CO N0x
Cold
HC CO U0x
8,000 Catalyst Miles
Base Fuel
.14 1.59 2.44
.10 .24 2.09
.11 2.19 3.60
.11 1.03 2.56

"A" Additive
.17 4.38 3.28
.12 1.76 2.08
.17 5.10 3.24
.14 3.18 2.63
"B" Additive
.19 6.07 1.58
.16 .98 .86
.18 6.09 1.62
.17 3.36 1.21

.99 25.1 2.9
.09 .42 2.19
.18 3.58 4.28
.29 6.22 2.89


1.15* 24.8 3.49
.14 1.85 2.24
.17 4.13 4.09
.35 7.07 2.98

1.25 23.9 2.6
.29 1.81 1.29
.25 7.67 2.15
.47 7.81 1.78
Hot
HC CO N0x
Cold
HC CO NOx
9,500 Catalyst Miles

.16 1.57 3.92
.14 .23 2.09
.09 .20 3.17
.13 .49 2.75


.17 6.12 2.90
.08 1.71 1.76
.16 4.69 2.90
.12 2.29 2.29

.22 6.21 1.4
.14 1.09 .92
.16 3.97 1.36
.16 2.88 1.13

.33 15.0 3.06
.04 .28 1.92
.13 1.94 3.48
.13 3.69 2.57


.72 24.5 3.22
.12 .92 1.76
.12 4.92 2.80
.24 6.72 2.33

.69 24.8 1.59
.21 1.41 .86
.19 3.48 1.58
.31 6.66 1.20
Hot
HC CO N0x
rE (Cont'd)
Cold
HC CO N0x
9,500 Catalyst Miles

.12 5.17 3.43
.06 .72 1.27
.13 5.20 3.63
.09 2.81 2.37


.13 24.8 2.31
.12 1.75 1.93
.37 7.40 2.68
.19 7.88 2.21






.36 24.6 2.1
.06 .32 2.14
.05 4.03 2.33
.12 6.19 2.18


.56 24.71 1.68
.12 2.12 1.12
.10 4.95 1.91
.20 7.41 1.44






Hot
HC CO NOX
Cold
HC CO N0x
9,500 Catalyst Miles

.14 3.37 3.67
.10 .47 1.68
.11 2.7 3.4
.11 1.65 2.53


.15 15.5 2.6
.10 1.73 1.84
.26 6.0 2.79
.15 5.63 2.25

.20 6.14 1.5
.15 1.03 .89
.17 5.10 1.49
.165 3.12 1.2

.35 19.8 2.08
.05 .30 2.03
.09 2.98 2.90
.125 4.94 2.37


.64 24.6 2.45
.12 1.52 1.4
.11 4.93 2.35
.22 7.06 1.88

.97 24.4 2.09
.25 1.61 1.07
.22 5.57 1.86
.39 7.23 1.49




Cold Transient
Stabilized
Hot Transient
Weighted
1
1—
*
Cold Transient |
Stabilized
Hot Transient
Weighted

Cold Transient
Stabilized
Rot Transient
Weighted
•Corrected for airbient conditions.

-------
                   TABLE 22.   AMBIENT CONDITIONS, VEHICLE TESTS
 Modified Federal Cycle
 Federal Cycle
 Catalyst Miles
ZERO
X
    X
2000.
X
    X
4000.
X
    X
6000.
X
    X
8000.
X
    X
9500.
X
    X
9500.*
 BASE FUEL
 Barometer
 Corrected Barometer
 Ambient Air  °F
 Wet Bulb °F
 Dry Bulb °F
 Humidity %
29.25
	
82.


58.44
29.48
29.33
84.
"71
/ -L .
QA
OO .
47.84
29.61
29.46
84.
dA
D*± •
Q7
O J .
8.99
29.53
29.40
77.
^*3
DO •
"7Q
/ y •
11.97
29.40
20.26
82.
en
D / .
Ql
O-L *
19.27
29.82
29.56
72.
c-7
D 1 •
1 A
/** •
33.04
29.26
29.00
72.
e^Q
D:? •
*7A
/ft .
40.14
 "A" ADDITIVE

 Barometer
 Corrected  Barometer
 Ambient Air °F
 Wet Bulb °F
 Dry Bulb °F
 Humidity %
29.22
29.08
82.
62.
79.
26.69
29.64
29.51
79.
63.5
79.
41.97
29.25
29.12
79.
61.5
79.
35.93
29.38
29.26
72.
54.
71.
28.35
29.45
29.31
80.
56.
79.
19.98
29.22
28.95
74.
61. .
77.
39.14
29,15
29.00
74.
52.5
76.5
14.43
                                                                             o
                                                                             I
 "B" ADDITIVE

 Barometer
 Corrected  Barometer
 Wet Bulb °F
 Dry Bulb °F
 Humidity %
29.31
29.20
54.
61.
63.67
28.98
28.85
52.
78.
13.01
29.68
29.57
48.
68.
16.88
28.82
28.42
63.
75.
51.51
29.29**
29.04
58.
73.
39.34
 *Repeat of  9500.

**Repeat of  6000.

-------
                         -151-

COMMENTS:  Base Fuel
1.  The CO, HC and NO  emission levels, as analyzed from the
CVS, appeared in this order:  Cold Start > Hot Start >
Weighted > Stabilized.

2.  NO  emission levels were higher during the Modified
Federal Cycle operation than during Federal Cycle testing.

3.  Carbon monoxide emission levels were higher during the
Federal Cycle operation than during Modified Federal Cycle
testing.

4.  Repeatability from run to run was better (less scatter
of data points) during the Modified Federal Cycle than
during the Federal Cycle tests for hydrocarbons.

5.  The data shows that there was not significant deteriora-
tion of the catalyst for the duration of the test.

-------
                                                                              24.1
                                           19.8

-------
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      Chassis Dynamometer

     Base Fuel Vehicle
           4.        5.       6.


       Durability Miles X 1000



CVS EMISSIONS FEDERAL <"YCLE MODIFIED



              FIGURF  90
                                                                                               10
•  Cold Transient

V  Stabilized
Q  Hot Transient

O  Weighted

-------
                                                                                .99
                                                               64
C
o
rC
U
O
5-1
(1)
td
H
U
                                                                                            r Kj.iiTir::
                                                                                            u 1.1.±" EL
          i ; ' !_CL i

         tjffiEj±it
       cizrnq:
 1 i !  ' Jl L  L I ' ' ' ! ' L
 rTTrTT-t,i rrrrrr
                                                                                  I I I I l
                                                                                  T-'TI+rh~"
                                                                                  i • r r   I i I
                                                                                      '
                                                                                 C)rr!---hK---
]±H'-TijI::n ; B±
JihtliiiL
                                    so^::rr.
                                                                     I
                                                                     M
                                                                     Ul

                                                                     I
       Chassis Dynamometer

       Base  Fuel Vehicle
  ^-  ,.,. , r.f   ^   ...  —

±tq:!.;. j Lin  ii;:m.: |'.q::_|i!T-;

"3.  """" ' ' ""4*.       5.'	     6.

      Durability Miles  X  1000


    CVS EMISSIONS  FEDERAL CYCLE


             FIGURE  91
                                                                                                   10.
                                        •  Cold Transient
                                       V  Stabilized
                                       D  Hot Transient
                                       O  Weighted

-------
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e
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i i • _!_•_ I i_i i ! I i 1 : • :  ; •
                                                HEIE
                                                                                rrnT •  '-r
                                                                                EEMH
     Chassis Dynamometer

     Base Fuel Vehicle
                    4.       5.       6.

                Durability Miles X 1000


          CVS EMISSIONS  FFDKRAL CYCLE MODIFIED




                        FIGURE  92
•  Cold  Transient
V  Stabilized
D  Hot  Transient
O  Weighted

-------
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                                                              1    .,..
                                                                                 Lt.LHHi
                                                                               8.        9.
      Chassis Dynamometer
      Base  Fuel Vehicle
                                     Durability Miles X 1000


                                    CVS EMISSION?  FEDERAL CYCLF

                                              FIGURE 93
»  Cold  Transient
V  Stabilised
D  Hot Transient
O  Weighted

-------
                                                                               }  iTi-H
                    --H-H-H-
                      rn±
                           _;_ jf-\ ' j - ..;/-.

                           .-:, -h—•-'  I -f ;
                                                      HH- -ilil-4-
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                                                                                 r i r_i_T r
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                                                           -t-HH--
                                 ~i. IJ -i - i J7i"t't"T'l
                                           : r i  i ; i t , i  |-'-; •;
 Chassis  Dynamometer


Base Fuel Vehicle
           4.        5.        6.



       Durability  Miles X 1000





CVS EMISSIONS FEDERAL CYCLE MODIFIED





               FIGURE  94
                                                                                               10
•  Cold Transient

V  Stabilized

D  Hot Transient

O  Weighted

-------
                         -158-

COMMENTS;   Additive "A" Fuel
1.  Carbon monoxide levels measured during Federal Cycle
tests are not significantly different from those measured
during the Modified Federal Cycle.  The carbon monoxide
does increase, however, as mileage is accumulated, indicating
some catalyst degradation.

2.  Hydrocarbon emission levels from the three CVS portions
of the Modified Federal Cycle are consistent from test to
test, forming a nearly flat curve with a slight upward slope
with time.

3.  Unlike the hydrocarbon emissions data mentioned above,
the data points from the Federal Cycle CVS are quite scattered
and it is difficult to form meaningful conclusions.

4.  The NO  emission level did not increase with durability
miles for either the Federal Cycle or Modified Federal Cycle
tests.

5.  NO  emission data points, from the three CVS portions
of the Federal Cycle, are quite close and form a nearly flat
curve; whereas, the Modified Federal Cycle data points showed
considerable scatter.  This is not unexpected, since the
higher temperatures of the Federal Cycle Modified would tend
to generate higher NO  levels.

6.  The NO  emissions, as analyzed from the CVS, appeared
in the following order:  Hot Start < Cold Start < Weighted
< Stabilized.

-------
                                                                                            7.0
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                 hhH-hH+
                                                    _  • i_j
                                                    _DJjl_Lf.!:
    Chassis  Dynamometer

   "A" Additive Vehicle
      4.        5.        6.

  Durability  Miles X 1000



CVS EMISSIONS FFPFPAL CYCLE



           FIGURE 95
                                                                                       •  Cold Transient

                                                                                      V Stabilized
                                                                                      D Hot Transient

                                                                                      O Weighted

-------
    6.
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                                                                                                 ,.-.i ; -4.. -4— i -J—t—i—:—L—

                                                                                                 _!_!/  ! DTI !TT
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                                      "Pl'i'i  • i 1 i 1 i Pi"! r't'fl   ! i  i   i" 7 "i J-'^KTl i"
        Chassis Dynamometer

       "A"  Additive  Vehicle
                                   5.        6.


                    Durabi'lity  Miles  X 1000




              CVS  EI'.ISFIONS FEDERAL CYCLE  ?TODIFIED




                              FIGURE 96
                                                                                                           10
                                                                                            •  Cold Transient

                                                                                            V Stabilized
                                                                                            D Hot Transient

                                                                                            O Weighted

-------
.72
                                                  .; . ; . j : :  I

                                                  ~;: : ..i.i; r
                                                             ....u.;..!_._!_
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                                              :.; | -.     ,i,.[  | M
                                                                    "^ I  ' i  I I
                                                                   LUi-iiDr"1
                                                                     > i  i i j
                             3.        4.         5.        6.

                                  Durability Miles X 1000
CVS
                                               S FEDERAL CYCLF
  Chassis  Dynamometer

 "A" Additive Vehicle
          FIGURE  97
"  Cold Transient

V  Stabilized

n  Hot Transient

O  Weighted

-------
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                                                                                    i_- u i-.:_i_i_a_
                                                                                    U-LlJ±ti.
                                  3.        4.        5.

                                        Durability Miles  X 1000
        Chassis Dynamometer

       "A" Additive  Vehicle
                                       CVS EMISSIONS FFDFRAL CYCT.F
                                                FIGURE  99
                                            • Cold  Transient
                                            V Stabilized
                                            n Hot Transient

                                            O Weighted

-------
0)
S-l


-------
                         -165-

COMMENTS;  Additive "B"
1.  Carbon monoxide emission level data points from both
the Federal Cycle and the Modified Federal Cycle test pro-
cedures showed considerable scatter which had an overall
upward trend with time, indicative of a loss of converter
efficiency.

2.  Hydrocarbon emissions from both the Federal Cycle and
the Modified Federal Cycle tests show much less scatter
than does carbon monoxide, however, both test cycles show
an upward trend with time for hydrocarbons as well as
carbon monoxide.
3.  NO  emissions from both the Federal Cycle and the
      X
Modified Federal Cycle tests show a downward trend with
test miles.
4.  The NO  emissions, as analyzed from the CVS, appeared
          X
in the following order:  Hot Start < Cold Start < Weighted
< Stabilized.

-------
        6.4
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                                              4.        5.        6.

                                         Durability Miles X 1000
          Chassis  Dynamometer

         "B" Additive Vehicle
                                        CVS  EMISSIONS FEDERAL CYCLE
FIGURE 101
•  Cold Transient

V  Stabilized
!H  Hot  Transient

O  Weighted

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                                          Durability Miles X 1000
                                                                                                   10
          Chassis  Dynamometer

         "B"  Additive  Vehicle
                                   CVS EMISSIONS FFDFRAL CYCLE "ODIFIED
                                            FIGURE 102
a  Cold Transient

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                                              Durability  Miles X  1000
          Chassis  Dynamometer

         'B" Additive Vehicle
                                             CVS F?!ISSIONS FFDFRAL CYCLE
                                                       FIGURE  103
                                                                                            •• Cold Transient

                                                                                            V Stabilized

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                                       Durability Miles X 1000
 Chassis Dynamometer

"B" Additive.Vehicle
                                 CVS EMISSIONS FEDERAL CYCLE f'ODIFIED
                                               FIGURE  104
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                                                                                     V  Stabilized

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         Chassis Dynamometer

        "B"  Additive.Vehicle
                                   CVS EMISSIONS  FEDERAL CYCLE P'ODIFIED
                               FIGURE 104
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        CVS EMISSIONS FEDERAL CYCLE MODIFIED




                      FIGURE  106
                                                                                                       10
                                                                                         •  Cold  Transient

                                                                                         V Stabilized
                                                                                         Q Hot  Transient

                                                                                         O Weighted

-------
                         -172-
G.  Comparison of Three Fuels,  Chassis Dynamometer, Beaded
    Catalyst

COMMENTS;
1.  The NO  values did not vary during the durability test
          X
for any of the fuels, whether tested via Federal Cycle or
Federal Cycle Modified.

2.  The carbon monoxide emissions increased during the
durability test for all three fuels.  This was true for
Federal Cycle and Federal Cycle Modified tests.

3.  Carbon monoxide emissions,  tested during the Federal
Cycle, increased more rapidly during durability tests than
when measured during the Federal Cycle Modified.  This
could be a result of a high light off temperature for the
converter.

4.  Carbon monoxide emission levels during the durability
test increased the least with the base fuel car.  The
Additive "A" car increased slightly more, while the Additive
"B" car had the greatest amount of carbon monoxide increase
during the durability test.

5.  The carbon monoxide emission levels were lower during
the Federal Cycle than they were during the Federal Cycle
Modified.

6.  Hydrocarbon emission levels were lower when tested under
the Federal Cycle Modified test than under the Federal Cycle

7.  Hydrocarbon emission levels did not increase during
durability testing for the base fuel car or for the Additive
"A" fuel car, but the Additive "B" car did show a slight
increase during the durability test.

-------
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                              3.        4.        5.        6.

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                                  CVS  EMISSIONS FEDERAL CYCLE



                                           FIGURE  107
                                                                                                    10.
                                                              • Baseline
                                                              H "A" Additive
                                                                 B" Additive
                                                                               !— ii n "

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                                          FIGURE 108
• Baseline

v"A"  Additive

n"B"  Additive

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3.        4.        5.        6.

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            FIGURE 109
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              FIGURE 110
                                                                                                 10
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           FIGURE 111
» Baseline
 "A" Additive

 "B" Additive

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       Durability Miles X 1000

CVS EMISSIONS FEDERAL CYCLF MODIFIED



              FIGURE 112
» Baseline
'•7 "A"  Additive
L "B"  Additive

-------
                         -179-
H.  Comparison of Chassis Vs. Engine Dynamometer/ Beaded
    Catalyst/ Three Fuels
The following set of graphs is a comparison of the data
collected from the engine dynamometer and vehicle chassis
dynamometer studies running on the three different fuels.
Both engines and vehicles were equipped with identical beaded
type catalytic converters.  The data obtained from the con-
stant volume sample (CVS) system was plotted as grams per
mile vs. durability miles.  The following conclusions were
made from these graphs.

-------
                         -180-
COMMENTS;   Baseline Fuel
1.  Carbon monoxide levels during the cold start testing
were much higher for the engine dynamometer runs than those
made on the chassis dynamometer.  Very little difference
was noted during the hot start test procedure.

2.  Unburned hydrocarbons, as expected, were higher during
cold start testing than during hot start tests, with not
much difference between engine dynamometer and chassis
dynamometer runs.

-------
                                                       6.3
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                                            4.        5.        6.

                                         Durability Miles X  1000

                                         Beaded Catalyst Base Fuel


                                        CVS EMISSIONS FEDERAL CYCLE


                                               FIGURE  113
                                                               Transient

                                                          Cold Transient
                                                          Chassis Dynamometer
                                                          Engine Dynamometer

-------
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-------
                         -183-
COMMENTS;   Additive "A"
1.  Carbon monoxide emission levels were higher for the
engine dynamometer than for the chassis dynamometer runs
for both the cold and hot start tests.

2.  Hydrocarbon emission levels are higher for the engine
dynamometer tests than for the chassis dynamometer tests for
both cold and hot start operations; however, the differences
were much smaller than in the case of carbon monoxide.

-------

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               4.        5.        6.

            Durability Miles X 1000

        Beaded Catalyst   "A" Additive

          CVS  EMISSIONS FEDERAL  CYCLE

                  FIGURE 115
— — — Hot Transient
	Cold Transient
   »   Chassis  Dynamometer
       Engine Dynamometer

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                                      CVS EMISSIONS  FEDERAL CYCLE


                                             FIGURE  116
_  	  _ Rot  Transient
        Cold Transient
        Chassis   Dynamometer
        Engine Dynamometer

-------
                         -186-

COMMENTS:   Additive "B"
1.  Carbon monoxide emission levels were higher initially
for the engine dynamometer runs, but stabilized to levels
not significantly different from the chassis dynamometer
tests.  This appeared to be true for both hot and cold start
tests.

2.  Carbon monoxide emissions increased as a function of
miles in the chassis dynamometer study, indicating some
catalyst deterioration.  The data from the engine dynamometer
is somewhat inconclusive, although a slight decrease in
carbon monoxide as a function of time is noted.

3.  Hydrocarbon engine dynamometer runs show higher levels
of unburned hydrocarbon in hot start studies, while the
final cold start measurements are quite close for both
engine and chassis.

4.  Both engine dynamometer and chassis dynamometer studies
show an increase in hydrocarbons with time.

-------
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                                      CVS EMISSIONS FEDERAL CYCLE


                                              FIGURE 117
— Hot Transient
  Cold Transient
  Chassis Dynamometer
  Engine Dynamometer

-------
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Beaded Catalyst  "B" Additive


 CVS  EMISSIONS FEDERAL CYCLE


          FIGURE 118
                                                                          _ 	 Hot Transient
                                                                                 Cold Transient
                                                                             o   Chassis Dynamometer
                                                                                 Engine Dynamometer

-------
                        -189-
    IV.  EXPERIMENTAL DATA, PARTICULATE EMISSIONS

The major emphasis of this contract was to evaluate the
effect of fuel additives on catalysts and the subsequent
effect on gaseous emissions.  Since the facilities used for
the gaseous studies were the same as those used in prior
particulate studies  (Reports APID-1567:  "Characterization of
Particulates and Other Non-regulated Emissions from Mobile
Sources and the Effects of Exhaust Emissions Control Devices
on These Emissions"; EPA-R2-72-066:  "Effect of Fuel Additives
on the Chemical and Physical Characteristics of Particulate
Emissions in Automotive Exhaust"; EHS70-101:  "Development
of Particulate Emission Control Techniques for Spark-Ignition
Engines"; EPA-650/2-74-061:  "Determination of Effect on
Particulate Exhaust Emissions of Additives and Impurities in
Gasoline"), several evaluations of the particulate emissions
were made.  The details of the procedures and equipment for
particulate measurement is included in the reports mentioned
above.  A summary of the particulate collection is as follows:

The exhaust was diluted in a 26' x 18" dilution chamber, at
approximately 12 to 1 air/exhaust ratio, and 550 cfm diluted
exhaust was sampled at a constant 100°F, 1 cfm rate.  The
particulate was collected in four locations.  An Anderson
cascade impactor, backed up with a 142 mm fiberglass filter
was used for mass/size distribution studies.  Two additional
142 mm fiberglass filters were used to collect particulate
for grams/mile determinations and for carbon, hydrogen,
nitrogen and benzo(a) pyrene analyses.  A fourth 142 mm
millipore filter was used to collect particulate samples
for trace metal determinations.

A separate 47 mm filter with a millipore membrane was used
to collect samples for sulfate analysis.  These filters were
sent to EPA for their analyses and the data is not included

-------
                         -190-
in this report.  On several occasions, after the vehicles
had accumulated several thousand miles, an attempt was made
to find platinum or palladium in the collected particulate.
These analyses were made using x-ray fluoresence, and in none
of the analyses could either of the noble metals be detected.
The sensitivity of the x-ray fluorescence was 1.0 u/g per
  2
cm  of filter area.  This translates into a grams/mile sen-
sitivity of around .01 grams/mile, depending on the sample
size.

The particulate samples were collected from both the engine
runs and the vehicle runs.  In the case of the engine runs,
the samples were collected only from the Federal Cycle Modi-
fied (starting with a fully warmed-up engine) and 60 mph
steady state.  It was felt to be more appropriate to do the
gaseous analyses on the cold start and, because of the timing
of the runs, the only way to do the particulate was on a warm
engine.  (See Table 3 for details on engine test sequence.)
Particulate samples were collected for both Federal Cycle
and Federal Cycle Modified, as well as 60 mph steady state,
for both vehicles.

In the case of the engine runs, the same engine was used for
all tests.   At the conclusion of a run on a given additive
and catalyst, the engine was disassembled.  Any deposits
were removed from the head, valves, and pistions.  The valves
were reseated and a blowby and compression check was made.
The tests were set up such that the baseline was bracketed
by the additive runs, with Additive A being run first and
Additive B being run after the baseline.  The tests for
particulate were run at approximately 25 and 140 hours on
the engine stand, with the exception of the Additive B on
the monolith catalyst, which was run at 0 and 88 hours.
In the case of the vehicles the tests were run at about
3,000 and 9,000 miles.

-------
                         -191-
In general, it is felt that the duration of both engine and
vehicle tests was too short to allow any definitive prediction
as to particulate mass emission trends.  Particulate tests
under contract 68-02-0332 (see report EPA-650/2-74-061) on
methodology for determining effects of fuel additives on
particulate emissions showed that some plateau seemed to be
reached at about 17,000 vehicle miles.  It is also likely
that with a catalyst in the system, particulate buildup in
the catalyst would cause particulate stabilization to take
longer.

Since only two tests were run on each combination of additive
and catalyst, the statistical significance of any trend is
quite low.  However, based on past experience with the
particulate collection techniques used in this study, it is
felt that large increases (2X or greater) in emitted parti-
culate are at least indicative of a reliable trend.  With
this in mind, following are several general conclusions from
the particulate data.  The data is plotted in Figures 119 and
120 for the engine runs and Figure 121 for the vehicle tests.

1.  The engine stand data shows the monolithic catalyst
producing higher amounts of particulate than the beaded
catalyst.  This is true for both the steady state and Modified
Federal Cycle at both the beginning and end of the durability
test.  The base fuel and both Additives A and B show the same
trend.  The analytical data does not account for the increase.
Since SO.~ was not specifically analyzed, the increase could
possibly be due to collection of the H_SO..  Another possible
explanation is that the beaded catalyst, with its longer
surface area and its different geometry, could be holding up
more of the particulate, although after 140 hours it is
expected that the particulate would have stabilized.

-------
                        -192-
2.  In general, the engines equipped with monolith catalysts
showed lower particulate after the durability run, while    ,
the beaded catalyst engines remained essentially constant.

3.  The particulate emissions from the 60 mph steady state
runs are higher than the Federal Cycle Modified when measured
on the vehicles, while the engine stand data shows a reversal
in this tend with the Federal Cycle Modified being higher
than the steady state.

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-------
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                                          BEADED  CATALYST
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                                        ENGINE DYNAMOMETER

                                            FIGURE 125
                            D
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146 Hours

-------
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                                 FIGURE 127
                                   8 Hours

                               r~|132 Hours

-------
Engine Stand
VEHICLE TYPE:  1972 Chevrolet
FUEL:  Baseline
CONVERTER:  Monolith
                                   DYNAMOMETER TEST
                                      TABLE 23
                                             Grams per 1.61 km  (1 mile)
Vehicle Follow-up Glass Filter Millipore '
Test Test Test Andersen glass Andersen + 142 mm 142 mm
No. Hours Miles Test Mode Sampler Filter Filter (Avq. of two)
276A;
276B

276C

276T
276U
276V
13.5
16.0

17.0

135.8
138.0
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60 MPH SS
FCHS

FCKS

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FCHS'
FCHS
.0153
—

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.0107
--

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.1915
--
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'.2113
—

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.2023 .
--

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.2639

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.1613
.2297
.2171
.2347

.2199

.1376
.1906
.2199


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-------
     TABLE  23  (Cont'd)
EXHAUST GAS ANALYSIS
Vehi cle
Test
No.
276A

276B
276C



276T



276U
276V
co2
10.45
10.50
10.50
10.70



10.50

9.35

10.20
10. .40
% by V
°2
6.2
6,2
6.1
5.9



6.05

7.75

6.25
6.10
ol time
N2
82.45
81.40
82.5
82.55



82.55

82.0

82.65
82.7
Parts Per Million
CO
.24.2
26.6
>250
>250



65.4

53.3

>250
>250
Cr H.C.
b
5.0
4.0
21.0
12.0



15.0

9.0

20.0
24.0
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NO
483
532
540
660



742

790

530
581
NV Nx
• 665
728
957
1121



983

975
j
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-------
           TABLF 23  (Cont'd)
ANALYSIS OF EXHAUST PARTICIPATE
Vehicle
Test
No.
276 A
276 B&C
276 T
276 U&V


Fe
.02
.5
.04
1.7


Ni
<.01
<.05
<.01
<.02


Cu
.02
.2 "
.04
.29


Trac
Al
<.01
.1
.04
.17


e Metals on Mil
Ca Mq Mri
.2
3.. 5
.3
2.8


.03
.6
.05
.55


.009
.16
<.005
.02


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Cr Sri Zri
<.01
.06
.01
.06


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<.02


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.3
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%).
Ti
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<.05
<.01
.03



.07
: .2
.06
.04


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2.15
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2.60
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BAP
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20
60
10 ^
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-------
                                  PROBABILITY
                                      DG
    10.

    9.

    8.

    7-


    6.


    5.
    4	
        99.99
                  99.9  99.8
                               99   98
                                           95     90
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                                                       46 8O43
                                                          | U. S . ft M
                                                         80    70   60   50   40   30    20
                                                                                             10
                                                                                                               1    O.S    0.2 0.1 0.05    0.01
                                                                                                                                   10
            MASS  DISTRIBUTION

                  FIGURE 128

                  Run  No.  276T

            -H--
                5


 CO
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                                                  Total   in  Particles  of Diameter  
-------
                                       PROBABILITY
                                                      46 8043
                                                         I U 3.
    10_
    9.
    8.
    7.
    6..
    5.

        99.99
                  99.9 99.8
                               99    98
                                          95     90
              i HIL.I  ii   i i i
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                                                        80    70   60   50  40   30    20
                                                                                            10
                                                                                                              1   0.5   0.2  0.1 0.05    0.01
        10
        9
        8
        7
        6
        5
                 MASS  DISTRIBUTION
                      FIGURE 129
                      Run  No.   276A

                                                                                      m

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0)

-------
                                    DYNAMOMETER  TEST

                                       TABLE  24
Engine Stand
VEHICLE TYPE:  1972 Chevrolet
FUEL:  Baseline + Fuel Additive A
CONVERTER:  Monolith
                                              Grams  per  1.61  km  (1  mile)
Vehicle Follow-up Glass Filter Millipore
Test Test Test Andersen glass Andersen + 142 mm 14~2 mm
No. Hours Miles Test Mode Sampler Filter Filter (Avq. of two)
279C
279F

279G
279X
279Y
279Z
3.7
18.0

18.6
135.7
138.0
138.6







SS - 60 MPH
FCHS

FCHS
SS - 60 MPH
FCHS
FCHS
.0147
—

--
.0116
--

.2900
—

--
.1792
—

.3047
—

.
.1808
—

.3117
.2053

.2835
.1974
.0733
.0812
.2867
.0879

.1026
.2074
.1907
.2347


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-------
     TABLE 24  (Cont'd)




EXHAUST GAS .ANALYSIS
Vehicle
Test
No.
279C

279F
279G
279X



279Y
279Z
co2
6.5
9.0
6.0
6.4
10.2

10.25

9.5
9.5
% by V
°2
11.40
8.15
10.5
10.2
6.4

6.25

7.5
7.4
ol ume
81.0
82.0
82.6
82.45
82.55

82.6

82.2
82.2
Parts Per Million
CO
36.3
38.7
>250
>250
123.4

130.3

239.6
>250.0
Cg II. C.
4
5
26.0
28.0
22.0

20.0

35.0
40.0
N02










NO
718
969
640
676
1034

1019

540
604
NV Nx
. 978
1036
1170
1162
1235

1375

1009
1048'






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CO
1


-------
           TABLE 24  (Cont'd)
ANALYSIS OF EXHAUST PARTICIPATE
Vehicle
Test
No.
279 C
279 F&G
279 X
279 Y&Z




Fe
.07
1.9
.03
.4




Nl
<.01
<.05
<.01
<.05




Cu
.02
.7
.02
.3




Tpac
Al
.02
.5
.03
.2




e Metals on Mil
Ca Mq Mrf
.14
7.4
.17
3.6




.03
1.4
.04
.6




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.09
<.005
.01




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Cr Sn
<.01
.1
<.01
.1



•
<.01
<.05
<.01
<.05




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Zn
<.03
.5
<.0-3
.2




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Tt
<.01
.09
<.01
.02



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Pb;
.2
.4
.1
.1












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1.05
6.05
1.49
28.18





2.06
1.01
2.41
8.92




XN
1-.19
4.19
1.25
3.05




PPM
BAP
1
20
15
55
i
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0
1

-------
 CO
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 £
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 4J  1
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0.
                                                                                                            0-5   0.2 0.1 0.05    0.01
                                                      8°   70   60   50   40   30
                 MASS  DISTRIBUT

                      FIGURE  130

                      Run  No.
                                              Total  in  Particles of Diameter  
-------
     10
 to
 c
 o
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 u
 0)

 £
(O
0.
                                                                                                    '   05   0.2 0.1 Q.Q5    o.Ol
                                                    80    70   60   50  40   30   20
                MASS DISTRIBUTION

                     FIGURE  131

                     Run  No. 279X
                                            Total in  Particles of  Diameter  
-------
                                   DYNAMOMETER TEST
Engine  Stand

VEHICLE TYPE:   1972  Chevrolet

FUEL:  Baseline + Fuel Additive  B


CONVERTER: Monolith
                                      TABLE  25
                                             Grams per 1.61 km (1 mile)
Vehicle Follow-up Glass Filter Millipore
Test Car Test Andersen glass Andersen + 142 mm 142 mm
No. Miles Hrs . . Test Mode Sampler Filter Filter (Avg. of two)
272B
272D '
272E '
272M
2720
272P






0
0
0
88
88
88
60 MPK SS
FCHS
FCHS
60 MPH SS
FCHS
FCKS
.0185
—
--
.0179
--

.1551
--
--
.1795
—

.1734
--
--
.1974
--•

.1402
.3666
.4008
.2072
•.3960
.3764
.1781
.5280
.6453
.1876
.5570
.6453
                                                                                       I
                                                                                      ro

-------
     TABLE 25  (Cont'd)
EXHAUST GAS.ANALYSIS
Vehicle
Test
No.
272B

272M





co2
10.35
10.45
9.7
10.2




% by V
°2
6.3
6. .2
7.2
6.4




ol ume
N2
82.45
82.45
82.3
82.5




Parts Per Million
CO
.38.7
36.3
144.7
53.2




C6 H.C.
15
12
35
30




N02








NO
875
942
792
646




N0x- Nx
. 1209
1398
1214
897





Start
Finish
Start
Finish
i
ro
U)
I

-------
           TABLE 25   .Cont'd)
ANALYSIS OF EXHAUST  PARTICIPATE
Vehicle
Test
No.
272 B
272 D
272 M
272 P



Fe
.03
.13
.02
.12



Ni
<.01
<.01
<.01
<.01



Cu
.03
.16
.02
.13



Trace Metals on Milltpore Pil
Al Ca Mq Mri Cr Sri
<.01
.04
<.01
.04



.2
1.4
.16
.87



.07
.27
.05
.22



2.7
2.8
2.1
2.7



<.01
.02
<.01
.04


i
<.01
<.01
<.01
<.01



ter (
Zri
.03
.11
.03
.13



Tl
<.01
.01
<.01
.02

'•'

Rb;
1.3
.3
1.2
.58











Glass Fiber Filters

1.67
3.46
0.83
18.45



• Qj I*
3.34
3.17
2.40
5.15




4.,77
' 4.11
2. .12
0.94



PPM
BAP
4
90
3
40
i
to
M
1


-------
                                                              PROBABILITY
                                                                                       46  8O43
             99.99
 CO

 O

 O
•r-
 E

  •V

o


 fc.

•p
 O)
 E

•r—
O

 91
 s_
 10
D.
                             99.9  99.8
                                                                                                                                                                                  1     0.5      0.2   0.1  0.05      0.01
         1_
             001      0.05  0.1   0.2
                                                                                                    30     40     50     60     70       80
                                                                                                                                                     90       95
                                                                                                                                                                         98      99
                                                                                                                                                                                               99.8  99.9
                                                                                                                                                                                                                   99.99

-------
 c:
 o
 S-
 o
 (1)
 £
 <0
•r—
O
 (U
 o
                                                                                                  2   |   0-5   0.2  0.1 Q.Q5    0.01
                              2 - ?5_  95     90
                                                     80    70   60   50   40   30
                MASS  DISTRIBUTION
                    FIGURE 133
                     Run No.   272M
                                             Total  in  Particles  of Diameter  
-------
Engine Stand
VEHICLE TYPE:   1972  Chevrolet
FUEL: Baseline
CONVERTER:  Beaded
                                   DYNAMOMETER TEST
TABLE  26
                                             Grams per  1.61  km  (1  mile)
Vehicle Follow-up
Test Test Test Andersen glass Andersen +
No. Hours Miles Test Mode Sampler Filter Filter
286E
2S6H '
2861 "
286X
286Y
2862

38.4
56.3
56.9
145.1
146.0
146.7
.







2 KRS SS
FCHS
FCKS
2 HRS SS
FCKS
FCHS

.0030 .
--
—
.0048
--


.0459 .
--
--
.0432
--


-.0489
--
--
.0481
—


Glass Filter Millipore
142 mm 142 mm
(Avg. of two)
.0574
.0611
.0708
.0462
.0562
.0513

.0447
.0440
.0806
.0447
.0513
.0586


-------
     TABLE 26 (Cont'd)




EXHAUST GAS ANALYSIS
Vehi cle
Test
No.
286E

286H
2861
286X



286Y
286Z
co2
10.4
10.1
9.8
10.7
10.3

9.95

10.3
9.85
% by V
°2
6.7
6.3
6.5
5.25
6.4

7.1

5.65
6.25
ol ume
N2
82.0
82.65
82.8
83.1
82.4

82.2

83.1
83.0
Parts Per Mi 1 1 ion
CO
33.9
33.9
133.1
208.1
48.4

36.3

186.4
850.0
Cg H.C.
9
8
22
23
7

6

'20
67
N02










NO
1506
983
557
1025
732

845

475
462
NV Nx
. 1975
1520
1141
1597
1054

1168

864
•904'

Start
Finish


Start
i
Finish £
CO
1


-------
           TABLF 26  (Cont'd)
ANALYSIS OF EXHAUST PARTICIPATE
Vehicle
Test
' No.
286 E
286 I
286 X
286 Y




Fe
.04
.53
.06
.67




Ni
<.01
<0.1
<.01
<.05




Cu
.05
.38
.04
.53




Trace Metals on Millipore Filter (
Al Ca Mg Mn Cr Sn Zn
.04
.25
.02
.37




.45
3.9
.40
6.1




.10
.78
.09
1.4




<.00!
<.05
.005
.03




.01
<0.1
.01
.17



1
<.01
<0.1
<.01
<.05




<.03
<0.3
<.03
.38




X).
Ti
.01
<0.1
<.01
'.07





<.03
<0.3
.03
<.2




%SO/I








Glass Fiber Filters

2.42
11.56
2.59
46.97




:*K
3.37
3.07
3.69
3.41




XN
5.09
'3.31
7.01
7.46




PPM
BAP
15
<20
5
75
i
H
VD
1


-------
                                 _C PROBABILITY      46 8O43
                                             ES
       99.99
                99.9  99.8
                             99   98     95     90
                                                    80    70   60   50   40   30    20
                                                                                                 2   1    0.5   0.2  0.1 0.05    0.01
 o
 i.
 o
S-
0)


-------
   10_


    9.


    8.


    7-



    6..




    5.
        99.99
                                 -C

                                  "-
                                PROBABILITY
                                      CYCLES
46 8O43

     $.«.
                 99.9 99.8
                             99   98
                                        95     90
                                                     80    70   60   50   40   30    20
                                                                                      10
                                                                                                       1   0.5   0.2 0.1 0.05    0.01
            MASS  DISTRIBUT

                FIGURE 135


                      No. 286E
                                                                        333^

    4

 to
 C
 o
                                                                                                              1
                                                                                                                                I

                                                                                                                                NO

                                                                                                                                M

-------
Engine Stand
VEHICLE TYPE:  1972 Chevrolet
FUEL:  Baseline + Fuel Additive A
CONVERTER:  Beaded
                                   DYNAMOMETER TEST
                                      TABLE  27
                                             Grams per  1.61  km  (1 mile)
Vehicle Follow-up Glass Filter Millipore
Test Test Test Andersen glass Andersen + 142 mm 142 mm
No. Hours Miles Test Mode Sampler Filter Filter (Avq. of two)
2S9C
289F •

239G

289X '
289Y
289Z
20.0
33.7

34.3

142.9
145.0
145.6
120
7.5

7.5

120
7.5
7.5
2 MRS 60 MPK
FCHS

FCHS

2IIRS 60 MPH
FCHS
FCHS
.0027
--

—

.0042
--

.0197
--

--

.0207
--

.0224
--

--

.0249
--

.0217
• .0440

.0342

.0219
.0875
.0586
.0170
.0366

.0293

.0192
.0220
.0220


i
M
M
to
1



-------
     TABLE  27  (Cont'd)




EXHAUST GAS ANALYSIS
Vehi cle
Test
No.
289C

289F
289G


289X


289Y
289Z
co2
11.1
11.0
10.4
10.0


11. G

10.9
10.15
10.40
% by V
°2
5.65
5.70
4.3
4.7


5.15

5.35
5.10
4.90
ol ume
N2
82.35
82.40
84.40
84.40


83.05

82.9
83.6
83.7
Parts Per Million
CO
18.0
18.0
260
460


550

300
2270
780
c6 ii. c.
9
9
23
23


12

12
79
38
N02











NO
1167
1387
345
347


990

1089
475
588
N0x- Nx
. 1387
1696
580
583


1321

1546
:952j
1004

Start
Final


i
NJ
Start M
OJ
Final '



-------
           TABLE 27  (Cont'd)
ANALYSIS OF EXHAUST PARTICULATE
Vehicle
Test
No.
289 C
289 F
289 X
289 Y



Fe
.15
1.50
.16
5.9



Nl
.02
<.l
.01
.14



Cu
.11
.86
.11
1.9



Trace Metals o
Al Ca Mq
.06
.73
.05
1.3



1.1
8.6
0.9
17.6



.23
1.7
.17
3.2



n Mil
Mn
.014
.12
.009
.70



Itpore Fil
Cr Sn
.03
.26
.03
.53


t
<.01
<-l
<-oi
0.1



ter (
Zn
.07
.62
.07
1.4



TI
<.01
<.l
<.01
.17



Rb.
.28
.98
.33
27.1



%SO,







Glass Fiber Filters

3.63
TRACE
1.39
1.80



;«„
3.33
5.23
2.72
TRACE

•

*N
7^.58
'20.91
9.43
9.86



PPM
BAP
37
430
<7
75
i
to
1


-------
                                                 46 8O43
                                                    I U.S.AJ
 o
 s_
 U

(U
E
Q



-------
                                  PROBABILITY
                                      DG i
46 8043
   I U.S. AJ
 in
 c
 o
 i.
 u
i.

S-


Q.
                                                                                                                    0.01
               MASS  DISTRIBUTION

                   FIGURE 137

                   Run No.   289C
                                            Total  in  Particles  of Diameter  
-------
 Engine Stand
VEHICLE TYPE:  1972  Chevrolet
FUEL:   Baseline + Fuel Additive B
CONVERTER:  Beaded
                                   DYNAMOMETER TEST
                                      TABLE  28
                                             Grams per 1.61 km (1 mile)
Vehicle Follow-up Glass Filter Millipore
Test Test Test Andersen glass Andersen + 142 mm 142 mm
No. Hours Miles Test Mode Sampler Filter Filter (Avg. of two)
282C .
282F •
232G
282U
282V
282W
' *Polyca
5.5
8
8
131.3
132.0
132.3
rbonate






?ilter.
60 MPH SS
FCHS
FCHS
FCHS
FCES
60 MPH SS

.0039
--
.
--
--
.0065

.0206
--
--
--
--
.0119

.0245
--
—
—
__
.0185

.0245
.0733
.0660
.0582
.0586
.0133

.0129
.0733
.0611 '
.0513
.0513
.0096

                                                                                        I
                                                                                        to

-------
           TABLE 28 (Cont'd)
ANALYSIS OF EXHAUST PARTICULATE
Vehicle
Test
No.
282 C
282 F&G
282 U&V
282 W


Fe
.1
.7
.8
.2


Ni
<.05
<.05
<.l
<.05


Cu
.1
.4
.7
.2


Trace Metals on Milltpore Fil
Al Ca Mq Mn Cr Sn
.06
.28
.35
.13


1.0
3.4
5.3
1.7


.3
.8
1.3
.5


14.0
6.0
8.3
18.0


<.05
.09
.15
<.05

»
<.05
<.05
<.l
<.05


ter (
Zri
.2
.4
.6
.3


Ti
<.05
.05
<.l
< .05



5.1
2.0
2.7
9.1








'
Glass Fiber Filters
%t
0.95
2.84
2.87
3.33


;*K
2.09
1.45
3.35
2.47


*N
4.35
' 0.95
1.10
1.37


PPM
BAP
24
160
10
60
i
to
to
00
1
V


-------
     TABLE  28 (Cont'd)




EXHAUST GAS .ANALYSIS
Vehicle
Test
No.
282C

282F
282G
282U


282V


282W

co2
11.10
9.95
10.4
10.6
10.1


10.0


10.4
9.2
% by V
°2
4.9
6.6
6.15
6.0
6.8


6.6


6.5
8.1
ol ume
N2
83.0
82.5
82.55
82.6
82.1


82.6


82.3
81.8
Parts Per Million
CO
204.0
133.1
1150
495
360


675


121.1
111.3
C6 H.C.
16
16
75
50
55


68


30
30
N02












NO
946
1128
467
667
385


384


730
782
NV Nx
. 1058
1308
906
965
805


779


1272
1395'

Start
Finish



i
N)
M
VD
1
Start
Finish

-------
                                         •i'
                                                   PROBABILITY
46 8O43
     hit. S. A.
           99.99
                                                                                                                                                              0.2   0.1  0.05     0.01
 00
 c
 o
 S-
 (U
+J
 (U
 E
 s.
 (O
Q-
       1
           001     0.05  0.1   0.
                                                                                                          70      80
                                                                                                                          90      95
                                                                                                                                            98     99
                                                                                                                                                             99.8 99.9
                                                                                                                                                                              99.99

-------
                                                                                               0.2 0.1 0.05   0.01
         MASS DISTRIBUTION
              FIGURE 139
              Run  No.  282W
                                     Total  in  Particles  of  Diameter  
-------
                           CHASSIS DYNAMOMETER TEST
CAR NUMBER:   D-0435
VEHICLE TYPE:  1972  Tan  Chevrolet
FUEL:   Baseline No Pb.
CONVERTER: Beaded
TABLE  2 9
                                             Grams per 1.61  km (1  mile)
Vehicle Follow-up
Test Car ' Test Andersen glass Andersen +
No. Miles Miles Test Mode Sampler Filter Filter
261 K
267B
267C
267D
2 8' 3 A
2833
263C
283D
-

2,871.0
2,991.0
2,998.5
3,006.0
8,755.0





11.5-
120.0
7.5
7.5
11.5
120.0
7 . 5
7.5


MFCCS
60 MPH SS
FCKS
FCHS
MFCCS
2 MRS SS
FCHS
FCHS


.1004
.0044
--
—
.0526
.0034
--
--


.0095
.0509
--
—
.0143
.0646
.
'
i

.1100
.0554
--
—
.0669
.0680
--
---


Glass Filter Millipore
142 mm 142 mm
(Avg. of two)
.0286
.0806
.0293
.0391 ..
.0454
.0746
.0256
.0342


.0813
.0311
.0293
.1173
.0286
.0749
.044C
.0586




i
N)
U)
ro








-------
           TABLE 29  (Cont'd)
ANALYSIS OF EXHAUST PARTICIPATE
Vehicle
Test
No.
267 B
267 C
267 D
283 A


283 B

283 C
283 D



Fe
.06
.45
39
• »J -/


.03


1.0
Only


Ni
<.01
<.01
< 01
^ • \J J.


<.01


"-1
283 E
283 E

Cu
.03
.22
?2
• £~ £•


.02
.

.5

were

Trace Metals on Milltpore Filter (
Al Ca Mq Mn Cr Sn In
.02
.2
_



.02


.52

anal

.24
2.7
? fi
£• • \J


.2


5.2

yzed

.05
.6
g



.04


1.0



<.005
<.05
< 05



<.005


<.05



<.01
<.l
< 1
^ • J.


< .01


.15



<.01
<-l
< 1
x • X


<.01


<.l



.04
<0.3
1



.03


.7



*).
Ti
<.01
<.l
<- 1
^ . J.


< .01


.08


-
p;b;
,.03
=r0.3
' n T
- U . J


<.03


1.8

















Glass Fiber Filters
1
%C
.45
2.40




11.50


23.77

.


2.71
4.22




6.30


3.73



*N
4. '2 6
7.03




1 3.10


0.28



PPM
BAP
<2
<40


i
K;
"3 O>
J OJ
1

<60


<•

-------
     TABLE 29 (Cont'd)



EXHAUST GAS .ANALYSIS
Vehi cle
Test
No.
. 267A

267B

267C
267D
283A

283B

283C
283D


co2
8.9
8.9
11.2
11.7
9.1
8.9
9.3
9.2
11.4
12.15
9.35
9.10


% by V
°2
8.3
8.4
4.9
4.4
7.8
8.3
7.65
7:8
4.7
3.6
7.5
7.9


ol ume
81.9
81.9
83.0
83.1
82.1
82.0
82.15
82.05
83.0
83.35
82.2
82.05


Parts Per Mi 1 1 ion
CO
>250
>250
15.7
18.1
215.3
123.4
880
198.5
70.2
50.8
94.4
186.4


Cg ii.c.
55
35
5
5
10
20
35
37
3
2
22
34


N02














NO
152
260
591
680
188
181
188
353
1152
1050
196
176


NV Nx
. 209
298
693
738
277
257
1 ?80
458
1295
1204
362
305
•i
-V

23 Min.
41 Min.
Start
Finish

i
NJ
U)
1380 Sec.
Last' 505 Sec.
Start
Finish


•


-------
                                  PROBABILITY
                                     |OG <
46 8043
   I U.S.ftfl
       99.99
 to
 C
 o
 J_
 o
•I—
 E
0)
4J
0)
E

-------
        99.99
 c
 o
 s_
 u
S-
OJ
+->
(U
E
o

0)

o

•fj
S-
                                    PROBABILITY
                                       |OG
46 8O43
   I U. S. ktf
                             99   98
                                        95    90
                                                                                                               0.2  0.1 0.05   0.01
                MASS  DISTRIBUTION

                     FIGURE  141

                     Run  No.  267E
                                               Total  in  Particles  of  Diameter  
-------
            99.99
crons
 J_
 0)
+J
 V
 E
 (O
0)

(J

•4-»
i-
rO
                                                            PROBABILITY         46 8O43
                            99.9  99.8
                                                99     98         95       90
                                                                                        80      70     60    50     40     30      20
                                                                                                                                                10
                                                                                                                                                                     2      1     0.5     0.2   0.1  0.05      0.01.
             0.01      0.05  0.1   0.2
                                                                                        20       30     40    50     60     70       80
                                                                                                                                                90        95         98     99
                                                                                                                                                                                          99.8  99.9
                                                                                                                                                                                                             99-99

-------
        99.99
 C
 o
 J_
 u
o


J_



-------
                           CHASSIS DYNAMOMETER TEST
CAR NUMBER:  D-0436
VEHICLE TYPE:  1972  Chevrolet
FUEL:  Baseline + Fuel Additive  A
CONVERTER:  Beaded
                                    TABLE 30
                                             Grams per 1.61  km (1  mile)
Vehicle Follow-up Glass Filter Millipore .;
Test Car Test Andersen glass Andersen + 142 mm 142 nun
No. Miles Miles Test Mode Sampler Filter Filter (Avq. of two)
26 8A
268B : '
268C

268D
280C
280D '
•
280E
280F

2,911.8




9,063.0





11.5
120
7.5

7.5
11.5
7.5

7.5
120

MFCCS
SS 60 MPK
FCKS

FCHS
MFCCS
FCHS

FCHS
2 IIRS SS

.0860
.0049
m_ ^

--
.0547
—

—
.0506

.0095
.0158
_ _

--
.0383
—

—
.'1083
1
-.0956
.0208
_ _

—
.0930
__

--
.1589

.0119
.0237
.0256

.0146
.0191-
.0317

.0317 .
.1196

.0191
.0189
.0440

.0220
.0047
.0293

.0440
.1171



i
OJ
'







-------
     TABLE  30 (Cont'd)
EXHAUST GAS -ANALYSIS
Vehicle
Test
No.
268A

268B

268C

268D

280C

280D
280E
280F

co2
9.7
9.5
13.0
14.85
9.1

9.15

. 9.1
9.1
9.1
9.1
12.0
11.8
% by V
°2
7.3
7 ;3
2.55
0.3
8.1

7.9

7.8
8,0
8.0
8.0
3.8
4.1
ol ume
82.2
82.4
83.65
84.2
81.95

82.0

82.1
82.0
82.0
82.0
83.3
83.2
Parts Per Mi 1 1 ion
CO
>250
210
193.6
>250
95.6

82.2

>250
>250
>250
>250
96.8
84.7
Cg H.C.
35
25
2
2
15

12

50
140
30
55
2
2
N02














NO
178
328
990
1075
181

189

173
305
192
179
550
620
N0x- Nx
• 253
406
143
147
258

279

• 244
352
282
274
731
747

Part #1
Part $2
.Start
Finish (Over temp)

i
0
i
1380 Sec.
505 Sec.


Start
Finish

-------
            TABLE 30 (Cont'd)
-ANALYSIS OF EXHAUST PARTICIPATE
Vehicle
Test
' No.
268 B
268 C
280 F
280 G&E


Fe
.16
1.6
.02
1.3


Ni
<0.1
<0.1
^01
<.05


Cu
.13
1.2
.02
.9


Trace Metals on Milltpore Fil
Al Ca Mq Mn Cr Sn
<.l
.5
.02
.6


.8
11.2
.14
9.3


.2
2.2
.02
1.8


i.05
.07
:.005
.05


.2
.2
<.01
.2


<0.1
<0.1
<.01
<.05


ter (
Zn
<0.3
.7
<.03
.9


X).
Ti
<0.1
.1
<.01
.1


W
.5
<0.3
<.03
.3


%SO.





i
Glass Fiber Filters
XC
0.48
1.32 '
1.25
5.68

I
;%K
4.36
1.93
2.99
3.60


•XN
14.43
' 4.93
1.24
0.0


PPM
BAP
55
750
2
50 M
>£>
1 — '
1


-------
                                                             PROBABILITY
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-------
                                                            PROBABILITY
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-------
PROBABILITY
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-------
                                                                                         46 8O43
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                                                                                                                                                                                                                        0.01
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-------
                           CHASSIS DYNAMOMETER TEST
CAR NUMBER:   D-1585
VEHICLE TYPE:   1973  Chevrolet
FUEL:   Baseline  +  Fuel  Additive  B
CONVERTER:  Beaded
                                   TABLE  31
                                             Grams per 1.61  km (1  mile)
Vehicle Follow-up Glass Filter Millipore
Test Car Test Andersen glass Andersen + 142 mm 142 nun
No. Miles Miles Test Mode Sampler Filter Filter (Avg. of two) . •
275C .
275D •'

275E


275F '
296A
296B
296C
296D
2,529.0






9,120



11.5
120.0

7.5


7.5
11.5
7.5
7.5
120
MFCCS
60 MPK SS

FCKS


FCIIS
MFCCS
FCHS
FCHS
60 MPH SS
.1004
.0054

—


—
.0573
	
	
.0065
.0191
.0373

—


— —
.0191
	
	
' .0714
.1195
.0428

--


— —
.0765
	
	
.0779
.0239
.0669

.0244


.0219
.0358
.0537
.0415
.1004
.0.286
.0580

.0439


.0439
.0526
.0440
.0440
.0935


i

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(Ti
1





-------
      TABLE  31  (Cont'd)




EXHAUST GAS .ANALYSIS
Vehicle
Test
No.
275C

275D

275E

275F


296A
296B


296C
296D

co2
. 9.55
9.30
11.20
11.35
9.8

9.65

9.2
10.0
10.65


10.75
10.95
11.10
% by V
°2
7.15
7. -50
4.9
4.85
6.90

7.25

7.75
6.55
5.80


5.70
5.45
5.15
ol ume
82.4
82.3
83.05
82.95
82.3

82.15

82.15
82.5
82.6


82.75
82.75
82.85
Parts Per Mi 1 lion
CO
>250
>250
16.9
14.5
125.8

145.2

620
750
570


570
130.7
164.6
Cg H.C.
20.0
15.0
2.0
1.0
12.0

14.0

63
78
81


82
5
5
N02















•••
NO
199
282
665
516
175

183

174
256
176


187
588
668
NO - N
V V
• 258
332
805
626
253

243

210
286
225


240
660
773

23 Min.
41 Min.
.Start
Finish

i
-v)
1
Part 1
Part 2

i
i

Start
Finish

-------
D1585 Copper Chev.
                                         TABLE  31  (Cont'd)
                              -ANALYSIS  OF  EXHAUST  PARTICIPATE

                          Trace  Metals on Milltpore Filter (%).
                                                                                Glass Fiber Filters
Vehicle
Test
" No.
275 C
275 D
275 E"
275 F -
296A
296C
296D
Fe
Not
.07
.9

0.6
1.0
0.2
Ni
Anal}
<.05
<.05

.06
<.01

Cu
zed
.04
.6

.34
.53
.01
Al

<.05
.3

.17
.29
.01
Ca

.2
8:7

3.8
8.6
.02
Mq

.09
1.6

1.2
1.5
.03
Mri

<.03
<.03

2.8
4.0
.08
Cr

<.05
.2

.13
.21

Sri

<.05
<.05

<.01
<.01

In

<.15
.5

.2
.4
<.03
Ti

<.05
.06

.02
.0
/
Pb

<.15
<.15

.4
.7
.08
%SO/1







«••

1.78
6.60

12.8
41.9
0.275


3.79
3.20

0.60
>10.0
0.035
XN
-
' 5.12
a.o

-o.o
12.4
2.65
PPM
BAP

60
480
,
<10 1
<70
< 2

-------
                                                                  .OG

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-------
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                                           ABI
                                            G CYCLES  .  XAOf IB U.J.«. •

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                       FIGURE 149
                       Run  No.   275D

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-------
                                                                    PABILlP^"     *V^VO43V
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-------
                        -253-


                      REFERENCES

 1.   Mathematical Modeling of Catalytic Converter System,
     J.  C.  Kuo,  H. G.  Lassen, C. R.  Morgan,  SAE Report
     710289.

 2.   HC/CO Oxidation Catalysts for Vehicle Exhaust Emission
     Control,  K. I. Jagel, F. G. Dwyer, SAE Report 710290.

 3.   NO  Reduction Catalysts for Vehicle Emission Control,
     G.XH.  Meguerian,  C.  R. Lang, SAE Report 710291.

 4.   Catalytic Converter  Vehicle System Performance:   Rapid
     Versus Customer Mileage, E. E.  Hancock, R. M. Campau,
     and R. Connolly,  SAE Report 710293.

 5.   Thermal  Reactor—Design, Development and Performance,
     A.  Jaimee,  A. I.  Roxmanith, D.  E.  Schneider, and J.  W.
     Sjoberg,  SAE Report  710293.

 6.   Low Emission Concept Vehicles,  R.  M. Campau, SAE
     Report 710294.

 7.   Effect of Fuel and Lubricant Composition on Exhaust
     Emissions,  A. I.  Rozmanith, L.  W.  Mixon, and W.  T.
     Wotring,  SAE Report  710295.

 8.   Small Engine—Concept Emission Vehicles, Y. Kaneko,
     H.  Kuroda,  K. Tanaka, SAE Report 710296.

 9.   Fuel Lead and Sulfur Effects on Aging of Exhaust
     Emission Control Catalysts, S.  S.  Hetrick and F. J.
     Hills, SAE Report 730596.

10.   Effects  of Fuel Factors on Emissions, S. S. Sorem,
     SAE Report 710364.

11.   Effects  of Tetraethyl Lead on Catalyst Life and
     Efficiency in Customer Type Vehicle Operation, E. E.
     Weaver,  SAE Report 690016.

12.   Analytical Evaluation of a Catalytic Converter System,
     John L.  Harned, SAE  Report 720520.

13.   Low NO  Emissions from Automotive  Engine Combustion,
     James £.  Hansel,  SAE Report 720509.

14.   Field Test of an Exhaust Gas Recirculation System
     for the  Control of Automotive Oxides of Nitrogen,
     J.  C.  Chipman, J. Y. Chao, R. M. Ingels, R. G. Jewell,
     and W. F. Deeter, SAE Report 720511.

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                        -254-


15.  A Comparison of Dynamic Exhaust Emissions Tests:
     Chassis Dynamometer vs. Engine Dynamometer,  J.  F.
     Cassidy, Jr., SAE Report 720455.

16.  Application of Catalysts to Automotive NO  Emissions
     Control, L. S. Bernstein,  K. K. Kearby, A? K.  S.  Raman,
     J. Vardi, and E. E. Wigg,  SAE Report 710014.

17.  A Well-Mixed Thermal Reactor System for Automotive
     Emission Control, Robert J. Lang,  SAE Report 710608.

18.  Buick's 1972 Exhaust Gas Recirculation System,  A.  L.
     Thompson, SAE Report 720519.

19.  An Analytical Framework for the Study of Exhaust Manifold
     Reactor Oxidation, Richard C. Schwing, SAE Report 700109.

20.  Studies of Catalyst Degradation in Automotive  Emission
     Control Systems, Joseph E. Hunter, SAE Report  720122.

21.  Effect of Fuel and Oil Additive on Catalytic Converters,
     J. C. Gagliardi, Carol S.  Smith and E. E. Weaver,
     Paper No. 63-72, Ford Motor Company.

22.  Evaluation of CO/Hydrocarbon Oxidation Catalysts for
     Automotive Emission Control Systems, David Liederman,
     Sterling E. Voltz, and Stephen M.  Oleck, Mobil Research
     and Development Corporation.

23.  Predicting NO  Emissions and Effects of Exhaust Gas
     Recirculationxin Spark-Ignition Engines, Kunihiko
     Komiyama and John B.  Heywood, SAE  Report 730475.

24.  Poisoning of Monolithic Nobel Metal Oxidation  Catalysts
     in Automobile Exhaust Environment, M. Shelef,  R.  A.
     Dalla Betta, J. A. Larson, K. Otto, and H. C.  Yao,
     Ford Motor Company.

25.  The Control of Automotive Emissions with Dual  Bed
     Catalyst Systems, L.  S. Bernstein, A. K. S.  Raman
     and E. E. Wigg, Esso Research and  Engineering  Company.

26.  Automotive Particulate Emissions,  J. S. Ninomiya,  W.
     Bergman and B. H. Simpson, Ford Motor Company.

27.  Characterization and Control of Gaseous and Particulate
     Exhaust Emissions from Vehicles, K. Habibi,  E.  S.
     Jacobs, W. G. Kunz, Jr., and D. L. Pastell,  D.  I.
     DuPont de Nemours & Co., Inc.

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                        -255-

28.  Status Report on EC/CO Oxidation Catalysts for Exhaust
     Emission Control, P.  W. Snyder,  W.  A.  Stover,  and
     H. G.  Lassen, SAE Report 720479.

29.  NO  Reduction Catalysts for Vehicle Emission Control,
     G. H.  Meguerian, E. H. Hirschberg,  F.  W. Rakowsky,
     C. R.  Lang, and D. N. Schock, SAE Report 720480.

30.  Methods for Fast Catalytic System Warm-Up During Vehicle
     Cold Starts, W. E. Bernhardt and E. Hoffmann,  SAE
     Report 720481.

31.  Engine Testing of Catalysts—Conversion Versus Inlet
     Conditions, P. Oser,  D. H. Pundt and W. Buttergeit,
     SAE Report 720482.

32.  Mitsubishi Status Report on Low Emission Concept
     Vehicles, Y. Kaneko and Y. Kiyota,  SAE Report 720483.

33.  Economical Matching of the Thermal Reactor to Small
     Engine--Low Emission Concept Vehicles, H. Kuroda,
     Y. Nakajima, Y. Hayashi and K. Sugihara, SAE Report
     720484.

34.  Fiat Status Report on Low Emission Concept Vehicles,
     Carlo Pollone, SAE Report 720485.

35.  Toyo Kogyo Status Report on Low Emission Concept
     Vehicles, K. Tanaka,  M. Akutagawa,  K.  Ito, Y.  Higashi,
     and K. Kobayashi, SAE Report 720486.

36.  Toyota Status Report on Low Emission Concept Vehicles,
     T. Inoue, K. Goto, and K. Matsumoto, SAE Report 720487.

37.  Ford Durability Experience on Low Emission Concept
     Vehicles, R. M. Campau, A. Stefan,  and E. E. Hancock,
     SAE Report 720488.

38.  Reactor Studies for Exhaust Oxidation Rates, H. A. Lord,
     E. A.  Sondreal, R. H. Kadlec, and D. J. Patterson,
     SAE Report 730203.

39.  The Effect Lead, Sulfur, and Phosphorus on the
     Deterioration of Two Oxidizing Bead-Type Catalysts,
     R. A.  Giacomazzi and M. F. Homfeld, SAE Report 730595.

40.  Engine Dynamometers for the Testing of Catalytic
     Converter Durability, J. P. Casassa and D. G.
     Beyerlein, SAE Report 730558.

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                         -256-


41.  Effects of Engine Oil Composition on the Activity of
     Exhaust Emissions Oxidation Catalysts, N. E. Gallopoulos,
     J. C. Summers, and R. L. Klimisch, SAE Report 730598.

42.  An Evaluation of the Performance and Emissions of a
     CFR Engine Equipped with a Prechamber, D. B. Wimmer
     and R. C. Lee, SAE Report 730474.

43.  Fuel Effects on Oxidation Catalysts and Catalyst-
     Equipped Vehicles, A. H. Neal, E. E. Wigg and E. L.
     Holt, SAE Report 730593.

44.  Durability of Monolithic Auto Exhaust Oxidation Catalysts
     in the Absence of Poisons, K. Aykan, W. A. Mannion,
     J. J. Mooney and R. D. Hoyer, SAE Report 730592.

45.  Comparison of Catalyst Substrates for Catalytic
     Converter Systems, J. L. Harned and D. L. Montgomery,
     SAE Report 730561.

46.  An Engine Dynamometer System for the Measurement of
     Converter Performance, D. M. Herod, M. V. Nelson and
     W. M. Wang, SAE Report 730557.

47.  Thermal Response and Emission Breakthrough of Platinum
     Monolithic Catalytic Converters, C. R. Morgan, D. W.
     Carlson, and S. E. Voltz, SAE Report 730569.

48.  Catalytic NO  Reduction Studies, H. R. Jackson, D. P.
     McArthur, anct H. D. Simpson, SAE Report 730568.

49.  Nickel-Copper Alloy NO  Reduction Catalysts for Dual
     Catalyst Systems, L. S. Bernstein, R. J. Lang, R. S.
     Lunt, G. S. Musser and R. J. Fedor, SAE Report 730567.

50.  Closed-Loop Exhaust Emission Control System with
     Electronic Fuel Injection, R. Zechnall, G. Baumann
     and H. Eisele, SAE Report 730566.

51.  Cycle Simulation, E. H. Comfort, J. S. Hewitt, and J. W.
     MacBeth, SAE Report 730559.

52.  A Servo Vehicle Driver for EPA Emission Tests, A.
     Levijoki, J. Ayres, R. Yu and M. Hammel, SAE Report
     730532.

53.  Variables for Emission Test Data analysis, W. H. Holl,
     SAE Report 730533.

54.  Assurance and Control of Vehicle Testing, M. L. Moore,
     SAE Report 730534.

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                         -257-


55.  Brake and Clutch Emissions Generated During Vehicle
     Operation, M. G. Jacko, R. T. DuCharme and J. H. Somers,
     SAE Report 730548.

56.  Contribution of the Vehicle Population to Atmospheric
     Pollution, C. E. Fegraus,  C. J. Domke and J. Marzen,
     SAE Report 730530.

57.  A Laboratory for 1975-1976 Vehicle Emission Testing,
     Arthur Brown and Norman Brainard, SAE Report 730531.

58.  Gasoline Lead Additive and Cost Effects of Potential
     1975-1976 Emission Control Systems, M. G. Hinton, Jr.,
     T. lura, J. Meltzer, and J. H. Somers, SAE Report
     730014.

59.  Warmup Limitations on Thermal Reactor Oxidation,
     D. J. Patterson, R. H. Kadlec and E. A. Sondreal,
     SAE Report 730201.

60.  Study of the Deactivation of Base Metal Oxide Oxidation
     Catalyst for Vehicle Emission Control, E. C. Su and
     E. E. Weaver, SAE Report 730594.

61.  Catalyst Evaluation Procedures, Ford Motor Company.

62.  Development of an Automotive Particulate Sampling
     Device Compatible with the CVS System, G. S. Musser
     and L. S. Bernstein, Esso Research and Engineering
     Company.

63.  Application of Catalytic Converters for Exhaust
     Emission Control of Gaseous and Liquid Fueled Engines,
     K. I. Jagel, Jr., G. J. Lehmann,. Engelhard Minerals and
     Chemicals Corporation.

64.  Sulfuric Acid Aerosol Emissions from Catalyst-Equipped
     Engines, W. R. Pierson, R. H. Hammerle, and J. T.
     Rummer, SAE Report 740287.

65.  Measurement of Vehicle Particulate Emissions, M.
     Beltzer, R. J. Campion, and W. L. Peterson, SAE Report
     740286.

66.  A Technique for Endurance Testing of Oxidation Catalytic
     Reactors, R. A. Haslett, SAE Report 740246.

67.  Factors Affecting Dual Catalyst System Performance,
     R. J. Lan, W. R. Leppard,  and L. S. Bernstein, SAE
     Report 740252.

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                         -258-


68.  Catalytic Converter Testing with Portable Engine
     Dynamometers, B. D. Lockhart and S. L. Genslak, SAE
     Report 740245.

69.  Experimental and Theoretical Investigation of Turbulent
     Burning Model for Internal Combustion Engines, N. C.
     Blizard and J. C. Keck, SAE Report 740191.

70.  Lube Effects on Exhaust Gas Oxidation Catalyst
     Activity, R. A. Bouffard and W. E. Waddey, SAE Report
     740135.

71.  The Influence of Vehicle Parameters on Catalyst Space
     Velocity and Size Requirements, J. G. Hansel, K. Aykan
     and J. G. Conn, SAE Report 740274.

72.  Flow Effects in Monolithic Honeycomb Automotive
     Catalytic Converters, J. S. Howitt and T. C. Sekella,
     SAE Report 740244.

73.  Flow Through Catalytic Converters—An Analytical and
     Experimental Treatment, C. D. Lemme and W. R. Givens,
     SAE Report 740243.

74.  Measurement of Vehicle Particulate Emissions, Morton
     Beltzer, R. J. Compton, W. L. Peterson, SAE Report 740286

75.  Sulfuric Acid Aerosol Emissions from Catalyst-Equipped
     Engines, W. R. Pierson, R. H. Hammerle, J. T. Kummer,
     SAE Report 740287.

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