APTD4513
December 1972
CHARACTERIZATION
AND CONTROL OF EMISSIONS
FROM HEAVY DUTY DIESEL
AND GASOLINE FUELED
ENGINES
U.S. ENVIRONMENTAL PROTECTION AGENCY
Office of Air and Waste Management
Office of Mobile Source Air Pollution Control
Emission Control Technology Division
Ann Arbor, Michigan 48105
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Description and code identification- of engines
Engine code
number
Engine manufacturer
Engine
model
Engine type
DIESEL ENGINES
16
Jll
J18
/19
J 20
Caterpillar Tractor Company
Caterpillar Tractor Company ( **-£
General Motors Corp.,
Detroit Diesel Allison Div»
Mack Truck, Inc.
International Harvester Company
Mack Trucks, Inc.
Cummins Engine Company
1 1.6.0
167-,p
J. \j r ^£i*
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This report is issued by the Environmental Protection Agency to report
technical data of interest to a limited number of readers. Copies are
available free of charge to Federal employees, current contractors and
grantees, and nonprofit organizations - as supplies permit - from the Air
Pollution Technical Information Center, Environmental Protection Agency,
Research Triangle Park, North Carolina 27711; for a fee, from the National
Technical Information Service, 5285 Port Royal Road, Springfield, Virginia
22151.
This report was furnished to the Environmental Protection Agency by
Fuels Combustion Research Group, in fulfillment of Interagency Agreement
No. EPA-IAG-0129CD). The contents of this report are reproduced herein
as received from Fuels Combustion Research Group. The opinions, findings,
and conclusions expressed are those of the author and not necessarily those
of the Environmental Protection Agency. Mention of company or product
names is not to be considered as an endorsement by the Environmental
Protection Agency.
Publication No. APTD-1513
11
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TABLE OF CONTENTS
LIST OF FIGURES vi
LIST OF TABLES yiii
FOREWORD 1
SUBJECT 2
OBJECTIVE 2
SUMMARY AND CONCLUSIONS 2
Applicable to Diesel Engines 2
Baseline Emissions for the Standard Engines .... 3
Effectiveness of Emission Control Parameters ... 3
Comparison of Results from the 13-mode and 23-mode
Procedures 4
Odor and Aldehyde Emissions ..... 4
Applicable to Gasoline Engines 5
Baseline Emissions for the Standard Engines .... 5
Effectiveness of Control Parameters 5
Comparison Between 9-mode and 23-mode Procedures . 6
DESCRIPTION OF TEST EQUIPMENT AND FUELS 6
Engines and Accessory Equipment 6
Fuels 7
Dynamometer Equipment 8
EXPERIMENTAL PROCEDURES 8
Exhaust Sampling and Analysis ... 8
Smoke Measurements for Diesel Engines 9
Odor Measurement for Diesel Engines 10
iii
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Page
Aldehyde Measurement . . . . * 10
Engine Cycle Procedures 11
Experimental Design . 12
EXPERIMENTAL RESULTS 14
Applicable to Diesel Engines ' 14
Baseline Data 14
Comparison Between 13- and 23-Mode Procedures ... 16
Parameter Evaluation 17
Effectiveness of Control Technology 20
Applicable to Gasoline Engines 23
Baseline Data ......'.. 23
Parametric Evaluation 24
Effectiveness of Emission Control Parameters ... 26
REFERENCES 28
Appendix A—Baseline data for heavy duty diesel engines
with parameters adjusted to manufacturers' specifications
(23-mode cycle) 69
Appendix B--Baseline data for heavy duty gasoline engines
with parameters adjusted to manufacturers' specifications
(23-mode cycle) 92
Appendix C—Baseline data for heavy duty gasoline engines
with parameters adjusted to manufacturers' specifications
(9-mode cycle) 103
Appendix D--Results from the investigation of the effect of
engine and emission control parameters on exhaust emissions
from heavy duty diesel engines (7-mode cycle) 120
Appendix E—Results from tests using combinations of
parameters for reduced emissions for heavy duty diesel
engines (23-mode cycle) 140
IV
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Page
Appendix F--Results from tests using manifold air injection
with heavy duty gasoline engines (23-mode cycle) 169
Appendix G--Results from tests using a catalyst with heavy
duty gasoline engines (23-mode cycle) 178
Appendix H--Results from tests using varied air-fuel ratio
with heavy duty gasoline engines (23-mode cycle) 183
Appendix I—Results from tests using exhaust gas recirculation
(EGR) with heavy duty gasoline engines (23-mode cycle). . . 199
Appendix J--Results from tests using varied ignition timing
with heavy duty gasoline engines (23-mode cycle) 200
Appendix K--Results from tests using combinations of parameters
for reduced emissions from heavy duty gasoline engines
(23-mode cycle) 206
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LIST OF FIGURES
1. Typical Exhaust Gas Recirculation System Used for Diesel Engine Tests.
2. Typical Aftercooling Setup Used in Diesel Engine Tests.-
3. Schematic of Exhaust Sampling and Analytical System Used in Diesel
Engine Tests.
4. Emissions as a Function of Power Output for Engine No. 15 (Baseline
Tests).
5. Emissions as a Function of Power Output for Engine No. 16 (Baseline
Tests).
6. Emissions as a Function of Power Output for Engine No. 17 (Baseline
Tests).
7. Emissions as a Function of Power Output for Engine No. 18 (Baseline
Tests).
8, Emissions as a Function of Power Output for Engine No. 19 (Baseline
Tests).
9. Emissions as a Function of Power Output for Engine No. 20 (Baseline
Tests) .
10. Emissions as a Function of Power Output for Engine No. 21 (Baseline
Tests).
11. Comparison of Emission Between the 13-Mode and 23-Mode Cycle
Procedures (Data from Baseline and Combination of Parameter Tests).
12. Emissions, Smoke, and Fuel Consumption as a Function of Injection
Timing Retard (Composite Results from a Simplified 7-Mode Cycle
for Engine No. 15).
13. Emissions, Smoke, and Fuel Consumption as a Function of EGR (Composite
Results from a Simplified 7-Mode Cycle for Engine No. 15).
14. Emissions, Smoke, and Fuel Consumption as a Function of Injection
Timing Retard (Composite Results from a Simplified 7-Mode Cycle
for Engine No. 17 using Experimental Injectors).
15. Emissions, Smoke, and Fuel Consumption as a Function of Injection
Timing Retard (Composite Results from a Simplified 7-Mode Cycle
for Engine No. 19).
VI
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LIST OF FIGURES (Cont'd)
16. Emissions, Smoke, and Fuel Consumption as a Function of EGR (Composite
Results from a Simplified 7-Mode Cycle for Engine No. 19 with
Standard Injection Timing).
17. Emissions, Smoke, and Fuel Consumption as a Function of Aftercooling
Temperature (Composite Results from a Simplified 7-Mode Cycle for
Engine No. 20 with Injection Timing Retarded 3.° from Standard).
18. Comparing Emissions from Baseline and Combination of Parameter Tests
for Engine No. 15 (Emissions as a Function of Power Output).
19. Comparing Emissions from Baseline and Combination of Parameter Tests
for Engine No. 16 (Emissions as a Function of Power Output).
20. Comparing Emissions from Baseline and Combination of Parameter Tests
for Engine No. 17 (Emissions as a Function of Power Output),
21. Comparing Emissions from Baseline and Combination of Parameter Tests
for Engine No. 19 (Emissions as a Function of Power Output).
22. Comparing Emissions from Baseline and Combination of Parameter Tests
for Engine No. 20 (Emissions as a Function of Power Output).
23. Comparing Emissions from Baseline and Combination of Parameter Tests
for Engine No. 21 (Emissions as a Function of Power Output).
24. The Effect of Air Injection and Air-Fuel Ratio on Fuel Consumption
(Engine No. 22, 23-Mode Procedure).
25. The Effect of EGR and Catalysts on Emissions and Fuel Consumption
(Engine No. 22, 23-Mode Procedure).
26. The Effect of EGR and Catalysts on Emissions and Fuel Consumption
(Engine No. 23, 23-Mode Procedure).
27. The Effect of Basic Ignition Timing on Emissions and Fuel Consump-
tion (Engine No. 23, 23-Mode Procedure).
28. Comparing Emissions from Baseline and Combinations of Parameter
Tests for Engine No. 22 (Emissions as a Function of Power Output).
29. Comparing Emissions from Baseline and Combinations of Parameter
Tests for Engine No. 23 (Emissions as a Function of Power Output).
VI1
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. LIST OF .TABLES ^
1. Baseline emissions and fuel consumption for diesel engines used
in the heavy duty engine project (averages include both initial
and final baseline values).
. 2. Summary of results from engine No. 15 using a simplified 7-mode cycle.
3. The effect of aftercooling on emissions and fuel consumption for
selected engine modes (engine No. 16).
4. The effect of injection timing on emissions and fuel consumption
for selected engine modes (engine No. 16).
5. The effect of exhaust gas recirculation (EGR) on emissions and
fuel consumption for selected engine modes (engine No. 16).
6. Summary of results from engine No. 17 using a simplified 7-mode cycle.
7. Summary of results from engine No. 19 using a simplified 7-mode cycle.
8. Summary of results from engine No. 20 using a simplified 7-mode cycle.
9. Summary of emissions and fuel consumption for baselines and
combination of parameters tests for diesel engines.
10. Summary of baseline emissions (23-mode cycle) and fuel consumption
for gasoline engines (also comparison of composite cycle emissions
with and without a value for the motored mode).
11. Surrciary of baseline emissions (9-mode cycle) for gasoline engines
(also comparison of composite cycle emissions with and without a
value for the motored mode).
12. The effect of emission control parameters on emissions and specific
fuel consumption (23-mode cycle, engine No. 22).
13. The effect of emission control parameters on emissions and specific
fuel consumption (23-mode cycle, engine No. 23).
14. Summary of emissions and fuel consumption for baselines and com-
bination of parameter tests for gasoline engines.
A-l Initial baseline test No. 1 for engine No. 15.
A-2 Initial baseline test No. 2 for engine No. 15.
A-3 Final baseline test for engine No. 15.
A-4 Initial baseline test No. 1 for engine No. 16.
A-5 Initial baseline test No. 2 for engine No. 16.
viii
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LIST OF TABLES (Cdnt'd)
A-6 Final baseline test for engine No. 16.
A-7 Initial baseline test No. 1 for engine No. 17.
A-8 Initial baseline test No. 2 for engine No. 17.
A-9 Final baseline test No. 1 for engine No. 17.
A-10 Final baseline test No. 2 for engine No. 17.
A-ll Initial baseline test No. 1 for Engine No. 18.
A-12 Initial baseline test No. 2 for engine No. 18.
A-13 Initial baseline test No. 3 for engine No. 18.
A-14 Initial baseline test No. 1 for engine No. 19.
A-15 Initial baseline test No. 2 for engine No. 19.
A-16 Final baseline test for engine No. 19.
A-17 Initial baseline test No. 1 for engine No. 20.
A-18 Initial baseline test No. 2 for engine No. 20.
A-19 Final baseline test for engine No. 20.
A-20 Initial baseline test No. 1 for engine No. 21.
A-21 Initial baseline test No. 2 for engine No. 21.
A-22 Final baseline test for engine No. 21.
B-l Initial baseline test No. 1 for engine No. 22.
B-2 Initial baseline test No. 2 for engine No. 22.
B-3 Initial baseline test No. 3 for engine No. 22.
B-4 Final baseline test No. 1 for engine No. 22.
B-5 Final baseline test No. 2 for engine No. 22.
B-6 Initial baseline test No. 1 for engine No. 23.
B-7 Initial baseline test No. 2 for engine No. 23.
B-8 Initial baseline test No. 3 for engine No. 23.
ix
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LIST OF TABLES (Contld)
Br-9 Final baseline test No. 1 for engine No. 23.
B-10 Final baseline test No. 2 for engine No. 23.
C-l Initial baseline test No* 1 for engine No. 22 (9,-mode cycle).
C-2 Initial baseline test No. 2 for engine No. 22 (9-mode cycle).
C-3 Final baseline No. 1 for engine No. 22 (9-mode cycle).
C-4 Final baseline No. 2 for engine No. 22 (9-mode cycle).
C-5 Initial baseline No. 1 for engine No. 23 (9-mode cycle).
C-6 Initial baseline No. 2 for engine No. 23 (9-mode cycle).
C-7 Final baaeline No. 1 for engine No. 23 (9-mode cycle).
C-8 Final baseline No. 2 for engine No. 23 (9-mode cycle),
D-l The effect of various engine parameters on exhaust emissions
using a simplified 7-mode cycle.
D-2 The effect of fuel injection characteristics on exhaust
emissions using a simplified 7-mode cycle.
D-3 The effect of injection timing on exhaust emission using
a simplified 7-mode cycle.
D-4 The effect of exhaust gas recirculation (EGR) and injection
timing on exhaust emissions using a simplified 7-mode cycle.
D-5 The effect of injection timing on exhaust emission using a
simplified 7-mode cycle (standard pump and nozzles).
D-6 The effect of aftercooling on exhaust emissions using a
simplified 7—mode cycle.
D-7 The effect of injection timing on exhaust emission using
a simplified 7-mode cycle (special pump and nozzle kit).
E-l Combination of parameters No. 1 for engine No. 15 — std. timing,
10% EGR, and Engelhard catalyst (note EGR was cutoff during modes
10 and 13 of the cycle).
E-2 Combination of parameters No. 2 for engine No. 15 — timing re-
tarded 3 degrees, 5% EGR, and Engelhard catalyst (note EGR was
cutoff during modes 10 and 13 of the cycle).
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LIST OF TABLES (Cont'd)
E-3 Combination of parameters No. 3 for engine No. 15 — timing re-
tarded 3 degrees, 10% EGR, and Engelhard catalyst (note EGR was
cutoff during modes. 1Q and 13 of the cycle).
E-4 Combination of parameters No. 3 (replicate of test in table E-3)
for engine No. 15 — timing retarded 3 degrees, 10% EGR, and
Engelhard catalyst (note EGR was cutoff during modes 10 and 13
of the cycle).
E-5 Combination of parameters No. 1 for engine No. 16 — std. timing,
10% EGR, and no aftercooling.
E-6 Combination of parameters No. 2 for engine No. 16 — std. timing,
10% EGR, and 150° .F aftercooling.
E-7 Combination of parameters No. 3 for engine No., 16 — timing re-
tarded 5 degrees, 10% EGR, and no aftercooling.
E-8 Combination of parameters No., 4 for engine No. 16 — timing re-
tarded 5 degrees, 10% EGR, and 150° F aftercooling.
E-9 Combination of parameters No. 4 (replicate of test in table E-8)
for engine No. 16 — timing retarded 5 degrees, 10% EGR, and 150° F
aftercooling.
E-10 Combination of parameters No. 1 for engine No. 17 — std. timing
with experimental injectors.
E-ll Combination of parameters No. 2 for engine No. 17 — timing re-
tarded 3.4 degrees with experimental injectors.
E-12 Combination of parameters No. 2 (replicate of test in table E-ll)
for engine No. 17 '— timing retarded 3.4 degrees with experimental
injectors.
E-13 Combination of parameters No. 1 for engine No. 19 — std. timing
and 10% EGR (note EGR was cutoff during modes 10 and 13 of the
cycle).
E-14 Combination of parameters No. 2 for engine No. 19 — std. timing
and 15% EGR (note EGR was cutoff during modes 10 and 13 of the
cycle).
E-15 Combination of parameters No. 3 for engine No. 19 — timing re-
tarded 2 degrees and 10% EGR (note EGR was cutoff during modes
10 and 13 of the cycle).
E-16 Combination of parameters No. 4 for engine No. 19 — timing re-
tarded 2 degrees and 15% EGR (note EGR was cutoff during modes
10 and 13 of the cycle).
xi
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LIST OF TABLES (Cont'd)
E-17 Combination of parameters No. 5 for engine No. 19 — std. timing
and UOP catalyst.
E-18 Combination of parameters No. 6 for engine No. 19 — std. timing
with exhaus;t flow throttled to simulate the exhaust back-pressure
of test in table E-17 (note no catalyst was used in this test).
E-19 Combination of parameters No. 7 for engine No. 19 — std. timing,
10% EGR, and UOP catalyst (note EGR was cutoff during modes 10
and 13 of the cycle).
E-20 Combination of parameters No. 7 (replicate of test in table E-19)
for engine No. 19 — std. timing, 10% EGR, and UOP catalyst (note
EGR was cutoff during modes 10 and 13 of the cycle).
E—21 Combination of parameters No. 1 for engine No. 20 — timing re-
tarded 3 degrees, special fuel pump and nozzle kit, and 200° F
aftercooling.
E-22 Combination of parameters No. 2 for engine No. 20 — timing re-
tarded 3 degrees, special fuel pump and nozzle kit, and 150° F
aftercooling.
E-23 Combination of parameters No. 2 (replicate of test in table E-22)
for engine No. 20 — timing retarded 3 degrees, special fuel pump
and nozzle kit, and 150 F aftercooling.
E-24 Combination of parameters No. 3 for engine No. 20 — timing re-
tarded 3 degrees, standard fuel pump and nozzles, and 150° F
aftercooling.
E-25 Combination of parameters No. 1 for engine No. 21 — std. timing
turbocharger, and std. fuel pump.
E-26 Combination of parameters No. 2 for engine No. 21 — timing re-
tarded 2 degrees, turbocharger,- and special fuel pump.
E-27 Combination of parameters No. 3 for engine No. 21 — timing re-
tarded 2 degrees, turbocharger, and std. fuel pump.
E-28 Combination of parameters No. 3 (replicate of test in table E-27)
for engine No. 21 — timing retarded 2 degrees, turbocharger,
and std. fuel pump.
F-l Air injection for engine No. 22 (air pump/engine speed ratio =
1.00).
F-2 Air injection for engine No. 22 (air pump/engine speed ratio =
1.25).
F-3 Air injection for engine No. 22 (air pump/engine speed ratio =
1.50).
xii
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LIST OF TABLES (Cont'd)
F-4 Air injection for engine No. 22 (air pump/engine speed ratio =
1.75).
F-5 Air injection for engine No. 22 (air pump/engine speed ratio =
2.00).
F-6 Air injection for engine No. 23 (air pump/engine speed ratio =
2.0).
F-7 Air injection for engine No. 23 (air pump/engine speed ratio =
2.5).
F-8 Air injection for engine No. 23 (air pump/engine speed ratio =
3.0).
G-l UOP catalyst with air injection for engine No. 22 (air pump/engine
speed ratio = 1.25).
G-2 UOP catalyst with air injection (replicate of test in table G-l)
for engine No. 22 (air pump/engine speed ratio = 1.25).
G-3 UOP catalyst with air injection for engine No. 23 (air pump/engine
speed ratio = 2.5).
G-4 UOP catalyst with air injection (replicate of test in table G-3)
for engine No. 23 (air pump/engine speed ratio = 2.5).
ft-1 Air-fuel ratio leaner than standard for engine No. 22 (0.052
carburetor jets).
H-2 Air-fuel ratio leaner than standard for engine No. 22 (0.054
carburetor jets).
H-3 Air-fuel ratio richer than standard for engine No. 22 (0.058
carburetor jets).
H-4 Air-fuel ratio richer than standard for engine No. 22 (0.060
carburetor jets).
H-5 Air-fuel ratio leaner than standard for engine No. 23 (299
carburetor jets).
H-6 Air-fuel ratio richer than standard for engine No. 23 (3Q9
carburetor jets).
1-1 Standard adjustments with 5% EGR fqr engine No. 22. (this, engine
used a vacuum modulated EGR valve and the 5% EGR ±& a nominal
value).
Xlll
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LIST OF TABLES (Cont'd)
1-2 Standard adjustments with 8% EGR for engine No. 22 (this engine
used a vacuum modulated EGR valve and the 8% EGR is a nominal
value).
1-3 Standard adjustments with 10% EGR for engine No. 22 (this engine
used a vacuum modulated EGR valve and the 10% EGR is a nominal
value).
1-4 Standard adjustments with 12% EGR for engine'No. 22 (this engine
used a vacuum modulated EGR valve and the 12% EGR is a nominal
value).
1-5 Standard adjustments with 15% EGR for engine No. 22 (this engine
used a vacuum modulated EGR valve and the 15% EGR is a nominal
value).
1-6 Standard adjustments with 5% EGR for engine No. 23 (EGR was
cutoff during modes 1, 2, 9, 10, 11, 13, 14, 21, and 22).
1-7 Standard adjustments with 5 to 7.5% EGR for engine No. 23 (EGR
was cutoff during modes. 1, 2, 9, 10, 11, 13, 14, 21, and 22 of
the cycle).
1-8 Standard adjustments with 5 to 10% EGR for engine No. 23 (EGR
was cutoff during modes 1, 2, 9, 10, 11, 13, 14, 21, and 22 of
the cycle).
1-9 Standard adjustments with 15% or maximum EGR for engine No. 23
(EGR was cutoff during modes 1, 2, 9, 10, 11, 13, 14, 21, and 22
of the cycle).
J-l Modified vacuum advance unit No. 1 for engine No. 22.
J-2 Modified vacuum advance unit No. 2 for engine No. 22.
J-3 Ignition timing retarded 2.5 degrees for engine No. 23„
J-4 Ignition timing retarded 5 degrees for engine No. 23.
J-5 Ignition timing retarded 7.5 degrees for engine No. 23.
K-l Combination of parameters No. 1 for engine No. 22 — std. timing,
air injection (air pump/engine speed ratio = 1.25), air-fuel ratio
leaner than standard (0.054 carb. jets), 15% EGR, and UOP catalysts,
K-2 Combination of parameters No. 1 (replicate of test in table K-l)
for engine No. 22 — std. timing, air injection, air-fuel ratio
leaner than standard, 15% EGR, and UOP catalysts.
xiv
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LIST OF TABLES (Cont'd)
K-3 Combination of parameters No. 2 for engine No. 22 — std. timing,
air injection (air pump/engine speed ratio = 1.25), air-fuel ratio
richer than standard (0.058 carb. jets), 15% EGR, and UOP catalysts.
K-4 Combination of parameters No. 2 (replicate of test in table K-3)
for engine No. 22 — std. timing, air injection, air-fuel ratio
richer than standard, 15% EGR, and UOP catalysts.
K-5 Combination of parameters No. 3 for engine No. 22 — std. timing,
air injection (air pump/engine speed ratio = 1.25), standard air-
fuel ratio, 15% EGR, and UOP catalysts.
K-6 Combination of parameters No. 3 (replicate of test in table K-5):
for engine No. 22 -- std. timing, air injection, standard air-fuel
ratio, 15% EGR, and UOP catalysts. ' '
K-7 Combination of parameters No. 1 for engine No. 23 — timing re-
tarded 5 degrees, air injection (air pump/engine speed ratio = j
2.5), standard air-fuel ratio, and 5 to 7.5% EGR.
K-8 Combination of parameters No. 1 (replicate of test in table K-7)
for engine No. 23 -.— timing retarded 5 degrees, air injection,
standard air-fuel ratio, and 5 to 7.5% EGR.
K-9 Combination of parameters No. 2 for engine No. 23 — std. timing,
air injection (air pump/engine speed ratio =2.5) standard air-fuel
ratio, 5 to 7.5% EGR, and UOP catalysts.
K-10 Combination of parameters No. 2 (replicate of test in table K-9)
for engine No. 23 — std. timing, air injection, standard air-fuel
ratio, 5 to 7.5% EGR, and UOP catalysts.
K-ll Combination of parameters No. 3 for engine No. 23 — timing re-
tarded 5 degrees, air injection (air pump/engine speed ratio =
2.5), standard air-fuel ratio, 5 to 7.5% EGR, and UOP catalysts.
K-12 Combination of parameters No. 3 (replicate of test in table K-ll)
for engine No. 23 — timing retarded 5 degrees, air injection,
standard air-fuel ratio, 5 to 7.5% EGR, and UOP catalysts.
xv
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FOREWORD
This report presents a summary of work performed by the Fuels Combus-
tion Research Group, Bartlesville Energy Research Center, Bureau of
Mines, for the Environmental Protection Agency (EPA), Mobile Source
Pollution Control Program, Characterization and Control Development
Branch, Division of Emission Control Technology under Interagency
agreement number EPA-IAG-0129 (D).
Dr. Jose L. Bascunana was Chief of the Highway Vehicles Section in EPA
and John J. McFadden was the Project Officer. The program at Bartles-
ville was directed by R. W. Hurn, Research Supervisor; Dr. R. D. Fleming,
Assistant Research Supervisor, was responsible for the experimental
work. Others who contributed to the experimental work were W. F. Marshall,
Jr., as Project Leader for the diesel engine work, J. R. Allsup as
Project Leader for the gasoline engine work, F. W. Penn, Mechanical
Engineer, and D. P. Hinman, P. E. Palmer, G. D. Garrison, T. R. Owens,
G. E. Davis, E. J. Boettcher, C. C. Barnes, and L. R. Wilson as Mechani-
cal Engineering Technicians. J. M. Clingenpeel, Chemical, Engineer,
and R. E. Stevens, Mechanical Engineering Technician, assisted in the
aldehyde measurements.
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CHARACTERIZATION AND CONTROL OF EMISSIONS FROM HEAVY
DUTY DIESEL AND GASOLINE FUELED ENGINES
I. SUBJECT
This report covers results from experimental work in measurement
of emissions from heavy duty diesel and gasoline fueled engines
and an investigation of the effectiveness of engine modifications
and/or auxiliary devices for reducing emissions.
II. OBJECTIVE
The objective af the study was to characterize emissions from some
of the more prominent diesel and gasoline fueled heavy duty engines
and to provide data to assess the effectiveness of emission control
parameters, engine modifications, and auxiliary devices in control-
ling emissions.
III. SUMMARY AND CONCLUSIONS
Definitive engineering information was obtained on the characteris-
tics of seven diesel and two gasoline engines: the diesel engines
were operated on a 13-mode procedure and a 23-mode procedure; the
gasoline engines were operated on a 9-mode procedure and a 23-mode
procedure for the baseline tests and the 23-mode procedure was used
in the parametric study.
In the case of diesel engines, the control parameters, engine modi-
fication, and auxiliary devices investigated for emission control
were: injection timing; injector type; fuel pump and nozzle modi-
fications; exhaust gas recirculation (EGR); aftercooling; turbo-
charging; and oxidation type catalytic converters.
In the case of the gasoline engines, the control parameters, engine
modifications, and auxiliary devices studied were: manifold air
injection; air-fuel ratio; exhaust gas recirculation; spark timing
schedules; and oxidation type catalytic converters. The following
were observed and conclusions..were drawn as follows:
A. Applicable to Diesel Engines
The following observation and conclusions concerning emissions
of carbon monoxide (CO), hydrocarbon (HC), and oxides of nitro-
gen (NOx) as well as specific fuel consumption are based on
composite results from the 23-mode procedure. All references
to smoke emission are .based on peak smoke (i..e., .the smoke
value from the mode which produced the maximum smoke reading).
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1. Baseline Emissions for the Standard Engines
Carbon monoxide emissions from the seven engines ranged
from a low of 1.1 g/bhp-hr to a high of 5.5 g/bhp-hr.
The range of HC emissions was from 0.3 to 4.4 g/bhp-hr.
The NOX emissions varied from 5.2 to 16.5 g/bhp-hr.
2. Effectiveness of Emission Control Parameters
A parametric study which involved the use of various emis-
sion control parameters, engine modifications and/or aux-
iliary control devices was conducted using one parameter
at a time. From the results of this study, certain com-
binations of parameters were selected and further tests
were conducted. The following is based on the combina-
tion of parameter tests.
For two naturally aspirated diesel engines the combination
of retarded injection timing and EGR resulted in about a
50 pet reduction in NOX with about a 5 to 6 pet increase
in brake specific fuel consumption (bsfc). For this 50
pet reduction in NOX, peak smoke increased from 15 to 18
pet opacity for one engine and from 12 to 20 pet opacity
for the other engine.
A 50 pet reduction in NOX was achieved by use of modified
injectors and retarded timing (engine 17) but peak smoke
was increased from about 3 to 20 pet opacity while bsfc
increased about 2 pet.
Oxides of nitrogen from one turbocharged engine (engine
16) was reduced about 50 pet by combining retarded in-
jection timing, EGR, and aftercooling with about a 2 pet
penalty in fuel consumption and peak smoke increased
from 2 to 8 pet opacity. About a 46 pet reduction in
NOX from a second turbocharged engine (engine 20) was
achieved by the use of retarded injection timing and
aftercooling with a 1 pet increase in bsfc and no change
in peak smoke.
The use of catalytic converters on two of the engines was
quite effective in reducing CO and HC emissions. Conver-
sion efficiencies for CO emissions were from 56 to 83 pet
and for HC emissions from 36 to 85 pet. These were fresh
catalysts, however, and further testing would be necessary
to evaluate conversion efficiencies for a long term period.
Based on the 23-mode procedure and the test parameters used
in this experimental program, one of the six engines used
in the parametric study could meet 2 g/bhp-hr level in CO
emissions without the use of emission control systems. One
other engine could meet a 2 g/bhp-hr level with the use of
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catalytic converters (this however is based on fresh cata-
lyst). A third engine could meet a 2 g/bhp-hr limit on
CO with turbocharging and the other three engines could
meet a 4 g/bhp-hr level based on the best combination of
parameters used in the test program. All six engines
could meet a 2 g/bhp-hr level on HC, but, two of the
engines required the use of catalytic converters. It ap-
peared that one engine could meet a 3 g/bhp-hr level in
NOX, two engines a 6 g/bhp-hr level, and the other three
a 10 g/bhp-hr level. Exhaust gas recirculation as. a. control param-
eter was not used in any of the three engines meeting the
10 g/bhp-hr level. The increase in fuel consumption for
the engines to meet the above levels ranged from 2 to 6
pet. For four of the engines, peak smoke increased from
3 to 17 pet opacity; one engine showed no significant
change in peak smoke; and one engine showed that peak
smoke was reduced by 8 pet opacity.
3. Comparison of Results from the 13-Mode and 23-Mode Procedures
Because of the significant difference in weighting factors
between the 13-mode and 23-mode procedures, the composite
cycle emissions can be significantly different 'between the
two procedures. For example, if an engine emits large
quantities of CO at full power, the composite CO emissions
for the 13-mode procedure will be greater than that for the
23-mode procedure because the full power modes are weighted
heavier for the 13-mode procedure than for the 23-mode pro-
cedure. This can also be the case for EGR cutoff at full
power as was used for engines 15 and 19.
The largest difference was found for CO emissions for engine
17 where CO levels increased greatly at the full power modes.
For this particular case, the CO values were from 135 to 173
pet higher for the 13-mode procedure than for the 23-mode
procedure.
For the two engines where EGR cutoff was used at full power,
the 13-mode NOX emissions were from 6 to 50 pet higher than
the 23-mode NOX emissions.
The composite HC values from the two procedures compared
within ± 25 pet with the large deviations being associated
with the tests where HC values were less than 1 g/bhp-hr.
In general, the two procedures gave NOX emissions which
agreed within ± 8 pet and in most cases the agreement was
within 4 to 6 pet.
4. Odor and Aldehyde Emissions
Since odor and aldehyde measurements were taken using the
13-mode procedure, the following is based on the 13-mode
results.
-------
In general, the odor levels were not significantly affected
by the emission control parameters except for engine 19
where a catalyst was used. In this case, odor intensity
was reduced from 4.5 for the standard engine to 2.3 for the
best combination of parameters which included a catalyst.
Aldehyde emissions were reduced by the same control param-
eters that reduced hydrocarbon. The catalysts were quite
effective in reducing aldehydes in the exhaust.
B. Applicable to Gasoline Engines
The following observations and conclusions are based on results
obtained using the 23-mode procedure.
1. Baseline Emissions for Standard Engines
Carbon monoxide emissions from the two engines were from
33 to 41 g/bhp-hr. Hydrocarbon levels were 2.3 to 2.8
g/bhp-hr. Note, however, the tests were run without the
motored modes (due to the use of dynamometers with power
absorption capability only). It is estimated .that the
HC emission would be on the order of 6 to 9 g/bhp-hr if
the motored modes were included. Oxides of nitrogen emis-
sion for both engines was about 9.5 g/bhp-hr.
2. Effectiveness of Control Parameters
The use of air injection alone resulted in about a 55 to
60 pet reduction in CO and about a 47 to 56 pet reduction
in HC emissions. The use of combined air injection and
oxidation (noble metal) catalysts resulted in about a 95
pet reduction in both CO and HC emissions. Note, however,
this is with a fresh catalyst and does not account for any
deterioration effect with mileage accumulation. Using
EGR combined with retarded spark timing, air-injection
and oxidation catalyst, NOX reduction was about 40 to 60
pet. The loss of fuel economy based on the composite
cycle average was from 6 to 8 pet.
t ,
Based on the 23-mode procedure (without closed-throttle modes)
it appeared that CO levels could be reduced to about 2 to 3
g/bhp-hr and NOX to about 5.5 to 6 g/bhp-hr. To reach these
levels of NOX, fuel consumption was increased from 5 to 8
pet. Due to the lack of data for the closed-throttle motored
modes, it is difficult to draw any conclusions regarding the
absolute level of HC emissions. The closed-throttle modes
could also have some effect on the absolute level of CO
emission.
Based on the 13-mode procedure, aldehydes were reduced by
about 90 pet by the use of catalysts.
-------
3. Comparison Between the 9-Mode and 23-Mode Procedures
Baseline tests were run using both the 9-mode and 23-mode
procedures.
Results indicate that the CO emission for engine 22 was
about 40 pet higher for the 9-mode procedure than for the
23*-mode procedure. For engine 23, CO emission was about
14 pet lower for the 9-mode procedure.
Hydrocarbon emissions were 19 to 27 pet higher for the 9-
mode procedure and NOX emission was from 4 to 6 pet higher
for the 9-mode cycle when compared to the 23-mode procedure.
IV. DESCRIPTION OF TEST EQUIPMENT AND FUELS
A. Engines and Accessory Equipment
A total of nine engines were supplied by six manufacturers who
cooperated in the program. In addition, two catalyst manufac-
turers furnished accessory hardware.
Seven diesel engines ranging from medium to heavy duty were
used to generate emissions data in the experimental program.
The engines are coded and described as follows:
Combustion
Engine chamber Duty Rated power
code No. type class Turbocharged output, bhp
15 open medium no 225
16 divided heavy yes 245
17 open heavy no 280
18 open heavy yes 235
19 open medium no 200
20 open heavy yes 325
21 open heavy no 260
Two gasoline engines in the medium to heavy duty class were
used in the program and are coded and described as follows:
Engine Rated power output
code No. [SAE-J245 Q)*]. bhp @ rpm
22 158 @ 4,000
23 150 @ 4,000
Standard hardware was not available for the study of exhaust
gas recirculation (EGR) or aftercooling parameters in the
diesel engine tests. Therefore, it was necessary to install
piping for EGR and aftercooling tests. For the EGR tests, a
*Underlined numbers in parentheses designate references at
the end of the report.
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4-inch flexible pipe was used to recycle exhaust gas from the
exhaust to the intake airstreara. A typical example of this
setup is shown in figure 1. Exhaust was taken upstream of the
muffler, passed through a liquid/gas heat exchanger (cooling
the exhaust to about 200° F), and then delivered to the air
intake stream. Control of the EGR flow-rate was accomplished
by means of an adjustable butterfly valve in the 4-inch line.
For the aftercooling tests, a laboratory aftercooler (liquid/
gas heat exchanger) was provided by one of the engine manu-
facturers. The system was connected between the turbocharger
and intake manifold as shown in figure 2. Temperature of the
air entering the intake manifold was controlled by adjusting
the flow of coolant (tap water) through the aftercooler.
For the gasoline engines, EGR was accomplished by using an
intake manifold with EGR passages cast into the manifold. EGR
rate was controlled in engine No. 22 by means of an automatic
vacuum controlled valve. Different EGR rates could be obtained
by changing the shape and/or size of the valve pintle. Engine
No. 23 used a similar manifold but EGR rate was controlled by
a manually adjustable valve. The valve was adjusted to the
appropriate EGR rate for each individual mode of the cycle.
The air injection systems used on the gasoline engines were
the same systems that have been used on light duty passenger
car engines.
Catalytic converters were used in tests involving two diesel
engines and the two gasoline engines. For the diesel engines,
a pair of Engelhard noble metal catalysts were used with engine
No. 15 and a pair of Universal Oil Products (UOP) noble metal
catalysts were used with engine No. 19. For the two gasoline
engines, a pair of UOP noble metal catalysts were used. In
each case the converters were sized for the particular engine.
Also, the converters were mounted as close to the engine ex-
haust manifold as possible.
B. Fuels
The diesel fuel used throughout the test program was obtained
from a single source. Periodic inspections of the diesel fuel
have shown the fuel properties and composition to remain rela-
tively constant. A single batch of unleaded gasoline (Indolene
Motor Fuel HO Gasoline III*) was used for all tests involving
the gasoline engines. Inspection data for these fuels are as
follows:
*Procured from American Oil Company.
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Diesel fuel Gasoline
Gravity, °API 33.4 60.5
Reid vapor pressure, psi - 8.7
Research octane number - 97.7
Cetane index 44 .
Lead content, g/gal 0 NIL
Sulfur, wt pet 0.25
Distillation
Temp °F:
IBP 351 • 94
10 pet evaporated 430 138
20 " " .... 460 166
30 " " 478 192
50 " " 510 226
70 " " 542 250
90 " " 586 328
End point 618 400
Composition, vol pet, FIA:
Saturates 61 67
Olefins 3 5
Aromatics 36 28
C. Dynamometer Equipment
All engine tests were conducted using eddy current dynamometers
of the absorption type only. The dynamometers ranged in size
from 250 to 350 horsepower. The lack of motoring capability
in the dynamometer equipment necessitated the omission of
closed-throttle motored modes in the test cycle used for the
determination of gaseous emissions. The omission of motored
modes in the diesel engine tests is probably unimportant be-
cause during motoring the emissions would be small because
of fuel shut-off during the closed throttle operation. The
gasoline engine, however, would probably emit relatively large
quantities of hydrocarbon during closed throttle motored modes
and omitting this part of the cycle is a definite limitation
in obtaining a representative composite hydrocarbon emission
value. The acceleration modes of the diesel Federal Smoke Test
were also omitted because of the inability of applying a repre-
sentative load during the acceleration modes.
V. EXPERIMENTAL PROCEDURES
A. Exhaust Sampling and Analysis
Engine exhaust was sampled from both diesel and gasoline engines
about 10 feet downstream of the exhaust manifold and passed
through a heated stainless steel line and delivered to instru-
ments for continuous analysis. A schematic of the sampling and
analytical systems for the diesel engine tests is shown in figure
3. The system for the gasoline engine tests was similar except
the heated line was maintained at 160° F and the hydrocarbon
-------
analyzer was a pressure type system rather than a vacuum type
as shown in figure 3. In addition to the instruments shown,
an oxygen analyzer was used in the gasoline engine tests.
The analytical methods were: carbon monoxide, carbon dioxide
(CC>2), and nitric oxide (NO) by noiidispersive infrared (NDIR);
total oxides of nitrogen by chemiluminescence; oxygen (Oo) by
a polarographic instrument; and total hydrocarbon by flame
ionization detection (FID).
For some of the initial tests, a chemiluminescent analyzer
was not available for the measurement of NOX and the NDIR
and nondispersive ultraviolet (NDUV) analyzers were used for
NOX. For these initial tests where NDIR and NDUV instruments
were used, it is noted on the tables of data. For all other
tests, the chemiluminescent analyzer was used for NOX
measurements.
B. Smoke Measurements for Diesel Engines
An EPA smokemeter of the type described in the Federal Register
(2) was used in all tests to measure smoke. Smoke was measured
during steady-state modes of the engine cycles and a lugging
mode of a modified Federal Smoke Test. Due to limitations on
the size of dynamometer equipment, it was impractical to run
the complete Federal Smoke Test. For this program, the test
was modified to include only the lugging mode. The lugging
mode was essentially the same as that described in the Federal
Register (2) except each of the three lugging modes of the test
were preceded by 2 minutes of engine operation at full load
and rated speed to precondition the engine. Also, due to the
dynamometer test cell configuration, it was impractical to
maintain the exhaust line length between the engine exhaust
manifold and the smokemeter within the 15 ± 5 feet as speci-
fied in the latest Federal Register (_5_). The approximate
distances between the exhaust manifold and the smokemeter in
the actual exhaust system were as follows:
Exhaust line length
Engine Muffler between exhaust manifold
No. used and smokemeter, feet
15 yes 22
16 no 23
17 yes 20
18 no 23
19 yes 22
20 . no 20
21 yes 23
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10
The engines that were used without mufflers are turbocharged
engines for which a silencing device is not specified by the
engine manufacturer for use in the actual vehicle application.
C. Odor Measurement for Diesel Engines
Odor measurements were made using a human panel of six odor
judges in accordance with the Turk method (3).
Exhaust was sampled through a 1-inch stainless steel line,
diluted with fresh air, and delivered to the odor panel.
Typical flow rates were: 300 standard cubic feet per minute
(SCFM) of air and 3 SCFM of exhaust.
Exhaust sample flow was regulated by back pressure in the ex-
haust system and using an appropriately sized orifice. A
dilution ratio of 100:1 was used for all engines except Nos.
15 and 19, where a dilution ratio of 400:1 was used due to
the high odor intensity levels.
D. Aldehyde Measurement
Samples for measurement for total aldehyde (RCHO) were col-
lected using the scheme depicted in figure 3 and analyzed
using the MBTH method (4).
Because of the prohibitive time required for the analysis,
it was impractical to obtain samples for every mode of the
test cycle. Therefore, a method of sampling was devised to
obtain a composite value for aldehydes corresponding to the
13-mode cycle.
In the case of naturally aspirated diesel engines, the pro-
cedure was to collect a separate sample for each of the three
idle modes of the cycle. In addition, a single composite
sample representing each speed was collected for each of
the two speeds of the cycle. For example, the intermediate
speed sample contained equal volumes of sample from each of
the intermediate speed modes of the 13-mode cycle. Similarly,
the sample for the rated speed contained equal volumes of
sample from each of the 5 rated speed modes of the 13-mode
cycle. The results from the three idle modes were then
averaged and weighted 20 pet. The average results from each
of the two composite samples (intermediate and rated speed
cases) were then weighted 40 pet each. This gives a value
equivalent to taking samples from each of the modes for the
intermediate and rated speeds and weighting each of them 8 pet.
Samples for aldehyde measurements in the gasoline and turbo-
charged diesel engine tests were similar except the volume of
sample from each mode for composite samples were varied in
direct proportion to the exhaust flow-rate. This was necessary
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11
for the gasoline and turbocharged diesel engines because ex-
haust flow-rate varies with load at a given speed, whereas
for the naturally aspirated diesel engines, exhaust flow-
rate is relatively constant for a given speed and independent
of loads.
E. Engine Cycle Procedures
Four different engine cycles were used in the test program.
A 23-mode procedure was used for the bulk of the gasoline
engine work and most of the work involving the diesel engines.
A 9-mode procedure (5) was used for baseline tests involving
the two gasoline engines. A 13-mode procedure (5) was also
used in the diesel engine tests for the purpose of measuring
aldehydes and odor. Composite values for emissions were calcu-
lated for the 13-mode procedure from data generated in the 23-
mode procedure. This was possible because the 23-mode pro-
cedure contained all of the engine modes that are used in the
13-mode procedure. Because the 23-mode and 13-mode procedures
consumed a large amount of test time, it was necessary to de-
velop a simpler cycle to study a large number of emission con-
trol parameters. A simplified 7-mode cycle was used to study
the effects of parameters on emissions in diesel engine tests.
The simplified 7-mode cycle was used to determine the combina-
tions of parameters which yielded low emissions. The 23-mode
procedure was then used to study those combinations of param-
eters that yielded lowest emissions. The 23-mode procedure
is described as follows:
Mode
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
Engine
speed
idle
intermediate
it
ii
ii
ii
ii
ii
ii
ii
idle
intermediate
high
ii
it
it
ii
M
ii
ii
ti
idle
high
Percent
load
0
2
8
18
25
50
75
82
92
100
0
closed throttle
100
92
82
75
50
25
18
8
2
0
closed throttle
Weighting
factor, pet.
7.0
6.0
6.0
5.0
3.0
6.0
0
4.0
0
0
7.0
12.0
2.5
5.5
3.5
6.0
6.0
0
6.5
0
0
8.0
6.0
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12
The engine speed is defined as follows:
Engine type
Gasoline Diesel
Intermediate 1,200 rpm peak torque speed or
60 pet rated, which-
ever is greatest
High 2,300 rpm Rated speed
The emission data were read during the third minute after the
beginning of each mode. A maximum of 10 minutes is allowed
in each mode to take all necessary data.
The origin of the 23-mode test schedule operating speeds,
loads, and weighting factors was from a computer analysis of
truck and bus survey data taken by Ethyl Corporation in 1963.
The computer analysis and subsequent formulation of the test
schedule was performed by EPA's Procedure Development Branch,
Division of Emission Control Technology.
The simplified 7-mode cycle uses modes of the 23-mode,proce-
dure, but weighting factors are different. The weighting
factors for the simplified 7-mode cycle were developed to
give composite cycle emissions similar to that of the 23-mode
procedure. The simplified 7-mode cycle is as follows:
Mode No. of the Engine Percent Weighting
23-mode cycle speed load factor, pet.
1 idle 0 40
2 intermediate 2 10
6 " 50 10
10 " 100 10
13 high 100 10
17 " 50 10
21 " 2 10
The speeds for the 7-mode cycle are defined the same as for
the 23-mode procedure.
F. Experimental Design
The experimental work was divided into essentially four parts:
(1) Initial baseline tests—the engines were operated with
the parameters adjusted to the standard settings as recom-
mended by the engine manufacturer; (2) parametric study—a
study to investigate the influence of engine parameters and/or
auxiliary devices on emissions, fuel consumption, and engine
performance; (3) combination of parameter tests—tests were
conducted using several different combinations of parameters
which would result in reduced emissions (selection of the
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13
combination of parameters was based on results from the para-
metric study); and (4) final baseline tests—similar to the
initial baseline tests, except the tests were conducted at
the end of the test program after the engines were restored
to the normal design configuration.
In the diesel engine study, two replicate initial baseline
tests were made for each engine with the exception of engine
No. 18. Three replicate initial baseline tests were made
on engine No. 18 and no other tests were conducted using
this engine.
In the parametric study the following parameters were investi-
gated for the diesel engines:
Engine
code No. Parameters investigated
15 Injection timing, EGR, and catalysts
16 Injection timing, EGR, and aftercooling
17 Injector type and injection timing
18 NONE (baseline tests only)
19 Injection timing, EGR, and catalysts
20 Special fuel pump and nozzle kit, in-
jection timing and aftercooling
21 Turbocharger kit and injection timing
In the combination of parameters tests the particular combina-
tions are indicated in the data tables in the experimental
results section of this report. For the combination of param-
eters tests, one test was made for each combination of param-
eters. The combination of parameters which appeared to yield
the lowest emissions with a minimum of penality was replicated.
(These are referred to as the best combination.) One final
baseline test was made with each engine used in the parametric
study with the exception of engine No. 17 where two final base-
line tests were conducted.
In the gasoline engine study, three replicate initial baseline
(23-mode cycle) tests were made with each engine. Two repli-
cate tests were made using the 9-mode cycle that corresponds
to the initial baseline tests.
The parameters investigated for the two gasoline engines were:
(1) manifold air injection, (2) air-fuel ratio, (3) EGR, (4)
spark timing schedules, and (5) the application of an oxida-
tion catalyst.
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14
In the combination of parameters tests with the gasoline engines
the particular combinations are shown in the data tables in the
experimental results section of this report.
Two replicate tests each for the 23-mpde cycle and 9-mode cycle
were made corresponding to final baseline tests on the two
gasoline engines.
VI. EXPERIMENTAL RESULTS
A. Applicable to Diesel Engines
1. Baseline Data
Two replicate initial baseline tests were run on each
engine with the engine parameters adjusted in accordance
with the engine manufacturer's recommendations. One final
baseline test was run at the end of the test program for
each engine after restoring the engine to its standard
condition.
The purpose of replicate experiments in the initial base-
line tests was to establish some measure of confidence in
the repeatability of the data. The final baseline test was
run to check on drift in the engine which might have oc-
curred during the course of testing in the parameter study.
Emissions as a function of power output for the seven diesel
engines for all the baseline tests are shown in figures 4-10.
Note the emissions levels for different engines vary over a
wide range, thus, the ordinate scale in figures 4-10 varies
from engine to engine. The primary purpose of the figures
is to show repeatability between baseline tests for a given
engine rather than to compare emissions between the various
engines. If the reader chooses to compare emission between
the different engines it must be borne in mind that the emis-
sion scales are different for different engines.
Detailed results from baseline tests for all seven diesel
engines are shown in appendix A. The results of each of
the seven engines will be discussed separately.
The results obtained from engine No. 15 (figure 4) show
considerable variability in NOX emission between initial
baseline No. 1 and the other two baselines. This is in
part due to a slightly different adjustment in injection
timing between these baseline tests. Following the initial
baseline No; 1, several tests were conducted using varied
timing before the second baseline was run. Thus, initial
baselines Nos. 1 and 2 for engine No. 15 are not true repli-
cates. It was ascertained that the injection timing for
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15
initial baseline No. 1 was advanced about one degree when
compared with the other two baseline tests. One other
difference was that NOX for initial baseline No. 1 was
measured by NDIR and NDUV instruments, whereas, a chem-
iluminescent analyzer was used for NOX in all other tests.
These two differences do not appear to account for the
discrepancy in NOX between the baselines. Perhaps some of
the difference was due to engine variability.
Results from engine No. 16 (figure 5).show fairly good
repeatability except for CO emission for the final baseline
test, where CO increased significantly at full load and the
intermediate speed. The final baseline was run after tests
in which EGR was used. The higher CO was due to turbo-
charger fouling caused by the use of EGR in previous tests
in the parametric study. The turbocharger fouling effectively
caused lower boost pressure in the intake manifold, thus
reducing intake airflow and in turn caused reduced exhaust
mass flow (see tables A-4, A-5, and A-6).
Engine No. 17 showed a consistent increase in hydrocarbon
emission between initial baselines 1 and 2 and between final
baselines 1 and 2 (figure 6). This may have been due to
drift in injector performance, however, there was no clear
evidence to prove this. The repeatability for CO and NOX
for the various baselines was reasonably good for this
engine.
The emissions from engine No. 18 (figure 7) were fairly
repeatable with the exception of hydrocarbon emission.
This engine was used in the baseline study only, therefore,
the three initial baselines shown are true replicates.
The results obtained from engine No. 19 (figure 8) re-
peated well between the two initial baselines, but, the
hydrocarbon emission was significantly lower for the final
baseline. The low hydrocarbon emission for the final base-
line may have been due to changes in injection characteristics
(i.e., variations in spray patterns due to deterioration
in nozzle performance, etc.). Note the high hydrocarbon
spike at about 25 pet load at rated speed. Engine No. 19
employs an injection pump with a 4-cylinder idle feature
which causes the engine to operate on four cylinders at
idle and low power modes. The high hydrocarbon spike occurs
during the transition period when the fuel pump starts de-
livering fuel to all eight cylinders.
Results from engine No. 20 (figure 9) showed reasonably
good repeatability for the different baselines with the
exception of hydrocarbon during the rated speed modes.
There is no consistent pattern in these hydrocarbon dif-
ferences, since there was a larger variation between the
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16
two initial baseline tests (which were true replicate
experiments) than there was between the second initial
baseline and the final baseline.
The results from baseline tests involving engine No. 21
(figure 10) show good repeatability except, NOX was higher
on the second initial baseline and the final baseline than
it was for the first initial baseline. Differences in NOX
levels between the initial and final baseline tests might
possibly be explained by slight difference in timing ad-
justments because for this particular engine, the timing
adjustments were difficult, and were performed by the engine
manufacturers' local service representative. The timing
adjustment was reset as near as possible to the original
setting, however, it was not possible to have a definite
check on the setting other than the usual procedure that
the service representative follows.
Composite cycle emission data for all of the baseline tests
(including initial and final baselines) for the seven diesel
engines were averaged and shown in table 1. The detailed
data for each of these tests are given in appendix A. The
results from the 23-mode and 13-mode cycles are compared
in table 1 and also the peak smoke value for the cycle
is given. The peak smoke refers to the mode in the cycle
which yielded the highest smoke density.
Since the composite emissions from the 23-mode procedure
can be different than those from the 13-mode procedure,
the following discussion will be based on the 23-mode pro-
cedure results. Results from the two procedures will be
discussed in detail in the next section of this report
(Section VI(A)-2).
Results from the 23-mode procedure baselines show that CO
emission from the seven engines (table 1) varied from
about 1.1 g/bhp-hr for engine 16 to about 5.5 g/bhp-hr
for engine 17. Carbon monoxide emission from most of the
engines was from 4-6 g/bhp-hr. Hydrocarbons varied from
about 0.3 g/bhp-hr for engine 16 to about 4.4 g/bhp-hr
for engine 19. Engine 21 was a low hydrocarbon emitter
with about 0.5 g/bhp-hr and the other engines emitted from
about 1.7 to 3.1 g/bhp-hr. Oxides of nitrogen emission
ranged from about 5 g/bhp-hr for engine 16 to about 15-16
g/bhp-hr for engines 17 and 20. Engine 18 was a high NOX
emitter with about 13 g/bhp-hr, while the other three
engines emitted from 7 to 8.5 g/bhp-hr of NOX.
2. Comparison Between 13- and 23-Mode Procedures
Large differences were found between results from the 13-
and 23-mode cycles for certain engines. The greatest dif-
ference was found for CO emission (figure 11) for engine
-------
17
17. This is caused by the very significant increase in CO
emission as full load is approached (figure 6). The weight-
ing factor used in the 23-mode cycle for one of the highest
CO modes (mode 10) was actually zero (see tables A-7, A-8,
A-9, and A-10). Other differences are not as large but are
certainly significant. The HC and NOX emissions showed
better agreements between the 13- and 23-mode cycles than
the CO emissions, but there were significant discrepancies
for NOX emission for engines 15 and 19 at about the 5 g/bhp-hr
level. These discrepancies were primarily related to EGR
cutoff during mode 10 of the 23-mode cycle. (Note figure
11 contains data for all engines for both the baseline and
combination of parameter tests.)
3. Parametric Evaluation
In order to evaluate emission control parameters, a simpli-
fied 7-mode cycle was developed. The cycle was described
in section V(E). The purpose of the cycle was to study one
parameter at a time to determine which adjustments and/or
accessory hardware to use in the combination of parameters
tests which would involve the complete cycle test. The
use of this short cycle (7-mode) allowed a much more rapid
evaluation of parameters than if the complete 23-mode
procedure were used for each test.
A summary of results from the simplified 7-mode cycle for
engine 15 is given in table 2. More detailed data are shown
in table D-l. Results (table 2 and figure 12) show that re-
tarded injection timing reduced NOX significantly but with
some increase in HC emission and fuel consumption. Retarding
injection timing 3° resulted in about 40 pet reduction in NOX
while fuel consumption was increased about 9 pet. Further
retarded timing resulted in large penalty in HC emission
without much gain in reducing NOX. Thus, injection timings
of standard and 3° retard appeared to be the best choices
for use in the combination of parameters tests. Retarded
injection timing by 3° increased peak smoke from 15 to 17
pet opacity.
The application of a pair of Engelhard catalysts to engine
15 resulted in about a 70 pet reduction in CO emission and
about a 45 pet reduction in HC emission while fuel consump-
tion, peak smoke, and NOX emissions were essentially un-
changed (table 2). Thus, the catalysts were chosen for use
in the combination of parameters tests for control of HC.
The use of EGR reduced NOX significantly, but, also in-
creased peak smoke beyond acceptable limits (table 2 and
figure 13). Five pet and 10 pet EGR, reduced NOX by 33
and 49 pet, respectively. Since peak smoke at full load
was increased to unacceptable levels, it was decided for
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18
the combination of parameters tests to use EGR cutoff during
the full load modes in order to limit peak smoke.
From results of the simplified 7-mode cycle for engine 15,
the following adjustments were selected for use in the com-
bination of parameters study; injection timing at standard
and 3° retarded; Engelhard catalysts for HC control; and
EGR adjusted to 5 and 10 pet respectively, with EGR cutoff
at full load modes for smoke control.
For engine .16, emissions were determined during selected
modes rather than the simplified 7-mode cycle because at
the time that these experiments were performed, the simpli-
fied 7-mode cycle had not been developed. The effects of
aftercooling, injection timing, and EGR on emissions are
shown in tables 3, 4, and 5, respectively.
It is clear from these data (tables 3-5) that it is very
difficult to select the best adjustment of parameters for
use in the cycle test. Therefore, the simplified 7-mode
cycle was developed for use in subsequent tests.
The parametric adjustments selected for use in the com-
bination of parameters tests for engine 16 were: standard
and 5° retarded injection timing; 10 pet EGR; and no after-
cooling and 150° F aftercooling.
The parameters studied for engine 17 were a set of ex-
perimental injectors and injection timing. The experi-
mental injectors were designed with low sac volume, high
injection rate, and timing characteristics that provide
for variable beginning and constant ending of injection.
A summary of results from the simplified 7-mode cycle is
given in table 6 and detailed data are in table D-2.
Carbon monoxide, HC, and NOX emissions were significantly
reduced (table 6 and figure 14) when the experimental in-
jectors were substituted for the standard injectors. Peak
smoke increased from 2 to 6 pet opacity when the experi-
mental injectors were installed. Retarding injection timing
further decreased NOX emission without much penalty in fuel
consumption but with a significant penalty in smoke emission.
For example, NOX was reduced from 16.3 g/bhp-hr for the
standard injectors to 8.2 g/bhp-hr for the experimental in-
jectors with 3.4° retarded injection timing while peak smoke
increased from 6 to 20 pet opacity.
The injection timing adjustments selected for use in the
combination of parameters tests for engine 17 were standard
and 3.4° retarded timing with the experimental injectors.
Engine 18 was used in baseline tests only and will not be
discussed in this section of the report.
-------
19
The results from the simplified 7-mode cycle for engine
19 are shown in table 7 and the more detailed results are
given in tables D-3 and D-4. The results from the simpli-
fied 7-mode cycle tests are plotted in figures 15 and 16.
The trade-off between peak smoke emission and fuel con-
sumption (figure 15) clearly occurs at about standard
timing (34° before top center). NOX can be further re-
duced by using a more retarded timing but with heavy
penalties in fuel consumption. Thus, standard and 2° re-
tarded timing settings were chosen for use in the combina-
tion of parameters study. The use of EGR decreased NOX
emission but resulted in heavy penalties in terms of in-
creased smoke (figure 16). Since a catalyst was already
selected for use with this engine for HC and CO control,
the selection of an EGR rate would be determined by the
trade-off between NOX reduction and increased fuel con-
sumption since smoke is limited by using an EGR cutoff
at full load modes. Ten and 15 pet EGR, respectively,
were selected for use in the combination of parameters
study.
The parameters selected for use in combination of param-
eters tests for engine 19 were: standard and 2° retarded
injection timing; 10 and 15 pet EGR with EGR cutoff during
full load modes; and the application of a pair of UOP noble
metal catalysts for HC and CO control.
Engine 20 was tested using the simplified 7-mode cycle and
with injection timing, aftercooling, and a special fuel pump
and nozzle kit as test parameters. A summary of the results
are in table 8, and detailed data are shown in tables D-5,
D-6, and D-7. Results show that the composite NOX was re-
duced from 14.5 g/bhp-hr to 11.3 g/bhp-hr with 3° retarded
injection timing. The use of aftercooling (150° F) reduced
the NOX further to 8.7 g/bhp-hr with no penalty in fuel
consumption or peak smoke (figure 17). The use of the
special fuel pump and nozzle kit had little or no effect on
NOX emission, peak smoke, or fuel consumption, but it did
significantly reduce HC and CO emissions.
The parameter adjustments and/or accessory hardware selected
for use in the combination of parameters test for engine 20
were: 3 retarded injection timing; aftercooling at 200° F
and 150° F maximum inlet air temperature levels; and the use
of the special fuel pump and nozzle kit and the standard
fuel pump and nozzles.
Engine 21 was used in the combination of parameters tests
but there were no tests made using the simplified 7-mode
cycle because of the limitation of parametric adjustments.
This work with engine 21 will be discussed in section
VI(A)-4 of this report.
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20
4. Effectiveness of Control Technology
The results of baseline and combination of parameters tests
for all the diesel engines are summarized in table 9. The
detailed data for baseline tests are in appendix A and de-
tailed data for combination of parameters tests are in ap-
pendix E. Results for the 23-mode cycle and the 13-mode
cycles are both shown in table 9. The following discussion
is based on composite results from the 23-mode procedure.
Results from engine 15 show that NOX can be reduced from
about 8.5 g/bhp-hr for the standard engine to about 3.6
g/bhp-hr by using 3° retarded injection timing and 10 pet
EGR (table 9). This is about a 57 pet reduction in NOX with
about a 6 pet increase in fuel consumption. About a 45
pet reduction in NOX was achieved with 5 pet EGR with only
a 2 pet penalty in fuel consumption. A pair of Engelhard
noble metal catalysts were also used in these combinations
and reduced CO from 56 to 63 pet and HC from 36 to 56 pet.
Emissions as a function of power output (for engine 15) for
the baseline and combination of parameters tests are shown
in figure 18. Note the loss of NOX control at full power.
This is caused by EGR cutoff at full load. Aldehydes,
odor intensity, and smoke were essentially unchanged with
any of the combinations of parameters (table 9).
It appears that for engine 15 by using 5 pet EGR, injection
timing retarded 3°, and catalysts the following emission
levels can be reached: CO - 3 g/bhp-hr; HC - 2 g/bhp-hr,
and NOX - 5 g/bhp-hr. Fuel economy loss would be on the
order of 2 pet. Peak smoke increased from 15 to 17 pet
opacity.
Experiments with engine 16 showed that NOX could be lower
by combining EGR, aftercooling, and injection timing retard.
Results (table 9) show that NOX was reduced to about 2.5
g/bhp-hr with the use of 5° retarded timing, 10 pet EGR,
and 150° aftercooling (note the 150° aftercooling means
that coolant water to the aftercooler was adjusted so that
the intake air temperature was 150° F for the full load and
rated speed modes, coolant flow was maintained constant for
all other modes of the cycle). Since NO for the standard
engine was 5.2 g/bhp-hr, this was about a 52 pet reduction
in NOX with about a 2 pet penalty in fuel consumption. The
150° aftercooling probably could not be achieved in practice
due to limitation in having coolant at a low temperature in
the real vehicle. Oxides of nitrogen for the same combina-
tion of parameters but without aftercooling yielded about
3.0 g/bhp-hr, but fuel consumption penalty was about 4 pet
as compared to the standard engine. Emissions as a function
of power output (engine 16) for the baseline and combination
, of parameters tests are shown in figure 19.
-------
21
Aldehydes and odor intensity were not significantly changed
with these combinations of parameters (table 9).
Results based on the 23-mode procedure indicate that with
the use of 5° retarded injection timing, 10 pet EGR, and
aftercooling, engine 16 could reach the following emission
levels: CO - 2 g/bhp-hr, HC - 1 g/bhp-hr, and NOX - 3
g/bhp-hr. Fuel economy loss would be estimated from 2 to
5 pet. Peak smoke would be increased from about 2 to 8
pet opacity.
About 8 g/bhp-hr of NOX was possible with engine 17 (table
9) by using experimental injectors and retarded timing, but
with a severe penalty in smoke. The more practical level
of NOX (based on combinations of parameters tested in this
program) for this engine appears to be about 10 g/bhp-hr.
Emissions as a function of power output (engine 17) are
plotted in figure 20.
Aldehyde emission increased with retarded injection timing
and odor intensity was not appreciably affected (table 9).
Results from this study based on the 23-mode procedure,
indicate that for engine 17 the following emission levels
could be reached: CO - 6 g/bhp-hr; HC - 1 g/bhp-hr, and
NOX - 10 g/bhp-hr. Fuel economy loss was about 3-4 pet.
Peak smoke increased from about 3 to 6 pet opacity.
Engine 18 was not used in the combination of parameters
study and was discussed earlier in the section on baseline
data. This engine will not be discussed further.
Test results showed that for engine 19, NOX emission was
reduced about 50 pet with the use of EGR. The lowest level
of NOX was achieved by the use of 15 pet EGR (table 9).
With 15 pet EGR, and 2° retarded timing, NOX was reduced
to 3.5 g/bhp-hr as compared to 7.3 g/bhp-hr for the standard
engine. This is roughly a 52 pet reduction in NOX. (Note
that for this combination of parameters, and if the results
were based on the 13-mode procedure, NOX would be reduced
by 28 pet instead of the 52 pet reduction shown by the 23-
mode procedure. This difference is primarily due to dif-
ference in weighting factors for the full load modes be-
tween the two procedures. See figure 21 and note the loss
of NOX control at full load because of EGR cutoff at full
power.) The use of a pair of UOP noble metal catalysts re-
duced CO and HC by about 84 pet. However, it should be
borne in mind that these were fresh catalysts and durability
testing would be required to determine the activity of the
catalyst over a long period. The particular catalysts used
on this engine increased exhaust back pressure to a value
about double that used in the tests without catalysts (see
tables E-13 through E-20). Aldehydes and odor intensity
-------
22
were also decreased significantly with the catalysts.
Based on experiments with engine 19 it appears that the
following levels of emissions can be reached by using
10 pet EGR (with EGR cutoff at full load modes), standard
timing, and the UOP catalysts: CO - 1 g/bhp-hr, HC -1 g/bhp-
hr, and NOX - 6 g/bhp-hr. Fuel economy loss would be about
3-5 pet. Peak smoke increased from 12 to 15 pet opacity.
Engine parameters that were studied with engine 20 (turbo-
charged engine) were injection timing, aftercooling, and a
special pump and nozzle kit. The special pump was equipped
with a built-in puff litniter (acceleration smoke control)
and an experimental 4-cylinder idle feature. The special
nozzles had a wider spray angle than the standard nozzles.
Results (table 9) showed that NOX could be reduced from
about 15 g/bhp-hr for the standard engine to about 8.2
g/bhp-hr with 3° retarded timing and 150° F aftercooling.
Fuel consumption penalty for these changes was roughly 1
pet. No significant change was found for peak smoke density
and aldehydes emission. Odor intensity increased slightly.
The use of the special fuel pump and nozzle kit reduced
both CO and HC emissions (table 9). Oxides of nitrogen,
however, increased slightly from about 8.2 to 9.7 g/bhp-hr
when the special pump and nozzles were used. Emissions as
a function of power output (engine 20) for baseline and
combination of parameters test are shown in figure 22.
It appears that for engine 20, the following emission
levels could be achieved with the use of retarded timing,
the special pump and nozzle kit, and aftercooling; CO -
4 g/bhp-hr, HC - 2 g/bhp-hr; and NOX - 10 g/bhp-hr. There
would be an estimated 3 to 4 pet loss in fuel economy. No
significant change was noted in peak smoke for the combina-
tion of parameters tests when compared to the baselines.
Experiments involving engine 21 did not result in reduced
NOx emissions when compared to the standard engine. The
parameters investigated were addition of a turbocharger,
injection timing, and increased fuel rate. Results show
(table 9) that adding the turbocharger increased NOX from
8 g/bhp-hr to 11.4 g/bhp-hr. Retarding injection timing
decreased NOX to about 10 g/bhp-hr. Further reductions
in NOX could be achieved by retarding injection timing
further, but this was not practical in these experiments.
Aldehydes were reduced with the addition of the turbo-
charger, and odor intensity was not changed. Peak smoke
was reduced from 12 pet opacity for the standard engine
to 4 pet opacity for the combination of parameters tests
and fuel consumption was unchanged. The standard engine
had the lowest emissions and they were: CO - 3.3 g/bhp-hr,
HC - 0.50 g/bhp-hr, and NOX - 7.98 g/bhp-hr. Emissions as
-------
23
a function of power output (engine 21) for baseline and
combination of parameters tests are shown in figure 23.
B. Applicable to Gasoline Engines
1. Baseline Data
Three replicate initial baselines were run on each of the
two gasoline engines using the 23-mode procedure. The
gasoline engines were tested using the 9-mode procedure
with two replicate tests at the beginning of the program
and two replicate tests at the end of the program. Two
final baselines were run on each engine at the end of the
program using the 23-mode procedure.
Results from the 23-mode cycle tests are summarized in
table 10 and detailed results are in appendix B. Re-
sults show that the composite CO emission for engine 23
was about 23 pet higher than for engine 22. This was
primarily caused by mixture enrichment (power jet opera-
tion) which occurred at high power modes for engine 23.
The mixture enrichment at higher power mode did not occur
with engine 22. This effect can clearly be seen by ex-
amining modal CO values in the tables of appendix B.
Normally, for engines of this type, the air-fuel mixture
will go rich at high power. There may have been a car-
buretor malfunction with engine 22. However, in this
test program, there was no way to determine if a mal-
function had occurred with engine 22. Hydrocarbon and
NOX emissions were similar for the two engines. Specific
fuel consumption (when based on the 23-mode procedure)
appeared to be significantly different for the two engines.
Since in this program it was impossible to motor the engines
for closed throttle modes (due to unavailability of motoring
type dynamometers), the HC values in the baseline tests are
low. Also shown in table 10 are values computed for the
same cycle, but with assumed emission values for the motored
modes. Results show that the inclusion of the motored modes
can double or even triple the composite cycle HC emission.
Thus, actual HC emissions for these two engines are probably
in the range of 6 to 9 g/bhp-hr.
Results from the 9-mode cycle tests are summarized in
table 11 and detailed data are given in appendix C. The
data are expressed in terms of the California weighting
factors [now 'adopted for use in the Federal test (5) ].
Since the Federal test now uses the California weighting
factors the following discussion will be limited to the
results that were calculated on the basis of the California
weighting factors.
Results show that on the basis of the 9-mode cycle, the
composite cycle CO emission is about 33 pet higher for
-------
24
engine 22 than for engine 23. This result is different
than that observed for the 23-mode cycle where the CO
emission was about 23 pet higher for engine 23. This
illustrates that different conclusions can be reached
depending on the type of cycle and the weighting factors
that are used. By using estimated values for emissions
during the motored mode, the composite-emission of HC
was increased by factors of 2.3 and 2.6 for engines 22
and 23, respectively. This clearly illustrates the need
for considering the closed throttle modes when testing
gasoline engines. The HC emission for the- two gasoline
engines are estimated to be about 6-9 g/bhp-hr for the
9-mode cycle when the closed throttle motored mode is
included in the test.
2. Parametric Evaluation
For the purpose of evaluating individual emission control
parameters in the gasoline engine tests, the complete 23-
mode cycle test was employed.
Results from the investigation of the effects of emission
control parameters are summarized in tables 12 and 13. The
detailed data for the complete cycle are given in appendices
F through J. It should be borne in mind that the HC emission
does not reflect the contribution from motored modes.
In studies involving exhaust manifold air injection, the
rate of airflow injected into the manifold was varied by
changing the air pump pulley to drive pulley ratio. The
air pump used was the same as that used with light-duty
vehicles. Results (table 12 and figure 24) show that for
engine 22, the CO and HC emission reached a minimum at an
air pump pulley/drive pulley ratio of 1.25. Further in-
creases in air pump speed did not decrease CO and HC emis-
sions. The pump employs a pressure relief valve, thus,
the increase in speed may not have resulted in increased
airflow. At any rate, the air injection rate corresponding
to the 1.25 air pump/drive pulley ratio was chosen for use
in the combination of parameters study.
The application of a pair of UOP noble metal catalysts to
engine 22 resulted in about an 88 pet reduction in CO and
91 pet reduction in HC when compared with air injection
alone (table 12 and figure 25). Thus, the catalysts were
selected for use in the combination of parameters tests.
Results from the air-fuel ratio study (table 12 and figure
24) with engine 22 showed significant decrease in CO and
HC emissions with a slight decrease in NOX with no meas-
urable loss in maximum power (see appendices B and H) or
fuel economy when the air-fuel ratio was adjusted one step
leaner than standard. Further leaning of air-fuel mixture
-------
25
decreased CO and NOX but markedly increased HC and fuel
consumption. Also, maximum power was decreased by about
25 pet (tables B-l and H-l). When the air-fuel was ad-
justed richer than standard (0.058 jets), CO and HC
emissions increased, NOX decreased and there was about
an 8 pet increase in maximum power (tables B-l and H-3)
and fuel consumption was improved. Going one-step richer
(0.060 jets) resulted in a significant penalty in CO
emission.
The air-fuel ratio settings chosen for the combination
of parameters tests were: standard (0.056 jets); one-
step lean (0.054 jets); and one step rich (0.058 jets).
Although the CO increased with the one step rich setting,
if used in conjunction with the catalysts, it might be
acceptable.
Engine 22 used an EGR system that was built into the intake
manifold and the amount of EGR was controlled by an auto-
matic vacuum operated valve. The EGR rate was changed by
changing the shape and/or size of the valve pintle. The
EGR (percent) value indicated in table 12 and figure 25
are nominal values of different pintles that were furnished
by the engine manufacturer. There was no method for checking
EGR rate for the different modes in the cycle.
Results for the EGR tests on engine 22 (table 12 and figure
25) show the best compromise between CO, HC, and NOX emis-
sion with the 15 pet pintle. Fuel consumption was increased
about 3 to 4 pet with the use of the 15 pet pintle. The 15
pet EGR was selected for use in the combination of parameter
tests.
Tests with engine 22 using different modified vacuum advance
units did not show any improvement in terms of emissions
over the standard unit (table 12). Therefore, the standard
vacuum advance unit was used in tests involving combina-
tions of parameters.
The experimental work with the second gasoline engine
(engine 23) was similar to that for engine 22, except the
ignition parameter used was basic timing and the EGR rate
was controlled manually.
The EGR system was built into the intake manifold, but
the EGR rate was controlled by a manually adjustable valve.
This necessitated a means to observe the EGR rate for each
mode. Sampling taps were placed in the intake passages
just upstream of the intake valves. The eight sampling
tubes were connected to a common manifold and a sample of
the intake mixture was fed to a C02 analyzer. By monitor-
ing C02 levels in both the exhaust stream and the intake
stream, it was possible to calculate the percent of EGR.
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26
This procedure allowed for programming the EGR rate as
indicated in the tables.
Results from the air injection study for engine 23 (table
13) indicated the 2.5 air pump/engine speed ratio to be
optimum for this engine. The air pump was similar to that
used with engine 22 and is normally used with light-duty
vehicles. The 2.5 air pump/engine speed ratio was used
for the catalysts tests and the combination of parameters
tests.
The use of a pair of UOP noble metal catalysts with engine
23 reduced CO by about 92 pet and HC 90 pet when compared
to air injection alone (table 13 and figure 26). The
catalysts were used in two out of the three combinations
of parameters.
Results from the air-fuel ratio study for engine 23 showed
the standard air-fuel ratio to be about optimum with re-
spect to emissions (table 13).
The results from the EGR study with engine 23 indicated
that programming the EGR rate from 5 pet EGR at 8 pet load
to 7.5 pet EGR at 92 pet load and with EGR cutoff at other
modes was about the best compromise between emissions and
fuel consumption (table 13 and figure 26).
The results from the ignition timing study (engine 23,
table 13 and figure 27) showed some advantage in retarding
ignition timing with respect to NOX and HC emissions, but
did result in significant increases in fuel consumption.
Ignition timing settings selected for the combination of
parameters tests were standard and 5° retarded.
3. Effectiveness of Emission Control Parameters
The results of the baseline and the combination of param-
eters tests for the two gasoline engines are summarized in
table 14. Aldehydes were analyzed for the modes correspond-
ing to the 13-mode diesel cycle. Aldehyde emissions were
calculated on the basis of the 13-mode procedure weighting
factors [see section V(D)]. Detailed data for the base-
line tests are in appendix B and detailed data for the com-
bination of parameters tests are in appendix K.
The results showed that for the second combination of
parameters for engine 22 (table 14), the NOX was reduced
to 3.93 g/bhp-hr, a reduction of about 59 pet when com-
pared with the baseline. The CO emission, however, was
high (19 g/bhp-hr) due to the rich operation. Even if the
19 g/bhp-hr of CO was considered acceptable, the thermal
stress on the catalyst would (due to the rich operation)
probably shorten the life of the catalysts. The combina-
tion Nos. 1 or 3 then would be considered more realistic.
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27
This would indicate that a level of about 6 g/bhp-hr of
NOX could be achieved with about a 6 to 8 pet loss in fuel
economy. The CO was reduced below 2 g/bhp-hr with the
use of the catalysts. The HC level is not well estab-
lished because of the lack of data for the closed
throttle modes. The catalyst reduced the aldehyde emis-
sion by about 90 pet based on the 13-mode cycle. A com-
parison of emissions between the baseline and the com-
bination of parameters tests for engine No. 22 is shown
in figure 28.
Results from tests with engine 23 (table 14) indicate
that NOX can be reduced to 5-6 g/bhp-hr. This is about
a 40 to 50 pet reduction in NOX when compared to the
baseline. It appears that 6 g/bhp-hr of NOX could be
reached without a penalty in fuel consumption with the
proper programming of EGR rate. Carbon monoxide was
reduced below 3 g/bhp-hr with the use of the catalysts.
HC emissions were reduced 90 pet by the catalysts, but
again the actual cycle composite HC could not be deter-
mined without data from the motored modes. Based on
the 13-mode cycle, aldehyde emission was reduced from
75 to 88 pet. A comparison of emissions between the
baseline and combination of parameters tests for engine
No. 23 is shown in figure 29.
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28
REFERENCES
1. Engine Rating Code - Spark Ignition - SAE J245, SAE Recommended
Practice, 1972 SAE Handbook, pp 764-769, Society of Automotive
Engineers, Inc., New York, N.Y.
2. U.S. Department of Health, Education, and Welfare. Protection
of Environment. Subpart J—Test Procedures for Engine Exhaust
Emissions (Heavy Duty Diesel Engines). 36 FR 228, November 25,
1971, pp. 22470-22474.
3. Turk, Amos. Section and Training of Judges For Sensory Evaluation
of the Intensity and Character of Diesel Exhaust Odors. U.S.
Public Health Service Pub. No. 999-AP-32, 1967, 45 pp.
4. Coordinating Research Council, Inc. Oxygenates in Automotive
Exhaust Gas: Part I. Techniques for Determining Aldehydes by
MBTH Method. New York, 1967.
5. Environmental Protection Agency. Control of Air Pollution from
New Motor Vehicles and New Motor Vehicle Engines. Heavy-Duty
Engines. 37 FR 175, September 8, 1972.
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TABLE 1. - Baseline emissions and fuel consumption for diesel
engines used in the heavy duty engine project
(Averages include both initial and final baseline values)
Engine
number
15 „
16
17......
18
19......
20
21......
23rmode procedure
grams /bhp-hr
CO
5.54
1.06
3.37
3.79
5.29
4.20
3.29
HC
2.82
.32
1.70
2.60
4.37
3.05
.50
N02
8.46
5.20
16.5
13.2
7.26
15.0
7.98
Ib /bhp-hr
BSFC
0.446
.428
.472
.424
.510
.504
.452
Peak smoke,
pet opacity
15.2
2,2
2.7
9.0
11.5
8.5
Ilo7
13-mode procedure
grams /bhp-hr
CO
5.93
.93
7.94
4.53
5.93
4.48
4.39
HC
2.90
.26
1.62
2.32
4.41
2.62
.48
N02
8.27
4.93
15.9
14.0
7.41
15.1
8.50
Ib /bhp-hr
BSFC
0.445
.422
.476
.421
.504.
.490
.452
Comments
Average of
3 tests
Average of
2 tests I/
Average of
4 tests
Average of
3 tests
Average of
3 tests
Average of
3 tests
Average of
3 tests
\O
.I/The final baseline test was not included in the average because it was not representative due to the
fouling of the turbocharger caused by using EGR in the parametric study.
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30
TABLE 2. - Summary of results from engine No. 15 using
: a simplified 7-mode cycle . . ':'
Description of engine
adjustment and/or
accessory hardware
5 percent EGR
10 percent EGR
15 percent EGR
Emissions,
g/bhp-hr
CO
8.0
7.0
9.1
2.3
7.9
10.3
14.5
HC
3.1
3.6
6.5
1.7
3.1
2.8
2.9
NOX
8.5
4.9
4.3
9.3
5.7
4.3
3.4
BSFC,
Ib/bhp-hr
0.46
.50
.51
.46
.47
.47
.49
Peak smoke i/
pet opacity
15
17
18
14
22
32
48
I/Corresponds to smoke during the intermediate speed and full load mode.
TABLE 3. - The effect of aftercooling on emissions and fuel consumption
for selected engine modes (engine No. 16)
Mode
6
10
13
17
Speed,
rpm
1,600
1,600
2,200
2,200
Power ,
bhp
95
95
96
94
189
190
189
192
245
244
251
254
256
123
122
127
128
Inlet air
temperature ,
OF
138
135
130
114
203
190
155
150
273
239
188
154
150
161
155
150
145
Fuel
consumption,
Ib/bhp-hr
0.368
.395
.354
.387
0.391
.371
.370
.365
0.399
.395
.384
.380
.379
0.406
.406
.390
.391
Emissions,
g/bhp-hr
CO
0.38
.41
.45
.40
0.25
.34
.35
.28
0.23
.27
.29
.27
.42
0.45
.44
.45
.43
HC If
0.064
-
-
.18
0.060
-
.041
-
0.073
-
-
-
.050
0.12
-
-
.059
NOX
4.77
5.42
5.57
4.63
3.60
3.11
3.59
2.55
4.56
5.09
4.63
4.36
4.01
4.89
5.68
5.65
5.13
Smoke ,
pet opacity
7.0
1.1
3.3
1.5
2.0
1.1
7.0
4.4
2.0
1.1
3.3
2.2
3.5
2.0
1.1
2.2
4.5
^/Missing hydrocarbon values correspond
instrument malfunctioned.
to runs in which the hydrocarbon
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31
TABLE 4.
The effect of injection timing on emissions and fuel consumption
for selected engine modes (engine No. 16)
Mode
6
10
13
17
Speed,
rpm
1,600
1,600
2,200
2,200
Power,
bhp
94
101
189
203
245
250
123
125
Degrees of injec-
tion timing retard
from standard
0
5
0
5
0
5
0
5
Fuel
consumption,
Ib/bhp-hr
0.387
.400
0.391
.385
0.399
.411
0.406
.409
Emissions,
g/bhp-hr
CO
0.40
.36
0.25
.31
0.23
.30
0.45
.61
HC
0.18
.12
0.060
.050
0.073
.065
0.12
.11
NOX
4.63
3.93
3.60
3.70
4.56
4.71
4.89
4.80
Smoke ,
% opacity
1.5
.5
2.0
2.0
2.0
1.0
2.0
1.5
TABLE 5. - The effect of exhaust gas recirculation (EGR) on emissions
and fuel consumption for selected engine modes (engine No. 16)
Mode
6
10
13
17
Speed,
rpm
1,600
1,600
2,200
2,200
Power ,
bhp
94
92
86
189
184
183
172
245
237
234
231
228
123
119
111
% EGR
0
6.7
25.0
0
9.1
10.4
20.4
0
8.2
12.6
17.1
21.0
0
8.1
24.5
Fuel
consumption,
Ib/bhp-hr
0.387
.370
.384
0.391
.380
.382
.412
0.399
.401
.404
.411
.417
0.406
.420
.405
Emissions
g/bhp-hr
CO
0.40
.42
.46
0.25
.76
1.02
4.81
0.23
.43
.50
.72
1.02
0.45
.38
.48
Hd/
0.18
0.060
.062
0.073
.046
.043
.049
.054
0.12
.066
NO*
4.63
4.23
2.03
3.60
2.14
1.96
.81
4.56
2.70
1.84
1.53
1.17
4.89
3.50
2.31
Smoke ,
% opacity
1.5
8.0
11.0
2.0
12.0
11.0
34.0
2.0
4.5
4.5
7.0
11.0
2.0
4.5
6.0
jTMissing hydrocarbon values correspond to runs
instrument malfunctioned.
in which the hydrocarbon
-------
32
TABLE 6. -
Summary of results from engine No. 17 using
a simplified 7-mode -cycle
Description of engine
adjustment and/or
accessory hardware
Experimental injectors:
1.7° retarded timing.....
5.1° retarded timing
Emissions,
g/bhp-hr
CO
12.1
8.1
13.7
15.2
15.2
HC
1.5
.80
.77
1.2
2.0
NOX
16.3
11.0
9.9
8.2
7.5
BSFC,
Ib/bhp-hr
0.51
.52
.52
.51
.53
Peak smoke I/
pet opacity
2
6
15
20
24
I/ Corresponds to smoke during the intermediate speed and full load mode.
2l Average of two tests.
TABLE 7. - Summary of results from engine No. 19 using
a simplified 7-mode cycle . ",
Injection
timing,
°BTC
26
28
30
32
34 (Std.)
Do.
Do.
Do.
36
Do.
Do.
Do.
38
40
42
44
EGR,
pet
0
0
0
0
0
5
10
15
0
5
10
15
0
0
0
0
Emissions,
g/bhp-hr
CO
7.8
7.2
6.4
6.3
6.7
7.3
8.1
10.5
7.8
9.1
10.4
12.9
10.4
13.0
17.2
22.5
HC
6.3
5.3
4.7
4.2
3.7
3.8
3.5
3.2
3.7
3.6
3.3
3.2
3.8
4.1
5.1
5.5
NO*
4.2
5.4
6.4
7.6
7.8
7.2
5.2
3.5
10.4
8.2
6.2
4.2
10.5
12.2
12.2
13.8
BSFC,
Ib/bhp-hr
0.55
.53
.52
.51
.52
.51
.52
.52
.50
.51
.52
.52
.52
.53
.54
.56
Peak smoke 1^
pet opacity
9
8
8
8
9
12
16
31
14
17
25
39
18
24
28
32
I/Corresponds to smoke during the intermediate speed and full load
mode.
-------
33
TABLE 8. - Summary of results from engine No. 20 using
a simplified 7-mode cycle
Description of engine
adjustment and/or
accessory hardware
Emissions,
g/bhp-hr
CO | HC | NOX
BSFC,
Ib/bhp-hr
Peak smoke I/,
pet opacity
ENGINE WITH STANDARD PUMP- AND NOZZLES
3° retarded timing
Aftercooling with 3°
retarded timing:
250° F maximum inlet
air temperature .........
200° F maximum inlet
150° F maximum inlet
6.3
6.2
5.7
5.7
5.0
3.2
2.7
2.7
2.8
3.0
14.5
11.3
10.2
9.8
8.7
0.51
.53
.52
.51
.51
9
12
13
13
10
ENGINE WITH SPECIAL PUMP AND NOZZLES
4.0
3.8
1.7
1.7
14.5
11.9
0.51
.52
7
8
I/ Corresponds to smoke during the intermediate speed and full load mode.
-------
34
TABLE 9, - Summary of emlsalona and fuel consumption for baselines and eanbinatlon of parameters tests
Combination of
parameters Nos.
Description of engine adjustment
and /or accessory hardware
for dlesel engines
2 3 -mode cycle
finis B Ions,
a/bhp-hr
CO I HC I N09
BSFC,
Ib/bhp-hr
Peak smoke,
X opacity
13 -mad A
Emissions,
3/bhp-hr
HC I N02
BSFC,
Ib/bhp-hr
vcle
Aldehydes.
g/bhp-hr
Odor
intensity,
DZ units
Lug -down
smoke,
X opacity
ENGINE NO. 15
1
2
3
Standard timing, 10 pet EGR, Engelhard
catalyst, (EGR cut off during modes
3" retarded timing, 5 pet EGR, Engelhard
catalysts, (EGR cut off during modes
3° retarded timing, 10 pet EGR, Engel-
hard catalysts, (EGR cut off during
modes 10 and 13 of the 2 3 -mode cycle).
2.06
2.43
1.24
1.80
5.36
4.69
3.65
.453
.472
18.2
5 93
1.73
1.89
1.93
2 90
1.22
1.78
1.79
6.24
4 97
4.18
.454
.453
.476
0 23
.16
29
.20
4 3 I/
3.6 I/
4.0 I/
14.0
ENGINE NO. 16
1
2
3
4
Standard timing, 10 pet EGR, no after-
Standard timing, 10 pet EGR, 150* F
5* retarded timing, 10 pet EGR, no
5" retarded timing, 10 pet EGR, 150* F
1.06
1.09
.99
1.51
1.88
0.32
.37
.23
.34
.76
5.20
3.33
3.07
3.04
2.54
0.428
.421
.414
.447
.436
2.2
17.5
13.0
12.0
8.2
0 >3
1.20
1.02
1.58
1.68
0.26
.28
.20
.29
.64
4.93
3.13
2.98
2.78
2.44
0.422
.421
.414
.443
.430
0.082
.028
.021
.058
.107
4.6
1.9
2.8
4.5
S.9
6.9
17.5
20,9
10.0
6.S
ENGINE NO. 17
1
Baseline
Experimental Injectors, atandard timing.
3.37
1.99
3.74
1.70
.81
.96
16.5
10.4
8.04
0.472
.490
.482
2.7
5.5
20.4
7.94
5.45
9.78
1.62
.72
.88
15.9
10.5
7.91
0.476
.492
.491
0.088
.059
.125
4.2
3.4
4.3
2.8
4.5
18.2
ENGINE NO. 18
Baselln 3.79 2.60 13.2
4.53 2.32 14.0 0.421
ENGINE NO. 19
1
2
3
4
5
7
Standard timing, 10 pet EGR (EGR cut off
during modes 10 and 13 of the 23-mode
Standard timing, 15 pet EGR (EGR cut off
during modea 10 and 13 of the 23-aode
2" retarded timing, 10 pet EGR (EGR cut
off during modea 10 and 13 of the
2" retarded timing, 15 pet EGR (EGR cut
off during modea 10 and 13 of the
Standard timing, OOP catalyats
Standard timing, 10 pet EGR, UOP cata-
lyata, (EGR cut off during modea 10
and 13 of the 23-mode cycle)
5.29
6.32
5.59
6.60
.94
.91
4.37
2.85
3.62
3.81
.67
.69
7.26
5.25
4.47
4.49
3.53
8.10
5.43
0.510
.509
.531
.516
.539
.523
.532
11.5
12.7
20.9
8.8
19.8
13.8
15.4
5.93
5.71
6.01
5.68
6.05
.68
.68
4.41
3.22
2.85
4.12
3.79
.53
.55
7.41
6.41
6.00
5.95
5.30
8.47
6.80
0.504
.498
.512
.510
.520
.514
,520
0.23
.17
.23
.33
.33
.046
.065
4.5 I/
4.8 11
5.1 11
4. 7 \l
5.4 i/
2.6 I/
2.3 I/
12.5
11.7
11.7
10.1
10.1
14.0
13.4
ENGINE NO. 20
1
2
3
Baa e line
3° retarded timing, apeclal pump and
nozzle kit, 200* F aftercoollng
3* retarded timing, apeclal pump and
nozzle kit, 150* F aftercoollng
3" retarded timing, standard pomp and
4.20
3.67
3.57
3.77
3.05
2.12
1.95
2.86
15.0
10.1
9.86
8.15
0.504
.520
.524
.508
8.5
7.0
6.6
9.2
4.48
3.70
3.45
3.76
2.62
1.87
1.76
2.60
15.1
10.4
10.3
8.82
0.490
.502
.507
.495
0.14
.12
.13
.18
5.9
5.1
5.0
7.4
7.6
7.7
6.6
7.4
ENGINE NO. 21
2
3
,
2" retarded timing, turbocharger, and
2* retarded timing, turbocharger, and
standard fuel pump
1.46
1.28
1.34
.63
.59
.72
11.44
10.59
10.08
.448
.449
.458
3.6
3.6
1.51
1.37
1.35
.60
.53
.61
8.5
12.09
11.28
10.50
0.452
.441
.438
.446
0.082
.070
.042
.057
4.4
5.6
4.6
5.4
15.9
1.6
3.6
3.0
I/NOTE.- Odor Intensity determined with samples diluted 400:1 for engines 15 and 19, and 100:1 for all other engines
-------
TABLE 10. - Summary of baseline emissions (23-mode cycle) and fuel consumption for gasoline
engines (also comparison of composite cycle emissions with and without a
value for the motored mode
Data as generated in
this test program^/ — average
of initial and final
Data computed using an
estimated value2/ for emis-
sions during motored modes..
Engine No. 22
Emissions ,
g/bhp-hr
CO
33.1
33.4
HC
2.29
7.66
NO 2
9.52
9.60
BSFC,
Ib/bhp-hr
0.649
Engine No. 23
Ei
CO
40.6
41.6
nissions ,
i/bht>-hr
HC I/
2.85
8.30
NO?
9.59
9.58
BSFC,
Ib/bhp-hr
0.567
u>
Ol
I/Note due to limitation in dynamometer capability (i.e., power absorption only), data do not reflect
~~ emissions during closed throttle motored modes.
2/Estimated values for motored modes were: Engine No. 22 -- intermediate speed - 45, 760, and 10 g/hr
~ for CO, HC, and N0_,respectively; high speed - 60, 540, and 12 g/hr for CO, HC, and N0_, respectively;
Engine No. 23 — intermediate speed - 160, 840, and 10 g/hr for CO, HC, and N0~, respectively; high
speed - 160, 760, and 12 g/hr for CO, HC, and N0_, respectively.
-------
TABLE 11. - Summary of baseline emissions (9-mode cycle) for gasoline engines (also comparison
of composite cycle .emissions with and without a value for the motored mode
Data as generated in this test program I/ --
Data computed using estimated values 2/ for
Emissions
Enj
CO
46.4
50.4
Sine No. 22
HC
2.90
6.58
N02
8.12
8.12
g/bhp-hr
En
CO
35.0
40.0
Sine No. 23
HC
3.40
8.72
N02
9.95
10.02
I/ Note due to limitation of dynamometer capability (i.e., power absorption only), data do not
reflect emissions during the closed throttle mode.
"If Estimated emission values for the motored mode were: Engine No. 22 — 660, 540, and 10 g/hr
for CO, HC, and N02, respectively; and engine No. 23 — 280, 780, and 12 g/hr for CO, HC,
and NO-, respectively.
ON
-------
37
TABLE 12. - The effect of emission control parameters on emissions and
specific fuel consumption (23-mode cycle, engine No. 22)
Emissions, grams/bhp-hr
CO 1 HC
NO
X
BSFC,
Ib/bhp-hr
STANDARD BASELINE DATA
Initial
baselines ,
average
of
3
32.1
?
.28
9.6
0.
645
EFFECT OF AIR INJECTION
Air
pump pulley/drive pulley ratio
1.00
1.25
1.50
1.75
2.00
16.2
13.0
14.7
14.6
12.8
1.05
1.00
1.11
.98
1.02
10.6
9.2
10.8
10.6
8.9
0.634
.643
.655
.655
.648
EFFECT OF CATALYST
Standard without catalyst with air
Standard with catalyst with air injection.
13.0
1.6
1.00
.09
9.2
8.2
0.643
.662
EFFECT OF AIR-FUEL RATIO
Main
jet size, inches
0.052 (lean)
.054 Do.
.056 (initial baselines)
.058 (rich)
.060 Do.
8.1
14.9
32.1
61.8
151.3
4.70
1.31
2.28
2.83
4.31
7.2
8.5
9.6
7.7
4.4
0.744
.644
.645
.638
.663
EFFECT OF EGR
EGR, percent
0 (initial baselines)
5
8
10
12
15
32.1
34.6
37.3
42.2
34.3
32.8
2.28
3.29
2.97
3.45
3.43
2.87
9.6
5.9
5.1
4.1
4.2
4.3
0.645
.643
.650
.657
.664
.668
EFFECT OF IGNITION TIMING
Vacuum advance unit :
Modified unit No. 1
Modified unit No. 2
32.1
34.3
34.4
2.28
2.76
2.92
9.6
10.1
10 2
0.645
632
62fi
-------
38
TABLE 13. - The effect of emission control parameters on emissions and
specific fuel consumption (23-mode cycle, engine No.23)
Emissions, grams/bhp-hr
CO
HC '
N0x
BSFC,
Ib/bhp-hr
STANDARD BASELINE DATA
Initial baselines,
average of 3 tests.....
40.8
2.77
10.3
0.582
EFFECT OF AIR INJECTION
Air pump
pulley /drive pulley ratio
2.0
2.5
3.0
19.3
18.2
18.8
1.54
1.48
1.46
11.4
10.8
11.1
0.597
.596
.602
EFFECT OF CATALYST
Standard without catalyst with air
Standard with catalyst and air injection..
18.2
1.5
1.48
.15
10.8
9.5
0.596
.562
EFFECT OF AIR-FUEL RATIO
Main jet number
299 (lean) !_/
300 (initial baselines)
309 (rich)
64.9
40.8
112.0
3.80
2.77
4.40
9.0
10.3
5.8
0.583
.582
.611
EFFECT OF EGR
EGR, percent
0 (initial baselines)
5
5-7.5 21
5-10 or maximum EGR 3/
40.8
35.8
59.5
52.6
15 percent or maximum EGR 4/ 57 . 0
2.77
2.84
3.44
3.03
4.74
10.3
9.0
5.9
5.9
4.7
0.582
.574
.586
.576
.608
EFFECT OF IGNITION TIMING
Basic timing, ° ETC
5 (initial baselines)
2.5
0
-2.5
40.8
47.7
48.7
50.2
2.77
2.95
2.41
2.32
10.3
8.9
7.3
7.3
0.582
.606
.635
.662
I/Although the carburetor jets were sized to give a leaner than standard air-fuel
ratio in this test, the CO emission indicates that the air-fuel ratio was richer
than standard. This is caused by interaction of power enrichment jets at the
high power modes.
2/EGR was programmed .to increase linearly with engine load starting with 5 pet
EGR at 8 pet load and increasing to 7.5 pet at 82 pet load. EGR was cut off
during the following modes: Idle and 2, 92, and 100 pet load modes for both
speeds.
3/EGR was programmed from 5 to 10 pet similar to that described in footnote 2_/,
but at some modes the EGR valve would not deliver the required amount of EGR.
For those modes, the EGR valve was maintained wide open. The actual percents of
EGR for these modes are indicated in the 23-mode tables.
4/Fifteen pet EGR was used in all modes from 8 to 82 pet load except where
15 pet was not attainable due to limitation of flow through the EGR valve.
For modes with less than 15 pet EGR indicated, the EGR valve was wide open.
-------
TABLE 14. - Summary of emissions and fuel'consumption for baselines and combination ,of parameter" ••',-.''
tests .for gasoline engines
Combination
of parameter
No.
Description of engine
adjustment and/or
accessory hardware
23-mode cycle
Emissions,
g/bhp-hr
CO | HCl/ | NOV
BSFC,
Ib/bhp-hr
13-mode cycle
Aldehydes ,
g/bhp-hr
vo
ENGINE NO. 22
1 Standard timing, air injection, A/F--one step
lean, 15 pet EGR, and UOP catalysts.
2 Standard timing, air injection, A/F — one step
3 Standard timing, air injection, A/F--standard,
33.1
1.20
19.2
1.32
2.29
.14
.25
.09
9o52
6.15
3.93
5.70
0.649
.700
.689
.688
0.22
.023
.014
.012
ENGINE NO. 23
1 5° retarded timing, air injection, A/F — standard,
and 5.0-7.5 pet EGR 2^... „
2 Standard timing, air injection, A/F — standard,
3 5° retarded timing, air injection, A/F — standard,
5.0-7.5 pet EGR 2/, and UOP catalysts. . „ „
40.6
16.6
2.57
2.97
2.85
.75
.12
.14
9.59
4.76
5.79
5.42
0.567
.571
.555
.604
0.26
.26
.030
.065
\J Note composite hydrocarbon values in the table do not include any contribution from the motored modes.
2/ EGR was programmed to increase linearly with engine load starting with 5 pet EGR at 8 pet load and increasing to
7.5 pet at 82 pet load. EGR was cut off during the following modes: 'Idle-and 2, 92, and 100 pet load modes
for both speeds'^ - • ---•-.-
-------
RECIRCULATED
EXHAUST GAS
EXHAUST GAS COOLER
AND DAMPER
FIGURE 1. - Typical Exhaust Gas Recirculation System Used for Diesel Engine Tests
-------
AFTERCOOLER
INLET ' I
FIGURE 2. - Typical Aftercooling Setup Used in Diesel Engine Tests
-------
(•I Flow meters
Probe
Bubbler for
RCHO sample
Filter
Pump
C02
NDIR
rierite
lolurnn
Chemiluminescent
Detector
Cal
Pressure
Regulator
Exhaust
1. Water trap maintained at 32° F
2. Sample line:
a. Heated portion - Stainless steel at 350°F -- total length of stainless steel
b. Unheated portion - Teflon
3. Probe: 1/4" O.D. stainless steel
4. Total sample flow « 30 cfh
5. FID - heated (oven temperature « 400°F) , vacuum type
20 feet
FIGURE 3. - Schematic of Exhaust Sampling and Analytical
System Used in Diesel Engine Tests
-------
43
1.700 RPH
2,000
1,300
1,000
2,000
1,000
1,000
2.800 nm
• Initial Baseline No. 1
O Initial Baseline No. 2
A Final Baseline
I I
30 60 90 120
I I
50 100 150 200 250
800
600
30 60 90
J
150
I I
50 100 ISO 200
°
2.0001—
1,500-
1,000 —
500 —
60 90
POWER, bhp
120 150
2,000i—
1,500
1,000
I I
50 100 150
POWER, bhp
200 250
FIGURE 4. - Emissions as a Function of Power Output
for Engine No. 15 (Baseline Tests)
-------
44
1.600 RPM
2.200 RPH
• Initial Baseline No. 1
O Initial Baseline No. 2
& Final Baseline
80 120 160 200
J I
59 100 150 200 250
40 80 120 160 200
100 150 .00 250
1,200 —
1,600 |—
1,200
I I
I I
100 150
POWER, bhp
FIGURE 5. - Emissions as a Function of Power Output
for Engine No. 16 (Baseline Tests)
-------
45
6,000l—
4,500 —
3,000 —
1,500
2.100 RPM
6,000
4,500
3,000
1,500
• initial Baseline No. 1
OInittal Baseline No. 2
A Final Baseline No. 1
O Final Baseline No. 2 •
80 120 160 200-
120 180 240 301
I I I I I
TtQ 80 120 160 200
__ -«» «
~~-wv—-~
60 120 IBU <£4U JUU
4,000
80 120
POWER, blip '
160 200
4,000
3,000
2,000
1,000
J I I I
60 120 180 240 30'
POWER, bhp
FIGURE 6. - Emissions as a Function of Power Output
for Engine No. 17 (Baseline Tests)
-------
1.260 RPM
2,0001—
2,000
1,500
1,000
2.100 RPM
• Initial Baseline No. 1
O Initial Baseline No. 2
A Final Baseline
I I I
50 100 150 200
250
g 200
I I
50 100 150 200 250
200
50 100 150 200 250
3,200 |—
2,400
1,600
50 100 150
POWER, bhp
200 ' 250
3,2001—
2,400—
100 150
POWER, bhp
200 250
FIGURE 7. - Emissions as a Function of Power Output
for Engine No. 18 (Baseline Tests)
-------
47
2.200 RPH
l.OOOi—
750
a SOO
I : I
30 '0 ' 90 120 150
3.000 RPM
1,000 i—
• Initial Baseline No. 1
O Initial Baseline No. 2
A Final Baseline
120 160 200
1,600
1,200
1,600 i—
1,200
120 150
120 160 200
1,200 ,—
1,200 i—
60 90
POWER, bhp
120 150
80 120
POWER, bhp
160 200
FIGURE 8. - Emissions as a Function of Power Output
for Engine No. 19 (Baseline Tests)
-------
48
2,000.—
1,500
» 1,000
8
500
2,000
1,500
1,000
60 120 180 240
300
• Initial Baseline No. 1
O Initial Baseline No. 2
& Final Baaellne
60 120 180 240 300
J I
120 ISO 240 500
T20 1807 ZftO
6,000
4,500
3,000
1,500
J I
120 180
POWER, bhp
240 300
6,0001—
4,500
3,000
1,500
120 180
POWER, bhp
240 300
FIGURE 9. - Emissions as a Function of Power Output
for Engine No. 20 (Baseline Tests)
-------
49
2,4001—
1,800
1,200
1.500 RPM
2,400
1,600
1,200
2.100 RPH
• Initial Baseline Ho. 1
O Initial Baseline No. 2
& Final Baseline
40 80
120 160
I I
50 100 ISO 200
250
40 80
160 200
100 150 200 250
2,800
2,100
1,400
40 80
120 • 160
2,800
2,100
1,400
POWER, bhp
100 150 200
POWER, bhp
FIGURE 10. - Emissions as a Function of Power Output
for Engine No. 21 (Baseline Tests)
-------
50
X Engine No. 15
O Engine No. 16
A Engine No. 17
D Engine No. 18
• Engine No. 19
A Engine No. 20
• Engine No. 21
la
oo u
-B
CO, g/bhp-hr
13-MODE CYCLE
HC (IB CH2), g/bhp-hr.
13-MODE CYC1E
NO (as N02), g/bhp-hr
13-MODE CYCLE
FIGURE 11. - Comparison of Emission Between the 13-Mode and 23-Mode Cycle
Procedures (Data from Baseline and Combination of Parameter Tests)
-------
51
50
40
u
cd
§* 30
20
i
10
o Peak smoke
pBSFC, cycle average
10 o
•5-
H
CO
U
CO
pq
H
W
CO
<
.s
CJ
2
-5
15
10
60
A
CO
o
M
CO
CO
0.,
O CO
A HC (as CH2)
a N0 (as N02)
I
3 6
INJECTION TIMING, "retarded from standard
FIGURE 12. - Emissions, Smoke, and Fuel Consumption as a Function
of Injection Timing Retard (Composite Results from
a Simplified 7-Mode Cycle for Engine No. 15)
-------
52
50
40
•H
O
fl)
§• 30
§ 20
w
10
O Peak smoke
o BSFC, cycle average
10 g
0,
En
co
pa
w
en
u
- 5
10
15
12
60
O
M
M
CO
O CO
^ HC (as CH2)
0 N0x(as N02)
10
15
EGR,
FIGURE 13. - Emissions, Smoke, and Fuel Consumption as a Function
of EGR (Composite Results from a Simplified 7-Mode
Cycle for Engine No. 15)
-------
53
30
o
cfl
20
10
o Peak smoke
D BFSC, cycle average
# Standard injectors
10
a
PQ
W
a
H
- 5
15 -
JC
D.
60
§
H
Cfl
CO
10
OCO
DHC (as CH2)
^NO (as N02)
Standard '
injectors
INJECTION TIMING, "retarded from standard
FIGURE 14. - Emissions, Smoke, and Fuel Consumption as a Function
of Injection Timing Retard (Composite Results from
a Simplified 7-Mode Cycle for Engine No. 17
using Experimental Injectors)
-------
54
•u
•I-l
u
g.
o
5-s
i
CO
30
20
10
O Peak smoke
D BSFC, cycle average
0.57
0.56
0.55
0 54
0.53
0.52
0.51
a.
24 26 28 30 32
36 38 40 42 44
a
00
CO
§
M
CO
CO
16
12
0
O CO
Q HC (as CH2>
ANOX (as N02)
I I I I I
24 26 28 30 32 34 36 38 40 42 44
INJECTION TIMING, °BTC
FIGURE 15. - Emissions, Smoke, and Fuel Consumption as a Function
of Injection Timing Retard (Composite Results from
a Simplified 7-Mode Cycle for Engine No. 19)
-------
55
•H
U
tfl
O.
O
a
i
to
30
20
10
o Peak smoke
o BFSC, cycle average
15
S
H
CO
10 §
o
pn
CO
PQ
o
- 5
10
15
20
I
a
60
CO
§
M
CO
CO
12
O CO
a HC (as CH2)
A NO (as N02>
10 15
EGR, %
20
FIGURE 16. - Emissions, Smoke, and Fuel Consumption as a Function
of EGR (Composite Results from a Simplified 7-Mode
Cycle for Engine No. 19 with Standard Injection Timing)
-------
56
.15
o
0
.53
O
cd
10
.52
.c
&
g
w
pq
.50
150
200
250
i
OH
00
CO
§
H
CO
co
15-
10
0
O CO
A HC
O NO
x
-6-
150
200
250
INTAKE AIR TEMPERATURE AT FULL LOAD AND RATED SPEED, °F
FIGURE 17. - Emissions, Smoke, and Fuel Consumption as a Function
of Aftercooling Temperature (Composite Results from
a Simplified 7-Mode Cycle for Engine No. 20 with
Injection Timing Retarded 3° from Standard)
-------
57
1,700 RPM
2.800 RPM
2,000
1,500
"3, 1,000
500
g*" 400
• Baseline
O Combination No. 1
X Combination No. 2
a Combination No. 3
•60 90
POWER, bhp
2,000
1,500
1,000
400
60 90 120 150 0
500
120 150 0
150
50 100 150
POWER, bhp
250
50 100 150 200 250
200 250
FIGURE 18. - Comparing Emissions from Baseline and Combination of
Tests for Engine No. 15 (Emissions as a
Function of Power Output)
-------
58
1.600 RPM
2.200 RPM
300
200
100
0
140
105
0
1,200
9 Baseline
O Combination No. 2
x Combination No. 3
a Combination No. 4
120
40 80 1?0 160
80 120
POWER, bhp
400
300
200
100
200 0
140
105
200 0
1,200
600
200 0
50
50
100
100
150 200
150
100 150
POWER, bhp
200
200 250
FIGURE 19. - Comparing Emissions from Baseline and Combination of Parameter
Tests for Engine No. 16 (Emissions as a
Function of Power Output)
-------
59
1.200 RPM
2.100 RPM
7,000
5,250
3,500
1,750
0
300
5 150
3,000 -
2,000
1,000 -
7,000
5,250
3,500
1,750
• Baseline
O Combination No. 1
« Combination No. 2
40 80 120 160 200 0
300
40 80 120 160 200 0
4,000
3,000
2,000
1,000
160 200 0
60 120 180 240 300
60 120 180 240 300
80 120
POWER, bhp
60
120 180
POWER, bhp
240 300
FIGURE 20. - Comparing Emissions from Baseline and Combination
of Parameter Tests for Engine No. 17 (Emissions as
a Function of Power Output)
-------
60
2.200 RPM
3.000 RPM
1,000
750
500 -
• Baseline
O Combination No. 2
Combination No.
X Combination No. 7
30 60 90 120 150 0
40 80 120 160 200
30 60 90 120 150 0
60 90
POWER, bhp
80 120
POWER, bhp
FIGURE 21. - Comparing Emissions from Baseline and Combination
of Parameter Tests for Engine No. 19
(Emissions as a Function of Power Output)
-------
61
1.400 RPM
2,400 RPM
2,000
1,500
oo 1,000
8
500
0
560
140
0
5,000
3,750
b
ji
eo
o" 2,500
-------
62
1.500 RPM
2.100 RPM
2.000
1,500
b
.c
"oo 1,000
8
500
• Baseline
o Combination No. 1
x Combination No. 2
£ Combination No. 3
80
3,500
2,625
i 1,750
875
50
50
150
100 150
POWER, bhp '
2,000
1,500 '
1,000 -
500 -
200 250 0
160
120
80
50 100 150 200 250 0
3,500
2,625
1,750
875
250 0
60 120 180
60
120 180
POWER, bhp
240
240
300
60 120 180 ' 240 300
300
FIGURE 23. - Comparing Emissions from Baseline and Combination
of Parameter Tests for Engine No. 21
(Emissions as a Function of Power Output)
-------
63
15
f.
I
co
3
o
CO
CO
10
AIR INJECTION
I
I
I
I
I
10
-5
1.00 1.25 1.50 1.75 2.00
AIR PUMP PULLEY/DRIVE PULLEY RATIO
150
15
100
60
CO
2
o
H-l
CO
CO
L 10
x
o
•n
e
cti
50
AIR-FUEL RATIO
10
-5
.052 .054 .056 .058
' CARBURETOR MAIN JET SIZE, inches
.060
FIGURE 24. - The Effect of Air Injection and Air-Fuel Ratio
on Fuel Consumption (Engine No. 22, 23-Mode Procedure)
-------
64
o-
60
co
I
en
co
H
S
w
15
- . 10
- 5
- 0
H
en
O
fe
co
W
CO
o
H
B-S
EGR,
30
£
•g 20
^.4
60
•N
CO
E5
0
M
1 10
n
mrm
~
••M
D Standard
Q Air injection
^
(2 Air injection + catalyst
XX
y
7:
, ,
KZ/J
V?
*/ *
Ax
v'-
10 §
O
% INCREASE
CO
HC
NO
X
BSFC
FIGURE 25. - The Effect of EGR and Catalysts on Emissions
and Fuel Consumption (Engine No. 22, 23-Mode Procedure)
-------
65
60
^
x:
|
xi* 40
^
60
•\
co
12
O
M
CO
H 20
PH i. \y
0
40
M
i
a
•*^
IISSIONS, g,
IS3
0
f-t
w
— '
^
-
•
y
/
/
f
f
/
f
y
/
/
^
1
^
^
^
*
/
^
#
^
^
^
^
^
^
\
\
^
.
^
D Standard
0 5 7» EGR""
05 - 7.5 70:'EGR
D 5 - 10 7o EGR
• 15 7, or max. EGR
_
•
1
H
^i
^i
^i
^_^B
jdfl
i
ITL
I^^TsJ^^B ^\r 1
I r-*vi ^ ^vi -^
D Standard
Q Air injection
D Air injection + catalyst
-
Hi
£•> .':::
g
•10 Q
a
IS
co
g
1
,
u
S 'FiT i
.to
[3
M
w
CO
0 I
\J CJ
H
^s
-5
10 Q
OS,
Q
CO
E
o
j ' '• fTj
u
fe
CO
PQ
a
H
w
0 . M
<
§
r ^
u
z
CO
HC
NO
BSFC
FIGURE 26. - The Effect of EGR and Catalysts on Emissions
and Fuel Consumption (Engine No. 23, 23-Mode Procedure)
-------
66
•C
I
O.
60
A
OT
o
M
co
- io §
- 5
- 0
-5
2.5 0
INJECTION TIMING, °BTC
-5
H-
co
I
PQ
a
w
en
u
55
FIGURE 27. - The Effect of Basic Ignition Timing on
Emissions and Fuel Consumption
(Engine No. 23, 23-Mode Procedure)
-------
67
1.200 RPM
8,000
6,000
4,000
2,000
0
300
• Baseline
o Combination No. 1
X Combination No. 2
6 Combination Ho. 3
g 150
0
1,000
12 24 36 48
8,000
12 24 36 48
60 0 20 40 60 80 100
20 40 60 80 100
1,000
48 60 0
POWER, hhp
40 60
POWER, bhp
80 100
FIGURE 28. - Comparing Emissions from Baseline and Combinations
of Parameter Tests for Engine No. 22
(Emissions as a Function of Power Output)
-------
68
1,200 RPM
2,300 RPM
4,000
3,000
2,000
1,000
e Baseline
0 Combination No. 1
x Combination No. 2
a Combination No. 3
4,000
20 30
POWER, bhp
40 60
POWER, bhp
FIGURE 29, - Comparing Emissions from Baseline and Combinations
of Parameter Tests for Engine No. 23
(Emissions as a Function of Power Output)
-------
69
APPENDIX A. — BASELINE DATA FOR HEAVY DUTY DIESEL
ENGINES WITH PARAMETERS ADJUSTED '
TO MANUFACTURERS' SPECIFICATIONS
(23-MODE CYCLE)
-------
TABLE A-l INITIAL BASELINE TEST NO. 1 FCR ENGINE KC. 15.
MODE
1
2
3
4
5
6
7
6
9
10
11
12*
13
14
15
16
17
18
15
20
21
22
23*
ENGINE C
SPEtC
RPM
525
170C
170C
170C
1700
1700
1700
1700
1700
1700
525
2600
2600
2800
2800
2600
2800
2800
2800
2800
525
16SERVEO (
POWER
BHP
0.4
2.8
12.3
28.2
38.5
77. C
112.6
123.3
137.2
IAS. 2
0.3
209.0
194.1
173.3
157.3
101.8
53.3
38.4
15.5
2.1
0.1
EXHAUST
FLOW
L8/HR
399
1G82
116C
1161
1157
1122
1123
1121
1125
1122
371
1685
1669
1647
1642
1618
1611
1613
1612
1618
373
FUEL
FLOW f
LB/HR (
1.4
7.1
9.9
15.6
18.2
28.0
35.3
45.1
50.5
54.6
1.7
£6.0
80.4
69.0
63.3
44.5
27.9
24.5
23.1
19.1
C.8
SMOKE
>ERCENT
3PAC1TY
0.5
0.0
0.5
0.5
0.5
1.0
1.5
1.5
4.5
15.0
0.5
14.0
9.0
6.0
3.0
1.0
0.5
0.5
0.5
0.5
0.5
CC
PPf
536
829
826
681
532
242
131
202
509
1759
458
2187
1582
730
487
415
644
780
1146
1220
431
HC
PPMC
740
845
770
760
690
800
820
650
740
410
760
140
280
540
700
780
700
770
1060
1340
820
NOX*
PPM
210
161
256
445
589
1025
1452
1550
1560
1465
235
1282
1317
1249
1168
836
526
417
244
179
194
* CO
GM/HR
93.7
393.3
419.9
346.4
270.0
119.0
89.0
99.1
251.1
865.4
74.5
1615.2
1157.3
527.1
350.8
294.3
455.2
551.7
809. 4
865.6
70.5
HC
GM/HR
64.9
201.2
196.5
194.1
175.6
197.5
202.5
160.4
163.1
101.2
62.1
51.9
102.8
195.7
252.8
277.6
248.1
273.3
375.9
477.1
67.3
N02
GM/HR
60.4
125.8
213.7
371.7
491.0
628.0
1173.5
1251,5
1263*9
1183.7
62.8
1555.2
1582.3
1481.9
1380.3
976.4
610,7
484.5
282.8
208.3
52.2
==23 MODE CYCLE COMPOSITE"
BSCO 5.65 GM/BHP-HR
8SHC 2.54 GN/8HP-HR
8SN02 9.74 GM/BHP-HR
8SFC C.436 LB/BHP-HR
* ENGINE NOT TESTED IN MOTORED MOOES
** NOX FOR THIS TEST WAS MEASURED BY NDIR AND NOL'V,
PAX
CCNCITIGNS==
BAROMETER 738.5 MMHG
HUMIDITY 45 GRAINS/LB
MAX. INLET RESTRICTION 25.0 "K20
, EXHAUST BACK PRESSURE 37.4 "1-20
INLET AIR TEMP. RANGE 67F - 64F
MAX. EXHAUST TEMP. 13COF
-------
TABLE A-2 INITIAL BASELINE TEST NO. 2 FOR ENGINE NC. 15,
KCDE
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
ENGINE C
SPEEC
RP«
550
1700
1700
1700
1700
1700
1700
1700
1700
1700
550
2800
2800
2800
2600
2SOO
2800
2800
2800
2800
550
JBSERVED i
POWER
BHP
0.5
2.9
12.3
27.5
58.3
76.4
114.6
125.3
140.8
152.1
0.5
210.6
193.5
172.7
157.8
105.C
52.8
37.9
17.1
1.3
0.0
EXHAUST
FLOW
L8/HR
382
1C96
1097
1106
1107
1102
1124
1127
1127
1132
380
1677
1651
1638
1633
1622
1612
1614
1567
1566
380
FUEL
FLOW f
LB/HR (
2.5
9.8
11.5
16. C
24.5
30.0
45.0
48.0
52.0
57.0
2.5
86.0
75.0
67.5
62.5
46.0
31.0
28. C
23.5
19.5
2.5
SMOKE
'ERCENT
iPACITY
1.1
1.1
1.1
1.1
1.1
1.1
1.7
2.2
5.5
15.4
1.1
14.3
8.8
6.6
5.5
2.8
2.2
2.5
2.2
1.3
1.6
CO
PPf
436
813
776
714
427
310
209
229
462
1265
426
1964
1150
611
470
426
728
831
1163
1193
436
HC
PPMC
667
915
798
755
733
605
827
813
928
580
755
261
493
682
856
915
850
973
1335
1700
944
NOX
PPM
165
128
185
309
603
603
1157
1206
1236
1162
155
1118
1142
1069
1001
722
413
298
181
119
134
CO
GM/HR
73.1
390.5
373.4
346.2
207.0
149.5
102.9
112.9
228.0
627.7
71.0
1443.8
832. 0
439.0
336.6
302.5
514.5
623.1
799.2
820.2
72.6
HC
GM/HR
56.1
220.6
192.7
183.6
178.5
195.1
204.4
201.5
230.1
144.5
63.1
96.3
179.0
245.7
307.5
326.4
301.4
345.5
460.3
586.5
78.9
NO 2
GM/HR
45.5
100.7
146.1
245.7
480.3
637.2
936.3
978.1
1003.0
947.4
42.4
1349.8
1357.6
1260.1
1177.0
843.1
479.7
346.0
204.6
133.8
36.6
==23 MODE CYCLE CCMPCSITE==
BSCO 5.1C GM/BHP-HR
BSHC 2.88 GM/BHP-HR
BSN02 7.87 GM/BHP-HR
BSFC 0.446 LB/BHP-HR
ENGINE NOT TESTED IN MOTORED MODES
==TEST CONDITIONS^
BAROMETER 747.0 MMHG
HUMIDITY 47 GRAINS/LB
MAX. INLET RESTRICTION 23.5 "H2O
MAX. EXHAUST BACK PRESSURE 30.5 "K20
INLET AIR TEMP. RANGE 68F - 79F
WAX. EXHAUST TEMP. 1358F
-------
TABLE A-3 FINAL BASELINE TEST FCR ENGINE NG. 15.
MGOE
1
2
3
4
5
6
7
e
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
ENGINE t
SPEED
RPM
550
1700
1700
1700
1700
1700
1700
1700
1700
1700
550
2600
2800
2600
2800
260C
2800
2800
2800
2600
55C
OBSERVED {
PGfeEK
8 HP
0.4
2.9
12.0
27.2
33.7
75.7
113.3
122.4
137.6
151.2
0.4
2G9.C
190.3
169.5
156.7
104.5
52.2
37.6
16.5
4.0
0.2
EXHAUST
FLCU
LB/HR
386
1C99
1105
lies
1106
1119
1126
1131
1137
1143
386
1697
1693
1679
1675
1654
1643
1640
1636
1628
383
FUEL
FLOW (
LB/HR (
2.5
10.0
12.0
16.0
17.0
30.0
42.0
45.0
51.0
57.0
2.5
85.5
75.5
67.5
63.0
47.0
31.5
28.5
24. C
21.0
2.5
SMOKE
'ERCEKT
jPACITY
0.5
0.5
0.5
0.5
1.6
2.0
2.2
2.7
6.0
15.4
1.0
13.0
7.0
5.5
4.4
2.2
2.0
2.0
2.0
2.0
2.0
CC
PP*
496
889
863
781
669
293
183
202
410
1396
496
1834
1174
623
500
481
900
1226
1373
1425
436
HC
PPMC
745
1045
950
875
800
828
875
780
865
495
742
181
418
608
760
856
913
1093
1590
2015
970
f\CX
PPM
158
123
184
303
378
758
1161
1239
1179
1097
160
1073
1098
1008
945
665
361
265
170
119
148
CO
GW/HR
84.0
428.5
420.6
379.8
324.6
143.7
90.3
100.0
204.0
699.3
84.0
1364.7
871.1
458.6
366.8
348.7
648.6
881.6
984.4
1016.4
73.3
HC
GM/HR
63.3
252.7
230.9
213.5
194.7
203.9
217.1
194.0
216.3
124.4
63.0
67.6
155.7
224.6
280.0
311.4
330.1
394.4
572.2
721.5
81.8
NO 2
GM/HR
43.9
97.2
146.4
241.9
301.1
611.0
942.9
1008.4
964.5
902.5
44.5
1311.7
1337.8
1219.4
1140.1
791.8
426,6
313.5
200.1
139.3
40.9
= 23 MODE CYCLE COMPOSITE"
BSCO 5.87 GH/BHP-HR
BSHC 3.05 GM/8HP-HR
BSN02 7.76 GM/BHP-HR
BSFC 0.455 LB/8HP-HR
* ENGINE NOT TESTED IN MOTORED MCDES
==TEST CONDITIONS^
BAROMETER 744.3 MMHG
HUMIDITY 75 GRAINS/LB
MAX. INLET RESTRICTION 26.0 «H20
EXHAUST BACK PRESSURE 27.2 RH20
IKLET AIR TEMP. RANGE 66F - 71F
MAX. EXHAUST TEMP. 1376F
-------
TABLE A-4 INITIAL BASELINE TEST NO. 1 FOR ENGINE NO* 16.
MODE
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
IB
19
20
21
22
23*
ENGINE OBSERVED fXHAUST
SPEED POWER FLOW
RP« 6HP LB/HR
550
1600
1600
1600
1600
1600
1600
1600
1600
1600
550
2200
2200
2200
2200
2200
2200
2200
2200
2200
550
0.2
3.7
15.2
33.8
47.2
94.4
141.7
155.4
173.6
188.9
0.2
247.1
227.5
202.7
185.1
123.6
62.0
44.4
19.7
5.0
0.3
440
1208
1210
1162
1166
1297
1452
1554
1727
1829
384
2574
2494
2327
2217
1824
1603
1594
1534
1530
372
FUEL SMOKE
FLOW PERCENT
LB/HR OPACITY
1.9
10.3
12.1
18.1
21.6
36.5
52.6
58.2
66.2
73.9
1.5
98.7
94.1
82.9
76.4
51.9
31.9
28.2
19.8
16.4
1.1
1.0
2.5
2.5
2.0
1.5
1.5
1.0
1.0
1.5
2.0
1.0
2.0
1.5
1.5
1.5
1.5
2.0
2.0
2.0
2.5
1.0
CO
PPM
589
324
260
145
119
70
56
55
55
64
516
50
50
50
50
66
110
135
195
249
559
HC
PPMC
315
115
85
70
67
58
42
40
35
30
890
38
35
32
32
38
50
50
67
80
600
NOX
PPM
43
75
114
244
328
495
499
516
548
573
73
663
664
601
594
522
341
275
170
121
70
CO
GM/HR
113.6
171.8
137.7
74.0.
61.0
39.6
35.9
37.7
41.8
51.4
86.8
56.1
54.4
51.0
48.7
52.7
77.5
94.3
130.9 .
167.3
91.2
HC
GM/HR
30.5
30.6
22.6
17.9
17.2
16.5
13.4
13.7
13.3
12.1
75.2
21.5
19.2
16.4
15.6
15.3
17.6
17.5
22.6
26.9
49. .1
N02
GM/HR
13.7
65.6
99.5
204.2
275.4
462*6
522.2
577.0
660.8
754.2
20.3
1228.2
1191.5
1007.2
948.1
685.4
393.3
315.5
167.5
132.8
18.7
==23 MODE CYCLE COMPOSITE"
6SCQ 1-07 GM/flHP-HR
8SHC 0.36 GM/BHP-HR
BSN02 5.26 GH/BHP-HR
6SFC 0.439 L8/BHP-HR
* ENGINE NOT TESTED IN MOTORED MODES
==TEST CONDITIONS"
BAROMETER 742.3 MMHG
HUMIDITY 53 GRAINS/LB
MAX. INLET RESTRICTION 29.0 "H20
MAX. EXHAUST BACK PRESSURE 36.0 "H20
INLET AIR TE«P. RANGE 64F - 78F
MAX. EXHAUST TEHP. 1090F
-------
TABLE A-5 INITIAL TEST NO. 2 FOR ENGINE NO-
MODE
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
ENGINE OBSERVED £XHAUST
SPEED POWER FLOW
RPM 8HP LB/HR
550
1600
1600
1600
1600
1600
1600
1600
1600
1600
550
2200
2200
2200
2200
2200
2200
2200
2200
2200
550
0.1
3.7
15.2
33.8
47.2
94.4
141.7
155.4
173.6
188.9
0.1
245.0
227.5
202.7
185.1
123.6
62.0
44.4
19.7
5.0
0.1
377
1130
1129
1135
1137
1253
1432
1537
1643
1695
372
2548
2473
2263
2153
1810
1591
1596
1533
1529
371
FUEL SHORE
FLOW PERCENT
LB/HR OPACITY
1.2
9.4
12.0
17.6
20.2
34.3
51.5
55.8
62.6
67.8
1.2
97*8
90.0
78.7
71.9
49.8
31.1
25.7
19.6
15.6
1.0
1.0
2.0
1.0
1.0
0.5
0.5
1.0
1.5
2.0
2.5
1.0
2.0
2.0
2.0
2.0
2.0
2.0
2.5
3.0
3.0
1.0
CO
PPM
591
315
246
149
123
77
65
60
60
83
528
55
55
56
56
74
123
153
218
273
592
HC
PPMC
330
110
78
63
65
54
41
35
32
25
280
34
32
31
31
40
50
55
70
93
580
NOX
PPM
45
80
125
245
344
521
502
524
548
554
69
666
670
600
563
521
331
251
152
106
64
CO
GM/HR
97.7
155.9
121.6
74.2
61.5
42.5
40.7
40.5
43.1
61.3
86.1
61.7
60.1
55.2
52.7
58.4
85.7
106.9
146.6
183.1
96.2
HC
GM/HR
27.4
27.4
19.4
15.7
16.3
14.9
12.9
11.8
11.6
9.3
22.9
19.1
17.4
15.4
14.7
15.9
17.5
19.3
23.6
31-3
47.3
N02
GM/HR
12.2
65.0
101.4
200.3
281.7
470.3
518.1
579.7
648.1
676.2
18.6
1222.7
1192.2
978.1
872.3
679.2
379. 1
288.6
167.5
117.1
17.1
=23 MODE CYCLE COMPOSITE"
BSCU 1.06 GM/BHP-HR
BSHC 0.28 GM/BHP-HR
BSN02 5.14 GM/8HP-HR
BSFC 0.418 LB/BHP-HR
ENGINE NOT TESTED IN MOTORED MODES
"TEST CONDITIONS*-
BAROMETER 742.0 MMHG
HUMIDITY 51 GRAINS/LB
MAX. INLET RESTRICTION 28.0 "H20
MAX. EXHAUST SACK PRESSURE 36.0 "H20
INLET AIR TEMP. RANGE 72F - 80F
MAX. EXHAUST TEMP. 1050F
-------
TABLE A-6 FINAL BASELINE TEST FOR ENGINE NG. 16.
MODE
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
15
20
21
22
23*
ENGINE OBSERVED EXHAUST FUEL SMOKE
SPEED POWER FLOh** FLOW PERCENT
RPM BHP LB/HR LB/HR OPACITY
550
16GO
1600
160C
1600
1600
1600
160C
1600
1600
55C
22CC
220C
2200
22GC
2200
2200
2200
2200
2200
550
0.1
3.7
14.6
32.6
45.4
90.8
135.9
148.7
166.6
181.3
0.1
242.9
224.1
199.4
182.2
121.5
60.7
43.6
19.3
4.6
C.I
355
978
981
1034
1C37
1101
1264
1320
1422
1525
352
2191
2076
1913
1801
1538
1372
1323
1320
1320
35£
2.8
9.5
12.2
17.8
20.8
34.5
51.0
57.0
62.5
70.8
2.5
98.5
88.5
79.0
71.5
49. C
30.5
26.0
19.5
15.5
2.5
1.1
2.0
2.2
2.2
2.2
3.0
3.8
4.0
5.5
6.8
2.2
3.3
4.4
4.4
4.4
4.4
4.3
5.5
5.0
4.6
2.2
CC
PP*
638
387
263
145
110
92
87
100
163
264
542
100
62
70
72
80
138
173
240
303
606
HC
FPMC
356
126
77
75
72
71
67
51
39
30
325
40
35
33
32
42
55
59
67
77
505
NGX
PPM
80
111
166
302
432
599
501
512
518
533
74
714
682
629
597
532
374
281
154
100
60
CO
GM/HR
100.5
166.0
113.2
65.6
50.1
44.2
46.2
57.9
101.8
176.2
83.7
95.7
74.6
59.0
56.5
54.2
83.3
100.2
138.7
175.2
95.1
HC
GM/HR
28.1
27.1
16.6
17.1
16.4
17.2
18.6
14.8
12.2
10.1
25.2
19.3
16.0
13.9
12.7
14.2
16.6
17.2
19.5
22.4
39.8
-------
TABLE A-7 INITIAL BASELINE TEST NO. 1 FOR ENGINE NC. 17.
MODE
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
ENGINE OBSERVED EXHAUST
SPEED POKER FLOW
gPM BHP L8/HR
500
1250
1220
1280
1260
1250
1250
1250
1200
1250
500
2100
2150
2150
2150
2150
2150
2150
2150
2150
500
0.0
C.2
13.9
32.7
A3. 2
85.7
129.7
140.4
150.8
167.8
0.0
255.9
241.5
214.9
196.5
131.0
65.5
47.1
20.5
4.9
O.C
864
2224
2172
2277
2260
2221
2232
223C
2131
2163
896
3783
3863
3841
3905
3869
3823
363C
3823
3831
858
FUEL SMOKE
FLOW PERCENT
LB/HR OPACITY
4.5
10.0
14.5
20.0
23.5
35.5
53.0
58.0
63.5
74.0
3.5
110.0
105.0
95.0
87.0
63.0
41.0
36.5
29.5
24.5
4.0
0.5
0.5
0.5
0.5
0.5
0.5
0*5
1.0
1.5
2.0
1.0
1.5
1.0
0.5
0.5
0.5
0.5
0.5
0.5
0.5
0.5
CO
PPK
236
285
226
158
118
121
102
281
2825
6509
249
1021
500
204
119
61
66
75
96
119
218
HC
PPMC
182
187
168
168
164
183
150
171
164
145
136
164
159
159
150
150
150
159
168
187
173
MOX
PPM
186
138
255
411
534
990
1564
1618
1417
1132
186
1364
1368
1271
1151
753
410
344
254
197
201
CO
GM/HR
89.2
278.2
215.1
157.8
118.4
117.7
99.6
274.8
2638.5
6228.8
97.8
1692.8
847.2
343.6
204.2
103.3
109.8
125.2
161.7
200.6
82.0
HC
GM/HR
34.6
91.5
80.3
84.1
82.3
89.4
73.6
83.9
76.9
69.6
26.8
136.5
135.1
134.4
128.9
127.7
126.2
134.0
141.3
157.6
32.7
N02
GM/HR
115.8
221.0
398.2
674.4
876.8
1582.5
2513.4
2597.8
2173.9
1779.7
119.7
3768.5
3803.3
3515.9
3236.3
2099.0
1127.9
948.5
699.6
543.7
124.0
3 MODE CYCLE COMPOSITE'
BSCO 3.20 GM/BHP-HR
8SHC 1.12 GM/BHP-HR
BSN02 17.54 GM/BHP-HR
8SFC 0.492 LB/BHP-HR
* ENGINE NOT TESTED IN MOTORED KCDES
**TEST CONDITIONS"
BAROMETER 739.5 MMHG
HUMIDITY 64 GRAINS/LB
MAX. INLET RESTRICTION 12.0 "1-20
MAX. EXHAUST BACK PRESSURE 61.0 "H20
INLET AIR TEMP. RANGE 87F - 96F
MAX. EXHAUST TEMP. 830F
-------
TABLt A-3 INITIAL BAsEHNE
NO. 2 FOR ENGINE NO*
MODE
1
2
3
4
5
4>
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
ENGINE OBSERVED EXHAUST
SPEED POWER FLOW
RPM BHP LB/HR
500
1250
1200
1250
1250
1250
1225
1250
1250
1250
475
2100
2125
2125
2150
2125
2125
2125
2125
2125
475
0.0
2.9
13.3
32.8
41.6
83.3
122.5
140.4
153.7
172.5
0.0
271.9
252.9
225.8
208.8
137.6
68.6
48.6
20.2
6.1
0.0
837
2221
2165
2208
2225
2282
2193
2230
2200
2257
842
3800
3881
3870
3890
3889
3867
3874
3879
3837
834
FUEL SMOKE
FLOW PERCENT
L8/HR OPACITY
4.0
10.5
12.5
18.5
21.0
34.5
47.5
55.0
61.0
75,0
3-5
112.0
105.0
94.0
89.0
64.0
42.0
36.5
28.5
24.0
4.0
0.5
0.5
0.5
0.5
0.5
0.5
0.5
0.5
0.5
2.0
0.5
1.5
1.0
1.0
1.0
0.5
0.5
0.5
0.5
0.5
0.5
CO
PPM
258
306
254
204
119
52
64
158
620
3986
249
1247
591
200
150
73
83
87
119
128
222
HC
PPMC
268
261
240
225
225
225
218
225
254
170
225
233
225
211
219
205
225
240
254
261
268
NOX
PPM
172
153
241
420
517
934
14,72
1613
1640
1527
167
1400
1361
1256
1155
744
413
341
240
186
192
CO
GM/HR
94.8
298.0
241.4
196.9
115.7
52.3
61.6
154.1
597.4
3943.8
91.8
2077.5
1005.6
340.1
255.2
125.2
140.9
148.3
202.7
215.9
81.1
HC
GM/HR
49.3
127.6
114.3
109.3
110.1
112.9
105.2
110.4
122.9
84.4
41.7
194.8
192.1
179.6
187.4
175.4
191.4
204.6
216.8
220.3
49.2
N02
GM/HR
103.7
244.0
375 .,1
667.7
827.4
1534.7
2324.4
2590.3
2597.0
2481.3
101.5
3829.6
3801.4
3498.4
3235.9
2084.2
1150.0
951.6
669.8
514.9
115.2
=*23 MODE CYCLE COMPOSITE'*
BSCO 3.37 GM/8HP-HR
BSHC 1.52 GM/BHP-HR
8SN02 16.76 GM/BHP-HR
BSFC 0.470 LB/BHP-HR
«AX
ENGINE NOT TESTED -IN MOTORED MODES
CONDITIONS**;
BAROMETER 740.9 MMHG
HUMIDITY 72 GRAINS/LB
MAX. INLET RESTRICTION 12.0 "H20
, EXHAUST BACK PRESSURE 61.0 "H20
INLET AIR TEMP. RANGE 76F - 88F
MAX. EXHAUST TEMP. 833F
-------
TABtE A-9 FINAL
TEST NO. 1 FOR ENGINE NO*
ENGINE OBSERVED £XHAUST
SPEED POWER FLOW
hUOE RPK BHP LB/HR
1
2
3
4
5
6
7
6
9
10
li
13
14
15
16
17
18
i'j
20
21
22
500
1200
1250
1250
1200
1200
1200
1250
1200
1200
500
2100
2100
2100
2150
2150
2150
2150
2150
2150
500
0.0
3.4
13.8
33.8
43.9
85.0
128.6
146.4
157.2
166.8
0.0
269.9
248.3
221.5
207.1
139.2
69.6
49.9
22.1
6.1
0.0
797
2089
1936
2046
2042
2002
2003
2060
1961
1946
775
3331
3304
3272
3481
3447
3458
3453
3456
3453
822
FUEL SMOKE
FLOW PERCENT
LB/HR OPACITY
3.4
11.0
12.5
20.0
22.0
34.0
47.5
53.0
63.0
72.5
3.9
105.0
99.0
87.0
88.0
65.0
43.0
38.0
30.0
27.0
3.5
0.5
0.5
0.5
0.5
0.5
0.5
0.5
0.5
0.5
2.8
0.5
2.0
1.5
1.0
1.0
0.5
0.5
0.5
0.5
0.5
0.5
CO
PPM
299
303
291
237
193
82
107
290
2015
6643
271
1077
761
292
178
142
153
154
176
176
268
HC
PPMC
403
360
342
318
305
305
311
324
330
269
366
318
311
293
287
287
318
330
348
360
385
NOX
PPM
147
136
204
397
526
948
159.0
1731
1658
1243
157
1499
1504
1432
1273
854
461
380
272
210
168
CO
GM/HR
104.6
277.2
247.1
212.8
172.5
72.0
93.6
261.7
1732.2
5667.6
92.1
1572.5
1102.0
418.9
272.0
215.0
232.0
232.3
266.4
266.6
96.5
— — — i —
HC
GM/HR
70.7
165.4
145.6
143.2
137.0
134.4
137.0
146.8
142.4
115.2
62.4
233.0
226.1
210.9
219.8
217.6
241.9
250.7
264.6
273.4
69.7
N02
GM/HR
84.4
205.2
284.5
585.3
773.6
1366.7
2293.3
2567.5
2341.2
1742.3
87.7
3595.0
3578.8
3372.8
3189.4
2118.8
1146.3
944.5
676,7
521.4
99.4
*23 MODE CYCLE COMPOSITE-*
BSCO 3.61 GM/BHP-HR
BSHC 1.89 GM/BHP-HR
QSN02 15.95 GM/BHP-HR
6SFC 0.458 LB/BHP-HR
* ENGINE NOT TESTfO IN MOTORED MOOES
=»TEST CONDITIUNS»*
BAROMETER 745.6 MMHG
HUMIDITY 92 GRAINS/LB
MAX. INLET RESTRICTION 28.5 **H20
MAX. EXHAUST BACK PRESSURE 49.9 NH20
INLET AIR TEMP. RANGE 77F - 92F
MAX. EXHAUST TEMP. 850F
oo
-------
A-10 FINAL .BASELINE TfiST NO. 2 "FOR ENGINE NO, 17.
MODE
1
2
3
ft
5
6
7
a
9
10
11
12*
13
14
15
16
17
13
19
20
21
22
23*
ENGINE OBSERVED EXHAUST
SPEED POWER FLOW
RPM BHP LB/HR
500
1250
1250
1150
1250
1200
1200
1200
1200
1200
500
2100
2150
2150
2150
2150
2150
2150
2150
2150
500
0.0
2.1
14.5
28.5
44.0
84.5
126.8
138.7
155.8
16 5. -6
0.0
267*9
251.8
225.1
205.9
137.1
69.6
49.5
22.1
5.3
0.0
770
1984
2045
1841
2004
1952
1967
1914
1931
1915
767
3299
3444
3444
3437
3414
3404
3443
3413
3418
812
FUEL SMOKE
FLOW PERCENT
LB/HR OPACITY
3.9
10.0
14.0
17.0
23.0
34.2
49.0
52.0
63.0
71.0
3.5
104.0
105.0
94.0
87.0
64.0
44.0
39.0
31.0
25.0
3.4
0.5
0.5
0.5
0.5
0.5
0.5
0.5
1.0
1.5
4.0
0.5
1.5
1.5
1.0
0.5
0.5
0.5
0.5
0.5
0.5
0.5
CO
PPM
294
340
311
242
189
99
123
307
1792
6330
299
996
465
199
195
138
162
166
139
190
272
HC
PPMC
445
412
380
387
374
361
361
380
387
348
425
400
412
380
361
348
348
361
387
400
438
NOX
PPM
152
132
216
377
504
947
1523
1658
1577
1177
160
1495
1466
1381
1248
813
449
376
276
198
163
CO
GM/HR
99.2
295.3
278.5
195.6.
165.6
85.0
106.4
257.4
1517.0
5733.5
100.6
1439.7
701.7
300.6
294.2
205.8
241.2
250.7
283.4
284.9
96.7
HC
GM/HR
75.3
179.9
171.0
156.7
164.9
155.0
156.2
160.0
164.4
146.6
71.7
290.3
312.2
287.9
272.9
261.3
260.6
273.4
290.6
300.8
78.2
N02
GM/HR
84.4
189.0
317.5
499.0
727.5
1331.0
2156.3
2285.2
2191.8
1623.3
88.6
3551.8
3634.3
3423.3
3087.2
1998.2
1099.4
931.7
678.9
488.4
95.1
=*23 MODE CYCLE COMPOSITE"
BSCO 3.27 GM/BHP-HR
BSHC 2.26 GH/BHP-HR
BSN02 15.65 GH/BHP-HR
8SFC 0.468 L8/BHP-HR
* ENGINE NOT TESTED JN MOTORED MODES
— TEST CONDI TIONS"
BAROMETER 745.6 MMHG
HUMIDITY 80 GRAINS/LB
HAX. INLET RESTRICTION 29.0 "H20
MAX. EXHAUST BACK PRESSURE 52.6 "H20
INLET AIR TEMP. RANGE 87F - 96F
MAX. EXHAUST TEMP. 871F
-------
TABLE A-U INITIAL BASELINE TEST KG. 1 FOR ENGINE NO. 18,
MODE
1
2
3
4
5
6
7
6
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
ENGINE OBSERVED EXHAUST
SPEED POhER FLCW
RPM BHP LB/HR
600
1260
1260
1260
1260
1260
1260
1260
126C
1260
600
210C
2100
210C
2100
2100
2100
2100
2100
2100
600
C.C
4.1
16.6
37.7
52.3
104.6
156. 9
170.3
190.7
211.1
0.0
226.7
208.7
185.9
169.9
113.6
56.8
47.2
18.0
4.4
O.C
431
SC8
SC5
957
561
1077
1250
1353
146C
1621
422
2452
2446
2302
2246
1977
192S
1716
161G
1552
418
FUEL SMOKE
FLCfc PERCENT
L8/HR OPACITY
3.0
7.8
11.2
17.5
21.0
36.6
55.3
60.0
69.0
77.0
3.0
89.0
82.5
74.0
68.0
50.0
46.0
30.0
2C.C
17.5
3.0
1.0
1.0
1.5
2.0
2.0
2.2
4.5
4.5
7.5
9.5
2.0
3.5
3.5
3.3
3.3
3.3
3.3
2.8
1.0
0.5
0.5
CC
PPF
1113
879
646
333
203
239
1332
1549
2256
2553
881
741
531
386
283
244
244
248
316
360
926
HC
PPMC
1185
990
890
850
835
870
548
440
285
220
1020
410
475
580
660
750
785
925
1050
1200
1095
ft OX
PPM
166
260
481
950
1354
2269
3001
2976
2813
2646
197
1602
1426
1299
1181
722
632
417
297
226
197
CC
GM/HR
210.2
349.5
256.5
139.8
85.7
112.7
729.7
918.5
1443.6
1814.4
163.1
796.1
569.4
389.1
278.7
211.1
206.6
186.5
222.9
244.6
169.8
HC
GM/HR
112.3
197.7
177*2
179.0
176.5
206.1
150.7
131.0
91.5
78.5
94.8
221.2
255.6
293.7
326.1
326.2
333.1
349.3
371.9
409.7
100.8
NO 2
GM/HR
51.4
169.9
313.5
654.9
936.7
1758.7
2700.1
2899.5
2957.5
3088.9
59.8
2827.9
2510.5
2152.3
1909.8
1027.0
877*6
515.4
344. C
252.1
59.2
= 23 MODE CYCLE COMPOSITE"
BSCO 3.83 GM/BHP-HR
8SHC 2.74 GM/BHP-HR
BSN02 13.29 GM/8HP-HR
BSFC 0.427 LB/BHP-HR
* ENGINE NOT TESTED IN MOTORED MODES
=*TEST CONDITIONS**
BAROMETER 737.0 MMHG
HUMIDITY 94 GRAINS/LB
MAX. IKLET RESTRICTION 11.0 "H2O
MAX. EXHAUST BACK PRESSURE 17.0 "K20
INLET AIR TEMP. RANGE 72F - 86F
xN MAX. EXHAUST TEMP. 11SOF
00
o
-------
TABLE A-12 INITIAL BASELINE TEST NO. 2 FCR ENGINE NC. 18.
MODE
1
2
3
4
5
6
7
e
. 9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
ENGINE OBSERVED EXHAUST
SPEED POkER FLCfe
RPH BHP L6/HR
60C
1260
1260
126C
1260
1260
1260
1260
126C
126C
600
2100
2100
2100
2100
2100
2100
210C
2100
210C
600
O.C
4.3
16.8
37.7
52.3
104.6
156.9
170.3
ISC. 7
210.4
O.C
230.3
211.9
186.7
172.7
115.2
57.6
41.6
18.4
4.8
C.O
432
910
960
966
969
1C87
1310
1313
1416
1577
427
25C7
2426
2307
2251
1988
177C
1720
1616
1566
422
FUEL SMOKE
FLOh PERCENT
LB/HR OPACITY
3.0
8.0
11.5
17.0
20.7
37.C
56.0
59. C
68.0
75.0
2.6
90.0
63.0
73.0
66.5
50.0
33.4
28.5
21.1
17.7
2.7
0.5
0.5
0.5
0.5
0.5
1.0
2.0
3.0
6.0
8.5
1.5
3.5
3.5
4.0
4.0
4.8
4.4
4.0
3.5
3.0
2.0
CC
PPK
1066
787
557
312
225
218
814
1348
1845
2276
975
698
573
408
325
265
290
292
315
360
952
HC
PPfcC
1200
1035
845
805
805
870
710
650
540
490
1360
435
475
550
595
685
805
885
935
1030
1015
KOX
PPH
163
282
494
963
1295
2182
2927
2956
2803
2762
178
1600
1426
1297
1212
730
468
395
299
228
175
CO
GM/HR
201.8
314.0
234.5
132.2
95.5
104.1
467.3
775.5
1145.3
1574.0
182.6
766.7
609.5
412.2
320.5
230.6
225.2
219.9
223.4
246.9
176.0
HC
GM/HR
114.0
207.3
178.5
171.0
171.7
208.0
204.6
187.7
168.2
170.0
127.8
239.9
253.5
279.2
294.6
299.7
313.4
334.8
332.3
354.9
94.2
h02
t^/HR
5C.8
185.0
341.7
669.4
903.9
1707.4
2760.2
2793.7
2857.9
3136.9
54.8
2668.1
2489.6
2155.4
1964.1
1044.9
5^6.7
A 89. 4
347.5
257.6
53.2
00
==23 MODE CYCLE COMPOSITE==
BSCO 3.8C GK/8HP-HR
8SHC 2.73 GM/BHP-HR
BSN02 13.19 GH/BHP-HR
BSFC 0*421 L8/BHP-HR
* ENGINE NOT TESTtC IN MOTORED MODES
==TEST CONOITIONS*=
BAROMETER 741.5 MWHG
HUM CITY 64 GRAINS/LB
MAX. INLET RESTRICTION 11.C "H2Q
WAX. EXHAUST BACK PRESSURE 17.0 MH20
IML£T AIR TEMP. RANGE 73F - 85F
MAX. EXHAUST TEMP. 1165F
-------
TABLE A-13 INITIAL BASELINE TEST NC. 3 FOR ENGINE NC. 18.
MODE
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
16
19
20
21
22
23*
ENGINE OBSERVED EXHAUST
SPEED POWER FLOW
RPM BHP LB/HR
600
1260
1260
1260
1260
1260
1260
1260
1260
1260
600
2100
2100
210C
2100
2100
2100
2100
210C
210C
600
0.0
4.. 3
13.0
34.1
52.8
105.3
158.3
172.7
193.8
210.6
0.0
231.1
212.7
169.5
173.5
115.6
58.0
41.6
24.8
4.6
O.C
421
S44
943
948
999
1072
1295
1344
145G
1552
416
24S6
2409
2301
2246
2C25
1757
1651
1607
1550
416
FUEL SMOKE
FLGh PERCENT
LB/HR OPACITY
2.5
7.6
1C.2
15.7
21.0
37.0
55.0
60.5
69.2
75.4
2.7
88.7
83.0
75.0
70.0
50.0
33.0
27.5
23.4
17.0
2.6
0.5
0.5
0.5
0.5
0.5
0.5
2.0
3.0
6.0
9.0
1.0
2.0
1.5
1.5
1.5
1.5
1.0
0.5
0.5
0.5
0.5
CC
PPM
906
696
559
334
204
280
899
1502
2162
2616
859
721
594
407
303
244
268
270
293
360
814
HC
PPMC
1050
975
860
740
715
760
510
400
255
162
910
360
400
475
530
600
745
770
850
955
855
NCX
PPM
188
285
420
849
1312
2241
2903
2907
2822
2708
200
1515
1407
1278
1192
724
464
392
300
222
200
CO
GM/HR
167.3
287.9
230.8
139.0
89.2
131.8
510.8
884.5-
1374.0
1779.9
156.6
768.4
627.6
410.1
298.4
216.6
206.6
195.0
206.4
244.4
148.4
HC
GM/HR
97.3
202.4
178.4
154.4
157.1
179.3
145.4
118.3
81.3
55.3
83.3
197.7
212.0
240.4
261.8
267.3
287.9
279.6
300.4
325.6
78.3
NO 2
GM/HR
57.0
193.4
285.2
579.6
943.2
1729.9
2707.5
2812.3
2946.1
3027.3
59.9
2723.2
2440.7
2117.3
1927.3
1055.4
587.0
465.5
346.7
247.4
60.0
=»23 MODE CYCLE COMPOSITE'
BSCO 3.74 GM/BHP-HR
BSHC 2.34 GM/BHP-HR
BSN02 12.S8 GH/BHP-HR
BSFC 0.423 LB/BHP-HR
ENGINE NOT TESTED IN MOTORED MODES
«TEST CONDITIONS*""
BAROMETER 741.0 MMHG
HUMIDITY 61 GRAINS/LB
MAX. INLET RESTRICTION 11.5 "K20
MAX. EXHAUST BACK PRESSURE 17.0 "H20
INLET AIR TEMP. RANGE 8CF - 86F
MAX. EXHAUST TEMP. 1190F
oo
N)
-------
TABLE A-14 INITIAL BASELINE TEST NO. 1 FOR ENGINE NC. 19.
MOCE
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
16
19
20
21
22
23*
ENGINE C
SPEED
RPM
60C
2200
2200
2200
2200
2200
2200
2200
2200
2200
600
30CC
3000
300C
300C
3000
3000
3000
3000
3000
600
3BSERVEO 1
POhER
BHP
0.5
2.9
11.3
25.1
35.2
70.4
105.1
115.2
129.0
140.3
0.5
174.2
160.5
157.1
130. 8
87.4
43.4
3C.6
13.7
3.4
0.2
EXHAUST
FLOk
LB/HR
347
1212
1214
1217
1221
1230
1240
1218
1224
12C1
346
1596
1590
1569
1575
1563
1555
1526
1522
1520
346
FUEL
FLOK 1
LB/HR (
3.2
13.0
15.0
18.5
22.0
31.5
41.5
45.0
51.0
54.5
3.2
72.0
66.0
65.0
56.5
44.5
36.0
32.5
24.0
22.0
3.2
SMOKE
>ERCEKT
DPACITY
1.0
1.0
1.0
1.5
1.5
1.7
2.5
3.3
6.0
10.0
1.5
7.7
6.6
6.0
4.5
3.3
3.5
3.3
3.0
2.7
1.5
CG
PPK
434
698
600
345
356
882
529
413
532
882
448
547
413
409
502
1197
870
538
372
556
439
HC
PPWC
501
925
680
398
863
1285
627
556
588
596
501
413
505
516
620
1470
4198
3810
596
800
604
NCX
PPM
190
81
132
290
394
546
892
1073
1269
1373
198
1033
926
910
673
390
291
273
154
105
193
CO
GM/HR
65.9
370.4
319.0
184.1
190.7
475.6
287.4
220.3
285.5
464.7
68.0
382.6
287.7
284.8
346.4
820.0
592.8
360.2
248.0
370.6
66.5
HC
GM/HR
38.2
246.6
181.6
106.6
231.7
347.7
171.1
149.0
158.3
157.5
38.1
145.0
176.6
180.4
214.9
505.6
1436.1
1279.0
199.6
267.6
45.9
N02
GM/HR
47.3
70.6
115.7
254.1
345.8
483.5
796.3
940.6
1118.3
1187.8
49.2
1186.9
1059.6
1041.5
763.2
438.5
325.9
300.0
168.9
115.0
47.9
00
u>
==23 MODE CYCLE CGfPOSITE--
BSCO 5.17 GM/BHP-HR
BSHC 4.79 GM/BHP-HR
BSN02 7.14 GM/BHP-HR
BSFC 0.513 LB/BHP-HR
* ENGINE NOT TESTED IN MOTORED MODES
==TEST CCNCITIONS==
BAROMETER 737.1 MMHG
HUMIDITY 98 GRAINS/LB
KAX. INLET RESTRICTION 14.5 «F20
MAX. EXHAUST BACK PRESSURE 31.9 «h20
IKLET AIR TEHP. RANGE 76F - 80F
MAX. EXHAUST TEMP. 1137F
-------
TABLE A-15 INITIAL BASELINE TEST NC. 2 FOR ENGINE NC. 19.
MGCE
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
2C
21
22
23*
ENGINE OBSERVED EXHAUST
SPEED PQhER FLOW
RPM BHP LB/HR
600
2200
2200
2200
2200
2200
2200
2200
220C
2200
600
300 0
3000
300C
3000
3000
3 COO
3000
300C
3000
600
0.5
2.9
11.3
25.1
35.2
70.4
105.1
115.2
129.0
140.3
0.5
173.6
160.5
142.8
130.8
87.4
43.4
30.8
13.7
3.4
0.2
346
12C6
12CS
1213
1216
1226
1236
1210
1214
1195
346
15S1
1581
1574
157C
1559
1551
1521
1512
1511
347
FUEL SMOKE
FLOW PERCENT
LB/HR OPACITY
3.2
13.0
14.5
18.5
21.5
31.0
41.5
44.5
49.0
55.0
3.2
71.5
66.5
59.5
56.0
44.5
36.5
32.0
23.5
22.0
3.2
1.0
1.0
1.0
1.5
1.5
1.5
2.7
2.7
4.9
9.0
1.0
7.1
5.5
3.5
3.3
2.7
2.2
2.0
1.5
1.1
1.0
CO
pp*
444
697
621
359
365
888
543
404
492
1020
457
538
430
434
511
1401
1052
573
428
576
482
HC
PPMC
548
927
653
411
935
1330
588
495
548
552
524
532
475
556
637
1482
4415
4190
612
870
660
f\CX
PPM
206
94
156
292
402
553
876
1013
1210
1281
188
1018
883
739
644
363
285
266
153
114
189
CC
GM/HR
67.2
369.3
329.0
190.7
194.8
477.3
294.0
214.0.
261.8
534.1
69.3
375.2
297.7
299.4
351.8
956.9
714.9
382.1
283.7
381.7
73.3
HC
GM/HR
41.7
246.3
173.7
109.7
250.2
358.7
159.9
131.7
146.4
145.1
39.9
186.2
165.2
192.5
220.0
508.2
1506.2
1401.8
203.6
289.2
50.4
N02
GM/HR
51.2
81.9
135.4
255.4
352.3
488.0
779.9
882.3
1058.1
1101.7
46.8
1165.6
1005.3
637.8
728.1
406.9
318.4
291.5
167.0
124.2
47.2
=*23 MODE CYCLE COMPOSITE"
8SCO 5.50 GM/BHP-HR
8SHC 5.C7 GM/BHP-HR
BSN02 6.89 GM/BHP-HR
BSFC 0.512 L8/BHP-HR
ENGINE NOT TESTED IN MOTORED MODES
=*TEST CONDITION5*=
BAROMETER 737.2 NMHG
HUMIDITY 101 GRAINS/LB
MAX. INLET RESTRICTION 15.0 "K2C
MAX. EXHAUST BACK PRESSURE 31.9 "h20
INLET AIR TEMP. RANGE 76F - 81F
MAX. EXHAUST TEMP. 1136F
oo
-------
TAELE A-16 FINAL BASELINE TEST FOB ENGINE NO. 19.
WGGE
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
ENGINE OBSERVED EXHAUST
SPEED POKER FLOW
RPM BHP LB/HR
600
2200
2200
220C
2200
2200
220C
2200
2200
2200
600
3CCC
3000
3000
3COO
3000
3000
3000
3000
3000
600
0.5
2.5
1C.9
24.3
33.9
67.9
101.4
111.0
124.4
137.0
0.5
171.4
157.7
140.5
128.5
85.7
42.8
30.8
13.7
3.4
0.3
370
1178
1176
11SC
1158
1168
1177
1180
1159
1165
370
1532
1498
1487
148?
1504
1467
1464
1432
142S
370
FUEL SMOKE
FLOW PERCENT
LB/HR OPACITY
2.5
12.0
14.0
18.0
21.5
31.0
40.0
43.0
48.0
54.0
2.5
72.0
63.5
58.0
55. C
44.0
33.0
29.5
23.5
20.0
2.5
1.1
1.1
1.1
1.1
1.6
2.2
3.3
4.4
8.8
15.4
1.1
8.8
4.9
3.3
3.3
2.8
2.8
2.2
1.0
1.1
1.1
CO
pp*
560
640
569
304
316
1112
701
613
1031
1741
460
752
342
375
435
1239
680
396
326
420
504
HC
PPMC
489
580
484
316
892
1189
594
508
594
633
446
240
336
403
460
1131
2378
1947
387
512
483
NOX
PPM
196
113
171
504
537
572
923
1048
1187
1333
200
1086
1012
825
733
435
347
322
196
131
184
CO
GM/HR
90.9
330.2
293.3
157.4
160.2
569.0
361.5
316.9
524.0
888.8
74.6
504.6
224.4
244.4
283.9
816.9
437.4
254.1
204.5
262.9
81.8
HC
GM/HR
39.8
150.3
125.2
82.0
227.3
305.4
153.8
131.8
151.5
162.2
36.3
80.9
110.7
131.9
150.7
374.1
767.5
626.9
121.9
160.9
39.3
NO 2
GM/HR
52.2
96.2
144.5
428.0
447.4
480.8
781.5
890.4
990.8
1118.3
53.4
1197.7
1091.5
883.6
786.0
471.1
366.7
339.0
201.6
134.6
49.1
oo
Ul
==23 MODE CYCLE CCKPGSITE=*
BSCO 5.21 GM/BHP-HR
BSHC 3.26 GM/8HP-HR
BSN02 7.74 GM/BHP-HR
BSFC C.5C5 LB/BHP-HR
* ENGINE NOT TESTED IN MOTORED MCDES
==TEST CONCITIONS==
BAROMETER 742.5 MMHG
HUMIDITY 52 GRAINS/LB
KAX. INLET RESTRICTION 16.0 «k20
fcAX. EXHAUST BACK PRESSURE 31.9 "H20
INLFT AIR TEMP. RANGE 80F - 85F
MAX. EXHAUST TEMP. 1146F
-------
TABLE A-17 INITIAL BASELINE TEST KG. 1 FOR ENGINE NO, 20,
MODE
I
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
16
19
20
21
22
23*
ENGINE OBSERVED EXHAUST
SPEED POKER FLCW
RPM 8HP LB/HR
60C
1400
1400
1400
1400
1400
1400
1400
1400
1400
600
2400
2400
2400
2400
2400
2400
240 C
2400
2400
6CC
0.0
5.3
21.3
48.0
66.4
132.7
198.9
217.5
243.9
266.6
0.0
287.9
265.0
236.2
216.1
143.9
72.2
51.6
22.6
5.9
0.0
524
1357
1356
1410
1468
1643
1866
1926
2C82
2288
517
4166
3913
3753
3634
3C4£
2447
2343
21S2
2138
513
FUEL SMOKE
FLCh PERCENT
LB/HR OPACITY
3.0
13.1
16.5
24.3
30.5
53.5
75.2
82.4
93.0
104.0
2.8
137.0
121.4
112.0
104.8
78.4
50.4
45.0
36.0
31.6
3.C
0.6
0.2
0.5
0.6
0.5
2.3
3.3
5.0
7.4
8.8
0.6
2.5
2.6
2.4
2.7
6.1
5.0
5.5
3.3
1.6
0.6
CC
PP*
1357
676
546
354
280
260
467
741
1367
1676
1204
503
334
253
224
260
302
316
328
342
1138
HC
PPMC
1303
1134
971
821
782
808
697
619
280
239
1088
358
560
678
717
808
984
1075
1219
1325
1173
KCX
PPM
134
337
517
858
1058
1603
2249
2289
2314
2381
146
1453
1322
1175
1062
637
442
377
294
252
175
CO
GM/HR
311.9
401.9
324.7
218.9
179.9
187.4
382.6
625.7
1247.7
1680.8
273.0
919.0
573,1
416.8
356.6
346.7
323.7
324.7
314.9
320.9
255.8
HC
GM/HR
150.3
338.6
289.7
254.8
252.5
292.1
286.4
262.3
128.3
120.3
123.8
328.1
499.3
559.8
573.2
541.8
529.8
554.1
587.9
623.3
132.3
NO 2
GM/HR
50.6
329.3
505.0
870.9
1117.7
1896.1
3024.8
3174.3
3469.9
3923.2
54.3
4359.1
3723.4
3175.1
2779.4
1398.2
779.1
636.7
464.5
388.6
64.5
= 23 MODE CYCLE CCMPGSITE'
8SCO 3.73 GM/BHP-HR
BSHC 3.53 GM/8HP-HR
BSN02 14.13 GM/8HP-HR
BSFC 0.502 LB/8HP-HR
* ENGINE NOT TESTED IN MOTORED MOOES
=»TEST CONDITIONS-*
BAROMETER 744*0 MMHG
HUMIDITY 68 GRAINS7LB
MAX. INLET RESTRICTION 20.0 WK20
MAX. EXHAUST BACK PRESSURE 16.0 "K2G
INLET AIR TEMP. RANGE 82F - 91F
MAX. EXHAUST TEMP. 1040F
00
-------
T/^LE A-18 INITIAL BASELINE TEST NO. 2 FCf> ENGINE NC. 20.
ENGINE OBSERVED EXHAUST
SPEED POKER FLOW
;-,... oL RPM 8HP LB/HR
1
2
2
H
•j
6
?
P
v
10
11
12*
13
l*t
15
'it-
17
la
i'-i
2U
2 I
22
600
1400
1400
1400
1400
1400
1400
1400
1400
140C
600
240C
240C
2400
2400
240C
2400
2400
240C
240C
600
0.7
5.6
21.9
49.3
68.8
137.3
206.1
225.2
252.7
274.6
0.7
292.5
268.7
239.4
219.3
146.2
73.1
52.6
23.3
5.9
0.7
529
1316
1321
1385
1366
1616
1950
1956
2C10
2173
527
4284
4201
3954
3643
3355
2707
2546
2363
2275
527
FUEL SMOKE
FLOW PERCENT
LB/HR OPACITY
3.0
11.9
16.5
24.9
29.5
53.5
?£. 0
83.2
92.5
101.5
3.0
138.7
134.0
116.6
109.2
64.0
53.5
47.5
39.1
35.0
3.0
0.5
0.5
0.5
0.5
0.7
3.3
4.0
5.5
7.5
6.5
0.6
3.0
4.0
3.5
3.5
6.6
5.5
6.0
4.0
1.8
0.5
CO
1603
890
676
449
364
346
441
873
1653
2076
1491
532
528
309
263
290
323
343
345
351
1313
HC
PPMC
1445
1140
880
712
651
702
621
421
280
187
1119
305
310
407
445
539
611
661
748
748
1608
fVCX
PPM
106
311
498
863
1141
1705
2410
2439
2419
2459
125
1522
1410
1269
1100
682
453
375
296
259
144
CO
GM/HR
371.6
513.8
391.7
272.6
221.3
244.8
376.9
748.2
1456.0
1977.9
344.5
998.7
971.9
535.5
442.5
426.9
383.7
383.2
360.4
349.7
303.4
HC
GM/HR
168.2
330.1
255.7
217.0
198.4
249.6
266.5
181.1
123.8
89.4
129.8
287.5
286.5
354.0
376.3
397.9
363.8
370.2
392.1
374.4
186.5
N02
CM/HR
40.3
294.4
473.8
860.8
1138.0
1984.1
3383.7
3434.6
3501.0
3847.4
47.5
4693.4
4263.8
3612.9
3C43.9
1646.6
883.0
686.7
508.5
424.9
54.8
oo
==23 MODE CYCLE CC*PCSITE==
8SCO 4.63 GM/BHP-HR
8SHC 2.72 GK/BHP-HR
8SN02 15.05 GK/BHP-HR
BSFC C.512 LB/BHP-HR
ENGINE NOT TESTED IN MOTORED NUDES
==TEST CCNCITIONS==
BAROMETER 743.4 MMHG
HUMIDITY 64 GRAINS/LB
KAX. INLET RESTRICTION 20.5 «K20
WAX. EXHAUST 6ACK PRESSURE 17.0 "t-20
INLET AIR TEMP. RANGE 78F - 80F
EXHAUST TEMP. 1064F
-------
TABLE A-19 FINAL BASELINE TEST FOR ENGINE NO. 20,
MODE
I
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
IS
20
21
22
22*
ENGINE OBSERVED EXHAUST
SPEEL POWER FLOW
RPM BMP LB/HR
600
1400
1400
1400
1400
1400
1400
1400
1400
1400
600
2400
2400
2400
2400
240C
240C
2400
2400
2400
60C
C.C
5.. 3
21.3
49.3
68.0
135.9
203.9
222.6
250.6
269.2
C.O
301.6
276.5
246.8
226.2
150.8
75.4
49.8
24.2
5.9
C.O
525
1364
1368
1372
1429
1711
18<33
1996
2109
2169
526
4C63
3847
3710
3484
2992
2570
2418
2238
2140
526
FUEL S*OKE
FLCk FfcRCENT
LB/HR OPACITY
3.2
13.5
17.?»
25.0
31.5
57.0
79.5
86.0
96.0
105.0
3.3
138.0
125.0
116. C
105.0
79.0
54.5
47.5
35.5
32. C
3.3
0.5
0.5
0.5
1.1
1.1
2.2
3.0
4.4
6.5
8.2
0.5
3.3
4.4
4.4
4.4
7.7
7.0
8.0
3.3
2.5
0.5
CC
PP*
1760
765
595
376
284
251
534
930
1655
2068
1782
507
382
317
245
268
315
339
350
378
1691
HC
PPNC
1436
1055
895
746
712
729
646
563
271
221
1282
326
414
497
574
652
740
817
922
1011
1149
NOX
PPH
86
339
553
996
1236
1814
2528
2626
2654
2592
92
1699
1570
1404
1286
819
552
443
377
311
100
CO
GH/HR
405.4
457.8
357.0
225.8
177.7
188.6
442.9
813.8
1529.3
1965.7
410.6
902.3
643.4
515.7
373.8
351.0
354.6
359.1
343.7
354.7
389.6
HC
GH/HR
166.0
316.7
269.4
225.1
223.9
274.5
269.1
247.3
125,7
105.4
148.2
291.4
350.4
405.6
44C.O
429.1
418.4
434.6
454.0
476.0
132.9
N02
GH/HR
32.4
333,4
544.7
983.3
1271.5
2234.7
3445.6
3774.5
4029.4
4047.8
34.9
4970.4
4349.9
3749.7
3225.1
1763.7
1021.7
771.6
607.6
478.6
37.7
=23 MODE CYCLE COMPOSITE**
8SCO 4.23 Gfc/BHP-HR
BSHC 2.90 GK/8HP-HR
BSNC2 15.«8 Gfc/BHP-HR
8SFC 0.499 LB/BHP-HR
* ENGINE NOT TESTED IN MOTORED MCDES
»=TEST CONDITIONS"*
BAROMETER 743.0 HMHG
HUMIDITY 59 GRAINS/LB
MAX. INLET RESTRICTION 19.5 «H20
HAX. EXHAUST BACK PRESSURE 22.0 "H20
INLET AIR TEMP. RANGE 79F - 83F
MAX. EXHAUST TEMP. 1095F
00
CO
-------
TA8LF A-2C INITIAL BASELINE TEST NC. 1 f'CR ENGJr" NC. 21.
MODE
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
1?
16
19
20
21
22
23*
ENGINE (
SPEFD
RPM
700
1500
15CO
1450
1550
1600
1450
1600
I4i>0
145C
70C
2100
2100
2100
21CC
210C
2 IOC
2100
21UO
2100
7CG
3BSERVEO (
POKER
BHP
0.1
4.0
15.7
34.0
51.4
105.4
134.2
172.7
173.7
187.7
0.5
238.3
219.1
195.5
178.7
11S.2
59.6
42.8
15.2
4.8
0.4
rXHALST
FLGfc
L6/HH
643
1419
1418
1470
1477
1523
1384
149g
1348
1408
687
1981
1915
1897
18<36
1916
1955
1949
1S24
1983
682
FUEL
FLOW F
LB/Hh £
3.5
9.0
12.5
18. j
25.3
39.0
48.5
65. 0
67.0
76.0
3.e>
104.0
88.0
76.0
75. C
51. 0
34. C
28.0
15.t>
18.C
3.5
SMOKE
>ERCEM
1PACITY
1.0
1.0
2.0
2.0
2.5
5.0
4.5
5.5
6.0
10.0
1.0
19.8
12.0
9.0
8.5
6.5
5.0
4.5
2.5
2.0
1.0
CO
PPP
132
148
156
150
161
175
236
669
i&60
2948
125
1474
1322
523
423
216
204
187
182
224
106
HC
P^M:
189
196
130
10 o
123
101
a?
lO'j
53
38
152
76
3'+
94
105
96
1r\ i;
\J ^
103
134
217
173
NGX
PPM
98
115
154
242
321
635
1150
1326
1606
1780
98
1138
1020
873
783
460
260
210
149
122
86
CO
GM/HR
37.1
92.1
97.0
96.7
104.4
117.0
143.5
439.5
980.8
1819.0
37.5
1280.1
1109.5
435.1
351.5
181.0
174.4
160.1
153.5
194.5
31.7
HC
GM/hR
26.7
61.2
40.5
34.9
40.0
33.8
26.5
34.6
15.7
11.8
23.0
33.1
22.7
39.2
43.8
41.3
45.2
46.3
56.7
94.7
26.0
N02
GM/HR
45.5
117.6
157.0
256.3
341.5
695.7
1146.4
1430.3
1558.1
1803.9
48.6
1623.4
1406.2
1192.5
1068.9
633.9
366.7
294.3
206.1
174.1
42.0
oo
==23 MODE CYCLE COMPOSITE-
BSCO 3.20 GK/6HP-HR
8SHC 0.47 GM/3HP-HR
8SN02 6.79 GK/BHP-HR
8SFC 0.445 Lfl/BHP-HR
ENGINE NUT TESTED IN MOTORED KCOES
"TfcST CONDITIONS^
BAROMETER 744.4 «HHG
HUMIDITY 105 GRAINS/LB
MAX. INLET RESTRICTION 25.0 "H20
MAX. EXHAUST BACK PRESSURE 41.0 "H20
IMLFT AIR TfHP. RANGE 75F - 90F
MAX. EXHAUST TEMP. 1353F
-------
TABLE A-21 INITIAL BASELINE TEST KC. 2 FOR ENGINE NC. 21.
MODE
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
ENGINE i
SPEED
RPM
700
1550
1550
1550
1550
1500
1550
1550
1550
155C
700
2100
2050
2100
2100
2100
2100
2100
2100
2100
700
OBSERVED {
POWER
BHP
0.4
4.1
17.1
36.9
53.1
97.7
152.0
167.6
186.2
202.5
0.4
241.9
,217.4
198.3
178.3
121.2
>•.# 60.4
• 44.0
20.0
3.6
0.8
EXHAUST
FLOW
LB/HR
693
1519
1522
1527
1532
1488
1503
1460
1466
1475
688
1929
1913
1913
1892
1927""
1961
1957
1949
1996
688
FUEL
FLOW (
LB/HR (
3.5
12.0
15.0
20.0
25.0
37.0
57.0
65.0
71.0
80.0
3.5
104.0
88.0
82.0
72.0
51.0
35.0
25.0
23.0
20.0
3.5
SMOKE
»ERCLMT
3PACITY
1.0
2.0
2.0
3.0
3.0
3.8
4.5
6.5
9.0
12.0
1.5
17.5
12.0
10.0
8.0
6.5
4.0
3.0
2.0
2.0
1.5
CC
PPM
119
182
169
163
158
183
371
833
1910
2853
115
1512
1235
619
354
220
203
201
197
228
102
HC
PPMC
196
221
145
130
126
122
133
107
61
48
158
65
52
86
101
92
107
109
148
240
183
NCX
PPM
95
113
151
263
369
689
1220
1393
1708
1918
113
1323
1263
1022
956
531
306
248
207
156
108
CO
GM/HR
36.1
121.2
112.5
108.8
105.8
119.5
244.6
533.2
1227.7
1844.9
34.6
1279.2
1036.0
519.2
293.2
186.1
174.8
172.2
168.4
199.7
30.8
HC
GM/HR
29.9
73.9
48.6
43.7
42.5
39.9
44.0
34.4
19.7
15.6
23.9
27.6
21.9
36.2
42.0
39.0
46.2
46.9
63.5
105.4
27.7
N02
GM/Hft
47.6
123.2
165.0
289.2
406.8
737.8
1320.2
1464.2
1802.8
2036.8
56.1
1838.6
1740.7
1408.4
1302.0
736.5
432.4
349.0
290.2
223.8
53.5
*=23 MODE CYCLE COMPOSITE**
BSCO 3.26 GM/BHP-HR
8SHC 0.50 GM/BHP-HR
BSN02 7.62 GM/BHP-HR
BSFC 0.448 LB/8HP-HR
* ENGINE NOT TESTED IN MOTORED MODES
==TEST CONDITIONS"
BAROMETER 741.5 MMHG
HUMIDITY 97 GRAINS/LB
MAX. INLET RESTRICTION 25.5 "K20
MAX. EXHAUST BACK PRESSURE 35.0 MH20
INLET AIR TEMP. RANGE 75F - 87F
MAX. EXHAUST TEMP. 1330F
VO
O
-------
TABLE A-22 FINAL BASELINE TEST FOR ENGINE NO. 21.
MODE
1
2
3
*
5
6
7
8
3
10
11
12*
13
14
15
16
17
18
IS
20
21
22
23*
ENGINE OBSERVED
SPEED POWER
RPH BHP
700
1550
1550
155C
1550
1550
1550
1550
1550
1550
700
2100
2100
2100 /
2100
2100
2100
210C
2100
2100
700
0*3
4*1
1ft. 2
36.3
51.4
102.1
143.4
167.3
185.6
201.6
0.3
237.9
219.1
195.5
178.7
119.2
59.6
42.6
19.2
4.8
0.3
EXHAUST
FLCfe
LB/HH
637
1470
1474
147$
1482
1452
1465
1474
1478
I486
637
1960
1943
1938
1930
1963
1931
1985
1984
. i960
637
FUEL
FLOW
L6/HR
3.5
12.0
16.0
21.0
24.0
41.0
54.0
63.5
72.0
80.0
3.5
102.0
91.0
80.0
72.0
54.0
34.0
31.0
24.0
20.0
3.5
SMOKE
PERCENT
OPACITY
, 0.8
1.0
1.0
1.0
1.0
2.0
3.2
5.0
8.5
13.2
1.0
15.5
11.0
9.0
8.0
6.5
3.5
2.5
2.0
2.0
1.0
CC
PPM
128
199
181
171
170
190
260
680
1976
3228
128
1938
1254
533
320
245
246
252
254
259
128
HC
PPHC
204
236
157
129
126
121
123
123
84
62
202
63
60
89
101
111
132
150
173
208
199
NOX
PPM
120
150
220
315
385
792
1357
1799
2124
2291
130
1534
1430
1227
1061
650
352
304
222
184
130
CO
GK/HR
35.6
128.0
116.9
110.8
110.5
121.1
167.2
439.3
1280.6
2103.0
35.6
1664.9
1068.2
452.6
270.8
211.1
208.1
219.0
220.6
224.5
35.6
HC
GM/HR
28.6
76.3
50.9
42.0
41.1
38.6
39.6
39.9
27.3
20.3
26.3
27.2
25.6
37.9
42.9
47.9
56.1
65.5
75.5
90.6
27.9
N02
GM/HR
55.2
158.2
233.5
335.4
411.0
828.3
1431.3
1909.1
2260.9
2451.0
59.8
2164.6
2000.9
1712.6
1474.7
919.1
489.1
434.8
317.8
261.9
59.8
v£>
==23 NODE CYCLE COMPOSITE"
BSCO 3.42 GM/8HP-HR
BSHC 0.54 GM/BHP-HR
BSN02 9.33 GH/BHP^HR
BSFC 0.463 LB/8HP-HR
* ENGINE NOT TESTED IN MOTORED *CDES
CCNOITIONS==
BAROMETER 742.5 HMHG
HUMIDITY 60 GRAINS/LB
MAX. INLET RESTRICTION 27.5 "K20
MAX. EXHAUST BACK PRESSURE 38.0 «H20
INLET AIR TEMP. RANGE 77F - 83F
MAX. EXHAUST TEMP. 1320F
-------
92
APPENDIX B. -- BASELINE DATA FOR HEAVY DUTY GASOLINE
ENGINES WITH PARAMETERS ADJUSTED TO
MANUFACTURERS' SPECIFICATIONS
(23-MODE CYCLE)
-------
TAELE 6-1 INITIAL BASELINE TEST NO. 1 FOR ENGINE NO. 22.
ENGINE OBSERVED MANIFOLD EXHAUST
SPEED POKER VACUUM FLOW
MGCE RPM BHP "HG LB/HR
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
ie
19
20
21
22
23*
700
1200
1200
1200
1200
1200
1200
1200
1200
1200
700
2300
2300
2300
2300
2300
2300
2300
2300
2300
700
c.c
1.5
3.9
8.7
12.1
24.2
36.4
39.7
44.6
46.5
0.0
98.4
90.6
80.7
73.6
49.2
24.6
17.7
7.9
2.8
O.C
17.5
18.5
16.0
16.2
14.9
11.6
e.c
6.3
4.9
3.3
17.9
1.7
4.6
7.0
fi.5
12.7
16.5
17.5
1S.C
19.9
18.1
74
135
140
172
205
228
299
325
341
376
73
778
708
625
582
445
319
288
241
219
78
FUEL I
FLOh
L8/HR
4.9
7.9
8.2
9.8
11.7
14.5
18*4
20.3
21.9
24.0
4.9
49.1
45.9
39.4
36.8
28.3
20.2
18.1
15.2
13.8
4.9
GMTICN
TIWING
CEG ETC
-1.0
11.5
10.5
11.5
10.5
11.5
9.5
6.5
7.0
7.0
-1.0
13.5
13.5
10.5
17.0
19.0
19.5
18.5
18,5
18.5
-1.0
CC
FCT
1.72
0.17
0.16
O.L4
0.13
0.48
0.16
0.26
0.53
0.57
1.99
0.81
1.19
0.53
0.53
0.52
0.50
0.46
0.47
0.12
0.21
HC
PPKC
2175
650
686
800
1000
2000
1825
1750
2025
2000
2250
170
380
950
1250
1200
650
450
330
520
2150
NOX** CC
PPM GM/HR
79
99
132
215
360
1085
1832
1719
1726
1832
36
1463
1298
1823
1889
1342
583
422
227
170
79
583.2
109.0
105.0
106.7
124.5
518.8
234.5
398.4
664.4
1036.2
673.4
2996.0
3981.7
1590.6
1510.2
1125.6
784.8
645.5
547.6
131.8
80.7
HC
GM/HR
36.5
20.4
22.3
31.8
48.3
107.0
129.5
133.4
163.4
178.8
37.7
31.0
63.1
142.1
174.7
129.1
50.2
31.1
19.2
28.1
41.3
NO 2
GM/HR
4.4
10.3
14.3
28.3
60.8
192.5
431.4
435.1
462.1
543.6
4.8
886.6
715.2
905.4
876.7
479.3
149.4
96.6
43.8
30.3
5.C
* ENGINE NOT TESTED
** NCX FOR THIS TEST
==23 MODE CYCLE CCKPCSITE'
BSCO 31.05 GM/BHP-HR
6SHC 2.41 GH/BHP-HR
BSN02 9.38 GM/BHP-HR
BSFC 0.643 LB/6HP-HR
IN MOTORED MODES
MAS MEASURED BY NDIR.
==TEST CONDITIONS"
BAROMETER 747.8 MMHG
HUMIDITY 54 GRAINS/LB
IKLET AIR TEMP. RANGE 78F - 86F
MAX. EXHAUST TEMP. 1475F
-------
TABLE 6-2 INITIAL BASELINE TEST NO. Z FOR ENGINE NO. 22,
ENGINE OBSERVED MANIFOLD EXHAUST
SPEED POKER VACUUM FLOW
MODE ' RPM BKP «HG LB/HR
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
700
1200
1200
1200
1200
1200
1200
1200
1200.
1200
700
2300
2300
2300
2300
2300
2300
2300
2300
2300
700
C.O
1.0
3.9
8.7
12.1
24.2
36.4
39.7
44.6
48.5
0.0
98.4
90.6
80.7
73.8
49.2
24.6
17.7
7.9
2.0
0.0
17.6
17.9
17.8
16.1
14.9
12.4
7.6
6.2
4.5
3.1
17.7
1.6
3.6
6.8
8.3
12.5
16.3
17.1
18.6
19.7
17.8
74
127
140
170
188
228
298
319
344
364
75
781
716
639
585
445
321
298
245
212
73
FUEL IGNITIOK
FLOW TIM KG CC
LB/HR DEC BTC PCT
4.9
7.5
8.2
9.7
11.5
14.4
18.3
20.2
22.0
23,3
5.0
49.3
46.1
41.1
36.9
28.2
20.3
18.7
15.4
13.5
4.8
-1.0
11.5
10.5
11.5
10.5
11.5
9.5
6.5
7.0
7.0
-1.0
13.5
13.5
10.5
17.0
19.0
19.5
16.5
18.5
18.5
-1.0
1.77
0.19
0.16
0.13
0.65
0.39
0.15
0.34
0.46
0.57
1.94
0.85
1.01
0.84
0.52
0.47
0.50
0.46
0.46
0.62
1.64
HC
PP«C
1900
675
675
725
1325
1700
1625
1625
1725
1750
1975
225
250
900
1075
1075
635
475
310
350
1825
NOX** CO
PPM GM/HR
89
108
158
240
477
1172
1920
1771
1874
1959
88
1583
1302
1784
2031
1511
675
495
277
187
80
573.6
108.2
102.3
101.4
561.6
4O7.4
206.5
509.7
743.7
970.0
634.9
3156.4
3381.7
2564.2
1448.6
998.5
767.8
654.7
539.9
622.9
544.6
HC
GM/HR
30.5
19.0
21.1
27.5
56.6
88.7
112.4
119.7
137.0
147.3
31.9
41.1
41.4
135.8
146.8
112.7
47.9
33.4
17.9
17.4
30.0
NO 2
GM/HR
4.7
10.0
16.3
30.2
67.5
203.2
441.0
433.0
494.3
547.4
4.7
959.4
715.4
893.2
920.5
525.6
168.9
115.3
53.1
30.9
4.3
* ENGINE NOT TESTED
** NCX FOR THIS TEST
==23 MODE CYCLE COMPOSITE'
BSCO 32.77 GM/BHP-HR
BSHC 2.10 GM/BHP-HR
BSN02 9.79 GM/BHP-HR
8SFC 0.647 L8/BHP-HR
IN MOTORED MODES
MAS MEASURED BY NOIR.
«=TEST CONDITIONS^
BAROMETER 739.9 MMHG
HUMIDITY 55 GRAINS/LB
INLET AIR TEMP. RANGE 78F - €2F
MAX. EXHAUST TEMP. 1494F
-------
TABLE 8-3 INITIAL BASELINE TEST NO. 3 FCR ENGINE NC. 22.
ENGINE OBSERVED MANIFOLD EXHAUST
SPEED POKER VACUUM FLOW
MODE RPM BHP »HG LB/HR
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
16
19
20
21
22
23*
700
1200
1200
1200
1200
1200
1200
1200
1200
1200
700
2300
2300
2300
2300
2300
2300
2300
2300
2300
700
0.3
1.0
. 3.9
8.7
12.1
24.2
36.4
39.7
44.6
48.5
0.0
98.4
90.6
80.7
73.6
49.2
24.6
17.7
7.9
2.0
0.0
18.4
19.4
18.5
16.5
15.3
12.9
8.3
6.6
5.3
3.7
18.3
1.9
4.6
7.2
8.6
12.9
16.7
17.7
19.2
20.2
18.5
76
133
139
168
189
226
300
326
349
369
76
790
711
628
578
455
325
293
246
218
77
FUEL IGMTICN
FLOW TIMING
LB/HR OEG BTC
5.0
7.9
8.2
9.7
10.7
14.4
18.4
20.1
22.3
23.5
5.1
50.0
46.2
39.6
36.5
28.8
20.4
18.3
15.4
13.8
5.1
-1.0
11.5
10.5
11.5
10.5
11.5
9.5
6.5
7.0
7.0
-1.0
13.5
13.5
10.5
17.0
19.0
19.5
18.5
13.5
18.5
-1.0
CG
PCT
1.82
0.23
0.17
0.13
0.13
0.53
0.14
0.16
0.45
0.43
2.02
0.97
1.26
0.49
0.47
0.41
0.46
0.42
0.43
0.55
1.67
HC
PPMC
2160
875
825
900
930
1980
1710
1560
1920
1890
2085
305
430
960
1170
1065
630
460
320
310
1850
NOX** CO
PPM GM/HR
80
98
144
238
304
1087
1894
1839
1625
1994
86
1474
1275
1885
1986
1441
658
479
274
194
87
606.7
139.6
108.6
103.8
108.7
563.9
200.9
240.3
738.6
741.1
690.2
3581.5
4196.7
1463.7
1291.4
895.0
710.7
585.7
504.3
570.1
588.0
HC
GM/HR
35.7
26.7
26.2
34.6
38.5
103.3
119.3
117.2
156.4
161.4
35.3
55.9
70.8
141.5
158.9
113.7
48.4
31.7
18.5
15.9
32.2
N02
GM/HR
4.3
9.9
15.1
30.3
41.7
188.3
438.4
458.9
493.8
565.6
4.8
897.2
696.9
922.2
895.7
511.0
167.7
109.6
52.7
32.8
5.0
* ENGINE NOT TESTED
** NCX FOR THIS TEST
==23 MODE CYCLE COMPOSITE'
8SCO 32.47 GM/BHP-HR
BSHC 2.32 GM/8HP-HR
8SN02 9.56 GM/BHP-HR
BSFC 0.646 L8/BHP-HR
IN MOTORED MODES
hAS MEASURED BY NDIR.
=*TEST CONDITIONS***
BAROMETER 752.3 MMHG
HUMIDITY 54 GRAINS/LB
IKLET AIR TEMP. RANGE 77F - 79F
MAX. EXHAUST TEMP. 1462F
VO
-------
TABLE B-4 FINAL BASELINE TEST NO. 1
ENGINE KG. 22.
ENGINE OBSERVED MANIFOLD ESHACST
SPEED POWER VACUUM FLOh
MOCE KPM BHP "HG LB/HR
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
750
1200
1200
1200
1200
1200
1200
1200
1200
1200
715
2300
2300
2300
2300
2300
2300
2300
2300
2300
715
0.0
l.C
3.9
8.7
12.1
24.2
36.4
39.7
44.6
48.5
0.0
98.4
90.6
80.7
73.8
49.2
24.6
17.7
7.9
2.C
0.0
16.6
18.1
17.0
15.1
14.0
11.4
6.8
5.1
3.7
2.4
16.3
1.0
2.6
5.1
6.9
11.3
15.4
16.3
17.9
18.9
16.4
82
120
137
172
186
223
292
309
341
360
79
766
713
638
587
437
326
291
245
207
80
FUEL IGMTICN
FLQte TIMING CC
LB/HR DEG 8TC PCT
5.3
7.3
8.1
9.8
10.6
14.3
18.2
20.1
22.2
23.4
5.1
49.1
46.3
42.1
37.3
27.9
20.7
18.3
15.4
13.2
5.1
0.0
12.0
12.0
12.0
12.0
12.0
12.0
7.5
7.5
7.5
0.0
15.0
15.0
15.0
20.0
20.0
20.0
20.0
20.0
20.0
0.0
0.73
0.27
0.17
0.13
0.12
0.57
0.17
0.64
0.72
0.72
0.75
1.01
1.14
1.27
0.42
0.53
0.55
0.48
0.45
0.30
0.52
HC
PPMC
1350
850
725
740
830
1800
1670
1810
1900
1850
1350
450
400
1100
1200
1150
650
450
300
160
1250
NOX
PPM
ao
97
130
196
287
1080
1898
1524
1598
1720
86
1581
1343
1445
1984
1360
565
416
235
162
75
CO
GM/HR
267.3
146.0
103.3
98.1
100.8
589.8
224.5
93 4.1
1145.9
1220.8
269.0
3633.9
3834.8
3776.4
1169.7
1094.7
855.8
665.3
526.1
310.5
192.0
HC
GM/HR
24.5
22.6
22.0
28.5
34.4
91.7
111.7
130.5
149.4
154.9
24.1
80.3
66.3
162.1
164.9
116.6
SO. 2
30.8
17.3
8.1
22.9
NO 2
GM/HR
4.8
8,5
13.1
25.0
39.3
182.6
421.7
364.7
417.0
478.1
5.1
935.8
739.1
707.3
904.7
465.7
144.6
94.2
44.9
27.4
4.6
* ENGINE NOT
==23 MODE CYCLE COMPOSITE'
BSCO 33.21 GM/BHP-HR
BSHC 2.24 GM/BHP-HR
BSN02 9.05 GM/BHP-HR
BSFC 0.649 LB/BHP-HR
TESTED IN MOTORED KCDES
==TEST CONDITIONS**
BAROMETER 742.4 MMHG
HUMIDITY 55 GRAINS/LB
INLET AIR TEMP. RANGE 75F - 78F
MAX. EXHAUST TEMP. 1472F
-------
TABLE 8-5 FINAL BASELINE TEST NO. 2 FOR ENGINE NO. 22.
ENGINE OBSERVED MANIFOLD EXHAUST
SPEED POWER VACUUM FLCfc
MODE RP« BHP "HG LB/HR
1
2
3
4
5
6
7
a
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
730
120C
1200
1200
1200
1200
1200
1200
1200
1200
720
2300
2300
2300
2300
2300
2300
23CC
2300
2300
715
0.0
1.0
3.9
8.7
12.1
24.2
36.4
39.7
44.6
46.5
0.0
96.4
90.6
80.7
73.8
49.2
24.6
17.7
7.9
2.0
0.0
16.6
16.1
16.7
14.6
13.8
10.9
6.5
4.9
3.1
1.3
16.5
1.0
2.3
5.1
6.9
11.3
15.3
16.4
17.9
18.8
16.5
84
122
146
179
195
234
305
329
354
369
80
778
716
643
600
455
333
292
246
212
78
FUEL IGNITICIV
FLOW TIMING
LB/HR DEG BTC
5.5
7.2
8.5
10.1
11.0
14.8
18.9
21.2
22.9
23.9
5.2
50.1
46.6
42.5
38.1
29.1
21.2
13.4
15.5
13.6
5.0
1.0
11.0
12.0
12.5
11.0
11.0
11.0
7.5
7.5
8.0
0.0
15.0
15.0
15.0
20.0
20.0
20.0
20.0
20.0
19.0
0.0
CO
PCT
1.08
0.17
0.14
0.13
0.13
0.35
0.15
0.51
0.63
0.92
0.85
1.01
1.10
1.22
0.41
0.51
0.55
0.46
0.44
0.44
0.68
HC
PP*C
1540
aao
650
710
790
1500
1530
1650
I/ JO
1650
1425
560
3 'JO
1030
1085
1050
680
'••bk)
330
650
1250
NOX
PP#
59
85
122
190
286
1149
1930
1617
1716
1680
73
1623
1196
1374
1902
1295
564
395
235
153
74
CO
G-4/HR
4>»7.7
106.5
102.6
116.9
121.3
421.9
239.8
256.9
1141.3
1719.1
341.7
4060.5
4021.7
4097.6
1288.7
1214.6
961.3
712.1
570.2
496.0
266.9
HC
GM/HR
31.7
26.6
22.9
31.1
37.5
89.0
118.0
136.7
153.1
152.6
28.2
111.4
54.4
170.6
168.2
123.2
58.3
34.8
21.1
36.6
24.2
NO 2
GM/HR
4.0
8.4
14.2
27.5
45.0
226.3
494.1
444.8
512.8
515.8
4.7
1072.0
720.6
755.2
978.4
504.5
160.7
99.4
49.9
28.5
4.7
* ENGINE NOT
==23 MODE CYCLE COMPOSITE'
BSCC 35.79 GM/BHP-HR
BSHC 2.36 GM/BHP-HR
8SN02 9.8C GK/BHP-HR
6SFC 0.662 LB/BHP-HR
TESTED IN MOTORED MOOES
==TEST CONDITIONS**
BAROMETER 743.2 MMHG
HUMIDITY 55 GRAINS/LB
INLET AIR TEMP. RANGE 71F - 75F
WAX. EXHAUST TEMP. 14S1F
VO
-------
TABLE 8-6 INITIAL BASELINE TEST NCo E FOR ENGINE NO* 23<
ENGINE OBSERVED MANIFOLD 'EXHAL'SI
SPEED POWER VACUUM FLGte
MODE RPM 8HP «HG LB/HR
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
750
1200
1200
1200
1200
1200
1200
1200
1200
1200
755
2300
2300
2300
2300
2300
2300
23CO
2300
2300
760
0.0
l.C
4.1
9,2
12.8
25.7
38.5
42.1
47.3
51.4
0.0
102.3
94.1
S3. 9
76.7
51.2
25.6
18.4
8.2
2.0
0.0
17.7
1902
18*6
17.4
16.0
10.1
5.2
4.4
2.5
1.5
18.1
2.0
3.6
4.8
5.4
10.4
16.0
17.7
19.0
20.2
16.4
76
102
112
129
145
229
303
309
336
349
77
709
652
614
606
452
296
254
215
185
75
FUEL IGfclTIOM
FLOW TlfUNG CO
L8/HR OE6 8TC PCT
4.7
6-6
6.9
7e8
8.7
13.5
19.5
21.5
23.5
24«4
4.8
48.1
44.0
41.0
38.1
27.2
18.0
15.9
12.8
10.9
4.6
4.0
13.0
18.0
30.0
30.0
18.0
11.0
11.0
11.0
11.0
5.0
20.0
20.0
20.0
19.5
29.5
39.5
40.0
39.0
38.0
5.5
0.65
0.53
0.53
0.23
0.12
0.10
0,78
2.57
2.78
2.79
0.81
2.00
1.92
1.70
0.77
0.26
0.22
0.19
0.18
0.16
0.30
HC
PPMC
1375
725
1200
1920
1980
1670
1975
2500
2550
2480
1225
1750
1700
1200
1065
1150
1500
930
520
325
990
NCX
PPM
40
57
102
439
880
1484
1485
947
1045
1248
45
1807
1832
1813
1864
2078
1570
1034
425
214
35
CO
GM/HR
223.5
267,3,0
283.2
146*0
83.8
99.3
1091.7
3650.1
4312.4
4580*3
288.4
6674.7
5881.4
4899.0
2198.7
557.0
305.4
242.9
186.6
133.6
104.7
HC
GM/HR
23.2
18ol
32.0
59.9
67.3
86.<0
136.4
175.5
195.6
201.7
21.6
289.3
258.1
171.1
151.2
122.7
104.5
57.9
26.0
13.8
16.9
N02
GM/HR
2.2
4.?
9.0
45.4
99.3
253.7
340.3
220.8
265.9
336.8
2.6
991.5
923.8
858.2
878.9
736.2
362.9
213.8
70.5
30.0
1.9
* ENGINE NOT
==23 MODE CYCLE COMPOSITE'
BSCO 45.23 GM/8HP-HR
BSHC 3.C2 GM/BHP-HR
8SN02 10.33 GM/8HP-HR
BSFC C.5S3 LB/BHP-HR
TESTED IN MOTORED MODES
INLET
==TEST CONDITIONS'"*
BAROMETER 742.9 HMHG
HUMIDITY 55 GRAINS/LB
AIR TEMP. RANGE 75F - 78F
MAX. EXHAUST TEMP. 1415F
00
-------
TABLE 8-7 INITIAL BASELINE TEST NO. 2 FOR ENGINE NO. 23.
ENGINE OBSERVED MANIFOLD EXHAlST
SPEED POWER VACUUM FLOW
WCDE RPM BHP "HG LB/HR
1
2
3
A
5
6
7
8
9
1C
11
12*
13
14
15
16
17
13
19
20
21
22
23*
75 C
1200
12CO
1200
1200
1200.
1200
12CG
1200
12UC
745
230C
2300
2300
23CO
2300
2300
2300
23CC
2300
750
0.0
1.0
4.1
9.2
12.6
25.7
38.5
42.1
47.3
51.4
0.0
102.3
94.1
83.9
76.7
51.2
25.6
18.4
8.2
2.0
0.0
18.3
19.4
16.9
17.9
16.5
10.3
5.7
4.9
3.6
2.2
18.4
2.8
4.4
5.2
6.0
11.1
16.1
17.6
19.5
20.6
18.7
71
1C7
112
127
147
234
308
312
334
352
71
703
647
627
598
445
301
265
217
187
70
FUEL IGNITICK
FLOW TIMING
LB/HR DEC 8TC
4.4
6.6
6.9
7.8
8.9
13.5
18.9
20.4
23.3
24.3
4.4
47.1
43.3
39.8
36.5
26.4
18.0
15.7
12.9
10.9
4.3
5.0
9.5
19.0
29.0
29.5
19.5
11.0
11.0
11.0
11.0
5.0
16.0
18.0
19.0
19.0
30.5
39.5
38.5
38.5
39.0
5.0
CC
PCT
0.41
0.39
0.34
0.29
0.21
0.10
0.30
1.23
2.87
2.66
0.33
1.86
1.79
0.82
0.40
0.20
0.19
0.17
0.17
0.15
0.28
HC
PPMC
1350
600
1085
1785
1800
1375
1370
1800
2240
2250
1175
1525
1575
1200
980
1100
1095
800
510
281
1080
NOX
PPM
48
70
146
581
990
1498
1753
1580
982
1264
50
1832
1823
2013
1985
2194
1562
1018
487
237
49
CO
GM/HR
130.9
188.9
170.9
169.8
137.8
100*6
415.4
1722.8
4290.2
4155.4
101.9
5962.6
5281.0
2397.3
1114.1
415.4
265.1
213.7
165.7
126.9
88.4
HC
GM/HR
21.1
14.4
27.3
50.9
59.3
71.9
95.3
124.6
165.6
174.2
18.2
242.0
229.7
173.0
133.6
112.9
75.8
48.4
25.1
12.0
17.0
N02
GM/HR
2.5
5.6
12.2
55.0
106*3
260.1
404.6
363.2
240.9
324.7
2.5
965.4
882.6
964.0
897.9
747.7
359.1
204.2
79.6
33.5
2.6
* ENGINE NUT TESTED
==23 MODE CYCLE COMPOSITE:
BSCG 31.84 GM/BHP-HR
BSHC 2.63 GM/BHP-HR
BSN02 10.71 GM/BHP-HR
8SFC 0.577 LB/BHP-HR
li\ MOTORED MOOES
<=*TEST CONDITIONS***
BAROMETER 753.4 MMHG
HUMIDITY 54 GftAINS/LB
IhLET AIR TEMP. RANGE 69F - 77F
WAX. EXHAUST TEMP. 1424F
\o
VO
-------
TAfiL;. fl-8 INITIAL BASELINE TEST WO- 3 FOR ENGINE NC. 23,
fcCLt
1
tf
3
A
"j
r>
l
&
••,
i'.
11
I 2---
I j
14
15
16
17
Ib
i -j
20
21
22
"' X".'-
ENGINE OBSERVED MANIFOLD EXHAUST
Si-'ttD POWER VACUUM FLO*
«PM 8HP »HG LB/HR
750
12CO
1200
1200
1200
1200
1200
12CC
1200 .
1200
755
iJCO
2300
2300
:2cc
230C
2300
2 3 C G
2300
2300
770
0.0
1.0
4.1
9.2
12.6
25.7
38.5
42.1
47.3
51.4
0.0
102. 3
94.1
83.9
76.7
51.2
25.6
18.4
8.2
2.0
0.0
18.2
19.4
19. C
17.9
16.5
10.6
5.6
4.9
3.3
2.1
16.5
2.6
4.0
5.0
5.9
1C. 9
16.2
17.6
19,5
20.6
18.7
72
106
111
129
146
231
299
309
332
347
70
696
648
610
597
445
294
259
213
164
70
FUEL IGNITION
FLCW TlfcllsG CC
LB/HR DEC BTC PCT
4.4
6.5
6.8
7.9
8.9
13.5
18.5
20.6
23.4
24.3
4.3
46.6
43.5
39.7
36.9
26.6
17.7
15.5
12.7
10.8
4.3
5.0
9.5
18.5
30.0
30.0
20.5
10.5
10.5
10.5
11.0
5.0
18.5
18.5
18.5
18.5
30.0
38.0
38.0
38.0
37.0
5.0
0.26
0.36
0.35
0.28
0.21
0.10
0.35
1.58
3.12
3.00
0.31
1.78
1.87
1.22
0.53
0.20
0.18
0.17
0.16
0.15
0.26
HC
PPMC
1180
540
1075
1800
1900
1500
1500
1975
2350
2350
1175
1655
1675
1400
910
1110
1100
850
525
320
1100
NCX
PPM
47
69
140
582
988
1661
1779
1414
910
1141
50
1761
1704
1811
1844
2071
1418
958
456
220
48
CO
GM/HR
84.3
171.2
172.4
163.1
140.5
98.0
479.0
2176,5
4612.4
4631.8
93.4
5531.2
5431.5
3362.5
1419.7
401.2
243.5
199.6
155.6
124.0
78.6
HC
GM/HR
19.0
12.6
26.4
52.1
61.7
76.3
100.1
134.7
171.6
179.5
17.6
254.2
240.5
190.4
121.1
110.1
72.1
48.6
24.8
13.0
16.7
(•JO 2
GM/HR
2.5
5.4
11.4
55.9
106.6
280.5
394.1
320.3
220.7
289.5
2.4
898.3
812.5
817.9
614.7
682.1
308.6
182.0
71.2
29.6
2.4
o
o
=*23 MODE CYCLE COMPOSITE'
8SCO 34.35 GM/BHP-HR
BSHC 2.67 GM/BHP-HR
BSN02 9.81 GM/BHP-HR
BSFC 0.577 LB/8HP-HR
fcNGlKE NOT TESTED IN MOTORED KCDES
—TEST CONOITIONS==
BAROMETER 753.6 MMHG
HUMIDITY 54 GRAINS/LB
INLET AIR TEMP. RANGE 70F - 77F
MAX. EXHAUST TEMP. 1418F
-------
TABLE 8-9 FINAL BASELINE TEST NO. 1 FCR ENGINE NO. 23.
ENGINE OBSERVED MANIFOLD EXHAL'ST
SPEED POUER VACUUM FLOh
MODE RPM BHP "HG LB/HR
1
2
3
4
5
6
7
8
9
1C
11
12*
13
14
15
16
17
18
19
20
21
22
23*
750
1200
1200
1200
1200
1200
1200
1200
1200
1200
770
2300
2300
2300
2300
2300
2300
2300
2300
230G
770
0.0
1.0
4.1
9.2
12.8
25.7
38.5
42.1
47.3
51.4
0.0
102.3
94.1
83.9
76.7
51.2
25.6
18.4
8.2
2.0
0.0
17.7
16.5
18.C
17.2
16.0
9.8
4.9
3.7
1.7
l.C
18.0
1.8
3.C
4.5
5.2
10.8
16.1
17.5
19.3
20.3
18.2
72
105
109
120
133
214
273
283
311
334
72
641
596
563
541
400
259
230
185
165
75
FUEL IGMTICfx
FLOW TIMING CC
LB/HR DEG BTC PCT
4.5
6.5
6.7
7.3
8.0
12.7
18.0
19.8
21.7
22.9
4.5
44.1
40.8
38.1
34.3
24.4
15.9
14.1
11.1
9.8
4.6
5.0
11.0
15.0
23.0
25.0
15.0
9.5
9.5
9.5
9.5
5.0
19.0
19.0
19.0
18.0
29.0
37.0
37.0
37.0
38.0
5.0
0.36
0.38
0.32
0.20
0.14
0.10
1.31
2.87
2.86
2.70
0.37
2.30
2.26
1.91
0.74
0.24
0.24
0.23
0.18
0.17
0.30
HC
PPMC
1125
1025
1325
1500
1675
1325
1750
2175
2175
2000
1100
1750
1770
1770
1250
1400
1390
1075
600
370
1350
NOX
PPM
49
65
1
352
717
1180
1306
849
1047
1227
62
1426
1426
1468
1680
2039
1375
920
378
193
54
CO
GN/Hft
117.4
179.9
157.6
109.8
83.8
103.7
1658.9
3716.1
4123.9
4206.0
124.9
7074.2
6506.2
5282.3
1959.9
479.2
312.3
263.0
158.7
132.7
107.6
HC
GM/HR
18.1
24.2
32.5
40*6
51.0
64.9
109.9
139.4
155.3
154.3
18.2
266.0
252.2
241.8
164.8
135.8
88.0
60.4
26.6
14.6
23.7
NO 2
GK/HR
2.6
5.1
0.1
31.5
72.4
191.7
272.3
180.7
248.3
314.2
3.4
719.8
674.4
665.5
735.3
657.0
289.1
171.4
55.6
25.1
3.1
* ENGINE NOT
==23 MODE CYCLE COMPOSITE'
BSCO 45.64 GM/BHP-HR
BSHC 3.CC GM/8HP-HR
BSN02 8.22 GM/BHP-HR
8SFC 0.546 LB/BHP-HR
TESTED IN MOTORED MQOES
"TEST CONDITIONS^
BAROMETER 742.4 MMHG
HUMIDITY 55 GRAINS/LB
IKLET AIR TEMP. RANGE 76F - 79F
MAX. EXHAUST TEMP. 13S4F
-------
TABLE 8-10 FINAL BASELINE TcST NO. 2 FOR Efclii L- NO. 21
ENGINE OBSERVED MANIFOLD EXHALSl
SPEED PGtoER VACUUM FLC»
fcGCE RPM 6HP "HG LB/H ?
1
2
3
4
5
6
7
e
9
10
11
12*
13
14
15
16
17
IS
19
20
21
22
23*
750
1200
1200
1200
1200
1200
1200
1200
1200
1200
760
2300
2300
2300
2300
2300
2300
2300
2300
2300
750
0.0
1.0
4.1
9.2
12.8
25.7
- 3«.5
42.1
47.3
51.4
0.0
102.3
94.1
83.9
76.7
51.2
25.6
18.4
8.2
2.0
0.0
17.6
1£.4
1£.C
17.2
16.C
9.7
4.8
3.5
1.4
l.C
18.2
1.5
2.8
4.4
5.2
10.6
16,2
17.6
19.5
20.3
18.4
72
1CI
1C/
113
131
212
26S
285
31*
332
6*3
651
596
557
531
39?
257
228
161
161
71
FUEL I
FLG*
LB/H>.
4.5
6.3
6.6
7.1
8.0
12.8
18.?
20.1
22.1
22. e
4.3
45.0
40.6
37.7
33.8
24.1
15.3
13.9
IO.S
9.6
4.4
GMITICfv
TIMIKC
uEG Bit
5.0
8.0
12.0
22.0
25.0
13.0
8.0
8.0
8.0
8.0
5.0
19. C
19.0
18.0
18.0
29.0
37.0
37.0
37.0
38.0
5.0
CO
PCT
0.35
0.45
0.38
0.26
0.17
0.11
1.85
3.04
3.04
2.fcl
0.35
2.33
2.08
1.33
0.86
0 . 24
u.25
0.22
u.19
0.20
'.27
HC
PPf*C
1100
550
850
1575
1825
1450
1975
2250
2225
2125
1050
1775
1750
1825
1250
1400
1450
1100
575
400
675
NOX
PPM
41
67
109
347
745
1300
1037
785
1004
1207
5
1418
1585
1588
1882
2270
1545
958
389
192
49
CO
GM/HR
115.0
203.0
186.4
139.1
101.1
112.6
2305.5
4055.8
4460.0
4075.1
111.3
7401.6
6058.1
4970.0
2230.1
466.6
318.4
236.7
167.1
152.1
93.0
HC
GM/HR
18.0
12.2
20.5
41.3
54.9
70.8
122.0
148.3
161.6
164.1
16.8
278.6
251.9
245.8
160.8
135.0
89.9
59.4
24.8
15.2
14.7
N02
GM/HR
2.2
4.9
8.6
30.3
74.3
210.5
212.6
171.6
241.9
309.6
0.3
739.1
757.2
709.8
803.7
726.9
318.1
171.7
55.5
24.2
2.7
==23 MODE CYCLE CCMPOSITF
8SCG 45.78 GH/BHP-HR
BSHC 2.95 G^/BHP-HR
BSK'02 8..S8 Gi-'/BHP-HK
BSFC 0.542 Lcv/BHP-HR
* ENGINE NOT TESTED IN KOTOREO MODES
==TEST CONDITIONS^
BAROMETER 741.9 MMHG
HUMIDITY 55 GRAINS/LB
INLET AIR TEMP. RANGE 77F - 82F
WAX. EXHAUST TEMP. 1400F
-------
103
APPENDIX C. — BASELINE DATA FOR HEAVY DUTY GASOLINE
ENGINES WITH PARAMETERS ADJUSTED TO
MANUFACTURERS' SPECIFICATIONS
(9-MODE CYCLE)
-------
TABLE C-l. - Initial baseline test No. 1 for engine No. 22 (9-mode cycle)
Cycle
XT«»
No.
1
2
3
Mode
1
2
3
4
5
6
7
8
9
1
2
3
4
5
6
7
8
9
1
2
3
4
5
6
7
8
9
Observed
power ,
bhp
0
29,,
54
26c '
4,.' '
23 . ;
82 -
26
0
24
57 . S
24.
6
21,'
82,"
24. •
0
24 •
5?.
24
6.
23 /<
84.'
26,,
Manifold
vacuum,
in. Hg
18
16
10
16
19
16
3
16
18
16
10
16
19
16
3
16
18
16
10
16
19,
16
3
16
Ib/hr
T., -i .
c2c ciausc
flow
78
347
509
329
211
330
636
310
78
311
483
304
209
272
669
315
72
295
468
296
199
289
674
298
T?,.£l1
ruei
flow
5.2
21.0
32.0
20.9
13.7
20.5
41.0
19.5
5.2
19.5
30.1
19.0
13.6
18.1
42.5
18.8
5.0
18.5
29.3
18.6
13.0
18.0
43.0
18.8
A/F
14.0
15.5
14.9
14.7
14.4
15.1
14.5
14.9
14.0
15.0
15.0
15.0
14.4
15.0
14.7
14.9
13.5
15.0
15.0
14.9
14.3
15.0
14.7
14.9
Emissions
volume percent
CO
2.06
.22
.31
.44
.92
.32
1.93
.41
2.06
.41
.26
.41
.92
.44
1.47
.47
2.75
.45
.32
.49
1.08
.45
1.36
.48
co2
11.05
11.62
11.88
11.93
11.88
11.88
10.79
11.93
11.05
11.88
11.88
11.88
11.84
11.80
10.96
11.71
10.96
Ilo71
11.71
11.62
11.80
11.71
10.96
11.84
HC
0.3150
.1400
.1800
.1600
.1100
.1050
.1600
.1075
0.3150
.0950
.1325
.0850
.0800
.0775
.0875
.0775
0.1825
.0775
.1250
.0800
.0875
.0750
.1075
.0800
NO *
0.0064
.0514
.0259
.0805
.0247
.0712
.1060
.0817
0.0064
.0744
.1723
.0769
.0287
.0696
.1088
.0781
0.0089
.0805
.1796
.0805
.0267"
.0712
.1177
.0845
grams /hr
CO
732
354
736
674
1,023
489
5,640
590
732
593
585
578
895
594
4,311
662
909
624
708
686
794
608
4,320
668
HC
55.4
111
211
121
53.0
79.4
231
76.5
55.4
67.9
148
59.2
38.5
51.7
127
54.0
29.8
53.2
137
55.4
39.8
50.1
169
55.1
NO **
X
3.74
136
101
202
39.5
179
509
193
3.74
176.6
637
178
45.8
154
524
181
4.8
184
653
185
40.4
158
614
193
* Measured by NDIR.
** NO as N0.
-------
TABLE C-l. - Initial baseline test No. 1 for engine No. 22 (9-mode cycle) (Cont'd)
Cycle
No.
4
Mode
1
2
3
4
5
6
7
8
9
Observed
power,
bhp
0
2.6 .
56
26
9
25
82
26
Manifold
vacuum ,
in. Hg
18
16
10
16
19
16
3
16
Ib/hr
Exhaus t
flow
72
294
467
295
209
295
655
284
Fuel
flow
5.0
18.5
29.4
18.6
13.6
18.5
42.0
18.0
A/F
13.5
14.9
14.9
14.9
14.4
14.9
14.6
14.8
Emissions
volume percent
CO
2.75
.48
.38
.48
.96
.48
1.53
.53
co2
10.96
11.80
11.84
11.80
11.80
11.80
11.05
11.84
HC
0.1825
.0825
.1300
.0825
.0800
.0825
.1050
.0850
NO * =
0.0089
.0829
.1796
.0870
.0336
.0793
.1149
.0870
grams /hr
CO
909
659
830
663
933
659
4,650
703
HC
29.8
56.1
141
56.4
38.5
56.1
158
55.8
NO **
X
4.8
187
645
197
53.7
179
574
190
* Measured by NDIR.
** NO as N0_.
X £
Cycle emission rates. Federal.- weighting Factors (5_)
•••.-.'•--' rr - -. '-?."•'• 1
CO, gm/bhp-hr '.'"..". . .'..".' 42.0
HC,; gm/bhp-hr . . . . . . 2.82
NO as-.NO.,- gm/bhp-hr . .7.96
X £.
-------
TABLE C-2. - Initial baseline test No. 2 for engine No. 22 (9-mode cycle)
Cycle
No.
1
2
3
Mode
1
2
3
4
5
6
7
8
9
1
2
3
4
5
6
7
8
9
1
2
3
4
5
6
7
8
9
Observed
power ,
bhp
0
26
56
26
6
26
82
26
0
26
56
26
6
26
82
26
0
26
56
26
6
26
82
26
Manifold
vacuum,
in. Hg
18
16
10
16
19
16
3
16
18
16
10
16
19
16
3
16
18
16
10
16
19
16
3
16
Ib/hr
Exhaus t
flow
78
394
501
302
222
311
627
288
78
292
486
293
202
296
610
294
73
280
470
279
190
276
613
282
Fuel
flow
5.2
24
31.5
19.3
14.4
19.4
40
18.1
5.2
18.3
30.4
18.4
13.1
18.5
41.5
18.5
5.0
18.3
29.5
18.3
12.9
18.0
41.5
18.4
A/F
13.9
15.4
14.9
14.7
14.5
15
14.7
14.9
13.9
15.0
15.0
14.9
14.4
15.0
14.7
14.9
13.6
14.3
14.9
14.3
13.7
14.3
13.8
14.3
Emissions
volume percent
CO
2.. 18
.26
.22
.57
.88
.38
1.53
.48
2.18
.44
.37
.44
.86
.44
1.46
.49
2.52
.46
.38
.53
.97
.48
1.36
.53
co2
11.05
11.80
12.15
12.01
12.01
11.97
11.84
11.97
11.93
11.93
11.93
11.93
12.32
12.15
11.14
11.93
11.14
11.93
11.93
12.15
11.93
11.93
11.30
11.93
HC
0.3400
.1400
.1750
.1300
.1000
.0900
.1500
.0825
0.3400
.0800
.1225
.0800
.0700
.0750
.0850
.0675
0.1750
.0675
.1175
.0700
.0750
.0700
.0975
.0650
NO *
0.0065
.0235
.1505
.0639
.0247
.0591
.1278
.0615
0.0065
.0615
.1650
.0712
.0247
.0720
.1116
.0781
0.0097
.0781
.1816
.0769
.0275-
.0744
.1391
.0769
grams /hr
CO
767
470
498
795
896
544
4,155
636
767
594
831
597
781
590
4,384
666
836
620
814
711
885
636
4,061
715
HC
59.2
125
200
89.6
50.3
63.7
201
54.1
59.2
53.3
136
53.7
31.4
49.7
126
45.4
28.7
45.0
124
46.4
33.8
45.8
144
43.4
NO **
X
3.8
69.7
570
146
41.3
139
570
134
3.8
136
608
159
37
159
550
174
5.3
173
639
169
41.2
162
682
170
o
ON
* Measured by NDIR.
** NO as N09.
X fc
-------
TABLE C-2. - Initial baseline test No. 2 for engine No. 22 (9-mode cycle) (Cont'd)
Cycle
No.
4
Mode
1
2
3
4
5
6
7
8
9
Observed
power ,
bhp
0
26
56
26
6
26
82
26
Manifold
vacuum,
in. Hg
18
16
10
16
19
16
3
16
Ib/hr
Exhaus t
flow
73
277
469
275
179
274
615
277
Fuel
flow
5.0
18.0
29.5
18.0
12.2
17.8
41.5
18.2
A/F
13.6
14.3
14.9
14.3
13.7
14.4
13.8
14.2
Emissions
volume percent
CO
2.52
.49
.44
.49
1.04
.48
1.45
.53
co2
11.14
11.93
11.93
12.15
11.93
11.93
11.30
11.93
HC
0.1750
.0700
.1175
.0725
.0775
.0675
.0925
.0700
NO *
0.0097
.0756
.1853
.0805
.0267
.0732
.1391
.0829
grams /hr
CO
836
648
954
637
893
629
4,301
707
HC
28.7
45.8
126
46.6
32.9
43.7
136
46.2
NO **
3C
5.3
164
660
172
37.6
157
678
182
* Measured by NDIR.
** NO as NO..
X £,
Cycle emissioncrates, Federal weighting Factors
CO, gm/bhp-hr ................ 39.9
HC, gm/bhp-hr ................ 2.51
.
X
N0_, gm/bhp-hr ............ 8.39
£*
-------
TABLE C-30 - Final baseline No. 1 for engine No. 22 (9°mode cycle)
Cycle
No.
1
2
3
Mode
1
2
3
4
5
6
7
8
9
1
2
3
4
5
6
7
8
9
1
2
3
4
5
6
7
8
9
Observed
power,
bhp
0
21
52
21.
5.
21
79
21.
0
21
52.
21.
5 <•
21 .
79
21...
0
21
52
21.
5
21
7.9
21
Manifold
vacuum,
In. HK
18
16
10
16
19
16
3
16
18
16
10
16
19
16
3
16
18
16
10
16
19
16
3
16
Ib/hr
Exhaust
flow
82
267
473
311
224
298
686
312
82
277
454
294
212
287
656
302
84
294
452
293
199
280
643
296
Fuel
flow
5.5
18.2
29.8
1<>.9
14.7
18.7
43.4
19.9
5.5
17.5
28.6
1H.6
14.1
18.1
42.5
19.2
5.8
18.6
2S.6
18.5
13.2
17.7
40.9
18.7
A/F
13.9
13.7
14.9
14.6
14.3
15.0
14.8
14.7
13.9
14.8
14.9
14.8
14.0
14.9
14.4
14.7
13.5
14.8
14.8
14.8
14.1
14.8
14.7
14.8
Emissions
volume
CO
1.53
4.39
.35
.79
1.10
.48
1.40
.70
1.53
.61
.44
.61
1.40
.48
1.58
.66
2.24
.61
.44
.61
1.40
.61
1.36
.57
C09
11.30
9.23
11.62
11.62
11.62
11.62
10.66
11.44
11.30
11.62
11.62
11.62
11.62
11.62
11.14
11.62
10.96
11.62
11.62
11.62
11.62
11.62
10.96
11.62
percent
HC
0.297
.169
.190
.134
.120
.110
.140
.110
0.297
.100
.137
.095
.120
.100
.120
.097
0.170
.095
.150
.085
.115
.090
.120
.080
NO *
0.0059
.0200
.0830
.0520
.0200
. . 0440
.0960
.0460
0.0059
.0530
.1420
.0620
.0230
.0630
.1190
.0680
0.0080
.0650
.1520
.0630
.0210
.0600
.1170
.0610
grams /hr
CO
588
5,319
787
1,151
1,156
675
4,572
1,044
588
795
947
845
1,379
654
4,801
940
892
845
946
841
1,292
805
4,105
797
HC
56.5
101.3
101.6
96. -i
62.4
76.5
226.1
81.1
56.5
64.4
145.8
65. L
58 . 5
67.4
180.3
68.3
33.5
65.1
159.5
57.9
52.5
58.7
181.6
55.4
NO,,**
3.7 .
39.8
306.7
124.4
34.5
101.6
514.9
112.7
3.7
113.4
501.9
141.0
37.2
140.9
593.9
159.0
5.2
147.8
536.8
142.6
31.8
130.0
580.0
140.2
o
GO
* Measured by chemiluminescence.
** NOX as NO,
-------
TABLE C-3. - Final baseline No. 1 for engine No. 22 (9-mode cycle) (Cont'd)
Cycle
No.
4
Mode
1
2
3
4
5
6
7
8
9
Observed
power,
bhp
0
21
52
21
5
21
79
21
Manifold
vacuum,
in. HR
18
16
10
16
19
16
3
16
Ib/hr
Exhaust
flow
84
295
448
297
205
276
624
301
Fuel
flow
5.8
18.7
28.4
18.9
13.6
17.5
40.2
19.2
A/F
.13.5
14.8
14.8
14.7
14.1
14.8
14.5
14.7
Emissions
vo lume
CO
2.24
.61
.48
.70
1.31
.66
1.49
.70
CO?
10.96
11.62
11.62
11.62
11.44
11.62
10.96
11.62
percent
HC
0.170
.085
. .128
.080
.100
.088
.100
.085
NO**
0.0080
.0610
.1540
.0610
.0230
.0570
.1190
.0590
grams/hr
CO
892
850
1,023
979
1,273
857
4,381
995
HC
33.5
58.6
134.4
55.4
48.0
56.2
145.4
59.7
NO,,**
5.2
139.6
539.2
140.2
36.7
121.6
574.7
137.6
o
VO
* Measured by chemiluminescence.
** NOX as N02.
Cycle emission rates. Federal freighting Factors (_5_)
CO, gm/bhp-hr 53.=2
HC, gm/bhp-hr 3.1
NOX as N02, gm/bhp-hr 7.8"
-------
TABLE C-4. - Final baseline No. 2 for engine No. 22 (9-rmode cycle)
Cycle
No.
1
2
3
Mode
1
2
3
4
5
6
7
8
9
1
2
3
4
5
6
7
8
9
1
2
3
4
5
6
7
8
9
Observed
power ,
bhp
0
21
52
21 '.'
5.. •:
21
79
21. -
0
21
52
21
5
21
79
21 '..
0
21
52
21
5
21
79 '•
21
Manifold
vacuum ,
in. Hg
18
16
10
16
19
16
3
16
18
16
10
16
19
16
3
16
18
16
10
16
19
16
3
16
Ib/hr
Exhaus t
flow
80
278
462
300
213
289
662
298
80
287
467
296
200
284
636
305
80
283
457
296
206
275
643
297
Fuel
flow
5.2
17.7
29.0
19.0
14.1
18.2
42.4
19.0
5.2
18.2
29.5
18.8
13.3
18.0
40.9
19.4
5.5
17.9
29.0
18.8
13.7
17.4
41.4
18.9
A/F
14.3
14.9
14.9
14.8
14.1
14.9
14.6
14.7
14.3
14.8
14.8
14.7
14.1
14.8
14.6
14.7
13.5
14.8
14.8
14.8
14.0
14.8
14.5
14.7
Emissions
volume percent
CO
0.96
.66
.39
.70
1.27
.61
1.45
.70
0.96
.66
.44
.75
1.32
.66
1.49
.70
2.17
.61
.53
.66
1.34
.66
1.40
.70
co2
11.30
11.30
11.30
11.14
11.14
11.14
10.96
11.30
11.30
11.30
11.14
11.14
11.14
11.14
10.96
11.30
10.66
11.14
11.14
11.14
11.14
11.14
10.66
11.14
HC
0.165
.125
.160
.100 ;
.115
.108
.140
.102
0.165
.097
.137
.093
.112
.095
.105
.090
0.170
.090
.132
.087
.107
.091
.115
.085
NO *
X
0.007
.010
.140
.060
.020
.050
.120
.061
0.007
.059
.150
.061
.020
.060
.120
.063
a 008
.062
.150
.062
.022
.059
.120
.061
grams /hr
CO
369
887
876
1,022
1,312
859
4,497
1,009
369
927
1,017
1,080
1,282
939
4,337
1,031
843
847
1,196
958
1.-339
887
4,368
1,018
HC
31.3
83.1
177.8
77.6
58.8
87.2
214.7
72.7
31.3
67.4
156.6
66.3
53.8
66.8
151.1
65.6
32.7
61.8
146.7
62.5
52.9
60.5
177.5
61.1
NO **
X
4.4
22.1
516.6
143.8
33.9
115.7
611.3
144.4
4.4
136.1
569.3
144.3
31.9
140.1
573.6
152.4
5.1
141.3
555.8
147.8
36.1
130.2
615.0
145.7
* Measured by chemiluminescence.
** NO as N00.
X £.
-------
TABLE C-4. - Final baseline No. 2 for engine No. 22 (9-mode oytcle) (Ccrat'd)
Cycle
No.
4
Mode
1
2 .
3
4
5
6
7
8
9
Observed
power ,
bhp
0
21
52
21
5
21
79
21
Manifold
vacuum,
in. Hg
18
16
10
16
19
16
3
16
Ib/hr
Exhaust
flow
80
281
447
287
208
282
617
294
Fuel
flow
5.5
17.9
28.4
18.2
13.7
17.9
40.0
18.8
A/F
13.5
14.7
14.8
14.7
14.2
14.8
14.4
14.7
Emissions
volume percent
CO
2.17
.70
.53
.70
1.14
.66
1.47
.73
co2
10.66
11.30
11.14
11.14
11.30
11.14
10.66
11.30
HC
0.170
.090
.130
.084
.095
.090
.115
.085
NO *
X
0.008
.061
.150
.061
.022
.059
.130
.062
grams /hr
CO
843
951
1,171
981
1,143
912
4,406
1,040
HC
32.7
60.5
142.0
58.6
47.1
61.5
170.5
59.5
NO **
X
5.1
136.2
544.3
140.4
36.2
133.9
639.9
145.0
* Measured by chemiluminescence.
** NO as N00.
X Z.
Cycle emission rates, Federal weighting"Factors'(£
CO, gm/bhp-hr 50.7
HC, gm/bhp-hr j. . 3.2
NO as NO , gm/bhp-hr . ; 3.3
X • £.
-------
TABLE C-5. - Initial baseline No. 1 for engine No. 23 (9-mode cycle)
Cycle
No.
1
2
3
Mode
1
2
3
4
5
6
7
8
9
1
2
3
4
5
6
7
8
9
1
2
3
4
5
6
7
8
9
Observed
power ,
bhp
0
20
46 '
20. ,
5
20 ..
81 ,
20 .
0
20
46 ;.
20.
5
20
81
20.
0
20
46
20
5
20
81
20
Manifold
vacuum,
in. Hg
18
16
10
16
19
16
3
16
18
16
10
16
19
16
3
16
18
16
10
16
19
16
3
16
Ib/hr
Exhaust
flow
86
230
400
251
192
268
607
245
86
233
403
242
177
248
604
253
75
234
408
238
172
249
630
244
Fuel
flow
5.4
14.8
26.1
15.4
11.3
15.5
38.6
15.5
5.4
14.7
24.4
15.1
10.6
14.9
38.7
16.0
4.7
14.8
24.9
14.8
10.6
15.1
38.1
15.5
A/F
15.0
14.6
14.3
15.3
16.0
16.4
14.7
14.8
15.0
14.0
15.5
15.0
15.7
15.6
14.6
14.8
15.1
14.8
15.4
15.1
15.2
15.5
15.5
14.8
Emissions
volume percent
CO
0.61
.15
.21
.21
.15
.15
1.93
.21
0.61
.22
.31
.45
.14
.17
1.93
.26
0.72
.21
.35
.26
.21
.21
1.97
.26
CO?
10.66
10.66
10.96
10.96
10.96
10.96
10.66
11.30
10.66
10.96
11.14
11.62
10.96
10.96
10.96
10.96
11.14
10.96
11.62
11.30
10.96
11.14
10.66
10.96
HC
0.270
.160
.180
.130
.066
.132
.200
.120
0.270
.116
.150
.160
.041
.122
.192
.113
0.144
.115
.157
.121
.042
.125
.200
.120
NOY*
0.0042
.1035
.1315
.0789
.0202
.0840
.1193
.0951
0.0042
.0948
.1557
.1031
.0222
.0991
.1294
.1062
0.0035
.1031
.1598
.1072
.0242
.1052
.1274
.1153
grams /hr
CO
262
185
449
270
144
193
5,347
267
262
262
598
511
128
215
5,242
340
261
263
593
305
182
264
5,378
340
HC
57.4
98.0
187.9
80.4
30.3
82.9
274.0
72.5
57.4
68.1
143.2
90.0
17.9
73.6
258.6
72.4
25.7
68.4
147.8
69.6
18.2
74.6
269.6
74.5
NOv**
3.0
210.5
455.9
162.0
30.8
174.5
542.9
190.9
3.0
185.9
493.8
191.9
31.8
197.7
577.2
225.9
2.1
203.8
494.6
204.8
34.5
208.6
570.4
237.6
Measured by chemiluminescence.
** NO,, as NO?.
X ^
-------
TABLE C-5. - Initial baseline No. 1 for engine No. 23 (9-mode cycle) (Cont'd)
Cycle
No.
4
Mode
1
2
3
4
5
6
7
8
9
Observed
power ,
bhp
0
20.
46
. 20
5
20
81
20.
Manifold
vacuum,
in. Hg
18
16
10
16
19
16
3
16
Ib/hr
Exhaust
flow
75
234
395
237
170
245
589
236
Fuel
flow
4.7
14.9
24.1
14.6
10.4
14.9
38.1
15.0
A/F
15.1
14.8
15.4
15.3
15.4
15.5
14.6
14.8
Emissions
volume percent
CO
0.72
.26
.35
.26
.17
.21
1.89
.26
CO?
11.14
10.96
10.96
10.96
11.14
10.96
10.79
10.96
HC
0.144
.122
.160
.121
.037
.150
.205
.119
|_NOX*
0.0035
.1123
.1719
.1112
.0243
.1072
.1274
.1133
grams/hr
CO
261
316
677
310
147
253
5,128
319
HC
25.7
72.7
152.6
71.0
15.4
89.6
275.1
71.5
NOX**
2.1
222.3
544.6
215.9
33.6
212.7
567.8
226.0
* Measured by chemiluminescence.
** NO as N0_.
X **
Cycle emission rates, Federal-weighting factors: (J5)
CO, gm/bhp-hr ... 37.6
HC, gm/bhp-hr 3.9
NOX as N02, gm/bhp-hr . 9.1
-------
TABLE C-6. - Initial baseline No. 2 for engine No. 23 (9-mode cycle)
Cycle
No.
1
2
3
Mode
1
2
3
4
5
6
7
8
9
1
2
3
4
5
6
7
8
9
1
2
3
4
5
6
7
8
9
Observed
power,
bhp
0
23
48
23
9
23
85
23.
0
23 '
48.
23
9
23.
85 •
23.
0
23
48
23.
9
23.
85
23
Manifold
vacuum,
in. Hg
18
16
10
16
19
16
3
16
18
16
10
16
19
16
3
16
18
16
10
16
19
16
3
16
Ib/hr
Exhaust
flow
68
279
419
265
188
262
605
264
68
252
406
256
190
256
642
261
66
259
408
256
183
261
595
256
Fuel
flow
4.3
16.5
25.1
15.8
11.1
15.6
40.3
15.7
4.3
15.0
24.6
15.3
11.3
15.3
40.1
15.6
4.2
15.5
24.9
15.4
11.0
15.7
40.2
15.5
A/F
14.7
15.9
15.7
15.8
15.9
15.8
14.0
15.8
14.7
15.8
15.5
15.7
15.8
15.7
14.0
15.7
14.6
15.7
15.4
15.6
15.6
15.6
13.8
15.5
Emissions
volume
CO
0.57
.13
.18
.18
.18
.18
1.80
.18
0.57
.18
.22
.18
.18
.18
1.80
.18
0.92
.18
.26
.18
.18
.18
2.02
.18
CO?
12.50
11.93
11.80
11.80
11.93
11.93
11.80
11.93
12.50
11.93
11.93
11.93
11.93
11.93
11.62
11.93
11.93
11.80
11.80
11.80
11.80
11.62
11.44
11.80
percent
HC
0.165
.145
.155
.132
.076
.130
.203
.120
0.165
.125
.150
.130
.075
.138
.208
.128
0.188
.138
.159
.138
.077
.150
.213
.136
NOV*
0.0042
.1204
.1877
.1335
.0324
.1234
.1679
.1355
0.0042
.1341
.2023
.1456
.0485
.1359
.1618
.1456
0 . 0040
.1529
.2023
.1456
.0460
.1416
.1537
.1456
grams/hr
CO
170
161
341
215
150
210
4,825
212
170
202
404
206
153
206
4,861
210
276
211
486
210
150
217
5,453
211
HC
24.3
89.0
145.5
78.5
31.4
75.2
269.8
69.9
24.3
69.5
136.2
73.8
31.6
78.5
277.8
74.1
28.0
80.1
147.5
79.6
32.1
89.5
285.0
79.3
NO,,**
2.1
245.3
585.1
262.6
44.5
237.1
739.3
262.3
2.1
247.8
610.0
274.4
67.8
255.9
717.8
279.8
2.0
294.8
621.5
278.9
63.3
280.5
681.5
280.7
Measured by chemiluminescence.
**NOX as N02,
-------
TABLE C-6. - Initial baseline No. 2 for engine No. 23 (9-mode cycle) (Cont'd)
Cycle
No.
4
Mode
1
2
3
4
5
6
7
8
9
Observed
power,
bhp
0
23
48
23
9.
23
85
23,
Manifold
vacuum,
in. Hg
18
16
10
16
19
16
3
16
Ib/hr
Exhaust
flow
66
257
400
253
183
257
589
251
Fuel
flow
4.2
15.5
24.4
15.4
11.0
15.6
40.1
15.2
A/F
14.6
15.6
15.4
15.4
15.6
15.5
13.7
15.5
Emissions
volume percent
CO
0.92
.18
.28
.22
.18
.18
2.06
.22
CO?
11.93
11.62
11.62
11.62
11.62
11.62
11.30
11.62
HC
0.188
.145
.163
.147
.080
.155
.215
.143
NOV*
0.0040
.1416
.1934
.1456
.0445
.1375
.1456
.1340
g
CO
276
212
520
259
153
215
5,584
256
rams/hr
HC
28.0
84.4
149.7
85.7
33.6
91.5
288.2
82.7
NCv**
2.0
273.7
589.9
282.0
62.1
269.5
648.3
256.3
Measured by chemiluminescence.
** NOV as N07.
A. L,
Cycle emission rates, Federal weighting factors' (5).
CO, gm/bhp-hr 32.1
HC, gm/bhp-hr 3.6
NO as N0», gm/bhp-hr . .' 'l6.4
"X £- —
-------
TABLE C-7. - Final baseline No, 1 for engine No0 23 (9-mode cycle)
Cycle
No.
1
2
3
Mode
1
2
3
4
5
6
7
8
9
1
2
3
4
5
6
7
8
9
1
2
3
4
5
6
7
8
9
Observed
power ,
bhp
0
24 .
48.
24 ;
9
24
84
24
0
24
48.
24
9
24
84
24
0
24
48.
24
9
24
84
24
Manifold
vacuum ,
in. Hg
18
16
10
16
19
16
3
16
18
16
10
16
19
16
3
16
18
16
10
16
19
16
3
16
Ib/hr
Exhaust
flow
70
243
393
232
168
238
525
223
70
226
354
227
160
229
525
222
70
225
355
225
158
230
526
224
Fuel
flow
4.5
14.5
23.8
14.2
10.4
14.4
35.0
14.1
4.5
13.9
21.5
13.8
9.8
13.9
35.3
13.7
4.6
13.7
21.7
13.7
9.6
14.2
35.5
13.7
A/F
14.7
15.8
15,5
15.4
15.1
15o6
14.0
14.9
14.7
15.3
15.5
15.5
15.3
15.5
13.9
15.2
14.2
15.4
15.4
15.4
15.5
15.2
13.8
15.3
Emissions
volume
CO
0.88
.13
.18
.18
.23
.14
1.85
.31
0.88
.22
.22
.18
.31
.18
2.02
.22
1.23
.18
.22
.19
.31
.18
2.09
.22
C02
11.68
11.77
11.77
11.85
12.30
11.94
11.42
12.03
11.68
11.94
11.77
11.77
11.85
11.77
11.42
11.94
11.85
11.94
11.85
11.94
11.94
11.85
11.42
11.77
percent
HC
0.330
.175
.170
.162
.130
.155
.192
.158
0.330
.150
.147
.140
.100
.146
.190
.145
0.140
.145
.150
.145
.095
.147
.187
.145
NOX*
0.0037
.0934
.1453
.1515
.0374
.1079
.1212
.1204
0.0037
.1370
.1806
.1203
.0415
.1289
.1421
.1453
0.0083
.1394
.1847
.1307
.0415 •
.1370
.1432
.1457
grams /hr
CO
283
146
318
198
173
152
4,418
320
283
228
358
194
226
195
4,800
225
394
190
359
199
220
198
4,926
228
HC
46.2
84.1
133.7
75.5
42.7
73.0
199.8
71.3
46.2
66.8
104.2
63.9
31.9
67.1
197.0
64.6
19.5
64.8
106.5
64.7
29.5
680 5
193.9
65.5
NO **
X
2.1
179.6
457.1
282.3
49.1
203.3
504.6
217.5
2.1
247.6
512.5
219.8
53.1
237.2
589.5
258.9
4.7
249.3
524.9
233.5
51.6
255.5
594.0
263.4
Measured by chemiluminescence.
** NO as N00.
-------
TABLE C-7. - Final baseline No. 1 for engine No. 23 (9-mode cycle) (Cont'd)
Cycle
No.
4
Mode
1
2
3
4
5
6
7
8
9
Observed
power ,
bhp
0
24 :'
48
24
9 •
24
84,
24
Manifold
vacuum,
in. Hg
18
16
10
16
19
16
3
16
Ib/hr
Exhaus t
flow
70
225
356
223
154
228
516
224
Fuel
flow
4.6
13.7
21.8
13.6
9.5
13.9
34.7
13.8
A/F
14.2
15.4
15.3
15.4
15.3
15.4
13.9
15.3
Emissions
volume percent
CO
1.23
.18
.23
.19
.32
.18
2.13
.22
C02
11.85
11.85
11.77
11.85
11.94
11.94
11.42
11.94
HC
0.140
.144
.149
.145
o097
.151
.192
.150
NOX*
0.0083
.1441
.1942
.1453
.0457
.1422
.1443
.1577
grams /hr
CQ
394
191
378
199
224
192
4,944
227
HC
19.5
64.8
107.0
64.7
29.8
68.4
194.0
67.3
NOX**
4.7
259.4
558.3
259.4
56.2
257.7
583.3
283.0
Measured by chemiluminescence,
** NO as N0_.
2C £.
Cycle emission rates, Federal weighting factors (j>),
CO, gm/bhp-hr 33.8
HC, gm/bhp-hr 3.1
NO as N0_, gm/bhp-hr 1.0.1
X ^
-------
TABLE O80 - Final baseline No, 2 for engine No, 23 (9°mode cycle)
Cycle
No.
1
2
3
Mode
1
2
3
4
5
6
7
8
9
1
2
3
4
5
6
7
8
9
1
2
3
4
5
6
7
8
9
Observed
power,
bhp
0
24
48
24
9
24
84
24
0
24
48.
24
9
24
84.
24
0
24
48.
24
9.
24
84
24
Manifold
vacuum,
in. Hg
18
16
10
16
19
16
3
16
18
16
10
16
19
16
3
16
18
16
10
16
19
16
3
16
Ib/hr
Exhaus t
flow
71
243
391
232
176
240
527
224
71
227
350
226
164
230
528
226
73
225
354
225
156
233
528
225
Fuel
flow
4.6
14.7
23.9
14.2
10.9
14.6
35.5
13.9
4.6
13.9
21.5
13.8
10.1
14.0
35.6
13.9
4.8
13.8
21.7
13.8
9.6
14.3
35.7
13.9
A/F
14.5
15.5
15.4
15.3
15.2
15.4
13.8
15.1
14.5
15.3
15.3
15.4
15.2
15.4
13.8
15.2
14.1
15.3
15.3
15.3
15.2
15.3
13.8
15.2
Emissions
volume percent
CO
1.04
.18
.20
.18
.39
.18
2.09
.26
1.04
.20
.26
.20
.34
.20
2.12
.26
1.41
.22
.23
.22
.32
.20
2.16
.26
C02
12.30
12.13
12.13
12.30
12.21
12.13
11.77
12.13
12.30
12.13
12.13
11.94
12.03
12.13
11.60
12.13
12.13
12.13
12.13
12.13
12.13
12.13
11.68
12.13
HC
0.165
.150
.152
.150
.100
.146
ol82
.145
0.165
.144
.145
.141
.095
.145
.187
.143
0.135
.150
.152
.152
.100
.155
.192
.147
NOX*
0.0045
.1121
.1712
.1349
.0384
.1287
.1370
.1453
0.0045
.1411
.1931
.1453
.0447
.1401
.1432
.1453
0.0083
.1483
.2024
.1474'
.0498
.1422
.1418
.1504
grams /hr
CO
325
191
356
182
306
190
4,868
269
325
207
416
209
256
209
4,992
269
454
223
365
223
223
213
5,064
269
HC
22.5
70.8
116.5
67.4
34.3
68.5
184.1
64.3
22.5
64.2
99.5
63.4
30.8
65.1
191.6
63.4
18.9
66.3
104.1
67.1
30.6
71.0
195.4
65.2
'NOx**
2.4
211.8
525.0
242.8
52.8
241.6
554.4
257.9
2.4
251.8
530.1
261.2
57.9
251.8
597.0
257.9
4.7
262.3
412.1
260.6
61.0
260.8
577.5
267.0
oo
* Measured by chemiluminescence.
** NO as NO
X
-------
TABLE C-8. -Final baseline No. 2 for engine No. 23 (9-mode cycle) (Cont'd)
Cycle
No.
4
Mode
1
2
3
4
5
6
7
8
9
Observed
power
bhp
0
24
48
24
9
24
84
24
Manifold
vacuum,
in. Hg
18
16
10
16
19
16
3
16
Ib/hr
Exhaust
flow
73
226
356
222
155
228
515
227
Fuel
flow
4.8
13.9
21.9
13.7
9.6
14.0
34.9
14.0
A/F
14.1
15.3
15.3
15.2
15.2
15.3
13.8
15.2
Emissions
volume percent
CO
1.41
.23
.26
.22
.33
.22
2.20
.28
co2
12.13
12.13
12.13
12.13
12.13
12.13
11.60
12ol3
HC
0.135
.150
.155
.155
.100
.157
.193
.150
NOX*
0.0083
.1475
.2075
.1536
.0508
.1473
.1473
.1536
grams /hr
CO
454
234
424
222
235
227
5,046
289
HC
18.9
66.7
108.3
68.0
30.6
70.3
192.7
66.9
NOx**
4.7
262.5
580.0
269.4
62.1
264.2
588.5
274.1
* Measured by chemiluminescence.
NO as NO .
X 2.
Cycle emission rates, Federal weighting factor (5_)
CO, gm/bhp-hr 36.5
HC, gm/bhp-hr • • 3.0
NO as NO-, gm/bhp-hr .....: 10.2
X ^ ••
-------
120
APPENDIX D. -- RESULTS FROM THE INVESTIGATION OF
THE EFFECT OF ENGINE AND EMISSION
CONTROL PARAMETERS ON EXHAUST
EMISSIONS FROM HEAVY DUTY DIESEL ENGINES
(7-MODE CYCLE)
-------
121
TABLE D-l. - The effect of various engine parameters on exhaust
emissions using a simplified 7-mode cycle
[Engine No. 15]
STANDARD ENGINE (Average of two tests)
Mode
1
2
6
10
13
17
21
Mode
1
2
6
10
13
17
21
Speed,
rpm
525
1,700
1,700
1,700
2,800
2,800
2,800
STANDARD
Speed,
rt>m
525
1,700
1,700
1,700
2,800
2,800
2,800
Power, CO, HC, NOx,
bhp g/hr g/hr g/hr
0.4 82.8 60.2 50.8
2.6 392 212 109
76.7 134 196 718
150.2 744 122 1,045
209.8 1,587 76 1,486
103.4 308 310 926
1.7 872 548 174
7-mode cycle emission rates
CO (g/bhp-hr) 8.00
HC (g/bhp-hr) 3.12
NOX (g/bhp-hr) 8.54
BSFC (Ib/bhp-hr) .461
Smoke (% opacity) 3.6
ENGINE WITH ENGELHARD CATALYST (Average
Power, CO, HC, NOX,
bhD e/hr e/hr s/hr
0.3 59.2 44.4 29.4
.7 429 232 88
75.2 24 95 842
148.2 66 28 1,124
207.9 138 32 1,603
104.0 53 114 1,042
3.0 291 236 184
7-mode cycle emission rates
CO (g/bhp-hr) 2.29
HC (g/bhp-hr) 1.69
NOX (g/bhp-hr) 9.26
BSFC (Ib/bhp-hr) .465
Smoke (7, opacity) 3.4
Fuel,
Ib/hr
2.0
8.4
29.0
55.8
86.0
45.2
19.3
of two
Fuel,
Ib/hr
1.7
8.0
30.2
56.8
84.2
46.8
18.4
Smoke ,
7o opacity
0.8
.8
1.0
15.2
12.9
1.9
.9
tests)
Smoke ,
70 opacity^
1.0
.5
.5
13.5
13.0
1.5
1.0
-------
122
TABLE D-l. - The effect of various engine parameters on exhaust
emissions using a simplified 7-mode cycle (Cont'd)
[Engine No. 15]
3° RETARDED INJECTION TIMING
Mnrlp
1 1U U C
1
2
6
10
13
17
21
Speed,
rpm
525
1,700
1,700
1,700
2,800
2,800
2,800
Power, CO, HC, NOX,
bhp g/hr g/hr g/hr
0 59.9 60.7 26.
3.9 318 249 63
71.2 197 227 399
142.4 723 88 593
202.1 902 54 824
100.2 416 274 485
3.7 877 743 89
7-mode cycle emission rates
CO (g/bhp-hr) 7.02
HC (g/bhp-hr) 3.59
NOX (g/bhp-hr) 4.88
BSFC (Ib/bhp-hr) .503
Smoke (% opacity) 5.4
6° RETARDED INJECTION TIMING (Average of
o e
1
2
6
10
13
17
21
Speed,
rpm
525
1,700
1,700
1,700
2,800
2,800
2,800
Power, CO, HC, NOX,
bhp g/hr g/hr g/hr
0 60.8 79.8 20.
1 405 371 52
70 282 229 335
139 828 50 499
190 679 36 717
95 760 288 394
1 1A328 1A913 72
7-mode cycle emission rates
CO (g/bhp-hr) 9.12
HC (g/bhp-hr) 6.46
NO (g/bhp-hr) 4.34
BSFC (Ib/bhp-hr) .512
Smoke (% opacity) 3.3
Fuel,
Ib/hr %
0 3.0
10.0
30.0
58.5
85.0
46.0
22.0
three tests)
Fuel,
Ib/hr %
4 1.3
8.1
27.4
56.4
85.0
46.3
25.5
Smoke ,
opacity
3.3
2.7
2.5
17.0
13.5
3.0
2.0
Smoke,
opacity
1.0
1.0
.5
17.5
7.0
2.0
1.0
-------
123
TABLE D-l. The effect of various engine parameters on exhaust
emissions using a simplified 7-mode cycle (Cont'd)
[Engine No. 15]
Mode
1
2
6
10
13
17
21
Mode
1
2
6
10
13
17
21
Speed,
rpm
550
1,700
1,700
1,700
2,800
2,800
2^800
Speed,
rpm
550
1,700
1,700
1,700
2,800
2,800
2^800
Power
bhp
0
0
74
148
206
103
1
Power
bhp
0
0
73
146
203
101
1
STANDARD ENGINE WITH 5 PERCENT EGR
, CO, HC, NOx, Fuel,
g/hr g/hr g/hr Ib/hr
71.5 53.7 38.0 2.0
405 254 78 8.2
150 198 504 28.4
603 85 670 56.0
1,599 42 882 86.0
303 279 635 44.6
843 554 132 19.0
7-mode cycle emission rates
CO (g/bhp-hr) 7.87
HC (g/bhp-hr) 3.06
NOX (g/bhp-hr) 5.74
BSFC (Ib/bhp-hr) .470
Smoke (% opacity) 4.9
STANDARD ENGINE WITH 10 PERCENT EGR
, CO, HC, NOX, Fuel,
g/hr g/hr g/hr Ib/hr
72.6 48.4 35.7 2.0
380 250 69 8.0
154 185 424 28.2
1,267 106 410 56.0
2,302 35 548 85.2
296 249 517 43.6
714 429 140 18.0
7-mode cycle emission rates
CO (g/bhp-hr) 10.31
HC (g/bhp-hr) 2.76
NOX (g/bhp-hr) 4.30
BSFC (Ib/bhp-hr) .471
Smoke (% opacity) 7.0
Smoke ,
7o opacity
. 0.6
.6
.6
22.0
21.5
1.1
.6
Smoke ,
7o opacity
0.6
.6
1.1
32.4
31.4
1.1
.6
7o EGR
6.7
5.9
5.1
5.1
5.5
6.0
5.9
7o EGR
11.4
10.2
10.5
10.6
11.0
10.2
9.8
-------
124
TABLE D-l. - The effect of various engine parameters on exhaust
emissions using a simplified 7-mode cycle (Cont'd)
[Engine No. 15]
STANDARD ENGINE WITH
Mode
1
2
Note— 5
10
13
17
21
NOTE.
Speed, Power,
rpm bhp
550
1,700
1,700
1,700
2,800
2,800
2^800
0
1
36
144
197
99
2
- Mode 5 was run
weighted
15 PERCENT
CO, HC, NOx,
g/hr g/hr g/hr
75.3 48.4
386 218
225 165
2,045 105
3,166 43
327 230
477 430
instead of mode 6 by
33.8
74
220
311
394
390
117
EGR
Fuel,
Ib/hr
2
7
17
56
84
43
17
.0
.9
.1
.1
.6
.5
.5
mistake, but
Smoke ,
% opacity
1.1
1.1
.6
47.8
38.0
1.1
.6
the emissions
% EGR
15
13
12
13
14
13
13
are
.5
.2
.5
.4
.2
.8
.2
accordingly.
7-mode cycle emission rates
CO (g/bhp-hr)
HC (g/bhp-hr)
NOX (g/bhp-hr)
BSFC (Ib/bhp-hr)
Smoke (% opacity)
14
2
3
9
.46
.89
.43
.490
.4
-------
125
TABLE D-2. - The effect of fuel injection characteristics on
exhaust emissions using a simplified 7-mode cycle
[Engine No. 17]
STANDARD ENGINE WITH STANDARD INJECTORS (Average of two tests)
Mode
1
2
6
10
13
17
21
Speed,
rpm
500
1,250
1,250
1,250
2,100
2,140
2^140 .
Power ,
bhp
0
2
84
170
264
134
6
CO,
g/hr
91.0
288
84
5,060
1,891
114
208
HC,
K/hr
41.6
110
101
. 77
166
152
190
g/hr
108.6 •
233
1,554
2,118
3,806
2,095
531
Fuel,
Ib/hr
4.2
10.2
35.0
74.5
111.0
63.5
24.2
Smoke ,
% opacity
0.5
.5
.5
2.0
1.5
.5
.5
7-mode cycle emission rates
CO (g/bhp-hr) 12.13
HC (g/bhp-hr) 1.46
NOX (g/bhp-hr) 16.32
BSFC (Ib/bhp-hr) .508
Smoke (% opacity) .8
EXPERIMENTAL INJECTORS - STANDARD TIMING
Mode
1
2
6
10
13
17
21
Speed,
rpm
500
1,200
1,225
1,200
2,100
2,100
2jl25
Power ,
bhp
0
2
78
152
236
120
5
CO,
R/hr
27.6
138
100
3,648
501
110
183
HC,
fi/hr
22.0
86
89
40
69
38
63
NOX,
g/hr
96.8
200
762
1,514
2,482
930
266
Fuel,
Ib/hr
4.5
10.0
31.0
66.0
98.0
59.0
25.7
Smoke ,
% opacity
0.6
.6
1.0
5.5
1.6
1.4
.6
7-mode cycle emission rates
CO (g/bhp-hr) 8.08
HC (g/bhp-hr) .80
NOX (g/bhp-hr) 11.03
BSFC (Ib/bhp-hr) .519
Smoke (% opacity) 1.3
-------
126
TABLE D-2. - The effect of fuel injection characteristics on
exhaust emissions using a simplified
7-mode cycle (Cont'd)
[Engine No. 17]
EXPERIMENTAL
1
2
6
10
13
17
21
Speed,
1
1
1
2
2
2
rpm
500
S250
,250
,200
,100
,100
A100 .
Power
bhp
0
1
83
160
264
132
0
EXPERIMENTAL
INJECTORS - TIMING RETARDED 1.7 DEGREES
, CO, HC,
g/hr g/hr
62o7 24.4
268 116
90 35
6,326 39
1,429 67
108 41
277 100
7-mode cycle emission
CO (g/bhp-hr)
HC (g/bhp-hr)
NO (g/bhp-hr)
BSFC (Ib/bhp-hr)
Smoke (% opacity)
NOX,
R/hr
73.4
114
690
1,354
2,662
984
212
rates
13.67
.77
9.86
.516
1.9
INJECTORS - TIMING RETARDED 3.4
Fuel,
Ib/hr
4.0
10.0
32.0
74.0
111.7
63.2
23.2
DEGREES
Smoke ,
% opacity
0
0
.5
15.4
1.6
.7
.6
(Average of two tests)
Mode
1
2
6
10
13
17
21
Speed,
rpm
1
1
1
2
2
500
,175
S175
r200
S100
S100
2S1CO
Power
bhp
0
3
78
159
260
130
6
CO, HC,
K/hr e/hr
82.7 34.7
400 264
106 59
6,806 41
1,555 60
108 30
376 158
7-mode cycle emission
CO (g/bhp-hr)
HC (g/bhp-hr)
NOX (g/bhp-hr)
BSFC (Ib/bhp-hr)
Smoke (7» opacity)
NO*,
e/hr
53.6
88
580
1,194
2,184
782
190
rates
15o22
1.18
8,23
.513
206
Fuel,
Ib/hr
3.2
9.8
32.0
74.0
110.0
62.5
25.2
Smoke ,
% opacity
0.3
.2
0
20.4
3.0
.9
.2
-------
127
TABLE D-2. - The effect of fuel injection characteristics on
exhaust emissions using a simplified
7-mode cycle (Cont'd)
[Engine No. 17]
EXPERIMENTAL INJECTORS - TIMING RETARDED 5,
Mode
1
2
6
10
13
17
21
Speed,
rpm
500
1,200
1,250
1,200
2,100
2,125
2A125
Power
bhp
0
0
83
160
250
127
0
, CO, HC,
e/hr e/hr
106.0 37.9
529 456
130 69
6,640 95
1,275 126
120 73
278 293
7-mode cycle emission
CO (g/bhp-hr)
HC (g/bhp-hr)
NOX (g/bhp-hr)
BSFC (Ib/bhp-hr)
Smoke (7« opacity)
NOX,
E/hr •
46o6
60
506
1,123
1,925
695
170
rates
15.15
2.01
7.53
.534
3.6
,1 DEGREES
Fuel,
Ib/hr
3.3
10.9
35.0
73.3
110.6
63.2
25.3
Smoke ,
% opacity
0.5
1.2
1.0
23.7
3.8
2.4
1.6
-------
128
TABLE D-3. - The effect of injection timing on exhaust
emission/using a simplified 7-mode cycle
[Engine No. 19]
Mode
1
2
6
10
13
17
21
Speed,
rpm
600
2,200
2,200
2,200
3,000
3,000
3.000
INJECTION TIMING 26° BEFORE
Power, CO, HC,
bhp g/hr g/hr
0 78o7 64.5
1 472 596
68 564 486
136 269 120
165 485 109
82 933 774
1 508 506
TOP CENTER
NOX,
R/hr
19.1
37
173
681
637
229
61
(ETC)
Fuel,
Ib/hr
2.3'
13.8
31.5
54.0
71.0
47.0
24.0
Smoke ,
% opacity
1.6
.9
2.8
9.4
6.9
3.0
2.1
7-mode cycle emission rates
Mode
1
2
6
10
13
17
21
Speed,
rpm
600
2,200
2,200
2,200
3,000
3,000
3,000
CO (g/bhp-hr)
HC (g/bhp-hr)
NOX (g/bhp-hr)
BSFC (Ib/bhp-hr)
Smoke (% opacity)
INJECTION TIMING 28° BEFORE
Power, CO, HC,
bhp g/hr g/hr
0 76.9 58.4
1 432 443
68 562 417
137 226 152
167 412 132
83 879 633
1 452 410
7.83
6.29
4.18
.553
3.2
TOP CENTER
NOX,
g/hr
28.6
37
311
802
862
270
70
(ETC)
Fuel,
Ib/hr
2oO
12.5
31.0
53.5
70.0
45.5
22.5
Smoke ,
7o opacity
1.4
.8
1.8
7.7
7.1
3.0
2.1
7-mode cycle emission rates
CO (g/bhp-hr)
HC (g/bhp-hr)
NOX (g/bhp-hr)
BSFC (Ib/bhp-hr)
Smoke (% opacity)
7d6
5.30
5.40
.532
2.8
-------
129
TABLE D->3. ~ The effect of injection timing on exhaust
emission using a simplified 7-mode cycle (Cont'd)
[Engine No. 19]
INJECTION TIMING 30° BEFORE TOP CENTER (ETC)
Mode
1
2
6
10
13
17
21
Speed,
rpm
600
2,200
2,200
2,200
3,000
3,000
3A000
Power,
bhp
0
0
69
137
169
84
1
CO, HC,
R/hr R/hr
87.2 62.1
383 306
473 397
238 152
303 158
793 567
388 345
NOX,
R/£r
35.8
48
395
955
951
352
89
Fuel,
Ib/hr
2.3
12.0
30.6
53.6
69.6
44.2
21.5
Smoke ,
% opacity
1.5
.3
1.6
7.9
6.5
1.8
.6
7-mode cycle emission rates
CO (g/bhp-hr)
HC (g/bhp-hr)
NO (g/bhp-hr)
BS1?C (Ib/bhp-hr)
Smoke (% opacity)
6.36
4.72
6.38
.523
2.5
INJECTION TIMING 32° BEFORE
Mode
1
2
6
10
13
17
21
Speed,
rpm
600
2,200
2,200
2,200
3,000
3,000
3A000
Power,
bhp
0
0
69
137
169
85
1
CO, HC,
g/hr R/hr
86.0 56.6
357 259
456 353
312 168
326 156
762 469
356 302
TOP CENTER (ETC)
NOX,
R/hr
43.1
67
476
1,095
1,160
437
108
Fuel,
Ib/hr
2.1
11.4
31.0
53.5
69. .7
43.0
19.8
Smoke ,
7, opacity
1.5
.6
1.1
7.7
7.7
2.8
.3
7-mode cycle emission rates
CO (g/bhp-hr)
HC (g/bhp-hr)
NOX (g/bhp-hr)
BSFC (Ib/bhp-hr)
Smoke (% opacity)
6.32
4.19
7.63
.514
2.6
-------
130
TABLE D-3.. - The effect of injection timing on exhaust
emission using a simplified 7-mode cycle (Cont'd)
[Engine No. 19]
INJECTION TIMING 34° BEFORE TOP CENTER (ETC)
Manufacturer's recommended setting (Average of three tests)
Mode
1
2
6
10
13
17
21
Speed,
rpm
600
2,200
2,200
2,200
3,000
3,000
3,000
Power,
bhp
0
2
70
139
174
87
2
CO, HC,
g/hr g/hr
63.1 37.5
352 225
458 339
521 157
350 160
892 465
351 254
NOX,
g/hr
50.1
81
493
1,145
1,194
452
123
Fuel,
Ib/hr
2.9
12.5
31.0
54.6
71.3
44.2
21.1
Smoke ,
% opacity
1.0
.8
1.4
9.1
7.1
2.7
1.9
7-mode cycle emission rates
CO (g/bhp-hr)
HC (g/bhp-hr)
NOX (g/bhp-hr)
BSFC (Ib/bhp-hr)
Smoke (% opacity)
6.68
3.69
7.78
.519
2.7
INJECTION TIMING 36° BEFORE
Mode
1
2
6
10
13
17
21
Speed,
rpm
600
2,200
2,200
2,200
3,000
3,000
IjQOO
Power,
bhp
0
1
67
135
172
86
1
CO, HC,
g/hr g/hr
87.5 52.9
344 188
605 370
885 203
406 169
745 393
291 181
TOP CENTER (ETC)
NOX,
K/Sr
64.7
115
591
1,546
1,494
634
168
Fuel,
Ib/hr
2.2
10.6
30.4
53.0
69.6
42.3
18.4
Smoke ,
% opacity
1.7
.8
2.2
14.1
6.6
1.8
.9
7-mode cycle emission rates
CO (g/bhp-hr)
HC (g/bhp-hr)
NOV (g/bhp-hr)
BSFC (Ib/bhp-hr)
Smoke (% opacity)
7.85
3.71
10.40
.505
3.3
-------
131
TABLE D-3. - The effect of Injection timing on exhaust
emission using a simplified 7-mode cycle (Cont'd)
[Engine No. 19]
INJECTION TIMING 38° BEFORE
Mode
1
2
6
10
13
17
21
Speed,
rpm
600
2,200
2,200
2,200
3,000
3,000
3,000
Power,
bhp
0
1
67
134
172
86
1
CO, HC,
g/hr g/hr
82.3 42.5
379 183
753 368
1,415 301
839 204
768 370
316 161
TOP CENTER (ETC)
NOX,
g/hr
69.1
120
578
1,356
1,631
663
199
Fuel,
Ib/hr
2.6
11.4
31.0
54.5
71.0
42.4
18.5
Smoke ,
% opacity
1.9
.4
3.9
18.2
9.9
2.8
1.6
7-mode cycle emission rates
CO (g/bhp-hr)
HC (g/bhp-hr)
NO (g/bhp-hr)
BSFC (Ib/bhp-hr)
Smoke (70 opacity)
10.41
3.81
10.46
.519
4.4
INJECTION TIMING 40° BEFORE
Mode
1
2
6
10
13
17
21
Speed,
rpm
600
2,200
2,200
2,200
3,000
3,000
3,000
Power,
bhp
0
1
65
131
169
85
1
CO, HC,
g/hr g/hr
91.7 41.8
377 172
914 400
1,901 343
1,254 229
734 383
313 161
TOP CENTER (ETC)
NOX,
8/hr
72.9
148
647
1,640
1,808
739
239
Fuel,
Ib/hr
2.5
11.4
30.7
54.5
70.5
43.0
18.5
Smoke ,
% opacity
2.8
1.1
5.5
23.6
13.8
3.8
2.3
7-mode cycle emission rates
CO (g/bhp-hr)
HC (g/bhp-hr)
NOX (g/bhp-hr)
BSFC (Ib/bhp-hr)
Smoke (% opacity)
12.96
4.10
12.20
.528
6.1
-------
132
TABLE D-3. - The effect of injection timing on exhaust
emission using a simplified 7-mode cycle (Cont'd)
[Engine No. 19]
INJECTION TIMING 42° BEFORE
Mode
1
2
6
10
13
17
21
Speed,
rpm
600
2,200
2,200
2,200
3,000
3,000
3A000
Power,
bhp
0
1
63
126
163
82
1
CO, HC,
g/hr g/hr
93.9 43.3
433 177
1,124 467
2,515 501
1,922 306
821 446
325 152
TOP
NCy,
g/hr
82
169
674
1,487
1,904
808
268
CENTER (ETC)
Fuel, .
Ib/hr
.5 2.5
11.5
30.2
55.5
70.5
41.5
18.4
Smoke ,
7» opacity
5.5
.5
9.4
27.5
19.3
5.1
3.2
7-mode cycle emission rates
CO (g/bhp-hr)
HC (g/bhp-hr)
NO (g/bhp-hr)
BSFC (Ib/bhp-hr)
Smoke (% opacity)
17.
5.
12.
.
8.
24
10
18
545
7
INJECTION TIMING 44° BEFORE
Mode
1
2
6
10
13
17
21
Speed,
rpm
600
2,200
2,200
2,200
3,000
3,000
3^000
Power,
bhp
0
1
61
121
159
79
1
CO, HC,
g/hr g/hr
98.5 40.8
378 163
1,306 516
3,311 584
2,787 357
982 407
334 146
TOP
NOX,
g/hr
89
189
710
1,468
1,929
875
303
CENTER (BTC)
Fuel,
Ib/hr
.9 2.4
11.0
29.6
54.5
70.5
42.4
18.5
Smoke ,
70 opacity
6.6
2.5
9.9
31.9
24.8
7.2
2.6
7-mode cycle emission rates
CO (g/bhp-hr) 22.49
HC (g/bhp-hr) 5.54
NOX (g/bhp-hr) 13.82
BSFC (Ib/bhp-hr) .559
Smoke (7« opacity) 10.5
-------
133
TABLE D-4. - The effect of exhaust gas recirculation (EGR)
and injection timing on exhaust emissions
using a simplified 7-mode cycle
[Engine No. 19]
STANDARD
Mode
1
2
6
10
13
17
21
Speed
rpm
600
2,200
2,200
2,200
3,000
3,000
3,000
INJECTION
, Power ,
bhp
0
1
68
137
174
87
1
TIMING 34° BEFORE
CO, HC,
g/hr g/hr
77.5 46.1
360 223
564 314
710 225
363 145
773 426
351 241
TOP CENTER
NOX,
g/hr
53.9
82
475
1,024
1,035
429
115
(ETC) WITH
Fuel,
Ib/hr 7o
2.4
11.5
31.1
54.5
70.1
43.4
18.9
5 PCT EGR
Smoke ,
opacity
0.8
.7
2.9
12.1
9.9
3.7
1.8
EGR,
pet
6.7
7.3
4.8
4.3
5.1
5.4
5.5
7-mode cycle emission rates
CO (g/bhp-hr)
HC (g/bhp-hr)
NOX (g/bhp-hr)
BSFC (Ib/bhp-hr)
Smoke (% opacity)
7.33
3.76
7.21
.511
3.4
STANDARD
Mode
1
2
6
10
13
17
21
Speed
rpm
600
2,200
2,200
2,200
3,000
3,000
3^.000
INJECTION
, Power,
bhp
0
0
67
135
173
86
1
TIMING 34° BEFORE
CO, HC,
g/hr g/hr
78.9 45.8
335 196
422 291
846 173
696 131
807 434
336 222
TOP CENTER
NO .
«/fir
38.8
71
369
710
684
335
102
(ETC) WITH
Fuel,
Ib/hr %
2.3
11.3
30.6
54.6
71.0
43.4
19.2
10 PCT
Smoke ,
opacity
1.3
1.0
2.8
16.5
13.8
2.6
1.9
EGR
EGR,
pet
13.6
12.0
9.7
10.1
11.0
12.0
13.2
7-mode cycle emission rates
CO (g/bhp-hr)
HC (g/bhp-hr)
NOX (g/bhp-hr)
8.13
3.53
5.25
BSFC (Ib/bhp-hr) .518
Smoke (% opacity) 4.4
-------
134
TABLE D-4. - The effect of exhaust gas recirculation (EGR)
and injection timing on exhaust emissions
using a simplified 7-mode cycle (Cont'd)
[Engine No. 19]
STANDARD
Mode
1
2
•6
10
13
17
21
Speed
rpm
600
2,200
2,200
2,200
3,000
3,000
3^000
INJECTION
, Power,
bhp
0
0
66
133
166
83
1
TIMING 34° BEFORE TOP
CENTER
CO, HC, NO ,
g/hr g/hr g/hr
66.6 33.4
317 159
481 266
1,451 188
1,115 120
770 393
326 193
7-mode cycle emission
CO (g/bhp-hr)
HC (g/bhp-hr)
NOV (g/bhp-hr)
BSFC (Ib/bhp-hr)
Smoke (70 opacity)
32.1
62
268'
394
386 .
241
81
rates
10.53
3.24
3.48
.523
5.9
(ETC) WITH
Fuel,
Ib/hr 7o
2.2
11.3
30.1
53.5
70.2
42.1
19.0
15 PCT EGR
Smoke,
opacity
0.4
.3
3.1
30.8
19.9
3.0
.7
EGR,
pet
19.0
18.2
16.8
15.8
15.8
16.8
17.0
ADVANCED
Mode
1
2
6
10
13
17
21
Speed
rpm
600
2,200
2,200
2,200
3,000
3,000
3A000.
INJECTION
, Power,
bhp
0
0
67
134
174
87
1
TIMING 36° BEFORE TOP CENTER
CO, HC, NO
g/hr g/hr g/
86.6 44.9
352 193
576 323
1,157 205 1,
699 159 1,
744 422
320 186
7-mode cycle emission
CO (g/bhp-hr)
HC (g/bhp-hr)
NOX (g/bhp-hr)
BSFC (Ib/bhp-hr)
Smoke ,(7o opacity)
&
53.9
101
500
152
199
505
140
rates
9.06
3.60
8.23
.512
3.5
(ETC) WITH
Fuel,
Ib/hr 7o
2.4
11.0
30.6
54.6
70.1
42.5
18.8
5 PCT EGR
Smoke ,
opacity
0.6
.4
1.7
16.6
9.9
2.8
.9
EGR,
pet
7.0
6.6
4.5
4.0
5.0
5.5
5.5
-------
135
TABLE D-4. - The effect of exhaust gas recirculation (EGR)
and injection timing on exhaust emissions
bsing a simplified 7-mode cycle (Cont'd)
[Engine No. 19]
ADVANCED INJECTION TIMING 36° BEFORE TOP CENTER (ETC) WITH 10 PCT EGR
Mode
1
2
6
10
13
17
21
Speed,
rpm
600
2,200
2,200
2,200
3,000
3,000
3^000
Power,
bhp
0
0
67
134
171
86
1
CO,
K/hr
88.6
348
638
1,412
920
776
329
HC,
g/hr
46.2
178
311
200
133
342
181
NOX,
S/hr
47.5
92
412
807
824
397
123
Fuel,
Ib/hr
2.2
11.0
30.3
54.0
71.0
43.4
18.5
Smoke ,
% opacity
2.2
1.6
5.0
24.8
16.0
4.4
2.4
EGR,
pet
15.2
15.0
9.9
9.9
10.7
11.4
12.0
7-mode cycle emission rates
CO (g/bhp-hr) 10.41
HC (g/bhp-hr) 3.33
NOX (g/bhp-hr) 6.20
BSFC (Ib/bhp-hr) .516
Smoke (% opacity) 6.3
ADVANCED INJECTION TIMING 36° BEFORE TOP CENTER (ETC) WITH 15 PCT EGR
Mode
1
2
6
10
13
17
21
Speed,
rpm
600
2,200
2,200
2,200
3,000
3,000
3A000
Power,
bhp
1
1
65
130
166
83
1
CO,
S/hr
75.5
325
630
2,014
1,521
711
290
HC,
S/hr
33.1
157
281
258
123
332
154
NOX,
g/hr
45.8
81
298
458
474
291
103
Fuel,
Ib/hr
2.3
10.7
29.4
53.6
70.5
42.4
18.3
. • Smoke ,
% opacity
1.5
.4
4.5
38.5
24.1
3.4
.8
EGR,
pet
18.7
17.7
16.5
15.4
15.7
16.6
16.6
7-mode cycle emission rates
CO (g/bhp-hr) 12.87
HC (g/bhp-hr) 3.19
NOX (g/bhp-hr) 4.20
BSFC (Ib/bhp-hr) .520
Smoke (% opacity) 7.0
-------
136
TABLE D-5. - The effect of injection timing on exhaust emission using
a simplified 7-mode cycle (standard pump
and nozzles)
[Engine No. 20]
STANDARD TIMING
Mode
1
2
6
10
13
17
21
Mode
1
2
6
10
13
17
21
Speed,
rpm
600
1,400
1,400
1,400
2,400
2,400
2^400
Speed,
rpm
600
1,400
1,400
1,400
2,400
2,400
2*400 .
Power
bhp
0
5
135
271
290
145
6
CO, HC,
g/hr g/hr
328 153
442 324
209 262
1,770 102
935 300
376 458
325 693
NOX,
g/hr
43.6
302
1,875
3,761
4,440
1,482
300
Fuel,
Ib/hr
3.0
12.5
53.5
102.8
137.8
81.2
33.3
Smoke,
% opacity
0.6
.4
2.8
8.6
2.8
6.4
1.7
7-mode cycle emission rates
Power
bhp
0
5
134
267
287
142
7
CO (g/bhp-hr)
HC (g/bhp-hr)
NO (g/bhp-hr)
BSFC (Ib/bhp-hr)
Smoke (% opacity)
TIMING RETARDED 3
, CO, HC,
g/hr g/hr
205 117
323 305
190 257
1,765 116
1,336 195
428 435
336 551
6.30
3.23
14.48
.508
2.5
DEGREES
NOX,
g/hr
79.1
241
1,382
2,981
3,194
1,078
302
Fuel,
Ib/hr
3.8
12.5
54.7
105.5
139.0
81.0
35.0
Smoke ,
% opacity
1.0
1.0
4.2
12.2
5.5
7.7
5.0
7-mode cycle emission rates
CO (g/bhp-hr)
HC (g/bhp-hr)
NOX (g/bhp-hr)
BSFC (Ib/bhp-hr)
Smoke (% opacity)
6.17
2.73
11.28
.526
4.0
-------
137
TABLE D-6. - The effect of aftercooling on exhaust emissions
using a simplified 7-mode cycle
[Engine No. 20]
TIMING RETARDED 3 DEGREES
Maximum inlet air temperature = 250°
Mode
1
2
6
10
13
17
21
Speed,
rpm
1
1
1
2
2
2
600
,400
,400
,400
,400
,400
,400
Power
bhp
0
5
137
275
292
148
6
CO, HC,
R/hr R/hr
208 112
355 287
203 245
1,819 138
941 301
452 452
315 481
NOX,
R/hr
83.7-
260
1,423
3,166
2.327
996
326
F
Fuel,
Ib/hr
3.
13.
55.
105.
138.
85.
33.
7
7
5
5
6
3
0
Smoke ,
% opacity
0
3
13
8
8
4
.5
.5
.9
.2
.0
.8
.4
7-mode cycle emission rates
CO (g/bhp-hr)
HC (g/bhp-hr)
NOX (g/bhp-hr)
BSFC (Ib/bhp-hr)
Smoke (% opacity)
TIMING RETARDED 3
5.70
2.73
10.23
.517
4.1
DEGREES
Maximum inlet air temperature = 200°
1
2
6
10
13
17
21
Speed,
1
1
1
2
2
rpm
600
,400
,400
,400
,400
,400
2A400
Power
bhp
0
5
138
275
295
148
6
CO, HC,
g/hr g/hr
208 112
355 287
203 245
1,819 138
933 355
452 452
315 481
NOX,
R/hr
83.7
260
1,423
3,166
1,966
996
326
i.
F
Fuel
, Smoke ,
Ib/hr
3.
13.
55.
105.
138.
85.
33.
7
7
5
5
0
3
0
% opacity
0
3
13
6
8
4
.5
.5
.9
.2
.6
.8
.4
7-mode cycle emission rates
CO (g/bhp-hr)
HC (g/bhp-hr)
NOX (g/bhp-hr)
BSFC (Ib/bhp-hr)
Smoke (% opacity)
5.66
2.78
9.77
.514
3.9
-------
138
TABLE D-6. - The effect of aftercooling on exhaust emissions
using a simplified 7-mode cycle (Cont'd)
[Engine No. 20]
TIMING RETARDED 3 DEGREES
.Maximum inlet air temperature = 150° F
o e
1
2
6
10
13
17
21
Speed,
rpm
600
1,400
1,400
1,400
2,400
2,400
2A400
Power
bhp
0
5
138
276
295
148
5
CO, HC,
g/hr R/hr
208 112
355 287
203 245
1,171 142 .
1,001 340
460 528
336 593
7-mode cycle emission
CO (g/bhp-hr)
HC (g/bhp-hr)
NOX (g/bhp-hr)
BSFC (Ib/bhp-hr)
Smoke (% opacity)
NOX,
R/hr
83.7
260
1,423
2,648
1,797
792
280
rates
5.03
2.98
8.69
.512
3.6
Fuel,
Ib/hr
3.7
13.7
55.5
105.0
140.0
84.0
31.0
Smoke,
% opacity
0.5
.5
3.9
10.2
6.8
8.8
3.3
-------
139
TABLE D-7,, - The effect of injection timing on exhaust emission using
a simplified 7-mode cycle (special pump and
nozzle kit)
[Aftercooler installed - no cooling water]
[Engine No. 20]
STANDARD, TIMING
1
2
6
10
13
17
21
Mode
1
2
6
10
13
17
21
Speed,
rpm
700
1,400
1,400
1,400
2,400
2,400
2A400 .
Speed,
rpm
700
1,400
1,400
1,400
2,400
2,400
2,400
Power
bhp
0
5
136
271
311
155
5
CO, HC,
g/hr g/hr
92.0 73.8
93 109
306 212
1,333 116
800 239
420 362
167 180
NOX,
g/hr
203
524
1,889
3,771
3,543
1,675
606
Fuel,
Ib/hr
4.3
13.7
54.7
103
140
86
36
Smoke ,
7o opacity
0.3
.6
2.9
6.6
5.5
3.5
2.6
7-mode cycle emission rates
Power
bhp
0
5
137
271
302
151
5
CO (g/bhp-hr)
HC (g/bhp-hr)
NOX (g/bhp-hr)
BSFC (Ib/bhp-hr)
Smoke (% opacity)
TIMING RETARDED 3
, CO, HC,
g/hr g/hr
69.1 55.3
101 98
264 215
1,019 138
950 234
513 370
210 197
3.95
1.71
14.51
.510
2.3
DEGREES
NOx,
g/hr
225
455
1,469
3,154
2,619
1,282
455
Fuel
Ib/hr
3.8
13.0
58.0
103.5
140.5
84.1
37.5
Smoke ,
% opacity
0.3
.3
4.4
7,7
6.7
7.9
7.2
7-mode cycle emission rates
CO (g/bhp-hr)
HC (g/bhp-hr)
NOX (g/bhp-hr)
BSFC (Ib/bhp-hr)
Smoke (7o opacity)
3.83
1.69
11.86
.519
3.5
-------
.40
APPENDIX E. -- RESULTS FROM TESTS USING COMBINATIONS OF '
PARAMETERS FOR REDUCED EMISSIONS FOR
HEAVY DUTY DIESEL ENGINES
(23-MODE CYCLE)
-------
TABLE E-l
COMBINATION OF PARAMETERS NO. i FOR ENGINE NO. 15 — STO. riMiNGf 102
EGR, AND ENGELHARD CATALYST (NOTE EGR HAS CUTOFF DURING MODES 10 AMD 13
OF THE CYCLE)*
MODE
I
2
3
4
5
6
7
3
9
10
11
12*
13
14
IS
16
17
18
19
20
21
22
23*
ENGINE OBSERVED EXHAUST
SPEED POWER FLOW
RPM BHP LB/HR
550
1700
1700
1700
1700
1700
1700
1700
1700
1700
550
2800
2800
2800
2800
2800
2800
2800
2800
2800
550
0.4
2.9
11.7
26.2
36.6
73.2
109.4
119.8
134.3
149.9
0.4
205.3
185.0
164.7
150.9
100.2
50.1
36.3
16.0
4.3
0.2
337
993
995
999
1001
1012
1025
1029
1035
1199
334
1815
1465
1459
1454
1433
1418
1416
1410
1413
334
FUEL SMOKE
FLOW PERCENT
LB/HR OPACITY
2.8
9.0
11.0
15.0
17.5
28.5
41.0
45.0
51.0
56.4
2.5
86.4
72.5
66.0
61.0
45.0
30.0
27.5
22.0
20.0
2.2
1.0
1.0
1.0
1.0
1.0
1.5
3.5
5.0
14.0
15.0
2.0
16.0
11.0
9.0
6.0
2.0
1.5
1.5
1.5
1.5
1.0
CO
PPM
464
802
758
538
317
74
55
63
108
149
481
272
168
127
109
103
172
206
281
449
432
HC
PPMC
323
528
500
481
447
361
366
352
352
265
419
177
228
243
285
304
304
328
438
656
524
NOX
PPM
129
103
177
262
353
581
671
700
665
1151
136
1128
656
667
655
532
337
268
175
135
141
CO
GM/HR
68.6
349.0
330.3
235.5
139.2
33.0
24.7
28.3
49.2
78.1
70.3
216.2
108.2
81.0
69.8
64.6
107.1
127.5
173.6
277.9
63.3
HC
GM/HR
24.0
115.3
109.4
105.7
98.4
80.4
82.5
79.7
80.1
69.9
30.7
70.7
73.5
78.0
91.1
95.8
94.8
102.2
135.9
203.9
38.5
N02
GM/HR
31.3
73.7
126.8
188.1
254.6
423.4
495.3
518.7
495.5
993.1
32.6
1473.2
692.3
701.0
685.7
548.7
343.6
273.6
178.1
137.1
33.9
==23 MODE CYCLE COMPOSITE'
BSCO 2.06 GM/8HP-HR
BSHC 1.24 GM/6HP-HR
BSN02 5.36 GM/8HP-HR
8SFC 0.453 L8/6HP-HR
ENGINE NOT TESTED IN MOTORED MODES
==TEST CONDITIONS=»
BAROMETER 743.6 MMHG
HUMIDITY 60 GRAINS/LB
MAX. INLET RESTRICTION 21.0 MH20
«AX. EXHAUST BACK PRESSURE 34.6 WH20
INLET AIR TEMP. RANGE 63F - 72F
MAX. EXHAUST TEMP. 1322F
-------
TAELE E-2
COMBINATION OF PARAMETERS NOo 2 FOR EKGIfVF NC. 15 — TJi«IfSiG RETARDED
3 DEGREES* 5? EGR9 AK'D ENGELHARC CATALYST dfvCTE EGR WAS CUTOFF CURING
MOOES 1C AND 13 OF THE CYCLESo
HCDE
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
ENGINE C
SPEED
RPM
550
17CO
1700
1700
1700
1700
170C
1700
1700
170C
550
280C
2800
2600
2800
2800
2800
2600
2800
2800
550
JBSERVED f
POWER
8HP
0.1
2.9
11.3
25.6
3 5. *
71.5
107.1
115.6
131.4
144.7
0.4
202.6
181.3
161.5
148.2
98.6
49.6
35.7
16.0
3.7
0.3
EXHAUST
FLOW
LB/HR
392
1C95
1C94
1C94
1C97
HCe
11 1C
1123
1131
1136
391
1672
1552
1553
154€
1532
1514
1515
1516
1513
386
FtEL
FLOW f
LB/HR (
2.0
8.7
10.5
15.0
17.5
28.5
31.0
43.5
52.0
57.0
2.0
85.0
74,5
66.0
61.0
45.0
32.0
28.5
24.0
21.5
2.0
SKCKE
>ERCEI\T
3PACITY
1.0
1.0
1.0
1.0
1.0
1.0
1.0
2.0
9.0
16.5
1.0
11.5
10.0
8.0
6.5
2.5
2.0
1.0
1.0
1.0
l.C
cc
ppp
371
680
683
552
395
94
66
64
108
169
352
196
190
160
153
162
223
250
300
444
371
HC
PPiMC
471
780
722
660
520
381
331
272
213
if>Q
471
90
t*3
135
216
290
428
578
935
1650
761
NOX
PPM
103
98
139
212
264
476
628
649
638
613
108
821
578
557
548
405
240
184
115
83
103
CG
GM/HR
63.8
326.4
330.0
264.9
189.8
45.5
32.1
31.7
53.8
84.2
60.4
144.0
129.0
109.2
104.0
108.5
147.9
166.1
199.3
294.4
63.2
HC
GM/HR
40.7
186.0
173.7
160.4
125.5
92.9
80.9
67.2
53.0
37.5
40.5
33.1
28.3
46.1
73.6
97.7
142.6
192.7
311.8
549.3
65.0
NG2
GM/HR
29.1
77.2
109.7
166.9
208.5
379. 4
501.9
524.6
519.6
665.6
30.4
987.7
645.2
622.6
610.6
446.7
261.9
200.8
125.1
90.2
28.8
= 23 MODE CYCLE COMPOSITE'
BSCO 2.28 GM/BHP-HR
BSHC 1.59 GK/6HP-HR
8SN02 4.69 GM/8HP-HR
BSFC 0.461 LB/BHP-HR
* ENGINE NOT TESTED IN MOTORED MCDES
==TEST CONDITIONS"
BAROMETER 745.0 MMHG
HUMIDITY 53 GRAINS/LB
INLET RESTRICTION 25.0 "h20
EXHAUST BACK PRESSURE 41.6 "h20
1KLET AIR TEMP. RAKGE 63F - 76F
MAX. EXHAUST TEMP. 1430F
-------
TABLE E-3
COMBINATION OF PARAMETERS NO. 3 FOR ENGIISF NC. 15 — TIMING
3 DEGREES, 10SEGR, AND ENGELHARD CATALYST (NCTE EGR WAS CUTOFF DURING
MODES 10 AND 13 OF THE CYCLE).
MODE
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
2C
21
22
23*
ENGINE OBSERVED EXHAUST
SPEED POWER FLGh
RPM BHP L6/HR
550
1700
1700
1700
1700
170C
17CO
1700
1700
1700
550
280C
2800
2£OC
2600
280C
2600
280C
2800
2600
550
0.4
2.8
11.0
24.9
34.3
68.9
103.6
111.7
125.6
144.4
C.4
203.1
175.4
155.7
144.5
S6.5
48.5
34.7
15.5
3.7
0.2
337
995
1C51
1C59
1C61
1017
1C2€
1032
1C39
1150
337
17CC
1472
1466
1458
1441
1428
1478
1479
1476
337
FL'EL SMOKE
FLOW PERCENT
LB/HR OPACITY
2.0
8.5
11.0
15.0
17.5
27.5
39.0
42.5
50.0
58.5
2.0
86.0
71.5
65.0
62.0
45.0
31.5
28.5
24.5
21.5
2.0
1.0
1.0
1.0
1.0
1.0
1.5
2.8
4.5
10.0
17.6
3.0
12.5
13.2
9.0
8.0
5.0
2.2
1.6
1.5
1.5
2.0
CC
PPF
384
634
737
577
344
101
72
71
101
157
403
189
221
183
172
161
226
262
322
410
403
HC
PPMC
565
1015
9S:>
870
705
-------
E E-4 COMBINATION OF PARAMETERS NCo 3 fREPLICATE CF TEST IN TASLE E-3J FOR
EWGIWE WCU 15 — TIMING RETARDED 3 DEGREES* 103 EGR9 AND ENGELW^RD
CATALYST INGTE EGR &AS CUTOFF DURING HCOES 10 AJvC 13 OF THE CVCL6).
MODE
1
2
3
4
5
6
7
8
9
iO
11
12*
13
14
15
16
17
18
IS
20
21
22
23*
ENGINE (
SPEED
RP«
550
1700
17CO
1700
1700
1700
1700
170C
1700
170C
550
2800
2600
2800
2800
2600
2600
2800
2800
2800
550
OBSERVED 1
POWER
8HP
0.4
2.8
11. C
24.9
34.3
68.9
103.6
112.0
125.9
143.7
0.4
191.9
174.3
155.7
143.9
96.0
48.0
34.7
15.5
3.7
0.2
EXHAUST
FLCts
LB/HR
336
992
99C
1C48
1C5C
1061
1C73
1C76
1C79
1129
335
168C
1456
1446
1496
1475
1467
1463
1459
1456
332
FUEL
FLCk \
L8/HR (
2.0
9.0
1C. 5
14.5
17.0
27.5
4G.O
42.5
49.0
56.5
2.0
87.0
74.0
65.5
61.5
44.5
32.0
26.0
24.0
21.0
2.0
SHCKE
>ERCENT
jPACITY
1.7
1.0
1.0
1.0
1.0
1.0
2.0
3.3
8.0
18.7
2.0
12.0
12.0
8.5
6.5
3.3
3.0
3.0
2.8
2.5
3.0
CC
PPf
408
744
776
672
446
110
76
75
101
173
398
216
244
206
193
198
252
280
335
467
413
HC
PPHC
570
988
913
846
599
466
438
361
285
162
551
171
109
143
233
304
447
570
856
1350
707
NGX
PPM
1C 5
90
123
178
217
384
467
483
480
718
105
731
379
384
379
294
184
147
96
75
95
CG
CM/HP
60.1
323*5
336.7
308.5
205.3
51.1
35.6
35.5
47.9
85.5
58.5
158.7
155.6
131.0
126.5
127.9
162.2
179.3
214.5
298.0
60.0
HC
GN/HR
42.1
215.5
198.8
195.0
138.4
106.8
103.4
85.4
67.6
40.2
40.6
63.2
34.9
45.5
76.7
98.6
144.3
183.5
274.8
432.4
51.6
NO 2
GM/HR
25.4
64.3
87.5
134.4
164.4
293.1
361.2
373.8
373.0
584.0
25.3
883.7
397.5
400.6
408.7
312.3
194.7
154.3
100.9
78.6
22.8
= 23 MODE CYCLE COMPOSITE'
BSCO 2.54 GM/BHP-HR
BSHC 1.79 GM/BHP-HR
BSNC2 3.52 GM/BHP-HR
BSFC C.475 LB/BHP-HR
* ENGINE NOT TESTED IN MOTORED WOOES
"TEST CCNCITIONS==
BAROMETER 745.4 MMHG
HUMIDITY 60 GRAINS/LB
PAX. INLET RESTRICTION 25.0 «h20
MAX. EXHAUST BACK PRESSURE 41.6 «^20
INLET AIR TEMP. RANGE 64F - 75F
MAX. EXHAUST TEMP. 1455F
-------
TABLE E-5 COMBINATION OF PARAMETERS NO.
EGRV AND NO AFTERCGCLIfvG.
1 FOR ENGINE NC. 16 — STC. TIMING, 10%
MODE
I
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
ENGINE OBSERVED EXHAUST
SPEED POKER FLOh
RPM BttP LB/HR
550
1600
1600
1600
1600
1600
1600
1600
1600
1600
550
2200
2200
2200
2200
2200
2200
2200
2200
2200
550
0.2
3.7
14.3
32.3
44.5
89.3
134.0
146.5
164.5
178.5
0.2
245.9
226.2
201.5
184.3
123.2
61.6
44.4
19*7
5.0
0.2
295
847
846
9Q6
905
971
1131
1181
1282
1379
291
2C44
1866
1757
1654
1363
1195
1194
1139
1136
294
FUEL SMOKE
FLO* PERCENT
LB/HR OPACITY
1.4
9.0
11.0
16.0
18.5
32.6
49.0
53.4
61.0
70.0
1.4
99.0
69.0
8C.5
72.0
50.4
3C.O
25.5
19.3
15.5
2.5
3.8
5.5
5.5
5.5
5.5
7.7
10.0
12.2
17.6
17.5
4.5
6.6
6.6
7.5
7.5
3.3
5.5
6.5
5.5
5.5
2.2
CO
PPP
458
303
214
135
134
140
127
190
329
530
401
150
119
104
90
91
133
174
220
265
1209
HC
PPMC
123
70
50 '
53
63
80
62
46
37
30
116
30
23
28
33
47
53
65
55
62
2769
NGX
PPM
98
116
163
290
421
542
355
322
302
317
127
399
440
451
444
438
365
288
167
125
107
CO
GM/HR
59.2
112.6
79.5
53.6'
53.2
59.4
63.1
98.4
185.0
320.1
51.2
134.4
97.2
80.1
65.2
54.6
69.5
91.1
110.0
132.1
156.0
HC
GM/HR
8.0
13.0
9.3
1C. 6
12.6
17.1
15.4
11.9
10.4
9.1
7.4
13.5
9.4
10.8
12.0
14.1
13.9
17.1
13.8
15.5
179.4
N02
GM/HR
20.8
70.7
99.6
189.4
274.5
379.2
288.9
273.6
278.8
315.2
26.7
587.3
591.0
570.3
529.0
429.6
314.2
247.6
136.9
102.1
22.6
==23 MODE CYCLE COMPOSITE*'
BSCO 1.09 GM/BHP-HR
BSHC 0.37 GM/6HP-HR
BSN02 3.33 GM/BHP-HR
BSFC 0.421 LB/BHP-HR
* ENGINE NOT TESTED IN MOTORED MODES
«=TEST CONDITIONS"
BAROMETER 730.2 MMHG
HUMIDITY 70 GRAINS/LB
MAX. INLET RESTRICTION 26.5 «h20
MAX. EXHAUST BACK PRESSURE 18.5 "H2Q
INLET AIR TEMP. RANGE 91F -1C1F
MAX. EXHAUST TEMP. 1139F
-------
TABLE E-6 COMBINATION OF PARAMETERS fcO,
EGR, AND 15CF AFTERCCCLING.
2 FOR ENGINE NO. 16 — STD. TIKING, 10S
MODE
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
ENGINE (
SPEED
RPM
550
1600
UOC
1600
1600
1600
1600
1600
1600
160C
550
2200
2200
220C
220C
220C
2200
2200
2200
220C
550
JBSERVED t
POkER
BHP
C.I
5.2
14.6
32.9
45.7
51.4
137.1
149.9
168.2
182.8
C.I
246.7
227. C
201.9
184.7
123.2
61.6
44.4
19.7
5.0
0.1
EXHAUST
FLOW
LB/HR
283
816
872
865
93C
1CCC
1156
1206
1314
13S8
286
2048
1S26
1775
1660
1419
1217
1172
1165
1162
291
FUEL
FLCVi (
LB/HR {
1.9
9.0
12.0
17.0
20.0
34.0
50.0
55.0
64.5
70. 0
1.5
98.0
88.0
77.0
70.0
48.0
30.0
25.0
18.5
15.0
1.5
SMOKE
'ERCENT
]PACITY
0.5
2.5
3.3
3.3
3.3
5.5
7.5
9.5
12.0
13.0
1.5
4.4
4.4
4.4
4.0
3.5
4.0
4.5
5.5
5.5
2.0
cc
PPJX
565
337
253
144
120
139
136
194
271
353
485
108
99
91
91
93
118
151
203
267
556
HC
PPMC
545
91
62
60
77
77
60
55
48
41
177
41
37
36
37
41
46
53
51
65
560
BOX
PPM
87
111
154
278
417
528
364
332
336
319
97
344
369
376
396
428
348
272
170
121
97
CO
GM/HR
70.2
120.7
96.6
55.9
48.7
61.1
69.2
102.7
156.0
216.5
60.9
96.9
84.0
70.8
67.2
57.8
62.8
77.6
103.8
135.9
70.9
HC
GM/HR
34.0
16.3
11.9
11.7
15.8
16.9
15.3
14.6
13.9
12.6
11.1
18.5
15.7
14.1
13,7
12.8
12.3
13.7
13.1
16.6
35.8
N02
GM/HR
17.7
65.3
96.4
177.1
279.1
380.5
302.6
287.9
318.2
320.9
20.0
507.1
511.8
480.3
479.1
436.7
305.1
229.3
142.6
101.0
20.3
•23 MODE CYCLE COMPOSITE'
8SCO C.99 GM/BHP-HR
BSHC 0.23 GM/BHP-HR
BSN02 3.C7 GM/BHP-HR
BSFC 0.414 LB/BHP-HR
* ENGINE NOT TESTED IN MOTORED WCOES
==TEST CONCITIONS==
BAROMETER 737.5 MMHG
HUMIDITY 88 GRAINS/L6
MAX. INLET RESTRICTION 28.0 Wh20
MAX. EXHAUST BACK PRESSURE 19.0 Bh20
INLET AIR TEMP. RANGE101F -114F
MAX. EXHAUST TEMP. 1195F
-------
TABLE E-7
COMBINATION OF PARAMETERS KG. 3 FOR ENGINE NC. 16 — TIMING RETARDED
5 DEGREES, 1C? EGR, AND NO AFTERCCGLING.
MODE
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
15
20
21
22
23*
ENGINE OBSERVED EXHAUST
SPEED POWER FLOW
RPM BHP LB/HR
550
1600
160C
1600
1600
1600
160C
1600
160C
1600
550
2200
2200
2200
2200
2200
2200
2200
2200
2200
2200
0.2
3.7
14.3
32.3
45.1
89.9
134.7
147.4
165.4
179.7
0.2
240.0
221.2
196.9
180.1
120.2
59.9
43.1
19.3
5.0
0.0
299
856
860
865
867
1C29
1153
1201
1299
1392
293
1971
1893
1740
1629
1364
1143
1149
1C94
1C94
299
FUEL SMOKE
FLOW PERCENT
LB/HR OPACITY
2.0
1C.O
11.0
16.5
21.0
35.0
53.0
59.0
67.0
74.5
2.0
99.5
93.0
64.5
75.0
51.0
30.0
25.5
18.5
15.0
. 2.0
1.0
1.0
1.0
1.0
1.0
2.0
3.5
5.5
10.0
12.0
1.0
2.2
2.2
2.4
3.3
3.3
3.0
3.0
2.5
2.0
1.0
CC
PPK
807
610
492
298
209
112
155
246
459
603
653
165
142
115
104
101
208
270
409
496
789
HC
PPMC
575
286
190
133
116
80
54
41
34
20
368
26
22
26
27
44
77
92
143
196
708
NCX
PPM
80
80
126
258
369
433
306
306
282
281
114
407
439
431
403
381
304
243
144
93
76
CO
GM/HR
105.6
229.0
185.4
113.0
79.5
50.3
78.5
129.3
261.4
367.9
83.8
142.9
117.5
87.6
74.2
60.7
104.3
136.1
196.3
237.7
103.3
HC
GM/HR
37.8
53.9
35.9
25.3
22.1
18.1
13.7
10.8
9.7
6.1
23.7
11.3
9.2
10.0
9.7
13.2
19.4
23.3
34.4
47.2
46.5
N02
GM/HR
17.3
49.1
78.1
160.9
230.6
320.6
255.5
264.1
264.0
281.5
24.0
578.3
598.2
539.8
472.9
373.8
250.3
20C.9
113.1
77.1
16.3
==23 MODE CVCLE CCMPOSITE==
BSCC 1.51 GM/BHP-HR
BSHC 0.34 GM/BHP-HR
6SN02 3.05 GM/BHP-HR
BSFC 0.447 LB/BHP-HR
* ENGINE NOT TESTED IN MOTORED MODES
"TEST CONDITIONS'^
BAROMETER 732.4 MMHG
HUMIDITY 58 GRAINS/LB
PAX. INLET RESTRICTION 24.5 »h20
MAX. EXHAUST BACK PRESSURE 18.5 "K20
IM.ET AIR TEMP. RANGE 88F -1C1F
MAX. EXHAUST TEMP. 1280F
-------
£ 6-8 COMBINATION OF PARAMETERS WC0 4- FOR ENGINE NC« 16 — TIMING RETARDED
§ DEGREES, 103 EGRj AND 150F AFTEBCQCLING.
NODE
1
2
3
4
5
6
7
a
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
EMGIfcE OBSERVED EXHAUST
SPEED POWER FLQfc
RPM BHP LB/MR
550
uoc
1600
1600
1600
1600
1600
1600
1600
1600
550
2200
2200
220C
2200
2200
2200
2200
2200
2200
550
0.2
3.7
14,9
34.1
47.2
94.4
141.7
154.8
173.6
186.9
0.2
245.5
226.2
201.1
183.9
122.7
61.2
44.4
19.7
4.6
0.2
317
901
9C7
909
965
1027
1252
1305
1406
1511
326
2126
2127
2CC7
1843
1778
1455
1252
1203
1199
313
FUEL SMOKE
FLOW PERCENT
L8/HR OPACITY
3.0
9.5
12.6
17.5
21.6
35.5
53.4
59.1
66.3
73.6
2.5
98.6
93.1
8C.O
73.1
52.5
31.6
26.5
19.7
16.0
2.7
3.0
2.5
2.4
2.0
2.0
2.2
3.3
5.0
6.6
7.7
2.2
3.3
4.4
5.0
5.5
4.4
5.5
4.4
4.4
4.4
2.2
CC
PPM
1393
754
607
370
271
126
124
158
162
201
1049
96
90
94
94
124
244
401
554
652
1135
HC
PPMC
2890
638
414
243
183
116
91
80
58
56
1465
67
58
56
62
72
116
166
248
494
1000
NCX
PPM
48
57
104
224
324
374
283
281
280
261
48
285
291
303
294
328
278
200
117
76
48
CC
GM/HR
193.7
297.5
241.4
147.3
114.6
56.8
68.0
90.6
100.0
133.2
149.9
89.2
83.8
82.3
75.6
96.6
155.4
220.1
292.0
342.5
155.7
HC
GM/HR
201.7
126.4
82.6
48.6
38.8
26.2
25.1
23,0
17.9
18.6
105.1
31.3
27.1
24.7
25.1
28.2
37.1
45.7
65.6
130.3
68.8
NO 2
GM/HR
10.9
36.9
67.7
146.4
225.1
276.5
254.9
264.1
283.3
284.3
11.2
435.7
445.5
437.1
389.8
420.0
291.4
180.0
101.5
65.2
1C. 7
-P-
oo
= 23 MODE CYCLE COMPOSITE"
BSCO 1.92 GM/BHP-HR
BSHC 0.€7 GM/BHP-HR
BSN02 2.55 GM/BHP-HR
BSFC C.438 LB/BHP-HR
* ENGINE NOT TESTED IN MOTORED MODES
CCNCITIONS*=
BAROMETER 737.0 MMHG
HUMIDITY 63 GRAINS/LB
MAX. INLET RESTRICTION 29.0 "I-2O
MAX. EXHAUST BACK PRESSURE 21.0 "K20
IIVLET AIR TEMP. RANGE 70F - 85F
MAX. EXHAUST TEMP. 1121F
-------
TABLE E-9 COMBINATION OF PARAMETERS NO. 4 (REPLICATE OF jESy IN TABLE £-8) ?QR
ENGINE NO. 16 — TIMING RETARDED i> DEGREES* 10? EGR, AND 150F AFTER-
COOL ING.
MODE
I
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
ENGINE OBSERVED EXHAUST
SPEED POWER FLOW
RPM BHP LB/HR
550
1600
1600
1600
1600
1600
1600
1600
1600
1600
550
2200
2200
2200
2200
2200
2200
2200
2200
2200
550
0.2
3.7
14.9
33.5
47.2
94.1
141.4
154.1
173.0
188.3
0.2
244.6
224.9
200.6
183.5
122.3
62.0
45.2
19.7
5.0
0.2
309
885
888
896
950
1016
1236
1237
1391
1436
304
2117
2002
1921
1771
1481
1255
1252
1197
1196
326
FUEL SMOKE
FLOW PERCENT
LB/HR OPACITY
2.5
10.0
12.5
17.5
21.0
35.5
55.0
60.0
70.0
74.0
2.5
99.0
90.0
82.0
72.0
50.0
30.0
27.0
21.0
16.0
2.5
1.1
2.2
2.2
1.5
2.2
2.0
4.4
6.6
8.8
8.8
2.2
2.2
1.1
3.3
3.3
3.3
3.3
3.3
2.5
2.5
1.1
CO
PPM
1235
713
577
352
258
122
159
296
319
294
862
112
100
97
92
130
247
341
553
671
1183
HC
PPMC
1055
465
313
182
147
99
73
54
41
37
1520
58
60
64
66
79
120
147
257
397
970
NOX
PPM
49
68
116
238
341
386
283
254
253
263
73
295
301
303
318
343
269
209
115
72
49
CO
GM/HR
167.4
276.8
224.6
138.4
107.4
54.5
86.0
160.7
194.6
185.2
115.1
103.8
87.4
82.0
71.1
84.5
136.0
187.3
289.9
351.9
169.0
HC
GM/HR
71*8
90.6
61.1
35.9
30.7
22.1
19.9
14.7
12.5
11.7
101.8
27.0
26.4
27.0
25.7
25.7
33.1
40.5
67.7
104.4
69.5
N02
GM/HR
10.9
43.2
73.9
153.5
233.2
282.6
252.1
226.1
253.0
272.4
16.0
449.6
433.6
418.3
405.0
365.8
242.8
187.9
98.9
62.3
11.4
==23 MODE CYCLE CQ«POSITE==
6SCO 1.83 GM/BHP-HR
BSHC 0.64 GM/BHP-HR
BSN02 2.52 GM/BHP-HR
BSFC 0.434 LB/BHP-HR
* ENGINE NOT TESTED IN MOTORED MODES
EXHAUST TEMPERATURE NOT MONITORED FOR THIS TEST,
==TEST CONDITIONS"
BAROMETER 736.0 MMHG
HUMIDITY 72 GRAINS/LB
MAX. INLET RESTRICTION 28.5 «H20
MAX. EXHAUST BACK PRESSURE 21.0 NH20
INLET AIR TEMP. RANGE 68F - 91F
MAX. EXHAUST TEMP. OF
VO
-------
TABLE £-10 COMBINATION OF PARAMETERS NO. 1 FOR ENGINE NO,
EXPERIMENTAL INJECTORS.
17 — STC. TIMING WITH
MODE
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
ENGINE CBSERVEO EXHAUST
SPEED POWER FLOW
RPM BHP LB/HR
50C
1200
1200
1175
1225
1225
1150
1200
1250
120C
5CC
2100
2150
215G
2100
2100
210C
2125
2125
2125
5CC
0.0
2.3
13.7
25.5
40.8
78.1
107.7
125.7
145.2
151.9
0.0
235.9
222.3
198.1
177.1
12C.O
59.2
42.9
19.0
4.9
0.0
843
1973
1970
1915
2036
2032
1992
1987
1986
1991
775
3276
3287
3274
3236
3206
32C8
3253
3232
3254
825
FLEL SMOKE
FLOW PERCENT
L8/HR OPACITY
4.5
10.0
13. C
15.6
21.0
31.0
41.6
49.2
56.0
66.0
4.0
98.0
94.0
87.0
78.0
59.0
4C.O
35.5
29.3
25.7
5.0
0.6
0.6
0.6
1.0
1.0
1.0
1.5
1.8
3.3
5.5
0.6
1.6
1.6
1.6
1.6
1.4
1.0
1.0
0.8
0.6
0.4
cc
PPF
75
159
212
229
193
112
137
273
1085
4191
88
348
219
127
89
78
104
113
132
128
68
HC
PPKC
119
199
279
273
262
199
162
131
108
91
44
95
82
76
57
54
59
63
78
88
104
NOX
PPM
160
140
170
227
298
520
902
1020
1083
1059
155
1051
954
827
704
402
212
168
131
114
168
CO
GM/HR
27.8
137.8
183.2
192.4
172.1
100.1
119.5
238.1
945.5
3658.8
29.9
499.9
315.9
181.8
126.7
109.6
146.7
161.8
186.4
182.5
31.8
HC
GM/HR
22.1
36.4
120.9
115.0
117.3
89.0
79.8
57.3
47.2
39.9
7.5
68.5
59.3
54.7
40.6
38.1
41.6
45.1
55.5
63.0
18.9
N02
GM/HR
97.3
199.5
241.1
313.3
436.2
761.5
1294.0
1458.7
1550.5
1518.4
86.8
2478.2
2256.7
1948.6
1640.3
927.7
490.5
394.6
305.6
266.3
99.8
Ui
o
==23 MODE CYCLE COMPOSITE'
BSCO 1.99 GH/BHP-HR
BSHC 0.81 GM/BHP-HR
BSNG2 10.44 GK/8HP-HR
BSFC 0.490 L8/BHP-HR
ENGINE NOT TESTED IN MOTORED MOOES
==T£ST CONDITIONS==
BAROMETER 743.7 MHHG
HUMIDITY 80 GRAINS/L8
MAX. INLET RESTRICTION 26.0 MH20
MAX. EXHAUST BACK PRESSURE 55.4 "H20
INLET AIR TEMP. RANGE 79F - 91F
MAX. EXHAUST TEMP. 791F
-------
TABLE E-ll COMBINATION OF PARAMETERS NO. 2 FOR ENGINE NC.
3.4 DECREES KITH EXPERIMENTAL INJECTCRS.
17 — TIMING RETARDED
NODE
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
16
19
20
21
22
23*
ENGINE C
SPEED
RPM
500
1150
115C
1250
1200
1150
1200
1175
1150
120G
500
21CC
2150
2150
2150
2100
2125
2100
2100
2100
500
}BSERVEO i
POWER
BHP
0.0
3.1
13.1
30.9
41.1
74.9
121.1
129.8
141.2
159.9
0.0
259.9
245.6
217. C
200.6
131.9
62.7
46.0
22.0
4.8
0.0
EXHAUST
FLOW
L6/HR
808
2086
1930
2C£8
2044
1996
1998
2004
1945
2CC5
795
3369
3368
3324
3330
33C5
332C
33CC
3326
3300
848
FUEL
FLOW (
L8/HR (
2.5
10.0
12.0
18.5
20.7
32.0
46.5
52.8
58.8
73.0
3.0
11C.O
105.0
92.0
88.0
63.0
42.0
36.5
30. 0
25.5
3.5
SMOKE
»ERCENT
3PACITY
0.0
0.0
0.5
0.6
0.0
0.0
1.5
3.8
10.0
21.5
0.0
2.7
1.5
1.0
0.8
0.8
0.8
0.5
0.5
0.5
0.5
CO
PP*
232
462
404
356
277
121
196
661
3052
7950
231
993
478
174
114
73
122
162
229
266
231
HC
PPtfC
226
614
396
264
175
132
157
163
96
96
133
66
60
54
54
36
48
60
126
221
276
KCX
PPM
90
58
103
188
246
398
678
783
847
807
91
879
817
672
593
328
169
143
103
76
90
CO
GM/HR
82.0
422.0
341.6
325.3
248.4
105.8
171.8
580.7
2602.2
6986.7
.60.6
1466.6
705.9
252.8
167.0
105.8
177.3
234.7
333.5
384.4
85.9
HC
GM/HR
40.2
281.8
168.1
121.3
78.7
58.0
69.0
71.9
41.1
42.3
23.3
48.9
44.5
39.5
39.6
26.2
35.1
43.6
92.2
160.4
51.5
N02
GM/HR
52.2
86.5
143.1
282.9
361.5
571.8
975.5
1129.4
1185.6
1164.6
51.9
2133.0
1980.5
1607.4
1421.7
780.1
404.3
340.2
247.6
180.7
54.7
=^23 MODE CYCLE COMPOSITE"
BSCO 3.64 GM/BHP-HR
BSHC C.S7 GM/BHP-HR
BSN02 7.84 GM/BHP-HR
BSFC 0.480 LB/8HP-HR
* ENGINE NOT TESTED IN MOTORED MOOES
==TEST CONCITIONS==
BAROMETER 746.5 MMHG
HUMIDITY 76 GRAINS/LB
MAX. INLET RESTRICTION 27.0 "fc20
MAX. EXHAUST BACK PRESSURE 55.4 "H20
INLET AIR TEMP. RANGE 73F - 83F
MAX. EXHAUST TEKP. 895F
-------
TABLE E-12 COMBINATION OF PARAMETERS WG« 2 IREPUCATE OF TEST IN TABLE E-llJ FOR
ENGINE NO. 17 — TIDING RETARDED 3,4 DEGREES fcflTH EXPERIMENTAL
INJECTORS.
MODE
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
ENGINE (
SPEED
RPM
500
120C
1250
1200
1200
1200
1200
1200
1250
1200
500
2100
2100
210C
2100
2100
2100
2100
2100
2100
500
3BSERVED 1
POViER
BHP
0.0
3.2
14.3
2?. 7
38.8
80.0
121.1
132.5
154.2
158.1
0.0
259.9
239.9
212.7
196.7
126.7
64.0
46.0
20.8
6.0
0.0
EXHAUST
FLCfc
LB/HR
845
1986
2101
1994
2049
2002
2019
2030
2079
2071
829
3331
3283
3262
3255
3241
3256
3272
3254
3271
840
FUEL
FLCK 1
L8/HR (
4.0
9.5
14.0
17.5
21.0
32.0
48.5
53.0
64.0
75.0
4.0
110.0
104.0
93.0
86.0
62.0
41.5
36.5
29.0
25.0
4.0
SMOKE
>ERCENT
DPAC1TY
0.6
0.5
0.6
0.5
0.2
0.0
1.6
3.3
10.1
19.2
1.1
3.3
2.5
2.3
2.2
1.0
0.0
0.0
0.0
0.0
0.0
cc
pp*
227
433
394
309
282
121
239
632
2769
7306
218
1114
606
194
123
78
131
175
234
266
218
HC
PPKC
159
558
364
228
205
137
137
125
104
89
118
95
69
64
61
46
58
75
127
215
261
NOX
PPM
92
63
99
193
233
407
683
772
845
825
87
927
887
734
640
335
183
156
106
64
98
CO
GM/HR
84.1
376.8
362.5
270.5
253.4
106.2
211.2
562.5
2523.9
6631.6
79.2
1626.9
871.6
277.3
175.4
110.6
186.3
250.9
333.4
381.2
80.2
HC
GM/HR
29.6
243.9
168.2
100.0
92.4
60.4
60.9
55.8
47.6
40.5
21.5
69.6
49.6
45.9
43.7
32.8
41.5
54.0
90.9
154.7
48.2
N02
GM/HR
56.3
90.1
150.0
277.8
351.3
586.7
992.5
1128.0
1265.6
1230.6
52.2
2223.3
2096.4
1723.7
1500.7
782.2
428.8
368.5
247,8
197.4
59.0
=23 MODE CYCLE CCMPOSITE==
BSCC 3.84 GH/BHP-H8
BSHC 0.94 GM/8HP-HR
BSN02 8.24 GM/8HP-HR
8SFC 0.485 L8/BHP-HR
* ENGINE NOT TESTED IN MOTORED MODES
"TEST CONDITIONS"
BAROMETER 746.4 MMHG
HUMIDITY 85 GRAINS/LB
MAX. INLET RESTRICTION 27.0 «H2O
MAX. EXHAUST BACK PRESSURE 55.4 "H20
INLET AIR TEMP. RANGE 79F - 89F
MAX. EXHAUST TEHP. 925F
Ul
NJ
-------
TABLE E-13 COMBINATION OF PARAMETERS NO. 1 FOR ENGINE NC. 19 — STC. TIMING AND
ECR fNOTE EGR WAS CUTOFF DURING MCCES 10 AND 13 CF THE CYCLE!.
MODE
1
2
3
4
5
6
7
8
9
1C
11
12*
13
14
15
16
17
16
19
20
21
22
23*
ENGINE C
SPEED
RPM
600
2200
2200
2200
2200
2200
2200
2200
2200
2200
600
3000
300C
3000
3000
3000
300C
3000
3000
3000
600
1BSERVEO f
POKER
BHP
0.5
2.5
10.9
24.3
33.9
67.4
101.4
110.6
124.0
140.3
0.5
174.2
155.4
138.8
126.8
84.5
42.3
30.3
13.7
3.4
0.5
EXHAUST
FLGU
L8/HR
296
1064
1C39
1070
1073
1072
1081
1085
1089
1211
295
1613
1370
1362
1362
1348
1341
1321
1319
1317
295
FUEL
FLGfc f
LB/HK C
2.5
12.0
13.5
18.0
21.0
30.5
40.0
43.5
48.0
54.5
2.5
72.0
66.0
58.0
54.5
44.0
33.5
29.0
22.5
20.0
2.0
SMOKE
»ERCENT
3PACITY
1.1
0.5
0.5
1.0
1.5
2.2
5.5
6.1
12.7
10.0
1.5
7.7
8.8
6.1
5.5
4.5
3.3
3.0
1.7
1.1
1.5
CC
PPM
719
737
667
330
298
1130
847
734
1285
883
563
548
631
503
559
1388
892
358
403
506
607
HC
PPMC
669
711
572
356
669
1168
584
525
593
596
533
413
435
508
563
643
2719
1631
571
684
653
NOX
PPM
197
111
169
314
416
471
630
715
801
1403
218
1055
574
513
462
323
298
279
178
115
222
CO
GM/HR
93.2
343.6
303.8
154.9
140.0
530.8
401.3
349.1
613.4
468.6
72.8
387.2
378.8
300.2
333.9
819.7
524.4
207.5
233,3
292.0
78.3
HC
GM/HR
43.6
166.4
130.8
83.8
157.9
275.4
138.9
125.3
142.1
158.7
34.6
146.6
131.1
152.2
168.8
190.6
602.4
474.2
165.7
198.1
42.3
NO 2
GM/HR
42.0
85.1
126.3
241.7
321.3
363.6
490.5
558.2
628.5
1222*6
46.4
1225.9
566.3
503.0
452.9
313.6
287.8
265.7
168.8
109.5
47.1
•23 MODE CYCLE COMPCSITE==
BSCO 5.41 GM/BHP-HR
8SHC 2.86 GM/BHP-HR
6SN02 5.25 GM/BHP-HR
BSFC 0.509 LB/BHP-HR
* ENGINE NOT TESTED IN MOTORED MODES
"TEST CONDITIONS"
BAROMETER 743.0 MMHG
HUMIDITY 106 GRAINS/LB
MAX. INLET RESTRICTION 14.5 "H20
MAX. EXHAUST BACK PRESSURE 31.9 "»20
INLET AIR TEMP. RANGE 76F - 79F
MAX. EXHAUST TEMP* 11 EOF
u>
-------
T&eiLE E-14 COMBINATION OF PARAMETERS WQ0 2 FOR ENGINE fo00 19 — STCo TBMJNG AND
15Z EGR ffoQTE EGR feAS CUTOFF OU&IKG KCDES 10 £ND 13 OF TIHE CYCLE 80
MODE
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
ENGINE (
SPEED
RPM
600
2200
2200
2200
2200
2200
2200
2200
2200
220 C
600
3000
3000
3000
3000
3000
300G
300C
3000
3000
600
JBSERVEO i
POWER
8HP
0.0
2.5
10.5
23. 0
32.3
64.5
96.3
105.6
116.1
140.3
0.5
174.2
147.9
131.4
120.5
80.5
40.0
25. 1
12.6
3.4
0.0
EXHA4JSI
FLQfc
LB/H8
296
see
987
991
994
1003
1013
993
994
1213
295
1616
1268
1257
1283
1272
1262
1233
1230
1227
296
FUEL
FLOfe 1
L8/HR I
2.5
12.0
14.0
18.0
21.0
30.0
40.0
43.0
48.0
54.5
2.5
72.0
65.0
58.5
54.0
43.0
33.5
30.0
23.0
20.5
2.5
SHOKE
PERCENT
3PACITY
1.7
1.1
1.3
2.2
3.0
5.0
8.8
11.0
20.9
10.0
2.2
7.7
16.5
11.0
9.4
5.5
5.5
4.9
3.3
2.4
2.8
CC
PPM
673
685
608
348
297
1238
992
983
1799
883
625
548
1007
664
660
1564
978
710
351
514
647
HC
PPNC
620
696
562
375
642
1222
611
526
678
596
553
413
344
397
460
937
1892
1678
468
518
584
NOX
PPM
169
109
160
277
371
395
478
529
559
1434
196
1079
437
415
374
283
267
264
168
118
185
CO
Gfi/HR
87^3
296^5
262o9
150.9
129.2
543.9
440.3
427.7
784.2
469,7
60c8
388.1
559.6
366,1
371.3
872.0
540.9
383.5
189.3
276.5
63.8
HC
GM/HR
40.3
151.2
122.0
81.7
140.3
269.5
136.1
114.9
148.3
159.1
35.9
146.9
96.0
109.3
129.8
262.2
525.4
455.1
126.6
139,9
38.0
N02
G^/HR
35.9
77.6
113.8
197.7
265.3
285.0
348.2
377.8
400.4
1252.9
41.6
1256.2
398.5
375.4
345.1
259.3
242.6
234.4
149.0
104. C
39.4
Ul
.p-
«23 MODE CYCLE COMPOSITE—
BSCO 6.32 GM/BHP-HR
BSHC 2.85 GK/BHP-HR
BSN02 4.47 GM/8HP-HR
BSFC 0.531 LB/BHP-HR
ENGINE NOT TESTED IN MOTORED fcGDES
=*TEST CONDITIONS"
BAROMETER 744.6 MMH6
HUMIDITY 114 GRAINS/LB
MAX. INLET RESTRICTION 14.5 "H20
MAX. EXHAUST BACK PRESSURE 31.9 «K20
INLET AIR TEMP. RANGE 77F - 80F
MAX. EXHAUST TEMP. 1160F
-------
TABLE E-15 COMBINATION OF PARAMETERS NO. 3 FOR ENGINE KG. 19 — TIMING RETARDED
2 DEGREES AND 10? EGR (NOTE EGR WAS CUTCFF DURING KODES 10 AND 13 OF
THE CYCLE).
MODE
1
2
3
4
5
6
7
a
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
ENGINE OBSERVED EXHAUST
SPEED POKER FLQfei
RPM BHP L6/HR
600
2200
2200
2200
2200
2200
220G
2200
2200
2200
600
3000
3000
3000
3000
3000
300C
3000
3000
3000
600
0.5
2.5
11.3
24. 3
33.5
67.0
100.9
110.2
123.6
137.4
0.5
169.1
151.4
134.6
123.4
82.3
41.1
29.7
13.1
3.4
0.5
295
1C61
1059
1063
1067
1076
1086
1089
1095
1229
295
1576
1360
1359
1355
1345
1335
1330
1324
1321
295
FUEL SMOKE
FLOW PERCENT
LB/HR OPACITY
2.0
12.0
13.5
17.5
21.5
30.5
40.5
43.0
49.5
53.5
2.0
69.7
63.5
58.5
55.0
44.5
35.0
30.0
23.5
21.0
2.0
2.2
1.1
1.5
1.5
2.0
2.0
3.9
4.2
8.8
7.7
2.0
7.7
9.9
6.6
6.0
4.5
3.3
2.2
1.5
1.2
1.8
CO
PPM
549
724
599
362
341
1063
637
464
636
613
544
501
723
584
627
1477
1068
449
375
524
560
HC
PPMC
562
810
594
423
994
1261
617
497
465
654
534
474
405
460
534
1491
3462
2210
700
755
598
KOX
PPM
174
81
140
246
350
396
551
617
671
1345
167
1116
444
413
374
247
230
226
149
94
180
CO
GM/HR
71.0
336.8
278.2
168.9
159.7
501.5
303.5
221.6
305.1
330.0
70.3
346.1
430.6
348.0
372.5
870.4
625.3
262.0
217.6
303.8
72.4
HC
GM/HR
36.4
189.1
138.4
98.9
233.4
298.6
147.4
119.0
112.0
176.8
34.6
164.4
121.1
137.5
159.2
441.1
1017.1
646.8
203.9
219.5
38.8
NO2
GM/HR
37.0
61.9
106.8
188.2
268.8
306.6
430.8
483.6
528.9
1189.6
35.4
1266.1
434.4
403.6
365.4
239.4
221.3
216.2
142.2
89.6
38.2
==23 MODE CYCLE CGMPGSITE==
BSCO 5.59 GM/BHP-HR
BSHC 3.62 GM/BHP-HR
BSN02 4.49 GM/BHP-HR
BSFC 0.516 LB/BHP-HR
* ENGINE NOT TESTED IN MOTORED MOOES
==TEST CONOITIONS*=
BAROMETER 741.1 MMHG
HUMIDITY 113 GRAINS/LB
KAX. INLET RESTRICTION 14.5 "H20
MAX, EXHAUST BACK PRESSURE 34.6 "H20
INLET AIR TEMP. RANGE 76F - 80F
MAX. EXHAUST TEMP. 1214F
Ul
-------
TABLE E-16 COMBINATION OF PARAMETERS W
2 DEGREES AND 158 EGR «NOI£
THE CYCLE)*
FOR ENGINE
MAS CUTOFF
(MOo 19 ~ TIHIWG RETARDED
DURING MOOES 10 AIMD 13 OF
MODE
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
ENGINE (
SPEED
RPM
600
220C
2200
2200
2200
2200
2200
2200
2200
2200
600
3000
3000
3000
3000
3000
3000
3000
3000
3000
600
)BS£RVEO i
POWER
BHP
c.c
2.5
10.1
23.0
31.8
63.7
95.5
104.3
117.3
137.4
0.5
169.1
144.5
128.5
117.7
78.3
38.8
28.0
12.6
3.4
C.O
EXHAUST
FLCK
LB/HR
295
984
983
S86
990
999
983
985
991
1234
295
1583
1241
1260
1259
1250
1241
1238
1230
1228
295
FUEL
FLOW J
LB/HR {
2,3
12.0
14.0
17.3
21.0
30.0
39.5
42.0
48.0
53.5
2.3
69.7
64.5
57.5
53.0
43.5
34.5
31.5
23.5
21.5
2.3
SMOKE
'ERCENT
3PACITY
1.1
0.5
0.5
1.1
2.8
3.8
7.7
9.9
19*8
7.7
1.1
7.7
17.1
11.0
3.8
6.0
4.9
3.3
0.0
0.0
0.5
CO
PPK
669
695
587
370
27S
1170
883
835
1293
613
653
501
1174
850
836
1561
1176
671
397
573
653
HC
PPMC
481
621
472
340
522
994
497
431
481
654
598
474
35C
414
534
1712
3498
3351
690
773
755
KOX
PPM
134
80
127
221
300
307
370
397
411
1326
145
1101
301
294
268
195
179
186
126
84
129
CO
GM/HR
86.7
300.0
252.8
160.1
120.8
512.3
380.4
360.7
561.5
331.5
84.5
347.7
638.9
469.5
461.8
855.1
639.5
364.1
214.0
308.3
84.5
HC
GM/HR
31.3
134.5
102.1
73.8
113.7
218.5
107.4
93.4
104.9
177.5
38.9
165.1
95.6
114.8
148.0
470.8
955.0
912.7
186.7
208.3
49.1
N02
GM/HR
28.5
56.5
89.9
156.8
214.1
220.7
261.5
281.7
293.5
1178.4
30.8
1254.2
268.9
266.5
243.5
175.7
159.6
165.8
111.3
74.4
27.4
==23 MODE CYCLE CCMPOSITE==
BSCO 6.60 GM/BHP-HR
BSHC 3.81 GM/BHP-HR
BSN02 3.53 GM/BHP-HR
BSFC C.539 LB/BHP-HR
* ENGINE NOT TESTED IN MOTORED MODES
==TEST CONDITIONS**
BAROMETER 744.4 MMHG
HUMIDITY 108 GRAINS/LB
MAX. INLET RESTRICTION 14.5 "F20
MAX. EXHAUST BACK PRESSURE 34.6 "H20
INLET AIR TEMP. RANGE 77F - 79F
MAX. EXHAUST TEMP. 1214F
Ul
-------
TABLE E-17 COMBINATION OF PARAMETERS NO. 5 FOR ENGINE NO. 19 — STC. TIMING ANC
UOP CATALYST.
NODE
1
2
2
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
16
19
20
21
22
23*
ENGINE C
SPEEC
RPM
60C
22CC
220C
2200
2200
2200
2200
2200
2200
2200
60 C
3000
300C
3000
3COC
3COC
300C
3GOC
3000
3COO
600
OBSERVED f
POWER
BHP
C.5
2.5
10.9
24.3
33.9
67.4
101.4
110.6
124.0
134. S
0.5
165.6
152.5
135.9
124.5
82.6
41.7
29.7
13.1
3.4
0.2
EXHAUST
FLOW
LB/HR
346
1187
1186
1164
1167
1174
1183
1186
1192
1196
346
1492
1486
1480
1475
1465
1454
1451
1444
1441
345
FtEL
FLOW !
LB/HR C
2*0
12. C
14.0
18.0
21.0
32.0
41.0
44.0
49.5
54.0
2.0
71.5
65.5
59.5
55.0
44.5
34.0
3C.5
24.0
2 C.5
2.0
SMOKE
»ERCENT
3PACITY
2.0
1.1
1.1
1.5
2.0
2.8
3.9
5.5
9.5
13.8
1.8
7.7
5.5
4.4
3.5
3.3
3.0
3.0
2.0
1.1
1.5
CO
PPF
582
286
139
64
47
26
26
30
33
33
516
67
59
26
22
19
23
19
12
19
475
HC
PFMC
307
454
267
113
202
93
65
67
83
93
325
28
49
45
45
54
145
184
44
78
273
NCX
PPM
200
112
176
338
463
649
1039
1134
1346
1532
194
1168
1053
890
770
460
353
334
227
138
194
CO
GM/HR
88.4
148.9
72.0
32.6
24.1
13.6
13.5
15.4
17.2
17.1
78.3
43.5
38.4
16.6
14.3
12.0
14.6
12.2
7.3
12.3
72.0
HC
GH/HR
23.4
lie. 6
69.6
3C.2
51.9
24.0
16.9
17.5
21.8
24.5
24.8
9.2
16.0
14.6
14.6
17.4
46.4
58.7
14.0
24.7
20.7
N02
GM/HR
49. S
96.0
15C.1
283.5
388.8
548.8
884.7
968.0
1154.8
1319.4
48.4
1254.8
1126.8
948.4
818.3
485.6
370.0
349.2
235.8
143.0
48.3
==23 MODE CYCLE CCMPGSITE==
BSCO C.94 GM/BHP-HR
BSHC C.67 GM/BHP-HR
BSN02 8.10 GH/BHP-HR
BSFC 0.523 LB/BHP-HR
* ENGINE NOT TESTED IN MOTORED MCDES
—TEST CONDITIONS"
BAROMETER 746.1 MMHG
HUMIDITY 109 GRAINS/LB
FAX. INLET RESTRICTION 15.5 "H20
MAX. EXHAUST BACK PRESSURE 74.8 «K20
IKLfcT AIR TEMP. RANGE 79F - 83F
WAX. EXHAUST TEMP. 1285F
-------
TA2LE £-18 COMBINATION OF P&RaKETTERS WCo 6 FOR EWGIihE &Co 19 — S¥C0 TIMING HUH
EJWAUS1I FfLOb THROTTLED 1C SIP.ULATTE THE EJ?H^USTT SACK-PRESSURE Of'TTESI
m TABLE E-17 S&OTE NO CATALVSTT hAS USED SK THUS TESTSo
KOOE
1
2
3
4
5
6
7
g
9
10
ii
12*
13
14
15
16
17
18
19
20
21
22
23*
ENGINE OBSERVED EXHAUST
SPEED PGWfcR FLOh
RPM BMP LS/HR
600
22CC
22CQ
2200
2200
2200
220C
2200
2200
22GC
600
3000
3000
300C
300C
3000
3000
3000
300C
3000
600
5.1
2.9
10.9
24,7
33.9
66.3
102.2
111.3
125.2
136.1
0,5
169.1
155.4
136.8
126.8
84.5
42.3
30. 3
13.7
3.4
0.2
373
1165
1167
1171
1175
1180
1164
1167
1173
1177
373
1531
1520
1514
1511
1499
1463
1464
1456
1454
373
FUEL SftOKE
FLOW PERCENT
LB/HR OPACITY
3.0
13.0
14.5
19.0
22.5
31.5
41. C
44.5
50.0
54.5
2.5
72.5
66.0
60.0
56.5
44.5
35.0
31. C
23.0
21.0
2.5
1.0
1.0
1.0
1.0
1.5
2.2
3.4
4.5
10.0
14.4
1.0
8,2
4.0
3.0
2.2
2.2
2.2
2.2
1.4
1.1
1.0
cc
ppja
528
628
579
278
387
1201
677
646
1245
1853
545
1017
419
396
453
1216
833
528
345
424
545
MC
FPHC
503
657
541
348
1431
1276
633
580
667
706
522
232
338
406
425
1044
2436
2397
416
512
541
KOX
PPM
181
121
173
345
430
567
920
1070
1239
1333
181
1112
986
822
723
436
341
320
211
144
180
CO
GM/HR
8605
320.6
29692
142.5
199.5
621,5
345.2
330,7
640.2
956,2
89,0
682.5
279.3
263.1
299.9
798.6
534.4
338.9
219.9
270.4
89.0
HC
GM/HR
41.7
168.5
138.9
89.7
369.9
331.3
163.4
149.0
172.1
182.9
42.8
78.2
113.0
135.2
141.2
344.2
784.3
772.1
133.3
163.8
44.4
NO 2
CH/HR
48,7
1C1»6
145,1
290.6
363,6
482.1
77C.8
899.1
1046,4
1130.1
48el
1225*3
1079*1
895s>8
786«7
470o8
358,9
336,9
221.0
150.5
48.2
OO
==23 MODE CYCLE CC«PCSITE==
BSCO 5.63 GK/BHP-HR
BSHC 3.64 GK/BHP-HR
BSN02 7.54 GM/BHP-HR
BSFC C.522 LB/BHP-HR
* ENGINE NOT TESTED IN WOTGRED FCDES
CONCIT1DNS==
BAROMETER 748.0 MHHG
HUH I CITY 62 GRAINS/LB
INLET RESTRICTION 15.5 «h20
KAX. EXHAUST BACK PRESSURE 77.6 «h20
INLET AIR TEMP. RANGE 80F - 82F
NAX. EXHAUST TEMP. 1162F
-------
TABLE E-19 COMBINATION OF PARAMETERS NC. 7 FOR EKGIKE KG. 19 — STC. TIMING, 10X
ECR, AND UOP CATALYST (NCTE EGR WAS CUTOFF DURING MODES 10 AND 13 OF
THE CYCLE).
MODE
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
ENGINE OBSERVED EXHAUST
SPEED POWER FLOW
RPM BHP L6/HR
60 C
2200
220C
2200
2200
220C
2200
2200
2200
22 OC
600
3000
300C
300C
3000
300C
3000
300 C
3000
3000
600
0.5
2.5
10.1
23.0
32.3
64.5
96.6
106.0
118.5
134.9
0.5
165.6
145.7
129.7
118.6
79.4
3S.4
28.6
12.6
2.9
0.5
318
1C51
1C53
1053
1056
1066
1G50
1C53
105S
1193
318
1488
1349
1338
1334
1327
1318
1289
1286
1283
317
FUEL SMOKE
FLOW PERCENT
LB/HR OPACITY
2.0
11.0
13.5
17.C
20.0
30.0
39.5
42.5
48.0
54.0
2.0
71.5
65.0
58.0
54.0
43.0
33.5
30.0
23.0
20.0
2.0
1.1
1.1
0.5
1.1
1.6
3.3
6.6
7.7
15.4
13.8
2.2
7.7
9.9
6.6
5.5
3.3
3.3
2.8
1.6
1.1
1.6
CC
PPK
525
316
146
31
23
23
18
18
22
33
475
67
25
22
18
19
27
27
12
19
535
HC
PPMC
266
406
231
90
148
92
57
57
87
93
235
28
43
42
38
55
171
218
46
66
255
NCX
PPM
190
100
160
307
409
481
664
722
790
1591
207
1213
591
541
493
333
290
286
202
121
207
CO
GM/HR
73.3
145.6
67.4
14.3
10.7
10.6
8.5
8.5
10.1
17.0
66.2
43.4
14.9
12.8
10.7
10.9
15.3
15.1
6.5
10.9
74.4
HC
GM/HR
18.6
93.8
53.5
20.9
34.4
21.6
13.2
13.2
20.3
24.4
16.5
9.2
12.8
12.4
11.2
16.1
49.6
61.8
13.0
18.6
17.8
NO 2
GM/HR
43.6
75.5
121.4
232.8
310.8
368.9
501.7
547.1
602.1
1366.0
47.4
1299.1
574.1
521.5
473.6
318.4
275.3
265.5
167.1
111.5
47.3
==23 MODE CYCLE COMPOSITE*'
BSCO 0.85 GM/BHP-HR
BSHC 0.57 GM/BHP-HR
BSN02 5.63 GM/BHP-HR
BSFC C.53C LB/BHP-HR
* ENGINE NOT TESTED IN MOTORED MODES
—TEST CCNCITIONS==
BAROMETER 744.0 MMHG
HUMIDITY 122 GRAINS/LB
MAX. INLET RESTRICTION 15.5 "K20
MAX. EXHAUST BACK PRESSURE 74.8 "H20
IKLET AIR TEMP. RANGE 80F - 85F
MAX. EXHAUST TEMP. 1285F
Ul
VO
-------
TABLE E-2G COMBINATION OF PARAMETERS NC. 7 (REPLICATE CF TEST IN TABLE E-19) FOR
ENGINE NO. 19 — STD. TIMING* 10% EGR, AND UCP CATALYST (NOTE EGR WAS
CUTOFF DURING MOOES 10 AND 13 CF THE CYCLE).
MODE
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
ENGINE (
SPEED
RPH
600
220G
2200
2200
2200
2200
2200
2200
2200
2200
600
3000
3000
3000
3COC
3000
300G
3000
3000
3000
600
)BSERVEO I
POhER
BMP
0.5
2.5
10.5
23.0
32.3
64.5
96.3
105.6
118.1
131.1
C.5
165.1
144.5
129.1
117.7
78.8
39.4
28.6
12.6
3.4
0.2
EXHAUST
FLO*
LB/HR
317
1046
1C44
1C45
1048
1032
1041
1044
1053
1163
317
1475
1316
1310
1306
1295
1266
1282
1275
1272
317
FtEL
FLO* f
L8/HR C
2.5
12.0
13.0
17.5
21.0
30.0
39.0
42.0
47.5
54.0
2.5
71.5
64.0
58.0
54.0
42.5
33.5
30.0
23. C
20.0
2.5
SMOKE
'ERCENT
3PACITY
1.0
1.0
1.0
1.7
1.7
3.3
5.5
7.2
15.4
12.1
1.1
8.3
10.5
8.3
6.6
4.4
3.3
3.3
1.1
1.1
1.7
CO
PPf.
621
348
184
43
38
38
30
29
33
44
524
48
40
33
29
30
33
34
23
31
524
HC
PPKC
490
530
330
200
250
205
120
120
125
85
255
50
60
65
60
90
190
215
60
75
255
NOX
PPM
188
100
146
289
397
448
595
649
724
1372
197
1168
545
503
453
323
292
275
193
126
190
CO
GM/HR
86.3
159.4
84.3
19.9
17.6
17.0
13.5
13.4
15.0
23.0
72.8
30.8
23.3
18.8
16.7
16.9
21.3
19.3
12.9
17.3
72.8
HC
GM/HR
34*2
122.0
75.8
46.0
57.7
46.5
27.5
27.6
28.9
22.1
17.8
16.2
17,4
18.7
17.2
25.6
53.7
6C.6
16.8
21.0
17.8
N02
GN/HR
42.9
75.1
109.4
217.0
299.9
333.1
446.1
487.6
548.8
1169.0
45.0
1241.1
516.4
474.2
426.4
301.4
270. 1
254.0
177.2
115.3
43.3
==23 MODE CYCLE COMPOSI TE«
BSCO C.98 GM/BHP-HR
BSHC 0.81 GM/BHP-HR
8SN02 5.23 GM/BHP-HR
8SFC 0.535 LB/BHP-HR
* ENGINE NOT TESTED IN MOTORED NCDtS
«TEST CONDITIONS*"*
BAROMETER 740.0 MMHG
HUMIDITY 60 GRAINS/L8
WAX. INLET RESTRICTION 15.5 "1-20
MAX. EXHAUST BACK PRESSURE 77.6 »fc20
IIVLET AIR TEMP. RANGE 80F - 64F
MAX. EXHAUST TEMP. 1260F
-------
TABLE E-21 COMBINATION OF PARAMETERS NO. 1 FOR ENGINE NC. 20 — TIMING RETARDED
3 CEGREESt SPECIAL FUEL PUMP ANC NOZZLE KIT, AND 200F AFTERCOOLING.
MODE
1
2
3
ft
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
ENGINE OBSERVED EXHAUST
SPEED POWER FLOW
RP« 8HP LB/HR
600
1400
1400
1400
1400
1400
1400
1400
1400
1400
600
2400
2400
2400
24CC
240C
240C
240C
2400
2400
600
C.O
5.3
21.3
49.3
69.3
137.3
206.6
225.2
253.2
274.6
0.0
297.0
274.2
244.5
221.6
148.5
75.4
52.6
23.8
5.9
C.O
581
1367
1476
1590
1594
1713
2C98
2155
2275
2331
577
4176
3984
3806
3659
3276
2947
2836
2571
2464
577
FUEL SMOKE
FLOW PERCENT
LB/HR OPACITY
3.8
13.0
19.5
30.0
34.0
55.0
81.0
87.0
97.0
102.0
3.7
141.0
128.0
115.0
1C8.5
82.5
60.0
54.0
42.5
37.5
3.7
0.5
0.5
0.5
1.5
2.2
2.7
2.9
3.2
5.5
7.0
0.5
7.1
8.8
9.0
8.8
8.2
8.2
7.7
6.6
6.6
0.5
CO
PPM
293
193
153
263
328
282
273
423
701
1087
293
631
551
511
507
411
347
294
234
208
311
HC
PPMC
488
400
395
596
579
602
520
415
269
240
412
324
360
406
438
541
608
573
476
371
438
NQX
PPM
473
489
639
885
963
1186
1631
1747
1812
1860
502
731
680
616
581
439
317
295
283
232
492
CO
GM/HR
74.6
115.7
98.9
183.6
229.2
211.7
251.2
399.7
699.3
1110.1
74.1
1154.4
962.0
852.6
813.1
589.6
448.1
365.9
263.6
225.0
78.6
HC
GM/HR
62.4
120.3
128.3
208.5
203.0
226.8
240.0
196.7
134.6
123.1
52.3
297.7
315.5
340.0
352.6
389.9
394.1
357.8
269.3
201.1
55.6
NO 2
GM/HR
197.8
481.2
679.4
1013.2
1105.0
1462.5
2463.8
2711.3
2967.8
3121.0
208.4
2198.9
1951.5
1687.7
1529.5
1035.7
672.6
602.7
523.2
412.1
204.4
=*23 MODE CYCLE COMPOSITE"
BSCO 3.67 GM/BHP-HR
BSHC 2.12 GM/BHP-HR
BSN02 1C.1C GM/BHP-HR
BSFC 0.52C L6/BHP-HR
* ENGINE NOT TESTED IN MOTORED MODES
"TEST CONDITIONS-
BAROMETER 744.5 MMHG
HUMIDITY 58 GRAINS/LB
WAX. INLET RESTRICTION 20.0 "H20
MAX. EXHAUST BACK PRESSURE 22.5 "H20
IMLET AIR TEMP. RANGE 79F - 82F
MAX. EXHAUST TEMP. 1015F
-------
TABLE E-22 COMBINATION OF PARAMETERS NO. 2 FCR ENGINE NO. 20 — TIMING RETARDED
3 DEGREES, SPECIAL FUEL PUMP AND NCZZLE KIT, AND 150F AFTERCCOLING.
MODE
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
ENGINE OBSERVED EXHAUST
SPEED POWER FLOW
RPM 8HP LB/HR
600
1400
1400
1400
1400
1400
1400
1400
1400
1400
60C
2400
2400
2400
2400
2400
2400
2400
2400
2400
600
0.0
5.3
21.9
49.3
66.6
137.3
206.1
225.2
252.7
274.6
0.0
297.0
272.3
243.1
222.1
146.1
74.0
53.5
23.6
5.9
0.0
585
1378
1435
1496
16C3
1726
2053
2111
2177
2393
58C
4130
4017
3797
3727
3238
2950
2842
2627
2579
582
FUEL SMOKE
FLOh PERCENT
LB/HR OPACITY
4.0
14.5
19.5
28.0
36.1
57.5
79.5
85.5
93.0
102.6
4.0
142.0
132.0
117.1
110.0
82.5
60.0
54.5
44. 5
39.3
4.0
0.5
0.5
0.5
2.3
3.6
3.0
3.3
4.4
6.0
6.8
0.5
6.6
7.7
6.6
7.7
8.5
7.7
6.6
6.6
6.6
0.5
CG
PP*
261
171
139
286
363
329
273
405
542
815
239
620
583
478
456
433
320
290
252
226
217
HC
PPWC
548
376
371
494
553
580
478
419
279
252
440
279
285
360
387
494
553
526
462
317
365
NOX
PPM
547
477
642
911
1004
1269
1759
1817
1786
1785
646
675
615
573
530
381
298
276
245
211
627
CO
CM/HR
67.1
103.5
87.5
187.3
255.3
248.9
245.8
374.4
517.0
854.6
60.6
1123.2
1027.4
794.8
745.6
614.7
413.9
361.5
290.2
255.2
55.3
HC
GM/HR
70.6
114.0
117.2
162.6
195.0
220.5
215.9
194.6
133.6
132.7
56.1
253.5
251.9
300.7
317.3
351.9
358.8
328.8
267.0
179.9
46.7
NO 2
GM/HR
230.6
473.9
663.3
981.0
1158.3
1578.8
2600.5
2761.9
2798.7
3075.4
269.7
2007.8
1779.3
1567.1
1422.2
887.6
632.8
564.2
462.9
392.4
262.7
==23 MODE CYCLE CCMPCSITE==
8SCO 3.62 GM/BHP-HR
BSHC 1.92 GM/BHP-HR
BSN02 S.89 GW/8HP-HR
BSFC 0.528 LB/BHP-HR
* ENGINE NOT TESTED IN MOTORED MODES
==TEST CONCITIONS==
BAROMETER 747.7 MMHG
HUMIDITY 57 GRAINS/LB
MAX. INLET RESTRICTION 20.0 "K20
MAX. EXHAUST BACK PRESSURE 22.5 "H20
INLET AIR TEMP. RANGE 79F - 82F
MAX. EXHAUST TEMP. 965F
-------
TABLE E-23 COMBINATION OF PARAMETERS NO. 2 (REPLICATE OF TEST IK TABLE E-221 FOR
ENGINE NO. 20 — TIMING RETARDED 3 OEGREESt SPECIAL FUEL PUMP AN£
NOZZLE KIT, AND 150F AFTERCCCLING.
MODE
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
ENGINE OBSERVED EXHAUST
SPEED POWER FLOW
RPW BHP LB/HR
600
1400
1400
1400
1400
1400
1400
1400
1400
1400
600
2400
2400
240 0
2400
2400
240C
2400
2400
2400
600
O.C
5.3
21.3
49.3
69.3
137.3
206.6
22 5. 2
253.2
274.6
0.0
297.0
274.2
244.5
223.9
148.5
75.4
54.8
23.8
5.9
C.C
582
1369
1369
1482
1539
1725
2CC7
2103
2476
2438
580
4130
3989
3827
3718
3386
2879
2720
2627
2571
576
FUEL SMOKE
FLOW PERCENT
LB/HR OPACITY
4.0
13.6
18.0
27.5
33.0
54.0
78.0
84.0
98.0
103.5
4.0
141.0
128.0
115.0
112.0
86.0
58.0
52.0
43.5
38.5
4.0
0.5
0.5
0.5
2.2
2.8
2.8
3.3
4.4
5.0
6.5
0.5
7.7
8.8
8.8
6.8
9.0
7.7
6.5
7.7
7.7
0.5
CC
PPM
266
189
144
268
373
339
260
349
528
739
221
601
518
491
465
451
298
277
243
226
226
HC
PPMC
468
385
374
468
569
597
491
446
264
262
402
262
318
362
390
558
602
580
496
357
390
NCX
PPM
546
480
622
891
994
1276
1666
1750
1738
1748
630
683
650
576
537
380
311
289
244
213
618
CC
GM/HR
67.9
113.5
86.4
174.3
251.5
256.0
228.9
322.1
572.7
789.9
56.2
1088.6
906.2
824.2
758.1
669.6
376.3
330.0
279.3
254.6
57.2
HC
GM/HR
59.9
116.0
112.6
152.5
192.6
226.5
216.8
206.4
154.7
140.5
51.3
238.1
279.1
304.8
319.0
415.6
381.3
347.1
286.6
201.9
49.6
NO 2
GM/HR
228.6
472. B
613.4
950.0
1101.6
1584.9
2440.0
2649.7
3098.8
3068.5
263.2
2030.5
1868.0
1587.0
1437.4
925.9
644.6
565.7
462.1
393.8
257.3
==23 MODE C\CLE COMPOSITE==
BSCO 3.52 GM/8HP-HR
BSHC 1.S8 GM/8HP-HR
8SN02 S.82 GM/BHP-HR
BSFC C.519 L8/8HP-HR
* ENGINE NOT TESTED IN MOTORED MCDES
==TEST CONDITIGNS==
BAROMETER 745.5 HMHG
HUMIDITY 56 GRAINS/LB
MAX. INLET RESTRICTION 20.0 "H20
MAX. EXHAUST BACK PRESSURE 22.5 «»K20
INLET AIR TEMP. RANGE 79F - 83F
MAX. EXHAUST TEMP. 965F
-------
TABLE E-24 COMBINATION OF PARAMETERS NG. 3 FOR ENGINE KG. 20 — TIMING RETARDED
3 DEGREES, STANDARD FUEL PUMP AND NOZZLESt AND 150F AFTEPCOCLING.
MODE
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
ENGINE (
SPEED
RPM
60C
1400
1400
1400
1400
1400
1400
1400
1400
1400
60C
240C
240C
2400
24CC
240C
2400
2400
2400
2400
6CC
3BSERVED 1
POWER
BHP
0,0
5.3
22.1
50.4
70.1
139.9
21C.C
229.5
257.5
279.9
0.0
292.5
268.7
23S.4
219.3
146.2
73.1
52.6
23.3
5.9
0.0
EXHAUST
FLOW
LB/HR
526
1361
1370
1378
1483
1711
2103
216C
2376
2428
523
4108
3927
3764
3643
3317
2571
24C5
2309
2195
524
FUEL
FLCfe i
LB/HR (
3.2
13.0
17.0
25.0
31.5
55. C
61.G
87.0
97.0
106. C
3.1
140.0
124.5
114.0
1C7.0
86.0
52.5
47.0
38.0
33.5
3.2
SMOKE
PERCENT
3PACITY
0.5
0.5
0.5
. 0.5
0.5
3.3
3.5
5.0
6.5
9.2
0.5
6.6
6.6
6.0
6.0
10.0
8.5
8.6
7.7
4.4
0.5
CO
PP*
925
604
512
371
311
264
299
486
667
1007
833
586
418
344
309
351
360
383
390
396
654
HC
PPMC
923
959
817
680
627
633
604
556
408
349
846
346
438
518
609
669
822
888
1018
1136
781
NOX
PPM
199
263
399
668
801
1162
1541
1622
1642
1635
236
608
590
538
504
340
294
257
204
178
284
CO
GM/HR
213.2
360.5
307.3
223.9
202.0
198.2
275.6
459.8
694.5
1071.8
190.8
1056ol
719*1
567.6
493.6
510.8
406.1
403.9
395.3
381.4
150.3
•
HC
GM/HR
106.8
287.2
246.2
206.1
204.5
238.3
279.4
264.3
213.2
166.5
97.3
312.7
378.4
428.9
488.1
488.2
465.0
469.9
517,2
546.7
90.1
NO 2
GM/HR
75.2
257.6
393.9
663.0
855.3
1431.5
2333.1
2523.2
2808.6
2859.3
89.0
1797.4
1669.3
1459.1
1321.0
811.7
543.4
445.6
338.4
281.5
107.1
==23 MODE CYCLE CCMPCSITE==
BSCO 3.77 GM/BHP-HR
BSHC 2.66 GM/8HP-HR
BSN02 8.15 GM/BHP-HR
6SFC C.508 LB/BHP-HR
ENGINE NOT TESTED IN MOTORED KCDES
==TEST CONDITIONS"
BAROMETER 744.0 MMHG
HUMIDITY 57 GRAINS/LB
INLET RESTRICTION 20.0 "1-20
MAX. EXHAUST BACK PRESSURE 22.5 "H20
INLET AIR TEMP. RANGE 80F - 83F
MAX. EXHAUST TEMP. 970F
-------
TABLE E-25 COMBINATION OF PARAMETERS NC. 1 FOR ENGIKE KG. 21 — STC. TIMING,
TURBOCHARGER, AND STD. FUEL PUMP.
MODE
1
2
3
4
5
6
7
8
9
1G
11
12*
13
14
15
16
17
18
19
20
21
22
23*
ENGINE OBSERVED EXHAUST
SPEED PQtoER FLOK
RPM BMP L8/HR
70 C
1555
1555
1555
1555
1555
1555
1555
1555
155C
70C
2100
2100
2100
2100
2100
2100
2100
2100
2100
700
0.3
4.1
16.9
37.9
52.7
106.6
158.1
172.9
193.9
210.1
0.3
251.9
231.9
206.7
188.7
125.9
63.2
42.8
20.0
2.0
0.3
635
1373
1424
1481
1536
1652
1770
1822
1878
1S36
636
2727
2605
2545
2490
2276
2049
1940
1885
1829
636
FUEL SMOKE
FLO* PERCENT
LB/HR OPACITY
3.C
12.5
16.0
22.0
25.0
43.0
58.0
65.0
69.0
76.0
3.5
100.0
89.0
80.0
76.0
58.5
36.0
29.0
25.0
20.0
3.5
0.3
0.5
0.5
0.7
1.0
1.0
0.5
0.5
1.0
1.2
1.0
2.0
2.0
2.0
2.5
3.0
3.3
3.0
2.2
2.0
1.0
CO
PP*
111
211
185
167
161
163
176
207
273
322
132
244
188
165
153
138
157
158
188
210
115
HC
PPMC
229
289
157
120
111
117
94
92
85
78
220
208
127
111
106
110
129
127
159
220
210
NCX
PPM
110
141
200
317
343
746
1440
1697
1974
2278
113
1678
1499
1300
1240
722
395
311
239
184
110
CC
GM/HR
30.9
127.0
115.3
108.3
108.7
117.9
136.7
165.7
225. 0
273.5
36.6
291.5
214.4
183.6
166.7
138.0
141.2
134.4
155.2
168.5
32.0
HC
GM/HR
32.0
87.3
49.2
39.1
37.5
42.5
36.6
36.9
35.1
33.2
30.8
124.8
72.8
62.2
58.1
55.1
58.2
54.2
65.9
88.5
29.4
N02
GM/HR
50.2
139.7
205.2
337.9
378.9
887.7
1835.1
2227.0
2669.0
3174.9
51.6
3294.1
2812.6
2381.8
2223.7
1183.0
583.0
435.0
324.7
242.4
50.1
==23 MODE CYCLE COMPCSITE"
3SCO 1.46 GM/BHP-HR
BSHC 0.63 GM/BHP-HR
BSN02 11.44 GP/BHP-HR
BSFC 0.448 LB/BHP-HR
* ENGINE NOT TESTED IN MOTORED MCOES
==TEST CONDITIONS'*
BAROMETER 736.0 MMHG
HUMIDITY 114 GRAINS/LB
MAX. INLET RESTRICTION 27.0 "K20
MAX. EXHAUST BACK PRESSURE 40.0 "H20
INLET AIR TEMP. RANGE 75F - 79F
MAX. EXHAUST TEMP. 1004F
U1
-------
THELE £-26 COMBINATION OF PARAMETERS NC. 2 FOR ENGINE NO. 21 — TIMING RETARDED
2 DEGREES* TURBOCHARGER* AND SPECIAL FUEL PUKP.
MODE
1
2
3
4
5
6
7
S
9
10
11
13
14
15
16
1?
18
19
20
21
22
23*
ENGINE OBSERVED EXHAUST
SPEED POWER FLOW
RPH BHP LB/HR
650
1550
1550
1550
1550
155C
1550
155C
1550
155C
<£, C ft
4» J V
210C
2100
2100
210C
210C
2100
2100
2100
210C
650
0.1
4.4
13.3
42.5
53.4
112.4
173.8
188. C
209.8
228.4
C.2
253«9
233.5
209.9
19C.3
127.1
63.6
45.6
20.4
5.2
0.2
645
142S
1434
1496
1495
1665
1793
1843
1913
1961
645
2189
267$
26ii
2494
2278
2054
1994
1507
1848
645
FUEL SMCKE
FLOW PERCENT
LB/HR OPACITY
4.0
15.0
16.0
23.0
25.0
43.5
62.5
67.0
79.0
81.0
4.0
100.0
92.0
84.0
77.0
58.0
39.0
30.0
27.0
20.0
4.0
1.5
1.1
1.1
1.5
2.2
2.2
1.5
2.0
2.9
3«6
1.5
2»5
2«fi
3.3
3.8
4.0
4.4
3.8
3.3
2.2
1.5
CO
PPF
119
181
163
137
128
154
167
178
274
404
115
195
163
140
132
122
140
158
175
201
115
HC
PPWC
210
247
188
119
111
122
119
100
90
83
208
115
EGO
99
102
108
144
144
16 i
202
220
NOX
PPM
110
153
175
286
348
738
1477
1683
2001
2296
112
1570
1421
1209
1054
710
370
282
232
173
113
CO
33. 5
113.4
102.6
89.7
84.2
112.5
131.2
144.2
229«9
347.2
32.4
238. S
191.9
160.3
144.3
122.1
126.4
138.1
146.1
163.2
32.4
HC
GM/HR
29.8
77.6
59.3
39.2
36.5
44.7
46.9
40.6
37.9
35.8
29.5
70*6
58.9
56.9
56.0
54.1
65.1
63.2
67.5
82.1
31.2
N02
GM/HR
51.1
157.1
180.6
308.8
374.4
884.9
1906.3
2234.3
2756.9
3241.8
52.0
3U52.2
2739.7
2273.2
1892.5
1164.5
547.3
. 405.5
' 319.1
230.2
52.5
==23 MODE CYCLE COHPCSITE==
BSCO 1.28 GM/BHP-HR
BSHC C.5S GN/BHP-HR
BSN02 10.5S GM/BHP-HR
BSFC 0.449 LB/BHP-HR
# ENGINE NOT TESTED IN MOTORED WCOES
==T£ST CONDITIONS"
BAROMETER 744.0 MMHG
HUMIDITY 91 GRAINS/LB
SAX. IffLET RESTRICTION 24.0 Mh20
MAX. EXHAUST BACK PRESSURE 4C.O "H20
INLET AIR TEMP. RANGE 74F - 82F
MAX. EXHAUST TE«P. 1C13F
-------
TABLE E-27 COMBINATION OF PARAMETERS NC. 3 FOR ENGINE NC. 21 — TIMING RETARDED
2 DEGREES, TURBOCHARGER, AND STD. FUEL PUMP.
MODE
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
ENGINE OBSERVED EXHAUST
SPEED POWER FLO*
RPM BHP LB/HR
70C
1550
1550
1550
1550
155C
1550
1550
1550
1500
70C
2100
2100
2100
2100
2100
2100
210C
2100
2100
700
0.3
4.1
14.8
36.3
5C.5
104.2
154.1
171.5
191.5
201.3
0.3
245.1
223.9
20C.3
183.9
122.4
61.2
44.0
19.6
4.6
0.3
643
1376
1380
1488
i486
1656
1772
1772
1882
1533
643
2687
2578
2466
2472
2248
1986
1934
1864
1829
639
FUEL SMOKE
FLOW PERCENT
L8/HR OPACITY
3.5
12.5
17.0
21.0
25.0
43.0
56.0
62.0
69.0
75.0
3.5
97.0
88.0
79.0
75.0
54.0
38.0
31.0
26.0
22.0
3.5
1.0
1.0
1.0
1.5
1.5
2.0
2.6
2.0
3.0
3.8
1.3
2.5
3.3
4.5
5.0
5.5
5.5
4.8
4.5
3.0
1.3
CO
PPI»
123
211
172
142
145
154
152
127
171
251
165
191
164
148
157
139
160
166
180
193
102
HC
PPMC
249
386
214
150
148
134
109
113
99
85
213
na
109
104
107
125
166
162
182
206
218
NOX
PPM
103
132
184
258
323
655
1209
1445
1708
1957
109
1454
1332
1137
1022
591
367
286
228
197
108
CO
GM/HR
34.6
127.3
103.8
92.5
94.5
112.0
118.3
98.7
141.0
212.6
46.6
224.5
184.8
160.6
169.6
136.8
139.7
141.1
148.5
154.9
28.5
HC
GM/HR
35.2
116.8
65.0
49.1
48.4
48.8
42.5
44.1
41.0
36.1
30.1
69.8
61.8
56,5
58.2
61.8
72.5
68.9
75.4
82.9
30.7
N02
GH/HR
47.6
130.8
182.6
276.7
345.6
780.4
1542.3
1844.1
2314.0
2723.5
50.4
2813.1
2471.6
2019.6
1818*0
956.3
524.7
397.9
308.9
259.1
49.6
=23 MODE CYCLE CGMPCSITE=>
BSCO 1.38 GM/BHP-HR
BSHC G.7C GM/BHP-HR
BSN02 10.01 GM/BHP-HR
BSFC 0.454 L8/BHP-HR
* ENGINE NOT TESTED IN MOTORED MCOES
==TEST CONDITIONS^
BAROMETER 745.0 MMHG
HUMIDITY 82 GRAINS/L8
MAX. INLET RESTRICTION 27.0 "K20
MAX. EXHAUST BACK PRESSURE350.0 "H20
INLET AIR TEMP. RANGE 75F - 86F
MAX. EXHAUST TEMP. 990F
ON
-------
TAELE E-28 COMBINATION OF PARAMETERS NC. 3 IREPLICATE OF TEST IK TABLE E-27I FOR
ENGINE NO. 21 — TIMING RETARDED 2 DEGREES, TUR6CCHAPGER, AND STC FUEL
PUMP.
HUGE
1
2
3
4
C
-»
6
?
8
9
10
11
12*
13
14
15
16
1?
IS
19
20
21
22
23*
ENGINE OBSERVED EXHAUST
SPEED POWER FLOW
RPM BHP L8/HR
70C
1550
1550
155C
155C
1550
1550
1550
1550
155C
700
210C
210C
210C
2100
2100
2100
2100
2100
2100
700
0.3
4.1
16.6
37.5
52.2
104.2
156.4
170.9
191.6
2C8.4
0.4
246.3
226.7
2C1.9
184.7
123.2
61.6
44.4
19.6
4.8
0.4
645
1386
1443
1501
1559
1625
174C
1796
1643
1893
646
2722
2672
2561
25C5
2281
2C6C
2CC8
19G6
1645
642
FUEL SMOKE
FLOfc PERCENT
LB/HR OPACITY
3.0
12.5
18.0
23. C
29.0
43.0
59. C
63.0
69.0
74.0
3.5
97.0
89.0
81.0
76.0
57.0
35.0
34.0
29.0
20.0
3.5
1.0
1.0
1.8
2.5
2.8
3.0
3.3
3.3
3.5
3.5
1.0
3.3
3.8
4.0
4.5
5.5
4.9
5.0
3.9
2.8
2.0
CC
pp*
123
194
155
141
144
142
139
151
183
239
111
183
155
136
132
126
154
157
174
198
111
HC
PPKC
223
332
170
123
121
113
91
95
83
85
212
125
117
104
101
122
147
161
172
212
224
KCX
PPM
103
131
195
266
381
640
1259
1456
1717
1899
108
1397
1314
1134
1018
613
337
312
239
176
110
CC
GM/HR
34.7
118.1
98.1
93.0
98.6
101.1
106.4
119.0
147.5
198.2
.31.4
218.8
182.1
153.2
145.1
126.2
138.6
138.5
145.7
159.6
31.1
HC
GM/HR
31i7
101.2
54.0
40.6
41.5
40.4
34.6
37.5
33.6
35.4
30.1
74.9
68.8
58.6
55.7
61.2
66.6
71.1
72.1
86.1
31.6
N02
GM/HR
47.7
130.6
202.7
287.9
427.7
749.4
1578.0
1882.8
2278.6
2589.4
50. 0
2737.9
2526.8
2090.4
1835.4
1007.2
499.7
451.2
327.5
233.4
50. 6
==23 MODE CYCLE COMPOSITE"
BSCO 1.30 GM/8HP-HR
BSHC 0.66 GM/BHP-HR
8SN02 10.15 GM/BHP-HR
BSFC C.463 LB/8HP-HR
ENGINE NOT TESTED IN MOTORED MCDES
CCNCITIONS=*
BAROMETER 745.3 MMHG
HUMIDITY 85 GRAINS/LB
MAX. INLET RESTRICTION 24.0 "H2O
MAX. EXHAUST BACK PRESSURE 40.0 "K20
IKLET AIR TEMP. RANGE 74F - 82F
MAX. EXHAUST TEMP. 980F
ON
OO
-------
169
APPENDIX F. -- RESULTS FROM TESTS USING MANIFOLD AIR
INJECTION WITH HEAVY DUTY GASOLINE ENGINES
(23-MODE CYCLE)
-------
TABLE F-l AIR INJECTION FOR ENGINE RG0 22 fAIR PUMP/EfoGINE SPEED RAT ID « 1.00),
ENGINE OBSERVED MANIFOLD EXHAtST FUEL IGMTIGN
SPEED POWER VACUUM FLGh FLOW TIMING CC
WODE RP« BHP «HG LB/HR LB/HR DEC BTC PCT
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
16
19
20
21
22
23*
* ENG
** NCX
700
1200
1200
1200
1200
1200
1200
1200
1200
1200
700
2300
2300
2300
2300
2300
2300
230C
2300
2300
700
INE NOT
FOR THI
0.0
l.C
3.S
8.7
12.1
24.2
3t.4
39.7
44.6
48.5
0.0
98.4
90.6
80.7
73.8
49.2
24.6
26.9
7.9
2.0
0.0
==23
B
TESTED IN
S TEST HAS
18.C
18.7
17.8
16.1
14.9
12.4
7.8
6.2
4.6
2.8
18.C
1.6
3.9
6.7
8.2
12.6
16.4
17.4
18. 7
19.7
18.0
MODE C
BSCU 16
BSHC 1
SN02 9
BSFC 0.
MOTORED
91 4.9
166 7.3
183 8.3
213 9.8
243 11.4
265 14.3
337 18.4
359 20.5
382 22.0
412 23.9
94 4.9
852 49.8
794 46.9
677 41.3
653 36.8
530 28.8
405 20.3
371 18.1
325 15.2
303 13.9
95 4.9
YCLE COMPOSITE"
.18 GK/BHP-HR
.05 GM/BHP-HR
.02 GK/BHP-HR
634 LB/BHP-HR
MODES
-1.0
11.5
10.5
11.5
10.5
11.5
9.5
6.5
7.0
7.0
-1.0
13.5
13.5
10.5
17.0
19.0
18.5
lb.5
18.5
18.5
-1.0
1.28
0.14
0.13
0.12
0.11
0.41
0.19
0.43
0.47
0.57
0.83
0.26
0.14
0.26
0.30
0.24
0.18
0.16
0.15
0.16
0.75
HC
PPKC
2?50
650
540
635
780
1272
1250
1175
1175
1150
680
35
75
32
165
125
85
75
68
70
760
NOX** CC
PPK GM/HR
30
59
118
16C
297
850
1488
1317
1432
1524
38
1422
1169
136C
1650
1098
467
318
168
109
38
531.1
107.9
108.3
118.0
127.1
536.8
301.5
788.1
873«C
1172.9
377.7
11G9.9
569.1
902.6
967.7
618o8
338.5
289»2
231«3
225.4
327.4
HC N02
GM/HR GM/HR
46.
25.
23.
31.
45.
82.
99.
105.
108.
116.
15.
7.
14.
5.
26.
15.
8.
6.
5.
4.
16.
2 2.0
1 7.6
0 16.7
8 26.6
9 58.0
7 183.6
5 393.3
6 393.2
4 438.5
0 510.4
3 2.8
5 1009.0
7 762.3
5 786.0
0 864.2
9 464.6
1 147.6
6 92.0
1 41.6
8 24.4
4 2.7
==TEST CONDITIONS==
BAROMETER
IJvL
ET AIR
HUM I
CITY 55
TEMP. RANGE
743.2
MMHG
GRAINS/LB
82F - 88F
MAX. EXHAUST TEMP.
1478F
MEASURED BY NDIR.
-------
TABLE F-2 AIR INJECTION FOR ENGINE NO. 22 (AIR FUMP/EfcGINE SPEED RATIO = i.25).
ENGINE OBSERVED MANIFOLD EXHAUST
SPEED POKER VACUUM FLOW
MOCE RPM BHP MHG LB/HR
1
2
3
4
5
6
7
8
9
1C
11
12*
13
14
15
16
17
18
19
20
21
22
23*
700
1200
1200
1200
1200
1200
1200
1200
1200
1200
700
2300
2300
2300
2300
2300
2300
2300
2300
2300
700
0.0
1.0
3.9
8.7
12.1
24.2
36.4
39.7
44.6
48.5
0.0
98.4
9C.6
80.7
73.8
49.2
24.6
17.7
7.9
3.0
0.0
18.2
18.9
17. S
16.4
15.0
12.5
7.9
6.3
5.0
3.1
16.0
1.6
4.0
6.9
6.4
12.7
16.6
17.5
19.0
19.7
18.2
1C3
183
194
224
243
278
344
366
392
419
101
847
773
695
670
530
416
390
343
323
103
FUEL IGNITION
FLOW TIMING
LB/HR DEG BTC
4.9
7.6
8.3
9.7
11.4
14.4
18.2
20.2
22.4
23.9
4.9
49.3
45.4
39.5
37.2
28.2
20.1
18.2
15.2
13.9
4.9
-1.0
11.5
10.5
11.5
10.5
11.5
9.5
6.5
7.0
7.0
-1.0
13.5
13.5
10.5
17.0
19.0
19.5
18.5
18.5
18.5
-1.0
CO
PCT
0.52
0.12
0.11
0.10
0.42
0.30
0.15
0.28
0.54
0.49
0.58
0.20
0.13
0.24
0.27
0.23
0.17
0.16
0.14
0.14
0.49
HC
PPMC
710
650
570
669
885
1290
1347
1176
1200
1215
680
90
35
62
195
162
127
116
99
90
650
NCX** CO
PPM GM/HR
38
51
81
140
349
948
1619
1514
1530
1623
38
1515
1262
1584
1653
1147
469
327
177
119
51
242.9
100.3
93.9
106.7
453.4
376.1
231.7
469.2
983.3
948.7
262.0
772.3
466.8
773.9
826.0
553.4
312.9
274.9
218.7
205.3
228.6
HC
GM/HR
16.5
26.6
25.0
34.4
47.4
80.5
104.7
98.3
107.5
116.7
15.2
17.1
6.0
9.6
29.5
19.4
11.7
10.2
7.6
6.5
14.9
N02
GM/HR
2.9
6.9
11.6
23.7
62.1
196.3
418.0
420.2
454.8
517.7
2.8
957.5
729.3
823.6
829.8
455.9
143.5
95.1
45.2
28.2
3.8
* ENGINE NOT TESTED
** NOX FOR THIS TEST
==23 MODE CYCLE COMPOSITE'
BSCO 13.00 GM/BHP-HR
BSHC 1.01 GM/BHP-HR
BSN02 9.14 GM/BHP-HR
BSFC 0.643 LB/BHP-HR
IN MOTORED MODES
WAS MEASURED BY NDIR.
==TEST CONDITIONS^
BAROMETER 746.0 MMHG
HUMIDITY 54 GRA1NS/LB
INLET AIR TEMP. RANGE 87F - 90F
WAX. EXHAUST TEMP. 1520F
-------
TABLE F-3 AIR INJECTION FOR ENGINE N0« 22 SA1R PU*P/ENGIK!E SPEED RATIO « 1.501.
ENGINE OBSERVED MANIFOLD EXKALST
SPEED POWER VACUUM FLO*
MODE RPM BHP «HG L8/HR
1
2
3
4
5
6
7
6
9
10
11
12*
13
14
15
16
17
13
19
20
21
22
23*
700
1200
1200
1200
1200
1200
1200
1200
1200
1200
700
2300
2300
2300
2300
2300
2300
23CO
2300
2300
700
0.0
1.0
3.9
8.7
12.1
24.2
36.4
39.7
44.6
48.5
0.0
98.4
90.6
80.7
73.8
49.2
24.6
17.7
7.9
2.0
0.0
17.7
17.9
17.7
15.9
14.7
12.4
7.9
e.i
4.7
2.7
17.9
1.5
3.8
6.6
8.2
12.5
16.4
17.3
18.6
19.6
18. C
110
209
2C7
233
255
292
359
388
403
443
110
835
809
733
681
560
398
4C8
358
327
112
FUEL IGMTIGN
FLCfe TIMING CO
LB/HR OEG 8TC PCT
5.1
8.2
8.5
9.8
11.8
14.6
18.5
20.7
22.0
24.4
5.1
47.7
46.5
41.6
37.1
28.9
20.5
18.4
15.4
13.7
5.0
-1.0
11.5
10.5
11.5
10.5
11.5
9.5
6.5
7.0
7.0
-1.0
13.5
13.5
10.5
17.0
19.0
19.5
18.5
IS. 5
18.5
-1.0
0.72
0.13
0.12
0.10
0.45
0.37
0.17
0.32
0.44
0.51
0.68
0.19
0.13
0.23
0.27
0.22
0.23
0.16
0.16
0.15
0.56
HC
PPfC
800
520
575
715
875
1200
1325
1175
1150
1075
630
35
13
69
330
225
160
153
125
108
430
Jt'OV^t
ppp*.
30
56
90
162
279
768
1380
1309
1410
2241
38
1455
1126
1387
1662
1115
458
320
166
111
38
•* co
GK/HR
357.5
123.3
111.6
106.6
538*3
509.8
285.2
576.0
829.3
1064.7
341.1
730.7
468.2
771.5
835.6
580.0
420.0
318,3
256.0
224.6
287.0
HC
GM/HR
19.6
24.3
26.9
37.6
51.3
81.9
110.6
105.9
106.9
110.9
15.7
6.8
2.4
11.6
50.9
28.7
14.4
14.6
10.1
8.0
10.9
N02
GM/HR
2.4
8.5
13.8
28.1
54.2
174.2
382.5
391.5
435.2
767.7
3.1
931.6
665.6
775.0
851.5
472.2
136.7
101.4
44.2
26.9
3.2
* ENGINE NOT TESTED
** NCX FOR THIS TEST
==23 MODE CYCLE COMPOSITE'
BSCO 14.72 GM/BHP-HR
8SHC 1.11 GK/8HP-HR
BSN02 8.95 G&/BHP-HR
BSFC 0.655 L8/8HP-HR
IN MOTORED MODES
WAS MEASURED BY KDIR.
IfvLET
==TEST CONDITIONS==
BAROMETER 742.4 HMHG
HUMIDITY 55 GRAINS/LB
AIR TEMP. RANGE 81F - 87F
MAX. EXHAUST TEMP. 15C4F
to
-------
TABLE F-4 AIR INJECTION FOR ENGINE NO. 22 (AIR PUMP/ENGINE SPEED RATIO « 1.75)
ENGINE OBSERVED MANIFOLD EXHAUST FUEL IGNITION /
SPEED POWER VACUUM FLOW FLOW TIMING CO HC NOX** CO HC N02
MODE RPM BHP »HG LB/HR LB/HR DEC BTC PCT PPMC PPM/; GM/HR GM/HR 6N/HR
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
700
1200
1200
1200
1200
1200
1200
1200
1200
1200
700
2300
2300
2300
2300
2300
2300
2300
2300
2300
700
0.0
1.0
3.9
8.7
12.1
24.2
36*4
39.7
44.6
48.5
0.0
98.4
90.6
80.7
73.8
49.2
24.6
17.7
7.9
2.0
0.0
17.7
18.0
17.9
16.0
15.6
12.3
7.7
6.2
4.6
2.8
17.9
1.5
3.4
6.6
8.2
12.5
16.4
17.3
18.6
19.7
18.1
115
205
214
244
258
303
371
397
417
459
115
869
829
734
691
571
448
415
367
325
117
4.9
7.6
8.2
9.7
11.4
14.5
18.5
20.7
22.3
24.7
4.9
49.6
47.3
41.5
37.2
29.2
20.6
18.4
15.3
13.1
4.8
-1.0
11.5
10.5
11.5
10.5
11.5
9.5
6.5
7.0
7.0
-1.0
13.5
13.5
10.5
17.0
19.0
19.5
18.5
16.5
18.5
-1.0
0.48
0.13
0.10
0.09
0.40
0.32
0.16
0.37
0.46
0.53
0.54
0.21
0.13
0.23
0.30
0.24
0.18
0.17
0.16
0.16
0.27
825
186
640
740
900
1245
1380
1140
1155
1110
630
66
39
53
16
180
159
152
125
128
405
39
36
69
137
275
823
1467
998
1393
1447
30
1407
1085
1326
1591
1041
430
309
149
103
30
247.1
124.6
95.2
96.4
473.8
449.7
281.4
690.0
902.9
1155.6
290.4
887.8
514.2
794.7
980.6
653.8
382.9
337.3
273,2
240.6
144.2
20.9
9.0
30.7
40.6
52.6
86*4
lie* 2
104.6
112.0
119.1
16.6
13.6
7.7
9*1
2.6
24.4
16.5
14.6
10.5
9.5
10.8
3.2
5.8
10.8
24.8
53.2
189.7
416.9
303.8
448.6
515.5
2.6
9*5.0
710.5
754.6
£64.9
467.4
148.2
98.3
41.7
25.0
2.7
* ENGINE NOT TESTED
** NOX FOR THIS TEST
~23 MODE CYCLE COMPOSITE'
BSCO 14.57 GM/8HP-HR
BSHC 0.98 GM/BHP-HR
BSN02 8.89 GM/BHP-HR
BSFC 0.655 LB/BHP-HR
IN MOTORED MODES
MAS MEASURED BY NOIR.
=»TEST CONDITIONS**
BAROMETER 740.7 MMHG
HUMIDITY 55 GRAINS/LB
INLET AIR TEMP. RANGE 86F - 90F
MAX. EXHAUST TEMP. 1520F
CO
-------
TABLE F-5 AIR INJECTION FOR ENGINE NCo 22 8AIR PUPP/EfcGlNF SPEED RATIO-** 2<>OOJ.
ENGINE OBSERVED MAKIFOLO EXHAIST
SPEED POWER VACUUM FLCW
MODE RPW BHP *HG LB/HR
1
2
2
4
5
6
7
8
•• S
1C
11
12*
13
14
15
16
17
18
19
20
21
22
23*
700
1200
1200
1200
1200
1200
1200
1200
1200
1200
700
2300
2300
2300
2300
2300
2300
2300
2300
2300
700
C.C
i.e.
3.9
8.7
12.1
24.2
36.4
39.7
44.6
48.5
0.0
98.4
90.6
80.7
73.8
49.2
24.6
17.7
7.9
2.0
0.0
l£el
IE. 6
17.7
16.0
14.6
12.4
7.6
fc.3
4.5
3.2
17.7
1.5
3.4
6.7
6.3
12.4
16.4
17.2
16.5
19.7
18.3
122
200
223
255
270
307
380
4C4
422
437
119
861
837
736
679
569
443
427
377
324
120
FUEL IGMTICh
FLCk TIMING
LB/HR DEC ETC
4.9
7.5
8.3
9.8
10.7
14.4
18.5
20,6
22.1
23.1
4.9
48,8
4?0 1
40,5
36.3
28.8
20.6
18.8
15.7
12.8
4.8
-1.0
11.5
10.5
11.5
10.5
11.5
9.5
6.5
7.0
7.0
-1.0
13.5
13.5
10.5
17.0
19.0
19.5
18.5
18.5
18.5
-1.0
CO
PCT
0.39
0.10
0.09
0.08
0.08
0.29
0.11
0.26
0.37
0.40
0.46
0.22
0.16
0.24
0.25
0.22
0.17
0.16
0.14
0.15
0.36
HC
PPNC
660
520
580
665
735
1075
1175
975
975
1000
565
60
11
114
243
217
177
166
144
150
560
PPJT
21
39
69
137
188
838
1466
1364
1432
1553
39
1456
1073
1451
1643
1149
430
333
187
107
35
CC
G.H/HR
214.2
87.4
91«6
95.5
94.6
405.4
195.8
507.9
696.4
771,9
240.3
853*0
587*1
812.2
772.7
578.0
351.6
303,1
239e5
221.9
202.1
hC
GH/HR
18.0
21.4
28.2
37.3
43.7
73.6
99.2
87.6
90.4
96.4
14.7
11.6
2.0
18.8
36.7
27.6
17.8
15.8
12.0
10.7
14.6
HO 2
GM/HR
1,9
5.2
11.0
25.5
37.1
190.3
411.0
406. S
440. 5
4S7.0
3.3
935.9
660.2
793.3
825.1
484.6
160.1
105.0
51.6
25.1
3.0
* ENGINE NOT TESTED
** NCX FOR THIS TEST
==23 MODE CYCLE COMPOSITE'
BSCO 12.81 GK/8HP-HR
BSHC 1.02 GM/8HP-HR
BSN02 8.92 GH/BHP-HR
BSFC 0.648 LB/BHP-HR
IN MOTORED MOOES
iriAS MEASURED BY K'CIR.
==TEST CGNCITIGNS =
BAROMETER 741.4 M5*hG
HUKICITY 55 GRAINS/LB
IKL6T AIR TEMP. RANGE 61F - £2F
KAX. EXHAUST TEMP. 15COF
•-J
-p-
-------
TABLE F-6 AIR INJECTION FOR ENGINE NO. 23 (AIR PUKP/ENGINE SPEED RATIO = 2.0).
ENGINE OBSERVED MANIFOLD EXHALST
SPEED POWER VACUUM FLOW
MODE RPM BHP. «HG LB/HR
1
2
3
4
5
6
7
6
9
1C
11
12*
13
14
15
16
17
18
19
20
21
22
23*
75C
1200
12GC
12CO
1200
1200
1200
1200
12CC
1200
770
2300
2300
2300
2300
2300
2300
2300
2300
2300
775
C.O
1.0
4.1
9.2
12. E
25.7
33.5
42.1
47.3
51.4
0.0
102. 3
94.1
83.9
76.7
51.2
25.6
16.4
8.2
2.C
0.0
IS. 4
IS. 4
18.8
17.6
16.2
1C. 2
5.9
4.9
3.3 .
2.C
18.9
2.4
3.7
4.6
5.5
1C. 6
16.1
17.4
19.2
2C.3
18.9
96
152
157
176
196
279
347
355
388
394
94
798
754
717
707
549
401
361
318
28C
99
FUEL I
FLOW
LB/HR
4.3
6.6
6.9
7.9
9.0
13.7
18.9
20.9
23.7
24.6
4.2
48.4
45.3
41.6
38.9
27.6
18.6
16.2
13.3
11.1
4.3
GMTIGft
T I KING
DEC BTC
5.0
12.0
20.0
31.0
31.0
21.0
12.0
12.0
12.0
12.0
5.0
20.0
20.0
20.0
20.0
31.0
39.0
39.0
39.0
39.0
5.0
CG
PCT
0.15
0.13
0.14
Q.1G
0. 08
0.08
0.28
1.16
1.63
2.25
0.14
0.80
0.62
0.48
0.2fi
0.19
0.15
0.13
0.11
0.10
0.12
HC
PPflC
710
330
630
1330
1430
1390
1325
1600
1900
1900
630
300
155
240
335
770
740
640
485
370
570
NGX
PPM
35
54
110
496
798
1260
1624
1378
1020
1286
45
1720
1660
1748
1753
1898
1258
876
327
188
43
CO
GM/HR
61.2
37.6
102.7
81.2
72.1
102.2
432.9
1876.5
2964.4
4033.2
58.9
2974.0
2191.4
1628.7
933.4
481.2
273.5
215.7
164.0
132.6
53.9
HC
GM/HR
14.7
11.1
23.9
52.9
62.9
86.9
102.8
128.2
170.5
168.2
13.2
55.3
27.2
40.0
54.5
97.1
68.5
53.0
35.1
23.4
12.6
N02
GM/HR
2.4
5.9
12.8
65.3
116.6
265.6
418.5
366.8
303.7
377.8
3.1
1052.4
966.0
966.9
946.0
794.5
386.6
240.8
78.4
39.3
3.1
==23 MODE CYCLE COMPOSITE:
6SCO 19.33 GM/8HP-HR
6SHC 1.54 GK/BHP-HR
BSN02 11.39 GK/BHP-HR
8SFC 0.597 L6/8HP-HR
* ENGINE NOT TESTED IN KCTOREO M-COES
==TEST
BAROMETER 746.3 MMHG
HUMICITY 54 GRAINS/LB
IKLET AIR TEMP. RANGE 72F - 74F
*AX. EXHAUST TEMP. 1429F
-------
TABLE F-7 AIR INJECTION FOR ENGINE KG* 23 (AIR PUMP/tfcGINE SPEED RATIO -
ENGINE DBSERVEC MANIFOLD EXHAIST
SP£tO POWER VACUUM FLCfe
MODE RPM BHP "HG LB/HR
1
2
3
4
5
6
7
8
9
1C
11
12*
13
14
15
16
17
18
IS
20
21
22
23*
750
1200
120G
12CO
1200
1200
1200
12CO
12CO
1200
770
23CC
2300
2300
23CC
2300
2300
2300
2300
2300
7700
0.0
i.e.
4.1
9.2
12. €
25.7
38.5
42.1
47.3
51.4
0.0
102. 3
94.1
83.9
76.7
51.2
25.6
18.4
8.2
2.C
0.0
16.4
IS. 4
18. 6
17.7
16.3
1C. 3
5.5
4.6
3.1
1.9
18.6
2.4
3.7
4.8
5.4
10.5
15.9
17.2
19.2
2C.2
18.8
100
161
166
181
2CO
286
357
3£l
360
398
103
816
769
737
712
560
412
376
331
295
102
FUEL I
FLCk
LB/HR
4.2
6.6
6.9
7.8
8.9
13.7
19.3
20.7
23.4
24.4
4.3
48.4
45*3
42«2
33.5
27.5
18.5
16.3
13.2
11.1
4.2
CM TICK
TIMING
DEC 6TC
6.0
10.5
18.0
30.0
30.0
20.0
11.0
11.5
12.0
12.0
5.5
21.0
21.0
21.0
21.0
30.0
39.0
39.0
39.0
38,0
5.5
CO
PCT
0«12
0.12
0.13
0.13
0.10
0.06
0.41
1.21
2.39
2.35
0.13
0.66
0.52
0.45
0.27
0.18
0.15
0.13
0.11
O.CK'
0.10
HC
PPNC
700
300
613
1250
1.375
1300
1275
1425
1675
1725
585
210
125
185
320
750
746
665
495
400
590
NOX
PPfc
34
50
102
473
785
1236
1435
1175
817
1105
46
1637
1562
1586
1658
1754
1179
837
351
176
39
CD
GM/HR
55.8
89.6
100.7
106. 2
93.8
104.8
675.6
2073.7
4172.0
4237.6
58.3
2508.2
1£55»5
1536.1
900.8
455.5
280.4
218.1
159.1
126.1
47.5
HC
GK/HR
15.7
10.9
22.8
51.3
fc2.8
85.3
103.7
121.2
144.7
153.8
13.4
39.2
22.0
31.3
52.6
95.8
70.4
56.7
36.8
26.4
13.3
N02
GM/HR
2.5
6.0
12.6
64.4
119.2
269.4
387.5
331.7
234.3
327.3
3.5
1014.2
913.5
891.4
904.5
743.6
369.7
236.6
86.6
38.3
2.8
ENGINE NOT
"23 MODE CYCLE CCMPLSITE—
8SCU 16.17 GM/8HP-HR
BSHC 1.48 Gtf/BHP-HR
BSN02 1C.83 GM/8HP-HR
BSFC 0.596 LB/BHP-HR
TESTED IN MOTORED KCOES
IKLfcT
"TEST C€NCITION5==
BAROMETER 747.8 MFHG
HUMIDITY 54 GRAINS/LB
AIR TEMP. KANGE 71F - 76F
MAX. EXHAUST TFMP. 1434F
-------
TABLE F-8 AIR INJECTION FOR ENGINE NO. 23 (AIR PUKP/EhGINE SPEED RATIO = 3.C).
ENGINE OBSERVED MANIFOLD EXHAUST
SPEED POKER VACUUM FLOW
MODE RPM BMP. "HG LB/HR
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
750
1200
1200
1200
1200
1200
1200
1200
1200
1200
770
23CO
2300
2300
23CO
2300
23CO
2300
2300
2300
775
0.0
1.0
4.1
9.2
12.6
25.7
38.5
42.1
47.3
51.4
0.0
102.3
94.1
83.9
76.7
51.2
25.6
18.4
8.2
2.0
0.0
18.3
19.1
18.6
17.3
16.1
10.1
5.2
4.5
2.6
1.2
18.5
2.0
3.1
4.4
5.2
10.3
16. C
17.0
18.9
20.1
18.8
108
174
181
199
219
298
368
376
404
423
112
835
798
761
738
599
433
4C4
361
326
112
FUEL I
FLO*
LB/HR
4.2
6.6
6.9
7.8
8.9
13.6
19.2
21.6
24.0
24.6
4.3
49.0
45.3
43.0
38.7
23.1
18.0
16.3
13.2
11.2
4.2
GNITIG*
TIMING
DEG BTC
5.0
10.0
19.0
30.0
30.0
19.0
12.0
12.0
12.0
12.0
5.0
22.0
22.0
21.0
21.0
30.0
39.0
39.0
39.0
38.0
5.0
CG
PCT
0.18
0.14
0.15
C.08
0.07
0.07
0.42
1.56
2.04
1.91
0.11
0.46
0.40
0.39
0.28
0.18
0.13
0.13
0.11
0.10
0.11
HC
PPKC
700
334
669
1175
1260
1180
1150
1300
1490
1475
600
65
70
90
265
680
755
676
510
420
600
NOX
PPM
38
49
103
471
766
1158
1416
907
897
1131
44
1436
1489
1385
1617
1680
1127
811
318
164
39
CO
GH/HR
90.3
116.7
126.8
78.4
75.5
105.5
736.4
2821.9
3983.8
3942.0
60.4
1890.1
1573.5
1466.1
1010.4
539.7
279.7
241.5
181.3
148.4
54.9
HC
GH/HR
17.1
13.4
28.0
54.1
64.7
83.4
99.7
116.3
144*1
150.3
15.6
13.2
13.6
16.6
47.5
98.9
78.3
64.3
42.7
32.1
15.3
N02
GH/HR
3.0
6.4
14.2
71.8
130.5
271.8
407.9
269.1
287.7
382.8
3.7
970.1
957.5
848.9
961.7
811.0
387.9
256.1
88.5
41.3
3.2
==23 MODE CYCLE COMPOSITE'
BSCO 18.76 GM/BHP-HR
8SHC 1.46 GM/BHP-HR
BSN02 11.13 GM/BHP-HR
BSFC 0.6C2 L8/BHP-HR
ENGINE NOT TESTED IN MOTORED NCOES
==TEST CONDITIONS"
BAROMETER 743.7 MtfHG
HUMIDITY 55 GRAINS/LB
IKLFT AIR TEMP. RANGE 6BF - 77F
MAX. EXHAUST TEMP. 1440F
-------
178
APPENDIX G. -- RESULTS FROM TESTS USING A CATALYST WITH
HEAVY DUTY GASOLINE ENGINES
(23-MODE CYCLE)
-------
TA3LE €-1 UOP CATALYST WITH AIR INJECTION FOR EhGINE KG. 22 (AIR PUMP/ENGINE SPEED
RATIO = 1,25).
ENGINE OBSERVED MANIFOLD EXHAUST
SPEED POWER. VACUUM FLOW
MCLE RPM BHP ««HG L3/HR
1
2
-a
4
5
6
7
6
9
10
11
12*
13
14
15
16
17
18
15
20
21
22
23*
625
1200
1200
1200
1200
1200
1200
1200
1200
12CC
700
2300
2300
2300
2300
2300
2300
2300
2300
2300
710
0.0
1.0
3.9
8.7
12.1
24.2
36.4
39.7
44.6
48.5
0.0
98.4
90.6
8C.7
73.8
49.2
24.6
17.7
7.9
2.C
0.0
16.6
18.4
17.3
15.6
14.2
12. C
7.5
6.4
4.1
1.6
17.1
1.2
2.6
4.9
7.C
11.5
15.7
16.6
18.3
19.2
17.4
95
176
196
228
244
281
349
365
391
434
101
839
790
713
649
546
415
J92
342
319
103
FUEL IGNITION
FLOW TIKING CC
LB/HR DEC BTC PCT
4.4
7.3
8.4
10.0
10.9
14.7
18.7
19.7
22.5
25.1
4.9
50.9
48.1
43.5
37.5
30.0
20.7
19.0
15.6
13.9
5.0
0.0
10.0
13.0
13.0
13.0
13.0
13.0
13.0
8.0
8.0
0.0
15.0
15.0
15.0
20.0
20.0
20.0
20.0
20.0
20.0
0.0
0.01
0.01
0.01
0.01
0.01
0.01
0.01
0.01
0.02
0.04
0.07
0.07
0.05
0.05
0.04
0.02
0.01
0.01
0.01
0.01
0.01
hC
PPNC
160
83
40
50
51
93
98
98
73
68
43
19
12
10
30
19
15
13
11
10
55
MOX
PPM
35
63
98
156
219
786
1419
1574
1225
1252
49
1287
877
897
1486
883
386
282
160
110
38
CO
GW/HR
3.2
5.8
6.5
7.6
8.1
11.7
14.5
15.3
39.5
72.2
33.9
274.7
196.6
172.1
110.3
38.9
27.2
24.1
16.8
15.8
5.1
HC
GM/HR
3.4
3.2
1.8
2.6
2.8
6.0
7.9
8.3
6.7
6.9
1.1
3.6
2.1
1.6
4.4
2.3
1.4
1.1
0.8
0.7
1.3
NO 2
GM/HR
2.4
6.2
14.2
26.6
40.2
166.7
379.9
444.0
375.1
421.6
3.7
800.8
517.2
478.6
723.0
352.9
119.4
62.1
40.2
25.7
2.9
ENGINE NOT
— 23 MODE CYCLE COMPOSITE'
8SCO 1.74 GM/6HP-HR
8SHC 0.10 GM/8HP-HR
SSN02 7.3C GM/BHP-HR
BSFC C.663 L8/6HP-HR
TESTED IN MOTORED MODES
"TEST COND1TIONS==
BAROMETER 743.7 MNHG
HUMIDITY 55 GRAINS/LB
IKLET AIR TEMP. RANGE 82F - £6F
MAX. EXHAUST TEMP. 1534F
VO
-------
TABLE G-2 UOP CATALYST WITH AIR INJECTION (REPLICATE CF TEST IN TABLE G-l) FOR
ENGINE NO. 22 (AIR PUMP/ENGINE SPEED RATIC = 1.25).
ENtlfct GBSERVtD MANIFOLD EXHAIST
SPEED POfcER VACUUM FLGfc
MODE RPM BHP *»HG LB/HR
1
2
3
4
5
6
7
S
9
10
11
12*
13
14
15
16
17
ie
19
2C
21
22
23*
70C
1200
12CC
12CO
1200
1200
1200
1200
12CC
12CO
700
230C
2300
23CO
2300
2300
2300
2300
23CO
2300
t5Q
O.C
1.0
3.9
8.7
12.1
24.2
36.4
39.7
44.6
48.5
C.O
9£.4
90.6
80.7
73.8
49.2
24.6
17.7
7.9
2.C
c.c
17.2
18.3
17.3
15.6
14.1
12.1
7.6
6.4
4.2
2.3
17.2
l.C
2.6
5.C
6.9
11.6
15.6
16.8
18.4
19.5
16.6
1C6
182
198
226
246
274
359
362
403
426
103
813
785
702
654
538
405
380
321
288
95
FUfcL IGMTICh
FLOto TIMING
LB/HR DEC ETC
5.1
7.5
8.4
9.9
11.0
14.3
19.3
19.7
23.3
24.7
5,0
49.9
48.1
42.6
37.9
29.6
20.4
18.4
14.8
12.9
4.5
0.0
11.0
12.5
12.5
12.5
12.5
12.5
12.5
8.0
8.0
0.0
14.0
15.0
15.0
20.0
20.0
20.0
20.0
20.0
13.0
0.0
cc
PCT
0.01
0.01
a. 01
0.01
0.01
0.01
0.01
0.01
0.02
0.03
G.01
0.08
O.C5
0.05
0.02
0.01
0.01
0.01
0.01
0.01
O.Ql
HC
PPMC
65
75
35
35
64
69
78
78
67
72
50
8
5
6
25
15
10
9
7
8
125
NOX
PPM
68
82
116
186
283
980
1856
1952
1491
1583
73
1588
1149
1206
1871
1214
605
375
198
137
49
CO
GM/HR
5.0
8.6
9.6
10.8
11.8
16.4
21.5
21.6
41.8
61.3
5.3
285.4
181.9
153.7
56.1
29.5
19.0
17.8
15.2
13.7
4.5
HC
GM/HR
1.5
2.9
1.5
1.7
3.4
4.1
6.0
6.3
6.1
6.9
1.1
1.4
0.9
0.8
3.6
1.8
0.9
0.7
0.5
0.5
2.5
N02
GM/HR
5.0
10.6
16.5
30.0
50.2
195.5
474.5
520.3
446.1
504.3
5.3
920. 8
659.0
615.9
885.5
472.8
175.1
101.2
45.2
28.0
3.2
oo
o
* ENGINE NOT
==23 MODE CYCLE COMPOSITE
BSCO 1.47 GM/BHP-HR
BSHC O.C8 GM/8HP-HR
BSK802 9.03 GM/BHP-HR
BSFC 0.66C L8/8HP-HP
TESTED IN MOTORED MOOES
==TEST CONDITIONS"
BAROMETER 742.7 MMHG
HUMIDITY 94 GRAINS/LB
IKLET AIR TEMP. RANGE 84F - 98F
MAX. EXHAUST TEMP. 1553F
-------
TABLE C-3
UC'P CATALYST WITH
RATIO = 2.5).
AIR INJECTION FOR ENGINE ISO. 23 (AIR PUHP/ENGINE SPEED
ENGINE OBSERVED MANIFOLD EXHAUST
SPEED POWER VACUUM FLOW
MODE RPM BHP "HG L6/HR
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
760
1200
12CO
1200
1200
1200
1200
12CO
12CO
1200
790
2300
2300
2300
2300
230C
2300
2300
2300
2300
780
0.0
1.0
4.1
9.2
12.6
25.7
38.5
42.1
47.3
51.4
0.0
1G2.3
94.1
82.9
76.7
51.2
25.6
18.4
6.2
2.0
0.0
18.4
19.2
18.5
17.5
16.2
10.3
5.2
4.5
2.4
1.6
18.6
2.2
3.4
4.6
5.7
10.5
16. C
17.3
19.3
2C.3
18.6
ICO
157
163
174
193
273
329
348
367
376
102
756
727
663
673
523
390
359
310
284
106
FUEL IGNITION
FLOW TIMING
L8/HR DEG BTC
4.1
6.3
6.7
7.4
8.4
12.9
17.6
20.3
22.2
22.9
4.1
44.9
42.6
39.6
36.3
25.6
17.3
15.2
12.0
10.4
4.2
5.0
10.5
15.0
28.0
29.0
13.0
11.0
11.0
11.0
11.0
7.5
20.0
20.0
20.0
20.0
30.0
39.0
39.0
39.0
39.0
7.5
CO
PCT
0.01
0.01
0.01
0.01
0.01
0.01
0.02
0.03
0.08
0.15
0.01
0.07
0.06
0.04
0.02
0.01
0.01
0.01
0.01
0.01
0.01
HC
PPKC
150
46
74
103
170
125
93
85
108
120
75
32
31
36
47
76
71
64
52
65
65
NOX
PPM
20
42
83
337
624
1091
1450
1062
1015
1044
26
1634
1639
1559
1733
1753
1220
781
820
176
30
CO
GM/HR
5.9
9.3
9.6
10.1
11.3
16.1
24.8
42.7
141.6
272.8
6.8
261.6
206.6
134.0
57.6
24.8
15.0
13.8
9.2
8.5
4.0
HC
GM/HR
3.3
1.6
2.7
4.0
7.4
7.8
7.1
7.0
9.4
10.8
1.7
5.6
5.3
5.8
7.5
9.4
6.4
5.3
3.7
4.2
1.5
N02
GM/HR
1.4
5.0
10.1
43.3
90.5
227.0
365.1
290.1
294.9
311.4
1.9
955.4
934.7
838.7
916.9
713.0
365.9
214.3
192.5
37.5
2.4
* ENGINE NOT
==23 MODE CYCLE COMPOSITE'
BSCO 1.43 GM/8HP-HR
BSHC 0.16 GM/BHP-HR
BSN02 10.37 GF/8HP-HR
BSFC 0.562 L8/8HP-HP
TESTED IN MOTORED MODES
==TEST CONDITIONS**
BAROMETER 749.0 MMHG
HUMIDITY 54 GRAINS/LB
INLET AIR TEMP. RANGE 74F - 80F
MAX. EXHAUST TEMP. 1449F
00
-------
TABLE C—4
UOP CATALYST WITH AIR INJECTION fREPLICATE LF TLST IN TABLE G-3)
ENGINE NO. 23 (AIR PUMP/ENGINE SPEED RATIC = 2.5).
FUR
ENGINE OBSERVED MANIFOLD cXHALST
SPEED POWER VACUUM FLOW
NODE RPM BHP "HG L8/HR
1
2
3
4
5
6
7
8
9
1C
11
12*
13
14
15
16
17
18
19
20
21
22
23*
775
12CO
1200
1200
120C
1200
12CC
1200
1200
12CO
770
2300
2300
2300
2300
230Q
2300
230C
230G
23CC
765
0.0
1.0
4.1
9.2
12. €
25.7
38.5
42.1
47.3
51.4
0.0
102.3
9^.1
63.9
76.7
51.2
25.6
18.4
8.2
2.0
C.O
18.4
19.4
18.5
17.6
16.3
10.3
5.2
4.4
2.C
1.1
18.5
1.9
3.1
4.2
5.1
1C. 2
15.9
17.3
19.2
20.3
18.7
95
157
160
172
169
269
329
340
364
380
97
754
722
678
655
512
362
346
306
273
93
FUEL 1GM 1ICK
FLCfe TIMING
LB/HR DEC ETC
4.0
6.4
6.7
7.4
8.3
13.0
17.9
20.4
22.2
22.8
4.0
45.8
42.9
40.1
36.3
25.4
17.2
15.0
12.2
10.3
4.0
7.5
12.0
15.0
28.0
29.0
18.0
12.0
12.0
12.0
12.0
7.5
19.0
20.0
20.0
20.0
30. C
39.0
39.0
39.0
39.0
5.0
CC
PCT
0.01
O.C1
0.01
0.01
0.01
0.01
0.01
0.04
0.11
0.14
0.01
0.13
0.07
0.05
0.02
O.C1
0.01
0.01
0.01
0.01
0.01
HC
PP»*C
105
40
58
148
168
125
98
108
135
130
83
20
22
24
38
69
68
61
50
43
72
NOX
PP*
21
49
82
342
644
1214
1467
857
924
1183
25
1333
1494
1433
1696
1815
1242
845
340
180
26
CO
GH/HR
4.2
5.7
5.6
6.3
6.9
9.9
16.0
60.3
189.6
242.5
3.6
443.1
241.3
168.5
58.5
23.3
14.1
12.8
11.3
10.2
3.6
HC
6M/HR
2.1
1.4
2.0
5.6
6.9
7.5
7.2
8.3
11.2
11.2
i.a
3.4
3.6
3.7
5.6
8.0
5.8
4.7
3.4
2.6
1.5
NO 2
GH/HR
1.4
5.5
9.6
43.1
88.5
240.9
358.5
217.9
255.4
337.3
1,7
752.4
804.2
732.7
825.7
696.8
350.2
215.7
76.0
35.9
1.8
oo
to
ENGINE NOT TESTED
23 MODE CYCLE COMPOSITE'
BSCO 1.72 GM/8HP-HR
BSHC 0.14 GW/BHP-HR
6SNU2 9.33 GM/BHP-HR
BSFC 0.563 L8/8HP-HR
N MOTORED MODES
==TEST CONDITIONS==
BAROMETER 748.8 WfcHG
HUMIDITY 54 GRAIN5/LB
AIR TEMP. RANGE 76F - 79F
MAX. EXHAUST TEMP. 1463F
-------
183
APPENDIX H. -- RESULTS FROM TESTS USING VARIED AIR-FUEL
RATIO WITH HEAVY DUTY GASOLINE ENGINES
(23-MODE CYCLE)
-------
TABLE H-l AIR-FUEL RATIO LEANER THAN STANDARD FOR EhGIKE KC. 22 (0.052 CARBURETOR
JETS).
ENGINE OBSERVED HANIFCLU EXHALST
SPEED POWER VACUUM FLCW
HCCE RPM BHP "HG L6/HR
1
2
2
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
16
IS
20
21
22
23*
66C
12CO
1200
1200
1200
12CO
1200
1200
1200
1200
690
2300
2300
2300
2300
2300
2300
2300
2300
230C
675
O.C
C.7
2.7
6.1
8.4
16.8
25.2
27.6
31. C
33.7
0.0
73.6
67.7
60.4
55.2
36.8
16.4
13.2
5.9
1.5
0.0
17.4
18.3
17.8
16.3
15.7
13.9
1C. 5
6.3
7.4
7.0
17.5
4.7
6.9
S.C
10.1
13.3
16.4
17.2
16.4
IS. 2
17.6
74
133
143
16B
170
197
256
294
301
313
76
716
619
547
537
429
327
299
258
233
75
FUEL I
FLCfc
LB/HF
4.6
7.6
8.1
9.1
9.8
11.9
14.9
16.9
17.3
18.1
4.7
41.6
35.4 .
31.1
30.5
24.4
18.7
17.1
14.8
13.5
4.7
GMTICK
TIMNG
DEC 6TC
1.0
10.5
12.0
12.0
12.0
13.0
13.0
13.0
12. C
11.0
0.0
16.0
13.0
20.0
20.0
20.0
20.0
20.0
20.0
19.0
0.0
cc
PCT
0.^2
0.16
6.15
0.14
0.23
0.13
0.11
0.10
0.10
0.11
0.05
0.03
0.14
0.14
0.14
0.15
0.11
O.li
0.09
0.10
0.39
HC
PPMC
3275
3975
4300
260
4025
3800
3375
3875
3950
4050
3650
850
eoo
735
750
780
890
915
•935
42£
3900
NGX** CO
PPM GK/HR
65
67
81
109
207
573
802
1029
1052
1113
74
1085
1244
1237
1065
706
357
262
175
147
69
139.4
94.4
95.2
106.9
175.6
111.4
121.1
136.6
139.0
151.7
16.9
112.9
388.7
334.9
335.0
282.6
164.1
13S.5
105.9
98.1
124.0
HC
GM/HK
53.5
118.1
138.6
9.7
151.3
167.4
218.9
251.5
259.8
276.9
6C.6
137.3
109.4
88.6
88.7
73.3
63.6
59.5
52.7
21.6
61.9
M02
GM/HR
3.5
6.6
8.7
13.4
25.7
83.8
150.5
221.8
229.7
252.5
4.0
581.4
564.4
494.7
418.2
220.2
84.4
56.3
32.7
24.5
3.6
* ENGINE NOT TESTED
** NOX FOR THIS TEST
==23 NODE CYCLE COMPOSITE'
BSCO £.C9 GH/BHP-HR
8SHC 4.7C GK/8HP^-HR
BSNC2 7.20 Gf/BHP-HR
BSFC 0.744 LB/BHP-HR
IN MOTORED MODES
MEASURED 6V ND1R.
INLET
==TEST CONDITIONS =
BAROMETER 746.3 MHHG
HUMIDITY 54 GRAINS/LB
AIR TEWP. RANGE 85F - 88F
MAX. EXHAUST TEMP. 1433F
00
-------
TAELE h-2 AIR-FUEL kATIQ LEANER THAN STANDARD FCR tfsGIKE fvC,
JETS).
22 (0.054 CARBURETOR
ENGINE OBSERVED MANIFOLD EXHAUST
SPEED POWER VACUUM FLOW
KGCE RPrt BHP MHG L8/HR
1
2
3
4
5
6
7
a
9
1C
11
12*
13
14
15
16
17
18
19
20
21
22
23*
700
1200
1200
1200
1200
1200
1200
12CO
1200
12CO
690
2300
2300
2300
2300
2300
2300
2300
2300
2300
690
0.0
l.C
3.9
e.7
12.1
24.2
36.4
39.7
44.6
46.5
0.0
98.4
90.6
80.7
73.6
49.2
24.6
17.7
7.9
2.0
0.0
17.9
16.6
16. C
15.6
15.2
12.1
6.7
.5.7
3.9
3.3
17.8
1.3
2.0
5.6
7.2
12.1
16.3
17.2
18.6
19.7
17.7
73
131
145
176
178
233
316
327
352
364
72
803
760
670
627
465
334
298
251
216
71
FUEL 1
FLCfe
LB/HR
4.6
7.5
8.2
9.7
10.5
14.1
18.9
20.2
21.8
22.5
4.6
49.6
46.4
41.9
37.9
28.2
20.1
17.9
15.0
13.1
4.4
GNITICN
TIM KG
DEC ETC
0.0
12.5
12.5
12.5
12.5
12.0
9.0
6.0
8.0
8.0
0.0
15.0
15.0
15.0
13. C
19.5
19.5
19.5
20.0
19.5
0.0
CC
PCT
0.60
0.15
0.14
0.13
0.31
0.14
0.23
0.28
0.31
0.19
0.96
0.57
0.33
0.58
0.20
0.17
o.ie
0.18
0.14
0.15
0.43
HC
PPMC
1250
550
600
700
1050
1275
1225
1300
1375
1400
1363
200
375
275
450
450
210
150
146
150
1150
NCX** CC
PPfc Gtt/HR
67
78
103
148
338
961
1431
1632
1722
1974
72
1556
1146
1332
1746
1316
528
367
208
155
68
192.3
88.2
87.9
101.4
250.7
143.3
330.4
417.6
487.4
310.1
299.3
2064.9
111S. 8
1782.4
582.6
364.3
276.6
246.4
155.5
152.5
135.0
HC
GM/HR
19.9
15.9
19.2
26.8
41.4
66.2
85.8
95.8
108.2
113.0
21.0
36.1
63.6
41.6
63.8
47.3
15.8
10.1
8.3
7.3
17.8
N02
GM/HR
3.5
7.5
10.9
18.8
44.2
165.7
333.0
399.3
449.7
529.0
3.6
932.4
646.9
668.6
822.0
458.7
132.2
81.5
38.9
25.0
3.4
oo
Ul
* ENGINE NCT TESTED
** NOX FOR THIS TEST
'=23 MODE CYCLE CCNPCSITE=
BSCO 14.91 GM/BHP-HR
BSHC 1.31 GM/BHP-HR
BSN02 8.48 GK/BHP-HR
BSFC 0.644 LB/BHP-HR
IN MOTORED MCDES
hAS MEASURED 8Y NOIR.
==TEST CONDITIONS"
BAROMETER 747.8 MMHG
HUMIDITY 54 GRAINS/LB
ItVLET AIR TEMP. RANGE 81F - £5F
MAX. EXHAUST TEMP. 1484F
-------
TABLE H-3 AIR-FUEL RATIO RICHER 1HAN STANDARD FOR ENGIlXE
JETS).
.C. 22 (0.058 CARBURETOR
ENGINE OBSERVED MANIFOLD EXHALST
SPEED POKER VACUUM FLOW
MCCE RPM BHP »HG LB/HK
1
2
3
4
5
6
7
8
9
1C
11
12*
13
14
15
16
17
18
19
20
21
22
23*
640
1200
1200
1200
1200
1200
1200
12CO
1200
12CO
690
2300
23CO
2300
2300
2300
2300
2300
2300
2300
7 CO
0.0
l.C
3.5
8.7
12.1
24.2
36.4
39.7
44.6
48.5
O.C
106.3
97.6
87.1
79.7
53.1
26.6
19.1
6.5
2.1
0.0
16.5
19.2
1£.3
16.7
15.5
12.6
e.5
6.8
5.1
3.6
17.6
1.3
2.7
6.C
7.9
12.3
16.6
17.7
19.2
2C.1
17.7
75
117
134
163
181
221
287
311
336
349
74
80C
770
669
595
451
317
279
232
206
75
FUEL I
FLCfe
L8/HR
4.6
7.1
8.C
9.5
10.5
14.6
16.6
20.3
22.9
23.7
4.7
53.7
51.6
46.0
39.8
30.2
20.9
18.2
15.0
13.7
4.7
GNITICK
TIK.ING
DEC BTC
1.0
11.5
13.0
13.0
13.0
12.5
12.5
10.0
8.0
8.0
0.0
15.0
15.0
15.0
20.0
20.0
2G.O
20.0
20.0
20.0
0.0
cc
per
0.33
0.30
0.17
0.15
0.13
1.15
0.79
1.01
2.00
1.87
0.74
1.97
1.94
2.33
1.49
1.49
1.20
0.96
0.76
1.30
0.65
HC
PPMC
1350
800
1200
850
900
2000
1950
1850
2050
2050
1375
1125
675
1500
1700
1700
1200
375
500
S>25
1225
NOX
PPM
77
t$9
127
229
317
886
1536
1476
1115
1210
73
1604
1214
1196
1693
1261
600
452
237
226
66
CO
GM/HR
109.1
157.2
105.3
109.3
109.1
1170.6
1042.8
1440.8
3060.2
2991.2
244.2
7167.0
6805.4
7263.3
4046.5
3070.5
1761.4
1240.6
823.9
1251.8
220.0
HC
GM/HR
21.8
20.8
36.4
31.0
36.5
100.5 ?
127.6
130.8
155.0
162. 0
22.5
202.2
117.2
226.9
227.9
173.0
87.4
56.1
26.8
44.0
20.6
NO 2
GM/HR
4.1
7.7
12.7
27.7
42.6
147.8
333.7
346.6
279.8
317.6
4.0
957.0
700.1
600.2
753.7
426.2
145.1
96.2
41.9
36.0
3.6
ENGINE NOT
==23 MODE CYCLE COMPOSITE
6SCO 61.81 GK/BHP-HR
CSHC 2.83 GM/BKP-HR
BSN02 7.69 Gfc/BHP-HR
6SFC C.638 LB/8HP-HR
TESTED IN .MOTORED KCGES
==TEST CCNDITIONS=
6AROHETER 748.5
HUMIDITY 54 GRAINS/LB
AIR TEMP. RANGE 83F - 86F
WAX. EXHAUST TEMP. 14€3F
oo
-------
TABLE H-4 AIR-FUEL RATIO RICHER THAN STANDARD FCR cKGIht NC. 22 (0.060 CARBURETOR
JETS1.
ENGINE OBSERVED MANIFOLD EXHAUST
SPEED PGfcER. VACUUH FLOW
MODE RPM BHP "HG L3/HH
1
2
3
4
5
6
7
8
9
1C
11
12*
13
14
15
16
17
18
19
20
21
22
23*
75C
1200
1200
1200
1200
1200
1200
1200
1200
1200
740
2300
2300
2300
2300
2300
2300
2300
2300
2300
710
c.o
1.1
4.3
9.6
13.3
26.7
4C.O
43. £
49.1
53.4
0.0
110.4
101.6
9C.5
82.8
55.2
27.6
19.9
8.8
2.2
0.0
18.4
1S.8
18.5
16.7
15.9
12.8
7.4
5.5
3.2
l.C
18.0
1.1
2.4
5.5
7.3
12.2
16.5
17.6
19.4
20.3
18.1
72
115
127
155
171
219
3C2
333
363
3^7
73
617
752
676
617
454
315
276
224
195
74
FUEL I
FLOte
LB/HR
5.1
7.6
8.2
9.5
10.6
15.6
21.2
24.3
26.4
29.1
5.0
65.6
53.3
49.6
44.3
33.0
22.5
19.6
15.8
13.2
4.3
CM TICK
TIMfvG
DEC BTC
1.0
12.5
12.5
12.5
12.5
12.5
12.5
b.O
ti.O
8.0
0.0
15.0
15.0
15.0
18.0
20.0
20.0
20.0
20.0
19.0
0.0
cc
PCT
3.33
1.59
1.19
0,40
0.42
3.20
2.77
3.95
3.96
4.08
2.42
6.54
3.46
3.99
3.31
3.66
3.18
3.02
2.85
1.92
1.14
HC
PPKC
2500
1575
1350
1175
1375
2425
2375
2375
2400
2475
2125
2400
1550
2000
2025
2150
2000
1975
1825
900
1750
NOX CO
PPM GM/HR
52 1118.2
82 878.7
118 725.1
254 299.1
401 342.9
423 3354.7
820 4020.8
476 626G.1
497 6800.1
953 7831.5
62 816.5
26526367.1
116312538.2
76313030.9
853 9846.9
524 8016.8
358 4792.3
275 4000.1
20C 3053.'5
123 1842.8
63 384.2
I-C
GM/HR
41.5
43.1
40.6
43.7
56.0
125.7
170.5
166.3
204.1
234.7 <
35.5 ;
i
478.5 i
278.9
323.3 :
298.3:
232. 9i
148.9
129.3
96.6
42.8
29.3
N02
GH/HR
2.9
7.4
11.8
, 31.3
; 54.1
72.8
!195.3
123.7
140.1
300. 1
3.4
175.5
694*4
409.1
416.8
224.5
88.3
59.8
35.0
19.4
3.5
oo
==23 MODE CYCLE COMPCSITE =
BSC0151.29 GK/BHP-HR
8SHC 4.31 GH/8HP-HR
BSNO2 4.43 GM/8HP-HR
8SFC C.663 L6/BHP-Ha
* ENGINE NGT TESTED IN MOTORED MODES
==TEST CONDITIONS^
BAROMETER 745.7 'HMHG
HUHICITY 54 GRAINS/L8
INLET AIR TEMP. RANGE 84F - €7F
MX. EXHAUST TEMP. 1411F
-------
TABLE H-5
AIR -FUEL RATIO LEANER THAN STANDARD FOR ENGIftC KG. 23**<299 CARBURETOR
JETS).
ENGINE OBSERVED MANIFOLD EXHAL'ST
SPEED POWER VACUUM FLO*
MODE RPM BHP "HG L6/HK
1
2
3
4
5
6
7
8
c
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
750
1200
1200
1200
1200
1200
1200
1200
12CO
1200
770
2300
2300
2300
2300
2300
2300
2300
2300
23CC
770
0.0 .
1.0
4.1
9.2
12.8
25.7
38.5
42.1
47.3
51.4
0.0
102.3
94.1
83.9
76.7
51.2
25.6
18.4
8.2
2.0
C.O
Ifc.C
19.3
16.5
17.6
16.3
1C. 9
5.6
4.6
2.6
1.6
16.3
2.2
3.9
4.8
6.C
11.2
16.3
17.7
19.5
20.4
18.2
65
1C1
107
121
139
212
284
3C5
333
348
67
687
623
593
570
421
274
241
194
171
68
FUEL I
FLC*
L8/HR
4.2
6.5
6.3
7.6
8.7
13.1
18.9
22.1
24^4
25.2
4.3
48.5
43. 8 .
40.5
37.1
27.1
17.8
15.5
12.2
1C.6
4.3
GMT I Git
TIDING
DEG 6TC
5.0
11.0
17.0
29.0
29.0
21.5
11. C
12. C
12*0
12.0
5.0
20.0
20.0
2C.O
20.0
32.0
39.0
39.0
39.0
39.0
5.0
CC
PCT
0.69
0.65
0.51
0.36
0.29
0.16
1.37
3.69
4.02
3.65
0.59
2.98
2.8C
2.08
1.13
0.81
0.37
0.67
0.37
0.29
0.65
HC
PPPC
1775
: 825
1 140
1925
2075
,1960
2100
' 2700
2800
2725
1525
2100
2090
1900
1525
1925
2000
1750
950
475
1300
NGX
PPf
47
65
114
501
959
1850
1369
613
601
915
50
1261
1298
1557
1876
2217
1477
1053
457
229
45
CO
GM/HR
205.3
306.1
252.5
202.5
186.2
159.6
1786.7
5201.7
6278.7
5950.3
181.2
9636.6
8346.5
5896.4
3081.5
1647.4
1143.3
773.1
345.3
241.6
2-J7.5
HC
GH/HR
26.2
19.2
28.0
53.1
66.3
94.7
135.7
168.2
216.2
219.9
23.3
337.4
307.7
266.1
2CS.2
193.7
129.4
100.4
44.0
19.3
20.6
N02-
GH/HR
2.3
5.0
S.2
45.9
101.7
296.7
293.5
141.9
153.9
245.2
2.5
672.3
634.6
724.1
837.9
740.8
317.2
200.4
70.1
30.7
2.4
*
**
«23 MODE CYCLE CCflPCSITE = =
BSCO 64.89 GM/8HP-HR
BSHC 3.8C GH/8HP-HR
8SN02 8.99 GK/aHP-HR IfvLtT
6SFC 0.583 LB/BHP-HR
ENGINE NOT TESTED IN MOTORED KGDES
ALTHOUGH THE CARBURETOR JETS KERE SIZED TC GIVE A LEAKER THAK STC.
AIR FUEL RATIO IN THIS TEST, THE CO CONCENTRATIONS INDICATE THAT
THE AIR FUF.L kAS RICHER THAN STO.. THIS IS CAUSED BY IfvTf PACT ION CF
POWER ENRICHMENT JETS AT THE HIGH PChER ?»OCES.
==TEST CONOIT10NS==
BAROMETER 739.1 HHHG
HUMIDITY 55 6RA1NS/L8
AIR TEMP. RANGE 77F - 79F
PAX. EXHAUST TEMP. 1392F
CO
oo
-------
TABLE H-6 AIR-FUEL RATIO RICHER THAN STANDARD FCR EfvGUE NC. 23 (309 CARBURETOR
JETS).
ENGINE OBSERVED MANIFOLD EXHAUST
SPEED POKER VACUUM FLOW
MODE RPK BHP «HG L8/HR
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
750
1200
1200
1200
1200
1200
1200
1200
1200
1200
770
2300
2300
2300
2300
2300
2300
2300
2300
2300
760
0.0
l.C
4.1
9.2
12.8
25.7
38.5
42.1
47.3
51,4
0.0
110.2
101.3
90. 3
82.6
55.1
27.6
19.8
8.6
2.2
0.0
17.9
19.4
lfi.7
17.8
16.5
11.2
5.9
4.5
2.6
1.1
18.4
1.2
2.7
4.3
5.4
10.6
16.3
17.7
19.8
2G.8
16.5
67
105
1C8
121
138
210
293
309
345
354
68
740
689
645
6C2
448
285
247
193
163
66
FUEL I
FLCh
L8/HR
4.3
6.8
7.0
7.8
8.9
13.6
20.4
23.5
26.2
26.5
4.4
56. C
51.4
47.8
42.0
30.4
19.5
16.8
12.8
10.6
4.2
GMT I CM
T I KING
DEG BTC
5.0
10.0
15.5
29.0
29.0
20.5
12.0
12.0
12.0
11.0
5.0
21.0
20.5
20.5
20.5
30.0
39.5
39.0
39.0
38.0
5.0
CC
PCT
0.80
0.97
0.68
0.75
0.60
0.71
2.66
5.27
5.30
4.82
0.71
5.08
4.60
4.43
2.63
1.86
2.03
1.67
1.23
0.92
0.50
HC
PPMC
1725
930
1250
1975
2125
2150
2250
2715
2795
2750
1575
2405
2400
2405
2075
2260
2500
2325
1700
1100
1500
NOX CO
PPM GM/HR
45 236.6
61 463.4
99 431.5
385 414.4
726 373.7
1447 681.4
838 3564.9
330 7485.3
411 8385.2
653 7881.4
48 221.5
56817639.5
76615031.3
79513455.3
1281 7635.4
1638 4020.1
1102 2826.1
843 2191.3
401 1135.5
186 717.6
41 151.4
HC
GM/HK
25.2
22.0
30.2
53.8
65.8
102.7
149.0
190.8
218.6
222.2
24.2
412.7
387.7
361.5
291.9
241.8
167.9
135.0
77.9
42.4
22.5
N02
GM/HR
2.1
4.7
7.9
34.7
74.6
229.6
184.0
76.8
106.5
175.0
2.4
323.1
410.4
396.4
598.0
582.0
245.8
162.3
60.9
23.8
2.0
oo
VO
ENGINE NOT
==23 MODE CYCLE COMPOSITE'
8SC0119.99 GM/BHP-HR
8SHC 4.4C GM/8HP-HR
BSN02 5.82 GM/8HP-HR
BSFC 0.611 LB/8HP-HR
TESTED IN MOTORED MCDES
==TEST CONDITIONS==
BAROMETER 744.0 WMHG
HUMIDITY 55 GRAINS/LB
INLET AIR TEMP. RANGE 75F - 77F
MAX. EXHAUST TEMP. 1392F
-------
190
APPENDIX I. -- RESULTS FROM TESTS USING EXHAUST GAS
RECIRCULATION (EGR) WITH HEAVY
DUTY GASOLINE ENGINES
(23-MODE CYCLE)
-------
TAbLt 1-1 STANDARD ADJUSTMENTS WITH 5* tGR FOR ENGINE NC. 22 (THIS ENGINE USED A
VACUUM MODULATED EGR VALVE AND THE 5$ EGR IS A ISCKINAL VALUE).
ENGINE OBSERVED MANIFOLD EXHAUST
SPEED POWER VACUUM FLOfe
MCCE RPM BHP «HG LB/HR
1
2
3
4
c
6
7
e
9
10
11
12*
13
14
15
16
17
16
19
20
21
22
23*
675
1200
1200
1200
12CO
1200
1200
1200
1200
1200
700
2300
2300
2300
23CO
2300
2300
2300
2300
2300
695
0.0
l.G
3.9
6.7
12.1
24.2
36.4
39.7
44.6
48.5
0.0
98.4
90.6
80.7
73.8
49.2
24.6
17.7
7.9
2.0
0.0
18.3
19.3
16.7
16.9
15. C
11.6
7.2
5.4
4.2
3.0
18.1
2.5
3.7
5.2
6.4
10.7
14.7
16. €
17.9
19.8
18.2
74
116
131
164
183
222
294
319
337
371
74
733
701
607
596
460
319
297
250
205
73
FUEL I
FLCta
LB/HR
4.9
6.9
7.9
9.4
10.5
14.1
18.2
20.4
21.8
23.8
5.0
46.8
45.8
40.0
37.8
29.2
20.2
18.7
15.7
13.0
4.9
GNITICN
TIDING
DEG BTC
1.5
12.5
12.5
13.0
13.0
13.0
13.0
9.0
8.0
8.0
0.0
15.0
15.0
15.0
19.0
20.0
20.0
20.0
20.0
20.0
0.0
CO
PCT
1.86
0.22
0.25
0.14
0.13
0.41
0.21
0.47
0.55
0.45
1.94
0.69
1.13
1.10
0.47
0.55
0.49
0.41
0.35
0.44
2.03
HC
PPMC
2900
2100
1290
990
1020
2010
1815
1896
2013
1810
3400
1380
1281
1470
1170
1005
660
510
350
420
3100
NGX
PPM
49
63
98
134
156
425
897
933
1166
1479
52
1694
1202
973
1039
508
182
146
101
89
51
CO
GM/HR
606.3
111.9
146.8
99.1
109.2
416.4
28 5 . 1
700.0
861.9
791.7
671.7
2408.2
3806.3
3137.2
1365.9
1216.5
748.5
585.1
420.7
434.6.
680.8
HC
GM/HR
'4 _ .
46.8
53.5
37.6
35.9
41.1
101.8
121.4
139.7
157.3
158.2
58.4
237,3
212.7
208.2
166.6
109. 1
49.4
35.8
20.8
20.5
51.4
N02
GM/HR
2.6
5.2
9.5
16.1
20.8
71.4
199.3
228.3
302.7
429.4
3.0
966.9
662.7
457.6
491.5
182.8
45.3
33.8
19.9
14.4
2.8
* ENGINE NOT
«=23 MODE CYCLE COMPOSITE'
BSCO 34.57 GM/8HP-HR
6SHC 3.29 GK/BHP-HR
BSNO2 5.91 GM/BHP-HR
BSFC 0.643 LB/BHP-HR
TESTED IN MOTORED MODES
"TEST CONDITIONS==
BAROMETER 741.9 MMHG
HUMIDITY 55 GRAINS/LB
INLET AIR TEMP. RANGE 73F - 75F
MAX. EXHAUST TEMP. 1436F
-------
TABLE 1-2 STANDARD ADJUSTMENTS WITH 8% EGR FCR ENGINE KC. 22
-------
TABLE 1-3
STANDARD ADJUSTMENTS t»ITH 1QS EGR FOP. ENGINE NO. 22 (THIS f.NGlMi UStC &
VACUUM MODULATED EGR VALVE AND THE 101 EGR IS A KCfJKAL VALUE).
ENGINE OBSERVED MANIFOLD EXHALST
SPEED POkER VACUUM FLCW
MODE RPM BHP "HG LB/HR
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
16
19
20
21
22
23*
700
1200
1200
1200
1200
1200
1200
1200
1200
1200
660
2300
2300
2300
2300
2300
2300
2300
23CO
2300
675
C.C
l.Q
3.S
8.7
12.1
24.2
36.4
39.7
44.6
48.5
C.O
96.4
9G.6
80.7
73.8
4?. 2
24.6
17.7
7.9
2.0
C.O
18.4
19.8
16.5
16.3
16.0
1C. 1
5.4
4.6
3.6
2.3
17.9
2.4
3.6
4.8
5.4
S.3
13.3
14.6
16.7
18.3
18. C
70
112
133
163
163
234
3C6
314
344
355
73
739
678
634
608
478
370
319
274
238
74
FUEL 1GMTICK
FLOW TIMING
L6/HR DEC BTC
4.9
6.8
7.9
9.4
10.2
14.8
19.7
20.4
22.3
22.9
4.8 .
47.1
44.0
42.1
40.3
30.4
23.5
20.2
17.2
15.1
5.0
1.0
12.5
12.5
12.5
12.5
12.5
8.0
8.0
8.0
8.0
1.0
15.0
15.0
15.0
15.0
20.0
20.0
20.0
20.0
20.0
0.0
CO
PCT
3.03
0.36
0.18
0.14
0.81
0.41
0.50
0.62
0.51
0.54
1.87
0.62
0.84
1.22
1.13
0.50
0.48
0.41
0.36
0.41
2.29
HC
PPMC
2730
1500
840
780
1470
1650
1752
1890
1908
1690
5000
1050
1020
1260
1500
840
570
470
800
990
5600
NCX
PPW
48
59
90
132
142
220
459
540
725
1095
49
1258
853
666
534
296
109
96
69
61
47
CO
GM/HR
974.3
195.0
116.2
107.1
620.8
467.9
780.1
981.6
899.4
961.5
647.1
2344.1
2900.8
3947.5
3439.0
1231.9
902.3
668.6
496.3
497.5
803.9
HC
GM/HR
43.4
40.2
26.6
30.0
55.4
93.5
134.0
148.4
166.2
167.8
85.5
196.7
175.2
201.0
225.0
102.2
53.2
37.7
54.7
59.0
97.1
N02
GM/HR
2.5
5.3
9.3
16.8
17.8
41.2
116.6
140.8
209.8
322.5
2.7
782.6
486.0
352.3
266.0
119.6
33.8
25.3
15.4
11.9
2.7
ENGINE NOT
==23 MODE CYCLE COMPOSITE'
8SCO 42.19 GM/8HP-HR
8SHC 3.45 GM/BHP-HR
BSN02 4.11 GM/8HP-HR
8SFC 0.657 L8/BHP-HR
TESTED IN MOTORED MOOES
==TEST CONDITIONS—
BAROMETER 747.3 MMHG
HUMIDITY 54 GRAINS/L8
INLET AIR TEMP. RANGE 72F - 78F
MAX. EXHAUST TEMP. 1447F
-------
TABLE 1-4 STANDARD ADJUSTMENTS WITH 12? EGR FOR ENGINE NO. 22 (THIS ENGINE USED A
VACUUM NODULATED EGR VALVE AND THE 12? EGR IS A KGKINAL VALUE).
ENGINE OBSERVED MANIFOLD EXHAUST
SPEED POWER VACUUM FLOW
MODE RPM EHP »HG LB/HR
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
700
120C
12CO
12CO
1200
1200
1200
1200
1200
1200
700
23CO
2300
2300
2300
2300
2300
2300
2300
2300
660
C.C
l.C
3.9
8.7
12.1
24.2
36.4
39.7
44.6
48.5
G.O
98.4
90.6
6C.7
73.8
49.2
24.6
17.7
7.9
2.0
o.c
17.9
19.4
18.7
16.7
16.2
1C.1
5.4
4.6
3.3
2.6
18.2
2.1
3.1
4.4
4.S
e.7
12.8
14. C
16.4
18.2
17.2
67
113
134
164
186
241
313
328
355
362
81
771
696
637
598
486
375
320
277
235
77
FUEL I
FLOfc
L8/HR
5.3
7.1
7.9
9.4
11.1
15.1
20.0
21.1
22.3
23.1
5.0
48.9
44.8
41.8
39.4
30.8
23.8
20.2
17.4
14.8
4.7
GMT I ON
TIMING
DEG ETC
2.0
12.0
13.0
14.0
14.0
14.0
9.0
9.0
9.0
9.0
1.0
15.0
15.0
15.0
15.0
20.0
20.0
20.0
20.0
20.0
0.0
CG
PCT
1.04
0.51
0.17
0.13
0.18
0.21
0.43
0.51
0.45
0.45
1.04
0.60
0.83
1.16
1.16
0.48
0.48
0.43
0.39
0.39
1.64
HC
PPMC
5000
3000
1110
900
1290
1710
1770
1830
I860
1905
5700
990
960
1155
1260
822
579
540
570
720
6000
NOX
PPK
46
65
94
141
172
237
503
680
1005
1458
78
1497
971
667
586
283
107
88
67
63
54
CO
GM/HR
393.6
253.1
100.15
96.5
152.0
231.8
689.7
773.1
737.3
759.9
37 4 . 5
2171.2
2639.2
3430.4
3166.5
1088.8
843.0
624.2
468.1
409.0
518.8
HC
Cfc/HR
93.2
74.1
32.4
32.5
54.8
92.6
125.3
136.5
151.5
15S.8
101.7
175.8
151.4
169.6
170.7
92.2
50.5
38.6
35.7
37.6
93.9
NO2
GM/HR
2.8
5.3
9.1
16.9
24.1
42.6
118.0
168.2
271.9
403.4
4.6
883.0
508. C
324.8
263.6
105.1
30.7
20.6
13.9
1C. 9
2.8
==23 MODE CYCLE COMPOSITE'
BSCG 34.27 GM/BHP-HR
8SHC 3.43 GM/BHP-HR
8SN02 4.24 GM/BHP-HR
BSFC 0.664 L8/BHP-HR
* ENGINE NOT TESTED IN MOTORED MODES
«TEST CONCITIONS==
BAROMETER 747.3 MKHG
HUMID1TV 54 GRAINS/LB
INLET AIR TEMP. RANGE 72F - 75F
MAX. EXHAUST TEMP. 1468F
-------
TABLE 1-5 STANDARD ADJUSTMENTS hlTH 15* EGR FOR ENGINE KG. 22 ITHIS ENGINE USED A
VACUUM MODULATED EGR VALVE AND THE 15S EGR IS A NOMINAL VALUE).
ENGINE OBSERVED MANIFOLD EXHALST
SPEED POWER VACUUM FLOW
KGCE RP« BHP "HG LB/HR
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
700
1200
1200
1200
1200
1200
1200
1200
1200
1200
710
2300
2300
2300
2300
23CC
2300
2300
2300
2300
72C
0.0
1.0
3.9
8.7
12.1
24.2
36.4
39.7
44.6
48.5
0.0
98.4
90.6
8C.7
73.8
49.2
24.6
17.7
7.9
2.0
O.C
17.2
19.8
19.1
17.0
16.1
9.3
4.9
4.1
3.1
2.4
17.6
2.1
2.9
3.9
4.7
7.9
11.5
12.9
15.2
16.7
17.4
83
119
132
161
168
247
311
325
336
357
86
756
697
639
610
485
373
34C
286
248
8C
FUEL IGNITION
FLCfc TIDING
LB/HR DEC ETC
4.9
7.0
7.7
9.2
10.1
15.4
20.0
20.9
21.6
22.9
5.1.
48.1
44.9
41.8
40.1
30.8
23.8
21.6
18.1
15.6
5.2
2.0
12.0
13.0
13.0
14.0
14.0
9.0
9.0
9.0
9.0
0.0
15.0
15.0
15.0
15.0
20.0
20.0
20.0
20.0
20.0
0.0
CO
PCT
0.19
0.28
0.16
0.13
0.35
0.31
0.53
0.53
0.50
0.46
0.33
0.63
0.81
1.05
1.09
0.48
0.53
0.50
0.48
0.46
1.58
HC
PPHC
5100
1000
850
770
1000
1400
1450
1500
1550
1650
5200
900
800
900
1000
660
560
530
850
1000
3800
NOX
PPM
56
68
96
156
207
217
505
659
992
1413
64
1509
983
720
590
270
99
79
55
48
44
CO
GM/HR
76.3
150.2
107.7
100.8
277.9
372.3
794.1
855.9
832.8
802.6
128.8
.
2196.5
2603.6
3087.0
3072.1
1090.3
932.8
797.5
639.7
516.9
549.1
HC
GM/HR
100.8
26.9
25.7
26.9
39.2
82.5
108.4
119.0
127.1
142.0
101.4
155.1
126.7
130.5
139.0
73.9
48.4
41.7
55.8
56.1
65.3
NO 2
GM/HR
3.6
6.0
9.5
19.3
27. C
42.3
125.4
173.7
270.1
403.9
4.1
863.0
517.0
346.2
271.9
100.1
28.4
20.4
11.8
8.8
2.5
==23 MODE CYCLE COMPOSITE*'
BSCO 32.76 GM/BHP-HR
BSHC 2.87 GM/BHP-HR
BSN02 4.3C GM/BHP-HR
BSFC 0.668 LB/BHP-HR
* ENGINE NOT TESTED IN MOTORED MODES
INLET
==TEST CONDITIONS**
BAROMETER 746.5 MMHG
HUMIDITY 54 GRAINS/L8
AIR TEMP. RANGE 74F - 78F
MAX. EXHAUST TEMP. 1454F
\o
Wl
-------
TABLE 1-6 STANDARD ADJUSTMENTS felTH 5? EGR FCR ENGINE KG. 23
CURING MODES 1, 2, S, 10f lit 13t 14, 21, AND 22).
(EGR WAS CUTOFF
ENGINE OBSERVED MANIFOLD EXHAUST
SPEED POkER VACUUM FLOW
MODE RPM 8HP "HG L8/HR
1
2
^t
4
5
6
7
8
S
1C
11
12*
13
14
15
16
17
18
19
20
21
22
23*
745
1200
12CC
1200
1200
1200
1200
1200
1200
1200
750
2300
2300
2300
2300
2300
2300
2300
2300
23CO
770
0.0
l.C
4.1
9.2
12.8
25.7
38.5
42.1
47.3
51.4
G.O
102.3
94.1
83.9
76.7
51.2
25.6
16.4
8.2
2.0
0.0
18. C
19.2
13.2
17.1
15.8
S.4
4.7
3.5
3.C
1.4
18.2
2.7
4.C
3.6
4.9
1 C. C
15. 8
17. C
16.6
20.6
ie.5
66
1C8
111
124
142
231
310
318
331
344
66
679
621
618
602
441
287
255
212
179
67
FUEL IGMTICK
FLOW TIMING
L8/HR DEG BTC
4.2
6.7
6.9
7.6
8.6
13.7
19.5
21.2
23.0
23.9
4.2
45.8
41.9
40.4
37.2
26.5
17.5
15.5
12.7
10.6
4.2
5.0
11.0
19.0
30.0
30.0
16.0
11.0
12.0
12. 0
12.0
5.0
20.0
20.0
20.0
20.0
27.5
39.0
39.0
39.0
39.0
5.0
cc
PCT
0.51
0.40
0.33
0.22
0.13
0.09
0.42
1.62
2.82
2.84
0.59
1.96
2.05
1.35
0.50
0.22
0.22
0.20
0.16
0.15
0.42
HC
PPfC
1620
720
1050
1750
1850
1550
1675
2050
2300
2300
1450
1775
1800
155C
1025
1300
1300
1050
525
315
1435
NGX
PPM
41
71
116
459
807
1445
1628
1313
1083
1252
47
1587
1572
1724
1792
1988
1423
957
410
221
51
CO
GM/HR
137.1
183.6
155.5
118.3
81.0
88.1
567.0
2202.2
4005.7
4249.8
163.6
5796.9
5589.6
3686.6
1344.5
427.3
277.2
228.0
152.9
118.3
120.4
HC
GM/HR
21.7
16.2
24.8
46.1
55.9
76.1
110.8
138.0
161.5
170.2
19. S
260.1
242. 8
210.1
136.5
127.2
82.3
58.2
24.2
12.2
20.2
N02
GM/HR
1.8
5.2
9.0
40.1
61.0
236.2
357.7
293.4
252.5
307.5
2.1
771.9
703,6
775.9
792.3
645.4
299.3
176.0
62.6
26.3
2.3
VO
CT\
ENGINE NOT
==23 NODE CYCLE COMPOSITE'
BSCO 35.75 GM/BHP-HR
8SHC 2.84 GM/BHP-HR
BSNC2 8.97 GM/BHP-HR
6SFC G.574 LB/8HP-HR
TESTED IN MOTORED MODES
IKLET
==*TEST CONOITIONS»=
BAROMETER 745.7 MKHG
HUMIDITY 54 GRAINS/L8
AIR TEMP. RANGE 73F - 75F
MAX. EXHAUST TEHP. 1414F
-------
TABLE 1-7
STANDARD ADJUSTMENTS WITH 5 TC 7.53 EGR**FCR E KG IKE NO. 23 CEGR WAS CUT-
OFF DURING MODES 1, 2, 9, !Ct 11, 13, 14, 21t AI\C 22 CF THE CYCLE).•
MCDE
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
16
19
2C
21
22
23*
ENGINE OBSERVED MANIFOLD EXHALST FUEL IGNITION
SPEED POkER. VACUUM FLGh FLOk TIMING
RPM BHP «HG L6/HR L6/HR DEC BTC
750 0.0
1200 l.C
1200 4.1
1200 9.2
1200 12.8
1200 25.7
1200 38.5
1200 42.1
1200 47.3
1200 51.4
750 0.0
2300 102.3
2300 94.1
2300 63.9
2300 76.7
2300 51.2
2300 25.6
2300 16.4
2300 6.2
2300 2.0
760 0.0
=
* ENGINE NOT TESTED
** EGR WAS PROGRAMMED
18. C 68 4.3
18.9 108 6.7
18.1 111 6.8
17.0 127 7.7
15.4 146 8.7
7.C 239 14.7
3.6 262 19.7
2.5 300 21.2
2.6 319 22.6
1.2 34C 23.8
16.4 67 4.2
2.6 675 45.6
3.9 632 42.8
2.0 592 41.0
3.0 565 38.8
S.C 437 27.3
15.5 288 17.5
17.C 254 15.4
18. S 207 12.4
20.5 182 10.7
18.5 69 4.3
*23 MODE CYCLE COMPOSITE"
BSCO 59.47 GM/BHP-HR
BSHC 3.44 GM/BHP-HR
BSN02 5.87 GM/BHP-HR
8SFC 0.566 LB/8HP-HR
IN MOTORED MODES
TO INCREASE LINEARLY WITH
WITH 5* EGR AT 83 LOAD AND INCREASING TC 7
PROCEDURE WAS USED FOR BOTH SPEEDS IK THE
5.0
9.0
19.0
30.0
30.0
11.0
11.0
11.0
11.0
11.0
5.0
20.0
20.0
20.0
20.0
25.0
39.0
39.0
39.0
39.0
5.0
CO
PCT
0.51
0.37
0.28
0.18
0.10
0.25
2.89
2.92
2.96
2.83
0.45
1.88
1.96
2.39
2.21
0.48
0.22
0.22
0.17
0.16
0.30
HC NOX CO HC N02
PPMC PPN GM/HR GM/HR GM/HR
1500 49 164.7 23.7 2.5
550 65 185.4 13.6 5.3
1150 93 148.8 29.8 8.0
1750 272 107.4 51.6 26.5
1750 408 67.9 60.5 46.7
1350 435 284.5 77.2 82.6
1150 404 3863.8 76.1 86.8
2375 556 4223.5 169.9 131.8
2500 965 4610.0 192.7 246.7
2420 1305 4689.4 198.7 355.8
1375 42 144.2 21.8 2.2
1750 1733 6201.0 286.2 941.2
1600 1648 6046.6 275.1 835.9
1900 742 6908.4 271.9 352.6
1800 682 6149.1 247.1 311.0
1250 868 1042.0 134.3 309.4
1325 874 311.0 94.2 206.1
1050 519 286.5 66.6 109.1
565 225 178.7 29.0 38.1
340 197 143.6 15.0 28.9
1300 44 100.5 21.2 2.4
==TEST CONDITIONS"
BAROMETER 745.2 M«HG
HUMIDITY 54 GRAINS/LB
IKLET AIR TEMP. RANGE 74F - 77F
ENGINE
.5? EGR
CYCLE.
LOAD
MAX. EXHAUST TEMP. 14C9F
STARTING
AT 62% LCAO. THIS
-------
TABLE 1-8
STANDARD ADJUSTMENTS feUH 5 TC 103 EG8**CR EIVGIKE NO. 23 (EGR WAS CUT-
OFF CURING WOOES 19 2, Sf 109 11, 13f 14, 21, AhC 22 CF THE CYCLE).
ENGINE OBSERVED MANIFOLD EXHALST FUEL
SPEED POWER VACUUM FLCW FLOW
MODE RPM BHP «HG L8/HR L8/HR
1
2
3
4
5
6
7
a
9
1C
11
12*
13
14
15
16
17
18
19
20
21
22
23*
* ENG
** EGR
W
750
12CO
120C
1200
1200
1200
12CC
1200
1200
1200
76C
2300
2300
2300
2300
2300
2300
2300
2300
2300
770
INE NOT
0.0 l£.l 69 4.3
l.C 19.3 1C5 6.6
4.1 16.4 110 6.9
9.2 17.3 120 7.5
12.8 15.9 139 8.6
25.7 6.8 232 14.3
38.5 2.2 289 20.2
42.1 l.C 305 21.0
47.3 2.5 315 22.1
51.4 l.C 334 23.2
0.0 18.3 68 4.3
102.3 2.7 672 45.1
94.1 3.9 615 41.3
83.9 2.2 575 39.3
76.7 3.C 566 38.5
51,2 7.4 444 27.5
25.6 15.7 279 17.0
18.4 17.2 247 14.9
8.2 18.8 2C1 11.9
2.0 2C.4 174 10.1
0.0 18.4 68 4.2
==23 MODE CYCLE COMPOSITE
BSCO 52.56 GK/8HP-HR
BSHC 3.C3 Gfl/BHP-HR
8SN02 5.9C Gtf/BHP-HR
8SFC C.576 L8/8HP-HR
TESTED IN WOTGRED KCDES
WAS PROGRAMMED TO INCREASE LINEARLY fcl
ITH 5% E
PROCEDURE
GR AT 8% LOAD AND INCREASING TO
I GMT 1C*
T I KING
DEC BTC
5.0
10.5
17.5
23.0
30.0
11.0
11. C
11.0
11.0
11.0
5.0
20. C
20.0
20.0
20.0
20.0
39.0
39.0
39.0
39.0
5.0
zss.
CC
PCT
0.30
0.46
0.41
0.37
0.25
0.26
2.74
2.67
2.87
2.74
0.41
1.73
1.81
2.09
2.03
0.45
0.44
0.26
0.25
0.25
0.25
HC NOX CO HC N02
PP*C PPM GM/HR GM/Hf! GM/HR
1360 43 91.2 20.3 2.1
670 65 217.1 15.6 5.0
1050 88 202.8 25.7 7.1
1850 259 198.6 49.4 23.0
1950 481 159.0 61.1 5C.O
1350 412 280.6 71.6 72.6
2225 362 3669.1 147.1 79.5
2125 596 3719.6 146.5 136.5
2450 1005 4159.4 175.5 239.0
2350 1285 4263.7 181.0 328.6
1350 48 126.3 2C.7 2.4
1675 1836 5488.2 263.1 957.8
1700 1815 5177.3 240.8 853.9
1825 927 5725.5 246.7 416.1
1700 800 5515.0 227.9 355.8
870 600 960.8 91.3 209.2
1250 956 573.2 81.0 205.6
950 652 306.5 54.8 124.8
500 279 238.5 23.3 43.1
300 214 203.1 12.0 28.4
1200 51 78.1 18.3 2.5
==TEST CONDITIONS-
BAROMETER 745.7 MMHG
HUMIDITY 54 GRAINS/L8
INLET AIR TEMP. RANGE 75F - 79F
TH ENGIIVE
10 % EGR
LCAC
AT 82?
KAX. EXHAUST TEMP. 1417F
STARTING
LOAD. THIS
HAS USED FOR BOTH SPEEDS IN THE CYCLE.
00
-------
TABLE 1-9 STANDARD ADJUSTMENTS UIH 15? GR KAXIPUf. EGR FCR ENGINE NO. 23**4 EGR WAS
CUTOFF DURING MODES 1,2, 9, 10, 11, 13, 14, 21, AND 22 CF THE CYCLE).
ENGINE OBSERVED MANIFOLD EXHALST
SPEED POWER VACUUM FLOW
MGCE RPM BHP «HG LB/HR
1
2
3
4
5
6
7
8
9
1C
11
12*
13
14
15
16
17
18
19
20
21
22
23*
750
12CO
1200
12CO
1200 .
1200
1200
1200
1200
1200
760
2300
2300
2300
2300
2300
2300
2300
2300
2300
775
0.0
1.0
4.1
9.2
12.8
25.7
38.5
42.1
47.3
51.4
0.0
102.3
94.1
83.9
76.7
51.2
25.6
18.4
8.2
2.C
0.0
17.9
19.2
17.5
11.9
9.2
3.6
1.0
i.C
2.3
1.2
18.3
2.8
4.G
2.3
3.1
5.8
9.8
11.0
14.6
2C.4
18.4
67
107
133
175
164
243
294
3C6
324
344
66
670
623
589
591
457
332
308
245
169
69
FUEL I
FLOW
LB/HR
4.3
6.7
7.4
9.9
11.7
16.5
20.4
21.1
22.1
23.2
4-2
45.2
42.0
40.2
37.9
29.1
20.7
18.6
14.1
10.0
4.3
GMTIC*
TIMING
DEC ETC
5.0
10.5
25.0
25.0
11.0
11.0
11.0
11.0
11.0
11.0
5.0
20.0
20.0
20.0
20.0
20.0
25.0
30.0
39.0
39.0
5.0
CO
PCT
0.59
0.58
0.39
0.20
1.35
1.85
2.72
2.76
1.74
1.56
0.55
1.87
1.87
2.12
0.87
0.79
0.56
0.38
0.30
0.17
0.33
HC
PPKC
1775
370
3700
4300
4000
2050
2100
2100
2430
2350
1415
1730
1725
1825
1025
975
3100
6000
8300
450
1450
NOX
PPK
40
56
48
69
81
149
364
534
915
1204
47
1726
1687
741
381
404
165
137
111
182
42
CO
GM/HR
179.3
236.1
233.7
165.4
1130.0
2142.5
3744.5
3922.7
2839.0
2722.1
169.5
6084.3
5653.9
6099.2
2515.6
1777.8
903.7
567.0
348.8
140.3
124.4
HC
GM/HR
26.6
9.0
109.8
173.7
165.6
117.4
143.1
147.8
196.1
202.2
21.6
278.6
258.0
259.1
146.8
109.0
248.5
444.0
498.3
13.1
23.6
N02
GM/HR
2.0
4.5
4.7
9.3
11.1
28.1
82.4
124.6
244.9
344.1
2.4
923.1
837.4
349.3
181.2
149.6
43.9
33.7
20.9
24.3
2.2
«23 MODE CYCLE COMPOSITE
6SCC 57.C3 GM/8HP-HR
BSHC 4.74 GM/BHP-HR
BSNC2 4.68 GM/BHP-HR
BSFC C.6C8 LB/8HP-HR
* ENGINE NOT TESTED IK MOTORED MODES
** 15? EGR WAS USED IN ALL MODES CF THE CYCLE
WHERE 15* EGR wAS NOT ATTAINABLE DUE TC
THE EGR VALVE. FDR THOSb MODES fclTH LESS
THE EGR VALVE WAS wIUE CPEK.
CCNDITIONS==
BAROMETER 746.3 HMHG
HUMIDITY 54 GRAINS/LB
IlvLET AIR TEMP. RANGE 74F - 78F
MAX. EXHAUST TEHP. 1410F
FRC* 83 TC 82% LOAD EXCEPT
LIMITATION GF FLOW THROUGH
THAN 15* EGR INCICATEC,
VO
-------
200
APPENDIX J. -- RESULTS FROM TESTS USING VARIED IGNITION
TIMING WITH HEAVY DUTY GASOLINE ENGINES
(23-MODE CYCLE)
-------
TABLE J-l MODIFIED VACUUM ADVANCE UNIT NO. 1 FOR ENGINE .NC. 22.
. ENGINE OBSERVED MANIFOLD EXHAUST
SPEED POWER VACUUM FLOW
MODE RPM BHP . «HG LB/HR
1
2
3
4
5
6
7
6
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
710
1200
1200
1200
1200
1200
1200
1200
1200
1200
720
2300
2300
2300
2300
2300
2300
2300
2300
2300
720
0.0
1*0
3.9
8.7
12.1
24.2
36.4
3?. 7
44.6
48.5
0.0
98.4
90.6
80.7
73.8
49.2
24.6
17.7
7.9
2.0
0.0
18. C
IS. 8
lfi.4
16.7
15.5
12.9
£.0
6.2
4.9
3.C
18.C
1.6
4.1
6.9
8.9
13.1
16.7
17.9
19.4
20.3
13.1
72
125
132
159
182
220
294
327
348
362
74
778
697
621
566
431
306
272
225
195
71
FUEL I
FLOfc
LB/HR
5.0
7.4
7.8
9.2
10.4
14.1
18.2
20.6
22.4
23.2
5.0
49.5
45.4
39.3
35.9
27.3
19.2
16.9
14.1
12.6
4.7
GMTION
TIDING
DEG BTC
1.0
18.0
16.0
16.0
16.0
16.0
14.0
9.0
9.0
9.0
1.0
15.5
15.5
18.0
22.0
25.0
25.0
25.0
25.0
24.0
1.0
CO
PCT
3.34
0.21
0.19
0.13
0.12
0.53
0.16
0.28
0.50
0.59
2.25
1.02
1.32
0.55
0.38
0.42
0.48
0.45
0.54
0.82
1.66
HC
PPNC
2220
1020
1110
1170
1860
2220
1860
1800
2040
2025
2340
440
575
1020
1500
1485
930
680
540
720
2070
NCX** CO
PPM GM/HR
87
107
169
293
370
1296
1961
1725
1754
1819
87
1470
1297
1855
2333
1759
805
534
289
186
81
998.3
121.5
111.2
96.2
101.0
545.4
217.1
434.6
825.3
1016.0
751.3
3767.1
4323.7
1622.6
1042.8
866.4
702.8
578.6
574.9
781.0
534.2
KC
GK/HR
32.9
28.7
32.9
41.6
76.6
112.0
126.0
135.9
165.2
171.7
38.6
80.2
93.5
149.9
201.8
151.6
67.3
43.7
28.6
33.9
33.0
M02
GM/HR
4.3
9.9
16.6
34.5
50.6
217.1
441.2
432.1
471.5
512*2
4.6
889.0
700.1
905.1
1C42.1
595.9
193.2
113.8
50.8
26.9
4.2
* ENGINE NOT TESTED
** NCX FOR THIS TEST
~23 MODE CYCLE COMPOSITE'
BSCO 33.92 GM/BHP-HR
8SHC 2.80 GK/BHP-HR
8SN02 10.21 GM/BHP-HR
BSFC 0.629 LB/BHP-HR
IN MOTORED MODES
UAS MEASURED BY NDIR.
==TEST CONDITIONS'*
BAROMETER 745.0 MMHG
HUMIDITY 54 GRAINS/LB
AIR TEMP. RANGE 78F - 81F
WAX. EXHAUST TEMP. 1451F
N3
O
-------
TABLE J-2 MODIFIED VACUUM ADVANCE UNIT NC. 2 FOR ENGINE NC. 22,
ENGINE OBSERVED MANIFOLD EXHALST
SPEED POWER VACUUM FLOW
MODE RPM BHP *»HG L8/HR
1
2
•a
-*
A
5
6
7
6
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
740
1200
12CC
1200
1200
1200
120C
1200
1200
1200
730
2300
2300
2300
2300
2300
2300
2300
23CO
2300
715
C.O
l.C
3.9
8.7
12.1
24.2
36.4
39.7
44.6
46.5
0.0
98.4
90.6
60.7
73.6
49.5
24.6
17.7
7.9
2.0
0.0
18.2
20. C
ie.7
17.3
16.2
13.2
e.i
6.4
4.8
3.8
17.8
1.6
3.7
6.9
8.7
13.2
16.9
18.0
19.7
20.4
18.1
76
112
124
147
167
212
292
317
335
364
88
744
716
623
573
426
3CC
270
222
168
73
FUEL I
FLOfc
LB/HR
5.1
7.0
7.5
8.7
9.7
13.8
18.1
19.8
21.6
23.3
5.9
47.1
46.3
39.5.
36.3
27.1
18.9
16.9
14.0
12.3
4.3
GMTICfv
TIKIMG
DEG BTC
1.0
20.0
20.0
20.0
20.0
20.0
14.5
9.5
a. 5
6.0
0.0
16.0
16.0
18.5
23.0
29.0
28.0
23.0
28.0
28.0
0.0
cc
PCT
1.95
0.51
0.23
0.15
O'.ll
0.78
0.16
0.20
0.55
0.62
2.07
0.92
1.10
0.61
0.59
0.47
0.51
0.46
0.62
1.13
1.66
HC
PPPC
2235
1575
1440
1530
1530
2475
1920
1710
1995
1920
2340
395
400
1020
1410
1710
1125
870
730
1080
2040
NOX** CC
PPW GM/HR
58
99
167
342
468
1231
1888
1765
1675
1722
61
1523
1205
1862
2102
1977
880
588
315
182
61
660.9
262.8
129.7
97.8
64.2
780.2
253.7
304.1
875.3
1076.7
864.5
3312.0
3744.5
1851.5
1626.9
971.9
739.5
610.2
661.8
1023.8
552.3
HC
GK/HR
37.5
40.2
40.9
50.6
56.3
123.0
131.1
127.9
157.8
165.6
48.3
70.1
67.6
152.3
193.6
175.3
80.4
57.6
38.2
48.3
33.6
N02
GM/HR
3.2
8.4
15.7
37.6
59.1
2C3.0
428.2
438.2
439.8
493.2
4.1
897.2
676.4
923.2
957.9
672.9
208.7
129.4
54.8
27.0
3.3
10
o
ro
* ENGINE NOT TESTED
** NCX FOR THIS TEST
=«23 MGDE CYCLE COMPOSITE
6SCO 34.41 GM/BHP-HR
BSHC 2.92 GM/BHP-HR
BSNG2 10.18 GM/BHP-HR
BSFC 0.626 LB/BHP-HR
IN MOTORED MODES
MAS MEASURED 6* NDIR.
==TEST CGNCITIGNS==
BAROMETER 745.2 MMHG
HUMIDITY 54 GRAINS/LB
IfcLET AIR TEMP. RANGE 82F - 87F
MAX. EXHAUST TEMP. 1473F
-------
TABLE J-3 IGNITION TIMING RETARDED 2.5 OEGRF.cS FOR ENGINE fvO. 23.
ENGINE OBSERVED MAMFGLO EXHAl'ST
SPEED POWER VACUUH FLOW
MODE RPft BHP MHG LB/HR
1
2
3
4
5
6
7
8
c
10
11
12*
13
14
15
16
17
18
19
20
21
22
22*
755
1200
12CC
12CO
120C
1200
120C
1200
1200
1200
750
2300
2300
2300
2300
230C
2300
2300
2300
23CC
760
0.0
l.C
4.1
9.2
12.6
25.7
38.5
42.1
47.3
51.4
0.0
102.3
94.1
83.9
76.7
51.2
25.6
18.4
£.2
2.0
0.0
17. e
19.2
18.7
17.6
16.3
1C.1
5.0
4.2
2.5
l.C
18. C
2.2
3.5
4.S
5.4
10.6
16.0
17.3
1S.1
20. 3
18. C
87
119
124
138
156
246
313
33C
355
373
87
718
666
632
620
466
3C9
275
22b
2C1
93
FUEL IGNITIGf,
FLOh TIMING
LB/HR OEG BTC
4.7
6.8
7.1
3.0
9.1
14.1
19.8
22.5
24.3
25.1
4.7
48.9
44.9
42.1
39.1
27.3
16.0
15.8
12.9
11.1
4.6
2.5
10.0
19.5
27.0
26.5
17.5
9.0
9.0
9.0
9.0
2.5
16.0
16.0
16.0
16.5
26.5
36.0
35.0
36.0
35.0
2.5
CO
PCT
0.24
0.34
0.32
0.26
0.16
0.11
1.06
2.95
3.04
2.56
U.28
2.06
1.98
1.72
0.83
0.26
0.24
0.18
0.15
0.14
Q.19
hC
PFKC
830
520
1000
1650
1690
1350
1650
2110
2225
2000
850
1685
1590
1500
1035
975
1000
750
400
250
600
NOX
PPM
37
62
273
453
758
1223
1238
697
841
1111
48
1428
1430
1446
1518
1730
1252
832
366
190
40
CO
GM/HR
93.3
181.8
179.7
169.5
132.5
124.5
1527.4
4485.2
5014.3
4533.4
110.9
6955.1
6237.5
5191.7
2463.8
572.3
354.7
233.7
167.4
127.9
87.9
HC
GM/HR
16.2
13.9
28.0
52.7
61.0
76.5
118.1
158.7
181.7
174.9
16.6
281.0
247.9
224.3
152.0
107.3
72.4
48.6
21.5
11.7
13.7
N02
GM/HR
2.4
5.5
25.3
47.9
90.7
230.2
294.3
173.9
227.9
322.7
3.1
790.8
739.8
718.1
739.9
632.2
300.9
178.9
65.2
29.3
3.0
* ENGINE NOT TESTED
==23 HCDE CYCLE CGNPCSITE'
BSCO 47.59 GM/BHP-HR
8SHC 2.86 GK/3HP-HR
8SN02 6.69 GW/6HP-HR
BSFC C.604 LB/8HP-HR
IN MOTORED MODES
==TEST CONDITIONS-*
BAROMETER 748.3 MFHG
HUMIDITY 54 GRAINS/LB
INLET AIR TEMP. RANGE 72F - 76F
WAX. EXHAUST TEMP. 1446F
NJ
O
U>
-------
TABLE J-4 IGNITION TIMING RETARDED 5 DEGREES FOP ENGINE KG. 23.
ENGINE OBSERVED MANIFOLD EXHALST
SPEED POWER VACUUM FLOto
MODE RPM BHP "HG LB/HR
i
2
3
4
5
6
7
6
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
750
1200
1200
12CO
1200
1200
1200
12CO
1200
1200
780
2300
2300
2300
2300
2300
2300
2300
2300
230G
780
C.O
l.C
4-1
9.2
12.6
25.7
3C.5
42.1
47.3
51.4
0.0
102. 3
94.1
83.9
76.7
51.2
25.6
18.4
£.2
2.0
0.0
17. C
19.5
lfi.7
17.8
16.4
10.3
4.9
3.€
1.7
l.C
17.5
1.7
2.6
4.1
4.8
10.3
16. C
17.2
18. 9
20.2
17.6
80
1C9
114
129
147
236
310
322
357
387
78
754
713
664
639
474
310
275
222
195
80
FUEL IGNITION
FLCfc TIMftG
LB/HR OEG 8TC
5.0
6.3
7.1
8.1
9.2
14.2
20.5
22.8
24.8
26.1
4.9
51.1
47.9
44.8
41.9
29.0
19.0
16.7
13.4
11.6
5.0
0.0
9.5
12.0
24.0
24.0
14.0
7.0
7.0
7.0
7.0
0.0
13.5
13.5
13.5
15.0
24.0
33.0
33.0
33.0
33.0
0.0
CC
PCT
0.23
0.34
0.38
0.35
0.26
0.12
1.41
3.09
2.78
2.31
0.32
2.08
1.87
2.00
1.36
0,32
0.25
0.20
0.17
0.13
0.27
HC
PF«C
795
525
985
160C
1700
1250
1650
2100
1950
1300
690
1550
1450
1420
1100
780
910
650
350
200
650
NCX
PPM
57
71
132
432
731
1266
1238
772
1124
1244
61
1377
1420
1286
1332
1489
1138
775
352
189
53
CO
GM/HR
60.7
15C.9
172.5
186.8
161.8
114.8
1824.6
4453.0
4365.2
3572.4
98.0
6344.4
5486.3
5506.3
3682.4
630.6
323.7
223.8
153.5
101.6
87.2
HC
GM/HR
13.5
11.6
22.3
42.1
51.5
60.8
105.8
149.5
151.2
137.9
10.3
234,2
209.9
193.0
147.8
75.8
58.2
36.7
15.8
8.0
10.4
N3
NO2 °
GM/HR
3.2
5.2
9.9
37.6
73.6
204.2
263.4
162.5
289.2
316.6
3.0
691.1
682.1
580.4
593.8
480.2
241.7
145.0
52.9
24.6
2.8
* ENGINE NOT
==23 MODE CYCLE CCMPCSITE==
BSCG 48.68 GK/BHP-HR
BSHC 2.41 GM/8HP-HR
BSNC2 7.28 GH/BHP-HR
BSFC C.635 LB/8HP-HR
TESTED IN WOTCRED MODES
==TEST CONDITIONS**
BAROMETER 749.8 MHHG
HUFICITY 54 GRAINS/L8
INLET AIR TE«P. RANGE 71F - 75F
PAX. EXHAUST TEMP. 14S4F
-------
TABLE J-5 IGNITION TIMING RETARDED 7.5 DEGREES FOR ENGINE NO. 23.
ENGINE OBSERVED MANIFOLD EXHAUST
SPEED POWER VACUUM FLOW
MODE RPM BHP . "HG LB/HR
1
2
3
4
5
6
7
3
9
10
11
12*
13
14
15
16
17
16
19
20
21
22
23*
750
120U
1200
1201;
1203
1200
1200
120C
12wO
1200
750
2300
2300
2300
2300
2300
2300
2300
2300
2300
790
0.0
0.9
3.5
7.8
10.9
21.7
32.6
35.6
40. C
43.4
0.0
98.4
90.6
80.7
73.8
49.2
24.6
17.7
7.9
2.0
0.0
16.4
19.0
18.6
17.8
16.7
11.8
5.6
5.0
4.C
2.7
16.5
1.7
2.5
4.0
4.6
10.1
15.9
17.1
18.8
20. C
17.1
83
109
115
123
136
221
292
294
313
329
83
744
720
66C
630
468
301
272
227
194
36
FUEL I
FLOW
LB/HR
5.2
6.7
7.0
7.5
8.3
13.0
18.3
19.2
21.7
23.0
5.2
50.7
48.1
44.1
40.9
28.2
18.1
16.2
13.5
11.4
5.3
GNIT1GW
TIMING CO
DEG BTC PCT
2.5
ia. v>
15.0
23. u
24.3
is.c
4.5
4.5
4.5
4.5
2.5
10. a
13.0
10.3
13.5
19.0
29. 0
30. 6
30.0
30.0
2.5
0.31
C.31
0.?4
'• ' C?
v • ID
0.14
O.ii
0.^9
1.18
2.82
2.82
0.32
2.22
1.74
1.79
1.22
C.27
0.23
0.15
O.ii
0.12
0.25
HC
PPMC
630
435
730
1350
1500
1203
1050
15CC
21QO
2120
630
14CO
1200
1150
600
530
68C
460
265
i6U
470
NOX
PPM
59
66
96
304
489
883
1022
1G34
728
782
58
1063
1205
1106
1110
1217
875
622
319
167
57
CO
GM/HR
1C6.5
145.1
115.3
91.5
82.5
105.0
618.8
1422.8
3516.9
4094.5
120.1
7269.6
5518.6
5253.8
3479.9
566.7
306. 2
160.5
149.0
101.5
96.0
HC
GM/HR
1C. 8
10.0
17.2
34.4
42.5
57.4
66.D
96.1
129.6
152.0
11.7
227.2
188.2
167.4
112.5
55.2
45.5
27.1
13.3
6.8
8.8
N02
GM/HR
3.4
5.0
7.5
25.7
45.9
140.2
213.1
219.9
149.2
186.2
3.5
572.3
627.2
534.1
517.9
421.1
194.1
121.5
52.9
23.6
3.5
* ENGINE NOT TESTED
==23 MODE CYCLE COMPOSITE'
BSCO 45.90 GM/BHP-HR
BSHC 2.13 GM/BHP-HR
BSN02 6.80 GM/BHP-HR
BSFC 0.658 LE/8HP-HR
IN MOTORED MCDES
=*=TEST CONDITIONS"
BAROMETER 748.3 MMHG
HUMIDITY 54 GRAINS/LB
INLET AIR TEMP. RANGE 74F - 76F
MAX. EXHAUST TEHP. 1530F
NJ
O
Ul
-------
206
APPENDIX K. -= RESULTS FROM TESTS USING COMBINATIONS OF
PARAMETERS FOR REDUCED EMISSIONS
FROM HEAVY DUTY GASOLINE ENGINES
(23-MODE CYCLE)
-------
TABLE K-l
COMBINATION OF PARAMETERS NC. 1 FOR ENGINE KG. 22 — STC. TIMING, AIR
INJECTION
-------
TABLE K-2 COMBINATION OF PARAMETERS NO, 1 IREPLICATE OF TEST IN TABLE K-l) FOR
ENGINE NO. 22 — STD. TIMING, AIR INJECTION, AIR-FUEL RATIO LEANER THAN
STANDARD, 153 EGR, AND UCP CATALYSTS.
ENGINE OBSERVED MANIFOLD EXHALST
SPEED POWER VACUUM FLOW
MODE RPM BHP «HG LB/HR
1
2
3
4
5
6
7
8
9
1C
11
12*
13
14
15
16
11
18
19
20
21
22
23*
6.50
120C
120C
1200
1200
1200
1200
120C
1200
1200
700
2300
2300
2300
2300
2300
23CC
2300
2300
2300
650
0.0
1.0
3.9
8.7
12.1
24.2
36.4
39.7
44.6
48.5
0.0
98.4
90.6
80.7
73.8
49.2
24.6
17.7
7.9
2.0
0.0
15.7
16.7
15.9
14.0
12.9
5.6
3.3
2.7
1.7
1.4
16.1
l.C
1.1
1.8
2.1
5.6
9.4
10.8
13.6
15.4
15.9
107
215
226
243
240
348
376
401
426
438
111
819
807
771
751
620
494
441
415
377
104
FUEL I
FLOfe
LB/HR
4.9
8.6
9.2
11.0
11.4
17.6
19.9
21.4
22.9
23.9
5.1
50.7.
46.2
43.7
42.5
33.8
24.5
21.2
18.8
16.3
4.6
GNITICfc
TIKI KG
DEC 8TC
0.0
11.0
12.0
12.0
12.0
8.0
8.0
8.0
3.0
8.0
0.0
15.0
15.0
15.0
15.0
15.0
20.0
20.0
20.0
2C.O
0.0
CO
PCT
0.01
0.01
0.01
0.01
0.01
0.01
0.01
0.01
0.01
0.02
0.01
0.05
0.03
0.02
0.02
0.01
0.02
0.02
0.02
0.01
0.01
HC
PPHC
210
48
44
95
45
29
38
45
56
50
215
65
16
11
9
8
30
49
85
130
300
NOX
PPM
51
50
67
177
186
240
651
865
1026
883
68
1125
1196
806
647
289
127
101
75
65
52
CO
GM/HR
5.1
10.2
10.8
12.7
12.6
18.1
19.3
21.1
2<3.5
34.2
5.7
207.3
103.9
84.7
79.1
43.1
38.4
38.6
32.9
26.6
5.5
HC
GM/HR
5.1
2.4
2.3
5.5
2.6
2.4
3.4
4.4
5.8
5.3
5.4
13.5
3.5
2.0
1.6
1.2
3.5
5.2
6.5
11.8
7.2
NO 2
GM/HR
4.0
8.1
11.6
33.7
34.9
66.3
192.7
280.3
350.7
310.5
5.6
772.8
788.5
502.0
392.8
143.1
49.3
34.9
24.5
19.6
4.2
* EfvGINE WOT
==23 MODE CYCLE COMPOSITE'
BSCO 1.27 GK/BHP-HR
BSHC 0.15 GH/BHP-HR
BSN02 5.88 GM/BHP-HR
BSFC 0.708 LB/BHP-HP
TESTED IK MOTORED MOOES
==TEST CONCITIONS==
BAROMETER 741.9 Hf'.HG
HUMIDITY 55 GRAINS/LB
INLET AIR TEMP. RANGE 72F - 78F
MAX. EXHAUST TEKP. 1543F
O
CO
-------
TABLE K-3 COMBINATION OF PARAMETERS NG. 2 FOR ENGINE NC. 22 — STC. TIMING, 'AIR
INJECTION (AIR PUMP/EKGIKE SPEED RATIO = 1.25), AIR-FUEL RATIO RICHtR
THAN STANDARD (0.056 CARB. JETS), 15? EGR, AKD UCP CATALYSTS.
ENGINE OBSERVED MANIFOLD EXHAUST
SPEED POWER VACUUM FLOh
MODE RPM BHP "HG LB/HR
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
645
1200
1200
1200
1200
1200
1200
1200
1200
1200
645
2300
2300
2300
23CO
2300
2300
23CC
23CO
2300
690
0.0
1.0
3.9
€.7
12.1
24.2
36.4
39.7
44.6
48.5
0.0
1C6.3
97.7
87.1
79.7
53.1
26.6
19.1
8.5
2.1
0.0
15. S
ie.3
17.5
16.1
i3.e
9.2
4.5
3.6
2.6
1.7
16.0
l.C
1.1
2.C
2.9
7.C
11.4
13.3
15.7
17.1
16.2
1C8
194
197
226
240
294
362
369
390
400
106
856
791
736
714
549
448
406
352
323
109
FUEL IGMTICN
FLOb TINIKG CC
LB/HR DEC BTC PCT
5.1
8.2
8.5
10.2
11.4
16.0
21.2
21.3
23.2
24.1
5.2
62.3
49.9
46.1
44.6
32.1
24.1
21.0
17.1
15.2
5.1
1.0
13.0
12.5
12.5
12.5
12.5
8.0
8.0
8.0
8.0
0.0
15.0
15.0
15.0
15.0
19.0
19.0
20.0
20.0
20. 0
0.0
0.01
0.01
0.01
0.01
a. 01
0.01
0.03
0.04
0.04
0.03
0.01
3.93
C.16
0.07
0.06
0.02
0.01
0.01
0.01
0.01
0.01
HC
PPMC
250
37
38
46
47
53
54
58
67
80
200
830
11
7
7
12
12
12
15
20
165
NCX
PPM
60
70
106
204
213
288
467
578
814
1073
60
551
949
645
540
333
135
115
88
75
57
CO
GM/HR
4.8
7.1
8.9
10.3
10.9
14.5
43.7
61.1
70.4
150.7
5.3
16002.9
601.0
244.2
138.6
57.0
25.8
20.1
17.3
14.6
5.0
HC
GM/HR
5.7
1.6
1.7
2.4
2.5
3.6
4.6
5.0
6.0
7.4
4.7
167.1
2.0
1.2
1.2
1.6
1.2
1.1
1.2
1.4
3.9
NG2
GM/H;<
4.4
<= .- 7
15.2
34.5
3S.3
6 3 . B
131.3
164.5
242.5
329.9
4.6
368.3
566.1
370.1
301. 2
14 C.I
45.7
34.9
22. >J
1S.C
4.5
==23 MODE CYCLE COMPOSITE=
BSCO 18.99 GH/BHP-HR
BSHC 0.26 GH/BHP-HR
BSN02 4.05 GM/BHP-HR
BSFC 0.683 LB/BHP-HR
* ENGINE NOT TESTED IN MOTORED MOOES
==TEST CONDITIONS—
BAROMETER 745.2 MMHG
HUMIDITY 54 GRAINS/LB
INLET AIR TEMP. RANGE 75F - 79F
MAX. EXHAUST TEMP. 1558F
o
\o
-------
TABLE K-4
COMBINATION OF PARAMETERS NCa 2 CREPLICATE OF TfcST IN TABLE K-3) FOR
ENGINE NO. 22 — STO. TIJUNG? AIR INJECTION, AIR-FUEL RATIO RICHER THAN
STANDARD, 15% EGR• AND UOP CATALYSTS.
ENGINE OBSERVED MANIFOLD EXHAUST
SPEED POWER VACUUM FLOW
MODE RPM 8HP "HG L8/HR
1
2
3
4
5
6
7
8
9
1C
11
12*
13
14
15
16
17
18
19
20
21
22
23*
690
1200
1200
1200
1200
1200
1200.
1200
1200
1200
710
2300
2300
2300
2300
2300
2300
2300
2300
2300
660
c.o
1.0
3.9
8.7
12.1
24.2
36.4
39.7
44.6
48.5
0.0
106.3
97.8
87.1
79.7
53.1
26.6
19.1
8.5
2.1
0.0
16.4
16.0
17.1
15.9
13.6
5.1
4*4
3.5
2.5
1.6
17.5
1.0
1.1
2.1
2.9
6.9
11.5
12.9
15.3
17. C
16. C
110
173
2CO
219
241
288
354
386
398
421
99
819
801
756
724
582
445
429
363
326
105
FUEL I
FLCfe
L8/HR
5.2
7.3
8.7
10.0
11.5
15.'7
20.8
22.9
23.8
25.4
5.3
60.3
50.7
47.3
45.2
34.0
24.1
22,5
17.6
15.3
4.9
GMTICfc
TIDING
DEG ETC
1.0
12.5
12.5
12.0
12.0 .
12.0
8.0
7.5
7.5
7.5
0.0
15.0
15.0
15.0
15.0
20.0
20.0
20.0
20.0
19.0
0.0
CO
PCT
0.01
0.01
0.01
O.Oi
o.o;*
0.01
0.03
0.03
0.03
0.12
0.01
4.14
0.18
0.07
0.05
O.C2
0.01
O.C1
0.01
0.01
0.01
HC
PHPC
160
36
34
45
46
48
48
49
59
60
28
870
10
3
3
7
8
10
17
17
115
NOX
PPi*
51
67
135
172
184
252
391
462
659
937
36
467
956
578
476
282
124
107
86
72
54
CO
Gtf/HR
4.2
6.6
7*6
8.3
9.3
13.4
44.1
fcl.O
65.9
236.2
4.6
16216.1
633.8
237.9
182.1
60.4
26.2
21.5
17.8
15.1
4.8
HC
GM/HR
3.9
1.4
1.6
2.3
2.6
3.2
4.1
4.6
5.6
6.0
0.6
168.6
1.9
0.5
0.5
0.9
0. 8
0.9
1.3
1.3
2.7
NQ2
GM/HR
4.2
8.6
2C.6
28.6
34.4
56.3
110.9
142.5
207.6
312.4
2.7
300.5
600.9
343.5
270.9
126.3
42.3
35.3
23.2
17.9
4.2
==23 MODE CYCLE COMPOSITE'
BSCO 19.36 GM/BHP-HR
BSHC 0.24 GM/BHP-HR
8SN02 3.80 GM/BHP-HR
BSFC 0.6«54 LB/BHP-HR
* ENGINE NOT TESTED IN MOTORED MODES
==TEST CONDITIONS*^
BAROMETER 743.5 MMHG
HUMIDITY 55 GRAINS/L6
1KLET AIR TEMP. RANGE 74F - 77F
WAX. EXHAUST TEMP. 1565F
Ni
t->
o
-------
TABLE K-5 COMBINATION OF PARAMETERS NC. 3 FOR ENGINE NO. 22 — STG. TIMING, Alk
INJECTION (AIR PUMP/ENGINE SPEED RATIO = 1.25) STANDARD AIR-FUEL RATIO,
EGR, AND UOP CATALYSTS.
ENGINE OBSERVED MANIFOLD EXHAUST
SPEED POWER VACUUM FLOW
MODE RPM BHP "HG LB/HR
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
725
1200
1200
1200
1200
1200
1200
1200
1200
1200
6S5
2300
2300
2300
2300
2300
2300
2300
2300
2300
675
0.0
1.0
3.9
8.7
12.1
24.2
36.4
39.7
44.6
46.5
0.0
98.4
90.6
80. 7
73.8
49.2
24.6
17.7
7.9
2.0
0.0
16.9
ifi.e
17.6
15.7
14.5
8.2
4.1
3.2
2.4
1.7
16.6
1.1
1.6
2.4
3.2
6.7
1C.9
12.3
14.7
16.7
16.9
105
168
191
227
222
302
379
384
404
425
102
819
785
729
703
588
483
428
368
324
102
FUEL IGMTICN
FLOW TIMING
LB/HR DEG BTC
5.2
7.3
8.4
10.2
10.8
15.8
21.0
21.4
22.8
24.3
5.0
49.3
46.8
43.3
41.6
32.2
24.8
21.3
17.4
14.8
4.9
0.0
12.5
13.0
12.5
12.5
12.5
8.0
8.0
8.0
8.0
0.0
15.0
15.0
15.0
15.0
20.0
20.0
20.0
20.0
20.0
0.0
CG
PCT
0.01
0.01
0.01
0.01
0.01
0.01
0.01
0.01
0.01
0.01
0.01
0.05
0.03
0.03
0.02
0.01
0.01
0.01
0.01
0.01
0.01
HC
PPMC
73
33
33
40
51
47
40
42
48
49
70
31
15
10
10
13
16
1?
33
30
82
NOX
PPM
47
72
102
149
201
199
620
802
1135
1308
57
1552
1106
763
630
337
136
110
81
69
46
CC
GM/HR
3.9
7.8
7.2
8.5
10.2
13.8
19.0
19.4
20.4
28.5
4.7
209.6
122.7
95.2
73.9
27.0
18.0
16.2
13.9
12.3
3.0
KC
Gtf/HR
1.7
1.3
1.4
2.0
2.6
3.3
3.5
3.6
4.6
4.9
1.6
6.1
2.7
1.7
1.6
1.8
1.7
1.9
2.8
2.2
1.9
N02
GM/HR
3.6
9.1
14.4
25.2
33.6
45.7
162.4
239.6
357.3
431.9
4.3
1007^2
679.3
433.1
345.1
152.5
50.1
36.1
22.3
16.9
3.4
«23 MODE CYCLE COMPOSITE-
BSCO 1.16 GM/BHP-HR
BSHC 0.08 GM/BHP-HR
BSN02 5.53 GM/BHP-HR
BSFC 0.690 LB/BHP-HR
* ENGINE NOT TESTED IN MOTORED MODES
"TEST CONDITIONS"
BAROMETER 745.7 NMHG
HUMIDITY 54 GRAINS/LB
INLET AIR TEMP. RANGE 75F - 79F
MAX. EXHAUST TEMP. 1549F
ro
-------
TABLE K-6 COMBINATION OF PARAMETERS NO. 3 CREPLICATE CF TEST IN TABLE K-51 FOR
ENGINE NO. 22 — STD. TIMING* AIR INjECTIONf STANDARD AIR-FUEL RATIOt
EGRt AND UOP CATALYSTS.
ENGINE OBSERVED MANIFOLD EXHAUST
SPEED POWER VACUUM FLCfe
MODE RP« BHP «HG LB/HR
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
680
1200
1200
1200
1200
1200
1200
1200
1200
1200
700
2300
2300
2300
2300
2300
2300
2300
2300
2300
750
0.0
1.0
3.9
8.7
12.1
24.2
36*4
39.7
44.6
48.5
0.0
96.4
90.6
80.7
73.8
49.2
24.6
17.7
7.9
2.0
0.0
16.8
18.7
17.5
15.5
13.9
8.1 '
4.1
3.2
2.4
1.6
16.7
1.0
1.6
2.5
3.3
6.8
11.0
12.2
15.0
16.5
17.0
101
167
192
223
238
290
361
379
395
417
100
818
772
723
708
587
460
439
377
346
114
FUEL I
FLGfc
LB/HR
4.9
7.3
8.4
10.0
11.7
15.1
20.2
21.4
22.4
23.8
4.9
49.6
45.7
42.7
41.7
31.7
23.2
21.7
17.5
15.4
5.3
GNITICN
TIMING
DEG BTC
1.0
12.0
13.0
13.0
12.5
12.5
8.0
8.0
8.0
8.0
0.0
15.0
15.0
15.0
15.0
20.0
20.0
20.0
20.0
20.0
0.0
CO
PCT
0.01
0.01
0.01
0.01
0.01
0.01
0.01
0.01
0.01
0.01
0.01
0.10
0.04
0.03
0.03
0.01
0.01
0.01
0.01
0.01
0.01
HC
PPMC
73
33
33
40
45
48
45
46
54
56
90
45
20
12
10
14
15
20
30
36
80
NQX
PPM
46
71
100
154
195
270
624
820
1189
1363
70
1552
1191
821
654
358
141
112
87
72
60
CO
GM/HR
3.7
6.1
7.1
8.2
8.7
10-. 6
16.0
16.7
19.4
27.5
3.7
388.5
147.0
109.3
88.5
30.7
22.2
21.4
18.3
13.5
4.5
HC
GM/HR
1.6
1.2
1.4
2.0
2.4
3.1
3.6
3.9
4.8
5.4
2.0
8.8
3.7
2.1
1.7
2.0
1.7
2.1
2.7
2.9
2.2
NO 2
GH/HR
3.3
8.7
13.9
25.2
33.9
57.6
167.8
230.8
355.5
432.8
5.1
1008.9
734.7
474.0
370.5
168.8
52.0
39.9
26.2
19.5
5.3
* ENGINE NOT TESTED
=23 MODE CYCLE COMPOSITE'
BSCO 1.47 GM/BHP-HR
BSHC 0.09 GM/BHP-HR
BSNG2 5.86 GM/BHP-HR
BSFC 0.686 LB/BHP-HR
IN MOTORED MODES
"TEST CONDITIONS^
BAROMETER 745.2 MMHG
HUMIDITY 54 GRAINS/LB
INLET AIR TEMP. RANGE 74F - 78F
MAX. EXHAUST TEMP. 1539F
-------
TABLE K-7 COMBINATION OF PARAMETERS NO. 1 FOR ENGINE KO. 23**— TIMING RETARDED
5 DEGREES, AIR INJECTION (AIR PUMP/ENGINE SPEED RATIO - 2.5) STANDARD
AIR-FUEL RATIO, AND 5 TC 7.52 EGR.
ENGINE OBSERVED MANIFOLD EXHAUST
SPEED POWER VACUUM FLCk
MODE RPM BHP «HG LB/HR
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
750
1200
1200
1200
1200
1200
1200
1200
1200
1200
750
2300
2300
2300
2300
2300
2300
2300
2300
2300
770
0.0
1.0
4.1
9.2
12. e
25.7
36.5
42.1
47.3
51.4
0.0
102.3
94.1
83.9
76.7
51.2
25.6
18.4
8.2
2.0
0.0
17.3
18.4
17.7
16.7
15.3
6.2
2.3
l.C
1.0
1.0
17.6
1.8
2.5
1.6
2.C
8.0
15.4
16.7
18.3
20. C
17.9
98
159
165
176
168
308
328
358
380
385
104
768
7C9
664
652
570
381
352
304
280
103
FUEL IGNITION
FLOh TIMING
LB/HR DEC BTC
4.1
6.4
6.9
7.5
8.3
15.6
19.5
21.6
22.8
23.3
4.3
46.1
41.7
40.9
38.3
28.7
16.4
14.6
11.8
10.0
4.1
0.0
6.5
14.0
24.0
24.0
6.0
6.0
6.0
6.0
6.0
0.0
14.0
14.0
14.0
14.0
14.0
34.0
34.0
34.0
34.0
0.0
cc
PCT
0.11
0.10
0.11
O.CC;
0.08
0.13
1.38
1.55
1.59
1.64
0.14
0.49
0.44
0.32
0.32
0.13
0.13
0.12
0.10
0.10
0.11
HC
PPMC
590
270
600
830
1200
550
310
830
950
1000
600
60
42
28
31
130
680
580
440
390
580
NOX
PPM
36
52
80
229
382
451
444
450
919
919
39
1084
1232
705
649
399
592
415
175
129
40
CO
GM/HR
47.2
70.7
80.8
77,4
71.7
192.6
2132.2
2833.3
3098.6
3239.7
71.6
2007.0
1635.2
1141.6
1088.7
399.2
246.5
210.2
159.4
137.7
56.5
HC
GM/HR
13.0
9.7
22.6
33.6
52.1
38.9
61.9
76.9
91.4
98.0
15.0
12.2
7.6
4.9
5.2
19.7
64.7
50.6
33.2
26.7
14.6
N02
GM/HR
2.8
6.2
10.0
30.6
54.9
105.7
112.5
134.9
293.7
298.7
3.1
733.5
743.8
411.1
364.2
200.3
186.7
119.9
43.9
29.1
3.3
*
**
«=23 MODE CYCLE COMPOSITE"
BSCO 18.22 GM/BHP-HR
BSHC 0.81 GM/BHP-HR
BSN02 5.51 GM/BHP-HR
BSFC 0.585 LB/BHP-HR
ENGINE NOT TESTED IN MOTORED MODES
EGR HAS PROGRAMMED TO INCREASE LINEARLY KITH ENGINt
WITH 51 EGR AT 8% LOAD AND INCREASING TO 7.5* EGR
PROCEDURE MAS USED FOR BOTH SPEEDS IN THE CYCLE.
CURING MOOES 1, 2, S, 10, 11, 13, 14, 21, AND 22
IK'LET
==TEST CONDITIONS'^
BAROMETER 746.3 MMHG
HUMIDITY 54 GRAINS/LB
AIR TEMP. RAfcGE 74F - 78F
PAX. EXHAUST TEMP. 1553F
LOAD STARTING
AT 82?,! LOAD. THIS
FGR WAS CUTOFF
CF THE CYCLE.
-------
TABLE K-8 COMBINATION OF PARAMETERS NO. 1 (REPLICATE GF TEST IN TABLE K-71 FOR
ENGINE NO. 23**-- TIMING RETARDED 5 DEGREES, AIR INJECTION, STANDARD
AIR-FUEL RATIO, AND 5 TC 7.53 EGR.
ENGINE OBSERVED MANIFOLD EXHAUST
SPEED POWER VACUUM FLOW
MODE RPM 8 HP *HG LB/HR
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
760
1200
1200
1200
1200
1200
120O
1200
1200
1200
775
2300
2300
2300
2300
2300
2300
2300
23CO
2300
770
0.0
1.0
4.1
9.2
12.8
25.7
38.5
42.1
47.3
51.4
0.0
102.3
94.1
83.9
76,7
51.2
25.6
18.4
8.2
2.0
0.0
17.3
18.4
17.6
16.5
15.3
7.7
2.3
l.G
1.0
l.G
18.0
1.5
2.4
1.2
1.8
6.6
15.4
16.5
18.4
20.0
18.1
104
162
161
171
188
309
332
353
377
384
101
744
702
682
641
555
366
338
10912
267
108
FUEL I
FLCte
LB/HR
4.4
6.8
6.9
7.4
8.3
15.6
19.6
21.5
23.0
22.9
4.4
45.8
41.9
42.2
38.4
28.7
16.7
14.9
12.1
10.5
4.5
GNITION
TIMING CO
DEG BTC PCT
0.0
5.0
14.0
21.0
21.0
5.0
5.0
5.0
5.0
5.0
0.0
14.0
14.0
14.0
14.0
14.0
34.0
34.0
34.0
35.0
0.0
0.10
0.09
0.11
0.08
0.07
0.12
1.11
1.41
1.46
1.24
0.12
0.54
0.36
0.34
0.34
0.13
0.12
0.11
0.10
0.09
0.10
HC
PPMC
560
240
520
1000
1125
430
725
775
840
900
450
45
55
22
31
145
670
550
430
360
480
NOX
PPM
22
33
43
59
261
385
476
441
570
816
97
940
1110
509
502
441
598
338
145
109
31
CO
GM/HR
45.9
67.9
74.1
64.3
59.5
166.6
1624.6
2305.0
2504.9
2153.9
51.0
1747.3
1121.5
1097.7
959. 5
310.4
194.3
168*4
125.3
99.7
43*1
HC
GM/HR
12.7
8.7
18.0
38.0
47.2
33.1
52.4
62.5
71.5
77.5
9.6
7.2
8.4
3.6
4.4
17.5
.53.4
40.6
27.5
20.2
10.4
N02
GM/HR
1.6
4.0
4.8
7.5
36.2
88.1
114.3
117.8
161.2
233.3
6.8
499.4
561.4
272.9
234.1
176.6
158.4
63.0
30.6
20.3
2.2
==23 MODE CYCLE COMPCSITE==
BSCO I4i92 GM/BHP-HR
BSHC C.69 GM/8HP-HR
BSN02 4.00 GM/BHP-HR INLET
BSFC 0.591 LB/BHP-HR
* ENGINE NOT TESTED IN MOTORED MODES
** EGR WAS PROGRAMMED TO INCREASE LINEARLY blTH ENGINE LCAD STARTING
WITH 5? EGR AT 8% LOAD AND INCREASING TO 7.5? EGR AT 823 LOAD. THIS
PROCEDURE MAS USED FOR BOTH SPEEDS IN THE CYCLE. EGR WAS CUTOFF
DURING MODES 1, 2, 9, 10, 11, 13, 14, 21, AND 22 CF THE CYCLE.
"TEST CONDITIONS"
BAROMETER 747.0 HMHG
HUMIDITY 54 GRAINS/LB
AIR TEMP. RANGE 74F - 79F
MAX. EXHAUST TEMP. 1497F
-------
TABLE K-9 COMBINATION OF PARAMETERS NC. 2 FOR ENGIht NO.
INJECTION (AIR PU«P/EhGIN£ SPEED RATIO = 2.5J
5 TO 7.5* EGR, AND UOP CATALYSTS.
23**-- STD. TIMING, AIR
AIR-FUEL RATIO,
ENGINE OBSERVED MANIFOLD EXHALST
SPEED POWER VACUUM FLOW
MODE RPM BHP "HG LB/HR
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
750
1200
1200
1200
1200
1200
1200
1200
1200
1200
760
2300
2300
2300
2300
2300
2300
2300
2300
2300
760
0.0
1.0
4.1
9.2
12.8
25.7
38.5
42.1
47.3
51.4
0.0
102.3
94.1
83.9
76.7
51.2
25.6
18.4
8.2
2.0
0.0
17.5
18.4
17.6
16.5
15.4
6.3
2.9
l.C
1.3
l.C
18.0
1.7
3.C
1.2
2.0
9.5
15.6
16.8
18.6
20.2
18.5
105
159
162
175
191
288
322
343
354
380
103
736
693
649
621
507
379
349
310
278
105
FUEL I
FLCfc
LB/HR
4.5
6.6
6.3
7.5
8.2
14.2
18.6
20.3
21.5
22.8
4.2
44.1
40.5
39.6
36.2
25.1
16.3
14.5
11.8
9.7
4.1
GMT I OK
T I HI KG
DEC BTC
5.0
10.0
ie.o
26.0
26.0
8.0
9.0
9.0
9.0
9.0
5.0
20.0
20.0
19.0
19.0
25.0
39. C
39.0
39.0
38.0
5.0
CO
PCT
0.01
O.G1
0.01
0.01
0.01
0.01
0.03
0.14
0.18
0.22
0.02
0.12
0.08
0.11
0.06
0.02
0.01
0.01
0.01
0.01
0.01
HC
PPMC
115
72
db
125
133
57
68
87
115
125
75
20
19
11
16
47
69
60
49
47
78
NOX
PPM
45
71
86
276
428
441
531
498
814
915
27
1224
1313
546
664
999
843
508
213
135
21
CO
GM/HR
6.7
10.1
10.4
11.2
12.5
18.5
51.8
250.4
326.1
432.9
8.0
451.1
276.5
366.1
193.7
40.5
24.9
23.1
20.6
18.5
7.2
HC
GM/HR
2.7
2.6
3.2
5.0
6.0
3.9
5.3
7.6
10.4
12.0
1.8
3.6
3.2
1.8
2.4
5.8
6.2
5.0
3.6
3.1
2.0
N02
GM/HR
3.5
8.4
10.4
36.9
63.7
99.8
137.8
143.8
244.6
290.5
2.0
727.0
745.1
291.9
334.7
409.4
251.1
140.2
52.1
29.5
1.7
**
==23 MODE CYCLE CCMPGSITE«=
BSCO 2.92 GW/BHP-HR
BSHC C.12 GM/8HP-HR
BSN02 5.86 GM/BHP-HR
BSFC 0.559 LB/8HP-HR
ENGINE NOT TESTED IN MOTORED MODES
EGR WAS PROGRAMMED TO INCREASE LINEARLY KITH
WITH 5% EGR AT 8% LOAD AND INCREASING TO 7
PROCEDURE WAS USED FOR 3CTH SPEEDS IN THE
DURING MODES 1, 2, 9, 10, 11, 13, 14, 21,
I tG
CYCLE.
AND 22
==TEST CONDITIONS'
BAROMETER 748.5 MMHG
HUMIDITY 54 GRAINS/LB
INLET AIR TEMP. RANGE 75F - 77F
MAX. EXHAUST TEMP. 1445F
E LOAD STARTING
R AT 825? LCAO. THIS
EGP WAS CUTOFF
OF THE CYCLE.
Ul
-------
TABLE K-10 COMBINATION OF PARAMETERS NOo 2 SREPLICATE OF TtST IN TABLE K-9J FGR
ENGINE NO. 23*-- STO. TIMING* AIR INJECTION* STANDARD AIR-FUEL RATIOt
5 TO T.5% EGRt AND UQP CATALYSTS*
MODE
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
ENGINE OBSERVED MANIFOLD EXHAL-ST FUEL IGNITION
SPEED POWER VACUUM FLOW FLOW TIMING CO HC NCX CO HC N02
RPM BHP «HG LB/HR LB/HR DEC BTC PCT PPMC PPM GM/HR GM/HR GM/HR
750 C.O 17.7 97 4.0
1200 1.0 16.8 157 6.4
1200 4.1 17.7 163 6.8
1200 9.2 16.7 169 7.2
1200 12.8 15.5 183 8.0
1200 25.7 6.8 275 13.6
1200. 38.5 2.5 318 18.6
1200 42.1 1.0 332 20. C
1200 47.3 1.7 346 21.1
1200 51.4 l.C 368 22.0
750 0.0 18.4 100 4.1
2300 102.3 1.8 736 43.7
2300 94.1 3.C 684 40.2
2300 83.9 1.7 648 37.8
2300 76.7 1.5 622 37.2
2300 51.2 8.7 496 24.9
2300 25.6 15.5 366 15.8
2300 18.4 16.7 339 14.1
2300 8.2 18.6 296 11.4
2300 2.0 20.1 269 9.7
750 0.0 18.4 103 4.1
==23 MODE CYCLE COMPCSITE==
BSCO 2.22 GH/8HP-HR
BSHC 0.11 GM/BHP-HR
BSN02 5.72 GM/BHP-HR
BSFC 0.551 LB/BHP-HR
5.0 0.01 78 21 4.5 1.7 1.4
12.0 0.01 70 38 7.2 2.5 4,3
15.0 0.01 68 68 8.4 2.6 8.5
25.0 0.01 130 212 8.5 5.0 26.9
26.5 0.01 155 413 9.3 6.5 57.8
9.0 0.01 53 402 14..0 3.4 84.6
9.0 0.05 67 433 78.8 5.0 107.4
10. 0 0.12 75 564 191.4 6.0 149.4
10.0 0.13 100 855 219.7 8.3 236.3
10.0 0.15 100 1013 274.0 8.8 296.8
5.0 0.01 58 24 5.1 1.3 1.7
20.0 0.10 28 1484 336.3 4.9 853.6
20.0 0.07 21 1497 219.1 3.3 787.3
20.0 0.05 17 777 162.8 2.6 397.3
20,0 0.07 12 542 225.0 1.8 273.3
24.0 0.01 43 977 26.0 5.1 386.3
39.0 0.01 72 845 14.2 6.2 239.7
38.0 0.01 63 203 13.3 5.0 53.7
38.0 0.01 52 205 10.3 3.6 46.8
38.0 0.01 50 123 9.5 3.1 25.5
5.0 0.01 65 23 3*6 1.6 1.8
-=TEST CCNDITIONS==
BAROMETER 746.8 MHHG
HUMIDITY 54 GRAINS/LB
INLET AIR TEMP. RANGE 73F - 77F
MAX. EXHAUST TEMP. 1436F
* ENGINE NOT TESTED IN MOTORED MODES
** EGR WAS PROGRAMMED TO INCREASE LINEARLY WITH
WITH 5$ EGR AT 8? LOAD AND INCREASING TC 7
PROCEDURE WAS USED FOR BOTH SPEEDS IN THE
DURING MODES 1, 2, 9, 1C, 11, 13, 14, 21,
ENGINE LCAD STARTING
.5* EGR AT 82-? LOAD. THIS
CYCLE. EGR WAS CUTOFF
AND 22 CF THE CYCLE.
NO
t-1
ON
-------
TABLE K-ll COMBINATION OF PARAMETERS NC. 3 FOR ENGINE NO. 23**-- TIMING RETARDED
5 DEGREES. AIR INJECTION (AIR PUMP/ENGINE SPEEO RATIO * 2.5), STANDARD
AIR-FUEL RATIO. 5 10 7.5* EGR. AND UOP CATALYSTS.
ENGINE OBSERVED MANIFOLD EXHAUST
SPEED POKER VACUUM FLGb
MODE RPM 8HP "HG L8/HR
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
750
1200
1200
1200
1200
1200
1200
1200
1200
1200
780
2300
2300
2300
2300
2300
2300
2300
2300
2300
750
0.0
1.0
4.1
9.2
12.8
25.7
38.5
42.1
47.3
51.4
0.0
102.3
94.1
83.9
76.7
51.2
25.6
18.4
8.2
2.0
0.0
17.5
18.4
17.6
16.4
14.8
5,0
1.1
1.0
1.0
l.G
17.9
1.6
2.6
1.6
1.3
9.C
15.8
16.8
18.7
20.0
18. C
99
156
157
177
192
295
350
369
387
400
103
760
754
686
665
525
363
338
298
268
102
FUEL IGNITION
FLO* TIMING
LB/HR DEC BTC
4.4
6.7
6.8
7.8
8.8
16.2
20.9
22.1
23.3
24.1
4.4
48.2
44.7
42.0
41.5
27.8
16.7
14.9
12.1
10.2
4.3
0.0
6.0
17.0
24.0
24.0
6.0
6.0
6.0
6.0
6.0
0.0
16.0
16.0
16.0
16.0
21.0
35.0
35.0
35.0
35.0
0.0
CO
PCT
0.02
0.01
0.01
0.02
0.02
0.02
0.10
0.15
0.15
0.11
0.01
0.17
0.05
0.08
0.14
0.01
0.01
0.01
0.01
0.01
0.01
HC
PPMC
77
34
72
121
125
42
63
80
100
19
59
125
12
8
40
29
55
45
42
40
60
NOX
PPK
29
54
70
199
263
265
362
510
936
926
28
734
1309
605
366
934
781
529
221
133
30
CO
GM/HR
6.7
10.4
10. '6
13.1
14.2
25.7
157.8
249.9
260.5
206.1
5.1
610.1
186.0
270.0
418.4
26.6
14.0
13.1
11.6
10.5
4.9
HC
GM/HR
1.7
1.2
2.6
4.7
5.3
2.7
4.9
6.7
8.7
1.7
1.3
22.0
2.0
1.3
6.1
3.5
4,6
3.5
2.9
2.5
1.4
N02
GM/HR
2.0
6.1
8.1
25.9
40.0
56.5
97.8
140.9
270.6
276.0
2.0
429.1
728.5
315.7
185.3
377.8
219.1
137.5
51.0
27.4
2.3
*
**
==23 MODE CYCLE COMPOSITE"
BSCO 3.24 GM/BHP-HR
BSHC 0.12 GM/BHP-HR
BSN02 4.91 GM/BHP-HR
BSFC 0.608 LB/BHP-HR
ENGINE NOT TESTED IN MOTORED MODES
EGR MAS PROGRAMMED TO INCREASE LINEARLY KITH ENGINE
WITH 5% EGR AT 8* LOAD AND INCREASING TO 7.5* EGR
PROCEDURE WAS USED FOR BOTH SPEEDS IN THE CYCLE.
DURING MODES 1, 2. 9, 10. 11, 13. 14, 21, AND 22
INLET
==TEST CONDITIONS"
BAROMETER 745.2 MMHG
HUMIDITY 54 GRAINS/LB
AIR TEMP. RANGE 74F - 79F
HAX. EXHAUST TEMP. 1541F
LCAC STARTING
AT 82% LOAD. THIS
EGR fcAS CUTOFF
GF THE CYCLE.
-------
TABLE K-12 COMBINATION OF PARAMETERS NC. 3 (REPLICATE OF TEST IN TABLE K-ll) FOR
ENGINE NO. 23**-- TIMING RETARDED 5 DEGREES, AIR INJECTION, STANDARD
AIR-FUEL RATIO, 5 TO 7.53 EGR, AND UCP CATALYSTS.
ENGINE OBSERVED MANIFOLD EXHAUST
SPEED POWER VACUUM FLOW
MODE RPM BHP «HG LB/HR
1
2
3
4
5
6
7
8
9
10
11
12*
13
14
15
16
17
18
19
20
21
22
23*
760
1200
1200
1200
1200
X1200
1200
1200
1200
1200
780
2300
2300
2300
2300
2300
2300
2300
2300
2300
790
0.0
1.0
4. 1
9.2
12.8
25.7
38.5
42. 1
47.3
51.4
0.0
102.3
94.1
83.9
76.7
51.2
25.6
18.4
8.2
2.0
0.0
17.3
18.5
18.4
16.9
15.4
6.4
2.1
2.C
1.0
l.C
17.7
1.2
2.3
1.8
2.6
6.7
15.6
17.C
19. C
19.9
18.0
115
175
191
196
2C4
328
342
354
367
389
118
842
726
700
660
541
379
348
303
279
106
FUEL I
FLOW
LB/HR
4.5
6.6
7.2
7.7
8.3
15.8
20.3
21.4
22.1
23.5
4.5
46.6
43.6
42.5
39.3
27.9
17.2
15.3
12.1
10.6
4.4
GMTION
TIMING CO
DEC ETC PCT
0.0
8.0
21.0
24.5
24.0
7.0
7.0
7.0
7.0
7.0
0.0
15.0
15.0
15.0
15.0
20.0
34.0
34.0
34.0
34.0
0.0
0.02
0.01
0.01
0.01
0.01
0.02
0.08
0.17
0.20
0.18
0.02
0.13
0.06
0.08
0.05
0.01
0.01
0.01
0.01
0.01
0.01
HC
PPMC
90
46
87
125
135
49
67
87
95
100
50
125
58
10
10
25
55
49
41
36
50
NCX
PPM
30
54
93
249
369
441
430
612
598
572
23
871
1270
792
737
870
863
591
256
154
43
CC
GM/HR
9.6
12.9
14.2
14.5
15.2
28.6
168.6
359.4
423.6
400.6
10.0
453.3
199.3
263.5
166.0
24.7
14.3
13.1
11.5
10.5
4.0
HC
GM/HR
2.6
2.0
4.2
6.1
6.9
4.3
6.7
9.0
10.1
11.2
1.5
21.3
9.6
1.6
1.5
3.1
. 4.7
3.9
2.8
2.2
1.2
NO 2
GM/HR
2.7
7.6
14.6
40.7
62.7
127.8
142.7
210.8
211.3
212.6
2.3
493.1
700.2
428.4
372.1
358.7
246.5
154.2
57.9
31.6
3.3
==23 MODE CYCLE COMPOSITE —
BSCO 2.69 GM/8HP-HR
BSHC 0.15 GM/BHP-HR
8SN02 5.92 GM/8HP-HR
BSFC 0.599 L8/BHP-HR
* ENGINE NOT TESTED IN MOTORED HCDES
** EGR WAS PROGRAMMED TO INCREASE LIfcEARLY KITH
WITH 5% EGR AT 8$ LOAD AND INCREASING TG 7,
PROCEDURE WAS USED FOR BOTH SPEEDS IN THE
DURING MODES 1, 2, S, 1C, lit 13, 14, 21,
*=TEST CONDITIONS-*
BAROMETER 743.5 MMHG
HUMIDITY 55 GRAINS/LB
INLET AIR TEMP. RANGE 75F - 80F
MAX. EXHAUST TEMP. 1527F
ENGINE LCAD STARTING
5* EGR AT 82% LCAD. THIS
CYCLE. EGR feAS CUTOFF
AND 22 CF THE CYCLE.
ISS
!-•
00
-------
TECHNICAL REPORT DATA
(Please read Instructions on the reverse before completing)
1. REPORT NO.
APTD-1513
3. RECIPIENT'S ACCESSION-NO
PB-219 052
4. TITLE AND SUBTITLE
Characterization and Control of
Duty Diesel and Gasoline Fueled
^missions from Heavy
:ngines
5. REPORT DATE
December 1972
6. PERFORMING ORGANIZATION CODE
7. AUTHOR(S)
8. PERFORMING ORGANIZATION REPORT NO
9. PERFORMING ORGANIZATION NAME AND ADDRESS
Bureau of Mines
Fuels Combustion Research Group
Bartlesville Energy Research Center
10. PROGRAM ELEMENT NO.
11. CONTRACT/GRANT NO.
Intergency Agreement
EPA-IAG-0129 (D)
12. SPONSORING AGENCY NAME AND ADDRESS
ENVIRONMENTAL PROTECTION AGENCY
Mobile Source Pollution Control Program
Characterization and Control Development Branch
Ann Arbon, Michigan 48105
13. TYPE OF REPORT AND PERIOD COVERED
Final
14. SPONSORING AGENCY CODE
15. SUPPLEMENTARY NOTES
16. ABSTRACT
The report covers results from experimental work 1n measurement of emissions from
heavy duty diesel and gasoline fueled engines and an investigation of the effective-
ness of engine modifications and/or auxiliary devices for reducing emissions. Defi-
nitive engineering information was obtained on the characteristics of seven diesel
and two gasoline engines: the diesel engines were operated on a 13-mode procedure
and a 23-mode procedure; the gasoline engines were operated on a 9-mpde procedure
and a 23-mode procedure for the baseline tests and the 23-mpde procedure was used in
the parametric study for the diesel engines, the control parameters, engine
modification, and auxiliary devices investigated for emission control were: inject-
ion timing; injector type; fuel pump and nozzle modifications; exhaust gas re-
circulation (EGR); aftercooling; turbocharging; and oxidation type catalytic con-
verters for the gasoline engines, the control parameters, engine modifications, and
auxiliary devices studied were: manifold air injection; air-fuel ratio exhaust gas
recirculation; spark timing schedules; and oxidation type catalytic converters.
The report describes the test equipment and fuels, and outlines the experimental
procedures for analysis and measurement. The experimental results are presented
in detail.
7.
KEY WORDS AND DOCUMENT ANALYSIS
DESCRIPTORS
b.lDENTIFIERS/OPEN ENDED TERMS C. COSATI Field/Group
Air pollution
Emission
Measurement
Sampling
Diesel engines
Engines
Exhaust emissions
Odors
Smoke
Aldehydes
Catalytic converters
Fuel injectors
Circulation
Carbon monoxide
Heavy duty diesel engin
Engine modifications
Air pollution control
Turbocharging
13B
Hydrocarbons
Nitrogen oxides
8. DISTRIBUTION STATEMENT
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Unclassified
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234
Unlimited
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17. KEY WORDS AND DOCUMENT ANALYSIS
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