AR-813
VEHICLE EMISSIONS RESEARCH LABORATORY
EMISSIONS FROM A GASOLINE- AND DIESEL
POWERED MERCEDES 220 PASSENGER CAR
Karl J. Springer
Prepared for
Division of Emission Control Technology
Air Pollution Control Office
Environmental Protection Agency
Contract No. CPA 70-44
June 1971
SOUTHWEST RESEARCH INSTITUTE
SAN ANTONIO HOUSTON
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SOUTHWEST RESEARCH INSTITUTE
Post Office Drawer 28510, 8500 Culebra Road
San Antonio, Texas 78228
VEHICLE EMISSIONS RESEARCH LABORATORY
EMISSIONS FROM A GASOLINE- AND DIESEL-
POWERED MERCEDES 220 PASSENGER CAR
by
Karl J. Springer
Prepared for
Division of Emission Control Technolo«;y
Air Pollution Control Office
Environmental Protection Agency
Contract No. CPA 70-44
June 1971
Apjaroved:
dohn M. ClarlT, 3?.7*0irec\or
Department of Automotive Research
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TABLE OF CONTENTS
Page
LIST OF ILLUSTRATIONS Hi
LIST OF TABLES iii
I. INTRODUCTION 1
II. OBJECTIVE 2
III. TEST PLAN 3
IV. TEST EQUIPMENT INSTRUMENTS AND APPARATUS 6
A. Odor and Related Instrumental-Wet Chemical Analysis 6
B. Smoke 7
C. Cyclic Gaseous Emissions 8
D. 1972 Federal Test Procedure--Light-Duty Vehicles 8
V. TEST VEHICLES AND FUELS 10
VI. DIESEL EMISSIONS RESULTS 16
A. Odor and Emissions Results 16
B. Smoke and Cyclic Emissions 21
VII. GASOLINE AND DIESEL RESULTS, 1972 FEDERAL
EMISSIONS TEST PROCEDURE 28
VIII. SUMMARY 36
LIST OF REFERENCES 38
APPENDIXES
A. Odor and Gaseous Emissions from
Mercedes 220 D Automobile A-I
B. Smoke and EMA Cyclic Emissions Data from
Mercedes 220 D Automobile B-l
11
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LIST OF ILLUSTRATIONS
Figure Page
1 Odor and Gaseous Emissions Test 11
2 Exhaust Smoke Opacity Test of Mercedes 220 Diesel 12
3 Federal Emissions Test of Mercedes 220 Gasoline 13
4 Typical Federal Cycle Smoke-Engine Speed Recording
Mercedes 220 D Evaluation 23
5 Average Grams of HC, CO, and NO per Hour--
Mercedes 220 D 26
6 Average Grams of HC, CO, and NO per Pound of Fuel--
Mercedes 220 D 27
' LIST OF TABLES
Table Page
1 Mercedes-Benz 14
2 Fuel Inspection Report for Emissions Test Gasoline 15
3 Diesel Emissions Test Fuel Inspection Data 15
4 Odor Summary--Mercedes 220 D Evaluation 17
5 Emissions Obtained Simultaneously with Odor Ratings--
Mercedes 220 D Evaluation 19
6 Summary of Smoke and EMA Cyclic Emissions Test
Mercedes 220 D Evaluation 22
7 Mercedes 220 Gasoline 1972 Federal Test Results 29
8 Mercedes 220 Diesel 1972 Federal Test Results 32
111
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I. INTRODUCTION
In the search for a low pollution automotive powerplant, the diesel has
too readily been associated with its sister engine, the spark-ignition engine
which operates on gasoline. Though some diesels emit noticeable smoke and/
or odor under some operating conditions, both are classed as nuisance emis-
sions and not health hazards in themselves. Most diesels emit far less toxic
carbon monixide (CO) and somewhat less unburned hydrocarbons (HC) than
comparable gasoline engines, and oxides of nitrogen (NOX) have long been con-
sidered to be about the same from both types of engines when compared on the
same basis.
In the United States, practically all automotive diesels are used in truck
and bus applications in intercity and intracity service. Only one diesel-powered
passenger car is in commercial use in this country, and it is the Mercedes 220 D,
four-cylinder, naturally aspirated diesel engine. Though several tests have
been made of the 220 D vehicle, the tests were done by privately owned com-
panies and the results have not been made public to date. Also, it is under-
stood that exhaust odor evaluations have not been made.
The Mercedes 220 diesel is not subject to Federal regulations of exhaust
emissions since the current light-duty regulations apply only to gasoline-
powered vehicles. Its sister vehicle, powered by the four-cylinder gasoline
engine, has been subject to nationwide Federal certification and exhaust emis-
sion control since 1968. Only a limited number of tests have been run with the
gasoline-powered vehicle using the new LA-4 Federal driving method and
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constant volume sampling (CVS) procedure required in 1972. To our knowledge,
no data have been reported for the 220 D operated on the 1972 Federal procedure.
This project is an attempt to obtain limited data with both types of
engines in comparable vehicles. It was authorized by Modification 3, dated
April 16, 1971, to Contract CPA 70-44. This basic contract was for continued
studies of public opinion to diesel exhaust odor and was titled, "Public Response
to Diesel Engine Exhaust Odors. " The project was completed with a surplus
which was used to perform this project. It was under the direction of Dr. Joe
Somers, Project Officer, Environmental Protection Agency, Air Pollution
Control Office, 5 Research Drive, Ann Arbor, Michigan. Karl Springer served
as the SwRI Project Leader with gasoline studies conducted by Clifford Tyree
and diesel studies supervised by John Storment. It was identified within SwRI
as Project 11-2794-01, started in early May 1971, and was completed
1 month later.
II. OBJECTIVE
The objective of this project was to determine emissions from Mercedes
automobiles powered by a four-cylinder diesel and a four-cylinder Otto (gasoline-
fueled) Mercedes engine. In addition to measuring odor, smoke, and gaseous
emissions from the diesel-powered car using methods developed for heavy-
duty diesel trucks and buses, comparative tests of the gasoline and diesel
vehicles were made using the 1972 Federal Emissions Test Procedure for
CO, HC, and NO.
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HI. TEST PLAN
To meet the objective of this project, a test plan was prepared which
called for an extensive series of tests on the diesel-powered car. Odor mea-
surements were made after a brief familiarization period with the vehicle and a
map of conditions employed. The engine has a rated speed of 4200 rpm and a
peak torque speed of 2400 rpm. For Engine Manufacturers Association (EMA)
gaseous emissions and Federal smoke tests, the intermediate speed is defined
as peak torque or 60% of rated, whichever is higher. Intermediate speed was
2520, rounded off to 2500 rpm for simplicity. Loads evaluated included zero,
one-half and full power at 4200 rpm and 2500 rpm and low idle of 700 rpm (no
load) in triplicate in a random order. One-half load was defined at a fuel rate
midway between the fuel rates at full and no load (transmission in neutral).
Gaseous emissions were also taken during these steady-state, speed-load odor
maps. Measurements included HC, CO, NO, CO2, acrolein, aliphatic aldehydes,
and formaldehyde. These seven conditions, in triplicate (21 runs), were repeated
on three consecutive mornings.
In the afternoons, an attempt was made to simulate transient-type vehicle
operation. This was particularly difficult as the dynamometer employed for
odor work was designed for use with larger vehicles such as trucks and buses.
Simulation of accelerations and decelerations is best accomplished using inertia :
flywheels and the smallest available on the existing machine adjacent to the odor
laboratory is for 16, 000-lb vehicle weight.
The Mercedes requires only 3500 Ib of simulation. Adequate test simu-
lation was achieved by preloading the water-brake chassis dynamometer, which
3
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follows the "q" curve of hp vs mph similar to that of cars on the road. By
presetting the absorber load and carefully selecting operating speeds (mph),
an acceleration after upshift, a deceleration after a cruise, and an acceleration
after idle, from rest, was run. These three transients were replicated in
random order four times for a total of twelve transients per afternoon. No
gaseous emissions were taken during transient operation.
Smoke tests consisted of simulating the Federal Smoke Test Cycle, per
June 4, 1968, and November 10, 1970, Federal Register (Refs. 1 and 2, respec-
tively) normally employed with heavy-duty size vehicles (above 6000-lb GVW).
This procedure involves an acceleration from 200 rpm above low idle (simulated
"low" gear acceleration) followed by another acceleration from intermediate
speed to near rated speed (simulated acceleration in a "high" gear) and con-
cluded by a lugdown from rated to intermediate speed at maximum power. As
discussed earlier, rated speed was 4200 and intermediate was 2520 rpm.
The Federal procedure is stipulated to be done on an engine dynamometer,
but a quite satisfactory simulation can be accomplished by a chassis-operated
engine using suitable chassis dynamometer and inertia flywheels. A 60-truck
diesel surveillance fleet has demonstrated the ability of chassis simulation
to achieve realistic and repeatable smoke-engine rpm traces. The accelera-
tion-lugdown sequence is repeated twice during a run, and smoke tests were
run four times.
In addition to the simulated Federal smoke test, a power and smoke curve
was run at maximum power from 4200 rpm to 2600 rpm in 400-rpm increments.
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This procedure involves a stairstep operation in which each point is held longer
than during the lugdown of the Federal cycle. Also, the speed range is broader.
Cyclic-type gaseous emissions were obtained using a procedure pro-
posed by the Engine Manufacturers Association (Ref. 3) to the California Air
Resources Board (ARB) for diesel-powered trucks and buses. The ARB has
since adopted this procedure (Ref. 4) and the EPA has permitted the ARB to
promulgate standards during recent waiver proceedings (Ref. 4). The
California limits for 1973 are 16 g of HC + NO2 per bhp-hr and 40 g of CO
per bhp-hr. In 1975, these are reduced to 5 and 25, respectively. The
limits are based on a test procedure, described in References 3 and 5, which
is a 13-mode stairstep speed and load map of the engine. Briefly, the procedure
starts with low idle, then 0, 25, 50, 75, and 100% load at intermediate speed
(2520 for 220 D) followed by low idle. Then speed is increased to rated (4200
for 220 D) at 100% load with decrease to 75, 50, 25%, and no load. Another
idle is then run. Please refer to Reference 5 for further details and for the
basis of development.
The final series of tests with the diesel were made using the new 1972
Federal Test Procedure (Ref. 2) which incorporates the LA-4 driving schedule
>
and CVS-analysis method. One major potential complication which arose in utiliz-
ing this system with the diesel was the preciseness of the hydrocarbon measure-
ments. Diesel exhaust hydrocarbons are predominately higher molecular weight,
higher boiling point, and more easily condensed from their mainly gaseous state
on exit of the combustion chamber than the hydrocarbons from the gasoline-fueled
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spark-ignition engine. The instruments and apparatus used will be described
in a later section.
The gasoline-powered Mercedes was tested using the 1972 Federal Test
method for CO, NO, and HC in accord with the November 10, 1970 Federal
Q
Register (Ref. 2). In addition, formaldehyde, aliphatic aldehydes, and acrolein
were measured using the remainder of the CVS bag of diluted exhaust. The
test plan tor the gasoline and diesel cars included replicate cold-start tests on
as identical a basis as possible to permit comparison of the results.
IV. TEST EQUIPMENT INSTRUMENTS AND APPARATUS
In keeping with the limited scope of this project and final report, the
equipment, instruments, and experimental apparatus employed will be mentioned
with reference to more detailed descriptions both in previous final reports
and the open literature.
A. Odor and Related Instrumental-Wet Chemical Analysis
The PHS quality intensity (QI) or Turk kit method of evaluation of dilute
samples of diesel exhaust odor (Ref. 6) was employed to express odor judgments
by the trained ten-person SwRI odor panel. The kit includes an overall "D"
odor in steps of 1 through 12, 12 being strongest, that is made of four sub-
odors or qualities. These comprise burnt smoky "B", oily "O", aromatic
"A", and pungent "P" qualities each in a 1 through 4 intensity series, 4 being
strongest. Special odor sampling, dilution, and presentation facilities for
diesel odor research were developed about 5 years ago using design criteria
obtained in field studies of atmospheric dilution of bus and truck exhaust.
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Horizontal exhaust at bumper height from a city bus was found to be diluted to
a minimum reasonable level of 100:1 before being experienced by an observer.
This dilution level was used in tho study of the Mercedes 220 D. References
7 and 8 describe the odor facility and References 7 through 9 describe the
development of procedures and operating conditions for research purposes.
Several years ago, Nondispersive Infrared (NDIR) and Flame lonization
Analysis (FIA) and wet chemical analysis were added to measure gaseous
materials at the same time. These measurements assisted in determining
control device effectiveness and in correlating odor ratings to routine exhaust
analysis. In brief, NDIR was employed for CO, NO, and CO2 and the SwRI
high temperature (375° F) analyzer (Ref. 10) was used for exhaust hydro-
carbon measurement. The chromotropic acid method for formaldehyde, 3-
methyl-2-benzylthiozolone hydrazine (MBTH) method for aliphatic aldehydes,
and the 4-hexylresorcinal method for acrolein, all of which are wet chemical
methods, were employed. These are described somewhat in Eeference 11.
Procedures for odor measurement, i.e., method and theory of operation,
were described in the test plan.
B. Smoke
The PHS full-flow light-extinction smokemeter, featured in the Federal
Smoke Test and regulations for diesel engines in heavy-duty vehicles, was used
exclusively to measure smoke from the Mercedes 220 D. The smokemeter
is described in both June 4, 1968 (Ref. 1) and November 10, 1970 (Ref. 2) Federal
Register as well as several other publications. It is quite responsive to transient
smoke behavior and is well within the ±1% opacity accuracy. The chassis
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dynamometer utilized was similar to the unit used for odor tests but had lower
inertia simulation. The water brake of the Clayton CT-200 dynamometer is
ZOO-hp capacity. This, plus inertia flywheels, made simulation of the Federal
test procedure possible.
C. Cyclic Gaseous Emissions
The chassis alternative of the EMA procedure requires a 39-min speed -
load map of 13 modes, at 3 min per mode. In addition to CO, NO by NDIR, and
HC by heated FIA, fuel rate must be measured continuously (according to SAE
recommended procedure V177). A Flo-Tron system was used to measure the
net fuel consumption of the engine, which, in turn, enabled the use of manu-
facturer's curves for inlet air rate and engine flywheel horsepower. Part IV
of the Diesel Final Report to EPA (Ref. 12) includes a section on development
of this cyclic procedure and copies of the EMA 13-mode procedure, Draft No. 7,
and the California ARB procedure which is essentially Draft 7 of the EMA proposal.
D. 1972 Federal Test Procedure--Light-Duty Vehicles
This procedure is described in the November 10, 1970, Federal Register
(Ref. 2) and specifies the use of the LA-4 driving schedule. The exhaust is
sampled and diluted continuously during the 23-min test by a CVS. The need
to obtain emissions from the diesel and gasoline vehicle by as identical a
procedure as possible prompted selection of a relatively low CVS flow rate, a
nominal 150 CFM. This flow rate was selected to permit adequate measure-
ment of the expected low emissions of CO and HC from the diesel, yet maintain
CVS blower inlet air temperature within specification.
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The Mercedes 220 D engine was tested using the same chassis dyna-
mometer horsepower and inertia simulation settings. The same driving aid
and preprinted chart paper was used. Hydrocarbons were measured in the
usual way with the normal flame ionization analyzer used with diluted gasoline
exhaust. To determine the possible loss of hydrocarbons due to condensation
and hang-up on sampling system heat exchanger and Tedlar plastic bags, some.
experiments were made under selected steady state conditions with the SwRI
high temperature HC analyzer at the inlet to the heat exchanger and at the
inlet to the Roots CVS blower at the normal sampling point and from a diluted
bag at various periods of time after collection.
The results of these experiments, made at several constant speeds and
loads at varying levels of hydrocarbon output, resulted in serious concern about
the reliability and precision of HC measurements when the exhaust is handled
in the normal way with the constant volume sampler. It should suffice to say
that the heat exchanger and other sampling components, including the plastic
bag, in contact with the dilute exhaust serve to trap-out many of the high boil-
ing temperature high molecular weight hydrocarbons. Condensation of these
materials, such as unburned fuel, etc., occurs in a variable way that is some-
what speed and load dependent as well as time and history dependent.
Under the limitations of time and funds for this study, the best method
available was'to take a sample at the inlet to the Roots CVS blower and transfer
it to the SwRI diesel hydrocarbon analyzer, keeping the sample and all sampling
components as well as analyzer heated to 375° F. By analyzing a continuous
sample throughout the run, the resulting 23-min trace could be time integrated
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to give an overall average concentration which could be converted to g/mile.
More discussion of this point will be given in Section VII of this report.
Reference 13, the February 27, 1971, Federal Register, describes the
chemiluminescence method for oxides of nitrogen measurement. The newness
of this method and the difficulty in obtaining the system in time for this project
precluded its use simultaneously with other measurements. Diluted bag exhaust
was subjected to NO measurement by NDIR and by electrochemical (Enviro-
metrics) methods and NOX (NO + NO^) by a modified Saltzman syringe method.
Finally, the bag samples were pumped slowly through wet chemistry
absorbers for analysis of formaldehyde, aliphatic aldehydes, and acrolein,
(three oxygenates), the first two of importance in reactivity and all three
related to diesel odor. Chromatropic acid, MBTH, and the 4-hexylresorcinal
methods, mentioned earlier, were used in this exploratory part of the project.
V. TEST VEHICLES AND FUELS
The two test vehicles, furnished through the courtesy of Mr. Hans Prykop
and Mr. Gerhard Langhans of Mercedes-Benz of North America, are described
in Table 1. The 220 D vehicle, vehicle number 12-153636, had 16,450 miles and
the 220 gasoline, vehicle number 12-049417, had 16,378 miles when delivered
to SwRI. Both vehicles were equipped with four-speed automatic transmission
and the engines were in satisfactory running condition.
Figures 1 and 2 are various views of the diesel-powered auto engine
prepared for odor and gaseous emissions tests and smoke opacity runs on
special SwRI chassis dynamometer facilities. Figure 3 contains two views
10
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FIGURE 1. ODOR AND GASEOUS EMISSIONS TEST
OF MERCEDES 220 DIESEL
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FIGURE 2. EXHAUST SMOKE OPACITY TEST OF MERCEDES 220 DIESEL
12
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FIGURE 3. FEDERAL EMISSIONS TEST OF MERCEDES 220 GASOLINE
13
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TABLE 1. MERCEDES-BENZ
Model
220 D
220
Type of vehicle .
Number of cylinders
Total piston displacement, cu. in.
Output SAE, gr hp/rpm
DIN, PS/ rpm
Maximum torque SAE, Ib-ft/rpm
Maximum torque DIN, Ib-ft/rpm
Compression ratio
Acceleration 0 to 62, miles/sec
Rear axle ratio
Maximum speed, mph (approx. )
Tires
Turning circle radius, ft
Fuel tank, U.S. gal.
Wheelbase, in.
Overall length, in.
Overall width, in.
Overall height, in.
Empty weight, Ib
Sedan
4
134
65/4200
60/4200
96/2400
93/2400
21:1
28, 1
i = 3, 92
84
6.95 - 14/
175 - 14/4 PR
35.6
17.2
108.3
184. 5
69.7
56.7
3040
Sedan
4
134
116/5000
105/4800
142/3000
132/2800
9:1
13,7
i = 3,92
104
6.95 S 14/
175 S 14/4 PR
35.6
17.2
108.3
184.5
69.7
56.7
2960
of the Mercedes 220 spark-ignition engine prepared for the 1972 Federal Test
Procedure for CO and HC via the CVS method also shown. This dynamometer
and CVS were used to test the diesel-powered car also. An inertia simulation
equivalent to 3500-lb vehicle weight was used for both vehicles during the 1972
Federal tests.
The gasoline test fuel was obtained under the specifications listed in
the November 10, 1970, Federal Register (Ref. 2). Results of an inspection
of the fuel are shown in Table 2.
The diesel test fuel conformed to the specifications in the November 10,
1970 Federal Register (Ref. 2) for No. 2 D emissions test fuel. The inspection
data for a sample of the fuel used in the diesel tests are listed in Table 3.
14
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TABLE 2. FUEL INSPECTION REPORT FOR EMISSIONS TEST GASOLINE
Item '_ Specifications
Octane, Research 103.4
Pb (organic), g/U.S. gal. 3.27
Distillation range
IBP, ° F 88
10% point, °F 127
50% point, "F 220
90% point, 6F 305
EP, °F 340
Sulfur, wt % 0.004
Phosphorus, theory 0.0
RVP, Ib 9.1
Hydrocarbon composition
Olefins, % 0. 4
Aromatics, % 27.3
Saturates Remainder
TABLE 3. DIESEL EMISSIONS TEST FUEL INSPECTION DATA
• Item Specifications
Fuel Designation DF-2
Cetane Number 44.9
Distillation
IBP, °F 357
10% point, °F 418
50% point, °F 488
90% point, °F 559
EP, °F 600
Specific Gravity, °API at 60°F 33.9
Total Sulfur, % 0.25
Hydrocarbon composition, %
Aromatics, % 30.8
Paraffins, Napthenes, Olefins Remainder
Flash Point, °F 155
Viscosity, centistokes at 100°F 2. 50
15
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VI. DIESEL EMISSIONS RESULTS
The results of the extensive tests of the single Mercedes 220 D vehicle
will be discussed topically for odor and emissions, smoke, and then cyclic
gaseous emissions.
A. Odor and Emissions Results
Table 4 summarizes the 3 days of odor evaluations listed in detail
in Appendix A of this report. The "D", "B", "O", "A", and "P" ratings
represent the overall panel three-run average. Though each day's runs were
made in random order, the day-to-day repeatability and run-to-run repeat-
ability per Appendix A data were as good as could be expected. Various plots
of the odor data have been made to try and understand the odor-ratings
behavior versus load and speed to no great avail. The behavior of decreasing
odor intensity with an increase in power at 2500 rpm was counter to the
behavior at 4200 rpm. At rated speed, odor was highest at half power and
this characteristic is generally the reverse of most diesel engines previously
tested for which minimum odor usually occurs at midpower. Low-idle opera-
tion did not produce a particularly high odor level relative to high-idle opera-
tion at 2500 rpm, for example.
Transient odor evaluations revealed the deceleration after cruise to be
significant odor producing condition. The average D rating of 6. 8 for decelera-
tion is as high or higher than the D intensities measured for uncontrolled city
buses powered by two-cycle stroke diesel engines, one of the most intense, if
not the most intense, condition known. In general, the odor does not resemble
any specific odor previously encountered from two-stroke, four-stroke,
16
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TABLE 4. ODOR SUMMARY--MERCEDES 220 D EVALUATION
Condition Load
2500 rpm 0
34 mph
2500 rpm 1/2
34 mph
2500 rpm Full
34 mph
4200 rpm 0
29 mph
4200 rpm 1/2
29 mph
4200 rpm Full
29 mph
Idle
Idle
Accelera-
tion
Accelera- ,
tion
Decelera-
tion
Date
5/10/71
5/11/71
5/12/71
Average
5/10/71
5/11/71
5/12/71
Average
5/10/71
5/11/71
5/12/71
Average
5/10/71
5/11/71
5/12/71
. Average
5/10/71
5/11/71
5/12/71
Average
5/10/71
5/11/71
5/12/71
Average
5/10/71
5/11/71
5/12/71
Average
5/10/71
5/11/71
5/12/71
Average
5/10/71
5/11/71
5/12/71
Average
5/10/71
5/11/71
5/12/71
Average
"D"
Composite
5.6
6.3
6. 1
6.0
3.9
4.0
3.4
3.8
4. 3
3.2
4.4
4.0
4.7
4.6
3.9
4.4
6.2
6. 1
6. 1
6. 1
5.0
5.9
5.7
5.5
4.0
4.0
3.8
3- 9
4.8
4. 3
4.3
4. 5
5.3
5.3
5. 1
5.2
7.0
6.4
6.9
6.8
"B"
Burnt
2.0
2.0
1.9
2.0
1. 2
1. 1
1. 1
1. 1
1. 3
1.0
1.4
1. 2
1.6
1. 3
1. 1
1.3
2.0
2. 1
3-2
2. 1
1. 8
1. 9
1.9
1.9
1. 1
1. 2
1. 1
1. 1
1.7
1. 2
1. 3
1.4
2.0
1.8
1.6
• 1.8
2.2
2.0
2. 1
2. 1
"O"
Oily
1.3
1.6
1. 3
1.4
1. 1
1.0
1.0
1.0
1. 1
1.0
1.0
1.0
1.1
1. 1
1.0
1. 1
1.3
1. 5
1.2
1.3
1. 1
1.4
1.3
1.3
1. 1
1.0
1.0
1.0
1.0
1. 1
1.0
1.0
1.3
1. 1
1. 1
1.2
1.7
1. 5
1.8
1.7
"A"
Aromatic
1. 1
1.0
1. 1
1- 1
0.9
0.9
0.7
0.8
1- 1
0.8
0.8
0.9
1. 1
0. 9
0.9
1.0
1.1
1.0
. 1
. 1
.1
, 1
.0
.1
1. 0
1.0
0.9
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.1
1.0
1.2
1.2
1. 1
1. 2
iipn
Pungent
1.2
1.6
1.6
1. 5
0.6
0.8
0.7
0.7
6.7
0.4
1.2
0.8
1.0
1. 1
0.9
1.0
1.5
1.6
1.7
1.6
1.0
1.3
1.5
1.3
0.9
0.8
0.8
0.8
1.0
1.0
0.8
0.9
1.2
1.3
1. 1
1. 2
1.9
1.7
1.9
1.8
17
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prechamber, open-chamber, turbocharged, or naturally aspirated diesel
engines previously tested.
Though many of the odor strengths are similar to uncontrolled buses,
the character of the odor was somewhat different. The pungent quality was
quite noticeable as indicated by the higher "P" ratings than previous. Less
kerosene odor, or unburned hot-fuel smell was noticed, but, when combined
with the penetrating, pungent odor, there resulted a type of odor difficult
to describe in terms of previous experience. The odor evaluated was judged
to be very typical of that encountered by the writer on West German autobahns
and in urban traffic, including, among other sources, a number of diesel-
powered Mercedes cars. The odor presented to the panel at 100:1 dilution
was termed realistic of traffic levels encountered.
Simultaneously with the steady-state odor evaluations, exhaust emissions
of HC, CO, NO, aldehydes, formaldehyde, and acrolein were measured. These
measurements, listed in Appendix A, Tables A4 through A6, are summarized
on Table 5 of the text and correspond to the odor conditions, etc. , listed on
Table 4. The as-measured concentrations of Table 5 for each day's operation
are tabulated and an overall average obtained. Day-to-day repeatability of
HC, CO, and NO seemed satisfactory except for HC at 4200 rpm and 1/2 load.
Wet chemical measurements were less repeatable than usual under certain
conditions, and this was a reflection of the run-to-run difficulties encountered.
Cyclic emissions results, to be discussed later, exhibited less than the usually
good repeatability of diesels previously tested. This engine, though operating
18
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TABLE 5. EMISSIONS OBTAINED SIMULTANEOUSLY WITH ODOR RATINGS--
MERCEDES 220 D EVALUATION
Condition
2500 rpm
34 mph
2500 rpm
34 mph
2500 rpm
34 mph
4200 rpm
29 mph
4200 rpm
29 mph
4200 rpm
29 mph
Idle
1/2
Full
1/2
Full
Date
5/10/71
5/11/71
5/12/71
Average
5/10/71
5/11/71
5/12/71
Ave rage
syio/71
5/11/71
5/12/71
Average
5/10/71
5/11/71
5/12/71
Average
5/10/71
5/11/71
5/12/71
Ave rage
5/10/71
5/11/71
5/12/71
Ave rage
5/10/71
5/11/71
5/12/71
Average
HC,
ppm
1004
1063
873
980
59
75
79
71
58
67
67
64
67
96
104
89
396
, 933
888
739
59
71
50
60
155
79
80
105
CO,
ppm
727
695
718
713
182
242
268
231
281
--•177.
169
209
329
359
355
348
1076
1200
1189
1155
1357
746
801
968
204
156
143
168
NO,
ppm
73
69
93
78
348
329
341
339
467
504
545
505
221
204
246
224
536
504
544
528
553
603
638
598
118
122
132
124
Ac role in,
ppm
7.5
10.6
5.0
7.7
0.6
2.8
0.7
1.4
1.1
0.9
1.1
1.0
1.7
1.0
0.8
L2
3.5
9.0
6.3
6.3
1.1
1.5
1.9
1.5
2.2
0.9
1.8
1.6
Formal-
dehyde ,
ppm
17.4
16.2
12. 6
15.4
19.0
17.8
8.7
15.2
13.1
6.5
21.5
13.7
9.4
8.0
6.4
7.9
23.4
15.4
21.2
20.0
22.8
29.5
12.7
21.7
12.5
11.7
11.9
12.0
Aliphatic
Aldehydes,
ppm
28.0
30.3
26.3
28.2
25.6
24.5
13.1
21.1
12.1
10.1
20.2
14.1
10.8
12.1
14.9
12.6
34.3
36.2
34.9
35.1
29.2
27.9
18.1
25.1
21.0
17.5
18.6
19.0
-------
satisfactorily, just lacked the run-to-run and day-to-day stability in operation
noted over the past several years of work with larger truck and bus diesels.
With regard to emissions behavior, it is evident from Table 5 that HC
was substantially higher at no load and 2500 rpm and at 1/2 load and 4200 rpm
than at the other loads investigated at both speeds. Low idle was not a big
contributor of HC. Previous studies of instrumental correlation to odor-panel
ratings has pointed to exhaust HC as an important predictor of odor intensity.
The high levels of odor noted correspond directly to the high concentrations
of unburned HC in the exhaust. Acrolein has also been found to be a good pre-
dictor of odor strength and the same correlation to high odor at no load and
2500 rpm and at 1/2 load and 4200 rpm was found. Aliphatic aldehydes, another
indicator of odor found from the extensive previous studies, likewise
corresponds nicely to odor panel ratings, especially at 4200 rpm.
With regard to magnitude, the HC levels measured at no load arid 2500
rpm (980 ppm C) and 1/2 load and 4200 rpm (739 ppm C) are reminiscent of a
two-stroke city bus engine with old crown valve injectors at either no load and
high speed or at very heavy load. The remainder of the steady-state HC emissions
are more comparable to two-stroke city bus or truck engines with N or LSN in-
jectors or optimized naturally aspirated and turbocharged open chamber or
prechamber engines. CO conditions are higher than many four-stroke diesel
engines. The magnitudes are different at the same power levels for each speed
and thin is not explainable from this limited study. Apparently 1/2 load at
4200 rpm is an off-de sign point for HC, CO, and odor along with acrolein,
formaldehyde, and aliphatic aldehydes. In general, the oxgenates were similar
20
-------
concentration to many two-stroke in-powered city buses equipped with S
injectors. Oxides of nitrogen were low and their increase with load seems
reasonable, though less than that experienced with other well-designed engines.
B. Smoke and Cyclic Emissions
Table 6 lists in summary form the results of the simulated Federal
smoke (chassis-dynamometer version) tests. In all, four runs were made,
each consisting of three replications, and the chart readings for each run
are included in Appendix B of this report. A sample acceleration lugdown
smoke trace is shown as Figure 4 to illustrate smoke behavior versus engine
rpm and time. The acceleration or "a" factor average of 10.8% and lugdown
or "b" factor average of 9. 4% opacity may be compared to the Federal limits
of 40 and 20% opacity. An exhaust opacity of 10% represents noticeable smoke
and is slightly lighter than a Ringelmann 1 rating. An opacity of 3 to 4% is the
visibility limit for exhaust smoke by the PHS smokemeter.
The power-curve smoke-test results are listed on Table 6 for maximum
power operation at 4200, 3800, 3400, 3000, and 2600 rpm. The smoke read-
ings essentially confirm the lugdown ratings made during the Federal test.
It should be mentioned that the smoke from this engine was measured several
weeks later, after additional tests were made by the 1972 procedure for
gaseous emissions involving the CVS and LA-4 driving route. The objective
of the later smoke tests was to investigate the effect of two candidate fuel
additives on emissions, and was conducted as part (Part V) of the long-range
investigation of diesel odor and smoke. After operating on the first additive
21
-------
TABLE 6. SUMMARY OF SMOKE AND EMA CYCLIC EMISSIONS TESTS
MERCEDES 220 D EVALUATION
Results of Federal Smoke Tests
Average
10.8
9.4
"a" Factor
"b" Factor
RPM
4200
3800
3400
3000
2600t
Run 1
10.1
8.5
Results
PHS Smoke
Run 2
11. 1
10.3
Opacity, %
Run 3
11.5
10.1
of Power Curve --Smoke
PHS Smoke
Run 1 Run 2 Run
8.0 8.0
7.2 7.5
8.0 7.2
6.5 6.6
10.0 9.3
7.5
6.8
6.6
5.3
7.4
Opacity, %
3 Run 4
10.0
11.0
6.2
5.0
6.5
Run 4
10.7
8.8
Tests
Average
8.4
8. 1
7.0
5.8
8.3
Power*
32
35
34
31
26
*Rear wheel horsepower, observed.
TDownshifting of the automatic transmission prevented power readings below
2600 engine rpm.
Results of EMA 13-mode, 39-min
Gaseous Emissions Tests, g/bhp-hr
Run 1 Run 2 Run 3 Run 4 Run 5 Run 6 Average
HC
CO
NO
NO as NO2
HC + NO2
1.26
4.97
3.57
5.47
6.73
1.25
4.65
3.64
5.58
6.83
1.30
4.94
3.50
5.37
6.67
1.30
4.22
3.87
5.93
7.23
1. 16
4.81
4.20
6.44
7.60
1. 06
4.29
4.08
6.26
7.32
1.22
4.65
3.81
5.84
7.06
22
-------
CM
Date: 5-17-71
Chart Speed: 12 in. /minute
100% Chart - 4500 rpm
100% Chart - 100% Opacity
Start/End First Accel: 20/84%
Start/End Second Accel: 56/93%
Start/End Lugdown: 93/56%
FIGURE 4. TYPICAL FEDERAL CYCLE SMOKE-ENGINE SPEED RECORDING
MERCEDES 220 D EVALUATION
-------
treated fuel, both a DF-2 commercial diesel fuel and the DF-2 emissions-test
fuel, described earlier, were used to start the back-to-back test series.
Smoke during the Federal test and the power curve test using untreated
fuel was approximately half of that reported in Table 6. The rear wheel power
output was essentially the same, as was fuel rate into the engine. Additional
diagnostic efforts failed to indicate why the engine produced less smoke.
Further tests with the untreated base DF-2 fuel showed slightly lower odor
with other emissions of HC, CO, and NO about the same. It could have been
that one injector was partially malfunctioning during the initial test series
and cleared itself during the LA-4 driving cycle emission tests. The results
of the fuel additive tests will be reported in a bimonthly report under Contract
PH 22-6H-23 to Mr. Ralph Stahman of EPA, the Project Officer.
At the bottom of Table 6 are the results of the cyclic emissions tests
performed using the chassis version of the EMA-California AR B test procedure.
In all, six runs were made, three each on 2 days, to establish satisfactorily
the cyclic emissions behavior of this heretofore untested engine. Though the
run-to-run and mode-by-mode repeatability at certain modes was inferior to
that achieved during tests of over 50 diesel-powered trucks and buses under
a diesel surveillance project (Contract EHS 70-109), the variations seemed
to self-compensate and result in apparently good overall run-to-run repeatability.
For mode concentrations and emissions calculations, please refer to the cyclic
data included in Appendix D, Tables lifi and B6.
The average of 1.22 HC g per bhp-hr is similar to slightly higher than
many of the diesels previously tested. In combination with the brake specific
24
-------
NO, in terms of NCU, the average of 7.06 g HC + NO2 per bhp-hr is well
within the 16-g standard for 1973 in California, but in excess of the 5-g
limit set for 1975 by the ARD. Many truck and bus engines tested to date
are double this Mercedes 220 D engine average of 7.06. Nitric oxide is
particularly low with this Mercedes 220 D and is the major reason for the
difference. Whether this engine could be modified to meet 1975 California
standards is not known. It is a mute point, however, since the diesel regu-
lations apply to heavy-duty applications of above 6, 000-lb gross vehicle weight.
CO of 4. 65 g per bhp-hr is similar to that from many other diesels and is
well below the 40- and 25-g limits set by the California ARE as these limits
are intended for the gasoline-powered truck and bus (heavy-duty).
There are many analyses that can be made of the cyclic data contained
on Tables 155 and B6. Two methods are to compute grams of emissions per hour
and per pound of fuel consumed; then plot these values versus engine load or
power level for both rated and intermediate speeds. This is done in Figures 5
and 6 for grams per hour and grams per pound of fuel consumed, respectively.
The data are listed on Table B7. The somewhat peculiar behavior of HC (at no
load and 2500 rpm and at 1/2 load and 4200 rpm) mentioned earlier and CO is
shown by both figures. As an example of further analysis of the data on Figure 6,
emission impact values could be computed if the amount of fuel consumed overall
at various load settings was known or estimated.
In summary of the diesel odor, smoke, and cyclic emissions tests, it
can be said for the vehicle tested that odor under certain driving conditions
was as intense as old-style S injector-equipped city buses powered by two-stroke
25
-------
25
23
21
19
17
15
13
11
1.0
0.5
O HC
- D CO
A NO
25 50 75
Percent of Full Engine Load
100
FIGURE 5. AVERAGE GRAMS OF HC, CO, AND NO
PER HOUR--MERCEDES Z20 D
-------
O HC
a co
A NO
25 50 75
Percent of Full Engine Load
100
FIGURE 6. AVERAGE GRAMS OF HC, CO, AND
NO PER LB OF FUEL--MERCEDES 220 D
27
-------
engines with a more penetrating, yet less kerosene characteristic, odor quality.
HC, acrolein, and aldehydes seemed to correlate well with odor ratings, and
they too were indicative of an old-style diesel bus under intense odor conditions.
Federal cycle smoke was on the order of 10% (both "a" and "b" factor), a
noticeable level while relatively low oxides of nitrogen were responsible for
the respectable 7 g of HC + NO., obtained during the 13-mode California ARB-
EMA test procedure. Additional diesel tests were made on the LA-4 driving
schedule and will be reported in the next section to facilitate comparison to
the Mercedes 220 gasoline results.
VII. GASOLINE AND DIESEL RESULTS, 1972 FEDERAL
EMISSIONS TEST PROCEDURE
This section contains results for both gasoline and diesel Mercedes
tests by the new 1972 Federal Light-Duty Exhaust Emissions Test Procedure.
The CVS and the LA-4 driving schedule were utilized in this procedure,
designed to measure true mass emissions of vehicles below 6, 000-lb GVW.
Table 7 lists the HC, CO, NO, NO , and several oxygenates in terms of grams
X.
per mile. Four runs were made and the results for each run, made on a
separate day, are listed and averaged to indicate something of the test repeat-
ability. The four-run average HC was 2.68 and the average CO was 32.34 g
per mile. Both contaminates are specified in Reference 2 for 1972 model
year light-duty at 3.4 and 39 g per mile HC and CO, respectively.
Oxides of nitrogen are specified for control to a maximum of 3 g of
NOX as NO? per mile starting with 1973 model year using a chemiluminescence
type NO-NOX instrument. Such an instrument was not available until some time
28
-------
TABLE 7. MERCEDES 220 GASOLINE 1972 FEDERAL TEST RESULTS
(All Values in Grams/Mile)
HC,
CO,
NO
(as NO)
FIA
NDIR
The following
NDIR
Electrochem*
Chemilumt
Run No.
1 2
5/19/71 5/20/71
2.97 2.65
30.09 32.99
not specified for 1972
2.47 1.90
3.08 2.49
3
5/21/71
2.88
34.61
1. 85
2.96
4
5/22/71
2. 23
29.66
2.22
2. 35
Average
2.68
32. 34
2. 11
2.72
0.91
NOX SaltzmanJ 3.89 4.13 3.16 2.92 3.53
(as NOz) Chemilum 3.62
Formaldehyde 0.074 0.085 0.059 0.083 0.075
Aliphatic Aldehydes 0.072 0.101 0.065 0.091 0.082
(as formaldehyde)
Acrolein 0.042 0.064 0.066 0.066 0.060
*Envirometrics Faristor.
fSingle run made 6/14/71 with new Thermo Electron Instrument.
^Modified syringe method.
29
-------
after the planned test series was completed. The instrument, furnished for
use in a very high-priority aircraft turbojet emissions project, was available
for only a single test of both vehicles. Accordingly, several other techniques,
none wholly satisfactory or as specified in the recently published 1973 rule
making (Ref. 13), were employed to obtain some data on oxides of nitrogen.
NDIR analysis of NO was fairly repeatable, but it is known to understate the
NOX produced (defined as NO + NOJdue to conversion of NO to NO? in the
dilute CVS bag with time. An electrochemical, Envirometrics Faristor,
instrument was tried to determine NO, NO?, and NOX< Only NO was found
to be credible and, accordingly, the NO? an^ NO data were discarded. The
average NO grams per mile value from this analysis was higher than that by
NDIR, and this has been the general trend when using these two instruments.
A single run, made with a brand new ThermoElectron Company (TECO)
chemiluminescence NO-NO instrument, still in its checkout stages, resulted
A
in lower than expected NO value of about half that normally found by NDIR, which
has been fairly reliable. This single value should be used with much caution
because of the newness of the instrument and our inability, due to priority
commitments, to perform additional tests. The value is expressed as grams
of NO per mile and may be converted to grams of NO^ per mile by the ratio
of molecular weights, 46/30.
Modified Salt/.inan syringe samples, in duplicate, were also taken of the
CVS dilute bag anil, Like: all other mrasurr.mrnt.s, <>' t'"% l>arU j^rouwl l>ag. The
results are shown on Table 7 with an average 3. 53 g per mile of NO as NO?.
NO by the new TECO on a later run was 3. 62 g NO-, per mile which appears
X £
30
-------
to be in good agreement with Saltzman results. Again, this is a single run
and the results should be used with care.
The three partial oxygenates of formaldehyde, aliphatic aldehydes, and
acrolein are listed last on Table 7. The value of these data is uncertain, but
they were taken as further exploratory data for possible comparison with the
diesel results. These wet chemical procedures required bubbling the bags of
exhaust slowly through reagent for subsequent colorimetric analysis. The
run-to-run repeatability seems satisfactory in light of the methodology, but
comment on the magnitude of the result or its precision cannot be offered.
Table 8 is similar to Table 7 in that it lists emissions results using the
1972 driving procedure and CVS, but Table 8 is for the Mercedes 220 Diesel.
As mentioned in a previous section, difficulties were encountered in accurately
measuring hydrocarbon concentrations in the dilute diesel exhaust after it was
handled by the CVS. Though the heat exchanger acts somewhat as a GC column
in adsorbing and desorbing, equilibrium seemed to be achieved after several
repeated runs and this effect became secondary in importance to the simple
condensation of hydrocarbons in the sample taken at the inlet to the CVS blower.
This sample is normally obtained and transferred through 1/4 -in. -dia stainless
tubing via a suitable diaphragm pump and particulate filter before being deposited
into a 3 X 4. 5-ft Tedlar plastic bag. The flow rate of 10 CFH is continuous
during the 23-min-long driving cycle and offers plenty of time and surface
area for the higher boiling diesel exhaust hydrocarbons to condense and be lost
from the sample.
31
-------
TABLE 8. MERCEDES 220 DIESEL 1972 FEDERAL TEST RESULTS
(All Values in Grams/Mile)
Note: The diesel is not covered by the 1972 Light-Duty Procedure..
Run No.
1
5/28/71 6/1/71 6/2/71 6/3/71 6/4/71 Average
HC, SwRI FIA Heated*
CVS Bag 0.25 0.26 0.31 0.25 0.36 0.29
CVS Continuous! 0.86 0.82 0.92 0.71 1.06 0.87
HC, Beckman FIAJ
CVS Bag 0.27 0.27 0.23 0.18 0.18 0.22
CVS Continuous! 0.28 0.38 0.30 0.26 0.23 0.29
CO, NDIR 1.62 1.61 1.60 1.55 1.73 1.62
NO NDIR 0.47 0.59 0.47 0.46 0.39 0.47
(as NO) Electrochem** 0.73 1.07 0.29 0.33 0.33 0.55
Chemilumtt 0-42
NOX Saltzman 1.28 1.34 1.46 1.09 1.22 1.27
(as NO2) Chemilum 1. 83
Formaldehyde 0.014 0.018 0.009 0.018 0.018 0.015
Aliphatic Aldehydes 0.022 0.018 0.016 0.025 0.020 0.020
(as formaldehyde)
Acrolein 0.012 0.010 0.019 0.019 0.013 0.013
*Heated lines and analyzer at 375°F.
fEntire 23-min run hand-integrated on 1-sec intervals.
jModel 400 heated analyzer at 100° F.
**Envirometrics Faristor.
gle run made 6/14/71 with new Thermo Electron Instrument.
32
-------
To demonstrate this and to attempt to obtain as accurate and reliable
information on hydrocarbons as possible, two different hydrocarbon analyzers
were utilized. The first was the SwRI heated FIA in which sampling and
detection is achieved at 375°F. This instrument normally is used for diesel or
gas turbine exhaust where distillate type fuels are employed. The other
instrument was the same Beckman 400 FIA used to monitor the hydrocarbons
from the CVS runs with the Mercedes 220 gasoline vehicle. The Beckman unit
holds the burner and associated detector components at about 100° F and is
normally used only on gasoline- or gaseous-fueled engines.
The sample was split at the blower inlet to both instruments, which
were operated continuously during the 23-min run, as well as pumped into
the holding bag for composite analysis as usual at the end of the run. The
continuous trace was time-integrated at 1-sec intervals for the entire 23-min
run for both types of FIA's, one incorporating all heated sample handling and
the other room temperature sampling. The results shown at the top of Table 8
demonstrate the need for heated lines, sampling systems, and analysis
equipment when measuring even diluted diesel exhaust. The only set of HC
information considered reliable was the continuous trace taken with the SwRI
heated equipment. Bag samples analyzed by either 375° FIA or 100° FIA were
nearly the same and substantially lower, approximately one-third, than the
continuous high-temperature integrated results. The low-temperature con-
tinuous results were likewise about a third of the considered reliable results.
In short, it is not an easy task to obtain a precise or absolute indication of
hydrocarbons from a diesel-powered vehicle sampled by the CVS method. The
33
-------
0.87 g/mile HC, which is considered most reliable, is substantially less than
that of its sister gasoline-powered Mercedes 220 of 2.68 g/mile (Table 7)
as expected.
The average CO, by NDIR, is listed next and was found for the five
runs made to be 1.62 g/mile. This is about 5% of the 32.34 g/mile for the
Mercedes 220 (Table 7) and was also as expected. Repeatability of the CO
measurements is considered excellent.
Measurements of NO, by NDIR, Envirometrics Faristor, and a separate,
single run with the new TECO chemiluminescence instruments, arc listed next
on Table 8 and show surprisingly good agreement. Results of NO as NO7
x c>
by Saltzman and the TECO instrument are then listed and are not too far apart
considering only a single run was made with the TECO instrument. What is of
some concern, at first thought, is the somewhat lower grams of NO and NO
per mile with the diesel compared to the gasoline-powered Mercedes tested.
The diesel Mercedes exhibited from one-fourth (for NO) to one-half (for NO
.X
as NO?) the levels of the gasoline Mercedes. It has been thought, and is
felt to be generally true, that the diesel engine produces about as much oxides
of nitrogen as the gasoline engine, all other things being equal.
Recall, however, the 13-mode cycle results listed on Table 5 of this
report. These were found to be about half that of most diesel truck and bus
engines tested by SwRI to date. Of course, some engine designs, such as the
Caterpillar turbocharged prechamber 1674 diesel truck engine, have even lower
NOX than the Mercedes and a few engines have NOX in the neighborhood of the
220 D tested. So, it would follow that the NO should also be lower by the
JV
34
-------
LA-4 driving schedule. Incidentally, the raw concentrations of NO measured
during the odor runs pointed toward low NOX and further confirm these results.
Presented last on Table 8 are the partial oxygenate readings. Though
the run-to-run variability was not particularly bad, the magnitude relative to
that for the gasoline 220 Mercedes is somewhat puzzling. No really adequate
explanation for the formaldehyde, aliphatic aldehydes, and acrolein being about
one-fourth that of the gasoline engine can be offered. The consistency of the
difference indicates it was real and not due to sampling or analysis difficulties.
In summary of this section, comparable tests of the 220 D and 220
gasoline-powered Mercedes automobiles by the 1972 procedure revealed that
the diesel produces about 30% as much HC, 5% as much CO, and about 50% as
much NOX as the gasoline 220. Hydrocarbon measurement of constant volume
sampling of diesel exhaust is tricky and should be taken continuously at the
inlet to the CVS blower and not be bagged. Heated (e.g., 375° F) sample lines
and a heated FIA instrument should be employed to measure as much of the
hydrocarbons in the exhaust as possible. Partial oxygenates such as acrolein,
aliphatic aldehydes, and formaldehyde were substantially lower from the
diesel than from the gasoline engine. Though other differences in say HC,
CO, and NO seemed quite justifiable, the disparity in oxygenate results are
puzzling and will require further study to explain. The lack of a suitable
chemiluminescence instrument, recently specified as the method for NO
measurement for 1973, was the major drawback of this series of tests, even
though a separate single run was made with such an instrument.
35
-------
VIII. SUMMARY
Two similar Mercedes passenger cars, one powered by a four-cylinder
gasoline spark-ignition engine and the other powered by a four-cylinder diesel
engine have been subjected to exhaust emissions tests. Odor, smoke, and
gaseous tailpipe emissions were measured from the diesel, and hydrocarbons,
carbon monoxide, oxides of nitrogen, and several partially oxygenated materials
were measured from both cars using the 1972 Federal Test Procedure for light-
duty vehicles.
In summary of the diesel odor smoke and cyclic emissions tests, odor
under certain driving conditions was as intense as old style injector-equipped
city buses powered by two-stroke engines with a more penetrating, yet less
kerosene characteristic, odor quality. Hydrocarbons, acrolein, and aldehydes
seemed to correlate well with odor ratings, and they too were indicative of
an old style diesel bus under intense odor conditions. Federal cycle smoke was
on the order of 10% (both "a" and "b" factor), a noticeable level, while relatively
low oxides of nitrogen were responsible for the respectable 7 g of HC + NCU
obtained during the 13-mode California ARB-EMA test procedure.
Comparable tests of the 220 D and 220 gasoline-powered Mercedes auto-
mobiles by the 1972 procedure revealed that the diesel produces about 30% as
much HC, 5% as much CO, and about 50% as much NOX as the gasoline 220.
Hydrocarbon measurement of constant volume sampling of diesel exhaust is
tricky and should be taken continuously at the inlet to the CVS blower and not
bagged. Heated (e.g., 375° F) sample lines and heated FIA instrument should
be employed to measure as much of the hydrocarbons in the exhaust as possible.
36
-------
Partial oxygenates such as acrolein, aliphatic aldehydes, and formaldehyde
were substantially lower from the diesel than from the gasoline engine. Though
other differences in HC, CO, and NO seemed quite justifiable, the disparity in
oxygenate results are puzzling and will require further study to explain. The
lack of a suitable chemiluminescence instrument, recently specified as the
method for NOX measurement for 1973, was the major drawback of this series
of tests even though a separate, single run was made with such an instrument.
In closing, this somewhat limited series of tests represents several
firsts to our knowledge. This was the first odor and smoke test of a diesel
powered passenger car using the PHS odor rating kit and opacity smokemeter.
It was the first test of Mercedes 220 D cyclic emissions using the chassis
alternative of the California ARE procedure. Though probably not a first,
comparable tests were made of both gasoline- and diesel-powered cars using
the new 1972 Federal Test Procedure. Finally, it must be recognized that
only one diesel and one gasoline car were studied and problems did occur with
diesel hydrocarbon measurement during the 1972 test method. Also, oxides of
nitrogen data are not as firm as desired. Accordingly, the results should be
used with care, and, of course, extrapolation to all Mercedes diesel and
gasoline engines is not justified nor is extrapolation of the data to all diesel and
gasoline engines possible.
3'7
-------
LIST OF REFERENCES
1. Federal Register, Volume 33, No. 108, June 4, 1968.
2. Federal Register, Volume 35, No. 219, November 10, 1970.
3. "Engine Manufacturers Association Proposed Diesel Emission
Approval Procedure for the State of California Air Resources Board, "
prepared by The Gaseous Emission Subcommittee of the Emission
Standards Committee, Draft No. 7.
4. Federal Register, Volume 36, No. 84, April 30, 1971.
5. Bascom, R.C. and Hass, G.C., "A Status Report on the Develop-
ment of the 1973 California Diesel Emissions Standards, " SAE
Paper No. 700671, National West Coast Meeting, Los Angeles,
California, August 24-27, 1970.
6. Turk, Amos, "Selection and Training of Judges for Sensory Evalua-
tion of the Intensity and Character of Diesel Exhaust Odors, " U. S.
Department of Health, Education, and Welfare, Public Health
Service, 1967.
7. Springer, Karl J. and Stahman, Ralph C., "An Investigation of Diesel-
Powered Vehicle Odor and Smoke, " National Petroleum Refiners
Association, FL-66-46 presented at the Fuels and Lubricants Meet-
ing, Philadelphia, Pennsylvania, September 15-16, 1966.
8. Stahman, Ralph C. ; Kittredge, George; and Springer, Karl, "Smoke
and Odor Control for Diesel-Powered Trucks and Buses, " SAE Paper
No. 680443, Mid-Year Meeting, Detroit, Michigan, May 20-24, 1968.
9. Springer, Karl J., "An Investigation of Diesel-Powered Vehicle Odor
and Smoke, Parti," Final Report, Contract No. PH 86-66-93,
March 1967.
10. Springer, Karl J. and Dietzmann, Harry E., "Diesel Exhaust Hydro-
carbon Measurement - A Flame-lonization Method, " SAE Paper No.
700106, Automotive Engineering Congress, Detroit, Michigan,
January 12-16, 1970.
11. Springer, Karl J., "An Investigation of Diesel-Powered Vehicle Odor
and Smoke, Part II," Final Report, No. AR-644, Contract No. PH
86-67-72, February 1968.
12. Springer, Karl J. and Dietzmann, Harry E., "An Investigation of
38
-------
Diesel-Powered Vehicle Odor and Smoke, Part IV, " Final Report
No. AR 802, Contract PH 22-68-23, April 1971.
13. Federal Register, Volume 36, No. 40, February 27, 1971.
39
-------
APPENDIX A
ODOR AND GASEOUS EMISSIONS
FROM
MERCEDES 220 D AUTOMOBILE
A-l
-------
TABLE Al. VEHICLE ODOR EVALUATION SUMMARY
Date:
Run
No.
4
13
19
Avg.
1
8
17
Avg,
3
12
20
Avg.
2
7
16
Avg.
9
15
21
Avg.
6
10
IH
AVH.
5
11
14
Avg.
22
26
30
31
Avg.
24
27
28
33
Avg.
23
25
29
32
Avg.
May 10, 1971
Condition
2500 rpm
34 mph
2SOO rpm
34 mph
2500 rpm
34 mph
4200 rpm
29 mph
4200 rpm
29 mph
4200 rpm
29 mph
Idle
Load
0
0 hp
1/2
I6hp
Full
28 hp
0
Ohp
1/2
22 hp
Full
36 mph
Idle-Accel-
eration
Accelera-
tion
Decelera-
tion
"D"
Composite
5.8
5.0
6.0
5.6
4. 3
3. 1
4. 3
3.9
3.9
3.7
5.3
4.3
5.8
3. 3
5. 1
4.7
6.2
6.4
6. 1
6.2
4.9
4.4
5.8
5.0
4. 1
3.9
4. 1
4.0
4.8
4.8
5. 1
4.6
4.8
5.0
5. 2
5. 4
5.4
5. 3
7.9
6.2
7. 1
6.7
7.0
Vehicle: Mercedes 220 D
"B" "O"
Burnt Oily
2.0 .3
1.9 .2
2.0 .3
2.0 . 3
.3 .2
.0 .0
.2 .0
.2 1.1
.1 1.0
.0 1.0
.9 1. 3
.3 1.1
1.9 1.2
1.1 1.0
1.7 1.0
1.6 1.1
2. 1
2.0
2.0
2.0
1.6
1. 3
2.0
1.8
1. 1
1. 1
1. 1
1.1
1.8
.6
.9
.6
.7
.8
.9
.9
2.2
2.0
2. 3
2.0
2. 2
2. 1
2. 2
. 3
. 3
. 3
. 3
. 1
. 0
. 3
. 1
. 1
.0
. 1
. 1
.0
.0
. 1
.0
.0
. 0
. 1
. 2
. 8
. 3
.8
. 5
. 7
.6
. 7
"A"
Aromatic
1.2
1.0
1.2
1. 1
1. 0
O.H
1 . ()
0. 9
1. 0
1.0
1. 2
1. 1
1.2
1.0
1.0
1. 1
1. 1
1. 2
1. 1
1. 1
1.0
1.0
1. 3
1. 1
0.9
1.0
1.0
1.0
1. 1
1.0
1.0
1.0
1.0
1. 1
1.0
0.9
1.0
1.0
1.4
1. 2
1. 1
1. 2
1. 2
"P"
Pungent
1. 1
1 . 1
1. 3
1. 2
0. ')
0. 1
O.H
0.6
0.8
0. 3
1. 1
0.7
1.4
0.6
0.9
1.0
1. 4
1.6
1.6
1. 5
1. 0
0. 9
1 . 2
1. 0
1 . 0
0.7
1. 0
0.9
. 0
. 0
.0
.0
.0
.0
. 1
. 2
. 4
. 2
2. 2
1.6
2.0
1. 7
1. 9
A-2
-------
TABLE A2. VEHICLE ODOR EVALUATION SUMMARY
Date:
Run
No.
4
12
17
Avg.
5
9
16
Avg.
1
11
20
Avg.
2
8
10
Avg.
3
15
21
Avg.
6
13
18
Avg.
7
14
19
Avg.
23
25
30
31
Avg.
22
27
29
32
Avg.
24
26
28
33
Avg.
May 11, 1971
Condition Load
2500 rpm 0
34 mph 0 hp
2500 rpm 1/2
34 mph 15 hp
2500 rpm Full
34 mph 28 hp
4200 rpm 0
29 mph 0 hp
4200 rprn 1/2
29 mph 18 hp
4200 rpm Full
29 mph 36 hp
Idle
Idle-Accel-
eration
Accelera-
tion
Decelera-
tion
"D"
Composite
6.7
6. 1
6.0
6.3
4. 3
4. 1
3.6
4. 0
2.7
3. 3
3. 7
3.2
3. 9
5. 7
4. 1
4.6
5. 9
6.4
6.0
6. 1
5.6
6.3
5.7
5.9
4. 8
3. 1
4. 2
4. 0
4. 7
4. 3
4. 1
4. 0
4. 3
5. 0
6. 1
5. 2
4. 8
5.3
7. 3
5.7
5. 6
7. 0
6.4
"B"
Burnt
2. 1
1.9
2.0
2.0
1.3
1. 1
1.0
1, 1
1.0
1.0
1. 1
1.0
1. 1
1.9
1.0
1.3
2.0
2.0
2.2
2. 1
1.9
1.9
2.0
1.9
1.6
0.9
1. 2
1.2
1. 3
1.2
1. 2
1. 1
1.2
1.6
1.9
1.9
1. 7
1.8
2. 2
1.7
1.9
2.2
2.0
Vehicle
"O"
: Mercedes 220 D
"A"
Oily Aromatic
1.9
1.4
1. 6
1. 6
1.0
1. 1
1. 0
1.0
1. 0
0.9
1.0
1.0
1.0
1. 2
1.0
1. 1
1.6
1. 6
1. 3
1. 5
1. 3
1. 6
1.2
1.4
1. 0
0.9
1. 1
1. 0
1. 1
1. 1
1.0
1. 0
1. 1
1. 1
1. 2
1. 2
1.0
1. 1
1.8
1. 2
1. 3
1. 6
1. 5
0.9
1.2
1.0
1.0
1.0
0.9
0.9
0.9
0.6
0.8
0.9
0.8
0.8
1.0
1.0
0.9
1.0
1.0
0.9
1.0
0.9
. 1
.2
. 1
. 1
.0
1.0
1.0
1.0
1. 1
0.9
0. 9
1. 0
0.9
1.0
1.0
1.0
J.O
1.2
1.2
1.0
1.2
1. 2
"P"
Pungent
1.6
1.6
1.6
1.6
1.0
1.0
0. 4
0.8
0. 1
0.4
0.7
0.4
0.9
1. 6
0.9
1. 1
1.3
1.7
1.8
1.6
1. 1
1.4
1.4
1. 3
0.9
0.4
1. 0
0.8
1.0
1.0
0.9
1.0
1.0
1. 1
2.0
1. 1
1. 1
1. 3
2. 1
1.4
1. 3
1.9
1. 7
A-3
-------
TABLE A3. VEHICLE ODOR EVALUATION SUMMARY
Date:
Run
No.
9
12
16
Avg.
2
6
10
Avg.
3
17
20
Avg.
1
7
21
Avg.
4
13
19
Avg.
8
11
14
Avg.
9
15
18
Avg.
24
27
28
32
Avg.
23
25
29
33
Avg.
22
26
30
31
Avg.
May IZ. 1971
Condition Load
Z500 rpm 0
34 mph 0 hp
Z500 rpm 1/2
34 mph 14 hp
2500 rpm Full
34 mph 30 hp
4200 rpm 0
29 mph 0 hp
4200 rpm 1/2
29 mph 22 hp
4200 rpm Full
29 mph 39 hp
Idle
Idle-Accel-
oration
Accelera-
tion
Decolora-
tion
"D"
Composite
6.7
5.8
5.7
6. 1
2.7
3.2
4.4
3.4
3. 3
6. 1
3. 9
4.4
3.7
4. 1
3. 9
3.9
5. 9
6. 3
6. 1
6. 1
5.8
6. 1
5. 2
5. 7
3.4
3.8
4. 2
3.8
3.8
4. 1
4.4
4.9
4. 3
5.8
4.8
4. 3
5.6
5. 1
7.0
6.8
7.0
6.8
rr
"D"
Burnt
1.9
2.0
.9
.9
.0
.0
.4
. 1
1.0
2. 1
1.0
1.4
1.0
1.0
1. 3
1. 1
2.0
2.2
2. 3
2.2
1.8
2. 1
1.9
1.9
1.0
1. 1
1. 1
1. 1
.2
. 1
.3
.7
.3
2.0
1.4
1.2
1.9
1.6
2. 1
2.0
2.2
2. 1
2. 1
Vehicle
"O"
: Mercedes ZZO D
"A"
Oily Aromatic
1.4
1. 3
1. 1
1. 3
0. 9
1. 0
1.0
1. 0
1. 0
1.2
0.9
1. 0
1. 0
1.0
1. 0
1.0
1. 1
1.4
1. 1
1. Z
1. 3
1. 3
1. 3
1. 3
1.0
1.0
1.0
1.0
1.0
1. 0
1.0
1.0
1.0
1. 3
1.0
1.0
1. 1
1. 1
.8
.8
. 7
. 7
.8
1. 1
1.0
1. 1
1. 1
0.4
0.8
0.8
0.7
0. 7
0.8
1.0
0.8
0.9
0.9
0. 9
0.9
. 1
. 1
.2
. 1
. 1
.0
0.9
1.0
0.8
0.9
1. 1
0.9
1.0
1.0
1.0
1. 1
1.0
1.2
1.0
1.0
1.2
1. 1
1. 1
1. 1
1. 1
1. 1
1. 1
"P"
Pungent
1.9
1.4
1. 4
1.6
0.4
0.6
1.0
0.7
0.8
1.8
1.0
1. 2
0.7
1.0
0.9
0.9
1.7
1.7
1.6
1.7
1.6
1.7
1.2
1. 5
0.8
0.8
0.9
0.8
0.4
0.7
1. 1
1. 1
0.8
1. 1
1.2
1.0
1. 2
1. 1
2.0
2.0
2.0
1.6
1.9
A-4
-------
TABLE A4. GASEOUS EMISSIONS MEASURED DURING ODOR EVALUATION
Date: May 10, 1971
Vehicle: Mercedes 220 D
Run
No.
4
13
19
Avg
1
8
17
Avg
3
12
20
Avg
2
7
16
Avg
9
15
21
Avg
6
10
18
Avg
5
11
14
Avg
Condition
2500 rpm
34 mph
2500 rpm
34 mph
2500 rpm
34 mph
4200 rpm
29 mph
4200 rpm
29 mph
4200 rpm
29 mph
Idle
Load
0
0 hp
1/2
16 hp
Full
28 hp
0
0 hp
1/2
22 hp
Full
36 mph
HC,
PPm
988
1025
1000
1004
50
63
63
59
50
50
75
58
75
63
63
67
450
525
213
396
75
63
38
59"
163
163
138
155
CO,
PPm
709
722
750
727
152
190
203
182
242
268
333
281
320
333
333
329
1131
1307
791
ToT6~
1426
1160
1486
1357
165
245
203
204
NO,
PPm
66
66
86
73
348
348
348
348
452
475
475
467
207
228
228
221
512
536
561
T3T
549
549
561
553
115
115
125
118
Acrolein,
ppm
7.9
7.9
6.8
7.5
_
0.5
0.7
0.6
1.0
0.9
1.4
1.1
1.8
1.4
2.0
1.7
3.2
4. 1
3.3
3.5
0.9
1.2
1.2
1. 1
2. 1
2. 2
2.2
2.2
Formal-
dehyde ,
PPm
15.9
17.0
19.4
17.4
17.5
16.5
23. 1
19.0
6.9
8.8
23.5
13. 1
7.5
9.3
11.4
9.4
21. 1
28.8
20.4
23.4
21.3
22.7
24.3
22.8
12.5
12.5
12.6
12.5
Aliphatic
Aldehydes,
PPm
22.0
30.3
31.8
28.0
25.7
23.6
27.5
25.6
9.2
11.6
15.5
12. 1
8.1
13.2
11.0
10.8
31.7
36.0
35.2
34.3
24.4
32.0
31. 1
29.2
20.2
20.4
22.5
21.0
A-5
-------
TABLE A5. GASEOUS EMISSIONS MEASURED DURING ODOR EVALUATION
Date: May 11, 1971
Vehicle: Mercedes 220 D
Run
No.
4
12
17
Avg
5
9
16
Avg
1
11
20
Avg
2
8
10
Avg
3
15
21
Avg
6
13
18
Avg
7
14
19
Avg
Condition
2500 rpm
34 rnph
2500 rpm
34 mph
2500 rpm
34 mph
4200 rpm
29 mph
4200 rpm
29 mph
4200 rpm
29 mph
Idle
Load
0
0 hp
1/2
15 hp
Full
28 hp
0
Ohp
1/2
18 hp
Full
36 hp
HC.
ppm
1225
950
1013
1063
88
63
75
75
50
88
63
'T7
75
88
125
96
850
1075
875
933
63
75
75
71
75
75
88
79
CO,
ppm
764
668
654
695
242
281
203
242
203
190
139
177
346
373
359
359
1336
988
1277
1200
819
709
709
746
190
139
139
156
NO,
ppm
66
66
76
69
337
292
359
329
475
500
536
504
197
207
207
204
487
500
524
504
586
612
612
603
115
125
125
122
Acrolein,
ppm
11.0
10.4
10.4
10.6
2. 7
2.5
3.2
2.8
0.8
1.0
0.8
0.9
1.0
1. 1
1. 0
1.0
8.8
9.2
9. 1
9.0
1.2
1.6
1.6
1.5
1.0
0.9
0.8
0.9
Formal-
dehyde,
ppm
15. 1
14.5
18.9
16.2
18.2
J5.7
19.5
17.8
5.4
6.5
7.6
6.5
6.1
7.2
10.8
8.0
13.7
15.6
16.9
15.4
28. 1
29. 0
31.3
29.5
11.3
10. 1
13.7
11.7
Aliphatic
Aldehydes
ppm
29.9.
25.0
36. 0
30.3
24.9
21.7
26.8
24.5
9.8
9.6
10.8
10. 1
10.8
10.4
15. 2
12. 1
34.4
36.4
37.7
36.2
28.8
26.5
28.3
27.9
16.7
15.2
20.6
17.5
A-6
-------
TABLE A6.
Date: May 12, 1971
GASEOUS EMISSIONS MEASURED DURING
ODOR EVALUATION
Vehicle: Mercedes 220 D
Run
No.
9
12
16
Avg.
2
6
10
Avg.
3
17
20
Avg.
1
7
21
Avg.
4
13
19
Avg.
8
11
14
Avg.
5
15
18
Avg.
Condition
2500
34
2500
34
2500
34
4200
29
4200
29
4200
29
Idle
rpm
mph
rpm
mph
rpm
mph
rpm
mph
rpm
mph
rpm
mph
Load
0
0 hp
1/2
14 hp
Full
30 hp
0
0 hp
1/2
22 hp
Full
39 hp
HC,
ppm
1025
768
825
873
63
75
100
79
75
75
50
67
125
125
63
104
975
725
963
888
50
63
38
50
63
63
113
80
CO,
ppm
778
654
722
718
255
307
242
268
190
139
178
169
373
373
320
355
1131
1277
1160
1189
875
847
681
801
152
139
139
143
NO, Acrolein,
ppm
96
96
86
93
337
348
337
341
549
536
549
545
249
249
239
246
561
536
536
544
651
625
638
638
135
135
125
132
ppm
4. 5
5.2
5.4
5.0
0. 5
0.6
1.0
0.7
1.0
1.4
1.0
1. 1
0.7
0.9
0.8
0.8
5.9
6.6
6.4
6.3
0. 5
4.7
0. 5
1.9
1. 5
1.9
1.9
1.8
Formal-
dehyde,
ppm
12.
11.
13.
12.
8.
7.
9.
8.
16.
24.
23.
21.
5.
5.
8.
6.
17.
22.
23.
21.
12.
11.
13.
12.
11.
13.
10.
11.
4
8
7
6
9
7
5
7
6
1
9
5
5
7
0
4
5
5
7
2
2
9
9
7
2
6
9
9
Aliphatic
Aldehydes,
ppm
26.
24.
28.
26.
11.
12.
15.
13.
11.
24.
24.
20.
13.
14.
17.
14.
30.
36.
37.
34.
15.
17.
21.
18.
20.
20.
15.
18.
0
6
3
3
8
1
4
1
9
6
2
2
5
2
0
9
4
7
6
9
2
7
4
1
3
0
4
6
A-7
-------
ERRATA
SwRI Technical Report
entitled
EMISSIONS FROM A GASOLINE- AND DIESEL-POWERED
MERCEDES 220 PASSENGER CAR
by
Karl J. Springer
Pages 26, 27, and B-10, Figures 5 and 6 and Table B7, respectively,
have been corrected and revised and should be substituted in their entirety
in the above cited report issued under contract No. CPA 70-44.
-------
325
300
275
250
225
200
175
D
1 150
2
0)
125
100
75
50
25
10
5
0
O HC
D CO
A NO
0
25 50
Percent of Full Engine Load
75
100
FIGURE 5. AVERAGE GRAMS OF HC, CO, AND NO
PER HOUR - MERCEDES 220D
26
-------
0)
3
S
O)
19.0
18.0
17.0
16.0
15.0
14.0
13.0
12.0
11.0
10.0
9.0
8.0
7.0
6.0
5.0
4.0
3.0
2.0
1.0
25 50
Percent of Full Engine Load
75
100
FIGURE 6. AVERAGE GRAMS OF HC, CO, AND NO
PER LB. OF FUEL - MERCEDES 220D
27
-------
TABLE B-7. AVERAGE GRAMS OF HC, CO, AND NO PER HOUR
AND PER LB OF FUEL, MERCEDES 220D EVALUATION
td
N-
O
Mode
2
3
4
5
6
8
9
10
11
12
Engine Speed,
RPM
2520
2520
2520
2520
2520
4200
4200
4200
4200
4200
Engine Load,
% of Max
0
25
50
75
100
100
75
50
25
0
Fuel Rate,
Ib/hour
5.4
7. 2
11.4
15.0
17.4
30. 6
25. 2
20. 4
15.6
11.4
Hydrocarbons (HC)
Average g/hr Average g/lb fuel
76.6
43. 0
10.9
9.6
6.8
7.0
9.5
82. 1
36.0
10.2
14. 2
6. 0
1.0
0. 6
0. 4
0. 2
0. 4
4. 0
2. 3
0. 9
Average g/hr
100. 2
94. 1
38. 1
29. 6
39. 5
197. 4
136. 2
313. 4
83. 8
72. 2
noxide (CO)
Average g/lb fuel
18.
13.
3.
2.
2.
6.
5.
15.
5.
6.
6
1
3
0
3
4
4
4
4
3
Nitric Oxide (NO)
Average g/hr Average g/lb fuel
10.8
27.
61.
83.
89.
158.
165.
146.
100.
61.
1
2
9
8
1
0
0
5
2
2.
3.
5.
5.
5.
5.
6.
7.
6.
5.
0
8
4
6
2
2
5
2
4
4
-------
APPENDIX B
SMOKE AND EMA CYCLIC EMISSIONS DATA
FROM
MERCEDES 220 D AUTOMOBILE
B-l
-------
TABLE Bl. FEDERAL CYCLE SMOKE DATA
Vehicle No. /ify^v,-.-//«• .;.'£?<• wa. Date S'-Sf- '// Evaluated By
Model Engine 3.3O -T)
Accelerations
First Sequence Second Sequence
Run No.
Third Sequence
Interval No. Smoke % Interval No. Smoke % Interval NOT Smoke %
/
2
^
V
J-
^
'1
y
f
to
n
11,
i ••>
/
j
V
_J-
c.
If
J>
f
/t>
/I
/&
13
/s~
1 ^
*?" &
I3.f
/V' ffl
//•./
13.1
10,1
?./
f.7
/J
(j 3
lr]
$.0
F.3
S.I
45
Lugging
First Sequence Second Sequence
/
2
O
jj
s~
If
7
^
1
1C
n
I'JL.
1 ~
I3.r
10. J"
SZ.O
//y.C-
/ x>"
7.o
$.1
M
% 3
7,0
Lrl
1.0
•13
'/.i,
Third Sequence
Interval No. Smoke % Interval No. Smoke % Interval No. Smoke %
/
£.>
3
4
r
J2.0
ts.
S.s-
n
Total Smoke % <.3
14
t.f
S3
*1*..\
/
..-
^jT
4
<-
7.P
'/?
•/.?
•/.?
•J.S/
.no
15
Comments:
B-2
-------
TABLE B2. FEDERAL CYCLE SMOKE DATA
Vehicle No. K\(«(f\t $ -l*)rU7 Date J~-/7- 7 / Evaluated By
-L~I ,—
Model Engine
Run No.
Acccle rations
First Sequence
Interval No. Smoke
Second Sequence
Interval No. Smoke %
Third Sequence
Interval NOT Smoke %
/
A
O'
V
f
L
7
a
3
10
a
a,
/3
J'J
/!>"
M.O
M.J
11.4
I\.JL
11.9
/I.I
16.9
IW
If.':
V
7.9
?.?
9./
/ft 3
ID.I
/
2,
•a
4
jT
i,
1
f
1
1C
II
JL
13
//
/y
S3. 1
/L9
jr.o
/!.?
JZ.i
l\.l.
Ill 3
U
M
tf
'If
t.1
ic
19
$.3
1
A
4
6"
6
7
e
f
&
//
/i.
/?,
/*/
/S'
/-?•!>
/f./
//.r
/^./
//s-
M.&
10.0
f/
So
i&J
M.3
lz
*J
3.z~
?.(,
Total Smoke. % / 7//,
Factor (a) = 4/ff.l, -. //. /
C-5. 3
45
Lugging
First Sequence Second Sequence Third Sequence
Interval No. Smoke % Interval No. Smoke % Interval No. Smoke %
/
2j
$
•/
s-
/O.I
9.2.
10.0
*/./
Total Smoke % V^-^
Factor (b) = fFO-S -.
/
2,
^
4
j-
»3?
9.f
/<>.£>
/O.e
-------
TABLE B'i. FEDERAL CYCLE SMOKE DATA
Vehicle No. _/?£;,. ^ s f?fsu* Date J~- /"7- 7/ Evaluated By ^^^nJ
Model Engine ^£O-~E)
Accelerations
First Sequence Second Sequence
Run No. ,3
Third Sequence
Interval No. Smoke % Interval No. Smoke % Interval NOT Smoke %
/
ii
-3
j/
f
7
y
/0.1
If. 9
/fl,2j
//j"
ji.fi
MA
lf< A
45
Lugging
First Sequence Second Sequence
/
z,
3
^
f
L
7
f
f
10
/2
ty
/>-
/J..O
ll.o
K..3
/J.O
/1.1
//.5T
_JS,O
//.f
M.C
9 f
1.3
f.3
%
r/z.r
Third Sequence
Interval No. Smoke % Interval No. Smoke % Interval No. Smoke %
/
3j
J
/
f
//.o
//.o
}ft 3
/O.I
il.l
Total Smoke % J~3. $~
Factor (b) = /S7, J =
/
i.
j
t/
5'
15
Comments:
f.s~
9.?
/o.o
%f
J. £*
si Q d.
/
L-
J
-------
TABLE B4. FEDERAL CYCLE SMOKE DATA
Vehicle No. tY[c*»r](ft
9 y
%'j
&.i>
r.i
45
Lugging
First Sctjucncu Second Sequence
/
&
3
2
4
.r"
^..3
1,0
1.r>
/»..>
//9 t,
/A 9
/p.?
.'/J. «,'
B-5
-------
TABLE B5. 13-MODE CYCLE GASEOUS EMISSIONS
Vehicle: Mercedes 220D
Date: May 10, 1971
Mileage: 16,281
ROM 1
MODI.
CO,
MO,
EUCINl
fUOIA),
'*«.;«.
FUW),
f LOU),
y»v co
r
<_!A
c^ CD
1
2
3
4
5
fe
i
8
tO
i)
12
>3
/.rr
//7r
68
r<9
/r
rra
1+2
140
16 f
101 L
boo
r/
/vr
^v-
2T20
ID
JO
/.rr
573
iOO
/<^r
^/z
Jfl
//r
4-3.00
R88
7.30
.'«7
.72
.SI
.11
SO
.SO
".20
41
28
JV-
.28
.20
600
/.ry-
./*/•
//.7V-
^.?6
.vr
/2.8^
7.81
?.28
/.^o
70.20
I1.L8
RUM
CA,
CO,
MO,
EMCJtuE
POWER,
MR
FUEL
FLOW),
FLOW,
Of'..! f u(D
/.rr
2}
K<9
/n
r/i
r.eo
8.89
ID
ii
17
./I
,10
,3V
.27
4.£4
t./D
f
.3*-
,tc
!/r
.7f
.2g
.88
. or
H-. 70
&.U
7. or
,Sf
li.il
7.LH-
i.ii
2.20
J07
2/8
5". Ft
TCfWUS. 2V:
7/.fo 17.40
ROM 1
ROM 2.
/.JO
f.77
^V1- r.V7
Jv , y *> *?
i >lLn- *"' fr- ' -*
r rs r.
^. * ? <
B-6
-------
TABLE B5. 13-MODE CYCLE GASEOUS EMISSIONS (Cont'd)
Vehicle: Mercedes 220D
ROM 3
Date: May 10. 1971
Mileage: 16,261
MODL
KJO,
tUJCIWt
O&Stftvt O
Pou>te,
AlR.
rvjf L
FLOlU,
1
2
3
4
5
fc
1
8
10
II
12
>3
Ifllf
ktf
i s1 a
I3S
15
203
LOO
MO
Si
I4S
331
~o •--
10
• O/
.19
300
I. to
£0
7S
$00
JL2.5-
1074
stt,
UlSJo
301
337
1,19
lOlc,
J/
SI
40
29
JST
S.91
f.19
L.lO
9.99
t.tt
I??
.so
.4'JL
.19
1.30
Q 4 I
/, -6 /
III
k90
.33
.W
.SO
7.7?
M
^L
.55"
5.
.74
.37
utf
J.IL
—&—
S.M
CA, CO,
POWER,
»-UOvO,
FUEL
ftgul,
FLOttJ/
wo
1
7
3
4
S
c
7
8
10
n
\i
«5
BOM i
C 0 --
V..MO -
0 o)(tyH.
B-7
-------
TABLE B6. 13-MODE CYCLE GASEOUS EMISSIONS
Vehicle: Mercedes 2ZOD Date: May 11, 1971 Mileage: 16.380
ROM t
MODt
CO,
MO,
SPftD,
0
POu)tC,
AIR.
FWOJ,
fVJFL
Fuou/,
FLOW,
V*. fo
((JuoVfo dl )
WO
OBif
T
8
10
11
\7.
975-
2S1.0
ivo
13,5
n
ISO
'IL
'100
ML
Itr?
310
437
SIL
LtO
'It-S
1301
Lll.
1,11
-o
10
2.1
31
39
41
405
7.31
us
— o —
s.fto
x.ztt
9.n
a. is
s.w
A3L
.01
•o'i
.13
.19
.34
.07.
JT.93
(t.OL,
JO
•57
I.Si.
9,30
..57.
Z-1Z
2.10
2.1$
.3fT
.3,0
.*'/
./r
S-2'l
.76
//.9'?
V.OJ
/7..U
?,.*:'
' '.34
.90
/.£>?
J..3.4
TOTM-S
7.3. ?/
CA,
CO,
irlED,
OKJtRVED
MR
FUOu),
FUEL
1 * (VAULT
FLOW,
OFSf I?UCO
i
2
3
7
8
in
ll
17.
15
n
(,80
II
«
//;,
a
^5*0
/a
j/if
;,5-i'
17^
4,54
/A'/l
JW
^.^
13 5"
J/
40
ft
IL
Wo
1.54
9.1$
9.SV
r.w
i.s-4
.01
•ol
.13
.30
.01
• SO
.34
.J.L
.20
.01
si1)
S.I 3
L.IO
I.SU
1.39
JO
.57
g.io
1.31
J.3?
4 i.'i
j.*< \
7./V
(,.5-7
^.f//
'./jr
<-/
/.
-------
TABLE B6. 13-MODE CYCLE GASEOUS EMISSIONS (Con'd)
Vehicle: Mercedes 220D Date: May 11, 1971 Mileage: 16.380
ROM 3-
MODI.
',*.,
to,
MO,
PQU>EC,
AtR.
FLOU),
ncwj,
V*.
1
2
4
5
fe
-7
8
lO
II
\Z
>3
A/4
57A
76
J7J
A03
- -o -
/o
4J
*>-
CO,
oo,
MR
FUOU),
Futl
FLOW),
1
7
3
4
s
7
8
10
il
\7.
c o •- o.
ROM i.
B-9
-------
TABLE B7.
AVERAGE GRAMS OF HC; CO, AND NO PER HOUR AND PER LB OF FUEL
MERCEDES 220 D EVALUATION
GO
o
Engine Speed, Engine Load, Fuel Rate,
Hydrocarbon(HC)
Carbon Monoxide (CO)
Nitric Oxide (NO)
Mode
2
3
4
5
6
8
9
10
11
12
rpm
2520
2520
2520
2520
2520
4200
4200
4200
4200
4200
% of Max
0
25
50
75
100
100
75
50
25
0
Ib/min
0.09
0. 12
0. 19
0.25
0. 29
0.51
0.42
0. 34
0.26
0. 19
Average g/hr Average g/lb fuel
6. 13
3.44
0.87
0.77
0. 54
0. 56
0.76
6.57
2.88
0.82
68. 1
28.7
4.6
3. 1
1.9
1. 1
1.8
19. 3
11.1
4. 3
Average g/hr Average g/lb fuel
8. 02
7.53
3.05
2.37
3.16
15.79
10.90
25.07
6.70
5.78
89. 1
62.8
16.0
9.5
10.9
31.0
26.0
73.7
25.8
30.4
Average g/hr Average g/lb fuel
0.86
2. 17
4. 90
4.60
7. 18
12.65
13.20
11.68
8. 04
4. 90
9.6
18.0
25.8
18.4
24.8
24.8
31.4
34. 3
30.9
25.8
------- |