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

-------
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

-------
    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

-------