EPA-460/3-75-008-a
August 1975
DEFECT TESTING
OF FIVE CATALYST EQUIPPED
FORD PROTOTYPE VEHICLES
VOLUME I
U.S. ENVIRONMENTAL PROTECTION AGENCY
Office of Air and Waste Management
Office of Mobile Source Air Pollution Control
Emission Control Technology Division
Ann Arbor, Michigan 48105
-------
EPA-460/3-75-008-a
DEFECT TESTING
OF FIVE CATALYST EQUIPPED
FORD PROTOTYPE VEHICLES
VOLUME I
by
R. G. McMillen
Olson Labs, Inc.
421 E. Cerritos Avenue
Anakeim, California 92805
Contract No. 68-03-0452
EPA Project Officer: F. Peter Hutchins
Prepared for
U. S. ENVIRONMENTAL PROTECTION AGENCY
Office of Air and Waste Management
Office of Mobile Source Air Pollution Control
Emission Control Technology Division
Ann Arbor, Michigan 48105
August 1975
-------
This report is issued by the Environmental Protection Agency to report
technical data of interest to a limited number of readers. Copies are
available free of charge to Federal employees, current contractors and
grantees, and nonprofit organizations - as supplies permit - from the
Air Pollution Technical Information Center, Environmental Protection
Agency, Research Triangle Park, North Carolina 27711; or, for a fee,
from the National Technical Information Service, 5285 Port Royal Road,
Springfield, Virginia 22161.
This report was furnished to the Environmental Protection Agency by
Olson Labs, Inc. , Anakeim, California, in fulfillment of Contract No.
68-03-0452. The contents of this report arc reproduced herein as received
from Olson Labs,-Inc. The opinions, findings, and conclusions expressed
are those of the author and not necessarily those of the Environmental
Protection Agency. Mention of company or product names is not to be
considered as an endorsement by the Environmental Protection Agency.
Publication No. EPA-460/3-75-008-a
n
-------
TABLE OF CONTENTS
Section Page
1 INTRODUCTION AND SUMMARY 1-1
2 TEST PROCEDURES 2-1
2.1 General 2-1
2.2 Fuel .'.!!.' 2-2
2.3 Testing Sequences 2-2
2.3.1 Short Test Sequence 2-4
2.3.2 Soak - 6 Minutes 2-7
2.4 Test Descriptions 2-7
2.4.1 Federal Test Procedure 2-7
2.4.2 Clayton Key Mode .' 2-7
2.4.3 Federal Three-Mode 2-8
2.4.4 High-Speed Unloaded Test . 2-8
2.4.5 Federal Short-Cycle 2-9
2.4.6 Composite of NJ ACID Test and NY
Short Test 2-9
2.5 Procedural Precautions 2-10
2.5.1 Dynamometer Warm Up 2-10
2.5.2 Pedal Operation '. 2-10
2.5.3 Invalid Tests 2-10
3 DEFECT SCHEDULE 3-1
3-1 Schedule Modifications 3-1
3-2 Temperature and Flow Measurement 3-18
4 TEST EQUIPMENT 4_1
4.1 Major Equipment ...... 4-1
4.2 Calibration ' 4.4
5 DATA PREPARATION 5-1
5.1 Test Data . . . 5-1
5.2 Reports ] [ 5.3
5-2.1 Weekly Reports 5-3
5.2.2 Monthly Reports ', 5.3
APPENDICES (Volume II)
A EMISSION TEST RESULTS A-l
B TEST FUEL ANALYSIS B-l
C ANALYZER CALIBRATION CURVES C-l
D CVS CALIBRATION CURVE D-l
E DYNAMOMETER CALIBRATION CURVES E-l
F MECHANIC DEFECT INDUCEMENT RECORDS. .... F-l
-------
LIST OF ILLUSTRATIONS
Figure No. Pag(
1-1 Test Sequence 1-3
2-1 As-Received Inspection Form. ..!.'! 2-3
2-2 Emissions Recording Form 1 2-5
2-3 Emissions Recording Form 2 2-6
4-1 Analyzer Curve Generation Data .... 4-5
4-2 Propane Injection Test 4-6
4-3 Mass Start-Up Check Sheet 4-7
4-4 7-Mode Start-Up Check Sheet 4-8
111
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Section 1
INTRODUCTION AND SUMMARY
The objective of the work performed under this
contract was to provide test data on the performance of a
known exhaust catalytic system under a variety of engine
parameter conditions. The testing procedures were performed
under the same conditions which applied to Contract Number
68-03-0452 (FTP/Short-Cycle Correlation Testing for 207(a)
Implementation Catalyst-Equipped Vehicles - EPA-460/3-75-003-a)
The FTP is discussed in detail in the Federal Register,
Volume 37, Number 221, Section 85.075-9 through Section
85.075-26. The five short-cycle emission tests are:
1. Clayton Key Mode - Volumetric Procedure
2. Federal Three-Mode - Volumetric Procedure
3. Unloaded Test High Speed (2,500 rpm) and idle
(derived from 1. and 2.) - Volumetric
Procedure
4. Federal Short-Cycle - CVS Procedure
All testing was performed at the Olson Laboratories' facil-
ity, Anaheim, California.
Five catalyst-equipped experimental vehicles,
owned by the Ford Motor Company, were tested in the program
1-1
-------
from February through April. All of the vehicles were
loaned to the Environmental Protection Agency (EPA) and
Olson for the duration of the testing.
All of the vehicles were Ford Galaxie, four-door
sedans, equipped as follows:
400 Cubic-inch displacement V-8
2-Venturii carburetor
Exhaust control system types:
air injection
catalytic reactor
exhaust gas recirculatin
Canister-type evaporative system
Automatic transmission
3.0 to 1 rear axle ratio
HR78-15 radial ply tires
Air conditioning
Power steering
Power brakes
The five vehicles tested were:
Ford Sd Olson Sd Final Mileage
T161
T210
T236
T254
T175
4170
4164
4165
4169
4162
25,822
24,220
10,522
11,883
09,653
The vehicles were tested using Indolene clear fuel
except for one sequence when leaded fuel was used to induce
the required defect. Baseline engine parameters were defined
as the parameters recorded when the vehicles were received
for Task Order 02.
1-2
-------
I
GO
Re-assign
Vehicles
From
Task-02
i
Pre-co
with
Hot LA
F
ndition
-4
S
Fill Fuel
tank to 80%
With
Indolene Clear
Cold Soak
12 Hrs
24 Hrs
Run 10 min.
to purge
Fuel System
Perform
1975 CVS
FTP
S
s
K
S
\
Defect
Induced
J
Perform
Clayton
key mode
Perform
Engine
Parameter
Check
Perform
Federal
Three Mode
Test
Perform
Unloaded
Test (High)
Speed & Idle
Perform
Federal
Short
Cycle
Perform
NJ/NY
Short
Test
I
Figure 1-1
-------
The vehicles were preconditioned prior to baseline
and each new induced defect by driving the vehicle on the
dynamometer in accordance with the Hot LA-4 driving cycle.
In the case of a repeated test, the previous test accounted
for the vehicle's preconditioning. The preconditioning was
followed by an FTP Cold Soak prior to the FTP Emissions
Test. The sequence of events is shown in Figure 1-1.
All data was recorded on forms from which key-
punched cards were obtained. These cards were input to a
computer program that checked for completeness and accuracy
of sequence. The program then converted volumetric data to
mass units as required. The program produced a printed
report for the EPA and punched a set of cards to an EPA
format. A printed report of all test results was prepared
from this program and is enclosed in Appendix A (Volume II).
1-4
-------
Section 2
TEST PROCEDURES
2.1 GENERAL
The vehicles, upon receipt by Olson for Task
Order 02 were given a distinct identification number. This
number was retained and will allow correlation with Task 02.
The emission test data from the five catalyst-equipped
vehicles was collected after a selected defect or defects
had been induced.
The defects which were introduced are as follows:
1) Inoperative EGR, 2) Insufficient EGR, 3) No secondary air
injection, 4) Insufficient secondary air injection, 5) Leaks
in vacuum lines, 6) Excessive fuel at idle, 7) Insufficient
fuel at idle, 8) High idle rpm, 9) Low'idle rpm, 10) Over-
rich main fuel system, 11) Over-lean main fuel system,
12) Low fuel pump pressure, 13) PCV valve stuck open, 14) PCV
valve stuck closed, 15) Clogged air filter, 16) Over-rich
carburetor power circuit, 17) Insufficient fuel from carbu-
retor power circuit, 18) Defective intake valve, 19) Defec-
tive exhaust valve, 20) Intermittent misfire, 21) Bridged
spark plug, 22) Reduced efficiency of the catalyst, 23) Advanced
ignition timing 24) Retarded ignition timing, 25) Excessive
centrifugal advance, 26) Insufficient Centrifugal advance,
27) Excessive vacuum advance, and 28) Insufficient vacuum
advance.
Catalyst inlet and outlet temperature and instanan-
eous exhaust gas flow rates and temperature also were deter-
mined for 20 tests defined by the Project Officer.
2-1
-------
2.2 FUEL
All vehicles were tested with Indolene clear fuel
except in the case of Car No. 2, where Indolene-30 was used
to create an inefficient catalyst situation. Both fuels
were inspected in accordance with 37 Federal Register 22i,
Section 85.075-10 and SAE Technical Report J171, Paragraph
2.1. Each batch of fuel used in the program was analyzed
and reported in Appendix B.
2.3 TESTING SEQUENCES
The following procedures apply to all vehicles
tested under this program. The gas tank was drained and
then filled to approximately 80 percent capacity (to the
nearest gallon) with test fuel. The vehicle was then oper-
ated on a dynamometer for approximately 10 minutes to both
purge the fuel system of as-received fuel and to prepare the
vehicle for the as-received, state-of-tune inspection. Upon
completion of the 10-minute operating period, the vehicle
was inspected to determine its as-received, state-of-tune.
The results of this inspection were then recorded on the
form shown in Figure 2-1. Following the vehicle engine
parameter inspection, a vehicle preconditioning was performed
consisting of one LA-4 driving cycle with no collection of
emissions data. The vehicles were then cold-soaked in
preparation for emissions testing in accordance with the
Federal Test Procedure (vehicle fueling and fuel heating
excluded).
The FTP was then run after at least a 12-hour soak
but less than 24 hours. Following the FTP emissions test,
the vehicle was tested in accordance with the short test
sequence. This short test sequence constituted the vehicle
precondioning for the second FTP emissions test on the
2-2
-------
OlSOn Laboratories, InC. Testing Services Division
11
CARD
33
MO
13 15
DAY
18
22
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i t i
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46
25
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48
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SERIAL NUMBEH
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LICENSE NUMBER
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VEHICLE NO
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Name Address
City State Zip
Phone Comments
Date Time Scheduler! Ry
Directions:
•
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13 15 18 20 22 24
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IO DAY YH A/C P/S P/B TR
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26
30
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TIRE SIZE
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RPM
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VEHICLE NO
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Ready for Inspection I I
Accept I 1
Pre-lnscection Complete n.;.« I I
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2nd Test Complete [~~|
Run Nn
Cold Soak Tim« In ... ._ ,, Timnrji.^
1]
2]
3]
4]
5]
6]
71
8]
91
ml
VEHICLE INSPECTION
OK Bid COMMENTS
Oil Lpvel 1 11 i
Radiatnr LPVP! 1 1 1 1
Transmission Level ( II 1
PP\/ Valua I 1 1 1
Ignition Wires | )! _J
Roltc 1 II I
fires I 1 1 I
Exhaust Sy*tpm I 1 ! 1
Brakes d] \HT\
3rd Test Complete
Run No.
Car Returned
a
a
11] Air Cleaner
12] Other
no.
.an.
DATE/TIME
2-1
2-3
-------
vehicle when required. Following the completion of the
second FTP on the vehicle, another short test sequence was
performed. The data for each bag analysis was recorded on
keypunch information sheets (Figures 2-2 and 2-3) for each
defect. After the introduction of each defect, or defects,
and prior to each baseline test, the vehicles were precondi-
tioned following the same procedure.
2.3.1 Short Test Sequence
The short test sequence consists of the following
tests and soak periods in the order shown:
1. Soak - 6 minutes
2. Clayton Key Mode (Idle in drive)
3. Soak - 6 minutes
4. Federal Three-Mode (Idle in neutral)
5. High-Speed Unloaded Test (2,500 rpm)
6. Soak - 6 minutes
7. Federal Short-Cycle
8. Soak - 6 minutes
9. New Jersey/New York Composite Cycle
Mass analysis of the exhaust samples taken during
the Federal Short-cycle and NJ/NY Composite Cycle was found
to be difficult due to the small sample volume obtained. In
many cases, the volume was depleted before analyzer stabili-
zation could be obtained. To solve this problem, two tests
were run, one-after-another, for each of the two cycles for
the last 20 vehicles tested, with the result that twice the
volume was collected over twice the cycle driving distance.
These factors-of-two cancel in the mass calculation. The
doubled volume was found to be sufficient to ensure instru-
ment stabilization.
2-4
-------
OlSOn Laboratories, InC. Testing Services Division
z
o
TEST
INFORMAL
124 11 13 15 18
Mill I , I , I I , I I , .
CARD H/T RUN NO. MO DAY YR WB
PIC TO
21
24
30
35
40
I
OB
45
BARO
INERTIA
73
IHP
I
AHP
I I I
ODOMETER
VEHICLE NO.
U
1 2 4
Isl U L
11
I I I I
17
22
28
33
CARD R/T
43
RUN NO.
46
52
I
TEMP
P IN
I I I
HC. PPM
I • I
j I
CO. PPM CO2.
SAMPLE
58 62 66
NOX. PPM
71 73
I
V/REV
REV HC. PPM CO. PPM C02. % NOX. PPM
BACKGROUND
VEHICLE NO.
< ro
y a
* <
H H
EJ U
:ARD n/r
>3 46
I . , I I
11
I ..... I
17
22
RUN NO
TEMP
V/REV
52
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II II
REV
HC. PPM
28
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33
58
CO. PPM CO?, '
SAMPLE Z
62
66
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NOX. PPM
71 73
HC.
CO, PPM CO2, *
BACKGROUND
NOX, PPM
I I I I I I 1
VEHICLE NO.
If J U
11
CARD R/T HUN NO
43 46
P IN
17 22
I I—J L..J I L _J L_
HC. PPM CO. PPM
28 33
^-J
CO2. %
52
58
I 1
1 i I
62
SAMPLE
66
NOX. PPM
71 73
I I I I I I I I I I I I I | l_!_| L
TEMP V/REV REV HC. PPM CO. PPM C02. \ NO,. PPM
j I
i
VEHICLE NO.
Q
i
>
1 2 4
U
HI
(".ACID R/T
11 14
LJL
BACKGROUND
19
25
l I 1
I
l I
HUN N •
30 33
44
LO
i I I i i » i i
MPH HC PPM CO. %
MPH HC, PPM CO. X
49 52 57
NO. PPM
IDLE
1 I • I _J__
MPH HC. PPM
CO.
NO. PPM
63 73
NO. PPM
V£HICl.E NO
7-/--/.CC. 7 - Z.
-------
OlSOn Laboratories, InC. Testing Services Division
in
1 .2
CARD n/r
30 33
LO
M U I
i n/T
30
UJ
11 14
19
HI
I
RUN NO.
38
44
MPH HC. PPM CO. %
49 52 57
NO. PPM
63 73
MPH HC. PPM
CO. %
NO. PPM
,DLE
I. II ... II II .. .
HC. PPM CO. X NO. PPM
I I I
MPH
VEHICLE NO.
L!J U
11
16
21
27
I I I
CARD R/T HUN NO
48
I I I I I I I
RPM
HC. PPM
CO.%
NO. PPM
73
I 1 I I I
I I I I I I I I I I
i i i
COMMENTS
VEHICLE NO.
a ;
UJ O
1 2 4
3 U
:ARD R/T
13
I .. I
I I I I I I I
11
17
22
28
33
HUN NO.
46
52
P IN
I I I
HC. PPM
I I I I I [ t » I I 1 I i I I I
CO. PPM CO2. % NO*. PPM
58
62
SAMPLE
66
71
73
I i
TEMP
V/REV
REV
HC. PPM
« I I
CO. PPM COj. %
BACKGROUND
NOX. PPM
VEHICLE NO.
>-
at
a. >
£ Z
Si
y u
CARD R/T
43
17
22
28
33
i i «
I i
RUN NO.
HC. PPM
-J I.... I I ... I
52
58
1
I » I I
TEMP
V/REV
I I I I
REV
J_
HC. PPM
• SAMPLE '
2 ee
. . I I ... .
CO. PPM COj. *
BACKGROUND
NOK. PPM
71 73
I
NOX. PPM
VEHICLE NO.
I
11
16
21
I ... I I ... I I.
27
32
37
43
I » I i
CARD R/T
48
RUN NO
RPM
HC. PPM C0,%
BEFORE CATALYST
NO. PPM HC. PPM
AT TAIL PIPE 73
CO,%
NO. PPM
I I i I l _ I - 1 - 1 - 1 — I - L_J — I - L_J - 1 - 1 - 1 — I
COMMENTS
1 - L
VEHICLE NO
'.?- 3
-------
2.3.2 Soak - 6 Minutes
The 6-minute soak procedure is performed as follows
After the completion of the preceding test, the vehicle
engine is stopped, the vehicle hood is closed if it was
open, and the auxiliary air cooling fan is turned on if it
was not previously in use. The fan remains in operation for
3 minutes. At the end of 3 minutes, the auxiliary air fan
is turned off and the vehicle's engine is started. The
engine is allowed to idle in neutral for 3 minutes. Upon
the completion of this 3-minute idle period, the next test
in the sequence is initiated.
2.4 TEST DESCRIPTIONS
2.4.1 Federal Test Procedure
The Federal Test Procedure is performed as described
in Federal Register, Volume 37, Number 221, Section 85.075-9
through 85.075-26 (evaporative emissions testing is excluded).
Vehicle preconditioning for vehicles 4101 to 4150 consisted
of one short test sequence as described in 2.3.1, or, for
vehicles 4151 to 4170, an initial LA-4 driving cycle. In
addition to the bag emissions data taken during the FTP,
continuous trace data was recorded for HC, CO, C02 and NOX-
2.4.2 Clayton Key Mode
This short test consists of three steady-state
operating conditions, as described below, from which exhaust
samples are taken by the volumetric procedure. HC and CO
values are obtained using a Horiba Instruments GSM 300; and
NO values are obtained from the continuous trace information.
The vehicle is operated in each mode until the exhaust
2-7
-------
emissions stabilize. The vehicle hood is closed and the
auxiliary cooling fan is not in operation while conducting
this test.
For this class of vehicle (5,000 pounds):
Trans .
Range
Dri ve
Dyno Load
(hp @ mph)
30 @ 50
High Speed
Cruise (mph)
48 to 50
Low Speed
Cruise (mph)
32 to 35
Idle
Automa tic
Trans, in
Drive
2.4.3
Federal Three-Mode
This short test consists of three steady-state
operating modes (similar to Clayton Key Mode) with the
dynamometer loads simulating the average power which occurs
at the appropriate speed on the FTP. Emissions are measured
by the volumetric procedure for each mode as described for
the Key Mode test. The vehicle is operated in each mode
until emissions stabilize with the hood closed and no auxi-
liary cooling fan in use.
For this class of vehicle (5,000 pounds):
Transmi ssi on
Range
Drive
High-Speed
Mode
Speed Load
mph hp
50 36
Low-Speed
Mode
Speed Load
mph hp
30 18
Idle Mode
Automati c
Transmi ssion
in Neutral
2.4.4
High-Speed Unloaded Test
HC, CO and NO exhaust emissions are measured by the
volumetric procedure at an engine speed of 2,500 rpm with the
transmission in neutral. The vehicle is operated in this
mode until the emissions stabilize. The vehicle hood is
2-8
-------
closed and there is no auxiliary cooling fan in use while
conducting this test.
2.4.5
Federal Short-Cycle
This is a nine-mode, CVS test of 125 seconds
tion which follows the driving schedule shown below:
Mode
0 -
16 -
29 -
37 -
42 -
37 -
20 -
16
29
29
37
42
37
20
0
Idl
mph
mph
mph
mph
mph
mph
mph
mph
e
accel
accel
erati
erati
on
on
cruise
accel
accel
decel
decel
decel
erati
erati
erati
erati
erati
on
on
on
on
on
Time in Mode
(seconds)
6.0
23.0
10.0
18.0
4.5
2.5
32.0
7.5
21.5
125.0 seconds total
The dynamometer loadings and transmission shift
points follow the procedure as required for the FTP.
During the performance of the Federal Short-Cycle,
the vehicle hood is closed and the auxiliary cooling fan is
not in operation.
2.4.6
Composite of NJ ACID Test and NY Short Test
This is a six-mode, CVS test of 75 seconds dura
tion which follows the driving cycle shown below:
Hode
0 -
30 -
10 -
Idle
30 mph
30 mph
10 mph
10 mph
0 mph
ac
cr
de
cr
de
acceleration
cruise
deceleration
cruise
deceleration
Time in Mode
(seconds)
22
15
15
12
7
4
75
seconds total
2-9
-------
All vehicles are tested at an inertia weight of
3,000 pounds and 3.5 hp at 30 mph. This test is performed
with the vehicle hood closed and without the use of an
auxiliary air cooling fan.
2.5 PROCEDURAL PRECAUTIONS
2.5.1 Dynamometer Warm Up
If the dynamometer had not been operated during
the 2-hour period immediately preceding the test, it was
warmed up for 15 minutes by operating it at 30 mph using a
non test vehicle. A non test vehicle is defined as a vehicle
not scheduled for any emission test in the following 12 hours.
2.5.2 Pedal Operation
All operation of the accelerator and the brake
pedals was accomplished with the right foot only.
2.5.3 Invalid Tests
Departures from the driver's trace beyond the limits
allowed normally causes an invalid test. Those departures
which were generally due to the malfunctioning vehicles were
immediately noted on the trace itself. Those few departures
that were due to driver error were repeated.
2-10
-------
Section 3
DEFECT SCHEDULE
The details of the "Defect Vehicle Test Schedule"
were supplied by the Project Officer. Each defect was
incorporated into the five selected Ford catalyst-equipped
prototype vehicles. The scheduled defects by vehicle are
included in the following pages.
3.1 SCHEDULE MODIFICATIONS
The schedule was modified with the approval of
the Project Officer and is included in the text in final
form. The changes are as follows:
Car No. 1
Step 6 - The missfire generator was inadver-
tently left on 10 percent for the first test
so an additional test was added as Step 21
(Test 23) prior to the final baseline.
Car No. 2
Step 14 - The emission did not return to
normal following the test using leaded fuel
so a final baseline was run and the remain-
ing two steps deleted from that vehicle were
added to Car No. 4.
3-1
-------
Car No. 4
Step 13 and 16 - None of the Ford vehicles
had a vacuum spark disconnect circuit so
both steps were deleted. They were replaced
with the final two steps from Car No. 2
which followed the last scheduled baseline
on thi s vehicle.
Car No. 5
Step 9 - The power circuit was improperly
disabled so that extraneous values were
noticed. The carburetor was disassembled
and the power circuit reexamined. The
resulting defect had the effect of disabling
the power circuit so that the manifold vacuum
had to effect on the valves operation pro-
ducing an ultra rich situation. The test was
repeated with the defect reinduced. Both
sets of data were reported since the first
set was significant due to the H2S odor which
became obvious during the hot "505" portion
of the FTP.
3-2
-------
CAR SETUP PROCEDURE
STEP
NO.
1
2
1
3
4
5
6
7
8
9
10
TYPE OF
DEFECT
Basel ine
Rich idle
Rich idle
Basel ine
Intermit-
tent miss-
fire
Intermit-
tent miss-
fire
Basel ine
No EGR
Basel ine
Clogged
air filter
PROCEDURE
CAR NO. 1
Check CO at idle with secondary
air disconnected upstream of
the catalyst. Reconnect secon-
dary air.
Richen idle system to either
5 percent CO before catalyst
with secondary air discon-
nected or 100 rpm drop due to
enrichment from lean best idle.
Reconnect secondary air.
Richen idle system to 8 percent
CO before catalyst with secon-
dary air disconnected. Recon-
nect secondary air.
Return idle mixture to original
setting.
Introduce intermittent missfire
(electronically short cylinders
at random) at 10 percent miss-
fire rate.
Introduce intermittent missfire
at 3 percent missfire rate.
Return ignition system to ori-
ginal condition and setting.
Deactivate EGR system
Set all parameters (CO, igni-
nition, and EGR to original
baseline values and test.
Using a new air filter element
mask 95 percent of its flow
area or sufficient to cause a
ten-fold increase in AP and
then test vehicle. Leave the
NO. OF
TESTS
THIS STEP
1
2
1
0
2
1
0
2
1
1
TOTAL
NO. OF
TESTS
1
3
4
4
6
7
7
9
10
11
3-3
-------
CAR SETUP PROCEDURE
STEP
NO.
10
11
12
13
14
TYPE OF
DEFECT
Cont'd
Clogged
air filter
Basel ine
Intermit-
tent miss-
fire plus
idle sys-
tem too
rich
Intermit-
tent miss-
fire plus
idle sys-
tem too
lean
PROCEDURE
CAR NO. 1 (Continued)
open zone of the element in
two quadrants of the circum-
ference. AP to be read at
50 mph key mode loading. (AP
to be measured across element
only - do not include AP
across air horn. )
Mask or otherwise choke the
flow of air through the air
filter element so as to obtain
a five-fold increase in AP
across the air filter at 50
mph key mode loading. (AP to
be measured across element
only - do not include AP
across air horn. )
Return the car to the origi-
nal condition.
Introduce intermittent miss-
fire at 10 percent missfire
rate as in Step No. 5 plus
richen the idle system to 5
percent CO before catalyst
with secondary air discon-
nected. Reconnect or 100 rpm
drop.
Introduce intermittent miss-
fire at 10 percent missfire
rate as in Step No. 5 plus
lean out the idle system to
.5 percent CO or lowest CO
level possible without miss-
fire, before catalyst with
secondary air disconnected.
Reconnect.
NO. OF
TESTS
THIS STEP
2
0
1
1
TOTAL
NO. OF
TESTS
13
13
14
15
3-4
-------
CAR SETUP PROCEDURE
STEP
NO.
15
16
17
18
19
20
21
22
TYPE OF
DEFECT
Intermit-
tent miss-
fire plus
EGR
plugged
Basel ine
Idle sys-
tem too
rich plus
EGR not
working
Idle sys-
tem too
rich plus
ignition
timing
advanced
Idle sys-
tem too
rich plus
ignition
timing
retarded
Idle sys-
tem too
rich plus
main fuel
system
too rich
Intermi t-
tent miss-
fire
Basel ine
PROCEDURE
CAR NO. 1 (Continued)
Deactivate the EGR system plus
introduce intermittent miss-
fire at 10 percent rate as in
Step No. 5.
Return the vehicle to original
condition. Run one baseline
test.
Deactivate EGR system plus
richen idle system to 5 per-
cent before catalyst with
secondary air disconnected.
With 5 percent idle CO
advance basic idle timing
6 degrees. EGR system
operating normally.
With 5 percent idle CO
retard basic idle timing
by 6 degrees.
Install main fuel jets which
are three sizes too large
as per Car No. 2, Step. No. 6
and set idle CO at 5 percent
level with secondary air
disconnected.
Introduce intermittent miss-
fire at 3 percent missfire
rate.
Return the vehicle to
original condition. Run one
baseline test.
NO. OF
TESTS
THIS STEP
1
1
1
2
1
1
1
1
TOTAL
NO. OF
TESTS
16
17
18
20
21
22
23
24
3-5
-------
CAR SETUP PROCEDURE
STEP
NO.
1
2
3
4
5
6
7
8
TYPE OF
DEFECT
Basel ine
Advanced
basic
ignition
timing
Basel ine
Insuffi-
ci ent
secondary
air
Basel ine
Over rich
main fuel
system
Basel i ne
High rpm
idle
PROCEDURE
CAR NO. 2
Check CO, timing, dwell, etc.,
and record. Perform one
baseline test on vehicle.
Using a distributor with
vacuum and centrifugal
advance characteristics
representative of the five
cars under test, advance the
idle timing by 6 degrees (not
to exceed audible knock dur-
ing first large acceleration
on FTP when engine is hot).
Return timing to original
setting.
Modify the secondary air sup-
ply system (larger pulley, air
leak, etc.), so as to obtain
approximately a 50 percent
reduction in secondary air
injection. Clamp off air.
Pump output = 6 psi. Clamp
off to 3 psi .
Return secondary air injec-
tion system to normal.
Install main fuel jets which
are three sizes (.003 inches)
larger than original fuel
jets, e.g. , 47F to 50F jet
sizes. Fuel float level
remains as previously set.
Return main fuel jets to
original size.
Increase engine idle speed
by 150 rpm to approximately
800 rpm. All other para-
meters remain as at lower
idle speed.
NO. OF
TESTS
THIS STEP
1
2
0
2
0
2
0
1
TOTAL
NO. OF
TESTS
1
3
3
5
5
7
7
8
3-6
-------
CAR SETUP PROCEDURE
STEP
NO.
9
10
11
12
13
TYPE OF
DEFECT
High rpm
idle
Basel ine
Ineffi-
cient
catalyst
Ineffi-
cient
catalyst
plus
intermit-
tent miss-
fire
Ineffi-
cient
catalyst
plus rich
idle
PROCEDURE
CAR NO. 2 (Continued)
Increase engine idle speed
by 70 to 100 rpm to between
725 and 750 rpm.
Set all parameters to ori-
ginal baseline levels and
test.
Drain the zero lead fuel
from the vehicle and refuel
with leaded regular gaso-
line. Operate the vehicle
so as to consume the tank
of gasoline. Replenish
the gasoline supply and
test the vehicle once.
Remove the leaded fuel and
replace with unleaded (30
percent of tank volume).
Repeat the test. Fill the
vehicle with leaded fuel.
Test again.
With the catalyst operating
inefficiently as in Step
No. 11, introduce a 10 per-
cent intermittent missfire
rate and test on leaded fuel.
Set idle CO at 5 percent
(without secondary air).
Ignition system operating
normally. Test using leaded
fuel. Return all components
to normal and operate the
car on unleaded fuel at high
loads and speed so as to
reactivate the catalyst.
NO. OF
TESTS
THIS STEP
2
1
3
1
1
TOTAL
NO. OF
TESTS
10
11
14
16
17
3-7
-------
CAR SETUP PROCEDURE
STEP
NO.
14
TYPE OF
DEFECT
Basel ine
PROCEDURE
CAR NO. 2 (Continued)
Test the car on unleaded fuel.
If the emissions have returned
to the original baseline level
proceed with the next step.
If the emissions have not
returned to "normal" operate
for one further tank of
unleaded fuel. If the emis-
sions have still not norma-
lized the remainder of this
vehicle's tests will be per-
formed on another vehicle.
NO. OF
TESTS
THIS STEP
2
TOTAL
NO. OF
TESTS
ISA
&
18B
3-8
-------
CAR
SETUP PROCEDURE
STEP
NO.
1
2
3
4
5
6
7
8
TYPE OF
DEFECT
Basel ine
Retarded
timing
(basic)
Basel ine
Early
power
circuit
activa-
tion
Basel ine
No secon-
dary air
injection
Basel ine
Timing
over ad-
vancing
(vacuum)
PROCEDURE
CAR NO. 3
Check CO, timing, dwell, etc.,
and record. Perform one base-
line test on the vehicle.
Using a distributor with
vacuum and centrifugal
advance characteristics
representative of the five
cars under test, retard
the idle timing by 6
degrees.
Return car to original
condition.
Search the Ford Motor
Company parts specifica-
tions and determine the
power value part number
which is designed to "come
in" soonest, i.e., about
10 inches. Install this part
in the carburetor.
Return car to original
condition.
Deactivate the secondary air
injection system.
Return car to original
condition.
Modify the vacuum advance
mechanism so as to give early
advancing without impacting
the maximum advance obtained.
Modify so as to obtain the
same advance at 10 inches as
would normally be obtained at
15 inches.
NO. OF
TESTS
THIS STEP
1
2
0
2
0
2
0
2
TOTAL
NO. OF
TESTS
1
3
3
5
5
7
7
9
3-9
-------
CAR SETUP PROCEDURE
STEP
NO.
9
10
11
12
13
14
TYPE OF
DEFECT
Basel ine
Rich idle
plus inter-
mi ttent
missf ire
of spark
plugs
Basel ine
EGR not
working
plus igni-
tion
timing
advanced
Basel ine
Reduced
flow from
secondary
air system
plus over
rich mai n
fuel
system
PROCEDURE
CAR NO. 3 (Continued)
Return car to original
condition.
NOTE: The following tests
contain two or more
common defects.
Richen idle system to either
5 percent CO before catalyst
with secondary air discon-
nected or 100 rpm drop rich
from lean best idle plus
introduce intermittent miss-
fire at a 10 percent missfire
rate.
Return car to original
condition.
Deactivate EGR system plus
advance the idle timing by
6 degrees (no audible
knocks ) .
Return car to original con-
dition. Run one baseline
test.
Modify secondary air supply
system to obtain approxima-
tely a 50 percent reduction
in secondary air injection
plus install main fuel jets
which are three sizes larger
than original fuel jets.
NO. OF
TESTS
THIS STEP
1
1
0
2
1
2
TOTAL
NO. OF
TESTS
10
11
11
13
14
16
3-10
-------
CAR SETUP PROCEDURE
STEP
NO.
15
16
17
18
TYPE OF
DEFECT
Reduced
secondary
air flow
plus 1 ean
main fuel
system
Baseline
Retarded
ignition
timing
pi us high
idle rpm
Basel i ne
PROCEDURE
CAR NO. 3 (Continued)
Remove oversize jets and
install undersize jets (two
sizes smaller) and retest
with reduced secondary air
flow, (reduction same as Step
No. 14).
Return car to original
condition.
Increase idle rpm 100 rpm and
retard idle basic timing by
6 degrees.
Return the car to original
condition. Run one base-
1 ine test.
NO. OF
TESTS
THIS STEP
1
0
1
1
TOTAL
NO. OF
TESTS
17
17
18
19
3-11
-------
CAR SETUP PROCEDURE
STEP
NO.
1
2
3
4
5
6
TYPE OF
DEFECT
Basel i ne
Timing
under
advancing
(vacuum)
Basel i ne
Timing
over
advancing
(centri -
fugal )
Basel i ne
Timing
under
advanci ng
(centri -
fugal )
PROCEDURE
CAR NO. 4
Check CO, timing, dwell, etc.,
and record. Perform one
baseline test on vehicle.
Modify the vacuum advance
mechanism so as to give late
advancing without impacting
the maximum advance obtained.
Modify so as to obtain the
same advance at 10 inches as
would be obtained at 5 inches.
Return car to original
condition.
Modify the centrifugal
advance mechanics so as to
give early advancing without
increasing the maximum cen-
trifugal advance possible.
Modify so as to obtain the
same advance at 1,500 rpm
(distributor) as would be
obtained at 2,000 rpm norm-
ally. Norm = 10 degrees at
2,000 rpm Dist.
Return car to original
condi tion.
Modify the centrifugal
advance mechanism so as to
give late advancing without
impacting the vacuum advance
circuit or the maximum amount
of centrifugal advance. Modify
so as to obtain the same
advance at 2,000 rpm (distri-
butor) as would be obtained at
1,500 rpm normally.
NO. OF
TESTS
THIS STEP
1
2
0
2
0
2
TOTAL
NO. OF
TESTS
1
3
3
5
.
5
7
3-12
-------
CAR SETUP PROCEDURE
STEP
NO.
7
8
9
10
11
12
13
15
17
TYPE OF
DEFECT
Basel ine
Vacuum
1 ine
leaki ng
Basel ine
PCV valve
stuck
closed
PCV valve
stuck open
Basel ine
Basel ine
Idle sys-
tem too
rich plus
secondary
air dis-
connected
Idle sys-
tem too
rich plus
PCV valve
bl ocked
PROCEDURE
CAR NO. 4 (Continued)
Return car to original con-
dition. Perform one base-
line test.
Remove one of the nonemis-
sion control device vacuum
lines from the Christmas tree.
Meter if necessary to prevent
excessive lean missfire which
could cause engine stalling.
Return car to original
condi tion.
Remove PCV valve and plug PCV
line allowing no possible
crankcase ventilation.
Remove blockage in PCV line
and reconnect with PCV valve
in circuit but locked open.
Return to original condition
by reinstalling good PCV valve.
Perform one baseline test.
NOTE: The following tests con-
tain two or more defects.
Richen idle system to 5 per-
cent CO before catalyst with
secondary air disconnected
With idle CO at 5 percent,
plug PCV system so that there
is no flow into the intake
manifold .
NO. OF
TESTS
THIS STEP
1
2
0
1
1
0
1
1
1
TOTAL
NO. OF
TESTS
8
10
10
11
12
12
13
14
15
3-13
-------
CAR SETUP PROCEDURE
STEP
NO.
18
19
20
TYPE OF
DEFECT
Basel ine
One defec-
tive spark
plug
Base] ine
PROCEDURE
CAR NO. 4 (Continued)
Return vehicle to original
condition. Perform one base-
1 ine test.
Disconnect the high tension
lead to one spark plug to simu-
late a bridged plug or failed
lead.
Perform one baseline test
NO. OF
TESTS
THIS STEP
1
1
1
TOTAL
NO. OF
TESTS
16
17
18
3-15
-------
CAR SETUP PROCEDURE
STEP
NO.
1
2
3
4
5
6
7
8
9
10
TYPE OF
DEFECT
Basel ine
Idle sys-
tem lean
Basel ine
Idle sys-
tem 1 ow
rpm
Idle
Basel ine
Lean main
fuel
system
Basel ine
Carbu-
retor
power
circuit
Basel ine
PROCEDURE
CAR NO. 5
Check CO, timing, dwell, etc.,
and record. Perform one base-
line test on the vehicle.
Lean idle system to either .5
percent CO before catalyst
with secondary air discon-
nected or 100 rpm drop lean
from lean best idle. Do not
allow excessive missfire, how-
ever.
Return idle setting to origi-
nal setting.
Decrease idle rpm 75 to 100
rpm while holding all other
parameters at manufacturer's
specifications.
Decrease idle rpm by 150 rpm
providing missfire is not
encountered .
Return car to original setting.
Install main fuel jets which
are two sizes (.002 inches)
smaller than original fuel
jets. Fuel float level
remains same as with original
jets.
Remove jets and reinstall
original jets. Run one base-
1 ine test.
Disable carburetor power cir-
cuit so that the vehicle
receives no power circuit
operation.
Return vehicle to original con-
dition by reactivating power
circuit.
NO. OF
TESTS
THIS STEP
1
2
0
2
1
0
2
1
2
0
TOTAL
NO. OF
TESTS
1
3
3
5
6
6
8
9
11
11
3-16
-------
CAR SETUP PROCEDURE
STEP
NO.
11
12
13
14
15
16
17
TYPE OF
DEFECT
EGR
circui t
reduced
flow
Basel ine
Fuel pump
1 ow
pressure
Baseline
Valves
defective
Valves
defective
intake
Basel ine
PROCEDURE
CAR NO. 5 (Continued)
Reduce EGR flow in EGR circuit
by approximately 50 percent
by blocking EGR tube to carbu-
retor base plate.
Restore full EGR flow and
return vehicle to original
condi tion.
Reduce fuel pump pressure by
25 percent and test vehicle
once.
Restore full fuel pump pres-
sure and run one baseline test.
Remove cylinder head from vehi-
cle. Obtain one replacement
exhaust valve from a Ford
dealer and cut a wedge in the
face of the valve which has an
area removed corresponding to
5 to 10 percent of the total
valve face area. Install valve
in the front cylinder and
reinstall head. Maintain the
same valve lash for the original
valve removed.
Remove cylinder head and defec-
tive exhaust valve. Obtain the
corresponding intake valve for
this vehicle and also take a
wedge of 5 to 10 percent of the
total valve face from the intake
valve. Install the front cylin-
der. Install original nondefec-
tive exhaust valve.
Remove cylinder head and defec-
tive valve. Reinstall origi-
nal valve. Run one baseline
test.
NO. OF
TESTS
THIS STEP
2
0
1
1
2
2
1
TOTAL
NO. OF
TESTS
13
13
14
15
17
19
20
3-17
-------
3.2 TEMPERATURE AND FLOW MEASUREMENT
Catalyst inlet and outlet temperature and instan-
taneous exhaust gas temperature and flow rates were measured
on 20 vehicles. The Project Officer specified the tests on
each vehicle which were to be measured.
The tests are listed below by test and run number.
Test Run No.
Car No. 1 5 A08156
6 A08190
7 A08232
11 A08265
14 A08306
15 A08319
19 A08443
20 A08446
23 A08478
24 Not Complete
(A08504)
Car No. 2 15 A08214
16 A08231
17 A08253
20 No Test (See 254)
Car No. 3 6 A08100
7 A08180
Car No. 4 15 A08241
17 A08266
20 A08537
Car No. 5 6 A08125
14 A08278
20 A08477
A Honeywell multi-point temperature recorder 0 to
2,000°F full scale Chromel-Alumel thermocouples installed in
the available ports were used to monitor the catalyst inlet
and outlet temperature.
3-18
-------
A Honeywell Electronic 19 recorder was used to
record exhaust flow rates and temperatures. The exhaust
flow rate was recorded for the range of 0 to 200 acfm full
scale and the exhaust gas temperature was spanned at 0 to
50 mv Iron-Constantan thermocouples full scale. A J-Tec
experimental model ultra sonic vortex shedding flow meter
was installed between the tail pipe and the CVS. The flow
and temperature were measured in the center of the stream.
The mechanic's defect inducement sheets are
included in the appendix.
3-19
-------
Section 4
TEST EQUIPMENT
4.1 MAJOR EQUIPMENT
Hydrocarbon (HC) measurements were made by flame
ionization instrumentation (FID), carbon monoxide (CO) and
carbon dioxide (COp) by NDIR instrumentation, and oxides of
nitrogen (NO ) measurement by the chemi1uminescence (CL)
/\
method. The following major equipment was used:
Scott Model 116 Flame Ionization Analyzer using
40 percent H« - 60 percent N2 fuel with the fol-
lowing full-scale ranges:
0 - 100 ppm Carbon
0 - 300 ppm Carbon
0 - 3,000 ppm Carbon
Beckman 108A Flame Ionization Analyzer using
40 percent H2 - 60 percent N2 fuel with the fol-
lowing full-scale ranges:
0 - 1,000 ppm Carbon
0 - 3,000 ppm Carbon
0 - 10,000 ppm Carbon
4-1
-------
Horiba AIA-21 NDIR carbon monoxide analyzer with
a full-scale range of 0 to 750 ppm.
Horiba AIA-2 NDIR Analyzers with the following
full-scale ranges:
Carbon Monoxide 0 to 0.2 percent
Carbon Monoxide 0 to 10 percent
Carbon Dioxide 0 to 15 percent
Beckman 315 B Analyzers with the following full-
scale ranges:
Carbon Monoxide 0 to 0.3 percent
Carbon Monoxide 0 to 3 percent
Carbon Dioxide 0 to 4 percent
Scott Model NO Analyzer of the chemi1uminescence
type. This analyzer incorporates a thermal con-
verter for the conversion of nitrogen dioxides
(N02) to nitric oxide (NO). The NO analyzer full-
scale ranges are as follows:
0 to 100 ppm NO
0 to 250 ppm NO
0 to 1,000 ppm NO
TECO NO Analyzer of the chemiluminescence type.
This analyzer incorporates a thermal converter for
the conversion of nitrogen dioxide (N02) to nitric
oxide (NO). The NO analyzer full-scale ranges are
as follows:
0 to 1,000 ppm NO
0 to 2,500 ppm NO
0 to 10,000 ppm NO
4-2
-------
The operating ranges specified for the above
sampling conditions and analytic system(s) were expected to
cover the concentrations encountered in the performance of
this program. In two cases, the undiluted continuous trace
data for HC exceeded 3,000 ppm.
The Constant Volume Sampler (CVS) conforms to the
specifications listed in 37 Federal Register 221 (Section
85.075-20).
The Laminar Flow Element (Meriam Model 50 MC 2-4)
was used for calibration of the CVS.
Teh instrument used tor measurement of undiluted
HC and CO emissions is a Horiba Instrument, GSM 300. This
portable, repair-garage-type instrument is capable of mea-
suring hydrocarbons in ranges of 0 to 400 ppm and 0 to
2,000 ppm carbon and carbon monoxide in concentration ranges
of 0 to 2 percent and 0 to 10 percent.
The dynamometer used is a Clayton Variable Inertia
Flywheel Dynamometer with 250-pound increment inertia loading
weights (below 3,000 pounds inertia weight) and road-loading
characteristics. This dynamometer is suitable for use in
emission testing up to 5,500 pounds inertia weight.
Continuous trace data were collected for HC, CO,
C02, and NO. The recorders used were Honeywell Electronic
194, two-pen recorders. The following chart speeds were
used:
6 inches per minute for all volumetric measure-
ments, other than the FTP traces which were run at
3 inches per minute.
3 inches per minute for FTP mass measurements from
the bag samples.
6 inches per minute for Federal Short-Cycle and
Composite NJ/NY mass measurements for vehicles
4101 to 4170.
4-3
-------
4.2 CALIBRATION
Analyzers, constant volume sampler, dynamometer
calibration gases, and capabilities of personnel were qua-
lified to the satisfaction of the Project Officer prior to
the start of the vehicle testing. Calibration curves for
the exhaust analyzers, were checked on a monthly basis with
zero and span checks made prior to the analysis of each sample.
An NO converter efficiency check was made weekly. The CVS
A
was checked daily utilizing the Propane Injection Test. The
dynamometer calibration was checked monthly. The EPA/Army
calibration gases used in the performance of the Task Order 02
project were returned to the Army and replaced with "Golden
Standard" gases from the EPA/Olson surveillance program at
Levittown, Pennsylvania.
The HC, CO, C0?, and NO instruments were calibrated
£ A
against these gaseous standards. Each CO and C02 instrument
was calibrated with at least five points spread somewhat
evenly across each range.
Calibration of the FID and the CL analyzer was with
at least three points across each range.
Samples of data forms used for analyzer curve
generation, CVS and mass bench propane injection tests, and
daily start-up check sheets for mass and volumetric benches
are given in Figures 4-1 to 4-4, respectively.
All instruments were calibrated prior to commenc-
ing this group of testing. A new mass bench had been
installed in January and February and a complete calibration
was performed using "Golden Standard" gases from the EPA/Olson
surveillance test program at Levittown, Pennsylvania.
A calibration check was performed on April 10,
1975 on the analyzers and ranges used in the previous month.
New curves were required for HC, 0 to 3,000 ppm and C02»
0 to 4 percent on the mass train and CO, 0 to 3,000 ppm on
4-4
-------
ANALYZER CURVE GENERATION DATA
DEPT. WO.
ANALY2ER_
PURPOSE
TRAIN
DATE
RANGE
MAKE
MODEL
DETECTOR HO.
ANALYSED DATA: TUt:~
CELL I. f:WGT//_
GAIl!
FLOV !'ATES (Sample, By-pass, etc,1
PIC
SERIAL NO.
RANGE SELECT
ZERO
OTHER PARAMETERS (Sample, Oxygen, f.ir, Fuel-pressure)
DATA: Deflection = [Recorder /~~7
[DVM / /
Zero Gas - [Zero Air / /
[Nitrogen / /
Cv 1 : r. lor T y p c?
Z e : o ; a s
C o n c >'.• n t r a t ion
0.00
Deflect i or.
0 . 0
Conp . Nc .
0
Information: Data Tables Changed Y __ N _ ; Curve Fit
M e t h o d
Stnr Charts Attached /__/ Data Tables Attached / /
Figure 4-1
4-5
-------
Date:
Train
PROPANE INJECTION TEST
CVS Frame #
Dept. #
PIP
Time
I. Calculation of V_. (Total Volume of Mixture)
in j-j\.
A. P = Barom. Pres. =
In. Hg x 25.4 =
B. PT = Pump Inlet Dpr =
In. H~0 x 1.868 =
C. P ~ Pump Inlet Pres. = PB - P.J. =
D. PO = Pump Outlet Pres. =
E. T = Pump Inlet Temp. =
In. H.,0
°F + 460°P =
r. . N = Pump Rnvs =
Time =
AM
PM
_mm Hg
_mm Hq
mm He;
.In. H.,0
min; RPM =
H. VQ = Pump Vol. per Rev =
I. V . =_£xNxVx .69474 =
ft 3 /rev
3
.
mix
ft
II. A. Weight Exp.
B. Bag Analysis
Cylinder (gm?) Baq Deflection Range Concentration
Be-fore = _ Sample _ _
Bkgd _ _
After =
Conr =
— f\
III. Mass Calculation (Mass = V . x 17.3 x Cone x 1 0 )
irm\
Mass = __ gms
" x 100 =
Frror =
%L
COMMENTS:
QC Use
Approved_
Rejected_
By
Figure 4-2
4-6
-------
OLS07J LftDOHATCRIEC. I?JG.
TESTING StKViCtS DIVISION
MASS START-UP CHECK SHEET
DEPT NO.
SiilFT
TRAIN
DATE
P. I.C.
WEEKLY
DAILY
CALIBRATION
-n
(£3
c
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the volumetric train. The new curves were generated and
sent to Warner Lee at Aerospace Corporation. A dynamometer
curve check was performed April 7, with no change required.
Recalibration of the CVS was not found to be necessary.
Analyzer calibration curve points, CVS calibration,
and dynamometer calibration curve point tables are presented
in Appendices C, D, and E, respectively.
4-9
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Section 5
DATA PREPARATION
Test data were entered on punched, interpreted
cards (except driver traces) in a format approved by the
Project Officer shortly after contract award. The format
is identical to that used for Task Order 02.
5.1 TEST DATA
Vehicle information consists of basic parameters
such as vehicle program identification number, make, model-
year, accumulated mileage, date(s) of test(s), engine dis-
placement, carburetion, transmission type, emission control
systems on the vehicle, inertia weight, horsepower settings,
license number, owner identification, VIN, engine parameter
settings and identification of control systems either inop-
erative or functioning improperly. (See Figure 2-1.)
Exhaust emission test results include ambient tem-
perature, barometric pressure, humidity, mass emissions in
each bag from the FTP and each CVS sampled short test, and
concentration emissions from each mode for all other short
tests. (See Figures 2-2 and 2-3.) NO is reported as N0?
^ (m
both as measured and corrected for relative humidity. The
humidity correction factor was calculated from a method
provided by EPA dated March 8, 1974.
5-1
-------
Grams-per-mile emissions for the FTP were calcu-
lated per the Federal Register, Volume 37, Number 221,
Section 85.075-26.
Mass emissions for the Federal Short-Cycle test
were computed by the following formulas:
m = Vdc/a
where:
m = mass emissions 1n grams-per-mile
V = total CVS flow = volume per revolution
times revolution count
d = density of the exhaust component
c = measured concentration in the bag less
the background concentration
a = cycle length in miles (0.7536)
Measured concentration values for the composite
NJ/NY test are reported, but mass emissions were not computed
Fuel usage, in miles per gallon, was calculated
from the bag data according to the carbon balance technique
and reported for each FTP on each vehicle.
All data were transmitted to Warner Lee at Aero-
space Corporation for statistical analysis upon completion
of an error screening process and computer run. This sub-
mittal was made on the Friday of the week following actual
testing. Each submittal included all emissions strip charts,
the driver's trace, CVS temperature trace, computer summary
printout for all tests for that week, and the test data on
punched 80-column computer cards.
5-2
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5.2 REPORTS
5.2.1 .- Weekly Reports
Data were recorded on punched, interpreted and
verified cards. Cards, strip charts and computer printouts
covering each week's work were sent to Warner Lee at Aero-
space Corporation, El Segundo, California, by the Friday of
the following week.
Weekly progress reports were made by telephone to
the Task Project Officer or his representative during the
morning of the last day of the business week (normally
Friday).
5.2.2 Monthly Reports
Olson furnished letter-type monthly reports to the
Task Project Officer and one copy to the Contracting Officer
by the 15th of the month following the month being reported
on. These reports outlined the progress made, together with
slippages and procedures for correction.
5-3
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