EPA-460/3-77-020
August 1977
MOTORCYCLE
EMISSION
CONTROL
DEMONSTRATION
U.S. ENVIRONMENTAL PROTECTION AGENCY
Office of Air and Waste Management
Mobile Source Air Pollution Control
Emission Control Technology Division
Ann Arbor, Michigan 48105
-------
EPA 460/3-77-020
MOTORCYCLE EMISSION
CONTROL DEMONSTRATION
by
Terry L. Ullman and Charles T. Hare
Southwest Research Institute
P.O. Drawer 28510
6220 Culehra Road
San Antonio, Texas 78284
Contract No. 68-03-2391
EPA Project Officer: Randall H. Field
Prepared for
ENVIRONMENTAL PROTECTION AGENCY
Office of Air and Waste Management
Office of Mobile Source Air Pollution Control
Emission Control Technology Division
Ann Arbor, Michigan 48105
December 1977
-------
This report is issued by the Environmental Protection Agency to report tech-
nical 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 (in limited quantities) from the Library Services
Office (MD35), Research Triangle Park, North Carolina 27711f or, for a fee,
from the National Technical Information Service, 5285 Port Royal Road, Spring-
field, Virginia 22161.
This report was furnished to the Environmental Protection Agency by Southwest
Research Institute, San Antonio, Texas in fulfillment of Contract No. 68-03-
2391. The contents of this report are reproduced herein as received from
Southwest Research Institute. The opinions, findings, and conclusions ex-
pressed 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-460/3-77-020
11
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FOREWORD
The project on which this report is based was initiated by EPA Request
for Proposal No. CI-75-0252, dated July 18, 1975. After acceptance of SwRI's
Proposal No. 11-1452, dated August 29, 1975, Contract No. 68-03-2391 was awarded
on March 10, 1976. The project was identified within SwRI as Project No. 11-4508,
Project Officers for EPA's Technology Assessment Branch during the project
were Mr. Randall H. Field and (previously) Mr. David L. Tripp. Several meetings
were held with these project officers to decide on motorcycle selection and
control applications. Charles T. Hare and Karl J. Springer were overall super-
visors of the program; Terry L. Oilman was SwRI Project Leader; and technical
personnel were Jim Boylan (lead technician), Ken Norman, John T. Jack, Nathan
Reeh, and Rick Emmert.
The assistance of several individuals and groups has contributed to the
successful completion of this project. We would like to express our appreci-
ation to:
Kawasaki Motors Corporation, U.S.A. (Mr. Dennis David)
U.S. Suzuki Motor Corporation (Mr. Robert G. Hammond)
Yamaha International Corporation (Mr. Kenneth K. Ito)
American Honda Motor Company, Inc. (Mr. Brian Gill)
Engelhard Industries (Mr. John J. Mooney, Dr. James G. Hansel)
Matsushita Electric Industrial Company, Ltd. (Mr. Harutoki Nakamura)
iii
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ABSTRACT
In order to generate data on the effectiveness of available motorcycle
emission control technology, ten motorcycles were selected for testing on the
basis of sales data and engine design. The 2-stroke motorcycles chosen were
the Suzuki GT-750, Kawasaki KH-500, Yamaha RD-400C, Kawasaki KE-175, and Su-
zuki TS-100. The 4-stroke motorcycles were the Honda GL-1000, Kawasaki KZ-900,
Suzuki RE-5 (rotary), Honda CB-360T, and Honda XL-125.
Applied singly and in combination, "proof of principle" demonstrations
were conducted on carburetor enleanment, capacitive-discharge ignition, air
injection by reed valve and by pump, catalysts, thermal reactors, port liners,
rotary valve modifications, and a spark-ignited afterburner. Most of the emis-
sion control techniques were applied to two or more machines to determine the
sensitivity of control measures to engine size and type.
The primary test procedure used to determine control effectiveness was
the motorcycle FTP, with corresponding FETs conducted in as many cases as
possible. Steady-state emission measurements were conducted whenever neces-
sary to set up or document the performance of emission control measures. Per-
formance evaluations included 0-100 kph accelerations and a modified automobile
driveability procedure.
IV
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TABLE OF CONTENTS
Page
FOREWORD iii
ABSTRACT iv
LIST OF FIGURES vii
LIST OF TABLES xii
I. INTRODUCTION 1
II. SUMMARY 2
III. MOTORCYCLE SELECTION METHODOLOGY 7
IV. PREPARATION FOR CONTROL APPLICATION 16
16
21
25
25
25
V. EMISSION CONTROL SELECTION AND IMPLEMENTATION 29
29
31
31
45
52
59
63
68
74
80
93
96
VI. MALADJUSTMENT PHASE 101
LIST OF REFERENCES . 104
A. Test Equipment
B. Zero-Kilometer Testing
C. Motorcycle Break-in
D. Baseline Emission Testing
E. Performance and Driveability Evaluations
EMISSION CONTROL SELECTION AND
A. Potential Control Measures
B. Implementation of Control
1. Honda CB-360
2. Kawasaki KZ-900
3. Honda XL-125
4. Suzuki RE-5
5. Honda GL-1000
6. Yamaha RD-400
7. Kawasaki KH-500
8. Kawasaki KE-175
9. Suzuki TS-100
10. Suzuki GT-750
IMPLEMENTATION
and Selection
Strategy
V
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TABLE OF CONTENTS (cont'd)
APPENDIXES
A. Data on Individual Motorcycle Models
B. Driveability Procedure for Test Motorcycles and
Completed Road Evaluation Forms
C. Influence of Valve Overlap on Hydrocarbon Emission
D. Results from Steady-States Followed by Results
from FTP and FET Tests
E. Results from FTP, FET, and Steady-State Tests
with Maladjustment
F. Engelhard Catalyst Analysis Report
VI
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LIST OF FIGURES
Figure Page
1 Motorcycle Cooling Blower Calibration 18
2 Motorcycle Test Facility 19
3 "Bag Cart" Used for Measurement of Bag Concentration
on HC, CO, CO,, and NOW 19
£* A
4 "Bike Cart" Used for Measurement of Both Diluted and
Undiluted Exhaust Emissions 19
5 Suzuki TS-100 21
6 Honda XL-125 21
7 Kawasaki KE-175 22
8 Honda CB-360 22
9 Yamaha RD-400 22
10 Suzuki RE-5 22
11 Kawasaki KH-500 23
12 Suzuki GT-750 23
13 Kawasaki KZ-900 23
14 Honda GL-1000 23
15 Yamaha, Subaru, and Chevette Reed Valves 32
16 Honda CB-360 Exhaust Header Pipe with Sparger Tube 32
17 Subaru Reed Valve Flowrate Measurement by "Rotameter" 32
18 Chevette Reed Valve Flowrate Measurement by "Bag
Evacuation" 32
19 Honda CB-360 with Thermal Reactor and Air Injection
Probes Installed 33
20 Subaru Reed Valve Flow Into One Exhaust Pipe of
Honda CB-360 35
21 Chevette Reed Valve Flow Into One Exhaust Pipe of
Honda CB-360 36
vii
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LIST OF FIGURES (cont'd)
Figure Page
22 Initial Thermal Reactor Design for Honda CB-360
Motorcycle 37
23 Yamaha Reed Valve Flow Into One Exhaust Pipe of
Honda CB-360 38
24 Two Inside-Cylinder Kehin Carburetors from Honda
750K 39
25 Partial Installation of Two Honda 750K Carburetors
on the Honda CB-360 39
26 Honda CB-360 with Insulated Header Pipes and Thermal
Reactors 41
27 Small Thermal Reactor with Gas Flow Path Similar to
Automotive Concepts (Second Design) 42
28 Thermal Reactors of Second Design Installed on Honda
CB-360 42
29 Thermal Reactors with Insulation Applied on Honda
CB-360 42
30 Catalysts Applied to Honda CB-360 45
31 Pump No. 0440 Used with Catalyst on Honda CB-360 45
32 Air Injection Using Chevette Reed Valves 48
33 Air Injection Using Pump 48
34 Air Injection Into KZ-900 via Cast Pump No. 0440 49
35 KZ-900 Head with Port Liners 50
36 Finished Port Liners 50
37 KZ-900 with Catalysts and Air Injection 51
38 XL-125 with Air Injection Pump No. 0533 Driven at
1:2 Ratio (Pump:Crankshaft) 53
39 Air Injection Flowrate with Pump No. 0533 and Pump
No. 1033 on the Honda XL-125 54
40 Emission of C02 from Honda XL-125 with Air Injection
Variation 55
viii
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LIST OF FIGURES (cont'd)
Figure Page
41 Catalyst Installation on Honda XL-125 59
42 RE-5 with Air Injection Probe and Exterior Pipe
Cutaway 60
43 Diagram of Air Injection Test Configuration 60
44 Air Injection Flowrate Into RE-5 Exhaust via Subaru
Reed Valve (Probes Full In, Both Reeds Active) 62
45 Catalysts and Air Injection on the Suzuki RE-5 62
46 Compressed Air Injection Into GL-1000 64
47 Chevette Reed Valves Installed on GL-1000 65
48 Air Injection Flowrates of Two of Four Chevette Reed
Valves Mounted on the Honda GL-1000 66
49 Catalyst Installation on GL-1000 67
50 Air Injection and Catalyst Installation on GL-1000 68
51 Catalyst Set for the Yamaha RD-400, Set No. 3001 and
Set No. 3002 69
52 Air Injection Flowrates Into One Pipe of Yamaha
RD-400, with Stock Muffler, 9.5 mm Sparger Tube 70
53 Air Induction Setup on RD-400 Using the Subaru Reed
Valve 71
54 Oxidation of HC Using Air Injection Variation with
Catalyst No. 3002 on the Yamaha RD-400 73
55 Exhaust Header Insulated to Serve as a Thermal
Reactor 74
56 Heavily Insulated Thermal Reactors Installed on
RD-400 74
57 Finished Port Liner for KH-500 75
58 Exhaust Port Liner Installed in KH-500 75
59 Catalysts and Heat Shield Installed on KH-500 (Air
Injection Applied After First Step Control) 76
76
IX
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LIST OF FIGURES (cont'd)
Figure page
60 Cylindrical Catalyst Assembly with "Torvex" Fore-
section Used for 2-stroke Application 76
61 Center Piston After Seizure of KH-500 77
62 Center Cylinder After Seizure of KH-500 77
63 Catalyst Foresection Break-up, "Torvex" 78
64 Plugging of Catalyst Aftsection, Corning Substrate 78
65 Rotary Valve in Position on Crankshaft on KE-175 80
66 Port Timing Diagram 81
67 Two Catalysts in Series on the KE-175 83
68 KE-175 Test Set-up of Air Injection in Front of
Catalyst 84
69 Air Injection Into KE-175 via Pump No. 0533 and Pump
No. 1033 85
70 Schematic of 2-stroke Overscavenged Gas Extraction
Experiment 87
71 Modified KE-175 Head 88
72 Timed Drive and Extraction Valve 88
73 Right Side View of KE-175 Ready for Extraction Testing 88
74 Left Side View of KE-175 Ready for Extraction Testing 88
75 Changes in Main Exhaust Stream Emissions as Rotary
Extraction Valve Timing Varied 90
76 Port Timing Diagram of KE-175, 2-stroke 91
77 Variation of HC Concentration with Various Extraction
Flowrate 92
78 Catalyst Welded Into Exhaust of TS-100 96
79 Spark-Ignited Afterburner Installed on GT-750 98
80 Long Spark Igniter 98
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LIST OF FIGURES (cont'd)
Figure Page
81 Long Spark Igniter Used on GT-750 98
82 Catalysts Installation on GT-750 100
83 Air Pump (No. 1533) Installation on GT-750 100
xi
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LIST OF TABLES
Table Page
1 Current Federal Motorcycle Emission Regulations 1
2 Summary of Emission Results for 2-stroke Motorcycles 3
3 Desired Selection Categories 7
4 Initial Motorcycle Model Elimination Process 8
5 Possible Test Motorcycle Groups by Displacement,
Type, Cooling Medium, and Cylinders or Rotors 8
6 Air-Cooled 4-stroke Motorcycles over 500 cm3 9
7 Air-Cooled 2-stroke Motorcycles with Displacements
of 300-500 cm3 11
8 Air-Cooled 4-stroke Motorcycles with Displacements
of 300-500 cm3 11
9 Air-Cooled Motorcycles with Displacements Between
170 and 300 cm3 12
10 Air-Cooled Motorcycles with Displacements from 50-
170 cm3 13
11 List of Test Motorcycles, Contract No. 68-03-2391 15
12 Coefficients of Best Fit Power Equations 16
13 Test Fuel Specifications 20
14 Summary of Zero Kilometer (Green Engine) Emission
Test Results 24
15 Summary of Baseline Emission Test Results 26
16 Driveability Rating System for Motorcycles 27
17 List of Items or Modifications for Emissions
Reduction 29
18 Emission Control Measures to be Applied to Test
Motorcycles 3^
19 Emission Results from FTPs and FETs Performed on the
Honda CB-360 40
-------
LIST OF TABLES (cont'd)
Table Page
20 Emission Results from FTPs and FETs Performed on the
Honda CB-360 43
21 Emission Results from FTPs and FETs Performed on the
Honda CB-360 45
22 Emission Results from FTPs and FETs Performed on the
Kawasaki KZ-900 47
23 Emission Results from FTPs and FETs Performed on the
Kawasaki KZ-900 49
24 Emission Results from FTPs and FETs Performed on the
Kawasaki KZ-900 50
25 Emission Results from' FTPs and FETs Performed on the
Kawasaki KZ-900 52
26 Emission Results from FTPs and FETs Performed on the
Honda XL-125 57
27 Emission Results from FTPs and FETs Performed on the
Honda XL-125 58
28 Emission Results from FTPs and FETs Performed on the
Kawasaki KZ-900 63
29 Emission Results from FTPs and FETs Performed on the
Honda GL-1000 65
30 Emission Results from FTPs and FETs Performed on the
Honda GL-1000 67
31 Emission Results from FTPs and FETs Performed on the
Yamaha RD-400 72
32 Emission Results from FTPs and FETs Performed on the
Kawasaki KH-500 76
33 Emission Results from FTPs and FETs Performed on the
Kawasaki KH-500 79
34 Emission Results from FTPs and FETs Performed on the
Kawasaki KE-175 82
35 Emission Results from FTPs and FETs Performed on the
Kawasaki KE-175 83
xiii
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LIST OF TABLES (cont'd)
Table page
36 Steady-State Emission Concentrations from the
Kawasaki KE-175 During Overscavenged Gas Extraction 94
37 Emission Results from FTPs and FETs Performed on the
Suzuki TS-100 95
38 Emission Results from FTPs and FETs Performed on the
Suzuki GT-750 . 97
39 Emission Results from FTPs and FETs Performed on the-
Suzuki GT-750 100
40 Summary of Maladjustment Emission Test Results 102
xiv
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I. INTRODUCTION
The program of research on which this report is based was initiated by
EPA to demonstrate the extent to which available control techniques could
reduce emissions from a representative group of the motorcycle population.
In light of the recently-established motorcycle emission standards, shown in
Table 1, it is assumed that extensive studies of emission control have been
conducted by major motorcycle manufacturers.' '* The control effectiveness
achieved by this project's "proof of principle" demonstrations represent mini-
mum results which could be achieved by modest research efforts on the part of
any motorcycle manufacturer. It is likely that many of the experiments con-
ducted in this program will already have been done by one or more manufacturers,
but the results of this program will be open to the public. It is hoped that
the results will be valuable to manufacturing companies which cannot afford
independent studies and to the manufacturers of emission control hardware and
other components for motorcycle application.
TABLE 1. CURRENT FEDERAL MOTORCYCLE EMISSION REGULATIONS
Effective
Date
1/01/78
1/01/80
Engine
Displ. ,
cm
50 to 170
170 to 750
750 & up
50 to 170
170 to 750
750 & up
Standards , g/km
HC
5.0
varies'3
14
5.0
5.0
5.0
CO
17
17
17
12
12
12
NOX
___
_*•—
****_
Other
Regulations3
crankcase
crankcase
crankcase
crankcase
crankcase
crankcase
Useful
life, km
12,000
18,000
30,000
12,000
18,000
30,000
Emission
dist. ,data km
2,500
2,500
3,500
2,500
2,500
3,500
a "crankcase" means total crankcase control
b linear from 5.0 - 14 g/km [i.e., 5.0 + 0.0155 (displ - 170)]
* Superscript numbers in parentheses refer to References at end of this report.
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II. SUMMARY
This project was conducted to demonstrate "proof of principle" regard-
ing emission control applications on motorcycles. Ten motorcycles were chosen
for emission characterization and control studies, based on the 1975 motorcycle
population and 1976 engine design availability. Of these ten motorcycles, four
were of the 4-stroke engine type (Honda GL-1000, Kawasaki KZ-900, Honda CB-360,
and Honda XL-125); one was a rotary (Suzuki RE-5); and the remaining five were
of 2-stroke design (Suzuki GT-750, Kawasaki KH-500, Yamaha RD-400, Kawasaki
KE-175, and Suzuki TS-100). A variety of emission control techniques were
considered. The control techniques selected for demonstration were based pri-
marily, on the availability of hardware and the probability of success in appli-
cation within the financial and time constraints of this program. The primary
control measures selected were carburetion changes, air injection, thermal re-
actors, and catalysts. Secondary approaches included port liners, spark-ignited
afterburning, and rotary valve modification. Several combinations of these
measured were applied to the motorcycles in stepwise fashion. Some measures
were applied cumulatively, while others were applied separately.
After completing zero-kilometer (green engine) testing and engine break-
in according to the owner's manual, baseline emissions from all of the motor-
cycles were measured in preparation for implementation of the selected control
measures. Table 2 summarizes emission and performance test results obtained
for all ten motorcycles. The results are given in order of decreasing dis-
placement in two engine categories, 4-stroke and 2-stroke. Results shown are
averages where possible; but in some cases, single runs are presented for ref-
erence when the control application was under development and there was a need
to see what progress had been made to that point. No transient emission tests
were performed if the control measure proved ineffective. Wide open throttle
(WOT) acceleration times and driveability ratios are given for most test con-
figurations .
The driveability ratio shown was based on a demerit system adapted for
this project from an automotive procedure. The demerit rating obtained dur-
ing baseline configuration (stock) was used as the denominator for each indi-
vidual motorcycle, and the numerator was the demerit rating obtained during
subsequent testing. Therefore, all motorcycles have a baseline driveability
ratio of 1.0. Subsequent ratios less than 1.0 indicate improvement in drive-
ability, whereas ratios greater than 1.0 indicate driveability degradation.
The numerical results of this subjective rating system did not correlate well
with the riders' judgment of driveability in most cases. Lack of correlation
is attributed to the lack of familiarity with the individual motorcycle's drive-
ability during the baseline rating and the relatively large time lapse between
subsequent road evaluations.
Minor carburetor enleanment generally consisted of using available carbu-
retor adjustment (idle mixture screw and jet needle clip position) to effect
leaner (than stock) mixture. Both HC and CO emissions were reduced on 4-
stroke motorcycles, whereas lean carburetor adjustment primarily reduced
only CO from 2-stroke machines. Problems of driveability (and engine seizure
on one 2-stroke) accompanied over-enleanment in some cases. Lean carburetor
adjustments followed by road trials were used to maintain driveability before
-------
TABLE 2. SUMMARY OF EMISSION RESULTS FOR 2-STROKE MOTORCYCLES
HONDA GL-1000
Test configuration
FTP HC, 9/km
Results CO, g/km
NOX. gAm
Fuel, km/ 1
FET HC, g/km
Results CO, g/km
NOX, g/km
Fuel, km/ 4
1978
Std.
14.
17.
Acceleration 0-100 kph. sec
Driveabilitv Ratio Incl. Stall
Driveabilitv Ratio
KAWASAKI KZ-900
Test Configuration
FTP HC, g/km
Results CO, g/km
NOX, g/km
Fuel, km/ 1
FET HC, g/km
Results CO, g/km
NOX, g/km
Fuel, km/ Z
1978
Std.
14.
17.
Acceleration 0-100 koh. sec
Driveabilitv Ratio Incl. Stall
Driveability Ratio
SUZUKI RE-5 (ROTARY)
Test configuration
FTP HC, gAm
Results CO, g/km
NOX, gA«>
Fuel, km/I
FET HC, g/km
Results CO, g/km
NOX, g/km
Fuel, km/11
1978
Std.
14.
17.
Acceleration 0-100 koh, sec
Driveabilitv Ratio Incl. Stall
Driveability Ratio
HONDA CB-360
Test Configuration
FTP HC, gAm
Results CO, g/km
NOx, gAm
Fuel. km/«.
FET HC, gAm
Results CO, g/km
NO*, g/km
Fuel, km/2
1978
Std.
7.9
17.
Acceleration 0-100 kph, sec
Driveability Ratio Incl. stall
Driveability Ratio
HONDA XL-125
Test Configuration
FTP HC, gAm
Results CO, gAm
NOjt, gAm
Fuel, km/4
FET HC, gAm
Results CO, g/km
HOX, gAm
Fuel, kn/i
1978
Std.
5.0
17.
Driveability Ratio Incl. Stall
Driveability Ratio
Baseline
Results
Stock
1.99
11.32
0.40
14.1
4,66
0.49
21.2
5.6
1.0
1.0
Baseline
Results
Stock
3.28
28.29
0.15
18.5
0.84
20.12
0.27
25.1
5.5
1.0
1.0
Baseline
Results
Stock
6.34
22.72
0.21
12.2
2.06
6.88
0.37
19.0
6.8
1.0
1.0
Baseline
Results
Stock
2.58
29.48
0.09
24.7
0.72
22.40
0.17
29.3
9.0
1.0
1.6
Baseline
Results
Return
to Stock*
0.74
13.35
0.16
37.2
0.56
8.82
0.64
35.3
1.0
1.0
Test Results vith Application of Control Measures (* change from baseline values in parentheses)
Air Injection
No FTP results -
Ineffective con-
trol measure
No FET results -
Ineffective con-
trol measure
— —
—
Catalyst Only*
0.50 (-75.)
3.90 (-66.)
0.20 (-50.)
15.6 (+11.)
0.24 (-64.)
3.23 (-31.)
0.19 (-61.)
22.6 (+7.1)
5.6
—
+ Air Addition
0.33 -83.)
2.11 -81.)
0.26 -35.)
16.1 +14.)
0.13 -80.)
1.06 -77.)
0.35 -29.)
23.5 +11.)
6.2
0.9
1.2
Test Results with Application of Control Measures (» change from baseline values in parentheses)
Minor Enleanment
s, CDI
1.73 (-47.)
17.82 (-37.)
0.34 (+130)
19.6 (+5.9)
0.46 (-45.)
4.31 (-79.)
0.73 (+170)
25.9 (+3.2)
5.5
1.0
0.5
+ Air Injection
& Insulation
2.21 (-33.)
10.06 (-64.)
0.34 (+130)
17.0 (-8.1)
0.43 (-49.)
1.91 (-90.)
0.67 (+150)
22.9 (-8.8)
5.4
0.6
0.9
+ Port Liners
1.5S (-52.)
8.77 (-69.)
0.32 (+110)
18.0 (-2.7)
0.31 (-63.)
2.13 (-89.)
0.72 (+170)
25.6 (+2.0)
5.9
O.B
1.2
+ Catalyst
(Air Rate Modified)
0.40 (-88.)
1.85 (-94.)
0.22 (+47.)
18.6 (+0.51
0.06 (-93.)
0.36 (-98.)
0.42 (+56.)
26.0 (+3.6)
5.5
0.6
1.0
Test Results with Application of Control Measures (% change from baseline values in parentheses)
Air Injection
No FTP results -
Ineffective con-
trol measure
No FET results -
Ineffective con-
trol measure
— —
Catalyst Only*
3.28 -48.)
21.23 -6.6)
0.08 -62.)
11.6 -4.9)
0.81 -61.)
5.99 -13.)
0.17 -54.)
16.9 (-11.)
6.7
0.8
1.7
+ Air Addition
0.58 (-91.)
4.40 (-81.)
0.19 (-9.5)
12.9 (+5.7)
0.33 (-84.)
0.94 (-86.)
0.43 (+16.)
18.3 (-3.7)
7.1
1.2
1.2
Test Results with Application of Control Measures <% change from baseline values in parentheses)
Major Enleanment
& CDI
0.64 (-75.)
2.65 (-91.)
0.42 (+370)
32.1 (+30.)
0.27 (-62.)
1.84 (-92.)
1.01 - (+500)
37.5 (+28.)
10.0
0.5
0.7
+ Air Injection
No FTP results -
Ineffective con-
trol measure
No FET results -
Ineffective Con-
trol measure
+ Thermal
Reactor
0.37 -86.)
3.74 -87.)
0.31 +240)
29.2 +18.)
0.1B -74.)
1.40 -94.)
0.80 +370)
36.6 (+25.)
17
2.3
2,1
Lean Carburetor 6
CDI & Cat. £ Air
Unable to per-
form due to
carburetor
degradation
Unable to per-
form due to
carburetor
dearadation
5.5
6.8
Orig. Carb's. ft
CDI & Cat. (Air
0.34 -87.
5.30 -82.
0.11 +22.
20.3 -18.
0,10 -86.
4.42 -80.
0.18 +5,9)
26.7 (-8.9)
14.6
1.6
2.1
Test Results with Application of Control Measures (% change from baseline values in parentheses)
Air Injection
(Cnerette
Reed Valve)
0.75 (+1.4)
14.97 (+12.)
0.12 (-25.)
38.4 (+3.2)
0.50 (-11.)
9.55 (+8.3)
0,76 (+22.)
36.1 (+2.3)
__
~™ "•
Air Injection
(Pump 1033 8
uTai*
0.63 (-15.)
12.77 (-4.3)
0.14 (-12.)
40.2 (+8.1)
0.45 (-20.)
11.45 (+30.)
0.70 (+9.4)
35.6 (+0.8)
1 :__
•^^~
Air Injection
(Pump 1033 @
1.33:2)
0.57 (-23.)
9.98 (-25.)
0.13 (-19.)
40.3 (+S.3)
0.39 (-30.)
9.21 (+4.4)
0.74 (+16.)
36.5 (+3.4)
D.«
0.5
+ CDI and
Minor Enleanment
0.52 (-30.)
7.15 (-46.)
0.16 ( 0 )
38.0 (+2.2)
0.24 (-57.)
6.00 (-32.)
0.59 (-7.8)
33.8 (-4.2)
0.3
0.6
+ Cat. w/Air
(1533 S 1.33:2)
-CDI
0.10 -86.)
0.85 -94.)
0.17 +6.3)
40.2 +8.1)
0.03 -95.
1.24 -86.)
0.81 +27.)
35.0 (-0.8)
11 ft — — — —
0.5
1 LO
a Values shown are based on one run
b W.O.T. acceleration 0-80 kph; motorcycle could not reach 100 kph
c Motorcycle could not reach 80 kph
-------
TABLE 2 (cont'd). SUMMARY OF EMISSION RESULTS FOR 2-STROKE MOTORCYCLES
SUZUKI GT-750
1978
Test Configuration std
FTP HC, g/km 14.
Results CO, qflut 17.
BOX, g/km
Fuel, km/«.
FET HC, g/km
Results CO, g/km
NOX, g/km
Fuel , km/ a.
Acceleration 0-100 kph, sec
Driveability Ratio
KAWASAKI KH-500
1978
Test Configuration ,
FTP HC, g/km 10.
Results CO, g/km 17.
NOX, g/km
Fuel, km/11
FET HC, g/km
Results CO, g/km
NOX, g/km
Fuel, km/f.
Driveability Ratio
YAtlAHA RD-TO
197S
Test Configuration std
FTP HC, g/km 8.5
Results CO, 9/km 17.
NOX, g/km
Fuel, km/i
FET HC, g/km
Results CO, g/km
NOX. g/km
Fuel, km/Z
Acceleration 0-100 ton. sec
Driveability Ratio Incl. Stall
KAWASAKI KE-175
Test Configuration *9'8
FTP HC, g/km 5.1
Results CO, g/km 17.
NOX, g/km
Fuel, tan/A
FET HC, g/km
Results CO, g/km
NOX, g/km
Fuel, km/8
Acceleration 0-100 kph, sec
Driveability Ratio Incl. Stall
Driveability Ratio
SUZUKI TS-100
Test Configuration „...
bta.
FTP «C, g/km 5.0
Results CO, g/km 17.
NOX, g/km
Fuel, km/i
Results CO, g/km
NOX, g/km
Fuel, km/a
Driveabilitv Ratio Incl. stall
Baseline
Results
Stock
14.12
12.07
0.03
17.3
8.07
8.93
0.04
22.0
6.4
1.0
Baseline
Results
Stock
19.26
26.25
0.02
14.9
10.41
26.35
0.02
IS. 7
6. 7
1 .0
1.0
Baseline
Results
Stock
10.32
12.62
0.03
21.3
4.79
10.72
0.04
26.9
7.6
1.0
Baseline
Results
StocX
7.48
24.16
0.02
24.2
34.24
0.03
21.5
16.6
Results
Return to
Stock*
4.23
8.09
0.02
39.8
16.85
0.07
29.3
1.0
Teat Results with Application of Control Measures (» change from baseline values in parentheses)
Minor Enleanment
£ CDI
12.75 -9.7)
5.38 -55.)
0.04 +33.)
18.7 +8.1)
4.4 -46.)
1.11 . -88.)
0.10 +150)
27.3 (+24.)
6.3
1.0
+ Spark Ignited
Afterburner
No FTP results
ineffective
No FET results
ineffective
control measure
— —
_—
+ Air Injection
No FTP results
ineffective
No FET results
ineffective
control measure
___
+ Catalyst &
Air Addition
1.42 (-90.)
0.75 -94.)
0.06 +100)
20.4 +18.)
0.57 -93.)
0.18 -98.)
0.09 +130)
24.9 +13. i
8.6
iii
1.2
Test Results with Application of Control Measures (l change from baseline values in parentheses)
Catalyst &
fort Liners
4,04 (-79.)
2B.59 1+8.9)
0.01 (-50.)
15.1 (+1.3)
2.89 (-72.)
26.35 (0)
0.00 (-100)
17.6 (-5.8)
9. 3
O.B
0?8
+ Minor Carburetor
Enleanment
2.49 (-87.)
7.28 (-72.)
0.05 (+150)
18.9 (+27.)
0.55 (-95.)
1.09 (-96.)
0.16 (+700)
24.8 (+30.)
10.4
1.1
1.0
Catalyst 6 Port
Liners (Repeat)
3.94 (-80.)
23.81 -9.3)
0.01 -50.)
17.2 +15.)
2.89 -72.)
26.27 -0.3)
0.01 -50)
19.8 +5.8)
0.8
l.l
+ Minor Carburetor
Enleanment (Repeat)
2.33 (-88.)
9.69 (-63.)
0.02 (0)
18.9 (+27.)
0.74 (-93.)
2.73 (-90.)
0.04 (+100)
25. 4 (+36.)
9.0
0.8
T73
+ Air Addition
1.16 (-94.)
1.49 (-94.)
0.05 (+150)
18.9 (+27.)
0.27 (-97.)
0.23 (-99.)
0.10 (+400)
25.2 (+35.)
9.4
1.3
1. 3
Test Results with Application of Control Measures (\ change from baseline values in parentheses)
Catalyst & Air
Injection (Pulsair)
1.14 -89.)
2.85 -77.)
0.02 -33.)
23.1 +8.5)
0.46 -90.)
4.89 -54.)
0.02 -50.)
26.4 (-1.9)
8.0
0.5
Thermal Reactor &
Air Injection
No FTP results
ineffective
control measure
No FET results
ineffective
control measure
0.8
Teat Results with Application of Control Measures (% change from baseline values in parentheses)
Rotary Valve
Mod.* (20° Red.
of Cut Angle)
6.95 (-7.1)
24.32 (+0.7)
0.02 (0)
25.1 +3.7
42.32 (+24.)
0.02 (-33.)
18.8 (-13.
Rotary Valve
Mod.a (10° Red.
of Cut Angle)
7.12 (-4.8)
24.53 (+1.5)
0.02 (0)
24.3 (+0.4)
6.93 (+6.9)
37.97 (+11.)
0.02 (-33.)
19.9 (-7.4)
18.0
1.0
Minor Carbure-
tor Enleanment
4.77 (-36.)
5.24 (-78.)
0.05 (+150)
33.0 (+36.)
4. IT1 (-36. >
11.69 (-66.)
0.10 (+220)
"•1 <+36)
17.0
173
+ Catalyst £ Air
Addition (Pump
0533)
1.85 (-75.)
7.46 (-69.)
0.03 (+50. )
31.0 (+28.)
2-'/2 (-58.1-
19.73 (-42.)
0.03 (0)
23.6 1+10.)
23.10
TTT
i.i 0.9 i.o — — r*'
Test Results with Application of Control Measures (» change from baseline val
Rotary Valva
Mod." (20° Red.
of Cut Angle)
4.45 +5.2)
8.94 +10.)
0.02 0)
36.0 -7.2)
27.00 +60.)
0.04 -43.)
23.9 -18.)
Rotary Valve
Mod." (10° Red.
of Cut Angle)
4.53 (+7.1)
8.47 (+4.7)
0.03 (+50)
36.6 (-5.7)
27.82 (+65.)
0.05 (-29.)
22.8 (-22.)
1.1
Minor Enlean-
ment s CDI
4.71 (+11.)
1.70 (-79.)
0.07 (+250)
38.9 (+0.3)
3.59 (-35.)
1.10 (-94.)
0.17 (+140.)
41.4 (+41.)
T7J
+ Catalyst (Modi-
fied) fi Air Addi-
tion
1.19 (-72.)
0.93 (-88.)
0.10 (+400)
35.6 (-8.5)
1.67 (-70.)
16.48 (-2,2)
0.05 (-29.)
29.4 (+3.4)
1.7
+ Additional Air
Air Added (Pump
1033)
1.74 (-77.)
6.88 (-72.)
0.05 (+150)
33.0 (+36.)
2.01 "7=35:)
14.90 (-56.)
0.07 (+130)
26.5 (+23)
I 22. 7» 1
1.6
| 1.6
ues in parentheses)
-------
emission tests were performed. Major enleanment was performed on one motor-
cycle (Honda CB-360) by replacing the standard carburetors with others, uti-
lizing an accelerator pump circuit. This move caused a large reduction in
HC and CO and increased fuel economy, with only a marginal drop in performance.
Capacitive-discharge ignition systems were used in conjunction with lean car-
buretion to provide improved combustion reliability and consequently more
efficient idle and high speed operation. Although high-intensity spark sys-
tems contributed to emissions reduction by firing lean mixtures, they were not
a control measure in themselves, but rather a necessity for leaner operation.
Proprietary improvements in carburetion and intake mixing may effectively re-
duce emissions of HC and CO to levels within the 1980 standards without appre-
ciable driveability degradation.
Exhaust air injection was used on several of the test motorcycles, yield-
ing emission control in some cases by oxidizing the hot gases leaving the ex-
haust port area. These exhaust oxidations were noted at various speeds on
some motorcycles but did not occur on others. Air was generally injected
through sparger tubes protruding into the exhaust port head cavity. In most
cases, it was necessary to pump the air into the system using oiless carbon
vane pumps. Pump sizes depended on results obtained during steady-state test-
ing, which indicated air injection rate thresholds that had to be reached be-
fore exhaust reaction would occur. These thresholds varied with exhaust mix-
ture and temperature changes at different speeds and loads. Air induction reed
valves ("pulsair") were applied in some cases, but they usually did not provide
enough air at the higher speeds where exhaust heat provided better conditions
for exhaust oxidation. In some respects, the air injected into the exhaust
system simulated thermal reactor operation.
Only a few thermal reactors were used in the program. Their design was
largely based on reference material available for automotive type reactors.
Thermal reactors and air addition applied to 4-stroke motorcycles showed some
emission improvement, but this improvement was difficult to assess because
of possible emission changes resulting from backpressure modification. Retard-
ing of timing did increase exhaust reactions in 4-stroke motorcycles, but no
transient tests were run with retarded timing influences. Attempts to use
thermal reactors on 2-stroke machines were ineffective due to the 2-stroke's
relatively low exhaust gas temperatures and its exhaust "tuning" sensitivity.
Oxidation catalysts were applied to several of the test motorcycles yield-
ing significant reduction in HC and CO emissions. Most of the catalysts sup-
plied for the project were of the monolithic type, except for two supplied
specifically for the Yamaha RD-400 (2-stroke) which were of a "silca-cloth"
type. Although the catalysts were generally used in conjunction with air in-
jection by pump or "pulsair", some testing was conducted with only the cata-
lyst added to the previous control measure. In application of catalysts with-
out air addition, 4-stroke HC and CO emissions were both reduced; while reduc-
tion of 2-stroke HC emission was usually accompanied by an increase in CO.
The addition of air ahead of the catalyst improved catalyst efficiency in all
cases, especially for 2-stroke applications. The most efficient quantity of
air injection was determined by the degree of change in HC and CO, principally
where CO was significantly reduced after HC oxidation. Relatively small quan-
tities of air were needed in most cases, due to carburetor enleanment preceding
catalyst application. Excessive air addition not only caused higher catalyst
-------
temperatures, but also increased NOX emissions. Oxygen deficiency led to a
reducing atmosphere, however, which decreased NO,,.
X
The relatively compact cylindrical catalyst assemblies (7 to 10 cm dia-
meter by 10 to 13 cm long from Engelhard Industries) were positioned in the
exhaust pxpes far enough downstream of the exhaust port to reduce acoustic
effects but close enough to insure reasonably short "light-off" time These
portions were selected on the basis of exhaust pipe muffler configurations
and control pedal positions, so the catalysts were usually located either
adjacent to the engine or next to the operator foot pegs. During road eval-
uations and other testing, heat from the catalyst was noticed b/the riders.
The problem was not severe during test work, but proprietary efforts toward
head-shielding and/or catalyst repositioning would be needed for production
machines. An example of such efforts was the catalyst-muffler weldments sup-
?vsf J^.USe °n ^ RD-400.by Matsushita Electric Industrial Company. Cata-
lyst addition caused only minor degradation in performance of the 4-stroke
motorcycles , but the degradation in performance was more severe for the 2-
the tW° °f sinaller Displacement. It is as-
1 emen. s as-
sumed that the problems encountered with the two smaller 2-stroke motorcycles
6 ""^
, *- back*ressure ^suiting from higher exhaust mass flow
catalyst unit volume and to acoustic "detuning" effects.
Rotary valve. modifications made on the two smallest 2-stroke motorcycles
showed no advantage in emission reduction, although changes in performance
were comparatively large for the type of change made .during this program.
Spark-ignited afterburning was applied to the 2-stroke GT-750, but no over-
scavenged exhaust mixtures were ignited reliably.
An initial experiment to extract overscavenged fuel-air mixture from
the 2-stroke Kawasaki KE-175 was performed using a timed rotary extraction
valve and a small pump. The results indicated that the fuel-air mixture was
selectively removed from the main exhaust stream to some extent Ideally
continued experimentation with such a system might lead to worthwhile improve
ments in 2-stroke hydrocarbon emissions and fuel economy.
*J addition to this project, a relatively simple investigation was made
into the effects of malad:usting carburetion or timing. Discussion and re-
sults of this additional study are given in Section VI.
-------
III. MOTORCYCLE SELECTION METHODOLOGY
This section details the methodology used in the selection of the ten
motorcycles that were tested. Motorcycle selection was of great importance,
because the usefulness of the data to be obtained depended on the motorcycles
selected. The selection criteria were based primarily on motorcycle popula-
tion trends, motorcycle sizes, and variations in engine design.
Referring to the Work Plan for this contract, the initial selection plan
included motorcycles from the categories described in Table 3. This general
plan was followed because it represented the range of motorcycles available
quite well. It also stressed the larger machines having relatively high mass
emissions, urban usage, and total annual distance traveled per unit compared
to motorcycles as a whole.
TABLE 3. DESIRED SELECTION CATEGORIES
Number
1
1
1
1
1
1
1
2
1
Displacement, cm3
over 500
over 500
over 500
over 500
300 to 500
300 to 500
300 to 500
under 300
under 300
Type
2-s
2-8
4-s
4-s
2-s
4-s
rotary
2-s
4-s
Cooling
air
water
air
.water
air
air
water
air
air
As shown in Tables A-l through A-5 of Appendix A, there were nearly 120
motorcycle models available in 1976 which were full size and street-legal.
This multiplicity of models made the selection task difficult, but a great
many models were easily eliminated from consideration to make it more manage-
able. Table 4 shows the result of initial eliminations, bringing the total
number of models considered down to half the original group. Registration
data used to make the judgment explained in footnote b were compiled by R. L.
Polk and supplied to the project by the Motorcycle Industry Council (MIC).*2'
The 59 motorcycle models left for consideration were broken down further
by type and cooling medium in Table 5 (motorcycle displacement "category" is
defined in Table 4). Although the contract had previously considered machines
under 300 cm3 displacement as one group, they were broken into three separate
categories for the purpose of motorcycle selection due to the variety of under
300 cm3 models available. This finer breakdown did not affect the number of
machines chosen, but it made the selection process more understandable.
Three of the motorcycle choices were made quite simply because only one
motorcycle produced at the time fell into each of the three categories. These
choices were:
-------
TABLE 4. INITIAL MOTORCYCLE MODEL ELIMINATION PROCESS
Motorcycle
"Category"
A
B
C
D
E
Displacement
= D, cm-*
50 < D < 100
100 < D < 170
170 < D < 300
300 < D £ 500
500 < D
Totals
Class
total
15
16
31
23
33
118
Totals after successive elimination
of models having
Engine
duplicates
11
13
26
21
26
97
Obselete and
limited3 prod.
11
12
24
20
22
89
Insignificant
registrations^*
7
7
15
16
14
59
intentionally limited production
not likely to exceed 3000 U.S. registrations in 1976
oo
TABLE 5. POSSIBLE TEST MOTORCYCLE GROUPS BY DISPLACEMENT,
TYPE, COOLING MEDIUM, AND CYLINDERS OR ROTORS
"Category"
A
B
C
Subtotal A-C
D
E
Category
pop.
7
7
15
29
16
14
Air-cooled
2-stroke
Icyl
5
5
9
19
2
2cyl
1
3
4
3
3cyl
1
1
2
1
Air-cooled 4-stroke
Icyl
2
1
1
4
2
2cyl
1
1
5
6
3cyl
-
w
1
4cyl
-
—
1
4
Water-cooled
rotary
—
_*
1(1 rot.)
2s
—
1(3 cyl)
4s
—
1(4 cyl)
-------
water-cooled
water-cooled
water-cooled
2-stroke over 500 cm3
4-stroke over 500 cm3
rotary 300-500 cm3
Suzuki GT-750
Honda GL-1000
Suzuki RE-5
As a matter of fact, these three motorcycles were the only water-cooled models
in production, regardless of size or type. A fourth category was also handled
quite briefly, namely 2-stroke air-cooled machines over 500 cm3. The only
model fitting this description was the Suzuki GT-550 "Indy", but two other
machines were available with 500 cm3 displacements (Kawasaki KH-500 and Suzuki
GT-500 "Titan"). The GT-500 was of a relatively old design and it was con-
sidered likely to be phased out before the other two, thus it was not chosen.
The GT-550 would have been the logical choice, except that we would then have
had both of the largest 2-strokes and the rotary by the same manufacturer,
which we considered to be undesirable if we were really to assess a variety
of control approaches. The Kawasaki KH-500 was thus chosen for testing even
though it did not quite make it into the "over 500 cm3" category.
The next category studied was the group of air-cooled 4-strokes over
500 cm3, which was very important relative to other motorcycle categories
due to large population, potential for large mass emissions, and high urban
and rural annual distance figures. The 11 motorcycle models which constituted
this category (from Table 5) are listed in Table 6 for reference. All these
motorcycles were for street usage only, so vehicle type was not a factor in
the choice. Using the projected 1976 registrations, the following statistics
were computed:
weighted median displacement
weighted mean displacement
weighted mean vehicle weight
736 cm3
792 cm3
225 kg
TABLE 6. AIR-COOLED 4-STROKE MOTORCYCLES OVER 500 cm3
Manufacturer
BMW
AMF/Har ley-Davidson
AMF/Har ley-Davidson
Honda
Honda
Honda
Kawasaki
Kawasaki
Norton
Yamaha
Yamaha
Model
R90
XL-1000
FL/FX-1200
CB550/550F
CB750/750F
CB750A
KZ750
KZ900/900LTD
850R/I
XS650
XS750
Displ. ,
cm3
898
995
1207
544
736
736
746
903
828
653
747
Cyls
2
2
2
4
4
4
2
4
2
2
3
Vehicle
wt. , kg
215
212
327/246
192/191
217/226
247
224
233/236
209/212
212
229
Projected
1976 Reg'sa
5,000
20,000
20,000
35,000
50,000
«.W,UUU
15,000**
25,000
5,000
12,000
20,000b
a projected from 1975 R. L. Polk data
b new model, 1975 registrations incomplete or non-existent
-------
Not surprisingly, the model which fit the above statistics best was the Honda
CB-750/750F; and it also had the largest projected 1976 registrations (approxi-
mately 52,000 registrations in 1975). Another contender for use in this cate-
gory was the Kawasaki KZ-900/900 LTD, which was very popular and represented
the newest fully market-tested design in the category; and the Norton, BMW,
and two AMF/Harley-Davidsons were representative of older technology (Norton
and BMW also had very low registrations). While the Yamaha XS-750 was highly
innovative, it had not been tested for buyer acceptance, making it a somewhat
risky choice. The Yamaha XS-650 was a relatively old design concept, and the
Honda CB-750A (automatic transmission) had an unknown market potential.
As a result of these discussions of pros and cons, the only two reason-
able choices in this category were the Honda CB-750/750F and the Kawasaki
KZ-900/900 LTD. Because it was considered desirable to avoid testing more
than one motorcycle by a single manufacturer in the same general size range,
the Kawasaki KZ-900 was selected.
The five largest motorcycles having been chosen, consideration was given
to "category D", 2-stroke machines. Candidates in this category (300 cm3 <
dzsplacement < 500 cm3) are listed in Table 7. For a number of reasons, the
Yamaha RD-400C was the standout in this group, including popularity (the 1976
projection was substantiated by popularity of the previous 350 cm3 model and
the exceptional reviews the RD-400C had received from the motorcycle press),
technical sophistication, and its 2-cylinder configuration. The larger 2-
stroke machines (already selected) were both triples, and it seemed very likely
that all 2-stroke machines below 300 cm3 selected for testing would be singles;
so it was important to select a twin in this 300-500 cm3 category. The reed
valve induction system of' the RD-400C was also of technical interest, because
it was considered to have a potential influence on emissions. The Yamaha
RD-400C was thus selected for testing as the representative of "cateqrov D"
2-strokes.
A number of motorcycle models were available in the 300-500 cm3 category
of 4-strokes, and they are listed in Table 8. Not counting the street/trail
machines, which have comparatively few total registrations, this displacement
grouping was popularized by the now-obsolete Honda 350. The Honda 350 re-
mained the largest-selling motorcycle model at the time selections were made,
and the newer 360 seemed to be following the same general course with regard
to sales. The 360 Honda now had 4-stroke competition in the form of Kawasaki's
established KZ-400 and Yamaha's new XS-360C which the older 350 did not have,
but it still seemed to be selling extremely well.
Efforts to represent this category centered immediately on three 2-cylinder
machines (Honda 360, Kawasaki 400, Yamaha 360) due to the sheer weight of
their total sales and their general good representation of the category. Ya-
maha's XS-360C, while potentially popular, was eliminated on the basis of
unproven sales, leaving the KZ-400 and CB-360 to choose from. In this case,
the Honda CB-360T was chosen due to the weight of its popularity.
In the category of machines having displacements under 300 cm3, the street/
trail variety was more popular than pure street machines. Light weight and
simplicity are very important to popularity of small street/trail motorcycles,
so the 2-stroke engine powered a substantial majority of such machines in use.
10
-------
TABLE 7. AIR-COOLED 2-STROKE MOTORCYCLES WITH DISPLACEMENTS OF 300-500 cm3
Manufacturer
Kawasaki
Suzuki
Suzuki
Yamaha
Yamaha
Model
KH400
GT380
TS400
RD400C
DT400C
Type
S
S
S/T
S
S/T
Displ . ,
cm-*
400
371
396
398
397
Cyls
3
3
1
2
1
Vehicle
wt., kg
162
171
124
166
123
Projected
1976 Reg'sa
6,000b
8,000
7,000
15,000b
8,000b
Features
38 hp § 7000
lfram air" cooling
reed valve, 38 hp @ 7000
reed valve, 27 hp @ 5000
a projected from 1975 R. L. Polk data
very uncertain due to multiple models registered at this displacement
TABLE 8. AIR-COOLED 4-STROKE MOTORCYCLES WITH DISPLACEMENTS OF 300-500 cm3
Manufacturer Model
Honda
Honda
Honda
Honda
Kawasaki
Yamaha
Yamaha
Yamaha
XL350
CB/CJ
360T
CB400F
CB500T
KZ400
XS360C
XS500C
XT500C
Type
S/T
S
S
S
S
S
S
S/T
Displ. ,
cm3
348
356
408
498
398
359
498
499
Cyls
1
2
4
2
2
2
2
1
Vehicle
wt. , kg
142
159/165
170
193
172
159
192
137
Projected
1976 Reg'sa
13,000
45,000
10,000
10,000
25,000
20,000b
10,000b
10,000b
Features
4 -valve head
SOHC
SOHC
DOHC
SOHC, 36 hp @ 8500
DOHC
DOHC
SOHC, 30 hp @ 5800
a projected from 1975 R. L. Polk data
b relatively new model, 1975 registrations incomplete or non-existent
-------
Although a few motorcycles were offered with other displacements, most of
the bikes in this category were 250s, 175s, 125s, or 100s. Models falling
into previously-defined "category C" (170 cm3 < displacement < 300 cm3) are
tabulated in Table 9. Our contention was that one motorcycle should be se-
lected from this group, leaving two choices at the low end of the size spec-
trum (100 and 125 cm3} due to the unique problems anticipated in adapting
controls to them.
The weighted mean displacement of the models listed in Table 9 was about
214 cmj, virtually midway between the 175s and the 250s. Single-cylinder
street/trail models were obviously the most popular motorcycle type in "cat-
egory C". Redefining the limits on our choice to include only 2-stroke sin-
gles of the street/trail type, eight possibilities still remained. The sales
standout appeared to be the Yamaha DT-250C, and four other models had pro-
jected 1976 registrations which were somewhat lower and about equal to each
other. Due to the weight of numbers, however, the DT-250C appeared to be
the most representative choice from this class.
TABLE 9. AIR-COOLED MOTORCYCLES WITH DISPLACEMENTS BETWEEN 170 AND 300 cm3
Mfgr.
AMF/H-D
AMF/H-D
Honda
Honda
Honda
Honda
Kawasaki
Kawasaki
Suzuki
Suzuki
Suzuki
Suzuki
Yamaha
Yamaha
Yamaha
Model
SS/SX-175
SS/SX-250
XL-175
CB-200T
XL-250
MT-250
KE175
KH250
GT-185
TS/TC-185
GT-250
TS-250
DT175C
RD200C
DT250C
Type
2s
2s
4s
4s
4s
2s
2s
2s
2s
2s
2s
2s
2s
2s
2s
Engine
Displ. ,
cm
,174
i 242
173
198
248
248
174
249
184
183
247
246
171
195
246
Cyls
1
1
1
2
1
1
1
3
2
1
2
1
1
2
1
Vehicle
Type
S-S/T
S-S/T
S/T
S
S/T
S/T
S/T
S
S
S/T
S
S/T
S/T
S
S/T
wt. , kg
116/112
118/114
108
132
136
118
105
158
115
97
146
109
100
116
121
Projected
1976
Reg ' sa
4,000
5,000
12,000
12,000
10,000b
10,000b
10,000
10,000
6,000b
10,000b
5,000b
8,000b
10,000
3,000
18,000
Features
4-valve head
rotary valve,
16 hp @ 7000
28 hp @ 7500
reed valve,
16 hp @ 7500
reed valve,
22 hp @ 7500
reed valve,
21 hp @ 6000
a projected from 1975 R. L. Polk data
b very uncertain due to multiple models at this displacement
The final motorcycle choices were those in the previously-defined "cat-
egories A and B" (50 cm3 < displacement < 170 cm3), one 2-stroke, and one 4-
stroke. The models then available in this size range are tabulated in Table
10, and it appeared that the street/trail models were most representative of
12
-------
TABLE 10. AIR-COOLED MOTORCYCLES WITH DISPLACEMENTS FROM 50-170 cm3
u>
Kn
-------
their classes and types. Regarding 2-stroke models already tentatively cho-
sen, we had two with piston port-controlled inlets and two with reed valves.
It thus seemed logical to choose a rotary-valve machine in this category, and
the one model with the best apparent sales potential was the Kawasaki KE-100
(same as KV-100, except that the KV had a dual-range transmission). Choices
among the 4-strokes were quite limited, and it seemed that the Honda XL-125
was the obvious choice due to its history of popularity.
A list of 10 motorcycles recommended for test purposes was submitted to.
the Project Officer, and eight of these recommendations were accepted. The
list chosen by the Project Officer included a Kawasaki KE-175 in place of the
Yamaha DT-250C and a Suzuki TS-100 in place of the Kawasaki KE-100. The rea-
sons for these changes were understood to be inclusion of an additional rotary-
valve machine (KE-175) and a brand switch to the Suzuki TS-100 to keep from
having an inordinately large number of Kawasaki motorcycles in the program.
Table 11 is a list of the final test motorcycle selections.
Following confirmation of the test motorcycle selections on May 17, 1976,
the Project Officer began to solicit them on a gratis basis from MIC and then
from individual manufacturers. Arrangements were made with Suzuki, Yamaha,
and Honda to obtain test motorcycles on a gratis basis. Contact was made via
letter to Kawasaki Motors Corporation, U.S.A. regarding purchasing details
on a "V.I.P. sale" basis for three motorcycles. All 10 test motorcycles were
received during July 1976.
14
-------
TABLE 11. LIST OF TEST MOTORCYCLES, CONTRACT NO. 68-03-2391
Type
2-stroke
4-stroke
rotary
Model
Suzuki GT-750
Kawasaki KH-500
Yamaha RD-400C
Kawasaki KE-175
Suzuki TS-100
Honda GL-1000
Kawasaki KZ-900
Honda CB-360T
Honda XL-125
Suzuki RE-5
displ.,
cm-*
738
498
398
174
98
999
903
356
124
497
Description
piston port
piston port, 52 hp @ 7000
reed, valve, 38 hp @ 7000
rotary valve, 16 hp @ 7000
rotary valve
76 hp @ 8500
Cyl(s)
3
3
2
1
1
4
4
2
1
1 rot.
Carb(s)
3-40 Mik.
3-28 Mik.
2-28 Mik.
1-26 Mifc.
1-19 Mik.
4-32 Kei.
4-26 Mik.
2-30 Kei.
1-24 Kei.
1-32 Mik.
Exh(s)
3
3
2
1
1
4-1
4
2 •
1
1-2
Ignition
Batt. s Coil
Magneto GDI
Batt. s coil
GDI
Magneto
Batt. & Coil
Batt. s Coil
Batt. S Coil
Batt. s Coil
GDI
Weight,
kg
230
192
166
105
92
264
233
165
99
245
Cooling
water
air
air
air
air
water
air
air
air
water
-------
IV. PREPARATION FOR CONTROL APPLICATION
This section begins with a brief description of the test equipment used
for data acquisition followed by procedures and results for zero-distance emis-
sion tests, break-in operation, and baseline emissions tests. Performance and
driveability evaluation methods are also discussed.
A. Test Equipment
All emission testing during this project was performed on a single-roll
dynamometer having a roll diameter of 529.2 mm. Power absorption was provided
by a Clayton 50 hp water brake absorber from a model. ECE-50 assembly driven
directly by the roll shaft. A modified Clayton inertia system provided vari-
able inertia simulation within a +_ 3 kg tolerance. Power absorption (load)
and speed were read from digital indicators during steady-state testing, and
a strip-chart driver's aid was used for transient cycle testing.
Control settings for the dynamometer were determined from calibration
data to provide the necessary power absorption and inertia settings for the
ten motorcycles. These settings were based on loaded vehicle mass per the
tabulation in 86.529-78 of the Federal Register.(*) In order to document the
characteristics of the dynamometer system used for this project, a thorough
calibration was conducted. This calibration confirmed that our system pro-
vided a close approximation of the speed-load characteristics suggested by
EPA for motorcycle emissions work. Data acquired during coast-down operation
at three inertia settings arid at mean speeds from 90 to 20 kph were fit by
curves of the form
power = cV +
which is the same form recommended by EPA. Table 12 gives a summary of the
coefficients of this equation for the three inertia settings tested. The
highest and lowest inertia values correspond to loaded masses of the heaviest
and lightest motorcycles tested in this project, the Honda GL-1000 and the
Suzuki TS-100, respectively.
TABLE 12. COEFFICIENTS OF BEST FIT POWER EQUATIONS
Inertia,
kg
176
254
352
"V" coefficients
= c
0.00728
0.00763
0.01126
"VJ" coefficients
= d
5.63 x 10~6
6.59 x 10~6
7.03 x 10"6
r2
0.9983
0.9995
0.9986
Checking the force (calculated using equations defined by Table 12) at
65 kph against that calculated by the EPA equation yields the following com-
parison:
16
-------
Inertia
kg
176
254
352
EPA
Equation
110.2 N
126.1 N
146.0 N
SwRI
Dynamometer
111.8 N
127.8 N
147.5 N
Thus, for the range of inertia values used in this project, the SwRI dynamo-
meter was well within the +^ 5 Newton tolerance on driving force at 65 kph
which is specified in the regulations.
Cooling air over the motorcycle was provided in proportion to simulated
road speed by a variable-output blower and an automatic control system. Fig-
ure 1 shows that the amount of cooling air supplied was within EPA requirements
as given in the Federal^ Register, Section 86.508-78(d).^ The cooling air
calibration curve was obtained by measuring the air velocity with a pitot tube
in the exit plane of the blower duct. The 72 cm x 67 cm rectangular exit plane
was divided into nine equal areas and the velocity at the center of each area
was determined. These individual .velocities were averaged to obtain a mean
exit velocity corresponding to a given dynamometer roll speed. The overall lay-
out of the dynamometer and cooling air system are shown in Figure 2.
All emission testing was conducted using a Constant Volume Sampler (CVS)
for bag collection and/or removal of exhaust from the laboratory. Continuous
dilute emissions were sampled just upstream of the CVS sample probe. Steady-
state undiluted emissions were sampled as close to the exhaust outlet as prac-
tical or just after multiple exhausts were combined into one stream. To re-
duce the possible influence of 2-stroke oil residue on emission sample col-
lection, separate CVS's were used during the project for 4-stroke and for 2-
stroke motorcycles. Using periodic propane checks to verify CVS calibration,
the 2-stroke CVS required cleaning of intake plumbing twice during the program
as a result of oily deposits accumulated after approximately 100 hr of operation.
Instrumentation used to measure concentrations of exhaust constituents
is shown in Figures 3 and 4. Exhaust constituents measured were total hydro-
carbons by FID, NO and NOX by chemiluminescence, CO and C02 by NDIR, and O2
by electrochemical analyzer. The "bag cart" in Figure 3 was used to measure
concentrations in the dilute gases collected in bags during all the motorcycle
FTPs and FETs. These instruments were essentially duplicated in the "bike
cart", as shown in Figure 4, to determine CVS-diluted concentrations on a con-
tinuous basis during transient cycle operation. This same instrumentation was
also used to measure concentrations in raw exhaust gases generated during
steady-state operation. Recordings of data were made via a 6-channel strip
chart recorder.
Temperature data were taken by thermocouples positioned along the ex-
haust pipe to provide information for catalyst selection, pinpointing of
exhaust reactions, and engine monitoring. Up to 12 chrome1-alumel (K-type)
thermocouples were installed on each motorcycle. The extreme right side of
the exhaust pipe on single cylinder engines was instrumented, with the first
thermocouple station approximately 2.5 cm downstream of the pipe end attached
to the head. The second temperature station was located approximately 10 cm
17
-------
or
Q
LU
UJ
CL
CO
100
90
80
70
60
50
40
30
20
10
MAXIMUM AIR SPEED
UPPER LIMIT
LEAST SQUARES
CURVE FIT, r2 = 0.999
Y = 1.3 + 1.04 x
40 50 60 70 80 90 100
DYNAMOMETER SPEED, KM/HR
FIGURE 1. MOTORCYCLE COOLING BLOWER CALIBRATION
18
-------
FIGURE 2. MOTORCYCLE TEST FACILITY
FIGURE 3. "BAG CART" USED FOR
MEASUREMENT OF BAG CONCENTRATION OF
HC, CO, CO2, AND NOX
FIGURE 4. "BIKE CART" USED FOR
MEASUREMENT OF BOTH DILUTED AND
UNDILUTED EXHAUST EMISSIONS
19
-------
further downstream; the third, another 15 cm downstream; the fourth, 20 cm
further; and the fifth, another 25 cm further. The thermocouples after the
fifth position were spaced 25 cm apart as required to complete the exhaust
pipe length. The exhaust gas exit temperature station was located within
2 cm of the normal pipe exit. Inlet air temperature and head temperature
were also monitored. In addition, when 3- or 4-cylinder transverse-mounted
engines were encountered, the head temperature and a first station exhaust
temperature were monitored on an inside cylinder as well as the right side
exhaust pipe. Head temperature was taken by placement of a thermocouple be-
tween the spark plug and seat.
Unleaded emission test fuel (meeting Federal requirements for such fuel)
was used in all the motorcycles throughout the project, providing the option
of using catalysts with any of the test motorcycles. Using the same fuel also
provided a common basis for performance as well as emission characterization.
A tabulation of the characteristics of this fuel and the Federal specifications
for such fuels are presented in Table 13. Crankcase and transmission lubri-
cants were used as recommended by the manufacturers. Two-stroke engine oil
was generally used as suggested; except that after baseline testing was com-
pleted, Yamaha 2-stroke oil was used at the suggestion of a catalyst manufac-
turer because their tests with this oil showed less tendency to poison the
catalytic material.(3> By using the same engine oil in all the 2-stroke motor-
cycles, a common base for smoke was established.
TABLE 13. TEST FUEL SPECIFICATIONS
Fuel Type
Batch Used
Federal Specifications
SwRI Fuel Code
Gravity, CAPI
Density, g/ml
RVP, k Pa (psi)
Octane, Research
Sulfur, wt.%
Phosphorous, theory
Lead, g/1 (g/gal)
Aromatics, %
Olefins, %
Saturates, %
IBP, °C (°F)
10% Point, °C (°F)
50% Point, °C (°F)
90% Point, °C (°F)
EP, °C (°F)
EM-259-F
57.0
0.751
60.7 (8.8)
96.1
0.002
0.0
0.001 (0.023)
32.5
4.4
63.1
31 (88)
56 (132)
104 (219)
159 (319)
202 (396)
55.2-63.4 (8.0-9.2)
96 (Min.)
0.10 (Max.)
0.0
0.000-0.013 (0.00-0.05) (Max.)
35 (Max.)
10 (Max.)
balance
24-35 (75-95)
49-57 (120-135)
93-110 (200-230)
149-164 (300-325)
213 (415) Max.
20
-------
B. Zero-Kilometer Testing
All ten motorcycles were received in a "readable" condition as normally
purchased from local distributors of the respective motorcycle manufacturers,
The fuel systems were drained and refilled with unleaded emission test fuel.
Zero-kilometer testing began following the addition of thermocouples and ex-
haust adapters for CVS hook-up. Figures 5 through 14 are arranged in order
of increasing displacement and illustrate the motorcycles in their "green
engine" test configurations.
FIGURE 5. SUZUKI TS-100
FIGURE 6. HONDA XL-125
Two FTPs and two FETs were performed on most of the motorcycles to es-
tablish "green engine" emissions and fuel economy. FETs (as given in the
regulations) were not performed on those motorcycles which could not negotiate
the test cycle without major violations of the manufacturer's suggested break-
in procedures. Small-bike FTPs were conducted on the two Class I (under 170 cc)
motorcycles, namely the Suzuki TS-100 and the Honda XL-125. Modified (experi-
mental) FETs were run on the Honda XL-125. This experimental FET trace was
run at 64 percent of standard speed throughout the test cycle. A summary of
the results obtained from all the motorcycles tested in this configuration
are given in Table 14'. Run-to-run consistency was good in most cases, al-
though an additional FTP was run on some motorcycles to provide satisfactory
values of their hydrocarbon emissions.
All zero-kilometer testing was conducted using the upshift points speci-
fied in the Working Draft Emission Regulations, Section 86.528-78; but down-
shifting was performed at lower speeds than required by this section.( No
shifting recommendations were given in the owner's manuals, so downshifting
21
-------
FIGURE 7. KAWASAKI KE-175
FIGURE 8. HONDA CB-360
FIGURE 9. YAMAHA RD-400
FIGURE 10. SUZUKI RE-E
2 !
-------
FIGURE 11. KAWASAKI KH-500
FIGURE 12. SUZUKI GT-750
FIGURE 13. KAWASAKI KZ-900
FIGURE 14. HONDA GL-1000
23
-------
TABLE 14. SUMMARY OF ZERO KILOMETER (GREEN ENGINE) EMISSION TEST RESULTS
Motorcycle
Suzuki GT-750
3 cyl. 2-s
Kawasaki KH-500 I
3 cyl. 2-s I
1
Yamaha RD-400C 1
2 cyl. 2-s 1
Kawasaki KE-1753
1 cyl. 2-s
Suzuki TS-100 1
1 cyl. 2-s
Honda GL-1000 1
4 cyl. 4-s 1
Kawasaki KZ-900 I
4 cyl . 4-s 1
Honda CB-360T 1
2 cyl. 4-s [
Honda XL-125b
1 cyl. 4-s 1
Suzuki RE-5 I
rotary |
1978 standards
i960 standards
Statutory standards
Actual 1 1978 HC
Displacement, Standard,
3 1
cm 1 g/km
738 14.
498 1 10.
1
I
398 8.5
174 5.1
98 j 5.0
999 f 14.
903 14.
356 1 7.9
1
124 f 5.0
497 J 10.
j
Run
1
2
3
1
2
1
2
1
2
3
1
2
1
2
3
1
2
1
2
3
1
2
1
2
(LDV)
FTP Emissions, g/km
HC 1 CO j C02
16.70 19.34 63.3
12.75 11.80 73.0
13.49J12.76 67.7
NOX
0 0.0
3 0.0
? 0.0
20.00126.55 56.2510.0
18. 59)23. 68| 52.56JO.O
12.25J10.29l 62.08|0.0
12.16 10.53 62.45 0.0
7.5
eHis.i.
?j 34.77
TO.O
8.60J21.44I 38.39(0.0
7.55 20.48 37.08
5.21 10.91 33.92
5.66J11.63 33.89
1.78 11.30J155.34
2.07 10.69
2.13 11.97
2.64
2.08
2.36
1.76
1.96
0.74
0.57
7.27
7.02
c
5.0
0.25
33.80
29.77
132.88
33.43
31.31
13.19
10.28
30.59
26.55
17.
T *}
L2 .
2.1
143.37
130.51
1 87.03
89.52
52.38J
52.56
53.19
1
37.68
38.25
152.09
150.80
— —
0.01
JO. 02
0.02
0.45
0.41
!o.35
0.15
0.20
0.09
0.10
0.11
0.12
0.12
0.17
0.19
FTP
Fuel
km/*
16.1
17.8
18.0
14.6
15.8
20.1
20.0
27.1
23.8
25.3
34.9
33.6
13.1
14.1
15.1
15.9
16.5
21.2
21.4
21.8
38.9
42.0
10.6
11.0
, FET Emissions, g/km
„ HC
8.2=
7.41
CO
1 11.12
8.70
C02
63.2.
62.2]
N0x
5 0.02
L 0.02
FET
Fuel,
Km/Si
21.8
23.4
Not run because violated
manu f a ctur e r ' s bre ak- in
procedures
it
11
it
0.68
0.63
0.85
.76
.64
.56
.31
.28
.95
.79
4.78
4.53
23.67
21.04
26.24
20.27
12.40
10.06
10.33
L0.22
101.59
99.04
69.58
70.00
47.14
48.15
31.99
30.38
22.97
16.95
0.49
0.49
0.25
0.30
0.13
0.20
0.10
0.11
0.28
0.26
20.9
21.5
21.3
22.1
25.8
28.5
44.4
49.4
15.7
16.4
J
0.62d
a first FTP mistakenly run on trace for Class I machines
b FET speeds all scaled down to 64 percent of normal
see third column of table
new statutory level, 0.25 g/km set as research objective
-------
was performed at one shift increment lower than the upshift for each respec-
tive gear. This variation was used because it seemed unrepresentative of
real operation to upshift and downshift at the same speeds. After consulting
with the Project Officer, however, it was required that the EPA-recommended
upshift and downshift points be observed during further test work.
C. Motorcycle Break-in
Break-in procedures were started following the completion of zero-kilo-
.meter testing. Each of .the ten motorcycles required from 800 to 1600 km of
moderate operation to fulfill the various break-in requirement. After com-
pleting the distance accumulation portion, all the motorcycles were serviced
in accordance with their owner's manuals. This service generally included
changing of engine and transmission oils, general lubrication and safety checks,
and timing and valve clearance checks and/or adjustments. No carburetor mix-
ture adjustments were made, although idle speed was adjusted if excessive.
On 2-stroke machines, the oil injection settings were checked. The Kawasaki
KH-500 had excessive exhaust smoke and very oily exhaust condensate at the
pipe outlets, so the oil injection rate was leaned to the standard setting at
the suggestion of the local dealer.
D. Baseline Emission Testing
Baseline emission testing was begun after thermocouples and CVS attach-
ments were reinstalled on the test motorcycles. As with zero-kilometer test-
ing, two FTPS and two FETs were scheduled for each motorcycle to establish
baseline emissions. Table 15 summarizes the results obtained from these base-
line tests. Standard motorcycle FTP traces were used in the driver's aid for
Class II and Class III motorcycles, and the Class I motorcycle FTP trace was
used for Class I motorcycles. Standard FETs (Highway Fuel Economy Tests) were
used for all motorcycles during baseline determination. The Suzuki TS-100
(Class I) was limited to a top speed of 88 kph and could not therefore follow
the FET cycle in its entirety.
A 250°C maximum head temperature limit was selected arbitrarily in order
to prevent engine damage from overheating during testing. This temperature
limit was not reached by any of the motorcycles during baseline runs. The
general rule followed during both baseline, and later testing was to follow
the FET trace whenever possible and to maintain the maximum permitted speed
wherever the trace was above vehicle maximum speed or would have caused head
temperature to exceed 250°C. Downshifting was performed at the corresponding
upshift points, as specified in the Federal Register. Comparing baseline emis-
sions with those obtained from zero-kilometer tests showed relatively small and
mixed changes in emissions and fuel economy due to break-in operation.
E. Performance and Driveability Evaluations
Performance, usually thought of in terms of acceleration ability, was
measured by the time required to accelerate from 0-100 kph (0-62 mph) on the
dynamometer. This dynamometer acceleration procedure consisted of maintaining
a relatively high "idle" rpm, then engaging the clutch smoothly so as not to
cause wheelspin and rolling the throttle fully open (WOT). (Slippage between
rear wheel and dynamometer roll was most likely to occur before inertia system
25
-------
TABLE 15. SUMMARY OF BASELINE EMISSION TEST RESULTS
Motorcycle
Suzuki GT-750
3 cyl . 2-s
Kawasaki KH-500
3 cyl. 2-s
Yamaha RD-400C
2 cyl. 2-s
Kawasaki KE-175
1 cyl. 2-s
Suzuki TS-100
1 cyl. 2-s
Honda GL-1000
4 cyl. 4-s
Kawasaki KZ-900
4 cyl- 4-s
Honda CB-360T
2 cyl. 4-s
Honda XL-125
1 cyl. 4-s
Suzuki RE-5
rotary
Actual
Displ. ,
cm3
736
498
398
174
98
999
•
903
356
124
497
1978 HC
Standard,
g/km
14.
10.
8.5
5.1
5.0
14.
14.
7.9
5.0
10.
Run
1
2
1
2
1
2
1
2
1
2
1
2
1
2
1
2
1
2
1
2
1978 standards
1980 standards
Statutory standards (LDV)
FTP Emissions, g/km
HC
14.08
14.16
19.03
19.49
10.21
10.42
7.44
7.51
7.15
7.03
2.73
2.84
3.35
3.20
2.34
2.81
0.71
0.85
6.37
6.31
b
5.0
0.25
CO
12.10
12.04
25.95
26.54
12.64
12.60
23.89
24.42
13.96
12.41
12.20
10.26
29.47
27.10
29.75
29.21
0.60
2.61
1.97
3.46
17.
12.
2.1
C02
f NO
71.29 0.0
73.45 0.0
56.95 0.0
54.83 0.0
59.29 0.02
57.17 0.03
35.69 0.02
36.31 0.02
37.87
37.65
118.45
08.38
77.27
69.02
45.58
37.30
37.03
33.27
42.04
34.53
0.03
0.03
0.39
. 0.36
0.13
0.16
0.09
0.08
0.13
| 0.13
!.
0.22
0.19
0.62 j
FTP
Fue]
km/3
17.
17.
14.
14.
21.1
21.4
24.4
24.0
28.6
29.7
16.1
17.6
17.6
19.4
23.7
25.7
2.2
2.3
12.0
12.3
FET Emissions, g/km
HC
7.58
8.55
9.85
10.96
4.95
4.63
6.71
6.25
6.84
8.04
0.64
0.64
0.83
0.84
0.73
0.70
0,44
0.47
2.05
2.06
CO I CO2
8.27 67.63
9.58 66.37
25.40 50.45
27.29 49.86
12.15 54.83
9.29 54.44
35.73 34.42
33.75 32.50
24.45 37.52
23.96 36.14
4.06 87.92
4.35 86.89
20.21 60.63
20.03 56.35
22.54 43.86
22,26 40.25
8.58 48.13
7.71 48.06
6.82 107.94
6.94J103.03
NOX
0.04
0.03
0.02
0.02
0.03
0.05
0.03
0.03
0.04
0.04
0.55
0.55
0.28
0.25
0.17
0.16
0.96
0.93
0.36
0.38
FET
Fuel
km/1
22.25
21.46
19.15
18.26
25.99
27.81
20.82
22.10
23.85
23.45
24.17
24.31
24.50
25. 73^
28.54
30.06
36.96
37.75
18.60
19.33
WOT Accel.
0-100 kph,
seconds
6.4
6.7
7.6
16.0
21. 4a
5.6
5.5
9.0
32.2
10.23
6.8
to
en
a WOT acceleration time for 0-80 kph
^ See third column of table
-------
drive slippage due to the inertia system rotational speeds being reduced by
two thirds of the design speed by use of the large single roll.) Upshifts,
using the clutch, were performed at approximately 1000 rpm below "red line"
rpm as indicated on the motorcycle's tachometer. Some tachometer readouts
seemed sluggish as a result of internal damping, so shifting on these machines
was performed on the basis of tachometer readout and driver judgment. The
Suzuki TS-100 and the Honda XL-125 were not equipped with a tachometer, so
upshifts were performed at speeds indicated as being within allowed maximums
by their owner's manuals. These two Class I motorcycles could not reach 100 kph
without possible engine damage, so times were taken for 0-80 kph (0-50 mph) ac-
celerations. Results from baseline WOT accelerations are also presented in
Table 15.
In addition to WOT acceleration performance, general performance (referred
to as driveability) was also evaluated. A road evaluation procedure for motor-
cycles was adapted from a driveability rating method used with automobiles on
a dynamometer.(5) This adapted motorcycle version is presented in Appendix B.
Basically, the road evaluation procedure consisted of a cold phase and a hot
phase. The cold phase (motorcycle soaked at 22.2°C) graded starting and (rel-
atively) low speed operation; while the hot phase graded warm engine start-up
and higher speed operation, including acceleration and deceleration charac-
teristics. The rating system used for the various characteristics noted is
presented in Table 16.
TABLE 16. DRIVEABILITY RATING SYSTEM FOR MOTORCYCLES
Function
Starting
Time
Stall
. Idle Quality
Driving
Stall
Function
Driving
Stumble
Hesitation
Backfire
Surge
Stretchiness
Vibration
Noise
Heat
Smoke/Odor
Demerits
2/sec
6
Good-1 Fair- 2 Poor- 3
6
Demerits by Severity
Trace
1
1
1
1
1
1
1
2
2
Moderate
3
3
2
2
2
2
2
3
3
Heavy
6
6
3
3
3
3
3
4
4
Weighting
Factor
1
3
- 1
7
Weighting
Factor
4
4
4
2
2
1
2
3
3
27
-------
The purpose of these performance grades was not to compare different
motorcycles, but rather to compare baseline performance to performance ob-
tained with emission control hardware added. Results from two road evalua-
tions on each motorcycle in stock configuration were graded using the demerit
system shown above, and the results were then averaged for each motorcycle.
This average became the individual motorcycle's base driveability number, by
which later road evaluation grades were divided to yield a driveability ratio.
The driveability ratios for all motorcycles in stock (baseline) configuration
are thus 1.0. Ratios less than 1.0 showed performance improvement, while
those greater than 1.0 showed performance degradation. Road evaluation data
sheets are presented in Appendix B following the details of the evaluation
process. .
Two driveability ratios for each motorcycle are presented in Table 2 of
the summary. The first is labeled "Driveability Ratio Including Stall" and
the second is labeled "Driveability Ratio". Both ratios were derived from
the same driveability evaluation, but the demerits attributed to the "stall"
function are included in the first ratio but not in the second ratio. The
reason for the differentiation was that the "stall" function commanded such
a large portion of the demerits that it tended to mask effects of other func-
tions to be evaluated.
28
-------
V. EMISSION CONTROL SELECTION AND IMPLEMENTATION
This section first discusses briefly the emission control measures con-
sidered and finally selected, based on hardware availability and the useful-
ness of such measures in providing "proof of principle" within the scope of
the program. A detailed discussion on implementation of selected control
measures is given later in the section for each motorcycle, with emission
results and photographic documentation presented as necessary.
A. Potential Control Measures and Selection
The viability of emission control measures depends on the availability
of emission control hardware. Table 17 lists a number of the modifications
or hardware systems which have the potential to reduce regulated pollutants
from motorcycle engines. Not all of these modifications and systems were
available, however, within the scope of this project.
TABLE 17. LIST OF ITEMS OR MODIFICATIONS FOR EMISSIONS REDUCTION
Carburetor (leaner)
Fuel injection, continuous
Fuel injection, timed high-pressure, with possible stratification
of intake charge
Modified combustion chamber design
Improved F/A mixing via sonic carburetor or other design
Electronic Ignition
Oxidation catalysts (with supplemental air)
Air injection (continuous)
Exhaust throttling at idle (2-stroke)
Spark ignited intermittent exhaust afterburner (2-stroke)
Intermittent EGR (2-stroke)
Rich thermal reactor (with air)
Lean thermal reactor ^
Using the list in Table 17 as a guide, several manufacturers of engine-
related products were contacted in order to acquire control items that could
be adapted to the selected motorcycles. Although many manufacturers were
helpful, most could not or did not manufacture adaptable hardware within the
time frame of the project. Committments to supply items that could be used
were received for monolith noble metal oxidation catalysts from Engelhard In-
dustries, cloth mesh catalyst from Matsushita Electric Industrial, timed fuel
injection system designed for 2-stroke snowmobile racing from Marvel-Schebler/
Tillotson, and a capacitive-discharge ignition system designed for 2-stroke
snowmobiles from Syncro. Preliminary arrangements were made, and some other
items were located. Representatives of Suzuki were contacted concerning their
previous efforts with 2-stroke exhaust afterburner system (EPIC system). Al-
though no specific information was obtained, clearance to experiment with a
similar system was obtained. Additional GDI systems were located. Air pumps
and "pulsair" type reed valves for exhaust air injection were located and
ordered.
29
-------
Conferences were held with the Project Officer to decide on emission con-
trol approaches for the test motorcycles, based on responses to hardware in-
quiries and considerations of items or modifications which could be utilized
effectively within the program. Results of the conferences are summarized
in Table 18. It was agreed that stepwise modifications of each motorcycle
would be the best approach, with documentation of each stage by FTP and FET
testing. Steps preceded by a "+" sign in Table 18 were to be added to previous
modifications, whereas those without this symbol were to be evaluated alone.
TABLE 18. EMISSION CONTROL MEASURES TO BE APPLIED TO TEST MOTORCYCLES
Motorcycle
Suzuki GT-750
Kawasaki KH-500
vaTnaVi a Dr\«./innri
Kawasaki KE-175
Suzuki TS-100
Honda GL-1000
Kawasaki KZ-900
Honda CB-360T
Honda XL- 125
Suzuki RE-5
First step
GDI & minora
enleanment
catalyst & port
liners
thermal reactor
& air injection
rotary valve
modification
rotary valve
modification
air injection
minor3 enlean-
ment & GDI
majors enlean-
ment s GDI
air injection
by pulsair
air addition13
Second step
H-spark-ignited
afterburner
+minor3 enlean—
ment
catalyst s air
injection
+minora enlean-
ment
+minora enlean-
ment s GDI
+catalyst
+air injection
+air injection
air injection
by pump
+catalyst
Third Step
+air injection
+air injection
+air injection
& catalyst
+air injection
& catalyst
+port liners
+thermal
reactor
+CDI and
minor3 enlean
ment
Fourth step
+catalyst
(overscavenged
gas capture)
+ catalyst0
+ catalyst0
+ catalyst0
less GDI
" enleanment means adjustment, "major" enleanment means parts chancres
°point of air addition to be determined <-««wjes
step added later in the program, based on results obtained from previous
control measures CVJ.UUD
introductory experiment
Internal engine modifications such as changes to combustion chambers or
valve overlap were not chosen due to their complexity and the proprSary
knowledge required to make meaningful emission changes. Results of fbrief
30
-------
investigation conducted into the effects of valve timing on hydrocarbon emis-
sions from 4-stroke engines is given in Appendix C.
B. implementation of Control Strategy
Following baseline testing which established the reference point for
emissions, performance, and driveability, control techniques were applied
according to the plan in Table 18. Control measures were applied to as many
motorcycles as possible simultaneously in such a way that experiences from
such applications could allow more efficient implementation of similar tech-
niques on other motorcycles. Procedures evolved as problems with application
of controls and detection of their activity were overcome. Progress on indi-
vidual motorcycles will be covered individually, with some procedures explained
in greater detail for one motorcycle than the others; because the procedures
were developed first for one particular motorcycle and later adapted to the
others with less difficulties. For example, procedures and analysis used to
determine an optimum air injection rate to be used with catalysts were devel-
oped first for the Yamaha RD-400. This methodology is thus explained in de-
tail for that motorcycle. Other motorcycles utilizing catalyst(s) and air
were handled in essentially the same way. The following presentation begins
with emission control adaptation to 4-stroke motorcycles and will conclude
with 2-stroke machines. The order in which the motorcycle control information
is presented is not necessarily the chronological order in which they were
modified.
1. Honda CB-360
The application of several control measures began with work on the
Honda CB-360. First experiments with this motorcycle were of an investigative
nature, looking into the effective use of "pulsair" type air injection. This
method makes use of one-way valves to admit extra air into the exhaust system
when its pressure is below atmospheric, thereby making use of a pump unneces-
sary. The Honda CB-360 was used as a "pulse generator" for testing the three
reed valves used in the program. The valve shown on the left in Figure 15
-was designed for use as an induction system valve on a small Yamaha motorcycle.
Both it and the valve (middle, Figure 15) were of conventional metal reed con-
struction with overtravel stops. Both valve assemblies had two reed sections:
the Yamaha, apparently for improved flow, and the Subaru, apparently to supply
air to two separate exhaust streams. The Chevette valve {right, Figure 15)
was a circular, flexible plastic "type anchored at the center and designed to
feed air to one exhaust stream (the entire stock assembly consisting of four
reed valves fed four cylinders independently from a plenum attached to the air
cleaner).
Initial efforts to quantify the air flow attainable with reed valves
used a 1/4 NPT static tap on the exhaust pipe wall approximately 20 cm down-
stream of the exhaust port. A 6.4 mm sparger tube was later inserted extending
just into the plane of the upstream end of the exhaust header. A "sparger
tube" is an air injection probe with a closed end and holes drilled in its
wall over a length of about 2.5 cm providing radial air discharge. This type
of probe has been shown to provide better mixing and less exhaust gas cooling
than open end air injection probes. ^ Figures 16 through 19 show some of the
details discussed in relation to air injection.
31
-------
FIGURE 15. YAMAHA, SUBARU, AND
CHEVETTE REED VALVES
FIGURE 16. HONDA CB-360 EXHAUST
HEADER PIPE WITH SPARGER TUBE
FIGURE 17. SUBARU REED VALVE FLOW
RATE MEASUREMENT BY "ROTAMETER"
FIGURE 18. CHEVETTE REED VALVE FLOW
RATE MEASUREMENT BY "BAG EVACUATION"
32
-------
FIGURE 19. HONDA CB-360 WITH THERMAL
REACTOR AND AIR INJECTION
PROBES INSTALLED
Flowrates were determined initially using a rotameter on the inlet
side of the reed valve (Figure 17). Concern over inlet restriction brought
about by changes in flow as a result of the use of an inlet filter led to
investigating the use of another method to measure the air flow into the sys-
tem. A "bag evacuation" method was used, and it showed improved air flow
characteristics for the systems in most cases (Figure 18). The "bag evacu-
ation" method made use of a Tedlar bag filled with a known volume of air, and
the time required to evacuate the air was measured yielding the flowrate.
This method had the advantage of providing a pseudo "free air" intake atmos-
phere to the reed valve inlet and was considered more accurate than flowrates
determined with the rotameter, because the measurement pressure drop was min-
imized. Repeatability of the bag evacuation time was generally good. Figures
20 and 21 show that reed valve air induction rates were improved by substitut-
ing a 9.5 mm (3/8 in.) thin wall sparger tube in place of the 6.4 mm sparger
tube. The larger tube apparently conducted larger rarefaction and pressure
waves to improve the acoustic response of the reed valves.
Steady-state emission concentrations were measured while air was being
injected by the Subaru reed valve, using the stock pipe configuration (air into
one pipe only). The results indicated that good oxidation was occurring at
lower speeds, diminishing as speed increased. Noting that the air input from
this reed valve also decreased with increased speed, 1.7 m /h (1 cfm) of air
was injected by air pump during the 96.5 kph (60 mph) steady-state. In this
check, no reaction occurred but rather dilution only. Reaction was distinguished
from dilution by CO2 increases or decreases, respectively, along with corre-
sponding changes in other emissions.
33
-------
The exhaust pipe system of the Honda CB-360 was modified in order to
proceed with the application of thermal reactors and air injection (Figure
19) . It was originally intended to test the usefulness of the experimental
reactor design shown in Figure 22 and to decide if improvements or modification
were needed to make it effective. This initial reactor design was intended
for use on each of two exhaust pipes. f ) The core volume of each device was
approximately 90 cm3( and the total free volume was about 300 cm3 plus the
interior volume of the flange area. It was intended that if this device was
successful, longer length versions might be applied to the Yamaha RD-400C (2-
stroke) .
The Yamaha induction reed valve, not received until after the exhaust
modifications were performed, was subsequently tested with the thermal reactor
canisters in the system. Results from air flow tests showed that this reed
valve did not operate well in this configuration (Figure 23). The Chevette
reed valve, which showed the best performance in previous tests, was re-installed
on the modified pipe. A sharp decrease in performance of this reed valve was
noted with and without the thermal reactor core in place.
The degradation noted in the performance of the Chevette reed valve
may have been due to a change in the exhaust pipes' characteristic length,
caused by the presence of the thermal reactor, which would change the re-
sponse of the reed valve. ^ Although reed valves are a cost-effective means
of injecting air into the exhaust when specifically designed for a particular
system, care must be taken to maintain acoustic control so that the function
of the reed valve is not changed. If air injection by reed valves is to be
used, then the selection of a particular reed valve should be based on flow-
rate data taken with the exhaust system in final test configuration. The ori-
ginal results with the Chevette reed valves could not be repeated with the
modified exhaust pipe configuration. It appeared that air injection via this
technique would not be applicable to the CB-360 due to the low injection rates
obtained. The reed valves were tried on other motorcycles in an attempt to
utilize pulse aspiration more effectively. No FTPs or FETs were run with these
thermal ^ reactors and air injection by reed valve, due to the small amounts of
air delivered and the lack of positive results obtained in preliminary steady-
state testing.
At the suggestion of the Project Officer, the Honda CB-360T was adapted
with carburetors from a Honda 750K. The 750K carburetors utilize an accelerator
pump circuit to maintain acceleration transient performance, while allowing en-
leanment to decrease the emission rates of CO and HC. The carburetors did pre-
sent a problem in that adaptation hardware had to be made up in order to mount
and operate the carburetors. The standard carburetors were 32- mm bore and were
vacuum- actuated, whereas the replacements were 28 mm slide type. The differ-
ence in throat size was effectively cancelled by the manner of actuation, and
the 28 mm units were therefore expected to be compatible with the engine con-
figuration. W>
Prior to installation of these replacement carburetors, a "baseline"
steady-state sequence was performed. Sequence CBS-1 is presented in Appendix
D along with other emission test results to be discussed. Steady-state se-
quence results are labeled with the respective motorcycle prefix followed by
an S (numeral) to signify steady-state and run number. All steady-state data
34
-------
• 1/4 NPT STATIC TAP, FLOW BY BAG EVACUATION
D 1/4 NPT STATIC TAP, FLOW BY ROTAMETER
• 1/4 NPT STATIC TAP, FLOW BY ROTAMETER
O 6-4 MM SPARGER TUBE, FLOW BY BAG EVACUATION
O 6.4 MM SPARGER TUBE, FLOW BY ROTAMETER
6.4 MM SPARGER TUBE, WITH FILTER, FLOW BY ROTAMETER
9.5 MM SPARGER TUBE, FLOW BY BAG EVACUATION
cc
X
OL
O
1.6 -
1.4 -
1.2 -
1.0 -
0.8 •*
0.6 -
0.4 -
0.2 J
0.0
-------
O 6.4 MM SPARGER TUBE, FLOW BY BAG EVACUATION
O 6.4 MM SPARGER TUBE., FLOW BY ROTAMETER
• 1/4 NPT STATIC TAP, FLOW BY BAG EVACUATION
Q 1/4 NPT STATIC TAP, FLOW BY ROTAMETER
A 9.5 MM SPARGER TUBE, FLOW BY BAG EVACUATION
A 9.5 MM SPARGER TUBE, W/0 THERMAL REACTOR CORE,
BAG EVACUATION
V 9.5 MM SPARGER TUBE, WITH THERMAL REACTOR CORE,
BAG EVACUATION
D_
1.6 -
1.4 .
o:
\ 1.2 .
2:
LU
I- 1.0 -
CC
2
3 0.8 .
LU
z
o
P 0.-6 -
u
LLJ
-3
Z
- 0.4 .
ce
1—4
0.2 -
0.0 -
^
s:
Q.
o:
§
0
rH
UJ
Q
t— 1
1
1
»/
J£
O
•»
100
SPEED, KPH
FIGURE 21. CHEVETTE REED VALVE FLOW INTO
ONE EXHAUST PIPE OF HONDA CB-360
36
-------
7.6 cm 0,D,
MARMON CLAMP CONNECTION
co
1.3 cm
FIGURE 22. INITIAL THERMAL REACTOR DESIGN FOR HONDA CB-360 MOTORCYCLE
-------
9.5 MM SPARGER TUBE, FLOW BY BAG EVACUATION
O FLOW THROUGH ONE REED
FLOW THROUGH BOTH REEDS
o;
O
_J
LL.
O
LLJ
oc:
1.6.
1.4.
1.0,
0.8.
0.6-
0.4,
0.2,
O.OJ
x
Q-
1 —
0
20
40
60
80
1
100
SPEED, KPH
FIGURE 23. YAMAHA REED VALVE FLOW INTO
ONE EXHAUST PIPE OF HONDA CB-360
38
-------
will not be presented in this report because some of these tests were run to
determine changes in emission trends due to adjustments, additions, or varia-
tion of parameters while studying the application of a control measure. Steady-
state results that are reported or discussed as a "sequence" (labeled as above)
were run to document emissions as a result of adjustments or step changes to
control measures.
After installation of the two (inside cylinder) Kehin carburetors
from a Honda 4-cylinder 750K, as shown in Figures 24 and 25, the engine started
quite easily but would not run properly. Loose internal carburetor parts were
found and secured. Road performance was "good", after carburetor adjustments
were made.
FIGURE 24. TWO INSIDE CYLINDER KEHIN
CARBURETORS FROM HONDA 750K (NOTE
ACCELERATOR PUMP ON BOTTOM OF LEFT
BOWL AS VIEWED FROM AIR INTAKE SIDE)
FIGURE 25. PARTIAL INSTALLATION OF
TWO HONDA 750K CARBURETORS
ON THE HONDA CB-360
Steady-state sequence CBS-2 showed good reductions in emissions of
HC and CO as compared to the stock carburetors except at 96.5 kph. Replace-
ment jets were ordered. FTP No. 1 and FET No. 1 were conducted with the 750K
carburetors containing the supplied No. 115 main jet, and these results are
given in Table 19. Good reductions in HC and CO were apparent for the FTP,
but FET results reflected the presence of the rich main jet. Reduced copies
of the computer printout from FTP and FET tests are given in Appendix D. WOT
(0-100 km/hr acceleration) performance was 9.8 sec as compared to 9.0 sec
average obtained during baseline.
39
-------
TABLE 19. EMISSION RESULTS FROM FTPS AND FETs PERFORMED ON THE HONDA CB-360
Test
Configuration
NO.
Baseline Avg.
750K + #115 jets
750K + #105 jets
+ GDI
1
2
3
FTP
Emission Rates, g/km
HC
2.58
0.73
0.60
0.68
CO
29.48
5.80
2.79
2.50
CO2
41.44
70.55
66.39
67.43
NOX
0.09
0.36
0.42
0.42
Fuel
Econ.
km/2.
24.7
28.7
32.3
31.9
FET
Emission Rates, g/km
HC
0.72
0.40
0.28
0.26
CO
22.40
6.30
2.40
1.28
CO2
42.06
62.32
58.42
58.45
NOX
0.17
0.72
0.95
1.07
Fuel
Econ.
km/£
29.3
31.7
36.9
38.0
The No. 115 main jets (1.15 mm inside diameter) were replaced with
No. 95s (0.95 mm inside diameter}, resulting in noticeable road performance
degradation. Subsequently, No. 105 jets (1.05 mm inside diameter) were in-
stalled, which improved road performance again. In addition, an S. K. Sys-
tems Capacitive Discharge Ignition (GDI) for a 2-point set-up was installed;
and the spark plugs were gapped to 1.0 mm (0.040 in.). Steady-state sequence
CBS-3 -was conducted, showing significant reduction in CO during the higher
speed modes. FTP Nos. 2 and 3 with corresponding FETs followed these steady-
states .
The lean jet replacement improved FTP and FET results, as shown by
the dramatic reductions in both HC and CO as observed in Table 19. In ad-
dition, a significant increase in fuel economy was obtained. WOT (0-100 kph)
acceleration time increased slightly from 9.8 to 10.0 sec. No driveability
problems were encountered. Tests were conducted with air injection probes
and thermal reactor canisters in place. It is assumed that these items had
no part in the reduction of emissions because the probes were blocked, the
reactor core was out, and no insulation was used on the exhaust pipes.
Head temperature and exhaust gas temperatures were higher than for
baseline testing (as expected with lean operation), but the 250°C head tem-
perature "limit" was not reached at any time during testing in this configu-
ration. The head temperature "limit" of 250 °C was chosen after conversations
with local dealer personnel of the various manufacturers. None of the dealers
had positive information as to an exact head temperature limit, but there was
general consensus that 250°C <482»F) was probably a reasonable limit consider-
ing the location of measurement (between spark plug and head seat) and the
type of testing to be conducted.
Following the successful adaptation of the two Honda 750K carburetors
to the CB-360, steady-states were conducted while compressed air was injected
into the exhaust system. Although the thermal reactor cores were not in place
the exhaust pipes were heavily insulated for the first 38 cm (15 in.) downstream
of the exhaust port. No reactions were noted by either temperature or raw emis-
sion data. Such findings were anticipated, due to the relatively low concen-
trations of HC and CO present. As a result, no further efforts were made to
reduce emissions via air injection alone.
40
-------
The next scheduled control measure was to incorporate thermal reac-
tors into the system. As mentioned previously, the thermal reactor canisters
were already in position but no cores had been used. The cores were installed
in the canisters located approximately 25 cm (10 in.) downstream of the ex-
haust port (refer to Figures 19 and 22). Steady-state testing with varying
amounts of air injection showed insignificant effects on emissions at air flow
rates between 2.4 and 4.1 m3/h (1.4 and 2.4 cfm), although some reaction did
occur during some conditions. Results with air addition were recorded on
strip charts. Reaction or nonreaction with air addition were determined by
changes in emission concentrations and increases in exhaust temperature from
values obtained without air injection. Subsequent inspection of the original
cores indicated that most of the exhaust flow appeared to by-pass the cores
due to their small diameter and the cores' position in relation to the curva-
ture in the exhaust system. Larger cores, 6.4 cm (2-1/2 in.) in diameter,
were fabricated and installed into the heavily insulated canisters and header
pipe system as shown in Figure 26.
FIGURE 26. HONDA CB-360 WITH INSULATED
HEADER PIPES AND THERMAL REACTORS
Once again, steady-states were conducted with variable air injection.
The only reactions were of even smaller magnitude than those noted with the
original cores. No significant degradation of performance due to increased
backpressure was noted. WOT (0-100 kph) acceleration time increased slightly
from 10 0 to 10.3 sec compared to the most recent tests. Steady-state se-
quence CBS-4 (with large cores and insulation) was recorded without the ad-
dition of air so that emissions obtained from sequence CBS-3 (without thermal
reactor cores and insulation) could be compared. Due to the minor effective-
ness shown by the various steady-state testing, including CBS-4, no further
testing of this first thermal reactor design was conducted.
A new design shown in Figure 27 was adapted from automotive applica-
tions.(10,11,12) Two reactors of this design were welded into the exhaust
system as shown in Figure 28. After several layers of asbestos insulation
were added, as shown in Figure 29, steady-states were conducted with compressed
41
-------
\
1.9 cm Dia.,
3 places
\
-U.
7.6 cm O.D.
Flow
FIGURE 27 SMALL THERMAL REACTOR WITH GAS FLOW PATH
SIMILAR TO AUTOMOTIVE CONCEPTS (SECOND DESIGN)
FIGURE 28. THERMAL REACTORS OF SEC-
COND DESIGN INSTALLED ON HONDA CB-360
FIGURE 29. THERMAL REACTORS WITH
INSULATION APPLIED ON HONDA CB-360
42
-------
air injection varied from 0 to 4.3 m3/h (2.5 cfm). Minor reactions at lower
speeds were indicated by temperature increases within the exhaust header lead-
ing to the thermal reactors. No reactions were noted at 64, 80, or 97 kph
(40, 50, or 60 mph). Steady-state sequence CBS-5 was recorded without air
addition and showed relatively scattered emission results. This scattering
was assumed to be the result of backpressure effects.
Because previous emission results showed relatively low CO concen-
trations, basic timing was retarded 10° from standard basic timing in order
to improve the chances for exhaust reaction to occur in the thermal reactors.
Steady-state sequence CBS-6 was conducted, indicating that substantial emis-
sion reductions occurred. Exhaust temperature data indicated that the reac-
tions were not occurring in the thermal reactors, but rather in the insulated
header pipes leading into the reactors. The only core reactions occurred
during hot idle following 97 kph operation. This result was probably due to
residual heat release, a function of the reactor's thermal inertia. No FTPs
or FETs were run in this configuration, although retarding the timing and
adding air did lower emissions of HC and CO. Retarded timing had not been
called for as a control measure; therefore, attempts were extended to cause
thermal reactions without the use of retarded timing.
Efforts to richen the combustion mixture in order to obtain oxidation
in the thermal reactors with standard timing were made. The adapted 750K car-
buretors' jet needle clip positions were changed from the top to the third
position. The idle mixture screw was left at two turns out from bottom. Steady-
states were conducted with air injection rates varied from 0 to 4.9 m3/h. Re-
actions were observed by both emission changes and temperature data at speeds
of 32, 48, and 64 kph at air injection rates of 1.2 to 4.9 m3/h. These re-
actions were noted first in the left exhaust at an average air injection rate
of 1.7 m3/h (1.0 Cfm) , with reactions noted in the right exhaust with about
50 percent higher injection rates. This imbalance was attributed to carbu-
retion differences between cylinders. A Cast air pump No. 1533 driven at 1:1
(pump:crankshaft) drive ratio was installed. The results of two FTPs and FETs
conducted in this configuration are given in Table 20. Comparing these re-
sults to those listed in Table 19 show further reduction of HC for both FTP
and FET operation. Emission of CO increased slightly from previous FTP results,
although FETs showed decreased CO emission.
TABLE 20. EMISSION RESULTS FROM FTPs AND FETs PERFORMED ON THE HONDA CB-360
Test
Configuration
Baseline Avg.
Rich 750k Carb.s +
Thermal Reactor +
Air
FTP
Emission Rates, g/km
HC
2.58
0.37
0.38
CO
29.48
3.73
3.76
CO2
41.44
68.74
78.23
NOX
0.09
0.29
0.32
Fuel
Econ.
km/£
24.7
31.0
27.5
FET
Emission Rates, g/km
HC
0.72
0.19
0.17
CO
22.40
1.27
1.53
CO2
42.06
61.78
59.78
NOX
0.17
0.76
0.85
Fuel
Econ.
km/£
29.3
36.2
37.1
43
-------
No acute driveability problems were encountered during FTP and FET
and steady-state sequence (CBS-7) operation; however, WOT acceleration (0-100
kph) increased drastically to 23 sec. The acceleration test was the last test
run in this configuration. The engine would start the acceleration quite nor-
mally in the lower gears, but the rate diminished abnormally as the speed in-
creased. An increase in backpressure caused by the thermal reactors was the
suspected cause of the problem, but the poor performance was duplicated with
stock header pipes. Carburetion inspection revealed that one cylinder was in-
active intermittently as a result of poor vacuum alignment. Efforts to align
the carburetors revealed an air intake leak between the carburetor and the
engine which caused overenleanment of the right cylinder. With the air leak
repaired and the carburetors reinstalled, the WOT acceleration time was approxi-
mately 17 sec. It was assumed that this acceleration time was representative
of the engine configuration during the emission test phase.
Continuing with the planned control measures to reduce emissions from
the Honda CB-360, two PTX-313 catalysts (supplied by Engelhard) were installed
about 25 cm (10 in.) downstream of the exhaust port (as shown in Figure 30).
These catalysts were made of Corning substrate of 46.5 square cells/cm2 (300
square cells/in.2) with 1.77 kg/m3 (50 g/ft3) platinum-palladium, loading
(ratio unknown). Steady-states with variation of air injection rates were
run in order to optimize the air pump size, using the procedure as described
later with the discussion of the Yamaha ED-400. Air pump No. 0533 driven at
1:1 ratio was selected for use with catalysts. Engine performance began to
degrade such that FTP and FET test cycles could not be run properly. Inspec-
tion of the carburetor setup revealed no problems with intake air leaks or
vacuum alignment. One catalyst was removed from the system and inspected for
plugging or burnout as a result of misfiring. No damage to the catalyst was
observed. The engine performed as though it was overly lean, and temperature
data showed that cylinder operation was unbalanced. The carburetors were in-
spected and cleaned. As before, driveability was restored; but the problem
reappeared after a short time. More carburetor maintenance and rich adjust-
ments were performed, but the results were negative. It was decided to dis-
continue running with the 750K carburetors because of the intermittent prob-
lems encountered.
In order to continue the demonstration of catalyst effectiveness, the
original Honda CB-360 carburetors were reinstalled on the motorcycle. These
carburetors were set very rich as indicated by the baseline emissions. No
adjustments were made to the carburetors other than idle speed. Steady-states
with variation of air injection rates indicated that a relatively large quan-
tity of air was necessary in conjunction with the catalyst to oxidize the HC
and CO concentrations resulting from use of the stock carburetors. Another
factor used to select the air injection pump was the catalyst exit temperature
limitation of 950°C. Gas air pump No. 0440 driven at 0.5:1 ratio (pump:crank-
shaft) was chosen. Figure 31 illustrates the relatively large air pump used
to supply exhaust air addition.
Steady-state sequence CBS-8 was conducted and showed major reductions
in HC and CO when compared to any of the previous sequences, especially se-
quence CBS-1. Catalyst entrance and exit temperatures along with the corre-
sponding air injection rate for each steady-state speed tested are also pre-
sented with CBS-8. WOT (0-100 kph) acceleration time was 14.6 sec. The re-
sults are given in Table 21.
44
-------
FIGURE 30. CATALYSTS APPLIED
TO HONDA CB-360
FIGURE 31. PUMP NO. 0440 USED WITH
CATALYST ON HONDA CB-360
TABLE 21. EMISSION RESULTS FROM FTPS AND FETs PERFORMED ON THE HONDA CB-360
Test
Configuration
Baseline Avg.
Orig. Carb.s + Cat.
+ Air + GDI
FTP
Emission Rates, g/km
HC
2.58
0.35
0.32
CO
29.48
5.04
5.56
co2
41.44
103.65
108.21
NOX
0.09
0.10
0.12
Fuel
Econ.
km/a
24.7
20.8
19.9
FET
Emission Rates, c
HC
0.72
0.09
0.10
CO
22.40
4.14
4.69
C02
42.06
80.45
79.46
/km
NOX
0.17
0.19
0.18
Fuel
Econ.
km/£
29.3
26.7
26.7
As with steady-state results, the transient test results indicated
major reductions of HC and CO emission when compared to baseline tests. The
apparent decrease in fuel economy from baseline results was attributed to the
relatively large air injection requirement, hence power requirement, and par-
tially to the increase in backpressure caused by the high temperature operation
of the catalyst.
2. Kawasaki KZ-900
Prior to starting modifications, a few steady-state runs were made
to verify the "baseline" results obtained before the maladjustment program.
These and other emission test data are presented in Appendix D. Run KZS-2
essentially repeated data taken from the maladjustment phase presented in Ap-
pendix E and discussed in Section VI. The first steps toward emission con-
trol for the KZ-900 were minor enleanment of the carburetors and the addition
of a capacitive discharge ignition system. Several steady-state emission se-
quences were conducted in order to document the effects of these measures. Run
KZS-3 showed that the GDI system (2-point type from SK Systems) could contri-
bute to a moderate fuel economy improvement; because CO, C02, and HC emissions
were slightly lower for the steady-states when the GDI system was used. As
indicated from the results of run KZS-4, CO and HC were further reduced by
45
-------
moving the jet needle clip up two notches (from the stock position to the top
notch) and by turning the pilot air screws out one and a half turns from the
as-received positions. Although very low emission rates of CO were obtained,
the "overenleanment" of the pilot air system caused such a degradation of
transient performance that the driver could not follow the FTP cold start
driving cycle without excessive use of the choke.
Results from steady-state sequence KZS-6 showed lower CO and HC
values than the KZS-4, as a result of a slightly richer pilot air system
and the effects of carburetor vacuum alignment. After a forced-cool start
LA-4 driving test, it was thought that the "borderline limit" had been reached.
"Borderline limit" will be used to describe the leanest adjustment which will
(!) allow the motorcycle to perform a cold start FTP without excessive use
of the choke, (2) not cause the head temperature to exceed the 250°C limit,
and (3) retain acceptable road performance. FTP No. 1 was run after steady-
state sequence KZS-6. Excessive use of the choke system was necessary to
operate the motorcycle through the cold start portion of the FTP (first 505
seconds) , causing an extreme difference in emission concentrations between
the first and third sets of bags. The pilot air system was enriched again,
and steady-state sequence KZS-7 results showed that the emission of CO was
increased at the lower speeds. The cold start performance was improved.
FTP No. 2 was conducted with these "borderline" adjustments and the
choke fully on for the first 60 seconds. FTP No. 3 was conducted with the
same adjustments as the previous test, but the choke was nursed through the
cold start phase and was completely off after 50 seconds. This operating
change cut the first bag HC concentrations in half. An FET was conducted
after each FTP. Results from FET No. 1 and No. 2 are within test variability
of each other, even though there were adjustments made to the pilot air sys-
tem. The pilot air system' s primary effects are on transition response and
lower speed operation, so no significant change in emissions was expected
for the highway cycle due to its higher average speed. The variation in re-
sults obtained from FET No. 2 and No. 3 may have resulted from variation in
r®sp°n*e-. After these tests< road Performance evaluation showed that
evident!5 "*"** ^^ "" ^f™ ** ^graded. Acute
^ ^ Carburetor adjustments to improve road performance of the KZ-900 to
the borderlxne Ixmit" were undertaken. Several increments of adjustment
followed by road trials were used to determine the lean borderline limit
for which road performance was acceptable within a reasonable ambient temper-
ature range. FTP No. 4, FTP No. 5, FET No. 4, FET No. 5, and steady-states
KZS-8 were conducted with the pilot air system adjusted to one and three fourths
turns out from bottom and after carburetor alignment had been made The tran-
sient emission test results are presented in Table 22, including baseline re-
sults for reference.
FTP No. 4 and No. 5 showed significant reductions in the emission
rate of HC and CO when compared to the baseline emission test results These
same changes were also shown in corresponding FET results. Emission rates of
CO were higher than for previous borderline tests (Nos. 1, 2, and 3) but the
emissions of HC were lower. This finding implies that the previous settings
were too lean (even though no misfire was apparent) and required additional
46
-------
throttle opening to negotiate the test cycle. Steady-state sequence No. KZS-8
showed minor reductions in HC emission rate, while the idle and lower speed
operation showed increases in CO. These final lean carburetor settings did
not affect the WOT acceleration time of 5.5 seconds.
TABLE 22. EMISSION RESULTS FROM FTPs AND FETs PERFORMED ON THE KAWASAKI KZ-900
Test
Configuration ]
vio.
Baseline Avg.
Return Base
2nd Lean Adjust. +
GDI
3rd Lean Adjust. +
GDI
Final Lean Adjust.
+ GDI
1
2
3
4
5
FTP
Emission Rates, g/km
HC
3.28
2.70
3.85
3.31
2.21
1.68
1.77
CO
28.29
29,64
5.17
11.27
9.98
18.15
17.48
C02
73.15
78.05
103.85
98.04
97.92
88.75
84.55
NOX
0.15
0.19
0.37
0.36
0.38
0.34
0.33
Fuel
Econ.
km/A
18.5
17.7
18.9
18.6
19.5
19.2
20.0
PET
Emission Rates, g/km
HC^1
0.84
0.90
0.42
0.43
0.39
0.46
0.45
CO
20.12
20.25
1.09
1.91
1.47
4.82
3.79
C02
58.49
65.67
89.88
85.75
80.55
80.87
83.67
NOX
0.27
0.32
0.68
0.78
0.68
0.73
0.73
Fuel
Econ.
km/&
25.1
23.2
25.1
25.8
27.7
25.9
25.8
Sparger tubes of 7.8 mm (5/16 in.) diameter were installed in order
to proceed with air injection, the second step control measure. Compressed
shop air was regulated into the probes through a common tube manifold which
fed all four sparger tubes (located in the exhaust pipes with their ends ap-
proximately 2.5 cm from the exhaust valve opening). Both dilute emissions
and exhaust gas temperatures were monitored in an effort to observe reactions.
Dilute emissions were subsequently found to be not sensitive enough to indi-
cate reactions, so temperature traces were used as the primary indicator. In-
creasing temperature in the exhaust gases indicated reaction occurring. Some
exhaust gas reaction was noted about 10 cm downstream from the exhaust port
at idle, diminishing as engine speed increased. No reaction at all was ob-
served at 80 or 97 kph (50 to 60 mph). A maximum temperature change of 50°C
occurred at idle with 1.36 m /h (0.8 cfm) air added to each of the four ex-
haust pipes. A 30°C change was noted at 48 kph (30 mph). Changes above
64 kph were difficult to distinguish because slight throttle motion could
effectively mask minor reactions.
Stronger reaction was noted with higher air flow injection rates,,' so
the available air was injected into only the two right side pipes (which con-
tain thermocouples). Also, these two pipes were insulated for about the first
64 cm (25 in.) in order to retain heat and promote further reaction. Greater
temperature rises were noted with the increased air supply. These changes
were 60°C at idle, increasing to 125°C at 32 kph and up to 180°C at 48 kph.
Minor reaction was noted at 64 kph, with even less at 80 kph; and no reaction
was noted at 97 kph. Reactions at 64 and 80 kph were observed about 30 cm
down the exhaust pipe. Air injection by compressed air was continued in order
to accurately size pump requirements for optimum exhaust oxidation. Based on
47
-------
raw emission and temperature data obtained with up to 22 m3/h (13 cfm) air
injection, a Cast air pump No. 0440 was selected to provide approximately
8.5 m3/h (5.0 cfm) at 48 kph.
Before a pump was actually mounted on this machine, the Chevette reed
valves were tried in an attempt to get some reaction during FTP and FET oper-
ation. These reed valves were fitted to each cylinder's injection probe as
shown in Figure 32. Steady-state sequence KZS-9 was conducted in this confi-
guration. Although no well-defined reactions were noted, an FTP and an FET
were run. Insignificant variations in the emissions of HC and CO were ob-
served, verifying earlier results indicating that reed valve air induction
alone provided insufficient quantities of air to promote reaction.
Figure 33 shows Cast pump No. 0440 mounted and driven by an extension
of the crankshaft with a drive ratio of 1.07:1 (pump to crankshaft). Figure
34 shows the air injection flowrates obtained with this drive system. After
results from steady-state sequence No. KZS-10 verified that exhaust reactions
were taking place, two FTPs and two FETs were conducted. The results from
these and some previous tests are presented in Table 23.
The FTP results show a decrease in the emission rate of CO, but this
reduction is accompanied by an increase in the emission of HC and a decrease
in fuel economy when compared to results obtained with leaned carburetors and
GDI only. Minor reduction in CO and a decrease in fuel economy are noted for
FET results, although emission of HC remained the same as the most recent tests.
It should be noted that the air pump required was large enough to make its
power requirement significant in relation to its effect on the emission results.
FIGURE 32. AIR INJECTION USING
CHEVETTE REED VALVES
FIGURE 33. AIR INJECTION USING PUMP
48
-------
Jl
'e
LJJ
h-
a:
o
o
UJ
o:
12 .
10
8 -
6 -
4 -
2 -
0 J
DRIVE RATIO (PIMP: CRANKSHAFT)
1.07:1 (ESTIMATED)
0.933:1
1000
2000
3000
4000
ENGINE SPEED, RPM
FIGURE 34. AIR INJECTION INTO KZ-900 VIA CAST PUMP NO. 0440
TABLE 23. EMISSION RESULTS FROM FTPS AND FETs PERFORMED ON THE KAWASAKI KZ-900
Test
Configuration
Baseline Avg.
Final Lean
Adjust. + GDI
Lean + GDI
+ Air (Pump)
FTP
Emission Rates, g/km
HC
3.28
1.68
1.77
2.12
2.29
CO
28.29
18.15
17.48
10.28
9.83
C02
73.15
88.75
84.55
114.40
117.27
NOX
0.15
0.34
0.33
0.33
0.35
Fuel
Econ.
km/5,
18.5
19.2
20.0
17.1
16.8
FET
Emission Rates, g/km
HC
0.84
0.46
0.45
8.46
0.40
CO
20.12
4.82
3.79
2.07
1.75
co2
58.49
80.87
82.67
96.11
98.67
NOX
0.27
0.73
0.73
0.66
0.68
Fuel
Econ.
km/fc
25.1
25.9
25.9
23.1
22.7
49
-------
Having completed tests conducted with lean carburetors and air in-
jection, the cylinder head assembly was removed from the KZ-900 to facilitate
fitting of port liners. The stainless steel port liners were handfitted into
the exhaust port area as shown in Figure 35. The liners protruded into the
exhaust pipe about 6 mm and extended into the head as far as possible until
curvature of the port became excessive. Figure 36 illustrates the finished
shape required for installation.
FIGURE 35. KZ-900 HEAD
WITH PORT LINERS
FIGURE 36. FINISHED PORT LINERS
No major increase in exhaust temperatures were noted due to port
liners, although an increase of 50°C was noted during idle at the first
thermocouple station. Steady-state sequence KZS-11 indicated some changes
in emissions at various speeds, but these changes are attributed to dilution.
A significant reduction in HC was noted during idle, but an increase in HC
appeared at 80 kph. Emission of CO remained about the same as previous steady-
state data. The results of two FTPs and two FETs conducted with lean carbu-
retors, GDI, air injection and port liners appear in Table 24. Good reduction
of HC was observed for FTP results compared to the results shown in Table 23,
whereas very little change was noted in FET results. WOT acceleration time
increased slightly from an average of 5.5 to 5.9 seconds.
TABLE 24. EMISSION RESULTS FROM FTPs AND FETs PERFORMED ON THE KAWASAKI KZr-900
Test
Configuration
Lean + GDI + Air
+ Port Liners
All the above +
VAC Realigned
FTP
Emission Rates, g/km
HC
1.54
1.38
1.59
1.58
CO
8.52
7.91
9.15
8.38
C02
111.52
109.38
115. .42
108.45
NOX
0.34
0.32
0.33
0.32
Fuel
Econ.
km/i.
18.1
18.6
17.4
18.6
FET
Emission Rates, a/km
HC
0.32
0.31
0.30
0.31
CO
1.87
1.92
2.30
1.96
CO 2
94.27
93.31
88.83
84.50
NOX
0.75
0.72
0.74
0.69
Fuel
Econ.
km/£
23.7
23.9
24.9
26.3
50
-------
Due to concern that the carburetor alignment may have been in error,
the vacuum was checked for all four carburetors at idle. It was discovered
that the vacuum on one of the four carburetors was approximately 6 cm Hg lower
than the other three, so realignment was made and two more PTPs and FETs were
run. The results of these tests are given in Table 24. In addition, results
from sequence KZS-12 (with vacuum alignment) are given in Appendix D.
Following these tests with the addition of port liners, two Engelhard
PTX 413 catalysts were added to the exhaust system. These monolith catalysts
had an active volume of 440 cm3 (26.8 in.3) each and utilized a Corning sub-
strate of 45.8 quare cells/cm2 (300 square cells/in.2) with a loading of 1.77
kg/rn^ (50 g/ft^) of a platinum and palladium mixture (ratio unknown). The
catalyst cores were located approximately 60 cm (24 in.) downstream of the
exhaust ports. At this location, exhaust gases from two adjacent pipes were
combined at the entry to each catalyst assembly. As the gases left the cata-
lysts, they were redistributed into the four tailpipe mufflers. Due to the
large diameter of the catalyst assembly, backpressure effects were considered
negligible. Steady-state tests with variation of air injection rate were per-
formed before selecting pump No. 0440 with a drive ratio of 0.6:1 (pump:crank-
shaft). Figure 37 shows the KZ-900 in the final test configuration. Results
from steady-state sequence KZS-13, run in this configuration, show signifi-
cant reductions of both HC and CO. Air injection rates and catalyst entrance
and exit temperatures corresponding to steady-state speeds are also given.
Two FTPs and two FETs were run, and their results are given below in Table 25.
Significant reduction in HC and CO were also noted for these transient tests.
Acceleration performance (0-100 kph) was the same as baseline (5.5 sec), and
no major complaints were noted during road driveability evaluations.
FIGURE 37. KZ-900 WITH CATALYSTS
AND AIR INJECTION
51
-------
TABLE 25. EMISSION RESULTS FROM FTPS AND FETs PERFORMED ON, THE KAWASAKI KZ~900
Test
Configuration
Baseline Avg.
Lean + GDI + Air
+ Pt. Lin. + Cat-
alysts
FTP
Emission Rates, c
HC
3.28
0.39
0.40
CO
28.29
1.75
1.94
CO2
73.15
120.68
123.65
/km
NOX
0.15
0.21
0.23
Fuel
Econ.
km/Jl
18.5
18.8
18.3
FET
Emission Rates, q/km
HC
0.84
0.04
0.08
CO
20.12
0.14
0.57
co2
58.49
88.53
89.29
NOX
0.27
0.43
0.41
Fuel
Econ.
km/£
25.1
26.2
25.7
3. Honda XL-125
Following baseline emission testing, the Honda XL-125 was involved
in a maladjustment testing phase (to be discussed in Section VI). Carburetor
adjustments and timing were then returned to the stock settings used to con-
duct zero-kilometer and baseline testing, with these adjustments, the motor-
cycle stalled repeatedly during idle modes of the FTP conducted to determine
if the engine had been returned to "baseline" conditions. From steady-states
run subsequently, it was determined that the idle circuit of the carburetor
was the cause of the poor operation. After the carburetor was cleaned and
reassembled, the problem still prevailed. The engine stalled frequently after
a normal deceleration and as the throttle was cracked open for the start of
a normal acceleration. Timing and mechanical advance parts were checked
Once again, the carburetor was dismantled and thoroughly checked and cleaned
After reassembly, the engine was started and an improvement in idle quality
was noted. Subsequent FTP and FET emission test results approached the base-
line values within the expectations of the program, considering that a signi-
ficant distance had been accumulated by testing since the baseline study
Although the specific problem in the XL-125's carburetor was not detected
it did appear to be "cured" following the last teardown and cleaning.
With the XL-125 back to "stock" configuration, mounting of a Cast
oiless rotary vane air pump (NO. 0533) was begun. This air injection pump
was selected on the basis of continuous diluted emission traces obtained dur-
ing baseline FTPs. Emission rates at operating conditions under which air
injection would be applicable were taken, and the amounts of air needed to
oxidize these emissions were calculated. The pump was first modified with
the intent of mounting it directly to the crankshaft or the camshaft, place-
ment of which would be determined by air flowrates needed and the degree of
obstruction to the rider. After solving some minor problems in shimming and
aligning the modified pump, installation proceeded. As the installation pro-
gressed, it was decided to use the pump in its stock configuration and drive
52
-------
it by use of a small "gearbelt" drive. This drive method (as shown in Figure
38) allowed more flexibility in positioning, cooling, speed selection, and
vibration control of the pump.
FIGURE 38. XL-125 WITH AIR INJECTION
PUMP NO. 0533 DRIVEN AT
1:2 RATIO (PUMP:CRANKSHAFT)
Air was injected by this pump through a 7.8 mm (5/16 in.) diameter
sparger tube during steady-state sequence XLS-2, yielding little (if any)
reaction. The 64 kph (40 mph) steady-state data indicated that some minor
reaction occurred, but the differences noted may have been more the result
of dilution and test-to-test variability rather than any significant reaction.
Overall, it appeared that pump No. 0533 did not supply enough additional air
to start or support exhaust gas reaction. Air delivery of the pump relative
to engine rpm is given in Figure 39.
In order to find the optimum air flow required to sustain exhaust
gas reaction, compressed shop air was regulated through a flowmeter into the
exhaust sparger tube. Using the undiluted emission concentration of CO2 dur-
ing steady-states as an indicator, reaction was noted at 32 kph (20 mph) in
second gear and at 48 kph (30 mph) in fourth gear. Figure 40 shows C02 plotted
53
-------
I
Q_
•s
LU
o:
2
O
o:
2.4
2.2
2.0 -
1.8 -
1.6 -
1.4 -
1.2 -
1.0 -
0.8 -
O PUMP NO, 1033 @ 1.33:2
• PUMP NO, 1033 @ 1:2
O PUMP NO, 0533 @ 1:2
A SUBARU REED VALVE
A CHEVETTE REED VALVE
NOTE: PUMP DRIVE RATIOS
GIVEN AS PUMP:CRANKSHAFT
X
a.
o
in
o_
s:
....
0.4 -
0.2 -
0.0
J
2000 4000 6000
ENGINE SPEED, RPM
i
8000
FIGURE 39. AIR INJECTION FLOWRATE WITH PUMP NO. 0533
AND PUMP NO. 1033 ON THE HONDA XL-125
54
10000
-------
10 q
8 -
6 -
4 -
IDLE, 1800 RPM
16 -
14 -
12 -
10 .
* fi „
< °
cc.
32 KPH (20 MPH),7080 RPM, 2ND GEAR
f
Q
ui
<*>
o
o
14 -
12 -
10 -
8 -\
6J
~ PUMP NO, 0533 @ 1:2
O- PUMP NO, 1033 @ 1:2
D- PUMP NO,1033 @ 1.33:2
48 KPH (30 MPH), 6000 RPM, 4TH GEAR
I I
I I
LU
10-
8-J
64 KPH (40 MPH>,6560 RPM, 5TH GEAR
I I
14 -
12-
10-
80 KPH (50 MPH),8100 RPM, 5TH GEAR
0.0
i
0.5
I I I I
1.0 1.5 2.0 2.5
I
3.0
3.5 4.0 4.5
AIR INJECTION FLOW RATE, M3/H
5.0
FIGURE 40. EMISSION OF CO2 FROM HONDA XL-125 WITH AIR INJECTION VARIATION
55
-------
against air flow injected. Curves which show increases in CC>2 emission re-
flect areas in which the rate of exhaust oxidation reaction increased in re-
lation to total exhaust flow (combustion products + dilution air). It should
be noted that a decreasing trend in raw CO2 does not necessarily indicate
that a reduction in exhaust reaction has occurred, but it does indicate that
the rate of exhaust oxidation has stabilized or is declining in relation to
total exhaust flow. There is also a point at which so much dilution air is
added that exhaust gases are cooled below the temperature necessary for re-
action. Sharp increases in exhaust temperature (measured downstream of the
air injection point) were noted when reaction was sustained. At 48 kph, the
rate of reaction apparently improved as air addition was reduced from higher
values.
In an effort to optimize air injection by pump for the XL-125, a
larger pump (No. 1033) was installed on the motorcycle. The air injection
rates obtained with this pump are plotted in Figure 39 and are indicated in
Figure 40 to show where these flowrates fall compared to the range of com-
pressed air injection. Steady-state sequence XLS-3 was conducted using this
larger pump. Examination of temperature traces and an emission trace com-
parison show that reactions were occurring in the exhaust pipe header section,
which was insulated to retain heat and promote exhaust oxidation. Reactions
were apparent at 32 and 48 kph, as indicated by lower CO and HC and somewhat
higher CC>2. In addition, variations in oxygen concentration indicated reac-
tion at idle, 32 kph, and 48 kph. It was decided to increase the air injection
rate further by changing the pump drive ratio from 1:2 to 1.33:2 (pumpcrank-
shaft) . These projected air pump flowrates are also indicated in Figure 40.
Although it was felt that pump No. 1033 with 1:2 drive ratio did not supply
enough air to maximize the possible reaction, an FTP and FET were performed
in order to see what effect, if any, air addition by pump had thus far.
These test results showed little change from the return baseline run
conducted after the maladjustment program. The results, although numerically
better than the new baseline, are within test variability for this small en-
gine displacement. FET results are difficult to compare for the XL-125 be-
cause the head temperature tended to exceed the 250°C limit. Head temperature
of 260°C were encountered for short periods of time with no apparent engine
damage. This problem required that some of the FET cycle not be run as plot-
ted, in order to reduce the operating temperature to acceptable levels. Al-
though no reaction was apparent from the FTP and FET results, the exhaust
temperature traces showed that reactions were occurring in some sections of
the FTP cycle. These reactions were not strong enough and did not react over
a long enough period of time to be significant.
As already mentioned, a higher-speed drive was used in conjunction
with Cast air pump No. 1033 installed on the XL-125. Results from FTP and
FET tests run with this pump at 1.33:2 drive ratio showed some reduction in
emissions of HC and CO. These and other results are presented in Table 26.
Reduced copies of the computer printout appear in Appendix D preceded by cor-
responding steady-state results. Pump output utilizing this higher speed
drive is plotted in Figure 39. Emission improvement during FTP operation was
largely due to reactions occurring at lower speeds. Steady-state sequence
XLS-4, conducted with the 1.33:2 pump drive, showed that reactions were ob-
tained at 32 and 48 kph. Road evaluations showed no significant degradation
56
-------
of performance although wide open throttle acceleration time (0-80 kph) in-
creased from 10.2 (initial baseline) to 11.8 seconds.
TABLE 26. EMISSION RESULTS FROM FTPs AND FETs PERFORMED ON THE HONDA XL-125
Test
Configuration
Baseline Return
+ Air (Pump 1:2)
+ Air (Pump 1.33:2)
+ Air (Reed)
FTP
Emission Rates, g/km
HC
0.74
0.63
0.55
0.58
0.73
0.77
CO
13.35
12.77
9.17
10.79
13.59
16.34
C02
40.23
36.69
39.96
42.51
35.26
36.56
NOX
0.16
0.14
0.14
0.12
0.12
0.12
Fuel
Econ.
km/5,
37.2
40.2
42.0
38.5
40.1
36.6
FET
Emission Rates, g/km
HC
0.56
0.45
0.37
0.41
0.46
0.53
CO
8.82
11.45
8.68
9.73
9.25
9.84
CX>2
50.33
46.01
47.17
48.95
48.29
47.54
NOX
0.64
0.70
0.75
0.73
0.80
0.75
Fuel
Econ.
km/5,
35.3
35.6
37.6
35.5
36.2
36.0
Having reached the optimum air injection rate by pump, reed valves
were tried to see what effect they had qn the emissions. Results from flow
checks of both the Chevette and the Subaru reed valves are indicated on Fig-
ure 39'. The Chevette reed valve was selected due to its higher flowrates at
lower speeds. Steady-state sequences XLS-5a and XLS-5b were generated by
blocking and unblocking the intake to the reed valve, respectively. Raw emis-
sions were sampled and exhaust temperatures recorded. These data indicated
that exhaust oxidation took place at idle and 32 kph. Two FTPs and two FETs
were conducted with the Chevette reed valve. No improvement over baseline
was realized from the marginal amount of air inducted into the exhaust stream.
These data were also complicated by the fact that the carburetor began to show
signs of degradation such that the engine would falter just as the throttle
was opened from idle. No carburetor maintenance was performed at this time
because it would have made even marginal comparisons impossible.
In preparation for minor carburetor enleanment and addition of GDI,
the carburetor was cleaned and reset (lean) following the tests with air in-
jection by reed valve. The jet needle clip position was moved from the second
position to the first (top) position, and the pilot air system was adjusted
out to one and one eighth turn from bottom seat. A Mototek GDI system was
then installed. Some installation problems were encountered in maintaining
adequate timing control, because the system utilized signals from the stator
winding to trigger firing time. In addition, the unit's "black box" has
an electronic advance mechanism which did not provide as much advance as the
stock system used on the XL-125. Consequently, the timing was advanced at
idle and the lower speeds in order to provide enough advance above 3000 rpm.
This process necessitated trial-and-error positioning of the flywheel in order
to cause adequate high speed timing advance. The final flywheel positioning
or timing was selected to give the best road performance.
57
-------
Steady-state sequence XLS-6 was performed without air addition. Re-
sults showed an increase in HC and a decrease in CO. This change was attri-
buted primarily to the timing, but carburetor adjustments certainly affected
the results. Steady-states were then run with air injection by pump using
the latest setup. Temperature data showed exhaust reaction occurring at most
speeds, with the exhaust temperatures well above any previous test results.
Two FTPs and two FETs were conducted with the XL-125 utilizing air
injection by pump, capacitive-discharge ignition, and carburetor adjusted
lean. The results given in Table 27 indicate decreases in HC and CO as a
result of the aforementioned measures. Thermal reactions within the first
25 cm (10 in.) of exhaust pipe were indicated strongly by very high exhaust
gas temperatures recorded during both FTP and FET testing. Fuel economy re-
sults, along with the steady-state data, indicate that the change in timing
(advanced-low speed, retarded-high speed), carburetor maintenance, and sub-
sequent lean adjustment may have had compensating effects which enabled air
injection to contribute significantly to lower emissions.
TABLE 27. EMISSION RESULTS FROM FTPS AND FETs PERFORMED ON THE HONDA XL-125
Test
Configuration
Air (Pump No. 1033 @
1. 33:2) + GDI +
Lean
Lean + Catalyst +
Air (Pump No. 1533
@ 1.33:2) - CDI
FTP
Emission Rates, g/km
HC
0.54
0.54
0.10
0.09
CO
7.32
6.97
0.68
1.02
C02
50.46
47.91
52.75
61.28
NOX
0.17
0.14
0.18
0.16
Fuel
Econ.
km/£.
37.0
38.9
43.3
37.1
FET
Emission Rates, g/km
HC
0.26
0.22
0.03
0.03
CO
6.62
5.38
1.58
0.90
C02
61.84
56.10
63.87
65.10
NOX
0.62
0.56
0.75
0.86
Fuel
Econ.
km/&
31.9
35.7
35.0
35.0
Following these scheduled emission control measures, an extra step
was. taken to reduce emissions from this 4-stroke machine. A PTX-313 Engel-
hard catalyst, as described in the discussion of the Honda CB-360, was installed
approximately 36 cm (14 in.) downstream of the exhaust port. The ignition
was converted back to the stock system, so the influence of retarded high
speed operation would be eliminated and no air was injected into the exhaust.
Prior to steady-state testing, the vehicle was operated over the first 1371
sec of the FTP for catalyst preparation. It was noted that catalyst light-
off did not occur. Further testing at steady-state conditions showed no cata-
lytic reactions occurred without air addition.
Steady-states with the addition of compressed air were conducted,
and a-Cast No. 1533 air pump (driven at 1.33:2) was selected to provide ap-
proximately 2.9 m3/h (1.7 cfm) of air at 64 kph (40 mph). Emission results
from steady-state sequence XLS-8, along with corresponding air injection rates
and catalyst temperature data, are given in Appendix D. The results of two
FTPs and two FETs conducted in this configuration (shown in Figure 41) are
presented in Table 27. Very good reductions in HC and CO were observed. Road
evaluation performance was "good", although heat from the catalyst was
58
-------
uncomfortable to the driver's leg (no heat shielding used). WOT accelera-
tion from 0-80 kph remained approximately 11.8 seconds.
FIGURE 41. CATALYST INSTALLATION
ON HONDA XL-125
4. Suzuki RE-5
A baseline steady-state sequence (KES-1) was conducted on the Suzuki
RE-5 (rotary engine) in preparation for air injection. Raw emission data
were taken approximately 1 m downstream of the CVS connection to the exhaust
pipes. The relatively low CO2 and the high oxygen were the result of exhaust
dilution by air inducted into the exhaust system. The RE-5 uses an air in-
duction system to provide a cooling air flow between the internal exhaust
pipe and the chrome plated exterior pipe. The air flow protects the rider
from the hot interior exhaust pipes and prevents chrome discoloration. Cooling
air is inducted by a venturi section located within the exhaust pipes about
35 cm upstream of the normal tailpipe exit.
In preparation for exhaust air injection, long sparger tubes 9.4 mm
(3/8 in.) in diameter were installed so that their tips could be repositioned
to optimize exhaust reaction at the greatest distance from the exhaust port.
Distance from the exhaust port was of concern because data from baseline FTPs
and FETs showed relatively high HC and CO emissions along with very high ex-
haust gas temperatures. These pollutants were expected to react vigorously
with injected air, causing a "blow torch" effect in the exhaust pipe which
could cause heat damage to the exhaust port or trochoidal housing if the re-
action occurred near the exhaust port. Figure 42 shows the right air injection
probe in position. Note the outer pipe cutaway and the cooling fins on the
exhaust port casting used to conduct exhaust heat away from the engine.
Compressed shop air was added to the exhaust through the two sparger
tubes, which were positioned so that their tips were even with the exhaust
pipe connectors. Dilute emissions were measured to reduce the "masking" ef-
fect of both inducted tailpipe air and injected air on any exhaust reactions
59
-------
present. A simple schematic of the air injection test configuration used is
shown in Figure 43.
FIGURE 42. RE-5 WITH AIR INJECTION
PROBE AND EXTERIOR PIPE CUTAWAY
EXHAUST PORT
AIR INJECTION AIR INJECTION
FIGURE 43. DIAGRAM OF AIR INJECTION TEST CONFIGURATION
With air injected into the system in increments up to 4.1 m-^/h (2.4
cfm), no significant reaction was noted at any speed. Exhaust gas tempera-
ture declined as air was added during idle, 32 kph and 48 kph. At 64 kph,
some reaction was indicated by a slight increase in exhaust gas temperatures;
but the changes in dilute emissions were questionable due to engine misfire.
60
-------
Misfiring was most prevalent at 64 kph (40 mph), decreasing at the higher
speeds (80 and 97 kph). As the rate of air injection was increased (at 64
kph), misfiring also increased.
At 80 and 97 kph, exhaust gas temperature at station T2 was greater
than or equal to that of station TI without air addition. When air was in-
jected at these speeds, the temperature at station T2 fell below that at sta-
tion TS even though the temperature at station Tj_ remained stable. No increases
in temperature were noted downstream of station T^ with air injected.
Both injection probes were advanced 2.5 cm upstream, and the previous
air injection rates were repeated with no significant reaction apparent from
exhaust temperature or undiluted emission data. Greater amounts of air were
injected in an effort to see if there was a threshold requirement before re-
action could start. The probes were moved to their original position and air
injection rates were varied up to approximately 19 m3/h (11 cfm). Again, no
significant reaction was noted at most speeds, although minor reaction was
indicated at 64 kph with air injection rates between 1.7 and 3.4 m3/h (1 to 2
cfm). As before, misfiring increased at 64 kph as air injection was increased.
The spaces between the double-wall exhaust pipes, where air was allowed to
enter, were blocked off. Air injection was repeated with essentially the
same (negligible reaction) results as before.
The misfiring noted during the 64 kph (40 mph) steady-states may
have been a result of carburetor circuit transition from primary intake ports
to the secondary intake port. No significant misfire occurred during transient
operation; but it was noted that after the 64 kph steady-state was held for
approximately 20 sec, misfire would occur. The rate of misfire seemed pro-
portional to the amount of disturbance to backpressure caused by air injection.
A new spark plug was installed, but the misfiring was still apparent at 64 kph.
Further testing of air injection for the first step control measure
was limited to experiments with the Subaru reed valve. Inducting air with
reed valves was expected to work quite well on the rotary engine due to the
sharp exhaust pulses generated. It was hoped that the small charges of air
supplied by the reed valve induction method might "fit" between stratified
exhaust charges of overscavenged gases creating flame fronts to light-off af-
ter reactions. With the Subaru reed valve attached to both air injection
probes, the probe tips were positioned as close to the exhaust port as pos-
sible, yielding the highest reed valve inlet vacuum. Figure 44 shows the re-
sults of air flow measurements taken during steady-state operation. No ex-
haust reactions were observed during steady-states using reed valve air
induction.
FTPs and FETs were not conducted with air injection by reed valve
due to the relatively small quantities of air inducted compared to compressed
air injection (which itself showed insignificant results). Emission control
by air addition alone was, therefore, abandoned; and preparations for the in-
stallation of catalysts were initiated.
Two Engelhard PTX-313 catalysts were welded into the two pipe exhaust
system of the RE-5 approximately 45 cm (18 in.) downstream of the exhaust port
as shown by Figure 45. Each catalyst had a loading of 1.77 kg/m3 (50 g/ft3)
61
-------
1.0 -
I
•x.
s:
0.8 .
^
LLJ
H
<
Q£
-5. 0.6 -
o
u_
E °-4-
• — i
o
LLJ
i 0-2-
*~<
LU
_l
Q
l~t
I
i
0
0
0.0
20
40
T
60
80
"I"
100
SPEED, KPH
PEGURE 44. AIR INJECTION FLOWRATE INTO RE-5 EXHAUST VIA
SUBARU REED VALVE (PROBES FULL IN, BOTH REEDS ACTIVE)
FIGURE 45. CATALYSTS AND AIR IN-
JECTION ON THE SUZUKI RE-5
62
-------
platinum-palladium mixture (ratio unknown), deposited on NGK substrate with
41 hexagonal cells/cm2 (265 cell/in.2). Active volume of each catalyst was
216 cm3 (13.2 in.3). Steady-state sequence RES-2 and a corresponding FTP
and FET were conducted without air addition. Results showed significant re-
ductions in HC with very little change in CO. A decrease in NOX was caused
by the reducing-atmosphere created by the operation of the catalyst with
minimal oxygen present. The relatively high oxygen concentrations apparent
during RES-2 are a result of dilution air entering the exhaust "cooling" sys-
tem. Results recorded for RES-3 are also without air injection. The differ-
ence between the results of RES-2 and RES-3 is due to blocking of the tail-
pipe cooling air during the latter resulting in lower 0% concentrations. All
FTPs and FETs were conducted with the exhaust cooling air induction system
operational.
Based on compressed air injection ahead of the catalyst, pump No.
0440 driven at 1:2 (pump:crankshaft) was selected to provide optimum catalyst
reaction. Sequence RES-4 was conducted with injection air supplied by pump,
while the tailpipe air induction system was inactive. Considerable reductions
in CO and HC emissions were observed. Air injection rates used at the various
steady-state speeds were also recorded and are given with the RES-4 data. Two
FTPs and two FETs were conducted, and the results of these tests are presented
below in Table 28. Both FTP and FET results showed dramatic reductions in HC
and CO as a result of catalyst and air injection. Backpressure increase and
air pump power requirements caused a slight increase in WOT acceleration time,
from 6.8 to 7.1 sec. No significant degradation in performance was noticed
during'road evaluations. These tests concluded control measures to be applied
to the RE-5.
TABLE 28. EMISSION RESULTS FROM FTPs AND FETs PERFORMED ON THE KAWASAKI KZ-900
Test
Configuration
Baseline Avg.
+ Catalyst Only
Catalyst + Air
(Pump 0440 Q 1:2)
FTP
Emission Rates, g/km
HC
6.34
3.28
0.65
0.51
CO
22.72
21.23
4.78
4.01
C02
138.29
159.45
177.97
168.31
NUX
0.21
0.08
0.19
0.18
Fuel
Econ.
km/£
12.2
11.6
12.5
13.3
FET
Emission Rates, g/km
HC
2.06
0.81
0.35
0.30
CO
6.88
5.99
1.02
0.86
CO 2
105.49
125.83
130.63
119.72
NOX
0.37
0.17
0.44
0.42
Fuel
Econ.
km/A
19.0
16.9
17.5
19.1
5. Honda GL-1000
The first step control measure for the GL-1000 was to inject air in
an effort to reduce emission of HC and CO. Sparger tubes of 7.8 mm (5/16 in.)
diameter were installed in each cylinder's exhaust pipe so that the probe tips
were approximately 2.5 cm downstream of the exhaust port. Compressed air was
fed into these tubes by a common manifold. Dilute emissions and exhaust tem-
peratures were monitored. With air being forced into the exhaust stream,
reaction was noted during idle operation about the point where the two right
side exhaust pipes join (noted by temperature data). This reaction at idle
63
-------
began with approximately 0.7 m3/h (0.4 cfm) added air, increasing gradually
as more air was injected. The maximum temperature change observed with 1.4
mVh (0-8 cfm) air added to each pipe was only 40°C, which implied that the
rate of reaction was relatively small. Negligible reaction occurred at 32 kph
(20 mph) and no reaction was noted from 48 to 97 kph (30 to 60 mph) inclusive.
Air was then fed to only the two right exhaust pipes, as shown in Figure 46,
in an effort to increase the per cylinder injection rate and determine reaction
by temperature increases. Once again, reaction was noted at idle, beginning
this time with air flowrates of 0.5 m3/h (0.3 cfm) per cylinder and increasing
to 1.2 m3/h (0.7 cfm) per cylinder. Thereafter, additional air did not in-
crease the reaction rate. Minor reaction was noted at 32 kph with 1.2 m-Vh
(0.7 cfm) but did not increase with additional air. For speeds of 48 to 97 kph
inclusive, cooling occurred rather than reaction. Maximum temperature rise at
32 kph was approximately 20°C.
FIGURE 46. COMPRESSED AIR
INJECTION INTO GL-1000
From these modest results, it was concluded that the addition of an
air pump would be superfluous. This decision took into account that the GL-
1000 's CO and HC emissions were relatively low in baseline condition.
The Chevette reed valves were installed so that one valve was used
per air injection probe (or per cylinder). Flowrates for two cylinders were
checked in order to help quantify the amount of air being injected by the
total system. The two left side valves, with air flow measurement adapters
attached, are shown in Figure 47. Air flowrates obtained from these two reed
valves are graphically shown in Figure 48. It may be noted that although the
reed valves are supposedly identical, minor differences in acoustics between
64
-------
cylinders, sparger tubes, and production reed valve tolerances led to differ-
ent air induction rates. In addition, reed valves induct more air during de-
celerations than is represented by the steady-state data.
FIGURE 47. CHEVETTE REED VALVES
INSTALLED ON GL-1000
An FTP and an FET were conducted with these reed valves installed
and with the pipes insulated. As shown in Table 29, both the FTP and the FET
indicated that some reaction took place; since HC and/or CO declined slightly
while C02 increased. These small emission changes may be the result of test-
to-test variability since only one test was run. Steady-state sequence GLS-2
showed lower concentrations of pollutants, but these decreases appeared at
each test point and were probably attributable mostly to dilution. The pos-
sible exception to this generalization may be at idle and 32 kph, where both
CO and HC decreased more sharply than could be accounted for by dilution alone.
TABLE 29. EMISSION RESULTS FROM FTPs AND FETs PERFORMED ON THE HONDA GL-1000
Test
Configuration
Baseline Avg.
Air (Chevette Reed
Valves)
FTP
Emission Rates, g/km
HC
2.79
2.44
CO
11.23
9.04
C02
113.42
125.37
NOX
0.38
0.43
Fuel
Econ.
km/£
16.9
15.9
FET
Emission Rates, g/km
HC
0.64
0.55
CO
4.21
4.34
C02
87.41
93.89
NOX
0.55
0.62
Fuel
Econ.
km/a
24.2
22.7
65
-------
LU
<
3
LJL
O
I—1
h-
O
1.6 -
1.4 -
1.2
1.0 .
0.8
0.6 1
a:
0.4 -J
0.2 -
0.0
O
D
LEFT FRONT, CYLINDER # 2
LEFT REAR, CYLINDER # 4
CL
ce
(N
T.
a.
a.
o:
o
o
o
•\
x
Q.
o
o
X
a.
s:
o
tn
Q_
CtL
O
O
00
fO
I
20
40
60
80
100
SPEED, KPH
FIGURE 48. AIR INJECTION FLOWRATES OF TWO OF FOUR
CHEVETTE REED VALVES MOUNTED ON THE HONDA GL-1000
66
-------
More testing could have been done with air injection on the GL-1000,
but the initial results implied that the improvements would be relatively mi-
nor. No further testing of air injection alone was conducted.
Two Engelhard PTX-413 catalysts were installed between the muffler
and header pipes of the GL-1000, as shown in Figure 49 (catalysts described
in KZ-900 discussion). These converters were secured with quick-connect clamps
so that other catalyst cores could be substituted easily if needed. Thermo-
couples were positioned so that the exposed tips were within 2.5 cm of the
catalyst core entrance and exit (this was the typical placement of thermo-
couples whenever Engelhard catalysts were used). Steady-state sequence GLS-3
was conducted with these catalysts. No air was added to the exhaust during
this sequence. An FTP and an FET were conducted with the motorcycle in this
configuration, and these results are given in Table 30. Major reductions in
CO and HC were attained during FTP operation, but results of FET operation
were less substantial. Data from GLS-3 indicated a lack of oxygen at the
higher speeds. The addition of air was thus expected to improve both tran-
sient test results. No increase in WOT (0-100 kph) acceleration time was
noted with catalysts in place.
FIGURE 49. CATALYST INSTAL-
LATION ON GL-1000
TABLE 30. EMISSION RESULTS FROM FTPS AND FETs PERFORMED ON THE HONDA GL-1000
Test
Configuration
Baseline Avg.
Catalysts Only
Catalysts + Air
(Pump 1033 @ 1:1)
FTP
Emission Rates, g/km
HC
2.79
0.50
0.29
0.36
CO
11.23
3.90
2.07
2.15
CO2
113.42
143.16
139.86
143.68
NOX
0.38
0.20
0.25
0.26
Fuel
Econ.
km/£
16.9
15.6
16.3
15.8
FET
Emission Rates, g/km
HC
0.64
0.24
0.14
0.11
CO
4.21
3.23
0.96
1.15
CO2
87.41
97.42
96.65
97.49
NOX
0.55
0.19
0.37
0.33
Fuel
Econ.
km/a
24.2
22.6
23.6
23.4
67
-------
Compressed air was injected into the exhaust system, ahead of the
catalysts, during steady-state operation in order to size the air pump re-
quired for most effective control. Relatively small amounts of air were needed
to oxidize the remaining CO and to achieve some further control of HC. A
Chevette reed valve was attached to each exhaust port via a tube in an effort
to provide air. Results from air flow measurements showed an average total
induction rate of 1.1 m3/h (0.65 cfm) at each speed. Steady-state sequence
GLS-4 was conducted with the reed valves. The catalyst and reed valve combi-
nation appeared to be quite effective, although previous tests indicated that
more air was needed for optimum catalyst performance.
As shown in Figure 50, a Cast No. 1033 pump was selected and installed
with a 1:1 drive ratio (pump:crankshaft) driven from the left side overhead
cam drive of the GL-1000. Results from steady-state operation are given in
Appendix D as sequence GLS-5. Air flows corresponding to the various speeds
are also given on this data sheet. Road evaluations presented in Appendix B
show little change in performance, although some uncomfortable heat was noted
from the catalysts. WOT acceleration performance changed only slightly. The
results of FTPs and FETs conducted with the motorcycle in this configuration
are given in Table 30. These data indicate that catalysts and air (combined)
produced even further reductions in CO and HC as compared to catalysts alone.
These tests concluded emission control measures to be applied to the GJL-1000.
FIGURE 50. AIR INJECTION AND
CATALYST INSTALLATION ON GL-1000
6. Yamaha RD-400
The first control measure applied to the Yamaha RD-400 was the addi-
tion of catalysts with air. Two types of catalysts were supplied by Matsu-
shita Electric Industrial Company, Ltd. (through EPA) for test with the RD-400.
Two pairs of RD-400 exhaust systems were received with "cloth catalyst" seg-
ments welded into the muffler sections approximately 38 cm (15 in.) upstream
of the exit end of the muffler. Catalyst-muffler weldments, shown in Figure
51, were designated as set No. 3001 and set No. 3002. Each of set No. 3001
68
-------
were described as "type MCC" formed of "silica-cloth" substrate with a cata-
lyst "volume" of 0.3 m2 (3.2 ft2) utilizing a platinum (and proprietary sub-
stance) loading of 3 g/m2 (0.28 g/ft2). Each of set No. 3002 were described
as "type PTC" formed of "silica-cloth" substrate with a catalyst "volume" of
0.7 m2 (7.5 ft2) utilizing a platinum (and proprietary substance) loading of
3 g/m2 (0.28 g/ft2). Catalyst "volume" and loading were not given in cm3 and
g/cm3 respectively, because the catalysts are formed from "flexible and soft
cloth" materials. Thermocouples were installed in the Matsushita units in
the same positions as the original pipes, with the exception that thermocouples
were placed 7.6 cm (3 in.) either side of the catalysts.
FIGURE 51. CATALYST SET FOR
THE YAMAHA RD-400
SET NO. 3001 (TOP)
SET NO. 3002 (BOTTOM)
Steady-states conducted on the RD-400 using both catalysts supplied
by Matsushita are presented in Appendix D as RDS-2 and RDS-3. Raw emission
data were taken after the catalysts were "prepped" by operation over the first
1371 sec of the FTP. Sequence RDS-2 was conducted with set No. 3001, while
sequence RDS-3 was run with set No. 3002 catalysts. Both types of catalysts
proved very effective in the oxidation of CO and HC with no addition of air.
Catalyst set No. 3002 was selected for use with air injection on the basis of
their greater effectiveness in oxidizing HC, although its CO oxidation per-
formance appeared less efficient without air addition than catalyst set No.
3001. Levels of oxygen emitted were also much lower for catalyst set No. 3002,
implying that more reaction would occur if the oxygen were available.
Original header pipes were modified by adding sparger tubes 9.5 mm
(3/8 in.) in diameter which extended about 1.3 cm (0.5 in.) beyond the ex-
haust header into the exhaust port head cavity. Air flow measurements were
made on all three types of reed valves, with the stock mufflers and sparger
tubes. Results for one active reed are given in Figure 52. The Subaru reed
valve was selected for air injection because it provided more air flow for
the higher engine speeds at which sequence RDS-3 indicated oxygen deficiency.
69
-------
•\
LU
o
u_
1.6-
1.4.
1.2-
1.0-
* 0.8-
0.6-
h-
ul 0.4.
~ 0.2-i
0.0.
O YAMAHA REED VALVE, ONE REED
D SUBARU REED VALVE, ONE REED
A CHEVETTE REED VALVE, ONE REED
20
40
60
80
100
SPEED, KPH
FIGURE 52. AIR INJECTION FLOWRATES INTO ONE PIPE OF
YAMAHA RD-400, WITH STOCK MUFFLER, 9.5 MM SPARGER TUBE
70
-------
Figure 53 shows the Subaru reed valve connected to the motorcycle's sparger
tubes via 9.5 mm diameter stainless tubing. The valve was mounted between
the two motorcycle exhaust pipes so that each side of the reed valve assembly
fed one cylinder's exhaust. About 50 cm (20 in.) of tubing was curved around
the pipe to complete the connection from each side of the reed valve to the
corresponding sparger tube. Air flowrates taken during subsequent steady-
state operation showed that the Subaru reed valve admitted more air than the
previous data had indicated.
FIGURE 53. AIR INDUCTION SETUP ON
RD-400 USING THE SUBARU REED VALVE
The Matsushita catalyst set No. 3002 and Subaru reed valve were
mounted on the RD-400. Steady-state sequence RDS-4 was performed with the
motorcycle in this configuration. The results indicated that very good oxi-
dation occurred within the catalyst, reducing the CO and HC drastically from
the uncontrolled state. After accidentally operating the motorcycle through
a cold start 505 second (portion of the FTP) with the choke on, the catalyst
segments became red hot before the engine was shut down. Steady-state sequence
RDS-5 was conducted to establish whether or not any catalyst damage occurred.
The catalyst operation appeared to have improved. More catalytic sites may
have been opened by the high temperatures reached.
FTPs and FETs were then conducted with catalyst set No. 3002 and the
Subaru reed valve, and the results appear in Table 31. Both FTPs and FETs
showed dramatic reductions in HC and CO. WOT acceleration testing and road
evaluations showed little change in performance.
71
-------
TABLE 31. EMISSION RESULTS FROM FTPS AND FETs PERFORMED ON THE YAMAHA RD-400
Test
Conf igurat ion
Baseline Avg.
Catalyst Set No.
3002 + Subaru
Reed Value
FTP
Emission Rates, g/km
HC
10.32
1.21
1.07
CO
12.62
3.25
2.44
co2
58.23
94.82
92.14
NOX
0.03
0.01
0.02
Fuel
Econ.
km/5,
21.3
22.6
23.6
FET
Emission Rates, g/km
HC
4.79
0.43
0.48
CO
10.72
4.74
5.03
C02
54.64
77.94
80.43
NOX
0.04
0.02
0.02
Fuel
Econ.
km/£
26.9
26.8
25.9
Following FTP and FET tests, the reed valve was replaced with regu-
lated compressed air so that the effect of interaction between air injection
and catalyst could be determined. Dilute emissions were sampled while the
rate of air injection was varied. The results from these tests are best re-
presented by plots of the change in He as more air was provided. These plots
are given as Figure 54. The temperatures indicated with each plot are the
maximum exhaust gas temperatures as measured before and after the catalyst
weldments. Air flow obtained with the Subaru reed valve and the air that
could be injected by a Cast No. 1033 pump driven at crankshaft speed have
been superimposed on the HC plots.
The reed valve surpassed the capability of the air pump at idle but
falls short of the pump at the other speeds. This shortcoming is not pro-
nounced within the operating speed range of the FTP and FET. In addition,
the reed valve operation is within the most efficient oxidizing range of the
catalyst at the lower speeds. Based on these results, no further tests of
catalyst with air addition were conducted; however, additional air would have
reduced HC and CO emission further.
After studying temperature data obtained from various tests with the
RD-400, it was decided that the most advantageous approach to thermal reactors
would be to localize the reaction within the first 25 cm (10 in.) of the ex-
haust pipe. Low exhaust gas temperature was the main obstacle in initiating
or sustaining thermal oxidation of the exhaust gases in this case. First con-
siderations involved the use of canisters similar to those initially used on
the Honda CB-360, but they had the drawback of modifying the acoustic proper-
ties of the exhaust system. The decision was made to heavily insulate the
first 38 cm (15 in.) of each exhaust pipe as shown in Figure 55. Asbestos
gaskets were also used to replace the standard copper crush gasket used be-
tween the head and exhaust pipe. The outer (insulated surface was only hot
72
-------
400 -
200 -
0 -
<3J
LU
Q.
O.
u_
o
to
CO
400 -
200 -
0 -J
600
400 -
200 -
0 -
£ 1200 -
1000 -
800 -
600 -
400 -
200 -
0 -
PUMP
IDLE, 1000 RPM
REED
CATALYST EXHAUST
GAS TEMPERATURE
MAX, EXIT 230°C
ENTER 145°C
I
32 KPH (20 MPH) 3350 RPM
X
•^s
ro
O
200 -
0 -
400 -
200 -
0 -
600 -
REED PUMP
i II i
0^^^ 48 KPH (30
^^0^ REED
^ — H 1,
1 1 1 1
•^
l 1 I
MPH) 3750 RPM
PUMP
D.
1 1 1
\
MAX, EXIT 475°C
ENTER 180°C
I i 1
MAX, EXIT 410°C
ENTER 190°C
1 1 1
64 KPH (40 MPH) 4050' RPM
PUMP
REED
MAX, EXIT 440»C
ENTER 2108C
80 KPH (50 MPH) 4500 RPM
PUMP
MAX, EXIT 440°C
ENTER 275°C
97 KPH (60 MPH) 5000 RPM
REED
A CO EMISSIONS * 0
0 NO EMISSION INCREASES
PUMP
MAX, EXIT 5608C
ENTER 360°C
0.0
0.5 1.0 1.5 2.0 2.5 3.0 3.5
AIR INJECTION FLOW RATE, M3/H
4.'0
FIGURE 54. OXIDATION OF HC USING AIR INJECTION VARIATION
WITH CATALYST NO. 3002 ON THE YAMAHA RD-400
73
-------
to the touch at 97 kph with the cooling fan operating. Subsequent steady-
state testing with air injection varying from zero to 4.1 m3/h (2.4 cfm) showed
that no reactions occurred. Timing was then retarded 10° to effect higher ex-
haust temperatures. Steady-state testing of this configuration showed no im-
provement .
The thermal reactors used last on the Honda CB-360 (second design)
were incorporated into the exhaust system of the Yamaha RD-400. After heavy
insulation was applied to the exhaust header section and the thermal reactor
bodies as shown in Figure 56, steady-state sequence RDS-6 was conducted. Re-
sults from RDS-6 showed slight shifts in HC and CO concentrations, but these
shifts were attributed to backpressure influences. Other steady-states with
compressed air injected into the exhaust system were run and recorded on strip
chart. Analysis of the temperature and raw emission data showed that no ex-
haust reactions occurred with these thermal reactors in the system. A brief
road performance check revealed that overall performance and particularly ac-
celeration ability had deteriorated significantly. No further testing of ex-
haust after-treatment was performed on this 2-stroke motorcycle.
FIGURE 55. EXHAUST HEADER INSULATED
TO SERVE AS A THERMAL REACTOR
FIGURE 56. HEAVILY INSULATED THER-
MAL REACTORS INSTALLED ON RD-400
7. Kawasaki KH-500
After baseline steady-state sequence KHS-1 was completed, application
of port liners and catalysts to the KH-500 was begun according to the plan of
control measures. The heads and cylinders were removed to facilitate the fit-
ting of port liners into the small exhaust ports. The exhaust ports were rel-
atively short and had an oval shape next to the piston, with transition to a
round shape to accept the exhaust pipe. First considerations were to extend
the port liner into the triple-walled exhaust pipe, but the physical fit prob-
lem made it impractical. Thin stainless steel tubing was formed to fit the
port as close to the walls as possible. The leading edges were tapered and
bent into shape as shown in Figures 57 and 58. The final reduction of ex-
haust port area was estimated at about 12 percent.
74
-------
FIGURE 57. FINISHED PORT
LINER FOR KH-500
FIGURE 58. EXHAUST PORT LINER
INSTALLED IN KH-500
After reassembly, the motorcycle was operated for 120 km (75 mi.)
over a distance accumulation course in order to reseat the piston rings.
Care had been taken not to rotate the rings when the cylinders were removed.
After break-in, brief steady-states were conducted in this configuration with
only temperatures being monitored. Exhaust gas temperatures from the exhaust
ports were raised by approximately 10°C at idle to approximately 50°C at higher
speeds.
Figure 59 shows the location of the catalyst segments, mounted ap-
proximately 45 cm (18 in.) downstream of the exhaust ports. The three exhaust
pipes were dropped vertically about 7.6 cm (3 in.) by the addition of tubing
to allow placement of the catalysts and an accompanying heat shield to divert
heat generated by the catalysts from the crankcase. These Engelhard PTX 314
catalyst assemblies contained 2.5 cm (1 in.) of "Torvex" followed by 7.6 cm
(3 in.) of Corning substrate (46.5 square cells/cm2) packaged in a 7.6 cm (3 in.
diameter by 12.7 cm (5 in.) long cylinder. The active volume was 290 cm3 (17.7
in.3) with a loading of 1.77 kg/m3 (50 g/ft3) of platinum and palladium (ratio
unknown). Figure 60 shows the "Torvex" end of the catalyst assembly.
/
Steady-state sequence KHS-3 was conducted after a prep run of the
first 1371 sec of the FTP. These data showed a sharp decrease in the emis-
sion of HC, but this reduction was accompanied by a slight increase in CO.
No air addition was used during this first step control measure. Temperature
data from the steady-state sequence and subsequent catalyst operation showed
that the three cylinders were not at the same air-fuel ratio (all carburetor
settings were as-received).
FTP results showed a major reduction in HC, but as with steady-state
data, this reduction was accompanied by a slight increase in CO. Fuel economy
was approximately the same as for the uncontrolled motorcycle. Results from
the FETs showed smaller decreases in HC and minor changes in CO. Fuel econ-
omy during the FETs was slightly lower than baseline, probably the result of
increased backpressure caused by the catalyst and port liners. The extent to
75
-------
which the port liners contributed to emission control was probably minimal,
because they increased exhaust temperature only slightly. WOT (0-100 kph)
acceleration performance deteriorated from 6.7 to 9.3 sec. Road performance
was also observed to deteriorate somewhat. Results of these emission tests
are given in Table 32.
FIGURE 59. CATALYSTS AND HEAT SHIELD
INSTALLED ON KH-500 (AIR INJECTION
APPLIED AFTER FIRST STEP CONTROL)
FIGURE 60. CYLINDRICAL CATALYST AS-
SEMBLY WITH "TORVEX" FORESECTION
USED FOR 2-STROKE APPLICATION
TABLE 32. EMISSION RESULTS FROM FTPS AND FETS PERFORMED ON THE KAWASAKI KH-500
Test
Configuration
Baseline Ave.
Catalysts + Port
Liners
Catalysts + P.L. +
Lean Carb.s
FTP
Emission Rates, c
HC
19.26
3.81
4.27
2.37
2.60
CO
26.25
28.94
28.24
7.28
7.27
C02
55.89
99.45
98.17
106.75
103.35
/km
NOX
0.02
0.01
0.01
0.05
0.05
Fuel
Econ.
km/£
14.9
15.0
15.1
18.7
19.1
FET
Emission Rates, q/km
HC
L0.41
2.82
2.94
0.62
0.47
CO
26.35
26.62
26.07
1.18
0.99
CO.,
50.16
81.50
81.68
90.64
89.89
NOX
0.02
0.01
0.01
0.16
0.15
Fuel
Econ.
km/£
18.7
17.6
17.6
24.6
25.1
The second step control measure for the KH-500 was minor carburetor
enleanment. In addition to the catalyst and the port liners already installed
on this motorcycle, the three carburetors were leaned substantially. Based
on road tests, the jet needle clip position was changed from the fourth to
the first clip position (top), and the pilot air screws were turned out an ad-
ditional one turn from the one and one half turn position. Vacuum alignment
was set by the local dealer. These adjustments approached the "borderline
lean limit" for performance.
76
-------
Steady-state sequence KHS-4 showed reductions in CO and HC through-
out, and larger reductions occurred with increasing engine speed. Significant
reductions in HC and CO were also observed for transient tests. As with the
steady-state results, the higher-average-speed FET yielded greater reductions
than the lower-average-speed FTP. In addition, fuel economy showed a sharp
increase. WOT (0-100 kph) acceleration time increased only slightly from 9.3
sec, with catalyst and port liners, to 10.3 sec with the addition of lean car-
buretion. Results from FTPs and FETs conducted in this configuration are pre-
sented in Table 32 along with some previous data for comparison.
Preparations for air injection through 7.9 mm (5/16 in.) diameter
sparger tubes as the third step control measure were implemented. Figure 59
shows some of the air injection hardware in position. Steady-states were con-
ducted with air rates from 0 to 4.1 m3/h (2.4 cfm). During the 97 kph (60 mph)
steady-state run (with air injection variations almost completed) the motor-
cycle engine siezed, locking the rear wheel. Engine teardown revealed that
only the center piston had siezed as evidenced by the severe scuffing shown
in Figures 61 and 62. The outer cylinders and pistons were determined to be
undamaged. The center cylinder was inspected by the local dealer, and rework
of that part was authorized. A new piston, wrist pin, and rings were used to
complete repairs.
FIGURE 61. CENTER PISTON AFTER
SEIZURE OF KH-500
FIGURE 62. CENTER CYLINDER AFTER
SEIZURE OF KH-500
Scuffing of the piston was evident around the entire circumference,
and the wrist pin showed some "bluing" from the high temperatures reached.
The failure was probably due to the relatively lean combustion mixture, but
the amount of piston scuffing indicated that a lack of lubrication (in com-
bination with injected air leaning the mixture further) may have contributed
to pushing the parts over the temperature limit.
Head temperature data (taken by a thermocouple just under the spark
plug) indicated that the temperature increased from 160°C to 225°C during
the 97 kph (60 mph) steady-state, leveling off slightly when air injection
77
-------
reached approximately 2.2 m3/h (1.3 cfm). Increased air injection above 2.2
m3/h had increased head temperatures to 245°C when seizure took place.
After engine repairs were completed, the carburetors were set to the
(richer) stock settings and a 480 km (300 mi) distance accumulation procedure
for break-in was started. After approximately 240 km (150 mi), the motorcycle
ran out of fuel and the operator tried to push-start the motorcycle before
checking the fuel level. The KH-500 was refueled, and no driveability prob-
lems were apparent for the next 160 km (100 mi) of road work. A loss of
power was then noted, and oil-carbon mix began to appear at the exhaust flange
of the right cylinder's pipe. It was evident that the backpressure had in-
creased, since engine performance had deteriorated rapidly with 440 km (275 mi)
of total break-in accumulated.
Subsequent inspection of the right catalyst assembly (No. 1) showed
that the "Torvex" was almost completely gone, as shown in Figure 63. Inspec-
tion of the other two catalysts showed similar signs of "burn-out". Substrates
appeared to be intact although they were effectively plugged, as shown in Fig-
ure 64. All three catalysts were sent to Engelhard for detailed examination.
Examination of the catalyst returned to Engelhard showed that the "Torvex"
foresection failed as a result of thermal shock, resulting in disintegration
which subsequently caused plugging of the aftsection catalyst substrate. Lit-
tle catalyst damage or loss of activity was found, and no poisons were present.
The analysis report from Engelhard is given in Appendix F.
FIGURE 63. CATALYST FORESECTION
BREAK-UP, "TORVEX"
FIGURE 64. PLUGGING OF CATALYST
AFTSECTION, CORNING SUBSTRATE
Three new catalysts (PTX 314 with "Torvex" and NGK substrate) were
welded into the exhaust system. Steady-state sequence KHS-5 was conducted
after approximately 40 km (25 mi) of road operation completed the engine break-
in procedure. Comparing results of KHS-5 to KHS-3, run before seizure with
PTX 314 (Corning substrate), KHS-5 showed similar CO but higher HC. Results
from two FTPs and FETs conducted with these new catalysts and stock carbure-
tion showed approximately the same emission rates as obtained with the previous
78
-------
(before seizure) catalyst material. Slightly better fuel economy was observed
in the most recent test, probably as a result of a minor backpressure differ-
ence caused by different catalyst substrates. NGK substrate consisted of 41
hexagonal cells/cm2 (265 cells/in.2).
Following these tests, the carburetors were leaned. The outer two
were set as before, but the inside carburetor's jet needle clip was moved
from No. 4 to No. 2 position; and the pilot air screw was adjusted out two
turns from bottom. Steady-state sequence KHS-6 was conducted after carburetor
alignment. Emission rates of HC and CO were higher for this sequence than for
sequence KHS-4 (before seizure), reflecting the richer carburetor setting of
the middle cylinder and the different catalyst substrate. Results from tran-
sient test are given in Table 33. Although the previous levels of emission
control were not reached, significant reductions in HC and CO were observed
in the results of FTP and FET tests. Information obtained from the steady-
states (before seizure) with various air injection rates indicated that air
flows from 1.7 to 2.7 m^/h should optimize catalyst performance from idle to
97 kph, respectively.
TABLE 33. EMISSION RESULTS FROM FTPs AND FETs PERFORMED ON THE KAWASAKI KH-500
Test
Configuration
Baseline Avg.
1st Catalyst + Port
Liners
1st Catalysts + P.L.
+ Lean Carb.s
FTP
Emission Rates, c
HC
19.26
3.81
4.27
2.37
2.60
CO
26.25
28.94
28.24
7.28
7.27
CO2
55.89
99.45
98.17
106.75
103.35
j/km
NOX
0.02
0.01
0.01
0.05
0.05
km/£
14.9
15.0
15.1
18.7
19.1
FET
Emission Rates, g/km
HC
L0.41
2.82
2.94
0.62
0.47
CO
26.35
26.62
26.07
1.18
0.99
C02
50.16
81.50
81.68
90.64
89.89
NOV
J\
0.02
0.01
0.01
0.16
0.15
Fuel
Econ.
km/£
18.7
17.6
17.6
24.6
25.1
After Seizure
2nd Catalyst +
Port Liners
2nd Catalysts + P.L.
+ Lean Carb.s
2nd Catalysts + P.L.
+ Lean + Air
4.06
3.81
2.23
2.42
1.07
1.24
24.80
22.81
9.60
9.77
1.35
1.62
89.70
85.90
96.81
108.25
120.38
116.41
0.01
0.01
0.01
0.03
0.05
0.05
16.7
17.6
19.8
17.9
18.6
19.1
3.14
2.64
0.77
0.70
0.27
0.26
28.33
24.21
2.80
2.65
0.26
0.19
74.42
61.17
83.63
86.58
91.71
90.85
0.01
0.01
0.03
0.05
0.10
0.09
17.9
21.6
25.7
25.0
25.0
25.3
Air pump No. 1533 with a 1:1 drive ratio (pump:crankshaft) was se-
lected for air injection. Steady-state sequence KHS-7 was run with the air
pump installed and showed major reductions in both HC and CO emissions. Air
was injected into the exhaust pipe approximately 15 cm (6 in.) downstream of
the port, which was approximately 30 cm (12 in.) upstream of the catalyst.
Sparger tubes were not used because it was felt that air addition in the ex-
haust port area would lean out the combustion mixture. As with steady-state
79
-------
results obtained in KHS-7, the FTP and FET results (given in Table 33) show
large reductions in CO and HC. These tests concluded emission control meas-
ures to be applied to the KH-500.
8. Kawasaki KE-175
Baseline steady-state sequence KES-1 was conducted on the Kawasaki
KE-175 in the stock configuration, with carburetor settings as-received.
This sequence was performed with too high an idle speed, so sequence KES-2
was run with a more suitable idle setting. Following these steady-state docu-
mentation runs, the rotary intake valve shown in the right portion of Figure
65 was removed for inspection.
FIGURE 65. ROTARY VALVE IN POSITION
ON CRANKSHAFT ON KE-175
From the limited information available to us regarding rotary valve
effects on delivery ratios, it was decided that first attempts should be lim-
ited to shifting the cut angle of the valve around the crankshaft.d3) Cut
angle is the included angle of the disc cutout. Production rotary valve tim-
ing is presented in Figure 66. This type of change was expected to shift the
maximum delivery ratio up or down the speed range, depending on the direction
of shift, thereby possibly changing emissions. The increment of shift most
readily available was that of approximately 26°. This being such a coarse
change, the effects on emissions were expected to be significant. Sequence
KES-3 was conducted after the rotary valve was advanced 26°. This resulted
in somewhat lower HC and CO emission rates with slightly more O2, particularly
at idle. Idle quality did not degrade, but WOT (0-100 kph) acceleration time
increased to 26.2 sec; and the engine bogged down at the red line of 8000 rpm.
80
-------
Baseline WOT acceleration time was 16.6 sec, with shifting being done at about
7500 rpm.
TDC
83 ABDC, 83 BBDC
Scavenge li^c*
Close
55°ATDC
Open
115°BTDC
Open
W 55°BBDC
BDC
FIGURE 66. PORT TIMING DIAGRAM
The rotary valve was removed and retarded 26° from standard position.
Sequence KES-4 was conducted and showed approximately the same emission shifts
as KES-3. WOT acceleration time was 21.4 sec, and 9000 rpm was attainable
with no evidence of bogging. Evidently, the advance of the cut angle around
the crankshaft shifted the optimum delivery ratio down the speed range; while
the opposite effect took place when the cut angle was retarded.
• A blank rotary valve was fabricated. It was decided that a smaller
cut angle would be tried with the cut angle operating in the same portion of
crank angle as the original rotary valve. The cut angle was reduced 10° from
either side, for a total reduction of 20° cut angle from the original 124°
angle.
One FTP and one FET (results presented in Table 34) were conducted
using this modified rotary valve. A minor reduction in HC was noted for the
FTP/ but an opposite effect was observed in the FET results. The emission of
CO during FET operation was higher than baseline test results. A more signi-
ficant change was noted for WOT (0-100 kph) acceleration time, which increased
to approximately 27 sec from the baseline test result of 16.6 sec (shifting
at 7500 rpm).
From these results, it was decided to return the timing of the intake
opening to stock and retain the 10° advance of the intake closing. Another
FTP and FET were conducted with this modification. Results from these tests
showed the emissions tending to return to those obtained with the stock rotary
valve. The WOT acceleration time of 18 sec also approached baseline performance.
81
-------
Based on the relative ineffectiveness of the aforementioned efforts,
it was decided to return to the stock rotary valve and proceed with the second
step control measures which consisted of minor carburetor enleanment. Steady-
state sequence KES-7 was performed using the stock rotary valve and carburetor
setting to provide a midpoint reference. The carburetor was then leaned by
changing the jet needle clip position from No. 3 to No. 1 and by adjusting the
pilot air screw from one and one fourth turns to two turns out. These settings
were selected by road work. Steady-state sequence KES-8 was performed and in-
dicated very good reductions in CO and HC emissions. Two FTPs and two FETs
were conducted, and the results appear in Table 34. Significant reduction in
both HC and CO were apparent. No driveability problems were encountered, and
WOT (0-100 kph) acceleration time remained approximately the same as just be-
fore carburetor enleanment was performed (17.0 sec).
TABLE 34. EMISSION RESULTS FROM FTPs AND FETs PERFORMED ON THE KAWASAKI KE-175
Test
Configuration
Baseline Avg .
20° mod. to Rotary
Valve
10° mod. to Rotary
Valve
Stock Rotary Valve •+•
Lean Carburetor
FTP
Emission Rates, g/km
HC
7.48
6.95
7.12
4.53
5.00
CO
24.16
24.32
24.53
5.12
5.36
C02
36.00
34.00
36.19
46.78
49.08
NOX
0.02
0.02
0.02
0.05
0.05
Fuel
Econ.
km/S,
24.2
25.1
24.3
34.0
32.0
FET
Emission Rates, g/km
HC
6.48
7.77
6.93
4.35
3.98
CO
34.24
42.32
37.97
12.53
10.85
C02
33.46
32.53
35.49
48.31
48.42
NOX
0.03
0.02
0.02
0.10
0.10
Fuel
Econ.
km/£
21.5
18.8
19.8
28.5
29.8
Following carburetor enleanment, two catalysts in series were welded
into the exhaust pipe of the KE-175. The first catalyst was a PTX 314 (2.5
cm "Torvex" and 7.6 cm NGK substrate as discussed for the KH-500), and the
second catalyst was a PTX 313 (7.5 cm of NGK substrate as discussed for the
RE-5). Provisions were made for air injection in the 7.6 cm (3 in.) space
between catalysts. The exhaust muffler was kept intact and mounted at the
exit of the second catalyst, as shown in Figure 67. upon startup, the first
catalyst exit temperature rose quickly to over 800°c (the existing 100 percent
of full scale point on the temperature recorder). concerns about possible ex-
cessive catalyst temperature were relieved after the temperature monitoring
channel was extended to 950°C, and the catalyst temperature was observed to
approach 900°C (maximum).
Steady-state sequence KES-9, performed in this configuration, showed
very good reductions in HC. Backpressure increases as a result of the two
catalysts, however, would not allow speeds over 80 kph (50 mph) at WOT. One
FTP conducted in this configuration showed good reduction in HC but a signi-
ficant increase in CO when compared to tests run with lean carburetion. An
FET was not run due to the severe drop in performance noted with the two cata-
lysts in series. The FTP results are presented in Table 35.
82
-------
FIGURE 67. TWO CATALYSTS IN
SERIES ON THE KE-175
TABLE 35. EMISSION RESULTS FROM FTPs AND FETs PERFORMED ON THE KAWASAKI KE-175
Test
Configuration
Baseline Avg.
2 Catalysts + Lean -
Air
Mod. Catalyst + Air
0533 + Lean
Mod. Catalyst + Air
1033 + Lean
FTP
Emission Rates, g/km
HC
7.48
1.10
1.92
1.77
1.66
1.82
CO
24.16
12.21
7.89
7.03
6.60
7.15
C02
36.00
57.32
61.08
56.17
50.81
59.94
NOX
0.02
0.02
0.03
0.03
0.04
0.05
Fuel
Econ.
24.2
29.5
29.6
32.3
35.4
30.6
FET
Emission RAtes, q/km
HC
6.48
bac
2.65
2.78
1.80
2.22
CO
34.24
cpressu
19.23
20.23
12.52
17.28
CO2
33.46
re too
60.56
57.27
53.64
65.00
NOX
0.03
high
0.03
0.02
0.06
0.08
Fuel
Econ.
km/ H
21.5
23.5
23.8
29.5
23.5
Proceeding with the planned control measures, air was injected be-
tween the two catalysts. Results from steady-states showed that only small
amounts of air were needed and that at 64 kph, air addition yielded no im-
provement in emissions.
Based on the relative ineffectiveness of air injection and excessive
backpressure, the second catalyst was removed from the system. After removal,
attempts to check performance were made; but the first catalyst exit tempera-
ture exceeded 950°C shortly after catalyst light-off. Excess air for cooling
was injected ahead of the catalyst (as shown in Figure 68} but no reduction
in first catalyst exit temperature was noted. Using the other extreme, the
carburetor was reset to stock (rich) so that less O2 might reach the catalyst
and no air addition was used; but again, no reduction in catalyst exit temper-
ature was noted. The first catalyst was detached from the exhaust assembly,
and 3.8 cm (1-1/2 in.) of the 7.6 cm (3 in.) long substrate was removed from
83
-------
it by Engelhard Industries' personnel. The modified catalyst and the second
catalyst were installed in their original positions. Steady-state sequence
KES-10 was conducted, followed by air injection between the two catalysts.
As with sequence KES-9, good reductions in CO and HC were obtained; but back-
pressure created by the two catalysts in series was too high to allow adequate
performance for test purposes. Misfiring became apparent at 32 kph when air
was injected.
FIGURE 68. KE-175 TEST SET-UP OF
AIR INJECTION IN FRONT OF CATALYST
Once again, the second catalyst was removed from the system. Sequence
KES-11 was conducted with the modified first catalyst alone. Although perfor-
mance was improved slightly, maximum speed was limited to approximately 85 kph
(53 mph) at WOT. Catalyst exit temperature was reduced to the extent that
900°C was reached with 4.1 m3/h (2.4 cfm) of air injection at 80 kph (50 mph).
Pump No. 0533 driven at 1:1 ratio (pump:crankshaft) was selected based on air
injection data recorded on strip charts. Sequence KES-12 was then run to show
steady-state emissions coinciding with the various air injection rates (sup-
plied by the pump) ahead of the catalyst. Result from KES-12 indicated signi-
ficant reductions in HC and CO. It should be noted that the steady-state con-
centrations were partially diluted as a result of air injection, due to raw
ssion sampling. As mentioned earlier, maximum speed was adversely affected
the catalyst's higher backpressure. The backpressure changes affected en-
gine breathing, which in turn caused the head temperature to peak during 64 kph
operation. Head temperatures were lower at 80 kph due to a rich main jet, as
indicated in steady-state results.
Results of two FTPS and two FETs run with the modified catalyst and
iir injection ahead of the catalyst using pump No. 0533 are given in Table 35.
These tests showed good reductions in HC, but an increase in CO caused by in-
complete oxidation was noted in comparing these results to tests run with car-
buretor enleanment alone.
84
-------
Following these tests, additional air was supplied just behind the
catalyst exit in an effort to promote exhaust gas reactions within the hot
exit gases from the catalyst. Indications on strip chart data showed that
no further reaction took place.
Efforts to lower CO during transient testing were made by installing
a larger air injection pump. Pump No. 1033 driven at 1:1 ratio (pump:crank-
shaft) was used to inject air ahead of the modified catalyst during two FTPs
and two FETs. The results of these tests did not repeat very well; although
they did indicate that further oxidation of HC and CO was possible with addi-
tional air, particularly during the FETs. Sequence KES-13 also indicated the
same trends. Figure 69 shows graphically the difference between the injection
air rates of the two air pumps used in conjunction with the modified catalyst.
ro
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-3
3.0
2.5
2.0
1.5 -
1.0 -
0.5
0.0 J
O PUMP NO, 0533
D PUMP NO, 1033
2000
4000
6000
ENGINE SPEED, RPM
FIGURE 69. AIR INJECTION INTO KE-175 VIA PUMP
NO. 0533 AND PUMP NO. 1033
85
-------
Realizing that the bulk of 2-stroke HC emission results from over-
scavenged or "short-circuited" fuel-air mixture, an experiment was devised
to determine whether or not this "slug" of hydrocarbons could be selectively
removed from the exhaust. In preparation for this experiment, the KE-175's
exhaust system was returned to stock and the exhaust port was tapped to pro-
vide an extraction point. In addition, the carburetor was left lean, which
significantly reduces the CO emission but has relatively minor effect on the
HC emission, which is largely due to the overscavenged fuel-air mixture. Fig-
ures 70 through 74 illustrate the test set-up used in this experiment. If
the untrapped fuel-air mixture could be captured from the exhaust stream, -it
was reasoned the mixture might then (theoretically) be added back to the crank-
case fuel-air charge and burned. Success of such a total system would result
in eliminating the bulk of the unburned hydrocarbons in the exhaust and in
improving the fuel efficiency of the 2-stroke engine.
The experimental set-up consisted of a rotary extraction valve with
an 85° cut angle and a valve port opening of 23.4 mm diameter (giving an angle
area of 366° cm2) was operated by the engine crankshaft. The inlet side of
this valve was connected to the engine exhaust port by approximately 20 cm of
1.9 cm inside diameter pipe. The outlet side of the valve was connected to a
rotary vane vacuum pump through a surge chamber. Surge chamber pressure was
measured by a U-tube mercury manometer. Extraction flow and pump in-leakage
were monitored by a rotameter at the pump exit. Raw emission samples were
taken downstream of the normal tailpipe exit (sample line No. 1) and between
the engine exhaust port and the rotary extraction valve (sample line No. 2).
Initial rotary extraction valve timing was set so that the center of the disc
valve's cut angle passed through the center of the valve opening as the engine
crankshaft was at 34° ABDC (After Bottom Dead Center). Various extraction
flowrates were tried at different speeds, while line No. 1 and line No. 2 were
sampled alternately.
With the motorcycle operated at 48 kph in fourth gear and an initial
vacuum of 8.4 kPa applied to the exhaust side of the rotary valve, some "rich"
mixture gases were extracted. This extraction was indicated by an increase
in HC and oxygen concentration in line No. 2, while these emissions decreased
in line No. 1. Varying' the amount of vacuum (measured at the surge chamber)
applied to the valve caused changes in the extraction flowrates, which changed
the quantity of gases removed from the main exhaust stream. As the extraction
flow was increased, HC and C^ concentrations increased in line No. 2 while
further decreases in line No. 1 were noted. These changes progressed until
line No. 2 HC concentrations reached a peak. After this peak, increased ex-
traction flow began to decrease both line No.l and No. 2 HC concentrations.
The decreasing shifts of HC concentrations in both exhaust streams were caused
by the continued extraction of a larger portion of the main stream exhaust
which not only included the overscavenged fuel-air mixture, but also a larger
portion of the combustion products which border the overscavenged mixture.
This over-extraction caused line No. 2 sample concentrations of HC and oxygen
to decrease due to dilution, whereas line No. 1 concentrations were reduced
because more of the fuel-air mixture and combustion products were being extracted.
The optimum extraction flowrate for the KE-175 operating at 48 kph
(30 mph) in fourth gear, at 4300 rpm, was approximately 3.9 mVh (2.3 cfm) .
At this flowrate, HC .and oxygen concentrations were maximized in line No. 2,
86
-------
03
TIMED DRIVE
SAMPLE LINE #2
ROTARY EXTRACTION VALVE
EXTRACTED GAS STREAM
FLOW VALVE
I-PRESSURE.
FLOWMETER
SURGE CHAMBER
'MUFFLER
MAIN EXHAUST STREAM
SINGLE CYLINDER
KE-175 ENGINE
PUMP
TO
CVS
-SAMPLE LINE #1
FIGURE 70. SCHEMATIC OF 2-STROKE OVERSCAVENGED GAS EXTRACTION EXPERIMENT
-------
'
FIGURE 71. MODIFIED KE-175 HEAD
FIGURE 72. TIMED DRIVE AND
EXTRACTION VALVE
FIGURE 73. RIGHT SIDE VIEW OF KE-175
READY FOR EXTRACTION TESTING
FIGURE 74. LEFT SIDE VIEW OF KE-175
READY FOR EXTRACTION TESTING
88
-------
while decreases in these constituents were noted in sample line No. 1. In
addition, line No. 1 (main exhaust stream) NO and CO2 emission concentration
showed minor increases. These concentration shifts suggested that the over-
scavenged exhaust portion was actually being extracted while the bulk of the
combustion products remained in the main exhaust stream. Little or no change
in CO concentration was noted (stock exhaust system - carburetor adjusted lean)
In order to select the best extraction valve timing, timing shifts
were made so that the concentrations of HC and oxygen were minimized in the
main exhaust stream (sample line No. 1). The engine was operated at 48 kph
(4300 rpm, fourth gear) and the extraction flowrate was held at 3.9 m3/h.
Figure 75 shows the relative changes in HC, ©2, and NO for various extraction
valve timings. As indicated, the timing of the center of the extraction valve
operation was varied from 8° to 86° ABDC in increments of 13° to 26°. Some
timing conditions caused a small vacuum (1 kPa) to be registered at the surge
chamber with the flow valve completely off. An extraction valve timing of
73° ABDC appeared to be best because it produced the most useful effect on
the main exhaust stream emissions. Figure 76 shows the 73° ABDC extraction
valve timing in relation to engine port and intake valve timing.
As mentioned previously, extraction flowrates at various speeds were
important because they directly affected the amount of gases extracted from
the main exhaust stream relative to the amount of exhaust gases produced. A
number of extraction flowrates were tried at various speeds, while the valve
timing was held at 73° ABDC (shown most effective at 48 kph). Figure 77 shows
the variation in sample line No. 2 HC concentration as the extraction flow was
varied during steady-state operating conditions. At idle (1500 rpm), the ex-
traction line HC concentration increased until 2.6 m.3/h extraction flow was
reached, then fell rapidly. Checking the exhaust pipe constituents and tail
pipe temperature data showed that too much of the exhaust flow was being re-
moved by extraction flowrates greater than 2.6 m3/h. Similarly, peaks in line
No. 2 hydrocarbons were observed at 32 and 48 kph (20 and 30 mph). After these
peaks, increases in extraction flowrates caused extraction line dilution by
combustion products. The dilution was not as evident at the higher speeds as
at idle, because more exhaust products were generated as compared to the ex-
traction flowrates used. At 64 kph (40 mph), only minor dilution occurred;
so the HC concentration peaked at a much higher extraction flowrate.
Efforts to obtain optimum extraction flowrates at 80 kph (50 mph) re-
sulted in the head temperature exceeding 250°C. This result was probably due
to the carburetor enleanraent performed as an earlier control measure in con-
junction with the removal of some cylinder cooling fins to allow for system
installation. These causes may have been coupled with unknown effects of the
extraction system on engine breathing characteristics. In shorter tests,
main exhaust concentrations were sampled, then an extraction flow of approxi-
mately 8.5 m3/h (5 cfm) was set. This setting reduced the HC concentration,
leaving the exhaust pipe from 23,000 ppm C to 16,000 ppm C. The extraction
system hydrocarbon concentration measured 55,200 ppm C. Following rapid data
collection, motorcycle speed was reduced gradually to about 25 kph, at which
point the engine died and locked up as a result of the high operating temper-
ature reached. After sufficient engine cool-down, the engine was restarted.
No operational problems were encountered, so further testing was conducted
at more moderate speeds.
-------
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SPEED
48 KPH (30
^ 4300 RPM
EXTRACTION
FLOW 3.8 m3/h (2.3 CFM)
10 20 30 40 50 60 70 80 90
ANGLE BETWEEN ENGINE BDC AND CENTER
OF ROTARY DISC VALVE, °
FIGURE 75. CHANGES IN MAIN EXHAUST STREAM EMISSIONS
AS ROTARY EXTRACTION VALVE TIMING VARIED
90
-------
CLOSE
141° ABDC
\
CLOSE __
83° ABDC
73° ABDC -
OPEN
115° BTDC X
CLOSE
55° ABDC
CLOSE
ATDC
OPEN 83° BBDC
55° BBDC
BDC
OPEN 5° ABDC
INTAKE ^1 EXHAUST
EXTRACTION
H SCAVENGE
FIGURE 76. PORT TIMING DIAGRAM OF KE-175, 2-STROKE
91
-------
EXTRACTION VALVE TIMING - 73° ABDC
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74 -
72 -
70 -
68 '
66 "
64 •
62 '
60 "
O IDLE, NEUTRAL, 1500
D 32 KPH (20 MPH), 3RD,
A 48 KPH (30 MPH), 4THV
• 64 KPH (40 MPH), 5TH,
1 SELECTED FLOW RATE FOR
EXTRACTION
CfL
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36
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30
28
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24
22
20
FIGURE 77.
0123 456 789
EXTRACTION FLOW RATE, m3/h
VARIATION OF HC CONCENTRATION WITH VARIOUS EXTRACTION FLOWRATE
92
-------
The results of steady-state operation conducted with and without the
extraction system active are given in Table 36. The extraction valve timing
was 73° ABDC, and the extraction flows used at the various speeds were those
selected from data given in Figure 77. In all cases, the HC concentrations
in the normal exhaust stream were reduced significantly. At all speeds except
idle, shifts in emission concentrations indicated that the overscavenged fuel-
air mixture was being selectively removed from the exhaust stream (extraction
flow at idle was probably somewhat excessive). Overscavenged gas capturing
was most evident at the higher speeds (64 and 80 kph).
It was not within the scope of this project to refine the extraction
selectivity beyond the point of this introductory experiment. The results did
verify the reduction of the exhaust hydrocarbons by selectively removing the
unburned fuel-air mixture using a timed extraction device. It is expected
that further refinements of the basic system could lead to greater reductions
of exhaust hydrocarbons and that the system could be incorporated integrally
into a 2-stroke engine by proprietary efforts.
9. Suzuki TS-100
Based on results from rotary valve modifications on the KE-175, cut
angle shifts around the crankshaft were not used as an emission control meas-
ure on the TS-100. Prior to any rotary valve modification, another "baseline
return" test sequence was performed (after idle speed and pilot air screw ad-
justments were made to reduce excessive idle speed and to lower CO emissions).
Rotary valve modifications were initiated by reducing the cut angle by 10° from
both ends, thus reducing the cut angle by 20° total. Steady-state sequence
TSS-2 showed minor decreases in HC and CO at lower engine speeds; but at higher
engine speeds, these emissions increased slightly. WOT (0-80 kph) acceleration
time increased from 20.6 sec (second baseline) to 24.5 sec. As with steady-
state results, FTP and FET results showed increases in HC and CO, with a de-
crease in fuel economy.
For the next sequence, the 10° retardation of intake opening was re-
moved; while the 10° advance of the intake closing was retained (same as with
the KE-175). Steady-state sequence TSS-3 was followed by an FTP and an FET
on the TS-100. Emission rates of HC and CO decreased further than with the
first modification. WOT acceleration time was also improved over the previous
modification to 23.8 sec. Although steady-state results were promising, the
FTP and FET results showed a worsening effect. FTP and FET results for these
rotary valve modifications are presented in Table 37. Copies of computer print-
outs are presented in Appendix D along with steady-state sequence data.
After control measures utilizing rotary valve modification were de-
termined to be ineffective, the stock rotary valve was reinstalled, the car-
buretor was set lean, and the Syncro GDI system (developed for snowmobiles)
was installed. Enleanment was achieved by changing the jet needle clip position
from No. 3 to No. 1 and by adjusting the pilot air screw to two and one fourth
turns out. No problems were encountered during installation of the GDI system,
although timing adjustment by changing point gap was necessary. Steady-state
sequence TSS-4 was conducted prior to two FTPs and two FETs. Both steady-state
and transient test data showed good reduction in CO and HC. It should be noted
that the average maximum speed attained during FET operation was only 64 kph
93
-------
TABLE 36. STEADY-STATE EMISSION CONCENTRATIONS FROM THE
KAWASAKI KE-175 DURING OVERSCAVENGED GAS EXTRACTION
Operating
Condition
Idle
Neutral
1500 rpm
Conditions
Surge Chamber
Pressure, kPa
0.7
-0.3
-0.3
Sample Line,
Extraction Plow, m3/h
Line #1, 0
Line #1, 2.5
Line #2, 2.5
Concentrations (Undiluted)
CO
%
1.30
1.18
1.85
co2
%
6.67
4.56
7.74
02
%
10.8
13.6
8.8
NO
ppra
6.1
5.9
6.1
FID HC
ppm C
59,200
36,000
68,400
32 kph
3rd gear
3700 rpm
1.0
-2.4
-2.4
Line #1, 0
Line #1, 3.9
Line #2, 3.9
1.00
1.43
1.62
10.44
10.44
10.44
6.4
6.0
5.9
20.
24.
14.
32,000
23,600
36,400
48 kph
4th gear
4300 rpm
-0.9
-5.1
-5.1
Line #1, 0
Line #1, 3.2
Line #2, 3.2
2.23
1.88
1.98
11.67
11.67
11.10
4.6
4.5
5.1
31.
32.
17.
20,400
16,800
31,600
64 kph
5th gear
4700 rpm
3.0
-12.8
-12.8
Line #1, 0
Line #1, 6.7
Line #2 6.7
0.18
0.18
0.18
12.38
13.24
10.88
5.0
3.8
6.8
230.
300.
200.
19,200
10,400
35,600
80 kph
5th gear
5900 rpm
5.1
-11.5
-11.5
Line #1, 0
Line #1, 8.3
Line #2, 8.3
3.00
3.34
2.52
10.77
11.56
7.92
3.5
2.1
7.1
460.
450.
220.
23,600
16,000
55,200
94
-------
(40 mph), based on a head temperature limitation of 250°C. Fuel economy in-
creased as expected, and WOT acceleration time decreased slightly from 20.6
to 19.9 sec. Results of the transient tests are given in Table 37.
TABLE 37. EMISSION RESULTS FROM FTPS AND FETs PERFORMED ON THE SUZUKI TS-100
Test
Configuration
2nd Baseline
20° Valve Red.
10° Valve Red.
Stock Valve + Lean
Carb. + GDI
S. V. + Lean + GDI +
Mod. Cat. + Air
FTP
Emission Rates, g/km
HC
4.23
4.45
4.53
4.80
4.61
1.13
1.25
CO
8.09
8.94
8.47
1.69
1.72
1.22
0.64
CO2
34.63
37.29
36.67
43.10
42.57
60.42
60.73
NOX
0.02
0.02
0.02
0.07
0.07
0.10
0.10
Fuel
Econ.
km/£
38.8
36.0
36.6
38.5
39.2
35.6
35.7
FET
Emission Rates, g/km
HC
5.52
7.01
7.42
3.47
3.71
1.73
1.61
CO
16.85
27.00
27.82
1.31
0.89
16.59
16.37
C02
35.62
32.79
34.94
42.41
43.93
47.37
48.92
NOX
0.07
0.04
0.05
0.14
0.19
0.05
0.05
Fuel
Econ.
km/£
29.3
23.9
22.8
42.0
40.8
29. 5a
29. 2a
Maximum WOT speed - 79 kph
At the suggestion of the Project Officer, a catalyst was installed
for use with air injection on the TS-100. This additional control measure
utilized an Engelhard PTX 314 catalyst, which consisted of 2.5 cm of "Torvex"
followed by 7.6 cm of NGK substrate (as described further in KH-500 discussion).
Figure 78 shows the catalyst welded into position. Initial steady-state test-
ing conducted to size the air pump requirement showed that performance had de-
teriorated appreciably as a result of catalyst-caused backpressure increase.
Maximum speed attainable at WOT operation was 66 kph (41 mph), and head tem-
perature peaked at 64 kph (40 mph) as a result of impaired engine breathing.
Due to the severe performance degradation, no transient cycle tests were run.
In order to attempt emission reduction with a catalyst, the modified
catalyst used on the KE-175 was substituted. As mentioned in the KE-175 dis-
cussion, this catalyst consisted of 2.5 cm "Torvex" followed by 3.8 cm of NGK
substrate. Following this catalyst substitution, the maximum speed increased
to 79 kph (49 mph) at WOT. Air pump No. 1033, driven at 1:1, was selected
based on limited steady-state data. High head temperatures at 64 kph did not
allow variation in air injection at that speed. Data from lower speeds showed
improved catalyst activity with air addition, so the pump was sized using those
data. Steady-state sequence TSS-5 and two FTPs and FETs were run with the modi-
fied catalyst, air injection by pump No. 1033, and the carburetion adjusted
lean as described earlier. Results of the FTP tests showed lower HC and CO,
while the FET results showed a reduction of HC and an increase in CO, indi-
cating that even more air was needed. A decrease in the emission of NOX during
the FET also verifies that a reducing atmosphere was present. WOT (0-80 kph)
accelerations could not be completed due to catalyst backpressure and consequent
reduced maximum speed, but 0-70 kph averaged 22 sec. Transient test results
95
-------
are given in Table 37.
applied to the TS-100.
These tests concluded emission control measures to be
FIGURE 78. CATALYST WELDED
INTO EXHAUST OF TS-100
10. Suzuki GT-750
First step control measures planned for the GT-750 were the addition
of GDI and minor carburetor enleanment. Efforts to find a GDI system for this
inder, : stroke machine revealed that no suitable production system was
available. After contacting SK Systems, it was decided to combine a 2-point
GDI system with a single-point system to achieve the GDI system requirement.
single 3-point unit for a 3-cylinder machine was being developed, but it
could not be released until further testing was completed. The two units
were received and installed on the GT-750.
The "borderline limit" of carburetor adjustment was determined by com-
parative road performance checks following step changes in adjustment. The
: needle< clip was moved from the fourth (as-received) to the second position.
The fuel-air adjustment screws were turned in from one turn out to one half
Vacuum alignment was maintained. Driveability was rated as accept-
so further attempts to lean the carburetors were made. The clip was
moved to the top clip position (leanest selection available); but road perfor-
degraded noticeably, so the clip was returned to position No. 2. '
Results of two FTPS and two FETs run in this configuration are given
Significant reductions in CO were noted for both FTP and FET cy-
Emission of HC showed only a minor decrease during FTP operation but
a pronounced decrease was noted during FET operation. These same trends were
in steady-state comparison between sequence GTS-1 (baseline) and GTS-2
(present configuration), particularly at idle and during high speed operation.
Acceleration performance (0-100 kph) improved slightly from 6 4 to 6 3 sec as
leaner (than stock) carburetion. Driveability evaluations showed
no degradation in performance; in fact, "bucking" was reduced and some gain
96
-------
in throttle response was noted. "Bucking", as mentioned here, was used to
describe a lurching action that was evident during steady-state operation at
intermediate speeds, both on the road and on the dynamometer.
TABLE 38. EMISSION RESULTS FROM FTPS AND FETs PERFORMED ON THE SUZUKI GT-750
Test
Configuration
Baseline Avg.
GDI + Lean Carbure-
tion
Emission Rates, g/km
HC
14.12
12.24
13.26
CO
12.07
5.16
5.60
C02
72.37
75.98
77.64
NOX
0.03
0.04
0.04
Fuel
Econ.
km/£
17.3
19.1
18.3
Emission Rates, g/km
HC
8.07
3.98
4.81
CO
8.93
1.19
1.03
CO2
67.00
65.17
75.26
NOX
0.04
0.07
0.12
Fuel
Econ.
km/£
22.0
29.2
25.3
The second step of emission control was spark-ignited after burning.
This control technique, based on Suzuki's EPIC system (Exhaust Port Ignition
Cleaner), utilized timed spark ignition within approximately 1 cm of the ex-
haust port opening to ignite the overscavenged raw mixture typical of 2-stroke
operation. In order to apply this technique to the GT-750, the head and cyl-
inder assemblies were removed to facilitate machining of spark plug mounting
holes. Inspection of the water-cooled cylinder assembly showed that the avail-
able locations for the spark plugs were limited. The closest position avail-
able without piercing the water jacket was an average of 5 cm downstream of
the exhaust port plane. The timed spark ignition was to be initiated via a
Boyer pointless electronic ignition system designed for use on 3-cylinder, 4-
stroke machines.
After receiving the ignition system, it was discovered that the wir-
ing diagram showed that all three afterburner spark plugs would fire three
times per revolution. This situation would cause each plug to fire at the
desired 70° BTDC, then at 50° ATDC (which might be tolerated), and again (with
both ports open) at approximately "Bottom Dead Center" which was unacceptable.
Inspection of the wiring diagram did not reveal any sure method for modifying
the circuit to fire the three plugs independently. Consequently, duplicate
stock ignition parts were ordered immediately.
Figure 79 shows the duplicate ignition system and one of three spark
plugs mounted downstream of the exhaust port. A switch was incorporated into
the system so that the afterburner spark could be turned on or off as needed.
Timing variations from 85° to 25° BTDC were tried with no success. It was
felt that the spark plugs were not close enough to the port opening to "catch"
the overscavenged gases. Long spark igniters were made, such that a 9.5 mm
(3/8 in.) diameter stainless tube served as ground electrode, a glass sleeve
as the insulator, and a 1.6 mm (1/16 in.) diameter stainless rod as the posi-
tive electrode. Good spark was observed across approximately a 3.2 mm (1/8 in.)
gap in ambient air. This 25 cm (10 in.) long igniter was positioned approxi-
mately 6 mm (1/4 in.) from the port opening, but no reaction was noted with
timing at approximately 50° and 10° BTDC. Various other spark locations were
tried, but none seemed to work until the choke was used. With the choke on,
afterburning ignition took place approximately 8.9 cm (3-1/2 in.) downstream
97
-------
of the port at several different timing settings.
trate the long spark igniter and its application.
Figures 80 and 81 illus-
FIGURE 79. SPARK-IGNITED AFTER-
BURNER INSTALLED ON GT-750
iB^^^^*^
• fif \-
-I A
FIGURE 80. LONG SPARK IGNITER
FIGURE 81. LONG SPARK IGNITER
USED ON GT-750
These preliminary trials were followed by more systematic variation
of parameters such as afterburner spark timings, distance of spark from ex-
haust port, engine speed and load. The exhaust port was fully closed at 97°
BTDC, so it was reasoned that the afterburner system should fire very close
to this timing in order to catch the overscavenged gases. Timing of the sys-
tem was varied from 95° to 40° BTDC with the spark tip moved from 6 to 25 mm
downstream of the exhaust port at engine speeds corresponding to idle (1250
rpm) ,- 64 kph, fourth gear; 97 kph, fourth gear; and 97 kph, fifth gear. No
exhaust ignitions were observed from either temperature or emission data.
98
-------
As mentioned earlier, it was reasoned that the overscavenged fuel-air
mixture should be located very close to the piston wall shortly after exhaust
port closure. Based on experimental work conducted on a single cylinder 2-
stroke engine, the rich mixture was reported to pass through a point 10.5 cm
downstream of the cylinder wall when the crankshaft angle was between 50° to
30° BBDC (Before Bottom Dead Center). Intermittent exhaust ignitions were
initiated by spark discharge at this location.*14' There was concern that
if this timing and spark position were used on the GT-750, an exhaust-ignited
flame front could propagate upstream through the exhaust and transfer ports
(both open) and possibly into the crankcase. This possibility of improper
operation or explosion hazard deterred us from attempting to use the referenced
timing. Due to the reported exhaust ignition point's being located at a rela-
tively large distance from the exhaust port opening, it was considered that we
could approach this condition by firing the afterburner system earlier and
closer to the port than referenced. This "earlier" combination, it was rea-
soned, should allow exhaust ignitions while the GT-750's exhaust port was
closed. The afterburner system was fired at 50° ATDC with the igniter tip
varied from 1.3 to 12.7 cm downstream of the exhaust port opening, but no re-
action was noted at any speed. Finally, the system was timed to fire at 75°
ATDC with the ignition position varied as before. Again, no exhaust ignitions
were indicated by either emissions monitoring or temperature data. No further
testing was conducted with the afterburner system alone.
Emissions reduction by exhaust air injection was tried next. Com-
pressed air was injected into the exhaust system through sparger tubes as
done with other motorcycles. No reactions were observed during steady-state
operation. The afterburner system was also used in conjunction with air in-
jection, but no charge ignition occurred.
Three Engelhard PTX 314 2-stroke catalysts with "Torvex" foresections
were welded into the exhaust pipes as shown in Figure 82. Steady-state se-
quence GTS-3 was run without air addition. An FTP and an PET were also per-
formed without air addition, showing significant reduction in HC and smaller
reduction in CO. Evidently, enough oxygen was delivered to the catalyst as
a result of carburetor enleanment to allow good oxidation of hydrocarbons.
The hydrocarbon reductions were achieved without increasing CO, which was ob-
served for other 2-stroke motorcycles run with catalyst and no additional air.
Steady-states with variation in air injection were performed, and
air pump No. 1533 driven at 1.87:1 (pump:crankshaft) ratio was chosen for air
injection with catalysts. Following air pump installation as shown in Figure
83, results from steady-state sequence GTS-4 and two FTPs and FETs showed
further reductions in HC and CO emissions. Sequence GTS-4 showed that the
greatest reduction in HC and CO (comparing to GTS-3) occurred in the 32 kph
(20 mph) to 64 kph (40 mph) range. Transient test results, given in Table 39,
reflected this same trend, as evidenced by a larger percentage change in HC
and CO for FTP results than for FET results. WOT (0-100 kph) acceleration in-
creased from 6.4 to 8.6 sec as a result of backpressure increase due to cata-
lyst addition. No severe performance degradation was noted during road eval-
uations. Surprisingly, an increase in fuel economy was noted for FTP operation.
This was probably the result of backpressure influence on acoustics, which may
have decreased the amount of overscavenging, thereby increasing engine efficiency
99
-------
for mid-range operation. These tests concluded the application of control
measures to be applied to the GT-750.
FIGURE 82. CATALYSTS INSTAL-
LATION ON GT-750
FIGURE 83. AIR PUMP (No. 1533)
INSTALLATION ON GT-750
TABLE 39. EMISSION
RESULTS FROM FTPS AND FETs PERFORMED ON THE SUZUKI GT-750
Test
Configuration
Baseline Avg.
Catalysts + Lean +
GDI
Catalysts + Lean +
GDI + Air
Emission Rates, g/km
HC
14.12
1.85
1.47
1.37
CO
12.07
—^— ^-™_
4.43
0.77
0.72
C02
•^— —«———•
72.37
113.43
110.55
107.91
" 11
NOX
•_»««_«_
0.03
0.05
0.05
0.06
— M_M_
Fuel
Econ.
km/5,
- !•
17.3
——————
18.6
20.1
20.7
«HK>H.^^^K
f
Emission Rates, a/km
HC
—•—•—•«••,
8.07
— • i. •
0.84
•
0.60
0.53
•^•IMHMMBHI
CO
— •
8.93
•" i ••»•
0.59
^— -^w^^^™
0.19
0.17
* II. !•
CO 2
—"•——•—».
67.00
96.58
91.19
91.98
NOX
0.04
0.12
0.07
0.10
Fuel
Econ.
km/£
22.0
23.3
24.9
24.8
100
-------
VI- MALADJUSTMENT PHASE
This section pertains to an "Engine Maladjustment" phase, which was re-
quested by the Project Officer in order to gather information on changes in
emissions resulting from adjustments other than stock settings suggested by
the manufacturer. The four motorcycles selected for this phase were the Su-
zuki TS-100, Honda XL-125, Yamaha RD-400, and the Kawasaki KZ-900. The three
maladjustment categories of interest were: carburetor adjusted "rich", car-
buretor adjusted "lean", and timing advanced beyond manufacturer's suggested
setting. Each of these categories was treated independently for each of the
four motorcycles selected. Recommended idle speeds were maintained by idle
speed adjustment for each category.
Definitions of maladjustments were as follows:
Rich - lower clip one position below standard on main metering rod, and
turn idle air screw rich (in) one half turn from recommended.
Lean - raise clip one position above standard on main metering rod, and
turn idle air screw lean (out) one half turn from recommended.
Advanced Sp_ark_ - varied among motorcycles; advanced 5° from standard for
Suzuki TS-100, 10° from standard for Honda XL-125, 7° Kawasaki KZ-900, and
0.5 mm from standard for Yamaha RD-400C.
It should also be noted that baseline runs were made with ignition timing as
set by dealers on some machines. Timing on the Suzuki TS-100 during baseline
was retarded 3° from standard, while that on the Yamaha RD-400C was retarded
0.5 mm from standard.
Results of emissions tests performed to evaluate the effects of carbu-
retor and ignition maladjustments are summarized in Table 40, with baseline
and zero-kilometer results included for comparison. Steady-state data used
to decide whether or not specific maladjustments caused measurable changes in
emissions are given in Appendix E, along with reduced copies of computer print-
out from transient test summarized in Table 40.
Referring to Table 40, most of the maladjustments produced changes in
emissions which were in the expected directions. In other words, FTP emis-
sions of HC and CO were uniformly greater for the rich condition and uniformly
lower for the lean condition. The reverse trend occurred uniformly for C02
and fuel economy and in three out of four cases for NOX. The effects of ad-
vanced spark timing were much more mixed than those for mixture changes during
FTP tests.
Effects of mixture maladjustments on FET emissions and fuel economy were
generally non-uniform for the 2-stroke bikes, but followed expected patterns
for the 4-stroke machines. The small Suzuki TS-100, in particular, yielded
apparently erratic results. It is surmised that at least some of the odd
values for the TS-100 resulted from greater use of near-WOT conditions when
the carburetor was lean, leading to poor scavenging or carburetor operation
in the high speed enrichment phase. FET with advanced timing on the TS-100
101
-------
TABLE 40. SUMMARY OF MALADJUSTMENT EMISSION TEST RESULTS
Motorcycle
Suzuki TS-100
1 cyl. 2-s
Yamaha RD400
2 cyl. 2-s
Honda XL-125
1 cyl. 4-s
Kawasaki KZ900
4 cyl. 4-s
Actual
displ. ,
98
398
124
903
1978 HC
std.
5.0
8.5
5.0
14.
Run
FTP emissions g/km
HC
Zero3 5.44
Baselinea'b 7.09
Leanb | 6.01
Richb
Advanced0
Zero3
Baseline3
Lean
Rich
Advanced
Zeroa'd
Baseline3
Lean
Rich
Advanced0
Zeroa
Baseline3
2nd Base.
Lean
Rich
Advanced
9.11
4.20
12.21
10.32
8.74
14.05
8.76
0.66
0.78
0.53
3.45
0.95
2.36
3.28
2.70
2.44
5.74
3.17
CO
11.27
13.19
3.46
25.13
17.31
10,41
12.62
4.01
28.74
9.48
11.74
11.61
6.74
16.15
17.61
31.79
28.29
29.64
13.39
51.45
26.51
CO2
33.91
37.76
41.07
27.09
30.67
62.27
58.23
67.30
47.24
56.44
37.97
35.15
42.97
25.04
32.30
88.28
73.15
78.05
93.46
61.90
76.47
NOX
0.02
0.03
0.06
0.02
0.02
0.02
0.03
0.02
0.02
0.02
0.12
0.13
0.30
0.05
0.13
0.18
0.15
0.19
0.30
0.07
0.23
FTP
fuel
km/1
34.3
29.2
35.8
24.8
33.2
20.1
21.3
23.2
17.2
23.7
40.5
42.3
42.6
38.6
37.6
16.2
18.5
17.7
19.3
14.7
18.4
FET emissions g/km
HC
7.44
10.29
11.50
5.35
4.79
5.12
7.94
4.51
0.30
0.46
0.38
0.59
0.49
0.81
0.84
0.90
0,53
1.88
1.81
CO
24.21
22.03
28.64
21.61
10.72
2.15
32.16
8.21
11.23
8.15
4.89
13.29
11.49
22.36
20.12
20.25
5.46
47.01
18.63
co2
36.83
41.86
32.10
34.21
54.64
66.27
46.23
55.09
31.19
48.10
45.04
41.77
47.63
69.79
58.49
65.67
78.66
49.10
63.95
NOV
A,
0.04
0.07
0.03
0.05
0.04
0.06
0.02
0.04
0.11
0.95
0.92
0.60
0.83
0.28
0.27
0.32
0.56
0.07
0.44
FET
fuel
km/1
23.6
21.3
20.5
27.4
26.9
27.1
19.1
28.3
46.9
37.4
43.2
36.1
34.6
21.7
25.1
23.2
26.2
18.1
24.3
o
to
? average of two runs
maximum speed during FET run, 87 kph (54 mph)
j FET speeds limited in some areas by 260°C maximum head temperature
FET scaled down to 64% of normal
-------
was limited by the criterion of 260°C maximum head temperature, which shortened
the actual distance traveled by 1.41 km (nominal FET distance is 16.48 km).
No comparative performance checks were made on any motorcycle during this phase.
The four carburetors of the Kawasaki KZ-900 were somewhat out of syn-
chronization when the original baseline runs were performed. This problem
did not seem to affect the baseline emissions themselves very much (comparing
"second baseline" with proper synchronization to original baseline), but it
did cause difficulties when the carburetors were moved out of recommended ad-
justment. Direct comparisons, therefore, should be made between the "second
baseline" and the maladjusted conditions for this motorcycle.
103
-------
LIST OF REFERENCES
1. Federal Register, Vol. 42, No. 3, Part II, January 5, 1977.
2. "1975 Annual Statistical Report," Manufacturer's Shipment Reporting Sys-
tem, Motorcycle Industry Council, Inc.
3. Information based on studies conducted by Dr. James Hansel at Engelhard
Industries as related to Mr. Terry L. Ullman on December 6, 1976.
4. "Exhaust Emission Regulations for New Motorcycles," Vol. II, Office of
Mobile Source Air Pollution Control, Ann Arbor, Michigan.
5. Wahrenbrock, R. J. and Duckworth, J. B., "Driveability Testing on a Chassis
Dynamometer," SAE Paper No. 720933 presented at the National Fuels and
Lubricants Meeting, Tulsa, October 31 - November 2, 1972.
6. Herrin, R. J., "The Importance of Secondary Air Mixing in Exhaust Thermal
Reactor Systems," SAE Paper No. 750174 presented at the Automotive Engi-
neering Congress and Exposition, Detroit, February 24-28, 1975.
7. Yamagishi, G., Sato, T., and Iwasa, H., "A Study of Two-Stroke Cycle Fuel
Injection Engines for Exhaust Gas Purification," SAE Paper No. 720195
presented at the Automotive Engineering Congress, Detroit, January 10-
14, 1972.
8. Cast, R. A., "Pulsair - A Method for Exhaust System Induction of Second-
ary Air for Emission Control," SAE Paper No. 750172 presented at the
Automotive Engineering Congress and Exposition, Detroit, February 24-
28, 1975.
9. Information obtained from personnel at local Honda dealership on January
25, 1977.
10. Kuroda, H., Nakajima, Y., Hayashi, Y. , and Sugihara, K., "Economical
Matching of the Thermal Reactor to Small Engine - Low Emission Concept
Vehicles," SAE Paper No. 720484, 1972.
11. Patterson, D. J., Kadlec, R. H., and Sondreal, E. A., "Warmup Limitations
on Thermal Reactor Oxidation," SAE Paper No. 730201 presented at the In-
ternational Automotive Engineering Congress, Detroit, January 8-12, 1973.
12. Herrin, R. J., "Lean Thermal Reactor Performance Characteristics - A
Screening Study," SAE Paper No. 760319 presented at the Automotive Engi-
neering Congress and Exposition, Detroit, February 23-27, 1976.
13. Komotori, K. and Watanabe, E., "A Study of the Delivery Ratio Character-
istics of crankcase-scavenged Two-Stroke Cycle Engines," SAE Paper No.
690136 presented at the International Automotive Engineering Congress,
Detroit, January 13-17, 1969.
104
-------
LIST OF REFERENCES (cont'd)
14. Ohigashi, S., Hamamoto, Y., Hayashi, M., and Ito, A., "Exhaust Gas Be-
havior in Two-Stroke Cycle Gasoline Engines," APTIC No. 45998, Collected
Lecture Manuscripts for the 45th Regular Convention Lecture Meeting, March
18-19, 1970.
105
-------
APPENDIX A
DATA ON INDIVIDUAL MOTORCYCLE MODELS
-------
TABLE A-1 . STREET-LEGAL. FULL SIZE 1976 MOTORCYCLES, 500 cm3 < DISPLACEMENT
to
Manufacturer 1 Model
BMW I R60/6
1
BMW 1 R75/6
1
BMW j R90/6
BMW JR90S
1
Benelli J650 Tornado S
Benelli |750 Sei
Oucati J860GT
AMP/H-D JXL/XLCH 1000
MIF/H-D JFX-1200
WF/H-D JFLH-1200
I
londa JCB550
londa JCB550F
tonda ICB750
onda JCB750F
onda ICB750A
I
onda JGLIOOO
Jwasaki JKZ75D
J
iwasaki IKZ900
1
wasaki KZ900LTD
1
Engine | Displ .
type
4s
4s
4s
4s
4s
4s
4s
4s
4s
4s
4s
4s
4s
4s
4s
Is
Is
S
S
cyls. 1 description | cm3
2 1 horiz-opp J
J 46 hp @ 660CJ 599
2 1 horiz-opp 1
j 57 hp 0 6400 745
2 1 horiz-opp 1
j 69 hp @ 670q 898
2 1 horiz-opp J
j 77 hp 6 700M 898
2 j 57 hp £ 7400 643
6 I 76 hp £ 9000 J 748
2 j 90°V-twin 1
1 60 hp @ 70001 864
2 I 45*V-twin J
1 pushrod j 995
2 1 45-V-twin
1 pushrod-hyd J 1207
2 J 45°V-twin 1
j pushrod-hyd. 1207
4 1 544
4 J 544
4 736
4 736
4 (Automatic I
1 detuned J 736
4 Jhoriz— opp 1 999
2 IDOHC 55 hp 1
j 6 7000 1 746
4 JDOHC 76 hp I
1 @ 8500 J 903
4 JDOHC 76 hp 1
j 9 850O 1 903
Coolin
air
air
air
air
air
air
air
air
air
air
air
air
air
air
air
water
air
air
air
Vehicle
typ<
S
S
S
S
g
s
S
s
s
s
s
s
s
s
s
s
s
> wt. ,k<
210
210
210
215
210
220
211
212
246
327
192
191
217
226
247
264
224
233
236 •
Carb(s)
2-26 Bin
2-32 Bin
2-32
Bing. ?
2-38 D.O
2-29 D.O
3-29 D.O
2-32 D.O
(Kei 7)
1-38 Bend
(Kei ?}
Exh(s
2
2
2
2
2
3
2
2
1-38 Bend 2
(Kei?)
1-38 Bend 2
4-22 Kei
4-22 Kei
4-28 Kei
4-28 Kei
4
4-1
4
4-1
ace pump 1
4-24Keil 4-1
4-32 Kei 4-1
2-38 Mik
4-26 Mik
J-26 Mik
2
4
4-2
Ign.
BSC
B6C
BfiC
BSC
BSC
BSC
BSC 0
GDI
BSC
BSC
BSC
BSC
BSC
BSC
BSC
B&C
BSC
BfiC
BSC
B&C
1975
Reg's
958
1,751
4,623
49
(new)
184
18,165
19,822
34,089
51,838
(new)
12,164
4,381
24,669
KEY: S - Street
S/T - Street/Trail
-------
TABLE A-l . STREET-LEGALf FULL SIZE 1976 MOTORCYCLES, SQQcm3 < DISPLACEMENT (Cont'd)
U)
Manufacturer
ver
Laverda
HV Agusta
Moto Guzzi
Moto Guzzi
Norton
Norton
Suzuki
Suzuki
Triumph
Triumph
Yamaha
Yamaha
Model
750SF
750SFC
1000 Three
750S America
850T/2
V-1000, I -Convert
Commando 8 SO
Roadster
Commando 850
Interstate
GT-550 Indy
GT-750 Le Mans
Bonneville T140V
Trident TI60
XS650C
XS750C
Engine
type
4s
4s
4s
4s
4s
4s
4s
4s
2s
2s
4S
4s
4s
4s
cyls.
2
2
3
4
2
2
2
2
3
3
2
3
2
3
description
DOHC
DOHC 78 hp
@ 9000
90° tran. V-
twin, 68.5
e 7000
90° trans. V-
twin, 71
6 6500
? @ 5900
? e 5900
? ? 7000
? S 7250
53 3 7500
DOHC shaft
drive
Displ.
cur3
744
744
981
7Qfl
i y\j
844
949
828
828
543
738
744
740
653
747
Cooling
air
air
air
_ •
air
air
air
air
air
water
air
air
air
air
Vehicle
type
g
s
g
s
s
s
s
s
s
s
s
s
s
wt.,kg
91 Q
4-Ly
Ol ^
£.\.5
236
941
A*» J
240
254
209
212
200
230
177
228
212
229
Carb(s)
209 I-) f\
j j£ LJ f\J .
2-ac. n r\
JO U. \J
3-32 D.O
2-JC T\ f\
ZO U.VJ
2-30 D.O
2-30 D.O
2-32 Ama:
2-32 Ama:
3-28 Mik
3-40 Mik
2-30 Ama:
3-27 Ama:
2-38 Mik
3-34 Mik
Exh(s)
3
2
2
2
2
3?
3?
2
3?
2
3-1
Ign.
n ff~*
&&l~
B&C
GDI
nrf
oM~
BSC
BSC
BSC
BSC
BSC
BSC
BSC
B&C
BSC
BSC
1975
Reg's
1,908
(new)
1 4,083
J
7,925
6,260
3,234
15,142
(new) (1,642)
KEY:
S - Street
S/T - Street/Trail
-------
TABLE A-2 . STREET-LEGAL, FULL SIZE 1976 MOTORCYCLES , 300cra3 a DISPLACEMENT^500cm3
Manufacturer
Benelli
Carabela
Honda
Honda
Honda
Honda
Honda
Kawasaki
Kawasaki
Kawasaki
Laverda
Moto Morini
Moto Morini
.
Moto Morini.
Suzuki
Suzuki
Suzuki
Suzuki
Yamaha
Tainaha
ramaha
'aroaha
amaha
Model
500 Quat'tro
400 Centauro
T- ^
£>nuuru
XL350
CJ360T
CB360T
CB400F
CB500T
KZ400
KH400
KH500
cnn nxii'i n
DUU iwin
350 Standard
350 Cafe-sport
cnn
DUU
GT-380
Apache TS400
Titan GT-500
RE- 5
S360C
RD400C
DT400C
SS500C
KT500C
Engine
type
4s
2s
4s
4s
4s
4s
4s
4s
2s
2s
*_
4S
4s
4s
AC
**J
2s
2s
2s
rot
4s
2s
2s
4s
4s
cyls .
4
j_
1
2
2
4
2
2
3
3
2
2
2
2
I
2
1 rot
2
2
1
2
1
description
4-valve
36 hp @ 8500
38 hp @ 7000
52 hp @ 7000
fVrtJ|*> S— -tr;* T Va
LHJrl«— • O V a J. VS
39 hp @ 8200
V-twin
42 hp @ 8500
V4-1&1 ¥1
—twin
V~^ui ^i
twin
"ram air"
Displ.
cm^
498
397
348
356
356
408
498
398
400
498
AQf.
**:»O
344
~*AA
J^fl
371
396
1 492
I 497
1
359
reed valve I
38 hp @ 7000J 398
reed valve 1
27 hp 6 5000J 397
DOHC I 498
1 499
Cooling
air
cllf
air
air
air
air
air
air
air
air
air
air
air
air
air
air
air
water
air
air
air
air
air
Vehicle
typ
S
C/T
&/ i.
S/T
S
S
S
S
S
S
1
a
S
o
s
O
S
S/T
S
S
S
S
S/T
S
S/T
wt. ,k
210
1O2
142
159
165
170
193
172
162
192
1 C.Q
J.DO
171
124
179
245
159
166
123
192
137
Carb(s)
4-22 D.O
1 — \(\ Milr
1 JO fl^j
1-32 Kei
2-30 Kei
2-30 Kei
4-20 Kei
2-32 Kei
2-36 Kei
3-26 Mik
3-28 Hik
2-3-*) n f
— 3£ IJ.t
2-24 Mik
1-32 Mik
2-32 Mik
1,18-32
Mik
-34 Mik
2-28 Mik
1-32 Mik
2-38 Mik
-38 Mik
Exh(s)
4
1
2-1
2
4-1
2
2
3
3
2
1
2
1-2
2
2
1
2
1
Ign.
BfiC
f*f\T
UL>J.
Mag
B&C
B&C
B&C
B&C
BSC
Mag.CDI
Mag.CDI
solid
state
solid
state
_,_ n J j
SO-Llu
state
BSC
GDI
GDI
CDI
B&C
B&C
CDI
B&C
Mag
1975
Reg's
(new)
12,260
1 39,649
9,814
10,566
I 38,205
5,697
(new)
(new)
(new)
8,039
7,230
1"
7,472
(new)
11,554
_
i n c/in
J.U r OUU
KEY: S - Street
S/T - Street/Trail
-------
TABLE A-3 . STREET-LEGAL, FULL SIZE 1976 MOTORCYCLES, 170 cm3 < DISPLACEMENT < 300 can3
Ol
Manufacturer
Benelll
r*f
CZ
CZ
cz
Can-Am
Can-Am
Carabela
Carabela
Carabela
(AMF) /H-D
(AMF)/H-D
(AMF) /H-D
(AMF) /H-D
Hercules
Honda
Honda
Honda
Honda
Kawasaki
Kawasaki
MZ
Montesa
Montesa
Suzuki
Model
250 Phantom
I'VE Q^VAAl-
x ,3 street
175 Enduro
250 Enduro .
175 TNT
Enduro
250 TUT
Enduro
175 Rally
Enduro
200 Carrera
Enduro
250 Centauro
Enduro
SS-175
SX-175
SS-250
SX-250
Wankel
2000
XL-175
CB-200T
XL-250
MT-250
KE 175
KH 250
TS 250
Rapita
250 Street
250 King
Scorpion
GT-185
Adventurer
Eno
type
2s
Oa
£.S
2s
Or?
ZS
2s
2s
Oe
j£S
2s
2s
2s
2s
2s
2s
rot
4s
4s
4s
2s
2s
2s
•j_
2S
2s
2s
2s
cyls.
2
1
1
1
1
1
1
1
1
1
1*-rt+-
rot
1
2
1
1
1
3
1
1
2
ine
description
30 hp @ 7000
i A tin 0 Ronn
JLD np /T
S/T
S/T
C /T
b/T
S/T
S/T
S
S/T
S
S/T
S
S/T
S
S/T
S/T
S/T
S
S
S
- S/T
S
1 J
wt. ,kg
143
119
J.JL«
110
1 1 A
J.J.4
108
110
QQ
0:7
96
101
116
112
118
114
1 I^O
-L:>y
108
132
136
118
105
158
i to
Uo
110
110
115
Carb(s)
2-25 D.O.
1-32 Bin<
1-32 Bine
11O M-i 1r
"* J* PliK
1-32 Mik
1-34 Mik
1-27 D.O
1-27 D.O
1-32 D.O
1-32 D.O
11O Qi _, _
~*j^ i3in<
1-26 Kei
2-20 Kei
1-28 Kei
1-28 Kei
1-26 Mik
3-22 Mik
1-32 Ama]
1-32 Ama
2-20 Mik
Exh(s)
2
1
1
1
1
1
1
1
1
IT
— Z
1
2
1
1
1
3
1
1
2
Ign.
GDI
CDI
GDI
Man
nag
Mag
CDI
CDI
CDI
CDI
CDI
Mag
B S C
Mag
Mag
CDI
B & C
CDI
CDI
B & C
1975
Reg's
91
1,120
441
1,296
933
]2 4O1
^ , fux
1 3,912
11,237
12,409
1.6,938
9,094
9,081
T_
t5,932
KincLnext
" ' "2 models)
KEY: S - Street
S/T - Street/Trail
-------
TABLE A-3. STREET-LEGAL, PULL SIZE 1976 MOTORCYCLES, 170 cm3 < DISPLACEMENT < 300 cm3 (Cont'd)
Manufacture
Suzuki
Suzuki
Suzuki
Suzuki
Yamaha
Yamaha
Yamaha
Model
TS-185 Sierra
TC-185 Ranger
GT-250 Hustler
TS-250 Savage
DT175C
RD200C
DT250C
typ
2s
2s
2s
2s
2s
2s
2s
cyl
1
1
2
1
1
2
1
ine
description
j
reed valve
16 hp 0 750CI
reed valve I
22 hp ? 7500J
reed valve 1
21 hp 0 6000J
Displ .
cm^
183
183
247
246
171
195
246
Coo line
air
air
air
air
air
air
air
Vehicle
1 typ
S/T
S/T
S
S/T
S/T
S
S/T
wt.,k<
97
118
146
109
100
116
121
j Carb(s
1-26 Mi
1-24 Mi
2-28 Mi
1-28 Mi
1-24 Mi
2-20 Te
1-28 Mik
Exh(s
1
1
2
1
1
2
1
Ign.
CDI
CDI
ESC
CDI
Mag.
B&C
Mag.
1975
Reg's
J15.932
] (incl. prev
jmodel)
I
J 12,495
9,783
1,959
18,346
KEY: S - Street
S/T - Street/Trail
-------
TABLE A-4. STREET-LEGAL. FULL SIZE 1976 MOTORCYCLES, 100 cm* < DISPLACEMENT- 170 can3
Manufacturer
Can-Am
Carabela
CZ (Jawa)
AMF/H-D
AMF/H-D
Honda
Honda
Honda
Indian
Kawasaki
Moto Horini
HZ
Suzuki
Suzuki
Yamaha
Yamaha
Model
125 TNT Enduro
125 Rally Endure
125 street
SS-125
SXT-125
BC125
XL125
MT125
ME125
KE125
"125"
TS150
Duster TS-125
Prospector TC-12
RD-125C
DT-125C
Enc
type
2S
2s
2s
2s
2s
4s
4S
2s
2s
2s
4s
2s
2a
2s
2s
2s
cyls.
1
1
1
1
1
1
1
1
1
-1
1
1
1
1
2
1
ine
description
rotary valve
20 hp @ 850C
19 hp 0 7200
12 hp @ 5950
19 hp @ 7200
rotary valve
13 hp 6 6500
15 hp 6 9000
? @ 6000
16 hp e 9500
13 hp @ 7000
Displ.
cm^
124
119
123
123
123
124
124
123
123
124
123
142
123
123
124
123
Cooling
air
air
air
air
air
air
air
air
dir
air
a-i r-
axf
air
air
air
air
air
Vehicle
type
3/T
S/T
S
S
S/T
S
S/T
S/T
S/T
•a/ 4.
S/T
g
S/T
S/T
S
S/T
wt. ,kg
108
B8
112
109
105
93
99
94
83
98
in
-------
TABLE A-5. STREET-LEGAL, FULL SIZE 1976 MOTORCYCLES, - 50 cat3 ^ DISPLACEMENT — 100 cm
00
Manu f ac tur er
RonA? ? i
c»t:IJtr,L.ii
Carabela
Hodaka
Honda
Honda
Jndi&i
JEndJLaii
Kawasaki
Kawasaki
Kawasaki
Suzuki
Suzuki
Suzuki
fanaha
Yamaha
Model
1 Engine •„..
Jtype
Trail 90 \ 2s
100 Rally Entturol 2s
Road Toad 100 2s
CT90 4s
XL- 100 f 4s
MS-100 1 7lS
ME- 100 A
KH100
KE100
KV100
(Go-Fer) A-100)
IHoncho) TS-100
Blazer) TC-100
RS-100C
OT-lOOC
I —
2s
2s
.2s
2s
2s
2s
2s
2s
2s
cyls.[ description
,
1 [15.8 hp @ 720
1 [70 7800
I
1
1
1
1
1
1
1
1
1
1
1
10 hp & 7200
10.5 hp 0 750
11 hp 3 7500
11 hp £ 7500
rot. valve
rot . valve
rot. valve
10.5 hp @ 800
reed valve
10 bp e 7soo
feed valve
DJuspl
cm^
9O
1OO
98
90
99
97
97
99
99
99
98
98
98
97
97
Cooling
ai r
CS.LX
air
air
air
air
air
air
air
air
air
air
air
air
air
air
Vehicle
typ
Q/T
t>/ J
S/T
S/T
S/T
S/T
5/T
a/ i
"5/T
*V *
S
S/T
S/T
5
S/T
S/T*
S
S/T
wt. ,k
ftf.
OD
87
104
90
93
TO
/ o
on
ou
85
91
97
83
92
93
89
93
Carb
-------
APPENDIX B
DRIVEABILITY PROCEDURE FOR TEST MOTORCYCLES
AND COMPLETED ROAD EVALUATION FORMS
Motoruycle Page
Honda CB-360 B-5 to B-ll
Kawasaki KZ-900 B-ll to B-18
Honda XL-125 B-18 to B-22
Suzuki RE-5 B-22 to B-24
Honda GL-1000 B-25 to B-26
Yamaha RD-400 B-27 to B-29
Kawasaki KH-500 B-30 to B-34
Kawasaki KE-175 B-35 to B-39
Suzuki TS-100 B-39 to B-42
Suzuki GT-750 B-43 to B-45
-------
MOTORCYCLE TDRIVE ABILITY EVALUATION
1.
2.
3.
motorcycles are all to be driven for .at least .10 minutes on the day pria-r
to first day of driveability evaluation
first day-- cold starts by driver A, hot starts by -drive r.,B
second day - cold starts by driver B, hot starts by driver A
TEST PROCEDURE
Mode
Time initiated,
min : sec
Description
0 : 00
crank engine until it starts --.technician not riding :
records time to start + number of cranks/kicks, choke
usage, number of times engine died, etc.
idle - throttle & choke can be used to keep engine
running - all such action to be recorded
0 : 30
easy accel through gears out = south -driveway to
Institute road and stop (start behind-.building 87)
left .on Institute-r.oad - easy.accel. to max. speed
of .35 rqph - ..cruise :*o " Y" .near building 71 .and atqg_
reverse direction onllnstitute iroad-eaay accel. -to
max. speed of 35 mph - cruise back to building 87
and s top be hind buil din g
^•highest gear in which performance is acceptable
Dwithout wheel spin - use full.shift sequence^
crank, engine and record
"" " '"~" _
^-_*^_—•——'—""
drive out*rort.gate:and-weBtcan«0«tebra far enough
to check the following fi,=« ,.„._. . ....,
t« i, "i\u ^"'6tiLC ana west-ran-Gulebra far en
to check the followingt .then return to bldg. 87:
B-2
-------
MOTORCYCLE DRIVEABILITY EVALUATION
TERMS DESCRIBING ENGINE PERFORMANCE
IDLE QUALITY
STALL
STUMBLE
HESITATION
BACKFIRE
SURGE
STRETCHINESS
VIBRATION
NOISE
HEAT
- An evaluation of vehicle smoothness with the engine idling,
as judged from the driver's seat
- Any occasion during a test that the engine stops while
the engine is on
- A short, sharp reduction in acceleration rate
- A temporary lack of initial response in acceleration rate
- An explosion in the induction or exhaust system
- A continued condition of short, sharp fluctuations in
power. These may be cyclic or random and can occur
at any speed and/or load. Surge is usually caused by
excessively lean carburetor mixture.
- A lack of anticipated response to throttle movement.
This may occur on slight throttle movement from road
load or during light to moderate accelerations.
-Low- or high-frequency physical sensations at points
of contact with vehicle, or visible shaking of vehicle
parts
- Sounds emitted by the vehicle which seem out of
harmony with its operation
-Heat perceived from any part of the vehicle which
seems to be potentially uncomfortable or dangerous
SMOKE OR ODORS -Any smoke or odors given off by the vehicle which
seem to be potentially bothersome or injurious
RATING SEVERITY
Trace - A condition that would be noticeable to a technically
trained and experienced driver
Moderate - A condition that would be noticeable to the driving
public
Heavy - A condition that would be objectionable to the driving
public
B-3
-------
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle
Driver
Date
Assisting
Motorcycle status
Cold start?
Initial start:
Second start:
Time
Time
Hot
sec;
sec;
start?
Cranks
Cranks
j Kicks
; Kicks
Temp.
Technician
Odometer
; Choke
; Choke
Barometer
reading
9
f
Other
Other
Mode
2
3
4
5
6 _j
7
9
10
11
12
idle
quality
stall
stumble
hesitation
backfire
surge
stretchiness
vibration
noise
heat
smoke
or odor
TO
RATINGS - idle quality: good, fair, or poor
- stall: number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
t\pi§et h.&a,t( smp\s.^ or odor: Uvc&cate source and character
-------
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Honda CB 360
Driver Jim Bovlan
Date 12-20-76
Temp. 48°
Barometer 29.45
Motorcycle status Stock
Cold start? X 72° Hot start?
Assisting Technician Ken Norman
Odometer reading 90.9.4
Initial start: Time 3
Second start: Time 2
sec; Cranks 1 ; Kicks
sec; Cranks 1 ; Kicks
_; Choke X ; Other choke on for 15
; Choke ; Other
Mode
2
3
4
5
6
7
9
10
11
12
idle
quality
GOOD
GOOD
GOOD
GOOD
stall
N
N
1
N
N
N
N
N
stumble
N
N
N
N
N
hesitation
N
N
N
N
N
backfire
N
N
N
N
N
N
N
N
N
surge
N
N
N
N
N
N
stretchiness
N
N
N
T
N
vibration
N
N
N
N
N
N
T
T
T
noise
N
N
T
T
N
N
T
T
T
heat
N
N
N
N
N
N
N
N
N
smoke
or odor
N
N
N
N
N
N
N
N
N
N
RATINGS - idle quality: good, fair, or poor
- stall: number of times stall occurred in mode
- others; none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Honda CB 360
Driver
Date 12-16-76
Temp. 69"F
Barometer 29.37
Ken Norman
ycle status
art? X
start:
start:
76"
Time
Time
Assisting Technician Jim
Stock
F
6
2
Hot
sec;
sec;
start?
Cranks 2 ;
Cranks 1 ;
Kicks
Kicks
Odometer
; Choke X
; Choke
Boylan
reading
i
^J
Other
Other
614.4
choke for 5
sec.
Mode
2
3
4
5
6
7
9
10
11
12
idle
quality
GOOD
GOOD
GOOD
GOOD
GOOD
stall
N
N
N
N
N
N
N
N
stumble
N
N
T
T
T
hesitation
N
N
T
T
N
backfire
N
N
N
N
N
N
N
N
N
surge
N
N
T
T
T
T
stretchiness
N
N
T
N
N
vibration
N
N
N
T
T
N
T
T
T
T
noise
N
N
N
T
M
N
T
T
N
N
heat
N
N
N
N
T
T
T
N
N
N
smoke
or odor
N
N
N
N
N
N
N
N
N
N
RATINGS - idle quality: good, fair, or poor
- stall: number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
B-5
-------
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Honda CB 360 Date4/13/77
Driver Kenneth Norman
Temp. 77°F
Barometer 29. 16
Motorcycle status __7_50_K_carb.. *_ 115 main jet
Cold atart? Hot start? X
Assisting Technician Jim Boy Ian
Odometer reading 662. 9
Initial start: Time 3
Second start: Time 2
sec; Cranks 3 sec ; Kicks
sec; Cranks j Kicks
_; Choke
; Choke
_; Other
~; Other"
vlode
2
3
4
5
6
7
9
10
11
1Z
idle
quality
— - —
.
Fair
stall
--.--
- ...
....
stumble
—
N
N
N
N
N
hesitation
N
N
N
T
N
backfire
N
N
N
N
N
N
N
N
N
surge
.. . -.
N
N
N
N
N
etretchiness
N
N
, N
. . .
N
N
N
vibration
N
N
N
N
N
N
N
N
noise
N
N
N
N
N
N
N
N
heat
T
N
N
N
N
N
N
smoke
or odor
N
N
N
N
N
N
N
RATINGS - idle quality: good, fair, or poor
- stall: number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: Indicate source and character
Motorcycle Honda CB 360
Driver _jim Boylan
Motorcycle status
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Date_4/27/77 Temp. 84°F
Cold start? X
Assisting Technician Kenneth Norman
+ V50 K Garb. I 105
Barometer 29. 26
Initial start: Time 5
Second start: Time 2
Hot start?
_ sec; Cranks
sec; Cranks
Odometer reading 696. 5"
Kicks
Kicks'
l^J Choke X ; Other choke on 10 sec.
11_J Choke --; Other ~^~-
Mode
2
3
4
5
6
7
9
10
11
12
quality
Good
. '• —
Good
Good
Good
Good
stall
N
N
N
N
N
N
N
N
N
stumble
"•^^•^W.™^
N
N
N
TRACE
TRACE
hesitation
N
N
N
TRACE
TRACE
backfire
N
N
N
N
N
N
N
N
N
N
surge
-^— ••— ™— .
N
N
N
N
TRACE
N
N
stretchiness
— •^
N
N
N
TRACE
N
N
vibration
N
N
N
N
N
N
N
N
N
N
noise
N
N
N
N
N
N
N
N
N
N
heat
N
N
N
N
N
N
N
N
N
N
smoke
or odor
TRACE
N
N
N
N
N
N
TRACE
N
N
- stall: number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke o.r odors Indicate source and character
* "'" thr0"U b°g 'T' " 3/4 """a- I*—dn» good, ful, throU.e could b.
-------
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Honda CB-360
Driver Kenneth Norman
Date 4/28/77
Temp. BIT
Barometer 29.24
Motorcycle status
Cold start? X
GDI + 750 K Carb. # 105
Assisting Technician Jim Boy Ian
Hot start?
Odometer reading 709.
Initial start: Time
Second start: Time
sec; Cranks 3 aec^ Kicks
' sec; Cranks 2 sec^ Kicks
_; Choke X ; other choke on 10 sec.
~j Choke — ; Other
Mode
2
3
4
5
6
7
9
10
;l
12
idle
quality
Good
. — : —
Good
....
Good
Good
stall
N
N
N
N
N
N
N
stumble
—
N
N
N
N
N
hesitation
—
TRACE
N
N
—
N
TRACE
backfire
N
N
N
N
N
N
N
TRACE
N
surge
N
N
N
—
N
N
N
etretchiness
TRACE
N
N
N
N
N
vibration
N
N
N
N
N
N
N
N
N
noise
N
N
N
N
N
N
N
N
N
heat
N
N
N
N
N
N
N
N
N
smoke
or odor
TRACE
N
N
N
N
N
N
N
N
RATINGS - idle quality: good, fair, or poor
"- stall: number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
Note: Ran Good
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Honda CB-360T
Driver Ken Norman
Date 7/12/77
Temp.*''*'
Barometer _?9-21
Assisting Technician Jim oylan
Motorcycle status 750 Carbg + GDI i Thermal Reactors, Odometer reading
AU~ Katafd '
Cold start?
Hot start?
Initial start: Time _5_
Second start: Time 3
sec; CrankgS sec ; Kicks
\ sec; Cranks*"560 ; Kicks
_i Choke10 aec; Other Choke to start
; Choke _; Other
Mode
2
3
4
5
6
7
9
10
11
12
idle
quality
— :
. — : —
Good
Good
Good
Good
stall
N
N
N
1
N
N
N
stumble
—
T
T
N
.-•
T
T
hesitation
—
T
T
N
...
T
T
backfire
T
T
T
T
T
N
T
N
N
surge
. . -.
N
N
N
....
T
T
T
stretchiness
. - -
N
T
T
T
H
vibration
N
H
N
N
N
N
N
N
noise
N
N
N
N
N
N
N
N
heat
N
N
N
N
N
N
N
N
smoke
or odor
N
N
N
N
N
N
N
N
RATINGS - idle quality: good, fair, or poor
- stall: number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
B-7
-------
MOTORCYCLE DRIVEABILTTY EVALUATION FORM
Motorcycle Honda C9360T
Driver Jim Boylan
Data 7/13/77
Assisting Technician
Temp. 95°F
Barometer 29.29
Ken Norman
Motorcycle status 750 Carbs Lean + Thermal Reactors, 10* Odometer reading 738.9
Cold start? X Hot start? Retard
Initial start: Time
Second start: Time
10
sec; Cranks
sec; Cranks
; Kicks
~; Kicks
_1 ; Choke
•5 ; Choke '
_; Other
1 Other
v!ode
2
3
4
5
6
7
9
10
11
12
idle
quality
Poor
— _ —
Poor
Poor
Poor
Poor
stall
1
1
N
1
N
N
H
N
stumble
M
M
M
T
M
hesitation
M
M
M
H
H
backfire
T
T
N
N
N
N
N
surge
- -
M
M
M
T
N
T
stretchineos
- •
M
M
H
...
T
N
T
vibration
N
N
N
N
N .
N
N
N
N
noise
N
N
N
N
N
N
N
N
N
heat
N
N
N
N
N
H
N
N
N
smoke
or odor
N
N
N
N
N
N
N
RATINGS - idle quality: good, fair, or poor
- stall: number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
-vibration, nois«, heat, smoke or odor: indicate source and character
Note: Motorcycle would not run with throttle wide openj it would bog down and load up. Only half
throttle could be used.
KQHM
Motorcycle a™.*,
Driver Ken Marron
cs-360
^Pate
'
.7/27/77
83*F
Motorcycle statics GDI, Lam 750 Carte,
Cold start? x
AroUting T«
-------
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Honda CB-360T
Driver Rick
Date 8/15/77
Temp.
Barometer 29.13
Assisting Technician Jim Boylan
Motorcycle status Rich 750K Carbs. + CDI + Thermal Odometer reading 790.6
Cold start? Hot start? Reactors + Air)
Initial start: Time 5 sec; Cranks ; Kicks ; Choke
Second start: Time 1 sec; Cranks ; Kicks ; Choke
; Other
"; Other '
Mode
2
3
4
5
6
7
9
10
11
12
idle
quality
Poor
_____
_____
Poor
Poor
stall
2
N
N
1
1
, N
N
N
stumble
-
N
T
T
T
JL.
hesitation
—
M
T
T
T
M
backfire
H
M
M
T
N
N
T
T
H
N
surge
N
T
N
T
N
T
T
stretchiness
T
N
N
T
T
T
vibration
N
T
T
T
N
N
N
T
T
T
noise
N
N
N
N
N
N
N
N
heat
N
N
N
N
N
N
N
N
N
smoke
or odor
N
N
N
N
N
N
N
N
N
N
RATINGS - idle quality: good, fair, or poor
- stall: number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
Motorcycle Honda CB-360T
Driver Jim Boylan
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Date 8/16/77 Temp. 81°
Barometer 29.29
Assisting Technician Rick
Motorcycle status Rich 750K Carbs. + CDI * Thermal Reactor Odometer reading 807^
Cold start? X Hot start? + Mr
Initial start: Time 5 sec; Cranks ; Kicks
Second start: Time 2 sec; Cranks ; Kicks
; Choke X ; Other Choke on 30 sec.
; Choke ; Other
Mode
2
3
4
5
6
7
9
10
11
12
idle
quality
Poor
Poor
Poor
Poor
stall
1
1
N
N
1
N
N
N
N
stumble
N
T
T
T
N
hesitation
. - •-
T
T
T
T
M
backfire
N
T
H
M
N
N
T
T
H
H
surge
-
N
N
N
N
N
N
N
stretchiness
T
T
T
T
N
H
vibration
N
N
N
N
N
N
T
N
N
noise
N
T
T
N
N
T
N
T
T
heat
N
N
H
N
T
T
T
N
N
N
smoke:
or odorj
N
N
N
N
N
N
H
"
N
N
RATINGS - idle quality: good, fair, or poor
- stall: number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
Note; If throttle opened all the way, engine would bogg down) ok at 3/4 throttle
R—C>
noise from pump ° y
-------
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Honda <* 36°
Driver Jim Bovlan
Date 8/19/77
Motorcycle status Lean 750K Garbs, + CAT + MR + CID
Cold start? x Hot start?
_ Temp._
Assisting Technician _]
Barometer 29.07
Odometer reading 818.1
Initial start: Time
Second start: Time
5 aecj Cranks
5 sec; Cranks
; Kicks
j Kicks
J Choke * . other Choke used 30 sac
3 Choke _— j Other
vlode
Z
3
4
5
6
7
9
10
11
12
idle
quality
Poor
—
Poor
Poor
Poor
Poor
stall
1
1
N
H
N
H
N
N
N
stumble
—
T
L_ H
H
H
H
hesitation
T
H
H
H
H
backfire
T
T
M
M
T
N
M
M
T
T
surge
T
H
H
H
H
T
H
stretchiness
T
H
H
H
H^ _
vibration
N
N
N
N
N
N
N
noise
N
N
T
heat
N
T
*moke
or odor
T
N
N
N
N
N
N
- stall: number of times stall occurred in mode
- others: none, or use rating severity scale as defined {trace, moderate, he*vy)
-vibration, noise, he«, smoke or odors indicate source «atd character
Note: Very poor jparlonnance
MOTORCYCLE DRlV-EABILlTY EVi&JUWITlDN FORM
Motorcycle Horijja CB-ISO
Driver Ken Norman
Date 8/31/77
'Temp.
Assistlr.g'Technlcian jfan Boylan
Barometer 29.07
Motorcycle status stpcX carb. + GDI +. CAT + MR (0040 § Odometer reading 853.6
Cold-start? Forced ,, " " - - -. _____
Initial start: Time 2
Second start: Time 2
Hot start? _
_sec; Criinks
se'c; Csranks '
O.Stl)
{'Kicks
"; Kicks
_; "Choke * ; Other Chake on 5 sec
; Choke ; Other ~ '
Mode
2
3
A
S
6
7
9
10
11
12
idle
quality
Fair
: —
_
Good
' Good
Good
Good
stall
H
N
N
M
H
N
N
N
N
stumble
N
N
N
N
N
hesitation
N
N
N
N
N
backfire
N
N
'»
< N
T
N
N
N
T
M
surge
N
N
N
N
M
N
H
stretchiness
N
M
•M
N
N
N
M
,i.M
1 .».«
H
T
T
M
M
T
T
N
T
T
T
heat.
H
N
N
N .
smoke
N
N
N
M
N
H
N
N
RATINGS - idle quality: good, fair, or poor
- stall: number of times stall occurred in mode
-others: none, or use rating Severity scale as defined (trace, moderate,
-vibration, noise, heat, smoke or Odor: indicate source and character
heavy)
-------
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Honda CB-360T
Driver Jim Boylan
Date 8/31/77
Temp.
95°
Barometer
29.06
Assisting Technician Ken Norman
Motorcycle status Stock Carb. + CID + Air (004 at O.Sil) Odometer reading 842.0
Cold start? Forced Hot start?
Initial start: Time
Second start: Time
sec; Cranks
sec; Cranks
Kicks
Kicks '
_; Choke x_
; Choke
; Other Choke on 15 sec.
"; Other
Mode
2
3
4
5
6
7
9
10
11
12
idle
quality
Good
Good
stall
N
N
N
N
N
N
N
N
N
N
stumble
-
N
N
N
M
M
hesitation
T
T
N
M
T
backfire
N
N
N
N
N
N
N
N
T
N
surge
N
N
N
N
T
N
M
stretchiness
T
T
N
. ..
M
N
T
vibration
T
T
M
M
T
N
M
H
M
H
noise
T
T
M
M
T
N
M
M
T
H
heat
N
N
N
T
M
M
M
M
M
M
smoke
or odor
T
N
N
N
N
N
N
H
N
N
RATINGS - idle quality: good, fair, or poor
- stall: number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
tiore: Vibration from pump
: DOT operation - engine bogs - must shift at 6500 to 6700 rpm
: Heat from catalyst
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle KZ-_900.
Driver Ken
Date
12-Z1-77 Temp. 47'F
Barometer 29.45
Motorcycle status • Stock
Cold start? X70° Hot start?
Assisting Technician Jimbo
Odometer reading 96074
Initial start: Time 25 sec; Cranks 4 Kicks
Second start: Time * sec; Cranks 1 i Kicks
Choke
Choke
Other wouldn't idle, had to choke to keep
; Other it running 10 min
Mode
3
4
e
6
7
9
10
11
iZ
idle
quality
POOR
_____
___ _ _
POOR
FAIR
GOOD
GOOD
stall
4
1
N
N
1
N
N
N
stumble
M
N
N
T
T
hesitation
M
M
T
T
T
backfire
N
N
N
N
N
N
N
N
N
N
surge
M
M
T
T
N
T
stretchiness
M
T
N
T
N
T
vibration
N
N
N
N
N
N
T
T
T
noise
N
N
N
N
N
N
N
N
N
heat
N
N
N
N
N
N
N
N
N
smoke
or odor
N
N
N
N
N
N
N
N
N
RATINGS - idle quality: good, fair, or poor
- stall; number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
B-ll
-------
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle KZ-900
Driver Ken
Date 1-07-77
Temp. 64
Barometer 29.21
Motorcycle status Stock
Cold start? X 73°F
Assisting Technician Jimbo
Hot start?
Odometer reading 5989.0
Initial start: Time
Second start: Time
33 sec; Cranks _4 j Kicks
3 sec; Cranks 1 ; Kicks
_; Choke X ; Other choke on for 25 sec.
i Choke ; Other
tfade
2
3
4
5
6
7
9
10
11
12
idle
quality
FAIR
GOOD
GOOD
GOOD
stall
N
N
N
N
N
N
N
stumble
N
N
N
T
M
hesitation
N
N
N
T
M
backfire
N
N
N
N
N
N
N
N
N
N
surge
N
N
N
N
T
N
M
stretchiness
N
N
N
T
N
M
vibration
N
N
N
N
N
N
N
N
N
N
noise
N
N
N
N
N
N
N
N
N
N
heat
N
N
N
N
i N
N
N
N
N
N
smoke
or odor
N
N
N
, N
N
N
N
N
N
N
RATINGS - idle quality: good, fair, or poor
- stall: number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace/moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
MOTORCYCLE DRtVEABtUTY EVALUATION FORM
Motorcycle Kawasaki K2-9OO
Driver Jim Boylan
Date 2--S-77
Temp. 62'
Barometer 29.00
Assisting Technician Ken Norman
Motorcycle status 1st step control-pilot air acreviseut 2 1/4 Odometer reading 1015.1
Cold start? x 72'
TmtL.il start: Time
Second start: Time
Hot start? _
15 sec; Cranks
3 sec; Cranks
3 ; Kicks
1 ; Kicks
; Choke X ; Other False start, choice used intermitently
"i Choke — ; Other ~*01 3" BCC ~~~~~
Mode
Z
3
4
5
6
7
9
10
11
IZ
idle-
quality
Poor
Poor
Poor
Poor
stall
3
1
B
N
N
N
N
N
stumble
T
1
T
H
would no
I
hesitation
-- M
M
n
H
do 30 mph t
N
backfire
*»
H
B
M
H
N
t)
V
> 50 mph WO
N
H
surge
M
*.
M
H
r H
N
H
strctchiness
M
M
M
H
H
M
vibration
fl
_fi
s
N
tt
N
M
H
T
T
noise
[i
1^
M
N
N
N
N
T
heat
N
g
t)
N
M
N
s moko
or odor
1
N
fJ
N
N
H
N :.
N
(j
N
RATINGS - idle quality: good, fair, or poor
- stall: number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
B-12
-------
MOTORCYCLE DRIVEABILITY EVALUATION FORM
MotorcycleKavasaki KZ-900
Driver Xen_Horman
Date 2-11-77
Temp. T2°
Barometer 29.20
Assisting Technician Jin Bovlan
Motorcycle status 1st step gnntiroi-ni
Cold start? x 76° _ Hot start?
f»nt i i/dOdometer reading i
-------
MOTORCYCLE DRJVEABILTTT EVALUATION FORM
Motorcycle leyaaaki Jct-MX) Pate 1-17-77 Temp. J7"
pftv
b
7
cale M d«fi««d (trace, moderate. IM«*T)
• vibration. noi»e, beat, •moke or odon ia^UM* ao»»ee
Note* from pu«p drive guard
B-14
-------
MOTOR CYCLE DRIVEABILTTY EVALUATION FOAM
Motorcycle
Driver Ji
CT-9OO
Date 6/1/77
Bojrlao
Temp.
Assisting Technician KM
Barometer
Motorcycle status l«». CDI. «ir puap iaj.
Cold startT y*" Hot start?
Odometer reading 1136.7
Initial start: Time 2 sec; Cranks — ; Kicks — ; Choke 1 ; Other choke asad *O »»c ^————
Mode
Z
3
4
$
6
T
9
10
.1
12
idle
quality
poor
_
_—
fair
oood
900d
stall
N
•
N
•
•
stumble
N
M
T
N
•
hesitation
—
N
N
T
II
T
backfire
II
•
•
•
N
N
surf*
T
T
T
T
•
T
stret Chinese
T
T
T
•
M
•
vibration
T
T
»
T
T
*
T
noise
N
M
N
N
M
•
N
N
heat
•
M
M
•
M
•
N
M
•moke
or odor
it
•
•
*
•
R
N
•
•
RATINGS • idle quality: good. fair, or poor
- stall: number of times stall occurred in mod*
• others: none, or us* rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
•otet note* from p\»*> drive
MOTORCYCLE DRIVEAB1LITY EVALUATION FORM
Motorcycle
n-»OQ
p»4« » * «** * "°*t liners
Cold start T w^~ Hot startt
Assisting Technician J*» »oyl«*
Barometer ».W
Odometer reading U4«.o
Initial start: Tim*
Second start: Time
sec; Cranks
" see; Cranks
5 Kicks
"; Kicks
_; Choke
~; Choke
Other tail c*ot« to start then h«ll choae
: Other '
Uoie
2
4
9
fc
9
to
U
u
idle
poor
^^M«««*
__
— _
(air
oood
9000
,00d
stall
M
II
M
II
II
II
•
•tumble
H
a
N
T
•
hesitation
*
H
T
T
H
backfire
T
•
N
»
y
n
H
N
•
•
surge
•
It
T
T
T
•
II
stretchinets
•
•
T
-
T
•
•
vibration
*
•
•
•
I
M
V
•
•
•
noise
•
•
•
•
SJ
n
•
K
M
•
heat
•
•
*
m
g
n
it
•
H
II
•moke
or odor
T
H
II
II
n
M
•
II
RATINGS - MB* o«aUt»i good, fai*. or poor
- stall: namber of times (tall occurred in mod*
- others: none, or use rating severity seal* M deft nod (trac*. moderato. heavy)
- vibration, noise, heat, smoke or odort indicate source and character
B-15
-------
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Kawasaki KZ-900
Driver Jim Boy Ian
Motorcycle status
Cold start?
Date 6/13/77 Temp. ino'F Barometer 29.16
Assisting Technician Ken Norman
lean, GDI + air + port liners
Hot start?
Odometer reading 1160.7
Initial start: Time
Second start: Time
J> sec; Cranks
3 sec; Cranks
Kicks
Kicks '
Choke
Choke
; Other
; Other
ktode
2
3
4
5
6
7
9
10
11
1Z
idle
quality
fair
good
good
stall
1
N
N
N
N
N
N
stumble
T
T
N
N
hesitation
M
1
T
N
backfire
N
N
N
N
N
surge
M
T
T
N
stretchir.es a
M
T
N
N
N
vibration
N
T
T
N
T
T
N
M
noise
N
T
T
N
T
T
N
M
heat
N
N
N
N
M
T
T
T
smoke
or odor
N
N
N
N
N
N
N
N
- stall: number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
Note: Noise and vibration from air pump.
MOTORCYCLE DRIVBABILIT? EVALUATION FORM
Motorcycle m»asaki KZ-900
Driver Ken Horaan
Date 8/1/77
Temp. 83*F
Assisting Technician Jim Boy Ian
Barometer 29.27
Motorcycle status GDI + Lean. Carb. + Port Liners *• Mr Odometer reading 1192.9
Cold start? X Hot start? _____ —•_____
Hot start?
Initial start: Time ; 3 tee; Cranks
Second start: Time 2 sac; Crtok« '
Kick*
Kick* '
_; Choke X ; Other Chofce visad 60 see
_; Choka . ; Other ~~"
Mode
3
4
5
6
7
9
10
11
12
RATXN
quality
Fair
.
Good
Good
Good
Good
GS - idle
stall
N
K
N
N
N
N
N
N
quality
stumble
T
H
T
T
T
eood. fa
hesitation
T
H
T
T
N
backfire
M
N
N
K
N
H
N
H
N
H
T
H
T
T
T
H
T
stretchiness
H
M
N
T
vibration
N
tr
tMMMMIHMMM
N
N
N
N
N
H
•"•— «—••—__•
T
T
T
T
T
T
N
N
K
H
smoke
or odor
T
N
N
N
t)
T
- itall: number of time* stall occurred in mode
- others: none, or use rating severity scale as defined (tra«, mod«aU, h«vv)
- vibration, noise, heat, smoke or odor? Indicate source and character
Note i noise from pump
B— 16
-------
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Kawasaki KZ-900 Date B/3/77
Driver Jim Boylan
Temp. 95°F
Motorcycle status GDI + Lean Carb. + Port Liners + Air
Cold start? x Hot start?
Assisting Technician Ken Norman
Barometer 29.07
Odometer reading 1206.0
Initial start: Time
Second start: Time
sec; Cranks
sec; Cranks
; Kicks
~ Kicks '
; Choke x
"; Choke
_; Other choke used 60 sec
~; Other
Mode
2
3
4
5
6
7
9
10
11
iZ
idle
quality
Poor
Good
Good
Good
stall
N
N
N
N
N
N
N
N
stumble
s
.. . _
N
N
N
T
N
hesitation
T
T
T
T
N
backfire
N
N
N
N
N
N
N
N
N
surge
• -
N
N
N
N
N
N
st ret chines s
T
T
T
T
N
vibration
N
N
T
T
N
N
T
T
T
noise
T
T
T
T
T
N
T
T
T
heat
N
N
N
N
N
N
N
K
N
smoke
or odor
M
N
N
N
N
N
N
N
N
RATINGS - idle quality: good, fair, or poor
- stall: number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
Note: Vibration and noise from pump
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Kawasaki KZ-900
Driver Jim Boylan
Date 8/10/77
Temp. 82 °F
Barometer 29.20
Motorcycle status Lean 4 GDI + P.L. + Air + Cat.
Cold start? x Hot start?
Assisting Technician Ken Norman
Odometer reading "27-T
Initial start: Time 5
Second start: Time 1
sec; Cranks
sec; Cranks
i Kicks
"j Kicks '
Choke
Choke
. other Choke used 60 sec
"; Other
Mode
2
3
4
S
6
7
9
10
11
12
idle
quality
Poor
Good
Good
Good
Good
stall
N
N
N
N
N
N
N
N
N
stumble
V
T
T
.. .
N
T
hesitation
H
M
. . -
N
T
backfire
N
N
N
N
N
N
surge
. . ...
T
T
- • -
N
N
stretchiness
T
T
- • -•
T
N
vibration
N
T
T
T
T
M
noise
M
M
M
M
M
heat
N
N
T
T
T
T
smoke
or odor
M
N
N
N
N
N
RATINGS - idle quality: good, fair, or poor
- stall: number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
Note: Vibration and noise from air pump
Heat noted on bottom of feet due to catalyst location
B-17
-------
MOTORCYCLE DRIVEABIUTY EVALUATION FORM
Motorcycle Kawasaki KZ-900
Driver Ken Herman
Date 8/11/77
Temp.
Motorcycle status Lean + CDI » P.L. * Air + Cat.
Cold start? x Hot start?
Assisting Technician JimBoylan
Barometer 29.20
Odometer reading 1238.7
Initial start; Time 3
Second start: Time ^~
_ sec; Cranks 3 sec ; Kicks
' see; Cranks 2 a^° ; Kick* '
_; ChokeSO sec ; Other Full choke to start/ 1/2 choke thereafter
; ChoXe ; Other
Mode
2
3
4
5
6
7
9
10
12
idle
quality
Fair
.
Good
Good
Good
Good
stall
H
H
N
H
N
N
N
stumble
M
T
T
H
0
hesitation
M
T
H
N
N
backfire
N
N
N
N
N
N
N
N
N
N
surge
M
T
T
H
H
K
stretchiness
M
T
T
H
N
_ M
vibration
N
T
T
N
N
N
T
N
noise
T
T
T
H
N
N
T
H
heat
tj
N
N
H
N
N
N
smoke
or odor
M
N
N
N
N
N
H
- stalli number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Honda XL 125
Driver Jimbo
Date
12-16-76 Temp. 69°F
Barometea. 29.38
Motorcycle status Stock
Cold start? X 76»F
Assisting Technician Ken
Hot start?
Odometer reading 578.6
Initial start: Time 15 Bec; Cranks
Second start; Time 5 sec; Cranks
; Kicks 4 ; Choke X ; Other choke on 17 gee.
"; Kicks 2 ; Choke ; Other
Mode
2
3
4
5
6
7
9
10
11
12
idle
quality
POOR
—
FAIR
FAIR
FAIR
stall
1
N
1
M
N
N
'l
stumble
N
N
N
N
K
hesitation
N
N
N
N
N '
backfire
N
N
N
N
N
N
N
N
sur^e
N
N
N
N
N
N
scret chines s
N
N
N
N
N
vibration
M
M :
M
M
M
M
M
M
M
M
noise
M
M
M
M
M
M
M
M
U
M
heat
N .
N
N
N
N
N
N
N
N
N
smoke
or odor
N
N :
N
N
N
N
N
N
N
N
RATINGS - idle quality: good, fair, or poor
- stall: number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
-vibration, noise, heat, smoke or odor: indicate source and character
B-18
-------
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle
Driver Ken
HONDA XL 125 Date 12-20-76
_ Temp. 52° F
Assisting Technician Jimbo
Barometer 29.46
Motorcycle status Stock
Cold start? x 12"
Odometer reading 591.4
Hot start?
Initial start: Time 15 sec; Cranks
Second start: Time 2 sec; Cranks
_; Kicks 6 ; Choke 15 aecL Other choke on just to start
~i Kicks 1 ; Choke ; Other
Mode
2
3
4
5
6
7
9
10
11
12
idle
quality
POOR
FAIR
FAIR
GOOD
GOOD
stall
2
N
N
N
1
N
N :
N
N
stumble
N
N
N
T
T
hesitation
N
N
N
N
N
backfire
N
N
N
N
N
N
N
N
N
N
surge
T
T
T
T
N
T
stretchiness
N
N
N
T
N
N
vibration
T
N
T
T
N
N
N
N
T
noise
N
N
N
N
N
N
N
N
N
heat
N
N
N
N
N
N
N
N
N
smoke
or odor
N
N
N
N
N
N
N
N
N
RATINGS - idle quality: good, fair, or poor
- stall: number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Honda XL-125
Driver Kenneth Norman
Date 4/08/77 Temp. 84" F
Assisting Technician Jim Boylan
Barometer 29.40
Motorcycle status Air injection pump at 1.33:2
Cold start? x Hot start?
Odometer reading628.7
Initial start: Time
Second start: Time
_2 sec; Cranks
2 sec; Cranks
; Kicks
"; Kicks '
_1 ; Choke
1 ; Choke '
; Other _
~; Other'
Mode
3
4
6
10
11
12
idle
Fair
Ml 1 • limn*
_
^^^^^^•B
Fair
Good
Good
Good
stall
1
N
N
N
1
N
N
N
N
N
N
N
•
T
T
hesitation
T
T
T
N
T
backfire
N
N
N
N
N
N
N
N
1
N
surge
N
N
N
•
N
N
N
N
stretchiness
r-.
T
T
T
T
N
T
vibration
T
T
T
T
T
N
T
T
T
T
noise
-.
N
T
T
N
N
N
N
N
N
heat
..
N
N
N
N
N
N
N
N
N
smoke
or odor
N
N
N
N
N
N
N
N
N
N
RATINGS - idle quality: good, fair, or poor
-stall: number of times stall occurred in mode
- others: none, or use rating severity scale a. defined (trace, moderate, heavy)
- vibration, noise, heat, .moke or odor: indicate source and character
Note: 14. # 5 : air injection pump drive making noise
B-19
-------
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Honda XL-IZ5
Driver Jim Boylan
Date 4/13/77
Temp. 77°F
Motorcycle status
Cold start? X
air injection pump at 1. 33;Z
Assisting Technician Kenneth Norman
Barometer 29. 16
Hot a tart?
Odometer reading 641.4
Initial start: Time _
Second start: Time
_2_»ee; Cranks
Z sec; Cranks
Kick*
Kicks'
1 ; Choke
1 ; Choke '
; Other choke on 5 «ec.
; Other
«lode
2
3
4
5
6
7
9
10
11
12
idle
quality
Fair
— - —
-
Fair
Fair
Fair
stall
1
N
N
N
N
N
N
N
stumble
—
N
N
N
N
N
hesitation
—
N
N
N
N
N
backfire
N
N
N
N
N
N
N
N
N
surge
. . -,
N
N
N
N
N
N
ttretchlness
N
P let gear
T
T
N
N
50 to 55 mph
vibration
N
N
N
N
N
T
noise
N
N
N
N
N
N
N
T
heat
N
N
N
N
N
N
N
N
smoke
or odor
N
N
N
N
N
N
RATINGS - idle quality: good, fair, or poor
- stall: number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Honda XL-125 Date 5/17/77
Driver Kan Vonun Assisting
Cold start? J"
Initial start: Time
vui r j.enn earn + B£r £n^
Hot start?
5 sec; Cranks ~ ; Kicks
3 sec; Cranks ~ ; Kicks
'Temp. 76*F
Technician Cloy Suhler
Odometer reading
3 ; Choke x ; Other
_i :• Choke — ; Other
Barometer 29.17
668.0
choke on 3 sec to start
vlode
2
3
4
5
6
7
9
10
11
12
idle
quality
fair
—
.
good
good
good
stall
N
K
N
N
N
N
N
N
stumble
N
N
N
T
T
hesitation
N
H
»
N
N
backfire
H
N
N
N
N
N
N
N
. *
N
N
t)
N
T
N
T
T
N
N
T
K
»
RATINGS - idle quality: good, fair, or poor
- stall: number of times stall occurred in made
vibration
„
N
N
N
N
N
N
N
N
noise
N
N
N
N
N
N
N
N
t)
heat
N
N
N
N
N
t)
N
N
smoke
or odor
N
N
N
N
N
N
N
N
Ran
- others: none, or use rating severity scale as defined (trace, moderate, heavy}
- vibration, noise, heat, smoke or odor: Indicate source and character
B-20
-------
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Honda XL-125
Driver Clay Suhler
Date 5/18/77
Temp.
75
Motorcycle status GDI + lean carb + air inj
Cold start? ^ Hot start?
Assisting Technician Ken Norman
Barometer 29.16
Odometer reading 669.2
Initial start: Time 20 sec; Cranks -
Second start: Time 5 sec; Cranks
~ ! Kicks 2 ; Choke _x ; Other choke used 10 sec
- ; Kicks 1 ; Choke — ; Other ~~
Mode
2
3
4
5
6
7
9
11
12
idle
quality
poor
: —
fair
fair
stall
1
N
N
N
N
N
stumble
N
N
N
N
hesitation
- - -
N
N
N
N
backfire
N
N
N
N
N
surge
N
N
H
N
stretchiness
N
N
N
vibration
N
N
M
N
M
noise
N
N
N
N
N
N
N
N
heat
N
N
N.
N
N
N
N
N
smoke
N
N
N
N
N
N
N
N
N
RATINGS - idle quality: good, fair, or {.oor
- stall: number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Honda XL-125
Driver Ken Norman
Date 8/10/77 Temp. 82«r Barometer 29.20
Assisting Technician Jim Boylan
Motorcycle status Lean Carb + Catalyst » Air
Cold start? x Hot start?
Odometer reading 691.2
Initial start: Time 3_
Second start: Time 3
sec; Cranks
'sec; Cranks
; Kicks _2_
"; Kicks 2
; Choke
"; Choke '
_; Other
~; Other
Choke to start
Mode
2
3
4
5
6
•j
9
10
11
12
idle
quality
Fair
_^_ __
_____
__ ___
Good
Good
stall
N
N
N
N
N
N
N
N
stumble
\
N
N
N
N
N
hesitation
—
N
N
N
N
N
backfire
N
N
N
N
N
N
N
N
surge
- -•
N
N
N
T
N
T
stretchiness
-
N
N
N
- -
N
N
N
vibration
N
N
N
N
N
N
N
N
N
noise
N
N
N
N
N
N
N
N
N
heat
N
T
T
T
T
T
M
M
M
smoke
or odor
N
N
N
N
N
N
N
N
N
RATINGS - idle quality: good, fair, or poor
- stall: number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odors indicate source and character
Motei heat from catalyst on right leg
B-21
-------
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Honda XL-125
Date 8/11/77
Driver
Mo tore
Cold si
Initial
Second
Mode
3
4
_5
6
7
9
10
11
1Z
Jim Boy Ian Assisting Technician
ycle status Lean Carb + Catalyst + Air
Odometer reading 701.1 '
start: Time _2 sec; Cranks ; Kicks 1 ; Choke X , other Choke used 1 min for warm-up
start: Time 2 sec; Cranks j Kicks 1 ; Choice • Other " ' '"
quality
Good
Good
Good
Good
stall
M
N
N
N
N
i
N
N
N
N
RATINGS - idle qualitv:
stumble
N
N
N
—— — ••— •«« .
M
N
•••.
crood. fn\
hesitation
T
T
— — •~«»™^,
N
•———«—•«»_
11 • . —
T
••" • i ..
N
"•' !••»«! •
backfire
N
N
N
N
N
•
N
—^«— —••••_
N
N
••"• —— ——«_•••
N
surge
T
N
H
N
i
N
™*^^™^^»«
N
.^•^••i i,, i,..
N
•<**_MaHnlH
gtretchiness
T
!•
T
N
,,.•
~-
N
™'
N
H
•-•
vibration
N
N
N
N
N
N
T
N
N
N
N
N
N
N
N
H
N
N
H
N
N
N
N
T
M
M
H
H
H
H
smoke
T
N
N
N
N
N
N
N
N
N
- stall: number of times stall occurred in mode
Note: Extreme heat noted from catalyst on leg - no shield used
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Sosuki RE-5
Driver Jimbo
Date U-1-76
Temp. 49'F
Motorcycle status Stock
Cold start? X 74° Hot:start?
Assisting Technician Ken
Barometer £9.49
Odometer reading 1004. p.
Initial start: Time 4 sec; Cranks 1 ; Kicks
Second start: Time 1 sec; Cranks 1 ; Kicks
_; Choke X ; Other choke for 30 seconds
; Choke ; Other ~~
vlode
i
3
4
5
6
7
9
10
11
12
idle
quality
GOOD
: —
GOOD
GOOD
GOOD
GOOD
stall
N
N
N
N
N
N
N
N
N
stumble
N
N
N
N
N
hesitation
T
T
T
N
N
backfire
N
N
N
N
N
N
N
N
N
surge
N
N
N
N
N
N
N
stretchiness
T
T
T
N
N
N
vibration
T
T
T
T
T
N
T
T
M
M
noise
T
T
T
T
N
T
T
T
T
heat
N
N
N
N
N
N
N
N
N
smoke
or odor
N
N
N
N
N
N
N
N
N
N
RATINGS - idle quality: good, lair, or poor
- stall: number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate,
- vibration, noise, heat, smoke or odor: indicate source and character
heavy)
B-22
-------
MOTORCYCLE DRIVEABIL1TY EVALUATION FORM
Motorcycle Suzuki RE-5
Driver Ken
Date 1-10-77 Temp. 30° F
Assisting Technician Jimbo
Barometer Z9.55
Motorcycle status Stock
Cold start? X 72° Hot start?
Odometer reading 1029. 7
Initial start: Time 15 sec; Cranks _2 ; Kicks
Second start: Time 3 sec; Cranks _1 ; Kicks
; Choke X ; Other choke for 30 sec.
~; Choke ; Other
Mode
2
3
4
c
6
7
9
10
11
12
idle
quality
GOOD
____
__»
GOOD
GOOD
GOOD
GOOD
stall
N
N
N
N
N
N
N
N
N
stumble
N
N
N
N
N
hesitation
N
N
N
N
N
backfire
N
N
N
N
N
N
N
N
N
surge
N
N
N
N
N
N
stretching ss
N
N
N
N
N
N
vibration
N
N
N
N
N
N
N
T
T
noise
N
N
N
N
T
T
T
heat
N
N
N
N
N
N
smoke
or odor
N
N
N
N
N
N
RATINGS - idle quality: good, (air, or poor
- stall: number of times stall occurred in mode
- others- none, or use rating jeverity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: Indicate source and character
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Suzuki RE-5
Driver Ji"> Boylan
Motorcycle status, catalysts
Cold start? \/
Date 6-8-77
Temp. 9S°F
Barometer 29.02
Assisting Technician Ken Norman
Odometer reading 1114.9
Initial start: Time
Second start: Time
Hot start? _
sec; Cranks
sec; Cranks
; Kicks
" Kicks '
_; Choke \/ ; Other choke for normal start-up
~; Choke "/a ; Other
Mode
2
3
4
5
6
7
9
10
11
12
idle
quality
_____
_____
______
Good
Good
Good
stall
N
N
N
N
N
N
stumble
N
N
N
N
_ _.
N
hesitation
T
T
T
N
T
backfire
N
N
N
N
N
N
N
N
N
surge
- -
T
T
• T
N
T
T
T
stretchlness
N
N
N
N
T
N
vibration
N
N
N
N
N
N
T
T
T
noise
N
N
N
N
N
N
N
N
T
heat
N
N
N
T
T
T
M
T
T
smoke
or odor
T
N
N
N
N
N
N
RATINGS - idle quality: good, fair, or poor
- stall: number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
Notei trace Vibration and noise from engine
heat noted from catalyst
B-23
-------
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle .Suzuki VE-S
Driver Jimbo Boylan
Date 6/20/77
Motorcycle status Catalyst, Air puitrp
Cold start? \/ Hot start?
Temp. 95°F
Assisting Technician Ken Norman
Barometer
29.21
Odometer reading 1126.0
Initial start: Time
Second start: Time
3 sec; Cranks
"* sec; Cranks
Kicks
Kicks '
; Choke V ; Other choke for normal start-up
; Choke ; Other "
Aode
2
3
4
5
7
9
10
\z
idle
quality
Good
Good
Good
Good
stall
ti
N
N
N
jj
N
N
N
stumble
T
T
N
T
N
hesitation
T
T
N
T
T
backfire
N
N
N
N
11
N
N
N
N
surge
N
N
- -
N
N
N
N
stretchiness
T
T
T
N
T
vibration
N
N
N
N
N
N
N
N
Pump
T
noise
N
N
N
N
N
T
Pump
T-
N
frun\r>
T
heat
N
N
N
T
H
M
M
N
smoke
or odor
T
N
N
N
N
N
N
N
- stall; number of times stall occurred in mode.
-others: none, or use rating severityscale M. defined (trace, moderate, heavy)
-vibration, noise, heat, smoke or odor; indicate source and character
Motorcycle Suzuki RE-5
Drlver _Ken——
Motorcycle
Cold st-art?
\l'~
MOTORCYCLE QRIVEABILITY EVALUATION FORM
. Date 6/23/77 Temp*.
__^_ >*„««„„ T~.V-
Barometer 29.12
Jiiabo Bovlan
Initial start: Time
Second start: Time-
Hot, start ?_
_ aec; Cranes
sec; Cranks
Odomatar reading. 1136.2
Kicks
_i. Ghohey W'' I. Other choice for, normal atart-up
_; Choke ; Other
Mode
2
3
4
5
6
7
9
10
11
12
quality
Good
.
Good
Good
Good
Good
'""""•" • '•• -ii I, . ••-*
stall
N
N
N
N
N
N
N
N
N
stumble*
N
N
N
M
M
hesitation
N
N
N
! M
N
hlckiire.
N
N
N
N
N
N
N
H
N
surge
»
N
N-
N
N
H
N
stoetchinesB
N.
N
N
K
N
N
vibration
N
N
H
N
N
N
N
N
N
N,
N
N
N
N
N
T
T
N
H
a moke
or odor
N
N
N-
N
N
N
N
- stall: number of timea stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
B-24
-------
Motorcycle GL-1000 Honda
Driver Ken
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Date 12-21-76 Temp. 49°F
Barometer 29.49
Assisting Technician Jimbo
Motorcycle status Stock
Cold start? X 70"
Odometer reading 988. 2
Hot start?
Initial start: Time 27 sec; Cranks 4 ; Kicks
Second start: Time 2 sec; Cranks 1 ; Kicks
_; Choke X ; Other _chpke to start - 10 sec.
"; Choke ; Other
Mode
2
3
4
5
6
7
9
10
LI
12
idle
quality
POOR
FAIR
GOOD
GOOD
GOOD
stall
3
N
N
N
N
N
N
N
N
stumble
N
N
N
T
T
hesitation
T
T
T
T
T
backfire
N
N
N
N
N
N
N
N
N
surge
N
N
N
N
N
N
stretchiness
N
N
N
N
N
vibration
N
N
N
N
N
N
N
N
N
N
noise
N
N
N
N
N
N
N
N
N
heat
N
N
N
N
N
N
N
N
N
smoke
or odor
N
N
N
N
N
N
N
N
N
RATINGS - idle quality: good, fair, or poor
- stall: number of times stall occurred in mode
- others: none, or use rating jeverity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Honda GL- 1000
Date 1-07-77
Temp. 64" F
Barometer 29.21
Driver
Assisting Technician Ken
Motorcycle status Stock
Cold start? X 73"F
Initial start: Time
Second start: Time
Odometer reading 1018.4
Hot start?
2 sec; Cranks 1 ! Kicks
1 sec; Cranks 1 i Kicks
; Choke X ; Other choke on for 20 sec.
~; Choke : Other
idle
GOOD
GOOD
GOOD
stall
N
N
N
N
N
N
stumble
— —
N
N
N
__
N
_____
N
hesitation
—
M
M
M
N
N
backfire
N
N
N
N
N .
N
N
N
N
N
surge
N
N
N
N
N
N
N
stretchiness
M
M
M
N
N
N
vibration
N
N
N
N
N
N
N
N
N
N
noise
N
N
N
N
N
N
N
N
N
N
heat
N
N
N
N
N
N
:yf, on
T
T
T
T
or odor
N
N
N
N
N
a'nVles
N
N
N
RATINGS - idle quality: good, fair, or^poor
- stall:
(trace, moderate, heavy)
.moke or od: indicate source and character
B-25
-------
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Honda GL-IOOO
Driver Jim Boylan
Date 6/6/77
Temp. 91°F
Motorcycle status catalyst and air injection
Cold start? x/ Hot start?
Assisting Technician Ken Korman
Barometer 29.19
Odometer reading 1055.9
Initial start: Time
Second start: Time
_see; Cranks -
see; Cranks -
- ; Kicks
- ; Kicks
_; Choke x ; Other choke on to
; Choke — ; Other ———
vlode
2
3
4
5
6
7
9
10
11
1Z
idle
quality
poor
...
„—
good
good
good
stall
N
N
N
N
N
N
N
stumble
|_
N
N
...
N
N
hesitation
T
N
---
N
N
backfire
N
N
N
N
N
N
N
N
surge
N
N
N
N
N
N
N
stretchiness
T
T
T
N
N
N
vibration
N
N
N
N
N
N
N
N
N
H
noise
N
N
N
N
N
N
N
N
N
N
heat
N
N
T
T
1
1
H
M
M
smoke
or odor
M
T
N
N
N
N
N
N
N
- stall: number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate,
- vibration, noise, heat, smoke or odor: indicate source and character
Notes Noise from pumps heat on ankles from catalyst
heavy)
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Honda GL-1000
Driver Ken Norman
Date 6/8/77
Temp. 95"F
Motorcycle status
Cold start? __\/
catalyst + air pump
Assisting Technician Jim Boylan
Barometer 29.02
Hot start?
Odometer reading 1.056.0
Initial start: Time 4_
Second start: Time 3
sec; Cranks —
sec; Cxanks —
_; Kicks — ; Choke x ; Other choke on 35
_; Kicks — ; Choke — ; Other "
Mode
2
3
4
5
6
7
9
10
11
u
idle
quality
fair
• -•— •
— - —
good
good
good
good
stall
N
N
N
N
N
N
N
N
stumble
T
N
N
N
N
hesitation
T
T
T
T
T
backfire
N
N
N
N
N
N
N
N
N
surge
T
N
N
N
N
N
stretchiness
N
H
N
N
N
H
vibration
N
N
H
N
N
H
N
N
N
H
noise
T
N
T
T
T
T
T
T
T
heat
N
N
N
H
N
M
H
N
M
smoke
or odor
M
N
N
N
N
N
N
N
N
N
"-' atallt number of times stall occurred In mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, imoke or odor; indicate source and character
Notei Heat on feet and legs, heat froa radiator and catalyst, not** fTOB pump running
B-26
-------
Motorcycle Yamaha RD -400
Driver Jimbo
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Date 12-16-76 Temp. 69°
Barometer 29. 37
Assisting Technician Ken
Motorcycle status Stock
Cold start? X 76° Hot start?
Initial start: Time 5^ sec; Cranks
Second start: Time 1 sec; Cranks
Odometer reading 937. 7
; Kicks 2 ; Choke X ; Other choke on for 13 sec.
"; Kicks 1 ; Choke ; Other
Mode
2
3
4
5
6
7
9
10
.1
12
idle
quality
POOR
POOR
POOR
POOR
POOR
stall
1
1
N
N
1
N
N
N
N
stumble
N
N
N
N
N
hesitation
N
N
N
N
N
backfire
N
N
N
N
N
N
N
N
N
surge
N
N
N
N
N
N
stretchiness
N
N
N
N
N
vibration
N
N
T
T
T
N
T
T
N
noise
M
M
M
M
T
N
N
T
T
T
heat
N
N
N
N
N
N
N
N
N
N
smoke
or odor
M
M
M
M
T
N
T
T
T
M
RATINGS - idle quality: good, fair, or poor
- stall: number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Yamaha RD-400
Driver Ken
Date 12-20--76 Temp. 48°F Barometer 29.45
Assisting Technician Jimbo
Motorcycle status Stock
Cold start? X 72° Hot start?
Odometer reading 1005.3
Initial start: Time 10 sec; Cranks
Second start: Time 2 sec; Cranks
; Kicks 5
" Kicks 1
; Choke X ; Other choke on 20 sec.
; Choke ; Other
3
4
6
9
10
11
12
idle
quality
FAIR
GOOD
GOOD
GOOD
stall
N
N
1
N
N
N
N
N
stumble
N
N
N
N
N
hesitation
N
N
N
N
N
backfire
N
N
N
N
N
N
N
N
N
N
surge
N
N
N
N
N
N
N
stretchiness
N
N
N
N
N
N
vibration
T
N
N
' N
T
N
N
N
N
• N
noise
T
T
N
N
N
N
N
N
N
N
heat
N
11
N
N
N
N
N
N
N
N
smoke
or odor
M
T
T
T
T
T
T
T
T
T
RATINGS - idle quality: good, fair, or poor
- stall: number of times stall occurred m mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
B-27
-------
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Yamaha RD-400
Driver Ken Norman
Date 3-16-77+3-17-77
Temp.
81
Assisting Technician Jim Boylan
Barometer 29.15
Motorcycle status Catalyst K 3002 + Air induction (Subaru) Odometer reading 1017.7
Cold start? x Hot start?
Initial start: Time 4
Second start: Time 2
sec; Cranks ; Kicks _2 ; Choke 5 sec ; Other
sec; Cranks ; Kicks i j Choke ; Other
Mode
2
3
4
5
b
7
9
10
12
idle
quality
Poor
Good
Good
Good
Good
stall
1
N
N
N
N
N
N
N
N
stumble
N
N
N
N
N
hesitation
N
N
N
N
N
backfire
N
N
N
N
N
N
N
N
N
N
surge
— —
N
N
N
.
N
N
N
N
stretchiness
N
N
N
N
N
N
vibration
N
N
N
N
N
T
N
noise
N
N
N
N
N
N
heat
N
N
N
N
N
N
N
smoke
or odor
T
T
T
T
N
N
N
N
N
N
- stall: number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Yamaha RD-400
Driver Jim Boylan ""
Date 3-16-77+3-17-77 Temp.
r
Cold start?
Assisting Technician Ken Norman
Barometer 28.78
Hot start? X
Odometer reading 1031.9
Initial start: Time _2 sec; Cranks
Second start: Time _j sec; Cranks
_! Kicks 1 ; Choke
_; Kicks 1 ; Choke
.; Other
; Other
RATINGS - idle quality: good, fair, or poor
aU °ccurred in
W.O.T. accel made in 3rd gear
Trace of heat on ankles from catalyst
B-28
-------
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Yamaha RD-400
Driver
"-*-••"- "" -• --•"-- •
Motorcycle status Thermal Reactors
Cold start? y Hot start?
Initial start: Time 2 sec; Cranks
Second start: Time Z sec; Cranks
Date 7/12/77 Temp. 94 °F
Assisting Technician Ken Norman
Barometer 29.21
Odometer reading U09.6
j Kicks J ; Choke _J« ; Other Choke to start
"; Kicks 1 ; Choke ; Other
Mode
2
3
4
5
6
7
9
10
.1
12
idle
quality
Good
Bond
Good
Good
Good
staU
N
N
N
N
1
N
N
N
N
stumble
-
N
T
T
T
N
hesitation
—
T
T
K
H
backfire
N
N
N
t>
N
N
H
N
surge
T
T
T
N
M
st ret chines s
-
T
T
K
N
H
vibration
N
N
H
N
N
N
N
noise
N
N
N
N
N
N
N
heat
N
N
N
N
N
N
N
smoke
or odor
M
M
H
T
M
T
M
RATINGS - idle quality: good, fair, or poor
- stall: number of times stall occurred in mode
- others- none, or use rating severity scale as defined {trace,, moderate, heavy)
. vibration, noise, heat. smoke,or_odor:__indicate^o^rce and character
Note: mot
Driver
MOTORCYCLE DRWEAB1UTV EVALUATION FORM
y^l. v»m,ha RD-400
Date
7/13/77 Temp. 95 '.
Anointing T«'hnlcian Jim Boyian _._,
Odometer reading •
Barometer •
1098.8
29.29
. . Kicks 1 ! Choke
Initial start: Time 3 ... «ci Cranks . ^ ~^;; Other
Second start: Time _2 «c; Cranks . KicKS _
Choke to start
. -derate, n.avy,
—- -charactet
Note, Significant reduction ta po«r noted during acceleration
B-29
-------
Motorcycle Kawasaki KH 500
Driver Ken
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Date U-ZO-76 Temp. 48°F
Motorcycle status
Cold start? 70° F*
Stock
Assisting Technician
Barometer 29. 45
Hot start?
Odometer reading 990. p
Initial start: Time 30 sec; Cranks
Second start: Time 2, s*c; Cranks
_i Kicks J1_; Choke _x__; Other chokp fnr in
_; Kicks 1 ; Choke ; Other
vlode
2
3
4
5
6
7
9
10
11
1Z
idle
quality
FAIR
FAIR
GOOD
GOOD
GOOD
stall
N
N
N
N
N
N
N
N
stumble
N
T
T
T
M
hesitation
N
T
T
T
T
backfire
N
N
N
N
N
N
N
N
N
surge
T
T
T
T
T
N
T
stretchiness
N
N
N
T
N
T
vibration
T
T
T
T
T
T
T
T
T
T
noise
T
T
T
T
T
N
T
T .
T
T
heat
N
N
N
N
N
N
N
N
N
smoke
or odor
T
M
M
M
M
T
T
H
M
H
- stall: number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Kawasaki KH 500 Date 12-Z1-76 Temp. 47°F
Driver JIMEDAssisting Technician .KEN
__________ Odometer reading 1005.0
Barometer Z9.45,
Motorcycle status Stock
Cold start?
70°F
Hot start?
Initial start: Time 25 sec; Cranks ; Kicks ip
Second start: Time 2 sec; Cranks ; Kicks 1
_; Choke
~; Choke
-' Other ^ehoke for 35
i Other
Mode
2
3
4
5
6
7
9
10
a
u
idle
quality
GOOD
" '
GOOD
GOOD
GOOD
COOD
tall
N
N
N •
N
N
N
N
N
N
tumble
, —
N
N
N
N
N
hesitation
N
N
N
-
T
N
bacMire
N
N
N
N
N
M
N
N
N
N
surge
_.N
N
N
_
N
N
N
N
stretchiness
N
N
N
M '
N
N
RATINGS - idle quality: good, lair, or poor ~
-stall: number of times stall occurred in mode
vibration
N
T
T
T
N
N
T
T
T
T
noise
N
T
T
T
N
N
T
T
T
T
heat
N
N
N
N
N
N
N
N
N
N
smoke
_or_odo_
—T— -
__£i-— -
_J_—
i— ^— -
-2—~
N
M
M
M
H
- others: none, or use rating severity scale as defined (trace, moderate h«avv)
-vibration, noi.e, heat, .moke or odors Indicate source and character
B-30
-------
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Kawasaki KH-500 Date 4/Z7/77
Driver Kenneth Norman
Temp.
84°F
Barometer 29. 26
Motorcycle status Port liners + catalyst PTX 314
Cold start? X Hot start?
Assisting Technician Jim Boylan
Odometer reading 1140. 1
Initial start; Time 3_
Second start: Time 3
sec; Cranks
sec; Cranks
j Kicks J ; Choke 30 sec; Other
"; Kicks ; Choke ; Other'
Mode
j
3
4
6
7
9
10
11
12
idle
quality
Fair
____
«__-»
Good
Good
Good
stall
N
N
N
N
N
N
N
stumble
M
T
T
M
H
hesitation
—
N
N
N
N
N
backfire
N
N
N
N
N
N
N
N
N
surge
M
T
T
—
T
T
N
M
Btretchiness
-
T
T
T
-
T
N
M
vibration
N
N
N
N
N
T
T
noise
N
N
N
N
N
T
N
heat
N
N
N
N
N
N
N
smoke
or odor
T
T
T
N
T
T
T
T
RATINGS • idle quality: good, fair, or poor
- stall- number of times stall occurred in mode
- others- none, or use rating r-tverity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odorj indicate source and character
Notes plates on top of catalyst vibrate; motorcycle has lost some power since catalyst has been installed
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Kawasaki KH-500^
Driver Jim Boylan
Date 4/2S/77
Temp,
81°F
Barometer 29.24
Assisting TechnicianKenneth Norman
Motorcycle status Port liners + catalyst PTX 314
Cold start? x Hot s'art?
Odometer reading 1152. 6
Initial start: Time Z sec; Cranks _J ; Kicks 1 i Choke _X ; Other choke on 10 sec.
Second start; Time 2 sec; Cranks ; Kicks ; Choke ; Other
Mode
2
3
4
C
6
7
9
10
11
12
idle
quality
Good
Good
Good
stall
N
N
N
N
N
N
N
N
N
stumble
N
N
N
N
N
hesitation
N
N
N
...
MODERATE
TRACE
backfire
N
N
N
N
N
N
N
N
surge
N
N
N
—
N
N
N
N
stret chines s
N
N
N
...
MODERATE
N
TRACE
vibration
N
N
N
N
N
N
N
N
N
noise
N
N
N
N
N
N
N
N
N
heat
N
N
N
N
T
T
M
M
M '
smoke
OT odor
righl
cyl. mo<
right
mod.
T
T
T
T
T
All ~~~
mod
All
mod
RATINGS - idle quality: good, fair, or poor
- stall: number of times stall occurred in mode
- others' none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odors indicate source and character
Note: Heat from catalyst on ankles
# 10, motorcycle did not perform as well as it used to, did not have as much power in this mode
# 12, motorcycle acceleration good but not as well as before
B-31
-------
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motor cycle Kavasaki KH-500
Driver Ken Norman
Date 5/18/77
Temp. 75"F
Assisting Technician clay Siihler
Barometer 29.16
Motorcycle status catalyst + lean carbs * port liners Odometer reading 1199.1
Cold start? xX Hot start? !—
Initial start: Time 6 sec; Cranks - ; Kicks 3 ; Choke __x ; Other choke used 60 sec
Second start: Time 3 sec; Cranks ~ ; Kicks 1 ; Choke — ; Other ~
>tode
2
3
4
5
6
7
9
10
11
12
idle
quality
poor
fair
good
good
good
stall
2
N
N
N
N
N
N
stumble
H
T
H
hesitation
T
N
N
backfire
N
N
K
N
N
N
N
N
N
surge
H
H
H
H
M
N
H
stretchiness
M
M
M
M
N
M
vibration
N
N
N
M
N
N
N
N
N
N
noise
N
N
N
N
N
N
N
N
N
N
heat
N
N
N
N
N
N
N
N
N
N
smoke
or odor
M
M
M
T
T
N
N
N
N
«
- stall: number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
-vibration, noise, heat, smoke or odor: indicate source and character
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Kawasaki KH-500 Date 5/19/77 Temp S3-F
Driver Clay Suhler A««t«H-n T.<.v™«,.)>- ~T~
.. . ——r~—————————•—_—_—________ *n«iwng lecnnician K«n Norman
Co°ld°r6CtS Stat"'.' ""^r-rr8-* P°rt """ O-ometer reading _^74
Barometer 29.11
RATINGS - idle quality: good, fair, or poor
- stall: number of times stall occurred in mode
B-32
-------
Motorcycle Kawasaki KH-500
Driver Ken Norman
MOTOH CYCLE DRIVEABILITY EVALUATION FORM
Temp. 95°F
Pate 6/20/77
Assisting Technician
Barometer 29.21
Jinbo BoyIan
Motorcycle status Hew Catalyst + Port Llnera
Cold start? \S Hot start?
Odometer reading 1550.3
Initial start: Time 13 sec; Cranks
Second start: Time s sec; Cranks
i Kicks 4 ; Choke yX ; Other choke used for 30 sec
~; Kicks 2 ; Choke ; Other
Mode
2
3
4
5
t>
7
9
10
11
12
idle
quality
Poor
_—
____
Fair
Fair
Fair
stall
1
N
N
1
N
N
N
N
stumble
M
T
H
H
hesitation
• _ . _
T
H
H
T
T
backfire
H
N
N
N
N
N
M
N
N
N
surge
• - -.
T
M
T
M
H
N
H
stretchiness
_ . .
T
T
T
M
N
M
vibration
N
N
N
N
N
N
T
N
T
N
noise
N
N
N
N
N
N
N
N
N
heat
N
N
N
N
N
T
N
N
H
smoke
or odor
M
M
M
T
N
T
M
T
H
RATINGS - idle quality: good, fair, or poor
- stall: number of times stall occurred in mode
- others- none, or use rating severity scale as defined (trace, moderate, heavy)
. vibration, noise, heat, smoke or odor: indicate source and character
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Kawasaki KH-500
Driver Jim Boylan
Date 6/23/77
Temp.
76*F
Barometer 29.12
Motorcycle status
Cold start?
catalyst * Port liners + lean
Assisting Technician Ken Morman
Odometer reading 1566.3
Hot start?
Initial start: Time 30 sec; Cranks
Second start: Time 5 sec: Cranks
j Kicks 20 i Choke
"; Kicks 3 ? Choke
; Other
: Other '
choke for start
Mode
4
n -1
10
11
11
idle
quality
poor
••MHHI^^
fair
*^__^«—
good
good
good
stall
2
N
N
N
N
'
N
N
N
N
stumble
M
H
T
.
T
N
hesitation
u
H
K
T
T
backfire
N
N
N
N
N
H
N
H
N
K
surge
M
H
T
N
T
N
N
Stretchiness
H
H
H
T
H
T
vibration
N
N
N
N
N
N
N
H
N
N
noise
N
N
N
N
N
N
N
K
N
K
heat
N
N
N
N
T
N
H
T
T
T
or odor
M
T
T
T
T
N
T
T
N
T
RATINGS - idle quality: good, fair, or poor
- stall- number of times stall occurred in mode
- olners n"ne. or use rating severity scale a. defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicaJt«.•ource and character
«ote, Performance improves as n» is increased heat from catalyst
B-33
-------
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Kawasaki KH-500
Driver Jim Boylan
Date 7/1/77
Temp.
94 "F
Barometer 29.25
Assisting Technician Rick Emmert
Motorcycle status catalyst + port liners + lean + air Odometer reading 1575.7
Cold start? (X
Initial start: Time
Second start: Time
Hot start?
_ sec; Cranks
sec; Cranks
Kicks
Kicks '
Choke
Choke '
_; Other
~; Other
choke for start
Mode
2
3
4
5
b
7
9
10
a
u
idle
quality
poor
: —
fair
good
good
good
stall
N
N
N
N
N
N
N
N
H
stumble
T
T
T
H
T
hesitation
T
T
N
H
T
backfire
N
N
N'
H
N
N
N
H
N
N
surge
T
T
T
T
H
N
T
stretchiness
N
T
T
M
N
1
vibration
N
N
N
N
N
N
N
N
N
N
noise
N
N
N
H
N
N
N
N
N
N
heat
N
H
N
T
T
T
H
M
M
H
stnok«
or odor
H
M
H
T
T
N
T
M
T
T
- stall: number of times stall occurred in mode
• others: none, or use rating severity scale as defined (trace, moderate h«*vy)
." I I T*. *? ' heatl Smoke or odor: ladic«* """ire* and character
•
Motorcycle Kawasaki KH"500
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Terms. 91°F
Date 7/5/77
Barometer 29-23
Driver- Ken Norman
Motorcycle st
Cold start?
Initial start:
Second start:
atus
\/~
Time
Time
Assisting T echnvclan
catalyst + port liners + lean + air
5
2
Hot start?
sec; Cranks
sec; Cranks,
; Kicks 2
; Kicks i
Jim Boylan
Odometer reading 1S91.5
__; Choke
; Choke
; Other choke to start
; Other , . . ._
Mode
Z
3
4
.5
6
7
9
1.0
11
12
idle
quality
fair
: —
— ,
good
good
good
good
stall
1
N
B
H
N
N
N
H
N
stumble
H
H
M
H
T
hesitation
H
M
T
T
N
backfire
N
N
N"
N
N
H
H
H
N
N
surge
H
M
H
H
H
N
H
stretchiness
H
W
Vf
H
N
T
vibration
N
N
N
H
N
N'
«
N
N
N
noise'
N
N
N
N
N
N
N
N
N
N
heat
N
N
N
M
•«
N
13
N
M
N
gmokej ,
or_odorj.
- v;
T
T ^ '
T ;
N
N
T
T .
T
T
-stall: number of times stall occurred in mode
-others: none, or use rating severity scale w defined (trace, moderate, heavy!
- vibration, noise, heat, smoke or odor: indicate source and character
B-34
-------
MOTORCYCLE DHIVEABILITY EVALUATION FORM
Temp. 69"
Motorcycle Kawasaki KE 175 Date 12-16-76
Driver Tom Assisting Technician _Ken
Motorcycle status Stock
Cold start?
Barometer 29.37
X 75°F
Initial start: Time 1_
Second start: Time 1
Hot start?
sec; Cranks
sec; Cranks
Odometer reading 981.8
; Kicks
; Kicks
JLJ Choke _* ! Other choke for 10
1 ; Choke ; Other
Mode
2
3
4
5
6
7
9
10
n
12
idle
quality
GOOD
GOOD
GOOD
GOOD
GOOD
stall
N
N
N
N
N
N
stumble
N
N
N
N
N
hesitation
N
N
N
N
backfire
N
N
N
N
N
N
surge
N
N
N
N
N
N
N
stretchiness
N
N
N
N
N
N
B
vibration
M
M
M
M
M
M
M
M
M
noise
M
M
M
M
M
M
M
M
M
A
heat
T
T
T
T
T
T
T
T
T
smoke
or odor
T
T
T
T
T
T
T
T
T
T
RATINGS - idle quality: good, fair, or poor
- stall: number of times stall o :curred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
A - exhaust pipe routed by leg
'B - does not include vibration from tires
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Kawasaki KE 175 Date 12-20-76 Temp. 52°F
Driver Jimbo Assisting Technician _Ken_
Motorcycle status Stock
Cold start? X 72°F
Barometer 29.46
Odometer reading
Initial start: Time 5
Second start: Time 1
Hot start?
sec; Cranks
'sec; Cranks
; Kicks
"; Kicks '
_! Choke x ; Other choke on for 15 sec.
~; Choke ; Other
Mode
2
3
4
5
6
7
9
10
11
12
idle
quality
«^_^_
GOOD
GOOD
GOOD
GOOD
stall
N
N
N
N
N
N
N
N
stumble
T
T
N
N
N
hesitation
N
N
N
T
N
backfire
N
N
N
N
N
N
N
N
N
N
surge
N
N
N
N
N
N
N
stretchiness
N
T
N
N
N
N
vibration
T
T
T
T
T
N
T
T
M
T
noise
N
T
T
T
N
N
T
T
N
M
heat
N
N
N
N
N
N
N
N
N
N
smoke
or odor
T
T
T
T
T
N
T
T
T
M
RATINGS - idle quality: good, fair, or poor
- stall: number of times stall occurred in mode ..„••- . , u ,
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
B-35
-------
MOTORCYCLE DR1VEABILITY EVALUATION FORM
Motorcycle Kawasaki KE 175 Date 4/8/77
Driver Jim Boylan
Temp. 84"
Barometer 29. -40
Motorcycle status Rotary valve 20° added
Cold start? x Hot start?
Assisting TechniciarKenneth Norman
Odometer reading 1061.
Initial start: Time 3
Second start: Time ~I~
see; Cranks
sec; Cranks
; Kick*
~; Kicks
; Choke x_
"; Choke
; Other choke on for 15 gee.
"; Other
Mode
Z
3
4
5
fc
7
9
10
11
u
idle
quality
— — —
. —
Good
Good
Good
stall
N
N
N
N
N
N
N
N
stumble
. _ _
N
N
N
- -
N
N
hesitation
T
T
T
N
N
backfire
N
N
N
N
N
N
surge
. - -
N
N
N
N
N
N
etretchiness
T
T
T
N
T
vibration
T
T
T
T
N
N
M
T
H
noise
N
N
N
N
N
N
N
N
N
heat
N
N
N
N
N
N
T
T
T
smoke
or odor
H
H
M
M
H
M
H
RATINGS - idle quality: good, fair, or poor
- stall: number o£ times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
Note: heat on right thigh; engine vibration noted, stretchiness noted at higher speeds
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Barometer 29.28_
Motorcycle Kawasaki KE-175
Driver K«oneth korman
Motorcycle status Rotary valve 1C 10° before stock
Cold start? x Hot start?
Date 4/25/77 Temp. 76"F
Assisting Technician
Odometer reading 109Z.O
Initial start: Time 5 sec; Cranks
Second start: Time 1 sec; Cranks
_; Kicks I ; Choke x ; other choke used 30 see.
j Kicks 1 ; Choke ; Other
Mode
Z
3
4
5
&
7
9
10
11
U
idle
quality
Poor
— — —
. — : —
Good
Good
Good
Good
stall
1
N
N
N
N
N
N
N
N
stumble
M
T
N
...
N
N
hesitation
N
N
N
---
N .
N
backfire
N
N
N
N
N
N
N
N
N
surge
_
T
T
N
N
N
N
N
stretchiness
M
M
N
N
N
N
vibration
N •
N
T
T
N
N
M
T
T
M
noise
N
N
, N
N
N
N
N
N
N
heat
N
N
N
N
N
N
N
N
N
N
smoke
or odor
H
H
M
M
T
N
T
M ,
T
M :
- stall: number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odors indicate source and character
B-36
-------
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Kawasaki KE-175
Driver Clay Suhler
Motorcycle statue lean carb + stock rotary valve
Cold start? tX" Hot start?
Date 5/17/77 Temp. 76°F Barometer 29.17
Assisting Technician Ken Norman
Odometer reading 1107.9
Initial start: Time
Second start: Time
60 sec; Cranks
5 sec; Cranks
j Kicks 6 ; Choke x ; Other
; Kicks ; Choke ; Other
choke used 60 sec
Mode
2
3
4
5
6
7
9
10
.1
12
idle
quality
good
stall
N
N
N
N
N
N
stumble
-
N
N
N
N
N
hesitation
- • -
N
, N
N
N
N
backfire
N
N
N
N
N
N
surge
N
N
N
N
N
N
stretchiness
M
N
N
N
N
N
vibration
T
N
N
N
N
N
noise
N
N
N
N
N
N
heat
N
N
N
N
N
N
smoke
or odor
T
T
T
T
M
N
M
RATINGS - idle quality: good, fair, or poor
- stall: number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Kawasafci KE-175 Date 5/19/77 Temp. B3-F Barometer
°™ y -- Assisting Technician clay Suhler
Odometer reading .1137.5
Mn^^^y^i. -f*t.i. _ lean carb + stock rotary valve
Cold start? v^ Hot start? _____ .
Initial start: Time ___ sec; Cranks _.___? Kicks _|__; Choke ____; Other __^_e_use__lo_sec_
Second start: Time ^3^ sec; Cranks - ; Kick. _1__; Choke ______ Other
Mode
9
10
12
idle
quality
poor
••W^HB^M
fair
good
stall
N
N
N
N
N
N
N
N
stumble
T
N
N
N
N
hesitation
N
N
N
N
N
backfire
N
N
N
N
N
N
N
N
N
N
surge
T
T
N
N
N
N
N
stretchiness
T
N
N
- -
N
N
N
vibration
N
N
N
N
N
N
N
N
N •
N
noise
N
N
N
N
N
N
N
N
N
N
heat
N
N
N
N
N
N
N
N
N
N
or odor
M
M
T
T
T
N
M
M
N
M
RATINGS - idle quality: good, fair, or poor
B-37
-------
MOT<"-> CYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Kawasaki KE-175
Driver Jim Boy Ian
Date 7-5-77
Temp. 91 °F
Barometer 29.23
Motorcycle status Lean -f 1/2 catalyst + Air 0533
Cold start? x Hot atari?
Assisting Technician Ken uoncian
Odometer reading 1153.5
Initial start: Time 5 sec; Cranks
Second start: Time 2 sec; Cranks
_; Kicks 2 ; Choke
~ Kicks 1 ; Choke
! Other Choke to start
"; Other
•tode
2
3
4
<3
b
7
9
10
IZ
idle
quality
Poor
— - —
Good
Good
Good
stall
N
N
N
N
N
N
N
stumble
— — —
N
N
T
N
hesitation
M
T
T
T
backfire
N
N
N
N
N
N
N
N
N
surge
N
N
N
T
N
N
N
stretchiness
M
M
T
T
N
T
vibration
N
N
N
N
N
N
T
N
N
T
noise
N
N
N
N
N
N
M
N
N
T
heat
N
T
T
H
N
N
H
H
H
H
smoke
or odor
K
T
T
T
N
N
N
T
- stall: number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
u - ,",iv fUtm> n?ise' heat- "moke or odor: indicate source and character
Note: vibration + noise caused by heat shield on catalyst
Heat from catalyst
MOTORCYCLE E£rVEAB!Ll'fY EVALUAfION FORM
Motorcycle^ Kawasaki KE-175, Date 7/6/77
Driver Ken Wgrnan , '
Motorcycle status Lean + X/2 catalyst.
Cold start? X ~~'
Ternp.
_ Hot start?
Initial start: time _7 sec; Cranks
Second start: Time _2 sec; Cranks
Assisting Technician Jim soyiari
' Odometer reading 1170.1
Barometer
0531
_; Kicks _4 • Choke
_; Ricks 1 ; Choke
j Other ^Choke to start
i Other
RATINGS - idle quality! good. fair, or poor
- stall: number of times stall occurred in mode
B-38
-------
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Kawasaki KE-175
Driver Jin Boy Ian
Date 7/27/77
Temp. B3°F
Barometer 29.25
Assisting Technician Ken Norman
Motorcycle status Lean + 1/2 Catalyst + Mr 1033
Cold start? X Hot start?
Odometer reading 1186.3
Initial start: Time
Second start: Time
_5 sec; Cranks
3 sec; Cranks
Kicks
Kicks '
; Choke
"j Choke
; Other Choke to start
~; Other ~~~~~
Mode
2
3
4
5
6
7
9
10
11
12
idle
quality
Poor
Good
Good
Good
Good
stall
N
N
N
N
N
N
N
N
stumble
\
T
T
T
N
hesitation
—
T
T
T
N
backfire
N
N
N
N
N
surge
-
N
N
N
N
N
stretchiness
- -
T
T
T
N
T
vibration
T
T
T
T
T
T
noise
T
T
T
T
T
T
heat
H
M
H
H
H
H
smoke
or odor
M
M
T
T
T
T
RATINGS - idle quality: good, fair, or poor
- stall: number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
Note: Vibration and noise noted from catalyst shield
Heat from catalyst
Motorcycle TS-100
Driver Tom
MOTORCYCLE DRIVEABILITY EVALUATION FORM
76 Barometer 29. 38
Date 12-16-76 Temp.
Assisting Technician
Motorcycle status Stock
Cold start? X Hot start?
Odometer reading 954.8 - 957. 1
Initial start: Time 2 sec; Cranks
Second start: Time 1 sec; Cranks
; Kicks 1 ; Choke X ; Other choke for start
"; Kicks 1 ! Choke ; Other
Mode
9
11
12
idle
quality
GOOD
GOOD
_-__
GOOD
GOOD
GOOD
stall
N
N
N
N
N
N
N
N
N
stumble
— •
N
N
N
.
N
• i "•
N
hesitation
_
N
N
N
N
N
backfire
N
N
N
N
N
N
N
N
N
N
surge
N
N
N
N
N
N
N
Btretchiness
N
N
N
N
N
N
vibration
M
M
M
M
M
M
M
M
M
. M
noise
M
M
M
M
M
M
M
M
M
M
heat
N
N
N
N
N
N
N
N
N
N
or odor
M
M
M
M
M
M
M
M
M
M
RATINGS - idle quality: good, fair, or poor
B-39
-------
MOTC -ir.;.,E tJRIVEABILITY EVALUATION FORM
Suzuki TS 100
Jimbo
Motor C'
Driver
Motorcycle status Stock
Cold start? 7Z°
Date ]. - 10-77
Temp. 30
Assisting Technician Ken
Barometer 29.55
Hot start?
Odometer reading 979. q
Initial start: Time 10 sec; Cranks
Second start: Time 1 sec; Cranks
_! Kicks 15 ; Choke JC ; Other choke for IS sec.
; Kicks 1 ; Choke ; Other ~
Mode
2
3
4
5
6
7
9
10
11
u
idle
quality
GOOD
GOOD
GOOD
GOOD
GOOD
stall
N
N
N
N
N
N
N
stumble
N
N
N
N
N
hesitation
N
N -
backfire
N
N
N
N
N
N
N
N
N
N
surge
N
N
N
N
N
N
N
stretchiness
N
T
T
T
N
T
vibration
T
T
M
M
T
N
N
M
T
M
noise
T
T
T
T
T
N
N
T
N
M
heat
N
N
N
N
N
N
N
N
N
N
smoke
or odor
H
M
T
T
T
N
T
T
T
T
- stall: number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle .Suzuki TS-IOO
Ken. Noraan
Date 6/1/77
Temp.
BO°F
Assisting Technician Jin Boylan
Barometer 29.20
Motorcycle stttus rotary valve modification, 10° advance ICOdometer reading 1079.B
Cold start? ./ Hot start?
Initial start: Time 4 sec; Cranks -- ; Kicks 2 ; Choke X ; Other choke for 20 sec
Second start: Time 1 sec; Cranks — ; Kicks 1 ; Choke —"; Other
Ac/At
2
3
4
5
6
7
9
10
11
IE
idle
quality
fair
— - —
-
good
good
good
good
stall
N
N
N
N
N
N
N-
N
stumble
T
N
T
M
Hesitation
N
N
N
H
backfire
N
t)
N
N
t)
N
K
H
It
surge
T
T
T
H
H
K
stretchiness
T
1
H
H
N
M
vibration
N
N
N
L N
N
N
N
N
M
N
noise
K
N
N
N
N
N
t)
N
N
N
heat
N
N
N
N
N
H
N
H
N
N
smoke
or odor
H
M
H
«
T
N
M
H
K
RATINGS - idle quality: good, fair, or poor
- stall: number of timee stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavyl
-vibration, noise, heat, smoke or odor: indicate source and character
Note, No. 12 misses and loses power at WOT, begins to accelerate again just below WOT
B-40
-------
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle
Driver Jimbo Boylan
Su/.uki TS 100
Date 6/11/77
Temp.
Barometer 29.09
AesiEting Technician Ken Norman
Motorcycle status
Cold start? \/
Lean Garb. GDI Ignition
Odometer reading 1112.7
Hot start?
Initial start: Time 5 sec; Cranks ; Kicks
Second start: Time 2 sec; Cranks ; Kicks
; Choke * : Other choke used for 30 sec.
~; Choke n/a ; Other
Mode
2
3
4
5
6
7
9
10
11
12
idle
quality
^__^
Good
Good
Good
stall
N
N
N
N
N
N
N
stumble
N
N
N
N
N
hesitation
—
M
T
T
N
N
backfire
N
N
N
N
N
N
N
N
N
surge
N
N
N
N
N
N
N
stretchiness
- -
M
T
T
N
N
T
vibration
N
M
N
N
N
T
N
N
M
noise
N
N
N
N
N
N
N
heat
N
N
N
N
N
N
N
smoke
or odor
1
M
M
M
H
T
H
RATINGS - idle quality: good, fair, or poor
- stall- number of times stall occurred in mode
- others- none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Suzuki TS-100
Driver Ken Norman
Date
6/13/77
Temp. loo'F
Motorcycle status .GDI s Lea" Carb
Cold start? V
Hot start?
Assisting Technician jimbo Boylan
Odometer reading 1125.5
Barometer 29.16
Initial start: Time . 10 sec; Cranks ; Kicks * ; Choke V ! Other Choice used intermittently for 45 sec.
Second start: Time 3 sec; Cranks ; Kicks 2 i Choke — ; Other
Mode
2
3
4
5
6
7
9
10
11
12
idle
quality
Poor
^____
__^_
__^__
Good
Good
Good
stall
1
N
N
K
K
N
N
N
stumble
H
M
T
1
T
~
T
hesitation
H
T
N
H
N
backfire
N
N
N
N
N
N
N
H
N
surge
K
H
T
T
T
N
T
stretchiness
H
H
T
T
T
vibration
N
K
H
N
N
N
H
noise
N
N
N
N
N
N
N
N
N
heat
N
N
N
N
N
N
N
N
N
smoke
or odor
M
M
M
M
M
M
M
M
RATINGS - idle quality: good, fair, or poor
- stall: number of times stall occurred in mode
- others' none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
B-41
-------
MOTO^.CY LE DRIVEABILITY EVALUATION FORM
Date 8/30/77
Motor : ;c\e Suzuki TS-1QO
Driver Ken ••<•
Motorcycle status Lean + GDI + Catalyst + Alt
Cold start? X
Temp. 95°
Assisting Technician Jim Bovlan
Barometer 29.06
Hot start?
Odometer reading
Initial start: Time 3. sec; Cranks ; Kicks 3 i Choke X ; Other choke - 15 sec.
Second start: Time i sec; Cranks ; Kicks 1 ; Choke ; Other
Mode
2
3
4
5
6
7
9
10
12
idle
quality
POOR
GOOD
GOOD
GOOD
stall
1
N
H
H
N
N
stumble
H
M
H
M
hesitation
M
T
N
N
backfire
N
N
N
N
N
N
N
N
H
surge
M
M
M
M
M
M
M
stret chines s
M
T
T
T
T
T
vibration
T
T
T
T
T
N
T
T
T
T
noise
M
H
M
M
M
N
H ,
M
H
M
heat
N
M
N
N
M
N
T
N
N
N
smoke
or odor
H
H
M
T
N
N
T
T
T
T
- stall: number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
NOTE: Vibration and noise from pump
MOTORCYCLE DRIVEABILITY EVALUATION FOKM
Motorcycle Suzuki TS-100
Driver Jim Bovlan
Date 8/31/77
Motorcycle status Lean* GDI + Catalyst + Air
Cold start? x Hot start?
Temp. 88°
Assisting Technician Ken
Barometer
Odometer reading liso.o
Initial start: Time
Second start: Time
sec; Cranks
sec; Cranks
_; Kicks
; Kicks
3 ; Choke x
1 ; Choke
; Other Chofce - 30 sec.
; Other ~~
Mode
Z
3
4
5
6
7
9
10
11
12
idle
quality
POOR
GOOD
GOOD
GOOD
GOOD
stall
N
N
N
N
N
N
N
N
u
stumble
TT—
H
M
T
N
T
hesitation
H
M
T
N
T
backfire
N
N
M
N
N
N
N
N
N
N
surge
„
H
H
T
-
N
N
N
H
stretchiness
H
M
T
N
N
T
vibration
T
T
T
T
T
T
T
noise
— *-
T
,
T
M
M
H
heat
M
H
M
N
N
N
N
N
•!— 1
T _
H
w _J
N __
T
N _
T _
RATINGS - idle quality: good, fair, or poor
- stall: number of times stall occurred in mode
- others: none, or use rating sererity scale as defined {trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
NOTE: Vibration and. noise from pump
WOT unacceptable, 3/4 throttle OK
-------
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Suzuki GT 750
Driver Ken
Date U-16-76
Temp. 69°
Barometer 29.38
Assisting Technician Jimbo
Motorcycle status stock
Cold start? 76°F
Odometer reading 943. 2
Hot start?
Initial start: Time
Second start: Time
10 sec; Cranks 2 ; Kicks
2 sec; Cranks 1 ; Kicks
_; Choke X ; Other choke for start and 10 nee, warm up
; Choke ; Other
Mode
2
3
4
5
6
7
9
10
U
U
idle
quality
GOOD
.
.
GOOD
GOOD
FAIR
FAIR
stall
N
N
N
N
N
N
N
N
N
stumble
N
N
N
M
—
N
hesitation
N
N
N
N
N
backfire
N
N
N
N
N
N
N
N
N
surge
M
M
M
N
T
N
stretchiness
N
N
N
N
N
vibration
M
M
M
M
M
M
M
M
N
noise
M
T
T
T
T
T
T
T
T
heat
N
N
N
N
N
N
N
N
N
smoke
or odor
M
M
M
M
M
N
N
N
N
RATINGS - idle quality: good, fair, or poor
- stall: number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
MOTORCYCLE DRIVEABILITY EVALUATION FORM
" Y-'y SUZUKI GT 750
Driver Ji mbj
Date 12-20-76
Temp. 48°
Barometer 29.45,
Assisting Technician Ken
Motorcycle status Stock __
Cold start? X 7Q°F Hot start?
Initial start: Time _2_ sec; Cranks J ! Kicks
Second start: Time 2 sec; Cranks J . Kicks
Odometer reading 957. 1
; Choke X ! Other choke for start only,,
'; Choke ! Other
B-43
-------
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Suzuki GT 750
Driver Ken Norman
Date 2-8-77
Motorcycle status ie). gt-oP ™nt-r.vi . lean carb.s + CD!
Cold start? x 72* Hot start?
Temp. 62*
Assisting Technician Jim
Barometer 29.00
Odometer reading 1050.5
Initial start: Time
Second start: Time
_5 sec; Cranks 3 see i Kicks
2 sec; Cranks 2 sec ; Kicks
J Choke _jj ; Other choka to
; Choke — ; Other
vtode
Z
3
4
5
6
7
9
10
11
U
idle
quality
Good
Good
Good
Good
Good
stall
N
N
N
N
N
N
N
N
N
stumble
N
N
N
T
T
hesitation
N
N
N
N
N
backfire
N
N
N
N
N
N
N
N
«
N
surge
N
N
N
N
T
T
stretchiness
T
N
N
N
N
vibration
N
N
N
N
T
T
noise
N
N
N
N
N
heat
N
N
N
M
N
smoke
or odor
N
T
T
N
T
T
- stall: number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle s"2"*i
Driver
Date 2-11-77
Temp.
Jlm
Motorcycle status 1st step control, lean carb.s + GDI
Cold start? X-76' Hot start?
Assisting Technician Kfn
Barometer
29-20
Odometer reading
Initial start: Time
Second start: Time
sec; Cranks 2
sec; Cranks 1
; Kicks
; Kicks
; Choke X ; Other choke for atart only
; Choke ; Other
Mode
2
3
4
5
6
7
9
10
11
IZ
idle
quality
Good
Good
stall
N
N
N
N
N
stumble
H
N
N
N
N
hesitation
T
T
M
H
N
backfire
N
N
N
M
K
H
N
N
surge
N
H
M
N
N
N
stretchiness
N
N
H
H
N
H
vibration
N
T
T
N
T
T
1
T
noise
M
N
N
,
N
N
N
N
T
heat
N
N
H
„
K
N
H
N
K
smoke
or odor
H
1
__!—
T
T
T
T _
T
T _
RATINGS • idle quality: good, fair, or poor
- stall; number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration, noise, heat, smoke or odor: indicate source and character
B-44
-------
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Suzuki GT-750
Driver Jim Boylan
Date 8/1/77
Temp. 83°F
Barometer 29.27
Assisting Technician Ken Norman
Motorcycle status GDI + Lean Carb. + Catalyst + Air
Cold start? x Hot start?
Initial start: Time 5 sec; Cranks j Kicks _
Second start: Time 2 sec; Cranks j Kicks
Odometer reading 1170.1
; Choke X ; Other Choke used for start
~; Choke ; Other ~~~~~~~~~~~_
Mode
2
3
4
5
6
7
9
10
11
12
idle
quality
Fair
_____
i
Good
Good
Good
stall
N
N
N
N
N
N
N
N
stumble
-
N
T
N
T
N
hesitation
T
T
T
T
T
backfire
N
N
N
N
N
N
N
surge
N
T
N
. . _
N
N
N
stretchiness
T
T
N
T
N
T
vibration
T
T
T
N
N
T
T
T
noise
T
T
T
N
N
T
T
T
heat
N
N
N
T
M
M
II
M
M
smoke
or odor
T
T
T
T
N
T
T
T
RATINGS - idle quality: good, fair, or poor
- stall: number of times stall occurred in mode
- others: none, or use rating severity scale as defined (trace, moderate, heavy)
- vibration noise, heat, smoke or odor: indicate source and character
Note: vibration and 'noise caused by insecure exhaust pipes following catalyst addition
MOTORCYCLE DRIVEABILITY EVALUATION FORM
Motorcycle Suzuki GT-7SO__ Dat« 8/3/77
Driver Ken Norman
Temp. 9ST
Metorevele status GDI + Lean Carb. + Catalyst + Air
Cold start? x . Hot start? _
Assisting T«chnician Jim Boylan
Barometer 29.07
Odometer reading 1183.1
Initial start: Time 4
Second start: Time 2
sec; Cranks
' sec; Cranks
; Kicks
"j Kicks
; Choke X ; Other Choke used for start
"; Choke ; Other
Mode
4
_6
_9
10
11
12
idle
quality
Good
stall
N
N
N
stumble
v
T
N
N
.
hesitation
N
N
.
backfire
N
N
N
N
N
N
N
N
N
N
surge
N
N
N
....
N
N
N
T
stretchiness
_
T
N
N
...
N
N
N
vibration
T
N
N
N
N
N
N
N
N
N
noise
N
N
N
N
N
N
N
N
N
N
heat
N
N
N
N
N
N
N
N
N
N
smoke
or odor
T
T
T
N
N
N
N
N
N
N
RATINGS - idle quality: good, fair, or poor
- stall: number of times stall occurred in mode
B-45
-------
APPENDIX C
INFLUENCE OF VALVE OVERLAP ON HYDROCARBON EMISSION
-------
At the request of the Project Officer, a brief investigation was conducted
into the effects of valve timing (notably overlap) on hydrocarbon emissions from
4-stroke engines. One reference was found which touches on the subject, the
salient portions of it have been copied and appear in this Appendix. Although
the analysis of the data in this reference is useful, it does not really point
out that the phenomenon shown in Figure 16 probably resulted from misfire. De-
crease in overlap probably decreased charge dilution, permitting reliable ig-
nition at leaner fuel-air ratios.
Existing valve timing was determined for three of the four reciprocating
4-stroke engine equipped test bikes, and it is tabulated below with overlap
and with HC baseline emissions. Normal overlap schedules for automobile en-
gines are 20° to 30°. It appears from these very limited data that overlap
in itself does not have a very strong effect on HC emissions based on reduc-
tions in HC from FTPs to FETs as a function of overlap. If overlap had a very
strong effect, it would be expected that a larger percentage difference in HC
would occur when comparing FTP and FET emissions for a bike with high overlap.
Percentage differences for the below three bikes are almost equal, however.
FET hydrocarbons were 25.6 percent of FTP hydrocarbons for the KZ-900, compared
to 23.0 percent for the GL-1000 and 27.9 percent for the CB-360T. It appears
that this overlap variable, taken alone, would not make a useful modification
for use in this program due to doubt about the significance of its effect.
Motorcycle
Kawasaki KZ-900
Honda GL-1000
Honda CB-360T
Intake Valve
Timing
Opens ,
°BTDC
30
5
5
Closes,
°ABDC
70
50
40
Exhaust Valve
Timinq
Opens ,
°BBDC
70
50
40
Closes,
°ATDC
30
5
5
"Overlap
60
10
10
HC, <
FTP
3.28
2.78
2.58
•L/km- —
FET
0.84
0.64
0.72
C-2
-------
212
4-fcfcC.
D. F. HAGEN AND G. W. HOLIDAY
it a constant air-fuel ratio, the direct application of spark
retarding to vehicle operation can produce different results.
The increased throttle opening required with retarded spark
increases the intake manifold pressure which, when it reaches
a certain value, opens the carburetor power valve, supply-
ing a richer fuel-air mixture to the engine. This richer mix-
ture would increase carbon monoxide concentrations.
EXHAUST BACK PRESSURE
Engine C, a 352 C.I.D. V-8, was used to investigate the
effect of increasing exhaust back pressure on hydrocarbon
and carbon monoxide concentrations. This engine was tested
at constant air-fuel ratios and spark settings at the following
conditions: 1500 rpm at a constant, 25f/o full-throttle setting
to give 20 OBHP at 0 in. Hg back pressure, and at 2500 rpm
with constant 25, 75, and lOO^o full-throttle settings to give
34, 96, and 132 OBHP. respectively, at 0 in. Hg back pressure.
Fig. 14 shows that a restriction in the tailpipe to increase
the exhaust back pressure to 8 in. Hg above atmospheric
pressure had little effect on hydrocarbon concentrations. En-
gine power however was reduced with increasing back pres-
sure at all test conditions. A maximum power loss of &%>
occurred from 0 to 7.8 in. Hg back pressure at wide-open-
throttle.
The exhaust back pressures which would be imposed on
the engine by a standard vehicle exhaust system at the dif-
ferent test conditions are noted in Fig. 14.
Fig. 15 shows carbon monoxide concentrations to be gen-
erally- unaffected by exhaust back pressure increase for this
constant-throttle testing.
Had this evaluation been run at constant power, emission
of hydrocarbon and carbon monoxide in pounds per hour
would have increased with increasing exhaust back pressure
at most of the test conditions due to the increase in engine
airflow requirement.
VALVE OVERLAP
The effect of valve overlap changes on hydrocarbon and
carbon monoxide concentrations was evaluated during en-
gine idle operation. Concentrations during this condition
are higher than at any other engine condition, with the ex-
ception of deceleration. The valve overlap built into en-
ENGINEC-552 C.I.D.
O 1500 RPM 13.9:1 A/F, 1/4 THROTTLE
A 25OO RPM 133:1 A/F IM THROTTLE
B 2SOORPM 11.9:1 A/F 3/4 THROTTLE
• 2500 RPM II.KIA/F WOT
4 NORMAL EXHAUST SYSTEM
BACK PRESSURE
j 4 5 6 r
EXHAUST BACK PRESSURE - INCHES HG.
Fig. 14 - Effect of exhaust back pressure on
exhaust gas hydrocarbon concentrations
•Fig. 15 - Effect of exhaust back pressure on ex-
haust gas carbon monoxide concentrations
ENGINE C-S52C.I.D.
1500 RPM, 13.9:1 A/F
1/4 THROTTLE
A 2500 RPM,13.91 A/F
1/4 THROTTLE
ZSOO RPM, 11.5=1 A/F
3/4 THROTTLE
3456
EXHAUST BACK PRESSURE-INCHES HG.
C-3
-------
EXHAUST EMISSIONS
213
,;«.<_» to improve breathing at high engine speeds contributes
to the high concentration levels. The effect of air-fuel ratio
on hjdrocarbon and carbon monoxide concentrations at vari-
ous valve overlap settings was studied on engine B, a 292
CID, V-8.
Engine B was selected because it had mechanical valve
lifters which made it possible to adjust the intake and ex-
haust valve lash to obtain valve overlap settings of 36, 20
(standard), 2, and -3 crankshaft degress. The valve lash
change also changed the total number of crankshaft degrees
that each valve remained open, and it is not known if this
may have influenced the results obtained.
Decreasing the number of degrees during which the intake
and exhaust valves are open simultaneously (valve overlap)
decreases exhaust gas dilution of the incoming fuel-air mix-
ture. The resulting improvement in the quality of combus-
tion should reduce the hydrocarbon concentration.
Fig. 16 shows the effect of air-fuel ratio on hydrocarbon
concentration at idle for the valve overlap settings tested.
At the 15:1 air-fuel ratio test condition, hydrocarbon con-
centrations were decreased considerably as valve overlap
was reduced. These curves show that decreasing the valve
overlap allows the engine to operate at leaner air-fuel ratios
during idle with little change in hydrocarbon concentrations.
By reduced overlap at idle, the carburetor operating speci-
fication limits (as shown in Fig. 16) might be changed to en-
compass leaner air-fuel ratios. This change would result in
lower carbon monoxide concentrations at idle with little
change in hydrocarbon concentration..
Fig. 17 shows that carbon monoxide concentrations were
not affected by valve overlap change at any given air-fuel
rauo setting. This figure also illustrates the amount of con-
EHWH8-2MC.I.O.
* »•• minjtr I
_ B 20- OVCIH.V I
• >• OUEDUiP |
— • -»• OVMLW _|
AU. Off* »T CMIttMr 1.0*0
K> II 12 IS 14 IS 1C IT la 19 20
AIM FUEL RATIO
Fig. 16 - Effect of air-fuel ratio on exhaust gas hydrocar-
bon concentrations at idle for valve overlap settings of 36
deg, 20 deg (standard). 2 and -3 deg
centration decrease that could be obtained by changing the
carburetor specifications to leaner air-fuel ratios.
It should be noted here that any decrease in valve over-
lap from the standard setting will also affect the volumetric
efficiency of the engine at higher speeds.
Since reduced valve overlap decreases hydrocarbon con-
centration at idle by decreasing exhaust gas dilution and
improving the quality of combustion, the same effect should
also be obtained during deceleration where exhaust gas dilu-
tion is more severe. During deceleration, intake manifold
pressures are much lower than at idle, and there is a greater
cross-now of exhaust gas from the exhaust manifold to the
intake manifold.
COMBUSTION CHAMBER DEPOSITS
A single-cylinder Waukestoa engine was cleaned of de-
posits from previous tests and was then run for 161 hr (equiv-
alent of 5000 miles of vehicle operation) at 2000 rpm p«l
throttle to determine the effect of combustion chamber de-
posits on exhaust emissions. A standard engine dynamometer
testing fuel (A) was used. (See Appendix B.) This engine
was evaluated for exhaust gas hydrocarbon and carbon mon-
oxide concentrations at approximate 15-hr intervals at a
2000-rpm, part-throttle condition and at a 1200-rpro. w'de"
open-throttle condition.
Fig. 18 shows that hydrocarbon concentration increased
considerably at both part throttle and full throttle with in-
creasing hours of engine operation. At the end of 161 hr of
operation, the engine was again cleaned of deposits and re-
evaluated at the same throttle openings. Hydrocarbon con-
centration was at the initial levels or below.
Fig. 19 shows that carbon monoxide concentrations were
affected very little as engine operating hours increased, (No
evaluation of carbon monoxide concentrations was made
following removal of deposits after 161 hr.)
ENGINE B-ZIZC.I.D
I* (5 It 17
All* FUEL RATIO
Fig. 17 - Effect of air-fuel ratio on exhaust gas carbon
monoxide concentrations at idle for valve overlap setting*
of 36 deg. 20 deg (standard).2 and -3 deg. Engine B
C-4
-------
APPENDIX D
RESULTS FROM STEADY-STATES FOLLOWED BY
RESULTS FROM FTP AND FET TESTS CONDUCTED ON:
Motorcycle Page
Honda CB-360 D-2 to D-23
Kawasaki KZ-900 D-24 to D-62
Honda XL-125 D-63 to D-91
Suzuki RE-5 D-92 to D-103
Honda GL-1000 D-104 to D-118
Yamaha RD-400 D-119 to D-129
Kawasaki KH-500 D-130 to D-157
Kawasaki KE-175 D-158 to D-185
Suzuki TS-100 D-186 to D-206
Suzuki GT-750 D-207 to D-222
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE CB 360 T
Date 1/20/77
Sequence CBS-1 Baseline w/ modified exhaust pipes
Condition
Speed,
mi/hr
Idle
20
30
40
50
~60
Idle
Notes:
Gear
N
2
3
4
5
5
N
Engine
rpm
1050
4000
4600
5100
5500
6000
1000
Load
0.43
1.04
1.95
3. 17
4. 59
Concentrations
CO,
%
2.80
7.00
7.05
9.50
6.88
4.91
2.83
C02,
%
4.71
6.84
7.46
7.05
9.39
11. 10
4.32
02>
%
12. 1
5.8
4.9
3.5
2.5
2.0
12.4
NO,
ppm
17.
50.
80.
80.
385.
1325.
23.
FID HC,
ppm C
7. 920
5, 200
4,480
5, 920
4,000
3,040
5, 920
bettings - aa received - and subsequently tuned according „„,„»,..«, ™am,»i_
M«. temperature reached during 60 mph S. S. was 175°C max 'aaa temp 745°^
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE GB 360 T
Date 4/14/77
Sequence CBS-2 w/ modified exhaust pipes
Speed,
mi/hr
Idle
20
30
40
50
60
Idle
1\.Tr>f AQ>
Conditon
Gear
N
2
3
4
5
6
N
Engine
rpm
1100
4000
4700
5050
5500
5900
1200
Load
_ _ _ _
0.49
1. 14
2.06
3.24
4.65
Concentrations ~ |
CO,
%
1.00
2.32
0.42
0.41
0.35
6.77
1. 50
C02,
%
5.40
10.55
12.65
10. 55
13.40
10.33
7.40
•°2.
%
•••••••••••^M.
12-9
^•••l 1 1 1 !••!
5.3
3.6
3.5
2.8
1.1
9. 8
NO,
ppm
37^
130.
465.
1060.
1100.
— -• -
825.
58.
FID HC,
ppm C
14.200
2,320
840
' ---
840
1.250
3,520
5,360
iHgMiiif
1- !—-•• 1 ' Nl
__
atd
Max, head tmp . 230° C
Max, exhaust gas temp. 740'
W. O. T. accel 9. 8 sec.
tested w/ thermal reactor canister.
in pipe but no core used. -—
D-2
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE CB 360 T
Date 4/26/77
Sequence CBS-3 w/ modified exhaust pipes
Condition
Speed,
mi/hr
Idle
20
30
40
50
60
Idle
Notes:
Gear
N
2
3
4
5
5
N
CBS-
Engine
rpm
1200
4000
4700
5050
5500
5900
1200
Load
0.50
1. 15
2.07
3.20
4.62
Concentrations
CO,
%
0. 17
1.36
0.53
0. 17
0. 15
0. 13
0. 13
C02,
%
6.01
11.40
12.14
12.38
12.62
12.62
6.28
02.
%
12.7
4.4
4.0
3.9
3.7
3. 7
11. y
NO,
ppm
30.
190.
445.
1090.
2400.
3950.
16.
FID HC,
ppm C
14,000
1,520
910
695
890
1,200
11,600
_7 ,.«nri,infWI ™ / rarfauretors used on Honda 750 K- mam iets # 105 + GDI
**„„ t,~^ f-.™ r^arhed durins 60 moh S. S. approx. 210°C
max. exhaust gas temp. 760° C at 60 mph
W. O. T. accel 10.0 seconds.
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Honda CB-360
Date 6/3/77
Sequence CBS-4 (results recorded without air addition)
Condition
Speed,
mi/hr
Idle
20
30
40
50
60
Idle
Notes:
Gear
N
2
3
4
5
5
N
Engine
rpm
1300
4000
4700
5050
5500
5850
1300
Load
0.48
1.13
2.04
3.25
4.65
Concentrations
CO,
%
0.15
1.17
0.82
0.25
0.22
0.53
0.20
C02,
%
5.07
11.50
11.17
12.87
13.24
13.17
6.84
02>
%
13.8
4.0
4.8
3.1
2.5
2.3
10.4
NO,
ppm
28.
155.
190.
680.
2600.
3470.
30.
FID HC,
ppm C
11,300
2,000
2,160
650
600
720
11,800
^zero air injection
,
/
750K carburetor + -thermal reactor with larger cans (1st design)
Max. head temp. - 200 °C at 60 mph
Max. gas temp. - 800 °C at 60 mph
WOT accel. time 0 - 100 kph, 10.3 sec
Min. reaction noted by temp, change with large cans at 50 and'60 mph
with air flow from 1 to 2.4 cfm .
D-3
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE „_„_ „„
Date 7/1/77
Sequence CBS-5 (reauUg recorded without air ad;ditio^
Condition
Speed,
mi/hr
Idle
20
30
40
50
60
Idle
Notes:
car
Gear
N
2
3
4
5
5
N 1
Engine
rpm
1200
4000
4650
5000
5400
5800
1200
Load
Q.50
1.10
2.01
3.19
4.62
— -—
Concentrations
CO,
%
0.14
2.50
1.36
0.30
0.39
0.33
0.33
C02,
%
7.74
10.99
12.35
12.83
9.08
13.62
9.94
o2,
%
9.5
4.0
3.0
3.3
8.5
9.8
9.3
NO,
ppm
39.
130.
375.
1050.
375.
625.
75.
FID HC,
ppm C
7,280
1,920
1.160
480
7,320
3,040
6,400
A,
)-7frn Mr Tnip'!±i"n , —
—f- — u
I— Mjqf-jra ._, ^_
/ - Misfire __-
r
75U K ou.buieLux, Called - thermal reactors in system (2nd design) -
buretors vacuum aligned * ' "" — "
Max. exhaust gas temp, entering thermal reactor- i«f1. 7on°r r i h T-n-r-
Max. head temp. 210°C fl T ' f^nti f3U C — -
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Honda CB-360
Date
7/7/77
Sequence CBS'6 (results recorded without air addition)
Speed,
mi/hr
Idle
20
3n
40
40
60
Idle
Notes:
timir
Conditon
Gear
N
2
3
4
4
N
Engine
rpm
1200
3800
4snn
5000
5000
5400
5900
1200
Load
____.
0.48
i no
2.02
2.02
3.17
4.52
Concentrations ~l
CO,
0.32
1.85
0.68
0.17
0.18
0.18
0.07
3.08
C02,
6.16
10.85
11.72
12.14
12.14
11.28
12.14
6.80
••— •— H •
12.5
5.5
4.3.
4.0
4.6
5.8
4.7
8.8
NO,
ppm
55.
155.
375.
715.
525.
325.
1125.
40.
FID HC,
ppm C
12,400
1,440
584
100
132
98
76
1,600
/DU K carburetors installed ~ thermal reacfrovc -j,
-~
^
A f f l'eA-6£-
1 temperature rise b£t£
_£_Jltation ttl ^nnrt-^ ftX***
1 station #2 (enteriBSt-
— reaction indicated_^-i
0 A rfMionl— —
ig retarded approx. 10° from stock at idle '^ ^"""
Max. exhaust aas temp, enterina thermal reactors : right, 850°C; left 875°c ~-
Max. gas temp, at station #1 at 60 mph 770°C at 60 mph (upstream of reactor i
Max. head temp, at 60 mph 215 °C
D-4
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Honda CB-360
Date
8/10/77
Sequence CBS-7
Condition
Speed,
mi/hr
Idle
20
30
40
50
60
Idle
Gear
N
2
3
4
5
6
N
Engine
rpm
1200
3800
4600
4900
5400
5700
1400
Load
—
0.55
1.12
2.01
3.19
4.50
—
Concentrations
CO,
%
0.36
3.08
2.09
0.17
'0.25
0.14
0.81
C02,
%
6.17
7.55
9.45
12.02
11.10
10.88
6.67
02.
%
11.3
7.5
6.1
3.7
5.0
5.5
10.0
NO,
ppm
31.
50.
115.
405.
1650.
2750.
38.
FID HC,
ppm C
2,320
1,230
632
25
144
263
1,220
Injection
Air Rate
cfm
0.47
1.70
1.97
2.08
2.21
2.39
0.47
reaction (via temp . )
reaction (via temp.)
Notes: Lean Garbs set 'rich', + GDI + Thermal Reactors (2nd design) + Air (pump 1533
lil ratio) Concentrations are diluted by air addition
FET's + road evaluations
W.O.T. 0-100 kph acceleration tima: 22.9 sec (run after j'TP'^
performed well until after road evaluations
W.O.T. 0-100 kph acceleration time: 17 sec (after repair of air intake boot)
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Honda CB-360
Date 8/30/77
Sequence
CBS-8
Conditon
Speed,
mi/hr
Idle
20
30
40
_. 50
60
Idle
Gear
N
2
3
4
5
6
N
Engine
rpm
1300
3800
4600
4900
5300
5700
1300
Load
—
0.45
1.08
2.01
3.17
4.56
__
Concentrations
CO,
%
0.006
0.014
0.04
3.62
0.94
0.47
0.006
C02,
%
7.74
12.30
13.36
12.14
13.30
14.00
7.55
02.
%
9.9
3.5
2.1
1.3
1.7
1.1
9.5
NO,
ppm
29.
54.
67.
42.
190.
495
37.
FID HC,
ppm C
148
60
32
1070
108
88
168
Exhaust Temp°C
Cat
Enter
275
875
910
870
700
680
300
Cat
Exit
500
775
875
945
900
900
550
Air
Injection
Flow, cfm
1.18
3.57
4.00
4.34
4.42
4.68
1.18
Notes: Stock Carburetors (as received) + GDI + Catalyst PTX313 + Air (pump 0440 at
-J3.5;!,) Max, head temperature 190°C
-W.O.T. 0-100 kph acceleration time 14.6 seconds
D-5
-------
o
o\
UNIT MO. »00
VEHICLE MODEL
TEST NO.
HONDA CB3bOT
TABLE VEHICLE EMISSION RESULTS
1175 LIGHT DUTY EMISSIONS TEST
I DATE 10/ S/7b MFGR. CODE
ENGINE ,3b LITRE 2 CURB NT.
-0
0 KG
YR.
GVM
117b
0 KG
BAROMETER 737.11 MM OF HG.
DRY BULB TEMP. 27.8 DEC. C
(lEL. HUMIDITY fO PCT.
G2, 8S1.0 MM. H20
EXHAUST EMISSIONS
BLOWER DIP. PRESS.,
RAG RESULTS
BAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
CO? SAMPLE METER READING/SCALE
C02 SAMPLE PERCENT
COS BACKGRD METER READING/SCALE
COS SACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
S02 SAMPLE METER READING/SCALE
302 SAMPLE PPM
SO? BACKGRD METER READING/SCALE
302 BACKGRD PPM
HC CONCENTRATION PPM
co CONCENTRATION PPM
C03 CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
CO? MASS GRAMS
NOX MASS GRAMS
SO? MASS GRAMS
1
70{>?
87.7/3
877
Sb.7/?
28b3
.5/2
IS
25. 5/3
,»2
2.1/3
.01
11.1/2
11.1
.5/2
.5
-a. a/*
o.o
-o.o/*
o.o
TOTAL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS CO?
WEIGHTED MASS NOX
WEIGHTED MASS SO?
ACTUAL DISTANCE
RbH
2785
.37
10. b
0.0
22.1.7
1*7.58
313.11
.81
0.00
IbS.Ht
2.3» GRAMS/KILOMETPE
?<>.7S GRAMS/KILOMETRE
15,58 GRAMS/KILOMETRE
.Ot GRAMS/KILOMETRE
o.oo GRAMS/KILOMETRE
11.S3 KILOMETRE
3705
30.S/3
304
2.0/3
20
»8.<*/?
2338
.ft/?
30
It.3/3
.S3
3.2/3
.OS
2.P/2
2.2
-o.o/*
0.0
-o.o/*
0.0
210
22b1
.18
l.B
0.0
12.88
?03.b7
253.83
0.00
Ib7.7b
WET BULB TEMP 18.3 DEC. C
ABS. HUMIDITY 1.5 GRAMS/KG
DYNO ROLL CONSTANT 1b7.<»7
BLOWER INLET PRESS., Gl 812.8 MM. H20
BLOWER INLET TEMP. >»3 DEC. c
3
b188
3»?b
37.0/3
370
1.5/3
15
51.0/2
3028
.8/2
30
22.8/3
.37
2.8/3
.Of
1.3/2
1.3
.b/2
.b
-O.O/*
0.0
-O.O/*
0.0
35b
2131
.33
8.7
0.0
154.10
272.38
.72
0.00
FUEL ECONOMY BY CARBON BALANCE = B3.7 KILOMETRE/LITRE
TOTAL CARBON EXHAUST HBH.fcS GRAMS
ESTIMATED FUEL WEIGHT = .SbKG.
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER too
a
'
DATE Id/ S/7b
MODEL n7b HONDA
DRIVER TJ
WET BULB TEMP 18 C
SPEC. HUH. 8.8 GRAM/KG
TIME -o Hfts.
HIHAY CYCLE FET
TEST HT. o KG.
DRY BULB TEHP 38 C
BARO. 739.» MM HG.
TEST NO. 1
ENGINE .» LITRES *
GVM 0 KG
REL. HUM. 3b.7 PCT
MEASURED FUEL 0.00 KG
RUN DURATION
BLOWER INLET PRESS.
BLOHER DIF. PRESS.
RLOHER INLET TEMP.
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOHER REVOLUTIONS
BLOHER CU. CM /REV.
12.b3 MINUTES
812.8 MM. H20
889.P MM H20
»3 OEG. C
Ib.Hb KILOMETRES
10538
7831
METER READING/SCALE
PPM
BACKGRD METER READING/SCALE
BACKGRD PPM
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGRD METER READING/SCALE
NOX SAMPLE
NOX SAMPLE
BAG RESULTS
HC SAMPLE
HC SAMPLE
HC
HC
CO
CO
CO
CO BACKGRD PPM
C02 SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT
COS BACKGRD METER READING/SCALE
CO? BACKGRD PERCENT
METER READING/SCALE
PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
302 COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
C02 MASS (GRAMS)
NOX MASS (GRAMS)
302 MASS (GRAMS)
HC GRAMS/KILOMETRE .73
CO GRAMS/KILOMETRE 25.5*
CO? GRAMS/KILOMETRE 13.8b
NOX GRAMS/KILOMETRE .17
308 GRAMS/KILOMETRE 0.00
HC GRAMS/KG OF FUEL 28.2b
CO GRAMS/KG OF FUEL 875.7
CO? GRAMS/KG OF FUEL 1704
NOX GRAMS/KG OF FUEL b.bS
SOg GRAMS/KG OF FUEL 0.00
31.2/3
312
.9/3
9
80.7/2
tBOb
.9/2
3t
3h.b/3
,bl
2.9/3
.O*
23.3/2
23.3
tbbl
.57
22.9
0.0
11.97
370.98
721.87
2.82
n.on
CARBON BALANCE FUEL ECONOMY
HC GRAMS/MIN
CO GRAMS/MIN
C02 GRAMS/MIN
NOX GRAMS/MIN
S02 GRAMS/MIN
.95
29. »
57
.22
0.00
28.5*
KILOMETRES/LITRE
-------
TABLE
V
00
UNIT NO. 400
VEHICLE MODEL
TEST NO.
HONDA CB3V.OT
VEHICLE EMISSION RESULTS
1975 LIGHT DUTY EMISSIONS TEST
DATE 10/ 7/7b MFGR. CODE
ENGINE ,3b LITRE 2 CURB WT.
-0
0 KG
YR.
tVM
197b
U KG
BAROMETER 7»S.9S MM OF HG.
DRY BULB TEMP. SS.b PEG. C
REL. HUMIDITY 37 PCT.
EXHAUST EMISSIONS
BLOHER DIF. PRESS., G2, *7B.O MM.
BAG RESULTS
RAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER REAPING/SCALE
HC SAMPLE PPM
HC BACKGRO METER REAPING/SCALE
HC BACKGRP PPM
CO SAMPLE METER REAPING/SCALE
CO SAMPLE PPM
CO BACKGRO METER READING/SCALE
CO BACKGRP PPM
COS SAMPLE METER READING/SCALE
COS SAMPLE PERCENT
CO? BACKGRO METER READING/SCALE
COS 6ACKGRO PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRO PPM
302 SAMPLE METER READING/SCALE
S02 SAMPLE PPM
302 BACKGRD METER READING/SCALE
SO? BACKGRO PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
COS CONCENTRATION PCT
MOX CONCENTRATION PPM
302 CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
COS MASS GRAMS
NOX MASS GRAMS
S02 MASS GRAMS
H20
TOTAL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS COS
WEIGHTED MASS NOX
WEIGHTED MASS SOS
ACTUAL DISTANCE
1
10391
3»lb
ll.S/1
1150
.8/1
80
»B.»/3
2307
1.2/2
Hb
SI.7/3
.35
b.1/3
.OS
8.2/2
8.2
1.2/S
1.2
-o.o/*
0.0
-o.o/*
0.0
107H
2221
.2b
7.1
0.0
37.St
151..7S
211.18
.71
0.00
179.17
2.il GRAMS/KILOMETRE
29.21 GRAMS/KILOMETRE
37.30 GRAMS/KILOMETRE
.08 GRAMS/KILOMETRE
0.00 GRAMS/KILOMETRE
11.89 KI.LOMETRE
WET BULB TEMP lb.1 DEG. C
ABS. HUMIDITY 7.b GRAMS/KG
OYNO ROLL CONSTANT 9b7.97
BLOHER INLET PRESS.. Gl *OO.S MM. HgO
BLOHER INLET TEMP. H3 PEG. C
2
1781b
3b97
22.5/3
-52S
1.7/3
17
38.9/2
17H2
I. 5/2
57
12.8/3
.SO
b.b/3
.10
S.b/2
?.b
1.0/2
1.0
-O.O/*
0.0
-0.0 f*
0.0
IbbO
.10
l.b
0,0
le.vi
SOD. 88
19fa.02
.29
0.00
150. fS
3
10371
3H8b
25.8/3
258
1.8/3
18
H».l/2
20*2
1.1/2
»2
lb.H/3
.Sfa
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER »00
D
VD
DATE 10/ 7/7b
MODEL 117b HONDA CB3bflT
DRIVER TJ
WET BULB TEMP Ib C
SPEC. HUH. 8.3 GUAM/KG
TIME
HIWAY CYCLE
IE3T NT. 0 KG.
DRY BULB TEMP 2H C
BARO. 7H?.» MM HG.
TEST NO. 2
ENGINE .* LITRE 2
GVN 0 KG
PEL. HUM. »4.3 PCT
MEASURED FUEL o.oo KG
RUN DURATION
BLOWER INLET PRESS.
BLOWER DIP. PRESS.
BLOWER INLET TEMP.
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
BLOWER CU. CM /REV.
18.77 MINUTES
612.8 MM. H2O
•U».» MM H20
»3 DEG. C
•(885
lb.-»3 KILOMETRES
10532
77H5
BAG RESULTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
C02 SAMPLE METER READING/SCALE
COS SAMPLE PERCENT
C02 BACKGRD METER READING/SCALE
C02 BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? COCENTRATION PPM
HC MASS .(GRAMS)
CO MASS (GRAMS)
CO? MASS (GRAMS)
NOX MASS (GRAMS)
SO? MASS (GRAMS)
HC GRAMS/KILOMETRE .70
CO GRAMS/KILOMETRE 22.2b
cos GRAMS/KILOMETRE to.2S
NOX GRAMS/KILOMETRE .Ib
SO? GRAMS/KILOMETRE U.OO
HC GRAMS/KG OF FUEL 28.bl
CO GRAMS/KG OF FUEL Sll.O
CO? GRAMS/KG OF FUEL lbH7
NOX GRAMS/KG OF FUEL b.Sl
SOP GRAMS/KG OF FUEL 0,00
30.3/3
303
1.2/3
IS
80.2/2
»7bl
1.0/2
38
35.2/3
.51
t.f/3
.07
22.fa/2
22.fa
1.1/2
1.1
212
tbOS
.53
21.b
0.0
11.IS
3bS.78
bbl.39
?.bl
0.00
CARBON BALANCE FUEL ECONOMY
HC GRAMS/MIN
CO GRAMS/MIN
C02 GRAMS/MIN
NOX GRAMS/HIN
SO? GRAMS/MIN
28.b
52
.20
O.Ofl
30. Ob
KILOMETRES/LITRE
-------
TABLE
UNIT MO. too
VEHICLE MODEL
TEST NO, 1
CBSbOT +7SOKCAR8
BAROMETER 73S.58 MM OP HO,
DRT BULB TEMP. 8S'.0 DEC. C
REL. HUMIDITY bO PCT.
EXHAUST EMISSIONS
BLOWER DIP. PRESS., 68, 812.8 MM.
BAG RESULTS
BAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SIMPLE METER READINB/SCALE
HC SAMPLE PPM
HC BACKORO METER READING/SCALE
HC BACK8RP PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
co BACKGRD METER READING/SCALE
CO BACKORO PPM
co2 SAMPLE METER READING/SCALE
C02 SAMPLE PERCENT
CO? BACKGRD METER READINB/MCALE
C02 BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
308 SAMPLE -METER READING/SCALE
902 SAMPLE PPM
SO? 8ACKGRO METER READING/SCALE
SO? BACKGRD,PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
COl CONCENTRATION PCT
NOX CONCENTRATION*PPM
90? CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
C02 MASS GRAMS
NOX MASS GRAMS
308 MASS GRAMS
VEHICLE EMISSION RESULTS
1*75 LIGHTDUTY EMISSIONS TEST
DATE »m/77 MFCR. CODE -0
ENGINE .98 LITRE 8 CURB WT. 0 KG
WET BULB TEMP m.» DEC. C
AB3. HUMIDITY ll.S GRAMS/KG
DVNO ROLL CONSTANT Sb7,1?
VR.
GVM
197b
0 KG
H80
I
M51
33.0/3
,5SV"
1. 7/S
.Ob •
TOT/kL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS Co/
WEIGHTED MASS coe
WEIGHTED MASS NOX
WEIGHTED MASS so?
ACTUAL DISTANCE
•O.O/*
0,0" '
•O.O/*
0.0
51?
,50
es.?
0,0
1,83
o >•?.:
0,00
377b
11.5/3
US
1,8/J
'IB '
.5/3
ri
,3k
».b/J
,>7-
10,0/8
10,0
,b/Z.
.«»
"0,0/*
tf.1l-
•0,0/*
'
98
383
OjO
1.5S
0.00
I'll. 51
BLOWER INLET PRESS,, Gl 73b.b MM,
BLOWER INLET TEMP. »J OEG. C
3
bib?
3*8*
1.7/3
17
ee.s/3
bb1*
.3/3
b
30,7/3
.51
«.a/3
,07
'.b/e
.b
•o.n/*
"o.o
•o.o/*
"o.o
133
0,0
3tbfcM
JS.77*
38<».?0
3. 0*
O.DO
183, 3b
.73 GRAMS/KILOMETRE
70I55 GRAMS/KILOMETRE
,3b GRAMS/KILOMETRE
0,00 GRAMS/KILOMETRE
18.08 KILOMETRE
ECONOMY Bt CARBON BALANCE « 28.7 KILOMETRE/LITRE
TOTAL CARBON EXHAUST *dO,S8 GRAMS
ESTIMATED FUEL WEIGHT • ,»bKG,
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER HOtl
UATE 1/1H/77 TIME -II HR3.
MODEL 117b HONDA CB3bOT FET +7SPK CARS ST
DRIVER KN TEST WT. 0 KG.
MET BULH TEMP 11 C DRY BULB TEMP ?S C
SPEC. HUM. 11.8 GRAM/KG BARO. 758.3 MM HG.
TEST Nil. 1
ENGINE .» LITRE i
GVW II KG
REL. HUM. 51.3 PCT
MEASURED FUEL o.on KG
WUN DURATION
BLOHtH INLM PRESS.
flLOWER OIF, |>KESS.
BLuwtR INLET TFMP.
DYNO RFVOLUUONS
DISTANCE TRAVELED
BLOHER REVOLUTIONS
BLOWER CU. CM /HEV.
12.7b MINUTES
73b.b MM. H?0
812.8 MM H20
*3 0£G. C
10035
Ib.bB KILOMETRES
10527
METER READING/SCALE
PPM
BACKGKD METER READING/SCALE
BACKGRO PPM
SAMPLE METER READING/SCALE
SAMPLE PPM
MEIErt READING/SCALE
RAG RESULTS
HC SAMPLE
HC SAMPLE
HC
HC
CO
CO
CO
CO flACKGRO PPM
C02 SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT
C02 RACKGHO METER READING/SCALE
C02 BACKGKO PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM -
NOX BACKGKO METER READING/SCALE
NOX HACKGPD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
302 COCEUTRATION PPM
HC MASS (GRAMS)
CO MASS (G«AMS)
CO? MASS (GRAMS)
NOX MASS (GRAMS)
SO? MASS (GRAMS)
HC GRAMS/KILOMETRE .10
CO GRAMS/KILOMETRE b.30
CO? GRAMS/KILOMETRE b?.38
NOX GRAMS/KILIJrtETRK -72
so? GRAMS/KILOMETRE n.nfi
HC GRAMS/KG OF FUEL 17.12
CO GRAMS/KG UF FUEL 271.B
CO? GRAMS/KG OF FUEL 2b87
NOX GRAMS/KG OF FUEL 30.98
SO? GRAMS/KG OF FUEL 0.00
CARBON BALANCE FUFL ECONOMY
17.0/3
170
l.S/3
15
50.1/3
12S5
.3/3
t>
Hb.1/3
.81
3.7/3
.lib
8i.«t/e
81. •«
15b
.75
8IJ.H
0.0
b.71
l"5.l»
1031.11
11.18
11.00
HC GRAMS/MIN
CO GRAMS/MIN
CO? GRAMS/MIN
NOX GRAMS/MIN
SO? GRAMS/MIN
.53
8.2
81
.1*
o.nu
31.bH
KILOMETRES/LITRE
-------
D
M
to
UNIT NO. 100
VEHICLE MODEL
TABLE
TEST NO. 1
CB3bOT +750KCARB f!05
VEHICLE EMISSION RESULTS
1175 LIGHT DUTY EMISSIONS TEST
DATE 1/2b/77 MFGR. CODE
ENGINE .38 LITRE 2 CURB MT.
-0
0 KG
YR.
UVM
0 KG
BAROMETER 71V.22 MM OF HG.
DRY BULB TEMP. Jb.l DEC. C
REL. HUMIDITY 31 PCT.
EXHAUST EMISSIONS
RLOMER DIP. PRESS.,
BAG RESULTS
GS, 813.a MM. HJO
BAG NO.
SLOWER REVOLUTIONS
POLL COUNTS
HC 3*MPLE KETER READING/SCALE
HC SAMPLE PPM
HC BACKGRO METER READING/SCALE
HC flACKGRD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRO PPM
COS SAMPLE METER READING/SCALE
COS SAMPLE PERCENT
CO? BACKGRO METER READING/SCALE
CO? BACKGRO PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRO METER READING/SCALE
HQX SACKGRD PPH
SOB SAMPLE METER READING/SCALE
302 SAMPLE PPH
SO? BACKGRD METER READING/SCALE
S08 BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
COS CONCENTRATION PCT
NOX CONCENTRATION PPM
802 CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
CO? MASS GRAMS
NOX MASS GRAMS
802 MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC .bO GRAMS/KILOMETRE
WEIGHTED MASS CO 2.7S CRAMS/KROMEtRE
WEIGHTED MASS COB bb.3.1 GRAMS/KILOMETRE
WEIGHTED MASS NOX ,»2 GRAMS/KILOMETRE
WEIGHTED MASS SOS 0.00 GRAMS/KILOMETRE
I
(.91,1
3*bb
17.7/3
m
2.1/3
21
80. 5Y*
188
2.V*
5
31.1/3
t52
3.1/3
.OS
38,»/2
38.1
• 7/i?
.7
-o.o/*
0.0
-o.o/*
0.0
157
180
.17
37.7
0.0
*.37
10.10
113.07
3..I*
o.do
120. P»
ACTUAL- DISTANCE
KILOMETRE
MET BULB TEMP lb.1 OEG. C
ABS. HUMIDITY 7.1 GRAMS/KG
DYNO ROLL CONSTANT •)b7.97
BLOWER INLET PRESS., 61 7b2.0 MM. HJO
BLOWER INLET TEMP. 13 OEG. c
37^3
98.D/J
' W
«.D/3
ao
b3.R/*
2fal
*.!/*
7
ao.b/3
.33
3.5/3
.OS
ll.b/2
11. b
.7/2
.7
»0.0/*
0.0
-O.O/*
0.0
71
£50
.28
10. <1
o.n
3. 75
l.Sb
a. oo
131.71
FUF.L ECONOMY BY CARBON BALANCE = 3?.3 KILOMETRE/LITRE
TOTAL CARBON EXHAUST' 353.21 GRAMS
ESTIMATED FUEL WEIGHT s .S1KG.
3511
ll.S/3
115
11.7/2
15
17.3/*
17b
!.»/*
»
28.2/3
.1b
1.1/3
.07
H7.1/2
17.1
.7/2
.7
-O.O/*
0.0
-O.O/*
0.0
101
Ibl
.10
lb.1
0.0
35?. 12
3.85
0.00
102. bS
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER »00
O
t-1
U)
DATE »/2b/77 TIME -0 HRS.
MODEL l«»7b HONDA CB3bO FET + 750K CARB IDS
DRIVER KN TEST MT. 0 KG.
NET BULB TEMP Ib C DRY BULB TEMP 2b C
SPEC. HUM. 7.0 GRAM/KG BARO. 7»».7 MM HG.
TEST NO. 1
ENGINE .» LITRE ?
GVH 0 KG
PEL. HUM. 33.b PCT
MEASURED FUEL 0.00 KG
ie.7b MINUTES
7b?.0 MM. H80
Bia.B MM H?0
43 DEC. C
lb.5? KILOMETRES
10531
RUN DURATION
BLOWER INLET PRESS.
BLOWER DIF. PRESS.
BLOWER INLET TEMP.
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
BLOWER CU. CM /REV.
BAG RESULTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
CO? SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT
CO? BACKGRD METER READING/SCALE
CO? BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
CO? MASS (GRAMS)
NOX MASS (GRAMS)
SO? MASS (GRAMS)
HC GRAMS/KILOMETRE .28
co GRAMS/KILOMETRE ?.»o
CO? GRAMS/KILOMETRE 58.»?
NOX GRAMS/KILOMETRE .15
30? GRAMS/KILOMETRE 0.00
1.5/3
15
•»».»/*
183
!.»/*
t
»».<»/3
.77
3.b/3
.Ob
»?.b/3
127.8
.-»/3
1.2
110
Hfab
.73
l?b.7
0.0
H.b3
3<4.b8
1b"».B7
lS.7b
0.00
HC GRAMS/KG OF FUEL 11.OS
CO GRAMS/KG OF FUEL 120.7
CO? GRAMS/KG OF FUEL ?S35
NOX GRAMS/KG OF FUEL H7.9t
SO? GRAMS/KG OF FUEL 0.00
CARBON BALANCE FUEL ECONOMY
HC GRAMS/MIN
CO GRAMS/MIN
COP GRAMS/MIN
NOX GRAMS/MIN
SO? GRAMS/MIN
.3fa
3.1
7b
1.23
0.00
3b.Sl
KILOMETRES/LITRE
-------
o
H
UNIT NO. 100
VEHICLE MODEL
TABLE
TEST NO. 2
CB3bOT +750KCARB *I05
BAROMETER 7»».»7 MM OF HG.
DRY BULB TEMP. 21,.7 OEG. C
REL. HUMIDITY 51 PCT.
EXHAUST EMISSIONS
BLOHER DIP. PRESS., Gg, 825.5 MM.
PAG RESULTS
BAG NO.
BLOHER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKCRb PPM
co SAMPLE METER READING/SCALE
CO SAMPLE PPM"
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
COS SAMPLE METER READING/SCALE
CO! SAMPLE PERCENT
COS BACKGRO METER READING/SCALE
COS BACKGRO PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRO METER READING/SCALE
NOX BACKGRO PPM
302 SAMPLE METER READING/SCALE
SO? SAMPLE PPM
S02 BACKGRD METER READING/SCALE
SO? BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
S02 CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
C02 MASS GRAMS
NOX MASS GRAMS
SO? MASS GRAMS
TOTAL CARBON GRAMS
VEHICLE EMISSION RESULTS
1175 LIGHT DUTY EMISSIONS TEST
DATE »/27/7? MFGR. CODE
ENGINE .38 LITRE 2 CURB WT.
-0
0 KG
YR.
GVM
117b
0 KG
H20
22.b/3
23b
1.5/3
15
71.»/*
Ib3
2.7/*
5
33,5/3
.Sb
3.7/3
.Ob
3S.b/2
35. b
• V?.
.7
-O.O/*
0.0
-O.O/*
0.0
.50
31.1
0.0
5.B9
3.2"?
0.00
130.13
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS C02
WEIGHTED MASS NOX
WEIGHTED MASS S02
ACTUAL DISTANCE
.b8 GRAMS/KILOMETRE
2.50 GRAMS/KILOMETR!E
b7.»3 GRAMS/KILOMETRE
.« GRAMS/KILOMETRE
0.00 GRAMS/KILOMETRE
12.12 KILOMETRE
WET BULB TEMP 11.H DEC. C
AHS. HUMIDITY 11.3 GRAMS/KG
DYNO ROLL CONSTANT 1b7.17
BLOWER INLET PRESS.,
BLOWER INLET TEMP.
Gl 75b.1 MH. H20
•»3 OEG. C
2
11137
3783
10.0/3
100
l.b/3
lfc
15. I/*
231
».S/*
B
20.8/3
.07
1.8/2
1.8
.7/J
.7
-O.O/*
0.0
-O.O/*
0.0
22b
.27
1-1
0.0
•».03
21.72
112.21
I.1*?
0.00
125.30
FUEL ECONOMY BY CARBON BALANCE = 31.1 KILOMETRE/LITRE
TOTAL CARBON EXHAUST 3b3.18 GRAMS
ESTIMATED FUEL WEIGHT = ,»2KG.
3
bISb
3511
12.2/3
122
1.8/3
18
70.O/*
151
2.3/»
H
28.1/3
3.8/3
.Ob
»2.3/2
»2.3
.8/2
.8
-O.O/*
0.0
-O.O/*
0.0
10S
151
0.0
2.11
8.»7
372.28
3.10
0.00
107.75
-------
TABLE EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER SOU
D
t->
cn
DATE 1/27/77 TIME -0 H«S.
MODEL 117b HONDA C83bO FET +750K CARS 105
DRIVER KN TEST HT. 0 KG.
MET BULB TEMP 1<» C DRY BULB TEMP 31, C
SPEC. HUH. 11.8 GRAM/KG BARO. 71H.3 MM HG.
TEST NO. ?
ENGINE .H LITHE P
GVH 0 KG
REL. HUH. 5b.S PCT
MEASURED FUEL 0.00 KG
RUN DURATION
BLOWER INLET PRESS.
BLOWER DIF. PRESS.
BLOWER INLET TEMP.
OYNO REVOLUTIONS
DISTANCE TRAVELED
BLOHER REVOLUTIONS
BLOWER CU. CM /REV.
ia.77 MINUTES
7Sb.«l KM. Hao
835.5 MM HBO
t3 DEG. C
lb.S3 KILOMETRES
1053*
8253
BAG RESULTS
HC SAMPLE HETER READING/SCALE
HC SAMPLE PPH
HC BACKGRD HETER READING/SCALE
HC BACKGRD PPM
CO SAMPLE HETER READING/SCALE
CO SAMPLE PPH
CO BACKGRD HETER READING/SCALE
CO BACKGRD PPM
COS SAMPLE METER READING/SCALE
COS SAMPLE PERCENT
COS BACKGHD HETER READING/SCALE
COS BACKGRO PERCENT
NOX SAMPLE MFTFR READING/SCALE
NOX SAMPLE PPH
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
HC CONCENTRATION PPH
CO CONCENTRATION PPM
COa CONCENTRATION PCT
NOX CONCENTRATION PPH
SOS COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAKS)
COa MASS (GRAMS)
NOX MASS (GRAMS)
302 MASS (GRAMS)
HC GRAMS/KILOMETRE ,?b
CO GRAMS/KILOMETRE 1.28
coa GRAMS/KILOMETRE 58.»s
HOX GRAMS/KILOMETRt 1.07
SO? GRAMS/KILOMETRE 0.00
HC GRAMS/KG OF FUEL 13.3S
CO GRAMS/KG OF FUEL bb.3
CO? GRAMS/KG OF FUEL 30S3
NOX GRAMS/KG OF FUEL 55.1R
so? GRAMS/KG OF FUEL o.oo
11.5/3
115
1.5/3
IS
l.l/*
3
IS. 4/3
.73
4.1/3
.Oh
»1. 1/3
123.3
.5/3
1.5
101
?•»<»
.7?
121.4
0.0
•Hb.O?
17. b»
0.00
CARBON BALANCE FUEL ECONOMY
HC GRAMS/MIN
CO GRAMS/HIM
CO? GRAMS/HIN
NOX GRAMS/MIN
302 GRAMS/HIN
.33
1.7
7b
1.3B
0.00
37.qq
KILOMETRES/LITRE
-------
D
UNIT NO. 100
VEHICLE MODEL
TABLE
TEST NO. 1
CB3bO TRHAL+AIR + RICK
VEHICLE EMISSION RESULTS
1975 LIGHT DUTY EMISSIONS TEST
DATE 8/12/77 MFGR. CODE
ENGINE ,3b LITRE Z CURB NT.
-0
0 KG
VR.
GVM
117b
0 KG
BAROMETER 712.19 MM OF HG.
DRY BULB TEMP. 27.B DEC. C
«EL. HUMIDITY SB PCt.
EXHAUST EMISSIONS
BLOWER DIP. PRESS.,
BAG RESULTS
BAG NO.
RLOHER REVOLUTIONS
ROLL COUNTS
HC
HC
HC
HC
CO
CO
CO
CO
COS
C02
G2, 812.B MM. H20
METER READING/SCALE
PPM
SAMPLE
SAMPLE
BACKCRD METER READING/SCALE
BACKGRD PPM
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGRD METER READING/SCALE
BACKGRD PPM
SAMPLE METER READING/SCALE
SAMPLE PERCENT
COS BACKGRD METER READING/SCALE
C02 BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
SO? SAMPLE METER READING/SCALE
802 SAMPLE PPM
SO? BACKGRD METER READING/SCALE
SO? BACKCRD PPH
HC CONCENTRATION PPH
CO CONCENTRATION PPM
COg CONCENTRATION PCT
NOX CONCENTRATION PPH
302 CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
CO? MASS GRAMS
NOX MASS GRAMS
302 MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS C02
WEIGHTED MASS NOX
WEIGHTED MASS 302
ACTUAL DISTANCE
1
3497
12.0/3
120
1.0/3
10
bB.O/*
28b
1.2/*
4
28.9/3
.18
.05
30.3/2
30.3
1.2/2
1.2
-O.O/*
0.0
-O.O/*
0.0
110
275
.13
29.1
0.0
3.07
3.0?
o.oo
113.15
.37 GRAMS/KILOMETRE
3.73 GRAMS/KILOMETRE
bB.7* GRAMS/KILOMETRE
.29 GRAMS/KILOMETRE
0.00 GRAMS/KILOMETRE
13.12 KILOMETRE
WET BULB TEMP 21.7 DEG. C
ABS. HUMIDITY 11.0 GRAMS/KG
DYNO ROLL CONSTANT 9b7.97
BLOWER INLET PRESS., Gl 73b.b MM. H20
BLOWER INLET TEMP. 13 OEG. C
S
120(14
3712
53.9/2
51
1.2/3
12
71. 2/*
30b
2.3/*
7
22.3/3
.3b
3.1/3
.05
5.7/2
5.7
1.0/2
1.0
-o.n/*
0.0
-o.n/*
o.o
212
.31
t.7
n.n
2.03
28.2t>
D.OO
115.41)
3*11
80.7/2
HI
12.1/2
12
7b.O/*
338
2.b/»
8
2S.b/3
.12
3.2/3
.05
25.2/2
25.2
1.5/2
1.5
-O.O/*
0.0
-O.O/*
n.o
bl
321
.37
23.8
O.D
1.11
18.03
328.bt
2.1fa
0.00
19.09
FUEL ECONOMY BY CARBON BALANCE = 31.0 KILOMETRE/LITRE
TOTAL CARBON EXHAUST 357.b* GRAMS
ESTIMATED FUEL HEIGHT z .11KG.
-------
TABLE EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER inn
DATE 8/15/77 TIME -0 HR3. TEST NO. 1
MODEL 197b HONDA CBBbO FET TMERMAL+AIR + RICH ENGINE .» LITRE 2
DRIVER «E TEST HT. n KG. GVW D KG
MET BULB TEMP 22 C DRY BULB TEMP ?R C REL. HUM. 55.fe PCT
SPEC. HUM. 13.8 GRAM/KG BARO. 740.•» MM HG. MEASURED FUEL 0.00 KG
RUN DURATION
BLONER INLET PRESS.
BLOWER OIF. PRESS.
BLOWER INLET TEMP.
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOHER REVOLUTIONS
BLOWER CU. CM /REV.
12.8» MINUTES
711.2 MM. H20
812.8 MM H20
»3 DEC. C
9908
Ib.fb KILOMETRES
lOfaOl
8270
BAG RESULTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
C02 SAMPLE METER READING/SCALE
C02 SAMPLE PERCENT
C02 BACKGRD METER READING/SCALE
C02 BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
302 COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
C02 MASS (GRAMS)
NOX MASS (GRAMS)
308 MASS (GRAMS)
B3.B/2
8H
12.8/2
13
b2.b/*
sss
.8/*
2
••7.2/3
.81
H.3/3
.07
BD.fl/2
80.8
1.1/2
1.1
72
2f»
.75
79.8
0.0
s.ns
20.89
inib.s?
12.19
o.no
HC GRAMS/KILOMETRE
CO GRAMS/KILOMETRE
C02 GRAMS/KILOMETRE
NOX GRAMS/KILOMETRE
S02 CRAMS/KILOMETRE
HC GRAMS/KG OF FUEL
CO GRAMS/KG OF FUEL
CO? GRAMS/KG OF FUEL
NOX GRAMS/KG OF FUEL
SO? GRAMS/KG OF FUEL
.11
1.27
bl.78
.7fa
0.00
9.12
b2.S
30«2
37. 3b
0.00
CARBON BALANCE FUEL ECONOMY
.19
1.27
bl.78
.7fa
0.00
9.12
b2.S
30»2
37. 3b
0.00
HC
CO
C02
NOX
302
GRAMS/MIN
GRAMS/MIN
GRAMS/MIN
GRAMS/MIN
GRAMS/MIN
.2H
l.b
79
. 17
o.oo
3b.l8 KILOMETRES/LITRE
-------
a
!-•
00
UNIT NO. *00
VEHICLE MODEL
TABLE
TEST NO. ?
CB3bO TRMALtAIR + RICH
VEHICLE EMISSION RESULTS
H7S LIGHT DUTY EMISSIONS TEST
DATE 8/15/77 MFGR. CODE
ENGINE ,3b LITRE ? CURB WT.
-0
0 KG
YR.
GVM
117b
0 KG
BAROMETER 7H?.7D MM OF HG.
DRY BULB TEMP. ?8.3 DEC. C
BEL. HUMIDITY Sb PCT.
EXHAUST EMISSIONS
BLOWER OIF. PRESS., G?. 812.8 MM. H?0
BAG RESULTS
BAG NO.
BLQNER REVOLUTIONS
BOLL COUNTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRO METER READING/SCALE
CO BACKGRD PPM
CO? SAMPLE METER REAOING/SCALE
COa SAMPLE PERCENT
COS BACKGRD METER READING/SCALE
CO? BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRO PPM
SO? SAMPLE METER READING/SCALE
SOI SAMPLE PPM
SO? BACKGRD METER READING/SCALE
SO? 8ACKGRO PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
CO? MASS GRAMS
NOX MASS GRAMS
SO? MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC .38 GRAMS/KILOMETRE
WEIGHTED MASS CO 3.7b GRAMS/KILOMETRE
WEIGHTED MASS CO? 78. ?3 GRAMS/KILOMETRE
WEIGHTED MASS NOX .3? GRAMS/KILOMETRE
WEIGHTED MASS SO? 0.00 GRAMS/KILOMETRE
1
7170
3501
18.3/3
183
1.5/3
IS
?3.3/3
5HO
.1/3
?
31.7/3
.S3
3.7/3
.Ob
?t>.3/?
?b.3
i.o/e
1.0
-O.O/*
o.n
-O.O/*
O.O
It. 9
S?3
.»7
?S.3
n.n
».8S
30. 3b
*33.0»
?.b1
0.10
135.11
ACTUAL DISTANCE
1?,07 KILOMETRE
WET BULB TEMP ?1.7 DEG. C
ABS. HUMIDITY 13.7 GRAMS/KG
OYNO ROLL CONSTANT 1b7.17
BLOWER INLET PRESS., 01 711.8 MM. H?0
BLOWER INLET TEMP. 13 PEG. C
H1S7
3758
l.b/3
Ib
8b.fi/*
?OS
.1/3
?
25.?/3
.»!
3.1/3
.Ob
b.O/?
b.O
,8/?
.8
-0.0/»
o.n
-o.n/*
o.o
30
l"»fl
.35
S.?
0.0
l.-ft
11.18
5H0.55
.1?
0.00
FUEL ECONOMY 8Y CARBON BALANCE = ?7.5 KILOMETRE/LITRE
TOTAL CARBON EXHAUST 107.8b GRAMS
ESTIMATED FUEL HEIGHT = .S7KG.
83
l?."t/?
13
87. t/*
»?7
?.8/*
5
3.8/3
.Ob
31. O/?
31.0
.B/?
.8
-O.O/*
0.0
-O.O/*
0.0
70
•HI
.»3
30. a
0,0
1.15
?3.09
380.57
3.10
0.00
115. tb
-------
G
TABLE EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER fOfl
DATE
MODEL
DRIVER KN
WET BULB TEMP e? c
SPEC. HUM. 13.5 GRAM/KG
8/15/77 TIME -0 HR3. TE3T NO. 2
l«»7b HONDA CB3bO FET THERMAL+AIR + RICH ENGINE ,n LITRE 2
TEST HT. rf KG. GVH 0 KG
DRY BULB TEMP ?9 C REL. HUM. 53.0 PCT
BARO. 7»0.7 MM HG. MEASURED FUEL 0.00 KG
RUN DURATION
BLOWER INLET PRESS.
BLOWER OIF. PRESS.
BLOWER INLET TEMP.
OYNO REVOLUTIONS
DISTANCE TRAVELED
BLOHER REVOLUTIONS
BLOWER CU. CM /REV.
18.73 MINUTES
73«>.b MM. H20
MM H20
812.8
H3
lt>.H5
lOSlb
82b7
DEC. C
KILOMETRES
BAG RESULTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
CO? SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT
CO? BACKGRD METER READING/SCALE
CO? BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
CO? MASS (GRAMS)
NOX MASS (GRAMS)
SO? MASS (GRAMS)
HC GRAMS/KILOMETRE
CO GRAMS/KILOMETRE
C02 GRAMS/KILOMETRE
NOX GRAMS/KILOMETRE
SO? GRAMS/KILOMETRE
.17
1.53
59.78
.B5
0.00
78.H/2
78
12.5/2
13
71. b/*
301
.1/»
3
tS.5/3
.78
3.1/3
.US
S2.D/2
92.0
1.2/2
1.2
b?
10.1
0.0
2.81)
25.09
183.21
13. If
o.no
HC GRAMS/KG OF FUEL 8.59
CO GRAMS/KG OF FUEL 77.1
CO? GRAMS/KG OF FUEL 3021
NOX GRANS/KG OF FUEL »?.B3
SO? GRAMS/KG OF FUEL 0.00
CARBON BALANCE FUEL ECONOMY
HC GRAMS/MIN
CO GRAMS/MlN
coa GRAMS/MIN
NOX GRAMS/HIM
302 GRAMS/HIM
.ea
2.0
77
1.09
n.oo
37.12
KILOMETRES/LITRE
-------
ro
o
UNIT NO. tOO
VEHICLE MODEL
TABLE
TEST NO. 1
CB3bn ST. CARBtCAT + AIR
VEHICLE EMISSION RESULTS
1975 LIGHT OUT* EMISSIONS TEST
DATE 8/30/77 MFGR. CODE
ENGINE ,3b LITRE Z CURB WT.
-0
0 KG
YH.
GVH
197t
0 KG
BAROMETER 740.11 MM OF HG.
DRY BULB TEMP. 27.2 DEG. C
REL. HUMIOITY 55 PCT.
EXHAUST EMISSIONS
BLOWER DIF. PRESS., 62,
BAG RESULTS
BAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC
HC
HC
HC
CO
CO
CO
CO
co?
SAMPLE
BIB.8 MH. H20
METER READING/SCALE
PPM
SAMPLE
SAMPLE
BACKGRD MFTER READING/SCALE
RACKGRO PPM
SAMPLE MFTER READING/SCALE
SAMPLE PPM
BACKGRD METER READING/SCALE
BACKGRO PPM
SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT
CO? BACKGRD METER READING/SCALE
CO? BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRO METER READING/SCALE
NOX flACKGRO PPM
SO? SAMPLE METER READING/SCALE
SO? SAMPLE PPH
SO? BACKGRD METER READING/SCALE
SO? RACKGRD P»M
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPH
SO? CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
CO? ; MASS GRAMS
NOX MASS GRAMS
SO? MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS CO?
WEIGHTED MASS NOX
WEIGHTED MASS SO?
ACTUAL DISTANCE
1
b98S
3119
11.9/3
199
2.1/3
?1
?9.3/3
bB9
.5/3
11
11.3/3
.70
3.5/3
.05
11.0/2
11.0
2.B/Z
2.8
-O.O/*
0.0
-o.o/*
0.0
179
657
,b5
11.*
n.o
1.99
3b.97
578.51
1.1?
n.oo
178.07
.35 GRAMS/KILOMETRE
5.01 GRAMS/KILOMETRE
103.bs GRAMS/KILOMETRE
.10 GRAMS/KILOMETRE
0.00 GRAMS/KILOMETRE
12.07 KILOMETRE
WET BULB TEMP 80.b DEG. C
ABS. HUMIDITY 12.7 GRAMS/KG
OYNO ROLL CONSTANT 9b7.97
BLOWER INLET PRFSS., Gl 73b.b MM. H?0
BLOWER INLET TEMP. H3 DEG. C
2
11998
3792
•»b.'8/a
'•7
IB.b/2
19
7».8/*
330
.5?
3.»/3
.05
3.R/2
3.9
2.7/2
3.7
-n.o/*
0.0
-O.O/*
o.n
29
313
.17
1.3
0.0
1.39
30.19
718.28
.22
0.00
210.18
3
b9bB
3185
bO.1/2
bO
15.8/2
Ib
91.2/*
183
2.2/*
7
3b.b/3
.hi
3.b/3
.Ob
10.1/2
10.1
2.1/2
2.1
-O.O/*
0.0
-O.O/*
0.0
15
.5b
8.1
0.0
1.25
25.92
19B.33
.80
0.00
118.20
FUEL ECONOMY BY CARBON BALANCE = 20.B KILOMETRE/LITRE
TOTAL CARBON EXHAUST 53b.15 GRAMS
ESTIMATED FUEL WEIGHT = .bBKG.
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER »00
DATE 8/30/77 TIME -0 HRS.
MODEL lS7b HONDA CB3bO FET ST.CARB*CAT+AIR
DRIVER KN .. TEST WT. 0 KG.
WET BULB TEMP 21 C DRY BULB TEMP 27 C
SPEC. HUM. 12.7 GRAM/KG BARO. 7H0.1 MM HG.
RUN DURATION
BLOWER INLET PRESS.
BLOHER DIP. PRESS.
BLOWER INLET TEMP.
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
BLOWER CU. CM /REV.
12.77 MINUTES
73b.b MM. H20
812.8 HM H20
13 DEG. C
10077
lb.75 KILOMETRES
105*2
82b7
TEST NO. 1
ENGINE .» LITRE 2
GVN 0 KG
REL. HUM. s».7 PCT
MEASURED FUEL 0.00 KG
D
to
H
METER READING/SCALE
PPM
BACKGRD METER READING/SCALE
BACKGRD PPM
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGRD METER READING/SCALE
BAG RESULTS
HC SAMPLE
HC SAMPLE
HC
HC
CO
CO
CO
CO BACKGRD PPM
C02 SAMPLE METER READING/SCALE
C02 SAMPLE PERCENT
C02 BACKGRD METER READING/SCALE
C02 BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
PPM
BACKGRD METER READING/SCALE
BACKGRD PPM
CONCENTRATION PPM
NOX SAMPLE
NOX
NOX
HC
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
302 COCENTRAT10N PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
C02 MASS (GRAMS)
NOX MASS (GRAMS)
302 MASS (GRAMS)
HC GRAMS/KILOMETRE .OS
CO GRAMS/KILOMETRE ».!»
C02 GRAMS/KILOMETRE RO.VS
NOX GRAMS/KILOMETRE .IS
S02 GRAMS/KILOMETRE o.oo
HC GRAMS/KG OF FUEL 3.37
CO GRAMS/KG OF FUEL ISO.3
C02 GRAMS/KG OF FUEL 2S22
NOX GRAMS/KG OF FUEL b.82
S02 GRAMS/KG OF FUEL 0.00
CARBON BALANCE FUEL ECONOMY
IS.8/2
50
1H.O/2
1»
3b.O/3
HSR
.5/3
11
bO.0/3
I.Ob
».l/3
.Ob
23.3/2
23.3
2.»/2
2.»
37
817
1.01
21.1
0.0
l.Sb
bS.33
13*7.58
3.15
0.00
HC GRAMS/MIN
CO GRAMS/MIN
C02 GRAMS/MIN
NOX GRAMS/MIN
302 GRAMS/MIN
.12
S.*
1Mb
^5
0.00
2b.bS KILOMETRES/LITRE
-------
to
10
UNIT NO. »00
VEHICLE MODEL
TABLE
TEST NO. ?
CB3bO ST. CARB+CAT + AIR
VEHICLE EMISSION RESULTS
J97S LIGHT DUTY EMISSIONS TEST
DATE 3/31/77 MFGR. CODE
ENGINE .3b LITRE a CURB HT.
-0
0 KG
YR.
GVM
197b
0 KG
BAROMETER 739,39 MM OF H6.
DRY BULB TEMP. 27.8 DEO. C
REL. HUMIDITY 55 PCT.
EXHAUST EMISSIONS
BLOWER OIF, PRESS.,
BAG RESULTS
BAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC
HC
HC
HC
CO
CO
CO
CO
CO?
CO?
G?, 812.B MM. H?0
METER READING/SCALE
PPM
SAMPLE
SAMPLE
BACKGRD METER READING/SCALE
BACKGRO PPM
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGRO METER READING/SCALE
BACKGRD PPM
SAMPLE METER READING/SCALE
SAMPLE PERCENT
CO? BACKGRD METER READING/SCALE
CO? BACKGRO PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
808 SAMPLE METER READING/SCALE
SO? SAMPLE PPM
SO? BACKGRD METER READING/SCALE
SO? BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
CO? MASS GRAMS
NOX MASS GRAMS
SO? MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED HASS HC
WEIGHTED MASS CO
WEIGHTED MASS co?
WEIGHTED MASS NOX
WEIGHTED MASS so?
ACTUAL DISTANCE
1
b980
3535
lb.3/3
Ib3
?8.3/3
bb
.50
?.1
n.o
l.»l
35. ?3
7Sb.7b
.»?
o.on
FUEL ECONOMY BY CARBON BALANCE = 19.9 KILOMETRE/LITRE
TOTAL CARBON EXHAUST SbR.3S GRAMS
ESTIMATED FUEL HEIGHT = .bbKG.
3
b97?
35?b
bb.b/?
h7
1S.9/?
Ib
?».5/3
5b9
39.8/3
.b7
5.2/3
.08
11.8/2
11.8
3.3/2
3.3
-n.o/*
o.o
-o.o/*
o.o
52
.bO
8.7
n.o
1.13
30,h9
5?9.»3
.H7
O.no
158.S9
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER •HID
U
10
W
DATE 8/31/77 TIME -0 MRS.
MODEL H7fc HONDA CB3faO FET ST. CARB+CAUAIR
DRIVER KN TEST HT. n KG.
WET BULB TEMP 21 C DRY BULB TEMP 28 C
SPEC. HUM. 12.5 GRAM/KG BARO. 739.1 MM HG.
TEST NO. 2
ENGINE .t LITRE 2
GVW a KG
REL. HUM. 52.0 PCT
MEASURED FUEL 0.00 KG
RUN DURATION
BLOWER INLET PRESS.
BLOWER DIF. PRESS.
BLOWER INLET TEMP.
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
12.7b MINUTES
73b.b MM. H20
812.8 MM H20
»3 DEC. C
10030
Ib.b7 KILOMETRES
10537
BLOWER CD. CM /REV. 82bS
BAG RESULTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
C02 SAMPLE METER READING/SCALE
C02 SAMPLE PERCENT
C02 BACKGRD METER READING/SCALE
COS BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
302 COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
C02 MASS (GRAMS)
NOX MASS (GRAMS)
302 MASS (GRAMS)
51.7/2
55
15.b/?
Ib
»n.2/3
1b8
.5/3
11
58.7/3
l.n«
3.3/3
.05
23.3/2
23.3
2.7/2
Z.7
HO
•»23
."»•<
20.8
o.n
l.bl
78.1H
1321. 7-»
3.07
0.00
.10
HC GRAMS/KILOMETRE
CO GRAMS/KILOMETRE
C02 GRAMS/KILOMETRE
NOX GRAMS/KILOMETRE
302 GRAMS/KILOMETRE
HC GRAMS/KG OF FUEL
CO GRAMS/KG OF FUEL
C02 GRAMS/KG OF FUEL
NOX GRAMS/KG OF FUEL
S02 GRAMS/KG OF FUEL „.„„
CARBON BALANCE FUEL ECONOMY
79. *b
.18
0.00
3.70
170.5
2840
b.70
0.00
HC
CO
C02
NOX
302
GRAMS/MIN
GRAHS/MIN
GRAMS/MIN
GRAMS/MIN
GRAMS/MIN
.13
fe.l
10H
.2*
0.00
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Kawasaki KZ 900
Date 12/07/76
Sequence Baseline KZS-1
Condition
Speed,
mi/hr
0
20
30
40
50
60
0
Notes:
Gear
N
2
3
4
5
5
N
Engine
rpm
1000
2400
?800
3050
3400
4050
1000
Load
0
.49
1.08
2.05
3. 30
4. 74
0
Concentrations
CO,
%
1.68
5.68
5. 56
4.94
4. 91
4.67
?.21
coz,
%
6.33
8.06
8.75
9.98
10.60
10. 99
6.25
02,
%
10.0
4.6
3.5
3. 5
2.8
2.3
^.2
NO,
ppm
25.
67.
129.
345.
350.
790.
29.
FID HC,
ppm C
9, 760
7,760
4,670
3, 680
3.980
3.070
9,680
Vacuum set: Outside V. 7 in. Hg
Inside 9. 0 in. Hg ' • ' ' t
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE KZ-900
Date 1/13/77
Sequence Baseline Check-Out., KZS-la
Condition
Speed,
mi/hr
Idle
40
60
Notes:
Gear
N
4
5
Engine
rpm
'1000
3000
4000
Load
2.07
4.80
Concentrations
CO,
1 1.60
4.61
5.10
co2,
6.76
10.12
10.55
°%
8.0
3.6
2.5
NO,
i ppm
23.
265.
485.
FID HC,
Lppm C
12 ,000
3,920
3,360
Settings - jfiiot air screw: stock
' " " ' ._
Jet needle position: stock - center "
bparjc plugs gapped: stock .028-. 032 inch (0.7-0.8 mm)
Carb. vac. from t, to R 10.5, 7.4, 9,0, 8 in."Hff "
D-24
-------
Date 1/17/77
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE KZ-900
Sequence 1st Lean Adjustment, K2S-2
Conditon
Speed,
mi/hr
Idle
20
30
40
50
60
Idle
Gear
N
2
3
4
5
5
N
Engine
rpm
1000
2500
2800
3050
3400
4050
1000
Load
0.45
1.08
2.06
3.27
4.73
Cone entrations
CO,
%
0.47
3.53
3.43
3.53
1.62
0.94
0.70
C02,
%
6.09
9.08
10.01
10.55
12.02
12.62
6.33
o2.
%
12.0
5.3
4.3
3.4
3.0
2.5
11.1
NO,
ppm
27.
81.
150.
280.
1430.
1500.
36.
FID HC,
ppm C
13,600
4,800
2,680
2,880
2,400
1,200
9,120
Notes: Settings - Pilot air screw; out half turn from stock
Jet needle clip position: up 1 notch from stock
Max. head temp, at 60 mph: 200°C, max. gas temp, at station #1, 775'
Ambient Temperature: 70° +_ 2°
WOT time: 5.03 sec +0.10 sec
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE KZ-900
Date
1/18/77
Sequence 1st Lean Adjustment + GDI, K2S-3
Condition
Speed,
mi/hr
Idle
30
60
Idle
Gear
N
3
5
N
Engine
rpm
1000
2800
4050
1000
Load
____
1.11
4.80
Concentrations
CO,
%
0.32
2.45
0.76
0.53
C02,
%
4.78
9.18
11.79
4.49
oz.
%
14.0
5.4
4.2
13.6
NO,
ppm
19.
145.
1625.
.21.
FID HC,
ppm C
11,400
2,240
1,160
8,560
Notes: Settings - Same as above but spark plugs gapped to .045" for GDI system
Temperature not taken
Carburetor vac. from L to R: 10, 8.7,8.7, 7.4 in. Hg
WOT time: 5.15 + 0.10 sec
D-25
-------
Date
1/18/77
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE KZ-900
Sequence 2nd Lean Adjustment + GDI, KZS-4
Conditon
Speed,
mi/hr
Idle
20
30
40
50
60
Idle
Notes:
Gear
N
2
3
4
5
5
N
Engine
rpm
1000
2400
2800
3050
3400
4050
1100
Load
0.45
1.09
2.08
3.28
4.80
Concentrations
CO,
%
0.12
1.06
0.35
0.24
0.24
0.21
0.12
C02,
%
4.21
9.18
9.91
10.44
10.44
10.77
4.78
°2>
%
14.6
7.5
7.1
6.5
6.8
6.0
13.6
NO,
ppm
39.
120.
315.
660.
1025.
900.
44.
FID HC,
ppm C
13,600
4,400
1,440
960
1,200
440
10,240
Settings - Pilot air screw out one and a half turns from stock
Jet needle clip position: top notch position
WOT time: 5.35 sec +_ 0.10 sec
Motorcycle would not negotiate LA-4 cold start, excessive use of choke needed
Throttle movement would not produce results - tendency to over and under shoot trace
Pilot air screw too far out - lean
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE KZ-900
Date 1/19/77 Sequence 2nd Lean Adjustment + GDI, KZS-5
Condition
Speed,
mi/hr
Idle
30
60
Notes:
Gear
N
3
5
Engine
rpm
1500
2700
4000
Load
1.13
4.87
Concentrations
CO,
0.88
1.95
0.24
C02,
— " !!••.
6.53
9.80
11.33
02.
10.1
6.4
5.5
NO,
ppm
— ••— •MW^B,^,
40.
175.
1160.
FID HC,
ppm C
14,800
2,560
880
settings - fiiot air screw: out one half turn out from stock
Jet needle clip position: top notch posit-inn
CoiL. vac. checked dilei lun: right out carb. vac. was readjusted f rom T'to" 7 in Hg <
Quality of idle improved after carb. ad -just.
D-26
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE KZ-900
Date 1/19/77
Sequence 2nd Lean Adjustment + GDI, KZS-6
Conditon
Speed,
mi/hr
Idle
20
30
40
50
60
Idle
Idle
Gear
N
2
3
4
5
5
N
N
Engine
rpm
1000
2450
2600
3000
3450
4000
2050
1000
Load
0.52
1.17
2.11
3.44
4.99
Concentrations
CO,
%
0.21
0.32
0.76
0.23
0.24
0.23
1.75
0.18
C02,
%
6.88
9.39
10.22
10.55
10.35
11.05
8.11
5.22
o2.
%
11.4
8.1
6.5
6.3
6.6
5.8
8.3
13.3
NO,
ppm
43.
160.
270.
690.
910.
1030.
50.
32.
FID HC,
ppm C
10,500
4,800
1,600
1,280
1,600
608
9,600
10,000
idle speed readjusted
Notes: Setting - Pilot air screw: out one turn from stock
Jet needle clip position: top notch
Max. head temp, at 60 mph -, max, gas temp. - 750°C
Inside exhaust temp, runs cooler than outside exhaust temp. - typical at idle but
not other speeds^ ^ ^^ from R ^ L/ ?_1/2/ 3, 2-7/8, 2-3/4
Test #1 - FTP and FET were run at this setting - did not perform very well on dyno-
too lean, excessive use of choke was necessary
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE KZ-900
Date 1/24/77
Sequence 3rd Lean Adjustment + GDI, KZS-7
Condition
Speed,
mi/hr
Idle
20
30
40
50
60
Idle
Notes:
Gear
N
2
3
4
5
5
N
Engine
rpm
1000
2500
2800
3100
3400
4050
1000
Load
_—
0.46
1.12
2.09
3.33
4.80
Concentrations
CO,
%
1.24
4.35
3.36
2.75
0.91
0.24
1.85
C02,
%
6.25
8.39
9.70
10.77
12.02
12.26
6.01
0*
%
•11.2
5.8
4.9
4.2
3.9
4.1
11.1
NO,
ppm
22.
65.
145.
390.
1690.
1580.
25.
FID HC,
ppm C
7,760
3,920
2,720
2,720
2,160
620
6,800
Settings - Pilot air screws: all two turns out from bottom
clip position: top notch
Max, head temp, at 60 mph, approx. 200°C; max, gas temp, at 60 mph, approx. 750°C
Motorcycle performance was acceptable on dyno
Pilot air screws were adjusted out another 1/4 turn
Dyno performance was OK - borderline limit, FTP and FET tests No. 2 first step were run
D-27
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Kawasaki KZ-900
Date
3/11/77
Sequence Final Lean Adjustment + GDI, KZS-8
Condition
Speed,
mi/hr
Idle
20
30
40
50
60
Idle
Notes:
Gear
N
2
3
4
5
5
N
Engine
rpm
1200
2400
2800
3100
3450
4100
1200
Load
—
0.56
1.19
2.12
3.31
4.78
-
Concentrations
CO,
2.41
5.88
5.00
3.91
1.30
0.24
3.00
C02,
7.92
8.30
9.49
10.88
12.55
12.82
8.03
°%
8.8
5.2
4.0
3.3
3.1
3.8
7.8
NO,
ppm
32
57
112
375
650
1440
37
FID I-JC,
pprn C
4.640
4,320
2,880
2,760
2,000
400
3,760
Run after FTP'S and FET's with final "borderline" limit adjustments
Pilot Air Screws: out 1 3/4 turns, vacuum from L to R: 9.2, 8.6, 576 ', 9.2 in. Hg.
Max. head temp at 60 mph 190°C, Max gas temp - station #1 at 60 mph - 755'dC
W.O.T. accel time 0-100 kph, 5.5 sec
Jet Needle clip position: top
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Kawasaki KZ-9QO
Date 3/30/77
Sequence KZS-9 + reed valves
Condition
Speed,
ini/hr
Idle
20
30
40.
50
60
Idle
Notes:
Gear
N
3
4
5
5
N
Engine
rpm
1000
2400
2800
3100
3400
4100
1200
»
Load
0. 57
1.24
2.19
3. 48
4.99
Concentrations
CO,
%
1.43
3.72
4.02
1.91
0.47
0.21
2.05
run with chevette reed va
C02,
%
5.2C
7.37
8.11
9.8C
10. 77
11.22
5. 61
°2,
%
12.8
8.0
6. -9
6.3
6.0
5.9
11. 5
NO,
pprn
. 11.
43.
80.
380.
1175.
1340.
18.
FID HC,
ppm C
4, 960
3,072
2,560
1,780
• 960
300^~
2, 560
Ives - pipes insulated
•
> dilution ^~*
-••' 1 '
"'J ' - """ ~""*"1
1
max. head temp, at 60 mph - 18u°C • " — ' ' " """ -' ' """
max. gas temp^ at 60 mph - 775 °C " "JJ — — — — • , . ,
D-28
-------
Date
5/30/77
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Kawasaki KZ-900
Sequence KZS-10
Condition
Speed,
mi/hr
Idle
20
30
40
50
60
Idle
Gear
N
2
3
4
5
5
N
Engine
rpm
1000
2400
2800
3100
3400
4050
1000
Load
0.50
1.17
2.17
3.38
4.81-
Concentrations
CO,
%
0.70
1.59
1.33
0.90
0.26
0.13
0.71
C02,
%
5.74
8.34
8.95
9.52
9.70
L0.25
5.73
°2.
%
12.4
8.5
8.0
7.5
7.8
7.3
11.8
NO,
ppm
16.
14.
40.
245.
765.
965.
16.
FID HC,
ppm C
3,360
780
640
580
600
320
3,140
reaction implied by
temp, at sta. 4 being
higher than sta. 3
dilution only
Notes: Cast Pump. 0440 installed with 1.07; I..drive, pipes insulated
Max. head temp. 160°C, carburetors leaned as with KZS-8
Max. exhaust gas teTtip. 740°C
WOT accel time 0 - 100 kph =5.4 sec
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Kawasaki KZ-900
Date 6/09/77
Sequence
KZS-11
Condition
Speed,
mi/hr
Idle
^^•«.*™**«™"».^— ^™
20
30
40
50
60
Idle
Notes:
Gear
N
•
2
3
4
c
5
N
fiast
Engine
rpm
1200
2500
2800"
3050
3450
4025
1250
Load
_._..! ~
0.52
1.19
2.16
3.40
4.80
____
Concentrations
CO,
%
0.94
1.30
1.40
0.65
0.24
0.21
0.82
C02,
%
6.50
8.11
8.72
9.08
9.28
10.01
7.02
_ n440 installed - cort liners installed _.._ _ _.
Max Head' temp. 155°C, carburetor leaned as with Kldb-B
Max. exhaust gas temp. 740"C at bu mph
W.O.T. accel time u-iOO kph =5.9 sec.
D-29
-------
Date 8/3/77
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Kawasaki KZ 900
Sequence KZS-12
Condition
Speed,
mi/hr
Idle
20
30
40
50
60
Idle
Notes:
Gear
N
2
3
4
5
5
N
Engine
rpm
1000
2400
2800
3000
3400
4000
1000
Load
0.52
1.21
2.16
3.39
4.90
—
Concentrations
CO,
%
).91
1.67
1.36
).90
5.34
3.24
1.03
C02,
%
5.07
8.27
9.00
9.32
9.70
10.12
4.90
o2.
%
12.8
8.2
7.5
7.3
7-3
6.8
11.5
NO,
ppm
12.
10.
34.
210,
^685.
1110.
14.
FID HQ,
ppm C
2,040
650
480
456
472
296
1,800
y
^ possible reaction j
Vindicated by \- dilution
J temperature data
~
Lean Carburetor: after vacuum alignment + GDI + Air Injection * Port Liners
Max. head temp. 190°C
Max. exhaust gas temp, at station #1 = 740°C **
W.O.T. 0-100 kph accel time = 5.6 sec
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Kawasaki KZ-900
Date
8/08/77
Sequence KZS-13
Condition
Speed,
mi/hr
Idle
20
30
40
50
60
Idle
Notes:
Max . EJ
Gear
N
2
3
4
5
5
N
Engine
rpm
1000
2400
2700
3000
3350
4000
1000
Load
_! .
0.51
1.19
2.17
3.37
4.80
Concentrations :
CO,
%
).004
).055
D.008
).008
).010
).012
3.008
C02,
%
6.84
11.70
12.14
12.14
11.22
LI. 22
7.50
o2,
%
11.3
5.3
4.5
4,6
6.1
6.2
10.3
NO,
ppm
18.
29.
55.
215.
Lj435.
548.
21.
FID HC,
ppm C
184
220
122
152
104
92
204
Exh. Temo. . °c
Enter
Cat.
200
310
35p
350
375
430
205
Lean carburetion, GDI, port liners, (2) catalyst PTX 413 -f- Air,
Exit
Cat.
425
500
540
5QQ
390
400
385
Air
Injection
Rate , cfm
1.00
2.45
9 07
1 37
3.49
4.25
1.00
Pump No. 440 at 0.6:1
chaust temp at station # 1 - 750°cr at 60 mph
Max. head temp - 185°C at 60 mph
W.O.T. 0-100 kph acceleration time 5.5 sec.
D-30
-------
UNIT NO. BOO
VEHICLE MODEL
TEST NO. 1
KAWASAKI KH 100
TABLE VEHICLE EMISSION RESULTS
1175 LIGHT DUTY EMISSIONS TEST
DATE 10/ ?/7b MFGR. CODE
ENGINE .81 LITRE 1 CURB WT.
-0
0 KG
YR.
SVH
0 KS
BAROMETER 712.11 MM OF HG.
DRY BULB fEMP. 25.b DEG. C
REU. HUMIDITY ID PCT.
EXHAUST EMISSIONS
to
H
BLOWER DIP. PRESS. r GS , *10.7 MM. H20
RAG RESULTS
RAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER READING/SCALE
HC SAHPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRO METER READING/SCALE
CO BACKGRD PPM
CUE SAMPLE METER READING/SCALE
C02 SAMPLE PERCENT
COS BACKGRD METER READING/SCALE
C02 6ACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD HETER READING/SCALE
NOX BACKGRD PPM
802 SAMPLE METER READING/SCALE
308 SAMPLE PPM
SO? BACKGRD METER READING/SCALE
SO? BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
COS MASS GRAMS
NOX MASS GRAMS
SO? MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC 3. as GRAMS/KILOMETRE
HEIGHTED MASS CO 21.17 GRAMS/KILOMETRE
WEIGHTED MASS COS 77.27 GRAMS/KILOMETRE
WEIGHTED MASS NOX .13 GRAMS/KILOMETRE
HEIGHTED MASS 302 0.00 GRAMS/KILOMETRE
1
10*3 +
31b2
11. 1/1
1110
.1/1
10
7b.3/3
2033
1.0/3
22
28.7/3
.17
2.b/3
.04
l».0/2
i».n
i.e/a
1.2
-o.o/*
0.0
-o.o/*
0.0
1152
18
.»H
ia.i
o.o
40.38
131.25
»8b.2J
1.31
n.oo
S27. 3b
ACTUAL DISTANCE
11.18 KILOMETRE
FUEL ECONOMY BY CARBON BALANCE s 17.b
TOTAL CARBON EXHAUST btl.lS
ESTIMATED FUEL WEIGHT s .7»KG.
KILOMETRE/LITRE
GRAMS
WET BULB TEMP lb.7 DEG. C
ABS. HUMIDITY 8.3 GRAHS/KG
DYNO ROLL CONSTANT 1b7.17
BLOHEH INLET PRESS.,
BLOWER INLET TEMP.
61 *00.2 MM. H20
»3 OEG. C
2
17737
3701
bO
bS.0/3
1757
1.1/3
?t
lB.b/3
.30
2.3/3
.0>>
3.5/2
3.5
.I/?
.1
-D.O/*
0.0
-o.n/*
o.o
?B2
1703
0.0
Ib.BO
201.53
501.13
.18
0.00
231.10
3
103fa8
3158
31.0/3
310
.5/1
50
81.7/3
2231
1.1/3
21
SI. 1/3
.35
1.5/3
.02
1.3/2
1.3
1.0/2
1.0
-O.O/*
0.0
-o.o/*
0.0
312
.33
8.3
0.0
10.17
152.13
3b8.78
.8S
0.00
171. bl
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER 800
D
u>
DATE 10/ b/7b TIME -0 MRS.
MODEL l*»7b KB 100 KAHASAKIHIMAY CYCLE
DRIVER TJ TEST WT. Ifl KG.
WET BULB TEKP 15 C DRY BULB TEMP ?b C
SPEC. HUH. b.H GRAM/KG BARO. 7»a.? MM HG.
TEST NO. 1
ENGINE .1 LITRE »
GVW 0 KG
«EL. HUH. 30.7 PCT
MEASURED FUEL O.UO KG
RUN DURATION
BLOWER INLET PRESS.
BLOWER DIP. PRESS.
BLOWER INLET TEMP.
DYNQ REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
BLOWER CU. CM /RtV.
12.75 MINUTES
IbOO.E MM. H20
1778.0 MM H20
1825
lb.33
DEC. C
KILOMETRES
7b51
BAG
HC
HC
HC
HC
CO
CO
CO
CO
coe
coa
CO?
cos
NO*
NOX
NOX
NOX
HC
CO
cog
NOX
SO?
HC
CO
co?
NOX
302
RESULTS
SAMPLE
SAMPLE
METER RfAOING/SCALE
PPM
BACKGRD METER READING/SCALE
8ACKGRO PPM
SAMPLE
SAMPLE
METER READING/SCALE
PPM
BACKGRD METFR READING/SCALE
BACKGRD PPM
SAMPLE METER READING/SCALE
SAMPLE PERCENT
BACKGRD METER READING/SCALE
BACKGRD PERCENT
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGRD METER READING/SCALE
BACKGRD PPM
CONCENTRATION PPM
CONCENTRATION PPM
CONCENTRATION PCT
CONCENTRATION PPM
COCENTRATION PPM
MASS (GRAMS)
MASS (GRAMS)
MASS (GRAMS)
MASS (GRAMS)
MASS (GRAMS)
.83
HC GRAMS/KILOMETRE
CO GRAMS/KILOMETRE
CO? GRAMS/KILOMETRE
NOX GRAMS/KILOMETRE
SO? GRAMS/KILOMETRE
HC GRAMS/KG OF FUEL
CO GRAMS/KG OF FUEL
CO? GRAMS/KG OF FUEL
NOX GRAMS/KG OF FUEL
SO? GRAMS/KG OF FUEL
CARBON BALANCE FUEL ECONOMY
271
1.3/3
13
bl.?/?
•31*0
.»/2
15
38.1/3
.b»
3.7/3
.Ub
31.<»/a
31. <»
3105
0.0
13. b3
330.01
190.15
f.S?
0.00
0.00
27.8
-------
TABLE
UNIT MO. BOH
VEHICLE MODEL
DRV WM.H IFUP.
PEL, HU^T'llTY
TEST NO, ?
KAWASAKI K? 100
?n MM OF HG.
?LF. PPM
HACKGRO METER READING/SCALE
«*r.«GRD PPM
SAMPLE
SAMPLE
HC
HC
HC
HC
CO
CO
CO
co
CO?
CO?
CO?
CO?
wox' SAMPLF;
sn?
SOS
so?
SO?
HC
CO
CO?
NOX
SU?
HC
CO
CO?
NOX
SO?
"ETER PEADlKG/SCALt
PPM
HACKGRO METER REAOlNG/SCALf
HUCKGRO PPM
SAMPLE METER READING/SCALE
SAMPLE PERCENT
BACKGRO METER READING/SCALE
BACKGHO PfHCEHiT
SAHPLF METER RFADING/SCALE
PPM
BACKGRO METER READING/SCALE
HACKGRt1 PPV.
SA»PLE METER READING/SCALE
BACx
MASS sn?
i
10)03
10.H/*
10*0
Kl,3/3
IBS?
i.a/3
.15
3.0/3
.05
1.1
•O.O/*
0,0
-o,n/*
0,0
inee
17.?
0,0
as, so
lOb.2?
iiio.ai
1.71,
ft. 00
?7.jn
hS.n?
.lb
n.nn GRAMS/KILOMETRE
ACTUAL
FUEL ECONOMY 9Y CARSON
TOTAL CAR9CM EXHAUST
ESTTMATEO FUF.L WEIGHT i
= 11.* KILOMfTRE/LITRE
S8?.»t GRAMS
WET BULB TEMP is.n OEG, C
ABS, HUMIDITTf b.S, (iHAMS/KG
DYMO ROLL CONSTANT qb7.<»7
BLOWER INLET PRESS., GI *on.a MM, H?O
HLUWER INLET TEMP. »3 DEC. C
a
17HOS
371J
31.J/3
ni
1.7/3
17
b8,0/3
1757
1,8/9
31
IB. 1/3
.?"»
».0/3
.Ob
1,5
"0,0/»
0.0
-0.0/*
O.fl
Ibll
,?3
3,?
a.o
17.75
.55
0,00
3
11
35?1
ea.H/a
?BH
1.7/3
17
7?, 7/3
1.2/3
Eb
3,0/3
,05
l.b/2
l.b
-o.n/*
0,0
-D.O/*
0,0
IBS?
.50
10. b
0,0
331. IS
1.08
0,00
1SS.7?
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER 800
D
to
DATE ID/ 7/71. TIME -0 HRS.
MODEL 117b KAWASAKI Kg RQOHIWAY CYCLE
DRIVER TJ »EST WT. m KG.
WET BULB TEMP 17 C DRY BULB TEMP 2b C
SPEC. HUM. S.O GRAM/KG BARO. 7»2.H MM H6.
TEST NO. 2
ENGINE .•» LITRE •>
GVW 0 KG
REL. HUM. »3.0 PCT
MEASURED FUEL 0.00 KG
RUN DURATION
BLOWER INLET PRESS.
BLOWER OIF. PRESS.
BLOWER INLET TEMP.
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
12.75 MINUTES
Ib00.2 MM. H20
1778.0 MM H20
13 DEG. C
lb.32 KILOMETRES
15523
BLOWER CU. CM /REV. 7fa3b
BAG RESULTS
HC SAMPLE
SAMPLE
HC
HC
HC
CO
CO
CO
CO
METER READING/SCALE
PPM
BACKGRD METER READING/SCALE
BACKGRO PPM
SAMPLE
SAMPLE
METER READING/SCALE
PPM
BACKGRD METER READING/SCALE
BACKGRD PPM
C02 SAMPLE METER READING/SCALE
C02 SAMPLE PERCENT
C02 BACKGRD METER READING/SCALE
COS BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRO PPH
HC CONCENTRATION PPM
CO CONCENTRATION PPM
COS CONCENTRATION PCT
NDX CONCENTRATION PPM
302 COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
C02 MASS (GRAMS)
NOX MASS (GRAMS)
SOa MASS (GRAMS)
HC GRAMS/KILOMETRE .a*
CO GRAMS/KILOMETRE SO.03
cn? GRAMS/KILOMETRE sb.ss
NOX GRAMS/KILOMETRE .25
802 GRAMS/KILOMETRE 0.00
HC GRAMS/KG OF FUEL 21.32
CO GRAMS/KG OF FUEL 701.7
COS GRAMS/KG OF FUEL 1171
NOX GRAMS/KG OF FUEL 8.72
305 GRAMS/KG OF FUEL 0.00
3.H/3
3
-------
TABLE
UNIT NO. BOO TEST NO. 1
VEHICLE MODEL KZ ino 1ST STEPt 2n<*
ADJUSTMENT
BAROMETER 717.52 MM OF HG.
DRY BULB TE«P. 25.n DEG. C
REL. HUMIDITY 18 PCT.
VEHICLE EMISSION RESULTS
1175 LIGHT DUTY EMISSIONS TEST
DATE 1/2R/77
ENGINE .1? LITRE H
V
U)
Ul
Git *01.8 MM. H20
EXHAUST EMISSIONS
BLOWER DIF. PRESS.,
HAG RESULTS
RAG NO.
RLOWtR REVOLUTIONS
ROLL COUNTS
HC SAf-PLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRD PPM
co SAMPLE METER READING/SCALE
CO SAKPLt PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
COS SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT
CO?. BACKGRD METER READING/SCALE
C02 BACKGRO PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX B»CKGRO PPM
502 SAMPLE METER READING/SCALE
S02 SAMPLE PPK
802 BACKGRD METER READING/SCALE
902. BACKGHD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
SO* CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
CO? MASS GRAMS
NOX MASS GRAMS
SO? MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS C02
WEIGHTED MAS3 NOX
WEIGHTED MASS S02
ACTUAL DISTANCE
1
10125
352*
IB.b/H
18bO
5.H/3
51
33.3/3
710
.3/3
b
35.0/3
.51
3.2/3
.05
2b.2/2
2b.2
1.2/2
1.2
-O.O/*
0.0
-O.O/*
0.0
771
.SH
25.1
0.0
b7.b3
58. 1?
b13.11
2.52
0.00
251.08
3.85 GRAMS/KILOMETPE
s.i7 GRAMS/KILOMETRE
103.85 GRAMS/KILOMfTRE
.37 GRAMS/KILOMFTPE
0.00 GRAMS/KILOMETRE
12.21 KILOMETRE
FUEL ECONOMY BY CAKBON BALANCE = 18.1 KILOMETRE/LITRE
TOTAL CARBON EXHAUST b31.bl GRAMS
ESTIMATED FUEL HEIGHT = .73KG.
MFGR. COPE
CURB WT.
-0
0 KG
YR.
GVM
117b
o KG
HET BULB TEMP 12.2 OEG. C
ABS. HUMIDITY a.b GRAMS/KG
OYNO ROLL CONSTANT 1b7.S7
BLOWER INLET PRESS., Gl *2f.O MM. H?0
BLOW£« INLET TEMP. *3 DEG. C
e
17818
3825
3H.1/3
3f<»
11.5/1
115
10.b/3
23b
0.0/3
U
52.1/3
.37
2.H/3
.Of
11.0/2
11.0
1.2/2
1.2
-n.n/*
o.n
-o.o/*
o.n
23S
233
.33
"».8
o.n
IS.IB
3n.il
b71.BO
l.bl
o.un
201.10
3
10315
351b
21.b/3
Sib
8.1/3
81
51. O/*
111
.2/3
1
31.b/3
.52
3.b/3
.Ob
32.8/2
32.8
1.2/2
1.2
-O.O/*
0.0
-O.O/*
0.0
131
187
.17
31.7
0.0
11.01
5b0.21
3.17
0.00
Ib3.13
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER ano
DATE 1/20/77 TIME -0 HRS. TEST NO. 1
MODEL lS7b KAWASAKI KZ-SOOFET 1ST STEP, 2nd ADJUST.ENGINE .<) LITRE H
DRIVER KN IFST WT. n KG. GVW 0 KG
WET 8ULB IEMP 13 C DRY BULB TEMP ?7 C REL. HUM. 1».2 PCT
SPFC, HUM. .3.2 GRAM/KG BARO. 7*7.5 MM HG. MEASURED FUEL 0.00 KG
RUN DURATION l?.7b MINUTES
BLOWER INLET PRESS. 15e-».0 MM. H20
BLOWKR CIF. PRESS.
BLOWER INLET TEMP.
OYNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
BLOWER CU. CM /REV.
1701.8 MM H20
»3 DEC. C
10050
lh.71 KILOMETRES
15701
8027
O
U>
BAG RESULTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGMD PPM
CO SAMPLE METER READING/SCALE
co S*«PLE PPM
CO 3ACKGRO METER READING/SCALE
CO BACKGRO PPM
COe SAMPLE METER READING/SCALE
C02 SAMPLE PERCENT
CO? BACKGRD METER READING/SCALE
C02 BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
MOX BACKGRO METF.R READING/SCALE
NOX BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
S02 COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
C02 MASS (GRAMS)
NOX MASS (GRAMS)
S02 MASS (GRAMS)
HC GRAMS/KILOMETRF .
-------
UNIT MO. 800
VEHICLE MODEL
TA8LE
TEST NCI. 2
KZ900 181 STEPi 3rd HIJUST.
?
to
BAROMFTEfl 7tb.OU MM OF HG.
DRY BHL3 TEMP. 25.b DEG. C
REU. HUMIDITY 2S PCT.
EXHAUST EMISSIONS
BLOWER OIF. PRESS.r G2, *1B.O MM. H20
BAG RESULTS
BAG NO.
BLOkiER REVOLUTIONS
ROLL COUNTS
SAHPLE
SAMPLE
HC
HC
HC
HC
CO
CO
CO
CO
CO?
C02
C02
cos
NOX
NOX
NOX
NOX
SO?
so2
soe
so?
HC
CO
t-02
NOX
so?
HC
CO
CO?
NOX
S02
TOIAL
HETER REAOIWG/SCAtE
PPM
BACKGRO METER READING/SCALE
BAtKGRD PPH
SAHPLE
SAMPLE
METER READING/SCALE
PPM
8ACKGSD METER READING/SCALE
BACKGRD PPM
SAMPLE METER READING/SCALE
SAMPLE PERCENT
BACKGKD METER READING/SCALE
flACKGRO PERCENT
SAMPLE NETFR READlNG/SCAuE
SAMPLE PPM
B*CK6RD METER READING/SCALE
BACKGHO PPM
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGKD METER READING/SCALE
BACKCRD PPM
CONCENTRATION PPM
CONCENTRATION PPM
CONCENTRATION PCT
CONCENTRATION PPM
CONCENTRATION PPM
MASS GRAMS
MASS GRAMS
MASS GRAMS
MASS GRAMS
MASS GRAMS
CARBON GRAMS
VEHICLE EMISSION RESULTS
1175 LIGHT DUTY EMISSIONS TEST
DATE 1/35/77 MFGH. CODE -0
ENGINE .1 LITRE t CURB WT. 0 KG
MFT BiJLfl TEMP 13. s [>EG. C
ABS. HUMIDITY 5.1 GRAMS/KG
OYN« ROLL CONSTANT -»t,7.q?
YR.
GVH
117b
U KG
1
10311
3510
Ib.S/t
ib?a
3.9/3
39
11
3*. 0/3
.57
3.9/3
.Ob
3B.B/2
28.8
1.5/2
1.5
-O.O/*
u. a
-n.o/*
n.u
1583
982
.51
27. »
0.1J
5B.Rb
b9.18
bUb.19
2.85
n.no
?fb.0b
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS C02
WEIGHTED MASS NOX
v-EIGHTrO MASS SO?
ACTUAL DISTANCE
3.31 CRAMS/KILIMfTRE
11.27 GRAMS/KILOMETRE
98.0"* GRAHS/KlLOhFTRE
,3b GRAMS/KILOMETRE
0.00 GRAMS/KILOHETRE
12.22 KILOMETRE
BLUMER INLET PRESS., Gl *29.1 MM. HSO
BLOWER INLET TEMP. H3 DEG. C
2
17801.
3832
21.2/3
212
3.7/3
37
30.2/3
711
.b/3
13
23,0/3
.37
3.9/3
.Ob
8.2/2
8.2
1.0/2
i.n
-O.O/*
0.0
-O.O/*
0.0
17b
b88
,32
7.2
0.0
11.27
8fl. Bb
b«?.bl
1.29
0.00
223.21
3
10387
352b
20.B/3
2"8
2.9/3
29
20.3/3
tbb
.7/3
IS
30.3/3
.50
Y.S/3
.07
33.1/8
33.1
1.1/2
1.1
-O.O/*
0.0
-O.O/*
0.0
180
32.0
n.o
b.72
33. »t
517.15
3.35
o.on
lbl.30
FUEL ECONOMY BY CARBON BALANCE s IS.b KILOMETRE/LITRE
TOTAL CARBON EXHAUST «,30,K) GRAMS
ESTIMATED FUEL WEIGHT = .73KG.
-------
o
w
00
TABLE EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER BOO
DATE 1/55/77 TIME -0 HRS. TEST NO. ?
MODEL 197* KAWASKI K7. 900 FET 1ST STEPi 3rd ADJ. ENGINE .* LITRE «
DR1VEB JB TEST WT. 0 KG. GVW 0 KG
WET Bute TCMP n c o»r BULB TEMP ?<» c REL, HUM. ss.s PCT
SPEC, HUM. 5.0 GRAM/KG BARO. 7»b.O Mf» HB. MEASURED FUEL 0.00 KG
RUN DURATION
BLOrtER JWLfT PRESS.
BLOWER OIF. PRESS.
BLOWER INLET TEMP,
OYNO REVOLUTIONS
DISTANCE TRAVELED
BLOwER REVOLUTIONS
BLOWER CU. CM /REV.
BAG RESULTS
HC SAMPLE METER
HC SAMPLE PPM
12,77 MINUTES
!S?<).1 MM, H?0
IbSS.b MM H?0
H3 DE6. C
100*7
lfa.70 KILOMETRES
15780
BOfel
HC BACKG8D PPM
co SAMPLE METER READING/SCALE
CO SAMPLE PPM
co PACKGBD METER READING/SCALE
CO 84CKGRO PPM
co? SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT
co? BACKGRO METER READING/SCALE
COg 9ACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRO METER READING/SCALE
NO* 9AC«G&B PpM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? CHCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
CO? MASS (GRAMS)
NOX MASS (GRAMS]
SO? MASS (GRAMS)
HC GRAMS/KILOMETRE
CO GffAM9/KILOMETR£
CO? GRAMS/KILOMETRE
NOX GRAMS/KJtOMETRE
SO? GRAMS/KILOMETRE
HC GRAM3/KG OF FUEL
CO GRAMS/KG OF FUEL
co? GRAMS/KG OF FUEL
NOX GRAMS/KG OF FUEL
30? GRAMS/KG OF FUEL
CARBOM BALANCE FUEL
I."*!
85.75
,7S
o.oo
15.Ib
15.0/3
ISO
l.b/*
5
H^.S/3
.Bb
*.3/3
.07
8«».3/?
St. 3
1,7/2
1,7
199
£81
.90
8?. 7
0.0
7.80
31.17
13.0?
0.00
O.UO
HC GRAMS/MIN
CO GRAMS/MIN
co? GHAMS/MIN
NOX GRAMS/MIN
SO? GRAMS/MIN
us
1.05
0.00
?5.B3
KILOMETRES/LITRE
-------
TABLE VEHICLE EMISSION RESULTS
1S7S LIGHT DUTY EMISSIONS TEST
OMIT NO. BOO TEST NO. 3 DATE 1/88/77 HFGR. CODE
VEHICLE MODEL KZIUD IST STEP, 3rd ADJUST. ENGINF .so LITRE » CUHB WT.
-o
0 KG
VR.
GVM
lS7b
0 KG
BAROMFTFR 73tG. C
ABS. HUMIDITY 3.8 GNAMS/KG
OY»0 ROLL CONSTANT Sb7.<»?
BLUHEH INLET PRESS., til *18.S MM. H20
8LOHEK INLET TEMP. 13 OEG. C
a
17733
3BJ5
ao.o/3
aoo
a.1/3
ai
27.b/3
b<»b
.2/3
>»
aa.3/3
.3b
3.3/3
.05
s.n/a
•t.o
.s/e
.«»
-o.o/*
o.o
-o.o/*
o.u
ian
b3t
.31
B.I
0.0
11.30
flO.HS
b2S.H3
1.38
o.on
3
in»et
3510
17.5/3
175
l.b/3
Ib
IS. 7/3
tse
.1/3
a
21.3/3
.«B
3.5/3
.05
aa.a/a
aa.a
.a/a
.8
-o.o/*
0.0
-o.o/*
0.0
IbO
31.4
0.0
5. SO
33. Ob
SOB.b?
3.1»
0.00
158.11
FUEL ECONOMY BY CARBON BALANCE = 19.5 KILOMETRE/LITRE
TOTAL CARBON EXHAUST SSb.Bl GRAMS
FSTIMATEO FUEL WEIGHT s ,b1KG.
-------
TAflLE
EXHAUST EMISSIONS FROM SINGLE PAG SAMPLE
VEHICLE NUMBER 81)0
G
O
DATE l/PH/77 JIME -0 HH8. TEST NO. 3
MOPEL 117h KAWASAKI K2SOO FET 1ST STEP, 3rd ADJ. ENGINE ."> LITRE »
DRIVEK KM IE9T WT. 0 KG. GVW 0 KG
HET SULB TEMP 13 C OUT 8ULH TEHP ?3 C REL. HUM. 37.1 PCT
SPFC. HUM. ».q 6RAW/K6 BARO. 7*0.3 MM HS. MEASURED FUEL 0.00 KG
RUN DURATION
BLOWER INLET PRESS. 1SSV.O
RLOWER DIF. PRESS. IfcSR.l
BLOWER INLET TFMP. »3
DYNO flEVOLUTIOMS
DISTANCE TRAVELED
RLOWtR REVOLUTIONS 1571b
PLOHER CU. C»* /REV. 802S
l?.7b MINUTES
MM. H?0
MM HSO
*3 OEG. C
10063
lfa.73
KILOMETRES
PAG RESULTS
HC SAMPLE
HC SAMPLE
HC
HC
CO
CO
CO
CO
METER READING/SCALE
PPH
METER READING/SCALE
PPM
MtTER READING/SCALE
SAMPLE
SAMPLE PPM
BACKGKl) METEH READING/SCALE
SACKG«0 PPM
CO? SAKPLE METER READING/SCALE
CO? SAMPLE PERCENT
CO? BACKGRD METER READING/SCALE
CO? BAC«SRO PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACK6RD METER READING/SCALE
NOX BACK6RD PPM
HC CONCENTRATION PPM
CO CONC£NTff*TION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? COCENTRATION PPM
HC MAS3 (GRAMS)
CO MASS (GRAMS)
CO? MASS (GRAMS)
NOX MASS (GRAMS)
SO? MASS (GRAMS)
HC GRAMS/KILOME1RE .31
CO GRAMS/KILOMETRE 1.17
CO? GRAMS/KILOMETRE 80.SS
NOX GRAMS/KILOMETRE .(,8
SO? GRAMS/KILOMETRE O.ClO
HC GRAMS/KG OF FUEL
co GRAMS/KG OF FUEL
CO? GRAMS/KG OF FUEL
NOX GRAMS/KG OF FUEL
SO? GRAMS/KG OF FUEL
CAP80N BALANCE FUEL ECONOMY
1.3X3
13
S7.i»/*
tb.1/3
.81
3.»/3
.03
I.?/?
1.?
lib
318
. 7h
73.0
0.0
b.fS
11.3?
n.on
1H.53
5S.3
3H3ti
25.5?
o.na
HC GRAMS/MIN
CO GRAMS/MIN
co? GRAMS/MIN
NOX GRAMS/MIN
so? GRAMS/MIN
.51
1.1
10h
.as
0.00
KILOMETRES/LITRE
-------
TABLE
UNIT MO. BOO TEST NO. 4
VEHICLE MODEL KZ-1DO 1ST 3T£Pf FINAL
BAROMETER ?3».S? MM OF HG.
DBT 8UL« TEMP. 20.b bEG. C
BEL. HUMIDITY 33 PCT.
EXHAUST EMISSIONS
VEHICLE EMISSION RESULTS
H75 LIGHT DUTY EMISSIONS TEST
DATE 1/11/77 HFGR. CODE
ENGINE 0.00 LITRE CURB HT.
-0
0 KG
YR.
(JVM
U KG
BLOWER OIF. PRE33.F G?r *7b.t MM. H?0
RAG RESULTS
BAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGSO METEH READING/SCALE
HC BACKGHO PPM
CO SAMPLE METES READING/SCALE
CO SAMPLE PPM
CO BACXGHO HETER READING/SCALE
CO BACKRRI) PPM
COS SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT
COe BACXGRP METER READING/SCALE
COS BACKGRD PERCENT
NOX SAMPLE MtTEH READING/SCALE
NOX SAMPLE PPM
NOX BACXGRO METER READING/SCALE
NOX BACKGRO PPM
SO? SAMPLE METER READING/SCALE
302 SAMPLE PPM
SO? BACKGRD METEH READING/SCALE
SO? BACKGRO f PH
HC CONCENTRATION PPM
CO COMCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
808 CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
CO? MASS GRAMS
NOX MASS GRAMS
SO? MASS GRAMS
TOTAL CAKBOM GRAMS
WEIGHTED MASS HC l.bB GRAMS/KILOMETRE
WEIGHTED MASS CO 18.15 GRAMS/KILOMETRE
WEIGHTED MASS CO? R8.7S GRAMS/KILOMETRE
HEIGHTEO MASS NOX . 3
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER Una
O
•C*
to
DATE 3/11/77 TIME -0 MRS.
MODEL lf'b KZ-<»00 1ST STEP, FINAL
DRIVER KN TEST «T. t» KG.
HET BULB TEMP U C DRV BULB TEMP a5 C
SPfC. HUM. 3.? GRAM/KG BARO. 73t.B MM HG.
RUN DURATION 1P.75 MINUTES
BLOWER INLET PRESS, isn.s MM. HSO
BLOWER OIF« PRESS. lb7b.V MM H?0
BLOWER INLET TEMP. H3 OEG. C
t>YNO REVOLUTIONS 1811
DISTANCE TRAVELED Id.31 KILOMETRES
BLOHER REVOLUIIONS ISb^fa
BLOWER CU. CM /REV. BOat
TEST NO. 4
ENGINE .1 LITHE »
GVM 0 KG
REL, HUM. 15.7 PCT
MEASURED FUEL O.ort KG
BAG RESULTS
HC SAHPLE
SAHPLE
METER READING/SCALE
PPM
METER READING/SCALE
BACKGflO PPM
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGRD HETER READING/SCALE
BACKGRO PPM
HETER READING/SCALE
PERCENT
HC
HC
HC
CO
CO
CO
CO
CO? SAMPLE
COa SAMPLE
CO? BACKGRO METER
COS BACKCffO PERCEWT
NOX SAMPLE METER REAOIN6/SCALE
SAMPLE PPM
BACKGRD METER REAPING/SCALE
BACKCRD PPM
CONCENTRATION PPM
CONCENTRATION PP«
COZ CONCENTRATION PCT
WOX CflNCENTRATION PPM
302 COCCNTRATIOM PP«
MASS (GRAMS)
MASS (GRAMS)
C02 M*S3 (GRAMS)
NOX MASS (GftAMS)
S02 MASS (GRAMS)
HC GRAMS/KILOHETRE .fb
co SRAMS/KILOMETRE t.ae
CO? GRAMa/KILOMETRE 80.HI
NOK GRAMS/KILOMETRE .73
so? CRAMS/KILOMETRE o.oo
HC GRAMS/KG OF FUEL lb.07
co GRAMS/KG OF FUEL ibi.i
CO? GRAMS/K6 OF FUEL 2851
NOX GRAMS/KG OF FUEL 25.7*
SO? CRAMS/KG OF FUEL O.OO
HOX
NOX
NOX
NC
CO
HC
CO
lt.t/3
11*
l.n/3
in
3U.b/3
7??
.1/3
a
»S.7/3
.79
e.s/3
.at
ee.o/?
82.0
135
70S
.75
Bl.?
0.0
7.«t3
7B.S<»
1318.97
11. II
o.an
HC GRAMS/MJN
CO GRAHS/HIN
CO? GRAMS/MIN
NOX GRAMS/HIM
30? GRAMS/HTM
CAH80N BALANCE FUEL ECONOMY
.58
b.?
1U3
.11
n.tio
E5.«(0 KILOMETRES/LITRE
-------
TABLE
o
u>
UNIT NO. BOO
VEHICLE MODEL
TE8T NO.5
KZ-100 1ST STEP,
FINAL
VEHICLE EMISSION RESULTS
1175 LIGHT DUTY EMISSIONS TEST
DATE 3/11/77 HFGR. CODE
ENGINE .13 LITRE 4 CURB MT.
-0
0 KG
YH.
GVM
117b
U KG
BAROMETER 73b.B5 MH OF HG.
DRY 8UL8 TEMP. ZZ.Z DEG.
REL. HUMIDITY 77 PCT.
EXHAUST EMISSIONS
BLOWER DIF. PRESS., 68, *8q.l MM
RAG
BAG
RESULTS
NO.
BLOWER REVOLUTIONS
ROLL
HC
HC
HC
HC
CO
CO
CO
CO
cog
co?
coe
CO?
NOX
NOX
NOX
NOX
308
802
305
SO?
HC
CO
COS
NOX
302
HC
CO
C02
NOX
so?
COUNTS
SAMPLE METER
SAMPLE PPM
BACKGRO METER
BACKGRD PPM
SAMPLE METER
SAMPLE PPM
BACKGRO METER
BACKGRO PPM
SAMPLE METER
READING/SCALE
READING/SCALE
READING/SCALE
READING/SCALE
READING/SCALE
SAMPLE PERCENT
BACKGRt) METER
READING/SCALE
BACKGRD PERCENT
SAMPLE METER
SAMPLE PPM
BACKGRD METER
BACKGRD PPM
SAMPLE HETF.R
SAMPLE PPM
BACKGRD METER
BACKGRD PPM
CONCENTRATION
CONCENTRATION
CONCENTRATION
CONCENTRATION
CONCENTRATION
MASS GRAMS
HASS GRAMS
MASS GRAMS
MASS GRAMS
MASS GRAMS
READING/SCALE
READING/SCALE
READING/SCALE
READING/SCALE
PPM
PPM
PCT
PPM
PPM
H20
TOTAL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED HASS CO
WEIGHTED MASS C02
WEIGHTED MASS NOX
WEIGHTED MASS SO?
ACTUAL DISTANCE
1
10318
3458
38.5/3
385
1.5/3
IS
3b.3/3
8t,7
.5/3
11
32.1/3
.53
3.b/3
.Ob
22.7/2
22.7
.1/2
.1
-n.o/*
n.o
-o.o/*
n.o
371
82b
.48
21.8
(1.0
13.57
bl.OH
Sbl.14
2.11
0.00
111,01
1.77 GRAMS/KILOMETRE
17.48 GRAMS/KILOMFTRE
8H.SS GRAMS/KILOMETRE
.33 CHANS/KILOMETRE
0.00 GRAMS/KILUMFTttE
11.1» KILOMETRE
FUEL ECONOMY BY CARBON BALANCE = 20.0 KILOMETRE/LITRE
TOTAL CARBON EXHAUST Sb3.K2 GRAMS
ESTIMATED FUEL WEIGHT'S .bSKG.
«ET BULB TEMP 11.4 OEG. C
ABS. HUMIDITY 13. >t GHAMS/KR
OYNO ROLL CONSTANT 11,7.97
3720
11.1/3
H8.3/3
.4/3
1
18.1/3
.30
3.1/3
.Ub
H.7/2
H.7
.8/2
.8
-O.O/*
0.0
-O.O/*
180
11*0
.25
3.1
0.0
11.34
14H.b4
411.33
.10
o.nn
205. S4
bLOWER INLET PRESS.,
BLOWER INLET TEMP.
3
103R1
34bl
20.2/3
202
l.b/3
Ib
38.8/3
132
.3/3
b
28.3/3
.47
3.4/3
.05
24,b/3
24.b
.8/2
.8
-n.o/*
0.0
-O.O/*
0.0
1S7
814
.42
23.8
0.0
fa.BS
fab.nb
4R4.S8
3.17
0.00
Ifab.KO
Gl *S1.Q MM. H20
13 DEG. C
-------
TABLE EXHAUST EH1S3IONS FHOM SINGLE BAG SAMPLE
VEHICLE NUMBER 800
DATE 3/11/77 TIME -0 HRS.
HOOEL H7b KZ-100 1ST STEP, FINAL
DRIVER KM TEST *T. 0 KG.
HET BULB TEMP la C DRY BULB TEMP 2» C
SPEC. HUM. 3.H CRAM/KG BARO. 734.1, MM HG.
TEST NO. 5
ENGINE .<» LITHE •»
GVH 0 KG
REL. HUM. 17.* PCT
MEASURED FUEL o.oo KR
RUM DURATION
BLOWER INLET PRESS, isia.s
BLOWER OIF. PRESS. Ib7t>.t
BLOWER INLET TEMP. »s
DYMO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
BLOWER CU. CM /REV.
BAG RESULTS
HC SAMPLE
HC SAMPLE
18.75 MINUTES
MM. neo
MM nao
»3 DEC. C
9837
lb.33 KILOMETRES
15721
HC
riC
CO
CO
CO
CO
METER READING/SCALE
PPM
BACKGRD HETER READING/SCALE
BACKGWO PPM
SAMPLE
SAMPLE
METER READING/SCALE
PPM
6ACKGKD METER READING/SCALE
BACKGRD PPM
C02 SAMPLE METER READING/SCALE
C02 SAMPLE PERCENT
COa BACKGHD METER REAPING/SCALE
CO? BACKGRD PERCENT
MOX SAMPLE METER READING/SCALE
ttOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
COS CONCeNTRATION PCT
NOX CONCENTRATION PPM
SOt COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
COS MASS (GRAMS)
VOX MASS (GRAMS)
302 MASS (GRAMS)
HC GRAMS/KILOMETRE .»S
CO GRAMS/KJLOMETRE 3.7S
COa GRAMS/KILOMETRE 8S.b7
NOX GRAMS/KILOMETRE .73
SO? GRAMS/KILOMETRE 0.00
HC GRAMS/KG OF FUEL is.so
CO GRAMS/KG OF FUEL 133.*
CO? GRAMS/KG OF FUEL S<*Q1
NOX GRAMS/KG OF FUEL as.70
SOa GRAMS/KG OF FUEL O.nO
It. 3/3
1»3
1.IT/3
10
af .5/3
Sbl
.1/3
a
*b.7/3
.en
a.b/3
.0*
8i.7/a
81.7
i.n/a
i.o
13»
5S5
.77
80.8
0.0
7.38
135(1. f?
11.13
II. 00
HC
CO
CARBON BALANCE FUEL ECOHOMY
GRAMS/MIN
GftAMS/MlN
COa GRAMS/KIN
NOX GRAMS/HIN
soa GRAMS/HIM
.SB
10b
o.oo
as.85 KILOMETRES/LITRE
-------
TABLE VEHICLE EMISSION RESULTS
1975 LIGHT DUTY EMISSIONS TEST
UNIT NO. 800 TEST NO, * DATE 3/21/77 MFGR. CODE
VEHICLE MODEL KZ-90D 3ND STEP, AIR BY REED ENGINE .93 LITRE •» CURB WT.
-0
0 KG
VR.
GVM
0 KG
Ul
BAROMETER 73?. in MM QF HG.
DRV 8UL8 TEMP. J7. fl OEG. C
REl. HUMIDITY -H PCT.
EXHAUST EMISSIONS
BLOwER DIF'. PRESS.. 02. *7b.» MM.
HAG RESULTS
BAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
SAMPLF METER READING/SCALE
SAVPLF PPM
BACKGRO METER RFADING/SCALE
BACKGpO PPM
SAMPLF MCTER READING/SCALE
SAMPLE PPM
BACKGRD METER READING/SCALE
BACKGRD PPM
SAMPLF METER READING/SCALE
SAMPLF PERCENT
8ACKGRO METER READING/SCALE
BACKGRD PERCENT
METER READING/SCALE
PPM
BACKGRD METER READING/SCALE
BACKGRD PPM
SAMPLF METER READING/SCALE
SAMPLF PPM
BACKGPD METER READING/SCALE
BACKGRO PPM
HC
HC
HC
HC
co
CO
co
CO
co?
CO?
co?
CO?
NOX
NOX
NOX
NOX
so?
so?
so?
so?
SAMPLF
SAMPLE
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? CONCENTRATION ppM
HC MASS GR*MS
CO MASS GRAMS
CO? MASS RRAMS
NOX MA$S RRAMS
SO? MASS RRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC i
WEIGHTED M»SS CO
WEIGHTED MASS cn2
WEIGHTED MASS NOX
WEIGHTED MASS so?
ACTUAL DISTANCE
1
10S3H
3535
3". 8/3
3«<8
?.3/3
?3
31.7/3
7H9
.3/3
b
?1.7/3
.*•<
?.*/3
.0*
.7/8
.7
-O.O/*
0.0
-D.O/«
0.0
.15
?3.S
0.0
13, B7
o.no
178,95
17.5? GRAMS/KILOHETRE
7S.flb GRAMS/KILOMETRE
.33 GRAM3/KILOMETRE
O.Oo GRAMS/KILOMETRE
1?,?B KILOMETRE
WET BULB TEMP JQ.O DEC, C
ABS. HUMIDITY 11,8 GRAMS/KG
OYNO ROLL CONSTANT 1»i7t97
BLOWER INLET PRESS,. GI *ii.3 MM. H?O
BLOWER INLET TEMP. »3 DEG. C
17815
3841,
?0.7/3
?07
?.3/3
as
5?. 3/3
,b/3
13
18,0/3
.?*
3,5/3
.05
5.1/3
5.1
.?/?
.7
•n.o/*
n.n
"O.O/*
o.o
185
».*
0.0
11.53
157.99
0.00
?05.B3
3
10370
35«»0
JO.8/3
208
2.S/3
?S
35.3/3
e
-------
o
TAfiLF. fKHAUST EMISSIONS FROM SINGLE BAG S*MPLE
VEHICLE NUMBER BOO
DATE 3/?q/77 TIME -0 MRS.
MODEL l"»7b KAWASAKI KZ»<»DD FET AIR REED
DRIVER JB TEST WT. 0 KG.
WET BULB TEMP ?n c oRv BULB TEMP ?e c
SPEC. HUM. il.S GPAM/KG pARO. 73?.3 MM HG.
i?.77 MINUTES
1511.3 "M. HJO
Ib7b.n MM HSO
t3 DEC. C
10077
th.7S KILOMETRES
1571*
BOJ1
TEST KO. 1
ENGINE ,* LITHE »
GVN n KG
RFL. HUM. iR.q PCT
MEASURED FUEL 0.00 KG
RUN
BLOWER INLFT PRESS.
BLOWER DIP'. PRESS.
BLOWER INLFT TEMP.
D.YNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER RFWOLUTIONS
BLOWF.R CU. CM /HFV.
METER READING/SCALE
HC
HC
co
CO
co
CO
cog SAMPLF
RAG RESULTS
HC SiMPtF
HC 9*MPtF
BACKGPO MFTER READING/SCALE
BACKGBO PPM
SAMptF MFTER RFADIWC/SCALE
SAMPLE PP"
BACKGRD METER READING/SCALE
PPM
METFR RE»OINO/SCALE
PERCENT
co; HACKGRO METER RFAOING/SCALE
CO? BACKGRD PERCENT
NOx SAMPLF METER RF«BINfi/9CALt
NOx SAMPLE P^M
MOx 9ACKGRD MfTER
rdOK nACKGoo PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? CncCWTRATTON PPM
HC MASS (GRAMS)
CO MASS cGRAMS)
CO; M43S fGRAMS)
NOK MASS (GRAMS)
so; MASS
ISb
l.O/*
3
»fl.l/3
.83
e.^/3
.OH
b?.B/?
b7.B
i..i/e
1.1
137
n.o
13B4.5H
l?.bS
0. 00
HC GRAMS/KIlOMETRE
CO GRAMS/KU OMETRE
CO? GRAMs/KIl'OMETfff
NOX GRAMS/KU OMETRE
soe GsaMs/Kii ofETflE
HC GRAMS/KG OF FUEL
CO GRAMS/KG OF FUEL
CO? GRAMg/KG OF FUEL
NOX GRAMS/KG OF FUEL
SO? GHAM3/KG OF FUEL
.»S
?.(>R
n.nn
Ib'.l*
"b.3
?7.10
0.00
HC
CO GRAM3/MJN
co? GRAMS/MIN
NOX GRAMS/MIN
so? GRAMS/MIN
BALANCE FUEL ECONOMY
3.5
ma
n|oo
KILOMETRES/LITRE
-------
TABLE
LIMIT NO. ROn
VEHICLE MOOEt
TEST NO.
1(2400 LEAN»AIR
VEHICLE EMISSION RESULTS
1-»7S LIGHT DUTY EMISSIONS TEST
DATE 5/30/77 MFGR. CODE
ENGINE .93 LITRE •» CURB WT.
-0
0 KG
YR.
GVM
0 KG
o
-J
BAROMETER 7Hci.ll! MM OF HG.
D*Y BULB TEMp. 25.0 DEC. C
R£L. HUMTDITY (.7 PCT.
EXHAUST EMISSIONS
BLOWER OIF. PRESS., G2. *51.0 MM,
BAG RESULTS
RAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BAcKGRD METER REARING/SCALE
HC BACKGPO PPM
co SAMPLE METER READING/SCALE
CO SAMPLE PPM
co BACKGRO METER READING/SCALE
CO BACKGRD PPM
co? SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT
COS BACKGRO M£TER READING/SCALE
CO? 9ACKGRO PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGPD METER READING/SCALE
NOX BACKGRO PPM
so? SAMPLE METER BEADING/SCALE
so? SAMPLE PPM
so? BACKGRO METER READING/SCALE
SO? BACKGPD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
Co? CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? CONCENTRATION PPM
HC MASS GRAM$
CO M4Ss GRAMS
CO? MASS GRAMS
NOX MASS GRAMS
SO? M&SS GRAMS
H?0
TOTAL CARBON GRAMS
WEIGHTED M»ss HC
WEIGHTED MASS CO
WEIGHTED M»ss CO?
WEIGHTED MASS NOX
WEIGHTED MtSS SO?
ACTUAL DISTANCE
1
103<«7
3555
8b.»/3
Bbt
St. 1/3
q»7
.1/1
?
37.7/3
,b»
3.8/3
.Ob
?3.1/?
23.1
0.0
-o.n/*
o.o
BHb
<*13
.58
?a.3
0.0
31. H5
bR.53
hB7.8?
3.05
0.00
?.l? GRAMS/KJLOMETRt
10.?8 GRAMS/KILOMETRE
11».<»0 GRAMS/KILOMETRE
.,33 GRAMS/KILOMETRE
n.OO GRAMS/KILOMETRE
1?.3? KILOMETRE
WET BULB TEMP "?0.b DEG. C
ABS. HUMIDITY 13.7 GRAMS/KG
OYNO ROLL CONSTANT 9b7,97
BLOWER INLET PRESS,,
BLOWER INLET TEMP,
Gl *73.2 MM. H20
»3 DEG. C
17H?7
3R53
lb.1/3
Ibl
1.8/3
IB
25.7/3
.1/3
?
2b.3/3
.»3
3,?/3
.05
»,e/?
».8
.b/?
.«>
•O.O/*
0.0
-o.o/*
0.0
.38
».?
0,0
S.lb
7».»q
778. »7
.99
0.00
FUEL ECONOMY BY CARBON BALANCE = 17,1 KILOMETRP/LITRF
TOTAL CARBON EXHAUST b?S,03 GRAMS
ESTIMATED FUEL WEIGHT * ,7flKG.
3
10411
3557
17,7/3
177
1.8/3
18
?3.b/3
5»7
.1/3
3,0/3
.05
?t.O/?
2V.O
.?/?
.7
-O.O/*
0.0
-o.o/*
0.0
IhO
588
.»9
?3.3
0.0
S.'fS
39. b3
587.10
3.H
n.oo
182.37
-------
TABLE EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER BOO
D
I
DATE 5/30/77 TIME "0 MRS.
MODEL l«m KAWASAKI KZ900 FET LEAN * AIR
DRIVER KN TEST WT. 0 KG.
WET BULB TEHP 19 C DRY flULB TEMP ?b C
SPEC. HUM. H. fc GRAM/KG BARO. 7»0.» MM HG.
TEST NO. 1
ENGINE .9 LITRE »
GVW 0 KG
REL. HUM. 53. b PCT
MEASURED FUEL 0.00 KG
RUN DURATION
BLOWER INLET PRESS.
BLOWER OIF. PRESS,
BLOWER INLFT TEMP.
OVNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
12.75 MINUTES
1<»73.? MM, HJO
ibbs.7 MM HJO
»3 DEC. C
I«,.b3 KILOMETRES
15710
BLOWER CU, CM /REV. 80»3
BAG RESULTS
HC SAMPLE METER RF.ADING/SCALE
HC SAMPLE PPM
HC flicKGPO METFR READING/SCALE
HC BACKGRD PPM
co SAMPLF METER READING/SCALE
CO SAMPLE PPM
CO 8ACKGRO METER READING/SCALE
CO BACXCPD PPM
co? SAMPLE MFTER READING/SCALE
CO? SAMPLE PERCENT
CO? BACKGRO METER READING/SCALE
CO? BACKGPO PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRO METER READING/SCALE
NOX BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? COCENTRATION PPM
HC Miss (GRAMS)
CO MASS (GRAMS)
CO? MASS (GRAMS)
NOX MASS (GRAMS)
SOI MASS (GRAMS)
i
-------
UNIT NO. 800
VEHICLE MODEL
TEST NO. 2
KZ900 LEAN + «IR
BAROMETER 7»3.2(J MM OF HG.
0»Y BULB TEMP. 2b.l OEG. C
PEL. HUMtOITY 57 PCT.
EXHAUST EMISSIONS
VD
BLOWER DIP. PRESS,. G2. *51.n MM. H20
BAG RESULTS
BAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER READING/SCALE
MC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
co BACKGRD METER READING/SCALE
CO BACKGRD PPM
co? SAMPLE METER READING/SCALE
C02 SAMPLE PERCENT
co? BACKGRO METER READING/SCALE
C02 BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
so? SAMPLE METER READING/SCALE
so2 SAMPLE PPM
S02 BACKGRD METER READING/SCALE
502 BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
SOS CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
C02 MASS GRAMS
NOX MASS GRAMS
802 MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC 2,29 GRAMS/KILOMETRE
WEIGHTED MASS co <».Ba GRAMS/KILOMETRE
WEIGHTED MASS co? 117.2? GRAMS/KILOMETRE
WEIGHTED MASS NOX .35 GRAMS/KILOMETRE
WEIGHTED MASS SO? 0.00 GRAMg/KILOMETRE
1
103b1
3HS3
11.b/3
lib
2.8/3
28
38.7/3
921
.3/3
b
38.0/3
,b»
3.1/3
,0b
25.0/2
25, 0
1.2/2
1.2
-0.0/»
0.0
-O.O/*
0.0
170
815
.58
23.1
0.0
3li.lO
b7.2S
b13.12
3,li
0.00
2»1.<»7
TABLE VEHICLE EMISSION RESULTS
1175 LIGHT DUTY EMISSIONS TEST
DATE 5/31/77 MFGR, CODE -0
ENGINE .12 LITRE 1 CURB NT. 0 KG
WET BULB TEMP 20.0 DEG. C
ABS. HUMIDITY 12,3 GRAMS/KG
DVNO ROLL CONSTANT 1b7,17
BLOWER INLET PRESS.. 61 »73.8 MM. H20
BLOWER INLET TEMP, H3 DEC. C
YR.
GVM
0 KG
ACTUAL DISTANCE
12.27 KILOMETRE
FUEL ECnNOMV BY CARBON BALANCE a Ib.H KILOMETRE/LITBF
TOTAL CARBON EXHAUST b13.Sl .GRAMS
ESTIMATED FUEL WEIGHT a .80KG.
2
17813
3857
17.2/3
172
3.3/3
33
2».b/3
572
.5/3
11
27.3/3
.H5
».3/3
.07
b.0/2
b.O
1.1/2
1.1
-0.0/«
0.0
-O.O/*
0.0
.38
i.q
n.o
8.18
70. Sb
7B».21
1.11
0.00
252.08
3
10375
11.3/3
113
2,3/3
23
22.2/3
513
.2/3
.58
».0/3
,0b
2S.b/2
es.b
.1/2
.1
-O.O/*
0.0
-O.O/*
0.0
171
f1»
.53
?».7
0.0
fa. 39
37.15
b2»,7S
3.23
0.00
111.11.
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER 800
Ul
O
DATE 5/11/77 TIME
MODEL ii?b KAWASAKI k?soo FET LEAN»AIR
DRIVER KN TEST «T. 0 KG.
WET BULB TEMP iq C DRV flULB TEMP ?fa C
SPFC. HUM. 11.b GRAM/KG BARO. 7*3.5 MM HG,
TEST NO. ?
ENGINE .« LITRE 1
GVW 0 KC
REL, HUM. S3,b PCT
MEASURED FUEL o.on KG
RUN DURATION
BLOWER INLET PRESS.
BLOWER OIF. PRESS.
BLOWER INLET TEMP.
OYNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
BLOrtER CU, CM /REV.
i?.7b MINUTES
1H7H.3 MM. HgO
IbSl.O MM H?0
13 DEC. C
10130
lb.H» KILOMETRES
15713
BOS?
BAG RESULTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD M^TER READING/SCALE
HC BACKGRD PPM
co SAMPLE METER READING/SCALE
co SAMPLE PPM
co BACKGRD METER READING/SCALE
CO BACKGRD PPM
co? SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT
co? BACKGRD METER READING/SCALE
CO? BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX 8ACKGRO PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
SOg COCENTRATION PPM
HC M«sS (GRAMS)
CO MASS (GRAMS)
CO? MASS (GRAMS)
NOX MASS (GRAMS)
302 MASS (GRAMS)
13.H/3
13»
1,5/3
IS
bS.b/*
871
.I/*
3
SS.S/3
."
3.H/3
.Ob
bO.S/?
bO.S
1.1/8
1.1
120
59. S
0.0
b.78
Ibbl.-U
u. tb
0.00
1.75
IbB
n.oo
HC GRAMS/KILOMETRE
CO GRAMS/KILOMETRE
co? GRAMS/KILOMETRE
NOX GRAM$/KILOMETRE
so? GRAMS/KILOMETRE
HC GRAMS/KG OF FUEL
CO ,GRAMS/KG OF FUEL
co? GRAMS/KG OF FUEL
NOX GRAMS/KG OF FUEL
so? GRAMS/KG OF FUEL
CARBON BALANCE FUEL ECONOMY
l?.f 3
St.O
30*S
31.00
0.00
HC GRAMS/MIN
CO GRAMS/MIN
co? GRAMS/MIN
NOX GRAMS/MIN
so? GRAMS/MIN
.53
e.3
130
.^0
o.no
KILOMFTRtS/LITRE
-------
UNIT MO. nnn
VEHICI F MOOFL
TEST NO. 1
KZ-inn LN+AIR+PL
ftAROMFTFR 7fR.ff MM OF HG.
DRV RULfl TE»'P. ?b.l OEG. C
PEL. MllHiniTY hi PCT.
TAflLE VEHICLF FMfSSION RESULTS
1S7S LIGHT DUTY FHJSSTOMS TEST
OATE b/in/77 MFGR. CODE -0
ENGINE .q? LITRE •» CURB WT. n KG
iFT BUL« TFMP ?n.(, DEG. c
ARS. MUMiniTV 13.1 GRAMS/KG
OYNO ROI.I CONSTANT 1«,7. q7
YR.
GVM
1171,
n KG
o
ui
EXHAUST EMISSIONS
OIF. PRF.SS., G?» *?«;.b MM. HPO
BAG R
ESUl.TS
"AG NO.
"LOWER REVOLUTIONS
HC
HC
^C
HC
ro
CO
CO
CO
CO?
ro?
ro?
ro?
MOX
NOX
MHX
"OX
an?
RO?
pop
^o?
HC
rn
ro?
NOX
so?
HC
ro
CO?
"OX
so?
TOTAL
SAMPLE MFTER
SAMPLE PPM
«MCKGRD METER
1ACKGRO PPH
SAMPLE HFTEP
SAMPLE PPH
RACKGRO METER
RACKRRD PPH
SAMPLE MFTER
RIDING/SCALE
RFAOIMG/SCAI.E
RFAOTNG/SCALE
RFADING/SCALE
READING/SCALE
SAMPLE PERCENT
BACKGRO METER
READING/SCALE
1ACKGRO <»FRCENT
SAMPLE MFTER
SAMPLE PPH
HACKGPO METER
BAf.KGRD PPM
SA«P| F METER
SAMPLE PPM
BACKGRD MFTFR
RACKGRO OPM
CONCEMTRATION
CONCENT" AT 1 0*1
CONCENTRATION
CONCENTRATION
CONCENTRATION
MASS GRAMS
MASS GRAMS
MASS GRAMS
MASS GRAMS
rtASS GRAMS
CARRON GRAMS
RFAOING/SCALE
RFAOING/SCALE
READING/SCALE
RFAOTNG/SCALF
PPM
POM
PCT
PPM
PPM
11
3?. 1/3
71,5
.?/3
»
37.»/3
.hi
».?/3
.Of.
?3.1/?
23.0
-o.n/*
o.n
-n.n/«
n.n
73(,
n.n
17. ?3
5S.79
.«n.i;i
3.03
n.on
WEIGHTED MASS HC
MASS co
MASS CO?
WFIGHTFO MASS NOX
WEIGHTFO MASS SO?
ACTUAL DISTANCE
J.S* GRAMS/KTLOMFTPF
H.S? G'fAM9/i
-------
TABLE EXHAUST EMISSIONS FROM SINGLE SAG SAMPLE
VEHICLE NUMBER Bno
DATE b/10/77 TIME m?n HR*.
7b KAWASAKI K7-<»nn FET LN*AIR + P(
KN TEST WT. n KG.
M?T 1IJL9 TEMP ?j c npy BULB TEMP ?«, C
*»FC. HUM. 13.1 GRAN/KG BARO. 71?.H MM HG.
1?.7». MINUTES
MM. HSO
MM H30
FS4 C
TEST NO. 1
ENGINE .q LTTRE »
GVM n KC
REL. HUM. (.0.5 PCT
MEASIfPFD FUFL n.nn KG
DDPATION
INtET PRFSS. l»«,n.S
BLOWER OIF. PRESS.
nLOWpR INLET TEHP.
DYNO RFVOLHTTONS
BLOWER REVOLUTIONS
CU. CM /REV.
lb.75 KILOMFTRF.S
ui
NJ
RESULTS
HC SAMPLE MFTEP
HC SAMP|,F PPM
HC RACKGPO METER RFADING/SCALE
HC BACKGPO PPM
TO SAMPLF METER READING/SCALE
CO SAMPI.F PPM
CO HACKGRO METER RFAOINR/SCALE
CO BACKKRO PPM
C1P SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT
cn? 8ACKB«n MFTEB RFAOTNG/SCALE
Cnp BACKCRO OERCENT
NCU SAMPLE . MFTER RFAOTNG/SCALE
NO* SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX AACKGRO- PPM
HC CONCENTRATION PPH
CO CONCENTRATION PPM
COP CONCENTRATION PCT
NOX CONCENTRATION PPM
Sn? COCENTR\TION PPM
HC MASS rGCAMS)
CO MASS (R»AMS)
CO? MASS (GRAMS)
NOX MASS (GRAMS)
SO? 1ASS (GRAMS)
HC GRAMS/KILOMETRE
CO GRAMS/KILOMETRF
CO? GRAMS/*- ILOMETRE
MOX BrtAMS/KILOMETRP
SO? G»A*tq/KILOMF.TRE
GRArtS/KG OF FUEt
HC
co
CO? C.RAMS/K'i OF FUEL
NOV '5PAMS/KG OF FUEL
SO? GPAMS/KG OF FUFL
I.B7
o.no
t.n.p
ii.i/r
in
i.R/r
is
68. 5/*
?RH
J.?/*
t
S3.3/T
.Ob
t.P.1/3
i.n
***
374
.SB
M.P
o.o
5.33
n.oo
n.nn
CARBON BALANCE FUEL ECONOMY
HC GRAMS/MTN
CO GRAMR/MIN
CO? G9AMS/MIN
NOX RitAMS/MiN
SO? RRAMS/HIN
rt.niv
3.71 KILOMFTPFS/I ITRF
-------
T*BI_F
UNIT MO.
VFHfCIF
Snn
KZ-100
TFST NO.
VFHICLF FMISSIOM
LIRHT OUTY FMISSTO«JS TEST
DATE J./J3/77 HFG«.
FNBINE .<(? I.TT«F »
in
U)
BAROMETER 718. b3 MM OF HG.
DRY SUL" TEHP. ?5.b OEG. C
REL. WU«|[>ITY 57 PCT.
EXHAUST FMTSSIHMS
PAS
Pm_L
HC
HC
HC
HC
CO
CO
TO
CO
co?
CO?
C'l?
CO?
Wf|<
N'OX
MOX
MOX
"03
f")?
•50?
SO?
HC
CO
rn?
I!C
TO
CO?
MQX
SO?
OTF. PRFSS., K?, *P.s.h M*.
"FRIILTS
MO.
REVOLUTIONS
COUNTS
SAMPLE MFTF.R READING/SCALE
SAHPI.E PPM
HACKGRD METER READING/SCALE
PPM
METFR RFADTNG/9CALE
PPM
MFTFR BFA01NC/9CALE
PPM
SAMPLE METF3 "FADING/SCALE
SAMPLE PEBCF.NT
HACKGRD MFTF9 RFADING/SCALE
i
n
3577
HFTF"
SAMPLF PPM
9ACKBRO MFTFR 9FAOINR/9CALC
SACKBRO ?PM
SAMPLF 1FTFR RFAD1N6/SCALE
SAM^LF "PM
HACKGRO MFTFR PF ARIMG/SCALF
PPM
CONCEHTBATtniM PPM
coNCF«irRATioM PCT
PPM
PP«
MAS9 GRMS
MASS GRAMS
MASS GRAMS
MAS'? GRAMS
TOTAL CARBHM GRAMS
WEIGHTED MASS HC
VFIGHTfD MAS? CO
WEIGHTFO MASS coa
MASS »JOK
MASS so?
ACTUAL DISTANCE
.ns
.S
-n.n/*
n.i
-n.n/*
•nib
n.n
15.15
li. on
-n
n KR
•HPT HIJLR TFMP M.» f)EG. C
AR3. HUMIDITY ll.q GRAMS/KB
OVNO ROI I. CONSTANT 9(,7.17
YR.
GVM
1*71,
n KG
17017
38RO
»B5
.J»/3
FUFL WEIGHT = .71KG.
|9.(,
KILOMETRF./I IT»F
SHAMS " " '
INLET PRF3S.,
IMLET TFMP.
3
103B»
*S7.8 HJ1.
c
22
in.3/*
HfS
?.n/*
b
P.O
-o.o/*
o.n
?3. n
n.o
5.?1*
3?.f>7
52?. ?3
a. "5
o.no
-------
O
Ol
TASLE FXHAUST EMISSIONS FROM SINGLE n*G SAMPLE
VEHICLE NUMBER 8nO
RATF b/13/77 TTME -n MRS.
1971. KAMASAKT K7.-9lin F£T LN+ATR»PL
KM TFST MT. 0 KG.
XET nifLR TFMP 19 C DRY BULB TFMP ?(, C
SPFC. HUM. H.f GRAM/KG BARO. 739.1 MM HS.
004AT TOM
"LOflFR I HI.FT PRESS.
RI.OME9 OtF. P9F3S.
RI.OHER INI.FT TFMP.
OYMO RFVOLUTIONS
OISTAMCE TRAVFLFP
BLOMEH REVOLUTIONS
BLOWER CU. CM /REV.
TF.8T NO, ?
F.NGINF- .9 I.ITRF *
t?VW i| KR
REL. HUH. <;?.! PCT
FUFL n.nn KC
37
mnsn
lh.7?
157H1
aoi?
MM. H
MM H
OER. C
PAR
HC
HC
HC
HC
CO
C(i
CO
CO
CO?
RESULTS
SAMPLE
SAMPLE
co?
C"S
NOX
NIX
MOX
NOX
HC
CO
CO?
MO*
SH?
HC
CD
SO? MASS
MFTER READING/SCALE
PPM
HACKHRO MFTF" RFAOINC/3CALF
RACKRRP PPM
SAMPLE MFTFR RFADTNfi/SCALF
SAMPLE PPM
fUCKGRO HFTER RFAOtHG/SCAl E
SACKCRO PPM
SAMPLE MFTER RFAOTNiJ/SCALE
SAMPLE PERCENT
HAC"GRD METER Rf:AniNC/3CALE
«ACKRRO PERCENT
SAMPLE METER "FAOTNG/aCALE
SAMPLF PPM
BACKCRO METFB PFAHIMG/SCALE
BACKRRO PPM
CONCEMTRATION PPM
CfNCEMTWATinN PPH
COV(CEMTR»TION PCT
CONCENTRATION PPM
COCFNTRATION PPM
MASS fG"AMS>
MASS fG«AMS)
MASS fRPAMS)
MAS? (GRAMS)
(RRAMS)
1CV8/3
108
1.1/3
r.-i/'*
3.R/3
.fib
.1/3
o.o
s.i*
39.0?
tSbn.37
o.on
HC GRAMS/KILOMETRE
CO?
M1V iJRAMS/KtLOMFTRf
SO? GRAMS/KILOMETRF
HC GRAMS/KB OF FUEL
tO GRAMS/KG OF FUFL
CO? CRAMS/KO OF FUEL
MOX GRAMS/KG OF FUEL
SO? GRAMS/KG OF FUFL
.7?
n.nu
in.o?
n.no
HC
CO
CO?
NOX GRAMS/MIN
noa pa»M.s/"MTN
12?
CARBON BALANCE FUEL FCOMOMY
n.nn
klLO«ETRFS/l.lTRE
-------
UNIT MO. Rill)
VeHICLE MODEL
TEST NO. 3
K£-HOO LN*AIR+PL
TABLE VEHICLE EMISSION RESULTS
1175 LIGHT DUTY EMISSIONS TEST
RATE 8/ 2/77 MFGR. CODE
ENGINE .« LITRE » CURB HI.
-0
0 KG
YR.
GVM
KG
BAROMETER 7tn.lt. MM OF HG.
OR¥ BULB IEMP. 27.H OEG. C
REL. HUMIDITY 5» PCT.
EXHAHSI EMISSIONS
Ul
Ul
G?, *2S.b HM. H?0
HLOKEK OIF. PRESS.,
BAG RESULTS
PAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGRO METER READING/SCALE
BACKGHO PPM
METFH REAOIMG/SCALE
PPM
HC
HC
HC
HC
CO
to
CO
CO
to?
C02
COS
coe
uox
uox
uox
NOX
so?
so?
SOR
ROB
HC
CO
CO?
NOX
502
HC
CO
C02
NOX
soe
SAMPLE
SAMPLE
EUCK6RO METEH READING/SCALE
BACKGRO PPM
SAMPLE METEP RfAOING/SCALE
SAMPLE PERCENT
RACKGHO METER READING/SCALE
BACKGRO PERCENT
SAMPLE METEH READING/SCALE
SAMPLE PPM
BACKGRO METER READING/SCALE
BACKGRU PPM
SAMPLE MF.TEH READING/SCALE
SAMPLE PPM
BACKGRO METER READING/SCALE
BACKGRD PPt!
CONCENTRATION PPM
CONCENTRATION PPM
CONCENTRATION PCT
CONCENTRATION PPM
CONCENTRATION PPM
MASS GRAMS
MASS GRANS
MASS GRAMS
.MASS GRAMS
MASS GRAMS
TOTAL CARBON G&AM3
WEIGHTED MASS HC
WEIGHTED MASS CO
HE1GHTFD MASS CO?
WEIGHTED MASS NOX
WEIGHTED MASS S02
ACTUAL DISTANCE
Hb.7/3
Hb7
e.a/a
bbh
.2/3
4
3fa.5/3
.hi
3.7/3
.Ufa
.B
-o.n/*
o.o
-o.n/*
o.o
.5*.
eu.h
o.u
Ib.bR
»8.H»
bbb.Bl
?.B7
o.on
1.S1 GHAMS/KItnMETRE
1.1S GRAMS/KILOMETRE
US.ia GRAMS/KILOMETRF
.33 GrtAMS/KILOMETRE
11,00 GHAKS/KILOMETftE
KILOMETRE
WET BULB TEMP H.7 OEG. C
AflS. HUMIDITY If.0 GRAMS/KG
OYNO ROLL CONSTANT Sb7.97
HLOHER INLET PRESS., Gl *H7.8 MM. HHO
BLOWER INLET TEMP. »3 OEG. C
e
17R31
3777
lfa.n/3
IbO
2.2/3
ae
23.3/3
5*n
.2/3
H
27.2/3
.•»5
H.l/3
.lib
H.B/2
H.8
.b/2
.b
-O.O/*
0.0
-0.il/*
n.n
139
521
.11
».2
0.0
8.SI
b7.3H
787.21
I.01
n.oo
251.«f«t
FUEL ECONOMY BY CAKRON BALANCE =
TOTAL CARBON EXHAUST
ESTIMATED FUEL HEIGHT = ,7tKR.
17.
-------
TABLE
D
Ul
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
V£HICLE NUMBER 900
DATE 8/ 2/77 TIME ~l\ HRS.
MODEL I97b KAWASAKI KZ-9RO FET LN+AIR+PL
DRIVER KM (£31 WT. 0 KG.
WET BULB TEMP 2? C DRY BULK TEMP 31 C
SPEC. HUM. 13.7 GRAM/KG BARO. 739.b MM HG.
TlST MO. 3
tfWGINE .9 LITRE H
GV»T 0 KG
RCL. HUM. <»8.5 PCT
MEASURED FUEL o.on KG
RUN DURATION
BLOWER INLbT PRESS.
BLOWER OIF. PRESS.
BLOKER. INLET TEMP,
OYNO REVOLUTIONS
PI STANCE TRAVELED
SLOWER REVOLUTIONS'
BLOWER cu. CM /REV.
ie.77 MINUTES
l»»7.B MM. HBO
MM H<>0
DEG. C
IbiJS.b
f 3
18Bh
lh.»3
KILOMETRES
1S73H
BAG RESULTS
HC SAMPLE MtTEH READING/SCALE
MC SAMPLE PPM
111.5/3
IDS
HC BACKGRO METER READING/SCALE 1.9/3
HC BACKGRO PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
19
77.1/*
3*5
CO BACKGRO MtTEH REAOINS/3CALE .9/*
CO BACKGRO PPM
3
C02 SAMPLE METEH READING/SCALE Sn%2/T
COg SAMPLE PERCENT
.87
C02 BACKGRO METER READING/SCALE ».2/?
Cm rJACKGKD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGHO METER HEADING/SCALE
NOX BACKGHO PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
COa CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? COCENTRATIOM P*>M
HC MASS (GRAMS)
CO MASS (GRAMS)
COi MASS (GRAMS)
NOX MASS (GRAMS)
302 MASS (GRAMS)
HC GRAMS/KILOMETRE .3I»
CO GRAMS/KILOMETRE 2.30
CO? GRAMS/KILOMETftF 84.83
NOX GRAMS/KILOMElRfc . 7»
802 GRAMS/KILOMETRE O^nO
HC GRAMS/KG OF FUEL 10.18
CO GRAMS/KG OF FUEL 78.1
COS GRAMS/KG Of FUEL 30 1H
NOX GRAMS/KG OF FUEL 25.25
302 GRAMS/KG OF FUEL 0,00
MC
CO
CO I
NOX
soa
.(If,
59.9/2
59.9
1.0/2
1.0
87
332
.91
59.0
(I.U
1.93
37.81
1159.77
12.23
0.00
GRAMS/KIM .39
GSAHS/HIH 3.n
GRAMS/HIM H»
GRAMS/HIM ,9h
GRAMS/MIN n.on
CARBON BALANCE FUEL ECUNDMV
KILOMETRES/LITHE
-------
UNIT NO. HIIO
VEHICLE MUDEI.
TEST MO. H
KZ-stin LH+AIH+PL
TABLE VEHICLE EMISSION RESULTS
1S75 LIGHT DUTY EMISSIONS TEST
I DATE H/ 3/77 MFGR. CODE
ENGINE .12 LITRE 4 CURB WT.
-n
U KG
YR.
liVM
U KG
BAROMFTEH 7H1.17 MM OF HG.
OUT BULB TEMP. 28.3 DEO. C
REL. HUMIDITY 59 PCr.
EXHAUST EMISSIONS
V
Ul
BLOWER DIF. PRESS., G2 , *25.b MM. H20
BAG RESULTS
BAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRO PPM
CO SAMPLE METF.R READING/SCALE
CO SAMPLE PPM
CO BACKGRO METER RLAUING/SCALE
CO BACKGRO PPM
C02 SAMPLE METER Rf AOING/SCALE
C02 SAMPLE PERCENT
C02 BACKGRD METER READING/SCALE
COP HACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METF.R READING/SCALE
NOX HACKGHO PPM
S08 SAMPLE METF.R RLADING/SCALE
sue SAHPLE PPM
S08 BACKGRD MFTER READING/SCALE
802 BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
302 CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
C02 MASS UHAHS
NOX MASS GRAMS
S02 MASS GRAMS
TOTAL CAROON GRAMS
WEIGHTED MASS HC i.ss GRAMS/KILOMETRE
WEIGHTED MASS CO R.38 GRAHS/KlLOMETRE
WEIGHTED MASS COa 1118.45 GRAMS/KILOMETRE
WEIGHTED MASS NOX .31 GRAMS/KILOMETRE
WEIGHTED MASS so? n.oo GRAMS/KILOMETRE
i
1(1402
3*51
47.4/3
474
l.b/3
Ib
27.3/3
b3S
.4/3
q
33.5/3
.5b
2. 4/3
.04
20.8/2
20.8
a. 3/2
2.3
-n.o/*
0.0
-O.O/*
n.o
4<;q
bl2
.52
18. b
o.n
17. Ob
45.12
t,2U.Rb
2.b3
0.00
203. SO
ACTUAL DISTANCE
13.12 KILOMETHr
FUEL ECONOMY BY CARBON BALANCE = IB.fa KILOMFTRE/I. ITHE
TOTAL CARBUN EXHAUST bllb.ltl GRAMS
ESTIMATED FUEL WEIGHT = .70KG.
HET BULB TEMP ?2.a DEC. C
ABS. HUMIDITY l».b GRAMS/KG
OYNO ROLL CONSTANT
-------
TABLE
EXHAU3T EMISSIONS FKOM SINGLE BAG SAMPLE
VEHICLE NUMBER 81111
O
Ul
00
DATE 8/ 3/77 TIME -0 HRS.
MODEL t<*7b KAHASAKI KZ-90O FEf LN+AI*«-PL
DRIVER K« TEST WT. 0 KG.
HET BULB TEMP S? C DRY 3UL« TEMP 8i C
SPEC. HUM. l*.t> GRAM/KG BARO. 7»0.<» MM HG.
RUM DURATION !S.?b MINUTES
RLQXEH INLET PRESS. Ides.b «rt.
BLOHER OIF. PRES3. 1701.8 MM
TEST MO. *
ENGINE .1 HIRE f
GVw o KG
REL. HUM. 58.S PCT
MEASURED FUEL O.On KG
BLOWER IMLET TEMP.
DYNO REVOLUTIONS
OISTANCE fflAVELED
flLO^en REVOLUTIONS
BLONER CU. CM /REV.
H20
•»3 DEC. C
15713
8011
KILOMETRES
BAS RESULTS
HC SAMPLE HETfB HEAOIHG/SCALE
HC SAMPLE PPM
HC aACHGHD HETER READING/SCALE
HC BACKRHO PPM
CO SAMPLE rtETER REAUTNG/3CALE
CO SAMPLE PPM
CO 6ACXGRD METER REAPING/SCALE
CO 8ACK6RD PPM
CO? SAMPLE METER HEADING/SCALE
COS SAMPLE PERCENT
co? BICKGRD METER HEADING/SCALE
C02 flACKGND PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NUX 8ACXGRO MF.TER REAPING/SCALE
NOK 8ACKSRO PPM
HC CnNCENTRATION PPH
CO COHCENTfHriOH >>P»
CO? CONCENTRATION PCT
NOX CONCENTRATION 7PH
30? COCEHTRATIOM PPH
HC MASS (GRAMS)
CO MASS (GRAMS}
COS WASS (€RADS1
NOX 1A53 (GRAMS)
SO? MASS (GrtAKS)
HC GRAH-S/KILOMETHE .31
CO GRAMS/KILOMETRE l.«»b
COe 6RAH3/KILOMETRE SH.50
MOX GRAMS/KILOMETRE .bl
SO? GRAMS/KILOMETRE O.OH
HC fi«A^S/KG OF FUEL 11.1.3
CO GHAHS/KG OF FUEL 70.S
COg GRArtS/KG OF FUEL 3034
MOX GRAMS/KG OF FUEL i*.t,i
90S GRAMS/KG OF FUEL 0.00
I (I. It/3
100
1.6/3
Ifa
70.1/»
30*
l.O/*
3
.8*
3.J/3
.05
SS.9/?
55.?
I.?/?
l.S
93
51.1
ft.fl
5.12
3J. i8
B^.tl
11.31
CARBOM BALANCE FUF.L ECONOMY
HC GRAMS/HIM
CO MAH3/MIN
COS GBAH3/HIN
NOX GRAN3/MTN
309
a.s
lot
,8<(
O.OII
-------
UNIT NO. HOII
VEHICLE MODEL
TABLE
TEST NO. 1
KZSCin LNtPL+CAT+CDI+AIR
VEHICLE EMISSION RESULTS
1S75 LIGHT DUTY EMISSIONS TEST
DATE B/ 8/77 MFGR. CODE
ENGINE .90 LITRE » CURB WT.
-n
0 KG
GVM
BAROMETER 711.(,9 MM OF HG.
DRY BUL8 TEMP. 31.7 DEC. C
REL. HUMIDITY SB PCT.
I17b
Q KG
Ul
\o
G?» *?S.b MM. H?0
EXHAUST EMISSIONS
BLOWER DIF. PRESS.,
BAG RESULTS
BAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPH
HC BACKGHD METER READING/SCALE
HC BACKGRO PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
CO? SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT
CO? BACKGRD METER READING/SCALE
CO? BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPH
NOX BACKGRD METER READING/SCALE
NOX 8ACKGRD PPM
SO? SAMPLE METER READING/SCALE
SO? SAMPLE PPM
SO? BACKGRD METER READING/SCALE
SO? BACKGRD PPM
HC CONCENTRATION PPH
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
CO? MASS GRAMS
NOX MASS GRAMS
SO? MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS CO?
WEIGHTED HASS NOX
WEIGHTED MASS so?
ACTUAL DISTANCE
1
10358
3»Bb
1.3/3
13
8t>.8/*
H18
?.»/*
7
37.8/3
.f>»
3.9/3
.(It,
15. O/?
15.0
.9/?
.9
-O.O/*
0.0
-O.O/*
0.0
399
.58
l».l
0.0
7. SI
an. 01
h88.Pl
?.n9
o.no
3(17. 3b
.39 GRAMS/KILOMETRE
1.75 GRAMS/KILOMETRE
I?0.b8 GRAMS/KItOMETRE
.?i GRAMS/KILOMFTBE
(1.00 GRAMS/KILOMETRE
1?.19 KILOMETRE
WET BULB TEMP ?3.q DEG. C
AB3. HUKIOITV 15.7 GRAMS/KG
DYNO ROLL CONSTANT <*b7.S7
BLOWER INLET PRESS., GI *t,o.s MM.
BLOWER INLET TEMP. <»3 OEG. C
17B1D
3833
13. q/?
1H
51.. 3/*
55
3. 1/*
1
?8.3/3
.*7
1.0/3
.01,
-o.o/*
n.n
-o.o/*
o.o
50
.»!
2.3
0.0
839.17
.59
o.on
FUEL ECONOMY BY CARBON BALANCE = JB.8 KILOMETRE/LITRE
TOTAL CARBON EXHAUST bOt.79 GRAMS
ESTIMATEO FUEL WEIGHT = .70KG.
3
103hl
350b
35.8/g
3b
13.8/H
1H
53. 8/*
5?
?.5/«
3
33.9/3
.57
3.8/3
.fib
12.9/8
12.9
.5/3
.5
-O.O/*
0.0
-O.O/*
(1.0
48
.51
ia.»
o.o
.81
3. hi
b05.»9
l.RH
O.DO
Ib7.53
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER BOO
O
DATE 8/ 8/77 TIME -0 HRS.
MODEL l')7b KZ-1QO FET LN+CDItPLfCAT+AIR
DRIVER KN TEST NT. 0 KG.
MET BULB TEMP 23 C DRY BULB TEMP 32 C
SPFC. HUM. 1H.O GRAM/KG 8ARO. 731.1 MM HC.
TEST NO. 1
ENGINE .S LITRE
-------
UNIT NO. son
VEHICLE MODEL
TABLE
TEST NO. B
KZinn LN+PL+CAT+ CDI+AIR
BAROMETER 7HB.HH MM OF HG.
DRY BULB TEMP. Bl.H DEC. C
REL. HUMIDITY 57 PCT.
EXHAUST EMISSIONS
VEHICLE EMISSION RESULTS
1175 LIGHT DUTY EMISSIONS TEST
DATE B/ 9/77 MFGR. CODE -n
ENGINE .10 LITRE t CURB WT. n KG
WEI BULB TEMP PB.8 OEG. C
ABS. HUMIDITY 1H.1 GRAMS/KG
DYNO ROLL CONSTANT 1b7.17
YR.
GVM
117b
U KG
a
BLOHER DIP. PRESS., GB, *1B.1 MM. HBO
BAG RESULTS
BAG NO.
BLOHER REVOLUTIONS
BOLL COUNTS
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGRD METER READING/SCALE
BACKGRD PPM
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGRD METER READING/SCALE
BACKGRD PPM
SAMPLE METER READING/SCALE
SAMPLE PERCENT
BACKGRD METER READING/SCALE
BACKGRD PERCENT
SAMPLE HFTER READING/SCALE
PPM
HC
HC
HC
HC
CO
CO
CO
CO
COB
CO?
COS
COB
NOX
NOX
NOX
NOX
SOB
SOB
SOB
SOB
HC
CO
COB
NOX
SOB
HC
CO
COB
NOX
SOB
SAMPLE
BACKGRD METER READING/SCALE
BACKGRD PPM
SAMPLE
SAMPLE
METER READING/SCALE
PPM
BACKGRO METER READING/SCALE
BACKGRD PPM
CONCENTRATION PPM
CONCENTRATION PPM
CONCENTRATION PCT
CONCENTRATION PPM
CONCENTRATION PPM
MASS GRAMS
MASS GRAMS
MASS GRAMS
MASS GRAMS
MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS COB
WEIGHTED MASS NOX
WEIGHTED MASS SOB
ACTUAL DISTANCE
i
10350
3H15
BB.B/3
BBB
1.7/3
17
1H.S/*
HRS
B.S/*
8
37.3/3
.b3
3.3/3
.05
15.1/3
15.1
1.0/B
1.0
-n.o/*
0.0
-O.O/*
0.0
BOb
Hht
.58
15.0
0.0
7.hi
3H.11*
b10.3b
B.15
0.00
210.05
.10 GRAMS/KILOMFTRF
1.1* GRAMS/KILOMETRF
iB3.bS GRAMS/KILOMFTRE
.B3 GRAMS/KILOMFTRE
0.00 GRAMS/KILOMETRE
IB.IB KILOMETRE
BLOWER INLET PRESS., Gl *t7.8 MM. HBO
BLOWER INLFT TEMP. H3 DEG. C
B
17B51
3805
3D.7/?
31
1.5/3
15
S't.O/*
5B
1.1X*
3
S8.7/3
.»7
».0/3
.Ob
».0/B
».0
.8/B
.8
-o.n/*
n.o
-o.o/*
n.o
ib
H8
.»!
3.2
0.0
1.R5
b.18
Rt8.7b
.80
o.on
B35.BO
3
10385
3H77
3b.H/B
3b
ll.H/B
11
51.H/*
58
B.H/*
B
3*.5/3
.58
H.0/3
.Ob
13.1/B
13.1
.1/B
.1
-O.O/*
0.0
-O.O/*
0.0
?S
5»
.SB
1B.B
0.0
.Ib
H.1B
blB.bb
1.77
0.00
171.H»
FUEL ECONOMY BY CARBON BALANCE a 18.3 KILOMETRE/LITRE
TOTAL CARBON EXHAUST blb.bB GRAMS
ESTIMATED FUEL WEIGHT = .71KG.
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER 800
DATE 8X 1/77 TIME -0 HRS.
MODEL l«)7b KZ-100 FET LNtCDI+PL+CATtAIR
DRIVER KN TEST WT. 0 KG.
WET 60LB TEHP SS C DRY BULB TEMP 30 C
SPEC. HUM. 13.1 GRAM/KG BARO. 738.1 MM HG.
TEST NO. 2
ENGINE .1 LITRE H
GVW 0 KG
REL. HUM. tB.O PCT
MEASURED FUEL 0.00 KG
RUN DURATION
BLOWER INLET PRESS.
BLOWER DIF. PRESS.
BLOWER INLET TEMP.
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
BLOWER CU. CM /REV.
l?.7b MINUTES
1H17.8 MM. H20
lb?S.b MM H?0
V3 DEG. C
1875
Ib.ll KILOMETRES
ISbSS
BOSS
METER READING/SCALE
PPM
BACKGRD METER READING/SCALE
BACKGRD PPM
SAMPLE
SAMPLE
METER READING/SCALE
PPM
BACKGRD METER READING/SCALE
BAG RESULTS
HC SAMPLE
HC SAMPLE
HC
HC
CO
CO
CO
CO BACKGRD PPM
COS SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT
COg BACKGRD METER READING/SCALE
CO? BACKGRO PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? COCENTRATION PPM
MASS (GRAMS)
MASS (GRAMS)
CO? MASS (GRAMS)
NOX MASS (GRAMS)
SO? MASS (GRAMS)
HC GRAMS/KILOMETRE .08
CO GRAMS/KILOMETRE .5?
co? GRAMS/KILOMETRE «9.?R
NOX GRAMS/KILOMETRE .»!
SO? GRAMS/KILOMETRE 0.00
HC GRAMS/KG OF FUEL 2.17
CO GRAMS/KG OF FUEL 20.0
CO? GRAMS/KG OF FUEL 312<»
NOX GRAMS/KG OF FUEL !"».?»
SO? GRAMS/KG OF FUEL 0.00
35. I/?
35
11. I/?
11
SH.l/*
87
1.8/*
2
SD.f/3
.87
HC
CO
.Ob
33.
33.1
1.0/2
1.0
25
83
.8?
33.0
0.0
1.39
1.37
IVfaS.bS
b.b?
0.00
HC GRAMS/MIN
CO GRAHS/MIN
CO? GRAM3/MIN
NOX GRAM3/MIN
SOP GRAMS/MIN
CARBON BALANCE FUEL ECONOMY
.11
.7
115
.5?
0.00
?5.7H
KILOMETRES/LITRE
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Honda XL-125
Date
2/14/77
Sequence XLS-1 Base Repeat (initial baseline given in Appendix E)
Condition
Speed,
mi/hr
Idle
20
30
40
50
Idle
Notes:
Gear
N
2
4
5
5
N
Engine
rpm
1,600
7,080
6,000
6,560
8r100
Load
0.43
0.98
1.70
2.R1
Concentrations
CO,
%
4.85
8.01
7.71
7.95
3.57
5.04
C02,
%
9.18
L0.18
L0.40
L0.33
12. fi?
8.78
02,
%
4.4
0.6
0.5
0.4
n.R
4,5
NO,
ppm
44,
145.
265.
435.
91?c;
43,
FID HC,
ppm C
5.320
4,960
4.560
5,360
T 4^0
4.560
Pilot air screw - as received. After carburetor insp^r-Hor, & rl^ni™
Max. head temp, at 50 mph 210 °C J
Max. gas temp, at 50 mph 820°C at station #1
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Honda XL-125
Date
2/16/77
Sequence XLS-2 with air pump
Conditon
Speed,
mi/hr
Idle
20
30
40
50
. Idle
Gear
N
2
4
5
5
N
Engine
rpm.
1,600
7,080
6,000
6.560
8,100
f
Load
____
0.41
0.95
1.73
2.85
^ •M^B
Concentrations
CO,
%
3,17
.6,88
8.01
5.49
4.22
4.n7
C02,
%
8.88
._9, 18
9.25
11.04
12.02
R Sfi
02.
%
6,8
2.2
2.0
1.7
1.4
fi.3
NO,
ppm
29,
122.
325.
L24Q,
2500.
AT.
FID HC,
ppm C
3.060
4.150
4,320
3.080
3,300
?,780
Notes: Max head temp reached @ 50 mph - approx. 250DC
Max gas temp @ 50 mph 790 °C
No reaction apparent. Air pump No. 0533 , 1;1 ratio off camshaft. 1;2 (pump;crank)
D-63
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Honda XL-125
Date 3/16/77
Sequence XLS-3
Condition
Speed,
mi/hr
Idle
20
30
40
50
Idle
Notes:
Gear
N
2
4
5
5
' N
Engine
rpm
-
-
-
•~
-
~
Load
-
0.47
1.04
1.81
3.02
Concentrations
CO,
%
2.25
3.34
5.04
5.23
3.48
2.79
C02,
%
9.70
13.11
11.50
10.66
11.70
9.80
o2.
%
6.3
0.8
1.4
2.3
2.3
5.8
NO,
PPm
33 -
115
225
635
2400
44
FID HC,
ppm C
3.440
900
1,940
2,220
2,740
2,020
reaction by CO2 & temp.
u ii ii »
reaction by temp.
dilution only
Conducted with air pump No. 1033 @ 1:2 ratio drive
Max. head temp, at bU mph - 230°C
Max. gas temp, occurred at 20 mph ^ 825°C, gas temp at 50 mph - 790°C
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Honda. XL-125
Date 4/01/77
Sequence XLS-4 Pump drive Ratio 1. 33;2
Condition
Speed,
mi/hr
Idle
20
30
40
50
Idle
Notes:
Gear
N
2
4
5
5
N
Engine
rpm
1800
7080
6000
6560
8100
1800
Load
0.48
0.99
1.79
2. 78
Concentrations
CO,
%
1. 15
1. 18
3. 67
4. 50
Z. 71
1. 15
C02,
%
8.78
13.83
11.63
10. 16
11.50
8.98
02,
%
8.8
1.0
2.2
3.2
3. 1
8.7
NO,
ppm
34.
100.
235.
780.
1310.
42.
FID HC,
ppm C
1,600
140
1,030
1,840
2, 160
1,000
Exhaust
Gas Temp. °C
560° at #1
>825° at #1 #2,825°# 3
760° at #lr>825°at 2,65
720° at #1,750°@#2,650
780° at #1,790°@#2,740
560° at #1,490°@#2,340
timing checked beiore run - OK " " "
max. head temp ^ 240°C occurring at SOmph
WOT 0-80 kph = 11,8 sec. "- ' — '
WOT 0-100 kph = 38.0 sec. —
D-64
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Honda, XL-125
Date 4/07/77
Sequence XLS-5a w/out air
Conditon
Speed,
mi/hr
Idle
20
30
40
50
Idle
Gear
N
2
4
5
5
N
Engine
rpm
Load
0.44
1.01
1.79
2.82
Concentrations
CO,
%
2.56
8. 12
7.42
6. 12
3.39
3.26
C02,
%
10.33
9.75
10. 33
11.33
12.91
10.44
°2.
%
4.9
0.6
0.4
0.3
0.5
4.5
NO,
ppm
45.
130.
355.
930.
2850.
58.
FID HC,
ppm C
3, 560
4,040
3,800
3,280
L_3, 120
3, 060
JNotes: Chevette reed valve added - air entrance blocked
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Honda, XL-125
Date 4/07/77
Sequence XLS-5b W air Chevette Reed
Condition
Speed,
mi/hr
Idle
20
30
40
50
Idle
Gear
N
2
4
5
5
N
Engine
rpm
1800
7080
6000
6560
8100
1800
Load
_ _ —
0.44
1.01
1.79
2.82
_ _ _ -
Concentrations
CO,
%
1.15
7.52
9.62
5.70
3.39
1.18
co2,
%
8.59
9.80
8.78
10.99
12.38
8.49
02.
%
8.8
1.1
0.8
1.0
1.3
8.9
NO,
ppm
25.
120.
195.
875.
2600.
30.
FID HC,
ppm C
1,560
3, 360
4,400
2,960
2,920
960
reaction by At +
reaction by At +
.dilution by At -
dilution by At -
dilution by At
reaction by .At +
Notes:
D-65
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Honda XL-125
Date 5/9/77
Sequence
XLS-6
Condition
Speed,
mi/hr
Idle
20
30
40
50
Idle
Notes:
Gear
N
2
4
5
5
N
Engine
rpm.
-"— —
Load
~._-.M
0.47
1.03
1.80
2.99
«-
Concentrations
CO,
%
1.60
4.07
5.92
4.61
3.08
1.30
C02,
%
10.08
12.38
11.56
12.37
13.11
10.44
02.
%
6.3
0.6
0.2
0.2
0.3
6.0
NO,
ppm
33.
175.
305.
960.
1525.
41.
FID HCf
ppm C
12,200
5,280
4,360
3,750
3,880
10,400
V
V no air added r_r
J^ -—1
wo air aaaea, notoneK GDI system added, carburetor cleaned and leaned out
Jet needle clip position changed from 2 to 1 ? Pi io+- a-j r s™, was 1 n™ !-!/»
•i-inu-ng _aavancea approx. 7° to make up for underadvancement of Motek system
mfr , —. _^!j. x* «-* 1— -Jvy J.ULJ11
Max. exhaust gas temp - ^825°C at station #1, pipe insulated-for air injection
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Honda XL-125
Date 5/9/77
Sequence XLS-7
Speed,
mi/hr
Idle
20
30
40
50
Idle
Notes:
Conditon
Gear
N
2
4
5
5
N
Engine
rpm
Load
_. —
0.47
1.02
1.79
2.96
CO,
%
0.70
0.70
3.43
3.43
2.26
0.62
Concentrations
C02,
%
8.15
13.49
11.82
11.33
12.82
8.30
°2>
%•
9.4
1.9
2.0
2.7
1.5
9.3
NO,
jppm
34.
***«••— ~««i*««_i
145.
240.
860.
1480.
39.
FID HC,
ppm C
7,040
' " 1 •.»!••.
172
1.140
1,620
792
6,400
probable dilution
probable reaction __
prnh^Me rgar-tir>Ti _^
probable minor reaction
probable reaction „_
probable dilution ..__
AJ.I added by pump 1UJJ at 1.33:2, -t- MototeV GDI at- ™r^]r^r rnlrn_mQn1.
Carburetor set as for XLS-6, timing as for XLS-6 munnmi
Max. head temp. - 23o*c at 50 mph .
"at speeds of 20, 30, an5 50 mph; at 45 S station = IIP?1" O
Very good thermal reaction noted from temperature data
WOT accel. time 0-80 kph, 11.5 sec
WOT accel. time 0 - 100 kph + would not exceed 97.5 kph - reached 29 2 sec
D-66
jectioi
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Honda XL-125
Date 8/4/77
Sequence XLS-8
Condition
Speed,
rni/hr
Idlf*
20
30
40
50
Idle
Notes:
Gear
N
2
4
5
5
N
Engine
rpm
1150
—
_—
--
—
1200
Load
—
0.49
1.00
1.79
2.80
—
Concentrations
CO,
%
0.004
0.014
0.22
0.19
0.26
0.005
C02,
%
9.91
12.20
14.4?
14.18
13.75
9.91
02,
%
6.9
3.6
0.2
0.7
1.1
6.8
NO,
ppm
41,
195.
160.
865.
2,200.
47.
FID HC,
ppm C
158
21
21
45
97
100
Exhaust Temp, °c
Exit
Head
525
770
630
680
760
Enter
Cat.
4^n
750
875
650
765
Exit
Cat.
450
650
840
850
820
Air
Injectio
Rate, cf
0.60
1.88
1.62
1.86
2.22
T.Qar, payV,iiT-6i-n-rf stock ianition and timina: air infection pump No. 1533 (1. 33:21 i
catalyst PTX 313, all Corning
^ Max. Jriead temp 250°C
W.O.TT TT-80r kph accel time = 11.8 sec
Note: temperature data indicate reaction occurring in head or pipe about 6 inches
downstream of exhaust port.
D-67
-------
o
GO
UNIT wo, ,?on
VEHICLE MODFI.
HONDA
TF.ST NO, 1
TABLE VEHICLE EMISSION RESULTS
H7S LIGHT DUTY EMISSIONS TEST
la/ 7/7H MFGR. CODE
ENGINE ,13 LITRE 1 CtJRR IT.
-n
II KG
YR, 1971,
GVM o KG
BARO*fU» 7'4l.q3 MM of- HP.,
DRY BULB Tt'T. ?S.b OFG. C
REL. HUMIDITY 53 PCT,
EXHAUST EMISSIONS
ULOaM
HAG HF.
HAG NO.
BLOWE'* REVOLUTIONS
ROIL COUNTS
SA^PLF
SA IPLF
HAC«I;RD
AACKGRO PPM
SArtPl.F
SA-»«LF.
HACHGRO MF.TEP
HACKI>RO PRM
SA«PLE
SAMPLfc
HC
HC
HC
HC
CO
CO
CO
CO
CO?
CO?
CO?
CO?
MOX
MO*
NOX
SO?.
SOS
S»i?
HC
CO
COS
MOX
SO?
HC
CD
CO?
Mfllf
SO?
PPESS.. <*,?, 30H.B
METER PFADINR/SCALF.
PPM
"FTFfl HFA01NG/SCAI.F
PPM
-'FTF9
PEWCE^T
BflCKGP.0 MFTF.R
-------
TABLE EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER ZOO
DATE 10/11/7b
MODEL 1171, HONDA XL-12S
DRIVER TJ
WET BULB TEMP 19 C
SPFC. HUM. 10.8 GRAM/KG
TIME -D HRS.
HIHAY CYCLE
TE3T WT. n KG.
DRY BULB TEMP ?B C
BARO. 7*0.? MM HG.
TEST NO. 1
ENGINE .1 LITRE 1
GVM o KG
REL. HUM. 1?.fc PCT
MEASURED FUEL n.oo KG
RUN DURATION
BLOWER INLET PRESS.
BLOWER DIP. PRESS.
BLOWER INLET TEMP.
OYNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
BLOWER CU. CM /REV.
l?.7b MINUTES
S»1.3 MM. H?0
Bbb.7 MM H20
»3 DEC. C
lOOOb
Ib.b3 KILOMETRES
5325
8135
RAG RESULTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRO METER READING/SCALE
HC BACKGRD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
CO? SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT
CO? BACKGRO METER READING/SCALE
CO? BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRO PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
30? COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
CO? MASS (GRAMS)
NOX MASS (GRAMS)
SO? MASS (GRAMS)
HC GRAMS/KILOMETRE .17
CO GRAMS/KILOMETRE '7.71
CO? GRAMS/KILOMETRE IB.Ob
NOX GRAMS/KILOMETRE .93
SO? GRAMS/KILOMETRE 0.00
HC GRAMS/KG OF FUEL 21.37
CO GRAMS/KG OF FUEL 39b.O
CO? GRAMS/KG OF FUEL 2170
NOX GRAMS/KG OF FUEL 17.bb
soa GRAMS/KG OF FUEL o.oo
CARBON BALANCE FUEL ECONOMY
37.1/3
371
1.4/3
14
58.b/?
2999
.!/?
4
bS.b/3
I.IB
?.b/3
.OH
72.1/3
2ib.a
.H/3
1.2
359
288b
1.11
815.3
0.0
7. 89
128.19
799.1?
15.13
0.00
HC GRAMS/MIN
CO GRAMS/MIN
C02 GRAMS/MIN
NOX GRAMS/MIN
302 GRAMS/MIN
.b?
10.0
b3
1.21
0.00
37.75
KILOMETRES/LITRE
-------
UNIT NO. 200
VEHICLE MODEL
TEST NO.
HONDA XL 125
TABLE VEHICLE EMISSION RESULTS
1175 LIGHT DUTY EMISSIONS TEST
J DATE ID/ 8/7b MFGR. CODE
ENGINE .13 LITRE 1 CURb HT.
-n
0 KG
YR.
GVM
0 KG
BAROMETER 7*8.71 HH OF HG.
DRY BULB TEMP. ?2.8 DEC. C
REL. HUMIDITY 3t PCT.
EXHAUST EMISSIONS
RLOMER DIP.
RAG RESULTS
PRESS., G2, ?bb.7 MM. H?0
RAG NO.
BLONER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGfiD METER READING/SCALE
HC BACKGRD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPH
CO BACKGRD METER READING/SCALE
CO BACKGRO PPM
CO? SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT
CO? BACKGRD METER READING/SCALE
CO? BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
SO? SAMPLE METER READING/SCALE
soe SAMPLE PPM
SO? BACKGRD METER READING/SCALE
SO? flACKGRO PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
COS CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? CONCENTRATION PPH
HC MASS GRAMS
CO MASS GRAMS
CO? MASS GRAMS
NOX MASS GRAMS
SO? MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC .71 GRAMS/KILOMETRE
HEIGHTED MASS CO 10. bO GRAMS/KlLOMF.TRE
WEIGHTED MASS C02 37.03 GRAMS/KILOMETRF.
WEIGHTED MASS NOX .13 GRAMS/KILOMETRE
WEIGHTED MASS SO? 0.00 GRAMS/KILOMETRE
1
351b
?H12
31.HV3
31*
l.b/3
Ib
bi.1/3
1SSS
.7/3
IS
38.7/3
.»7
3.7/3
.Ob
23.3/B
?3.3
1.5/2
i.S
-o.n/*
a.o
-o.o/*
0.0
37i
1501
.»?
81. 1
0.0
5. SB
»f .83
llfc.t?
.«>3
O.flO
77. b7
ACTUAL DISTANCE
IP.IS KILOMETRE
FUEL ECONOMY BY CARSON BALANCE = *?.?
TOTAL CARBON EXHAUST 238. YO
ESTIMATED FUEL WEIGHT = .28K6.
KILOMETRE/LITRE
GRAMS
17.S/3
175
1*
1153
11
2J.3/3
.3.e GRAMS/KG
DYNO HOLL CONSTANT 1b7.17
BLOWER INLET PRESS., Gl ?»1.3 MM. H?0
BLOWER INLET TEHP. ^3 DEC. c
3
3521
2821
lb.J/3
Jbl
1.1/3
11
S1.«t/3
.5/3
11
23.V3
.38
3.»/3
.05
I7.i/e
17.1
.8/2
.8
-O.D/*
0.0
-O.O/*
0.0
150
1*58
.33
lb.3
0.0
2.2?
*3.V8
ISS.31?
.70
0.00
-------
TABLE EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER eoo
DATE 10/11/7b
MODEL 117b HONDA XL-1?5
DRIVER TJ
WET BULB TEMP H C
9PEC. HUM. 11.if GRAM/KG
TIME -n MRS.
HIWAY CYCLE
TEST MT. 0 KG.
DRY BULB TEMP ?s C
BARO. 710.? KM HG.
TEST NO. ?
ENGINE .1 LITRE 1
GVW o KG
REL. HUM. Sb.O PCT
MEASURED FUEL 0.00 KG
RUN DURATION
BLOWER INLET PRESS.
BLOWER DIP. PRESS.
BLOWER INLET TEMP.
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
BLOWER CU. CM /REV.
IB.73 MINUTES
251.0 MM. H20
abb.7 MM H?0
13 DEG. C
IBSb
ib.se KILOMETRES
5313
813*
BAG RESULTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACHGRD HETER READING/SCALE
HC BACKGRD PPM
CO SAMPLE HETER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
C03 SAMPLE METER READING/SCALE
COS SAMPLE PERCENT
CO? BACKGRD METER READING/SCALE
CO? BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRO METER READING/SCALE
NOX BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPH
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
CO? MASS (GRAMS)
NOX MASS (GRAMS)
SO? MASS (GRAMS)
HC GRAMS/KILOMETRE .11
CO GRAMS/KILOMETRE 8.58
CO? GRAMS/KILOMETRE 18.13
NOX GRAMS/KILOMETRE .ib
SO? GRAMS/KILOMETRE 0.00
HC GRAMS/KG OF FUEL ??.07
CO GRAMS/KG OF FUEL 131.5
CO? GRAMS/KG OF FUEL ?«S1
NOX GRAMS/KG OF FUEL »8.?»
SO? GRAMS/KG OF FUEL 0.00
3».3/3
3-»3
1.7/3
17
b3.0/?
33?7
.S/?
IS
bS.1/3
l.lb
?.7/3
.Ot
71.8/3
ais.«
1.5/3
3175
1.13
811.1
0.0
7.19
110.50
788.53
15.71
o.on
CARBON BALANCE FUEL ECONOMY
HC GRAHS/HIN
CO GRAMS/MIN
C02 GRAMS/MIN
NOX GRAMS/MIN
SO? GRAMS/MIN
.5b
11.0
b?
1.23
n.oo
3b.<1b
KILOMETRES/LITRE
-------
TABLE
V
-O
UNIT NO. 200
VEHICLE MODEL
TEST NO. 1
XL-125 BASE RTN
VEHICLE EMISSION RESULTS
1S75 LIGHT DUTY EMISSIONS TEST
DATE 1/38/77 MFGR. CODE
ENGINE .13 LITRE 1 CURB HT.
-0
0 KG
YR.
6VH
lS7b
0 KG
BAROMFTER 73b.bO MM OF HG.
DRV BULB TEMP. 23.3 OEG. C
REL. HUMIDITY ?» PCT.
EXHAUST EMISSIONS
RLOWEH OIF. PRESS., G2, 2S».0 MM.
BAG RESULTS
RAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRQ METER READING/SCALE
HC BACKGRO PPM
CO SAMPLE METER READING/SCALE
CO SAKPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRO PPM
COS SAMPLE METER READING/SCALE
COS SAMPLE PERCENT
COS BACKGRO METER READING/SCALE
COS BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
SO? SAMPLE METER READING/SCALE
SO? SAMPLE PPM
SO? BACKGRD METER READING/SCALE
SO? BACKGKO PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
SOS CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
COB MASS GRAMS
NOX MASS GRAMS
SO? MASS GRAMS
H20
TOIAL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS cop
WEIGHTED MASS NOX
WEIGHTED MASS SOS
ACTUAL DISTANCE
1
35BO
8857
3b.O/3
3fcO
1.3/3
13
(.3.7/3
1S1H
.3/3
b
28.5/3
.03
S7.8/S
87.8
-o.o/*
0.0
-o.o/*
0.0
3»8
S7.f
0.0
S.38
»B.7»
S17.71
l.lb
0.00
,7» GRAMS/KILOMETRE
13.35 GRANS/KILOMETRE
fo.sa GRAMS/KILOMETRE
,lb GRAMS/KILOMETRE
0.00 GRAMS/KILOMETRE
JD.qq KILOMETRE
FUEL ECONOMY BY CARBON BALANCE = 37.2 KILOMETRE/LITRE
TOTAL CARBON EXHAUST ?bB.<»8 GRAMS
ESTIMATED FUEL WEIGHT = .31KG.
WET BULB TEMP IS.2 DEC. C
ABS. HUMIDITY H.t GKAMS/KG
DYND ROLL CONSTANT Hb7.q7
BLOWER INLET PRESS.,
BLOWER INLET TEMP.
I>1 228.b MM. H20
»3 DEC. C
Z
bO<».»/3
18
-------
TABLE
D
~J
OJ
EXHAUST EMISSIONS FROM SINGLE RAG SAMPLE
VEHICLE DUMBER 200
DATE 1/31/77
MODEL i^7b HONDA XL 125
DRIVER KN
WET BULB TEMP 11 C
SPFC. HUM. 3.3 GUAM/KG
TIME -n MRS.
FET RASE RTN
TEST HT. 0 KG.
DRV BULB TEMP ?2 C
BARH. 7511. B MM HG.
TEST NO. 2
ENGINE .1 LITRE 1
GVM 0 KG
REL. HUM. an.5 PCT
MEASURED FUEL o.oo KG
RUN DURATION
BLOWER INLET PRESS.
BLOWER OIF. PRESS.
B.LOWF.R INLET TEMP.
niw> REVOLUTIONS
DISTANCE TRAVELED
BLUKER REVOLUTIONS
BLOHtR C». CM /REV.
12.75 MINUTES
228.b MM. H20
25*.0 MM M20
H3 DEC. C
10003
Ib.b3 KILOMETRES
532H
BSSb
METER READING/SCALE
PPM
BACKGRD METER READING/SCALE
BACKGRD PPM
SAMPLE
SAMPLE
METEtt READING/SCALE
PPM
BACKGRD METER READING/SCALE
BAG RESULTS
HC SAMPLE
HC SAMPLE
HC
HC
CO
CO
CO
CO BACKGRD PPM
C02 SAMPLE METER READING/SCALE
C02 SAMPLE PERCENT
C02 BACKGRD METER READING/SCALE
CO? BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
SAMPLE PPM
HACKGKD METER READING/SCALE
NOX BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
S02 COCEHTRATION PPM
MASS (GRAMS)
NOX
NOX
HC
CO
MASS
C02 MASS (GRAMS)
NOX MASS (GRAMS)
S02 MASS (GRAMS)
HC GRAMS/KILOMETRE
CO GRAMS/KILOMETRE
CO? GRAMS/KILOMETRE
NO* GRAMS/KILOMETRE
SO? GRAMS/KILOMETRE
•HC GRAMS/KG OF FUEL
CO GRAMS/KG OF FUEL
CO? GRAMS/KG OF FUEL
NOX GRAMS/KG OF FUEL
SO? GRAMS/KG OF FUEL
H.82
50.33
o.no
2b.87
•23. R
HO.R/3
tos
1.5/3
IS
bl.2/2
31SO
.2/2
8
h5.2/3
1.17
3.7/3
.Ut.
5b.1/3
17H.7
.3/3
1.12
ibq.q
o.o
1.30
!Hb.b7
R3b.R<*
10. bS
o.on
30.78
n.nn
HC GRAMS/MIN
CO GRAMS/MIN
C02 GRAM3/MJN
.NOX GRAMS/MIN
302 GRAMS/MIN
CARBON BALANCE FUEL fcCONOMY
.73
11.5
bb
.83
n.no
35.30
KILOMEFRF.S/tlTRE
-------
-o
*»
UNIT NO. ?00
VEHICLE MODEL
TABLE
TEST NO. 1
XL-12S 2ND STEP, AIR l»2
VEHICLE EMISSION RESULTS
1975 LIGHT DUTY EMISSIONS TEST
DATE 3/38/77 MF6R. CODE
ENGINE .13 LITRE 1 CURB WT.
-0
0 KG
YR.
GVM
197b
0 KG
BAROMFTEB 731.5? MM OF H6.
DRY BULB TEMP. 81,. 1 DFG. C
REL. HUHIDITY 3? PCT.
EXHAUST EMISSIONS
BLOWER OIF. PRESS.,
BAG RESULTS
BAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE
HC SAMPLE
HC
HC
CO
CO
CO
CO
COS
6?, ?bb.7 MM. H20
METER READING/SCALE
PPM
BACKGRD METER READING/SCALE
BACKGRD PPM
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGRD METER READING/SCALE
BACKGRD PPM
SAMPLE MFTER READING/SCALE
cos SAMPLE PERCENT
COS BACKGRD METER READING/SCALE
COB BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD MFTER READING/SCALE
NOX BACKGRO PPM
SO? SAMPLE METER READING/SCALE
SO? SAMPLE PPM
SO? BACKGRD METER READING/SCALE
SO? BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
802 CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
COS MASS GRAMS
NOX MASS GRAMS
SO? MASS GRAMS
TOTAL CARBON GRAMS
1
3SVV
BRS3
2b.2/3
2b2
1.1/3
11
71.7/3
1977
.2/3
3.b/3
.Ob
2?. a/a
22.2
1.0/2
1.0
-o.o/*
0.0
-o.o/*
o.n
252
1937
.37
?1.2
0.0
3. BO
51.05
175. Id
.15
0.00
7b.f>3
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS CO?
WEIGHTED MASS NOX
WEIGHTED MASS SO?
ACTUAL DISTANCE
.(.3 GRAMS/KILOMFTRE
12.7? GRAMS/KILOMETRE
3b.b1 GRAMS/KILOMETRE
.!» GRAMS/KILOMETRE
o.oo GRAMS/KILOMETRE
11.05 KILOMETRE
FUEL ECONOMY BY CARBON BALANCE = in.2 KILOMETRE/LITRE
TOTAL CARBON EXHAUST J50.ll GRAMS
ESTIMATED FUEt WEIGHT « .89K6.
WET BULB TEMP IS.b OEG. C
AHS. HUMIDITY b.9 GRAMS/KG
OYNO ROLL CONSTANT 9b7.97
BLOWER INLET PRESS., Gl 228.b MM. HBO
BLOWER INLET TEMP. -»3 DEC. C
b037
3798
iV.1/3
171
1.3/3
13
bb.1/3
Ib97
,b/3
13
2J.1/3
.3*
3.»/3
.05
10.O/?
10.0
1.2/8
1.?
-n.o/*
0.0
-O.O/*
o.n
lbS7
.29
8.8
0.0
1.08
8b.O?
23R.09
.b7
o.no
105.»0
3
35*b
lS.b/3
15b
1.3/3
13
b7.b/3
.3/3
b
23.7/3
.39
3.5/3
.ns
19.7/2
19.7
1.2/2
1.2
-O.O/*
0.0
-o.o/*
0.0
1707
.33
IS.b
o.n
2.17
52.08
Ib0.7»
.83
0.00
b8.08
-------
-j
ui
TABLE F.XHAUST EMISSIONS FROM SINGLE RAG SAMPUE
VEHICLE NUMBER 200
DATE 3/30/77 TIME -0 HRS,
MODEL i«m HONDA XL-I?S FET gNo STEP. AIR i>2
DRIVER KN TEST "T. 0 KG.
WET BULB TEMP ih C DRY BULB TEMP g? C
SPEC. HUM. b.s GRAM/KG BARO. 7"»1,» MM HG,
1
TEST NO. i
ENGINE .1 LITRE
CVH D KG
REL. MUM. aq.n PCT
MEASURED FUEL o.oo KG
RUN DURATION
BLOWER INLfT PRESS'.
BLOwER OIF. PRESS.
BLOWER INLFT TEMP.
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOHER REVOLUTIONS
12,75 MINUTES
2»1.3 MM. HgO
«(>(..7 MM HgO
*3 DEG. C
lb.30 KILOMETRES
52R»
BLOklER CU. CM /REV. 81BO
BAG RESULTS
HC SAMPLF METER READING/SCALE
HC SAMPt> PPM
HC BACKGRO METER READING/SCALE
HC BACKGRD PPM -,
co SAMPLF. METER READING/SCALE
CO SAMPLE PPM
co 8ACKGRD METER READING/SCALE
CO 8ACKGRO PPM
cog SAMPLE METER READING/SCALE
COg SAMPLE PERCENT
cog BACKGRD MFTER READING/SCALE
COg 9ACKGRO PERCENT
NOX SAMPLF METER READING/SCALE
NOX SAMPLF PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRO PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
COg CONCENTRATION PCT
NOX CONCENTRATION PPM
302 COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
COg MASS fGRAMS)
NOX MASS (GRAMS)
SOg MASS (GRAMS)
HC GRAMS/KILOMETRE ,»5
CO GRAMS/KILOMETRE 11.»5
COg GRAMS/KILOMETRE "H>,01
NOX GRAMS/KILOMETRE ,7o
sog GRAMS/KH OMETRE O.OQ
33.2/3
33?
1.5/3
IS
73.7/2
H11H
,3/?
11
bO.S/3
1.07
3.0/3
.05
57.5/3
172.5
.»/3
1.2
1.03
171. »
0.0
7.€b
18b.73
750.15
11.34
0.00
HC GRAMS/KG OF FUEL 21.51 HC
CO GRAMS/KG OF FUEL 55M.1 CO GRAMS/MIN
cog GRAMS/KG OF FUEL 2229 cog GRAMS/MIN
NOX GRAMS/KG OF FUEL 33.85 NOX GRAMS/MIN
sog GRAMS/KG OF FUEL o.on sog GRAMS/MIN
CARBON BALANCE FUEL ECONOMY
.57
IV.b
0.00
35.59 KILOMETRES/LITRE
-------
UNIT NO. ?nn
VEHICLE MODEL
TABLE
TEST NO. |
*L-1?5 ?ND, 1,3312 AIR
TOTAL CARBflN GRAMS
WEIGHTED MASS HC
WEIGHTED M«$3 CO
WEIGHTED MASS CO?
WEIGHTED MASS NOX
WEIGHTED M«SS SO?
ACTUAL DISTANCE
VEHICLE EMISSION RESULTS
1««»5 tIGHT DUTY EMISSIONS TEST
DATE »/ »/7? MFGH. CODE
ENGINE ,U LITRE 1 CURS «T.
-I)
0 KG
YR.
GVM
n KG
BAROMETER 71B.1? MM OF HG.
0»V BULfl TEMP. ?».* DEC. C
REL. WIJMJOITV it, PCT.
EXHAUST EMISSIONS
BLOMER OIF'. PRESS., G2, es»,0 MM. H?0
BAG RESULTS
BAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLF METER READING/SCALE
HC SAMPLF PPM
HC BACKGRQ METER READING/SCALE
HC BACKGRD PPM
co SAMPLE METFR READING/SCALE
CO SAMPLF PPM
en B*CKGPO METER REAOINR/SC*LE
CO SACKG0D PPM
co? SAMPLF METER READINC/SCALE
CO? SAMPLF PERCENT
co? BACKGRO METER READING/SCALE
CO? BACKGpD PERCENT
NOX SAMPLF METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGBD METER READING/SCALE
NOX BACKGPO PPM
soa SAMPLE METER READING/SCALE
SOS SAMPLF PPM
so? BACKGRD METER READING/SCALE
SO? 6ACKGRO PPM.
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPH
SOS CONCENTRATION PPM
HC MASS GRAMS
CO MASS fiRAMS
CO? MASS CRAMS
NOX MASS GRAMS
SO? MASS CRAMS
1
as??
?a.i/3
Hi
»^/3
•*
sa.b/a
1330
.1/1
?
?7.7/j
.H5
1.1/3
.Ob
2?FB/z
.5
-o.o/*
0.0
-o.ox*
0.0
?1?
0,0
3.?*
*n.l
-n.o/*
o.o
-o.o/*
o.o
1P3
1271
.3b
11. B
0.0
I.R8
34, IS
7».17
.85
o.no
-------
TABLE
O
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER 200
DATE »/ 4/77 TIME -0 HRS.
MODEL l+7b HONDA XL-i?5 FET 2ND STEP,1.33i2 AIR
DRIVER KN TEST WT. o KG.
WET BULB TEMP 13 c DRV BULB TEMP 2* c
SPEC. HUM. s.i CRAM/KG BARO, 733.0 *M HG.
TEST NO. I
ENGINE .1 LITRE 1
GVW C KG
PEL. HUM. lb.2 PCT
MEASURED FUEL o.on KG
RUN DURATION
6LOWER INLfT PRESS.
BLOWER DIF. PRESS.
SLOWER INLFT TEMP.
OYNo REVOLUTIONS
DISTANCE TPAVELEO
BLOWE" REVOLUTIONS
BLOWER cu. CM /REV.
i?.7b MINUTES
22B.b MM. H20
S54.0 MM H20
»3 DEC. c
Ib.Sl KILOMETRES
8531
HC
HC
CQ
CO
CO
CO
BAG RESULTS
HC SAMPLF METER READING/SCALE
HC S&MPLF PPM
BACKGRO METER READING/SCALE
BACKGRD PPM
SAMPLF METER PEADING/SCAIE
SAMPLF PPM
8ACKGPO METER READING/SCALE
BACKGRO PPM
COa SAMPLF METER READING/SCALE
coe SAMPLF PFRCENT
co? BACKGBO METEH REAOIKB/SCALE
COa BACKGRD PERCENT
NOK SAMPLE MfTER READING/SCALE
N0« SAMPUF, PPM
NOX BACKGRD MfTER READING/SCALE
NOX BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
COj CONCENTRATION PCT
NOt CONCENTRATION PPM
SOj COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
CO? MASS (GRAMS)
NOX MASS (GRAMS)
SO? MASS (GRAM9)
HC GRAMS/KILOMETRE
co GRAMS/KILOMETRE
C02 GRAMS/KIlOMETRE
NOK GRAMS/KUO»ETRE
sea GRAMS/KIJ.OMETRE
HC GRAMS/KG OF FUEL
CO GRAMa/KG OF FUEL
co? GRAMS /KG OF FUEL
NOX GRAMS/KG OF FUEL
802 GRAMS/KG OF FUEL
.37
»?Il7
.7?
0.0(1
IB. q*
»»3,H
38.53
0.00
as. 1/3
B81
1.5/3
15
bl.*/?
3205
1.13
»,»/3
.07
faS.1/3
1.2
2bB
3105
1.07
19».?
n.n
b.i?
1*3.31
778. R3
le.HH
0,00
CARBON BALANCE FUEL ECONOMY
HC GRAMS/MJW
coa GRAMS/MIN
NOX GRAMS/MIN
so? GRAMS/MIN
(.1
o.on
37.Sb KILOMETRES/LITRE
-------
-J
OE>
UNIT NO, 200
VEHICLE MODEL
TABLE
TEST NO. t
XL-US 2ND,1.33i2 AIR
BAROMETER 751.8» MM QP HC.
DRY BULB TEMP. ?s.b DEG. C
REL. HUMIDITY 13 PCT.
VEHICLE EMISSION RESULTS
LIGHT DUTY EMISSIONS TEST
DATE H/ 7/7? MfGR. CODE -n
ENGINE .13 LITRE 1 CURB WT. 0 KG
WET BULB TEMP 17.e OEG. C
ABS. HUMIDITY 8,8 GRAMS/KG
OYNO ROLL CONSTANT q«,7.q?
GVM
0 KG
62. ?f,b.7 MM. H?0
EXHAUST EMISSIONS
BLOWER nip. PRESS.,
BAB RESULTS
BAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRO METER READING/SCALE
HC BACKGRD PPM
co SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRO "FTEft REAPING/SCALE
CO BACKGRO PPM
COB SAMPLE METER READING/SCALE
COS SAMPLE PERCENT
coe BACKGRO METER READING/SCALE
CO? BACKGRO PERCENT '
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGPO METER READING/SCALE
NOX BACKGRO PPM
so? SAMPLE METER READING/SCALE
SO? SAMPLE PPM
so2 BACKGRO METER READING/SCALE
SOS flACKGRO PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
CO? MASS GRAMS
NOX MASS GRAMS
SO? MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS CO?
WEIGHTED "ASS NOX
WEIGHTED MASS SO?
ACTUAL DISTANCE
t
3Slb
278P
2.8/3
?B
bH,t./3
.1/3
Z
».3/3
.07
17.5/2
17.5
.?/?
.7
-0.0/*
0.0
-o.o/*
0.0
?33
lb.8
0.0
3.bO
50.38
n.oo
78.50
.58 GRAMg/KILOMlTRE
10.7«t GRAMS/KILOMETRE
*?.Si GRAMS/KILOMETRE
.1? GRAMS/KILOMETRE
O.On GRAMS/KILOMETRE
10.88 KILOMETRE
BLOWER INLET PRESS., Gl 211.3 MM. H20
BLOWER INLET TEMP. »3 DEC. C
2
s
3'fab
52. 8/3
nna
.3/1
b
23.1/3
.Ob
7.3/2
'.3
,b/2
.»•
»n.o/*
o.n
-P.O/*
o.n
1271
.33
b.7
o.n
3.5b
>8.?n
27b'.08
,5h
o.on
107.1,7
FUEL ECONOMY BY CARBON BfL»NCE = 3H.S KILOMETRE/LITRE
TOTAL CARBON EXHAUST 257.»? GRAMS
ESTIMATED FUEL WEIGHT s .30KG.
3
3521
277B
15.b/3
21
1SS7
2b.H/3
*.B/3
,07
lb.1/2
lb.1
.5/2
.5
-O.O/*
0.0
-O.O/*
0.0
13b
1S«J3
IS.h
0.0
2.10
178,*20
.75
0.00
71.2»
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER ZOO
•vj
V0
DATE •»/ 7/77 TIME -0 MRS,
MODEL Il7h HONDA XL-1?5 FET ?ND STEP, 1.33:2 AIR
DRIVER KN TEST *T. 0 KG.
WET BULB TFMP Jh C 0"Y BULB TEMP ?•> C
SPEC. MUM. 7.3 GP»M/KG BARO. 751.3 MM HG.
TEST NO. i
ENGINE .1 LITRE 1
GVN 0 KG
REL. HUM. 38.1 PCT
MEASURED FUFL o.oo KG
RUN DURATION
BLOWER INLET PRESS.
BLOWER OIF. PRESS.
BLOWER INLET TEMP.
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
BLOwER CU. CM /REV.
12.75 MINUTES
2*1.3 MM, H20
2l>b.7 MM HSO
»3 DEG. C
lOlbO
Ib.Bq KILOMETRES
S3J1
BSOR
METER READING/SCALE
PPM
BACKGRO METER READING/SCALE
BACKGRD PPM
SAMPLE
SAMPLE
METER READING/SCALE
PPM
BICKGRO METER READING/SCALE
BAG RESULTS
HC SAMPLE
HC SAMPLE
MC
HC
CO
CO
CO
CO BACKGRD PPM
cog SAMPLE METER READING/SCALE
COS SAMPLE PERCENT
co? BACKGRD METFR READING/SCALE
CO; BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
SOz COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
CO? MASS (GRAMS)
NO* MASS (GRAMS)
SO? MASS (GRAMS)
HC GRAMS/KllOMETRE ,<»1
CO GRAMS/KILOMETRE <1.73
co? GRAMS/KILOMETRE HS.IS
NOX GRAMS/KILOMETRE .73
so? GRAMS/KILOMETRE o.no
HC GRAMS/KG OF FUEL ?o.o»
CO GRAMS/KG OF FUEL H70.5
CO? GRAMS/KG OF FUEL ?3b7
NOX GRAMS/KG OF FUEL 3S.50
soe GRAMS/KG OF FUEL o.on
31.5/3
315
1.7/3
17
bb,7/?
3falb
Lib
3,1/3
.Ob
Sfl.7/3
171,1
300
3HR7
1.11
17S.O
0.0
7.00
ie.»o
n.oo
HC GRAMS/MIN
co GRAMS/KIN
cos GRAMS/MIN
NOX GRAMS/MIN
so? GRAMS/MIN
CARBON BALANCE FUEL ECONOMY
.55
1?."
n.oo
35.5? KILOMETRFS/LITRE
-------
00
o
UNIT NO. ?QO
VEHICLE MODEL
TABLE
TEST NO. i
XL-1J5 1ST, REED -AIR
VEHICLE EMISSION RESULTS
1975 LIGHT DUTY EMISSIONS TEST
DATE »/ 8/77 MFGR. COOE
ENGINE .13 LITRE 1 CURB «T.
-n
D KG
YR.
0 KG
BAROMETER 7*7.5? MM OF HG.
DRY BULB TEMP. ?k.i DFG. c
REL. HUMIDITY •»» PCT.
EXHAUST EMISSIONS
BLOWER OIF. PRESS,, G?, ?fcfc,7 MM.
BAG RESULTS
H?0
BAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METFR READING/SCALE
HC SAMPLE PPM
HC BACKGRD M£TER READING/SCALE
HC BACKGPO PP"
co SAMPLF METER READING/SCALE
CO SAMPLE PPM
co BACKGPO METER READING/SCALE
CO BACKGPD PPM
co? SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT
co? BACKGRD METER READING/SCALE
CO? BACKGRD PERCENT .
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRO PPM
so? SAMPLE VETFR READING/SCALE
so? SAMPLE PPM
so? BACKGRD METER READING/SCALE
SO? BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PP"
SO? CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
CO? MASS GRAMS
NOX MASS GRAMS
SO? MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC ,73 GRAMS/KILOMETRE
WEIGHTED MASS CO 13,59 GRAMS/KILOMETRE
WEIGHTED MASS CO? 35, ?b GRAMS/KILOMETRE
WEIGHTED MASS NOX .1? GRAMS/KILOMETHE
WEIGHTED MASS sn? o.oo GRAMS/KILOMETHE
ACTUAL DISTANCE 10. ft, KILOMETRE
FUEL ECONOMY BY CARBON BALANCE s Hn.l Kl
1
35b7
27bb
?1.B/3
838
1.3/3
13
fcl.S/3
1558
«?/3
*
?5.1/3
.M
3.2/3
.(15
18.8/8
18.8
1,0/8
1.0
-O.O/*
0.0
-o.o/*
0.0
??b
1520
. 3fc
17.8
0.0
3.51
H7, 7t
179.85
,88
0.00
7?. 59
LOMETRE/L
WET BULB TEMP l?.fl DEC. C
ABS. HUMIDITY 1,3 GRAMS/KG
DYNO ROLL CONSTANT "^7,97
BLOWER INLET PRESS., SI ?»1.3 MM.
BLOWER INLET TEMP. -»3 DEG. C
37H3
l^.F/3
1«1B
1.7/3
17
b<».0/3
1789
11
l',7
.3?
»,?
.Ob
,7
-n.o/*
o.o
-o.n/*
o.n
ifl?
17H?
.?s
b.?
o.n
*.?•'
•»?.b<»
813.8?
.5?
o.on
in?.?1*
S770
19.0/3
190
l.b/3
Ib
72.8/3
1913
.3/3
b
83.0/3
.37
3.9/3
.0(9
.5/8
.5
-O.O/*
0.0
-n.o/*
n.o
175
IBhh
.3?
13.8
O.U
2.M?
57.85
15».S5
.f.7
0.00
1.9.31
TOTAL CARBON EXHAUST a
ESTIMATED FUEL WEIGHT s .2RKG.
CRAMS
-------
TABLE EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER 200
V
00
DATE "»/ 8/77 TIME -0 HRS.
MODEL H7b HONDA XL-1?5 FET 1ST CHFV REED- AIR
DRIVER KN TEST WT. 0 KG.
KET BULB TEMP 17 C 0RV BULB TEMP it, C
SPEC. HUM. e'.b GRAM/KG PAPO, 7»8,5 MM HG.
TEST NO. 1
ENGINE .1 LITRE 1
GVW 0 KG
REL. HUM. H0,» PCT
MEASURED FUEL o.on KG
RUN DURATION
BLOWER INLET PRESS.
BLOWER OIF. PRESS.
BLOWER INLFT TEMP.
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
BLOWER CU. CM /REV.
MINUTES
MM. H?O
MM HJO
DEC. C
lb.S» KILOMETRES
12. 7b
ani.3
ebb. 7
»3
850*
METER RFAOING/SCALE
PPM
BACKGRO METER READING/SCALE
BACKGRO PPM
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGRO METER PEAOING/SCALE
BAG RESULTS
HC SAMPLE
HC SAMPLE
HC
HC
CO
CO
CO
co BACKGRD PPM
co? SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT
co? BACKGPO METER READING/SCALE
CO? BACKGRD PERCENT
NOX SAMPLE METFR READING/SCALE
NOX SAMPLE PPM
NO* BACKGRO METER READING/SCALE
NOX BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
CO? MASS (GRAMS)
NOX MASS (GRAMS)
SO? MASS (GRAMS)
HC GRAMS/KILOMETRE ,H
CO GRAMS/KILOMETRE 9,2?
co? GRAMS/KILOMETRE »n.2q
NOX GRAMS/KILOMETRE ,f»o
so? GRAMS/KILOMETRF o.on
HC GRAMS/KG OF FUEL ?2.SO
co GRAMS/KG OF FUEL tsfe.a
C02 GRAMg/KG OF FUFL 2380
NOX GRAMS/KG OF FUEL 11.ei
so? GRAMS/KG OF FUEL o.oo
1,7/3
17
b3.7/2
.1/2
1.13
3.8/3
.Oh
bl,?/3
183. b
.5/3
1.5
3?«1
3?bO
l.OB
IB?. 3
0.0
7.bS
153.05
71B.b7
13. lb
o.on
CARBON BALANCE FUEL ECONOMY
HC RRAMS/MIN
CP GHAMS/MIN
CO? GRAMS/MIN
NOX GRAMS/MIN
802 GRAMS/HIM
.bO
12.0
1,3
1.03
n.on
3b.?t KILOMETRES/LITRE
-------
D
03
N>
UNIT NO. ami
VEHICLE MUOFL
TEST NO. 2
XL-IPS 1ST, REED-AIR
BAROMFTER 735.58 HM OF HG.
DRY 9'ILB TEMP. 25.b OEG. C
REL. HUMIDITY bH PCT.
TABLE VEHICLE EMISSION RESULTS
1175 LIGHT DUTY EMISSIONS TEST
HATE 4/11/77 HFGR. CODE -0
ENGINE .13 LITRE 1 CURB WT. 0 KG
WEI BULB TEMP 20.b OEG. C
ABS. KUMJDJTY 13.5 GWAMS/KG
OYNO ROLL CONSTANT Sb7.17
UVM
!H7b
0 Kti
.fl MM. H?0
EXHAUST EMISSIONS
BLOWER UIF. PRESS., Kg,
RAS RESULTS
BAG NO.
BLOWER REVOLUTIONS
RULL COUNTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGHD METER READING/SCALE
HC BACKGRO PPM
CO SAMPLE METEH READING/SCALE
CO SAMPLE PPM
CO BACKGWD METER READING/SCALE
CO BACKGRO PPM
CO? SAMPLE METER READING/SCALE
C02 SAMPLE PERCENT
C02 OACK6RD METER READING/SCALE
C02 BACKGRO PEHCENT
NOX SAMPLE METEH READING/SCALE
NUX SAMPLE PPM
WOX HACKGRO METER READING/SCALE
NOX tUCKGRU PPM
SU2 SAMPLE METER READING/SCALE
SOS SAMPLE PPM
S02 BACKGRD METER READING/SCALE
302 6ACKGRU PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
SOS CONCENTRATION PPM
HC MASS GRAMS
CO MASS GtiAhS
CO? MASS GRAMS
NOX MASS GRAMS
SOS MASS GRAMS
TOTAL CAkBUN GRAMS
HCIGHTED MASS HC
WEIGHTED MA33 CO
WEIGHTED MASS CO?
KEIGHTEO MAS3 NOX
HEIGHTEO MASS SO?
ACTUAL DISTANCE
1
3520
2H.7/3
BS7
l.b/3
3183
.1/3
S
2b. e/3
.13
3.1/3
.Ob
.5/5
.5
-O.tl/*
0.1}
-n.o/*
n.o
38t>b
.37
!*.»
0.0
3.S3
118.H»
18B.7S
.90
n.nu
.77 GRAMS/KILOMETRE
lb.9* GRAMS/KILOMETRE
3b.st> GRAMS/KILUMETRF.
.12 GRAMS/KILOMETRE
0.00 GRAMS/KIuOMFTRF.
10. "tb KILOMhTHE
FUEL ECOHUMr BY CAR80H BALANCE = Sb.fe
TOTAL CARBON EXHAUST 28*. SO
ESTIMATED FUEL WEIGHT = .33KG.
KILOMF.TRF./LITRE
311,
l.H/3
LH
bM.h/3
1HII8
.3/3
b
20.2/3
.33
3.5/3
.115
b.?/?
.3
-o.n/*
•i.n
-U.I!/*
o.o
1753
.27
S.I
(J.P
S-l")
HP. SI
227.1(1
-5b
f> . nil
lOb.37
ULUWER INLET PRESS., Gl 203.8 MM. HBO
HLO»ER INLET TEMP. »3 OEG. C
3
3521
2827
21.3/3
213
1.8/3
16
77.8/3
?URb
.1/3
2
24.S/3
.»0
3.8/3
.f?b
13.1/2
13.1
.3/2
.3
-O.O/*
0.0
-O.U/*
U.O
lib
20?5
.!••
12. fl
n.n
e.^s
b2.27
lbb.71
.71
0.00
7t.78
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUM8F.H 2f»n
O
CD
DATE '•/IS/?? TIME HR3.
MOPEL 117b HONOA XL-185 FET 1ST CHEV REEO~AIft
DRIVER KM TEST WT. n KG.
MET ftULB TtMP 11 C ORY 8ULB TEHP 81 C
SPEC. HUM. 11.7 GRAH/KG BARO. 735.1 MM HG.
TEST NO. ?
ENGINE .1 LITHE 1
GVN 0 KG
REL. HUM. 51.? PCT
MEASURED FUEL O.UII KG
1?.7S MINUTES
etl.3 MM. H20
abb.7 MM H80
H3 DEG. C
iibo
Ih.Sb KILOMETRES
RUN DURATION
BLOHF.R INLET PRESS.
BLOWEfl DIF. PRESS.
BLOWER INLET TEMP.
DYNU REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
BLOWER CU. CM /REV.
BAG RESULTS
HC SAMPLE METER 1EADING/SCALE
HC SAKPLC PPrt
HC BACKGrtD MFTtR READING/SCALE
HC BACKSRD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPH
Cn HACKGHO METER REAtUNG/SCALE
CO HACKGHO PPM
CO? SAMPLE METER READING/SCALE
COS SAMPLE PERCENT
C03 BACKGKD METEH READING/SCALE
C03 BACKGRO PERCENT
MOX SAMPLE METER READING/SCALE
MUK SAKPLE PPM
NOX BACKGHir METER READING/SCALE
NUX BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
COa COHCENTBATIOH PCT
NOX CONCENTRATION PPM
SO? COCEMTPATION PPM
HC MASS (GRAMS)
CO MASS (GRAHS)
tO? MASS (GRAMS)
NOX 1ASS CGhAMS)
Sll? MflSS CGRAhS)
HC GHAMS/KILOMETHE .S3
CO GRAMS/KILOMETRE 1.f>»
CO? GHAMS/KILOMF.TRF "^.B*
NOX GRAMS/KILOMETRE .7b
SO? GRAHS/KILUMETKE 0.00
HC GRAMS/KG OF FUEL ?b.?o
CO GRAMS/KG OF FUEL »«e!.l
C02 GRAMS/KG OF FUEL 23?1
NOX GRAMS/KG OF FUEL 3b.bO
30? GRAMS/KG OF FUEL n.nn
CARBON BALANCE FUEL ECONOMY
til. 5/3
»U5
1.8/3
18
b7.8/2
37tlt
b3.b/3
1.13
3.7/3
.Ub
53.1/3
159. 3
.3/3
.9
381
8.85
iba.ii
787.110
J2.37
o.no
HC GRAMS/MIN
CCI GRAMS/HIM
COS GRAM
-------
V
00
UNIT NO. ZOO
VEHICLE MODEL
TABLE VEHICLE EMISSION RESULTS
197S LIGHT DUTY EMISSIONS TEST
TEST NO, 1 DATE S/12/77 MfGR. CODE
LEAN+AIR4CDI ENGINE .13 LITRE 1 CURB WT.
•a
0 KG
VR.
GVM
197b
0 KC
BAROMETER 7»J.17 MM OF HO.
DRV BULB TEMP. §5.b OEO. C
REL. HUMIDITY 50 PCT.
EXHAUST EMISSIONS
BLOWER OIF'. PRESS,. 62, If740 MM'. HgO
BAO RESULTS
BAC NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER READING/SCALE
HC SAMPLED PPM
HC BACK6RO METER READING/SCALE
HC BACKGRD PPM
co SAMPLE METER READING/SCALE
co SAMPLE PPM
co 0ACKGRD METER READING/SCALE
CO SACKGRO PPM
cos SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT
cot SACKGRD METER READING/SCALE
C02 BACKGRO PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM .
NOX BACXGR0 METER READING/SCALE
'NOX BACKGRO PPM
sot SAMPLE METER READING/SCALE
802 SAMPLE PPM
302 BACKGRD METER READING/SCALE
SO? BACKGRO PPM
HC CONCENTRATION PPM
Co CONCENTRATION PPM
coa CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? CONCENTRATION PPM
HC MASS GRAMS
CO MA3S GRAMj
COS MASS GRAMS'
NOX MASS GRAMS
SO* MASS GRAMS
TOTAL CARBON GRAMS
1
J522
20.7/3
207
1,7/3
17
1085
.1/3
2
JB.b/3
,»7
3.5/3
,05
14,0/2
19,0
,b/2
.b
•O.O/*
0,0
o.n
191
1055
.»?
18.1
p.o
9*17
35.13
222. "M
1.00
0.00
78.fc5
WEIGHTED MASS HC
WEIGHTED MASS co
WEIGHTED MASS coa
WEIGHTED MASS NOX
WEIGHTED MASS 802
ACTUAL DISTANCE
WET BULB TEMP 18,3 DEC. C
ABS. HUMIDITY 10.3 GRAMS/KG
DVNO ROLL CONSTANT
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE RAG SAMPLE
VEHICLE NUMBER POO
D
00
DATE S/lt/77 TIME -0 HRS,
MODEL H7b HONDA XH85 FET LEAN*AJR+COI
DRIVER KN TEST HT. "3 KG.
«ET BULB TEMP . n c DRY BULB TEMP 8b c
SPEC, HUM. 11.7 GRAM/KG BARO. 738,4 MM HG.
RUN DURATION 12.7b MINUTES
BLOWER INLET PRESS*. lOi'.b MM. H?0
BLOwER OIF'. PRESS. 127'.0 MM H80
BLOWER INLET TEMP. »3 OEG. C
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
TEST NO, 1
ENGINE .1 LITRE 1
GVH 0 KG
REL. HUM. 53.7 PCT
MEASURED FUEL o.oo KG
Ib'.SB KILOMETRES
S38b
BLOwER CU. CM /REV*. 4115
BAG RESULTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRD PPM
co SAMPLE METER READING/SCALE
co SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
co* SAMPLE METER READING/SCALE
co* SAMPLE PERCENT
CO* BACKGRD METER READING/SCALE
COt BACKGRO PERCENT
NOX SAMPLE METER READING/SCALE
Not SAMPLE PPM
NOX BACKGRO METER READING/SCALE
NOX BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
co* CONCENTRATION PCT
NOX CONCENTRATION PPM
302 COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (CRAMS)
CO* MASS (GRAMS)
NOX MISS (GRAMS)
SO? MASS (GRAMS)
HC GRAMS/KILOMETRE ,?b
CO GRAMS/KILOMETRE b.b£
cos GRAMS/KILOMETRE bi.s»
NOX GRAMS/KILOMETRE ,b8
SOB GRAMS/KILOMETRE 0.00
HC GRAMS/KG OF FUEL u'.iu
CO GRAMS/KG OF FUEL 187.3
C02 GRAMS/KG OF FUEL JbSZ
NOX GRAMS/KG OF FUEL 8b.B»
soi GRAMS/KG OF FUEL o.oo
H.5/3
1S5
2,7/3
«7
83,0/3
.8/3
1
73.1/3
1.33
8.V3
.O'
HO, 8/3
180, b
.8/3
,(>
171
8180
l.M
180.1
0.0
108S.8b
10, 8b
0.00
CARBON BALANCE FUEL ECONOMY
HC GRAMS/MIN
CO GRAMS/MIN
coa GRAMS/MIN
NOX GRAMS/MIN
802 GRAMS/MIN
B.b
80
.80
0.00
31.87
KILOMETRES/LITRE
-------
?
09
UNIT NO. eon
VEHICLE MODEL
XL
TCST NO. t
• IS* IEAN*AI«*CDI
TABLE VEHICLE EMISSION RESULTS
1475 LIGHT DUTY EMISSIONS TEST
DATE S/13/77 MFGR, CODE
ENGINE .19 LITRE 1 CURB WT.
•a
D KG
YR,
CVM
147b
a KG
BAROMETER 71|,47 MM OF HG,
DRY BULB TEMp.
REL, HUMIDITY
EXHAUST EMISSIONS
Eb.1 DEC. c
bi PCT.
. t MM, MjO
BLOWER OIF. PflF-38., GZ«
BAG RESULTS
BAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PP«
HC BACKGRD METER READING/SCALE
HC 8ACKGRD PPM
co SAMPLE METER READING/SCALE
co SAMPLE PPM
CO BACHGRD METER READING/SCALE
CO BACKGRD PPM
cot SAMPLE METER READING/SCALE
co* SAMPLE PERCENT
coe BACKGRO METER READING/SCALE
COS BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
MOX SAMPLE PPM
NOX BACKGRO METER READING/SCALE
NOX BACKGRO PPM
soz SAMPLE METER READING/SCALE
SOB SAMPLE PPM
SO? BACKGRD METER READINO/ICALE
SOt BACKGRO PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C03 CONCENTRATION PcT
NOX CONCENTRATION PPM
a 02 CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
CO? MASS GRAMS
NOX MASS GRAMS
30? MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS CO?
WEIGHTED MASS NOV
WEIGHTED MASS so?
ACTUAL DISTANCE
t
3Sbs
*«40
14.1/3
*'t
2,3/9
?I
«i.7/3
ioae
.1/3
!
87,3/j
,•»«
.0*
13.7/2
13*7
•*'*
.1
-o.o/*
0.0
-O.O/*
0.0
lb<*
475
.It
ie.B
0,0
t,«g
3S.87
21S.M
.8?
O.DO
75,15
.SO GRAMS/KILOMETRE
fc,4? GRAMS/KILOMETRE
17,41 GRAMS/KILOMETRE
,11 GRAMS/KILOMETRE
0,00 GRAMS/KILOMETRE
11.Ob KILOMETRE
WET BULB TEMP 21,7 DEC. C
ABS. HUMIDITY 14,7 GRAMS/KG
DYNO ROLL CONSTANT 41,7,47
BLOWER INLET PHE3S,, Gl U».3 MM, H?0
BLOWER IHLET TFMP, »3 DEG. C
3804
13.7/3
I"
713
V
z».7/3
.«o
3.2/3
.OS
7,t>/2
7,b
.8/?
.0
-o.o/*
0.0
-D.O/*
0,0
us
?t>5
,3fa
b,e
0.0
3.1*
»3.b?
311.91
.74
0,00
108.74
FUEL ECONOMY 6T CARBON BALANCE • 38.4 KILOMETRE/LITRE
TOTAL CARBON EKHAUST PSb.58 CRAMS
ESTIMATED FUEL HEIGHT • .3,0*6.
13.7/3
137
8.3/3
83
13.3/3
IQSO
,1/3
i
3.3/3
.05
13. I/?
,b
•0.0/«
0.0
-n.o/*
o.o
115
10U
,34
12.5
0.0
1.40
33.40
20S.7B
.74
0,00
78,31
-------
V
03
TABLE EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER soo
DATE S/1J/77 TIME -0 HRS,
MODEL l
-------
TABLE
03
00
UNIT NO. eno
VEHICLE MODEL
TEST NO. t
XL125 LN+CAT+AIR
BAROMETER 7HD,bb MM Of HG.
CRY BULB TEHP. 28.3 DEC. C
BEL. HUMIDITY 59 PCT.
EXHAUST EMISSIONS
BLOWEH OIF. PRESS., C.2, 25*.n
BAG RESULTS
RAG NO.
BLOWER REVOLUTIONS
BOLL COUNTS
VEHICLE EMISSION RESULTS
1975 LIGHT DUTY EMISSIONS TEST
DATE 8/ »/77 HFGR. CODE -0 YR.
ENGINE .13 LITRE 1 CURB HT. 0 KG UVH
HET BULB TEMP 22.2 DEG. C
ABS. HUMIDITY IH.b GHAMS/KG
OYNO ROLL CONSTANT 9b7.S7
BLOWER INLET PRESS., Gl S58.fa HH. HJO
BLOWER INLET T£MP. »3 DEG, C
U KG
HC
WC
HC
HC
CO
CO
CO
CO
toy
cog
C02
CO?
MOX
NOX
NOX
NOX
SOS
so?
so?
so?
HC
CO
coe
NOX
so?
HC
CO
CO?
NOX
SOP
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGRD METER READING/SCALE
BACKGRD PPM
SAMPLE METEff READING/SCALE
SAMPLE PPM
flACKGKO METER READING/SCALE
RACKGRO PPM
SAMPLE METER READING/SCALE
SAMPLE PERCENT
BACK6HO MtTER READING/SCALE
BACKGRO PERCENT
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGRD METER READING/SCALE
BACKGRO PPM
SAMPLE NETEK Rf.ADING/SCALE
SAMPLE PPM
BACKGRD METER READING/SCALE
flACKGRD PPM
CONCENTRATION PPM
CONCENTRATION PPM
CONCENTRATION PCT
CONCENTRATION Pftt
CONCENTRATION PPM
MASS GRAMS
MASS GR*nS
MASS GRAMS
MASS GRAMS
MASS GRANS
TOTAL CARBON GRANS
WEIGHTED MASS HC
MElGBTtD-HASS CO
WEIGHTED MASS co?
WEIGHTED MASS NOX
WEIGHTED MASS SOe
ACTUAL DISTANCE
1
3S»1
13.1/3
111
1.3/3
13
b»,3/*
lit
.«)/*
S
30,9/3
.SI
3.5/3
.CIS
33.1
1.1/8
l'1
-d.o/*
n.o
-O.Q/*
ft, a
131
.»b,
It.tt
0.0
1.8?
».31
??5.B7
1,?S
tt^OO
bs.n?
.10
.SB
55.75 GRAMS/KILOMETRE
.18 GRAMS/KILOHETRE
U.llO
10.95 KlLIIMfcT.RE
2
(•OH7
20. H/?
20
l.Y/3
It
77. 8/*
80
.b/*
1
27.7/3
.»5
2.B/3
.01
8.3/?
8.3
.8/2
.8
-p.n/*
0.0
-o,n/*
e,o
7
77
.»!
7.S
&.B
.18
f.10
*b.bO
.75
«. nil
3
3571
28B*
29.2/2
?t
12.1/2
12
81.2/*
8V
l.O/*
1
31.3/3
.52
3.1/3
.05
19.3/2
19.3
.8/2
.8
-O.O/*
€1.0
i?0.0/*
0.0
18
81
.•n
18.S
o.o
.27
2.53
3».ei»
1.09
0.00
FUEL ECONOMY BY CAHUON BALANCE = «3.3 KILOMETRE/LITRE
TOTAL CARBON EXHAUST ??b.83 GRAMS
FUEL V1E1RH1 a
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER 2C10
00
VO
DATE 8/ 1/77 TIME -II HR3.
MODEL i^b HONDA XL-IJS FET LN+CAT+AIR
DRIVER KN TEST HT. n KG.
MET 8UL3 TEMP 22 C DBY BULB TFMP 30 C
SPEC. HUM. 13.q GUAM/KG HARD. 73q.q MM HG.
TEST NO. 1
ENGINE .1 LITRE 1
GV* H KG
REL. HUM. 50.1 PCT
MEASURED FUEL O.Ofl KG
PUN DURATION
8LOHER INLtT PRESS.
9L04KR OIF. PRESS.
SLOWER INLET TEMP.
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
CU. CM /REV.
1P..7? MINUTtS
22«.b MM. Hao
55».0 MM H2U
"*3
qsso
S31D
BSHl
DEG. C
KILOMETRES
BAG RESULTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
hC BACKGRO METER HEADING/SCALE
HC BACKGRD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKCRO PPM
C02 SAMPLE METER HEADING/SCALE
C02 SAMPLE PERCENT
COa BACKGRO METER READING/SCALE
COe BACKGRO PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRO METER READING/SCALE
NOX BACKGAD PPM
HC CONCENTRAHON PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
302 COCENTHAIION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
C02 MASS (GRAMS)
NOX MASS (GRAMS)
SO? MASS (GRAMS)
HC GRAflS/KILOMETRE
CO GRAMS/KILOMETRE
C«J2 fiRAMS/KILOMETSe
NOX GHAMS/KILOMETRE
SO? GRAHS/KILOMETSE
HC GRAMS/KG OF FUEL
co GRAMS/KG OF FUF.I.
CO? GRAMS/KG OF FUEL
NOX GRAMS/KG OF FUEL
SO? GRAM3/KG OF FUEL
CARBON BALANCE FUEL ECONOMY
32.S/2
33
11.4/2
1?
as. 1/3
BS*
.1/3
?
8U.5/3
1.H8
.Ob
1B.P/3
I'tb.t
.5/3
1.5
ZZ
n.o
.SI
35. 88
13. sq
n.nn
.03
1.58
.75
n.oo
l.tB
75.2
3O»7
35. qq
n.oo
ONOMY
HC
CO
C02
NOX
302
GHArtS/MIN
GRAMS/MTN
GRAMS/HIM
GHAMS/MIN
GRAMS/MIN
.n»
2.0
B2
.q?
n.nu
35.IIH
KILUMETRES/LIIRE
-------
10
O
UNIT NO. ?no
VEHICLE MODEL
TEST NO. Z
XL12S LN+CAT+AIR
BAROMFTER 711.99 MM OF HG.
DRY BULB TEHP. 37.8 DEC, C
REL. HUMIDITY SB "
EXHAUST EMISSIONS
TABLE VEHICLE EMISSION RESULTS
1975 LIGHT DUTY EMISSIONS TEST
DATE B/ 5/77 MFGR. CODE -0
ENGINE .13 LITRE 1 CURB WT. 0 KG
WET BULB TEMP ?1.7 DEC. C
ABS. HUMIDITY JH.O GRAMS/KG
DYNO ROLL CONSTANT 9b7.97
GVM
197b
0 KG
BLOWER DIP. PRESS., G?, 139.7 MM. H?0
BAG RESULTS
BAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
co? SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT
CO? BACKGRO METER READING/SCALE
CO? BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
SO? SAMPLE METER READING/SCALE
SO? SAMPLE PPM
SO? BACKGRD METER READING/SCALE
SO? BACKGRO PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
S03 CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
CO? MASS GRAMS
NOX MASS GRAMS
SO? MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC .09 GRAMS/KILOMETRE
WEIGHTED MASS CO 1.0? GRAMS/KROMETRF
WEIGHTED MASS co? ti.?8 GHAMS/KILOMFTRE
WEIGHTED MASS NOX .ib GRAMS/KILOMFTBE
WEIGHTED MASS so? n.oo GRAMS/KILOMFTRE
3S13
?B?7
9.3/3
93
1.9/3
IS
75. I/*
171
.7/*
1
3b.l/3
3.9/3
.nb
?O^B
!.?/?
1.?
n.o
-o.n/*
n.o
B?
Ib5
.55
n.o
5.*b
?8b.87
fl.PO
81.79
ACTUAL DISTANCE
10.98 KILOMETRE
HLOHER INLET PRESS., Gl 11<».3 MM. H?0
BLOWER INLET TFHP. »3 DEC. C
3S1»
3778
•22. 7/?
?3
1.3/3
13
51.3/*
113
.?/*
1
29.9/3
.»9
3.7/3
.Ob
B.?/?
B.?
.9
-n.n/*
o.n
-o.n/*
o.n
in
109
7.3
n.n
395.33
.77
o.nn
110.81
FUEL ECONOMY BY CARBON BALANCE = 37.1 KILOMETRE/LITRE
TOTAL CARBON EXHAUST 2bR.bS GRAHS
ESTIMATED FUEL HEIGHT s .31KG.
?9
11.8/5
12
b».7/*
1»5
.b/*
1
3».3/3
.57
3.8/3
.Ob
15.3/2
IS. 3
* .8/2
.8
-O.O/*
0.0
-O.O/*
0.0
18
i"»n
.'5?
It. 5
n.o
.29
».b3
270. 17
.99
o.no
7t..ns
-------
TABLE
D
10
EXHAUST EMISSIONS FROM SINGLE 8AG SAMPLE
VEHICLE NUMBER ano
DATE 8/ 5/77 TIME -0 MRS.
MODEL 1176 HONDA XL-1?5 FET LNtCAT+AIR
DRIVER KN TEST *T. n KG.
NET BULB TEMP ea c DRY BULB TEMP aq c
SPEC. HUM. l».q GRAM/KG BARO. 7U.1 MM HS
TEST NO.
ENGINE ,
GVH
KEL.
1 LITRE 1
0 KG
HUM.
Sb.b PCT
MEASURED FUEL rt.on KG,
ilH. 3
131.7
t3
1551
15.81
HINUIE9
MM. HJO
MM Hao
0£5. C
KILOMETRES
HC
HC
CO
CO
CO
CO
RUM OURAITUM
BLOWE« INLET PRESS.
BLOWEfi DIP. PRESS.
flLOKER INLET TEMP.
PVNO REVOLUTIONS
DISTANCE TRAVELED
BLOHER REVOLUTIONS
8LOHER CU. CH /REV.
BAG RESULTS
HC SAMPLE METER HEAOING/3CM.E
HC SAMPLE , PPM
BACKGRD METER READING/SCALE
BACKGRD PPM
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGRD METER HEM>IHG/3Ctt.E
BACKSRO PPM
COa SAMPLE METER READING/SCALE
CQ2 SAMPLE PERCENT
COa BACKGRD METER READIMG/SCALE
COa BACKGRO PERCENT
NOX SAMPLE METER RE AC ING/SCALE
NGK SAMPLE PPM
NOK BACK9RO HETER READING/SCALE
NOX fUCKGRD ppH
CONCENTRATION PPM
CONCENTRATION PPM
COS CONCENTRATION PCT
NOX CONCENTRATION PPM
50? COCENTfiATION PPM
MASS (GRAK3)
MASS (GRAMS)
MASS (GRAMS)
NOX MASS (GRAMS)
SO? MASS (GRAMS)
HC
CO
HC
CO
32
n.f/a
11
70. I/*
S11
.H/*
1
7H.S/3
1.3b
3.b/3
.nb
ts.a/3
i.a
82
gss
1.3!
It3.5
n.n
.55
if. as
tnst.t?
13.73
0.00
HC GRAMS/KILOMETRE .03
CO GRAMS/KILOMETRE .90
cos GRAMS/KILOMETRE bs.io
NOX GRAWS/KILOMETRE .Bb
SO? GRA«S/KILOMETRE 0.00
HC GRAMS/KG OF FUEL l.bS
CO GRAMS/KG OF FUEL "»S.7
COa GRAMS/KG OF FUEL 3017
NOX GRAMS/KG OF FUEL tl.J.0
SO? GRAMS/KS OF FitEL D.OO
CARBON BALANCE FUEL ECONOMY
HC GRAMS/HIM
co GRAMS/KIM
CO? GRAMS/KIM
NOX GRAMS/MIN
30? GRAM3/HTN
1.1
81
i.oa
n.nn
3».S5
KILOMETRES/LITRE
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Suzuki, RE-5
Date 4/06/77
Sequence RES-1 Baseline
Condition
Speed,
mi/hr
Idle
20
30
40
50
60
Idle
Notes:
Gear
N
2
3
4
5
5
N
Engine
rpm.
1500
2600
3050
3350
3400
4000
1500
Load
0. 51
1. 15
2. 11
3. 37
4. 86
Concentrations
CO,
%
3. 67
2. 56
3.04
1.88
0. 93
0. 56
3.67
C02,
%
5.82
8.30
8. 39
9.68
10.73
11.49
6.25
°2.
%
10.0
7.8
7.0
6.5
5.8
4.5
9.0
NO,
ppm
16.
45.
55.
135.
395.
920.
18.
FID HC,
ppm C
20. 800
9. 600
8,030
6,640
5,760
3,780
20, 900
conducted with new spark plug installed
1 __
7 primary PT^* . ,, — •
J
\
/ secondary ports —
max. temperature measured beneath the spark plug 105° C —
max. exhaust gas temperature at 50 mph = 760°C at station # 1 —
max. exhaust gas temperature at 60 mph = 825° C at station # 1
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Suzuki RE-5
Date 6/6/77
Sequence RES-2
Condition
Speed,
mi/ hr
Idle
20
30
40
50
60
Idle
Notes:
Air in
Gear
N
2
3
, 4
5
. 5
N
Engine
rpm
1550
2600
3050
3300
3400
4000
1550
Load
0.53
1.16
2 . 08
3.30
4.75
— —
CO,
%
2.02
2.05
2.05
1.85
1.21
0.91
2.16
Concentrations
C02,
%
7.00
8.69
9.62
10.33
11.50
12.32
7.02
02.
%
9.3
7.3
6.0
'5.5
4.2
3.4
9.1
NO,
ppm
2.7
13.
26.
45.
75.
125.
2.7
FID HC,
ppm C
9,920
6,040
4,760
4,120
2,360
1,460
9,090
\ -
/
^ dilution by exhausr^
fair- r^r.-1-infr i nductjflfl:
system »
.__a--
RES-2 conducted with catalyst PTX No. 313 - all NGK; no air injected _
duction into exhaust - operational — -• •
D-92
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Suzuki RE-5
Date 6/7/77
Sequence RES-3
Conditon
Speed,
mi/hr
Idle
20
30
40
50
60
Idle
Gear
N
2
3
4
5
5
N
Engine
rpm
1550
2700
3000
3250
3300
4000
1550
Load
0.52
1.13
2.09
3.26
4.68
Concentrations
CO,
%
3.39
3.34
2.79
2.28
1.12
0.62
3.45
C02,
%
9.18
11.44
10.95
11.44
12.62
13.10
9.05
°2'
%
4.7
2.4
3.3
3.1
2.7
2.3
5.5
NO,
ppm
5.
23.
12.
26.
82.
170.
5.
FID HC,
ppm C
15,200
7,680
4,920
3,760
1,380
960
12,600
Notes: RES-3 conducted with catalyst PTX No. 313, 0 air injection, 0 air induction
Max, head temp. 100°C
Max. exhaust gas temp. 810°C at 60 mph
Max. catalyst exit temp. 730°C at 60 mph ~~ ~~
W.O.T. accel time 0 - 100 kph =6.65 sec
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Suzuki RE-5
Date 6/16/77
Sequence RES-4
Condition
Speed,
mi/hr
Idle
20
30
40
50
60
Idle
Notes:
Gear
N
2
3
4
5
5
N
Engine
rpm
1500
2550
3000
3300
3400
3950
1500
Load
0.52
1.20
2.10
3.37
4.78
Concentrations
CO,
%
1.27
0.62
0.19
0.14
0.04
0.11
1.00
C02,
%
9.70
11.40
12.02
12.38
11.67
12.50
10.37
02>
%
6.6
5.3
4.4
4-1
5.7
4.0
6.3
NO,
ppm
11.
23.
38.
92.
395.
625.
11.
FID HC,
ppm. C
1,440
488
430
560
450
616
760
Air Injection Rates by
Pump No. 0440 at l:2,cfm
1.45
2.62
3.07
3.40
3.46
3,98
1.45
Catalyst + air, Pump No. 0440, 1:2 pump:crankshaft
Max. head temp. 105°C Note: induction air blocked off
Max. exhaust gas temp. 800°C at 60 mph
Max. catalyst exit temp. 650°C at 60, 40, 30, 20 mph; 560°C at 50 mph
W.O.T. accel time 0 - 100 kph = 7.13 sec
D-93
-------
UNIT NO. 010
VEHICLE MODEL
TEST NO.
3UZUKI RE'S
T*BLE VEHICLE EMISSION RESULTS
1175 LIGHT DUTY EMISSIONS TEST
I DATE in/i»/7b MFGR. CODE
ENGINE .51 LITRE 1 CURB HT.
-0
0 KG
GVH
D KG
BAROMETER 7»l.bB MM OF HG.
OBY BULB TEMP. Bb.l OE5. C
REL. HUMIDITY , 5» PCT.
G2» *78.0 MM. HSO
EXHAUST EMISSIONS
BLOWER OIF. PRESS..
RAG RESULTS
RAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER HEADING/SCALE
MC SAMPLE PPM
HC BACKGRO METER READING/SCALE
HC BACKGRO PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRO PPM
CO! SAMPLE METER READING/SCALE
COS SAMPLE PERCENT
COa BACKGRO HETEH HEADING/SCALE
CO? 8ACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOK SAMPLE PPM
NO* 8ACKGRD METER READING/SCALE
NOX BACKGHD PPM
SOa SAMPLE METER READING/SCALE
502 SAMPLE PPH
SO? BACKGRO METER READING/SCALE
SOS BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NDX CONCENTRATION PPM
SO? CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
COS MASS GRAMS
NOX MASS GRAMS
SO? MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS C02
WEIGHTED MASS NOX
WEIGHTED MASS SO?
ACTUAL DISTANCE
I
10358
3*11
11.3/f
1190
77.b/3
?07H
.7/3
IS
/
.07
is. ^/
-O.O/*
0.0
-n.d/*
o.o
713
1115
,bb
IS.5
0.0
l.flb
O.PO
-------
a
TABLE EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER 010
DATE ltl/14/7b
MODEL l"m SUZUKI RE-S
DRIVER FJ
WET 6ULB IEKP i'q C
3P€C. HUH. 10.b GRAM/KG
TIME -o HR9.
HIWAY CVCLE
TEST WT. o KG.
DRlf BULB TEBP 37 C
BkftO. 7*1.7 MM HS.
TESI N(l. l
ENGINE 0.0 LITRE +
CVM a KG
REL. HUM. *7.b PCT
MEASURED FUEL n.on KG
RUN DURATION
PLOWER INLET PRESS.
SLOWER DIF. PRESS.
BLOWER INLET TEMP.
OYNO REVOLUTIONS
DISTANCE TRAVELED
SLOWER REVOLUTIONS
BLOWER CU. CH /REV.
!S.7b MINUTES
155S.1 MM. HBO
1778.0 MH H?0
»3 OEG. C
1117
lb.»8 KILOMETRES
ISbB*
7b57
HC
HC
CO
CO
CO
CO
flAG RESULTS
HC SAMPLE HETER READING/SCALE
HC SAMPLE PPM
BACKGRD METER REAOINC/3CALE
BACXGRD PPM
SAMPLE METER READING/SCALE
SAMPLE PPM
BACXCRD METER READING/SCALE
BACKGRO PPM
C02 SAMPLE METEB READING/SCALE
C02 SAMPLE PERCENT
COB BACKfiRD METER READING/SCALE
CO? 6ACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPH
NOX BAC«GRO METER READING/SCALE
NOX BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
COS CONCENTRATION PCT
HOX CONCENTRATION PPM
S0£ COCEMTRATION PPM
HC M«S3 CQRJIHS]
CO MASS (GRAHS3
CO? MASS (GRAMS]
NOX MASS {GRAMS)
SO? MASS (GRAMS)
bS.3/3
b53
1.7/3
17
.01
.7/2
.7
b38
1.05
3».0
O.C
33. Bb
o.nn
HC GRAMS/KILOMETRE
CO GRAMS/KILOMETRE
CO? GRAMS/KILOMETRE
NOX GRAMS/KILOMETRE
SO? GRAMS/KILOMETRE
HC GRAMS/KG OF FUEL
CO 6RAHS/KG OF FUEL
CO? GflAMS/KG OF FUEL
»OX SHAMS/KG OF FUEL
so? GRAMS/KG OF FUEL
a.os
b.BS
107. «H
0,00
52.0?
175.8
2739
•».lb
0.00
.
CARBON BALANCE FUEL ECONOMY
HC GR4M3/HIN
CO GRAHS/HIN
COS GRAMS/HIM
NOX GRAMS/HIM
SO? GRAMJ/MIN
o.no
IB.bO K!LOH£T«ES/LITRE
-------
o
10
UNIT NO. DID
VEHICLE MODEL
TE3T NO. Z
SUZUKI RE-S
TABLE VEHICLE EMISSION RESULTS
1175 LIGHT DUTY EMISSIONS TEST
DATE 10/15/71. HFGR. CODE
ENGINE .If LITRE 1 CURB WT.
-0
0 KG
YH.
CVH
117b
0 KG
BAROMETER 731.31 MM OF HG.
DRY BULB TEMP. 2b.l DEC. C
REL. HUMIDITY bl PCT.
EXHAUST EMISSIONS
BLOWER DIP. PRESS.,
BAG RESULTS
62. *78.0 MM. H20
BAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRO METER READING/SCALE
HC BACKGRD PPM
CO SAMPLE METER HEADIKG/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRO PPM
COS SAMPLE METER READING/SCALE
C08 SAMPLE PERCENT
C02 BACKGRD METER READING/SCALE
C02 BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRO METER READING/SCALE
NOX 8ACKCRD PPM
S02 SAMPLE METER HEADING/SCALE
S02 SAMPLE PPM
S02 BACKGRD METER READING/SCALE
802 BACKCPD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
802 CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
C02 MASS GRAMS
NOX MAS3 GRAMS
S02 MASS GRAMS
TOTAL CARBON CRAMS
WEIGHTED MASS HC b.31 GRAMS/KILOMETRE
WEIGHTED MASS CO 23. 1b GRAHS/KlLOME{RE
WEIGHTED MASS C02 131.53 GRAMS/KILOMETRE
WEIGHTED MASS NOX .11 GRAMS/KILOMETRE
WEIGHTED MASS S02 0.00 GRAMS/KILOMETRE
1
10132
3507
10.1/1
1040
1.5/3
IS
75.2/3
1115
.5/3
11
13.8/3
.75
2.1/3
.01
12.8/2
12.8
.b/2
.b
-O.O/*
0.0
-O.O/*
0.0
102b
1S1?
.71
12.2
0.0
3b.ll
13b.22
71t.1b
1.5b
0.00
30fc.50
ACTUAL DISTANCE
12.08 KILOMETRE
WET BULB TEMP 20.b OEG. C
AHS. HUMIDITY 13.8 GRAMS/KG
DYNO ROLL CONSTANT 1b7.17
BLOWER INLET PRESS.,
BLOWER INLET TEMP.
Gl *31.b MM. HJO
H3 OEG. C
2
17B30
3751
78.5/3
785
1.1/3
11
51.1/3
1*87
.3/3
b
21.1/3
.»1
2.0/3
.03
3.7/2
3.7
-O.O/*
0.0
-O.D/*
o.n
7b7
1Y38
.»b
3.3
0.0
•»(,.! 3
171. b3
8H.7S
.7?
0.00
358.11
FUEL ECONOMY BY CARBON BALANCE = 12.3 KILOMETRE/LITHE
TOTAL CARBON EXHAUST 112.12 GRAMS
ESTIMATED FUEL HEIGHT a l.OSKG.
3
10377
3S11
75.1/3
751
2. 2/3
92
52.2/3
1211
.1/3
2
38.7/3
.bS
.01
12.li/2
12. b
-O.O/*
0.0
-O.O/*
0.0
730
1218
.1.2
12.2
0.0
25. Sb
88. Ib
b87.77
1.51
0.00
2<»7.b3
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER 010
ID
-J
DATE ll)/15/7b
MODEL 117b SUZUKI RES
DRIVER TJ
NET BULB TEHP 22 C
SPEC. HUM. 15.q GRAM/KG
TIKE -0 MRS.
HINAY CYCLE
TEST HI. o KG.
DRY BULB TEMP 2b c
8ARO. 737.b MM HG.
TEST NO. 2
ENGINE .5 LITRE 1
GVH 0 KG
REL. HUM. 75.1 PCT
MEASURED FUEL 0.00 KG
RUN DURATION
BLOHER INLET PRESS. 152<».l
BLOWER DIF. PRESS. 1775.5
BLOWER INLET TEMP. »3
DYNQ REVOLUTIONS
DISTANCE TRAVELED
fiLOMER REVOLUTIONS
12.77 MINUTES
MM. H20
MM H20
DEC. C
Ib.b2 KILOMETRES
15702
BLOHER CU. CM /REV. 7bS
-------
D
U3
03
UNIT NO. niO
VEHICLE MOHEL
RE-5
TA^LE
TEST NO. 1
+CATALYST ONLY
BAROMFTER 731.11 MM OF HS.
ORY «)«ILH TEMP. ?s.h DER. C
BEL. HUMIOITY SI PCT.
EXHAUST
ni.nwFB niF. PPFSS., G?f *3n.s MM. H^a
"AT, RESULTS
RA« NO.
HLOHER REVOLUTIONS
"01 L COUNTS
«C SAMPLE MFTFR REAOING/SCALE
HC SAMPLE PPM
HC BACKRP.O MFTFR 9FADTNG/SCALF
HC flACKGRO PPM
TO SAMPLE MFTFR HEADING/SCALE
CO SAMPt.F PPM
TO 3ACKGBO MFTFR RFADING/SCALF
rn TACKRRD PPM
COP SAMPLF MFTFH PFAO TNG/SCALE
TO? SAMPLE PERCENT
CO? HACKRRD <«ETFR PFADTNG/SCALE
ffp 9ACKGRO PFRCFNT
MO* SAMPLE MFTFR RFADINO/SC ALE
NOX SAMPLE PPM
NOX BACKI3RO METER READING/SCALE
N0X HACKROO PPM
SOa SAMPLE MFTER "JFADINfi/SCALE
«?n? SAMPLF PPM
SO' BACK«;»f) MFTER <»FAOINK/SCALE
SO? RACKRRU PPM
MC CONCENTRATION PPM
CO CnNCFNT-»ATION PPM
CO? CONCENTRATION PCT
NOX CONCFNTPATION PPM
t03 CONCEMTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
CO? MASS CRAMS
»!0* MASS GRAMS
SO? MASS GRAMS
TOT*|. CAPHON GRAMS
MFTSHTFO MASS "C 3.?a GRAMS/XTLIMFTUE
aFIGHTFO MASS CO ?1.?3 GRAMS/K ILOMFTPF
METGHTFO MAS^ CO? 15"».»5 GHAMS/
-------
TABLE
EXHAUST EMISSIONS? FROM SINGLE BAG SAMPLE
VEHICLE MUMRFP Din
D
U>
\D
OATE *•/ 7/77
HOOEL I'Oh 9H7HKI PF-<;
DRIVER KN
WET HIILR TEMP ?) C
SPEC. HUM. 11.4 GRAM/KG
TIME -n MRS.
CATA| Y*T ONLY
TEST WT. 0 KG.
DRY 3S.3 MM H?.n
43 DEC. C
inns*
»*..7I KILOMFTRFS
1S710
RUM
ntniF.R INLET PRESS.
BI.CHER OIF. PRESS.
PLO'-FR INLET TFMP.
DY10 REVOLUTIONS
OTSTANCE TRAVELER
RL<1l.F PPM
HACKGRO MFTER RFiRTNG/SCAl E
PPM
HETER REAOING/SCALE
PERCENT
CO? 3ACKGRI) METER RFADING/SCALE
COa qACKfiflU PFfJCENT
NOK SAMPLE MFTFR RFAOTNG/SCALE
NTX SAMPLE PPM
HACKGRD HFTER RF AOINR/SCALE
HACKRRD PPM
CONCENTRATION PPM
CONCENTRATION PPM
t't? CONCENTRATION PCT
N0< CONCENTRATION PPM
SO? COCENTRATION PPM
HC MASS
CO
CO
CO
CO
CO
COP
1AMPI.F
CO? SAMPLE
NOX
HC
CO
N-1X MASS fRPAMSl
30? MASS (GRAMS!
HC r,r?AMS/KILO«FTRE
CO i?£>AMS/KILn"FTRE
-;i>AMS/KIt.OMETRE
grj? I?(»AMS/KII.OMF.TRF
HC ^RAMS/Kft OF FUEL
CO GRAIft/KG OF FUEL
CO? f!RAMS/KR OF FUEL
NO* QOAM5/KG OF FUEL
S.I? RRAM.-,/t«; OF FUEL
.11
n.tm
137.7
as. 7/3
2S7
) .7/3
17
3R.I./3
S?7
.1/3
?
hR.l/3
1.23
3.K/3
.Oh
.5
?.*?
RH»
I.1R
13. b
O.n
13.55
inn. 07
n.oo
3.Of
n.nn
TARRON RALANCE FUEL ECONOMY
HC
CO
CO? GRAMS/MIM
NQX GI?AMS/MIN
so? RRAMS/MTN
i ,ns
7.R
n.itn
)b.«»n KTLOMF.TPKS/LITHF
-------
UNIT NO. 010
VEHICLE MODEL
TEST NO.
RE-S CAT + AIR
BAROMETER 7Hl.be MM OF HG.
DRY 8UL8 TEMP. afc.7 DEC. C
REL. HUMIDITY fcl PCT.
TABLE VEHICLE EMISSION RESULTS
1175 LIGHT DUTY EMISSIONS TEST
L DATE b/20/77 MFGR. CODE -0
ENGINE .51 LITRE 0 CURB HT. 0 KG
WET BULB TEKP 21.1 DEG. C
ABS. HUMIDITY 13.7 GRAMS/KG
DYNO ROLL CONSTANT 1b7.17
YR.
GVM
117b
D KG
O
I
H
O
O
G2, *38.3 MM. H?0
EXHAUST EMISSIONS
BLOWER DIP. PRESS.,
BAG RESULTS
BAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRO PPH
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPH
C02 SAMPLE METER READING/SCALE
COS SAMPLE PERCENT
CO? BACKGRO METER READING/SCALE
COS BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPH
NOX BACKGRO METER READING/SCALE
NOX BACKGRD PPH
SO? SAMPLE METER READING/SCALE
803 SAMPLE PPM
SO? BACKGRD METER READING/SCALE
SO? BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C03 CONCENTRATION PCT
NOX CONCENTRATION PPM
30? CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
CO? MASS GRAMS
NOX MASS GRAMS
SO? MASS GRAMS
1
10381
20,8/3
aoa
a. s/3
?s
88. I/*
371
3.3/*
10
TOTAL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS CO?
WEIGHTED MASS NOX
WEIGHTED MASS so?
ACTUAL DISTANCE
3,b/3
.Ob
ia.?/?
!s/?
.5
-O.O/*
0.0
-O.O/*
0.0
IBS
357
.7*
H.7
0.0
?b.77
880.Sb
l.bO
0.00
?57.75
BLOWER INLET PRESS.,
BLOWER !NLET TEMP.
Gi *83.t MM.
13 DEG. C
H30
1780b
58.3/3
58 "
?.3/3
?3
bS.l/*
?fa8
3.S/*
10
31.5/3
.fa?
3.h/3
.Ub
3.o/a
3.0
.H/2
-O.O/*
0.0
-O.O/*
0.0
37
.b?
0.0
?.33
3?.1H
1253.00
• bl
0.00
357.77
.«,£ GRAMS/KILOMETRE
1.78 GRAMS/KILOMETRE
177.17 CRAMS/KILOMETRE
.11 GRAMS/KILOMETRE
0.00 GRAMS/KILOMETRE
11.18 KILOMETRE
FUEL ECONOMY BY CARBON BALANCE s
TOTAL CARBON EXHAUST
ESTIMATED FUEL WEIGHT a l.OOKG.
12.5
KILOMETRE/LITRE
GRAMS
13.7/3
137
is.B/a
11
75. 3/*
331
l.l/*
3
%5.b/3
.7B
3.?/3
.05
!?.?/?
ie.a
-O.O/*
0.0
-O.O/*
0.0
111
317
.71
11. B
0.0
t.tb
83.10
878. Rl
I.b3
0.00
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER 010
H"
O
DATE b/80/77 TIME -0 MRS.
MODEL H7b SUZUKI RE-S FET CATALYST+AIR
DRIVER KM TEST WT. 0 KG.
WET BULB TEMP 19 C DRY BULB TEMP 25 C
SPEC. HUM. 18.1 GRAM/KG BARO. 7*1,7 MM HG.
TEST NO. 1
ENGINE .5 LITRE 0
GVH 0 KG
REL. HUM. 51.b PCT
MEASURED FUEL 0.00 KG
RUN DURATION
BLOHER INLET PRESS.
BLOHER DIF. PRESS. IbSl.O
BLOHER INLET TEMP.
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOHER REVOLUTIONS
BLOHER CU. CM /REV.
13
98b9
lb.10
157*3
8017
MINUTES
MM. HBO
MM H80
DEC. C
KILOMETRES
BAG RESULTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
C02 SAMPLE METER READING/SCALE
COa SAMPLE PERCENT
COS BACKGRD METER READING/SCALE
C08 BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE - PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
308 COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
COS MASS (GRAMS)
NOX MASS (GRAMS)
308 MASS (GRAMS)
HC GRAMS/KILOMETRE .35
CO GRAMS/KILOMETRE 1.08
C08 GRAMS/KILOMETRE 130.b3
NOX GRAMS/KILOMETRE .11
308 GRAMS/KILOMETRE 0.00
HC GRAMS/KG OF FUEL 8.31
CO GRAMS/KG OF FUEL 81.3
COa GRAMS/KG OF FUEL 3105
NOX GRAMS/KG OF FUEL 10.1?
302 GRAMS/KG OF FUEL 0.00
11.9/3
119
1.9/3
19
b8.8/*
ISb
l.O/*
8
b8.7/3
1.81
3.2/3
.US
37.1/8
37.1
.7/8
.7
103
117
1.19
3b.B
0.0
5.73
lb.79
7.19
0.00
HC GRAMS/MIN
CO GRAMS/MIN
C08 GRAMS/MIN
NOX GRAMS/MIN
308 GRAMS/MIN
CARBON BALANCE FUEL ECONOMY
.15
1.3
Ib7
.5b
0.00
17.1b
KILOMETRES/LITRE
-------
UNIT NO. 010
VEHICLE MODEL
TEST NO.
BE-S CAT «• AIR
TABLE VEHICLE EMISSION RESULTS
1175 LIGHT DUTY EMISSIONS TEST
> DATE b/?I/77 MFGR. CODE
ENGINE .51 LITRE 0 CURB WT.
-0
0 KG
YR.
GVM
117b
0 KG
BAROMETER 713.IS MM OF HG.
DRY BULB TEMP. ?s.t> DEC. C
REL. HUMIDITY S3 PCT.
D
M
O
NJ
G2, *?5.b MM. H?0
EXHAUST EMISSIONS
BLOWER OIF. PRESS.,
BAG RESULTS
BAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
CO? SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT
CO? BACKGRD METER READING/SCALE
CO? BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
SO? SAMPLE METER READING/SCALE
SO? SAMPLE PPM
30? BACKGRD METER READING/SCALE
SO? BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
CO? MASS GRAMS
NOX MASS GRAMS
SO? MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS CO?
WEIGHTED MASS NOX
WEIGHTED MASS 30?
ACTUAL DISTANCE
1
10377
3
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUM8ER 010
D
I-1
O
U)
DATE b/?l/77 TIME -0 HRS.
MODEL 117b SUZUKI RE-5 FET CATALYST+AIR
DRIVER ' KN TEST WT. 0 KG.
NET BULB TEMP 18 C DRY BULB TEHP 27 C
SPEC. HUH. S.q GRAM/KG BARD. 7*1.7 MM HG.
RUN DURATION 15.7b MINUTES
BLOWER INLET PRESS. 1*73.2 MM. H20
BLOWER DIF. PRESS. lb?5.b MM H20
BLOWER INLET TEMP. H3 DEC. C
DYNO REVOLUTIONS «!7<»B
DISTANCE TRAVELED Ib.eq KILOMETRES
RLQHER REVOLUTIONS 15705
BLOWER CU. CM /REV. 80b?
TEST NO. i
ENGINE .5 LITRE 0
GVW 0 KG
REL. HUM. 4H.» PCT
MEASURED FUEL O.On KG
BAG RESULTS
HC SAMPLE KETER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPH
CO? SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT
CO? BACKGRD METER READING/SCALE
C02 BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRO PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
302 COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
COS MASS (GRAMS)
NOX MASS (GRAMS)
SOS MASS (GRAMS)
HC GRAMS/KILOMETRE .30
CO GRAMS/KILOMETRE .8b
co? GRAMS/KILOMETRE 111.7?
NOX GRAMS/KILOMETRE ."»2
302 GRAMS/KILOMETRE 0.00
HC 6RAM3/KG OF FUEL 7.8H
CO GRAMS/KG OF FUEL 23.3
CO? GRAMS/KG OF FUEL 3109
NOX GRAMS/KG OF FUEL 10.62
SO? GRAMS/KG OF FUEL 0.00
10.0/3
1UO
1.1/3
11
51.3/*
131
1.7/*
3
i.3.7/3
1.1*
3.7/3
.Ob
37.i/a
37.q
.7/2
.7
87
123
i.oq
37.3
0.0
».12
11.01
19HS.90
b.78
0.00
CARBON BALANCE FUEL ECONOMY
HC GRAMS/MIN
CO GRAMS/MIN
CO? GRAMS/HIM
NOX GRAHS/MIN
302 GRAMS/HIN
1.1
153
.53
0.00
11.UB
KILOMETRES/LITHE
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Honda GL-1000
Date 2/11/77
Sequence GLS-1 Baseline
Condition
Speed,
mi/hr
Idle
20
30
40
50
60
Idle
Notes:
Gear
N
2
3
4
5
5
N
Engine
rpm
1000
2200
2700
3000
3200
3800
1000
Load
0.46
1.10
2.14
3.33
4.85
Concentrations
CO,
%
2.37
2.37
0.59
0.70
0.50
1.55
2.48
co2,
%
11.40
12.74
13.18
14.13
14.53
14.26
11.44
o2.
%
3.7
1.7
2.5
1.4
1.0
0.5
3.6
NO,
ppm
33.
110.
275.
525.
1025.
1225.
45.
FID HC,
ppm C
8,480
7,040
4,640
1,260
1,460
2,060
10,300
Carburetors - set as received
After lOOu mi break-in maintenance " • ~
Timing - in spec; no temperature data taken ~~~ ~~
STEADY-STATE EMIS.-
MOTORCYCLE
Q:^ CONCENTRATIONS
jonaa. GL-1000
Date 3/28/77
GLS-2__-__ChfevetteiJteed_VaiveS Added
Cone entr ation r\
NO"
Speed,
mi/hr
Minor reaction
possible reaction, but
' III • ••! Ill I L±l>l I"
most likely the result
of dilution
Notes: carburetors; as received - insulation
Max. head temp. 140 °C at 60 mph
Max. exhaust gas temp, of right front cylinder - 730°C O 60 mph
Max. exhaust gas temp, of right rear cylinder - 725°c @ 40 'mph
D-104
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Honda GL-1000
Date 4/24/77
Sequence GLS-3
Condition
Speed,
mi/hr
Idle
20
30
40.
50
60
Idle
Gear
N
2
3
4
5
5
N
Engine
rpm.
1000
2200
2850
3000
3100
3800
1200
9
Load
— _ _
0.58
1.32
2.41
3.73
5.43
Concentrations
CO,
%
1.00
3.06
D . 0 1 9'
D.015
0.047
1.95
1.05
C02,
%
10.99
13,70
14.04
14. 13
14.66
14.40
.44
o2,
%
6.3
3.4
3.0-
2.9
2.1
.2
5. 5
NO,
ppm
18,
43.
200.
300.
405.
670.
6.
FIDHC,
ppm C
2.840
690
210
?°
160
2, 110
2,380
Right
Catalyst
Enter
120
255
270
300
340
395
230
Exit
220
32b
340
345
3bO
410
365
Left
Catalyst
Enter
230
370
375
425
450
500 '
280
Exit
235
385
400
455
440
470
425
Note8:Engelhard catalyst No. PTX 413 located approx. 18 inches from exhaue t port
Carburetors as received; no air added: exhaust system dropped 2 inches
Max, head temp, apprjx. 135°C at 60 mph ^____
WOT accel 5. 95 sec.
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Honda GL-1000
Date
5/10/77
Sequence
GLS-4
Conditon
Speed,
mi/hr
Idle
20
30
40
50
60
Idle
Gear
N
2
3
4
5
c
N
Engine
rpm.
1050
2200
2850
3000
3200
3900
1100
Load
_- .— —
0.62
1.32
2.40
3.76
5.37
Concentrations
CO,
%
0.40
0.01
0.01
0.01
0.01
0.87
0.65
C02,
%
11.79
L3.39
L2.76
L3.ll
L3.65
L4.40
L2.53
02,
%
4.5
2.5
3.5
3.1
2.4
0.8
3.5
NO,
ppm
22.
95.
295.
450.
840.
305.
31.
FID HC,
ppm C
1,520
285
380
175
160
450
1,310
Notes: Air injected by Chevette reed valve on each exhaust port; average air
injected, Q.65 cfm total at each speed (based on flow measurement of two valv<
Max.
cat, exit temp. - 490°C at 60 mph (left); 390°C at 60 mph (right)
Max. head temp. - 140°C at 60 mph
D-105
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Honda GL-1000
Date 6/1/77
Sequence GLS-5
Condition
Speed,
mi/hr
Idle
20
30
40
50
60
Idle
Gear
N
2
3
4
5
5
N
Engine
rpm
750
2300
2700
3000
3200
3800
1100
Load
0.59
1.39
2.40
3.76
5.40
Concentrations
CO,
%
0.38
0.01
0.01
0.01
0.01
0.29
0.50
C02,
%
L0.17
L3.ll
L2.26
L2.82
L3.75
L4.45
L0.50
o*
%
7.0
3.0
4.1
3.5
2.2
0.8
6.6
NO,
ppm
19.
36.
295.
495.
860.
295.
18.
FID HC,
ppm C
808
136
364
204
200
238
792
Air Flow Rate, cfm
0.32
0.77
0.91
0.98
1.02
1.27
0.32
Notes:
Max, catalyst exit temp. - 550°C at 60 raph
Max, head temp. - 125°C at 60 mph
left; 485°C at 60 mph (right)
WOT accel. time 0 - 100 kph =6.2 sec
D-106
-------
UNIT NO. tno
VeHICLE MODEL
TEST NO. 1
HONDA" GL 1000
TABLE VEHICLE EMISSIOK HESULTS
1175 LIGHT DUTY EMISSIONS TEST
DATE 10/ b/7b MFGR. CODE
ENGINE I.00 LITRE 4 CURB HT.
-0
0 KG
YR.
GVH
O KG
BAROHF.TEfi 740.U MM OF HG.
DRY BULB TEMP. ab.7 DEG. C
REL. HUMIDITY SI PCT.
EXHAUST EMISSIONS
RLONER DIF. PRESS., G2, *S0.7 MH. Had
RAG RESULTS
BAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
SAMPLE
SAMPLE
HC
HC
HC
HC
CO
CO
CO
CO
coa
COa
CO?
coa
NOX
NOX
NOX
NOX
SOB
SOS
SOS
soa
HC
CO
coa
NOX
302
HC
CO
cos
NOX
SOS
METER READING/SCALE
PPM
BACKGRD METER READING/SCALE
BACKGRD PPM
SAMPLE
SAMPLE
METER READING/SCALE
PPM
BACKGftO METER READING/SCALE
6ACKGRO PPM
SAMPLE METER READING/SCALE
SAMPLE PERCENT
BACKGRD METER READING/SCALE
BACKGRD PERCENT
SAMPLE METEB READING/SCALE
SAMPLE PPM
BACKGtiD METER READING/SCALE
BACKGRD PPM
SAMPLE METER BEADING/SCALE
SAMPLE PPM
BACKGRD METER READING/SCALE
BACKGRO PPM
CONCENTRATION PCH
CONCENTRATION PPM
CONCENTRATION PCT
CONCENTRATION PPM
CONCENTRATION PPM
MASS GRAMS
MASS GRAMS
HASS GRAMS
MASS GRAMS
MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED HASS COE
WEIGHTED HASS N(1X
WEIGHTED MASS S03
ACTUAL DISTANCE
I
1DH07
343<>
55.1/3
SSI
3.8/3
38
S3. 7/2
S7b
.4/a
is
38.8/3
.bb
4.1/3
.Ob
3B.1/2
35. H
1.3/S
1.3
-O.O/*
o.n
-o.o/*
o.o
sis
qto
.bo
34.7
0.0
17.87
fas.ei
n.oa
2.73 GRAMS/KILOMETRE
IS.aO GRAMS/KILOMETRE
iifl.4S GRAMS/KILOMETRE
,3s GRAMS/KILOMETRE
0.00 GHAMS/KILOMETRE
11,84 KILOMETRE
3bBS
3b.9/3
3b8
5.7/3
57
18.5/2
74*
.a/e
B
as.3/3
.48
4.3/3
.07
11.3/S
11.3
l.l/S
1.1
-O.O/*
0.0
-o.o/*
0.0
314
7aa
.43
10. Z
0.0
IB.fan
8b.S3
7S4.55
1.77
0.00
270.05
WET eilLB TEMP 15.b DEG. C
AB3. HUMIDITY b.S GRAMS/KG
DYNO ROLL CONSTANT <«S,7.q7
BLOWER INLET PRESS., Gl *35.b MM. H20
BLOWER INLET TEMP. <4 3 DEC. C
3
10403
3440
33.7/3
337
a.4/3
S4
18.T/B
7bl
.1/S
4
35.0/3
.5<«
4.S/3
.08
e3.8/a
83.8
i.i/e
1.1
-o.o/*
0.0
-o.o/*
0.0
304
743
.51
ee.B
0.0
10.55
51.
-------
TABLE CXkMJST EMISSIONS FROM SINGLE &AG SAMPLE
VEHICLE NUMBER 100
V
H
§
DATE 10/ b/7b
MODEL lS7b HONDA GL 1000
DRIVER TJ
WET BULB TEMP Jb C
SPEC. HUM. 7.0 GtfAM/KG
TIME -T1 MRS.
HIWAY CYCLE
TEST WT. '0 KG.
ORY BULB TEMP 27 C
BARO. 731.h MM HG.
TEST NO. i
ENGINE 0.0 LITRE t
GVH 0 KG
REL. HUM. 30.3 PCT
MEASURED FUEL 0.00 KG
RUN DURATION 12. 7b MINUTES
BLOWER INLET PRESS. ib2s.b MM. »eo
BLOWER DIF. PRESS. '1790.7 MM H?0
BLOWER INLET TEMP. *3 DES. c
DYNO REVOLUTIONS 187S
DISTANCE TRAVELED lb.»2 KILOMETRES
BLOWER REVOLUTIONS ISblO
BLOWER CU. CM /REV. "7b»0
BAG RESULTS
HC SAMPLE METER READING/SCALE 21.8/3
HC SAMPLE PPM 2J8
HC BACKGRO METER READING/SCALE '1.7/3
HC BACKGRD PPM . 17
CO SAMPLE METER READING/SCALE Ib.*/?
CO SAMPLE PPM bS3
CO BACKGRD METEK READING/SCALE .1/2
CO BACKGRD PPM /3
CO? SAMPLE PERCENT .is
COg BACKGRD METER READING/SCALE f.0/3
COS BACKGRO PERCENT .Ob
NOX SAMPLE METER READING/SCALE 51.7/S
NOX SAMPLE PPM 59.7
NOX BACKGttD METER READING/SCALE 1.1/e
NOX 8ACKGRD PPM I.*
HC CONCENTRATION F»(*M znz
CO 'CONCENTRATION PPM -b33
CO? CONCENTRATION'PCT .97
NOX CONCENTRATION PPM SB.*
SO? COCENTRATION PPM o.O
HC .MASS (GRAMS) 18.57
CO MASS (GRAMS) bb.fc?
COS MASS (GRAMS) lf«3.5B
NOX MASS (GRAMS) 1.01
302 MASS (GRAMS) 0.00
HC GRAMS/KILOMETRE it*
co GRAMS/KILOMETRE i.ob
cos GRAMS/KILOMETRE B?.q?
NOX GRAMS/KILOMETRE .55
SO? GRAMS/KILOMETRE 0.00
HC GRAMS/KG OF FUEL 21.17
CO GRAMS/KG OF FUEL 133.b
COJ GRAMS/KG OF FUEL 3892
NOX GRAMS/KG OF FUEL 18.05
302 GRAMS/KG OF FUEL 0.00
CARBON BALANCE FUEL ECONOMY
HC GRAMS/MIN
CO GRAMS/n'IN
COS GRAMS/MIN
NOXGRAMS/MIN
S02? GHAMS/MIN
.83
5.2
113
.71
0.00
2-».l7 KILOMETRES/LITRE
-------
UNIT NO. <«UO
VEHICIE MODEL
IE3T NO.
HONDA GL 1(100
TABLE VEHICLE EMISSION RESULTS
J175 LIGHT DUTY EMISSIONS TEST
» DATE Id/ B/7h MFGR. CODE
ENGINE 1.0(1 LITRE 1 CURB HT.
-0
0 KG
UVM
0 KG
BAROMETER 718.5H MM OF HG.
DRY ftULfl TEMP. 21.1 OEG. C
HEL. HUMIDITY 3? PCT.
O
VO
EXHAUST EMISSIONS
BLOWER DIP. PRESS.,
BAG RESULTS
PAG NO.
BLOWER REVOLUTIONS
POLL COUNTS
SAMPLE
SAMPLE
G2, *S0.7 HM. H20
HC
HC
HC
HC
CO
CO
CO
CO
COa
coa
COa
CO?
NOX
NOX
NOX
NOX
S02
S02
SO?
so?
HC
CO
coa
NOX
soa
HC
CO
C02
NOX
SO?
METER READING/SCALE
PPK
6ACKGHD METEfl READING/SCALE
RACKGRD PPH
SAMPLE
SAMPLE
SAMPLE
METER HEADING/SCALE
PPM
BACKGRD HETER READING/SCALE
BACKGRD PPH
SAMPLE METER HEADING/SCALE
PERCENT
METER READING/SCALE
BACKGRD PERCENT
SAMPLE METER READING/SCALE
SAMPLE PPH
BACKGRD METER HEADING/SCALE
8ACKGRD PPM
SAMPLE METER READING/SCALE
PPM
METER READING/SCALE
3ACKGRD PPH
CONCENTRATION PPM
CONCENTRATION PPM
CONCENTRATION PCT
CONCENTRATION PPH
CONCENTRATION PPM
MASS GRAMS
MASS GRAHS
MASS GRAMS
MASS GRAMS
MASS GRAMS
SAMPLE
TOTAL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS C02
WEIGHTED MASS NOX
WEIGHTED MASS S02
ACTUAL DISTANCE
1
^
3511
7.5/
H7S
95.S/3
85*
35.1/3
.bO
l.b/3
.08
33.1/8
33.1
1.2/3
1.2
-o.n/*
o.o
-o.o/*
o.o
«*57
H27
.F8
32. n
n.o
3.?5
n.no
217.02
2.8* GRAMS/KILOMETRE
10.ab GRAMS/KlLOMfTRF
108.38 GRAMS/KILOMETRE
,3b GRAMS/KTLOMFTRE
(I.CIO GRAMS/KILOMETRE
j?.ao KILOMETRE
MET BULB TEMP !•».» OEG. C
ABS. HUMIDITY b.l GRAMS/KG
UYNO ROLL CONSTANT Sb7.b7
BLOHER INLET PRESS., 61 *00.2 MM. H20
BLOWER INLET TEMP. »3 OEG. c
a
17B2b
37S5
37*
1.1/3
bit
as.7/3
2.2/3
.1)3
10.1
1.1/2
1.1
-D.n/*
n.o
-o.o/*
o.n
3hl
1.3
o.n
ai.es
71.11
7H7.b1
I.b3
o.an
25».B5
3
103H*
353t
30.^/3
309
1.7/3
17
27.7/3
bll
.5/3
11
at».<»/3
.19
a.*/3
.OH
21.2/R
a*. 2
ui/a
1.1
-o.o/*
o.u
-o.o/*
0.0
23.1
0.0
10. sa
11.53
515. 7U
2.35
o.nn
lbB.77
FUEL ECONOMY BY CARBON BALANCE = 17.fr KILOMETRF/LITRf
TOTAL CARBON EXHAUST bHO.bS GRAMS
ESTIMATED FUEL HEIGHT = .71KG.
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER ROD
O
DATE 10/ 8/7h
HOPEL I37t> HONDA GL 1000
DRIVER TJ
WET BULB TEMP 15 C
SPFC. HUM. b.5 GRAM/KG
TIME -0 MRS.
HIWAY CYCLE
IEST HT. (i KG.
DRY BULB TEMP 25 C
HARD. 7»8.ll MM HG.
TEST NO. 2
ENGINE l.U LITRE *
GVW 0 KG
REL. HUM, 32.7 PCT
MEASURED FUEL 0.00 KG
RUN DURATION
BLOWER INLET PRESS.
HLOWER DIP. PRESS.
BLOWER INLET TEHP.
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
BLOWER CU. CM /REV.
l?.7b MINUTES
IhOO.e MM. H?0
1710.7 MM H80
»3
10183
lb.83
DEC. C
KILOMETRES
7b5*
BAG RESULTS
HC SAMPLE MKTER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER tfEADING/SCALE
HC BACKGRD PPM
CO SAMPLE METER HEADING/SCALE
CO SAMPLE PPM
CO BACKGRO METER READINS/SCALE
CO BACKGRD PPM
COS SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT
CO? BACKGRD METER READING/SCALE
CO? RACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? COCENTRAT10N PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
CO? MASS (GRAMS)
NOX MASS (GRAMS)
SOS MASS (GRAMS)
HC GRAMS/KILOMETRE .b»
CO GRAMS/KILOMETRE H.3S
co? GRAMS/KILOMETRE Bb.gi
NOX GRAMS/KILOMETRE .ss
SO? GRAMS/KILOMETRE 0.00
HC GRAMS/KG OF FUEL ?1.3»
CO GRAMS/KG OF FUEL 1»».0
CO? GRAMS/KG OF FUEL ?87S
NOX GRAMS/KG OF FUEL 18.9b
SO? GRAMS/KG OF FUEL n.no
1.1/3
11
30.2/3
711
.5/3
11
S3. 0/3
.S3
».5/3
.07
bi.f/f
bl.Z
1.1/S
1.1
not
b8l
.Bb
0.0
io.es
73.25
l<»b?.0b
•».3»
0.00
HC GRAMS/MIN
CO GRAMS/MIN
CO? GRAMS/HIN
NOX GRAMS/MIN
SO? GRAMS/MIN
CARBON BALANCE FUEL ECONOMY
.BS
5.7
115
.73
n.oo
?H.31 KILOMETRES/LITRF.
-------
UNIT NO. inn
VEHICLE MODFL
TABLE
•TEST NO. 1
GL-innn IST STEP, REED-AIR
BAROMETER 734.31 MM OF HG,
DRY BULB TEMP. 85.1, DEC.
REL. HUMIDITY 43 PCT.
EXHAUST EMISSIONS
VEHICLE EMISSION RESULTS
1S7S LIGHT DUTY EMISSIONS TEST
DATE 3/38/77 MFGR. CODE -0
ENGINE 1.03 LITRE 4 CURB MT. n KG
WET BULB TEMP 17.2 DEC. C
AB3. HUMIDITY 9.1 GRAMS/KG
DYNO ROLL CONSTANT 9fa7.97
YH.
197b
0 KG
G
H
BLOWER DIP. PRESS., GS, *7b.4 MM. HSO
BAG RESULTS
BAG NO. 1
BLOWER REVOLUTIONS 10»33
ROLL COUNTS 352b
HC SAMPLE METER READING/SCALE 3b.9/3
HC SAMPLE PPM am
HC BACKGRD METER READING/SCALE 1.5/3
HC BACKGRO PPM 15
.CO SAMPLE MFTER READING/SCALE 32.0/3
CO SAMPLE PPM 757
CO BACKGRO MF.TER READING/SCALE .1/3
CO BACKGRO PPM g
COS SAMPLE METER READING/SCALE 40.5/3
COS SAMPLE PERCENT .b9
CO? BACKGRD METER READING/SCALE 3.7/3
COS BACKGRO PERCENT .Ob
NOX SAMPLE METER READING/SCALE 3b.?/s
NOX SAMPLE PPM 3b.7
NOX BACKGRD M£T£R READING/SCALE ,9/S
NOX BACKGRO PPM .«(
SOS SAMPLE MFTER READING/SCALE -Q.O/*
303 SAMPLE PPM 0.0
SOS BACKGRO METER READING/SCALE -O.O/*
SOS 6ACKGRO PPM 0.0
HC CONCENTRATION PPM 3SS
CO CONCENTRATION PPM 734
COS CONCENTRATION PCT .b3
NOX CONCENTRATION PPM 35.9
80S CONCENTRATION PPM 0.0
HC MASS GRAMS 13.n*
CO MASS GRAMS 5H.H7
COS MASS GRAMS 7«?.S3
NOX MASS GRAMS 4.15
SOS MASS GRAMS (1.00
TOTAL CARBON GRAMS ?37.S1
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS COS
WEIGHTED MASS NOX
WEIGHTED MASS sos
ACTUAL DISTANCE
S.t* GRAMS/KILOMETRE
q.0» GRAHS/KILOHETRF.
iss.37 GRAMS/KILOMETRE
.43 GRAMS/KILOMETRE
o.oo GRAMS/KILOMETRE
1S.PH KILOMETRE
BLOWER INLET PRESS., Gl *98.b MM. HSO
BLOWER INLET TEMP. 43 DEG. C
3 3
17833 1043S
3551
?7.b/3
S7b
1.8/3
18
30.5/3
.3/3
b
35.4/3
3.7/3
S5.8/S
35.8
.b/S
.b
-O.O/*
0.0
-O.O/*
0.0
359
.54
35.3
0.0
9.51
51.54
b31.70
n.no
SHS.74
31.7/3
317
1.7/3
17
SO.5/3
471
.S/3
4
PI.S/3
.4P
3.7/3
.Ob
i.n/s
•f.1
.7/S
.7
-n.n/*
o.n
-o.n/*
o.n
3ni
45fa
.43
i.s
o.o
18.sn
57.85
855.01
1.83
o.on
374.50
FUEL ECONOMY BY CARBON BALANCE = 15.9 KILOMETRE/LITRE
TOTAL CARBON EXHAUST 714.45 GRAMS
ESTIMATED FUEL WEIGHT = .R3KG.
-------
TABtE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMflER SOO
DATE 3/28/77 TIME -0 MRS. TEST NO. 1
MODEL n't HONDA Gt-ioon FCT.IST STF.P,AIR BY REED ENGINE i.n LITRE •»
DRIVER KN TEST «T. 0 KR. GVW 0 KG
MET BULB TEMP 17 C DRY BULB TEMP ?h C REL. HUM. 37.7 PCT
SPEC. HUM. B.E GRAM/KG BARO. 73H.3 MM HG. MEASURED FUEl 0.00 KG
RUN DURATION
BLOWER INLET PRESS.
BLOWER DIF. PRESS.
BLOWER INLET .TEMP.
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
BLOWER CU. CM /REV.
i?.?b MINUTES
1*85.1 MM. H?0
11.51.0 MM H?0
H3 .DEC. C
10125
1>,83 KILOMETRES
1572?
soin
BAG RESULTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRD PPM
co SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD MFTER READING/SCALE
CO BACKGRO PPM
CO? SAMPLE METER READING/SCALE
COS SAMPLE PERCENT
CO? .BACKGRD METER READING/SCALE
CP? BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
.NOX BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION. PPM
COS CONCENTRATION PCT
NOX CONCENTRATION PPM
80S COCENTRATION.PPH
HC MASS {GRAMS)
CO MASS (GRAMS)
COS MASS (GRAMS)
NOX MASS (GRAMS)
SO?' MASS (GRAMS)
HC GRAMS/KILOMETRE .55
CO GRAMS/KILOMETRE .*.3t
cog. GRAMS/KILOMETRE 13.Bt
NOX GRAMS/KILOMETRE .t>?
SO?.GRAMS/KILOMETRE. 0.00
HC .GRAMS/KG OF .FUEL ifc.qs
Co GRAMS/KG OF.FUEL i3».3
co? GRAMS/KG OF FUEL ?io5
NOX GRAMS/KG OF FUEL 11.is
SO? GRAMS/KG OF FUEL O.On
17.1/3
171
l.»/3
1*
28.7/3
(>7»
il/3
P
53.P/3
'
.7
Ibh
h52
.81
H.*
. OiO
«».??
73.05
15H0.80
, in.»3
0.00
HC GRAMS/MIN
co GRAMS/MIN
co? GRAMS/HIN
NOX .GRAMS/MIN
so?
CARBON BALANCE FUEL ECONOMY
.7?
S.7
l?t
.8?
o.on
??.73 .KILOMETRES/LITRE
-------
TABLE
UNIT NO. 100
VEHICLE MODEL
TEST NO. 1
GL-10UO CATALYST ONLY
VEHICLE EMISSION RESULTS
1175 LIGHT OUTY EMISSIONS TEST
DATE ^/aq/77 MFGR. CODE
ENGINE 1.03 LITRE * CURB MT.
-0
0 KG
YR.
GVM
197b
0 KG
BAROMFTER 7«»2.9S MM OF HG.
DRY BULB TEMP. as.o DEC. c
REL. HUMIDITY b3 PCT.
EXHAUST EMISSIONS
HLOHER OIF. PRESS., GS, *7b.* MM. H?0
BAG RESULTS
RAG NO.
HLOMER REVOLUTIONS
ROLL COUNTS
1CIH10
HC SAMPLE METER
HC SAMPLE PPH
HC BACKGRO METER
HC BACKGRO PPM
CO SAMPLE METER
CO SAMPLE PPM
CO BACKGHO METER
CO BACKGRO PPM
cna SAMPLE MEIER
READING/SCALE
READING/SCALE
READING/SCALE
READING/SCALE
READING/SCALE
CO? SAMPLE PERCENT
COa BACKGHO METER
READING/SCALE
COa 8ACKGRD PERCENT
NOX SAMPLE METER
NOX SAMPLE PPM
NOX BACKGHD METER
NOX BACKGRD PPM
SOa SAMPLE METER
803 SAMPLE PPH
SOa BACKGRD METEH
SOa BACKGRD PPM
HC CONCENTRATION
CO CONCENTRATION
COa CONCENTRATION
NOX CONCENTRATION
SOa CONCENTRATION
HC MASS GRAMS
CO MASS CRAMS
C02 MASS GRAMS
NOX MASS GRAMS
SO? MASS GRAMS
TOTAL CARBON GRAMS
HEIGHTEN MAS3 HC
WEIGHTED MASS co
WEIGHTED MASS CO2
WEIGHTED MASS NOX
WEIGHTED MASS soa
READING/SCALE
READING/SCALE
READING/SCALE
REAOING/SCALE
PPM
PPM
PCT
PPM
PPM
.50 GRAMS/KILOMETRF
3.10 GRAMS/KILOMEIRF
113. lb GRAMS/KILOMETRE
.BO GRAMS/KILOMETRE
O.nO GRAMS/KILOMETRE
ib.a/J
iba
i.a/3
ia
81. b/*
39(1
1.3/*
H
tO. 9/3
.hi
3.9/3
.Oh
13.0/2
13.0
.b/a
.b
-n.o/*
o.n
-o.o/*
n.o
1S1
373
.tf
12.*
11.0
s.ba
as. 11
75B.3S
l.bS
n.no
?a3.B8
ACTUAL DISTANCE
.?0 KILOMETRE
WET BULB TEMP ?0.0 DtG. C
AdS. HUMIDITY IB.8 GHAMS/KG
DYNO ROLL CONSTANT 9b7.97
BLUWER INLET PRESS., GI *85.i MM. neo
BLOWER INLET TEMP. 13 DEC. C
17831
3B1S
I?.
75. 3/*
173
I.?/*
•«
3J.R/3
.55
3.3/3
.115
5.b/?
S.b
-o.n/*
o.n
-o.o/*
u.o
3b
lh«i
.50
5.5
0.0
a. 31
P1.P5
inia.77
1.1^
0.0 '»
587.51
FUEL ECONOMY BY CAH80N BALANCE = IS.b KILOMETRE/LITRE
TOTAL CARBON EXHAUST 719.?7 GRAMS
F3TIMATEO FUEL WEIGHT = .S3KG.
3
10393
7b
9.7/2
10
77. B/*
318
3.0/*
f
39.3/3
.fab
>».3/3
.07
7.0/2
7.0
.H/2
.t
-n.o/*
0.0
-0.0/*
O.D
h7
333
.bO
b.b
n.o
a.HB
as. 03
71H.47
.R8
o.no
207.87
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER 100
O
H
DATE 1/29/77 TIME -n HHS.
MODEL 197b HONDA GL-JOOO FET CATALYST ONLY
DRIVER KN TEST «T. n KG.
WET BULB TEMP 19 C DRY BULB TEMP ?S C
SPEC. HUM. J1.3 CRAM/KG BAHO. 7»3.7 MM HG,
TEST NO. 1
ENGINE 1.0 LITHE 1
cyw n KG
REL. HUM. 5h." PCT
MEASURED FUEL n.un KG
RUN DURATION l?.7b MINUTES
RLOHER INLET PRESS, iies.i MM. H?O
RLOHER DIP. PRESS. Ib38.3 MM H?0
BLOWER INLET TEMP. »3 OEG. C
OYNO REVOLUTIONS 9980
DISTANCE TRAVELED lb.59 KILOMETRES
BLOWER REVOLUTIONS 1571?
BLOWER CU. CM /REV. 8057
BAG RESULTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
co? SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT
CO? BACKGRD METER READING/SCALE
CO? BACKGRO PERCENT
NOX SAMPLE METER READING/SCALE
NUX SAMPLE PPM
79. 3/?
79
9.7/?
in
95. 3/*
»91
1.3/*
»
53.7/3
,9»
?.9/3
.Of
17. b/?
17. b
NOX BACKGRD METER READING/SCALE .8/?
NOX BACKGRD PPM
HC CONCENTRATION PPN
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
30? COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
CO? MASS (GRAMS)
NOX MASS (GRAMS)
SO? MASS (GRAMS)
HC GRAMS/KILOMETRE .?•»
CO GRAMS/KILOMETRE 3.?3
CO? GRAMS/KILOMETRE 97. »?
NOX GRAMS/KILOMETRE .is
SO? GRAMS/KILOMETRE O.OO
HC GRAMS/KG OF FUEL 7.35
CO GRAhS/KG OF FUEL 99.1
co? GRAMS/KG OF FUEL ?9qo
NOX GRAMS/KG OF FUEL 5,<»b
SO? GRAMS/KG OF FUEL 0.00
HC
CO
CO?
NOX
SO?
.8
7O
*70
.90
Id. 9
(1.0
3.97
53.51,
1Mb. 09
3. ?«?
n.nn
GRAMS/MIN .31
GRAMS/MIN ».?
GHAMS/MIN 1?7
GRAMS/MIN ,?s
GRAMS/MIN O.nO
CARBON BALANCE FUEL ECONOMY
-------
UNIT MO. 1(10
VEHICLE MODEL
TEST NO. 1
GLllJOO CAT t AIR
BAROMETER 7Hll.lb MM OF HG.
DRY 6IIL6 IEMP. ?3.
Ln
BLOWER OIF. PRESS., G2, *51.0 MM. HJO
BAG RESULTS
BAG NO.
BLOHtR REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC HACKGRO HtTER READING/SCALE
HC BACKGRD PPM
CO SAMPLE METER READING/SCALE
CO .-SAMPLE PPM
CO BACKGRD HhTER REAOING/SCALE
CO BACKGRD PPM
COS SAMPLE METER REAOING/SCALE
COS SAKPLE PERCENT
COS HACKGHD METER READING/SCALE
COS BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METR|» READING/SCALE
NOX BACKGRD PPM
SOe SAHPLE METER READING/SCALE
SO? SAMPLE MPM
SOa BACKGRD METER READING/SCALE
302 BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
802 CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
CO? MASS GRAMS
NOX MASS GRAMS
503 MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC .as GRAMS/KILOMETRE
WEIGHTED MASS CO a. 07 URAMS/KILflMFTRF
WEIGHTED MASS co? laq.Bb GRAHS/KILONETRF
WEIGHTED MASS NOX .B5 GRAHS/KILOMFTRF
WEIGHTED MASS SO? (j.00 GRAMS/KILOMfTRF
1
Itlflb
9577
15.7/3
157
a. 8/3
PS
ha. <»/*
asb
a. i/*
b
H3.8/3
.75
3.5/3
.05
ii.3/a
i q ?
* ^ . j
.5/2
f 5
-n.n/*
o.o
-o.o/*
o.o
131
2» 1
. 70
18.8
O.n
H.Rb
1H.13
128. 9?
?. 3b
n . no
238. aa
VEHICLE EMISSION RESULTS
1175 LIGHT DUTY EMISSIONS TEST
DATE b/ 2/77 MFGR. CODE -0
ENGINE 1.05 LITRE H CURB HT. 0 KG
*ET BULfl TEHP 18.3 DEC. C
ABS. HUMIDITY U.I GRAMS/KG
OYNO ROLL CONSTANT Sb7.17
BLOWER INLET PRESS., Gl *73.2 MM. H?0
BLOWER INLET TEMP. »3 OEG. c
YR.
GVH
0 KG
ACTIUL DISTANCE
l?.»a KILOMETRE
FUEL ECONOMY HY CARBON BALANCE = If, 3
TOTAL CARBON F.XHAUST 7m 5<»
ESTIMATED FUEL WRIGHT a .82KG.
S
17783
3813
35. (,/?
3b
a. 4/3
a.*/*
7
33.3/3
.5*
3.H/3
.Ob
7. 1/J
7.1
.5/?
.5
-0.il/*
O.I!
-O.O/*
0.0
13
81)
.HH
b.li
o.n
.HO
10.27
17». 711
l.»l
o.un
271. U
3
10398
3581
Hb.8/a
H7
li.l/e
15
81. I/*
190
b.b/*
b
37.9/3
.b»
a.b/3
s.b
-o.n/*
o.u
-o.o/*
o.o
33
17?
.bO
s.e
0.0
1.51
13. SS
71H.3S
1.15
n.oo
201. sa
KILOMETRE/LITRE
GRAMS
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER ^no
TIME
-0 HRS.
DATE *>/ 2/77
MODEL H7fc HONDA GLlflHO FET CAT + AIR
DRIVER KN TEST *T. 0 KG,
WET BULB TEMP ?i C DRY BULB TEMP 8b C
SPEC. HUM. !».? GRAM/KG BAHO. 7*0.t» MM HG.
TEST NO. 1
£NGINC 1.0 LITRE »
GVW 0 KG
REL. HUM. b7.» PCT
MEASURED FUEL n.oo KG
RUN DURATION
BLOWER INLET PRESS.
BLOWER DTP. PRESS.
BLOWF.R -INLET TEMP.
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
BLOWER CO. CM /REV.
i?.7B MINUTES
1H73.S MM. H20
ibjfl. 3 MM H?O
»3 OEG. C
10057
lb.7? KILOMETRES
15733
80S*
BAG RESULTS
HC SAMPLE
HC SAMPLE
HC
HC
CO
CO
CO
CO
MFTER READING/SCALE
PPM
METER READING/SCALE
BACKGRO PPM
SAMPLE METER READING/SCALE
SAMPLE PPM
B»C*GRO METER READING/SCALE
BACKGRO PPM
SAMPLE METER READING/SCALE
COa SAMPLE PERCENT
cos BACKGRO MFTEB READING/SCALE
CO? BACKGRO PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRO METER READING/SCALE
NOX BACKGRO PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPW
COS CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? COCENTRATION PPM
MASS (GRAMS)
MASS (GRAMS)
CO? MASS (PRAMS)
NOX MASS (GRAMS)
SO? MASS (GRAMS)
HC
CO
S3
I3,n/?
13
b7,0/*
1S1
I,*'*
3
51.7/3
.Oh
30. i/a
30.1
.fa/?
0.0
s.ea
Ik. 10
1*15.72
b.13
o.on
HC GRAMS/KILOMETRE
co GRAMS/KILOMETRE
CO? GRAMS/KILOMETRE
NOX GRAMS/KILOMETRE
so? GRAMS/KILOMETRE
HC GRAMS/KG OF FUEL
co GRAMS/KG OF FUEL
cos GRAMS/KG OF FUEL
NOX GRAMS/KG OF FUEL
so? GRAMS/KG OF FUEL
]37
o.no
31.0
3107
11.18
0.00
1.3S
31.0
3107
11.18
0.00
HC GRAMS/MIN
CO GBAMS/MIN
co? GRAMS/MIN
NO* GRAMS/MIN
so? GRAMS/MIN
,18
1,3
l?t>
.MS
0.00
CARBON BALANCE FUEL ECONOMY
KILOMFTRES/LITRE
-------
UNIT NO, 100
VEHICLE MODEL
TEST NO. 2
GL1000 CAT + AIR
TABLE VEHICLE EMISSION RESULTS
1*75 LIGHT DUTY EMISSIONS TEST
DATE b/ 3/77 MfGR. CODE
ENGINE 1,0? LITRE » CURB WT.
-0
0 KG
YR,
GVM
0 KG
BAROMETER 7H|.iM MM OF HG.
DRY BULB TEMP. ?S.b DEC. C
REL, HUMIDITY 57 PCT,
EXHAUST EMISSIONS
BLOwER DIF. PRES3,,
BAG RESULTS
G5, *38.3 MM, H?0
BAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER
HC SAMPLE PPM
HC BACKGRD METER
HC BACKGRD PPM
CO SAMPLE METER
CO SAMPLE PPM
co 8ACKGRD METER
CO 8ACKGRD PPM
co? SAMPLE METER
READING/SCALE
READING/SCALE
READING/SCALE
READING/SCALE
READING/SCALE
coa SAMPLE PERCENT
co? BACKGHD METER
READING/SCALE
CO? BACKGRD PERCENT
NOX SAMPLE METER
NOX SAMPLE PPM
NOX IJACKGRD METER
NOX BACKGRO PPM
so? SAMPLE METER
SO? SAMPLE PPM
so? BACKGPD METER
SO? BACKGRD PPM
HC CONCENTRATION
CO CONCENTRATION
CO? CONCENTRATION
NOX CONCENTRATION
SO? CONCENTRATION
HC MASS GRAMS
CO MASS GRAMS
CO? MASS GRAMS
NOX MASS GRAMS
SO? MISS GRAMS
TOTAL CARBON GRAMS
WEIGHTEO MASS HC
WEIGHTED MASS co
WEIGHTED MASS CO?
WEIGHTED MASS NOX
WEIGHTED MASS SO?
READING/SCALE
READING/SCALE
READING/SCALE
READING/SCALE
PPM
PPM
PCT
PPM
PPM
,3b GRAMS/KItOMETRE
?.1S GRAMS/KILOMETRE
I»3.b8 GRAMS/KILOMETRE
,?b GRAMS/KILOMETRE
0.00 GRAMS/KILOMETRE
1
10H?h
3577
lb.1/3
m
l.H/3
If
»
3?,b/3
.5»
3.1/3
.05
b.1*/?
-O.O/*
0,0
-O.O/*
0.0
£1
81
.50
b,5
0.0
1.3fa
10. »b
1017.55
1.11
0.00
283.37
3
1038b
3590
tS.1/?
*b
11.8/E
1?
R3.3/*
??1
».!/*
H
31.3/3
,bb
3.3/3
.05
0.0
-O.O/*
n.o
35
D.O
i.ai
Ib.Ht
73?. ?b
l.?3
0.00
-------
D
00
TABLE EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER 900
DATE b/ J/77 TIME -0 HBS.
MODEL i<»7b HONDA GLIOOQ FET CAT + AIR
DRIVER KN TEST HT. 0 KG.
WET BULB TEMP ?i c DRV BULB TEMP ?b c
SPEC. HUM. |».o GRAM/KG BARO. 7HO.Z MM H6.
TEST NO. i
ENGINE i.o LITRE *
CVM n KG
BEL, HUM. b».l PCT
MEASURED FUEL 0.00 KG
RUN DURATION
BLOWER INLET PRESS. 1»73.?
BLOWER OIF. PRESS. 11.51.o
BLOWER INLET TEMP.
orNo REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
BLOWER CU. CM /REV.
i?.7b MINUTES
MM. HBO
MM H?0
»3 OEG. C
Ib,b7 KILOMETRES
15713
BOWS
METER READING/SCALE
PPM
BACKGRO METER READING/SCALE
BACKGRO PPM
SAMPLE METER READING/SCALE
SAMPLE PPM
SACKGRD METER READING/SCALE
BAG RESULTS
HC SAMPLE
HC SAMPLE
HC
HC
CO
CO
CO
CO BACKGRO PPM
co? SAMPLE METFR READING/SCALE
CO? SAMPLE PERCENT
CO? BACKGRD METER READING/SCALE
CO? 8ACKGPO PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METPR READING/SCALE
NOX BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? CncENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
CO? MASS (GRAMS)
NOX MASS (GRAMS)
302 MASS (GRAMS)
HC GRAMS/KILOMETRE .11
CO GRAM3/KILOMETRE 1.15
co? GRAMS/KILOMETRE s?.»s
NOX GRAMS/KILOMETRE .33
so? GRAMS/KILOMETRE o.oo
HC GRAMS/KG OF FUEL 3.SH
CO GRAMS/KG OF FUEL 3b.S
co? GRAMS/KG OF FUEL 3101
NOX GRAMS/KG OF FUEL 10.53
so? GRAMS/KG OF FUEL o.oo
H3
11. O/?
11
178
1.5/*
3
5H.7/3
.Ifa
3.b/3
.Ob
.V?
.7
33
0.0
l.BS
5.5?
0.00
HC GRAMS/MIN
co GRAMS/MIN
en? GRAMS/MIN
NOX GRAMS/MIN
so? GRAMS/MIN
CARBON BALANCE FUEL F.CONOMV
.15
1.5
n.on
P3.37 KILOMETRES/LITRE
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Yamaha RD-400
Date
1/28/77
Sequence Baseline with Yamaha Lube Oil and Stock Pipes, RDS-1
Condition
Speed,
mi/hr
Idle
20
30
40
50
60
Idle
Gear
N
2
3
4
5
6
N
Engine
rpm
1000
3350
3750
4050
4500
5000
1000
Load
0-44
1.03
1.92
3.14
4.50
Concentrations
CO,
%
3.08
1.18
1.36
1.95
2.16
5.63
3.25
C02,
%
4.08
8.75
9.91
0.0.66
11.44
9.33
4.42
o2,
%
12.5
8.0
6.7
5.0
3.6
3,5
11.7
NO,
ppm
10.
11.
13.
25.
67.
68.
13.
FID HC,
ppm C
78,400
58,400
40,800
34 , 400
23,800
31 , 200
87,800
Notes:
Settings as set, after maladjustment phase, according to owners manual.
Maximum head temperature at 60 mph approximately 205°C.
Maximum gas temperature at 60 mph approximately 650°C.
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE RD-400
Date 2/9/77
Sequence Catalyst No. 30D1, no air, RDS-2
Condition
Speed,
mi/hr
Idle
20
30
40
50
60 '
Idle
Notes:
Gear
N
2
2
4
5
6
N
Engine
rpm
1000
3400
3800
4050
4500
5000'
1000
Load
0.40
1.00
1.90
3.06
4.43
Concentrations
CO,
%
0.29
0.76
0.29
0.73
0.67
1.46
0.24
C02,
%
10.55
12.96
13.36
13.62
13.36
13.32
10.96
02.
%
6.5
2.2
2.1
1.7
2.2
1.4
5.5
NO,
ppm
1.4
L a*
23.
8.
70.
100.
1.4
FID HC,
ppm C
32,600
12,000
7,120
8,960
9,120
10,600
25,000
Maximum temperature gas exit from catalyst approximately 500°C at 60 mph.
Maximum head temperature at 60 mph approximately 200°C.
Test conducted after LA-4 prep. run.
D-119
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE RD-400
Date 2/10/77
Sequence Catalyst No. 3002, no air, RDS-3
Conditon
Speed,
mi/hr
Idle
20
30
40
50
60
Idle
Notes:
Gear
N
2
3
4
5
6
N
Engine
rpm
1050
3400
3700
4100
4500
5000
1050
Load
0.46
1.07
1,92
2.97
4.29
Concentrations
CO,
%
0.87
1.36
0.65
1.00
0.35
3.35
1.46
co2,
%
12.02
14.86
14.66
15.20
15.34
14.13
12.02
QZ.
%
4.7
1.0
1.0
0.6
0.6
0.4
4.7
NO,
ppm
2.
7.
6.
9.
55.
1.
FID HC,
ppm C
38,000
1,580
4,520
I 6,520
4,440
9,680
18,400
Backpressure measured at station No. 4 at SO men. 0.4 osi
Maximum temperature gas exit from catalyst approximately 480 °C at 60 mph.
Maximum temperature gas entrance to catalyst approximately 380°C at 60 mpn.
Maximum head temperature at 60 mph approximately 195 °C.
Test conducted after LA-4 prep. run.
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Yamaha RD-400
Date
3/8/77
Sequence RDS-4
Condition
Speed,
mi/hr
Idle
20
3O
40
50
60
Notes:
Gear
N
2
r 3
4
5
6
Engine
rpm
130Q,
3450
4050
4500
5000
Load
-
0.51
1.13
2.06
3.30
4.70 '
Concentrations
CO,
%
0.35
0.35
0.01
0,79
0.74
4.07
C02,
' %
12.02
13.57
13.69
1.3.75
13.66
12.38
02,
%
3.9
1.5
.1.9
1.3
1.5
0.4
NO,
ppm
4
22
44
30.
88
5
FID KG,
ppm C
1,140
530
280
520
1,060
5,700
Enter
Cat.
°C
145
190
200
220
290
380
conducted with cataxyst NO. ,3002 and air injection by Subaru
Exit
Cat.
L_ °c
220
450
430 '"
415
415
480
reed i
Exhaust
Station
#1
[ °c
180
330
360
420
520
580
ralve {bot
Head
°C
80
120
-135-
145
175
210
j! reecisl
with approx. 20 inches of. connection tubing
D-120
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Yamaha RD-400
Date
3/9/77
Sequence RDS-5
Conditon
Speed,
mi/hr
Idle
• 20
30
40
50
60
Idle
Gear
N
2
3
4
5
6
N
Engine
rpm
1150
3400
3750
4100
4500
5000
1150
Load
-
0.52
1.13
2.02
3.21
4.62
-
Concentrations
CO,
%
0.21
0.28
0.03
0.46
0.43
4.44
0.29
C02,
%
10.44
13.58
13.82
14.66
14.13
12.74
9.91
«2.
%
7.0
2.7
2.5
1.1
2.0
0.7
7.7
NO,
ppm
6
24
27
1
65
4
9
FID HC,
ppm C
750
680
350
620
530
6,050
200
Enter
Cat.
°C
150
185
205
230
295
375
160
Exit
Cat.
°C
320
440
450
450
445
475
275
Exhaust
Station
ttl
°C
200
330
400
440
525
590
200
Heac
°C
105
20
140
150
175
215
120
Notes: conducted in the same state as RDS-4 but after catalyst casing had become
red hgt~from cold start 505 operation with the choke on.
W.O.T. accel 0-100 kph ^ 8.0 £.ec
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Yamaha RD-400
Date
7/13/77
Sequence
RDS-6 Thermal Reactors, no air
Condition
Speed,
mi/hr
Idle
20
30
40
50
60
Idle
Notes:
Gear
N
2
3
4
5
N
Engine
rpm
1300
3300
3750
4000
4450
4900
1300
Load
0^47
1.12
2.03
3.18
4.51
___.
Concentrations
CO,
%
4.50
3.08
2.87
3.18
2.64
4.97
4.12
C02,
%
5.30
9.45
10.44
10.99
11.33
9.28
6.09
02.
%
8.5
5.3
4.1
3.2
3.2
3.9
7'.9
NO,
ppm
11.
11.
19.
37.
180.
110.
16.
FID HC,
ppm C
93,100
a^rnnn
17,700
25,200
24,400
33,000
84, BOO
]
V no reaction indicated
f with air added
Thermal reactor (2nd design) inplace on each pipe - rise in back pressure reflecte
by noticeable reduction in performance. Air addition showed no i mprnvpmpnt nf
emissions.
D-121
-------
TABLE
to
to
UNIT NO. 500
VEHICLE MODEL
TEST NO.
YAMAHA RD tOO
BAROMETER 7»3.»b MM OF HG.
OBr BULB TEMP. ?7.8 DEG. C
REL. HUMIDITY 37 PCT.
EXHAUST EMISSIONS
BLOWER OIF. PRESS., 62, »77.5 MM.
BAG RESULTS
BAG NO.
BLOWER REVOLUTIONS
POLL COUNTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER RtADINti/SCALE
HC BACKGRD >PM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
CO? SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT
CO? BACKGRO METER READING/SCALE
CO? BACKGRO PERCENT
NOX SAMPLE METER,READING/SCALE
NOX SAMPLE PPM
MOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
80S SAMPLE METER READING/SCALE
308 SAMPLE PPM
SO? BACKGKD METER READING/SCALE
S02 BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
305 CONCENTRATION PPM
HC MASS GRAMS
CO MASS .GRAMS
CO? MASS GRAMS
NOX MASS GRAMS
SO? MASS GRAMS
VEHICLE EMISSION RESULTS
1175 LIGHT DUTY EMISSIONS TEST
DATE 10/ll/7b MFGR. CODE -0
ENGINE .31 LITRE ? CURB MT. 0 KG
WET BULB TEMP 17.8 DfG. C
ABS. HUMIDITY 8.7 GRAMS/KG
DYNO ROLL CONSTANT 9b7.17
VR.
UVM
0 KG
H20
TOTAL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS COS
WEIGHTED MASS NOX
WEIGHTED MASS SOS
ACTUAL DISTANCE
1
b?Bl
31S1
l.b/3
Ifa
b?.8/3
1SP7
2.1/3
H5
31.8/3
.S3
5.5/3
.08
3.1/2
3.1
l.b/2
l.b
-O.O/*
0.0
-O.O/*
0.0
1520
.•»S
l.b
0.0
be.q?
78, 00
3b3.8R
.13
n.oo
187. ??
GRAMS/KILOMETRE
59.2f
b9.88
.13
0.00
3
b?70
1870
l.S/3
15
58.5/3
1*7(1
.e/3
«
29.0/3
.*B
S.»/3
.08
1.2/2
1.2
-O.O/*
0.0
-O.O/*
0.0
185b
1»3S
.HO
2.3
0.0
»7.0S
73.51
323. 3S
.18
0.00
Ib0.53
FUEL ECONOMY BY CARBON BALANCE
TOTAL CARBON EXHAUST
ESTIMATED FUEL HEIGHT = .b2KG.
= 31.1 KILOMETRE/LITRE
5^0.58 GRAMS
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER 500
O
I
H
N)
OJ
DATE 10/ll/7b
MODEL it7t> YAMAHA RO too
DRIVER JB
WET HULB TEMP i? c
SPEC. HUH. 8.0 GRAM/KG
TIME -o HKS.
FET
TEST «T. 0 KG.
DRY BULB T£MP SB C
HARD. 7*3.5 MM HG.
TEST NO. 1
ENGINE .» LITRE 2
GVh 0 KG
REL. HUM. 33.8 PCT
MEASURED FUEL 0.00 KG
RUN DURATION
BLOHER INLET PRESS.
BLOMER OIF. PRESS.
BLOWER INLET TEMP.
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOHER REVOLUTIONS
BLOHER CU. CM /REV.
12.US MINUTES
•»57.e MM. HSO
»8?.b MM HSO
*3 DEC. C
10037
Ib.bB KILOMETRES
BOSS
BAG RESULTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGHD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
COg SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT
COS BACKGRD METER READING/SCALE
CO? BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
COS CONCENTRATION PCT
NOX CONCENTRATION PPM
SOS COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
CO? MASS (GRAMS)
NOX MASS (GRAMS)
SOS MASS (GRAMS)
HC GRAMS/KILOMETRE •».«
CO GRAMS/KILOMETRE 1?.1S
CO? GRAMS/KILOMETRE
NOX GRAMS/KILOMETRE
sos GRAMS/KILOMETRE
HC GRAMS/KG OF FUEL
CO GRAMS/KG OF FUEL
COg GRAMS/KG OF FUEL
NOX GRAMS/KG OF FUEL
SO? GRAMS/KG OF FUEL
CAPBON BALANCE FUEL ECONOMY
21.S/H
2150
1.0/3
10
IS.3/3
SfaBl
.3/3
b
Hb.7/3
.80
S.3/3
.07
S.t./?
S.b
1.1/2
1.1
Sltl
SbCl*
.74
<».b
0.0
B2.S*
ana.71
•U».77
.?•»
o.oo
5*. 83
.03
0.00
*5.00
nas. B
1131
1.15
0.00
HC
CO
CO?
NOX
SOS
GRAMS/MIN
GRAMS/MIN
GRAMS/MIN
GRAMS/MIN
GRAMS/MIN
h.»3
IS. 8
71
.OH
0.00
KILOMETRES/LITRE
-------
TABLE
UNIT NO. 500
VEHICLE MODEL
TEST HO.
YAMAHA RD400
N)
BAROMETER 743.17 MM OF HG.
ORV BULB TEMP. ?1.4 DEC. C
REL. HUMIDITY bb PCT,
EXHAUST EMISSIONS
BLOwEB OIF. PRESS., G8, 488.b MM,
BAG RESULTS
BAG NO.
BLOrtER REVOLUTIONS
ROLL COUNTS
SAMPLE METER READING/SCALE
SAMPLE PPM
8*cKGRD METER READING/SCALE
BACKGRD PPM
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGRD METER READING/SCALE
BACKGRD PPM
SAMPLE METER READING/SCALE
SAMPLE PERCENT
BACKGRO METER READING/SCALE
BACKGRD PERCENT
METER READING/SCALE
pp*<
VEHICLE EMISSION RESULTS
1175 LISHT DUTY EMISSIONS TEST
DATE 10/13/7b MFGH, CODE -0
ENGINE ,31 LITRE 8 CURB «T. 0 KG
WET BUL9 TEMP J4.4 DEC. C
ABS. HUMIDITY 17.b GRAMS/KG
DYNO ROLL CONSTANT 1b7.17
YR.
GVM
117b
0 KG
HBO
HC
HC
HC
HC
CO
CO
CO
CO
CO?
CO?
CO?
to?
NOX
NOX
NOX
NQX
SO?
SO?
SOS
SOS
HC
CO
CO?
NOX
so?
HC
CO
CO?
NOX
so?
SAMPLE
SAMPLE
BACKGRO METER READING/SCALE
BACKGRO PPM
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGRO METER READING/SCALE
8ACKGRD PPM
CONCENTRATION PPM
CONCENTRATION PPM
CONCENTRATION PCT
CONCENTRATION PPM
CONCENTRATION PPM
MASS GRAMS
MASS GRAMS
MASS GRAMS
MASS GRAMS
MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS CO?
WEIGHTED MASS NOX
WEIGHTED MASS so?
ACTUAL DISTANCE
34bb
8b,b/4
8bbO
8.5/3
85
b3.8/3
Ifa87
.3/3
b
81.4/3
3.4/3
.05
8.8/8
lls/8
1.3
-O.O/*
o.o
-o.o/*
0.0
8b37
1571
i.b
0.0
b7,l»
80.7b
354,33
.17
0.00
181,45
10,48 GRAMS/KILOMETRE
i?.bn GRAMS/KILOMETRE
57.17 CRAMS/KJLOMETRE
,03 GRAMS/KILOMETRE
O.no GRAMS/KILOMETRE
11.13 KILOMETRE
BLOWER INLET PRESS., Gl 457.8 MM, H80
BLOWER INLET TEMP. 43 DEC. c
10784
3704
lb,?/4
IbEO
?.8/3
88
37,1/3
BBS
.3/1
b
11.8/3
.31
3,b/3
,0b
1.7/8
1.7
.1/8
.1
•O.O/*
0.0
-o.o/*
0,0
1513
857
.?fa
.8
0,0
bl.41
75.50
354,81
.lb
0.00
181.38
3
b?B?
3471
18.1/4
1810
8.8/3
??
Sb.b/3
1*15
.2/3
4
?fa.b/3
.H4
4,0/3
.Ob
8.8/8
8.8
1,1/a
1.1
•o.o/*
0.0
-o.o/*
o.o
1781
13b1
.38
1.8
O.D
45.4b
70.83
305.18
.11
o.oo
158,lb
FUEL ECONOMY BY CARBON BALANCE » 81.4 KILOMETRE/LITRE
TOTAL CARBON EXHAUST 531,71 GRAMS
ESTIMATED FUEL WEIGHT » ,blKC.
-------
TABLE
CJ
H"
(0
U1
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER 500
DATE 10/13/7b
MODEL l<*1<, YAMAHA RD»00
DRIVER TJ
WET BULB TEMP ?(, C
SPEC. HUM. iq.7 GRAM/KG
TIME -0 HRS.
FET
TEST WT. 0 KG.
DRY BULB TEMP 29 C
BAHO. 7"»».0 MM HG.
TEST NO. 2
ENGINE .<» LITRE ?
GVN 0 KG
REL. HUM. ?(,.*, PCT
MEASURED FUEL o.oo KG
RUN DURATION
BLOrtER INLET PRESS.
BLOWER OIF. PRESS.
BLOWER INLET TEMP.
DYNO REVOLUTIONS
DIST*NCE TRAVELED
BLOWER REVOLUTIONS
BLOWER CU, CM /REV.
12.77 MJNUTES
MM. H?0
MM H20
DEC. C
17.07 KILOMETRES
HS7.2
182. b
13
8100
BAG RESULTS
HC SAMPLE
HC SAMPLE
HC
HC
CO
CO
CO
CO
METER READING/SCALE
PPM
RACKGRD METER READING/SCALE
&ACKGRD PPM
SAMPLE
SAMPLE
METER READING/SCALE
PPM
BACKGRO METER READING/SCALE
BACKGRD PPM
co? SAMPLE METER READING/SCALE
co? SAMPLE PERCENT
co? BACKGRO METER READING/SCALE
co? BACKGRO PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
30? COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
CO? MASS C6PAMS)
NOX MASS (GRAMS)
SO? MASS (GRAMS)
HC GRAMS/KILOMETRE H.bs
CO? GRAMS/KILOMETRE S*!**
NOX GRAMS/KILOMETRE
SO? GRAMS/KILOMETRE
HC GRAMS/KG OF FUEL
CO GRAMS/KG OF FUEL
CO? GRAMS/KG OF FUEL
NOX GRAMS/KG OF FUEL
SO? GRAMS/KG OF FUEL
CARBON BALANCE FUEL ECONOMY
20.7/1
2070
1H
7<».l/3
2133
.1/3
2
•*b.<»/3
.*1
3,5/3
.05
S.-V?
S."
1.0/2
1.0
2057
80
-------
o
(-•
to
UNIT NO. 500
VEHICLE MODEL
TABLE
TEST NO. /
RD-»00 2ND STEP, CAT+AIR
BAROMETER 73b.3s MM OF HG.
DRV BULB TEMP. ?2.2 OEG. C
REL. HUMIDITY B? PCT.
EXHAUST EMISSIONS
BLOWER DIF. PRESS., 62, H85.1 MM.
BAG RESULTS
PAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGfiO METER READING/SCALE
HC BACKGRO PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRO METER READING/SCALE
CO BACKGRO PPM
COB SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT
COS BACKGRO METER READING/SCALE
CO? BACKGRO PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRO METER READING/SCALE
NOX BACKGRO PPM
302 SAMPLE METER READING/SCALE
so? SAMPLE PPM
SO? BACKGRD METER READING/SCALE
SO? BACKGRO PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
COg CONCENTRATION PCT
NOX CONCENTRATION PPM
SOP CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
CO? MASS GRAMS
NOX MASS GRAMS
SO? MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS co?
WEIGHTED MASS NOX
WEIGHTED MASS SO?
ACTUAL DISTANCE
VEHICLE EMISSION RESULTS
1975 LIGHT DUTY EMISSIONS TEST
DATE 3/17/77 MFGR. CODE -0
ENGINE .•»! LITRE 2 CURB WT. 0 KG
WET BULB TEMP ?0.0 DEC. C
A8S. HUMIDITY If.i GRAMS/KG
DYNO ROLL CONSTANT 9b7.97
BLOWER INLET PRESS., GI »57.2 MM. HSO
BLOWER INLET TEMP. •»3 DEG. C
VR.
GVM
197b
0 KG
1
b?79
3*93
11.3/»
1130
.!/»
10
gfa.S/3
bit
.3/3
b
37.8/3
.b»
3.5/3
.05
1.5/2
1.5
.b/?
.fa
-O.O/*
0.0
-O.O/*
0.0
589
.5-1
.9
0.0
?8.10
29.82
.09
o.no
lbS.12
1.81 GRAMS/KILOMETRE
3.S5 GRAMS/KILOMETRE
9».BB GRAMS/KILOMETRE
.01 GRAMS/KILOMETRE
0.00 GRAMS/KILOMETRE
l?.0b KILOMETRE
10759
3758
fB.9/2
1 V9
1.5/3
IS
51. S/*
19b
.3/3
b
31.H/3
.5?
3.3/3
.05
.9/2
.9
.5/2
,5
-O.O/*
0.0
-O.O/*
0.0
35
183
0.0
1.18
15.88
faHb.9b
.07
0.00
18V. bb
3
b27?
3»9b
89.3/2
89
1H.7/2
IS
8?.»/*
3B1
.S/*
1
»1.3/3
.70
3.8/3
.Ob
l.H/2
l.»
.5/2
.5
-O.O/*
0.0
-O.O/*
0.0
75
3b5
.b5
.9
0.0
1.89
18.f»
Sib. 72
.09
0.00
ISO. Sfa
FUEL ECONOMY BY CARBON BALANCE = 82.b KILOMETRE/LITRE
TOTAL CAR8UN EXHAUST 500.35 GRAMS
ESTIMATED FUEL WEIGHT s .5BKG.
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER 500
to
DATE 3/17/7? TIME -0 HR3.
MODEL l'»7b RD-»00 2ND STEP FET CAT302+SUB
DRIVER KN TEST NT. 0 KG.
WET BULB TEMP l«t C DRY BULB TEMP ?7 C
SPEC. HUH. 11.» fiRAM/KG BARO. 738.1, MM HG.
TEST NO. 1
ENGINE .* LITRE 2
GVM o KG
REL. HUM. SO.S PCT
MEASURED FUEL 0.00 KG
RUN DURATION
BLOHER INLET PRESS.
BLOWER DIP. PRESS.
BLOHER INLET TEMP.
OYNO REVOLUTIONS
DISTANCE TRAVELED
BLOHER REVOLUTIONS
BLOHER CU. CM /REV.
12. 7b MINUTES
HS7.2 MM. H20
H82.b MM H20
»3 DEC. C
Ih.SB KILOMETRES
1*78
809?
BAG RESULTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
COa SAMPLE METER HEADING/SCALE
C02 SAMPLE PERCENT
C02 BACKGRD METER READING/SCALE
COa BACKGRO PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
S02 COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
C02 MASS (GRAMS)
NOX MASS (GRAMS)
302 MASS (GRAMS)
HC GRAMS/KILOMETRE ,»3
CO RRAMS/KILOMETRE f.7»
C02 GRAMS/KILOMETRE
NOX GRAMS/KILOMETRE
302 GRAMS/KILOMETRE
HC GRAMS/KG OF FUEL
CO GRAMS/KG OF FUEL
C02 GRAMS/KG OF FUEL
NOX GRAMS/KG OF FUEL
802 GRAMS/KG OF FUEL
CARBON BALANCE FUEL ECONOMY
20.1/3
201
1.5/3
15
H3.9/3
lObb
.1/3
2
b2.b/3
1.11
3.5/3
.OS
.5/2
.5
187
1.07
a.*
n.n
7.ia
78.55
o.no
77. qt
.02
0.00
15.70
173.1
28*8
.70
0.00
ONOMY
HC
CO
C02
NOX
802
GRAMS/MIN
GRAMS/HIN
GRAMS/MIN
GRAMS/MIN
GRAMS/MIN
.Sb
b.2
101
.02
0.00
2b.ev
KILOMETRES/LITRE
-------
o
00
UNIT NO. 500
VEHICLE MODEL
TABLE
TEST NO. 2
RD-»nO 2ND STEP, CAT+AIR
BAROMETER 73H.Ob MM OF HG.
DRV BULB TEMP. ai.i OEG. C
PEL. HUMIDITY 37 PCT.
VEHICLE EMISSION RESULTS
1175 LIGHT DUTY EMISSIONS TEST
DATE 3/11/77 MFCR. CODE -0
FNGINE .»! LITRE 2 CUkfl WT. o KG
WET BULB TEMP 12.8 OEG. C
ABS. HUMIDITY b.O GNAMS/KG
OYNO ROLL CONSTANT 1b7.17
YR.
GVM
117b
0 KG
EXHAUST EMISSIONS
BLOWER OIF. PRESS.,
BAG RESULTS
BAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE
HC SAMPLE
HC
HC
CO
CO
CO
CO
CO?
COS
G2, 482.b MM. H20
HETER READING/SCALE
PPM
BACKGHD METER READING/SCALE
BACKGRD PPM
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGRD METER READING/SCALE
BACKGRD PPM
SAMPLE METER READING/SCALE
SAMPLE PERCENT
C02 BACKGrtO METER READING/SCALE
COS BACKGRO PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRO PPM
802 SAMPLE METER READING/SCALE
S02 SAMPLE PPM
SO8 BACKGRO HETER READING/SCALE
S02 BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
502 CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
COS MASS GRAMS
NOX MASS GRAMS
305 MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS C02
WEIGHTED MASS NOX
WEIGHTED MASS so?
ACTUAL DISTANCE
1
b33S
3410
1.1/4
110
i.e/3
12
79. 8/*
3b2
.b/*
S
3b.8/3
,t>3
3.5/3
.05
2.1/2
2.1
i.n/2
i.o
-o.o/*
n.o
-o.o/*
o.o
352
.57
2.0
n.o
»57.23
.1^
0.00
153. Sb
1.07 GRAMS/KILOMETRE
2.»» GRAMS/KILOMETRE
92.1* GRAMS/KILOMETRE
.02 GRAMS/KILOMETRE
o.oo GRAMS/KILOMETRE
11.SO KILOMETRE
FUEL ECONOMY BY CARBON BALANCE = 23.b
TOTAL CARBON EXHAUST 471 71
ESTIMATED FUEL HEIGHT = .SHKG.
KILOMETRE/LITRE
GRAMS
HLOWER INLET PRESS., GI 452.1 MM.
HLOWER INLET TEMP. f3 OEG. C
2
1075b
3711
41.7/2
42
1.0/2
q
»5.1/*
17U
.S/*
1
3D.3/3
.SO
3.5/3
.05
1.4/2
l.H
.8/2
.8
-O.O/*
0.0
-o.n/*
U.D
33
Ifa5
.45
.b
0.0
1.42
14.24
b!4.01
.U8
o.no
174.13
3
b27B
52.3/2
52
7.8/2
fi
b2.2/*
252
.2/*
1
31.B/3
.b?
3.2/3
.05
1.1/2
1.1
.7/2
.7
-O.O/*
0.0
-n.o/*
o.n
45
245
.l>3
1.2
n.o
1.12
12.37
SUO.bS
.01
0.00
142.11
-------
to
VO
TABLE EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUH8ER SOI)
DATE 3/17/77 TIME -0 HR3.
MODEL 117b RD-fOO 2ND STEP FE J CAT302+SUB
DRIVER KN TEST WT. fl KG.
HET BOLB TEHP 80 C DRY BULB TEMP ?? C
SPEC. HUM. I8.o GRAM/KG BARO. 73<».l MM HG
TEST NO. 8
ENGINE .f LITRE ?
GVW 0 KG
REL. HUM. si.S PCT
MEASURED FUEL 0.00 KG
RUN DURATION
BLOWER INLET PRESS.
BLOHER OIF. PRESS.
BLOWER INLET TEMP.
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
12. 7b MINUTES
*57.2 MM. H20
187.7 MM H20
43 OEG. C
lb.51 KILOMETRES
IHbl
BLOWER CU. CM /REV. 8078
BAG RESULTS
H»
co GRAMS/KG of FUEL 177.f
CO? GRAMS/KG OF FUEL 8837
NOX GRAMS/KG OF FUEL ,bB
SO? GRAMS/KG OF FUEL 0.00
28.1/3
S21
1.8/3
12
Hb.8/3
.1/3
2
t.5.5/3
1.17
H.5/3
.07
3.0/2
3.0
.t>/2
.b
210
1017
1.11
2.S
0.0
7.12
B3.H3
133H.11
.32
0.00
CARBON BALANCE FUEL ECONOMY
HC GRAMS/MIN
CO GRAM3/«IN
C08 GRAMS/MIN
NOX GRAMS/HIN
302 GRAMS/HIN
.b2
b.S
105
.03
0.00
35.11
KILOMETRES/LITRE
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Kawasaki KH-500
Date 3/9/77
Sequence KHS-1 Stock Base
Condition
Speed,
mi/hr
Idle
20
30
40
50
60
Idle
Notes:
Max. h
Gear
N
2
3
4
5
5
N
Engine
rpm
1600
3050
3600
4000
4350
5150
1800
Load
-
0.50
1.14
2.07
3.30
4.77
-
Concentrations
CO,
2.46
3.32
3.48
3.62
5.38
7.52
2.60
C02,
3.43
5.73
6.67
7.92
7.64
7.02
3.30
°%
13.8
9.9
8.5
7.2
6.0
4.7
12.7
NO,
pprn
9
10
10
11
15
18
11
FID HC,
ppm C
69.600
67,800
62,400
50,800
49.600
44 P 40ft
73,000
Stock - as receive(3
Avg. Exhaust
gas temp
@ station #1
205°C
327
395
435
485 .
54^ .
223
ead temp at 60 mph 160°C
Max. exiiauat gas temp @ station #1 ^ 550°C ~' ' ~ — ~
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Kawasaki KH-500
Date
Sequence KHS-2 with port liners
Speed,
mi/hr
Idle
20
30
40
50
60
Idle
Condi
Gear
N
2
3
4
5
5
N
ton
Engine
rpm
1500
3000
3600
4000
4400
5100
1650
Load
_
0.55
1.21
2.12
3.38
4.75
-
Concentrations
CO,
%
\
_^
^^
C02,
%
\^
^
*s^
oz.
%
^
^
NO,
ppm
^^^
"^
FID HC,
ppm C
^^
^^
^^
^\
i\Otv,S. Carburetors — as rpn^i vofl
Avg. Exhaust
gas temp
©station #1
215
370
4^7
— . — r*f,4 .,.„
487
540
572
9 ^7
ft .? /
D-130
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Kawasaki KH-5QO
Date 4/18/77
Sequence KH5-3
^^ Conation
Speed,
mi/hr
Idle
20
30
40.
50
60
Idle
Not ea :
Gear
N
2
3
4
5
5
N
Engine
rpm.
1500
3050
3500
4000
4300
5100
1750
Load
_ .. __
0. 51
1.20
Z. 14
3.38
4.34
_- --
Concentrations
CO,
%
3.93
5.31
4.85-
4.73
5.40
8.60
4.44
C02,
%
10.81
11.40
11.79
11.95
11.70
10. 12
9.54
°2.
%
3.4
1.5
1.1
0.7
0.5
0.2
3 ,2
NO,
ppm
1.9
1.6
1.8
2.8
7,0
15.0
1.6
FIDHC,
ppm C
18. 100
10,200
8,480
9,600
• 4,500
12,300
9,280
Right
Cat # 1
Ent,
290
305
29b
30b
350
430
330
Exit
290
430
440
460
505
605
375
Middle
Cat # 2
Ent.
280
330
325
3bO
380
440
32b
Exit
475
610
630
655
700
"780
550
Left
Cat # 3
Ent.
240
250
255
2bS
300
325
2bO
Exit
380
510
560
580
580
680
455
- set as received
catalyst No PTX 314, -with 1" Torvex, mounted aoorox. 18" from exhaust oort
jaort; liner a installed
WOT 0-100 kph » 9. 3 aec.
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Kawasaki KH-500
Date
5/11/77
Sequence
KHS-4 Cat + Lean
_ Condition
Speed,
mi/hr
Idle
20
30
40
50
60
Idle
Notes:
Gear
N
2
3
4
5
c
N
Jet
Engine
rpm
1500
3050
3600
4000
4350
5200
1750
Load
_-_.-
• n\ H1
f? 3
g a
"fT1
— a *
®
o~
____
Concentrations
CO,
%
1.85
2.12
1.71
1.15
0.53
0.05
2.46
C02,
%
L0.60
12.87
L3.33
13.67
14.26
14.53
10.77
02-
%
5.3
2.2
1.9
1.7
1.3
1.4
5.0
NO,
ppm
1.5
1.5
1.8
8.7
105.
870.
2.8
FID HC,
ppm C
12,400
6,160
3,960
5,240
2,880
1,380
18,400
-
.
MM*IO Position changed from position #4 to #1, #1 is Lop pusiLiun
Pilnt- air screw changed from 1-1/2 turns OUT: on ^-1/2 turns uut
Vacuum alignment by dealer
Max. head temp. 240"C ac ou mpn
middle'exhaust'exit from cat.*790°cl" left cat, exit 675°C
WOT accel time 0 - 100 kph =10.4 sec
D-131
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Kawasaki KH-500
Date 6/16/77
Sequence KHS-5
Condition
Speed,
mi/hr
Idle
20
30
40
50
60
Idle
Gear
N
2
3
4
5
5
N
Engine
rpm
1200
3050
3500
4000
4200
5000
1400
Load
Concentrations
CO,
%
1.81
3.53
3.86
5.08
7.42
10.16
1.27
C02,
%
4.25
8.54
10.39
11.9fi
10.88
9.96
4.30
02,
%
12.8
6.8
4.1
1.7
1.3
0.8
"i * ,
12.8
NO,
ppm
1.7
5.7
5.2
.1.5
2.5
1
3.4
2,5
FID HC,
ppm C
56,400
51,100
34,400
12r^00
13,800
14,400
-LJ£Q
Right
Cat. #1
AP
0
0
2
1
1 R
.-- ii /i
Exit
40
L10
440
fif)^
CCfi
ODU
375
"/•
Middle
Cat. #2
AP
0
o
11
. 2
,Jn
Exit
40
90
L50
ecc
700
470
«/<
Left
Cat. #3
AP
0
o
,.4
1 0
j..
-------
Date 6/25/77
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Kawasaki KH-500
Sequence KHS-7
Condition
Speed,
mi/hr
Idle
20
30
40
50
60
Idle
Gear
N
2
3
4
5
5
N
Engine
rpm
1600
3000
3500
3900
4300
5000
1700
Load
__-_
_
Concentrations
CO,
%
0.73
0.49
0.39
0.33
0.06
0.03
0.77
C02,
%
10.55
12.92
13.03
13.30
13.75
13.87
10.55
Oz>
%
8.0
3.6
3.1
2.7
2.2
2.0
8.0
NO,
ppm
1.1
9.
26.
38.
85.
355.
0.7
FID HC,
ppm C
2,320
1,080
352
356
612
1,660
1,480
Air Injection by Pump
No. 1533 at 1:1, cfm
0.5.
1.2
1.4
1.6
1.8.
2.1
0.5
Notes; Catalyst + Port liners + carb. lean + air pump (air injection probes not used)
Max, head temp. 175°C (middle), 185°C (right) at 60 mph
exhaust gas temp. 515°C at 60 mph
Max. catalyst exit temp. 670°C at 60 mph
D-133
-------
TABLE
O
I-"
CO
"u,
VEHICLF-
ton
TEST NO. 1
KAWASAKI KH500
VEHICLE EMISSION RESULTS
LIGHT DUTY EMISSIONS TEST
OATfc 10/lf/H, MFGR, CODE
.SI LITRE a CURfl WT,
BAROMETER 7H3.17 MM OF HG.
DRY HtlLB TEMP. ?b.7 DEC. C
PEL, HUMIDITY »] PCT.
EXHAUST f MISSIONS
H Olf. PRKSS.,
BAG HFSUITS
BAB MO.
ROLL
HH
HC
HC
HC
en
ro
co
CO
SAMPLE
SAMPLE
SAMPI.F
RACKGHO
MM.
METFR HEADING/SCALE
PPM
IETER READING/SCALE
PPM
METFR KFADT.NG/SCALF
PPM
co?
NIIK
«C)X
so?
SOS
HC
Cn?
NOX
so^
HC
CO
CO?
NOX
soe
TOTAL
SAMPLE
SA"PLE
BACXGRO
HAC«GRO
SAMPLE
SAMPLE
BrtCKHHO
HACK«R(>
SAMPLE
SA.*PLF
HACKGRO
PPM
METEH RFAOING/SCALF
MFTER Rf ADING/SCALF
PEHCENT
MFTEH REAOIMG/SCALE
PPM
MtTER REAniNR/sCALF
ppM
METfR »F AO JNG/SC4LF
PPH
M£TFR RFAniNG/SC ALE
PPM
PPM
CfJCEMTRATION PP«*
cn^CEMTRATIOW PCt
COUCtwrPATIOnl PPM
CONCENTRATION PPM
"ASS GRAMS
-«AS3 GRAMS
MASS GRAMS
GR«MS
-D
0 KG
YR.
GVM
o KG
•"EIGHTH) MASS HC
WfclGHTFO MASS CO
«F. IGHTFfl MASS CO?
WEIGHTED MASS NOX
ftlGHTeo "ASS sna
ACTUAL DISTANCF
FlJEL*FCn:JO«Y Hy
TOTAL CARflO'i EXMA03'
ESTfATtl) FtlfL
GRAMS/KILOMETRE
GRAMS/K HOME THE
11,IH KILOMETRE
BALANCE = IH,
,«7KG.
751. •
K tl D^E TRE/LITRC
GRAMS
WET BULB TEMP 17. H DEC. C
ABS, HUMIDITY t.? GRAMS/KG
ROLL CONSTANT ihj.s?
BLOWER INLtT PRFS3., Gl HqS.J MM.
BLOWER INLET TFMP.
-------
TABLE
U)
Ul
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER bOO
DATE 10/12/71, TIME -0 MRS.
MODEL iq?b KAWASAKI KHSOO HINAY CYCLE
DRIVER JB TEST WT, 0 KG.
WET BuLB TEMP id C DRY BULB TEMP 2b C
SPEC, HUM. 7.H GRAM/KG 8ARO. 7H3.2 MM HG.
TEST NO. 1
ENGINE .5 LITRE 3
GVW 0 KG
REL. HUM. 3H.H PCT
MEASURED FUEL o.oo KG
RUN DURATION
BLOrtER INLET PRESS,
BLOWER OIF. PRESS. H82.b
BLOWER INLET TEMP,
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOMER REVOLUTIONS
BLOWER CU. CM /REV. 8100
MINUTES
-MM. Hao
MM HSO
H3 DEG. C
lb.53 KILOMETRES
BAG RESULTS
HC SAMPLE
HC SAMPLE
METER READING/SCALE
PPH
HC BACKGRD METER READING/SCALE
HC BACKGRD PPM
co SAMPLE METER READING/SCALE
CO SAMPLE PPM
co BACKGRD METER READING/SCALE
CO BACKGRD PPM
coz SAMPLE METER READING/SCALE
CO; SAMPLE PERCENT
co? BACKGRD METER READING/SCALE
cog BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRO METER READING/SCALE
NOX BACKGRO PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
CO; MASS (GRAMS)
NOX MASS (GRAMS)
SO! MASS (GRAMS)
HC GRAMS/KILOMETRE
CO GRAMS/KILOMETRE
CO? GRAMS/KILOMETRE
NOX GRAMS/KILOMETRE
S02 GRAMS/KILOMETRE
HC GRAMS/KG OF FUEL
co GRAMS/KG OF FUEL
co? GRAMS/KG OF FUEL
NOX GRAM$/KG OF FUEL
SOJ GRAMS/KG OF FUEL
CARBON BALANCE FUEL
1.85
25. HO
50. H5
.02
0.00
*b.8H
bb2.1
1315
.H2
0.00
ECONOMY
43.2/H
H320
B,b/3
8b
81,1/2
.1/2
H
H2.S/3
.72
3.
.OS
3.1/2
3.1
1.8/8
1.9
S«20
,b8
2.3
0.0
lb2.8R
"Hfl.92
83*. OH
.87
0.00
HC GRAMS/MIN
co GRAMS/MIN
C02 GRAMS/MIN
NOX GRAMS/MIN
302 GRAMS/MIN
12.75
32.9
bS
.OS
0.00
9. IS
KILOMETRES/LITRE
-------
TABLE
OJ
UNIT NO. bon
VEHICLE MODEL
TEST NO. t
KAWASAKI KH 500
VEHICLE EMISSION RESULTS
1«»?S LIGHT DUTY EMISSIONS TEST
DATE 10/13/71. MFGR, CODE
ENGINE .51 LITRE 3 CURB WT.
•0
0 KG
YR.
GVM
1971,
0 KG
BAROMETER 7»5.»q MM OF H6.
DRY BULB TEMP. 85.b DEG. C
REL. HUMIDITY 50 PCT.
EXHAUST EMISSIONS
BLOWER OIF. PRESS., GB. 1BB.li MM.
BAG RESULTS
BAG NO.
BLOWER REVOLUTIONS
POLL COUNTS
HBO
HC
HC
HC
HC
CO
CO
CO
CO
COB
COB
CO?
COS
NOX
NOX
NOX
NOX
302
S02
302
SO?
HC
CO
COB
NOX
SOB
HC
CO •
COB
NOX
SOB
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGRO METER READING/SCALE
8*CKGRD PPM
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGRD METER READING/SCALE
BACKGRD PPM
SAMPLE METER READING/SCALE
SAMPLE PERCENT
BACKGRO METER READING/SCALE
BACKGRO PERCENT
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGRD METER READING/SCALE
BACKGRD PPM
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGRD METER READING/SCALE
BACKGRO PPM
CONCENTRATION PPM
CONCENTRATION PPM
CONCENTRATION PCT
CONCENTRATION PPM
CONCENTRATION PPM
MASS GRAMS
MASS GRAMS
MASS GRAMS
MASS GRAMS
MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS co
WEIGHTED MASS cos
WEIGHTED MASS NOX
WEIGHTED MASS SOB
ACTUAL DISTANCE
1
h?Sb
3HO
1S.S/1
1550
d.B/3
ba
1,0.7/2
3153
0.0/2
0
B7.7/3
.»5
B.»/3
.0*
2.0/3
B.O
.7/8
.7
•O.O/*
0.0
-O.O/*
0.0
1191
3075
.»B
1.1
0.0
113.11
157.IB
310,81
.11
0.00
251.15
11.»q GRAMs/KUoMETRE
Bb.SI GRAMS/KILOMETRE
51,83 GRAMS/KILOMETRE
.08 GRAMS/KILOMETRE
0.00 GRAMS/KILOMETRE
11,11 KILOMETRE
FUEL ECONOMY BY CARBON BALANCE « 11.1 KILOMETRE/LITRE
TOTAL CARBON EXHAUST 7bb.?S GRAMS
ESTIMATED FUEL WEIGHT a ,B1KG,
WET BULB TEMP 18.3 DEG. C
ABS. HUMIDITY 10.3 GRAMS/KG
DYNO ROLL CONSTANT 1b7.17
BLOWER INLET PRESS.,
BLOWER INLET TEMP.
61 157.B MM. HBO
13 DES. C
t
107bB
3731
30.b/1
iuoO
S.b/3
3b
fO.5/2
1832
,1/B
f
17.0/3
,B7
B.l/3
.03
1.5/B
l.S
.7/B
.7
-O.O/*
0.0
-O.O/*
0.0
30Bb
17SO
.B»
.8
0.0
132.Ob
157.7B
335.17
.13
0.00
B73.»B
3
bZbl
3bSO
1.7/3
17
bB.l/B
3258
.1/3
t
25.3/3
.11
3.3/3
.0»
2.1/2
B.I
-O.O/*
0.0
-O.O/*
0.0
3b3*
3177
.38
1.3
0.0
R2.23
lbB.7b
307.15
.11
0.00
333.be
-------
U>
-J
TABLE EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER t>00
DATE 10/13/76 TIME -0 HRS,
MODEL 117b KAHASAKI KM SOOHlWAX CYCLE
DRIVER U TEST WT. 0 KG.
BET BuLB TEMP H C DRY BULB TEMP 2b C
SPEC. HUM. H.5 GRAM/KG BARO. 7»b.O MM HC.
TEST NO. I
ENGINE .5 LITRE 3
GVW 0 KG
REL. HUM. 53.5 PCT
MEASURED FUEL 0.00 KG
RUN DURATION
BLOWER INLET PRESS.
BLOWER OIF. PRESS.
BLOWER INLET TEMP,
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
BLOWER CU. CM /REV.
12.78 MINUTES
tST.8 MM. H20
*«?.«, MW HeO
*3 DEC. C
KILOMETRES
•use
B101
SAG RESULTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKSBD METER READING/SCALE
HC BACKGRO PPM
co SAMPLE METER BEADING/SCALE
co SAMPLE PPM
co BACKGRO METER READING/SCALE
co BACKGRD PPM
co? SAMPLE METER READING/SCALE
COS SAMPLE PERCENT
co? BACKGRD METER READING/SCALE
COS BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD MF.TER READING/SCALE
NOX BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
COa CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? COCEMTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
CO? MASS (GRAMS)
NOX MASS (GRAMS)
302 MASS (CRAMS)
GRAMS/KILOMETRE
GRAMS/KILOMETRE
HC
CO
CO?
NOX GRAMS/KILOMETRE
so? GRAMS/KILOMETRE
HC GRAMS/KG OF FUEL
CO GRAMS/KG OF FUEL
CO* GRAMS/KG OF FUEL
NOX GRAMS/KG OF FUEL
902 GRAMS/KG OF FUEL
10.^fe
.0?
0.00
t.78.5
1710
1.3/3
13
15
1.8/3
.'1
3.1/3
.05
1.5/8
l.S
5743
o.o
1BO.B3
888.30
.8'
0.00
.*!
0.00
HC GRAHS/MIN
co GRAMS/MIN
cog GRAMS/MIN
NOX GRAMS/MIN
so? GRAMS/MIN
CARBON BALANCE FUEL ECONOMY
35.?
t>*
.08
0.00
IB.eh
KILOMETRES/LITRE
-------
TABLE
VEHICLE EMISSION HESULT3
CD
UMIT MO. UK) TEST MO. 1
VEHICLE WiOtL KII-SIICI 1ST CAT+PORT LINERS
BARPHEUU 7tl.l7 MN OF HG.
DRY (MIL" TEHF. 2b.7 OfcG. C
RtL. HUKll'ITY SI PCT.
EXHAURl E.niRSTUHS
HUMIH 'OIF. PP.FSS., C?, IHa.b KM. Hi
BAG HF SM TS
B A 0 W 0 .
RLfl**£R KF VCILl/T £ UNS
ROLL CULWTS
HC SAMPLE Hffru READING/SCALE
HC SAKPLt PPM
HC BACKGKCI flFIEK Kf.ADING/ISCALE
HC MCKGNO PPM
CO SAMPLE NFTER «EAOIJ»G/SCALE
CO SAKPI.E PPH
CO f)ACKG*ING/SCALE
CO HACKliKt) PHH
CO? SAMPLE MtTF.H READING/SCALE
COa SAKPLt PEKCENT
ClIH UACKGWD HE TEH READING/SCALE
TO? f>ACKf:i*t> PERCEIIT
M)> SAKPLE METER REDOING/SCALE
N0> SAMPLt PPM
M0» HACKGHO HETER REAOING/SCALE
HOX fiACKGfil) PPH
SO? SAMPLE MFTF.K RF.AOING/SCALE
SO? SAMPLE J'PK
SIH1 bACKKKU MEIKP RLAOING/SCALE
Rll? HACKKKt; PPH
HC CI'NCEMTH*Tl()N PPM
CO CflWCENTHATION »PH
CO? CONCF.NTKA1IOM PCT
NOX CONCEMTKA1ION PPM
SOE CU^CErjIKATIiltJ PPM
HC MASS C,|vANS
CO MAi>S l.RAI^P
CO? «A?S GKA'IS
N(l> "IASS GRAHS
S0RA|i
eO^-SO B
KF
At
on
4L(
HL(
e
3773
•it.H/a
t/"»
«fi
83.4/3
2f'B'i
-b/3
11
31.S/3
.52
3. 1/}
.115
.S/?
.H/2
.H
-O.n/*
U.ll
-U.U/*
O.n
3bll
2515
."*7
.1
o.n
15.51
IH3.41
)"?3.3h
n.nn
'7*. 75
MFGR. CODE
LURQ wT.
-II
0 KG
YR.
iS7b
0 KQ
WEIGHTTK MASS HC
WElGKTfl/ MASS CO
WEIGHTED MASS cos
MASS Mix
soe
ACTUAL DISTANCE
GHAMS/KILOMETHE
.til
(1.00 GHAMS/KILOHETSF.
12.05 KILOHETKE
FUtL ECONnnr t-Y CAKBON BALANCE. = 15.0 KILOMETKE/LITRE
TOTAL CACbON EXHAUST 7S7.lt, SPAMS
ESTIhATEO HlFI fcflGHT = .87KG.
rttJLfl TEMP iq.» OES. C
A13. HUMIDITY 11. t GRAM5/KG
UYNd KOLL CONSTANT
-------
TAHt>
FMISSHIN3 FROM SINGLE BAG SAMPLE
VEHICLE
HATE 1/P1/77 TIME -fl HR3. TEST NO. 1
MODEL «17(, hAHASAKl KH-Sfif) FEI 1ST CAT+PORT LINERS tMGINF . S LIIRE 3
PRIVtP KN TEST WT. n KG. GVW II KG
«FT HtUli; 1FMP IB C DRY BtlL" TKMP "?» C KKL. HUM. Sl.'l PCT
SPFC. Wif-....-.1II. r GRAM/KG HARD. 7't?.7MM MG. HtA.SUHtO FUEL O.IIIIKi;
CUN DUPATIOH
BLOHtK INLtT PRESS.
RLllbtK DIP. PHtSS.
BLuwtR INLET TEMP.
DYNU REVOLUTIONS
DISTANCE TRAVELED
BLO»!tR KF VOLUTIONS
BLOWER CO. CM /REV.
IS. 7b MIMIITE-.fi
»57.? MM. H?0
»8?.b MM H80
13 DEC,. C
KILOMETRES
a
H
oo
BA6 RESULTS
HC SAMPLt METFK
HC SAf'.PLfc PPM
HC H*CKGRl>
HACKGRD PPM
SAK.PLF
SAKPLE PPM
HC
cu
CO
en
CO
FADING/SCALE
HACKGRO MFTFR READING/SCALE
h'ACKGHO PpM
co? SAMPLE MITER RtrAOING/SCALK
COa SAKiPLt PERCEMT
CO? NACKGKD METER °hAOIHG/SCALE
CO? WACKGRO PERCENT
NOX SAMPLE METER
MOX SAMPLE PPM
NOX AACKRNO METFR READING/SCALE
NOX HAChURO PPM
HC Ctl'.CEMTRATION PPM
CO
CIINCKMWATIOH PCT
PI'M
PPn
MOX
SO?
HC
CO
COR MASS
NOX MASS (GRAMS)
SO? MASS (GRAMS)
(GRAMS)
'USS (GRAMS)
U.4/H
1
hf.2/3
I. IS
3.1/3
.115
57115
1.11
.ft
o. n
Hb.83
.07
I). OP
HC GRAMS/klLOMFTNE «?.R3
CO GRAMS/KlLOMETRi- ?b.be
Co? GUA^S/KILOMF. iRt HI. so
NOX GRAhS/KILOMF Tf(F .00
SO? GKAM!>/hILOMF 1P£ n.OH
HC GHAHS/KG OF FIIFL H7.71
ro GRAM.S/KG OF FUEL h3>.»
COP GP/>MS/KG OF FUEL 1153
NOX GRAHS/KU OF FUEL .10
SOP GHAMS/KG OF FUFL U.ni)
CARBON BALANCE HJFL
HC GR4MS/MIN
CO li»AMS/MlN
CO? G»«'1S/MIM
MOX
soe
.01
17. Ml KIl.OrtETWFS/I.JIRF
-------
UNIT NO. hOO
VEHICLE MODEL
TABLE
TEST NO. Z
KH-500 1ST CAT+PORT LINERS
VEHICLE EMISSION HESULTS
1<»75 LIGHT DUTY EMISSIONS TEST
DATE »/?b/77 MFGR. CODE
ENGINE .51 LITRE 3 CURB WT.
-0
a KG
YH.
(JVM
0 KG
BAROMETER 7Mb.00 MM 0F HG.
DRY BULB TEMP. 2b.7 DEC. C
REL. HOUIOITV 35 PCT.
EXHAUST EMISSIONS
O
BLOHER OIF. PRESS., GS, »82.b MM, H?0
BAG RESULTS
BAG MO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGHO MtTEH READING/SCALE
HC RACKGRD PPH
co SAHPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRO PPM
COS 3AHPLE MPTER READING/SCALE
C02 SAKPLE PERCENT
C02 BACKGRD METER READING/SCALE
CO? BACKGHD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPK
NOX BACKGRD HETER READING/SCALE
NOX BACKGRD PPK
SO? SAMPLE "METER READING/SCALE
SO? SAHPLE PPM
SO? BACKGRD METER READING/SCALE
S02 BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
COS CONCENTRATION PCT
NOX CONCENTRATION PPM
302 CONCENTRATION PPM
NC MASS GRAMS
CO MASS GRAMS
CO? MASS GRAMS
NOX MASS GRAM3
302 MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC -».27 GRAMS/KILOMETRE
WEIGHTED MASS CO 28. 2» GRAMS/KILOMETRE
WEIGHTED MASS toz qs.i? GRAMS/KILOMETRE
WEIGHTED MASS NOX .01 GRAMS/KILOMETRE
WEIGHTED MASS S02 (1.00 GRAMS/KILOMETRE
1
b2S2
3SOb
20. 3/"»
2030
1.9/3
11
S5.7/3
28HS
0.0/3
0
»0. 2/3
.b8
3.5/3
.05
l.b/2
l.b
,7/S
.7
-O.O/*
n.D
-o.o/*
o.o
2013
2771
.b3
1.0
0.0
51. OH
1H2.29
511. »»
.07
0.00
2»H.7P
ACTUAL DISTANCE
12.11 KILOMETRE
WET BULB TEMP lb.7 DEG. C
AflS, HUMIDITY 7.8 GRAM8/KG
DYNO ROLL CONSTANT 11.7. S7
BLOWER INLET PRESS., GI »S7.2 MH. H?O
BLOWER INLET TEMP. »s DEC. c
3781
, »2.3/3
HS3
2.H/3
It
82.2/3
22so
.1/3
s
31.3/3
.se
3. a/3
.05
.7/2
.7
.(,/?
.b
-o.n/*
u.o
-o.o/*
O.D
too
.1
0.0
17. »S
193. bl
bS?.D7
.oe
0.00
377. Hb
FUEL ECONOMY BY CAR60N BALANCE = 15.1
TOTAL CARBON EXHAUST 7SS.'b
ESTIMATED FUEL HEIGHT = .87KG.
KILOMETRE/LITRE
GRAMS
3H81
8b.7/3
Bb7
a. 1/3
.2/3
.72
3.2/3
.05
!l
.b/l
.b
-O.O/*
0.0
-O.O/*
0.0
8*8
.b8
.3
0.0
21.53
ise.t*
9H7.0'?
.03
0.00
233.53
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER bOO
o
H
H
DATE »/2b/77 TIME -0 HRS. TEST NO. 2
MODEL 197b KAWASAKI KH500 FET 1ST CAT+PORT LINERS ENOINE .5 LITRE 3
DRIVER KN * TEST HT. 0 KG. GVH D KG
MET BULB TEMP 17 C DRY BULB TEMP 87 C REL. HUM. 35.1 PCT
SPEC. HUM. 7.R GRAM/KG BARO. 7tb.O MM HG. MEASURED FUEL 11.00 KG
RUN DURATION
BLOWER INLET PRESS.
BLOHER DIF. PRESS.
BLOWER INLET TEMP.
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOHER REVOLUTIONS
BLOWER CU. CM /REV.
12.75 MINUTES
•J57.2 MM. H20
482.b MM H20
43 DEG. C
9933
Ib.Sl KILOMETRES
9»73
8102
BAG RESULTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRD PPH
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
C08 SAMPLE METER READING/SCALE
C02 SAMPLE PERCENT
C02 BACKGRD METER READING/SCALE
C02 BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPH
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
302 COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
C02 MASS (GRAMS)
NOX MASS (GRAMS)
S02 MASS (GRAMS)
HC GRAMS/KILOMETRE 2.9*
CO GRAMS/KILOMETRE 2b.07
C02 GRAMS/KILOMETRE 81.bB
NOX GRAMS/KILOMETRE .00
SO? GRAMS/KILOMETRE 0.00
HC GRAMS/KG OF FUEL 70.b»
CO GRAMS/KG OF FUEL b2b.l
CO? GRAMS/KG OF FUEL 19b2
NOX GRAMS/KG OF FUEL .09
SO? GRAMS/KG OF FUEL 0.00
12.8/H
1280
1.9/3
19
91.1/2
57*3
.1/2
1.15
3.8/3
.Ob
1.2/2
1.2
.8/2
.8
lib*
5517
1.10
.5
0.0
»8.5b
H3D.39
13H8.b3
.Ob
0.00
HC GRAMS/MIN
CO GRAMS/MIN
COS GRAMS/MIN
NOX GRAMS/MIN
SOS GRAMS/MIft
CARBON BALANCE FUEL ECONOMY
3.81
33.8
IQb
.00
0.00
17. bt
KILOMETRES/LITRE
-------
?
H
NO, tB»
VCMICLt MOOfL
uttc
TEST N8» I
CAT*Lf*N«?.L.
*t»ULT»
!'?« LI8MT PUTt EMtBBION* t||T
0»Tl 1/lf/T? »rC«, COM
EM6INC .ff Lim I CURI «T,
BAftOMCTC*
p*v 8tit» Tt«*».
•n.
*M Of US',
M '.t. ot e.
ti
EIMAUST {MISSIONS
Btffwf* 01 •'.
BAB RESULTS
BAB NO.
HOME* MVOLUTtONS
»OLL
MC
»t»oi»i«/«c*te
€0
CO
CO
CO
cot
COf
cot
cot
«»on»c/»c«te
**rrei »c»oit»»/ic*t.f
NQV
«cri«
IIC1800 MM
MOI
•or
•01
•01 t«c«*«o
•ot
MC
CO
COf
NOI
•or
CO M*|*
COf MJISS fiff«M«
Cft«CCNTII*TION MM
COwCINt**T!ON MM
CONCCNI««TfOM fCT
MM
MM
•of
TOTAL
MtlONffO •*<•• MC
NtltMfEO M*|» CO
MtUMTtO *•<•• COf
MCUHTEO •**•> NOI
MEIftHTCO "*»• IOC
10. I/*
1010
.1"
10
•o.r/*
in
,t/«
t
*0.^/l
*••
'.f/l
,0k
§.«/f
•.«
i.l/l
100 »
»«t
.*r
».»
0,0
•l.*l
11,00
0,00
til. If
.01
0,00 9*AM»/NtLOMCTIt|
ACTUAL DISTANCE
If, 10 KILOMETftC
FUEL ECONOMY or CAMION BALANCE •
TOTAL CARBON CKHAUIT h
CST1MATEO FUEL NC18MT • ,*1K6,
11*1 KILOMETHE/LITKE
l.^1 6RAM&
•Q
0 Kfl
•Ull UN* n.« DCS. C
OVMO NOLL CONSTANT «h'
61
T*.
C*M
I'Jh
0 «0
INLET
•LOME* INLET TfW.
1
bttb
I1QI
II. I/I
III
,u»
10
111
0.0
n.ir
.0?
0.00
iro.i;
1
»,0
.•I
1.1
•o.o/*
0.0
•o.o/*
0.0
1.0
•o.o/*
0.0
•o.o/*
o.o
1.0
•o.o/*
0,0
•o.o/*
0.0
rn
t.o
B.O
fc.«»
I'.lfc
0,00
ill. If
OC6, C
-------
U>
EXHAUST EMISSIONS FROM BINQLE «AO SAMPLE
VEHICLE WJMBER
TAME
M. -. */!!/» ^ TIME .0 MRS. TEST NO 1
n«5r. "JS ***•'**» «"•••" '« CAT.LEAN .'P.L. ENCINE .1 LITRE »
fSWSti ?E"NP «o c !!'T^T? -11^° '•• 8VW ° "8
•»!».«
Mil
U.S4
MUM
IMLtT ME8S,
8tot»t« oir. MMI.
•LO«tM t»f|.fT TfMP.
OVNO *CVOtUT10N|
DISTANCE THAVtLCO
BtO«E« REVOLUTIONS
•LOME* eu, CM
MM. M{0
MM MCO
ore. c
KILOMETRES
METE* UADINO/ICALE
»'M
MCTER READING/SCALE
B»0 WESUtTS
MC SAWLE
HC I AMPLE
MC iAcKCR
MC tACKORO
CO SAMPLE "ETER RCAOlNO/SCALE
CO SAMPLE PPM
CO SACKORO MtTCi "EAOIMO/SCALE
CO SACKORO PPM
coi SAMPLE MITC* HEAOINO/SCALE
C0| SAMPLE HdCENT
cot SACKORO MCTER PEAOIM»/SCALE
COf SACKORO PERCENT
MO* SAMPLE MCTC« OEAOtMO/SCtlt
MOi SAMPLE PPM
MOI tAcxMo Mfffi REAOINQ/ICALE
M0« SACKSRO PPM
MC CONCENTRATION PPM
CO CONCENTRATION PPM
COf CONCENTRATION PCT
NOf CONCENTRATION MM
sot eoct MIRATION
MC MASS (OR AMI I
CO MAM (9KMS1
C0| MAfl IMAMf)
NOI MASS (ORAMf)
SOI MA|S (ORANI)
m
i.'/i
17
M.»/«
fbb
*!/•
0
IJ.O/I
.0?
tO. 9/1
19,9
f'l
«•*
i.ti
H.»
0.0
lO.lfc
M.H
HOI. SI
«.S>
0,00
MC ORAMB/KILOM1TRE
co
cor
MOK
•Of 9«AMB/KILO«
-------
UNIT MO, bOQl
VEHICLE MODEL
DRY BULB TE*P.
flCL. HUMJOITV
EXHAUST EMISSIONS
TABLE
TEST NO, i
KH-SOO CATtLEAN+P.L.
21."» OEG. C
83 PCT.
DATE
ENGINE
VEHICLE EMISSION RESULTS
H7S LIGHT DUTY EMISSIONS TEST
MFGR. CODE
.52 LITHE 3 CURB «T.
.0
0 KG
YR,
0 KG
BLOWER RIF', PRESS.. G2, »87.| MM, «?0
BAG RESULTS
BAG NO.
HtOWES REVOLUTIONS
11 Wk»|
HC
HC
HC
HC
CO
CO
CO
CO
C02
COS
cos
C02
NOX
NOX
NOX
NOX
502
SOS
soe
302
MC
CO
CO?
NOX
902
HC
CO
CO?
NOX
S02
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGRO METER READING/SCALE
8ACKGRO PPM
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGRD METER READING/SCALE
BACKGRO *»P«
SAMPLE METER READING/SCALE
SAMPLE PERCENT
BACKORD WETER READING/SCALE
BACKGRD PERCENT
SAMPLE METER READINO/SCALE
SAMPLE PPM
BACKGRO METER RE*OIW FUEL WEIGHT *
MET BULB TEMP ?2.2 BEG. C
ASS, HUMIDITY lb.3 6RAMS/KG
OYNO ROLL CONSTANT
BLOWER INLET PBfSS., Ql Hb2.3 MM, *eo
SLOWER INLET T£Mp, «3 DEC. C
107H3
3ROO
31,1/3
311
,3/»
30
777
.?/*
i
31,b/3
.5?
3,»/3
.05
1.1/8
1.1
0.0
•o.o/*
0.0
7*7
0.0
12. H
bS.ll
.OR
a, on
OS,?/*
.1/3
a
H.b
.b
-O.O/*
0.0
•P.BX*
n.o
H.O
683. 80
.n
-------
*»
in
TABLE EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER bOO
DATE S/Ib/77 TIME -0 HRS.
MODEL Il7b KAWASAKI KHSOO FET C*T»L£AN +P.L.
DRIVE* KN TEST WT. 0 KG.
NET BULB TEMP It c DRY BULB TEMP 8b C
SPEC. HUM. J1.8 GRAM/KG BARO. 710.7 MM HC.
TEST NO. t
ENGINE .5 LlTRf 1
GVN 0 KG
REL. HUM. b7.8 PCT
MEASURED FUEL o.oo KG
RUN DURATION
RLOHER INLET PRESS!
BLOWER OIF'. PRESS.
BLOWIR INLET TEMP,
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
BLONER CU. CM /REV'.
18.77 MINUTES
157.8 MM. H80
188. b MM H80
13
1151
U.S5
DEO. C
KILOMETRES
80^5
BAG RESULTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRD P?M
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
co BACKGRD METER READING/SCALE
CO BACKGRD PPM
coj SAMPLE METER READING/SCALE
COt SAMPLE PERCENT
cog BACKGRD METER READING/SCALE
COg BACKGRD PERCENT
NOJC SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRO PPM
HC CONCENTRATION PPM
CO' CONCENTRATION PPM
COJ CONCENTRATION PCT
N0« CONCENTRATION PPM
SOJ COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
CO? MASS (GRAMS)
NOX MASS (GRAMS)
SO! MASS (GRAMS)
HC GRAMS/KILOMETRE .»?
CO GRAMS/KILOMETRE .11
COg GRAMS/KILOMETRE 61,81
NOX GRAMS/KILOMETRE .IS
808 GRAMS/KILOMETRE 0.00
NC GRAMS/KG OF FUEL jt.oo
co GRAMS/KG OF FUEL 13,1
coa GRAMS/KG OF FUEL aobs
NOX GRAMS/KG OF FUEL S.OZ
302 GRAMS/KG OF FUEL 0.00
81.7/S
217
1.5/3
15
IB, O/*
,b/*
1
70,2/3
1.Z7
3,3/3
.OS
17.1/B
I'.l
.8/8
.8
?D3
1.82
lb,7
0.0
7.7b
lb.15
1187.85
8,13
0.00
HC GRAMS/MIN
CO GRAMS/MIN
cos GRAMS/MIN
NOX GRAMS/WIN
802 GRAMS/MIN
1.3
CARBON BALANCE FUEL ECONOMY
0.00
85.05 KILOMETRES/LITRE
-------
UNIT NO. bOO
VEHICLE MODEL
BAROMETER 7*0.'
DRY BULB TEMP.
REL. HUMIDITY
TABLE
TEST NO. 3
KH-SOQ CATtP.L. 30
.JL/»
ID
67.1/3
JH-H8
.1/3
.bi
3.3/3
.as
l.t/2
A.»
.7/2
.7
0.0
-o.ox*
0.0
IfrSl
?37b
.57
.B
a. a
•H.17
121.85
»S8.73
.Ob
0.00
?13.07
*,ob GRAMS/KILOMETRE
?».BO GRAMS/KILOMETHE
89.70 GRANS/KILOMETflE
.01 GRAMS/KILOMETRE
0.00 GRAMS/KILOMETRE
12.11. KILOMETRE
BLOWER INLET PRESS., 61 »h?.» MM. USD
BLOWER INLET TEMP. *3 BEG. C
107S?
ia
71.S/3
1883
.05
.1/2
.1
.k/S
.fa
-o.o/*
0.0
-o.o/*
0.0
.3
0.0
18.71
151. H2
5*1.5*
.OS
0.00
?*8.18
FUEL ECONOMY BY CARBON BALANCE = lfc.7 KILOMETRE/LITRE
TOTAL CARBON EXHAUST tBS.fcO GBAH3
ESTIMATED FUEL WEIGHT s .79KG.
3»77
11.1/3
111
bO.8/3
.1/3
?
»0.3/3
.b8
3.5/3
.05
.8/?
.8
.b/3
.fa
-0.0/»
0.0
-O.O/*
0.0
3Db3
.t>3
.2
0.0
?B.37
155.11
507.2*
.02
0.00
?2
-------
TAB! F
FXH»i)ST
VF.HICLF
FRIV1 STNGLF HAP SAM"|.E
hPO
«,/|7/77 TJMt -H H»S.
MODEL I17K KAWASAKI KH-5nt| FET CAT+P.L.
DRIVE" KN TEST *T. 0 KG.
WET BMI.H TFMP pn r n«y RULB TFHP ?h c
ROFC. Hllfl. l?.M GRAM/KG RAHO. 7'H.? MM HG.
PIM
OIF.
BL:">"(FR
TFMP.
ntSTANCE TRAVFLFO
BI.OMFR RFVOLHTIOMS
nt'">WFP C". C" /REV.
IP.7F. MINIITF3
»m».a MM. H
tqj.s MM t«
43 OFR. C
18»«;
lh.3h
"»»7
R070
TFST NO. a
KHPTME .•? I tTRF 3
GVW ft KT,
RFl.. HUH. t;7.n PCT
MEASIIRFO FUFI n.nn KG
P>A<; RESULTS
HC SA^PI.F METFR
Hf SAHPI.F PPM
HC ^ACKRRO MF.TER UFADING/SCALF
HC 3ACKRHO PPM
C-"» SAMPLF. MFTFH BF AnI^4R/SCALE
n SAHPI.F PPM
MFTER BFAOINS/SCALF
PPM
n? SAM"I,F HETFR RFAOING/3CAI.F.
CD? ?AMf|.E PFRCEMT
r.n? TACKi^O MF.TFR RFADIMG/SCALE
CO? AACKRPI) PERCENT
MIX SAMPLE HFTFR Up AOlNG/Sf.ALF
MIX SAMPI.E PPM
'40X RACKET) MFTFH «F AOT NG/SC ALF
MOX RACKGRO PPM
HC CONCENTRATION "PM
CO CfNCENTKATION PPM
Cn? CntJCI-NTRATTOM PCT
NOX C1NCF,NTWATION PPM
so? C.OCFMTRATION PPM
Mr MASS (GPAMSl
r.«i MASS (nwAMS)
CT MASS CRpAMS)
3.1*
.no
n.oo
ROAMS/KILOMETRE
HC
rn
en? •;RAMI;/KILOMFTRF
NHV
HC R
TO p
rn? .^I
NOV C
SO? ^
in
bO.1/3
i.n«
•t.(./3
.07
.•»/?
.q
.s/?
.s
S03H
1.02
.?
0.0
51.40
n.OO
OF FIIFL
OF FUEL
OF FIIFL
OF FIIFL
OF FtlFL
n.nn
HC G^AHS/MIN
CO niJAMS/MlN
CO? RRAHS/MTM
NOX GOAMS/MTN
SO? f.'MMS/MIN
CAPHlIM <"IFTUf.;
-------
UNIT NO. bOO
VEHICLE MODEL
TABLE
TEST NO. f
KH-SOO CAT+P.L.
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER bOO
DATE b/80/77 TIME -0 MRS.
MODEL H7b KAWASAKI KH-SOO FET CAT+P.L. (NGK)
DRIVER KN TEST NT. n KG.
MET BULB TEMP 81 C DRV BULB TEMP it C
SPEC. HUM. 12.7 GRAM/KG BARD. 711.» MM HC.
TEST NO. 4
ENGINE .5 LITRE 3
GVN 0 KG
REL. HUM. St.7 PCT
MEASURED FUEL 0.00 KG
RUN DURATION
BLOWER INLET PRESS.
BLOWER DIF. PRESS.
BLOWER INLET TEMP.
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOHER REVOLUTIONS
BLONER CD. CM /REV.
15.77 MINUTES
157. e
»88. b
+3
SB* 7
lb.37
KM. H80
MM HSO
DEC. C
KILOMETRES
BOHfc
BAG RESULTS
HC SAMPLE HETER READING/SCALE
HC SAMPLE PPM
HC BACKGRO HETER READING/SCALE
HC BACKGRO PPM
CO SAMPLE HETER READING/SCALE
CO SAMPLE PPH
CO BACKGRD METER READING/SCALE
CO BACKGRO PPH
COg SAMPLE METER READING/SCALE
C08 SAMPLE PERCENT
C02 BACKGRO METER READING/SCALE
C08 BACKGRO PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX RACKGRO PPH
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C08 CONCENTRATION PCT
NOX CONCENTRATION PPH
302 COCENTRATION PPM
HC HASS (GRAMS)
CO HASS (GRAMS)
COS MASS (GRAMS)
NOX HASS (GRAMS)
808 HASS (GRAMS)
HC GRAMS/KILOMETRE 8.b»
co GRAMS/KILOMETRE st.ai
CO? GRAMS/KILOMETRE bl.17
NOX GRAMS/KILOMETRE .01
302 GRAMS/KILOMETRE 0.00
HC GRAMS/KG OF FUEL 77.78
CO GRAMS/KG OF FUEL 713.3
C02 GRAMS/KG OF FUEL 1802
NOX GRAMS/KG OF FUEL .lb
S02 GRAMS/KG OF FUEL 0.00
1140
.!/»
10
Bb.5/2
5328
.8/2
D
50.2/3
.87
3.f>/3
.Ob
l.S/2
1.8
,b/8
.b
1131
5138
.88
.7
O.U
loni.ib
.OR
0.00
HC GRAMS/MIN
CO GRAM3/HIN
CO? GRAM3/HIN
NOX GRAMS/ttIN
so? GRAMS/MIN
CARBON BALANCE FUEL ECONOMY
3.38
31. 0
78
.01
0.00
81.bS KILOMETRES/LITRE
-------
in
O
UNIT NO. bOO
VEHICLE MODEL
TABLE
TEST NO. 3
KH-500 CAT+PLtLN (NGK)
VEHICLE EMISSION RESULTS
1S7S LIGHT DUTY EMISSIONS TEST
DATE b/?l/77 MFGR. CODE
ENGINE .51 LITRE 3 CURB MT.
-n
n KG
YR.
GVH
lS7b
0 KG
BAROMETER 711.H3 MM OF HG.
DRY BUtB TEMP. 8b.7 D6G. C
REL. HUMIDITY 5» PCT.
EXHAUST EMISSIONS
BLOWER OIF. PRESS., GS. *8?.b MM. H20
BAG RESULTS
RAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE
HC SAMPLE
HC
HC
CO
CO
CO
CO
co?
METER READING/SCALE
PPM
BACKGRD METER READING/SCALE
RACKGRD PPM
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGRD METER READING/SCALE
BACKGRD PPM
SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT
CO? BACKGRD METER READING/SCALE
CO? BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPH
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
302 SAMPLE METER READING/SCALE
SOS SAMPLE PPM
SOS BACKGRD METER READING/SCALE
803 BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? CONCENTRATION PPM
HC MASS GRAHS
CO MASS GRAMS
CO? MASS GRAMS
NOX MASS GRAMS
SO? MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS COS
WEIGHTED MASS NOX
WEIGHTED MASS SO?
ACTUAL DISTANCE
1
b30?
3310
12.0/3
180
a. 3/3
23
3?.b/3
523
.1/3
.71
3.5/3
.05
.7/2
.7
-O.O/*
0.0
-O.O/*
H.O
891
sot
.bl
a. 7
o.o
32. 81
25.83
5Sb.38
.?*
0.00
18?. bb
?.?3 GRAMS/KILOMETRE
l.bO GRAMS/KILOMETRE
Sb.81 GRAMS/KILOMETRE
.01 GRAMS/KILOMETRE
0.00 GRAMS/KILOMETRE
11.83 KILOMETRE
WET BULB TEMP ?D.O DEC. C
AB3. HUMIDITY ie.1 GRAMS/KG
DYNO ROLL CONSTANT 1b7.q7
BLOWER INLET PRESS.,
BLOWER INLET TEMP.
Gl »S7.? Mtt. H?0
»3 OEG. C
10731
3711
30.1/3
3U1
tO. 0/3
<1b3
.1/3
?
30.3/3
.50
•».l/3
.Ob
.?/?
.7
-O.O/*
0.0
-o.n/*
o.o
135
.»t
-.1
0.0
11. b?
81. bt
bOB.13
-.01
0.00
511.03
3
b?H7
3H53
37.1/3
371
8.5/3
as
31.H/3
?>•?
.1/3
?
fl.S/3
.71
3.8/3
.Ob
1.7/2
1.7
.b/a
.b
-O.O/*
0.0
-O.O/*
0.0
3*8
717
.b5
1.1
0.0
8.7»
3b.11
5??.??
.10
0.00
lbS.71
FUEL ECONOMY BY CARBON BALANCE = 11.8 KILOMETRE/LITRE
TOTAL CARBON EXHAUST 559.HO GRAMS
ESTIMATED FUEL WEIGHT = .bSKG.
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER bOO
D
H
Ul
DATE b/Zl/77 TIME -0 HRS.
MODEL l
-------
UNIT NO. bOO
VEHICLE MODEL
TABLE
TEST NO. »
KH-500 CAT+PLtLN (NGK)
D
to
BAROMETER 7»2.15 MM OF H6.
DRY BULB TEMP. ?s.b DEC. C
REL. HUMIDITY 57 PCT.
EXHAUST EMISSIONS
BLOWER DIF. PRESS., Hi, »80.1 MM.
BAG RESULTS
VEHICLE EMISSION RESULTS
1175 LIGHT DUTY EMISSIONS TEST
DATE b/??/77 MFGR. CODE -0
ENGINE .51 LITRE 3 CURB WT. 0 KG
WET BULB TEMP 19.<» DEC. C
AB3. HUMIDITY 11.8 GRAMS/KG
OYNO ROLL CONSTANT 9b7.17
YR.
GVM
117b
D KG
H20
t»m» MU.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
CO? SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT
CO? BACKGRD METER READING/SCALE
CO? BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
30? SAMPLE METER READING/SCALE
SO? SAMPLE PPM
SO? BACKGRD METER READING/SCALE
SO? BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
CO? MASS GRAMS
NOX MASS GRAMS
SOS MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC ?.»? CRAMS/KILOMETRE
WEIGHTED MASS CO 9.7? CRAMS/KILOMETRE
WEIGHTED MASS CO? 108. ?5 GRAMS/KILOMETRE
WEIGHTED MASS NOX .03 GRAMS/KILOMETRE
WEIGHTED MASS SO? 0.00 GRAMS/KILOMETRE
1
(.259
31?fa
15.5/3
155
1.5/3
IS
97. 3/*
511
.?/*
J
50.3/3
.87
3.»/3
.05
».»/?
».»
,S/?
.5
-O.O/*
0.0
-O.O/*
0.0
i»i
•H3
.82
3.1
0.0
23.81
25.17
bbS.VO
.3»
0.00
313,01
ACTUAL DISTANCE
11.93 KILOMETRE
BLOWER INLET PRESS., 61 »»1.fa MM. H?0
BLOWER INLET TEMP. »3 DEC. C
3731
3?.8/3
3?8
1.8/3
18
.5/*
1
3?.3/3
3.?/3
.US
.7
.*/?
-o!o/*
0.0
-O.O/*
0.0
311
1003
.3
0.0
13.51
88.0?
fa?1.3
-------
TABLE EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER ban
Ul
DATE b/22/77 TIME -0 MRS.
MODEL 117b KAWASAKI KH-500 FET CAT+PL+LN
-------
UNIT NO. bOO
VEHICLE MODEL
TABLE
TEST NO. 1
KHSOfl CAT+LNtAIR +PL (NGK)
BAROMETER 713.tb MM OF HG.
DRY BULB TEMP. ?».1 OEG. C
REL. HUMIDITY b3 PCT.
EXHAUST EMISSIONS
Ul
BLOHER OIF. PRESS., 62, HS2.8 MM. H20
BAG RESULTS
BAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRO METER READING/SCALE
CO BACKGRO PPM
C02 SAMPLE METER READING/SCALE
COS SAMPLE PERCENT
COB BACKGRO METER READING/SCALE
C02 BACKGRO PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
S02 SAMPLE METER READING/SCALE
SOB SAMPLE PPM
S02 BACKGRO METER READING/SCALE
S02 BACKGRO PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
302 CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
CO? MASS GRAMS
NOX MASS GRAMS
302 MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC 1.07 GRAMS/KILOMETRE
WEIGHTED MASS CO 1.35 GHAMS/KILOMETSE
WEIGHTED MASS COS 120.38 GRAMS/KILOMETftE
WEIGHTED MASS NOX .05 GRAMS/KILOMETRE
WEIGHTED MASS SOB 0.00 GRAMS/KILOMETRE
1
b271
3»b1
13.1/3
131
S.8/3
28
Sb.b/*
ts»
.I/*
1
51.1/3
.81
3.7/3
.fib
b.3/a
b.3
.1/8
.1
-o.n/*
0.0
-O.O/*
0.0
113
in
.8»
5.5
n.o
33. OS
b.Ob
b73.7S
.H8
0.00
20b.4b
VEHICLE EMISSION RESULTS
1175 LIGHT DUTY EMISSIONS TEST
DATE k/21/77 HFGR. CODE -0 YR.
ENGINE .51 LITRE 3 CURB HT. 0 KG GVM
WET 8UL8 TEMP 11.1 OEG. C
ABS. HUMIDITY 12.3 GHAMS/KG
OYNO ROLL CONSTANT 1H7.17
BLOWER INLET PRESS., SI Hbl.1 MM. HSO
BLOWER INLET TEMP. "»3 DEC. C
117fa
0 KG
ACTUAL DISTANCE
12.08 KILOMETRE
10755
37B8
51..8/B
bll
2.7/3
27
58.3/*
128
.B/*
1
37.1/3
.b»
3.7/3
.Ob
1.8/2
1.8
.8/2
.8
-O.O/*
0.0
-O.O/*
0.0
3f
123
.58
l.U
o.n
1.18
10.73
807.57
.!(>
0.00
22b.ee
3
b277
3»83
12.0/3
ISO
1.3/3
13
SO. b/*
101
.I/*
2
»7.8/3
.82
3.»/3
.05
.b/2
.b
-O.O/*
0.0
-O.O/*
0.0
ins
10H
.78
».3
0.0
2.78
5.21
b25.3b
.38
0.00
175.30
FUEL ECONOMY BY CARBON BALANCE = 18.•> KILOMETRE/LITRE
TOTAL CARBON EXHAUST' bOB.Ot GRAMS
ESTIMATED FUEL HEIGHT s .70KG.
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER SOO
a
H
in
in
DATE b/2*/77 TIME -0 HRS. TEST NO. 1
MODEL H7I. KAHASAKI KH-500 FET CAT+LN+AIR+PL CNGM ENGINE .5 LITRE 3
DRIVER KN TEST WT. 0 KG. GV* 0 KG
WET BULB TEMP 20 C DRY BULB TEMP 27 C REL. HUM. 5».i PCT
SPEC. HUM. 12.1 GRAM/KG BARO, 7t2.7 MM HG. MEASURED FUEL 0.00 KG
12.7b MINUTES
<«s». ?
HS7.2
»3
IBS?
lb.38
MM. H20
MM H20
DEG. C
KILOMETRES
RUN DURATION
BLOWER INLET PRESS.
BLOWER DIF. PRESS.
BLOWER INLET TEMP.
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
BLOWER CU. CM /REV. §131
BAG RESULTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRO PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
C02 SAMPLE METER READING/SCALE
COS SAMPLE PERCENT
COS BACKGRD METER READING/SCALE
C03 BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX 8ACKGRD METER READING/SCALE
NOX BACKGRO PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
Coa CONCENTRATION PCT
NOX CONCENTRATION PPM
S02 COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
C02 MASS (GRAMS}
NOX MASS (GRAMS)
302 MASS (GRAMS)
HC GRAMS/KILOMETRE .if
CO GRAMS/KILOMETRE .2b
COS GRAMS/KILOMETRE 91.71
NOX GRAMS/KILOMETRE .10
SOa GRAMS/KILOMETRE H.OO
HC GRAMS/KG OF FUEL 1.08
CO GRAMS/KG OF FUEL 8.B
COg GRAMS/KG OF FUEL 3JZ7
NOX GRAMS/KG OF FUEL 3.*/*
0
70.S/3
i.aa
H.l/3
.Ob
13.0/2
13.0
.7/2
.7
113
5H
1.23
12.H
U.O
».3b
t.21
1502.b?
l.bS
0.00
HC GRAMS/MIN
CO GRAMS/MIN
COl GRAMS/MIN
NOX GRAMS/MIN
802 GRAMS/MIN
CARBON BALANCE FUEL ECONOMY
.3
lie
.13
o.on
25.05
KILOMETRES/Lim
-------
o
UNIT NO. bOO
VEHICLE MODEL
TABLE
TEST NO. 8
KH5DD CATtLN*AIR + PL (NGK)
VEHICLE EMISSION RESULTS
1175 LIGHT DUTY EMISSIONS TEST
DATE b/25/77 HFSK, CODE
ENGINE .51 LITRE 3 CURB HT.
-0
a KG
VR.
GVM
KG
BAROMETER 71a,15 HH OF HG.
DRY BULB TEMP. 35.0 PEC. C
REL. HUMIDITV Sb PCT.
SB, »B7.7 MM. H20
EXHAUST EMISSIONS
BLOWER OIF. PRESS.,
BAG RESULTS
RAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPH
HC 8ACKGHD METER READING/SCALE
HC BACKGRD PPM
CO SAMPLE METER REAOING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
COa SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT
CO* BACKGRD METER READING/SCALE
C02 BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX 8ACKGRD METER READING/SCALE
NOX BACKGRD PPM
SO? SAMPLE METER READING/SCALE
SO? SAMPLE PPM
308 BACKGRD METER READING/SCALE
30? BACKGRD PPM
HC CONCENTRATION PPM
co CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
CO* MASS GRAHS
NOX HASS GRAMS
302 MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED HASS coa
WEIGHTED MASS NOX
WEIGHTED HASS SOB
ACTUAL DISTANCE
33.0/Z
fc.O
. b/S
.b
-O.O/*
0.0
-O.O/*
0.0
110
.79
s.»
0.0
85.82
S.bO
bHO.58
,V7
0.00
1SS.58
!.?•» GRAMS/KILOMETRE
l.faZ GRAHS/KILOMETRE
llb.tl GRAHS/KILOMETRE
.05 GRAMS/KILOMETRE
o.oo GRAMS/KILOMETRE
11.IS KILOMETRE
FUEL ECONOMY BY CARBON BALANCE
TOTAL CARBON EXHAUST
ESTIMATED FUEL WEIGHT s ,b?KG.
11.1 KILOMETRE/LITRE
583.15 GRAHS
WET BULB TEMP ia.1 DEC. C
ABS, HUMIDITY 11.3 GRAMS/KG
OYNO ROLL CONSTANT 9b7.q?
BLOWER INLET PRESS.,
BLOWER INLET
Gl »57.3 HH. HaO
43 OEG. C
1D7SS
3765
bfa.8/2
10
70. 2/*
».0/3
.Ob
i.7/e
1.7
.s/?
.5
-O.O/*
0.0
-d.n/*
n.o
S7
15H
.57
l.S
0.0
a. na
13. SB
7^0.05
.18
o.no
253.55
17.0/2
17
15.1/2
Ib
5b.7/*
121
.a/*
I)
1^.7/3
.77
f .0/3
.Ob
f ,1/S
H.I
.t/s
.*
-O.O/*
n.o
-o.o/*
o.o
S3
120
.71
3.7
0.0
9.117
b.ll
570.18
.32
0.00
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER bflO
Ul
DATE b/SS/77 TIME -0 HRS. TEST NO. ?
MODEL H7b KAWASAKI KH-500 FET CATtLNtAIR+PL (NGK) ENGINE .5 LITHE 3
DRIVER KM TEST MT. U KG. GVN 0 KG
MET BULB TEMP It C DRY BULB TEMP 87 C REL. HUM. SU.8 PCT
.SPEC. HUM. 11.3 GRAM/KG 8ARO. 7»S.7 MM HG. MEASURED FUEL 0.00 KG
RUN DURATION
BLOHER INLET PRESS.
BLOHER DIF. PRESS.
BLOHER INLET TEMP.
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOHER REVOLUTIONS
BLOHER CD. CM /REV.
12. 7b MINUTES
MM. H20
MM H80
OtS. C
lb.3S KILOMETRES
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Kawasaki KE-175
Date
3/8/77
Sequence KES-1 Stock Baseline
Condition
Speed,
mi/hr
Idle
20
30
40
50 _,
Idle
Notes:
Gear
N
2
4
5
5
N
Engine
rpm
2000
! 5500
4400
4800
6000
2100
Load
-
0.42
1.00
1.83
2.96
-
Concentrations
CO,
%
4.61
6.15
6.03
8.33
10.58
5.29
C02,
%
5.22
8.30
8.95
8.07
5.85
5.19
02*
%
9.3
4.0
3.2
2.8
3.8
8.4
NO,
ppm
17
16
25
39
26
20
FID HC,
ppm C
100,000
40,000
22,800
30,800
49,600
100,000
. __
.
^ ,_T
Setting - as received ^__
Max. head temp @ 50 mph = 210°C " '"
Max. exhaust gas temp @ station #1 = 620 °C
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Kawasaki KE-175
Date
3/9/77
Sequence
KES-2
Stock Baseline
Conditon
Speed,
mi/hr
Idle
. 20
30
40
50
Idle
Notes:
Gear
14
2
4
5
5
N
Engine
rpm
1300
5400
4350
4750
5900
1350
Load
-
0.49
1.04
1.90
3.11
-
Cone entr ations
CO,
%
4.56
5. 56
5.92
8.09
10.10
4.82
co2,
%
4.52
8.26
9.08
8.11
9.59
4.39
o2.
%
10. e
4.E
3.3
2.9
2.8
9.8
NO,
ppm
14
L_ 15
21
35
30
18
FID HC,
ppm C
131,000
52,000
35,200
34,600
52,400
144,000
Conducted after idle speed adjustment ' _
No temp, data taken • __
D-158
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Kawasaki KE-175
Date 3/26/77
Sequence KES-3, stock Rotary Valve Advanced 26C
Condition
Speed,
mi/hr
Idle
20
30
40
50
Idle
Gear
N
2
4
5
5
N
Engine
rpm
1100
5400
4350
4700
5900
1200
Load
_
0.40
0.99
1.82
2.91
_
Concentrations
CO,
%
3.54
5.43
5.85
7.52
11.18
3.91
C02,
%
3.68
7.37
8.49
8.30
5.81
2.98
02,
%
12.3
6.4
4.7
3.4
3.6
11.6
NO,
ppm
12
17
19
36
20
18
FID HC,
ppm C
86/400
45,600
31,200
26,000
43,400
94,700
Notes: Carburetor adjustment - as received - no insulation applied
Max. head temp. @ 50 mph appro:c. 205°C _
J&haust gas temp 3 station #l','~40 mph * 595"C, 50 mph
"
b45°C
"Exhaust gas temp @ station #2, 40 mph -v 550°C, 50 mph * 650°C
Higher temp at Station #2 implies reaction occurring in exhaust pipe
W.O.T. accel time 0-100 kph =26.2 sec
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Kawasaki KE-175
Date 3/28/77
Sequence KES-4, Stock Rotary Valve Retarded 26'
Conditon
Speed,
mi/hr
Idle
• 20
30
40
50
Idle
Notes:
Gear
N
2
4
.5
C
N
Carbu
Engine
1150
5300
4200
4700
5900
1150
. • -
re tor ad
Load
0.44
1.00
1.81
3.01
—
„
Concentrations
CO,
4.28
5.56
6.30
8.55
11.78
4.65
coz,
4.52
8.20
8.74
7.92
5.41
4.64
"%''
10.9
5.5
3.7
2.9
3.5
9.7
NO,
ppm
16
17
22
rn
15
15
FID HC,
ppm C
108,000
53,600
36,000
31,600
48,000
111,000
-iiistment - as received - no insulation applied
Max. head temp. @ 50 mph approx. 185 °C
Exhaust eras temp @ station #1, 40 mph ~ 595°C, 50 mph ^ 640°C
Higher temp at station #2 implies reaction occurring in exhaust pipe
W.O.T. accel time 0-100 kph 21.4 sec
D-159
-------
Date 4/01/77
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Kawasaki KE-175
Sequence KES-5 20° reduction of cut angle
Condition
Speed,
mi/hr
Idle
20
30
40
50
Idle
Notes:
Gear
N
2
4
5
5
N
Engine
rpm
1000
5300
4250-
4700
5900
1000
Load
0.44
0.97
1.81
2. 98
Concentrations
CO,
%
2. 92
4. 56
6. 15
8.83
11.12
3.21
C02,
%
3.68
7.83
7.78
6.50
5. 30
3.55
02.
%
L3.4
6.4
4.8
4.2
3.9
12. 3
NO,
ppm
10.
18.
19.
15.
14.
11.
FID HC,
ppm C
74,800
38,000
33,200
37, 200
47, 900
84,800
cut angle reduced by 40 mph =600°^
WOT accel time 0-100 kph = 18.2 sec
shift at 7000 rpm
WOT accel time 0-100 kph = 18.0 sec
shift at 7500 rpm D-160
intake - open, stock
- closes, earlier
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Kawasaki KE-175
Date 5/5/77
Sequence
KES-7 Return - Stock Valve
Condition
Speed,
mi/hr
Idle J
20
30
40
50
Idle
Notes:
Gear
N
2
4
5
5
N
Engine
rpm
1050
5400
4200
4300
6000
1100
1
Load
0.50
1.01
1.82
3.00
Concentrations
CO,
%
4.22
5.63
C02,
%
4.68
7.77
6.22^ 8.49
8.6Q 7.74
10.64J 6.25
4.22
5.07
02>
%
10.5
5.3
4.0
3.2
3.3
9.6
NO,
ppm
14.
20.
22.
19.
18.
17.
FID HC,
ppm C
124,000
52,000
42,000
38,800
47,200
117,000
Stock Rotary Valve - new spark plugs
Max. head temp, at 50 mph approx. 210°C
Max. gas temp, at 50 mph, station #2, 660°C; station #1 610°C .
WOT accel. time 0
accel. time 0 - 100 Jcph =19.2 sec; shift at 7000 rpm
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Kawasaki KE-175
Date 5/11/77
Sequence KES-8
Lean
Conditon
Speed,
mi/hr j
Idle
20
30
40
50
Idle
Notes:
Gear
N
2
3
5
5
N
Stoc
Engine
rpm ]
1050
5200 I
4250
4700
5900
1050
Load
____
0.41
0.97
1.79
2.83
— *.— —
Concentrations
CO,
%
3.08
1.38
0.50
0.10
1.46
3.53
C02,
%
6.17
11.79
12.42
11.95
12.26
5.98
°2'
%
9.3
3.8
3.6
4,6
3.4
9.3
NO,
ppm
14,
25,
31.
172.
570.
17.
FID HC,
jppm C
94,400
25,200
21,600
19,000
18,800
98,400
,k rr^flrv vaiTO - jet needle clip position changed trom j to i
Pnioi- >,Hr screw changed from 1-1/4 turn out to i turn out
Max. head temp. 225°C at 50 mph
Max. gas temp;
WOT accel. time 0 - 100 kph =17.0 sec; shift at 7500 rpm
WOT accel. time 0 - 100 kph =18.7 sec; shift at 7000 rpm
D-161
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Kawasaki KE-175
Date 6/9/77
Sequence
KES-9
Condition
Speed,
mi/hr
Idle
20
30
40
50
Idle
Notes:
Gear
N
2
4
5
5
N
Engine
rpm
1100
5400
4300
4700
5900
1250
Load
_.
0.47
1.00
1.81
2.77
____
Concentrations
CO,
%
2.00
1.18
0.62
1.38
12.16H
2.79
C02,
%
13.91
15.15
15.23
14.73
8.88
14.46
02.
%
1.2
0.1
0.2
1.3
0.0
0.8
NO,
ppm
0.9
0.6
0.3
725.
1.6
1.5
FID HC,
ppm C
13,280
4,080
2,400
184
7,320
8,240
Head
Temp.
°C
75
150
220
190
120
Back Pressure
in H20
0.8 __
6.6 _
7.6
18.6 __
36.0+ .
o.«
Stock rotary valve, lean carburetor, 2 cat. in series (J
50 mph steady-state was actually 49 mph with W.O.T. _
Max, catalyst exit temp. 920°C (1st cat.), 840°C (2nd cat) at 50 mph max. speed
W.O.T. accei - not taicen~~ ~~~— "
1 FTP conducted - FET not conducted because of performance limitation
2nd catalyst removed to reduce back-pressure-preliminary runs could not be carried
out because of 1st catalyst exit temp, exceeded 950°C; 1st cat removed - 1-1/2" of
substrate removed.
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Kawasaki KE-175
Date 6/27/77
Sequence KES-10
Conditon
Speed,
mi/hr
Idle
20
30
40
Gear
N
2
4
5
Engine
rpm
1000
5400
4300
4700
Load
0.43
0.98
1.80
Concentrations
CO,
2.16
1.43
1.49
0.06
C02,
10.77
13.62
13.78
14.13
^^ P >
Cft.
4.4
1.0
0.5
0.8
NO,
ppm
0.5
4.7
—
700.
FID HC,
ppm C
11,000
6,400
7,200
840
Head
Temp.
°C
80
165
185
260
Back Pressure
in H2O
0.6
5.0 .
6.0 __
14.0 .
shut down because of J^v
head temp, at 40 mph ,
^
Notes: Stock rotary valve, lean carburetor, 2 cat, in series - 1st cat, substrate^
reduced 1-1/2"
\7alues based on 0 aj.r injection - air injection between catalyst caused misfiring^
at 20 mph'~"
Max. catalyst exit temp. 670°C (1st cat), 660°C (2nd cat) at 40 mph
D-162
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Kawasaki KE-175
Date 6/29/77
Sequence KES-11
Condition
Speed,
mi/hr
Idle
20
30
40
50
Idle
Notes:
Gear
N
2
4
5
5
N
Engine
rpm
1050
5300
4300
4700
5900
1100
Load
0.41
1.00
1.80
2.87
Concentrations
CO,
%
2.90
1.24
0.88
0.03
5.92
2.39
C02,
%
12.30
14.40
14.46
13.68
10.88
13.09
QZ.
%
2.1
0.4
0.5
2.2
1.0
1.8
NO,
ppm
2.4
9.0
15.
560.
85.
2.2
FID HC,
ppm C
18,800
9,040
5,600
5,440
16,640
16,600
Back Pressure, in I^O
0.6
2.6
5.6
12.0
34.0
0.4
Carburetor set lean: clip position number 1 pilot airscrew 2 turns out
Modified catalyst No. PTX 314 (NGK)
Engine misses at 20 mph in 2nd gear, maximum speed 53.1 mph at 6100 rpm
Max. head temp, of 250°C reached at 40 mph
Max. catalyst exit temp. 900°C at 50 mph with 2.4 cfm air added in front of catalyst
Date 6/29/77
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Kawasaki KE-175
Sequence KES-12
Conditon
Speed,
mi/hr
Idle
20
30
40
50
Idle
Notes:
Gear
N
2
4
5
5
N
Engine
rpm
1000
5300
4350
4700
5900
1100
Load
1—
0.40
0.92
1.79
2.81
Cone entr ations
CO,
%
1.18
0.02
0.06
0.03
5.13
0.73
C02,
%
14.10
13.36
13.65
12.99
11.44
14.70
o*
%
1.1
3.0
2.3
3.7
1.0
0.8
NO,
ppm
2.5
25.
51.
495.
78.
2.7
FID HC,
ppm C
5.320
1,300
2,800
5,360
12,800
I 3,080
Air Injection Rates ,
Pump No. 0533, cfm
0.21
1.01
0.84
0.90
1.11
0.21
Conditions same as KES-11 but air injected oy pump
Max. head temp. 225°C at 50 mph
Max. cat. exit temp. 875°C at 50 mph
W.o.T. 0-80 kph acceleration time 23.1 sec.
D-163
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Kawasaki KE-175
Date 7/27/77
Sequence
KES-13
Condition
Speed,
mi/hr
idle
20
30
40
50
Idle
Notes:
Max. he
Gear
N
2
4
5
5
N
Engine
rpm
1100
5300
4350
4600
5900
1100
Load
—
0.46
1.00
1.83
2.95
CO,
%
0.08
0.03
0.05
0.02
4.12
0.09
Concentrations
C02,
%
12.65
11.72
12. 55
11.93
12.26
13.62
02.
%
4.1
5.5
4.3
5.5
L.3
2.9
NO,
ppm
11.
18.
34.
365.
105.
13.
FID HC,
ppm C
2,760
1,330
2,680
5,180
9,680
1,940
Temperature, °C
Enter
Cat.
250
300
340
420
570
300
Exit
Cat.
570
500
500
580
900
650
c^buretor'lean + modified catalyst + air iniection bv PUIHD No. 1033
Air
Inject.
cfm
n_3fi
1.64
1.40
1.38
1.62
0.37
at 1:1
ad temp 215°c at 50 mph —
W.O.T. accei time O-80 Jcph 22.7 sec : '
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE
Date
Sequence
Conditon
Speed,
mi/hr
Gear
Engine
rpm
Load
Concentrations
CO,
%
-
C02,
%
o*
%
NO,
ppm
FID HC,
ppm C
Notes:
D-164
-------
UNIT NO,
VEHICLE
inn
TEST HO. 1
KAMSAKI KF 175
TABLE VEHICLE EMISSION RESULTS
1175 LIGHT DUTY EMISSIONS TEST
HATE m/i?/7h MFGH. CODE
.13 LITRE I CURB r»T,
O
t->
en
Ul
:* 71-1. *• ? MM OF HG.
DRY HiJLB TF"P. 2I..1 DFG. C
BEL, HUMIDITY hO I>CT,
EXHAUST EMISSIONS
HLOWF.R OIF. PHFS3,, G?, 117.? MM, H?0
HAG RESULTS
H»»; no.
PlH.L
HC
HC
HC
HC
CD
CO
CO
en
CP2
CO?
cm
en?
MIX
IMOX
wnx
NflX
S02
Si?
so?
sue
HC
CO
CO?
»'OX
S02
HC
CO
CO?
NO*
SO?
CEIGHTFO MftPS HC
WFIGHTEO MASS CO
*fIRHTEO «ASS CO?
I-FIGHHO >'A3S N(1X
IT'fclGHTfi) 14SS Sl»?
ACTIJAI
7.11 GPAMs/KlLOMEIRt
S3.B1 GRAMS/KIl OMFTHE
35.bq GPAMS/KILOMETHI
.(I? UWAMS/KM OWETWE
11.no GRAMs/KiLOMETHf
11.1? KILOMKTRE
TOlftL
PY CABHQW BALANCE
EXMAtJSt
FUEL
K ILOMfc TRK/L ITPfc
*fT 8ULB TEMP ?.n.b DEC. C
AHS. HUMIDITY H.I GRAMS/KG
t)YWO ROLL CONSTANT Sh7.17
INLtt PRtSS.r Gl 121, <» MM, H20
373?
l8.s/^
issn
?.b/3
?b
52, 7/?
BLOWER INLET TEKP,
3
31H3
3153
33, 1/
uto, c
,31
1.1/3
.0?
1.1/2
1.1
n.n
-o.o/*
o.o
1,1
O.fJ
13. ?3
lea. ?b
2?1.?7
.01
0.00
111.1?
17,7/S
1
P7.7/3
.IS
.8/3
.01
3.P/2
?.e
1.0/2
1.0
-O.O/*
0.0
-n.n/*
.11
?.3
0,0
15.78
170.81
115,17
.11
o.nn
Ibb.lH
-------
o
a\
TABLE EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBEP 300
DATE in/13/7h TIME -0 HRS.
MODEL I'm KAWASAKI KE17S HlflAY CYCLE
DRIVER TJ TEST WT. 0 K5.
HET BuLB TEMP I* C DRV BULB TEMP if C
SPEC. HUM. 11.3 GRAM/KG BARO. 7H5.3 MM HG.
TEST NO. 1
ENGINE .8 LITRE 1
GVH 0 KG
REL. HUM. SO.8 PCT
MEASURED FUEL o.oo KG
RUN DURATION
BLOWER INLET PRESS.
BLOWER DIF. PRESS.
BLOWER INLET TEMP.
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
BLOitER CU. CM /REV.
MINUTES
MM. HgO
MM Hgo
DEC. C
lb.»7 KILOMETRES
12. 7b
»57.J
<*88.b
»3
eioi
BAG RESULTS
HC SAMPLE *"ETER READING/SCALE
HC SAMPLE PPM
HC 8ACKGRO METER. RE«OING/SCALE
HC BACKGRO PPM
co SAMPLE METER READING/SCALE
CO SAMPLE PPM
co BACKGRD METER READING/SCALE
CO 9ACKGRO PPM
CO? SAMPLE METC»
COj SAWPLE PERCENT
co; BACKGRD METER READING/SCALE
CO? 8ACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRO METER PEADING/SCALE
NOX BACKGRO PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
308 COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
CO; MASS (GPAM3)
NOX MASS (GRAMS)
so; MASS (GRAMS)
HC GRAMS/KILOMETRE b.25
CO GRAMS/KILOMETRE 33,75
CO? GRAMS/KILOMETRE 38.SD
NOX GRAM$/KILOMETPE .03
so? GRAMS/KILOMETRE o.oo
HC GRAMS/KG OF FUEL *8.1b
CO GRAMS/KG OF FUEL *1S.«
CO? GRAMS/KG OF FUEL <*78
NOX GRAMS/KG OF FUEL .«>b
308 GRAMS/KG OF FUEL o.oo
8710
3.1/3
31
b1.»/l
737*
.3/1
lb
21.7/3
.»*
3.V3
.Ob
4,5/8
»,5
.5/8
.5
7170
0.0
103.08
555. lb
535.27
.51
0.00
HC GRAMS/MIN
co GRAMS/MIN
coe GRAMS/MIN
NOX GRAMS/MIN
SOB GRAMS/MIN
CARBON BALANCE FUEL ECONOMY
18
.Of
o.on
88.10
KILOMETRES/LITRE
-------
UNIT MO. 300
VEHICLE MOOF.L
TEST NO. 2
KAWASAKI KE179
TABLE VEHICLE EMISSION RESULTS
1175 LIGHT DUTY EMISSIONS TEST
OATE 10/13/7& MFGR. CODE
ENGINE .18 LITRE 1 CURB MT.
• 0
0 KG
YR.
GVH
0 KG
BAROMETER 7t5.7» MM OF HG,
0»Y 8UL8 TEMB. 2t>.7 OEG. C
REU HUMIDITY bl PCT.
EXHAUST EMISSIONS
O
I
BLOwER OIF. PRESS,, GS. 138.1 MM. HBO
BAG RESULTS
BAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPIE METER READING/SCALE
HC SAMPLE PPM
HC 9ACKGRD METER READING/SCALE
HC HACKGSD PPM
co SAMPLE METER READING/SCALE
CO SAMPLE PPM
co P.ACKGRD METER READING/SCALE
CO BACKGRO PPM
co? SAMPLE METER READING/SCALE
COE SAMPLE PERCENT
co? BACKGRD METER READING/SCALE
coe BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRO METER READING/SCALE
NOX 9ACKGRO PPM
soe SAMPLE METER READING/SCALE
SO? SAMPLE PPM
soa BACKGRO METER BEADING/SCALE
S02 BACKGRO PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NQX CONCENTRATION PPM
802 CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
CO? MASS GRAMS
NOX MASS GRAMS
S02 MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC f. 51 GRAMS/KILOMETRE
WEIGHTED MASS CO 2f.H? GRAMS/KILOMETRE
WEIGHTED MASS cog 3h.3i GRAMS/KILOMETRE
WEIGHTED MASS NOX ,o« GRAMS/KILOMETRE
WEIGHTED MASS so? o.oo GRAMS/KILOMETRE
i
3188
3HBH
32.b/t
3!bO
3,8/3
38
13,7/8
517*
.i/e
*
33,1/3
.5?
.05
3.8/P
3.8
.1/8
,^
-O.O/*
0.0
-O.O/*
0.0
323b
S78fl
.58
3.0
0.0
4V, 7b
Ib8,13
??1.75
.15
0,00
170,17
ACTUAL DISTANCE
ii.«»7 KILOMETRE
WET BULB TEMP ?l,l OEG, C
ABS. HUMIDITY 13,b GRAMS/KG
DYNO ROLL CONSTANT 1b7.47
BLOWER INLET PRESS.* Gl 187.0 MM. Mao
BLOWER INLET TEMP. *3 OEG. C
3
1178
34bb
3*30
3.1/3
31
1B80
3.b/3
3b
53,2/2
«t
ao.e/3
.B*
3.0/3
.05
2.3/a
a. 3
1.0/2
l.o
-O.O/*
0,0
-O.O/*
0.0
0,0
H3.81
122.33
«?1.3»
.1!
0.00
iso. as
FUEL ECONOMY BY CARflON BALANCE • 24.0 KILOMETRE/LITRE
TOTAL CARBON EXHAUST 198.13 GRAMS
ESTIMATED FUEL WEIGHT • .57KG.
.1/8
-------
TABLE F.XHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER 300
oo
DATE 10/13/75 TIME -0 HRS.
MODEL 197b KAWASAKI KE175 HlWAY CYCLE
DRIVES TJ TEST WT. 0 KG.
WET BllLB TEMP 19 C 0«Y BUL» TEMP ?7 C
SPEC. HUM. il.l GR»M/KG BARO. 7*5.? MM HG.
TEST NO. f.
ENGINE .2 LITRE 1
GVW 0 KG
REL. HUM. SO.8 PCT
MEASURED FUEL o.nn KG
PUN DURATION
BLOWER INLET P"E33.
BLOWER OIF. PRESS.
BLOWER INLET TEMP.
OYNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
BLOWER CU. CM /REV.
13.78 MINUTES
H57.? MM. H?0
HHS.f, MM H?0
-»3 DEC. C
|b,»8 KILOMETRES
B101
BAG RESULTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRO «ETF.R READING/SCALE
HC BACKQRD PPM
co SAMPLF METER READING/SCALE
co SAMPLE PPM
co BACKGRO METER READING/SCALE
CO BACKGRD PPM
co? SAMPLE METER READING/SCALE
COP SAMPLE PERCENT
COz BACKGRO METER READING/SCALE
COS BACKGRO PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRO PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
CO? MASS (GRAMS)
NOX MASS (GRAMS)
SO? MASS (GRAMS)
HC GRAMS/KILOMETRE b.71
CO GRAMS/KILOMETRE 35.?3
CO? GRAMS/KILOMETRE 3».»?
NOX GRAMS/KILOMETRE .03
SO? GRAMS/KILOMETRE 0.00
HC GRAMS/KG OF FUEL *0.17 HC GRAMS/WIN
CO GRAMS/KG OF FUEL *1?.7 CO GRAMS/MIN
CO? GRAMS/KG OF FUEL "5 COS GRAMS/M1N
NOX GRAMS/KG OF FUEL .7h NOX GRAMS/MIN
SO? GRAMS/KG OF FUEL 0.00 SO? 6RAMS/MIN
CARBON BALANCE FUEL ECONOMY
8SC10
3,1/3
31
71.5/1
7785
.1/1
5
30.7/3
.51
3.»/3
.05
1.0/S
1.0
6873
7577
0.0
110. SS
588.79
0.00
8.1,5
.03
0.00
?O.BS KILOMETRES/LITRE
-------
TABLE
UNIT NO. 300
VEHICLE MODEL
TEST NO. *
KE-175 20- REDUCTION
VEHICLE EMISSION RESULTS
1975 LIGHT DUTY EMISSIONS TEST
DATE »/ »/77 HFGR. CODE
ENGINE .18 LITRE 1 CURB WT.
-0
n KG
VR.
GVM
197b
0 KG
ID
BAROMETER 737.87 MM OF HG.
DRY BULB TEMP. ?3.3 DEG. C
REL. HUMIDITY IR PCT.
EXHAUST EMISSIONS
BLO*ER DIP'. PRESS.. 62, 152.* MM.
BAG RESULTS
BAG NO.
BLOWER REVOLUTIONS
ROLL COUNT*
HC SAMPLF. METER READING/SCALE
HC SAMPLF PPM
HC BACKGnO METER READING/SCALE
HC BACKGHD PPM
co SAMPLF METER READING/SCALE
CO SAMPLF PPM
co BACKGPO METER READING/SCALE
CO BACKGPD PPM
coa SAMPLF METER REAOINC/SCALF.
coe SAMPLF PERCENT
co? BACKGBD METER READING/SCALE
COS BACKGRD PERCENT
NOX SAMPLF METER READING/SCALE
NOX SAMPLF PPM
NOX BACKGRO METER READING/SCALE
NOX BACKGPO PPM
soa SAMPLF METER READING/SCALE
so? SAMPLE PPM
so? BACKGRO METER READING/SCALE
SOS BACKGRO PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
COB CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? CONCENTRATION PPM
HC MASS CRAMS
CO MASS GRAMS
CO? MASS GRAMS
NOX MASS GRAMS
so? MASS GRAMS
HJO
1
317b
31»0
.3/»
30
95. a/?
blOb
,1/S
H
3?. 0/3
.53
3.3/3
.ns
».l/2
H.I
i.o/?
1.0
•o.o/*
0.0
-o.o/*
0.0
3113
b005
.H9
3. a
0.0
*i. 95
Ib3.3b
208,97
.1?
o.on
TOTAL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED MaSS CO
WEIGHTFD MASS cos
WEIGHTED MASS NOX
WEIGHTED M»SS so?
ACTUAL DISTANCE
FUEL ECONOMY BY CARBON BALANCE e 25.1 KILOMETRE/LITRE
TOTAL CARBpN EXHAUST »7b.OS GRAMS
ESTIMATED FUEL WEIGHT a .S5KG.
b.<*5 GRAMS/KILOMETRE
2H.3J GRAMS/KILOMETRE
3H.OO GRAMS/KILOMETRE
.0? GRAMS/KILOMETRE
0.00 GRAMS/KILOMETRE
l?.ns KILOMETRE
WET BULB TEMP u.l OEG. C
AHS. HUMIDITY 3,3 GRAMS/KG
OYNO ROLL CONSTANT 91,7.97
BLOWER INLET PRESS,, 61 1B7.0 MM, H?0
BLOWER INLET TEMP. H3 DEG. C
5*30
3770
17.7/<*
1770
53.3/P
2SbO
.?/?
H
ai.a/s
.3*
3.S/3
.Pb
2.H/2
2.1*
I.O/?
1.0
-o.o/*
0.0
-n.o/*
o.n
173?
asai
.?9
1.5
0.0
as.sq
117. ??
21?. 11
.0*
Q.OO
3
3198
3*73
33.5M
3350
.?/»
80
bb.b/1
^
29,4/3
,»8
3,b/3
,nb
1.1/2
1.1
-O.O/*
0.0
-o.o/*
0.0
333?
0.0
H5.23
18*. 9B
188. b7
.12
0.00
Ib9.9b
-------
TABLE EXHAUST EMISSIONS FRO" SINGLE BAG SAMPLE
VEHICLE NUMBER 300
O
DATE »/ »/77 TIME -0 HRS,
MODEL l«m KAWASAKI KE-175 F£T 20- REDUCTION
DRIVER KN TEST tUT. 0 KG.
WET BuLB TEMP 11 C DRY BULB TEMP 23 c
SPEC. HUM. ?.8 CRAM/KG BAPO. 737.* MM US.
TEST NO. 1
ENGINE .2 LITRE 1
GVW fl KG
REL. HUM. I?.? PCT
MEASURED FUEL o.on KG
11,71, MINUTES
i?7.o MM. HBO
158. » MM H?0
H3 DEC. C
lb.»S KILOMETRES
PUN OUPATfnN
BLOWER INLFT PRESS,
BLOWER OIF'. PRESS.
BLOWER INLFT TEMP.
DVNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
BLOWER CU. CM /REV'.
BAG RESULTS
HC SAMPLE METER RFADJNG/SCALE
HC SAMPLE PP1*
HC BACKGQD MFTER READING/SCALE
HC BACKGpO PPM
co SAMPLE METER PEADING/SCALE
co SAWPLF PPM
co BACXRPO METER READING/SCALE
co BACKGRD PPM
coz SAMPLF MFTFR READING/SCALE
CO? SAMPLF PERCENT
C02 BACKGRD MfTER READING/SCALE
COa BACKGRO PERCENT •
NOX SAMPLF MFTEH RFAOINC/SCALE
NOX SAMPLF PPM
HOK BAcKGoO METFR RF30INe/SC*LE
NOX BACKGpO PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOf CONCENTRATION PPM
S0^ COCENfRATION PPM
HC MASS fGRAMS)
CO MASS /GRAMS)
CO? MASS fGRAMS}
NOX MASS (GRAMS)
SO! MASS
(•310
.b/»
1.0
91,9/1
1731B
?.t>/3
Sb
»8,7/3
.8H
.^/e
.03
B.?/2
B.2
,7/?
.7
0.0
127.73
b9b.!B
535.00
.»!
0.00
HC CRAMS/K II OMETRE
CO GRAMS/KUOMETRE
CO? CRAMS/KIl OMETRE
NOX GRAMS/KU OMETRE
802 GHAMg/KH OMETRE
HC GRAMS/KG OF FUEL
CO GRAMS/KG OF FUEL
C02 GRAMS/KG OF FUEL
NOX GRAMS/KG OF FUEL
302 GRAMS/KG OF FUEL
CARBON BALANCE FUEL
7.77
.02
o.no
83*
o.no
HC GRAMS/MIN
CO GRAM3/MIN
coe GRAMS/MIN
NOX GRAMS/MIN
so? GRAMS/MIN
10,01
51.5
.03
0.00
18.83
KILOMETRES/LITRE
-------
TABLE
UNIT NO. 300
VEHICLE MOI1EL
TEST NO. 1
KE-171; 10- REDUCTION
VEHICLE EMISSION RESULTS
1175 LIGHT DUTY EMISSIONS TEST
DATE 1/18/77 KFGR. CODE
ENGINE .IB LITHE 1 CURB HT.
-0
a KG
VR.
KVM
117b
U KU
BAROMETER 731."»U MM OF HG.
OHY BULB TEHP. 23.1 DEG,
REL. HUMIDITY 51 PCT.
EXHAUSt EMISSIONS
a
H
-J
62, 152.1 MM. H20
BLOWER I>IF. PRESS.,
BAG RESULTS
BAS NO.
HLOHER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER HEADING/SCALE
HC SAMPLE PPH
HC BACKGRO METEH READING/SCALE
HC HACKQRU PPM
co SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRO METEH READING/SCALE
CO BACKG8U PPM
C02 SAMPLE METEH READING/SCALE
Cm SAMPLE PERCENT
C02 BACKGHO METEH HEADING/SCALE
COa BACKGRO PE«CEHT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRO METER READING/SCALE
NOX FUCKGRO PPH
SOa SAMPLE METEH READING/SCALE
S03 SAMPLE PPM
S02 BACKGHD METER READING/SCALE
S03 OACKGHD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
cna CONCENTRATION PCT
NOX CONCENTRATION PPM
SOe CONCENTRATION PPM
HC MASS GRAMS
CO MASS SHAMS
CO? MASS GRAMS
MOX MASS GRAMS
SO? MASS GRAMS
31bl
3510
aa.3/*
3330
.!/*
1U
IS
S.(i/3
.•58
3.8/3
.lib
3.1/2
3.1
.7/2
.7
-o.n/*
n.O
-Q.U/*
0.0
blSO
.53
2.5
n.n
*3.35
Ibb.'ll
225. R7
.11
o.nu
1711.75
TDTAL CAH80N GRAMS
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS C02
WEIGHTED MASS NOX
WEIGHTED MASS soa
ACTUAL DISTANCE
FUEL ECONOMY BY CARBON BALANCE = 21.3 KILOMETRE/LITRE
TOTAL CAR80N EXHAUST 191.7? GRAMS
ESTIMATED FUEL HEIGHT a .S7KG.
7.12 GHAMS/KILDIETHE
2H.S3 GRAM3/KILOHETRE
3b.iq GHAMS/KILOMETRF.
.02 G«AMS/KILOMET«E
0.00 GHAMS/KILOMETRF.
/
-n.o/*
o.o
-O.I)/*
ii. (i
1823
.31
1.1
o.n
1 e . rtH
120. *i
227.32
.OR
n.nn
150.33
3
3203
352(1
33. 3/*
3330
.S/f
50
.t/a
15
31.5/3
.58
1.2/3
.Mb
2.8/2
2.8
.5/2
.5
-O.O/*
0.0
-O.Q/*
0.0
32Bb
.17
2.H
0.0
HH.80
185.77
202.21
.10
n.oo
173. bS
-------
TABLE
EXHAUST EMISSIONS FROM SINI;LE BAG SAMPLE
VEHICLE NUMBER 3(111
to
DATE t/IS/77 TIME -0 MRS.
MODEL H7b KAWASAKI KE-175 FET 10s REDUCTION
DRIVER KN TEST XT. n KG.
WET auLH TEMP 17 C DRY HULH TEMP J«t C
SPEC, HUM. CT
NDX CONCENTRATION PPM
302 COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
C02 MASS (GRAMS)
NOX MASS CGRAH3)
302 MASS (GRAMS)
HC SRAMS/KILUMEI«F b.13
CO GHAMS/KILOM£T«E 37.17
C02 GRAMS/KILOMETflE 3S.-H
NOK GRAMS/KILOMETRE .02
802 GRAMS/KILOMETRE U.OO
HC GRAMS/KG OF FUEL *7.52
co GRAMS/KG OF FUEL *37.7
C02 GRAMS/KG OF FUEL IbO
NOX 8RAHS/KG OF FUEL .Sfl
S02 GRAMS/KG OF FUEL o.oo
Sb.7/»
Sfa70
.1/t
10
11
St.S/3
b.]/?
b.l
.B/?
.8
9BI1Q
15211?
.10
5.S
II. I)
.35
ii. on
HC GRAMS/MIN
Cd GRAMS/MlN
cos RRAMS/MIN
NOX GRAMS/MIN
SO? GRAMS/MIN
CARBON BALANCE FUEL ECONOMY
8.17
HI.?
Hb
0.00
J1.8B KILOMETRES/LITHE
-------
UNIT NO. 300
VEHICLE MODEL
BAROMETER , ..,
DRY BULB TEMP.
REL, HUMIDITY
TEST NO. 1
KC-ltS LE*N»ST.VL
MM OF KG,
Z5.D DEC. C
M PCT,
TABLE VEHICLE EMISSION RESULTS
1175 LIGHT DUTY EMISSIONS TEST
DATE S/1I/77 MFGR, CODE
ENSIKE ,l« LITRE 1 CUR8 WT,
•0
0 KG
YH.
GVM
117b
o KG
EXHAUST EMISSIONS
a
00
BLOKES o!f. PRESS., GZ, 1M,* ««, W80
BIG RESULTS
BAG NO'.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER READING/SCALE
Wt ikMPlE PPM
HC BAcK6Ro METER READING/SCALE
HC BACK6R0 PPM
co SAMPLE METER READING/SCALE
CO SAMPLE PPM
ca BACKQRD METER READING/SCALE
CO BACK6RO PPM
coe SAMPLE METER READING/SCALE
C02 SAMPLE PERCENT
coe OACKORD METER READING/SCALE
COS flACKGRO PERCENT
NOX SAMPLE METER REAOINB/SCALE
NQX SAMPLE PP»
NOX BACKCRO METER REODING/SCALE
NOX 8ACKGRO PPM ,
so? SAMPLE METER READING/SCALE
802 SAMPLt PPM
SO* 8ACKSBO METED RE*OIMfi/iC*LE
SOS BACKCRO PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
co2 CONCENTRATION PCT
NOX CONCENTRATION PPM
so? CONCENTRATION PPM
HC Mi S3 GRAMS
CO MASS CRAMS
Co* MASS GR*M|
NOX MASS GRAMS
SOt MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MA9$ HC *,53 GRAMJ/KILOMETRE
HCIOHTED MASS co s.iz GRAMS/KILOMETRE
WEIGHTED MASS CO? It. 78 GRAMS/KILOMETRE
WEIGHTED «ASS NQX .OS ORMS/KILOMETRt
WEIGHTED MASS SO? 0,00 GRAMS/KILOMETRE
1
31 St
350?
(5,0/1
25DO
.dA
to
3B.b/3
1473
.1/3
S
4i.<»/3
t'a
3.0/3
.05
lO.K/t
10.0
.8/2
.8
•D.O/«
0,0
•a. a/*
0.0
i«*S
l»?7
.t>8
^.3
0.0
33.3*
3<».e
-------
TABLE EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER 300
DATE S/li/77 TIME »n HRS,
HODEL H7b KAWASAKI KE-175 FET LEAN+ST. VL
DRIVER KN TEST WT. 0 KG.
WET BULB TEMP iq C DRY BUL8 TEMP 2? C
SPEC. HUM. 11.1 CRAM/KG BARO, 7»».0 MM HO.
TEST NO, 1
ENGINE .2 LITRE 1
GVW 0 KG
REL. HUM. 50,8 PCT
MEASURED FUEL n.oo KG
12,7t MINUTES
127*0 MMg H?0
152.H MM H80
13 DEC. C
lb.51 KILOMETRES
RUN DURATION
BLOwER INLET PRESS,
BLOWER OIF'. PRESS.
BLOWER INLET TEMP.
OVNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
BLOWER CU. CM /REV'.
BAG RESULTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRD PPM
co SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO SACKGRO PPM
cot SAMPLE METER READING/SCALE
COt SAMPLE PERCENT
CO? BACKGRD METER READING/SCALE
CO* BACKORO PERCENT
NOI SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOk BACKGRO METER READING/SCALE
NOX BACKGRD PPM
HC CONCENTRATION PPM .
CO CONCENTRATION PPM
CO* CONCENTRATION PCT
NOX CONCENTRATION PPM
S0« COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
C0{ MASS (GRAMS)
NOX MASS (GRAMS)
302 MASS (GRAMS)
3S.i/«
"10
.'/*
10
8».?/«
5183
,2/2
B
.05
1.1
»9b7
1.21
0,0
71.73
anb.4Z
7
-------
UNIT NO. ion
VEHICLE MODEL
TEST NO. (
KE.1T5 LEAN*ST.VL
BAROMETER Tlg.^S MM OF H6.
DRV BULB TEMP*, ts'.o oec. c
REL. HUMIDtTV bO PCT.
EXHAUST EMISSION)
TABLE VEHICLE EMISSION RESULTS
J17S LIGHT DUTY EMISSIONS TEST
DATE 5/13/T7 MF6R. CODE -0
ENGINE .18 LITRE 1 CURB XT. 0 KG
WET BULB TEMP H.» OEG. t
ABS. HUMIDITY 12.1 GRAMS/KG
DVNO ROLL CONSTANT *b7.17
YR,
SVM
117b
0 KG
H
-O
01
BLOWER OIF'. PRESS,, 02, lit,* MM. «?0
SAG RESULTS
BAD NO.
BLOWER REVOLUTIONS
ROLL COUNTS
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKORD METER READING/SCALE
BACKGRD PPM
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGRD METER READING/SCALE
8ACK6RO PPM
SAMPLE METER READING/SCALE
SAMPLE PERCENT
BACKORO METER READING/SCALE
BACKGRD PERCENT
METER READING/SCALE
PPM
1
3174
3MB
SAMPLE
SAMPLE
8ACKGRO METER READING/SCALE
BACKGRD PPM
SAMPLE
SAMPLE
HC
NC
HC
HC
CO
CO
CO
CO
coa
cor
CO?
coe
NOX
NOX
NOX
NOX
90?
SOS
802
302
HC
CO
coa
NOX
so?
HC
CO
CO?
NOX
SOS
TOTAL CARBON GRAMS
HEIOHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS COS
WEISHTEP MASS NOX
NEIBHTED MASS so?
ACTUAL DISTANCE
METER READING/SCALE
PPM
BACKGRD METER READING/SCALE
BACKGRD PPM
CONCENTRATION PPM
CONCENTRATION PPM
CONCENTRATION PCT
CONCENTRATION PPM
CONCENTRATION PPM
MASS GRAMS
MASS GRAMS
MASS GRAMS
MASS GRAMS
MASS GRAMS
30
bt.BS*
IbS?
.1/3
2
1Z.B/3
.73
S.t/1
,0b
o.o
•o.o/*
o.o
em
IbOO
.bB
B.S
0.0
33.20
0.00
1B7.»7
BLOWER INLET PRESS,, Gl 127,0 MM. H80
BLOHER INLET TEMP. *3 OEG. C
3
3iia
3500
30
88,5/3
3.7
•o.o/*
0,0
•o.o/*
0.0
331
.«!
Z.B
0.0
!t.»3
IS.fal
30^,75
,B3
0.00
lib. 70
s.oo GRAMS/KILOMETRE
S.3b GRAMS/KILOMETRE
44.08 GRAMS/KILOMETRE
.os BRAMS/KILCMETRE
0.00 ORAMS/KILOMETRE
18.11 KILOMETRE
ECONOMY or CARBON BALANCE
TOTAL CARBON EXHAUST .
ESTIMATED FUEL WEIGHT •
> 31,0 KILOMETRE/LITRE
SbB.tf GRAMS
30
75. 8/3
8015
.»/!
81
10.1/3
.(,8
Z.t/3
.01
•O.O/*
0.0
-o.o/*
0.0
lib!
1431
,(,»
B.5
n.o
M.SZ
53, ?J
S78.0B
.10
D.OO
1ZH.B7
-------
o
TABLE EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER soo
D«TE S/tS/7? TIME -0 HRS.
MODEL 1Mb KAHASAXI KE*17S FET LEANEST. VL ,
DRIVER KN TEST I»T* 0 KG.
NET BULB TEMP 21 C DRY BULB TEMP tt> C,
SPEC. HUM. il'.i ORAM/KG BARO, 711,7 MM HO.
TEST NO. t
ENGINE .t LITRE 1
6VN 0 KG
REL. HUM! bo.s PCT
MEASURED FUEL 0.00 KG
RUN DURATION
BLOWER INLET PRESS,,
BLOWER OIF. PRESS.
BLOWER INLET TEMP,
OYNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
'
It. 77 MINUTES
It7,0 MM, HtO
MM HtO
DEC. C
BLOWER CU. CM /REV'. BtIZ
Ib.Si KILOMETRES
1SU
BAC RESULTS
HC SAMPLE
HC SAMPLE
METER READING/SCALE
PPM
HC BAcKflRD METER READING/SCALE
HC BACKGRO PPM
co SAMPLE METER READING/SCALE
CO SAMPLE PPM
co BACKGRO METER READING/SCALE
CO BACKGRD PPM
cot SAMPLE METER READING/SCALE
COt SAMPLE PERCENT
COj BACKGRD "ETER READING/SCALE
CO* BACKORD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOk CONCENTRATION PPM
S0« COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
COt MASS (DRAMS)
NOX MASS (CRAMS)
S0< MASS (BRAMS)
itao
.t/»
to
77.7/t
1,b/J
.Ob
t3,8/t
13, t
.8
1337
l.tt
aa.i
o.o
bS.^1
171,87
SOt.bt
1,71
0.00
HC GRAMS/KILOMETRE
CO CRAMS/KILOMETRE
CO? GRAMS/KILOMETRE
NOX GRAMS/KILOMETRE
802 GRAMS/KILOMETRE
HC CRAMS/KG OF FUEL
CO GRAMS/KG OF FUEL
COt GRAMS/KG OF FUEL
NOX GRAMS/KG OF FUEL
sot GHAMS/KO OF FUEL
IO'BS
18. 1Z
.10
0.00
• l.S*
110.1
0.00
HC 6RAMS/MIN
CO CRAMS/MIN
COt GRAMS/MIN
NOX GRAM3/MIN
sot CRAMS/MIN
CARBON BALANCE FUEL ECONOMY
S.17
11.1
b3
.13
0,00
t4.8t KILOMETRES/LITRE
-------
UMIT NO. inn
VEHICLE MOIJFL
BARflMFTER 7*1.'
ORY mtL1* TEMP.
WEL. HUMIDITY
TABLF
TEST NO. 1
KE-175 aCAT.SER+LEAN
MM OF HG.
?b.i OEG. c
•«.» PCT.
n*TE
vj
-J
EXHAUST EMISSIONS
RLOWFS OIF. ORE9S., C?., I5?.1 MM. H3O
RAG RESULTS
RAG nn.
Rl.lldER REVOLUTIONS
POtl COHMTS
HC SAMPLE MFTF.R REAOING/SCALF.
MC SAMPLE PPM
MC BAC.KRRI} MFTFR RFADIME/SCALF
HC BACKRPO PPM
TO SAKPI.E MFTFB BFAf>IWG/SCAtF
SAHPLF
SAMPLE
TO
rn
ro?
ro?
rn?
uox
MOX
*iox
noy
so?
sn?
so?
so?
HC
rn
so?
HC
CO MASS CRAMS
COa MARS GRAMS
UOX MASS GRAMS
SOP ^ASS GRAMS
TOTAL r.ARHOU GRAMS
MASS "C
BACKGRt)
BACKBRO
SAMPI.F
S»M*t_£
BACKGRO
HACKGRO
RFAOIN(;/Sr.»l.F.
P°M
HFTFR RFAOINC/SC4I.P
PERCF.NT
HFTF.R RFAnTNo DEC. C
1
3173
1
•UBS
n ^n
. I /•*
in
.R7
1.U/3
.Ob
3.7/J
3.7
-rt.il/*
n.n
-n.nv*
O.n
o.n
is, ?s
n.nn
171. ?1
CO
VIFIRHTFO MASS C02
WKIRHTFO MASS NOX
MASS SO?
DISTANCE
1. in GRAMS/KTLr»»1FT>»E
!?..?!
.0?
tl.nfi
13. 01
FIJFL ECONOMY BY CAflHflN BALANCE a ?<».5 KILOMFTRF./LITRF
TOTAL CARBON EXHAUST »?b.»? G"«MS
FUFL WFTGHT s .1SKG.
YR.
GVM
Q KG
inni
1*1. n/3
inn
.)/*
in
b !•.»./«
?77
l.S/2
l.B,
n.n/*
n.n
-n.n/*
n.n ,
qn
n.n
o.oo
.a/*
2
17.2/3
.SI
3.11/3
1.0
.?/?
.7
-o.n/*
n.o
-T.O/*
1.0
sab
isni
.77
a.*
n.n
7.95
las.1;*
331. ni
«ia
n.no
-------
UNIT NO. inn
VEHICLE MnntL
TABLE
TEST Nil. 1
KF175 LH+CAT + MK 10533)
D
H«
•J
CO
BAROMETER 7'»H.73 MH OF HG.
DRY BULB TEHP. 2fe.l DEC. C
REL. HUMIDITY bH PCT.
EXHAUST EMISSIONS
RLOHEK OIF. PRESS., G8, I**.* MM.
BAG RESULTS
BAG NO.
BLOWER REVOLUTIONS
POLL COUNTS
HC SAMPLE MFTEB BEADING/SCALE
HC SAHPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKRRD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKCPO PPM
COS SAMPLE METER READING/SCALE
C08 SAMPLE PERCENT
CO? BACKGRD METER READING/SCALE
CUe BACKGKD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
502 SAMPLE METER READING/SCALE
SOS SAMPLE PPM
90? BACKSRD METER READING/SCALE
905 BACKGHD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO! ChNCENTHATION PCT
NOX CONCENTRATION PPM
S02 CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
C02 MASS GRAMS
NOX MASS GRAMS
SO? MASS GRAMS
VEHICLE EMISSION RESULTS
H7S LIGHT DUTY EMISSIONS TEST
DATE 7/ S/77 MFGR. CODE -0
ENGINE .18 LITRE 1 CURB HT. 0 KG
NET BULB TEMP el.7 DEC. C
ABS. HUMIDITY It.7 GRAMS/KG
DYNO ROLL CONSTANT <)b7.«t7
YR.
GVM
1171,
0 KG
H80
TOTAL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS CO?
WEIGHTED MASS NOX
WEIGHTED MASS SO?
ACTUAL DISTANCE
1
3171
17.S/H
1750
.!/»
in
b5.V2
.3/3
b
52. 5/3
.S8
V.b/3
.07
H.7/8
H.7
.5/2
.5
-n.o/*
o.o
-o.o/*
n.o
33bl
.85
H.3
n.o
83.77
<«S.b»
371. 0-»
.22
n.oo
Ibl.Sb
1.98 GRAMS/KILOMFTRE
7.OS GRAMS/KILOMET-RE
bl.OH GRAMS/KILOHETRE
.03 G*AM3/KILOMETRE
O.on GRAMS/KILOMETRE
11.15 KILOMETRE
BLOHER INLET PRESS., Gl 127.0 MM. H20
BLUXER INLET TEMP. »3 DEC. C
SfSb
37SS
18.8/3
188
.!/•»
in
a/e
.57
».5/3
.07
.7/8
.7
-o.n/*
o.o
-o.o/*
o.o
178
3*
.SI
5.8
0.0
H.13
1.8b
378.73
.2U
0.00
107.78
FUEL ECONOMY BY CAMBON BALANCE = 81.b KILOMETRE/LITRE
TOTAL CARBON EXHAUST »13.h7 GRAMS
FSTJMATtD FUKL HEIGHT = .»8KG.
3
318b
3H20
ll.l/*
1110
1.7/3
17
1.5/*
1
»8.1/3
.83
».3/3
.07
.H/2
.»
-O.O/*
0.0
o.o/*
0.0
.77
3.5
0.0
33b.30
.18
0.00
1M..38
-------
TABLE
so
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER 300
DATE 7/ 5/77 TIME -0 HRS. TEST NO. 1
MODEL H7b KAWASAKI KE-17? FET LN+CAT+AIR (0533) ENGINE .8 LITRE 1
DRIVER KN TEST WT. n KG. GVH 0 KG
WET HULB TEMP J2 C DRY BULK TEMP 8b t REL. HUM. (,7.7 PCT
SPEC. HUM. 11.7 GRAM/KG HARD. 7»».7 MM HG. MEASURED FUEL 0,00 KG
RUN DURATION
BLOWER INLET PRESS.
RLOMER OIF. PRESS.
BLOWER INLET TFMP.
DYMO REVOLUTIONS
DISTANCE TRAVELED
RLOWEH DEVOLUTIONS
BLOWER CU. CM /REV,
If. 7k MINUTES
MM. HP.O
MM H20
UEG. C
IS..BI KILOMETRES
J37.0
ib?..1*
t3
BPIS
HETEK READING/SCALE
PPM
BACKGRD METEK READING/SCALE
BACKGRD PPM
SAMPLE METER READING/SCALE
SAMPLE FPM
BACKGRO METER READING/SCALE
PAG RESULTS
HC SAMPLE
HC SAMPLE
HC
HC
CO
CO
CO
CO BACKGRO PPM
COS SAMPLE METER READING/SCALE
COe SAMPLE PERCENT
COS BACKGRD METER READING/SCALE
COP BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAHPLE PPM
MIX BACKGRD METER RFADING/SC ALE
NOX rfACKGRD PPM
HC CONCENTRATION PPM
CU CONCENTRATION PPM
CUS CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? COCENTKATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
CO? MASS (GRAMS)
NOX MASS (GRAMS)
SO? MASS (GRAMS)
HC GKAMS/KILOMETRE e.hS
CO GRAMS/KILOMETRE IS.aa
CO? GRAMS/KILOMETRE
NOX GRAMS/KILOMETRE
302 GRAMS/KILOMETRE
HC GRAMS/KG OF FUEL
CO GRAMS/KG OF FUEL
C03 GRAMS/KG OF FUEL
NOX GRAMS/KG OF FUEL
SO? GRAMS/KG OF FUEL
bO.Sb
.03
0.00
R<«.b3
blH.7
20HQ
.!/•»
10
71.1/1
7705
.1/1
5
81.7/3
l.SO
3.8/3
.Ub
b.7/a
b.7
.5/2
.5
2032
7309
l.Yh
S.3
0.0
HI.fib
30*.01
157.37
.t9
0.00
1.00
n.OO
HC GRAMS/MIN
CO GRAMS/MIN
C02 CRAMS/MIN
NOX GRAMS/MIN
SO? GRAMS/MIN
CARBON BALANCE FUEL ECONOMY
3.88
83.8
75
o.on
33.»8 KILOMETRES/LITRE
-------
UNIT NO. 300
VEHICLE MODEL
TABLE
TEST NO. 2
KE175 LN+CAT+AIR (0533)
VEHICLE EMISSION RESULTS
1175 LIGHT DOTY EMISSIONS TEST
DATE fa/ b/77 MFGR. CODE
ENBINE .18 LITRE 1 CURB WT.
BAROMETER 7H3.?n MM OF HG.
DRV BULB TEMP. 2b.l DEC. C
PEL. HUMIDITY 5» PCT.
-0
0 KG
YR.
6VM
197b
0 KG
WET BULB TEMP !•».» OEG. C
ABS. HUMIDITY 11.b GRAMS/KG
OYNO ROLL CONSTANT 9b7.17
EXHAUST EMISSIONS
00
O
SLOWER OIF. PRESS., G?, 119.S MM. H20
RAG RESULTS
RAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METEH READING/SCALE
HC SAMPLE PP«
HC HACKGRD METEH READING/SCALE
HC HACKGRD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
CO? SAKPLE METER READING/SCALE
CO? SAMPLE PERCENT
CO? BACKGRD METER READING/SCALE
CO? BACKGRD PERCENT
NOX SAKPLE METER REAPING/SCALE
HOX SAMPLE PPM
NOX HACKGRD METEH READING/SCALE
NOX BACKGRD PPM
SO? SAMPLE METER READING/SCALE
SO? SAMPLE PPM
SO? RACKRRD METER READING/SCALE
30? BACKGRO PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
CO? MASS GRAMS
NOX MASS GRAMS
SO? MASS GRAMS
TOTAL CARSON GRAMS
WEIGHTED MASS HC 1.77 GRAMS/KILOHFTRE
WEIGHTED MASS CO 7.03 GRAMS/KILOMETRE
WEIGHTED MASS CO? Sfa.l? GRAMS/KILOMETRE
WEIGHTED MASS NOX .H3 GRAMS/KILOMETRE
WEIGHTED MASS SO? 0.00 GRAMS/KILOMETRE
)
31SO
3*18
15.S/*
1510
.!/*
10
b?.3/2
3?73
.i/a
H
•H.8/3
.flb
3.7/3
.Ob
s. a/a
5.8
,3/S
.3
-n.o/*
0.0
-O.O/*
0.0
JS81
31S1
.81
S.S
o.n
ai.ba
87.80
3SH.10
.?b
n.oo
158.7$
BLOWER INLET PRESS., Gl 1SY.S MM. HJO
BLOWER INLET TEMP. »3 OEG. C
ACTUAL DISTANCE
11.Sh KILOMETH.E
2
SHS7
37»3
19.8/3
17S
.!/»
10
»7.8/*
HS
.1/2
H
31.«l/3
.53
1.0/3
.Ob
a.3/a
S.3
-O.O/*
0.0
-O.O/*
0.0
1.1
0.0
351.11
.15
0.00
100.05
FUEL ECONOMY BY CARBON BALANCE
T01AL CARBON EXHAUST
ESTIMATED FUEL *E1GHT =
3?. 3 KILOMETRE/LITRE
378.81 GRAMS
3
3176
a.»/3
2f
57.8/B
e.7/*
3
H.f/3
.07
3.3/2
3,?
.5/2
.5
-O.O/*
0.0
-O.O/*
0.0
1018
.(,8
a. 7
0.0
13.87
78. 2b
a«i5.o«>
.13
0.00
-------
TABLE EXHAUST EMISSIONS FROM SINGLE 8*6 3»MPLE
VEHICLE NUMBER 300
CO
DATE b/ h/77 TIME -0 MRS.
MODEL I17b KAHASAKI KE-175 FET LN+CAT+AIR (0533)
DRIVER KN TEST WT. 0 KG.
UtT 6ULR TEMP it C DRV BULH TEMP ?t, C
SPEC. HUH. H.b CRAM/KG BARO. 7*3.2 MM H6.
TEST NO. 2
ENGINE 0.0 LITRE 1
GVH 0 KG
REL. HUM. 53.b PCT
MEASURED FUEL O.OO KG
12. 7b MINUTES
127.0 MM. Man
153. » "H
»3 UEG. C
KILOMF.TRES
•1804
RUN DURATION
BLOWER INLET PRF.SS.
BLOMER OIF. PRESS.
BLOWER INLtT TEMP.
OYNO REVOLUTIONS
INSTANCE TRAVELED
BLOWER REVOLUTIONS
BLOHER CO. CM /RtV.
BAG RESULTS
HC SAMPLE METER RF.AOTNG/SCALE
HC ,SAMPLE PP«
HC BACKGHO HETEH READING/SCALE
HC nACtCGRD PPtt
CO SAMPLE MEIER READIHG/SCALE
CO SAMPLE PPM
CO BACKGRO MtTER READING/SCALE
CO BACKGftD PPM
CO? SAMPLE METER READING/SCALE
COS SAMPLE PERCEMT
C03 BACKGUD METER REAOtNG/SCALE
CO? 8ACKGHD PERCEMT
NOX SAMPLE METER HEAOING/SCALE
NOX SAMPLE PPH
NOX RACKGRO METER READING/SCALE
N11X BACKGRb PPM
HC CONCENTRATION PPM
CO CONCENTRATION PP*
CO? CONCENTRATION PCT
NOX CONCENTRATION PPH
803 COCENTRATION PPM
HC MASS CGRAMS)
CO MASS {GRAMS)
COS MASS CGRAMS)
NOX"MASS CGRAMS)
SO? MASS CGRAMS)
HC GRAH5/KILOHE1BE
cb CRAMS/KILOMEIRE
CO? GRAMS/KILOM£1RF
NOX GRAMS/KILOMETRE
SO? GRAMS/KILOMETRE
HC G«AMS/KG OF FUEL
CO GRAHS/KG OF FUF.L
CO? GRAHS/KG OF FUEL
NOX GRAHS/KG OF FUEL
SO? GRAMS/KG OF FUEL
B.7B
711.23
57. S7
.oa
o.no
HO.lb
(.55.0
1855
.55
n.nn
2180
,?/H
an
73.3/1
8155
.1/1
5
7B.3/3
1.43
3.1/3
.05
.H
SlbH
7785
l."HJ
3.S
0.0
4H.«b
323.00
•m.ss
.87
0.00
CARBON BALANCE FUEL ECONOMY
HC GROM8/MIN
CO GRAMS/MIN
C03 CRAM3/MIN
NOX GRAMS/MIN
SO? GRtMS/MIN
as.3
73
,ae
n.nn
KILOMETRES/LITRE
-------
UNIT NO. 300
VEHICLE MODEL
TABLE
TEST NO. 3
KE175 LN+CAT+AIR
VEHICLE EMISSION RESULTS
1175 LIGHT DUTY EMISSIONS TEST
DATE 7/11/77 "FGH.
ENGINE .18 LITRE 1 CURB
-n
II KG
YH.
L-VH
II KU
00
ro
BAROMETER 7t£.SS HM Of HC.
DRY BULB TEMP. 2b.l DEC. C
REL. HUMIDITY bl PCT.
EXHAUST EMISSIONS
BLOWER DIF. PRESS.» G2, 152.* MM.
BAG RESULTS
BAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
CO? SAMPLE METER READING/SCALE
COg SAMPLE PERCENT
CO* BACKGRD METER READING/SCALE
toe 8ACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRO PPM
SOf SAMPLE METER READING/SCALE
SO? SAMPLE PPM
SOS BACKGRO METER READING/SCALE
SO? BACKGRD PPM
HC CONCENTRATION PP«
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
302 CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
C02 MASS GRAMS
NOX MASS GRAMS
802 MASS GRAMS
TOTAL CARSON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS C03
WEIGHTED MASS NOX
WEIGHTED MASS S02
ACTUAL DISTANCE
1*10
.!/»
10
<1«J.
-------
TABLE
EXHAUST EMISSIONS FHOM SINGLE BAG SAMPLE
VEHICLE NUMBER 300
o
t-1
00
OJ
DATE 7/1V77 TIME -0 MRS. TEST NO. 3
MODEL H7b KAWASAKI KE-175 FET LN+CATtAIR (1033) ENGINE .8 LITRE 1
DRIVER KN TEST WT. d KG. CVW 0 KG
WET BULB TEMP 18 C DRY BULB TEMP a3 C REL. HUM. 5B.I PCT
SPEC. HUH. 10.b DRAM/KG BARO. 7H1.* MH HG. MEASURED FUEL fl.OO KG
ia.7b MINUTES
187.0 MM. H20
is?.* MM Hao
13 DEC. C
15.<»* KILOMETRES
*BOb
RUN DURATION
BLOWER INLET PRESS.
BLOWER DIF. PRESS.
BLOWER INLET TEMP.
OYNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
BLOWER CU. CM /REV.
BAG RESULTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
BACKGRD METER READING/SCALE
BACKGRD PPM
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGRD METER READING/SCALE
BACKGRD PPM
C08 SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT
COS BACKGRD METER READING/SCALE
CO? BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
COS CONCENTRATION PCT
NOX CONCENTRATION PPM
302 COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
COS MASS (CRAMS)
NOX MASS (GRAMS)
SOS MASS (GRAMS)
HC
HC
CO
CO
CO
CO
HC GRAMS/KILOMETRE
CO GRAMS/KILOMETRE
CO? GRAMS/KILOMETRE
NOX GRAMS/KILOMETRE
SO? GRAMS/KILOMETRE
HC GRAMS/KG OF FUEL
co GRAMS/KG OF FUEL
COS GRAMS/KG OF FUEL
NOX GRAMS/KG OF FUEL
SO? GRAMS/KG OF FUEL
l.BO
le.sa
S3. fa*
.Ob
0.00
78.37
502.0
2151
8.'»»
0.00
l*.a/*
i-»ao
.a/»
20
83.5/8
5057
.3/8
11
7*.7/3
1.3b
1.0/3
.Ob
l>».8/8
It.9
.b/a
.b
1*03
H830
1.31
If.3
0.0
as.77
llt.Sb
R5S.21*
.«»7
11.00
CARBON BALANCE FUEL ECONOMY
1.80
12.52
S3. fa*
.Ob
0.00
78.37
508.0
21SJ
S.'>*
0.00
HC
CO
coa
NOX
30?-
GHAMS/MIN
GRAMS/MIN
GRAMS/MIN
GRAMS/MIN
GRAMS/MIN
8. as
15. b
b7
.08
o.on
KILOMETRES/LITHE
-------
TABLE
O
(-•
00
UNIT NO. 300
VEHICLE MODEL
TEST NO. H
KE17S LN+CAT+AIS
(1033)
VEHICLE EMISSION RESULTS
1175 LIGHT DUTY EMISSIONS TEST
DATE 7/2b/77 MFGR. CODE
ENGINE .18 LITRE 1 CURB WT.
-0
0 KG
GVM
U KG
BAROMETER 7»a.lS KM Of HG.
DRY BULB TEKP. 28.3 DEC. C
REL. HUMIDITY *b PCT.
EXHAUST EMISSIONS
BLOWER DIP. PRESS., 62, 152.* MM,
BAG RESULTS
BAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
SAMPLE METER READINC/SCALE
SAMPLE PPM
BACKGRD METER READING/SCALE
BACKGRD PPM
METER READING/SCALE
PPM
H20
HC
HC
HC
HC
CO
CO
CO
CO
C02
coa
cos
CO?
NOX
NOX
NOX
NOX
soe
302
302
soe
HC
CO
COS
NOX
so?
HC
CO
CO?
NOX
302
SAMPLE
SAMPLE , -
BACKGfiO METER READING/SCALE
BACKGfiO PPM
SAMPLE METER READING/SCALE
SAMPLE PERCENT
BACKGOD METER READING/SCALE
BACKGRD PERCENT
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGRD METER READING/SCALE
BACKGRO PPM
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGRO METER READING/SCALE
BACKGRO PPM
CONCENTRATION PPM
CONCENTRATION PPM
CONCENTRATION PCT
CONCENTRATION PPM
CONCENTRATION PPM
MASS GRAMS
MASS GRAMS
MASS GRAMS
MASS GRAMS
MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS COS
WEIGHTED MASS NOX
WEIGHTED MASS 302
ACTUAL DISTANCE
1
3178
3»2b
lb.S/»
Ib50
.2/1
go
bH.2/2
51.7/3
.10
2.h/3
.01
S.0/2
1.0
-d.O/*
0.0
-n.o/*
n.n
Ib32
330b
.Bb
8.b
0.0
22. IS
90.51
0.00
Ib0.13
1.82 GRAMS/KILOMETRE
7.IS GRAHS/KlLGMETRE
59.i» GRAMS/KILO«ETRE
.05 GRAMS/KILOMETRE
0.00 GRAMS/KILOMETRE
11.13 KILOMETRE
FUEL ECONOMY BY CARBON BALANCE = 30.fa KILOMETRE/LITRE
TOTAL CARBON EXHAUST 311."»3 GRAMS
ESTIMATED FUEL WEIGHT =
MET BULB TEKP 20.0 OEG. C
ABS. HUKIDITY 11.» GRAMS/KG
DYMO ROLL CONSTANT Mb7.97
BLOWER INLET PRESS., 61 127.0 MM. H20
BLOWER INLET TEMP. 13 0£G. C
2
51SO
37bl
18.3/3
183
.-»/•»
tn
3».B/*
32
.1/2
»
33.0/3
.55
3.5/3
.OS
3.0/2
3.0
.4/2
.»
-O.O/*
0.0
-O.O/*
O.n
27
.SO
a. fa
0.0
3.37
1.21
3b1.75
.21
0.00
10t. 38
3
3181
3*02
ll.b/»
llbO
2.0/3
20
SB. 8/2
2170
I.I/*
2
»b.7/3
.80
•f.2/3
,0b
9.3/2
B.3
.b/2
.b
-O.O/*
0.0
-O.O/*
0.0
2878
.75
7.8
0.0
15.52
78. 1b
322.10
.3fa
0.00
135.12
-------
00
Ol
TABLE EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER 300
DATE 7/?b/77 TIME -0 MRS. TEST MO. t
MODEL l«»7b KAWASAKI KE-175 FET LN+CAT+AIR (1033) ENGINE .Z LITRE 1
DRIVER KN TEST WT. 0 KG. GVW 0 KG
KET BULB TEMP 19 C DRY BULB TEMP ?8 C REL. HUM. H3.2 PCT
SPEC. HUM. 10.b GRAM/KG BARO. 7«t?.7 MM HG. MEASURED FUEL 0.00 KG
18.7b MINUTES
137.0 MM. H?0
MM H80
OEG. C
RUN DURATION
BLOWER INLET PRESS.
BLOHER DIF. PRESS. 15?,
BLOWER INLET TEMP. H3
DYNO REVOLUTIONS 9»7b
DISTANCE TRAVELED 15.75 KILOMETRES
BLOWER REVOLUTIONS H807
BLOWER CU. CM /REV. 8?<*3
BAG RESULTS
HC SAMPLE METER READING/SCALE
HC . SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
CO? SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT
CO? BACKGRD METER READING/SCALE
.CO? BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
30? COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
CO? MASS (GRAMS)
NOX MASS (GRAMS)
SO? MASS (GRAMS)
HC GRAMS/KILOMETRE ?.??
CO GRAMS/KILOMETRE 17.?B
co? GRAMS/KILOMETRE bs.oo
NOX GRAMS/KILOMETRE .08
SO? GRAMS/KILOMETRE 0.00
HC GRAMS/KG OF FUEL 71.0»
CO GRAMS/KG OF FUEL 552.1
CO? GRAMS/KG OF FUEL ?077
NOX GRAMS/KG OF FUEL ?.71
SO? GRAMS/KG OF FUEL 0.00
1720
l.<»/3
11
bb.7/1
b87S
.1/1
5
87.0/3
l.b?
».?/3
.Ob
?U.3/?
?U.3
.B/?
.8
170*
bSbl
l.Sb
H.b
0.0
35.0?
?7?.?1
1023.87
1.33
0.00
CARBON BALANCE FUEL ECONOMY
HC GRAMS/MIN
CO GRAMS/MIN
CO? GRAMS/MIN
NOX GRAMS/MIN
SO? GRAMS/MIN
?.71
?1.3
90
.10
o.on
?3.»7
KILOMETRES/LITRE
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Suzuki TS-100
Date
4/29/77
Sequence TSS-1
Baseline
Condition
Speed,
mi/hr
Idle
20
30
40
50
Idle
Notes:
Gear
N
2
4
5
5
N
Engine
rpm
Load
0.47
1.03
1.79
2.80
.
Concentrations
CO,
%
4.26
3.91
2.26
5.04
5.96
4.87
C°2.
%
5.07
J.0.99
LI. 49
8.90
8.26
5.10
02>
%
9.8
2.8
2.4
4.3
4.3
9.0
NO,
ppm
12.
20.
70.
100.
160.
16.
FID HC,
ppm C
93,600
24,200
26,600
39,800
43,400
96,500
_
Run after pilot air screw out 2 turns, as received ^_
Idle brought down to lowest runable idle speed
Max. head temp, of 250°C reached at 50 mph __
WOT accel. time 0-80 kph =20.6 sec
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Suzuki TS-100
Date
5/19/77
Sequence TSS-2
Conditon
Speed,
mi/hr
Idle
20
30
40
50
Idle
Notes:
Gear
N
2
4
5
5
N
Engine
rpm
«.___
Load
— • —
0.43
0.98
1.79
2.87
Concentrations
CO,
%
3.81
3.12
2.79
6.38
6.22
4.56
C02,
%
5.61
11.44
10.88
8.01
7.92
5.45
02-
%
10.3
3.2
4.0
4.7
5.3
9.8
NO,
ppm
9.
23.
56.
60.
115.
12.
FID HC,
ppm C
86,400
23,200
27,200
40,400
44,400
88,000
.
_
Run with carburetor settings as TSS-l but with modified rotary valve _
Valve intake angle area reduced by 20° total - 10° from either side __
No significant improvement noted i__
Max. head temp, of 250°C reached at 50 mph
WOT accel time 0-80 kph = 24.5 sec
D-186
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Suzuki TS-100
Date 6/2/77
Sequence TSS-3
Condition
Speed,
mi/hr
Idle
20
30
40
50
Idle
Notes:
Gear
N
2
4
5
5
N
Engine
rpm
— --
__—
_—__
__ __
____
»
Load
____
0.48
0.98
1.76
2.80
Concentrations
CO,
%
2.83
2.79
2.23
5.16
6.22
4.36
C02,
%
5.72
11.33
11.22
8.59
7.88
5.73
°2>
%
10.1
2.6
3.5
3.9
3.8
8.4
NO,
ppm
9.
24.
67.
88.
120.
14.
FIDHC,
ppm C
71,600
20,000
24,700
36,800
41,500
81,600
Run with stock I.-O. of rotary valve + 10° advance of I.e.
No significant improvement noted
Max. head temp, at 50 mph = 240°C
WOT accel. time 0-80 kph =23.8 sec
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Suzuki TS-100
Date 6/11/77
Sequence
TSS-4
_ Condition
Speed,
mi/hr
Idle
20
30
40
50
Idle
Notes:
Gear
N
2
4
5
5
N
Engine
rpm
«..._«.
MW —
Load
0.47
1.03
1.78
2.99
_—
Concentrations
CO,
%
2.87
0.08
0.09
0.12
0.91
3.02
C02,
%
6.17
12.10
9.91
10.95
10.99
6.50
02,
%
9.3
4.1
7.0
5.7
4.2
8.6
NO,
ppm
8.
53.
90.
1 840.
1325.
L 9*
FID HC,
ppm C
66,400
15,700
22,800
27,000
26,400
63,400
^> missed as though engine
was about to lock-uo as
temperature reached 250°C
s;«nv- rotary, valve; lean carburetor + CL)i by !>vuuiu
Carburetor: clip moved from 3 to 1 ; pxioL an opened
Max. head temp 250°C at 50 mph Max. exhaust gas temp. 700°C at 50 mph
W.O.T. accel time 0-80 kph = 19.9 sec
D-187
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Suzuki TS-100
Date 8/3/77
Sequence TSS-5
Condition
Speed,
mi/hr
Idle
20
30
40
50
Idle
.
Notes:
Gear
N
2
4
5
5
N
Engine
rpm
—
— —
— —
— —
—
—
Load
—
0.49
1.04
Head
Max. E
—
CO,
%
2,92.
0.91
0.06
tempei
peed e
3.60
Concentrations
c°2»
%
13.00
14.79
14.53
ature
t W.O.
12.80
o2,
%
1.1
0.0
1.1
sxceec
r. 41
0.9
NO,
ppm
O.fl
6.1
335.
s 250°
mph
2.1
FID HC,
ppm C
18,500
11,400
120
i
21,000
Exhaus
Enter
Cat.
300
275
350
300
j,ean carcuretor + GDI + Catalyst - compressed air injection (d
b Temoeratnre, °C
Exit
Cat.
375
425
510
400
ata pres
Head
Temp, °C
100
230
250
160
ented
here at 0 air) PTX 314 (3" substrate, 1" Torvexl
Performance degradation too severe tor further testing of this configuration
Date 8/25/77
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Suzuki TS-100
Sequence TSS-6 (modified catalyst)
Conditon
Speed,
mi/hr
Idle
20
30
40
r.O.T. 49
Idle
Notes:
W.O.T.
Gear
N
4
5
N
Engine
rpm
1400
1400
Load
— — — —
0.40
'0.93
1.73
2.73
Concentrations
CO,
%
0.08
0.04
JO. 01
0.28
5.49
0.05
co2,
%
12.60
9.75
9.52
12.26
11.10
12.70
OE.
%
4.3
7.8
6.9
3.0
1.0
3.9
NO,
Ppm
10.
13.
120.
470.
100.
13.
FID HC,
jppm C
1700
1490
3280
3800
9760
1120
Air Injection Rate, cfm
0.43 —
1.76
1.64 .
1.65
1 . 89 —
Q.43
Lean carb -f- GDI + Catalyst (Modified 1" Torvex 1-1/2" R,,»,Rtm.A) + ,1r fplimp SQ_
acceleration time 0-70 kph = 22 sec. (Could not exceed 49 mph)
1033!
Max. head temp. = 255°C at 49 mph
Max. catalyst exit temp » 875 °C at 49 mph
D-188
-------
UNIT NO. 100
VEHICLE MODEL
TEST NO.
SUZUKI TS100
TABLE VEHICLE EMISSION RESULTS
117S LIGHT DUTY EMISSIONS TEST
I DATE 10/18/7fa MFGR. CODE
ENGINE .10 LITRE 1 CURB HT.
-0
0 KG
YR.
GVH
0 KG
00
VO
METER READING/SCALE
PPM
BAROMETER 712.»•» KM OF HG.
DRY BULB TEMP. Z7.2 OEG. C
REL. HUMIDITY »2 PCT.
EXHAUST EMISSIONS
BLOWER DIP. PRESS., 62, 138.1 MM. H20
BAG RESULTS
BAG HO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC
HC
HC
HC
CO
CO
CO
CO
CO? SAMPLE METER READING/SCALE
SAMPLE PERCENT
BACKGRO METER READING/SCALE
BACKGRD PERCENT
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGRD HETER READING/SCALE
BACKGRO PPH •
SAMPLE HETER READING/SCALE
PPM
SAMPLE
SAMPLE
BACKGRO HETER READING/SCALE
BACKGRO PPH
SAMPLE METER HEADING/SCALE
SAMPLE PPM
BACKGRD HETER READING/SCALE
BACKGRO PPH
COS
coa
coa
NOX
HOX
NOX
NOX
S02
808
SOB
302
SAMPLE
BACKGRD HETER READING/SCALE
BACKGRD PPM
1
3187
as. •»/*
2540
3.3/3
33
78,4/3
2108
.2/3
4
es.b/3
.47
3.H/3
.OS
4.0/2
4.0
.1/2
.S
-o.o/*
0.0
-o.o/*
0.0
WET BULB TEMP IB.3 OEG. C
AB3. HUMIDITY
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER 100
ID
O
DATE 10/18/7b
MODEL 117b SUZUKI TS100
DRIVER TJ
NET BULB TEMP 18 C
SPEC. HUM.
-------
UNIT NO. 100
VEHICLE MODEL
TEST NO,
SUZUKI TS100
TABLE VEHICLE EMISSION RESULTS
1175 LIGHT DUTr EMISSIONS TEST
« DATE 10/lV7b MFGR. CODE
ENGINE .10 LITRE 1 CURB WT,
-0
0 KG
YR.
GVM
lS7b
0 KG
BAROMETER 7"M.1B MM OF HG,
DRY BULB TEMP. 85.fi DEG. C
REL. HUMIDITY »0 PCT.
EXHAUST EMISSIONS
BLOwER DIP. PRESS., 62, 132.1 MM. H20
BAG RESULTS
BAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
SAMPLE
SAMPLE
HC
HC
HC
HC
CO
CO
CO
CO
CO?
CO?
C02
C02
NOX
NOX
NOX
NOX
soz ,
302
802
90?
HC
CO
C02
NOX
302
HC
CO
C02
NOX
802
METER READING/SCALE
PPM
BACKGRO METER READING/SCALE
BACKGRD PPM
SAMPLE
SAMPLE
METER READING/SCALE
PPM
BACKGRD METER READING/SCALE
BACKGRD PPM
SAMPLE METER READING/SCALE
SAMPLE PERCENT
BACKGRO METER READING/SCALE
BACKGRD PERCENT
.SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGRD METER READING/SCALE
BACKGRD PPM
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGRD METER READING/SCALE
BACKGRD PPM
CONCENTRATION PPM
CONCENTRATION PPM
CONCENTRATION PCT
CONCENTRATION PPM
CONCENTRATION PPM
MASS GRAMS
MASS GRAMS
MASS GRAMS
MASS GRAMS
MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS C02
WEIGHTED MASS NOX
WEIGHTED MASS so?
ACTUAL DISTANCE
8777
87,3/H
2730
2.5/3
as
72.8/3
ma
.a/a
*
8b.B/3
.»».
1.1/3
.oa
M.5/2
».5
.8/2
.8
-O.O/*
0.0
-O.O/*
0.0
2707
IBbB
.»2
3.8
0.0
37.52
52.28
187.15
.It.
0.00
105.17
7.03 GRAMS/KILOMETRE
18.»1 GRAMS/KILOMETRE
37.bS CRAMS/KILOMETRE
.03 GRAMS/KILOMtTRE
0.00 GRAMS/KILOMETRE
IO.BO KILOMETRE
371b
17.1/*
1710
3.5/3
35
bl.8/3
15b?
.1/3
8
20.2/3
.33
l.H/3
.02
3.3/2
3.3
.7/2
.7
•O.O/*
0,0
-O.O/*
0,0
1757
1535
.30
e.b
0,0
11.bO
73.31
230.13
.11
0.00
130.21
WET BULB TEMP lb.7 DEC, C
ABS. HUMIDITY 8.3 GRAMS/KG
DVNO ROLL CONSTANT 1b?.17
BLOWER INLET PRESS.* si 127.0 MM. H2o
BLOWER INLET TEMP. »s OEG. c
3
3187
2787
23.3/H
2330
3.0/3
30
87.1/3
.2/3
H
2».5/3
,»0
1.2/3
.na
».0/2
*.o
.7/2
.7
-O.O/*
. 0.0
-0.0/«
0.0
2302
231*
.38
3.3
0.0
31.81
bfa.15
Ib8.b5
.1*
0.00
102. 3»
FUEL ECONOMY BV CARBON BALANCE * 21.7 KILOMETRE/LITRE
TOTAL CARBON EXHAUST 338,faO GRAMS
ESTIMATED FUEL WEIGHT » .31KG.
-------
TABLE EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER 100
s
to
DATE 10/H/7li
MODEL H7b SUZUKI TSIOO
DRIVER TJ
WET BULB TEMP ib C
SPEC. HUM. 7.7 GRAM/KG
TIME -0 HH3.
HINAY CYCLE
TEST WT. 0 KG.
DRY BULB TEMP ?» C
BARO. 715,0 MM HG.
TEST NO. ?
ENGINE .1 LITRE 1
GVH 0 KG
REL. HUM. »0.«t PCT
MEASURED FUEL o.oo KG
RUN DURATION
BLOWER INLET PRESS.
BLOWER DIF. PRESS.
BLOWER INLET TEMP.
DYNQ REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
BLOWER CU. CM /REV.
ie.77 MINUTES
157, I MM. H?0
177.S MM H80
13 DEC. C
lb.l» KILOMETRES
S180
8108
BAG RESULTS
HC SAMPLE METER READING/SCALE 3»,i/»
HC SAMPLE PPM
HC BACKGRO METER READING/SCALE
HC BACKGRO PPM
3110
3. fa/3
3fa
co SAMPLE METER READING/SCALE si.i/a
CO SAMPLE PPM
Sill
CO BACKGRD METER READING/SCALE .8/8
CO BACKGRO PPM
cot SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT
COt BACKGRD METER READING/SCALE
C08 BACKBRD PERCENT
8
31,b/3
.58
3.5/3
.05
NOX SAMPLE METER READING/SCALE t.a/z
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
COS CONCENTRATION PCT
NOX CONCENTRATION PPM
SOB COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
COZ MASS (GRAMS)
NOX MASS (GRAMS)
SO* MASS (GRAMS)
HC GRAMS/KILOMETRE 8.0V
CO GRAMS/KILOMETRE S3. Ob
CO? GRAMS/KILOMETRE 3b,lH
NOX GRAMS/KILOMETRE .ni
302 GRAMS/KILOMETRE 0.00
HC CRAMS/KG OF FUEL *b.?l
CO GRAMS/KG OF FUEL 7bS.O
COS GRAMS/KG OF FUEL 115*
NOX GRAMS/KG OF FUEL 1.11
308 GRAMS/KG OF FUEL 0.00
CARBON BALANCE FUEL ECONOMY
HC
CO
CO?
NOX
so?
b.8
.7/8
.7
3378
loss
,18
b.8
0.0
180.81
38b.B8
583.11
.71
0.00
GRAMS/MIN 10.17
GRAMS/MIN 30.3
GRAMS/MIN »b
GRAMS/MIN ,ob
GRAMS/MIN 0.00
S3. 15
KILOMETRES/LITRE
-------
UNIT NO. 100
VEHICLE MODEL
TEST NO.
TS-100 BASE RTN
TABLE VEHICLE EMISSION KESULTS
1175 LIGHT DUTY EMISSIONS TEST
DATE S/ 8/77 MFGR. CODE
ENGINE . .10 LITRE 1 CURB NT.
-n
0 KG
VR.
GVM
I) KG
BAROMETER 710.11 MM OF HG.
DRV BULB TEMP. 27.? DEC. c
REL. HUMIDITY 55 PCT.
Ul
G2, 15?.1 MM. H?0
EXHAUST EMISSIONS
BLOWER OIF. PRESS.,
BAG KESULTS
RAG NO.
SLOWER REVOLUTIONS
POLL COUNTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
CO? SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT
CO? BACKGRD METER READING/SCALE
CO? BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
S02 SAMPLE METER READING/SCALE
802 SAMPLE PPM
SO? BACKGRD METER READING/SCALE
SO? BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
CO? MASS GRAMS
NOX MASS GRAMS
SO? MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS cog
WEIGHTED MASS NOX
WEIGHTED MASS so?
ACTUAL DISTANCE
i
31B2
?8S7
17.1/1
1710
.1/1
10
51.1/3
1353
.1/3
?
28.fa/3
.17
3.1/3
.Ob
3.7/?
3.7
.5/8
.5
-O.O/*
0.0
-O.O/*
0.0
1701
1315
.11
3.?
n.o
83.OS
3<>.Q1
179.1?
.lb
n.oo
81.11
1.?3 GRAMS/KILOMETRE
8.01 GRAMS/KILOMF.TSE
31.b3 GRAMS/KILOMETRF
.0? GRAMS/KILOMF.TRE
0.00 GRAMS/KILOMETRE
11.01 KILOMETRE
FUEL ECONOMY BV CARBON BALANCE = 3B.8 KILOMETRE/LITHE
TOTAL CARBON EXHAUST ?bf.70 GRAMS
ESTIMATED FUEL WEIGHT = .31KG.
WET BUL6 TEMP ?0.b DtG. C
AB3. HUMIDITY 12.7 GRAMS/KG
OYNO ROLL CONSTANT 1b7.1?
BLOWER INLET PRESS.,
BLOWER INLET TEMP.
61 127.0 MM. H?0
13 DEC. C
5150
3781
11.3/1
1130
.2/1
?n
12.2/3
1021
.1/3
?
22.1/3
.3b
1.1/3
.Oh
2.I/?
2.1
.5/2
.5
-O.(l/*
0.1)
-O.O/*
Q.U
1111
111
.31)
Ub
n.n
25.71
»b.S1
220.0?
.13
o.on
102.35
3
3183
?8bD
11.5/1
1150
.3/1
30
b1.?/3
1715
.3/3
b
?1.7/3
.10
3.1/3
.Ob
3.1/2
3.1
.b/2
.b
-O.O/*
0.0
-O.O/*
0.0
1122
1713
.35
2.5
0.0
11.27
17.73
111.H8
.12
o.no
77.15
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER ino
V
M
DATE S/ 2/77 TIME -0 HRS.
MODEL 117b SUZUKI TS-100 FET BASE RTN
DRIVER KN TEST MT. n KG.
MET BULB TEMP 22 C DRY BULB TEMP ?« C
SPEC. HUH. It.(I GRAH/KG BARO. 740.7 MM HG.
TEST NO.
ENGINE .1 LITHE 1
GVH n KG
REL. HUM. 5«.5 PCT
MEASURED FUEL a.on KG
RUN DURATION
BLOWER INLET PRESS.
BLOWER OIF. PRESS.
BLOWER INLET TEMP.
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
12.77 .MINUTES
127.0 KM. H20
152.1 MM H20
13 DEG. C
15.25 KILOMETRES
1811
BLOWER CU. CM /REV. 82
-------
TARLF
UNIT NO. inn
VEHICLE MOOF.L
TEST NO. i
TSjnn ?OOEG BED
71R.JH MM OF HG.
DSY RULR TEMP. ?s.n OEG. C
PEL. HijMjDTTY h7 PCT.
o»Tt
ENGINE
VEHICLE EMISSION PFSULTS
J'75 LIGHT DUTY EMISSIONS TEST
o
M
VD
Ul
EXHAUST EMISSIONS
BLOWER DIE. PRESS., G2,
BAG RESULTS
PAG KO.
BLOWER REVOLUTIONS
BOLL COUNTS
HC SAMPLE
HC SAMPLE
HC
HC
SAMPLF
SAMPLE PPM
f»AC*GRD METER BEAOING/SCALF
PPM
METER READING/SCALE
PERCENT
METER READING/SC»LE
PERCENT
MFTEP PEAOING/SCALE
CO
CO
CO
CO
CO?
CO?
C02
CO?
MQX
152. •*
METFR READING/SCALE
PPM
MFTF* BF»OIMG/SCALE
PR"
BEARING/SCALE
H20
SAMPLE
SAMPLE
NOX
so?
so?
SO?
503
HC
CO
TO?
NOX
SO?
HC
CO
CO?
NOX
soe
SAMPLE
SAMPLE pP^
8ACKGRO METEB BEADING/SCALE
BACKGBO PPM
SAMPLE METER READING/SCALE
SAMPLE PPM
RACKGRO "ETEP PE AOJNG/SCALE
PPM
CONCENTRATION PPM
CONCENTRATION PPW
CONCENTRATION PPM
CONCENTRATION PPM
«ASS GRAMS
MARS GR»MS
"A9S GPAM9
MASS f.KAMS
"ASS GRAMS
TOTAL CARBON GRAMS
,10 LITRF 1
"ASS HC-
"ASS CO
WEIGHTED MASS co?
WEIGHTED MASS NQX
WF.IGHTFO MASS so?
ACTUAL DISTANCE
».*5 GRAMS/KILOMETRE
8.q» GRAMS/KILOMETRE
37.?q GRAMS/KILOMETHE
.02
n.OO
11.20 KILOMETRE
3b.O
FUEL ECONOMY BY CAPPOM BALANCE i
TOTAL CARBON EVHAUST
ESTIMATE" FUEL WEIGHT = .33KG,
CODF
CU"H
-0
n KT,
VB,
197b
C KG
hET BULB TE"P ?0.h OtG, C
AHS. HU^IPITY 13.7 GRAMS/Kft
DYNO tfOLL CONSTANT IK 7 , q 7
PLOKEH INLET PI-F.ss., r,i i?7.o MM, H?O
RLOWfcR INLET TfKP. »3 DEC. C
?Pf 5
17.H/H
17HO
20
bl.1/1
.1/3
?
?qjg/3
3.1/3
.05
3.0/?
3.0
!s
-o.n/*
n.o
-o.o/*
0.0
1721
IH^S
."3
o.n
6 3. 2*
»n.7q
lHh,5?
.13
n.no
BR ,51
inm
12 .O/*
l?no
?n
+S.S/5
U?l/3
f
,37
3.1/3
.ns
s. i/?
?.i
'.5/?
-n.o/*
O.n
-n.n/*
n.n
UPl
1P7S
.33
n.n
?7. !»,
50. ?B
€> ?t> ,1?
. m
n.nn
ini.^n
?SR9
lh ,5/t
It-so
?0
71.1-/3
.1/3
I
"ib/3
3,2/^
.05
c ,9/f
C / 3
.5
-P.O/<
P.O
-p,n/<
P.D
ih3i
SnH1*
.*!
n!n
? i .''*
Sh.Sl
17K.lt,
.12
O.OP
11 .35
-------
O
CT>
EXHAUST EMISSIONS FROM SINGLF RAG SAMPLE
VEHICLE NUMPER ino
TEST NO. I
ENGINE .1
GVW fl KG
RFL. HUM, bb
TABLE
DATE -5/PO/77 TIMF -n HB3.
MODEL i97t> SUZUKI Tsinn FFT ROTARY ?n RED.
DWIWfP KN TEST WT. 0 KG.
KET BUI? TE^P n C DRY BULR TEMp ?•» C
SPEC. HUM. |?.b GRAM/KG BARD. 73C.1 "M HG.
? PCT
MEASURED FUF.L n.nn KG
RUN OURATlOM
BLOw£« T^LET PRESS.
BLOWER OIF. PRESS.
BLOWER INLET TEMP.
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLIITTON9
BLOWER el'. CM /REV.
i?.77 MINUTES
I»7i3 MM H?0
HI OEG. C
KILOMETRES
831?
RAG RESULTS
HC SAMPLE «ETFR PEAOING/SC«LE
HC SAMPLF PPM
HC PACKGRD METER PE»r>ING/SCALE
HC BACKGRD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
co (UCKGRO METER READING/SCALE
CO UACKGRO PPM
CO? SAMPLE "FTER READING/SCALE
CO? SAMPLE PFRCENT
coa BACKGRO MFTER READING/SCALE
CO? RACKGRD PERCENT
NOX SAMPLE MFTER READING/SCALE
NOX SAMPLE PPM
NO* BACKGRD "FTFR
NOX PACKGRD PPM
HC COWCENTPATION PPM
CO CONCEMTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
SOf CncENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
CO? "AS3 (GRAMS)
NOX MASS (GRAMS)
S02 MASS (GRAMS)
7.ni
a7.no
3?.79
.0*
o.no
50
,1/1
5
»1.1/}
.us
l.1*/^
.05
B.l/P
R.I
.81
7.H
o.n
11?. bH
0.00
HC
CO GRAMS/KILOMETRE
co? GRAMS/KILOMETRE
NOX GRAMS/KILOMETRF
so? GRAMS/KILOMETRE
HC GRAMS/KG OF FUEL
co GRAMS/KG OF FUEL
cos GRAMS/KG OF FUEL
NOX GRAMS/KG OF FUEL
SO? GRAMp/KG OF FUEL
R78.3
10h7
o.on
HC GRAMS/MIn
CO GRAHS/MIN
co? GRAMS/MIN
NOX GRAMS/MIN
so? GRAMS/MIN
R.PJ
HI
n.on
CARBON BALANCE FUEL ECONOMY
KILOMETRfS/LITHF
-------
UNIT wo. inn
VEHICLF MOOFL
TEST NO. 1
TSinn inntc RED
TABLE VEHICLE EMISSION RfSULTS
1175 LIGHT DUTY EMISSIONS TFST
DATE h/ 5/77 "FOR, COOf
ENGINE .10 LITRE 1 CURB *T.
-n
n K
n KG
BAROMETER 719.39 MM OF HG.
DRV BULB TEHP. Pfe.i DEG. C
REL. HijMlDlTf 57 PCT.
EXHAUST EMISSIONS
H
VQ
-J
BLOWER OIF. PRFSS., r,?, i>»7.3 MM. H?O
BAG RESULTS
BAG NO.
BLOwER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER FFAOING/SCALE
HC SAMPLE PPM
HC BACKGRO METER READING/SCALE
HC BACKGRO PPM
co SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD «ETER READING/SCALE
CO BACKGRD PPM
co? SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT
co? BACKGRO MFTER READING/SCALE
CO? BACKGRO PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
so? SAMPLE METER READING/SCALE
SO? SAMPLE PPM
SO? BACKGRO MfjTFR RE A|) J NG/SCALE
SO? BACKGRD PPM
HC CONCENTRATION PPM
f.O CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
CO? MAgS f.RAMg 1
NOX MAsS GRAMg
SO? MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC H.53 GRAMS/KILOMETRE
WEIGHTED MA3S CO S.t? GRAMS/* ILOME.TWE
WEIGHTED MASS co? s^.h? GRAMS/KILOMETRE
WEIGHTED MASS NOX ,03 GRAMS/KILOMETRE
WEIGHTED MASS SO? O.flO GRAMj/K UO"ETRF
1
31 8?
?B7R
19. "V»
1 iqn
3. 3/3
33
hO.1/3
l*>t 0
.1/3
j
30.1/3
.50
t.1/3
.Oh
s.n/?
5.0
.s/?
.5
-o.o/*
n.o
n.o
lqsq
1 nqc.
HI
H.S
n.o
?fe bO
HO 91
RS 8
-------
TAPLE
EXHAUST FMTSSinMS FROM SINGLE BAG S«MIH.F
VEHICLE NUMPER mo
ID
00
DATE h/ ?/77 TIME -0 HftS.
'MODEL l«m SU7UKI TSinO FET ROTARY 10 KEf)
DRIVER HN TEST WT, 0 KG.
WET RHLfl ff'P ?l C 0R* BULB TJMP at, C
SPEC. Hii". H.« r.RAM/KG HARO. 731.» MM HG,
PIIM DURATION 1?.«8 MINUTES
TNLET PHFSS. 117.n MM. H?0
DIE. PRESS. 1H7.3 MM H?0
BLOWER INLET TFMP. »3 DEC. C
OYNQ REVOLUTIONS "'SI
OlSTAMfF TRAVFUtn I*-.?] KTLOMFTRtS
BLOwER REVOLUTIONS
CO. CM /REV.
TEST NO, 1
FNGINf .1 LITRE I
BV« 1 KG
RfcL. HUM. M.7 PCT
MEA55iifiFn FUEL n.nn KG
"FTF» READING/SCALE
BAG RESULTS
HC SAMPLF
HC SAMPLE PPM
HC 9ACKGRO MFTffl RFADING/SCALE
MC RACKGRO PPM
co SAMPLF METER RF«OING/SCALE
CO SAMPLE pPM
CO RACKGRO METER READING/SCALE
CO HACKGRO PP"
CO? SAMPLE MFTER Rf AOING/SCALE
COj SAMPLE PERCENT
cos BACKGPO METER READING/SCALE
CO? BACKGPO PERCENT
N0< SAMPLE "ETFR RF AOING/SCALE
NOX SAMPLF PPM
MPX RACKGRO MP.TE" KFADING/SCALE
NO* 8ACKGR0 PPM
MC CONCEMTWATinni "P"
CO cnNCENTPATION PP"
CO? CONCENTRATION PCT
NOK CONCENTRATION PPM
SO? COCENTRATION PPM
HC M»SS (GPAMS)
CO MA355 (GRAMS)
COg "ASS (GRAMS)
NO* "ASS (GRAMS)
SO? MASS
HC GRA'1S/KUOMETRF 7^
CO GRAMS/KILOMETRE ^7,«?
CO? GRAM$,KHOfETRE 3».q»
NOX GRAMS/KILOMETRE .f>5
SO? GRA"S/MlO«eTRE 0.00
HC GRAMS/KG OF FUEL *0.2b
CO GRAMS/KG OF FUEL 9«j?.<'
co? GBAMR/KG OF FUEL IOR»
NOX GRAMS/KG OF FUEL l.»»
SO? GRAMS/KG OF FUEL O.PO
3.7/3
37
.1/1
8. 8/3
,n»
in,?/?
in.?
%H10
K17RS
.?b
10.0
n.o
1P0.33
»SO.S5
Shh.32
.75
n.oo
HC
CO
C02 GRAMS/MIN
NOX GHAMS/MTN
SO? GRAMS/HIM
15. C
-------
UNIT NO. 100
VEHICLE MODEL
TABLE
TEST NO. 1
T3-100 3T.VL. LEAN+CDI
MM. H20
BAROMETER 731.lt MM OF HG.
DRY BULB TEMP. 25.0 DEC. C
REL. HUMIDITY 53 PCT.
EXHAUST EMISSIONS
BLOWER DIF. PRESS., GB, 11
RAG RESULTS
BAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRO PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
C02 SAMPLE METER READING/SCALE
C02 SAMPLE PERCENT
C02 BACKGRD METER READING/SCALE
C02 BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
302 SAMPLE METER READING/SCALE
S02 SAMPLE PPM .
302 BACKGRD METER READING/SCALE
302 BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
302 CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
COS MASS GRAMS
NOX MASS GRAMS
302 MASS GRAMS
VEHICLE EMISSION RESULTS
1S7S LIGHT DUTY EMISSIONS TEST
DATE b/13/77 MF6R. CODE -0
ENGINE .10 LITRE 1 CURB HT. 0 KG
MET BULB TEMP 18.3 DEC. C
ABS. HUMIDITY 10.7 GRAMS/KG
DYNO ROLL CONSTANT Sb7.<(7
YR.
GVM
0 KG
TOTAL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS C02
WEIGHTED MASS NOX
WEIGHTED MASS 808
ACTUAL DISTANCE
1
3207
2837
21.8/
2100
8».8/*
too
.7/*
a
32.»/3
.5»
3.b/3
.06
8.8/2
8.8
.5/2
.5
-O.O/*
0.0
-O.O/*
0.0
2112
387
.»1
8.3
0.0
as. 37
10.70
212.75
.38
0.00
88.07
H.80 GRAMS/KILOMETRE
I.b9 GRAMS/KILOMETRE
HS.IO GRAMS/KILOMETRE
.07 GRAMS/KILOMETRE
0.00 GRAMS/KILOMETRE
11.01 KILOMETRE
BLOWER INLET PRESS., Gl 121.5 MM.
BLOWER INLET TEMP. «3 OEG. C
H20
2
S»b3
3825
30
57. I/*
22*
.S/*
3
as.*/3
.ti
3.b/3
.Ob
».3/2
H.3
.3/2
.3
-O.O/*
0.0
-O.O/*
0.0
21b
.3b
».o
0.0
as. as
.31
0.00
102.35
3
3200
28*7
1S.8/H
1580
.1/H
10
b3.8/*
2bl
.»/*
1
30.7/3
.51
2.b/3
.nt
io.2/a
10.a
.5/2
.5
-O.O/*
0.0
-O.O/*
0.0
1571
253
.»7
•1.7
0.0
ai.»8
b.17
205.18
.•>»
0.00
77.58
FUEL ECONOMY BY CARBON BALANCE » 38.5 KILOMETRE/LITRE
TOTAL CARBON EXHAUST aba.00 GRAMS
ESTIMATED FUEL WEIGHT = .31KG.
-------
TA3LF
FXHAIIST EMISSIONS FROM 3INGLF RAG SAMPLF
VEHICLE NIIMHFR inn
b
M
o
o
I>ATE
MODEL
>-/iV77 TIME -n HBS.
f»7«. SH7UKI is-inn FFT ST.VI .1 FAN+CDI
«M TEST WT. n KG.
HFT mil.* IFMP ?? C DRY BULH TF*P ?7 C
SPFC. HU". 1H.5 GRAM/KG RARO. 7*n.» MM HG.
1?.77 HINUTFS
Ibl.O MM H!>n
»* DEC. C
RH07
I3.<»7 KTLOMFTPES
TF3T NO. 1
FNGINF .1 LTTRE !
GVW n KR
RPL. HUM. fct.S PCT
MEASURED FUEL n.on KR
PUN
TNLFT PRF.SS.
RTF. PRCS3.
PLOHER INLET TEMP.
OVNO PEVnUITIOMS
CU. CM /RFV.
BAG RESULTS
HC SAHPLF MFTER
HC SAMPLF PPM
HC «UCKGRn MFTFR PFAniNG/SCAtE
HC BACKGRO PPM
CO R^KPLF («FTF1 "FAOTNG/1CALF
CO SAhPLF PPM
cn BACKCRD MFTFH PFAOING/SCALE
C" RACXCHO PPM
co? SAMPLF MFTFR SPADING/SCALE
CO? SAMPLF PERCENT
Cn? (UCKGRl) MFTFR
-------
UNIT NO. 100
VEHICLE MODEL
TABLE
TEST NO. a
T3-100 ST. VL. LEAN* OH
N)
O
BAROMETER 710.18 MM OF HG.
DRV BULB TEMP. Zfc.i DEC. C
REL. HUMIDITY b» PCT.
EXHAUST EMISSIONS
BLOWER OIF. PRESS., G8, 1S7.5 MM.
BAG RESULTS
BAC NO.
BLOMER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRO METER READING/SCALE
HC BACKGRD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
COe SAMPLE METER READING/SCALE
C08 SAMPLE PERCENT
C08 BACKGRD METER READING/SCALE
C08 BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRO METER READING/SCALE
NOX BACKGRD PPM
808 SAMPLE METER READING/SCALE
808 SAMPLE PPM
SOB BACKGRD METER READING/SCALE
SOB BACKGRO PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
COB CONCENTRATION PCT
NOX CONCENTRATION PPM
SOB CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
C08 MASS GRAMS
NOX MASS GRAMS
SOa MASS GRAMS
TOTAL CARBON GRAMS
HEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS COS
HEIGHTED MASS NOX
HEIGHTED MASS 302
ACTUAL DISTANCE
VEHICLE EMISSION RESULTS
1175 LIGHT DUTY EMISSIONS TEST
DATE b/l»/77 MF6R. CODE -0
ENGINE .10 LITRE 1 CURB NT. 0 KG
HET BULB TEMP an DEC. C
ABS. HUMIDITY 13.q GRAMS/KG
DYNO ROLL CONSTANT 1b7.17
IK.
GVM
I17b
0 KG
nao
1
9175
80.7/»
ao?o
.!/»
10
B».S/*
317
l.O/*
3
38.0/3
.53
3.b/3
.Ob
7.3/8
7.3
.7/a
.7
-o.o/*
0.0
-o.o/*
0.0
aobi
.18
b.b
0.0
a?. BO
10. »i
aob.87
.33
0.00
BV. aa
».bl GRAMS/KILOMETRE
1.7B GRAMS/KILOMETRE
IB.57 GRAMS/KILOMETRE
.07 GRAMS/KILOMETRE
0.00 GRAMS/KILOMETRE
11.If KILOMETRE
BLOHER INLET PRESS., 61 187.0 MM. HBO
BLOWER INLET TEMP. »3 DEC. C
a
5»SS
3807
18.3/1
.1/1
10
51. 3/*
83b
l.fa/*
s
81. 1/3
.11
a. 8/3
.OH
1.8/8
».a
.5/8
.5
-o.n/*
o.o
-o.o/*
o.o
laao
aas
.3b
3.7
o.o
eB.ai
10. sa
bi.bs
.3?
0.00
FUEL ECONOMY BY CARBON BALANCE « 31.8 KILOMETRE/LITRE
TOTAL CARBON EXHAUST 8b8.SO GRAMS
ESTIMATED FUEL HEIGHT » .30KG.
3
3178
a«us
l».b/-»
ItbO
.a/i
80
b7.5/*
888
l.O/*
3
31.1/3
.52
a. 1/3
.o»
n.o/a
11.0
.b/a
.b
-o.o/*
o.o
-o.o/*
o.o
10. H
0.0
11.1(3
7.37
803. tO
.58
0.00
75. tB
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAR SAMPLE
VEHICLE NUMBFR ion
D
N>
O
10
DATE b/11/77 TIME -0 MRS.
MODEL It7«> SUZUKI TS-inn FET ST.VL.LEAN+CDI
0RTVER KN TEST HT. n KB.
WET BIILH TEMP ?n C ORY BtJL* TF.MP ?b C
SPEC. HUH. ia.i, GRAM/KG BARO. 7t-t.? MM HG.
TEST NO. ?
ENGINE .1 LITRE 1
CVM n KG
REL. HUH. hn.i PCT
MEASUREO FUEL n.on KG
MINUTES
MM. Met
MM nar
DE€. C
13.51 KILOMFTRES
»3
RUM DURATION
"LOWER INLET PRESS.
BLOWER DIP. PRESS.
BLOWER INLET TEHP.
DfNn REVOLUTIONS
DISTANCE TRAVELER
RLOWFR fiEVOLUriONS
BLOWER CU. CM /REV.
RAG RESULTS
HC SAMPLE METEft RFAOING/SCALE
HC 3AH»LE PPM
HC BACKGRO METER RFAOING/SCALE
HC flACKGRO PP«
CO SAMPLE METER P.EAOIMG/SCALE
CO SAMPLE PPM
CO BACKGRO METFR READING/SCALE
CO RACKGRD PPM
C03 SAMPLE MFTFU READING/SCALE
C
co GRAMS/KG OF FUEL •»*.'»
CO? GRAMS/KG OF FUEL ei3<*
NOX GRAMS/KG OF FUEL 10.fc«t
so? GRAMS/KG OF FUEL n.nn
CARBON BALANCE FUEL FCONOHV
in
.57*
1
53.1/3
.13
3.1/3
.n?
35. b/?
SS.b
.'/?
.7
7.301
283
.(»8
35. n
n.n
»«1.03
11.71,
n.no
HC GRAMS/MtN
CO GPAMS/MIN
CO? GRAMS/MIN
uox GRAMS/MIN
SO? PRAM8/MIN
n.nn
KILOMETRFS/LITRE
-------
UNIT NO. 100
VEHICLE MODEL
TABLE
TEST NO. 1
TS100 LN+CAT+AIR+CDI
VEHICLE EMISSION RESULTS
1175 LIGHT DUTY EMISSIONS TEST
DATE 8/21/77 MFGR. CODE
ENGINE .10 LITRE 1 CURB HT.
-0
0 KG
YR.
GVM
0 KG
BAROMETER 738.12 MM OF HG.
DRY BULB TEMP. 28.•» OCG. C
REL. HUMIDITY SO PCT.
EXHAUST EMISSIONS
to
O
W
BLOHER DIF. PRESS., G2, 152.* MM. H20
BAG RESULTS
BAG NO.
BLOMER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
C02 SAMPLE METER READING/SCALE
C02 SAMPLE PERCENT
COS BACKGRD METER READING/SCALE
C02 BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
S02 SAMPLE METER READING/SCALE
802 SAMPLE PPM
302 BACKGRD METER READING/SCALE
$08 BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
302 CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
1
3233
2780
81.1/3
811
1.2/3
12
21.b/3
bib
.1/3
2
13.0/3
.73
3.1/3
.Ob
12.4/2
12. *
3.5/2
3.5
-O.O/*
0.0
-O.O/*
0.0
838
b73
.b8
•J.I
0.0
11.50
18. bb
C02 MASS GRAMS 2«tb.b8
NOX MASS GRAMS
S02 MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC 1.13 GRAMS/KILOMETRE
WEIGHTED MASS CO 1.22 GRAMS/KILOMETRE
WEIGHTED MASS C02 bo.
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER 100
10
O
*>•
DATE 8/25/77 TIME -(I MRS.
MODEL 117b SUZUKI 13-100 FET LN+CAT+AIR +CDI
DRIVER KN TEST HT. 0 KG.
MET BULB TEMP 22 C DRY BULB TEMP 27 C
SPEC. HUH. IT.3 GRAM/KG BAflO. 73-».S MM H6.
TEST NO. 1
EN6IHE .1 LITRE 1
GVM 0 KG
REL. HUH. hl.« PCT
MEASURED FUEL 0.00 KG
I?. .71 MINUTES
187.0 MM. H20
MH H?0
OEG. C
RUN DURATION
BLOWER INLET PRESS,
BLOWER DIF. PRESS. 152.
BLOHER INLET TEMP. »3
DYNO REVOLUTIONS 10708
DISTANCE TRAVELED 17.RO KILOMETRES
BLOWER REVOLUTIONS VBlf)
BLOWER CU. CM /REV. B?«»0
BAG RESULTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
COS SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT
COS BACKGRD METER READING/SCALE
C02 BACKGRO PERCENT
METER READING/SCALE
PPM
1S.3/*
1530
,3/»
3D
711.0/1
SAMPLE
SAMPLE
BACKGRD METER READING/SCALE
BACKGRD PPM
CONCENTRATION PPM
CONCENTRATION PPM
NOX
NOX
NOX
NOX
HC
CO
COB CONCENTRATION PCT
NOX CONCENTRATION PPM
302 COCENTRATION PPM
MASS (GRAMS)
MASS (GRAMS)
HC
CO
CO? MASS (GRAMS)
NOX MASS (GRAMS)
302 MASS (GRAMS)
HC GRAMS/KILOMETRE 1.73
CO CRAMS/KILOMETRE Ib.SI
CO? GRAMS/KILOMETRE -tT.S?
NOX GRAMS/KILOMETRE .as
SO? GRAMS/KILOMETRE 0.00
HC GRAMS/KG OF FUEL fcl.52
CO GRAMS/XG OF FUEL ftfc.3
COS GRAMS/KG OF FUEL 1109
NOX GRAMS/KG OF FUEL 2.05
30? GRAMS/KG Of FUEL 0.00
CARBON BALANCE FUEL ECONOMY
.1/1
5
73.»/3
1.33
3.3/3
.OS
13.7/2
13.7
2.3/2
2.3
1505
711*
1.2<»
11.8
0.0
30.81
a'fs.a*
8*3.13
.11
o.on
HC GRANS/MIN
CO GRANS/MIN
C02 GRAMS/HIM
NOX GRAMS/MIN
SO? GRAMS/MIN
bb
.07
0.00
21.SO KILOMETRES/LITRE
-------
UNIT NO. 100
VEHICLE MODEL
TABLE
TEST NO. 2
TS100 LN+CAT+AIR+CDI
BAROMETER 731.10 MM OF HG.
DRY BULB TEMP. 2b.7 DEC. C
REL. HUMIDITY bl PCT.
EXHAUST EMISSIONS
VEHICLE EMISSION RESULTS
1175 LIGHT DUTY EMISSIONS TEST
DATE 8/85/77 MFCR. CODE -0
ENGINE .10 LITRE 1 CURB HT. 0 KG
MET BULB TEMP 21.1 DEC. C
ABS. HUMIDITY 13.7 GRAMS/KG
DYNO ROLL CONSTANT 1b7.17
YR.
GVM
117b
0 KG
a
to
o
Ul
8LOHER DIP. PRESS., SZ, 152.1 MM. H20
BAG RESULTS
BAG NO.
BLOHER REVOLUTIONS
ROLL COUNTS
HC SAMPLE HETER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
C02 SAMPLE METER READING/SCALE
C02 SAMPLE PERCENT
COS BACKGRD METER READING/SCALE
CO? BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
302 SAMPLE METER READING/SCALE
802 SAMPLE PPM
802 BACKGRD METER READING/SCALE
SO? BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
COS CONCENTRATION PCT
NOX CONCENTRATION PPM
302 CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
i
3183
2777
17.3/3
973
1.5/3
IS
71. 3/*
307
,b/*
2
12.7/3
.73
1.2/3
.Ob
1.5/2
i.s
1.2/2
1.2
-O.O/*
0.0
-O.O/*
0.0
i«»i
215
.b?
8.1
0.0
12.11
R.07
C02 MASS GRAMS 28B.51
NOX MASS GRAMS
S02 MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC 1.25 GRAMS/KILOMETRE
WEIGHTED MASS CO .bl GRAMS/KILOMETRE
WEIGHTED MASS CO? bO.73 GRAMS/KILOMETRE
WEIGHTED MASS NOX .10 GRAMS/KILOMETRE
WEIGHTED MASS 502 o.oa GRAMS/KILOMETRE
.»2
o.on
13. »b
ACTUAL DISTANCE
10.80 KILOMETRE
FUEL ECONOMY BY CARBON BALANCE = 35.7
TOTAL CARBON EXHAUST 278.8V
ESTIMATED FUEL WEIGHT s .32KG.
KILOMETRE/LITRE
GRAMS
BLOHER INLET PRESS., Gl 127.0 MM. H20
BLOWER INLET TEMP. 13 DEC. C
2
5*58
371b
25.1/3
251
1.7/3
17
2b.1/*
21
l.O/*
1
35.11/3
.51
1.2/3
.Ob
10.2/2
10.2
2.b/H
2.b
-O.O/*
0.0
-O.O/*
0.0
238
23
.52
7.7
0.0
5.52
1.07
388.3V
.bb
0.00
111.23
3
3178
2787
32.S/3
321
2.0/3
20
bl.b/*
IS?
.»/*
1
38.0/3
.bl
3.1/3
.Ob
11.0/2
11.0
3.3/2
3.3
-O.O/*
0.0
-O.O/*
0.0
310
152
.58
7.1
0.0
1.11
1.1»
251.12
.31
0.00
7f.lb
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER 100
O
DATE 8/25/77 TIME -0 HRS.
MODEL 197b SUZUKI T3-100 FET LN+CAT+AIR +CDI
DRIVER KN TEST HT. 0 KG.
NET BULB TEMP 21 C DRY BULB TEMP 27 C
SPEC. HUM. 13.5 GRAM/KG 9ARO. 7»0.* MM HG.
TEST NO. 2
ENGINE .1 LITRE 1
GVH 0 KG
REL. HUM. 58.0 PCT
MEASURED FUEL 0.00 KG
RUN DURATION
BLOHER INLET PRESS.
BLOHER DIF. PRESS. 152.
BLOHER INLET TEMP. »3
OYNO REVOLUTIONS 10711
DISTANCE TRAVELED 17.80
BLOHER REVOLUTIONS
BLOHER CU. CM /REV. 8290
12.75 MINUTES
127.0 MM. H20
MM H20
DEC. C
KILOMETRES
METER READING/SCALE
PPM
BACKGRD METER READING/SCALE
BACKGRD PPM
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGRD METER READING/SCALE
BACKGRD PPM
SAMPLE METER READING/SCALE
BAG RESULTS
HC SAMPLE
HC SAMPLE
HC
HC
CO
CO
CO
CO
C02
C02 SAMPLE PERCENT
C02 BACKGRD METER READING/SCALE
COS BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRO PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
802 COCENTRATION PPM
HC MASS (CRAMS)
CO MASS (GRAMS)
CO? MASS (GRAMS)
NOX MASS (GRAMS)
SO? MASS (GRAMS)
HC GRAMS/KILOMETRE I.bl
CO GRAMS/KILOMETRE It..37
C02 GRAMS/KILOMETRE fB.92
NOX GRAMS/KILOMETRE .05
802 GRAMS/KILOMETRE 0.00
HC GRAMS/KG OF FUEL bl.18
co GRAMS/KG OF FUEL bso.s
C02 GRAMS/KG OF FUEL l
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Suzuki GT-750
Date 1/27/77
Sequence GTS-1 Baseline - Stock
Condition
Speed,
mi/hr
Idle
20
30
40
50
60
-_Idle
Notes:
Gear
N
2
3
4
c
_
Timing .
Engine
rpm
i 1100
2200
2500
2750
_ _ _ _
^liAriV^r
Load
0.49
1.12
2.13
3.39
4 90
1 ok. it
Concentrations
CO,
%
2.48
2.02
3.48
1.49
1.91
012
1 .95
C02,
%
3.30
7.83
7.37
9.49
Q.G8
ko.34
JBr^l
°2>
%
13.9
8.9
8.0
7.0
6.4
5.3
TV5
NO,
ppm
10.
9.
11.
..1Q,.,_.
_23L-
100.
n. ._
FID HC,
ppm C
67.200
42,400
51.200
34.000
^rfinn
^2.000
fii f finn —
»i- n«Mlla rrlio Dosition #4 (stock), tsilot fuel snrftW T. tn FT
i , , ,„ „;„ w: — „«, T. +•« «» 2.4. 2.4, 2.6 inJcL, Max. head tfflip flt fiQ mph —
approx. 130°C; max, gas temp at 60 mph approx. 545°C
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Suzuki GT-750
Date
1/27/77
Sequence
GTS-2 1st Step Lean + GDI installed
Jet needle cli
1/2
D-207
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Suzuki GT-750
Date
7/21/77
Sequence
GTS-3
Condition
Speed,
mi/hr
Idle
20
30
40
50
60
Idle
Gear
N
2
3
4
5
5
N
Engine
rpm
1250
2250
2600
2750
2950
3500
1350
Load
—
0.54
1.21
2.14
3.41
4.90
— —
Concentrations
CO,
%
D.70
1.09
L.49
1.00
3.06
D.06
D.29
coE,
%
10.12
12,87
13.17
13.87
13.38
14.29
10.55
o2,
%
7.3
3.3
2.5
1.8
3.1
2.0
6.7
NO,
ppm
—
1.8
2.0
2.1
105.
355.
2.4
FID HC,
ppm C
2,160
2,500
4,280
9,840
1,770
2,360
1,660
^^^:
"bucking" ._
__.
_
Notes: ^bure^rs, lean, GDI installed, Catalysts, 3, PTX 314 Corninq substrate
Max, head temp at 60 raph 120°C: Max, gas temp. 550°c
Max. catalyst exit temp. 700°C at 60 mph. Max. catalyst inlet temp. 450°C
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Suzuki GT-750
Date 7/29/77
Sequence GTS-4
Speed,
mi/hr
Idle
20
30
40
50
60
Idle
Notes:
Conditon
Gear
N
3
4
5
5
N
Engine
rpm
1250
2200
2500
2650
2800
3250
1300
Load
0.52
1.20
2.14
3.35
4.86
H-
Lean Carcuretors ,
-------
UNIT NO. 700
VEHICLE MODEL
TEST NO.
3UZKI GT750
BAROMETER 744.73 MH OF HG.
DRY BULB TEHP. 2b,7 DEC. C
REL. HUMIDITY 38 PCT.
EXHAUST EMISSIONS
10
O
VO
BLOHER OIF. PRESS., G2, 477.5 MM. H20
BAG RESULTS
BAG NO.
BLOHER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
C02 SAMPLE METER READING/SCALE
C02 SAMPLE PERCENT
COa BACKGRD METER READING/SCALE
C02 BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
302 SAMPLE METER READING/SCALE
SO? SAMPLE PPM
302 BACKGRD METER READING/SCALE
302 BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX 'CONCENTRATION PPM
302 CONCENTRATION PPH
HC MASS GRAMS
CO MASS GRAMS
COa MASS GRAMS
NOX MASS GRAMS
SOa MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC ' 14.08 GRAMS/KILOMETRE
WEIGHTED MASS CO 13.10 GRAnS/KItOHETRE
HEIGHTED MASS COa 71. 89 GRAMS/KILOMETRE
HEIGHTED MASS NOX .03 GRAMS/KILOMETRE
WEIGHTED MASS 302 0.00 GRAMS/KILOMETRE
1
b273
3449
34.4/4
3440
1.8/3
18
58.li/3
1473
.8/3
17
3b.4/3
.bl
3.3/3
.05
4.0/2
4.0
1.0/2
-1.0
-O.O/*
0.0
-O.O/*
0.0
3483
1422
.Sb
3.1
0.0
87.10
73.03
458. 87
.24
0.00
831.78
TABLE VEHICLE EMISSION RESULTS
1S7S LIGHT DUTY EMISSIONS TEST
I DATE 10/18/7b HFGR. CODE -0 YR.
ENGINE .75 LITRE 3 CURB NT. 0 KG GVH
NET BULB TEMP 17.2 DEC. C
ABS. HUMIDITY 8.5 GRAMS/KG
DYNO ROLL CONSTANT Sb7.b7
BLOWER INLET PRESS., GI 452.1 MM. HBO
BLOHER INLET TEMP. 43 DEC. C
0 KG
ACTUAL DISTANCE
11,78 KILOMETRE
FUEL ECONOMY BY CARBON BALANCE = 17.4
TOTAL CARBON EXHAUST b4b.44
ESTIMATED FUEL HEIGHT = .75KG.
KILOMETRE/LITRE
GRAMS
Z
1077S
3bSS
81.8/4
aiao
1.0/3
10
40.5/3
17b
.5/3
11
81.7/3
.35
3.8/3
.Ob
l.b/8
l.b
.7/8
.7
-O.O/*
0.0
•O.O/*
0.0
948
.30
.1
0.0
98.81
83.58
4ii.a3
.13
0.00
327.89
3
bzes
3*11
85. a/4
asao
a. 7/3
a?
40.4/3
974
.5/3
11
32.4/3
.54
8. 7/3
.04
4.3/2
4.3
1.1/2
1.1
-O.O/*
0.0
-O.O/*
0.0
942
.50
3.3
0.0
bS.bO
48. 4b
40b.Sl
.ad
0.00
lBb.78
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER 700
O
10
H
O
DATE 10/18/7b
MODEL 197b SUZUKI GT7SO
DRIVER JT
MET BULB TEMP 18 C
SPEC. HUM. 8.9 GRAM/KG
TIME -0 HRS.
HINAY CYCLE
TEST NT. o KG.
DRY BULB TEMP 27 C
BARO. 711.7 MM HG.
TEST NO. 1
ENGINE .8 LITRE 3
GVN 0 KG
REL. HUM. 38.8 PCT
MEASURED FUEL 0.00 KG
RUN DURATION
BLOHER INLET PRESS.
8LOHER OIF. PRESS.
BLOWER INLET TEMP.
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOHER REVOLUTIONS
BLOHER CU. CM /REV.
12.75 MINUTES
152.1 MM. H20
177.S MM H20
13 OEG. C
9900
Ib.lb KILOMETRES
9537
8119
BAG RESULTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
COS SAMPLE METER READING/SCALE
COS SAMPLE PERCENT
C02 BACKGRD METER READING/SCALE
C02 BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRO METER READING/SCALE
NOX BACKGRO PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
COS CONCENTRATION PCT
NOX CONCENTRATION PPM
302 COCENTRAT10N PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
C02 MASS (GRAMS)
NOX MASS (GRAMS)
302 MASS (GRAMS)
32.5/1
3250
3.1/3
31
b9.5/3
1805
.5/3
11
53.1/3
.93
1.9/3
.03
7.0/2
7.0
1.2/8
1.2
3222
1710
.«»0
5.9
0.0
121.78
13b.07
1112.89
.72
0.00
MC GRAMS/KILOMETRE
CO CRAMS/KILOMETRE
C02 GRAMS/KILOMETRE
NOX GRAMS/KILOMETRE
302 GRAMS/KILOMETRE
HC GRAMS/KG OF FUEL
Co GRAMS/KG OF FUEL
C02 GRAMS/KG OF FUEL
NOX GRAMS/KG OF FUEL
S02 GRAMS/KG OF FUEL
7.58
8.27
b7.b3
.01
0.00
*9.b1
250.1
2018
1.32
0.00
HC GRAMS/HIN
co GRAMS/MIN
CO? GRAMS/MIN
NOX GRAMS/MIN
SO? GRAMS/MIN
CARBON BALANCE FUEL ECONOMY
9.79
10.7
87
.Ob
0.00
22.25 KILOMETRES/LITRE
-------
UNIT NO. 700
VEHICLE MODEL
TEST NO,
SUZUKI GT7SO
TABLE VEHICLE EMISSION RESULTS
1175 LIGHT DUTY EMISSIONS TEST
' DATE 10/11/7% MFGR. CODE
ENGINE ,75 LITRE 3 CURB WT.
-0
0 KG
YR,
GVM
0 KG
BAROMETER 7*1.71 MM OF HG.
DRV BULB TEMP. 25.0; DEG. C
BEL. HUMIDITY »b PCT.
EXHAUST EMISSIONS
a
to
BLOWER DIF. PRESS., 62, 477.5 MM. H20
BAG RESULTS
BAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRO METER READING/SCALE
HC BACKGRD PPM
co SAMPLE METER READING/SCALE
CO SAMPLE PPM
co BACKGRD METER READING/SCALE
CO BACKGRD PPM
coz SAMPLE METER READING/SCALE
C02 SAMPLE PERCENT
C02 BACKGRO METER READING/SCALE
C02 BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
so? SAMPLE METER READING/SCALE
302 SAMPLE PPM
so2 BACKGRD METER READING/SCALE
S02 BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTflATlON PPM
COS CONCENTRATION PCT
NOX CONCENTRATION PPM
80! CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
1
b?7fa
34bb
34.5/4
34SQ
4.2/3
42
51.3/3
1413
.2/3
4
37.1/3
,b4
5.8/3
.01
3.1/2
3.1
.7/2
.7
-O.O/*
0.0
-O.O/*
0.0
3412
1441
,5b
3.3
0.0
Bb.bS
7f ,30
COB MASS CRAMS 450.11
NOX MASS CRAMS
SOJ MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS.HC 14,lb GRAM$/KILOMETRE
WEIGHTED MASS co 12.0* GRAMS/KILOMETRE
WEIGHTED MASS co? 73.45 GRAMS/KILOMETRE
WEIGHTED MASS NOX ,03 GRAMS/KILOMETRE
WEIGHTED MASS 802 0.00 GRAMS/KILOMETRE
.2b
0.00
281.14
ACTUAL DISTANCE
KILOMETRE
FUEL ECONOMY BY CARBON BALANCE
TOTAL CARBON EXHAUST
ESTIMATED FUEL HEIGHT • ,7bKG.
17,1 KILOMETRE/LITRE
bbl.11 GRAMS
WET BULB TEMP 17.2 DEG. C
ABS. HUMIDITY 9.2 GRAMS/KG
DYNO ROLL CONSTANT 1h7.17
BLOWER INLET PRESS., Gl 457.2 MM. H20
BLOWER INLET TE«P. «»3 DEG. C
e
1075*
3710
Zl.5/»
2150
3,2/3
32
31,3/3
1»5
.2/3
»
2*.7/3
.*0
S.5/3
.OS
1.3/2
1.3
.b/2
.b
-O.O/*
0.0
-P.O/*
0.0
2120
120
.32
,7
0.0
1S.2b
80.81
M7.00
.10
0.00
23b,51
3
b27H
27.5/H
2750
3.5/3
31
*4.b/3
1085
.1/3
2
3H.B/3
.58
5.1/3
.08
H.l/3
*.l
.b/2
.b
-O.O/*
0.0
-O.O/*
0.0
2720
1055
.51
3.5
0.0
b
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAB SAMPLE
VEHICLE NUMBER 700
7
to
I-1
to
DATE
MODEL 147b SUZUKI GT750
DRIVER TJ
WET BULB TEMP 17 C
SPEC. HUH. q.e GRAM/KG
TIME -o HRS.
Hl*f»Y CYCLE
TEST «T. 0 KG.
DRY BULB TEMP 25 C
BARD. 7»3.7 MM HG.
TE3T NO. 2
ENGINE .8 LITRE 3
GVM 0 KG
REL. HUM. »5.fc PCT
M£ASJJ*fiD FUEL n.OO KG
RUN DURATION
BLOWER INLET PRESS.
BLOMER DIF. PRESS.
BLOWER INLET TEMP.
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOMER REVOLUTIONS
CU, CM /REV,
l«,7b MINUTES
»«7.2 MM. HgO
177. S MM H20
»3 DEC. C
Ib.lb KILOMETRES
BIO*
HC
HC
co
co
co
CO
BAG RESULTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
BACKGRD METER READING/SCALE
BACKGRD PPM
SAMPLE METER READING/SCALE
SAMPLE PPM
SACKOHD METER READING/SCALE
BACKGRD PPM
SAMPLE METER REAPING/SCALE
COg SAMPLE PERCENT
cog BACKBRO METER READING/SCALE
COg BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PP*
COZ CONCENTRATION PCT
NOX CONCENTRATION PPM
SO* COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
COg MASS (GRAMS)
NOX MASS (GRAMS!
302 MASS (GRAMS)
HC GRAMS/KILOMETRE 8.SS
CO CflAMS/KlLOWETftE "».S8
COg GRAMS/KILOMETRE (.(,.37
NOX GRAMS/KILOMETRE .03
so? GRAMS/KILOMETRE o.oo
HC GRAMS/KG OF FUEL *1,b5
CO GRAMS/KG OF FUEL 271."
CO? GRAMS/KG OF FUEL l'3ft
NOX GRAMS/KG OF FUEL ,15
902 GRAMS/KG OF FUF.L 0.00
J7.0/«t
3700
4.2/3
42
78.8/3
2122
1.0/3
22
53.8/3
S.2/2
5.2
3d<>3
203*
.«•'
».*
0.0
1*0.71
1S7.75
1012.51
.53
0,00
HC GRAMS/MIN
Co GRAMS/MIN
co? GRAMS/MIN
NOX GRAM3/MIN
sag GRAMS/MIN
CARBON BALANCE FUEL ECONOMY
11.02
ie.»
Bb
.0*
0.00
21.«b
KILOMETRES/LITRE
-------
UNIT NO. 700
VEHICLE MODEL
TABLE
TEST NO. I
GT750 1ST STEP, CDI+LEAN
a
to
BAROMETER 7»7.2» MM OF HG.
DRY BULB TEMp. ?3.fl DEG. C
PEL. HUMIDITY ?s PCT,
EXHAUST EMISSIONS
BLOWER OIF*. PRESS., 02, IgZ.b MM,
BAG RESULTS
BAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRD PPM
CO SAMPLE "ETER READING/SCALE
CO SAMPLE PPM
co BACKGRD METER READING/SCALE
CO BACKGRD PPM
co? SAMPLE METER READING/SCALE
coe SAMPLE PERCENT
cos BACKGRO METER READING/SCALE
COS BACKGRO PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
SOB SAMPLE METER READING/SCALE
302 SAMPLF PPM
so? BACKGRD METER READING/SCALE
802 BACKGRD PPM
VEHICLE EMISSION RESULTS
1P7S LIGHT DUTY EMISSIONS TEST
DATE ?/ s/77 MFGR, CODE
ENGINE .75 LITRE 3 CURB WT.
WET BULB TEMP
ABS, HUMIDITY
-o
0 KG
YR.
0 KG
H80
CONCENTRATION PPM
CONCENTRATION PPM
CONCENTRATION PCT
CONCENTRATION PPM
CONCENTRATION PPM
MASS GRAMS
MASS CRAMS
MASS GRAMS
MASS GRAMS
MASS
HC
CO
coa
NOX
308
HC
CO
CO?
NOX
308
TOTAL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED M»SS 002
WEIGHTED MASS NOX
WEIGHTED MASS sn?
ACTUAL DISTANCE
83a
5.1
0,0
bO,13
l<«.3b
H9B.BO
,3b
n.oo
12.?* GRAMS/KILOMETRE
S.li, GRAMg/KILOMETRE
,0» GRAMS/KILOMETRE
O.on GRAMS/KILOMETRE
12. in KILOMETRE
It,B DEC. C
<»,b GRAMS/KG
DYNO ROLL CONSTANT 1b7,S7
FUEL ECONOMY BY CARBON BALANCE
TOTAL CARBON EXHAUST
ESTIMATED FUEL WEIGHT «
19.1 KILOMETRE/LITRE
*<«bt8q GRAMS
BLOWER INLET PRESS,, Gl HS7.8 MM, H20
BLOWER INLET TEMP, »3 DEG. C
2
i
3R37
21.2/»
8120
2.5/i
8S
^5,0/*
HB8
83,5/3
.38
3.1/3
.05
l.b/2
l.b
.5/2
.5
•o.n/*
o.o
-o.o/*
o.n
1.1
0,0
•U.08
H2.0b
Hbb.Ob
.13
0.00
221.07
3
b2b8
88»0
8.2/3
8?
8<».e/*
1
3H.8/3
.5?
2.1/3
.0*
b.0/8
b.O
.5/2
.5
"O.O/*
0.0
•o.o/*
0.0
2211
«2b
,53
5.5
n,o
5b.SH
21,<<1
H30.1S
.3<»
n.no
175, 7»
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE HAS SAMPLE
VEHICLE NUMBER 701)
O
DATE ?/ V77 TIME -n HRS. TEST NO. 1
MODEL 117b SUZUKI GT 750 FET 1ST STEP. CDI+LEAN ENGINE .8 LITRE 3
DRIVER KN 1EST WT. 0 KG. GVW 0 K6
NET BULB TEMP It C URY BULB TEMP ?fc C REL. HUM. ?».b PCT
SPEC. HUM. 5.1 GRAM/KG 8ARO. 7H7.9 MM HG. MEASURED FUEL 0.00 KC
RUN DURATION
BLOWER INLET PRESS.
BLOMER DIP. PRESS.
BLOWER INLET TEMP.
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
BLOWtR CU. CM /REV.
12.75 MINUTES
•»b7,H MM. H20
HIS.3 MM H20
•»3 DEC. C
1001Q
Ib.bl KILOMETRES
«H7b
BOB?
BAG RESULTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRO METER READING/SCALE
HC BACKGRD PPM
co SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO flACKGRD METER READING/SCALE
CO BACKGRD PPM
COS SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT
CO? BACKGRD HETER READING/SCALE
CU? BACKGRO PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD HETER READING/SCALE
NOX BACKGRO PPM
HC CONCENTKAIION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
COS MASS (GRAMS)
NOX MASS (GRAMS)
S08 MASS (GRAMS)
HC GRAMS/KILOMETRE 3.SB
CO GRAMS/KILOMETRE 1.1S
CO? GRAMS/KILOMETRE b§.17
NOX GRAMS/KILOMETRE .0?
so? GRAMS/KILOMETRE o.oo
1750
2.0/3
?0
b».S/*
2bS
.S/*
1
53.2/3
.93
11.8/8
.b
173?
11.3
0.0
bb.H7
11.87
inR7.5b
1.81
0.00
HC GRAMS/KG OF FUEL *8.»7
CO URAMS/KG OF FUEL H7.»
CO? GRAMS/KG OF FUEL ?S<»3
NOX GRAMS/KG OF FUEL 5.88
SO? GRAMS/KG OF FUEL 0.00
CARBON BALANCE FUEL ECONOMY
HC GRAMS/MIN
CO GKAMS/MIN
CO? GRAMS/MIN
NOX GRAMS/MIN
SO? GRAMS/MIN
5.21
l.b
RS
o.on
21.23 KTLOrtETHF.S/LITrtE
-------
UNIT Nil. 7tlO
VEHICLE MODEL
TABLE
TFST NO. B
GT7SO JST STEPi CBULEAN
DATE
VFHJCLf. FHlSSIOtJ HF.SULTS
J'I75 LICHT UIITr EMISSIONS TFSJ
2/l»/77 MFUR. COHF
. ?$ LITRt 3 CUHh ml.
7
to
M
Ul
BAROMETER 7»1.13 KM OF HG.
DRY BULB TE«F. 2S.Q'GFG. C
REL. HUMIDITY 33-PCT.
EXHAUST EMISSIONS
BLOWER DIP. PRESS., G2, H82.b MM. H20
RAG RESULTS
BAG NO..
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE HETER Rf ADING/SCALE
HC SAMPLE PPM
HC BACKGRU HEIER READING/SCALE
HC BACKGRD PPM
CO SAMPLE METER Ht»DING/SCALE
CO SAbPLt PPM
CO BACKGRD HETER HEADING/SCALE
C.U BACKGRD PPM
CO? SAKPLt ME1EH READING/SCALE
C02 SAKPLE PERCENT
C02 BACKGRD HETER READING/SCALE
C02 P.ACKGRO PERCENT
NOX SAMPLE »»ETER READING/SCALE
NOX SAMPLE PPM
NOX BACKGKO METER READING/SCALE
NOX BACKGRU PPM
S02 SAKPLE HETER RFADING/SCALE
302 SAKPLE PPM
SOS BACKGRU METER READING/SCALE
302 BACKGKO PPM
HC COMCEfiTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
C02 MASS GRAMS
HOX MASS GRAMS
SO? MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS C02
WEIGHTED MASS NOX
WEIGHTED MASS soa
ACTUAL DISTANCE
1
(.27*
3535
22. O/*
220(1
5.P/3
SS
8H.S/*
382
l.O/*
3
1H/3
.70
.1/2
,H3
R.B/2
B.fl
3.8/3
11.4
-O.O/*
0.0
-n.O/*
0.0
37O
.b7
-1.8
It.fl
-.13
O.OU
PD5.BJ
-U
0 K
(.Vll
n KG
13.ah GHAMS/KILOMF.TPE
S.b'l GPAMS/KIL""ETPE
77.b"» GRAMS/K1LOMETRF
.01 GR*M3/KILOtlETRf
o.oo GHAMS/KILOMETRE
12.2b KILOMETHE
FUEL ECONOMY BY CAR8HN BALANCE = IB.3 KILOMETRE/LURE
TOTAL CARBON EXHAUST b2?.fl5 GRAMS
FSTIMATEO FUEL WEIGHT = .72KC.
V.ET BULB !E"P 15.0 Ot(.;
ABS. HUMIDITY b.h
UTNO «OH. CONSTANT
bLUVEH INLET PRESS.,
INLET TF.HP.
5.2/3
52
an. 2/3
5b?
i.n/*
3
25.1/3
.HI
S.l/3
.OB
2.]/?
2.1
-u.n/*
o.n
-d.n/*
o.n
a*1*!
5»q
.33
1.7
0.0
101,. 13
.22
(I. H U
2H1.01
35SS
22.3/t
2P3H
5.0/3
50
Bb."*/*
tlb
.3/3
b
3b.?/3
.hi
5.H/3
.08
1.2/2
-n.o/*
tl.Q
-U.O/*
n.u
S183
»01
.53
S.B
0.0
5b.lO
2U.H1
»3*.07
.bb
P. no
17S.HS
1 355. b MM.
3 OF.G. c
H20
-------
TABLE fXHAUST EMISSIONS FROM SINGLE BAP, SAMPlt
VEHICLF HIIMBFR 7nil
DATE ?/lt/77 TIME -o h«S. TEST NO. ?
MOOEL I"*?*- SU7UKI GT-750 FET 1ST STFPt CDI+LEAN ENGINE .8 LlTCE 3
ORIVER KN TEST WT. II KG. GVW 0 KG
WET HULH IEMP !«, C DRY BUL« TEMP ?». C REL. HUM. ?».5 PCT
SPEC. MUM. 7.» GRAM/KG HAHO. 7»1.<» MM HG. MEASUBiO FUFL O.OO KG
RUH DURATION 1?.7» MINUTES
BLONER INLST PRESS. 457.? MM. H?O
BLOWER OIF. PRESS. 18?.b MM H?0
BLONER INLET TEMP. HS OEG. c
1YUU REVOLUTIONS 111013
OISTANCE TRAVELED lh.f,» KILOMETRES
BLOWER REVOLUTIONS
BLOWER CU. CM /REV.
BAG RESULTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGHD METER READING/SCALE 3.b/3
HC HACKGRD PPM 3*.
co SAMPLE METER HEADING/SCALE SR.b/*
CO SAMPLE PPM ?3?
co BACKGMQ METFR READING/SCALE .b/*
CO BACKGND PPM ?
CO? SAMPLE HF.TER READING/SCALE bl.?/3
9 CO? SAMPLE PERCENT 1.119
nj co? BACKGHO METER RFADING/SCALE <».b/3
H CO? 8ACKGRD PERCENT .07
°^ NOK SAMPLE METER READING/SCALE 17.7/2
NOX SAKPLE PPM 17.7
NOX BAC*GRD MfTER PFAOING/SCALE 1.0/S
NOX BACKGPO PPM 1.0
HC CONCENTRATION PPM ai)9R
CO CONCENTRATION PPM ??3
CO? CONCFNTPATION PCT ).f3
NOX CONCENTRATION PP« Ih.B
SO? COCENTRATION PPM 0.0
HC MASS (GRAMS) 80.08
CO MASS (GRAMS) I7.?n
CO? MASS (GRAMS) 1?5?.?0
NOX MASS (GRAMS) I ."»?
SO? MASS (GRAMS) 0.00
HC GRAMS/KILOMETRE ».!»1
CO GRAMS/KILOMETRE 1.03
co? GRAMS/KILOMETRE 75.?b
NOX G^AMS/KILOMEIRE .1?
SO? GRAMS/KILOMETRE II.nd
HC GRAMS/KG OF FUEL *s.sn HC KRAMS/MIN h,?s
co GRAMS/KG OF FUEL 35.5 co GPAMS/MIN i.?
CO? Gi»AMS/KG OF FUEL ?5BS CO? GRAMS/MIN IS
NOX GRAMS/KG OF FUEL 3.<
-------
TABLE
UNIT NO. 700
VEHICLE MODEL
TEST NO. 1
CT7SO LN+CAT +CDI
VEHICLE EMISSION RESULTS
1S75 LIGHT DUTY EMISSIONS TEST
DATE 7/21/77 MFGR. CODE
ENGINE .75 LITRE 3 CURB MI.
-n
0 KG
GVh
(1 KG
O
to
BAROMETER 7»3.»«> MM OF HG.
DRV BULB TEMP. 27.8 DEC. C
REL. HUMIDITY -»1 PCT.
EXHAUST EMISSIONS
BLOWER DIP. PRESS., G2, HlO.a MM.
BAG RESULTS
BAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRD PPM
co SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
COB SAMPLE METER READING/SCALE
C02 SAMPLE PERCENT
COS BACKGRD METER READING/SCALE
C02 BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
S02 SAMPLE METER READING/SCALE
802 SAMPLE PPM
SOS BACKGRD METER READING/SCALE
302 BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
302 CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
C02 MASS GRAMS
N0< MASS GRAMS
S02 MASS GRAMS
Hao
TOTAL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS C02
WEIGHTED MASS NOX
WEIGHTED MASS S02
ACTUAL DISTANCE
1
b2bS
34
-------
TABLE
D
00
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER 700
DATE 7/B1/77 TIME -II MRS.
MODEL 117h SUZUKI GT-75D FET LEAN+CAT+CDI
DRIVER KM TEST «T. 0 KG.
WET BULB TEMP ?0 C DRY BULB TEMP ?1 C
SPEC. HUN. 10.1 GRAM/KG BARCI. 71?.? MM HG.
TEST MO. 1
ENGINE .u LITRE 3
GVM 0 KG
REL. HUH. fl.S PCT
MEASURED FUEL o.aa KG
RUN DURATION
BLOWER INLET PRESS.
BLOWER DIF. PRESS.
BLOWER INLET TEMP.
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
BLOWER CU. CM /REV.
l?.7b MINUTES
HM. H5O
MM H?0
DE6. C
IBS. b
lb.37 KILOMETRES
8075
BAG RESULTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD HETFR READING/SCALE
HC BACKGRD PPM
CO SAMPLE METER HEADING/SCALE
CO SAMPLE PPM
CO BACKGRO METER READING/SCALE
CO BACKGRD PPH
COS SAMPLE METER RFAOING/SCALE
COE SAMPLE PERCENT
CO? BACKSRD METER READING/SCALE
CO? BACKGRO PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKCRD METER READING/SCALE
NOX BACKGRO PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? COCENTRATION PPH
HC MASS (GRAMS)
CO MASS (GRAMS)
CO? MASS (GRAMS)
NOX MASS (GRAMS)
SO? MASS <6RAMS)
38.0/3
380
1.5/3
IS
51.3/*
13?
.?/*
n
75,?/3
1.37
3.8/3
.fib
ib.<;/?
Ifc.S
.b/?
.b
3b7
137
1.3?
Ib.h
a.a
13.78
l.b?
isun.bi
?.oo
n.oa
HC GRAMS/KILOMETRE
CO GRAMS/KILOMETRE
CO? GRAMS/KILOMETRE
NOX GRAMS/KILOMETRE
SO? GRAMS/KILOMETRE
HC GRAMS/KC OF FUEL
co GRAMS/KG OF FUEL
CO? GRAMS/KG OF FUEL
NOX GRAMS/KG OF FUEL
802 GRAMS/KG OF FUEL
.BY
.51
Ib.SS
.12
o.nn
?b.b»
IB.b
3nsd
3.87
n.no
HC GRAMS/MIN
CO GRAMS/MIN
CO? GRAHS/HIN
NOX G3APS/HIN
SO? GflAMS/MIN
n.on
CARBON BALANCE FUEL ECONOMY
KILOMEIRE3/LITRF.
-------
UNIT NO. 700
VEHICLE MODEL
TABLC
TEST NO. 1
6T750 LN+CATtAIR4CDI
VEHICLE EMISSION RESULTS
1175 LIGHT OUT* EMISSIONS TEST
DATE 7/2R/77 MFGR. CODE
ENGINE .75 LITRE 3 CURB WT
-0
O KG
VR.
GVM
u KG
BAROMETER 7T1.K8 MM OF HG.
DRY BULB TEMP. 30.0 DEG. C
REL. HUMIDITY «8 PCT.
O
to
M
ID
G2t 482.b MM. H20
EXHAUST EMISSIONS
BLOWER DIF. PRESS.,
BAG RESULTS
BAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPH
HC BACKGRD METER READING/SCALE
HC BACKGHD PPH
CO SAMPLE HETER READING/SCALE
CO SAMPLE PPH
CO BACKGRO METER READING/SCALE
CO BACKGRO PPM
COa SAMPLE METER READING/SCALE
C02 SAMPLE PERCENT
CO? BACKGPD HFTER READING/SCALE
C02 BACKGRO PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRO METER READING/SCALE
NOX BACKGRD PPM
302 SAMPLE HETER READING/SCALE
802 SAMPLE PPH
S02 BACKGRD METER READING/SCALE
S02 BACKGRD PPM
HC CONCENTRATION PPH
CO CONCENTRATION PPH
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
302 CONCENTRATION PPM
HC MASS GRAMS :
CO MASS GRAMS
CO? MASS GRAMS
NOX MASS GRAMS
SOS MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS C02
WEIGHTED MASS NOX
WEIGHTED MASS SO?
ACTUAL DISTANCE
1
b2b7
3H8S
M.7/»
1170
1.3/3
13
b?.b/*
isa
.«/*
a
H8.1/3
.8*
4.5/3
.07
b.b/2
b.b
.7/2
.7
-O.O/*
0.0
-o.n/*
n.n
.77
b.l)
n.o
S.2H
7.51
O.flO
l.»7 GRAMS/KILOMETRE
.77 GRAMS/KILOMETRE
11U.55 GRAMS/KILOMETRE
.OS GRAMS/KILOMETRE
O.OO GRAMS/KILOMETRE
12.OS KILOMETRE
NET BULB TEMP 21.7 DEG. C
ABS. HUMIDITY 13.0 GRAH3/KR
DYNO ROLL CONSTANT 9b7 ,<*7
BLOWER INLET PRE3S., Gl »57.8 MM.
BLOWER INLET TEMP. -»3 DEG. C
10727
3781
8b.8/8
87
1.2/3
ie
27.8/*
58
,3/*
1
37.2/3
.fa3
1.7/3
.07
1.7/2
1.7
.7/2
.7
-O.O/*
0.0
-o.n/*
0.11
75
5b
.Sb
1.0
a.o
3.2b
t.8b
7b7.i«l
.lb
0.00
3*87
1H.3/3
1*3
1.3/3
13
22.I/*
*S
.S/*
1
«»3.1/3
.74
5.4/3
,O8
4.<»/a
H.S
.7/2
.7
-O.O/*
0.0
-O.O/*
n.o
131
43
.bb
t.e
0.0
3.30
2.17
524.10
.38
0.00
148.1<*
FUEL ECONOMY BY CARBON BALANCE * 20.1 KILOMETRE/LITRE
TOTAL CARBON EXHAUST SbO.7* GRAMS
ESTIMATED FUEL WEIGHT = .faSKG.
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUHBFR 700
to
to
O
DATE 7/38/77 TIME -0 HRS.
MODEL H7b SUZUKI GT-750 FET LN+CAT+ATR+CDI
DRIVER KN TEST WT. 0 KC.
WET BULB TEMP IS C DRV BULB TEMP ?B C
SPEC. HUM. 10.1 GRAM/KG BARO. 7*3.2 MM HG.
TEST NO. 1
EN6INE .8 LITRE 3
GVH n KG
REL. HUM. »?.S PCT
MEASURED FUEL 0.00 KG
RUN DURATION
BLOWER INLET PRESS.
BLOWER DIP. PRESS.
BLOWER INLET TEMP.
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
BLOWER CU. CM /REV.
IS.77 MINUTES
»57.e MM. H?0
*8?.b MM H?0
»3 DEG. C
1857
lb.38 KILOMETRES
1»BS
8018
BAC
HC
HC
HC
HC
CO
CO
CO
CO
COS
CO?
co?
CO?
NOX
NOX
NOX
NOX
HC
CO
co?.
NOX
so?
HC
CO
CO?
NOX
so?
RESULTS
SAMPLE
SAMPLE
METER READING/SCALE
PPM
BACKGRD METER READING/SCALE
BACKGRD PPM
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGRD METER READING/SCALE
BACKGRO PPM
SAMPLE METER READING/SCALE
SAMPLE PERCENT
BACKGRD METER READING/SCALE
BACKGRO PERCENT
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGRD METER READING/SCALE
BACKGRD PPM
CONCENTRATION PPM
CONCENTRATION PPM
CONCENTRATION PCT
CONCENTRATION PPM
COCEN1RATION PPM
MASS (GRAMS)
MASS (GRAMS)
MASS (GRAMS)
MASS (GRAMS)
MASS (GRAMS)
ZbV
.1/3
1
»b.n/*
»3
.»/*
0
70.3/3
1.27
.05
lO.b/2
10. h
.
-------
UNIT NO. 700
VEHICLE HOOEL
TABLE
TEST NO. S
GT750 LN+CAT+AIR+CDI
VEHICLE EMISSION HESULT3
1175 LIGHT DUTY EMISSIONS TEST
DATE 7/21/77 MFGR. CODE
ENGINE .75 LITRE 3 CURS KT.
-0
0 KG
YR.
QVM
117b
U KG
BAROMETER 7H3.20 MM OF HG.
DRY BULB T£HP. ?5,b DEC. C
REL. HUMIDITY hO PCT,
EXHAUST EMISSIONS
13
to
to
BLOWER DIF. PRESS., G5, 5=15.3 MM. H30
BAG RESULTS
RAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
MC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACK6RO METER READING/SCALE
HC BACKGRD PPM
CO SAMPLE MEIER READING/SCALE
CO SAMPLE PPH
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
CO? SAMPLE METER READING/SCALE
C02 SAMPLE PERCENT
COS BACKGHO METER READING/SCALE
CO? BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPH
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPH
808 SAMPLE METER READING/SCALE
902 SAMPLE PPH
902 BACKGRD METER READING/SCALE
802 BACKGRO PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPH
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? CONCENTRATION PPM
HC MASS GRAHS
CO MASS GRAMS
1
b2S1
3»bO
10.1/H
10 in
.l/H
1U
81. H/*
iflq
.8/*
1
»*.8/3
.77
2.8/3
.n»
b.H/J
(..»
.1/2
.q'
-o.o/*
n.n
-n.o/*
n.n
1001
191
.73
S.b
0.0
as.?a
s.az
COe MASS GRAMS 585.01
NOX MASS GRAMS
302 MASS GRAHS
TOTAL CARBON GRAMS
WEIGHTED MASS HC 1.37 GRAHS/KIuOMETRE
WEIGHTED MASS CO .72 GHAMS/KILOMETRE
WEIGHTED MASS C08 107.11 GRAMS/KILOMETRE
WEIGHTED MASS NOX .Ob GRAMS/KILOMETRE
WEIGHTED MASS SO? O.OO GRAHS/K1 LOMETfiE
.5(1
0.00
18S.»5
ACTUAL DISTANCE
12.no KILOMETRE
FUEL ECONOMY" BY CAW6ON BALANCE = 2(1.7 KILOMETRE/LITHE
TOTAL CARBON EXHAUST 5HR.21 GRAHS
ESTIMATED FUEL WEIGHT = .«,3K6.
WET BULB TEMP 20.0 DEC. C
ABS. HUMIDITY i2.h GRAMS/KG
UYNO ROLL CONSTANT 1h7.97
BLOWER INLET PRESS., GI ts7.e MM.
BLOWER INLET TEMP. »3 DEG. C
S
10750
37*7
8b.3/2
Hb
.!/*
10
*s.a/*
Hb
l.O/*
E
33.5/3
.SS
2.8/3
.OH
1.1/2
1.1
.8/2
.8
-O.O/*
o.n
-o.u/*
o.o
77
13
.51
1.1
0,0
a.sa
3.72
7nh.ia
.17
0.00
3H83
17.S/3
175
1H.2/2
1H
38.8/«
3b
,b/*
1
Ht.f/3
.7b
i.8/3
.03
b.5/3
b.S
.S/?
.1
-O.O/*
0.0
-O.O/*
0.0
Ib2
3»
.73
S.7
D.O
H.OB
1.73
510.H7
.50
0.00
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER 700
O
to
to
to
DATE 7/2H/77 TIME -0 MRS.
MODEL 1*1711 SUZUKI GT-750 FET LN+CAT+AIR +CDI
DRIVER KN TEST HT. 0 KG.
MET BULB TEMP go C DHV BULB TFMP 87 C
SPEC. HUM. 12.1 GRAM/KG BARO. 7H3.2 MM HG.
TEST NO. ?
ENGINE .8 LITRE 3
GVH 0 KG
REL. HUM. 5».l PCT
MEASURED FUEL o.oo KG
RUN DURATION
BLOWER INLET PRESS.
BLOWER OIF. PRESS.
BLOWER INLET TEMP.
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
BLOWER CU. CM /REV.
12.77 HINUTES
»57.3 MM. H20
»R2.b MM H20
»3 OEG. C
9B70
lb.»l KILOMETRES
80^7
RAG RESULTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CU BACKGRO METER READING/SCALE
CO BACKGRD PPM
C02 SAMPLE METER READING/SCALE
C02 SAMPLE PERCENT
C02 BACKGRO METER READING/SCALE
CO? BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
COS MASS (GRAMS)
NOX MASS (GRAMS)
S02 MASS (GRAMS)
HC GRAMS/KILOMETRE .53
co GRAMS/KILOMETRE
CO? GRAMS/KILOMFTRE
NOX GRAMS/KILOMETRE
SOP GRAMS/KILOMETRE
HC GRAMS/KG OF FUEL
CO GRAMS/KG OF FUEL
CO? GRAHS/KG OF FUEL
NOX GRAMS/KG OF FUEL
SO? GRAMS/KG OF FUEL
CARBON BALANCE FUEL ECONOMY
23.h/3
23b
1.1/3
11
»0.7/*
3B
.5/*
1
71.2/3
1.2R
3.8/3
.Ob
12.7/2
ia.7
1.0/2
1.0
22b
3h
1.2»
11.8
0.0
8.b<>
1509.01
1.57
o.on
.17
11.18
.10
0.00
17.80
5.7
310V
3.23
0.00
HC
CO
CO?
NOX
SO?
GRAHS/MIN
GRAMS/MIN
GRAMS/MIN
GRAMS/MIN
GRAMS/MIN
.be
.2
118
.12
0.00
KILOMETRES/LITRE
-------
APPENDIX E
RESULTS FROM FTP, FET, AND STEADY-STATE TESTS WITH MALADJUSTMENT
Motorcycle Page
Suzuki TS-100 E-2 to E-9
Yamaha RD-400 E-10 to E-17
Honda XL-125 E-18 to E-25
Kawasaki KZ-900 E-26 to E-35
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Suzuki TS 100
Date 10/20/76
Sequence Baseline
Speed,
mi/hr
0
20
30
40
50
0
Condition
Gear
N
2nd
4th
5th
5th
N
Engine
rpm
1920
— — —
1980
Load
0
.43
.93
1.78
2.85
0
Concentrations
CO,
%
5.00
6.66
4.85
5.96
7.42
5.43
C02,
%
5.07
8.84
9.39
7.91
7.74
4.91
02.
%
7.5
2.0
3.6
4.4
3.9
7.2
NO,
ppm
2.2
L2.9
2.7
3.0
3.5
3.0
FID HC,
ppm C
I44ronn
33,000
40,700
fi5rnOO
59,000
15Q.OOO
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Suzuki TS 100
Date 10/20/76
Sequence
Lean
Conditon
Speed,
mi/hr
0
20
30
40
50
0
Gear
N
2nd
4th
5th
5th
N
Engine
rpm
1900
-.__..
1940
Load
0
.40
.90
1.71
2.75
0
Concentrations
CO,
%
3.67
2.19
0.18
2.21
4.17
4.02
C02,
%
6.33
11.79
11.77
10.15
9.30
6.25
°2'
%
7.0
2.9
4.5
4.8
4.2
7.5
NO,
ppm
7.8
20.
220.
320.
260.
9.3
FID HC,
ppm C
122,000
23 t 000
23,800
40,800
47,800
111.000
Notes: Head Temp, reacnea approx. 250°C during 40 mr>h steadv state
E-2
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Suzuki TS 100
Date 11/02/76
Sequence Rich Adjustment
Condition
Speed,
mi/hr
0
20
30
40
50
0
Notes:
Gear
N
2nd
4th
5th
5th
N
Heac ^_
Engine
rpm
1500
Load
0.42
0. 94
1.77
3.02
Concentrations
CO,
%
5.23
8. 03
9.13
9.75
9.62
5.78
C02,
%
2.73
5.41
6. 33
5.67
6. 17
2. 73
02,
%
7.8
5. 3
4. 0
4. 0
3. 8
7.6
NO,
ppm
12.3
14. I
10. 5
11.5
34.5
15.0
FID HC,
ppm C
160, 000 +
89,600
58,400
61, 100
53,600
160,000 +
1 frrmnprahTo r Barbed approximately 180°C during 40 mph steady state
+ emission exceeds highest range
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Suzuki TS 100
Date 11/29/76
Sequence Advanced Timing Adjustment
Conditon
Speed,
mi/hr
0
20
30
40
50
0
Notes:
Gear
N
2nd
4th
5th
N
Hea
Engine
rpm
d tempc
Load
_ —
0.40
0. 95
1. 74
•
Concentrations
CO,
4. 97
7.81
8. 12
8.66
5. 16
C02,
2. 94
6.33
7.0?
6. 17
3.00
°%'
8.0
4.8
3.8
4.3
7.6
NO,
ppm
11.
13.
14.
24.
12.
FID HC,
ppm C
131,000
51,600
44,000
55, 200
125,000
rature reached approximately
-------
TABLE
UNIT NO. KiU
VEHICLE MODEL
TEST NO. 1
SUZUKI IS 100 LEAN
VEHICLE EMISSION RESULTS
1175 LIGHT DUTY EMISSIONS TEST
DATE in/£l/7b MFGS. CODE
ENGINE .10 LITRE 1 CURB NT.
-0
0 KG
YR.
UVM
I17b
0 KG
BAROMETER 7H5.7M MM OF H6.
DRY UULH TEMK. Bb.7 OEG. C
REL. HUM1UITY ?•• PCT.
M
EXHAUST EMISSIONS
BLOHER OIF. PRESS.,
HAG RESULTS
BAG NO.
HLOHEH REVOLUTIONS
ROLL COUNTS
HC
HC
HC
HC
CO
CO
to
CO
cog
CO?
G?. it?.? MM. H?O
METER HEAOINU/SCALE
PPM
SAMPLE
SAMPLE
6ACKGRD METEH KCADINtt/SCALE
BACKGHD PPM
SAMPLE METER READING/SCALE
SAMPLE PPH
BACKGHD METtR READING/SCALE
HACKGriO PPH
SAMPLE METER READING/SCALE
SAMPLE PERCENT
CO? BACKGRD METER READING/SCALE
CO? BACKGRO PERCENT
NOX SAMPLE METER READING/SCALE
NO* SAMPLE PPH
NOX BACKGRD METFR RfcADINli/SCALE
NOX HACKGHD PPH
S'J? SAMPLE MtTER READING/SCALE
80S SAMPLE PPH
802 BACKGRU METER READING/SCALE
SUJ HACKGRO PPH
HC CONCENTRATION PPh
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? CONCENTRATION PPM
ML MASS GRAMS
CO MASS GRAMS
CO? MASS GRAMS
NOX MASS GKAMS
SO? MASS GHAHS
TOTAL CARSON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS CO?
WEIGHTED MASS NOX
WEIGHTED MASS S03
ACTUAL DISTANCE
I
3300
25l>0
l.H/3
Ib
ah. 5/3
.3/3
b
31.b/3
.5?
».l/3
.Ob
10. I/?
in.l
-0.il/*
U.O
-U.O/*
n.u
1.3
n.u
3S.31
17.33
Pll.faH
.37
o.no
Hb.b?
b.Ol GRAMS/KILOMETRE
3.*b GRAMS/KILOMETRE
»1.0? GRAMS/KILOMETRE
,ob GHAMS/KILOMF, rfip
O.OU GffAMS/KlL'JMETRF
11.01 KILOMETRE
FUEL ECONOMY BY CARBON BALANCE = 35.b KILOMETHE/LITRE
TOTAL CARBON EXHAUST iBH.lS URAMS
ESTIMATED FUEL WEIGHT = .33KG.
378?
15.0/»
1500
?.8/3
S8
WET BULB TEMP 1H.» OEG. C
ABS. HUMIDITY S.8 GRAMS/KG
OYMO ROLL CONSTANT 1b7.17
BLOrtER INLET PRESS., Gl 1?7.0 MM. H?0
BLUMER INLET TEMP. »3 DEG. C
3
3lb7
?83B
•JHII
.3/3
fa
25.1/3
.41
».3/3
.07
b.O/?
b.O
-o.o/*
o.n
-o.o/*
u.o
1*73
»?7
.35
5.1
n.ti
3H.03
11.11
?55.n»
.33
0.00
107. bO
?.8/3
?8
?9.b/3
b^b
n.0/3
0
21.7/3
.07
1.1/B
1.1
.I/?
.1
-O.O/*
0.0
-O.O/*
0.0
1-1
0.0
38.13
18. 12
ISb.ZO
.35
0.00
83.17
-------
H
Ui
TABLE EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER 100
D»tE 10/21/7b
MODEL i«7b SUZUKI TS 100
DRIVER JB
WET BULB TEMP 1» C
SPEC. HUM. 5.2 GRAM/KG
TIME -0 MRS.
F€T LEAN
TEST "T. , 0 KG.
DRY BULB TE«P 87 C
BAUD. 7*5.7 MM HG.
TEST NO. 1
ENGINE .1 LITRE 1
GVN 0 K5
BEL. HUM. 83.7 PCT
MEASURED FUEL 0.00 KG
ie.au MINUTES
187.0
152.1.
»3
IbSO
lb,0»
MM. H20
MM HBO
DEG. C
KILOMETRES
RUN DURATION
BLOWER INLfT PRESS.
BLOWER DIF. PRESS.
BLOWER INLET TF.MP.
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
BLOWER CU. CM /REV.
BAG RESULTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
BACKGHD METER READING/SCALE
BACKGRQ PPM
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGRO METER READING/SCALE
BACKGRD PPM
cos SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT ,
co2 BACKGRO METER READING/SCALE
COz BACKGRO PERCENT
NOX SAMPLE METE" READING/SCALE
NO* SAMPLE PPM
NOK BACKGRO METER BEADING /SCALE
NOX BACKGPO PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
COS CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? COCENTRATION PPM
HC M&ss (GRAMS)
CO MASS (GRAMS)
CO? MASS (DRAMS)
NOX MASS (GRAMS)
SO? MASS (GRAMS)
HC
HC
co
CO
co
CO
HC GPAMS/KILOMETRE 10.21
CO GRAMS/KILOMETRE S2.03
C02 GRAMS/KILOMETRE "U.ei,
NOX GRAMS/KILOMETRE .07
so? GRAMS/KILOMETRE o.oo
HC GRAMS/KG OF FUEL •B.S*
CO GBAMJ/KG OF FUEL b»n.l
CO? GRAMS/KG OF FUEL IZik
NOX G0AM9/KG OF FUEL 1.4*
soa GRAMS/KG OF FUEL o.oo
CARBON BALANCE FUEL ECONOMY
7480
75.7/1
8fa7?
.1/1
5
5^.»/3
1.05
3.0/3
,05
18.4/2
18. *
.7/3
.7
8*31
1.01
IB. a
o.o
IhS.OE
353. »1
b71.53
1.07
0.00
HC GRAMS/MIN
Co GRAMS/MIN
coz GRAMS/MIN
NOX GRAMS/MIN
soe GRAMS/MIN
U.Bb
.08
0,00
21.3*
KILOMETRES/LITRE
-------
UNIT NO. 100
VEHICLE MODEL
TEST NO.
TS 100 RICH
BAROMETER 7*b.Sl MM OF HG.
Dftr BULB TEMP. 2fc.7 DEC. C
BEL. HUMIDITY »1 PCT.
EXHAUST EMISSIONS
W
BLOWER OIF'. PRESS., B2, 30*. 8 MM, H20
BAG RESULTS
BAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRO METER READING/SCALE
HC BACKGRO »o>4
co SAMPLE METER RMDIMG/SCALE
CO SAMPLE PPM
co BACKGRD METER READING/SCALE
CO BACKGRO PPM
C02 SAMPLE METER READING/SCALE
COS SAMPLE PERCENT
cos BACKGRD METER READING/SCALE
cos BACKGRO PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
sos SAMPLE METER READING/SCALE
sos SAMPLE PPM
sos BACKGRO METER READING/SCALE
302 RACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
COS CONCENTRATION PCT
NOX CONCENTRATION PPM
SOS CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
COS MASS GRAMS
NOX MASS GRAMS
S02 MASS CRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC "Ml GRAMS/KILOMETRE
WEIGHTED MASS CO 25.13 GRAMS/* ILOMET*E
WEIGHTED MASS cos 27.09 GRAMS/KILOMETRE
WEIGHTED MASS NOX .02 GRAMS/KILOMETRE
WEIGHTED MASS so? o.on GRAMS/KILOMETRE
i
3181
2803
3f »3/H
3*30
,3/»
30
7b.8/2
»4b2
.1/2
22,7/3
.37
3.2/3
.OS
2.b/2
S.b
.9/2
,q
-O.O/*
0.0
0.0
3*03
*3b7
.32
1.8
0.0
*2 , 20
109. 3b
127.73
.07
0.00
118.28
TABLE VEHICLE EMISSION RESULTS
1475 LIGHT DUTY EMISSIONS TEST
I DATl ll/ 3/7b MFCR. CODE -0
ENGINE .JO LITRE 1 CURB WT. 0 KG
WET BULB TEMP J7.8 DEC. C
ABS. HUMIDITY 9.1 GRAMS/KG
DYNO ROLL CONSTANT 9b7.97
BLOWER INLET PRESS.. Gl 2S»,0 MM. H20
BLOWER INLET TEMP, »i DEC, C
Yfl.
GVM
0 KG
ACTUAL DISTANCE
10.7fc KILOMETRE
2
m
3b91
27,*/»
2790
,3/»
30
b9,5/2
38*3
.1/8
n
18.2/3
.?9
2.9/3
.0»
2.1/2
2.1
.7/2
.»
-O.O/*
0.0
•O.O/*
0,0
?7b2
37bb
.25
i.»
0.0
S8.fa3
tbl.fl
Ib9.20
.10
0.00
lbfa.1*
3
2993
27bl
32.3/*
3230
»0
79.5/2
<»b99
.1/2
22.1/3
,3b
2,9/3
.0*
S.7/2
2.7
.If I
.7
•O.O/*
0.0
•O.O/*
0.0
3193
.32
2.1
0.0
37.27
108.»1
• 117.92
.08
0.00
110.93
FUEL ECONOMY BY CARBON BALANCE » 2*.8 KILOMETRE/LITHE
TOTAL CARBON EXHAUST 315,35 GRAMS
ESTIMATED FUEL WEIGHT « .1bKG.
-------
TABLE
M
I
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER joo
DATE H/ 3/7fe
MODEL 141b SUZUKI TS 100
DRIVER JB
WET BuLB TEMP 1» C
SPEC. HUM. 8.B GRAM/KG
TIME -0 MRS.
FCT RICH
TEST WT. 0 KG.
DRV BULB TE«P ?7 C
B*RO, 7*5.0 MM HG.
TEST NO. 1
ENGINE ,J LITRE 1
GVW 0 KG
REL, HUM, 35.9 PCT
MEASURED FUEL o.oo KG
RUN DURATION
BLOwER INLET PRESS.
BLOWER OIF. PHfSS.
BLOWER INLET TEMP.
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
BLOWER CU. CM /REV.
ia,7» MINUTES
U7.o MM. HZO
lS2.t MM W?0
f3 DEC. C
IbSD
lb.0» KILOMETRES
HBOO
METER READING/SCALE
PPM
BACKGRD METER READING/SCALE
B&CKGRD PPM
SAMPLE METER READING/SCALE
SAMPLE PPM
84CKCRO METER HEADING/SCALE
BAG RESULTS
HC SAMPLE
HC SAMPLE
HC
HC
CO
CO
CO
CO BACKGRD PPM
coj SAMPLE METER READING/SCALE
C0« SAMPLE PERCENT
cos BACKCRD METER READING/SCALE
COS BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOx SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
COe CONCENTRATION PCT
NOX CONCENTRATION PPM
903 COCENjRAIlON PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
coe MASS (GRAMS)
NOX MASS (GRAMS)
SOg MASS (CRAMS)
9000
,5X*
SO
BS.1/1
.1/1
S
3.1/3
.OS
e.s/a
8. 5
.878
11050
0.0
Slh.17
.SO
0.00
HC GRAMS/KILOMETRE
CO GRAM3/KILOMETRC
co? GRAMS/KILOMETRE
NOX GRAMS/KILOMETRE
so? GRAMS/KILOMETRE
11.50
33.'33
,OJ
0.00
»0.b7
HC GRAMS/KG OF FUEL
co GRAMS/KG of FUEL
cos GRAMS/KG OF FUEL 899
NO* GRAMS/KG OF FUEL .8b
SOI (5RAM3/KG OF FUEL 0,00
CARBON BALANCE FUEL ECONOMY
HC GRAMS/MIN
CO GRAMS/MIN
coa GRANS/MIN
NOX GRAMS/MIN
so? GRAMS/MIN
3b.l
o.on
JO.Ifi
KILOMETRES/LITRE
-------
UNIT NO. 100
VEHICLE MODEL
TEST NO. i
TSinn ADVANCE os
TABLE VEHICLE EMISSION RESULTS
IS7S LIGHT DOTY EMISSIONS TEST
DATE ll/30/7b MFGR. CODE
ENGINE .10 LITHE 1 CURB HT.
-U
0 KG
Yfi.
GVM
Q KG
BAROMETER 7-H.55 «M OF HG.
DRY BULB TEMP. 85.b OEG. C
REL. HUMIDITY 1» PCT.
EXHAUST EMISSIONS
M
I
00
PLOWER DIP, PRESS., GB, lSB.1 MM. HBO
HAG RESULTS
PAG MO.
RLOHER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC 6ACKGRD METER READING/SCALE
HC 8ACKGRO PPM
CO SAMPLE METER READING/SCALE
co SAMPLE PPM
CO 6ACKGRD METER READING/SCALE
CO HACKGRO PPM
COB SAMPLE METER READING/SCALE
COB SAMPLE PERCENT
CO? BACKGRO METER READING/SCALE
COS RACKGHO PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGHD METER READING/SCALE
NOX PACKGKD PPM
SOB SAMPLE MF.TER READING/SCALE
SOB SAMPLE PPM
SOB BACKGRD METER READING/SCALE
SUB BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
803 CONCENTRATION PPM
MC M»S3 GRAMS
r.o MASS GRAMS
COB MASS GRAMS
NOX MASS GRAMS
SOB MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC 1.BO GRAMS/KILOMETRE
WEIGHTED MASS CO 17.31 GRAMS/KILOMETRE
WEIGHTED MA3S COB 30. b? GRAMS/KILOMETRE
WEIGHTED MASS NOX .OB GRAHS/KILOMETRE
WEIGHTED MASS SOB 0.00 GRAMS/KILOMETRE
1
3177
B71H
!B.7/»
1270
.8/3
8
IB. 1/3
B701
.1/3
B
S3. 5/3
.38
3.5/3
.05
*.0/B
t.n
.S/B
.5
-tt.O/*
D.O
-O.O/*
0.0
IBEiB
Bb7b
.33
3.5
n.o
17.3?
7M.1?
111. A3
.13
0.00
St. 30
ACTUAL DISTANCE
in.-U KILOHETRE
WET BULB TEMP U.7 DEC. C
AH3. HUMIDITY B.8 GRAHS/KG
OYNO ROLL CONSTANT ^b7.17
BLOWER INLET PRESS., Gl 1B7.0 MM. HBO
BLOWER INLET TEMP. 13 DEC. C
B
5158
3757
1.0/3
10
8S.B/3
gib*
.h/3
13
ll.b/3
.31
».b/3
.07
.fr/B
.b
-O.O/*
0.0
-O.O/*
0.0
B33B
.25
1.0
0.0
BI.BH
110."1'
IRb.lb
.11
o-nn
1B3.71
FUEL ECONOMY B* CARBON BALANCE = 33.B KILOMETRE/LITRE
TOTAL CARBON EXHAUST BS«I.7H GRAHS
ESTIMATED FUEL WEIGHT = .3SKG.
3
3178
11.8/1
1180
1.1/3
11
17.7/3
.1/3
q
B»,H/3
.*0
3.b/3
,nb
.S/B
.5
-O.O/*
0.0
-O.O/*
0.0
llt.7
.35
3.1
0.0
lb.01
80. bb
151.11
.11
0.00
81. b9
-------
M
\£>
TABLE EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER 100
DATE ll/30/7b
MODEL H7b SUZUKI T3 100
DRIVER TJ
WET BULB TEMP 18 C
SPEC. HUM, 8.7 GRAM/KG
TI*E -D MRS,
FET ADVANCED 05
TEST WT. 0 KG.
DRY BULB TEMP Bb C
BARO. 751,8 MM HG.
TEST NO. 1
ENGINE .1 LITRE 1
GVW 0 KG
REL, HUM. 13.» PCT
MEASURED FUEL o.oo KG
RUN DURATION
BLOWER INLET PRESS.
BLOWER OIF. PRESS. 15B.
BLOWER INLET TEMP, »3
DYNO REVOLUTIONS «»ob7
DISTANCE TRAVELED 15.07
BLOWER REVOLUTIONS
BLOWER CU. CM /REV. 8303
18.77 MINUTES
187.0 MM. H80
MM HBO
DEC. C
KILOMETRES
METER READING/SCALE
RAG RESULTS
HC SAMPLE
HC SAMPLE
HC BACKGRD METER READING/SCALE
HC BACKGRO PPM
co SAMPLE METER READING/SCALE
CO SAMPLE PPM
co BACKGRD METER READING/SCALE
CO flACKGRO PPM
coa SAMPUE METER READING/SCALE
COB SAMPLE PERCENT
COB BACKGHO METER READING/SCALE
CO? BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRO METER READING/SCALE
NOX BACKGPD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
COg CONCENTRATION PCT
NOX CONCENTRATION PPM
SOZ COCENTRAT10N PPM
HC MASS (GRAMS}
CO MASS (GRAMS)
CO! MASS (GRAMS)
NOX MASS (GRAMS)
SO* MASS (GRAMS)
38.VH
38^0
8.5/3
25
78.1/1
7<«07
.1/1
S
»7.7/3
.88
3.H/3
.Ob
15.3/8
15.3
.b/B
.(.
3Bfa<«
77»3
.78
14.8
0.0
80.b?
3B5.7S
515.SS
.81
0.00
HC GRAMS/KILOMETRE 5.35
CO GRAMS/KILOMETRE 21.bl
C08 GRAMS/KILOMETRE 3>*.Bl
NOX GRAMS/KILOMETRE ,05
SOB GRAMS/KILOMETRE 0.00
HC GRAMS/KG OF FUEL *<».lb HC GRAMS/MIN
CO GRAMS/KG OF FUEL so»,7 co CRAMS/MIN
COB GRAMS/KG OF FUEL iB7i COB GRAMS/MIN
NOX GRAMS/KG OF FUEL B.OQ NOX GRAMS/MIN
SOB GRAMS/KG OF FUEL 0.00 SOB GRAMS/MIN
CARBON BALANCE FUEL ECONOMY
b.31
?5,S
»0
,0b
n.oo
87.35
KILOMETRES/LITRE
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Yamaha RD 400
Date ID/20/76
Sequence Baseline
Condition
Speed,
mi/hr
0
20
30
40
50
60
0
Notes:
Gear
N
. 2
3
4
5
6
N
Engine
rpm
1150
3300,.
3700
4000
4500
4950
1300
Load
0
0.45
1.01
1.93
3.05
4,46
0
Concentrations
CO,
%
3.81
3.17
1.71
2.34
2.56
2.52
3.72
C02,
%
8.30
7.4fi
9.70
10.77
11.48
11.33
*.*•*
02.
%
8.8
6.5
5.5
4.2
3.3
^.S
fl.ft
NO,
ppm
11.
10. ...
9.
11.
26.
LOO.
12.
FID HC,
ppm C
160rOOO
sa.onn
50,900
32,800
23,400
4Q,fiOn
135,200
Right (& Left (
-------
Date 11/04/76
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Yamaha RD 400
Sequence Rich Adjustment
Condition
Speed,
mi/hr
0
20
30
40_
_ 50
60
__ 0
Gear
N
2
3
4
5
6
N
Engine
rpm
1300
3200
3700
4000
4400
4900
1200
Load
— — — —
0.44
1.01
1. 93
3. 15
4. 54
3 - - -
Concentrations
CO,
%
4.67
4.61
4.44
5.56
8. 33
9.50
4.44
CO2,
%
4. 35
6.84
7. 92
8. 30
7. 37
7.28
4.64
oz.
%
7,7
6.1
6. 1
4.0
3.6
2.9
7. 7
NO,
ppm
11.
10.
10,
11.
12.
17.
13.
FID HC,
ppm C
132, 800
80,000
62,400
49,600
53, 600
42, 000
122,500
Notes: Clips moved down 1 notch for neutral
Pilot air screws turned in 1/2 turn
Head temperature rea ched 175°C during 60 mph steady state
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Yamaha RD 400
Date 11/30/76
Sequence Advanced Timing Adjustment
— Conditon
Speed,
mi/hr
_. 0
——22.
3&
_ 40
__ 50.
60.
0
Gear
N
2
3
4
5
6
N
Engine
rpm
1000
3400
3750
4100
4500
5000
1100
Load
___
0.43
1.01
1. 95
3. 14
4. 56
_ _ _ _
Concentrations
CO,
%
3. 57
2.45
1.52
?. <>6
2. 12
3.04
2.68
C02,
%
3. 9^
7.55
9.28
10. Oil
11.33
10. 12
5.07
02'
%
9.4
9.4
6.3
4.5
3. 7
4.7
10.4
NO,
ppm
11.
11.
13.
15.
40.
90.
12.
FID HC,
ppm C
89,600
66,400
48,400
34, 000
22,200
25,200
76, 800
Notes: Recommended timing is 2. 3 mm BTC - base run at approx. 1. 8-2. 0 mm,
—-„ reset to 2. 8 mm -_ ;
—. Carburetor set to normal settings
E-ll
-------
w
I
UNIT NO. SOD
VEHICLE MODEL
TEST NO. 1
PD *00 LEAN
BAROMETER 7«b.7)> MM OF HG.
DRY BULB TEMP. ?».<» OEG. C
REL. HUMIDITY ?q PCT,
EXHAUST EMISSIONS
BLOwER OIF. PRESS., GB, »g?.b MM. HjO
BAG RESULTS
BAG NO.
BLOMER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER READING/SCALE
HC SIMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRD PPM
co SAMPLE METER READING/SCALE
co SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGPD PPM
coa SAMPLE METER READING/SCALE
COB SAMPLE PERCENT
COa BACKGRD METER READING/SCALE
COB BACKGRO PERCENT
NOX SAMPLE METF.R READING/SCALE
NOX SAMPLE Of"
NOX BACKGPO METER READING/SCALE
NOX BACKGRD PPM
soe SAMPLE METER HEADING/SCALE
SOB SAMPLE PPM
SOB BACKGRD METER READING/SCALE
SOB BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
COB CONCENTRATION PCT
NOX CONCENTRATION PPM
SOB CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
COB MASS GRAMS
NOX MASS GRAMS
SOB MASS GRAMS
TOTAL CARRON GRAMS
WEIGHTED MASS HC 8,7» GRAMg/n ILOMETRE
WEIGHTED MASS CO ».01 GRAMs/KILOMETPE
WEIGHTED MftSs CO? b7.3n GRAMg/ttlLOMETRE
WEIGHTED MASS NOX ,QB GRAMS/KILOMETRE
WEIGHTED MASS so? o.no GRAMS/KILOMETRE
i
b028
3050
ai.o/v
B100
,b/4
bO
7S.8/*
33*
,8/*
B
33,8/3
,Sb
B.^/3
.0*
• ** T
B.*/B
B.H
.'t/B
,K
•O.O/*
0.0
•o.o/*
0.0
BO**
3B5
<5B
B.O
0.0
50.03
lb.08
»07.b7
.1*
o.oo
lbl.»7
T*BLE VEHICLE E"IS3ION RESULTS
1175 LIGHT DUTY EMISSIONS TEST
DATE ll/ »/7b MFCB. CODE .„
ENGINE .39 LITRE t CURB WT. 0 KG
WET BULB TEMP u.<| 0EB| c
ABS. HUMIDITY 5.S GRAM9/KG
OYNO ROLL CONSTANT <»b7.97
BLOWER INLET PRESS,, 61 »S7.B MM. HBO
BLOWER INLET TEMP. »J 0£G. C
GVM
0 KG
ACTUAL DISTANCE
11.tb KILOMETRE
B
sq
3738
l».b/»
l»bO
,8/»
80
80.7/*
3b1
.»/*
1
BO.n/3
.3?
1.8/3
.03
.'/a
.<»
.i/a
.1
•O.D/*
o.o
-o.o/*
0.0
1383
3«>I
.30
.8
0.0
SR.SO
31.02
»01.1<)
.10
0.00
175.51
FUEL ECONOMY 8Y CAPBON BALANCE
TOTAL CARBON EXHAUST
ESTIMJTEO FUEL WEIGHT »
3
b?bb
3*58
lb,7/*
Ih70
,5/»
50
7b,a/»
337
31,1/3
.58
J.l/J
.DJ
.b/B
.b
•O.O/*
0.0
•O.O/*
0.0
330
,»8
3,3
0,0
393,51
.B»
0.00
150,00
e J3.g KILOMETRE/LITRE
»87.38 GRAM8
-------
1ABLE
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VtHICLE NUr-REH Sno
DATt )!/ l/?b
MODEL H7b HO "»00 LFAM
DRIVER J8
WET BULB TEMP 15 C
SPEC. HUH. b.5 SPAM/KG
RUN DURATION
BLOWER INLFT PRESS.
RLOWEH OIF. PRESS.
ftLOHER INLET TFHP.
DYNO REVOLUTIONS
DISTANCE TRAVELED
ftl.frtER REVOLUTIONS
SLOWER CU. C« /RFV.
TIME -It HHS.
HINAY CYCLE
TEST HT. n KG.
ORY BULB TEMP ?5 C
BARO. 71b.3 MM HG.
TEST NO. 1
ENGINE .-» LITRE S
GVk (1 KG
BEL. HUM. 3i.7 PCT
MEASURED FUEL n.nn KG
MINUTES
MM. H?0
MM H?0
OEG. C
Id.SH KILOMETRES
<»h?.3
1S7.7
(-"
U)
HAG RESULTS
HC SAMPLE
HC SAMPLE
HC
hC
CU
CO
CU
CO
COj SAHPLt
CO? SAMPLE
METER READING/SCALE
PPM
BACKGRU METER READING/SCALE
PPM
METER HtADING/SCALE
PHM
METER KEAUING/SCALE
PPM
METER READING/SCALE
PERCENT
SAMPLE
SAMPLE
BACKGHD METER READING/SCALE
CO? HACKGRO PERCENT
UOX SAMf'LE MtTEK KFAOING/SCALE
NOX SArtPLE PPM
NOX GACKGRI) METER READING/SCALE
NOX BACKGRO PPh
rtC CONCENTRATION PFM
CD CONCENTRATION PHH
CO? CUMCENTKATION PCT
'Jiiy CONCENTRATION PPM
Su? COCENTRATIOK PPH
»IC MASS (GRAMS)
CO MASS (GRAMS)
CO? MASS (GRAHS)
NOX MASS (GRAMS)
SUP MASS (GRAMS)
GRAMS/KILOMETRE
GKAMS/KILOhF.IRE
HC
CO
CO?
NOX GHAMS/KILCI'/'ETk'fc
SO? GRAMS/KILOMETRE
HC GRAMS/KG UF FUEL
co GRAHS/KG OF FUEL
COp GRAMS/KG OF FUEL
NOX GRAMS/KG OF FUEL
su? GRAMS/KG OF FUEL
CARHOH BALANCE FUEL ft
2.15
10
an. 7/3
».n/3
.Ob
1IJ.»/J
111.*
1. 1/3
1.1
2201
u.u
8».7b
35.51
llltb.33
I.Ob
o.on
.Ob
0.011
q.n7
?q.?
•?*Ht>
?.3S
O.on
K<0f1 Y
HC
CO
CO?
NOX
SO?
GRAMS/MIN
GRAriS/MlN
GRAMS/KIN
GRANS/MM
r.RAMS/MN
fc.M
?.B
Oh
.08
o.nu
?7. 11
KILUMEIRES/LITRE
-------
UNIT NO. 5HO
VEHICLE MODEL
td
TEST NO.
RO »nn PITH
7*7.27 MM OF HC.
DRY BULB TEMp. ?*.* DFC. C
REL. HUMIDITY 35 PCT.
EXHAUST EMISSIONS
BLOwCR IMF. PRESS., Ki,
BAG RESULTS
BAG NO.
SLOWER REVOLUTIONS
ROLL COUNTS
TABLE VEHICLE EMISSION RESULTS
1975 LIGHT DUTY EMISSIONS TEST
1 DATE ll/ 5/7b MFGR. CODE
ENGINE .39 LITRE ? CURB WT.
-0
0 KG
VR.
GVM
0 KG
MH. H?0
HC
HC
HC
HC
CO
CO
CO
CO
COS
coe
cos
COS
NOX
NOX
NOX
NOX
SOS
SOS
SOS
SOS
HC
CO
COS
NOX
SOS
MC
CO
COS
NOX
SOS
TOTAL
SAMPLF METFP RAPING/SCALE
SAKPLF PPM
BAC^GPO METER HEADING/SCALE
BACKGRO PP«
SAMPLE MFTFR REAPING/SCALE
SAMPLF ppM
BACKGPO METFR READING/SCALE
BACKGPD PP"
SAMPLE MF.TFR READING/SCALE
SAMP^P PERCENT
BACKGRO MFTfR RfAOINR/SCALE
8ACKGBO PERCENT
SAMPLF MFTFR PFADING/SCALt
SAMPLE PPM
ijAcKRRo METFR RFAOING/SCALE
BACKGRO PPM
SAMPLE "ETF.R READING/SCALE
SAWPLF PPM
B«CXGWO METER RFADING/SCALE
BACKGRf PPM
COMCENTRATION PPM
CONCENTRATION PP*-'
CONCENTH4TTON PCT
COMCEMTRATION PP«
CO'E
GRAMS/KlLO'-ETPfc
nRAMS/KILO^f. TRF
hCT BULB TEMP 15.0 DEC. C
ABS. HUMIDITY h.8 GRAMS/KG
DYNO ROLL CONSTANT <)b7.17
BLOWER INLET PRESS., 01 »S7.S MM. HBO
BLOWER INLET TEMP. H3 DEG. C
107*5
37*3
??,?/•»
ssen
l.S/3
1?
Bb.*/l
1837
.3/1
Ib
S.B/3
.0*
,b/S
.b
-o.o/*
0.0
"O.O/*
n.n
1793
.so
.8
0.0
Ib.HO
158.03
S71.97
.11
o.no
FUEL F_r.nNO«v pv
TOTAL C*PBOfl FXHAUST
ESTTM4TEO FUEL iFir.ht
17.? KlLOMtTRE/1-tTRE
«<73.HH r,*A"S
3
b?78
3*80
S7.7X*
S770
l.S/3
15
»».B/1
3707
.1/2
*
S3.»/3
.38
e.s/3
.03
P.O/S
s.o
.5/8
.5
-O.O/*
tl.O
-O.O/*
0.0
S7Sb
3b3S
.35
t.S
0.0
70. ?1
187.15
883.bb
.IS
0.00
SIB.51
.7SKG.
-------
TABLE
M
I
M
Ul
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUKHFfi 5nn
PATE I
MODEL
S/7b
YAMAHA RD 100
TJ
«ET 8«LB TEMP 15 C
SPrC. HUM. 5.8 GRAM/KG
PUN DURATION 13.
P-LOHER INLET PRESS. *S:
BLOWER DIF. PPFSS. »6'
RLOHER IMLET TFMP.
-n HPS.
FET RICH
TEST WT. 0 KG.
DPY BIILH TEMP ?7 C
FARO. 7»b,S MM HG.
TEST HO. 1
ENGINE .» LITRE 2
GVH 0 XG
BEL. HUM. ?«-.S PCT
MEASURED FUEL n.
-------
1ABLF
M
UNIT NO. SOD
VEHICLE MUQEL
TEST NO. 1
RD-IOO ADVANCED?
BAROMFTER 7H8.03 MM OF HG.
DRY BULB TEMP. Hb.l OtG. C
REL. HUMIDITY £b PCT.
EXHAUST EMISSIONS
BLOWER OIF. PRESS., G3, HIS.3 MM.
BAG RESULTS
BAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
VEHICLE EMISSION HESULTS
JR75 LIGHT DUTY EMISSIONS TEST
DATE I?/ l/7fa MFGR. CODE -0
ENGINE .31 LITRE 2 CURB WT. 0 KG
rfET BULB TEMP !•».>» DEC. C
AflS. HUMIDITY S.H tifcAMS/KG
OYNO ROLL CONSTANT Hb7.q?
BLOWER INLET CHESS., GI Hbi.s MM. Heo
6LUKER INLET TEMP. H3 OtG. C
YR.
0 KG
HC
HC
HC
HC
CO
CO
CO
CO
COa
COS
COS
COS
NOx
NOX
NOX
NOX
SOS
soe
soa
SOa
HC
CO
coa
NOX
soa
HC
CO
COS
NOX
soa
SAMPLE METER HEADING/SCALE
SAMPLE PPM
BACKG«D METER READING/SCALE
BACKGKD PPM
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGRD METER READING/SCALE
BACKGRO PPM
SAMPLE METER READING/SCALE
SAMPLE PERCENT
llACKGRt) METER READING/SCALE
BACKGRD PERCENT
SAMPLE METER 'READING/SCALE
SAMPLE PPM
BACKGRD METEK READING/SCALE
8ACKGWO PPM
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGRD METER READING/SCALE
BACKGHD PPM
CONCENTRATION PPM
CONCENTRATION PPM
CONCENTRATION PCT
CONCENTRATION PPM
CONCENTRATION PPM
MASS GRAMS
MASS GRAMS
MASS GRAMS
MASS GRAMS
MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS coe
WEIGHTED MASS NOX
WEIGHTED MASS S08
ACTUAL DISTANCE
1
b333
IB.l/t
1810
.!/»
10
33.H/3
7b7
.1/3
e
30.0/3
.SO
3.b/3
.Ob
.5/2
.5
-o.o/*
0.0
-o.o/*
0.0
1801
752
0.0
•»b.21
38. It
Sbg.Sfa
.14
0.00
1SS.7S
8.7b GHAMS/KILOMETRE
sb.t* GKAMS/KILOMETRE
.02 GRAMS/KILOMETRE
0.00 GRAMS/KILOMETRE
ll.Bfa KILOMETRE
a
107SO
3711
lt.3/f
It 30
.e/»
ao
33.2/3
788
.a/3
»
17.b/3
.ae
3.0/3
.05
i.3/a
1.3
.5/e
.s
-o.o/*
0.0
-o.o/*
0.0
mi
773
.a*
.8
0.0
fr I. » b
b>.Sb
321.Ifa
.1(1
0.00
172.18
3
babb
3H1S
15.7/f
1570
10
10.3/3
.2/3
ab.b/3
2.S/3
2.b/a
is/a
.5
-o.o/*
0.0
-o.o/*
0.0
ISbl
S51
2.1
0.0
39. b3
t8.7S
323.33
.15
0.00
1H3.HS
FUEL ECONOMY BY CARBON BALANCE = as.7 KILOMETRE/LITRE
TOTAL CARBON EXHAUST H71.38 GRAMS
ESTIMATED FUEL HEIGHT = .SHKG.
-------
TABLE
EXHAUST EMISSIONS FKOM SINGLE BAG SAMPLE
VEHICLE NUMBER sno
I
H
-J
DATE I?/ l/7b
MODEL 117b YAMAHA RD »00
DRIVER JB
NET BULB TEMP lb C
SPEC. HUM. 5.B GRAM/KG
TIME -n MRS.
FET ADVANCE 07
TEST WT. 0 KG.
CRY BULB TEMP 2B C
BARO. 715.7 MM HG.
TEST NO.
ENGINE .
GVW 0 KG
REL. HUH. 23.7 PCT
MEASURED FUEL 0.00 KG
RUN DURATION
BLOHER INLET PRESS.
BLOHER OIF. PRESS.
BLOWER INLET TEMP.
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
BLOHER CU. CM /REV.
12.7b MINUTES
"H.1.1 MM. H20
H<15.3 MM H20
*3 DCS. C
KILOMETRES
8071
BAG RESULTS
HC SAMPLE
HC SAMPLE
HC
HC
CO
CO
CO
CO
METER READING/SCALE
PPM
BACKGRD METER READING/SCALE
BACKGRO PPH
SAMPLE
SAMPLE
METER READING/SCALE
PPM
BACKGRD METER HEADING/SCALE
BACKGPD PPM
COj SAMPLE METER READING/SCALE
C02 SAMPLE PERCENT
CO? BACKGRD HETER READING/SCALE
C02 BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPH ;
NOX BACKGRD*METER READING/SCALE
NOX BACKGHD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
COe CONCENTRATION PCT
MOX CONCENTRATION PPM
SOa COCENTHATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
C02 MASS (GRAMS)
NOX MASS (GRAMS)
SOa MASS (GRAMS)
HC GRAMS/KILoHETRE
CO GRAMS/KILOMETRE
CO? GRAMS/KILOMETRE
NOX GRAMS/KILOMETRE
502 GRAMS/KILOHETRE
HC GRAMS/KG OF FUEL
CO GRAHS/KG OF FUEL
CO? GRAMS/KC OF FUEL
NOX.GRAMS/KG OF FUEL
so? GRAMS/KC OF FUEL
CARBON BALANCE FUEL ECONOMV
id
bS.1/3
1712
.1/3
2
3.5/3
.05
b.b/2
b.b
.b/2
.b
b.l
0.0
71. 3R
135.25
108.01
.bb
0.00
H.S1
B.?i
55. 0*
.Ot
0.00
*3.BO
31b.l
PISS
1 . i*
(1.00
ONOMV
HC
CO
coa
nox
soe
GRAMS/MIN
GR«MS/MlN
GHAMS/MIN
GRAMS/MIN
GRAMS/MIN
5.83
1(1. b
71
.05
0.00
28.30
KILOMETRES/LITRE
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Honda XL 125
Date 10/22/76
Sequence
Baseline
Condition
Speed,
mi/hr
0
20
30
40
50
0
Gear
N
2
4
5
5
N
Engine
rpm
1375
1400
Load
0.46
0,93
1.83
3.00
Concentrations
CO,
%
1.75
8.01
11*32.
7.33
4.28
3.57
C02,
%
10.88
9.80
7.80
10.55
12.14
9.45
o2.
%
4.1
0.9
0.7
0.5
0.3
4.8
NO,
ppm
70.
145.
130.
795.
2350.
57
FID HC,
ppm C
2r7?n
4,240
firfidn
3.240
3.320
3,560
Notes:
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Honda XL 125
Date 10/26/76
Sequence Lean Adjustment
Conditon
Speed,
mi/hr
0
20
30
40
50
0
Notes:
Gear
N
2
4
5
5
N
Engine
rpm
1800
____
.
Load
0.45
0.98
1.81
2.79
Concentrations
CO,
%
0.67
0.44
4.28
5.23
2.64
0.97
C02>
%
11.89
13.80
11.95
n .qn
12.90
12.14
02.
%
4.0
0.8
0.4
0.3
0.5
3.3
NO,
ppm
90.
610.
1240.
isnn.
3480.
60.
FID HC,
ppm C
3,120
560
2,400
2r4?n
2,280
1,920
Idle air screw: out 1/2 turn
Clip moved up 1 notch to top notch __
Idle Screw, in 1/2 turn, 1900 rpm required to keep running
E-18
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Honda XL 125
Date ll/OZ/76
Sequence Rich Adjustment
Condition
Speed,
mi/hr
0
20
30
40
50
0
Notes:
Gear
N
N
Engine
rpm
1500
Load
0.41
0. 96
1. 82
3. 00
Concentrations
CO,
Ql
/o
3. 8<;
Hi 2. 1^
1-1?. It
11. 6i
6.6(
8. 22
C02,
11. 1C
7.64
7. 02
8. 8£
12. 3£
9.28
02,
4.2
0.6
0. 3
0. 2
0. 3
2.7
NO,
ppm
35.
39.
43.
180.
1225.
44.
FID HC,
ppm C
7,680
8,480
5,920
4,080
3, 360
8, 800
Idle air screw: in 1/2 turn „__ —
Clip moved down 1 notch from neutral
Idle spe*d screw adjusted as required to keep running
emission exceeds highest range
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Honda XL 125
Date 11/18/76
Sequence Advanced Timing Adjustment
Conditon
Speed,
mi/hr
0
20
30
40
* 50
0
Notes:
Gear
N
2
4
5
5
N
Adva
Engine
rpm
Load
0. 38
0. 92
1.82
•
Concentrations
CO,
%
4. 33
7.61
8.01
8. 60
4. 67
co2,
%
10. 55
10. 33
9. 95
9. 70
10. 39
02'
%
3. 1
0. 3
0. 3
0.2
3.0
NO,
ppm
46.
165.
530.
1225.
59.
FID HC,
ppm C
5.600
3,600
4, 1?0
3, 200
3,680
n^d H miner increased by 10°
*«?0 mnh nrl- r"" h^rause temperature reacned approx. *Vb u
Carburetor back to neutral settings
E-19
-------
M
10
o
UNIT NO. 200
VEHICLE MODEL
TEST NO. 1
XL1?S LEAN
TABLE VEHICLE EMISSION RESULTS
1975 LIGHT DUTY EMISSIONS TEST
DATE ll/ 5/7b MFGR, CODE
ENGINE .13 LITRE 1 CURB «T.
• 0
0 KG
VR.
GVM
197b
0 KG
BAROMETER 7»8.?« MM Of HG.
DRV BULB TEMP, ?S.O DEC. C
BEL. HUMIDITY ?» PCT,
EXHAUST EMISSIONS
BLOWER OIF. PRESS., OS, 3(I».B MM. H?0
BAG RESULTS
BAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRD PPM
co SAMPLE METER READING/SCALE
CO SAMPLE PPM
co BACKGRO METER READING/SCALE
CO BACKGRO PPM
co? SAMPLE METER READING/SCALE
CO? SAMPLE PERCENT
CO? BACKGRD METER READING/SCALE
CO? BACKGRO PERCENT
NOX SAMPLE METER READING/SCALE
MOX SAMPLE PPM
NOX BACKGRO METER READING/SCALE
NOX BACKGRD PPM
soe SAMPLE METER READING/SCALE
SO? SAMPLE PPM
so? BACKGRD METER READING/SCALE
SO? BACKGRO PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? CONCENTRATION PPM
HC MAS9 GRAMS
CO MASS GRAMS
CO? MASS GRAMS
NOX MASS GRAMS
SO? MtsS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC .53 GRAMS/KlLOMETHt
WEIGHTED MASS CO b.7» GRAMS/KILOMETRE
WEIGHTED MASS CO? »?.<»7 GRAMS/KILOMETRE
WEIGHTED MASS NOX .30 GSAMS/KILOMETRE
WEIGHTED MASS SO? 0.00 GRAMS/KILOMETRE
1
3522
?807
10.1/3
301
1.3/3
13
43.8/3
lObi
• 3/3
b
IS. 0/3
.53
2.7/3
.Of
HP, 1/2
«»8,1
.7/?
.7
-0.0/«
0.0
-o.o/*
0.0
?89
103B
.»"
»7.»
0.0
»,1B
30.3*
2?7.?0
1.90
0.00
78, b»
ACTUAL DISTANCE
JO.90 KILOMETRE
FUEL ECONOMY BY CARBON BALANCE « »?.b KItOMETRE/LITRE
TOTAL CARBON EXHAUST 83b,7n GRAMS
ESTIMATED FUEL WEIGHT a .27KG.
WET BULB TtMP 13.3 DEC. C
ABS. HUMIDITY »,7 GRAMS/KG
DYNO ROLL CONSTANT <»3,b
.7/?
.7
"O.O/*
0.0
-o.o/*
0.0
128
10B
o.o
1,85
8b,S?
187. bB
1.7?
0,00
-------
TABLE
w
to
EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER sao
BATE ll/
MODEL I'm HONDA XL i?s
DRIVER JB
«ET BULS TEMP m c
SPEC. HUM. 7.b C.RAM/KG
TIME -0 MRS.
FET LEAN
TEST "T. 0 KG.
DRY BULB TEMP 2b c
.BAPO. 71I..3 MM HO.
TEST NO. 1
ENGINE .1 L1TREI *
GVW 0 KG
PEL, HUM. 3b.b PCT
MEASURED FUEL o.oo KG
RUN DURATION
BLOWER INLFT PRESS.
BLOWER OIF. PRESS.
BLOWER INLET TEMP,
DVNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
ia.73 MINUTES
2s».o MM. Heo
30».R MM H?0
<»3 OEG. C
lb.55 KILOMETRES
5313
BLOwER CU, CM /REV. 8012
BAG RESULTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC RACKGRD PPM
co SAMPLE METER READING/SCALE
co SAMPLE PPM
co BACKCRO METER READING/SCALE
CO BACKGRO PPM
CO; SAMPLE MFTER READING/SCALE
CO? SAMPLE PERCENT
co? AACKGRP METER READING/SCALE
COt BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRO METER READING/SCALE
NOX 6ACKGRO PPM
HC CONCENTRATION RPM
CO CONCENTRATION PPM
tOl CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? COCENTHATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
CO? MASS (GRAMS)
NOX MASS (GRAMS)
302 MASS (GRAMS)
HC GRAMS/KILOMETRE ,3p
CO GRAMS/KILOMETRE *,R1
CO? GRAMS/KILOMETRE »S.O«t
NOX GRAMS/KItOMFTRF. .f?
30? GRAMS/KlUOMETHE 0,00
HC GRAMS/KG OF FUEL ae.%1
co GRAMS/KG OF FUEL ?B?,5
coa GRAMS/KG OF FUEL 2t>'»b
NOX CRAMS/KG OF FUEL SH,??
so? GRAMS/KG OF FUEL n.oo
30,8/3
308
1,7/3
17
72.8/3
1*13
,3/3
b
b?,S/3
i.a
P.8/3
S3»,b
.»/
i.a
1,07
?33.S
0.0
b.37
81.02
7»5.bl
15. 28
0.00
HC
CO GRAMS/"IN
C02 GRAMS/MIN
NOX GRAM3/MIN
S02 GRAMS/MIN
.SO
o.no
CARBON BALANCE FUEL ECONOMY
KlLOMETRtS/LITRE
-------
TABLE
UNIT NO. SOO
VEHICLE MODEL
TEST NO. 1
XL 1Z5 RICH
VEHICLE EMISSION RESULTS
LIGHT DUTY EMISSIONS TEST
DATE 1 1/ »/7b M"R, CODE
ENGINE ,13 LITRE 1 CURB WT.
-o
0 KG
GVM
0 KG
BAROMETER 7»».H7 MM OF HG.
OHlf BULB TEMP. ?(,.7 DEC. C
REL, HUMIDITY ?q PCT.
M
to
to
EXHAUST EMISSIONS
BLOtfER OIF. PRESS.,
BAG RESULTS
BAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC
HC
HC
HC
CO
CO
CO
CO
COS
CO?
GS,
METER READING/SCALE
PPM
SAMPLE
SAMPLE
BACKGRO METER READING/SCALE
BACKGRO PPM
SAMPLE METER READING/SCALE
SAMPLE PPM
BACKGHD METER PEADING/SCALE
BACKGRD PPM
SAMPLE METER READING/SCALE
SAMPLE PERCENT
CO? BACKGRO METER READING/SCALE
COS OACKGHD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRO METER READING/SCALE
NOX BACKGRD PPM
sos SAMPLE METER READING/SCALE
502 SAMPLE PPM
so? BACKGRO METER READING/SCALE
sot BACKGRO PPM
HC CONCENTRATION PPM
CO CONCENTRATION PP«
COS CONCENTRATION PCT
NOX CONCENTRATION PPM
SOS CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
COS MASS GRAMS
NOX MASS GRAMS
302 MASS GRAMS
1
3SSb
8815
87. I/?
so. us
2V15
.«>?
8
ei.k/3
.35
1.0/3
,0b
8,1/S
a.*
l.b/S
l.b
-O.O/*
0.0
-O.O/*
0.0
TOTAL CARBON
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS CO?
WEIGHTED MASS NOX
WEIGHTED MASS SO?
ACTUAL DISTANCE
0.0
IS. 18
bS.^1
133. 50
.31
0.00
3,»S GRAMS/KILOMETRE
Ib.lS GRA»«S/KIUOME7BE
85.0» GRAMS/KILOHETRE
.05 GRAMS/KILOMETRE
n.oo
10.87 KILOMETRE
FUEL ECONOMY 8Y CARBON BALANCE = 38.b KlUQMETRE/LITRE
TOTAL CARBON EXHAUST ?57,9t, GRAMS
ESTIMATED FUEL WEIGHT * ,30KG.
3719
10.0/H
1000
2.1/3
SI
Vb.S/S
MET BULB TEMP 15, b DEC. C
ABS. HUMIDITY b,S GRAMS/KG
DYNO ROLL CONSTANT 9b7,97
BLOWER INLET PRESS., 01 251.0 MM. H?0
BLOWER INLET TEMP. »3 DEG. C
3
3530
S8SO
10.1/1
1010
.3/1
30
so.s/e
.3/8
11
If, 9/3
.S»
3,5/3
.05
1,3/S
H.3
l.S/S
l.i
-O.O/*
0,0
•O.O/*
0.0
980
else
.IB
3.1
0.0
S«. IB
lot.oi
l»5.3b
.S3
0.00
8
l-J.S/3
.31
3,0/3
.05
b.S/S
b.1
.b/S
.b
-o.o/*
0.0
-O.O/*
0,0
981
839?
.Sb
b.3
0.0
14. Ib
b9.BO
ISl.bl
.37
0.00
75.37
-------
TABLE EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER 200
M
to
U)
DATE lit J/7b
MODEL H7b HONDA XL-1?5
DRIVER JP
WET BULB TEMP 14, C
SPEC, HUM. 7.8 CRAM/KG
TIM£ -0 HPS.
FET RICH
TEST WT. 0 KG.
DRY BULB TEMP 25 C
BARO. 7»7.B MM HG,
TEST NO. 1
ENGINE .1 LITRE i
GVW 0 KG
REL. HUM. 3<».0 PCT
MEASURED FUEL o.oo KG
RUN DURATION
BLOWER INLET PRESS.
BLOrtER DIF. PRESS.
BLOWER INLET TEMP,
OYNO REVOLUTIONS
DISTANCE TRAVELED
BLOMER REVOLUTIONS
i?.77 MINUTES
2S».0 MM. H20
30».D MM H20
1(3 DEC. C
lb.57 KILOMETRES
5330
BLOWER CU. CM /REV. P01H
BAG RESULTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METFR READING/SCALE
HC BACKGRD PPM
co SAMPLE METER READING/SCALE
co SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
cos SAMPLE METER READING/SCALE
COj SAMPLE PERCENT
cog BACKORO METER READING/SCALE
COg 8ACKGRO PERCENT
NOX SAMPLE MFTER READING/SCALE
NOX SAMPLE PPM
NOX UACKGRO METER READING/SCALE
NOX BACKGRO PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
SO? COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
CO? MASS (GRAMS)
NOX MASS (GRAMS)
SO? MASS (GRAMS)
HC GRAMS/KILOMETRE
CO GRAMS/KILOMETRE
CO? GRAMS/KILOMETRE
NOX GRAMS/KILOMETRE
SO? GRAMS/KILOMETRE
HC GRAMS/KG OF FUEL
CO GRAMS/KG OF FUEL
COB GRAMS/KG OF FUEL
NOX GRAMS/KG OF FUEL
SOS GRAMS/KG OF FUEL
CARBON BALANCE FUEL ECONOMY
Hbt.
?.2/3
ze
8»,7/?
SlbS
.•»/e
is
5"».0/3
1.0*
3.B/3
.Ob
SO.b/3
151.8
.b/3
I.8
1»7
4983
,qq
15C.2
0.0
<».78
230.23
M8.1*
0.95
0.00
.59
13. ?9
»1.77
.bO
O.OP
28.18
bS?.8
?052
39. '»q
0.00
HC
CO
CO?
NOX
so?
GRAMS/MJM
URAMS/MIN
GRA^S/MIN
GRAM9/MIN
GRA«3/MIN
.77
1'.?
5*
.78
n.no
KILOMETRES/LITRE
-------
M
to
UNIT MO. 200
VEHICLE MODEL
TEST NO. I
XL 125 ADVANCEin
BAROMFTER 718.51 MM OF HG.
DRY BULB TEMP. 21.1 DEC. C
REL. wmiuiTY 3P PCT.
TABLE VEHICLE EMISSION RESULTS
117S LIGHT DUTY EMISSIONS IE3T
DATE ll/23/7b MFGR. CODE -0
ENGINE .13 LITRE 1 CURB WT. II KG
"El BULB TEMP !•>.•» DEC. C
ASS. HUMIDITY b.l GRAMS/KG
OYNO ROLL CONSTANT 1b7.17
VR.
o KG
G2, 271.1 MM. H20
EXHAUST EMISSIONS
BLOWER DIF. PRESS.,
PAG RESULTS
BAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAHPLE KETER READING/SCALE
HC SAMPLE PPM
HC BACKGRD METER READING/SCALE
HC BACKGRO PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO 8ACKGRD METEK READING/SCALE
CO BACKGAD PPM
COj SAMPLE METER READING/SCALE
COS SAMPLE PERCENT
C02 BACKGHD METER READING/SCALE
C02 BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRO METER READING/SCALE
NOX BACKGRD PPM
802 SAMPLE MFTER READING/SCALE
S02 SAMPLE PPM
SOS BACKGRD METER READING/SCALE
SO? BACKGHO PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
CO? CONCENTRATION PCT
NOX CONCENTRATION PPM
SO! CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
C02 MASS GRAMS
NOX MASS GRAMS
SO? MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS COS
WEIGHTED MASS NOX
WEIGHTED MASS SO?
ACTUAL DISTANCE
I
35J3
S2.1/3
521
1.0/3
?0
ee.s/3
2277
1.0/3
22
».2/3
.Ob
2».2/2
e-».2
.7/2
.7
-O.O/*
0.0
-O.O/*
0.0
502
2215
.37
23.5
0.0
7.b7
f>8.3»
180.77
] .(IH
11.00
85.28
.<1S GRAMS/KILOMETRE
17.bl GRAMS/KILOHETRE
32.30 GRAMS/KILOMETRE
.13 GRAMS/KILPMfTRE
0.00 GRAMS/KILOMETRE
10."»H KILOMETRE
3771
23.2/3
232
3.H/3
3-»
83.5/3
2301
1.1/3
2"»
1R.H/3
.21
».fa/3
.07
7.1/2
7.1
.8/2
.8
-O.O/*
0.0
-O.O/*
0.0
111
2212
.23
7.1
0.0
5.23
HB.h2
181.18
.51
U.flU
107.111
BLOWER INLET PRESS., Gl 251.0 MM. H20
SLOWER INLET TEMP. -»3 DEG. C
3
3511
2821
23.2/3
232
2.3/3
23
11.0/3
2b20
l.b/3
35
23.7/3
.31
5.1/3
.08
18.1/2
18.1
.H/2
.8
-O.O/*
0.0
-O.O/*
0.0
210
2511
.31
17.b
0.0
3.21
78.33
151.11
.78
O.OU
77.bO
FUEL ECONOMY BY CARBON BALANCE s 37.b KILOMETRE/LITRE
TOTAL CARRON EXHAUST 2b<«.11 GRAMS
ESTIMATED FUEL HEIGHT = .31KG.
-------
TABLE
EXHAUST EMISSIONS FROM SINGLE BAB SAMPLE
VEHICLE NUMBER 2(10
M
N>
in
DATE 11/P3/7B
MOHEL l"<7b HONDA XL125
DRIVER TJ
HET BULB TEMP it C
SPEC. HUH. 5.7 GRAM/KG
TIME -n MRS.
FEI ADVANCE HI
TEST «T. 0 KG.
DRY BULB TEMP 2b C
6ARU. 7H8.3 MM HG.
TEST NO. I
ENGINE .1 LITRE 1
GVM n KG
HEL. HUH. 27.5 PCT
MEASURED FUEL 0.00 KG
RUN DURATION
BLOWER INLET PRESS.
BLOWER D1F. PRESS.
BLOWER INLET THMP.
DYNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
12. 7b MINUTES
25^.0 HH. H20
30H.8 MM H20
H3 DEC. C
Ib.lb KILOMETRES
S32H
BLOWER CU. CM /REV. R3bb
BAG RESULTS
HC SAMPLE METER READING/SCALE
HC SAMPLE PPM
HC BACKGRO METER READING/SCALE
HC BACKGRO PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGRD METER READING/SCALE
CO BACKGRD PPM
C02 SAMPLE METER READING/SCALE
C02 SAMPLE PERCENT
CO? BACKGRD METER READING/SCALE
C02 BACKGRO PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX RACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
S02 COCEN1RATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
C02 MASS (GRAMS)
NOX MASS (GRAMS)
S02 MASS (GRAMS)
HC GRAMS/KILOMETRE ,«H
CO GRAMS/KILOMETRE 11.Hi
CO? GRAMS/KILOMETRE H7.b3
NOX GRAMS/KILOMETRE .83
SO? GRAMS/KILOMETRE 0.00
HC GRAMS/KG OF FUEL 22.92
CO GRAMS/KG Of FUEL SHl.b
CO? GRAMS/KG OF FUEL 22Hfc
NOX GRAMS/KG OF FUEL 3S.1R
SOS GRAMS/KG OF FUEL 0.00
73.5/2
H177
.B/e
30
b2.b/3
1.11
H.3/3
.07
bS.5/3
208.5
.7/3
S.I
3H»
toa*
I.Ob
2Uh.b
0.0
7.85
185.57
7b"».H5
13.H?
n.oo
HC GRAMS/KIN
CO GRAMS/MlN
C02 GRAMS/MIN
NOX GRAMS/MIN
302 GRAMS/MIN
.b2
l»-5
bO
1.05
O.nn
CARBON BALANCE FUEL ECONOMY
-------
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Kawasaki KZ 900
Date 12/07/76
Sequence Baseline
Condition
Speed,
mi/hr
0
20
30
40
50
60
0
Notes:
Gear
N
2
3
4
5
5
N
Engine
rpm
1000
2400
?800
3050
3400
4050
1000
Load
0
.49
1. 08
2. 05
3.30
4. 74
0
Concentrations
CO,
%
1.68
5.68
5. 56
4.94
4. 91
4.67
?. 21
C02,
%
6. 33
8.06
8. 75
9.98
10.60
10.99
6. 25
02,
%
10. 0
4.6
3. 5
3. 5
2.8
2. 3
9. ?
NO,
ppm
25.
67.
129.
345.
350.
790.
29.
FID HC,
ppm C
9, 760
7,760
4,670
3,680
3. 980
3.070
9,680
Vacuum set: Outside 9. 7 in. Hg
Inside 9. 0 in. Hg
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Kawasaki KZ-900
Date 12/03/76
Sequence Lean Adjustment
Conditon
Speed,
mi/hr
0
20
30
40
50
60
0
Notes:
Gear
N
2
3
4
5
5
N
Engine
rpm
1000
2400
2800
3100
3400
4050
1000
Load
0. 48
1. 12
2. 16
3.43
4. 92
—
Concentrations
CO,
%
0. 50
2.83
2.71
1. 81
1. 15
0. 65
0. 53
co2, o2,
% %
6.019.0
9.494.3
10. 12J4.3
11. 22
10.44
12. 3£
6. 01
3.9
3. 7
3. 1
9. 6
NO,
ppm
32.
105.
180.
445.
1100.
1480.
35.
FID HC,
ppm C
13, 500
4,240
2,880
2, 120
2, 000
1, 280
11,900
Idle air screw: out 1/Z turn
Clip mov ed up 1 notch
Idle screw adjusted as needed for 1000 rpm
Vacuum set same as baseline
E-26
-------
Date 12/04/76
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Kawasaki KZ 900
Sequence Rich Adjustment
Condition
Speed,
mi/hr
0
20
30
40
50
60
0
Notes:
Gear
N
2
3
4
5
5
N
Idle
Engine
rpm
1000
2400
2800
3050
3400
4000
1000
Load
_ *• ••
0.49
1. 10
2. 07
3. 35
4.81
.*•**•
Concentrations
CO,
%
3. 12
8. 01
8.66
9. 37
9.25
10. 92
3.48
C02,
%
5, 00
5. 93
6.81
7. 10
7. 74
7.34
4. 78
02.
%
8.6
4 1
3.8
3. 3
2. 5
1.8
8. 0
NO,
ppm
15.
32.
54.
85.
200.
_95.
17.
FID HC,
ppm C
15. 100
29.400
15. 100
9.440
6. 560
6. 000
17.400
air srrew; in 1 / 2 turn „__ . __-,
Clir. movo.d down 1 notch . __
Idle screw adjusted as needed for 1000 rom
Vacuum set same as baseline
STEADY-STATE EMISSIONS CONCENTRATIONS
MOTORCYCLE Kawasaki KZ 900
Date 17/06/76 Sequence Advanced Timing Adjustment
Conditon
Speed,
mi/hr
n
fcf^
3Q_
40
50
60
p_
Notes:
Gear
N
2
3
4
5
5
N
Advaj
Engine
rpm
1000
2450
2800
1 3050
3400
4000
1000
Load
0. 51
1. 14
2. 11
3,44
5. 00
_ _ — «.
ice approx. 7
Concentrations
CO,
%
1. 78
5. 26
5.40
h5. 10
4, 17
4. 33
2.41
C02,
%
6. 17
7. 92
8. 91
9. 91
11.03
11.22
5.8E
U2>
%
9.4
5. 1
3.8
2.6
3.1
2.5
10.3
NO,
PPm.
25.
71.
145.
305.
1140.
1130.
29.
FID HC,
ppm C
15, 000
15,400
6, 800
I 3, 760
3, 520
27 "720
14,700
0 from recommended tinning
E-27
-------
TABLE
UNIT NO. BOO
VEHICLE MODEL
TEST NO. 2
KZ 100 LEAN
M
to
03
8AROMFTER 7*5.11 MM OF HG,
DRY BULB TEMP. 2*.» DEC. C
HEL. HUMIDITY 23 PCT.
EXHAUST EMISSIONS
BLOWER OIF. PRESS.* GBr *7l.b MM.
BAG RESULTS
BAG NO.
BLOHER REVOLUTIONS
ROLL COUNTS
HC SAMPLE M.ETEH READING/SCALE
HC afMPLE PPM
HC BACKGRD HETER READING/SCALE
HC BACKGRD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM,,
CO BACKGRD METER READING/SCALE
CO BACKGRO PPM
C02 SAMPLE METER READING/SCALE
C02 SAMPLE PERCENT
CO? BACKGRD HETER READING/SCALE
C02 BACKGRD PERCENT
NOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRD PPM
502 SAMPLE METER READING/SCALE
SO? SAMPLE PPM
502 BACKGRD METER READING/SCALE
S02 BACKGRD PPM
HC CONCENTRATION: PPM
CO CONCENTRATION PPM
C02 CONCENTRATIQN, P.CT
NOX CONCENTRATION PPM
SO? CONCENJRAUON PPM
HC MASS GRAMS
CO MASS GRAMS
C02 MASS GRAMS
NOX MASS GRAMS
802 MASS GRAMS. .
TOTAL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS C02
WEIGHTED MASS NOX
WEIGHTED MASS S02
ACTUAL DISTANCE
VEHICLE EMISSION RESULTS
1175 4IGHT DUTY EMISSIONS TEST
DATE IB/ i/7b MFGR- COOE "°
ENGINE .10 LITRE » CURB HT. 0 KO
MET BULB TEMP 12.8 DEC. C
ABS. HUMlDITr ».» GRAMS/KG
DYNO ROLL CONSTANT 1b7.1?
BLOHER INLET PRESS., 61 *2Z.l HM. HBO
BLOMER INLET TEMP. »i DEG. C
YR.
GVM
0 KG
8,75
.*!,..
3.7/3
>''...
30.7/3
i.'o/e
l.'o ,
-o.di/*
Qlti,f
-Q:CJ/*
o.o
,..55
b3b.7(i
13.3SI
93.»b GRAMS/KILOMETRE
.30 GRAMS/KILOMETRE
0.00 GRAMS/KILOMETRE
12.02 KILOMETRE
2
17711
37 SO
22.1/3
221
3.5/9
35
828
,b/3
13
31.8/3
.35
».0/3
.Ob
b.3/2
b.3
.7/2
.7
-o.o/*
o.o
-o;o/*
o.o
187
80H
.21
11. bO
10Q.SS
S7B.7?
.1*;
0.00
211.13
FUEL ECONOMY BY CARBON BALANCE = 11.3 KILOMETRE/LITRE
TOTAL CARBON EXHAUST , I,OO.*B GRAMS
ESTIMATED FUEL WEIGHT a .blKG.
3
103bO
3*85
2S.O/3
2SO
2.3/3
23
33.2/3
788
.5/3
11
88.5/3
,»7
3.8/3
.Ob
25. 2/2
25. 2
.5/2
.5
-O.O/*
O.'O
-o;o/*
o.o
228
7b»
0.0
8.22
55. b»
0.00
IbO.bl
-------
M
I
N)
TABLE fcXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBErt 8flO
DATE is/ >»/7b UME -n HHS.
MODEL I"*?*" KAWASAKI KZ
-------
UNIT NO. BOO
VEHICLE MODEL
KZ
TEST MO.
RICH
TABLE VEHICLE EMISSION RESULTS
1175 LIGHT DUTY EMISSIONS TEST
3 DATE ie/ b/7b NFGR. CODE
ENGINE ."JO LITRE * CURB HT.
YR.
UVH
0 KG
BAROMFTER 742.!•! MM OF HG.
DRY BULB TEMP. 2b.l DEG. C
REL. HUMIDITY H7 PCT.
EXHAUST EMISSIONS
W
BLOWER OIF. PRESS., 02, *7?.l MM. HBO
BAG RESULTS
RAG NO.
BLOWER REVOLUTIONS
ROLL COUNTS
HC SAMPLE HETER READING/SCALE
HC SAMPLE PPM
HC BACHGRD METER READING/SCALE
HC BACKGRD PPM
CO SAMPLE METER READING/SCALE
CO SAMPLE PPM
CO BACKGKD METER READING/SCALE
CO BACKGKD PPM
CD2 SAMPLE HETER READING/SCALE
(-02 SAMPLE PERCENT
COa BACKGRU METER READING/SCALE
COS BACKGWD PERCENT
MOX SAMPLE METER READING/SCALE
NOX SAMPLE PPM
NOX BACKGRD HETER READING/SCALE
NOX BACKGRD PPM
SO? SAMPLE METER READING/SCALE
S02 SAMPLE PPM
SOS flACKGRD METER READING/SCALE
SO? BACKGRD PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
COS CONCENTRATION PCT
NOX CONCENTRATION PPM
SOS CONCENTRATION PPM
HC MASS GRAMS
CO MASS GRAMS
COa MASS GRAMS
NOX MASS GRAMS
SO? MASS GRAMS
TOTAL CARBON GRAMS
WEIGHTED MASS HC 5.71 GRAMS/KILOMETRE
WEIGHTED MASS CO 51. *5 GHAMS/KlLOMETRE
WEIGHTED MASS COS bl.SG GRAMS/KILOMETRE
WEIGHTED MASS NOX .07 GRAMS/KILOMETRE
WEIGHTED MASS S02 0.00 GRAMS/KILOMETRE
1
103SS
3S1S
87.0/3
870
2.1/3
as
bs.o/a
3802
.5/2
IS
25.b/3
.»2
3.b/3
.Ob
b.3/2
b.3
.5/2
.5
-O.D/*
0.0
-O.O/*
0.0
843
3b9fa
.37
S.B
n.o
aH. 87
2b».ta
f 1H.08
.b?
0.00
2sa. as
ACTUAL DISTANCE
12.JO KILOMETRE
FUEL ECONOMY BY CAR80N BALANCE = 1H.7 KILOMETRE/LITRE
TOTAL CARBON EXHAUST 772.S7 GRAMS
ESTIMATED FUEL HEIGHT = .81KG.
HET BULB TEMP 18.3 DEC. C
ABS. HUMIDITY 10.1 G«AMS/KG
DYNO ROLL CONSTANT
-------
TABLE EXHAUST EMISSIONS F«OM SINGLE BAG SAMPLE
VEHICLE NU»8t« BnO
fd
CO
DATE iit b/7b TIME -0 H«S.
MODEL I"* KAWASAKI KZ^OO FET RICH
DRIVER J8 TEST WT. (1 KG.
WET BULB TEMP IB C DRY BULH TEMP 27 C
SPEC. HUH. S.2 GRAM/KG 8ARO. 7H2.2 MM HC.
RUN DURATION 12.7b MINOTfS
BLOHER INLET PRESS. IbBq.l MM. HiO
BLOWEK OIF. PRESS. 1828.B MM H20
BLOWER INLET TCMP.
OYNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
BLOWER CU. CM /8EV.
TEST NO. 3
ENGINE .1 LITRE H
GVW 0 KG
«EL. HUM. HI.3 PCT
MEASURED FUEL 0.00 KG
BEG. C
100H1
Ib.bq KILOMETRES
ISbbB
71HO
RAG RESULTS
HC SAMPLE
SAMPLE
MC
hC
HC
CO
CO
CO
CO
METER HEADING/SCALE
, __ PPM
BACKGRD METER READING/SCALE
BACKGKD PPM
SAMPLE
SAMPLE
METER READING/SCALE
PPH
METE« READING/SCALE
BACKGRD PPM
CO? SAMPLE METER READING/SCALE
CO? SAHPLE PERCENT
COe BACKGRD METER READING/SCALE
C02 BACKGRO PERCENT
NOX SAMPLE METER HEADING/SCALE
NQX SAMPLE PPM
NOX BACKGHO METER READING/SCALE
NOX 6ACKGR0 PPM
HC CONCENTRATION PP"
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
SOE COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
CO? MASS (GRAMS)
NOX MASS {GRAMS)
S02 MASS (GRAMS)
HC GRAMS/KILOMETRE l.BB
CO GWAMS/KILOMETRF H7.0I
CO? GRAMS/KILOMETRE HI.10
NOX GRAMS/KILOMETRE .07
SO? GRArtS/KILUMETfiE 0.00
HC GRAMS/KG OF FUEL Hb.2»
co G«AMS/KG OF FUEL *ss.7
CO? GRAMS/KG OF FUEL 1207
NOX GRAMS/KG OF FUEL 1.B2
SO? GRAMS/KG OF FUEL 0,00
faO.0/3
bQO
2.1/3
Zl
bt.S/l
7393
,b/l
33
31.8/3
.5S
3.0/3
.OS
>.b/a
7.b
S81
U.O
31, HO
78*. bS
BIS. S3
l.Z*
0.00
HC GRAMS/MIN
CO GRAMS/MIN
C02 GRAMS/MIN
NOX GRAMS/HIM
S02 GRAHS/MIN
CARBON BALANCE FUEL ECONOMY
2.Hb
bl.S
b»
.10
0.00
18.Ob
KILOMETRES/LITRE
-------
UNIT NO. 800
VEHICLE MODEL
TEST NO. »
KZ 100 ADVANCED?
TABLE VEHICLE EMISSION RESULTS
1975 LIGHT DUTY EMISSIONS TEST
» DATE IS/ 7/7b MFGH. CODE
ENGINE .10 LITRE » CURB WT.
-0
0 KG
YR.
GVM
0 KG
M
I
OJ
to
BAROMETER 7tb.51 MM OF HG.
DRY BULB TEMP. Sb.l DEG. C
REL. HUMIDITY 13 PCT.
EXHAUST EMISSIONS
BLOWER DIF. PRESS., G3, *7q.b MM. HSO
BAG RESULTS
BAG NO. 1
BLOWER REVOLUTIONS 10381
ROLL COUNTS 3*<*0
HC SAMPLE METER READING/SCALE 14.3/3
HC SAMPLE PPM 1*2
HC BACKGRD METER READING/SCALE S.S/3
HC BACKGRD PPM "
CO SAMPLE METER READING/SCALE b7.8/3
CO SAMPLE PPM 1751
CO BACKGRD METER READING/SCALE .7/3
CO BACKGRD PPM 15
COS SAMPLE METER READING/SCALE 31.5/3
COB SAMPLE PERCENT -»1
C03 BACKGRD METER READING/SCALE 3.0/3
COS BACKGRD PERCENT ."5
NOX SAMPLE METER READING/SCALE S7.H/3
NOX SAMPLE PPM 27.*
NOX BACKGRD METER READING/SCALE .b/S
NOX BACKGRD PPM .b
SOS SAMPLE METER READING/SCALE -O.O/*
S03 SAMPLE PPM n'°
SOS BACKGRD METER READING/SCALE -O.O/*
SOS BACKGRD PPM °.0
HC CONCENTRATION PPM 1?1
CO CONCENTRATION PPM I'*3
C03 CONCENTRATION PCT -*1*
NOX CONCENTRATION PPM 2b.8
SOS CONCENTRATION PPM 0.0
HC MASS GR*MS 33.01
CO MASS GRAMS 133.13
COS MASS GRAMS 50b.b3
NOX MASS GRAMS 2.51
SOS MASS GRAMS 0.0°
TOTAL CARBON GRAMS
WEIGHTED MASS HC
WEIGHTED MASS CO
WEIGHTED MASS COS
WEIGHTED MASS NOX
WEIGHTED MASS SOS
ACTUAL DISTANCE
3.17 GRAMS/KILOMETRE
3b.5l GRAMS/KILOMETRE
7fa.H7 GRAMS/KILOMETRE
.S3 GRAMS/KILOMF.TRE
o.oo GRAMS/KILOMETRE
13.Ob KILOMETRE
FUEL ECONOMY BY CARBON BALANCE = 18.» KILOMETRE/LITRE
TOTAL CARBON EXHAUST b30.7* GRAMS
ESTIMATED FUEL WEIGHT = .73KG.
WET BULB TEMP 11.7 DEC. C
ABS. HUMIDITY s.b GRAMS/KG
DYNO ROLL CONSTANT 1b7.17
BLOWER INLET PRESS., Gl *S7.S MM. H?0
BLOWER INLET TEMP. H3 DEG. C
17807
37bS
3S.H/3
3SH
S.7/3
27
bS.7/3
151H
.7/3
15
.SI
3.H/3
.05
S.l/S
S.I
.7/?
.7
-O.O/*
0.0
-o.o/*
0.0
iSb«»
.SH
"».H
0.0
18.30
113.13
478. Sb
.71
0.00
331. bl
3
1035b
30,b/3
30b
S.b/3
2b
bl.0/3
1781
.3/3
b
3.4/3
.05
H.7/3
11.7
.7/2
.7
-O.O/*
0.0
-o.o/*
0.0
581
17b3
.35
11.0
0.0
10. OH
137. Ot
315. bt
1.78
0.00
171.15
-------
M
w
u>
TABLE EXHAUST EMISSIONS FROM SINGLE BAG SAMPLE
VEHICLE NUMBER 8nn
DATE 12/ 7/7b TIME -0 HRS.
MODEL 1*1* KAWASAKI KZ^OO FET ADVANCE 07
DRIVER Jfi TEST WT. 0 KG.
WET BULB TEMP 11 C ORY BULB TEHP 25 C
SPEC. HUM. a.5 GRAM/KG BAHO. 7*b.S MM HG.
TEST NO. »
ENGINE .<) LITRE »
GVH 0 KG
REL. HUM. 12.b PCT
MEASURED FUEL 0.00 KG
RUN DURATION
BLOWER INLET PRESS.
BLOWER OIF. PRESS. 1879.b
12.7b H1NUTFS
MM. H20
MM H20
RLOWER INLET TEMP.
prNO REVOLUTIONS
DISTANCE TRAVELED
BLOWER REVOLUTIONS
BLOWER CU. CM /REV.
13 OEG. C
lb.57 KILOMETRES
RAG RESULTS
HC SAMPLE
HC SAMPLE
HC
HC
CO
CO
CO
CO
METER READING/SCALE
PPM
BACKGRD METER READING/SCALE
BACKGRD PPM
SAMPLE
SAMPLE
METER READING/SCALE
PPM
BACKGRD METER READING/SCALE
BACKGRD PPM
COS SAMPLE METER HEADING/SCALE
CP2 SAMPLE PERCENT
C02 IMCKGRD MfTER READING/SCALE
C02 flACKGHD PERCENT
NOX SAMPLE METER REAPING/SCALE
NOX SAMPLE PPM
NOX BACKGRD METER READING/SCALE
NOX BACKGRP PPM
HC CONCENTRATION PPM
CO CONCENTRATION PPM
C02 CONCENTRATION PCT
NOX CONCENTRATION PPM
S02 COCENTRATION PPM
HC MASS (GRAMS)
CO MASS (GRAMS)
COB MA3S (GRAMS)
NOX MASS (GRAMS)
SO? MASS (GRAMS)
HC GHAMS/KUOMETRE .m
co GRAHS/KILOHETRE le.ts
co? GRAMS/KILOMETRE t>3.qs
NOX GRAMS/KILOMETRE .4H
SO? GRAMS/KILOMETRE 0.00
HC GRAMS/KG OF FUEL 2b.7b
CO GRAMS/KG QF FUEL blb.H
CO? GRAMS/KG OF FUEL 21 Ib
NOX GRAMS/KG OF FUEL 1».*1
so? GRAMS/KG OF F-UEL o.oo
2.2/3
22
2875
.7/3
15
38.8/3
.bb
3.1/3
51.8/2
51,8
1.0/2
1.0
2813
so.q
0.0
13.»0
3U8.SB
7.22
0.00
HC GRAMS/MIN
CO GRAMS/MIN
CO? GRAMS/MIN
NOX GRAMS/MIN
S02 GRAMS/MIN
CARBON BALANCE FUEL ECONpMY
1.05
83
.5?
n.oo
21.11
KILOMETRES/LITRE
-------
TAHLE
M
I
UJ
UNIT NO. 6f»n
VEHICLE MODEL
TEST Nil. i
KZ METER READING/SCALE
BACKGRD PPM
SAMPLE METER READING/SCALE
PERCENT
RACKGRD METER READING/SCALE
BACKGPD PERCENT
SAMPLE METER READING/SCALE
HC
HC
HC
HC
CO
CO
co
CO
COS SAMPLE
VEHICLE EMISSION RESULTS
1175 LIGHT DUTY EMISSIONS TEST
OATE ia/ 3/7b «KG«. COOE -« yf?.
ENGINE .10 LITRE H CURH WT. 0 KR UVM
rfEl BULB TEMP IS.a DEC. C
ABS. HUMIDITY 3.b GR**S/KG
DYNO ROLL CONSTANT lt.7.17
rtLOWER INLET PRESS., Gl *81.1 MM. HgU
dLOHEK INLET TEMP. »3 OEG. C
1 i 3
KI3hh
711.1/3
1.7/3
17
t-l.R/3
147b
U KG
C02
NOX
NOX
NOX
NOX
S02
SOS
SAMPLE
tlACKGRU METF« REAL> I NG/SC ALE
6ACKGKD PPM
SAKPL6
SAMPLE
MtTtR READING/SCALE
PPM
BACKRRt' METEH READING/SCALE
SOe BACKGRD PPH
HC
CO
C05
NOX
S02
HC
CO
COS
NOX
SO?
TOTAL
CONCENTRATION PPM
COfcCENTHATIflN PPM
COSCENTPATIOM PCT
CONCENTRATION PPM
CONCENTRATION PPH
MASS GRAMS
MASS GRAMS
MASS GRAMS
MASS GRAMS
CARSON GRAMS
.E/3
3.3/3
.ns
.3
n.n/*
n.o
n.n/*
o.o
1H.3
n.n
?s.ns
11?. 33
Sln.ns
1.P7
ij.no
P(>«.0b
tTRE
?q.h» CiKAHS/KlL('MF IRE
7B.OS GHAMS/MLOfE TPE
.1^ GRAflS/KILOMfTHE
ii.(in f,riSMS/«II JMf TflE
27.H/3
?7H
l.fl/3
IB
7n.l/3
.7/3
15
IS. 5/3
.30
3.Y/3
.0?
H.I/?
t.l
.P
-d.n/*
n.o
-n.n/*
o.o
PS7
17ST
n.o
15.^3
ESt.lS
487.53
.t-5
n.nn
WEIGHTED
WEIGHTED MASS CO
WEIGHTIO MASS CO?
WEIGHTED MASS NOX
WEIGHTFO HASS SO?
ACTUAL DISTANCE
FUEL ECONOMY BY CAH00N RALANCE = 17.? KILOMETRE/LITRE
TOIAL CAHHON EXHAUST h3M.t*> GRAMS
FSTIM&TED FUEL HEIGHT =
30.1/3
3 fit
e.o/3
ao
78.5/3
?11E
.b/3
13
3.0/3
.ns
1S.U/2
15.0
.3/3
..=>
-n.o/*
o.o
-n.o/*
o.o
aso
.3b
I1*.?
o.a
Id.^b
1SC1.S7
Hlb.7b
l.t>3
0.00
187. *S
-------
SJ
1
EXHAUST EMISSIONS FROM SINGLE BAli SAMPLE
VtrtlCLE f^UMRE* 8UO
TABLE
OATf 12/ 3/7h TIME -n HttS.
MODEL 117f> KAWASAKI KZ^fH! f£T SAKE, 2nd
DRIVER Jtf IESI IT. Q KG.
WET HULfl TEMP 13 C URY HIILB T£MP
SPEC. HUH. 3. a GRAM/KG B»RO. 7H8.H
57 C
HG.
TEST HO. I
ENGINE . S t_ITRE »
GVH n KG
BEL. HUN. 1H.1 PCT
MEASURED FUEL n.on KG
RUN 0«R»TION
12.75 MINUTES
PRESS.
BLOWEH PIF. PSF.SS.
RIOTER INLET TEMP.
OYNO REVOLUTIONS
DISTANCE TRAVELED
RLOMEH RtVOLUTIQMS
BLOWER CU. CM
IbBl.l
18H1.S
MM, nan
MM nao
OEG. C
lh.57 KILOMETRES
METER HE*I)IHG/SC*UE
PPM
BACK6RO MtTER BEADING/SCALE
BACKGHD PPM
SAMPLE METER READING/SCALE
SAMPLE PPM
3ACKGBD METER READING/SCALE
RAG Rf.SULTS
HC SAMPLE
MC SAMPLE
HC
«C
CO
CO
CO
CO 8ACKGHO PPH
COS SAMPLE HfcTPR READING/SCALE
CO? SAMPLE PERCENT
COS HACKSHD METER REAOfNG/SCALE
COS OACKGRO PERCENT
NOX SAMPLE «ETf* READING/SCALE
^40X SAMPLE PPM
NOX HACKGKQ METER REAUINI-i/SCALF
NOX HACKGRO PPM
HC CUNCEMR«TION PPM
CO CttNCENTHATION PPM
COg CONCENTHATION PCT
NOX CONCENTRATION PPM
SO? COCENTHATION PPH
HC MASS (GRAMS)
CO MASS (GRAMS)
COS MASS (GRAMS)
NOX MASS (GRAMS)
S02 MASS (GRAMS)
311b
3 ").(./
.b7
3b.fi/?
0.0
If .11
335. bf,
HC GflAMS/KILoMEIfiE
CO GRAM3/KILOM£TfiE
co2 GRAMS/KILOMETRE
NOX GRAMS/KILOME1KE
SO? (ifUMS/KtLOMETfiE
HC GHAMS/KG OF FUEL
co GRAMS/KG OF FUEL
C02 GRAMS/KG OF FUEL
NOX GHAMS/KG OF FUEL
SO? GRAMS/KG OF FUEL
CARBON BALANCE FUEL
30.55
hS.b?
0.0 fl
in.ns
n.on
HC R'tAMS/HIN
en
cue
40)1 (?RAM3/MIN
.=10? GRAMS/MIN
1.17
?b.3
0.1)0
23.30
-------
APPENDIX F
ENGELHARD CATALYST ANALYSIS REPORT
-------
ENGELHARD INDUSTRIES DIVISION
ENGELHARD MINERALS & CHEMICALS CORPORATION
MENLO PARK • EDISON, NEWJERSEY 08817 • PHONE (201) 548-2200
AUTO EXHAUST CATALYST GROUP
Report Mo. RSA-77-5
RETURN SAMPLE ANALYSIS REPORT
Log. MO. (See SeHaT Nn. Fnrry) Date 8/31/77
Customer: Southwest Research Institute Date Received: June, 1977
Unit Model:Special Serial No.:
PTX-314 (two ceramic pieces) Log No.Serial No.SRI No.
Reason for Return: 73-40 7035011 1
Break-up of front catalyst piece in three 73-42 7035012 3
converters. 73_41 7035013 2
SUMMARY
Three PTX-314 catalytic converters were used on a three-cylinder,
two-stroke motorcycle at Southwest Research Institute. The first (front)
one inch of catalyst length was a low cell density material and the remain-
ing three inch catalyst piece was a high cell density material butted up
against the front piece. Ceramic felt was utilized for the resilient
material. At Southwest, at least one converter exhibited high back pres-
sure, and, upon further investigation, all three converters were found to
have only small pieces of the low cell density piece remaining - at about
500 catalyst miles. Pieces of this ceramic partially plugged up the rear
3 inch pieces of ceramic to produce the back pressure effect.
Analyses at Engelhard provided one likely means of failure which was
triggered by the break-up of the low cell density material. The break-up
may have been caused by a thermal shock experienced by each of the front catalyst
pieces when the motorcycle ran out of gasoline on the road. Further, cata-
lyst heating would have occurred when the motorcycle was pushed in an attempt
to restart the engine.
F-2
EM-9896
-------
INTRODUCTION
Three catalytic converters - one for each cylinder of a three cylinder
motorcycle - were returned from Southwest Research after it was noted that
the front pieces of the catalyst within each of the converters had broken
up. Previously, it was noted that the back pressure through one of the
converters had apparently increased substantially. Total mileage accumu-
lation was about 500 miles. Attachment A is the letter from Southwest that
accompanied the three converters. One item stated in the letter was thought
to be potentially harmful to these converters; namely, the fact that the motor-
cycle had run out of gasoline and was pushed in an attempt to restart it.
The concern here was the potential of overheating the catalyst due to
misfiring accompanying fuel run-out - and also while pushing to restart.
The three converters - for the Kawasaki KH-500 - were designated
PTX-314 units and had a universal construction:
o 3 inch diameter shell
o 1 inch thick piece of low cell density (LCD) substrate
o 3 inch thick piece of high cell density (HCD) substrate following
the LCD substrate
o the two catalyst pieces butted up against each other. Total
catalyst length was 4 inches.
o ceramic fiber mat used for the resilient mounting of both pieces
ANALYSES
Visual examination of these three returned converters revealed that
(similar for all converters):
o The front LCD piece had broken-up. However, a piece of this sub-
substrate was remaining for each of the three converters. In each
case, the piece was somewhat rounded, which would result from
abrasion in the exhaust flow within the converter.
o The HCD substrates were intact, however, about one-half of the
channels were plugged-up in each converter. From the appearance
of the plugging material, it was probably abraded substrate
from the LCD and/or ceramic felt-material from the resilient
mounting. The resilient mounting for the LCP was missing from
its normal location inside the converter shells.
Samples of the LCD pieces as well as drilled-out pieces from the rear
(outlet) face of the HCD pieces were submitted for BET surface area anal-
yses - as in indication of temperature exposure. Attachment B lists
the percentage reductions in surface area relative to a virgin catalyst.
These values indicate that the LCD pieces were subjected to somewhat exces-
sive temperatures, whereas the HCD rear pieces were not exposed to this
F-3
-------
condition. Although catalyst activity of the catalysts (while intact) was not
the primary concern at this time, the loss of surface area on the front
pirces was not sufficient to cause a measurable loss in catalyst activity.
The sample of LCD material from Log No. 73-40 converter was also anal-
yzed for catalyst poisons - recognizing that the mileage accumulation was
very low. Attachment C lists the semi-quantitative analyses of potential
poisons and lube oil ash components. As anticipated* it may be concluded
that the poison levels were too low to be of concern toward catalyst acti-
vity.
CONCLUSIONS
The three converters failed at low mileage because of the break-up
of the front LCD pieces in each catalyst. Material from the pieces, as
well as from the ceramic felt - which was used as the resilient material -
subsequently plugged the 3 inch long catalyst piece such that about 50
per cent of the channels were blocked. This, in turn, caused the increased
back pressure noted by Southwest Research.
It is difficult to pin-point the exact cause of the break-up of the
LCD pieces. Similar converters using two pieces of ceramic and a ceramic
felt resilient material have been tested on a 2-stroke motorcycle engine
for up to 10,000 miles without mechanical failure. The most likely causi-
tive factor for the failure of the subject Southwest Research catalysts
was the high temperature exposure and thermal shock associated with the
running out of fuel on the road. If the thermal shock caused the LCD
material to crack, it may be possible for the strong exhaust pulses of
the two-stroke engine to flex the catalyst and eventually cause its des-
truction. A thermal shock exposure is consistent with the high temperature
exposure reflected in the measured BET surface areas. Further, the fact
that only the front of the converter was exposed to high temperature indi-
cates that the exposure would have occurred when the exhaust gas flow was
relatively low and the exposure was only for relatively brief periods of
time. This set of conditions may have been present during the fuel run-out
and the attempt to restart the motorcycle.
F-4
-------
ATTACHMENT A
SOUTHWEST RESEARCH INSTITUTE
8500 CULEBHA ROAD • POST OFFICE DRAWER 28510 - SAN ANTONIO. TEXAS 78284
June 15, 1977
Dr. James Hansel
Engelhard Industries
497 Delaney Street
Newark, New Jersey 07105
Dear Dr. Hansel:
Enclosed are the three (3) catalysts used on the Kawasaki KH-500.
As discussed in the phone conversation on June 15, 1977, these catalysts
were used for approximately 300 miles of dyno testing with approximately
60 miles of road testing prior to engine seizure via lean combustion mix-
ture and air injection. The engine was rebuilt and the carburetors were
reset to stock settings (rich).
Distance accumulation procedures were started. After approximately
150 miles, the motorcycle ran out of fuel and the operator tried to push
start the motorcycle before checking the fuel level. The KH-500 was re-
fueled - no driveability problem was apparent for the next 100 miles of
road work. A loss of power was noted and oil-carbon mix was beginning
to appear at the exhaust flange of the right pipe. It was evident that
the backpressure had increased as engine performance degraded rapidly,
after about 275 miles (total) of break-in had been accumulated. Subse-
quent inspection of the right catalyst assembly (# 3) showed that the
Torvex was almost completely gone. Inspection of the other 2 catalysts
showed similar signs of "burn-out'1. Substrates appeared to be intact al-
though they were effectively plugged for the most part. In addition
fiberous insulation material was observed to be piled up at the tail pipe
exit of the right cylinder pipe (#3).
The maximum catalyst exit temperatures reached during air injection
testing were 645°C, 770°C, and 600°C for the left, middle and right cylinder
exhaust. These temperatures occurred at 50 mph with approximately 2.4 cfm
air distributed to the three cylinders by a common manifold. If additional
information is needed please feel free to contact me.
Yours truly,
Terry l>. Ullman
Research Engineer
Department of Emissions Research
TLU/rdt
enclosure
SAN ANTONIO. HOUSTON. CORPUS CHRISTI. TEXAS. AND WASHINGTON. O.C.
F-5
-------
ATTACHMENT B
SURFACE AREA ANALYSIS
7, .. % Reduction in Surface
(i'y. M irwcnn Ar6a Rela^ve tO
Ser. No.7035011 Virgin Catalysts
Low Cell Density AC
Material
High Cell Density 8
Material (outlet face)
73-41
Ser. No.7035013
Low Cell Density Material 21
High Cell Density Material in
(outlet face) IU
73-42
Ser. No. 7035012
Low Cell Density Material 21
High Cell Density Material c
(outlet face) b
F-6
-------
/ NDUSTRttS
ATTACHMENT C
CHEMICAL ANALYSIS
73-40 Low Cell Density Piece
Ser. No.7035011
Pb .01%
P None Detectable
Zn .001%
Ca .02%
Ba .002%
Fe .03%
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TECHNICAL REPORT DATA
(Please read Instructions on the reverse before completing)
1. REPORT NO.
EPA 460/3-77-020
2.
3. RECIPIENT'S ACCESSIOf*NO.
4. TITLE AND SUBTITLE
"Motorcycle Emission Control Demonstration"
5. REPORT DATE
December 1977
6. PERFORMING ORGANIZATION CODE
11-4508
7. AUTHORIS)
Terry L. Ullman and Charles T. Hare
8. PERFORMING ORGANIZATION REPORT NO
AR-1230
a. PERFORMING ORGANIZATION NAME AND ADDRESS
Southwest Research Institute
P.O. Drawer 28510
6220 Culebra Road
San Antonio, Texas 78284
10, PROGRAM ELEMENT NO.
11. CONTRACT/GRANT NO.
68-03-2391
12. SPONSORING AGENCY NAME AND ADDRESS
Environmental Protection Agency
Mobile Source Air Pollution Control
2565 Plymouth Road
Ann Arbor, Michigan 48105
13. TYPE OF REPORT AND PERIOD COVERED
Final (April 1977 - Nov. 1977
14. SPONSORING AGENCY CODE
16. SUPPLEMENTARY NOTES
16. ABSTRACT
This report describes the testing of ten motorcycles for exhaust
emissions of hydrocarbons (HC), carbon monoxide (CO), and oxides of ni-
trogen (NOX). Emission rates in grams per kilometer are presented for
the 1975 Federal Test Procedure and the Highway Fuel Economy Test, as
well as in percent or parts per million for several steady-state condi-
tions. The test motorcycles were equipped with 2-stroke, 4-stroke, and
rotary engines ranging from about 100 to 1000 cc displacement. Several
exhaust emission control techniques were applied, including minor and_
major carburetor enleanment with and without capacitive discharge igni-
tion, secondary air injection with both pumps and reed valves, port _
liners, thermal reactors, oxidation catalysts, rotary valve modification,
a spark ignited afterburner, and a short-circuited air-fuel mixture ex-
traction system. Driveability, performance, and maladjustment (stock
only) testing were also performed. All testing was performed with low
accumulated distance on the motorcycles.
7.
KEY WORDS AND DOCUMENT ANALYSIS
DESCRIPTORS
^.IDENTIFIERS/OPEN ENDED TERMS
c. COS AT I Field/Group
Air Pollution
Exhaust Emissions
Motorcycles
Catalytic Converters
Air Injection
Driveability
Maladjustments
Federal Test Procedure
Highway Fuel Economy Test
3- DISTRIBUTION STATEMENT
Release Unlimited
19. SECURITY CLASS (ThisReport)
441
20. SECURITY CLASS (Thispage)
.PRICE
Form 2220-1 (9-73)
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INSTRUCTIONS
1. REPORT NUMBER
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2. LEAVE BLANK
3. RECIPIENTS ACCESSION NUMBER
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4. TITLE AND SUBTITLE
Title should indicate clearly and briefly the subject coverage of the report, and be displayed prominently. Set subtitle, if used, in smaller
type or otherwise subordinate it to main title. When a report is prepared in more than one volume, repeat (he primary title, add volume
number and include subtitle for the specific title.
5. REPORT DATE
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approve!, date of preparation, etc.).
6. PERFORMING ORGANIZATION CODE
Leave blank.
7. AUTHOR
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