:%:
APTD-1572
JUNE 1973
A STUDY OF
BASELINE EMISSIONS ON
6,000 - 14,000 POUND GROSS
VEHICLE WEIGHT TRUCKS
U.S. ENVIRONMENTAL PROTECTION AGENCY
Office of Air and Water Programs
Office of Mobile Source Air Pollution Control
Emission Control Technology Division
Ann Arbor, Michigan 48105
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APTD-1572
A STUDY OF
BASELINE EMISSIONS ON
6,000 - 14,000 POUND GROSS
VEHICLE WEIGHT TRUCKS
by
Automotive Environmental Systems, Inc ,
7300 Bolsa Avenue
Westminster, California 92683
Contract No. 68-01-0468
EPA Project Officers:
Martin Reineman and
Ronald Kruse
Prepared for
ENVIRONMENTAL PROTECTION AGENCY
Office of Air and Water Programs
Office of Mobile Source Air Pollution Control
Emission Control Technology Division
Ann Arbor, Michigan 48105
June 1973
-------
This report is issued by the Environmental Protection Agency to report
technical data of interest to a limited number of readers. Copies are
available free of charge to Federal employees, current contractors and
grantees, and nonprofit organizations - as supplies permit - from the
Air Pollution Technical Information Center, Environmental Protection
Agency, Research Triangle Park, North Carolina 27711, or from the
National Technical Information Service, 5285 Port Royal Road, Springfield,
Virginia 22151.
This report was furnished to the Environmental Protection Agency by
Automotive Environmental Systems, Inc., Westminster, California, in
fulfillment of Contract No. 68-01-0468. The contents of this report are
reproduced herein as received from Automotive Environmental Systems,
Inc. The opinions, findings, and conclusions expressed are those of
the author and not necessarily those of the Environmental Protection
Agency. Mention of company or product names is not to be considered
as an endorsement by the Environmental Protection Agency.
Publication No. APTD-1572
ii
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TABLL OF CONTENTS
Page
1. INTRODUCTION
2. TECHNICAL DISCUSSION
2.1 Program Objective 2-1
2.2 Vehicle Procurement 2-2
2.2.1 Test Vehicle Selection 2-2
2.2.2 Test Vehicle Logistics 2—2
2.3 Test Procedures 2-9
2.3.1 Equipment Preparation 2-9
2.3.2 Vehicle Preparation 2-9
2.3.3 Federal Exhaust and Evaporative Emissions
Testing Procedures 2-11
2.3.4 Tuneup to Manufacturer’s Specifications 2-13
2.4 Data Handling 2-15
2.4.1 Data Acquisition and Preservation 2-15
2.4.2 Data Analysis 2-25
3. RESULTS AND CONCLUSIONS
3.1 Baseline Emissions on 6,000 to 14,000 Pound GVW Vehicles 3—i
3.2 Feasibility of Light Duty Test Procedures Used for
Intermediate Duty Testing
3.2.1 Test Equipment 3-10
3.2.2 Test Procedures 3-11
3.3 Effect of Tuneup Upon 1972-1973 Model Year Vehicle
Exhaust Emissions 3-12
4. APPENDIX
4.1 Facilities and Equipment 4-1
4.1.1 Test Location 4-1
4.1.2 Constant Volume Sampler 4-1
4.1.3 Exhaust Analysis Console 4-3
4.1.4 Chassis Dynamometer 4-6
4.1.5 Additional Laboratory Test Equipment 4-7
4.1.6 Vehicle Inspection and Maintenance Equipment 4-7
4.1.7 Calibration Equipment 4-7
l ii
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4.2 Initial Calibration Qualification 4-9
4.2.1 Constant Volun e Sampler 4_9
4.2.2 Exhaust Analysis Console 4-9
4.2.3 Chassis Dynarnometer 4-48
4.2.4 Fuel Conditioning Cart 4-48
4.2.5 Pyrometers 4-48
4.3 Calibration and Crosscheck 4-52
4.3.1 Constant Volume Sampler 4-52
4.3.2 Exhaust Analysis Console 4-52
4.3.3 Chassis Dynamoineter 4-55
4.3.4 Other Equipment 4-55
4.4 Test Data 4-56
iv
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1—1
1. INTRODUCTION
Exhaust and evaporative emissions from gasoline powered intermediate
duty vehicles contribute significantly to air pollution in the United States.
However, the exact portion of the nationwide inventory of air pollutants
contributed by intermediate duty vehicles is not known. The United States
Environmental Protection Agency has recognized the need for accurate exhaust and
evaporative emissions data from these vehicles.
Prior to the design and implementation of an emissions control
program for intermediate duty vehicles, information must be obtained which
constitutes the parameters of this program. First, an accurate and relatively
inexpcnsive test procedure must be developed for determining and monitoring
the mass of effluents from intermediate duty vehicles. Second, the mass of
effluents from these vehicles must be determined for the entire vehicle popu.-
lation and for the average vehicle in various subgroups. Third, the effective-.
ness of emission eontro]s on iat r model vehicles naust be determined.
The EPA has taken a step toward solving these problems by awarding
a contract for “A Study of Baseline Emissions on 6,000 - 14,000 Pound Gross
Vehicle Weight Trucks” to Automotive Environmental Systems, Inc. The results
of this program are presented in this final report.
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2—1
2. TECHNICAL DISCUSSION
2.1 PROGRAM OBJECTIVES
The following program objectives must be accomplished before
an effective emissions control program can be implemented for intermediate
duty vehicles.
The first objective is to provide baseline emission data on
6,000 to 14,000 pound GV1V vehicles. This data is necessary to determine the
contribution of this class of vehicles to air pollution. With this information
EPA will be able to determine the relative urgency for implementing an intermediate
duty vehicle emissions control program. Fifty vehicles will be replicate tested
for a total of 132 emissions tests. The vehicle fleet is comprised of vehicles
in proportion to their occurrence in the national 6,000-14,000 pound GVW vehicle
population.
The second objective is to determine the suitability of the light
duty vehicle test procedure for intcnncdiate duty vchiclcs. Any charigcs necessary
to the procedures or test equipment are to be determined. All problems unique
to the testing of intermediate duty vehicles must be encounterod so that they
can be resolved Prior to any large scale test program.
Also, the effectiveness of tuning vehicles as an emissions control
strategy is to be determined. Sixteen test vehicles of 1972 and 1973 model
years will be duplicate tested, tuned to manufacturer’s specifications and then
duplicate tested again.
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2-2
2.2 VEHICLE PROCUREMENT
2.2.1 Test Vehicle Selection
The objective of the test vehicle procurement task was to obtain
test vehicles of the appropriate make, model year and gross vehicle weight (GVW)
from 6,000 to 14,000 pounds in proportion to their occurrence in the national
population. To satisfy this goal, AESI developed from motor vehicle sales
information an initial truck vehicle matrix for 150 program vehicles (Figure 2.2-1).
Information was obtained from Automotive News , 1973, for 1970-71 model years
and from the 1970 issue of Motor Truck Facts for 1969 through 1965 model years.
The number of vehicles for 1972 and 1973 was based on projected sales volume.
The matrix was then adjusted for attrition as reported in the Automotive News
Almanac , 1970 and 1972 issues. The 150 vehicle matrix was then divided
equally between EPA, Southwest Research Institute and AESi. Figure 2.2-2
is the truck vehicle matrix that AESi followed during the course of this
program.
A list of 1000 randomly selected 1965 through 1973 truck vehicle
owners was purchased from R. L. Polk and Company. A certified mailing was then
sent to each of the vehicle owners consisting of:
1. A letter soliciting the truck owner’s participation in the
program, Figure 2.2-3
2. A postage-paid return postcard, Figure 2.2-4.
Concurrently with the mailing, AESi obtained the telephone numbers
of selected vehicle owners. Starting approximately one week after the mailing,
AESi called selected vehicle owners and encouraged them to participate in the
program. A vehicle owner contact form shown in Figure 2.2-5 was completed
for every contact made with the vehicle owner, describing details of the contact
in brief.
During the course of the program, 65 percent of the vehicles procured
and emissions tested were obtained from this list of randomly selected vehicles.
The remainder of the program vehicles were obtained from rental or leasing
agencics.
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2-3
TRUCK VEHICLE ‘RIRIX
6,000-16,000 POU\i) GROSS VEHICLE IIG!IT
Figure 2.2-1
1973
7
M. KE
Chcv
Dod g
Ford
G 1C
1 9’2
9
5
11
191
5
1
S
1 9 0
S
1
6
TOT L
47
1965
1969
6
2
6
6-10
10-14
6-10
10-14
6-10
10-14
14-16
6-10
10-14
6-10
10-14
196 S
4
5
1967
4
1
5
1966
4
1
S
1
3
-
14
6
-
U
10
3
56
4—2—->
-
-
-
—
—
—
—
2
2
2
1
1
1
1
1
1
—
10
Intl
1
1
—
1
1
1
1
1
—
7
—
—
—
—
—
—
—
—
1
14-16
4—i——>
I
Misc
6-10
1
—
-
1
10-14
-
-
-
-
-
-
-
—
-
-
Total
6-10
24
26
12
14
16
13
12
12
6
135
10-]4
7
5
—
-
—
-
—
-
-
12
14-]6
4— 3 —>
3
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PROJECT 2060 TEST FLEET
MAKE
GVW
1973
1972
1971
1970
1969
1968
1967
1966
1965
TOTAL
C!IEV
6-10
1
3
2
3
2
1 -
2
3
17
DODGE
6—10
1
1
1
1
1
1
5
10-14 2
1
1
3
6-10
FORD
14—16
2
3
2
2
2
2
2
2
2
19
I
1
I
1
G 1C
6—10 1
1
1
1
3
INTL.
6-10
1
1
TOTAL
11
4
5
5
3
6
6
5
50
Figure 2.2-2
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25 Form approved
, 0MB No. 178-5-72042
• ‘ -:9
‘7 7 1
AUTOMOTIVE ENVIRONMENTAL SY57EMS, INC. U 7300 BOLSA AVENUE, WESTMINSTER, CALIFORNIA 92683 U 714 897-0331
Dear
You may be able to make an important contribution
towards controlling the nation’s serious air pollution
problem and receive a $50 United States Savings Bond
for your efforts!
As you may have read, the Environmental Protection
Agency is conducting an important nationwide vehicle
testing program to measure pollutants emitted by the
nation’s 6,000-14,000 pound GVW truck population. Auto-
motive Environmental Systems, Inc., has been selected
by the Environmental Protection Agency to perform this
program and would like to consider your vehicle as a
candidate for testing in this program.
If your truck meets the requirements of mileage
and engine size, we will need it for about four days in
our laboratory, where it will be tested under simulated,
normal driving conditions. Your truck will be fully
insured while in our possession. In return for your
assistance, we have been authorized by the Environmental
Protection Agency to award you a $50 Savings Bond. In
addition, if you wish, we will provide you with a late
model, fully insured, equivalent truck for the full period
that your vehicle is being tested.
We know you will want 1o be a part of a project
so important to our environment. Please fill out and
return the enclosed postage paid card and we will contact
you shortly to obtain any additional required information,
and to schedule your vehicle for testing, if it is selected
for the program.
Very uly you s,
Vice President
Figure 2.2-3.
Inip!(,iIl.C tile ellvilonrl1ent through modern automotive technology
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FIRST CLASS
Permit No. 1471
San Bernardino
Ca
FILL OUT. TEAR OFF _______________________________________
ANDRETURN BUSINESS REPLY MAIL
POSTCARD TODAY! No Postage Stamp Necessary If Mailed In The United States
Postage will be paid by IT _ T TIi
I ) AUTOMOTIVE ENVIRONMENTAL SYSTEMS. INC.
L_.f Vehicfe Emissions Testing Laboratory
7300 BoIs3 Avenue _____=_________
Westminster, Ca. 92683 _______
_____________________ r 3
_______________________________________ o .
Form Aporoved
Form No. 4505-2 0MB No. 158-5-72033
Vehicle registration lists show that the motor
vehicle shown below is registered in ycur name:
If incorrect,
please correct
FILL OUTTEAR OFF
Do you still own this vehicle? Yes No AND RETURN
POSTCARD TODAY!
If yes, will you be willing to allow us to conduct
pollution tests on this vehicle? Yes No
If yes, please indicate a telephone number where
we can reach you to make arrangements.
Phone: _________________Best Time to Ca’]: _________
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2-7
TELEPHONE CONTACT CONTROL SHEET
L/VthiClC Data
Yes No
of Letter to
I i gun’ 2.2—S
U.S ERA Headquarters Library
Mat! code 3404T
1200 Pennsy’vania Avenue NW
Washington, DC 20460
202-566-0556
:r’s Nar e
—
:r’s Address
c e ake and !ouel
Phone Nu bcr (hone)
3) 71/ — c-ç /
( J . fr.teA .7c:c .
‘ c± hc - r ‘E ____
Fhone Nu bor (Office)
i11 O ncrParticir.ate
DYcs No
vehicle
I:Jc ner will dclivc
Vehicle ID. u’ bcr
(VIN)
- Y37r)i 1?
—I
Date or
Pick-upi [ ) livc ’ y
If No, 1 at Changes? -
in e of Pick—up/De1i ry
Did O..ricr Receive
Lettcr’lJYes i Xo
Best Tinie to Call Current Milca e
Co ta : - .
Co ,cn:s . -
-- c \ ic L ( A-
- --
ij ., ,
L-, 1
Contac: 2
Cc acnts
.
C
L) C
Contac . .
- -.. Y__._
-
c lj’.ie
Co : ents
/-_
- -
Go,.. : CnLS .... -
. —
.
:1.1. 1;L1GI l L1 P ’C ”) (Co - t. on back, if necessa: y.) Yes
lbs car be n d n ve’ 01 1 u L)J CU TO,1u 1.0] ‘ t ian 5O oi t IC
has car been cntc cd in co:netitivc speed events?
Has c-ar bccii used to } ij or ivp loads for h ch it :as not designed?
las c-a r i’i n i n acci de’ t h c-h da. : d ra , gas tank, or en : i iic? I - — -- --
has cai ‘s e.i ino been :“o i fied 1W all at j of 1:c.njci , etc?
las Car l’c en a i ut :‘uied nccoi dii’ to ‘:anufc ctt:rer’s recori encl: t ions?
Iloes o;. ’c h.ive p ct -f of oi] aid oil filter chI.InIcs?
If “no’’ to que. t cit 7, . ii) o . ncr si n stat c . C,it of rec.u r’d naintc ’lmrce?
has ‘ai oy w-: . been ncrforr d on cngine (Vol yes, Distributor, Carburetor,
c c :i ( ‘eat ro I f’: e )
c ( ‘ncr : t 1 ‘ur? 11 i :e of I our ISi: t . i Pi cL—up/lie] ivery D.itcs and ti ‘i’
Vec [ ] N _____ _____________
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2-8
2.2.2 Test Vehicle Logistics
The vehicle owner was contacted well in advance of the intended
test date to ensure that the proposed test date was compatible with his situation.
The night before vehicle testing, a procurement specialist called the vehicle
owner to reconfirm the appointment time. On the day prior to testing, in
accordance with the vehicle owner’s instructions, an AESi technician picked up
the test vehicle and provided the participant with a loan car.
At this time, the procurement specialist examined the vehicle to
determine its compliance with the program. Then a preliminary check was taken
on the following items: exhaust, tires, hoses, oil, water, unusual noises,
etc. A loan vehicle agreement and test vehicle agreement were then signed by
both the AESi procurement specialist and the vehicle owner. An agreement was
made between AESi and the vehicle owner with regard to existing damage to
both the loan vehicle and the candidate test vehicle. Upon completion of the
above items, the AESI procurement specialist delivered the participant’s vehicle
to the laboratory.
Upon completion of all testing, the procurement specialist called
the participant to confirm the appointment time with him for return of his
vehicle. When returning the test vehicle, the technician examined the condition
of the loan car to ensure that it had not been damaged or misused, then signed
the appropriate docuiiients indicating that the vehicles had been exchanged.
At that ti ie the technician received information from the participant about
application for the 50 dollar U. S. Savings Bond.
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2-9
2.3 TEST PROCEDURE
2.3.1 Equipment Preparation
All test equipment was thoroughly warmed up, calibrated and inspected
for proper operation prior to the performance of any tests. When the dynamometer
had not been used during the previous two hours, the chassis dynamometer was
thoroughly warmed up for 15 minutes at 30 mph using a non-test vehicle. During
the dynamometer warmup procedure, inertia and road load of the dynamometer were
properly set for the test car following. In addition, the dynamometer speed
indicator was calibrated and checked against the driver’s aid to ensure that
both speed indications were identical.
The exhaust analysis console (EAC) was operated continuously during and
between emissions tests. All instruments were left in a standby status with either
dry nitrogen or dry air continuously flowing through the instruments. Therefore
it was not necessary to perform any preparation on the EAC prior to testing
other thaii routine calibration procedures. The NOx instrument ozone generator
was turned off each night. About 10 minutes warmup time was provided prior to
use of the NO instrument. This warmup time occurred while other instruments
were being calibrated or while the vehicle was being prepared for testing.
The constant volume sampler (CVS) required approximately one-half
hour warmup prior to testing for precise measurement if it had riot been ol)erated
during the previous 24-hour period. The CVS is equipped with controls to J)crInit
rapid heating of the heat exchanger and blower. The CVS was turned on and
operated early in the morning to ensure that the temperature was stabilized by
the time testing was initiated for the day. The CVS was connected to the
vehicle used for dynamometer warmup thereby warming the flexible duct arid mix-
ing plenum. At least one propane recovery test (Figure 2.3-1) was performed to
verify the CVS and EAC prior to testing each day.
2.3.2 Vehicle Preparation
Test vehi ci es were standardi zed prior to testing by running one
FTP driving schedule on tank fuel, draining the fuel, adding three or more
gallons of lndo]ene 30 then running another FTP. Vehicles equipped with
-------
C
) Ip ;
CVS PROPANE RECOVERY TEST NO.
< jPrjNJSitf Date
FID
D .FLECTIONS
PPMc
SI
In
V _______Ft. 3 /Rev. o 0.00001 o N
= HC MASS
GRAI4S
GAIN
______ % ERROR
LOSS
Comments:
Figure 2.3-1
TECU: _______
E.T.: ______
L P: ___
(-0.00136 o TA _______ 0 F + 13.6912) ‘ _______“Hg
V
“H 2 0 T ______°R • 2.2454 e NET ______PPMc
p
PRO?ANE CYLINDER EMPTY _______
- PROPAI1E CYLINDER FULL ________ 100 ‘ HC MASS =
1074
-------
2—11
evaporative emission control systems were given two additional FTP driving
schedules for a total of thirty preconditioning miles. Ichile the fuel tanks
were empty after the first FTP, the test vehicle’s fuel system was pressure
tested to 14 inches of Ff20 using nitrogen. The pressure test determined
possible sources of evaporative emissions which could be trapped during the
emission tests. Fuel tank capacity was also determined at that time.
After the preconditioning cycles, the vehicles were pushed into a
76-86°F soak area here they would remain for 12 to 16 hours. Canisters
for trapping evaporative emissions were prepared during the soak period by
placing them in an oven at 300°F while purging them with laboratory grade
nitrogen for three hours. The test vehicle was prepared for the diurnal soak
by adapting tubing, thermocouples, plugs, a method of heating the tank, etc.
so that the diurnal soak could be started without delay at the end of the cold
soak.
2.3.3 Federal Exhauct and Evaporative J:rnissions Testing Procedures
All cold start exhaust c iissions tests were performed in accorJancc
with the procedures stipulated in 37 Feclcral Register , No. 221, dated November
15, 1972, Sections 85.075-9 through 85.075-27, with the exception that a
different dynamornoter road load power versus inertia curve was provided by EI 1 A
(see Figure 2.3-2). Also shown on this figure is the indicated horsepower
calculated by AESi. The equivalent inertia used in accordance with this table
was based on curb weight and GVW. The curb weight used was that listed in the
Kelly J3lue Book (March-April 1 1973) or, in the case of motor homes, the curb
weight was obtained di rcctlv from the manufacturer. The gross vehicle weight
used was that listed on the vc hicIets reListration Slip.
Data acc’u u1ated dun i g the I ’de a] Test Procedure consisted of
both volumetric and mass Incasur. nients for each of the portions of the procedure;
i.e., cold transient, cold stabilized and hot transient. Mass results were
calculated on each test phase and presented as grains per test phase and grams
per mile. In addition, the 1975 Federal Test Procedure results wore calculated
by combining the mass values from the cold transient, cold stabilized, and hot
transient portion of the test in accordance with the weighting factors provided
by the 1975 Testing Procedure. Fuel consumption in miles per gallon was
calculated from bag data mass emissions using the carbon atom mass balance
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2-12
TRUCK DYNAMOMETER SETTINGS
= Equivalent Inertia
I = Curb Weight + 500 pounds if 0 Payload 2000
+ 1000 pounds if 2001 Payload 4000
+ 1500 pounds if 4001 Payload, 00
Inertia
I Setting
J RLHP
1 Indicated
I HP
0- 4500
2K1-2K÷.5K
13.1
5.6
5000
2K÷2K+1K
17.9
8.9
5500
2K+21(-i- 1K+.5K
22.7
12.2
6000
4K+2K
27.5
14.0
6500
4K+2K+.5K
32.3
17.4
7000
4k’÷2k’+1K
37.1
20.7
7500
IK+2K÷1K+.5K
41.9
24.0
8000
4}(+2K+2K
46.7
27.3
8500
K+2K+2K+.5f(
51.5
30.6
34.0
9000
1K+2K÷2K÷1K
56.3
9500
K+2K’-2K+1K÷
.5K
61.1
65.9
37.3
9500
rK÷2K÷2 i
40.6
EXCEPTION: All motor homes 8500 pounds shall be run at 51.5 RUII’, 30.6
indicated.
FIGURE 2.3-2
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2-13
technique for cold transient, cold stabilized and hot transient portions of the
testing procedures. In addition 1 fuel consumption was calculated for the 1975
weighted test procedure.
Fuel consumption was calculated from UC, CO and CO 2 grains per mile
as follows:
2400
MPG = 0.8665 IIC gpni + 0.4288 CO gpm + 0.2729 CO 2 gpm
This formula assumes that the test fuel weighs 6.1 pounds per gallon and contains
1.84 hydrogen atoms per carbon atom. The actual density and H/C ratio were not
determined, therefore the results listed are approximations.
Evaporative losses wore collected during the cold transient and
cold stabilized test phases. After the hot transient phase evaporative losses
were collected (luring a one-hour soak period. At the end of the hour, the
traps were sealed, removed and weighed. An emission test served as precon-
d.itioning for subsequent emission tests.
In summary, one complete emission test consisted of a 12-16 hour
soak, a diurnal breathing loss test, running lncs test concurrent with the
1975 Federal Exhaust Emissions Test, and a hot soak test. Data generated by
these tests inc]uded six sample bag readings, the net canister weights, all
pertinent ambient conditions and the operating parameters for the instruments.
2.3.4 Tuneup to Manufacturer’s Specifications
On 1972 and 1973 model year test veh.icles, a tuneup was rendered
after the first two emissions tests.. The guiding philosophy of the tuneup was
to set the vehicle to manufacturer’s specifications in a manner similar to that
which a vehic]o owner would request. rn other words, parts were replaced only
as required such that the tuneup consisted primarily of adjustments 1 o timing,
dwell, idle RPM and CO concentration. Most air filters and crankcase filters
required replacement. Many spark plug sets but few ignition points were replaced.
No major components such as carburetor, distributor nor valves were replaced or
rebuilt. The decision criteria for replacement was actual Performance versus
specified performance including tolerance as measured by the best commercial
diagnostic techniques and apparatus. Figure 2.3-3 lists the number of vehicles
which requi red various corrections.
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2-14
TUNEUP WORK PERFORMED ON 1972 1973 TEST VEHICLES
Valve lash 16
Valve Scal 16
Average, % 47 23
Item
NUMBER OF VEHICLES
Pass
Adjust or
Clean
Replace
Total
Part
All
Spark Plugs
5
2
9
— —
16
Plug Vvires
10
4
2
16
Timing
1
15
16
Dwell
-
8
8
16
Points
11
5
16
Air Filter
1
15
16
Choke
i
15
16
Vacuum Lines, etc.
]l
2
3
16
PCV Valve
7
1
8
16
Crankcase Filter
4
12
16
Cooling Sy tcr
1]
5
16
16
16
6 24
100
FIGURE 2. 3--S
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2-15
2.4 DATA hANDLING
2.4.1 Data Acquisition and Preservation
The systematic acquisition and preservation of data is the corner-
stone of AESi’s data handling effort. A program of redundancy and cross checks
was initiated for this project. Three forms (Phase I, Phase II and Phase III)
served as the structure in the acquisition and verification of data. These forms
and at least one copy of any data sheet were kept in a packet which in turn was
kept with the test vehicle through all processes.
The procurelitent department assembled a data packet consisting of
the following in order (Figures 2.4-1 through 2.4-9):
1. Customer Vehicle Information
2. Vehicle information
3. Standard Test Vehicle Agreement
4. Standard Loan Vehicle Agreement
5. Phase I form (PT)
6. Phase II form (1)11)
7. TC OtIit
8. Test Dala Sheet (TUS)
9. Phase 11
10. TCR form
]]. TDS
12. Phase 111 form (Pl]I)
13. For 1972 and 1973 vehicles only, insert another set of items 6
through 12.
The Phase 1, 11 and 111 forms are flow diagrams which give instruction’s
in sequence. Each block of instruciions was crossed off and initialed U Ofl
completion. Whenever data was to be recorded, the [ ‘base form either provided
a place for it or required that the data be written on another form. In
addition to a number of detail checks, the Phase II form has a block t hi c l i
says: “Review all data for completeness and accuracy.” This occurs at the
end of an emissions test prior to all subsequent steps. An additional safeguard
was to Place the driving trace, analytical system strip charts, temperature
records, canister weight chart and raw data sheet in the vehicle data packet
as work )rOgrcSsed.
Tuneup parameters were measured after all emissions tests. Also,
the vehicle data packet was reviewed by the Test Supervisor and the Project
Engineer after the vehicle was returned to the owner. Then the data was
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2-16
i- ± r &
CUSTOMER and VEHICLE INFOR) TION
r it..—’•
i i ru ..i _____________
VEHICLE INFOR •1ATION
V rY______________
VEH. # CYL. CID TRN BBL DATE
_______ -t r’ i __________
VEH. M&KE VEil. MODEL VEil. YEAR
i I I I I I I I I I _____________
LIC II STATE SERIAL
i 1 I2Ic I -I I ,
ASSEMBLY PlANT CLASS
I LI I I I I I I I I I I I I I I I I I I I I I I I 1.1. I I
CUSTOMER CONTACT
CONTACT DATE /t 173
NAME: 0 L ‘ - --y ( / /
ADDRESS: L! 2 (4 ___________
CITY: c z tf e- -c _ k. STATE: C — .)- zip 1O7(/o
HOME PHONE c c 1 ç’ -— ( 2 _ $ 3 WORK PHONE Lf 3 C )
DATE PUI CIL• SED____ _____________ODD. at PURCHASE _________
PRESENT ODO.________________________
pAINTED/uNDERc0ATI;D; PAST 60 DAYS I .L 0
STATE cHI:RE I’IRST SOLD __________________________
sCHI: DULING -
SC)IEDULII) 1 Y: (P . - ____
INCOMING I)ATE: 9 / f1 / 7 3 TIiME:_____ C 0
1 ____
PROMJsJ:D CO 1 IPLET] ON D i 11 _________________
SPECIAL INST1WCT1O S __________
-— A I
-------
VEIl. I
i ’iC (‘ _ Pi
2-17
C& .. CID TRN
ái ! ! -1 J
B8L DATE
i2i- i(’t 4RiL11
.4# ? ‘ ‘
VEH. ? AKE
13DEL VEIl. YEAR
-t tvr\I i -,‘2. S ’ i i t i i i , 1tcIt( i 1 t
tIC I STATE
S RIAL I
i- i ,2li2! E ( t 1 ‘ ic;,c’, ,
0 L C I ArI 4rpi . q
r:,... (3 c ç i- C”c
. ‘0
T ir?c (o’-.-c
GLASS USS1
CV C’ C’II? I PITS LIG!flTS
C! ACK
B o :E:
IISSi\G
— Nind .! i . 1J I
: ac 1j
t,1T_3
I
:- .j I
R ‘r .
‘
I
:
I
R S d
I
I LflJC
-______________
— LF.hf .
I L c. PI :?
:
E)DV
1 I: -
.f . I
— ——
—
a -
-—-.4
Top
Grill
- F cn — r
I L ThIL
S!cr -
•. I S rc—’ ” cr
I
I
I
RF Fc r
‘
1 !. I -’”
R
LF Tu i
— RF 4 35i ——
— - 1 —tcr - c r
I J
i——;;
- .
—____ -:i —
—_____________
- —
. ‘) )I!.D
1
I(fl ’
‘ f I
I
.
.
.
li Y .’
I
i II —
i——i- .;i
—----—— -.;--—u - - — - .. t
I
T
var C r ’ L
T I”. cI’) ,IrVc
.
t
ILS
. I1\ —______
.______
_.,
;
I
I j; —:
I —
r c t_
I .
P 1 •.•n- I
— c :;
I I
i
I
—
I
Lm
ii ‘.‘ .•i
—ir—i: 1 ;
— I—
I
i•l F CO\!’I.
._L.iLr_______________
RI
‘
RR
—
—
L4 IF
n r
NO. of VS
I IG\. 1JI
:i::
...._..:
Oi.ii r’s S1I,(LItLII c —
‘-Ii li_j / - )
7 i t ’ - f7 J
Figure 2. 4—2 AI.Si Itepr cnI .it ive
2;pCode,
2P 3377:’ 11 -2o.1O
-------
2-18
A ESi ii VEHICLE NUMBER
AUTOMOTiVE ENVIRONMENTAL SYSTEMS, INC
STANDARD TEST VEHICLE AGREEMENT
Your vehicle is being loaned to Automotive Environmental Systems, Inc.
(herein called AESI) for use in an important new vehicle pollution testing
program. This agreement, signed by the vice president of AESi is your
assurance of full protection against any loss sustained by accident or dam-
age to the vehicle while in the possession of AESi or its representatives.
1. In consideration of 1 ,
agree to loan my vehicle described as a i( registered
in the State of ( ç-L. -- , license plate number 3 ( ? _ 02
to AESi for a period of time not to exceed __________ days. I understand
that I may refuse to loan the vehicle to AESi. at any time and that I am
under no obligation whatever to AESi.
2. AESi agrees to be fully responsible for any and all damage to the
vehicle occurring while the vehicle is in the possession of AESi or its
representatives. Possession is hereby defined as care, control, custody,
operation, inspection or storage between the time the vehicle is received
from the owner by AESi or its representatives and the time the vehicle is
returned to the owner by AESi or its representatives.
3. AESi agrees to indemnify and hold harmless the vehicle o ner of any
repairs, damage, loss or liability sustained by the vehicle owner by reason
of accident or darnag to the vehicle while in the possession of AESI or its
representatives.
4. AI3S1 agrees to be extremely careful in, the use of the vehicle, and
agrees to return the vehicle to the vehicle owner in as good exterior, i.n-
tenor and operating condition, except for norrial wear and tear, as when
the vehicle was received by AESi or its representatives.
5. Agreed to this 1( day of 1 , l ?)by
Vehic Owner
‘ J\3\- OJJN , ___ and)\ a-’ t
M. Van Loan, Vice President Vehicle Owner
Condition of vehicle when received: Condition of vehicle when returned:
In it i a j IL Date /i i/u In i t ia l Date _______
Figure 2.4-3
13121
-------
2-19
PARTICIPANT VEHICLE NO.
4 ’
STANDARD LOAN VEHICLE AGREEMENT
In consideration of the Participant undersigned (herein called the
Participant) ho has agreed to participate in an important new vehicle
pollution testing program, Automotive Environmental Systems, Inc. (herein
called AESi) hereby loans to Participants the loan vehicle described below,
subject to terms and conditions of this agreement.
1. Participant agrees to be extremely careful in the use of loan
vehicle an 1 agrees to return loan vehicle within a period of time not to
exceed T days, together with all tires, tools, and accessories to
AESI iii as good extcrior, interior, and operating condition, except for
normal wear and tear, as when vehicle was received by Participant.
2. Participant agrees that loan vehicle will not be operated to carry
passengers or property for a consideration express or implied; or to push
or tow any vehicle or trailer. Loan vehicle will he opcratcd only by
Particpaiit or an)’ member of Participant’s iu:wdiate family; provided that
Participant’s per: ission first be given and that all such operators shall
be at least 21 years of ago and duly qualified and licensed.
3. Participant acknowledges personal liability for: (a) all charc ec,
fines, and costs for parking, traffic, or other legal violations assessed
I aan vchi , Pa: i ci pant or Al Li cxccpt ;d crc czai3cd througk f :ult.
of AESi, (h) Al Si’s costs includinc reasonable attorney’s fees where per-
mitted by law, incurred collecting payments due from Participant hereunder.
‘1. Participant will not be liable for non—collision losses to loan
vehic ) c caused by par ii s norma I ]y i rotcctc’d agai nst. by a comprehensive
phys i en 1 damage insuranCe J)Oi J Cy.
5. Parti cipant agrec . to rclcasc ALSi from any ii ability for loss of
or damage to any pfoperty left, stored, or transported by Participant or
any other person in or u;’o vehi ci e after rccei pt , during term of this loan
or after return of loan vehi ci c to :\.Si . Parti cii\int fiirt her agrees to
inclei. nify and hold li irial ess ALSi against il 1 ci ai us arising out. of such loss
or dariage.
A
6. Agreed to this clay of tVrj, lO by
S ____ and ___
1 ’an l.u. n , ‘ .i & le;i , ’. ijt L
I)rivc•rs L ccnse No ]((( 7 State XPi1 tiofl Dale . .L ’ ZS
Autc’iiot ire m v I ron iental Sys I ems, inc. Vehicle:
Make 0 ( & Model C rfri- - License No. 2 _ Li , / r ?j
Cond iii on lThcn Rc cived : Condi lion ) liei; Returned : /
‘ ‘ /ji /_
E)atc’ [ nil ial” 1 [ )atc I c’—”
Figure 2.4-4
-------
2-20
2060 VEHICLE PROCESSING
PHASE I
RECEIVING G PRECONDITIONING
Check Vehicle Specifications:
LvIN, GVW, registration, etc .
I
TEST CREW
Inspect
Lf iel
for testability:
exhaust
Eiceabl
1 rrcct lea
Determine RLIIP G inertia 1
Set dynamometer
‘l ’
L un FTP on preconditioned dYno ]
No sample
(initial)
(initial)
L Drain fuel
Add 3 gallons Indolene
L FTP on preconditioned dyno
No sample
Phase
GVW
Curb Weight
Payload
From Table:
Inerlia
Actual RLFIP
Indicated RLHP
‘ k fq.NoJcar &o.Iprj. oJsit4 Date 1
PROCUREMENT
Bring in truck for:
2 days if 1965-1971
4 days if 1972-1973
Provide loan truck if necessary
Test Car Release form
Loan Car Release form
(initial)
(initial)
Vehicle qualification
by Test Facility Manager ___________
(initial)
NO CUREMENT ]
Return to
(initial)
(initial)
Figure 2.4-5
-------
-21
2060 VEHICLE PROCESSING
PHASE II
EMISSION TESTING
jSc.NQJC 1r N J?ri. :oJs .tJ
II
AM
PM RECORD T4
Ii ’
TURN OFF COOL [ G rAN.
CLOSE HOOD. REMOVE CVS
- DUCT FROM TAILPIPE .
SHUI OrF E’JG.
I
AM
- PM
AM
___PM
PUSH TO
76°F TO 86 0 F
SOAK AREA
1
RECORD
Ti
“I
AT 1372 SEC.
RECORD
82 S2
AT 1020 SEC.
RPM
AT 505 SEC.
R [ ’CORI)
81 SI
BEGIN COLD
S1ART LA4
1
RECORD T2
T2 Ti + 1 hR.
CLAMP SH1 F
ALL TRAP LINES
‘I
RECORD 15 1 AM
- 9 NIN. 15 il MIN. j _PM
RF.CONNI CI C’ S
DUCT. OPEN
hOOD. TURN
ON MN
RLCONXECT
T/C RECORD
ON TAP
BF1 WFFN
12 F 13 IUI-
VEHICLE Ft\Y
BE. PUShED TO
A OO°E to 86°!
SOAK AREA.
PUSH TO
EM. DY\D
--- ijl
SEF INERTIA
G R.L.II.P. NITII
A NON-TEST
VEhICLE
II
BEGIN 1101
STAR1 rTP
AT 505 SEC.
RECORD
BI 1 SI
‘I ’
OPTION
ES EVAP. NO
CONTROL
SYS1 EM
TNS1ALI
UEL CAP
ITH A
TIC
WLICH
tRAP
RFCORD
- WIN
‘I, _______
INSTALL
TRAP
PER
jFIG. A73-5
DISCOXWECT 1/C
CLAMP AIR
CLLANLR TRAP
lINE. RF’IOVF
AIRCLEV FR t
TAiLPIPE PLIJ( . .S
DISCONNECT TIC. PLuG
AIR CLLANIR 1AILPIPLS. AM
OPLN TRAP Li N! S CLOSE PM
HOOD. RITORD TO
‘1’
It
I SOAK ON OR O F DYNO. AT
L 76 0 1-86 0 F.
1’
INS FALL FULL
CAP 1(1111 T/C
TRAP TUOL
—
WEIGHT 3 TRAPS
RECORD N ill,
1V2B W3B
‘ 1 ’
EiNSTALL 2 TRAPS
L__PI n_riG. A73-4
rINSTALL 1 1RAP
L PIR n c. 73 _ 3 ___ J
V
DIURNAL SOAK
DUAl’ FUUL
10 84 ±2 0 F
IN 60 ±10 MIN.
RIICORI) O’
TAP
REMO L
RFCOIW
1 ll.\1
NIA,
EVU IG! I
W2A W3A
REVIEW ALL
CO lPI.FTl.NI 55
DATA FOR
t ACCURACY
I’LUC AIR CI.r NLR
PLUG ‘I \II PIPLS
RI LI SF
hl0sI:COC S
o: ‘lR.A!’L1 ’ I S
—J
I i AIN fUrL I
I RECORD (3 I IILI . T,\ (0
‘1 T3 T2 • 10 lIP.. 1 4O , I ’III I1()
I [ n•u 60° ±7° !
AM —________
PM
I RECORI) T7-T6 + 60 \UN. 1
PINCh OIF TRAPS. J — PM
1
Set
i ‘i
h !ASL
UA I’
FIGURI- 2.4-6
-------
/ C”i . ‘‘
1= ______— iSq.No Car No. Prj.No4sitc .
TAP
Tr :PERATUi .E ACIII EVEMENT PLOT
85 I -—---A ___________
80 __ _ _
I / .. __
I /
_ _ __ ___
-/ . • : • ‘/ I
•.....•—...i .. ,.I
1i :._i. _. ______ ______ ______ ______ ______
65 - - Start t ne / -- _______ ___
0 5 10 15 20 25 30 35 40 45
ELAPSED MINUTES
CWD
Canister Vcight Data
Canister No.
Location
g..(;
‘
%‘ ‘eight after
(1
• Ti
:o;:c; L
- i-
-_____
Total Grains i /(‘ Tech.
ROD
Record o yno
I ; . )
T mp E O : . / OO 1 (
Ti c ,
j +5 10 15 20
Tech. ___
: __
25 [ 30 f__35 40 45 50
50 S . ’ 0 65
70
Figure 2.4-7
-------
TEST DATA SHEET
PRi NO. CAR NO. RUN NO. DATE TIME YR MAKE
I
3111 I 11 b;o .d z C,2 4 I6 o3cCtI 1Y- ?3I hi -1 1 — - _____
MODEL
VTP
CID BBL TAN INR- CURES ‘WT GVW RDHP D3 .3 3AP0 CYL A,C EVP EX PCV
1Th H b I h 1 b ’ôd b; 1 h ’coI 10121 Hi I p. i 1 ci k .,ql tLi Id Vi
0121 ILl
ODO MR
I 321)
D’:.’EL
I zq.c.I
IGNT A RPM TTAD MECA HC CO CO NO NO . NO
o13iLH.I±,ocI 2 c.JI .11.! 1 kiL [ 1l IHH ii IL II
N0. NO
______ _____ _____ ________ _____ ________
: I 3
COLI) TRANSIENT:
Th; 1 s
11121 B
fl
-7
CO 1
0.F.
c i.) 31
—- - TEM ’ p c Our i1u:TTc: [ :. .i: —
I / i .S ! -?;. ( J C I
.4 -
FIC Co.
DEF. I [ DLr._—
)3.7 : 1,) ,.c(
r J
COLD STABILIZED:
H LI
__ B
DCI-.
U D L I-. !1
D F. I DEr -
TE
PRESS
COUN
/26
1) . -‘
HOT TRANSIENT:
F i+H
HOT !3IAOILIZEO:
F J:FH
FLC F>’. FV HUCF PiC IEC DRI TVP ENG 10 1RPM D-N
j lJ 1 Ui Ui ?& 22I b’sd k;L’/ I I k 2L ka!’ 1 H I Fl I i J
-7
‘2
2
C,
6
_ L1t _ 2
o.I :5 ±3
--
S
.2
HC
DEF.
B
/
I ,
I - )
co
DL F. H
£ 7?23
— -QI
(:0,
DIF H
/ -
‘ -1 (• 1L
—
1.2V )
NO.
r,i— .
I i2 i
- c 3 51 O.;
IL
C3U JT
I
:iLLTA
•1 •—‘
I —- I’
Figure 2.4-8
t )
g .S
s 1
c - - I
( ‘I
C—
-------
2—24
2060 VEHICLE PROCESSING
PHASE III
TUNE CENTER
jSq.No Car No. Prj. o Site Date
Letter of Appreciation
(initial) -
(initial)
(initial)
(initial)
YES
NO
Tune to
Sp ri.fi c ti 0 1 -is
Record before
and
Before
After
Measure Record:
Idle RPM __________
Dwell ___________
Timing __________
Idle CO
RPM _______
Dwell ______
Timing ______
% CO ______
(initial)
* Vehicle may be
driven to soak area
Owner t s Signature
Figure 2.4-9
-------
2-25
calculated and results were reviewed by the Project Engineer. Data which
passed this review was keypunched, verified and forwarded to EPA in the following
interim report.
All the original data was kept in flame resistant storage cabinets
as were the punched cards. Calculated and raw data were also kept on magnetic
discs to facilitate statistical analysis.
2.4.2 Data Analysis
Data analysis was based on arithmetic means and standard deviations
using the following method:
N X2 - ( X)2 1/2
S.D. = N(N - 1)
/
For the interim reports, means and standard deviations of 1975
weighted grams per mile were presented by make, year and GVW.
In this report four more analyses are presented. First, the before
and after tune-ui) emissions for 1972 and 1973 vehicles are presented as grams
per mile, 1975 weighted. Means and standard deviations are calculated by
make and GVW for tests 1 and 2 (before tuneup) and for tests 3 and 4 (after
tuneup). The percent change is presented with means and standard deviations.
The second set of data lists grams per test phase for phase 1 (cold
transient), phase 2 (cold stabilized) and phase 3 (hot transient). Means and
standard deviations are presented by make, year, GVW and test phase.
The third set of data lists the average emission values for tests
1 and 2 individually for each test vehicle. The average for tests 3 and 4
is included where it exists.
The last table presents the average miles per gallon for each
inertia category tested.
-------
3-1
3. RESULTS AND CONCLUSIONS
3.1 BASELINE EMISSIONS ON 6,000 to 14,000 POUND GVW VEHICLES
The exhaust emissions of hydrocarbons, carbon monoxide, carbon
dioxide, and oxides of nitrogen plus evaporative emissions of hydrocarbons
plus the calculated fuel consumption in miles per gallon of the fifty test
vehicles are presented in the following tables.
Figures 3.1-1 through 3.1-6 list mean exhaust emissions with
standard deviations of the vehicles as grams per mile (1975 weighted) per
test versus make, model year, and gross vehicle weight. Figure 3.1-7 and 3.1-8
follow the same format but summarize evaporated grams per test and miles per
gallon per test respectively. Figures 3.1-9 through 3.1-13 summarize mean
exhaust emissions with standard deviations as grams per test phase versus
make, model year, and gross vehicle weight. Figure 3.1-14 follows the same
format but summarizes miles per gallon per test phase.
Figure 3.1-15 lists the average values for tests ] uI 2 and Coj’
tests 3 and 4 for each 1972 or 1973 vehicle individually. Figure 3.1-16 lists
the average values for tests 1 and 2 for the model years 1965 through 1971.
Figure 3.1-17 lists the average miles per gallon for each inertia category.
-------
3-2
10—IA 1
2
3
‘S
0 l
8.10
6.61
4.88
6.77
I 4.19 7.76
2 3.24 1.14
1 1.68 I.,
4 1.16 1.40
4.S
C.661¼t. 5.I
1_r i
I. .?4
1.5.
1.46
TI’ILSL 0616 A 4L PAs .LI I 3HY *r .c PASIC UI 5 UN INCi3 ’PLL! S 14 1 15!IC4L S4 PLL
S1.MMIAY UF 1975 ClHAIISr E ISSILl V Lu( l i 6P PC MILC TIllIj NAY 1513
(,,000—16,000 GVw VLI-IU.CS
II YCiIC CAHIC6S
GV .d 6151 10 1913 1972 1971 - 1Q7 ) 1969 1968 19*7 - 1566 1965 AVE/PAP.E s.o. IpAp .t.
1 3 2 3 2 0 1 2 3 17
I 3
I o.81 4.12
2 2.33 3.79
3 2.28 3.89
4 2.2 3.92
4.42
3.42
7.12
16.83
8.66
4.86
3.22
6.81
2C. 5
8.21
1
6—10
6-10
10—14
6—10
6.10
5.39
3.55
4.23
4
10.51 695
IC.42 6.77
3.49
3 • 50
4.0.
4.74
1.2,
1.49
12.59
8.37
7.71
6.89
0 1 C 0 1 1 I I C 5
1 - - - -- 5. 08 - 19.27 .1.17 -- •c.c _ - _10.25 .___ .1Q
2 7.99 23.80 6.02 8.24 10.29 7.65
3 3.58
4 4.23
2 0 0 0 0 C C C 3
2 -. —-_. - - - _____
1 11.37 11.78 3.29
2 8.21 - 8.26 2.41
3 .5? 6.28 1.63
4 6.14 . . - - - 6.39 - 0.44
2. 2_. _..2_._.___2 ___2.._._._2__.__l.____.2_._1 .9 _.____ —
2 5
1 4.41 8.65 6.60 4.19 6.97 1.85 11.17 13.03 7.31 - 3.72
2 3.81 6.05 6.62 4.64 6.19 8.83 11.12 13.21 1.00 3.2!
3 3.81 - - 4. 5 1.53
4 ,_,I 4.01 l.0
0
14—16
3
5.15
5.57
5.04
4.2,
MAk I
Cl_U, •,.
4.
N—
— - N-
76.10 N-
N—
2
3
— . . _ . .
6—10 1
2
‘S
6—IC
3
4
AVLFYi. ‘1 .
1
S .L.IYR
1.05
5.55
ci #
0 0 0 0 C C 0 1
8.05
6.85
5.55
.. .5 L6 ______ —
1. 0 0 0 0 I 1 C 3
1 1
4.27 - - 0.0 0.0 0.0 8.24 6.79 0.0 6.44 2.01
4.58 0.0 0.0 0.0 1.12 4.97 C.C 5.76 1.71
— - 3.46____ . ..___ . ._ .______ _______.... . .._ .3, ,b.______ —
3.33 3.33
0 0 0 0 0 0 1 C C 1
0
14.86 14.66
-- — 11.51 -— -_. - ._ 1l.5I -
0 0 .0 0 C C C 1
8.10
6.01
4.00
6.21
1.11660 I4
11 4 5 5 3 6 5 50
I I lb
6.0? 5.53 4.17 6.34 11.07 I(. 5.45 11.52 7.88
5.46 . .46 4.58 6.18 12.46 5.84 1.87 11.54 7.36
4.72
4.55
1.85 2.12 2.61 7.30 4.24 2.19 2.32
1. 2.01 2.03 10.05 5.15 6.C3 2.01
5
S
1 7.68
2 .ll
3 4.21
‘S 4.35
Figure 3.1-1
-------
tsii.St L)AI. VkLLI!’II NY 3KC P SLC liPL . II CLMPLCIL SIATIS1I1 .AL SAPPLLS
SL,M 4RY Cl 1915 EXHAUST L9S5IC VM..ULS IN C. .WS P8K MILL 1 181.. MAY 1573
o,000—lb,000 CVI. VCl-ICi.LS
C8NFLt Cl CX ICC
MAkL GVIi TCST NO 1913 1972 l 71 1970 I’I 9 19o8 ISti 1966 19 AVEIPAI(L S.u./PA
Cl.(V 1 3 2 3 2 0 I 2 3 17
1 3 4
6—10 1 r1.43 41.15 6.’12 41.19 132.78 110.13 74.89 59.87 66.90 18.67
2 21.03 44.89 55.13 37.89 100.01 169.59 7C.LC 66.65 65.iO 19.40
3 i5.3 35.4? 32.91 6.87
‘. 21.17 35.50 31.92 9.26
L.OCG . 0 1 0 0 1 1 1 I C 5
0 1 1
6—10 1 112.67 -- 157.85 240.22 96.17 1C5.81 - 140.67 - 61.46
2 119.3 140.25 218.29 92.61 123.79 138.71 41.61
3 64.70 64.70
4 10.11 70.71
2 1 0 0 0 0 0 1 0 3
2 1 - — - - - - - •__. 3
10—14 1 66.61 195.87 124.36 74.89
2 82.01 191.25 120.42 74 .4Q
3 88.43 225.81 134.72 82.45
4 e9.39 238.09 138.96 87.11
FU . ‘ . - 7 3 2 2 - 2 -. 7 -- 7 - 2 ___ 19• - — -
9. 2 3 5
6—10 I 71.49 62.69 94.05 103.i3 55.56 100.16 10C.CI l2 .27 115.68 91.75 31.74
2 67.71 67.25 83.41 105.13 54.92 98.94 101.57 LCS.79 121.59 88.04 48.38
3 66.66 58.73 - 61.90 32.85
4 o1.q, 54 fl4
0 1 0 0 0 0 C C C I
0 1 - 1
14—16 1 87.89 81.88
2 91.19 91.19
3 82.44 82.44
4. - - 03.28 - _ ___...____83!2.8 ——
o 1 0 0 0 0 I I C 3
o 1 1
6—IC 1 43.96 13C.41 133.92 106.10 45.15
2 65.47 135.50 141.59 116.19 44.34
3 - - 70.26 - - - - 70.26 _ -
4 54.66 54.66
0 0 0 0 0 0 1 C 0 I
0 0 0
6—IC 1 I2 .Cc 125.09
2 - - — - - 116.69 - - —— 115.69
3
‘I
0 & 0 0 0 0 C C C 1
0 1 I
10—14 1 54.76 54.76
2 53.37
3 50.03
A 5 1.i’. 53.34
6RAP .II A L
AVL/Ys l’ 1 . 5 11 4 5 5 3 6 6 5 50
II 11.
I FI .3 74.24 15.4j 66.04 94.91 146.89 121.40 1C6.61 83.79 90.86
4 64.56 73.46 14.7) 64.19 90.02 136.13 IIc. C 1C ..28 68.65 89.33
3 61.11 7U. 2
1 64.71 1.4.64 67.30
GMAP.i 5.1.
1 11.31 p.1./I i?.Il 35.li 4J.I6 41.44 31.56 3t.I3 35.28
7 3 ..56 41.81 4 .(i / 38.74 37.45 L I. 34 34.SS 31 .4C 30. 26 63.36
3 18.1/ 4 9.,I 1
4 31. , s s. 12 Figure 3.1-2 52. /fl
-------
3.1
TIlL Si. iii IA AOL PiOILIPIP.AOY 3I .s 0651C 1JPC 4 I IJ I’L1TL STAOISIICAL SAFPLLS
SLMIu4Y OF 1975 XHMIS0 LPISSIC . WALJIS IN GIIANS PEII NIL( IlilU NAY 1973
6,000—16,000 Cvw v(PICI.IS
CIR8CI Lid ICE
GVI . 1151 NC 197)
6—10 1 697.62
2 605.98
3 71...0l
I. 742.40
6—IC 1
2
3
4
1972
3
3
1 1.3b
744.79
760.63
774.”
0 1
C 1
725.30
115.75
698.45
777.65
2
2
1 1099.U
2 1104.66
3 1173.03
4 1161.01
0 1 0 0 0
- - 0 1 - -
14—16 1 1072.62
2 - 1091.60 - — - -
3 1157.12
-. 4... — — - _1350.49 _______
6—iC 1
- 2. -
3
‘ I
1965 AVIIPAIIk. S.U./PAI(t:
3 1?
4
558.89 654.19 I26. .8
576.93_ E .52.28 I24.94
748.98 62.24
766.54 98.96
696.66 67.81
680.83 86.95
698.45
777. 65
1911
2
702.74
747.11
1910
3
769.68
748.15
1969
2
651.30
- 649.04
1960 ISe]
0 I
SC 7. 75
504.17
I 966
2
483.98
8. 42
0 0 1 1
751.02 762.93
701.00 781.13
I I
691.c1_ 546.C0
650.09 546.49
10- I4
6-10
0 5
1399.37
1102.97
1206 • 53
1021.14
NU I.
CI Lv
N.
- - -
- F0 .(C •4
N—
- - -
- CMC N
INOC N
N-
N.
2
2
1 710.77
2 116.10
3 739.01
1, 777 . 9
0 0 0 0 0 C 0 3
____________ 3
1199.20 175.03
1104.10 16.03
1184.20 41.64
- - 1114.43 81.01
3
3
643.58 722.91 620.82
u55.20 731.16 603.07
670.70 - -
t33.0?
2 _Z__..2__..._._____ . .. ..
5
619.65 691.79 701.53 83C.75 639.24 684.55 105.01
669.84 703.30 081.4C 62.5i 639.C3 683.71 103.61
-- - - 698.02 59.36
690.92 122.29
6—10
0 C C C 1
- 1012.82
- - 1091.60
1157.12
I SAL9
10—14
2
3
4
0 1 0 0 0 0 I 1 C 3
0 1 1
- 836.78 - - - - 633.4C 613.97 0.0 694.72 123.41
2 846.3? 621.54 631.63 0.0 101.85 125.18
— 886.65 ____886.65___ —
4 850.75 850.75
0 .0 0 0 0 0 1 C 0 1
0 0 - 0
8C 9.l S 609.19
— — — 5 0L.6J_ -- 596.67
0 1 0 0 0 0 C C C 1
0 1 I
733.78 733.78
810.06 810.06
8871.66 888.60
0 ( .1.l0 - - 861.10
G.4410 AVL
11 50
I I 1’.
813.90 114.17
796.97 707.99
- 854.34
825.83 8 6..0
4
712.83
739.1’.
5
710.13
690.11
5
658.58
667.91
3
715.51
729.24
642.C3
627.CJ
1 -
631.59
611.3)
5
S
I
86 .46
2
847.52
3
9C?.b2
4
923.) 1
1
210.26
135.90
11.12
151.69
68.3?
51.65
113.08
116.11
60.C2
G3AI L 5.0.
175.?’.
2
24 1.75
114.1?
15.33
145.00
36.88
16.8!
ICL.14
160.50
71.26
157. 3’.
3
4
144.08
224.1?
1’)?.52
216.4?
Figure 3.1.3
208.02
4 16. 1 .4
5
591.03
601.77
-------
CCCG
5=
6—iC 1 3.01
2 3.12
3 3.74
4 3.72
6—10
2
3
4
14—1 1
2
3
6—10 1
2
3
4
10—14 1
2
3
4
0 1
0 1
6.99
7.80
5 • 7 -9
8.28
12.35
9.34
8.28
4.13
3
4.12
3.87
4.56
10.70
10.65
10.94
11.04
6.62
7.17
6.10
5.94
2
1 10.43
2 11.31
3 10.59
4 10.09
2
1 3.87
2 3.84
3 3.78
3.28
4
5
5
6.32
2 6.81
3
4 6.00
4.26 6.35 4.41
6.71 6.12 4.49
4
3.11 3.7C 4.81 4.77
3.7C 3.74 5.2o 5.03
3.12
5.41
.4
11.01 2.71
10.65 1.71
9.88 1.74
8.12 3.42
6 • ( 2
7.19
6.10
5.94
GIIASL 3.1.
2. i 0
2. tO
2.71
2. 10
H A I
CI- v
5=
=
3-5
IlLs: J3 IA 8R P 1 4 1 11 l 1 1111*3 ’ 8 1 1C l S It UPI:N INC.)1*PL 111 Sf111 151 ICAI. SA’ PL [ S
SI.MMAIeV (31- 1 ’) 15 LXIIALST [ HISS ILI 9.ALULS IN 7 (14 M I II II -IRU MAY 1973
6 ,00O—L .O00 GVW V I I - hitS
NItR IC OXIDE (NO)
0 4w TEST SU 1973 1972 1171 1970 1969 1968 1c17 1911, 1965 441/HAHI S.C./? 1Kt
3 2 3 2 0 1 2 3 17
5.36
4.70
5.59
5.97
10—14
6-10
1.18
I .?4
1.72
1.64
2.09
I • 70
GMC N
5=
INTL :3=
5=
=
AVL./Y1 ‘1=
‘1
0 0 1 1 1 1 0 5
- . - 7.81 2.40 • 3 .cC C.C 5.55
6.64 2.14 4.12 4.15 C.0 5.39
S • 79
8.25
2 1 0 0 0 0 C C C 3
2 3 2 2 2 2 2 2 2 19
5
4.89 4.14 4.52 3.23 5.79 1.1C 3.95 4.55 1.44
5.09 3.99 5.11 4.81 .3C 1.4C 3.84 4.74 1.53
3.83 0.65
4.05 1.11
0 1 0 0 0 0 C C C 1
1 1
10.10
10.66
10.94
— -———-- — -- ---.— --—---—- .- --—- ---- .________._Ii 0_ _..____.
0 1 - 0 • 0 0 0 1 1 C 3
I I
6.74 - . . .J3 2.13 4.67 2.34
6.29 - 4.51 3.75 4.85 1.30
5.39 5.39
6.32 6.32
0 0 0 0 0 0 j C 0 1
0
- 3.19 3.69
. . .. . . 4.32 - 4.32
0 1 0 0 0 0 C C C 1
GRAM) AVO
11 5 5 3 4 IS 5 50
11 16
(,.53 4.51 5.47 5.13 2.95 4.91 4.ts 4.47 5. ? !
(,.24 5.90 5.27 5.17 4.15 ‘ t6 4.11 4.69 5.4 /
6.10
6.12 6.11
0.12 2.14 1.70 0.47 1.71 /.15 0.70
1.13 1.98 1.23 1.71 I.CC 1.94 1.21
6—IC I
2
3
4
1 4.03 2.1.1
2 ‘../3 2.23
3 3. ) ’ 2. 17
4 3.66 2.18
liJ’ ( ,r(. 3. 1—4
-------
Iil. _ 0413 AKL CL I 64M4 8356C jPCN It CLJMPLLTE $78 1 ISIICAL S PLC5
SIMM3gY c i - 1 t5 C x imSr I-MISS 1C6 P hutS IN R3YS PEP. H IL C 11-40 MAY 1973
6,003-16,030 GyP VCI-1CLE$
CXICES CF NI7K6CLI
coi.o
LI
0MG rg
6—10 1
2
3
4
6—iC 1
2
3
4
1 3
1 4
3.77 d.14
2 4.67 7.44
3 4.68 tl.11
4 4.65 8.39
0 1
0 1
9.17
10.57
8.80
11 • 35
2
2
5. 15
4. 9
4.81
4. 1 s
0
0
6—10 1
2
4
10—14 1
2
3
4
0 1
0 1
8.68
8.68
7.09
7.97
0 1
0 1
8.34
9.45
7.48
1.57
1 1.64 5.01
2 7.60 3.80
3 6.72 3.04
4 6.45 3.35
.72 9.45 6.37
8.82 -- 8.81 6.40
4.11 .C2 6. IC
- 4.Ce - - 4.97 6.65
4
6.69
6.93
7.25
7.46
16.10
17.41
16.80
16.54
2.97
2.92
2.71
2.54
1.99
2.09
2.98
2.07
GPAMC S.C.
4 •‘, 7
3.66
4.59
- GVW TI-ST NO
6- 10
1973 1972 1971 1910
2 3 2 0 1 2 3 11
1969 1968 1911 1966 196) - A E/PAF -
‘1=
=
0 0 1 I 1 1 C 5
2
-- 2
i0—14 1 17.18
2 18.00
3 16.31
4 16.00
- 10.69 2.80 7.77
• 9.8k 3.31 6.32
2.15
2.09
2.65
2.98
1.22 - C.C 7 .53
6.94 C.C 7.39 -— -
8.80
11.35
1 0 0 0 0 C C C 3
1___ ——---——--—-----——---——————— — — —-- ____
21.49 - - 18.62 5.26
13.94 - - 16.65 4.15
12.06 14.94 3.93
8.20 - - 13.40 -- 4.62
3 2 _2 __2 2 - ._2__ _.._2,_
3 5
6.45 7.00 5.74 6.50 4.27 1.13 9.16 - 4.85 6.37
6.41 7.14 5.93 7.22 6.81 1.48 8.69 4.54 6.56
5.29 5.10
6.40 5.50
0 0 0 0 0 C 0
2
3 -
__4 -
16.10
17.41
16.80
16.55
1
6—10 1
2
3
4
0
— -
..
0 1 0 -- 3
6.11 2.33 C.C - 5.84
5.49 4.79 C.0 6.32 -
———-- ———-—--—--
-
0 0 0 0 0 0 I C C
0 0
I .0. 17K
S
5
1 9.69
2 10.11
3 9.41
4 8.99
11
11
9. 78
9.24
1.73
0
4.51 C.0 0.0 4.57
-- __5.63 - - C.C _C.C 4.83.
0 0 0 - 0 C C C
- 8.34
- 9.45
7.48
- - 7.57
&KANU AVG
4 5 5 3 6 0 5 50
- lb
o.30 7.96 7.29 3.78 1.51 1.39 5.6C 7.50
7.98 7.66 7.41 5.64 5.95 1.51 5.8! 7.60
8.72
8.81
1.73 3.50 2.90 0.88 2.33 3.4C 0.99
1.49 3.35 2.48 3.00 1.98 3.CC 1.60
- Figure 3.1- 5
4.31
-------
Tr uSt JAR Ah PR..LIPII¼AIIY 3 P.L riRSEC LJPLN INCi P1LIE SlAt Islitti SA’i’Lts
SLMP1 KY OF 191” CXIIAUST FPISS l i ii V LUCS IN N M ’ S P I l l MILC IMI MAY Ici;
c,,OCO—It,,000 Cv i i VI-l-ICLIS
CRIDES L I trITslCLIr CCP IECTCC FOIl I4JMICIIY
Cvii lIST NIT 1971 1912 I’fll - 1970 1969 19 8 1961 1ç66 1965 AVE/WA It S.n./PISkC
1 3 2 3 2 0 1 2 3 17
1 3 4
o—10 1 3.oL 7.65 s.2s 9.’.j 6.03 4.20 4.76 5.65 6.36 2.22
2 4.33 1.04 14.16 8.30 6.08 - - 3.62 4.51 5.95 - - - 6.45 1.30
3 4.47 1.75 6.93 2. 54
4 4.56 1.87 7.04 2.56
00CC 9: 0 1 0 0 1 1 1 1 C 5
0 1 1
6—10 1 847 - 9.38 2.70 1.42 6. is 6.96 2.59
2 8.9o 8.85 3.10 6.08 6.28 6.6 ) 2.41
3 8.24 8.24
4 10.35 10.35
N : 2 I 1 ) 0 0 0 C C C 3
1: 2 1 - —
10—14 1 16.13 20.54 17.1 ,0 4.86
2 16.92 13.41 15.75 3.45
3 15.67 11.52 14.28 3.91
4 14.86 1.13 12.48 4.35
FOND N 2 3 - - - 2 2 — a. _2 _ _J9 --—---__-- -
N : 2 3
6— IC 1 4.63 6.59 6.65 5.20 o.07 4.07 6.63 8.51 4.72 5.95 2.52
2 4.82 6.31 6.15 5.52 6.54 6.49 6.64 t.22 4.45 6.22 2.44
3 4.51 4.98 4.79 1.02
4 s.io o.UC 5.19 2.01
- 0 1 1 ) 0 0 0 C C C I
0 1 - 1
14—16 1 L5.39 15.39
2 16.09 - - - - - 16.09
3 15.71 15.11
4 - 15.45 ______ _1S.j5_ __ — —-
GP4C 9— 0 I 0 0 0 0 I 1 C 3
N: 0 I t
6—10 1 1.85 6.05 2.66 5.52 2.64
2 8.12 5.15 4.61 5.98 1 .87
3 - 6.64 —- - — - - ______6.t —
4 1.56 7.56
INtL N: 0 0 0 0 0 0 1 C C 1
I : 0 0 0
6—IC 1 4.28 4.28
2 - - - - - - - - 4.62 4.62
3 0.0
4 0.0
0 1 0 0 0 0 C C C 1
. 1- C I I
10—14 1 7.97 7,9 :
7 8.91 8.91
3 6.4 1 6.87
4 1.1 1 7.17
GRAI SD Avt
AvL/Yit:z. 5 II 4 5 5 3 6 C S 50
1 : S I L If.
1 9.03 9.36 5.95 7.74 6.72 3.61 5.54 5.59 5.28 7.06
2 9.57 o.G4 1.46 7.19 6.82 5.36 5.56 1.CS 5.35 1 . 1 1
3 0.96 1.13 8.25
4 8.44 8.1 1 8.7 5
S .L./Ytl CI’AI . S. I.
I 1.13 4.l’l 1.22 3. a4 2 .11 0.19 1.5! 3.22 0.74 3. 1 16
2 7.00 3.5’) 1.44 3.17 2.13 2.St 1.11 3.fl I. ?’. 3 , 6 )
3 o.50 3.44 4,4 ) )
4 3.10 hguru 3. 1- a 3’II
-------
3.8
hil SI 0.% IA A. L I’RLLI ‘I F AIlY AI C 08 5CC uPCPg INCIJPL CT t STAT I STI(.AI. S3 ’PL1 S
SLNMA9Y (iF CVAPLRAIIVE LPISSICI% VALUES IN CI4IMS PIlE TEST tMI ( i MAY 1q73
b,00016,000 GVW VLIICLIS
MYCHC C8KeCNS
‘I.
N.
GVW TCST NO 1973
6—10 1 4.39
2 10.45
3 21.14
4 17.41
6—10
2
3
4
2
- 2
1 1.0*1
2 1.23
3 1.89
6 0.59
2
2
6—10 1 1.63
2 1.20
3 2.10
4 1.1$
6— iC I
2
3
‘S
I0— 14 I
2
3
‘S
S
1 4.20
2 3.06
3 ..9’I
4 4.43
1 1.29
2 4.1’ ,
3 8.8
4 7.32
0.99
1.15
1.0 1
0.74
3
3
3.62
5.39
8.02
3. 5 .7
1966 1965 AVI/MAKL S.Il./IAkt
2 3 17
5.
4.4C 2.55 2.72 1.S6
1.69 2.62 —— 2.80. — 2.76
7.01 9. ) ,
6.04 7.65
C 5
-- 1.45
1.18
1.75
1.05
3
3
1.58
1.21
1.60
0.64
2.03
2.77
2 •
2 • SO
- -. 0.98
‘.47
— ————_______ —— — — ‘1 , i.Q ____. -—
0 I I C - 3
- - 2.42
1.30
___L. 80.
2.85
0
C.JE 0.78
0.65 - —— —- 0.65 -
0.0
0.0
1.42
0.37
0.30
0.75
GRAND 86
3 6 6. 5 50
lb
3. ’ Sfl I.ç3 2. IC L.98 2.11
2.14 1.24 1.19 1.50 1.9”
4.17
3.01
GkAMJ 5.1).
1. r.
2.7 I
6.1) 1
4.19
1972
3
3
2.22
1.37
2.19
2.25
1971
2
1.30
1.99 -
cO N
1910
3
1.71
2.51
19o9
2
5.36
9.17
1968 1967
0 I
4.29
0.58
0 1
0 I
1.28
1.25
1.15
1.05
10—14
0 0 1 1 I 1
- -- 1.04 1.32 3.14 -— - C.48
0.38 1.26 2.03 C.18
0 0 0 0 0 0 C
1.00
1.05
0.86
0.37
0.62
0.49
2 ._2_2__2_L 2___19
S
0.85 1.33 0.87 4.56 1.15 C.tP 1.12 1.85
0.58 1.99 0.88 2.57 1.24 1.32 0.31 1.92
- - 5.65
2.79
0 1 0 0 0 0 C
N. . 0 I. .
14—16 1 2.50
2 - 0.98 - - - --
3 1.47
- - 4 - — -- 4.40 — ______ _______
CMC N 0 1 0 0 0
0 1
6—10 1 0.24 - 1.C 6
2 2.11 0.08
- - - 3 — 1.80
4 2.85
C C I
5.96
C.91
0 0 0 0 0 0 1 C 0 1
1 0
0 I
0 1
1.42
0.3?
0.30
0.75
3.10
0.70
0 0 0 0 C C 0 1
5. 1./YR
4 5 5
1.08 1.56 2.70
1.23 2.30 2.50
11
11
2.18
2.38
3.36
2.46
1.13
2.11
5,• 5f,
1.69
0.40 1.29 2.51 3.86 1.40 2.15 l.Cs
1.21 0.14 3.14 4.0* ’ C.94 C.q7 2.09
F1p .uro 3.1-7
-------
3—9
TIIrSE I)AT4 ARt MU LIMIMRY 3 . 41I BASLD UPON INCU’IPLEtC STArISrICAL SAI4PLI S
S&9L’L RY OF 195 EWAUST EMISSION ALUES IN MILlS PER 1&LLON, LW 1973
6 ,000-16,000 GW VDIICLCS
I 10.30
2 13.54
3 11.50
4 U.23
1972 1971 1970 1969 1968
$ 2 J 7 0
0 ••l
0 1
9.54
9.56
10.84
9.75
2
2
1 6.90
2 b. Q
-- 6.61
‘ I 0.65
10.92 10.59 1O.6
10.16 10.6 10.68
2 3 2 2 2 2 2
- 2 3
1 10.52 11.74 9.86 11.10 12.21 10.13 IC.44
2 10.57 11.45 10.01 11.35 11.41 10.05 IC.63
3 10.34 10.
IC.1, 12..,4
1985
4
IC.6Z 14.44 12.9$ 11.50
1C.81 14.7C 12.35 11.59
10.92
10.67
1.09
0.53
0 • 1,2
0.28
14—16 1
2
3
4
GMC N -
-
6-IC
0 1
7.11
.7.00
6.74
- 5.67
O I
9.40
9.1.3
8.72
- 9.29
9.99
9.77
8.72
9.79
0 I C C I
- 0
IC.32 10.32
IC.1Q 10.79
10-14
2
1•
0 1
0 1
I 0.40
9.61
• 9 ’,
9.12
/ 1.13
I 1. 11,1
4 fl.,Il
1 1.’).’ 2.1’.
2 2. ‘ / /.(I’,
I 2. 3? I • .0
4 2.41 .5i
G364L 5.1.
/
7.01
I •q.
GVW TEST NO 1973
10 • 6
10.75
10.71
10.41
1967
1966
2
6—IC
4
CCL C
FC4C N•
AVE/MAKE S.D /MAkE
17
10— 14
6-IC
1.96
2.0
1.14
0 .7Q
1.72
1.ce
0 0 1 1 1 1 C
8.56 1.32 IC.24 11.87 9_SI
9.28 7.33 IC.68 11.48 9.67
10.84
9.75
I 0 C ’ 0 0 C C C 3
1 3
5.03 6.26
6. 1 1 6.70
5.55 - - — - - - - -. 6.2 1
8.21 - - 6.51
0 I
2 2 19
S
8.25 IC.I2 10.56
c.ze IC.L2 10.5’)
10.33
11.52
0 I 0 0
luTE N
6-IC
0 0 0 0 C C C 1
7 • 00
6.74
5.87
O___ 1 - C
IC.I7 — 1C.4C
IC.l7 1C.CC
2
3
4
2
3
4
1.62
1.46
0.63
2.3’
0.52
0.56
0 0 0 0 (3
0 0
5. 1 .IYII
0 0 0 0 C C C I
10.40
9.6!
9.1?
6 134 1s0 AVI.
6 5 S I. 5 50
II I l
i.3. In. 3 -, 13.1) I(.. llt. 5. / I IC.!7 11.29 l1.? 10.40
9. :7 UI.I1” 11.07 133.6’ ? ‘1.16 IC.57 11.51 11.41. 10.47
1.4, 9.34
9.61
‘1.1.’l 1.1,1 I.lR l.7 ’ 1.14 1.26 1.51
I. ’.S I.C I.7 1.47 3.33 1.45
Figure 3.1.8
-------
3-10
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1 • -V.•S tr ,r
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FIgure 3.1-10
- - t rPA H adqua ers Libra
v1 i coc 3404T
1200 P nnsyIvania Avenue NW
Washington, DC 20460
202-566-0556
——I-,
_________ _________ 3-11
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3-13
—
.—• .. .. . —-•-._,. — .-_. —_._ •
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TFSI ‘ .io l ’? 3 I 72 1”7 1 70 1’ ’ 1 J ’7 .
1 2 3 3 1 2 .1 17
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2 37.85 31.b3 , . . . 3 77 h.4
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2 20.25 15.03 7• 147 14.72 6.9
3 •. 25. 148 . 20.79 1.5. ’0 211.73
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FIgure 3.1—12
-------
3-14 . . . .
—
—i’,.i Gv ‘i 4I trs .
OXIDES OF NITROGEN coRR crED FOR IIU1IIUITY (NOxc)
3V , TEST. M) t 73 j977 j’ l I2 3 iP 1 W i ’)F,7 iO , lQh5 4VE/ .’4 ’1 ’.E S.)/. - C
—-—..—--...--—.- -——. --.-—-.--—-
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2 .? ‘ . ,) 1.E15
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2 13.7’ 1 2• 14 20.42 I ”. ’14 21 • 1’ IB. ’ ’i 7.7.7.’ 795 . iS. 1$ t ’ . ’ 5
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FIgure 3.1-13 .
2
.3
I I :
,. -.
-------
1° 4 1 r l 1- , •• Av / .,
-------
1972 1973
MODEL YEAR AVERAGES FOR TESTS 1 2 (as-received ) AND TESTS 3&4 (after tune)
Vehicle
Number
HC
NOXc MPG
1 2 3 4 1 2 3 4
Make
Year
Inertia
GV
1 2
3 4 1 2
3 4 1 2 3 4
001
Ford
1972
5O0
6900
3.766
2.977 47.835
32.33 557.355 562.13
8.478 6.746
13.44
14.20
003
Chev
1973
4500
6400
4.570
2.256 47.28
23.26 652.3 728.21
3.996 4.517
12.06
11.40
005
Ford
1973
5O3
6000
4.312
3.O 3 85.32
31.46 648.07 711.76
4.551 3.902
11.05
11.42
007
Ford
1972
5000
6900
6.229
5.128 55.40
44.18 745.4 728.6
7.356 6.346
10.32
10.80
010
Ford
1972
d500
6000
6.086
5.828 91.68
84.73 635.4 665.0
3.498 3.387
11.02
10.78
011
Chev
1972
5500
7500
4.049
3.466 40.34
29.9 855.4 829.3
9.911 10.02
9.445
9.91
015
Chev
1972
5000
7500
5.361
5.41 62.34
34.08 642.3 673.8
6.848 8.132
11.62
11.825
027
Dodge
19 2
5000
7700
5.743
3.903 116.0
67.70 720.5 738.0
8.76 9.294
9.55
10.30
035
Ford
1973
5000
6900
3.910
4.472 53.88
97.15 778.9 805.0
4.898 4.56
10.04
9.075
037
GMC
1972
6000
10000
4.428
3.396 59.72
62.46 841.6 868.6
7.986
039
Dodge
1973
8500
11000
6.97
6.420 123.1
109.4 1079.1 1145.6
13.057 13.023
9.264
6.792
9.004 ’
6.573
040
Dodge
1972
8500
11000
10.481
7.297 196.6
232.0 1251.2 1113.8
16.98 9.623
5.572
5.876
043
Intern
1972
6000
14000
7.459
5.S 8 54.06
51.68 772.0 874.9
8.438 7.018
10.00
9.032
044
Ford
1972
8500
15000
7.449
5.356 89.54
82.86 1082.2 1253.8
15.741 15.58
7.056
6.308
045
Dodge
1973
8500
13000
12.61
5.292 7.50
68.36 1124.6 1188.6
20.00 17.50
7.095
6.7
050
Chev
1972
5000
7500
2.454
2.825
Figure .1-15
-------
1965 - 1971 AVERAGES FOR TESTS 1 2
(as-received)
‘chic1e HC CO CO 2 NOXC MPG
Nu ther Make Year Inertia GVW 1 2 1 2 1 2 1 2 1 2
002 Chev 1970 4500 7500 3.379 42.71 620.47 10.13 12.60
004 Ford 1965 I50O 6149 14.004 117.23 594.94 4.456 10.68
005 Chev 1969 5000 7500 4.933 89.24 603.59 7.03 11.58
0008 Ford 1968 5000 6100 8.935 108.26 739.6 4.451 9.38
0009 Chev 1965 4500 7500 11.088 104.54 550.0 3.620 11.74
012 Chev 1969 5000 7500 8.995 113.6 696.7 5.080 9.734
014 Chev 1266 500 7500 5.359 40.95 422.4 5.712 17.41
015 Ford 1968 5000 7500 4.824 90.84 655.6 6.108 10.81
016 Ford 1970 ‘500 7500 7.79 111.8 492.4 1.892 12.7
017 Ford 1970 5000 7500 5.626 96.70 731.4 8.830 9.758 c
018 Ford 1 69 45C0 6100 4.523 56.00 633.7 4.136 11.96 —
019 Ford 1957 ‘500 6000 5.238 69.30 551.8 4.835 12.98
020 .Ford 1971 5000 7500 7.767 111.5 714.0 5.855 9.610
021 Ford 197] 5000 7500 4.931 65.98 738.5 7.54 10.261
022 Fcrci 1969 5000 7500 4.306 54.4S 655.8 8.46 11.67
023 Dodge 1966 5000 7500 8.634 114.6 546.3 6.51 11.68
C24 Chev 1971 5000 7500 3.777 43.20 730.0 6.856 10.88
025 Chev 1970 5000 7500 2.670 24.00 876.1 6.944 9.542
025 Chev 1970 5000 6700 3.906 51.92 780.1 9.520 10.06
028 Chev 1965 4500 7500 7.954 68.46 522.0 5.970 13.43
029 Chev 1965 4500 7500 12.56 29.50 645.9 6.705 12.02
030 Che’ , 1965 4500 7500 10.89 91.88 535.8 4.726 12.31
031 Chev 1971 5000 7500 S .502 79.82 719.9 6.546 10.20
Figure 3.]-16
-------
1963 - 1971 AVERAGES FOR TESTS 1 2 (cont. )
(as -received)
Vehic lc HC CO CO 2 NOXc MPG
Ni ber Make Year Iflertia GVW 1 2 1 2 1 2 1 2 1 2
032 Dodge 1969 5000 7500 8.538 149.0 726.4 9.118 8.918
033 Ford 1966 4500 7500 9.756 132.9 668.4 4.853 9.774
034 Ford 1957 5C00 6900 9.283 140.3 837. 8.835 8.094
036 Ch v 1967 5000 7500 18.69 170.1 506.0 .01 10.56
038 Dodge 1S’65 5000 7300 6.895 89.72 678.5 6.748 10.46
041 Dodge 1968 5000 7500 21.54 229.2 772.0 2.896 7.324
042 Intern 1957 45C0 7300 13 1O 120.4 603.0 .446 10.56
045 Ford 1966 6000 10000 13.14 102.2 924.3 11.88 7.803
047 1967 5000 7500 7.976 133.0 630.4 5.600 10.17
O 8 GMC 1956 5000 7500 5.884 ldO.8 622.8 3.664 10.20
049 Ford 1965 5000 7500 12.24 124.0 686.1 4.717 9.562
Figure 3.1-16 (cont.)
-------
3-19
MILES PER GALLON
1975 Weighted
Inertia Model Year N Tests 1 2 Tests 3 4
4500 1965-1971 12 12.36
1972-1973 4 11.96 12.00
1965-1973 16 12.26
5000 1965-1971 21 10.03
1972-1973 5 10.52 10.41
1965-1973 26 10.12
5500 1972 1 9.44 9.91
6000 1966 1 7.80
1972 2 9.63 9.02
1966 1972 3 9.02
8500 1972-1973 4 6.63 6.36
Figuro 3.1—17
-------
3-20
3.2 FEASIBILITY OF LIGHT DUTY TEST PROCEDURES USED FOR INTERMEDIATE DUTY TESTING
3.2.1 Test Equipment
Constant Volume Sampler (CVS )
The constant volume sampler used for light duty vehicles is directly
applicable for testing 6,000 to 10,000 pound GVW intermediate duty vehicles.
The constant volume sampler is also applicable for the 10,000 to 14,000 pound
GVW intermediate duty vehicles when blower flowrate is increased to a nominal
500 CFM. This increased flowrate is necessary to ensure that sufficient exhaust
gas dilution is maintained for reducing dew point temperature while collecting
bag samples and to ensure that concentrations are reduced to a level that will
allow use of light duty vehicle exhaust gas analytical systems.
Exhaust Analysis Console (EAC )
AESi’s EAC worked well without modification in analyzing exhaust
samples for this program. The instrument ranges commonly used for light duty
vehicle emissions analysis using a 300-350 CR1 CVS wore ideal for analyzing
intermediate duty vehicle emissions gathered with a 500 CFM CVS.
Chassis Dynamometer
Ii. may be concluded that suitable dynnmoineter for iiite r cdiate duty
vehicle emissions testing arc available. The Clayton CE-SO chassis dynamoineter
is suitable for testing the 6,000 to 10,000 pound GVW vehicles without any
modifications. The Clayton CT-200 chassis dynaiiiometer with modifications
as described in Section 4.1.4 is suitable for testing 10,000 to 14,000 pound
GVW vehicles.
Summary of Equipment Needs
For vehicles in the 6,000 to 10,000 pound GVW range, light duty
vehicle emissions testing equipment works well without alteration. For
10,000 to 14,000 pound CVW vehicle iission testing, the modifications or
specifications listed above are necessary. These modifications present no
problems in technology and present only a small increase in initial equipment
costs.
-------
3—21
3.2.2 Test Procedures
Evaporative Emissions Determination
Evaporative emissions testing was found to be more than twice
as difficult with trucks as with passenger cars for three reasons.
1. Trucks have an average of two fuel tanks each.
2. The location of auxiliary fuel tanks in many trucks impedes
heating during the diurnal soak test.
3. Many of the fuel tanks were of a vertical configuration
reducing wetted area which in turn impedes heating during
the diurnal soak test.
Exhaust Emissions Testing
Two conclusions can be drawn from this study relating to exhaust
emission testing. First, the light duty Federal Test Procedure driving
schedule in general worked very well with the intermediate duty vehicles.
All of the test vehicles achieved the accelerations, decelerations and cruises
required by the FTP driving schedule. None of the vehicles overheated nor
did wheelspin occur at high horsepower settings. However, in the course of
calibrating the dynainometer for this program, a maximum road load horsepower
of 65.9 was anticipated (see Figure 2.3-2). At this setting the vehicle used
for the calibration had difficulty accelerating beyond 50 mph and its tires
became overheated. These problems were alleviated by cooling the tires with
fans, applying rosin to the tires and reducing the rate of acceleration.
Second, the tolerance on the FTP driving schedule should be increased
for trucks. Most of the trucks cannot be started out as smoothly as cars nor can
they be shifted as easily. The transmission ratios of trucks tend to include a
very low first gear ratio with wider steps between the gear ratios compared to
light duty vehicles. ln comparison to light duty vehicles, the trucks tend to
jump momentarily above the driving schedule when accelerating from a standstill.
When shifting, however, the trucks tend to fall momentarily below the driving
schedule because the wider ratio spread and higher mass of the gears in a truck
transmission compared to that of an automobile increase the length of time
required during shifting.
-------
3-22
Intermediate duty vehicles in the 6,000 - 10,000 pound GVW category
are no more difficult than automobiles to test by the Federal Procedures. The
10,000 - 14,000 pound GVW vehicles are slightly more difficult to test and could
benefit from the minor changes in the Federal Test Procedure mentioned above.
-------
3-23
3.3 EFFECT OF TUNEUP UPON 1972-1973 MODEL YEAR VEHICLE EXHAUST EMISSIONS
Exhaust emissions of HC, CO and NO) were reduced substantially
by the minor tuneup procedure applied in this program on 1972 and 1973 test
vehicles. Figures 3.3-1 through 3.3-5 list means and standard deviations of
emissions by make and GVW for the before and after tuneup test pairs. The
percent change in the after tune tests compared to the as-received tests is
listed with as-received emissions as the base figure. It appears likely
that HC, CO and NOx exhaust emissions could be greatly reduced by maintaining
proper tune on 1972 and 1973 model year intermediate duty vehicles.
U H r dqu rters Library
;; •; 34041
120(. i yr iIi8 Avenue NW
Washtngton, DC 20460
202-566-0556
-------
3-24
COMPARISON OF 1975 cEIcIrrED EXHAUST EMISSIONS VALUES
(in grams per mile)
BEFORE AFTER TUNEUP
1972 1973 Vehicles
HYDROCARBONS
MAKE
GVW
N
BEFORE TUNE
TESTS l 2
AFTER TUNE
TESTS 3 4
PERCENT
C I lANGE
MEAN
S . D.
1EAN
S .0.
CUEV
6-10
4
4.11
3.04
3.49
1.28
-15.09
DODGE
6-10
10-14
1
3
5.74
10.02
3.22
3.90
6.34
1.07
-32.04
-36.77
FORD
6-10
14-16
5
1
4.86
7.45
1.19
4.29
5.36
1.26
-11.72
-28.10
G’ C
6-10 -
1
4.’ 13
3.40
-23.33
INTL
1014
1
7.46
5.58
-25.16
MEAN
5.99
4.54
-24.21
S.D.
3.63
1.52
Figure 3.3-1
-------
3-25
COMPARISON OF 1975 WEIGHTED EXHAUST EMISSIONS VALUES
(in grams per mile)
BEFORE AFTER TUNEUP
1972 1973 Vehicles
CARBON MONOXIDE
MAKE
GVW
N
BEIORE TUNE
TUSTS 2
AFTER TUNE
TESTS 3 4
PERCENT
CIL4.NGE
MEAN
S.D.
MEAN
S.D.
CUEV
6-10
4
44.09
19.29
32.41
7.75
-26.48
DODGE
6-10
10-14
1
3
116.00
122.39
66.97
67.71
136.59
76.44
-41.63
11.60
I:ORD
6-10
14-16
5
1
3
66.83
89.53
59.72
19.20
57.97
82.86
29.61
-13.26
—7.45
62.46
4.59
GMC
6-10
INTL
10-14
1
54.06
51.69
-4.39
MEAN
74.81
68.37
-8.61
S.D.
42.31
52.93
Figure 3.3-2
-------
3-26
COMPARISON OF 1975 WEIGHTED EXHAUST EMISSIONS VALUES
(in grams per mile)
BEFORE AFTER TUNEUP
1972 1973 Vehicles
CARBON DIOXIDE
MAKE
GVW
N
BEFORE TUNE
AFTER TUNE
PERCENT
CHANGE
TESTS 1&2
MEAN S. I.).
TESTS 3 4
MEAN S . D.
cuEv
6-10
4
724.0
96.0
757.8
66.9
4.66
DODGE
6-10
10-14
1
3
720.5
1151.6
123.2
738.1
]149.3
69.1
2.43
-0.20
FORD
6-10
14-16
-
5
1
675.0
1082.2
81.5
694.5
1253.8
90.7
2.88
15.86
GMC
6-10
1
841.6
868.7
—
3.22
INTL
10-14
1
771.9
874.9
13.34
MEAN
821.4
855.4
4.14
S.D.
152.0
157.4
Figure 3.3-3
-------
3-27
COMPARISON OF 1975 WEIGHTED EXHAUST EMISSIONS VALUES
(in grams per mile)
BEFORE AFTER TUNEUP
1972 1973 Vehicles
NO
MAKE
GVW
N
BEFORE TUNE
TESTS 1 2
AFTER TUNE
TESTS 3 4
PERCENT
CHANGE
MEAN
S . U.
MEAN
S.D.
CHEV
6-10
4
6.50
2.40
6.99
4.73
7.46
DODGE
6-10
10-14
1
3
8.76
16.68
17.51
— 9.29
13.38
7.27
6.09
-19.74
FORD
6-10
l4 16
5 —
1
5.76
15.74
2.84
4.99
15.58
7.10
2.30
-13.34
-1.01
-11.08
G! 1C
6-10
1
7.99
INTL
10-14
1
8.44
7.02
-16.81
MEAN
9.11
8.25
-9.40
S.D.
7.52
4.13
Figure 3.3-4
-------
3-28
COMPARISON OF 1975 WEIGHTED EX}LAUST EMISSIONS VALUES
BEFORE AFTER TUNEUP
1972 1973 Vehicles
MILES PER GALLON
MAKE
GVW
N
BEFORE TUNE
TESTS 1E 1 2 -
AFTER TUNE
TESTS 3 4
PERCENT
CFLANGE
MEAN
S . D.
MEAN S. I).
HEV
6-10
4
11.04
1.34
10.80
.009
-2.25
DODGE
6-10
10-]4
1
-_3
9.55
6.49
.008
10.29
6.38
.004
7.80
-1.60
FORD
6-10
14-16
5
1
-
]1.18
7.06
1.28 .
—-
10.93
6.31
1.75
-2.23
-10.60
GMC
6-10
1
9.26
9.00
—
-2.81
INTL
10-14
1
10.00
9.03
-9.71
MEAN
9.74
9.47
-2.74
S.D.
2.005
2.20 [
Figure 3.3-5
-------
4-1
4. APPENDIX
4.1 FACILITIES AND EQUIPMENT
4.1.1 Test Location
Testing was performed by AESI under this contract at the Westminster,
California, laboratory. The dynamometers are placed approximately fifty feet
above sea level. The laboratory is in the southern portion of the Los Angeles
metropolitan area, the area from which test vehicles were selected.
4.1.2 Constant Volume Sampler (CVS )
Two Constant Volume Samplers were used in this program. One CVS
was operated at 300 to 350 CFM as is usual for testing light duty vehicles.
Another CVS was operated at approximately 500 CFM to provide sufficient dilution
of test vehicle exhaust at the high road load horsepower settings required
to simulate road conditions encountered by the larger vehicles. Complete
calibration data for both CVS’s are presented in the Appendix.
The constant volume sampler physically qualifies all exhaust emissions
data. Its specific purpose is to measure the mass of a givell x1wusi. eff]ut:jii
without affecting the data by imposing unnatural operating conditions on the
test vehicle. The basic specifications of the CVS are listed in 37 Federal
Register , No. 221, November 15, 1972, Part II. The following table lists on
the left, the specifications as itemized under Section 85.073-20 of said Federal
Register and on the right, the performance specifications of AESi’s constant
volume sampler.
SPECIFICATION AESi CVS PERFORMANCE
1. Must have two particulate filters 0.3 - 0.4” H 2 0 Drop
plus one charcoal filter with a
total pressure drop of less than
1” 1120
2. Tailpipe pressure within ±1 1 1120 +0.0”,-O.55” 1120 as measured with a
during driving cycle with CVS and 350 CID Chevelle during the first
without CVS. 250 seconds of the Federal cycle.
The static pressure t/p was located
3-1/2” from the end of the tailpipe.
3. Preheater to bring CVS within ± 2°F
±10°F of set point prior to test
startup.
-------
4-2
4. A heat exchanger to maintain set
point within ±10°F during the
Federal test cycle.
±5°F
5. A positive displacement pump of 300
to 350 CFM capacity calibrated per
Appendix III, Federal Register .
Sutorbilt 5LV running a 1125 RPM
producing approximately 343 CFM.
See calibration section for calibra-
tion information.
6. Temperature sensor within ±2°F
allowing Continuous recording.
±2°F
7. Gauge (Gi) with accuracy of ±3mm Hg.
8. Gauge (G2) with accuracy of ±3mm Hg.
9. Sample probes (Si and S2)
10. Filters (Fl and F2)
ii. Pumps (P1 and P2)
12 13. Flow control valves (Ni and
N2) and flowmeters (FL1 and FL2)
to insure constant sample flow.
14. Three-way solenoid valves (Vl and
V2)
15. Quick connect leak tight fittings
(Cl and C2) to connect sample bags
to CVS, EAC, purge cylinder and
evacuation PUTI1P.
16. Sample col]cction bags of sufficient
capacity.
17. A revolution counter for pump
revolutions.
±0.2mm Hg
±0.2mm Hg
(5) Specially designed probes (Si, S2,
continuous Si and S2 plus raw exhaust)
Fl and F2
Stainless steel Metal Bellows pumps
(P1 and P2) plus 1 to 3 additional
pumps for other purposes.
Flowinctcrs (FL1 and FL2) with integral
valves (Nl and N2) plus, in some
cases, flow control pressure regulators.
Stainless steel skinner 3-way valves
(Vi and V2)
Specially designed leak tight pneumatic
system using solenoid and/or rotary
valves to perform sample and bag manage-
ment without any fittings or make/break
operations. This facilitates rapid and
accdrate sample analysis.
Four large sample bags made of Tedlar.
These bags can he analyzed, evacuated,
purged and re-evacuated in alternate
pairs such that the 1975 procedure cal-
ling for six samples can be performed
with four bags.
Two revolution counters electrically
latched to the sample solenoid valves.
As a backup the elapsed time of each
test phase is recorded. The blower is
driven by a synchronous motor such that
blower RPM is constant. Thus N =
RPM.
-------
4-3
In addition to the above features which satisfy EPA specifications, the
AESi constant volume samplers are fitted with the following items. Each CVS has
snubbers fitted to both inlet and outlet sides of the mass pump. The damping of
blower pulsations facilitates calibration and reduces the noise level of the CVS
to less than 72 dB(A), well beneath standards set by the Walsh-Healy Act. This
reduces operator fatigue and minimizes operator error. The AESi CVS design
mc ] iidi s an iiit c r il flo;: control valve and other design lctai Is idiich enable the
entire CVS to be operated at the identical conditions under which the entire CVS
is calibrated. This is the only operating condition at which CVS calibration is
not speculation. Also, the blower is driven by a synchronous motor such that the
constant volume sampler is truly constant.
Other design details of the AESi CVS ensure thorough sample mixing
combined with a low pressure drop flow circuit. The AESi designed heat exchanger
is not subject to clogging and the consequent rise in pressure drop which affects
calibration of the mass pump.
Another important feature unique to the AESi CVS is an integral
system for checking the entire CVS and EAC sample circuit with calibration gas.
The CVS can be made to pump calibration gas instead of dilute exhaust sample.
The calibration gas is not under pressure but must be pulled at the saine sub-
ambient pressure as the normal sample. The gas is routed to the sample bag,
then analyzed by the EAC. This is an exact simulation of the EAC sampling
process but using a known calibration gas. Under conditions equivalent to one
CVS cold start test we allow no more than an 0.5% error in this span check. This
is an important system check which is beyond EPA requirements. The process is
initiated by push-button so that it can frequently and conveniently be used by
AESi technicians.
4.1.3 Exhaust Analysis Console (EAC )
The EAC used during this program was qualified by EPA representatives
prior to testing. Laboratory standard gases were named by EPA and are listed in
Figure 4.1-1.
-------
4-4
LABORATORY STANDARD CALIBRATION GASES
Instrument AESI Range Nominal Concentration
FID 2 29.55 ppm Carbon in Air
2 99.3 ‘‘ ‘ ‘‘
I I 2 200.7 “ ‘‘ II
I I 2—3 306.6 It It IS
It 3 585.0 “ “ H
3 933.0 H II It tt
3—4 1,465. 5 It
3—4 4,068 .0
4 8,432.0 It
4 12,058.0 It It
CO 6 1,071 ppm CO in N2
St 6 2,170 II
It 6—3 3,150 II It II It
6 4,997 II II It It
H 3 8,100 It II
I 2 12,800 It It It II
p 3 13,]00 U TI
ii 2—1 15,900 It II It II
it 3—1 20,400 II II II II
2—1 39,100 II It
2—1 56,500 II It
1 91 , 400 II t It
CO 2 3 6,000 ppm CO 2 in N 2
II 2 10, 007 II U II II
3 14,960 U II II II
3 20, 500 U It II It
II 2 24,800 II U It II
it 3 30, 000 11 U tt ii
3—2 38, 200 II II It II
U 2 59,100 It II Ii SI
NOx s 54 PP NO iii N
100 II It
U 5 176 1
U 5—6 196 It II II It
U 6 315.75 pp n NO in N
II 6 464.75 It II It
6 626.95 II It ii
6 784.65 I It
Pic ure 4.1—1
-------
4-5
The purpose of the exhaust analysis console is to determine the concen-
tration of effluents present in collected or Continuous exhaust emission samples. The
AESi EAC meets or exceeds all requirements as specified in 37 Federal Register ,
Number 221, November 15, 1972, Part II. The following table describes, on the
left, the specifications as itemized in section 85.073-20(c) of the Federal
Register mentioned above; and on the right, the performance specifications of
the AESi Exhaust Analysis Consoles.
SPECIFICATION AESi EAC PERFORMANCE
1. Quick-connect leak tight fitting (C3) Specially designed leak tight system
to attach sample bags to analytical using solenoid valves to manage sample
system. and background bag analysis without
disturbing system fittings or seals.
2. Filter (F3) to remove any residual Three filters are used. One fi]ter
particulate matter from the collected for the FJD instrument; one filter for
samples. the NOx instruNont; and one filter for
both the CO and CO 2 NDIR instruments.
3. Pump (P3). Three sample pumps are used aligned in
the sa ic manner as described above for
the filters.
4. Selector valves (V3, V4 and V5) Selector valves and solenoid selector
valves.
5. Flow control valves to regulate the Flow control valves and sample by-pass
gas flow rates. flow control valves.
6. Flowm ters (FL3, FL4 and FL5). Four flowmeters, one for each instru-
ment and sample by-pass flowmeters.
7. Manifold to collect expelled gases Manifold to co]lect expelled gases.
from each analyzer.
8. Pump (P4) to transfer expe]led gases Pump not necessary. Expelled gases
to a vent external to the test room arc vented to outlet side of the CVS
(optional). positive displacement pump, which is
exhausted external to the test facility.
9. Analyzers to determine hydrocarbon, Analyzers to determine hydrocarbon,
carbon monoxide and oxides of carbon monoxide, oxides of nitrogen
nitrogen concentrations, and carbon dioxide concentrations.
10. An oxides of nitrogen con crter to An oxides of nitrogen converter to
convert any NO 2 present in the convert any N02 present in the samples
samples to NO before analysis. to NO before analysis.
( •I ‘c!c uarters Library
34041
;200 —ei nsyIvania Avenue NW
V\’ashtngton, DC 20460
202-5 6-O556
-------
4-6
11. Selector valves (V6 and V7) to allow Stainless steel solenoid selector valves
gases to bypass the converter, to manage bypass of the oxides of nitro-
gen converter.
12. Recorders (Ri, R2 and R3). Two Honeywell dual pen recorders.
In addition to the above described features which satisfy EPA
specification, the AESi Exhaust Analysis Consoles contain the following items:
1. Water trap to partially remove water from the sample gases.
2. Ability to analyze continuous dilute and raw undilute exhaust
gas and collect expelled ana]yzer gases for return to the
AESi CVS. (Raw undilute sample is expelled into the CVS
before dilution air is mixed with exhaust gases.) The obvious
benefit is continuous analysis of vehicle operation which can
be achieved without affecting the collection and analysis of
any bag sample.
3. Three to four calibration gas inlet ports per instrument to
facilitate instrunient curve and calibration results.
4. Large selection of full scale ranges available for each instrument.
4.1.4 Chassis D)’namometer
A Clayton CE-SO variable inertia emission chassis dynamoineter was
used for the 6,000-10,000 pound GVW vehicles in this program. This dynamonieter
has been designed specifically to meet the requirements in the Federal Register
for emissions testing. The total absorption, torque and speed measuring systems
utilized in the CE-50 provide an overall accuracy within 1.0% of full scale.
AESi has added a tachometer generator driven by the front roll to the CE-SO to
operate the driver’s aid chart and facilitate calibration.
AESi modified a Clayton CT-200 chassis dynamometer to perform tests
on the 10,000-14,000 pound GVW vehicles. A custom-made declutchable single
flywheel of 4,000 pound equivalent inertia was added to a Clayton VIF unit of
2,000-5,500 pound inertia. The complete VIF provided inertia of 2,000-9,500
pounds in 500 pound increments. The power absorption unit and meter were calibrated
for approximately 65 road load horsepower full scale. Also, a tachometer generator
driven by the front roll was added to the CT-200. This dynaniometer proved quite
sufficient for testing intermediate duty vehicles.
-------
4-7
4.1.5 Additional Laboratory Test Equipment
Precise weighing of evaporative emissions canisters was accomplished
using a Sartorius Balance which can weigh up to 2.2 Kg with a resolution of 10 mg
and an accuracy of * 7 mg. The balance contains Class S weights which are
traceable to the National Bureau of Standards. For less precise measurement,
an O’Haus Scales with an accuracy of * 50 mg was used.
Absolute pressure was measured with a Meriain Model 31OEF1O Mercury
Manometer incorporating a 0.01 inch of Hg vernier scale and a thermometer.
Calibration is traceable to the National Bureau of Standards and is within
0.009 inch of Hg throughout the working range.
Temperature measurements were made with certified ASTM 64F or 50F
thermometers or pyrometers and thermometers calibrated against the ASTM thermo-
meters. Calibration is traceable to the National Bureau of Standards.
4.1.6 Vehicle Inspection and Maintenance Equipment
To ensure accurate and meaningful comparisons of exhaust emissions
before and after tuneup, precision tuneup equipment was used. An Autoscan 4040
Analyzer provided completc ignition performance information. An Olson-Iloriba
Mexa 300 Infrared Exhaust Analyzer was used for adjusting carburetors. Test
vehicles were analyzed whiic under load on a Clayton CE-200 chassis dynamometer.
•1 ] . 7 Calibration Equipment
The most important calibration equipment is the I,aniinar Flow Element
used i..n determi e pass flow thron’th the CYS . AFSi w cd Me’ am ‘.10d( I 5fl C7
d i i . . - t YdL’ 1) [ C to L}LC Njtioi .&1 Lui o;i 01 bta aru . fl eOVC1
t h c’ t i.’ en c 1’ v I en L:per:: ted n s ri es 5LW 1) 1 ha L 1 ‘ a 1 c a . -c I c
u i TU1I 1 1 tS ‘:,cd to unitur the laminar lJu t’] iicjcs iiicl d th ’
i’ll:.’ r nd ‘‘ r c -1 c-v c_c 1 St ed al -c vc’ p1 u - i iu Ii no m;pi’ c- “
.. L -; . t1’ c I I i ir I . LI L ’ i ilL
-------
4-8
AESi used two Meriam Model 40 HE3S WM inclined manometers. One
has an 8 inches of H 2 0 range graduated in 0.01 inch increments. The other
has a special scale matched to the flow curve of the 50 MC2-4SF laminar flow
element.
AESI. also used a Meriam Model 40 GD1O inclined manometer with a
4 inches of 1120 range in 0.02 inch increments. These three inclined manometers
have calibrations traceable to the National Bureau of Standards.
To determine the pressure drop across the blower of the CVSand
the inlet depression AESi. used “U” tube manometers reading in 0.10 inches
of 1120 increments with ranges of 40 inches and 50 inches.
-------
4-9
4.2 INITIAL CALIBRATION AND QUALIFICATION
4.2.1 Constant Volume Sampler (CVS )
AESi’s CVS’s were calibrated with the laminar flow elements and
accessories listed in Section 4.1.7 by the basic procedure specified in the Federal
Register . AESi personnel are experienced in this calibration procedure having
ualified test cells eleven times at eleven locations for major EPA-sponsored
programs. AESI. personnel attended the CRC-EPA-sponsored symposium on CVS
technique held in Ann Arbor, Michigan, in December, 1972. AESi personnel have
also discussed CVS calibration at length with EPA experts.
In addition to measuring CVS flow at ten pressure differentials
using the recommended practices discussed at the Ann Arbor symposium, AESi.
measured flow at several points at inlet temperatures above and below the set
point temperature. During flow testing all possible variables were measured
and accounted for. This includes an important parameter--measurement
of the tcmpcr turc of manometer fluid in the harc moter and the inclined
manometer. Blower motor speed was verified by means of a 60 Hz strobe light.
The in]et and outlet pressures and temperatures were varied over ranges which
surround and include in every dimension, the set of conditions at which the CVS
is operated during emissions testing. Results are tabulated on CVS Flow Test
forms (Figures 4.2-1 through 4.2-12).
Before inviting EPA personnel to the test site for qualification,
AESi performed ten propane recovery tests in the 0-300 ppm carbon range to
ensure proper calibration. For inspecting EPA officers, AESi repeated propane
tests to EPA’s satisfaction. (Figures 4.2-13 through 4.2-36).
4.2.2 Exhaust Analysis Console ( EAC )
Calibrati.on and qualification of the Exhaust Analysis Console (EAC)
was performed as stipulated by the EPA Project Officer. Some of the procedures
discussed here were performed prior to the arriva] of the Project Officer. Also,
many of these procedures were repeated for qualification to the satisfaction
of the Project Officer.
-------
INLET ______________
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KEUF LL s$!:I? CO
TRUCK CVS FLOW CAL) RATjQN . 1 -3 -73 SET iao F . . • S
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4-15
CVS #2 (Truck CVS) Effective 4-5-73
T =120°F
RPM P H 2 0 V 0 ft 3 / rev SCFM AMPS
1800 20.0 0.301 470 11
1125 13.5 0.303 300 4.5
420 4.0 0.305 115 3.5
420 20.0 0.260 95 4.0
420 35.0 0.227 80 4.5
INSTREJCT IONS:
1. Determine the desired volume of dilute flow.
2. Find the next higher flow from the above table. Note thc
RPM andAP.
3. Install the belt drive for the desired RPM. 1800 and 1125 RPM
require the short belt. 420 RPM requires the long belt.
4. Set the P valve wide open before starting the mass pump. This
is very important at 1800 RPM. The slot in the valve shaft end
indicates valve angle. It is a butterfly valve. The slot is
vertical when the valve is wide open.
5. Start the mass pump 1 water pump, T controller and heater.
6. Once T = 120° F set P.
7. After 5 minutes readjust P.
Figure 4.2-6
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CVS PRCPXJ. ‘. ET Y 7 ES’!’ NO.
7 ‘- c < Ji iJ Jtsi&i dadA
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GRAMS
- PROPANE CYLINDER FULL . 1)0 -* IIC : Lkss — 2 /i ] % ERROR
C _ I - - -
Corr.ments:
.vs
p-a
p-a
GAIN
11,1/LOSS
2TQ20372y
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-
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CVS PROPANE RECOVERY EST NO. _______
.—I p
%..
bate
TECH: ___
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FID
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E 1
2.
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I .- .,, 0
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V
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•. g ) f i
+ PROPANE CYLINDER EMPTY
- PROPANE CYLINDER FULL o 100 BC MASS = ‘ . ) % ERROR
Coniincnts:
LOSS
-P / 4 4 “H 2 0 -e T . s1 O °R - 2. 2 S4 e NET 2.c7 . (PPMc
2TO20372y
-------
r
r ii ., . .k
CVS P OPAN2 RECOVLRY !‘CST NO. _______
Prj.::o. 1 Sitc• Daze
TECH:
E.T. : r
F: . 2
U,
0
(-0.00136 o TA .2 F +
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13.6912) e A _______ “Hg
-V
°R 0 2.2454 a NET 1 / ?PM
00001 > 1. . - = HC ‘ ‘. / GR \MS
. . ...
‘V
+ PROPANE CYLINDER EMPTY/ . r
- P 0PANE CYLINDER FULL .! / o :00 !-IC MASS = %
Ccm cnts:
L1.r GAIN
LOSS
EU. ,
—
2T0 203 72 >’
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1’
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CVS PROPANE RECOVERY TEST NO.
Date
t•r ________
TECH:
-
E.T.:
L P:
(-0.00136 o T 1 ‘ °F + 13.6912) A .3C (1”ng
‘I
( t ’H O T 0 R o 2.2 154 NET _______
V 3 /Rev. o 0.00001 o .‘2 HC MASS _______
.1
S- .i•—.
- Comments:
+ PP•OPANE CYLINDER EMPTY f ’ /
- PROPANE CYLINDER FULL - ]00 HC MASS =
JdI
_____ - £R OR
LJ GAIN
[ 1 LOSS
FID
DEFLECTIONS
PPMc
I
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s: . .L ..—, •. ..—
i . ‘? /9 )
2 TO 2 03 7 2y
-------
— — —
- - I ‘s., . I . I
CVS PROP.ANE RLCOVLRY T1. r NO. ‘I
FID I
D:FLEcTI ONs j I
I
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TECH: - 31 2 -.
-. - - - .- L_L. J
E.T. : /
(-0.00136 TA / / °F + 13.6912) 0 “hg
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v - fpt. 3 /Rev. 0 O.OOOO o = HC MASS . . / / GRAMS
-1
—4
- — p —
+ PROPANE CYLINDER E -:PTY /_._ 4
lb + GAIN
- .- I_._ ,
- PROPANE CYLINDi R FULL’’ .L .. - , o ii:o IIC MASS = , . . .
ri- LOSS
Co r ents:
2TO20372y
-------
I. ,
CVS PROPANE RbCGV :RY TEST NO.
I t,y-
. o. 1 Sitc Date
TECH: _______
FID
1 ;FLEcTIoxs C
si 67. .3
2 ’
/
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E.T.: ______
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V ( ;)/Ft . 3 /Rev. 0.00001 o N/ .. Y’217= HC MASS j. 7 GRA 1S
/
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+ PROPANE CYLINDER EM?TY, Q_lsQ
- PROPANE CYLINDER FULL / f 100 HC MASS = % ERP.OR
Comments:
•iii- LOSS
1 -
2IO2O372y
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CVS P OJ L L CO\LRY 2ST NO. 9 _________
PID I
I L IiICNS -
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C.L.. —, c._—
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÷ P 0PA.\I: CYLI ’.DER E iPTY -
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—— - k 1 f9SS
Com ients:
2102037 2y
-------
— . - ‘I
I I, .— ? ‘
CVS PROPANE RECOVERY TEST NO. ‘ J rj .::3. ic j”6 ’ j
-____ __
DL.!LECTI ONS C
TECH: ______ ., p. !_, ,
I f--k /-‘--./
E.T.: / 22
P: -
(-0.00136 o TA °F + 13.6912) PAZ a. , L1g
/ . I-i O I ‘ °R 2.2454 o NETZ.
• V ‘ 3/ Ft . a/Rev. o 0.00901 N /, r’ FIC :p ss . — GRPJ S
+ PROPANE CYLINDER E 1PTY 2. Z.3
- PROPANE CYLINDER FULL 77 2 - 100 - HC ‘L SS = / - % E fl R
LOSS
Cornn ents:
inn
( “CD 1D _____
>
--
_.-< c D
C yt C -
0 )
O)
(J C) .i ° -
01
C) r%) < -
—1 U ’
C) !
c D -
2T02O372y
-------
- -
CVS PRO [ ’X;}: K:u)vLRy TLST NO. < _ %Jprj .::o.!ca&ti ’11ni _ ’t
• I
I : :.:cL-:3: s
I
TECH: -‘
— - —I ’ •- I
• I
E.T.: ?
A P:
(-0.00136 ______ 0 F + 1L 1 o t
T 1 S - °. 2.245t. NET / PPMc
oV e 5 5 _Ft. 3 /Rev. 0.000D1. N/j ” Q= fIG MASS /Y_Z3GRAMS
+ PROPA \E CYLINDER EMPTY 2 ?_
_ _ _ _ - I ’- GAIN
- PROPANL CYLThD ? FULL , 300 tIC ? t bS = . t
fl
1 ‘- I
7 ‘ Cotr zenzs:
2T02O372y
-------
fl)T ( -..
CVS PROPANE RECO’;LRY ThST NO. / 0
. z ’c If 7, q ’;, ’3
‘ Prj . ;o. site a.e
iz Ch: ‘_. —
E.T.: / /:7f 5
I
o v ‘ / ‘t. o 0.00001 G N / ‘ = I - IC MASS / GRA.MS
C,’
I-
+ PROP, CYLINDER E ?TY _____
- PROPANE CYLINDER FUL J f . :00 iic ss = ERROR
/ _ ._: ; —
Co r cnts:
1. J ’ GAI N
LOSS
FID
r : ::LEcTIONs
C
-; • :
. ,-.O
—/- )
(-0.00135 o TA Q + 13.6912) ° A _, C 1g
V
p / “H 0 T 7p 2.2454 0 NET / 3
p - 2 p
2T02O372y
-------
CVS PROPANE CCV’.r Y
T:sT NO. ____
F-, ;
Date
L. P: X( ’
I rr’iC \c l’l’ C
—I
7 —
Lt -
+ PROPANE CYLINDER ________
- PROPANE CYLIN LR FuL 1,2 ), ) 30 4 1!C MASS 7./7 ’ % LR !)R
“-p Co n’.ents:
GAIN
—r i ss
- (-0.00136 o TA / ‘ ° ‘ 13.6c :2) PA .’: t!lg
-pp / / 1120 T ..‘ O 0 R o 2.2454 NET I 31 .
V ‘ rt. 3 /rtcv. 0.00001 o N /= C f SS/’t’ ‘ / CRANS
I . , )
210 203 72y
-------
J• ,rr
RECOVERY TEST NO. _______
j o . j’ z3I
TECH: ,_______
P.’
: ‘- .#
FID
P5FLECTIOXS
I
L 1 .
(-0.00136 o TA 79 °F + 13.6912) o “Jig i
Pp / • ‘9 ’ 1120 T c 2. °R 0 2.2454 NET _______PPMc
V(? fFt. 3 /RCV. o Nf 7C )= HC MASS / .O f GRA IS
+ PROPANE CYLINDER E PTY, crr(
- PROPANE CYLINDER FULL / 3 .3 : Ii 100 BC MASS = e/ % ER1 OR
Comments:
111÷ GAIN
LOSS
CVS PROPANE
‘1
CD
y.
C,l
,; t c
2T02C372y
-------
CVS PROPANE R COV;RY TEST NO. ____
‘ Sc ’ j__- _ ..‘,,i’.
.:: .J
r? j -
cit y
.\ %. .
TECH:
E.T.: ____
L P: t.J )
1 ! 1
+ PRC?AX [ CYLINDER E ;PTY
, _ a
- PROPANE CYLINDER FULL’ . o 100 }IC ss = % ERflOR
Coim cnts:
• [ 1 G.\IN
yC 6 SS.
0
F l !) I ..
I :EFL CTIC NS . C
1 ç ,, ,
7 C
—. . 1-I
I -s
CD
U,
_J__ ?
(
— -
(0.00136 0 TA / / °F + 13.6912) P rii’ng
T _______ R 0 2 2454 NET
_______r:t. 3 /Rcv. 0.0oC01 N !’ - ) = nc
2TO2O372y
-------
TECH: _______
E.T.: / 0 30
L P: 2
_ _) r
CVS PROPANE RECOVLkY TEST NO. _______
FID
[ - DEFLECTIONS
.,
P C
I ’/’o 1 I/.c.h
1;1 —
/ : .- [ 3°-’
(-0.00136 QTA 7,7 °F + 13.6912) ° A- g
/ ‘ 1 “H O T 0 R 2.2454 o NET /3 PPM
VØ ‘2/ Ft . 3 /Rev. 0.00001 o N/? ) D = HC MASS , J 3 . GRA 1S
+ PROPANE CYLINDER EMPTY _______
- PROPANE CYLINDER FULL/O()4 .7 , o 0O UC MASS = 33 7 % ERROR
Comments:
T j AIN
LOSS
1
2T020372y
-------
CVS PROPANE RECOV R’ TEST NO. _______
- I. —
.s •.?.C• .,
Oite 1 D tc
+ PROPANE CYLINDER E 1PTY
- PROPANE CYLINDER FULL ‘ ‘P c ICO HC MASS = ‘ o ERRoR
Corr..’ ents:
i:
GAIN
LOS S
TECH:
..
T ID
.
J.rLEC1 IONS
.
PPM
C
s
• - 5-
22.1
‘-a.
CD
—.— — _______________
p
E.T.: _____
L. P:’’
(-0.00136 o T 2? °F + 13.6912) P fiig
A
Pp / •J 1120 ÷ T £ 7O 0 R 2.2454 NET z’ 7 /
V • 2,1 Ft . 3 /Rev. o C.00001 N = HC iASS j, _G1\NS
0 ’
2T020372y
-------
CVS PROPANE RECOVERY TEST NO. $
<“: F- ’:” n ç ç ;—
‘ JPrj_.No. Site Date
TECH: -
ET ____
P: ______
(-0.00136 eTA 7’7 °F + 13.6912)c P 3 2’ ”I:g
FID
:)EFLEcTI0Ns
1
[ i
.
‘ C
p
I - ..
00
I i
CO
-P / . 2 ”H 2 0 T . ?/ °R 2.2454 o NET7 .3 PPMc
0 v 0 501 Ft. . 3 /Rev. 0.00001Q N “ 1”= IIC MASS .-‘A.37GRA !S
+ PROPANE CYLINDER ENPTY ‘ S. ?
- PROPANE CYLINDER FULL 100 IIC MASS = 67 ? ERROR
Coi u ents:
1,1
-4
GAIN
[ tOSS
2TO20372y
-------
— .— .._I__...t_.,-_-.._
CVS PROPANE R:CO LRY TEST NO. _______ .j it ‘i
I I
iD Pr)..
[ EFL!!CTIO’sS C
-- H-
TECH: -— I —
L_ J ’ i
E.T.:/7 7
L . P: - -
(-0.00136 c TA 79 °F + 13.6912) A
,,H 2 0 ÷ T 0 R 2 2454 N1T
V f 3 Ft . 3 /Rev. 0.00001 = }IC MASS CRAMS
+ PROPANE CYLIr\DER EMPTY 5 / — r-—
GAIN
- PROPANE CYLINDER FULL 100 1 -IC M.\SS = / .. ERROR
• -i... LOSS
L j
Co iorits:
2T02O372y
-------
.1
in-
CVS PROPANE RECOVERY TEST NO. i2
< l.a.’f s::)
‘ jPrj. o.Sitc Date
E.T.: ______
L P: -“ O
J
FID
EWFLECTIONS
.
‘ 1 ’C
- P zt- .z
y-,f
(-0.00136 o TA 7 7 °F + 13.6912) e A
-Pt, /_ , H 2 0 f’O 0 R 2.2454 e
v. Ft . 3 /Rev. a 0.00001 e = HC 1 ASS j5 $ GRAMS
I0
÷ PROPANE CYLINDER EMPTY
- PROPANE CYLINDER FULL _______ c 100 4 }IC MASS = ______ % ERROR
Coinincnts:
GAIN
1OSS
2T0 20372 y
-------
V -\
k /1’ ‘3
CVS ?ROPA.\L L LCG\LI 1j ST .O. / . JPrj.:;3.(Sitc_ D te
FIL )
FL1IO S I C j
Si. -_. !.., 2
— _ iL -
TECfl: —— D i -. —.
L. ‘ ‘
(-0.00136 o TA 37°F + 13.6912) rA
P 120 T R ‘ 1454 o NET 2 .
V , 1t . /Rcv. 0.00001 ‘ N ____ = HG MAsS GRA S
+ PROPA\E CYLINDER EMPTY GAPJ
- PROPANE CYLINDER FULL/C. 100 IIC 1ASS = ‘ LR O
.— .—. ., ——‘
,— ‘ . -/
Cor r ents:
2TO20372y
-------
CVS PROPANE
-i 1.,
i ?
RECCVERY TEST NO. / r
.!Prj.’o..!Sitc- Date
•- t “.
•1
iai ..ii:
. ______ ___
E.T.: ______
LS. I’: _____
0 f
(-0.00136 o TA I F + 13.6912) P s 1Lg
______ ÷ 0 R a 2.2454 0 NET2 •7PPMc
vO,Z’2f_Ft. 3 /Rev. 0.00001 o Nf a O = HC MASS _______ GRA .:S
.-t
I
r l:7 ’.
?9: ,
Commeits:
-.--—,‘
+ PROPANI3 CYLINDER ENPTY -’
- PROPANE CYLINDER FULL j 2/ oo uc ss = c u oi
[ + GAIN
f’i0SS
fl9
L;FLEC110? S ‘ . C
— , . I
2 /123
;i 7,’) 2.5.
2T020372y
-------
CVS PROPANE P ECov:Ry TEST NO. ___
1
FID -
______ C
f - -r t2
r—--
TECH: ‘ •
E.T.: _____
?: _______
(-0.00136 _______°F 13.6912) P,G !:i /
.‘ “H O T ..iO0R o 2.2454 NET ‘ -‘2
vQ ? i_Ft. 3 /Rev. 0.00031 N/ 1 = HC MASS / 0 GRAHS
+ P: O?AX: CYLIND:R
1j ! AIN
- PROPANE CYLINDLP FULL ’ ’ ,(’2 e uc ss =
LOSS
.-• Co .re ts:
., , ‘
2TO20372y
-------
CVS PROPANE RECOVLR? TEST NO. - /
3-• ,‘ - L d i
S,jPrj. o.1Sitc! D e
TECH: ?- -
E.T.: , ‘:‘ -s’; ’
L P:2’-
r 2 ID
ur:FLEcTI0\s
‘C
c.1
“I -. •
-‘ ,- -,
- —
-
1]. —
- ,- __7
,
.;‘/
(—0.00136 •TA ‘ / F + 13.6912)o P
A
+ PROPANE CYLINDER EMPTY
- PROPANE CYLINDER FULL
? 7 ‘T 100 . HC MASS = .‘ / % l.RRO
/
[ iJ GAIN
L i 0S5
Comments:
-P / C 2 ”IIO÷T ‘/°go 2.2454 N3T;.’’.’_PPN
p 2 p C
‘1
• V • - Ft . 3 /Rcv. o 0.00001 ‘ N . /, ‘ “ = HC MASS / .‘ - GIW’!S
2TO20372y
-------
C’VS PROPANE R CO iER T::sT s.C. 2 7
,_1
TECH: V. - -
E.T.:/ •;f’
L P: O
r----—
r •T s
iai
:)E::LLcTIo .s
I
C
LS1 •
•
‘:
•_‘_ j. ;;_)
(-0.00136 o TA °F + 13.6912) P( -, “Hg
. T _______ .2454 ‘ >ET z
p
V • Ft. 3 /Rev. 0.OOCO1 N ,c = }iC M.\SSZ/ GR. S
( ‘I
+ PRCPA\E cyL1N): E a rY I
- PROPANE CYLINDER FULL ________ ‘- ICO 1 C M..ES = • i 1
Comments:
- -
G.\IN
-lJ .
I- ..
2T020372y
-------
CVS PROPANE RECOVERY TEST NO. 2. -: .
J
,1,
TECH: ______
E.T.:_ i. i
L p; “ ‘L
I’FLECTIONS
P T ’
• .c
±1 ‘
/7w’ /
H ’ :
2 J
(-0.00136 o TA - r 0 p + 13.6912) - -
V
, . - H 0 T _______ ° 2.2454 NET:) ./PP i
• V c ) Ft . 3 /Rev. o 0.00001 o N ,-‘ /. = HC MASS r -‘. - G A S
+ PROPANE CYLINDER EMPTY - -
- PROP NE CYLINDER FULL ‘. J 100 4 HC MASS = ______ t
:1 / ‘ 7
Comments:
Li i. GAIN
LCSS
2T020372v
-------
4-46
Prerequisite to qualificaticn of the EAC was analysis of on-site
laboratory gases by the Office of Air Programs.
Items which were checked and verified prior to individual instru-
ment calibration were the following: 1) total EAC leak check, 2) checked zero
air quality with hydrocarbon free air, 3) adjusted all analyzers to optimize
performance as specified by individual instrument manuals, 4) checked response
times for all instruments. The following paragraphs describe individual
analyzer optimization procedures and qualification items.
Hydrocarbon Analyzer (Beckman Model 400)
1. Obtain maximum sensitivity using the following method:
a. Set fuel pressure to approximately 25 psig.
b. Set air pressure to approximately 15 psig.
c. Light burner (allow 30 minutes for warmup).
d. Set sample pressure to approximately 4 psig.
e. Flow zero grade air and set zero on meter of recorder.
f. Flow mid-range calibration gas.
g. With calibration gas flowing through instrument, adjust
air pressure to obtain maximum upscale reading.
h. AdJL’st niple pressure Lo obtain m ximutn x tding and
best response.
2. Develop instrument curves for ranges 0-300, 0-3000, and
0-10,000 ppm. Verify results by recording results graphically.
(See Figure 4.2—37).
Carbon Monoxide Analyzer (Beckman Model 315A or 315B)
1. Check and/or adjust instrument tuning.
2. Check and/or adjust demodulator switching pattern.
3. Check instrument response to water and 100% carbon
dioxide (CC 7 ) on range 2.
4. Develop instrument curves for suitable ranges.
5. Verify curve results graphically.
Carbon Dioxide Analyzer (Beckman Model 3lSA,or 315B)
1. Check and/or adjust instrument tuning.
2. Chock and/or adjust demodulator switching pattern.
3. Develop instrument curves for suitable ranges.
4. Verify curve results graphically.
Oxides of Nitrogen Analyzer
1. Verify reaction chamber pressure to be in the 5-12 torr range.
2. Check response time through thermal converter versus bypass
of thermal converter.
3. Develop instrument curves for suitable ranges and verify curve
results graphically. (Preliminary converter efficiency check
can be performed during curve development.)
-------
• . S.
• •:
L Th f M?
N Prj.No4SiteI ate .
K
‘l ’
0
70
I U i
r i : :
:1::H
• CALIBRATION CURVE RESULTS
H:’ ,
I1T : T l 11111 _
CONcENTRATIoN (pp n) • •
Figure 4.2-37
TTT S
‘7 i:
I I
. . • •..• •. I,••:•I S •S ••
• S •
• • . . . . . S
:.: H: : ::.:. . ..: •
I EITLCTIVE DATL _________
H : . ______________
CFFECTIVL RUN ___________
H: 1 H INSTRUMENT: / ‘ 7
RANGECODE __________
INSTRU 1LNT RANGE _ Jzr’O
I c7 __
-SI
F! ___ / 2O
CONC. (ppm ) •_CYL.
___ ____ ___—
-------
4-48
4. Converter effIciency check was performed as described in
37 Federal Register 221, November 15, 1972, Part II.
4:2.3 Chassis Dynamomcter
The Clayton Ce-SO and CT-200 dynamometers were calibrated by the
coast-down technique specificd in Appendix II of 37 Federal Register 221, Part II.
A precision tachometer generator was fitted to the absorption rolls for this
purpose. AESI performed the coast-down at severa] power settings and at two
or more inertia values. The driver’s aid ;as adjusted to match the correct
speed according to a 30 and a 60 Hz strobe light. Dynamonicter calibration
data was plotted graphical]y on a DRL form (See Figures 4.2-38 through 4.2-40.
4.2.4 Fuc] Conditionhi Cart
AESI used a fuel conditioning cart of the same manufacture and
type as F.PA. The cart sintp]y required ca] ibration cf thc tenperature sensor
and adjustment oi the theu,’ostatic centre] system.
4.2.5 Pyrow t cr5
AESJ used many pyromet crc connected to Type J thcr iiucotip] cc.
The ,e pyrometers were adjusted for Jntcrnal temperature compcnsation while
shunted Lo give correct ambient readings. Then the thermocouple and load
resi.slancc was adjusted to ]O ± 0.05 Ohiii using a (1 gital ohi eter. Fi nnl]y
the systcm was chcckcd in a liquid bath below, at, and above the range for
winCh the pyro i et er wa used.
-------
SW’ERVISOR
SET INERTIA FLYNIIEELS TO “W”; AT
50 M.PJI. SET INU. R.L.II.P. ; RUN
DThO TO 60 M.P.U.; LIFT CAR OFF
DYNO; TIME ‘T” FROM 55 TO
M.P.II.: R.L.II.P.= 0.06073
I -
.1::: .. : . .1
- I
I
• I:: : i: .
.:• .: :;::;
;.
• .1:
.
•‘•) 1))”’’)
4c2.cl .
45
(% /T)
-
H
j 7 /j 1 f
DRL
10. 1.
I ‘ I I — I
YNAMOMflTP. F ?. ROAD: LO1\D
—. - I .._ .__I *
I . ...
- - - H
H
•H i 1
:::I:\
:1:
--I
• : 1:.::
.1.
.1
.1::
:1::
.••: :— :: ::: : : :: :j:::I:::::-: :: :
L I I L ‘
io Figure 4.2-38
LAJ j7-73
JPrj. io Site Date
:
- I -
:1
• 1
:.: •.:: : : :
: 1 .:: : : : ::
f::
I ..
.
.1..
H 1 - -
-
I!
I I r
TRTTP T R TP
.T000
1
I 3
. /54 :
13.3
1
, 1 5.”gl
121.5
I .1- . ii. o
jQ.5 .
.
I
‘ .1 23 3 ii 4
• 2 X.i
LJIiJ’L MP I) 54.3 4 7
• . .
I
.
s:
15
0.
•0
U,
‘U
0
0.
LU
C O.
0
S.
0
0
0
LU
•I-.
.0
0
z
0
10 lAl
5
-------
4-50
DYNAMOMETER HP CAL I BRAT ION, TRUC K DYNAMOMETER
4-5-73
Inertia
Time
HP
9500
39.5
9.2
62.7
9500
38.4
9.5
60.7
9500
38.4
9.4
61.4
9500
30.0
11.6
49.7
9500
30.3
11.3
51.1
9500
30.4
11.1
52.0
9500
20.2
16.2
35.6
9500
20.2
15.9
36.3
9500
20.2
16.1
35.8
9500
19.8
16.9
34.1
9500
10.0
27.1
21.3
9500
9.9
27 5
21.0
9500
9.9
27.7
20.8
9500
5.0
39.3
14.7
9500
4.9
40.0
14.4
9 i j
4.9
39.6
14.6
4000
4000
4000
9.9
12.2
12.45
19.9
19.5
4000
9.9
12.45
19.5
4000
5.0
20.0
12.15
4000
•
20.3
12.0
4000
4.8
19.9
12.2
4000
30.8
7.9
4000
1.9
30.4
30.6
8.0
7.9
4000
4000
4000
20.0
7.2
33.7
4000
7.25.
33.5
4000
15.0
9.0
27.0.
9.0
27.0
6000
30.4
6.8
53.6
6000
30.7
6.8
53.6
6000
30.6
6.9
52.8
6000
20.2
9.8
37.2
6000
20.2
10.2
35.7
6000
20.2
10.0
36.e1
6000
10.0
17.].
21.3
6000
9.9
17.3
21.1
6000
9.9
17.5
.20.8
6000
5.0
26.2
13.9
6000
4.8
26.3
13.9
6000
4.8
26.5
13.8
6000
2.0
36.9
9.9
6000
2.0
36.4 .
10.0
6000
2.0
36.4
10.0
Figure 4.2-39
-------
Figure 4.2-40
. .:.-. • • ... . .
TRU t(_. YNAMOMETER CAL1BRATJON 4-5,’73
30.
2 O
là
•0
!I I U
Lkj - iT L 7 L /r LI - = iI_ ±
E 1i L 1 t ,;1 EL iF’EE I
4 i’: Lt b’::
:1 HiIJ I ii’
-1- - I- - - I -J -i--L--L-- -- L
— I :: _:: ::i::!i___ I I I I :
-i:--•--- io 20 - 30 4b sb 60 ‘ 7
, - -- - - -1- T1 -i - ’ --- 1 -
I i: : : ! T T: T :
t — __L — — ——— - _ j —— z
i___ _ L1__: LL - 1 J J :L
if
T:JTLJ L T1JJ IFL1
AGJ UR /d. //‘L’ / P O
L: I I I Lu I L
yVTHOUT1 4K )ND HIP, - G.92_ AC TJi 43 s - I
I S -;: ± .1
: : i J it
-t i 1 L -- - - L
i t r t_ I
Iflr 7 : ; 1: I
I L P: ZE ’7Fi1r1EIiF’ i I 1b I’
tL H H :L J± Hi iii ± I±J±L : *
)
itt 1 t
F
I
‘
.
-------
4-52
4.3 CALIBRATION AND CROSSCHECK
4.3.1 Constant Volume Sampler (CVS )
CVS calibration is critical; therefore, continuous checks had
to be made. Propane recovery tests were performed in the 0 - 300 ppm carbon
range before testing every day. If the test was not within 2%, the cause of
error was determined and remedied. Two consecutive propane tests within ±2%
were run before testing began.
The propane test results were plotted so that any upward or downward
trend could be detected. If such a trend had developed, the CVS would have
been immediately recalibrated using a laminar flow element. The CVS was also
leak checked every day. Periodically’ the pyrometer, pressure gauges and other
CVS instruments were checked for calibration regardless of need indicated by
propane tests. A log book was mai.ntai ned for the CVS in which all repairs,
alterations, calibrations and propane tests were recorded. Moreover, files
were .maintai ned on the CVS’ s in which a history of blower volume and other
charactcri .tics was kept.
4.3.2 Exhaust Analysis Console ( EAC )
EAC daily and weekly checks which were performed and recorded
arc described below:
Daily Check
1. Leak check of IIC, CO, CO 2 and NO instruments
2. NO vacuum check
3. tIC analyzer zero and span.
4. CO analyzer, zero, gain and tune.
5. CO 2 analyzer zero, gai] and tune.
6. NO analyzer gain.
Weekly Check
1. Individual instrument curve check of each range used.
2. Converter efficiency
3 CO reSponse to 100% wet. CO 2 .
Examples of the daily and weekly instrument forms are presented
in Figurcs 4.3—1 and 4.3—2.
-------
- ‘, f;
‘ Pr)J o . lte! Date
t SI.
/? O ’C .C’ (‘ ‘ ;:
LL ‘— ;L c c
U C. I
i: :i jj
2
i 7.. ..... ( — (‘.‘ . ,. . ,
L. . ‘,
— —. 5...—
t’ . i _ . -
I I) Ac s :rr., i ;
I
.1/ ;‘/‘
‘ :—‘
. ._, ,
. . l )?
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-------
.4-55
In addition to the daily and weekly checks, a laboratory log book
was maintained for the AESI exhaust analysis console. All repairs, alterations
and problems were recorded and initialed by the EAC operator or the laboratory
test supervisor.
4.3.3 Dynamometer
The Clayton CE-SO and CT-200 dynamometers were given coast-down
calibration checks once a week. If. the data points did not lie within toler-
ance of the standing calibration curve the entire calibration curve set was
rerun. A log book and curve file was maintained on all dynamometers.
4.3.4 Other Equipment
The other laboratory instruments, barometer, pyrometers, Weather
Measure Station, etc. were checked and maintained weekly. AESi has maintained
a schedule which includes one hour each morning, four hours each week, and eight
hours each month for calibration checks and maintenance. There was virtually
no chance of having a number of emission tests performed inaccurately and without
our knowledge of a problem.
-------
4-56
4.4 TEST DATA
The following section lists all of the raw data generated by
this study. The first four pages are examples of the format of the data.
Following this is a set of tables showing the definitions for the abbreviations
used on the format.
-------
GX24-6599-O
Printed In U.S.A.
SheetNo. -
9999999999999999999999999999999999999999999999999999999 9999999999999999999999999
12345678
IBM
Company
Appikation Te - k 0
by
INTERNATIONAL BUSINESS MACHINES CORPORATION
MULTIPLE-CARD LAYOUT FORM
c Sr) .k4i. -#
Date 1 2. — I -• 7 2 _ Job No.
01
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25 2621 8 29131 3233 42434445
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647 48149150j5 1 9253 S4 5 96 57?8 596061626364 65 66
611G8 69 70717273747178 3 7$ 79
999999999999999999999999999999999999 99999999999999999999999999999999999999999999
123
456789
- —_____________
r oJ c.Ac :, F’Y DVJL. c -r
70
99999991 19999999999999 9 9 9 9999999999999999999999999999999999999999999999
4 5 6 7 8 9 tO I 7 13 14 1916 1718 19 20 21 22 23 24 5 s 27 28,29 0 31 32 33134 5 36 3738 9 0 41 42 4344 4546 41 48 49 5051 52 53 54 555657 58 59 061 62 63 64 6506676869 7071 72 7374 757677 787968
I —_______________________________
1 2 3
U’
-------
INTERNATIONAL 6USIN7 S MACHINES CORPORATION
GX24-6599-O
Printed in U.S.A.
Job No. C I Sheet No. Z o’l
9999 .9999999999999 S 9999999999999999999999999999999999 9 99 99999999 999999 99 999.99999.
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Company
Application
Te +t k Lt _ by
MULTIPLE-CAR.D LAYOUT FORM
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I 1 I I
U i
-------
INTERNATIONAL BUSINESS MbSCHINES CORPORATION
‘:‘ % •.‘ ‘—• ‘
by
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1 2 3 4 5 6 1 8 9 lOll 12314I5I61718 192V212223242526217829303 1 3233343536373839434 42434445464148495051 52535455565758596O6I5263c465555168697o1l727374757s777a7g
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1 2 3 4 5 6 .1 8 9 10 *1121314 IS IS Ii 18 192021 227324252521 28 2930 31 32333435 343138 3940’l 4243444544474649505152 5354 55 56575859 5061 6263 U 6566676869.7071 727374757677
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MULTIPLE-CARD 1.AYOUT FORM
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GX24 -6599-O
Printed in U.S.A.
Job No. _______________ Sheel No. ________
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-------
- INTERNATIONAL BUSINESS MACHINES CORPORATION
Company
Application LL ’
999999999999999999999999999999999999999 3 91 991’
12345678
99999999 9999 9999999999999.99999999999.999 99999999999999999999999 9999999999999999•9
12345618
999999999999999999999999999999999999999299999 9.99999999999.9999999999999999 9 9999-99
1 2 3 4 5 6 1 8 9 1011 1213 14 IS IS 7 161020212223 24252621 18 29 30313233 34 3525 3734 3944 it 42434445444148 4954 51 5253 5455 5651 58596061 6263 54655661 686970 7172 137475 lSfl 187950
0.
MULTIPLE-CARD LAYOUT FORM
by A.
Date I D. — • Job No. i2 Z ö I
GX24-6599-O
Printed in U.S.A.
Sheet He. ____
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1 2 3 4 5 6 7 8 9 10 lIlt? 13 14 IS IS 17 18 19 ?‘21 2223243526 728293331 3 3334 3 . 6 jJ 30391341 42434445.643 48405051 52535455565758596861 62 63 64 6 5 65 67 68 69 10 71 12’73 14757511757955
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.
-------
4-61
HEADING DEFINITION
PROJ # PROJ # is a five digit code designating the AESi
assigned project number. The first digit will
be blank until further notice.
CAR # This is a five digit number assigned each test
vehicle at each facility. The first digit signi-
fies the city in which the test is being performed.
0 = Westminster; 1 = St. Louis
For the 2040 project the car number must be
sequential within each class.
RUN # RUN # is a five digit sequential run number. The
first digit is a coded number used to distinguish
the types of test procedures used. 0 = EPA Cold
Start before tuneup; 1 = Replicate - EPA Cold Start
before tuneup; 2 = EPA Cold Start with Evaporative
Emission Test before tuneup; 3 = Replicate - EPA
Cold Start with Evaporative Emission Test before
tuneup; 4 thru 7 = the same as 0 through 3 only
after tuneup.
DATE The date the test is performed.
TIME Four digit number indicating the time the test was
started using the 24 hour clock.
YR This is a two digit number indicating the model
year of the test vehicle.
MAKE This is a six character word specifying the make
of the vehicle. The first six characters of the
vehicle make are always to be used.
MODEL This is a 16 letter word specifying the model of
the vehicle. For the 2040 program, the last two
digits indicate the vehicle class.
VIP Vehicle type is a two digit code. 00 lightweight
vehicle; 01 = off-road vehicle.
CID This is a four digit number indicating the cubic
inch displacement of the test vehicle. In the case
of small displacement engines round off to the nearest
unit displacement. For example: Volkswagen =
96.6 CID. The input should be 97.
Figure 4.4-5
-------
4-62
hEADING DEFINITION
BBL This indicates the number of carburetor barrels or
venturis. If a given vehicle has fuel injection, an
F should be inserted instead of the number for vcnturjs.
A vehicle with multiple carburotion would he entered
as the total number of venturis. Example: 3 - 2 BBLs = 6.
TRN This is a single digit number. It indicates the type
of transmission used. 0 = Automatic; 2 = Semi-automatic;
3, 4, 5, 6 Manual (Specify number of gears).
INRT INRT designates the inertia of the vehicle as a five
digit number. Correct inertia may be obtained from the
Federal Register , ‘ol. 35, Number 219, Part II, page 17296.
CIJRBWT This is a five digit nunher indicating the actual
weight of the vehicle.
GVIY This is a five digit number indicating the actual
weight of the vehicle plus its load weight.
RDIII’ RD IP is the road horsepower sdtting for the given test
vehicle on the dynamon:atcr. The Federal__Register will
provide the correct load settings. The data which is
tn be enl.ered is that which should be u ed for testing.
DR This is a three digit iiumbcr indicating the dry bulb
temperature in °F.
This is a three digit number indicating the wet bulb
tempcral:ure in °F.
I3AROM RAROM is a four digit number indicating the barometric
pressure in inches of mercury.
CYL Indicates the number of cylinders in the test vehicle
engine. It is a single digit number.
A/C A Si ugic digit nu .thcr to indicate the presence of an
air conditioning systcpi on the test vehicle. 0 = no
air conditioner; equipped with air conditioner.
LVI ’ This is a single digit number indicating whether or not
the test vehi C] e is cqui ped with an evapora live
emissions control device. 0 = no evaporative emission
device present; 1 = crankcase device; 2 = canister
device; 3 tank device.
Figure 4.4-6
-------
4-63
HEADING DEFINITION
EXH EXH is a single digit which indicates the presence
of an exhaust emissions control system and its type.
o = no exhaust controls; 1 = engine modifications type;
3 = air injection device; 4 = catalytic reactor;
5 = afterburner.
PCV This indicates the presence of a positive crankcase
ventilation system. 0 = no PCV control unit;
1 = PCV system present.
ODOM This is a six digit number indicating the odometer
reading of the test vehicle at the start of the
test.
FLC A three digit number indicating the fuel tank
capacity of the test vehicle.
FX A one digit number indicating the type of fuel
used for the exhaust test. 1 = Indoleno; 2 =
Summer Grade; 3 = Tank.
The same as FX except for the evaporative portion
of the test.
HUCF A four digit number indicating the humidity correction
factor. This is output as I C during the teletype
analysis of data.
p lc The initials of the person in charge of testing.
TEC The initials of the person operating the test
equipment.
DRI The initials of the person driving the test vehicle.
TVR For the 2040 program the number of tests before
valid results are obtained for the vehicle.
ENG A two digit number indicating the engine typo of
the test vehicle. 1 = I-Block; 2 = V-Block; 3 =
Rotary; 4 = Opposed; 5 = Turbine; 6 = EX (Steam);
7 = EX (Freon); 8 = Diesel; 9 = Stirling; 10 =
Electric; 11 = Stratified.
Figure 4.4-7
-------
4-64
HEADING DEFINITION
1RPM Idle speed in revolutions per minute measured in
drive or neutral.
D/N Drive or neutral.
DWEL Distributor ignition dwell in degrees.
IGNT Basic ignition timing; ÷ indicates before top
center; - indicates after top center. Absence
of + or - indicates that timing was before top
center.
@ RPM RPM at which ignition timing was measured.
IDLE CO Measurement of undiluted carbon monoxide at
idle in percent.
NOTE: The above values are recorded as measured on the test vehicle; these
are not manufacturer’s specifications.
Figure 4.4-8
-------
NOTE: Values on all #21 cards include two figures to the
right of the decimal place. (1347 = 13.47)
01 0206000001000400227731620 72F0R0 F—250 CUSTOM 00 30010 4500 3490 6900
2 020600000100040 1317706903008610110?48641901 1109 JG JJ WJ 01
3 020600000100040 400D 370 .060 400
04 020600000100040 15
21 O2Oh00000I0006OCT 2272 ??474 227765 1695 3489 3816 1168
1 020600000100040CS 1313 19340 21c928 1580 2352 2573 1373
l 020600000100040k-iT 1178 l066 19’U12 1911 3612 4016 1462
21 02060000010004075 395 4691 56677 453 793 867 1347
1 0?0600000100040 243
.1 0 0e 00000100040A—1 PENTALS
42 020 00000100O401115 I*ACH BLVD
3 O2O60000010004OSANTA ANA CALIF 714b31142U
4 0?060o0oo10nocOF25 3RN2429q 96059K CA
45 02060O00 10flO140
01 020”000 00 l InO’.3022873]130 72FflME) F—? 0 CUSTOM 00 30010 4500 3490 6900
2 0?0(.000’)01100’ 13 13177 0301O810110 4BH41’,01I10L kO’ .lJj J iii
.3 020f 0O000lI0043 4001) 370 .060 400
04 O?06 00 00 0)lor)43 15
1 020600000110043CT 1851 19629 227842 1914 3766 3815 1193
1 020A00000110043CS 1271 22 16 213667 1725 2338 2369 1360
21 020600000110043HT 1090 1013 200558 2136 3ti15 3865 1635
1 02060000011004375 358 4874 56794 502 818 828 1341
1 0?06000u0fl0043 319
41 02Ci60u000110043A—1 PEf iTALS
42 0206000001100411115 RtACH B! VI)
3 02060 000011006:ISANTA AIJA CALIF 7145311420
A 0?06000U011fl043F25BPN?4 98 9 6059K CA
45 020 .0000 0110rJ63
1 0206000001400790309731620 72F0P0 F—250 CUSTOM 00 30010 4500 3490 6900
2 020600000140079 1317806403001610110?4M8519011096 RUMR KRAS 01
03 O20’ 000C014fl079 600(1 370 .050 600
14 0?0600000140079 12
1 020 ’0000014A079CT 1778 11916 236]Y8 2367 3552 3419 1212
1 0206000u0140079CS 1094 15360 235971 ]6d0 40b 2315 1305
21 020(00000140079HT 874 6180 205441 507 862 829 1449
‘1 0?0f,0000014007975 314 3201 60618 425 590 558 1320
.il 0?0 00000140079 1635
61 020600000140079A—1 PENTt4LS
2 0?0( 000C014P07C)1115 ACI1 111 VI)
3 O2O600000I4007QSANTA AMA CALIF 714 3j1420
44 0?060000014007 1 1F25BPN24298 9 60 59K CA
‘.5 020.,000 0 0140079
1 0206000001500810312731310 7?FflPO F—250 CUSTOM 00 30010 4500 3490 6900
Figure 4.4-9
-------
4-66
2 02060000015fl0 1 13176062030fl061011024885190 1 l 094 RQMJSJRAS 01
3 02060 000015 0 081 6001) 370 +OAO 600
04 O2O60 00 001S O OR1 12
] O?O6O000015 o 1CT 1241 13575 199589 2081 3612 3383 1404
1 O?O6OoOoO1 noR1CS 1082 14939 201697 1993 2566 2403 1504
1 O 2 O .OOOQ015n0A1HT #7? 651 177264 2252 3754 3515 1659
21 0 2 0 600000150cJ8175 2#2 3265 51008 556 834 782 1521
1 O206000 0 015 0c,#1 631
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42 020F 1 OQ00Q150O llilS ‘3€ACH flLVD
3 O 2 O6O000015poR1St &jTA i NA CAIIF 7145311420
4 O?O( O0O00l5r 1F25PI 24?9 96059k CA
45 0?0f 0o0ooIsno,
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04 0206000f,O?0 004? 008
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21 O?Of-0 0000? 0n 04?141 1080 138’ S 214270 212? 3916 4379 1318
1 0206(’n0oO?oflo p75 3?? 4325 62188 571 952 1065 1256
1 02060000 0?00042 51
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3 OiO 6 O0000200042 AL RFACH CALIF 90140 2134317155
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45 O?0E0000 0?0004?
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44 O?O6QflQ00?1( O51CE 0j10705? 1339#H CA
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43 020600001100?19GAi DEN G’ OVE CALTF 92640 7145307265
• 020600001100219rCE2421110279 97553K CA
020600001100219
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3 02060 0001200?13 5500 240 ‘040 550
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Figure 4.4-17
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21 020600001200? 1375 926 11415 71045 416 576 525 957
3 020600001200213 620
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—2 02060 0001200213221 !DEL MAR AVE
O2O600001200213C0STA MESA CALIF 5483935
O20600001200213cE24q28S7103 140296 CA
..5 0206000012 002]3
0?0600001210224032 973 1845 69CWEVROc 20 00 35040 5000 3947 7500
D 02060 0001200?24 17980064030108103103599520011 095 HQMRwKWSJ 02
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P O2O600001200224Cr 4797 48073 24q997 1871 2744 2600 929
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1 O 2 O6 0 0 0 01200224H1 2178 23198 235173 1917 2780 2634 1134
P 02060000121022475 813 112% 68304 387 519 492 990
3.. 020600001200224 194
-1 O20600001200224E0wAp 0 C RPU JS 0
— 0206000012 002?4221 DEL MAR AVE
- O2O6 0 0 0 0120022ACOSTA MESA CALIF 5483935
-.4 O2060fl001?00224CE2492e 5,103 14029G CA
-ç 020600001200224
0?060000130024504 0?731720 72CHEVROC—20 00 35044 5000 4008 7500
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i3 020600001300245 850w 300 +040 850
020600001300245 30
O20600001300245CT 3434 25650 257757 2196 3519 3138 1022
P1 020600001300245CS 1987 24503 260384 1826 2493 2223 U27
O2O6 0 0001300?45H1 1794 19319 221138 1918 3321 2962 228
O?o( 0o00130o?4r;75 59h 6206 66302 515 786 701 1128
31 020600001300245 166
1 O2 0600001300245p0(;ER KETELSLE,FR 0
02 06 000 013 00241;2 07]1 HAWAiIAN AVE
- O20AO0OO130 245LAKEwflUD CALTF 90715 2138655485
—4 O? 060 0001300265CKE242Z108799 70277K CA
- 02 06 000013 0024cj
O?O6000013]02540403731440 72C EVROC—2o 00 35064 5000 4008 7500
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0?0600001300254 i b0N 300 +040 850
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O?O6 0 0001300254CS 1719 26164 244765 1696 2194 2048 1180
O2 0 6000013032!,4pjT 155 18490 209425 1992 3159 2948 1297
O20 000U131o25475 474 6262 62163 497 717 669 119b
1 02060n00i3002 ;4 107
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3 O?0hOQ0013QQ254LAIçFwOO CALIF 90715 2138655485
O?O6 0r,0 013 0 02511CKE242 21 0 87 9Q 70271K CA
02060000 1300 254
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2 02o6oooo13oo; 71 ll 9 lOó6O3O]8f4OO11O1 31?1Q1109fl ROMJSJGLW 02
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Figure 4.4-18
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.31 020600001300271 120
— 020600001300271F OGER IETEISLEGER 0
02060000130027120711 HA AI1 N AVE
—3 O2O600001300271LAKEWOOD CALTF 90715 2138655485
-.. 020600001300271CKE242Z10879Q 70277K CA
020600001300271
)1 0?060 00013502780406731110 72C’IEVROC—20 00 35044 5000 4008 7500
D2 020600001300278 17976062030188001101813921011093 RQMJSJGL 02
020600001300278 600N 300 .040 600
020600001300278 25
21 020600001300278CT 1766 12155 267077 2135 3462 3235 1082
020600001300?78CS 2514 15544 275140 1934 2743 2564 1118
020600001300278HT 1673 9760 2?Q623 1912 3358 3138 1262
21 02060000135027875 564 3511 69449 526 819 76b 1146
“ 020600001300278 166
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4 02060000130027820711 iIAWATTAN AVE
43 020600001300278LAKEW00D CALTF 90715 2138655485
020600001300278CKE242Z10879Q 70277K CA
‘.i 020600001300278
01 0206000014002420402731250 66CHEV OC—20 00 32740 4500 3700 7500
0?06000014002’.2 13179063030?18100105197121011093 RQMJSJGLW 02
3 0.0600001400242 575fl 250 .050 575
04 020600001400242 34
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18514 1L 2431 1741 2375 2216 1570
1 020600001400242H1 1746 11262 136087 1600 2349 2192 1982
21 02060000140024275 584 4201 43149 448 632 590 1704
1 020600001400242 183
1 0?0A00001400242 UDY HFMAN 0
42 02060000140024211412 PARK LANE
3 020 0000140024?GAPDEN GF.1OVE CALIF 92640 714534019
4 020600001400242C25467125641 T80239 CA
45 020600001400242
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2 020600001400253 13182063030228100105198321011091 ROMJSJ LW 02
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1 020600001400253CT 24(49 13720 141694 1717 2351 2150 1845
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21 020 00001400253HT 1507 10217 131621 1549 2292 2095 2068
1 O20 OO00141O25375 588 3989 41340 425 604 553 1778
1 020600001400253 64
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3 020600001400253GAR1)EN GPOVF CALIF 92640 7145340192
‘ 4 020600001400?53C2546Z125641 180239 CA
45 020600001400253
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F1 gure 4.4-19
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3 020600001500256 118
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. 020600001500?S6SEAL RFACH CALIF 90740 2135960201
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4 0206000D1500261SEAL REACH CALIF 90740 2135960201
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Figure 4.4-20
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4 . 020600001700375F25YPJ52 004 264106 CA
45 020600001700375
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£ O2O60 000171O37BHUNTINGTON RFACH CALIF 9?646 7149680580
44 020600001710378F25YPJ52 0 04 264106 CA
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02 0?0’00001800286 131830640301?8001104900919511 093 RW JSJGLW 02
( 1 0?060o001R0O?8 5500 270 .210 5 0
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21 02060 0001800286c5 138 23910 235’3’Th 1092 1295 1201 1238
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31 020600001800286 104
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43 02060000 1800?86MIDwAY CITY CALIF 92655 714894361b
a4 020600001&0028bF25YPE76268 38529E CA
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2 020600001810372 13179063030068001104944619511094 R( MJSJGLW 02
O?O 0oOO181O3i? 5250 210 +140
02060000181037? 042
21 020600001810372cr 3647 24940 259336 1970 2493 2331 1018
020f 0n0O1H1O37?CS 1446 25449 2418 3 1319 1382 1292 1176
02060000181037?HT 1347 13638 217191 1552 1750 1636 1297
21 02060000181037275 504 5860 64473 407 460 430 1168
31 020600001810372 67
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.43 02060000181037?PIDWAY CITY CALIF 92655 7148943615
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020600001900287 6500 260 +QPO 650
Figure 4.4-21
-------
4-78
04 020600001900287 02
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21 O?06000019002H7HT ?739 17423 193385 1b74 2318 1970 1316
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il 020600001900287 60
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42 020600001900? 7930 N hART ST
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.4 0 206000019002137F25Y8A450F36 Q74864 CA
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03 020600001900294 650 260 .0 0 650
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1 020600001900 ?94C7 2231 259H? 2?5142 1757 24b8 2335 1156
1 02060o00190o?9 cs 1639 29600 213328 1395 16t 2 1592 1297
21 O20600001900294HT 1189 2102 ? 186803 1541 2101 1969 1412
1 0?060000191029475 437 70 .5 5’,5’.9 404 525 497 1 93
31 020’000019002C,4
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2 020t 0o0u19O029493o N HART ST
13 O?06000019002g4o,. Awr,E CALIF 92667 6334593
44 020600001900294 F 25 Y P A 450(36 074864 CA
45 0?0600001900296
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03 0 ?OF,000020002c 1 8 6000 290 +050 600
14 020( 0 00?oo 2 ;o 024
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?1 020 O00020OO ?c cS 2523 36 77 268396 1449 1895 1809 1019
1 O?0R00002000?c,OHT 2641 26652 24$ 548 2056 3160 3015 1057
1 02060000?00029075 #01 11949 66659 437 606 576 976
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44 O? 060000 ?0 00298r?sypKoa?97 7251&iI< CA
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3 O?0,000o ?olo300 éOOfl 290 +OSO 600
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Figure 4.4-22
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: 020600002210314 3250 290 .100 325
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Figure 4.4-23
-------
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1 020,00002300311HI 2517 2554R 2044H2 2299 3562 3330 1250
1 02060000230031175 902 10581 54608 500 722 675 1187
31 020600002300311 048
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2 020600002300311917 REAUING AVE
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4 0?060r fl0230O31?b1S9d?o5 1J22712 CA
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1 020( 00002310313H1 2017 2S7 1 cI 201909 2073 3502 31 8 1259
21 020 0000231031375 824 12329 54649 485 694 628 1148
1 0?0(,0fl002310313 018
1 02060000?310313J0HN J Mr0 0
42 0206000023103139172 l EAfliNc, AVE
1.3 02060000?31O313WESTMTNSErR CALIF 92M33 5310401
4 02060000231031112Fj159t 205 U2?712 CA
,S 0206000023103)1
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4-99
TECHNICAL REPORT DATA
(Please read InWucho s on the reverse before completing)
1. REPORT NO. 2.
APTD 1572
3. RECIPIEN, s ACCESsIOr.No.
4. TITLE AND SUBTITLE
A Study of Baseline Emissions on 6000-14,000 Pound
Gross Vehicle Weight Trucks
5 REPORT DATE
S.PERFORMINGORGANIZATIONCODE
7. AUTHOR(S)
8. PERFORMING ORGANIZATION REPORT NO
2060
9. PERFORMING OR ANIZATION NAME AND ADDRESS
Automotive Environmental Systems, Inc.
7300 Bolsa Avenue
Westminster, California 92683
10 PRCGRAM ELEMENT NO.
Ii CONTRACT/GRANTNO
68-01-0468
12. SPONSORING AGENCY NAME AND ADDRESS
EPA - ECTD Procedures Development Branch
2565 Plymouth Rd.
Ann Arbor, Michigan 48105
13. TYPE OF REPORT AND PERIOD COVERED
Final
15’72—May 15 ‘73
14. SPONSORING AGENCY CODE
15. SUPPLEMENTARY NOTES
16. ABSTRACT
Report gives results of EPA—sponsored study in Los Angeles area to determine two
objectives: (1) the contribution of 3- to 7-ton GVW vehicles to air pollution, and
(2) the feasibility of using light-duty vehicle emission test procedures in future
surveillance and compliance programs for 3- to 7-ton GVW vehicles.
Mean baseline emission levels for the 50 vehicles tested were: lIC, 6.87 g/m; CO,
84.83 g/mi; C0 2 , 746.1 g/mi; N0 , 7.37 g/mi; and evaporative HC emissions, 2.43 g/mi.
Light-duty vehicle test procedures appeared to be feasible for medium-duty vehicles as
no difficulty in performing the tests was encountered. Althouqh some simple and in-
expensive modifications were made to the test equipment to accomodate vehicles in the
5- to 7-ton GVW class, no changes were required In equipment or procedures for vehicle
in the 3- to 5-ton GVW class except for dynamometer road-load horsepower settings.
The test procedure used was the 1975 Federal Test Procedure.
17. KEY WORDS AND DOCUMENT ANALYSIS
a DESCRIPTORS
b.IDENTIFIERS/OPEN ENDED TERMS
C.
Truck Emissions
6000-14,000 Pounds GVW
Field/Group
18. DISTRIBUTION STATEMENT
Release Unlimited
19. SECURITY CLASS (This Report [
UNCLASSIFIED
21 NO OF PAGES
20 SECURITY CLASS (This page)
UNCLASSIFIED
156
22. PRICE
EPA Forni 2220.1 (9-73)
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4-100
INSTRUCTIONS
1. REPORT NUMBER
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6. PERFORMING ORGANIZATION CODE
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17. KEY WORDS AND DOCUMENT ANALYSIS
(a) DESCRIPTORS - Select from the Thesaurus of Engineering and Scientific Terms the proper authorized terms that identify the major
concept of the research and are sufficiently specific and precise to be used as index entries for cataloging.
(b) IDENTIFIERS AND OPEN-ENDED TERMS - Use identifiers for project names, code names, equipment designators, etc. Use open-
ended terms written in descriptor form for those subjects for which no descriptor exists.
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jority of documents are multidisciplinary in nature, the Primary Field/Group assignment(s) will be specific discipline, area of human
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EPA Form 2220-1 (9-73) (Reverse)
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