E PA-420- R-80-109
Automotive Testing Laboratories, Inc.
Final Report
Contract No. 68-03-2891
Task Order #1
Tests on Five Diesel
Passenger Cars at High Altitude
August 25, 1980
prepared for:
U. S. Environmental Protection Agency
2565 Plymouth Road
Arm Arbor, MI 48105
651 chambers road, suite 200 303-343-8939 aurora. Colorado 80011
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Final Report
Contract No. 68-03-2891
Task Order #1
Tests oil Five Diesel
Passenger Cars at High Altitude
August 25, 1980
prepared for:
U. S. Environmental Protection Agency
2565 Plymouth Road
Ann Arbor, Ml 48105
submitted, by:
Automotive Testing Labors lories, Inc.
651 Chambers Road, Suite 200
Aurora, Colorado 80011
(303) 343-8939
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ABSTRACT
Under this Task Order a series of emission and fuel economy tests were performed
on a group of five diesel passenger cars. The test sequence consisted of the Federal Test
Procedure (FTP) followed by the Highway Fuel Economy test (HFET). In addition
methane emissions were measured during the FTP and particulate measurements were
made during both the FTP and the HFET. The mtent of the Task Order was to assess the
effect of altitude on the emissions of diesel powered vehicles. The low altitude tests
were performed by the Environmental Protection Agency (EPA) at the Ann Arbor,
Michigan facility. The high altitude tests were performed by Automotive Testing
Laboratories, Inc. (ATL) at their Aurora, Colorado facility.
This report presents the results of the high altitude tests.
11
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TABLE OF CONTENTS
Page
ABSTRACT ii
1. INTRODUCTION 1-1
2. TECHNICAL DISCUSSION 2-1
2. ] PROGRAM OBJECTIVES 2-1
2.2 PROGRAM DESIGN 2-1
2.3 TEST VEHICLE PROCUREMENT 2-2
2.4 VEHICLE TEST FACILITIES AND EQUIPMENT 2-2
2.4.1 Particulate Emission Test Equipment 2-2
2.5 LABORATORY TEST PROCEDURES 2-3
2.5.1 Test Vehicle Preparation 2-4
2.5.2 Vehicle Preconditioning 2-4
2.5.3 Federal Test Procedure (Mass Exhaust Smissjon Test] 2-4
2.5.3.1 Methane Test Procedure 2-5
2.5.4 Highway Fuel Economy Test Procedure 2-5
2.5.5 Particulate Test Procedure Z-6
2.5.6 Special Test Consideration and Procedures 2-6
2.6 DATA PROCESSING PROCEDURES 2-6
2.6.1 Data Collection 2-6
2.6.2 Data Review and Editing 2-8
2.6.3 Calculation of Test Results 2-8
2.6.3.1 Federal Test Procedure Emission Data 2-8
2.6.3.2 Highway Fuel Economy Data 2-8
2.6.3.3 Partjcuiate Test Data 2-8
3. TEST RESULTS 3-1
iii
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LIST OF APPENDICES
Appendix A, Data Forms
Appendix B, Particulate Emissions Calculations
IV
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1. INTRODUCTION
The United States Environmental Protection Agency (EPA) is charged under the
provisions of the Clean Air Act with responsibility for the control and prevention of air
pollution. In order to fulfill these responsibilities the EPA designs, conducts and
promotes surveys and studies of air pollution sources.
National programs to characterize and reduce air pollution from mobile sources are
developed and implemented through the EPA's Emission Control Technology Division
(ECTD). Mobile emission control strategies developed by the ECTD are based, in part,
on projections of nationwide motor vehicle emissions. These projections are derived
from surveys designed to obtain emission data from representative samples of m-use
vehicles.
With the recent changes in standards relative to emissions and fuel economy there
has been an increase in the population of diesel powered light duty vehicles. With this
increase the affects of diesel powered vehicles are of relatively greater importance.
Accordingly, the EPA issued a Task Order contract to gather information regarding the
effects of altitude on gaseous and particulate emissions from diesel passenger cars. This
report describes the design and conduct of the project and presents test results.
1-1
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2. TECHNICAL DISCUSSION
2.1 PROGRAM OBJECTIVES
The objective of the program was to provide emission level data on a sample of
five diesel powered passenger cars. Gaseous and particulate emissions were measured
using the Federal Test Procedure (FTP) and the Highway Fuel Economy Test (HFET);
additionally methane measurements were taken during the FTP. These data will later be
compared, by the EPA, with data taken at the EPA Ann Arbor, Michigan laboratory.
2.2 PROGRAM DESIGN
The program design was provided by the EPA in the form of the Scope of Work.
Five vehicles were specified for the program as "used, late model diesel-powered
passenger cars; one each of the following manufactures: Volkswagen, Mercedes Benz,
Peugot, Oldsmobile, and "Optional Vehicle." The model and engine size of each vehicle
were to be determined by the Project Officer after a number of prospective test vehicles
were identified. The Optional Vehicle was also to be determined by the Project Officer.
The vehicles were to be obtained in a low altitude area and delivered to the EPA
Ann Arbor facility for low altitude testing. Following low altitude testing the vehicles
were to be transported to the Denver laboratory for high altitude testing. The following
test sequence was specified:
o 1975 Federal Test Procedure (including Methane Analysis)
0 Highway Fuel Economy Test
o Particulate testing m conjunction with both the FTP and HFET
Due to the small fleet an additional constraint was placed on the program in that
each vehicle was to undergo a minimum of two of the specified sequences. If the results
of the two cold start FTP tests differed by more than 10% a third test sequence was to
be performed.
2-1
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2.3 TEST VEHICLE PROCUREMENT
The test vehicles were obtained through the services of a leasing firm in St. Louis,
Missouri. Constant contact was maintained with the Project Officer throughout the
vehicle selection. The five vehicles selected are described as follows:
241 1980 Volkswagen Rabbit: 4 cylinder; 90 CID; Manual 5 speed;
VIN - 17A0815408; Engine Family-D; Odometer-005579
242 1979 Oldsmobile Cutlass Supreme: S cylinder; 260 CID; Automatic trans-
mission; VIN - 3R47P9M535761; Engine Family-930H9; Odometer-08930
243 1979 Oldsmobile Cutlass Supreme: 8 cylinder; 260 CID; Automatic trans-
mission; VIN - 3R47P9M540008; Engine Family-930H9; Odometer-13301
244 1974 Peugot 504: 4 cylinder; Manual 4 speed; VIN 504D90-1759613;
Odometer-73252
245 1977 Mercedes Benz 240D: 4 cylinder; 147 CED; Automatic transmission;
VIN - 123.1Z3-1Z0! 53Z0; Engine Family-T7y2/L-4D/Z.4; Qdometei-Q5ZZ06
Subsequent to the vehicle acquisition the vehicles were transported from St. Louis
to the Ami Arbor laboratory. Test fuel was put into the fuel tanks, the vehicles were
prepared for testing and the testing was conducted (excluding Methane testing). The
vehicles were then transported to Denver for altitude testing.
2.4 VEHICLE TEST FACILITIES AND EQUIPMENT
The ATL test facilities and associated equipment utilized m this Task Order are
located at 19900 East Colfax Avenue, Aurora, Colorado. The laboratory is at an altitude
of 5,480 feet above sea ieveJ. Prior to testing a representative of the EPA visited the
laboratory where facility and equipment procedures were checked. Typical emission
testing equipment was used in the conduct of the program excepting the particulate
measuring apparatus which is discussed below.
2.4.1 Particulate Emission Test Equipment
The particulate emission sampling 'equipment consisted of a dilution air filtration
system, a tunnel, and sample collection system. Except for the filters, which are of
filter paper and charcoal construction, the filter housing is of stainless steel construc-
tion. The tunnel is also of stainless steel construction; the overall length of the tunnel
2-2
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section is 12 feet and it is 10 inches in diameter. The sampling system is a dual
pump design which allows collecting separate samples during each phase of the FTP. The
sampling system operates as follows:
Dilution air enters the assembly and is filtered. A particle, a charcoal and a final
filter assembly is provided for this purpose. After filtration, the dilution air enters
the tunnel where it is combined with exhaust from the vehicle. Vehicle exhaust
enters the tunnel through a 4 inch diameter, 90 degree bend elbow. The point at
which the exhaust is introduced to the dilution air stream is about 1 and 1/2 feet
from the outlet of the dilution air filter box. At this introduction point a mixing
orifice is installed. The mixing orifice, of 7 inches in diameter, is situated in the
plane described by the 4 inch, 90 degree exhaust introduction tube bend termina-
tion. This plane is perpendicular to the round wall of the tunnel. From this mixing
plane the diluted exhaust flows to the plane at which it enters the transition piece
which reduces stream diameter from the 10 inches of the tunnel to the 4 inches of
the CVS collection tube. This transition is made in about 1 and 1/2 feet. The only
obstruction from the mixing point to the start of the transition piece is the sample
probe. The CVS collector tube, also of stainless steel construction, carries the
dilute exhaust into the CVS. During sulfate testing, dilution air from the CVS
filter box is closed off by means of a flapper valve that is pneumatically activated.
Beyond the flapper valve, dilute exhaust flow within the CVS is noimai. The tunnel
and remote dilution box is merely an extension of normal flow paths within the
CVS.
The sample probes are 2/2 inch diameter stainless steel tubes. These tubes face
upstream and originate about 10 feet from the dilution air exhaust mixing point.
From its point of origin the tube runs parallel to the tunnel for about five inches,
makes a 45 degree bend, continues another 3 inches, makes another 45 degree bend
and passes through the tunnel wall. Immediately outside the tunnel wall, the filter
assembly, which holds a 47 millimeter diameter "Pallflex" filter (type 460A20), is
situated. The particulate emissions are collected on this filter. From this point
the filtered sample continues through an on-off valve, a pump, a flow control
valve, a flowmeter and a dry gas meter. The on-off valve is used to start and stop
sample flow at the beginning and end of the test phase. The pump moves sample
through the filter. The flow control valve is used to regulate the sample stream
flow. This valve is manually adjusted frequently and as necessary during the test.
The dry gas meter is used to totalize sample flow during the test phase. A solenoid
valve wired mto the bag sample system directs the flow through one of two filter
assemblies, allowing separate collection of particulate emissions during each of the
three phases of the FTP.
2.5 LABORATORY TEST PROCEDURES
Each vehicle received a prescribed sequence of test procedures during the course
of the work effort. These procedures and others associated with the conduct of the
program include the following:
Vehicle Preparation
Vehicle Preconditioning
2-3
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Federal Test Procedure (including Methane and Particulate tests)
Highway Fuel Economy Test (including Particulate tests)
Details on these tests and preparations are presented in the following sections.
2.5.1 Test Vehicle Preparation
The basic vehicle acceptability inspection was performed by the leasing company
at the time the vehicles were acquired. This included such items as transmission fluid
and engine coolant levels, integrity of the exhaust system, tire wear, etc. Following
acceptance into the program the vehicles were transported to the EPA Ann Arbor
facility for low altitude testing. In Ann Arbor the final vehicle preparations were made;
Diesel II fuel was put in the fuel tank, the tires were inflated to test pressures, etc.
2.5.2 Vehicle Preconditioning
At the ATL laboratory preconditioning for the first test sequence on each vehicle
consisted of vehicle operation on the dynamometer following the LA-4 driving cycle.
This method was chosen in order that the vehicle operator became acquainted with the
characteristics of the vehicles. On subsequent tests, the preceding test was deemed
sufficient preconditioning. Following the vehicle operation the vehicle was placed in soak
for a 12 to 36 hour period. The fuel placed in the fuel tank at the EPA laboratory was
used in all tests.
2.5.3 Federal Test Procedure (Mass Exhaust Emission Test)
The Federal Test Procedure was performed in accordance with procedures spe-
cified m 42 Federal Register 124. Preconditioning requirements for this test include a 12
to 36 hour soak period in an area with an ambient temperature between 20 and 30
degrees Centigrade (68 to 86 Fahrenheit). Each vehicle remained stationary while
soaking with the ignition in the unlock position and the transmission in neutral. Doors
were unlocked and the window on the driver's side was rolled down.
None of the five vehicles acquired for t.lis work effort received those segments of
the FTP which deal with evaporative loss measurements. Consequently, following the
2-4
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soak period, test vehicles were moved to the dynamometer for the^mass exhaust emission
segment of the FTP.
Before the test vehicle was placed on the dynamometer and secured, the proper
inertia weight and load adjustments were set. During testing, the vehicle hood remained
open and a cooling fan was placed in front of the engine approximately six to twelve
inches from the vehicle grille.
The Federal Test Procedure consists of three segments: the cold transient stage,
the cold stabhzed stage and the hot transient stage. Sampling during the intital cold
transient portion was begun simutaneously with engine crank. This phase continued for
505 seconds at an average speed of 25.6 miles per hour over a cumulative distance of
3.59 miles. At the 505 second point, the exhaust sample was diverted from the first
sample bag of the Constant Volume Sampler (CVS) to the second. This marked the
beginning of the cold stabilzed portion of the test. This segment covers 3.91 miles at an
average speed of 16.0 miles per hour. Its duration is 869 seconds. At the end of this
phase the engine was stopped, sampling was terminated and the vehicle was soaked on
the dynamometer for ten minutes. After soaking, the vehicle was restarted and sampling
was switched to the th2rd CVS bag for 505 seconds at an average speed of 25.6 miles per
hour. CVS sample and background bags were analyzed within ten minutes after
completion of each phase of the test.
2.5.3.1 Methane Test Procedure - Each bag sample collected during the FTP was
analyzed for methane content using a Bendix 8205 analyzer.
2.5.4 Highway Fuel Economy Test Procedure
The HFET was begun with the vehicle in a warmed condition, having been driven at
least 7.5 miles on the dynamometer within the last fifteen minutes. The vehicle was
first preconditioned on the dynamometer at 50 mph for three minutes. Within one
minute of the end of preconditioning, the car was brought to idle and the test begun.
One sample is taken during the HFET, which is 765 seconds long and covers 10.2
2-5
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miles. Fuel economy is calculated from emission results using the carbon balance
equation. Load settings and inertia weights are identical to those used for the Federal
Test Procedure.
2.5.5 Particulate Test Procedure
Samples of particulate exhaust emissions were collected for each of the three
phases of the FTP and for the HFET using the equipment described in Section 2.4.1. For
the FTP both sample systems were used. During the cold transient phase dilute exhaust
sample was drawn through the filter m filter assembly #1, at the 505 second point the
cold stablized phase began and sample was drawn through the filter m filter assembly #2.
During the 10 minute soak a new filter was placed in filter assembly #1 which was then
used during the Hot Transient phase. Filter assembly #1 was used during the HFET. The
weight of particulates collected were determined by weighing the filter before the test
and the combined particulate and filter after the test.
2.5.6 Special Test Consideration and Procedures
The Task Scope of Work specified a replicate test on each vehicle which was used
to determine if a third test might be required. Preliminary test results dictated
additional tests in some cases. In these cases all test results are given in this report
along with appropriate comment. In other cases certain portions of the sequence were
invalid; m these cases the valid portions are presented. An example of this is a test m
which the particulate sampling system malfunctioned invalidating the particulate
measurements but had no effect on the rest of the results.
2.6 DATA PROCESSING PROCEDURES
Accumulated raw test data and associated materials received a systematic review
of each test point in the task from initial generation to final processing. These data
accumulation, rev-iew, and reduction procedures are described below.
2.6.1 Data Collection
Emission test procedures and laboratory conditions were monitored and controlled
2-6
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through the use of strip chart recorders. These units provided a constant read-out of
data and also served to document test activities for later review. Test parameters
registered on the recorders included emission analyzer outputs, wet and dry bulb
mesurements of air directed to the front of test vehicles and dilute exhaust stream
temperatures. Driver/vehicle performance traces were also documented on a strip chart
recorder and include speed calibrations and subsequent calibration checks performed
before and after each test.
Sample flow rates, gas meter temperatures and readings and other data relative to
the particulate system were recorded on data forms.
A NOVA 2 minicomputer was utilized to collect and integrate CVS sample and
background bag emission data. Speed/time profiles were also generated for each test
schedule by the computer and produced on the driver/vehicle performance trace. In
addition to these, functions, the computer totalized and recorded CVS mass pump
revolutions during each exhaust emission test segment.
Movement of each test vehicle through segments of the work effort was controlled
and documented through various raw data sheets. All data forms were collected in test
packets which were assigned to each vehicle prior to testing. As testing progressed,
relevant sheets were completed, signed and returned to the packet by the appropriate
technician. Included m the packet were: all raw data sheets used to identify the
vehicle, raw data sheets used during tests, analyzer strip chart recordings, computer
system sheets and magnetic tapes and all appropriate temperature strip chart recordings.
Laboratory personnel were also furnished a form indicating the daily test schedule
including the order each vehicle was to be tested and the estimated duration of each test
segment. Preconditioning personnel were also furnished with a similar schedule
indicating the time each vehicle was to be placed m soak.
Data forms used to collect test results are presented in Appendix A.
2-7
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2.6.2 Data Review and Editing
Vehicle data was reviewed immediately following test completion. This included
an inspection for completeness, accuracy, and compliance with temperature and speed
tolerances. A preliminary data reduction of the test at this time allowed a reasonable-
ness check of test results by the quality audit inspector.
2.6.3 Calculation of Test Results
2.6.3.1 Federal Test Procedure Emission Data - Mass emission test results were
calculated using equations specified in 42 Federal Register 124. Calculations were made
using the standard transient and stabilized mileages of 3.59 and 3.91 miles respectively
rather than actual measured distances traveled. The methane calculations were made
using the formulae for hydrocarbons but using a density of 18.89 grams per cubic foot.
Fuel economy data were calculated using the carbon balance equation.
2.6.3.2 Highway Fuel Economy Data - Results of the Highway Fuel Economy Test were
calculated using Federal Register equations and a distance constant of 10.242 miles per
test. Fuel economy was calculated using these mass emissions and the carbon balance
equation.
2.6.3.3 Particulate Test Data - Results for this test were calculated using the flow rates
of the sampling system, filter weights, meter readings and other collected information
using the equations presented in Appendix B.
The results presented here are of a quantitative nature. The filters have been sent
to the EPA for qualitative analysis.
2-8
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3. TEST RESULTS
The results of the tests on the five diesel passenger cars are presented in tabular
form on the following pages.
All emission results axe in grams per mile and the fuel economy values are in
miles per gallon.
3-1
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VEHICLE 241: VOLKSWAGEN RABBIT
Test #D3778 Date: 7/14/80
Test aborted: Same particulate filter used for FTP HT bag and HW test. HW was not
sampled.
HC
CO
NOx
C02
MPG
CH4
Particulate
CT
.364
3.001
1.012
326.9
30.58
.0714
.4142
CS
.654
1.186
1.180
267.7
37.46
.0129
.2313
HT
.669
2.497
1.068
274.5
36.27
.0459
FTP
.599
1.917
1.115
281.8
35.49
.0339
HFET
_____
Test #D3807
Date: 7/15/80
HC
CO
NOx
C02
MPG
CH4
Particulate
CT
.723
2.472
.893
304.1
32.80
.0529
.6112
CS
.432
1.109
1.132
273.7
36.75
.0109
.1589
HT
.446
1.782
.940
269.2
37.22
.0397
.3774
FTP
.496
1.573
1.030
278.8
35.98
.0274
.3127
HFET
.274
1.297
.675
217.6
46.14
.3076
Test #D3877
Date: 7/18/80
HC
CO
NOx
C02
MPG
CH4
Particulate
CT
1.204
3.782
1.112
337.4
29.31
.1053
.5451
CS
.545
1.072
1.448
307.2
32.76
.0208
.5636
HT
.631
2.058
.941
265.6
37.57
.0652
.3891
FTP
.704
1.899
1.241
302.0
33.12
.0503
.5122
HFET
.424
1.752
.765
237.0
42.20
.4281
Test #D3991
7/25/80
Test aborted: Particulate gas
meter malfunction
HC
CO
NOx
C02
MPG
CH4
Particulate
CT
.959
3.210
.948
316.3
31.37
.0924
.7098
CS
.444
1.346
1.108
273.0
36.79
.0199
HT
.445
2.335
.955
277.7
35.99
.0623
.5016
FTP
.553
2.000
1.033
283.2
35.32
.0464
HFET
.357
1.365
.881
240.9
41.68
Test #D4021
Date: 7/29/80
HC
CO
NOx
C02
MPG
CK4
Particulate
CT
.746
3.182
.929
316.3
31.43
.0841
.5999
CS
.366
1.315
1.099
260.5
38.58
.0237
.2234
HT
.532
2.447
.922
266.7
37.38
.0839
.4676
FTP
.490
2.008
1.016
273.7
36.55
.0526
.3675
HFET
.326
1.244
.916
247.7
40.59
.2831
3-2
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VEHICLE 242: OLSMOBILE CUTLASS
Test # D3768
HC
CT
2.008
CS
1.572
HT
1.186
FTP
1.556
HFET
.493
Test #D3876
HC
CT 1.542
CS 1.568
HT 1.083
FTP 1.430
HFET .512
Test #D3976
HC
CT
1.421
CS
1.269
HT
.810
FTP
1.175
HFET
.399
CO NOx
2.847 1.302
2.135 1.295
2.026 1.283
2.252 1.294
1.082 1.197
CQ2 MPG
565.8 17.65
490.2 20.41
461.4 21.73
497.9 20.10
360.3 27.99
Date: 7/11/80
CH4 Particulate
.0521 1.4068
.0323 .6462
.0202 1.1482
.0331 .9397
.6281
CO NOx
2.821 1.351
2.148 1.323
1.988 1.305
2.243 1.324
1.012 1.232
CQ2 MPG
539.9 18.53
471.7 21.20
450.6 22.26
480.0 20.85
351.5 28.69
Date: 7/18/80
CH4 Particulate
.0472 1.7796
.0315 .4399
.0204 1.2673
.0317 .9414
.7012
CO NOx
2.617 1.267
2.071 1.265
1.849 1.233
2.123 1.257
1.028 1.160
CQ2 MPG
552.5 18.13
471.5 21.25
458.7 21.92
484.7 20.69
350.2 28.82
Date: 7/24/80
CH4 Particulate
.0418 1.6451
.0294 .7700
.0180 1.1949
.0288 1.0660
.8404
3-3
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VEHICLE 243: OLDSMOBILE CUTLASS
Test #D3780
HC
CT
1.470
CS
1.027
HT
.774
FTP
1.049
HFET
.405
Test #D3954
HC
CT
1.341
CS
.825
HT
.649
FTP
.884
HFET
.324
CO NOx
3.646 1.593
2.310 1.594
2.510 1.634
2.639 1.605
1.325 1.522
CO NOx
3.266 1.511
2.196 1.534
2.495 1.528
2.498 1.527
1.215 1.386
CQ2 MPG
544.5 18.34
474.5 21.14
460.8 21.78
485.2 20.65
353.8 28.49
C02 MPG
546.3 18.31
480.4 20.92
463.7 21.67
489.4 20.51
340.2 29.66
Date: 7/14/80
CH4 Particulate
.0560 2.6429
.0324 1.5819
.0243 2.0997
.0350 1.9415
1.1362
Date: 7/23/80
CH4 Particulate
.0539 2.3473
.0293 1.5071
.0256 1.5666
.0333 1.6962
1.1070
3-4
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VEHICLE 244: PEUGEOT
Test #D3783
HC
CT
6.502
CS
7.769
HT
5.791
FTP
6.969
HFET
1.948
Test #D3988
HC
CT
6.664
CS
7.015
HT
5.429
FTP
6.510
HFET
1.801
CO NOx
11.823 1.100
6.863 .881
9.106 .987
8.496 .955
3.739 1.113
CO NOx
13.902 1.121
7.076 .966
9.960 1.003
9.268 1.008
3.365 1.057
CQ2 MPG
474.3 19.82
434.5 21.65
432.2 21.89
442.1 21.31
387.3 25.48
C02 MPG
493.5 18.97
449.0 21.10
442.1 21.42
456.3 20.70
375.8 26.31
Date: 7/14/80
CH4
Particulate
.3799
3.1557
.1272
2.1536
.2674
2.4189
.2175
2.4322
.8245
Date: 7/25/80
CH4 Particulate
.4449 3.3218
.1366 2.1661
.3049 2.2786
.2460 2.4347
.5501
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VEHICLE 245: MERCEDES BENZ
HC
CO
NOx
C02
MPG
CH4
Particulate
CT
.978
1.537
1.741
496.0
20.29
.0126
.7279
CS
.820
1.042
1.435
363.3
27.69
.0113
.4780
HT
.481
.981
1.627
413.5
24.43
.0067
.2969
FTP
.760
1.127
1.551
404.3
24.91
.0103
.4801
HFET
.267
.690
1.721
373.8
27.08
.2102
Test #D3875
Date: 7/18/80
HC
CO
NOx
C02
MPG
CH4
Particulate
CT
.741
1.130
1.744
454.9
22.17
.0080
.5537
CS
.731
1.036
1.386
347.3
28.97
.0119
.2654
HT
.499
.840
1.575
377.3
26.76
.0079
.4242
FTP
.670
1.002
1.511
377.7
26.68
.0100
.3681
HFET
.289
.586
1.695
345.3
29.32
.2503
Test #D3967
Date: 7/23/80
HC
CO
NOx
C02
MPG
CH4
Particulate
CT
.513
1.124
1.679
475.3
21.26
.0128
.7032
CS
.578
1.025
1.353
354.8
28.41
.0119
.5234
HT
.359
.836
1.519
394.4
25.64
.0072
.4852
FTP
.505
• 994
1.465
390.4
25.86
.0108
.5500
HFET
.214
.612
1.610
355.0
28.54
.2176
3-6
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APPENDIX A
DATA FORMS
A-i
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PROJECT
CVS MASS EMISSION TEST
TEST CELL:
TEST TYPE: 75? COLD74 HQT74 COLD72 KOT72 HOT505 HFST
75D COLD74D HOT74D C0LD72D HOT72D HOT505D HFETD (DIESEL)
75M COLD74M HOT74M COLD72H H0T72M H0T505M HFETM (MODALS)
TEST NO. VEHICLE NO. DATE / /
BAROMETER PUMP INLET PRESSURE
COMMENTS:
NOx HC C02 CO
BKGRND
1st BAG
SAMPLE
EKGP.jND
2nd BAG
SAMPL2
BKGRND
3rd BAG
SAMPLE
BLOWER REV. DB TEMP. WB TEMP. DISTANCE
1st BAG
2nd BAG
3rd BAG
I? MODAL CIRCLE MODAL TYPE: 62D 62C SOD CH"Y
MODEL YEAR
VEH.
ma:
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PARTICULATE TEST
TEST #
VEHICLE #
DATE
Barometer
Cold Transient
Gas Meter No.
Flow Rate
Initial Reading
End Reading
Meter Temp
Filter WT.
Before _
After
Cold Stabilized
Gas Meter No.
Flow Rate
Initial Reading
End Reading
Meter Temp
Filter WT
Before _
After
Hot Transient
Gas Meter No.
Flow Rate
Initial Reading
End Reading
Meter Teznp
Filter WT
Before _
After
Highway Fuel Economy
Gas Meter No.
Flow Rate
Initial Reading
End Reading
Meter Temp
Filter WT
Before _
After
A-in
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APPENDIX B
PARTICULATE EMISSIONS CALCULATIONS
The total particulate emissions in grams for a given test phase are calculated
as follows:
T . ir, . , . Vmix X (FW. - FWJ
Total Particulates = A B
GMV
Where: Vmix is the total dilute exhaust volume in cubic feet per test phase
corrected to standard conditions.
GMV is the total particulate system sample volume in cubic feet
per test phase corrected to standard conditons.
FW is the weight of the filter and particulates in grams collected during
the test phase.
FW^ is the weight of the filter in grams before the test.
Vmix is calculated as specified in the Federal Register.
GMV is calculated as follows:
(MRr - MRJ x BAR x 530 x MCF
GMV = E 1 29^2 4E0JT^
Where: MR_ is the dry gas meter reading in cubic feet at the completion
of tne test phase.
MRj is the dry gas meter reading m cubic feet at the beginning of
the test phase.
BAR is the ambient barometric pressure in inches Hg.
T^ is the temperature of the gas flowing through the dry gas meter
m degrees Fahrenheit.
MCF is the dry gas meter correction factor obtained through laminar
flow element calibration.
The particulate emissions in grams per mile are found per test phase by dividing
the total grams per phase by the standard distance constant. The weighted emission
results are found by applying the standard distance constants and using the weighting
factors and equations given in the Federal Register.
B-i
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