EPA 600-3-84-104
October 1984
CHARACTERIZATION OF HEAVY-DUTY MOTOR VEHICLE EMISSIONS
UNDER TRANSIENT DRIVING CONDITIONS
ENVIRONMENTAL SCIENCES RESEARCH LABORATORY
OFFICE OF RESEARCH AND DEVELOPMENT
U.S. ENVIRONMENTAL PROTECTION AGENCY
RESEARCH TRIANGLE PARK, N.C. 27711
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CHARACTERIZATION OF HEAVY-DUTY MOTOR VEHICLE EMISSIONS
UNDER TRANSIENT DRIVING CONDITIONS
by
Mary Ann Warner-Selph
Harry E. Dietzmann
Southwest Research Institute
6220 Cuiebra Road
San Antonio, Texas 78284
Contract No. 68-02-3722
Project Officer
Frank M. Black
Emissions Measurement and Characterization Division
Environmental Sciences Research Laboratory
Research Triangle Park, N.C. 27711
ENVIRONMENTAL SCIENCES RESEARCH LABORATORY
OFFICE OF RESEARCH AND DEVELOPMENT
U.S. ENVIRONMENTAL PROTECTION AGENCY
RESEARCH TRIANGLE PARK, N.C. 27711
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NOTICE
This document has been reviewed in accordance with U.S. Environmental
Protection Agency policy and approved for publication. Mention of trade names or
commercial products does not constitute endorsement or recommendation for use.
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ABSTRACT
The objective of this program was to characterize heavy-duty diesel truck and bus
emissions produced during transient driving cycies. In the initial phase of the program
an improved road-load simulation method was developed for use in operating large
trucks on a chassis dynamometer. This method was used in testing vehicles on the
chassis dynamometer in the latter parts of the program. The second phase of testing
involved operation of six vehicles on the chassis dynamometer (over the chassis version
of the heavy-duty transient cycle), removed of the engine and testing of the engines
(over the heavy-duty engine transient cycle). Chassis emissions were then compared to
engine emissions. Additionally, chassis tests were conducted over a range of
dynamometer inertia settings for two of the six vehicles for the purpose of comparison
with engine emissions. Baseline emissions were also measured on six buses, five single-
axle tractors, and 17 dual-axle tractors over the chassis version of the transient cycle.
Regulated emissions and several unregulated emissions were measured on baseline tests.
Unregulated emissions included particulate, aldehydes and ketones, phenols, DOAS odor,
various elements, nitropyrenes, and Ames mutagenic response.
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CONTENTS
Abstract iii
Figures vi
Tables lx
1. Introduction 1
Objectives 1
Scope 1
2. Conclusions 3
3. Recommendations 8
City Buses 8
Dual-Axle Diesel Truck Tractors 8
Single-Axle Diesel Truck Tractors 9
Heavy-Duty Gasoline Vehicles 9
General Equipment, Instruments, and Procedures 10
Vehicle Description . 10
Fuels Description 13
Dynamometer and CVS Systems 13
Driving Cycles 16
Unregulated Emissions « 21
Quality Assurance 25
5. Results 27
Engine vs Chassis Emissions Summary 27
Effect of Inertia 38
Baseline Study 58
References 105
Appendices 107
A. Dynamometer Simulation 108
B. Regulated and Particulate Emissions Results from
Chassis and Engine Transient Tests of Task 2 Vehicles Ill
C. Regulated and Particulate Emissions Results from
Chassis and Engine Transient Tests of Task 3 Vehicles 120
D. Summary of Emission Rates from Chassis and Engine
Testing . H7
E. Summary of Engine and Chassis Emission Rates in
Several Sets of Units ....... ........ ...... 151
F. Regulated and Particulate Emissions Results from Buses
Operated Over the New York Bus Cycle 153
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FIGURES
Number Page
1 Several views of the engine dynamometer, chassis
dynamometer, and the CVS tunnel 14
2 Graphic representation of torque and speed commands for the
1984 Transient cycle for a 250 hp at 2200 rpm diesel
engine 18
3 Heavy-duty chassis driving cycle, 20
4 Heavy-duty chassis New York Bus Cycle 20
5 Schematic of nitropyrene analysis system 24
6 Comparison of HC emissions from chassis and engine tests,
g/km 28
7 Comparison of CO emissions from chassis and engine tests,
g/km 29
8 Comparison of NOx emissions from chassis and engine tests,
g/km 30
9 Comparison of particulate emissions from chassis and
engine tests, g/km 31
10 Comparison of HC emissions from chassis and engine tests,
g/kg fuel . . 33
11 Comparison of CO emissions from chassis and engine tests,
g/kg fuel 34
12 Comparison of NOx emissions from chassis and engine tests,
g/kg fuel 35
13 Comparison of particulate emissions from chassis and
engine tests, g/kg fuel 36
14 Comparison of HC emissions from engine tests and from
chassis tests at several dynamometer settings 46
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FIGURES (Cont'd)
Number Page
15 Comparison of CO emissions from engine tests and from
chassis tests at several dynamometer settings 47
16 Comparison of CO2 emissions from engine tests and from
chassis tests at several dynamometer settings 48
17 Comparison of NOx emissions from engine tests and from
chassis tests at several dynamometer settings 49
18 Comparison of particulate emissions from engine tests and
from chassis tests at several dynamometer settings 50
19 Comparison of fuel specific HC emission rates from engine
tests and from chassis tests at several dynamometer
settings 52
20 Comparison of fuel specific CO emission rates from engine
tests and from chassis tests at several dynamometer
settings 53
21 Comparison of fuel specific NOx emission rates from engine
tests and from chassis tests at several dynamometer
settings 54
22 Comparison of fuel specific particulate emission rates from
engine tests and from chassis tests at several dynamometer
settings • 55
23 Comparison of HC emissions from six buses operated over
the chassis version of the Transient Cycle 64
24 Comparison of CO emissions from six buses operated over
the chassis version of the Transient Cycle 65
25 Comparison of NOx emissions from six buses operated over
the chassis version of the Transient Cycle 66
26 Comparison of particulate emissions from six buses operated
over the chassis version of the Transient Cycle 67
27 Comparison of HC emissions from five single-axle tractors
operated over the chassis version of the Transient Cycle 68
28 Comparison of CO emissions from five single-axle tractors
operated over the chassis version of the Transient Cycle 69
29 Comparison of NOx emissions from five single-axle tractors
operated over the chassis version of the Transient Cycle ..... 70
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FIGURES (Cont'd)
Number Page
30 Comparison of particulate emissions from five single-axle
tractors operated over the chassis version of the
Transient Cycle 71
31 Comparison of HC emissions from 17 dual-axle tractors
operated over the chassis version of the Transient
Cycle . . . 72
32 Comparison of CO emissions from 17 dual-axle tractors
operated over the chassis version of the Transient Cycle 73
33 Comparison of NOx emissions from 17 dual-axle tractors
operated over the chassis version of the Transient Cycle 74
34 Comparison of particulate emissions from 17 dual-axle
tractors operated over the chassis version of the Transient
Cycle 75
35 Comparison of measured and calculated fuel consumption of
buses 82
36 Comparison of measured and calculated fuel consumption of
single-axle tractors 83
37 Comparison of measured and calculated fuel consumption of
dual-axle tractors 84
38 Comparison of measured and calculated fuel consumption of
buses, single-axle tractors, and dual-axle tractors 85
39 Comparison of continuously measured and bag NOx for
Task 3 vehicles 88
40 Comparison of TA1538 relative Ames activity 99
41 Comparison of TA98 relative Ames activity 101
42 Comparison of TA100 relative Ames activity 103
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1
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5
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TABLES
Page
Comparison of Engine and Chassis Transient Cycle Tests 5
Emissions Measured over the Chassis Transient Cycle and New York
Bus Cycle 6
Vehicle Description 11
Dynamometer Parameters for Single-Axle Tractors 10
Dynamometer Parameters for Dual-Axle Tractors 12
Dynamometer Parameters for Buses 13
Diesel Fuel Analysis 15
Constant Volume Sampler (CVS) Dilution Flowrates ....... 17
Minimum Detection Values for Aldehyde and Ketone Samples
Collected During 1 Cold FTP and 3 Hot FTPs 22
Comparison of Emissions from Chassis and Engine Tests from
Several Vehicles 32
Comparison of Emissions From Chassis and Engine Transient Tests
from Several Vehicles (g/kg fuel) 32
Comparison of Engine and Chassis Emission Rate Differences
Based on g/km and g/kg fuel 37
Summary of Engine versus Chassis Transient Agreements Using Fuel
Specific Emission Rates Instead of g/km 37
Summary of Single-Axle Vehicle Emission Results and Fuel
Economy 39
Vehicle 3-24 Test Plan 39
Summary of Emissions in g/km from Vehicle 3-23 Operated at Several
Inertia Settings over the Chassis Transient Cycle Using EM-52S-F
(Phillips DF-2 Reference Fuel) 40
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TABLES (Cont'd)
Number Page
17 Summary of Emissions in g/km from Vehicle 3-24 Operated at Several
Inertia Settings at Standard and Reduced Horsepower over
the Chassis Transient Cycle Using EM-528-F (Phillips DF-2
Reference Fuel) 41
18 Summary of Emissions in g/kg fuel from Vehicle 3-23 Operated at
Several Inertia Settings over the Chassis Transient Cycle
Using EM-528-F (Phillips DF-2 Reference Fuel) 42
19 Summary of Emissions in g/kg fuel from Vehicle 3-24 Operated at
Several Inertia Settings at Standard and Reduced Horsepower over
the Chassis Transient Cycle Using EM-528-F (Phillips DF-2
Reference Fuel) 43
20 Comparison of Composite Engine and Chassis Emissions from
Vehicles 3-23 and 3-24 to Chassis Emissions Measured at
Several Inertia Settings 44
21 Comparison of Composite Fuel Specific Engine and Chassis
Emissions from Vehicles 3-23 and 3-24 Measured at Several
Inertia Settings (g/kg fuel) 44
22 Summary of the Effect of Inertia (Percent GVW) on Agreement
Between Chassis and Engine Transient Emissions for Vehicle 3-23 • 56
23 Summary of the Effect of Inertia (Percent GVW) on Agreement
Between Chassis and Engine Transient Emissions for Vehicle 3-24 • 57
24 Summary of Emissions from Hot-Start Tests Conducted on
Vehicle 3-24 at 55%, 70%, 86%, and 97% of GVW at Standard
and at Reduced Horsepower • 58
25 Summary of Emission Rates of Trucks Tested over the Chassis
Version of the Transient Cycle 59
26 Summary of Emission Rates of Buses Tested over the Chassis
Version of the Transient Cycle 60
27 Summary of Emission Rates of Dual-Axle Tractors Tested over
the Chassis Version of the Transient Cycle 61
28 Summary of Emission Rates of Single-Axle Tractors tested
over the Chassis Version of the Transient Cycle 62
29 Summary of Emission Rates of Buses Tested over the New
York Bus Cycle 76
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TABLES (Cont'd)
Number Page
30 Comparison of Measured vs Calculated Fuel Consumption
from Buses Operated over the Chassis Transient Cycle 78
31 Comparison of Measured vs Calculated Fuel Consumption
from Single-Axle Tractors Operated over the Chassis
Transient Cycle 79
32 Comparison of Measured vs Calculated Fuel Consumption from
Dual-Axle Tractors Operated over the Chassis Transient
Cycle 80
33 Comparison of Emission Rates of NOx Measured Continuously
and Measured in Bags for Several Vehicles Tested over
the Chassis Version of the Transient Cycle 86
34 Comparison of Aldehyde and Ketone Emission Rates From
Vehides Tested over one Cold-Start and Three Hot-Starts
of the Chassis Version of the Transient Cycle 89
35 Comparison of Odor Emission Rates from Vehicles Tested over
one Cold-Start and Three Hot-Starts of the Chassis Version
of the Transient Cycle 92
36 Comparison of Elemental Emission Rates (in mg/km) From
Vehicles Operated over the Chassis Version of the
Transient Cycle 93
37 Summary of Most Prevalent Elemental Emissions (in mg/km)
from Vehicles Operated over the Chassis Version of the
Transient Cycle 95
38 Comparison of Nitropyrene Emission Rates (in Organic
Extractables) from Vehicles Tested over the Chassis
Version of the Transient Cycle 96
39 Summary of Ames Bioassay Analyses from Vehicles Tested
Over the Chassis Version of The Transient Cycle 98
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SECTION 1
INTRODUCTION
This program was initially divided into five tasks. Task 1 involved developing
chassis dynamometer simulation of road load horsepower for truck tractor-trailers and
buses. The purpose of Task 2 was to establish the comparability of engine and chassis
dynamometer procedures. Task 3 involved emissions testing of a variety of buses and
single-axle and dual-axle truck tractors over a chassis version of the transient emissions
test. Task which involved testing with additional fuels, was deleted, and that work
effort was redirected into the testing of additional vehicles in Task 3. The final report
was prepared in Task 5.
OBJECTIVES
The objective of Task 1 was to determine the appropriate amount of power to be
absorbed by a chassis dynamometer to simulate on-road driving of trucks and buses.
Appropriate road load horsepower simulation is important for meaningful emissions
evaluations on a chassis dynamometer.
The objectives of Task 2 were to determine the repeatability of HC, CO, CO2,
NOx, and particulate emissions in chassis cycle and engine cycle tests and whether
there is a correlation between engine cycle and chassis cycle emissions. This task
involved five sets of tests with four vehicles over a chassis version of the transient
cycle for heavy-duty vehicles and with their respective engines over the 1984 transient
test for heavynduty diesel engines.
The objective of Task 3 was to measure HC, CO, CO2, NOx, particulate, and
several unregulated emissions during chassis testing of single-axle and dual-axle
tractors and buses. Unregulated emissions analyses included aldehydes and ketones,
DOAS odor, various elements, organic solubles, and nitropyrenes. In addition, Ames
bioassay analyses were performed on organic solubles samples.
Also, in Task 3, two vehicles were operated over a range of dynamometer inertia
settings. The purpose of these tests was to determine if a better correlation between
chassis cycle and engine cycle emissions could be established by varying chassis inertia
weight settings. The engines were then removed and tested over the engine transient
cycle.
SCOPE
The work performed in Task 1 involved three vehicles, a city bus, a single-axle
truck tractor, and a dual-axle truck tractor. Coastdowns were conducted on the road
for each vehicle under essentially Ideal weather conditions (primarily no wind) and with
zero road grade. Coastdowns were also conducted on the chassis dynamometer with the
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single-axle tractor and the bus. Results of these determinations, along with data
reported in the literature, were used to determine the power to be absorbed by a chassis
dynamometer.
Task 2 involved testing of four vehicles, a city bus with a 1982 Detroit Diesel 6V-
71, two dual-axle tractors, one with a 1980 Cummins Formula 350 and one with a 1980
Detroit Diesel 8V-92TA, and a single-axle tractor equipped with a 1979 IHC DT-466.
Each of the vehicles was tested using a chassis version of the transient cycle over five
tests. The engine from each of these vehicles was removed and installed on the engine
dynamometer and tested using the 1984 engine transient procedure for diesel engines
over five tests. Regulated emissions (HC, CO, CO2, and NOx) and particulate were
measured for all chassis and engine transient tests. The city bus was tested using a DF-
1 Emissions Test Fuel (EM-400-F) and the three tractors were tested with a DF-2
Certification Fuel (EM-528-F).
Task 3 involved testing of five buses, four single-axle tractors, and 15 dual-axle
tractors over the chassis version of the transient cycle. Each vehicle was operated over
a minimum of two duplicate transient cycles. The buses were tested with a DF-1
Emissions test Fuel (EM-455-F), and the tractors were tested with a DF-2 Certification
Fuel (EM-528-F).
Two vehicles, one with an audit engine which had been previously tested, were
obtained and tested using the chassis and the engine test procedures. Chassis testing
was conducted over a range of dynamometer inertia settings to determine if emissions
measured at another inertia setting would better correlate with emissions obtained in
the engine transient test.
Several changes in the scope of work were made during the course of the program
at the request of the project officer. Fuel consumption determinations were expanded
to include Flo-tron fuel measurements, in addition to the carbon balance method.
Continuous measurement of NOx was added beginning with Vehicle 3-5. Previously,
NOx was measured in Tedlar bags only. An improved method for the analysis of
aldehydes and ketones was adopted beginning with Vehicle 3-8. The measurement of
various elements in exhaust and the operation of two vehicles over both chassis and
engine cycles were added to Task 3.
In addition to regulated emissions, Task 3 also included measurement of several
unregulated emissions. Aldehydes and ketones, and phenols were sampled via impinger
methods and analyzed by liquid and gas chromatography, respectively. Odor samples
were collected on Chromosorb traps and analyzed on the Diesel Odor Analysis System
(DOAS). Particulate samples were sent to EPA-RTP for elemental x-ray analyses.
Organic solubles were extracted from 20x20 inch particulate filters using methylene
chloride. A portion of the extractables was analyzed for nitropyrenes using a liquid
chromatograph. Ames bioassay was performed on the remaining portion of extractables
at Southwest Foundation for Biomedical Research, formerly Southwest Foundation for
Research and Education.
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SECTION 2
CONCLUSIONS
This program involved an investigation of emissions from heavy-duty engines and
vehicles under transient cycle operation. Vehicles evaluated included single-axle truck
tractors, dual-axle truck tractors, and city buses.
Initially, an improved chassis dynamometer simulation of road load horsepower
was developed. The subsequent emissions evaluations included: engine transient cycle
tests, vehicle transient cycle tests, reduced chassis dynamometer horsepower settings,
effect of inertia, and selected unregulated emissions.The initial phase involved
developing an improved dynamometer simulation of road power for truck tractor-
trailers and buses. Analytical and experimental studies were performed to
mathematically determine, under essentially ideal environmental conditions, truck or
bus power-speed characteristics. The "coastdown" method (time to decelerate from one
speed to a lower speed) was used to compute road horsepower. From the road
evaluations, a generalized expression for determining road horsepower at various
vehicle speeds was developed.
To determine the chassis dynamometer power settings for a vehicle, the road
horsepower is calculated using the vehicle weight and frontal area. Then, the power
absorbed by the vehicle drive train and tires, the dynamometer bearings, and the tire
and inertia system windage is determined by coastdowns of the vehicle on the
dynamometer. This absorbed power is then subtracted from the calculated total power
required on-the-road, to determine the power values for the controllable power
absorption unit on the chassis dynamometer.
A major finding of the study was the significant effect that non-ideal
environmental conditions have on road-power. Side winds are especially significant, and
merely operating the vehicle in opposite directions over a level course does not cancel
out these effects. From data obtained with side winds present, it appears that the use
of ideal conditions (i.e., no wind, etc.) results in horsepower values that are ten to
fifteen percent lower for tractor-trailer trucks at half payload. Results from this phase
of the study were reported in an SAE paper/!)*
The second phase involved the evaluation of six vehicles over a heavy-duty chassis
transient cycle with subsequent removal of the engines for evaluation over the heavy-
duty engine transient cycle. The emissions results were compared to determine if there
was a correlation between engine and chassis cycle emissions. Using an EPA assigned
engine transient equivalent distance of 10.3 km, chassis cycle HC emissions exceeded
engine cycle HC by 10 to 30 percent and chassis cycle particulate emissions were 18 to
* Numbers in parentheses designate references at the end of the report.
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28 percent greater than engine cycle particulate emissions. CO emissions from chassis
and engine cycle tests were more variable, with chassis cycle CO ranging from 48
percent lower to 27 percent higher than engine cycle CO. NOx values from chassis
cycle tests were in relatively close agreement with engine cycle NOx, on the average,
within 11 percent. The one exception to the preceding emissions values was a city bus
powered by a 1982 Detroit Diesel 6V-71 engine. With this bus, the CO, NOx, and
particulate emissions in the chassis cycle test were approximately twice as high as in
the engine cycle test.
When the engine and chassis comparisons are based on a fuel specific basis, the
agreement is generally improved. Fuel specific emission rate comparisons eliminate
the uncertainty associated with the extrapolation of engine data to g/km. For one
engine, the DD 8V-92TA, the 10.3 km was probably close to true engine operation since
good agreement was achieved for g/km and g/kg fuel. For two vehicles, powered by an
International Harvester DT-466B and a Cummins Formula 350, emissions are in
noticeably better agreement when making comparisons on a fuel specific basis rather
than g/km. Comparison of engine and chassis emissions from a city bus (DD 8V-71)
illustrated virtually no agreement for either fuel specific or g/km, although fuel
specific chassis and engine emission rates were closer.
Two of the vehicles, a single-axle tractor and a dual-axle tractor, were evaluated
at several inertia settings. In general, CO, CO2, NOx, and particulate chassis emissions
increased as dynamometer inertia was increased. Chassis HC remained relatively
constant over the range of inertia settings used. Trends in the chassis and engine
emissions data are summarized in Table 1.
The dual-axle tractor was also tested at reduced horsepower (80 percent of
standard horsepower) to compare the emissions measured at standard horsepower to
emissions measured at reduced horsepower. In general, CO, CO2, NOx, and particulate
emissions from tests conducted at 80 percent of standard horsepower were 5 to 12
percent lower than at standard horsepower. HC emissions did not appear to be
significantly different at the two horsepower settings tested.
The fourth phase of testing was a baseline evaluation of emissions at 70 percent
of GVW from buses, dual-axle tractors, and single-axle tractors. Six buses, 17 dual-
axle tractors, and five single-axle tractors were operated over a chassis version of the
transient cycle. Five of the buses were also tested over a New York Bus Cycle. The
overall average regulated emissions and particulate results are summarized in Table 2.
Average HC emissions measured over the chassis transient cycle were nearly equivalent
for buses and dual-axle tractors, while HC from single-axle tractors was slightly higher.
CO and particulate emissions were lowest from single-axle tractors and highest from
buses tested over the chassis transient cycle. CO2 and NOx emissions were also lowest
from single-axle tractors and highest from dual-axle tractors. HC, CO, CO2, NOx and
particulate emissions were generally higher with buses tested over the New York Bus
Cycle than the chassis transient cycle.
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TABLE 1. COMPARISONS OF ENGINE AND CHASSIS
TRANSIENT CYCLE TESTSa
Emission*
HC
Single-Axle (Vehicle 3-23)b Dual-Axle (Vehicle 3-24)c
CO
C02
NO„
Part.
Engine transient cycle
understates HC at all
inertia settings
Engine transient cycle
overstates CO at all
inertia settings
Engine transient cycle
overstates C02 at all
inertia settings
Engine transient cycle
overstates NOx at all
inertia settings
Engine transient cycle
understates particulates
at all inertia settings
Engine transient cycle
understates HC at all
inertia settings
Engine and chassis cycle
CO correlate at 91
percent of GVW
Engine and chassis cycle
CO2 correlate at 68
percent of GVW
Engine and chassis cycle
N0X correlate at 78
percent of GVW
Engine and chassis cycle
particulate correlate
at 57 percent of GVW
a_ , ,
Emissions comparison based on emission rates in g/km.
Chassis cycle tests conducted at inertia settings of 61%, 70%, 80% and 93%
of GVW.
cChassis cycle tests conducted at inertia settings of 55%, 70%, 86% and 97%
of GVW.
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TABLE 2. EMISSIONS MEASURED OVER THE CHASSIS TRANSIENT CYCLE
AND NEW YORK BUS CYCLE
Vehicle Type
Cyclea
HC
Emission Rate, g/km
CO CO-? NOv13
Part.
Buses
CTC
1.7
27
1235
12
2.5
Dual-Axle Tractors
CTC
1.7
7
1465
17
1.5
Single-Axle Tractors
CTC
1.9
4
1055
9
1.1
Buses
NYBC
2.2
48
1490
15
3.9
Chassis version of the transient cycle and New York Bus Cycle
^NOx from bag measurement
Fuel consumption for chassis and engine testing was determined by the carbon
balance method and by direct measurement using a Flo-tron. Measured fuel
consumption was greater them calculated fuel consumption for all three vehicle types
tested. Measured values were 5 to 12 percent higher than calculated fuel consumption
for buses, 4 to 8 percent higher for single-axle tractors, and 0 to 4 percent higher for
dual-axle tractors. By vehicle group, fuel consumption was lowest for single-axle
tractors and highest for dual-axle tractors.
NOx was measured continuously and in bags for 19 of the vehicles. Overall,
continuous NOx emissions were about seven percent higher than bag NOx emissions, and
NOx measured by the two methods differed by as much as 24 percent.
Selected unregulated emissions were also measured during chassis testing. These
included aldehydes and ketones, phenols, DOAS odor, various elements, and
nitropyrenes. In addition, Ames bioassay analyses were performed on organic
extractables from particulate samples. Generally, phenols were not detected at
significant levels from any of the vehicles tested.
The most prevalent aldehydes and ketones found in dilute exhaust were
formaldehyde, acetaldehyde, and acetone. Formaldehyde concentrations ranged from
10 to 250 mg/km, acetaldehyde was found at levels up to 203 mg/km, and acetone at
levels up to 87 mg/km. Formaldehyde made up 26 to 56 percent of total aldehydes and
ketones emitted from dual-axle tractors, 31 to 59 percent of total aldehydes and
ketones from buses, and about 33 percent of total aldehydes and ketones from single-
axle tractors.
Odor was measured on the Diesel Odor Analysis System (DOAS) as LCA
(aromatics) and LCO (oxygenates). Most of the vehicles produced higher concentrations
of LCA than LCO. As a group, buses produced the highest LCA and lowest LCO levels.
Single axle tractors produced the lowest LCA, while dual-axle tractors produced the
highest LCO.
Of the 31 elements analyzed, only phosphorus and sulfur were found in measurable
levels for all the vehicles evaluated. Chlorine, potassium, magnesium, and iron were
emitted by several of the test vehicles at or above the minimum detection limits.
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Organic extractable samples of particulate were analyzed for 1-nitropyrene and
three dinitropyrenes. No dinitropyrenes were found in measurable quantities, while
1-nitropyrene was found in concentrations ranging from 1 to 17 micrograms/km.
Nitropyrene emissions were highest from single-axle tractors and lowest from buses.
Ames bioassay analyses were performed on organic extract samples using three
tester strains (TA1538, TA98, and TA100), both with and without metabolic activation
(S9). The most sensitive tester strain to the extracts was TA100 without metabolic
activation, and the least sensitive was TAI538. Ames response in revertants/km was
highest for single-axle tractors and lowest for buses.
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SECTION 3
RECOMMENDATIONS
Results reported in this study have provided an important step forward in
understanding the relationship between engine and chassis testing, as well as providing a
significant data base for the characterization of heavy-duty trucks and buses for
gaseous, particulate and unregulated emissions. Upon completion of this program, it
was apparent many areas of investigation remain, before the knowledge of heavy-duty
truck and bus emissions approach that of the automobile. Several of the areas
suggested for additional research are briefly described by various vehicle categories.
CITY BUSES
Engine versus chassis comparisons of a city bus showed virtually no agreement of
gaseous or particulate emissions. Additional work is recommended to include engine
versus chassis comparisons on a different bus with the same engine model. This study
should include the engine bus transient cycle (a cycle not available at the time of this
study) as well as several inertia weights during chassis testing.
Additional buses should be included that would expand the data base to include the
DD 6V-92TA and Cummins V-903 engines, and other engines representing significant
fractions of* the bus population. These evaluations should include both chassis and
engine testing for these engines. Consideration should be also given to developing a
different bus cycle, if it is felt that the current cycle is not representative of real Ufe
bus operation.
DUAL-AXLE DIESEL TRUCK TRACTORS
This program generated a substantial amount of emissions characterization from a
variety of dual-axle tractors. These vehicles basically represent engine production
from 1979-1981. Although most of the major engine models were included in this study,
there will undoubtedably be new models introduced each year. In order to keep current
on in-use emissions characterization of heavy-duty vehicles, it is suggested that EPA
continue a limited amount of characterization to include new technology engines that
will be built to meet the particulate standards.
Several factors influence the gaseous and particulate emissions from a given
engine in a dual-axle truck. The influence of inertia weight on emissions was
investigated in this study, but this was only a first step in understanding the relationship
between chassis and engine emission results. For example, how much does the
transmission and gear train affect emissions, do the tires influence emission results, do
assumptions in frontal area significantly affect emissions from dual-axle tractor. Many
of the questions could be answered by obtaining two vehicles with identical engines, but
different drive trains, tires, etc.; testing the vehicles over the chassis cycle; then
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removing the engine and testing them over the engine transient cycie. Upon
completion, the engines would be switched from their original chassis and the chassis
testing repeated. This would provide information to determine if assumptions made
during chassis testing significantly affect emissions as well as expand the data base for
engine chassis comparisons. In addition, hot-start evaluations would be conducted at
several horsepower settings and inertia weights to further assess the effects of these
parameters.
SINGLE-AXLE DIESEL TRUCK TRACTORS
Results of two engine-chassis comparisons were obtained in this study. In one
case (IHC DT-466B), good agreement was observed, but in the other case (Cummins
NTC-300), virtually no agreement between chassis and engine emissions was observed.
In the case where good agreement was observed, the engine power to vehicle weight
appeared to be more "normally" matched for a single-axle truck tractor. In the case of
the second engine with virtually no agreement in emission results, the Cummins NTC-
300 engine had a relatively high power to vehicle weight ratio. Several of the single-
axle tractors had engines with relatively high power to vehicle weight ratios. The
Cummins NTC-300 engine in a dual-axle tractor would probably provide a better
agreement of chassis and engine emission results. If it is felt that a significant fraction
of the single-axle, truck tractor population is in this category, then additional work
would be warranted. This work could be similar to that described earlier, with a given
engine model (e.g., Cummins NTC-300) being used in both single- and dual-axle tractors
for chassis testing. This engine would also be tested over the engine transient cycle.
The chassis tests should include various horsepower settings to simulate different
frontal areas and different inertia weights to simulate different loadings.
Additional emissions characterization is also in order for single-axle tractors to
include engines that were not available for this study and possibly include Class VI
diesel vehicles. As the technology for developing low particulate heavy-duty diesel
engines becomes available, it is suggested that EPA continue the characterization study
at a low-level of effort.
HEAVY-DUTY GASOLINE VEHICLES
In-house studies in progress at EPA in Research Triangle Park are addressing
heavy-duty gasoline vehicles requiring inertia up to about 19,000 lbs. A significant
portion of the heavy-duty gasoline vehicles are above 19,000 lbs and will not be included
in that study. Only a limited amount of chassis testing on heavy-duty gasoline vehicles
has been conducted using the transient cycle; and even less data exists on engine versus
chassis comparisons. In general, heavy-duty gasoline chassis tests have not included
unregulated emissions characterization. The virtual lack of emissions data in the
heavy-duty gasoline vehicle category suggest that additional work in this area may be
justified. Some vehicle categories that would be good candidates would include school
buses, large box vans and soft drink and beer delivery trucks.
9
-------
SECTION 4
GENERAL EQUIPMENT, INSTRUMENTS, AND PROCEDURES
VEHICLE DESCRIPTION
Four vehicles were tested in Task 2 of this program and 24 vehicles were tested in
Task 3. Descriptions of test vehicles are given in Table 3. Task 2 vehicles were
numbered 2-1, through 2-4, and Task 3 vehicles were numbered consecutively from 3-1
through 3-24. A total of five single-axle tractors, 17 dual-axle tractors, and 6 buses
were tested. One single-axle tractor and one dual-axle tractor were powered by audit
engines which had been previously tested.
Chassis dynamometer parameters used in vehicle testing are given in Tables 4, 5,
and 6 for single-axle tractors, dual-axle tractors, and buses, respectively. The tables
include test inertia, weight on dynamometer roils, and dynamometer horsepower
settings at 50 mph. Horsepower, which had been determined by performing coastdowns
on the dynamometer, was used in this study. The calculations for this procedure are
described in Appendix A.
TABLED. DYNAMOMETER PARAMETERS FOR SINGLE-AXLE TRACTORSa
Vehicle
Engine Description
Teat
Inertia, lbs
Weight on
Dvno Rolls, lbs
EPA Dyno
Setting
at 50 mph, hp
Coaatdown
Dyno Setting
at 50 mph,ho
2-4
1979 IH DT-466
29,000
7550
75.7
61.8
3-1
1978 Cummins Form. 350
29,000
9500
70.8
52.8
3-2
1979 IH DT-466
29,000
7490
75.9
72.3
3-3
1977 Cummins Form. 290
29,000
8730
72.8
65.8
3-23
1981 Cummins NTC-300^
70% of 5WJ
29,000
8250
72.6
43.3
61*
25,500
8250
68.3
41.3
93%
38,500
8250
84.5
53.6
30%
33,000
8250
77.fr
49.7
of a singla-axla true tor with a single-axis trailer Is 41,500 lbs.
jfehicle 3-23 tested at reduced horsepower, 80 percent of standard
10
-------
TABLE 3. VEHICLE DESCRIPTION
thiol*
Chaaaia DeecriPtioa
cab
cnit Description
odooeter
Year
Manufacturer
Modal
1
gmc bvs ii
—
VIA City lu 360
95000
1960
Detroit Oiaaal
6V-71N
2
white rreiqbtllacr
cot
Dual Asia Tractor
38000
1980
niwin*
FoctrlLa 350
3
IBC Tranatar ZZ
COB
Dual Aidt Tractor
33600
1980
Detroit Diaaal
9V-92TX,
4-
ISC 9-2100
CON
Single Asia Tractor
104*50
1979
Int'l Bartoatcr
DV-4668
1
Peterbilt
COB
jingle Axle Tractor
70465
1976
Coalas
foaola 350
2
Ittt'l BMVMtMT
con
Slavic Asle Tractor
59676
1979
lat'l Harvester
DT-466
3
XBC Tnflltu XX
COS
Single Asia Tractor
215790
1977
Cuaadna
FomlA 290
4
IBC Tranatar XX
COB
Oval Asia Tractor
79616
1980
Detroit Diesel
§V-«TA
S
iac Tract**- u
COB
Dual Asia Tractor
230577
1979
Detroit Diesel
8V-92TA
6
Mhite fwighrjlnor
COB
Dual Asia Tractor
261000
1979
Ciwlna
MTC-400
7
White Preiftit liner
COB
Dual Asia Tractor
76875
1981
Cnailin
FocaoU 350
a
acm u
—
VIA City tea 366
163732
1980
Detroit Diaaal
6V-71B
9
qmc m IX
—
VXft city M 382
1*2119
1980
Detroit Dieael
6V-71*
10
Naak
COH
Dual Asia Tractor
221936
1981
Maok
M-J8SR
u
Hack
CON
Doal Asia ttactor
240732
1980
Hack
016-265
12
KMWOTtb
COB
Doal Asia Tractor
100000
1976
Caterpillar
3406 IcoMoq
13
Ken worth
COB
Dual Asia Tractor
190216
1982
Caterpillar
3406
14
Alt* rreigbtliner
COB
Doal Asia Tractor
57755
1982
Cuaaine
Toraula 390
15
Tranatar £X
COB
Dual Asia Tractor
176000
1979
Cundaa
rorwaia 350
1ft
Trmnctar 4300
00N
Dual Asia Tractor
147667
1979
CiiMl.ua
NIC-290
17
Krawoccft
COB
Doal Asia Traotox
156740
1961
Cinaaina
roraKla 350
1«
ford 900
CON
Dual Asia Tractor
33602
1981
Owrtm
WC-500
19
GMC Brigadier
CON*
Dual Asia Tractor
61879
1980
ci—ma
MTC-300
20
9CI9I II ,
-
VIA City Sua 349
137000
1980
Detroit Dieael
6V-71M
21
C&aace «T-50
-
via Mini sua iu
139173
1979
Caterpillar
3208
22
SMC KTf IX
" —
VTA City 307
246968
1978
Detroit Dieael
aVf.71*
23
iac C09670
CO*
tiaele Asia Tractoi
266541
1961
Oaaiai
»rac«300-
24
IHC Tranatar XX
00*
Dual Asia Tractor
177000
1980
Detroit Dieael
8V-92TA
Taat MOM* CxupU
3 t
1^7
Mtlaa eaata («• lattar lmtlmtw
T»« HnO«r 2
foal rariMC 1 (rtMl 1 " OT-l B^niona- *»aft Tami.,
Tml Z • Df-2 Phillips Itafacaaoa*
rami. 3 » us. 1 Maaiana Mat ml)
-Vahlela mafear 1
-Talk 1
*COt daalgaaeas cito 'owr-mlna «ad CO* 4*ai«nataa eomttlntl eab
11
-------
TABLE 5. DYNAMOMETER PARAMETERS FOR DUAL-AXLE TRACTORS&
EPA Dyno Coastdown
Teat Weight on Setting Dyno Setting
Vehicle Engine Description Inertia, lba^ Dyno Rolla, lba at 50 mph, hp at 50 mph.hp
2-2
1980
Cummins Form. 350
54,000
10,700
89.8.
87.0
2-3
1980
DD8V-92TA
54,000
11,100
87.8
58.2
3-4
1980
DD8V-92TA
54,000
10,990
87.5
62.0
3-5
1979
DD8V-92TA
54,000
11,160
87.1
79.1
3-6
1979
Cummins NTC-400
54,000
10,910
87.7
68.6
3-7
1981
Cummins Form. 350
54,000
10,720
88.2
82.4
3-10
1981
Mack EM6-285R
54,000
12,070
84.8
81.1
3-11
1980
Hack EM6-285
54,000
12,160
84.6
76.6
3-12
1976
Cat. 3406 Economy
54,000
12,040
84.9
77.4
3-13
1982
Cat. 3406
54,000
12,380
84.0
58.6
3-14
1982
Cumnins Form. 350
54,000
11,520
86.2
73.5
3-15
1979
Cummins Form. 350
57,000
11,240
90.4
65.2
3-16
1979
Cummins NTC-290
54,000
11,670
85.8
80.6
3-17
1981
Cummins Form. 350
54,000
11,620
86.0
68.7
3-18
1981
Cummins NTC-300
57,000
11,950
88.8
85.0
3-19
1980
Cummins NTC-300
57,000
11,570
89.8
70.4
3-24
1980
DO 8V-92TA
70% of GVW
Std. Hp
Red. Hpc
54,000
54,000
11,100
11,100
87.2
60.2
80.3
52.9
55* of GVW
Std. Hp
Red. Hpc
42,500
42,500
11,100
11,100
72.8
48.3
66.7
47.5
86% of GVW
Std. Hp
Red. Hpe
67,000
67,000
11,100
11,100
103.6
73.4
91.8
62.4
97% of GVW
Std. Hp
Red. Hpc
75,500
75,500
11,100
11,100
114.2
81.8
96.7
68.0
a
GVW of a dual-axis tractor with a dual- axle trailer ranged from 78,000 to 80,000 lba.
Teat inertia varied with GVW
°Reduced horsepower ia 80 percent of standard
12
-------
TABLE 6. DYNAMOMETER PARAMETERS FOR BUSES*
Vehicle
Engine Description
Tast
Inertia, lbs
SPA Dyno
Weight on Setting
Dvrwa Rolls, lbs at 50 mph, hp
Coastdown
Oyno Setting
at 50 mph,hp
2-1
1980 DD6V-71N
28,300
16,670
25.0
21.6
3-8
1980 DD6V-71N
28,300
16,950
23.8
20.0
'3-9
1980 DD6V-71N
28,300
16,970
23.S
25.0
3-20
1980 DD6V-71N
28,300
16,790
24.2
22.9
3-21
1979 Cat. 3208
14,000
7,820
32.8
29.0
3-22
1978 DD8V-71N
28,300
__b
31.3
*GVW of buses ranged from 20,000
Bus raised alightly with jacks
to 36,000 lbs.
FUELS DESCRIPTION
Two diesel fuels were used in this program, DF-1 Emissions Test Fuel for buses
and DF-2 certification fuel for tractors. The DF-2 fuel, EM-528-F, was obtained from
Phillips Petroleum. The first bus tested, Vehicle 2-1, was operated with DF-1 Emissions
Test Fuel EM-4QQ-F (provided by Howell Hydrocarbons) while all subsequent buses,
Vehicles 3-8, 3-9, 3-20, 3-21, and 3-22, were tested using DF-1 Emissions Test Fuel EM-
^55-F from Gulf Oil. Physical properties for the three test fuels are listed in Table 7.
DYNAMOMETERS AND CVS SYSTEMS
Transient engine testine was performed in accord with the 1984 Transient test for
Heavy-Duty Diesel Engines.® The procedure specifies transient engine operation over
variable speed and load, the magnitude of the load depending on the power output
capability of the test engine. The cycle requires relatively rapid dynamometer control,
that is, the capability to load the engine one moment and motor it the next. The
system used in this program consisted of a GE 200 hp motoring/250 hp absorbing
dynamometer coupled to a Midwest 500 hp eddy current (absorbing) dynamometer. with
a suitable control system fabricated in-house. A photograph of the engine from Vehicle
2-1, a DD 6V-71, installed on the engine dynamometer is shown m Figure 1.
Engine transient testing of Engine 2-1 was conducted using a doubiejdUutlon
constant volume sampler (CVS) with the main dilution tunnel ilow set at 1100 CFAJ.
Engines 2-2, 2-3, and 2-4 were operated with a main dilution flow ol 1900 CTM. TTiis
provided a dilution ratio of roughly »:1 in the primary tunraU and 12!l m thejKc°n£ry
tunnel. Secondary tunnel sample llowrates were about 1 CFM for all engine transient
tests.
Chassis transient operation was conducted in general accord with the EPA
Recommended Practice for determining exhaust emissions via the chassis
Transient Cycle.®* Vehicle testing was performed on a tandem drive dynamometer
equipped with two air-gap 350 hp eddy current power absorbers and with inertia wheels
directly connected to each set of rolls. A speed vs load curve, simulating road-load
13
-------
Vehicle 2-4 Single-Axle Tractor Vehicle 3-18 Dual-Axle Tractor
Figure 1. Several views of the engine dynamometer, chassis dynamometer, and the CVS tunnel
-------
TABLE 7 . DIESEL FUEL ANALYSIS
Density, g/m&
Gravity, °API
Cetane (D-976)
Viscosity, CS (D-445)
Plash Point, °C
Sulfur, wt. % (D-1266)
Gum, mg/100 m£ (D-381)
Carbon, wt. %
Hydrogen, wt. %
Nitrogen, wt. %
FIA:
Aromatics, %
Olefins, %
Saturates, %
Distillation (D-86)
IBP, °C
10% Point, °C
20% Point, °C
30% Point, °c
40% Point, ttC
50% Point, °C
60% Point, °c
70% Point, °C
80% Point, °C
90% Point, °C
95% Point, °C
EBP, °C
Recovery, %
Residue, %
Loss
DF-2 Certification
DF-1 Emissions Test Fuels Fuel
EM-400-F EM-455-F EM-528-F
0.812 0.809 0.845
42.9 43.0 35.8
49.0 50.1 47.5
1.69 1.7 2.5
70 53 69
0.17 0.19 0.22
4.6 2.4 2.8
86.37 85.92 86.85
13.54 13.75 13.00
0.006 0.0008 0.01
10.5 12.9 29.1
1.5 3.4 0.9
88.0 83.9 70.0
190 187 188
203 207 217
207 210 231
209 214 243
212 217 253
214 219 262
217 222 270
221 226 278
227 231 288
238 242 301
258 262 311
293 294 323
99.0 99.0 99.5
1.0 0.5 0.5
0 0.5 0
15
-------
horsepower, was programmed into the system using a load control circuit. This method
for determining and setting road load horsepower into the dynamometer was established
in Task 1 and is summarized in Appendix A.
A single dilution CVS with maximum capacity of 12,000 cfm was used with
vehicles tested on the chassis dynamometer. The CVS was set at flow rates ranging
from 4000 to 9000 cfm, depending on engine horsepower and ambient temperature.
Table 8 lists the CVS dilution air flow-rates used for vehicle testing. Photographs of a
bus (Vehicle 3-8), a single-axle tractor (Vehicle 2-4), and a dual-axle tractor (Vehicle 3-
18) on the chassis dynamometer are shown in Figure 1. The CVS tunnel is also shown in
the upper right hand side of the photograph of Vehicle 3-18.
DRIVING CYCLES
Vehicle testing involved vehicle operation over three different driving cycles: the
1984 Transient FTP for Heavy-Duty Diesel Engines (2), the "Recommended Practice for
Determining Exhaust Emissions From Heavy-Duty Vehicles Under Transient
Conditions"^), and the New York Bus Cycled.
The 1984 engine transient cycle is described in the Federal Register by percent of
maximum torque and percent of rated speed for each one-second interval, for a test
cycle of 1199 seconds duration. This 20-minute transient cycle is composed of four
five-minute segments. The four segments are described as follows:
Engine Transient Cycle
Segment Time, sec
New York Non-Freeway (NYNF) 297
Los Angeles Non-Freeway (LANF) 300
Los Angeles Freeway (LAF) 305
New York Non-Freeway (NYNF) 297
In generating the transient cycle for the engines, an engine power curve was
obtained from "minimum to maximum" speed. "Minimum speed" is defined as low idle
rpm less 200 rpm, or 400 rpm, whichever is greater. "Maximum speed" is defined as
curb idle rpm plus 113 percent of the difference between measured rated rpm and curb
idle rpm. The Federal Register specifies that the engine power map begin at 400 rpm.
Data from this "power curve", or engine map, was used in conjunction with the specified
speed and load percentages to form the transient cycle.
A graphic presentation of resulting speed and torque commands used in an engine
transient cycle for a 250 hp diesel engine is given in Figure 2. In this example, the
engine had a peak torque of 650 ft-lbs (880 N*m) and a rated speed of 2200 rpm. The
negative torque commands provide closed-rack motoring of the engine.
An Engine "Transient FTP Test" consists of a cold-start transient cycle followed
by a hot-start transient cycle. For the cold-start, the diesel engine is operated over a
"prep" cycle, then allowed to stand overnight at an ambient soak temperature of 20 to
30°C (68° to 86°F). The cold-start transient cycle begins when the engine is cranked
for cold start-up. Upon completion of the cold-start transient cycle, the engine is shut
16
-------
TABLE 8.
CONSTANT VOLUME SAMPLER (CVS) DILUTION FLOWRATES
Vehicle Dilution Air
Number
Vehicle Description
Flowrate, CFM
2-1
1982
Bus DD6V-71
7000
2-2
1980
Cummins Form. 350
7000
2-3
1980
DD8V-92TA
7000
2-4
1979
IHC DT-466
4000
3-1
1978
Cummins Form. 350
6000
3-2
1979
IH DT-466B
4000
3-3
1977
Cummins Form. 290
6000
3-4
1980
DD8V-92TA
7000
3-5
1979
DD8V-92TA
7000
3-6
1979
Cummins NTC-400
7000
3-7
1981
Cummins Form. 350
7000
3-8
1980
Bus DD6V-71N
7000
3-9
1980
Bus DD6V-71N
7000
3-10
1981
Mack EM6-285R
6000
3-11
1980
Mack EM6-285
6000
3-12
1976
Cat. 3406 Economy
6000
3-13
1982
Cat. 3406
7000
3-14
1982
Cummins Form. 350
8000
3-15
1979
Cummins Form. 350
9000
3-16
1979
Cummins NTC-290
9000
3-17
1981
Cummins Form. 350
9000
3-18
1981
Cummins NTC-300
8000
3-19
1980
Cummins NTC-300
8000
3-20
1980
Bus DD6V-71N
9000
3-21
1979
Bus Cat. 3208
6000
3-22
1978
Bus DD8V-71N
9000
3-23
1981
Cummins NTC-300
6000
3-24
1980
DD8V-92TA
7000
17
-------
NYNF
297 sec.
LAF
305 sec.
LANF
300 sec.
NYNF
297 sec.
700
—
¦O
600
—
4J
f-
500
—
•Q
400
~
300
CJ
200
—
0)
13
100
L_
o
fr—
0
-100
-200
—
-300
500
LJ
jUL
2500 r
2000
1500
1000
700
600
500
400
300
200
100
0
-100
-200
-300
-12500
2000
1500
1000
500
I
1200
X
X
X
X
x
X
X
X
1100 1000
900 800 700 600 500
TimEj Seconds
400
300 200 100
J
0
Figure 2. Graphic representation of torquje and speed commands for the
1984 Transient cycle for a 250 hp at 2200 rpm diesel engine
-------
down and allowed to stand for 20 minutes. After this hot soak period the hot-start
cycle begins with engine cranking.
In order to judge how well the engine follows the transient cycle command, engine
responses are compared to engine commands and several statistics are computed.
According to the Federal Register, the following regression line tolerances should be
met.
REGRESSION LINE TOLERANCES
Speed
Torque
Brake Horsepower
Standard Error of
Estimate (SE) of Y and X
100 rpm
13% of Maximum
Engine Torque
8% of Maximum
Brake Horsepower
Slope of the
Regression Line, M
0.970
1.030
0.83-1.03 Hot
0.77-1.03 Cold
0.89-1.03 (Hot)
0.87-1.03 (Cold)
Coefficient of
Determination, R2
0.9700 1/
0.88 (Hot) 1/
0.8500 (Cold) 1/
0.9100 1/
Y Intercept of the
Regression Line, B
±50 rpm
±15 ft lb
±5.0 brake
horsepower
1/ minimum
In addition to these statistical parameters, the actual cycle work produced should not
be more than 5 percent above, or 15 percent below, the work requested by the command
cycle.
The chassis transient test is composed of a cold-start cycle followed by a 20-
minute soak period and then a hot-start cycle. On the day preceding testing the vehicle
is prepped by driving through the chassis transient test. The vehicle is then allowed to
stand overnight prior to the cold-start. The transient cycle is composed of four
segments which are described as follows:
Chassis Transient Cycle
Segment Time, sec
New York Non-Freeway (NYNF) 254
Los Angeles Non-Freeway (LANF) 267
Los Angeles Freeway (LAF) 285
New York Non-Freeway (NYNF) 254
One chassis transient cycle is a total of 1060 seconds, or approximately 18 minutes.
Figure 3 is a graphical representation of the chassis transient driving cycle. Although
19
-------
NJ
O
100r-
80
¦a
-------
engine and chassis transient cycles are quite similar in most respects, differences in
cycle lengths exist because of inherent differences in the chassis and engine test
procedures.
Another driving cycle used in testing of buses in Task 3 was the New York Bus
cycle. The driving cycle is shown in Figure 4. This experimental driving cycle was
developed from a CAPE-21 study of several buses during in-service operation. Of the
1191 seconds duration of the cycle, 394 seconds are idle. The distance covered by the
test is 2.90 miles and the maximum speed called for by the cycle is 36 mph.
UNREGULATED EMISSIONS
Vehicle exhaust was analyzed for a number of unregulated emissions: aldehydes
and ketones, phenols, odor, organic extractables, and various elements. Organic soluble
samples were analyzed to determine the concentration of nitropyrenes and to determine
mutagenic activity of the soluble material using Ames bioassay.
Phenols
Vehicle exhaust was sampled for phenols by bubbling the exhaust through glass
impingers containing a chilled aqueous solution of IN potassium hydroxide. Dilute
exhaust was passed through two impingers in series at approximately 0.8 ft3/min. The
sample was acidified, extracted with ether, and concentrated to 2 milliliters. The
phenol sample was analyzed using a gas chromatograph (GC) equipped with a flame
ionization detector. This procedure permits the analysis for phenol; salicyladehyde; m-
cresol/p-cresol; p-ethylphenol/2-isopropylphenol/2,3-xylenol/3,5-xylenol/2,4,6-tri-
methylphenol; 2,3,5-trimethylphenol; and 2,3,5,6-tetramethylphenol. A detailed proce-
dure is described in the Interim Report to EPA, Analytical Procedures for
Characterizing Unregulated Emissions from Vehicles Using Middle-Distillate Fuels.^)
Aldehydes and Ketones
Two variations of the 2,4-dinitrophenyl hydrazine (DNPH) method were used in
the analysis of aldehydes and ketones in this program. The first method was applied to
samples from Vehicles 3-1, through 3-7. It involved sampling dilute vehicle exhaust at 4
lit/min through an aqueous 2N HCL scrubber solution of 2,4-dinitr ophenylhydrazine, .
This converts aldehydes and ketones in exhaust to their hydrazone derivatives which
are then filtered and extracted with pentane. The derivatives are subsequently
dissolved in 2 milliliters of methanol and analyzed using an HPLC consisting of a Perkin
Elmer Series 2/2 Pump and a Perkin Elmer LC-75 variable wavelength UV detector (set
at 365 nm). The HPLC was gradient programmed from 70 percent methanol in water to
100 percent methanol (1.1 mUliliters/min) at 0.3 percent methanol/min. The analytical
column was a 25 cm x 4.6 mm Zorbax ODS column. The compounds measured by this
procedure are formaldehyde, acetaldehyde, acrolein, propionaldehyde, acetone, croton-
aldehyde, isobutyraldehyde, methylethylketone, benzaldehyde, and hexanaldehyde.
The second aldehyde and ketone procedure, an improved 2,4-DNPH Technique^),
was used to analyze samples from Vehicles 3-8 through 3-24. This method required less
Workup than the original procedure since the filtration, extraction, and transfer steps
were eliminated. An aliquot of each sample was directly analyzed on the HPLC.
21
-------
Initially, the minimum detection values (MDVS) using the new method were not as
sensitive as the MDVS of the previous method. As shown in Table 9, the new method, as
used to analyze samples from Vehicles 3-8 through 3-13, was significantly less sensitive
than the original aldehyde and ketone procedure. Sensitivity was improved by installing
a more sensitive fixed wavelength detector (Perkin Elmer LC-15B, set at 360nm). The
improved sensitivity is reflected in the MDVS for samples from Vehicles 3-14 through 3-
24, also shown in Table 9.
TABLE 9. MINIMUM DETECTION VALUES FOR ALDEHYDE AND KETONE
SAMPLES COLLECTED DURING 1 COLD FTP AND 3 HOT FTPs
Emission Rate, mq/km
Vehicles
Vehicles
Vehicles
3-3 to 3-7a
3-8 to 3-13
3-14 to 3-24'
Formaldehyde
1
10
0.5
Acetaldehyde
1
13
0.7
Acrolein
1
16
0.8
Propionaldehyde
1
17
0.9
Acetone
1
17
0.9
Crotonaldehyde
2
19
1.0
Isobutyraldehyde
2
19
>1.0
Methylethylketone
2
19
J, „
Benzaldehyde
2
25
y 1.0
Hexanaldehyde
2
24
1.3
^Original aldehyde and
ketone procedure,
sairples extracted
with pentane
cImproved aldehyde and ketone procedure, direct sample analysis
Improved aldehyde and ketone procedure, more sensitive detector
The improved 2,4-DNPH technique involved bubbling dilute exhaust through a
solution of DNPH in acetonitrile containing 1 drop of IN perchloric acid per 5
milliliters of absorbing solution. A portion of the sampling solution is then analyzed by
a direct injection (no extraction) into the HPLC. The HPLC mobile phase consists of a
70:30 mix (VjV) acetonitrile and water (0.3 milliliters/min flow rate) with a gradient
from 70 to 100 percent acetonitrile at 1 percent acetonitrile/min. This variation of the
procedure measures the same aldehydes and ketones as the first method, with the
exception that isobutyraldehyde and methylethylketone elute at the same retention
time.
Diesel Odor Analysis System (DOAS)
Dilute vehicle exhaust was sampled for odorants using stainless steel traps packed
with Chromosorb-102. Two traps were positioned in series for each sample taken. The
flowrate of exhaust through the traps was set at approximately 2.8 lit/min. After
sampling, the odorants on each trap were eluted with 2 milliliters of cyclohexane . A
portion of each sample was analyzed on the Diesel Odor Analysis System (DOAS), a
liquid chromatography system designed for the measurement of two classes of odorous
compounds in diesel exhaust.^»8,9) Oily-kerosene aromatics (LCA) and smoky-burnt
oxygenates (LCO) were separated and analyzed with a UV detector at 254 nm.
22
-------
Elements
Particulate samples collected on 47mm Pallflex filters were analyzed for several
elements at EPA-RTP using x-ray fluorescence.^) The analyses were performed on a
Siemens MRS-3 x-ray spectrometer.
Solvent Extraction of Particulate Filters
Particulate was sampled from dilute vehicle exhaust on three 20 X 20 inch
Pallflex filters during each test cycle. Generally, one cold-start filter and three hot-
start filters were extracted. The filters were individually soxhlet extracted with 400
milliliters of methylene chloride for 8 hours at 4 cycles/hour. The sample volume was
reduced under vacuum to approximately 20-30 milliliters using a rotary evaporator.
Each extract was then quantitatively transferred to a 50 milliliter volumetric flask and
the volume adjusted to the mark. Half of the cold-start extract and half of the hot-
start extract were pipetted out and individually dried and weighed. Percent
extractables were calculated based on the fraction of cold- and hot-start extract taken
to dryness. Cold-start and hot-start extracts were combined in the proportions 1/7
cold-start to 6/7 hot-start for the Ames and nitropyrene analyses. Ames bioassay
required a minimum of 43 mg of extract and nitropyrene analysis needed approximately
10 mg. For some vehicles, additional filters had to be generated and extracted to
obtain the desired extract weight.
Nitropyrenes
The determination of nitropyrenes (1-nitropyrene, 1,3-dinitropyrene, 1,6-dinitro-
pyrene, and 1,8-dinitropyrene) was accomplished using a method developed by the U.S.
Environmental Protection Agency .(ID Nitropyrenes were determined using Soxhlet
extracted samples. The Soxhlet extracted sample was redissolved in a 50:50 mixture of
methylene chloride/methanol. The volume of solvent used is dependent on an estimate
of the nitropyrene levels in the sample. Nitropyrenes were analyzed using a reduction
catalyst which converts nitropyrenes to aminopyrenes and a High Performance Liquid
Chromatograph coupled to a fluorescence detector. A schematic of the analytical
system is shown in Figure 5. Two reduction catalysts are used in the system. The first
catalyst removes oxidative compounds from the solvent and the second catalyst
converts nitropyrenes to the highly fluorescent aminopyrenes. Two Zorbax ODS
analytical columns are used in the system. The first column separates any
aminopyrenes present in the extract from the nitropyrenes before they enter the
reduction catalyst. The second ODS column further separates the reduced nitropyrenes
(aminopyrenes at this point) from other interfering compounds in the extract. The
excitation and emission wavelength settings for the fluorescence detector are 360 and
430 nm , respectively, when analyzing for 1-nitropyrene and 370 and 433 nm,
respectively, when analyzing for dinitropyrenes. Several of the operating parameters
for the system are as follows:
Mobile Phase:
Mobile Phase Flow Rate:
Sample Size:
Catalyst Columns:
77% Methanol/23% water (V:V)
1.1 milliliters per minute
25 microliters
3 inch X 4.6 mm column packed with
ground-up (70 mesh) 3-way catalyst
from a U.S. automobile
23
-------
Solvent
Reservoir
Solvent:
77% Methanol
23% Water
^ Flow
1.1 mA/min
Reduction Catalyst
3 inch x 4.6 mm
Packed with ground
up 3-way catalyst,
70 mesh
Septum-less
Inj ector
Analytical Column
Zorbax ODS Column
25 cm x 4.6 mm
Solvent
Reservoir
Solvent:
1.00% Methanol
T
£
Reduction Catalyst
3 in x 4.6 mm
Packed with ground-up
3-way catalyst, 70 mesh
5
Analytical Column
Zorbax ODS
15 cm x 4.6 mm
Fluorescence Detector
360 nm excitation
430 nm emission for
1-ni tropy rene
Waste
Figure 5. Schematic of nitropyrene analysis system
24
-------
Catalyst Temperatures: 80°C
Analytical Columns: 25 cm X 4.6 mm Zorbax ODS
1-nitropyrene is eluted through the analytical system in approximately 38
minutes. Dinitropyrenes elute with retention times ranging from approximately 29 to
40 minutes. Nitropyrenes are quantified against standards in methylene
chloride/methanol solutions. The 1-nitropyrene (99.9% purity) and a mixture of three
dinitropyrenes were purchased from Midwest Research Institute and used for
preparation of the standard solutions.
Ames Bioassay
Organic extractables were analyzed for mutagenic activity by the S, typhimurium
mutagenicity test (Ames test)'!2), in tester strains TA1538, TA98, and TA100. The
samples were analyzed in triplicate for mutagenic activity in the presence and absence
of the S9 external metabolic activation system, Aroclor-induced rat liver homogenate.
Due to the importance attached to the potent mutagenic activity seen with nitro-
containing polycyclic aromatic hydrocarbons (PAHs), particularly those identified in
extracts of diesel exhaust, 1-nitropyrene was also included with the standard diagnostic
mutagens as recommended by Maron and Ames.'*3)
QUALITY ASSURANCE
The quality assurance requirements of this program were divided into three areas,
preparation of a quality assurance project plan, participation in performance audits, and
maintenance of records and documentation of calibration, raw data, and computer
printouts. The quality assurance project plan was prepared according to the guidelines
established in the project proposal. The plan described and outlined calibration
techniques and frequency, accuracy and precision of data, measurement and testing
procedures, and internal quality control checks. To conform to the requirement of
performance audits, personnel from the Department of Quality Assurance and
Administration at SwRI made periodic on-site qualitative system audits.
The following records have been maintained:
1. Calibration and maintenance records on the dynamometer, CVS, gas
analyzers, gas chromatographs, high pressure liquid chromatographs, and
filter weighing chamber and microbalance.
2. Vehicle specification sheets including basic operating check.
3. Raw data sheets for all tests and cycles in which regulated and unregulated
measurements were made.
4. Laboratory notebooks containing filter weights and percent extracted
solubles calculations.
5. Data encoding sheets, computer printouts and data reduction program of the
CDC Cyber 172 computer.
6. A file of HP-67 computer programs used in the calibration of laboratory
equipment and analyzers, and for the calculation of unregulated emissions.
25
-------
In addition to the quality assurance requirements, good engineering practices were
applied and Federal Register guidelines were followed throughout the program to ensure
quality data.
A problem occurred with the testing of Vehicle 3-23 which was incorrectly
operated at 80 percent of the desired horsepower. The wrong frontal area was used to
calculate the air resistance term of the horsepower. This type of problem is not
normally covered by a quality assurance plan. The data from the tests performed on
Vehicle 3-23 were compared to data from previously tested vehicles and no unusual
trends were observed. The error was discovered when dynamometer pararmeters were
being compared. An additional vehicle was tested at the correct horsepower to provide
the desired data.
26
-------
SECTION 5
RESULTS
The scope of this program included the measurement of regulated and unregulated
emissions from trucks and buses under transient operation. Regulated emissions which
were measured included HC, CO, CO2, and NOx. The measurement of unregulated
emissions included particulates, aldehydes, ketones, phenols, nitropyrenes, various
elements, and DOAS odor. Also, Ames bioassay analyses were conducted on organic
extracts from particulate filters. Emissions data were compared and trends noted,
however, specific correlations of emissions were beyond the scope of this project. Task
2 involved the measurement of regulated emissions and particulate in both chassis and
engine evaluations. Task 3 involved the measurement of regulated and unregulated
emissions in chassis evaluations, the effect of vehicle inertia on emissions, and limited
engine evaluations. The emissions results for all tests conducted are given in Appendix
B for the Task 2 evaluations and in Appendix C for Task 3 evaluations. When composite
emissions are given, the values were calculated by weighting cold-start and hot-start
emissions by 1/7 and 6/7, respectively.
ENGINE VS CHASSIS EMISSIONS SUMMARY
Engines from six of the test vehicles (Vehicles 2-1, 2-2, 2-3, 2-4, 3-23, and 3-24)
were removed and tested over the engine transient cycle and the vehicles were tested
over the chassis transient cycle. The engine transient procedure produces emission
results expressed on a brake specific basis, i.e., g/hp-hr. The chassis transient cycle
produces emission results expressed in g/km. In 1978, EPA had determined that the
average equivalent distance traveled during an engine transient test was 10.3 km. This
distance was used for engine transient results converted to g/km. Another method of
comparison is on a fuel specific basis, I.e., g/kg fuel. This method is also used in
comparing engine and chassis transient emission results.
Emission results from six vehicles are listed by cold-start, hot-start and
composite in Appendix D and are summarized in Appendix E. HC, CO, NOx and
particulate emissions (in g/km) from chassis and engine tests are compared in Figures 6,
7, 8, and 9, respectively, and summarized in Table 10 in g/km. HC chassis emissions
generally exceeded engine emissions by 10 to 30 percent with the exception of Vehicle
2-1, in which chassis HC was lower than engine HC by 16 percent. Vehide 3-23 emitted
the highest level of chassis and engine HC while Vehicle 2-4 produced the lowest levels.
Vehicle 2-1, had relatively high chassis CO emissions, 21 g/km compared to the other
vehicles, 2 to 6 g/km. NOx emissions from Vehicles 2-2, 2-3, 2-4, and 3-24 chassis and
engine tests agreed within 11 percent. However, NOx produced by Vehicle 2-1 during
chassis tests exceeded engine NOx by 65 percent while NOx from Vehicle 3-23 chassis
tests were 38 percent lower than engine NOx. Vehicle 3-24 produced the highest NOx
levels of the six vehicles. Particulate emissions from chassis tests were generally
higher than particulate produced during engine testing (by 18 to 28 percent). Vehicle
27
-------
4.o r
3.0 -
2.0 -
1.0 _
0.0
Chassis HC
Engine HC
ITi'iYi"!
SaS»i
XvXl
%:???
m
m
&
¦
mm
2-1
2-2
2-3
2-4
3-23
3-24
Vehicle Number
Figure 6. Comparison of HC emissions from chassis and engine test%
gAm
28
-------
2-1 2-2 2-3 2-4 3-23 3-24
vemcie Number
Figure 7 . Comparison of CO emissions from chassis and engine tests,
g/km
29
-------
20.or
15.0
10.0 -
2-1
2-2
Wm Chassis N0X
Engine N0X
•xw-M
m
is
§!¦
;!
<<•:<
fSw
M
>Xv
i
«
$*:
fi«
2-3 2-4
Vehicle Number
3-23
3-24
Figure 8. Comparison of NO emissions from chassis and engine tests,
g/km
30
-------
2.0 r-
2-1
2-2
Chassis particulate
Engine particulate
2-3 2-4
Vehicle Number
v.v.v
•ma
m&
m
SiSsi
3-23
mi
M
ma
mi
vXvH
•m*
3-24
Figure 9 . Comparison of particulate emissions from chassis and engine
tests, g/km
31
-------
2-3 produced nearly equivalent amounts of particulate in chassis and engine tests.
Particulate emissions from chassis tests of Vehicle 2-1 were double the amount of
particulate emissions from engine tests.
TABLE 10. COMPARISON OF EMISSIONS FROM CHASSIS AND ENGINE
TESTS FROM SEVERAL VEHICLES
Composite Emission Rate. q/taa
Vehicle
Number
Vehicle
~eecriDtion
HC
CO
NO*
Parr.
Chassis
Engine* Chassis
Engine* Chassis
Engine* Chassis
Engine
2-1
Bus DD6V-71
1.74
2.08
21.4
5.92
10.8
6.56
1.28
0.63
2-2
Dual-Axle Cunmins
2.06
1.38
5.56
4.39
14.3
13.7
0.97
0.82
Form. 350
2-3
Dual-Axle DD8V-92TA
1.72
1.34
2.24
4.33
13.4
15.1
0.37
0.39
2-4
Single-Axle XHC
1.15
1.00
2.32
2.62
3.91
8.31
0.78
0.64
DT-466
3-23
Single-Axle
3.16
2.30
3.70
5.55
3.99
14.6
1.19
0.93
Cummins NTC-300
3-24
Dual-Axle DD8V-92TA
1.62
1.36
4.67
6.66
17.6
18.7
1.35
1.14
^Engine transient emission rata based on an engine equivalent distance of 10.3 km.
A comparison of engine and chassis fuel specific emission rates (i.e., g/kg fuel)
eliminates the uncertainty associated with using the assigned distance of 10.3 km. A
summary of fuel specific emissions rates for engine and chassis transient tests is
presented in Table 11. A direct comparison of engine versus chassis HC, CO, NOx and
particulate emission rates is illustrated in the bar charts presented as Figures 10, 11,
12, and 13. As anticipated, chassis versus engine comparisons were improved in most
cases when-using fuel specific emission values (although Vehicle 2-3 comparisons were
the same for g/km and g/kg fuel). The g/km and g/kg fuel percent differences in
chassis and engine transient emission results relative to engine emissions is presented in
Table 12. The net result of using g/kg fuel emissions rather than g/km for chassis
versus engine comparisons is summarized in Table 13. In general, agreement was
improved 54 percent, remained the same 33 percent, and was reduced 13 percent of the
time when using fuel specific emission rates instead of g/km.
TABLE 11. COMPARISON OF EMISSIONS FROM CHASSIS AND ENGINE
TRANSIENT TESTS FROM SEVERAL VEHICLES (g/kg fuel)
Composite Emission Rate, g/kg fuel
Vehicle
HC
CO
NO
*
Particulate
Number
Chassis
Engine
Chassis
Engine
Chassis
Engine
Chassis
Engine
2-1
4.23
7.25
51.9
20.5
26.4
22.8
3.10
2.21
2-2
4.69
4.83
12.7
11.3
32.7
34.6
2.21
2.12
2-3
3.81
2.97
4.97
9.50
29.8
33.2
1.93
1.94
2-4
3.69
3.63
8.89
9.47
28.1
30.1
2.50
2.30
3-23
9.60
7.26
11.2
14.4
27.2
37.9
3.59
2.42
3-24
3.18
2.71
9.17
13.3
32
34.4
37.2
2.64
2.28
-------
2-1 2-2 2-3 2-4 3-23 3-24
Vehicle Number
Figure 10. Comparison of HC emissions from chassis and engine tests,
g/kg fuel
33
-------
60
50
20
Chassis CO
Engine CO
<4-1
60
*
oo
rt
OS
c
0
•H
to
CO
1
w
o
u
15
10
'fc
•w«v!l
M*>M
»fc>3
ii
n
n
2-1
2-2
2-3
2-4
3-23
3-24
Vehicle Number
Figure 11. Comparison of CO emissions from chassis and engine tests,
g/kg fuel
34
-------
m Chassis N0X
IH| Engine N0X
40 r
2-1 2-2 2-3 2-4 3-23 3-24
Vehicle Number
Figure 12. Comparison of N0X emissions from chassis and engine tests
g/kg fuel
35
-------
4.0 r
r-H
01
3
<*-!
60
3.0
60
0)
4J
cd
M
C
o
•H
2.0
W
•H
a
0)
-------
TABLE 12. COMPARISON OF ENGINE AND CHASSIS EMISSION RATE
DIFFERENCES BASED ON g/km AND g/kg fuel*
Percent Difference Between Chassis and Transient Emission Rates
Vehicle
HC
CO
NOv
Particulate
Number
g/km
R/kR fuel
g/km
g/kg fuel
g/km
g/ke fuel
g/km
g/kg fuel
2-1
-16
-42
+261
+153
+65
+16
+103
+40
2-2
+10
-3
+27
+12
+4
-5
+18
+4
2-3
+28
+28
-48
-48
-11
-10
-2
-1
2-4
+15
+2
+8
-6
+7
-7
+22
+9
3-23
+13
+32
-33
-22
-38
-28
+28
+49
3-24
+19
+17
-30
-31
-6
-8
+18
+16
aPercent differences were calculated relative to engine emissions
TABLE 13. SUMMARY OF ENGINE VERSUS CHASSIS TRANSIENT AGREEMENTS
USING FUEL SPECIFIC EMISSION RATES INSTEAD OF g/km
Vehicle
HC
CO
NOy
Part.
2-1
(-)
(+)
(+)
(+)
2-2
to
to
a>
to
2-3
(±>
(±)
(±)
C±)
2-4
(+)
(±)
(±)
(+)
3-23
(-)
(+)
(+>
(-)
3-24
(+)
(+)
C±)
(+)
(±) denotes no change in agreement
(+) denotes improved agreement when using g/kg fuel
(-) denotes decrease in agreement when using g/kg fuel
Recap of Summary:
(+) = 13/24 or 54 percent
(±) = 8/24 or 33 percent
(-) = 3/24 or 12 percent
The limited amount of chassis and engine data obtained in this project provides an
opportunity to speculate on the reasons for agreement and disagreement. The engine
transient procedure is basically \frell defined and accordingly does not address the end
application of the engine. Although this is the appropriate approach for certification, it
does not account for the end-use of the engine. The engine transient cycle basically
37
-------
exercises the engine over a speed-load map based on the capability of the engine. In
the case of the chassis transient cycle, many variables exist and a number of
assumptions must be made. For example, in setting horsepower and inertia during
chassis testing, assumptions about the size of trailer being pulled (i.e., frontal area) and
inertia weight had to be made. In some cases, it is possible to get an engine in either a
single-axle or a dual-axle truck, such as a Cummins 300. In the case of the single-axle
truck, the engine is only required to deliver a portion of the power it is capable of
producing; whereas, in a dual-axle vehicle, the engine is required to work considerably
harder.
In addition to the assumptions associated with determination of load and inertia
and engine-vehicle match, other parameters must be considered. These include tires,
transmission, etc. The effect of transmission is best illustrated by the city bus powered
by the DD 6V-71. The engine transient emission results of the DD 6V-71 were
relatively close to the emissions results from other heavy-duty engines tested; however,
when the engine was reinstalled in the bus and tested over the chassis transient cycle,
CO, NOx and particulate emissions rates were significantly higher than the engine
transient emissions. The lack of engine versus chassis emission agreement with the
DD 6V-71 is suspected to be due to the automatic transmission in the bus. None of the
other vehicles involved in engine versus chassis comparisons were equipped with
automatic transmissions.
EFFECT OF INERTIA
Additional tests were performed over a range of inertia settings for two Vehicles,
3-23 and 3-24. These tests were performed to determine if a different inertia setting
could provide a better correlation between engine and chassis emission tests. The
emissions comparisons in the previous section involved testing with inertia settings of
70 percent of gross vehicle weight (GVW).
Chassis tests were performed on Vehicle 3-23 at 61%, 70%, 80%, and 93% of
GVW. This vehicle was operated at a horsepower lower than usual due to a discrepancy
in determining the frontal area of the vehicle. The dimensions of the front of the truck
were used to calculate the air resistance term of road load horsepower instead of using
the dimensions of a standard van semi-trailer. The resulting road load horsepower that
was used was 84 hp at 50 mph instead of 104 hp at 50 mph, 19% low. At 40 mph, the
road load was 53.5 hp versus normally used 64 hp, or 16% low. At 30 mph, road load
was 32 hp versus normally used 36.5 hp or 12% low. At 20 mph, the road load was 7%
low (17.6 hp vs 18.9) and at 10 mph, the road load was 7.6 hp vs 7.7 hp, or 1% low.
Table 14 contains a summary of HC, CO, CO2, NOx, and particulate emissions and fuel
economy from the five single-axle vehicles tested in this program. The CO, CO2, NOx,
and particulate emission rates and fuel economy from Vehicle 3-23 fall within the range
of values for Vehicles 2-4, 3-1, 3-2, and 3-3. The higher HC cannot be attributed to the
road load difference.
Chassis tests were also performed on Vehicle 3-24 at four inertia settings, 55%
70%, 86%, and 97% of GVW. Tests were conducted at standard and reduced
horsepower. The reduced horsepower dynamometer setting (80 percent of standard
horsepower) was the dynamometer horsepower at which Vehicle 3-23 was incorrectly
operated. Vehicle 3-24 was tested at both horsepower settings to determine if
emissions would vary with dynamometer horsepower. Tests conducted on Vehicle 3-24
at reduced horsepower produced between 4 and 12 percent less CO, CO2, NOx, and
38
-------
TABLE 14. SUMMARY OF SINGLE-AXLE VEHICLE EMISSION
RESULTS AND FUEL ECONOMY
Vehicle
HP @
Emission Rate, g/km
Fuel
Economy,
ID
Year
Mfg.
Model
50 mph
HC
CO
CO?
NOy
Part.
£/100 km
2-4
1979
IHC
DT-466B
104
1.15
2.82
998
8.91
0.78
37.5
3-1
1978
CUM
F-350
104
2.18
3.76
1171
8.00
1.16
44.1
3-2
1979
IHC
DT-466
104
1.07
2.66
1008
10.8
0.81
37.8
3-3
1977
CUM
F-290
104
2.14
5.83
1066
9.15
1.43
40.3
3-23
1981
CUM
NTC-300
84
3.17
3.70
1036
8.00
1.19
39.2
particulate than
tests performed
at standard horsepower. HC emissions did not vary
significantly between standard and reduced horsepower settings. However, these results
do not necessarily imply the same relationship between horsepower and emissions for the
single-axle tractor, Vehicle 3-23.
The test plan for the chassis operation of Vehicle 3-24 is shown in Table 15, Only
hot-starts were performed at reduced horsepower at 86%, 97%, and 55% of GVW. The
vehicle was operated over both cold- and hot-starts at reduced horsepower at 70 percent
of GVW. Emissions results from individual tests of Vehicles 3-23 and 3-24 in g/km and
g/kg fuel are found in Appendix C. Vehicles 3-23 and 3-24 emissions in g/km are
summarized in Tables 16 and 17, respectively, while fuel specific emission rates are
summarized in Tables 18 and 19.
TABLE 15. VEHICLE 3-24 TEST PLAN
Test Day Inertia Weight
1
2
3
4
5
6
7
8
9
10
70% of GVW
86% of GVW
97% of GVW
55% of GVW
Test
Condition
standard HP
standard HP
reduced HPa
reduced HP
standard HP
reduced HP
standard HP
reduced HP
standard HP
reduced HP
standard HP
reduced HP
standard HP
reduced HP
standard HP
reduced HP
Test Number
32421 R-l
32421 R-2
32421 R-3
32421 R-4
32422 R-l
32422 R-2
32422 R-3
32422 R-4
32423 R-l
32423 R-2
32423 R-3
32423 R-4
32424 R-l
32424 R-2
32424 R-3
32424 R-4
Test Cycle
cold, hot
cold, hot 1, hot 2, hot 3
cold, hot
cold, hot
cold, hot
hot 1, hot 2
cold, hot
hot 1, hot 2
cold, hot
hot 1, hot 2
cold, hot
hot 1, hot 2
cold, hot
hot 1, hot 2
cold, hot
hot 1, hot 2
aReduced horsepower was 80 percent of standard horsepower
39
-------
TABLE 16. SUMMARY OF EMISSIONS IN G/KM FROM VEHICLE 3-23 OPERATED AT SEVERAL INERTIA SETTINGS
OVER THE CHASSIS TRANSIENT CYCLE USING EM-528-F {PHILLIPS DF-2 REFERENCE FUEL)a
Emission Rate, g/ka^
Percent
Cold-Start
Hot-Start
Composite
of GVW
HC
CO
C02
NO*0
Part.
HC
CO
CO-}
NOx*"'
Part.
HC
CO
C02
NOxto
Part.
61%
3.32
4.39
1102
8.21
1.56
3.33
3.69
989
8.40
1.16
1.33
3.79
1006
8.37
1.22
70%
3.18
4.20
1154
9.04
1.46
3.16
3.61
1016
0.99
1.14
3.16
3.70
1036
8.99
1.19
80%
3.42
4.52
1178
9.49
1.60
3.56
4.08
1099
10.6
1.26
3.54
4.15
1110
10.4
1.31
93%
3.27
4.81
1240
10.6
1.57
3.18
4.10
1136
10.9
1.22
3.14
4.20
1152
10.8
1.26
Avg.
3.30
4.48
1168
9.34
1.55
3.31
3.87
1060
9.72
1.20
3.29
3.96
1076
9.64
1.25
S.D.°
0.10
0.26
57
1.00
0.06
0.18
0.26
69
1.22
0.06
0.19
0.25
67
1.15
0.05
c.v.d
3
6
5
11
4
6
7
7
13
5
6
6
6
12
4
C.V,
,e 3
4
1
3
6
^Vehicle 3-23 was tested at a reduced horsepower, 80% of standard
NOx from bag measurement
^Standard deviation
Coefficient of variation, %
^Coefficient of variation from identical repetitive testing in Task 2
Average of two tests
-------
TABLE 17. SUMMARY OF EMISSIONS IN GAM FROM VEHICLE 3-24 OPERATED AT SEVERAL INERTIA SETTINGS AT
STANDARD AND REDUCED HORSEPOWER OVER THE CHASSIS TRANSIENT CYCLE USING EM-528-F
(PHILLIPS DF-2 REFERENCE FUEL)
Emission Rate, g/tan
Percent
Cold-Start
Hot-Start
Composite
of BVH.
.Horsepower®
HC
CO
CO,
NO*d
Part.
HC
CO
CO2
H0xb
Part.
HC
CO
CO2
NOi(b
Part.
55%
Standard
l;59
3.31
1514
14.6
1.14
1.74
3.37
1400
14.4
1.14
1.71
3.36
1416
14.4
1.14
Reduced
1.66
3.17
1324
12.9
1.07
c
70%
Standard
1.59
4.37
1686
17.0
1.29
1.63
4.72
1596
17.6
1.36
1.62
4.67
1609
17.6
1.35
Reduced
1.71
4.12
1606
16.4
1.23
1.68
4.13
1523
16.4
1.14
1.68
4.13
1534
16.4
1.16
86%
Standard
1.72
5.16
1666
20.5
1.28
1.64
5.92
1760
19.6
1.26
1.65
5.81
1775
19.8
1.26
Reduced
Standard
Reduced
c
1.63
1.65
1.66
5.45
7.78
7.11
1596
ld33
1706
17.3
21.5
19.5
1.11
1.40
1.27
c
97%
1.71
6.65
1932
21.8
1.50
c
1.66
7.62
1847
21.5
1.41
c
3Horsepower programed into dynamometer, reduced = 80% of standard
bNO]( from bag measurement
cHo cold-start at reduced horsepower
-------
TABLE 18. SUMMARY OF EMISSIONS IN G/KG FUEL FROM VEHICLE 3-23 OPERATED AT SEVERAL INERTIA
SETTINGS OVER THE CHASSIS TRANSIENT CYCLE USING EM-528-F (PHILLIPS DF-2 REFERENCE FUEL)a
Bai.sai.on Rate, g/kg fuel
Percent
Cold-Start
Hot-Start
Composite
of GVW
HC
CO
C02
NOx"
Part.
HC
CO
C02
Part.
HC
CO
CO 9
HOvb
Part.
61*
9.42
12.4
3130
23.3
4.44
10.5
11.7
3128
26.6
3.68
10.4
11.8
3128
26.1
3.80
70*
8.6S
11.4
3133
24.6
3.96
9.76
11.1
3130
27.7
3.53
9.60
11.2
3130
27.2
3.59
80*
9.10
12.0
3130
25.2
4.24
10.2
11.6
3129
30.7
3.60
10.0
11.7
3128
30.0
3.68
93*
8.26
12.2
3134
26.7
3.9?
8.60
11.3
3134
30.1
3.36
8.55
11.4
3134
29.6
3.44
Avg.
8.86
12.0
3132
25.0
4.15
9.77
11.4
3130
28.8
3.54
9.64
11.5
3130
28.2
3.63
S.D.C
0.51
0.4
2
1.4
0.23
0.83
0.3
3
1.9
0.14
0.80
0.3
3
1.9
0.15
C.V.d
6"
4
<0.5
6
6
9
2
<0.5
7
4
8
2
<0.5
7
4
^Vehicle 3-23 was tested at a reduced horsepower, 80* of standard
N0X from bag raeasureeent
^Standard deviation
^Coefficient of variation, *
eCoefficient of variation from identical repetitive testing in Task 2
-------
TABLE 19. SUMMARY OF EMISSIONS IN G/KG FUEL FROM VEHICLE 3-24 OPERATED AT SEVERAL INERTIA SETTINGS
AT STANDARD AND REDUCED HORSEPOWER OVER THE CHASSIS TRANSIENT CYCLE USING EM-528-F
(PHILLIPS. DF-2 REFERENCE FUEL)
Cold-Start
Emission Rate, g/kg fuel
Hot-Start
¦C*
U)
Of GVW
Horsepower*
HC
CO
£°2_
NOxb
Put.
HC
CO
CP2
N0*»>
Part,
55%
Standard
3.32
6.90
3158
30.4
2.38
3.91
7.60
3155
32.4
2.56
Reduced
3.96
7.55
3155
30.8
2.54
70%
Standard
2.97
8.19
3157
31.9
2.41
3.21
9.33
3154
34.8
2.68
Reduced
3.37
8.09
3157
32.2
2.42
3.47
8.55
3154
33.9
2.36
86%
Standard
2.91
8.74
3157
34.7
2.16
2.93
10.6
3154
35.2
2.25
Reduced
c
3.25
10.8
3152
33.9
2.20
97%
Standard
2.79
10.9
3153
85.5
2.44
2.83
13.4
3150
36.9
2.40
Reduced
3.05
13.1
3149
36.0
2.35
HC
CO
Composite
CO 2 HOy*> Part.
3.18
3.46
2.93
9.17
8.48
10.4
3155
3155
3154
3.83 7.50 3156 32.1 2.53
34.4 2.64
33.7 2.37
35.2 2.24
2.82 13.0 3150 36.7 2.41
^Horsepower programmed into dynamometer, reduced « 80t of standard
from bag measurement
cNo cold-start at reduced horsepower
-------
Composite chassis arid engine transient emission results from Vehicles 3-23 and
3-24 are presented in Tables 20 (g/km) and 21 (g/kg fuel). Engine transient g/km values
were calculated using the EPA assigned 10.3 km as the vehicle equivalent distance of
the engine transient test. This value is an average distance that the average engine
would travel in a typical heavy-duty application. The 10.3 km distance may or may not
represent the actual equivalent distance for Vehicles 3-23 and 3-24. Fuel specific (g/kg
fuel) emission rates may be more appropriate for making engine and chassis
comparisons. This section describes the comparison of engine and chassis transient
emissions for emission rates expressed in g/km (based on the 10.3 km engine equivalent
distance) and g/kg fuel, a fuel specific comparison.
TABLE 20. COMPARISON OF ENGINE AND CHASSIS EMISSIONS FROM
VEHICLES 3-23 AND 3-24 MEASURED AT SEVERAL INERTIA SETTINGS (g/km)
Vehicle
Number Vehicle Description HC
3-23°
Engine Emissions, g/km'
Singla-axle 1981
Cummins NTC-300
2.80
CO
5.55
-£22.
1211
NOjj
14.6
Part.
0.93
Percent
Chassis Bnissions, g/km
of GVW
HC
CO CO 2
22s°
Part.
61%
3.33
3.79 1006
8.37
1.22
70%
3.16
3.70 1036
S.99
1.19
80%
3.54
4.15 1110
10.4
1.31
93%
3.14
4.20 1152
10.8
1.26
3-24
Dual-axle 1980
1.36 6.66 1583 18.7 1.14
55%
1.71
3.36
1416
14.4
1.14
DD8V-92TA
70%
1.62
4.67
1609
17.6
1.35
86%
1.65
5.81
1775
19.8
1.26
97%
1.66
7.62
1847
21.5
1.41
^Engine emission rates are based on a 10.3 tan engine test cycle
NO* from hag measurement
cVehicle 3-23 chassis emissions were measured at 80 percent of standard horsepower
TABLE 21. COMPARISON OF COMPOSITE FUEL SPECIFIC ENGINE AND CHASSIS
EMISSIONS FROM VEHICLES 3-23 AND 3-24 MEASURED AT SEVERAL INERTIA
SETTINGS(g/kg fuel)
Vehicle
Engine Emissions
, gAg fuel
Percent
Chassis Emissions
, g/kg fuel
Number
Vehicle Description
HC CO
3136
NOy* Part.
of GVW
HC
CO
«2_
3128
3130
NOxa
Part.
3-23b
Single-axle 1981
Cummins NTC-300
7.26 14.4
37.9 2.42
61%
70%
10.4
9.60
11.8
11.2
26.1
27.2
3.80
3.59
80%
10.0
11.7
3128
30.0
3.68
93%
8.55
11.4
3134
29.6
3.44
3-24
Dual-axle 1980
DD8V-92TA
2.71 13.3
3153
37.2 2.28
55%
70%
3.83
3.18
7.50
9.17
3156
3155
32.1
34.4
2.53
2.64
36%
2.93
10.4
3154
35.2
2.24
97%
2.82
13.0
3150
36.7
2.41
A
jjNOx from bag measurement
Vehicle 3-23 chassis emissions were measured at 80 percent of standard horsepower
44
-------
Comparison of g/km emission rates for engine and chassis transient tests are
presented in Figures 14, 15, 16, 17, and 18. The chassis tests for Vehicle 3-23 were
conducted at 61, 70, 80, and 93 percent of GVW. Vehicle 3-24 was tested at 55, 70, 86,
and 97 percent of GVW. Figure 14 illustrates the relationship between HC g/km
emissions from Vehicles 3-23 and 3-24 tested over the engine transient cycle and the
chassis transient cycle using several inertia weights. Vehicle 3-23 chassis HC were
about 20 percent higher than engine HC, while engine HC from Vehicle 3-24 was about
20 percent higher than chassis HC. Inertia had little effect on chassis emissions from
either vehicle.
Figure 15 presents a comparison of engine CO g/km emissions with chassis
transient emissions at several inertia weights. Vehicle 3-23 engine CO emissions were
about 35 percent higher than chassis emissions. Chassis CO emissions increased slightly
with an increase in inertia weight. Chassis and engine CO emissions did not agree at
any inertia weight for Vehicle 3-23. Figure 15 also illustrates the relationship of the
effect of inertia on CO chassis emissions from Vehicle 3-24 in comparison to the engine
transient tests. Chassis CO emission rates (in g/km) increased significantly with an
increase in inertia weight. Agreement of engine and chassis CO emissions for Vehicle
3-24 occurred at about 90 percent GVW.
The relationship between inertia weight and CO2 emission rates (g/km) from
Vehicles 3-23 and 3-24 is illustrated in Figure 16. Chassis CO2 emission rates increased
with increased inertia but never achieved the CO2 emission rate of the engine test for
Vehicle 3-23. At 70 percent of GVW, CO2 emission rates (g/km) from engine and
chassis tests agreed. The EPA-recommended practice for chassis transient testing also
specifies using 70 percent GVW.
The effect of inertia on chassis NOx emission rates from Vehicles 3-23 and 3-24 is
illustrated in Figure 17. Chassis NOx emissions were about 30 percent less than engine
NOx emissions, at the inertia of best agreement (i.e., 100 percent GVW) for Vehicle
3-23. Chassis NOx emissions increased with increasing inertia. Vehicle 3-24 chassis
NOx emissions increased significantly with an increase in inertia weight and engine-
chassis agreement occurred at about 75 percent GVW.
Particulate emissions rates (in g/km), as a function of chassis inertia weights, are
presented in Figure 18 for Vehicles 3-23 and 3-24. Particulate emission rates from
Vehicle 3-23 are about 30 percent lower than the engine particulate rates. The increase
in inertia only slightly increased the particulate emission rates from Vehicle 3-23. No
agreement in particulate emission rates (in g/km) for Vehicle 3-23 engine and transient
testing was observed. The engine and chassis particulate rates from Vehicle 3-24 were
found to agree at an inertia weight of about 55 percent GVW.
Fuel specific emission rates are another method of comparing engine and chassis
transient results. This method is based on emission rates per mass of fuel consumed,
and essentially normalizes the chassis and engine cycle relative to fuel consumed, i.e.,
grams of emissions per kg fuel consumed. This comparison is more appropriate when
the amount of work required is different between the two test procedures. This is the
case when an engine capable of functioning satisfactorily in a dual-axle tractor is
placed in a single-axle tractor. This occurred with Vehicle 3-23 which was powered by
a Cummins NTC-300. The engine test procedure exercised the engine over a speed and
load map based on what the engine is capable of producing; whereas, the chassis
procedure required only the amount of power required to move the specific vehicle. In
45
-------
4.0 r*
3.5
3.0
2.5
-------
8.0
7.0
6.0
5.0
CP
V
V
<9
«
a
o
M
w
m
'H
o
u
4.0
3.0
2.0
1.0
0.0
50
Chassis 3-23
Chassis 3-24
Engine 3-24
~
Engine 3-23
~
±
60
70
80
90
100
Percent of CSVW
Figure 15. Comparison of CO emissions from engine tests and from chassis
tests at several dynamometer settings
47
-------
1300 p
1700
Chassis 3-23
Chassis 3-24
1600
Engine 3-24
1500
it
as
1400
o
w
1300
1200
Engine 3-23
1100
1000
X
50
60
70 80
Percent GVW
90
J
100
Figure 16. Comparison of CO2 emissions from engine tests and from chassis
tests at several dynamometer settings
48
-------
20
18
16
14
J3
"Si
is
* 12
e
o
10
Engin* 3^-24
Engin« 3-23
50
Chassis 3-23
Cfcsssis 3-24
I
60 70 80
Psrcsnt o£ Gvw
90
100
Figure 17, Comparison of N0X emissions from engine tests and from chassis
tests at several dynamometer settings
49
-------
2.0
1.8
1.6
S
.*
D? 1.4
at
¦u
as
a
o
•W
en , _
-------
the case of Vehicle 3-23 the engine is somewhat overpowered for the single-axle tractor
and consequently only uses a portion of the power that it is capable of producing.
Figure 19 illustrates the relationship of inertia weight to HC fuel specific
emission rates on Vehicles 3-23 and 3-24. Chassis HC emission rates from Vehicle 3-23
were about 15 percent higher than engine emission rates at best agreement. Chassis
HC fuel specific-emission rates decreased with an increase in inertia weights for
Vehicle 3-23. Engine and chassis HC fuel specific emission rates agreed at about 100
percent GVW for Vehicle 3-24.
Fuel specific CO emissions for Vehicles 3-23 and 3-24 are presented in Figure 20
for engine and chassis tests at several inertia weights. Vehicle 3-23 chassis CO
emissions were 20 percent less than from the engine transient test. CO fuel specific
emissions were only slightly affected by inertia weight. Increasing the inertia on
Vehicle 3-24 was found to increase the CO fuel specific emissions significantly.
Agreement of engine and chassis fuel specific CO emissions on Vehicle 3-24 occurred at
about 100 percent of GVW.
The effect of inertia on fuel specific NOx emissions from Vehicles 3-23 and 3-24
is illustrated in Figure 21. Fuel specific NOx emissions from Vehicle 3-23 were
observed to increase slightly with an increase in inertia, but even at the best
agreement, chassis NOx was about 30 percent less than the engine fuel specific NOx.
Agreement between chassis and engine fuel specific NOx was found to occur at about
100 percent of GVW for Vehicle 3-24.
Particulate fuel specific emission rates for Vehicles 3-23 and 3-24 are illustrated
in Figure 22. Chassis particulate emission rates decreased slightly with an increase in
inertia, but even at best agreement chassis particulate was still about 50 percent higher
than the engine transient particulate results. Although exact agreement between
chassis and engine fuel specific particulate did not occur, best agreement was observed
at 100 percent GVW.
Comparison of engine and chassis testing at several inertia weights have been
presented in Figures 14-18 for g/km emission rates and in Figures 19-22 for fuel
specific emissions (g/kg fuel). These results are summarized in Table 22 for Vehicle
3-23 and Table 23 for Vehicle 3-24. Engine versus chassis agreement for Vehicle 3-23
was poor at best. The chassis HC, CO and NOx emissions were lower than the engine,
while particulate emissions during chassis testing were higher. Although using fuel
specific emissions for engine and chassis comparisons improved the numerical
agreement, there was virtually no agreement from a practical standpoint.
Comparison of engine and chassis results from Vehicle 3-24 was more like what
might be expected. When using g/km to compare engine versus chassis emissions,
agreement at various inertias was observed. The inertia specified in the EPA-
recommended practice is 70 percent of GVW. In the case of Vehicle 3-24, chassis and
engine CO agreement occurred at 90 percent GVW, whereas, NOx agreement was
determined to be at 75 percent, and particulate from engine and chassis agreed at 55
percent of GVW. CO2 agreement was observed at 70 percent of GVW for Vehicle 3-24.
No agreement in HC g/km emission rates from Vehicle 3-24 could be determined.
Fuel specific emission rates from engine and chassis tests were found to agree
when the chassis tests were conducted at about 100 percent of GVW. This was true for
51
-------
i6.o r~
14.0
12.0
10.0
8.0
6.0
4.0
2.0
• Chassis 3-23
Chassis 3-24
Engine 3-23
Engine 3-24
1
50
60
70 80
Percent of GVW
90
100
Figure 19. Comparison of fuel specific HC emission rates from engine
and from chassis tests at several dynamometer settings
52
-------
i6.o r~
Engine 3-2 3-
14.0
12.0
10.0
8.0
6.0
4.0
2.0
Engine 3-24
~
~
—— A Chass is 3-2 3
~
Chassis 3-24
I
1
1
I
50
60
90
J
100
70 . 80
Percent of GVW
Figure 20. Comparison of fuel specific CO emission rates from engine tests
and from chassis tests at several dynamometer settings
53
-------
Engine 3-23
50
Q
Chassis 3-23
Chassis 3-24
_L
X
1
60
1
90
J
100
70 80
Percent of GVW
Figure 21. Comparison of fuel specific NOx emission rates from engine
tests and from chassis tests at several dynamometer settings
54
-------
Figure 22. Comparison of fuel specific particulate emission rates from
engine tests and from chassis tests at several dynamometer settings
55
-------
TABLE 22. SUMMARY OF THE EFFECT OF INERTIA (PERCENT GVW)
ON AGREEMENT BETWEEN CHASSIS AND ENGINE
TRANSIENT EMISSIONS FOR VEHICLE 3-23
Exhaust
Emission Rate,
g/km
Emission Rate,
g/kg fuel
HC
chassis HC « 20 percent
higher than engine, GVW
had little effect on HC,
no HC agreement for engine
and chassis tests
chassis HC decreased slightly
with increasing GVW, chassis
HC s 15 percent higher than
engine HC, no HC agreement
for "engine and chassis tests
CO
chassis CO increased
slightly with inertia,
chassis CO was ~ 35 percent
lower than engine, no CO
agreement for engine and
chassis tests
chassis CO was * 20 percent
less than engine CO, chassis
CO only slightly affected by
inertia, no CO agreement for
engine and chassis tests
NOx
chassis NOx increased with
increased inertia, but
still significantly less
than engine NOx, chassis
NOx was ~ 30 percent less
than engine NOx at best
agreement
chassis NOx increased slightly
with increased inertia, but
significantly less than engine
NOx by 3 27 percent at best
agreement
Particulate
chassis particulate is ~
30 percent greater than
engine particulate, chassis
particulate increased only
slightly with increased
inertia, no particulate
agreement for chassis and
engine tests
chassis particulate is s
50 percent higher than
engine particulate, chassis
particulate decreased with
increasing inertia, no
particulate agreement for
chassis and engine tests
56
-------
TABLE 23. SUMMARY OF EFFECT OF INERTIA (PERCENT GVW)
ON AGREEMENT BETWEEN CHASSIS AND ENGINE
TRANSIENT EMISSIONS FOR VEHICLE 3-24
Exhaust
Species
Emission Rate,
g/km
Emission Rate,
g/kg fuel
HC
engine HC * 20 percent
higher than chassis,
inertia had little effect
on chassis HC, HC engine
vs chassis emissions never
agreed
HC chassis emissions de-
creased with increasing
GVW, engine vs chassis
agreement best at ~ 100
percent GVW
CO
chassis CO significantly
affected by GVW, best
agreement of engine and
chassis occurred at ~ 90
percent GVW
fuel specific CO also
significantly affected by
GVW, best agreement of
engine and chassis occurred
at ~ 100 percent GVW
NOx
chassis N0X emissions
increase with increasing
GVW, best agreement
occurred at ~ 75 percent
GVW
chassis N0X emissions
increase with increasing
GVW, best engine vs chassis
agreement occurred at z
100 percent GVW
Particulate
chassis particulate
increased slightly with
increasing GVW, best engine
vs chassis agreement
observed at z 55 percent
GVW
fuel specific particulate
was only slightly affected
by GVW, best agreement
occurred at Z 100 percent
GVW
57
-------
HC, CO, NOx and particulate emissions. Vehicle 3-24 was also tested at standard
horsepower and at horsepower reduced by 20 percent to simulate operation of Vehicle
3-23. A comparison of hot-start chassis emissions of Vehicle 3-24 at standard and
reduced horsepower is presented in Table 24. The tests involved only hot-starts and
illustrate the effect of inertia at two horsepower settings for Vehicle 3-24. HC
emission rates (g/km) were unaffected by horsepower or inertia. CO, CO2, NOx, and
particulate emission rates (in g/km) increased with increasing inertia weights at both
horsepower settings. CO, CO2, NOx, and particulate emissions were on average, lower
when measured at reduced horsepower than at standard horsepower. Reduced
horsepower CO was about 9 percent lower, CO2 about 7 percent lower, NOx about 10
percent lower, and particulate about 11 percent lower than at standard horsepower.
TABLE 24. SUMMARY OF EMISSIONS FROM HOT-START TESTS CONDUCTED
ON VEHICLE 3-24 AT 55%, 70%, 86%, and 97% OF GVW AT
STANDARD AND AT REDUCED HORSEPOWER
Standard Horsepower Reduced Horsepower5
Emission Rate, q/km Emission Rate, g/km
HC
CO
CO?
NOxb
Part.
HC
CO
C02
NOxd
Part.
55%
1.74
3.37
1400
14.4
1.14
1.66
3.17
1324
12.9
1.07
70%
1.63
4.72
1596
17.6
1.36
1.68
4.13
1523
16.4
1.14
86%
1.64
5.92
1760
19.6
1.26
1.63
5.45
1596
17.3
1.11
97%
1.65
7.78
1833
21.5
1.40
1.66
7.11
1706
19.5
1.27
Avg.
1.67
5.45
1647
18.3
1.29
1.66
4.97
1537
16.5
1.15
S.D.
0.05
1.87
192
3.0
0.12
0.02
1.71
161
2.8
0.09
C.V.
3
34
12
17
9
1
34
10
17
8
^Reduced horsepower is 80 percent of standard horsepower
NOx from bag measurement
^Standard deviation
Coefficient of variation, %
BASELINE STUDY
Regulated and several unregulated emissions were measured on 28 vehicles tested
over the chassis transient cycle. Six buses, five single-axle tractors, and 17 dual-axle
tractors were operated over at least two transient cycles. Fuel consumption was
determined by two methods, the carbon balance calculation and Flo-tron measurement.
NOx was measured in Tedlar bags for all vehicles in the baseline study, and beginning
with Vehicle 3-5, continuous NOx measurement was added to the program.
Regulated Emissions and Particulates
Emissions data from individual baseline tests are given in Appendices B and C. A
summary of composite chassis emissions from all Task 2 and Task 3 trucks is given in
Table 25. Bus emissions are listed in Table 26, dual-axle tractor emissions in Table 27,
and single-axle tractor emissions in Table 28. Average emission rate, standard
deviation, and coefficient of variation for each emission have been calculated and are
also given.
58
-------
TABLE 25. SUMMARY OF EMISSION RATES OF TRUCKS TESTED OVER THE
CHASSIS VERSION OF THE TRANSIENT CYCLE
Eaianon Rata. g/Xo fual
Vahicla
Yaar
Manufacturar
Medal
HC
_££»
-£21.
Part.
JS-
CO
£22.
N0v»
II
2
1980
riiiwlin
Formula 350
2.06
5.56
1375
14.3
0.97
4.69
12.7
3145
32.7
2.21
3
1980
Datroit Diaaal
8V-92TJL
1.72
2.24
1424
13.4
0.87
3.81
4.97
3160
29.8
1.93
4
1979
lnt'1 Barvaatar
DT-466B
1.15
2.82
998
8.91
0.78
3.69
8.89
3154
28.1
2.50
1
1978
Cuamina
Poraula 350
2.18
3.76
1171
8.99
1.16
5.84
10.1
3145
24.2
3.11
2
1979
Int'l Harvaatar
Dt-466
1.07
2.66
1008
10.8
0.81
3.36
8.30
3156
33.9
2.52
3
1977
Cuaaina
Poraula 290
2.14
5.83
1066
9.15
1.43
6.28
17.1
3133
26.9
4.22
4
1980
Datroit Diaaal
8V-92TA
1.65
3.07
1530
14.6
1.26
3.41
6.34
3159
30.2
2.60
5
lf»79
Datroit Diaaal
8V-92TA
1.73
3.55
1634
16.2
1.19
3.34
6.86
3132
31.4
2.29
6
1979
Cuaaln*
(ftC-400
3.10
15.5
1508
14.1
1.88
6.41
31.9
3108
29.2
3.88
7
1981
Cunnna
Poraula 350
2.15
6.68
1348
15.3
1.16
5.00
15.6
3139
35.6
2.70
10
1981
Mac*
EM6-285R
1.15
5.02
1268
17.5
1.47
2.88
12.5
3150
43.6
3.64
11
1980
Kaok
DM-285
0.95
5.39
1385
14.7
1.80
2.16
12.3
3155
33.4
4.10
12
1976
Catarplllar
3406 leoneaqr
1.63
12.2
1516
18.6
2.85
3.35
25.1
3129
38.4
5.86
13
1982
Catarpillar
3406
1.23
8.02
1520
24.6
1.59
2.42
15.7
3147
48.3
3.13
14
1982
Cxmlna
Poraula 350
1.81
7.43
1365
15.1
1.25
4.17
17.1
3140
34.0
2.87
15
1979
Oi—ina
Poraula 350
2.05
19.8
1542
14.8
2.59
4.12
39.8
3103
29.8
5.22
16
1979
Cil—1 in
WTC-290
1.37
5.63
1593
21.8
1.33
2.73
11.2
3154
43.2
2.64
17
1981
Cuil na
Poraula 3S0
1.78
6*45
1342
15.4
1.32
4.17
15.1
3142
36.0
3.15
IS
1981
Cm— Ina
BTC-300
1.57
4.56
1440
16.6
0.B5
3.42
9.99
3152
36.3
1.85
19
1980
Cuaaina
NtC-300
2.06
6.51
1496
17.1
1.32
4.33
13.7
3144
36.1
2.78
23
1981
Cuaauna
NTC-300
61% of Gvw, raduead HP
3.33
3.79
1006
8.37
1.22
10.4
11.8
3128
26.1
3.80
70% of GVW, raducad
HP
3.16
3.70
1036
8.99
1.19
9.60
11.2
3130
27.2
3.59
80%
of GVH. raducad
HP
3.54
4.15
U10
10.4S
1.31
10.0
11.7
3128
30.0b
3.68
93%
of GVN* raducad HP
3.14
4.20
1152
10.8
1.26
8.55
11.4
3134
29.6
3.44
24
1980 1
Datroit Diaaal
8V-92-TA
55%
of GVW
1.71
3.36
1416
14.4
1.14
3.83
7.50
3156
32.1
2.53
70%
of GVW
1.62
4.67
1609
17.6
1.36
3.18
9.17
3155
34.4
2.64
70%
of GW# raduead HP
1.68
4.13
1534
16.4
1.16
3.46
8.48
3155
33.7
2.37
86% of CSV*
1.65
5.81
1775
19.8
1.26
2.93
10.4
3154
35.2
2.24
97% of <3VW
1.66
7.62
1947
21.5
1.41
2.82
13.0
3150
36.7
2.41
Avaraga6
1.79
6.41
1372
14. *
1.38
4.20
14.4
3142
33.8
3.16
atd. Dav.
0.57
4.30
200
4.0
0.52
1.66
8.3
15.2
5.9
1.01
Coaf.
of var. <%)
32
67
15
27
38
40
58
0.5
17
32
Avaraqa,
, DD8V-i2TA*
1.70
2.95
1529
14.7
1.11
3.52
6.06
3150
30.5
2.27
Avara?a, dual asla tractora
1.75
7.35
1455
16.4
1.48
3.74
15.3
3142
35.5
3.15
*NOx froB bag *Naw«Nnt
ia tram taat 32327 Run 2 only
^Avtr«9« ineludaa Vahiclaa 3-23 and 3-24 at 70% of GW only
Vahiclaa 2*3, 3-4. 3*5
59
-------
TABLE 26. SUMMARY OF EMISSION RATES OF BUSES TESTED OVER THE
CHASSIS VERSION OF THE TRANSIENT CYCLE
Enqine Description
Emission
i Hate,
g/km
Emission
Rate,
g/kq fuel
TaaX
Vehicle
Year
Manufacturer
Model
I1C
CO
co2
NO/
Part
HC
CO
CO?
NO/
Part,
2
1
1980
Detroit Diesel
6V-71N
1.74
21.4
1262
10.8
1.28
4.23
51.9
3070
26.4
3.10
3
8
1980
Detroit Diesel
6V-71N
1.55
53.6
1192
10.2
4.42
3.85
132
2944
25.2
10.9
3
9
1980
Detroit Diesel
6V-71H
1.81
17.9
1202
13.8
1.44
4.65
45.8
3078
35.4
3.67
3
20
1980
Detroit Diesel
6V-71N
1.77
32.7
1234
10.2
3.61
4.35
79.8
3025
24.9
8.80
3
22
1978
Detroit Diesel
8V-71N
1.68
11.3
1277
17.0
1.54
4.08
27.4
3108
41.4
3.74
3
21
1979
Caterpillar
3208
0.68
2.90
750
11,0
0.96
2.84
12.1
3138
46.0
4.01
Average'1
1.71
27.4
1233
12.4
2.46
4.23
67.4
3045
30.7
6.04
Std. Dev.
0.10
16.6
37
3.0
1.45
0.30
40.7
64
7.4
3.56
Coef. of Var. {») 6 61 3 24 59 7 60 2 24 59
a
^NOx from bag measurement
Average does not include Vehicle 3-21
-------
TABLE 27.
SUMMARY OF EMISSION RATES OF DUAL-AXLE TRACTORS TESTED OVER THE
CHASSIS VERSION OF THE TRANSIENT CYCLE
Emission Rate, g/km Emission Rata, q/kq fuel
Task
Vehicle
year
Hanufacturer
Model
HC
CO
CQ2
NOxa
Part.
HC
CO
CP2
H0»a
32.7
Part.
2
2
1980
Cummins
Formula 350
2.06
5.56
1375
14.3
0.97
4.69
12.7
3145
2.21
2
3
1980
Detroit Diesel
8V-92TA
1.72
2.24
1424
13.4
0.87
3.81
4.97
3160
29.8
1.93
3
4
1980
Detroit Diesel
8V-92TA
1.65
3.07
1530
14.6
1.26
3.41
6.34
3159
30.2
2.60
3
5
1979
Detroit Diesel
8V-92TA
1.73
3.55
1634
16.2
1.19
3.34
6.86
3132
31.4
2.29
3
6
1979
Cummins
NTC-400
3.10
15.5
1508
14.1
1.88
6.41
31.9
3108
29.2
3.88
3
7
1981
Cummins
Formula 350
2.15
6.68
1348
15.3
1.16
5.00
15.6
3139
35.6
2.70
3
10
1981
Mack
EM6-285R
1.15
5.02
1268
17.5
1.47
2.88
12.5
3150
43.6
3.64
3
11
1980
Mack
EM6-285
0.95
5.39
1385
14.7
1.80
2.16
12.3
3155
33.4
4.10
3
12
1976
Caterpillar
3406 Econony
1.63
12.2
1516
18.6
2.85
3.35
25.1
3129
38.4
5.86
3
13
1982
Caterpillar
3406
1.23
8.02
1520
24.6
1.59
2.42
15.7
3147
48.3
3.13
3
14
1982
Cumins
Formula 350
1.81
7.43
1365
15.1
1.25
4.17
17.1
3140
34.8
2.87
3
15
1979
Cumins
Formula 350
2.05
19.8
1542
14.8
2.59
4.12
39.8
3103
29.8
5.22
3
16
1979
Cumins
NTC-290
1.37
5.63
1593
21.8
1.33
2.73
11.2
3154
43.2
2.64
3
17
1981
Cumins
Formula 350
1178
6.45
1342
15.4
1.32
4.17
15.1
3142
36.0
3.15
3
18
1981
Cumins
NTC—300
1.57
4.56
1440
16.6
0.85
3.42
9.99
3152
36.3
1.85
3
19
1980
Cumins
HTC-300
2.06
6.51
1496
17.1
1.32
4.33
13.7
3144
36.1
2.78
3
24
1980
Detroit Diesel
8V-92TA
1.62
4.67
1609
17.6
1.35
3.18
9.17
3155
34.4
2.64
Average
1.74
7.19
1464
17.0
1.47
3.74
15.3
3142
35.5
3.15
Std. Dev.
0.48
4.58
106
2.9
0.55
1.04
9.2
16
5.4
1.10
Coef.
of Var. (%)
28
64
7
17
37
28
60
1
15
35
a
HOx from bag measurement
-------
TABLE 28. SUMMARY OF EMISSION RATES OF SINGLE-AXLE TRACTORS TESTED OVER THE
CHASSIS VERSION OF THE TRANSIENT CYCLE
Engine Description Emission Bate, g/km Emission Rate, g/kq fuel
Task
Vehicle
Year
Manufacturer
Model
HC
CO
C02
NOxa
Part.
HC
CO
C02
NOxa
28.1
Part.
2
4
1979
Int'l Harvester
DT-466D
1.15
2.82
998
8.91
0.78
3.69
8.89
3154
2.50
3
1
1978
Cummins
Formula 350
2.18
3.76
1171
8.99
1.16
5.84
10.1
3145
24.2
3.11
3
2
1979
Int'l Harvester
DT-466
1.07
2.66
1008
10.8
0.81
3.36
8.30
3156
33.9
2.52
3
3
1977
Cummins
Formula 290
2.14
5.83
1066
9.15
1.43
6.28
17.1
3133
26.9
4.22
3
23b
1981
Cummins
NTC-300
3.16
3.70
1036
8.99
1.19
9.60
11.2
3130
27.2
3.59
Average
1.94
3.75
1056
9.37
1.07
5.75
11.1
3144
28.1
3.19
Std. Dev.
0.86
1.26
70
0.81
0.28
2.50
3.5
12
3.6
0.73
Coef.
of Var. (%)
44
34
7
9
26
44
32
<0.5
13
23
a
^NOg from bag measurement
Emissions obtained at inertia setting of 70% GVW. Vehicle 3-23 tested at
80 * of standard horsepower
-------
Average emission rates were calculated for the five Detroit Diesei powered buses.
Vehicle 3-21, a smaller bus powered by a lower horsepower Caterpillar engine, was not
used in averaging. These data are listed separately in the Table. HC, CO, NOx, and
particulate emissions from all six buses are presented in bar charts in Figures 23, 24,
25, and 26, respectively. The emissions from the Caterpillar powered bus were lower
than the average emissions from the other buses. HC and CO2 emissions varied less
than 10 percent for the Detroit Diesel powered buses. Vehicles 3-8 and 3-20 produced
higher levels of CO and particulate. Vehicles 2-1 and 3-9 emitted lower levels of
particulate, while Vehicles 3-9 and 3-22 produced higher levels of NOx.
Emissions from single-axle tractors are summarized in Table 28 and in bar charts
in Figures 27, 28, 29, and 30 for HC, CO, NOx, and particulate. Less than 10 percent
variation in CO2 and NOx emission rates (g/km) occurred among single-axle tractors.
On a fuel specific basis, however, the variation in NOx increased to 13 percent.
Vehicles 2-4 and 3-2 emitted relatively low levels of HC, CO, and particulate. Of the
five single-axle vehicles tested, Vehicle 3-3 produced the highest levels of CO and
particulate, while Vehicle 3-23 produced the highest levels of HC.
HC, CO, NOx, and particulate emissions from 17 dual-axle tractors are reported
in bar charts in Figures 31 to 34, respectively, and in Table 27. The coefficient of
variation in CO2 levels among the tractors was less than 10 percent. The greatest
differences were observed in CO emissions rates (coefficient of variation 64 percent).
CO emissions varied from a low of 2.24 g/km to 19.8 g/km, with an average of 7.19
g/km. Vehicles 3-6, 3-12, and 3-15 emitted higher levels of CO and particulate.
Vehicle 3-6 emitted the highest HC level of all dual-axle tractors tested. In general,
variations in NOx emissions were minor, with the exception of Vehicles 3-13 and 3-16.
These vehicles produced NOx emissions of 24.6 and 21.8 g/km, respectively, compared
to the overall average of 17.0 g/km. Overall, emissions from dual-axle tractors were
higher than, from single-axle tractors, with the exception of HC. Average HC from
single-axle tractors was about 11 percent higher than the average HC emitted from
dual-axle tractors.
Five of the six buses were operated over two cycles of the New York Bus Cycle,
and HC, CO, CO2, NOx, and particulate emissions were measured. Emissions from
individual tests are listed in Appendix F and a summary of the emissions is given in
Table 29. HC, CO, CO2, NOx, and particulate emissions were averaged, and the
standard deviation and coefficient of variation were calculated for all buses except
Vehicle 3-21, which is a smaller bus powered by a lower horsepower engine. HC, CO,
CO2, and particulate emissions from Vehicle 3-21 were lower than emissions from the
other buses. NOx levels were more in line with the average NOx produced by the other
buses. CO2 emission rates varied less than 10 percent for these four buses. Vehicles
3-8 and 3-20 produced higher CO and particulate while Vehicles 3-9 and 3-22 emitted
lower CO. Vehicle 3-22 gave the highest NOx emission rate.
Average bus emissions from the chassis transient cycle (Table 26) can also be
compared to emissions from the New York Bus Cycle (Table 29). HC, CO, NOx, and
particulate emissions (in g/km) from the Bus Cycle exceeded transient cycle emissions
by 30, 75, 23, and 58 percent, respectively. The variation in emission rates from the
two cycles was less when emissions were reported in g/kg fuel. HC and NOx emissions
(in g/kg fuel) were essentially equivalent from the Bus and chassis transient cycles. CO
emissions from the Bus Cycle were 42 percent higher than chassis transient CO and
particulate emissions were 28 percent higher. For both sets of emissions units, g/km or
63
-------
20.0 r-
15.0 -
-------
6 0.0
50.0
40.0
u>
30.0
20.0
I
o
10.0
2-1 3-8
3-9 3-20
Vehicle Number
3-22 3-21
Figure 24. Comparison of CO emissions from six buses operated
over the chassis version of the Transient Cycle
65
-------
20.0 r-
15.0
C 10.0
W
5.0
0.0
2-1
3-8
3-9 3-20
Vehicle Number
3-21
Figure 25. Comparison of N0X emissions from six buses operated
over the chassis version of the Transient Cycle
66
-------
5.00
4.00 -
3.00 -
2.00 »
1.00
0.00
2-1 3-8 3-9 3-20
Vehicle Number
3-22 3-21
Figure 26 . Comparison of particulate emissions from six buses operated
over the chassis version or the Transient Cycle
67
-------
5.oo r
2-4 3-1 3-2 3-3
Vehicle Number
3-23
Figure
27. comparison of HC emissions from five single-axle
't-Mofors operated over the chassis version
of the Transient Cycle
68
-------
2-4 3-1 3-2 3-3 3-23
Vehicle Number
Figure 28. Comparison of CO emissions from five single-axle tractors
operated over the chassis version of the Transient Cycle
69
-------
12.00
10.00 -
£
X
\
tji
v
-u
id
«
C
O
-rt
tfl
W
•H
e
w
o
z
8.00
6.00 -
4.00 -
2.00
0.00
2-4 3-1 3-2 3-3
Vehicle Number
3-23
Figure 29, Comparison of emissions from five sincfle~*axle 'tractors
operated over the chassis version of the Transient Cycle
70
-------
1.60
1.40 -
1.20
Cn
nj 1.00
¦u
(0
OS
c
0
•H
U)
M 0.80
•H
-------
2-2 2-3 3-4 3-5 3-6 3-7 3-10 3-11 3-12 3-13 3-14 3-15 3-16 3-17 3-18 3-19 3-24
Vehicle Number
Figure 31. Comparison of HC emissions from 17 dual-axle tractors
operated over the chassis version of the transient cycle
-------
2.00 -
0.00
Figure 32. Comparison of CO emissions from 17 dual—axle tractors operated over the
chassis version of the transient cycle
-------
30.0 r
2-2 2-3 3-4 3-75 3-6 3r7 3-10 3-11 3-12 3-13 3-14 3-15 3-16 3-17 3-18 3-19 3-24
Vehicle Number
Figure
33. Comparison of N0X emissions from 17 dual-axle tractors operated over the
chassis version of the transient cycle
-------
3.oo r
2-2 2t3 3-4 3t5 3-6 3-7 3-10 3-11 3-12 3-13 3-14 3-15 3-16 3-17 3-18 3-19 3-24
Vehicle Number
Figure 34. Comparison of particulate emissions from 17 dual-axle tractors operated over the
chassis version of the transient cycle
-------
TABLE 29.
SUMMARY OF EMISSION RATES OF BUSES TESTED OVER THE NEW YORK BUS CYCLE
Engine Description - amission Rate, g/kro Emission Rat3, g/kg fuel
Task
Vehicle
Year
Manufacturer
Model
HC
CO
C02
N0xa
Part.
HC
CO
C02
NOx*
Part.
3
8
1980
Detroit Diesel
6V-71N
2.26
79.6
1464
12.9
6.22
4.48
158
2902
25.6
12.3
3
9
1980
Detroit Diesel
6V-71N
2.50
32.0
1457
16.8
2.04
5.23
66.8
3044
35.1
4.25
3
20
1980
Detroit Diesel
6V-71N
1.78
63.6
1520
12.3
5.51
3.46
124
2960
24.0
10.7
3
22
1978
Detroit Diesel
8V-71N
2.38
17.0
1510
18.7
1.80
4.87
34.8
3094
38.2
3.69
3
21
1979
Caterpillar
3208
0.68
2.69
904
15.8
0.86
2.37
9.35
3142
54.9
2.99
Average
2.23
48.0
1488
15.2
3.89
4.51
95.9
3000
30.7
7.74
Std. Dev.
0.32
28.6
32
3.1
2.30
0.76
55.5
86
7.0
4.40
Coef. of
Var. (%)
14
60
2
20
E9
17
58
3
23
57
^NOx from bag measurement
Average does not include Vehicle 3-21
-------
g/kg fuel, CO and particulate emissions varied the most between driving cycles and HC
and NOx varied the least.
Carbon Balance Versus Measured Fuel Consumption Values
Fuel consumption was determined in two ways, by the carbon balance method^
and by physical measurement during testing. The two sets of fuel consumption values
are listed in Tables 30, 31, and 32 for buses, single-axle tractors, and dual-axle tractors,
respectively. Composite fuel consumption and percent difference between calculated
and measured fuel consumption have been calculated and are given in the tables.
Bar charts of fuel consumption data for buses, single-axle tractors, and dual-axle
tractors are given in Figures 35, 36, and 37. Measured fuel consumption was usually
greater than calculated fuel consumption. Lower calculated values are probably due to
the limited ability of the instrumentation to measure all carbon-bearing emissions.
Among the buses tested, the average measured fuel consumption exceeded average
calculated fuel consumption by nine percent. With single-axle tractors the average
measured fuel consumption was six percent higher, and with dual-axle tractors it was 2
percent higher than calculated values. The calculated fuel consumption for five of the
buses (excluding Vehicle 3-21) varied between 48 and 51 liters/100 km. The range for
single-axle and dual-axle tractors was greater, 38-44 liters/100 km and 48-61 liters/100
km, respectively. The average measured and calculated fuel consumption for buses,
single-axle tractors and dual-axle tractors are compared in Figure 38. The average fuel
consumption of buses (excluding Vehicle 3-21) was 54.2 liters/100 km measured'and 49.9
liters/100 km calculated. For single-axle tractors average measured fuel consumption
was 42.7 liters/100 km and calculated was 40.4 liters/100 km. Dual-axle tractors
consumed fuel at the average rate of 57.0 liters/100 km measured and 55.7 liters/100
km calculated.
Continuous vs. Bag NOv Measurements
NOx in Tedlar bags was measured with all vehicles evaluated in this program.
Continuous NOx measurement was added during Task 3 for Vehicles 3-5 through 3-24,
and the results are summarized in Table 33. Composite values have been calculated for
each driving segment; NYNF, LANF, LAF, and NYNF, and as total NOx for the entire
test. Total continuous and bag NOx are compared graphically in Figure 39.
Continuously measured NOx varied from three percent lower to 24 percent higher than
bag NOx, with an overall average of seven percent higher.
Unregulated Emissions
Several unregulated emissions were measured in the exhaust of Task 3 vehicles.
Aldehydes and phenols were sampled in chilled impingers. Odor samples were collected
on Chromosorb traps. Elemental composition and soluble organic fraction (methylene
chloride extraction) were determined from particulate samples. The soluble organic
fractions were subsequently analyzed for nitropyrenes and for mutagenic activity.
Aldehyde and ketone emissions are summarized in Table 34. Formaldehyde and
acetaldehyde were the most prevalent of the aldehydes, accounting for 45 to 100
percent of the total measured aldehyde and ketone emissions.
77
-------
TABLE 30. COMPARISON OF MEASURED VS CALCULATED FUEL CONSUMPTION FROM BUSES
OPERATED OVER THE CHASSIS TRANSIENT CYCLE
Fuel
Consumption, i/100 km
4 (1
Com| kj:s i t o
vehicle
¦ Vehicle ( Engine Description
Test
Cold
Start
llot
Start
Comixj
situ
I'crcLiit
Number
Year
Manufacturer
Model
Number
Meas'd
Calc'd
Meas'd
Calc'd
Meas'd
Calc'd
Di I Terence
3-8
1980
GMC City Bus
Detroit Diesel
6V-71N
3831
3822
Avq.
58.8
60.3
59.6
62.9
58.6
60.8
53.8
53.4
53.6
48.5
48.0
48.2
54.6
54.4
54.5
50.5
49.5
50.0
8%
10%
9%
3-9
1980
GMC City Bus
Detroit Diesel
6V-71N
3931
3932
Avg.
55.9
55.3
55.6
55.2
53.3
54.2
49.9
49.6
49.8
48.0
46.6
47.3
50.8
50.4
50.6
49.0
47.6
48.3
4%
6%
5%
3-20
1980
GMC City Bus
Detroit Diesel
6V-71N
32031
32032
Avg.
59.7
61.8
60.8
57.4
58.1
57.8
53.6
53.6
53.6
49.8
48.6
49.2
04. 5
54.8
54.6
50.9
50.0
50.4
7*
lOt
9%
3-21
1979
Chance Mini Bus
Caterpillar
3208
32131
32132
Avg.
30.5
34.5
32.5
32.4
31.8
32.1
30.9
31.9
31.4
29.5
28.8
29.2
30.8
32.3
31.6
29.9
29.3
29.6
3%
10%
7%
3-22
1978
GMC City Bus
Detroit Diesel
8V-71N
32231
32232
Avg.
62.3
63.4
62.8
57.1
56.5
56.0
56.0
56.1
56.0
49.3
50.2
49.8
b
Avg.
56.9
57.2
57.0
54.2
50.4
51.1
50.8
49.9
13%
12%
12%
9%
Std. Dev.
2.6
1.1
Coef.
of Var.
5%
2%
^Percent differences are calculated relative to the calculated fuel consumption
Average fuel consumption does not include veh. 3-21, the small bus
-------
TABLE 31. COMPARISON OF MEASURED VS CALCULATED FUEL CONSUMPTION FROM SINGLE-AXLE TRACTORS
OPERATED OVER THE CHASSIS TRANSIENT CYCLE
Fuel Consumption, t/100 km
VO
Vehicle
Number
Vehicle & Engine
Description
Test
Cold
Start
Hot
Start
Comixi
site
Year
Manufacturer
Model
Number Meas'd
Calc'd
Meas'd
Calc'd
Meas'd
Calc'd
3-1
1978
Cummins
Formula
3121
49.8
47.7
48.2
43.5
48.4
44.1
350
3122
48.4
46.3
46.3
43.3
46.6
43.7
3123
49.8
47.6
46.9
44.0
47.3
44.5
Avg.
49.3
47.2
47.1
43.6
47.4
44.1
3-2
1979
Int'l Harvester
OT-466
3221
41.9
40.1
40.4
37.3
40.6
37.7
3222
40.7
39.8
40.1
37.6
40.2
37.9
Avg.
41.3
40.0
40.2
37.4
40.4
37.8
3-3
1977
Cummins
Formula
3321
45.4
44.8
42.2
40.1
42.6
40.8
290
3322
44.3
43.4
41.2
39.2
41.6
39.8
Avg.
44.8
44.1
41.7
39.6
42.1
40.3
3-23
1981
Cumins
NTC-300
32325R-1
41.7
42.0
38.6
37.8
39.0
38.4
61% of GVW
32325R-2
41.1
41.4
38.1
37.0
38.5
37.6
Avg.
41.4
41.7
38.4
37.4
38.8
38.0
70* of GVW
32322
44.7
44.6
40.8
38.8
41.3
39.6
32324
43.9
42.6
40.1
38.0
40.6
38.7
Avg.
44.3
43.6
40.4
38.4
41.0
39.2
80* of GVW
32327R-1
45.0
44.2
41.7
42.5
42.2
42.7
32327R-2
44.8
44.9
41.7
40.6
42.2
41.2
Avg.
44.9
44.6
41.7
41.6
42.2
42.0
93* of GVW
32326R-1
47.1
45.4
43.7
42.2
44.2
42.7
32326R-2
47.3
46.5
44.3
43.6
44.7
44.0
47.2
46.0
44.0
42.9
44.4
43.4
Comi>osite
Percent
Difference
10*
7%
6%
8%
8%
6%
7%
5*
4%
4*
2%
2%
2%
4%
5%
5%
-1%
2%
0*
4*
2%
2%
Avg.
Std. Dev.
Coef. of Var.
42.7
3.2
7%
40.4
2.7
7%
6%
^Percent differences are calculated relative to the calculated fuel consumption
Average includes fuel consumption of Vehicle 3-23 at 70% of GVW only
-------
TABLE 32. COMPARISON OF MEASURED VS CALCULATED FUEL CONSUMPTION FROM DUAL-AXLE TRACTORS
OPERATED OVER THE CHASSIS TRANSIENT CYCLE
Vehicle
Number
Vehicle 6 Engine Description
Year Manufacturer Model
Test
Number
Cold Start
Fuel Consumption, i/100 km
Hot Start
Meas'd Calc'd Meas'd Calc'd
Com|>osite
Meas'd Calc'd
Composite
Percent
Difference
3-4
1980
Detroit DieSel
BV-92TA
3421
60.4
59.5
58.5
56.9
58.8
57.3
3%
3422
62.1
59.8
60.6
57.0
60.3
57.4
6%
Avg.
61.2
59.6
50.6
57.0
59.8
57.4
4%
3-5
1979
Detroit Diesel
8V-92TA
3521
64.1
64.3
63.2
61.9
63.4
62.2
2%
3522
62.7
63.0
60.0
59.8
60.4
60.2
0%
Avg.
63.4
63.6
61.6
60.8
61.9
61.2
1%
3-6
1979
Cummins
NTC-400
3621
58.4
63.5
56.6
56.4
56.8
57.4
-1%
3622
59.3
61.7
56.B
56.7
57.1
57.4
0*
Avg.
58.8
62.6
56.7
56.6
57.0
57.4
0%
3-7
1981
Cummins
Formula
3721
55.9
56.2
54.0
49.7
54.3
50.6
7*
350
3722
53.9
55.4
50.3
50.1
50.8
50.9
0*
Avg.
54.9
55.8
52.2
49.9
52.6
50.8
4%
3-10
1981
Mack
EM6-285R
31021
55.0
54.3
50.9
48.2
51.5
49.1
5%
31022
53.6
54.4
45.9
44.8
47.0
46.2
2%
Avg.
54.3
54.4
48.4
46.5
49.2
47.6
3%
3-11
1980
Mack
EM6-285
31121
52.7
54.1
51.1
51.0
51.3
51.4
0%
31122
54.2
54.2
51.9
52.2
53.2
52.5
0%
Avg.
53.4
54.2
51.5
51.6
51.8
52.0
0%
3-12
1976
Caterpillar
Economy
31221
58.0
60.5
56.8
56.5
57.0
57.1
0
3406
31222
59.9
60.5
56.4
57.1
56.9
57.6
-1%
Avg.
59.0
60.5
56.6
56.8
57.0
57.4
-1%
3-13
1982
Caterpillar
3406
31321
61.0
61.2
58.2
57.2
58.6
57.8
1%
31322
66.2
66.1
62.5
62.2
63.0
62.8
0
Avg.
63.6
66.6
60.4
59.7
60.8
60.3
1%
3-14
1982
Cummins
Formula
31421
56.9
54.6
53.3
51.3
53.8
51.7
44
350
31422
55.8
53.0
51.9
50.9
52.4
51.2
2%
Avg.
56.4
53.8
52.6
51.1
53.1
51.4
3%
3-15
1979
Cummins
Formula
31521
62.5
62.6
62.3
59.1
62.4
59.6
5%
350
31522
63.3
61.8
60.6
57.4
61.0
58.1
5%
Avg.
62.9
62.2
61.4
58.2
61.7
58.8
5*
-------
TABLE 32 (CONTINUED).
Vehicle
Number
Year
Vehicle 6 Engine Description
Manufacturer
Model
Test
Number
Cold Start
Fuel Consumption, ft/100 km
Hot Start
Conqiosito
Heas'd Calc'd Meas'd Calc'd Mcas'd Calc'd
ComjHJSite
Percent
Difference
00
Cummins
HTC-290
31621
64.8
63.5
59.8
59.1
60.5
59.8
1*
31622
65.9
64.1
61.7
59.8
62.3
60.4
3*
31623
63.8
62.4
61.5
58.7
61.8
59.2
4%
Avg.
64.8
63.3
61.0
59.2
61.5
59.8
3*
Cumins
Formula
31721
57.5
53.8
49.3
49.8
50.S
50.4
0
350
31722
57.7
53.7
53.7
50.2
54.3
50.7
7*
Avg.
57.6
53.8
51.5
50.0
52.4
50.6
4*
Cumins
NTC-300
31821
57.3
54.7
55.3
53.3
55.6
53.6
4*
31822
58.7
49.8
56.6
54.2
56.9
53.6
6*
Avg.
58.0
52.2
56.0
53.8
56.2
53.6
5*
Cumins
NTC-300
31921
61.2
60.4
54.1
53.4
55.2
54.4
1*
31922
61.8
60.3
58.7
57.9
59.2
58.2
2%
Avg.
61.5
6Q.4
56.4
55.6
57.2
56.3
2%
Detroit Diesel
8V-92TA
55* of GVW
Standard
HP
32424R-1
59.2
56.7
56.6
52.7
57.0
53.3
7%
32424R-3
58.9
56.8
55.1
52.3
55.6
52.9
5%
Avg.
59.0
56.8
55.8
52.5
56.3
53.1
6*
70* of GVW
Standard
HP
32421R-1
64.7
62.8
61.8
59.7
62.2
60.1
4*
32421R-2
64.8
63.6
61.6
60.1
62.0
60.6
2%
Avg.
64.8
63.2
61.7
59.9
62.1
60.4
3*
Reduced HP
32421R-3
62.2
60.1
58.5
57.2
59.0
57.6
2%
42321R-4
62.3
60.3
58.5
57.1
59.0
57.5
3*
Avg.
62.2
60.2
58.5
57.2
59.0
57.6
2%
86* GVW
Standard
HP
32422R-1
72.1
70.8
68.6
66.8
69.1
67.4
3*
32422R-3
71.2
69.0
67.8
65.3
68.2
65.8
4%
Avg.
71.6
70.0
68.2
66.0
68.6
66.6
4%
97* GVW
Standard
HP
32423R-1
75.9
73.4
71.6
69.5
72.2
70.0
3%
32423R-3
73.9
71.6
70.6
68.3
71.1
68.8
3*
74.9
72.5
71.1
68.9
71.6
69 ."4
3%
b
Average
57.0
55.7
2*
Std. Dev.
4.3
4.3
Coef
. of Var.
8%
8*
^Percent differences are calculated relative to the calculated fuel consumption
Average includes Vehicle 3-24 at 70% of GVW only
-------
Measured
§l$l Calculated
V.VAV
50
40
30
20
10
I!
¦
III
II
3-8
a
$
m
3-9
».v,v,
11
5SS
¦
li
tt**:
;ii M
3-20
Vehicle Number
3-21
ill!
JK
•Xv
3-22
Figure 35. Comparison of measured and calculated fuel consumption of buses
82
-------
Measured
Calculated
50 r
iii
40
30
20
10
W:*:
vXvM
.'.v.v,
III
Mi
Swi
mi
asi.
3-1
Figure 36.
3-2 3-3
Vehicle Number
3-23
Comparison of measured and calculated fuel consumption
of single-axle tractors
83
-------
11 Measured
ffcl Calculated
80
1
3-4 3-5 3-6 3-7 3-10 3-11 3-12 3-13 3-14 3-15 3-16 3-17 3-18 3-10 1-24
Vehicle Number
Figure 37. Comparison of measured and calculated fuel consumption of dual-axle tractors
-------
60 r
Buses
Measured
gig Calculated
v.v.v
M
Vi'iYii
Single-Axle
Tractors
IT
ill
i
!wl
m
t'l'i'iYi
Dual-Axle
Tractors
Figure
38. Comparison of measured and calculated fuel consumption of
buses, single-axle tractors, and dual-axle tractors
85
-------
TABLE 33. COMPARISON OF EMISSION RATES OF NOx MEASURED CONTINUOUSLY
AND MEASURED IN BAGS FOR SEVERAL VEHICLES TESTED OVER THE
CHASSIS VERSION OF THE TRANSIENT CYCLE
Vehicle
Number
3-6
3-7
3-8
3-9
3-10
3-11
3-12
Composite NOx Emission Rate, q/km
LANF
3-14
3-15
3-16
3-17
3-18
3-19
3-20
3-21
3-22
Test
3521
3522
Avg.
3621
3622
Avg.
3721
3722
Avg.
3832
3931
3932
Avg.
31021
31022
Avg,
31121
31122
Avg.
31221
31222
Avg.
31321
31322
Avg.
31421
31422
Avg.
31521
31522
Avg.
31621
31622
31623
Avg.
31721
31722
Avg.
31821
31822
Avg.
31921
31922
Avg
32031
32032
Avg
32131
32132
Avg
32231
32232
Avg
LAF
NYNF
Total'
Bag Cont.
20.02
18.07
19.0
20.88
19.44
20.2
17.18
15.60
16.3
13.31
13.35
13.3
14.90
13.62
15.92
15.63
15.8
13.95
13.67
13.8
14.35
13.36
14.3 13.9
15.74
14.71
15.2
13.50
13.61
13.6
16.60
16.75
16.7
Bag
14.62
14.01
14.3
12.68
12.66
12.7
14.08
14.83
14.4
Cont. Bag Cont.
Total
Percent
Differencea
20.09 17.84 12.67 U.U 11.10 8.53 lihOl 12.45
23-27
23.32
23.3
29.29
34.08
31.7
24.34
26.23
2S.3
33.00
32.45
32.7
18.53
18.27
18.4
20.54
20.97
20.8
26.78
30.47
28.6
21.57
23.38
22.5
28.49
28.99
28.7
15.40
15.00
15.2
20.33
20.29
20.3
16.89
18.44
17.7
22.92
22.30
22.6
13.57
13.19
13.4
18.46
13.08
18.3
14.73
15.83
15.3
19.44
19.15
19.3
14.28
13.94
14.1
13.57
14.63
14.1
18.13
17.52
17.a
12.36
11-91
12.1
11.87
12.61
12.2
15.15
15.49
15.3
21.94
21.46
21.7
23.68
25.31
24.5
35.43
31.17
33.3
18.37
17.87
18.1
19.76
22.68
21.2
29.93
26.84
28.4
19.15
18.21
18.7
12.60
12.85
12.7
16.68
17.84
17.3
15.10 17.50
15.45 18.09
15.3 17.8
9.28
10.20
9.74
9.00
9.06
9.03
17.23
16.75
17.0
16.39
16.54
16.5
19.54
20.84
20.2
20.90
21.93
21.4
12.43
12.14
12.3
15.98
16.28
16.1
8.48 17.16 18.57
7.77 17.91 17.59
8.13 17.5 18.1
15.17
15.10
15.1 22.5
20.37
24.17
22.43
23.07
22.8
17.83
16.64
7
16.59
15.79
5
17.2
16.2
6
14.19
14.03
1
14.20
13.93
2
14.2
14.0
7
\
17.09
15.13
j.3
16.48
15.36
7
16.8
15.2
10
12.86
10.34
24
16.13
13.99
15
15.79
13.62
16
16.0
13.8
16
19.07
17.11
12
20.52
17.89
15
19.8
17.5
14
16.24
14.12
15
17.51
15.24
15
16.9
14.7 •
15
22.07
18.62
18
21.22-
18.60
14
21.6
18.6
16
26.01
23.45
11
29.06
25.73
13
27.5
24.6
12
15.43
15.45
6
16.33
14.78
11
16.4
15.1
9
16.74
15.13
11
16.48
14.45
12
16.2
14.8
12
23.84
22.12
8
24.40
22.29
10
23.01
21.11
9
23.3
21.8
9
16.20
15.02
8
15.79
15. S6
1
16.0
15.3
5
16.39
16.21
1
ildi
16.90
3
16.9
16.6
2
17.50
17.00
3
18.09
17.27
5
17.8
17.1
4
•
9.51
10.07
-6
10.26
10.23
0
9.89
10.2
-7
11.49
11.34
l
11.61
10.65
9
11.6
11.0
5
18.14
16.98
7
18.60
17.03
9
18.4
17.0
8
Percent difference# calculated relative to bag NOx
86
-------
TABLE 33 (CONTINUED).
HYNF
Composite NO* Eaiaston Rate, g/tao
' IANF
XAF
NYNF
Total
Inertia
Test
Cont.
Bag
Cont.
Bag
Cont.
Bag
Cont.
Bag
Cont.
Bag
61* of GVW
32325R-1
10.53
11.81
8.11
8.19
7.80
7.41
10.60
12.05
8.39
8.42
32325R-2
10.66
12.61
8.01
8.34
7.84
7.11
9.98
11.75
8.34
8.32
Avg.
10.6
12.2
8.06
8.27
7.82
7.26
10.3
11.9
8.37
8.37
70* of GVW
32322
10.02
13.17
7.67
9.01
8.42
8.11
11.01
13.29
8.65
9.25
32324
11.39
12.41
8.50
8.66
8.46
7.60
10.77
12.47
6.96
8.73
Av-1
3-24
93* of GVW
32326R-1
13.88
14.89
10.30
10.20
10.98
10.20
13.80
14.79
11.38
11.09
3
32326R-2
12.74
14.16
9.41
9.72
10.25
9.78
12.95
14.24
10.57
10.61
0
Avg.
13.3
14.5
9.86
9.96
10.6
9.99
13.4
14.5
U.O
10.8
2
55*
of GVW
32424R-1
21.38
21.91
14.28
14.38
12.90
12.39
21.23
21.44
14.72
14.49
2
32424R-3
21.82
22.16
14.53
13.99
12.65
12.33
21.14
20.31
14.83
14.31
4
Avg.
21.6
22.0
14.4
14.2
12.8
12.4
21.2
20.9
14.8
14.4
3
70*
Of GVW
32421R-1
24.29
24.78
17.14
17.17
16.27
16.00
25.77
26.35
18.03
17.97
0
32421R-2
23.36
24.61
15.94
16.31
15.22
15.17
24.01
24.76
16.89
17.12
-1
Avg.
23.8
24.7
16.5
16.7
15.8
15.6
24.9
25.6
17.5
17.6
-1
86*
of GVW
32422R-1
25.97
27.43
18.11
18.54
18.05
17.55
27.00
27.59
19.57
19.54
0
32422R-3
26.11
27.11
19.23
18.83
19.28
18.15
27.94
28.20
20.65
19.99
3
Avg.
26.0
27.3
18.7
18.7
18.7
17.9
27.5
27.9
20.1
19.8
2
97*
of GVW
32423R-1
28.02
28.30
20.35
19.73
20.42
19.35
28.55
28.06
21.84
21.04
4
32423R-3
30.96
29.99
21.20
20.25
22.14
20.32
30.09
29.18
23.44
21.97
6
Avg.
29.5
29.2
20.8
20.0
21.3
19.8
29.3
28.6
22.6
21.5
5
a
bPercent differences calculated relative to bag N0X
Ho data
Average is txom Teat 32327 Run 2 only
-------
3-15 3-16 3-17
3-18 3-19 3-20 3-21
Vehicle Number
3-22 3-23
Figure 39. Comparison of continuously measured and bag NO
for Task 3 vehicles
88
-------
TABLE 34- COMPARISON OF ALDEHYDE AND KETONE EMISSION RATES FROM VEHICLES
TESTED OVER ONE COLD-START AND THREE HOT-STARTS OF THE CHASSIS VERSION
OF THE TRANSIENT CYCLE
Emission Rate, mg/km
Single-Axle Tractors
Vehicle No.
3-1
3-2 3-3
3-23d'e
Vehicle
Cummins
Cummins
Cummins
Description
Form. 350
IHC DT-466 Form. 290
NTC-300
Formaldehyde
10(100%)
f 13(100%) 22(76%)
151(33%)
Acetaldehyde
NDa
ND 3
122
Acrolein
ND
ND ND
46
Propionaldehyde
ND
ND ND
¦h K
21
Acetone
u
D D
43
Crotonaldehyde
ND
ND ND
^ 13
Isobutyraldehyde
ND
ND ND
>30
Methylethylketone
ND
ND ND
Benzaldehyde
ND
ND 4
13
Hexanaldehyde
ND
ND ND
12
Total
10
13 29
451
Buses
Vehicle No.
3-8°
3-9° 3-20d 3
-21d
. _ _d
3-22
Vehicle
Description
DD 6V-71N DD6V-71N DD 6V-71N Cat
3208 DD 8V-71N
Formaldehyde
172(59%)
123(41%) 250(48%)
123(36%) 138(31%)
Acetaldehyde
121
113 184
119
168
Acrolein
ND
ND 26
13
29
Propionaldehyde
ND
ND 12
ND
20
Acetone
ND
36 36
41
42
Crotonaldehyde
ND
ND 5
9
12
Isobutyraldehyde
ND
ND ^
)ia
15
Methylethylketone
ND
ND
Benzaldehyde
ND
ND 3 J
10
15
Hexanaldehyde
ND
30 ND
10
9
Total
293
302 520
343
448
*Not detected above the minimum detection value (MDV)
Background interference prevented accurate acetone measurement,
^Analyzed by means of the improved 2,4-dinitrophenylhydrazine (DNPH) method
Analyzed with the improved DNPH procedure that was modified to improve the
detection limits
6
^Vehicle 3-23 was operated at 80 percent of standard horsepower
Fraction of total a-Idehydes and ketones that is formaldehyde
89
-------
TABLE 34 (CONTINUED)
Emission Rate, mg/km
Dual Axle Tractors
Vehicle No.
3-4
3-5
3-6
3-7
3-10C
Vehicle
Cummins
Cummins
Description
DD 8V-92TA
DD 8V-92TA
NTC-400
Form. 350
Mack EM6-285R
Formaldehyde
36(68%)
51(88%)
118(78%)
18(45%)
79(42%)
Acetaldehyde
9
a.
2
10
ND
81
Acrolein
ND
ND
ND
ND
ND
Propionaldehyde
3
u
ND
3
3
K
ND
Acetone
JJ
JJ
jj
JJ
28
Crotonaldehyde
ND
ND
ND
ND
ND
Isobutyraldehyde
ND
ND
ND
ND
ND
MethylethyIketone
ND
ND
ND
ND
ND
Benzaldehyde
5
5
8
3
ND
Hexanaldehyde
ND
ND
12
16
ND
Total
53
58
151
40
188
Vehicle No.
3-llC
3-12°
3-13°
3-14d
3-15d
Vehicle
Cat 3406
Cummins
Cummins
Description
Mack EM 6-235
Economy
Cat 3406
Form. 350
Form. 350
Formaldehyde
33(39%)
75(49%)
80(34%)
129(26%)
107(56%)
Acetaldehyde
51
57
116
203
ND
Acrolein
ND
ND
ND
ND
ND
Propionaldehyde
ND
ND
ND
18
15
Acetone
ND
21
17
87
48
Crotonaldehyde
ND
ND
ND
6
Isobutyraldehyde
ND
ND
ND
>24
Methylethylketone
ND
ND
ND
J
ID
Benzaldehyde
ND
ND
ND
J 12
ND
Hexanaldehyde
ND
ND
25
12
ND
Total
84
153
238
494
192
Vehicle No.
3-16d
3-17d
3-18d
3-19d
3-24d
Vehicle
Cummins
Cummins
Cummins
Cummins
Descirption
NTC-290
Form. 350
NTC-300
NTC-300
DD8V-92TA
Formaldehyde
8(5%)
131(29%)
71(37%)
56(35%
96(33%)
Acetaldehyde
98
188
71
56
124
Acrolein
9
15
8
11
17
Propionaldehyde
16
16
ND
7
9
Acetone
35
51
25
18
16
Crotonaldehyde
. 5
10
4
5
4
Isobutyraldehyde
\ 5
8
s
i n
Methylethylketone
J
Jm V
U
1U
Benzaldehyde
y ND
9
4
2
7
Hexanaldehyde
ND
10
2
2
10
Total
175
446
193
162
293
90
-------
An improved version of the 2,4-dinitrophenylhydrazine method for aldehyde and
ketone analyses was used to analyze samples from Vehicles 3-8 through 3-24. When
used with a more sensitive detector, this procedure has lower detection limits than the
original method. The total emission rates of aldehydes and ketones calculated for Table
34 reflect the improved detection limits of the new procedure.
In general, the formaldehyde, acetaldehyde, and total aldehyde and ketone
emission rates were higher for buses than for single-axle and dual-axle tractors.
Overall, dual-axle tractors produced higher aldehyde and ketone emission rates than
single-axle tractors, but large variations in the rates occurred with both tractor types.
The formaldehyde fraction of the total aldehyde and ketone emission rate was
calculated and is shown in parentheses in Table 34. The ratio of formaldehyde emission
rate to total aldehyde and ketone emission rate was relatively high for the first seven
vehicles (possibly due to the use of a different variation of the DNPH procedure for
those vehicles) so the data for the first seven vehicles were not used in the following
comparisons. The percentage of formaldehyde from dual-axle tractors ranged from 26
to 56 (excluding the 5 percent for Vehicle 3-16) and from 31 to 59 percent for buses.
Formaldehyde made up 33 percent of total aldehydes and ketones for Vehicle 3-23. This
was the only single-axle tractor tested using the improved DNPH method.
Only one vehicle, Vehicle 3-17, produced phenols above the minimum detection
limits of the phenols procedure. Of the eleven phenols measurable by the procedure,
only 2,3,5-trimethylphenol was detected. The measured rate was 6.9 mg/km, with a
detection limit of 2 mg/km.
The odor of vehicle exhaust was measured using a Diesel Odor Analysis System
(DOAS). With this method, exhaust odor is measured as two components; LCA, which
includes aromatics, and LCO, which are oxygenated compounds. The results of odor
analysis are listed in Table 35 by vehicle type. Most vehicles produced higher levels of
LCA than LCO for all vehicle types. As a group, buses emitted higher levels of LCA
and lower LCO levels than single-axle or dual-axle tractors. Dual-axle tractors
generally produced greater amounts of LCA and LCO than single-axle tractors.
Particulate was sampled on 47 mm Pallflex filters and on 20 X 20 inch Pallflex
filters for Task 3 vehicles. The particulate collected on 47 mm filters was analyzed for
metals and several other elements at EPA-RTP. A listing of the available elemental
emission rates in mg/km are given in Table 36. In Table 37 the elements which were
not consistently detected have been deleted to allow a better comparison of the
remaining elements. Phosphorus and sulfur were emitted at levels above the minimum
detection values (MDV) with all vehicles tested in Task 3, and magnesium, chlorine, and
potassium were detected at measurable levels with several of the vehicles tested.
Buses produced lower levels of sulfur and potassium than single-axle or dual-axle
tractors while dual-axle tractors emitted more sulfur than did single-axle tractors.
Relative to the other vehicles tested, city bus 3-20 produced higher levels of phosphorus
and iron and Vehicle 3-6 produced higher levels of sulfur and iron.
Particulate collected on 20 X 20 inch filters was extracted to determine the
fraction of organic solubles on the filter. The extracts were analyzed for nitropyrenes
and mutagenic activity. Results of nitropyrene analysis are shown in Table 38. 1-
Nitropyrene and three dinitropyrenes (1,3-; 1,6-; and 1,8-dinitropyrenes) were measured
91
-------
TABLE 35. COMPARISON OF DOAS ODOR EMISSION RATES FROM VEHICLES TESTED OVER
ONE COLD-START AND THREE HOT-STARTS OF THE CHASSIS VERSION
OF THE TRANSIENT CYCLE
Vehicle
Emission Rate, mg/km
LCA LCO
Single-Axle Tractor
3-1 Cummins Form. 350
3-2 IHC DT-466
3-3 Cummins Form. 290
3-23 Cummins NTC-300
Bus
Dual-Axle Tractor
3-4 DD 8V-92TA
3-5 DD 8V-92TA
3-6 Cummins NTC-400
3-7 Cummins Form. 350
3-10 Mack EM6-285R
3-11 Mack EM6-285
3-12 Cat. 3406 Economy
3-13 Cat. 3406
3-14 Cummins Form. 350
3-15 Cummins Form. 350
3-16 Cummins NTC-290
3-17 Cummins Form. 350
3-18 Cummins NTC-300
3-19 Cummins NTC-300
3-24 DD 8V-92TA
Avg.
96
254
132
531
253
Avg.
Avg.
895
330
449
529.
258
211
365
190
343
441
210
498
310
353
266
340
60
45
131
284
130
3-8
Bus
DD 6V-71N
1376
132
3-9
Bus
DD 6V-71N
1034
169
3-20
Bus
DD 6V-71N
784
108
3-21
Bus
Cat 3208
321
56
3-22
Bus
DD 8V-71N
959
42
101
225
89
120.
237
136
234
11
755
221
194
244
85
304
74
204
Sample contaminated, no valid data
92
-------
TABLE 36. COMPARISON OF ELEMENTAL EMISSION RATES (IN MG/KM) FROM VEHICLES
OPERATED OVER THE CHASSIS VERSION OF THE TRANSIENT CYCLE
Single-Axle Tractors Buses
Element
3-1
Cummins
HTC 350
3-2
IHC
DT-466
3-3
Cummins
Form. 290
3-23
Cummins
NTC-300
3-8
City Bus
DD6V-71N
3-9
City Bus
DD6V-71N
3-20
City Bus
DD 6V-71N
3-21
City Bus
Cat 3208
3-22
City Bus
DD 8V-71N
Magnesium
ND*
ND
1.5b
ND
ND
ND
3.6
ND
1.4
Phosphorus
0.9
0.6
1.6
1.3
2.1
l.fl
7. 3
1.1
1.4
Sulfur
19.0
15.5
21.1
26.7
7.6
8.0
15.3
5.0
9.8
Chlorine
ND
ND
0.4b
ND
0.6
0.5b
0.5
0.1b
0.2b
Potassium
NO
ND
35.8
ND
6.8b
13.7
ND
ND
ND
Calcium
ND
ND
ND
ND
ND
ND
ND
ND
ND
Titanium
ND
0.1b
ND
0.7
ND
ND
ND
ND
ND
Vanadium
ND
ND
ND
ND
ND
ND
ND
ND
ND
Manganese
ND
ND
ND
ND
1.7^
O.Th
15.3
ND
ND
Iron
2.8
0.9b
l.Bb
3.2
4.3
ND
23.8
ND
ND
Bromine
ND
ND
ND
ND
ND
ND
ND
0.52b
ND
Zinc
ND
ND
ND
115.0
167.lb
167.3b
ND
ND
ND
Selenium
ND
ND
ND
ND
0.6b
ND
ND
ND
ND
Strontium
ND
1.9b
ND
15.5
8.7
8.1
ND
ND
ND
Molybdenum
ND
ND
ND
ND
5.6b
5.2b
ND
ND
ND
Tin
ND
ND
ND
ND
ND
ND
2.56
0.33b
ND
Barium
ND
ND
63. 9b
ND
64.2b
74.0b
ND
ND
ND
Hoifram
ND
ND
ND
ND
2.8b
ND
ND
ND
ND
^Hot detected, levels below emission rate of 0.1 mg/kia
Detected at the detection limit
-------
TABUS 36. (CONTINUED)
Ttictori
llMMttt
2-4
DO
6V-92t&
1-5
DP
6V-92X&
3-6
Cuomina
HTC-400
3-7
Cumlm
Form. 350
3-10
Mack
EM6-28SA
3-11
Hack
CM6-285
3-12
Cat 3406
Kconoav
3-13
Cat
34Q6
3-14
Cumins
Wotm, 350
3-15
Cumins
Pom. 350
3-16
Cummins
IRC-290
3-17
ChUm
Pons. 350
3-ia
Cumins
MTC-300
3-19
Cummins
NTC-JOO
3-24
DO
8V-921
Hegnesium
3.7
3.5
MD*
ID
MD
ND
MD
MD
HD
MD
ND
7.0
7.a
7.4
»
PttMphonu
1.5
1-6
2.4
O.S
1.4
1.4
6.4
0.9
0.4
2.2
2.0
1.1
0.4
1.5
1.3
Sulfur
10.0
21.4
43.6
22.7
23.5
29.2
32.9
23.9
22.7
30.2
36.3
27.7
23.2
29.2
26.7
Chlorine
0.5
0.6
0.3b
MO
MD
ND
*)
0.2b
m
MD
m
0.6
0.7
0.8
ID
FoUiaiut
SO. 2 .
42.0
MP
MD
16.4
10.9
9.5b
MD
5.8b
MD
MD
22.2b
26. ab
2a. 4b
m
Celclw
NP
HD
m
MP
ND
ND
MD
IB
MD
HD
MP
54.4
53.8
60.7
m
tiunlui
MP
HD
m
MD
HD
m
ND
MD
0.5b
ND
MD
ND
ND
ND
0.4
Vuiadtui
MD
MP
MD
MP
0.Jb
MD
ND
»
m
ND
MP
MD
MD
HD
m
Manganese
HO
NP
MD
MP
ID
MD
ND
ND
MD
ND
MP
MD
ND
ND
m
Iron
MP
MD
11.6
MP
MD
2.4
4.5
1.9b
2.3b
3.2
4.2
MD
MP
1.0
0.6
BrosiM
HO
HD
HD
MD
MD
MD -
ND
m
m
ND
ND
ND
ND
ND
Sine
MP
MD
ND
NP
139.0b
13a.ib
139.6b
MD
B6.6b
ND
NO
MD
W
W
to
Selenium
HP
MP
MD
MP
ND
m
M>
MO
ND
m
»
ND
ND
MD
ID
Strontliss
UP
MD
MD
MP
7.3
7.2
6.9
m>
5.5b
ND
NP
ND
ND
ND
1.4
Molybdenum
UP
HD
ND
NP
4.2b
3,9b
4.7b
ND
3.
M>
ND
HD
ID
Tin
NP
MD
MD
MD
MD
MD
ND
ND '
to
ND
MD
IB
MD
ND
to
toius
87.4
«.Qb
to
MP
72.8
60.7**
57.6b
W
35.6b
ND
MD
ND
»
ND
ID
Wolfram
m
MD
MD
ND
MD
MD
ND
HD
MD
ND
ND
ND
MD
ND
ID
*Hot dfttecUd^ levels below Mission rate of 0.1 mg/km
Detected at the detection limit
-------
TABLE 37. SUMMARY OF MOST PREVALENT ELEMENTAL EMISSIONS (IN MG/KM) FROM VEHICLES
OPERATED OVER THE CHASSIS VERSION OF THE TRANSIENT CYCLE
Single Hit Tractors Buses
Element
3-1
Ownii ris
HTC-350
3-2
IHC
DT-466
3-3
Cumins
For*. 290
3-23
Cumins
HTC-300
3-8
City Bus
DD6V-71N
3-9
City Bus
DD6V-71N
3-20
City Bus
DD 6V-71N
3-21
City Bus
Cat 3208
3-22
City Buj
DD 8V-7H
Magnesium
ND*
ND
1.5b
ND
ND
ND
3.6
ND
1.4
Phosphorus
0.9
0.6
1.6
0.9
2.1
1.8
7.3
1.1
2.2
Sulfur
19.0
15.5
21.1-
19.6
7.6
8.0
15.3
5.0
9.8
Chlorine
ND
ND
0.4b
ND
0.6
0.5b
0.5
0.1b
0.2b
Potassiun
ND
ND
35.8
ND
6.8b
13.7
ND
m
ND
Iron
2.8
0.9b
1.6b
3.2
4,3
to
23.8
ND
ND
Zinc
MD
ND
ND
155.0
167.lb
167.3b
ND
ND
ND
Strontium
HD
1.9b
ND
15.5
8,7
8.1
ND
ND
ND
Molybdenum
ND
ND
ND
ND
5,6b
5.2b
ND
ND
ND
Barium
ND
ND
63.9b
ND
64.2b
74.0b
ND
ND
ND
Dual tele Tractors
3-4
3-5
3-6
3-7
3-10
3-11
3-12
3-13
3-14
3-15
3-16
3-17
3-18
3-19
3-24
DD
DD
Cumins
Cumins
Mack
Mack
Cat 3406
Cat
Cumins
Cumins
Cumins
Cumins
Cumins
Cumins
DD
Eleaent
8V-92TA
8V-92TA
NTC-400
Form. 350
BM6-285R
EH6-285
Ecdfloay
3406
For®, 350
For*. 350
NTC-290
Form. 350
NTC-300
NTC-300
8V-02T
Nagnesiua
3.7
3.5
ND
nd
ND
HD
ND
ND
ND
ND
ND
7.0
7.8
7.4
ND
Phosphorus
1.5
1.6
2.4
0.5
1.4
1.4
6.4
0.9
0.4
2.2
2.0
1.1
0.4
1.5
1.3
Sulfur
20.8
21.4
43.8
22.7
23.5
29.2
32.9
23.9
22.7
30.2
36.3
27.7
23.2
29.2
26.7
Chlorine
0.5
0.6
0.3b
ND
ND
ND
ND
0.2b
ND
ND
ND
0.6
0.7
0.6
to
Potassium
50.2
42.0
ND
ND
16.4
10.9
9.5b
W)
s.eb
HD
ND
22.2b
26.8b
28.4b
ND
Iron
ND
ND
11.6
ND
ND
2.4
4.5
1.9b
2.3b
3.2
4.2
ND
ND
1.0
0.6
Zinc
ND
ND
ND
ND
139.0b
138.lb
139.6b
ND
86.6b
ND
ND
ND
ND
ND
ND
Strontitai
ND
ND
ND
HD
7.3
b
7.2
b
6.9
b
ND
S.5b
b
KD
ND
ND
ND
ND
1.4
Molybdenum
ND
ND
ND
ND
4.2
3.9
4.7
ND
3.4
ND
ND
ND
ND
ND
ND
Bariiai
87.4
68. oh
ND
ND
72.8
60.7b
57.6b
ND
35.6b
ND
ND
ND
ND
ND
SNot detected, levels below enisison rate of 0.1
detected at the detection limit
mg/km
-------
TABLE 38. COMPARISON OF NITROPYRENE EMISSION RATES (IN ORGANIC
EXTRACTABLES) FROM VEHICLES TESTED OVER THE CHASSIS
VERSION OF THE TRANSIENT CYCLE
Vehicle
HO.
Vehicle Description
1-Nitro-
pyrene
Emission Rata, Uq/tan
1,3-Dinitro-
pyrene
Single-Axle Tractors
1,6-Dinitro-
pyrene
1,8-Dinitro-
pyrene
3-1
Cummins Formula 350
9
NDd
ND
a
3-2
IHC 0T-466B
1
ND
ND
a
3-3
Cummins Formula 290
9
ND
ND
a
3-23
Cummins NTC-300
2
ND
ND
ND
Avg.
5
Buses
3-8
Bus DD 6V-71N
ND
ND
ND
ND
3-9
Bus DD 6V-71N
ND
ND
ND
ND
3-20
Bus DD 6V-71N
ND
ND
ND
ND
3-21
Bus Cat 3208
1
ND
ND
ND
3-22
Bus DD 3V-71N
ND
ND
ND
ND
Avg.
ND
Dual-Axle-
Tractors
3-4
DD 8V-92TA
6
ND
ND
a
3-5
DD 8V-92TA
3
ND
ND
ND
3-6
Cummins NTC-400
1
ND
ND
ND
3-7
Cummins Formula 350
2
ND
ND
ND
3-10
Mack EM6-285R
1
ND
ND
ND
3-11
Hack EM6-285
2
ND
ND
ND
3-12
Cat 3406 Economy
3
ND
ND
ND
3-13
Cat 3406
17
ND
ND
ND
3-14
Cummins Formula 350
1
ND
ND
ND
3-15
Cummins Formula 350
1
ND
ND
ND
3-16
Cummins OTC-290
2
ND
ND
ND
3-17
Cummins Formula 350
1
ND
ND
ND
3-18
Cummins NTC-300
1
ND
ND
ND
3-19
Cummins ntc-300
1
ND
ND
ND
3-24
Detroit Diesel 8V-92TA
Avg
4
. i
ND
ND
ND
al,8-Dinitropyrene aluted at same retention time as 1-Nitropyrene
values reported as 1-Nitropyrene
^Not detected, levels were at or below the emission rate of 1 ug/km
96
-------
in the extract samples. None of the dinitropyrenes were found at levels above 1
microgram/km. 1-Nitropyrene was produced at levels from 1 to 17 micrograms/km. Of
the three vehicle types tested, buses produced the lowest levels of 1-nitropyrene. Only
bus 3-21 emitted detectable amounts of 1-nitropyrene. Single-axle tractors produced an
average of 5 micrograms/km of 1-nitropyrene and dual-axle tractors produced an
average of 4 micrograms/km. Eighteen of the twenty four vehicles tested emitted 3
micrograms/km, or less, of 1-nitropyrene.
An organic extract sample from each vehicle was analyzed for mutagenic activity
using the Ames bioassay. The samples were analyzed in three tester strains, (TA153S,
TA98 and TA100) in triplicate, with and without metabolic activation. The results
expressed in revertants per microgram of extract, and in revertants per kilometer, are
given in Table 39. Particulate emission rate, organic extractables, and soluble organic
fraction are also listed in the table.
As a group, buses produced a lower Ames response than dual-axle tractors, which
in turn produced lower Ames response than single-axle tractors. In general, the highest
Ames activity for the three vehicle types occurred in tester strain TA100 without S9.
Ames response in the presence of 59 did not vary significantly between the three tester
strains for any of the vehicle types. An exception occurred among buses in tester strain
TA100 for which the average Ames activity was more than double that of the other two
tester strains.
Bar graphs of Ames activity (in rev/km) for individual Task 3 vehicles are shown
for tester strains TA1538, TA98, and TA100 in Figures ^0 through 2. Several of the
vehicles gave consistently higher Ames responses in all tester strains. These were
Vehicle 3-1 (single-axle tractor) and Vehicles 3-5, 3-6, and 3-13 (dual-axle tractors).
Two buses produced relatively low Ames activity, Vehicles 3-8 and 3-20.
97
-------
V£>
00
TABLE 39. SUMMARY OF AMES BIOASSAY ANALYSES FROM VEHICLES TESTED OVER THE CHASSIS VERSION
OF THE TRANSIENT CYCLE
TA 1538 TA 98 TA 100
_CQ xCQ _QQ xCO _CQ
Extract
Part
+S9
-S9
+S9
-S9
+S9
Vehicle Rate, g/knt SOF° Rate,g/km rev/Mrev/kjpC rev/Mg rev/knC rev/Vq rev/knC rev/pq rev/kniC
Single Axle Tractors
rev/pg rev/kra rev/yg rev/Km
3-1
1.16
0.354
0.41
3-2
0.61
0.286
0.23
3-3
1.44
0.340
0.49
3-23
1.19
0.473
0.56
Avg.
1.15
0.36
0.42
3-8
4.42
0.O69
0.30
3-9
1.44
0.307
0.44
3-20
3.61
0.096
0.35
3-21
0.96
0.390
0.37
3-22
1.54
0.487
0.75
Avg.
2.39
0.27
0.44
3-4
1.26
0.535
0.67
3-5
1.18
0.513
0.60
3-6
1.88
0.128
0.24
3-7
1.16
0.148
0.17
3-10
1.47
0.124
0.18
3-11
1.80
0.069
0.12
3-12
2.85
0.159
0.45
3-13
1.59
0.166
0.26
3-14
1.25
0.129
0.16
3-15
2.59
0.192
0.50
3-16
1.33
0.155
0.21
3-17
1.32
0.201
0.26
3-18
0.85
0.208
0.18
3-19
1.32
0.156
0.21
3-24
1.35
0.411
0.55
Avg.
1.55
0.22
0.32
0.88 •
361.2
1.34
550.1
1.31
537.7
1.47
603.4
1.42
582.9
0.68
361.2
0.20
46.6
0.83
193.3
0.85
197.9
1.07
249.2
2.56
596.1
0.93
216.6
0.56
274.2
1.20
587.5
0.81
396.6
0.98
479.8
0.64
313.3
0.76
372.1
0.27
152.0
0.76
427.8
0.54
304.0
0.75
422.2
1.33
748.6
1.25
703.6
206
440
359
438
560
414
0.39
1.04
2.29
1.45
0.52
0.60
0.21
2.06
0.57
0.38
1.25
1.32
1.57
0.58
0.22
263.7
631.3
551.4
248.6
94.7
99.7
95.0
543.7
91 ;e
189.0
257.7
350.2
277.6
119.4
122.1
262
0.69
0.80
1.06
1.63
0.71
1.03
0.36
1.29
1.34
0.63
1.51
1.28
1.42
1.24
0.40
Dual Axle
466.6
465.6
255.2
279.5
129.3
128.4
162.8
340.5
215.8
313.3
311.3
339.6
251.1
255.3
221.9
277
Tractors
0.66
1.58
2.51
1.67
0.77
1.04
0.73
1.71
1.39
0.58
1.47
1.10
1.33
1.06
0.46
446.3
959.1
604.3
286.3
140.2
129.6
330.2
451.3
223.9
288.4
303.0
291.8
235.1
216.3
266.3
345
0.45
0.87
1.34
1.22
0.75
1.19
0.68
1.82
1.12
0.71
1.83
1.44
1.70
1.42
0.42
304.3
528.1
322.6
209.2
136.6
146.3
307.6
480.4
180.4
353.1
377.2
382.1
300.6
292.4
233.0
304
0.42
1.21
5.62
4.07
1.33
1.76
0.83
2.43
0.79
1.00
0.68
1.06
1.59
1.27
0.52
284.0
734.5
1401.3
697.9
242.2
219.3
375.4
641.4
127.2
497.3
181.4
281.2
261.1
261.5
266.5
434
0.62
1.00
1.76
1.55
1.84
2.12
0.71
2.30
1.19
0.59
1.34
1.08
1.39
1.21
0.64
0.07
21.2
0.17
51.6
0.07
21.2
0.13
39.4
0.24
72.8
0.20
60.6
0.14
61.8
0.43
189.8
0.21
92.7
0.36
158.9
0.49
216.3
0.50
220.7
0.05
17.3
0.15
52.0
0.10
34.7
0.16
55.4
0.16
55.4
0.32
110.9
0.16
59.9
0.41
153.5
0.20
74.9
0.53
198.4
0.62
232.1
1.02
381.9
0.10
75.0
0.25
187.5
0.12
90.0
0.25
187.5
0.54
405.0
0.87
652.5
47
127
63
128
196
285
419.3
607.0
423v8
265.8
335.0
264.2
321.2
607.1
191.7
293.4
276.2
286.6
245.8
249.2
355.1
343
a
^soluble organic fraction
crev/Hg - revertants/Ug extract
rev/ka have been divided by 1000
-------
700
| -S3
Veh.l Veh. 2 Veh. 3 Veh. 4 Veh. 5 Veh. 6 Veh. 7 Veh. 8 Veh. 9 Veh.10 Veh.ll Veh.12 Veh.13 Veh.14
Task 3 Vehicle Numbers
Figure 40. Comparison of TA1538 relative Ames activity
-------
-S9
H +S9
500
Task 3 Vehicle Numbers
Figure 40 (Continued).
-------
-S9
+S9
Veh. 1 Veh. 2 Veh. 3 Veh. 4 Veh. 5 Veh. 6 Veh. 7 Veh. 8 Veh. 9 Veh.10 Veh.lX Veh.12 Veh.13 Veh. 14
Task 3 Vehicle Numbers
Figure 41. Comparison of TA98 relative Ames Activity
-------
700
Veh 15
Veh 16
Veh 17
| -S9
I +S9
Veh 18 Veh 19 Veh 20 Veh 21 Veh 22 Veh 23 Veh 24
Task 3 Vehicle Numbers
Figure 41. (Continued)
-------
Figure 42. Comparison of TA100 relative Ames activity
-------
Veh 15 Veh 16 Veh 17 Veh 18 Veh 19 Veh 20 Veh 21 Veh 22 Yeh 23 yeh 24
Task 3 Vehicle Numbers
Figure 42 (Continued).
-------
REFERENCES
1. Urban, Charles M., "Dynamometer Simulation of Truck and Bus Road Horsepower
for Transient Emissions Evaluations." SAE Paper 840349, International Congress
-------
12. Ames, B., McCann, J., Yamasaki, E., "Methods for Detecting Carcinogens and
Mutagens with Salmonella/Mammalian-Microsome Mutagenicity Test." Mutation
Research, 31, pp. 347-364, 1975.
13. Ames, B.N., "Revised Methods for the Salmonella Mutagenicity Test," Mutation
Research, in press, 1983.
14. Code of Federal Regulations, Title 40, Chapter 1, Part 86, Subpart N, Emission
Regulations for New Gasoline-Fueled and Diesel Heavy-Duty Engines; Gaseous
Exhaust Test Procedures, U.S. Government Printing Office, Washington, D. C.,
1982.
106
-------
APPENDICES
A - Dynamometer Simulation
B. - Regulated and Particulate Emissions Results from Chassis
and Engine Transient Tests of Task 2 Vehicles
C - Regulated and Particulate Emissions Results from Chassis
and Engine Transient Tests of Task 3 Vehicles
D - Summary of Emission Rates from Chassis and Engine Testing
E - Summary of Engine and Chassis Emission Rates in Several
Sets of Units
F - Regulated and Particulate Emissions Results from Buses
Operated Over the New York Bus Cycle
107
-------
APPENDIX A
DYNAMOMETER SIMULATION
108
-------
APPENDIX A
DYNAMOMETER SIMULATION
Using a programmable dynamometer, the procedure developed for road load
simulation of a vehicle on the dynamometer involves establishing the speed-power
curve, determination of inertia simulation, and determination of system friction.
Speed-Power Curve - The equation selected for calculation of the speed-power
curve to be used for evaluations on the chassis dynamometer is as follows:
RLP = F x 0.67(H-0.75)W x (V/50)3 + 0.00125 x LVW x V/50
Where:
RLP = Road Load Power in horsepower
F = 1.00 for tractor-trailer and 0.85 for city bus
H = Average maximum height in feet
W = Average maximum width in feet
LVW = Loaded vehicle weight in pounds
On thQ Clayton dynamometer with eight and five-eighths inch diameter rolls, the
equation for determination of dynamometer torque and load is as follows:
Dynamometer Torque = Hp x 134.8/mph, foot-pounds
Dynamometer Load = Torque x 12/(Load Arm in inches), pounds
Inertia Simulation - In keeping with the general provision in the EPA-
Recommended Procedure, the equivalent inertia to set in the dynamometer sytstem for
evaluation of a tractor-trailer is to be equal to 70 percent of the gross combined
weight. For buses, the equivalent inertia is to be equal to the sum of the empty weight,
half passenger load plus the driver (at 150 pounds per person), and the equivalent inertia
weight of the non-rotating vehicle wheel assemblies. Available inertia weights were
generally in 500 pound increments. Keeping within the 250 pound inertia increment
specified in the EPA-Recommended Practice was not possible. Using inertia weights in
500 pound increments for heavy-duty vehicles allowed testing with an actual inertia
weight within 1 to 2 percent of the inertia required. In comparison, with light-duty
vehicle testing, inertia weights in 125 pound increments are used. For a 4000 pound
vehicle, this equates to actual inertia weight being within about three percent of
required inertia. The inertia weights used in this program were selected to bring the
test inertia within 1 to 2 percent of the total inertia required rather than the 250
pounds specified in the EPA-Recommended Practice.
109
-------
For actual inertia simulation on the chassis dynamometer, the inertia of the wheel
assemblies on the vehicle is to be accounted for. The resultant dynamometer inertia is
as follows:
Total Inertia = EID + EIW
Where:
EID = Equivalent inertia of dynamometer system, pounds
EIW = Equivalent inertia of rotating wheels
This total inertia is to be used in the determination of system friction.
System Friction - With the vehicle installed onto the dynamometer and with the
appropriate inertia wheels connected, the total system absorbed horsepower is to be
determined using coastdowns. This is accomplished by obtaining repeatable 60 to 5
mph coastdown speed vs time data and then solving for the instantaneous decelerations.
From the instantaneous decelerations, the power absorption of the vehicle-
dynamometer system is determined as a function of vehicle speed. The speed-power
curve for programming into the dynamometer controller is then to be determined by the
difference between the total power required on the road and the power absorbed by the
vehicle-dynamometer system.
The method is briefly described as follows:
(1) Obtain 60 to 5 mph coastdown data
(2) Obtain acceleration using the following equation:
dV/dt = Acceleration = - (ao + aiV + a2V2)
Where:
ao and ajV represent rolling resistance
a2V2 represents rolling resistance
V = velocity of vehicle
Note: An acceptable alternate method is to graphically determine and
calculate the acceleration at each five mph increment in vehicle speed.
(3) Calculate the power absorbed using the acceleration values,
F = ma, and Hp - F x mph/375.
(4) Develop the speed-power curve for programming the dynamometer
by subtracting the power absorbed by the vehicle-dynamo-
meter system from the total power required on the road.
(5) Calculate the speed-load curve to program into the dynamo-
meter.
110
-------
APPENDIX B
REGULATED AND PARTICULATE EMISSIONS RESULTS FROM CHASSIS AND
ENGINE TRANSIENT TESTS OF TASK 2 VEHICLES
111
-------
TABLE B-I.
EMISSION RATES FROM VIA CITY BUS NQ. 360 POWERED BY A 1982 DETROIT DIESEL 6V-71 (VEHICLE 2-1)
OPERATED OVER THE CHASSIS VERSION OP THE TRANSIENT CYCLE
USING EM-400-F (DF-1 EMISSIONS TEST FUEL)
Cold Start
Emission Rate, g/Tm
Hot Start
M
N>
Teat
2111
2112
2113
2114
2115
Average
a
c. v.
HC
1.24
1.71
2.68
1.81
1.87
1.86
0.52
28.0%
CO
CO
30.55 1454
27.89 1410
28.71 1411
27.31 1369
25.38 1296
27.9? IStSS
1.89 60
6.8% 4.3%
HO
x
12.15
12.25
12.37
11.85
11.74
12.07
0.26
2.2%
Part.
1.70
1.50
1.55
1.55
1.35
1.53
0.12
8.2%
HC
1.70
1.94
1.43
1.75
1.76
1.72
0.18
10.7%
CO
CO,
21.34 1228
19.70 1291
20.17 1231
20.12 1224
20.14 1229
20.29 1244
0.61 32.0
3.0% 2.6%
MO
x
10.58
10.84
10.61
10.56
1Q.67
10.65
0.11
1.1%
Part.
1.29
1.22
1.23
1.19
1.25
1.2-4
0.03
3.0%
HC
1.63
1.91
1.61
1.76
1.78
1.74
0.12
7.0%
CO
22.66
20.87
21.39
21.15
20.89
21.39
0.740
3.5%
Cowroalte
°°2
1261
1309
1258
1245
1239
1262
27.6
2.2%
NO
x
10.80
11.04
10.86
10.74
10.82
10.05
0.11
1.0%
Part.
1.35
1.26
1.28
1.24
1.26
1.23
0.043
3.3%
Emission Rate, g/kg fuel
Cold Start
Teat
2111
2112
2113
2114
2115
Ave rage
0
c. v.
HC
CO
2.60 64.16 3056
3.71 60.48 3058
5.79 62.00 3049
4.04 60.92 3056
4.41 59.84 3057
4.11 61.48 3055
1.16 1.69 3.56
28.2% 2.8% 0.1%
HO
*
25.52
26.56
26.71
26.43
27.68
26.58
0.77
2.9%
Part.
3.57
3.24
3.35
3.46
3.19
3.36
0.15
4.6%
HC
4.24
4.62
3.57
4.39
4.40
4.24
0.40
9.4%
CO
CO„
53.28 3067
46.92 3077
50.34 3074
50.48 3072
50.33 3073
50.27 3073
2.26 3.65
4.5% 0.1%
NO
x
26.41
25.82
26.48
26.50
26.67
26.38
0.32
1.2%
Part.
3.22
2.90
3.08
2.98
3.12
3.06
0.12
4.1%
HC
4.01
4.49
3.89
4.34
4.40
4.23
0.26
6.2%
CO
54.83
48.85
52.00
51.97
51.69
51.87
2.12
4.1%
CoBpoaite
3066
3074
3Q71
3069
3070
3070
2.92
0.1%
NO
x
26.29
25.92
26.51
26.49
26.81
26.40
0.32
1.2%
Part.
3.27
2.95
3.12
3.05
3.13
3.10
0.11
3.8%
-------
TABLE B-2. EMISSION RATES FROM A 1982
OPERATED OVER THE 1984
USING EM-400-F (DF-1
DETROIT DIESEL 6V-71 (FROM VEHICLE 2-1)
ENGINE TRANSIENT CYCLE
EMISSIONS TEST FUEL)
Emission Rate, g/hp-hr
Cold Start Hot Start Composite
Test
HC
CO
C02
NOx
Part.
HC
CO
COp
NOx
Part.
HC
CO
C02
NOx
Part
2112E
1.75
7.75
842
6.15
0.72
1.84
4.79
770
5.62
0.59
1.84
5.21
780
5.70
0.61
2113E
1.71
7.51
832
6.20
0.64
1.84
4.75
765
5.79
0.52
1.82
5.14
775
5.85
0.54
2114E
1.71
7.72
842
6.08
0.66
1.84
4.91
768
5.61
0.53
1.82
5.31
779
5.68
0.55
2115E
1.59
6.97
838
6.21
0.61
1.79
4.56
769
5.72
0.50
1.76
4.90
779
5.79
0.52
2116E
1.61
7.33
834
5.97
0.59
1.83
4.76
765
5.45
0.54
1.80
5.13
775
5.52
0.55
X
1.61
7.46
838
6.12
0.64
1.83
4.75
767
5.64
0.53
1.81
5.14
778
5.71
0.55
6
0.07
.0.32
5
0.10
0.04
0.03
0.13
2
0.13
0.03
0.03
0.15
2
0.13
0.03
C.V.
4
4
0
2
8
1
3
0
2
6
2
3
0
2
6
Emission Rate, g/kg fuel
Cold Start Hot Start Composite
Test
HC
GO
C02
NOx
Part.
HC
CO
C02
NOx
Part.
HC
CO
C02
NOx
Part,
2112E
6.46
28.57
3102
22.66
2.67
7.53
19.34
3108
22.68
2.39
7.38
20.66
3107
22.68
2.43
2113E
6.36
27.97
3100
22.08
2.39
7.45
19.33
3109
23.54
2.11
7.29
20.56
3108
23.33
2.16
2114E
6.29
28.46
3104
22.39
2.44
7.46
19.91
3112
22.75
2.16
7.29
21.13
3111
22.70
2.20
2115E
5.88
25.83
3105
22.98
2.28
7.28
18.49
3115
2 3.17
2.04
7.08
19.54
3114
23.14
2.07
2116E
6.00
27.31
3106
22.22
2.22
7.42
19.33
3106
22.15
2.20
7.22
20.47
3106
22.16
2.20
X
6.20
27.63
3103
22.5
2.40
7.43
19.3
3110
22.9
2.18
7.25
20.5
3109
22.8
2.21
&
0.25
1.12
2
0.36
0.17
0.09
0.51
4
0.53
0.13
0.11
0.58
3
0.46
0.13
C.V.
4
4
1
2
7
1
3
0
2
6
2
3
0
2
6
-------
TABLE B-3. EMISSION RATES FROM A DUAL-AXLE TRACTOR POWERED BY A 1980 CUMMINS F0FM-35Q (VEHICLE 2-2)
OPERATED OVER THE CHASSIS VERSION OF THE TRANSIENT CYCLE
USING EM-528-F (PHILLIPS DF-2 REFERENCE FUEL)
Emission Rate, g/km
Cold Start Hot Start Composite
Test
HC
CO
CO?
N0X
Part.
HC
CO
CO?
NOv
Part.
HC
CO
CO?
NOx
Part.
2221
3.40
6.14
1487
14.07
1.15
1.87
5.05
1368
14.47
0.87
2.09
5.21
1385
14.41
0.91
2222
3.52
6.06
1465
13.80
1.21
1.90
5.27
1357
14.32
0.90
2.13
5.38
1372
14.25
0.94
2223
2.10
5.08
1435
13.39
1.05
2.11
5.43
1348
14.14
0.94
2.11
5.48
1360
14.03
0.96
2224
2.15
6.52
1462
14.43
1.16
1.69
5.83
1378
14.60
0.98
1.76
5.93
1390
14.58
1.01
2225
3.61
6.78
1428
13.81
1.18
1.96
5.62
1360
14.36
0.99
2.20
5.79
1370
14.28
1.02
X
2.96
6.26
1455
13.90
1.15
1.91
5.44
1362
14.38
0.94
2.06
5.56
1375
14.31
0.97
S.D.
0.76
0.39
24
0.38
0.06
0.15
0.30
11
0.17
0.05
0.17
0.29
12
0.20
0.05
C.V.
25
6
2
3
5
8
6
1
1
5
8
5
1
1
5
Emission
Rate,
g/kg fuel
Cold Start
Hot Start
Composite
Test
HC
CO
CO?
NOx
Part..
HC
CO
C02
NOx
Part.
HC
CO
CO?
NOx
Part.
2221
7.17
12.95
3137
29.68
2.43
4.30
11.62
3148
33.30
2.00
4.71
11.81
3147
32.78
2.06
2222
7.53
12.96
3134
29.52
2.59
4.41
12.22
3147
33.21
2.09
4.85
12.33
3145
32.68
2.16
2223
4.60
12.71
3144
29.34
2.30
4.92
12.67
3144
32.98
2.19
4.88
12.67
3144
32.46
2.21
2224
4.62
14.02
3144
31.03
2.49
3.86
13.31
3146
33.33
2.24
3.97
13.41
3145
33.00
2.27
2225
7.93
14.87
3131
30.28
2.59
4.53
13.00
3145
33.21
2.29
5.02
13.26
3143
32.79
2.33
X
6.37
13.5
3138
30.0
2.48
4.40
12.6
3146
33.2
2.16
4.69
12.7
3145
32.7
2.21
S.D.
1.63
0.9
6
0.7
0.12
0.38
0.7
2
0.1
0.12
0.42
0.7
2
0.2
0.10
C.V.
26
7
0
2
5
9
5
0
0
5
9
5
0
1
5
NOTE:
X = Average,
S.D.
= Standard Deviation
, C.V.
= Coefficient
of Variation
-------
TABLE B-4, EMISSION RATES FROM A 1980 CUMMINS FORM-350 (FROM VEHICLE 2-2) OPERATED
OVER THE 1984 ENGINE TRANSIENT CYCLE USING EM-528-F (PHILLIPS DF-2 REFERENCE FUEL)
Emission Rate, g/hp-hr
Cold Start Hot Start Composite
Test
HC
CO
co2
NOx
Part.
HC
CO
C02
NOx
Part.
HC
CO
CO?
NO*
Part.
2221E
0.97
2.28
626
6.51
0.42
0.93
2.11
592
6.81
0.39
0.94
2.13
597
6.77
0.39
2222E
1.10
2.31
624
6.53
0.42
0.82
2.06
587
6.97
0.38
0.86
2.10
592
6.91
0.39
2223E
0.94
2.37
621
6.54
0.47
0.93
2.18
586
6.88
0.41
0.93
2.21
591
6.83
0.42
2224E
0.95
2.36
613
6.52
0.46
0.97
2.18
581
6.68
0.40
0.97
2.21
586
6.66
0.41
2225E
0.99
2.28
613
6.31
0.45
0.88
2.08
580
6.44
0.38
0.90
2.11
585
6.42
0.39
X
0.99
2.32
619
6.48
0.44
0.91
2.12
585
6.76
0.39
0.92
2.15
590
6.72
0.40
S.D.
0.07
0.04
6
0.08
0.02
0.06
0.06
5
0.21
0.01
0.04
0.05
5
0.19
0.01
C.V.
7
2
1
2
5
6
3
1
3
3
4
2
1
3
4
Emission Rate.
a/kcr fuel
Cold Start
Hot Start
Composite
Test
HC
CO
co2
NOx
Part.
HC
CO
C02
N0X
Part.
HC
CO
C02
NOx
Part.
2221E
4.87
11.46
3146
32.73
2.11
4.96
11.23
3151
36.23
2.07
4.95
11.26
3150
35.73
2.08
2221E
5.60
11.65
3147
32.93
2.12
4.44
11.04
3148
37.40
2.02
4.61
11.13
3148
36.76
2.03
2223E
4.75
12.00
3143
33.09
2.40
5.00
11.68
3144
36.88
2.22
4.96
11.73
3144
36.34
2.25
2225E
4.87
12.15
3149
33.49
2.34
5.26
11.86
3154
36.28
2.18
5.20
11.90
3153
35.88
2.20
2225E
5.10
11.69
3149
32.45
2.30
4.78
11.26
3150
34.94
2.09
4.83
11.32
3150
34.58
2.12
X
5.04
11.8
3147
32.9
2.25
4.89
11.4
3149
36.4
2.12
4.91
11.5
3149
35.9
2.14
S.D.
0.34
0.28
2
0.4
0.13
0.30
0.3
4
0.9
0.08
0.21
0.3
3
0.8
0.09
C.V.
7
2
0
1
6
6
3
0
3
4
4
3
0
2
4
NOTE:
X =
Average,
S.D.
= Standard Deviation
, C.V.
= Coefficient
of Variation
-------
TABLE B-5. EMISSION RATES FROM A DUAL-AXLE TRACTOR POWERED BY A 1980 DETROIT DIESEL 8V-92TA
(VEHICLE 2-3) OPERATED OVER THE CHASSIS VERSION OF THE TRANSIENT
CYCLE USING EM-528-F (PHILLIPS DF-2 REFERENCE FUEL)
Emission Rates, g/km
Cold Start Hot Start Composite
Test
HC
CO
CO2
NOx
Part.
HC
CO
C02
NOx
Part.
HC
CO
C02
NOx
Part,
2321
1.92
2.39
1491
12.71
0.94
1.88
2.07
1389
13.49
0.79
1.89
2.12
1404
13.38
0.81
2 322
1.96
2.86
1537
13.30
0.90
1.45
2.46
1406
13.42
0.83
1.52
2.52
1425
13.40
0.84
2323
1.91
2.48
1554
13.54
0.91
1.67
1.96
1424
12.82
0.85
1.70
2.03
1443
12.92
0.86
2324
1.73
2.51
1560
14.40
0.94
1.80
2.24
1425
13.53
0.91
1.79
2.28
1444
13.65
0.91
2 325
1.52
2.60
1514
13.72
1.01
1.71
2.21
1386
13.62
0.90
1.68
2.27
1404
13.63
0.92
X
1.81
2.57
1531
13.53
0.94
1.70
2.19
1406
13.38
0.86
1.72
2.24
1424
13.40
0.87
S.D.
0.18
0.18
29
0.62
0.04
0.16
0.19
19
0.32
0.05
0.14
0.19
20
0.29
0.05
C.V.
10
7
2
5
5
10
9
1
2
6
8
8
1
2
5
Emission Rate, g/kg fuel
Cold Start Hot Start Composite
Test HC CO C02 NOx Part. HC CO CO2 NOx Part. HC CO CO2 NOx Part.
2321 4.07
2322 4.03
2323 3.88
2324 3.51
2325 3.17
X 3.73
S.D. 0.38
C.V. 10
5.06 3158
5.87 3157
5.04 3159
5.09 3161
5.43 3161
5.30 3159
0.36 2
7 <1
26.91 1.99
27.31 1.86
27.53 1.85
29.18 1.90
28.64 2.10
27.91 1.94
1.0 0.11
3 5
4.28 4.71
3.26 5.53
3.71 4.35
3.99 4.97
3.90 5.04
3.83 4.92
0.38 0.44
10 9
3159 30.68
3160 30.17
3161 28.45
3159 30.00
3160 31.05
3160 30.07
1 1.00
<1 3
1.80 4.25
1.87 3.37
1.90 3.73
2.02 3.92
2.05 3.79
1.93 3.81
0.11 0.32
5 8
4.76 3159
5.58 3160
4.45 3161
4.98 3159
5.09 3160
4.97 3160
0.42 1
8 <1
30.14 1.83
29.76 1.87
28.32 1.89
29.88 2.00
30.71 2.06
29.76 1.93
0.89 0.10
3 5
-------
TABLE B-6. EMISSION RATES FROM A 1980 DETROIT DIESEL 8V-92TA (FROM VEHICLE 2-3) OPERATED OVER
THE 1984 ENGINE TRANSIENT CYCLE USING EM-528-F (PHILLIPS DF-2 REFERENCE FUEL)
Emission Rate, g/hp-hr
Cold Start Hot Start Composite
Test
HC
CO
C02
N0V
Part.
HC
CO
C02
N0X
Part.
HC
CO
CO?
NOx
Part.
2322E
0.65
1.88
663
6.41
0.45
0.58
2.08
635
6.86
0.38
0.59
2.05
639
6.80
0.39
2323E
0.66
1.93
666
6.24
0.47
0.59
2.11
636
6.69
0.38
0.60
2.08
640
6.63
0.39
2324E
0.64
1.72
656
6.13
0.43
0.55
1.87
638
6.54
0.35
0.56
1.85
641
6.48
0.36
2325E
0.70
1.87
661
6.27
0.61
0.60
2.00
645
6.76
0.40
0.61
1.98
647
6.69
0.43
2326E
0.81
1.71
672
6.53
0.58
0.59
1.71
646
7.17
0.38
0.62
1.71
650
7.08
0.41
X
0.69
1.82
664
6.32
0.51
0.58
1.95
640
6.80
0.38
0.60
1.93
643
6.74
0.40
S.D.
0.07
0.10
6
0.16
0.08
0.02
0.17
5
0.24
0.02
0.02
0.15
5
0.22
0.03
C.V.
10
6
1
2
16
3
8
1
3
5
4
8
1
3
7
Emission
Rate,
g/kg fuel
Cold Start
Hot Start
Composite
Test
HC
CO
C02
NOx
Part.
HC
CO
C02
N0X
Part.
HC
CO
CO?
NOx
Part.
2322E
3.09
8.90
3156
30.50
2.13
2.89
10.33
3152
34.07
1.88
2.92
10.13
3153
33.56
1.92
2323E
3.11
9.15
3156
29.54
2.23
2.93
10.48
3159
33.22
1.87
-2.96
10.29
3159
32.69
1.92
2324E
3.06
8.27
3166
29.57
2.06
2.73
9.23
3159
33.36
1.75
2.78
9.09
3160
32.82
1.79
2325E
3.35
8.93
3157
29.93
2.93
2.96
9.78
3157
33.10
1.94
3.02
9.66
3157
32.65
2.08
2326E
3.79
8.04
3161
30.74
2.71
2.88
8.36
3161
35.11
1.86
3.10
8.31
3161
34.49
1.98
X
3.28
8.66
3159
30.1
2.41
2.88
9.64
3158
33.8
1.86
2.97,
9.50
3158
33.2
1.94
S.D.
0.31
0.48
4
0.5
0.39
0.09
0.87
3
0.8
0.07
0.15
0.81
3
0.8
0.11
C.V.
0
5
0
2
16
3
9
0
2
4
5
9
0
2
5
NOTE: X = Average, S.D. = Standard Deviation, C.V. = Coefficient of Variation
-------
TABLE B-7. EMISSION RATES FROM A SINGLE-AXLE TRACTOR POWERED BY A 1979 INTERNATIONAL HARVESTER DT-466B
(VEHICLE 2r4) OPERATED OVER THE CHASSIS VERSION QF THE TRANSIENT CYCLE USING EM-528-F
(PHILLIPS DF-2 REFERENCE FUEL)
Emission Rate, g/km
CO
Cold Start
Hot Start
Composite
Test
HC
CO
co2
NOx
Part.
HC
CO
C02
NOx
Part.
HC
CO
C02
N0X
Part.
2421
1.22
3.26
1052
9.91
0.84
1.09
2.79
1010
9.43
0.82
1.11
2.85
1016
9.50
0.82
2422
1.28
3.28
1073
9.79
0.74
1.05
2.73
1015
9.08
0.72
1.08
2.81
1023
9.18
0.72
2423
1.31
3.11
1045
9.00
0.75
1.21
2.59
965
8.11
0.71
1.22
2.66
976
8.24
0.72
2424
1.26
3.28
1100
10.18
0.81
1.11
2.88
974
8.77
0.76
1.13
2.94
992
8.97
0.77
2425
1.44
3.45
1082
9.95
0.83
1.16
2.77
967
8.43
0.86
1.20
2.86
983
8.65
0.86
X
1.30
3.28
1070
9.77
0.79
1.12
2.75
986
8.76
0.77
1.15
2.82
998
8.91
0.78
S.D.
0.08
0.12
22
0.45
0.05
0.06
0.11
24
0.52
0.06
0.06
0.10
21
0.49
0.06
C.V.
6
4
2
5
6
6
4
2
6
8
5
4
2
5
8
Emission Rate, g/kg
fuel
Cold Start
Hot Start
Composite
Test
HC
CO
CO2
N0X
Part.
HC
CO
C02
NOx
Part.
HC
CO
C02
Part.
2421
3.66
9.77
3153
29.71
2.51
3.74
8.52
3155
29.34
2.83
3.73
8.70
3154
29.39
2.79
2422
3.76
9.64
3153
28.76
2.18
3.27
8.49
3156
28.24
2.24
3.34
8.66
3155
28.32
2.23
2423
3.95
9.38
3152
27.14
2.26
3.95
8.46
3153
26.49
2.33
3.95
8.59
3153
26.58
2.32
2424
3.61
9.40
3153
29.19
2.33
3.59
9.33
3154
28.40
2.46
3.60
9.34
3154
28.51
2.44
2425
4.19
10.04
3150
28.96
2.41
3.78
9.03
3153
27-49
2.79
3.84
9.18
3152
27.70
2.74
X
3.83
9.65
3152
28.75
2.34
3.67
8.77
3154
27.99
2.53
3.69
8.89
3154
28.10
2.50
S.D.
0.24
0.27
1
0.97
0.13
0.26
0.39
1
1.07
0.27
0.24
0.34
1
1.04
0.25
C.V.
6
3
0
3
5
7
4
0
4
11
6
4
0
4
10
-------
TABLE B-8. EMISSION RATES FROM A 1979 INTERNATIONAL HARVESTER DT-466B (FROM VEHICLE 2-4) OPERATED OVER
THE 1984 EPA ENGINE TRANSIENT CYCLE'USING EM-528-F (PHILLIPS DF-2 REFERENCE FUEL)
Emission Rate, g/hp-hr
Cold Start
Hot Start
Composite
Test
HC
CO
CO?
NOx
Part.
HC
CO
CO?
NOx
Part.
HC
CO
CO 9
NOx
Part,
2 42 IE
0.98
2.62
713
6.61
0.56
0.80
2.14
704
6.46
0.52
0.83
2.21
705
6.48
0.53
2422E
0.91
2.48
711
6.79
0.52
0.77
2.00
702
6.50
0.50
0.79
2.07
703
6.54
0.50
2423E
0.95
2.53
749
7.50
0.54
0.75
2.01
707
6.89
0.49
0.78
2.08
713
6.98
0.50
2424E
0.91
2.51
723
7.16
0.51
0.83
2.07
695
6.81
0.48
0.84
2.13
699
6.86
0.48
2425E
0.96
2.47
710
6.92
0.59
0.77
1.96
684
6.49
0.53
0.80
2.03
688
6.55
0.54
X
0.94
2.52
721
7.00
0.54
0.78
2.04
698
6.63
0.50
0.81
2.10
702
6.68
0.51
S.D.
0.03
0.06
16
0.35
0.03
0.03
0.07
9
0.20
0.02
0.03
0.07
9
0.22
0.02
C.V.
3
2
2
5
6
4
3
1
3
4
3
3
1
3
5
Emission Rate, g/kg fuel
Test
242 IE
2422E
2423E
2424E
2425E
HC
4.43
4.04
3.98
3.96
4.27
Cold Start
CO
11.58
10.99
10.63
10.94
10.96
-2°2_
3142
3156
3150
3149
3152
NOx
Part.
29.24 2.48
30.13 2.29
31.54 2.29
31.17 2.24
30.73 2.61
HC
Hot Start
CO
3.58 9.57
3.46 8.99
3.33 9.00
3.80 9.42
3.59 9.07
CO?
3154
3158
3163
3159
3162
NO
Part.
28.96 2.33
29.23 2.26
30.80 2.21
30.95 2.18
30.00 2.46
HC
Composite
CO
3.69 9.86
3.54 9.28
3.42 9.23
3.82 9.64
3.69 9.34
CO;?
3152
3158
3161
3158
3161
NO
2J_
Part.
29.00 2.35
29.36 2.26
30.91 2.22
30.98 2.19
30.10 2.48
X 4.12 11.02 3150 30.56 2.38 3.55 9.21
S.D. 0.18 0.35 5 0.91 0.16 0.17 0.27
C.V. 4 3 <1 3 7 5 3
3159
4
<1
29.99 2.29
0.90 0.11
3 5
3.63 9.47
0.15 0.27
4 3
3158
4
<1
30.07 2.30
0.89 0.12
3 5
-------
APPENDIX C
REGULATED AND PARTICULATE EMISSIONS RESULTS FROM CHASSIS AND
ENGINE TRANSIENT TESTS OF TASK 3 VEHICLES
120
-------
TABLE C-l. EMISSION FATES FROM VEHICLE 3-1 (TESTED IN TASK 3) OPERATED OVER THE CHASSIS VERSION
OF THE TRANSIENT CYCLE USING EM-528-F (PHILLIPS DF-2 REFERENCE FUEL)
fadgBion Rate, g/km
Test
CoId-Start
Hot
-Start
Conpoalte
HC
CO
C02
NOxU)
Part.
' HC
CO
CO,
NO^dl
Pact.
HC
CO
CO? N0x
-------
TABLE C-2. EMISSION RATES FROM VEHICLE 3-2 (TESTED IN TASK 3) OPERATED OVER THE CHASSIS VERSION
OF THE TRANSIENT CYCI£ USING EM-528-F (PHILLIPS DF-2 REFERENCE FUEL)
Emission Rate, g/km
Test
Cold-Start
Hot
-Start
Composite
HC
CO
002
HOx(l)
Part.
HC
CO
CO?
NO*d)
Part.
HC
CO
CO?
NOxd)
Part.
3221
1.16
3.37
1069
11.48
0.87
1.14
2.52
995
10.67
0.80
1.14
2.64
1006
10.79
0.81
3222
1.02
3.36
1061
11.69
0.84
1.00
2.55
1002
10.71
0.79
1.00
2.67
1010
10.85
0.80
Avg.
1.09
3.37
1065
11.6
0.86
1.07
2.54
99B
10.7
0.80
1.07
2.66
1008
10.8
0.81
N>
to
Emission Rate, g/kg fuel
Cold-Start
Hot
-Start
Composite
Test
HC
CO
CO2
3152
3155
NOxU'
Part.
HC
CO
co2
NO^H
Part.
HC
CO
CO2
NO„(1)
Part.
3221
3222
3.42
3.03
9.94
9.99
33.85
34.76
2.57
2.50
3.61
3-15
7.99
8.03
3154
3156
33.82
33.73
2.54
2.49
3.59
3.13
8.27
8.31
3154
3155
33.83
33.88
2.54
2.49
Avg.
3.23
9.97
3154
34.3
2.54
3.38
8.01
3155
33.8
2.52
3.36
8.29
3154
33.9
2.52
(1»NOx from bag measurement
-------
TABLE C-3. EMISSION RATES FROM VEHICLE 3-3 (TESTED IN TASK 3) OPERATED OVER THE CHASSIS VERSION
OF THE TRANSIENT CYCLE USING EM-528-F (PHILLIPS DF-2 REFERENCE FUEL)
Baiaaion Kate, g/ta»
Test
Cold-Start
Hot
-Start
Composite
HC
CO
CO 2
NOxU)
Part.
HC
CO
a>j
HO*
Part.
HC
CO
CO2 NOxf1'
Part.
3321
2.04
7.10
1185
9.50
1.66
2.00
5.75
1061
9.03
1.42
2.01
5.94
1079 9.10
1.45
3322
2.08
6.59
1150
9.34
1.44
2.29
5.56
1038
9.17
1.41
2.26
5.71
1054 9.19
Avg.
2.06
6.85
1168
9.42
1.55
2.15
5.66
1050
9.10
1.42
2.14
5.83
1066 9.15
1.43
N>
u>
Emission Rate, q/kg fuel
Teat
Cold-Start
Hot
:-Start
Composite
HC
CO
C02
HOx11'
Part.
HC
CO
COj
NOx
Part.
HC
CO
CO2
N0„(1)
Part.
3321
5.39
18.77
3133
25.12
4.39
5.91
16.98
3133
26.66
4.19
5.83
17.23
3133
26.44
4.22
3322
5.67
17.96
3135
25.46
3.93
6.91
16.78
3133
27.68
4.26
6.73
16.95
3133
27.36
4.21
Avg.
5.53
18.4
3134
25.3
4.16
6.41
16.8
3133
27.2
4.23
6.28
17.1
3133
26.9
4.22
'^'nox froa bag neasureaent
-------
TABLE C-4. EMISSIONS RATES FROM VEHICLE 3-4 (TESTED IN TASK 3) OPERATED OVER THE CHASSIS VERSION
OF THE TRANSIENT CYCLE USING EM-528-F (PHILLIPS DF-2 REFERENCE FUEL)
Emission Rate, g/ka
Test
Cold-Start
Hot
-Start
Composite
HC
CO
C02
NOxd)
Part.
HC
CO
CO,
NOxtl)
Part.
HC
CO
co2
NO* ID
Part.
3421
1.80
3.26
1586
15.63
1.37
1.73
3.21
1519
15.98
1.28
1.74
3.22
1529
15.93
1.29
3423
1.45
2.71
1597
14.32
1.30
1.57
2.95
1521
13.17
1.21
1.55
2.92
1532
13.33
1.22
Avg.
1.63
2.99
1592
15.0
1.34
1.65
3.08
1520
14.6
1.25
1.65
3.07
1530
14.6
1.26
H*
to
¦P-
Emission Rate, q/kq fuel
Cold-Start
Hot-Start
Composite
Test
HC
CO
CQ2
3157
NOxU)
Part.
HC
CO CO?
NO*X(1)
Part.
3421
3.58
6.49
31.12
2.73
3.60
6.67 3158
33.23
2.66
3.60
6.65
32.93
2.67
3423
2.87
5.36
3161
28.34
2.57
3.26
6.13 3160
27.36
2.51
3.21
6.02
3160
27.50
2.52
Avg.
3.23
5.93
3159
29.7
2.65
3.43
6.40 3159
30.3
2.59
3.41
6-34
3159
30.2
2.60
'^NOjt from bag measurement
-------
TABLE C-5. EMISSION RATES FROM VEHICLE 3-5 (TESTED IN TASK 3) OPERATED OVER THE CHASSIS VERSION
OF THE TRANSIENT CYCLE USING EM-528-F (PHILLIPS DF-2 REFERENCE FUEL)
E»iaBion Bate, g/ka
Cold-Start Hot-Start Coapoalte
Test
HC
CO
CO 2
Part.
HC
CO
CO?
NO*U)
Part.
HC
CO
CO2
HOx(l)
Part.
3521
1.42
3.54
i7ia
16.33
1.44
1.76
3.45
1651
16.69
1.15
1.71
3.46
1661
16.64
1.19
3522
i.eo
4.38
1680
15.49
1.44
1.73
3.50
1594
15.84
1.14
1.74
3.63
1606
15.79
1.18
Avg.
1.61
3.96
1699
15.9
1.44
1.75
3.48
1622
16.3
1.15
1.73
3.55
1634
16.2
1.19
Emission Rate.
g/kg fuel
Cold-Start
Hot
:-Start
Composite
Test
HC
CO
C02
MOx
Part.
HC
CO
cop
w°»a)
Part.
HC
CO
C02
Part.
3521
2.61
6.52
3162
30.06
2.65
3.37
6.60
3159
31.93
2.20
3.26
6.59
3159
31.67
2.26
3522
3.38
6.23
3156
29.10
2.71
3.43
6.93
3157
31.38
2.26
3.42
7.12
3105
31.05
2.32
Avg.
3.00
7.36
3159
29.6
2.68
3.40
6.77
3158
31.7
2.23
3.34
6.86
3132
31.4
2.29
a)HOx from bag measurement
-------
TABLE C-6. EMISSION RATES PROM VEHICLE 3-6 (TESTED IN TASK 3) OPERATED OVER THE CHASSIS VERSION
OF THE TRANSIENT CYCLE USING EM-528-F (PHILLIPS DF-2 REFERENCE FUEL)
Emission Kate, q/km
Test
Cold-Start
Hot
-Start
Composite
HC
CO
C02
N0X(1)
Part.
HC
CO
COj
HOxll)
Fart.
HC
CO
co2
NOxU)
Part.
3621
2.SB
17.39
1670
14.40
2.40
3.27
15.29
1482
13.97
1.88
3.21
15.59
1508
14.03
1.95
3622
2.63
17,57
1621
13.99
2.00
3.05
15.02
1489
13.92
1.78
2.99
15.38
1508
13.93
1.81
Avg.
2.76
17.5
1645
14.2
2.20
3.16
15.2
1486
14.0
1.83
3.10
15.5
1508
14.0
1.88
N>
On
Emission Rate, g/kq fuel
Cold-Start Hot-Start Composite
Test
HC
CO
C02
"OxU)
Part.
HC
CO
C02
NOx
Part.
3621
5.37
32.40
3112
26.83
4.47
6.86
32.07
3108
29.30
3.94
6.64
32.11
3109
28.95
4.02
3622
5.05
33.72
3111
26.85
3.84
6.37
31,37
3110
29.07
3.72
6.18
31,70
3110
28.75
3.73
Avg.
5.21
33.1
3112
26.8
4.16
6.62
31.7
3109
29.2
3.83
6.41
31.9
3110
28.8
3.88
"'ho, from bag measurement
-------
TABLE C-7. EMISSION RATES FROM VEHICLE 3-7 (TESTED IN TASK 3)OPERATED OVER THE CHASSIS VERSION
OF THE TRANSIENT CYCLE USING EM-528-F (PHILLIPS DF-2 REFERENCE FUEL)
Cold-Start Hot-Start Composite
m^
Test
ac
CO
CO2
MOxd)
Part.
tc
CO
3721
2.42
7.97
1490
15.13
1.35
2.04
6.69
3722
2.18
7.03
1471
14.81
1.32
2.19'
6.38
Avg.
2.30
7.50
1480
15.0
1.34
2.12
6.54
1324 15.3 1.13 2.15 6.68 1348 15.3 1.16
N)
^4
Emission Rate/ g/kg fuel
Cold-Start
Hot-Start
Coaposite
Test
HC
CO
3136
3140
"Ojf
Part.
HC
CO
co2
MO,U>
Part.
HC
CO
CO 2
NO,*1'
Part.
3721
3222
5.09
4.65
16.78
15.01
31.85
31.62
2.84
2.82
4.86
5.17
15.93
15.06
3138
3140
36.02
36.47
2.69
2.67
4.89
5.10
16.05
15.05
3138
3140
35.42
35.78
2.71
2.69
Avg.
4.87
15.9
3138
31.7
2.83
5.02
15.5
3139
36.2
2.68
5.00
15.6
3139
35.6
2.70
^NOx from bag measurement
-------
TABLE C-8. EMISSION RATES FROM VEHICLE 3-8 (TESTED IN TASK 3) OPERATED OVER THE CHASSIS VERSION
OF THE TRANSIENT CYCLE USING EM-455-F (NO. 1 EMISSIONS TEST FUEL)
Emission Rate, g/to
Cold-Start ¦ Hot-Start Composite
Test
HC
CO
CO2
N0X(1)
Part.
HC
CO
CO,
N0*U>
Part.
HC
CO
co2
NOx(l)
Part.
3831
1.81
68.78
1496
11.82
5.78
1.45
51.20
1156
9.75
4.21
1.50
53.71
1205
10.05
4.43
3832
1.74
68.01
1389
11.89
5.13
1.58
51.01
1144
10.08
4.29
1.60
53.44
1179
10.34
4.41
Avg.
1.78
68.4
1442
11.9
5.46
1.52
51.1
1150
9.92
4.25
1.55
53.6
1192
10.2
4.42
Emission Rate,
g/kg fuel
Cold-Start
Hot-Start
Composite
Teat
HC
CO
C02
N0*U)
Part.
HC
CO
CO?
NO* ID
Part.
HC
CO
CO2
Part.
3B31
3.56
135.2
2941
23.23
11.36
3.70
130.5
2947
24.86
10.73
3.68
131.2
2946
24.63
10.82
3832
3.^7
143.4
2928
25.06
10.81
4.07
131.3
2945
25.95
11.04
4.01
133.0
2943
25,82
11.01
Avg.
3.62
139.3
2934
24.2
11.1
3.89
130.9
2946
25.4
10.9
3.85
132.1
2944
25.2
10.9
(1»NOx froa bag measurement
-------
TABLE C-9. EMISSION RATES FROM VEHICLE 3-9 (TESTED IN TASK 3) OPERATED OVER THE CHASSIS VERSION
OF THE TRANSIENT CYCLE USING EM-455-F (NO. 1 EMISSIONS TEST FUEL)
toiaslon Rate. q/k»
Test
Cold-Start ¦
Hot
-Start
Cooposite
HC
CO CO2
NOxU>
Part.
HC
CO
CO,
NO^U)
Part.
HC
CO
CO?
NOx(1)
Part.
3931
1,85
22.68 1372
15.43
1.83
1.85
18.38
1193
13.75
1.51
1.85
18.99
1219
13.99
1.56
3932
1.70
21.60 1326
15.29
1.6?
1.78
16.10
1162
13.34
1.26
1.77
16.89
1185
13.62
1.32
Avg.
1.78
22.1 1349
15.4
1.76
1.82
17.2
1178
13.5
1.38
1.81
17.9
1202
I3.*P
1.44
vo
Emission Rate, g/kg fuel
Cold-Start
Hot-Start
Composite
Teat
HC
CO
CP2
HO^>
Part.
HC
CO
(X>2
HO,'"
Part.
HC
CO
C02
NO*'1'
Part.
3931
4.14
S0-. 76
3071
34.54
4.10
4.77
47.38
3075
35.44
3.89
4.68
47.86
3075
35.31
3.92
3932
3.94
50.06
3073
35.44
3.92
4.72
42.70
3082
35.3B
3.34
4.61
43.75
3081
35.39
3.42
Avg.
4.04
50.4
3072
35.0
4.01
4.75
45.0
3078
35.4
3.62
4.65
45.8
3078
35.4
3.67
'*'nox from bag neasureaent
-------
TABLE C-10. EMISSION RATES FROM VEHICLE 3-10 (TESTED IN TASK 3) OPERATED OVER THE CHASSIS VERSION
OF THE TRANSIENT CYCLE USING EM-528-F (PHILLIPS DF-2 REFERENCE FUEL)
Ealsaion Hate, g/km
Cold-Start
Teat
HC
CO
CO 2
NOx(l)
31021
1.19
6.18
1445
19.38
31022
1.15
5.86
1449
18.64
Avg.
1.17
6.02
1447
19.0
Part.
(2)
1.51
1.51
Hot-Start
HC
CO
1.16
5.04
1.14
4.67
1.15
4.66
Compoalte
Part.
HC
CO
_£°z
1.59
1.16
5.20
1306
1.32
1.14
4.84
1J30
1.46
1.15
5.02
1268
HOgd)
17.11
17.89
17.5
Part.
(2)
1.35
1.47
U)
o
Cold-Start
Ealsaion Rate, g/Kg fuel
Hot-Start
Test
HC
CO
Cp2
NO*11'
Part.
HC
CO
co2
NOx(1)
Part.
HC
CO
_C0i
NPx'1'
31021
2.59
13.47
3150
42.25
(2)
2.85
12.37
3150
41.07
3.90
2.81
12.53
3150
41.24
31022
2.50
12.75
3152
40.55
3.28
3.01
12.33
3150
46.92
3.49
2,94
12.39
3150
46.01
Avg.
2.55
13.11
3151
41.4
3.28
2.93
12.4
3150
44.0
3.70
2.88
12.5
3150
Part.
(2)
3.46
3.64
NOx froa bag measurenent
No valid particulate data
-------
TABLE C-ll. EMISSION RATES FROM VEHICLE 3-11 (TESTED IN TASK 3) OPERATED OVER THE CHASSIS VERSION
OF THE TRANSIENT CYCLE USING EM-528-F (PHILLIPS DF-2 REFERENCE FUEL)
Emission Rate, g/km
Cold-Start
Hot-Start
Coapoaite
Teat
HC
CO
002
HO**1)
Part.
HC
CO
CO?.
*>*!!>
Part.
HC
CO
CO2
i»x(l)
Part.
31121
0.96
5.65
1440
14.43
1.86
0.98
5.06
1358
14.07
1.75
0.98
5,14
1370
14.12
1.77
31122
0.9?
5.79
1443
16.17
1.77
0.91
5.62
1393
15.08
1.84
0.92
5.64
1400
15.24
1.83
Avg.
0.98
5.72
1442
15.3
1.82
0.95
5.34
1376
14.6
1.80
0.95
5.39
1385
14.7
1.80
OJ
Balsalon Rate, f/kg fuel
Cold-Start
Test
HC
CO
C02
NOx*11
Part.
HC
31121
2.10
12.37
3153
31.59
4.07
2.28
31122
2.16
12.65
3153
35.33
3.87
2.06
Avg.
2.13
12.5
3153
33.5
3.97
2.17
Hot-Start
CO
11.75
12.73
12.2
C02
3155
3156
32.68
34.17
3156 33.4
Composite
Part.
HC
CO
4.07
2.25
11.84
4.17
2.07
12.72
4.12
2.16
12.3
CO2
3154
3156
HQ*!!*
32.53
34.34
3155 33.4
Part.
4.07
4.13
4.10
(1»H0X froai bag measurement
-------
TABLE C-12. EMISSION RATES FROM VEHICLE 3-12 (TESTED IN TASK 3) OPERATED OVER THE CHASSIS VERSION
OF THE TRANSIENT CYCLE USING EM-528-F (PHILLIPS DF-2 REFERENCE FUEL)
Emission Rate, g/km
Cold-Start ¦ Hot-Start Composite
Test
HC
CO
C02
NOx(l)
Part.
HC
CO
co2
NOk<1)
Part.
HC
CO
co2
MOx(l)
Part.
31221
2.15
13.59
1597
17.93
3.10
1.51
11.79
1495
16.73
2.64
1.60
12.05
1510
18.62
2.71
31222
2JL1
14-53
1596
18.78
3.27
1.57
11.92
1510
18.57
2.93
1.65
12.29
1522
18.60
2.98
Avq.
2.13
14.1
1596
18.4
3.19
1.54
11.9
1502
18.6
2.79
1.63
12.2
1516
18.6
2.85
Ul
to
Emission Rate, g/kg fuel
Cold-Start Hot-Start Composite
Test
HC
CO
co2
NO*11'
Part.
HC
CO
CO 2
NO*U>
Part.
HC
CO
CO 2
NOv<1)
Part,
31221
4.21
26.59
3125
35.09
6.07
3.16
24.68
3130
39.21
5.53
3.31
24.96
3129
38.63
5.60
31222
4.13
28.42
3122
36.73
6.40
3.25
24.71
3130
38.49
6.07
3.38
25.24
3129
38.24
6.12
Avg.
4.17
27.5
3124
35.9
6.24
3.21
24.7
3130
38.8
5.80
3.35
25.1
3129
38.4
5.86
from bag measurement
-------
TABLE C-13. EMISSION RATES FROM VEHICLE 3-13 (TESTED IN TASK 3) OPERATED OVER THE CHASSIS VERSION
OF THE TRANSIENT CYCLE USING EM-528-F (PHILLIPS DF-2 REFERENCE FUEL)
Emission Bate, g/km
Cold-Start ¦ Hot-Start Composite
Teat
HC
CO
CO2
HO*U>
Part.
HC
CO
CO?
HOxtH
Part.
HC
CO
CO?
NOx (1)
Part.
3X321
1.79
10.76
1622
21.59
1.94
1.17
7.19
1523
23.76
1.40
1.26
7.70
1537
23.45
1.48
31322
l.SS
10.57
1754
23.76
1.97
1.14
7.97
1655
26.06
1.68
1.20
8.34
1503
25.73
1.69
hvg.
1.69
10.7
1688
22.7
1.96
1.16
7.58
1589
24.9
1.54
1.23
8.02
1520
24.6
1.59
OJ
CO
Eaisslon Bate.
gAg <«el
Cold-Start
Hot-Start
Coaposite
Test
HC
CO
CQ2
HOx">
Part.
HC
CO
CO?
Part.
HC
CO
Part.
31321
3.46
20.80
3135
41.73
3.75
2.42
14.86
3148
49.11
2.89
2.57
15.71
3146
48.06
3.02
31322
2.83
18.92
3140
42.54
3.53
2.17
15.15
3149
49.59
3.20
2.26
15.70
3148
48.58
3.24
Avg.
3.15
19.9
3138
42.1
3.64
2.30
15.0
3148
49.4
3.05
2.42
15.70
3147
48.3
3.13
(1)
NOx ftom bag oteasur event
-------
TABLE C-14. EMISSION RATES FROM VEHICLE 3-14 (TESTED IN TASK 3) OPERATED OVER THE CHASSIS VERSION
OF THE TRANSIENT CYCLE USING EM-528-F (PHILLIPS DF-2 REFERENCE FUEL)
Bulasion Rate, q/ka»
Cold-Start ¦ Hot-Start Composite
Test
HG
CO
co2
N0X(1)
Part.
HC
CO
C02
HOxU)
Part.
HC
CO
C02
MOx(l)
Part.
31421
2.21
7.98
1447
13.48
1.37
1.75
7.56
1360
15.78
1.18
1.82
7.62
1372
15.45
1.21
31422
2.18
7.46
1405
13.86
1.46
1.75
7.20
1350
14.93
1.26
1.81
7.24
1358
14.78
1.29
Avg.
2.20
7.72
1426
13.7
1.42
1.75
7.38
1355
15.4
1.22
1.81
7.43
1365
15.1
1.25
Co
Emission Bate, g/kg fuel
Test
Cold-Start
Hot-Start
Composite
HC
CO
CO2
NOx(1'
Part.
HC
CO CO2
Part.
HC
CO
CO2
NO*'1*
Part.
31421
4.79
17.30
3138
29.23
2.97
4.04
17.45 3140
36.43
2.72
4.15
17.43
3140
35.40
2.76
31422
4.87
16.67
3139
30.69
3.26
4.07
16.75 3141
34.73
2.93
4.19
16.74
3140
34.19
2.98
Avg.
4.83
17.0
3138
30.1
3.12
4.06
17.1 3140
35.6
2.83
4.17
17.1
3140
34.8
2.87
'^NOx from bag measurement
-------
TABLE C-15. EMISSION RATES FROM VEHICLE 3-15 (TESTED IN TASK 3) OPERATED OVER THE CHASSIS VERSION
OF THE TRANSIENT CYCLE USING EM-528-F (PHILLIPS DF-2 REFERENCE FUEL)
fadasion Rate, g/ki
Test
Cold-Start ¦
Hot
-Start
Composite
HC
CO
CO2
HOx(l)
Part.
HC
CO
CO?
HOxd)
Part.
HC
CO
CO?
NOx(D
Part.
31521
2.19
22.82
1639
13.61
2.82
2.06
21.57
1547
15.38
2.72
2.08
21.75
1560
15.13
2.73
31522
2.11
18.48
1626
15,23
2.48
2.00
17-15
1508
14.32
2,45
2.02
17.85
1525
14.45
2.45
Avg.
2.15
20.6
1632
14.4
2.65
2.03
19.7
1528
14.8
2.59
2.05
19.8
1542
14.8
2.59
Ut
Emission Rate, g/kg fuel
Test
Cold-Start
Hot
-Start
Composite
HC
CO
C02
NO*'1'
Part.
HC
CO
C02
HO*")
Part.
HC
CO
C02
Part.
31521
4.14
43.14
3098
25.73
5.33
4.13
43.20
3098
30.80
5.45
4.13
43.19
3098
30.80
5.43
31522
4.04
35.37
3112
29.15
4.75
4.12
36.58
3108
29.51
5.05
4.11
36.41
3108
29.46
5.01'
Avg.
4.09
39.3
3105
27.4
5.04
4.13
39.9
3103
30.2
5.25
4.12
39.8
3103
29.8
5.22
from bag measurement
-------
TABLE C-16. EMISSION RATES FROM VEHICLE 3-16 (TESTED IN TASK 3) OPERATED OVER THE CHASSIS VERSION
OF THE TRANSIENT CYCLE USING EM-528-F (PHILLIPS DF-2 REFERENCE FUEL)
Emission Rate, g/km
Cold-Start Hot-Start Composite
Test
HC
CO
CO?
NOxd)
Part.
HC
CO
CO?
NOjc (1)
Part.
HC
CO
C02
NOx*1)
Part.
31621
1.37
5.48
1693
22.61
1.80
1.42
6.03
1574
22.04
1.32
1.41
5.95
1591
22.12
1.39
31622
(2)
5.67
1714
22.34
1.56
—42)
6,00
1594
22.28
1.32
(2)
5.95
1611
22.29
1.35
31623
1.35
4.91
1665
19.96
1.46
1.32
5,01
1564
21.30
1.23
1-12
5.00
1578
21.11
1.26
Avg.
1.36
5.35
1691
12.-6
1.61
1.37
5.68
1577
21.9
1.29
1.37
5.63
1593
21.8
1.33
U>
Emission Rate, g/kg fuel
Cold-Start Hot-Start Composite
Test
HC CO
CO2
NOxU)
Part.
HC CO
CO?
N0„(1)
Part.
HC
CO
CO 2
NO*11'
Part.
31621
2.55 10.21
3155
42.14
3.35
2.84 12.07
3151
44.13
2.64
2.80
11.81
3152
43.84
2.74
31622
-<2)10.47
3166
41.27
2.88
(2)1187
3154
44.08
2.61
-<2)
11.67
3156
43.68
2.65
31623
2.56 9.31
3157
37.85
2.77
2.66 10.10
3154
42.96
2^48
2.65
9.99
3155
42.23
2.52
Avg.
2.56 10.0
3159
40.4
3.00
2.75 11.4
3153
43.7
2.58
2.73
11.2
3154
43.2
2.64
(2) N°x fron ba9 measurement
HC instrument not working
-------
TABLE C-17. EMISSION RATES FROM VEHICLE 3-17 (TESTED IN TASK 3) OPERATED OVER THE CHASSIS VERSION
OF THE TRANSIENT CYCLE USING EM-528-F (PHILLIPS DF-2 REFERENCE FUEL)
Eaiasion Rate, q/to
Cold-Start ¦
Hot
-Start
Composite
Test
HC
CO
C02
NO*(l)
Part.
HC
CO
CO?
NOxU)
Part.
HC
CO
CO?
HOx(1)
Part.
31721
31722
2.28
2.01
6.91
6.86
1428
1425
13.80
14.97
1.73
1.52
1.87
1.57
6.26
6.50
1322
1334
15.22
15.79
1.22
1.38
1.93
1.63
6.35
6.55
1337
1348
15.02
15.67
1.29
1.40
Avg.
2.15
6.89
1426
14.4
1.63
1.72
6.38
1328
15.5
1.30
1.78
6.45
1342
15.4
1.32
U>
Emission Bate, q/lcq fuel
Cold-Start Hot-Start Composite
Test
HC
CO
C02
NO*11'
Part.
HC
CO
CO7
H0,<1)
Part.
HC
CO
C02
NO*
Part.
31721
5.01
15.19
3140
30.34
3.80
4.44
14.88
3142
36.17
2.90
4.53
14.92
3142
35.34
3.03
31722
4.43
15-12
3142
33.00
3.35
3.70
15.32
3143
37.21
3.25
3.80
15.29
3143
36,61
3.27
Avg.
4.72
15.2
3141
31.7
3,56
4.07
15.1
3142
36.7
3.08
4.17
15.1
3142
36.0
3.15
from bag measurement
-------
TABLE C-18. EMISSION RATES FROM VEHICLE 3-18 (TESTED IN TASK 3) OPERATED OVER THE CHASSIS VERSION
OF THE TRANSIENT CYCLE USING EM-528-F (PHILLIPS DF-2 REFERENCE FUEL)
Emission Rate, g/km
Cold-Start ¦ Hot-Start Composite
Test
HC
CO
CO2
HOx(l)
Part.
HC
CO
CO?
NOx'1'
Part.
HC
CO
co2
NOx(l)
Part.
31821
1.82
4.78
1456
14.57
1.06
1.41
4.62
1420
16.48
0.80
1.47
4.64
1425
16.21
0.84
31822
2.13
4.67
1512
15.95
1,00
1.58
4.45
1445
17.06
0.83
1.66
4.48
1455
16.90
0.85
Avg.
1.98
4.73
1484
15.3
1.03
1.50
4.54
1432
16.8
0.82
1.57
4.56
1440
16.6
0.85
W
00
Emission Rate, g/kg fuel
Cold-Start Hot-Start Composite
Test
HC
CO
CO2
NO*111
Part.
HC
CO
CO2
NOx
Part.
HC
CO
tnJ2
NOx(1)
Part.
31821
3.94
10.35
3151
31.53
2.29
3.13
10.26
3153
36.60
1.78
3.25
10.27
3153
35.87
1.85
31822
4.44
9-73
3149
33.22
2.08
3.45
9.71
3153
37.22
1.81
i.59
9,71
3152
36.65
1,85
Avg.
4.19
10.0
3150
32.4
2.19
3.29
9.99
3153
36.9
1.80
3.42
9.99
3152
36.3
1.85
'^NOx from bag measurement
-------
TABLE C-19. EMISSION RATES FROM VEHICLE 3-19 (TESTED IN TASK 3) OPERATED OVER THE CHASSIS VERSION
OF THE TRANSIENT CYCLE USING EM-528-F (PHILLIPS DF-2 REFERENCE FUEL)
Scission Rate, g/lua
Cold-Start ¦ Hot-Start Composite
lest
HC
CO
CO 2
NOxU)
Part.
HC
CO
CO,
NOjtU)
Part.
HC
CO
CO?.
NOx(D
Part.
31921
2.52
6.39
1604
17.47
2.07
1.86
6.58
1418
16.92
1.32
1.95
6.55
1445
17.00
1.43
31923
2.47
6.24
1601
16.14
1.48
2.13
6.51
1538
17.46
1.17
2.18
6.47
1541
17.27
1.21
Avg.
2.50
6.32
1602
16.8
1.78
2.00
6.55
1478
17.2
1.25
2.06
6.51
1496
17.1
1.32
Ealssion Rate, q/fcg fuel
Cold-Start
Hot-Start
Coaposite
Teat
" HC
CO
C02
N0X11'
Part.
HC
CO
COy
HO,(X)
Part.
HC
CO
CO 2
H0V<1>
Part.
31921
31922
4.94
4.85
12.52
12.26
3143
3144
34.23
31.70
4.06
2.91
4.12
4.35
14.59
13.31
3144
3144
37.52
35.69
2.93
2.39
4.24
4.42
14.30
13.16
3144
3144
37.05
35.12
3.09
2.47
Hvg.
4.90
12.4
3144
33.0
3.49
4.24
14.0
3144
i 36.6
2.66
4.33
13.?
3144
36.1
2.78
(1»H0X from bag neasureaent
-------
TABLE C-20. EMISSION RATES FROM VEHICLE 3-20 (TESTED IN TASK 3) OPERATED OVER THE CHASSIS VERSION
OF THE TRANSIENT CYCLE USING EM-455-F (NO. 1 EMISSION TEST FUEL)
Baisalon Rate, q/lun
Cold-Start • Hot-Start Composite
Test
HC
CO
2
N0*(1)
Part.
HC
CO
COj
NOx
Part.
HC
CO
co2
NOv(1'
Part.
32031
4.07
93.62
3006
22.84
11.53
4.47
74.08
3034
24.78
9.58
4.41
76.87
3030
24.50
9.86
32032
4.04
97.43
2998
25.26
9.42
4.32
80.35
3024
25.29
7.45
4.28
82,7?
3020
25.28
7.73
Avg.
4.06
95.5
3002
24.0
10.5
4.40
77.2
3029
25.0
8.52
4.35
79.8
3025
24.9
8.80
ll,NOx from bag measurement
-------
TABLE C-21. EMISSION RATES FROM VEHICLE 3-21 (TESTED IN TASK
OF THE TRANSIENT CYCLE USING EM-455-F (NO.
3) OPERATED OVER THE CHASSIS VERSION
1 EMISSION TEST FUEL)
Emission Rate, q/ka
Cold-Start • Hot-Start Composite
Test
HC
CO
CO 2
NOxU)
Part.
HC
CO
CO,
NOxU)
Part.
HC
CO
CO? HOx(l)
Part.
32131
0.67
3.24
823
12.25
1.00
0.62
2.93
748
11.19
0.90
0.63
2.97
739 11.34
0.91
32132
0.80
3.19
806
11.61
1.07
0.72
2.77
731
10.49
0.99
0.73
2.83
742 10.65
1.00
*.vg.
0.74
3.22
814
11.9
1.04
0.67
2.85
740
10.8
0.95
0.68
2.90
750 11.0
0.96
-P-
Ealssion Rate, g/fcg fuel
Test
Cold-Start
Hot-Start
Composite
HC
CO
C02
MOxU»
Part.
HC
CO
CO?
HOxm
Part.
HC
CO
CO2
NOx(1)
Part.
32131
2.55
12.35
3137
46.69
3.81
2.60
12.29
3138
46.94
3.78
2.59
12.30
3138
46.90
3.78
32132
3.11
12.41
3136
45. IB
4.16
3.09
11.89
3137
45.01
4.25
3.09
11.96
3137
45.04
4.24
Avg.
2.83
12.4
3136
45.9
3.99
2.85
12.1
3138
46.0
4.02
2.84
12.1
3138
46.0
4.01
a,NOx froa bag neasurenent
-------
TABLE C-22, EMISSION RATES FROM VEHICLE 3-22 (TESTED IN TASK 3) OPERATED OVER THE CHASSIS VERSION
OF THE TRANSIENT CYCLE USING EM-455-F (NO. 1 EMISSION TEST FUEL)
Emission Rate, q/km
Test
Cold-Start
Hot
-Start
Composite
HC
CO
CO 2
NO*(l)
Part.
HC
CO
CO?
NOxt1)
Part.
HC
CO
C02
NOxU)
Part.
32231
1.80
16.15
1430
19.42
2.05
1.67
10.31
1241
16.57
1.51
1.69
11.14
1268
16.98
1.59
32232
1.67
14.78
1419
17.91
2.11
1.66
10.91
1263
16.88
1.39
1.66
11.46
1285
17.03
1.49
Avg.
1.74
15.5
1424
18.7
2.OB
1.67
40.6
1252
16.7
1.45
1.68
11.3
1277
17.0
1.54
t-*
¦O
kj Emission Rate, g/kg fuel
Test
Cold-Start
Hot-Start
Composite
HC
CO
CO2 N0xU)
Part.
HC
CO
COa
Part.
HC
CO
CO 2
NO*'1'
Part.
32231
3.90
34.98
3097 42.08
4.44
4.19
25.84
3111
41.53
3.78
4.14
27.15
3109
41.61
3.88
32232
3.65
32.32
3103 39.16
4.61
4,09
26.86
3109
41,55
3.42
4.02
27.64
3108
41.21
3.59
Avg.
3.78
33.6
3100 40.6
4.53
4.14
26.4
3110
41.5
3.60
4.08
27.4
3108
41.4
3.74
(1,NOx from bag measurement
-------
TABLE C-23, EMISSION RATES FROM VEHICLE 3-23 (TESTED IN TASK 3) OPERATED OVER THE CHASSIS VERSION
OF THE TRANSIENT CYCLE USING EM-528-F (PHILLIPS DF-2 REFERENCE FUEL)
Percent Emission Bate, g/km
of Cold-Start Hot-Start Composite
GVW Test HC CO C02 HOxa Part. HC CO CQ2 NOxa Part. HC CO CO2 WOxa Part.
61*
32325 R-l
3.42
4.45
1111
8.24
1.71
3.33
3.67
1000
8,45
1.11
3.34
3.78
1016
8.42
1.20
32325 R-2
3.22
4.32
1094
8.18
1.42
3.33
3.71
978
8.34
1.22
3.31
3.80
995
8.32
1.25
Avg.
3.32
4.39
1102
8.21
1.56
3.33
3.69
989
8.40
1.16
3.33
3.79
1006
8.37
1.22
70*
32322
3.28
4-33
1180
9.39
1.54
3.11
3.54
1026
9.23
1.12
3.13
3.65
1048
9.25
1.18
32324
3.09
4.07
1128
8.70
1.38
3.22
3.68
1005
8.74
1.17
3.20
3.74
1023
8.73
1.20
Avg.
3.18
4.20
1154
9.04
1.46
3.16
3.61
1016
8.99
1.14
3.16
3.70
(036
8.99
1.19
80*
H*
to
32327 R-X.
32327 B-2
Avg.
3.53
3.32
3.42
4.38
4.67
1170
1187
9.24
9.74
4.52 1178 9.49
1.70
1.49
1.60
3.42
3.70
3.56
3.82
4.34
4.08
1125
1073
__b
10.55
1,21
1.31
1099 10.6° 1.26
3.44
3.65
3.54
3.90
4.39
4.15
1131
1089
mo
^_b
10.43
1.28
1.34
10.4*1 1.31
93* 32326 R-l
32326 R-2
Avg,
3.28 4.96 1247
3.25 4.66 1232
3.27 4.81 1240
10.73 1.61 3,06
10.39 1.53 3.18
10.6 1.57 3.18
4.15 1117 11.15
4.04 1156 10.65
4.10 1136 10.9
1.24 3.09 4.27
1.19 3.19 4.13
1.22 3.14 4.20
1136 11.09 1.29
1167 10.61 1.24
1152 10.8 1.26
j*NOx fron bag measurement
No NOx data
CAvg. Is from test 32327 Run 2 only
-------
TABLE C-24. FUEL SPECIFIC EMISSION RATES FROM VEHICLE 3-23 (TESTED IN TASK 3) OPERATED OVER THE
CHASSIS VERSION OF THE TRANSIENT CYCLE USING EM-528-F (PHILLIPS DF-2 REFERENCE FUEL)
Percent Emission Rate. g/kg fuel
of Cold-Start Hot-St art Composite
GVW Test HC CO CQ2 NOxa Part. HC CO CO2 MOxa Part. BC CO C02 HOxa Part.
61* 32325 R-l 9.64 12.54 3130 23.22 4.B2 10.42 11.48 3128 26.43 3.47 10.30 11.63 3128 25.97 3.66
32325 R-2 9.21 12.36 3131 23.41 4.06 10.65 11.87 3128 26.67 3.90 10.45 11.94 3128 26.21 3.93
Avg, 9.42 12.4 3130 23.3 4.44 10.5 11.7 3128 26.6 3.68 10.4 11.8 3128 26.1 3.80
70% 32322 8.71 11.49 3132 24.93 4.09 9.49 10.80 3131 28.17 3.42 9.38 10.90 3131 27.70 3.51
32324 8.59 11.31 3134 24.17 3.83 10.03 11.46 3130 27.22 3.64 9.82 11.44 3130 26.78 3.67
Avg. 8.65 11.4 3133 24.6 3.96 9.76 11.1 3130 27.7 3.53 9.60 11.2 3130 27.2 3.59
-P-
¦P-
80% 32327 R-l 9.44 11.72 3129 24.71 4.55 9.52 10.63 3132 ~b 3.37 9.51 J.0.79 31}1 —b 3.54
32327 R-2 8.76 12.32 3131 25.69 3.93 10.78 11-64 3126 30.73 3.83 10.49 12.60 3126 30.01 3.83
Avg. 9.10 12.0 3130 25.2 4.24 10.15 11.6 3129 30.7C 3.60 10.0 11.1 3128 30.0° 3.68
93% 32326 R-l 8.24 12.47 3134 26.97 4.05 8.58 11.64 3133 31.27 3.48 8.53 11.76 3133 30.66 3,56
32326 R-2 8.27 11.86 3134 26.43 3.89 8.62 10.96 3135 28.88 3.23 8.57 11.08 3135 28.53 3.32
Avg. 8.26 12.2 3134 26.7 3.97 8.60 11.3 3134 30.1 3.36 8.55 11.4 3134 29.6 3.44
a
N0X from bag measurement
No NO* data
CAvg. is from test 32327 Run 2 only
-------
TABLE C-25. EMISSION RATES FROM VEHICLE 3-24 (TESTED IN TASK 3) OPERATED OVER THE CHASSIS VERSION
OF THE TRANSIENT CYCLE USING EM-528-F (PHILLIPS DF-2 REFERENCE FUEL)
B>l»iion Hate, q/km
Cold Start Bot Start CoDO«lt<
Nccwt
ktoraeoower*
-s.
Ttat Ihaher
MC
CO
CO?
Part.
bc
CO
_£0i
MO^
Part.
HC
-$£-
_002
Part.
Standard
324241-1
1.57
3.20
1513
14.31
1.14
1.75
3.18
1406
14.52
1.15
1.72
3.18
1421
14.49
1.15
Standard
32424B-3
1.61
3.41
1514
14.88
1.14
1.72
3.56
1393
14.22
1.12
1.70
3.54
1410
14.31
1.12
Av*.
1.59
3.31
1514
14.6
1.14
1.74
3.37
1400
14.4
1.14
1.71
3.36
1416
14.4
• 1.14
Seduced
32424S-2 Hot 1
. , „ c 1.67
3.18
1320
13.22
1.06
Reduced
32424R-2 Hot 2
9 1.62
3.34
1310
12.88
1.10
Reduced
32424R-4 lot 1
- - .. ° 1,71
3.29
1315
12.46
1.01
Reduced
32424R-4 Hot 2
P 1.65
2.84
1351
13.11
1.09
Avg.
1.66
3.17
1324
12.9
1.07
4>
Ul
Standard
32421R-1
1.53
4.45
1675
17.23
1.31
1.63
4.83
1591
18.09
1.47
1.62
4.78
1603
17.97
1.45
Standard
32421R-2
1.61
4.29
1696
16.84
1.26
1.62
4.61
1602
17.17
1.24
1.62
4.56
1615
17.12
1.24
Avg.
1.59
4.37
1686
17.0
1.29
1.63
4*72
1596
17.6
1.36
1.62
4.67
1609
17.6
1.3S
Reduced
32421R-3
1.75
4.34
1603
16.62
1.28
1.70
4.26
1525
16.50
1.10
l.U
4.27
1536
16.52
1.13
Reduced
32421R-4
1.67
3.89
1608
16115
1.18
1.65
3.99
1521
16.25
1.18
1.65
3.98
1533
16.24
1.18
Avg.
1.71
4.12
1606
16.4
1.23
1.68
4.13
1523
16.4
1.14
1.68
4.13
1534
16.4
1.16
Standard
32422R-1
1.66
4.96
1890
19.41
1.22
1.63
6.70
1780
19.56
1.19
1.63
5.59
1796
19.54
1.19
Standard
32422R-3
Avg.
1.78
1.72
5.36
5.16
1841
1866
21.52
20.5
1.33
1.28
Mi
1.64
6.14
5.92
1739
1760
19.74
19.6
1.32
1.26
1.66
1.65
5.02
5.81
1754
1775
19.99
19.8
1.32
1.26
Reduced
32422R-2 Hot 1
c
1.70
5.09
1576
16.82
i;06
<
Reduced
32422R~2 Hot 2
o
1.53
5.13
1589
16.81
1.06
<
324221-4 Hot 1
32422R-4 Bot 2
Avg.
.
c
1.66
5.92
1610
18.03
1.16
i
Reduced
c
1.64
S.65
1610
17.64
1.17
<
1.63
5.45
1596
17.3
1.11
97%
Standard
32423R-1
1.70
6.03
1956
21.68
1.44
1.62
7.42
1849
20.93
1.37
Standard
32423R-3
1.71
7.27
1907
21.82
1.55
1.67
8.14
1817
22.00
1.42
Avg,
1.71
6.65
1932
21.8
1.50
1.65
7.78
1833
21.5
1.40
Reduced
32423R-2
Bot
1
C
1.61
6.84
1720
19.82
1.26
Reduced
32423R-2
Bot
2
c
1.61
6.79
1729
19.68
1.20
Reduced
324238-4
Sot
1
c
1.66
7.02
1696
19.57
1.29
Reduced
32423R-4
Bot
2
c
1.74
7.80
1679
18.95
1,34
AT*.
1.66
7.11
1706
19.5
1.27
*Boraepawr projraicd into dynaac»etar
cMOx fro* bag neagureaent
No cold start at reduced horsepower
1.63 7.22 1864
1.66 8.02 1830
1.66 7.62 1847
21.04 1.38
21.97 1.44
21.5 1.41
-------
TABLE C-26. FUEL SPECIFIC EMISSION RATES FROM VEHICLE 3-24 (TESTED IN TASK 3) OPERATED OVER THE
CHASSIS VERSION OF THE TRANSIENT CYCLE USING EM-528-F (PHILLIPS DF-2 REFERENCE FUEL)
cold SttfT
Masion Rata, q/kg fuel
Mot figure *
-P-
C\
Percent
of GVW
Horsepower*
Test Nu«ber
HC
CO
€02
NO J>
Part.
HC
CO
CO?
N0,b
Part.
HC
CO
CO?
**Q»b
32.21
Part.
55%
Standard
32424R-1
3.28
6.68
3159
29.88
2.38
3.93
7.14
3156
32.59
2.58
3.84
7.07
3157
2.55
Standard
32424R-3
3.36
7.11
3157
31.02
2.J8
3.89
8.06
3153
32.19
2.54
3.82
7.92
3154
32.02
2.51
Avg.
3.32
6.90
3156
30.4
2.36
3.91
7.60
3155
32.4
2.56
3.83
7.50
31S6
32.1
2.53
Reduced
32424R-2 Hot 1
c
3.99
7.62
3156
31.61
2.54
Reduced
32424R-2 Hot 2
3.90
8.04
3154
31.01
2.65
c
4.10
3.86
3.96
7.89
6.64
7.55
3154
3157
3155
29.88
30.64
30.8
2.42
2.55
2.54
c
Reduced
32424R-4 Hot 2
Avg.
o
c
70%
Standard
32421R-1
2.88
8.39
3156
32.47
2.47
3.23
9.58
3154
35.86
2.91
3.18
9.41
3154
35.38
2.85
Standard
32421R-2
3.05
7.99
3158
31.36
2.35
3.19
9.08
3154
33.80
2.44
3.17
8.92
3155
33.46
2.43
Avg.
2.97
8.19
3157
31.9
2.41
3.21
9.13
3154
34.8
2.68
3.18
9.17
3155
34.4
2.64
Reduced
32421R-3
3.45
8.54
3156
32.72
2.52
3.52
6.81
3153
34.12
2.27
3.51
8.77
3154
33.92
2.31
Reduced
32421R-4
3.28
7.64
3157
31.70
2.32
3.42
8.28
3155
33.71
2.45
3.40
8.19
3155
33.42
2.43
Avg.
3.37
8.09
3157
32.2*
2.42
3.47
8.55
3154
33.9
2.36
3.46
8.48
3155
33.67
2.37
86%
Standard
32422S-1
2.77
8.29
3157
32.43
2.04
2.89
10.10
3154
34.66
2.11
2.87
9.84
3155
34.34
2.10
Standard
32422R-3
3.05
9.19
3156
36.89
2.28
2.97
11.13
3153
35.79
2.39
2.98
10.85
3153
35.95
2.38
Avg.
2.91
8.74
3157
34. f-
2.16
2.93
10.62
3154
35.2
2.25
m |
w |
10.35
3154
35.2
2.24
Reduced
32422R-2 Hot 1
3.50
10.18
3152
33.65
2.12
Reduced
32422R-2 Hot 2
«-
3.04
10.18
3154
31.96
2.10
Reduced
32422R-4 Hot 1
3.25
11.59
3151
35.29
2.27
Reduced
32422R-4 Hot 2 >¦
3.21
11.06
3152
34.54
2.20
Avg.
3.25
10.8
3152
33.9
2.20
Standard
Standard
32423R-1
32423R-3
2.74 4.73
2.83 12.01
2.79 10.9
3155
3151
3153
34.97
36.05
B5.5
2.32
2.56
2.44
2.76 12.64
2.89 14.10
2.83 13.37
3151
3148
3150
35.66
38.12
36.9
2.33
2.46
2.40
2.76 12;23
2.B8 13.80
2.82 13.0
3151 35.56 2.33
3149 37.82 2.48
3150 36.7 2.41
Reduced
Reduced
Reduced
Reduced
32423R-2 Hot 1
32423R-2 Hot 2
32423R--4 Hot 1
32423R-4 Hot 2
2.94
12.53
31SO
36.30
2.31
2.93
12.38
3151
35.87
2.19
3.08
13.03
3149
36.33
2.40
3.26
14.61
3145
35.50
2.51
3.05
13.1
3149
36.0
2.35
^Horsepower prograaaiud into dynaaoaeter
M0X fro* bag arasuro»ent
No cold start at reduced horsepower. (Reduced horsepower was BO percent of standard)
-------
APPENDIX D
SUMMARY OF EMISSION RATES FROM CHASSIS
AND ENGINE TESTING
147
-------
TABLE D-l. SUMMARY OF EMISSION RATES FROM CHASSIS AND ENGINE TESING
Emission Rate, g/km
Cold Start Hot Start Composite
Vehicle
Number
Description
Emission Rate
HC
CO
CO2
N0xa
Part.
HC
CO
C02
NOxa
Part.
HC
CO
C02
N0xa
Part.
2-1
1982 Bus DD6V-71
chassis, g/km
1.86
28.0
1389
12.1
1.53
1.72
20.3
1244
10.6
1.24
1.74
21.4
1262
10.6
1.28
chassis, g/kg fuel
4.11
61.5
3055
26.6
3.36
4.24
50.3
3073
26.4
3.06
4.23
51.9
3070
26.4
3.10
engine, g/kg fuel
6.20
27.6
3103
22.5
2.40
7.43
19.3
3110
22.9
2.18
7.25
20.5
3109
22.8
2.21
engine, g/hp-hr
1.67
7.46
838
6.12
0.65
1.83
4.75
767
5.64
0.54
1.81
5.14
778
5.71
0.55
Cold Start
Hot Start
Composite
HC
CO
CO2
N0xa
Part.
HC
CO
C02
NOxa
Part.
HC
CO
CO?
N0xa
Part.
1980 Cummins
chassis, g/km
2.96
6.26
1455
13.9
1.15
1.91
5.44
1362
14.4
0.94
2.06
5.56
1375
14.3
0.97
Form. 350
chassis, g/kg fuel
6.37
13.5
3138
30.0
2.48
4.40
12.6
3146
33.2
2.16
4.69
12.7
3145
32.7
2.21
engine, g/kg fuel
5.04
11.8
3147
32.9
2.25
4.89
11.4
3149
36.4
2.12
4.91
11.5
3149
35.9
2.14
engine, g/hp-hr
0.99
2.32
619
6.48
0.44
0.91
2.12
585
6.76
0.39
0.92
2.15
590
6.72
0.40
"nox from bag measurement
-------
TABLE D—1 (CONT'D). SUMMARY OF EMISSION RATES FROM CHASSIS AND ENGINE TESTING
Ealsalon Rate, q/km
Cold Start Hot Start . Composite
Vehicle
Number
Description
Emission Rate
HC
CO
CC>2
NOxa
Fart.
HC
CO
C02
NOxa
Part.
HC
CO
CO2
NOxa
Part.
2-3
1980 DD8V-92TA
chassis,g/ks>
1.81
2.57
1531
13.5
0.94
1.70
2.19
1406
13.4
0.86
1.72
2.24
1424
13.4
0.87
chassis, g/kg fuel "
3.73
5.30
3159
27.9
1.94
3.83
4.92
3160
30.1
1.93
3.81
4.97
3160
29.8
1.93
engine, g/kg fuel
3.28
8.66
3159
30.1
2.41
2.88
9.64
3158
33.8
1.86
2.97
9.50
3158
33.2
1.94
engine, g/hp-hr
0.69
1.82
664
6.32
0.51
0.58
1.95
640
6.80
0.38
0.60
1.93
643
6.74
0.40
-P-
vO
2-4
1979 IHC DT-466
Cold Start
Hot Start
Composite
HC
CO
CO2
HQxa
Part.
HC
CO
CO2
HOx«
Part.
HC
CO
CO 2
NOxa
Part.
chassis, g/kn
1.30
3.28
1070
9.77
0.79
1.12
2.75
986
8 .'76
0.77
1.15
2.82
998
8.91
0.78
chassis, g/kg fuel
3.83
9.65
3152
28.8
2.34
3.67
8.77
3154
28.0
2.53
3.69
8.89
3154
28.1
2.50
engine, gAg fuel
4.12
11.0
3150
30.6
2.38
3.55
9.21
3159
30.0
2.29
3.63
9.47
3158
30.1
2.30
engine, g/hp-hr
0.94
2.52
721
7.00
0.54
0.78
2.04
698
6.63
0.50
0.81
2.10
702
6.68
0.51
aNOx from bag Measurement
-------
TABLE D—1 (CONT'D).
SUMMARY OF EMISSION RATES FROM CHASSIS AND ENGINE TESTING
Emission Bate, q/kro
Cold Start Hot Start Composite
Vehicle
Number Description
Eaiasion Rate
HC
CO
C02
N0xa
Part.
HC
CO
C02
NOx*
Part.
HC
CO
COj
NOxa
Part.
3t23^'c 1981 Cummins
chassis, g/kn
3.18
4.20
1154
9.04
1.46
3.16
3.61
1016
8.99
3.70
1036
8.99
1.19
NTC-300
chassis, g/kg fuel
8.65
11.4
3133
24.6
3.96
9.76
11.1
3130
27,7
3.53
9.60
11.2
3130
27.2
3.59
engine, g/kg fuel
8.08
14.0
3135
34.2
2.67
7.12
14.4
3136
CD
ro
2.37
7.26
14.4
3136
37.9
2.42
engine, g/hp-hr
1.58
2.74
613
6.68
0.52
1.32
2.69
584
7.17
0.44
1.36
2.70
588
7.10
0.45
Cn
O
3-24° 1980 DD8V-92TA
Cold Start
Hot Start
Composite
HC
CO
C02
N0xa
Part.
HC
CO
C02
NOxa
Part.
HC
CO
C02
NOxa
Part.
chassis, g/km
1.59
4.37
1686
17.0
1.29
1.63
4.72
1596
17:6
1.36
1.62
4,67
1609
17.6
1.35
chassis, g/kg fuel
2.97
8.19
3157
31.9
2.41
3.21
9.33
3154
34.8
2.68
3.18
9.17
3155
34.4
2.64
engine, g/kg fuel
2.80
9.91
3158
34.4
1.94
2.69
13.8
3152
37. f>
2.34
2.71
13.3
3153
37.2
2.28
engine, g/hp-hr
0.57
2.04
649
7.08
0.40
0.52
2.71
617
7.36
0.46
0.53
2.61
621
7.33
0.45
j^NOx from bag measurement
Vehicle 3-23 chassis tests were conducted at 80 percent of standard horsepower
Chassis data frcm tests at 70% of GVW
-------
APPENDIX E
SUMMARY OF ENGINE AND CHASSIS EMISSION RATES IN
SEVERAL SETS OF UNITS
151
-------
TABLE E-l. SUMMARY OF ENGINE AND CHASSIS TRANSIENT EMISSION RATES
Exhaust: Emission
No.
Engine
Emission Rate
Cycle
HC
CO
C02
NQ-x
Part.
2-1
DD 6V-71
g/km
g/km
g/hp-hr
chassis
engine a
engine
1.74
2.08
1.81
21.39
5.92
5.41
1262'
893
778
10.85
6.56
5.71
1.28
0.63
0.55
gAg fuel
gAg fuel
chassis
engine
4.23
7.25
51.9
20.5
3Q70
3109
26.4
22.8
3.10
2.21
g/min
g/min
chassis
engine
0.87
1.06
10.71
3.06
628
458
5.41
3.36
0.64
0.33
2-2
Cummins Form 350
g/km
gA»
g/hp-hr
chassis
engine a
engine
2.06
1.88
0.92
5.56
4.39
2.15
1375
1206
590
.14.31
13.74
6.72
0.97
0.82
0.40
gAg fuel
gAg fuel
chassis
engine
4.69
4.83
12.7
11.3
3145
3150
32.7
34.6
2.21
2.12
g/min
g/min
chassis
engine
1.01
0.97
2.73
2.26
672
618
6.99
7.02
0.48
0.43
2-3
DD 3V-92TA
g/km
g/km
g/hp-hr
chassis
engine 4
engine
1.72
1.34
0.60
2.24
4.33
1.93
1424
1440
643
13.40
15.08
6.74
0.87
0.89
0.40
g/kg fuel
gAg fuel
chassis
engine
3.81
2.97
4.97
9.50
3160
3158
29.8
33.2
1.93
1.94
g/min
g/min
chassis
engine
0.85
0.69
1.10
2.24
697
738
6.56
7.73
0.43
0.46
2-4
IHC DT-466B
g/tan
.lA™
g/hp-hr
chassis
engine
engine
1.15
1.00
0*81.
2.82
2.62
2.10
998
873
702
8.91
8.31
6-68
0.78
0.64
0j51
gAg fuel
g/kg fuel
chassis
engine
3.69
3.63
8.89
9.47
3154
3158
28.10
30.07
2.50
2.30
g/min
g/min
chassis
engine
0.59
0.52
1.48
1.35
508
446
4.55
4.25
0.40
0.33
3-23
Cummins NTC-300b
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APPENDIX F
REGULATED AND PARTICULATE EMISSIONS RESULTS FROM
BUSES OPERATED OVER THE NEW YORK BUS CYCLE
153
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TABLE F-l. EMISSION RATES FROM BUSES OPERATED OVER THE NEW YORK BUS CYCLE
USING FUEL EM-455-F
Vehicle
Number
Test
HC
Emission Rate, g/kro
CO
CO
2_
NOxf
Part.
IIC
Fuel Specific
Emission Rate, g/kg fuel
CO
_C02_
NOv
Part.
3-8
3831
3832
Avg.
2.33
2.18
2.26
77.79
81.39
79.6
1420
1508
1464
12.04
13.84
12.9
6.09
6.34
6.22
4.76
4.20
158.9
156.8
4.48 158
2900
2904
2902
24.59
26. 66
25.6
12.44
12.21
12.3
3-9
39 31
39 32
Avg.
2.61
2.39
2.50
33.98
29.98
32.0
1455
1459
1457
16.99
16.59
16.8
2.13
1.94
2.04
5.45
5.00
5.23
70.90
62. 70
66.8
3036
3052
3044
35.45
34.70
35.1
4.44
4.06
4.25
3-20
32031
320 32
Avg.
1.57
1.99
1.78
61.38
65.86
63.6
1518
1523
1520
11.77
12.91
12. 3
5.57
5.44
5.51
3.07
3.86
120.0
127.7
3.47 124
2966
2953
2960
23.00
25.03
24.0
10.89
10.55
10.7
3-21
32131
32132
Avg.
0.60
0.76
0.68
2.67
2.71
2.69
915
893
904
15.12
16.45
15.8
0.79
0.93
0.86
2.06
2.67
2.37
9.17
9.53
9. 35
3143
3142
3142
51.92
57.85
54.9
2.71
3.27
2.99
3-22
322 31
32232
Avg.
2.29
2.46
2.38
16.80
17.18
17.0
1467
1554
1510
17.57
19.80
18.7
1.80
1.80
1.80
4.83
4.90
4.87
35.44
34.22
34.8
3094
3095
3094
37.06
39.44
38.2
3.80
3.59
3.69
^NOx from bag measurement
Vehicle 3-21 is a small bus powered by a lower horsepowered engine than the other buses
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