EPA-AA-CPSB-81-03
ATTACHMENT _14_
The Effect of Vehicle Mileage Accumulation on Tested Fuel Economy
by
Kevin R. Tuckey
February 1981
Notice
This is a technical support report for regulatory action and it does not
necessarily represent the final EPA decision on regulatory issues. They
are intended to present a technical analysis of issues and recommendations
resulting from the assumptions and constraints of that analysis. Agency
policy constraints or data received subsequent to the date of release of
this report may alter the recommendations reached. Readers are cautioned
to seek the latest analysis from EPA before using the information contained
herein.
Technical Support Section
Certification Policy and Support Branch
Office of Mobile Source Air Pollution Control
U.S. Environmental Protection Agency
-------
-15-
Background
EPA currently accepts fuel economy test data generated by vehicles with up
to 10,000 miles accumulation on the drivetrain system. These data and data
generated near the standard 4,000-mile test point are all used in the
calculation of fuel economy values for the fuel economy labels and the
Corporate Average Fuel Economy (CAFE). The vehicles tested above the
standard 4,000-mile test point tend to produce higher measured fuel economy
values than they would at the 4,000-mile test point. This increase is
perhaps due to the effect of vehicle break-in which reduces drivetrain
friction. The higher measured fuel economy value tends to bias upward the
fuel economy calculations for labeling and CAFE when compared to calcula-
tions using only data generated close to the standard test point. EPA is
proposing to adjust test values back to the projected 4,000-mile level when
the mileage accumulation at the test point significantly influences the
measured fuel economy value. This document presents the derivation of the
proposed adjustments.
Data
We have examined several previous studies of mileage effects on tested fuel
economy values. All of these previous studies were based on either certi-
fication emission durability vehicles, tested to 50,000 miles, or data from
in-use fleets of vehicles. The durability data includes only two test
points, at 5,000 and 10,000 miles, within the allowable range of testing
for fuel economy calculation data. The in-use data included the effects of
different drivers, vehicle maintenance, weather, etc. These variables can
effect measured fuel economy values as much or more than the increase in
vehicle mileage, thus preventing an analysis of the data for mileage
effects alone. Therefore, we judged the existing studies of mileage
effects on fuel economy as inadequate for our purposes.
To perform our own study of the effect of mileage accumulation on measured
fuel economy values, we used the actual data being submitted to EPA for
fuel economy calculation, i.e., the emission certification and fuel economy
data vehicles. We examined all data with valid and passing emission tests
that could have been used for fuel economy calculations, even if that
particular test had not been selected or needed for the fuel economy
calculation.
These data were then grouped by subconfiguration (a unique combination
of engine displacement, fuel system, transmission, engine calibration, axle
ratio, test weight, and road-load horsepower). Those groups were sorted to
find groups that contained at least one city/highway test pair at (or
within 250 miles of) the standard 4,000-mile test point, and another
city/highway test pair at a test point more than 4,000 miles. There were
over 800 tests that met these criteria. Multiple tests were averaged to
include all available data, thus minimizing lab-to-lab and test-to-test
differences in these data. These averaged data were normalized to a ratio
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-16-
Th is equation gives a maximum correction factor of 5.3 percent at 10,000
miles. For example, a vehicle tested at 10,000 miles with, test results of
25.0 mpg city and 35.0 mpg highway would be adjusted to the 4,000-mile test
point fuel economy with values of 23.7 and 33.2 mpg. The benefit of the
increased mileage on these test results were thus estimated to be about 1.3
mpg in the city and 1.8 mpg in the highway value.
Attachments
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-17-
ATTACHMENT I
Sources, of the Data Points Used in the Analysis
Distribution by Manufacturer and Model Year
Manufacturer
AMC
Chrysler
Ford
GM
Fiat
1977
_ _
4
8
~
1978
4
8
36
54
_«
Model
1979
__
8
46
78
8
Year
1980
__
26
64
32
4
1981
12
32
40
36
~~
Mfr.
Total
16
74
190
208
12
Model Year Total 12 102 140 126 120 500
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ATTACHMENT II
Regression Results
Regression
Linear
Logarythmic
2nd Order
3rd Order
Data
City
Highway
All
City
Highway
All
City
Highway
All
City
Highway
All
R. Coef.
0.421
0.407
0.413
0.427
0.422
0-424
0.429
0-439
0-432
0-439
0.440
0.435
Std.
Error
0.027
0.030
0.029
0.027
0.030
0.028
0.027
0.029
0-028
0.027
0.029
0.028
Equation
.969 + -820 x
.969 + .862 x
.969 + -842 x
-596 +
.566 +
.581 +
.940 +
.899 +
.920 +
.764 +
853 +
-808 +
.488 x
526 x
.507 x
.182 x
.331 x
.256 x
-109 x
.571 x
.832 x
Correction Factors at
Various Test Points
4000 6200 10000
lO'Jdn)
10 (m)
10~J(ln
10~l(ln
10~ (m)
10 (m)
io-J(.)
10 7(m)
10 ^(m)
m)
m)
m)
+ -.
H
+ -.
+
795 x 10 p(m)
195 x 10_g(m)2
138 x 10 (m)
157 x Kfpdn)* + -770 x lO'^On)!
587 x 10~ ?(m)_ + -202 x 10~ _(m)_
108 x 10 (m) + -485 x 10 (m)
1-0018
1-0035
1-0027
1.0007
1.0023
1-0015
1-0001
1-0002
1-0003
0-9981
1-0004
0-9990
1.0198
1.0224
1.0212
1.0221
1-0253
1.0237
1.0223
1-0293
1.0257
1.0198
1-0295
1.0243
1.0510
1.0552
1-0532
1.0455
1.0505
1.0480
1.0425
1.0350
1.0380
1.0540
1.0390
1-0450
1.
m = System miles accumulated prior to test point- For system kilometers, divide the kilometers by 1.609344 to
get miles or adjust the multiplicative constants in the equations-
2. To find the percent increase, suhstract one from the factor and multiply by 100. For example, linear correction
factor at 10,000 miles = 1.0532 or 5-32 percent Increase.
oo
I
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-19-
ATTACHMENT III
the following pages contain the data points used in this analysis. Each
grouping of data contains the individual test result(s) for a given
subconfiguration at a test point (separately for city and highway tests).
The last line in each group, denoted by an indented manufacturer's name,
contains the following:
A. The harmonically averaged fuel economy value.
B. The standard four thousand mile test points harmonically
averaged fuel economy values (FE 4K).
C. The ratio of (A) divided by (B).
The headings are defined as follows:
MFR - Manufacturer of the vehicle.
ACYR - Active model year the test point is used for.
K - Code number, unique for each subconfiguration. This number has
been assigned by the computer to sort the groups but cannot be
used to identify what parameters were unique to the subconfiguration.
TNUM - Test number, assigned by EPA.
TPRO - Test procedure: C:l - City test cycle; H:2 - Highway test cycle.
ODD - Odometer, in miles, at the test point.
RWMG - Rounded miles per gallon at the test point.
TTYP - Test type: EM:1 - Emission data vehicle;
FE:2 - Fuel economy data vehicle.
CTD - Certification test disposition;
PCRT - Passed emission standards, used for emission certification.
PNCT - Passed emission standards, not used for emission certification.
FED - Fuel economy disposition;
2
USED - Used for fuel economy calculations.
2
NTUS - Not used for fuel economy calculations.
1. PCRT, PNCTEPA uses only one test, coded PCRT, to issue on Emission
Certificate of Conformity, the other tests that pass the emission standards
but are not used are coded PNCT.
2. USED, NTUSEPA is restricted in its selection of fuel economy data for
use in fuel economy calculations. Data that is used in these calculations
are coded USED, data that were not selected are coded NTUS.
-------
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CM 77
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PCM? USED -197900
PCRT USID 197400
21.1 RATIO: 1 OOOO
FNCT USIO 197*00
21 . 1 RATIO: 1 , Of* 1
>NCT USfD 157500
PCII7 UStO 157400
21 .2 RATIO: l .OOOO
FHCT USED 19740O
21 .2 RATIO: 1 .OO34
FHCT NTUS I18B03
2* . 9 ROT 10 I .0000
»NCT HTUS U4«03
PNCT NTUS 188893
PNCT NTUS 18*801
PNCT NTUS 188*03
PDCT U*ED 181103
PNCT USCO 168603
24 .1 RATIO: 1 .OHO
PNCT NTUI 11*901
24.3 RATIO : 1 .OOOO
PNCT U>!0 1*8*01
PNCT HTUS 1*1(03
PNCT NTUS 108BO3
PNCT USIB 1**«03
14 . 3 RATIO: 1 . OO70
PHCT MTUS 23OE01
12.0 RATIO: 1 OOOO
PNC7 USED 23O901
PNCT USIO 216(01
17.2 RATIO: 1 .OOOO
PttCT NTUS 23OSO1
17.2 RATIO t .029 1
PNCT USBB 27S8OO
PCKT NTUS 2791OO
21.3 RATIO: 1 .OOOO
PNCT MSIO 3901OO
21.3 RATIO : 0.9(03
PHCT UStB 27(900
33. 1 RATIO: 1 .OOOO
PNCT UStO 390100
33 . 1 RATIO: O. 9728
PNCT USIO 3922OO
If . 9 RAT1B: I . OOOO
PCBT USIO 3B120O
18.9 RATIO: 0.9941
PNCT USIO 3B22OO
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22 .2 BATIO: 1 .OOOO
PNCT NTUS 3(3200
PNCT USES 3(3200
22,2 RATIO: O.9488
PNCT UStO 329700
PCBT NTUI 32S700
PNCT NTUS 3282OO
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tfi.S RATIO: O.8749
PNCT USED 329700
PtlCT NTUS 325700
25 . S RATIO; 0. 8999
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PCBT USID 315800
1 2 . 5 RATIO: 1 . OOOO
PNCT WTUS 11(900
1 2 . 5 RATIO : 0 .9483
PNCT NTUS 318800
19.3 BATIB : 1 .0000
PNCT NTUS 31S60O
16.3 RAT IB: 1 . OB86
PHOT NTUS 3J1700
11.6 RATIO: t . OOQO
PCRT USED 32*700
11.6 RATIO : 1 . OS 17
PUCT NTUS 324700
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CM 71
CM 71
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CM 78
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SM 71
SM 78
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SM 71
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CM 78
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GM 71
GM 78
CM 71
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CM 78
CM 78
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94 18
5420
542O
5420
5420
5420
9 4 2O
9420
5420
542O
5420
5420
TNUM
20371
02110
20090
20092
109411
19701
102111
2OOI1
20083
OS43O
19913
90390O
18842
2O20I
16814
03924
18843
2O207
18439
20192
20194
20201
20210
20212
17793
18438
20193
20199
3021 1
17O44
803741
20219
80378O
2023O
20527
TPRO
HW:2
2
C : 1
1
C : 1
1
C : 1
C : 1
1
HW:2
HW:2
2
HW: 2
2
HW:2
HW: 2
2
C : 1
C : 1
C : 1
1
C : 1
1
HW:3
HW: 2
HW: 2
2
HW:2
2
: 1
: 1
: 1
1
: 1
: 1
: 1
1
HW: 2
HW: 2
HW. 2
HW: 2
2
HW : 2
2
C : 1
C : 1
1
C : 1
1
HW: 2
2
HW: 2
HW: 2
2
000
7771
77S2
3171
3171
4732
4732
7125
7120
7772
3144
3119
3120
4741
4741
7939
7931
7711
3792
3930
4OI9
3139
7949
7949
3791
3994
4 1O8
3111
7999
7999
4O74
4 1 10
4194
4099
7842
7919
7731
7119
3931
4O99
4131
4 1>9
4O9 1
7697
7B!7
3130
4022
3921
8080
0*0
4033
3937
8O9 1
1*1
139
0
0
1
O
o
o
3
9
O
1
4
O
O
O
1
1
0
0
o
7
O
o
o
1
o
*
o
o
0
o
0
9
O
O
o
1
o
0
o
o
9
0
0
o
o
0
o
0
7
3
O
o
9
RWI
27
27
11
tl
II
11
tl
I 9
19
23
23
21
29
29
27
27
27
17
17
17
17
18
11
21
21
28
21
29
29
17
17
17
17
1 7
1 7
21
23
24
24
23
24
24
1
I
6
7
7
25
25
29
27
27
27
4C
1
3
0
Q
4
4
2
0
1
1
1
9
1
1
g
9
7
2
4
9
4
1
1
4
7
7
1
9
9
1
7
4
4
1
6
1
1
4
9
7
7
,
1
7
0
0
6
2
4
2
3
2
TTYP
FC:2
FI4K
8M: t
FE4K
Ft: J
FE4K
FE:2
Ft: J
FE4K
EM: 1
EM: 1
FE4K
FE:2
FB4K
FE:2
FE: 2
FE4K
EM: 1
EM: 1
FE: J
FE4X
FB:2
FB4K
EM: 1
EM: 1
FE:2
FEIK
FE:2
FE4K
EM: 1
FE:2
FE:2
FE4K
FE : 2
FB4K
EM: 1
EM: 1
FE:2
FE:2
FE4K
FE:2
FE4K
EM: 1
EM: 1
FE4K
ft: 2
FE4K
EM : 1
EM: 1
FE4K
FE:2
FE: 2
F64K
CTO FED INT* VRSN
PNCT USED 79010O
27.0 RATIO: 1 .OO99
PCRT USED 991400
11.0 RATIO: 1.0000
PNCT USED 191403
11.0 RATIO: 1 .0222
PNCT NTUS 755200
PNCT USED 799200
11.0 RATIO: 1 .011 1
PNCT NTUS 818400
PNCT USEO I9I4OO
23.1 RATIO: 1 .OOOO
PNCT USED 99*403
23. 1 RATIO: 1 .0131
PNCT NTUS 7992OO
PNCT USEO 799200
23 . 9 RATIO: 1 . 1737
PNCT NTUS 711700
PCRT USED 711700
PNCT NTUS 711700
17.4 RATIO: 1 . OOOO
PNCT USED 7S830O
17.4 RATIO: 1.0423
PNCT NTUS 71 1700
PNCT USED 711700
PNCT NTUS 711700
21.1 RATIO: 1 . OOOO
PNCT USED 75I2OO
26 . 1 RATIO: 1 . 035O
PCRT USEO 72410O
PNCT USED 726001
PNCT USEO 728O01
17.4 RATIO: 1 .OOOO
PNCT USED 7583OO
PNCT USED 759300
17.4 RATIO : 1 . 01 It
PNCT NTUS 724100
PNCT USED 724 1 OO
PNCT USEO . 726001
PNCT USED 728001
23 . 9 RATIO: 1 .OOOO
PNCT U9ED 758300
23.9 RATIO: 1 0329
PNCT NTUS 720900
PCRT USED 7209OO
16.7 RATIO : 1 .OOOO
PNCT USED 799201
16.7 RATIO : 1 . O 1 60
PNCT NTUS 72090O
PNCT USED 720900
25 . 4 RATIO : 1 .OOOO
PNCT NTUS 758201
PNCT USED 759201
29 . 4 RATIO : 1 O729
VIO
141 4-5O7BP
960131
I6O131
14F4-60S3F
14F4-90B3F
BI0131
BBOI31
060131
14F4-IOS3P
1IP4-I053F
BB01 IB
BIOI II
BIOI II
14F4-801 19F
B801 19
8801 II
01 19
1 4F4 101 1 9F
B90I01
B90103
BIO103
14P4-9084F
14P4-9094F
14P4-90«4F
B9O101
B90IOI
B90103
B9O103
14F4-IOI4F
IBO1 17
BB01 17
I4P4-101 1BF
B BO 1 17
B>OI 17
1 4F4 8O1 1 SF
I4F4-SO! IIP
-27-
COUNTSI4K) :
COUNTS!»K):
CITY.CMISS
HW.EMISS
HW.CMISS
92
30
CITY.FB
CITY.FE
21
99
HW. FE
HW. FE
29
99
------- |