NREL is a national laboratory of the U.S. Department of Energy

Office of Energy Efficiency & Renewable Energy

Operated by the Alliance for Sustainable Energy, LLC

This report is available at no cost from the National Renewable Energy

Laboratory (NREL) at www.nrel.gov/publications.

Contract No. DE-AC36-08GO28308

Effect of Gasoline Properties on 

Exhaust Emissions from Tier 2 

Light-Duty Vehicles—Final 

Report: Phase 3 

July 28, 2008 – July 27, 2013

K. Whitney

Southwest Research Institute 

San Antonio, Texas 

NREL Technical Monitor: Matthew Thornton

Subcontract Report

NREL/SR-5400-61098

May 2014
NREL is a national laboratory of the U.S. Department of Energy

Office of Energy Efficiency & Renewable Energy

Operated by the Alliance for Sustainable Energy, LLC

This report is available at no cost from the National Renewable Energy

Laboratory (NREL) at www.nrel.gov/publications.

National Renewable Energy Laboratory

15013 Denver West Parkway

Golden, CO 80401

303-275-3000 • www.nrel.gov

Contract No. DE-AC36-08GO28308

Effect of Gasoline Properties 

on Exhaust Emissions from 

Tier 2 Light-Duty Vehicles—

Final Report: Phase 3 

July 28, 2008 – July 27, 2013

K. Whitney

Southwest Research Institute

San Antonio, Texas

NREL Technical Monitor: Matthew Thornton

Prepared under Subcontract Nos. ACI-8-88613-01, AFT-9-99319-01, and

AFT-9-99155-01

Subcontract Report

NREL/SR-5400-61098

May 2014 
This publication was reproduced from the best available copy

submitted by the subcontractor and received no editorial review at NREL.

NOTICE

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Cover Photos: (left to right) photo by Pat Corkery, NREL 16416, photo from SunEdison, NREL 17423, photo by Pat Corkery, NREL 

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 Printed on paper containing at least 50% wastepaper, including 10% post consumer waste. 
i 

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FOREWORD

This report covers work the Southwest Research Institute (SwRI®) Office of Automotive 

Engineering has conducted for the U.S. Environmental Protection Agency (EPA), the National 

Renewable Energy Laboratory (NREL), and the Coordinating Research Council (CRC) in 

support of the Energy Policy Act of 2005 (EPAct). Section 1506 of EPAct requires EPA to 

produce an updated fuel effects model representing the 2007 light-duty gasoline fleet, including 

determination of the emissions impacts of increased renewable fuel use. 

This report covers the exhaust emissions testing of fifteen light-duty vehicles with 

twenty-seven E0 through E20 test fuels, and four light-duty flexible fuel vehicles (FFVs) on an 

E85 fuel, as part of the EPAct Gasoline Light-Duty Exhaust Fuel Effects Test Program. This 

program will also be referred to as the EPAct/V2/E-89 Program based on the designations used 

for it by the EPA, NREL and CRC, respectively. 

It is expected that this report will be an attachment or a chapter in the overall 

EPAct/V2/E-89 Program report prepared by EPA and NREL. Other EPAct/V2/E-89 reports are 

expected to cover the following: 

• Fuel formulation, analysis, and procurement.

• Room temperature and 50°F emissions testing of three fuels using nineteen Tier 2 

vehicles (known as Phases 1, 2, and FTP). 

• Room temperature, 95°F, and 20°F testing of three fuels using six Tier 2 vehicles (Phase 

4). 

• Room temperature, 95°F, and 20°F testing of three fuels using three high-emitting 

vehicles (Phase 5).

This effort was authorized by EPA Contract EP-C-07-028, Work Assignments (WA) 1-

03, 2-03, and 3-01 as well as NREL Subcontract Nos. ACI-8-88613-01, AFT-9-99319-01 and 

AFT-9-99155-01. The project was based on SwRI Proposal Nos. 03-55287 versions A through 

E to NREL, and SwRI Proposal Nos. 03-55242, 03-55242A, and 03-56310 versions A through G

to EPA. The overall program was identified within SwRI under Project Nos. 03.14175.03, 

03.14936.03, 03.14993, and 03.15777.01. 

The project technical monitors were Dr. Rafal Sobotowski of EPA, Dr. Douglas Lawson 

of NREL, and Messrs. Jim Uihlein of Chevron and Dominic DiCicco of Ford on behalf of CRC. 

The SwRI Program Manager was Kevin Whitney, while Eugene Jimenez oversaw day-to-day 

operations. Testing occurred between March 2009 and June 2010. 
ii

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.

TABLE OF CONTENTS

Page

FOREWORD .................................................................................................................................. ii

LIST OF TABLES ...........................................................................................................................v 

LIST OF FIGURES .........................................................................................................................v 

ACKNOWLEDGEMENTS ........................................................................................................... vi 

ACRONYMS AND ABBREVIATIONS ..................................................................................... vii 

1.0 INTRODUCTION ...............................................................................................................1 

2.0 TECHNICAL APPROACH.................................................................................................2 

2.1 Test Fuels .............................................................................................................................2 

2.2 Test Vehicles ......................................................................................................................11 

2.3 Crankcase Lubricants .........................................................................................................13 

2.3.1 Ford Explorer Crankcase Lubricant Issues .......................................................................13 

2.4 Test Procedure ...................................................................................................................13 

2.4.1 Test Matrix .........................................................................................................................14 

2.4.2 Drift Checks .......................................................................................................................16 

2.4.3 Vehicle Conditioning .........................................................................................................16 

2.4.4 Chassis Dynamometer .......................................................................................................18 

2.5 Regulated and Unregulated Emissions ..............................................................................18 

2.5.1 Speciation of Volatile Organic Compounds ......................................................................20 

2.5.2 Determination of NMOG ...................................................................................................21 

2.6 OBD Data...........................................................................................................................22 

3.0 ISSUES ENCOUNTERED WHILE TESTING ................................................................23 

3.1 Ford Explorer Low Oil Level ............................................................................................23 

3.2 Ford Explorer Evaporative System MIL............................................................................23 

3.3 Saturn Outlook Transmission Module Malfunction ..........................................................24 

3.4 Fuel Carryover ...................................................................................................................24 

4.0 CLOSURE .........................................................................................................................26 
iii

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TABLE OF CONTENTS (CONT’D)

APPENDICES Pages 

A FUEL CHANGE PROCEDURE ............................................................................... A1-A5

B PETROSPEC RESULTS FOR INDIVIDUAL FUEL DRUMS ................................ B1-B3

C DETAILS OF FORD F-150 MISFUELING EVENT ...................................................... C1

D ON-ROAD OPERATION FOR INACTIVE TEST VEHICLES .............................. D1-D2 

E FUEL USED IN ON-ROAD OPERATION FOR INACTIVE TEST VEHICLES ......... E1

F OIL SAMPLE SUMMARY ............................................................................................. F1

G FORD EXPLORER OIL LEVEL INCIDENT .......................................................... G1-G2

H VEHICLE CONDITIONING AND TEST EXECUTION REQUESTS ................. H1-H13 

I DETAILED MEASUREMENT AND ANALYSIS METHODS ...............................I1-I16 

J EPACT NMOG CALCULATION PROTOCOL ......................................................... J1-J5

K LOD/LOQ METHOD ................................................................................................ K1-K9

L EPA FUEL SAMPLING PROCEDURE FOR CARRYOVER EXPERIMENTS ........... L1

M FUEL BLENDING EXPERIMENT TO CHARACTERIZE CARRYOVER

EFFECTS ......................................................................................................................... M1

N ADDITIONAL FUEL CARRYOVER EXPERIMENTS ................................................ N1

O REFUELING LOCATION EXPERIMENTS ........................................................... O1-O3
iv

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.

LIST OF TABLES

Table Page 

1 Test Fuel Specification ........................................................................................................3 

2 Test Fuel Properties Determined From the EPAct/V2/E-89 Fuels Round Robin ...............5 

3 SwRI Fuel Codes ...............................................................................................................10 

4 Phase 3 Test Vehicles ........................................................................................................11 

5 Mileage Accumulation Fuel Properties .............................................................................12 

6 Incremental Addition of Fuels and Vehicles to the Test Matrix ........................................15 

7 Repeatability Criteria for Triplicate Testing ......................................................................15 

8 Fuel Change, Conditioning, and Test Execution Sequence ...............................................17 

9 Vehicle Chassis Dynamometer Settings ............................................................................18 

10 VOC Speciation Schedule ..................................................................................................21 

11 Troubleshooting of the Ford Explorer Evaporative System MIL ......................................23 

LIST OF FIGURES

Figure Page 

1 Constant-Temperature Storage of Unopened Fuel Drums ...................................................9 
v 

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ACKNOWLEDGEMENTS

SwRI acknowledges the following:

• The Environmental Protection Agency for their financial support 

• The Department of Energy Office of Biomass Programs and Office of Vehicle 

Technologies for their financial support provided through the National Renewable 

Energy Laboratory 

• The Coordinating Research Council for technical support and for providing the 

test vehicles following the expiration of their leases

• The Lubrizol Corporation for supplying all crankcase lubricants used in this 

program 
vi 

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.

ACRONYMS AND ABBREVIATIONS

°F ....................degrees Fahrenheit

IBP .................initial boiling point

API .................American Petroleum Institute

ASTM ............American Society for Testing and Materials

Btu ..................British thermal unit

CARB ............California Air Resources Board

CH4 ................methane 

CO ..................carbon monoxide 

CO2 ................carbon dioxide 

CRC ...............Coordinating Research Council 

DTC ...............diagnostic trouble code 

DVPE .............dry vapor pressure equivalent 

EPA ................U.S. Environmental Protection Agency 

EPAct .............2005 Energy Policy Act 

E0 ...................gasoline with no ethanol 

E10 .................gasoline nominally containing 10 percent volume of ethanol 

E15 .................gasoline nominally containing 15 percent volume of ethanol 

E20 .................gasoline nominally containing 20 percent volume of ethanol 

E85.............gasoline nominally containing 85 percent volume of ethanol 

FBP ................final boiling point 

FTP ................Federal Test Procedure

g .....................gram 

H2O ................water

HP ..................horsepower 

HPLC .............high performance liquid chromatography 

IBP .................initial boiling point

kg ...................kilogram 

kPa .................kilopascal 

lb ....................pound mass

LOD ...............limit of detection

LOQ ...............limit of quantification

LTFT ..............long-term fuel trim

mg ..................milligram

MIL ................malfunction indicator light
vii 

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.

ACRONYMS AND ABBREVIATIONS (CONT’D)

MJ ..................megajoule 

ml ...................milliliter

MON ..............motor octane number 

mph ................miles per hour 

NH3 ................ammonia

NMHC ...........non-methane hydrocarbons 

NMOG ...........non-methane organic gases

NO ..................nitric oxide 

NO2 ................nitrogen dioxide 

NOX ...............oxides of nitrogen 

NREL .............National Renewable Energy Laboratory 

O2 ...................oxygen 

OBD ...............on-board diagnostics 

PM ..................particulate matter

ppm ................parts per million

psi ...................pounds per square inch 

RON ...............research octane number

RPM ...............revolutions per minute

RUL ...............regular unleaded 

RVP ................Reid vapor pressure

STFT ..............short-term fuel trim

SwRI ..............Southwest Research Institute

THC ...............total hydrocarbons 

VOC............volatile organic compounds 

vol... ...............volume 

WA .................work assignment

WAM .............work assignment manager
1 

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.

1.0 INTRODUCTION

Since September 2007, Southwest Research Institute (SwRI) has been conducting work 

on a series of tasks and assignments, the results of which are now collectively known as the 

EPAct/V2/E-89 emissions test program. The work began under the direction of the U.S. 

Environmental Protection Agency (EPA) to fulfill requirements for emissions modeling outlined 

in the Energy Policy Act of 2005 (EPAct). Section 1506 of the EPAct requires the production of 

an updated fuel effects model representing the 2007 light-duty gasoline fleet, including 

assessment of the emissions impacts of increased renewable fuel use. By January 2009, SwRI 

had completed Phases 1 and 2 of the EPAct/V2/E-89 program. These phases, described in a 

separate report, involved testing of 19 light duty cars and trucks (subsequently referred to as the 

“EPAct fleet”) on three fuels, at two temperatures. 

In March 2009, SwRI began work on Phase 3, which was jointly supported by EPA, the 

U.S. Department of Energy through the National Renewable Energy Laboratory (NREL), and the 

Coordinating Research Council (CRC). This report covers work conducted for Phase 3, which 

involved the testing of fifteen vehicles from the EPAct fleet using twenty-seven test fuels with 

ethanol content ranging from 0 to 20 percent by volume, and testing of four flexible-fuel vehicles 

(FFVs) from the EPAct fleet on an E85 fuel. Phase 3 testing was completed in June 2010. 
2 

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.

2.0 TECHNICAL APPROACH

2.1 Test Fuels

Twenty-eight test fuels were evaluated in Phase 3 of the EPAct/V2/E-89 Program. Fuel 

procurement is detailed in SwRI Final Report 03.14295/03-51563E “V2/EPAct/E-89 Fuel 

Blending,” which has been submitted separately. Target fuel specifications are given in Table 1. 

The actual properties of test fuel as determined from the EPAct/V2/E-89 Fuels Round Robin are 

listed in Table 2. 

 Twenty-seven of the twenty-eight test fuels were procured by SwRI from Haltermann 

Products. EPA established a fuel development protocol for this program. Using this protocol, all 

test fuels were formulated by Rafal Sobotowski of the EPA in conjunction with Haltermann, who 

provided EPA with data for all their blendstock components. The procurement of Fuels 1 

through 16, Fuel 30, and Fuel 31 was funded by EPA Contract No. EP-C-07-028, while NREL 

Subcontract No. ACI-8-88612-01 funded the procurement of Fuels 20 through 28. The E85 Fuel 

29 was provided to the program by the CRC.
3 

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TABLE 1. TEST FUEL SPECIFICATION

NOTE: Properties in bold were varied within the fuel matrix

Test Fuel Specification

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

Density, 60oF g/cm3 D4052 NA Report Report Report Report Report Report Report Report Report Report Report Report Report Report Report Report

API Gravity, 60oF o

API D4052 NA Report Report Report Report Report Report Report Report Report Report Report Report Report Report Report Report

Ethanol Content vol. % D5599

E0: < 0.1; 

E10: ± 0.5; 

E15: ± 0.5; 

E20: ±0.5; 

E85: ±2

10 0 10 10 0 10 0 0 0 10 10 10 0 0 0 10

Total Content of Oxygenates Other 

than Ethanol vol. % D5599 - <0.1 <0.1 <0.1 <0.1 <0.1 <0.1 <0.1 <0.1 <0.1 <0.1 <0.1 <0.1 <0.1 <0.1 <0.1 <0.1

T10 oF D86 - <158 <158 <158 <158 <158 <158 <158 <158 <158 <158 <158 <158 <158 <158 <158 <158

T50 oF D86 ± 4 150 240 220 220 240 190 190 220 190 220 190 150 220 190 190 220

T90 oF D86 ± 5 300 340 300 340 300 340 300 300 340 340 300 340 340 340 300 300

FBP oF D86 - <437 <437 <437 <437 <437 <437 <437 <437 <437 <437 <437 <437 <437 <437 <437 <437

DVPE psi D5191 ± 0.25 10.0 10.0 7.0 10.0 7.0 7.0 7.0 10.0 10.0 7.0 10.0 10.0 7.0 7.0 10.0 7.0

Aromatics vol. % D1319 ± 1.5 15.0 15.0 15.0 15.0 35.0 15.0 15.0 15.0 35.0 35.0 35.0 35.0 35.0 15.0 35.0 35.0

Olefins vol. % D1319 ± 1.5 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7

Benzene vol. % D3606 ± 0.15 0.62 0.62 0.62 0.62 0.62 0.62 0.62 0.62 0.62 0.62 0.62 0.62 0.62 0.62 0.62 0.62

S mg/kg D5453 ± 5 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25 25

(R + M)/2 - Calc. - ≥ 87.0 ≥ 87.0 ≥ 87.0 ≥ 87.0 ≥ 87.0 ≥ 87.0 ≥ 87.0 ≥ 87.0 ≥ 87.0 ≥ 87.0 ≥ 87.0 ≥ 87.0 ≥ 87.0 ≥ 87.0 ≥ 87.0 ≥ 87.0

C mass % Calc. - Report Report Report Report Report Report Report Report Report Report Report Report Report Report Report Report

H mass % D4808 

Method A - Report Report Report Report Report Report Report Report Report Report Report Report Report Report Report Report

O mass % D5599 - Report Report Report Report Report Report Report Report Report Report Report Report Report Report Report Report

Gross Heat of Combustion Btu/lb D4809 - Report Report Report Report Report Report Report Report Report Report Report Report Report Report Report Report

Water Content mg/kg E1064 - Report Report Report Report Report Report Report Report Report Report Report Report Report Report Report Report

Copper Strip Corrosion, 3h at 122oF - D130 - <No. 1 <No. 1 <No. 1 <No. 1 <No. 1 <No. 1 <No. 1 <No. 1 <No. 1 <No. 1 <No. 1 <No. 1 <No. 1 <No. 1 <No. 1 <No. 1

Solvent-Washed Gum Content mg/100 ml D381 - < 5 < 5 < 5 < 5 < 5 < 5 < 5 < 5 < 5 < 5 < 5 < 5 < 5 < 5 < 5 < 5

Oxidation Stability minute D525 - >240 >240 >240 >240 >240 >240 >240 >240 >240 >240 >240 >240 >240 >240 >240 >240

TEST FUELS

E0/E10 Fuels

PROPERTY UNIT METHOD BLENDING 

TOLERANCE 
4 

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TABLE 1 (CONT’D). TEST FUEL SPECIFICATION

a

 – fuel provided by CRC 

NOTE: Properties in bold were varied within the fuel matrix

Test Fuel Specification

20 21 22 23 24 25 26 27 28 29a 30 31

Density, 60oF g/cm3 D4052 NA Report Report Report Report Report Report Report Report Report Report Report Report

API Gravity, 60o

F oAPI D4052 NA Report Report Report Report Report Report Report Report Report Report Report Report

Ethanol Content vol. % D5599

E0: < 0.1; 

E10: ± 0.5; 

E15: ± 0.5; 

E20: ±0.5; 

E85: ±2

20 20 20 20 20 20 15 15 15 81 10 20

Total Content of Oxygenates Other 

than Ethanol vol. % D5599 - <0.2 <0.2 <0.2 <0.2 <0.2 <0.2 <0.15 <0.15 <0.15 <2.0 <0.1 <0.2

T10 oF D86 - <158 <158 <158 <158 <158 <158 <158 <158 <158 Report <158 <158

T50 oF D86 ± 4 165 165 165 165 165 165 160 220 220 Report 150 165

T90 oF D86 ± 5 300 300 300 340 340 340 340 340 300 Report 325 325

FBP oF D86 - <437 <437 <437 <437 <437 <437 <437 <437 <437 Report <437 <437

DVPE psi D5191 ± 0.25 7.0 7.0 10.0 7.0 10.0 10.0 10.0 7.0 7.0 6.9 10.0 7.0

Aromatics vol. % D1319 ± 1.5 15.0 35.0 15.0 15.0 15.0 35.0 35.0 15.0 35.0 Report 35.0 35.0

Olefins vol. % D1319 ± 1.5 7 7 7 7 7 7 7 7 7 Report 7 7

Benzene vol. % D3606 ± 0.15 0.62 0.62 0.62 0.62 0.62 0.62 0.62 0.62 0.62 Report 0.62 0.62

S mg/kg D5453 ± 5 25 25 25 25 25 25 25 25 25 15 25 25

(R + M)/2 - Calc. - ≥ 87.0 ≥ 87.0 ≥ 87.0 ≥ 87.0 ≥ 87.0 ≥ 87.0 ≥ 87.0 ≥ 87.0 ≥ 87.0 Report ≥ 87.0 ≥ 87.0

C mass % Calc. - Report Report Report Report Report Report Report Report Report Report Report Report

H mass % D4808 

Method A - Report Report Report Report Report Report Report Report Report Report Report Report

O mass % D5599 - Report Report Report Report Report Report Report Report Report Report Report Report

Gross Heat of Combustion Btu/lb D4809 - Report Report Report Report Report Report Report Report Report Report Report Report

Water Content mg/kg E1064 - Report Report Report Report Report Report Report Report Report <10,000 Report Report

Copper Strip Corrosion, 3h at 122oF - D130 - <No. 1 <No. 1 <No. 1 <No. 1 <No. 1 <No. 1 <No. 1 <No. 1 <No. 1 na <No. 1 <No. 1

Solvent-Washed Gum Content mg/100 ml D381 - < 5 < 5 < 5 < 5 < 5 < 5 < 5 < 5 < 5 < 5 < 5 < 5

Oxidation Stability minute D525 - >240 >240 >240 >240 >240 >240 >240 >240 >240 na >240 >240

E85 CRC Fuels

TEST FUELS

E15/E20 Fuels

PROPERTY UNIT METHOD BLENDING 

TOLERANCE 
5 

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.

TABLE 2. TEST FUEL PROPERTIES DETERMINED FROM THE EPACT/V2/E-89 

FUELS ROUND ROBIN

1 2 3 4 5 6 7 8 9

Density, 60o

F g/cm3 D4052 0.7211 0.7220 0.7350 0.7346 0.7573 0.7342 0.7208 0.7191 0.7454

API Gravity, 60o

F o

API D4052 64.6 64.3 60.8 60.9 55.2 61.1 64.6 65.1 58.2

Ethanol vol. % D5599 10.03 <0.10 10.36 9.94 <0.10 10.56 <0.10 <0.10 <0.10

Total Content of Oxygenates 

Other Than Ethanol vol. % D5599 <0.10 <0.10 <0.10 <0.10 <0.10 <0.10 <0.10 <0.10 <0.10

Distillation IBP °F 92.9 83.5 106.4 89.9 94.1 106.7 100.1 83.7 85.3

5% evap °F 112.5 105.4 136.0 115.9 128.6 130.4 127.6 108.1 105.1

10% evap °F 117.3 121.7 141.7 126.3 145.4 135.9 137.0 123.4 115.1

20% evap °F 123.9 154.4 148.9 140.9 172.6 142.6 149.0 151.6 130.3

30% evap °F 131.2 190.6 155.0 151.7 199.4 148.3 161.7 185.1 147.2

40% evap °F 139.9 218.5 175.1 161.2 222.1 153.4 176.6 204.4 167.7

50% evap °F 148.9 236.7 217.5 221.9 237.0 188.5 193.1 221.1 192.8

60% evap °F 172.3 252.7 230.2 245.9 247.2 228.2 210.2 233.5 224.7

70% evap °F 224.1 271.7 243.6 270.0 258.5 267.7 228.6 246.4 260.3

80% evap °F 254.6 305.9 257.1 303.5 273.1 310.1 251.5 264.0 292.2

90% evap °F 300.2 340.1 295.9 337.5 300.0 340.4 298.4 303.1 341.8

95% evap °F 334.5 353.0 334.4 352.0 323.5 352.7 329.3 330.5 363.5

FBP °F 368.0 375.3 368.9 369.8 357.8 369.2 361.8 360.9 384.7

DVPE (EPA equation) psi D5191 10.07 10.20 6.93 10.01 6.95 7.24 7.15 10.20 10.30

Aromatics vol. % D1319 15.4 14.1 15.0 15.5 34.7 15.0 17.0 15.7 35.8

Olefins vol. % D1319 7.6 6.8 7.6 6.8 6.9 8.8 7.5 6.4 6.2

Saturates vol. % calculateda 67.0 79.1 67.0 67.8 58.4 65.6 75.5 78.0 58.0

Benzene vol. % D3606 0.62 0.51 0.61 0.54 0.51 0.68 0.55 0.50 0.54

Sulfur mg/kg D5453 30 23 22 21 24 23 23 23 23

RON - D2699 94.8 96.0 98.0 97.1 96.7 96.3 91.2 95.5 94.5

MON - D2700 86.3 88.6 87.6 87.6 86.3 86.6 84.2 87.8 84.8

(RON+MON)/2 - calculated 90.6 92.3 92.8 92.4 91.5 91.5 87.7 91.7 89.7

C mass % D5291 mod. 81.70 85.12 81.61 82.21 86.58 81.52 85.16 85.12 87.03

H mass % D5291 mod. 14.02 14.43 14.17 14.12 12.92 14.21 14.25 14.32 12.82

O mass % D5599 3.9 <0.1 3.9 3.7 <0.1 4.0 <0.1 <0.1 <0.1

Net Heat of Combustion MJ/kg D4809 41.950 43.960 41.536 41.952 42.948 41.785 43.735 44.037 43.209

Water mass % E-1064 0.071 0.010 0.059 0.077 0.014 0.073 0.019 0.020 0.009

Lead g/l D3237 - <0.001 - - <0.003 - <0.001 0.001 <0.001

Copper Strip Corrosion - D130 1A 1A 1A 1A 1A 1A 1A 1A 1A

Solvent Washed Gum Content mg/100ml D381 <0.5 <0.5 <0.5 1.5 <0.5 <0.5 <0.5 <0.5 <0.5

Oxidation Stability min. D525 >240 >240 >240 >240 >240 >240 >240 >240 >240

a

 Saturates = 100 - D1319 Aromatics - D1319 Olefins - D5599 Ethanol

NOTE: Properties in bold were varied within the fuel matrix.

FUEL

D86 

(OptiDist or 

equivalent for 

E10, E15 and 

E20 fuels)

PROPERTY UNIT TEST METHOD
6 

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TABLE 2 (CONT'D). TEST FUEL PROPERTIES DETERMINED FROM THE 

EPACT/V2/E-89 FUELS ROUND ROBIN

10 11 12 13 14 15 16 20 21

Density, 60oF g/cm3 D4052 0.7644 0.7596 0.7517 0.7540 0.7223 0.7428 0.7636 0.7425 0.7754

API Gravity, 60o

F o

API D4052 53.4 54.6 56.5 56.0 64.2 58.8 53.6 58.9 50.8

Ethanol vol. % D5599 9.82 10.30 9.83 <0.10 <0.10 <0.10 10.76 20.31 20.14

Total Content of Oxygenates 

Other Than Ethanol vol. % D5599 <0.10 <0.10 <0.10 <0.10 <0.10 <0.10 <0.10 <0.10 <0.10

Distillation IBP °F 104.7 92.0 91.3 96.6 100.4 84.7 104.5 107.9 106.3

5% evap °F 130.0 115.4 110.7 127.0 126.5 105.5 133.0 137.3 134.7

10% evap °F 136.3 124.4 116.9 139.8 135.5 115.6 139.2 142.6 141.3

20% evap °F 144.3 137.6 125.0 158.7 147.3 130.5 147.8 149.7 150.3

30% evap °F 151.0 148.1 133.8 178.2 160.0 146.6 155.1 155.3 157.1

40% evap °F 161.6 156.5 142.8 199.9 175.1 166.3 172.1 159.6 162.6

50% evap °F 217.1 189.3 152.2 222.5 192.8 189.7 218.8 162.7 167.6

60% evap °F 261.5 231.1 198.5 245.2 212.0 216.2 237.5 179.9 217.3

70% evap °F 290.4 251.4 275.1 269.8 237.3 243.0 251.9 234.8 255.2

80% evap °F 317.5 270.0 307.9 303.5 280.1 265.9 268.6 253.1 275.3

90% evap °F 340.2 298.6 339.8 337.9 338.5 299.4 300.6 298.7 305.0

95% evap °F 354.3 325.0 357.7 354.4 354.5 329.3 330.8 336.6 331.3

FBP °F 372.4 360.8 375.9 377.5 377.5 363.7 365.6 371.9 360.5

DVPE (EPA equation) psi D5191 7.11 9.93 10.13 6.92 7.14 10.23 7.12 6.70 7.06

Aromatics vol. % D1319 34.0 35.0 34.8 34.1 16.9 35.3 35.6 15.2 35.5

Olefins vol. % D1319 6.1 6.9 6.9 6.3 8.5 7.2 6.8 7.4 7.1

Saturates vol. % calculateda 50.1 47.8 48.5 59.6 74.6 57.4 46.9 57.1 37.3

Benzene vol. % D3606 0.52 0.54 0.57 0.51 0.52 0.54 0.62 0.61 0.61

Sulfur mg/kg D5453 25 24 19 23 24 24 23 22 22

RON - D2699 98.5 97.8 100.4 95.8 91.5 95.0 101.0 101.9 101.4

MON - D2700 87.2 85.6 88.0 85.8 84.6 84.9 88.3 89.3 87.5

(RON+MON)/2 - calculated 92.9 91.7 94.2 90.8 88.1 90.0 94.7 95.6 94.5

C mass % D5291 mod. 83.47 83.68 83.32 86.76 85.28 86.88 83.40 78.06 79.90

H mass % D5291 mod. 12.83 12.61 12.68 13.15 14.29 12.79 12.66 14.01 12.43

O mass % D5599 3.6 3.7 3.6 <0.1 <0.1 <0.1 3.9 7.6 7.1

Net Heat of Combustion MJ/kg D4809 41.210 41.175 41.373 43.171 43.519 43.108 41.013 40.057 39.285

Water mass % E-1064 0.067 0.066 0.066 0.014 0.015 0.012 0.066 0.138 0.128

Lead g/l D3237 <0.003 - <0.003 <0.001 <0.001 <0.001 - <0.003 0.009

Copper Strip Corrosion - D130 1A 1A 1A 1A 1A 1A 1A 1A 1A

Solvent Washed Gum Content mg/100ml D381 <0.5 0.5 <0.5 1.5 <0.5 0.5 1 <0.5 0.5

Oxidation Stability min. D525 >240 >240 >240 >240 >240 >240 >240 >240 >240

a

 Saturates = 100 - D1319 Aromatics - D1319 Olefins - D5599 Ethanol

NOTE: Properties in bold were varied within the fuel matrix.

PROPERTY UNIT TEST METHOD

FUEL

D86 

(OptiDist or 

equivalent for 

E10, E15 and 

E20 fuels)
7 

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.

TABLE 2 (CONT'D). TEST FUEL PROPERTIES DETERMINED FROM THE 

EPACT/V2/E-89 FUELS ROUND ROBIN

22 23 24 25 26 27 28 30 31

Density, 60oF g/cm3 D4052 0.7371 0.7476 0.7422 0.7702 0.7593 0.7434 0.7699 0.7508 0.7742

API Gravity, 60oF oAPI D4052 60.3 57.6 58.9 52.0 54.6 58.6 52.1 56.8 51.1

Ethanol vol. % D5599 20.51 20.32 20.51 20.03 15.24 14.91 14.98 9.81 20.11

Total Content of Oxygenates 

Other Than Ethanol vol. % D5599 <0.10 <0.10 <0.10 <0.10 <0.10 <0.10 <0.10 <0.10 <0.10

Distillation IBP °F 89.8 109.0 89.7 89.0 88.7 104.8 103.9 90.9 105.8

5% evap °F 118.8 133.3 115.9 113.7 109.6 135.3 136.3 110.3 132.5

10% evap °F 129.6 138.9 126.9 125.5 117.1 142.3 144.2 116.7 139.1

20% evap °F 144.3 146.2 142.8 142.1 127.8 152.0 154.0 125.4 147.7

30% evap °F 153.7 152.3 153.2 153.3 138.6 158.0 160.2 133.9 155.1

40% evap °F 159.5 157.8 160.4 160.9 149.8 163.8 165.8 143.1 161.3

50% evap °F 163.2 162.5 165.1 166.9 160.3 221.5 216.6 152.9 167.3

60% evap °F 167.2 171.6 172.9 191.3 174.7 265.1 240.2 197.2 214.0

70% evap °F 233.9 270.9 266.1 281.6 277.0 274.9 251.6 267.3 271.6

80% evap °F 253.6 311.4 305.5 310.3 306.5 311.3 268.4 294.6 297.0

90% evap °F 297.3 338.2 338.1 337.9 338.7 340.3 298.8 323.8 325.2

95% evap °F 334.5 350.0 350.3 352.7 356.7 351.9 327.3 341.8 342.1

FBP °F 369.9 364.6 368.2 371.8 377.3 372.2 363.2 366.1 365.6

DVPE (EPA equation) psi D5191 10.21 6.84 10.12 10.16 10.21 6.97 6.87 10.23 6.98

Aromatics vol. % D1319 15.0 15.9 15.3 35.2 35.6 14.9 34.5 35.5 35.5

Olefins vol. % D1319 6.9 7.5 7.3 6.6 6.5 7.4 7.0 6.5 6.8

Saturates vol. % calculateda 57.6 56.4 56.9 38.1 42.7 62.9 43.5 48.2 37.6

Benzene vol. % D3606 0.59 0.63 0.62 0.65 0.62 0.56 0.59 0.58 0.60

Sulfur mg/kg D5453 21 21 21 26 23 26 24 23 25

RON - D2699 101.8 97.4 100.8 102.2 101.7 100.8 102.7 100.5 101.7

MON - D2700 89.3 86.8 88.6 88.3 88.5 89.2 89.4 88.1 88.2

(RON+MON)/2 - calculated 95.6 92.1 94.7 95.3 95.1 95.0 96.1 94.3 95.0

C mass % D5291 mod. 78.24 78.34 78.47 80.62 81.48 80.27 81.78 83.17 79.90

H mass % D5291 mod. 13.85 13.86 13.86 12.38 12.45 14.01 12.62 13.00 12.49

O mass % D5599 7.7 7.5 7.6 7.2 5.6 5.5 5.4 3.6 7.2

Net Heat of Combustion MJ/kg D4809 40.031 39.915 40.114 38.855 40.384 41.062 40.383 41.304 39.391

Water mass % E-1064 0.113 0.112 0.108 0.117 0.088 0.090 0.091 0.086 0.143

Lead g/l D3237 0.004 <0.003 0.005 0.001 <0.003 <0.003 <0.003 - <0.003

Copper Strip Corrosion - D130 1A 1A 1A 1A 1A 1A 1A 1A 1A

Solvent Washed Gum Content mg/100ml D381 <0.5 0.5 0.5 <0.5 <0.5 0.5 <0.5 <0.5 0.5

Oxidation Stability min. D525 >240 >240 >240 >240 >240 >240 >240 >240 >240

a

 Saturates = 100 - D1319 Aromatics - D1319 Olefins - D5599 Ethanol

NOTE: Properties in bold were varied within the fuel matrix.

PROPERTY UNIT TEST METHOD

FUEL

D86 

(OptiDist or 

equivalent for 

E10, E15 and 

E20 fuels)
8 

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.

TABLE 2 (CONT'D). TEST FUEL PROPERTIES DETERMINED FROM THE 

EPACT/V2/E-89 FUELS ROUND ROBIN

PROPERTY UNIT TEST METHOD FUEL 

29

Density, 60oF g/cm3 D4052 0.7797

API Gravity, 60o

F o

API D4052 49.8

Uncorrected Ethanol mass % D5501 mod. 79.59

Uncorrected Methanol mass % D5501 mod. 0.01

Ethanol vol. % D5501 mod. 77.15

Methanol vol. % D5501 mod. <0.01

Estimated Hydrocarbon 

Content

vol. % calculateda 22.14

Distillation IBP °F 99.0

5% evap °F 132.9

10% evap °F 154.3

20% evap °F 167.6

30% evap °F 170.3

40% evap °F 171.2

50% evap °F 171.8

60% evap °F 172.1

70% evap °F 172.5

80% evap °F 172.9

90% evap °F 173.9

95% evap °F 176.2

FBP °F 265.8

DVPE (EPA equation) psi D5191 8.92

Benzene vol. % D5580 0.12

S mg/kg D5453 16

C mass % D5291 mod. 57.74

H mass % D5291 mod. 12.80

O mass % D5501 mod. 27.19

mass % E203 0.93

vol. % E203 0.72

Net Heat of Combustion MJ/kg D4809 30.058

Solvent Washed Gum mg/100 ml D381 1.9

Unwashed Gum mg/100 ml D381 1.8

Acidity (as acetic acid) mass % D1613 0.0021

pHe - D6423 8.08

Inorganic Chloride mg/kg D7319 nd

Copper mg/l D1688b 0.02

a

 Estimated hydrocabon contenet = 100 - D5501 Ethanol - E203 Water

b

 D1688 modified as outlined in D4806

NOTE: Fuel provided by CRC

D86

Water
9 

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All fuels were maintained in sealed epoxy-lined 5B drums. All unopened drums were 

kept in a temperature-controlled facility (SwRI Building 205, Figure 1). The storage temperature 

for unopened drums was 70°F ± 5°F. Once a week, necessary unopened fuel drums were 

transported from Building 205 to a dedicated cold-storage facility located behind the emissions 

laboratory. Prior to opening a drum, it was conditioned to a temperature of less than 50°F. Once 

a drum of fuel was opened, it continued to be stored at 45°F ± 5°F. The temperature of both fuel 

storage facilities was continuously recorded, and was verified at least once a day.

FIGURE 1. CONSTANT-TEMPERATURE STORAGE OF

UNOPENED FUEL DRUMS

All fuels received independent identifiers which included the EPAct fuel number, an 

SwRI fuel code, and a project-specific supplementary three-letter code (Table 3). All fuel drums 

and corresponding work requests included all three designators in an effort to assure the correct 

fuel was being used at any point in the test program. Additionally, each individual drum was 

labeled numerically. 
10 

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TABLE 3. SWRI FUEL CODES

When a vehicle received a fuel change, the appropriate fuel drum was removed from the 

cold box. The SwRI fuel code and supplemental three-letter fuel name were verified by two 

individuals prior to a refueling event (see fuel change procedure in Appendix A), and the 

individual fuel drum number was recorded. In an effort to ensure correct drum labeling, when 

each new drum of fuel was opened, a sample was collected in order to verify select fuel 

properties with a PetroSpec portable gasoline analyzer. The results of these analyses are given in 

Appendix B. Based on these results, SwRI did not observe any fuel drum mislabeling during this 

program. 

Test Fuel SwRI Fuel 

Code

SwRI Fuel 

Name

Fuel 1 EM-6995-F SAT

Fuel 2 EM-6953-F ELP

Fuel 3 EM-7053-F FLG

Fuel 4 EM-6996-F HOU

Fuel 5Ra EM-7061-F MCI

Fuel 6 EM-7092-F IND

Fuel 7 EM-6954-F JNU

Fuel 8 GB-6936-F BWI

Fuel 9 EM-6955-F KAW

Fuel 10 EM-7093-F LNK

Fuel 11 EM-7055-F MIA

Fuel 12 EM-6997-F MLS

Fuel 13 EM-6965-F CLF

Fuel 14 EM-6956-F BNA

Fuel 15 EM-6957-F OAK

Fuel 16 EM-7056-F OSH

Fuel 20 EM-7057-F PHX

Fuel 21 EM-7058-F RNO

Fuel 22 EM-7001-F SLC

Fuel 23 EM-7059-F SFO

Fuel 24 EM-6998-F TEX

Fuel 25 EM-7073-F TUL

Fuel 26 EM-7094-F YAK

Fuel 27 EM-7095-F BOS

Fuel 28 EM-7096-F NBA

Fuel 29 EM-9675-F E85

Fuel 30 EM-7060-F BUF

Fuel 31 EM-7074-F GPZ

a Fuel 5 was reblended prior to being used in the 

test program. 5R refers to the reblended version 

of the fuel.
11 

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There was one confirmed case of vehicle misfueling, which occurred with the Ford 

F-150. In the 45th week of testing, the F-150 was apparently refueled from an improperlylabeled drum of slop fuel, which contained a mixture of both gasoline and diesel fuel. 

Immediately following the misfueling, the vehicle had a rough idle. After the improper fuel was 

discovered, the fuel tank of the vehicle was cleaned, the fuel filter was replaced, and the fuel 

system was flushed. Additional exhaust emission tests were conducted with the fuel that was in 

the tank prior to the misfueling event, which showed emissions results similar to previous tests. 

EPA and NREL approved these results, and testing of this vehicle resumed. A more detailed 

description of this incident is given in Appendix C. 

2.2 Test Vehicles

As specified by EPA and NREL, sixteen vehicles were utilized in the Phase 3 test 

program (Table 4). Fifteen of these vehicles were used to test the twenty-seven E0, E10, E15 

and E20 fuels. Three of these fifteen vehicles (Chevrolet Impala FFV, Chevrolet Silverado FFV, 

Ford F-150 FFV) and one additional flexible fuel vehicle (Dodge Caravan FFV) were used to 

test the E85 Fuel 29. All vehicles were leased by SwRI for two years at the initiation of Phase 1 

of the V2/EPAct/E-89 program. Due to changes and additions to the overall program, the term 

of the two-year leases expired prior to the completion of all Phase 3 testing. The Coordinating 

Research Council then purchased the test vehicles and made them available to the test program 

for the remainder of its duration. 

TABLE 4. PHASE 3 TEST VEHICLES

GM 2008 Chevrolet Cobalt CCOB 2.4L I4 8GMXV02.4025 5 NA 4,841

GM 2008 Chevrolet Impala FFV CIMP 3.5L V6 8GMXV03.9052 5 L2 5,048a

GM 2008 Saturn Outlook SOUT 3.6L V6 8GMXT03.6151 5 L2 5,212a

GM 2008 Chevrolet Silverado FFV CSIL 5.3L V8 8GMXT05.3373 5 NA 5,347b

Toyota 2008 Toyota Corolla TCOR 1.8L I4 8TYXV01.8BEA 5 U2 5,019a

Toyota 2008 Toyota Camry TCAM 2.4L I4 8TYXV02.4BEA 5 U2 4,974b

Toyota 2008 Toyota Sienna TSIE 3.5L V6 8TYXT03.5BEM 5 U2 4,997

Ford 2008 Ford Focus FFOC 2.0L I4 8FMXV02.0VD4 4 U2 5,150a,b

Ford 2008 Ford Explorer FEXP 4.0L V6 8FMXT04.03DB 4 NA 6,799c

Ford 2008 Ford F-150 FFV F150 5.4L V8 8FMXT05.44HF 8 NA 5,523a

Chrysler 2008 Dodge Caliber DCAL 2.4L I4 8CRXB02.4MEO 5 NA 4,959

Chrysler 2008 Dodge Caravan FFVd DCAR 3.3L V6 8CRXT03.3NEP 8 NA 5,282

Chrysler 2008 Jeep Liberty JLIB 3.7L V6 8CRXT03.7NE0 5 NA 4,785

Honda 2008 Honda Civic HCIV 1.8L I4 8HNXV01.8LKR 5 U2 4,765

Honda 2008 Honda Odyssey HODY 3.5L V6 8HNXT03.54KR 5 U2 4,850

Nissan 2008 Nissan Altima NALT 2.5L I4 8NSXV02.5G5A 5 L2 5,211b

 a – These vehicles were added to the Phase 3 test matrix at a later date. Prior to their inclusion in the matrix, they received on-road 

miles every other week. 

 b – These vehicles were included in an FTP interim test program (EPA WA 1-09) conducted between Phases 1 and 2.

 c – During Phase 1, the initial 4,000 miles of vehicle break-in was conducted with the wrong crankcase lubricant viscosity grade. An 

additional 2,000-mile break-in was conducted with the correct lubricant viscosity grade.

 d – Dodge Caravan FFV was only tested with E85

MAKE

MO DEL 

YEAR BRAND MO DEL

VEHICLE 

NAME ENGINE

ENGINE 

FAMILY

EPA T2 

BIN

CA 

CERT

PHASE 3 

STARTING 

O DO METER
12 

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Prior to the initiation of Phase 1 of the program, each vehicle was brought up to 4,000 

odometer miles to eliminate any engine break-in issues. This was accomplished by operating the 

vehicles on mileage accumulation dynamometers over the Standard Road Cycle using a nonoxygenated, commercial, 87 octane gasoline (Table 5). The engine crankcase lubricant was 

drained and replaced with the appropriate manufacturer-recommended viscosity grade at the start 

of mileage accumulation, and at 2,000 miles. The 2,000-mile fill of oil remained in the test 

vehicles throughout the conduct of Phases 1, 2, and 3 of the EPAct program. The vehicle 

odometer readings at the start of Phase 3 are included in Table 4. 

TABLE 5. MILEAGE ACCUMULATION FUEL PROPERTIES

Due to the nature of the randomized test matrix, as well as the incremental addition of 

test vehicles to the program, there were periods of time when vehicles were not involved in 

active testing. In an attempt to minimize vehicle maintenance issues due to extended inactivity, 

those vehicles were operated by an experienced driver once every two weeks over an on-road 

course around the perimeter of the SwRI campus (Appendix D). Prior to each drive, each 

vehicle received a brief visual inspection to ensure proper tire inflation and fluid levels. One 

“lap” was completed, which was approximately 8 miles in length and about 20 minutes in 

duration. Speed limits ranged from 35 to 45 mph, and the drive included six traffic signals and 

two stop signs. This task was conducted using an early discarded version of E0 Fuel 5, which 

was procured prior to use of the EPA-specified fuel development protocol. Properties of this fuel 

are included in Appendix E. 

Density, 60o

F g/cm3 D4052 0.7329

API Gravity, 60oF o

API D4052 61.5

Ethanol Content vol. % D5599 <0.1

IBP oF D86 82

T10 oF D86 109

T50 oF D86 194

T90 oF D86 342

FBP oF D86 416

DVPE psi D5191 11.1

Aromatics vol. % D1319 26.2

Olefins vol. % D1319 7.7

Benzene vol. % D3606 0.95

S mg/kg D5453 15.9

(R + M)/2 - Calc. 87.5

Net Heat of Combustion Btu/lb D4809 18,734

UNIT METHOD Valero 

RUL PROPERTY
13 

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2.3 Crankcase Lubricants 

GF-4 category crankcase lubricants of two viscosity grades (5W20 and 5W30) were 

provided by the Lubrizol Corporation. As mentioned in Section 2.2, lubricants were broken in 

for 2,000 miles prior to the initiation of Phase 1 of the program. The lubricants remained 

unchanged throughout the conduct of program Phases 1, 2, and 3. Four-ounce engine oil 

samples were taken from each vehicle at the start and end of the 2,000-mile lubricant break-in (at 

the 2,000- and 4,000-mile vehicle break-in intervals), and following emissions testing of the 3rd, 

15th, and 27th fuels in the Phase 3 test sequence. The oil samples were shipped in batches to Dr. 

Ewa Bardasz of Lubrizol for analysis. To accommodate for the oil samples taken over the 

course of the program, each vehicle’s sump was overfilled by 12 ounces during the oil change at 

the mid-point of the 4,000-mile vehicle break-in. A summary of the oil samples collected and 

shipped to Lubrizol is given in Appendix F. 

2.3.1 Ford Explorer Crankcase Lubricant Issues

An incorrect oil viscosity was used in the Ford Explorer during break-in. Ford specifies 

5W-30 grade for the 4.0L V-6 engine and 5W-20 for the 4.6L V-8. The test vehicle was 

equipped with the 4.0L V-6, and was incorrectly filled with the 5W-20 oil at both the start of 

mileage accumulation and at the 2,000-mile oil change. The vehicle had accumulated 4,000 

miles when this error was discovered. After discussing this situation with all involved parties, 

the vehicle received a single flush with 5W-30 oil (2 drains and 2 fills with oil filter changes) and 

an additional 2,000 miles were accumulated on the Ford Explorer to break-in the correct oil.

There also appeared to be an oil level issue with the Explorer. When the oil sample was 

collected following testing of the 15th fuel, the technician noticed that the oil level was below the 

minimum oil level on the dip stick. Following extensive discussions with all sponsors, an 

additional 20 ounces of fresh crankcase lubricant were added to the Ford Explorer before 

resuming testing. Details of this incident are given in Appendix G. 

As a result of this situation, starting in the 22nd week of Phase 3, the oil level on all 

vehicles was checked monthly. These checks were taken on a level floor inside the emissions 

lab following a minimum 12-hour soak at room temperature (72°F ± 2°F). Initial results showed 

the Toyota Camry oil level was between 1/4 and 1/8 of the distance from the fill level to the full 

level on the dipstick. The oil level of this vehicle was monitored weekly, but did not change 

during the rest of the program. No other vehicles had oil level issues.

2.4 Test Procedure

All vehicle/fuel combinations were tested using the California Unified Cycle, also known 

as the LA92. For this program, the LA92 was conducted as a three-phase, cold-start test in a 

manner similar to the FTP, and FTP weighting factors were used to calculate composite emission 

rates. In order to supplement data being collected during Phase 4 of this test program, the four 

FFVs were also tested over the FTP cycle, only when operating on E85. 

 Testing was conducted during the day shift while vehicle preparation, fuel changes, sulfur 

purges, and conditioning were conducted during a second shift. All vehicle soaks and tests were 
14 

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conducted at a nominal temperature of 72°F. The representative bulk oil temperature of a 

vehicle’s sump was stabilized to 72°F ± 3°F prior to conducting any emission test. 

SwRI made a good faith effort to maintain intake air humidity during testing at 75 ± 5 

grains H2O/lb dry air. However, despite substantial time and effort in upgrading and refining 

our test cell facilities to meet the requested humidity requirements, the system was incapable of 

maintaining these conditions 100 percent of the time. SwRI was typically able to maintain 

absolute humidity during testing within the desired range 95 percent of the time. It should be 

noted that in cases where outdoor ambient conditions were rapidly changing, the system was not 

able to meet the 95-percent target. SwRI flagged these tests in the test log and provided a 

humidity quality check metric within each individual test file. Tests where humidity was outside 

the desired range for more than five percent of the time were reviewed with EPA and NREL, 

who provided guidance to SwRI regarding whether or not an individual test should be repeated. 

 Under Phase 1 of the program, SwRI determined and verified PM sample flow rates that 

provided proportionality. Those same flow rates were used for Phase 3. The CVS blower was 

kept on for approximately 20 minutes before each emission test in an effort to ensure tunnel 

stability.

2.4.1 Test Matrix

The test matrix was designed to be randomized for each vehicle/fuel combination. 

Duplicate tests were conducted “back-to-back”, with the option for a third test based on 

repeatability criteria as detailed below. During the first nine weeks of testing, EPA specified

vehicle/fuel assignments in an effort to determine the necessary amount of conditioning to allow 

a vehicle’s fuel control system to adapt to a new ethanol concentration. This involved switching 

vehicles back and forth between E0 and higher ethanol concentration blends. Development of 

the vehicle conditioning procedure is discussed in further detail in Section 2.4.3. Once this issue 

was resolved, vehicle/fuel assignments were made randomly using an EPA-provided algorithm.

Testing started with five E0 fuels as shown in Table 6. Additional fuels were added to 

the test matrix based on both the requirements of the vehicle conditioning study and on fuel 

availability. All fuels were available and included in the random matrix starting in the 12th week 

of testing. Due to funding constraints, only ten vehicles were included in the original test matrix. 

Two additional vehicles were added to the matrix in the 25th week of testing, and three additional 

vehicles were added in the 37th week of testing. 
15 

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TABLE 6. INCREMENTAL ADDITION OF FUELS AND

VEHICLES TO THE TEST MATRIX

PHASE 3

WEEK

FUELS

ADDED

VEHICLESa

ADDED

VEHICLE/FUEL

ASSIGNMENTS

Week 1 2, 7, 8, 9 and 15 CCOB, TCAM, FEXP, DCAL, 

HODY

EPA 

Week 2 None CSIL, TSIE, DLIB, HCIV, NALT

Week 3 None None

Week 4 1, 12, 13 None

Week 5 None None

Week 6 22, 24 None

Week 7 None None

Week 8 3, 4, 5, 11, 14, 16, 20, 21, 23, 30 None

Week 9 None None

Week 10 None None Random for rest of 

program, except 

for E85

Week 12 6, 10, 25, 26, 27, 28, 31 None

Week 25 None FFOC, SOUT

Week 37 None CIMP, F150, TCOR

Week 55 29 (E85) DCAR Last fuel tested

Week 60 End of Phase 3 testing a - Vehicle designations are explained in Table 3

Each vehicle/fuel combination was tested at least twice. After two tests were completed 

and the acquired data passed all quality control verifications, the need for a third test was 

determined by following the variability criteria shown in Table 7. If the ratio of any of the 

criteria pollutants (THC, NOX, or CO2) on a pair of tests for a given vehicle/fuel combination 

exceeded the levels shown in Table 7, a third test was conducted. The need for a third test was 

flagged in the daily test log. 

TABLE 7. REPEATABILITY CRITERIA FOR TRIPLICATE TESTING

DILUTE 

GASEOUS 

EMISSION

CRITERIA FOR REQUIRING 

A THIRD TEST (COMPOSITE 

CYCLE EMISSIONS)

CO2 Ratio of higher / lower > 1.03

NOX Ratio of higher / lower > 2.7

THC Ratio of higher / lower > 2.0

In addition to emissions repeatability criteria, the following criterion was used to trigger a 

review of the information related to the cranking events to determine if an additional replicate 

test was necessary for a given vehicle/fuel combination: 

abs(cranking time in test 1 - cranking time in test 2) > 1 sec

These flagged tests were reviewed with EPA and NREL, who provided guidance on the need for 

additional tests.
16 

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.

2.4.2 Drift Checks

The test program included drift checks that were conducted at the beginning, midpoint, 

and end of the Phase 3 test matrix. Due to concerns at the beginning of Phase 3 about vehicles 

properly adapting to different ethanol contents, the drift check procedure was modified. In a best 

attempt to ensure that the test vehicles were similarly adapted during start-, mid-, and end-point 

testing, the test matrix was manipulated so the immediate history prior to mid- and end-point 

testing was substantially similar to that at the beginning of Phase 3.

Specifically, all vehicles were operated on two successive E0 fuels for the first three 

weeks of testing, which had been immediately preceded by operation on an E20 fuel at the end of 

Phase 2 of the program. The second E0 fuel for each vehicle was designated as the drift check 

fuel. With the assistance of EPA, SwRI scheduled mid- and end-point testing to be immediately 

preceded by an E20 or E15 fuel and then an E0 fuel with properties substantially similar to the 

first Phase 3 fuel on which each vehicle was tested.

Due to the scheduling of end-point drift checks, five of the original ten vehicles 

completed testing during Week 34, while the remainder of the original ten vehicles completed 

testing during Week 37. (Note that the Ford Explorer did not complete end-point testing until 

much later in the program due to a MIL issue described in Section 3.2.) 

2.4.3 Vehicle Conditioning

The vehicle fuel change and conditioning procedure used at the beginning of the program 

had been developed during the conduct of Phases 1 and 2. However, as EPA analyzed the data 

from Phases 1 and 2, they determined that the conditioning sequence was not sufficient for one 

of the vehicles to fully adapt to a new ethanol concentration following a switch from an E20 fuel 

to an E0 fuel. Therefore, the beginning of Phase 3 included a study to reassess the vehicle 

conditioning procedure. Long-term fuel trim (LTFT) and short-term fuel trim (STFT) were 

monitored during the conduct of successive two-phase LA-92 test cycles and were analyzed by 

EPA for stabilization. Based on the results of this study, all vehicles were conditioned with three 

successive two-phase LA92s except for the CCOB, NALT, HCIV, HODY, and TCAM, which 

were all conditioned with five successive two-phase LA92s starting in the third week of testing. 

Prior to the third week, all vehicles were conditioned with three LA92s. The final vehicle fuel 

change and conditioning sequence is given in Table 8. OBD data, including LTFT and STFT, 

were collected during all conditioning runs and were loaded onto the program file transfer site on 

a daily basis so that they could be accessed and reviewed by EPA and NREL. Example test 

requests for vehicle conditioning and testing are given in Appendix H. 
17 

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.

TABLE 8. FUEL CHANGE, CONDITIONING,

AND TEST EXECUTION SEQUENCE

STEP DESCRIPTION

1 Drain vehicle fuel completely via fuel rail whenever possible. When switching to E85 only, 

drive vehicle to fully warm up engine.

2 Turn vehicle ignition to RUN position for 30 seconds (60 seconds when switching to E85) to 

allow controls to allow fuel level reading to stabilize. Confirm the return of fuel gauge reading to 

zero.

3 Turn ignition off. Fill fuel tank to 40% with next test fuel in sequence. Fill-up fuel temperature 

must be less than 50°F.

4 Start vehicle and execute catalyst sulfur removal procedure described in Appendix C of CRC E60 Program report. Apply side fan cooling to the fuel tank to alleviate the heating effect of the 

exhaust system. Engine oil temperature in the sump will be measured and recorded during the 

sulfur removal cycle.

5a Perform four vehicle coast downs from 70 to 30 mph, with the last two measured. If the 

individual run fails to meet the repeatability criteria established in Phases 1 and 2 of the program, 

the vehicle will be checked for any obvious and gross source of change in the vehicle’s 

mechanical friction. 

6 Drain fuel and refill to 40% with test fuel. Fill-up fuel must be less than 50°F.

7b Drain fuel again and refill to 40% with test fuel. Fill-up fuel must be less than 50°F.

8 Soak vehicle for at least 12 hours to allow fuel temperature to stabilize to the test temperature.

9c Move vehicle to test area without starting engine. Start vehicle and perform three 2-phase (bags 

1 and 2) LA92 cycles. During these prep cycles, apply side fan cooling to the fuel tank to 

alleviate the heating effect of the exhaust system. Following the first two prep cycles, allow 

vehicle to idle in park for two minutes, then shut-down the engine for 2-5 minutes. Following the 

last prep cycle, allow the vehicle to idle for two minutes, then shut down the engine in 

preparation for the soak. 

10 Move vehicle to soak area without starting the engine.

11 Park vehicle in soak area at proper temperature (75 °F) for 12-36 hours. During the soak period, 

maintain the nominal charge of the vehicle’s battery using an appropriate charging device.

12 Move vehicle to test area without starting engine.

13 Perform LA92 cycle emissions test.

14 Move vehicle to soak area without starting the engine.

15 Park vehicle in soak area of proper temperature for 12-36 hours. During the soak period, 

maintain the nominal charge of the vehicle’s battery using an appropriate charging device.

16 Move vehicle to test area without starting the engine.

17 Perform LA92 emissions test.

18 Determine whether third replicate is necessary, based on data variability criteria (see Table 6).

19 If a third replicate is required, repeat steps 14, 15, 16 and 17.

20 If third replicate is not required, return to step 1 and proceed with next vehicle in test sequence.

a – Vehicle coastdown repeatability criteria referred to in Step 5 were provided by EPA as follows:

• maximum difference of 0.5 seconds between back-to-back coastdown runs from 70 to 30 mph

• maximum ±7 percent difference in average 70 to 30 mph coastdown time from the running average 

for a given vehicle

b – Some vehicles received only two fuel drains and fills, i.e. Step 7 was skipped. See section 3.4 for 

details.

c – Conduct five 2-phase LA92 test cycles for the following vehicles: CCOB, NALT, HCIV, HODY, and 

TCAM.
18 

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.

2.4.4 Chassis Dynamometer

All tests were conducted using a Horiba 48-inch single-roll electric chassis dynamometer. 

A single test site and a single test driver were used for this entire program. Different drivers 

were used for sulfur purges and vehicle conditioning. The dynamometer electrically simulates 

inertia weights up to 12,000 lb over the FTP test cycle, and provides programmable road load 

simulation of up to 150 hp continuous at 65 mph. 

Chassis dynamometer settings were derived from target road load coefficients as reported 

in EPA’s on-line Test Car List Data Files. Target road load coefficients and subsequentlyderived chassis dynamometer settings were approved by EPA prior to the initiation of testing 

(Table 9).

TABLE 9. VEHICLE CHASSIS DYNAMOMETER SETTINGS

2.5 Regulated and Unregulated Emissions

The emissions measured and reported were THC, NMHC (by FID), NMOG, NOX, NO2, 

CO, CO2, PM, alcohols, carbonyl compounds, and speciated hydrocarbons. Details on 

measurement accuracy and precision, sampling and analytical methods, sample handling and 

custody, equipment, calibrations, and quality control are provided in Appendix I. 

Gaseous emissions were determined in a manner consistent with EPA protocols for lightduty emission testing as given in the CFR, Title 40, Part 86. A constant volume sampler was

used to collect proportional dilute exhaust in Kynar bags for analysis of carbon monoxide (CO), 

carbon dioxide (CO2), total hydrocarbons (THC), methane (CH4), and oxides of nitrogen (NOX). 

For the determination of particulate matter (PM) mass emissions, a proportional sample of dilute 

exhaust was drawn through Whatman Teflon membrane filters. The PM sampling method was 

compliant to CFR, Title 40, Part 1065. 

A, 

lbs

B, 

lbs/mph

C 

lbs/mph2

A, 

lbs

B, 

lbs/mph

C 

lbs/mph2

2008 GM Chevrolet Cobalt CCOB 3,125 21.51 0.5409 0.01521 4.22 0.20100 0.017055 11.5

2008 GM Chevrolet Impala FFV CIMP 3,875 19.87 0.4397 0.01752 8.320 0.11210 0.018601 11.4

2008 GM Saturn Outlook SOUT 5,000 38.61 0.3921 0.02818 19.860 0.07430 0.030294 17.2

2008 GM Chevrolet C1500 Silverado FFV CSIL 5,500 28.80 0.8005 0.03219 18.130 0.31630 0.035662 19.9

2008 Toyota Toyota Corolla TCOR 2,875 22.10 0.1500 0.01886 8.080 -0.02580 0.020902 10.2

2008 Toyota Toyota Camry TCAM 3,625 29.16 0.1659 0.01844 10.110 -0.15630 0.019592 11.1

2008 Toyota Toyota Sienna TSIE 4,500 38.41 0.0249 0.02946 16.270 -0.12110 0.029718 15.1

2008 Ford Ford Focus FFOC 3,000 27.66 0.2892 0.01697 15.240 0.07660 0.018743 11.3

2008 Ford Ford Explorer FEXP 4,750 32.35 0.6076 0.02716 14.350 0.43360 0.028153 17.4

2008 Ford Ford F150 FFV F150 5,250 27.26 0.9495 0.02932 4.300 0.83540 0.029383 19.7

2008 Chrysler Dodge Caliber DCAL 3,500 52.75 -0.3153 0.02826 15.990 -0.20400 0.025692 14.4

2008 Chrysler Dodge Caravan FFV DCAR 4,750 35.94 0.6505 0.02155 18.470 0.30710 0.023981 16.3

2008 Chrysler Jeep Liberty JLIB 4,250 29.53 0.4040 0.02955 9.410 0.13330 0.031781 16.5

2008 Honda Honda Civic HCIV 3,000 23.18 0.1904 0.01699 8.120 0.05150 0.017724 10.0

2008 Honda Honda Odyssey HODY 4,750 28.70 0.6915 0.02167 11.170 0.24850 0.024710 15.7

2008 Nissan Nissan Altima NALT 3,500 47.47 -0.4531 0.02414 19.710 -0.30660 0.021358 11.4

ROAD 

LOAD HP 

@ 50 mph

ETW, 

lbs

TARGET COEFFICIENTS SET COEFFICIENTS

NAME MODEL 

YEAR MAKE BRAND MODEL
19 

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.

In addition to the dilute, bagged exhaust samples, continuous raw exhaust mass emissions 

rates were measured on a second-by-second basis for THC, CH4, CO, NOX, CO2 and O2 at the 

tailpipe. These measurements were performed during the first test of each vehicle/fuel 

combination at a sampling frequency of 1 Hz. Dilution air flow was measured with a smooth 

approach orifice, and a critical flow venturi measured bulkstream dilute exhaust flow. Measured 

dilution air flow was subtracted from the bulkstream flow to calculate raw exhaust flow to 

determine continuous raw mass emission rates.

Additionally, select alcohols and carbonyls were measured during emission tests. The 

measurement of alcohols in exhaust was accomplished by bubbling the exhaust through glass 

impingers containing deionized water after which samples were analyzed by gas 

chromatography. An HPLC procedure was utilized for the analysis of carbonyls. Samples were 

collected using DNPH cartridges and were extracted with acetonitrile. Speciated hydrocarbons 

were determined by gas chromatography. 

Exhaust emissions were measured as shown below. 

CONSTITUENT ANALYSIS METHOD

Total Hydrocarbon Heated Flame Ionization Detector (bag, modal) 

Methane Gas Chromatography (bag, modal) 

Carbon Monoxide Non-Dispersive Infrared Analysis (bag, modal)

Carbon Dioxide Non-Dispersive Infrared Analysis (bag, modal)

Oxides of Nitrogen Chemiluminescence Analysis (bag, modal)

Nitric Oxide Chemiluminescence Analysis (bag only) 

Oxygen Magnetopneumatic Detector (modal only) 

Particulate Matter Part 1065 Gravimetric Measurement (bag only) 

Non-methane Hydrocarbons Calculated from THC and CH4 (bag, modal) 

Non-methane Organic Gases Calculated as specified in Section 2.5.2 (bag only) 

Nitrogen Dioxide Calculated from difference of NOX and NO (bag only) 

C1 – C12 HC Speciation Gas Chromatography (bag only) 

Alcohols Gas Chromatography (bag only) 

Carbonyls Liquid Chromatography (bag only) 

During Phases 1 and 2 of the test program, continuous raw NH3 measurements were 

made. Results showed NH3 spikes of several hundred ppm during testing of many 

vehicles. These concentrations were sufficient to cause poising of the NO2-to-NO converter in 

the continuous raw NOX analyzer. In an attempt to minimize this problem, prior to the start of 

Phase 3 SwRI installed two NH3 adsorbers in series upstream of the continuous raw emission 

measurement sample train. These adsorbers were changed daily. Additionally, the NO2-to-NO 

converter was purged with 5,000-ppm (nominal) NOX for five minutes following every test in an 

effort to reverse any NH3 poising of the converter that may have occurred during testing. The 

NOX analyzer was then purged for another three minutes with zero nitrogen prior to initiating the 

normal pre-test zero-span sequence.
20 

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.

2.5.1 Speciation of Volatile Organic Compounds 

Phase-level (bag-by-bag) speciated volatile organic compounds (VOCs) included C1 - 

C12 hydrocarbons, light alcohols, aldehydes, and ketones. Sampling and analysis of C2-C12

hydrocarbons was conducted in a manner similar to CARB method 1002/1003, “Procedure for 

the Determination of C2-C12 Hydrocarbons in Automotive Exhaust Samples by Gas 

Chromatography”. Sampling and analysis of alcohols was done in a manner similar to CARB 

method 1001, “Determination of Alcohols in Automotive Source Samples by Gas 

Chromatography”. Sampling and analysis of carbonyl compounds was conducted in a manner 

similar to CARB method 1004, “Determination of Aldehyde and Ketone compounds in 

Automotive Source Samples by High Performance Liquid Chromatography”. Analysis of C2 - 

C4 HC samples was conducted within one hour of completion of an emissions test. Subsequent 

analysis of the additional compounds of interest was done within 4 hours of emission test 

completion. 

During the analysis of C2 - C4 hydrocarbons, special consideration was given to 1,3-

butadiene. Because of the instability of 1,3-butadiene, the analysis of C2 - C4 hydrocarbon 

samples collected during Bag 1 of a test cycle was initiated within one hour of collection. The 

speciation of C5 - C12 hydrocarbon samples collected in Bag 1 of the test cycle was completed 

within 4 hours of collection. 

Sampling and analysis of light alcohols was accomplished by bubbling exhaust through 

glass impingers containing deionized water, and samples were analyzed with a gas 

chromatograph. Analysis included the following compounds: methanol, ethanol, isopropanol, 

and n-propanol. Alcohol samples were sealed and stored at a temperature below 40oF 

immediately following collection. Most of these samples were analyzed on the day they were 

collected, but no later than within six calendar days. 

Samples of carbonyl compounds were collected in cartridge type samplers. These 

samples were extracted immediately following collection (within 15 minutes) and the extracts 

sealed and stored immediately at a temperature below 40o

F. Most of these extracts were 

analyzed on the day they were collected, but no later than within three calendar days. An effort 

was made to detect the presence of a tautomer of acrolein, acrolein-x, which can be a 

measurement artifact. No acrolein-x was found in any exhaust sample. 

Storage of alcohol and carbonyl samples was segregated to prevent any crosscontamination of samples. 

The speciation schedule was conducted as shown in Table 10. Alcohols and carbonyls 

were determined during Bag 1 for all tests. In addition, Bag 1 C1-C12 speciation was performed 

on the first test of all vehicles while operating on Fuels 3, 4, 6, 7, 10, 13, 14, 21, 23, 27, 28, and 

31. For the Honda Civic, Toyota Corolla, Chevrolet Impala, Ford F150, and Chevrolet 

Silverado, three-bag speciation was conducted with these fuels on the first test. Three-bag 

speciation was also conducted on all E85 tests.
21 

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.

TABLE 10. VOC SPECIATION SCHEDULE

Test

Phase

(Bag) 

Test Repeat

Test 1 Test 2 Test 3 (If Needed)

Fuel

Set Aa

Fuel

Set Bb

E85

Fuelc

Fuel

Set Aa

Fuel

Set Bb

E85

Fuelc

Fuel

Set Aa

Fuel

Set Bb

E85

Fuelc

1 Alcohols 

Carbonyls 

C1-C12

Speciation

Alcohols 

Carbonyls

C1-C12

Speciation

Alcohols 

Carbonyls

Alcohols 

Carbonyls 

C1-C12

Speciation

Alcohols 

Carbonyls

C1-C12

Speciation

Alcohols 

Carbonyls

Alcohols 

Carbonyls 

C1-C12

Speciationd

Alcohols 

Carbonyls

C1-C12

Speciation

Alcohols 

Carbonyls

2 none 

C1-C12

Speciatione

e

Alcoholse

Carbonylse

C1-C12

Speciation

Alcohols 

Carbonyls

none 

C1-C12

Speciationd,e

Alcoholsd,e

Carbonylsd,e 

C1-C12

Speciation

Alcohols 

Carbonyls

none 

C1-C12

Speciationd,e

Alcoholsd,e

Carbonylsd,e 

C1-C12

Speciation

Alcohols 

Carbonyls

3 none 

C1-C12

Speciatione

e

Alcoholse

Carbonylse

C1-C12

Speciation

Alcohols 

Carbonyls

none 

C1-C12

Speciationd,e

Alcoholsd,e

Carbonylsd,e 

C1-C12

Speciation

Alcohols 

Carbonyls

none 

C1-C12

Speciationd,e

Alcoholsd,e

Carbonylsd,e 

C1-C12

Speciation

Alcohols 

Carbonyls

a

 – Fuel Set A: Fuels 1, 2, 5, 8, 9, 11, 12, 15, 16, 20, 22, 24, 25, 26, & 30 b

 – Fuel Set B: Fuels 3, 4, 6, 7, 10, 13, 14, 21, 23, 27, 28, & 31 c

 – Three-bag speciation conducted on all E85 tests d

 – C1-C12 speciation conducted only if results from Test 1 were void e

 – Only the Honda Civic, Toyota Corolla, Chevrolet Impala, Ford F150, and Chevrolet Silverado 

 received three-bag speciation

The following daily sequence was used for the analysis of VOC samples:

• VOC samples collected during Bag 1 of the test cycle were analyzed first, in the 

sequence of vehicle tests.

• If a vehicle requiring VOC sampling during all three bags of the test cycle was tested, 

the Bag 1 was analyzed first, followed immediately by the Bag 3 sample and finally 

by the Bag 2 sample. 

• Background samples were analyzed last, in the sequence of vehicle tests.

2.5.2 Determination of NMOG

An EPA-provided protocol for calculating NMHC and NMOG (Appendix J) was 

followed. Bag-level NMHC and NMOG were calculated for all bags where the required 

measurements were available. In cases where one or more components of the bag-level NMHC 

and NMOG calculation were not measured (for example, when alcohols and carbonyls were not 

measured in Bags 2 and 3), bag-level NMHC and NMOG mass emissions were calculated 

assuming the missing measurements were below method detection limits. These bag-level 

NMHC and NMOG calculations were then used to calculate composite weighted NMHC and 

NMOG mass emissions.

During the early conduct of Phase 3, SwRI observed media interferences that impacted 

our limits of detection (LOD) and limits of quantification (LOQ) for alcohols and carbonyls. In 

conjunction with EPA and NREL, SwRI developed an LOD/LOQ determination method which 

accounted for these media interferences (Appendix K).
22 

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.

2.6 OBD Data

Additional available data were acquired at 1 Hz from each vehicle’s onboard diagnostic 

(OBD) system during all emissions tests using a DBK70 data acquisition system. The data, 

when available, included: 

• RPM

• Vehicle speed

• Engine load 

• Short term fuel trim-bank 1 

• Long term fuel trim-bank 1 

• MIL status

• Absolute throttle position

• Engine coolant temperature 

• Short term fuel trim-bank 2 

• Long term fuel trim-bank 2 

• Fuel/air commanded equivalence ratio

• Alcohol fuel percent (if available)

• Manifold absolute pressure

• Spark advance 

• PID $42 Control Module Voltage 

• Air flow rate from mass air flow sensor
23 

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.

3.0 ISSUES ENCOUNTERED WHILE TESTING

3.1 Ford Explorer Low Oil Level

At one point during the course of the program, 20 ounces of crankcase lubricant had to be 

added to the sump. This issue is detailed in Section 2.3.1. 

3.2 Ford Explorer Evaporative System MIL

During the 27th week of testing, the Ford Explorer illuminated a malfunction indicator 

light (MIL – a.k.a. “check engine light”) for diagnostic trouble code (DTC) P0455-Evaporative 

Emission System Leak Detected (Gross Leak/No flow). This started a series of troubleshooting 

events that are summarized in Table 11. On-road testing seemed to indicate that code was not 

due to the fuel change procedure or operation of the vehicle on the chassis dynamometer. 

Following extensive discussions that included Dominic DiCicco of Ford, the team decided that 

the MIL would not have an adverse affect on emissions testing, and the vehicle was placed back 

into the test matrix.

TABLE 11. TROUBLESHOOTING OF THE FORD EXPLORER EVAPORATIVE 

SYSTEM MIL

DATE ACTION

9/16/2009 Fuel change to E20 Fuel 31; key off

9/17/2009 MIL light during vehicle conditioning, E20 Fuel 31; PO455-Evaporative Emission System Leak Detected (Gross 

Leak/ No Flow)

9/23/2009 Vehicle sent to dealer; performed a smoke test; Canister vent solenoid replaced

9/26/2009 Fuel change to E20 Fuel 21; key off 

9/27/2009 MIL light during vehicle conditioning, E20 Fuel 21; PO455-Evaporative Emission System Leak Detected (Gross 

Leak/ No Flow)

10/5/2009 Vehicle sent to dealer; performed a smoke test; capless fuel filler door was cleaned as it had dirt and grime 

10/12/2009 Fuel change to E20 Fuel 21; key off

10/13/2009 MIL light during vehicle conditioning, E10 Fuel 12; PO455-Evaporative Emission System Leak Detected (Gross 

Leak/ No Flow)

10/16/2009 SwRI performed an IDS test and a smoke test and a leak test by pressurizing the evap system and found no leaks.

10/26/2009 

FEXP was taken to the test track where we ran 9 WOT up to 70 mph. The MIL did not light. The next day we 

ran through the three LA 92 (2-bag) prep sequence on the dyno. The MIL did light approximately 500 seconds 

(~24 miles) into the third LA 92. This means the fuel change procedure is probably not the cause for the MIL. 

10/28/2009 Vehicle was driven on road approximately 50 miles. Pending code P0422, but no MIL light

11/20/2009 Vehicle sent to the dealer; The EVAP system was smoke tested and the capless fuel assembly was replaced. I 

was told that the technician drove the vehicle for more than 10 miles to confirm that the code did not reappear.

11/21/2009 Fuel change to E15 Fuel 28; key off

11/22/2009 MIL light during vehicle conditioning, E15 Fuel 28; PO455-Evaporative Emission System Leak Detected (Gross 

Leak/ No Flow)

12/1/2009 Dealership performed IDS Diagnosis, PO455 code. EVAP test found capless retainer broken. Replaced retainer 

and retested ok.

12/8/2009 MIL light during vehicle conditioning, E15 Fuel 28; PO455-Evaporative Emission System Leak Detected (Gross 

Leak/ No Flow)
24 

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.

Following Phase 3 testing, SwRI performed additional evaporative system leak checks 

with an IDS scan tool per instructions given by Ford, and the data files were forwarded to Ford 

for review. Subsequent coordination among SwRI, Ford, and our local Ford dealership allowed 

us to determine that the FTP sensor had an internal fault causing the signal to become erratic 

during vehicle operation, after which the vehicle was repaired.

3.3 Saturn Outlook Transmission Module Malfunction

A MIL illuminated during the second test of Fuel 16 with the Saturn Outlook. The 

diagnostic trouble codes (DTCs) were Tran Control Sys Malfunction and U0073 - Control 

Module Comm. Bus Off. The same codes illuminated while operating the vehicle on the mileage 

accumulation dynamometer during the initial vehicle break-in. At that time, the vehicle was 

taken to the dealership where the codes were cleared. The vehicle was driven 10 miles but the 

codes did not reappear. The Saturn Outlook then completed mileage accumulation and was tested 

on six fuels in Phases 1 and 2. 

Review of the emissions results from the two tests on Fuel 16 did not show a significant 

difference. With EPA’s and NREL’s approval, the codes were cleared and the vehicle was 

placed back into the test program. Four days later, the MIL came on again during testing, with 

the same DTCs. This time the driver noticed that the vehicle’s engine was revving higher than 

usual at cruising speeds and shifting hard during the first two bags. Bag 3 did not have the same 

issues. With EPA’s and NREL’s approval, the vehicle was taken to the dealer for diagnosis, but 

they were not able to find any problems. There was concern that the DBK system used to collect 

OBD data may have somehow been interfering with proper vehicle operation. The next set of 

tests was conducted without OBD data acquisition, and the MIL did not illuminate. All 

subsequent tests were conducted without OBD data acquisition, and the MIL did not illuminate. 

3.4 Fuel Carryover 

On May 27, 2009, SwRI noticed an issue with results for the Nissan Altima tested on 

Fuel 13. Fuel 13 was an E0 fuel, yet we found low levels of ethanol in exhaust samples from 

both tests. We checked the original fuel sample from the drum used to fuel the vehicle, and also 

pulled a sample from the vehicle. Both samples were tested with the PetroSpec portable gasoline

analyzer. The drum sample showed no ethanol and the vehicle's fuel tank showed 1.5 wt% 

ethanol. This suggested fuel carryover in the Altima. This sample was sent to EPA for analysis 

by ASTM D5599 method and was found to contain 1.44 vol% of ethanol, equivalent to a fuel 

carryover rate of 7.2% following two drains and 40% fills. This ethanol concentration indicated 

that approximately 3 gallons of the previous fuel remained in Altima’s tank after it has been 

drained via the fuel rail. From this point forward, except for mid- and end-point tests, the Altima 

received three fuel flushes during the fuel change sequence.

SwRI checked the rest of the Phase 3 results for the Altima, Camry, Odyssey, and Civic. 

All vehicles showed measurable levels of ethanol when testing with an E0 fuel that was 

immediately preceded by an E20 fuel. 
25 

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.

To better understand this situation, SwRI collected fuel samples during tests leading up to 

mid-point testing, when all vehicles changed from an E15/E20 fuel to an E0 fuel. SwRI’s and 

EPA’s analyses of ethanol content in the samples by D5599 indicated that the following 

percentages of the previous fuel were retained in the tanks of the test vehicles following fuel 

changes which included two drains and 40% fills: 

• Honda Odyssey: 8.8 vol% 

• Toyota Sienna: 5.0 vol% 

• Honda Civic: 4.2 vol% 

• Nissan Altima: 6.1 vol% 

• Toyota Camry: 5.3 vol% 

• All remaining vehicles: 2.1 vol% to 3.2 vol% 

Based on these results, EPA and NREL directed SwRI to prepare several 95%/5% and 

5%/95% blends of the test fuels with the most extreme combinations of distillation properties

and ethanol content to determine the effect of 5% fuel carryover on T50, T90 and RVP. The fuel 

sampling procedure used during these experiments is given in Appendix L, while the test matrix 

is given in Appendix M. 

Because the two results from the Altima had such a wide spread (3.7% vs. 7.2%), SwRI 

performed additional refueling experiments with the Altima, Odyssey, Camry, Civic, and Sienna 

to determine the variability of fuel carryover measurements. These experiments showed that a 

third fuel flush was effective in reducing fuel carryover to less than one percent. The procedure 

and results are given in Appendix N. Based on these results, starting on August 1, 2010, SwRI 

incorporated a third fuel drain and fill into the vehicle change procedure for the Altima, Odyssey, 

Sienna, Civic, and Camry. 

Fuel carryover was characterized for the Focus, Outlook, Impala, F-150, and Corolla 

before they were added to the test matrix. Based on results, these five vehicles received triple 

drains and fills during fuel changes. 

As part of the investigation into fuel carryover, EPA was interested in the impact of 

different refueling locations on in-tank fuel carryover. Starting in August 2009, all vehicles were 

refueled in an assigned location. However, early in the conduct of Phase 3, refueling of a test 

vehicle may have occurred in one of two locations. Each location was sloped in a different 

direction, which may have affected the amount of fuel remaining in a vehicle’s tank after being 

drained. These additional refueling experiments were conducted with the Silverado, Camry, 

Sienna, Caliber, Civic, Odyssey, and Altima. They involved collecting fuel samples at the two 

different refueling locations while changing between and E0 and an E20 fuel. The test procedure 

is given in Appendix O. The results of these experiments were provided to EPA for further 

analysis.
26 

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.

4.0 CLOSURE

SwRI conducted exhaust emission testing of fifteen light-duty vehicles operating on 

twenty-seven test fuels with ethanol contents ranging from 0 to 20 percent by volume and four 

light-duty flexible fuel vehicles (FFVs) operating on an E85 fuel, as part of Phase 3 of the 

EPAct/V2/E-89 test program. Vehicle testing for this phase of the program was carried out 

between March 2009 and June 2010. This work was conducted for the Environmental Protection 

Agency (EPA), the National Renewable Energy Laboratory (NREL) and the Coordinating 

Research Council (CRC) and was authorized by EPA Contract EP-C-07-028, Work Assignments 

1-03, 2-03 and 3-01, and NREL Subcontract Nos. ACI-8-88613-01, AFT-9-99319-01 and AFT9-99155-01. 

All test results have been posted on SwRI’s secure file transfer site to which both EPA 

and NREL have access.
APPENDIX A

FUEL CHANGE PROCEDURE
2 of 3 Fuel Change Procedure / Coastdown Sequence

Date: Vehicle: Chevrolet Impala FFV : EPA-CIMP

Test #: EPA-CIMP-P3-27-3FC Fuel #: 27

First Fuel Change

□ With key off, drain fuel from vehicle 

□

□ drain until fuel flow drops off. Stop drain immediately . DO NOT OVERDRAIN.

□

□ Turn ignition key off.

□ Locate fuel drum:

EPA Fuel No. 27

SwRI Fuel Name BOS

SwRI Fuel Code EM-7095-F

Drum No

EPAct Test Fleet

03.14936.03.202

Tuesday, January 19, 2010

After first 1 minute of drain, fill a 4 oz. sample bottle from the plastic drain tube and label 

bottle as instructed by supervisor or project leader.

Turn ignition to run position for 30 seconds allowing fuel gauge level to stabilize. 

Confirm fuel level reads zero. If gage does not read zero, use the Bosch scan tool to 

verify fuel level.

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Drum No.

(Record Drum Number)

Verify fuel fill drum matches using “2-person rule”

Initials: _________, _________

Verify fuel temperature: __________ should be 45 ± 2 °F

□ Fill tank with 6.8 gallons of fuel. Record time ___________.

□ Record fuel information from box above on vehicle windshield.

□ Place fuel drum back into cold box.

□ PUSH vehicle into lab within 10 minutes of refueling. Record time __________.

□ Install vehicle on Dyno. Record drive wheel tire pressures. RT_____ LF_____.

□

□ Place cooling fans to cool the exhaust.

Connect the correct transfer pipe to the vehicle and run out the roof with flex pipe.

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A - 1
2 of 3 Fuel Change Procedure / Coastdown Sequence

Date: Vehicle: Chevrolet Impala FFV : EPA-CIMP

Test #: EPA-CIMP-P3-27-3FC Fuel #: 27

□ Dyno computer setup procedure

□ Horiba trace setup procedure

□

□

□ Run the sulfur purge procedure described on the last page.

□ Record sulfur purge completion time. _______________

□

EPAct Test Fleet

03.14936.03.202

Tuesday, January 19, 2010

Connect thermocouple #1 to record oil temperature.

Start the vehicle. Idle in neutral. Using the OBD scan tool, read and record the long 

term fuel trim

Place vehicle in neutral with engine idling. Using the OBD scan tool, read and record 

the long term fuel trim

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□

□ Coast down 1.

□ Coast down 2.

□ Coast down 3, print.

□ Coast down 4, print.

□

□ Remove vehicle from dyno and move to the fuel drain area.

g

Within 5 minutes of completing the sulfur purge procedure begin coast downs. Use the 

speed range from 70 - 10 mph and record in 5 mph increments.

Type the coastdown data from runs 3 and 4 into the coastdown analysis Excel program. 

If the program notes a repeatability failure, check for incorrect inputs. If repeatability 

cannot be accomplished, remove vehicle and begin fuel change procedure on 

backup vehicle and notify supervisor. If test repeatability is indicated OK, continue 

with this procedure.

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A - 2
2 of 3 Fuel Change Procedure / Coastdown Sequence

Date: Vehicle#: Chevrolet Impala FFV : EPA-CIMP

Test #: EPA-CIMP-P3-27-3FC Fuel #: 27

Second Fuel Change

□ Drain fuel from vehicle until flow drops off. Stop drain immediately.

DO NOT OVERDRAIN.

□

□ Locate fuel drum:

EPA Fuel No. 27

SwRI Fuel Name BOS

SwRI Fuel Code EM-7095-F

Drum No.

(Record Drum Number)

Verify fuel fill drum matches using “2-person rule”

Initials: _________, _________

EPAct Test Fleet

03.14936.03.202

Tuesday, January 19, 2010

Turn ignition to run position for 30 seconds allowing fuel gauge level to stabilize. 

Confirm fuel level reads zero. If gage does not read zero, use the Bosch scan tool to 

verify fuel level.

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Verify fuel temperature: __________ should be 45 ± 2 °F

□ Fill tank with 6.8 gallons of fuel. Record time ___________.

Note: For vehicles HODY, NALT, TSIE, HCIV, TCAM 

#N/A

#N/A

#N/A

These vehicles (only) require a third fuel change. If you are not working on one of these 

five vehicles, skip the third fuel change and return fuel drum to the cold box. 

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A - 3
2 of 3 Fuel Change Procedure / Coastdown Sequence

Date: Vehicle#: Chevrolet Impala FFV : EPA-CIMP

Test #: EPA-CIMP-P3-27-3FC Fuel #: 27

Third Fuel Change For Odyssey, Altima, Sienna, Civic, and Camry only.

□ Drain fuel from vehicle until flow drops off. Stop drain immediately.

DO NOT OVERDRAIN.

□

□ Locate fuel drum:

EPA Fuel No. 27

SwRI Fuel Name BOS

SwRI Fuel Code EM-7095-F

Drum No.

(Record Drum Number)

Verify fuel fill drum matches using “2-person rule”

Initials: _________, _________

EPAct Test Fleet

03.14936.03.202

Tuesday, January 19, 2010

Turn ignition to run position for 30 seconds allowing fuel gauge level to stabilize. 

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Verify fuel temperature: __________ should be 45 ± 2 °F

□ Fill tank with 6.8 gallons of fuel. Record time ___________.

□ Place fuel drum back into cold box.

□ PUSH vehicle into lab and park in 75° F soak area for at least 12 hours..

Lead Technician’s Signature:___________________________

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A - 4
2 of 3 Fuel Change Procedure / Coastdown Sequence

Date: Vehicle#: Chevrolet Impala FFV : EPA-CIMP

Test #: EPA-CIMP-P3-27-3FC Fuel #: 27

SULFUR PURGE PROCEDURE

□ idle 30 seconds

□ 55 mph 5 minutes

□ 30 mph 1 minute

□ WOT acceleration >5 seconds >70 mph

□ hold speed 15 seconds

□ 30 mph 1 minute

□ WOT acceleration >5 seconds >70 mph

□ hold speed 15 seconds

□ 30 mph 1 minute

□ WOT acceleration >5 seconds >70 mph

□ hold speed 15 seconds

□ 30 mph 1 minute

□ WOT acceleration >5 seconds >70 mph

□ hold speed 15 seconds

□ 30 mph 1 minute

□ WOT acceleration >5 seconds >70 mph

03.14936.03.202

Tuesday, January 19, 2010

EPAct Test Fleet

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p

□ hold speed 15 seconds

□ 30 mph 1 minute

□ idle 30 seconds

□ 55 mph 5 minutes

□ 30 mph 1 minute

□ WOT acceleration >5 seconds >70 mph

□ hold speed 15 seconds

□ 30 mph 1 minute

□ WOT acceleration > 5 seconds >70 mph

□ hold speed 15 seconds

□ 30 mph 1 minute

□ WOT acceleration >5 seconds >70 mph

□ hold speed 15 seconds

□ 30 mph 1 minute

□ WOT acceleration >5 seconds >70 mph

□ hold speed 15 seconds

□ 30 mph 1 minute

□ WOT acceleration >5 seconds >70 mph

□ hold speed 15 seconds

□ 30 mph 1 minute

□ idle 30 seconds

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A - 5
APPENDIX B

PETROSPEC RESULTS FOR INDIVIDUAL FUEL DRUMS
Top/Bottom Drum No. Ethanol content (% vol) Aromatic content (% vol) T90 (°F)

Fuel 1 Top 2 11.7 15.3 307

Top 3 11.6 15.6 308

Bottom 6 11.7 15.9 319

Top 7 11.7 15.8 321

Fuel 2 Top 3 0.0 15.4 294

Bottom 4 0.0 14.9 322

Top 5 0.0 15.1 325

Top 6 0.0 15.9 332

Top 7 0.0 15.3 327

Top 2 0.0 14.8 333

Top 8 0.0 16.7 332

Fuel 3 Top 4 12.0 15.6 314

Top 5 12.0 15.7 319

Bottom 6 12.0 15.8 324

Bottom 7 12.1 11.1 323

Top 2 12.0 15.6 315

Top 3 11.9 18.5 314

Fuel 4 Top 2 11.4 16.8 323

Top 3 11.3 16.7 326

Top 7 11.4 16.8 336

Top 5 11.4 17.1 332

Top 8 11.4 17.3 335

Fuel 5B Top 1 0.0 37.2 323

Fuel 5 Top 3 0.0 37.3 323

Bottom 5 0.0 42.0 307

Bottom 5 0.0 37.5 329

Top 4 0.0 41.8 304

Top 8 0.0 37.3 340

Bottom 7 0.0 37.6 332

Fuel 6 Top 4 12.3 16.7 323

Bottom 5 12.2 16.8 320

Top 3 12.3 16.3 315

Top 6 12.4 16.7 317

Fuel 7 Top 2 0.0 18.0 321

Top 3 0.0 18.2 321

Top 4 0.0 18.0 319

Top 1 0.0 16.7 321

Top 9 0.0 18.5 328

Top 7 0.0 18.2 328

Bottom 8 0.0 18.7 341

Top 5 0.0 18.8 323

Fuel 8 Top 2 0.0 17.0 320

Top 3 0.0 16.8 321

Top 4 0.0 16.7 326

Top 1 0.0 16.7 321

Top 7 0.0 17.0 331

Fuel 9 Top 2 0.0 35.8 327

Top 4 0.0 36.3 329

Top 3 0.0 36.0 333

Top 5 0.0 36.2 328

Top 1 0.0 34.9 331

Top 7 0.0 36.5 340

Top 8 0.0 36.5 344

Bottom 7 0.0 36.8 338

Updated 6/22/10

Petrospec Analysis on EPAct Fuels

SwRI Report 03.15777.01 B - 1
Updated 6/22/10 Top/Bottom Drum No. Ethanol content (% vol) Aromatic content (% vol) T90 (°F)

Petrospec Analysis on EPAct Fuels

Fuel 10 Bottom 1 11.3 36.9 304

Top 1 11.2 34.9 331

Top 2 11.2 35.1 330

Bottom 3 11.2 35.0 331

Bottom 6 11.2 34.9 343

Bottom 7 11.2 35.1 337

Top 4 11.2 35.1 334

Fuel 11 Top 3 11.4 37.1 312

Top 1 11.3 36.9 304

Top 2 11.2 35.4 331

Top 6 11.4 37.4 315

Top 7 11.5 37.5 316

Fuel 12 Top 1 11.3 36.4 363

Top 7 11.3 35.6 348

Bottom 6 11.2 35.7 342

Top 4 11.3 36.1 331

Fuel 13 Top 2 0.0 36.5 354

Top 1 0.0 36.4 363

Top 3 0.0 37.0 354

Top 7 0.0 36.9 366

Top 4 0.0 37.0 351

Top 6 0.0 36.8 367

Fuel 14 Top 1 0.0 38.0 321

Top 2 0.0 18.2 324

Bottom 6 0.6 19.1 331

Bottom 7 0.0 17.7 332

Top 8 0.0 17.6 329

Bottom 4 0.0 18.2 336

Top 3 0.0 17.8 327

Top 7 0.0 18.5 331

Fuel 15 Top 2 0.0 38.0 334

Top 3 0.0 38.5 319

Bottom 4 0.0 37.9 324

Top 1 0.0 36.6 299

Top 8 0.0 36.4 336

Bottom 7 0.0 38.4 343

Top 9 0.0 38.6 337

Fuel 16 Top 2 11.8 36.8 295

Top 3 11.8 36.8 303

Top 1 11.8 36.6 299

Top 3 11.8 36.7 301

Top 5 11.8 36.8 307

Fuel 20 Top 2 19.4 17.0 320

Top 1 19.3 17.0 316

Top 4 19.5 17.4 324

Top 5 19.4 7.5 325

Fuel 21 Top 2 19.0 38.0 289

Top 1 19.0 37.8 289

Top 3 18.9 38.0 290

Top 5 19.0 38.3 303

Top 6 19.1 38.1 296

Top 8 19.0 38.1 305

Top 4 19.0 38.4 296

Top 9 18.9 38.2 300

SwRI Report 03.15777.01 B - 2
Updated 6/22/10 Top/Bottom Drum No. Ethanol content (% vol) Aromatic content (% vol) T90 (°F)

Petrospec Analysis on EPAct Fuels

Fuel 22 Bottom 1 19.3 17.4 329

Top 1 19.3 17.0 329

Top 2 19.5 17.0 322

Top 3 19.4 16.9 321

Top 4 19.4 17.0 325

Bottom 7 19.2 17.7 322

Top 6 19.4 17.1 322

Top 8 19.4 17.4 333

Fuel 23 Top 2 19.5 17.5 325

Top 1 19.5 16.1 320

Bottom 6 19.3 18.7 341

Top 3 19.6 18.6 329

Top 2 19.5 18.5 329

Top 7 19.5 18.7 330

Fuel 24 Top 1 19.3 17.4 329

Top 2 19.5 17.5 325

Top 3 19.4 17.7 327

Bottom 4 19.5 17.7 324

Top 5 19.4 17.7 327

Top 8 19.3 18.1 337

Top 8 19.5 18.0 333

Fuel 25 Top 2 19.0 37.1 320

Bottom 3 19.2 37.0 321

Bottom 4 19.1 37.4 321

Top 5 19.0 37.4 323

Bottom 8 19.1 37.6 339

Bottom 9 19.1 37.4 325

Top 10 19.2 37.6 336

Fuel 26 Top 2 15.8 35.6 326

Top 3 15.8 35.4 323

Top 4 15.8 35.7 323

Top 7 15.8 36.0 339

Top 9 16.0 36.6 328

Fuel 27 Top 2 15.8 34.8 323

Top 3 15.8 16.1 319

Top 4 15.9 16.3 318

Bottom 6 16.0 16.6 320

Top 7 15.9 16.3 326

Fuel 28 Top 2 15.6 36.5 289

Top 3 15.8 36.2 293

Bottom 4 15.7 36.6 296

Top 6 15.7 36.5 307

Bottom 7 15.7 36.5 298

Bottom 8 15.7 36.5 309

Top 8 15.9 36.1 330

Top 9 15.6 36.4 300

Fuel 30 Top 1 11.2 37.2 329

Top 2 11.0 37.3 329

Top 3 11.2 37.2 330

Top 4 11.2 37.3 332

Top 5 11.2 37.7 332

Top 7 11.3 37.7 336

Fuel 31 Top 2 19.1 38.2 321

Top 3 19.2 38.6 324

Top 5 19.0 38.4 320

Bottom 6 19.1 38.5 322

Top 8 19.2 38.4 332

SwRI Report 03.15777.01 B - 3
APPENDIX C

DETAILS OF FORD F-150 MISFUELING EVENT
SwRI Report 03.15777.01 C-1 

Tuesday, March 9, 2010 

The day-shift ran the F150 on test F150-P3-5-T2. The night-shift crew then performed a fuel 

change on the F150 during which the tank was drained and 10.6 gallons of Fuel 26 (Drum #5) 

were added. The vehicle was pushed onto the dynamometer where it was started and it idled 

very rough for 2 minutes before it was turned off and pushed off the dynamometer. 

Wednesday, March 10, 2010 

Five gallons of Fuel 26 (Drum #6) were put into the F150. To verify the fuel pump was 

working, the fuel line was removed from the fuel rail and a small amount of fuel was drained by 

energizing the fuel pump manually. The fuel pump worked correctly.

Friday, March 12, 2010 

A fuel sample was pulled from the F150 and had the smell of gasoline and diesel. A PetroSpec 

analysis confirmed the fuel contained some diesel. The fuel tank was drained and “extra Fuel 5” 

was added. The vehicle started after a few cranks and ran normally. 

Wednesday, March 17, 2010 

The fuel tank was removed from the F150 and it was wiped clean by removing the fuel sending 

unit. The external fuel filter was also replaced. 

Thursday, March 18, 2010 

Everything was put back together and it was filled with three gallons of “extra Fuel 5”. The 

vehicle appeared to operate normally.

Saturday, March 20, 2010 

The fuel used prior to the misfueling event, Fuel 5, was installed in the vehicle and a sulfur purge 

was conducted. 

Sunday, March 21, 2010 

The vehicle was conditioned without incident.

Tuesday, March 23, 2010 

Results from additional test conducted on Fuel 5 on Monday and Tuesday were submitted to 

EPA and NREL for review. Results looked very similar to Fuel 5 tests conducted prior to the 

misfueling event. The vehicle was approved to continue testing with the next fuel.
APPENDIX D

ON-ROAD OPERATION FOR INACTIVE TEST VEHICLES 
SwRI Report 03.15777.01 D-1 

1. ______ Verify that the fuel gage level before driving. 

 Gage reads more than 1⁄2 a tank. Continue to step 4. 

 Gage reads less than 1⁄2 a tank

 Top off fuel tank 

 Added ______ gallons of Fuel 5. 

2. _____ Locate fuel drum: 

EPA Fuel No. 5

SwRI Fuel Code GA-6759-F

Drum No.

Verify fuel fill drum matches using “2-person rule” 

 Initials: _________, _________ 

3. _____ Place fuel drum back into cold box. 

4. _____ Verify all four tires are at proper pressures.

5. _____ Verify proper engine oil and coolant levels. 

6. _____ Record the odometer reading __________. 

7. _____ Drive the vehicle using attached driving instructions.

8. _____ Record the odometer reading __________. 

9. _____ Record the time of completion __________. 

 

Lead Technician’s Signature:___________________________ 
SwRI Report 03.15777.01 D-2 
APPENDIX E

FUEL USED IN ON-ROAD OPERATION FOR INACTIVE TEST 

VEHICLES
PRODUCT: EPA Matrix Fuel 5 Batch No.: WC1121GP02

TMO No.: MTS

PRODUCT CODE: HF0678-5 Tank No.: Gage

Analysis Date: 5/23/2008

Shipment Date:

TEST METHOD UNITS SPECIFICATIONS RESULTS

MIN TARGET MAX

Distillation - IBP ASTM D86 °F 95

5% °F 125

10% °F 158 144

20% °F 172

30% °F 200

40% °F 227

50% °F 236 244 244

60% °F 254

70% °F 266

80% °F 278

90% °F 295 305 298

95% °F 316

Distillation - EP °F 373

Recovery vol % Report 99

Residue vol % Report 0.8

Loss vol % Report 0.2

Gravity ASTM D4052 °API Report 53.4

Specific Gravity ASTM D4052 - Report 0.7672

Reid Vapor Pressure ASTM D5191 psi 6.50 6.80 6.79

Carbon ASTM D5291 wt fraction Report 86.9

Hydrogen ASTM D4808-A wt fraction Report TBD

Hydrogen ASTM D5291 wt fraction Report 12.7

Oxygen ASTM D5599 wt fraction Report <0.1

Oxygen, other then ETOH ASTM D5599 wt fraction 0.10 0.01

Ethanol content ASTM D5599 wt % 0.05 <0.01

Water content ASTM E1064 mg/kg Report 52

Sulfur ASTM D5453 ppm wt 20 30 23

Lead ASTM D3237 g/l 0.01 <0.01

Composition, aromatics ASTM D1319 vol % 38.5 41.5 38.6

Composition, olefins ASTM D1319 vol % 5.5 8.5 5.7

Composition, saturates ASTM D1319 vol % Report 56.0

Benzene ASTM D3606 vol % 0.47 0.77 0.54

Existent gum, washed ASTM D381 mg/100mls 5.0 <0.5

Research Octane Number ASTM D2699 91.0 95.0 94.0

Motor Octane Number ASTM D2700 83.0 87.0 84.7

R+M D2699/2700 87.0 91.0 89.4

Corrosion, Copper ASTM D130 1 1a

Oxidation stability ASTM D525 minutes 240 >240

Net Heat of Combustion ASTM D4809-A BTU/lb Report 18417

APPROVED BY: ANALYST DSL

SwRI Report 03.15777.01 E - 1
APPENDIX F

OIL SAMPLE SUMMARY
SwRI Report 03.15777.01 F-1 

Vehicles Sample Interval Date of Sample Date Shipped 

to Lubrizol

Vehicle 

Odometer

start of oil break-in 3/21/2008 4/2/2008 2,139

end of oil break-in 3/27/2008 4/2/2008 4,142

after 3rd Phase 3 fuel 4/3/2009 4/5/2009 5,098

after 15th Phase 3 fuel 7/17/2009 8/4/2009 6,574

after 27th Phase 3 fuel 4/28/2010 7/19/2010 7,636

start of oil break-in 4/4/2008 4/18/2008 2,315

end of oil break-in 4/7/2008 4/18/2008 4,318

after 3rd Phase 3 fuel 12/17/2009 2/2/2010 5,280

after 15th Phase 3 fuel 3/25/2010 4/7/2010 7,139

after 27th Phase 3 fuel 4/28/2010 7/19/2010 7,712

start of oil break-in 4/4/2008 4/18/2008 2,240

end of oil break-in 4/8/2008 4/18/2008 4,241

after 3rd Phase 3 fuel 10/1/2009 2/2/2010 5,552

after 15th Phase 3 fuel 12/15/2009 2/2/2010 6,649

after 27th Phase 3 fuel 4/28/2010 7/19/2010 7,779

start of oil break-in 3/31/2008 4/2/2008 2,151

end of oil break-in 4/4/2008 4/18/2008 4,152

after 3rd Phase 3 fuel 4/7/2009 4/5/2009 5,586

after 15th Phase 3 fuel 7/24/2009 8/4/2009 6,795

after 27th Phase 3 fuel 4/28/2010 7/19/2010 8,778

start of oil break-in 3/10/2008 3/20/2008 2,064

end of oil break-in 3/18/2008 3/20/2008 4,064

after 3rd Phase 3 fuel 12/17/2009 2/2/2010 5,222

after 15th Phase 3 fuel 3/25/2010 4/7/2010 7,055

after 27th Phase 3 fuel 4/28/2010 7/19/2010 7,860

start of oil break-in 3/6/2008 3/20/2008 2,068

end of oil break-in 3/12/2008 3/20/2008 4,072

after 3rd Phase 3 fuel 4/3/2009 4/5/2009 5,149

after 15th Phase 3 fuel 7/17/2009 8/4/2009 6,366

after 27th Phase 3 fuel 4/28/2010 7/19/2010 7,901

start of oil break-in 3/11/2008 3/20/2008 2,251

end of oil break-in 3/18/2008 3/20/2008 4,253

after 3rd Phase 3 fuel 4/8/2009 4/5/2009 5,209

after 15th Phase 3 fuel 7/24/2009 8/4/2009 6,327

after 27th Phase 3 fuel 4/28/2010 7/19/2010 7,901

start of oil break-in 3/21/2008 4/2/2008 2,094

end of oil break-in 3/27/2008 4/2/2008 4,095

after 3rd Phase 3 fuel 9/17/2009 2/2/2010 5,449

after 15th Phase 3 fuel 11/13/2009 2/2/2010 6,493

after 27th Phase 3 fuel 4/28/2010 7/19/2010 7,901

start of oil break-in 4/9/2008 4/18/2008 39,556

end of oil break-in 4/14/2008 4/18/2008 39,556

after 3rd Phase 3 fuel 4/3/2009 4/5/2009 6,989

after 15th Phase 3 fuel 7/17/2009 8/4/2009 8,300

after 27th Phase 3 fuel 4/28/2010 7/19/2010 10,091

start of oil break-in 3/20/2008 4/2/2008 2,162

end of oil break-in 3/28/2008 4/2/2008 4,167

after 3rd Phase 3 fuel 12/17/2009 2/2/2010 5,708

after 15th Phase 3 fuel 3/25/2010 4/7/2010 7,189

after 27th Phase 3 fuel 4/28/2010 7/19/2010 8,002

start of oil break-in 3/25/2008 4/2/2008 2,119

end of oil break-in 4/3/2008 4/18/2008 4,121

after 3rd Phase 3 fuel 4/3/2009 4/5/2009 5,143

after 15th Phase 3 fuel 7/17/2009 8/4/2009 6,484

after 27th Phase 3 fuel 4/28/2010 7/19/2010 7,804

start of oil break-in 3/25/2008 4/2/2008 2,041

end of oil break-in 4/3/2008 4/18/2008 4,044

after 3rd Phase 3 fuel 4/9/2009 4/5/2009 4,972

after 15th Phase 3 fuel 7/17/2009 8/4/2009 6,165

after 27th Phase 3 fuel 4/28/2010 7/19/2010 7,236

start of oil break-in 3/10/2008 3/20/2008 2,080

end of oil break-in 3/14/2008 3/20/2008 4,081

after 3rd Phase 3 fuel 4/9/2009 4/5/2009 4,983

after 15th Phase 3 fuel 7/24/2009 8/4/2009 6,304

after 27th Phase 3 fuel 4/28/2010 7/19/2010 8,214

start of oil break-in 3/14/2008 3/20/2008 2,050

end of oil break-in 3/18/2008 3/20/2008 4,055

after 3rd Phase 3 fuel 3/31/2009 4/5/2009 5,074

after 15th Phase 3 fuel 7/10/2009 8/4/2009 6,515

after 27th Phase 3 fuel 4/28/2010 7/19/2010 8,070

start of oil break-in 3/28/2008 4/2/2008 2,151

end of oil break-in 4/2/2008 4/2/2008 4,152

after 3rd Phase 3 fuel 4/3/2009 4/5/2009 5,431

after 15th Phase 3 fuel 7/10/2009 8/4/2009 6,786

after 27th Phase 3 fuel 4/28/2010 7/19/2010 8,405

 EPA-CCOB - 2008 Chevrolet Cobalt

 EPA-CIMP - 2008 Chevrolet Impala FFV

 EPA-SOUT - 2008 Saturn Outlook

 EPA-CSIL - 2008 Chevrolet Silverado FFV

 EPA-TCOR - 2008 Toyota Corolla

 EPA-JLIB - 2008 Jeep Liberty

 EPA-HCIV - 2008 Honda Civic

 EPA-HODY - 2008 Honda Odyssey

 EPA-NALT - 2008 Nissan Altima

 EPA-TCAM - 2008 Toyota Camry

 EPA-TSIE - 2008 Toyota Sienna

 EPA-FFOC - 2008 Ford Focus

 EPA-FEXP - 2008 Ford Explorer

 EPA-F150 - 2008 Ford F150 FFV

 EPA-DCAL - 2008 Dodge Caliber
APPENDIX G

FORD EXPLORER OIL LEVEL INCIDENT
SwRI Report 03.15777.01 G-1 

Oil Level Check Procedure 

1. Drive vehicle for 10 minutes.

2. Allow vehicle to sit for 10 minutes in a designated level space.

3. Take dipstick reading.

4. Confirm dipstick reading. 

5. Immediately after dipstick reading add 8 oz. of specified 5W-30 engine oil.

6. Idle vehicle 2 minutes.

7. Allow vehicle to sit for 10 minutes in a designated level space.

8. Take dipstick reading.

9. Confirm dipstick reading. 

10. Email oil level information to team along with a recommendation for possible additional fill.

11. If necessary, add oil based on team feedback.

a. Drive vehicle for 10 minutes.

b. Allow vehicle to sit for 10 minutes in a designated level space.

c. Take dipstick reading.

d. Confirm dipstick reading. 

e. Email oil level information to team.

12. Release vehicle back into test program.

13. Record oil level on dipstick for all tests vehicles monthly. 

Reading taken on 08/10/2009

Added 8 oz. on 08/12/2009

Added 8 oz. on 08/12/2009; 16 oz. total added

Added 4 oz. on 08/17/2009; 20 oz. total added

MIN MAX

MIN MAX

MIN MAX

MIN MAX
SwRI Report 03.15777.01 G-2 

To minimize logistics and effort in monthly oil level readings, SwRI changed the measurement 

procedure so that all readings for all vehicles were taken inside the shop following an overnight 

soak. To correlate the two conditions, SwRI checked all oil levels following engine operation, 

then following an overnight soak: 

1. Drive vehicle for 10 minutes.

2. Allow vehicle to sit for 10 minutes in a designated level space.

3. Take dipstick reading.

4. Confirm dipstick reading. 

5. Allow vehicle to soak overnight in designated soak area.

6. Confirm that engine oil sump temperature is 72 +/- 2F.

7. Take dipstick reading.

8. Confirm dipstick reading. 

9. Repeat steps 5 through 8 monthly
APPENDIX H

VEHICLE CONDITIONING AND

TEST EXECUTION REQUESTS
SwRI Report 03.15777.01 H - 1
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APPENDIX I

DETAILED MEASUREMENT

AND ANALYSIS METHODS
SwRI Report 03.15777.01 I-1 

A. QA OBJECTIVES FOR TESTING OF LIGHT-DUTY VEHICLES

The QA objectives for precision, accuracy, and completeness are presented in Table 1. All 

measurements will be representative of the fuels, vehicle engine exhaust, and conditions being measured. 

Completeness equals number of tests performed divided by number of tests proposed times 100.

TABLE 1. PRECISION, ACCURACY, AND COMPLETENESS OBJECTIVES FOR LIGHTDUTY ENGINES

Measurement Experimental Precision

Parameter (Method) Reference Conditions Std. Dev. Accuracy,% Completeness,%

HC SwRI and Dilute 0.04a ±15b >95

(FID) SAEa,b Exhaust 

CO SwRI and Dilute 0.06b ±20b >95

(NDIR) SAEa,b Exhaust 

CO2 SwRI and Dilute 4b ±5b >95

(NDIR) SAEa,b Exhaust 

NOx SwRI and Dilute 0.08a ±10b >95

(CL) SAEa,b Exhaust 

Particulate, 47 mm SwRI and Dilute 0.05a ±10b >95

(Gravimetric) SAEa,b Exhaust 

Fuel Economy SwRI and Dilute 1a ±5b >95

(Carbon Balance) SAEa,b Exhaust 

Aldehydes EPA(1,2) Dilute See Appendix K >95

(DNPH/HPLC) CRC(3) Exhaust 

Alcohols EPA(1,2) Dilute See Appendix K >95 

(water impinger/GC-FID) CRC(3) Exhaust

________________________ 

a Precision experienced at SwRI, but precision is vehicle dependent.

b Accuracy goals were based on SwRI experience and SAE Technical Paper 790232, "Identification, Quantification 

and Reduction of Sources of Variability in Vehicle Emissions and Fuel Economy Measurements," N.J. Sheth and 

T.I. Rice, 1979.

c ±100% of defined detection limit; precision generally improves with increased sample concentration.
SwRI Report 03.15777.01 I-2 

B. SAMPLING METHODS

The sampling system is comprised primarily of the exhaust sampling system to which 

continuous measurement devices, a dilute exhaust bag sampler, impinger and cartridge samplers, 

and particle filters are attached. The sampling procedures employed for the determination of 

regulated and unregulated emissions for light-duty engines are identified below. In the event of 

errors, mishaps, or deviations from procedure, the project leader, Kevin Whitney is to be 

notified. 

All procedures will be designed to maximize test-to-test repeatability. For example, the 

following steps will be taken:

• The position and angle of the vehicle cooling fan shall be consistent for each vehicle and 

each test.

• The airflow around the vehicle during tests shall be kept consistent.

• To the extent possible, the CARB laboratory correlation program will be used in support 

of this program’s QA procedures. 

• Sample side verification of exhaust analyzers will be performed monthly by sampling 

span gases from a sample bag.

• Sample flow proportionality will be verified after each emissions test. For PM samples, a 

proportionality statistic will be calculated. For other parameters, the constancy of tunnel 

flows will be verified.

• Duplicate vehicle coastdown checks from 70 to 30 mph will be performed following each 

sulfur purge procedure. 

• A check will be performed before, during, and at the end of each test to assure than 

manually controlled parameters are set and adhered to during each test.

• Battery chargers will be utilized to maintain the state of battery charge of test vehicles 

between vehicle prep procedures and emissions tests.

• The LA92 driving cycle will be used for the vehicle prep procedures to match the driving 

cycle used in emissions tests.

• NOx analyzers will be equipped with NH3 traps to prevent contamination of NOx 

converters. 

B.1. Exhaust Gas Sampling System Description

A Horiba selectable flow CVS system will be used to sample exhaust emissions. Test 

technicians first connect the vehicle exhaust pipe to the CVS inlet. While the vehicle operates on 

the dynamometer, an adjustable-speed turbine blower dilutes the exhaust with ambient air. This 

dilution prevents the exhaust moisture from condensing and provides controllable sampling 

conditions. A sample pump and a control system transfers diluted exhaust aliquots to several 

different Kynar bags during specific phases of each test run. Regulating needle valves maintain 

constant sample flow rates for the alcohol impingers and DNPH cartridges, and mass flow 

controllers maintain proper flow into the bags. Exhaust backpressure will be recorded 

continuously at the tailpipe during emissions testing. Table 2 summarizes the CVS system 

specifications.
SwRI Report 03.15777.01 I-3 

TABLE 2. CVS SPECIFICATIONS

Measurement 

Variable

Operating Range 

Expected in Field

Instrument 

Description Range Accuracy How Verified / Determined

Pressure 950 to 1050 millibar

Horiba VariableFlow Constant 

Volume Sampler

0 to 1500 

millibar

± 2 % 

reading Sensors calibrated 

and verified 

during installation.

Temperature 20 to 45 °C 0 to 100 °C ± 2 % 

reading

Volumetric Flow 

Rate 200 to 500 ft3

/min 150 to 1100 

ft3/min

± 0.5 % 

reading

B.2. Dilute Exhaust Bag Sampling 

The Kynar bags (sample and background) specified for HC speciation analysis will be 

removed from the Horiba sampling system, marked with a sample ID/custody label, and 

transported to the GC laboratory. Analysis of sample Bag 1 will begin immediately (within one 

hour) for the C1-C4 analysis and within four hours for the benzene-toluene and C5-C12 analysis. 

Times that analyses are started will be reported. For tests in which multiple test phases will be 

analyzed for HC speciation, analysis order shall be: Bag 1, Bag 3, Bag 2, Background Bags. 

B.3. Carbonyl Compound Sampling

Heated (235 ±15 ̊F) sample lines from the dilution tunnel carry sample gas to a cart 

which holds the DNPH sampling cartridges. The cart includes controls for the flow rate and 

measures the volume sampled. Thermocouples with electronic readouts allow recording of the 

gas temperature sampled, so coupled with the recorded barometric pressure, the volume sampled 

can be corrected to standard temperature and pressure. 

Immediately following the end of the sampled test phase (within 15 minutes), the DNPH 

cartridge will be extracted with 5.0 ml acetonitrile in accordance with the manufacturer’s 

instructions. The extract will be promptly sealed and analyzed (within one hour), or stored at 

<40°

F for no longer than three calendar days until analysis. Every effort will be made to analyze 

the sample the same day. Samples and sampling media will be stored separately from calibration 

standards. 

B.4. Alcohol Sampling

Heated (235 ±15 ̊F) sample lines from the dilution tunnel carry sample gas to a cart 

which holds glass impingers filled with ultra-pure water. The cart includes controls for the flow 

rate and measures the volume sampled. Thermocouples with electronic readouts allow recording 

of gas temperature sampled, so coupled with the recorded barometric pressure, the volume 

sampled can be corrected to standard temperature and pressure. The impingers are maintained in 

an ice bath during sampling.

Immediately following the end of the sampled test phase, the impinger contents will be 

carefully transferred to sealed containers and stored at <40°

F for no longer than six calendar days 

until analysis. Every effort will be made to analyze the samples on the same day as collection. 

Samples and sampling media will be stored separately from calibration standards.
SwRI Report 03.15777.01 I-4 

Ethanol recovery will be checked during every blank test conducted in this program. 

Recovery shall be ≥92 percent.

B.5. Filter Sampling and Weighing

Whatman Teflo filters with polypropylene support rings will be used for particulate

matter (PM) measurements. Particle filters are stored, conditioned, and weighed in a room at 

SwRI that strictly conforms to 40 CFR 86.1312 and Part 1065. A PM filter field blank will be 

tested daily. This field blank shall be a tared filter that is installed in a sample holder, then 

returned to the filter room for weighing by the same procedures as actual samples.

C. SAMPLE HANDLING AND CUSTODY

Only PM filters, bag, impinger, and cartridge samples involve manual handling, because 

gaseous emission measurements are made and recorded by the computer-controlled data system 

associated with the continuous sampling system.

C.1. Particle Filters

Particle filters are managed by a bar code tracking system. Test I.D., date, time, and 

technician name are tracked with this system. This procedure is compliant with 40 CFR 86.1312 

and Part 1065. 

C.2. Bag Samples 

Because bag samples may be handled by multiple analysts, a bag sample tag is affixed to 

each sample or background bag. With this tag, progress and times of analysis can be recorded. 

A bag sample tag is shown in Figure 1. 
SwRI Report 03.15777.01 I-5 

BAG ANALYSIS

S A M P L E

Project No. 13363.01.101 

EPA Work Assignment 0-1 

Test No.: Date: / / 

Dyno 8 Operator: 

Bag Description 

LA-92 Unified Cycle

□ Bag 1 End of Test:____ :_____ 

 

□ Bag 2 End of Test:____ :_____ 

□ Bag 3 End of Test:____ :_____ 

Analysis Required Analysis Start 

(Time)

Analyzed 

by:

□ C1-C4 speciation : 

□ Benz-Tol speciation :

□ C5-C12 speciation :

FIGURE 1. BAG SAMPLE TAG 
SwRI Report 03.15777.01 I-6 

C.3. Cartridge and Impinger Samples

Sampling of carbonyl compounds is to be performed with DNPH cartridges, and 

alcohols, with liquid impingers, as described above. Tracking of sample times and extraction 

times will be made by recording times on the cartridge tag (Figure 2) and impinger data sheet 

(Figure 3). 

ALDEHYDE DNPH CARTRIDGE

Project No. 13363.01.101 

EPA Work Assignment 0-1 

Test No.: Date: / / 

Dyno 8 Analyst:

Bag Description 

LA-92 Unified Cycle

□ Bag 1 End of Test:____ :_____ 

□ Bag 2 End of Test:____ :_____ 

□ Bag 3 End of Test:____ :_____ 

Cartridge Extraction 

Required within 15 min 

Extraction 

(Time)

Analyst 

Initials:

□ Bag 1 : 

□ Bag 2 :

□ Bag 3 :

□ Background :

FIGURE 2. DNPH CARTRIDGE TAG
SwRI Report 03.15777.01 I-7 

Project 13363.01.101 Date: / / Dyno 8 

Initials:

Test Number: DNPH Cartridge Alcohol Impinger

Sample Background Sample Background

Test 

Cycle:

Temp: Temp: Temp: Temp:

Barameter, 

“Hg:

Counts: Counts: Counts: Counts:

End Time:

Sx 1° Sx 2° Sx 1° Sx 2°

Test 

Cycle:

Temp: Temp: Temp: Temp:

Barameter, 

“Hg:

Counts: Counts: Counts: Counts:

End Time:

Sx 1° Sx 2° Sx 1° Sx 2°

Test 

Cycle:

Temp: Temp: Temp: Temp:

Barameter, 

“Hg:

Counts: Counts: Counts: Counts:

End Time:

Sx 1° Sx 2° Sx 1° Sx 2°

FIGURE 3. IMPINGER AND CARTRIDGE SAMPLING DATA SHEET

D. ANALYTICAL METHODS

The analytical procedures employed for the determination of regulated and unregulated emissions 

for light-duty engines are given below. In the event of errors, mishaps, or deviations from 

procedure, the project leader, Kevin Whitney is to be notified.

D.1. Filter Weighing

 The chamber in which the PM filters are conditioned and weighed conforms to 40 CFR 

86.1339 and Part 1065 without deviation.

D.2. Gaseous Analyzers

Horiba analytical benches equipped with either MEXA 7000-Series analyzers are used to 

determine NMHC, CO, NOX, and CO2 concentrations in dilute exhaust. Sample pumps transfer 

the dilute exhaust from Kynar bags to each analyzer as commanded by the control system. Each 

analyzer used for these measurements is accurate to ±2 percent. Table 3 provides a summary of 

the emissions analyzers to be used.
SwRI Report 03.15777.01 I-8 

TABLE 3. EMISSION ANALYZER SPECIFICATIONS

Measurement 

Variable

Expected 

Operating 

Range

Instrument Mfg., 

Model / Type

Instrument 

Range(s) Accuracya How Verified / Determined 

THC 0 - 100 ppmC

Horiba FIA-220

or FIA-726LE

/ FID

0 - 10 ppmC 

0 - 50 ppmC 

0 - 1000 ppmC

± 1.0 % FS 

or ± 2.0 % 

of the 

calibration 

pointa

Gas divider with 

protocol 

calibration gases at 

11 points 

(minimum) spaced 

throughout span 

(including zero)

NOX 0 - 100 ppm

Horiba CLA-220 

or CLA-750LE

/ CL

0 - 30 ppm

0 - 100 ppm

0 - 300 ppm

Low CO 0 - 50 ppm

Horiba AIA-210 

or AIA-721LE

/ NDIR

0 - 10 ppm 

0 - 50 ppm 

CO 0 - 1000 ppm

Horiba AIA-220

or AIA-721A

/ NDIR

0 - 1000 ppm

CO2 0 - 1.5 %

Horiba AIA-220

or AIA-722

/ NDIR

0 - 4 %

a

The most stringent accuracy specification applies for each calibration point.

E. QUALITY CONTROL

SwRI verifies performance of each analyzer through a series of zero and calibration gas 

challenges. Each zero and calibration gas must conform to certain specifications and/or be 

NIST-traceable. Table 4 summarizes the applicable QA/QC checks. If all calibration gases and 

QA/QC checks meet their specifications, then SwRI will infer that the emissions analyzers meet 

Table 1 accuracy specifications.

SwRI verifies all new Standard Reference Material (SRM) or other NIST-traceable 

reference gas concentrations with an emissions analyzer that has been calibrated within the last 

30 days. The operator will first zero the analyzer with a certified zero grade gas and then span it 

with a NIST SRM (or equivalent) three times to ensure stability and minimal analyzer drift. 

The operator will then introduce the new reference gas into the analyzer and record the 

concentration, followed by reintroduction of the NIST SRM to ensure that the analyzer span 

point does not drift more than ±0.1 percent of span point. The operator will repeat these last two 

steps until three consistent values are obtained. The mean of these three determinations must be 

within one percent of its NIST SRM concentration. SwRI will then consider the reference gas as 

suitable for emissions analyzer calibrations.
SwRI Report 03.15777.01 I-9 

For chemical evaluations, QC measures are generally specified in the analytical method. 

A summary of actions taken to ensure data quality for analytical procedures is presented in 

Table 5. 

TABLE 4. EMISSION ANALYZER QA/QC CHECKS

QA/QC Check When Performed / 

Frequency

Expected or

Allowable Result

Response to Check 

Failure or Out of 

Control Condition

NIST-traceable calibration gas 

verifications

Prior to being put 

into service

Average of three readings must 

be within ±1% of verified NIST 

SRM concentration

Identify cause of any 

problem and correct; 

discard bottle and 

replace if necessary

Zero-gas verification against NIST 

certified zero gases

Prior to being put 

into service

HC < 1 ppmC

CO < 1 ppm

CO2 < 400 ppm

NOx < 0.1 ppm

O2 between 18 and 21%

Discard bottle and 

replace

Gas divider linearity verification Monthly

All points within ±2% of linear 

fit

FS within ±0.5% of known 

value

Identify cause of any 

problem and correct; 

replace gas divider if 

necessary

Analyzer calibrations Monthly

All values within ±2% of point 

or ±1% of FS;

Zero point within ±0.2% of FS

Identify cause of any 

problem and correct; 

recalibrate analyzer

Wet CO2 interference check Monthly

CO 0 to 300 ppm, interference ≤ 

3 ppm

CO > 300 ppm, interference ≤ 

1% FS

NOX analyzer interference check Monthly CO2 interference ≤ 3%

NOX analyzer water quench check Once, before each 

phase of program Proper opreration

NOX analyzer converter efficiency 

check Monthly NOx converter efficiency > 95%

TABLE 5. SUMMARY OF QA/QC CHECKS FOR ANALYTICAL PROCEDURES

Procedure Type Blank Field 

Blank

Duplicate 

Analysis

Continuing 

Calibration 

Check

Holding 

Time

Preservation 

During 

Storage

Light 

Alcohols

GC-FID 1 per batch 1 per 

day

1 per 10 

samples

1 per 10 

samples

6 days Keep at 

<4◦F

Aldehydes 

and 

Ketones

HPLC-UV 1 per batch 1 per 

day

1 per 10 

samples

1 per 10 

samples

15 minutes to 

extraction; 3 

days

Keep at 

<4◦F

HC 

Speciation

GC-FID 1 per day n/a no end of day 1 hour for C2-

C4 Analysis

protect from 

UV light

Particulate 

Matter 

Mass

Gravimetric Reference 

filter every 

2 hours

n/a At least three 

measurements 

on each filter

Monthly 

reference 

check

Filters may be 

out of chamber 

only ≤ 1 hr

Temperature 

and humidity 

control
SwRI Report 03.15777.01 I-10 

F. INSTRUMENT/EQUIPMENT TESTING, INSPECTION, AND MAINTENANCE

Gaseous analyzers conform to 40 CFR 86.1311 without deviation. Internal QC checks 

and corrective actions are summarized in Table 6. 

TABLE 6. INTERNAL QUALITY CONTROL CHECKS AND CORRECTIVE 

ACTION

EQUIPMENT 

AND/OR 

MEASUREMENT

OPERATIONAL CHECK CONTROL LIMIT(S)

(reference no.)

CORRECTIVE 

ACTION

Driver's aid Speed agreementa EPA(29) Repair and/or 

recalibrate

CVS

Propane recoveryb ±2%(25,29)

Check for leaks and 

by procedural 

assessment

Speed, RPMa ±5%(25,29) Check speed sensor 

and recalibrate rpm

Engine 

Dynamometer Load and Speed, RPMa Federal Register(25) Check and/or repair 

load cell and rpm 

indicator; recalibrate

CO bag analyzer CaSO4 and ascarite 

conditioning column Blue indicator of CaSO4

(25,29)

Change CaSO4 and 

ascarite column soon 

after CaSO4 indicator 

turns color. Leakcheck before 

continuing bag 

analysis.

NOx bag analyzer Percent efficiency of NO2 to 

NO converterb

Percent efficiency greater 

than 90%(25,29) Repair analyzer

Sampling bags Leak-check bags before and 

after each test

Bag holds gauge vacuum 

pressure of 27.6 in. Hg

Discard bag and note 

finding in test results. 

Repeat test as 

applicable.

HFID analyzer

Leak-check sampling systema Flowmeter float is at zero 

position

Correct leak before 

sample analysis

Sample gas temperature 

immediately before heated 

filter and before the HFIDa 375±10°F

(25,29)

Locate sampling line 

heating problem and 

correct before 

conducting sample 

analysis

Zero and span before each 

rangec

Zero at 0.0 of full- scale and 

span to set value(25,29)

Determine problem 

and adjust zero and 

span accordingly

Pre-analysis and postanalysis zero and span of 

each rangec

Zero and span drift- limit of 

2% of full- scale chart 

deflection(25,29) Repeat test

Pre-analysis and postanalysis tunnel HC backgroundsc

Continuous tunnel and bag 

HC backgrounds agree to 

within l% of full-scale chart 

deflection(25,29)

Determine cause for 

discrepancy and 

correct
SwRI Report 03.15777.01 I-11 

TABLE 6. INTERNAL QUALITY CONTROL CHECKS AND CORRECTIVE 

ACTION

EQUIPMENT 

AND/OR 

MEASUREMENT

OPERATIONAL CHECK CONTROL LIMIT(S)

(reference no.)

CORRECTIVE 

ACTION

47 mm filter 

sampling system

Leak-check sampling systema Flowmeter float is at zero 

position

Correct leak before 

particulate sampling

Sampling ratec Flowrate constant ±5% 

throughout test

Check for leaks or 

restrictions on 

sampling line and 

filter

47 mm reference 

filters Weight tolerancec ±1% of the nominal filter 

loading(27) Reweigh all filters 

being conditioned

Particle Dilution 

Tunnel

Particle sampling zone 

temperaturec 125°F or less Increase level of sample dilution

Aldehydes and 

ketones

Leak-check sampling systemc Flowmeter float is at zero 

position

Correct leak before 

sample collection

Sampling ratec Flowrate constant ±5% 

throughout test

Check for leaks or 

restrictions on 

sampling line and 

filter

Dry gas meter volumed Compare to flowmeter 

estimate

Recalibrate or replace 

dry gas meter

Aldehydes and 

ketones

Sample identificationc Date, project, cycle, and test 

no. if designated Correct labeling

Sample preparationc Within 15 minutes of end of 

sampled phase Void sample

Sample analysisc Within 3 days of end of 

sampled date Void sample

HC, CO, NOx, and 

CO bag analyzers

Leak-check analyzer 

sampling systema

Flowmeter float at zero 

position

Correct leak before 

bag analysis

Zero and span before each 

rangec

Zero at 0.0 of full-scale and 

span to set value(25,29)

If not adjustable using 

analyzer zero and 

gain control within 

specified limits, repair 

analyzer

Pre-analysis and postanalysis zero and span of 

each rangec

Zero and span drift limit of 

2% of full-scale meter 

reading(25,29) Repeat bag analysis

In the event of out of specification conditions, equipment should be repaired and 

recalibrated. If a significant delay will result, the project leader, Kevin Whitney is to be notified.

G. INSTRUMENT/EQUIPMENT CALIBRATION AND FREQUENCY

Sampling and analytical methodologies and test procedures adhere to Title 40 CFR Parts 

86 and 600 requirements. All equipment calibrations are conducted according to the schedules 

in 40 CFR § 86.116. Table 7 summarizes the relevant calibrations, Title 40 CFR citations, and 

their frequencies. Calibrations and QA/QC checks are discussed in more detail below.
SwRI Report 03.15777.01 I-12 

TABLE 7. EQUIPMENT CALIBRATIONS SUMMARY

Equipment Description Title 40 CFR 

Procedure Calibration Frequency

CO analyzer § 86.121 Monthly 

CO2 analyzer § 86.122 Monthly 

HC analyzer § 86.124 Monthly 

NOX analyzer § 86.123 Monthly 

Chassis dynamometer § 86.118 Daily

CVS system § 86.119 Weekly

Speciated Hydrocarbons EPA (41) Each Sample Set

Alcohols EPA (39) Each Sample Set

Aldehydes and Ketones EPA (1, 2, 3) Each Sample Set

Analytical equipment in the chemistry laboratories is calibrated at least once daily, with a 

calibration verification performed at the end of the batch.

G.1. Gas Meter Calibrations

 All gas meters, selected from the list of routinely used instruments given in the recall 

database, are calibrated to conform to 40 CFR 86.1320. Any necessary correction is made by 

mechanically adjusting the meter and recalibrating.

G.2. Gaseous Analyzers

The gaseous analyzers to be utilized in this program are discussed in the following 

sections.

G.2.1. Hydrocarbon Analyzers

The HC analyzers used in this testing program are calibrated in conformance with 40 

CFR 86.1321. 

G.2.2. Carbon Monoxide Analyzers 

The CO analyzers used in this testing program are calibrated in conformance with 40 

CFR 86.1322 and 40 CFR 89.320. 

G.2.3. Oxides of Nitrogen Analyzers

The NOx analyzers used in this testing program are calibrated in conformance with 40 

CFR 86.1323 and 40 CFR 89.321. 
SwRI Report 03.15777.01 I-13 

G.2.4. Carbon Dioxide Analyzers

The carbon dioxide (CO2) analyzers used in this testing program are calibrated in 

conformance with 40 CFR 86.1324 and 40 CFR 89.322. 

G.2.5. Methane Analyzers

The methane analyzers used in this testing program are calibrated in conformance with 

40 CFR 86.1325, without deviation. 

G.3. Analyzer Gases 

The gases used for instrument calibration conform to 40 CFR 86.114 and 40 CFR 89.312 

without deviation.

SwRI verifies each new working zero air (or N2) cylinder’s impurities to ensure that it is 

suitable for emissions analyzer zero checks. Comparisons between a certified Vehicle Emission 

Zero (VEZ) Gas (or equivalent) and the candidate zero gas will serve this purpose. SwRI will 

employ an emissions cart (or suite of instruments) that has been calibrated within the last 30 days 

for this procedure. The operator will zero the analyzers with certified VEZ gas and span them 

with NIST-traceable reference gases to ensure stability and minimal analyzer drift. The operator 

will then introduce the candidate cylinder’s zero gas to the sample train and record the HC, CO, 

CO2, and NOx values. The results must fall within specified ranges for the zero gas to be deemed 

suitable for instrumental analyzer calibrations.

Prior to the monthly exhaust emission analyzer calibrations, SwRI verifies the calibration 

gas divider linearity with an HC analyzer known to have a linear response and a HC span gas. 

The operator will first zero and then span the instrument such that the span occupies 100 meter 

or chart divisions. The operator will operate the divider in each of its settings in descending 

order and compare the observed results with a linear scale. The difference between the 

commanded and observed concentrations must be within ±2.0 percent of the commanded 

concentration. Also, this difference must be less than ±0.5 percent of the span value. 

NIST-traceable calibration gases, in conjunction with a verified gas divider and zero gas, 

will create individual gas concentrations with which to challenge each instrumental analyzer. 

The gas divider will generate 11 concentrations in 10 percent increments from 0 to 100 percent 

of each analyzer’s span. Analyzer response at each point must be within ±2.0 percent of the 

concentration or ±1.0 percent of span, whichever is more stringent. Zero gas response must be 

within ±0.2 percent of span (the CFR requires ±0.3 percent). If any point is outside these limits, 

operators will generate a new calibration curve.
SwRI Report 03.15777.01 I-14 

REFERENCES

1. Smith, L.R., Parness, M.A., Fanick, E.R., and Dietzmann, H.E., "Analytical Procedures for Characterizing 

Unregulated Emissions from Vehicles Using Middle-Distillate Fuels," Interim Report to the Environmental 

Protection Agency under Contract 68-02-2497, Report No. EPA 600/2-80-068, April 1980.

2. Dietzmann, H.E., Smith, L.R., et al, "Analytical Procedures for Characterizing Unregulated Pollutant 

Emissions from Motor Vehicles," EPA Report 600/2/79-17, February 1979.

3. Smith, L.R., "Characterization of Exhaust Emissions from Alcohol-Fueled Vehicles," Final Report, Project 

CAPE-30-81, Coordinating Research Council, Inc., May 1985.

4. Ames, B., McCann, J., and Yamasaki, E., "Methods for Detecting Carcinogens and Mutagens with the 

Salmonella/Mammalian-Microsome Mutagenicity Test," Mutation Research, 31, pp. 347-364, 1975.

5. Hames, R.J., Slone, R.J., Perez, J.M., and Johnson, J.H., "Cooperative Evaluation of Techniques for 

Measuring Diesel Exhaust Odor Using The Diesel Odor Analysis System (DOAS)," SAE Paper 800422, 

presented at Congress Exposition, Detroit, Michigan, February 1980.

6. Based on data provided by EPA/RTP (Peter A. Gabele, May 5, 1982).

7. Personal communication with Gail Hutchins, Gailbraith Laboratories, May 17, 1982.

8. Swarin, S.J., and Williams, R.L., "Liquid Chromatographic Determination of Benzo(a)pyrene in Diesel 

Exhaust Particulate: Verification of the Collection and Analytical Methods," Research Publication GMR3127, General Motors Research Laboratories, Warren, Michigan, October 1979.

9. Measurement and Characterization of Diesel Exhaust Emission" (CRC- APRAC Project No. CAPI-l-64), 

Chemical Characterization Panel, CRC- Program Group on Composition of Diesel Exhaust, Coordinating 

Research Council, Inc., December 1980.

10. Federal Register, "Heavy-Duty Engines for 1979 and Later Model Years," Vol. 45, No. 174, September 8, 

1977. 

11. Federal Register, Vol. 42, No. 124, Tuesday, June 28, 1977.

12. Federal Register, Vol. 45, Wednesday, March 5, 1980.

13. Bykowski, B. B., "Characterization of Diesel Emissions from Operation of a Light-Duty Diesel Vehicle on 

Alternate Source Diesel Fuels," Final Report, Contract No. 68-03-2884, Task Specification Number 3, U.S. 

Environmental Protection Agency, November 1981.

14. Bykowski, B. B., "Characterization of Diesel Emissions as a Function of Fuel Variables," Final Report, 

Contract 68-03-2707, U.S. Environmental Protection Agency, April 1981.

15. Hare, C. T., "Characterization of Gaseous and Particulate Emissions from Light-Duty Diesels Operated on 

Various Fuels," Final Report, Contract 68-03-2440, U.S. Environmental Protection Agency, July 1979.
SwRI Report 03.15777.01 I-15 

16. Federal Register, Volume 42, No. 124, Part III, June 28, 1977.

17. Bykowski, B. B., "Gasohol, TBA, MTBE Effects on Light-Duty Emissions," Final Report, Contract No. 68-03-

2377, Task 6, U.S. Environmental Protection Agency, October 1979.

18. Instruction Manual/Bulletin No. 21-78-220IM "Sierra 220 In-Stack Cascade Impactors and Cyclone Preseparator," 

Sierra Instruments, Inc., Carmel Valley, CA 93924.

19. Smith, L.R., "Nitrosamines in Vehicle Interiors," Final Report, Contract 68-02-2884, Task 2, U.S. Environmental 

Protection Agency, September 1981.

20. Nie, N. H., Hull, C. Hadlai, Jenkins, J. G., Steinbrenner, K., and Bent, D. H., 'SPSS', McGraw-Hill, New York, New 

York 1975.

21. Health Sciences Computing Facility, "BMDP Biomedical Computer Programs, P-Series 1979," University of 

California Press, Los Angeles, California, 1979.

22. Martin, S.F., "Diesel Particulate by 1986 HD Transient Federal Test Procedure," Final Report to the Engine 

Manufacturers Association, October 1981.

23. Ullman, T.L., Mason, R.L., Montalvo, D.A., "Study of Fuel Cetane and Aromatic Content Effects on Regulated 

Emissions from Heavy-Duty Diesel Engine," Final Report to the Coordinating Research Council, Inc., September 

1990. 

24. Federal Register, "Heavy-Duty Engines for 1979 and Later Model Years," Vol .45, No. 174, September 8, 1977.

25. Federal Register, "Gaseous Emission Regulations for 1984 and Later Model Year Heavy-Duty Engines," Vol. 45, 

No. 14, January 21, 1980.

26. Dietzmann, H.E., and Parness, M.A., "Study of Emissions from Trucks Over Transient Driving Cycles," Final 

Report to the Environmental Protection Agency under Contract 68-02-2993, 1980.

27. Federal Register, "Control of Air Pollution from New Motor Vehicles and New Motor Vehicle Engines; Particulate 

Regulation for Heavy-Duty Diesel Engines," Wednesday, January 7, 1981. 

28. Ullman, T.L., and Hare, C.T., "Emission Characterization of an Alcohol/Diesel-Pilot Fueled Compression-Ignition 

Engine and Its Heavy-Duty Diesel Counterpart," Final Report EPA 460/3-81-023, prepared under Contract No. 68-

03-2884, Task Specification 6 for the Environmental Protection Agency, August 1981.

29. EPA Technical Report SDSB79-08, "Recommended Practice for Determining Exhaust Emissions from Heavy-Duty 

Vehicles under Transient Conditions," February 1979.

30. Maron, D.L., and Ames, B.N., "Revised Methods for the Salmonella Mutagenicity Test." Mutation Research, 

Elsevier Biomedical Press, pages 173-215, 1983.

31. "SwRI Radiographic Inspection of Non-nuclear Components" OP-17-40-001. Southwest Research Institute, San 

Antonio, Texas, July 1982. 
SwRI Report 03.15777.01 I-16 

32. "EXAM Methods," EDAX International, Prairie View, Illinois, 1972.

33. Model 1610 Scanning Electron Microscope Operators Manual, " AMRAY, Inc. Bedford, Mass.

34. "TN-5500 X-ray Analyzer Operation Manual," Tracor Northern, Middleton, Wisconsin, December 1984.

35. Personal communication with Bob Rau, X-ray Diffraction Service, June 9, 1986.

36. "Instruction Manual for Flowsorb II 2300," Micromeritics Instrument Corp., Norcross, Georgia.

37. Element Analysis Corp. Quality Assurance, Tallahassee, Florida.

38. "Calculation of Precision, Bias, and Method Detection Limit for Chemical and Physical Measurements," 

Chapter 5, issued by Quality Assurance Management and Special Studies Staff, Office of Monitoring 

Systems and Quality Assurance, Office of Research and Development, United State Environmental 

Protection Agency, Washington, DC 20460, March 30, 1984.

39. Smith, L.R. and Urban, C.M., "Characterization of Exhaust Emissions from Methanol- and GasolineFueled Automobiles," Final Report to the Environmental Protection Agency under Contract No. 68-03-

2884 Task Specifications 11 and 12 and Contract No. 68-03-3073 Work Assignments 1 and 3, EPA 

Publication 460/3-82-004, August 1982.

40. SAS, SAS Institute Inc., Version 5.08, 1985, Box 8000, Cary, N.C. 27511-8000. 

41. Smith, L.R., "Butadiene Measurement Methodology," Final Report EPA 460/3-88-005 prepared for the 

N\Environmental Protection Agency, under Contract No. 68-03-4044, Work Assignment B-1, Approved 

for Publication August 1988. 

42. Smith, L.R., "Vapor Generation of Fuels," Final Report EPA 460/3-87-001 prepared for the Environmental 

Protection Agency under Contract No. 68-03-3353, Work Assignment B-7, August 1987.

43. "Test Procedure for the Measurement of Exhaust Emissions from Marine Engines - ICOMIA Standard No. 

34-88," International Council of Marine Industry Associations, 1989.

44. 40 CFR, Part 86, Subpart N.

45. Swarin, S.J., Loo, J.F., Chladek, Drouillard, M.S., and Tejada, S., "Advanced Emission Speciation 

Methodologies for the Auto/Oil Air Quality Improvement Research Program - II. Aldehydes, Ketones, and 

Alcohols," SAE Technical Paper No. 920321, Detroit, Michigan, February 1992.

46. Schuetzle, D., Jensen, T.E., Nagy, D., Prostak, A., and Hochhauser, A., "An Overview of the Advanced 

Emissions Speciation Methodologies Developed for Phase I of the Auto/Oil Program," Anal. Chem. 63, 

1A-8A, 1991.
APPENDIX J

EPACT NMOG CALCULATION PROTOCOL
SwRI Report 03.15777.01 J-1 

EPAct NMOG Calculation Protocol

19-Feb-2009 

The series of calculations shown here (Equations (1) through (6)) must be performed separately 

for each test phase (bag). The NMOG mass results can then be weighed in the usual way to form 

a test cycle composite emission rate. 

First we calculate corrected NMHC concentration for dilute exhaust (subscript e) and dilution air 

(subscript d) as follows: 

e e CH4 e MeOH e EtOH Pre OH e AcetHO AcetHOe NMHC = r4CHrFIDHC rEtOHrMeOH Pr rOH ⋅−⋅−⋅−⋅−⋅− (1) 

d d CH4 d MeOH d EtOH Prd OH d AcetHO AcetHOd NMHC = r4CHrFIDHC rEtOHrMeOH Pr −⋅−⋅−⋅−⋅− rOH ⋅ (2) 

Note that these values are all as ppmC (so speciation results for EtOH, PrOH, and AcetHO 

reported in ppm of the particular chemical compound will need to be multiplied by 2 or 3 

depending on the number of C atoms in the compound). 

The following constant values shall be used for FID response factors: 

 rCH4 = 1.15 ppmC/ppmC (this program)

 rMeOH = 0.63 ppmC/ppmC (this program)

 rEtOH = 0.74 ppmC/ppmC (this program)

 rPrOH = 0.85 ppmC/ppmC (CARB)

 rFormHO = 0.00 ppmC/ppmC (various sources)

 rAcetHO = 0.51 ppmC/ppmC (this program)

Next, we must calculate the dilution factor to be used in generating the net NMHC concentration:

( )

( ) 4 2CO e NMHCe e MeOH4CH e Pr OHe EtOHe FormHOe AcetHOe e 10CO

z5.0y25.0x76.3y5.0x

x 100

DF − + +++++ + ⋅+





 





−+⋅++ ⋅

= (3) 

The parameters x, y and z in Eq. (3) are coefficients taken from the chemical formula CxHyOz of 

a test fuel. The procedure to calculate their values is provided in Appendix 2. 

Once the DF is determined, we calculate the net NMHC concentration as follows:





 



 −⋅−= DF

1 NMHCconc NMHCe d 1NMHC (4) 

Then we compute NMHCmass: 

6 NMHCmass Vmix DensityNMHC NMHCconc 10− ⋅= ⋅ ⋅ (5) 
SwRI Report 03.15777.01 J-2 

Equations (4) and (5) must be repeated for each emission being considered. Vmix is the volume of 

dilute exhaust collected during a given phase of the test cycle, measured in standard cubic feet. 

Density is the calculated gas phase density of a particular species treated as a C1HyOz ideal gas. 

The following values of gas phase density shall be used:

DensityNMHC = 16.334 g/ft3

DensityMeOH = 37.718 g/ft3

DensityEtOH = 27.115 g/ft3

DensityPrOH = 23.581 g/ft3

DensityFormHO = 35.345 g/ft3

DensityAcetHO = 25.929 g/ft3

To generate the NMOG figure, we need methanol, ethanol, 2-propanol, formaldehyde and 

acetaldehyde mass emissions as computed using Eq. (4) and (5) based on measured 

concentration values form the speciation results (as in Eq. (1) and (2)). 

Finally, then, NMOG mass emissions can be computed as follows:

NMOGmass = NMHCmass + MeOHmass +EtOHmass +Pr OHmass + FormHOmass + AcetHOmass (6) 

Once NMOGmass calculations have been completed for all three phases (cold transient (ct), 

stabilized (s) and hot transient (ht)) of the LA92 test cycle they, calculate the total weighted 

NMOG emissions using the following formula:

































+

+

⋅+

+

+

⋅=

s

D ht D

mass.s

NMOG mass.ht NMOG

0.57

s

D ct D

mass.s

NMOG mass.ct NMOG

0.43

wm

NMOG (7) 

For tests where there is no bag 2 or 3 speciation data, NMOG shall be computed assuming 

emission levels for oxygenated species in bags 2 and 3 are zero.
SwRI Report 03.15777.01 J-3 

Attachment 1 

Definitions

NMHCe – Concentration of NMHC in dilute exhaust sample, ppm C equivalent 

FIDHCe - Uncorrected concentration of HC in dilute exhaust sample as measured by the FID, 

ppm C equivalent

CH4e – Concentration of methane in dilute exhaust sample as measured, ppm C equivalent

MeOHe - Concentration of methanol in dilute exhaust sample as measured, ppm C equivalent

EtOHe - Concentration of ethanol in dilute exhaust sample as measured, ppm C equivalent

PrOHe - Concentration of 2-propanol in dilute exhaust sample as measured, ppm C equivalent

FormHOe - Concentration of formaldehyde in dilute exhaust sample as measured, ppm C 

equivalent

AcetHOe - Concentration of acetaldehyde in dilute exhaust sample as measured, ppm C 

equivalent

CO2e - Concentration of carbon dioxide in dilute exhaust sample as measured, percent

COe - Concentration of carbon monoxide in dilute exhaust sample as measured, ppm

rCH4 - FID response to methane, ppmC/ppmC

rMeOH - FID response to methanol, ppmC/ppmC

rEtOH - FID response to ethanol, ppmC/ppmC

rPrOH - FID response to 2-propanol, ppmC/ppmC

rFormHO - FID response to formaldehyde, ppmC/ppmC

rAcetHO - FID response to acetaldehyde, ppmC/ppmC

NMHCd - NMHC concentration in dilution air, ppm C equivalent

FIDHCd - Uncorrected HC concentration in dilution air sample as measured by the FID, ppm C 

equivalent

CH4d - Concentration of methane in dilution air sample as measured, ppm C equivalent

MeOHd - Concentration of methanol in dilution air sample as measured, ppm C equivalent

EtOHd - Concentration of ethanol in dilution air sample as measured, ppm C equivalent

PrOHd - Concentration of 2-propanol in dilution air sample as measured, ppm C equivalent

FormHOd - Concentration of formaldehyde in dilution air sample as measured, ppm C equivalent

AcetHOd - Concentration of acetaldehyde in dilution air sample as measured, ppm C equivalent

DF - Dilution factor

x - Carbon-to-carbon ratio in formula CxHyOz determined as in Appendix 2 for the fuel used (by 

definition x=1)

y - Hydrogen-to-carbon ratio in formula CxHyOz determined as in Appendix 2 for the fuel used 

z - Oxygen-to-carbon ratio in formula CxHyOz determined as in Appendix 2 for the fuel used 

X – Carbon mass fraction of the fuel 

Y – Hydrogen mass fraction of the fuel 

Z – Oxygen mass fraction of the fuel 

NMHCconc – Concentration of NMHC in dilute exhaust sample corrected for background, ppm C 

equivalent

MeOHconc - Concentration of methanol in dilute exhaust sample corrected for background, ppm 

C equivalent
SwRI Report 03.15777.01 J-4 

EtOHconc - Concentration of ethanol in dilute exhaust sample corrected for background, ppm C 

equivalent

PrOHconc - Concentration of 2-propanol in dilute exhaust sample corrected for background, ppm 

C equivalent

FormHOconc - Concentration of formaldehyde in dilute exhaust sample corrected for background, 

ppm C equivalent

AcetHOconc - Concentration of acetaldehyde in dilute exhaust sample corrected for background, 

ppm C equivalent

Vmix - Volume of dilute exhaust collected during a given phase of the test cycle, scf

DensityNMHC – Density of NMHC treated as a C1Hy ideal gas at standard conditions of 293.16oK 

and 760 mm Hg, g/ft3

DensityMeOH - Density of methanol treated as a C1HyOz ideal gas at standard conditions of 

293.16o

K and 760 mm Hg, g/ft3

DensityEtOH - Density of ethanol treated as a C1HyOz ideal gas at standard conditions of 293.16oK 

and 760 mm Hg, g/ft3

DensityPrOH - Density of 2-propanol treated as a C1HyOz ideal gas at standard conditions of 

293.16o

K and 760 mm Hg, g/ft3

DensityFormHO - Density of formaldehyde treated as a C1HyOz ideal gas at standard conditions of 

293.16o

K and 760 mm Hg,ft3

DensityAcetHO - Density of acetaldehyde treated as a C1HyOz ideal gas at standard conditions of 

293.16oK and 760 mm Hg, g/ft3

MNMHC - Molecular mass of NMHC treated as a C1Hy, g/mole, calculated according to the 

formula provided in Appendix 3 

NMOGmass - NMOG mass, g/test phase

NMHCmass - NMHC mass, g/test phase

MeOHmass - Methanol mass, g/test phase

EtOHmass - Ethanol mass, g/test phase

PrOHmass - 2-propanol mass, g/test phase 

FormHOmass - Formaldehyde mass, g/test phase

AcetHOmass - Acetaldehyde mass, g/test phase

NMOGwm – Weighted NMOG emissions, g/mile

NMOGmass.ct - NMOG mass emitted during the cold transient phase of the test cycle, g/test phase

NMOGmass.s - NMOG mass emitted during the stabilized phase of the test cycle, g/test phase

NMOGmass.ht - NMOG mass emitted during the hot transient phase of the test cycle, g/test phase

Dct - Distance driven by the test vehicle on a chassis dynamometer during the cold transient 

phase of the LA92 test cycle, miles

Ds - Distance driven by the test vehicle on a chassis dynamometer during the stabilized phase of 

the LA92 test cycle, miles

Dht - Distance driven by the test vehicle on a chassis dynamometer during the hot transient phase 

of the LA92 test cycle, miles
SwRI Report 03.15777.01 J-5 

Attachment 2 

Calculation of x, y and z Coefficients in Formula CxHyOz Using Fuel C, H and O Content Data 

The carbon-to-carbon ratio x in formula CxHyOz by definition equals 1. The hydrogen-to-carbon 

and oxygen-to-carbon ratios y and z, respectively, can be calculated using the following 

equations: 

 

12.011

X

1.008

Y

y = (A2.1) and 

12.011

X

15.999

Z

z = (A2.2) where: 

X – Carbon mass fraction of the fuel

Y – Hydrogen mass fraction of the fuel

Z – Oxygen mass fraction of the fuel

The values of X, Y and Z will be provided by the EPA for all fuels tested in the EPAct Program.
APPENDIX K

LOD/LOQ METHOD
SwRI Report 03.15777.01 K-1 

LOD/LOQ Method for EPAct/V2/E-89 Program at SwRI® 

This document is a description of the method that will be used for handling chemistry 

data in the EPAct/V2/E-89 Program, with respect to Limit of Detection (LOD) and Limit of 

Quantification (LOQ). In addition to describing the final method for processing the data, the 

methods used to determine and track LOD and LOQ are described, as well as the reasoning 

behind the method and the background and experiments which led to its development.

Most of this discussion is related specifically to the carbonyl and alcohol data, where 

potential interference from the sampling media is significant issue.

Root Issue

The primary problem for which this method was developed is how to properly address 

media interference in the measurement process when the exhaust samples themselves are at 

levels similar to that interference. This problem arises because we are using methods and media 

which were developed for use at much higher measurement levels (and which are perfectly 

adequate for those higher levels).

For example, based on our experiments, most of the media interference for carbonyls is 

on the order of 0.5 mg/mile or less, which is similar to the levels were are trying to quantify in 

the exhaust samples. It is important to recognize that the traditional process has been developed 

to determine compliance with formaldehyde standards on the order of 4 to 18 mg/mile, and to 

quantify even higher values on pre-Tier 2 vehicles, where this level of blank interference 

represents at most 10% of the standard. We are trying to use the same process to quantify values 

an order of magnitude lower than that, and this has required some refinement of the process. 

Proposed QA Blank Tracking and Data Analysis Process

It should be noted that all of this tracking is done on a compound-by-compound basis, so 

that (for instance) an issue might be observed only on acrolein while all other compounds could 

still be within limits.

1. The laboratory and field blanks are analyzed in a daily basis to determine a daily 

average blank value ( i blank ). 

2. Data from these blanks are tracked over time, and are used to generate a 5-day

moving average ( blank ), and an associated standard deviation (σblank).

3. The daily blanks for a given test day ( i blank ) are first evaluated in comparison to the 

previous 5-day average as follows:

Is i blank blank blank ≤− 3σ ? 

a. If the above answer is Yes, update the 5-day blank and σblank, and proceed with 

data analysis. This indicates that the current blank falls within acceptable 

variation from the running average, and is described in Step 4 below. 
SwRI Report 03.15777.01 K-2 

b. If the above answer is No, then the current blank is outside the normal range of 

variation and is flagged for review. This process is described further below in 

Step 5. 

4. Data analysis for “normal” blanks (Case 3a, answer to 3 is Yes). Each analyzed 

sample (which is either a dilution air background or a dilute exhaust sample) is 

compared individually to the 5-day blank and σblank. 

a. Is uncorrected blank sample blank ≤− 3σ ? 

b. If the answer to 4a is No, then calculate the blank corrected sample as follows:

sample sample blank corrected = uncorrected −

c. If the answer to 4a is Yes, then report = 0 corrected sample for that given 

sample. The means that the difference between the sample and the blank does not 

rise above the level of noise in the blanks (i.e., we cannot tell the difference 

between the sample and a media blank).

d. Analysis then proceeds normally with background correction (using the dilution 

factor) and mass calculations. The final analyzed mass is always reported. 

Negative masses are reported as zero and set to zero on a bag-by-bag basis prior 

to composite calculations. 

e. Analysis Complete, Proceed to Reporting. 

5. Review of and processing “outlier” blanks (Case 3b, answer to 3 is No). 

a. Manual review of blank data chromatograms to determine if an analytical 

problem is at fault, and correct if possible. 

b. Manual review of blank data and association with sample/background samples to 

determine if the blank itself is an outlier or if there is a shift observed for all 

samples and blanks on that day.

c. If blank itself is an outlier, discard and process test data (as described in Step 4)

using the previous 5-day average. Do not update blank and σblank. 

d. If the shift is consistent for all samples, backgrounds, and blanks on that day, 

process test data (as described in Step 4) BUT use the daily average blank value 

i blank in place of blank for that day only. Do not update blank and σblank. 

6. Media Shift.

a. If outlier behavior is consistent for three days running, blanks may have shifted. 

In other words, if a blank value shifts from low to high, but then stays high for 
SwRI Report 03.15777.01 K-3 

three days, this may indicate a shift in the media, rather just an outlier. If this is 

the case, data will be reviewed.

b. If it is determined to be appropriate, blank and σblank will be reset (initially with 

values from the three days of question). Note this will be done on a compoundby-compound basis. 

It should be noted that there are multiple review steps throughout this process in the event 

of outliers. It is hoped that over the course of these review steps, any process issues which may 

have contributed to either an increase in the frequency of outliers or a shift in blank values can be 

identified and corrected.

Background on Process Development

To establish an appropriate method for determination of the LOQ for a given 

measurement, it is necessary to understand the key factors driving measurement variability. 

These factors will vary depending in the measurement in question. 

In the case of gaseous HC speciation measurements, the primary driver is analytical 

variability. Experiments have indicated that the bag media do not contribute in a significant 

manner to the measurement, which is not unexpected given the requirements on the media with 

respect to HC off-gassing, as well as the multiple purge-evacuation processes designed to 

eliminate carryover. Therefore, the repeatability of the GC instrument was quantified and an 

LOQ was established in terms of raw area counts at 200 counts. This analytical LOQ was 

determined by examining repeat measurements of low-level standards. LOD and LOQ are then 

determined by examining the ratio between the standard peak height and the noise response. The 

LOD is the lowest concentration where the standard-to-noise ratio is 3 to 1, while the LOQ is 

defined as the lowest concentration where the standard-to-noise ratio is 10 to 1. These ratios 

follow standard good laboratory practice for GC analysis. Any analyzer response below this

LOQ in terms of area counts is reported as a zero, because we cannot reliably quantify a number 

below this threshold. Note that this process is done on every individual measurement, including 

samples and backgrounds, before the numbers are fed into calculations to determine mass.

For the carbonyls, and to a lesser extent alcohols, the sample media have a much higher 

potential for interference. Table 1 shows a comparison of analytical instrument LOD versus the 

average blank levels, with the data given as raw area counts. The values in the table compare 3σ 

for the instrument (as quantified by multiple analyses of a standard of 0.0003 ug/ml) against 3σ 

for the blanks (as quantified by examining multiple blanks). This comparison demonstrates that 

the variation in blank area counts is at a much higher level than the instrument LOD, which 

indicates that blank variation is the dominant source of variability in the measurement.
SwRI Report 03.15777.01 K-4 

TABLE 1. COMPARISON OF INSTRUMENT AND BLANK VARIABILITY FOR 

CARBONYLS (AREA COUNTS)

To determine an appropriate method to deal with this variation, it was also necessary to 

determine if this variation is present on a day-to-day basis, a batch-to-batch basis (i.e., different 

batches or lots of cartridges), or on the basis of individual blanks. Two data sets were used for 

this analysis. One data set is similar to the set shown above which includes area count values for 

blanks determined over a period of three months’ time, including about 60 days of data and 

covering more than one batch. The second data set was generated but taking 10 blanks from a 

single batch and analyzing all of them in a single analytical run on the same day. The results are 

summarized below in Table 2, with the data given as raw area counts.

TABLE 2. COMPARISON OF LONG-TERM AND SHORT-TERM CARBONYL 

COMPOUND BLANK VARIABILITY

Compound

Instrument 

LOD

Blank 

Average

FORMALDEHYDE 984 2823

ACETALDEHYDE 1285 9217

ACROLEIN 757 1115

ACETONE 661 39183

PROPIONALDEHYDE 850 1070

CROTONALDEHYDE 392 1605

N-BUTYRALDEHYDE + MEK 785 6002

BENZALDEHYDE 437 1707

HEXANALDEHYDE 326 1154

ISOVALERALDEHYDE 371 4155

VALERALDEHYDE 716 976

O-TOLUALDEHYDE 389 1659

M/P-TOLUALDEHYDE 383 1762

DIMETHYLBENZALDEHYDE 496 1291

90-day Single batch 90-day Single batch

Formaldehyde 3460 3647 941 1070

Acetaldehyde 7858 6791 3072 2677

Acrolein 253 354 372 389

Acetone 21482 20767 13061 5020

Propionaldehyde 256 389 357 409

Crotonaldehyde 432 430 535 465

N-butyraldehyde & MEK 2172 1722 2001 2303

Benzaldehyde 783 593 569 316

Isovaleraldehyde 262 381 385 486

Valeraldehyde 1787 1733 1385 1283

o-Tolualdehyde 128 43 325 108

m/p-Tolualdehyde 437 255 553 149

Hexanaldehyde 1512 1898 587 746

Dimethylbenzaldehyde 267 8 430 25

Average Standard Deviation

Compound
SwRI Report 03.15777.01 K-5 

In most cases the average and standard deviations for both data sets were very similar. 

This indicates that the variation exists on a cartridge-to-cartridge basis, even within a single 

batch, and that this short-term media variation cannot be distinguished from any longer term 

factors. There are a few compounds that do not follow this trend such as acetone, wherein the 

variations are likely also driven by daily variations in the laboratory environment. 

As a result of this determination, the practice of using a daily blank for correction of 

samples for that given day is problematic, because the cartridge-to-cartridge variability means 

that a daily blank set may not necessarily represent the sample cartridges. Therefore, it is 

necessary to average a number of blanks over time to represent the media correctly. However, 

any method must also track sudden shifts in media which do occur from time to time, as well as 

dealing with individual outliers.

Blank data for both formaldehyde and acetaldehyde are given in Figure 1 and Figure 2, 

respectively, showing different kinds of behavior that need to be addressed. In the case of 

formaldehyde, the blanks are generally well behaved, with some slow movement over time 

indicated. However, there are also individual outliers that need to be dealt with. On the other 

hand, the acetaldehyde blanks show periodic and significant shifts, such as a shift which occurs 

at about Blank 59 from a low level to a higher level. On review this shift is also present in actual 

test samples and backgrounds from that day, indicating a real shift in the media or process.

Similar data were examined for the heavier carbonyls, and a similar analysis was also 

performed for the alcohols (although in the case of alcohols only the methanol data showed 

evidence of variability). Based on all of these data, it was determined that a 5-day moving 

window for would be appropriate to properly characterize media blank variation, while also 

being short enough to detect movement of the blanks. In addition, the inclusion of a 3-sigma 

outlier test to trigger manual data review accounts for detection of outlier days, which might 

result from either an individual blank issue or a shift which affects an entire test day. Finally, a 

provision is included to reset the daily average, in the event that a real long-term shift is observed 

over several days, such as observed from time to time in the acetaldehyde data.

Figure 3 shows acetone blanks over the same time window. In this case there are several 

outlier days, which upon analysis were reflected in the data for that day, but then the blank levels 

returned to normal. Thus far, we believe that acetone is uniquely affected by laboratory 

environment given the presence of acetone in many places. In these cases, the blanks for that 

day should be used to process that data for that day, but the running average should not be 

disturbed for an outlier day. 
SwRI Report 03.15777.01 K-6 

FIGURE 1. FORMALDEHYDE BLANK TRACKING

FIGURE 2. ACETALDEHYDE BLANK TRACKING

Formaldehyde Blank Tracking (March 2009 - June 2009)

0

1000

2000

3000

4000

5000

6000

7000

0 20 40 60 80 100 120 140

Blank Number (2 per day)

Area Counts

Formaldehyde Blank Area Counts 5-Day Moving Average

Acetaldehyde Blank Tracking (March 2009 - June 2009)

0

2000

4000

6000

8000

10000

12000

14000

16000

0 20 40 60 80 100 120 140

Blank Number (2 per day)

Area Counts

Acetaldehyde Blank Area Counts 5-Day Moving Average
SwRI Report 03.15777.01 K-7 

FIGURE 3. ACETONE BLANK TRACKING

Figure 4 illustrates a running example of the final blank process that was developed using 

formaldehyde as an example. The figure shows the five-day running average blank value (note 

that there are two blanks analyzed per day, as well as the five-day running 3σ upper and lower 

control limits. As noted there are occasional single blanks which rise above those limits, which 

would trigger review. In these cases, the review indicates that these were outliers that were not 

represented in the data, and therefore, these measurements were not used to modify the running 

average or control limits. In one case, near Run 45 the control limits are very tight due to a 

period of time when the variation was small. In this case, although the blanks shown are slightly 

above the 3σ limit, the movement is small and still well within the historical norm, and in that 

case the judgment is made to utilize the data. This example also underscores the fact that a set of 

process rules are not a complete replacement for good engineering judgment.

Acetone Blank Tracking (March 2009 - June 2009)

0

10000

20000

30000

40000

50000

60000

70000

80000

0 20 40 60 80 100 120 140

Blank Number (2 per day)

Area Counts

Acetone Blank Area Counts Series2 5-Day Moving Average

Outlier days - reflected in data for 

that day but not stable for more 

than 2-days - blanks used to 

process that day but NOT in 

running average
SwRI Report 03.15777.01 K-8 

FIGURE 4. FINAL BLANK PROCESS EXAMPLE WITH FORMALDEHYDE

Figure 5 illustrates a similar example for methanol tracking. Methanol appears to be 

affected by periodic issues which generate a low level noise in both blanks and samples, which 

could result in erroneous reporting of methanol and therefore affect NMOG calculation. This is 

confirmed by the fact that when the blanks are clean there is also no methanol detected in 

exhaust samples. The developed QA process is able to detect this noise and account for its effect 

on the data, so that only a significant quantity of real methanol emission would be reported, and 

the data are not disturbed by this process noise. In areas of media/process variability, the 3-

sigma screening value (yellow triangles) rises, as shown in Figure 5. Therefore, the LOQ 

screening process outlined earlier of checking the different between sample and blanks against 

the five-day 3-sigma would be an effective screening for this issue.

Formaldehyde Blank Tracking (March 2009 - June 2009)

0

1000

2000

3000

4000

5000

6000

7000

8000

9000

10000

0 10 20 30 40 50 60 70

Day Number

Area Counts

5-DayAverage 5-Day 3Sigma + 5-Day 3Sigma - Individual Blanks

Outlier blanks not used in 5-day 

average

Small shift outside 

current 3sigma but 

still acceptable
SwRI Report 03.15777.01 K-9 

FIGURE 5. FINAL BLANK PROCESS EXAMPLE WITH METHANOL 

Methanol Blank Tracking (March 2009 - June 2009)

10

210

410

610

810

1010

1210

0 10 20 30 40 50 60 70 80

Test Day

Area Counts

Individual Blanks 5-Day Average 5-Day 3Sigma +

Outlier day, 

significant effect 

on samples Region of blank noise, similar 

behavior of samples, 3sigma 

data screening cleans up this 

process issue in data

Clean blanks, 

no methanol in 

samples either
APPENDIX L

EPA FUEL SAMPLING PROCEDURE FOR CARRYOVER 

EXPERIMENTS
SwRI Report 03.15777.01 L-1 

November 12, 2008 

Procedure for Sampling and Handling of Gasoline Samples 

1. Make sure that the fuel in drum, sampling equipment and sample container are at 50oF 

max

• It is strongly advisable that the sample container be cooled in an ice chest

• Use a hand transfer pump 

• The glass sampling container must meet the following requirements:

i. At least 1 qt. capacity

ii. Amber colored. 

iii. Its cap must be equipped with a neoprene seal

2. Position the sampling tube to take the fuel sample from the mid level of whatever fuel 

quantity is left in the drum

• It is recommended that a separate rigid tube of required length be used to sample 

fuel from a full drum and from a nearly empty (~ 15% full) drum 

3. Using the hand transfer pump, activate the flow of fuel from the drum into a slop 

container and slop at least 1 qt. of fuel

4. Fill the sample container to 75-80% of capacity and seal tightly to prevent sample losses

• Make sure that during sampling the fuel flows gently (w/o splashing) into the 

sampling container. Use a filling tube that reaches to the bottom of the container

5. Store the sample at 0 to 1o

C in a cooling bath or a refrigerator prior to opening the sample 

container for RVP measurement 

6. Have the sample analyzed as quickly as possible
APPENDIX M

FUEL BLENDING EXPERIMENT TO CHARACTERIZE CARRYOVER 

EFFECTS
SwRI Report 03.15777.01 M - 1 

Investigation of Fuel Carryover Effects on Distillation Parameters

July 27, 2009

Fuel 1 Fuel 2 Fuel 1 Fuel 27 Fuel 1 Fuel 6 Fuel 2 Fuel 21 Fuel 27 Fuel 21

Ethanol Content vol. % 10 0 10 15 10 10 0 20 15 20

T50 oF 150 240 150 220 150 190 240 160 220 160

T90 oF 300 340 300 340 300 340 340 300 340 300

DVPE psi 10.0 10.0 10.0 6.65 10.0 6.65 10.0 6.65 6.65 6.65

Aromatics vol. % 15 15 15 15 15 15 15 40 15 40

EtOH

Target Meas. Target Meas. Target Meas.

Fuel 1 Fuel 2

10 100 0 10 9.93 150 149.8 300 297.2

0 0 100 10 10.22 240 237.9 340 339

5 95 10.64 236 338.8

95 5 10.05 150.6 301.7

Fuel 1 Fuel 27

10 100 0 10 9.93 150 149.8 300 297.2

15 0 100 6.65 6.87 220 221.7 340 339.3

5 95 7.01 216.1 339.2

95 5 9.81 150.9 301.9

Fuel 1 Fuel 6

10 100 0 10 9.93 150 149.8 300 297.2

10 0 100 6.65 7.21 190 189.4 340 340.3

5 95 7.23 186 339.2

95 5 9.72 150.4 301.7

Fuel 2 Fuel 21

0 100 0 10 10.22 240 237.9 340 339

20 0 100 6.65 6.98 160 168.8 300 304.8

5 95 7.27 169.2 305.9

95 5 10.75 235.8 336.4

Fuel 27 Fuel 21

15 100 0 6.65 6.87 220 221.7 340 339.3

20 0 100 6.65 6.98 160 168.8 300 304.8

5 95 6.95 168.6 305.2

95 5 6.83 217.8 338.9

►Follow EPAct Fuel Sampling Procedure

►Blend fuels A3, A4, B3, B4, C3, C4, D3, D4, E3 and E4

►Perform D86 test on the fuels of each set in the course of a single day

 ▬ Use exclusively OptiDist equipment

 ▬ Use the same distillation still for all tests

 Fuel 27: 1/2 gal

Fuel Pair C Fuel Pair D Fuel Pair E

21

2

Components

Fuel Set C

Test Fuel

Fuel Set D

27

Scope of Work:

PROPERTY UNIT

Test Fuel Sets

Fuel Pair A Fuel Pair B

 Fuel 2: 1/2 gal

 Fuel 6: 1 qt

 Fuel 21: 1/2 gal

E4

E3

21

Test Fuel

B4

B3

27

1

D3

 are being tested on that day

Components

Fuel Set E

Components Test Fuel

►Obtain samples of fuels 1,2,6,21 and 27

 Sample sizes (~2X needed volume):

Test Fuel

 Fuel 1: 1 gal

D4

2

► Note: The same fuel need not be tested twice on a given day, if it belongs to two different fuel sets which

6

1

C4

C3

Fuel Set B

A3

A4

Components

RVP T50 T90

Fuel Set A

Test Fuel

1

Components
APPENDIX N

ADDITIONAL FUEL CARRYOVER EXPERIMENTS 
SwRI Report 03.15777.01 N-1 

Procedure

1. collect fuel sample

2. drain and flush to E20 

3. run sulfur purge 

4. collect fuel sample

5. drain and refill with E20 

6. run single LA92 prep 

7. collect fuel sample

8. drain and flush to E0 

9. run sulfur purge 

10. collect fuel sample

11. drain and refill with E0 

12. run single LA92 prep 

13. collect fuel sample

14. drain and refill with E0 

15. run single LA92 prep 

16. collect fuel sample
SwRI Report 03.15777.01 N-2 

Results

Vehicle Sample Description

SwRI 

D5599

SwRI 

Petrospec

Vol% Wt%

EPA-HODY original fuel in tank 10.4 11.9

EPA-HODY first flush to E20 18.0 17.5

EPA-HODY 2nd flush to E20 20.1 18.8

EPA-HODY first flush to E0 7.4 7.8

EPA-HODY 2nd flush to E0 1.6 1.5

EPA-HODY 3rd flush to E0 0.2 0.2

EPA-NALT original fuel in tank 10.9 11.3

EPA-NALT first flush to E20 19.3 18.0

EPA-NALT 2nd flush to E20 20.7 18.6

EPA-NALT first flush to E0 4.9 5.0

EPA-NALT 2nd flush to E0 1.4 1.3

EPA-NALT 3rd flush to E0 0.2 0.2

EPA-TSIE original fuel in tank 19.4 19.1

EPA-TSIE first flush to E20 21.5 19.6

EPA-TSIE 2nd flush to E20 21.0 19.2

EPA-TSIE first flush to E0 5.0 5.0

EPA-TSIE 2nd flush to E0 1.1 1.1

EPA-TSIE 3rd flush to E0 0.2 0.0

EPA-HCIV original fuel in tank 13.9 14.9

EPA-HCIV first flush to E20 20.4 18.8

EPA-HCIV 2nd flush to E20 21.1 19.4

EPA-HCIV first flush to E0 5.2 5.2

EPA-HCIV 2nd flush to E0 0.9 0.7

EPA-HCIV 3rd flush to E0 0.1 0.0

EPA-TCAM original fuel in tank 10.2 11.2

EPA-TCAM first flush to E20 19.1 18.2

EPA-TCAM 2nd flush to E20 20.7 18.9

EPA-TCAM first flush to E0 3.2 3.2

EPA-TCAM 2nd flush to E0 0.5 0.4

EPA-TCAM 3rd flush to E0 <0.1 0.0

NOTE: 2nd flush to E0 should be roughly equivalent to samples listed below

previous results

EPA 

D5599

SwRI 

Petrospec

Vol% Wt%

EPA-HODY MP-1 fuel sample 2.0 1.9

EPA-NALT MP-1 fuel sample 0.6 0.2

EPA-NALT 05/29 fuel sample 1.4 1.5

EPA-TSIE MP-1 fuel sample 0.7 0.4

EPA-HCIV MP-1 fuel sample 0.6 0.3

EPA-TCAM MP-1 fuel sample 1.6 1.5

Ethanol

Note: 2nd flush to E0 (color-shaded above), should be roughly equivalent to colorshaded samples listed below. The entries with the same color-shaded areas 

from above and below can be compared.
APPENDIX O

REFUELING LOCATION EXPERIMENTS
SwRI Report 03.15777.01 O-1 

 For each chosen vehicle SwRI conducted the fuel change sequence given in Table 

O-1. This sequence was based on what was used during the conduct of Phase 3 testing, and 

should be representative of the actual Phase 3 test procedure. For each vehicle, the sequence was 

conducted at each of two refueling locations using the same pair of E20 and E0 fuels. The 

refueling locations used for each chosen vehicle are given in Table O-2. A schematic of the 

refueling locations is given in Figure O-1. All fuel samples were collected approximately half 

way through each drain 
SwRI Report 03.15777.01 O-2 

TABLE O-1. FUEL CHANGE SEQUENCE

STEP DESCRIPTION

REQUIRED SAMPLE 

ANALYSES

1 Collect fuel sample from vehicle while draining fuel via 

fuel rail.

Density @ 60°F by D4052

Ethanol concentration by D5599

Ethanol concentration by Petrospec

2 Fill fuel tank to 40% with designated E20 Group 1 fuel. 

Fill-up fuel temperature must be less than 50°F.

3 Start vehicle and execute catalyst sulfur removal 

procedure described in Appendix C of CRC E-60 

Program report. Apply side fan cooling to the fuel tank 

to alleviate the heating effect of the exhaust system.

4 Collect fuel sample from vehicle while draining fuel via 

fuel rail.

Density @ 60°F by D4052

Ethanol concentration by D5599

Ethanol concentration by Petrospec

5 Fill fuel tank to 40% with designated E20 Group 1 fuel. 

Fill-up fuel temperature must be less than 50°F.

6 Perform three 2-phase (bags 1 and 2) LA92 cycles. 

During these prep cycles, apply side fan cooling to the 

fuel tank to alleviate the heating effect of the exhaust 

system.

7 Collect fuel sample from vehicle while draining fuel via 

fuel rail.

Density @ 60°F by D4052

Ethanol concentration by D5599

Ethanol concentration by Petrospec

8 Fill fuel tank to 40% with designated E0 Group 2 fuel. 

Fill-up fuel temperature must be less than 50°F.

9 Start vehicle and execute catalyst sulfur removal 

procedure described in Appendix C of CRC E-60 

Program report. Apply side fan cooling to the fuel tank 

to alleviate the heating effect of the exhaust system.

10 Collect fuel sample from vehicle while draining fuel via 

fuel rail.

Density @ 60°F by D4052

Ethanol concentration by D5599

Ethanol concentration by Petrospec

11 Fill fuel tank to 40% with designated E20 Group 2 fuel. 

Fill-up fuel temperature must be less than 50°F.

12 Perform three 2-phase (bags 1 and 2) LA92 cycles. 

During these prep cycles, apply side fan cooling to the 

fuel tank to alleviate the heating effect of the exhaust 

system.

13 Collect fuel sample from vehicle while draining fuel via 

fuel rail.

Density @ 60°F by D4052

Ethanol concentration by D5599

Ethanol concentration by Petrospec
SwRI Report 03.15777.01 O-3 

TABLE O-2. REFUELING LOCATIONS

BRAND MODEL LOCATION A LOCATION B

Chevrolet C1500 Silverado Containment Pad South

Toyota Camry Containment Pad South

Toyota Sienna Containment Pad South

Dodge Caliber Containment Pad South

Honda Civic Containment Pad South

Honda Odyssey Containment Pad South

Nissan Altima Containment Pad South

FIGURE O-1. SCHEMATIC OF VEHICLE REFUELING LOCATIONS 

CONTAINMENT

PAD

LARGE BOX 

SMALL BOX 

SOUTH 

LOCATION

NORTH 

LOCATION