P. 1


# OAR Box 

# 1818 Prepped byOllie Stewart



### Document

Number: 

# 77 ) IV-A- 6 Docket Number: 

# A-87-1 1

Printed 11/6/2008 3:12:46

PM Sheet 77 of 79

## EL2 . Aif IF-A6

EPA-AA-SDSB-91- 0 6

Technica l Repor t
Applicatio n o f Onboar d Refuelin g Emissio n Contro l Syste m

t o a 198 8 For d Tauru s Vehicl e
Standard s Developmen t an d Suppor t Branc h Emissio n Contro l Technolog yDivisio n Offic e o f Mobil e Source s Offic e o f Ai r an d Radiatio n U . S . Environmenta l Protectio n Agenc y

NOTIC E Technica l Report s d o no t necessaril yrepresen t fina l EP Adecision s o r positions . The yar e intende d t o presen t technica l analysi s o f issue s usin g dat a whic har e currentl yavailable . Th e purpos e i n th e releas e o f suc hreport s i s t o facilitat e th e exchang e o f technica l informatio n an d t o infor mth e publi c o f technica l development s whic hma yfor mth e basi s fo r a fina l EP Adecision , positio n o r regulator yaction .P. 3



### Tabl e o f Content s Sectio n Pag e I . Introductio n 1 II . Tes t Vehicl e Selectio n 2 III . SystemConstructio n and Installatio n o n th e Vehicl e 6 A . Fil l Pip e an

d Chec k Valv e 6 B . Fue l Tank 1 0 C . Ven t Valv e 1 0 D . Charcoa l Caniste r 1 2 E . Purg e Lin e 1 4 IV . Emission s Testing 1 6 V . On-roa d Vehicl e Evaluatio n 1 6 A . Slos hTesting 2 0 B . Fuelin g a t Commercia l Station s 2 0 C . Comparativ e Fueling wit hProductio n Vehicle s 3 1 VI . Ho t Ambien t Temperatur e Test s 4 6 VII . NHTS AOn-roa d Evaluatio n 4 8 VIII . Conclusion s 5 2 Reference s 5 3 Appendi xA

- DetailedCompilatio n o f Emissio n Tes t Result s 5 4 Appendi xB - Memorandu m- Ho t Ambien t Tes t Summarie s 8 0P. 4

Lis t o f Figure s Figur e Pag e 1 . Enhance d Evap . Tes t Sequenc e 3 2 . Simplifie d Onboar d Syste mSchemati c 7 3 . Stoc k Tauru s Fille r Nec k an d Fue l Tan k Assembl y- Schemati c 8 4 . Chrysle r Chec k Valv e 9 5 . Overflo wTub e 1 1 6 . Refuelin g Vapo r Ven t Valv e 1 3 7 . Caniste r (3. 5 liter ) 1 5 8 . Fille r Neck , Canister , Fue l Tank , Ven t Valv e Assembl ySchemati c 1 7 9 . Refuelin g Tes t Procedure ; Fully-Integrate d System s 1 8 10 . Deflecto r 2 1 1 1 Pressur e an d Temperatur e Trace s durin g Fuelin g

- Onboar d Syste m(Origina l Configuration ) (Amoc o Statio n @ Jackso n an d Stadiu mRoads ; Januar y27 , 1989 ; Fuelin g Rate : 11. 7 gpm ) 2 3 12 . "Pingpon g Ball " Chec k Valv e 2 9 13 . Pressur e an d Temperatur e Trace s durin g Fuelin g

- Onboar d Syste m

(Second Syste mModification ) (Shel l Statio n o n Plymout hRoad ; Februar y8 , 1989 ; Fuelin g Rate : 11. 3 gpm ) 3 0

nP. 5



### Lis t o f Table s Tabl e Pag e 1 . Baselin e an

d Enhance d Evap Tes t Sequence . 198 7 Oldsmobil e Cutlas s Cier a - Evaporativ e an d Tailpip e Dat a Summary4 2 . Baselin e an

d Enhance d Evap Tes t Sequence . 198 8 Tauru s - Evaporativ e an d Tailpip e Emission s Dat a Summary5 3 . Refuelin g Emission s Tes t Procedure . Evaporative , Tailpip e an

d Refueling Emission s Dat a Summary

- Onboar d Systemo n 198 8 Tauru s 1 9 4 . Refuelin g a t Commercia l Fue l Station s - Onboar d SystemInstalle d o n 198 8 Tauru s (Origina l

. Configuration ) 2 5 5 . Refuelin g a t Commercia l Fue l Station s - Onboar d SystemInstalle d o n 198 8 Tauru s (Fina l System Configuration ) 3 2 6 . Tes t Result s fro mComparativ e Fueling s o f Onboar d 

### Equippe d Vehicl e an d Stoc k Vehicle s (Refuelin g a t Commercia l Fue l Stations ) 3 6 7 . Tes t Result s fromComparativ e Fueling s o f Onboar d Equippe d Vehicl e and Stoc k Vehicle s (Refuelin g i n EP AFue l Bay ) 4 3 8 . Fuelin g Tes t Summary- Relativ e Performanc e o f Onboar d Systemand Productio n Vehicle s 4 7 9 . Runnin g Los s Tes t Dat a 4 9 10 . Tes t Result s fromNHTS AEvaluatio n o f Onboar d Equippe d Vehicl e 5 1

mP. 6



### Introductio n Thi s repor t describe s th e constructio n an d installatio n o f a simplifie d onboar d refueling emissio n contro l system on a productio n For d Tauru s vehicle . Result s fro m test s performe d o n th e vehicl e following installatio n o f th e systemtogethe r wit h subsequen t systemenhancement s t o improv e performanc e ar e presented . Th e systeminstalle d o n th e vehicl e wa s an improve d versio n o f an earlie r EP Adesign . Developmen t o f th e earlie r onboar d refueling emissio n contro l systeman d resulting refueling emissio n tes t result s wer e presente d i n "Draft , Summaryan d Analysi s o f Comment s Regardin g th e Potentia l Safet yImplication s o f Onboar d Vapo r RecoverySystems " (Augus t 1988 ) an d ar e no t include d here . Tha t developmen t wa s performe d using benc hmounte d fue l tank an d fille r nec k system s froma G MOldsmobil e Cutlas s Cier a an d froma For d Taurus . Th e majo r component s o f th e onboar d systema s originall y configure d wer e a modifie d fille r pipe , modifie d vent-rollove r valve , large r diamete r tubing t o th e canister , an enlarge d caniste r and caniste r purg e tubing connecting t o th e purg e contro l valve . Bot ho f th e benc hmounte d system s demonstrate d goo d contro l o f refueling emission s couple d wit hgoo d fueling characteristics . However , problem s wer e reporte d b ybot hGMand For d fo r simila r systems ' whe n installe d i n vehicle s an d ha d bee n experience d i n test s performe d b

yEP Ao n onboar d equippe d vehicle s furnishe d b y API . Therefore , th e objectiv e o f th e wor k reporte d herei n wa s t o demonstrat e successfu l operatio n o f a vehicl e mounte d simplifie d system . Th e desig n goal s fo r th e projec t covere d b ythi s repor t were : 1 ) t o adap t th e origina l simplifie d systemt o a productio n vehicl e wit hlittl e i f an ymodificatio n t o th e vehicl e usin g existing vehicl e components , 2 ) t o mee t th e propose d refueling emissio n standar d (0.1 0 g/gal ) ove r th e propose d tes t procedur e rang e o f fueling rate s ( 4 t o 1 0 gpm) , 3 ) t o mee t o r excee d th e fueling performanc e o f th e productio n vehicl e unde r a wid e rang e o f advers e fueling condition s (hig hfueling rates , hig hfue l volatilit yan d highfue l temperatures) , an d 4 ) t o avoi d vehicl e driveabilit y and/o r performanc e impact s o f th e system . Al l o f thes e goal s wer e full yme t byth e onboar d equippe d vehicl e describe d i n thi s report . Constructio n and evaluatio n o f th e vehicl e systemi s presente d i n th e repor t whic hfollows . Th e bod yo f th e repor t i s subdivide d int o seve n section s whic haddres s th e following subjects : tes t vehicl e selection ; systemconstruction ; emission s testing ; on-road vehicl e evaluation ; ho t ambien t temperatur e testing ; on-roa d evaluatio n b

yth e Nationa l HighwayTraffi c Safet yAdministratio n (NHTSA) ; and finall yconclusions .P. 7



### II . Tes t Vehicl e Selectio n Sinc e on e o f th e goal s o f th e projec t wa s t o avoi d driveabilit yo r othe r vehicl e operationa l problem s an d becaus e reprogramming caniste r purg e strateg ywa s beyond th e scop e o f th e project , selectio n o f a productio n vehicl e wit hgoo d caniste r purg e wa s necessary . A s an indicato r o f goo d purg e performance , EPAuse d dat a whic hwa s bein g collecte d o n running losses . Becaus e th e running los s dat a wa s bein g collecte d unde r tes t condition s whic h woul d lead t o th e rapi d generatio n o f vapo r i n th e fue l tank ; i.e . hightank temperatur e combine d wit hhighvolatilit yfuel , i t wa s reasone d tha t lowrunning los s emission s woul d b e associate d wit h relativel yhighcaniste r purg e rates . Dat a fromth e ongoing running los s programidentifie d tw o likel ycandidat e vehicles : an Oldsmobil e Cutlas s Cier a an d a MercurySabl e (For d Taurus) . T o furthe r narro wth e selection , tw o candidat e vehicle s wer e the n procure d fo r furthe r evaluatio n o f thei r purg e characteristics . I n evaluatin g th e relativ e applicabilit yo f th e Oldsmobil e an d th e For d t o th e onboar d project , EP Aemploye d wha t wa s know n a s th e enhance d evaporativ e tes t sequenc e (Figur e 1) . Briefly , th e enhance d evaporativ e tes t sequenc e i s initiate d wit ha loade d caniste r and , wit hth e exceptio n o f a ga s cap remova l step a t th e star t o f th e ho t soak , parallel s th e presen t certificatio n tes t procedur e throughth e ho t soak whic hfollow s th e tailpip e emission s test . Two hightemperatur e hea t build s ar e the n performe d afte r th e ho t soak . Diurna l emission s ar e measure d during th e second high temperatur e hea t buil d instead o f during th e lowtemperatur e hea t buil d whic hi s performe d earlie r i n th e tes t sequence . Th e multipl e hea t build s provide d th e opportunit yt o evaluat e th e vehicle' s abilit yt o purg e vapo r amount s roughl yequivalen t t o expecte d refueling emissions . I n orde r t o separat e purg e effect s from th e questio n o f basi c caniste r capacity , test s wer e performe d wit hth e vehicle s i n th e following configurations : 1 ) stoc k an d 2 ) stoc k caniste r replace d wit ha large r canister . I n th e cas e o f th e Oldsmobile , a singl e 3. 7 lite r caniste r configuratio n wa s tested . I n th e cas e o f th e For d tw o enlarge d caniste r configuration s wer e tested . Thes e enlarge d caniste r configuration s wer e a 3. 0 lite r caniste r and the n two stoc k canister s i n serie s (1. 8 lite r total) . Th e result s fromth e test s o n the Oldsmobil e ar e show n i n Tabl e 1 , whil e thos e from th e For d ar e show

ni n Tabl e 2 . A s can b e see n i n Table s 1 an d 2 , tailpip e emission s remaine d wel l withi n applicabl e standard s and di d no t exhibi t majo r difference s among caniste r configurations . I n th e cas e o f th e Oldsmobile , whe n teste d b yth e enhance d evaporativ e tes t procedure , evaporativ e emission s increase d significantl yt o a s muc ha s 4. 5 time s th e evaporativ e emission s standards . Thi s indicate d that , eve n wit ha n enlarge d canister , th e stoc k vehicl e purg e wa s inadequat e fo r refueling control .P. 8

Drai n Fue l Tan k
6 hours MI N 

# a i Vehicl e Temperatur e Stabilizatio n

( as require d ) 

# I

1 hou rMA

X Loa d Caniste rt o Breakthroug h 

# T 1

1 hou rMA

X 

# I Fue l Drai n an d Fil l 

# I Dyn o Preconditionin g 5 min . MA

X 

# rz 1

| Col d Soa k

Park | Fuelin g 1 2 - 3 6 hours

0 - 1 hou r 

# I * Drai n *4 0 % Fil l Firs tDiurna l HeatBuil d HeatFue l - 1 hou r ( 6 0 - 8 4 ° F )

1 0 mi n 

# I Evap . TestNo tReqd . 

# 1 Col d Star

tExhaustTes t Evap . Tes t No t Performe d 

# I H C Runnin g

Losse s a s Require d 

# I HotStar tExhaustTes t 

# I E r- -

o I « 5 5



### • c « 55 

### o C U l Ho tSoa k Enclosur e Tes t 

# ri 1 5 mi n MA X Fuelin g * Drai n 40 % Fil l ( 6 0 - 7 2 ° F fue l ) 

# I Secon d Diurna l HeatBuil d
* Hea tFue l - 1 hou r (72-9 6 ° F ) 

# I5 mi n MA X

1 0 mi n MA

X 

# I Drai n Fue l Tan k 

# I 2 4 hours 

# r_ f
Fuelin g * 4 0 % Fil l ( 6 0 -7 2 ° F fue l )

Diurna l Enclosure Tes t * HeatFue l - 1 hou r (72-9 6 ° F ) 

# I 5 mi n MA X

ENHANCE D EVA P TES TSEQUENC E

Figure 1Tabl e 1 Baselin e an d Enhance d Eva p Tes tSequences . 198 7 Oldsmobil e Cutlas s Ciera - Evaporative an d Tailpip e Emission s Data Summar y

Vehicl e Configuratio n Tailpip e Emissions*

TestH C C O NOx Procedure (g/mile) (g/mile) (g/mile) Evaporative Emission s HeatBid . Hea tBid . Hea t Bid . 60°-84° FHot Soa k

#1,72°-96° F #2,72°-96° F Total* * 

### ialia

liai la

lia i Fue l Econom y

(MPG ) Stoc k Certificatio n 0.2 5 3.0 7 0.5 6 0.2 3 0.2 5 0.4 8 18. 8
Wit h 3.7 L Enhance d evap . 0.2 7 2.4 3 caniste r Wit h 3.7 L Enhance d evap . caniste r 0.1 9 1.95 With3.7 L Enhanced evap . 0.2 0 1.87 caniste r 0.5 8 0.5 5 0.3 9 15.5 1 0.39 *

6.0 6 1.05" * 8.3 4 0.57 * 9.3 0 5.2 0 6.2 2 8.6 1 9.0 0

6.4 5 7.5 0 6.4 0 6.97 19. 0 19. 4 19. 1

* 198 7 mode l yea remissio n standards : H C - 0.4 1 g/mile , C O - 3. 4 g/mile , NO x-1. 0 g/mile , Evap . - 2. 0 g/test . * * Su m o

f60° - 84° Fheatbuil d an d hotsoa k i n cas e o

fstoc k vehicl e certificatio n testprocedure , o rsu m o fho tsoa k an d # 2 72° - 96° Fheatbuil d i n cas e o fenlarge d caniste ran d enhance d evaporative testprocedure . Ga s ca p remova l ste p o fenhance d evaporative testprocedur e no tperformed becaus e o flac k o facces s por

ti n SHED .Tabl e 2 Baselin e an d Enhance d Eva p Tes tSeguences
. 198 8 Tauru s - Evaporativ e an d Tailpip e Emission s Dat a Summary
Vehicl e Test Configuratio n Procedure Stoc k Certificatio n Tailpip e Emissions * H C (g/mile ) C O

(g/mile ) NO x

(g/mile ) HeatBid .

60°-84° F 

### ia i 0.1 9 1.8 8 0.7 1 0.1 2 Evaporativ e Emission s Hea tBid . Hea tBid . Ho tSoa k

#1,72°-96° F #2,72°-96° F Total " 

## Ialia lIaiia i 0.2 2 0.3 4 Fue l Econom y (MPG ) 21.4 7 Stoc k Enhance d evap . 0.2 0 2.1 1 0.7 6 (N o ga s ca p removal ) 0.1 8 0.1 8 0.1 6 2.6 8 2.8 6 20.7 7

Stoc k Enhance d evap . 0.2 3 2.6 4 0.7 4 0.1 4 0.4 0 (0.25)** * 0.1 7 8.2 7 8.6 7 20.9 2 With3.0 LEnhance d evap . 0.2 0 2.2 8 0.7 6 0.4 8 caniste r Wrth3.0 LEnhance d evap . 0.2 0 2.1 6 0.7 0 0.3 9 caniste r 0.9 6 (0.69)** * 0.7 2 (0.40)* " 0.4 3

0.3 8 0.4 9 1.45

0.3 6 1.0 8 21.0 5 21.0 1

Wit h tw o prod. cans . i n serie s Enhance d evap . 0.2 3 2.3 0 0.7 1 0.2 9 0.8 7 (0.70)* ' 0.3 9 0.2 1 1.0 8 21.2 0

198 8 mode l yea remissio n standards : H C - 0.4 1 g/mile , C O - 3. 4 g/mile , NO x- 1. 0 g/mile , Evap . - 2. 0 g/test
. * Su m o fHo tSoa k

an d #2 , 72° - 96° F hea tbuild . " Value s i n parenthesi s ar e approximat e ca p remove d contributio n t o total .P.1 1


### I n th e cas e o f th e For d i n th e stoc k configuration , evaporativ e emission s als o exceede d th e standar d o f 2. 0 gra mpe r tes t whe n measure d o n th e enhance d evaporativ e tes t procedure . However , increase d caniste r capacit yresulte d i n a retur n t o complianc e wit hth e 2. 0 gra m pe r tes t evaporativ e standard . Furthermore , comparison s betwee n th e tailpip e emission s value s fo r th e vehicl e whe n teste d b yth e 198 8 mode l yea r tes t procedur e (Tabl e 2 - stoc k vehicle , certificatio n tes t procedure ) an d th e result s fromth e revise d tes t procedur e (Tabl e 2 - modifie d vehicle , enhance d evap . tes t procedure ) showe d insignifican t difference s among test s performe d wit hth e differen t siz e canisters . Th e similarit yi n th e result s suggeste d tha t th e tes t vehicle' s caniste r purg e systemwoul d provid e adequat e purg e o f large r tha n stoc k canister s an d tha t th e vehicle' s fue l managemen t systemcoul d accommodat e change s cause d b yth e large r canister s withou t los s i n contro l o f tailpip e emissions . Base d upo n thi s evaluation , th e For d Tauru s wa s selecte d fo r developmen t o f th e refueling contro l system . Mor e specifically , th e tes t vehicl e wa s a 198 8 mode l yea r For d Tauru s equippe d wit ha 3. 0 lite r engine , automati c transmissio n an d ai r conditioning . Whe n received , th e vehicl e ha d accumulate d approximatel y6,50 0 mile s i n genera l renta l flee t operation . Ill . System

Constructio n an

d Installatio n o n th e Vehicl e Constructio n an

d installatio n o f th e onboar d refueling emissio n contro l system(integrate d system ) o n th e tes t vehicl e i s describe d i n thi s section . Thi s sectio n o f th e repor t i s subdivide d b yprimarysystemcomponent s whic har e th e fille r pip e an d chec k valve , th e fue l tank modification s t o incorporat e th e liqui d sea l an d vent/rollove r valve , th e carbo n canister , an d associate d plumbing . Th e systemi s show n schematicall yi n Figur e 2 . A . Fil l Pip e and Chec k Valv e Typica l productio n vehicl e design provide s fo r fue l fromth e dispensin g nozzl e t o flo wthrougha relativel ylarg e diamete r fille r pip e (Figur e 3 ) t o th e fue l tank an d fo r th e vapor s displace d fro

m th e tank b

yth e dispense d fue l t o b e route d through a relativel ysmal l diamete r ven t tub e t o th e inle t en d o f th e fille r pip e and thenc e t o th e atmosphere . Aproductio n For d Tauru s fille r pip e and vapo r ven t tub e assembl ywa s modifie d b yremova l o f th e externa l vapo r ven t tub e t o eliminat e th e direc t rout e fo r atmospheri c ventin g o f th e vapors , an d b yplugging o f th e hol e a t th e inle t end o f th e fille r pip e lef t b yremova l o f th e ven t tube . Acaged-bal l chec k valve , derive d froma productio n chec k valv e use d b yChrysle r t o contro l fue l spit-bac k during fueling (Figur e 4) , wa s installe d a t th e exi t o f th e fille r pip e t o assis t i n the

### Vent/Rollove rValv e (Ven tValve )

Modifie d Fille r Pip e Assembl y Hos e - Valv e t o Caniste r Hos e t o Purg e Contro l Valv e

Enlarge d Caniste r

Fue l Tan k
SIMPLIFIE D ONBOAR D SYSTE M SCHEMATI C Figure 2

V i\ JP.1 3



### Vapo rVen tValv e
Fue l Tan k

Tan k Mounte d Segmen tof Ven tTub e Externa l Vapo rVen tTub e

Fille rPipe Vapo rTubin g t o Caniste r an d Engin e

Fron tofVehicl e

n-tan k Suppor t
Tan k Mounte d Segmen tofFille rPip e Connectin g Hose s

STOC KTAURU S FILLE R NECK , VEN TTUB E AN D FUE LTAN KASSEMBL Y- SCHEMATI C Figure 3

### 1 1/ 4 in . dia . bal l

< o 

# T 1 1/1 6 in . dia . 

# i

CHRYSLE R CHEC KVALV E Figur e 4

VP.1 5



### contro l o f fue l spit-back . Th e productio n Chrysle r chec k valv e wa s modifie d t o enhanc e fue l flowthroughth e valv e b yenlarging th e throa t diamete r o f th e valv e slightl yt o 1 5/6 4 inch . Th e connectio n betwee n th e fille r pip e an d th e fue l tank wa s accomplishe d b

yus e o f a shor t lengt ho f flexibl e productio n hos e (Taurus ) designe d fo r thi s purpose . B . Fue l Tank Thre e modification s wer e mad e t o th e productio n fue l tank i n th e conversio n t o a fue l tank fo r us e wit hth e onboar d refueling system . Thes e modification s were : 1 ) remova l o f th e segmen t o f th e ven t lin e whic hwa s par t o f th e productio n tank (th e hol e resulting fromremova l o f th e ven t lin e wa s plugged) , 2 ) remova l o f th e segmen t o f th e fille r pip e whic hforme d par t o f th e fue l tank assembl yan

d installatio n o f th e liqui d sea l overflo wtub e i n plac e o f th e fille r pip e segment , an d 3 ) provisio n o f a hol e i n th e top o f th e tank fo r installatio n o f a productio n sealing gromme t an d mountin g o f th e ven t valve . Th e system

a s originall ydevelope d an d describe d i n Draft , "Summar yand Analysi s o f Comment s Regarding th e Potentia l Safet y Implication s o f Onboar d Vapo r RecoverySystems " employe d a flow are a restricto r a t th e end o f th e fil l pipe . Whil e thi s design provide d goo d contro l o f refueling vapors , i t impose d a greate r tha n necessaryrestrictio n o n th e flowo f fue l entering th e tank , and a s a resul t limite d th e fue l dispensing rate . Th e desig n wa s changed , therefore , t o an "overflowtube " liqui d sea l whic h facilitate d th e us e o f hig hfue l dispensing rate s whil e providing an effectiv e vapo r seal . Schematically , th e overflo wtub e liqui d sea l use d i n th e vehicl e i s show n i n Figur e 5 . Suppor t fo r th e overflo wtub e wa s provide d o n th e insid e o f th e tank b yth e productio n bracket , i n it s productio n location , designe d t o suppor t th e segmen t o f th e productio n fille r nec k whic hha d bee n removed . Th e fina l modificatio n t o th e productio n fue l tank wa s th e provisio n o f a mountin g hol e o n th e to p o f th e tank fo r mounting o f th e ven t valve . Adequat e clearanc e betwee n th e bod yo f th e vehicl e and th e to p o f th e tank fo r mounting o f th e ven t valv e an d vapo r tub e wa s identifie d abov e th e tank' s rea r vapo r space . Th e poin t on th e to p of- , the tank selecte d fo r mounting o f th e ven t valv e wa s jus t t o the righ t o f th e tank centerlin e an d a s fa r forwar d i n th e rea r vapo r spac e a s possibl e whil e retaining clearanc e t o th e body . C . Ven t Valv e Th e desig n o f th e ven t valv e use d i n th e vehicl e installatio n wa s simila r t o tha t use d i n earlie r work , and wa s simila r i n design an d concep t t o a productio n valv e use d b yFor d o n some light-dut y trucks . Th e performanc e requirement s o f th e valv e wer e als o simila r 1 0

# T 1.35 " di a 

# 1
T 1.35 " di a 

# i IN-TAN KSEGMEN TO F PRODUCTIO N FILLE R PIP E

Lengt h OfOverflo wTub e Matchin g Discharg e Poin t

O fProductio n In-tan k

Pip e

OVERFLO

WTUB E
1/ 8 " di a Drai n OVERFLOWTUB E AN D IN-TAN KSEGMEN TO F PRODUCTIO N FILLE R PIP E Figure 5

VP.1 7



### t o thos e previousl yapplie d i n th e developmen t project , i.e. , closur e a t full-tank dispense d volume , lo wpressur e dro p through th e valv e during fueling an d sealing o f th e valv e during rollover . Th e ven t valv e whic hwa s fabricate d fo r us e i n th e vehicl e installatio n differe d slightl yfrom tha t use d previously . Th e change s include d a longe r valv e housing t o achiev e valv e closur e a t correc t full-tank fue l volume , an d an increas e i n th e diamete r o f th e ven t orific e from0.3 5 inc ht o 0.4 0 inc ht o achiev e lowe r bac k pressure . Th e oute r diamete r o f th e valv e wa s th e same a s tha t o f previousl yuse d ven t valves , s o tha t a productio n gromme t coul d b e use d t o sea l betwee n th e tank an d th e valve . Th e valv e i s show n schematicall yi n Figur e 6 . I n th e vehicl e installation , th e existing fue l tank t o caniste r evaporativ e ven t valv e wa s retaine d and provide d fo r ventin g o f th e tank whe n full . Th e desig n o f th e refueling vapo r ven t di d not , therefore , includ e thi s operationa l characteristic . Prio r t o us e o n th e vehicle , benc htesting wa s performe d t o validat e th e performanc e o f th e valv e unde r simulate d vehicl e rollove r conditions . Briefly , test s performe d b yEP Afollowe d th e NHTS Arollove r procedure s a s specifie d i n FMVS S 30 1 fo r determinatio n o f fue l leakag e froma vehicl e fue l tank during vehicl e rollover . Sinc e EP Awa s no t equippe d t o perform th e rollove r tes t o n th e complet e vehicle , th e tes t sequenc e wa s performe d o n th e fue l tank-ven t valv e system . Th e test s o n th e modifie d fue l tank an d th e ven t valv e systemwer e performe d fo r bot hclockwis e an

d counte r clockwis e rollover s abou t th e axi s o f th e tank . Ther e wa s n o leakag e fromth e fue l tank-ven t valv e system during thes e tests . Th e systemwa s a s a resul t considere d t o mee t NHTS Arequirement s fo r th e contro l o f fue l spillag e during a vehicl e rollover . Followin g demonstratio n o f systemperformanc e o n th e bench , th e component s wer e installe d i n th e vehicle .

Charcoa l Caniste r Inspectio n o f th e undersid e o f th e vehicl e showe d a cavit y suitabl e fo r mountin g o f th e caniste r immediatel ybehind th e unde r floo r mounte d fue l tank and i n fron t o f th e point s o n th e chassi s t o whic hth e rea r suspensio n latera l contro l arm s ar e attached . Thi s mountin g locatio n fo r th e caniste r woul d provid e protectio n fo r th e caniste r i n th e even t o f an acciden t and becaus e o f th e proximit yt o th e ven t valv e woul d limi t pressur e drop i n th e tub e connecting th e ven t valv e and th e canister . I t wa s decide d t o provid e a n upwar d sloping loop i n th e tub e fromth e ven t valv e t o th e caniste r t o allo wgravit yretur n t o th e tank o f an ycondense d fue l vapor . Th e tub e connecting th e ven t valv e and th e caniste r wa s mad e from5/ 8 inc hinterio r diamete r nylo n tubing . Th e nylo n tubing materia l wa s th e same a s use d fo r productio n fue l line s o n th e For d Taurus . Caniste r sizing calculation s indicate d tha t a caniste r o f abou t 3. 0 t o 3. 5 lite r charcoa l capacit ywoul d b e suitabl e fo r us e o n th e tes t vehicle . Since , a s note d earlier , EP Awa s no t i n a 1 2P.1 8



### Float Sprin g "Tuuuuuuuuuui f

-• t O 

# 1 E

A 

# T

5/ 8 " di a

Lengt h A s Require d T o Achiev e Closur e AtFull-tan k

Fue l Leve l

T o Fi t Production ' Grome t
REFUELIN G VAPO R VEN TVALV E

Figure 6 1 3P.1 9



### positio n t o mak e modification s t o th e productio n vehicl e caniste r purg e strateg

yi t wa s decide d t o us e th e 3. 5 lite r siz e t o insur e adequat e capacity . Th e shap e o f th e spac e availabl e fo r th e caniste r wa s suc htha t a 3. 5 lite r caniste r coul d b e designe d t o hav e a desirabl e long lengt hrelativ e t o it s cros s sectiona l flow are a whil e stil l achieving an acceptabl ylowpressur e drop through th e canister . Th e shap e o f th e spac e was , however , suc htha t th e caniste r ha d t o hav e a non-symmetri c cros s section . On e othe r design characteristi c o f th e tes t vehicl e whic h influence d th e design o f th e caniste r wa s th e locatio n o f th e vehicl e exhaus t system . I n th e genera l regio n o f th e vehicl e selecte d fo r caniste r mounting , th e exhaus t pip e i s o n th e lef t sid e o f th e vehicl e an d approximatel y1 2 inche s fromth e cente r o f th e vehicle . Becaus e o f th e locatio n o f th e exhaus t pipe , th e decisio n wa s mad e t o locat e al l o f th e line s t o an d fro mth e caniste r a s wel l a s th e purg e ai r pick-up/vapo r ven t fo r th e caniste r o n th e righ t sid e o f th e vehicle . Th e caniste r wa s fille d wit hcharcoa l simila r t o tha t use d i n productio n For d canisters . Aschemati c o f th e caniste r i s show n i n Figur e 7 . E . Purg e Lin e Sinc e th e onboar d caniste r woul d b e mounte d towar d th e rea r o f th e vehicle , instea d o f i n th e fron t a s i s th e cas e i n th e productio n vehicle , th e caniste r purg e lin e woul d b e muc hlonge r tha n tha t use d i n th e productio n vehicle . Wit ha n expecte d purg e lin e lengt ho f approximatel y1 2 feet , i t wa s necessarytha t an y excessiv e pressur e drop i n th e purg e lin e b e avoide d t o insur e adequat e caniste r purge . Base d upo n preliminarytestin g o f severa l systemcomponents , i t appeare d tha t acceptabl e purgin g o f th e caniste r woul d probabl yb e achieve d wit ha 1/ 4 inc hI D purg e line . However , a s wa s th e cas e i n th e caniste r siz e selection , a decisio n wa s mad e t o us e a large r diamete r (3/ 8 inch ) purg e lin e t o provid e ful l confidenc e i n th e operatio n o f th e system . I n th e vehicl e installation , th e 3/ 8 inc hinterio r diamete r caniste r purg e lin e wa s mad e fromfue l grad e nylo n tubing an d wa s route d along th e inne r sid e o f th e vehicle' s righ t rocke r panel . Thi s routing wa s th e same a s tha t use d o n th e productio n vehicl e fo r th e fue l suppl yand retur n line s and th e tank ven t lin e t o th e canister . I n th e genera l are a o f th e vehicl e firewall , th e routing o f th e fue l line s and tank ven t line , whic hutiliz e forme d tubing , turn s upwar d int o th e engin e compartment . Fo r simplicit yo f installatio n (pre-forme d tubin g wa s no t employed ) th e routing o f th e purg e lin e deviate d fromtha t o f th e productio n fue l line s an d tank ven t lin e and wa s continue d forwar d along th e sid e o f th e vehicle' s fron t sub-frame . Car e wa s take n during installatio n t o ensur e tha t ther e woul d b e n o interferenc e betwee n th e purg e lin e an d vehicl e suspension , drivelin e o r steering component s du e t o steering and roa d surfac e induce d movemen t o f thes e components . Th e us e o f nylo n tubin g wa s terminate d a t th e fron t o f th e sub-frame becaus e o f th e nee d fo r severa l bend s i n th e remainde r o f 1 4

### Purg e t o Engin e

\

U l 

### Wire Mes h Charcoa l Suppor t

Vapo rfro m Fue l Tan k CANISTE R (3. 5 liter ) Figure 7

* • h oP.2 1



### th e purg e line . Flexibl e fue l lin e o f 3/ 8 inc hdiamete r wa s substitute d fo r th e nylo n tubing . Thi s flexibl e fue l lin e wa s route d fromth e righ t sid e t o th e lef t sid e o f th e vehicl e along th e sub-frame and the n t o th e vehicle' s purg e contro l valve . The productio n locatio n o f th e purg e contro l valv e o n th e lef t sid e o f th e vehicl e wa s retained . I n a productio n applicatio n o f th e onboar d systemt o a Taurus , pre-forme d caniste r purg e tubing coul d b e employe d and th e purg e contro l valv e coul d b e relocate d o n th e righ t sid e o f th e vehicle . Th e routing o f th e purg e lin e could , therefore , b e equivalen t t o tha t o f th e presen t vapo r lin e an d th e tota l lengt ho f th e purg e lin e coul d b e reduce d fromtha t use d on th e tes t vehicle . Installatio n o n th e vehicl e o f th e fue l tank an d ven t valv e assembly , th e canister , tubin g betwee n th e caniste r and th e ven t valv e an

d th e fille r pip e wer e bolt-i n operations . Aschemati c o f th e onboar d system , excep t fo r some o f th e purg e tubing , a s i t wa s configure d fo r installatio n o n th e productio n vehicl e i s show n i n Figur e 8 . IV . Emission s Testing Following installatio n o f th e onboar d system components , testing wa s initiate d t o evaluat e th e performanc e o f th e onboar d systemwhe n mounte d o n th e tes t vehicle . Testing t o establis hth e emission s performanc e o f th e onboar d equippe d vehicl e followe d th e procedur e fo r full yintegrate d systems , Figur e 9 . Briefly , th e tes t sequenc e i s initiate d wit ha loade d caniste r and , wit hth e exceptio n o f th e additio n o f a ga s cap remova l ste p a t th e star t o f th e ho t soak , parallel s th e presen t certificatio n tes t procedur e throughth e ho t soak whic hfollow s th e tailpip e emission s test . Following completio n o f th e ho t soak , th e vehicl e i s drive n fo r 7. 5 mile s i n accordanc e wit hth e urba n dynamomete r driving schedule , and undergoe s a 1 0 percen t fueling an d temperatur e stabilizatio n step prio r t o measuremen t o f refueling emissions , a s detaile d i n Figur e 9 . Th e result s obtaine d from thi s se t of
- test s ar e summarize d i n Tabl e 3 (Detailed tes t result s including caniste r weigh t data , ar e show n i n th e Appendix ) . Th e tes t result s presente d i n Tabl e 3 sho wtha t th e vehicl e complie d wit hth e existing exhaus t an d evaporativ e standard s an d coul d compl ywit ha refueling standar d o f 0.1 0 g/gal . Refueling emission s unde r 0.1 0 g/ga l wer e achieve d at bot hth e lowes t ( 4 gpm ) an d highes t (1 0 gpm ) fue l dispensin g rate s whic hha d bee n propose d fo r onboar d systems . V . On-roa d Vehicl e Evaluatio n Upo n completio n o f emission s testing , th e on-roa d performanc e o f th e vehicl e wa s evaluated . On-roa d performanc e evaluation s include d slos htestin g fo r potentia l carryove r o f fue l t o th e caniste r and fueling performanc e evaluation s a t commercia l stations . 1 6

### Fue l Tan k Refuelin g Vapo r Ven tValv e Productio n Ven tValv e Vapo rTubin g t o Caniste r Purg e Tubin g to

Engin e (3/8 " ID )

Caniste r

Fron tofVehicl e Refuelin g Vapo r Tubin g t o Caniste r (5/8 " ID ) Fille rPip e

FILLE R NECK , CANISTER , FUE LTANK , VEN TVALV E ASSEMBL YSCHEMATI C Figur e 8 1 7P.2 3

Exhaus t/ Evaporativ

e Emissions o

f Subpart s B orM Emission s Measurement s No tRequire

d 

# I EP AUrba n Dynamomete r Drivin g Schedul e 

# I I 1 5 mi n MA X

* Disconnec

tRefuelin g Caniste r * Remov e Fue l Tan k

Ca p * Drai n Tan k 

# I 

# 17 mi n MA X

* 1 0 % Fuelin g (8 1 - 8 4 0 F fuel ) * Replac e Fue l Tan k

Ca p 

# I 1 hou rMA X

Vehicl e Temperature Stabilizatio n 

# I 6 t o 2 4 hour s

* Remov e Fue l Tan k

Ca p * Conne d Refuelin g Caniste r 

# I Place Vehicl e i n SHE D 

# I I 5 mi n MA X

Measur e Refuelin g Emissions 

### REFUEUN G TES TPROCEDUR E FULLY-INTEGRATE D SYSTEM S

Figur e 9 1 8Tabl e 3 Refuelin g Emission s Tes tProcedure . Evaporative , Tailpip e an d Refuelin g Emission s Dat a Summar y- Onboard Syste m o n 198 8 Tauru s

H C (o/mile) 0.1 9 0.1 7 0.2 0 0.1 8 Tailpipe . EfflfMf W

C O (a/mile ) 1.8 0 1.6 6 2.1 0 1.72 * NO x

(60°-84°F ) (a/mile) 0.7 2 0.6 5 0.7 1 0.7 6 Diurna l



### ifl l 0.27* * (ND)** * 0.3 0 (ND)** * 0.3 6 (ND)** * 0.3 4 (ND)** * Evaporativ

e Emissions* Hot Soa k 

### ifl l 0.3 4 0.3 5 0.2 5 0.3 8 Tota l

0.6 1 0.6 5 0.6 1 0.7 2 Refuelin g

Emission s (fl/fla-*) 0.0 4 0.0 2 0.07*** * 0.0 7 Fue l

Economy (MPG ) 20.7 0 20.9 1 21.1 7 21.2 5

* Applicabl e emissio n standards : H C - 0.4 1 g/mile , C O - 3. 4 g/mile , NO x-1. 0 g/mile , Evap . - 2. 0 g/test . * * Caniste rnotdisconnecte d before fuelin g fo rhea tbuild . ** * ND : N o detectabl e emission s associate d wit h remova l o fgas cap . *** * Fue l dispensin g rate o f4 gpm .

1 9P.2 5

A . Slos hTestin g I n additio n t o controllin g th e flo wo f refuelin g vapors , th e ven t valv e mus t als o preven t th e escap e o f liqui d fue l fro mth e fue l tank . Th e rollove r performanc e o f th e ven t valv e wa s evaluate d prio r t o installatio n o n th e vehicle , a s describe d earlier . On-roa d test s wer e performe d t o insur e tha t n o fue l escape d du e t o fue l sloshin g i n th e fue l tank . Fue l sloshin g i n th e tan k wa s evaluate d a t fou r fue l level s i n th e tank : 1/4 , 1/2 , 3/ 4 an d ful l tank . Prio r t o fue l slos htestin g a sectio n o f transparen t tub e wa s attache d t o th e vapo r tub e connectin g th e ven t valv e an d th e caniste r bywa yo f a te e immediatel yupstrea mo f th e canister . Th e te e wa s mounte d wit hth e branchin g segmen t o f th e te e pointin g dow n and , a s a result , anyliqui d fue l passin g th e ven t valv e woul d b e diverte d an d ente r th e transparen t tube . For e an d af t sloshin g o f th e fue l i n th e tan k wa s induce d by repetition s o f maximu macceleration s an d heav ybrakin g betwee n approximatel y5 mp han d 3 0 mph . Side-to-sid e fue l sloshin g wa s induce d b ydrivin g th e vehicl e i n a figur e eigh t patter n a t 2 0 t o 3 0 mp han d employin g hig hlatera l accelerations . For e an d af t an d side-to-sid e sloshin g maneuver s wer e intermixed . Th e severit yo f th e side-to-sid e sloshin g maneuver s wa s hig han d represente d vehicl e operatio n whic hgreatl yexceede d norma l drivin g patterns . Followin g completio n o f eac hfue l sloshin g sequence , th e transparen t sectio n o f tub e wa s inspecte d fo r th e presenc e o f liqui d fuel . Followin g th e test s a t 1/4 , 1/ 2 an d 3/ 4 tan k volumes , n o fue l wa s see n i n th e transparen t tube . Asmal l amoun t o f fue l (approximatel y2 cc ) wa s foun d i n th e tub e followin g slos htestin g wit hth e tan k full . Give n th e severit yo f th e tes t conditions , th e amoun t o f fue l ( 2 cc ) wa s smal l enoug ha s no t t o constitut e eithe r a safet yconcer n o r a threa t t o th e performanc e o f th e charcoa l i n th e canister . Whil e onl ya smal l amoun t o f fue l woul d hav e reache d th e caniste r eve n unde r th e sever e tes t condition s employed , i t i s preferabl e t o preven t al l liqui d fue l fro mreachin g th e canister . Adeflecto r surroundin g th e ven t valv e was , therefore , adde d t o th e insid e o f th e tank . Th e deflecto r wa s approximatel y1 3/ 4 inc hi n diamete r an d 1 inc hlon g (Figur e 10 ) an d wa s intende d t o bloc k direc t splashin g o f liqui d agains t th e ven t valv e withou t affectin g th e fre e flow

o f vapor . Sinc e th e slos hperformanc e o f th e valv e wa s alread yexcellent , n o specifi c test s wer e performe d wit hth e deflecto r installed . B . Fuelin g a t Commercia l Station s Th e secon d are a o f vehicl e on-roa d performanc e evaluate d wa s refuelin g performanc e a t commercia l stations . Th e vehicl e wa s instrumente d wit hfitting s t o allo wmonitorin g o f th e pressur e i n th e fille r neck , th e tan k an d th e vapo r lin e t o th e canister . Equipmen t t o recor d thes e pressure s an d t o measur e ambien t 2 0

### Refuelin g Vapo rVen tValv e Grome t

N > 

### To p ofTan k

DEFLECTOR Figure 1 0

* •P.2 7



### temperature , dispense d fue l temperatur e an d in-tank fue l temperatur e wa s installe d i n th e vehicle . Procedure s employe d i n th e evaluatio n o f th e fueling performanc e o f th e onboar d system a t commercia l fue l station s wer e a s follows . Th e vehicl e fue l tank wa s draine d a t EP Aan d i n mos t case s onl ysufficien t fue l t o safel yreac hth e commercia l filling statio n wa s adde d t o th e tank . Th e vehicl e wa s the n drive n t o th e commercia l fue l statio n an d fueled . Following ful l insertio n o f th e fue l nozzl e int o th e vehicl e fille r pipe , fue l wa s dispense d a t th e maximu mrat e achievabl e fromtha t pum p (effort s wer e mad e t o avoi d fueling o f th e tes t vehicl e whil e othe r vehicle s wer e being fuele d a t th e station) . Fueling wa s continue d unti l automati c nozzl e shutoff , an

d an yfue l expulsion s o r prematur e nozzl e shut-off s wer e noted . Following th e firs t full-tank nozzl e shut-off , tank topping-of f fueling s wer e performe d using maximu mfue l dispensing rate s a t eac hactivatio n o f th e fue l nozzle . An yfue l spillag e wa s noted . Th e maximu

m dispensing rat e wa s selecte d fo r topping-of f event s becaus e tha t procedur e coul d b e repeatabl yperforme d an d becaus e i t severel ystresse d th e system . Fo r mos t o f th e earl y fueling s a t commercia l stations , fue l topping-of f event s wer e repeate d fou r t o seve n times . Afue l sampl e wa s collected , i n mos t cases , following completio n o f th e fueling even t s o tha t th e Rei d Vapo r Pressur e (RVP ) o f th e fue l coul d b e determined . Durin g fuelings , continuou s trace s o f th e pressure s i n th e fille r pipe , th e tank an d th e entranc e t o th e caniste r wer e recorded . An exampl e o f pressur e trac e dat a i s show n i n Figur e 11 . Th e figur e shows , reading fromrigh t t o left , th e star t o f fueling throughfou r toppin g of f event s an d reading fromto p t o bottom , th e pressur e i n th e fille r pipe , th e pressur e i n th e fue l tank an d th e temperatur e o f th e fue l i n th e fue l tank (pressur e a t th e caniste r wa s no t recorde d during thi s fueling ) . Immediatel yafte r fueling i s initiated , th e pressur e trace s showa sharp ris e i n th e pressure s t o th e level s corresponding t o fue l dispensing a t tha t delivery rat e wit hth e ven t valv e open . Whe n th e fue l i n th e tank reache s th e ful l level , th e ven t valv e close s whic hresult s i n (1 ) a rapi d ris e i n fue l tank pressure , (2 ) backin g up o f fue l i n th e fille r pip e wit han associate d sharp ris e i n pressur e i n th e fille r pip e and finally , 3 ) th e fue l i n th e fille r pip e reaching th e nozzl e shutof f por t causing automati c shutof f o f th e nozzle . Following nozzl e shutof f th e pressur e i n th e fille r pip e decay s rapidly . I n th e exampl e shown , automati c nozzl e shutof f occurre d initiall ywhe n 11. 2 gallon s o f fue l ha d bee n dispensed . Fue l tank topping-off s ar e show n o n the figur e b yth e almos t vertica l rise s an d fall s i n fille r pipe pressur e an d th e somewha t smalle r pressur e spike s i n th e fue l tank . Fo r th e fueling even t shown , a tota l o f fou r topping-off s wer e performe d whic hresulte d i n an additiona l 0. 3 gallon s o f fue l bein g dispensed . A s par t o f th e initia l evaluation , a stoc k Tauru s wa s fuele d a t tw o o f th e station s immediatel yafte r fueling o f th e onboar d vehicl e wa s completed . Fueling s o f th e stoc k vehicl e wer e performe d using th e same pum p an d nozzl e a s wer e use d wit hth e onboard vehicl e an

d th e same numbe r o f topping-of f repetition s wer e 2 2Pressur e an d Temperatur e Trace s during Fueling - Onboard System(Origina l Configuration ) (Amoc o Statio n @ Jackso n an d Stadiu

mRds ; Januar

y27 , 1989 ; Fueling Rate ; 11. 7 gpm )

u u < 0 3 * u c u s a m t y u P - —10 0

Top-of f AEvent s Nozzl e Automati c Shut-of f 2 3 Star t o f Fuelin g c a

### performed . During thes e test s neithe r vehicl e exhibite d an yfueling problems . Th e result s o f test s performe d a t commercia l filling station s o n th e onboar d vehicl e a s originall yconfigured , togethe r wit hth e tw o back-to-bac k fueling s o f a stoc k Taurus , ar e show n i n Tabl e 4 . Approximatel ytwo-third s o f th e fueling s t o th e ful l tank leve l wer e complete d withou t eithe r prematur e shutof f o r fue l spillage . Fue l spill s o r prematur e nozzl e shutof f occurred , however , i n approximatel yone-thir d o f th e fueling s eithe r a t th e firs t o r second nozzl e shutoff . Th e existenc e o f a fue l spil l a t th e thir d o r subsequen t topping-of f even t wa s considere d t o b e a lesse r proble mbecaus e o f th e severit yo f th e ful l flowtes t procedur e whic hwa s used . Inspectio n o f Tabl e 4 show s tha t ther e wa s n o readil ydiscernibl e patter n i n th e spill/spi t contro l performanc e o f th e onboar d systemwit hrespec t t o station , nozzl e type , dispensin g rat e o r temperature . I n addition , a meaningfu l compariso n betwee n th e performanc e o f a stoc k Tauru s an d th e onboar d equippe d Tauru s wa s no t possibl e becaus e bot hvehicle s fuele d withou t inciden t during th e tw o back-to-bac k fueling s whic h wer e performed . Base d o n thes e initia l tests , i t wa s decide d tha t change s wer e desirabl e t o reduc e fue l spillage . Th e change s wer e directe d a t enhancing fue l flowint o th e tank an d reducing th e in-tank pressur e pea k a t closur e o f th e ven t valve . T o enhanc e fue l flow , th e Chrysle r chec k valv e wa s replace d b ya chec k valv e wit ha large r diamete r bal l (1.5 " dia. ) an d enlarge d throa t (1.4 " dia.) . Thes e change s reduce d th e resistanc e t o th e flo wo f fue l throughth e chec k valv e becaus e o f th e increase d flowarea . Sinc e a standar d pingpon g bal l wa s use d i n thi s valv e i t wa s referre d t o b ytha t name , Figur e 12 . Reducing th e magnitud e o f th e pressur e peak s a t nozzl e shutof f require d improve d venting o f th e tank following closur e o f th e vapo r ven t valve . T o accomplis hthis , th e stoc k Tauru s vapo r ven t valv e (white ) wa s replace d wit ha large r For d ven t valv e (blue ) use d o n some ligh t trucks . Becaus e o f th e increase d vapo r flowcapacit yo f th e orific e i n th e "blue " valve , th e pressur e pea k a t closur e o f th e refueling vent - valv e wa s reduced . An exampl e o f typica l pressur e trac e during fueling wit h thi s systemrevisio n i s show n i n Figur e 13 . I n additio n t o th e fille r pip e an

d tank pressure s show n i n Figur e 11 , Figur e 1 3 include s th e pressur e trac e fo r caniste r inle t pressure . Fo r thi s fueling , automati c nozzl e shutof f occurre d whe n 11. 6 gallon s o f fue l ha d bee n dispensed . Fou r topping-off s resulte d i n a n additiona l 0. 7 gallon s o f fue l bein g dispensed . Relativ e t o th e pressur e trace s show n i n Figur e 11 , Figur e 1 3 show s tha t fille r pip e pressur e i s reduced , bot hduring fueling and a t nozzl e shut
offs . Whe n thi s modifie d hardwar e wa s place d o n th e vehicle , i t wa s als o found tha t a meta l sleev e wa s neede d t o protec t th e enlarge d chec k valv e from

interferenc e wit hth e flexibl e rubbe r hos e joining th e filte r nec k t o th e fue l tank . Afte r initia l evaluation , a two inc hdiamete r sleev e wa s selecte d fo r thi s purpose . 2 4Tabl e 4 Refuelin g atCommercia l Fue l Station s - Onboard Syste m Installe d o n 198 8 Tauru s (Origina l Configuration ) ONBOAR D SYSTE M CONFIGURATION : 3.5 L Canister , 'Chrysler " spitbac k valve , 'white ' stoc k

vapo rven tvalve .
Dat e 1/10/8 9 Statio n

Amoco (Plymout h Rd. ) Dispensin g Dispense d

Rat e Fue l RVP ' (gom ) Temp.CF ) (psi ) Initia l Initial/ Volum e AmbientFue l i n Fina l Tan k Dispense d Nozzl e Temp(°F ) Tank(gal ) Temp.CF ) (gal ) 1. 0 4. 0 Observation s N o fuelin g problems . Vehicl e use d fo rfue l tan k slos h testing . 1/10/8 9 Unoca l 7 6 (Washtenaw& Carpente rRd. ) 5. 0 3. 0 N o fuelin g problems . Vehicl e use d fo rfue l tan k slos h testing . 1/10/8 9 Sunoc o (Carpente rR d &Mich . Ave. ) 8. 0 3. 6 N o fuelin g problems . Vehicl e use d fo rfue l tan k slos h testing . 1/10/8 9 Sunoc o (Carpente rR d &Mich . Ave. ) 11. 5 3. 0 Approximatel y1 pin t spil l @ secon d nozzl e shut-off . Vehicl e use d fo rfue l tan k

slos h test . 1/10/8 9 Sunoc o (Carpente rR d &Mich . Ave. ) 1/11/8 9 Amoco (Plymout h Rd. ) 6. 1 14.5/14. 4
14.2/14. 0 Emco —

Wheato n A200 0 1. 0
1. 0 54.3/41. 7 12. 9
15.3 5 Approximatel y1 cu p spil l

a tfirstnozzl e shut-off . N o fuelin g problems .

* Two measurements o fRV P performed pe rfue l sample . 2 5Tabl e 4 (cont ) Refuelin g a

tCommercia l Fue l Station s - Onboard Syste m Installe d o n 198 8 Tauru s (Origina l Configuration ) ONBOAR D SYSTE M CONFIGURATION : 3.5 L Canister , "Chrysler' spitbac k valve , "white ' stoc k

vapo rven t valve .
Dat e Statio n Dispensin g Dispense d Rat e Fue l RV P (gpm ) Temp.fF ) (psi ) 1/11/8 9 Shel l (Plymout h Rd. ) dispensed . 12. 0 Initia l Initial/ Volum e Ambien tFue l i n Fina l Tan k Dispense d Nozzl e Temp.CF ) Tan k (gal ) Temp.CF ) (gal ) 14.8/14. 2 OP W

11 A 1. 0 54.3/38. 5 13. 8 Observation s Multipl e premature nozzl e shut-offs ; at1.8 , 3.5 , 4. 3 5.1 , 7.8 , 9. 3 gallon s Spit-bac k

atsecon d (13. 4 gal ) an d third (13. 7 gal ) shut-offs . 1/11/8 9 Shel l (Plymout h Rd. ) following. ) 12. 0 36. 6 Sampl e OP W no t11 A take n 32. 7 1. 0 43.2/40. 5 14. 2 N o fuelin g problems . (Stoc k Tauru s fuele d withou t proble m immediatel y
1/13/8 9 Sunoco (Carpente rRd ) &Michiga n Ave. ) following. ) 10. 8 39. 8 14.9/14. 8 OP W 11 B 31. 8 1. 0 -/40. 2 12. 5 N o fuelin g problems . (Stoc k Tauru s fuele d withou t proble m immediatel y
1/13/8 9 Shel l 11. 7 (Plymout h Rd. ) —14.8/14. 8 OP W 11 B 1. 0 40.5/37. 5 13. 6 N o fuelin g problems . 1/17/8 9 Unoca l 7 6 (Washtenaw& Carpente rRd ) 8. 4 43. 2 14.7/14. 7 N o I.D . 47. 8 2. 0 48.8/41. 5 12.2 Smal l spi t (10-1 5 drops ) atfirstnozzl e shut-off . 1/18/8 9 Standard (Washtenaw& Owendal e Rd ) 12. 8 41. 5 14.3/14. 2 Emc o 38. 0 Wheato n A200 1 2. 0 52.0/41. 0 12. 0 Spill , 2 t o 3 tablespoon s a t 5t h nozzl e shut-off .
2 6Tabl e 4 (cont ) Refuelin g a

tCommercia l Fue l Station s - Onboard Syste m Installe d o n 198 8 Tauru s (Origina l Configuration ) ONBOAR D SYSTE M CONFIGURATION : 3.5 L Canister , "Chrysler " spitbac k valve , "white " stoc k

vapo rven tvalve . Dispensin g Dispensed Initia l Initial/ Volum e Rat e Fue l RV P Ambien tFue l i n Fina l Tan k Dispense d Dat e Statio n (gpm ) Temp.CF ) (psi ) Nozzl e Temp.CF ) Tank(gal ) Temp.CF ) (gal ) 1/18/8 9 Shel l 6. 0

(Stadiu m & Mapl e Rds. ) 43. 5 14.8/14. 7 49. 0 2. 0 57.0/44. 5 12. 0 Observation s N o fuelin g problems . 1/19/8 9 Shel l 11. 0 (Plymout h Rd. ) 40. 5 14.8/14. 8 OP W36. 5 2. 0 41.0/39. 5 12. 5 N o fuelin g problems .
1/20/8 9 Standard (Washtenaw& Owendal e Rds. ) 12. 0 38. 8 14.3/14. 2 Emco 33. 6 Wheato n A20 0 11. 0 49/4 8 2. 5 (reading s fluctuating ) N o fuelin g problems .

1/23/8 9 Amoco

(Jackso n an d Stadium ) 11. 8 14.3/14. 3 OP W 6. 058/4 9 7. 7 2- 3 teaspoo n spil l a t secon d nozzl e shut-off . 1/24/8 9 Mobi l

(Washtenaw &Carpenter) 10. 4 43. 5 14.9/15. 0 OP W43. 9 4. 0 42/4 1 11. 2 1/ 2 cu p spil l atfirs t nozzl e shut-off .
1/27/8 9 Mobi l

(Washtenaw &Carpenter) 10. 3 40. 8 15.1/15. 2 OP W32. 5 2. 0 34.5/37. 0 10. 8 N o fuelin g problems .

2 7Tabl e 4 (cont ) Refuelin g a

tCommercia l Fue l Station s - Onboard Syste m Installed o n 198 8 Tauru s (Origina l Configuration ) ONBOAR D SYSTE M CONFIGURATION : 3.5 L Canister , "Chrysler " spitbac k valve , "white " stoc k

vapo rven tvalve .
Dat e Statio n 1/27/8 9 Amoco

(Jackso n & Stadium ) Dispensin g Dispensed Initia l Initial/ Volum e Rat e Fue l RVP * Ambien tFue l i n Fina l Tan k Dispense d (gpm ) Temp.CF ) (psi ) Nozzl e Temp.CF ) Tan k (gal ) Temp.CF ) (gal ) 11. 7 43. 0 14.2/ — OP W 11- B 34. 5 3. 0 44.5/41. 5 11. 5 Observation s N o fuelin g problems .

1/30/8 9 Mobi l

(Washtenaw &Carpenter) 9. 0 42. 0 14.9/15. 0 OP W 11- B 40. 3 3. 0 41.5/4 1 11. 6 N o fuelin g problems .

1/30/8 9 Standard

(Washtenaw &Owendale) 12. 4 Emc o Wheato n 41. 9 3. 0 51/4 7 10.2 Afe wdrops at5t h shut-off , 2- 3 teaspoon s a t7t h nozzl e

shut-off .

2 8P.3 4

C B C Q S 3 

## b E u- > L U >

_ l < > 

## o U J X 

## o
< 

## m o z O Q . 

## o C M

2 9Pressure : an d Temperatur e Trace s durin g Fuelin

g - Onboar

dSystem(Secon

d SystemModification ) (Shel l Statio

no nPlymouthRd ; Februar y 8 , 1989 ; Fuelin

g Rate : 11. 3 gpm )

Top-of f 4 Event s Nozzl e Automati c Shut-of f a t u 9 « 0 )

3 0P.3 6



### Th e vehicl e installatio n als o incorporate d anothe r smal l improvemen t designe d t o reduc e occasiona l spitbac k o f smal l fue l droplets . Thi s improvemen t consiste d o f a smal l deflecto r on th e insid e o f th e unleade d fue l nozzl e restricto r suppor t plat e t o eliminat e an

ystraigh t lin e pat hfo r drople t expulsio n throughth e mai n ven t hol e i n th e restricto r plate . Th e result s o f fueling s a t commercia l station s following incorporatio n o f th e abov e modification s t o th e onboar d systemar e show n i n Tabl e 5 . A s can b e see n i n Tabl e 5 , th e vas t majorit yo f th e fueling s occurre d withou t inciden t an d th e overal l performanc e o f th e system

wa s considere d t o b e excellent . Becaus e simila r fueling incidents ; e.g . prematur e nozzl e shutof f an d fue l spillage , occu r wit hproductio n vehicl e design s i t wa s unclea r ho wth e modifie d vehicl e wa s performin g compare d t o stoc k fue l systems . Th e nex t step i n th e evaluatio n o f th e performanc e o f th e onboard systemwas , therefore , th e collectio n o f dat a o n back-to-bac k fueling s wit hstoc k productio n vehicles . C . Comparativ e Fuelin g wit hProductio n Vehicle s Followin g establishmen t o f th e fina l systemconfiguration , comparativ e testin g wa s performe d wit hproductio n vehicles . The purpos e o f thi s testing wa s t o compar e th e fueling performanc e o f th e onboar d systeman d productio n system s unde r identica l fueling condition s a t commercia l stations . Th e productio n vehicle s employe d i n thes e comparativ e fueling s wer e a 198 8 For d Taurus , a 198 9 Buic k Century , a 198 8 Dodg e mini
van , a 198 9 Pontia c 6000 , a 198 7 For d Crown Victoria , and a 198 7 Plymout hReliant . Comparativ e fueling s wer e performe d a t commercia l fue l station s and i n th e EP Arefueling baywher e fue l dispensing rate s highe r tha n thos e a t commercia l station s coul d b e employed . Th e detaile d result s o f th e comparativ e fueling s performe d a t commercia l fue l station s ar e show n i n Tabl e 6 . Comparativ e fueling s performe d i n th e EP Afueling bayar e show n i n Tabl e 7 . Wit hrespec t t o th e numbe r and severit yo f spills , inspectio n o f Table s 6 and 7 show s tha t veryfe wspill s occurre d wit hth e onboar d systemo r th e productio n Tauru s and tha t th e fe wspill s whic hdi d occu r wer e verysmall . I n th e cas e o f some o f th e othe r productionvehicles , fue l spillag e occurre d frequentl yand usuall y involve d a significan t volume o f fuel . Thus , relativ e t o th e othe r stoc k vehicle s whic hwer e evaluated , i t appear s tha t th e Tauru s fue l tank system

i s verywel l designe d wit hrespec t t o th e contro l o f fue l spit-bac k an d prematur e nozzl e shut-off . Furthe r inspectio n o f Table s 6 and 7 show s tha t ther e wer e a fe winstance s wher e prematur e nozzl e shut-of f occurre d wit hth e onboar d systema s wa s als o th e cas e wit hsome productio n vehicles . Whil e occasiona l prematur e nozzl e shut-of f i s a nuisance , i t i s no t a significan t proble mcompare d t o actua l fue l spillage . 3 1Tabl e 5 Refuelin g a

tCommercia l Fue l Station s - Onboard Syste m Installed o n 198 8 Tauru s (Rna l Syste m Configuration ! SYSTE M CONFIGURATION : 3.5 L Canister , 'Pingpon g ball " spi tbac k valve with 2 " dia . sleeve , "blue " stoc k vapo rven tvalve , deflecto ra tfill nec k

vent . Dispensin g Dispense d Initia l Initial/ Volum e Rat e Fue l RV P Ambien tFue l i n Fina l Tan k Dispense d Dat e Statio n (gpm ) Temp.CF ) (psi ) Nozzl e Temp.CF ) Tan k (gal ) Temp.CF ) (gal ) 2/21/8 9 Mobi l 10. 1

(Washtenaw &Carpenter) 40. 4 15.4/15. 2 OP W38. 7 11 B 3. 0 48/43. 5 13. 6 Observation s N o fuelin g problems . 2/22/8 9 Shel l

(Washtenaw &Goltview

) 2/22/8 9 Sunoc o

(Carpente r &Michiga n Ave. ) 2/22/8 9 2/23/8 9
2/23/8 9
2/23/8 9 2/27/8 9 Shel l (Plymout h Rd. ) Amoco (Zee b &I94 ) Standard (Washtenaw &Owendale) Amoco (Zee b &194

) Standard Washtenaw &Owendale) 11. 1

10. 4
11. 0 10. 5
12. 0
10. 5 11. 9 39. 8

38. 4
38. 2 34. 4
36. 5
38. 5 39. 2 14.8/14. 7

14.4/14. 3
14.8/14. 7 13.8/13. 9
13.8/13. 7
13.9/14. 0 13.4/13. 3 OP W

11 A OP W 11 A OP W Husk y 1XS Emco Wheato n A200 1 Husk y 1X S Emco Wheato n A200 1 28. 6

29. 0
30. 6 10. 4
18. 4
21. 8 25. 7 3. 0

3. 0
3. 0 3. 0
3. 0
3. 0 3. 0 42.5/4 1

45.5/40. 5
35.5/37. 5 30/35. 5
38/37. 5
40/37. 5 61/5 0 11. 1

10. 7
11. 9 12. 6
10. 5
13.2 11. 0 N o fuelin g problems .

N o fuelin g problems .
N o fuelin g problems . N o fue l spil l seen , (deflecto ro n nozzl e damp , ma yhave prevente d spill) . N o fuelin g problems . Premature shut-of

f at0.9 6 gal . N o fuelin g problems .

3 2Tabl e 5 (cont ) Refuelin g atCommercia l Fue l Station s - Onboar d Syste m Installe d o n 198 8 Tauru s (Rna l Syste m Configuration ! SYSTE M CONFIGURATION : 3.5 LCanister , 'Pingpon g ball ' spi tbac k valv e wit h 2 " di a sleeve , "blue " stoc k vapo rven tvalve , deflecto ra tfil l nec k vent .
Dat e Statio n Dispensin g Dispense d Initia l Initial / Volum e Rat e Fue l RV P Ambien tFue l i n Rna l Tan k Dispense d fqpm ) Temp.CF ) (psi ) Nozzl e Temp.CF ) Tan k (gal ) Temp.CF ) (gal ) 2/27/8 9 Amoc o (Zeeb & 194

) 10. 4 39. 6 14.0/13. 9 Husky28. 4 1X S 3. 0 45.5/40. 5 12. 9 Observation s N o fuelin g problems . 2/27/8 9 Sunoc o

(Carpente r &Michiga n Ave. ) 2/28/8 9 Mobi l

(Zee b &I94 ) 3/1/8 9 Mobi l (Zee b &I94 ) 10. 8

10. 4
10. 4 39. 7

42. 5
35. 3 14.5/14. 4

14.7/14. 5 OP W

N o Manf
. Nam e (IA? ) N o Manf
. Nam e (1A? ) 32. 3

36. 1
32. 7 3. 0

7. 0
3. 0 49/41. 5

46/42. 5
35/3 2 11. 0

10. 0
11. 8 N o fuelin g problems .

N o fuelin g problems . N o fuelin g problems . 3/2/8 9 Standar d Coul d no t36. 6

(Washtena wb e determine d &Owendale ) (prematur e shut-offs ) 12.5/12. 6 Emc o 26. 9 Wheato n A200 1 3. 0 37/3 4 12. 0 Multipl e prematur e nozzl e shut-off s a t3.1 , 5.0 , 5. 9 6.6 , 7. 8 gals , dispensed . 3/2/8 9 Standar d

(Washtena w immediatel y &Owendal e 12. 2 12.6/12. 6 Emc o 32. 1 Wheato n A200 1 3. 0 40/3 7 12.2 5 1/ 4 pin tspil l a t6t h shut-off
. Stoc k vehicl e fuele d afte rwithou tproblem s throug h 7 nozzl e shut-offs
. 3/10/8 9 Sunoc o

(Carpente r& Michiga n Ave. ) 10. 6 43. 8 14.4/14. 6 OP W 11 A 46. 4 3. 0 59.5/4 3 10.9 6 N o fuelin g problem s

3 3Tabl e 5 (cont ) Refuelin g atCommercia l Fue l Station s - Onboard Syste m Installed o n 198 8 Tauru s (Rna l Syste m Configuration ) SYSTE M CONFIGURATION : 3.5 L Canister , "Pingpon g ball " spi tbac k valve wit h 2 " di a sleeve , "blue " stoc k vapo rven tvalve , deflecto ratfil l nec k ven t Dispensin g Dispense d Initia l Initial/ Volum e Rat e Fue l RV P Ambien tFue l i n Fina l Tan k Dispense d Dat e Statio n (o^rp) Temp.CF ) (psi ) Nozzl e Temp.CF ) Tan k (gal ) Temp.CF ) (gal ) 3/10/8 9 Mobi l 9. 7

(Carpente r &Washtenaw

) 41. 5 15.0/14. 9 Emc o 45. 6 Wheato n A200 0 3. 0 58/44. 5 11. 6 Observation s N o fuelin g problems . 3/11/8 9 Shel l (Plymout h Rd ) 3/11/8 9 Sunoco

(Carpente r& Michiga n Ave. ) 12. 2

10. 8 3 8

41. 5 13.9/14. 0

14.6/14. 6 OP W

11 A OP W 11 A 4 3

4 8 3. 0

3. 0 32.5/3 5

54.4/42. 5 11.5 3

11.5 1 On e dro p spil l a t6t h

nozzl e shut-off . 1/ 4 cu p spil l a t 1s t nozzl e shut-off . 3/11/8 9 Sunoco

(Carpente r& Michiga n Ave. ) 10. 8 4 2 14.6/14. 5 OP W49. 6 11 A 3. 0 63.5/4 4 11. 6

3/14/8 9 Shel l (Plymout h Rd. ) 11. 5 45. 6 14.2/14. 3 OP W54. 5 3. 0 67.5/4 5 On e tablespoo n spil l a t 6t h nozzl e shut-of

fan d tw o tablespoon s spil l a t 8t h nozzl e shut-off . 3/11/8 9 Unoca l 7 6

(Washtenaw &Carpenter) 3/11/8 9 Shel l (Plymout h Rd. ) 8. 6

12. 2 4 1

3 8 14.7/14. 6

* 13.9/13. 8 No

t determinabl e OP W 11 A 49. 9

52. 1 3. 0

1. 0 47/3 1 Thermocoupl e problem . 12. 0 .

15. 8 N o fuelin g problems .

N o fuelin g problems . 12. 6 4 tablespoo n spil l a t

4t h nozzl e shut-off . 1/ 2 teaspoo n spil l a t7t h shut-off . 3/21/8 9 Sunoco

(Carpente r& Michiga n Ave. ) 10. 5 46. 0 13.8/13. 8 OP W33. 2 11 B 3. 0 58.5/4 7 10.1 4 N o fuelin g problems .

3 4Tabl e 5 (cont ) Refuelin g atCommercia l Fue l Station s - Onboard Syste m Installed o n 198 8 Tauru s (Rna l Syste m Configuration ) SYSTE M CONFIGURATION : 3.5 L Canister , 'Pingpon g ball ' spi tbac k valve wit h 2 * di a sleeve , 'blue * stoc k vapo rven tvalve , deflecto ratfil l nec k vent . Dispensin g Dispensed Initia l Initial/ Volum e Rat e Fue l RV P Ambien tFue l i n Fina l Tan k Dispensed Dat e Statio n (gpm ) Temp.CF ) (psi ) Nozzl e Temp.CF ) Tan k (gal ) Temp.CF ) (gal ) 3/23/8 9 Standard

(Washtenaw &Owendale ) 11. 6 41. 8 12.1/12. 0 Emco 45. 6 Wheato n A200 1 4. 0 63/4 9 10.5 8 Observation s 1 teaspoo n spil l a t 1s tnozzl e shut-off . 3/23/8 9 Amoco 12. 2 (Plymout h Rd. ) 11.9/11. 9 Emco Wheato n A200 0 3. 0 58.5/4 7 10. 4 Premature nozzl e shut off s at3.3 , 5.15 , 6.0 . 7.0,7.58,8.34,9.1 3 an d 9.6 8 gallons . 3/27/8 9 Amoco (Plymout h Rd. ) 3/27/8 9 Standard

(Washtenaw &Owendale) 3/27/8 9 Sunoco

(Carpente r& Michiga n Ave. ) 11. 4

12. 0
10. 7 55. 5

52. 0
55. 0 11.8/- -

11.8/11. 9
13.3/13. 2 * Emco Wheato n Emco Wheato n OP W 11 B 6 6

77. 3
77. 1 3. 0

3. 0
3. 0 70.5/5 8

84.5/6 0
88/64. 5 9. 0

11. 5
9.5 5 • N o fuelin g problems .

N o fuelin g problems .
N o fuelin g problems .

35Table6 Tes tResults fro m Comparative Fueling s o fOnboard Eguippe d Vehicl e an d Stoc k Vehicle s Comparativ

e Refuelin g a

tCommercia l Fue l Station s

Dispensin g Dispense d Initia l Initial/ Volum e Rat e Fue l RV P Ambien tFue l i n Fina l Tan k Dispense d Dat e Statio n Vehicl e (gpm ) Temp.CF ) (psi ) Nozzl e Temp.CF ) Tan k (gal ) Temp.CF ) (gal ) 3/28/8 9 Amoc o Onboar d 11. 2 52. 5 12.0/ —Emco 63. 4 3. 0 64/54. 4 10.7 5 (Plymout h Rd. ) Wheato n Observation s N o fuelin g problems . Stoc k Tauru s 11. 9 52. 5 12.0/ — Emco 63. 4 Wheato n 3. 0 64/54. 4 10.7 5 Two dro p spi t fro m stoc k vehicl e a t2n d nozzl e shut-off . 3/28/8 9 Shel l Onboard 11. 0 50. 4 13.1/13. 0 OP W69. 6 (Plymout h Rd. ) 3. 0 68/53. 5 12. 0 N o fuelin g problems . 3/28/8 9 Shel l

(Stadiu m & Maple) Onboard 7. 2 50. 2 12.6/- 66. 1 3. 0 74/5 6 13. 0 N o fuelin g problems .

Stoc k Tauru s 9. 1 50. 2 12.6/- 66. 1 3. 0 74/5 6 13. 0 N o fuelin g problems . 3/30/8 9 Amoc o Onboard 11. 4 5 4 (Plymout h Rd. ) Emco Wheato n 39. 7 3. 0 53/4 8 117 6 3 dro p spil l at3r d nozzl e shut-off . Stoc k Tauru s 11. 2 5 4 Emco Wheato n 39. 7 4. 0 10.3 3 N o fuelin g problem s throug h 3 nozzl e shut-offs . Stoc k Buic k Centur y 11. 3 5 4 Emco Wheato n 39. 7 3. 0 14.0 0 4 t o 5 teaspoo n spil l at 1s t nozzl e shut-off . 1/

4 pin t spil l a t2n d nozzl e shut-off . 3rd . shut-of

fno tperformed . 3 6 T J ts .Tabl e 6 (cont) TestResults fro m Comparative Fueling s o fOnboar d Eguippe d Vehid e an d Stoc k Vehide s Comparative Refuelin g a tCommercia l Fue l Station s

Dispensin g Dispense d Rat e Fue l Dat e Statio n Vehid e (gpm ) Temp.CF ) 3/30/8 9 Sunoc o Onboard 11. 6 4 7

(Carpente r& Michiga n Ave. )

3/31/8 9 Standar d

(Washtenaw &Owendale ) Stoc k

Tauru s
Stoc k Buic k Centur y
Onboard

Stoc k Tauru s
Stoc k Buic k Centur y 11. 6

—

11. 9

11. 9

11. 9 4 7

4 7

43. 3

43. 3

43. 3 RV P

(PSi ) 13. 1

13. 1

13. 1

12. 0

12. 0

12. 0 Nozzl e

OP W 11 A
OP W 11 A
OP W 11 A

Emco Wheato n A200 1 Emc o Wheato n A200 1 Emco Wheato n A200 1 Initia l

Ambien t Temp.CF ) 48. 2

48. 2

48. 2

35. 5

35. 5

35. 5 Initial/

Fue l i n Tan k (gal ) 3. 0

4. 0

3. 0

3. 0

4. 0

3. 0 Volum e Fina l Tan k Temp.CF ) 59.5/50. 5

—

—

43/4 9

—

— Dispense d

(gal ) Observation s 11.7 6 N o fuelin g problem s

throug h 3 nozzl e shut-offs . 12.8 2

11.9 2

10.6 8

12.5 3

12.4 3 3 dro p spil l a t2n d nozzl e

shut-off . 2 teaspoo n spil l at3r d nozzl e shut-off . Woul d notfue l a t highes t an d middl e nozzl e flow rate settings . 2n d an d 3r d nozzl e shut-offs no tperformed . Premature nozzl e shut-of f at 6. 9 gallons . N o fuelin g problems .
1/ 2 pintspil l @ first nozzl e shut-off . 2n d & 3rd shut-off

s notperformed .
37Table6 (cont ) Tes tResults fro m Comparative Fueling s o fOnboard Eguipped Vehicl e an d Stoc k Vehide s Comparative Refuelin g atCommerda i Fue l Station s Dispensin g Dispense d Initia l Initial/ Volum e Rat e Fue l RV P Ambien tFue l i n Fina l Tan k Dispense d Dat e Statio n Vehicl e (oom ) Temp.CF ) (psi ) Nozzl e Temp.CF ) Tan k (oal ) Temp.CF ) (gal ) Observation s 4/6/8 9 Amoco Onboard 10. 7 49. 4 11.8/11. 8 Husk y4 5 (Zee b &194

) 1+ x 4. 0 —/ — 10.3 5 Premature nozzl e shut-of f at 1.2 6 gal . Stoc k Dodg e mini-va n Stoc k Buic k Centur y 10. 3

10. 6 49. 4

49. 4 11.8/11. 8

11.8/11. 8 Husk

y 1+ X
Husk y 1+ X 45

4 5 1/

8 t o 1/ 4 tan k
1/ 8 t o 1/ 4 tan k —/

— 10.9 5

12.5 8 N o fuelin g problems .

1/ 4 cu p spil l atsecon d nozzl e shut-off .
4/6/8 9 Mobi l Onboard 10. 4 48. 2 (Zee b &194

) 13. 1 N o Nam e 52. 6 4. 0 63/53. 5 10. 0 N o fuelin g problems . Stoc k 10. 4 48. 2 Dodg e mini-va n 13. 1 N o Nam e 52. 6 1/ 8 t o 1/ 4 —/- tan k 10.6 5 Five immediat e prematur e nozzl e shut-offs wit h nozzl e full yinserted . N o fuelin g problem s whe n nozzl e retracte d by1/

4 in . Stoc k 10. 4 48. 2 Buic k Centur y 13. 1 N o Nam e 52. 6 1/ 8 t o 1/ 4 —/- tan k 11. 2 1/ 2 cu p spil l a t1st nozzl e shut-off . 2n d an d 3rd shut-off

s no tperformed .
3 8 

### \tTabl e 6 (cont ) Tes tResults fro m Comparative Fueling s o fOnboard Eguipped Vehid e an d Stoc k Vehide s Comparative Refuelin g atCommerda i Fue l Station s
Dat e 4/7/8 9 Statio n

Amoco (Zee b &I94 ) Dispensin g Dispense d Rat e Fue l RV P Vehicl e (gpm ) Temp.CF ) (psi ) Stoc k Buic k Centur y 10. 1 Initia l Initial/ Volum e Ambien tFue l i n Fina l Tan k Dispense d Nozzl e Temp.CF ) Tan k (gal ) Temp.CF ) (gal ) Husk y 1+ X 4 1 1/

8 to 1/ 4 tan k ./ - Observation s 11. 6 5 to 6 teaspoo n spil l at1 s t nozzl e shut-off . 2n d an d 3r d shut-off s wer e notperformed . Onboard 9. 8 48. 9 Husk y 1+ X 48. 2 66.5/52. 5 10.2 5 N o fuelin g problems . Stoc k Dodg e mini-va n 9. 6 48. 9 Husk y48. 2 1/

8 to 1/ 4 —/- 1+ Xtan k 11.9 5 5 to 1 0 dro p spi tbac k at 1s t nozzl e shut-off . 2n d an d 3r d shut-offs no tperformed . Stoc k Buic k Centur y 9. 6 48. 9 Husk y48. 2 1/

8 t o 1/ 4 --/ - 1+ Xtan k 10. 7 Two immediate prematur e nozzl e shut-offs wit h nozzl e full y inserted . N o fuelin g problems , wit h nozzl e retracte d 1/ 4 inch , throug h thre e shut-offs . 4/10/8 9 Standard

(Washtenaw &Owendale) Onboard 11. 6 41. 3 12. 0 Emc o Wheato n A200 1 30. 8 1/ 8 to 1/ 4 tan k 53/ - 11. 2 Premature nozzl e shut-offs at2. 4 an d 3. 6 gallons . 2 0 dro p spil l @ 1 st nozzl e shut-off . Stoc k Dodg e mini-va n 11. 6 41. 3 12. 0 Emc o Wheato n A200 1 30. 8 1/ 8 to 1/ 4 tan k 13.2 6 Premature nozzl e shut-of f at 4. 4 gal . Stoc k Buic k Centur y 11. 6 41. 3 12. 0 Emco Wheato n A200 1 3 9 30. 8 1/ 8 t o 1/ 4 tan k 14.2 6 1/ 4 cu p spil l @ 1s

tnozzl e shut-off . 2n d an d 3r d shut-off s no t performed .Tabl e 6 (cont) TestResults from Comparative Fueling s o fOnboar d Eguippe d Vehid e an d Stoc k Vehide s Comparative Refuelin g atCommercia l Fue l Station s
Date Dispensin g Dispense d Initia l Initial / Volum e Rate Fue l RV P Ambien tFue l i n Rna l Tan k Dispense d Statio n Vehid e (gpm ) Temp.CF) (psi ) Nozzl e Temp.CF) Tan k (oal ) Temp.CF ) (gal ) 4/10/8 9 Sunoco Onboard (Carpente r& Mich . Ave ) 10. 8 46. 5 12. 8 OPW40. 5 1/ 8 t o 1/ 4 44.5/44. 5 11 Atan k 12. 0 Observation s N o fuelin g problems .
Stoc k Pontia c 600 0 10. 8 46. 5 12. 8 OPW40. 5 1/ 8 t o 1/ 4 —/ - 11 Atan k 12. 7 Two immediat e prematur e shut-offs wit h nozzl e full yinserted . Prematur e shut-of fat4. 1 ga l wit h nozzl e withdraw n 1/

4 inch . 1/ 8 cu p spil l at3r d nozzl e shut-off
. Stoc k 10. 8 Buic k Centur y 413

5 12. 8 OP

W40. 5 1/

8 t o 1/ 4 —/ —10. 9 On e immediat e nozzl e shut-oft
. 11 Atan k Nozzl e withdraw n 1/ 4 inch . 1 0 dro p spil l a t1 s tnozzl e shut off
. 1/ 4 cu p spil l a t2n d nozzl e shut-off
. 3r d shut-off notperformed
. 4/11/8 9 Amoco

(Jackso n &Stadium ) Onboard 11. 9 45. 5 11. 5 OPW 36. 2 1/8.to 1/ 4 tan k 51/41. 5 12.44 N o fuelin g problems .
Stoc k Pontia c 600 0 11. 9 45. 5 11. 5 OP W 36. 2 1/

8 t o 1/ 4 tan k 11.72 Two immediat e premature nozzl e shut-offs
. 1/

2 cu p spil l a t3rd nozzl e shut-off
.
4 0Tabl e 6 (cont ) TestResults from Comparative Fueling s o fOnboar d Eguippe d Vehid e an d Stoc k Vehide s Comparativ

e Refuelin g atCommerda i Fue l Station s
Dat e Statio n 4/11/8 9 Amoco (Zeeb & 194

) V e Onboard Dispensin g Dispense d

Rat e Fue l (oom ) Temp.CF ) RV P isi ) Initia l Initial/ Volum e Ambien tFue l i n Rna l Tan k Dispensed Nozzl e Temp.CF ) Tan k (gal ) Temp.CF ) (gal ) Observation s 10. 4 47. 8 11. 8 Hushy45. 1 1/ 8 to 1/ 4 53.5/43. 5 11.6 2 Premature nozzl e shut1+ X tan k of fat7. 8 gal . Stoc k Ford Crow n Victori a 10. 4 47. 8 11. 8 Husk y45. 1 1/

4 to 3/ 8 —/- 1+ Xtan k 11.6 8 On e immediat e shut-of fwit h nozzl e full yinserted . N o fuelin g problem s wit h nozzl e withdraw n 1/

4 inch , throug h 3 nozzl e shut-offs . 4/12/8 9 Amoco (Zeeb & 194

) Onboard 10.2 46. 6 11. 9 Husk y40. 5 Unde r1/ 8 -/ - 1+ Xtan k 13.5 4 N o fuelin g problems .
Stoc k 10. 1 46. 6 11. 9 Husk y40. 5 Unde r1/ 8 —/ - Tauru s 1+ Xtan k 12.3 3 N o fuelin g problems .
Stoc k 10.2 46. 6 11. 9 Husk y40. 5 Unde r1/ 8 —/ —14.0 7 1/ 8 cu p spil l a t2n d Buic k 1+ Xtan k nozzl e shut-off . 3r d Centur yshut-of fnotperformed . Stoc k 10.2 46. 6 11. 9 Husk y40. 5 Unde r1/ 8 —/ —9.8 7 1 0 dro p spi ta t2n d Relian t K1+ Xtan k nozzl e shut-off .

4 1Tabl e 6 (cont ) Tes tResult s from Comparativ e Fueling s o fOnboar d Eguippe d Vehid e an d Stoc k Vehide s Comparativ e Refuelin g a tCommerda i Fue l Station s
Dat e Statio n Dispensin g Dispense d Initia l Initial / Volum e Rat e Fue l RV P Ambien tFue l i n Fina l Tan k Dispense d Vehicl e (gpm ) Temp.CF ) (psi ) Nozzl e Temp.CF ) Tan k (gal ) Temp.CF ) (gal ) 4/13/8 9 Amoc o Onboard

(Zee b &I94 ) 10. 3 45. 8 11. 4 Husk y46. 9 1/

8 t o 1/ 4 1+ Xtan k -/ - 11.6 6 Observation s N o fuelin g problems . Stoc k Tauru s 10. 2 45. 8 11. 4 Husk y 1+ X 46. 9 1/

8 t o 1/ 4 tan k ../
. 10.4 3 N o fuelin g problems . Stoc k Buick Century 10. 3 45. 8 11. 4 Husk y 1+ X 46. 9 1/

8 t o 1/ 4 tan k —/ - 13.2 5 2 dro p spi ta t1s tnozzl e shut-off
. 1/

8 cu p spil l a t 2n d nozzl e shut-off
. 3r d nozzl e shut-off , clean . Stoc k Plymout h Relian tK 10. 2 45. 8 11. 4 Husk y 1+ X 46. 9 1/

8 t o 1/ 4 tan k .../... 10.2 2 3 to 4 teaspoo n spil l at 2n d nozzl e shut-off . 1 5 dro p spi tat3r d nozzl e shut-off .

4 2Tabl e 7 Tes tResult s from Comparativ e Fueling s o fOnboar d Eguipped Vehid e an d Stoc k Vehide s Comparativ e Refuelin g i n EP AFue l Bay

3/22/8 9 EP Afue l

ba y Dispensin g Dispense d Rat e Fue l RV P Initia l Initial / Volum e Ambien tFue l i n Rna l Tan k Dispense d Dat e Statio n Vehiff i (gpm ) Temp.CF ) (psi ) Nozzl e Temp.CF ) Tan k (gal ) Temp.CF ) (gal ) Onbosrd 1 5 7 6 13. 8 OP W 11 A Observation s N o fuelin g problems . Stoc k Tauru s

Stoc k Tauru s 1 5

10 7 6

7 6 13. 8 OP W 11 A _./ -

13. 8 OP W

11 A Fe wdrop s discharge d durin g fueling
. 1 teaspoo n spi ta t1s t shut-off
. Onboar d
Stoc k Tauru s Onboar d 1 2

1 2
1 0 7 6

7 6
7 6 13. 8

13. 8
13. 8 OP W

11 A OP W 11 A OP W 11 A - -

—

— —

—

— _-/-
_

—/—
— / ~ ~

—

~ N o fuelin g problems .

N o fuelin g problems .
N o fuelin g problems . N o fuelin g problems . 4/13/8 9 EP Afue l

ba y Onboar

d15. 4 8 1 11. 2 OP W 11 A 1/

8 t o 1/ 4 tan k 12.1 5 N o fuelin g problems . Stoc k Tauru s 15. 4 84. 6 11. 2 OP W 11 A 1/

8 t o 1/ 4 —/ —10.8 5 1/ 8 cu p spil l a t2n d tan k nozzl e shut-off
.
4 3Tabl e 7 (cont) Tes tResults from Comparative Fueling s o fOnboard Eguipped Vehicl e an d Stoc k Vehide s Comparative Refuelin g i n EP AFue l Ba y
Dat e 4/13/8 9 Statio n

EP Afue l ba y Stoc k

Tauru s Dispensin g Dispensed

Rate Fue l (gpm ) Temp.CF ) RV P asi) Initia l Initial/ Volum e Ambien tFue l i n Rna l Tan k Dispense d Nozzl e Temp.CF ) Tan k (gal ) Temp.CF ) (gal ) 15. 3 89. 2 11.2 OP W 11 A 1/

8 t o 1/ 4 tan k ../- - 12.2 5 Observation s N o fuelin g problems . 15. 1 89. 1 11. 2 OP W 11 A 1/

8 to 1 / 4 —/- - 11. 5 1 2 dro p spil l a t2n d tan k nozzl e shut-off . Stoc k No

t Buic k measurable . Centur yFuel-car

t at1 5 gp m 89. 7 11. 2 OP W 11 A 1/

8 to 1/ 4 tan k _./ - 12.3 5 Premature nozzl e shut-offs at2.6 , 2.85 , 2.9 5 an d 3. 1 gallons . 2 dro p spil l a t 1st ful l tan k

nozzl e shut-off . 2n d an d 3r d nozzl e shut-offs clean . Stoc k Relian t K 15. 0 89. 5 11.2 OP W 11 A 1/

8 t o 1/ 4 tan k Fue l cart ou toffue l a t 9. 8 gal . dispensed . Stoc k No

t Buic k measurable . Centur yFuel-car

t at1 5 gp m 11. 2 OP W 11 A 1/

8 to 1/ 4 —/ — 13.0 5 Thre e immediat e nozzl e tan k shut-offs . Nozzl e retracte d 1/

4 inc h - eigh t premature nozzl e shut-offs thoug h 4.7 5 gal . dispensed . 1/ 8 cu p spil l at1st ful l tan k nozzl e shut-off . 1/ 2 cu p spil l a t2n d an d 3r d nozzl e shut-offs . Stoc k Relian tK 14. 6 11. 2 OP W 11 A - 1/

8 to 1/ 4 tan k —/

— 10.1 5 1 0 dro p spi tat 2n d nozzi e

shut-off . 1/

8 cu p spil l at 3r d nozzl e shut-off . 4 4Tabl e 7 (cont ) Tes tResults from Comparative Fueling s o fOnboard Eguippe d Vehid e an d Stoc k Vehide s Comparative Refuelin g i n EP AFue l Ba y Dispensin g Dispense d Dat e 4/14/8 9 Statio n

EP Afue l ba y Vehicl e

Stoc k Relian t K

Onboard

Stoc k Tauru s Rat e

(gpm ) 15. 6

15. 0

15. 0 Fue l Temp.CF ) 92. 9

98. 4

98. 4 RV P

(psi ) 10. 8

10. 8

10. 8 Nozzl e

OP W 11 A

OP W 11 A

OP W 11 A Ambien tFue l i n Rna l Tan k Temp.CF ) Tan k

(oal ) Temp.CF )

—1/

8 t o 1/ 4 tan k

—1/

8 t o 1/ 4 tan k

—1/

8 to 1/ 4 tan k _./—

—/ —

— /
_ Dispense d

(gal ) 11. 2

12. 9

11. 4 Observation s

3 to 4 teaspoo n spil l at2n d nozzl e shut-off . 1/ 8 cu p spil l at3r d nozzl e shut-off . Premature nozzl e shut of fat1.7 5 gal . N o spill s throug h thre e ful l tan k nozzl e shut-offs . 2 dro p spi tat2n d nozzl e shut-off .

45P.5 1



### Th e relativ e performanc e o f th e onboar d systeman d th e productio n system s ar e summarize d i n Tabl e 8 . Th e summaryresult s indicat e tha t th e onboar d systemperforme d substantiall ybette r tha n th e productio n system s wit hrespec t t o fue l spitbac k bot ha t commercia l station s an d i n test s performe d i n th e EP Afueling bay . Wit hrespec t t o prematur e nozzl e shut-of f during fueling , th e onboar d system

performe d bette r tha n mos t o f th e stoc k vehicles . Th e stoc k Tauru s appear s t o hav e performe d bette r tha n th e onboar d systemi n thi s area , bu t thi s conclusio n i s uncertai n give n th e relativel ysmal l numbe r o f test s o n tha t vehicle . Als o becaus e o f th e smal l numbe r o f tests , n o conclusio n ca n b e draw n abou t th e shut-of f performanc e o f th e Plymout hReliant . VI . Ho t Ambien t Temperatur e Test s Durin g vehicl e operation , fue l i n th e fue l tank undergoe s heatin g and fue l evaporatio n increase . I n man yvehicl e designs , including tha t o f th e productio n Taurus , a n orific e i s incorporate d int o th e fue l tank ven t valv e leading t o th e canister . A t time s thi s orific e limit s th e rat e a t whic hvapo r generate d i n th e tank , a s a resul t o f th e heatin g o f th e fuel , move s t o th e caniste r an d ultimatel yt o th e engine . Sinc e th e onboar d systemprovide s essentiall yunrestricte d ventin g o f vapor s fromth e fue l tank t o th e caniste r an

d ultimatel yt o th e engin e whe n th e vehicl e i s i n operation , th e potentia l exist s fo r an increas e i n th e quantit yo f fue l vapo r reaching th e engine . Th e Nationa l HighwayTraffi c Safet y Administratio n (NHTSA ) and manufacturer s hav e expresse d concern s wit hrespec t t o th e effect s o n vehicl e operation , an d possibl yon running losse s (fue l vapo r whic hescape s froma vehicl e an d enter s th e atmospher e during vehicl e operation) , o f an yincreas e i n th e flo wrat e o f vapor s fromth e fue l tank t o th e engin e whe n th e onboar d equippe d Tauru s i s operate d a t highambien t temperatures . Thes e concern s wer e evaluate d using tw o procedures . On e evaluatio n procedur e entaile d operatio n o f th e vehicl e o n road s i n th e An n Arbo r are a unde r summe r conditions . Th e othe r evaluatio n procedur e wa s performe d i n th e EP Alaboratorya t simulate d ambien t condition s o f approximatel y95°F . I n th e on-roa d segmen t o f th e evaluatio n performe d i n th e An n Arbo r area , ambien t temperature s wer e approximatel y80°F . Thi s segmen t o f th e evaluating wa s initiate d wit ha ful l tank o f fue l (Amoco , commercial ) an d wa s continue d ove r thre e day s unti l mos t o f th e fue l ha d bee n consumed . Th e vehicl e wa s operate d o n An n Arbo r cit ystreets , o n tw o lan e countryroad s around An n Arbo r an d o n th e Interstat e highway s adjacen t t o An n Arbor . Thi s driveabilit yevaluatio n i s presente d i n a mem o date d Septembe r 22 , 198 9 (Appendi xB) . During th e evaluation , th e vehicl e drov e well , i.e . n o driveabilit yproblem s wer e observed . Th e second segmen t o f th e hightemperatur e evaluatio n o f th e onboar d equippe d vehicl e wa s performe d t o evaluat e th e running los s contro l characteristic s o f th e vehicle . Running los s test s ar e normall yconducte d i n a dynamomete r tes t cel l whic hi s seale d 4 6P.5 2 Tabl e 8 Fuelin g TestSummar

y- Relative Performance o fOnboard Syste m an d Productio n Vehicles Refueling s atCommerda i Station s Vehid e Onboard Syste m Productio n Ford Tauru s Productio n Buic k

Centur y Productio n Dodg e Mini-va n Productio n Pontia c 600 0 Productio n Ford Crow n Victori a Productio n Plymout h Relian tK

Onboard Syste m Productio n Ford Tauru s Productio n Buic k

Centur y Productio n Plymout h Relian tK Numbe r o fTests 4 3 8 1 1 4 2 1 2 Numbe r

o fSDltbacks* 4 (9%) " 2 (25% ) 9 (82% ) 1 (25% ) 2 (100% ) 0 (0% ) 2 (100% ) Refueling s a

tEPAFuelin g Ba

y 6 6 2 2 0 (0% )

4 (67% ) 2 (100% ) 2 (100% ) Numbe ro f Premature Shutoff

s 7 (16% ) 0 (0% ) 3 (27% ) 2 (50% ) 2 (100% ) 1 (100% ) 0 (0% )

1 (17% ) 0 (0% ) 2 (100% ) 0 (0% )
I n firs tthre e shutof

fevents . Failure rate show n i n () a s percent .

47P.5 3

excep t fo r duct s route d directl yt o an d fro mth e vehicl e t o suppl y engin e combustio n ai r an d t o remov e exhaus t gases . Sinc e non e o f th e dynamomete r tes t cell s i n th e EP Alaborator yar e seale d t o allo wdirec t measuremen t o f runnin g los s emissions , change s i n caniste r weigh t durin g testin g wer e employe d a s a measur e o f th e presenc e o r absenc e o f runnin g losses ; i.e . a reductio n i n caniste r weigh t durin g vehicl e operatio n woul d indicat e tha t th e rat e o f purg e byth e engin e exceede d th e vapo r generatio n rat e i n th e fue l tan k an d tha t runnin g losse s wer e bein g controlled . An ycaniste r weigh t increas e woul d indicat e th e opposite . Th e testin g wa s performe d a t approximatel y95°F . Th e detail s o f th e testin g performe d an d th e tes t dat a collecte d ar e presente d i n a mem o date d Novembe r 15 , 198 9 (Appendi xB) . Th e tes t sequenc e employe d a t EP Awa s essentiall yth e sam e a s tha t whic hi s employe d t o measur e runnin g losses . Difference s betwee n th e tes t procedur e use d t o measur e runnin g losse s an d th e tes t performe d o n th e onboar d vehicl e were : (1 ) tha t followin g loadin g t o breakthrough , th e onboar d caniste r wa s benc hpurge d unti l 135+ 5 gram s o f store d H C ha d bee n remove d fro mth e caniste r (thi s purgin g wa s performe d t o simulat e initia l stabilize d operatin g caniste r conditions ) an d (2 ) th e caniste r wa s remove d fro mth e vehicl e an d weighe d afte r eac hLA-4 . Heatin g o f th e fue l i n th e fue l tan k followe d runnin g los s tes t procedur e practice . Th e tota l increas e i n fue l temperatur e achieve d durin g th e perio d o f th e tes t wa s approximatel y30°F , i.e . th e sam e temperatur e ris e a s wa s measure d unde r tes t trac k condition s fo r a simila r vehicle . Dat a collecte d durin g fou r runnin g los s test s o n th e onboar d equippe d Taurus , fro mon e tes t performe d i n th e EP Alaborator yo n a stoc k Taurus , an d fro ma tes t o n a stoc k Sabl e performe d a t a contractor' s laborator yar e presente d i n Tabl e 9 . Th e tes t result s fro mth e onboar d equippe d Tauru s showe d tha t caniste r weigh t decrease d continuousl ythroughou t th e tes t sequence , indicatin g tha t vehicl e purg e wa s adequat e t o contro l vapor s generate d an d tha t runnin g los s ha d no t occurre d fro mth e onboar d system . Th e dat a als o sho wtha t vehicl e exhaus t emission s wer e no t adversel y affecte d b yth e onboar d system . Finally , a vehicl e refuelin g tes t wa s performe d followin g th e las t runnin g los t test , demonstratin g tha t th e vehicl e maintaine d refuelin g contro l capabilit yafte r thes e hig htemperatur e operatin g conditions . VII . NHTS AOn-roa d Evaluatio n Becaus e o f it s concern s pertainin g t o th e effec t o f fue l tan k generate d vapor s o n vehicl e driveability , especiall yunde r extende d highwa ydrivin g conditions , NHTS Arequeste d a n opportunit yt o evaluat e th e onboar d equippe d vehicl e o n th e road . Followin g finalizatio n o f th e onboar d syste mconfiguration , a n on-roa d evaluatio n o f th e vehicl e wa s performe d b ya NHTS Aemploye e an d a n A.D . Littl e employee . Tw o EP Aemployee s participate d i n thi s evaluation . Th e on-roa d evaluatio n wa s initiate d a t EPA' s laborator yan d wen t firs t t o Detroit' s Metropolita n Airpor t fo r 4 8Table9

Caniste rWt . afte rbreakthroug h (g ) Caniste rWt . afte rbenc h purg e (g ) Caniste rWt . afte rfue l heatin g (g ) Initia l tan k

temperature (°F ) Tan k temp . @

1s t 50 5 sec . (°F ) Tan k temp . @ en d o

f# 1 LA-4 (°F ) Tailpip e emissions , # 1 LA- 4 H C (g/mile) C O (g/mile) NO x(g/mile) C0 2 (g/mile) Caniste rWt . afte r# 1 LA- 4 (g ) Tan k temp . @ 2n d 50 5 sec . (°F ) Tan k temp . @ en d o

f# 2 LA-4 (°F ) Tailpip e emissions , # 2 LA-4 H C (g/mile) C O (g/mile) NO x(g/mile) C0 2 (g/mile) Caniste rWt . afte r# 2 LA- 4 (g ) Tan k temp . @ 3r d 50 5 sec . (°F ) Tan k temp . @ en d o

f# 3 LA-4 (°F ) Tailpip e emissions , # 3 LA-4 H C (g/mile) C O (g/mile) NOx(g/mile) C0 2 (g/mile) Caniste rWt . afte r# 3 LA-4 (g ) Caniste rWt . afte rrefuelin g (g) Reluelin g emission s (g/gal ) 4089. 4 3964. 2 — 9 6 9 9 11 0 0.4 4 4.9 2 1.0 1 413. 2 3963. 4 11 7 12 2 0.0 9 4.3 9 1.1 2 393. 5 3956. 4 12 3 12 5 0.1 8 1.9 1 1.1 7 398. 1 3951. 1 — — Runnin g Loss TestDat a

Onboard Eguipped Tauru s 4112. 4 3974. 6 4005. 1 9 3 9 8 10 9 0.4 7 5.6 3 1.0 8 412. 2 3969. 3 11 6 12 1 0.1 0 4.3 1 1.1 7 396. 2 • 3958. 4 12 3 12 5 0.0 7 2.8 0 1.2 3 392. 8 3950. 1 — — 4092. 1

3948. 5 3989. 9 9 4 9 9 11 0 0.4 1 5.9 3 1.0 3 416. 4 3955. 5 11 7 12 1 0.1 0 4.4 6 1.1 1 395. 2 3948. 4 12 4 12 5 0.0 8 3.1 9 1.2 4 391. 8 3940. 6 — — 4100. 9

3964. 9 3995. 5 9 5 9 9 10 9 0.5 5 6.1 2 1.0 0 413. 2 3959. 3 11 5 12 2 0.1 0 4.0 5 1.0 9 391. 7 3950. 4 12 3 12 5 0.0 9 3.3 7 1.1 6 395. 7 3941. 9 4053. 2 0.0 4 Stoc k Tauru s Stoc k Sabl e

9 5 9 9 10 8 0.3 6 5.1 8 1.0 0 407. 3 11 4 12 1 0.1 2 5.3 0 0.7 9 381. 3 12 4 12 6 0.1 5 6.4 1 0.7 9 375. 7 9 5 NR * NR * 0.4 0 6.8 1 1.0 8 482. 1 11 3 11 5 0.1 0 4.1 3 0.9 6 428. 0 NR * 12 5 0.1 2 4.5 8 0.8 8 444. 9

NR ; no trecorded . 4 9

### pick-up o f th e A.D . Littl e employe e [1 ] . Th e vehicl e wa s the n

drive n t o th e Chicago/Jolie t are a wher e tha t day' s driving wa s terminated . Th e vehicl e wa s drive n bac k t o th e MVE L o n th e second da yo f th e evaluatio n trip . During thi s evaluation , th e vehicl e wa s drive n fo r approximatel y65 0 miles , mos t o f whic hoccurre d during extende d highspee d expresswayconditions . During th e evaluatio n trip , th e vehicl e wa s fuele d thre e times . Th e firs t fueling wa s performe d i n th e neighborhoo d o f Detroit' s Metropolita n Airpor t shortl yafte r leaving EPA' s laboratory . Th e othe r fueling s wer e performe d i n th e Chicago/Jolie t area . Th e fina l fueling i n Chicago/Jolie t are a wa s wit hgasoho l (fue l containing up t o 1 0 percen t ethanol) . A s can b e see n i n Tabl e 10 , thes e thre e fueling s wer e performe d withou t incident . Wit hrespec t t o th e operationa l characteristic s o f th e vehicl e during th e evaluation , th e participant s reporte d tha t n o driveabilit yproblem s wer e experienced .

5 0Tabl e 1 0 TestResults from NHTS AEvaluation s o fOnboard Eguippe d Vehid e

Dat e 4/24/8 9 Statio n Dispensin g Dispense d Rat e Fue l RV P Vehid e (gpm ) Temp.CF ) (psi ) Vidnit yOnboard Detroi t Metro Airpor t Stoc k Buic k Centur y Ambien t Nozzl e Temp.CF ) Initia l Fue l i n Tan k (gal ) Initial/

Volum e Rna l TankDispense d Temp.CF ) (gal ) 1 2 10. 7 ./- 11. 3 Observation s N o fuelin g problems .
1 2 10. 7 Woul d notfue l a t ful l dispensin g rate . Significan tspi t bac k a ten d o ffueling . 4/24/8 9 Chicag o Onboard

are a 11.2 —/ — 11. 4 N o fuelin g problems .

(partia l fill ) 4/25/8 9 Jolie

tOnboard are a 9. 2 14. 0 -/- - 9. 8 N o fuelin g problems . (10 % ethano l blend )

5 1P.5 7



### VIII . Conclusion s Thi s programha s demonstrate d tha t th e simplifie d onboar d design use d b

yEP Acan b e successfull yadapte d fo r vehicl e us e o n a For d Taurus . Th e tes t vehicl e exceede d th e propose d refueling emission s standar d unde r al l propose d tes t condition s an d exhibite d n o advers e effect s o n exhaus t emission s o r vehicl e driveabilit y unde r a broa d rang e o f conditions . I t ha d equa l o r bette r fil l performanc e tha n th e stoc k vehicl e configuratio n and severa l othe r productio n vehicle s wit hwhic hi t wa s compared . Tes t result s als o showe d tha t th e onboar d systemsuccessfull ycontrolle d running los s emissions , an

d provide d ful l rollove r protectio n an d excellen t fue l tank slos hprotection . Overall , th e tes t vehicl e me t al l th e design goal s establishe d fo r th e program .

5 2P.5 8

Reference s
1 . EP AMemorandum . "NHTS AEvaluatio n o f Onboar d Equippe d Taurus, " Joh n F . Anderson , Standard s Developmen t an d Suppor t Branch , t o Docke t A-87-11 , Ma y5 , 1989 .

5 3APPENDI XA Detaile d Compilatio n o f Emissio n Tes t Result s

5 4Evaporative , Tailpip e an d Refuelin g Dat a Summar y- 198 8 Tauru s Tes tVehid e Vehicl e Tes t Configuratio n Procedure Tailpip e Emission s Evaporativ e Emission s Refuelin g H C C O NO x60°-84° F HotSoa k #1,72°-96° F #2,72°-96° F Tota l Emission s (g/m ) (g/m ) (g/m ) M ifl l ifl l ifl l ifl l (g/gal ) Stoc k 198 8 M YCert . 0.1 9 1.8 8 0.7 1 0.12(Diumal ) 0.2 2 0.3 4 Fue l Econom y (mpg ) 21.4 7 Stoc k Enhance d Evap . (N o ca p removal ) 0.2 0 2.1 1 0.7 6 0.1 8 0.1 8 0.1 6 2.6 8 (Diurnal ) 2.4 5 20.7 7 Stoc k Enhance d Evap . 0.2 3 2.6 4 0.7 4 0.1 4 0.4 0 (0.25) * 0.1 7 8.2 7 (Diurnal ) 8.6 7 20.9 2 Wit h 3.0 1 caniste r Wit h 3.0 1 caniste r Enhance d

Evap . Enhance d Evap . 0.2 0 2.2 8 0.7 6

0.2 0 2.1 6 0.7 0 0.4 8 0.3 9 0.9 6

(0.69) * 0.7 2 (0.40) * 0.4 3

0.3 8 0.4 9

(Diurnal ) 0.3 6 (Diurnal ) 1.45

1.0 8 21.0 5 21.0 1 Wit h two prod . canisters i n series Enhance d

Evap . 0.2 3 2.3 0 0.7 1 0.2 9 0.8 7 (0.70) " 0.3 9 0.2 1 (Diurnal ) 1.0 8 21.2 0
3.0 L caniste r 1/8* pl.* * (simulate d procedure) Refuelin g 0.2 0 2.0 8 0.5 7 0.2 5 0.6 2

Procedure (Diurnal ) (0.33) * 0.8 7 0.2 2 21.3 2

3.5 L caniste r 1/4* pl. " (simulate d procedure) Refuelin g

Procedure 0.1 8 1.6 5 0.7 7 0.4 9 0.8 1 (Diurnal ) (0.33) * 1.3 0 0.0 3 21.2 1

3.5 L caniste rRefuelin g 1/4 " pl.* * Procedure (simulated procedure) 0.1 8 1.5 6 0.7 8 0.6 2 (Diurnal ) 0.7 4

(0.33) * 1.3 6 0.1 0 21.3 2

Value s i n ( ) are approximate contributio n fro m ca p removal . Purg e lin e interio rdiameter . 5 5Evaporative . Tailpip e an d Refuelin g Dat a Summar y(cont) -198 8 Tauru s Tes tVehicl e Vehid e Configuratio n 3.5 Lcaniste r 3/8 pl.* * (simulate d procedure ) Tes t

Procedur e Refuelin g Procedur e Tailpip e Emission s

H C C O NO x (g/m ) (g/m ) (g/m ) 0.1 9 1.7 4 0.7 2 Evaporativ e Emission s 60°-84° F Ho tSoa k

#1,72°-96° F #2,72°-96° F Tota l 

### ifllifl

lifllifl

lifl

l 0.3 4 (Diurnal ) 1.2 9

(0.98 ) 1.6 3 Refuelin g Emission s (g/gal ) 0.0 7 Fue l

Econom y (mpg ) 20.9 0

Integrate d Syste m (3.5 LCan. ) Refuelin g

Procedur e 0.1 9 1.8 0 0.7 2 0.2 7 0.3 4 (ND)** ' 0.6 1 0.0 4 20.7 0
Integrate d Syste m (3.5 LCan. ) Refuelin g

Procedur e 0.1 7 1.6 6 0.6 5 0.3 0 0.3 5 (ND)** ' 0.6 5 0.0 2 20.9 1
Integrate d Syste m (3.5 LCan. ) Refuelin g

Procedur e 0.2 0 2.1 0 0.7 1 0.3 6 0.2 5 (0.04) * 0.6 1 0.07 * 21.1 7
Integrate d Syste m (3.5 LCan. ) Refuelin g

Procedure 0.1 8 1.72 0.7 6 0.3 4 0.3 8 (0.02) * 0.7 2 0.0 7 21.2 5

* Value s i n ( ) ar e approximat e contributio n fro m ca p removal . * * Purg e lin e interio rdiameter . ** * N D - No tdetected . *** * 4 gp m refueling rate .

5 6VEHICLE :

CONFIGURATION : TES TPROCEDURE : TES TDATE :
Dat e 10/1 7 10/1 7 10/1 7 10/1 7 10/1 7 10/1 7 198 8 Tauru s Stoc k 198 8 Cer t 10/16 - 10/17/8 8 Tes t Seqmen t Diurna l Bag 1 Ba g 2 Ba g 3 Tailpip e Composite Ho t Soa k Tota l Evap . H C

0.1 2 (g ) 0.61 2 (g/mile) 0.04 4 (g/mile) 0.15 3 (g/mile) 0.19 2 (g/mile) 0.2 2 (g ) 0.3 4 (g ) Emission s

C O

— 5.02 7 (g/mile) 0.89 7 (g/mile) 1.36 8 (g/mile) 1.88 3 (g/mile)

—

5 7 NOx

— 1.11 5 (g/mile) 0.31 9 (g/mile) 1.15 0 (g/mile) 0.71 3 (g/mile)

— MP G

— 21. 5 20. 0 24. 9 21.4 7

—VEHICLE :

CONFIGURATION : TES TPROCEDURE : TES TDATE : 198 8 Tauru s Stoc k Supplementa l NPR M - # 1 Test , Partiall yan d Non-integrate d Syste m Evap.an d Tailpipe (n o ga s ca p remova l i n hotsoak ) 10/18-10/21/8 8 Dat e 10/1 8 10/1 8 10/1 8 10/1 9 10/1 9 10/1 9

10/2 0 10/2 0

10/2 0 10/2 0 10/2 1 Tes t Caniste r

Segmen tWeigh tChang e (g ) Loa d t o Breakthroug h # 1 Hea tBuil d # 2 Hea tBuil d # 3 Hea tBuil d # 4 Hea tBuil d # 5 Hea tBuil d Prep . LA-4 Ba g 1 Ba g 2 Col d Soa k 60°-84° F Hea tBuil d Tailpip e Bag 1 Ba g 2 Ba g 3 Tailpip e Composit e Ho tSoa k

(n o ga s ca p removal ) #1:72°-96° F Hea tBuil d #2 : 72°-96° F Hea tBuil d Tota l Evap . + 8. 3 + 15. 2 + 24. 3 + 13. 4 + 8. 9

— -46. 2 + 5. 0 + 17. 9

— — —

— -38. 1 + 23. 1 + 35. 5 H C

0.6 1 (g ) 0.1 2 (g ) 0.1 5 (g ) 3.3 6 (g ) 12.0 9 (g ) 0.74 3 (g/mile ) 0.03 7 (g/mile )

— 0.1 8 (g ) 0.63 3 (g/mile ) 0.03 0 (g/mile ) 0.19 6 (g/mile ) 0.20 1 (g/mile ) 0.1 8 (g ) 0.1 6 (g ) 2.6 8 (g ) 2.8 6 (g ) Emission s

C O

— — — — — 8.78 5 (g/mile ) 0.92 3 (g/mile )

—

- - 6.85 9 (g/mile ) 0.41 6 (g/mile ) 1.69 8 (g/mile ) 2.10 8 (g/mile )

—

_
— NO x

— — — — — 0.90 5 (g/mile ) 0.47 0 (g/mile )

—

— 0.93 5 (g/mile ) 0.64 6 (g/mile ) 0.83 9 (g/mile ) 0.75 9 (g/mile )

—

—

— MP G

— — — —
20. 9 19. 5

—

' — 21. 0 19. 5 23. 5 20.7 7

~

—

—
5 8VEHICLE :

CONFIGURATION : TESTPROCEDURE : TESTDATE : 1988 Tauru s Stoc k Supplementa l NPR M - # 1 Test , Partiall yan d Non-integrate d Syste m Evap . an d Tailpip e (n o gas ca p remova l i n hotsoak ) 10/18-10/21/8 8 Caniste rLoadin g Dat e 10/1 8 10/1 8 10/1 8 10/1 8 10/1 9 10/1 9 Weighin g Initia l Afte r# 1 HeatBuil d Afte r# 2 Hea tBuil d Afte r# 3 HeatBuil d Afte r# 4 Hea tBuil d Afte r# 5 HeatBuil d Caniste r Weigh t(g ) 644. 6 652. 9 668. 1 692. 4 705. 8 714. 7 HCt o

SHE D (g )

— 0.6 1 0.1 2 0.1 5 3.3 6 12.0 9 Tota l H C

Fro m Tan k

(g )

— 8.9 1 15.3 2 24.4 5 16.7 6 20.9 9 AW-70. 1 Tota l = 16.33
Caniste rWeigh tDurin g Testin g Dat e 10/1 9 10/2 0 10/2 0 10/2 0 10/2 0 10/2 1 Weighin g

Afte rLA-4 Prep . Afte rCol d Soa k Afte r# 1 Hea tBuil d Afte rExhaustTes t&Ho tSoa k Afte r# 1 Hig h Tem p Hea tBuil d Afte r# 2 Hig h Tem p Hea tBuil d Caniste rWeigh t(g ) 668. 5 673. 5 691. 4 653. 3 676. 4 711. 9

5 9VEHICLE :

CONFIGURATION : TES TPROCEDURE : TES TDATE : Dat e 10/2 5 10/2 5 10/2 6 10/2 6 10/2 6

10/2 7 10/27

10/2 7 10/2 7 10/2 8 198 8 Tauru s 3. 0 L canister , stoc k

eva p system . (# 2 testsequence (# 1 sequenc e void)) Supplementa l NPR M - Partiall yan d Non-integrated Syste m Eva p an d Tailpip e

10/25 - 10/28/8 8 Tes t Segmen t Caniste r

Weigh tChang e (g ) Load to Breakthroug h # 1 Hea tBuil d +12. 0 # 2 Hea tBuil d + 23. 0 # 3 HeatBuil d + 2. 5 # 4 Hea tBuil d + 18. 8 Prep . LA-4 Bag 1 - Ba g 2 - 55. 9 Col d Soa k

-4. 1 60°-84° FHeatBuil d Tailpipe Bag 1 — Bag 2 - Ba g 3 — Tailpip e Composite — Hot-Soa k

(wit h ga s ca p removal ) - 22. 5 #1 : 72°-96° F HeatBuil d +36. 1 #2 : 72°-96° FHeatBuil d +31. 7 Tota l Evap . — H C 0.2 9 (g ) 0.4 3 (g ) 0.5 4 (g ) 0.7 9 (g ) Emission s

C O NOx

0.91 1 (g/mile) 9.41 7 (g/mile) 0.98 1 (g/mile) 0.03 9 (g/mile ) 1.16 6 (g/mile) 0.47 7 (g/mile)
0.4 8 0.65 3 (g/nmle

) 7.14 0 (g/mile) 0.97 8 (g/mile) 0.02 8 (g/mile) 0.52 4 (g/mile) 0.56 4 (g/mile) 0.19 1 (g/mile) 1.92 0 (g/mile) 0.94 9 (g/mile) 0.20 3 (g/mile ) 2.28 3 (g/mile) 0.75 6 (g/mile) 0.9 6 (g) 0.4 3 (g ) - 0.4 9 (g ) - - 1.45(g ) - MP G

20. 8 19. 7

21. 3 19. 7 23. 9 21.0 5

6 0VEHICLE :

CONFIGURATION : TES TPROCEDURE : TES TDATE : 198 8 Tauru s 3. 0 L canister , stoc k

eva p syste m (# 2 testsequence) Supplementa l NPR M - Partiall yan d Non-integrated Syste m Evap . an d Tailpip e

10/2 5 - 10/28/8 8 Caniste rLoadin g Dat e 10/2 5 10/2 5 10/2 5 10/2 6 10/2 6 Weighin g Initia l Afte r# 1 HeatBuil d Afte r# 2 HeatBuil d Afte r# 3 HeatBuil d Afte r# 4 Hea tBuil d Caniste r Weigh t(g ) 2207. 1 2219. 1 2242. 1 2244. 6 2263. 4 AW » 56. 3 HCt o

SHE D (g )

— 0.2 9 0.4 3 0.5 4 0.7 9 Tota l = 2.0 5 Tota l H C

from Tan k

(g )

— 12.2 9 23.4 3 3.0 4 19.5 9

Dat e 10/2 6 10/2 7 10/2 7 10/2 7 10/2 7 10/2 8 Caniste rWeigh tDurin g Tes t

Weighin g Caniste rWeigh t(g ) Afte rLA-4 Pre p Afte rCol d Soa k Afte r# 1 Hea tBuil d Afte rExhaustTes t&HotSoa k Afte r# 1 Hig h Tem p Hea tBuil d Afte r# 2 Hig h Tem p Hea tBuil d 2207. 5 2203. 4 2180. 9 2217. 0 2248. 7

6 1VEHICLE :

CONFIGURATION : TES TPROCEDURE : TES TDATE : Dat e 10/2 9 10/2 9 10/2 9

10/3 0 10/3 0

10/3 0 10/3 0 10/3 0 10/3 1 198 8 Tauru s Stoc k Supplementa l NPR M - # 2 Test , Partiall yan d Non-integrate d Syste m Evap . an d Tailpip e 10/29 - 10/31/8 8 Tes t Segmen t Loa d t o Breakthroug h # 1 Hea t Bu M # 2 Hea t Buil d Prep . LA- 4 Bag l Ba g 2 Col d Soa k 60 o -84° F hea tbuil d Tailpip e Ba g 1 Ba g 2 Ba g 3 Tailpip e Composit e Ho tSoa k

(wit h ga s ca p removal ) #1:72°-96° F Hea tBuil d #2 : 72°-96° F Hea tBuil d Tota l Evap . Caniste r

Weigh tChange(g )
+ 17. 5 + 6. 4
-39. 7 + 1. 0 + 13. 9

-32. 3 + 31. 8 + 30. 2 H C

2-3 9 (g ) 7-4 2 (g ) Emission s

C O NOx

0.92 0 (g/mile ) 10.40 2 (g/mile ) 1.18 2 (g/mile ) 0.03 2 (g/mite ) 0.66 6 (g/mile ) 0.63 9 (g/mile )
0-1 4 (g ) 0.75 8 (g/mile ) 8.36 4 (g/mile ) 1.05 6 (g/mile ) 0.03 1 (g/mile ) 0.50 0 (g/mile ) 0.53 4 (g/mile ) 0.21 2 (g/mile ) 2.35 3 (g/mile ) 0.89 0 (g/mile ) 0.23 2 (g/mile ) 2.64 2 (g/mile ) 0.74 0 (g/mile ) 0.4 0 (g ) 0.17(g ) 8.2 7 (g ) 8-6 7 (g ) MP G

20. 6 19. 8

21. 0 19. 7 23. 7 20.9 2

6 2

T J CDVEHICLE :

CONFIGURATION : TES TPROCEDURE : TES TDATE : Supplementa l NPR M 198 8 Tauru s Stoc k # 2 Test , Partiall yan d Non-Integrate d Syste m Evap . an d Tailpip e

10/29 - 10/31/8 8

Dat e 10/2 9 10/2 9 10/2 9 WefoMfM i Initia l Afte r# 1 Hea tBuil d Afte r# 2 Hea tBuil d Caniste rLoadin g Caniste r Weigh t(g ) 693. 7 711. 2 717. 6 A W= . 23. 9 HCt o

SHE D (g ) 2.3 9 7.4 2 Tota l = 9.8 1 Tota l H C

from Tan k

(g ) 19.8 9 13.8 2

Caniste rWeigh tDurin g Testin g Dat e 10/2 9 10/3 0 10/3 0 10/3 0 10/3 0 10/3 1 Weighin g

Afte rPre p LA-4 Afte rCol d Soa k Afte rHeatBuil d Afte rTailpip e &Ho

tSoa k Afte r# 1 Hig h Tem p HeatBuil d Afte r# 2 Hig h Tem p Hea l Buil d Caniste rWeigh t(g ) 677. 9 678. 9 692. 8 660. 5 692. 3 722. 5

6 3

o oVEHICLE :

CONFIGURATION : TES TPROCEDURE : TES TDATE : 198 8 Tauru s 3. 0 L Canister , Stoc k

Eva p Syste m (# 3 Tes tSequence ) Supplementa l NPR M - Partiall yan d Non-Integrate d Syste m Eva p an d Tailpip e 10/3 1 - 11/3/8 8 Dat e 10/3 1 11/0 1 11/0 1 11/0 1 11/0 1

11/0 2 11/0 2

11/0 2 11/0 2 11/0 3 Test

Seaqen t Loa d t o Breakthroug h # 1 Hea t Build # 2 Hea t Build # 3 Hea t Build #4 Hea t Buil d (2 5 minutes ) Caniste r

Weigh tChang e (g )

+ 22. 6 + 9. 3 + 21. 8 + 4. 2 H C

0.70 (g ) 0.5 5 (g ) 0.62 (g ) 0.37 (g ) Emission s

CO

— —

- —

— NOx MP G

Prep . LA-4 Ba g 1 — Bag 2 - 52. 4 Col d Soa k

-3. 7 60°-84° F HeatBuil d +23. 0 Tailpip e Ba g 1 — Ba g 2 — Ba g 3 — Tailpip e Composite — Ho tSoa k (wit h gas ca p remova l -41. 7 #1 : 72°-96° F HeatBuil d +33. 8 #2 : 72°-96° F HeatBuil d +22. 5 0.67 9 (g/mile) 5.48 6 (g/mile) 0.03 2 (g/mile) 0.70 7 (g/mile)
0.3 9 (g ) 0.67 1 (g/mile) 6.18 0 (g/mile) 0.03 3 (g/mile) 0.78 3 (g/mile) 0.17 4 (g/mile) 1.71 6 (g/mile) 1.02 3 (g/mile) 0.47 9 (g/mile)

1.04 6 (g/mile) 0.47 1 (g/mile) 0.88 4 (g/mile) 0.20 4 (g/mile) 2.15 8 (g/mile) 0.70 4 (g/mile) 0.7 2 (g ) - 0.3 8 (g ) - 0.3 6 (g ) —- 20. 4 19. 6

21. 1 19. 7 23. 8 21.0 1

Tota l Evap . 1.08(g ) 6 4VEHICLE :

CONFIGURATION : TES TPROCEDURE : TES TDATE : 198 8 Tauru s 3. 0 L Canister , Stoc k

Eva p Syste m (# 3 testsequence) Supplementa l NPR M - Partiall yIntegrate d an d Non-Integrate d Syste m Evap . an d Tailpip e 10/3 1 -11/03/8 8 Caniste rLoadin g Dat e 10/3 1 10/3 1 11/0 1 11/0 1 11/0 1 Caniste r

Weighin g Initia l Afte r# 1 HeatBuil d Afte r# 2 HeatBuil d Afte r# 3 HeatBuil d Afte r# 4 HeatBuil d (2 5 minutes) Weigh t( c 2212. 1 2234. 7 2244. 0 2265. 8 2270. 0 A W- 57. 9 HCt o

SHE D (o) 0.7 0 0.5 5 0.6 2 0.3 7 Tota l = 2.2 4 Tota l H C

Fro m Tan k

(g ) 23.3 0 9.8 5 22.4 2 4.5 7

Dat e 11/0 1 11/0 2 11/0 2 11/0 2 11/0 2 11/0 3 Afte rPre p LA- 4

Afte rCol d Soa k Afte r# 1 HeatBuil d Afte rExhaustTes t&HotSoa k Afte r# 1 Hig h Tem p Hea tBuil d Afte r# 2 Hig h Tem p Hea tBuil d

Caniste rWeigh tDurin g Testin g Weighin g Caniste rWeigh t(g) 2217. 6 2213. 9 2236. 9 2195. 2 2229. 0 2251. 5

6 5VEHICLE :

CONFIGURATION : TES TPROCEDURE : TES TDATE : Dat e 11/0 8 11/0 8 11/0 8 11/0 9 11/1 0 11/1 0 11/1 4

11/1 5 11/1 5

11/1 5 11/1 5 11/1 6 198 8 Tauru s Tw o Produdio n Canister s i n series ; stoc k evap . syste m Supplementa l NPR M - Partiall yan d Non-integrate d syste m Evap . an d Tailpip e 11/08-11/16/8 8 Tes t Segmen t1 Loa d t o Breakthroug h # 1 HeatBu M # 2 HeatBu M # 3 HeatBuil d # 4 Hea tBuil d # 5 Hea tBuil d # 6 Hea tBuil d Prep . LA-4 Ba g 1 Ba g 2 Col d Soa k 60°-84° F Hea tBuil d Tailpip e Bag 1 Ba g 2 Ba g 3 Tailpip e Composit e Ho tSoa k

(wit h ga s ca p removal ) #1 : 72°-96° F Hea tBuil d #2 : 72°-96° F Hea tBuil d Tota l Evap . Caniste r

A/eigh tChang e (g )

+ 22. 3 + 24. 9 + 22. 5 + 14. 7 + 12. 6 + 23. 5
-62. 0 0. 0 + 21. 2

—

— -44. 3
+ 28. 2 + 38. 7

— H C

0.18(g ) 0.2 2 (g ) 0.3 2 (g ) 0.2 4 (g ) 0.3 5 (g ) 0*7 2 (g ) 0.83 0 (g/mile ) 0.04 9 (g/mile )

— 0-2 9 (g ) 0.66 6 (g/mile ) 0.02 9 (g/mile ) 0.27 4 (g/mile ) 0.22 7 (g/mile ) 0.8 7 (g ) 0.3 9 (g ) 0*2 1 (g ) 1.08(g ) Emission s

C O

—

9.72 5 (g/mile ) 1.45 4 (g/mile )

—

— 7.70 4 (g/mile ) 0.58 5 (g/mile ) 1.48 6 (g/mile ) 2.29 7 (g/mile )

—

—

—

— NO x

.. .

0.96 4 (g/mile ) 0.69 5 (g/mile )

_

- - 0.91 7 (g/mile ) 0.55 2 (g/mile ) 0.84 0 (g/mile ) 0.70 6 (g/mile )

—

—

—

— MP G

21. 1 19. 7

21. 1 20. 0 24. 1 21.2 0

6 6

* •

- JVEHICLE :

CONFIGURATION : TES TPROCEDURE : TES TDATE : 198 8 Tauru s Two Productio n Canisters i n Series ; stoc k evap . syste m Supplementa l NPR M - Partiall yan d Non-integrate d syste m Evap . an d Tailpip e 11/08 - 11/16/8 8

Dat e 11/0 8 11/0 8 11/0 8 11/0 8 11/0 9 11/1 0 11/1 0 

### w^ahin a Initia l Afte r* 1 Hea tBuil d Afte r# 2 Hea tBu M Afte r# 3 Hea tBu M Afte r# 4 HeatBuil d Afte r# 5 Hea tBuil d Afte r# 6 HeatBuil d Caniste rLoadin g Caniste r Weigh t(a) 1529. 8 1552. 1 1577. 0 1599. 5 1614. 2 1626. 8 1650. 3 A W» 120. 5 HCt o

SHE D (o )

— 0.1 8 0.2 2 0.3 2 0.2 4 0.3 5 0.7 2 Tota l = 2.0 3 Tota l H C

Fro m Tan k

(o)

— 22.4 8 25.1 2 22.8 2 14.9 4 12.9 5 24.2 2

Dat e 11/1 4 11/1 5 11/15 11/1 5 11/1 5 11/1 6 Caniste rWeigh tDurin g Testin g

Weighin g Caniste rWeigh t(g ) Afte rLA- 4 Prep . Afte rCol d Soa k Afte r# 1 Hea tBuil d Afte rExhaustTes t&HotSoa k Afte r# 1 Hig h Tem p Hea tBuil d Afte r# 2 Hig h Tem p Hea tBuil d 1588. 3 1588. 3 1609. 5 1565. 2 1593. 5 1632. 2

6 7

- J S 3VEHICLE :

CONFIGURATION : TES TPROCEDURE : TES TDATE : Dat e 11/1 6 11/1 6

11/1 7 11/1 7

11/1 7

11/1 7

11/1 8 Simulate d refueling* ; 3. 0 Lc Supplement s Tes t Segmen t Loa d t o Breakthroug h Vapo rfro m 3 6 gallon s fue l Prep . LA- 4 Bag i Ba g 2 Col d Soa k 60°-84° F Hea tBuil d Tailpip e Bag i Ba g 2 Ba g 3 Tailpip e Composit e Ho tSoa k

(wit h ga s ca p remova l Tota l Evap . LA-4 Bag i Ba g 2* * Temp.Stabilizatio n Refuelin g (16. 0 gal . manua l shut-off ) Caniste r

Weigh tChang e (g )

+ 140. 0
-40. 7 -7. 6 + 20. 8

—

-29. 7 «

-11. 4 + 6. 2
+ 87. 2 198 8 Tauru s

lister - 1/8 " I.D . p i NPR M - Full yint e 11/16 - 11/18/8 8 H C Emission s

C O NOx

0.56 3 (g/mile ) 5.42 4 (g/mile ) 0.93 2 (g/mile ) 0.03 5 (g/mile ) 0.71 8 (g/mile ) 0.48 0 (g/mile )
0.2 5 (gram ) — 0.65 1 (g/mile ) 6.64 3 (g/mile ) 1.05 5 (g/mile ) 0.02 4 (g/mile ) 0.31 8 (g/mile ) 0.24 4 (g/mile ) 0.19 8 (g/mile ) 1.96 5 (g/mile ) 0.80 8 (g/mile ) 0.20 2 (g/mile ) 2.07 9 (g/mile ) 0.56 6 (g/mile ) 0.6 2 (gram ) —— 0.8 7 (gram ) —— 0.37 0 (g/mile ) 2.52 3 (g/mile ) 0.79 0 (g/mile ) 0.03 1 (g/mile ) 0.51 2 (g/mile ) 0.61 0 (g/mile )

0.2 2 (g/gal ) MP G

21. 8 20. 0

21. 3 20. 1 24. 3 21.3 2

24. 0 18. 9

* Caniste rloadin g t o breakthroug h an d refueling emissio n measuremen tperforme d wit h a non-vehid e mounte d tank , caniste rpurgin g wit h caniste ro n vettfe ^ tan k ven tlin e i n place . * * Deviatio n fro m driver s trac e - dyn o problem . 6 8VEHICLE :

CONFIGURATION : TES TPROCEDURE : TES TDATE : 198 8 Tauru s Simulate d refueling* ; 3. 0 Lcaniste r- purg e line : 1/8 ' I.D . X1 2 f tlong ,

0.03 0 orific e remove d from tan k vapo rlin e Supplementa l NPR M - Fully-integrate d syste m

11/16-11/18/8 8

Dat e 11/1 6 11/1 6

Dat e 11/1 6 11/1 7 11/1 7 11/1 7 11/1 7 11/1 8 11/1 8 Caniste rLoadin g

W^ghin q Initia l Afte rloadin g usin g 3 6 gals . fuel . Caniste r Weigh t(g ) 2126. 8 2266. 8 A W= 140. 0 Caniste rWeigh tDurin g Testin g Weighin g Afte rLA- 4 Prep . Afte rCol d Soa k Afte rHeatBuil d (Diurnal ) Afte rExhaus tTes t&Ho tSoa k Afte rLA-4 Driv e Afte rTemperatur e stabilizatio n Afte rRefuelin g emission s measuremen t Caniste rWeigh t(g ) 2226. 1 2218. 5 2239. 3 2209. 6 2198. 2 2204. 4 2291. 6

Caniste rloadin g t o breakthroug h an d refuelin g emission s measuremen tperforme d wit h a non-vehid e mounte d tank , caniste rpurgin g wit h caniste ro n vehide , tan k ven tlin e i n place .

6 9

- j *- .VEHICLE :

CONFIGURATION : TES TPROCEDURE : TES TDATE : 198 8 Tauru s Simulate d Refueling* ; 3. 5 LCaniste r-1/4 ' I.D . purg e line , 1 2 ft
. long ;

0.03 0 orific e remove d fro m tan k vapo rline . Supplementa l NPR M - Full yintegrate d syste m

12/2 - 12/5/8 8 Dat e 12/2 12/2 12/ 2

12/3 12/3

12/ 3

12/3

12/5 Tes t

Segmen t Loa d t o Breakthroug h # 1 Fuelin g # 2 Fuelin g (7. 0 ga! ) Prep . LA-4 Bag i Ba g 2 Col d Soa k 60°-84° F Hea tBuil d Tailpip e Ba g 1 Ba g 2 Ba g 3 Tailpip e Composit e Ho tSoa k

(wit h ga s ca p removal ) Tota l Evap . LA- 4 Driv e Bag i Ba g 2 Temperatur e Stabilizatio n Refuelin g Caniste r

Weigh tChang e (g )

+ 162. 8 + 60. 2

- 104. 3 + 0. 1 + 20. 5lii!

-39. 6

—
-21. 4

+ 7. 2 + 89. 6 H C Emission s C O

1.29 8 (g/mile ) 22.72 2 (g/mile ) 0.08 2 (g/mile ) 3.60 7 (g/mile )
0.4 9 (g ) 0.56 4 (g/mile ) 4.83 9 (g/mile ) 0.03 0 (g/mile ) 0.45 3 (g/mile ) 0.16 0 (g/mile ) 1.49 2 (g/mile ) 0.17 7 (g/mile ) 1.65 1 (g/mile ) NO x

0.75 5 (g/mile ) 0.46 7 (g/mile ) MP G

20. 3 19. 7

1.16 7 (g/mile ) 0.56 6 (g/mile ) 0.83 3 (g/mile ) 0.76 5 (g/mile ) 21. 0 20. 0 24. 1 21.2 1 0.8 1 (g ) - 130(g ) - 0.34 6 (g/mile ) 2.01 6 (g/mile ) 0.02 5 (g/mile ) 0.17 9 (g/mile ) —

— 1.14 5 (g/mile ) 0.44 4 (g/mile ) —

— 23. 8 20. 3

0.0 3 (g/gal )

* Caniste rloadin g t o breakthroug h an d refueling emissio n measuremen tperforme d wit h a non-vehid e mounte d tank , o n vehid e caniste rpurge , tan k ven tlin e i n place . 7 0

- jVEHICLE :

CONFIGURATION : TESTPROCEDURE : TESTDATE : 1988 Tauru s Simulate d Refueling* ; 3. 5 LCaniste r-1/4 ' I.D . purg e line , 1 2 f tlong ; 0.03 0 orific e remove d from tan k vapo rline . Supplementa l NPR M - Full yintegrate d Syste m

12/2 - 12/5/8 8

Dat e 12/2 12/ 2 12/ 2 Weighing

Initia l Afte r# 1 Fuelin g Afte r# 2 Fuelin g (7. 0 gal ) Caniste rLoadin g Caniste r Weigh t(q ) 3756. 8 3919. 6 3979. 8 A W= 223. 0 Caniste rWeigh tDurin g Testin g Dat e 12/ 2 12/ 3 12/ 3 12/ 3 12/ 3 12/ 5 12/ 5 Weighin g

Afte rLA-4 Prep . Afte rCol d Soa k Afte rHeatBu M (Diurnal ) Afte rExhaustTes t&HotSoa k Afte rLA-4 Driv

e Afte rTemperature Stabilizatio n Afte rRefuelin g emission s measuremen t(14. 1 gal , manua l shutoff

) Caniste rWeigh t(g ) 3875. 5 3875. 6 3896. 1 3856. 5 3835. 1 3842. 3 3931. 9 Caniste rloadin g t o breakthroug h an d refuelin g emission s measuremen tperforme d wit h non-vehid e mounte d tank , caniste rpurgin g wit h caniste ro n vehide , tan k ven tlin e i n place .
7 1

v

- jVEHICLE :

CONFIGURATION : TES TPROCEDURE : TES TDATE : 198 8 Tauru s Simulate d Refueling* ; 3. 5 L Caniste r-1/4 ' I.D . purg e line , 1 2 ft . long ;

0.03 0 orifice remove d fro m tan k vapo rline . Supplementa l NPR M - Full yintegrate d syste m

12/5 - 12/6/8 8 Dat e 12/ 5 12/ 5 12/ 5

12/ 6 12/ 6

12/ 6 12/ 6

12/ 6 Test

Segmen t Load t o Breakthroug h # 1 Fusin g # 2 Fuelin g (14. 6 gal ) Prep . LA- 4 Bag i Bag 2 Col d Soa k 60°-84° F Hea

tBuil d Tailpip e Bag i Bag 2 Bag 3 Tailpip e Composite Ho tSoa k (wit h gas ca p removal ) LA-4 Drive Bag i Bag 2 Tota l Evap . Temperatur

e Stabilizatio n Refuelin g Caniste r

Weigh tChang e (g )

+ 68. 1 + 69. 6
-81. 7 +0. 8 + 20. 0iiii -47. 5
-19. 3

' —
+ 7. 9 + 102. 5 H C Emission s C O

0.93 4 (g/mile) 11.89 0 (g/mile) 0.04 5 (g/mile) 1.52 3 (g/mile)
0-6 2 (g ) 0.57 6 (g/mile) 5.27 2 (g/mile) 0.02 6 (g/mile) 0.38 9 (g/mile) 0.16 0 (g/mile) 0.97 6 (g/mile) 0.17 7 (g/mile) 1.56 2 (g/mile) 0.7 4 (g ) 0.48 6 (g/mile) 0.02 4 (g/mile) 1.36(g )

0.1 0 (g/gal ) 2.76 3 (g/mile)

0.16 7 (g/mile) NOx

0.75 6 (g/mile) 0.54 9 (g/mile)

1.09 3 (g/mile) 0.61 9 (g/mile) MP G

20. 5 19. 8

1.03 5 (g/mile ) 0.58 4 (g/mile ) 0.97 1 (g/mile ) 0.78 4 (g/mile ) 21. 1 20. 1 24. 3 21.32

23. 7 20. 0

Caniste rloadin g to breakthroug h an d refuelin g emissio n measuremen tperformed wit h non-vehid e mounted tank , caniste rpurgin g wit h caniste ro n vehicle , tan k ven tlin e i n place . 7 2

- j

- jVEHICLE :

CONFIGURATION : TES TPROCEDURE : TES TDATE : 198 8 Tauru s Simulate d Refueling* ; 3. 5 L Caniste r-1/4 " I.D . purg e line , 1 2 f tlong ; 0.03 0 orifice remove d fro m tan k vapo rline . Supplementa l NPR M - Full yintegrated Syste m

12/ 5 - 12/6/8 8

Dat e 12/ 5 12/ 5 12/ 5 Caniste r

WfijgJ& a Initia l Afte r* 1 Fuelin g Afte r# 2 Fuelin g (14. 6 gal ) Caniste rLoadin g Weigh t(g ) 3854. 5 3922. 6 3992. 2 A W• 137. 7
Caniste rWeigh tDurin g Testin g Dat e Weighin g Caniste rWeigh t(g ) 12/ 5 Afte rLA- 4 Prep . 12/ 6 Afte rCol d Soa k 12/ 6 Afte rHeatBuil d (Diurnal ) 12/ 6 Afte rExhaustTes t&Ho tSoa k 12/ 6 Afte rLA- 4 Drive 12/ 6 Afte rTemperature Stabilizatio n 12/ 6 Afte rRefuelin g emission s

measuremen t(16.9 5 gal , automati c shutoff

) 3910. 5 3911. 3 3931. 3 3883. 8 3864. 5 3872. 4 3974. 9 Caniste rloadin g to breakthroug h an d refuelin g emission s measuremen tperformed wit h non-vehicl e mounte d tank , caniste rpurgin g wit h caniste ro n vehide , tan k ven tlin e i n place .

7 3

- J o oVEHICLE :

CONFIGURATION : TES TPROCEDURE : TES TDATE : Date 12/ 7 12/ 7

12/ 8 12/ 8

12/ 8

12/ 8 198 8 Tauru s Simulate d Refueling* ; 3. 5 L Caniste r- 3/8 * I.D . purg e line , 1 2 ft . long ;

0.03 0 orifice remove d fro m tan k vapo rline . Supplementa l NPR M - Full yintegrate d syste m

12/7 - 12/8/8 8

12/ 8 Test

Segmen t Load t o Breakthroug h # 1 Fueln g Prep . LA- 4 Bag i Bag 2 Col d Soa k 60°-84° F Hea

tBuil d Tailpip e Bag 1 Bag 2 Bag 3 Tailpip e Composite Ho tSoa k (wit h gas ca p removal ) Tota l Evap . LA- 4 Drive Bag i Bag 2 Temperatur

e Stabilizatio n Refuelin g Caniste r

Weigh tChang e (g )

+ 168. 9
-106. 1 + 0. 8 + 16. 6

—

~ - -42. 2

—
-17. 2

+ 12. 6 + 94. 0 H C Emission s C O NO

x

0.95 1 (g/mile) 21.12 4 (g/mile) 0.07 1 (g/mile) 2.83 9 (g/mile) 0.80 1 (g/mile) 0.51 8 (g/mile)
0.3 4 (g ) 0.62 5 (g/mile) 0.02 3 (g/mile) 0.18 4 (g/mile) 6.22 4 (g/mile )

0.21 4 (g/mile) 1.22 7 (g/mile ) 1.19 1 (g/mile)

0.49 6 (g/mile) 0.77 9 (g/mile) 0.19 2 (g/mile) 1.73 9 (g/mile) 0.71 8 (g/mile) 1.29(g ) - 1.63(g ) - 0.30 7 (g/mile) 0.01 2 (g/mile)

0.0 7 (g/gal ) 2.19 7 (g/mile )

0.24 9 (g/mile ) 1.13 8 (g/mile)

0.54 2 (g/mile) MP G

20. 7 19. 7

20. 8 19. 7 23. 8 20.9 0

24. 0 20. 3

Caniste rloadin g to breakthroug h an d refuelin g emissio n measuremen tperformed wit h non-vehid e mounted tank , caniste rpurgin g wit h caniste ro n vehide , tan k ven tlin e i n place . 74VEHICLE :

CONFIGURATION : TES TPROCEDURE : TES TDATE : 198 8 Tauru s Simulate d Refueling* ; 3. 5 L Caniste r- 3/8 " I.D . purg e tine , 1 2 f tlong ; 0.03 0 orifice remove d from tan k vapo rline . Supplementa l NPR M - Fullyintegrate d Syste m

12/7 - 12/8/8 8

Dat e 12/7 12/7

Dat e 12/7 12/8 12/8 12/8 12/8 12/8 12/8 Caniste rLoadin g

Initi o Afte r# 1 Fuelin g (11. 5 RV P @95oF ) Caniste r Weigh t(o ) 3838. 3 4007. 2 A W= 168. 9 Caniste rWeigh tDurin g Testin g Weighin g Afte rLA-4 Prep . Afte rCol d Soa k Afte rHea tBuil d (Diurnal ) Afte rExhaus tTes t&Ho tSoa k Afte rLA- 4 Driv e Afte rTemperatur e Stabilizatio n Afte rRefuelin g emission s measuremen t(14. 4 gal , automati cshutoff ) Caniste rWeigh t(g ) 3901. 1 3901. 9 3918. 5 3876. 3 3859. 1 3871. 7 3965. 7
Caniste rloadin g to breakthroug h an d refuelin g emission s measuremen tperformed wit h non-vehid e mounted tank , caniste rpurgin g wit h caniste ro n vehicle , tan k ven tlin e i n place .

75

o o oVEHICLE :

CONFIGURATION : TES TPROCEDURE : TESTDATE : Date 12/2 9 12/2 9

12/30 1273 0

12/30

12/30 1/3/89 Tes t

Segmen t Load tePffUflfrough PrWrtr M Bag i Ba g 2 Col d Soa k 60°-84° F Hea

tBuil d Tailpip e Bag 1 Bag 2 Bag 3 Tailpip e Composite Ho tSoa k (wit h gas ca p removal ) Tota l Evap . LA-4 Drive Bag i Bag 2 Refuelin g (12.85 gal ) 198 8 Tauru s Refuelin g Syste m wit h 3. 5 LCanister
. Supplementa l NPRM ' - Full yintegrate d syste m

12/29-1/3/8 9 H C

1.11 0 (g/m ) 0.07 6 (g/m )
0.2 7 (g ) 0.54 5 (g/m ) 0.03 6 (g/m ) 0.19 5 (g/m )

0.6 1 (g ) 0.39 0 (g/m ) 0.03 6 (g/m ) 0.0 4 (g/gal ) Emissions '

C O

16.07 2 (g/m ) 3.04 4 (g/m )

4.88 5 (g/m ) 0.83 6 (g/m ) 1.28 4 (g/m )

3.09 0 (g/m ) 1.20 9 (g/m ) NO x

0.73 6 (g/m ) 0.60 3 (g/m )

1.064 (g/m ) 0.53 4 (g/m ) 0.79 4 (g/m ) 0.18 5 (g/m ) 1.79 8 (g/m ) 0.71 5 (g/m ) 0.3 4 (g )

1.03 3 (g/m ) 0.51 2 (g/m ) MP G

20. 0 19. 1

20. 9 19. 3 23. 7 20.7 0

23. 3 19. 7

* Caniste rno tdisconnecte d befor e fuelin g fo rhea tbuild .

7 6 

### P lo oVEHICLE :

CONFIGURATION : TES TPROCEDURE : TES TDATE : 198 8 Tauru s Refuelin g Syste m wit h 3. 5 LCanister
. Supplementa l NPR M - Full yintegrate d syste m

1/3/8 9 -1/5/8 9 Date 1/3/89 1/ 3

1/ 4 1/ 4

1/ 4

1/ 4
1/ 5 Tes t

Segmen t Loa d j o fry^OMflh PJSBO& i Bag i Ba g 2 Col d Soa k 60 o -84° F Hea tBuy d Tailpip e Bag i Ba g 2 Ba g 3 Tailpip e Composit e Ho tSoa k

(wit h ga s ca p removal ) Tota l Evap . LA- 4 Driv e Bag i Ba g 2 Refuelin g (13.6 3 gal ) H C

0.3 0 (g ) Emission s

C O NO x MP G

0.77 4 (g/m ) 0.06 0 (g/m ) 11.69 2 (g/m )

2.21 6 (g/m ) 0.85 8 (g/m )

0.65 6 (g/m ) 20. 3 19. 4

0.59 3 (g/m ) 0.02 8 (g/m ) 0.11 3 (g/m ) 0.16 8 (g/m ) 0.3 5 (g ) 0.6 5 (g ) 0.35 4 (g/m ) 0.03 2 (g/m ) 0.0 2 (g/gal ) 4.59 0 (g/m )

0.70 6 (g/m ) 1.23 9 (g/m ) 1.65 5 (g/m )

—

— 2.56 5 (g/m ) 1.07 2 (g/m )

— 1.04 9 (g/m )

0.47 4 (g/m ) 0.68 6 (g/m ) 0.65 1 (g/m )

—

— 1.04 0 (g/m ) 0.48 9 (g/m )

— 20. 7 19. 6 24. 1 20.9 1

- -

_ 23. 6 20. 1

—

7 7
lo oVEHICLE :

CONFIGURATION : TES TPROCEDURE : TES TDATE : Dat e 1/ 5 1/ 5

1/ 6 1/ 6

1/ 6

1/ 6
1/ 7 Sup f Tes t Segmen t Load to Breakthroug h Bag i Ba g 2 Col d Soa k 60°-84° FHea tBuil d Tailpip e Bag i Ba g 2 Ba g 3 Tailpip e Composite Ho tSoa k (wit h ga s ca p removal ) Tota l Evap . LA-4 Drive Bag i Ba g 2 Refuelin g (14.8 1 gal ) ( 4 gpm ) 198 8 Tauru s Refuelin g Syste m wit h 3. 5 L Canister . Supplementa l NPR M - Fullyintegrate d syste m (Refuelin g emission s measure d atfuelin g rate o f4 gpm ) 1/ 5 - 1/7/8 9 H C Emission s

C O NO x

0.78 3 (g/mile) 8.32 9 (g/mile) 0.04 3 (g/mile) 1.63 7 (g/mile)
0.3 6 (g) 0.87 6 (g/mile) 0.56 7 (g/mile)

0.6 1 (g ) 0.34 6 (g/mile) 2.31 0 (g/mile) 1.06 7 (g/mile) 0.03 5 (g/mile) 1.28 3 (g/mile) 0.57 9 (g/mile) 0.0 7 (g/gal ) MP G

20. 8 19. 6

0.65 2 (g/mile) 0.03 1 (g/mile) 0.18 1 (g/mile) 0.20 0 (g/mile) 0.2 5 (g ) 5.63 3 (g/mile)

0.67 7 (g/mile) 2.13 6 (g/mile) 2.10 0 (g/mile)

— 1.01 3 (g/mile)

0.54 1 (g/mile) 0.79 3 (g/mile) 0.70 8 (g/mile)

.. . 21. 1 19. 8 24. 3 21.1 7

—

23. 9 20. 3

7 8VEHICLE :

CONFIGURATION : TES TPROCEDURE : TES TDATE : Dat e 1/ 7 1/ 7 198 8 Tauru s Refuelin g Syste m wit h 3. 5 LCanister
. Supplementa l NPR M - Full yintegrate d syste m

1/ 7 - 1/9/8 9 Tes t Segmen t

1/ 8 1/ 8

1/ 8

1/ 8
1/ 9 Loa d t o

P»B P I M Bag i Ba g 2 Col d Soa k 60°-84° F Hea tBuil d Tailpip e Ba g 1 Ba g 2 Ba g 3 Tailpip e Composit e Ho tSoa k

(wit h ga s ca p removal ) Tota l Evap . LA-4 Driv e Bag i Ba g 2 Refuelin g (13. 3 gal ) H C Emission s C O NOx MP G

0.68 0 (g/mile ) 8.42 2 (g/mile ) 0.04 7 (g/mile ) 1.72 0 (g/mile )
0.3 4 (g ) 0.60 2 (g/mile ) 4.81 3 (g/mile ) 0.02 9 (g/mile ) 0.71 2 (g/mile ) 0.15 7 (g/mile ) 1.30 4 (g/mile ) 0.75 5 (g/mile ) 0.61 7 (g/mile ) 20. 7 19. 8

1.04 3 (g/mile ) 0.59 6 (g/mile ) 0.85 9 (g/mile ) 0.18 3 (g/mile ) 1.72 4 (g/mile ) 0.76 1 (g/mile ) 0.3 8 (g ) - 0.7 2 (g ) - 0.35 0 (g/mile ) 2.00 6 (g/mile ) 0.93 2 (g/mile ) 0.03 6 (g/mile ) 1.28 4 (g/mile ) 0.69 3 (g/mile ) 0.0 7 (g/gal ) —- 21. 0 20. 0 24. 3 21.2 5

24. 2 20. 4

7 9P.8 5



### APPENDI XB Memorandu

m - Ho t Ambien t Tes t Summarie s

8 0P.8 6

J(OS V UNITE D STATE S ENVIRONMENTA LPROTECTIO N AGENC Y AN N ARBOR . MICHIGA N 4810 5 OFFIC E O F AI R AN D RADIATIO N 

## SE P 2 2198 9 MEMORANDUM SUBJECT :
FROM : Evaluatio n o f Ho t Ambien t Testin g fo r th e Onboar d

Tauru s J o Sosep hP . Hurley , Technicia n ^/Y 1 ^^- " ? vM** J ^- s tandard s Developmen t and Suppor^JBranc h* ?0 : John F . Anderson , Senio r Projec t Manage r

Standard s Developmen t an d Suppor t Branc h THRU : Thoma s M . Baines , Heavy-Dut yTestin g Coordinato r

Standard s Developmen t and Suppor t Branc h 

# y^b ^ Th e followin g i s m yevaluatio n o f th e performanc e o f th e onboar d Tauru s durin g th e ho t ambien t testing . Attache d yo u wil l fin

d record s o f th e dail ytemperatur e logs , and bot hth e officia l temperature s and th e temperature s take n a t th e EP A befor e an

d afte r eac ho f the day s tha t th e onboar d Tauru s wa s driven . I hav e als o enclose d th e officia l temperature s fo r th e whol e testin g period . I t i s m

yconclusio n tha t th e overal l performanc e o f th e onboar d Tauru s wa s excellent . Afte r drivin g severa l differen t route s a t differen t speeds , I coul d no t find an yperformanc e faults . 3ot hth e col d and ho t start s wer e goo d wit hnorma l crankin g periods . Attachments .



### 8 1P.8 7



### 8/22/8 9 HOTAMBIEN TTEST

Usin g th e onboar d Tauru s wit h th e caniste r modifications , w e are tryin g t o gathe rinformatio n o n th e effect s tha tho tambien ttemperature s hav e o n th e driveabilit yan d performanc e ofthi s vehicle . TH E TESTIN G PROCEDURE S WER E PERFORME D AS FOLLOWS (1) The fuel in the vehicle was drained to 1/4 of a tank. (2) The modified

canister

was purged for 1 hour. (3) The car was then parked outside

of the fueling area where the battery

cables

were disconnected. Removing

the battery cables and then reconnecting

them would delete all of the learned driving memory

in the onboard Taurus computer. This

would allow the Taurus to be able to learn new information

and store it in its learning memory. Thus, the

vehicle would begin testing in a standard

baseline

condition. (4 ) The high and low temperatures

were recorded

for each day during the testing period. This

will also included

the days where the weather

wasn't sufficient

enough

for our testing standard. (5) We will Drive the onboard

Taurus until we have driven out one tank of commercial

fuel obtained

from a local gas station.

8 2

### WED-8/23/8 9 AMBIEN TTEMP . Star tFinis h 7 8 8 0
EVALUATIO N HO TAMBIEN TTEST

DAY 1 Afte rreconnectin g th e batterycable s o n th e Onboar d Taurus , an d checkin g th e ambien ttemperature , I the n starte d th e Taurus , whic h fire d of fi n abou t2 seconds . The n I proceede d t o th e Amoc o statio n o n Washtena w wher e I fille d th e ga s tan k ful l ofcommercia l unleade d fuel
. Afte rleavin g th e Amoc o statio n wit h th e firs tful l tan k o f fuel , I drov e a combinatio n o fdifferen tspeeds . Th e rout e consiste d o fbot h highwa yan d cit ydriving . Th e overal l driveabilit yo fth e Tauru s wa s excellent , wit h n o stumble s o n takeoff s o rdurin g an yofth e speed s obtaine d thi s day . TOTA L MILEAG E ACCUMULATE D TODA YWA S (74 )

8 3P.8 9



### THU R -8/24/8 9 AMBIEN TTEMP . Start
. Finish . 7 8 7 8 EVALUATIO N HOTAMBIEN TTES T

DA Y2 It s 12:00 , th e su n i s shinin g an d th e temperatur e i s 7 8 degrees ; I decide d tha ti twa s a goo d da yt o pu ta lo t ofmileag e o n th e Taurus . Th e initia l firin g ofth e Tauru s wa s excellen twithi n 2 seconds . I drov e a lo tofdifferen troute s today , mos tofwhic h include d expresswa ydriving . Th e overal l performanc e of th e onboar d Tauru s wa s excellent , wit h n o problems . TOTA L MILEAG E ACCUMULATE D TODAYWA S (164 )

8 4P.9 0



### TUE S -8/29/8 9 AMBIEN TTEMP . Start
. Finish . 7 8 7 9
EVALUATIO N HOTAMBIEN TTES T

DA Y3 Thi s wasn' tth e bes tofday s t o us e fo rou rtesting , bu tI wante d t o us e u p th e remainin g fue l i n th e Tauru s a s soo n a s possible . At12:0 0 I notice d a brea k i n th e weathe rs o I decide d t o driv e th e 5 0 mile s o rs o t o us e th e remainde roffue l u p i n th e onboar d Taurus . Agai n I didn' tencounte ran yabnorma l problem s wit h th e crankin g periods , neithe rth e cold , no rth e hot . Bot h ofwhic h fire d offwithi n 2 t o 3 seconds . TOTA L MILEAG E ACCUMULATE D TODAYWA S (46) .

8 5P.9 1



### HO TAMBIEN TTESTONBOAR D TAURU S TEMPERATUR E RECORD S OFFICIALAMBIENT

TEMPERATURES

DURING

THE DAYS THAT THE ONBOARD

TAURUS

WAS BEING USED, WHICH INCLUDES

WEEKENDS

AND BAD WEATHER

DAYS. HIGHES TTEMP . LOWESTTEMP . DAY . NIGHT . DE G F. DE G F. TU E 8/22/8 9 WE D 8/23/8 9 THU R 8/24/8 9 FR I 8/25/8 9 SA T8/26/8 9 SU N 8/27/8 9 MO N 8/28/8 9 TU E 8/29/8 9 WF D 8/30/8 9 THU R 8/31/8 9 FR I 9/1/8 9 SA T9/2/8 9 SU N 9/3/8 9 MO N 9/4/8 9 TU E 9/5/3 9 8 1

7 7 7 6 7 6 7 9 8 3 7 9 8 0 7 7 8 3 7 6 7 3 7 3 7 3 ?.(" ! 6 1 6 0 5 3 5 1 5 3 • 6 2 6 3 5 8 5 5 5 5 6 0 5 3 5 2 5 2 6 ? 8 6P.9 2

DRIVEABILIT YTES T ONBOAR D TAURU

S DATE : ^' Aa/'V ^DRIVER' S NAME: - 3 OS £.P H? • HUIILS Y 'r^\& H ~OU J 

### AMBIENT TEMP COL D START : 8 > W f 

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COMMENT S ONDRIVEABILITYOF VEHICLE : VI OCUAQ A

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ONBOAR D TAURU S DRIVER' S NAME : STniT T^in\5 h 

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ONBOARD TAURU S DRIVER' S NAME
AMBIENT TEMP COL D START : 7 3 7 S TIM E CUT : I-2-. 0 0 GAS TAN K GAUG E READIN

GSTART TIMEIN ;

: ^ 0 W MILEAG EO NVEHICLESTART : °\~\ B 7 4-M g END : R^wee n/^£^ END : S^S l TOTA LMILEAG

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8 9P.9 5



### DRIVEABILITYTES T ONBOAR D TAURU S '•LmOi'V * DATE : g | 5°l[ %* ]DRIVER' S NAME: ^Qs£? H" ? H^^ V



### . fl^ioft 1



### - "T^w\ ? 7^. i 7<*. o S 0 5 S 

### AMBIENT TEMP COL D START : TIME OUT : VQ . "

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9 2A\ UNITE D STATE S ENVIRONMENTA LPROTECTIO N AGENC Y AN N ARBOR . MICHIGA N 4810 5
M-- vf5 i g OFFIC E O F AI R AN D RADIATIO N

MEMORANDU M SUBJECT : Onboar d Tauru s

Temperatur e Testin g Wit h
FROM : 

### TO : THRU : Pete r Hutchins , Mechanica l Enginee r

Standard s Developmen t and Suppor t Brffrc h 

### a t Hig h

Charle s L . Gray , Jr. , Directo r Emissio n Contro l Technolog yDivisio n John F . Anderson , Senio r Projec t Manage r Standard s Developmen t and Suppor t ^B-ranc h

# \QUJLCheste r J . France , Chie f Standard s Developmen t a n Introductio n Th e testin g reporte d herei n wa s performe d becaus e o f concern s wit hrespec t t o th e runnin g los s contro l capabilit yo f th e onboar d system . I n curren t productio n fue l tank ventin g systems , th e flo wrat e o f fue l vapo r generate d i n th e tank t o th e caniste r an

d engin e i s limite d b ymean s o f flo wrestrictin g orifices . Th e fue l tank acts , therefore , a s a storag e vesse l fo r fue l vapo r whic hcoul d becom e runnin g losse s i f the vapo r generatio n rat e exceed s th e capacit yo f th e engin e an d caniste r t o utiliz e o r stor e th e vapor . I n th e onboar d syste mther e i s n o comparabl e restrictio n i n th e flo wo f thes e vapors . Th e concer n was , therefore , tha t th e vapo r generatio n rat e i n th e unpressurize d tan kcoul d excee d th e capacit yo f th e caniste r and engin e t o stor e and/o r utiliz e th e vapor , therebyleadin g t o runnin g losses . Testin g wa s performe d b yTE B a s requeste d i n a mem o date d Jun e 26 , 1989 . Sinc e th e la bi s no t configure d t o directl y measur e runnin g losses , monitorin g o f change s i n caniste r weigh t durin g th e test s wa s use d t o indicat e th e potentia l absenc e o r presenc e o f runnin g losses . I t wa s reasone d tha t reduction s i n caniste r weigh t durin g testin g woul d indicat e an absenc e o f runnin g loses . I t wa s als o reasone d tha t anygai n 

### 9 3

### i n caniste r weight , provide d breakthroughweigh t wa s no t

exceeded , woul d als o indicat e an absenc e o f running losses . Th e tes t sequenc e employed ; i.e. , thre e consecutiv e LA-4 s wit h highin-tan

k fue l temperature , wa s th e same a s tha t employe d in evaluation s o f running losse s performe d fo r EPAb yATL . Exhaus t emission s during th e triplicat e LA- 4 tes t sequenc e an d refueling emission s following th e triplicat e LA- 4 operatio n wer e t o b e determined . Sinc e RVP control s ar e expecte d t o b e full yimplemente d befor e an yonboard program , onl y9 RVP fue l wa s use d in thes e tests . Th e temperatur e profil e o f th e fue l i n th e tan k wa s t o b e simila r t o tha t measure d o n a MercurySabl e during trac k test s i n highambien t temperature s an d during running los s testin g a t AT L patterne d o n th e trac k data . Utilizing a toleranc e band o f + 2°F , th e require d fue l temperature s during testing wer e t o b e a s follows : Temperatur e o f Fue l i n Tank (°F )

Afte r Afte r Afte r Afte r Afte r Afte r Firs t Firs t Second Second Thir d Thir d Initia l 50 5 sec . LA- 4 50 5 sec . LA- 4 50 5 sec . LA- 4 9 4 10 0 11 2 11 6 12 1 12 2 12 4 Prio r t o initiatio n o f testing , th e canister * wa s temporaril ylocate d o n th e outsid e o f th e vehicl e a t rocke r level , jus t i n fron t o f th e righ t rea r wheel . Thi s locatio n facilitate d weighing o f th e caniste r during testing . _ . Th e fue l tank wa s equippe d wit ha heating blanket . I n additio n t o th e testing performe d o n th e onboar d equippe d Taurus , on e tes t sequenc e wa s performe d on . a stoc k Tauru s (caniste r weight s wer e no t measured) . Testin g o f th e stoc k Tauru s wa s performe d fo r purpose s o f compariso n wit hdat a fro mth e onboard vehicl e an d similarl ycollecte d dat a fromATL . Tes t Sequenc e Th e sequenc e o f event s employe d i n th e testing o f th e vehicl e wa s a s follows . Th e caniste r wa s loade d t o breakthroughbydispensing 9 RVP fue l (Indolene ) int o th e vehicle' s fue l tank . Following loading , th e caniste r wa s weighe d an

dthenbenc hpurge d unti l 135+ 5 gram s o f store d H C ha d bee n remove

dfromth e canister . Thi s purging wa s performe d t o simulat e stabilize d operating caniste r conditions . Th e vehicl e wa s fuele d t o 4 0 percen t tank volume ( 6 gallons ) wit h Indolen e a t approximatel y55°F , th e caniste r connected , an d th e vehicl e place d i n th e tes t cell . Heating o f th e fue l wa s 3. 5 L fille d wit hWestvac o charcoa l simila r t o tha t use d byFor d i n productio n canisters . 

### 9 4

### performe d unti l th e temperatur e o f th e fue l i n th e tan k reache d the require d 94+2° F starting temperature . Th e caniste r wa s agai n weighe d an

d reconnected . Vehicl e operatio n o n th e thre e consecutiv e LA- 4 drive s wa s initiate d an d heatin g o f the fue l tan k wa s performe d a s required . Following th e completio n o f eac hLA-4 , th e caniste r wa s remove d fromth e vehicl e an d weighed . During th e weighing operation , th e vehicl e plumbing t o an d fromth e caniste r an d th e caniste r inle t an d purg e connection s wer e capped . Th e vehicl e engin e wa s allowe d t o idl e during the weighing s whic hrequire d approximatel y1 1/ 2 minute s each . Exhaus t emission s wer e measure d fo r eac hLA- 4 sequence . Becaus e o f facilit ylimitation s i n th e numbe r o f ba g sample s whic hcoul d b e collecte d an d analyze d o n an ongoing basis , exhaus t emission s wer e sample d an d analyze d fo r eac hLA-4 . Thi s procedur e gav e thre e sample s an d resulting dat a set s pe r tes t rathe r tha n th e si xsample s (tw o pe r LA-4 ) whic hwoul d hav e bee n collecte d had th e equipmen t bee n available . Following completio n o f th e thir d LA-4 , refueling emission s wer e t o b e measure d a s specifie d i n th e refueling NPRM . During th e firs t performanc e o f th e tes t sequence , th e temperatur e o f th e tes t cel l wa s maintaine d a t th e norma l setting fo r tha t cel l o f approximatel y7 0 t o 75°F . I t wa s observe d during thi s testing tha t vehicl e engin e temperatur e wa s running highe r tha n norma l an d tha t th e vehicl e cooling fa n wa s operating continuously . I n subsequen t test s (thos e from whic htes t dat a ar e reported ) on e additiona l Hartze l fa n wa s employe d t o achiev e engin e operating temperature s simila r t o thos e see n o n th e road an d t o avoi d continuou s operatio n o f th e vehicl e fan . I n addition , durin g th e firs t performanc e o f th e tes t sequenc e liqui d fue l wa s foun d i n th e vapo r lin e leading t o th e canister . Th e amoun t o f liqui d presen t wa s greate r a t th e en d o f th e second LA- 4 tha n a t th e en d o f th e firs t LA-4 . Thi s observatio n lead t o th e conclusio n tha t vapo r condensatio n wa s occurring i n th e lin e a s vapor s fro m th e heate d fue l tank encountere d th e coole r lin e t o th e canister . Therefore , i n subsequen t tests , th e temperatur e o f th e tes t cel l wa s raise d t o approximatel y95°F . On e additiona l tes t sequence , fro m whic hdat a ar e no t reported , wa s performe d t o establis hth e tan k heating rate s require da t th e elevatedcel l temperatur e an d t o confir

m tha t vapor condensatio n di d no t occur i n th e lin e t o th

e canister an

d th e adequac yo f engin e cooling . Th e result s obtainedfromfour tests * using th e triplicat e LA- 4 tes t sequenc e are shown i n Tabl e 1 . Two other test s wer e initiate d bu t no t complete d becaus e o f vehicl e failure s during thes e tests . Vehicl e failure s wer e exhibite d a s stalling o f th e engine . Engin e restar t wa s achieve d almos t immediatel yo n th e firs t o f thes e sequence s bu t wa s delaye d significantl yo n th e second sequence . Th e caus e o f th e failure s wa s trace d t o damag e t o th e in-tank fue l pum p du e t o significan t contaminatio n i n th e tank . Fue l pum p replacemen t correcte d th e problem . 

### 9 5-m-li-9-mm



### Result s fro

mth e stoc k Tauru s teste d a t MVE L an d thos e obtaine d fro

ma stoc k Sabl e teste d a t AT L o n a triplicat e LA- 4 tes t sequenc e a t approximatel y95° F ar e show n i n Tabl e 2 . Conclusion s Th e ke yconclusion s draw n fro mthi s testing were : (1 ) tha t caniste r weigh t decrease d continuousl ythroughou t th e tes t sequence , indicating tha t vehicl e purg e wa s adequat e t o contro l generate d vapor s an d running losse s had no t occurre d fro mthe onboard system

(se e Tabl e 1 fo r caniste r weights) , (2 ) tha t vehicl e exhaus t emission s wer e no t adversel yaffecte d b ythe onboard system

(compariso n o f Table s 1 an d 2) , an

d (3 ) tha t th e vehicl e maintaine d refueling contro l capabilit yafte r thes e hightemperatur e operating conditions . Attachment s 7447 W



### 9 6

# r P. 3

Tabl e 1 Test Result s - Onboar d Tauru s
Tes t Numbe r (Date ) 1 (7-25-89 ) 2 (7-26-89 ) 3 (7-27-89 ) 4 (8-2-89 ) Caniste r Wt . :

- afte r breakthroug h(g )

- afte r benc hpurg e (g )

. - afte r fue l heatin g (g ) Initia l tank tem

p (°F ) Tan k tem

p ( ? 1s t 50 5 sec . (°F ) Tan k tem

p (§ en d o f # 1 LA- 4 (°F ) Tailpip e emissions , # 1 LA- 4 H C (g/mile ) C O (g/mile ) NO x(g/mile ) C0 2 (g/mile ) Caniste r Wt . afte r # 1 LA-4 (g ) Tan k tem

p (§ 2n d 50 5 sec . (F° ) Tan k tem

p @ en d o f # 2 LA- 4 (F° ) Tailpip e emissions , # 2 LA-4 H C (g/mile ) C O (g/mile ) NO x(g/mile ) CO 2 (g/mile ) Caniste r Wt . afte r # 2 LA- 4 (g ) Tan k tem

p £ § 3r d 50 5 sec . (°F ) Tan k tem

p 8 en d o f # 3 LA- 4 (°F ) Tailpip e emissions , # 3 LA- 4 H C (g/mile ) C O (g/mile ) NO x(g/mile ) C0 2 (g/mile ) Caniste r Wt . afte r # 3 LA- 4 (g ) Caniste r Wt . after , refuelin g (g ) Refuelin g emission * (g/gal ) 4089. 4 3964. 2 9 6 9 9 11 0 0.4 4 4.9 2 1.0 1 413.1 5 3963. 4 11 7 12 2 0.0 9 4.3 9 1.1 2 393.4 6 3956. 4 12 3 12 5 0.1 8 1.9 1 1.1 7 398.0 8 3951. 1 4112. 4

3974. 6 4005. 1 9 3 9 8 10 9 0.4 7 5.6 3 1.0 8 412.1 9 3969. 3 11 6 12 1 0.1 0 4.3 1 1.1 7 396.2 1 3958. 4 12 3 12 5 0.0 7 2.8 0 1.2 3 392.8 3 3950. 1 4092. 1

3948. 5 3989. 9 9 4 9 9 11 0 0.4 1 5.9 3 1.0 3 416.4 4 3955. 5 11 7 12 1 0.1 0 4.4 6 1.1 1 395.1 7 3948. 4 12 4 12 5 0.0 8 3.1 9 1.2 4 391.7 9 3940. 6 4100. 9

3964. 9 3995. 5 9 5 9 9 10 9 0.5 5 6.1 2 1.0 0 413.1 7 3959. 3 11 5 12 2 0.1 0 4.0 5 1.0 9 391.6 6 3950. 4 12 3 12 5 0.0 9 3.3 7 1.1 6 395.6 5 3941. 9 4053. 2 0.0 4

9 7P. 4



### Tabl e 2 Tes t Result s - Stoc k Vehicle s

Initia l tan

k tem p (°F ) Tank tem

p < § 1s t 50 5 sec . (°F ) Tank tem

p 0 en d o f # 1 LA- 4 (°F ) Tailpip e emissions , # 1 LA- 4 H C (g/mile ) C O (g/mile ) NO x(g/mile ) CO 2 (g/mile ) Tank tem

p 0 2n d 50 5 sec . (F° ) Tank tem

p @ en d o f # 2 LA- 4 (F° ) Tailpip e emissions , # 2 LA- 4 H C (g/mile ) C O (g/mile ) NO x(g/mile ) CO 2 (g/mile ) Tank tem

p « § 3rd 50 5 sec . (°F ) Tank tem

p 0 en d o f # 3 LA- 4 (°F ) Tailpip e emissions , # 3 LA- 4 H C (g/mile ) C O (g/mile ) NO x(g/mile ) CO 2 (g/mile ) N R • = No t reported . Tauru s (@EPA )

' 9 5 9 9 10 8 0.3 6 5.1 8 1.0 0 407.3 2 11 4 12 1 0.1 2 5.3 0 0.7 9 381.2 8 12 4 12 6 0.15
- 6.4 1 0.7 9 375.7 4 Sabl e

( @ ATL ) 9 5 NR * N R 0.4 0 6.8 1 1.0 8 482. 1 11 3 11 5 0.1 0 4.1 3 0.9 6 428. 0 NR 12 5 0.1 2 4.5 8 0.8 8 444. 9



### 9 8