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2 Effect of a Fuel Addtve on Fuel Economy and Exhaust Emssons of Gasolne Automobles Durng EPA Drvng Cycles Prepared for UH Corporaton Provo, Utah August 12th, 1981 By: Geoff J. Germane, Ph. D. Consultant

3 ntroducton n September, 1973, the U.S. Envronmental Protecton Agency (EPA) ntroduced a method of determnng vehcle fuel economy n conjuncton wth ts chasss dynamometer emssons test. Ths method determned fuel consumpton based on the vehcle exhaust emssons, through a "carbon balance" calculaton, rather than by drect measurement of fuel consumed. Startng wth 1974 models, fuel economy results were determned by the EPA voluntary fuel economy labelng programs. ntally, fuel economy data were determned solely on the EPA CVS-cold start emssons test cycle (LA-4 cycle, comprsed mostly of cty stop and go type drvng, wth an average speed of 19.5 mph). Startng wth the 1975 models, the cty cycle was modfed to add a hot start, and a second test was added to obtan fuel economy data on a hghway drvng cycle (average speed 48.8 mph). EPA specfed chasss dynamometer experments were conducted at the Automotve Testng Laboratory n Aurora, Colorado to examne the effects of the propretary combuston catalyst on the fuel economy and exhaust emssons n gasolne powered automobles. The combuston catalyst s dstrbuted by UH Corporaton n Provo, Utah. Procedure Two late model vehcles were used n the study, as ndcated n Table 1. Nether the Oldsmoble nor the Plymouth had ever been operated wth treated fuel. Three dfferent EPA tests were run at ATL. The Federal Test Procedure (FTP) conssts of three segments: second cold transent converng 3.59 mles, an 869 second cold stablzed segment coverng 3.86 mles and a 505 second hot transent, a repeat of the ntal schedule wth a hot start. Ths s prescrbed by the EPA n Ttle 40, part 86, Subpart 6 of the CFR. The Hot '74 conssts of a hot start FTP wthout the last hot transent segment. The hghway fuel economy test (HFET) covers mles n 765 seconds n one segment. Tables 2 and 3 show the evaluaton sequence for the Plymouth and Oldsmoble, respectvely. Vehcle experments were conducted at an ambent temperature rangng from 74 to 79 degrees fahrenhet usng a clmate controlled chasss dynamometer wth drect drve nerta system and road load power control. The engnes were set to the manufacturer's specfcatons pror to the evaluatons. The exhaust gas was analyzed for carbon doxde (C02) and carbon monoxde (CO) usng the nondspersve nfrared technque. A heated flame onzaton detector (HFD) was used for unburned hydrocarbons (HC). Oxdes of ntrogen (NOx) were detected by chemlumnescence. A Fludyne drect measurement flow meter was used to obtan fuel flow durng the tests. Both vehcles were treated wth untreated commercal unleaded gasolne to obtan baselne results. The gasolne characterstcs are shown wth ndolene for comparson n

4 Table 4. Followng two sets of baselne tests, the fuel tank of each vehcle, wth essentally no catalyst mleage acceleraton, was then subjected to two sets of EPA tests. The vehcles were then drven 800 mles each on the hghway wth addtve treated gasolne, after whch two sets of EPA tests were conducted wth each vehcle. Each vehcle was then hghway drven an addtonal 1000 mles wth addtve treated fuel. Fnally, three sets ofepa tests were run wth each vehcle. Results and Dscusson Summares of the exhaust emssons and fuel economy results for the Plymouth TC3 and Oldsmoble Cutlass are shown n Tables 5 and 6, respectvely. The fuel economy was obtaned usng a Fludyne drect measurement flow meter as well as the carbon balance method specfed for the FTP. The Fludyne drect measurements showed lower fuel economy for all FTP and Hot '74 evaluatons but generally hgher effcences were ndcated durng the HFET. The drect measurement of fuel consumpton ndcated approxmately the same fuel economy trends between sets of tests. The major sources of any dscrepancy wth the drect measurement are float bowl level fluctuaton (especally at the end of begnnng of a test) and ar bubbles n the fuel. The carbon balance method s partcularly senstve to the measurement of carbon doxde n the exhaust gases. Any varablty n C02 detecton would contrbute to naccuraces n fuel economy calculatons to a greater extent than NC or CO measurements. Tables 7-10 present the fuel economy and exhaust emsson results for the Plymouth TC3. The results shown are for the fnal set ofepa evaluatons followng more than 2000 accumulated mles wth addtve n the gasolne. The fnal group of tests conssted of three sets (tests 19-27, Table 5). t s very lkely that the engne calbraton changed between the frst set (tests 19-21) and the second set whch begns wth test 22. The carbon monoxde level ncreased by nearly 70% and the oxdes of ntrogen were almost cut n half, yet no external changes were made to the vehcle. Test personnel at ATL ndcated that the engne calbraton had changed and suggested the possblty that the EGR had begun operatng dfferently, based on the markedly lower NOx level for tests The apparent change n engne calbraton rendered nvald the last two sets of FTP evaluatons compared wth the baselne tests. Therefore, the addtve data reported n Tables 7-10 represent tests Table 7 shows that the fuel economy ncreased up to 6.6% for the Hot '74 test whle the HFET showed an ncrease of3.3%. The overall fuel economy ncrease s 5.37% and was calculated usng the rato of total mles for the FTP, Hot '74, and HFET to the total gallons used. Fgures 1-3 depct the trends n fuel economy wth mleage accumulaton wth the addtve for each type of evaluatons conducted at ATL. Fgure 1 shows an ncreasng trend n FTP fuel economy as the Plymouth TC3 was drven wth the addtve to accumulate mles. Fgure 2 shows the same trend for the Hot '74 test. Fgure 3 ndcates an ntal very slght reducton n HFET fuel economy followed by an ncrease wth mleage accumulaton. These data support the concept of a condtonng perod n

5 the engne before full effectveness s reached. t s possble that further ncreases n fuel economy would occur wth addtonal addtve use snce the trend shows a contnual ncrease. Hydrocarbon emssons declne wth the addtve except for the HFET where a relatvely large ncrease was noted (Table 8). Table 9 shows a consstent declne n CO levels, up to 48% durng the Hot '74. A reducton n NOx, shown n Table 10, was also measured, rangng from 2.8% (HFET) to 13.6% (Hot '74). Tables present the fuel economy and exhaust emsson results for the Oldsmoble Cutlass. The results shown are a harmonc average of the fnal three sets of EP A tests conducted over the space of two days, after more than 2000 mles wth the addtve were accumulated. Table 11 shows that the fuel economy ncreased up to 3.7% wth the Hot '74 tests. The lowest ncrease was 2.8% wth the HFET. The overall fuel economy ncrease on a total mles to total gallons of fuel bass s 3. 5% for the Oldsmoble. Fgures 4-6 llustrate the general trends n fuel economy as a functon of vehcle mleage wth the addtve. The FTP fuel economy (Fgure 4) generally ncreases wth addtve accumulaton, although the actual magntude of the trend n ncreased fuel economy n test sets 5,6, and 7 s uncertan due to the varance n the data. Fgure 5, whch shows the Hot '74 trend n fuel economy, ndcateds a smlar pattern as the FTP. t s unclear what caused the apparent drop-off from a nearly 7% mprovement to approxmately 2%. Test sets 1-5 n Fgure 5 ndcate a monotonc ncrease n fuel economy up to approxmately 7%. The HFET results shown n Fgure 6 are very scattered, but an ncreasng trend n ndcated followng an ntal fuel economy decrease whch occurred wth no mleage accumulaton. The exhaust emsson results show a reducton n hydrocarbon levels for all tests up to 31.6% for the HFET (Table 12). The carbon monoxde emssons ncreased 2.9% for the FTP but decreased approxmately 21% for both the Hot '74 and the HFET as shown n Table 13. Table 14 shows that NOx levels ranged from a decrease of2.6% to a 7.4% ncrease. Conclusons The use of the addtve sgnfcantly ncreased fuel effcency n both automobles. The fuel economy of both vehcles showed a general postve trend wth ncreased mleage wth the addtve. The maxmum mprovement may not have been attaned n these evaluatons, especally wth the Plymouth TC3. The overall average fuel economy ncrease was 4.06% usng the harmonc average of each vehcle's fuel economy. The addtve causes a decrease n all regulated exhaust talppe emssons under most condtons. Sgnfcant reductons n HC and CO occurred whle NOx levels were less markedly affected.

6 Table 1. Specfcatons for Two Gasolne Powered Vehcles Used n FTP Evaluatons of Ferrous Pcrate Addtve.! l t ==~= -t- Odometer Vehcle Model Yr. VN Engne (CO) Trans Catalyst 1 Weght --Stat- - End--- Plymouth TC ML24AAD (104) M4 Oxdaton Oldsmoble Cutlass M47F9M V-6 (262) A3 Oxdaton

7

8 Table 3. Oldsmoble...'~.'-~.:~'.'.". =-'-":~~:~T_~: -_ ~: ~ ~.l~:~ --.'.. Cutlass EPA Test for Addtve Evaluatons ~~~~~_6~:~: --.-._.._- --_._-_. f- -..._..,... -4',......_ -.., _ ;;;~-~.J~~,~~.~~~~~~.~ 1,Q~~'f1.~e.~" 2 6/26/81 Hot '74 Base Gasolne! '--3-" 6/26/81 "-'"HF'ET-'-r' BaseGasolne"..!. '24'8'09 --_._-_ /29/81 FTP Base Gasolne ' _......_---_ , 5 6/29/81 Hot '74 f-, Base Gasolne j_~48~~,,_ 6 6/29/81 HFET Base Gasolne! =-~-,6c-c/3c-:0-/ F...,.,.T"..."P---- Gasolne w/addtvet---2=-4-:-=8c-=-9-= /30/81 Hot '74 Gasolne w/addtve /30/81 HFET Gasolne w/addtve /1/81 FTP Gasolne w/addtve /1/81 Hot '74 Gasolne w/addtve /1/81 HFET Gasolne w/addtve /6/81 FTP Gasolne w/addtve /6/81 Hot '74 Gasolne w/addtve /6/81 HFET Gasolne w/addtve /7/81 FTP Gasolne w/addtve /7/81 Hot '74 Gasolne w/addtve /7/81 HFET Gasolne w/addtve /15/81 FTP Gasolne w/addtve /15/81 Hot '74 Gasolne w/addtve /15/81 HFET Gasolne w/addtve /16/81 FTP Gasolne w/addtve /16/81 Hot '74 Gasolne w/addtve /16/81 HFET Gasolne w/addtve /17/81 FTP Gasolne w/addtve /17/81 Hot '74 Gasolne w/addtve /17/81 HFET Gasolne w/addtve 27159

9 . _.... +_.. ) _... : _._...._.._J r-.-~ Test! Method : ndolene Clear Comm. Unleaded t' _..----l f '-'-. AP Gravty, 60F ASTM 0287! ,..~E~~fcGrav~6016..q~..~~-. ~..==A~fM=Q?_~=-.~:J.:=~=.==_ 0) ~~==_--= _~.:-= - - {~rc:~~:~~~~'~r~~h ~---- -;SV~?22337! ~O~1 ~ d.~2; t Sulfur, % by wt ~ -- - Fe(52()1-- - T--h ~ ' ' - -Phosphorous n g/gal'- -+- ASTM 0323'1-':'.=.- < <1)00" Aromatcs, % by vol. ASTM Saturates, % by vol. =L ASTM Olefns, % by col. ASTM Table 4. Fuel Specfcatons for Commercal Unleaded Gasolne Used n Tests Compared wth ndolene - '-~~J:..~~=='.~~+~..~ :..j ~...~~.:-.~. -~' F ' ~- - ~~ : ;: : :~--' 'l=~~=~:= ~:' :=T-~ =~~ - --=r --': ::.-'-'j..-..._._----

10 Table 5. Summary of 1981 Plymouth Te3 Exhaust Emssons and Fuel Economy Data. -.L: :'-~~~ :-:J=-_='. >]~--~:-= ~~-~-~ :=~~~~r~.~--~---.--~----.-~~1- ~~~~J~~~:--~~~ -... _ ~~~:~ 0~~:ust:~~;ns(g~~_tJ:f3:J 2~~8t---! 2 Hot '74 Base _~- :.=*3=..--HFET. Base :::J3:D~-!3~ FTP Base ' 21.46, 5 Hot '74 Base ~8' HFET Base t 7 FTP Addtve Hot '74 Addtve , HFET Addtve FTP Addtve Hot '74 Addtve HFET Addtve o~=-= 13 FTP Addtve :.}2.~_..._ 14 Hot '74 Addtve _--_ _.. " HFET Addtve FTP Addtve Hot '74 Addtve HFET Addtve FTP Addtve Hot '74 Addtve HFET Addtve FTP Addtve Hot '74 Addtve HFET Addtve FTP Addtve Hot '74 Addtve HFET Addtve ~ "-

11 ... Table 6. Summary of 1979 Oldsmoble Cutlass Exhaust Emssons and Fuel Economy Data. --~-:~rn"tber-_-~t~~~! alloto~r(1f~~t~n~~rl~~4~11'~~~ :J=---~:~]~--~-J:-: T! Ho"'4-T-sse- ---6~848- t -33~ "_809 : : HFETt-- Base'--r---6~8f '! ! 23.56! t FTP --Sase--j--12s j4.225'-r : ~ _... ; 5 Hot '74 Base ! ! =---r ~ H:-r~T ~::: ~:~~- ~-~:-"--~!--~FF =1= 8 Hot '74 Base Q:~53 _ J HFET Base ~9~jt 23.'38 : ---~ ~~ H:;~4=:~+--r~~~~!~.-~::- :---- c~~~;~ E-~:: 12 HFET Base FTP Base :~ J.:!!._=-L Hot '74 Base t--~15= ;-;H:-::F-;::ET=--t--::B~a-se ::0:-.4:-:-1--:-1-t---:-15::--.--=-81-:-:6o-t--:1:-. 1:-::5:-::: ::2:-:4---=.6:-::: :86-- -j :-16-=---+--:F=T=P= ::B:-a-s-e--+---:-1--::.2~+--~36-=-.~8-=-85::-+-1,-. 0"...,2:--,,3-l----:-16-=-.-= f-- 0"'"3: :-: " Hot '74 Base l--~1~ :-h=f=e=t~---::b:-a-s-e-+~0--::.6~3-=-3-+-=25::--.=97~~--:-1--::.0~6-4~2~4~.0~ :2:-:4--::.5:-::: ~ :-::--+_-===-_t----::::: :-:=--=--: :=-~--=-=-_t :_:: :::_:_l-=_=_-:-:-_+_---:-:::----::--:=--t FTP Base Hot '74 Base t =-2-=-1 -+-""'H=F=E=T-+---:B:-a-s-e--+---:O:-.4-:-::3~ :-17-=-.--::-29-::-3::-+-1:-.2::-:0:--:4-l----:2=--=5:--:.3=--= : ::--::----:,----:--:~:-+ :=---+ ::: :~ +_= : =_-::-:-_+ :: ::_: l-_:_::_= + :_:::--:-::=---t FTP Base Hot '74 Base HFET Base FTP Base :- H,..,-O-t...,-'7-4-+-B-a-s-e ,0-.6:-:6-= =-26-=-...,-88-= ,0:-.8:--::7"""7--+-1:-:8-. 5::c::: ----t- 3=-=2'- -:-:: f----. : ~-+_..,-,:-===-+ :=---+ ::: :~ +_=-=---=--::-:-_+_----:-~_l :~~_+_~:----::--:=---r_ HFET Base

12 Table 7. Fnal 1981 Plymouth Te3 EPA Fuel Economy (mles/gallon) for Addtve Treated and Base Gasolne. -- Test Base Gasolne Addtve Percent Change! FTP ~ HFET E --.J----, Hot ' ;._-- ~ ~ Results of three runs wth accumulated mles.---- Engne calbraton nexplcably changed for runs (see Table 5) t===_=_! -r! ! ---- Table 8. Fnal 1981 Plymouth Te3 He Exhaust Emssons (grams/mle) for Addtve Treated and Base Gasolne., ! -_-_=_ t t L Test Base Gasolne Addtve ~-----t Percent Change FTP ;, Hot ' =L-----:~~:~:--~ --_~:=~~~ HFET ! ---'---, "see Table 7 --t ,

13 Table 9. Fnal 1981 Plymouth TC3 CO Exhaust Emssons (grams/mle) for Addtve Treated and Base Gasolne ; !!! : Test Base Gasolne Addtve * Percent Change --t T EPA ! Hot ' T HFET *see Table 7 Table 10. Fnal 1981 Plymouth TC3 NOX Exhaust Emssons (grams/mle) for Addtve Treated and Base Gasolne Test Base Gasolne Addtve* Percent Change L.-._ t-.-- -, _+_.., *see Table l -+---'-T--==

14 ,-...=;=~=J=~.-. Table 11. Fnal 1979 Oldsmoble. EPA Fuel Economy (mles/gallon) for Addtve Treated and Base Gasolne.l -~-~-=--.-~~--.~J-0_1~:.=~::E-=r=--E-=~~ '! Test 1 Base Gasolne +_~!tve. Percent Change! ' Table 12. Fnal 1979 Oldsmoble He Exhaust Emssons (grams/mle) for Addtve Treated and Base Gasolne. ~:=~ -~E -=L--'~-. :J =~~.~~=.~1 :~=f-~t= j t~-~..-base.~aso!!!}!!--j Addtve P.f!.rce!}tChang~ ~ +- j ==-~:~ ~=~. Hot-71_.L=:~-=-O~83.~=-~t-'! : FTP ! f-. -=~27. f-:::--==-j-:-~=~r -=--=-_t.-=~--=- ; HFET

15 Table 13. Fnal 1979 Oldsmoble CO Exhaust Emssons (grams/mle) for Addtve Treated and Base Gasolne. Test Base Gasolne Addtve Percent Change FTP Hot ' HFET Table 14. Fnal 1979 Oldsmoble NOX Exhaust Emssons (grams/mle) for Addtve Treated and Base Gasolne. t! Test Base Gasolne Addtve Percent Change! FTP Hot ' ! HFET