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American Petroleum I Institute VEHICLE EMISSIONSTESTING OF RAPIDLY AGEDCATALYSTS Health and Environmental Sciences Department Publication Number4667 November 1997 `,,-`-`,,`,,`,`,,` - Copyright American Petroleum Institute Provided by IHS under license with API No reproduction or networking permitted without license from IHS Not for Resale ~ ~~ S T D - A P I I P E T R O P U B L 'ibbï"ENGL P L777 I0 2 O b O L 4 "IT3 American Petroleum Institute American Petroleum Institute Environmental, Health, and Safety Mission and Guiding Principles MISSION PRINCIPLES The members of the American Petroleum Institute are dedicated to continuous efforts to improve the compatibility of our operations with the environment while economically developing energy resourcesand supplying high quality products und services to consumers We recognize our responsibility to work with the public, the to develop and to use naturalresources inan government,andothers environmentally sound manner while protecting the health and safety of our employees and the public To meet these responsibilities, API members pledge to manage our businesses according to the following principles using sound science to prioritize risks and to implement cost-effective management practices: o To recognize and to respondtocommunity products and operations o To operate our plants and facilities, and to handle our raw materials and products in a manner thatprotectsthe environment, andthe safety and health of our employees and the public concerns about our raw materials, To makesafety,health and environmental considerations a priority in our planning, and our developmentof new products and processes o To advise promptly, appropriate officials, employees, customers and the public of information on significant industry-related safety, health and environmental hazards, and to recommend protective measures o To counsel customers, transporters and others in the safe use, transportation and disposal of our raw materials, products and waste materials o To economically develop and produce natural resources and to conserve those resources by using energy efficiently o To extend knowledge by conducting or supporting research on the safety, health and environmental effects of our raw materials, products, processes and waste materials o To commit to reduce overall emission and waste generation o To workwith others to resolve problems created by handling and disposal of hazardous substances from our operations o Copyright American Petroleum Institute Provided by IHS under license with API No reproduction or networking permitted without license from IHS To participate with government and others in creating responsible laws, regulations and standardstosafeguard the community, workplace and environment To promote these principles and practices by sharing experiences and offering assistance to others who produce, handle, use, transport or dispose of similar raw materials, petroleum products and wastes Not for Resale `,,-`-`,,`,,`,`,,` - Vehicle Emissions Testingof Rapidly Aged Catalysts Health and Environmental Sciences Department API PUBLICATION NUMBER4667 PREPARED UNDER CONTRACTBY: JAMES A RUTHERFORD, CHEVRON RESEARCH AND TECHNOLOGY COMPANY INSTITUTE DAVIDH.LAX, AMERICANPETROLEUM CHARLES H.SCHLEYER, MOBILRESEARCH AND DEVELOPMENT MARKL SZTENDEROWICZ, CHEVRON PRODUCTS COMPANY NOVEMBER 1997 American Petroleum Institute `,,-`-`,,`,,`,`,,` - Copyright American Petroleum Institute Provided by IHS under license with API No reproduction or networking permitted without license from IHS Not for Resale FOREWORD API PUBLICATIONS NECESSARILY ADDRESS PROBLEMS OF A GENERAL NATURE WITH RESPECT TO PARTICULAR CIRCUMSTANCES, LOCAL, STATE, AND FEDERAL LAWS AND REGULATIONS SHOULD BE REVIEWED API IS NOT UNDERTAKINGTO MEET THE DUTIES OF EMPLOYERS, MANUFACTURERS, OR SUPPLIERSTO WARN AND PROPERLY TRAIN AND EQUIP THEIR EMPLOYEES, AND OTHERS EXPOSED, CONCERNING HEALTH AND SAFETY RISKS AND PRECAUTIONS, NOR UNDERTAKING THEIR OBLIGATIONS UNDER LOCAL, STATE, OR FEDERAL LAWS `,,-`-`,,`,,`,`,,` - NOTHING CONTAINED IN ANY API PUBLICATION IS TO BE CONSTRUED AS GRANTING ANY RIGHT, BY IMPLICATION OR OTHERWISE, FOR THE MANUFACTURE, SALE, OR USEOF ANY METHOD, APPARATUS, OR PRODUCT COVERED BY LETTERS PATENT NEITHER SHOULD ANYTHING CONTAINED IN THE PUBLICATION BE CONSTRUED AS INSURING ANYONE AGAINST LIABILITY FOR INFRINGEMENT OFLElTERS PATENT All rights resewed.No part of this work may be reproduced, stored in a retrieval system, or transmitted by m y means, electronic, mechanical, photocopying, recording, or otherwise, without prior wrirren permission fromthe publisher: Contact the publisher; API Publishing Services, 1220 L Street, N.W Woshington D.C 2000s Copyright Q 1997 Amcrican Petroleum Institute iii Copyright American Petroleum Institute Provided by IHS under license with API No reproduction or networking permitted without license from IHS Not for Resale ACKNOWLEDGMENTS THE FOLLOWING PEOPLEARE RECOGNIZED FORTHEIR CONTRIBUTIONS OF TIME AND EXPERTISE DURING THIS STUDY AND IN THE PREPARATION OF THIS REPORT: PLpI STAFF CONTACT David Lax, Health and Environmental Sciences Department MBERS OF THE VEHICLE €MISSIONS TASK FORCE J SteveWelstand, Chairperson, Chevron Products Company Bill Bandy, Amoco Research Center John Eckstrom, Amoco Research Center King Eng, Texaco, Inc Dennis Fiest, Shell Development Company Ana Rodriguez-Forker, Arco Products Company Frank S Gerry, BP America, Inc Albert M Hochhauser, Exxon Research and Engineering Company George S Musser, Exxon Research and Engineering Company Rick Riley, Phillips Petroleum Charles H Schleyer, Mobil Research and Development We would also like to acknowledge the following people for their contributions: James A Rutherford, Chevron Research and Technology Company Mark L Sztenderowicz, Chevron Products Company Jeff Jetter, Honda R&D Americas, Inc Del Pier, Clean Air Vehicle Technology Center `,,-`-`,,`,,`,`,,` - Gordon Bartley, Southwest Research Institute Copyright American Petroleum Institute Provided by IHS under license with API No reproduction or networking permitted without license from IHS Not for Resale TABLE OF CONTENTS Section EXECUTIVE SUMMARY ES- 1 INTRODUCTION 1.1 TEST VEHICLES CATALYSTS AND FUELS 2-1 TEST VEHICLES 2-1 TEST CATALYSTS 2-2 TEST FUELS 2.2 TEST DESIGN AND PROCEDURES 3-1 MEASUREMENTS ON THE 1993 HONDA CIVIC VX (TLEV) 3-1 MEASUREMENTS ON THE 1996 HONDA CIVIC LX (LEV) 3-3 TEST RESULTS 4-1 DATA ANALYSIS AND DISCUSSION 5-1 SUMMARY 6-1 REFERENCES R- APPENDIX B: DETAILEDTESTPROTOCOL APPENDIX C: OXYGEN STORAGE CAPACITY MEASUREMENTS WITH THE 1996 VEHICLE Copyright American Petroleum Institute Provided by IHS under license with API No reproduction or networking permitted without license from IHS Not for Resale `,,-`-`,,`,,`,`,,` - APPENDIX A: CATALYTIC CONVERTER AGING WITH TWO FUEL SULFUR LEVELS LIST OF FIGURES Figure 4- COLDSTART TEMPERATURES, TEST ID H970303 .4-7 4-2 EXHAUSTGASOXYGENSENSORVOLTAGES,TEST ID H970303 4-7 5- HONDATLEVFTPEMISSIONS 5-2 EFFECTOFSULFUR ONHONDATLEVEMISSIONS 5-3 COMPARISON OF HONDATLEVSULFURRESPONSE IN API AND CRC PROGRAMS 5-9 5-4 HONDATLEVOXYGENSTORAGEMEASUREMENTS 5-7 `,,-`-`,,`,,`,`,,` - Copyright American Petroleum Institute Provided by IHS under license with API No reproduction or networking permitted without license from IHS Not for Resale 5-8 5- O STD.API/PETRO PUBL 4bb7-ENGL 1777 W 073227C3 Ob01250 T W LIST OFTABLES Page 2- DESCRIPTION OF TEST VEHICLES 2-2 TEST CATALYSTS 2-2 2-3 TEST FUEL ANALYSES 2-3 3- TEST SEQUENCE FOR 1993 HONDA CIVIC VX .3-2 3-2 TEST SEQUENCE FOR 1996 HONDA CIVICLX 3-3 4- 1993 HONDA CIVIC VX TAILPIPE EMISSIONS 4-3 4-2 1993 HONDA CIVIC VX MODAL BAG EQUIVALENTS 4-4 4-3 1996 HONDA CIVIC LX OXYGEN STORAGE MEASUREMENTS 4-6 5- MEAN EMISSIONS AND 95%CONFIDENCE INTERVALS FOR HONDA TLEV 5-2 5-5 REDUCTION IN HONDA TLEV FTP EMISSIONS IN SWITCHING FROM HIGH TO LOW SULFURFUEL (600 > 35 PPM) AND COMPARISON TO RESULTS FROM PERF TLEV PROGRAM 5-6 `,,-`-`,,`,,`,`,,` - Copyright American Petroleum Institute Provided by IHS under license with API No reproduction or networking permitted without license from IHS Not for Resale S T D - A P I / P E T R O PUBL 4bb7-ENGL EXECUTIVE SUMMARY A test program was conductedto measure the effect of changing fuel sulfur content on the exhaust emissions of a 1993 Honda CivicVX certified to meetCalifornia Transitional Low of exhaust aftertreatmentdevice on this vehicle Emission Vehicle (TLEV) standards The type had been testedin prior programs sponsoredby the Coordinating Research Council (CRC)(1)’ and the Petroleum Environmental ResearchForum (PERF)(2) The CRC study had generated debate as to how well theresults represented “real world”conditions The presenttest program Exhaust emissions and catalyst oxygen storage (OSC) measurements were obtained on four catalysts designed for a 1993 Honda Civic VX TLEV The measurements were madeusing two test fuels One wasa California emissions certification test fuel with a sulfur content of 35 ppm This fuel was dopedwith additional sulfur to create a gasoline witha sulfur content of 600 ppm The four catalysts included: (a) the original catalyst on the vehicle when purchased new; (b) two stock replacement catalysts which had been artificially agedto 100,000 miles ongasolines with 40 ppm sulfur and 1000 ppm sulfur, respectively; and(c) a “field-aged” catalyst obtained from an “in-use” 1993 HondaCivic VX TLEV with approximately 100,000 odometer miles The results of this test program show the following: The effects of sulfur on exhaust emissions of a 1993 HondaCivic certified to California TLEV standards were similar to those seen in other vehicletest programs such as those conducted by PERF and the Auto/OilAQIRP (1) (3) Emissions were lower on the 35 ppm sulfur fuel than on the gasoline with 600 ppm sulfùr The differences in emissions between fuels were statistically significant for the group of fourtest catalysts as a whole, but differences between fuels in individual catalysts were often not significant Averaging over all catalysts, lowering fuel sulfurcontent from600 to 35 ppm reduced FTPemissions by 21 to 27% depending on the pollutant Exhaust emissions were lowest for the original catalyst and highest for the field-aged, 100,000 mile in-use catalyst(Mg) The differences in emissions between the original catalyst and M9 were statistically significant for all pollutants over the FTP I Numbers in ( ) denote references listedat the end of the report ES- Copyright American Petroleum Institute Provided by IHS under license with API No reproduction or networking permitted without license from IHS Not for Resale `,,-`-`,,`,,`,`,,` - provided anopportunity to address this question and relatedissues from theprevious studies Fuel sulfur content did not have an effect onthe long-term emissions performance of catalysts which had been artificially aged using the RAT-A cycle CatalystsM7 and M8 were 1O0 hours on 40 and 1O00 aged for 1O0 hours on a dynamometer using the RAT-A cycle for ppm sulfur fuels, respectively There was no differencein overall emissions or sulfur effects between these two catalysts `,,-`-`,,`,,`,`,,` - Rapid catalyst aging did not have a large effect on sulfur response comparedto in-use aging All catalysts responded directionally the same to sulfur and there was no difference in the magnitude of the sulfur effect among thefour catalysts An identical catalyst from a Honda TLEV was tested in the CRC Sulfur/OBD-II laboratory reactor program A comparison of thedata generated from thetwo programs suggests that laboratory results may (a) overstate sulfur effects as measured froma vehicle and (b) represent hot vehicle performance better than coldoperation Reducing fuel sulfur content from 600 to 40 ppm in the CRC laboratory reactor program lowered the Honda TLEV HC and NO, emissions by 57% or more than twice the percentage effect seen over the FTP in the present study However, the sulfur effects on HC that were observedduring the warmed-up phases of the FTP (Bags2 and 3) of the present study weresimilar to those measured in the CRC lab reactor program under steady-state, warmed-up conditions Gasoline sulfur content did not have a significant effect on catalyst oxygen storagecapacity Differences in OSC between the original and the aged catalysts were much larger than any differences attributable to fuel sulfur content OSC was roughlytwice as high in the original catalyst compared to the three aged catalysts, allof which hadsimilar OSC ES-2 Copyright American Petroleum Institute Provided by IHS under license with API No reproduction or networking permitted without license from IHS Not for Resale ~ ~ S T D - A P I / P E T R O PUBL qbb7-ENGL L777 0732270 DbOL272 3b8 W Table 5-2: Reduction In Honda Tlev Ftp EmissionsIn Switching From High To Low Sulfur Fuel (600a35 Ppm) And ComparisonTo Results From Perf Tlev Program THC Percent Reduction 24.8% 21.2% 20.6% 24.1yo CO Grams per mile 0.032 i 0.012 0.01%0.027 0.08M.125 0.36644.538 M8 THC NMHC NO, CO 0.01w.012 0.01 W0.027 0.131M.125 O.14W0.538 15.8% 13.8% 28.2% 9.9% M9 THC NMHC NOx CO 0.046iO.012 0.025*0.027 0.181ỵO.125 0.44W0.538 26.1 YO 19.9% 1.9% 22.9% Original THC NMHC NOx CO 0.04W.015 0.028*0.034 0.077*0.152 0.45!&0.659 37.6% 32.3% 23.9% 1.7% ALL THC NMHC NOX CO 0.035M.004 0.021M.008 0.1 lW.038 0.351M.164 26.2% 1.9% 26.9% 23.6% 0.028 0.025 O 193 19.1% 15.1% 26.9% Catalyst M7 Pollutant NMHC NO, PERF TLEV, 600 >25 m m NMHC NO, CO 95% confidence intervalsare shown Significant differencesare bolded `,,-`-`,,`,,`,`,,` - Copyright American Petroleum Institute Provided by IHS under license with API No reproduction or networking permitted without license from IHS 5-6 Not for Resale m S T D - A P I / P E T R O PUBL 4bb7-ENGL1977 2 Ob01273 T m Figure 5-1 Honda TLEV FTP Emissions - `,,-`-`,,`,,`,`,,` - $, 0.18 - 0.16 0.14 o- 0.12 " X g $ z5 Std -1WkTLEVCallfornia " 0.10 0.08 - 0.06 0.04 " 0.02 " + + + + + + + I + S 0.00 J l Catalyst IDFuel Sulfur (pprn) 0.70 T 0.60 + 0.50 0.40 0.30 " 0.20 0.10 + + + t hlOOk Callfornla TLEV Std + S + + 0.00 I Catalyst IDlFuel Sulfur (ppm) 4.50 4.00 - S ô o " 3.50 -3.00 -2.50 2.00 Std TLEV lOOk Callfornla IC " 1.50 -1.00 - - IC I C + 0.50 m + IC 0.00J l Catalyst ID/Fuel Sulfur (ppm) 5-7 Copyright American Petroleum Institute Provided by IHS under license with API No reproduction or networking permitted without license from IHS B Not for Resale Figure 5-2 Effect of Sulfur on Honda TLEV Emissions (Reduction in FTP Emissions 600->35 ppm S) Original M8 ALL Catalyst ID 0.3 -0.1 M7 M8 M9 Original ALL Catalyst ID - i al 0.3 E 0.2 O c 00E 0.1 al E a -0.1 M7 M8Original M9 Catalyst ID `,,-`-`,,`,,`,`,,` - Copyright American Petroleum Institute Provided by IHS under license with API No reproduction or networking permitted without license from IHS 5-8 Not for Resale ALL STD.API/PETRO PUBL 4bb7-ENGL L777 m 2 Ob01275 7 m Figure 5-3 Comparison of Honda TLEV Sulfur Response in API and CRC Programs (Percent Reduction in Emissions 600->35/40 ppm S) 8oo/o T 70% " 60% -50% g 40%" 30% 20% -" I -10% APVBAG1 APVFTP AWBAGZ APUBAG3 CRCI4k CRCnOOk ProgradPhase 60% 70% 60% 50% 82 - 40% 30% 20% " 10% " I 0% -10% APUBAGl APVFTP AMA02 CRWlOOk APUBAGJ CRC14k ProgramPhase 60% 70% 60% 50% 40% G 30% 20% I " 10% -10% O% I APUBAGl APVBAGZ CRCIlOOk APVFTP APUBAGJ CRC14k ProgradPhase `,,-`-`,,`,,`,`,,` - Copyright American Petroleum Institute Provided by IHS under license with API No reproduction or networking permitted without license from IHS 5-9 Not for Resale ~~~~~ ~ ~ m STD.API/PETRO PUBL 4bb7-ENGL L777 2 ObOL27b T O -m- O (D ln "- m O O B (D v) B c9 B > W B ln m O O (D J I- a n B v) ': O O m Z O I (D v) c9 m Copyright American Petroleum Institute Provided by IHS under license with API No reproduction or networking permitted without license from IHS 5- 10 Not for Resale `,,-`-`,,`,,`,`,,` - O O CD Section SUMMARY The results of this test program show the following: Exhaust emissions were lowest for the original catalyst and highest for the field-aged, 100,000 mile in-use catalyst(M9).The differencesin emissions between the original catalyst and M9 were statistically significant for all pollutants over the FTP Fuel sulfur content did not have an effect on the long-term emissions performance of catalysts which had been artificially aged using the RAT-A cycle.Catalysts M7 and M8 were aged for 1O0 hours on a dynamometer using theRAT-A cycle for 1O0 hours on 40 and 1O00 ppm sulfur fuels, respectively There was no difference in overall emissions or sulfur effects between these two catalysts Rapid catalystaging did not havea large effect onsulfur response compared to in-useaging All catalysts responded directionally the same to sulfur and therewas no difference in the magnitude of thesulfur effect among the four catalysts An identical catalyst froma Honda TLEV was tested in the CRC Sulfur/OBD-II laboratory reactor program A comparison of thedata generated from thetwo programs suggests that laboratory results may (a) overstate sulfur effects as measured from a vehicle and (b) represent hot vehicle performance better than cold operation Reducing fuel sulfur content from 600 to 40 ppm in the CRC laboratory reactor program loweredthe Honda TLEV HC and NO, emissions by 57% or more than twice the percentage effect seen over the FTP in the present study However, the sulfur effects on HC that were observed during the warmed-up phases of the FTP (Bags2 and 3) of the present study weresimilar to those measured in the CRC lab reactor program under steady-state, warmed-upconditions Gasoline sulfur content did not havea significant effect on catalyst oxygenstorage capacity Differences in OSC between the original and the aged catalysts weremuch larger than any differences attributable to fuelsulfur content OSC was roughlytwice as high in the original catalyst compared to the three aged catalysts, all of which hadsimilar OSC 6- Copyright American Petroleum Institute Provided by IHS under license with API No reproduction or networking permitted without license from IHS Not for Resale `,,-`-`,,`,,`,`,,` - The effects of sulfur on exhaust emissions of a 1993 Honda Civic certified to California TLEV standards were similar to those seen in other vehicletest programs suchas those conducted by PERF and theAutoIoil AQIRP (1) (3) Emissions were lower on the 35 ppm sulfur fuel than onthe gasoline with 600 ppm sulfur The differences in emissions between fuels were statistically significant for the group of four test catalysts as a whole, but differences between fuels in individual catalysts wereoften not significant Averaging over all catalysts, lowering fuelsulfur content from600 to 35 ppm reduced FTPemissions by 21 to 27% depending on the pollutant REFERENCES l Sztenderowicz, M L., Bandy, W J III, Most, W J., Jetter, S., Sprik, T L., Doherty, H., and Eng, K D., “Effects of Fuel Sulfur Level on Emissions fiom Transitional Low Emission Vehicles”, Societyof Automotive Engineers Technical Paper No 952561, 1995 Gerry, F S., Gorse, R A Jr., Bandy, W J., Beck, D., Burns, V., Doherty, H., Herwick, G., and Rutherford, J., CRC Suljür/OBD-II Laboratory Research Program: Executive and Technical FinalReports, Coordinating Research CouncilReport No 602, February, 1997 Auto/Oil Air Quality Improvement Research Program, Program Final Report, January 1997 R-1 `,,-`-`,,`,,`,`,,` - Copyright American Petroleum Institute Provided by IHS under license with API No reproduction or networking permitted without license from IHS Not for Resale Appendix A CATALYTIC CONVERTERAGING WITH TWO FUEL SULFUR LEVELS `,,-`-`,,`,,`,`,,` - Copyright American Petroleum Institute Provided by IHS under license with API No reproduction or networking permitted without license from IHS Not for Resale STD.API/PETRO PUBL 4bb7-ENGL L777 m 2 ObOL280 4 m S O U T H W E S TR E S E A R C HI N S T I T U T E 13220 CULEBRA ROAD POST OFFICE DRAWER 28510 SAN ANTONIO, TEXAS,USA 782213-os10 (210) en*-s111 TELEX 244848 May 21,1996 TO: American Petroleum Institute 1220 L st Nw Washington DC 20005 A'ITN: Mr David Lax SUBJECT SwRI Proposal 08-18784B, "Aging of Honda Converters at ~o Levels using the CRC Protocol." Fuel Sulfur I INTRODUCTION This proposal was prepared in response toa request from Dr Bill Bandy of Amoco Corporation, made on November 29,1995 It was first revised to reflect a changein proposed funding organization This second revision reflects a change in the requested scope of the work The Departmentof Emissions Research(DER) of Southwest ResearchInstitute (SwRI) proposes to perform catalytic converter aging a t two fuel sulfur levels, following the aging protocol developed for the CRC project, and described in the SwRI Proposal 08-1801OA.T w o pre-canned converters will be supplied by Honda The converters will be aged as described below, and returned to the supplierfor evaluation II STATEMENT OF WORK The DER at SwRI will perform catalytic converter aginga t two fuel sulfur levels on a stationary dynamometer A total of two (2)converters will be aged in the test program The proposed sequence, duration, number of catalysts aged and fuel sulfur level is shown in Table TABLE TEST MATRIX Converter No Aging Description Aging Duration Fuel Sulfur Level (hrS) PPm 1 RAT-A(800°C) 100 40 2 RAT-A(8OO'C) 100 1000 SbP The aging engineis a 7.5LV-8 Ford engine equipped with multiport fuel injection and an exhaust splitter system custom built for this aging protocol Converters will be aged following the Rapid Aging Engine Test Cycle (RATA) described in Table S A N ANTONIO, TEXAS HOUSTON TEXAS DETROIT, MICHIGAN WASHINGTON, DC `,,-`-`,,`,,`,`,,` - A- Copyright American Petroleum Institute Provided by IHS under license with API No reproduction or networking permitted without license from IHS Not for Resale STD.API/PETRO PUBL qbb7-ENGL 1997 m 0732290 O b U L L 370 TABLE RAPID AGING ENGINE TEST CYCLE SbP I Description Closed loop, stoichiometricoperation for 40 seconds, catalystinlet temperature of 8OOmC,measured inches upstream of the catalyst face Catalyst spacevelocity = 81,000 hr-' I Power enrichment mode, percentcarbon -~ ~ ~~ ~ ~ ~ monoxide for seconds I ~~ Power enrichment with air injected at converter inlet to provide percent carbon monoxide, percent oxygen for 10 seconds Closed loop, stoichiometric operation with air injection at the converter inlet to provide percent oxygen for seconds The fuel usedis California Phase II certification fùel The sulfur level is specified at 35 - 40 ppm and unmodified fuel is used for the low sulfur aging The high sulfur fuel aging uses the same fuel,doped with thiophene to a sulfbrlevel of 1000 ppm `,,-`-`,,`,,`,`,,` - Also included in this revision, is a request to obtain continuous temperature readings at O, 50, and 100 hours DER will collect two temperatures (catalyst inlet and catalystbed) for a total of 600 seconds This time interval equates to ten full aging cycles The data acquisition will commence at the start of a cycle The temperature datawill be stored on a 3.5 inch computer disk,in theform of delimited ASCII files, and shipped with the catalysts Copyright American Petroleum Institute Provided by IHS under license with API No reproduction or networking permitted without license from IHS A-2 Not for Resale Appendix B DETAILED TEST PROTOCOL 1993 HONDA CIVIC VX (TLEV) `,,-`-`,,`,,`,`,,` - Each test on the 1993 HondaCivic VX consisted of a FUEL CHANGEand PRECONDITIONING sequence, a FTP EMISSIONS TEST, and an OXYGEN SENSOR MEASUREMENT which followed immediately &er the FTP Descriptions of eachof these elements are given below Four different catalysts were used onthe test vehicle overthe course of testing FUEL CHANGE and PRECONDITIONING The fùel change procedure involved a complete drain of the existing fuel fromthe tank,two three-gallon flushes (fill and drain) with the new fuel, and a final to fill40% of the fueltank capacity as listed inthe owner’s manual For a repeat testor a test using the same íùel as the previous test,the two three-gallon flushes were omitted The fuel was simply drained and refilled to 40% of tank capacity The preconditioning procedure followed shortlyafter the final fill The preconditioning drive consisted of one Highway Fuel Economy Test (HWFET) drive cycle, a short key-off period, followed by a single Urban Dynamometer Driving Schedule (UDDS) driving cycle (which is Bags and of the FTP, often referredto as the LA-4 cycle) The vehicle was then soaked overnight at 75 “F with the hood in the open position, for at least 12 but not more than 24 hours FTP EMISSIONSTEST The emissions test included drivingthe vehicle according tothe 1975 FTP protocol, beginning with the cold start following the soak period The test was configuredto collect Dilute Bags, as well as Raw Engine-Out Second-by-Second emissions and Engine-Out Bag Equivalents Dilute emissions measurements included HC, CO,NONO,, CO2 and CH4 (methane) Engine-out emissions included all of the above except CH4 In order to compute Bag Equivalent Engine-Out emissions, the “CO2 Trace” analyzer wasrun,and the output was stored on a second-by-second basis The temperatures at the inlet and outlet of the catalyst also were recorded for each complete FTP test This was accomplished by plugging the two catalyst thermocouplesinto a data recorder and starting the recorder just prior to the start of the test B-1 Copyright American Petroleum Institute Provided by IHS under license with API No reproduction or networking permitted without license from IHS Not for Resale OXYGEN SENSOR MEASUREMENTS Immediately following each FTP, catalyst oxygen sensor measurements were made This was done as follows: The carwas left running for 3-5 minutes following the completion of the F f P and the vehicle speed was set tocruise at a steady 35 mph After this 3-5 minute period, the output voltage of both oxygen sensors was recorded for minutes (1 80 seconds) at 10 Hertz (samples per second) and the data were tabulated in a spreadsheet 1996 HONDA CIVIC LX (LEV) `,,-`-`,,`,,`,`,,` - Measurements of oxygen storage capacity were made for each catalyst/fuel combination with the four catalysts used in testing the 1993 vehicle installed in a 1996 Honda Civic supplied by Honda Research of America (HRA) and the two fuels used in testing the 1993 vehicle The 1996 vehicle was instrumented by HRA to allow the OSC information generated by the vehicle’s onboard diagnostic catalyst monitoring function to be examined and recorded as described in the procedure provided by HRA The preconditioning protocol was the same as that used for the emissions tests on the 1993 vehicle except that the overnight soak was deleted and replaced bya 10 minute key-off period preceding the FTP No emissions or temperature data were collected during the FTP driving cycle Triplicate measures of OSC were made according to the instructions provided by HRA VEHICLE TEST PROTOCOL SUMMARY The following procedure was used for preconditioning and testing the two vehicles in this program It is similar to the procedure used in the Auto/Oil Phase I sulfur study: Drain fuel gallon fill - new fuel (room temperature) Idle minutes Drain fuel gallon fill - new fuel (room temperature) Idle minutes Drain fuel 40% fill - new fuel (room temperature) Note: The preceding is estimated to provide fresh fuel in a tank that contains no more than 1% by volume of the previous fuel, assuming no more than 1.0 gallon of residual fuel in the vehiclefuel system and 4.8gallons for the 40% fill If these assumptions are not valid, recalculation of the fuel flush volume and the required number offlushes required may be needed.) Copyright American Petroleum Institute Provided by IHS under license with API No reproduction or networking permitted without license from IHS B-2 Not for Resale Highway Fuel Economy Test preconditioning Engine off minutes Idle minute Engine off minute 0 1993 Honda Civic VX TLEV: L A preconditioning Vehicle soak 12-24 hrs @ 75i3 "F) FTP emissions test (75 "F), with catalyst temperature recordings Set speed to 35 mph in 4th gear Wait 3-5 minutes Record before/after catalyst oxygen sensor voltages for 180 seconds 0 0 `,,-`-`,,`,,`,`,,` - 1996 Honda Civic LX LEV; o O O L A preconditioning Engine off 10 minutes FTp cycle (75 O F ) , without any emission measurements or catalyst temperature recordings Immediately following the FTP, conduct triplicate catalyst oxygen Storage n " e m e n t s using the procedure specified by HRA (See Appendix C.) B-3 Copyright American Petroleum Institute Provided by IHS under license with API No reproduction or networking permitted without license from IHS Not for Resale Appendix C OXYGEN STORAGE CAPACITY MEASUREMENTS WITH THE 1996 VEHICLE Honda R&D of North America, Inc supplied the following instructions for performing oxygen storage capacity measurements with the 1996 Honda Civic LX: l Set the vehicle speed to 50 MPH in 4* gear for 1O minutes to bring the engine and the catalyst to operating temperature After the vehicle speed has been maintained at 35 MPH for approximately minutes, the ECU will begin the OSC test The ECU monitor will initially resetthe OSC timer to O Then, it will cycle betweenrich and lean ten times The average time of the ten cycles is the OSC number Log this value in the data table If the vehicle speed fluctuates too much, the ECU monitor will reset the timer to begin OSCtesting from the beginning Do not repeat this test cycle more thanthree times If the test needs to be repeated, start the procedure from the beginning c-1 Copyright American Petroleum Institute Provided by IHS under license with API No reproduction or networking permitted without license from IHS Not for Resale `,,-`-`,,`,,`,`,,` - Reduce the vehicle speed to 35 MPH The hexadecimal displayof the ECU monitor should have a value between 35 and 39 At this time it is very important to maintain a constant vehicle speed STD.API/PETRO PUBL Llbb7-ENGL L997 I0 2 UbUL28b American Petroleum Institute 1220 L Street, Northwest Washington, D.C 20005 202-682-8000 http://www.api.org `,,-`-`,,`,,`,`,,` - Copyright American Petroleum Institute Provided by IHS under license with API No reproduction or networking permitted without license from IHS Order No I46670 Not for Resale _ _ ~ _ ~

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