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Passenger car engine lube oil filter advancements have been made to improve filter reliability. The design consists of a dual media laminate for greater dirt holding capacity and improved resistance to higher crankcase oil temperatures. Field testing has shown service life to be at least 15,000 miles with potential for longer service.

This paper discusses the engineering considerations involved in the proper selection of a medium or heavy duty truck frame for utility vehicles with primary emphasis on the mounting of aerial devices which include digger derricks, hoists, cranes and man lifts.

A brief description of the items to be included and reviewed when developing specifications for a body of Utility Maintenance and Construction vehicle. The paper contains the viewpoints of the user and not the manufacturer.

Sixteen gas analyzers are used to measure emissions into and out of the catalytic converters while conducting Environmental Protection Agency vehicle test procedures. A computer system controls the analyzer consoles, logs test data, and provides test results quickly. The computer logs data during testing, then on command transmits it to the GM Research Laboratories (GMR) Data Center. Data reduction is done at the GMR Data Center because it has a large computer to do the calculations and programmers to maintain the reduction programs. The test summary can be transmitted back to the test site. The system was tested extensively to verify accuracy of results. Gas analyzers were calibrated, data logging and handling were checked, and the data reduction programs were scrutinized. The system has given consistent results during its operation.

Material presented in the following text discusses design improvements made on a 20 year old engine testing facility. The designs include improved measurement techniques for fuel and air rate, spark angle, test cell equipment control, operator safety, automatic testing, data acquisition and processing. The new changes provide development personnel improved data accuracy and formatted test results in much less time.

Early in the 1970's, Oldsmobile recognized the need to construct a new accurate, reliable, and versatile emission test facility to accommodate the more stringent Federal and State emission standards. This paper reviews in detail: layout of the test facility, its measurement capabilities, computer data handling, storage and retrieval processes, and a special data reduction program capable of producing two or three dimensional plots of dynamic engine emission parameters. The final section reviews the facility's physical design, data acquisition capability, and computer versatility which will permit updating in the future to accommodate changes in this very fast moving field of emission measurement technology.

Boating Industry Associations (BIA) TC-W certified two-cycle engine oils are used in a variety of both air- and water-cooled engines. Some high performance two-cycle engines used in the motorcycle and snow-mobile market have shown performance deficiencies with current TC-W quality lubricants. This paper traces the development of an additive capable of meeting the demands of severe air-cooled engine tests as well as the current TC-W lubricant specification for water-cooled engines. Tests developed to evaluate lubricant performance in both air- and water-cooled engines are described. The need for standardized test procedures in addition to the BIA TC-W specification is shown.

Today's two-cycle engine oils are not expected to adequately meet future engine oil requirements. It is recommended that oil developers use a Comprehensive Oil Development Plan for future oils. A Plan should include five key elements: Engine Manufacturer Contact, Mechanism Studies and Failures Analysis, Oil Formulating, Laboratory Engine Evaluation, and Field Evaluation. These elements are described through examples of lubrication and deposit programs. The most important future oil performance requirement is considered to be scuffing control. Data from the G15 laboratory engine scuff test are presented which should assist in the development of future oils. The importance of Mechanism Studies and Failure Analysis programs to support formulation for antiscuffing is stressed. A review of published air-cooled engine deposit test procedures has shown the lack of world-wide standardization.

Development of 2-stroke cycle gasoline engines towards higher specific outputs and environmental aspects have resulted in more stringent lubricating oil requirements. A classification system is being generated by SAE/ASTM/API in cooperation with CEC to facilitate selection of suitable oils with different performance levels depending on their application. Standardized CEC Test Methods and European in-house tests used for 2stroke oil development are described and discussed. Special oils for use at lean fuel : oil ratios and biodegradeable lubricants have been developed. Typical bench and field test results obtained with modern formulation concepts and reference oils are presented.

Problems associated with use of oils for small air-cooled two-cycle engines are mainly piston deposits, ring sticking, spark plug fouling, combustion-chamber deposits, piston seizure, exhaust system blocking and visible smoke. This paper describes some test methods for evaluation of lubricants for Japanese small air-cooled two-cycle engines. Results obtained from some of these test are also expressed. The effect of base oil composition and additive type on lubricant performance is also described.

In April 1978 the Office of Road Safety conducted a press and radio publicity campaign aimed at increasing the fitting and use, by children, of conventional belts where child-restraints are not available and relocating children, particularly those unrestrained, from front to rear seats. Undertaken in States with and without child restraint legislation, the publicity campaign was evaluated using data from roadside observations of restraint fitting and use. The campaign was not effective in achieving the desired behavioural changes. However, the results provided valuable data on the carriage of children in cars and highlighted the differences between States with or without child restraint legislation.

A series of 16 sled impact tests was conducted at the Highway Safety Research Institute sled facility to evaluate the effectiveness of restraint devices and systems currently being used to transport school-bus and wheelchair-seated handicapped children. A sled impact pulse of 20 m.p.h. and 16 G's was used for all tests. Eight tests involved wheelchairs in forward-facing and side-facing orientations for head-on and 33-degree oblique impacts. Another eight tests involved forward-facing bus seats for head-on and 33-degree oblique impacts. The results generally point out the ineffectiveness of many currently used devices and systems for protecting the child in a bus collision. In six of the eight bus seat tests the dummy's head struck the back of the bus seat in front. This was primarily because of a lack of upper-torso restraint.

Child restraint performance in frontal and lateral crash simulations is presented and discussed based upon tests conducted on the Calspan HYGE acceleration sled. Differing acceleration pulses for frontal tests were used to evaluate the pulse shape effect upon the child restraint systems. Two types of three year old size anthropometric test devices (ATDs) were used and restraint systems were intentionally improperly installed in an effort to ascertain the potential hazard to the child occupant from improper installation. Data obtained include head excursion, head and chest triaxial accelerations, Head Severity Index (HSI) and Chest Severity Index (CSI) values for the ATDs. High speed movie coverage produced dummy kinematic results.

A total system approach toward mass automotive diagnosis that has been successful for ten years is presented. Paper reviews what are considered as the reasons for success in St. Louis, highlights unique test methods developed, covers some equipment modifications, and such other important ingredients as: personnel administration/training, facility layout, testing sequences, architectural problems inherent in dynamometer usage, cost controls, equipment improvements, and inspired management. Another unique feature of the system is the post-repair reinspection offered to users for one dollar, and feedback data on repair quality is also presented. This medium through-put facility performs approximately 12,000 inspections annually.

Many diagnostic parameters have been studied for the detection of malfunctions in two types of diesel injection systems: the unit injector and the distributor pump system. It has been found that the peak fuel pressure in the unit injector pressure chamber (measured by a strain gage mounted on the injector rocker arm), and the peak fuel pressure in the line near the injector on the distributor injection system are very useful parameters for fault diagnosis. Figures and charts relating the fuel peak pressure and engine speed have been developed to identify a healthy as well as a faulty injection system.

The various systems of inspecting the condition of road vehicles in Great Britain are presented. Firstly, the system of public service vehicle inspection is described, together with the results of these inspections. Secondly, the system of using authorised commercial garages to inspect passenger cars, motor cycles and light vehicles is covered. Representative figures of the results of these tests are given. Thirdly, the inspection of heavier goods vehicles and trailers is dealt with and a detailed description is given of the system used for the inspection of these vehicles at Government owned and operated testing stations. The paper, therefore, deals with the following three types of inspection systems:- (i) Inspection at the roadside and at operators' premises by Department of Transport examiners. (ii) Inspection by commercial garages supervised by Department of Transport examiners. (iii) Inspection at Government owned testing stations conducted by Department of Transport examiners.

Beginning in May of 1975, Champion Spark Plug Company embarked upon an extensive nationwide program to gather data that would determine how passenger car engine conditions relate to fuel consumption and emissions. This program, by use of a diagnostic check lane and a mobile chassis dynamometer laboratory, was to be the most comprehensive look at motorist maintenance habits and their effect on fuel consumption and emissions ever undertaken by a nongovernmental source. Five thousand six hundred and sixty-six passenger cars were ignition and emission diagnosed and from these, 216 cars were selected for the “before and after” dynamometer test based on their need for a tune-up. This test gave a realistic view of how the average motorist, having a periodic tune-up performed on his vehicle, can help save fuel for himself and the nation; and at the same time improve the quality of the air he breathes.

In response to growing concern over the validity of the EPA fuel economy numbers, the Department of Energy undertook a study of actual on-road fuel economy as it compares to the EPA numbers. This report covers the development of the data base for that study, the analysis techniques used for the initial phases of the work, and the preliminary results of that analysis. Data on over 5000 in-use vehicles were collected for model years 1974-1977. Data were obtained from a number of private and government groups for vehicles in fleet and typical consumer use, from on-road tests, and from in-use dynamometer tests. Comparisons using linear regressions were made between these mpg values and the EPA certification results for the same models. The results describe these differences as a function of vehicle mpg and model year. Other more specific comparisons are also made. An analysis of in-use fuel economy ranking, compared to the ranking by the EPA mpg numbers, is presented.

Although an engine's lean limit fuel-air ratio may be easily found experimentally, it is difficult to predict accurately due to the influence of speed, load, ambient conditions, ignition characteristics, fuel chemistry, engine wear, etc. This paper will describe a new closed loop feedback control which adaptively tracks the engine's instantaneous lean limit using only one engine sensor. Test data is presented which indicates the control system response to changes in ignition timing, fuel chemistry, speed, and load. Results from laboratory and field tests indicate a significant improvement over programmed fuel-air scheduling systems, both in fuel economy and exhaust emissions.

This is an analysis of fuel economy data compiled by the U.S. EPA on passenger cars from model years 1958-1978, and light-duty trucks from 1975-1978. The paper includes new fuel economy data on pre-1975 cars, which indicates that fleet average MPG for the older models is slightly higher than had been previously estimated. Analysis of 1977-78 passenger cars and light trucks' economy characteristics in terms of the new EPA/DOE “Vehicle Size” classes provides new insight into fleet MPG characteristics as related to model changes. The methodology for isolating fleet and individual manufacturer fuel economy changes due to specific factors such as system optimization and weight mix shifts has been refined, and is applied for the first time to trucks and to comparison of 49-states and California vehicles. The vehicle fleet which is the basis of the analysis includes the top-selling 18 car makers and 8 truck manufacturers.