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Particulate and manganese mass emissions have been measured as a function of mileage for four Escort and four Explorer vehicles using 1) MMT (Methylcyclopentadienyl Manganese Tricarbonyl) added to the gasoline at 1/32 g Mn/gal and 2) gasoline without MMT. The MMT was used in half of the fleet starting at 5,000 miles. The vehicles were driven on public roads at an average speed of 54 mph to accumulate mileage. This report describes the particulate and manganese emissions, plus emissions of four air toxics at 5,000, 20,000, 55,000, 85,000 and 105,000 miles. Four non-regulated emissions were measured and their average values for vehicles without MMT were 0.6 mg/mi for formaldehyde, 0.7 mg/mi for 1,3-butadiene, 9 mg/mi for benzene and 12 mg/mi for toluene. Corresponding values for MMT-fueled vehicles were between 1.5 and 2.4 times higher.

The regulated and non-regulated emissions of a current diesel passenger car and two light-duty diesel trucks with catalysts and particulate traps were measured to better understand the effects of aftertreatment devises on the environment. The passenger car, a 1.8 L IDI TC Sierra, was tested both with and without three different diesel oxidation catalysts (DOC) and with two fuel sulfur levels, 0 and 0.05 wt%. One light-duty truck, a 2.5 L DI NA Transit, was tested on one fuel, 0.05 wt% sulfur, with and without three different particulate trap/regeneration systems and with and without a urea lean NOx catalyst (LNC) system. A second similar Transit was tested on the 0.05 wt% sulfur fuel with an electrically regenerated trap system. The results are compared to each other, regulated emission standards, and to emissions from gasoline vehicles.

Future European air quality standards for light duty diesel vehicles will include stringent NOx emission regulations. In order to meet these regulations, a lean NOx catalyst system may be necessary. Since the catalytic removal of NOx is very difficult with the large concentration of oxygen present in diesel exhaust, a reductant is usually added to the exhaust to increase the NOx conversion. This paper describes a lean NOx catalyst system for a Transit light-duty truck which uses a reductant solution of urea in water. In this work, a microprocessor was used to vary the amount of the reductant injected depending on the operating conditions of a 2,5 L naturally aspirated HSDI engine. The NOx conversions were 60% and 80% on the current European driving cycle and the U.S. FTP cycles, respectively. Data on the emissions of HC, CO, NOx, particulate mass and composition, individual HC species, aldehydes, PAH and most HC species were evaluated.

Engine dynamometer and laboratory flow reactor studies of automotive catalyst deactivation caused by the use of leaded fuel indicate that there are two different deactivation mechanisms: one, which dominates between 700 and 800 C, is the poisoning of the active platinum sites by lead oxide, or perhaps lead, and the other, which occurs below 550 C, is a build up of a gas diffusion barrier of lead sulfate. Both deactivation mechanisms can be temporarily reversed. Poisoning is reversed when the platinum is freed of lead oxide by lead sulfate formation below 650 C; and the barrier formed below 550 C can be made more permeable by thermal sintering of the lead sulfate at 600 to 700 C or its decomposition to lead oxide at 700 to 800 C. However, further exposure of the catalyst will again render it inactive via the mechanism predominating in that temperature region.