- CRC Report No. 574AD-A240 433

DTICELECTESEPi 7 I-l1

EFFECT OF GASOLINEOCTANE QUALITY ON VEHICLE

ACCELERATION PERFORMANCE

AP2RVE FOR PU:t :-p jwaU17N tUNUUIT

July 1991

91-10787

COORDINATING RESEARCH COUNCIL, INC.219 PERIMETER CENTER PARKWAY, ATLANTA, GEORGIA 30346

The Coordinating Research Council. Inc. (CRC) i a non-profit corporationsupported by the petroleum and automothe equipment industries. CRC oper-ates through committees made up of technical experts from industry andgovernment who voluntarily participate. The four main areas of research withinCRC are: air poliution (atmospheric and engineering studies); aviation fuels,lubricants, and equipment performance; heavy-duty vehicle fuels, lubricants,and equipment performance (e g. diesel trucks); and light-duty vehicle fuels,lubricants, and equipment performance (e.g, pass-enger cars). CRC's functionis to provide the mechanism for joint research conducted by the two industriesthat will help in determining the optimum combinations of petroleum productsand automotive equipment CRC's work is limited to research that is mutuallybeneficial to the two industries involved, and all information is available to thepublic.

COORDINATING RESEARCH COUNCIL

ATLATA GaO OIA 303.6

44"13396-3400

Not to be Published

EFFECT' 0F GASOLINE OCTANE QUALITY

ONf VEBICLE ALA f PEFORMANCE

(CRC Project No. CK-124--89)

14 F~U.ATIW W.' k0PQPI SEPTS. -EAPPRO2ITE C"fITTEE OF Tk-E =31TIAGRESEARCH MWSIL. 114. HAS NOT IWESTI-GATED 02 MCNSEDERED PATENTS 41CH MAY MAY'i,. ':APPY TO THE SSECT YATTER. P:c zECTIVE ,.

USERS OF THE REPORT ARE RESPONSIBLE FCR t't' '..

PROTECTIG THEMELVES ACAINST LIARILITY

FOR PdFRIWGEtNa OF PATFhiS.

Prepared by the -

Analysis Panel

of the ___ __. .

CRC Octane Technology and Test Procedures Group

July 1991

Automotive Vehicle Fuel, Lubricant, and Equipment Research Committee

of the

Coordinating Research Council, Inc.

7AJUE OF CORrZ.VM

Absbacc ...............................................................

introduction ........................................................... I

Suy............................y...... I

Test Vehicles .......................................................... 2

Test Fuels ...... ................................................... .. 2

Test Procedure ......................................................... 2

Data Analysis

Analysis Technique ............................................... 3Test Repeatability ............................................... 3

Discussion of Results

Octane Number Requirements ....................................... 3Average Octane Effects on Acceleration Time ................... 3Individual vehicle Results ..................................... . 4Select Models ..................... .. . ......................... 5Effect of Vehicle on Octane Reuirent ........................ 5

Tables and Fioures

Table 1 - Octane Numbers of 1989/90 CRC FBRU Reference Fuels ........... 9Table 2 - Acceleration Test Repeatability ............................ 10Table 3 - Effect of Octane Changes on Relative Acceleration Time ....... 11Table 4 - Individual Vehicle Octane Effects on Acceleration Time ....... 12Table 5 - Select Model Specifications .............................. 13Table 6 - Average Effect of Octane Quality On Acceleration Time ....... 14Table ? - Individual Model Relative Acceleration Time 40-60 mph at

Maximum Throttle ......................................... ITable L - Effect of Vehicle ONR on Relative Acceleration Time Knock-

Sensor-Equipped Vehicles ....... ........ ..... ........... 18

?MSE OF CW7EHTS - (OLwti-nd

Figure 1 - O..R Distribution Acceleraticn Test Progra= Vehic les...... 19Figure 2 - Effect of Octane Changes on Acceleration Tine 0-30 =ph

Wide-Open-Trottle .....................20Figure 3 - Effect of Octane Changes on Acceleration Tin=e 0-60 =ph

Wide-Open-Throttle ........................................ Figure 4 - Effect of Octane Changes on Acceleration Time 0-70 =ph

Wide-Open-Throttle ....................................... 22Fgure 5 - Effect of Octane Changes on Acceleration Time 40-60 =ph

Maximum Throttle ......................................... 23Figure 6 - Distribution of Relative Acceleration Time 0-30 =ph

Wide-Open-Thrttie Base Versus - 8 RON .................... 24Figure 7 - Distribution of Relative Acceleration Time 0-30 =ph

Wide Open Throttle Base Versus - 4 RON .................... 25Figure 8 - Distribution of Relative Acceleration Tine 0-30 =ph

Wide-Open-Throttle Base Versus - 4 RON .................... 26Figure 9 - Distribution of Relative Acceleration Time 0-60 =ph

Wide-Open-Throttle Base Versus - 8 RON ................... 27Figure 10 - Distribution of Relative Acceleration Time 0-60 mph

Wide-Open-Throttle Base Versus - 4 RON ................... 28Figure 11 - Distribution of Relative Acceleration Tine 0-60 mph

Wide-Open-Throttle Base Versus - 4 RON ...................29Figure 12 - Distribution of Relative Acceleration Time 0-70 mph

Wide-Open-Throttle Base Versus + 8 RON ................. .30Figure 13 - Distribution of Relative Acceleration Tine 0-70 mph

Wide-Open-Throttle Base Versus + 4 RON ................... 31Figure 14 - Distribution of Relative Acceleration Time 0-70 mph

Wide-Open-Throttle Base Versus - 4 RON ...................32Figure 15 - Distribution of Relative Acceleration Time 40-60 mph

Maximum-Throttle Bcte Versus - 8 RON .....................33Figure 16 - Distribution of Relative Acceleration Time 40-60 mph

Maximum-Throttle Base Versus - 4 RON .....................34Figure 17 - Distribution of Relative Acceleration TIme 40-60 mph

Maximum-Throttle Base Versus - 4 RON .....................35

Appendix A - Participating Laboratories ........................... .....A-1

Appendiy B - Analysis Panel Membership .................I............. -

Appendix C - Program .................... .............................. C-1

Appendix D - Individual Vehicle Results .............................. ..D-1

ABSTRACT

A study was conducted under the auspices of the Coordinating ResearchCouncil, inc. (CRC) to assess the potential effects of gasoline octane qualityon vehicle acceleration performance. Twelve participating laboratories,representing both the oil and the automotive industries, tested a total of 182vehicles as part of the 1989 CRC Octane Number Requirement Sumvey. The vehi-cles consisted of 78 with electronic knock control systems and 104 without-All testing was performed using the 1989/1990 CRC FBRU fuel series. Theresults showed that acceleration performance of vehicles with knock sensorswas significantly affected by gasoline octane quality. Octane effects onacceleration performance were most pronounced at maximum-throttle (detent)conditions and at octane levels below the vehicles' octane requirements;however, some knock-sensor vehicles did show improved acceleration performancewith fuels at octane levels above the octane number requirement. Accelerationperformance in non-knock-sensor vehicles was unaffected by octane quality.

INTRODUCTION

About 40 percent of new spark-ignition-engines marketed in the US areequipped with electronic knock-control systezs. These systems are designed toreduce or prevent audible engine knock by retarding spark timing (and/orreducing boost pressure in certain turbocharged engines). These electronicsystems to control engine knock, however, can potentially affect vehicleperformance. A preview of the magnitude of the impact of gasoline octanequality on performance was investigated in a pilot program conducted by theCoordinating Research Council (CRC) Octane Technology and Test ProceduresGroup. (1)

The caurrent test program was undertaken to quantify the effect of octanequality on acceleration performance in a large number of vehicles. The goalwas to test a large sample of vehicles rep:esenting a cross-section of the1989 vehicle population. Consequen' 1, this study was conducted along withthe 1989 Octane Number Requirement Survey (ONRS). About half of the vehiclestested in the 1989 CRC ONRS were also tested as part of this prcgram. Bothknock-sensor-equipped (KS) vehicles and vehicles without knock sensors (NKS)were tested.

A list of participating laboratories and membership of the Data AnalysisPanel are given in Appendices A and B, respectively.

SUMMARY

One hundred and eighty-two vehicles were tested in conjunction with the1989 CRC Octane Number Requirement Survey (ONRS) to determine the effect ofoctane quality on vehicle acceleration performance. Seventy-eight vehicleswere knock-sensor-equipped (KS) and 104 were non-knock-sensor-equipped (NKS).The vehicles were tested from the ONRS at random and represented a cross-section of that population. All acceleration testing was done using the1989/1990 CRC FBRU reference fuel series. The key results of the stuay aresummarized below:

* KS vehicles showed statistically significant differences in accelerationperformance with varying octane gasoline. The largest effects werefound in the 40-60 mph speed range. Acceleration performance was gener-ally degraded at octane levels below the octane number requirement(ONR); however, 30 percent of KS vehicles showed significant improvementin acceleration performance at octane levels above the ONR.

* Octane effects on acceleration performance of KS vehicles varied consid-erably among engine types.

(1) Coordinating Research Council, Inc., "CRC Program for Quantifying Per-

formance of Knock-Sensor-Equipped Vehicles with Varying Octane Level,"CRC Report No. 571, August 1990.

-2-

" Acceleration performance of NKS vehicles was unaffected by gasolineoctane quality.

" Vehicle ONR did not influence the octane performance effects in KSvehicles.

TEST VEHICLES

Participants of the 1989 CRC ONRS were requested to conduct accelerationtests on as many of the Survey vehicles as possible. Twelve participatinglaboratories conducted tests on 182 vehicles, including 155 passenger cars and27 light trucks. The distribution of vehicles test in this program are com-pared to the 1989 ONRS below:

Percent of Total VehiclesTotal Passenger Light

Vehicles Cars Trucks % KS

1989 CRC ONRS 391 80 20 461989 Acceleration Program 182 85 15 43

TEST FUELS

The acceleration tests were conducted with the 1989/1990 CRC ONRS Full-Boiling Range Unleaded (FBRU) fuels with normal sensitivity This fuel seriesranges from 80 to 104 Research octane number (RON) and is blended in two RONincrements up to 84, and in one RON increments up to 104 RON from three basefuels. The base fuels are blended from normal refinery gasoline componentsResearch and Motor octane numbers of the FBRU fuels are shown in Table 1.

TEST PROCEDURE

The acceleration test program was conducted as a voluntary addendum tothe 1989 CRC ONRS Program. Participants were requested to test as many vehi-cles as possible7, including both KS and NKS vehicles. The program requiredthat the vehicle maximum-throttle octane number requirement (ONR) be deter-mined with the 1989/1990 FBRU fuel series using the E-15-89 test procedureAcceleration tests were then conducted with the FBRU fuel 8 RON higher thanthe maximum-throttle (MT) ONR, with the MT ONR fuel, and with fuels 4 RONabove and below the MT ONR.

Participants were asked to obtain acceleration times for 0-30, 0-60, and0-70 mph wide-open-throttle and for 40-60 mph at maximum throttle (detent)Details of the program and a sample data sheet are included in Appendix C.

-3-

DATA ANALYSIS

Analysis Technioue - The results from this study were analyzed to deter-mine the effect of octane quality on acceleration performance at octane levelsabove and below the vehicle full-throttle octane requirements. For consistentcomparisons among the test vehicles, individual acceleration times for eachtest fuel were normalized to the average acceleration time for the octanerequirement fuel. Relative acceleration times greater than 1.00 indicatepoorer acceleration performance (longer acceleration time compared with theONR fuel); values less than 1.00 indicate improved acceleration performance(shorter acceleration time compared with the ONR fuel). Results were analyzedfor the four test conditions (0 to 30 mph, 0 to 60 mph, and 0 to 70 mph atwide-open-throttle, and 40 to 60 mph at maximum throttle) and the three testfuel comparisons (4 and 8 RON above ONR, and 4 RON below ONR) for both KS andNKS vehicles. Linear regression analyses were conducted using all accelera-tion data (including replicates) to determine the statistical significance ofdifferences between fuels. Distributions of relative accelerat.on times werebased on average acceleration data for each vehicle and were plotted using theN+1 technique.

Test Reveatability - Triplicate acceleration times were measured in mostof the test vehicles for each test fuel at the four test conditions. Averagevariations in acceleration time are shown in Table 2 as the average coeffi-cient of variation (standard deviation divided by mean). As would be expect-ed, test repeatability was generally poorest for the 0-30 mph wide-open-throttle acceleration (2.3-3.2 percent) due to the short acceleration times.The repeatability of wide-open-throttle acceleration times improved with the0-60 and 0-70 mph accelerations. Repeatability of the 40-60 mph maximum-throttle accelerations ranged from 2.1 to 2 4 percent. Fuel octane level andknock controls had no effect on test repeatablity.

DISCUSSION OF RESULTS

Octane Rumber Requirements - Octane number requirements were determinedat maximum-throttle conditions using FBRU fuels in conjunction with the 1989CRC ONRS. Distributions of vehicle octaue requirements for KS and NKS vehi-cles are shown in Figure 1.

Average Octane Effects on Acceleration Time - The average effects ofoctane quality on acceleration time are shown in Figures 2-5 for thewide-open-throttle and maximum-throttle test conditions. Results from regres-sion analysis of all data (including replicates) are shown in Table 3.

The NKS vehicles showed little or no effect of octane quality on accel-eration time, with average changes within t 0.6 percent of the ONR fuel.

I -4-

The KS vehicles showed statistically significant increases in accelera-tion time at 4 RON below ON'R for all four test conditions. Average accelera-tion times increased by 1.2 and 2.4 percent at wide-open-throttle and by 3.4percent at maximum-throttle. At wide-open-throttle conditions, increasingoctane quality above the ONR slightly decreased acceleration time; however,the small improvements were not statistically significant. At maximum-throttle conditions, increasing octane quality 4 and 8 RON above the ONRreduced acceleration time by 1.3 percent and 2.2 percent, respectively. Theacceleration time reduction at 8 RON above ONR was statistically significant.The performance improvements at octane levels above the ONR for audible knockindicate that the knock-control systems are effectively preventing audibleknock through control of spark timing (or boost pressure in turbochargedvehicles), resulting in performance degradations at borderline knock condi-tions.

Individual Vehicle Results - Acceleration times for individual vehicleswere analyzed to determine the relative number of vehicles showing significanteffects of octane quality on relative acceleration time and comparing distri-Lutions of relative acceleration time for KS and NKS vehicles at the four testconditions. The percent of individual vehicles showing statistically signifi-cant effects of octane quality on relative acceleration time is shown in Table4. Distributions of relative acceleration time are shown in Figures 6-17 forthe four acceleration test conditions and three octane quality comparisons.

As shown in Table 4, a significant percentage of KS vehicles showedimproved acceleration performance at octanes above ONR (+ 4 and + 8 RON) anddegraded performance at octane levels below ONR (- 4 RON), particularly at the40-60 mph maximum-throttle test condition. For example, 38 percent of KSvehicles showed significantly slower 40-60 mph acceleration times at an octanelevel 4 RON below ONR, while 25 to 32 percent of KS vehicles showed faster 40-60 mph acceleration times at 4-8 RON above ONR. As previously indicated, theeffects of octane quality changes on KS vehicle acceleration performance weremore pronounced at octane levels below ONR. The percent of NKS vehiclesshowing statistically significant effects o' octane quality on accelerationperformance was generally equally divided between positive and negative ef-fects, indicating an overall random pattern.

Distributions of relative acceleration time, Figure 6-17, were generallysimilar for the KS and NKS vehicles, except at maximum-throttle conditions andat octane levels below ONR. At octane levels below ONR, the distributionsshow a higher proportion of KS vehicles with degraded acceleration performance(acceleration time greater than 1.0) compared with NKS vehicles. At maximum-throttle conditions, the distributions show higher proportions of KS vehicleswith faster accelerations times (relative acceleration time less than 1.0) atoctane levels above ONR (+ 4 and + 8 RON), and slower acceleration times(relative acceleration tine greater than 1.0) at octane levels below ONR (- 4RON).

-5-

Select Models - Nine different KS engines were available for analysis asselect models. Specifications of the select models are listed in Table 5.The average effect of octane changes on acceleration time for each selectmodel is shown :n Table 6. Relative acceleration times for individual vehi -cles within each select model group are listed in Table 7. The manufacturersrecommended regular unleaded gasoline for all select models. Octane qualityeffects varied considerably among select models and individual vehicles. Mostselect models showed increased acceleration times at octanes below ONR. Oneselect model (Model E), equipped with an adaptive-learning electronic knock-control system, showed an average decrease of 8.6 percent in acceleration timewhen octane quality was increased by 8 RON above ONR. The acceleration timedecrease was fairly consistent among the three individual vehicles tested, andmay indicate the potential for adaptive-learning systems to control audibleknock at octane levels well below the engine octane requirement for peakperformance.

Effect of vehicle Octane Requirement - Regression analyses were conduct-ed to determine whether variations in KS vehicle relative acceleration timewere related to vehicle octane requirement. The results, summarized in Table8, showed some small, but statistically significant, effects of vehicle octanerequirement on relative acceleration time. For example, at 4 RON below ONR,relative acceleration times tended to be higher in the KS vehicles with loweroctane requirements. While statistically significant effects were noted,correlation coefficients (r2) were very low, indicating that the contributionof vehicle ONR to variations in reletive acceleration time was very small.

TABLES AND FIGURES

-9-

Ta!b1- 1

OCTANF NUMBERS OF 1989-3 CRC FBRU R---ERENCE FUELS

Research MotoOctane OctaneNumber Numbef sensbit

80 75.2 4.882 76.7 5.384 78.1 5.985 78.7 6.3

86 79.4 6.687 80.0 7.088 80.7 7389 81.3 7.790 81.9 8.1

91 82.6 8.492 83.3 8.793 83.9 9.194 84.5 9595 85.2 9.8

96 859 10.197 86.6 10.498 87.3 10.799 88.0 11.0

100 88.8 112

101 89.6 114102 90.4 116103 914 116104 926 114

-10-

-ID-Tabe 2

ACCELERATON TEST R-:EP=.ATAILITY

) Averaae C4oefe of Variation.

Octane V.id Open T-rlotde Max. ihottleLevel 0-30 MPH 0-0 MPH 0-70 MPH 40-60 MPH

KS Vehides

+8 RON 2.8 1.5 1.4 2.0+4 RON 2.3 1.3 1.0 2.4ONR 3.2 1.5 1.3 2.4-4 RON 2.5 1.3 0.9 2.3

NKS Vehicles

+8 RON 3.2 1.8 1.5 2.1+4 RON 2.8 1.5 1.3 22ONR 3.0 1.6 1.5 2.1-4 RON 2.8 1.2 0.7 2.2

Tatle 3

EFFECT OF OCTANE CHANGES ON RELATIVE ACCELERATION TIME

Averaoe Chanoe in Acceleration Time per RON. %

Octane Wide Open Throttle Max. ThrottleChange 0-30 MPH 0-60 MPH 0-70 MPH 40-60 MPH

KS Vehicles

+8 RON -0.1 -0-.1 -0.1 -0.3+4 RON -0.1 0.0 -0.1 -0.4-4 RON +06 +0.4 +0.3 +0.7

NKS Vehicles

+8 RON 0.0 0.0 0.0 01+4 RON -0.1 0.0 -0.1 0 1-4 RON -0.1 00 00 0.0

" Relative to Vehicle Maximum Throttle Octane Requirement

Underlined values significant at 95% confidence

-12-

Table 4

INDMDUAL VEHICLE OCTANE EFFECTS ON ACCELERATION TIME

Percent of Vehicles Showing Siqnificant Effect

Octane Wide Open Throttle Max. ThrottleChange Effect" 0-30 MPH 0-0 MPH 0-70 MPH 40-60 MPH

KS Vehicles

+8 RON + 9.5 9.5 5.4 2.6- 14.9 24.3 29.7 31.6

+4 RON + 7.5 11.9 10.4 29- 4.5 149 20.9 24.6

-4 RON + 21.2 37.9 31.8 38.2- 0.0 15 15 7.4

NKS Vehicles

+8 RON + 18.0 130 12.4 8.970 10.0 15.5 79

+4 RON + 9.2 11.2 7.4 13.1- 10.2 8.2 10.6 12.1

-4 RON + 11.5 154 15.4 0.0- 11.5 77 192 160

Octane change from vehicle maximum throttle octane requirement.Positive effect (+) denotes slower acceleration time with octane changeNegative effect (-) denotes faster acceleration time with octane change.

-13-

Table 5

SELECT MODEL SPECIFICATIONS

KnockEngine Fuel Control

Model gimo Tvo Trans System System,

A 2.3L- 14 A3 PFI AA

B 2.81- V6 A3 PFI A

C 2.81- V6 A4 PFI A

D 3.01- V6 A4 PFI I

E 3.01. V6 A41M5 PFI AAR

F 3.11- V6 A4 PFI A

G 3.31- V6 A3/A4 PFI A

H 3.81. V6 A4 PFI A

15.71- V8 A4 TBI A

A - All cylinder spark retardI - Individual cylinder spark retardAA - Adaptive learning, all cylinder spark retardAAR - Adaptive learning, all cylinder advance and retard

MIMI

i-14- I

Table 6

AVERAGE EFECZ OF Of-VANE QUALMT ON A=EL'ATION TIME

Select Models

Percent Change in Acceleration TimeVersus OM, Fuel

Model -4 RON + 4 RON + 8 RON

A +8.4 -1.7 -1.3

a 2.7 +0.1 -1.6

C -0.5 -2.0 -2.5

D +0.3 0.0 +1.1

E +1.1 -0.4 -8.6

F +4.4 -3.7 -5.1.

G -5.2 0.0 -0.6

H +3.8 -3.6 -4.0

I -1.0 -5.5 -2.0

L

-5-

Table 7

INDIVIDUAL MODEL RELATIVE ACCELERATION TIME40-60 MPH AT MAXIMUM THROTTLE

Relative Acceleration Time atOctane Change from ONR

Model Obs. No. -4 RON +4 RON +8 RON

A 05-30 1.044 0.956 0.91726-OS 1.062 0.997 1.00028-27 1.261 0.955 0.96328-32 1.102 1 004 1.06529-16 1.009 0988 1.00029-18 1.031 0.996 0.977

Average 1.084 0.983 0.987

B 05-20 1 041 1 016 0.94905-25 1.028 0991 0.98408-03 1 027 0978 1.00008-08 0.932 1 000 099208-21 1011 0993 097526-11 4 007 0973 1.00426-14 1.057 - 0.96441-06 1 000 1 010 1.00365-12 1.077 1 043 -

Average 1.027 1 001 0 984

C 05-29 1 056 0 985 0.95007-11 (.852 0.882 -08-02 0.901 0 927 0.90826-10 1,024 1 015 -26-17 0990 1 026 098728-06 1.031 0976 1 01228-22 1.026 1.026 1.02629-04 1,015 1000 1 00729-07 1.015 0.980 0.96729-14 1 000 0.995 1.00341-09 1013 0987 0.96447-22 1.012 0.976 0.94047-23 1 003 0987 0964

Average 0.995 0980 0.975

-16-

Table 7 (cont.)

INDIVIDUAL MODEL RELATIVE ACCELERATION TIME40-60 MPH A7 MAXIMUM THROTTLE

Relative Acceleration Time atOctane Change from ONR

Model Obs No. -4 RON +4 RON +8 RON

D 26-07 0953 0.978 1.00426-23 0.991 0.987 1.01729-02 1.000 1 004 1.01632-17 - 0.994 1 01341-23 1 082 1.026 1.02765-08 0.987 1.013 0991

Average 1.003 1 000 1.011

E 05-14 1.011 1 004 0.90206-21 - - 0.94941-04 - 1005 0891

Average 1 011 1 004 0914

F 08-06 1.113 0946 095408-15 1 007 0955 0.96208-19 1 062 0 949 0.93021-12 0.995 1 000 -

Average 1.044 0 963 0.949

G 05-22 1 069 1 021 0.99505-28 1 046 0 943 0.96626-05 0 991 0996 1.01826-08 1 117 1 025 1.00028-24 1 068 1 007 1.02429-11 1 019 1.007 1.031

Average 1.052 1 000 1.006

-17-

Table 7 (cant.)

INDIVIDUAL MODEL RELATIVE ACCELERATION TIME40-60 MPH AT MAXIMUM THROTTLE

Relative Accefera, on Time atOctane Change from ONR

Model Obs. No. -4 RON +4 RON +8 RON

H 05-21 1.060 0 979 0.97008-04 - 0 909 0 79608-24 - 0 952 0.93926-21 - - 0.94428-14 0.989 0.946 0.98929-1 7 1.089 0.996 0.98429-19 1.017 1 004 0.97541-22 0.963 0.929 0.93147-18 1 076 0.967 1.02247-19 1 071 0.992 099265-11 - - 1.018

Average 1 038 0 964 0.960

1 07-12 0.950 0953 -

26-20 0.958 - 0 98428-16 1 122 0.936 0.95965-28 - - 0 997

Average 1.010 0.945 0.980

Table 8

EFFECT OF VEHICLE ONR ON RELATIVE ACCLEPATION TIMEKNOCK SENSOR EOUIPPED VEHICLES

Octane Wide Open Throttle Max ThrottleChange Stat 0-30 MPH 0-60 MPH 0-70 MPH 40-60 MPH

+8 RON Slope 0.001 0000 0.000 -0.001r2 0.007 0.000 0000 0.007

+4 RON Slope 0 001 0001 0.001 0.001r2 0.010 0.025 0.031 0015

-4 RON Slope -0.002 -0001 -0001 -0 002r2 0.042 0.038 0 031 0.035

Relative to vehicle maximum throttle octane requirement

Underlined slopes statistically significant at 95% confidence

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APPENDIX A

PARTICIPATING LABORATORIES

Participating Lboatories

A=-= Oi Cc=7a-.

BP O! C,_pa.y

Chevron Research & Techology Cc--ramy

Exxon Research & =ngineerirg Copany

Ford Fator Ccrj-any

Mobl! Research & revecprent Corporation

Petro-Ca.ada Products

Shell Develcpment Co=pany

Sh, 1 Canada

Sun Refining & marketing Co-pany

Texaco, inc.

Unocal Corporation

APPENDIX B

ANALYSIS PANEL HEMBRSHIP

B-1

Analysis Panel

Name Com anv

M. J. McNally, Leader Mobil Research & Development Corp.

J. C. Callison Amoco Oil Company

J. P. Graham Chevron Research & Technology Company

D. V. Swaynos Exxon Research & Engineering Company

J. P. Uihlein BP Oil Company

T. Wusz Unocal Corporation

APPENDIX C

PROGRAM

NOTE: This procedure can be abbreviated by testing only the first two fuels listed.

PROGRAM FOR QUANTMIING PERFORMANCE OF VEHICLESKNOCK-SENSOR EQUIPPED OR NON-KNOCK-SENSOR EQUIPPED

AUTOMATIC TRANSMISSION VEHICLES ONLY

PROCEDURE

PERFORM STEPS IN ORDER SHOWN

1. Prepare vehicle according to CRC E-15-89 technique.

2. Determine full throttle octane requirement on 1989/90 CRC FBRU fuel series using theCRC E-15-89 Procedure.

3. Cruise at 45 MPH for two minutes.

4. Using the fuel 8 RON above that determined in No. 2 above, perform a Wide-Open.Throttle (WOT) acceleration from zero to 70 mph picking off times at 30, 60, and 70 mphand recording on the data sheet. Also, record if spark knock is obscrved (N, B, or A).This acceleration should be made similar to a detent acceleration, i.e., ease into the throttleto avoid shocking the tires and creating wheelspin, but go all the way open.

5. Cruise at 15 mph for two minutes.

6. Repeat Nos. 4, 5, and 4, in that sequence.

7. Cruise at 35 mph for two minutes.

8. Perform a 40-60 mph WOT to detent acceleration.* Record time on data sheet as well asknock level observed (N, B, or A).

9. Cruise at 35 mph for two minutes.

10. Repeat Nos. 8, 9, and 8, in that sequence.

11. Repeat sequence 4 through 10 1 sing the following FBRU fuels:

a. Fuel equal to full-throttle requirement fuel.b. Fuel 4 RON above full-throttle requirement fuel.C. Fuel 4 RON*" below full-throttle requirement fuel (Knock sensor vehicles only).

12. Record all vehicle and test data on the data sheet provided.

On four speed automatic transmission, accelerate in third unlocked.On three speed automatic transmissions, accelerate in third unlocked.On five speed manual transmissions, accelerate in fourth gear.On four speed manual transmissions, accelerate in fourth gear.On CVT's, forget it.

* 5 RON below full throttle requirement if 4 RON not available as in bottom end of fuel series

TWAIjg

C-2

Sheet of Sheets.

1989 CRC OCTANE NUMBER REQUIREMENT SURVEY - 1989 MODEL VEHICLESPERFORMANCE QUALIFICATION SHEET

Company: Date:

Vehicle Name: Model:

V.I.N.: License No.:

TO BE FILLED IN BY CRC: Observation No.:

E-15 FTR* + 8 RON** Time (Sec) from Zeo MPH

RUN RON 30 Knock 60 Knock 70 Knock

3

1 Avg

E-15 FTR* + 8 RON** Time from 40 MPH @ WOTRUN RON to Detent to 60 MPH. Knock

1

3

Avg I IE-15 FTR* Time (Sec) from Zero MPH

RUN RON 30 Knock 60 Knock 70 i Knock

Avg

E-15 FTR* Time from 40 MPH @ WOTRUN RON _ to 0 tent to 60 MPH, Knock

1Avg

* FTR - Full Throttle Requirement.

** If FRT + 8 RON exceeds top fuel in the series, run the highest octane fuelavailable.

TW/ljg

APPENDIX D

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