Fuel economy test

Corporate Average Fuel Economy (CAFE) (P.L. 94-163) A law passed in 1975 that set federal fuel economy standards. The CAFE values are an average of city and highway fuel economy test results... 

B) Improved fuel and oil economy, (a) Synthetic engine oil can lower fuel consumption by more than 5% over mineral engine oil. There is lower internal friction due to even molecular structure (b) The CAFE figures should be based on a more realistic, long-distance fuel economy testing (c) Oil and filter changes were performed every 40,000 km for poly-a-olefin. (PAO) based synthetic SAE 5W-20 SE-CC oil, and every 8,000 km in identical vehicles operated on SAE 10W SE mineral oil. 

Mercedes-Benz gasoline engine oil sludge test (CEC-L-53-T95) and fuel economy test (CEC-L54-T-96). 

Legend FTP = 1975 Federal test procedure, urban commuter route simulation, 7.51 miles, 19.9 mph average speed HWFET = highway fuel economy test, two-lane highway simulation, 1054 miles, 49.9 mph average speed CFS = crowded... 

Wftk, M. A., Newkirk, M. S. Toward Improved Fuel Economy in Passenger Car Motor Oils An Investigation into the Influence of Detergent System and Friction Modifier as Measured by the EPA Eederal Test Procedure and Highway Fuel Economy Test Cycles , SAE paper No. 982505, 1998. 

Many consortia and publications have proposed a number of standard drives to evaluate battery performance. Schedules such as the Federal Urban Drive Schedule (FUDS), the Highway Fuel Economy Test (HWFET), and the Dynamic Stress Test (DST) are used as yardsticks of performance on a comparative basis. As metrics for fuel economy or other corporate standards, they may be appropriate but these should not generally be used as the real-world test of battery performance. Where performance is to be measured, it is recommended here that a Kochis Stress Test (KST) be used, which is a test philosophy that states that the maximum loads (charge and discharge) that will be used in the vehicle should be used to establish performance traits. This implies two points (i) the test should be demonstrated and calibrated in a vehicle that is the intended application (ii) if vehicle calibrations are changed, the effect on battery performance must be re-evaluated. 

Each car was tested over three driving cycles including the driving cycle of the 1975 Federal Test Procedure (FTP), of the Highway Fuel Economy Test (FET) and of the European Test Procedure (ECE). 

Fig. 7 - Exhaust gas PAH emissions of the VW/Audi test fleet in the Fuel Economy Test Procedure (FET)...

R. D. King, R. A. Koegl, L. Salasoo, K.B. Haefner, and A. Htmulton, Heavy Duty (225 kW) Hybrid-Electric Propulsion System for Low-Emission Transit Buses—Performance, Emissions, and Fuel Economy Tests, Proc. 14th Int. Electric Vehicle Symp., Orlando, Ela., published by EVAA, Dec., 1997. 

Five driving cycles are considered in the study to evaluate the impact of advanced lithium-ion batteries on fuel economy HDDS (urban dynamometer driving schedule), HWFET (highway fuel economy test), LA92 (1992 test data from Los Angeles), NEDC (new European driving cycle) and Ford ATDS. The main characteristics of each cycle are summarized in Table 8. 

Federal Test 57.5 Hi iway Fuel Economy Test Note This engine started at 30°C, and is eiqjected easib to reach ULEV standards with liirtha devebpmeil. 

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