Fuel passenger cars

Table 1. Federal Exhaust Emission Standards for Conventionally Fueled Passenger Cars and Light Trucks, g/km...

Fekete N, Kemmler R, Voigtlaender D, Kmtzsch B, Zimmer E et al (1997) Evaluation of NOx storage catalysts for lean bum gasoline fueled passenger cars. SAE Technical Paper 970746, doi 10.4271/970746... 

Figure 11. Effect of the preconditioning and the test temperature on the exhaust emission of gasoline fueled passenger cars in the European test cycle. Adapted from [6].

Figure 61. Tailpipe emission of CO, HC and NO c from a gasoline fueled passenger car equipped with a three-way catalytic converter, in the US-FTP 75 vehicle test, as a function of the number of catalysts in the converter at fixed total catalyst volume (monolith catalyst with 62 cells cm three-way formulation with Pt 0.83gl , Rh 0.16gl fresh condition and after high temperature aging for 20 hours on an engine bench).

The majority of modem gasoline fueled passenger cars is equipped with so-called closed-loop three-way catalysts to aftertreat their exhaust gases [1], The purpose of this system is to convert simultaneously carbon monoxide, hydrocarbons and nitrogen oxides by means of a precious metal based heterogeneous catalyst, whereby the engine s air-to-fliel-ratio is controlled to... 

Tables 5.29 and 5.30 show an example of the effects of hydrotreated diesel fuels on a diesel passenger car already having a low level of pollution owing to technical modifications such as sophisticated injection and optimized combustion. In the standard European driving cycle (ECE + EUDC), between...

Tire disposal costs are 0.10—3.00 per tire. Cost for incineration without heat recovery is 0.35—0.70 per tire. Transportation of discarded tires can cost 0.04/kg, and size reduction can cost 0.20—0.60/kg. Distribution of passenger car tires is landfill, 85% retreaded, 10% and reclaimed, burned for fuel, and spht, 5%. 

Onboard Refueling Vapor Recovery (OR ) regulations were fust proposed m 1987 but were met with a litany of technical and safety issues that delayed the requirement. The 1990 CAA amendments required the implementation of ORVR and the EPA regulation requires passenger cars to first have the systems starting in 1998. The ORVR test will be performed in a SHED and will require that not more than 0.2 grams of hydrocarbon vapor per gallon of dispensed fuel be released from the vehicle. 

Before the 1960s, the bias-ply tire exemplified standard construction. It had a typical rolling resistance coefficient of 0.015 on hard pavement. Since then, the radial-ply tire has emerged, offering a coefficient closer to 0.010. Coefficients as low as 0.008 to 0.009 have been claimed in tires suitable for use on passenger cars. Cutting the coefficient from 0.015 to 0.008 offers the opportunity for about a 10 percent reduction in fuel consumption. 

Individual effects of design characteristics on fuel economy of a typical passenger car. 

Reduced weight has been a major contributor to the improvements in performance and fuel economy over the twenty-year span of Figure 6. From 1975 to 1980 the test weight of the average new passenger car fell nearly 25 percent. It has crept up slowly in the following fifteen years, but in 1995 was still 20 percent less than in 1975. The trend from rear-wheel to... 

In 1975, Congress responded to the oil crisis of 1973 by passing the Energy Policy and Conservation Act. This legislation established Corporate Average Fuel Economy (CAFE) standards. By 1985, CAFE standards required that all new passenger cars had to have an... 

Between 1899 and 1919, as demand for gasoline grew, the price increased more than 135 percent, from 10.8 cents/gal to 25.4 cents/gal. From 1929 to 1941, gasoline use by passenger cars increased from 256.7 million barrels to 291.5 million barrels. Consumption of aviation fuel went from only 753,000 barrels in 1929 to over 6.4 million barrels at the start ofWorld War II. By 1941, gasoline accounted for over one-half of petroleum products with 90 percent of gasoline output used as fuel for automotive and aircraft engines. 

The public loved leaded fuel for its pep, not its efficiency. Interest in fuel conservation faded when new oil deposits were discovered. Reassured about lead s dangers, Americans reveled in unprecedented personal mobility and used tetraethyl lead to expand their reliance on automobiles. Surprisingly, Midgley did not think his discovery would increase passenger car ownership. Nevertheless, tetraethyl lead and the engine improvements it permitted helped form America s car-dependent society. Fuel-efficient cars and public transportation were no longer top priorities. 

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