Passenger cars

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...

Influence of deep hydrotreatment on the emissions of a diesel vehicld passenger car - ECE and EUDC cycle. ... 

Tims, J.M. (1983), Benzene emissions from passenger cars . CONCAWE, report No. 12/83, La Haye. 

Emissions of CO in the United States peaked in the late 1960s, but have decreased consistendy since that time as transportation sector emissions significandy decreased. Between 1968 and 1983, CO emissions from new passenger cars were reduced by 96% (see Exhaust CONTUOL, automotive). This has been partially offset by an increase in the number of vehicle-miles traveled annually. Even so, there has been a steady decline in the CO concentrations across the United States and the decline is expected to continue until the late 1990s without the implementation of any additional emissions-reduction measures. In 1989, there were still 41 U.S. urban areas that exceeded the CO NAAQS on one or mote days per year, but the number of exceedances declined by about 80% from 1980 to 1989. Over the same time period, nationwide CO emissions decreased 23%, and ambient concentrations declined by 25% (4). 

U. Hilger, G. Jain, E. Scheid, and P. Pischinger, "Development of a Direct Injected Neat Methanol Engine for Passenger Car AppHcations," SAP Paper 901521, SAE Euture Transportation Technology Conf. and Expo. (San Diego, Calif., Aug. 13—16,1990). 

Heat and oil resistance coupled with its low swell have led automotive apphcations into laminated tubing and hoses (11) with this material. This resistance to the effects of ASTM No. 3 oil at service temperatures of 200°C makes it competitive with fluorocarbons and with the tetrafluoroethylene—propylene copolymer. Fluorosihcones are used to make exhaust gas recirculation (EGR) diaphragms for some passenger cars. 

For passenger car seating about 90% is made by the molded foam process. The transportation market has expedenced a decline since 1979 due to decreased automotive production and also because U.S. cars have been downsized, resulting in the use of less polyurethane foam per car. 

Fig. 1. Growth in annual (--) gasoline demand, in GL/yr (---) millions of passenger cars and (-) travel per vehicle, in km/yr.

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%. 

To add surface area, the supports are uniformly coated with a slurry of gamma-alumina and recalcined under moderate conditions. The wash coat acts to accept the active metals, typically low levels of platinum and palladium, in a conventional impregnation process. In the United States in passenger car apphcations the spherical catalyst is used almost exclusively, and methods have been developed to replace the catalyst without removing the converter shell when vehicle inspection reveals that emission standards are not met. 

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

A set of intermediate in-use standards also appHes during the phase-in period, 1994—1997 for passenger cars and small light-duty tmcks, and 1996—1998 for larger light-duty tmcks. 

After an EPA/OTA study due June 1, 1997, the EPA shall by December 31, 1999, set standards more stringent than 1996 standards for passenger cars and certain light tmcks, effective after January 1, 2003, but not later than model year 2006. 

This lower has a number of ramifications on the properties of polybutadiene. For example, at room temperature polybutadiene compounds generally have a higher resilience than similar natural rubber compounds. In turn this means that the polybutadiene rubbers have a lower heat build-up and this is important in tyre applications. On the other hand, these rubbers have poor tear resistance, poor tack and poor tensile strength. For this reason, the polybutadiene rubbers are seldom used on their own but more commonly in conjunction with other materials. For example, they are blended with natural rubber in the manufacture of truck tyres and, widely, with SBR in the manufacture of passenger car tyres. The rubbers are also widely used in the manufacture of high-impact polystyrene. 

Its suitability for passenger car tyres, particularly because of its good abrasion resistance. 

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. 

This is not to imply that a full-throttle acceleration from rest to that speed is a maneuver frequently executed by the typical driver. The time to 60 mph is rather an easily measured parameter that seiwes as a surrogate for other performance metrics. A car that is slow from 0 to 60 mph will likely have slow response from 40 to 60 mph for freeway merging, or prove lethargic when climbing hills. Reflecting the market preference of the typical new-car buyer, for the average new U.S. passenger car, the acceleration time from 0 to 60 mph has decreased from about 14 seconds in 1975 to fewer than 11 seconds iti 1995. 

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. 

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