High-Mileage Study of On-Board Diagnostic Emissions

Abstract

The 1990 Clean Air Act amendments require the U.S. Environmental Protection Agency (EPA) to set guidelines for states to follow in designing and running vehicle inspection and maintenance (I/M) programs. Included in this charge was a requirement to implement an on‐board diagnostic (OBD) test for both basic and enhanced I/M programs. This paper provides the results to date of an ongoing EPA study undertaken to assess the durability of the OBD system as vehicles age and as mileage is accrued. The primary results of this effort indicate the points described below. First, the majority of high‐mileage vehicles tested had emission levels within their certification limits, and their malfunction indicator light (MIL) was not illuminated, indicating that the systems are capable of working throughout the life of a vehicle. Second, OBD provides better air quality benefits than an IM240 test (using the federal test procedure [FTP] as the benchmark comparison). This statement is based on greater emissions reductions from OBD‐directed repairs than reductions associated with IM240‐identified repairs. In general, the benefits of repairing the OBD fails were smaller, but the aggregate benefits were greater, indicating that OBD tests find both the high‐emitting and a number of marginally high‐emitting vehicles without false failures that can occur with any tailpipe test. Third, vehicles that truly had high‐tailpipe emissions as confirmed by laboratory IM240 and FTP testing also had illuminated MILs at a statistically significant level. Last, field data from state programs have demonstrated MIL illumination rates comparable with those seen in this work, suggesting that the vehicles sampled in this study were representative of the larger fleet. Nonetheless, it is important to continue the testing of high‐mileage OBD vehicles into the foreseeable future to ensure that the systems are operating correctly as the fleet ages and as changes in emission certification levels take effect.     

High-mileage study of on-board diagnostic emissions

The 1990 Clean Air Act amendments require the U.S. Environmental Protection Agency (EPA) to set guidelines for states to follow in designing and running vehicle inspection and maintenance (I/M) programs. Included in this charge was a requirement to implement an on-board diagnostic (OBD) test for both basic and enhanced I/M programs. This paper provides the results to date of an ongoing EPA study undertaken to assess the durability of the OBD system as vehicles age and as mileage is accrued. The primary results of this effort indicate the points described below. First, the majority of high-mileage vehicles tested had emission levels within their certification limits, and their malfunction indicator light (MIL) was not illuminated, indicating that the systems are capable of working throughout the life of a vehicle. Second, OBD provides better air quality benefits than an IM240 test (using the federal test procedure [FTP] as the benchmark comparison). This statement is based on greater emissions reductions from OBD-directed repairs than reductions associated with IM240-identified repairs. In general, the benefits of repairing the OBD fails were smaller, but the aggregate benefits were greater, indicating that OBD tests find both the high-emitting and a number of marginally high-emitting vehicles without false failures that can occur with any tailpipe test. Third, vehicles that truly had high-tailpipe emissions as confirmed by laboratory IM240 and FTP testing also had illuminated MILs at a statistically significant level. Last, field data from state programs have demonstrated MIL illumination rates comparable with those seen in this work, suggesting that the vehicles sampled in this study were representative of the larger fleet. Nonetheless, it is important to continue the testing of high-mileage OBD vehicles into the foreseeable future to ensure that the systems are operating correctly as the fleet ages and as changes in emission certification levels take effect.     

Portable Emission Measurements of Yellowstone Park Snowcoaches and Snowmobiles

Abstract

As part of the National Park Service’s Temporary Winter Use Plans Environmental Assessment, the University of Denver has been collecting in-use tailpipe emissions data from snowcoaches and snowmobiles in Yellowstone National Park. During the winter of 2006, using a portable emissions monitoring system, tailpipe data were collected from 10 snowcoaches and 2 four-stroke snowmobiles. These vehicles were operated over a standard route within the park, and the snowcoaches all carried identical passenger loads. These snowcoaches were newer in age with more advanced fuel management technology than those studied earlier, and average emissions were lower as a result (120, 1.7, and 11 g/mi for carbon monoxide [CO], hydrocarbons [HC], and oxides of nitrogen [NO_x]). Large emissions variability was still observed despite using a standardized route and equal passenger loading. A comparison between five nearly identically equipped snow-coaches that had CO emissions ranging between 12 and 310 g/mi suggests that snow and road conditions are the most important factors behind the large emissions variability observed between modern snowcoaches. The first comprehensive emission measurements, using a portable emissions measurement system, on two snowmobiles showed that computer-controlled fuel management systems have increased fuel economy (>25 mpg) and are a major reason that emissions from these winter vehicles have dropped so dramatically. Using all of the tailpipe emissions data collected to date shows that the two primary winter vehicles in Yellowstone National Park are now very similar in their per-passenger emissions.     

A constant-volume rapid exhaust dilution system for motor vehicle particulate matter number and mass measurements

An improved version of the constant volume sampling (CVS) methodology that overcomes a number of obstacles that exist with the current CVS dilution tunnel system used in most diesel and gasoline vehicle emissions test facilities is presented. The key feature of the new sampling system is the introduction of dilution air immediately at the vehicle tailpipe. In the present implementation, this is done concentrically through a cylindrical air filter. Elimination of the transfer hose conventionally used to connect the tailpipe to the dilution tunnel significantly reduces the hydrocarbon and particulate matter (PM) storage release artifacts that can lead to wildly incorrect particle number counts and to erroneous filter-collected PM mass. It provides accurate representations of particle size distributions for diesel vehicles by avoiding the particle coagulation that occurs in the transfer hose. Furthermore, it removes the variable delay time that otherwise exists between the time that emissions exit the tailpipe and when they are detected in the dilution tunnel. The performance of the improved CVS system is examined with respect to diesel, gasoline, and compressed natural gas vehicles.     

A Constant-Volume Rapid Exhaust Dilution System for Motor Vehicle Particulate Matter Number and Mass Measurements

Abstract

An improved version of the constant volume sampling (CVS) methodology that overcomes a number of obstacles that exist with the current CVS dilution tunnel system used in most diesel and gasoline vehicle emissions test facilities is presented. The key feature of the new sampling system is the introduction of dilution air immediately at the vehicle tailpipe. In the present implementation, this is done concentrically through a cylindrical air filter. Elimination of the transfer hose conventionally used to connect the tailpipe to the dilution tunnel significantly reduces the hydrocarbon and particulate matter (PM) storage release artifacts that can lead to wildly incorrect particle number counts and to erroneous filter-collected PM mass. It provides accurate representations of particle size distributions for diesel vehicles by avoiding the particle coagulation that occurs in the transfer hose. Furthermore, it removes the variable delay time that otherwise exists between the time that emissions exit the tailpipe and when they are detected in the dilution tunnel. The performance of the improved CVS system is examined with respect to diesel, gasoline, and compressed natural gas vehicles.     

A Monte-Carlo Simulation of the Ozone Attainment Process

A Monte-Carlo simulation of the approach to attainment of the National Ambient Air Quality Standard for ozone has been performed for the California Bay Area Air Quality Management District. Four compliance tests together with different design values are used in the simulation. The results show that the present compliance test requiring a zero-percent chance of violation and the design value represented by the fourth highest value in three years makes both the standard and the control requirement much more stringent than generally assumed. In fact, to attain the standard on a long-term basis would require annual means and annual second-highest values that are close to those of the rural background ozone. The simulation also shows that by taking into account the fluctuation of ozone concentrations in the compliance test, such as a t test, and by using a design value consistent with the test, a standard defined in terms of the three-year mean of the annual second-highest values not only is more consistent with the currently- perceived stringency of the present standard, but may also be attainable with a more reasonable control requirement.     

enforcement of diesel smoke emissions for the state of new jersey

This paper reports on the research program undertaken by the State of New Jersey to determine those tests and instruments which can be used by authorized state agencies for the enforcement of diesel smoke emissions. The state agencies under consideration for the enforcement of diesel smoke emissions are the following: (1) The Division of Motor Vehicles, in its system of state owned inspection stations, will be able to inspect all diesel-powered trucks, and tractors which are registered in New Jersey. (2) The Public Utilities Commission will be able to inspect at their home garages all buses registered in the State. (3) The New Jersey State Police will be able to inspect diesel-powered vehicles on the road. It was decided that the maximum inspection time for each vehicle was not to exceed one minute. On the basis of the one minute per vehicle requirement, eight different tests were evaluated to determine which ones correlated well with normal vehicle operation. These tests included acceleration of a fixed external inertia, free acceleration of only the moving parts of the engine, three ramp tests, a test in which a heavy vehicle was towed, and a driving test in which the vehicle being tested was actually accelerated. The results of tests demonstrated that the modified free acceleration method correlates reasonably well with a loaded steady state cycle, distinguishes the high emitters and is simple to perform. Consequently, the free acceleration test method is recommended for use in inspection stations and on the road. Finally, nearly two hundred vehicles have been tested by this procedure to determine present and potential levels of diesel smoke emissions. Another phase of the program consisted of the determination of smoke measuring techniques and instrumentation. The use and design of smokemeters were extensively investigated, as well as the use of the visual and photographic techniques. Of the various smokemeters tested for this application, several measured smoke satisfactorily in the laboratory, but none were found adequate for field use; they either lacked portability or were unstable due to the deposition of soot on the optics. At the time of writing, specifications for the necessary smokemeter have been drafted and published for bid to interested manufacturers.     

Real-world fuel use and gaseous emission rates for flex fuel vehicles operated on E85 versus gasoline

Flex fuel vehicles (FFVs) typically operate on gasoline or E85, an 85%/15% volume blend of ethanol and gasoline. Differences in FFV fuel use and tailpipe emission rates are quantified for E85 versus gasoline based on real-world measurements of five FFVs with a portable emissions measurement system (PEMS), supplemented chassis dynamometer data, and estimates from the Motor Vehicle Emission Simulator (MOVES) model. Because of inter-vehicle variability, an individual FFV may have higher nitrogen oxide (NO_x) or carbon monoxide (CO) emission rates on E85 versus gasoline, even though average rates are lower. Based on PEMS data, the comparison of tailpipe emission rates for E85 versus gasoline is sensitive to vehicle-specific power (VSP). For example, although CO emission rates are lower for all VSP modes, they are proportionally lowest at higher VSP. Driving cycles with high power demand are more advantageous with respect to CO emissions, but less advantageous for NO_x. Chassis dynamometer data are available for 121 FFVs at 50,000 useful life miles. Based on the dynamometer data, the average difference in tailpipe emissions for E85 versus gasoline is ?23% for NO_x, ?30% for CO, and no significant difference for hydrocarbons (HC). To account for both the fuel cycle and tailpipe emissions from the vehicle, a life cycle inventory was conducted. Although tailpipe NO_x emissions are lower for E85 versus gasoline for FFVs and thus benefit areas where the vehicles operate, the life cycle NO_x emissions are higher because the NO_x emissions generated during fuel production are higher. The fuel production emissions take place typically in rural areas. Although there are not significant differences in the total HC emissions, there are differences in HC speciation. The net effect of lower tailpipe NO_x emissions and differences in HC speciation on ozone formation should be further evaluated.

Implications: Reported comparisons of flex fuel vehicle (FFV) tailpipe emission rates for E85 versus gasoline have been inconsistent. To date, this is the most comprehensive evaluation of available and new data. The large range of inter-vehicle variability illustrates why prior studies based on small sample sizes led to apparently contradictory findings. E85 leads to significant reductions in tailpipe nitrogen oxide (NO_x) and carbon monoxide (CO) emission rates compared with gasoline, indicating a potential benefit for ozone air quality management in NO_x-limited areas. The comparison of FFV tailpipe emissions between E85 and gasoline is sensitive to power demand and driving cycles.     

A simplified headspace biochemical oxygen demand test protocol based on oxygen measurements using a fiber optic probe.

Batch respirometric tests have many advantages over the conventional biochemical oxygen demand (BOD) method for analysis of wastewaters, including the use of nondiluted samples, a more rapid exertion of oxygen demand, and reduced sample preparation time. The headspace biochemical oxygen demand (HBOD) test can be used to obtain oxygen demands in 2 or 3 days that can predict 5-day biochemical oxygen demand (BOD5) results. The main disadvantage of the HBOD and other respirometric tests has been the lack of a simple and direct method to measure oxygen concentrations in the gas phase. The recent commercial production of a new type of fiber optic oxygen probe, however, provides a method to eliminate this disadvantage. This fiber optic probe, referred to here as the HBOD probe, was tested to see if it could be used in HBOD tests. Gas-phase oxygen measurements made with the HBOD probe took only a few seconds and were not significantly different from those made using a gas chromatograph (t test: n = 15, R2 = 0.9995, p < 0.001). In field tests using the HBOD probe procedure, the probe greatly reduced sample analysis time compared with previous HBOD and BOD protocols and produced more precise results than the BOD test for wastewater samples from two treatment plants (University Area Joint Authority [UAJA] Wastewater Treatment Plant in University Park, Pennsylvania, and The Pennsylvania State University [PSU] Wastewater Treatment Plant in University Park). Headspace biochemical oxygen demand measurements on UAJA primary clarifier effluent were 59.9 +/- 2.4% after 2 days (HBOD2) and 73.0 +/- 3.1% after 3 days (HBOD) of BOD, values, indicating that BOD5 values could be predicted by multiplying HBOD2 values by 1.67 +/- 0.07 or HBOD3 by 1.37 +/- 0.06. Similarly, tests using PSU wastewater samples could be used to provide BOD5 estimates by multiplying the HBOD2 by 1.24 +/- 0.04 or by multiplying the HBOD3 by 0.97 +/- 0.03. These results indicate that the HBOD fiber optic probe can be used to obtain reliable oxygen demands in batch respirometric tests such as the HBOD test.     

Airborne concentrations of toxaphene congeners at Point Petre (Ontario) using gas-chromatography-electron capture negative ion mass spectrometry (GC-ECNIMS).

A reliable analytical method has been developed using GC-ECNIMS for the determination of individual toxaphene congeners in ambient air. To allow a reasonable comparison with previous data for toxaphene reported by Muir and co-workers using GC-ECD, this method has adopted their approach of focussing upon the identification and quantification of specific peaks or clusters ("T" species) typically observed in environmental samples, with the sum of these "T" species then being reported as "total toxaphene". Technical toxaphene has been used as the analytical standard, but independent response factors have been assigned to the target peaks and clusters. Because of the appreciable variability in ECNIMS response shown by individual toxaphene congeners, this is considered to be a reasonable and potentially more accurate procedure than the application of a "single response factor" used by many other workers. The methodology has been used for the determination of toxaphene in air samples collected over the annual cycle in 1992 and then from October 1995 to September 1997 at Point Petre, Ontario. Of the forty-four calibrated components, only 10 were detected in all of the air samples collected over the latter 2-year period. Airborne concentrations of toxaphene (defined as the sum of the calibrated components) range from 0.9 pg/m3 to 10.1 pg/m3. A clear seasonality has been observed, with a summer-to-winter concentration ratio of about 6.     

The contribution of reactive carbon emissions from vegetation to the carbon balance of terrestrial ecosystems

From November 1998 to October 2000, measurements of soil respiration were performed on the Spanish plateau for two patches of non-irrigated barley, one managed with conventional tillage (CT) and the other with reduced tillage (RT). Soil CO2 flux showed seasonal variation on both patches, with an increase from March to October, peaking in May, and a decrease during the winter period by a factor of around 2. The mean value for both combined years was 2.03 and 1.70 micromol m(-2) S(-1), in the CT and RT patches, respectively. In order to analyse the influence of RT on soil CO2 flux, two tests were performed. The first one was the Kruskal-Wallis test to compare whether the differences between the medians in both patches were statistically significant. The results obtained revealed statistically significant differences during the second year, at a 85% and 95% significance level, use being made of annual data and that recorded during the period of maximum interest, March-October, respectively. The decrease in soil respiration in the RT patch was around 24%. The second test was aimed at describing and comparing the influence of soil temperature on soil CO2 flux. By using the data of both patches recorded during the first year, an empirical equation on 10-cm soil temperature was fitted and tested on the data corresponding to the second year in each of the patches. Then, a comparison between the medians of the differences between the estimated and observed values was again performed by means of the Kruskal-Wallis test. The over-prediction of the model in the RT patch, statistically significant at a 90% significance level, was roughly 23%, confirming again the decrease in soil respiration one year after this agricultural management practice had been implemented.     

Measurements of Atmospheric Aerosol Optical Thickness over Water Using ERTS-1 Data

The body of information presented in this paper Is directed to those Interested in the application of satellite techniques for environmental monitoring. The apparent gradual increase of particles in the atmosphere has received considerable attention in recent years due to the possible effect of atmospheric aerosols on the earth’s climate. The ERTS-1 satellite offered the opportunity of determining the feasibility of monitoring the atmospheric aerosol optical thickness on a global basis, as suggested by theoretical studies, which showed a linear relationship between the upwelling earth-atmosphere radiance and the aerosol optical thickness. This relationship was investigated at two test sites, San Diego and the Salton Sea, using the multispectral scanner (MSS) radiance data, with ground-truth observations of the aerosol optical thickness being made with a Volz photometer at the time of the satellite overpasses. Significant results, relating the radiance over water surfaces to the atmospheric aerosol optical thickness, have been obtained. The results indicate that the MSS channels, 4, 5 and 6 centered at 0.55, 0.65 and 0.75 μm have comparable sensitivity, and that the optical thickness can be determined within ±10% with the assumed measurement errors of the MSS.     

Composition of Automobile Evaporative and Tailpipe Hydrocarbon Emissions

Mathematical modeling of ambient air photochemistry requires comprehensive mobile source hydrocarbon emission speciation. Passenger car tailpipe and evaporative hydrocarbon emissions have been examined using procedures described in the Federal Register for emissions certification. Hydrocarbon emission rates and compositions were determined for four passenger cars: a 1963 Chevrolet, a 1977 Ford Mustang II, a 1978 Mercury Monarch, and a 1979 Ford LTD-II. These vehicles are representative of a wide range of exhaust and evaporative emissions control configurations. Both emission rates and compositions were dependent on the emissions control devices used with the vehicles, and the fuel composition and vapor pressure. In agreement with the literature, tailpipe catalyst control systems removed unsaturated olefinic, aromatic, and acetylenic hydrocarbons to a greater extent than saturated paraffinic hydrocarbons. The impact of evaporative control devices on composition was not well defined, however the limited data suggested a sensitivity to fuel aromatic content. The emission rate of benzene, emphasized because of its potential carcinogenicity, was sensitive to both fuel benzene and total aromatic content.     

Ecochemical assessment of environmental chemicals Part I: Standard screening procedure to evaluate chemicals in plant cell cultures

A standard screening procedure using sterile soybean and wheat cell suspension cultures has been developed to study the metabolic profiles of established xenobiotics as well as new synthesized compounds. This short term test provides quantitative data on the distribution of metabolites and the parent compound between the nutrient medium and the plant cells, on the amount of more and less polare metabolite fractions in comparison to the parent compound and the amount of substance bound or irreversibly absorbed to the extracted cell fragments. From this data turnover rates are calculated for ranking purpose. Results obtained for 2,4-D, PCP, DEHP and monolinuron as model substances are presented and compared with data from other environmental tests.     

Transient and Frequency Response of Air Quality Monitors

Results of dynamic or transient tests and steady state calibration of carbon monoxide and sulfur dioxide continuous air quality monitors are reported. Standard gases and permeation tubes were used to establish low level concentrations bpth for the steady-state calibration and the dynamic testing. The steady-state calibration was in excellent agreement with results obtained from grab samples of the calibration gas stream taken with standard gas bubblers and analyzed by the West and Gaeke procedure. Such tests have been carried out by other investigators with similar results. The important contribution of this paper lies in the application of dynamic testing techniques developed by the senior author and co-workers to determine the transient and frequency response characteristics of these air quality monitors.     

The Need for a More Robust Ozone Air Quality Standard

The present National Ambient Air Quality Standard for ozone has many statistical problems, including use of extreme values which have inherent large fluctuations, a compliance test that can gradually lower the target of the design value below the standard level, and inconsistencies between the number-of-exceedances criterion and the design value. The above problems can be avoided or minimized by using a more robust statistic, such as the 95th percentile, and applying a statistical compliance test, without sacrificing the stringency of the standard. Analysis of EPA’s ozone data shows that the annual 95th percentiles and their three-year means have less variability than the annual second highest values and the fourth highest values in three years, respectively. A t test for the mean of the annual 95th percentiles is proposed for compliance testing not only to preserve the averaging concept of the present standard, but also to take account of ozone concentration fluctuations in order to increase the stability of the compliance status of a site or a Metropolitan Statistical Area. A procedure is provided to adjust the level of the 95th-percentile standard so that the stringency of the present standard is preserved.     

Mutatox test: a new test for monitoring environmental genotoxic agents

In this study, Yamaska River water and Milli-Q water and organically extracted sediment extracts were used to evaluate the sensitivity of a new genotoxicity screening test, the Mutatox test. Also in this study, the samples were tested for acute and chronic toxicity using the following screening test procedures: Microtox, Daphnia magna, Ceriodaphnia reticulata and ATP-TOX Systems. The Mutatox test is based on the use of a dark mutant strain of Photobacterium phosphoreum and is sensitive to chemicals which are (1) DNA damaging agents (2) DNA intercalating agents, (3) DNA synthesis inhibitors and (4) direct mutagens. In this study, the Mutatox test was found to be a simple-to-perform sensitive procedure which added greater scope to the battery of tests approach. Preliminary indications are that this procedure may prove to be one of the more responsive and valuable tests in the 'battery of tests' approach to environmental screening.     

Error cascades in the biological sciences: the unwanted consequences of using bad taxonomy in ecology

Why do ecologists seem to underestimate the consequences of using bad taxonomy? Is it because the consequences of doing so have not been yet scrutinized well enough? Is it because these consequences are irrelevant? In this paper I examine and discuss these questions, focusing on the fact that because ecological works provide baseline information for many other biological disciplines, they play a key role in spreading and magnifying the abundance of a variety of conceptual and methodological errors. Although overlooked and underestimated, this cascade-like process originates from trivial taxonomical problems that affect hypotheses and ideas, but it soon shifts into a profound practical problem affecting our knowledge about nature, as well as the ecosystem structure and functioning and the efficiency of human health care programs. In order to improve the intercommunication among disciplines, I propose a set of specific requirements that peer reviewed journals should request from all authors, and I also advocate for urgent institutional and financial support directed at reinvigorating the formation of scientific collections that integrate taxonomy and ecology.     

Comparison of on-road emissions for B-0, B-10, and B-20 in transit buses

Biodiesels are often marketed as being cleaner than regular diesel for emissions. Emission test results depend on the biodiesel blend, but laboratory tests suggest that biodiesels decrease particulate matter, carbon monoxide, hydrocarbons, and air toxins when compared to regular diesel. Results for the amount of oxides of nitrogen (NOx) have been less conclusive. Tests have also not evaluated the commonly available ranges of biodiesel blends in the laboratory. Additionally, little information is available from on-road studies, so the effectiveness of using biodiesels to reduce actual emissions is unknown. A more complex relationship exists between engine operation and the rate of emission production than is typically evaluated using engine or chassis dynamometer tests. On-road emissions can vary dramatically because emissions are correlated to engine mode. Additionally, activity such as idling, acceleration, deceleration, and operation against a grade can produce higher emissions than more stable engine operating modes. Because these modes are not well captured in a laboratory environment, understanding on-road relationships is critical in evaluating the emissions reductions that may be possible with biodiesels. More tests and quantifications of the effects of different blends on engine and vehicle performance are required to promote widespread use of biodiesel. The objective of this research was to conduct on-road tests to compare the emission impacts of different blends of biodiesel to regular diesel fuel under different operating conditions. The team conducted on-road tests that utilized a portable emissions monitoring system that was used to instrument transit buses. Regular diesel and different blends of biodiesel were evaluated during on-road engine operation by instrumenting three in-use transit buses, from the CyRide system of Ames, Iowa, along an existing transit route.     

A Comparison of Tailpipe,Dilution Tunnel,and Wind Tunnel Data in Measuring Motor Vehicle PM

ABSTRACT

Comparison between particle size distributions recorded directly at the tailpipes of both diesel and gasoline vehicles and measurements made using a conventional dilution tunnel reveals two problems incurred when using the latter method for studying particle number emissions. One is the potential for particulate matter (PM) artifacts originating from hydrocarbon material stored in the transfer hose connecting the tailpipe to the dilution tunnel, and the other is the particle coagulation (as well as condensation and chemical changes) that occurs during the transport. Both are potentially generic to current PM emissions measurement practices. The artifacts typically occur as a nanoparticle mode (10–30 nm) that is 2–4 orders of magnitude larger than what is present in the vehicle exhaust and can easily be mistaken for a similar mode that can arise from the nucleation of hydrocarbon or SO₄ ^2-components in the exhaust under appropriate dilution rates. Wind tunnel measurements are in good agreement with those made directly from the tailpipe and substantiate the potential for artifacts. They reveal PM levels for the recent model port fuel injection (PFI) gasoline vehicles tested that are small compared with the ambient background particle level during steady-state driving. The PM emissions recorded for drive cycles such as the Federal Test Procedure (FTP) and US06 occur primarily during acceleration, as has been previously noted. Light-duty diesel vehicle emissions normally exhibit a single lognormal mode centered between 55 and 80 nm, although a nonartifact nanoparticle mode in some cases appears at a 70-mph cruise up a grade.