( u.s. DEPARTMENT OF COMMERCE
National Technical Information Servce
PB- 272 746
Aii tom obi Ie Characteristics Historical Data Base
Chilton Co, Radnor, Po
Prepared for
TronSI)Ortotion Systems Center, Cambridge, Moss
Aug 77 PB 272 746
REPORT NO. DOT-TSC-OST-77-12 ,
AUTOMOBilE CHARACTERiSTICS
HISTORICAL DATA BASE
J.A. Milne, C. Cantwell, Eissler
ChiJton Companj Radnor PA 1908~
..
AUGUST 1977
FINAL REDORT
DOCUMENT IS AVAILABLE TO THf U.S PUBLIC THROUGH THE NATIONAL TECHNICAL INFORMATION SERVICE. SPRINGFIELD. VIRGINIA 22161
Prepared for U.S. DEPARTMENT OF TRANSPORTATION OFFICE OF THE SECRETARY Office of the Assistant Secretary for Systems Development and Technoloqy Office of Systems Engineering Washington DC 20590
REPRODUCEU BY NATIONAL TECHNICAL. INFORMATION SERVICE u. S. DEPARTMENT OF COMMERCE SPRINGFIELD. VA. 22161 Technical Nepart Documentatiun Page ~PO" No- --: Ca.r.n""''", Ac r'\--.rr No ~T-TSC~OST-7~-12_-I : - 1 - , oS T'IC'on_~')vl,I't" liùi2'7"2746 AUTOMOBILE CI'ARACTERISTICS HISTORICAL I\Uqust 1977 , b p,.rlo'l'..q O'qan',ot,c" COdf" --~ DI\TI\ BI\SE
~------1 A",.I,.,-.. -~ ------_.8 p,.'to'fTl1nq 0''.0'''10''011 Qrr,(" N;,' ---.--,1.1\. Milne,- ~---- C. Canbiell, II. Eissler , DOT-TSC-OST-77-12 ? P,.rfo"T"""g Or90n 10' 0" N:),,-f' ,'" 1 '\r1'-P""" i- i l:: ""ark U",' No TRA~r" Chilton Coirpany* f--I 08714/ R7508 Radnor PA 19089 i j Coniroc' O' GrOnl N" I DOT-'JSC-ll_._~-~---~ 74 '13 T )'Pt' 01 R('Pvr' r1rrd p,.., ': C 0"''' 11 S~~'~,o~~-,;N~m.--;~JA-:;~." -- Final Report rf' r1 "ff:,"iJ s n~ ."r,ir'r"( ,.,,"',- , . Trlfi!q."t "'.1.". ~"ay '.¡l i -r 1976 L to Nov. 1976 (J!'r f . :';..'~I,~.. '"f. ! IIi" !'-;', I.. ')I'f'I"I~"T1tt .1",' :;..r i .' I i!-. 1.:1 T. -~-'" r'~ \- A - - ro.J;-~ -- -~-~ 115I - --~ 5upp'.m".o"..o'" ;~".'L:':':~I;~'~'_;~"~;;'~~-"~~~:_~-- (,j.S. Department of 'Tr'ìnsportation -- _-- ~-~"_o._'~.:, - Transportation Systems Center * Under contract to: Kenda 1 1 Square Cambridrrc 1:1 02142 ( 16 Ab,..oc I ------:characteristicsIA collection of ofdata automobiles concerninq forthe thephysical, model operating,years 1955, and lQ60, nerforMancel 1965, I ,established11968, and l~70 by DOT/TSC,to 1974. forData the is 1975 to bemodel added year to autoMobiles.the data base already I ¡Information was pr iMari ly collected from publ ished sources wi th extra- ¡polation and correlations being made when raw data was not avai lable. ¡Vehicles are reported by model year and are grouped hy manufacturer lusing production volume and fuel economy-dependent attributes - ie: ¡engine displacement, weight, and transMi ss ion type as cri teria to ,select representative vehicles. Models which are essentiallv dupli-
!catedand Mercury by More Comet, than areone representeddivision of hya Manufacturera model in only - ie: one Ford of theMaverick idivisions. Characteristics are documented for More than 1000 automo- and Imported automobiles for the model years indica ted. Ibiles representative of total United States sales of ~ll Do~estic
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17 K~y NrJ'Ih i I\utomobile Characteristics Data !e. S'.~:. ~..~ ",.-. ~Ioleomeo.,t DOCUMENT IS AVAILABLE TO THE LJ S. PUBLIC : Base, Automobile Fuel Economv THROUGH THE NATIONAL TECHNICAL ¡Attributes, I\utomobile Inertia INFORMATION SERVICE. SPR:NGFIELD. .. iWeights, Auto¡ Production Voliine VIRGINIA 22161
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Reprod u~\ed b\e(rom copy. best avai a NOT ICE
This document 1S disseminated under the sponsorsh\p of the Department of Transportation in the interest of information exchange. The United States Govern- ment assumes no liability for its contents or use thereof.
NOTICE The United States Government does not endorse pro- ducts or manufacturers. Trade or manufacturers i names appear herein solely because they are con- sidered essential to the object of this report. ." ~
~ ~ ~~ ;-), f~
TABLE OF CONTENTS h ~-
Section Page - 1. Introduction 1 1. i Backgrcun¿; 1 1. 2 Scope 2 1. 3 Limi ta t ions 2 2. Automobile Characteristics Data Bùse Methodolos,y 5 2. i Vehicle Selection 2.2 Vehicle Attribute Selection 5 2.3 Da ta Base Deve lopmer. t 16 :2.4 Information Sources 26 2.5 Collating and Data Processinq .1 J 4 'J 3. Conclusions 57 4. Recommendations 59 Append ix A - Report of Inventions 61 Appendix B - Exhibits 63
v LIST OF _lb..ß_L.t:S Table Page
2-1 Vehicle Selection Methodology 8 1974 Valiant and Dart
2 -2 Selected 1974 Ward's Production Data 10
2-3 Make-Up of Data Base - Quantity by Year 14
2 -4 Comparison - 1955 and 1972 Car Dimensions 29 2-5 Horsepower and Torque Correction Factors Gross to Net Horsepower 31-32 2-6 Weights Added to Adjusted CurL Weight to Obtain Actual Curb Weight 33 2 -7 Correction Values for Interior Dimensions - Domestic Cars 35 2-8 Selection of Representative Test Vehicles Example 38
2 -9 Road Test Cycle Factors 41 2 -10 Selected 1970 Road Test Fuel Economy Data 4 :2
2-11 Road Test Cyc les 44 2-12 At tr ibut Source Table 46-48 2-13 Structure Def ini tion Sheet 49 2-14 File Description SO-52 2 -15 Code Tables 53-54
2-16 Body Clas~ Definition 55
.'
vi ~.,._-~~~------~-'--'" _...... ~r:-=r..~~~."~-..~=""~...,...... ~ ----~_._-~-_._~
LIST OF ABBREVIATIONS
Abbreviation Def ini tion A/C Air Conditioning AIR Air Injection Reactor AMA Automobile Manufacturers Association AMC American Motors Corporation A3 3 Speed Automatic Transmission CID Cubic Inch Displacement of an Engine CO Carbon Monoxide Compos. Composi te Cu. 1'1. Cubic Inch Cyl. Cylinder Disp. Displacement Dom/Imp Domestic or Imported DOT/TSC Department of Transporation/Transportation Systems Center Econ Economy ECS Emission Control System e.g. For example Emis. Emissions Eng. Engine EPA Environmencal Protection Agency ft. Foot FTP Federal Test Procedures GM General t-1otors HP Horsepower ID Identification 1. é. Tha t is In. Inch II-J Inertia Weiqht (class) L-G Six Cylinder with the Pistons in Line Lbs. Pounds MPG Miles Per Gallon MPH Mi les Per Hour MVMA Motor Vehicle Manufacturers Association M3 3 Speed Manual Transmi ssion M4 4 Speed Manual Transmission N.A. Not I\vai lable OX Oxide Perf. Per formance Pop. Sci. Popular Science Maqazine Rec. 1/ Record Numter R. F. Roominess Factor RPM Revolutions Per Minute SAE Society of I\utomotive Enaineers STD Standard Body Con f igura tion (4-door Sedan) SW Station í-Jaqon Tot. To tal Trans. Transmi ssion U.S. United States
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LIST OF ABBREVII\TIONS (continued)
VoL. Vol ume VW Volkswagen V-8 Eight cylinder engine wi th the pistons arranged in a V configuration WB Wheelbase
."
viii ~ ~ ~ ~ i ~ ~:~ &-. ,. 1 . I NTR0ùUCT I ON The information presented and discussed in this report
~ f~: is the result of an extensive search for and analysis :'j.'
!: of representative automotive data describing the predomi- I; nate natiO~ctl automotive vehicle population for selected e- i.. years back to 1955. t, This information constitutes an ; historical data base which may be used as a basel ine and
a recúrd of the many changes which have occur red in
automobiles during the time period covered by the study (1955-1974) .
l.l BACKGROUND Noting that many changes have occurred since 1960 3S a
result of market forces and i~plementation of leqislation
relating to emission and safety requirements i the Department
of Transportation/Transportation Systems Center (DOT/TSCI
recognized the need to establ ish a basel inp preceed ing
most of those changes and to track the changes up to the
present time. The necessary data required to fill these needs concern physical dimensions of the vehicles i engine size and characteristics i operational characteristics (fuel ecoiiomy i acceleration and emissions) i price and pro-
duction vol ume. The work described in this report was performed as part of DOT/TSC i s Automotive Energy Efficiency Program. The data base will be used in studi~s and analyses prepared
by the Department of Transportation in support of energy
1 policy decisions. Also, the historical data will be used for the development of baseline characteristics of
vehicles, for eVRluation of historical patterns and
as a basis for future projections.
Prior to this work the DOT/TSC had dev~loped a data base
for the 1975 ~odel year automobiles.
1. 2 SCOPE The objective of this project was to collect and collate
data on th~ physical, operating and performance character-
istics of automotive vehicles for the model years 1955, 1%0 ~965, is 8, 1970 - 1974. This data base was loade' into the DOT '~SC DEC 10 computer system. i.,ork iv"': iivided into tW0 main area~. The first area included vehicle selection, attribute definition and correlation. The second area included data collect ion, collating and formating.
The information was gathered from trade publications trade associations, specialized testing reports, reports from Federal and State Government agencies, such as the
Environmental Protection A'Jency (EPA), and from direct contact with manufacturers and importers of passenger vehicles.
1 .3 LIMITATIONS
Publ ishod sources of information for many of the attributes beinq studied '.¡eren't available for the earlier model yeûrs. In addition some of the earlier information was
2 - . ------,.--""="'''~''''--~''k''''--''~~.'~-----_U"-"- ---
not d~v~loped using the same techniques as is c~rrently being used and is therefore less sophisticated. Beca use of this, limited early data was expanded for use in the study by making technical judgements where necessary. Most important to the study were attributes relating to fuel economy. Since representative cars for all domestic and import model s are currently tested by the EPA for com- pl iance with the emission requirements and, in the process checked for fuel economy, information fur these attributes was collected from the 1975 EPA test. For the years 1973 and 1974, emission and fuel economy infor~ation was avail- able, from EPA sources, that could be read~ ly correlated wit h the 1975 da ta . Since current EPI\ emission test pro- cedures were initiated in 1973, no emission attributes were available for 1972 or earlier and by direction of D0T/TSC were not included in the data bank. Fuel economy information however, for vehicles pr ior to 1973 was collected from the most consistent sources avail- able and correlated to match 1975 EPA cycles as closely
as possible using technical judgements.
Techniques for measuring interior dimensions changed
between 1955 and 1975 requiring a correlation of
early data to current standards.
Horsepower data prior to 197~ was presented as qross
horsepower and was correlated for 1971 and earlier years
3 to ne t horsepower ~s speci f ied since 1972. All correlation methodology is detailed within this report for those attributes involved.
Classification of car classes changed after 1960 as c~rs grew larger. Intermediate cars as a class are not shown for L95S and 1960. Because of the smaller wheelbases of standurd size cars during these years the upper 1 imi t wheelbase designation for compact cars was increased slightly for 1955 and 1960 and the lower limit wheelbase desiqnation for full size cars was reduced to cover the range ~ssigned to tntermediate class cars for 1965 and later years.
... 2. AUTOMOBILE CHARACTERISTICS DATA BASE METHOD0l0GY
2.1 VEH ICLE SELECTION The inclusion of every domestic and imported vehicle
configur~tion produced for sale in the United States
into the data base is beyond the scope of this proJect.
The re4uirements for the data base allows a selected vehicle sampling to represent a specific model year fleet. ¡\ Ii domestic and imported vehicles t~at fit the requirements are included in the data base for model years 1955, 1960, 196 5, 1968,and 1970 through 1974.
Por the following discussion a vphiclc "make" t,-'fp¡-s to the manufacturer and a vehicle ":node I " r',-':0rs t,,: a car line of 1 manufactutcr or division of a TTdnufactu!"=-r.
1',,1- example, Volksl-:,1c:L'r" DaLsun, PorschL' .1rc :nakes, and G!\IC ~ov~, vv,¡ Rcibbi t and Dodqe D.l!-t ¡¡-l' TTo(!cls.
VehiclL's foi- the da ta l)as'_' ..,.:t.lr.c select.~d 0:: t- 0 I i ù\-: i n II an established set of criteria.
1. :\11 p'ojcls n:- dOr:L'StIC \'.=-h i c Ie's .J I-L' tep i-eser, tee! .
,\ i i ma k l' S 0 f i :-¡:c ¡- t ':(' hie i e s I.. i t '1 L'. S . .1nnU,11
S --1 1 C S rr:- ')(l, ¡In ì 'J~i 1 ts ,1 r,,"" r j~; ~. t' ~~ (':: t c ,-: .
3 . Criteria f 0 i' sc Ie c t i lJ:: ) ~- ': Chi c: 1 t-"' S i:: I. and
~. are production vo!~~e, an:: fc;c I eco'1oTT::
dependent attributes, i . t' . cnC:I~1e displace:-er.t
Inertia l':cIJht ; s ': he ~r; s t SlG':i fi2_1::l- ~~1'.:S i c.. 1 r¿jclor-
=, 4. For model years 1973 and 1974, if a pùrti-
cular configuration as defin~d in 3. is produced in a quantity of 3 perc~nt or less of all that
models i production these vehicles are not i~-
cluded in the data. For example, if 3 percent or less of the AMC intermediate cars had a manual transmission, tGen this configuration is not shown and that production volume is repre-
sented by fu~C intermediate cars with automatic transmissions.
5. For 1972 model year and earlier, represen ta t i ve vehicles were ~elected by groupi~q models by enqine
displacement and body type into inertia weight
class sub-groups and selecting the predominatc
transmission used by each sub-Gr()u¡~ . I f a selection is split c'ien I '¡ on tra:'srri Ssion auplL- ca t ion and the mode 1 product ior. ':0 1 ume i s h iqh, then both automat LC .:::d st¿¡nJ.:rd t rar~s::i 5S ior,s arc represer.tc'd.
6. I fan 0 0 r mo r (' d i v i s i 0 n s n f .) ~-: ¿¿ ~-j ~ orrr:~) 1 1 C r- ¿¿ n 1,.1-
~:::l~¡~-L'.' p1'c'du,::c C'?scr;tL31i.,' ti~n 5".1-,.. :"j .: . Ò 1 - e. q . , Ford ~lavei-ick and ~lel-c:-.r~' Ca"1e'. - only the models
of one division are i r;c 1 udcd in the data base. The dl''ision model chosen is t:-,e one ,.; lh the hiGher prod~ction vol~me (\~ave~-ickì . :'lodc 1 s are the same when they have the S,.J:-C boò',. (';"pes, C.10 1 nes, 3n~ tr3nsmission.
6 ';~ - ---~-----_.~---- - _...--..-",----,.------~-_.- ----
7. The most popular model of an import with U.S. sa ICE between la, 000 and 90,000
un i ts, represen ts that make. 8. All mode 1 s with diesel or rotary en'lines are represcn ted in the data hase 9. Any other import makes with U.s. sa les of less than 10,000 units per year ~r0 exclU~f'd. Models or foreign makes produced in larqe volum0, I. e. 50,000 units, were included in the data h~se whi Ie low vol ume, i . ~. 900 units, configurations were not included. The j percent rule ( 4. above) will exclude a confiquration
of much larger production ~olumc for a General ~1otr)rs
mod(~l than for an',' l\merican Motors modl' i . Vehicle confiqur....ions of 0. p.1rticular model ,1':,11Iahle fni" the data base arc a function of the cnqinC t':f"~ ,1ncJ SIZOS, bod Y t ì' pc s , transmission tj/pcs and weir¡ht cJasses off.'rcrl
by the manufacturer for any particular mO~0l - I.C. ~;()\'a,
Maver ick, Fury, ~1atùdor. rnr a (livcn -,iodel the '/0ar
of configurations cari vary fr~m ()n'.~ trJ mùn'l. T,)L 1 t' 2- Ie::
shows the conf ic¡urat Ions for ',:-.c mod.. 1 , U'.c f)~)cJ';e Dart Pl'/l1outh Va i iant (or 1974. Fourteen confl,ur-1tl'\:.S arc ¡~ossibl(- bu t ca n be red uccd to seven conf iaurat lo~s (T1blc 2-lb) combinina Valiant and Dart since thc~' :10Ct th,r:' cr i ~r'r ¡ ,1 of 6. abo':c. Once the con f iqU ra t l()~S arc nst~b!IS~C~ the production 4uantitles were found or estima~ed from the
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TABLE 2-1 VEHICLE SELECTION Mr.Tllnooi.O(;y
a. Initial Corifigurations of l(J74 Vd!iant aiid Ddrt "od,'ls Body Engine Transmission Model Type Size (Typo anrl # InertJ.l Prodiict ) on (STD or SW) We' i q h t 1474 (C T D) of qeiJrs) C 1.1 S S Val iant STD 198 M1 Valiant STD 3 'j 0 n H,4 I 19B IÌ 1 Val iant 3 'j n n 1 1'j') i STD 22'1 Val iant M 3 1') 0 n 31474 STD 22') l\ 1 3')00 ::4 78 I R Valiant ~~~ 11 R IÌ 1 3500 lIfi407 Valiant STD 1 (, f) ~4 Valiant STD 400n 1-: 7 1()f) IÌ 1 4000 3 'jo!. Va 1 i ,J n t 'Tnta ) - 4,nRfff) Dart STD I 9 R ;. J Dart STD 3 SOO 1717 I1R IÌ 1 Dart STD 1 S(1n I). 1fJ7 225 ~11 1 'j n n Dart SI'D ') -" r- 2QQ(,S '- L J IÌ 1 15 no Dart STD 1')!)24n J 18 fl. 1. Dart STD 1 'j n n %5% J(,O :'14 Da r t 40nn STD )CiO 245 fi 3 4 nno 37 nf, Dol r t Tot a I - 2R5(,41) Valiant :; Da r t TuLi I 7ncJ5n(, b. Combination of Valiant and Dart Models Val/Dart STD ) fJ M3 \'d 1.. Dart 5';'0 3 r; n 0 4418 19R 11 3 1 Son Va 1 /D..rt STO 12548 225 ,.13 3 r; n 0 Vel I /Dart STD 22S ')3519 V d I .. Dd r t IÌ 3 3 son STD 11 R 1aR05R I" i ì ') n 0 111()ni 'Jal/O¿¡rt STD 3 f; 0 V d ì .. 0,) r t ~'4 400f) fi22 STO 1 f; n IÌ l 4 nno 7:fJR t-" . F i na 1 Con f i ,,ur,i t lo¡¡ S"lpclioii '!d 1 /Da ¡- t STD 198 Va 1/ Dd r t l\ 3 3 'j 0 n 1f;986 STD 225 M3 Va i /Da i-t STD 3 r;(10 53539 22S IÌ 1 3500 'J d 1 / D,J r t STD 1aR0SR 31 8 l\ 3 4000* 220923 Tot¿¡1Prorluct ion - 709506
* SOP rage J 2
8 literature (see Table 2 - 2). Three tables are referenced in Wards Automot i ve Yearbook for this in for-
ma tion, on0 ~h0wing production by series and engine type (Table 2 - 2 a), one showing percent of factory-instal led
optional equipment (Table 2 -2b) and the other showing engine production for Chrysler Corporation by displacement
(Table 2 -¿ C) . When numbers disagrp~rl between these tables
(note tota 1 s from Tables 2 - 2:: 'Ind 2 - 2b), the numbers from the table that seemed most consistant were arbitrarily used.
The published information did not detai I the production quantity for each ccnfiguration but this could be
determined by process of elimination. Of the V~ I iaDt and Dart models, only the Valiant Duster 360 and Dart Sport
360 series used the 360 CID engine in 1974. There fore the total of 7,920 (Table 2 - 2a) accounted for the Va i iant/Oart 360 CID ~roduction. The production volume for Val iant and Dart V-8 enqines is lis~ed in the
Wards sc'ries and or 'line table (Table 2 - 2c). Since on 1 y two V-8s ai-o used in U -. Valiant..De\rt (318 and 360 CID) the 31ö CID ec.uippod car production can be found by subtracting the 360 CID Valiant/Dart production from the total V-8 production. I\lso, since the 198 CID engine is available only in the Valiant/Dart models, the total 198
CID production for Chrysler (36,986) appl ies. Subtractino the 198 CID engine production and the Valiant/Dart V-~ engine prndûction from the total VJliant/Dart production reveals the 225 CID enqin~ production for Valiant/Dart.
9 _.------~_.~~~-~=~..~- ""'~'''''..,....~~,--,...__...~--_..~------""""'--'.-O~'="""-._'--"""L_--~-~------_.~'_h"".-~--~""'.'" ,~",-=.","''''~-.'',. "~-L~' -' ~'-'-.."~ ~.
TABLE 2-2 SEL~~TED 1974 WARD i S PRODUCTION DATA
a. 1974 U.S. Production by Series and Engine ~ype MlKE AND SERIES L-6 V-8 Total DART Dart. . 19,912 2,293 22,205 S""inger Special 14,211 1,944 16,155 Swinger 56,126 Sport 33,116 89,242 360 0 1,951 3,95 i Sport 40,293 1,225 (i1,C;18 Custom. 50,047 R,lf9 Spec ia 1 78,21(, Edition 3, ILL 9,274 12,1:1 'j Total .Un,7()O 101,97i 285,h7? VI\LIANT Valiant 85,453 2(i,86fi 112,329 Duster. .181,926 65,04') 246,971 Scamp 32,126 13,691 45,fna Duster 360. 0 3,969 1,969 Brougham. 4, 09R 12,213 16,311 Total .303,613 121,786 425,19S
b. Percent of FQctory Instal led roui~mcnt - 197d
AUTOf-IATIC RlTf.S RAsr:n O'J t-1AKr: TRANS~lISSimJ TOTI\L Of1TPUT or: Val iant 90.5% 42.3, RfiO Da !- t 93.8 ?, 285,64(¡
C. U.S. Car rro~uction by Make, Cylinder Type, Displace~ent - 1974 Model year Chrysler Corpora t i on
Cu. In. Cy 1 . Un its ~ ':nt. 198 . . . L-6 1 (,,08 (, ;1.9 2.2 5 . . L-G 4(i7,264 36. Q 318 . . V-8 ,; ,1 Q. 5 0 (~ j'). ') 360 . . V-8 93, '34 7.4 4 () 0 . . \'-8 lj'j,n1h 12.2 440 . . V-3 65, on 5.1 To ta 1 . 1,267,157 100.-6 Source: Ward's Automotive Yearbook for 1975
10 The factory installed optional equipment chart (Table 2 - 2b) Sh0WS that 90.5 percent of the Valiants and 93.8 percent of
the Darts were equipped with automatic transmissions. Applying appropriate percentages shows that 40,267 Valiants and 17,710 Darts were equipped wi th manual transmissions.
A very small quantity of 4-speed manual transmission equ i pped ca rs we re produced. I t is known that very few V-8 engine cars had 3-speed
manual transmission install¿d. For simpl i fica tion, the assum~tion was made that all of the manual transmissi0~s
were in th~ six cylinder cars. Dividing the total number 0f manual transmissions by the total Valiant/Dart six
cylinder equipped cars aives a 12 percent installation rate. This rate applied to tho 198 CID and 225 CTD Equipped Valiant/Dart production indicates 4,434 three-speed trans-
mission equipped, 198 CID Valiant/Darts ~nd 53,539 3-speed equipped, 225 CrD Valiant/Darts.
Inertia weight classes were determined by referencing Curb Weight data from the applicable Motor Vehicle Manufacturers I\ssociation (MVMA) specfications for the mOdel/engine confiauration, and addi~g an amount for radio, power steering, and air conditioning (137 pounds as shown in Table 2-6) to establish corrected curb weiqht, ar;d ther adding 300 pounds to get inc;:tia weight.
11 ----'-~----""-'~'--""~~"""'~~~~"'¥~dE-~'i~..77~--1.~~--~..VJ";-Y.l,,--,õ',".tc_.'--..':''~~~'""",-.,,=~,,,,,,~,,,,;"~~,-,,,
The inertia weight class was checked against the inertia
weight class listed by the EPA for the EPA test
configura tion. If the EPA inertia weight class listing was higher, the EPA class was listed in the data base. In this case the determined inertia weight class was 3,500 rounjs for all conr igurations. But, the EPA test inert ia weight for the V-8 model was 4,000 pounds, so 4,000 pounds
was the inertia weiaht entered in the data base for the
1974 Valiant/Dart 318 CID V-8 configurations. This adjustment was only a factor for 1973 and later years.
It was seen that the 360 CID production was less than 3 percent
(21,285) of the model production. These 360 CID configuration cars were excluded, but their production quanti ties were
28mbined wi th the 318 CID cars. By reviewing each of the con f igura tions in order and comparing the product ion volumes of each to the 3 percent exclusion level, the number of representative configurations was reduced to four (Table 2 lc) . These four configurations were included in the data base. The total production of all Valiant Dart cars was accounted for in the four final included configurations with representative vehicles according to simi lar fuel economy attribute characteristics.
Models with station wagon body variations were represented either by a station wagon vehicle configuration, where production volume warranted, or by inclusion with a representative standard body in a common ..nerti.: weic¡ht class. Because of the importance of inertia weight class
12 ------~-_k~- -~-~~",-~'''-~,- . - _'._-----_._._.~"".....~--.._.....~~-._.~~-kCtr~".~-T~~f'.j~~f~~~..~~~:Y~'?.,l'~~r.~\""c~':i. ~.-..",,,,"-.....,,.--~.....-..,,~
to fuel economy ratings, vehicles of different inertia weight classes were not combined except in si tuations where only a small production occurred.
For other car 1 ines, notably GM cars, the complexi ty of the engine/i.iodel combinations required additional steps to be taken to determine representative configura-
tions. General Motors produces mul tiple car 1 ines or
models with 350 CID engines. However, these 350 CID engines are not the same engine, varying in bore and stroke and
cylinder head and piston design. Since Wards data treats Gfv¡ 350 CID engines commonly, it is impossible to determine
or estimate the production for a particular model
con f igura tion.
Due tc the complexity of Ford models which \lse the same engines, the situation is similar. There are just too many possibilities to determine the production of specific configurations. Some Chrys ler mode 1 s presented s imi 1 ar problems. In order to make determinations so that fin.:il representative configurations could be established, information had to be acquired directly from the manufacturers. Exhibi t I is an example of one of the necessary information responses received fronn the manufacturers for various model/engine combinations. The above process was continued for pach model produced
1 J domestically and for applicable foreign makes for each
year researched, and the data accumulated on computer
tapes as required. Data for the data base was accumulated on over 1,000 total cars for the years studied. The listing for each year, indicating foreign and domestic
configurations is shown in Table 2-3.
TABLE 2-3 MAKE-UP OF DATA BASE - QUANTITY BY YEAR Year Domestic ---- l~rei gn 1955 32 2 1960 65 17 1965 93 1 () 19( 8 105 13 1970 111 20 1971 121 27 1972 12 f) 30 1973 204 46 1974 212 1)8 Exhibit II ~~ows a representative list of vrhicle confiquldtions as utilized in the dat.i base, This C'xamplc shows the 1974 Chrysler vehicles selected. Vehicle configurations are listed by year and manufacturer, and the idcnti fying characteristi cs of model (not included in the data base), bodv c:lass, body type, curb \..ei qht,
14 inertia weight, inertia weight class, engine displacement, transmission type, and model year production quanti ty. Sources of information used to develop these 1 ists are: Ward i s Automotive Yearbooks Automotive News Almanac Issues
Automotive News Statistical Issues
MVMA Specifications (AMA for 1955 and 1960 data)
Automobile manufacturers i records
! i
15 2.2 VEHICLE ATTRIBUTE SELECTI0N Based on experience ob -ained by DOT/TSC with the 1975 vehicle data base and discussions with DOT/TSC :.nù Chi Iton personnel a list of attributes was d~veloped. The types of data that were considered useful for inclusion in the data base were 1) fue 1 economy; 2) overa 11 vchic I e dimensiJns, both interior and exterior; 3) enqine and drivetrain characteristics; 4) emission control equipment and emission levels for 1973 and 1974; 5) product ion;
6 ) pc r fo rmance; and 7) pr ice. Approximùtely 50 attributes were selected to descr_be each of tho 1,069 vehicles. The selected vehì.cle attributes and tho i1ttribute definitions follows. ---Vehcle Attributes Definition-----~- The vE'hicle attributes selected foi- this stud\' ari' listed below with their corresponctincc definitions. '¡dC' . : L ~: 1. 1 ) i d t ~" '- are i isted in field order of the data in!,ut , i ii d c1 l-' i d l' n t i fie d by their field numbc'rs L1nd i1ttribute '1c1"1C,
01 . Voh i c I e I don t i rica t. i on Co,Jc The codo to identify the vehicle includi's thi' manufacturor, domestic or import desic¡nat ion, body class, body type and model year e.g., General Motors IGMC), Domestic ID), Intermediate IS), Statinn Waqon 11), 1974 (74) . 02. Transmission, Number of Gears I\utomatic, manual or semi-automatic and thE' number
Hi c) f qea i- ratio changes in forward speed. OJ. Cubic Inch Displacement The volume in cubic inches displaced by one piston
as it moves from the bottom to the to~ of its
stroke, times the number of cyl inders. 04. Rear End Ratio
The standard, or most popular rear end ratio, the ratio of input to output revolutions of the final
drive gearing. 05. Number of Engin2 Cyl inders and I\rrangement Number of cylinders an~ the arrangement in the cylinder block (V, L, or H arrangement) and R, 6, or 4 cylinders. R denotes Rotary and the number of
chambers is listed. Diesel engine is noted in comments. 06. Compression rat io The ratio of the maximum volume displaced (volume
of a cylinder plus the volume of the combustion
ch¿\mber) to the minimum volume (combustion chamber vo I ume) . 07. Stroke The maximum distance the piston travels in its cylinder measured parallel to the cylinder bore from
the top of the stroke to the bottom
08. Engine Horsepower Net horsepower (as ¿efir~d in SAE standarJ J 245) the maximum brake power oucput ~r a "fully equipped"
1 7 ------~-_. - ---_._-- '------_.--
engine with all accessories necessary to perform al 1 its in tended functions unaided, including, but not limited to, basic built-in compone~ts,
such as intake air system, exhaust system, cooling sys tern, al ternator, starter, and emission co~trol equipment. 09. Engine Revolutions per ~inute The engine revolutions per minute at which engine
horsepower is specified.
10. Eng ine Torque Net maximum torque in foot pO;Jnds o~ t!:.e same "fully equipped" encine as tested ~or ::C'rse"o',";er output. Factored for 19 'I and ..prior . ":ears. 11. Encine Revol;Jtions ger ~1i:1ute (To r'~~ ue)
The engine revolutions per rni~ute 3'~ ~~LC~ m3Xinu~ tor1ue is speci~ied. it: 1 S spec 1: LC3 t lc~ has ~actored ~or 1971 and Frior i"ears. i: . Fuel InJec~io:: Carbure~or and number o~ barrels "'- :'J¿:l ir-:~Ecti"J;;. * .: ) . ~~-:-ee lbase
S ta:-dar:i ~n.'-~~. 'i 171e "l S 1 c:; nLI01",t~,e ~13t3.:-1ce bet-","ee:-: the cer:ters 8: the fro~~ a~è rea :- ~;j..;hee 1 s .
*,1.-- . .. Le;..:;tl-
s ~ 3:-.-::a:-:1 :-P:~~'; :: i:-Ei:S 1 '2:-. "=-i C-- 3 n , ': :-e2\-e:-~ all le:-~:;t~ ~.. a .:e~i.-:le inol:.din:: tJ~::per G~--3rjs 1 ~ sta:-dard * ..-.-.,~,: .. ~ II - -- i- .. ~xtib:t ~II ill~strates t~e ::asser:cer car i-:iterÅor ~r:d exte~ic~ di~ensic~s :'s ::e~ ::-.eè. b .,./ :l'..'" ~ ~4'; .
.. - ----_.------. --- -~_.
equipment. * 15. Width Standard ~.iVHA dimension "WI03", the maximum overall
car width inclliding bumpers, moldings, or wheel
metal protrusions, measured to the outside of the
meta 1. '" 16. Heigh t
Standard r1V~!A dimension "HIOl", the overall height as measured wi th the vehicle in ~anufacturer' s
nesign Weight attitude. lï . Curb ¡'¡eight
Weight of the vehicle in~luding all standJrd e~uipment, spare tire and wheel, plus all fluids anú lubricants
to capac i ty, and 'ul ~ tank of gaso 1 ine, and the we i~h t
of major optional accessories normally found on the
subJect vehicle (air conditioning, power st0erinc and rad io i f produced on 35 percent or more of production for the particular co,ficuratinn). 18. .. _.,-..t~, !':cight Curb weicht plus 300 lbs. speci fieri as the clcsest inertia weicht class. I;' ill a 1 "'. a y s co i n c ide ',,~:i +:h EP~\ class desiandtion f'Jr years EPA information is ava i 1able.
* 19. Fro rr t Seat Heicht S ta~~L3.rd ~1V~.A dI71e:;sion "H 30" t;;e verticl'" àimension ~ ro:- the "H" point to the accelerator heel po i n t . *~¡OTE : Exhibit III illustrates the passenger car interior and exterior dinensions as defined by \ïV~1A.
19 *20. Front Head Room Standard MV~~ dimension "H-61" , from the "H" point to the headliner, ?lus a constant of 4.0
inches, measured along a line 80 to the rear of vertical. *21. Rear Head Room Standard MVMA dimension "H63" , from the "H" point to the headliner, plus a constant of 4.0 inches
measured along a line 80 to the rear of vertical. * 22. Front Leg Room
S tandard MV~~ d imens ion "L34", measured along a dia- qonal line from manikin ankle pivot center to "H" point pli,s a constant of 10 inches.
* 23. Rea r Leg Room
Standard MV~~ dimension "L51", measured along a diagona I 1 ine from the ank Ie pivot center to the
"~" point plus a constant of 10.0 inches, with the foot pos it ioned to the neares tinter ference between
the seat structure and toe, instep, or lower 1 eq . * 24. Front Shoulder Room Standard MV~~ dirrension "W3", the min imum dimens ion measured laterally between the trinw,ed surfaces on the "X" plane through the "H" point within the belt
line to 10 inches above the "H" point.
*25. Rear Shoulder Room
Standard MVr-~ dimension "W4", the minimum dimension *NOTE: Exhibit III illustrates the passenger car interior and exterior dimensions as defined by MV~A.
~ ') measured laterally between trimmed surfaces
on the "X" plane through the "H" point within 10.0
- 16.0 inches above the "H" point. 26. Roominess Factor Th€ total of attributes number 19 through 25
indicating overall vehicle interior roominess.
27. Trcnk Space
Trunk luggage capaci ty in cubic feet wi th the
spare tire and tools in place for sedans. Cargo volume for station wagons is specified with the rear sea ts down and the space under the floor (i f any) included. 28. Number of Passengers Number of passengers including the driver for which the vehicle was designed and for which normal seating accomodation is provided as specified in MVMA specifications. For stations wagons, if a third seat option is available, the number of p3ssengers is listed as 7. The number 7 is used for any capacity over 6 regardless of the total.
29. Hydrocarbon Emission Control System Engine emission system specifically designed to reduce hydrocarbon emission, for example, AIR (air pump) .
21 30. ~itrogen Oxide Emission Control System Engine emission system specifically designed to
reduce nitrogen oxide emission, for example, EGR (exhaust gas circulation).
31. After Treatment Emission Control System Exhaust emission control syste~ acting on the
exhaust gases after they leave the engine, for
example, THM (thermal reactor). 32. Hydrocarbon Emission Level A. For 1973 - 74 models, EPA CVS-l cycle B. 1972 and prior models deleted ~er DOT/TSC instruc- tion. 33. Carbon Monoxide Emission Level A. For 1973 - 1974 Models, EPA CVS-l cycle
B. 1972 and prior models deleted per DOT/TSC instruction. 34. Ni trogen Oxide Emission Level A. For 1973-1974 models, EPA CVS-L cycle B. 1972 and prior models dcleted per DOT/TSC instruction.
3') . Urbiln Fue 1 Economy
1975 EPA Federal Test Procedure (FTP) Cycle urban
fue 1 economy equa 1 to:
A. For 1973 - 1974 ~odels. EPA CVS-l cycle x 1.045 1 factor. B. 1972 and prior models, fuel economy from literature
1 SAE Technical Report #75057"Passenger Car Fuel Economy Trends Through 1976" by I\ustin, M~chael and Service.
22 if available, adjusted to 1975 EPA test level.
36. Drive Cycle - Urban If not, EPA CVS-l will indicate other cycle.
37. Highway Fuel Economy 1975 EPA cycle urban economy x 1.42 factor
38. Drive Cycle - Highway Indicates drive cycle for 37 above. 39. Compos i te Fue 1 Economy 1975 cycle combination urban - highway fuel economy
(weighted 55 percent urban, 45 percent highway) equal to 1975 urban economy x 1.1541 factor. 40. Steady State Highway Fuel Economy Steady speed fuel Economy at a given s~eed. The speed at which steady st3te economy is measured
is noted in the comments (e.q., 40 MPH 60 - attribute
40 at 60 M?H) .
41. Acceleration rime Time in seconds, for a vehicle to accelerate from 0
to 60 MPH. If the 0 to 60 MPH time is not available, o to 50 is used and noted in the comments.
42. Passing Time (40 to 60 MPH)
Time in seconds, for vehicle to accelerate from 40 to 60 MPH.
43. Passing Time (35 '0 55 MPH)
Time, in seconds, for vehicle to accelerate from 35 to 55 f1PH. For 1955 and 1960, where neither dO to 60
23 MPH or 35 to 5, MPH times werc avai lable thcn, j , this attribute was used to record an othcr availablc ~ ~ ~ ~ passing time in addition to attribute 44. ~ 'rhe ~ rassing time specds arc def incd in comments. 44. Passing Timc (other) Time in seconds for vehicle to accelerate from
onc specified spced to another, thc spccds arc noted in comments.
45. Total ycarly production for U.S. sales for a
particular model configuration as defincd by a Vehiclc Identification Codc (See 01).
46. Production Volume of Class Total of all configurations wit~i~ a class of manufacturer or division. (e.q., Total Chryslcr in termed iate ca rs or tata 1 Chevrolct in termed i ate cars) .
47. Manufacturer's List Price The manufactu'-nr's suggested retail price for the basic model determined by adding the cost of the
standard model, as identified by the Vehicle Identi-
fication Code, and any additional costs for the specified engine and transmission but no ot~er Q~tions.
48. Commen t - 1 (Maximum 40 characters) Explanation of pcculiar source of dat2 for attrib~tes.
For example, if the acceleration time attribute
24 1S different than indicated by the defini tion of that attribute it would be indicated here.
Also information concerning a non-standard source for particular attributes would be entered here.
49. COIT~ent - 2 (Maximum 40 characters) Same as (48.) above.
25 2.3 DATA BASE DEVELOPMENT After the selection of the vehicle configurations to be included in the data base and the attributes used to describe these configurations the actual collection, collation, and recording of the data on computer tape was begun. This process involved:
( 1) Identifying and locating sources for reference material and gather- ing reference material.
(2 ) Recording data on computer coding sheets (Exhibi t iv ).
(3 ) Checking cod ing sheets for accuracy.
(4 ) Transferring input data from coding
sheets to a key t ~pe. After the data was trans ferred it was key ver if ied.
(5 ) Processing the keyed data into the Datalog di rectory system.
( 6) Makinq formatted master list printout
and final checking of data for
omissions, key punch errors,etc. ( For Task I (1974) and Task II (1970-1973 ) intermediate printout-ch0ck inq steps
were taken to insure data form and content wore correct) .
2 G (7 ) Converting Datalog directory output
to DOT/TSC tape and master list as required. 2.3.1 Data Research Identifying and locating sources of data became more
di fficul t as the earlier model years were encountered. Foreign car production information was very limited for
1955 and 1960 and was not listed in the primary Source (Wards) for these years. Sources in many cases were available at Chil ton Company. Extensive research at the Philadelphia Free Library was necessary. 'ìhis research utilized much Chilton donated library material and other
materials, bound magazines and trade publications. Much of the information Wùs in one year or multi-year bound forma t wi th restr ictions prohibi ting reproduction because of the age and value of the material. Other material was available in only micro-film format and reproduction
facilities for micro-film were not available at the library. Since the data base covered a 20-year period of time, many basic attribute definitions or measuri~g techniques changed
during that time. Correlations were made to adjust the available data to match the attribute definition in curren t use and as used in the data base. In some cases correlations were easily made (e.g., curb weight adjustments, by adding weights of missing components, fluids, etc. to
27 the shipping or other known weight to achieve correct curb weight), and in other cases sparce data and infor- mation relating to the collecting of the data required
heavy reliance on estimates to achieve a correlation. 2.3.2 Body Classes In 1955 and 1960 a standard size "popular"car, e.a., Chevrolet, Plymouth, Ford, were sma ller cars than thei r
1974 counterparts. As a simple means of assigning a body class designation for the purpose of this study, the body classes were ident i fied by wheelbase des ignat ion only. However, during the time pericd covered by this study, the intermediate car had been introduced into car lines and was thus accornodated by a wheelbase classi-
fic¿¡tion. In 1955 and 1960 (prior to intermediates) the' wheelbase definition for body class w¿¡~ adjusted to include
the I\MC, Chevrolet, Ford and rLymouth cars as full-size
cars by reducing the lower limit of the full-size class, raisinq t he upper whee lbase I imi t 0 f the compact ca tcqory and l' I i m i n a tin q the intei-med iate class for these ye¿¡rs. Bes ides lhE' fact tha t iii lY55 and 1960, 1) intermedi..te cars as such (a size between standard and compact) did not f?xist and; 2 ) cars then known ¿¡sstand¿¡rd cars had shorter wheelbases in the most populùr models, furtllf?r justifi- cation for classifying these cars as "standard" cùn be made by ohscrv i ng roomi ness factors. Tahl e 2 -4 shows
nJ that, with the exception of Ford, selected 1955 standard cars had larger roominess factors than 1972 comparable intermediates but were smaller than the f'lll-size cars of 1972. Table 2 -4 also compares wheelbase, showing how the selected standard size cars changed from 1955 to 1972.
TABLE 2-4 COMPARISON-1955 and 1972 CAR DHtENSIONS 1955 Standard Cars 1 9ï 2 Intermediate Cars 1972 Standard Cars
R.F. W B R.F. W B R. F'. W B Amb. 288. 9 12l.3 rvataàor 287.2 118 AmJ. 286.6 122 Chev. 286.4 115.0 Chevelle 276.6 116 Chev. 294.6 121.5 Ford 280.3 115.0 Tor ino 280.6 118 Ford 290.1 l2L. .Plym. .28').4 115.0 Sattelite 28l.5 118 Ply. 293.2 122.
R. F. = Roominess Factor; W B = Wheelbase 2.3.3 Engine Performance Pr ior to 1972 maximum horsepower and torgue were given as gross values and since 1972 these figures have been given as net values. The addi t ion of emission equipment, lower inq of compression ratios, de-emphasis of horsepower ratings, and the fact that the net horsepower is more representative of actual available installed horsepower contributed to this change. There is no perfect di rect method of converting from gross to net horsepower ratings other than direct comparative testing. However, it was possible to make some comparisons of gross and net horsepower values
29 for the same engines and develop factors which can be applied to horsepower and torque (separate factors) and note rpm variations for engines of various types, sizes, manufacturer and configuration. (Exhibits V and VI show the data used for comparisons.) Comparisons were made and these correlating values were ap~:ied to pre-1972 gross horsepower and torque values to adjust these to net horsepower and torque. Tã::le 2-5 shows these horsepower an" torque ~ J.vtors and variations for rpm. 2.3.4 Weights The 2urb weight value as defined was not avai lable for domestic and foreign ~ars for all years desired. Information for foreign cars was usually available in the form of shipping weight. A sufficient amount of weight to represent the vehicle fluids (including fuel) W3S add, to 'the sh ipping weight to determine curb weight. Domestic cars required adding to the adjusted curb weight (base curb weight & var ia tion for engine/transmission conf igura tion) to account for certain optional equipment. The adjustinq weights are shown in Table 2-6. 2.3.5 Dimensions Between 1960 and 1965 the SAE method of measuring interior car dimensions for domestic cars and the definitions of certain dimensions changed. The u~e of the anthropometric dummy or three dimensional manikin for taking certain passen- ger related measurements was instituted. Dimensions taken
30 TABLE 2-5 HORSLPOWER AND TORQUE CORRECTION PACTORS GROSS TO NET HORSEPOWER (GROSS H.P. x FACTOR = NET H.P.)
------Enq i ne-Typo------¡:; rsePower ------RPM--Reduë-Üon Torque RPM Chanae ---_._------_.__.__.Far~or or Factor Factor 4 Cylinder & Rotary Engine ------0.89 -200 RPM 0.89 +200 RPM 6 Cyl inder 0.76 3600 RPM and above f).80 -400 RPM. Under 3600 RPM use 0.90 ------factor. 8 Cyl inder W 1.) 315CIOandbelow I- 0.70 1.) -200 RPM if max. Non High Perfor~ance gross HP at 3000 RPM or ahove. 2. ) Hiqh ¡H.:rformance 2.) .95 factor under 3000 RPM - Extra high compression ratio 0.80 -200 RPM - 5000 RPM ~ax .or more - 225 gross HP or morc. r). 80 -----_._--_.- - --"---- 8 Cy1Lndr'r 1.) 315-350-380 CIO From 4400 to 4800 RP~ 2. ) Under 4801 RP¡¡1 a t Gross Horsepower 3. i Under 250 Gross fIors0power Gross use 400e RPr1 rlet (up to 360 CIO engine) Below 4000 to 36000 RPM 360 to 380 use judgement as to high use: -400 RPM performance engine or not (under 260 horsepower) - Any Two of Above - . be1m.¡ 3600 use Non high per rormancc O. f'. 0.90 factor 0.80 -2r) RPM TI\BLE ¿-'j IIOHSEPUWER I\NU TOHQUE CORRECTION rACTORS CROSS TO NE'I' HOrSEPOWER (CHOSS ii.p. x FACTOR'" NET II.P.) (continued)
I: 11'11 lif' T'/i'" IIO\H"fJ()\'ÝC'l- rH'.~1 P,'diw t ¡ nii Torqu" íl ph - Ci-i,:ï ri~j;:; I", 1('( , ) r 01- F';ir L ,,!- J drtn~- _.- - H (',¡Iiiid,', 1I1'¡h Pf'l-tornndrlff' 1.jlll,--J'i(J-HJO ','fn 2.,) ,¡v"! 4HOO HI'M ,it (~r-f)!,i) lIorLiI.'IJrJW(', I . I ( ) V" r 2 rd) (;! () n .'J II () rrH 'f Jr iW i ' I (Iif) i" !(d) ('fD) !f,O- IHI) UHI' jlld'J,-'m"nt d!, ti, IIíqh 1"'rfol-rrdnC" Ol- nl)t 2(d) III' or ..d)(J\,(\ - I\II'l ''w,¡ of i\ll'j\-," - (J. H n -2nO PI'M O. R4 -100 llr~1 '~ii\'~-- ,it (;r()~ì~') ff()rr-i(lr)iIWc.)) i,) 0 i) PI'M ,¡hnv(. (j. H r, -)(JO HPM W I) . 8') -200 PPl' f'J
H ('v i í rrdi' 1 1.1 !'J(J-,¡dli,II) 1\hov(' )(,00 HP~1 ¡If,!.': .'.1 Ilrldl'l- L!n r;r"!Hi II,,! 1"'fJr)wI'r \.) 1IIId,'1 4',rJiI HI'M dt (;l-I)',H 1I1)l- -40n fUJ~1 fìl 'I I( ¡Wi'! t B,'low 3(,on U:'i- fI.''() - I\ii,¡ ''Wii i,f I\llIJl.'I' 11.1 () ~¡, )ri -Ii 1'1 Ii I',' l- I () l-m,i ri ,'f' 1';lCtor n. AD -2nn Hr"1
H i"/Iind"l- - lIiq!1 pI', foi-ii,iri"i' I , ) ! ') () - 4 (, (J (' I I) 4H()() PI','.1 '111J';f; or J,inr¡ i~¡:M .'.) Oi!i', ,) '-,1)1) 1,I'M d t (;l-,)!.,!) 11"1 '-ì('iJ()\-,1,1t" ,llIIJ\'" 11:\1': -400 fH"1 o l- ,1 b,)I'.., j.) (1\1(11' ~'~n (~t ()n~; 1!/')r~;f1f)()h,!il lIrrdt'l- 4r¡nn PI','1 IlK": URi': -4no _;i 0 (1 p r~1 - 1\ ii '¡' 'I\-/() ,) I 1\11,)\'1' - RP~', undi,t i1. Hi1 0.80 34 DO \J~;(~:
- .J 11 0 H P ~1 H ('¡,lirrd,'! 4(,r) elf) ..rrd , ) I )( ) \/ ( ) , 4r,()() I!I'M "I I (1 t"'ìr-- n. ii i, -4no 1!1)~1 n. )(, -400 HP~1 TABLE 2-6 h1EIG~TS ADDED TO ADJUSTED CURB WEIGHT TO OBTAIN ACTUAL CURB WEIGHT
General Motors Rad io - OR Radio - OR Pm,'er Steering - 28 A/e - 96 A/e 96 Total 1 12 104
Chrysler Radio - 7 Rad io - 7 Power Steer inq - 43 Aie - 87 A/C - 87 Tota 1 l37 ~
AMC Radio - t: Radio - 6 Power Steering - 30 ¡'/C - 81 A/C - R 1 Total 11 7 87
Ford Rad io 7 Ra d i 0 7 PO\o'er Steer inq - 38 A/C - 118 I\IC - 118 Tota 1 163 125
Studebaker-Packard Radio - 8 Rad io - R Pow€' r S~eer inq - 30 A/C - 11R A/C - 118 "'otal l56 125
The above weiqhts are added to the adjusted curb weiqhts
(which include transmission and engine specified) to obtain actual curb "eight.
33 prior to this (1955 and 1960 data base years) do not
relate directly to the subsequent measurements but the discrete use of a combination of early measurements and arbi trary constants can closely approximate the later
dimensioning when applied to the early data. Table 2 -7 shows the corrections as applied to appropr iate interior
dimensions for domestic cars.
Foreign car interior dimensions were not avai lable in
~W~ff format for any of the years studied. rrom the various sources (Table 2- 12), information was collected for each model year and studied. Dimensions such as seat height, headroom and leg room when available were taken as
equivalent to the attribute definitions even though the
exact measuring techniques were not exactly the same.
However, some pieces of dimensional information were missing
from available data sources. Since it was considered quite important to have a representative roominess factor
for all cars, various techniques were applied to fill the gaps. Since foreign cars seldom chanqe bod ì' styles, in relation to domestic cars, it \vas possible to apply known data from a model/year configuration to other years which featured the same bodv. Thi s was done where applicable for trunk space as well as inter.ior ' '- dimensions. In cases where dimensions were not available, estimates were made referencing simi lar sized cars to provide information. In some cases front dimensions were avai lable but not rear. The rear dimensions were
34 . ~~'-"""~'.._.,_."-....,,,._.~_..._._-
TABLE 2- 7 CORRECTION VALUES FOR INTERIOR DIMENSIONS - DOMESTIC CARS
1\! tr i but (' Dofinit ion and Numb"r Nam,' M.V.M.1\. dosignition Correct ion Equivalent: 1°55/1960 Va 1 uos for DQ ta BiJse i 9 ¡-i-ont. S(~.'l t Vorticle dimension "II 3 " 11(, i c¡h t minus "11- 30" from tho "Ii" rni nt floor to cush ion to accclor,ltOl h('ol SOiJt cushion I' j so PI) i n t. " If 1 n " t.op (P to rear) * 12 . I)" * -2.3" * 1 0 . 3"
W ;!() Vi Front h('adro()m "11-61" ("11-63") (; i ) n i' "11 -1 " pI us "II" rJoint to head- Scat: cushion constant (P,',ir Ilo,idro()m) liner plus 4" to headliner (H-63) 4 " * 39. I) * 15.4 + 4"
;' :2 Front ii~il room "1.-3'\" ("L-SI") It r14" U 3) ( Ped t loq roon,) 1\ dicll!Onal lino minus "L-34 " So.) t h.:cy., constant (I.-51 ) from iJnkll.' pivot to cush ion prJint to "ii" point 4 " top to floor -,\ I" * 38 .3" + i ()" * 42. 3" * Dim"n:;io"l:; iis('d ro i i Iii"tr,il(' adjustmc'tH for ¡,,55 Buick proportioned from the front using knowledge of the car, similar cars, and/or other model car configurations to reinforce the estimate. 2.3.6 Emissions Emission levels were listed for 1973 and 1974 model years only. Al though emission levels were recorded for 1972 using constant volume sampling no fuel economy data was available from EPA for 1972. It was determined
by nOT/TSC that 1973 and later data was significant
and that 1972 and earlier emission data need not be included. The EPA tested a certain number of vehicles for emission
and fuel economy levels in 1973 and 1974. These test
vehicles served to represent that entire production fleet
for these years. The results were published in the Federal
Register for 1973 and 1974 and indicated models and
engine family and the test vehicle representing the models. Since many of the specific configurations were not tested, data was selected from appropriate test vehicles
to represen t the mode 1 con f iqura t ions se lected for the
da ta base. Selected configurations were matched to test
vehicles by matching most closely the fuel e~onomy attributes
(in order of importance: inertia weight class, CID axle ratio and transmission type.) Inertia weight class was a lWJYs matched. When the matches were made, emission and
36 fuel economy data from the test vehicles were utilized
in the data base for the represented and tested configura- 1 i t ions. Tab Ie ì 2-8 shows the 1974 Chrysler models with i 198-225 CrD engine family as represented by six tp~t
vehicles. Satell ite and Coronet mode Is were represented in the data base by a Dodge Sport Wagon. This test vehicle is indicated by asterisks. This test vehicle had compatible Inertia Weight Class, engine and transmission
attributes but a different axle ratio than the represented
configurations. Comparative attributes are noted for the represented Satellite and Coronet models in italics.
2.3.7 Fue 1 Economy The urban fuel economy values obtai ned from the 1973 and 1974 EPA tests were adjusted by multiplying by 1.0451 to put them on the 1975 Federal Test Procedure basis which includes
cold start and hot start urban test cycles instead of
the 1972 test procedures cold start only method.
For 1973 and 1974 the composite city/highway fuel economy value was determinpd by multiplying 1975 FTP ucban fuel
economy by 1.154.1 The highway fuel economv was determil1(~d by multiplying the urban value by 1.421 (which is the sales weighted ratio of highway to urban fuel economy for the 1975
fleet as tested by EPA). i--_. Reference: SI\E Report #750957 "Passenger Car Fuel Economy Trends through 1976" by I\ustin, Michael and Service.
37 TABLE 2-8 SELECTION OF REPRESENTATIVE TEST VEHICLEE EXAMPLE cr ;; (1 (1 ~ 'U ., 19i'.. ~'~;C~:.,:fAll Lic--r Oi.~!' ',: .:'::.l~ QI 0 c ,~~ f : ¡ . '~ . " . -: -: 0. TE : '.i:II!..:: . -...._..._-_._~- "..,~. . -_...... _. QI_.n c: -._---_..------_.-._._-- ..' -_.. ----8. ~-- ~ I '. r., ¡ . ~ --'. ~(1 ...... 0, ""...... - - - ..... 1. : SS. _o',s cr 0. (....i": r.i-:i.~ E"~. I';F. ¡,,~CTIA --....--~...... -~------._._. .------._- 0: ~P.. ¡; -- ,,¡:¡G'1T r-lIEL ,::;"..'",;.':!~'_:i, li;":,/::'.T) ~'''V ,ie 'WII(A iJ i s;. t ''':.. ~ L CAIIB. C~~S$ A~Lr eCON. l,yC~~- ~&~~~IJ C~:~~S;1 P*yJ:.:- n Ò I~C:'EI.SI ICUBIC i...' ü(S: G.'.., ~t~~. "~OEi. V(~ riIRI:; T"..",S. ¡L8~.1 R~TI~ :~PG) :'~:O~~ MC~rl¡=( ~:r~~~~~ C':''' J~'~."; 03 ...-..-..------..--- ._".---_....- -..._--_.._------_.-._~.... -., ...._--_.. ... _...... 'U Ci¡~Y$~t:R Yo1'.lCLt.t. PltMQJT~ to"P 2èS.~- i AJ 3500 ~.76 \~.7 2.3 :c 198.0.~25.~ ¡;G 3: . i.Ç o. ;~ D\.r"ir Pi.'''OVT~ eO"p Z25.0- 1 AJ 3500 ~.7~ 15.7 2.7 ZJ. 2..õ t .== Y.11 ~i\L ::~wap OODG( CJ"P 19~.0- 1 AJ 3~~0 3.55 1~.O 2.6 21. ~., O. J 't!.:!M\ Scu, ~;~c::'&l CCOb( "JCK 2Z5.0- I M3 4000 3.~1 IZ.\ 2.9 P. ê. J " .s V~lor.t BrOIoSt.. * LJo::c.t. :¡i' IOAG US.O- 1. MJ 400~ ::.''w 11.5 / Z.8 35. 1.G ~ 0; t.\rt S..ir.&er A~ccl.. - U,,";,t. i;n""---Tf.F-r- AJ J~~~ ii.T. rr1 Z.& 2~ft 1";) i:1U~ it Di.r: !~rt r. ,rt CIIL08 I\c.:'t =:IILrC:l'r D1:Sr Trans IW Class Axle Ratio Part tpccl&1 UIUo" SA T/CoY'one t rete ~ l i te Po¡'lc:e 225.0 A 3 4000 2.94 Sut-I lit. '1..1 La.te!.u...... I. :,ateUn. librlii (X SateUn. C..tea Cort.nct. P;allc8 Cc::"r;et. T..t I)ii tad Coroact * "'bi.i-...t Coupe Chuier CorGt~t eve tea l:i°r.!" ::::àn Yo. ':¡.crt :.ZM C~!öt,ccc ~rort.'''Q Ao:iil ~f'ril8A TrlA:.llli" ..1&1.-&. l'oJ0.1 êrort.. 5E S~,,:-~r:\n HahtG&Of Cl.=-to:. ":,"'r1G&A. !1ulva&cQ lIoJ81 !pcrt- 1C1ncoa C.Ol08 Advc:nt~~r ,'~vellt..rr ::port ~';vt'l'lurtr :a; Cl\.'b (,"b C'ict.:. c:u~ C.:b "dv("r,~-.cT C:i.r: C.b Ach'('nh:.er Sport 1/ t.~c to .:...11ì':cr C'..lf:.ncticn, no C(', i..;tJ \.;;:; ~v.¡l¡~l.. ..r.d, ~cnc.. ~o !uel ~~.;:.o.~./ ..c\.~ "".;t ~l..:' :tÌ) Aj"'c:.t..er 51: c..lc.ul~:i:.j for vr' ic:es åcsi~;':::cd "~.A.;' or "not .vii:~dblc." "'.C~ ':..,:k
et:'i:.".1 HI',':ltW VOL )Ç ""Ù "O-"'¡'i)"'i-~Oll" naIUA.' 2, 1 ~7.. Determining fuel economics for years prior to 1973 presented some difficulties di.if' to the lack () f ûn'l data recorded by following an EPi\ 1972 or 1975 PTP tc's t cye; I (., the v.:riation of test cycles OVOI- a period of timp by
the same organ i za t inn, the lack of scientifica! 1'1 contraIlI'd repetlti(Jn of test cycles, the lûek of any test for nna f) y
confiqurations, and the inclination for mû n u f û C L U r e r s to supply specialized or performancc equipfJed '/ehicles
to t~stinq groups for t est i n q rat her t h ant he mo r c sL::neLird models. The fact that fuel economy is affe!Cted by stich ,1 'did" rcinqe "f factors including the manner in whi!Ch t Ìll' Vf' h i c I Í' is driven, type of route travele'd, vehicle' S~)(.'(-"!:;, !Co i d
start frequency, accessory equipment us(', vf'~i i c 1 p \oJei qht, oJ x i e r .1 t i 0 , transmissio~ type and ambiÍ'nt condi t ions furthpr
comp 1 i ca teel connpa r i nq i-oad tc's t fuel ecnnom'l- da tei to Erl\
eLi t.: . Tests have inelicatedl thilt the same qroup of vehicles tes ted in a carefully controlled road test will give eli fforent i-clative economics th.Jn when testpd on c.1refid i~' contt-olli!d
dì'namometer tests (as EPl\) primarily due to vari.:tions in aerucJY!1.Jmic chai-actf'ristics beyond the scouc of
consideration in the EPi\ tests but automatically present in road tests. These tests also indicated a vilriation in comparing the relative results of the two types of tests when observing c.:rs of di fferent weights. i-Reference: Sl\E report #750670 l\ Technic.:l Report of the 1975 Union 7(- Fuel Economy Tests by I'Jest, ¡'Jusz, Finniqzzn (" l\skewold.
39 The two most significant factors effecting fuel economy
appear to be 1.) type of driving and; 2.) vehicle weight. Vehicle weight was matched as closely as possible between
road test vehicles and data base configurations.
Comparisons between road test drive cycle information
and EPA cycle data were based on engineering
jUdgements and consideration of the test cycles. It was found that only about one-third of the numerous
road tests available for reference would be applied,
even with broadest consideration, to data base configura-
tions listed. Preference was given to data from sources that spanned the largest periOd of time in the study hence gave an added consistency factor. Data accumulated and the drive cycle used was reviewed and the data was assigned an urban, composite, or highway classi f ication. Comparisons were made between test source data and comparable EPA test data when suff icien t in formation was
ava i lable. The cycle from each source was assiqned an ùdjustment factor which was multiplied by road test fuel economy data from that source.
40 The relationships between urbdn and composi te, and urban
and highway fuel economy was maintained at a ratio of 1:
1.154 and 1:1.42 respectively throughout the data base.
Therefore when only one of the three of these
fuel economy values could be obtained or estimated. the other
two values would be established by applying the appropriate
ra tios.
Where data was available from road tests it was factored
and presented. Where it was possible to estimate fuel
economy of similar cars (i.e.,same engine, manufacturer, s imi lar weight, transmission, axle ratio) estimates were made. Where no data was available and there was no similar confiq- uration wi th data available for comparison the data '.-as omi tted. Table 2-9 shows road test cycle factors.
TABLE 2-9 ROAD TEST CYCLE FACTORS
Road Test Milage X Factor = EPA
TEST ------FACTOR E_i=AEQU I ''l\LEI\ T Motor Trend 0.9 , 73 Mile Composite I (Or car life)
1. 0 Composi te I Perf.Pure-Union Tests i I Popular Science 1. 3 Composi te I Compos i te 0.9 '-~I Road Mi~_____---- and Track Compos i te ------
41 The factors shown in Table 2 -8 were assigned by comparing test cycles and average speeds. The Pure Oil Fuel Economy Test from the performance trials
from 1961 to 1970 was judged to give economy values comparable to the EPA composite values. Comparisons of Motor Trend data with the Pure-Union tests
resul ted in the 0.9 factor assignment. Motor Trend,
Road and Track and Road Test Magazine data seemed to
compare closely so Road and Track data was assigned a 0.9 factor also. Popular Science milages were lower than Pure Union's and were assigned a 1.3 factor. Car and Driver test data prior to 1973 ,was too inconsistent to be of value, and was taken in many cases from perfor- mance run., . Auto Car data was used in a few instances. Table 2 -10 shows some 1970 road test data used to develop the factors. Information that seemed inconsistently high or low was not used. TABLE 2-10 SELECTED 1970 ROAD TEST FUEL ECONOMY DATA
-~~- Fuel Economv - MPG : I ~-_._- Pure- Motor pop. Car Disp. r:ID Union Trend ,JC1.c' Hiwa~' Ford 390 15.10 l6. 7 Maverick 200 22.15 23.1 Chevrolet 350 16.62 18.5 Coronet 440 14.42 15.7 Rebel 232 ll. 0 Hornet 232 25.08 ;Toranado 455 13.38 9.4 i
42 Table 2 -11 shows various fuel economy road test
cycles designated by name of test group. Pure-Union test data for 1961 were used for applicable
1960 data base configurations when manufacturer, model,
engine and transmission were identical. Pure trials for 1960 used a non-representative test cycle.
Steady state fuel economies were not available in many
cases and were not listed unless supported by
test data.
2.3.8 Vehicl~ Performance Acceleration times were recorded for 0 to 60 mph or 0 to
50 mph. When the times entered in attribute 41 were o - 50 mph times, this was noted in the comments. If acceleration times were not available no information was estimated. Cars in more recent years (especially smaller ones), suffering from the lack of power broi-'ght on by
emission equipment and emphas is on fuel econ Jmy, are more commonly tested at 0 - SO mph levels.
Passing times 40 - 60 mph were recorded when data was found. Passing tjme 35 - 55 mph was not found for any of the configurations and was not recorded. This space (l\ttribute 43.) was used for an additional "other" passi ng time for some early years of the study when
40 - 60 mph was not available. If used for another passing time, the speeds were noted in the comments.
43 ~-=..~--.._m~,'~~~'~------..~i
!
I ¡
TABLE 2-11 ROAD TEST CYCLES I i Tester Ass igned Cycle ClaBs if i cation Motor Trendl A 73 mile public road loop of approx- Car Life imately 1/3 city, 1/3 suburban and 1/3 highway driving. Maximum speeds do not exceed 60mph. Maximum loop travel time is 2 hrs. Tank is filled before and refilled afterwards at same stat; on. COMPOS I TE Test loop measures 73.125 miles on a fifth wheel. Testing temperature is 70-800 ambient. Motor is warm on start No special attempts made to gain economy. Driven normally following traffic. Popular Drive steady 45 mph around Bridge- , Science hampton (Long Island) N. Y. raceway - COMPOS ITE a 2.5 mile course wi th many turns and hills intermixed.
Road & A 41 mile public road loop consis- Track ting of 40% ci ty and 60% freeway dri ving. Test vehicle fi lled before COMPOS I TE and refilled afterwards at same sta- tion. Pure-Un ion Performance For this test, every car received Trials a measured gallon of gasoline in a special tank. (The car's regular tank was disconnected and the carburetor was run dry.) The obj ect was to see how far each car could go on its one gallon of gasoline, under typical driving condi tions. COMPOSITE The entire run was made at an average speed of at least 40 mph. During each 3.7 mile lap around the track, every car had to (1) go through a 1,610-ft. speed zone at a minimum speed of 65 mph and (2) make a complete stop. This is designed to dupl icate, in condensed form, normal driving on a tankful of gasoline. The economy test for each car ended when the car ran out of gas and rolled to a stop. The distance it covered was measured by the official car with a "5th wheel" odometer accurate to 1/10 of 1 foot, and mpg calculated.
44 ---~----~------~---~------~.''~1:.'w .:'~.~--.~_.__...__..~-_._~-~,--~---~._._- ----
Attribute 44 was used to record other available passing
times and the speeds were specified in comments.
Production volume information was not available for all
configurations in published literature but was acquired
from the manufacturers if necessary. This in formation was gathered in the process of data base vehicle selectio~.
2.4 INFORMTION SOURCES The sources of information used to co~pile the information
included in the data base is shown in Table 2-12. The table shows the sources, speci fied by attribute and applicable model year. Source material was obtained from Chil ton Library sources, Lne Philadelphia Free Library, private literature
collections and automobile manufacturers.
In some cases original publications were not available for direct reference, e. g., some issues of Ward's Automotive
Yearbook and Automotive News Almanac issue. ln these instances information was supplied by photo-copying the originals from the publisher i s archive file.
4 ~ "" ABLE 2 - 1 2 A""""RI BUTE SOU RCE TABLE Years Studied 1955, 1960, 1965, 1968, and 1970 to 1974 onlv
Attribute
01 Vehicle identification 1955 to 1974 Wards 02 Transmission & no. of gears = 955 to 1974 ~.!V~ (A~.A), A/t!, 1955 to 1973 AI, 1970 to 74 ECP, 1971-74 R 03 CubiC' inch displacement 1955 to 1974 MVMA (AHA), A/tJ, 1955 to 1973 AI, 1970 to 74 ECP, 1974 R 04 Rear ratio 1955 to 1974 MVMA (~.A), AIN, 1955 to 1973 AI, 1970 to 74 BCP, 1974 R as Eng ine ty-- 1955 to 1974 lIWMA (A.fI), IVN, 1955 to 1973 AI, 1970 to 74 BCP, la74 R 06 Compres.s ion rat io 1955 to 1974 ttV~A (l\iItF~), A/!'J, 1955 to 1973 AI, 1970 to 1974 ECP, 1974 R 07 S tro ke 08 Eng ine horsepO\.¡er 09 Ho r sepo\\'e r RPM 10 Ene¡ i ne To rque 11 TorqUE! RPN All years ~lìl~J.'\ (N'tl\), A/N, 1~' 5 5 to 1973 12 Fuel InJection AI, 1970 to 1974 RCP, 1974 R 13 11vhee 1 Ba se 14 Lene¡th 15 íÜd th 16 HE:'ig ht 17 Curb \'Jeight 1 S Inert ia weight clas: Comp. 19 Front seat height 1 9 5 5 to 1 9 7 4 1\V"'L,,\ ( ANA), 1 9 5 5 to 1 9 ìl A/N, AI, 1965-70, 72-74 A, 72-74 AC, 74 DOT, 7 2 - 73 ,1 20 r ron t head room 1 q 5 5 to 1 9 7 4 NVNA ( .l\N,..'\). 1 C) 5 5 to 1 q 7 4 Ad N, 1 9 5 5 t 0 1 9 -; 3 AI. 6 5 t () 1 9 7 4 ,l\, 72 to 74 AC, 73 CR, 74 ~0T, 72-73 J .n Rea - head room 1955 to 1974 ~iVf\ll\ (l\~!iA), 1955 to 1973 AI, 196:) to 74 r~, ~2 to 74 AC, i074 DO~, 1 97 3 C R , i 9 - 2 - 7 3 J 1 9 5 5 to 7 0 A N 22 F ron t i eq room 1955 to 1974 N\'i\L1\ (Ai"lf\ì, 1955 to 1974 A'N. 1955 to 1973 AI, 65 to 1974 A 72 to 74 AC. 1 9 7 ~ DO~, 1 a 7 3 C ~ , 7 2 - 7:1 J 2J Rear lea room 1 9 5 5 to 1 9 7 4 NP,IA ( k"Ll\), 1 9 5 5 t 0 1 9 7 3 A I , 65 to 1974 A, lQ55 to ie\70 A/'I, 1974 DOT, 1973 CR, la72 to 1974 AC 24 Front shoulder room 1955 to 1974 ~!V~!A (Ai"Ll\), 1965 to 74 A, 7 ~ to 74 AC, 65 to 73 J, 55 & 60, A!N AI, 197 4 ~Ol ..-, ~ Rear shouldcr room 1 9 5 5 to 1 q 7 d ~!P'll\ (A"L!\), 1 9 £) 5 to ì 4 A, 72 to 74 AC, 65 to 7:ì J, 55 & 60, ~. rx AI, :: q 4 DOT .: 6 Roominess factor 1955 to 1974 Camp, ~8 to -4 AC, 1955 to 1974 A/N, 55 to 19'3 J
46 TABLE 2-12 ATTRIBUTE SOURCE TABLE (continued)
27 Trunk space 1955 to 1974 MV~~ (A~~), 71 to 74 AC, 70-74 Eep, 74 DOT, 55-71 A/N, 65-73 A, 55-73 J 28 No. of passengers 1955 to 197d MVMA (A~A), 1955 to 1974 A/N, 1970 to 1974 ECP, la55 to 1~72 AI, 1 97 4 DOT 29 Hydrocarbon RCS ) 1965-1974 M\~ (AM) 30 Ni trogen OX ECS 1965 to 1974 ePE, 65-74 CPI, 1971 to 31 After treat RCS 1972 CB~~, 7l-72 CS 32 Hydrocarbon emissions J 33 co emissions 1974 & 1973 EPA 34 Nit..oqen ox emissions ..,, J:) Urban fuel economy 1 97 4 & 7 3 EP A , 1 955 to i 97 2 M~, 60- 7 2 RT, 65-72 R, 60-72 A, 60 to 7~ CD, 60 to 72 PS, 70-72 ECP, 60 to 68 CL 36 Drive cycle urban 1 97 4 - 7 3 EP A 37 High\\'ay fuel economy 197A & 73 EPA, 1955 to 1 a 7 2 ~~, 60- 7 2 RT, 65-72 R, 60 to 72 A, 60-72 CD, 60 to 72 PS, 70-72 ECP, 60 to 68 CL 38 Drive cycle highway 1974 & n EPA 39 Compos. fue 1 economy 1974 & 73 EPA, 1955 to 72 M.T, 60-72 RT, 65-72 R, 60 to 72 A, 60-72 CD, 60 to 72 PS, 70-72 RCF, 60 to 68 CL 40 Steady state 1955-74 NT, 60-74 RT, 6n-74 R, 60-74 PS, 70-74 CD, 60-74 A, 70 to 74 ECP, nO- 68 CL 41 ncceleration 0-60 i 95 5 - 7 4 MT, 6 0 - i 4 RT, 6 ~ - 7 4 R , 60 - 7 4 P S , 70- 74 CD, 60-74 A, 70-74 RCP, 60-68 CL, 60-70 PPT ,I -, "to' Passing (40-60 NPH) 1 9 5 5 - 7 4 ~iT, 60- 7 4 RT, 60- 7 4 R , 60- 7 4 p S , 70- 7 4 CD, 70-74 FCo, (0-7j A, 60-68 Cl j. -.) PassinG (35-55 ~!PH) 1 9 5 5 - 6 0 N7, 60 PS, F n n., 44 PassinG other 19'" 5-7 j ~lr, 6 0 - 7 4 R-, 60- 7 4 R, ~ 0 - 7 J P ~ . 70-74 CD, 70-7.1 riD, ';0-7..;, (;'ì-6S cr. . - 60-70 PPT 4 :1 ~lod~""l , ;:roduct ion \~O 1 .. 1 9 3 5 - 7 4 \\~ a r:~ s, c. 5, t\ Q ~ 7 i t c "7 o~ ~.., ~ ~ t 0 j 4 C, 65- -; 4 D, ¡ r¡ :. n -:2, 7:t t': h a - 7~: 0, 65-73 ~li 73 DL, l-, 55-~~ t!p., S5-6n ¡'_/~1 55 Al 46 Class Production \"01" 1955-74 Wards, 65, 68,71 tc 74 F, 71 to 74 C, h5-74 P, 70-72, 74 R, 68-74 0, f 5- i 3 ""1, 73 PL, D, 55-60 j\';, 55 1\1 4 j List price i 9 i 0 to 74 FCP, 55-73 t\/~J, 55-68 AI .: 8 Comrnen t 1 49 Cor:m!en t 2
47 TABLE 2-12 ATTRIBUTE SOURCE TABLE (continued)
ABBREVIATIONS
Key Source A Auto Car AC Auto Manufacturers Competitive Car Spec. AI Automotive Industries Statistical Issue A/N Automotive News Statistical Issue B Buick Division 01 General Motors Co. C Chevrolet Division of General Motors Co. CBMW Chil ton - BMW II Repair Manual CD Car and Driver CL Car Life Camp. Computations CPE Chilton - Motor/Age Professional Emission Diagnostic & Safety Manual CPI Chil ton Professional Import Automotive Repair Manual CR Consumer Reports Magazine CS Chil ton SAA 99 Repair Manual D Dodge Division of Chrysler Corp. DOT DOT/TSC 1975 Data Base ECP Ed~unds Car Prices EPA EPA Test Data from Federal Registers F Ford Division of Ford Motor Company J Judgement used in selective areas where hard data was not available t-1 Mercury Division of Ford Motor Company HB Mercedes Benz of North America MT !'10tor Trend t-1V!'lA (AMA) Motor Vehicle Manufacturers Association formerly A!'1A o Oldsmobile Division of General Motors Corp. P Pontiac Division of General Motors Corp. PL Plymouth/Chrysler Division of Chrysler Corpora tion PPT Pure Oil Performance Trials PS Popular Science R Road Test Magazine RT Road and Track h' h'ards
48 2.5 COLLATING AND DATA PROCESS ING Date accumulated during this project was collated ~nd recorded on maqnetic tape. Data has been del ivered on nine (9) track unlabeled tape, at a recordin(J mode of 800 BPI, conforming to 8-bi t EBCDIC interchanqe code. l\s sp~c i fied by contract, each tape has becn accompanied by a structure definition sheet and a file description. The definition sheet, file description, code tables and body class definitions folIo..' in
Tables 2 - 1 3 to 2 -1 6.
TABLE 2- 13 STRUCTURE DEPINITIO~ SHEET
1. Con tract 2. Data Ti Ie 3. Tape 10 4. Number of Blocks 5. l\umber of Records
49 CHILTON TABLEDATA PROCESSING 2-14 FILE SERVICES DESCRIPTION SYSTEM NAME DOT /TSC CONTRArT SYS. STEP NO. 300
SVS. STEP NAME TaDP ~nn\Tprl:; nn DA TE --1-- I i6 NEW -- REV ~
FILE DESCRIPTION FILE 10. FILE NAE DOT/TSC Historical Data Base REC. SIZE 295
DISK ORGANIZATION N/A FILE SEQ. N/A BLOCK SIZE 2950 FIELD TYPES = A-alphanumric; ILinteaer; R-real
IFLD SUB FI ELO NAtiE POSITION fi OF FLO DEC ;.i3BR. RE:1AR.I\S FLO FROM TO' BYTES TiP POS
01 00 Vehicle Ident. 1 11 11 A 0 VID
01 Recl 1 3 3 I 0 Sequent.
02 Manufacturer 4 6 3 A 0 Table A
03 Dom/ Imp 7 7 1 A 0 D or I
04 Body Class 8 6 1 I 0 Table B
05 Body Type 9 9 1 I 0 Table C
06 ~odel Year 10 11 2 I 0
02 00 Trans &. l Gears 12 14 3 A 0 TR
01 Transmis~ ion 12 12 1 A 0 02 l of Gears ~ 13 14 L. A 0 Just. Lft
03 00 Cubic Inch Disp 15 17 3 i 0 CID
04 00 Rear End Ra t io 18 21 4 R h 2 RP. 05 00 Eng. Type & . Cyl 22 23 2 A 0 CY
01 Type 22 22 1 A 0
02 .. Cylinders 23 23 1 I 0
06 00 Compress Ratio 24 27 4 R 1 CR
07 00 Stroke 28 31 4 R 2 STR
08 00 Eng ine HP 32 34 3 I 0 HP
09 00 Horsepower RPl-! 35 38 .. I 0 RPr1
10 00 Eng ine Torque 39 41 3 i 0 TOR
so C.HIL.TON TABLEDATA PROCESSING 2-14 FILE SERVICES DESCaIPTION (continued)
SYSTEM NAME~'J!=r rcmrT SYS. STEP NO. 300
SYS. STEP NAME Tape Conversion DATE--/-Z/H.NEW --REV_-
PILE DESCRIPTION FILE ID. FILE NAE DOT/TSC Historical Data Base REC. SIZE 295 DISK ORGAIZATION N/A FILE SEO. N/A BLOCK SIZE 2950 FIELD TYPES = A-alphanumric; I~integer; R-real
~LD SUB FIELD NAM POSITION ,. OF FLD DEC ABBR. RERKS FLD FROM TO BYTES TIP P~S 11 00 Torque RPM 42 45 4 I 0 RMT :: 00 Fuel Injection. 46 48 3 A 0 FI 13 Wheel Base 00' 49 53 5 R 1 we 14 00 Length 54 58 5 R 1 LT 15 00 Width 59 62 4 R 1 WD 16 00 Height 63 66 4 R 1 HT 17 00 Curb Weight 67 70 4 I 0 CWT 18 00 Inertia Weight 71 74 4 I 0 IWT 19 00 Front Seat Height 75 78 4 R 1 FSll 20 00 Front Head Room -. 79 82 4 R 1 FHR 21 00 Rear Head Room 83 86 4 R 1 RHR
22 00 Front Leg Room ' 87 90 4 R .L FLR ~ 23 Rear Leg Room 00 91 94 4 R 1 RLF, 24 00 Front Shoulder Rooi 95 98 . 4 R 1 FSR 25 00 Rear Shoulder Room 99 102 4 R 1 R,C;P. ."" --- 26 00 Roominess Factor 103 107 5 R 1 i RF 27 00 Trunk Space 108: 112 5 R 1 TS 28 00 l Passengers 113 114 2 i 0 PAS 29 00 Hydrocarbon ECS 115 117 3 A 0 EHC 00 Nitrogen OX ECS 130 118 120 3 A 0 ENO
51 CHIL.TON TABLEDATA PROCESSING2-14 FILE SERVICESDESCRIPTION (continued)
SYSTEM NAME DO /TSC CON'RAl' SVS. STEP NO. Jon sva. STEP NAME TAP~ rnUUDCTnu DATE ~I ~/7.NEW --REV.-
PILE DESCRIPTION FILE ID. PILE RAE DO/TSC HISTORICAL CATA BASE REC. SIZE 295 DISK ORGAIZATION N/A FILE SEQ. N/A BLOCK SIZE 2950 PIELD TYPES. A-alphanumric; I~integer; R-real
~D SUB FIELD NAM POSITION .. OF FLD DEC IABBR. RERKS FLD FROM TO' BYTES TYP P~S 31 00 After Treat ECS 121 123 3 A 0 EAT 32 00 Hydrocarbon Emis. 124 128 5 R 2 LHC 33 00 CO Emission 129 133 5 R 2 LCO 34 00 Nitrogen OX. Emis. 134 138 5 R 2 LNO 35 OC Urban Fuel Econ. 139 142 4 R 1 GEU 36 00 Dr i v'~ Cycle - Urb. 143 155 13 A a DCU 37 00 Highway fuel Econ. 156 159 4 R 1 GEH 38 00 Drive Cyc1e-Hghway 160 172 13 A 0 OCH 39 00 Compos. Fuel Econ. 173 176 4 R 1 GEC 40 00 Steady State 177 180 4 R 1 G50 41 00 Acceleration 181 185 5 R 2 A60 42 00 Passing (40-60mph) 186 189 4 R 1 AlP 43 00 Passing C35-55mph) 190 193 4 R 1 A2P 44 00 Passing (other) 194 197 4 R 1 A3P 45 00 Model Prod. Vol. 198 æ3 6 R 2 TP4 Thousand 46 00 Class Prod. VoL. 204 210 7 R 2 MS4 Thousand 47 00 List Price 211 215 5 I 0 MLP 48 00 Comment 1 216 255 40 A 0 COl 41' 00 Comment 2 256 295 40 A a COil
52 TABLE 2-15 CODE TABLES
TABLE A. MAUFACTURERS :
COMPANY VAUXHALL VAU AMRICAN MOTORS CORP. MC BRITISH LEYLAND SRI CHRYSLER CORP. eHR FORD MOTOR CO. FMC FIAT FIA GENERA MOTORS eoRP. GMC VOLKSWAGEN VWA TOYOTA TOY NISSAN (DATSUN) NSN MAZDA MAZ PORSCHE-AUDI -VOLKSWAGEN VWA MITSUBISHI (DODGE COLT) MTI VOLVO VOL HONDA HDA MERCEDES BENZ MBL SUBURU SUB BAVARIAN MOTOR WORKS BMW SAAB SBA PEUGEOT PEU STUDEBAKER STU AUSTIN HEALEY AHI FORD (ENGLISH) FME HILLMN HIL METROPOLITAN MET MORRIS MRS RENAULT REN SIMCA SIM WILLYS WLS TABLE B. BODY CLASS DESCRIPTION FILE CODE (VID)
MINI o S UBCOMP ACT 1 SPORTS 2 CDMP ACT 3 SPECIALTY COMPACT 4 INTERMDIATE 5 SPECIALTY INTERMEDIATE 6 STANDARD 7 SPECIALTY STANDARD 8 LUXURY 9 TABLE C. BODY TYPE:
D~~SCRIPTION FILE CODE (VID)
STANDARD o STATION WAGON 1 53 TABLE 2 -15 (continued)
CODE TABLES
TABLE D. HYDROCARBON EMISSION CONTROL SYSTEMS
TYPE FILE CODE (EHC) AIR INJECTION RECTOR (AIR PUMP) AIR
ENGINE MODIFICATION SYSTEM EMS
TABLE E. NOX EMISSIONS CONTROL SYSTEMS
TYPE FILE CODE (ENO)
EXHAUST GAS RECIRCULATING EGR
TRANSMISSION CONTROLLED SPARK TCS
TABLE F. AFTER TREATMENT EMISSION CONTROL SYSTSMS
TYPE FILE CODE (EAT)
CATALYTIC CONVERTER CAT
THERML REACTOR THM
5-1 TABLE 2-16 BODY CLASS DEFINITION
DOT VEHICLE DATA BANK File Code Body Class Definition
o Mini Under 80 inch wheelbase
1 Sub Compact 80 - 100 inches wheelbase
2 Sport Two passenger sports design. May not be high perfcrmance in acceleration chara~teristics - but will be a sports car by design. Examples are: MGB, Spitfire, TR7, 914 Porsche, Corvette, Pantara, etc. 3 Compact 101 - 111 inches wheelbase, 1965 to 1974 101to 114 inches 1955 and 1969
4 Specialty Compact Compact category wheelbase, but of sporty nature, limited to two-door body config- uration and 2+2 or four passenger seating. Examples are: Camaro, Firebird, Mustang
5 Intermediate 112 - 119 inches wheelbase, 1965 to 1974' Class does not exist 1955 and 1960
6 Special ty Intermediate Intermediate category wheelbase, but of more sporty design, limited to two-door body configuration and 2+2 or four passenger seating. . Examples are: Monte Car 10, Cordoba and Cougar.
7 Standard 120 inches wheelbase up for 1965 to 1974 except for luxuries and specialty standards. The basic full-size car. 114 and over for 1955 and 1960.
8 Special ty Standard Standard category wheelbase but of more sporty design, normally limited to two door design (four door Thunderbird is exception) and with five or six passenger capacity. Special body differing from standard car line.
9 Luxury The high priced cars aimed at the buyer who can spend a lot of money for extra refinements and appointments. Usually the largest cars but in all cases the most expensive cars.
55/56 3. CONCLUSIONS Data was collected, correlated and collated covering the defined attributes of the physical, operating, performance, and economy characteristics for the model years 1955,
1960, 1965, 1968, 1970 through 1974 and for the vehicle configurations representative of the total fleet for the
Uni ted States. Characteristics were documented for over 1000 vehicle configurations for all attributes for which information was available or could be reasonably extra- polated from available information. With the addition of this data base to the existing DOT automotive data base, the ability of the Transportation
Energy Efficiency Program to support DOT pol icy maki~q decisions has been greatly enhanced.
57/58 4. RECOMMENDATIONS
In order to sustain the ability of the DOT to make policy
decisions based on most current information this data base information should be up-dated annually to reflect the most recently available information. The necessary data to perform this task should be available by the end
of the calendar year of the subject model year. The data could be collected, correlated and collated by the end of
the first quarter of the year fol lowing the subject
model ye~r. Unfortunately the last data available (model year production information) is one of the first pieces , of information needed to select representative configurations. Because of the obvious need to extend controls to other
types of transportation such as light trucks and vans, a
similar data base should be created as a source of automotive characteristics most commonly used in research analyses and
discussions concerning automotive energy consumption. The study vhould include coverage of recent years to accumulate the base line characteristics of the subject vehicles.
. .
59/60 APPENDIX A REPORT OF INVENTIONS
i i Contract DOT-TSC-ll74 concerned the collection of !
I existing data on automobile characteristics. i Al though some extrapolation and/or interpretation of data was i i I used by the contractor as part of the methodology for ¡ i task completion, no "subject inventions" were .ichieved i i during the performance of work on this contract. i " I ¡
61/62 APPEND I X B EXHIBITS
r:XHIBIT I ~~:-.;"~:'''~,. '.. ..-",L. \. \~.. ~ :.~:. +'...(.~ ' :',-, ../~ \ : :¿.//~.,! RtttWEà" JU' '.- /".~!.\ \ :-.:.,.": t. r,'.,. l:2 1976.-" - .-l 'f''\ ~\ ' i..t..., ..,(.r -"'~l"""'.. \".. '-\' ..i 'i i-.f ~Tuiy 9, 1916 \'~ C/,li "". 'l:~)/ I'~~. 1). F. I'lcG('.rr:t ~~;;'# Car Dbtr! bution ~.--.." Bui.ck notor Division j!'lint i HI i:i3s,n
:)(,f",r Hr. r!cG:UT'J: i'::E''l.3C ad'lL;e for ,"+',q.t:('tjc:ÙP1:tOG'?~ thf' fo) l')',Tinr' inf')~::tion :'~!' ~11r t.i:l!: :J!10'1" ("01''-'''''' ..+,; nn r.,.i,: ,.~r I ,T11' Y a i i Q7rr .
,. InJ ¡':ode1 Year:
~1roduction au...nti ty "f Century f'eries ,,5.th 3~O (JTn cngin0 Production CJui:nti ty of ¡if' ~:~:i,h!' l'e"'i"'~ ',iith 3!)O CID enp,nC'
1?T' ¡.cd~i Yn-i.r:
P!'octuction rrH"1nti ty of ;'kyl,"'rk ('cries ',iith 350 (aD ",ng::no ~)roduction nurJiti ty of 10 S",r-.re series '"i th 3S0 roIl) (mgin.'!
1971 I:od,. 1 Ye;\r:
l)roduc f:iorr ounntit;y af :::k:rl:rk pcri0S '.d. th 350 GIli cnR'ine ;'::oc1uction (mmtì ty of 10 ~).'J.hre ::eri0~ \Ii th )~O GTD 0n~in0
in!) Lod,?l Y0P.r:
ProductiOr: r:u"'ntit~" of ~òkyL1.rk i:0::i.~~ ',d.th 35() GID (mr,inA ::'':r:~1tction ,:uanti t:, of L'_, ~io.hre fH)r'i.I):~ 'ii th 3Sn eii) en.j'in0
'i.lh--.nk ~'-"1t f01' ,'0U~' hE''I"1.
'.rQ.,~.t ,.. 11 'l 1,our~: , ,- . , . /1/.' iéh I~()
fJG: ~:c
Chilton Company/Radnor. Pennsylvania. 19089215-687-8200
63 EXHIBIT II CHRYc:LEL~ riARS SEI"Ë:èTEP FÒRDÀTA èAGe;
Dofuestic IiiHtiâ or BÔd'¡, Inèftia i4êight Imported 1.1an L1 fad tUre i Division Model CCas.s 'type Curb; 14èight ciß.ss ,!ng...neí; .." ,.. TfâfilL Piôi:lJêß i6M
o Chrysler Ply/Dod 'fa I/Oat COl1P STD 3222 3522 35C9 19 a 1\3 " " 3211 3511 3500 225 M3 3216 3516 3500 225 A3 3327 3627 4000 318 Â.3
&& D Chr,/s Lei Ply/Dod Sâ t:/coro INT STD 3752 4052 4000 225 A3 "' Charger
" " 3817 4it7 4000 HE! A3 3875 4175 4000 360 A3 3974 4274 4500 400 À3 " " 4104 4404 " 4500 440 Â3 51'1 4382 46e2 4500 318 A3 D Chrys I VI' Ply/DÖd Bar/(:haJ SPEC STD 3478 1'178, 4Ö00 318 1'3 eor-1p " 34 52 3752 400n " " 318 À3 3684 3984 4000 3G (J M4 3647 )947 4000 À3 D Chrysl.er Pi r/Dod f'u/r.1on 5TD STD 439:' 4694 4500 360 flJ ChI' C'nr " 4,197 4 79 7 5000 400 fl3 45.15 4845 5000 440 ,'\3 51../ S069 5369 5500 400 fl3
D CCir Chrysler Imp LUX 5TD 5095 5395 '350 () 440 1\ 3 EXHIBIT III PASSE'NGER'CAR DHmNSIONS E)'''E1UORCARAND BODY.. DIMENSIONS , "\ l
TrF'l-i"'?¡WWJ i:.. I....! i¡,\:Oè''''''.'l M ',7~C;(1 ; '; !.1 "~!,.¡..,,- - . --..l.''- \1. ~+ I '''--q ¡ ';..);' ~ 1,...... "" , :i ,~l -- l"-' ~ _. i ...,- ~ ,--I ~, j .' II ~--~, ._. - -~ ~.------_c-._.o_-~-_:.'~-"_L- ~- - -~---.----- _.~- ~-~----"---- L-- . .. GG ~ 11 I\
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INTERIOR CAR AND BODY Dn-1ENSIOr1~j WI FfDnn CDDt. .. c..t. --- - /F+-V¿¡ 1--T- Pp- -r-- ~J., J!7k. "~33~-:-./ \~i~ ~. ~. '~i!/~... i'. ;....c,!...~.~.'..:). .','.. .'. ",' --"i.~---~_:- ~ - :'- ii~" *-~:~.:~. '.~/r:: --. ------. - ~~.------~--i jc~~~ Thirt Set , ~'" '. '.;'f~~ -', ~ \.,t'\'" ~ =-,~i ,-' ,\ ',,,,, /;f--'" -: ~ ~ir -:=- L. ~~ '\----=~ ~... ----: \~~,:è~;' ~ - ~ -_.:.._- '---~------"-' C8rg !i .-- ---
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65 rE~K~2!J LT~_~_J ~E_Ri'S ! í .FT
f8Ur8~î ~.=~~~... 1 ¡ t t- D -:Dl!~.e IL
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¡ FiN ENO F'N -- r r EAT FiN LHC ¡ FON LCO Fil LNO ;t' - 1::t\6 ;4-----lS":16 1-8" --~ - tt Ï4 t~\6 ~O ;-4 .~ 1(, 0 , 3 :; îii l~tir. - ?i !3 ¡ t i 3 2 .
, ¡ 3 3 i ¡ i ' I 3 4 i I .-' l F 'N GEU F'N DCU F N GEH =t4-.T5t-6~ ---~'-¡ 'i'ã- t-5't~ .-- 3,5 -~8 Ï4 t;~,ui .. t -_J ,316 3 7 1 , .
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FiN MLP F'N C02 COMMENT 1 :14 .¡ i~rtt; ~¡¡ 14 1-5 It; ?O JO 40 ----~ 4 7: '4 8 5(1 L .J._. i t I i I i I i i ii i I i i i i i i i I ¡ , i ¡ I 1 i : ¡ : : i 1 j 1.1 .F'N COI COMMENT 4' ""'4 l:; \ti 10 30 40 ,419, t t I i 1 i , ,,0 ~~ I I I l L ! rORM li0-1 '16 '6 ;;ñ! i i i L ! 1 -t l i L 1 -L !
66 - STAI&8fØI-8AnNG---EXHIBIT V I 1II'IPAi- .
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AUTOMOTIVE INDUSTIIIES. ""i:h 15. 1.71
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A\JTOWClrtvi ,l\OU5T1UES M..,cI. 15 1971 130 cop ies 68
Reproduced from best available copy.