Olson Engineering, Inc. SUMMARY REPORTallanze.com/pdfs/ToyotaReport.pdf · Olson Engineering, Inc. SUMMARY REPORT ... Penske tractors are equipped with automobile transport modifications

[ 1A division of

(2JOlson Engineering, Inc.

SUMMARY REPORT

Exhaust Emissions andFuel Economy Testing

Of

Five TOYOTAIPENSKE Truck Tractors Powered byCaterpillar C-12 Diesel Engines

A Joint Project of

Toyota Motor Company andRentar Environmental Solutions, Inc.

February, March and April 2003

1370 South Acacia Avenue(714) 774-3385 •

www.etsusa.net

Fullerton, Californ ia 92831Fax (714) [email protected]

Introduction:

[ )

This report provides exhaust emission and fuel economy data from Penske heavy-dutytruck tractors used by the Toyota Motor Company in California to transport theirautomobiles. It was a three-phase project.

Phase I: Measure exhaust emission and calculate fuel economy fromPenskefToyota trucks taken directly from Toyota automobile transportoperations in "as-received" conditions.

Phase II: Install the Rentar in-line fuel catalyst. Accumulate normalover-the-road mileage with Toyota drivers in typical automobiletransport operations.

Phase III: After several thousand miles of commercial operation remeasure exhaust emissions and fuel economy with exactly the sametest procedures as used in Phase I.

This project was sponsored by the Toyota Motor Company and Rentar EnvironmentalSolutions, Inc. as part of a joint continuing effort to reduce pollution from over-the-roadtruck operations.

Project Objective:

The specific objective of this three-phase testing project was to quantify reductions inexhaust emissions and fuel consumption for Toyota automobile truck transporters innormal operation that can be attributed to retrofit operation with Rentar in-line FuelCatalysts.

Project Scope and Test Vehicles:

The testing project involved five heavy-duty truck tractors taken out of normal service.All trucks were powered by the same model Caterpillar C-12 diesel engine. ThesePenske tractors are equipped with automobile transport modifications and include the"fifth wheel" for car carrying trailer connection. Each tractor was driven by dual (transaxle) drives, but the drive-line to the rear drive was disconnected by Toyota prior toarrival for testing at the laboratory location to facilitate chassis dynamometer operation.


www.etsusa.net

Fullerton, California 92831Fax (714) [email protected]

Test Protocol:

( 1

The test data were all obtained by measuring emissions and fuel consumption whileoperating the truck tractors over a standard transient cycle chassis dynamometer testingsequence. In addition, a follow-on separate measurement of emissions and fuelconsumption was accomplished while operating the trucks at a steady-state speed of 40miles/hour on the chassis dynamometer with steady-state power loading of 45 HP.Finally, snap-idle and steady-state opacity measurements were made by a standardprocedure using a Wager opacity instrument. The transient cycle used in this projectwas developed by the Environmental Protection Agency (EPA) and is labeled UDDS-HDwhich stands for Urban Dynamometer Driving Sequence-Heavy Duty. The California AirResources Board (CARB) has approved this testing protocol for evaluation of retrofitdevices to reduce pollution from medium and heavy-duty diesel engines. A graphicalpresentation of the cycle is shown in the enclosed figure. Each test involves operatingthe trucks for 1060 seconds over a transient cycle reaching speeds of 58 MPH. Thetotal distance is 5.5 miles and the average speed is 18.86 MPH.

Dilute exhaust emissions of hydrocarbons (THC), carbon monoxide (CO), oxides ofnitrogen (NOx), carbon dioxide (C02) and particulates (PM) were captured by use of astandard CVS dilution sampling system and measured with standard Horibainstrumentation . Fuel economy was calculated by the conventional carbon balancemethod and all emissions were corrected for dilution, temperature , humidity andbarometric pressure in exact accordance with the applicable Code of FederalRegulations as specified in CFR 40 Part 86. All testing was done using the diesel fuel inthe tank when the trucks were delivered . It was assumed that this fuel from the Toyotasupply system was California standard No.2 diesel fuel. No fuel sampling or analysiswas conducted for any of the tests.

Triplicate tests for each testing condition were conducted on each truck tractor to provideaverages that allow comparison of data confidence at the 95% probabil ity level.

Dynamometer loading for these tests involved inertia weights of 8,875 pounds andpower settings of 45 horsepower at 50 miles per hour. These are the limits of thedynamometer capability and represent a relatively light load for the trucks that weretested considering that these tractors are capable of haulinq loads up to 80,000 pounds.However, it should be remembered that in the prescribed comparison testing, they weretested in Phase III with exactly the same loading under exactly the same conditions as inPhase I. Accordingly , the relative data comparisons can be meaningful, especially whenthese trucks are operating empty or under relatively light load conditions.

After the emission testing was completed in Phase I a Rentar in-line Fuel Catalyst wasinstalled on each truck engine and the trucks were returned to normal service. Aftermileage accumulation in Phase II the truck tractors were returned for Phase III emissionand fuel consumption testing.


www.etsusa.net


Test Facility:

[ 1

All testing was accomplished by Emission Testing Services (ETS), a division of OisonEngineering, Inc. at their ECOlogic Engine and Emissions Testing facility in Fullerton,California. Both ETS and ECOlogic are recognized and listed by the California AirResources Board (CARB) as capable emission test laboratories . EPA listing andrecognition also exists.

Test Results :

The final test results for the five vehicies are summarized in the enciosed summarytable . Triplicate tests were conducted for the Phase I baseline data as well as for thePhase III data that were measured after mileage accumulation with the Rentar in-lineFuel Catalyst installed. The enciosed summary tabie provides the calculations ofpercent improvement in emissions and fuel consumption using the averages of triplicatemeasurements from each truck comparing the Phase III data after mileage accumulationwith the Rentar device installed to the baseline data measured in Phase I. The standarddeviation for the five truck average improvement and the 95% confidence limits aroundthe five truck averages are shown. The 95% confidence limits define the plus/minusboundaries for the five truck averages in each case with 95% confidence.

Detailed emission and fuel consumption data for each of the triplicate tests for eachtruck are provided in five separate reports and form the basis for the summary data inthis summary report.


www.etsusa.net


(

Summary of Average ImprovementsWhen Operating with the Rentar Fuel Catalyst Compared to Baseline Diesel Fuel Only

Exhaust Emission and Fuel Consumption Data

Toyota/Penske Tractors for Hauling Toyota Au tomobi les

Powered by Caterpillar C-12 Diesel Eng ines

Average Of 5 TrucksChassis Dynamometer Testing with 8,875 pounds Inertia and 45 HP Absorption

Hot-Start UDDS-HD

% IMPROVEMENT GRAMS PERMILE GRAMS MPG

THC CO CO2 PM FuelTruck No.

1 10.8 6.7 -1.2 17.5 1.02 30.1 12.0 1.8 35.0 1.93 -24.5 9.5 5.9 -17.9 6.34 12.8 10.5 3.4 -2.7 3.75 22.1 10.8 2.7 2.7 2.9

Avg. % 10.3 9.9 2.5 6.9 3.2

Std. dev. 20.9 1.8 2.3 18.0 1.895% C.L. 18.3 16 2.0 15.8 1.6

40 MPH Steady-State% Improvement

1 46.8 35.6 2.8 27.5 3.32 38.8 30.8 10.5 40.5 12.13 31.6 34.7 14.1 58.3 16.74 26.4 28.0 10.1 26.7 11 .55 40.5 38.6 11.1 579 12.8

Avg.% 36.8% 33.5% 9.7% 42.2% 11 .3%

Std. Dev. 7.95 3.7 3.7 13.9 4.495% C.L. 7.0 3.2 3.2 12.2 3.9

Note: The 95% confidence iimits (C.L.) define the plus/minus boundaries formean averages of the five trucks with 95% confidence.

1370 South A cacia Avenue(714) 774-338 5 •

www.etsusa .net

FUllerton , Californ ia 928 31Fax (714) [email protected]

Joel S. Ratner

Highlight

Joel S. Ratner

Highlight

Joel S. Ratner

Highlight

( :z 1

OPACITY RATINGS

TRUCK # 1 2 3 4 5

Phase I Baseline Testing 5 5 3 4 4

Phase II (after mileage 3 4 2 2 3accumulation with theRentar FuelCatalyst)IMPROVEMENT 40% 20% 33% 50% 25%


www.ets usa .net

Fullerton, Cal ifornia 92831Fax (714) [email protected]

Joel S. Ratner

Highlight

[ 1A division of

(~] Olson Engineering, Inc.

FINAL REPORT


Of

TOYOTAIPENSKE Truck Tractors Powered byCaterpillar C-12 Diesel Engines

Results for Truck No.1Engine I.D. NO.1FVHBGAS11HJ15154

A Joint Project of


February , March and April 2003


www.etsusa.net


( 1A division of

(~JOlson Engineering, Inc.

Introduction:

This report provides exhaust emission and fuel economy data from Penske heavy-dutytruck tractors used by the Toyota Motor Company in California to transport theirautomobiles . It was a three-phase project.

Phase I: Measure exhaust emission and caiculate fuel economy fromPenskerroyota trucks taken directly from Toyota automobile transportoperations in "as-received" conditions.



This project was sponsored by the Toyota Motor Company and Rentar EnvironmentalSolutions, Inc. as part of a joint continuing effort to reduce pollution from over-the-roadtruck operations .

Project Objective:



The testing project involved five heavy-duty truck tractors taken out of normal service.All trucks were powered by the same model Caterpillar C-12 diesel engine. ThesePenske tractors are equipped with automobile transport modifications and include the"fifth wheel" for car carrying trailer connection. Each tractor was driven by dual (transaxle) drives, but the drive-line to the rear drive was disconnected by Toyota prior toarrival for testing at the laboratory location to facilitate chassis dynamometer operation .

Test Protocol:


www.etsusa.net


( 1

The test data were all obtained by measuring emissions and fuel consumption whileoperating the truck tractors over a standard transient cycle chassis dynamometer testingsequence. In addition, a follow-on separate measurement of emissions and fuelconsumption was accomplished while operating the trucks at a steady-state speed of 40miles/hour on the chassis dynamometer with steady-state power loading of 45 HP.Finally, snap-idle and steady-state opacity measurements were made by a standardprocedure using a Wager opacity instrument. The transient cycie used in this projectwas developed by the Environmental Protection Agency (EPA) and is labeled UDDS-HDwhich stands for Urban Dynamometer Driving Sequence-Heavy Duty. The California AirResources Board (CARB) has approved this testing protocoi for evaluation of retrofitdevices to reduce pollution from medium and heavy-duty diesel engines . A graphicalpresentation of the cycle is shown in the enclosed figure. Each test involves operatingthe trucks for 1060 seconds over a transient cycle reaching speeds of 58 MPH. Thetotal distance is 5.5 miles and the average speed is 18.86 MPH.

Dilute exhaust emissions of hydrocarbons (THC), carbon monoxide (CO), oxides ofnitrogen (NOx), carbon dioxide (C02) and particulates (PM) were captured by use of astandard CVS dilution sampling system and measured with standard Horibainstrumentation . Fuel economy was calculated by the conventional carbon balancemethod and all emissions were corrected for dilution, temperature, humidity andbarometric pressure in exact accordance with the applicable Code of FederalRegulations as specified in CFR 40 Part 86. All testing was done using the diesel fuei inthe tank when the trucks were delivered. It was assumed that this fuel from the Toyotasupply system was California standard No.2 diesei fuel. No fuel sampling or analysiswas conducted for any of the tests.

Triplicate tests for each testing condition were conducted on each truck tractor to provideaverages that allow comparison of data confidence at the 95% probability ievel.

Dynamometer loading for these tests invoived inertia weights of 8,875 pounds andpower settings of 45 horsepower at 50 miles per hour. These are the limits of thedynamometer capability and represent a relativeiy light load for the trucks that weretested considering that these tractors are capable of hauling loads up to 80,000 pounds.However, it should be remembered that in the prescribed comparison testing, they weretested in Phase III with exactly the same ioading under exactly the same conditions as inPhase I. Accordingly , the reiative data comparisons can be meaningful , especially whenthese trucks are operating empty or under relatively light load conditions.

After the emission testing was compieted in Phase I a Rentar in-line Fuel Catalyst wasinstalled on each truck engine and the trucks were returned to normai service. Aftermileage accumulation in Phase II the truck tractors were returned for Phase III emissionand fuel consumption testing.


www.etsusa.net


Test Facility:

[ )

All testing was accomplished by Emission Testing Services (ETS), a division of OlsonEngineering, Inc. at their ECOlogic Engine and Emissions Testing facility in Fullerton,California. Both ETS and ECOlogic are recognized and listed by the California AirResources Board (CARB) as capable emission test laboratories. EPA listing andrecognition also exists.

Test Results:

The final test results for the vehicle identified in this report are summarized in theenclosed table. All NOx data are reported in a separate document. Triplicate tests wereconducted for the Phase I baseline data as well as for the Phase III data that weremeasured after mileage accumulation with the Rentar in-line Fuel Catalyst installed. Theenclosed summary tabie provides the data for individual tests from Phase III, but onlythe averages of triplicate tests from Phase i are listed. The standard deviation for eachset of triplicate measurements, the averages and the 95% confidence limits around theaverage are shown. The 95% confidence limits define the plus/minus boundaries for thetriplicate averages in each case with 95% confidence.

Finally the differences and percent improvement between averages from baseline tooperation with the Rentar in-line Fuel Catalyst are shown for comparison purposes.


www.etsusa.net

Fullerton, California 92831Fax (714)[email protected]

[ 1Table 1 - 1b

Exhaust Emission and Fuel Consumption DataToyota/Pens ke Tractor for Hauling Toyota Automobiles

Powered by a Caterpillar C-12 Diesel Eng ine

Truck No.1 -- Engine 1.0. No.1FVHBGAS11HJ15154

Chass is Dynamometer Testing with 8,875 pounds Inertia and 45 HP Absorption

Engine w as Equipped with the Renta r In-Line Fuel Catalyst after Baseline Testing

Note: NOx data for this truck ls reported in a separate document

Hot-Start Transient UDDS-HD

------ GRAMS PER MILE -------- GRAMS MPG

Test No Mileage THC CO CO2 PM Fuel

1 288119 0.618 3.077 850.84 0.0032 12.042 288131 0.684 3.227 851.57 0.0035 12.023 288143 0.700 3.229 855.66 0.0032 11.96

Std. Deviation 0.043 0.087 2.60 0.0002 0.04

95% C.L. 0.049 0.098 2.940 0.0002 0.048Avg. with Rentar Device 0.667 3.178 852.690 0.003 12.01Baseline Avg. 0.748 3.406 842.510 0.004 12.13Difference -0.081 -0.228 10.180 -0.001 -0.123

% Improvement 10.8 6.7 -1.2 17.5 1.0

40 MPH Steady StateWith 45 Horsepower Absorption

1 288125 0.237 1.800 608.13 0.0015 16.882 288137 0.273 1.835 611.65 0.0009 16.783 288149 0.294 1.855 617.26 0.0013 16.62

Std. Deviation 0.029 0.028 4.60 0.0003 0.13

95% C.L. 0.042 0.032 5.21 0.0003 0.15

Avg. with Rentar Device 0.268 1.830 612.35 0.0012 16.76Baseline Avg. 0.504 2.843 629.71 0.0017 16.22Difference -0.236 -1.013 -17.363 -0.0005 0.540

% Improvement 46.8% 35.6% 2 .8% 27.5% 3 .3%

Note : The 95% confidence limits (C.L.) define the plus/minus boundaries forthe mean average in each case with 95% confidence

1370 South Acacia Avenue FUllerton , Cal ifo rn ia 92831(714) 774-3385 • Fax (714) 774-4036

www.etsusa.n et [email protected]

[

Opacity measurementswith the Standard Wager Opacity Meter

Mileage270,617288,149

Average RatingBaseline 5With Rentar Device 3

Total miles of Operation with the Rentar In-Line Fuel Catalyst Installed: =17,532


www.etsusa.net


( " )A division of

(:tJOlson Engineering, Inc.

FINAL REPORT


Of


Results for Truck No.2Engine 1.0. No. 1FVXTWEB4YHG33088

A Joint Project of



1370 South Acacia Avenue(714) 774-3385 +

www.etsusa.net


( ."

1A division of


Introduction:


Phase I: Measure exhaust emission and calculate fuel economy fromPenske/Toyota trucks taken directly from Toyota automobile transportoperations in "as-received" conditions.

Phase II: Install the Rentar in-line fuel catalyst. Accumulate normalover-the-road mileage with Toyota drivers in typical automobiletransport operations .



Project Objective:



The testing project involved five heavy-duty truck tractors taken out of normal service.All trucks were powered by the same model Caterpillar C-12 diesel engine . ThesePenske tractors are equipped with automobile transport modifications and include the"fifth wheel" for car carrying trailer connection . Each tractor was driven by dual (transaxle) drives, but the drive-line to the rear drive was disconnected by Toyota prior toarrival for testing at the iaboratory location to facilitate chassis dynamometer operation .

1370 South Acacia Avenue(714) 774·3385 •

www.etsusa.net


Test Protocol:

( 1


Dilute exhaust emissions of hydrocarbons (THC), carbon monoxide (CO), oxides ofnitrogen (NOx), carbon dioxide (C02 ) and particulates (PM) were captured by use of astandard CVS dilution sampling system and measured with standard Horibainstrumentation. Fuel economy was calculated by the conventional carbon baiancemethod and all emissions were corrected for dilution, temperature , humidity andbarometric pressure in exact accordance with the applicable Code of FederalRegulations as specified in CFR 40 Part 86. All testing was done using the diesel fuel inthe tank when the trucks were delivered. It was assumed that this fuel from the Toyotasupply system was California standard No.2 diesel fuel. No fuel sampling or analysiswas conducted for any of the tests.

Triplicate tests for each testing condition were conducted on each truck tractor to provideaverages that allow comparison of data confidence at the 95% probability level.

Dynamometer loading for these tests involved inertia weights of 8,875 pounds andpower settings of 45 horsepower at 50 miles per hour. These are the limits of thedynamometer capability and represent a relatively light load for the trucks that weretested considering that these tractors are capable of hauling loads up to 80,000 pounds.However, it should be remembered that in the prescribed comparison testing, they weretested in Phase III with exactly the same loading under exactly the same conditions as inPhase I. Accordingly, the relative data comparisons can be meaningful, especially whenthese trucks are operating empty or under relatively light load conditions.

After the emission testing was completed in Phase I a Rentar in-line Fuel Catalyst wasinstalled on each truck engine and the trucks were returned to normal service. Aftermileage accumulation in Phase II the truck tractors were returned for Phase III emissionand fuel consumption testing .


www.etsusa.net


Test Facility:

( 1

All testing was accomplished by Emission Testing Services (ETS), a division of OlsonEngineering , Inc. at their ECOlogic Engine and Emissions Testing facility in Fullerton ,California . Both ETS and ECOlogic are recognized and listed by the California AirResources Board (CARB) as capable emission test laboratories. EPA listing andrecognition also exists.

Test Results:

The final test resuits for the vehicle identified in this report are summarized in theenclosed table. All NOx data are reported in a separate document. Tripl icate tests wereconducted for the Phase I baseline data as well as for the Phase iii data that weremeasured after mileage accumulation with the Rentar in-line Fuel Catalyst installed. Theenclosed summary table provides the data for individuai tests from Phase iii , but onlythe averages of triplicate tests from Phase I are listed. The standard deviation for eachset of triplicate measurements, the averages and the 95% confidence limits around theaverage are shown. The 95% confidence limits define the plus/minus boundaries for thetriplicate averages in each case with 95% confidence.



www.etsusa.net

Fulierton, California 92831Fax (714) [email protected]

( )p1

TABLE 1-2bExhaust Emission and Fuel Consumption Data

Toyota/Penske Tractor for Hauling Toyota Automobiles

Powered by a Caterp ill ar C-12 Diesel Engine

Truck No.2 -- Engine 1.0. No . 1FVXTWEB4YHG330BB

Chassis Dynamometer Test ing with 8,875 pounds Inertia and 45 HP Absorption

Note: NOx data for this truck is reported in a separate document

Hot-Start Transient UDDS·HD

----- GRAMS PER MILE -------- GRAMS MPG

T es t No M ileage THC CO CO2 PM Fuel

1 466944 0.224 2.642 865.59 0.0021 11.852 466956 0.418 2.728 877.02 0.0035 11.703 466968 0.470 2.661 874.22 0.0019 11.74

Std. Deviation 0.130 0.037 4.864 0.0007 0.06

95% C.L. 0.1 47 0.051 6.742 0.0010 0.091Avg. with Rentar Device 0.371 2.677 872.28 0.003 11.76Baseline Avg. 0.530 3.043 887.88 0.004 11.54Difference -0.1 59 -0.366 -15.603 -0.001 0.223

% Improvement 30.1 12.0 1.8 35.0 1.9


2 466962 0.181 1.501 582.28 0001 1 17.663 466974 0.183 1.447 582.9 0.0010 17.644 466978 0.198 1.527 597.25 0.0004 17.21

Std. Deviation 0.009 0.040 7.33 0.0003 0.22

95% C.L. 0.010 0.022 1.844 0.0002 0.05Avg. with Rentar Device 0.187 1.492 587.48 0.0008 17.50Baseline Avg. 0.306 2.156 656.50 0.0014 15.62Difference -0.11 9 -0.664 -69.023 -0.001 1.883

% Improvement 38.8% 30.8% 10.5% 40.5% 12.1%

Note: The 95% confidence iimits (C.L.) define the pius/minus boundaries forthe mean average in each case with 95% confidence

1370 South Acacia Avenue(714) 774-33B5 •

www.etsusa.net

Fu llerton, Californ ia 92B31Fax (714) [email protected]

[ 1

Opacity Measurementswith the Standard Wager Opacity Meter

Mileage449,587466,978




www.etsusa.net


( 1A division of


FINAL REPORT


Of

TOYOTAIPENSKE Truck Tractors Powered byCaterpillar C·12 Diesel Engines

Results for Truck No.3Engine 1.0. No.1 FVXTWEBXYHG33094

A Joint Project of



A division of


www.etsusa.net

Fullerton, California 92831Fax (714) 774·[email protected]

l(3JOlson Engineering, Inc.

Introduction:

This report provides exhaust emission and fuel economy data from Penske heavy-dutytruck tractors used by the Toyota Motor Company in California to transport theirautomobiles. It was a three-phase project.

Phase I: Measure exhaust emission and calculate fuel economy fromPenske/Toyota trucks taken directly from Toyota automobile transportoperations in "as-received" conditions.




Project Objective:





www.etsusa.net

FUllerton, California 92831Fax (714) [email protected]

Test Protocol:

( ::1


Dilute exhaust emissions of hydrocarbons (THe), carbon monoxide (CO), oxides ofnitrogen (NOx), carbon dioxide (C02) and particulates (PM) were captured by use of astandard CVS dilution sampling system and measured with standard Horibainstrumentation . Fuel economy was calculated by the conventional carbon balancemethod and all emissions were corrected for dilution, temperature , humidity andbarometric pressure in exact accordance with the applicable Code of FederalRegulations as specified in CFR 40 Part 86. All testing was done using the diesel fuel inthe tank when the trucks were delivered . It was assumed that this fuel from the Toyotasupply system was California standard No.2 diesel fuel. No fuel sampling or analysiswas conducted for any of the tests.


Dynamometer loading for these tests involved inertia weights of 8,875 pounds andpower settings of 45 horsepower at 50 miles per hour. These are the limits of thedynamometer capability and represent a relatively light load for the trucks that weretested considering that these tractors are capable of hauling loads up to 80,000 pounds.However, it should be remembered that in the prescribed comparison testing, they weretested in Phase III with exactly the same loading under exactly the same conditions as inPhase I. Accordingly, the relative data comparisons can be meaningful, especially whenthese trucks are operating empty or under relatively light load conditions.



www.etsusa.net


Test Facility:

( ., )

All testing was accomplished by Emission Testing Services (ETS), a division of OlsonEngineering, Inc. at their ECOlogic Engine and Emissions Testing facility in Fullerton,California. Both ETS and ECOlogic are recognized and listed by the California AirResources Board (CARB) as capable emission test laboratories . EPA listing andrecognition also exists.

Test Results:

The final test results for the vehicle identified in this report are summarized in theenclosed table. All NOx data are reported in a separate document. Triplicate tests wereconducted for the Phase I baseline data as well as for the Phase III data that weremeasured after mileage accumulation with the Rentar in-line Fuel Catalyst installed. Theenclosed summary table provides the data for individual tests from Phase 111 , but onlythe averages of triplicate tests from Phase I are listed. The standard deviation for eachset of triplicate measurements , the averages and the 95% confidence limits around theaverage are shown. The 95% confidence limits define the plus/minus boundaries for thetriplicate averages in each case with 95% confidence.



www.etsusa.net

Fu1lerton, California 92831Fax (714)[email protected]

( 1TABLE 1-3b

Exhaust Emission and Fuel Consumption DataToyota/Penske Tractor for Hauling Toyota Automobiles

Powered by a Caterpillar C-12 Diesel Engine

Truck No.3 -- Engine I.D. No. 1FVXTWEBXYHG33094

Chassis Dynamometer Testing with 8,875 pounds Inertia and 45 HP AbsorptionNote: NOx data for this truck is reporled in a separate document

Hot-Start Transient UDDS-HD

------ GRAMS PER MILE -------- GRAMS MPG

Test No

123

Mileage

408655408666408679

THC

0.5730.6120.611

co

2.8752.9112.858

C02

841.89839.71835.70

PM

0.00280.00330.0035

Fuel

12.1712.2012.26

Std. Deviation 0.022 0.027 3.140 0.00036 0.046

95% C.L.Avg. with RentarDeviceBaseline Avg.Difference

% improvement

0.025

0.5990.481

0.12

-24.5

0.031

2.8813.185-0.30

9.5

3.553

839.10892.13-53.03

5.9

0.0004

0.00320.0039

-0.0007

-17.9

0.052

12.2111.49

0.72

6.3


1 408661 0.2082 408672 0.2213 408685 0.203

1.5321.5831.547

575.11576.72577.86

0.00090.0012

0.001

17.8717.8117.78

Std. Deviation

95% C.L.Avg. with RentarDeviceBaseline Avg.Difference

% Improvement

0.009

0.010

0.2110.308

-0.097

31.6%

0.026

0.025

1.5542.379

-0.825

34.7%

1.382

1.564

576.56671.33

-94.767

14.1%

0.0002

0.0002

0.00100.0024

-00014

58.3%

0.046

0.05

17.8215.272.55

16.7%

Note: The 95% confidence limits (C.L.) define the plus/minus boundaries for


www.etsusa.net


( )the mean average in each case with 95% confidence


Mileage393,895408,661

BaselineWith Rentar Device

Average Rating32



www.etsusa.net


( 1A division of

(2JOlson Engineering, Inc.

FINAL REPORT


Of


Results for Truck NO.4

Eng ine 1.0. No. 1FVXTWEB81HH13144

A Joint Project of




www.etsusa.net


[ .,J


Introduction:


Phase I: Measure exhaust emission and calculate fuel economy fromPenskelToyota trucks taken directly from Toyota automobile transportoperations in "as-received" conditions.




Project Objective:





www.etsusa.net


Test Protocol:

( 1


Dilute exhaust emissions of hydrocarbons (THC), carbon monoxide (CO), oxides ofnitrogen (NOx), carbon dioxide (C02 ) and particulates (PM) were captured by use of astandard CVS dilution sampling system and measured with standard Horibainstrumentation . Fuel economy was calculated by the conventional carbon balancemethod and all emissions were corrected for dilution, temperature , humidity andbarometric pressure in exact accordance with the applicable Code of FederalRegulations as specified in CFR 40 Part 86. All testing was done using the diesel fuel inthe tank when the trucks were delivered. It was assumed that this fuel from the Toyotasupply system was California standard NO.2 diesel fuel. No fuel sampling or analysiswas conducted for any of the tests.


Dynamometer loading for these tests involved inertia weights of 8,875 pounds andpower settings of 45 horsepower at 50 miles per hour. These are the limits of thedynamometer capability and represent a relatively light load for the trucks that weretested considering that these tractors are capable of hauling loads up to 80,000 pounds.However, it should be remembered that in the prescribed comparison testing, they weretested in Phase III with exactly the same loading under exactly the same conditions as inPhase 1. Accordingly, the relative data comparisons can be meaningful , especially whenthese trucks are operating empty or under relatively light load conditions.



www.etsusa.net


Test Facility:

[ 1

All testing was accomplished by Emission Testing Services (ETS), a division of OlsonEngineering, Inc. at their ECOlogic Engine and Emissions Testing facility in Fullerton,California. Both ETS and ECOlogic are recognized and listed by the California AirResources Board (CARB) as capable emission test laboratories. EPA listing andrecognition also exists.

Test Results :

The final test results for the vehicle identified in this report are summarized in theenclosed table. All NOx data are reported in a separate document. Triplicate tests wereconducted for the Phase I baseline data as well as for the Phase III data that weremeasured after mileage accumulation with the Rentar in-line Fuel Catalyst installed. Theenclosed summary table provides the data for individual tests from Phase III, but onlythe averages of triplicate tests from Phase I are listed. The standard deviation for eachset of triplicate measurements , the averages and the 95% confidence limits around theaverage are shown. The 95% confidence limits define the plus/minus boundaries for thetriplicate averages in each case with 95% confidence.



www.etsusa.net


( 1TABLE 1-4b



Powered by a Caterpillar C-12 Diesel Engine

Truck No.4 -- Engi ne J.D. No. 1FVXTWEB81HH13144

Chassis Dynamometer Testing with 8,875 pou nds Inertia and 45 HP AbsorptionNote: NOx data for this truck is reported in a separate documen t

Hot-Start Transient UDDS-HD------ GRAMS PER MILE ------

GRAMS MPG


1 307568 0.554 3.022 819.10 0.0043 12.502 307579 0.570 2.952 822.40 0.0037 12.453 307594 0.594 2.977 821.84 0.0034 12.46

Std. Deviation 0.020 0.035 1.766 0.0005 0.026

95% C.L. 0.023 0.040 2.00 0.0006 0.029Avg. with RentarDevice 0.573 2.984 821.11 0.0038 12.47Baseline Avg. 0.657 3.335 850.32 0.0037 12.03Difference -0.084 -0.351 -29.207 0.0001 0.440

% Improvement 12.8 10.5 3.4 -2.7 3.7


1 307574 0.335 1.879 582.28 0.0017 17.592 307579 0.305 1.853 583.36 0.0014 17.593 307600 0.310 1.880 579.64 0.0013 17.69

Std. Deviation 0.016 0.015 1.914 0.0002 0.058

95% C.L. 0.018 0.017 2.166 0.0002 0.07Avg. with RentarDevice 0.317 1.871 581.76 0.0015 17.62Baseline Avg. 0.431 2.597 647.25 0.0020 15.81Difference -0.114 -0.726 -65.490 -0.0005 1.813

% Improvement 26.4% 28.0 % 10.1% 26.7% 11.5%

Note: The 95% confidence limits (CL) define the plus/minus boundaries forthe mean average in each case with 95% confidence

1370 South Acacia Avenue Fullerton, Cali forn ia 92831(714) 774-3385 + Fax (714) 774-4036

www.etsusa.ne t [email protected]

( :z 1


Mileage291 ,679307 ,600

BaselineWith Rentar Device

Average Rating42

Total miles of Operation with the Rentar In-Line Fuel Catalyst Installed: = 15,921


www.etsusa.net

Fullerton, Cal ifornia 9283 1Fax (714) [email protected]

( ..,

A division of

(~JOlson Engineering, Inc.

FINAL REPORT


Of


Results for Truck No.5

Engine 1.0. NO.1 FTXTWEB2XAA55801

A Joint Project of




www.etsusa.net


[ J


Introduction:

This report provides exhaust emission and fuei economy data from Penske heavy-dutytruck tractors used by the Toyota Motor Company in California to transport theirautomobiles. It was a three-phase project.

Phase I: Measure exhaust emission and calculate fuel economy fromPenskelToyota trucks taken directly from Toyota automobile transportoperations in "as-received" conditions.




Project Objective :



The testing project involved five heavy-duty truck tractors taken out of normal service.All trucks were powered by the same model Caterpillar C-12 diesel engine . ThesePenske tractors are equipped with automobile transport modifications and include the"fifth wheel" for car carrying trailer connection. Each tractor was driven by dual (transaxle) drives, but the drive-line to the rear drive was disconnected by Toyota prior toarrival for testing at the laboratory location to facilitate chassis dynamometer operation.


www.etsusa.net


Test Protocol:

( )

The test data were all obtained by measuring emissions and fuel consumption whileoperating the truck tractors over a standard transient cycle chassis dynamometer testingsequence. In addition, a follow-on separate measurement of emissions and fuelconsumption was accomplished while operating the trucks at a steady-state speed of 40miles/hour on the chassis dynamometer with steady-state power loading of 45 HP.Finally, snap-idle and steady-state opacity measurements were made by a standardprocedure using a Wager opacity instrument. The transient cycle used in this projectwas developed by the Environmental Protection Agency (EPA) and is labeled UDDS-HDwhich stands for Urban Dynamometer Driving Sequence-Heavy Duty. The California AirResources Board (CARB) has approved this testing protocol for evaluation of retrofitdevices to reduce pollution from medium and heavy-duty diesel engines. A graphicalpresentation of the cycle Is shown in the enclosed figure . Each test involves operatingthe trucks for 1060 seconds over a transient cycle reaching speeds of 58 MPH. Thetotal distance is 5.5 miles and the average speed is 18.86 MPH.

Dilute exhaust emissions of hydrocarbons (THC), carbon monoxide (CO), oxides ofnitrogen (NOx), carbon dioxide (C02 ) and particulates (PM) were captured by use of astandard CVS dilution sampling system and measured with standard Horibainstrumentation. Fuel economy was calculated by the conventional carbon balancemethod and all emissions were corrected for dilution, temperature, humidity andbarometric pressure in exact accordance with the .applicable Code of FederalRegulations as specified in CFR 40 Part 86. All testing was done using the diesel fuel inthe tank when the trucks were delivered. It was assumed that this fuel from the Toyotasupply system was California standard NO.2 diesel fuel. No fuel sampling or analysiswas conducted for any of the tests.


Dynamometer loading for these tests involved inertia weights of 8,875 pounds andpower settings of 45 horsepower at 50 miles per hour. These are the limits of thedynamometer capability and represent a relatively light load for the trucks that weretested considering that these tractors are capable of hauling loads up to 80,000 pounds.However, it should be remembered that in the prescribed comparison testing, they weretested in Phase III with exactly the same loading under exactly the same conditions as inPhase I. Accordingly, the relative data comparisons can be meaningful, especially whenthese trucks are operat ing empty or under relatively light load conditions.



www.etsusa.net


Test Facility:

[ :z J

All testing was accomplished by Emission Testing Services (ETS), a division of OlsonEngineering, Inc. at their ECOlogic Engine and Emissions Testing facility in Fullerton,California. Both ETS and ECOlogic are recognized and listed by the California AirResources Board (CARB) as capabie emission test iaboratories. EPA listing andrecognition also exists.

Test Results:

The final test results for the vehicie identified in this report are summarized in theenciosed table. All NOx data are reported in a separate document. Triplicate tests wereconducted for the Phase I baseline data as well as for the Phase III data that weremeasured after mileage accumulation with the Rentar in-line Fuel Catalyst installed. Theenclosed summary table provides the data for individual tests from Phase III, but onlythe averages of triplicate tests from Phase i are listed. The standard deviation for eachset of triplicate measurements , the averages and the 95% confidence limits around theaverage are shown. The 95% confidence limits define the plus/minus boundaries for thetriplicate averages in each case with 95% confidence.



www.etsusa.net


[ JTABLE 1-5b



Powered by a Caterpillar C-12 Diesel EngineTruck No.5 -- Engine I.D. No.1 FTXTWEB2XAA55801

Chassis Dynamometer Testing with 8,875 pounds Inerti a and 45 HP AbsorptionNote: NOx data for this truck is reported in a separate document

Hot-Start Transient UDDS-HD------ GRAMS PER MILE ------

GRAMS MPG


1 462656 0.442 2.357 867.78 0.0051 11.832 462667 0.484 2.484 871.96 0.0063 11 .773 462677 0.502 2.48 877.62 0.0063 11.69

Std. Deviation 0.031 0.072 4.939 0.0007 0.07


% Improvement 22.1 10.8 2.7 2.7 2.9


1 462662 0.150 1.34 61 5.48 0.0013 16.722 462673 0.160 1.336 615.18 0.0014 16.733 462683 0.188 1.441 618.79 0.0021 16 62

Std. Deviation 0.020 0.060 2.003 0.0004 0.061


% Improvement 40.5% 38.6% 11.1% 57.9% 12.8%

Note: The 95% confidence limits (C.L.) define the pius/minus boundaries forthe mean average in each case with 95% confidence

1370 South Acacia Avenue Fullerton, Ca li forn ia 92831(714) 774-3385 • Fax (714) 774-4036

www.etsusa.net dro3409@aol .com

[ 1

Opacity Measurementswith the Standard Wager Opacity Meter

Mileage454,478462,683



1370 South Acacia Avenue(714) 774 -3385 •

vvww.etsusa.net


_ T")'<'lO_s-.deMl>.k<> ..._e<t_... ZOO1 .......lIkoCMytopr_ ~I"lI """"' ...Mo._-..._..ood .....'_Co<dera,~otto.. ,p.,(.,...,._._AI..Do.k._ I __"""'" ..U.ToyolIIlnt__ 'l\"""cf2ST"1<'I._oNpo_..Iftg"''''''_

WEB·BASED INFORMAT IONToyota p rovides infor mation o n hybrids in general, an d

the Prius specifically. at www .toyota .co m/p ri usaodwww .toyota.ca (~Vl.' h i cle~ ") .

Throug h ou r artiv.. p romotio n o f environ mentallysensruve vehicles . we have achieved a sig nificant level o fhybri d sates in No rtn Amer ica. Since the Pr ius was

intr oduced into the Nort h American market in 2000. wehave sold over 100.000unlts (as of the end of September

2004). In catendar year 20040 we expect to sen over50,000Pri us in Nor th Amer ica and double that in 2005.

In Mexico, where Toyota has o nly recently ente red themarkerplace, we rai sed awar eness by donating 10 Pr ius

10 the Mexican govern men t to use fo r a full year .

In ad dition 10 prom oting greener vehicles. we focus on

min imizing the r nrecttmpact to the env ironm ent fro mo ur sales an d dlstr fbutlon activities. The following

sect ions present bot h ong oi ng and new goa ls. targets lind

performance in FY2004,

RED CARPET, GREENER CARSFor th e secon d rea r- Toyota. in conj un ct ion with GlobalGree n USA, provided Prius to celeb rities and movie

indu st ry prorcsstonats who attended the annual

Arade ruy Awards ceremony in Los Angell.''>.

OUTS<lIf'Sand d istrihutlOn orqanlrauons i n the

Unttcd States (Toyota Motor Sales. U.s.A.. Inc.). Canada(Toyota Canada Inc.] 311dMexico (Toyota Motor Salesde Mexiro ) are responsible for sales. m arketing ,d ist ribut ion . serv ice a nd parts support fo r Toyota . Lexus

and Scion ' product s in North Ar nerna. The Nort hAme rican sales and distr ibutio n o rganizat ions aClivl'lypromote the sale of envrroruncntally senstuo e veh icles.

such as the 2004 Prius, and continually seek to mtntnuzeo ur enviro n men tal impacts ~ ind ud ing emi ssio ns.

packaging wastes a nd consu mptio n o r water and energy.The follo wing section discusses the progr ess made in

these areas over the past yea r.

ENGINES OF CHANGE TOURThr o ugh a prcmotlonal and educatio nal event called the

Engines of Cha nge Tou r, Toyo ta provided in for mationa nd test-drives to over 600 people at 20 events in IS U.S.

cities . T he tour exposed o pin io n leaders, includ inggove rnmental re presentat i l'e ~ , enviro nmenta l

or gantsmtons. educato rs. analys ts . phila nt hrop icpar tners , fleet managers. no na utom otive med ia and

Prius enthus iasts to Toyo ta's corn mlt ment totheenv iron men t through th e 2004 Prius.

'5<"," i<only 'D ld In''''' Urnt Nl S.."'.

PROMOTINGGREEN ER VEHICLESWe believe that th ere is now an o verall awarene ss that

hybrid s are no lo nger in t he pionee ring stage a nd arebecoming m ainst rea m vehicle s. Toyo ta's Pr ius is being

dri ve n across No rth Amer ica. In fact, used Prius arebeing so ld u nder Toyota 's Cer tt fled Used program .

Toyota uses the Pr iUSas a learn ing too l to bu tld

momentu m for its hybr id vehicles in Nort h America.

We do nus in a number of ways. includ ing the Iollowtng:

"We are find ing increasing demand for Prius

vehicles among Certified Used customers.

After all, what environmentalist could resist

a 'recycled' Prius?"- Don Esmo nd. Senior Vice President and General Manager.

Toyota Motor Sa les, U.S.A., Inc.

...

"

n"".I"""',

Waste R~tlonJromU.$.Parts~trib...tIOrt ~nioln

GOAL: REDUCE ENERGY USEToyota is stro ngly co mmitted to reduc ing energy use

th roug hout our salesand d istr ibut ion network. As a first

step, we established a n energy usage database. u pdatedmo nt hly, for all sa les and d istr ibution facilities (as ",'ell

as severalk xattons occu pied by different Toyotaaffiliates) . Th is is now an int egrated, sustainable energy

management p rogram th at resul ts in ongoing a nd lo ngterm energy a nd o perat ions savings for these faciliti es,

redu cing our footpri nt on th e enviro nme n t. Our strat egyinclud es the folloll'in g:

• ApplYing impr oved equi pm en t an d systemstechno logies an d e nviron mentally sens itive

approaches for all design /const ruc tion projectsa nd daily operatio ns:

Ins talling au tomated controls for pr ima ry buil ding

system s to provide conststent and erncremope ration:

Evalua tin g and . where a ppropriat e, employinga ltern ativ e energy so urces [t.e.,solar power anti

fuel cells):

Evaluatin g the energy perfo rmance of existingbuil d ings, a nd , where appropriate and cost effective,replacing selected building systems /compo nents with

on es whic h are mo re energy efficient.

TARGET: REDUCE TOTAL ENERGYCONSUMPTION 15% BY FY2006(U.S. ONLY)We cont inue to make progress toward th is target, ByMarc h 2004 . we decreased en ergy con su mption(electricit y and na tural gas use) in sales and distr ibut io n

tha n 92.000 pou nds o f cardbo ard. 77,(){)() pou nds o f

wood and more than $250,000.Through March 2004, weimple men ted direc t shipments to vehicl e d istri b ut ioncenters ut ilizing returnable con tain ers tor live d ifferent

model floor rnat/rrunk/cargo mal programs. These fiveprogra ms will save app roxlma telv 200,000 pounds o fwood and 110,000 pounds of cardboard annually

TARGET ACH IEVED: INCREASERETURNABLE PACKAGING ANDDIRECT SHIPMENT PROGRAMS TOVEHICLE DISTRIBUTION CENTERSLast year, three d irect sh ipme nt progra ms were createdusing returnable con tainers for the d ist r ibuti o n o f carpe tmats used in the Camry, Sien na a nd RAV4. At t hat time ,

we also m ade im provements in bu lk shipments a ndpackaging for vehicle d ist r ibut ion cen ters, sevrng more

TARGET: IMPLEMENT A RETURNABLEPACKAGING PROGRAM AT PARTSDISTRIBUTION CENTERSIn 2003. Toyota'sparts distribution centers savedover$1.2mill ion in packagingcosts. In FY2004, weexceed ed

ou r targets for redoctng con su mp tlo n of wood a nd

cardb oard In packaging. Using returnable sh ip ping unit s.Toyota's NAPCC facility alo ne S,WM 1.254.000 pou nds o f

wood and 164,000 pounds of card board . with tota lsavings from its co nserva tion efforts reaching

ap proxima tely SL4m illion.

Our gross packagiog savings for FY2oo4 was nearly12.3 milli o n. Since the ince ption of this program in

2000, we have saved over 4.5 millio n pounds of wood.1.5 m iJlio n pou nd s of cardboard. and over $3.5 mi llion.

In FY200 4, we began the Implementation of an

expanded return ables prog ram that en ab les us to lin kmore facilities across different regions , ad ding

con siderab ly to the use of returnable packaging acrossthe organ il ation . Th e implementatio n of this progra m is

expected to be rcrnpleted at the end of December 2004.

ITl Canada. ou r head office. veh icle p rocessing cen ter a nd

the Toronto pa r ts d istr ibuti on cent er have sourced new

recycling contractors.who will recycle 99% of allpackaging and parts. especially wood . cardboard. steeland auto par ts mad e out of composite mat er ials,

t han th e previ ous year. We surpassed this target by300,000 sherls.

Over 15,000 items were recycled through

our nationwide "Keep IT Green" computer

recycling program.

0,49 Ibslvehide. We arc on tra ck to meet bot h of these

targe ts. The Lo ng Beach and Fremont veh icledistribu tion centers bo th won WRAP aw~rds in 2004 for

the ir efforts to reduce waste.

Although most of ou r cehtcles arc distribute d by

external cootr acrors. we are actively looking foropportunities to reduc e a ir em issio ns from ocr own

fleet. Toyota Transport has equipped Its en tire fleet(45 vehkle transporter tru cks) wit h the ' Renter FuelCata lyst" that removes harmful part icula te emtsstc ns.Test ing o f this cata lyst on o ur fleet shows decreasedemissions o f hydroc arbons . carbon mon oxide , nit rous

o xide s a nd carbon d ioxide.

Rnevetm q and Resoureo Cnn~rvatl on

10 FY2oo1. our na tionwid e ' Keep IT Creon"computerrecycling program recycled 15,08 2 items weigh ing

624.420 pounds. Sin ce the Inception of the ' Keep ITGreen " program. almost 1.6 m illion pounds of

Ioforr uatton techn ology eq u ipme nt , including d esktops.lapto ps. mo nitors. servers. prin ters ilnd o the r

mis cellaneous eler tro r uceq uipment have been kep tfrom land fills. T he program has resu lted in the recoveryof more than $345,490 from th e prope r recycling of

infor mation techn ology eq uipme nt.

In ad dition to computer equipmen t. Toyota's sales o fficesalso recognized the need to evalua te th e enviro nme ntal

impact o f ou r paper a nd cardboa rd usage. In 2003. wej oin ed the cress.sector Paper Working Gro up organ ized

by Metafore. a no np rofit organization that collaborateswit h leaders in bustocss and soc iety to creat e mnoveuve .market-based approaches tha t su pport both forests a nd

communit ies , We cont inued this collaborati on In 2004 toevalua te envlro nmentally preferable pa per products. In

Cana da , Toyot a set a target In 2003 to reduc e usage to5,448.600 sheets of pape r - over two m illJo n sheets less

1 ~IJ • G""i,

1 '"' .- - --- - 4!1.Z8P o.-.d> S<>I id W. " ..._ 1,OOOpon' 1II.tnbu'0Il

1w

~ ao

•j "

L

par ts. So we rev ised the goal as follo ws : Reduce theamount of sclld waste ge nerated b)' 100X, per th ousand

pa rt s shi pped. over the FY2oo3 bascltno . V,ie achieved

that goa l. and at the end of FY2004, we had reduced oursolid waste gen eratio n pe r thousa nd parts dist r ibuted by

58% (please sec Figur e S). We also were able 10 reduceour tota l so lid waste genereucn. de spite an in crease In

the tota l n umb er of parts we d istr ibuted. Beloware some

exam ples o f facilitie s th at achieve d this targe t.

Ou r Po rtland parts dist r ibut ion center ac hieveda 60')\', redu ction o f waste-to-landfill betw een Apr il

2003 and April 2004. The facility received recognition

fro m th e Busine ss Recycling Awards Group (BRAG) ,whic h rccognr-cs dist ingu ished me mbe rs for their

efforts in preve nting waste. buy ing recycled p rod uc tsa nd recycling,

Toyota's Nor th Am eric an Parts Cente r in California(NAPCC) achieved a solid waste· to·land fill diversion

rate of 65% for calend ar year 2003. and a 73% recycle!

don ate d iversion rate for scrap pa rts. NAPCC receivedthe 2003 "W RAP of the 'rear" Award by th e Ca lifo rn iaInte grated Waste Man agem en t Board. an agency of the

California Env ironmental Prot ect ion Agency (Ca IEPA).for ou tsta nd ing achievement in waste redu ction ,

recycling a nd resource co nservation . The award is aspecial dis t inctio n mad !' from among hu ndred s of

rxn sta ndln g businesses that earn WRAP awards fromthe statc s Integrat ed Waste Man agement Boa rd . NAPCCalso wo n a 2004 V,IRAP aw~rd . as d id the San Franctscnpar ts d istr ibu tion center and reg io nal sales office.

V<)I ltc l(' I,o q ,s l ll;s

Toyo ta's veh icle log istics divis io n recycled nearly four

m illio n po und s of waste d ur ing FY2oo4, ln calendar yeer

200 4. we have a target to increase recycling by 5% 102,9 Ibs/veh icle, a nd reduce lan dfill waste by 5% to

I Ill'"

I " ' " """'. '" VI ' ,", ; r'~ ·'

Documents

Olson Engineering, Inc. SUMMARY REPORTallanze.com/pdfs/ToyotaReport.pdf · Olson Engineering, Inc. SUMMARY REPORT ... Penske tractors are equipped with automobile transport modifications