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SAE TECHNICAL
PAPER SERIES 2001-01-1568

The Effect of Temperature on Pass-By Noise

Robert G. Saville
Machinery Acoustics

Reprinted From: Proceedings of the 2001 Noise and Vibration Conference

(NOISE2001CD)

Noise and Vibration Conference & Exposition

Traverse City, Michigan
April 30 - May 3, 2001

400 Commonwealth Drive, Warrendale, PA 15096-0001 U.S.A. Tel: (724) 776-4841 Fax: (724) 776-5760
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The Effect of Temperature on Pass-By Noise
Copyright © 2001 Society of Automotive Engineers, Inc.
ABSTRACT
Repetitive J-366 pass-by tests were run on a number of
trucks to determine the effect of atmospheric conditions
on the measured pass-by noise level. Of the atmospheric
conditions observed (temperature, wind, humidity, air
density & sunshine), only ambient temperature had a
significant effect on measured pass-by noise. Measured
pass-by noise level increased approximately 1 dB(A) for
each 13 ºC drop in temperature. Data indicates that
applying a generic correction factor based on engine
type is more accurate than ignoring the effect of
temperature.
INTRODUCTION
Anyone who has done a significant amount of outdoor
noise testing has noticed or suspected changes in
measured noise level due to atmospheric conditions.
Most noise measurement procedures either completely
ignore atmospheric conditions or place broad limits on
acceptable testing conditions. This project was an
investigation of the effect of atmospheric conditions on
measured pass-by noise level. Included is a proposal for
correcting measured data to standardized conditions.
VARIABLES CONSIDERED
Ambient temperature, relative humidity, air density, wind
speed, wind direction and sunshine were considered as
independent variables for this investigation.
Temperature, humidity and air density have recognized
effects on vehicle performance. Temperature and wind
gradients are known to have effects on the propagation
of sound from the source to microphone.
PASS-BY NOISE TESTS
J-366 pass-by tests were run on three relatively new
class 8 trucks to determine the effect of atmospheric
conditions on measured noise. To eliminate other
variables, the trucks were initially filled with fuel so the
same fuel was used for all tests, the trucks were not
2001-01-1568
Robert G. Saville
Machinery Acoustics
used for anything between noise tests, the same driver
was used for all tests, the same instruments and test site
were used for all tests, and the same pretest warm up
was used.
The standard J-366 test procedure was used with the
exception of the data analysis. J-366 specifies that the
test result is the average of the highest two
measurements that are within 2 dB(A) of each other. For
this test, each sequence consisted of 12 passes. The
measured noise level used for this analysis was the
average of the last 10 passes. The rational for this was
that the first two passes stabilize the truck conditions and
get the driver into a consistent pattern. Analysis of the
results indicate that the environmental effect result is the
same using the “average of highest two” or the average
of 10 results. The average of 10 results shows more
consistent noise levels.
THE TRUCKS
The three trucks used for this test were new production,
broken in, class 8 highway tractors powered by air to air
aftercooled diesel engines. Although scientific analysis of
noise sources was not conducted, it was apparent that
the engine was the very dominant noise source. All of the
trucks had on-off fan clutches which were disengaged for
the pass-by tests, very quiet exhaust systems, and very
quiet tires. Rated horsepower ranged from 225 kW to
300 kW.
INSTRUMENTS
Bruel & Kjaer sound level meters were used for noise
measurements. A pretest and posttest calibration was
done using a Bruel & Kjaer 4220 pistonphone. In the
majority of tests, the calibrations were within .1 dB(A). In
the cases when the calibration differed over .1 dB(A), the
data was adjusted to an average calibration. In no case
did the calibration change over .3 dB(A). Atmospheric
conditions were measured with scientific quality
instruments.
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RESULTS Pass-by Levels In Sequence Run

Figures 1, 2, & 3 are the test results in the sequence run.
Following is a summary of the test conditions;

Truck # 1 2 3 Truck #1
Number of Tests 21 17 18
82

Pass-by Level - dB(A)

Temperature Min/Max ºC -20/30 -9/30 -7/30 81
80
Relative Humidity % 22/95 65/95 65/95
79
Air Density 1.15/1.41 1.12/1.32 1.28/1.32 78

Wind Speed 2/10 3/12 2/10 77

76
Wind Direction All

11
13
15
17
19
21
1
3
5
7
9
Sun Shine Yes or No Test Number

Statistical analysis of the results was done to look at

pass-by level vs temperature, humidity, air density, wind
speed, wind direction and existence of sunshine. The Truck #2
only factors that had any meaningful correlation were
temperature and air density. When the data was 84
corrected for temperature, the correlation with air density
Pass-by Level dB(A)
was also poor. The conclusion at that point was that the 83
effect of temperature was the only effect that was 82
significant.
81
A least squares linear regression of measured sound 80
level vs temperature resulted in;
79
Truck Level @ 0 ºC Change/ºC ºC/dB(A) 78
1 79.30 .067 15.0
11

13

15

17
1

Test Number
2 81.99 .074 13.6

3 81.68 .092 10.9

For example, truck #1 would be 79.30 dB(A) at 0 ºC and Truck #3

the level decreases .067 dB(A) for each 1 ºC increase in
temperature. That is; Pass-by Level = 79.30 – .067 x 84
Ambient Temperature (ºC). At 25 ºC, the noise level
83
Pass-by Level - dB(A)

would be 77.62 dB(A).

82
The coefficient of determination, coefficient of correlation
and standard error of estimate for each truck was as 81
follows using linear regression;
80
Truck Coefficient of Coefficient of Standard Error 79
Determination Correlation of Estimate
78
1 .86 .93 .34
1

9
11

13

15

17

Test Number
2 .94 .97 .23

3 .80 .90 .49

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WHY DO MACHINES GET LOUDER AT LOW

Pass-by Level vs Temperature TEMPERATURE?
Figures 4, 5, and 6 are the same data as figures 1 – 3,
The forgoing data indicates a definite increase in
but plotted against ambient temperature.
measured noise level with decreases in ambient
temperature. Following is a discussion of why machine
noise levels may change with ambient temperature.
Truck #1
Combustion Noise – Diesel engine combustion noise
obviously increases with the severity of combustion. As
82 the temperature of the intake air goes down, the air
Pass-by Level - dB(A)

density increases and ignition delay increases. This

81 results in more fuel and air in the combustion chamber
80 when combustion occurs which results in harsher
combustion that increases the noise level. Since the
79 engines used in these trucks were air to air aftercooled,
the combustion air temperature followed the ambient
78 temperature. A lesser effect would be expected on a
77 jacket water aftercooled engine. This is likely the major
contributor to increased noise at low temperatures in
-30 -20 -10 0 10 20 30 these trucks.
Temperature
Mounts – Engine mounts, which isolate engine
vibrations from the truck structure, get harder as the
Truck #2 temperature goes down. This results in less structural
vibration isolation and more radiation of noise from the
83 vehicle structures.
Pass-by Level - dB(A)

82 Pumps – Oil and hydraulic pumps generally tend to be

noisier as the fluid viscosity increases due to pump
81 cavitation and power requirements to drive the pumps.
Even though machines are warmed up, the oil
temperature decreases with decreased ambient
80 temperature. As the temperature decreases, the
viscosity increases, and the pump noise increases.
79
-20 -10 0 10 20 30 Parasitic Loads – Since J-366 pass-by tests are full
throttle acceleration, parasitic load is probably not a
Temperature
factor. However in a steady state test, parasitic load can
be very important from the noise standpoint. With colder
fluids in pumps, transmissions, and other gear trains, the
Truck #3 parasitic load increases resulting in higher engine noise.
Typically, engine noise increases very rapidly with load
at very low load levels.
83
Pass-by Level - dB(A)

Fan Noise – These trucks have fan clutches that are

82 disconnected during the noise test that makes fan noise
a non-issue for these trucks. However, in cases where
81 fans are running, fan noise increases with air density –
air density is directly proportional to temperature. The
80 classic formula indicates the sound power increases 20
times the log of the air density ratio. This indicates an
79 increase in fan noise of 1 dB(A) for a 33 ºC temperature
reduction. [ref 3]
78
-20 -10 0 10 20 30
Temperature
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ADDITIONAL DATA
OPERATOR NOISE
J-336 operator noise tests were run on another air to air
aftercooled truck to determine the effect of temperature
on operator noise. Twenty-six tests were run over a
temperature range of –11 to 23 ºC. The change in
measured interior noise level with temperature was very
similar to the effect seen on exterior pass-by tests. The
level decreased .072 dB(A) per ºC temperature increase
[1 dB(A)/13.9 ºC]. Figure 7 below is a plot of the operator
noise vs temperature.
J336 Operator Noise
87
86
Sound Level - dB(A)
85
84
83
-15 -5 5 15
Temperature
HEMDAL, BAKER, & SAHA DATA [REF 1]
A significant temperature effect on noise was found on 8
of 9 trucks tested. The effect on measured noise ranged
from .041 dB(A)/ºC to .14 dB(A)/ºC (decrease in noise
with increasing temperature). The authors concluded that
vehicle noise measurements are primarily affected by
temperature and the temperature effect is on vehicle
sound emission rather than on propagation path.
HILLQUIST & BETTIS DATA [REF 2]
Measured pass-by level for 4 cars vs temperature shows
a decrease in measured noise level with increasing
temperature of .09 dB(A)/ºC.
TEMPERATURE CORRECTION
In the product development process, accurate,
repeatable noise measurements are essential. In many
noise reduction projects, a reduction of .2 dB(A) is all that
is expected of a modification or treatment. When noise
changes due to temperature of the magnitude seen
during this test are encountered, it is impossible to do
product development work in a logical manner. It would
be desirable to derive a temperature correction factor for
each product, but in most cases that is not practical. It is,
however, practical to apply a generic correction factor to
measurements that is better than ignoring the
temperature effect. For example, ambient test
temperatures could be logically restricted to –5 ºC to 30
ºC – a range of 35 ºC. In the Midwest, a daily
temperature range of 15 ºC is not unusual. Below is a
table comparing the potential seasonal error (35 ºC
range) and daily error (15 ºC range) using a generic
correction factor (average of all three trucks) vs
uncorrected data;
UNCORRECTED ERROR
Potential error [dB(A)] in measured noise level due to
indicated temperature changes as a result of expected
daily or seasonal temperature changes
Truck 1 2 3
Season (35 ºC) 2.35 2.59 3.22
Daily (15 ºC) 1.01 1.11 1.38
For example, the measured noise level of truck #1 would
change 1.01 dB(A) with a 15 ºC temperature change – a
change that commonly occurs from the cool of the
morning to the heat of the afternoon.
25
GENERIC CORRECTION ERROR
Potential error [dB(A)] in measured noise level when
corrected for ambient temperature using a generic
correction factor of -.078 dB(A)/ºC
Truck 1 2 3
Season (35 ºC) .39 .14 .49
Daily (15 ºC) .17 .06 .21
From the product development standpoint, it makes a lot
of sense to correct data for temperature as precisely as
possible. In many development projects, detecting
changes of .2 dB(A) is essential. Even using a generic
correction, the daily error is large. The seasonal error
makes it very difficult to do development work over a
wide range of temperatures. A specific correction based
on the particular vehicle being tested would be desirable,
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but in most cases not practical. Again, using a generic TEST VARIATION
correction factor, although it is not a precise as we would
like, is better than ignoring the temperature effect. Variability in test results with and without temperature
correction is shown below. It is apparent that the test
CORRECTED DATA results corrected for temperature are much more
consistent than those that are not corrected.
Figures 8, 9, and 10 are plots comparing the original data
and the data corrected for temperature with a generic Corrected Not Corrected
correction factor of -.078 dB(A)/ºC.
Truck #1 1.3 3.5
Truck #1
Truck #2 .6 3.2
Uncorrected Corrected
Truck #3 1.5 4.2
82
Pass-by Level -

REGULATIONS
80
dB(A)

Measurement procedures for regulations are designed to

78 accomplish two things;

76 1. Operate the machine in such a way that the noise

1 3 5 7 9 11 13 15 17 19 21
emissions are typical of real world operating
conditions and specify a maximum noise level.
Test Number
2. The test result will be the same regardless of who
tests the machine or where it is tested if the
procedure is followed.
Truck #2
It is impossible to say that the second objective is
Uncorrected Corrected accomplished if temperature is ignored when the
variation in vehicle noise can exceed 3 dB(A) just from
the effect of temperature.
84
Pass-by Level -

82 CORRECTION OF DATA
dB(A)

80 As shown, pass-by noise data corrected with a generic

correction factor has much less test variation than
78 uncorrected data. To make noise data more comparable,
0 5 10 15 20 it should be corrected to a standard temperature and
quoted at a standard temperature as engine
Test Number
performance data is. A temperature of 20ºC to 25ºC
would be logical.

CONCLUSIONS
Truck #3
1. Measured pass-by noise level increases with
Uncorrected Corrected decreasing ambient temperature.

84 2. The change in measured noise level is due to

Pass-by Level -

changes in the source level, not propagation path.

82
dB(A)

3. Correction of data for temperature using a generic

correction factor based on engine type results in less
80
error than ignoring temperature.

78
0 5 10 15 20
Test Number
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RECOMMENDATION

Correct pass-by noise data to a standard temperature

using a generic correction factor based on engine type
and other factors influenced by temperature.

REFERENCE

1. John F. Hemdal, Robert N. Baker, Pranab Saha,

“Effects of environmental variables on truck noise
emission and noise propagation to test microphones,”
J.Acoust. Soc. Am. 76 (4) October 1984 1150-1160

2. Ralph K. Hillquist, Richard A. Bettis, “Measurement of

Automotive Passby Noise,” SAE Paper 720275 (1972)

3. ASHRAE Handbook and Product Directory, 1977

CONTACT

Robert Saville has been a noise control engineer since

1973 working on various machine noise reduction
projects. Currently he is working as a consultant and can
be contacted as follows;

Robert Saville
Machinery Acoustics
P.O.Box 251
Lacon Illinois 61540
Ph 309-246-8918
xnoise@lacon.net