EPA-AA-TEB-81-2
Emissions and Fuel Economy Effects of the
W/A WAAG-Injection System
October 1980
Test and Evaluation Branch
Emission Control Technology Division
Office of Mobile Source Air Pollution Control
U. S. Environmental Protection Agency
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I. Background
The Environmental Protection Agency receives information about many
systems which appear to offer potential for emissions reduction and/or
fuel economy improvement compared to conventional engines and vehicles.
EPA's Emission Control Technology Division is interested in evaluating
all such systems, because of the obvious benefits to the Nation from the
identification of systems that can reduce emissions, improve fuel
economy, or both. EPA invites developers of such systems to provide
complete technical data on the system's principles of operation, together
with available test data (Federal Test Procedure (FTP) and Highway Fuel
Economy Test (HFET)) on the system. In those cases for which review by
EPA technical staff suggests that the data available shows promise,
confirmatory tests, are run at the EPA Motor Vehicle Emission Laboratory
at Ann Arbor, Michigan. The results of all such test projects are set
forth in a series of Test and Evaluation Reports, of which this report is
one.
EPA received a request from Engineered Fuel Systems, Inc./Marketing
Associates of America, Inc. to perform a Section 511 evaluation of their
W/A WAAG-Injection System. Section 511 of the Motor Vehicle Information
and Cost Savings Act (15 U.S.C. 2011) requires EPA to evaluate fuel
'economy retrofit devices with regard to both emissions and fuel economy
and to publish the results in the Federal Register. A Section 511
evaluation is based upon valid test data submitted by the manufacturer
and, -if required, EPA testing. Data submitted by Engineered Fuel
Systems, Inc. showed fuel economy benefits for some vehicles. Review of
these test data by EPA raised questions about the procedures used in the
collection of the data. EPA then requested the collection of additional
data, under agreed to procedures, by Engineered Fuel Systems, Inc. The
testing procedures were as follows:
A. The Applicant would have three representative vehicles tested.
Representativeness of the vehicles meant that tne vehicles;
(1) would have been in consumer use, (2) would reflect a large
percentage of the vehicles presently in use and would be neither
very new nor very old, (3) would represent each of the three
largest domestic manufacturers and (4) would represent a small
engine displacement, a medium engine displacement and a large
engine displacement. Implementation of these criteria resulted
in choices of available vehicles from 1975 through 1979 model
years, as follows:
Engine Size Vehicle Manufacturer
Small (4 cyl) General Motors or Ford
Medium (6 cyl) General Motors, Ford or Chrysler
Large (V-8) General Motors, Ford or Chrysler
B. The Applicant could start with one vehicle and make a deter-
mination whether or not to test the other two vehicles based on
the test results with the first vehicle i.e. if the results were
not favorable, the Applicant could terminate testing.
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C. EPA determined that accomplishment of; (1) the Applicant's
instructions applicable to parameter adjustments (carburetor and
ignition timing) from vehicle manufacturer specification plus
engine "clean-out", and (2) EPA's need to know the effects of
the parameter adjustments, could be achieved by:
1. Testing at vehicle manufacturer's specifications
(baseline).
2. Testing with the Applicant's recommended changes to
ignition timing and carburetor-jets (parameter adjustments)
without the use of water/alcohol injection. Parameter
adjustments to be used were; (a) carburetor main jets 3
sizes (0.003") smaller and (b) ignition timing advanced by
an amount selected by the applicant (judged to be the
amount which would be used following "clean-out" with
water/alcohol).
3. Mileage accumulation to achieve "cleanout" using the
WAAG Water/Alcohol Injection System and parameters adjusted
as in #1 above. The mileage accumulation period was to be
approximately 1000 miles and/or the consumption of 4
gallons of the water/alcohol mixture.
4. Testing after mileage accumulation with the WAAG
Water/Alcohol Injection System in operation and parameters
adjusted as in #2 above.
Engineered Fuel Systems, Inc. reported to EPA early in the program that
they were experiencing difficulties in collecting the data requested by
EPA in a timely manner at the commercial laboratory with which they had
contracted to obtain these data. Since the Applicant's previously sub-
mitted data indicated a potential fuel economy improvement, EPA decided
to test the W/A WAAG-Injection System at the EPA laboratory without
further delay, using three vehicles provided by the Applicant. Later, a
fourth vehicle was furnished by EPA for supplementary testing, because of
unanswered questions following the three vehicle test program. In accor-
dance with EPA policy on device evaluation a technical representative of
the Applicant was present throughout the base and first supplemental
programs, to ensure that the device was properly installed and func-
tioning correctly on all test vehicles, including the one provided by EPA.
II. Summary and Conclusions
A. Base Program
The W/A WAAG-Injection System was evaluated using two of the test
vehicles furnished by the Applicant (Engineered Fuel Systems, Inc.). (A
third vehicle furnished by the Applicant was also tested, however, the
test results were later deleted oy mutual agreement, due to vehicle
problems). The Applicant-furnished vehicles were tested in each or three
configurations; 1) "stock" or baseline, 2) "parameters adjusted" only and
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3) "WAAG System" operational with parameters adjusted following 1000
miles with the W/A WAAG-Injection in operation. Both the Federal Test
Procedure (FTP) and the Highway Fuel Economy Test (HFET) procedure were
used for the device evaluation. On-the-road testing was conducted on all
vehicles in the project, to evaluate vehicle driving behavior and engine
detonation (knock) characteristics.
The data collected on the Applicant-furnished vehicles (majority of the
data) showed that use of the WAAG Water/Alcohol Injection System, in
conjunction with the Applicant recommended engine parameter adjustments
resulted in; 1) on the FTP - an increase in HC and NOx emissions, a
reduction in CO emissions and an improvement in fuel economy and 2) on
the HFET - an increase in HC and NOx emissions, a reduction in CO
emissions and no change in fuel economy.
When the vehicles were evaluated on the road, no significant driveability
problems were found. Engine knock was either substantially reduced or
eliminated.
B. First Supplemental Program
An EPA-furnished test vehicle was utilized to evaluate more completely
the influence of ignition timing on the test results observed during the
Base Program, since these results did not confirm previous opinions of
the Applicant as to the effects of the candidate system. Test procedures
used in this supplemental program were the same as those used for the
Applicant-furnished vehicles, except that the mileage accumulation or
clean-out phase was not conducted. Two Hot LA-4 tests* at each FTP/HFET
sequence were added. One other change was that the engine parameter
adjustments selected by the applicant for this vehicle did not include
substitution of leaner carburetor jets.
Test results on the EPA-furnished vehicle were essentially the same as
observed during the Base Program, except for increases in CO emissions.
C. Second Supplemental Program
Due to continued concerns on the part of the Applicant with regard to the
emissions test results, additional supplemental testing was conducted by
EPA. The Applicant contended that two factors could have caused the
unanticipated results; 1) it was noted that the armature and stator of
the distributor in the EPA-furnished vehicle were "misaligned" in the
static condition and could have introduced a significant error in initial
*Hot LA-4 tests consist of the first 1372 seconds of the complete Federal
Test Procedure, but starting with a warmed-up vehicle rather than a
vehicle which has cooled off overnight.
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timing of the vehicle** and 2) the amount of water/alcohol mixture
consumed during testing at the EPA facility may have been insufficient to
properly control emissions. In addition to the Applicant's concerns, EPA
was concerned that the distributor modifications made' by the Applicant's
representatives during installation and calibration of the system were
not consistent with the installation instructions. To investigate these
concerns EPA conducted additional LA-4 tests using a different spring in
the device to increase water flow and using another distributor cali-
brated by EPA staff members. These tests showed statistically signifi-
cant increases in all regulated emissions with no significant impact on
fuel economy (see Table XV) using the EPA-furnished vehicle and engine
design parameters recommended by the Applicant.***
D. Overall Program
In summary, throughout all three phases of the testwork on the W/A
WAAG-Injection System, significant increases were found in fuel economy;
however, corresponding increases were found in regulated emissions^ both
as measured from the vehicle manufacturer's specifications.
It should be noted that although statistically significant increases in
.fuel economy were observed with use of the Vl/A WAAG-Injection System and
associated engine design parameter adjustments, the increases were
small. The magnitudes of the corresponding and also statistically sig-
nificant increases in regulated emissions observed were larger and
require further development to eliminate.
It should also be noted that the fuel economy reported throughout this
report assumes that all the fuel burned during combustion is gasoline.
Only the combustion by-products of the methanol injected into the engine
intake as part of the water/alcohol mixture is accounted for by the
standard carbon balance method of fuel economy measurement. If the
carbon balance equation was adjusted for the percent methanol burned in
conjunction with the gasoline which was burned during combustion, the net
effect from a total fuel consumed (methanol and gasoline) viewpoint,
would be a slight reduction in the "WAAG System" test miles per
gallon-of-fuel used. An example of this effect is provided in Appendix K
of this report.
As the testing progressed, several pieces of data were challenged by the
Applicant. By mutual agreement between the Applicant and EPA, these data
were rejected from consideration. Nevertheless, there were sufficient
data remaining to support the foregoing conclusions.
**EPA disagrees with this hypothesis based on discussions with the
vehicle manufacturer.
*** xt is noted that the WAAG installation instructions suggest carbu-
retor jet changes. However, the WAAG representatives did not elect this
option when installing the system on the EPA-furnished vhicle. It is
anticipated that such a change would have tended to reduce the observed
increases in HC and CO emissions, but would increase further the NOx
emissions; fuel economy would also tend to increase with enleanment.
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III. W/A WAAG-Injection System Description/Installation
The W/A WAAG-Injection System is a device designed to add a 50/50
water/alcohol mixture into the air inlet of the carburetor. The
water/alcohol mixture is introduced when the intake manifold vacuum falls
to a predetermined value, i.e. either during acceleration or other heavy
engine loading conditions; e.g. upgrades. The principal system compo-
nents are; a fluid reservoir, in-line filter, vacuum operated diaphragm
pump, solenoid valve, metering jet, nozzle and necessary plumbing. The
solenoid valve provides a positive flow shut-off when the engine is not
running. A fluid level light is used to warn the vehicle operator of low
fluid level in the reservoir. The WAAG system is shown schematically in
Diagram 1 of the Installation Instructions (Appendix A) provided by the
device manufacturer as part of the application for evaluation under
Section 511 of the Motor Vehicle Information and Cost Savings Act.
Subsequent to evaluation commencement, Engineered Fuel Systems, Inc.
submitted (July, 1980) to the EPA a copy of the "WAAG Dealer Manual"
(Appendix B). This document contains revisions to the installation
instructions as originally supplied to the EPA and also contains infor-
mation on subjects not included in the original installation instruc-
' tions.
The primary differences between the two sets of Installation Instruc-
tions, as they apply to the testing by the EPA, are:
a. Items #15 and #22. The newer (July, 1980) installation instruc-
tion document allows carburetor main jet size reductions of
either 1, 2 or 3 thousandths smaller, as contrasted with the
earlier instructions which simply specified 3 thousandths.
Further, information verbally provided by the applicant late in
the test program allows for the possibility of no change in the
original carburetor jet size with late model cars.
b. Page 21, note #3 of the "WAAG Dealer Manual". This note
addresses; (1) an "immediate carbon cleanout" with products
which are advertised as performing that function, (2) the
potential for no jet size reduction and (3) the use of a Dis-
tributor Tester to balance the power curve for best overall
performance. This note did not appear in the original instal-
lation instructions.
c. Item #24 of the newer installation instructions does not provide
a numerical limit for the amount that the distributor is to be
advanced. Previously 1-3 degrees were noted as typical.
d. Item #9, page 13 of the "WAAG Dealer Manual", addresses the
procedures to be used for checking the distributor curve. Tne
Engineered Fuel Systems, Inc. representative stated that the
appropriate interpretation of this Section is given during their
dealer training course and means that the distributor curves are
to be modified to the upper limit of the vehicle manufacturer
production tolerances. This information was not provided prior
to evaluation commencement.
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IV. Discussion of Test Program
A. Objectives
The introduction of water or a water/alcohol mixture, as a liquid, into
the intake charge of an engine, in conjunction with other modifications
to the engine calibrations, while using fuel of a fixed octane rating,
appeared to offer some potential for improving fuel economy under some
vehicle operating conditions. The effects of these variables on
emissions could not be predicted with confidence.
The basic objectives of this test program were to identify the effects on
fuel economy and exhaust emissions of representative vehicles using
commercial fuels of; (a) the W/A WAAG-Injection System (water/alcohol
injection with parameter adjustments) and (b) the engine parameter ad-
justments only.
B. Test Vehicles
Four vehicles were used in the overall test program. Three of the
.vehicles were supplied by Engineered Fuel Systems, Inc. in accordance
with the criteria agreed to for testing at an independent laboratory
(such independent laboratory testing was not completed). The fourth
vehicle was supplied later by EPA and was selected because of its stable
performance in another test program and because it also met the vehicle
selection criteria.
A brief description of the vehicles used is provided below:
Table I
Make/Model
Applicant-Furnished
Chevrolet/Nova
Dodge/Aspen
Mercury/Zephyr
EPA-Furnished
Ford/Granada
Model
Year
1979
1977
197.8
1979
Engine/Trans
250 CID/Auto
318 CID/Auto-Lu
140 CID/Auto
302 CID/Auto
Primary Emission
Control Components
EGR/ox. cat.
Air/EGR/ox. cat
Air/EGR/ox. cat
Air/EGR/ox. cat
A complete description of these vehicles is provided in Appendix C.
C. Program Design
Exhaust emission tests were conducted in accordance with the 1977 Federal
Test Procedure (FTP) described in the Federal Register ot June 28, 1977
and the Highway Fuel Economy Test (HFET) described in the .Federal
Register of September 10, 1976. The vehicles were not tested for
evaporative or unregulated emissions. Some of the later test sequences
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included Hot LA-4 tests (which means the first 1372 seconds of a complete
FTP, but starting with a warmed-up vehicle).
Each vehicle was also operated on the road to evaluate, subjectively, the
driveability characteristics with and without the W/A WAAG-Injection
System in operation (with parameter adjustments). Fuel used in the
testing of the vehicles was a commercial unleaded gasoline. Commercial
fuel was used instead of Indolene because of its lower octane rating and
the need to identify the knock characteristics of the engines with the
WAAG system. A comparative analysis between the commercial fuel used for
this evaluation and Indolene is contained in Appendix D.
The planned sequence of emissions tests, mileage accumulation and
driveability evaluations scheduled for the Applicant-furnished vehicles
was as follows:
1. Duplicate test sequences (one FTP and one HFET) in the
"as-received" configuration (dropped after the first vehicle -
the Chevrolet Nova).
2. Duplicate test sequences in the "baseline" configuration
(vehicle set to vehicle manufacturer nominal specifications).
3. Duplicate test sequences in the "parameters adjusted" configu-
ration.
4. Mileage accumulation in baseline configuration with the W/A
WAAG-Injection System operational. Mileage was accumulated on a
chassis dynamometer using the Automobile Manufacturer's Asso-
ciation (AMA) transient cycle as described in the Federal
Register (CFR 40, Part 86, Subpart A, Section 86.077-26).
5. Duplicate test sequences in the parameter adjusted, W/A
WAAG-Injection System configuration (full "WAAG System" appli-
cation).
6. On-road evaluation (the Aspen was also driven following the
first parameter adjusted test sequence because of a lean surge
condition on the dynamometer).
In cases where there were large test to test differences, a third test
sequence was performed. In the case of the Aspen, only a single
parameter adjusted test was performed with 0.002" smaller main jets
because of time constraints.
A post emissions test check sequence was introduced following unexplained
test result anomalies on the. first vehicle (Chevrolet Nova) with the W/A
WAAG-Injection System installed and operating. The check sequence used
was the Sun 2001 Analyzer, seven mode diagnosis (used with the original
vehicle checkout) and a propane gain test to determine carburetor mixture
setting under idling conditions.
A test sequence, different from that used for the Applicant-furnished
vehicles, was employed for first supplemental program with the
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EPA-furnished vehicle, after discussions with and agreement by represen-
tatives of the Applicant.
The additional tests were planned to further evaluate the Applicant's
concerns regarding the observed increase in NOx emissions associated with
the EPA testing of the Applicant-furnished vehicles. The Applicant
contended that prior testing at both Olson Engineering, Inc. and the
California Air Resources Board did not indicate such an increase (these
results are contained in Appendix E). The test program included the
following:
1. Duplicate test sequences with the vehicle in the "baseline"
condition, including FTP and Hot LA-4 tests.
2. Duplicate test sequences with the W/A WAAG-Injection System
operational and engine design parameters adjusted. All
parameter adjustments were performed by representatives of the
Applicant (as they would in the field) with EPA personnel
observing. the actual engine design parameters adjusted were;
1) the centrifugal and vacuum advance distributor curves
(objective being the upper limit of the vehicle manufacturer's
production tolerance specifications)* and 2) initial timing
advance set to maximum vehicle manufacturer's specification
(nominal (8°) plus/minus 2°). For the test vehicle used, this
resulted in an initial basic timing of 10° BTDC.
3. Duplicate test sequences with parameters adjusted only, no
water/alcohol injection.
Upon completion of the agreed-to tests using the EPA-furnished vehicle,
the Applicant expressed concern in two areas; 1) a possible initial
ignition timing error due to distributor armature and stator "mis-
alignment" and 2) the noted increase in NOx emissions with device use
which was not observed at other testing facilities (Olson Engineering,
Inc. and the California Air Resources Board). Further, EPA staff found
that the ignition timing changes made by the Applicant's representatives
before the tests caused abnormally high advance at part load conditions,
in excess of the manufacturers specifications. These data are provided
in Appendix H.
The Applicant contended that the purported armature-stator misalignment
caused the combustion chamber to experience a significantly different
initial spark timing than that indicated by an inductive pick-up timing
light. Additionally, the Applicant questioned the amount of
water/alcohol mixture flow during the EPA testing. The Applicant
indicated that an insufficient water/alcohol addition could account for
the increase in NOx emissions observed in the EPA tests.
•-Subsequent inspection of the distributor by the EPA showed that the
vehicle manufacturer's upper limit had been exceeded.
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To address these concerns, the EPA conducted a second supplemental
program consisting of series of hot LA-4 tests to determine the relative
emissions and fuel economy trends associated with possible spark timing
errors and an insufficient mixture flow rate. The following outline
presents the sequence of steps taken on the part of EPA:
1. Investigate possible distributor alignment error.
2. Determine WAAG mixture flow rate and compare with Applicant
recommendations for proper installation.
3. Investigate Alternate Methods of obtaining increased WAAG mixture
flow and the effects on emissions and fuel economy.
a) Increased dynamometer inertia (4000 Ibs. vs. 3500 Ibs.),
using the standard LA-4 driving cycle (3.3 mph/sec accelera-
tions) and the water/alcohol flow control spring originally
selected by ;the Applicant's representatives, for the EPA tests
(hereafter termed "yellow spring").
b) Modified LA-4 driving cycle (5.0 mph/sec driving schedule
accelerations vs. 3.3 mph/sec accelerations) and yellow spring.
c) Modified LA-4 driving cycle and a substitute water/alcohol
injection pump spring which causes increased flow rate (here-
after termed "blue spring")
d) Standard LA-4 driving cycle with blue spring.
1) Distributor set to "mean" of manufacturer's recommended
ignition timing curve.
a. "Baseline", nominal initial timing (8° BTDC)
b. "Parameters Adjusted", nominal + 4° initial timing*
c. "WAAG System", nominal + 4° initial timing
2) EPA-modified Distributor set to "maximum" of manufacturer's
production tolerance for ignition timing curves of production
distributors.
a. "Parameters Adjusted", nominal + 2° initial timing
b. "WAAG System", nominal + 2° initial timing
3) WAAG-modified Distributor set by Applicant representatives for
First Supplementary Program
a. "Parameters Adjusted", nominal + 2° initial timing
b. "WAAG System", nominal + 2° initial timing
D. Test Vehicle Inspection, Servicing, Repair and Adjustments
Prior to baseline (stock) testing, each vehicle provided by Engineered Fuel
Systems, Inc. was serviced and tuned to vehicle manufacturer's specifi-
cations. Details of the work'performed are provided in Appendix F.
*Determined by Applicants installation procedure.
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E. Test Results
1. Federal Test Procedure (FTP)
The results of the FTP tests on all of the vehicles are summarized in Table
II, below. The results given are the average of two tests unless otherwise
noted and include both the Base Program and First Supplemental Program.
Table II
W/A WAAG-Injection System
Base and First Supplemental Programs
Average FTP Emissions
(grams per mile)
Test Configuration HC CO COj MOx
Chevrolet Nova
As-received 0.82 12.55 491 0.90
Baseline (3 tests) 0.73 4.56 , 492 1.06
Parameters Adjusted 0.74 3.17 474 1.34
.WAAG System 0.74 3.00 475 1.31
Dodge Aspen
Baseline (3 tests) 1.64 17.61 585 1.35
Parameters Adj (1 test) 2.31 26.50 520 1.53
WAAG System (3 tests) 2.76 18.21 497 3.38
Mercury Zephyr
Baseline 1.19 25.45 390 2.02
Parameters Adjusted 0.61 3.58 403 3.18
WAAG System (3 tests) 0.58 4.85 394 3.05
MPG
17.3
17.7
18.4
18.4
14.4
15.6
16.6
20.5
21.6
22.0
Ford Granada*
Baseline
Parameters Adjusted
WAAG System
2.38
4.12
3.70
14.35
13.10
16.10
551
527
516
0.89
1.62
1.67
15.3
15.8
16.1
* All tests on the Ford Granada were conducted using dynamometer actual
horsepower (AHP) and inertia (IW) settings of 11.2 and 3500 Ibs., respec-
tively. 38% of the 1979 Granadas sold are represented by these settings
(actual certification settings were 11.1 and 3500 Ib. for AHP and IW, respec-
tively). The vehicle used in this program could more appropriately have been
represented by the setting used for the remaining 62% of the Granadas sold
(11.1 and 4000 Ibs. for AHP and IW, respectively).
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2. Highway Fuel Economy Test (HFET)
The HFET results on all of the vehicles tested are summarized in Table III
below. Unless otherwise noted, the results presented are the averages of two
tests in each configuration. Both the Base and First Supplemental Programs
summary data are provided.
Table III
W/A WAAG-Injection System
Base and First Supplemental Programs
Average HFET Emissions
(grams per mile)
Test Configuration . HC CO
Chevrolet Nova
As-received ( 0.06 0.89
Baseline (1 test) ' :' 0.05 0.27
Parameters Adjusted 0.06 0.00
WAAG System 0.09 0.04
Dodge Aspen
Baseline (3 tests) 0.22 2.64
Parameter Adj (1 test) 0.43 6.54*
WAAG System (3 tests) 0.39 1.17
Mercury Zephyr
Baseline 0.24 5.04
Parameters Adjusted 0.14 0.25
WAAG System 0.16 0.31
Ford Granada
Baseline 1.04 1.16
Parameters Adjusted 1.92 1.40
WAAG System 1.79 1.87
CO
342
334
336
336
432
404
386
301
300
301
NOx
0.88
0.93
1.09
0.91
1.61
1.59
2.83
2.85
2.90
3.11
412** 1.42
411 2.03
406 2.38
MPG
25.8
26.5
26.4
26.4
20.3
21.3
22.8
28.6
29.5
29.4
21.3**
21.3
21.4
*This CO value is questionable because it is substantially different from all
other CO test results on this vehicle. It is given because it is the only
result available from testing prior to mileage accumulation with the appro-
priate size main jet in the carburetor (2 sizes smaller).
** -one test.
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3. Hot Start (Hot LA-4) - First Supplemental Program
Hot LA-4 tests were conducted on the Ford Granada as part of the First Supple-
mental Program immediately following each FTP/HFEI test sequence. The results
from these tests are summarized in Table IV below and are the average results
from four tests in each configuration unless otherwise noted.
Table IV
W/A WAAG-Injection System
First Supplemental Program
Average Hot LA-4 Emissions
(grams per mile) (
Test Configuration HC_ CO C02 NOx MPG
Baseline 2.00 9.38 524 0.93* 16.3
Parameters Adjusted 3.87 9.58 498 1.70 16.9
WAAG System 3.67 13.24 491 1.75 17.0
*•- two tests
4. On-Road Evaluation (explanation of terminology provided in Appendix I).
Each vehicle was operated on the road to subjectively evaluate its operational
characteristics. The results of the on-road evaluations are as follows:
Base Program
-Nova - With the W/A WAAG-Injection System in operation (vehicle set as tested
on the dynamometer) there was a trace of lean surge under steady state
operation. There was no indication of a fuel supply problem during accelera-
tion. Knock was not present with or without the W/A WAAG-Injection System in
operation. An additional 4° advance in ignition timing (total of 12° beyond
vehicle manufacturer specifications) was introduced on the road. Trace knock
occurred under accelerations with the "WAAG System" in operation. Without the
"WAAG System", the knock intensity increased.
-Aspen - Because the test driver had experienced severe stumble during accel-
erations on the dynamometer (parameter adjusted, no water/alcohol injection),
the vehicle was operated on the road following the first parameters adjusted
test. Some knock was observed undet accelerations. Steady state and light
acceleration performance did not indicate any fuel starvation problems. Heavy
stumble occurred with moderate accelerations.
With the "WAAG System" in operation (2 sizes smaller main jets) there was no
sign of lean surge under steady state conditions. Slight stretchiness existed
under light accelerations and some stumble occurred at the start of moderate
accelerations. Knock did not occur on accelerations which began below approx-
imately 15 MPH. Random knock occurred on accelerations initiated between 15
and 25 MPH. Very heavy knock occurred on all accelerations and upgrade
operations where a change in either speed or load occurred above 25 MPH.
Knock did not occur at steady speeds on a level road.
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-Zephyr - With the "WAAG System" in operation and parameters adjusted as on
the dynamometer tests, the car exhibited slight lean surge under steady state
speeds. Mild stretchiness on light accelerations and trace knock on all
accelerations were also observed. The ignition timing was advanced an addi-
tional 3° to 4° on the road. With the W/A WAAG-Injection System turned "on",
heavy knock occurred under accelerations and trace knock occurred under steady
state conditions. With the W/A WAAG-Injection System turned "off" and the
additional timing advance present, the car knocked heavily at steady state
conditions and knocked very heavily under all accelerations.
First Supplemental Program
-Granada - On the road evaluation with the vehicle set as in the baseline
dynamometer tests showed some knock under hard accelerations. There were no
observed problems with respect to the fuel system, i.e. driveability with
respect to stumble, surge, stalling, etc.
On-the-road driveability evaluation following the "WAAG System" tests (W/A
WAAG-Injection System operational) showed the same driveability charac-
teristics with respect to stall, stumble, surge, etc. Knock characteristics
with the "WAAG System" operational were as follows: (a) under light accelera-
tions there was light knock in the 40 to 45 MPH region, otherwise there was no
knock, (b) heavy knock occurred under hard accelerations, (c) knock did not
occur under steady state conditions and (d) under wide open throttle
conditions from stationary, medium to heavy knock occurred initially and
ceased just prior to the first-to-second shift of the transmission. Heavy
knock re-occurred just after the first-to-second shift.
With the W/A WAAG-Injection System turned "off", knock occurred under all
accelerations. Light accelerations produced light knock and hard accelera-
tions produced very heavy knock.
It should be noted that when this vehicle was tested on the dynamometer, knock
was not detected by the test driver.
F. Discussion of Test Results
1. Federal Test Procedure-Base Program
-Chevrolet Nova: The trends for the performance of the vehicle were as
follows:
a. Baseline versus As-Received. HC was decreased for tne
baseline condition, however, the difference was not
statistically* significant. CO decreased signifi-
cantly. NOx and fuel economy increased by statisti-
cally significant amounts.
* Statistically significant differences were determined at the 90% con-
fidence level using the Student "T" test.
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-15-
b. Parameters Adjusted versus Baseline. There was no
statistically significant change in HC. CO showed a
statistically significant decrease while NOx and fuel
economy each . showed a statistically significant
increase.
c. WAAG System versus Baseline. The effects of the "WAAG
System" versus the baseline were the same as those for
the parameter adjusted versus the baseline.
d. WAAG System versus Parameters Adjusted. The vehicle
tested did not exhibit a statistically significant
change in either exhaust emissions or fuel economy.
HC remained unchanged, while CO, NOx and fuel economy
tended to decrease.
- Dodge Aspen: The trends for the performance of the vehicle were as
follows:
a. Parameters Adjusted versus Baseline. The trend was for
an increase in all emissions and fuel economy. The
increase in CO emissions is opposite to that which would
be expected as a result of the changes made to the
powerplant; i.e CO would be expected to decrease as a
result of the use of the 0.002 inch smaller carburetor
main jets. A statistical significance test could not be
applied to the differences because only one parameter
adjusted test was performed in the appropriate con-
figuration.
b. WAAG System versus Baseline. The observed differences
were statistically significant for all constituents
except CO.
c. WAAG System versus Parameters Adjusted. Because there
was only one parameters adjusted test with the
appropriate carburetor jets it is not possible to conduct
a statistical analysis. In general HC, NOx and fuel
economy tended to increase, while CO tended to decrease.
Comparison of the "parameters adjusted" tests performed on this vehicle
after the "WAAG System" tests (given in Appendix G), with those performed
before the "WAAG System" tests, show no similarity in either NOx and CO
emissions or fuel economy. This dissimilarity in results suggests that
some, unexplained ignition timing change had occurred at an unknown point
during the test program with this vehicle. A further evidence of a change
in the vehicle was the much higher knock intensity experienced in the
second road evaluation.
Because it was agreed that a significant change had occurred in the
vehicle, and because there are no "baseline" data in the "changed"
condition, the Aspen is not included in the following summary tables,
discussions and the conclusions.
-Mercury Zephyr: The trends for the performance of the vehicle were as
follows:
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-16-
a. Parameter Adjusted versus Baseline. HC and CO decreased
significantly swhile NOx and fuel economy increased by
statistically significant amounts.
b. WAAG System versus Baseline. As with the parameters
adjusted configuration, HC and CO decreased substantially
while NOx and fuel economy increased by statistically
significant amounts.
c. WAAG System versus Parameters Adjusted. HC and NOx
emissions tended to decrease, while CO increased by a
statistically significant amount. Fuel economy tended to
increase.
First Supplemental Program
-Ford Granada: The trends for the performance of the vehicle were as
follows:
a. Parameters Adjusted versus Baseline. HC, NOx and fuel
economy all increased by statistically significant
amounts. CO decreased by a statistically significant
amount.
b. WAAG System versus Baseline. HC and NOx emissions
increased substantially. Both CO and fuel economy
increased by statistically significant amounts.
c. WAAG System versus Parameters Adjusted. HC decreased and
CO increased by statistically significant amounts. NOx
and fuel economy tended to increase.
Unlike the Applicant-furnished vehicles, this vehicle was not subjected to
the 1000 mile "clean out" procedure with the W/A WAAG-Injection System
operational. The Applicant agreed to this omission in the interests of
expediting completion of the program. Thus the influence of the "clean
out" process on the emissions and fuel economy data obtained with this
vehicle are not known. However, the trends noted above are believed to be
representative, even though the "clean out" procedure might have altered
the absolute emissions and fuel economy levels of the vehicle slightly if
it had been conducted.
Base and First Supplemental Programs
-Vehicles as a group: The trends for the performance of ail the vehicles
tested exclusive of the Aspen were as follows:
a. Parameters Adjusted versus Baseline. HC and NOx
emissions increased substantially, while fuel economy
improved . CO emission were substantially decreased.
b. WAAG System versus Baseline. Similiar trends to those
described in a. above resulted with use of the WAAG
system in conjunction with the engine design parameter
adjustments.
c. WAAG System versus Parameters Adjusted. HC and NOx
emissions tenaed to decrease, while CO emissions
increased substantially. Fuel economy tended to increase.
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-17-
The changes described above are summarized in percentage terms in Tables V,
VI and VII. Comparison of these results indicates that the observed
differences in fuel economy, relative to the "Baseline" configuration, are
primarily due to the engine design parameters which were adjusted as a part
of the Applicant's installation procedure. The results of the Base Program
and the First Supplemental Program are considered together in these tables.
Table V
FTP Emissions and Fuel Economy Trends
Base and First Supplemental Programs
Parameters Adjusted versus Baseline
(percent change)*
HC
CO
CO-;
NOx
FE
Chevrolet Nova
Mercury Zephyr
Ford Granada
All vehicles*
+27.2
-30.5
-55.3
-3.7
+3.3
-4.4
-2.0
+26.4
+57.4
+82.0
+54.7
+4.0
+5.4
+3.3
+4.3
Table VI
FTP Emissions and Fuel Economy Trends
Base and First Supplemental Programs
WAAG System Versus Baseline
(percent change)*
Chevrolet Nova
Mercury Zephyr
Ford Granada
All vehicles*
HC
+0.7
-51.0
+55.5
+ 16.7
CO
-34.2
-80.9
+12.2
-55.1
CO-
-3.6
+ 1.2
-6.4
-3.4
NOx
+22.6
+51.1
FE
+4.0
+7.4
Table VII
FTP Emissions and Fuel Economy Trends
Base and First supplemental Programs
WAAG System versus Parameters Adjusted
(percent change)*
HC
Chevrolet Nova
Mercury Zephyr
Ford- Granada
All Vehicles**
CO C02
-5.2
+35.6
+22.9
+20.7
+0.1
-2.0
-2.2
-1.4
NOx
-2.6
-3.8
+3.1
-1.8
FE_
-0.3
+ 1.5
+l.b
+ 1.3
*+/- denotes the direction of change from either the Baseline or Parameters
Adjusted condition, whichever is appropriate. " " - denotes a change
which is statistically significant at the 90% confidence level.
**A statistical analysis was not performed on these data because of the
unequal number of valid tests conducted in each condition and the diverse
emissions levels for the different vehicles tested. Values represent the
percent change for all the valid test data for all the vehicles tested,
except the Aspen.
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-18-
2. Highway Fuel Economy Test - Base Program
As with the FTP, the fuel economy and emissions trends observed for each
vehicle and for the group of vehicles tested are substantially attributable
to the parameters adjusted configuration. On an individual vehicle basis
the results were as follows:
-Chevrolet Nova:
While the availability of only a single valid baseline
test precludes a statistical analysis, the trends of the
measured constituents are reported below:
a. Parameters Adjusted versus Baseline. HC and NOx
increased, while CO decreased substantially. Fuel
economy decreased slightly.
b. WAAG System versus Baseline. HC increased substan-
tially. CO decreased substantially, while NOx also
decreased. Fuel economy decreased slightly.
c. WAAG System versus Parameters Adjusted. HC and CO
increased,whileNOxemissionsdecreased,all by statis-
tically significant amounts. No significant change in
fuel economy was exhibited.
-Mercury Zephyr: The trends for performance of the vehicle were as follows:
a. Parameter Adjusted versus Baseline. HC and CO were
reduced by a statistically significant amount. \NOx
emissions tended to increase. Fuel economy was improved,
but was not changed significantly.
b. WAAG System versus Baseline. HC and CO decreased while
NOx increased, all by statistically significant amounts.
Fuel economy tended to increase, but was not changed
significantly.
c. WAAG System versus Parameters Adjusted. HC and CO tended
to increase, while NOx increased by a statistically
significant amount. Fuel economy tended to decrease.
First Supplementary Program
-Ford Granada: The trends for the performance of the vehicle were as
follows:
a. Parameters Adjusted versus Baseline. HC, CO and NOx
emissions were all increased by statistically significant
amounts. No significant change was observed in fuel
economy.
b. WAAG System versus Baseline. HC, CO and NOx emissions
were all increased by statistically significant amounts.
No significant change was observed in fuel economy.
c. WAAG System versus Parameters Adjusted. HC tended to
decrease, while both CO and NOx emissions increased by
statistically significant amounts. Fuel economy tended
to increase.
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-19-
Base and First Supplemental Programs
-Vehicles as a group: The overall trend.s for the vehicles tested,
exclusive of the Dodge Aspen, were as follows:
a. Parameters Adjusted versus Baseline. HC was increased
substantially, while NOx also tended to increase. CO was
reduced substantially. Fuel economy increased very
slightly.
b. WAAG System versus Baseline. HC and NOx increased sub-
stantially. CO was substantially reduced. Fuel economy
increased very slightly.
c. WAAG System versus Parameters Adjusted. CO emissions
increased substantially, while NOx also increased on
average. HC emissions tended to decrease. No change in
. fuel economy was exhibited.
The magnitude, in percent, and direction of the above described trends are
summarized in Tables VIII, IX and X. A comparison of these results
indicates that the trends described above are primarily due to the
modification of the prescribed engine design parameters.
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-20-
Chevrolet Nova**
Mercury Zephyr
Ford Granada
All vehicles
Chevrolet Nova**
:Mercury Zephyr
Ford Granada
All vehicles
Chevrolet Nova
Mercury Zephyr
Ford Granada
All Vehicles
Table VIII
HFET Emissions and Fuel Economy Trends
Base and First Supplemental Programs
Parameters Adjusted versus Baseline
(percent change)*
HC
CO
C02
NOx
Table IX
HFET Emissions and Fuel Economy Trends
Base and First Supplemental Programs
WAAG System versus Baseline
(percent change)*
HC
CO O)2
NOx
Table X
HFET Emissions and Fuel Economy Trends
Base and First Supplemental Programs
WAAG System versus Parameters Adjusted
(percent change)*
HC
CO
C02
NOx
FE
+20.0
-41.7
+84.6
+59.4
-100.0
-95.0
+16.7
-74.7
+0.6
-0.7
-0.2
-0.1
+ 17.2
+1.8
+43.0
+ 15.8
-0.4
+3.1
0.0
+1.0
FE
+80.0
-33.3
+72.1
+53.4
-85.2
-93.9
+58.3
-65.4
+0.6
-0.3
-1.5
-0.5
-2.1
+9.1
+6775
+23.3
-0.4
+2.8
+0.5
+ 1.0
FE
+50.0
+12.1
-6.8
-3.8
***
+22.8
+35.7
+34.5
-0.1
+0.2
-1.1
-0.4
-16.6
+7.3
+ 17.0
+6.3
+0.2
-0.2
+0.5
0.0
*+/- denotes direction of change from either the Baseline or Parameter
Adjusted condition, whichever is appropriate. " "- denotes a change
which was statistically significant at the 90% confidence level.
**The availability of only one test in the "baseline" condition precludes a
statistical analysis of the data.
***CO increased from unmeasurable (0.0) to 0.4 grams/mile.
change could not be computed.
A percent
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-21-
3. Hot Start (Hot LA-4) Tests Performed in Conjunction with the FTP and HFET
First Supplemental Program
This test was performed on the Ford Granada only. With tne exception ot CO,
all observed changes with the "WAAG System"- were attributable primarily to
the parameter adjustments. The changes noted between various tests
conditions are provided in Table XI below:
Table XI
LA-4 Emissions and Fuel Economy Trends
First Supplemental Program
1979 Ford Granada Only
(percent change)*
HC CO COj NOx MPG
Parameters Adj. vs. Baseline +97.4 +3.0 -5.0 +82.8 +3.5
WAAG System vs. Baseline +87.2 +42.4 -6.4 +88.2 +4.0
WAAG System vs. Para. Adj. -5.2 +38.3 -1.5 +2.9 +0.4
*+/- denotes direction of change from either the Baseline or Parameters
Adjusted condition, whichever is applicable. " "- denotes a change
which was statistically significant at the 90% confidence level.
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-22-
G. Second Supplemental Program
1. Discussion of Results/Analysis
a. Possible Distributor Armature-Stator Alignment Error
As a result of the Applicant's expressed concerns regarding the
possibility of a distributor armature-stator "misalignment" error,
numerous telephone conversations between Ford Motor Company Engineering
personnel and EPA personnel were conducted. In all cases, Ford
Engineering personnel indicated that the inductive pick-up timing light
indicates precisely when the spark plug is fired and the appropriate
crankshaft angle at which it fires. Any check of initial timing and
armature-stator alignment in a static condition only reflects the
backlash, production tolerances or wear of the components in the
distributor drivetrain system. For these reasons, initial timing
should only be checked in a dynamic condition; i.e., with the engine
running.
b. Water/Alcohol Mixture Flow Rate
The water/alcohol consumption rates for the test vehicles are presented
in Appendix J. In summary, based on measurements conducted with the
EPA-furnished vehicle, it was estimated that the water/alcohol
consumption rates for the Applicant-furnished vehicles were within the
range recommended by the Applicant during FTP and HFET testing at EPA.
However, the water/alcohol consumption rate for the EPA-furnished
vehicle tested in the First Supplemental Program was less than the
range recommended by the Applicant with the originally supplied
water/alcohol injection pump spring (yellow spring). Therefore, the
work to be discussed in the following pages was designed to include an
investigation of several approaches to increasing the rate of
water/alcohol mixture consumption with the EPA-furnished vehicle.
2. Methods of Increasing Mixture Flow
As stated above, the flow rate during Base Program testing of the
EPA-furnished vehicle was not in accordance with the Applicant's
recommendations, even though the yellow spring appeared to be appropriate
from the guidance given .in the WAAG Dealer Manual. In the field, the
Applicant contends that the injection pump spring would be changed from the
yellow spring, provided to the EPA and used in the testing of the Granada,
to a blue spring, to promote greater mixture flow. The Applicant indicated
that a blue spring would be sent to the EPA for the Second Supplemental
Program testing.
While awaiting receipt of the new spring, two other alternate methods of
increasing fluid flow rate were evaluated. Since the WAAG injection pump
operates as a function of low manifold vacuums, any method causing the
vehicle to operate at lower manifold vacuums than those observed during the
standard driving schedules, could be used to increase the mixture flow.
The two methods evaluated were: a) increased inertial loading and
b) increased acceleration rate.
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-23-
a. Increased inertial loading
Previous testing of the EPA-furnished vehicle was conducted using a
dynamometer inertia weight setting of 3500 Ibs. The vehicle
manufacturer also produces and sells substantial numbers (62%) of the
same basic vehicle which would be represented more accurately by a 4000
Ib. inertia weight setting. Therefore, 4000 Ibs. was selected for this
part of the evaluation and for all subsequent testing. The effect that
this increase had on mixture flow rate, emissions and fuel economy is
presented in Table XII.
Table XII
Second Supplemental Program
Effects of Increased Inertia
3500 Ibs. vs 4000 Ibs.
Hot LA-4 Mass Emissions
1979 Ford Granada-WAAG System Operational
(grams per mile)
Inertia Weight HC
CO
C0_2
NOx
MPG
Mixture
Flow Rate (cc/mile)
3500 Ib
4000 Ib
3.51
3.52
10.6
12.7
% Change* +0.14 +20.4
488
506
+3.6
1.44
1.55
+7.6
17.2
16.6
-3.5
5.9
7.6
+35.7
* +/- denotes direction of change from 3500 Ib IW test condition. "
denotes a statistically significant change at the 90% confidence level.
b. Increased Acceleration Rate
Since manifold vacuum varies with the rate of vehicle acceleration, the
acceleration rates of the LA-4 driving schedule were increased from the
standard 3.3 mph/sec rate to approximately 5.0 mph/sec. In all cases
only the acceleration rate was changed. The final velocity normally
attained after each acceleration remained consistent with the standard
LA-4. This modification introduced a 0.2 mile increase in the overall
test distance travelled versus the standard LA-4. With regard to mixture
flow rate, this technique increased the flow from 7.6 cc/mile to 7.8
cc/mile using the EPA-furnished vehicle tested with 4000 Ib IW setting
and original (yellow) spring.
These tests were conducted with the "WAAG System" fluid "on" and then
"off" at both 0° and 8° (BTDC). However, a vacuum leak was detected
after this series of tests was conducted and the effect on the results is
unknown. Therefore, although the data are presented in Appendix G, no
analysis will be performed.
c. Modified LA-4 with Injection Pump Spring Revise (Blue)
Upon receipt, the blue spring was installed into the pump. After
installation and unit check-out, tests were conducted to determine the
new mixture flow rate and the effect on emissions and fuel economy.
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-24-
The test vehicle was operated according to the modified LA-4 (5.0
mph/sec) schedule with its engine parameters adjusted to vehicle
manufacturer's specifications. The vehicle's initial timing was then
advanced by use of the Applicant's specified procedure. The determined
increase was 4° (12° BTDC) over the baseline condition. Two more
modified LA-4 schedules were driven. A summary of the results ot these
tests is provided in Table XIII.
Table XIII
Second Supplemental Program
Average Modified LA-4 Test Results*
Two Test Average
(grams per mile)
Mixture
Test Condition HC CO COj NOx MPG Flow Rate (cc/miL
Baseline (8° BTDC) 2.29 15.6 523 1.05 16.0 0
WAAG System (12° BTDC) 2.47 20.1 509 1.08 16.2 17.3
% Change** +7.9 +28.9 -2.7 +2.9 +1.3
It should be noted that these results were the first at EPA with the W/A
WAAG-Injection System which did not show a statistically significant
increase in NOx emissions, but did show a statistically significant
improvement in fuel economy, although both changes were small. Further
analysis of these test results indicate a statistically significant and
relatively large increase in CO emissions. Also, it is important to note
that "parameters adjusted only" tests were not run in this test sequence
and that the "baseline" was the modified LA-4 cycle. While it is not
possible to analyze the effect of "parameters adjusted only" in this test
configuration, it is possible to directly analyze the effect of operating
the vehicle over a modified LA-4 cycle as compared to the "standard
baseline" i.e., the standard LA-4 cycle. Table XIV provides the
comparison of these results.
*Tests were conducted using blue injection pump spring and 4000 Ib. IW
setting.
**+/- Denotes direction of change from baseline condition. " "
denotes a statistically significant change at the 90% confidence level.
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-25-
Table XIV
Second Supplemental Program
Effects of Test Cycle on "Baseline" Results
Standard LA-4 versus Modified LA-4
Test Condition HC CO C02 NOx MPG
Standard LA-4 2.08 8.8 529 1.08 16.2
Modified LA-4 2.29 15.6 523 1.05 16.0
% Change* +10.1 +77.3 -1.1 -2.8 -1.2
Table XIV shows a statistically insignificant and moderate increase in
HC, a statistically significant and large increase in CO, a statistically
significant decrease in NOx and a statistically significant, though
small, decrease in fuel economy. The test cycle differences require the
vehicle to accelerate much harder for the Modified LA-4 (5.0 versus
3.3 mph/sec accelerations) and thus the vehicle must use a more advanced
throttle position. Comparison of CO emission levels between two test
conditions, is generally a reasonable indication of the relative air-fuel
richness if other influencing factors remain constant. The large
increase in CO on the modified LA-4 cycle suggests that the vehicle was
operating in a richer air-fuel condition during the heavier accelerations
of the modified LA-4. Another indication of this condition is the slight
reduction in NOx on the modified LA-4. It might have been expected that
NOx emissions would go up because of the increased work required of the
engine during the heavier accelerations; however, NOx actually went down
slightly, perhaps because of the richer mixture provided by action of the
power valve during the heavier accelerations.
Therefore, referring to Table XIII, if the vehicle was operating in a
rich condition over the modified LA-4 (as it appears it was), it is
reasonable to expect less sensitivity of NOx to spark timing than seen
with previous tests. In addition, with the amount of water/alcohol being
injected with the W/A WAAG-Injection System "on", it is not all that
surprising to see that no statistically significant increase in NOx
occurred for the 4° timing advance. However, such a rich operating
condition would be unacceptable with respect to CO emissions. Further,
if the power enrichment were eliminated for the modified LA-4, NOx would
again be quite sensitive to spark advance.
d. Standard LA-4 with injection pump spring revised (blue)
For this assessment, the test conditions selected as appropriate were
based on consideration of the results obtained from the investigations
discussed above (i.e., the vehicle was tested using a standard LA-4, blue
WAAG pump-spring and 4000 Ib. IW setting). Only the distributor curve
and initial timing were adjusted, as specified in the installation
instructions.
*+/- Denotes direction of change from the standard LA-4 driving cycle.
" " denotes a. statistically significant change at the 90% confidence
level.
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-26-
As noted in Appendix F of this report, the representatives of Engineered
Fuel Systems, Inc., modified the distributor of the EPA-furnished vehicle
to what was supposed to be the maximum production tolerance limit
specified by the vehicle manufacturer. Subsequent to the original
testing, the actual distributor curve was found to be substantially above
this limit in most areas. To evaluate the effects of actually setting a
distributor to maximum production tolerance limits, an additional
distributor was procured and calibrated. The first series of tests were
conducted with this distributor curved to the mean of the production
tolerance, a second series was conducted with the distributor curved to
the maximum production tolerance limit specified by the vehicle
manufacturer, and a third series was conducted with the WAAG-modified
distributor. (Graphical representations of these curves are presented in
Appendix H). The results of this evaluation are shown in Table XV.
It should be noted that two different initial timing settings other than
8° BTDC, were evaluated. The 12° BTDC timing setting data were collected
assuming that the WAAG dealer would not alter the basic distributor curve
in the field and would only adjust initial timing as prescribed in the
Applicant's installation instructions (i.e., with brake pedal depressed
and vehicle in gear, increase engine RPM and advance initial timing to
the knock limit). 12° BTDC timing advance was the value obtained
following the WAAG prescribed procedure with the "mean" distributor
curve. With the other distributor curves, a value of 10° BTDC initial
timing was used based on previous testing (setting used by Applicant
representatives on the Granada for the First Supplemental Program tests).
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-27-
Table XV
Second Supplemental Program
Distributor Curve and Initial Timing Effects*
Average of Two Tests - Standard LA-4
(grams per mile)
Test Condition HC
Baseline 2.08
(mean dist., 8° BTDC)
CO C02 NOx
8.8 529 1.08
MPG
16.2
Parameters Adjusted 2.48
(mean dist., 12° BTDC)
WAAG System 2.60
7.7 523 1.41
11.2 520 1.18
16.3
16.3
(mean dist., 12° BTDC)
Parameters Adjusted 2.87
(EPA-modified dist.,
10° BTDC)
WAAG System 2.90
8.6 522 1.64
13.1 524 1.33**
16.3
16.0
(EPA-modified dist. ,
10° BTDC)
Parameters Adjusted 4.07
9.8 517 2.43
16.3
(WAAG-modified dist.,
10° BTDC)
WAAG System (4 tests)
(WAAG-modified dist.,
10° BTDC)
3.86
14.5
516 1.93
16.1
*" " -
statistically significant change from baseline condition at 90%
confidence level.
**0perator error on second test on this condition precludes any statis-
tical analyses.
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-28-
1) Mean Distributor - 12° - BTDC - Blue Pump Spring
a) Parameters Adjusted Versus Baseline
The parameters adjusted tests indicate that the initial timing
increase is the major contributor to the observed increases in
emissions (except CO) and fuel economy. Statistically signif-
icant increases in HC and NOx emissions were observed, while
fuel economy also increased significantly. CO tended to
decrease with the timing adjustment.
b) WAAG System Versus Baseline
If it is assumed that the WAAG Dealer in the field will not
alter or modify the basic distributor curve and will only
advance the initial timing to the engine knock limit, the
standard LA-4 tests conducted on the test vehicle indicate that
use of the WAAG water/alcohol injection system will increase all
regulated exhaust emissions and fuel economy from the baseline
condition by statistically significant amounts. These results
are in agreement with prior EPA LA-4 testing of this vehicle at
a lower inertia weight setting and reduced water/ alcohol con-
sumption rate.
c) WAAG System Adjusted Versus Parameters
HC tended to increase, while CO was increased significantly.
NOx emissions were decreased by a statistically significant
amount. Fuel economy tended to decrease.
The magnitudes, in percent, and relative direction of the above noted
changes are provided in Table XVI.
2) EPA-Modified Distributor - 10° BTDC - Blue Pump Spring
a) Parameters Adjusted Versus Baseline
Statistically significant increases in HC and NOx emissions were
observed, while fuel economy also increased significantly. CO
tended to decrease with the adjustments in spark advance.
b) WAAG System Versus Baseline
Statistically significant increases in HC, and CO exhaust
emissions were observed. Fuel economy was decreased by a
statistically significant amount. Since only one valid NOx
result was obtained in the "WAAG System" condition, statistical
significance of the results could not be assessed. However, NOx
emissions tended to increase.
c) WAAG System Adjusted Versus Parameters
HC tended to increase, while CO increased by a statistically
significant amount. A statistically significant reduction in
-------
-29-
fuel economy was also noted. The existence of only one valid
NOx test result in the "WAAG System" test condition precludes
any statistical analyses. However, NOx emissions tended to
decrease.
The magnitudes, in percent, and the relative direction of the above noted
changes are shown in Table XVII.
3) WAAG Modified Distributor - 10° BTDC - Blue Pump Spring
a) Parameters Adjusted Versus Baseline
t •
HC and NOx emissions were increased by statistically significant
amounts, while CO emissions also tended to increase. Fuel
economy tended to increase, however not significantly.
b) WAAG System Versus Baseline
Statistically significant increases in all regulated exhaust
emissions were noted. Fuel economy tended to decrease.
c) WAAG System Versus Parameters Adjusted
HC and NOx emissions were decreased, while CO was increased, all
by statistically significant amounts. Fuel economy was also
decreased significantly.
The magnitudes, in percent, and relative direction of the above noted
changes are provided in Table XVIII.
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-30-
Table XVI
Second Supplemental Program
LA-4 Emissions and Fuel Economy Trends
1979 Ford Granada
Mean Distributor -12° BTDC
(Percent Change)*
HC
CO
C02
Parameters Adj. vs. Baseline
WAAG System vs. Baseline
WAAG System vs. Parameter Adj.
+19.2 -12.5 -1.1
+25.0 +27.3 -1.7
+ 4.8 +45.5 -0.6
Table XVII
Second Supplemental Program
LA-4 Emissions and Fuel Economy Trends
1979 Ford Granada
EPA-Modified Distributor - 10° BTDC
(Percent Change)*
Parameters Adj. vs. Baseline
WAAG System vs. Baseline
WAAG System vs. Parameter Adj.
HC
+38.0
+39.4
CO
-2.3
+48.9
C02
+ 1.0 +52.3
Table XVIII
Second Supplemental Program
LA-4 Emissions and Fuel Economy Trends
1979 Ford Granada
WAAG-Modified Distributor - 10° BTDC
(Percent Change)*
HC
CO
C02
NOx
+30.6
+ 9.3
-16.3
MPG
+0.6
+0.6
NOx
-1.3 +51.9
MPG
+0.6
-0.9 +23.1** -1.2
+0.4 -18.9** -1.8
NOx
MPG
Parameters Adj,
WAAG System vs.
WAAG System vs,
vs. Baseline
Baseline
Parameter Adj.
+95.7
+85.6
- 5.2
+11.4
+64.8
+48.0
-2.3
-2.5
-0.2
+125.0
+ 78.7
-20.6
+0.6
-0.6
-1.2
*+/- Denotes the direction of change from either the baseline or
parameters adjusted condition, whichever is appropriate. " " denotes
a statistically significant change at the 90% confidence level.
**The availability of only one valid result in this condition precludes
any statement on statistical significance.
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-31-
4) WAAG-Modified Versus EPA-Modified Distributor - 10° BTDC
The basic difference in these two distributors is that the
EPA-modified distributor was curved to the maximum manufacturer's
production tolerance limit, whereas, the WAAG-modified distributor,
though intended to be curved to this same specification, was curved
significantly beyond the manufacturer's production limit.
a) Parameters Adjusted vs. Parameters Adjusted
The WAAG-modified distributor produced statistically significant
increases in all regulated exhaust emission as compared to the
EPA-modified distributor. Fuel economy tended to decrease with
the WAAG modified distributor, however, not significantly.
b) WAAG System vs. WAAG System
Statistically significant increases in HC and CO were noted.
Although only a single valid NOx test result exists with the
EPA-modified distributor in this test condition, the general
trend between the two distributors was for NOx exhaust emissions
to increase with the WAAG-modified distributor. Fuel economy
also increased by a statistically significant amount.
The magnitude, in percent, and relative direction of the. above noted
changes are shown in Table XIX.
Table XIX
Second Supplemental Program
LA-4 Emissions and Fuel Economy Trends
1979 Ford Granada
WAAG Modified Distributor versus EPA-hodified Distributor
(Percent Change)*
HC CO C02 NOx MPG
Parameter Adj. vs. Parameter Adj. +41.9 +14.0 -1.0 +48.6 -0.3
WAAG System vs. WAAG System +33.1 +11.1 -1.4 +45.7** +0.6
*+/- Denotes direction of change from the EPA-raooified distributor test
condition. " " denotes a statistically significant change at the
90% confidence level.
**The availability of only one valid test result in this condition
(EPA-modified distributor) precludes any significance statements or
analyses.
-------
-32-
Appendix A
WAAG Water/Alcohol Injection
Installation Instructions
(supplied with original 511 application)
-------
-33-
i? P SY^i fl ?i rt i
il 3 imUSigl SlSli.
PART A—DIAGRAM AND PARTS-^SEE PAGE 4
PART B—INITIAL INSTALLATION
,/ 1. Check the engine for any mal-funccions before installing the unit. (Scope is
recommended for maximum results).
/ 2. Check the automatic choke. If the choke remains closed too long, it must be
corrected before installation. /
,/ CAUTION: If the EGR valve is not operating properly, it will cause the Waag
System to malfunction. Therefore it is very important that this be
checked regularly.
BEGIN INSTALLATION
3. Select the best location for the tank or reservoir (B). Any suitable position
along the fender skirt, fire wall, or between the radiator and grill is suitable.
Some cars with an abundance of accessories may require a special tank or moving
of accessory parts, such as the horn.
U. Drill holes for clamp (A) and attach clamp to car.
5. Set tank and fasten bolt and nut (A). Tighten nut (A) so tank is firm.
CAUTION: Always install tank or reservoir so that highest level of wnter-alcohol
will never exceed height of Jet nozzle to be installed in the carburetor.
6. Slide stem (C) into hose (D) and then slide stem thru grommet and hole located
in top of tank or reservoir (B). '
7. Injector-pump (F) location-Any suitable location as close to the water-alcohol
tank as possible. Injector-pump (F) works best when kept as close as possible
to the tank or reservoir (H). Keep the top of the injector-pump (F) below the
height of where the nozzle jet (K) will be to eliminate dripping when the engine
is turned off. Ic is well to have some sag in the hose between the injector-
pump and nozzle (L) in order to store solid charge for instant injection.
CAUTION: Tho injector-pump (F) should always be installed in an upright position
with the solenoid coil on top and horizontal.
CAUTION: Do not nllow hood to kink any of the hoses.
8. Drill for mounting, and mount injector-pump (F). Use drill bit 625.
9. Connect the vacuun hose (G) on the single fitting at the bottom of the Injector-.
pump (F) and run to the Intake Manifold.
10. This unit operates only on the intake nanifold vacuum.
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34
Never use vacuum from link connecting carburetor and distributor.
Never use or disturb power brake line.
Never use PCV valve line.
Never use a vacuum line that has a check valve between the intake Manifold and the
Injector-pump.
•
There are many other vacuum lines connected to the intake manifold that can be used,
but you must make your connection close to the manifold. A Tee Fitting (X) is enclosed
for installation when rubber vacuum line is chosen.
11. Connect hose (J) to Solenoid (I) at the top fittings. There is ample hose (J)
provided to run to the air cleaner, but this distance should be kept as short
as possible. Also it is important that this section (J) have some sag.
12. One end of the nozzle (L) is the alcohol metering jet (K). This jet is screwed
into the right angled nozzle (L) and held in place by the-discharge hose (J).
Now you are .ready to locate the nozzle placement. ,
13. Nozzle Location:
a) Single Barrel Carb. - Thru the center of Venturis (W).
b) Two Barrel Single - Between the barrels.
c) Quad. Carb. Single - Between primary barrels.
d) Triple Carbs. - Center carb. only.
e) In the case of twin carbs. inject in both carbs. using above procedure.
•
CAUTION: Injection must never take place above impact tube, commonly known as the
vent or breather tube of carb. Injection at such a point would allow water
and alcohol into the carb. float chamber, adversely affecting the idling
of the engine. (
CAUTION: Never allow the nozzle to touch or interfere with the choke operation (See
diagram of 1-2).
14. Now drill the 3/8" hole in the air cleaner top directly above and between the
primary Venturis (W). Insert nozzle guide (M) with lock washer and nut (M)
underneath.
CAUTION: Do not overtighten. Rough up guide threads slightly as a security measure.
Nozzle support guide is to keep nozzle centered equidistant from Venturis (W).
CAUTION: The alcohol metering jet (K) must always be kept within the hose.
CAUTION: Always keep alcohol metering jet (K) clean.
15. Insert the nozzle into the nozzle guide so that the end of the nozzle (L) is
halfway between the bottom of the nozzle guide (M) and the top of the choke.
This is very important since suction from the carbutetor could cause improper
operation of the Waag System.
16. At this point, check the carburetor, get the manufacturer's name and carburetor
number. A cross reference book will supply the existing size jets in your
carburetor. Order new carburetor jets from automotive supplier, 3 thousandths
smaller eg: .073 to .070 - to be used under PART B of Installation after the
initial cleanout period.
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35
17. Now connect the switch (P). The switch should be installed on or somewhere
near the instrument panel. The purpose of the switch is to determine if the
engine-is adjusted and functioning correctly. See //20 for testing information.
Ground either wire from solenoid. Use one wire (Q) from the switch (P) and
connect on the solenoid. Connect the other piece of wiro (Q) from switch (P)
to the fuse panel terminal which is activated by the ignition switch so the
unit will be deactivated when the ignition switch is off.
NOTE: The injector-pump (F) operates on 12 volts, no less and uses only one
ampere, not enough to have an effect on the ignition.
CAUTION: During switch (P) installation, be extremely careful not to short or ground
the wires. If you do, the engine will not run. Also be certain that hot
wire connection from the ignition switch is off when the engine is stopped,
since the flow of W/A must stop when the engine is stopped.
18. There should be no resistance unit or harness between the ignition switch and the
injector-pump (F).
19. With the engine running, open and close the switch. You should then feel a
definite thumping in the solenoid (I).
IMPORTANT: You should now fill the tank or reservoir (B> with % gallon water
and % gallon alcohol (METHANOL ALCOHOL RECOMMENDED) and one capful of INHIBITOR
which is provided in your kit.
/20. Testing - When the switch (P) is turned off, the engine should ping under load.
If the engine does not ping with the switch off, look for the following trouble:
a) Stuck choke.
b) Mai-functioning carburetor, jets too large.
c) Very late ignition timing.
d) Heavy leaded gasoline.
e) Blocked up air filter.
f) Blocked PCV valve.
g) Leaky float valve.
.When the engine is loaded and the switch (P) is turned on, there should be no
ping, however, a very faint ping will not damage the engine and is permissible
when maximum economy of both alcohol and gasoline is desired.
FURTHER TESTING
a) Be sure switch (P) is in off position.
b) Pull nozzle (L) directly out. DO NOT TURN, you could unscrew alcohol
metering jet (K).
c) Allow discharge hose (J) to hang down.
d) Disconnect any vacuum line connection.
e) Turn on switch (P).
f) Start engine and allow to idle.
g) Alternately connect and disconnect vacuum line (by touch contact only).
h) Fluid should flow from discharge hose in alternate spurts.
i) Reconnect vacuum connection, replace nozzle (L), tighten nut at (M) and
make a test run.
/ NOTE: If engine pings with low test gasoline in the tank, add some high test
or unleaded until the carbon is removed. (Approximately 1000 miles or A gallons
o£ solution). After carbon is removed, and by using low test gasoline, you can
start advancing the ignition for maximum gas mileage. Advance the ignition in
small steps over a period of time.
NOTE: Do NOT install this unit on a DIESEL-engine at the present time. Also
it is NOT advisable to attempt to adapt this system to a rotary engine, a two
stroke engine that mixes gasoline and oil or to any aircraft engine.
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36
PART A—DIAGRAM AND PARTS
AIR CLEANER
METERING JET
f-METSfllM
f^ElL
WATER/ALCOHOL
WAAG-INJECTION SYSTEM
U.S. PATENT ITI.W.774
I CO @ CD
TO FUSE PANEL TERMINAL
WHICH IS ACTIVATED BY
THE IGNITION SWITCH
(USE RADIO VV7NE AS
SECOND CHOICE)
DIAGRAM 1
©
^\
p-L-j
ALCOHOL
WATER
MIXTURE
'
(A)
L
\
V
\5/
••>
j y
LIST OF PARTS (in order of use)
A. Clamp & Bole
B. Water/Alcohol Tank
C. Stem
D. Short Hose - Tank to Pump
E. Filter Inside Pump Fitting
F. Pump
G. Vacuum Hose to Intake Manifold
H. Manifold Connection
(tap in or use Tee (X)
I. Solenoid (Connected to Pump)
J. Hose From Solenoid to Nozzle (L)
K. Metering Jet in Nozzle (L)
L. Nozzle
M. Nozzle Guide d Locking Nut
N. Air Cleaner Top- part of your vehic
0. Air' Filter - located in nlr cleaner
P. Switch
Q. Switch Wire (To Solenoid)
S. Spring - located in pump (F)
T. Self Tapping Screws
U. Solenoid Ground Wire
W. Venturis - in your carburetor
X. Tee fitting - for manifold connecti
Y. Vacuum Hose Connection on Injector
TOOLS NEEDED
Drill
025 Bit for Clamp
{'25 Bit for Starting Hole
025 Bit for Punps
3/8" Bit for Nozzle Guide
Screwdriver
Knife to cut hose
9/16" Wrench
-------
37
PART C - ADJUSTMENT - AFTER ENGINE CARBON CLEANOUT
21. Drive a minimum of 1000 miles or use at least A gallons of W/A, Inhibitor
solution to remove heavy carbon deposits, which are wasting gasoline, from your
engine.
After this cleanout period, reduce the carburetor jets - 3 thousandths only,
eg: .073 to .070.
CAUTION: Do not reduce these jets before the carbon clean out period haa been
completed or the engine will overheat.
Check float and level while carburetor is open.
24. Advance Distributor. With the car in drive and brake pedal activated, accelerate
the engine slowly with the W/A WAAG-INJECTION SYSTEM on until the spark timing is
advanced (usually 1-3 degrees) and you hear a slight ping.
25. Should the engine require new spark plugs, replace with h&tter ones, two heat
ranges. /
26. If everything is adjusted properly, there should be a discernible ping when the
engine is forced and the INJECTION SYSTEM is turned off. When the switch is
turned on, the1 ping should disappear.
27. With older engines, a part throttle ping indicated a condition of too much vacuum
spark advance - do no retard the distributor or you will reduce gasoline mileage.
28. Included in your kit is a bottle of Inhibitor. This will eliminate any possibility
of rust and also acts as a lubricant. Use 1 cap-ful to ^ gallon water and *j
gallon alcohol. This bottle should last one to two years. You may reorder from
this address.
29. Enclosed is your parts warranty and your performance guarantee. Fill out the
attached card and return it when you have completed PART A of the installation.
Have the authorized Installation Center sign your performance guarantee in order
for the guarantee to be valid.
PART D - TROUBLE SHOOTING AND MAINTENANCE
30. If the unit does not work:
a) Check switch to see if the solenoid goes on and off. You should hear a
click in the solenoid. If the solenoid does not click, check the fuse.
b) If the solenoid works and the unit has been installed more than three
months, check the screen filter (E) for blockage. Disconnect the hose (D),
filter screen fitting (E) is between the hose and the injector-pump (F) Inle
Wash out the screen. Then reconnect. It is also suggested that when cleani
the screen, you also wash out the alcohol-metering jet (K) which is attached
to nozzle (L). To do so the nozzle can be slipped out of the hose (J).
Simply unscrew the jet from the nozzle, wash out -and screw back in place. .'
WAAG jets should be cleaned with water or air only. *
c) If the above does not solve the prcblcn, or if the unit was only recently
installed, check for loose connections, especially from tank (A) to
injector-pump (F). Loose connections will stop the injector-pump.
NOTE: A quick method to determine if system is working. Simply pull out nozzle
hose, shake (, see if fluid drips.
-------
38
JL
31. Here are special instructions in selecting proper spring (S) in Injector-pump
and alcohol metering jet (K) in nozzle (L).
The average driver, driving an average V-8 engine requires a #6 jet (K) and a .
medium load or yellow spring (S), located in the injector-pump (F).
Average city driving should consume about one gallon of water and alcohol for
every.250 to 400 miles. Average country or highway driving should allow you
to go about 500 to 1500 miles.
A heavy footed driver may use considerably more water-alcohol mixture. This
not create any problem, but in case, a lighter spring (S) (Green) and a
smaller alcohol-metering jet (K) ({18) could be used to reduce the amount of
water and alcohol flow. It is optional.
On the other hand, a light footed driver will create a problem by not allowing
enough water-alcohol to flow and remove alii the destructive carbon which is
constantly forming in the engine. Under this condition, a* heavier spring (S)
(Blue) can be used. /
The following is a list of jets and spring combinations and their flow rates:
Jets Springs
#8 Light Flow Green
#6 Average Flow Red
#6 Heavy Flow Yellow
06 Very Heavy Flow Blue
These jets and springs are calibrated and must be used in the proper combination.
\. They should not be altered under any circumstances. By using these in the proper
j combination, practically any driving habit will be satisfied.
32. Any kind of alcohol may be used in this system, the most plentiful in METHANOL
which is the most abundant and is available through chemical companies and most
Installation Centers.
33. After the carburetor jets have been lowered or reduced in size, should you run
out of solution while driving, it is recommended that you NOT operate the vehicle
more than 300 miles without the solution of water/alcohol/inhibitor. However,
if alcohol is not readily available, water and inhibitor can be used temporarily
but you will, not experience the same results as with water/alcohol/inhibitor.
**********************************************************************•£
*
*•
*
*
*
*
*
*
*
*
*
*
PARTS WARRANTY
The W/A Waag-Injcction System S
is guaranteed
against defects in material and workmanship for a period of
Twelve months from the date of purchase, when your warranty
is signed- & returned for proper registration.
fa*********************************************************************
-------
39
Appendix B
"WAAG Dealer Manual"
-------
40
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•^=!*!>nH~?Xr^si*f>s^
MARKETING & TECHNICAL DATA
Engineored Fi^ei Systems, Inc.
»
Colony Plaza — Suite 1220
3451 No. Federal Mignv/ay
Ft. Lauderdale, FL 33308
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-------
' i:u.ij 1220 o Colony Pla.ra
C451 N. Federal Highway
Ft. Laucterd?.l0, FL 33303
305-491.8376
INTRODUCTION
At this point, you must have decided to become a Waag-Injection System
Dealer. Congratulations, and welcome to our growing Dealer network.
In tha pages to follow, you will find the manufacturer's recocsnended pro- .
gram for marketing and technical services. This includes all pre-installation,
installation and customer service instructions as well a's other pertinent technical
data. Please study these carefully so you will get the/ full advantage of your
training period.
You will find substantial emphasis in our program on automobile diagnosis,
and as an installation requirement, in making necessary repairs. We can assist
you in this part of the program as we are a national account with Sun Electric
Corporation, manufacturer of what we believe is outstanding diagnostic equipment.
It is possible and advisable for our Dealers to purchase such equipnent through
cur office and take advantage of the available savings. We believe this arrange-
ment is ico-st beneficial to our Dealers, not only in working with the Waag System,
but also in their every day activities.
Our Distributors are ready to help Dealers in every way possible and they can
depend upon us for whatever assistance becomes necessary. Again, we welcome you
as a Dealer in the sincere hope that you will enjoy a long and successful future
with us.
Sincerely,
ENGINEERED FUEL SYSTEMS^INC.
-/" '
_\£-1-<---.( c. .
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42
MAINTAINING A GOOD DEALERSHIP
Waag-Injaction System Dealers have the opportunity to incrpase their
business substantially, not only from the selling and installation of the
Wang System, but as has been proven, this activity will increase their
regular business as present customers will have additional work performed
and new customers will be developed.
Here are some guidelines for maintaining a good Dealership:
1. Good management and good personnel.
2. A well established facility with adequate equipment^and a good
customer following. -I
3. Availability of diagnostic equipment is preferred, but a Dealer
. must at least have the ability and equipment to determine .ind
demonstrate to the customer if a car is .not performing properly.
(The unit should not IK- installed on a cjir that is not operating
in accordance with W;tag System performance specifications, as out-
lined in our technical manual, unless it is so specified on the
warranty card).
4. A Dealer must believe in the unit and it's benefits and must nut be
involved with any oilier units or devices Lli.it might, even in the
slightest manner, reflect by association or- in any other way, on the
Waag System and it's; l-eneflts.
Actually there is only one proven system, and that is the Wan p. System.
To date no other device:; have shown any significance in fuel economy
under Federal Test I'rucedure or El'A guide I inrs.
5. The Dealer must participate in the Distributor's program. That is,
anyone who will be installing the unit must take at least 4 hours
-------
43
MAINTAINING A GOOD DEALERSHIP (CONT.)
of training, and the Dealer must carry a reasonable inventory at
all times.
6. A Dealer must carry alcohol and/or pre-mix Waag System Injection
Fluid and have it readily available for customers 'at a fair price.
7. A Dealer must be willing to have posters, window banners and other
point of sale materials displayed in a conspicuous manner.
8. A Dealer should start immediately selling the System to his present
customers. He should institute an active campaign aimed at these
customers. If the Dealer has a mailing list of his present customers,
*
it should be utilized to sell them the Waag-InjectJon System. Hand-out
and take-one sales material (with a space for Dealer name, address and
phone number) are available and there is no better place for their use
than where the customer is buying gasoline or having work done on his
car.
The Dealer should also participate in the advertising program which
has been formulated and tested in the field by the Manufacturer.
Billboards, radio, newspaper, T.V. and direct mail have all been
tested for customer promotion, and, through outside companies, offer
the best and least expensive packages to the Distributors and his
Dealers.
Consideration is given to geographical location in appointing Dealers.
It is important that customers, no matter where they live or work, be able to
receive gocd service, but, at the same time, Dealerships should not be placed
too close together.
Some Dealers may find it to their advantage to be open outside of normal
business hours for installations. In such cases the Dealer should make sure
-------
44
MAINTAINING A GOOD DEALERSHIP (CONT.)
his customers and the public are aware of his hours.
In some cases, where a Dealer meets the other requirements, but is not
fully equipped to handle the second phase of the installation, it is possible
to work out a compatible arrangement with another Dealer or with the Distributor's
facility, for the final phase of installation. This refers to the lowering of
the carburetor jets and properly advancing of the spark. This arrangement
works well where necessary and lias certain advantages for many Dealers.
CUSTOMER RELATIONS
The Manufacturer has developed a comprehensive and proven program covering
all aspects of sales, customer relations and sales promotion. It must be em-
phasized that it is a cohesive program based on experience and field testing,
with the one part being important to the other and all parts contributing, when
«,
used correctly and together, to ensure the success of the entire program.
Dealers, to be successful, should participate fully. The program used
piecemeal will not reach the market potential, but used as designed, it will
produce customers in ever-increasing numbers.
In today's economy, customers are, more than ever, searching for ways to
save on operating expenses. This is especially noticeable in the automotive
field. It is also true that because of the indifference shown by many service
stations and repair facilities, during this era of shortages and rising prices,
customers are also looking for places where they will receive courteous, fair
*
and professional service. The wise De.alcr will recognize this, and by providing
superior service will bui'ld an excellent and lasting business.
The approach to customer relations, then, is very simple and straight
forward, and in this regard should conform to the following:
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45
PAGE 5
CUSTOMER RELATIONS (CONT.)
1. The Dealer must at all times maintain and follow the standards for
promotion, installation procedure and service requirements as set
forth by the Manufacturer.
2. Be honest, sincere, courteous and knowledgeable.
3. Explain the Waag System and make sure the customer understands it
in his own realm of reference.
4. Do not make false claims. The System is good and requires no
embellishments. •
/
5. When the customer brings in the car for installation, go through
the proper procedure as detailed in the Technical Manual.
6. Ask the customer how many miles per gallon he is obtaining. Find
out, in a nicft way, if he can prove his figures. In 99% of the cases,
the customer does not know his true MPG. Show him how to check his
mileage. You are doing this for his own good and if he understands, he
should be happy to cooperate with you. Make a record of the date, type
of car, odometer reading, customer's name, phone number and pertinent
facts. If you feel it is necessary, make arrangements for him to run
a mileage test, either by using at least two tanks of gasoline and
noting miles traveled or by driving a measured distance (usually 25
miles) and refilling at the same tank.
7. When he returns with the car make a record of his MPG and go through
• the pre-installation procedures. If the car is performing in accordance
with Waag System Specifications, install the unit. If the car is not
functioning properly, explain the problems to the customer in a manner
that he understands. If possible, demonstrate the malfunctions using
the proper Sun or other scope equipment. Advise the customer what is
-------
46.
CUSTOMER RELATIONS (CONT.)
required in the way of work on the car before you can install the unit
in order to assure full satisfaction of the Waag System. Tell him that
he should get another price quote on this pre-installation work, and that
if he so desires, he cnn take the car to his own mechanic to have the
work performed. Our experience shows that in practically all cases,
the customer will have the Waag Dealer do the necessary work at the time.
It is important that the Dealer be fair and honest in charging for such
•
work. It is suggested that you DO NOT INSTALL THE ;UNIT UNLESS THE CAR
IS FUNCTIONING ACCORDING TO WAAG SYSTEM SPECIFICATIONS. If the customer
insists on having it installed, be sure to note any defects not corrected
in the space provided on the warranty card and advise the customer that
this negates the performance warranty.
8. When the car has been brought up to Waag System specs install the uni.t
making sure all procedures are followed carefully. THE DEALER MUST TEST
THE UNIT AND HAKE SURE IT IS INSTALLED CORRECTLY AND FUNCTIONING PROPERLY
BEFORE RELEASING THE CAR TO THE CUSTOMER.
I
9. Go over the Customer Service Instructions that are privided and make
sure the customer understands them. Advise the customer to enjoy the.
increased performance he will feel, but to put to oneside his miles per
gallon records for the moment. Tell hira to call for an appointment,
for phase 2 of the installation, after he has used four gallons of the
Water-Alcohol Injection Fluid, and driven at least 1000 miles.
10. After the second phase has been completed (lowering of the carburetor
jets, where possible, and advancing of the spark) have the customer
repeat the same miles per gallon test as he did initially, if he did
-------
47
CUSTOMER RELATIONS (CONT.)
one. The only correct comparison of miles per gallon is between what
the customer was getting when he first brought in the car and what he
gets after completion of the second phase. The customer must also be
made aware of the fact that he does not have to use premium gasoline
since the octane will increase 7 to 12 points with water and alcohol,
and that he will enjoy additional savings in maintenance costs.
Following the steps enumerated above may appear to be very time consuming,
but in actual operation, done correctly and with proper equipment, they do not
take too long and will pay dividends to the Dealer. The Deal'er can eliminate the
/
possible necessity of spending hours "trouble-shooting" if he will follow the
instructions. He will also show the customer that he is a professional, performing
a needed service properly and graciously, which will result in more customers.
The backbone of good Customer Relations, then, is giving good customer
service from the beginning. Furthermore, good Dealers know from experience, that
customers who have to return to have any work corrected, cost the Dealer money.
There is, of course, as we all know, the odd customer who is absolutely impossible.
In such cases if a unit has actually been installed and the customer cannot be
satisfied, it is better to have the customer agree to have the unit removed and
he receives a refund. It is best, however, during the early stages of customer
contact, to find out if he expects the impossible, and 'if so, not to install the
unit in the first place by advising the customer nicely that his expectations
probably exceed the capabilities of the system.
Good customer relations really amounts to using al] available materials and
methods to develop sales and doing everything possible to ensure that every
customer is a satisfied customer. This is ext.rcraely important since your best
producing advertisement is a satisfied customer.
-------
ADVERTISING AND PUBLICITY
To produce the best results, all marketing activities have been planned
in a careful manner.
Of these, Advertising and Publicity will probably have the most direct
effect on actual sales.
They should be designed and co-ordinated by professionals through the
Distributors, who have the complete picture "and are right* up to date with all
the other areas of the total program.
ADVERTISING
The main objectives of the Dealer, at this time, should be to have his
regular customers use the Wang-Injection System and to develop new customers
in his area for both the Wang System and his other services by giving good .service
and doing some advertising, particularly using available point of purchase
advertising items. The Denier should discuss any advertising matters with his
Distributor, who in turn, receives guidance and assistance from the Manufacturer.
It is important, then, that sufficient advertising he placed to develop the
added nucleus of customers in a particular area. This advertising placed by the
Distributor working with his-;. Dealers must he maintained to fully capitalize
on the initial impetus and thus create an ever-increasing volume of sales. For
best results, it is suggested that advertising fall into the co-operative category
through the- Distributor.
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49
POINT OF PURCHASE SALES AIDS
Sales aids have been developed and tested by the Manufacturer
and are available to Distributors and Dealers. They do produce
sales and they should be used.
1. "Energy Conservation" brochures with space for
•
Dealer's name, address and telephone number.
2. Standing display card with take-one pocket for bro.churcs.
For use on counters and in protected outside areas botli at
the Dealers place of business and other suitable locations.
3. Banners for windows, canopies, posts or walls.
4. T Shirts.
5. Promotional buttons for employees.
6. Bumper stickers.
7. Logo decals for auto window.
8. Authorized Installation logo decnl for garage window.
9. Installation Certificate.
TO MrKCIIANDIM-: ... ADVlTxTJSE!
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50
TECHNICAL INFORMATION
PRE-INSTALLATION OF WAAG-INJECTION SYSTEM
The Following information is of great importance to you.
THE WAAG-INJECTION SYSTEM DOES NOT CORRECT EXISTING ENGINE MALFUNCTIONS
For a satisfied customer, and a customer who will recommend you to his friends,
you must do the utmost to correct engine malfunctions prior to installing a Waag-
Injectlon System.
Failure to do so will result in the following:
1. Your profits will evaporate due to furnishing ej^tra Labor to satisfy
your customer.
2. You will have a dissatisfied Customer because you will find it difficult,
i
after installing a Waag-lnjcction System, to convince this customer that
he needs a tune-up, or plugs, or anything else to set his engine right.
He will believe that you intend to "rip him off" with unneeded repairs
because the Uaag System is faulty, when in fact it is probably the car
that is malfunctioning.
3. Bad news travels fast. A dissatisfied customer can "unsell" more customers
than a satisfied customer can "sell" others.
You must inspect the engine completely. If you have an electronic analyzer
and can operate it properly, you can complete the required inspection within
25 to 30 minutes. Engineered Fuel Systems maintains a national account status
with Sun Equipment Co. for the benefit of Waag-Inject:ion System Dealers. Check
with your Distributor for details.
Naturally, any malfunctions found an a result of this examination' should bo
brought t.o the attention of your customer witli the explanation that your
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51
•TECHNICAL INFORMATION (CONT.I
installation of a Waag-Injaction System will not materially improve his fuel
mileage unless these malfunctions are corrected. You will note on the warranty
card a place to list defects and a certification that they have been repaired.
Otherwise the performance guarantee is void.
THINGS. TO INSPECT AND CORRECT AS REQUIRED.
1. Air leaks in the induction system.
Air leaks in the induction system, known as vacuum leaks, can result in a serious
loss of efficiency from the engine.
Vacuum leaks can be found in the following places:
A. Vacuum lines, those small black hoses or tubing that seem to run every-
where under the hood. Check each hose for hardness, brittleness or
cracking. Check the intake manifold vacuum ports, then follow each
hose to it's other end. Check the vacuum standoff units and follow
each hose. (These units are automatic heat activated control valves.
Be certain that you replace, on the same outlet of the unit, any hoses
you remove).
Check the vacuum lines from the carburetor, the Vacuum Chamber for power
brakes, accessory vacuum lines and headlights actuated by vacuum. When
inspecting the Vacuum Chamber for power brakes, carefully examine the
plastic fitting entering the Vacuum Chamber. This plastic unit is
sometimes cracked when checking the hydraulic brake fluid in the master
cylinder.
B. Leaking Intake Manifold. Insure that all intake manifold mounting bolts
•
arc torqued to correct specifications. Test edges of intake manifold.
With engine idling, spray Engine Start around the edge of the intake
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52
TECHNICAL INFORMATION (CONT.)
manifold. Avoid spraying into the throat of the carburetor. If engine
increases speed, the intake manifold is leaking. Install a new set of
gaskets and tighten to specifications. Note: Engine Start; contains
Ether, a highly flammable substance. Avoid spraying on hot exhaust or
breathing fumes.
2. Check PCV Valve and hose. Check hose for hardness, brittleness and
cracks where hose joins the carburetor or base plate. Replace if required.
Shake the PCV Valve. If PCV Valve, does not rattle, replace with a new
»
valve.
/
3. Check Carburetor top plate and base for loose bolts and screws. Tighten
as required.
A. With engine running, look into the carburetor throat. If it appears to
have excess fuel in the carburetor, or if you see fuel seeping or dripping
in throat, have the carburetor rebuilt.
5. With engine running, check the exhaust gas for color. It it is sooty
black while idling, the engine is operating rich, that is, too much fuel
for the air being used. Adjust idle. If sooty color persists in exhaust,
have the carburetor rebuilt, or have the automatic choke repaired. If
engine is operating lean, make a note of it, as you may have to modify
a later procedure - lowering of carburetor jet size.
6. Check the Automatic Choke for proper operation.
7. Check distributor points (Non-electronic ignition). Replace if required.
8. Check the distributor advance for proper operation. Replace the Vacuum
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53
TECHNICAL INFORMATION (CONT.)
advance unit if required. Be sure the diaphram is in good condition.
Eliminate heat sensors in the line* from the Vacuum spark advance to the
carburetor. Also in cars with two hoses from the distributor, eliminate
/
the retard line (on some Ford models).
9. Check the distributor function and timing. Correct as required. (Pull
#1 Plug and verify that distributor rotor location is correct).
NOTE: We have discovered'that a majority of distributors are incorrectly
"curved" and recommend that they be tested on a Sun Distributor Tester //DT-504.
"Curving" the distributor to correct the deficient advance actions should only
be attempted with proper equipment and knowledge.
The distributor has two built in advance mechanisms. The first is the VACUUM
ADVANCE, the second is the MECHANICAL ADVANCE, which is controlled by the
governor. Both of these advances are separate from each other and from the
initial timing or SPARK ADVANCE, which is set using the timing marks on the
vibration balancer.
Every distributor has its own established manufacturers specifications for the
rate of Vacuum Advance based on engine intake vacuum in inches of mercury and
for the rate of Mechanical Advance controlled by the governor at a specified
RPM of the distributor. These rates of advance are collectively called a
"Distributor Curve".
We have found that the Vacuum Advance rate is usually nearly correct. However,
the Mechanical Advance is usually very incorrect, not providing sufficient
advance, and in many instances, actually retarding the initial timing. A low
initial timing advance within the mechanical advance in the distributor cannot
be properly compensated for by advancing the timing on the timing marks of the
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54
TECHNICAL INFORMATION (CONT.)
vibration balancer. It can only be corrected properly within the governor
action of the distributor.
A properly "curved" distributor will assist you in obtaining the maximum
results possible from the Waag-Injection System.
NOTE; Some late model Chrysler products have relocated the Mechanical
Advance and it is built into the Electronic Ignition Module which is attached
to the air cleaner. This can be identified by finding the Vacuum Advance
device attached to the module, rather than on the distributor. In this case,
all Advance except that on the vibration damper, is electronically controlled
within the module and can only be changed by changing modules.
10. Check all Spark Plugs. Replace if required. Check the gap and heat range.
11. Check Modulator valve hoses (Vacuum lines) at the transmission. Replace
if required.
12. Check Alternator/Generator output. (Low output results in low primary
coil voltage, resulting in lowered fuel mileage).
13.. Check spark plug wires. Replace if required. (Most spark plug wires
fail because of excessive heat or from pulling .on the wire to remove wire
from plugs. Always pull plug wires from the plug by pulling on the plug
cover portion of wire.) Check coil vires.
14. Check fan belts for condition and tightness. A loose belt to your
- alternator/generator will result in low electrical power output to the
battery and coil.
15. Check the EGR Valve which seldom functions properly. Although we cannot
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55
TECHNICAL INFORMATION (CONT.)
tell you to block it off, we suggest you use your own judgement as that
valve should be checked each time water and alcohol is added. The EGR
valve is not to be considered a successful part of the emissions system.
Again we state that unless the engine is operating "correctly, any fuel
mileage gains obtained by these modifications can be nullified by another
part of the engine system operating incorrectly or improperly.
It should be noted here that in all testing for EPA, the cars have been
brought to manufacturers specifications prior to baseline tests.
/
Before installing the Waag System, however, we believe a complete tune-up
is necessary and that all vehicles should be brought to our specifications
using the following check list. This will ensure achieving maximum results
in power, emissions reduction and fuel economy from the Waag-Injection
System.
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56
CUSTOMER VEHICLE EVALUATION SHEET
CUSTOMER NAME : ._
ADDRESS
DATE
CITY/STATE
ZIP CODE
PHONE
VEHICLE MAKE
ENGINE SIZE
MODEL
YEAR
ODOMETER MILEAGE
THINGS TO INSPECT
Vacuum in Inches HG
Intake manifold leaks
PCV Valve and Hose
Carburetor top and base bolts tight
Carburetor Interior (Leaks or seeps)
Check EGR Valve, Check manifold seal
Automatic Choke Operation, including pulloff
Distributor Points and Condenser (Non-electronic).
Distributor Advance (Disable retard vacuum line)..
Distributor Function and timing (pull #1 plug)....
Spark Plugs (Correct plug and gap)
Plug and Coil Wires (Resistance Check)..
Modulator Valve Hose
Alternator/Generator Output 14-14*5 Volts
Fan Belts (Condition and Tightness)
OTHER ."
.
/
BEFORE - Analysis
Vacuum
Dwell
HC
in Hg.
CO
Idle RPM
Idle Voltage
V. D.C.
AFTER - Analysis
HC
CO
Idle Characteristics Good Fair Poor
Idle Good Fair Poor
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57
United States Patent
Waag
[in 3,987,774
[451 Oct. 26, 1976
[54J SUPPLEMENTARY FUEL INJECTION
APPARATUS FOR THE INTERNAL
COMBUSTION ENGINE
[76J Inventor: Norman E. Wug. 3110 Broadview
Road, Cleveland. Ohio 44109
[22J Filed: Nov. 26, 1975
[2IJ Appl. No.: 635.617
[52] U.S. Q 123/139 AJ; 123/25 R;
123/25 J
[51J Lit. CL* F02D 19/06; F02D 39/00
(58] FWdofSwth , 123/1 A. 25 A. 25 R.
123/25 E. 25 F. 25 M. 25 0. 139 AH. 139-
AJ. 127. 25 J
[56] References Cited
UNITED STATES PATENTS
2.079.858 5/1937
3.800.770 4/1974
3.911.871 10/1975
Morton 123/139 AH
Baribcau 123/39 AJ
Williams et al 123/25 M X
Primary Examiner—William R. Cline
|57f ABSTRACT
A supplementary fuel injection apparatus for an inter-
nal combustion engine comprising a pressure type fuel
reservoir member having pressure supplied by the en-
gine exhaust gas. a chambered fuel pump and meter-
ing regulator member tubularly connected to said res-
ervoir and having a fuel chamber and a vacuum cham-
ber, a diaphragm therebetween, diaphragm fuel pump
means in said vacuum chamber that is power actuated
by vacuum pressure supplied from lh<: engine intake
manifold, and a Fuel distribution unit having a fuel
passage connected to said fuel pump and metering
regulator unit and the carburetor of the said engine
and said unit having a fuel control means thcrcalong
and a variable fuel pressure mcfering means -mounted
on the carburetor adjacent thc^cnturi thereof.
6 Claims, 2 Drawing Figures
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-- - ws. ». -* . . *
PART A— DIAGRAM AND PARTS-SEE PAGE 22
PART B— INITIAL INSTALLATION
REMINDER:
1. Check the engine for any malfunctions before installing the unit. (A Sun scope is
recommended for maximum results) .
2. Check the automatic choke. If the choke remains closed too long, it must be corrected
before installation.
•
CAUTION: If the EGR Valve is not operating properly, it will cause/ the Waag System to
malfunction. Therefore it is very important that this be checked regularly.
BEGIN INSTALLATION
3. Select the best location for the tank or reservoir (B) . Any suitable position along
the fender skirt, fire wall, or between the radiator and grill is suitable. Some cars
with an abundance of accessories may require a special tank or moving of accessory
parts, such as the horn.
4. Drill holes for clamp (A) and attach clamp to car.
5. Set tank and fasten bolt and nut (A). Tighten nut (A) so tank is firm.
CAUTION: Always install tank or reservoir so that highest level of water-alcohol will
never exceed height of jet nozzle to be installed in the carburetor.
6. Slide hose (D) onto stem (C) located in reservoir with filter (E) attached to stem
in reservoir. Note instructions for level indicator at #19.
7. Injector-pump (F) location. Any suitable location as close to the water-alcohol tank
as possible. Inj ector-punp (F) works best when kept as close as possible to the tank
or reservoir (B) . Keep the top of the injector-pump (F) below the height of where the
nozzle jet (K) will be to eliminate dripping when the engine is turned off. It is
well to have some sag in the hose between the injector-pump and nozzle (L) in order
to store solid charge for instant injection.
CAUTION: The injector-pump (F) should always be installed in an upright position with
the solenoid coil on top and horizontal.
CAUTION: Do not allow hood to kink any of the hoses.
8. Drill for mounting, and mount injector-pump (F) . Use drill bit #25.
9. Connect the vacuum hose (G) on the single fitting at the bottom of the Injector-pump (F)
and run to the Intake Manifold.
10. This unit operates only on the intake manifold vacuum
-------
Never.use vacuum from link connecting carburetor and distributor.
Never use or disturb power brake line.
Never use PCV valve line.
Never use a vacuum line that has a check valve between the manifold and .the injector-pump.
There are many other vacuum lines connected to the intake manifold that can be used, but
you must make your connection close to the manifold. A Tee Fitting (X) is enclosed for
installation when rubber vacuum lines are chosen-
11. Connect hose (J). to Solenoid (I) at the to'p fittings. There is ample hose (J)
provided to run to the air cleaner, but this distance should be kept as short as
possible. Also it is important that this section (J) have some sag.
12. One end of the nozzle (L) is the alcohol metering jet (K). This is screwed into
the right angled nozzle (L) and held in place by the discharge hose (J). Now you
are ready to locate the nozzle placement.
13. Nozzle location:
a) Single Barrel Carburetor - Thru the center of Venturis (W).
b) Two Barrel Single - Between the barrels.
c) Quad. Carburetor Single - Between primary barrels *
d) Triple Carburetors - Center carburetor only. ,
e) In the case of twin carburetors inject in both carburetors using above procedure.
CAUTION: Injection must never take place above impact tube, commonly known as the vent
or the breather tube of carburetor. Injection at such a point would allow water and alcoho.'
into the carburetor float chamber, adversely affecting the idling of the engine.
CAUTION: Never allow the nozzle to touch or interfere with choke operation (see diagram
1-2).
14. Now drill the 3/8" hold in the air cleaner top directly above and between the primary
Venturis (W). Insert nozzle guide (M) with lock washer and nut (M) underneath.
CAUTION: Do not overtighten. Rough up guide threads slightly as a security measure.
Nozzle support guide is to keep nozzle centered equidistance from Venturis (W).
CAUTION: The alcohol metering jet (K) must always be kept within the hose.
CAUTION: Always keep alcohol metering jet (K) clean.
NOTE: When assembling the nozzle (L), always insert the JET END (K) of the nozzle (L)
assembly into the tubing and push it straight or twist CLOCKWISE to the correct position.
Never locate the jet end of the nozzle (L) through the nozzle guide (M) going into the
carburetor.
15. Insert the nozzle into the nozzle guide so that the end of the nozzle (L) is halfway
between the bottom of the nozzle guide (M) and the top of the choke. This is very
important since suction from the carburetor could cause improper operation of the
System.
16. At this point, check the carburetor, get the manufacturer's name and carburetor number.
A cross reference book will supply the existing size jet in your carburetor. Order
new carburetor jets from an automotive supplier, 1-2 or 3 thousandths smaller eg: .073
to .070 to be used under PART B of Installation after the initial clcanout period.
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60
17. Now connect the switch (P). The switch may be installed on or somewhere near the
instrument panel, or in a convenient location under the hood. The purpose of the
switch is to determine if the engine is adjusted and functioning correctly. See
920 for testing information. Ground either wire from solenoid. Use one wire (Q)
from the switch (P) and connect on the solenoid. Connect the other peice of wire
(Q) from switch (P) to the fuse panel terminal which is activated by the ignition
switch so the unit will be deactivated when the ignition switch is off.
NOTE: The injector-pump (F) operates on 12 volts, no less, and uses only one ampere, not
enough to have an effect on the ignition.
CAUTION: During switch (P) installation, be extremely careful not to short or ground the
wires. If you'do, the engine will not run. Also be certain that hot wire connection
from the ignition switch is off when the engine is stopped, since the flow of W/A must
stop when the engine is stopped.
18. There should be no resistance unit or harness between the ignition switch and the
injector-pump (F). With the engine running, open and close the switch. You should
then feel a definite thumping in the solenoid (I). t
19. INSTALLATION AND WIRING DETAILS OF THE LEVEL WARNING LIGHT '
A. Locate the wire at the Solenoid which connects to the Fuse Terminal.
B. To this Solenoid wire, splice a length of wire and connect this wire to either one
of the two spade tabs on the Liquid Level Unit installed in the Reservoir. (Use the
Female Spade connectors furnished with this kit).
C. Using the other female spade connector, connect a length of wire to the other spnde
tab on the Liquid Level Unit. When this wire is properly connected to the Liquid
Level Unit, run this wire along any convenient path, through the firewall and into
the dash area in the interior of the car.
D. Select a suitable location near the bottom of the dash easily visible to the driver
and drill a % inch hole for the. indicator lamp.
E. Insert the pigtails for the lamp through the -2 inch hole from the passenger side of
the dash and snap the indicator lamp assembly into place.
F. Connect the wife previously brought through the firewall from the Liquid Level Unit
to either of the pigtail wires on the indicator lamp, assembly. (Connectors provided)
G. Connect the other pigtail wire from the indicator lamp assembly to a suitable ground.
(Connectors provided)
H. With the ignition key "ON" and the engine NOT running, the indicator light should be
"ON" or lit. .
I. IMPORTANT: You should now fill the tank or reservoir with l-2 gallon water and b gallon
alcohol (METHANOL ALCOHOL RECOMMENDED) and one capful of INHIBITOR which is provided
in the kit.
J. • As you fill the reservoir with the water-alcohol mixture, the indicator light will
go "OUT" or cease to be. lighted. This; indicates that the Liquid Lc-vcl Unit is working
properly.
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61
NOTE: Ample wire, connectors and ground tabs are included in your kit.
NOTE: As the liquid level becomes lower, the fluid may swish back and forth causing the
warning light to go on and off. Only when the light remains on permanently, has the re-
fill level been reached. The warning level is 2V from the bottom of the reservoir.
NOTE: At this point, you may use an immediate carbon cleanout, eg; Casite, Val-Do, STP,
etc., to remove loose carbon. It is important for you to understand that this does not
remove all dangerous carbon and does not replace the minimum 1000 mile driving and use
of at least four gallons of Water-Alcohol solution. After this immediate and partial
cleanout, you may be able to advance, the spark 2-4 degrees so your customer may see a
slight mileage increase during the cleanout period. You may be able to advance the
timing from time to time during the cleanout period, and you may eventually find it
unnecessary to reduce jet size. You will find that proper water-alcohol flow, constant
elimination of carbon and full timing advance are the most important factors in fuel
economy. Again it is wise to use a Distributor Tester to balance the power curve for
best overall performance.
20. Testing - When the switch (P) is turned off, the engine should ping under load.
If the engine does not ping with the swich off, look for the following trouble:
•
a) Stuck Choke. /
b) Mai-functioning carburetor, jet too large.
c) Very late ignition timing.
d) Heavy leaded gasoline.
e) Blocked up air filter.
f) Blocked PCV valve.
g) Leaky float valve.
When the engine is loaded and the switch (P) is turned on, there should be no ping,
however, a very faint ping will not damage the engine and is permissible when
maximum economy of both alcohol and gasoline is desired.
FURTHER TESTING
a) Be sure switch (P) is in off position.
b) Pull nozzle (L) directly out. DO NOT TURN, you could unscrew alcohol metering
jet.
c) Allow discharge hose (J) to hang down.
d) Disconnect any vacuum line connection.
e) Turn on switch (P).
f) Start engine and allow to idle.
g) Alternately connect and disconnect vacuum line (by touch contact only).
h) Fluid should flow from discharge hose in alternate spurts.
i) Reconnect vacuum connection, replace nozzle (1,), tighten nut at (M) and make a
test run.
NOTE: If engine pings with low test gasoline in the tank, add some high test or unleaded
until the carbon is removi-d. (Approximately 1000 mile;; or 4 gallons of solution). As
carbon is removed, and by using low test gasoline, you can start advancing the initial
timing, or spark for maximum gns mileage. Advance the timing in small steps over a period
of time.
NOTE: DO NOT install this unit on a DIKSHL engine at the present time. Also it is NOT
advisable to attempt to adapt this .system to a rotary engine., a two stroke engine that
mixes gasoline and oil or to any aircraft engine.
-------
—DIAGRAM AND PARTS
Ala CLEANER
WATER/ALCOHOL
WAAG-INJECTION SYSTEM
U.S. PATENT
If
Ii
II
LIST OF PARTS:
A. Clamp & Bolt
H. Water-Alcohol Tank
C. Stem
I). Short Hose-Tank to pump
K. Filter
F. Pump
C. Vacuum Hose to Intake Manifold
H. Manifold Connection
(Tap in or use Tee X)
I. Solenoid (Connected to pump)
J. Hose from Solenoid to R.
nozzle (L) S.
K. Metering jet in Nozzle
L. Nozzle T.
M. Mozzle Guide & Locking Nut U.
N. Air Cleaner top - Part of W.
your vehicle X.
0. Air Filter located in air
cleaner Y.
P. Switch
Q. Switch Wire To Solenoid
Light & Level Indicator
Spring - located in
pump (F)
Self Tapping Screws
Solenoid Ground Wire
Venturis-in your Carb.
Tee Fitting - For
Manifold Connection
Vacuum Hose Connection
(On Injector Pump)
TOOLS NF.EDED
Drill
v/!5 nit. for Clamp
i/;-!5 nil for starting hole
'•'25 Bit for pumps
Mit for Switch
3/S" Bit for nozzle guide
Screwdriver
Knifo to cut hose
9/16" Wrench
1/2" Wrench
7/16" Wrench
Diagnostic F.quipment
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63
PART C - ADJUSTMENT - AFTER ENGINE CARBON CLEANOUT
21. Drive a minimum of 1000 miles or use at least 4 gallons of W/A, Inhibitor solution
to remove heavy carbon deposits, which are wasting gasoline, from your engine.
22. After this cleanout period, reduce the carburetor jets 1-2 or 3 thousandths only,
eg; .073 to .070.
CAUTION: Do not reduce these jets before the carbon cleanout period has been completed
or the engine will overheat.
23. Check float and level while carburetor is open.
2<-. Advance Distributor. With the car in drive and brake pedal activated, accelerate
the engine slowly with the Waag-Injection System on until spark timing is advanced
(to the maximum) and until you hear a slight ping.
*m»a9S. Should the engine require new spark plugs, replace with hotter ones, two heat ranges.
26. If everything is adjusted properly, there should be a discernible ping when the
engine is forced and the Injection System is turned off. When the switch is turned
on, the ping should disappear.
27. With older engines, a part throttle ping indicates a condition of too much vacuum
spark advance - do not retard the distributor or you will reduce gasoline mileage.
If the distributor curve has been corrected, this will not occur.
28. Included in your, kit is a bottle of Inhibitor. This will eliminate any possibility
of rust and also acts as a lubricant. Use 1 capful per % gallon water and % gallon
alcohol. This bottle should last one to two years. You may reorder from your
Distributor.
29. Enclosed is the parts warranty and the performance guarantee. Fill out the
attached card for your customer and return it when you havo completed PART A of
the installation. The authorized Dealer "must sign the performance guarantee
assuring that there are no defects on the car in order for it to be valid.
PART D - TROUBLE SHOOTING AND MAINTENANCE
30. If the unit does not work:
1. Check and he sure that the solenoid valve is wired properly to a 12 volt source.
Many cars have certain circuits that use less than 12 volts. Some ignition
circuits are only 6 volts or 8 volts. The solenoid valve can only operate on
12 volts. Always use a voltmeter.
2. Check that your source of vacuum is a "Primary" or "High" vacuum source.
Many carburetor vacuum lines as well as other vacuum lines in late model cars
are "Low" vacuum lines, producing vacuum only at high engine RPM's.
It is important that you always check your vacuum source at idle with a vacuum
guage.
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64
3. On original installation, it takes a few minutes to "Prime" the System. Be
patient.
4. Check the switch to see if the solenoid goes on and off. You should hear a
click in the solenoid. If the solenoid does not click, check the fuse.
5. If the solenoid works and the unit has been installed more than three months,
check the filter (E) for blockage. Tap against side of reservoir to clean
filter screen. To clean the nozzle, it can be slipped out of the hose (J).
Simply unscrew the jet from the nozzle, wash out and screw back in place.
WAAG jets should be cleaned with water or air only.
6. Where water supplies contain sediments, install a take-a-part clear view
in-line gas filter between tank and pump.
7. If the above does not solve the problem, or if the unit was only recently
installed, check for loose connections, especially from tank (A) to injector-
pump (P). Loose connections will stop the injector-pump.
8. If engine "Pings" excessively, it could be:
A. No water/alcohol solution in tank.
B. Nozzle/filter plugged with sediments, preventing water flow.
C. Defective solenoid valve or broken wire.
D. You forgot to tighten the distributor lock screws.
9. If there is no improvement in fuel mileage:
A. And you have driven less than 800-1000 miles since installation, do not
expect much improvement since, in this period, only the carbon is being
eliminated and parameter adjustment is not complete.
B. Recheck vacuum lines.
C. Check solution flow - install heavier flow springs or larger jet (ream
nozzle jet an additional .002).
NOTE: A quick method to determine if the system is working is to simply pull out the
nozzle hose, start engine - Stop - then turn on key only without starting and see if
fluid comes out of nozzle end.
31. Average city driving should consume about one gallon of water and alcohol for every
250 to 400 miles. Average country or highway driving should allow you to go about
500 to 1500 miles.
A heavy footed driver may use considerably more wnter-alc-.ohol mixture. This will
not create any problem, but in this case, a lighter spring (S) (Green) could be
used to reduce the amount of water and alcohol flow. It is optional.
On the other hand, a light footed driver will create a problem by not allowing
enough water-alcohol to flow and remove all the destructive carbon which is
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65
constantly forming in the engine. Under this condition, a heavier spring (S)
(Blue) can be used.
The following is a list of springs and their flow rates:
Jets Springs
#6 ..... Light Flow. Green - 4 cylinder or heavy footed driver
#6 Average Flow Red - 6 cylinder or small 8 cylinder
#6 Heavy Flow Yellow - Most 8 cylinder or light footed drivers
#6 Very Heavy Flow ...... Blue - Big 8 cylinder & Very light footed drivei
By using these in the proper circumstances, practically any driving habit will be
satisfied.
After re-jetting, some cars actually use more fuel than before re-jetting. This is
caused by the jets being too small. Increase the jet size one size up (Larger).
This may occur where car was running lean before installation. If this does not
solve problem, repeat increasing one more size.
32. Any kind of alcohol may be used in this system, the least expensive is METHANOL which
is the most abundant and is available through chemical companies and must be carried
by all Dealers. •_ '
33. After the carburetor jets have been lowered or reduced in size, should the operator
run out of solution while driving, it is recommended that he NOT operate the vehicle
more than 100 miles without the solution of water/alcohol/inhibitor. However, if
alcohol is not readily available, water and inhibitor can be used temporarily, but
you will not experience the same results as with water/alcohol/inhibitor.
*
*
*
*
*
*
*
*•
*
5 PARTS WARRANTY *
*
*
*
*
*
•t
The W/A Waag-Injection System // is guaranteed against #
defects in material and workmanship for a period of Twelve months *
from the date of purchase, when your warranty is signed & returned *
for proper registration. " *
*
I ' • *
X'********A*********ft*******A-A** A********************************* *****************)?
*
*
Jf-
-------
6:6
DATEOF PURCHASE.
PURCHASERS NAME & ADORtSS
NO POSTAGE
NECESSARY
IF MAILED
IN THE
UNITED STATES
BUSINESS REPLY MAIL
FIRST CLASS PFRMII NO e.vj ri LAUULIUIALE
POSTAGE WILL BE PAID BY ADDRESSEE
W/AWAAG - INJHCTION-- SYSTF.M
6451 N. Federal Highway
P.O. Box 23085
Fort Laudcrdale. II. 33307
PARTS WARRANTY
This W;
i% guaranteed against defects in material and workmanship
(or a period ol 1 ucUc months from the title ul purchase, when >our warranty is signed & returned lor
proper registration
PERFORMANCE GUARANTEE...
WAAC.W/A-INJKrnON SYSTKM tt ___
If your vehicle has been properly checked and any enf.ine or
operating faults corrected, and 'the Waap, System has been
properly Installed and so acknowledged l>y an' Author i/cd
Installer, up to 30 days nftcr the carburetor jets liavc-
been lowered and the tirainp advanced , (wliich occurs aftrr
the use of ^ gallons of water and alcohol and at least 1000
miles of drivJnp.) we guarantee that you will increase miles
per gallon of r.n3> based on your documented records, or the
price applicable to the unit will be refunded.
Onto of Inntnllntion
Authorized Installer
Sif.nature
DefcctH not rorrericd:
-------
PACE 27 ' . 67
ENGINEERED FUEL SYSTEMS, INC
W/A- WAAG-INJECnON® SYSTEM « E^Cur^ OFFICE*
Suite 1220 • Colony Plaza
Included in each kit to be explained to V^/ O*V ^*^1 ^' ^eK'8ra' Highway
customer in detail by Dealer. X^fCT^X Ft. Lauderdale. FL 33308
305-491-8876
.WAAG WATER-ALCOHOL INJECTION SYSTEM
; CUSTOMER SERVICE INSTRUCTIONS
Congratulations on purchasing a Waag Water-Alcohol Injection System. We have carefully
engineered and manufactured this System so it will provide you with years of dependable
service, provided you follow instructions. To maintain the System properly and realize
all its benefits including maximum fuel economy, please do the following:
1. Immediately after the initial installation, you will enter a cleanout period.
This will consist of driving a minimum of 1000 miles using at least 4 gallons
of Water-Alcohol solution.
2. After this full cleanout period, return to your Dealer so he may test your
vehicle's emissions and if deemed advisable, reduce the size of the carburetor
jets up to .003, at this time he must recheck the distributor and advance the
timing as much as possible. Proper timing advance is a very important part of
this program but can only be done completely if the engine is clean and remain,!
clean.
CAUTION; Do not have carburetor jets reduced before the carbon cleanout
period has been completed or the engine may overheat.
3. Be sure you always have a 50/50 mixture of plain tap water and alcohol in the
reservoir (B)*.
NOTE: Methanol alcohol is recommended over Isoprol, Ethanol, Propanol or Butan
only because the latter are usually more expensive and often difficult, t
obtain.
4. When adding the 50/50 mixture of water and alcohol to your reservoir (B) , be su
to add the Inhibitor, furnished in your kit, at the rate of one capful of
Inhibitor to the % gallon of water and % gallon of alcohol mixture.
NOTE : Only use Waag Inhibitor. It contains certain chemicals which assist in
obtaining the best performance from your Waag-Injection System and it
will eliminate corrosion and the formation of algae.
5. If everything is adjusted properly, and the INJECTION SYSTEM is turned OFF,
there should be a discernible ping when the engine is forced. When the "kill
switch" (P) is turned ON, the ping should disappear.
6. If the engine does not ping with the switch (P) OFF, above, look for the
following trouble:
a) Stuck choke
b) Hal-functioning carburetor, jots too large
c) Very late ignition timing-requires further advancing
d) Hcnvy leaded gasoline
e) Blocked air filter
f) Blocked PCV vnlve
g) Leaky float valve
* Plc.ir.t- rc-fcr to Digram to loc.itc-
MAIN PLANT - 501 N.H. 28Ui STHECT — -POMPANO BEACH, FL 33054 — 305-782-273G
-------
68
CUSTOMER SERVICE INSTRUCTIONS PAGE 2
7. You should periodically check your Waag Water-Alcohol Injection System in the
following manner:
A. Be sure you have sufficient Water-Alcohol-Inhibitor solution in the
reservoir (B).
B. Be sure the Waag "kill switch" (P) is always in the "ON" position at all
times when operating the car. It is turned off only in checking or trouble-
shooting the Waag-Injection- System.
8. You may check to be sure the System is working properly as follows:
A. Remove the nozzle tube (L) from the air cleaner and hold it away from the.
engine. With the engine running, have someone quickly press the accelerator
down part way, then release the accelerator. Do this several times. Each
time the accelerator is pressed down and released, a small amount of the
Water-Alcohol mixture should be ej ected from the end of the nozzle tube (L).
•
B. If you DO observe any mixture ejected from the nozzle, (L) when you perform
the procedure described in A above, your System is operating properly.
C. If you DO NOT observe any mixture ejected from the nozzle (L) when you perform
the procedure described in A above, your Waag-Injection System is probably
clogged with limestone sediments. Most area water systems have small amounts
of sediment suspended in the water, (eg; check the bottom of your commode
water tank and you will probably find it covered with fine grey sediment.)
9. To clean your Waag-Injection System, do the following:
A. Remove the nozzle tube (L) from the hose (J) by pulling straight out or
twisting clockwise (twisting counter-clockwise will unscrew the jet (K)).
Blow through the nozzle (L) to clear it of sediment. Always blow in the
reverse direction of the mixture flow.
B. If your System has an in-line filter between the reservoir (B) and the
pump (F) disconnect that filter and inspect it. If a grey sediment is
seen within the filter, take the filter apart, wash it thoroughly with
tap water, then reassemble the filter.
C. If your System does not have an in-line filter between the reservoir (B)
and the pump (F), there is a filter screen (E) on the pick-up tube or stem (C).
Simply raise the stem and tap the bottom against side of reservoir. This
will release any sediment blocking the filter screen,
D. With the ignition switch "ON" and the ENGINE NOT RUNNING, turn the "kill
switch" (P) OFF and ON several times, while placing your hand on the solenoid
(I). You should hear and feel the solenoid (I) "clicking" as you operate the
"kill switch" (P). If 'it does not click, the solenoid (I) is not operating
and you should check the vehicle fuse block for a bad fuse.
E. With the nozzle (L) recoved, the ignition key "ON", and ENGINE NOT OPERATING,
blow into the nozzle (L) end of the hose' (J). It will be easier if you can
use a tire puap or an air hose. IF YOU USE AN AIR HOSE, USE IT GENTLY!
-------
69
CUSTOMER SERVICE INSTRUCTIONS PAGE 3
F. Remove the hose (D) from the pick-up tube (C) in the reservoir (B) and blow
through the hose (D) and the pick-up tube (C).
G. After completing the steps described in A thru F, reassemble your Waag-
Injection System,
NOTE: When assembling the nozzle (L), always insert the JET END '(K) of •
the nozzle (L) assembly into the tubing and push it straight or
twist CLOCKWISE to the correct position. Never locate the jet end (K)
of nozzle (L) through the nozzle guide (M) going into the carburetor.
10. If the above does not solve the problem, or if the unit was only recently in-
stalled, check for loose connections, especially from tank (B) to Injector-
pump (F). Loose connections will stop the Injector-pump (F).
11. With the Water-Alcohol-Inhibitor solution in the reservoir (B), perform step
#8 above. Remember, you will have to "prime" the System since the tubes no
longer contain the Water-Alcohol solution, and you may have to press the
accelerator several times.
/
12. If the above steps do not result in the Water-Alcohol being ejected from the
nozzle tip (L), we recommend that you bring your vehicle to your Waag Dealer/
Installer for service. He is a trained specialist and has the proper repair
parts, if they should be required.
13. The electrical solenoid valve (I) provides a safety cut-off of your Waag System
and is actuated through your vehicle's ignition switch. It is norma] for this
electrical solenoid (I) to be hot to the touch when it is operating properly,
so do not become alarmed if it is hot.
14. After the carburetor jets have been lowered or reduced in size, should you run
out of solution while driving, it is recommended that you NOT operate the vehicle
more than 100 miles without the solution of Wntor-Alcohol-Inhibitor. However,
if alcohol is not readily available, Water and Inhibitor can be used temporarily,
but you will not experience the.' same results as the Water-Alcohol-TnhiM tor.
15. Enclosed is your parts warranty and your performance guarantee. Ffl.l out the
attached card and return it when the first part of tint installation has been
completed. Have your authorised Dealer/Installer sign your performance
guarantee in order for tlio. guarantee to be valid. .
16. *******ft**************** ft*******************A*********************************
*»* X"
* X-
X- X-
* X-
* *
J I'AKTS WARRANTY J
* *
* x-
* Tin* Waag W.U or-Alroliol Injection System i> is guarant red *.
J against defects in piateri;il and workmanship for a period of Twelve J
J months from the. dale of purchase when your warranty card is signed £
J & returned for proper registration. J
* x-
x- *•
x- *
* *•
************************************************;*****************************
NOTE: The Waag System may be removed and re-installed on another car if desired.
-------
-i^y^Yvv
?:--- •^&v^-v:^^>;;Vv>l
*:'.<1-••• • 1V-:-:-t.Vy^»-J-;-' : ^;'''V^'>.;--'••:'. ••'!(/
,*. . • *\ v *?• '«, i • r ,*^ • , . • J 'i '
.''•••- • •V-:--t .vQ/'"'1^"' : ---;;'-"V^'>.;--' ••:'. .^
l^bf
W/A WAAG-IWJECTIOW® SYSTEMS
-CERTIFIES THAT
is an
AUTHORIZED INSTALLATION CENTER
having received the required TRAINING AND TESTING
j | (f A^^g;^Q.^;;^^ ?'?
Authorized Signature
''^•I'^jt!
Iff
tnO >tt i. h •
-------
--Try.-**""«\^»t"-»"""
71
SAVE FUEL . . . As
ci viator -:nd alcohol ( + inhibitor) are
injactetl into your onrjins 0
rniiss. The cost of alcohol will oa less
than 1« ps.' iniia and by 11-103 iiss
EOS. overall oporaling cast will
reduce noticsiibiy.
REDUCE OIL
JiYiPOrSTS . . . Ths u.s. will
beccmo l").;s clapftnden! on Cr'CC ftnd
c?:"ivr f^f. i-~n c!l r.'focJL'CiTj .hol^in^1
ths vs!i:y ] heavy
loads . . . Cuu Jc-'J )..y too low en octane
rating ol ftai carSonfid engine.
HOUGH IDLING... spurts
and sputters at i'jia . . . somoamss
stops.
ST1CKYVALVE3...
Rough idling . . . c.rvsir.8 isol-s liho It is
en ens f,r more cyi!nc!i>rs,
DI37YOIL , . . Among othar
IhiiK's, its c5C:.?n that cauoas cliriy oil
cro'uing itLOiiicivn! luoncation and
too frequent ml cha
. . . Hosviiycar-
j:rt-.-:-nt3 pro;.>:;r cr. .'.linq ol cylinders
end ineress',-;; hul r.Tiuiramonis.
EXCESSIVE PARTS
V'i-AH . . . Cr.nsed by. pmono
o.iur things, :ii» cuairiond hnr-j p.sr-
ticlos of carbon Gi:?penc!jd in tho oil.
SPAHK PLUG
SHORTING . . . Escossivs
csrbon ond \.\i-.~,',: '.-. cfaposits on the
insulator.
HARD STARTING . . .
Ur.is your tiaiJ-a.-t' .^nd fra^ilor. youi
narvos.
DOM'T BE FOOLED BY
if'/iSTA flONS . . . Lonq tsnn
t^.-itinvj proves that siiTiiiar units, of;
fari-d hy othors er.J v/ithout Ji:s
VVAAG pstent, c'o not v/ork. Irrpropur
and fn
will
W;A
to your cnnina. Tha VVAAG
SYSTEM win p.-o-
U\ T- .-?~i 'iT) f\ff^. ''I V
-\dOi itH I *_n-»T
•>- ••- ^ " f ! ^ * '"^
I i"v^ t 5 i JCt . . . Tho principla of
Walor-A'coiio! forcsd Injection-4 has
fr=iouuri'ly i>3Gn teatscJ and preocnlcd
to SAE t"> V8'!*1' its success — iri
1371 by Olson Lf.bnrotcriss, Detroit,
HishiQan Diid in 10?D by C!."cn
Lsborr.torios. Inc., KuniingtDn 3.->nch,
C-iiiJornia whssa results shov.-oa :-.n
svercoo ^5.24% incra.iss in MPG r.:TJ
a ct:Lolnr.iiul r«;ducticii in 1'-:Ox c.r.-j
CO;, c.nJ in 10V3 by C.A.R.B. for tr?
s?-r>t^ of Cniiioriiia wtv»ro Exfirnpticn rf
D-S1, cp;;!y!n{j to vsniclo ooiJuiinri
ccntro! devices G=5C!ion 37153 of th^
vohicis coda, has baon issusd.
WOMSYBACK
GUARANTEE . . . «H your
Vi'iic'.o has bsan properly Cnsckacl
^r:J'i::)y fau'ta ccffccUd, antl !!: j ur.it
h;-s b^rii propsrly irtstailcd find so
acknawlsdgod by an authorized r » © Q > ; r- •'• ^
t I 5 ? t^ <_i :-. i '>.J i I »»? ..• •., .' i V*
i V* I
We Are Your
A t.c -1 ":••: 0> Vi -^ •"»/>5 ^ T~* 5
/"t i.4 4 a«^-* i i! ^---f vi i»y c; «^: s
and insiaiier
tj Fuql
-------
72
Appendix C
Test Vehicle Description
-------
73
Test Vehicle Description
Chassis model year/make - 1979 Chevrolet Nova
Vehicle I.D. 1X27D9W105156
Engine
type Otto Spark, 6 cyl. , in line
bore x stroke 3.88 x 3.53 in/98.4 x 90 mm
displacement 250CID/4.1 liter
maximum power 110 hp/82 kw
fuel metering Rochester 1 MV, 1 venturi carburetor
fuel requirement Unleaded, tested with commercial unleaded
Drive Train
transmission type 3 speed automatic
final drive ratio
.Chassis
type 2 door sedan
tire size < E 78 X 14
inertia weight 3500 Ibs,
passenger capacity 6
Emission Control System
basic type EGR
Oxidation Catalyst
Vehicle Odometer Mileage 20,100 miles at start of test program
-------
74
Test Vehicle Description
Chassis model year/make - 1977 Dodge Aspen
Vehicle I.D. NH29G7B257069
Engine
type Otto Spark, V-8
bore x stroke 3.91 x 3.31 in/99.3 x 84.1mm
displacement 318 CID/5.2 liters
maximum power 145 hp/108kw
fuel metering Carter BED 2 venturi carburetor
fuel requirement Unleaded, tested with commercial unleaded
Drive Train
transmission type 3 speed automatic with lockup
final drive ratio 2.76
Chassis
type 2 door
tire size F 78 X 14
inertia weight 4000 Ibs.
passenger capacity 6
Emission Control System
basic type Air Injection
EGR
Oxidation Catalyst
Vehicle Odometer Mileage 49480 miles at start of test program
-------
75
Test Vehicle Description
Chassis model year/make - 1978 Mercury Zephyr
Vehicle I.D. 8X32Y547569
Engine
type Otto Spark, 4 cyl. , inline
bore x stroke 3.8 x 3.1 in/96.5 x 78.7 mm
displacement 140CID/2.3 liter
maximum power
fuel metering Holly 5200, 2 venturi carburetor
fuel requirement Unleaded, tested with commercial unleaded
Drive Train
transmission type 3 speed automatic
final drive ratio 3.08
Chassis
type 4 door sedan
tire size CR 78 X 14
inertia weight 3000 Ib.
passenger capacity 5
Emission Control System
basic type EGR
Oxidation Catalyst
Vehicle Odometer Mileage 32,140 at start of test program
-------
76
Test Vehicle Description
Chassis model year/make - 1979 Ford Granada
Vehicle I.D. 9W82F123952
Engine
type Otto Spark, V-8
bore x stroke 4.0 in x 3.0 in./101.6 x 76.2 mm
displacement 302 CID/5.0 liter
maximum power
fuel metering Motorcratt 2150, 2 venturi carburetor
fuel requirement Unleaded, tested with commercial unleaded
Drive Train
transmission type 3 speed automatic
final drive ratio ...2.79
Chassis
type 4 door sedan
tire size ER 78 X 14
inertia weight 3500 Ibs.
passenger capacity 6
Emission Control System
basic type Backpressure EGR, air pump,
oxidation catalyst
Vehicle Odometer Mileage 18,500 (approximately) at start of test
program
-------
77
Appendix D
Comparative Fuel Analysis
-------
78
ETHYL CORPORATION
KESKARC1I AND DEVELOPMENT DEPARTMENT • RESEARCH LABORATORIES
IOOO "WEST EIGHT MILE ROAD • FERXDAIE, MICHIGAN -tO23O • f313) 3OO-OOOO
August 6, 1980
Mr. John Keklch
EPA - Ann Arbor
2565 Plymouth Road
Ann Arbor, Michigan
48105
Dear Mr. Kekich:
The following are the results of your tests.
COMMERCIAL UNLEADED TtiF RJ«L Xf/OOUEWeT HO
Call #13 Barometer
Initial
5
10
15
20
30
40
50
60
70
80
85
90
95
Final
Recovery
Residue
Loss
- 29.27
- 83
- 100
- 113
- 124 -
- 136
- 164
- 193
- 222
- 247
- 271
- 298
- 313
- 331
- 362
- 425
- 97.2 ml
- 0.6 ml
- 2.2 ml
Motor-83.14
Research - 90.98
MOTOR +
Q- n,
'Sot, Utt
Call #15 Barometer -
Initial -
5 -
10 -
15 -
20 -
30 -
40 -
50 -
60 -
70 -
80 -
85 -
90 -
95 -
Final -
Recovery -
Residue -
Loss -
29.09
87
112
130
144
159
187
208
223
235
248
271
290
315
341
400
96.8 ml
0.3 ml
2.9 ml
Motor - 88.40
Research - 96.27
Pb content - <:0.003g/gal
Mn content - <0.001g/gal
H20 content - 0.010 wt%
Sulfur content - 0.010 wt.%
C/H ratio - 6.22
Vapor Pressure - 8.90
Hydrocarbon type - A-25.0
0-2.5
S-72.5
MOTOR -f
= 52..3*
-------
79
Appendix E
Results of Tests Conducted at Olson Engineering, Inc.
and the California Air Resources Board
-------
80
AUTOMOTIVE EXHAUST EMISSION
AND
FUEL ECONOMY TEST REPORT
Prepared for
Lome A. Cameron Company, Inc.
July 13, 1979
By
OSson
Engineering inc.
Automollv* H«9»orch C»nl»r
15-44? Clinmlcol Lon*
I lonllnglon n.och, Collfornlo 92649 • (714) 89) -4821
-------
Olson
81
Engineering inc.
Automotive Research Center
15442 Chemical Lone. Hunlington Beach, California
Zip Coda 92649, Telephone (714) 891 -4821. Telex 685-599
July 13. 1979
Lome A. Cameron and Co. , Inc.
Colony Plaza, Suite 1220
6451 North Federal Highway
Fort Lauderdale, Florida 33308
RE: Automotive Exhaust Emission and
Fuel Economy Test Report, Project #6193
Dear Mr. Cameron:
Enclosed with this letter is our final written report on
the exhaust emissions and fuel economy tests conducted on
one (1) test vehicle supplied by your representative with
and without the Waag Injection Unit.
The tests were conducted June 5 through June 10, 1979. The
data have all been corrected in accordance with the official
EPA and California written requirements. The results are
summarized in the attached report.
Thank you for this opportunity to be of service. Should
you require any additional information please do not hesitate
to contact me at your convenience.
Sincerely,
Jer'ry C. Coker
Vice-President, Test Operations
Enclosure
JCC:pj
39O1 VAH3ITY DfttVB
ANN Aflat**. MOMOAM 48104
(313) B73-031O TELEX 330-17*
-------
82
INTRODUCTION
This report summarizes a vehicle testing program conducted
at Olson Engineering, Inc. in Huntington Beach, California.
The program was designed to measure and compare exhaust
emissions and fuel economy with and without the Waag Injection
System.
TEST VEHICLE
One test vehicle was selected and supplied by the client for
these comparisons.
Test Vehicle: 1973 Plymouth Duster
; 225 CID Slant 6
with 2 BBL carburetion
and automatic transmission
The test vehicle was adjusted to manufacturer's specifications
for idle speed, air fuel ratio and ignition timing prior to
the baseline measurements. The odometer mileage prior to the
baseline test was 91,744 miles.
VEHICLE PREPARATION
After baseline measurements the test vehicle was equipped with
the Waag Injection System by OEI Technicians. Optional procedure
for flush-out using "Val-Do #1" was used in lieu of the 1,000
miles driving (copy of instructions attached).
-------
83
VEHICLE PREPARATION (Continued)
The basic ignition timing was reset from |0__to_^j BTC and
.057" carburetor jets were replaced and reduced to .J354".
New spark plugs were installed at the request of the
client. The idle RPM increased from 700 to 750 RPM as a
~~
result of the timing advance and/or "flush-out". The * .
~ ' J^
engine tuneup parameters were reset to manufacturer's **
specifications (with exception of basic ignition timing).
The water/alcohol container was filled using equal
measurements of tap water and analytical (CH30H) grade
methanol supplied by OKI. In addition approximately one
ounce of rust inhibitor was supplied and added by the
client.
-------
TEST FUEL
The teat fuel was an indolene clear (unleaded) fuel which
conforms to the Federal specifications for exhaust and
evaporative emissions testing.
TEST CONDITIONS AND PROCEDURES
Currently regulated gaseous emissions are unburned hydrocarbons
(HC), carbon monoxide (CO) and oxides of nitrogen (NOx).
\
Unburned HC and NOx react in the atmosphere to form photo-
chemical smog. Smog, which is highly oxidizing in nature,
causes eye and throat irritation, odor, plant damage and
decreased visibility. Certain oxides of nitrogen are also
toxic in their effect on man.
CO impairs the ability of the blood to carry oxygen. Excessive
exposure to CO during periods of high concentrations (such as
rush-hour traffic) can decrease the supply of oxygen to the
brain, resulting in slower reaction times and impaired
judgment.
Particulate and other emissions include such things as sulfate
emissions, aldehyde emissions and smoke emissions from diesel-
powered vehicles. These emissions are generally not measured
-------
85
TEST CONDITIONS AND PROCEDURES (Continued)
as part of a routine device evaluation. They may be measured
if the control system or engine being tested could potentially
•
contribute to particulate or other emissions.
The test procedure used by Olson Engineering, Inc. to measure
exhaust emissions from passenger cars, light trucks and
motorcycles is the 1975 Federal Test Procedure (FTP). This
procedure may also be referred to as the Federal Driving
Schedule, CVS C/H Test or the Cold Start CVS Test.
The 1975 FTP is the procedure used in the certification tests
of' new cars beginning with the. 1975 model year. It is also
the procedure EPA has been using since 1971 to evaluate
prototype engines and emission control systems. The 1975 FTP
provides the most representative characterization available
of exhaust emissions and urban fuel economy.
The test is run in a controlled ambient cell where temperature
and other conditions can be maintained within specified limits.
During the 1975 FTP the vehicle is driven on a chassis
dynamometer over a stop-and-go driving schedule having an
average speed of 21.6 MPH. Through the use of flywheels and
a water brake, the loads that the vehicle would actually see
-------
86
TEST CONDITIONS AND PROCEDURES (Continued)
on the road are reproduced. The vehicle's exhaust is collected,
diluted and thoroughly mixed with filtered background air, to
t
a known constant volume flow, using a positive displacement
pump. This procedure is known as Constant Volume Sampling
(CVS). The 1975. FTP captures the emissions generated during
a "cold" start and includes a "hot" start after a ten minute
shutdown following the first 7.5 miles of driving.
A chassis dynamometer reproduces vehicle inertia with flywheels
and road load with a water brake. Inertia is available in
250 ab. increments between 1750 Ibs. and 3000 Ibs. and in
500 Ib. increments between 3000 Ibs. and 5500 Ibs. For each
inertia weight class a road load is specified which takes
into account rolling resistance and aerodynamic drag for an
average vehicle in each class.
On the day before the scheduled 1975 FTP the vehicle must be
parked for at least 12 hours in an area where the temperature
is maintained between 68°F and 86°F. This period is referred
to as the "cold" soak.
The 1975 FTP is a cold start test, so the test vehicle is pushed
onto the dynamometer without starting the engine. After
-------
87
No-lZ
TEST CONDITIONS AND PROCEDURES (Continued)'*
placement of the vehicle on the dynamometer, the emission
collection system is attached to the tailpipe and a cooling
fan is placed in front of the vehicle. The emission test is
run with the engine compartment hood open.
The emission sampling system and test vehicle are started
«m.*f
simultaneously so that emissions are collected during engine
cranking. After starting the engine the.driver follows a
controlled driving schedule known as the Urban Dynamometer
vJ
Driving Schedule (RODS) or 1A-4 which is patterned to represent
average urban driving. The driving schedule is displayed to
the driver of the test vehicle who matches the vehicle speed
to that displayed on the schedule. The LA-4 driving cycle
is 1372 seconds long and covers a distance of 7.5 miles.
At the end of the driving cycle the engine is stopped, the
cooling fan and sample collection system shut off and the
hood closed. The vehicle remains on the dynamometer and soaks
for ten minutes. This is the "hot" soak preceding the hot
start portion of the test. At the end of ten minutes the
vehicle and CVS are again restarted and the vehicle is driven
through the first 505 seconds (3.59 miles) of the LA-4 cycle.
-------
88
TEST CONDITIONS AND PROCEDURES (Continued)
Exhaust emissions measured during the 1975 FTP cover three
regimes of engine operation. The exhaust emissions during
the first 505 seconds of the test are the "cold transient"
emissions. During this time period the vehicle gradually
warms up as it is driven over the LA-4 cycle. The emissions
during this period will show the effects of choke operation
'»!;.,
and vehicle warmup characteristics. When the vehicle enters
into the remaining 867 seconds of the LA-4 cycle it is
considered to be fully warmed up. The emissions during this
portion of the test are the "stabilized" emissions. The final
period of the test following the hot soak is the "hot transient"
section and shows the effect of the hot start. The emissions
from each of the three portions of the test are collected in
separate bags. Laboratory accuracy is normally maintaine_d
within 1 2% tolerance.
Fuel economy is measured on a chassis dynamometer reproducing
typical urban and highway driving speeds and loads. The fuel
economy of the test vehicle is calculated from the exhaust
emission data using the carbon balance method. Urban fuel
economy is measured during the 1975 Federal Test Procedure,
and highway fuel economy is measured over the EPA Highway
-------
89
TEST CONDITIONS AND PROCEDURES (Continued)
Fuel Economy Test. The average speed during the 1975 Federal
Test Procedure is 21.6 MPH. The average speed of the Highway
Fuel Economy Test is 48.2 MPH. .
A complete description of the procedures (Vol. 37 No. 221,
Part II, Nov. 15, 1972) that are followed during a 1975 FTP
can be found in the Federal Register. Evaluation tests
usually do not include measurement of evaporative emissions.
TEST RESULTS
Test results of this program are summarized in Table I.
Approximately 124.6 ml of the ^O-CH^OH mixture was consumed
during the 1975 CVS-II FTP and 179.5 ml consumed during the
HFET. Driveability and other performance factors are not
measured during the 1975 CVS-II FTP and Highway Fuel Economy
Tests. These test data pertain to the referenced vehicle
only and are not necessarily representative of all vehicles.
-------
. 90
TABLE I
Test No.
10328
10329
10357
10358
COMPOSITE SUMMARY OF RESULTS
Test Description HC CO
Baseline CVS- II 2.34- 35.54
Base-line HFET 0.53 6.40
Waag Injection 2.79- 15.01
CVS- II
. Waag Injection 1.36 3.34
NOx- MPG
2.33 16.20
2.25 22.42
2.31 20.29
2.16 26.55
HFET
-------
91
CO..INC.
REVIEW
COMPARISON OF OLSON TEST TO FEDERAL REQUIREMENTS
HC CO NOx
Federal Emission 3.0 28.0 3.1.
Control Standards
Test // 10357
With Waag Injection 2.79 15.01 2.31
CVS - II
Test 0 10358 .
With Waag Injection 1.36 3.34 2.16
HFET
Please note that in all cases the results with the WAAG
unit are lower than the required maximum Federal Emission
Control Standards.
Also the increase in miles per gallon fr0m Test // 10328,
Baseline (city type use) to Test // 10357, with WAAG -
Injection is 4.09 or 25.246%.
-------
92
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96
PART A—'DIAGRAM AND PARTS—SEH PAGE. 4
PART B—INITIAL INSTALLATION
1. Check the engine for any mal-functions before installing the unit. (Scope is recom-
mended for maximum results).
2. Check the automatic choke. If the choke remains closed too long, it must be corrected
before installation.
.FJt-r.l'J INSIAI IAHON "*'
3. Select the best location for the tank (8). Any suitable position along the fender skirt, fire
wall, or between the radiator and grill is suitable. Some cars with an abundance of
accessories will require a special tank. ;
4. Drill holes for clamp (A) and attach clamp to car. * ,
5. Set tank and fasten bolt and nut (A). Tighten nut (A) so tank is firm.
CAUTION:
Always install tank so that highest level of water-alcohol wjll never exceed height of jet
nozzle to be installed in the carburetor.
6. Slide stem ((') into hose (D). Drill S/B" hole in top of can and slide stem through hole.
7. Injector-pump (f ) location—Any suitable location as close to the water-alcohol tank as
possible. Injector-pump (F) works best when kept to within one hose length of the tank.
Keep the top of the injector-pump (F) below the height of where the nozzle jet (K) will be
to eliminate dripping when the engine is turned off.-It is well to have some sag in the
hose between the injector-pump and nozzle (L) in order to store solid charge for instant
injection.
CAUTION: The injector-pump (F) should always be installed in an upright position with
the solenoid coil on top and horizontal.
CAUTION: Do not allow hood to kink any of the hoses.
8. Drill for mounting, and mount injector-pump (F). Use drill bit i'Z'.'t.
Q. Connect the vacuum hose (G) on the single fitting at the bottom of the Injector-pump (F)
and rim to the Intake Manifold. . :
10. This unit operates only on the intake manifold vacuum.
-------
97
Never use vacuum from link connecting carburetor and distributor.
Never use or disturb power brake line.
Never use PCV valve line.
Never use a vacuum line that lias a check valve between the intake Manifold and the
Injector-pump.
There are many other vacuum lines connected to the intake manifold that can be used,
but you must make your connection close to the manifold. A Tse Fitting (X) is enclosed
for installation when rubber vacuum line is chosen.
11, Connect hoses (.I) to Solenoid (I) at the top fittings. There are two 14" lengths of hose
(.i) in case you need to run further to the air cleaner.
12. One end of the nozzle (L) is the alcohol metering jet (K). This jet is screwed into the right
angled nozzle .(L) and held in place by the discharge hose (J). Now you are ready to
locate the nozzle placement.
13. Nozzle Location:
a) Single Barrel Garb. —Thru the center of Venturis (W).
bt Two Barrel Single — Between the barrels.
- <..\ Quad. Garb. Single — Between primary barrels.
ri) Triple Garbs — Center carb only
c) In the case of twin carbs., inject in both carbs. using above procedure.
CAUTION: Injection must never take place above impact tube, commonly known as the
vent or breather tube of carb. Injection at such a point would allow water and alcohol into the
carb. float chamber, adversely affecting the idling of the engine.
.'.: MniON: Never allow the nozzle to touch or interfere with the choke operation (See
diagram of I-2)
14. Now drill the S/B" hole in the air cleaner top directly above and between the primary
Venturis (W). Insert nozzle guide (*A) with lock washer and nut (M) underneath.
C AU riON: Do not overtighten. Rough up guide threads slightly as a security measure.
Nozzle support guide is to keep nozzle centered equidistant from Venturis (w).
CAUTION:'The alcohol metering jet (K) must always be kept within the hose.
CAUTION: Always keep alcohol metering jet (K) clean.
15. Insert the nozzle into the nozzle guide.
16, At this point, check the carburetor, get the manufacturer's name and ca/b. number. A
cross reference book will supply the existing size jets in your carburetor. Order new
carburetor jets from automotive supplier, 3 sizes smaller—to be used under PAF1T IJ of
Installation after the initial 1000 miles of driving. Should smaller jets not ba available,
have a machine shop fill jets with lead, and redrill to exact size, eg: .073 to .070, tlirno
sizes smaller.
-------
98
17. Now connect the switch (P). The switch should be installed on or somewhere near the
Instrument panel. The purpose of the switch Is to determine if the engine is adjusted and
functioning correctly. See #20 for testing information. Ground either wire from solenoid.
Use one wire (Q) from the switch (P) and connect on the solenoid. Connect the other
piece of wire (O) from switch (P) to the fuse panel terminal which is activated by the
ignition switch. .-••••
NOTE: The Injector-pump (F) operates on 12 volts, no less and uses only one ampere,
not enough to have an effect on the ignition.
CAUTION: During switch installation, be extremely careful not to short or ground the
wires. If you do, the engine will not run. Also be certain that hot wire connection from
switch is off when the engine is stopped, since the flow of W/A must stop when the
engine is stopped.
18. There should be no resistance unit or harness between the ignition switch and the
injector pump (F).
19. With the engine running, open and close the switch. You should then feel a definite
thumping in the solenoid (I).
20. Testing—When the switch is turned off, the engine should ping under load. If the
engine does not ping with the switch off, look for the following trouble:
a) Stuck choke.
b) Mai-functioning carburetor, jets too large.
c) Very late ignition timing.
d) Heavy leaded gasoline.
ei Blocked up air filter.
I) Blocked PCV valve.
(j)- Laaky float valve.
When the engine is loaded and the switch Is turned on, there should be no plhg,
however, a very faint ping will not damage the engine and is permissible when
maximum economy of both alcohol and gasoline is desired.
FURTHER TESTING
a) Be sure switch (P) is in off position.
b) Pull nozzle (L) directly out. DO NOT TURN, you could unscrew alcohol metering
jet (K).
c) Allow discharge hose (>i) to hang down.
d) Disconnect any vacuum line connection.
e) Turn on switch (P).
f) Start engine and allow to idle.
g) Alternately connect and disconnect vacuum line (by touch contact only).
h) Fluid should flow from discharge hose in alternate spurts.
I) Reconnect vacuum connection, replace nozzle (i), tighten nut at (M) and make
a test run.
NC) [\-.\ If engine pings with low test gasoline in the tank, add some high test or unleaded
until the carbon is removed. (Approximately IUOO miles or gallons of solution). After
carbon is removed, and by using low test gasoline, you can start advancing the ignition
for maximum gas mileage. AcK.m the ignition in small steps over a period of time.
NO'fr-.: Do NOT install this unit on a ''ii-.SEL engine. Also it is i-.'''T advisable to attempt
to adapt this system to a rotary engine or to a fuel injection engine. In California ONLY it
is NOT available for a FOUR cylinder engine.
-------
WATER/ALCOHOL
WAAG-INJECTIOM SYSTEM
U.S. PATENT »3,B87,774
TOP V/HW Of CARBURETOR
TO FUSE PANBL TERMINAL
WHICH IS ACTIVATED BY
THE IGNITION SWITCH
(USE RADIO WIRE AS
SECOND CHOICE)
DIAGRAM 1
LIST OF PARTS (in order of use)
A. Clamp & Bolt
t» Water/Alcohol Tank
'.: Stem
14" Hose—Tank to Pump
Filter
Purrip
Vacuum Hose
Manifold Connector (to intake
manifold)
Solenoid (Connected to pump)
(2) 14" Hose with Male & Female
Connections (From Solenoid to
Carburetor)
K. (3) Metering Jets
I. Nozzle
TOOLS NEEDED
Drill
* ?5 Bit for Clamp
•. '", Bit for Starting Hole
.•:. Bit for Pumps
M. Nozzle Guide & Locking Nut
N. Air Cleaner Top
O. Air Filter
P Switch
O Switch Wire (To Solenoid)
R. Solenoid Switch Connection
S. 4 Springs—Green. Red. Yellow & Blue
T. Self Tapping Screws
U. Solenoid Ground Wire
W. Venturis
X. Tee fitting
Y. Vacuum Connections at Injector Pump
5.8" Bit for Nozzle Guide
Screwdriver
9.16" Wrench
corti'.rxiicm: usr OF PARTS. ror,o A
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locolc-J In punij: (!'•) ond cn'.ar coiled
\vii|» jut C-.) tc: ilio sire of yc ijn-jinc.
-------
100
PART C—1000 MILE ADJUSTMENT
21. Drive a minimum of 1000 milea to remove heavy carbon deposits which are wasting
gasoline from your engine.
22. After the 1000 miles, reduce the carburetor jets—3 sizes only.
CAUTION: Do not reduce these jets before the 1000 mile clean out period has been
completed or the engine will overheat.
23. Check float and level while carburetor is open.
24. Advance Distributor. With the car in drive and brake pedal activated, accelerate the
engine slowly with the W/A WAAG-INJECTION SYSTEM on until the spark timing is
advanced (usually 1-3 degrees) and you hear a slight ping.
25. Should the engine require new spark plugs, replace with hotter ones.
26. If everything is adjusted properly, there should be a discernible ping when the engine Is
forced and the INJECTION SYSTEM is turned off. When the switch is turned on, the
ping should disappear.
27. With older engines, a part throttle ping indicates a condition of too much vacuum spark
advance—do not retard the distributor or you will reduce gasoline mileage.
28. Included in your kit is a bottle of inhibitor. This will eliminate any possibility of rust and
also acts as a lubricant. Use 1 cap-full to Vz gallon water and Vz gallon alcohol. This
_bottle should last one to two years. You may reorder from this address,
29. Enclosed is your parts warranty and your performance guarantee. Fill out the attached
card and return it when you have completed PART A of the installation. Have the
authorized Installation Center sign your performance guarantee in order for the guaran-
tee to be valid.
PART D — TROUBLE SHOOTING
30. If the unit does not work:
a) Check switch to see if the solenoid goes on and off. You should hear a click in the
soleniod. If the solenoid does not click, check the fuse.
b) If the solenoid works and the unit has been installed more than three months,
check the screen filter (E) for blockage. Disconnect the hose (D), filter screen
fitting (E) is between the hose and the injector-pump (F) inlet. Wash out the
screen. Then reconnect. It is also suggested that when cleaning the screen, you
also wash out the alcohol-metering jet (K) which is attached to nozzle (L). To do
so, the nozzle can be slipped out of the hose (i). Simply unscrew the jet from the
nozzle, wash out and screw back in place. WAAG jets should be cleaned with
water or air only.
c) If the above does not solve the problem, or if the unit was only recently installed,
check for loose connections, especially from tank (/•) to injector-pump (F). Loose
connections will stop the injector-pump.
Note: A quick method to determine if system is working. Simply pull out nozzle
hose, shake & see if fluid drips.
-------
101
31. Here are special instructions in selecting proper spring (S) In Injector-pump and alcohol
metering jet (K) in nozzle (L).
The average driver, driving an average V-8 engine requires a //6 jet (K) and a medium
load or red spring (S) located in the injector-pump (F).
Average city driving should consume about one gallon of water and alcohol for every
250 to 400 miles. Average country or highway driving should allow you to go about 500
to 1500 miles.
A heavy footed driver may use considerably more water-alcohol mixture. This does not
create any problem, but in this case, a higher spring (S) (green) and a smaller
alcohol-metering jet (K) (#8) could be used to reduce the amount of water and alcohol
flow. It is optional.
On the other hand, a light footed driver will create a problem by not allowing enough
water-alcohol to flow and remove all the destructive carbon which is constantly forming
in the engine. Under this condition, a heavier spring (S) (yellow) and a larger alcohol-
metering jet (K) must be used.
The following is a list of jets and spring combustions and their flow rates:
Jets Springs
#8 Light Flow Green
#6 Average Flow ......... Red
#4 Heavy Flow Yellow
#2 Very Heavy Flow Blue
These Jets and springs are calibrated and must be used in the proper combination.
They should not be altered under any circumstances. By using these in the proper
combination, practically any driving habit will be satisfied.
32. Any kind of alcohol may be used in this system, the most plentiful is METHANOL which
is available through chemical companies and most Installation Centers.
33. After the carburetor jets have been lowered or reduced in size, should you run out of
solution while driving, it is recommended that you NOT operate the vehicle more than
300 miles without the solution of water/alcohol/inhibitor.
il^&a&iiS&iJji&ijyjliii^^
PARTS WARRANTY
This W/A Waag-lnjection System # . is guaranteed
against defects in material and workmanship for a period of Twelve
months from the date of purchase, when your warranty is signed &
returned for proper registration.
ci
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-------
102
W/A'WAAG-SNJECTBON® SYSTEM [ •'•"• &* } EXECUTIVE OFFICE*
Suite 1220 • Colony Plaza
6451 N. Federal Highway
Ft. Lauderdala, FL 33308
INSTALLATION INSTRUCTIONS
SUPPLEMENT #1
PART C - 1000 MILE ADJUSTMENT
#21 AN OPTIONAL PROCEDURE
A ... Instead of driving the 1000 miles before changing the jets, you
may apply the following procedure:
"VAL-DO //I", made by Val-Do Products Division, Engineered
Lubricants System Corp. Int'l., Tampa, Florida, may be used
to Immediately "flush out" and completely clean the engine
in lieu of driving the 1000 miles to clean the engine.
B ... Directions for the Quick Treatment using "VAL-DO //I" are as follows!
1 ... Start the engine ... run it at a fast idle until the normal
operating, temperature is reached.
2 ... Attach the vacuum.gauge ... take a reading and record same.
3 ... Leave the gauge on the unit.
»
4 ... Now take compression gauge test readings and record them. •
5 ... While the plugs are out ... squirt about two ounces or so of
"VAL-DO 7/1" in each plug cylinder opening.
CAUTION: Be sure to install plugs hand tight enough so the
motor can breathe, but not too loose to blow out.
Let it set for ten minutes, then remove the air
intake cleaner.
6 ... Start the engine and hold at a fast idle.
7 ... INSTANTLY start pouring a pint or more of "VAL-DO //l" through
the carburetor ... fast enough to choke down the engine to
stop, about the time the "VAL-DO //I" is all consumed
8 ... Let the engine set about 10 or 15 minutes.
9 ... Start the engine nnd run another nmnll amount of "VAL-DO 01"
through Liu* iNirlnu'i'tor nllowLi\K it Co run long enough to clear
excessive vapor and smoke.
-------
103
INSTALLATION INSTRUCTIONS PAGE 2
10 »», Now pull the plugs and take another compression reading.
11 ... Set the plug gap properly and tighten completely.
12 ... Start tha angina and check tha vacuum gauge reading and the
compression gauge reading with tha first readings. If there
is a small Increase accomplished, then the engine is smoothing
out and it is OK.
13 ... If no increase is noticed from this first testing, another
treatment may be necessary.
14 ... Any malfunction of the engine could have been caused from
carbon or varnish. . .
15 ... Add 1 oz to Vt oz of "VAL-DO #1" per gallon of gas (use
approximately 5 gallons of gas).
16 ... It la suggested that tha car be driven under traffic conditions
for at least 30 miles.
17 ... The car should then run, either idling or moving to use up
the balance of the 5 gallon gas mixture.
18 ... You may then repeat #10, 11 & 12 if you feel it is necessary.
C ... Following tha above, you may now proceed with step //22 since the above
flushing and cleaning has replaced the 1000 mile clean out period.
-------
104
CALIFORNIA AIR RESOURCES BOARH, liAAGEN-SMIT LABORATORY
952B TELSTAR AVENUL, EL KOUTE, CALIFORNIA 91731
Project: 2V7900; Cat*:' 2; Type: COLDCVS-75; TestS: 2
Year: 74; Hake: AMC; Model: AMUASSADOK; Lic/VIN: EU33603
Cylii: B; Displ: 360 CIU; Trans: A3; Odom: 55127. Inertia Wt: 4500 Ib
Dote: U/ 2/79; Time: I0:i0air. uynoj: L; Train?: 1; CVSUnitfi: 1
Fin:!: TANK. True llorsepc
I1. .:• L'Oii.c Ler : 752.3 mmlig
)w e r : .14
•° oe^i
TYPE TEMPEKATUKi: - F UU:-:iL/I
C£ UJ/MOD
TV Kh CVS-l' r.rr.lio
jjj3 -.vu cv^j-:-;!^ i. I:L. A-';s. DELTA i' 1-1
I'M. i, TKANSlKUl- 06 00
v'i;J.|) .STAIHL1XIID 60 02
i!t-T T1'A.,SH:NT 06 62
BLOlvF.n
;•<•[.! -JTAi-iSlENT 12037
<\>l.l . '-. |-/-ii JI.I'/.I-.O 19974
i.i/!- TP-Mi.SiEN'i1 11749
CO
CUM/ TI.Aii:'. Il'INT:-
P.ickcrouno
I'.AUGF. 112
l)Vn 0.1
CONC. 0.06
S CM" pi?
FANGF, H2
DVM 00.0
CU\C. 1592.69
:••.-..-.:; «ji:ar..s 122. '11
••-I.; :"i.^i.. I I.l/,i*i):-
i .. i.'l ' ; I CilllKi
I'.M^ai: ii2
l';V;i 0 . 2
\\,;VM 0.3
f.L\vC. 2.60
','. r >'j (.•
'•A.-.'.;r in*.
[AM 1-6.7
(.:i\.C. 1057.J.'i
.-..-,: :. it .--ii r. 79.93
. •':•.••!.: -;i,,/i;,i 35.213
1 0 y . u u
10H.OO
1 0 ii . 0 0
TI::I:
52.2.7
H6(. .11
509.9
UOx
100
0.0
0.00
250
59.1
147.75
lit. 91
100
0.. u
0 . 0 0
mo
3 :> . 3
3P.3t>
J.35
(O &7:i.(p&
tf "V ^-"*J
100
0.0
o.oc
loo
(• 7 . 0
6 7 . 0 0 .
H.V.I
2. (1 5
70. 7 C
73 .59
71.59
Vo
0.2T, 017
0.20003
0.26003
CO2
LZ
1.4
0.0
1/2
57.1
2.2
2709.9
1.2
1 .2
0.0
L2
34.6
1. 3
255f5.3
/7 0
r C..V
1.2
1.1
O.d
i.i:
si^.v
i .y
1^2 2 2 . .1
065.4
C7.Vli 0.96U 141.40 J.14.9
73.^0 0.994 142.50 1)1.9
73. yO 0.994 142.50 114.9
Vr-,ix -DISTANCE l:ULLtlR
2441.53
4049. /.')
23B1.U2
S
HC FUEL ECONOAY
t
j
30Q
1.5
4.500
1000
37.9
379.000
14 .963
30U
1.6
4 .boo
300
$ 7 . 6
1-52 . :U>J
y.i'jfc
3 •Z'Z/ "3, 7_
x/ '* — *~j ^J • <_—
300 . •
1 • 6 ,| -P /
4.nno /*- ;'/irv ^6j
f ' /
.100 'M^
63.5
190.500
7.:: 50
2.630 12.2 m 1/9.1!
0
0
0
i
-------
105
CAL110RNIA AIR RLiiOUHCKS UOAKD, I! \ AC I Its-5 MIT LACORATOKY
9523 TE[.GTA!» AViiiMJL:, EL MONTC, CALIl-'Orill A 91731
I'cojcct: 2V7908; Carft : 2; Type: COLD CVS-75; Tcstft :. 3
Year: 74; Make: AKC; Model: AtlOASSAUOH; Lic/VIN: E033603.
Cylfi: b; Displ: 360 C1D; Trans: A3; Ocom: 55154. Inertia V«t: 4500 Ib
Uite: O/ 3/79; Time: U:35air.. DynoS: 1; Traing: 1; CVS Unitlt: 1
l-'uel: TAuK. . True Horsepower: 14.0; * *-ii/..r:i:i.. 1 Mr* *
Lin cone tor: oi.o
VY l' K
COM. TRANSILUT
COF.L; KTAQILIZLD
liuT TKAuSItiNT
COM.' TK AN? IE NT
x:.i.J.li STABILIZED
i.ui . T»:ANS idvr
'._•...[.!.• TilAN.Sll.NT:-
I,.H:K>J rouncl
HA.-U'L
I; VM
•CONC .
: .:i: :• I e
iiAr* '"•.<:• 1 1 i-iT: -
;,.ck ; i ODIV.!
I.'AUCK
DVM
CONC .
;'.i I ;. 1 C
I.A.^U;
liVN
CO.NC .
;,•.::: ijriinr,
. i...jl-1/i •>\:./f..\
i n'inllf]
TEMPl.KATUin-j - f
DU wH (
72 6li
82 60
72 64
BLOWEP
iifiac
20005
llobb
CO
ii2
0. 0
0.00
>i i.
71.b
1213.60
91. yk
-
Ii2
0.0
0.00
112
71.9
1 2 1'. 4 . 0 U
15 n. ii 4
33-^'/39
h2
0. 0
0.00
Hi'.
bl.7
y 1 y . y 5
6 h . ;j f.
J 1 . 6 (.
L'vs-i-:i.<
110.00
110.00
110.00
TIHI-:
516.0
aeu.fi
507.4
NOx
1(HJ
O.y
o . :/ o
2iO
54.2
135.50
19 . 5 3
loo
0.0
O.'OO
loo
3((. .1
3i< .30
B . S 7
3- "75/2.0
10 U
0 . 0
0 . u 0
loo
70 . 6
7 U . li U
9.uil
^! .95
uJ/MoD lO/0"DeulCt
HUMIDITY Kh CVS-'/ rrilc;
KL.L.. AiiS. UhLTA- i1 . 1J i
01. C9 97.12 1.116 143.00 114.90
40.69 130.34 1.026 143. 6f> 115.40
64.84 76.73 1.008 143.60 115.40
Vo Vnii.x DI7TANCF. POLLliR
0.259')! 2397.40
0.2597y 4C)2c>.9n
0.25979 2354.13
C02 HC FUI:L r.corJo;iv
1.2 300
1.4 3.1
0.0 9.300
L2 1000
5(..9 33.4
2.2 33-l.uOO
2650. J 12.775
1/2 juO
2.1 1.9
0.1 5.7uu
I..2 30 J
35.1 47.3
1.3 141. yuo
2 52(J. j 9 . on 3
2///3.-Z-.
J,2 3oiJ ' /-, Al 47
m 1.6 (^r1^ •
0.0 '4.'.) 00 ,7 7^
r/ ^ V
/ *^___^
L2 juu '^
4V<. 3 5^.0
1 . b 1 7 4 . u o u
2<:oC.l 0.531.
o5(>.9 2.429 12.4 mi/
-------
CALIFORNIA A1U RESOURCES BOARD, I'AfcGEN-JlMlT LAL-ORATORY
952J TELSTAU AVENUE, EL MONTE, CALIFORNIA lj!731
'lojcct: 2V790U; Carft : 2; Type: COLD CVS-75; Tost?: 4
i;ai: 74; Make: AMC; Model: AMUAiifiAuOU; Lic/Vlt;: E033003
•/Ja: ti; Displ: 3Gu CID; Trans: A3; Odom: 35184. Inertia lit: 4500 Ib
,:Lc: d/ 7/79; Time: 10:30o.n. Lynofc: 1; Trains: 1; CV'j Unit}: 1
ur-1: TANK. True Horsepower: 14.0; * *DAi;LLlMf:;**
> t u!:;c tot : 753.1 rnmluj
TYl'E. TEMPEKATU
DB \ib C
.i.!. -j rAs.:; !i:.vr 72 63
.1.'. ViAiill.l ZED 72 63
, •) !-AuS H::.T 70 02
ULOKEP
• i.i. TI.A;.:;II.!.:T 11.737
.i., ST.M j I.IV.EU 19y72
,;• -j j.ANSJLi.T 11729
CO
il.\, 'IPAQ'S [ENT:-
;r:ckrji'oiirui
i:/\i:Gt: 112
DV:-'. 0 . 0
couc... . o.oo .
« ;• i: . • 1 o
KAiJCE 112
1HM U6.6
t:Or:C. 1923.00
':-.'.: :: «jr ciins 144.27
.! i. iJYAii 1 LI i'.EU :-
.icl-.'j round
I'AuGE 112
. L-V.M 0.2
VU: 1C . 1.73
. i. ; J o
i:.-V.CE l!2
!.A/Ji 67.0
C(J,\C. 1066.24
..:!-.:• iiivi:r:\ 13 P. 40
: -ii. •»:: = .•: il:.n-:- yj.f^/^
• . i •. ' 1 . • • i ' c • i H'I v ; / *-*
;-/-..-.-;i ML-
Lv.-. 0.1
>..v.'! 1%, . U . H l>
.-'.- !•.'
i.Ai.Gi-. 1.2
i,V>, 64.7
fusC. 100 J. 05
. :.: .C
/ '
100
0 . 0
o.uu
luo
a 1.7
C 1 . 7 0
lu.29
3.53
HUMIDITY
I'.V.L. At>
60.U3 71
Gu.83 71
6 3 . K 0 7 U
Vo
D.25yi;5
0.20V' 7 6
0.2597U
C02
L2
1.4
0.0
L2
59.3
2.3 2
2760.2
L2
1.5
0.1
L2
36.5
1.3 1
.269-1.,)
•)
1.2
1 .5
0. i
L2
4 tl . l>
l.L< 1
21H7.6
6:i3 .7
Kh CVf>-P . mnslln
S. DELTA P Pi
.77 U.9C5 143.00 1)5.40
.77 0.9C.5 144.10 115.4U
.39 0.979 144.10 115.40
Vnix H I STANCE ROLf.lT
237M.77
4 04 G. 50
2376.63
MC FUEL ECONOMY
300
2.7
0.100
300
93.5
00.500
I0.o44
300
2.8
0.400
:roo
49.1
47.30J
5.23 -1
•z,fc&o/3.7—
ji;j
:--ri Af
7.r.n:j A 3\\V
/>'*
3()U ffcv^l
6U.1 . (H'
^•J. 3'JO
fj.73l>
2.354 12.0 mi/gal
-------
107
CALIFORNIA AIR RESOURCES BOARD, HAAGEN-SMIT LABORATORY
9528 TELSTAR AVENUE, EL MONTE, CALIFORNIA 91731
Project: 2V7808; Carjf: 2; Type: HOT HIGHfrJAY CYCLE; TestS: 2
• , '
Year: 74; Make: AMC; Model: AMBASSADOR; Lic/VIN: E83.3603
CylS: 8; Displ: 360 CID; Trans: A3; Odom: 55138. Inertia Wt: 4500 Ib
Date: 8/ 2/79; Time: 13:35am. Dynoft: 1; Traintf: 1; CVS UnitS: 1
fuel: TANK. True Horsepower: 14.0
Barometer: 752.1 mmHg .
TYPE
TEMPERATURE.-~-F
•WUMID-ITY
CVS-P-
. ^ .
bocrkvjround
RANGE
DVM
CO tlC .
So Ki P. I o
RANGE
DVH
CO.NJC .
••UisJii cjrams
. UKSUl.T ym/mi
DB WB
68 60
-BLOWER-
17621
- CO -
H2
0.0
0.00
H2
34.6
397.37
44.15
4.32
CVS.-HI.K •
103.00
• TIME-
764.6
•NOx
100
0.0
0.00
250
51.5
12U.75
23.75
2.32
K£L» -
62.85
Vo -
0.26003
C02-
L2
1.4
0.0
L2
• 73.7
2.9
535d.4
524.1
ABS» . DELTA P - - Pi • • -
64.68 0.954 142.50 114.90,
vmix •• 'DISTANCE -HOLLER .
3571.14
• HC- • • FUEL -ECONOMY
•
300
1.6
4.800
300
53.4
160.2DO
9.125
0.892 16.6 mi/qal
JOCC USED IN 764.6 SEC*
-------
108
CALIFORNIA AIR RESOURCES HOARD, HAAGEN-3MIT LABORATORY
9528 TELSTAR AVKUUE, EL "10NTE, CALIFORNIA 91731
Project: 2V7908; Car#: 2; Type: HOT HIGHWAY CYCLE; Test 8: 3
Year: 74; Make: AHC; Model: AMBASSADOR; Lic/VIN: E833603
Cylg: 8; Displ: 3bO CIO; Trans: A3; Odoni: 55165. inertia Wt: 4500 Ib
Uc^to: U/ 3/79; Time: 10:10aia. DynoS: J ; Train*: J; CVS Unitft: J
Kucl: TAilK. True Horsepower: J4.0; * *Tftrt^H^rHfii-» *
Jnrometer: 751.6 nunllq ^J/Mqo ^JO
TYPB
TEMPERATURE ~ F
Dli WB CVS-MIX
• •HUMIDITY
• - Kh- - - - - CVS-P mmHq
ABS i
• UKLTA-P
6U 6
-------
109
CALIFORNIA AIR RESOURCES HOARD, HAAGEN-SMIT LABORATORY
9528 TELST.AU AVENUE, EL MONTI-:, CALIFORNIA 91731
Project: 2V7908; Card: 2; Type: HOT HIGHWAY CYCLE; Test?: 5
Year: 74; 'Make: AMC; Model: . AMBASSADOR S/W; Lic/VIN: E833603
Cyljf: U; Displ: 360 CIO; Trans: A3; Odo:n: 55204. Inertia bt: 4500
Date: 8/7/79; Time: B:15am. OynoJ: 1; Train!: 1; CVSUnitJ: 1
Fuel: TANK. True Horsepower: 14.0; **UASELINE**
LJaroinetor: -753.6
- - - TYPH - •• • . TEMPKRATU.KB F
- -HUMIDITY
KJi
CVS-P avmFlq
DVM
CONC.
Sa.-nple
RANGE
DVM
CONG .
Mass grams
.RIISULT gm/mi
REMARKS:
Dii
CVa-MIX
AliS.
• DLL.TA
72 63 105.00 60.83 71.72 0.985 144.70 117.60
•BLOWER- -.TIME-- ••• Vo • - • Vmix- D1STANCK ROLf.K'R
17643 766.3 0.25960 35H1.7B
•CO . • • NOx - - C02 •• • IIC • FUEL KCUMOMY
112
0.1
0.86
H2
36.4 .
424.44
47.26
4.62 '
100
0.0
0.00
250
76.8
192.00
36.60
3.59
L2
1.4
0.0
L2
72.3
2.9
5295.3
517.9
300
2.8
8.400
300
50.5
151.500
8.478
0.829
mi/qal
-------
110
CALIFORNIA AIR RESOURCES BOARD, HAAGEN-SMIT LABORATORY
9528 TELSTAR AVENUE, EL MONTE, CALIFORNIA 91731
Project: 2V790..; Car§: 3; Type: COLD CVS-75; Testfi. 1
: 73; Make: PLYMOUTH;
CyH: 6; Displ: 225 CID; Trans: A3;
Date: 8/ 8/79; Time: 10: 3am.-~
Fuel: TANK. True Horsepower: 11.2
Lic/VIN: 268 HPR
: 77163. Inert
BynoU: 1; Train)}: 1; CVS Unitft: 1
Odom: 77163. Inertia Wt:(350o'}lb
UClkV-'HI*— ^-*-*»* 1 ~* ^ •
TYPE
COLD TRANSIENT
COLD STABILIZED
HOT TRANSIENT
COLD TRANSIENT
COLD. STABILIZED
HOT TRANSIENT
COLD TRANSIENT:
Background
RANGE.
DVM
CONC.
Sample
RANGE
DVM
CONC .
Mass grams
COLD STABILIZED
Background
RANGE
DVM
CONC .
RANGE
f)VM
CONC .
Moss grams
HOT TRANSIENT:
Background
HANGE
DVM
CONC.
Scnnple
RANGE
DVM
CONC.
Moss grains
. m.Siil.T qm/mi
TEMPERATURE - F
DB KB
60 62
70 62
68 62
BLOWER
11710
20006
11675
CO
-
H2
0.4
3.47
112
88.6
2061.96
O.55.78
j "
112
0.3
2.60
112
29.1
319.30
41.52
~ "Z&.3'/
, 31
112
0.0
0.00
112
55.5
772.85
50.67
18.93
CVS-M1X
100.00
108.00
108.00
TIME .
508.5
868.6
506.7
NOx
' 100
0.4
. 0.40
100
86.5
86.50
N 11.00
100
0.0
0.00
100
47.1
47.10
10.12
2«? •"'"•'• f
i i
100
0.0
0.00
100
79.4
79.40
10.13
2.75-
HUMIDITY Kh CVS-P mnillg_
REL. Aliii. DELTA P P
71.59 73,67 0.994 143.60 116
63.88 70.34 0.979 144.10 116
71.59 73.67 0.994" 143.00 115
Vo Vmix DISTANCE ROLLER
0.25983 2372.87
0.25977 4052.87
0.25998 2369.32
C02 HC FUEL ECONOMY
L2 300 '
1.3 . 2.5
0.0 7.500
L2 1000
45.9 36.7
1.7 367.000
2054.0"; 13. 97.2.J '
///
v n £\
L2 300 / J\ f b
1.4 2.5 v^/Yy7 // V
0.0 7.500 • I/ fl "
L:> 300 '• I/' /."
2 H.I 49.4
1.0 148.200
2020.1 9.351
? ~3' ' y 3. <; . •
L2 300 •
1.7 2.3
0.1 6.900
1
L2 300
40,0 77.3
1.5 231.900
1741.0 8.737
519.4 2.712 15.9 mi/gal
i
.00
.00
.40
*
*1 '
' '
/
t/>
r./- loo r,rc.
-------
Ill
CALIFORNIA AIR RESOURCES BOARD, HAAGEM-SMIT LABORATORY
9528 TELSTAR AVENUE, .EL MONTE, CALIFORNIA 91731
Project: 2V7908; Cart: 3; Type: COLDCVS-75; Test?: 3
Year: 73; Make: PLYMOUTH; Model: VALIANT; Lic/VIN: 268 HPR
CylS: 6; Displ: 225 CID; Trans: A3; Odom: 77242. Inertia Wt: 3500 lb'
Date: 8/14/79; Time: l:15pm. . DynoS: 1; Train*: 1; CVS Unit*: 1
fuel: TANK.. True Horsepower: 11.2
Barometer: 753.1fromHg
TYPE
TEMPERATURE - F
HUMIDITY
Kh
CVS-? mir.Hg
DB WB CVS-MIX
COLD TRANSIENT
COLD STABILIZED
HOT TRANSIENT
COLD TRANSIENT
COLD STABILIZED
HOT TRANSIENT
COLD TRANSIENT:
Background
RANGE
DVM
CONC.
Sample
RANGE
DVM
CONC.
Mar. s qrams
COLD STABILIZED
r.ackg round
RANGE
DVM
CONC.
"'"'' C iJAKCK
UVM
CONC.
:-:,K; r. crams
!iUT TRANSIENT:
i l a c k f 3 r o u n d
KAIJCE
DVM
. CONC.
.Sn|; fl c
KANGE
UVK
CONC.
.'•', a r, r. c; r a in S
. i«l '.:'•> ULT yir./mi
68 61
70 62
70 62
BLOWER
12146
19972
11697
CO
.. H2
0.2
1.73
112
67.8
1090.34
85.65
:-
112
0. 0
o.uo
\\2
IB. 2
182.78
23.98
- | U . L "•!•
H2
0.0
U.OO
112
33.'G
373.95
28.28
10.26-
106.00
106.00
106.00
TIME
527.3
867.0
507.8
NOx
100
0.0
0.00
100
72.9
• 72.90
9.48
100
U.O
0.00
luo
3 8 . 9
•' 38.90
.8.37
•i • 'j "'
. .100
I) . 0
0. 00
100
60.6
60.60
8.65
2.32-
REL.
67.18
63.88
63.88
Vo
0.25977
0.25977
0.25992
C02
L2
1.4
0.0
L2
46.0
1.7
2136.9
L2
1.4
0.0
L:;
27.9
1.0
2006.1
L2
1.4
0.0
L2
46. li
1.8
22C2.1
557.4
ACS. DELTA P Pi
69.10 0.973 144.00 116.
70.39 0.979 144.00 116.
70.39 0.979 143.00 116.
Vmix DISTANCE ROLLER
2467.35
4057.19
2377.57
HC FUEL ECONOMY
300
1.6
4.800
1000
32.5
325.000
12.928
300
1.5
4.500
3UO
48.7
146.100
9.404
V . ** ' i
300
1.4
4.200
/-O^i \ . v\
300 '^ . '') ''\V^
76.9 • \\* ;.\y
230.700
8.617
2.665 15.3 mi/aal
00
00
00
S: K/MGDIMCAVTON W/O
.';TALL AT lf;n <:•,-•:<
-------
112
I.ALIKJKIUA AIR RESOURCES BOARD, ,./>M... L,MIT LABORATORY
052JI TELSTAR AVENUE, EL MONTE, CALIFORNIA 9.1731
Pcojrcl: 2V790U; CarS: 3; Type: COLDCVS-75; .TestS: 2
Yrar: 73; Hake: PLY; Model: VALIANT; Lic/VIN: 268HPR
CylS: ft; Displ: 225 CID; Trans: A3; Odom: 77293. Inertia Wt: 3500
0
•
HOT THANS I ilt-lT:-
F'm:V;g round
R/iJGE
DVJl
CONC.
Son-pic
RANGE
DVM
CONC.
Kor, :; (jrams
. I'KSULT tjm/mi
68 62
72 66
66 62
• BLOWER
11797
19963
11813
CO
H2
-0.0
0.00
H2
75.0
1338'. 28
102.26
-
It 2
0. 0
0. 00
112
Id. I)
1C. 4 . '..'.
21.57
IL.-5/ llj\
112
o.o
0. 00
112
35.0
403.31
30.99
11,09-
108.00
108.00
108.00
TIME
512.4
067.0
.512.9
NOx
. 100
2.0.
2.00
100
59.6
59.60
*7 . 4 6
100
0.4
0 . 4 0
.100
4D.M
41). MO
9.37
Z-."/','/^
'
100
o.u
0.00
100
00.4
60.40
7.79
2.27-
IIUMJPITY Kh CVS-P mrlk]
REL.
71.59
73.09
71.59
Vo
0.25994
0.25995
0.25996
CO2
L2
1.2
0.0
L2
45.0
1.7
2030. 1
1,2
1 .4
0.0
I,;.
2 '1 . f>
1.0
1 9 7 ') . 7
,0
\,'i
1.3
O.C.
1,2
39.7
1.5
1761.9
514.3
ADS. DELTA P Pi
73.59 0.993 143.00 116. .00 4"
06.37 1.056 143.00 1 16. GO. '^'fr
7.3.59 0.993 143.00 116*00 >^
. ' • . • •*" •=•£•:
Virix DISTANCE ' ROLLER... ' '••'•'--
2394.50 .' ' . •:..;" '.'•.'
. 4052.08 -. ' ' . • K",-.
. 2397.93 . -•• ' .' • . ' :.^i'£-
HC FUEL ECONOMY .". ' :^$£
: . •'• '-: .•'•- ' v--;- • :' ' . •&.;&•
300 :••.-• ;:-':V;.:;s.'v ••;-,-•'. ^tJfi,
2K. ' ' • 1 • ' ' ' V.'» i"
•5 •-;• .. i ..'.': . :';-:,t:
7.500 ..;•;•::;: . :; ; j ' .{\' .-$. •..':. \$&
• ' " •••^htj-^^'r'-i '''•"' -i1'- ••• • •'$&&'$''$-i?$'
• ' 1000 '^ ^:;;j|-V'N .'•':v':- '''!•[•• ' 'f'i-^'^'-vv^1^
30.7 • '"=)"• •'.'.'•' : • - '. "•'}*$;
307.000 • ••<;•;;'
11.751 •! : .. . .'V1
i . •* , •lr
4 ' -:'•!"
'.'''. .. if-
300 /':^r:
2.2 :<^
6.6 00 ; ••;;:;'
300 •' ;'.'':{i
52.0 ' ":•!.
156.000 * »' •'•'..
9.919 i] f. -',:..?.
. f \ is .•"••*•
o C*'f i ~j -j K/ * .•• %
1 . \ 7 •.»'%."..»
300 yli° ':'^?
* • j •.'•..'. !'•••;''•
6.900 -•••••:. ; '• ^-i
:: -• . " '-'•'%'
300 . : :. ; ' v&
94.3 • • ? "**$
282.900 ' '-^vj
10.038 • • >-.£
2.820 16 .4 mi/gal ' V-*
IM.'MAI'KS:
-------
113
CALIFORNIA Alii RESOURCES HOARD, HAAGEN-SM1T LABORATORY
9520 TELSTAR AVENUE, t:L MONTE, CALIFORNIA 91731
iroject: 2V7908; CarS: 3; Type: COLDCVS-75; Test*: 4
Year: 73; Make: PLY; Model: VALIANT; Lic/VIN: 268 HPR
••ylB: 6; Displ: 225 CIO; Trans: A3; Odom: 77268. Inertia Kt: 3500 lb
.uitc: tf/15/79; Time: 8:10arr,. Dynofr: 1; Train*: 1; CVS Units : 1
i.'c-l: TANK. True Horsepower: 11.2
•'...i roineter : 752.9 rr.niHg
T\VE
'OLD TRANSIENT
wl.U STABILIZED
n.'T TRANSIENT
\ UJ TRANSIENT
Jl.U STABILIZED
<>T TRANSIENT
\.'LU TRANSIENT:
background
RANGE
DVM
CONC .
'. • *.\ iv p 1 13
RANGE
DVM
CONC.
:.:•.:, n grams
.-l.n STABILIZED
-ickqr oun J
RANGE
DVM
CONC.
.ini'l ^
RANG.'-:
DVM
CONC.
".usr. grains
r '1RANSIF.NT:
.if k«i r mi iiti
RANGE
DVM
CONC.
,.;:i; 1 c
RANGE
DVM
CONC .
.,>:.;. 9 rams
i':jUi.'l' >jn-/mi
TEMPERATURE - f
DB U'B
68 60
68 60
68 60
BLOWER
11681
20000
11681
CO
—
112
0.6
5.21
H2
86.5
1916.44
144.55
• "™
H2
0.4
3.47
H2
27. »
301.81
39. 18
-
H2
0. 0
0.00
H2
50. 7
672.64
51. U2
17.39-
CVS-M1X
108. UO
100.00
108.00
TIME
507.3
868.1
507.3
NOx
.
100
1.5
1.50
100
89.7
89.70
10.82
100
0.0
0.00
100
50.5
50.50 .
10.53
100
o.'o
0.00
100
75.7-
75.70
9.25
2.73
HUMIDITY Kh CVS-P mnilcj
REL. AI3S; DELTA P P
62.85 64.61 .0.953 143.00 114
62.85 64.61 0.953 143.00 114
62.85 64.61 0.953 143.00 115
Vo Vrcix DISTANCE ROLLER
0.25994 2369.40
0.25997 4057.32
0.25992 2367.38
CO2 HC FUEL ECONOMY
L2 300
1.6 2.5
0.1 7.500
L2 1000
45.0 38.0
1.7 300.000
199-', .7 14.454
-------
114
CAI.IKOKWIA All' RKSOUttCKS BOAPD, II AAC.KN-SM IT -LABOUATOKY
')52« TKLSTAK AVENUE, EL MONTE, CALIFORNIA 91731
iTojecl: 2V790H; Carff: 3; Typo: HOT HIGHWAY CYCLE; Tcstfl: 1
Year: '/3; Moke: PLY; Model: VALIANT; Lic/VIN: 26HHPR
CyH: 6; Dinpl: 225 CIU; Trans: A3; Odom: 77228. inertia l-t: 3r>00 lh
» •
rustic: H/LO/79; Tirrc: 10: Oam. Dynojj : 1; TrainS: 1; CVS Unit»: 1
:-i;r>]: TAirK. Truo Jlor r.opower: 11.2
laronotoc: 754.1 mtr.Ho
•. ^ -J t
Uh hli CVS-NJX
»>« 00 lOli.OO
NLOVi'EK TIME
17f>21 Vf.'i.3
co riox
f-.AfKJE H2 loo
nvr; o.u ii.u
•:;oNe. u .tin iuiiu
[;VM 34.4 42.3
CO.'IC. 304.41 1.0C>.7C,
'•r.irr: 4 •].••,(• 1'J.'..'
IU.-:L. Ai'S. -.nr.i.TA p \-\
62.«fj 64.50 0.1J53 144.10 11S.40
Vo Virix DISTANCE HOl.t.l.?1
0.25im 3570.15
COZ IIC FUEL ECONOMY
L2 300
1.5 2.4
o.i T-.zaa
LJ 300
r>9.5 70.4
il.3 235.200
41S-.0 13..P3'-
. /
-------
115
CALIFORNIA AIR RESOURCES BOARD, IIAAGEK-SMIT LABORATORY
9528 TELSTAR AVENUE, EL MONTE, CALIFORNIA 91731
Project: 2V7908; Car*: 3; Type: HOT HIGHWAY CYCLE; Test ft: 2
Year: 73; Make: PLYMOUTH; Model: VALIANT; Lic/VIM: 268 HPR
Cyl8: 6; Displ
Date: 8/14/79;
BaroLler:*752'9
TYPE
• .
Uackcj round
RANGE
DVM
CONC.
Sai;-pl c
RANGE
DVM
CONC.
Mass grams
. KL:>ULT yrr/mi
: 225 CID; Trans
Time: 2:15prn.
e Horsepower: 11.
TEMPERATURE - F
DB Wii CVS- MIX
70 62 106.00
BLOWER TIME1
17621 765.1
CO NOx
v
K2 100
0.0 0.0
0.00 0.00
H2 250
36.4 43.8
424.44 109.50
47.74 20.77
4.67 2.03
: A3; Odom: 77253. • Inertia Kt:
Dyno*: 1; Train 8: 1; CVS Uni
tfiJ/MOO tX//6 O&i/, '£•£''
HUMIDITY Kh CVS-P rcm
HEL. AB3. DELTA 1'
63.88 70.41 0.979 144.10 1
Vo Vraix DISTANCE ROLLE
0.25974 3578.00
C02 HC FUEL ECONOMY
L2 300
1.3 1.5
0.0 4.500
L2 300
62.6 91.6
2.4 274.800
4425.8 15.842
432.8 1.549 19.9 mi/gal
3500 ]
td: 1
Pi
16.00
R
l-t;MA»
-------
116 . . .. .
y28 TELSTAR AVENUE, EL MGNTL, -.,,LIFORNIA 91731
Project: 2V7908; Card: 3; Type: HOT HIGHWAY CYCLE; Test!}: 3
Year: 73; MaKe: PLY; Model: VALIANT; Lic/VIN: 268 HPR
CyH: 6; Displ: 225 CID; Trans: A3; Odom: 77278. Inertia Wt: 3500 Ib
Dote: 8/15/79; Time: 9:10am. Dynoit: 1; Train?: 1; CVS Unitft: 1
Fuel: TANK. True Horsepower: 11.2
Barometer: 752.6 raniHg
TYPE
Background
RANGE
DVM
CONC .
Sample
RANGE
DVM
CONC.
Mass grains
.RESULT gm/mi
TEMPERATURE . - F
DB WU
72 64
BLOWER
17606
CO
112
0.1
0.86
H2
62.3
935.45
105.17
10.29
CVS- MIX
108.00
TIME
764.3
NOx
100
0.0
0.00
250
. 66.4
166.00
32.34
3.16
HUMIDITY Kh CVS-P mmHq
KEL. A US. DELTA V Pi
64.04 76.63 1.008 143.00 114.90
Vo Vmix DISTANCE ROLLER
0.25995 3569.73
CO2 . HC FUEL ECONOMY
L2 300 •
1.9 2.3
0.1 6.900
L2 300
59.5 91.5 '
2.3 274.500
4130.3 15.671
403.9 1.533 20.9 mi/gal
REMARKS:
-------
117
Appendix F
Individual Test Vehicle Inspection, Servicing, Repair
and Adjustment Discriptibn
-------
118
To insure that the vehicles were functioning properly, the following
expendable items were replaced: air filter, crankcase air filter,
canister filter, positive crankcase ventilation valve, oil, oil filter,
distributor rotor, distributor cap, distributor wires, and spark plugs.
Since optimization of the installation of the WAAG system requires
changing the carburetor jet(s), the carburetors were opened to determine
the actual jet size(s). Therefore, as part of the vehicle checkout, the
carburetor was refurbished using a rebuild kit and set to vehicle
manufacturer's specifications where necessary.
The distributor curves, ignition timing, idle speed, and fast idle speed
were checked for agreement with manufacturer's specifications given
either in the vehicle manufacturer's data supplied to the EPA or on the
Vehicle Emission Control Information label affixed to the engine compart-
ment. The vehicles were also inspected for engine vacuum leaks, proper
connection of vacuum hoses, fluid levels, exhaust leaks, and general
condition of the engine compartment.
The vehicles were also checked with an automotive diagnostic analyzer
.(Sun 2001) and other appropriate tools. The tests performed were:
1) Cranking - checks battery, starter draw, cranking speed, dynamic
distributor resistance, dwell, and relative cylinder compression.
2) Alternator - checks alternator power output.
3) Idle - checks rpm, dwell, HC and CO emissions, initial timing,
PCV, and manifold vacuum.
4) Low cruise - checks ignition coil output.
5) Power balance - checks relative power output of individual
cylinders.
6) Snap acceleration - checks spark plug operation under load.
7) High cruise - checks, ignition dwell, dwell variation, total timing
advance at an engine speed higher than idle; typically 2500 rpm.
8) Propane check for idle rpm gain.
9) Cylinder compression.
10) Cylinder leakdown.
Numerous problems were encountered during the described inspections and
tests of each vehicle. Correction, repair, and additional checkout of
each vehicle required several days. A discussion of the required
corrections/repairs, per vehicle, follows:
-------
119
1) Baseline
-Nova
The Nova had numerous vacuum leaks at the intake manifold, carburetor
base, Early Fuel Evaporative (EFE) vacuum servo valve and EFE servo
thermal vacuum switch. The intake manifold and carburetor base
gaskets were replaced. The fuel pump required replacement. The
hydraulic valve lifters required adjustment. Checking for the cause
of erratic emissions test results in the baseline configuration
showed that the choke control rubbed on the underside of the air
filter housing and thus made the choke operation erratic.
Numerous vacuum leaks existed in the Aspen at the intake manifold,
carburetor base, and EGR valve. Vacuum lines had been removed from
the emission controls, the canister purge line was disconnected, and
there was direct manifold vacuum applied to the distributor. The
electrical wires to the coil were reversed. There were exhaust leaks
at the exhaust manifold gasket and between the muffler and tailpipe.
All engine vacuum lines were replaced. The distributor was replaced
since its advance curve could not be brought into vehicle manu-
facturer specification. The reluctor on the new distributor was
chipped and the air gap was out of specification. The original
reluctor was placed in the new distributor. A new ignition module
was also installed because of a suspected defect in the original
module.
-Zephyr
Numerous vacuum leaks existed in the Zephyr at the intake manifold
(several bolts were loose), carburetor base, PCV hose, at two vacuum
sources on the intake manifold (including emission control vacuum
source). The distributor mechanical advance was limited to 5°
(specifications 10° - 15°) crank angle. This was caused by the
distributor advance plate being installed backwards - this same
problem has been noted in other Ford/Mercury vehicles recently tested
by the EPA.
The above problems were corrected by appropriate methods. Except for
repair of the Aspen's exhaust system, all inspection, servicing, and
repairs were conducted by EPA. The device manufacturer's chief
engineer served as their on-site representative during all vehicle
check-outs, inspection and testing. The distributor curves for the
vehicles, as tested, are given in Appendix H.
-Granada
This vehicle, supplied by the EPA, was completely checked and brought
to vehicle manufacturers specifications in April, 1980, when it
entered another EPA program. The curves for the distributor are
-------
120
provided in Appendix E. The vehicle was selected because it met the
requirements for vehicle selection and because it had exhibited long
periods of stable operation.
To expedite testing and to assure proper installation and check-out
procedures per the "WAAG Dealer Manual", it was agreed that represen-
tatives of Engineered Fuel Systems, Inc. would perform all further
check-outs, adjustments and corrections of vehicle function on the
EPA-furnished vehicle with EPA personnel observing. The following
paragraphs detail the results of their (Engineered Fuel Systems, Inc.
Representatives) extensive inspection and correction routine.
Prior to the official baseline tests a general inspection of the
vehicle uncovered an inconsistency in the operation of the carburetor
bowl vent solenoid. The correct method of operation is: solenoid
"off" (bowl vent open) when ignition is "off" and solenoid "on" (bowl
vent closed) when ignition is "on". First inspection showed that the
solenoid operation was reversed. Repeated cycling of the ignition
switch gave periods of correct operation and periods of incorrect
operation. During periods of incorrect operation, the voltage
applied to the solenoid was in the opposite direction to normal.
This suggested that there was a faulty connection in another area of
the test vehicle which was causing the problem. To correct the
problem, the solenoid was rewired through a separate switch to avoid
the delays associated with finding the causative defect in the
vehicle's electrical system. The vehicle's idle mixture was rich
after correction of the solenoid activated valve problem. The Ford
Shop Manual indicated that failure of the carburetor float bowl vent
solenoid to close when the ignition was in the on position would
cause a lean idle mixture. Prior to readjustment of the idle
mixture, the carburetor was removed and the power valve replaced.
Based on previous experience and exhibited engine performance,
Engineered Fuel Systems, Inc. representatives suspected that this
valve was defective. As a precautionary measure the part was
replaced. It was subsequently determined that the original power
valve was operating properly and was not defective. Upon
re-installation of the carburetor the idle mixture was readjusted to
manufacturer's nominal specification.
As the vehicle inspection continued, the Engineered Fuel Systems,
Inc. representatives indicated that it was their opinion that the EGR
valve activated prematurely, i.e. at too low an engine temperature.
Such a condition can cause stalling and increased HC and CO
emissions, however, they accepted that condition as a method of
expediting testing. Subsequent inspection of the vehicle by the EPA
showed that the PVS switch which controlled the initial activation of
the EGR was designed for 90°F engine coolant temperature. Records of
engine coolant temperature taken during the testing showed that 90°F
was reached in between 30 seconds and 45 seconds from engine start.
On the basis of this information it appears that the vehicle EGR
system wa.s operating in accordance with the vehicle manufacturers
design.
-------
121
Inspection of the distributor showed a 1/2 tooth misalignment between
the distributor armature and the stator. The Ford Shop Manual
indicated that this condition can result in a base ignition timing
error of 7 3/4° between what was measured on the crankshaft damper
and what occurred at the cylinder. The representatives decided to
accept that condition to expedite testing. Subsequent telephone
communications between Ford Motor Company and EPA personnel showed
that the "error" referred to in the Ford Shop Manual only referred to
an error in installation of the distributor and not to an error in
ignition timing when the timing was set with a timing light
(procedure used in setting the vehicle).
Reinspection of the vehicle prior to performing the parameter
adjustments showed that the carburetor was within manufacturer's
specification (fuel level and idle mixture) and that the distributor
setting had not changed.
2) Parameters Adjusted/WAAG System
-Nova/Aspen/Zephyr
Parameter adjustments used with the three Applicant-furnished
vehicles consisted of; (1) reducing the carburetor main jet size by
0.003" (0.002" on the Aspen following the first parameter adjusted
test because of lean surge) and (2) advancing the basic ignition
timing by 8° (selected by the Applicant as a best estimate).
It should be noted that upon completion of the Parameters Adjusted
testing, a diagnostic check of the Zephyr engine indicated that the
cylinder power balance had shifted significantly. The intake
manifold and valve cover were removed in an attempt to identify a
mechanical problem. No mechanical problem could be found, therefore,
testing continued.
-Granada
All adjustments to the vehicle for the WAAG System and Parameters
Adjusted testing were performed by representatives of Engineered Fuel
Systems, Inc. This work was performed three days after the
inspection for the Baseline tests and following their use of the Ford
Shop Manual provided by the MVEL library.
As a result of detailed reading of the Shop Manual, the Engineered
Fuel Systems, Inc. representatives had determined that the Ford "fix"
for the distributor armature/stator misalignment was an electrical
one; i.e. two wires between the distributor and the module are cut
and cross-connected. The wires on this car had already been cut and
soldered back together. It was unclear whether or not the wires were
in the original or crossed condition. Since the suspected error
introduced approximately 8° advance, it was agreed not to exceed the
vehicle manufacturer's maximum specification for the initial timing
(nominal + 2°).
-------
122
Parameter adjustments performed by the official representatives
included changes to the basic distributor curves and no changes to
the carburetor (i.e. the main jets were not changed). The represen-
tatives used the EPA owned Sun 2001 Analyzer to recurve the
distributor. The data taken on the Sun 2001 Analyzer during this
operation is reproduced in Appendix E as well as being plotted on the
modified distributor curve for the vehicle (Appendix E). The stated
objective of recurving the distributor was to calibrate it to the
upper limit of the vehicle manufacturer's production tolerance. Post
test inspection of the distributor on a distributor machine showed
that the centrifugal (mechanical) advance curve was substantially
above the upper limit at low speeds, and slightly below the lower
limit at high speeds. The vacuum advance curve was mid-range at high
vacuum levels (as in Baseline) but was significantly advanced beyond
specifications at mid vacuum levels (those vacuum levels which occur
in most vehicle operating modes). The basic ignition timing was
advanced 2° from the Baseline. Vehicle manufacturer specifications
permit +2° from the nominal value which was used for the Baseline
tests (8°).
The representatives requested permission to reduce the amount of
accelerator pump shot and to lean the choke. Their requests were
denied because there was no mention of these actions in the instal-
lation instructions.
-------
123
Appendix G
Individual Vehicle Test Results
-------
124
Table I-G
W/A WAAG-Injection System - Base Evaluation
1979 Chevrolet Nova
FTP Mass Emissions
(grams per mile)
80-2648 4-23 Baseline*
80-2646 4-24 Baseline*
80-2697 4-26 Baseline*
80-2784 4-29 Baseline*
80-2699 5-1 Baseline
80-2701 5-8 Baseline
80-2786 5-9 Baseline
80-2788 5-21 Parameter Adj,
80-2790 5-23 Parameter Adj,
80-3571 6-5
80-2792 6-6
WAAG**
WAAG**
80-3790
80-3793
6-12 WAAG
6-13 WAAG
HC
0.90
0.73
0.93
1.74
1.08
1.16
0.84
0.73
0.62
0.66
0.81
0.75
0.79
0.71
0.76
CO
11.58
13.52
9.89
16.37
16.42
16.43
4.48
4.82
4.37
3.18
3.15
5.59
6.00
2.50
3.49
CO 2
496
485
481
472
473
472
491
490
496
473
475
491
489
478
471
NOx
0.94
0 . 85
1.09
1.13
1.09
1.02
1.03
1.06
1.09
1.34
1.33
1.31
1.32
1.34
1.27
MPG
17.2
17.4
17.8
17.6
17.7
17.7
17.7
17.7
17.6
18. $
18.4
17.7
17.7
18.3
18.5
choke problem
choke problem
choke problem
choke problem
* Not included in averages given'in Table II because of the problem with
the choke.
** Not included in averages given in Table II due to an idle mixture
shift rich of vehicle manufacturer's specifications by propane test and
FTP results had also changed, i.e., CO had increased substantially and
fuel economy had decreased relative to the parameter adjusted tests. The
idle mixture was re-set at manufacturer's specifications and the vehicle
was retested.
-------
125
Table II-G
W/A WAAG-Injection System - Base Evaluation
1977 Dodge Aspen
FTP Mass Emissions
(grams per mile)
Test
Number
80-3530
80-3532
80-3534
80-3536
80-3538
80-4626
80-4628
80-4444
80-4630
80-4446
Date
6-27
7-1
7-2
7-3
7-7
7-10
7-11
7-14
7-16
7-18
Test
Condition
Baseline
Baseline
Baseline
Parameter
Parameter
WAAG
WAAG
WAAG
Parameter
Parameter
HC
Adj.*
Adj.
Adj.**
Adj.**
1
1
1
3
2
2
2
2
2
2
.92
.44
.57
.08
.31
.70
.99
.59
.98
.56
CO
19-33
17.40
16.11
23.84
26.50
18.98
19.43
16.22
19.23
19.33
C02
585
585
585
551
520
500
495
496
495
496
NOx
1
1
1
1
1
3
I
3
3
3
.51
.29
.24
.42
.53
.42
.33
.38
.33
.17
MPG
14.3
14.4
14.4
14.8
15>6
16.5
16.6
16.7
16.6
16.6
Comments
3 sizes smaller jet
2 sizes smaller jet
2 sizes smaller jet
2 sizes smaller jet
*Not included in averages in Table II because jet size was not the same
as that used in subsequent WAAG system tests.
**Not included in averages in Table II because; (1) these tests were
performed after mileage accumulation and (2) there had been a substantial
change in knock characteristics and exhaust emissions.
*** NOx data not collected.
-------
126
Table III-G
W/A WAAG-Injection System - Base Evaluation
1978 Mercury Zephyr
FTP Mass Emissions
(grams per mile)
Test
Number
80-3163
80-3165
80-3448
80-3450
80-3351
80-3573
80-3575
80-3577
80-3766
80-3577
80-3770
80-3772
80-3774
80-4206
Date
5-20
5-22
5-28
6-3
6-4
6-5
6-6
6-9
6-10
6-11
6-12
6-21
6-25
6-27
Test
Condition
Baseline*
Baseline*
Baseline*
Baseline*
Baseline*
Parameter adj.*
Parameter adj.*
Baseline
Baseline
Parameter adj.
Parameter adj.
WAAG
WAAG
WAAG**
HC
1.13
0.98
1.12
1.39
1.35
0.75
0.70
1.27
1.11
0.59
0.62
0.55
0.63
1.08
CO
19
17
17
26
24
2
2
26
24
3
3
4
5
7
.45
.56
.79
.14
.17
.93
.92
.70
.19
.50
.66
.34
.60
.06
£0_2
383
398
400
395
408
411
404
388
391
402
403
387
403
393
NOx
2.09
2.25
2.17
2.09
2.38
3.12
3.41
2.01
2.03
3.26
3.09
3.23
3.03
2.86
MPG
21.3
20.7
20.6
20.5
19.7
21.2
21.6
20.4
20.5
21.7
21.6
22.4
21.4
21.7
Comments
Vacuum
Vacuum
Vacuum
Vacuum
Vacuum
Vacuum
Vacuum
HC and
lines
lines
lines
lines
lines
lines
lines
switched
switched
switched
switched
switched
switched
switched
CO emissions
80-4208 6-30 WAAG
0.57 4.62 393 2.90 22.1
abnormally high
*Not included in averages given in Table II because vacuum lines were
incorrectly connected.
**Not included in averages given in Table II because of abnormal HC and CO results.
-------
127
Table 1V-G
W/A WAAG-Injection System - Base Evaluation
1979 Chevrolet Nova
HFET Mass Emissions
(grams per mile)
Test
Number
80-2567
80-2620
80-2649
80-2647
80-2698
80-2785
80-2700
80-2702
80-2789
80-2791
80-3527
80-3793
80-3791
80-3794
Date
4-17
4-18
4-23
4-24
4-27
4-29
5-1
5-8
5-21
5-23
6-5
6-6
6-12
6-14
Test
Condition
As-received
As-received
Baseline*
Baseline*
Baseline*
Baseline*
Baseline*
Baseline
Parameter Adj.
Parameter Adj .
WAAG*
WAAG*
WAAG
WAAG
HC
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
05
06
08
14
15
13
05
05
06
05
07
06
09
08
CO C02
0
0
0
1
2
2
0
0
0
0
0
0
0
0
.82
.96
.60
.58
.72
.12
.27
.27
.00
.00
.13
.04
.04
.04
344
340
331
337
327
328
314
334
341
331
344
337
336
335
0
0
1
1
1
1
NOx
.91
.85
.01
.11
.05
.02
0.87
0
1
1
0
0
0
0
.93
.04
.13
.93
.93
.89
.92
25
25
26
26
26
26
28
26
26
26
25
26
26
26
MPG Comments
.7
.9
.7 Choke problem
.1 Choke problem
.7 Choke problem
.7 Choke problem
.2 Exhaust leak at sample boot
.5
.0
.8
.8
.3
.4
.5
*Not included in averages give n Table III.
-------
128
Table V-G
W/A WAAG-Injection System - Base Evaluation
1977 Dodge Aspen
HFET Mass Emissions
(grams per mile)
Test
Number
80-3531
80-3533
80-3535
80-3537
80-3539
80-4627
80-4629
80-4445
80-4631
80-4447
Date
6-27
7-1
7-3
7-3
7-7
7-10
7-11
7-14
7-16
7-18
Test
Condition
Baseline
Baseline
Baseline
Parameter
Parameter
WAAO '
WAAG
WAAG
Parameter
Parameter
Adj.*
Adj.
Adj.*
Adj.*
HC
0.22
0.22
0.23
0.43
0.43
0.38
0.42
0.38
0.39
0.40
CO
2.29
2.51
3.11
20.5
6.54
1.30
1.08
1.12
1.70
1.29
C£2
433
434
429
431
404
383
387
388
389
391
NOx
1.62
1.64
1.57
1.67
1.59
2.90
2.81
2.79
2.86
2.72
MPG
20.3
20.2
20.4
20.4
21.3
23.0
22.7
22.7
22.6
22.5
Comments
3
2
2
2
2
2
2
sizes
sizes
sizes
sizes
sizes
sizes
sizes
smaller jet
smaller jet
smaller jet
smaller jet
smaller jet
smaller jet
smaller jet
*Not included in averages given in Table III.
-------
129
Table VI-G
W/A WAAG-Injection System - Base Evaluation
1978 Mercury Zephyr
HFET Mass Emissions
(grams per mile)
Test
Number
80-3164
80-3166
80-3449
80-3451
80-3352
80-3574
80-3576
80-3578
80-3767
80-3769
80-3771
80-3773
80-3775
80-4207
80-4209
Date
5-20
5-22
5-28
6-3
6-4
6-5
6-6
6-9
6-10
6-11
6-12
6-21
6-26
6-27
6-30
Test
Condition
Baseline*
Baseline*
Baseline*
Baseline*
Baseline*
Parameter Adj.*
Parameter Adj .*
Baseline
Baseline
Parameter Adj.
Parameter Adj.
WAAG
WAAG
WAAG*
WAAG
HC
0.24
0.17
0.17
0.26
0.19
0.15
0.14
0.26
0.21
0.15
0.13
0.15
0.17
0.15
0.15
CO
4
3
3
4
3
0
0
5
4
0
0
0
0
0
0
.41
.16
.09
.55
.34
.12
.18
.44
.64
.30
.20
.27
.37
.26
.28
C02
294
297.
293
300
301
304
301
300
301
298
302
291
309
303
302
NOx
3.02
3.13
2.93
2.93
3.00
2.70
3.13
2.78
2.92
2.96
2.84
3.07
3.00
2.90
3.27
MPG
29.4
29.3
29.7
28.8
28.9
29.1
29.4
28.7
28.5
29.7
29.3
30.4
28.6
29.2
29.3
Comments
Vacuum
Vacuum
Vacuum
Vacuum
Vacuum
Vacuum
Vacuum
lines
lines
lines
lines
lines
lines
lines
switched
switched
switched
switched
switched
switched
switched
FTP HC&CO levels high
*Not included in averages given in Table III.
-------
Table VII-G
W/A WAAG-Injection System - First Supplemental 'Program
1979 Ford Granada
FTP Mass Emissions
(grams per mile)
Test
Number
80-5504
80-5460
80-5464
80-5472
80-5476
80-5481
80-5492
80-5493
80-5738
80-5742
80-5746
80-5750
Date
8-15
8-16
8-17
8-19
8-20
8-21
8-23
8-25
8-26
8-27
8-28
8-29
Test
Condition
Baseline*
WAAG**
WAAG**
Baseline**
Baseline*
Baseline*
Baseline
Baseline
WAAG
WAAG
Parameter Adj.
Parameter Adj.
HC
2.64
3.97
4.36
2.02.
2.33
2.43
2.40
2.36
3.70
3.70
4.21
4.02
CO
10
6
5
16
18
21
13
14
16
16
13
13
CC-2 NOx
.0
.1
.8
.3
.5
.4
.8
.9
.0
.2
.2
.0
540
537
540
538
535
530
552
550
512
519
529
525
0.
0.
1.
0.
0.
0.
0.
0.
1.
1.
1.
1.
94
98
02
96
78
76
88
90
65
69
67
57
MPG
15
15
15
15
15
15
15
15
16
15
15
15
.7
.9
.8
.6
.5
.5
.3
.3
.2
.9
.7
.9
Comments
Idle mixture too lean
+4° timing, -.003" jets, lean idle. 6 stalls
+4° timing, -^.003" jets, lean idle. 7 stalls
Idle mixture adjusted. 6 stalls
Deviation in starting procedure noted
Correct start procedure. 1 stall
Set by WAAG representative. 1 stall
Set by WAAG representative. 1 stall
3 Stalls. Set by WAAG representative
3 Stalls. Set by WAAG representative
2 stalls. WAAG system off
no stalls. WAAG system off
*Not included in averages presented in Table II.
**WAAG Water/Alcohol Injector nozzle interferred with proper choke operation.
-------
Table VIII-G
W/A WAAG-Injection System - First Supplemental Program
1979 Ford Granada
HFET Mass Emissions
(grams per mile)
Test Test
Number Date Condition
80-5505 8-15 Baseline*
80-5461
80-5465
80-5473
80-5477
80-5482
80-5491
80-5494
80-5739
80-5743
80-5747
80-5751
8-16 WAAG*
8-17 WAAG*
8-19
8-20
8-21
Baseline*
Baseline*
Baseline*
8-23 Baseline
8-25 Baseline
8-26 WAAG
8-27 WAAG
8-28 Parameter Adj.
8-29 Parameter Adj.
HC
CO
CO
NOx MPG Comments
1.04
1.70
1.95
0.99
0.95
0.95
1.04
1.03
1.80
1.77
1.84
1.9.9
0
0
0
0
0
0
1
1
1
2
1
1
.7
.7
.8
.9
.8
.9
.2
.2
.8
.0
.4
.4
415
415
414
409
407
406
383*
412
405
407
411
410
1
1
1
1
1
1
1
1
2
2
1
2
.23
.03
.06
.33
.32
.30
.39
.44
.35
.40
.97
.09
21.
21.
21.
21.
21.
21.
22.
21.
21.
21.
21.
21.
1
0
0
4
6
6
8*
3
4
3
3
2
Idle
+4°
+4°
Idle
Idle
Idle
Set
Set
Set
Set
WAAG
WAAG
mixture
timing,
timing,
mixture
mixture
mixture
by WAAG
by WAAG
by WAAG
by WAAG
system
system
too lean
-'.003" jets, lean
-.003" jets, lean
adjusted
adjusted
adjusted
Representative
Representative
Representative
Representative
off
off
idle
idle
*Not included in averages presented in Table III.
-------
Table IX-G
W/A WAAG-Injection System - First Supplemental Program
1979 Ford Granada
Hot LA-4 Mass Emissions
(grams per mile)
Test
Number
80-5456
80-5457
80-5459
80-5462
80-5463
80-5466
80-5467
Date
8-15
8-15
8-15
8-16
8-16
8-17
8-17
Test
Condition
Baseline*
Baseline*
WAAG*
WAAG*
WAAG*
WAAG*
WAAG*
HC
2.69
2.61
3.97
4.76
4.85
4.51
4.22
CO
6.8
3.8
3.0
3.4
2.6
3.4
2.5
C02
523
532
522
528
533
516
514
NOx
1.01
1.02
0.99
0.95
0.95
0.97
0.98
MPG
. 16.4
16.2
16.4
16.2
16.1
16.6
16.7
Comments
Idle mixture too lean
Idle mixture too lean
+4° timing,
+4° timing,
+4° timing,
+4° timing,
+4° timing,
-.003"
-.003"
-.003"
-.003"
-.003"
jets,
jets,
jets,
jets,
jets,
lean idle
lean idle
lean idle
lean idle
lean idle
mixture
mixture
mixture
mixtuie
mixture
80-5469 8-18 WAAG*
3.98 5.5 484 1.39 17.6 +8° timing, stock jets, lean idle mixture
80-5470
80-5471
80-5474
80-5478
80-5479
80-5484
80-5485
80-5486
80-5490
80-5489
80-5737
80-5495
80-5740
80-5749
80-5744
80-5745
8-18
8-18
8-19
8-20
8-20
8-21
8-21
8-21
8-23
8-23
8-25
8-25
8-26
8-26
8-27
8-27
Baseline*
Baseline*
Baseline*
Baseline*
Baseline*
Baseline*
Baseline*
Baseline*
Baseline
Baseline
Baseline*
Baseline*
WAAG
WAAG
WAAG
WAAG
1.
1.
2.
2.
1.
2.
2.
2.
1.
1.
2.
1.
3.
3.
3.
3.
93
76
08
14
83
12
09
14
93
99
08
98
73
53
67
74
6
7
7
8
9
9
10
11
9
9
8
10
13
12
15
12
.6
.7
.6
.6
.2
.1
.7
.4
.5
.1
.9
.0
.4
.4
.2
.0
536
532
525
522
525
514
516
514
521
527
519
528
489
492
488
493
0.93
0.90
0.94
0.93
0.94
0.93
0.82
0.81
0.94
0.92
0.50
0.50
1.75
1.71
1.72
1.82
16
16
16
16
16
16
16
16
16
16
16
16
17
17
16
16
.1
.1
.3
.4
.3
.6
.4
.5
.4
.2
.4
.1
.0
.0
.9
.9
Idle mixture adjusted
Idle mixture adjusted
Idle mixture adjusted
Idle mixture adjusted
Idle mixture adjusted
Idle mixture adjusted
Indolene Fuel
Indolene Fuel
Set by WAAG Representative
Set by WAAG Representative
Set by WAAG Representative
Set by WAAG Representative
Set by WAAG Representative
Set by WAAG Representative
Set by WAAG Representative
Set by WAAG Representative
-------
80-5748
80-5749
80-5752
80-5753
80-5754
80-5755
8-28
8-28
8-29
. 8-29
8-29
8-29
Parameter Adj
Parameter Adj
Parameter Adj
Parameter Adj
WAAG*
WAAG*
3.98
3.95
3.77
3.78
3.98
3.67
9.9
9.7
10.8
7.9
10.5
11.3
497
499
494
502
483
501
1.72
1.70
1.68
1.69
1.62
1.51
16.9
16.8
17.0
16.8
17.3
16.7
WAAG' System off
WAAG System off
WAAG System off
WAAG System off
*Not included in averages presented in Table IV.
-------
Table X-G
W/A WAAG-Injection System - Second Supplemental Program
1979 Ford Granada
Modified LA-4 Mass Emission
(grams per mile)
Test
Number
80-5895
80-5896
80-5760
80-5761
80-5898
80-5899
80-5897
80-5894
80-5900
80-5917
80-5918
80-5933
80-5934
Date
9-6
9-6
9-6
9-6
9-6
9-6
9-6
9-6
9-6
9-8
9-8
9-9
9-9
Test
Condition
Baseline*
Baseline*
WAAG*
WAAG*
Parameter Adj.*
Parameter Adj.
WAAG*
WAAG*
WAAG
Baseline
Baseline
WAAG
WAAG
HC
3.46
3.55
3.67
3.68
2.41
2.39
2.58
2.56
2.66
2.17
2.40
2.44
2.50
CO
14.1
15.6
19.1
18.1
13.4
14.3
17.8
18.3
18.6
16.0
15.2
19.5
20.6
COjj
512
510
507
503
514
509
511
513
510
524
522
510
508
NOx
2.02
2.05
1.72
1.73
1.37
1.32
1.15
1.15
1.10
1.05
1.05
1.10
1.06
MPG
16.3
16.2
16.2
16.3
16.3
16.5
16.2
16.1
16.2
15.9
16.0
16.2
16.2
Comments
4000 Ibs
4000 Ibs
4000 Ibs
4000 Ibs
4000 Ibs
4000 Ibs
4000 Ibs
4000 Ibs
4000 Ibs
4000 Ibs
4000 Ibs
4000 Ibs
4000 Ibs
'iw,
IW,
fw,
IW,
IW,
IW,
IW,
IW,
IW,
IW,
iw,
IW,
IW,
8° BTDC,
8° BTDC,
8° BTDC,
8°° BTDC,
0° BTDC,
0° BTDC,
0° BTDC,
0° BTDC,
0° BTDC,
8° BTDC,
8° BTDC,
12° BTDC
12° BTDC
WAAG-Modified Distributor
WAAG-Modified Distributor
WAAG-Modified Distrib. yellow sprinj
WAAG-Modified Distrib. yellow sprinj
WAAG-Modified Distributor
WAAG-Modified Distributor
WAAG-Modified Distrib. yellow spring
WAAG-Mociified Distrib. yellow spring
WAAG-Modified Distrib. yellow spring
Mean Distributor
Mean Distributor
, Mean Distributor, blue spring u>
, Mean Distributor, blue spring
*Data not included in evaluation due to a vacuum leak discovered subsequent to testing completion.
-------
Table XI-G
W/A WAAG-Injection System - Second Supplemental Program
1979 Ford Granada
Hot LA-4 Mass Emissions
(grams per mile)
Test
Number
80-5759
80-5757
80-5758
80-5756
80-5977
80-5978
80-5975
80-5976
80-5952
80-5953
80-6009
80-6010
80-6007
80-6008
80-6013
80-6014
80-5982
80-5983
80-6011
80-6012
Date
9-5
9-5
9-5
9-5
9-10
9-10
9-10
9-10
9-10
9-10
9-12
9-12
9-12
9-12
9-12
9-12
9-11
9-11
9-12
9-12
Test
Condition
WAAG
WAAG
WAAG
WAAG
Baseline
Ba'seline
Parameter Adj.
Parameter Adj.
WAAG
WAAG
Parameter Adj.
Parameter Adj.
WAAG
WAAG
Parameter Adj.
Parameter Adj.
WAAG
WAAG
WAAG
WAAG
HC
3.40
3.63
3.52
3.50
2.04
2.11
2.43
2.53
2.66
2.53
2.84
2.89
2.88
2.97
3.92
4.21
3.73
3.85
3.92
3.93
CO
12.6
12.8
10.2
10.9
9.4
8.1
7.5
7.8
11.9
10.5
8.3
8.9
12.9
13.2
9.3
10.3
15.1
14.9
13 . 9
13.9
C02
505
506
490
486
527
530
522
524
518
522
521
522
524
523
516
517
514
516
514
518
NOx
1.50
1.60
1.44
1.44
1.07
1.09
1.42
1.39
1.18
1.17
1.63
1.64
*
1.33
2.45
2.41
1.91
1.98
1.90
1.91
MPG
16.6
16.5
17.1
17.2
16.2
16.1
16.4
16.3
16.3-'
16.2
16.3
16.3
16.0
16.0
16.3
16.2
16.1
16.1
16.2
16.1
Comments
4000
4000
3500
3500
4000
4000
4000
4000
4000
4000
4000
4000
4000
4000
4000
4000
4000
4000
4000
4000
Ibs
Ibs
Ibs
Ibs
Ibs
Ibs
Ibs
Ibs
Ibs
Ibs
Ibs
Ibs
Ibs
Ibs
Ibs
Ibs
Ibs
Ibs
Ibs
Ibs
IW,
IW,
iw,
IW,
IW,
IW,
IW,
iw,
iw,
IW,
IW,
iw,
IW,
iw,
IW,
iw,
IW,
IW,
iw,
iw,
8° BTDC, WAAG-Modif ieu Distrib. , yellow spring
8° BTDC, WAAG-Modified Distrib., yellow spring
8° BTDC, WAAG-Modified Distrib., yellow spring
8' BTDC, WAAG-Modiiied Distrib., yellow spring
8° BTDC, Mean Distributor
8° BTDC, Mean Distributor
12° BTDC, Mean Distributor
12° BTDC, Mean Distributor
12° BTDC, Mean Distributor, blue spring £
12° BTDC, Mean Distributor, blue spring ^
10° BTDC, EPA-Modified Distributor
10° BTDC, EPA-Modified Distributor
10° BTDC, EPA-Modified Distributor, blue spring
.10° BTDC, EPA-Modified Distributor, blue spring
10° BTDC, WAAG-Modified Distributor
10° BTDC, WAAG-Modified Distributor
10° BTDC, WAAG-Modified Distributor, blue spring
10° BTDC, WAAG-Modifiea Distributor, blue spring
10° BTDC, WAAG-Modified Distributor, blue spring
10° BTDC, WAAG-Modified Distributor, blue sprinj
*NOx analyzer spanned incorrectly. Data not used in evaluation.
-------
136
Appendix H
Test Vehicle Distributor Curves
-------
GENERAL MOTORS CORPORATION
DISTRIBUTOR ADVANCE CURVE
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1979 Ford Granada
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Appendix I
Driveability Terminology - Definitions
-------
147
Driveability Terminology
Definitions
Trace - A level of malfunction severity that is just discernible to the
test driver but probably not discernible by most drivers.
Light (Moderate) - A level of malfunction severity that is probably
noticeable to most drivers.
Heavy - A level of malfunction severity that is obvious to drivers.
Surge - A continued or transient condition of fluctuations in engine
power, observed as changes in vehicle speed or acceleration
rate, which can be short or long, cyclic, and occurring at any
speed and/or load.
Stumble - A short, sharp reduction in acceleration rate experienced
when under loaded conditions.
Stretchiness - Vehicle fails to accelerate as much as expected by the
operator under light throttle conditions.
Steady State - Vehicle speed is held constant on a level road.
Heavy (hard) acceleration - Accelerator pedal is depressed fully but
short of detent.
Moderate Acceleration - Acceleration where the vehicle keeps pace with
other vehicles in suburban traffic.
Light Acceleration - Acceleration where the vehicle does not ke'ep up
with suburban traffic.
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148
Appendix J
Water/Alcohol Mixture Flow Rates
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1A9
WAAG Water/Alcohol Mixture Flow Rate
During previous EPA testing, the consumption of the Water/Alcohol mixture
was monitored during the "clean-out" period (AMA cycle) for the
Applicant-furnished vehicles. (This is the way a consumer in actual use
would determine the consumption rate of the mixture with the system
installed). Since the recommended amount of mixture was consumed during
that period, it was assumed that the flow rate during the FTP and HFET
driving schedules would be adequate. Table J-l presents the range of
mixture flow rates for the Applicant-furnished vehicle as measured on the
"clean-out" (AMA) cycle together with the Applicant recommended rates. It
should be noted that EPA installed the W/A WAAG-lnjection System supplied by
the Applicant for each of the Applicant-furnished vehicles with a WAAG
representative observing.
Table J-l
WAAG Water/Alcohol Consumption Rates
(cc/mile)
Mixture
Applicant-furnished vehicles Consumption Rate
AMA 13.3 - 15.1
Applicant Recommendations
City 9.5 - 15.1
Highway 2.5 - 7.6
However, because the Applicant indicated that the NOx increase measured
during the EPA tests could have been due to an insufficient flow of
water/alcohol mixture during the EPA emissions and fuel economy tests (the
actual mixture consumption rate during these tests had not been measured),
the water/alcohol flow rates for each of the three test driving cycles (FTP,
HFET and LA-4) were determined using the EPA-furnisheci vehicle. These
results are presented in Table J-II.
Table J-II
WAAG Water/Alcohol Consumption Rates
Original (yellow) Injection Pump Spring
1979 Ford Granada (3500 Ib. IW)
(cc/mile)
Test Mixture
Schedule Consumption Rate
FTP 5.7
HFET 1.1
LA-4 ' 5.9
In addition, in order to allow relative comparison of mixture consumption
rate on the test cycles to the "clean-out" (AMA) cycle, as well as to a
modified LA-4 cycle (a standard LA-4 cycle with the acceleration rates
increased from 3.3 mph/sec to 5.0 mph/sec), additional fluid flow rate
measurements were made. Such measurements were conducted during vehicle
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150
operation in accordance with the AMA, LA-4 and modified LA-4 cycles, each at
combinations of 3500 and 4000 pounds test weight and with the yellow
(original) and blue (increased flow rate) water/alcohol injection pump
springs.* These results are presented in Table J-III.
Table J-III
W/A WAAG-Injection System Consumption Rates
1979 Ford Granada
(cc/mile)
Driving
Cycle
ANA
LA-4
Modified LA-4
Test
Condition
yellow spring, 3500 IW, 11.2 AHP
yellow spring, 4000 IW, 11.2 AHP
blue spring, 3500 IW, 11.2 AHP
blue spring, 4000 IW, 11.2 AHP
yellow spring, 3500 IW, 11.2 AHP
yellow spring, 4000 IW, 11.2 AHP
blue spring, 3500 IW, 11.2 AHP
blue spring, 4000 IW, 11.2 AHP
yellow spring, 3500 IW, 11.2 AHP
yellow spring, 4000 IW, 11.2 AHP
3500 IW, 11.2 AHP
blue spring, 3500 IW, 11.2 AHP
blue spring, 4000 IW, 11.2 AHP
Consumption
Rate
6.3
9.7
13.6
15.6
5.6
7.6
11.0
14.0
5.5
7.8
10.6
14.8
The EPA-furnished vehicle was operated on the dynamometer according to each
of the driving schedules with the W/A WAAG-Injection System operational,
while mixture samples were collected in an auxilliary container. After each
schedule was completed, the volume of water/alcohol in the container was
measured. This quantity was then divided by the miles driven to obtain a
mixture consumption rate.
Referring back to Table J-II, it is clear that for the EPA-furnished vehicle
the mixture consumption rate with the original (yellow) injection pump
spring is less than the rate recommended by the Applicant (Table J-I).
*The WAAG Dealer Manual description of the yellow spring is "Heavy Flow" for
"most 8 cylinder or light footed drivers", and the description of the blue
spring is "Very Heavy Flow" for "big 8 cylinder & Very light footed
drivers".
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151
Table J-IV indicates, however, that if the "clean-out" (AMA) cycle had been
run on the EPA-furnished vehicle in its original test configuration (yellow
spring and 3500 pounds test weight) that the low flow rate for this vehicle
would have been detected (6.28 cc/mile on the AhA versus 9.5 to 15.1
cc/mile for city driving).
Table J-III also shows that increased loading on the vehicle (whether by
increased test weight or heavier cycle accelerations) does generally
increase the fluid flow rate with either spring. However, the table also
shows less flow rate sensitivity to driving schedule than had been
anticipated (especially for the LA-4 versus the modified LA-4 schedules).
In particular, because the data show only a modest (10-22%) reduction in
mixture flow rate from the "clean-out" (AMA) cycle to the LA-4 test cycle,
there appears to be no reason to be doubtful of the adequacy of the mixture
flow rates for the emission and fuel economy tests on the
Applicant-furnished vehicles (Table J-I).
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152
Appendix K
Adjustment of Carbon Balance Fuel Economy
Equation for Methanol Consumed
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153
Adjustment of Carbon Balance Fuel Economy
. Equation for Methanol Consumed
Typically the equation used to compute fuel economy by the carbon balance
methodology is as follows:
2421
MPG standard = [.866(HC) + .426(CO) + .273(CC>2)]
The numerator represents the mass of carbon/gallon of test fuel, which is
the weight fraction of carbon in the test fuel multiplied by the density of
the test fuel. The denominator is the sum of the measured exhaust gases in
grams/mile each weighted by its appropriate weighted fraction of carbon.
The Applicant contends that the alcohol burned during the combustion
process is emitted as C(>2 alone. Since the combustion process in
practice is rarely (if ever) complete, this contention is unrealistic.
However, assuming that raw methanol is not emitted as exhaust, then the
vehicle emissions resulting from the combustion process would be as
measured.
Since the molecular structure of methanol differs from that of Indolene
(the typical test fuel used and for which the values in the above equation
are representative), the numerator of the carbon balance equation must be
adjusted to properly account for the methanol consumed.
Based on the water/alcohol consumption rate for the EPA-furnished vehicle
(Appendix J) during operation according to the LA-4 driving cycle (blue
injection pump spring and 4000 Ib. IW setting) and the average LA-4 results
from Table XV, WAAG-modified distributor, it can be estimated that
approximately 3% of the fuel used during the "WAAG System" tests was
methanol. The methodology used for this estimate is provided below:
- LA-4 mixture consumption rate - 14.0 cc/mile
- average LA-4 emission test results (from Table XV)
HC £2 CO 2 NOx MPG
3.86 14.5 516 1.93 16.1
- assumed distance traveled = 7.5 miles
- amount of test fuel consumed during test = 1763.2 cc
- amount of alcohol (methanol) consumed = 52.5 cc
Total 1815.7 cc
- % of alcohol consumed = 52.5 cc x 100% = 2.89%
1815.7 cc
By assuming for purposes of this example that the actual test fuel consumed
during the "WAAG System" tests was a mixture of 97% Indolene and 3%
methanol, the density of this "new blended fuel" can be estimated as
follows:
- denstiy of Indolene = 6.168 Ib/gal
- denisty of methanol = 6.592 Ib/gal
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154
— the density of 3% methanol in Indolene =
.97(6.168) + .03(6.592) = 6.181 Ib/gal
By knowing the weight fraction of carbon- in methanol and Indolene the
weight fraction of carbon 'in the 3% methanol in Indolene mixture cart be
computed:
- weight fraction of carbon in Indolene = .866
- weight fraction of carbon in methanol = .375
- weight fraction of carbon in 3% methanol in Indolene =
.97(.866) 6-168 + .03(.375) 6-592 = .850
6.181 6.181 '
Therefore, a gallon of 3% methanol in Indolene contains:
.850(6.181)453.6 = 2383.1 grams of carbon
Subsituting the methanol adjusted mass of carbon/gallon of test fuel into
the carbon balance equation the following adjusted equation results:
MPG adjusted = 2383.1
f.866(HC) +.426(CO) + .273(C02)]
Using the average LA-4 emission results from Table XV and provided above,
the fuel economy resulting from the adjustment in the carbon balance
equation for the methanol consumed is as follows:
MPG adjusted = 2383.1 = 15.8
.866(3.86) + .426(14.5) + .273(516)
From a 'total fuel consumed viewpoint, the standard result (16.1) actually
overstates the fuel economy of the vehicle because it ignores the fuel
(methanol) injected into the intake system by the W/A WAAG-Injection System.
However, since the actual test fuel used for this evaluation was a
commercial fuel, not Indolene, and since the hydrogen/carbon ratio required
to compute the weight fraction of carbon of the commercial fuel was not
provided by the analyzing laboratory, the absolute effect of the methanol
adjustment on the test results reported could not be determined. The trend
of the above example is, however, believed to be representative of the
actual effect and should be considered by the ultimate consumer.
U.S. GOVERNMENT PRINTING OFFICE: 1980-651-112
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