EPA-AA-TKB-511-31-2
Evaluation of the Greer Fuel Pre-Heater Under Section 511
of the Motor Vehicle Information and Cost Savings Act
by
Edward Anthony Earth
May, 1981
Test and Evaluation Branch
Emission Control Technology Division
Office of Mobile Source Air Pollution Control
U.S. Environmental Protection Agency
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6560-26
ENVIRONMENTAL PROTECTION AGENCY
[40 CFR Part 610]
[FRL
FUEL ECONOMY RETROFIT DEVICES
Announcement of Fuel Economy Retrofit Device Evaluation
for "Greer Fuel Pre-Heater"
AGENCY: Environmental Protection Agency (EPA).
ACTION: Notice of Fuel Economy Retrofit Device Evaluation-
SUMMARY; This document announces the conclusions of the EPA evaluation
of the "Greer Fuel Pre-Heater" device under provisions of
Section 511 of the Motor Vehicle Information and Cost Savings
Act.
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BACKGROUND INFORMATION: Section 511(b)(l) and Section 511(c) of Che
Motor Vehicle Information and Cost Savings Act (15 U.S.C. 2011(b))
requires that:
(b)(l) "Upon application of any manufacturer of a retrofit device (or
prototype thereof), upon the request of the Federal Trade Commission
pursuant to subsection (a), or upon his own motion, the EPA Administrator
shall evaluate, in accordance with rules prescribed under subsection (d),
any retrofit device to determine whether the retrofit device increases
fuel economy and to determine whether the representations (if any) made
with respect to such retrofit devices are accurate."
(c) "The EPA Administrator shall publish in the Federal Register a
summary of the results of all tests conducted under this section,
together with the EPA Administrator's conclusions as to -
(1) the effect of any retrofit device on fuel economy;
(2) the effect of any such device on emission of air
pollutants; and
(3) any other information which the Administrator determines to
be relevant in evaluating such device."
EPA published final regulations establishing procedures for
conducting fuel economy retrofit device evaluations on March 23, 1979
[44 FR 17946].
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ORIGIN Of ilKQUEST FOR EVALUATION: On January 20, 1981, the EPA received
a request from Michael M. Greer for evaluation of a fuel saving device
termed the "Greer Pre-Heater". This Device is claimed to "... to make an
automobile use a greater percentage of the energy injected into the
carburetor and increase the miles per gallon without affecting pollution
factors" by preheating the gasoline before it reaches the carburetor.
The Device operates as a tube and shell heat exchanger. It uses the
engine coolant as the heat source and transfers this heat to the gasoline
by conduction.
Availability of Evaluation Report: An evaluation has been made and the
results are described completely in a report entitled: "EPA Evaluation
of Greer Fuel Pre-IIeater Under Section 511 of the Motor Vehicle
Information and Cost Savings Act," report number EPA-AA-TEB-511-81-2
consisting of 54 pages including all attachments.
Copies of these reports may be obtained from Che National Technical
Information Service by using the above report numbers. Address requests
to:
National Technical Information Service
U.S. Department of Commerce
Springfield, VA 22161
Phone: Federal Telecommunications System (FTS) 737-4650
Commercial 703-487-4650
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Summary of Evaluation
EPA fully considered all of the information submitted by the Device
manufacturer in the Application. The evaluation of the "Greer Fuel
Pre-ileater" device was based on that information.
The Applicant submitted no valid test data with the application for
evaluation. Analysis of the information submitted by the Applicant
did not prove that use of the "Greer Fuel Pre-Heater" would enable a
vehicle operator to improve a vehicle's fuel economy.
Previous EPA testing of another similar device that preheated the
fuel showed that preheating the fuel gave no emissions or fuel
economy benefits.
Thus, there is no technical basis to support any claims for a fuel
economy improvement due to the use of the "Greer Fuel Pre-Heater"
device.
FOR FURTHER INFORMATION CONTACT: Merrill W. Korth, Emission Control
Technology Division, Office of Mobile Source Air Pollution Control,
Environmental Protection Agency, 2565 Plymouth Road, Ann Arbor, Michigan
48105, 313-668-4299.
Date Edward F. Tuerk
Acting Assistant Administrator
for Air, Noise, and Radiation
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EPA Evaluation of the Greer Fuel Pre-Heater Device under Section 51L of
the Motor Vehicle Information and Cost Savings Act
The following is a summary of Che information on the device as supplied
by the Applicant and the resulting EPA analysis and conclusions.
1. Marketing Identification of the Device:
Greer Fuel Pre-Heater
2. Inventor of the Device and Patents:
A. Inventor
Michael M. Greer
515 North East Eighth Street
Grants Pass, Oregon 97526
B. Patent
Patent Pending - Number 217315 (See Attachment A)
3. Manufacturer of the Device:
Michael M. Greer, Inc.
515 Worth East Eighth Street
Grants Pass, Oregon 97526
4. Manufacturing Organization Principals:
Owner: Michael M. Greer
Manufacturer Michael M. Greer
5. Marketing Organization in U.S. making Application:
Michael M. Greer, Inc.
515 Worth East Eighth Street
Grants Pass, Oregon 97526
6. Applying Organization Principals:
Michael M. Greer - Owner
Charles T. Townsend will represent the organization in
communications with EPA.
400 Schoolhouse Creek Road
Grants Pass, Oregon 97525
7. Description of Device;
A. Purpose of the Device (as supplied by Applicant):
"A fuel extender (gasoline)."
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B. Theory of Operation (as supplied by Applicant):
"Pre-heated fuel vaporizes faster and burns more efficiently; to
make an automobile use a greater percentage of the energy injected
into the carburetor and increase the miles per gallon without
affecting pollution factors."
C. Detailed Description of Construction (as supplied by Applicant);
"A relatively large diameter tube bears internally a small
diameter tube with the larger diameter tube supplied with water
from the radiator which normally is circulated through the
automobile heater adjacent the passenger compartment. End caps
telescopingly mounted to the larger diameter water tube bear slots
which are alignable with slots within the ends of the water tube,
the slots being within the ends of the water tube, the slots being
of a width slightly larger than the diameter of the fuel line
small diameter tube which projects through a hole defined by the
aligned slots during telescoping of the end cap to the water
tube. A high integrity water seal bond is effected between the
end caps and the large diameter water tube and the fuel line at
the point where it projects through the opening. The fuel
preheater assembly is employable in a fuel pre-heating system
which incorporates a bypass hose leading frota the end of the water
tube remote from its connection to the radiator to a second heater
hose connected to the radiator and normally returning water from
the heater. A manually operated heat control valve within the
bypass hose permits circulation of water through the fuel
pre-heater assembly during the summer when the heater is cut off
to the radiator. (Blueprint attached)"
8. Applicability of the Device (as supplied by Applicant):
A. "Make:
"All American manufactured automobiles and some foreign made, with
the exception of: diesel, fuel injection gas or air-cooled engines.
B. "Model:
"All American manufactured automobiles and some foreign made, with
the exception of: diesel, fuel injection gas or air-cooled engines.
C. "Engine size and carburetion:
"All American manufactured automobiles and some foreign made, with
the exception of: diesel, fuel injection gas or air-cooled engines.
D. "Model Year:
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"All American manufactured automobiles and some foreign made, with
the exception of: diesel, fuel injection gas or air-cooled engines.
E. "Transmission Type:
"All American manufactured automobiles and some foreign made, with
the exception of: diesel, fuel injection gas or air-cooled engines.
F. "Ignition Type:
"All American manufactured automobiles and some foreign made, with
the exception of: diesel, fuel injection gas or air-cooled
engines."
9. Costs (as supplied by Applicant):
£19.95 unassembled kit
£29.95 assembled
cost does not include necessary hose and clamps to complete
installation.
10. Device Installation - Tools and Expertise Required (as supplied by
Applicant) :
A. "General Instructions:
"Use good quality hoses and clamps. Do the installation with the
engine cool. Make the fuel hoses as short as you can without
kinking them. Keep hoses away from fan and exhaust manifolds.
Put all vacuum hoses back on after preheater installation.
(Instruction sheet attached)
B. "Vehicle make/model/year/engine/etc:
"This unit can be installed on all makes, models, year, engine and
4, 6, and 8 cylinder automobiles. (See instruction sheet)
C. "Tools required for installation:
"Flaring tool, tubing cutter, water hose cutter, pliers, hose
clamps, screwdriver or adjustable wrench for tightening hose clamp
screws.
D. "Equipment required to check the accuracy of the installation:
"No equipment necessary; visual checks for fuel or water leaks
after the hose clamps are securely tightened."
E. "Adjustments to the vehicle or vehicle system as well as the
device following installation:
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"None required, however, automobiles must meet with factory
specifications. (see attached installation sheet)" (See
Attachment B)
F. "Skills associated with the installation of the device:
"Limited mechanical knowledge of cooling system. (see instruction
sheet)" (See attachment B)
11. Device Operation (as supplied by Applicant):
"Complete information on instruction sheet and booklet, "Guide to
Greater Gas Mileage', enclosed with each and every unit." (See
Attachments B and C)
12. Maintenance (claimed):
"Maintenance free and is also re-useable."
13. Effects on Vehicle Emissions (non-regulated) (claimed):
"None"
14. Effects on Vehicle Safety (claimed):
"Hose clamps should be maintained securely, normal safety precautions
should be adheared to. (see attached instruction sheet and booklet)"
(See Attachments B and C)
15. Test Results (Regulated Emissions and Fuel Economy) (claimed):
"Olson Engineering, Inc., Huntington Beach, California.
Department of Environmental Quality, Heford, Oregon.
Road test by individuals and their written testimonials.
Note; The Greer Pre-Heater will prove NOTHING when tested with a
dynamometer, this unit should be tested in an automobile in a
road test to be able to produce positive results. Please refer
to booklet, 'Guide to Greater Gas Mileage.'"
16. Analysis
A. Description of the Device:
The Device consists of a tube and shell heat exchanger. It uses
the engine coolant as the heat source and transfers this heat to
the gasoline by conduction. The Device is judged to be able to
heat the fuel to some limited degree.
The Device is judged to be adequately described by the description
provided in the patent application (Attachment A), description in
Section 7 C, the Installation Instructions (Attachment C), and the
"Guide to Greater Gas Mileage" (Attachment C).
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10
B. Applicability of the Device:
The applicability of the Device, as stated in Section 8 of the
application, to all makes, models, engines, carburetion, model
year, transmissions, and ignition systems for "All American
manufacturered automobiles and some foreign made, with the
exception of: diesel, fuel injected, gas or air cooled engines" is
judged to be correct.
C. Device Installation - Tools and Expertise Required: were
identified in Section 10
(1) The general instructions provided are judged to be adequate
for the physical installation of the device.
(2) Although the Applicant does not provide the necessary hoses
and clamps to complete installation with the kit, these parts
should be readily available.
(3) The Applicant's claims about applicability of the
instructions, tools and specific equipment required, vehicle
or device adjustment, and level of expertise required for
installation are judged to be correct.
D. Device Operation:
The information referenced in Section 11 does not contain any
information related to usage of the Device other than suggestions
on how to properly test for fuel economy. However, this is judged
to be adequate as long as no vapor lock or lean surging problems
are encountered. The Applicant does not address these specific
potential problems of a fuel preheater.
E. Device Maintenance:
The Applicant claims the Device is "Maintenance Free and is also
re-useable" in Section 12. This is true in the general usage of
the term maintenance, however, the added Device fuel fittings and
fuel line installed in the vehicle, would require the normal
periodic inspection accorded similar components in the vehicle.
?. Effects on Vehicle Emissions (non-regulated):
The Applicant submitted no test data, Section 13. However, since
the Device does not appreciably modify the vehicle's emission
control system or powertrain, it appears reasonable to assume that
the Device would not significantly affect a vehicle's
non-regulated emissions.
G. Effects on Vehicle Safety:
The device is judged to not adversely affect vehicle safety.
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11
H. Test Results Supplied by Applicant:
Applicant did not submit any test data per the Federal Test
Procedure or Highway Fuel Economy Test. These are the EPA
recognized test procedures (•*-). The requirement for test data
following these procedures is stated in the application test
policy documents and two subsequent letters (Attachments D, E, F,
and G) that EPA sent to the Applicant. Therefore, there was no
technical basis to support the Applicant's claim of increased fuel
economy.
The test data submitted by the Applicant are listed below and
evaluated.
(1) In Section 15 the Applicant referenced planned testing at
Olson Engineering. This was identified as a single baseline
(FTP and HFET) and single Device test (FTP and HFET) on one
vehicle rather than the minimum specified by EPA of two
duplicate baseline and two duplicate device tests on each of
the two vehicles.
The Applicant did not provide the test results of the single
vehicle testing at Olson Engineering.
(2) In Section 15, the Applicant referenced testing by the
Department of Environmental Quality, Medford, Oregon.
However, the Applicant did not provide test results or a
description of this testing.
(3) In Section 15 the Applicant referenced road tests by
individuals. The Applicant submitted copies of several of
these testimonials and a summary of the benefits claimed by
(•"-) From EPA 511 Application test policy documents:
Test Results (Regulated Emissions and Fuel Economy):
Provide all test information which is available on the effects of
the device on vehicle emissions and fuel economy.
The Federal Test Procedure (40 CFR Part 86) is the only test which
is recognized by the U.S. Environmental Protection Agency for the
evaluation of vehicle emissions. The Federal Test Procedure and
the Highway Fuel Economy Test (40 CFR Part 600) are the only tests
which are normally recognized by the U.S. EPA for evaluating
vehicle fuel economy. Data which have been collected in
accordance with other standardized fuel economy measuring
procedures (e.g. Society of Automotive Engineers) are acceptable
as supplemental data to the Federal Test Procedure and Highway
Fuel Economy Data will be used, if provided, in the preliminary
evaluation of the device. Data are required from the test
vehicle(s) in both baseline (all parameters set to manufacturer's
specifications) and modified forms (with device installed).
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12
45 individuals. The Applicant claims that for all but a
very few of thousands of units sold, the passenger vehicle
owners reported improved fuel economy. The Device users
undoubtly felt they had achieved significant fuel economy
benefits with the "Greer Fuel Pre-Heater". However, these
were uncontrolled test of the Device and therefore cannot
be used to evaluate the "Greer Fuel Pre-Heater". The
Applicant also recognized the difficulties in verifying
these claims.
"It is difficult to estimate the mileage gains on
thousands of units installed by owners, of which very
few reported no mileage gain on their cars. Domestic
and import passenger cars have the greatest gains.
About sixty per cent of light truck owners claimed some
mileage gain.
"We cannot vouch for the accuracy of the actual mileage
gains, since we obviously were not present for the very
important before and after mileage testing. We
strongly recommend you tune your car and carefully test
it for mileage before and after you install the Greer
preheater, then carefully retest for mileage after you
install it."
(4) In Section 15 the Applicant claimed that "The Greer
Pre-Heater will prove NOTHING when tested with a dynamometer,
this unit should be tested in an automobile in a road test to
be able to produce positive results- Please refer to
booklet, 'Guide to Greater Gas Mileage'."
The Applicant submitted no data or information that justified
this claim.
J. EPA Testing of a Fuel Preheater:
EPA tested a fuel preheater(2) which used water from the engine
block to heat the fuel in a copper tube and shell heat exhanger
similar to the "Greer Fuel Pre-Heater". This fuel preheater did
not improve vehicle fuel economy. Since the "Greer Fuel Pre—
Heater" could be expected to operate in a similar fashion, in the
absence of valid test data, there is no reason to expect the
"Greer Fuel Pre-Heater" to improve the vehicle fuel economy nor
justification for EPA to test the Device to further investigate
the claim for fuel economy.
17. Conclusions:
EPA fully considered all of the information submitted by the device
manufacturer in the application. The evaluation of the"Greer Fuel
Pre-Heater" device was based on that information and the results of
the EPA testing of a similar device.
(^Evaluation of the Fuel Xpander, EPA-AA-TAEB-80-2
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13
The Applicant submitted no valid test data that proved the "Greer
Fuel Pre-Heater" would improve vehicle fuel economy.
EPA previously tested a similar device which failed to show a fuel
economy benefit. Therefore, it is unlikely that testing of the
device would have shown a fuel economy benefit.
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List of Attachments
Attachment A Patent Application (provided with 511 Applica-
tion)
Attachment 3 Instruction Sheet (provided with 511 Applica-
tion)
Attachment C Guide to Greater Gas Mileage (provided with 511
Application)
Attacherant D EPA letter dated December 1, 1980 to Applicant
Attachment E EPA letter dated January 8, 1981 to Applicant
Attachment F EPA 'etter dated February 26, 1981 to Applicant
Attachment G EPA letter dated February 26, 1981 to Applicant
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Attachment A
15
LAW orrici-:s
SUGHUTJE. ROTDAVELL. MiOX, ZlN'N & MACPJ3AK
17711 K STHIil-:T. N.\V.
RiCK'ARo c.suci-iRue WASHINGTON', I). C. 2OOOO __. ,„..*..
G. f^A.VK.l.lN ROTHV/CLL lULtHHUNc.
JO-t.N II. MiCN BOB) 233-7OOO
OONALt? L.ZINN
To°""J' ?/"c?CAK . . ... CABLS ADOncss
o"-S' = ".' iV:VicS'JW' • »T i ^ 1 i ^ n n LEXPAT WASHINGTON
nori?Rv V"S\§AN' November 21, 1980 ,
P£T = o D. OLKXY . TEL(-
J. r^A.-IK OSHA
WAO.Ifll.L A. OIGOAHT
f*C-2i^T G. .^rMORROW FACSIMILE
L.?'^!^. C',^,-i.'iSKV ' • ' <2°2) 203-73SO
A&^-'AHAM WOGO'JAD
I'APK P. LEVY
OAVID J. CIJ3MING
CYNTHIA E.G. CLAHKE
JOHN R. INGE *
JOHN K. DONAGHY * ^
ALAN S. LOVZLCSS
JOSSPM J. PUCH. JR.*
LA'-*R=:NC-: n GOOOV/IN
DENNIS E. KOVACH* '
*«O~ AC"*tTTt3 IN O. C.
Mr. Michael M. Greer-
KMG Services
P. 0. Box 415
Merlin, Oregon 97532
Re: U. S. Application of Michael M. Greer
SIMPLIFIED FUEL PREHEATER ASSEMBLY FOR
AUTOMOTIVE USE AND FUEL PREHEATING SYSTEM
EMPLOYING THE SAME
Our ref. A4036
Dear Mike:
Regarding our teleph. le conversations, we now enclose
an application in clean draft form, hopefully ready for
execution.
We have provided the appropriate formal papers. Please
read the application carefully and execute the formal papers
and return them to this office in the manner of past applications.
We will file the .original and have the drawings inked in the
form shown, so the filed application will conform exactly to
what is being forwarded.
As you can see, we have illustrated two typical embodiments
noting that the end caps either take the form a.s shown in Figure 2
or that shown in Figures 4 and 5, that is, unitary in construction
or formed of two portions, one a smaller diameter portion.
We believe these showings conform to the commercial product
being sold and illustrated in your publication. Claims are
directed both to the tubular assembly and to the improved
preheater system.
Thank you for again allowing us to be of service to you.
peY,y truly yours,
DEZ/jc
Enc.
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16
SIMPLIFIED FUEL I'RFIIEATER ASSEMBLY
FOR AUTOMOTIVE USE AND FUEL PRE-
HEATING SYSTEM EMPLOYING THE SAME
ABSTRACT OF THE DISCLOSURE
A relatively large diameter tube bears internally a
I
•,!.i.-ill dianeter tube with the larger diameter tube supplied
:.; < :. h water from the radiator which norraa3.1y is circulated
:. !,i'ou[;h the automobile heater adjacent the passenger corapar tmeu t.
K:u! cap.1; telescopingly mounted to the larger diameter water
t ubi: boar slots which .are alignable with slots within the j
I
rmlr. of the water tube, the slots being °f a width slightly j
X
I
J.izY.or than the diameter of the fuel line small diameter . tube ?
£T
vhlch projects through a hole defined by the aligned slots I
f
Curing telescoping of the end cap to the water tube. A high ;
i
Integrity water seal bond is effected between the end caps and „.=
thr l.irf.e diameter water tube and the fuel line at the point j
I
v'i<-rc it projects through the opening. The fuel preheater '•
•••••••cr.bly is employable in a fuel preheating system which
:.••;•-> rpurntcs a bypass hose leading from the end of the water I
ti-Si- remote from its connection to the radiator to a second
•••••••:
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17
FIELD OF THE INVENTION
This Invention relates to a fuel preheater assembly and
more particularly to a simplified assembly involving only a.
water tube, the fuel line tube and one or more end caps which
5 intermit to securely lock the fuel line tube to the water tube,
and additionally to a fuel preheater system employable within
: a convent_onal automobile.
BACKGROUND OF THE INVENTION
Many devices and gadgets have been employed in an attempt
10 . to effect gasoline mileage improvement on existing vehicles
. as well as new automotive vehicles. Some systems are complex.'
Others are relatively simple. However, most devices do not
provide substantial improvement in gasoline mileage.
Attempts have been made to preheat the hydrocarbon fuel
15 .either prior to or subsequent to mixture with the air within '
the engine carburetor. Theoretically, preheated fuel vaporizes
faster and burns more completely and efficiently, thus giving
better mileage. The known fuel preheater techniques have been
complicated and relatively expensive.
20 It is, therefore, an object of the present invention to
provide an improved simplified and low cost fuel preheater
assembly for automotive use and which may be incorporated
within an automotive heater system under an arrangement
permitting preheating of the fuel irrespective of heater
25 operation.
SUMMARY OF THE INVENTION
The present invention is directed to an improved,
simplified fuel preheater assembly in one aspect consisting
of a relatively large diameter water tuba through which water
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18
is passed which emanates from the vehicle radiator. A relatively
small diameter fuel line tube is carried by the water tube,
internally of the same, and is connected between the fuel pump
and the engine carburetor. At least one end cap is provided
5 to the end of the water tube, the cap and the water tube at
that end bearing alignable slots within the ends thereof. The
slots arc of a width slightly larger than the outside diameter
of the fuel line tube, such that upon telescoping the end cap
to the water tube with the slots aligned, and with the fuel line
10 • tube inserted therebetween, a close fit connection can be made
between the fuel line tube and the water tube . where it enters
the same. The end cap is sealably bonded to the water tube
and the fuel line tube to the telescoping assembly of the water
tube and the end cap at the point where the fuel line penetrates
15 the water tube interior. The fuel line tube may enter the water
tube at respective ends thereof through respective caps.
Alternatively, the relatively small diameter fuel line tube
may be bent back upon itself with ends projecting exteriorly
of the water tube from one end only through openings defined
20 by diametrically opposite paired slots within the ends of the
water tube and an end cap at one end only of the assembly.
The fuel preheater system employing the simplified fuel
preheater assembly involves placement of the relatively large
diameter water tube within the heater water supply hose
25 intermediate of its connections at respective ends to the
. radiator and the automotive heater. Additionally, a first
tee within a heater return hose retniriinf; water from the heater
back to the radiator, is coupled to a bypass hose, the other end
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19 • .
of the bypass hose being coupled by a second tee to the heater
supply hose at. a point downstream from the fuel preheater asserr.bly.
A manually operated valve within the bypass hose selectively
permits water circulation through the-fuel preheater assembly
5 from the radiator and back to the radiator, bypassing the
heater during the summer months when the heater is not operating
and there is a failure of circulation of xvater from the vehicle
engine radiator to the heater. The bypass hose valve is se-parate
from a heater control valve within the heater water return line
10 controlling the rate of circulation of hot water from the
radiator to the heater. The relatively small diameter fuel
line tube connects at one end to tho. fuel pump and at its other
end to the fuel inlet connection to the engine carbureto.r.
BRIEF DESCRIPTION OF THE DRAWINGS
15 Figure 1 is a perspective view of a fuel preheat system
forming one aspect of the present invention and supplying the
simplified fuel preheater assembly in one form as an illustrative
embodiment of the present invention.
Figure 2 is a sectional view of the fuel preheater assembly
20 illustrated in Figure 1.
Figure 3 is an exploded viexj of a portion of the fuel
preheater assembly of Figure 2, showing the telescopin.g fit of
the end cap to the water tube and the alignment of slots therein
forming the opening through which the fu.el line tube projects.
25 Figure A is a longitudinal sectional view of a second
embodiment of the fuel preheater assembly of the present
invention.
•
Figure 5 is an exploded view of a portion of the water
tube and the end cap of the embodiment of the fuel preheater
30 assembly illustrated in Figure A.
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20
DESCRIPTION OF THF. PREFERRED EMBODIMENTS
The principal aspect of the present invention resides in
the fuel preheater assembly forming the major component within
the Improved fuel preheat system illustrated in Figure 1, the
5 fuel preheater assembly may take several forms, a first embodiment
of which is illustrated in Figures 1, 2 and 3, and a second
' embodiment being illustrated in Figures 4 and 5.
In that regard, reference to Figure 2 shows the make up
of one fuel preheater assembly, indicated generally af 10,
10 which is constituted principally by three major components:
a relatively large diameter water tube or pipe indicated generally
at 12, formed of copper or other highly conductive metal; a
much smaller diameter fuel line tube or pipe indicated generally
at 14, which may also be formed of copper; and a pair of end
15 • caps indicated generally at: 16. The water tube ]2 has an inside
diameter which is considerably larger than the outside diameter
of the fuel line tube 14 which runs internal of and generally
' the .complete length of the water tube 12. The fuel line tube
14 includes end portions 14a which curve generally at right
20 angles to the longitudinal axis of a central portion 14b of
tube 14 and which project outwardly of water tube 12 in the
same direction, although they could project in opposite directions
or at any given angle as desired, it being the purpose of
the turns as at 14c to permit the ends to project outwardly
25 of the water tube 12. Ends 14a of the tube 14 are swaged as
at 18 in order that these ends may connect to either flexible
hoses or to a further tubular metal fuel line. One end of
•
tube 14 connects to the fuel pump, while the other connects to
a fuel inlet hose 42 carried by the carburetor 46 and connected
30 thereto.
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21
As may be best appreciated by further reference to
Figure 3, the water tuba 12 at both ends 12a is provided with
an elongated slot 20 which extends for a slight distance
inwardly from end face 12b of the water tube 12 for a pre-
5 determined distance. The slot 20 is provided with a curved
end portion 20a which is generally circular. Further, end
cap 16 is provided with a relatively large diameter portion or
eud 16a facing end 12a of the water tube 12, that relatively
large diameter end portion 16a bearing an elongated slot 22
10 which projects axially inwardly from the end face 16b and
which terminates in a circular end portion 22a. The slots
20 and 22 are of equal width and thus end portions 20a and 22a
are of the same radius. The portion 16a of the end cap 16
is of a diameter which is just slightly larger than the diameter
15 of the water tube 12, such that the water tube 12 telescopingly
fits within the enlarged diameter section 16a of the end cap.
The particular construction of the end cap 16 as shown includes
a reduced diameter portion 16c joined by an integral tapered
portion I6a, the smaller diameter portion 16c sealably receiving
* *
20 • and partially carrying an end cap extension tube portion 24
which is swaged at 26 so as to assist in its being coupled to
heater water supply hose 32, which heater water supply hose
is severed intermediate its ends to permit the connection of
the fuel preheater assembly 10 interposed between the engine
25 radiator or engine block 34 and the automotive heater 38
servicing the passenger compartment of the vehicle. Alternatively,
*
the end cap nay be of one piece construction (Figure A), ouch
that tube 24 is simply an extension of the smaller diameter
portion of the end cap. As shown a weld 28 insures a high
•f v» t-»»er ity seal between the elements making up end cap 16.
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22
The assembly is simplified but promotes a high integrity,
high strength connection between end cap 16, water tube 12 and
the fuel line tube 14. The curved portion 14c of the fuel line
14 projects through a hole defined by slots 20 and 22 when
5 the end cap 16 is telescopingly joined such that the larger
diameter portion 16a receives the end 12a of the water tube 12.
Appropriately, solder or other water tight bonding material 30
is employed to mechanically bond and seal the tubes 12 and 14
and the end caps 16 together and to prevent the escape of water
10 about the periphery of the fuel line tube 14 where it projects
through the opening defined by slots 20 and 22 of the water
tube 12 and end cap 16 at both ends of the fuel preheater
assembly 10.
Reference to Figures 4 and 5 illustrates a second
15 embodiment of the fuel preheater assembly forming a principal
aspect of the present invention. Like elements are provided
with like numerical designations. In this case, the fuel
preheater assembly, indicated generally at 10', comprises a
modified water tube as indicated generally at 12', which bears
20 a fuel line tube or pipe as at 14' and employs, in this case,
a single end cap as at 17', all of the elements being modified
slightly from similarly employed elements in the embodiment
of Figures 1, 2 and 3. The water tube 12', although being of
the same diameter as tube 12 in the embodiment of Figure 2, i
i
25 has at the end opposite that bearing end cap 16*, a reduced j
j
diameter portion 12'c which is integral with the main portion
•
or body of the water tube by way of a flared or tapered portion
12'b, portion 12'c including a swaging at 26' in similar manner
to the swaged portion 26 of the end cap 16 in the previously
30 described embodiment. This permits the assembly to be
-------
23
connected to a water hose of the same diameter as that
"employed in this embodiment.
As may be seen in Figure 5, the principal difference is
the formation of two diametrically opposite slots 20 within
5 end 12a' of the?, water tube 12, that is, the slots are 180°
circuinferentially from each other, as best seen in Figure 4.
Similarly, end cap 16' is unitary in form and is simply cold
molded or otherwise into a larger diameter portion 16'a, a
smaller diatcatcr portion 16rc joined by an integral tapered
10 portion 16'b, and in similar fashion, the portion 16'c is
swaged as at 26 identical to that of the reduced diameter portion
of the water pipe and corresponding to swage 26 of the end cap
16 in the embodiment of Figures 1, 2 and 3. Additionally, the
large diameter portion 16'c of end cap 16' bears a pair of
15 diametrically opposite slots 22 in alignment with slots 20 of
the water tube 12'a.
.The third variation lies in the configuration given to the
fuel line tube 14*. This tube 14' is bent into a modified {
Y configuration, that is, at its center 14'b it is bent back »-j
20 upon itself, forming 180° turn and providing two elongated j
• ' f
portions 14'd which extend the major length of the water tube I
!
j
12' with ends 14'a projecting outwardly through an opening i
j
defined by the aligned slots 20 and 22 on opposite sides of the •;
F
assembly, the projection of the fuel line tube ends through I-
• I
25 the opening provided thereby being facilitated by an S-bend [•
«:
given to the Lube within the area 14'e ris shown, Figure 4. [
• £
•>'
The fuel line tube 14' is swaged at its ends 18 in the same r
I
manner as the prior described embodiment. ' [:
-------
24
Appropriately, a scalable bond is effected between end
cap 16', water tube 12*, and fuel line tube 14', by solder or
other appropriate material, as at 30,' in the same manner as the
previously described embodiment. In this case, for a slightly
5 shorter length water tube, there is an extended hea^ tran.-ver
surface area and path between the water traversing the interior
of the water tube and the fuel line tube 14'. Connections
are made in essentially the same mariner as the embodiment of
Figures 1, 2 and 3.
10 In that regard, reference to Figure 1 shows a preferred
fuel prehsater system employing the fuel of preheater assembly
of the present invention in the form illustrated in Figures 2
and 3, the preheater assembly 10 being incorporated within a
supply heater hose indicated generally at 32. The fuel preheater
15 10 is employed by incorporating it within a supply heater hose
32 which connects at one end 32a to a vehicle engine radiator
or engine block, as at 34, by way of a conventional fitting 36,
while the opposite end 32b of the supply heater hose connects
to the passenger compartment heater, indicated generally at 38,
.20 via a connection or fitting 40. A fuel line 42 leading from
the.fuel pump connects via fitting or connection 44 to one end
14a of the fuel line tube 14, the projecting fuel line tube
end 14a at the opposite end of that assembly 10 connects via
fitting 46 t:o the carburetor fuel inlet hose 43. Hose 43
25 connects to carburetor 45 borne by an engine (not shown) beneath
an air intake 48. .
•
Conventionally, the heater 38 bears a second hose, this
being a heater water return hose 50, one end of which connects
to the heater 38 via fitting 52. Ordinarily, that hose 50
-------
25
connects directly to the radiator or engine block 34 via
fitting 53. However, in this case, hose 50 is severed, bears
a tee 54, one portion of which at 54a is connected to a bypass
hose 56, while a second portion 54b connects the two portions
5 of the heater water return hose 50 to each other. The bypass
hose 56 connects at its opposite end through a second tee,
indicated generally at 58, to the heater water supply hose
32 intermediate of its connection to the fuel prehe.ater assembly
10'and heater 38. The heater water return hose 50 carries a
10 conventional manually or thermostatically operated valve
indicated generally at 60 for regulating the flow of hot water
from radiator or engine 'block 34 to heater 38. . The present
invention involves the utilization of a second manually operated
valve indicated generally at 62 which may be similarly constructed
15 to valve 60 within the bypass hose 56, the valve 62 including,
an actuating arm 62a and connecting via an operator wire 64
to a pull knob (not shown) or the like within the vehicle
passenger compartment and which may be mounted to a dashboard,
for instance. The bypass valve 62 may be opened in the summer
20 time when the heater control valve 60 is closed to pernit hot
water circulation through water tube 12 of the fuel preheater.
assembly 10 via heater water supply hose 32, bypass hose 56
and the portion of the heater water return hose 50 from tee 54
back to the radiator or engine block 34.
25 While heater control valvo 60 is part of the original
equipment, the presence of the bypass valve 62 x.'ithln the
•
bypass hose 56 allows the fuel preheater to work with the
heater "off". If percolation occurs on a superhot day, an
-------
26
in-line electric shut off valve may be inserted in the fuel
line if necessary which would function to shut off fuel when
ignition is "off".
While the invention has been particularly shown and
described with reference to preferred embodiments thereof,
it will be understood by those skilled in the art that the
foregoing and other changes in form and details raay be raade
therein without departing from the spirit and scope of the
invention.
- 11 -
-------
27
WHAT IS CLAIMED IS:
1. An improved, simplified preheater assembly for
preheating fuel for an internal combustion engine driven
automobile, said automobile including a vehicle passenger
compartment heated by engine coolant x^ater circulated there-
5; through via a heater hose, said assembly comprising:
a relatively large diameter preheater water tube
connected at its ends between portions of said heater.hose,
a relatively small diameter fuel line tube,
at least one end cap, said end cap being
1C telescopingly joined to an end of said i-elatively large
diameter water tube,
alignable slots within the telescoping ends of
said water tube and said end cap, said slots being of a width
slightly larger than the diameter of said fuel line tube,
15 • said fuel line tube being carried within said
large diameter water tube and having an end projecting through
an opening defined by said alignable slots, and
means for sealingly bonding said end cap, said
water tube and said fuel line tube together where said fuel
20 line tube passes through said aligned slot opening.
2. The assembly as claimed in claim 1, wherein said fuel
line tube is be.nt back upon itself and into an essentially Y--
shaped configuration including elongated portion running generally
the length of said large diameter water tube, and Xv-hrein aligned
5 slots within said water tube and end cap are formed at diametrically
opposite locations therein such that both ends of said fuel line
tube project through respective slots on opposite sides of the
assembly at a Riven end o f said water _tu_be.
-------
3. A fuel preheater system for an automotive vehicle
or'Che like, said vehicle including:
an internal combustion engine radiator,
a coolant water borne by said engine radiator
for cooling r.ald engine and being warmed during engine operation,
a carburetor for said engine,
a fuel line leading to said carburetor,
a vehicle passenger compartment heater,
a heater water supply hose leading from said
vehicle engine to said heater for supplying hot water to said
Ji «-.•. r. .-i-,
a heater water return hose connected to said heater
ii;'...! !u said radiator for returning hot water fross said heater,
a fuel preheator assembly operatively connected
•j'. •. h J 11 !••'»! d lii-ati:r v.:L»-.r supply hose and including a relatively
1 .t i ;•.'• dtarif r.-r u-ati-r tube, connected at respective ends to
5-.'r s 1 «!•.) ii of saiii ht-atf-r water supply hose intermediate of said
!.'•-.!(-: am! said rnK^ni-, jsald relatively large diameter water
'. •-.'.. f S i- -»r 111 y, .1 final lt-r d l.if.u-t. or fuel line tube, said fuel line
tu-.jM-r-.,-.!(! i- ,\ r bn r i-11» f for p r rh i-a t. In y. tiiel carried thereby,
;» bypa-;:i ho:n- c.oi>. n.-c c od to r.ald water heater supply
* =-io '.<• t v>4TM :;ali! fuel ;> r «• !u-.* t r* r assembly and r.ald heater and
•. «':::•. t-t J »• d .>. c I r :"• o ;i p o :; 1 t «• f:;»! '. i'» !:.''.! d h".\tt-r wator return hone*
a hc:iLi:r control v.jivi- within sail! hf.iter water
ii-l'.tMi ho:.<- 11 p :; t r o.';-'. o J' the i-o:; :•. i-,-t i on f ••• :• .1 ! t! l>y;.ar.s ho:;o, and
3 hyp.-.;;:; lio::o c :.• n t : > 1 v .-.! . ,- w 1 r h : s> said bypass ho .•;<>,
such that during wavr. •-•-.:•;'.•: u'';i,.;r said heater is
shut: off, opening of said bypa.-. s valv. ;••••:•-. 1 t: s continuous hot
""' water circulation through r.al.,! fiu-l p r .•!.<..; t- r a:;scnbly to i
t
insure prehuat tnj; of said f,u-l I,-.:.! I«:/. to saU! carburetor. }
1
-------
-------
JO
. * *
?\s a below named inventor, I hereby declare that my residence, post oflice address and citizenship are as
stated below next to my name; that I verily believe I am the original, first and sole inventor (if only one name is
listed below) or a joint inventor (if plural inventors are named below) of the invention entitled:
SIMPLIFIED FUEL PREHEATER ASSEMBLY FOR AUTOMOTIVE USE AND FUEL
PREHEATING SYSTEM EMPLOYING THE SAME
which is described and claimed in:
EJ the attached application D application Serial No. . filed .
(for original application) (for declaration not accompanying application)',
that I do not know and do not believe the some was ever known or used in (he United States of America he-fore
my or our invention thereof, or patented or described in an)' printed publication in any country before my or
our invention thereof or more than one year prior to this application, that the same was not in public use or on
:sale in the United States of America more than one year prior to this application, that the inventian has not
been patented or made .he subject of an inventor's certificate issued before the date of this application in any
country foreign to the United States of America on an application Tiled by me or my legal representatives or
assigns more than twelve months prior to this application, that I acknowledge my duty to disclose information
of which I am aware which is material to the examination of this application, and that no application for
patent or inventor's certificate on this invention has been filed in any country foreign to the United States of
America prior to this application by me or my legal representatives or assigns, except as follows:
K one
I hereby appoint Richard C. Sughrue, Reg. No. 16,866, G. Franklin Rothwell, Reg. No. 18.125. John H. Mion.
Reg. No. 18,879, Donald E. Zinn, Reg. No. 19,046, Thomas J. Macpeak, Reg. No. 19,292, Robert J. Seas, Jr.. Reg.
No. 21,092, Darryl Mexic, Reg. No. 23,063. Robert V. Sloan, Reg. No. 22,775, Peter D. Olexy, Reg. No. 24.513, J.
Frank Osha, Reg. No. 24,625, Waddell A. Biggart, Reg. No. 24,861. Robert G. McMorrow. Reg. No. 19.093. Louis
Gubinsky, Reg. No. 24,835,.and Neil B. Siegel, Reg. No. 25,200, my attorneys to prosecute this application and to
transact all business in the Patent and Trademark Office connected therewith, and request that all
correspondence about the application be addressed to SUGHRUE, ROTHWELL. MION. ZINN AND MACPEAK,
1776 K Street, N.W.. Washington, D.C. 20006.
I hereby declare that all statements made herein of my own knowledge are true and that all statements
made on information and belief arc believed to be true; and further that these statements were made with the
knowledge that willful false statements and the like so made are punishable by fine or imprisonment, or both.
under Section 1001 of Title 18 of the United States Code and that such willful false statements may jeopardize
the validity of the application or any patent issued thereon.
Date
7irst Inventor
M i c h a e 1
M.
Greet
Residence Merlin, Oregon. '
First/Tjime / 1 Middlt/TNitial Last Name
^n^r\A.A^.J^J^M y^^oj
P. 0. Bo?: A15
_ Post Office Address
Citizenship United States
Mo r 1 i n s 0 r c.g o_n 97332
Second Inventor
First Nnnur
Residence
Citizenship
-------
^.t-*•. ^jggureyJT
,,,,,\VELL, YOU VE FINISHED 7WE BOOK.' BUT HO\V
COME YOU'RE 5TILL SITTING THERE? -ROLL UP,*
YOUR SLEEVED GET OUT SOME TOOLS, AND ^
START SAVING SOME GAS/ GOOD LUCK!--^V
':V:V^''"v:'>:^r;:'''.
^iVi^if/w-^kV-
FOR DOR4 COPIES
S£ND$
POSTAGE
MIKE
PO. BOX415
^WBgaaaroin^wiKMi
.^•'•T;A:SPECIAL NOTE
EMOTIVE TECHNOLOGY DEPARTMENT OF
COMMUNITY COLLEGE AT GRANTS
*OREGON, FOR THEIR ADVICE AND ENCOURAGED
~ DUWNGTTiE MONTHS OF TESTING.THAI-^
DONE BETORE-THIS BOOK ;'
-------
j-* -r^-^'T'^-"
DEDICATED TO MY SON; MICHAEL;'
rtl(S."!*»r 'WNinricl.XSl'
•.^^•miS 15 A COMMON-SENSE' GUIDE
$$£ IMPROVING YOUR FUEL
""" A "A CONCERNED CITIZEN/
DO YOUR PART:.TO REDUCE
ONLY YOUR DRIVING O3STS,
:^££OUR DEPENDENCE ON SOME
:I''A/*I . . — , ; _
ifvi1!;^
&£$s;
j||||BLACK^60LD): ^;//;^i>g:/;?a^gg^^
StFVi:RY;'LiT?T-E :'Df?np/rr^wT^/fe-S^
GA50LINEi;t
iliS^;
+i'
"it
:.l'*'f^'
m
^fV-.-:'-:-i-V
.-^jfiVT*>- •.'-••:
'•.••i>i'.'i>.••*=;; •;•:".•.-,':'•";•>'•;:••,'•••' ;'••^VV'A.'''V-^r v-^';-;>"-
S..-^'^'-^';'^'-:^;^ ^I5!--;:f^?y;?i;';;j!^^-Nv
.-, »T-'>,y'••••" ••'•••• '"*•:•.•••:•- • >. • ••'••••• •'=••••-••.•.,•
(^^"ff^"^ .'^';-'':'v ">•••:': •,::#]•••*•••.;.;•.:.• :..>• ,^ •:.-:.., •; ,;• ••...:..•.. :„•.....•.
Ste ;^^:::'---^:;^---;-^^'^^'---:^iS>:V^:.s/:::^
^^v x:v COPYRIGHT © t98O BY:MICHAEL M.-GREE£; ALL^
••& RIGHTS RESERVED. PUBLISHED: BY: M MS, SERVICES; ;&
' ^THIS BOOK MAi( NOT BE REPRODUCED OR COPIED ;
WHOLE OR IN PART WITHOUT WRITTEN'
. . •
PRINTED /w USA.-,BY. SLJD&EN PRINTS, MEDFORD,OR.
* '"f)^^-^^^l'^^'^'-^
. ALTERATION OF YOUR CAR'S "RJEL;^^
.; - • ^STEM mY AFFECT EXHAUST:
' EMISSIONS.-COMSULTi,YOUR SWTESp$?e:rf
S*sra^% B dtf*" f*
1 OI x*\
I PlJi^ae?
TALE OME ; THE 100 M.PG. CANADIAN CARBURETOR
WHOSE PATENTS \VERE BOUGHT UP BY THE
OIL COMPANIES.
LIKE A PERPETUAL MOTION MACHINE
THIS ^M>I SURFACES B/ERY TIME fiAS
PRICES SO^R, OR EVERY 11 V^ARS,
\VHICH£VER COPIES FIRST/ TKU7W
IS, FEDERAL LAW PROHIBITS \VITH-
OlDiNG A R\TEAn-...';FOR THE PLJ3-
LIC GOOD:',,, AND ANYONE CAW GETA
COFYOFANf R\TDVT FDR A F£\\/CEmS.
AND LIKE IT OR NOT, THE MTRMAL
COMBUSnON ENGINE USES FUEL AND
AIR IN A RATIO OF UCR 13TO 1 fSf
VaUME), SO ITS ENSINE JZ£-TWT
TELLS YOU ABOUT HGV MIXSTFUEL A
CAR ll/ia USE. OTHER FACTORS &&R
RAT70 IVH6HI DRIVING HAE^ ETC) ;
THE SAME.
TALE T\VO-$ I KNBV A GUY ONCE M40 60T 100M.R6.
IN A FORD/
HE MIGHT HAVE. SOME PEOPLE
HAVE DONE WEN BEFTEE.' HJTI
. DOUST YOO'LD CARE MUCH FOR THE
TECHNIQUE-HERE'S HCW IT'S DONE*
• START THE CAR AMD IMMEDIATELY
ACCELERATE — FULL THROTTLE-TO
3JM.PH, 5MTCH OFF THE £7JG/N£
AMD COAST TO A STOR REPEAT
TW/S PROCESS 'TIL YOU CANT STMD
IT>ANY LONGER.
MOST PEOPLE USING THIS METHOD
FOR A FULL TANK OF G4S HAVEAW
UNCONTROLLABLE TWiTCH FOR A
FEW YEARS.
-------
IF YOUR ALrTOMOTIVE DREAM HAS TURNED
INTO A GAS-EATING NIGHTMARE. BUT YOJ
CANT QUITE AFFORD A NEW ECONOMY JOB,
TAKE HEART/ THERE ARE SCHE THINGS
YOU CAN DO TO GIVE THE OLD \VARHORSE
A MORE ECONOMICAL OUTLOOK ON LIFE/
YOUR CAR ORIGINALLY W££ FAIRLY DE-
CENT GAS MILEAGE, ESP&C/ALLY CONSID-
ERING ITS 5IZE AND EQUIPMENT, AND 7WE
PRICE OF6AS THEN. NOW, BEFORE YOU
ASK- IT TO PLAY ECOA/OMY RUM CHAMf?
YOU'VE GOT TO SEE THAT ITS ALMOST
AS GOOD AS NE\V-AT LEAST MOTUAN-
ICALlY.
IP YOU CAN DO-IT YOURSELF, YOU'LL S4\£
SOME BUCKS. F NOT; IT'S TIME
FOR MR, BE5AVRENCH.
fT!S A SAD COMMENTARY ON BOTH THE AMERICAN
OUR OIVNER AND THE AMERICAN BUREAUCRACY,
BUT REGULAR TUNE-UPS OXJLD S41/E FAR MORE GAS
THAN TOE MOSTLY (SNORED 55MFH S^D UMIT/
A Wav 5£T OF aUGS, fSIWTS, CONDEWSER, AND,
YES, A NEV SET OF SPARK aU6 WIRES, WILL DO
\VOWDERS FOR THE OLD ftJS.
MAKE SURE THE IGNITION TIMING AND CARS
IDLE MIXTURE GET SET RIGHT, TOO. FIGURE. TOCO
1WI5 TUNE-UP JOB £VERY 6-70,000 MILES.
PilTiR
A PLUGGED AIR FILTER MAKES YOLII? CAR fflJN TOO
RICH AND WASTES GAS. CHANGE IT EVERT 5000
MILES OR SOONER IF IT NEE&5 IT HOLD IT UP
TO. THE LIGHT. CHANGE IT IF YOJ CANT 5EE
LIGHT THROUGH 7?% OF IT/
A PARTLY CLOGGED FUEL FILTER IS HARD ON THE
FUEL FUMf? CAN CAUSE UNEVEN ENGINE RUNNING
AND A WIDER THROTTLE OPENING, MASTING FUEL.
CHANGE /T EVER/ &000 MILES.
A PLUGGED OIL FILTER LETS DIRT CIRCULATE
7WROUGH TWE ENGINE, ACCELERATING WEAR, AND
REDUCING EFFICIENCY: CHANGE EVER/ soco «/.
IN MOST OSES/ CHANGES OF
MANIFOLDS, CAHSfWTS, WEAV-
ERS, Mb PISTONS 4RE FOR
~hflT EGONW,
YOU/? STOCK PARTS WILL
USUALLY PflDV/DE BETTER
MILEAGE THAA/ HIGH FQ?-
FC8MANCE UNITS. EAJG/WE
BALANCING, /F TWE £A/6/A/£
13 APART FOR CVERHAUL/
WILL IMPfWE MILEAGE/
-------
6
GET THE FRONT END ALIGNED* ABOUT EVERY
6 MONTI-IS, OR MORE OFTEN IF YOUR TIRES
ARE 1VEARING UNEVENLY. AW OLJT-ORWACK
FRONT END EATS UP TIRES, TAKES MORE
GAS, AND CAN BE DANGEROUS.
IF YOUR CAR WAS INDEPENDENT REAR
SUSPENSION, IT NEEDS CHECKING FOR THE
SAME REASONS THE FRONT NEEDS IT. IF
YOU DON'T KNOW WfUtS BACK THE£E ON
YOUR CAR, ASK AN .EXPERIENCED MECHANIC,
AND N£T THE GAS PUMP JOCKEY.'
*" JHOCH
CHECK TIRE BALANCE ANY TIME
YOU FEEL A VIBf&TION IN THE
STEERING, OR IF YOU SEE "CUPPING"
AT THE TIRE TREAD ED6ES.
PUSH DOWN ON THE FENDER SEVER-
AL TIMES ID CHECK THE SHCCKS.
WHEN YOU STOP PUSHING ON THE
FENDER, IT SHOULD GO DOWtyTO
60UACE UP, THEN STOP. MORE BOUNCE
THAN THAT, AMD 1>IE SHOCKS ARE BAD.
LIGHTER WEIGHT33 LESS ENERGY
USED ID-RUN YOUR CAR. TAKE
EVERYTHING OUT, AND JUST PUT
RACK THE SPARE TIRE, JACK, AND
SOME TOOLS.
GIVE THE REST TO GOODWILL.
7
BESIDES BPWG NOISY AND U6LY, YOUR ROOF (Off SKI)
RACK CAN COST YOU UP TO FIVE flPG/ LEAVE
THAT FUEL SUCKER IN THE GABAGE EttOT WHEN
YOU NEED IT./
YOUR OWN POOR DRIVING HABITS CAN COST YOU 5
OR 6 M.RG/ viACKRA&SlT STARTS BXT GAS AT AN
ALARMING RATE. WATCH TRAFFIC SIGNALS AHEAD
AND ADJUST YOUR SPEED To HIT THEN ON GREEN.
ON THE HIGHWAY, DRIVE AT AN EVEN SPEED. ON
LCWG HILLS, GO EASY ON THE THROTTLE, EVEN IF
YOUR SPEED CtfGRS Off A LITTLE. USE YOUR
CRUISE (OTROL IF YOU HAVE ONE-IT SAVES GAS.
AVARMUP TIME=ZERO M.PG.
KEEP THE \VARMUP TO 30-^0 S£C-
CMDS ^EXCEPT IN SU8-ZERD COLD)
ID CIRCULATE ENGINE 0/L TWG^-
OUO-JLY, THEN DRIVE AWAY. JUST
TAKE IT EASY UNTIL THE CAR \VARMS
U8 AVOIDIN6 HARD
DURING THIS PERIOD.
CHECK WITH YOUR MECHANIC OV THIS ONE.
USUALLY GASOHOL IS OK, BUT THE ALCOHOL
IN IT DISSOLVES SOME PLASDC5. PLAST/C -
FUEL FILTERS, CARBURETOR FLOATS, AND
FUEL VALVES COULD BE AFFECTED. THESE COULD
BE CHANGED TO METAL BUT MIGHT LEAVE YOU
5]:M'rr::' 'r THEY FAIL OUT ON THE
-------
REGULAR-
PREMIUM-
NO-LEAD-
YOUR OWNER'S MANUAL FDR
THE TYPE YOUR CAR NEEDS.
GENERALLY, FOR ENGINES WITH COM-
PRESSION RATIOS UP TO 8T01 AND NO
CATALYTIC CONVERTER. ' '
USUALLY, FOR ENGINES - WITH OVER 8
TO 1 OPPRESSION AND'NO CATALYTIC
CONVEK1TER.
FOR CARS WITH CATALYTIC ''COWEKTEIS.
USE OF LEADED FUELS WILL RUIN THE . .
CONVERTER IN THESE..CA^S/ • • \- •'
,<;*;4#-..,-. •'*•••••'
THIS FUEL COSTS LESS PER GALLON
THAN GASOLINE BUT MILEAGE IS USU-
ALLY LESS. THE REAL KILLER IS THE
;OSTOF.TWE PROPANE KIT-AT
hR ff x?^
Efc V 9 '
fij>« Va^
l
Ll '
TURBOCHBRGinG
THIS IS A PERFORMANCE PRODUCER
AND NOT A MILEAGE IMPROVER, IN
MOST ALL CASES. EXPENSIVE C$1500-
$2000) AFTER MARKET KITS ARE
AVAILABLE FDR A VARIETY OF CARS
BUT EVEN IF YOUR ENGINE IS IN
A-1 SHAPE, YOU COULD DESTROY
IT IN A MATTER OF SECONDS IF
FUEL MIXTURE ORA KNOCK SEN-
SOR GOT CUT OF WHACK/
PU£l
THESE ARE NEARLY WORTHLESS E)(CEPT
TO DO A SPECIAL JOB, LIKE ABSORB
MOISTURE FROM A EAP TANK OF CAS.
AS FAR AS PRODUCIMG MORE GAS
MILEAGE — FOR/SET IT/
SYNTHETIC OILS CAN IMPROVE MILS££
BY REDUCING FRICTION BUT MANY CARS
START USING OIL WHEN YOU SWFTCH TO
SYNTHETICS SO THERE GOES YOUR SAV-
INGS. OIL ADblTIVES CNLY DO SPECIAL
JOBS-LIKE RAISING OIL VISCOSITY FROM
SttE 30 TO SAE40. IN THAT CASE YOU
COULD HAVE USED SAE4O OIL/ FDi££T
OIL ADDITIVES -A WASTE OF MONEY/
Q filA&ft QftAHY T^CYIflft
H LUwnI«/ HIjcWUi iGJliiivJ...
YOU PUT ON A FUEL SWER. YOUR CAR RUNS GREAT.
MUST BE MAKING MORE GAS MILEAGE, TOO -RIGtfT?
MAYBE, BUT HOW DO YOU KNOW? YOU'VE GOT TO
TEST IT/ HERE'S HOW-
FILL THE TANK TO THE VERY TOP DRIVE AT LEGAL
SPEEDS ON A PREDETERMINED LOOP-757D ICO Mli£S
-THEN FILL UP AGAIN AT THE SAME STATION. DIVIDE
GALLONS USED /WTO MILES DRIVEN TO GET THE
M.RG. FIGURE. WRITE IT DOWN /
NOty EACH TIME YOU ADD A GAbGFT, REPEAT TH/S
PROCESS. WAS MILEAGE BETTER? WORSE? HOW
DID THE CAR RUN? WHAT COLOR WAS THE EXHAUST
PIPE CSE£ BEIO\V) ?
THIS IS THE METHOD I USED IN CVER 24,000 MILES
OF TESTING BEFORE THIS BOOK WAS WRITTEN.
THE DRJLL IS NO FUN, BUT TT SURE TELLS YOU
WHICH D0//CE \VORKS AND WHICH IS JUNK/
CHECK YOUR CARS EXHAUST PIPE®
FOR COLOR DURING TESTING. LIGHT
GREY OR TAW IS GREAT. \VHITE /S
TOO LEAN-YOU COULD BURN SOME
VALVES. PARK TAN OR GREY IS TOO
RICH-YOU'RE WASTING GAS/
10
01
CHECK IT OFTEN/
-------
10
PRSDDV'S
PUSI smim
A FRIEND OF MINE IS A GAS SAVER GAD6ET FREAK. HE'S TOED
EVERY DEVICE EVER-OFFERED TO CUT CONSUMPTION, MOST OF
WHICH DIDNT WORK. SOME TOOK MORE 6AS AHb A COUPLE WERE
PLAIN DISASTER FDR FREDDY'S ENGINE/ THE \VATOWORD KR YOU
SHOULD BE CLEAR,EVEN WRITTEN 'IM LATIN* CAVEAT EMPfOR -
"LET THE BUYER BEWARE/"
OTHER. Mlt-EASE" MAKERS, OUT Op- SfcSHT IAJ
<* VEXTTETD DISC. BB4KS3.
9
SILK WARNING-
IN
P/VE SPEED 65
# /»)£. HVCAAUUC
CO\V MA&NETJ ON GAS HOSE.
PCV "RE&UtATOR
STKEAMJ.IWEO HGNDE£ST-
cor WIWD
ccw'r
GAUSE-
TO Ttri-L BEST
TEU-S
AT AMV T/A<£.
A.IH COOLS:D COIL
HlCH J?/5£ BLOC)::
PUAL
EXHAUST
SUPER TURBrr
THAT fvto,lC£5 FUEL
U)
FREDDY'S CAR IS PRETTY CRAZY.
BUT HE FOUND WT SOME OF
THE DEV/CE5 bO WORK. IU
SHOW YOU ATEll/ ON THE
FpLLDW/NS PAGES....
;TT'***f~^:irr7*r r;
"•rargar^jrerj
-------
12
DO-IT-VOURSSIP
PUEL SfiUIfiQ DEUIC
THfiT UJORHED
I TOED MANY DEVICES AND GAD6ETS IN OVER 24,000
MILES OF TEDIOUS, EXPENSIVE TESTING AMD ONLY A
FaV SHOWED ANY MILEAGE IMPROVEMENT AT ALL
SOME DECREASED MILEAGE. MQ5T SIMPLY DID NOTH-
ING. HERE ARE SOME THAT WORKED, AND YOU CAN
BUILD THEM INEXPENSIVELY YOURSELF.
I &0 URGE YOU TO USE CAUTION. CAREFULLY CHECK
YOUR MILEAGE (SEE PAGE 9) BEFORE AND AFTER YOU
INSTALL A DEVICE. MOST LEAN DOWN THE MIXTURE
SO CHECK YOUR EXHAUST PIPE CAREFULLY (SEE R
9; TO SEE THAT YOU HAVEN'T GOT IT TOO LEAW.
THE PISTONS YOU SAVE COULD BE YOUR OWN/
7HT
&JPCAK SJL££UE,
*7/a*iQW
vV*- < ••
QTVIEK FORMS OF PREMEATERS^
YOU MAY WISH TO BUILD
YOUR PREHEATER WITH A
DIFFERENT SHAPE. HERE
ARE SOME IDEAS. PRE-
HEATERS USE HEATER
WATER TO PREHEAT THE
FUEL, IN ALL CASES.
USE ONLY GOOD QUALITY
TUBING^ SOLDER. HOSES,
CLAMPS, ETC, T6 INSTALL
YOUR PREHEATER/ IT
PAYS IN THE LONG RUM/
BE SURE TO FLARE THE
ENDS OF THE TUBES *
SO HOSES STAY ON.
-------
14
WHATEVER STYLE YOU DEC/C£ TO
BUILD, TAKE YOUR TIME, USE
GOOD QUALITY MATERIALS,
AND ASSEMBLE IT ALL WITH
CARE. PROPERLY DONE, A
FUEL PREHE4TFR SHOULD GIVE
A SUBSTANTIAL MILEAGE INCREASE
TO YOUR CAR. REMEMBER, TOa
TO TEST YOUR MILEAGE BEFORE,
AS \VELL AS AFTER YOU INSTALL
THIS (OR AWY OTHER) DEVICE (SEE. P9).
INSTALLED PREHEATER
COPPZR 7E£-
(MW£ ft YCUZSELF).
PAIffT THE UNIT &ACK f=CZ APPEARANCE.
^
PLAN YOUR PREHEATER LAYOUT ASSEMBLE THE PARTS AND
TAKE THEM TO THE CAR TO ARRANGE TEE ANGLES AN&
ELBOWS BEFORE SOLDERING (USE PLENTY OF
ALSO PLAN YOUR HOSE LAYOUT /N THE EN6INE SAY
YOU SHOULD KEEP THEM AS SHORT AS POSSIBLE
AND AWAY FROM EXHAUST MANIFOLDS AND PIPES.
THIS IS ESPECIALLY IMFDRTAK/T FOR FUEL HOSES.'
HEAT CONTROL VALVE ® is THE ORIGINAL. VALVE
00
-------
16
THEORETICALLY, TWO THINGS HAPPEN WHEN YOU
USE THIS DEVICE. 1) THE COMBINATION OF IVATEI?
AND ALCOHOL, ADDED TO THE REGULAR FUEL, TENDS
TO MAKE THE CHARGE SLIGH71Y MORE DENSE AND THE
ENGINE MORE EFFICIENT. 2) THE IVATER/AU2HOL
VAPOR IS AN ACTIVE CCUIA/G AGEMT IN THE GCh-
BUSTION CHAMBER. YOU MUST BE CERTAIN, HOWEVER,
THAT ONLY THE VAFDR-NOT THE KA\V LIQUID- IS
BEING SUCKED INTO THE ENGINE/
MOST OF THESE FARTS ARE AVAILABLE AT HARDVARE
STORES OR WRECKING YARDS. THE TANK MUST
HAVE A POSITIVE SEALING CAP WITH AN AIR HOSE
ATTACHED. VALVE IS FOR AW AQUARIUM. THE HOSE
SIZE IS 3/32".
OPERATION- MIX THE WATER
£ ALCOHOL. FILL TANK 3/4
FULL/L£AVIA/& ROOM FOR
WFDR TO FDRM. STACT
ENGINE $ LETJT WARM UP
OPEN VALVE UNTIL TANK
50LLTT/ON BUBBLE'S
STRONGLY. IF ENGINE
STUMBLES OR BEGINS TO
MISS, CLOSE VALVE UW-
TILL ENGINE STABILIZES.
BUBBLING IN TANK MUST
OCCUR TO PRODUCE VA-
POR FCR THE ENGINE.
THIS SHOULD INCREASE MILEAGE,
K£EP COMBUST/ON CHAMBERS
CLEAN, £ COST UNDER $57
CAUTION* USE ONLY
WATER AND ALCOHOL-NO
OTHER FUEL OF AMY KIND-
IN THIS DEVICE/
TEE lltfTO A VACUUM LINE
IN THE MANIFOLD OR /NTO
THE GARB N£AR ITS BASE.
COsl'T TEE INTO THE VACU-
UM H65£(S)THATGOTO
THE DISTRIBUTOR/
MIX Z5% U/COD ALCOHOL
WITH 75% CL£AN WATER
FOR BEST RESULTS.
17
.CHECK YOUR TIRE PRESSURES
* WEEKLY. USE 3-5 FOUNDS
.MORE PRESSURE THAN YOUR
"OWNERS MANUAL SUGGESTS.
USE ONE 5IZE LARGER TIRE
(EXAMPLE'- A 678-14 IN
PLACE OF AN F76-J4) BUT
CHECK TO SEE THAT THEY
WONT HIT THE FENDERS.
TIR£5 CAN G/VE UP TO 2 IW.
INCREASE. BUT CHECK YOUR
SPEEDO-ITMAYBEOFF/
USE RADIAL TIRES INSTEAD OF
BIAS aY-RADIALS USE
LESS GAS, UP TO 2MPG.
USE SNOW OR STUDDED
TIRES EXCEPT WHEN YOU
REALLY NEED THEM. THEY
ARE NOTORIOUS GAS WASTERS.
DRIVE ON OJT-OF- BALANCE
TIRES AND RJMS.
BUY A TIRE GAUGE
AND USE IT ONC£ A
WEEK OW THE TIRES.
IT'LL PAY FOR ITSELF
IN A SHORT TIME/
€4^ 5^ 3p&
-------
19
OTHER SIMPLE DEVICES CAN
T/MES DO A SURPRISING JOB OF
INCREASING FUEL ECONOMY- DONT
•OVERLOOK THESE TIME AND PER-
FORMANCE-PRCVEN ITEMS/
msmn a i/^cuum
THIS VEf?T USEFUL GAUGE HAS
E£EN AROUND S1WCE YEAR ONE-
ALfTOMODV'ELY SPEAKINfi-A^DIS
THE BEST ADD-ON GAUGE. YOJ
CAM BUY. WHEN DRIVING, TRY
I TO KEEP THE POINTER R£AfilN6
AS HIGH AS POSSIBLE. YOU'LL
FIND IT HELP5 YOU W?IV£ HORE
ECONOMICALLY, AND SMOOTHED
TOO. COSF IS UWDER $15".
USE THE GAUGE TO MONITOR
AND TUNE-UP YOUR ENGINE.
A CHILTON'S OR MOTOR'S RE-
PAIR MANUAL IN YOUR PUBLIC
LIBRARY WILL TELL YOU HOA/.
r^>
IN SUMMER, ROUTE THE INLET END
TO THE GRILLE SO TOE CARS GTTS
COLDER, DENSE/? OUTSIbE AIR. IN
WINTER, SECURE INLET END
NEAR EXHAUST MANIFOLD TO
HOP PREVENT CARS ICING. THIS
CAN &NE FUEL SAVINGS UP TO
2M.P.G.
STRANGELY ENOUGH, AMERICANS KNOW ' '
VERY LITTLE ABOUT AERODYNAMICS -OR ^
PLAIN OLD WIND DF&S -THOUGH IT IS THE'
LARGEST ENERGY CONSUMER IKE AUTOMO-
BILE FACES.-.-, ':.. . . . ••-...
THIS IS AN IDEA OF.:TOE FLaVOFAIR-AROJNDA
MODERN CA£. NOTE SWIRLS OP AIR (TURBU-, -' •
• LENCE-WHICH PRODUCES D8A&) BEHIND THE CAR/:
ON THE ROOF SECTION/ AND UNDER TOE CAR.
THI5 . 15 THE 5AME CAR WITH A FRDIsfT 5POILER
AND A SMALL REAR DECK SPOILER. THE FRONT .
SPOILER REDUCES AIRFLOW UNDER THE CAR, CUT- '
TING TURBULENCE HENCE DRAG. THE REAR SFCfLER:
CORRECTS BUILT-IN ROOFLINE TURBULENCE. . ..;--.
TEARDROP OLTT5IDE MIRRORS ALSO REPUCE
PRAG. SPO/LERS ARE THE MOST EFFECT)\/Ey AND.'
CAN CUT FUEL CONSUMPTION . BY UP TO 5
MOST AUTOMATIC CHOKES STAY OH
TOO LON6, OR STICK, WASTING FUEL.
YOU CAN BUY AN INEXPENSIVE
MANUAL CHOKE CONVERSION KfT
AT MOST AUTO PARTS STORES. USE
THE CHOKE SPARINGLY-ONLY TO-
' START AND TO ACCELERATE PUR-
• ING ENGINE WARM-UP,AND YOU'LL.
SAVE A MILE OR T\VO PER GAL- V.
• LOW ON YOUR CITY DRIVING. ;
COSTS LESS THAW $10! .. • '
-------
HWKnwwr^
MOST PICKUPS AND 4\VD!S ARE
OVER CARBURETED SO TUEY WILL
HAVE ADEQUATE POWER TO HANDLE
THE OCCASIONAL HEAW LOAD.
A LARGE PORTION OF THE . /a-gs^^/^^^^
TIME THEY ARE- DRIVEN LIKE ffijjjB!*!®&*• *lfM
A CAR, LIGHTLY LOADED, . > /M^^^MwU&&
^tSnc^^l1^
A SnALLER GARB FOR j^»:iss»3«miw^^
V3 ENGINES UP TO 460 ^
CUBIC INCHES. I HAD THE +
BEST RESULTS WITH A .
CARTER AFB, 400 CFM
UNIT, THOUGH I TRIED *i
OTHER BRANDS, TOO. THIS -- -
OFF-THE-SHELF GARB GAVE
ALMOST 5C% IMPROVEMENT CN MY
350 CID 4WD (FROM 10M.PG.TO15
M.RS.)/ RE-JETTING THE CRIGIWAL
CARB GAVE LITTLE OR NO IMPROVE-
MENT.
^&&xm^ff
Pif^^Sf^^i^
mT-^Mzm^ji/,
'. ;iv.-«r>"
COST FOR THIS
CONVERSION (S
ABCLTT $150-
BUT WITH GAS
AT CURRENT
PRICES, THE
EXTRA MILEAGE
WILL PAY FOR
IT IN ABOUT 3000 MILES/ AND YOU CAN GET
FURTHER IMPROVEMENT IN MILEAGE BY USING
THE DEVICES SHOWN IN THIS BOOK/
.A*'
YO^
VfcuJM*
^
CARTER PRCMDE5 APPROPRIATE FITT7NGS AND
CONNECTIONS SO THIS AFB 400 CFM MODEL
WILL FIT YOUR ENGINE WITH VERY LITTLE
WORK. IT ALSO HAS AN ELECTRIC CHOKE SO
THERE IS NO HOOK-UP PROBLEM THERE.
YOUR ENGINE MAY REQUIRE AN ADAPTOR
PLATE AND ANOTHER GASKET AS SHOWN ON
THE LEFT.
PERFORMANCE IS ST/LL VEKV 'GOOD WITH
THIS CARBURETOR AND OVERALL DRIVEABILITY
IS AS GOOD OR BETTER THAN STOCK.
CARTER AFB 400 CFM CARS WITH ADAPTOR.
-------
cna^T0 fp
the ujo^r«Qlcohoi injector
THIS UNIT (SEE PAGE 14) CAN BE* USED
WITH JUST CLEAN TAP WATER DURING
THE TIME OF YEAR WHEN YOU DON'T
EXPERIENCE FREEZ/NG TEMPERATURES.
THESE PLASTIC COATED BAR MAGNETS HAVE
RECEIVED A LOT OF PRESS COVERAGE RE-
CENTLY. ATTACHED TO YOUR CAR'S FUEL
LINE, THEY SUPPOSEDLY MAKE THE CAS MOL-
ECULES POLARIZE THEMSELVES SO THEY
BURN MORE EFFICIENTLY. SNAKE OIL! I
TRIED 'EM IN A VARIETY OF CONFIGURA-
TIONS WITH THE SAME RESULTS1' NO IM-
PROVEMENT IN MILEAGE/
/ome dfiuing tip/
YOU CAN AVOID COSTLY TOWING BILLS £
INCONVENIENCE BY MAKING UP A SMALL
SURVIVAL PARTS KIT TO CARRY IN YOUR
VEHICLE. THE KIT SHOULD INCLUDE FUSES,
F/W BELTfc), SPARK PLUGS, POim^S, RADIATOR
CAP THERMOSTAT ft GASKET), AMD A.SB\RE
FUEL FILTER.
TAKE ALONG A FEW HAND TOOLS, A FIRST
AID KIT, JUMPER CABLES, FLARES, A FIRE
EXTINGUISHER, AND A LARGE FLASHLIGHT.
IN WINTERTIME, A TOW CABLE, TIRE" CHAINS
AND A BLANKET SHOULb BE ADOEb.
THESE FEW ITEMS SHOULD LET YOU FIX
OF YOUR ROAD TROUBLES ON THE SR3T/
ii^3^??r?^^
SINCE THIS BOOK WENT TO PRESS, AN
ADDITIONAL 5000 MILES OF TESTING
-IN PICKUPS 6 4\VD VEHICLES-HAVE
BEEN COMPLETED. LET5 FACE IT-TMESE
MACHINES GET TERRIBLE GAS MILEAGE.-
ABOUT 10 M.PG- AND NEED ALL THE
HELP THEY CAN GET/
MANY OF THE DEVICES SHOWN IN THE
500K (PAGES U-76) AN/D THE TIPS
(PAGES 4-7) APPLY TO PICKUPS $ 4\VD'S
AS WELL AS TO CARS, BLTT I DID SOME
FURTHER EXPERIMENTATION AND MADE
SOME FURTHER IMPROVEMENTS IN
FUEL MILEAGE.
I'D LIKE TO SHARE THESE. RESULTS
WITH YOU BECAUSE THEY CAN
MEAN A LOT LESSy FUEL FILL URS
AT THE S3IQ BUCKS' GAS STATIONS/
_. M
.".TZTMvlJ'j-j/
-------
2.
Typical
TOP VIEIV-
BEFORE PREHEATCR,
IS INSTALLED.
HEATER
carract VALVE
FAW
\
RADIATOR.
HOT \VATERHO5E
TOP VJEVV-
AFTTR MOUNTING
PREHEATED.
HEATER
HEATER
CONTRW. VALVE
MAWUAL
HEATER. 03MTCOL VWU'C
TCE
PREHEATED
NOTE* AS YOU CAM SEE, ITS. JUST A MATTER OF
TAPPING INTO THE HEATER HOSES AND THE Ria HOSE
OR PIPE, AND INSERTING THE COPPER PRE-HE4TER. AM
INEXPENSIVE IN-LINE HEAT CONTROL VALVE (AVAILABLE AT
YOUR LOCAL ALTTO PARTS STORE) IS NEEDED TO ALLOW THE
DEVICE TO FUNCTION \VHEN THE HEATER IS TURNED
"OFF;1 -
YOU
A
TIP'
CAN f CUT A
SECTION OF OLD HOSE
£ SLIP IT CVER HOSE
OR PIPE TO PREVENT
CHAFING ON SHARP EDGES.
*Ca=
" FUEL PIPE FITS *//{,"
U.S. CAR FUEL
HOSE.
SAME y/«? FUEL PIPE
FITS IMPORT CAR
FUEL HOSE.
Typico.1 tn/tGliGtion-6 Cylinder:
TOP V/QV-
VALVE COVER
MOUNTING.
HE4TCR
HEATER
CONTROL VALVE
NE\V M/WUAL i
HEATER CONTRCX. VALVH
PREHEATER'
RAD/ATOR
WC7TVVATER HOSE
COOL WATEE HOSE .
NOTE' SOME CARS HAVE HEAT CONTROL VALVES
WITH THERMOSTAT/C ENHANCEMENT. THAT TYPE IS MUCH
MORE COMPLEX TUAN THOSE SHOU/N INI THESE SKETCHES
AND ACTUALLY OPENS OR CLOSES THE VALVE MORE OR
LESS THAN THE SELECTED SETTING IN ORDER TO COM-
PENSATE FOR THE-WATER TEMPERATURE CHANGES THAT
OCCUR WHEN THE ENGINE THERMOSTAT OPENJS AND
CLOSES. THIS COMPLEX TYPE IS EXPENSIVE AND 15
NOT NEEDED 'FOR INSTALLING THE PREHEATED
IF YOU CUT INTO AW
FUEL PIPES, DE-BURR THE
OPENINGS AND PUT A SLIGHT
FLARE ON THE ENDS OF THE
PIPE SO THE. FUEL HOSES
WOMY SLIP OFF.
REGULAR
CUT
END
FIARED
END
A GOOD IDEA TO HAVE THE
COOLING-SYSTEM PRESSURE
TESTED FOR LEAKS AFTER YOU
INSTALL THE PREHE/VTER.
ANY REPAIR SHOP OR RAPI-
ATOR REPAIR FACILITY CAN
DO THE JOB FOR YOU, QUICK-
LY AND INEXPENSIVELY.
-------
4.
Typical fn/tQltation-4 Cylinder:
TOP V|£\V-
VALVE COVER
MOUNTING.
PREHEAJER.-
Qfcs^
I. il N1H.V HCATCC
I c^tfraoL. v>u/f
_«L.
PUMP
COM-p&X. V4U/C..
ff*ANVA4. T^PC-)
PREHEATER $*
COOL
.\VATCe.
fcAcwoz.
TOP VIEW-
FIREXVALL
MOUNTTING.
TVPtJ
NOTE5;
TEST YOUR VEHICLE FOR MILEAGE (S££ P9 OF BOOK) BE-
FORE AND AFTER YOU INSTALL THE DEVICE. PLAN YOUR IVORK
AND KEEP THE INSTALLATION AS SIMPLE AS POSSIBLE. CHECK
YOUR VEHICLE'S IGNITION POINTS, TIMING, THERMOSTAT, AND
ALL MOSES BEK)RE INSTALLATION, AND AOJU5T OR REPLACE
AS NECESSARY. IN ANY CASE, REPLACE THE FUEL
HOSES YEARLY.
YOUR FUEL PREHEATER CAN, IN MOST CASES, 6E MOVED
FROM ONE VEHICLE TO ANOTHER. CONSULT A QUALIFIED
MECHANIC IF IN DOUBT.
REMEMBER- THIS PREHEATER IS .NOT FOR VANS, TRUCKS,
OR MOTORHOT-IES, AND CANNOT BE USEb ON FUEL
T/ON GASX DIESEL, OR. AIR-COOLED ENGINES.
LIMITED WARRANTY
MIKE GREER, INC, WARRANTS 7WE FUEL PREMWTER AMD TWO
COPPER. TEKS FOR \VDRKM/»M5HIP AND MATERIALS ONLY, FOR
A PERIOD cF SIX MONTK5 RCOM TIME Cf PURCHASE. THfS
\VARRANTV DCC5 WOT OVER LOSS
-------
45
Attachment D
December 1, 19SO
Mr-.!. -Charles T. Townsand /
400 Hcboolhouwo Creek road
Grants Pass, Oregon 97526
Dour Mr. Townsend:
Thia letter is in response to ycur inquiry of liuvsrabsr 20, 1930 regardir..-. an
El'A evaluation of a fuel prc-heater unit. The Env.lron:!>t:nt.al .Protection Agency
is charged by Cor.grescioriiil n--aadste to evaluate fuel economy ar-A essissiou
control devices. fchila the EPA does not actually "approve" such, devices, it
does conduct evaluations for the purpose of increasing the coniron Isnov ledge in
ths area. For this reason, tha outcome of any testing by EPA becot-es pub-lie
information. It is this information rfiich ray be cited although no clairss can
be. made that any EPA findings constitute "approval" of the devica or system.
Enclosed with this letter is a packet of materials which you will need to
apply for an EPA evaluation of your device. This packet consists of 1) an
application format, 2) a document entitled 'T?A Retrofit and Emission Control
DevJ.ce Evaluation Test Policy" and 3) a copy of the applicable Federal Regula-
tions. ., ,
In order-for the E?A. to conduct an evaluation of your dcvics, we mist have an
application. Once you have reviewed all the docutreutG in the packet, you
should prepare an application in accordance with the guidelines of the
application fors-at. If you have not yet conducted the tests we require, we
..can assist in the development of a satisfactory test plan.
Once we receive your application, it will be reviewed to determine if it ~eeta
the requirements listed in the format. If so,, you will be advised of our
decision whether . or not EPA will perform any confirmatory testing. Any EPA;
testing will be performed at no cost to you and you TTill be given the oppor—.-
tunity to concur with, our test plan. Once this testing is complete, s.n
evaluation report will be written. If no further testing is required, the
report will be written solaly on the basis of the test data submitted and our
engineering analysis.
-------
46
yorfr expanse. A list of laboratories vh.ich are kiio'-m to have the e.-;uipr.imt
an*.1, personnel to perfom acceptable test;'; has been included iu the enclosed
packet. Or.ca this test data or other r^issiiv;; in Irons-it ion bar; bean submitted,
your application vlll be reconsidered as described in the previous p.ira;~.r-?.ph.
There are several aspects concerning te^tin^ at an outside laboratory '.-/Vrich 1
would liku to bring to your attention at this tire:
Ilii-i.i^um Test Requ.irepieo.ts - Although different types of devices nay
rw.ui.re a fro re couple.'-: ttist plan, the rinlrius we require involves two
vehicles and two test nequ4ncc;s run. in duplicate. Th« vehicles should be
selected t'rom thos« lie ted ir. Table 1; it" possible. - Each vehicle is to
be: sat to manufacturer's tiivte— sir;- specifications for the: baseline tests.
The tests are conducted in a "back-to-buck" t-anner, once with the vehicle
in baseline condition, and a;-;ain wich the. device installed with no vehicle
adjustments between tasts.. If installation of the device also involves
sor:e. adjustments, 6.3. tirc.in^, fuol-nir mixture, choke or idl*; apcadt
another t«st sequence vrith o:\ly th-i^e atljustirients should be ini-iertec1
batwetin the fi.rst and last. Also ao a niinir:ura, the test ae^uanc.H shall
consist of a hot-st;irt LA-A portion (bii;-s 1 and 2) oS the Federal Test
Procedure (I:"IP) and a Hi^hvay Fuel Econo-iy Test ('IFET). The details.of
these t.'ists ar-^ contained in tl;e enclosed packet. Althouj^* onlv a
hot-stare FT? i^ required to rrsininize the costs to you, you are
encouraged to have the entire- cold-i;tart ten; performtid since any testinq.
mvJ evaluacioii perfonr.et; by LPA will b« based on the complete FT? and you
tuay vish to know bow a vehicle with your device perfomss over this
official test. As p.. final requ.irer-ent, the persoisncl of the outside
laboratory you r.alact should perfom every elenunt of your test plan.
•j This includes preparation of the test vshicle," adjustment of paraneterr,
s and installation of ths device.
Cost of the Testing - The cost of the rciiiInuw test plan (•>••} vehicles/-
t•-.'.-
Outcome of the Tests - Although it is inpossible to accurately predict
the overall worth of a device fron> a sr-all' srsount of tei:tir.g, vn> .have
ewtabllshPA'1. sorne guic!'.il:Lri.-.>ii t'.-hich r.;lll help you dt:t^rrr,ino \A-2ther the
tc'Kt results with your dev.lce ?-Till qualify it for further evaluation by
EPA. These values have besn choaen to a^jurn both oi: us t'.iat a real.
difference in fuel economy exists and tbot vn are not.seainj only the
variability in the results. For n Kininuo taut plan vhlch was conducted
on a fleet of two cr^rs, the. average i&iprover^nt should be at least 3«.
T'lis v/as c!eterain.-d usir;^. the iivsro^e furl oconcny t-:-.'St variab.ilLtv in
our laboratory and represents the ir.provurr.ont that would have tc ba shovn
to yield an 30S conf i.-ience (K cati-3tical.Ly) that thenj is any ia-.c-rove^ant.
-------
47
e
I
There are, however, several aspects concerning testing at an outside
laboratory which I would like to bring to your attention at this tine:
Miniir.uni Test Requirements - Although different types of devices rxay $•.
require a rr.ore complex test plan, the ™inir.un ve require involves two &.\
vehicles and two test sequences run in duplicate. The vehicles should be £••'
selected froin those listed in Table 1; if possible. Each vehicle is to |';'
be set to. rranufacturer's tune-up specifications for the baseline testa. ^'
The tests are conducted in a "back-to-back" manner, once with the vehicle |'
in baseline condition and again vith the device installed with no vehicle " £~
adjustn*ints between tests. If installation of the device also involves §*"
sons adjustments, e.g. timing, fuel-air cd:
-------
48 : ^
I
Fleat Size Av«rar-'cs I'.r.orovernent Hcnuirer}
~~
£
average improvement should be at least 3%. If at least an 32 difference |£
in average fuel econcny can be shown, then ye vould be able to say [^
stastically at the 30% confidence level that thwra is a real inprovu-jent. !?*
Similarly, va would expect a rainlr.:u:.i of 5% improvement for a fleet of 5 . fc.;
vehicles. Test results vhich display a significant increase in emission " [=.'.
levels should be reason for concern. . ... |:"
'•- I';
anum Fuel Eccmony T-sprovenents versus Size of Test Fleet (*'
3 n
ft (\'
•^ •.' r*
10 UK ' .
25 2Z
Once we receive your application, it vill be reviewed to determine if it r
th-:; raquirai-ents listed in the fort-rat. If your application is not complete, p
ve vill ask you to sub wit further in.cor.na tion or data. After any Eiissiiy* y-
inforri'-ttion has bee:> subr.it tedt 'yo».ir application vill b« reconsidered and once |*
it r.^-sts our requirements, you ^?il L be advised of ou.r decision whether or not . p
K?A will perforn ar.y confirr/c are.
depending on tha applicant to respond promptly to any questions or to aubnit
any requests'!, data. Failure to respond in a ti.T.ely nstinner .will unduly delay ^L-
the- process. In the extrenve case, ve cay consider lack of response r.s a
withdrawal, of the application. . . .. . . • ;
\ • •. •. • • ' , .-••'•••"
I hope the irJforr-jatlon abo\*a and that contained in the enclosed documents vill
aid j'ou in the preparation of an acceptable application for an EPA evaluation |£
of your device. I -.irill b<; your contact vith EPA durin.j* this process and any. £r
subsequent EPA evaluation. My address is EPA, ^otor. Vehicle: Emission K";
Laboratory, 2565 Piyrrouth P.oatl, Ann Arbor, Michigan, 43105. The telephone «¥
r.ur;her is (313) 663-4200. Please contact n'e if you have any questions or pV
rcv;>iir
-------
Similarly, ve x;ould expect a r.iiniiriu;:! of 5~ vj:^rover.;ant for a flee:!; of 5
vehicles. Test resales which display a significant increase- in emission-
levels should be reason foe concur:;.
Ninirnum Fuel Economy Inijrox'v.mcnns vern^t; Size of Ta«?t Fleer
Pleat Size Averay,e T;>provf;;.--j'.-.c ?.eqqjrcd
1C- 47:
25 2;(
Cnce ve receive your application, it will ha reviewed to detemdne if it r.sets
the r^ijuirsmeiits listed in the for.-ut. If your application is not corvjlote,
we will ask you to submit further ir.-condition or data. Afce.r any nissin^
information has bes.-n subr-dtted , your application vill be reconsidered and once
it rr.^e.t-3 our re.r.uirement.v-, you will ba advised of our dacisjion whether or not
E?*«. will psrforo any confirmatory tt:st:i.i\^. Any E?A te.-stiiv; 'will be p£rforr;ed
at no cost to you and you will ba glv'irv the opportunity to concur with our
tr>s>: plan. Once th.is testing ir:; cc.-plc-tc:, an e.val-jacioc! r spore will be
written. If no further te-stlr.;.1, ij reqiiirr..!, th3 report vill be written solely
on thy basi;-. o? the test data subE-JLttyd and our en^inGarir!;; ar.alysis.
Respite the current backlog and increasing, nunher of inqtiirie.-; rs^arclio^ fuel
econaay device evaluations, the EPA intends to process your application ir. aa
expeditions a manner as possible. We have established a go.il of twelve weeks
frcia tha receipt of a ccciplete application to the announcement of our report.
The attainment of this objactiva requires very precise scheduling and x;e ari>
dependir.?j on tha applicant to respond promptly to any questions, or to subti-JLt
any requested c'-ta. Failure to respond in a tirr.ely n;annar-will unduly de-lay
tb« process. In the extreme case, w«- r-ay consider lack of respoose ?>s a
%i.chdraval of the application. . ' : •
I hope the information above and that contained in the encloj^d documents will
aid you in the preparation of an acceptable application for an EPA evaluation
of your device. ' I vill be your contact with EPA during thia proces.? and auv
s-.:bsf;quent SPA evaluation. T-fy Address is E?A, Kotor Vehicle Er.ission'
Lcihoretory, 2565 ?1 \Ttouth' Koad, Ann Arbor, .Michigan, 43105. The telephone
nui;:bar is (313) 663-4200. Please contact r/.e i? you have any questions or-
reciuire anv further inforr-ation.
W. Korch
Devlcci Evaluatiott Coordinator
Test an.;'. Ev.ultuition Brunch
..-:»?*«
-------
NJ.ninun Test Requirements - Although different types of devices -.ay
require a rare complex test plan, the Kiriir.ii-.n T«J require involves fwo
vehicles and cvo test sequences run in duplicate. The vehicles, should be
selected from th.O;.^ listed in Tab la I; if per-: sib la. F.ach vehicle is co
be sot to nvinuf acturer's tune-up specifications for the baseline tests.
The tests are conducted in a "back-to-back" manner, oisca with the vehicle
in baseline condition and «>juin vlth the device installed vith no vehicle
adjustments between testa. If Installation of the device also involves
sor.ie. adjustments, e-s. tic:iu>',, fuel-air nii::r.ure, choke or idle spee-i.
another test sequence vith only those adjustmenta should be inserted.
fcetveen the first and last. Also as a niriic:tiin, the test sequence shall
consist of: a hot-start 1A-4 portion (ba£.s 1 and 2) of the. Federal T«st.'
Proc.edure (FTP)' and a Highway Fuel Kconony Test (lil'ET). The details of
thes« tests are container, in th.e t:ncloasid packet. Although only a
hot-start Fi'? is required to nini.-i?.e the costs to you, you are
encouraged to'have the entire cnld-start test perforr.t.'d sinct- any cestinj;
and evaluation. per£orrs«id by liL-'A vill be based on the. complete FT? and 7011
uay 'vit>h to l-now hov a vehicle with your device parf orris over this
official ts-.st. As a final re-'iulraner.t, the personnel of the out side
laboratory yon select, should perforr.i ev*:ry elenent of your test pla-i.
This .includes preparation, of the test vehicle, adjustment of parameters
and installation of the device.
Submission of Data - Ua require that all test data obtained fro::-, th.i
outside laboratories in support o? your application be submitted to us.
This includes any results you have which vere declares: void or invalid by
thii laboratory. I-I'H also ask that you notify us of the laboratory you
have chosen, '.'hen testing i;-> Kcbecuiled to bugtn, what testu YOU have
decided to conduct, allov us to maintain contact with, the laboratory
during the coursa of the toss ting, and alloT-.' tli,; tsst laboratory to
directly answer any questions at any ti-jia about the test program.
Cost of the Testing - The cost of the riininurs test plan (tvo vehicles,
two test sequences in duplicate) described above should be Isss than
$2000 per vehicle and less than $4000 for the total test at arr/ of the
laboratories on the list. You will have to contact-then individually to
obtain their latest prices.
Outcorr.e of the Tests - Although it is impo•.;sibIs to accurately predict.
the overall, vorth of a device from a siaall amount of testing, ve have'
established sone guidelines which vill help you determ.inf; whether the-
test results ^--.th your device should be considered encouraging. Thec'fe'
values have been chosen to assure both of us that a real difference in
fuel economy exists and that we are not seeing or.ly the variability in
the results. Tlie table b«low presents the reini.nutt nur.-.her of cars that
need to be tested for varying decrees of f-.;el econonsy ii-jprovenen t
assuming a typical amount of variability io fuel ocono»r.y r-ea
-------
51
January 3y 19SI
• Mr ....'Charles- T.^Townsend " .
';00 Schoolhouse Creek Road
Grants Pa.ss, OR 9752C
I
Dear Mr. Towns end:
Cn
Decei-'ber 1, 1930, I received a package fror1. you containing your fuel
"Prti-heater" device. I itw.ediatiily forwArded to you an application format to
ba uned in applying for an EVA evaluation of your device, and also enclosed
other doc urines explaining th<;> EPA tost policy for retrofit devices. Since we
have not received an application frorn you, I am returning yoxir device nnd
sending you another application forrsat along with associated policy
doctavicnts. If you are still interested in an FPA evaluation, please seed us
an application prepared according to tiia application format alonj; vith any.
tost data you have demons tra tin* the ef foctivec-nss of your device. The
Environrafintal Protection Agency is charged by Congressional mandate to
evaluate fuel econcray and emission control devlcen. lihila the EPA does not
actually "approve" such devices, it does conduct evaluations for the purpose
of increasing the cor.tron knowledge in the area. For this reason, the outcor.ie.
of any testing by EPA beeontts public information. It is this information
which n;ay be cited although no claims can b* wade that any EPA . findings •
constitute "approval" of tha device or system.
I
I
l
Enclosed with this letter is a packet of iuaterials which yon will need to
apply for an EFA evaluation of your device. This packet consists of 1) an
application format, 2) a document entitled "EPA Retrofit and Enission Control
Device Evaluation Test Policy" and 3) a copy of the applicable Federal
Peculations. , '
In order for the EPA to concicct an evaluation of your device, we Tnust have an
application. Once you have reviewed all the documents in the packet, you
should prepare an application in accordance .with the guidelines or the
application format. A critical part of the application is the substantiating
tent data. The required teat results r/ill have to he obtained at a laboratory
of your choice. Such testing would ha conducted at your expense . A list of
laboratories which are known to have the equipment and personnel to perrorrt
acceptable tests has been included in the enclosed packet. If you desire, we
• can agaist in the devfslop.Tent of a satisfactory test plan. •
p
1
r
-------
52
\
Me would expect a r.iinizsui:; of 5% improvement for a fleet of 5 vehicles'
(see table btilow) . Test results which display a. significant increase in
emission levels tray be reason for EPA to require rrore extensive testing
or to deny further evaluation.
Submission of Data - I.'e require that all test data obtained froci
outside laboratories in support of your application be submitted to us.
This includes any results you have v.tilch vcre declared void or invalid by
tha laboratory. We n\r,o ask that you notify us of r.he laboratory you
have chosen, vhen testing is scheduled to begin, vhat testa you have
decided to conduct, allows us to riaintain contact with the laboratory
during the course of the testing, and allow the test laboratory to
directly answer any quastions at any ti^e about tha test program.
Despite the current backlog and increasing iiunber of ir.riuiries regarding fuel
economy device evaluations, the EPA inttrnds to process your application ir. as
expeditious a manner as possible. We have establishes! a goal of tw«lve weeks
from the receipt of a complete application to the anncuncerient of our resort.
The attainment ot this objective requiren very precise scheduling and w^s are
depending on the app lie-sat to respond promptly to any questions or to svsbnit
any r^ueste-d data.. Failure to respond in a timely rranntir vill unduly dolay
the process..'. In the extreme easy, ve may consider lack of response as a
withdrawl of the application.
I hope the information above and that contained in the enclosed documents will
aid you in the preparation of a«. ac"">o table application for an EPA evaluation
of your device. I will be your co.. ict viith ET'A during this process aiad any
subsequent EPA evaluation. My address is EPA, Motor Vehicle Emission
Laboratory, 2565 Plymouth Road, Ann Arbor, tlicr-ifjan, 4-3105. The telephone
r.uisbar is (313) 663-4200. Please contact r.e if you have any questions or
require any further information,
Sincerely, '.-'
Merrill W. Korth,
Device Evaluation Coordinator
Emission Control Technology Division
Enclosures '•"...""
ECTD:TEB:Korth:cd:X259:2565PlymouthRd: 12/1/80
-------
Attachment F
UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
ANN ARBOR. MICHIGAN 48105
OFRCE OK
AIR. NOISE AND RADIATION
February 26, 1981
Mr. Charles T. Townsend
400 Schoolhouse Creek Road
Grants Pass, OR 97526
Dear Mr. Town send:
This is to inform you that we have completed our initial review of your
application for an EPA evaluation of the Greer Fuel Pre-Keater?^
The device description as provided, shows great similarity to a fuel
heater which the EPA has tested; i.e. FuelXpaader. The test program
showed no significant effects attributable to that device (copy of report
enclosed). ;
•
v.
Because the application did not contain any data which shows a signifi-
cant impact on fuel economy and because of the lack of a beneficial
effect attributable to FuelXpander, the EPA can not schedule confirmatory
testing of the Greer Fuel Pre Heater at this time.
The enclosed documents define the testing you must have perforaed at one
of the laboratories on the EPA recognized list in order for the EPA to
proceed with the evaluation based on Vciata for the device. Lacking this
data, the EPA will either have to .Conclude that the application was
abandoned or extrapolate from the FuelXpander to the Greer Fuel Pre
Heater to complete the application. In either case, the EPA is required
to publish its finding in the Federal Register.
Please let us know by March 20, 1981 /whether or not you will be securing
the appropriate data. We will be happy to comment on your test plan for
tests at the private lab. | : • •
'I '•
Sincerely,
Merrill W. Korth, Senior Project Manager
Test and Evaluation Branch
Enclosure
cc. P. Hutchins
-------
5A
February 26, 1531
Mr.'- Charles T.. Townwend
400 Schoolhouse Cret* Foad
Grants Pass, CR 97525
Dear Mr: Townsend:
The _Environmental Protection Agency is charged by Concession.*! TiiinJate to
evaluate £uc;l economy and emission control devices. While the EFA - confirmatory testirrj. Any E?A'.
tevjtinfj vill be parforrsed at no cost to you, and you vill be -/.iv'Mi the
opportunity to concur with our test plan. Once this ti:8tir.3 is ccrrp.-?.^te, an
ovalatlon report will be written solely on the basis of the ts&t data.
:j::b:rittod and our en^in.ierir.g analysis. " '
TI -?re are, l;ovever, Sr-v-ral asptcts concerning, ' test.inj> .'it --;
l:;.-!or.-'.rory '.;hlcli I uot-.ld like to bring to your attention at this tirsrr
-------
4
Typical ln/tallaUon-4 Cylinder:
RADIATOR
TOP VJE\V-
VALVE COVEK
MOUNTING.
PRE HEATER-
VIDV-
FIREWALL
MCXJNfTIWG.
PREHEATER
NOTE5; "c~w-
TEST YOUR VEHICLE FOR MILEAGE (SE£ P9 OF BOOK) BE-
FORE AMD AFTER YOU INSTALL THE DEVICE. PLAN YOUR IVORK
AND KEEP THE INSTALLATION AS SIMPLE AS POSSIBLE. CHECK
YOUR VEHICLE'S IGNITION POINTS, TIMING, THERMOSTAT AND
ALL HOSES BEFORE IN5TALLAT/ON, AND ADJUST OR REPLACE
AS NECESSARY. IN ANY CASE, REPLACE THE FUEL
HOSES YEARLY.
YOUR FUEL PREHEATER CAN, IN MOST CASES, BE MOVED
FROM ONE VEHICLE TO ANOTHER. CONSULT A QUALIFIED
MECHANIC IF IN DOUBT.
4
REMEMBER- TMI5 PREHEATER IS MOT FOR VANS, TRUCKS,
OR MOTORHOMES, AND CANNOT BE USE& ON FUEL INJEC-
TION GAS, DIESEL, OS AIR-COOLED ENGINES.
LIMITED WARRANTY
MIKE GREER, INC. WARRANTS THE RJEL PREHEXTER AMD TWO
COPP£A TEXS FOR \VDRKMAM5HIP AMD MATERIALS OWLV, FOR
A PERIOD CF 5/X MONTHS FROM TIME OP PURCJIA5&. THIS
WARRANTY DOES WOT OVER LOSS OF FUEL C« O3OUAWT OR
DAMAGE TO YCUR VEHICLE IN ANY WAY, FOR AAVY
i i Do*It-Vour/eIf
•nrft'ovifirit'iiifiiJnihrmiinT'if;-'a f :
LATEST PREHEATER MODEL FOR
CARS £ MIAJI-P/CKURS- •
THIS ISA VERY SIMPLE,Y£T EFFECTIVE DEVICE; HOWEVER,
THE MODERN AUTOMOBILE IS NOT/ THERE ARE A MUM-
BER OF WAYS TO CONNECT THE PREHEATER WTO THE
SYSTEM AND THESE PAGES ARE OFFERED AS A GUIDE
FOR THE DO-IT-YOURSaFER.
IF, AFTER READING THESE INSTRUCTIONS AND LOOK/M3
SERIOUSLY UNDER THE HOOD OF YOUR CAR OR
MINI-PICKUP YOU STILL CAN'T FIGURE IT OUT,
DON'T START CUTTING MOSES AND HOPING THEY'RE
THE RIGHT ONES - CONSULT A QUALIFIED MECHANIC/
INSTALLATION NOTES'
© USE GOOD QUALITY HOSES
AND CLAMPS.
@ DO THE IMSTALLATION WITH
THE ENGINE COOL/ v .
© MAKE THE FUEL HOSES AS
SHORT AS YOU CAW WITHOUT
KINKING THEM.
$ KEEP HOSES AWAY FROM FAN
AND EXHAUST MANIFOLDS.
$ PUT ALL VACUUM HOSES BACK
ON AFTER PREHEATER INSTALLATfON.
-------
45
Attachment D
December 1, 19SO
Mr-.. Charles T. Townsand /
400 Schoolhouse Creek road
Grants Pass, Oregon 97526
Dour Mr. Towns-end:
Thia letter is in response to ycur inquiry of Uovaciber 20, 1930 regarding, an
El'A evaluation of a fuel pre-heater unit. The Environmental .Protection Agency
is charged by Congressional isandste to evaluate fuel cconcmy a?>A emission
control devices. t-Jhila tha EPA does not. actually "approve" such devices, it
does conduct evaluations for the purpose of increasing the ccnirOn Isaovlerige in
the area. For this reason, tha outcome of any testing by EPA hecoznes puh-lic
ir.forentier.. It is this information which ray be cited although no claim.-? can
be made that any EPA findings constitute "approval" of the devics or systers.
Enclosed with this letter is a packet of materials which you will need to
apply for nn EPA evaluation of your device. Thia packet consists of 1) an
application format, 2) a document entitled "EPA Retrofit and Emission Control
Devjca Evaluation Test Policy" and 3) a copy of the applicable Federal Regula-
tions. ., -
In order for~ the EPA: to conduct an evaluation of your device, we tcust have an
application. Once you have reviewed all the docur-reiitc in the packet, you
should, prepare an application in accordance with the guidelines of the
application fors-at. If you have not yet conciucted th« testa we require, ve
..can assist in the development of a satisfactory test plan.
Once we receive your application, it will be reviewed to determine if it meets
the requirements listed in the format. If sor you will be advised of our
decision 'whether . or not EPA will perform any confirmatory testing. Any EPA
testing will be performed at no cost to you and you will he giv«n the oppor—.-
tunity to concur with, our test plan. Once this testing is complete, an-
evaluation report will be written. If no further testing is required, the
report will be written solely on the basis of the test data sub-.itted and our
engineering analysis.
-------
46
If your application is nor. complete, we "will ask you to si.'.bjsit further infor-
mation or data. This request may require test results which voulcl have to be
obtained at a laboratory of your choice. Such testing vould be conducted at
your expanse. A list of laboratories which arc knovn to have the eouirsTjcint
ar.*.1. personnel to perron acceptable tests has been included in the enclosed
packet. Once this test data or other "dssinr, indorsation has bean r.ubnir.tod,
your application vi.ll be reconsidered as described in the previa;;s p.-irapraph.
Tl'itira are several aspects concerning te^tin^ at an outsiJe laboratory v/hich 1
v/oiild lika to bring to your attention at this tire:
Mi.-i.isnira Test Requirements - Although different types of devices nay
require a rrore complex: test plan, the rinii-nus w<2 require involves two
vehicles and two test sequences run. in duplicate. The vehicles should- be
selected Jtfroir. thoss listed ir. Table 1; if possible. • F,ach vehicle is to
be set to rwnufacturer's ts-.vie.-iir;- specifications for the baseline: tests.
The tests are co-.id.ucted in a "back-to-lvtc!;" !",nr.er, once with the vehicle
in baseline conditioa. and a.-:uin wlch the device installrtd with no vc-hicla
adj«.Lstr;;ents betveen t£;sts. If iriStalLation of the devica also involves
sor:e acljusttiients, e..^. tivdng, fuoi-air mixture, choke or idl« opee-i,
another te.-st sequenca v,i th os'.ly th--i:;e adjustirienta should be inserted
between the first and last. Also ao a njinir:un>, the test sequence shall
consist of a hot-st.-irt LA-A portion (ba5.:3 1 and 2) of the Federal Test
Procedure (FTP) and a Ui^hvay Fuel Econo*v/ Test (HFET).. The details.of
thfj.'io tHsts arv! contained in tbe enclosed packet. A!tHou«& only a
hot-start FT? is required to Rinioiz" the costs to you, you are
encouraged to have the entire cold-start test performtid since ar.y testing.
ar.cl evaluacioii perfonr.eci by LPA t;ill be ba^ed on the complete FT? and you
tiay vd.sh to know how a vehicle- with your device perfomss over this
official test. As a fir.al. requirener.t, the personnel of the outside
laboratory you nelact should perform every element of your test plan.
•; This includes preparation of the test vehicle,' adjustment of parameters
V and installation of the device.
. Cost of the Testing - The cost of the rclutiaus test plan (tvo vehicles,
twj -test sequences in duplicate) described above should be less than
$2000 per vehicle and less than $4000 for the totol test at any of the
laboratories on the list. You will have to contact theirs individually to
obtain their latast prices. . ,. . .'-;••;•.•
Ootcorre of the Test:? - Althouv'.h it is .iapo.ss.ible to accurately predict
the overall worth of a device fron> a p;-all amount cr. tsirtir,^, T-/I» -have'
established some guidelir-.^s T-,hich vill help you d!-_-t.^rrr,inc Mother the
test results with your device Tvi.ll qualify it for further evaluation, by
J".PA. These values have bean chosen to assure both oir v,a tliat a real.
difference in fuel economy exists and tbnt ve are not geainj only the
variability in the result?*. For a i-iini-'nurj t.s;;t plan vhlch was conducted
on a fleet oi: two c.'irs, the average ir.-njroven-ent should bs at least 3«.
T'lis i/as c!eterrain.**] usin^. the avfir;v:-;e fuel econcny t:.-st variability ia
our laboratory and represents the ir.provur-.ent that wv.ilu have tc ba shovn
to yield aa 3OS coni:i:i«nct» (ytat.i-3tical.Iy) that tlier«j is any ic'.c.roverrent.
-------
fc
I
There are, however, several aspects concerning te&ting at an outside £?.
laboratory which I would like to bring to your attention at this tire: %
ft1
Minimum Test Requirements - Although different types of devices nay $*-,
require a rr.ore complex test plan, the Kinir.ua we require involves two &:'.
vehicles and two test sequences run in duplicate. The vehicles should be |)''
selected frois those listed' in Table 1; if possible. Each vehicle is to sy-
be set to. n-anuf aeturer's tune-up specif Leations for the baseline tests. ji'1
fe
The tests are conducted in a "back-to-back11 n^nuer, once with the vehicle |:;
in baseline condition and again vith the device installed with no vehicle " fJT
adjustments between tests. If installation of the device also involves f£~
sone adjustments, e.g. fining, fuel-air mixture, choke or idle speed, |?
another test sequence with only these adjustr^p.ts should be inserted IJ
between the first and last. Also as a rdaimun, the test sequence shall j|
consist of a hot-start LA-4 portion (bags 1 and 2) of the Federal Teat |
Procedure (FT?) and a Highway Fuel Econony Test (HFET). The details of |.
thesa testa are contained in the enclosed packet. Although only a $
hot-start FTP is required to minimize the costs to you, you are ||E
encouraged to have the entire cold-start test performed since any testing • £
and evaluation performed by EPA will be based on the complete FIT and you &.
n>ay wish to knew how a vehicle with your device perfonr.3 over this i^
official test. As a final requirerr.cnt, the personnel of the outaide l|
laboratory you select should perform every element of your test plan. j|
This includes preparation of the test vehicle, adjustment of parameters jj~
and installation of the device. . *£•
H
Subntission of Data - We • require that all test delta obtained froni the >j
outside laboratories in support of your application be submitted to us. fe
This includes any results you have "which were declared void or invalid by - • g;
the laboratory. We also ask that you notify us of the laboratory you S?
have chosen, when testing is scheduled to begin, what tests you have Jf:
decided to conduct, allow us to maintain contact with tha laboratory
during the course of the testing, and allow the test laboratory to
directly answer any questions at any time about the test program.
Cost of the Testing — Tha cost of the rniniciutn test plan (two vehicles,
two test sequences in. duplicate) described above should, be less than
$2000 per vehicle and less than $4000 for the total test at any of the "•
laboratories en the list. You x^ill have to contact then individually to
obtain their latest prices. . '.
Outcorse of the Tests - Although it is impossible to accurately predict
the overall worth of a device fron\ a small amount of testing, we have '= ' K-
established some guidelines which will help you detem.ine whether the
test results with your device should be considered encouraging. These
values have been chosen to assure both of us that a real difference in
fuel economy exists and that we are not seeing only the variability in
the results. The table below presents the iPinlroun numb.-;r of cars that
need to be tested for varying degrees of fuel economy improvement
assuming a typical araount of variability in fuel economy measurement.
J£or_i3— minimum.. te&t-.p lao—whl'ch.-- was-cohd.ue t ed—on-_a. • £l^e.tr..pf,^two.rca^3?.'- the—
-------
average improvement should be at least 32. If at least an 32 difference
in average fuel econony can be shown, then ve vould be able to say
stastically at the 30% confidence level that tiiera is a real inprovu-aent.
Similarly, ve •would expect a ninlwuja of 5% improvement for a fleet of" 5
vehicles. Test results which clisplciy n significant increase in emission
levels should be reason for concern. ..
from the receipt of a complete application to the anno^nce-.ont of our report.
The attainment of this objective requires very precise scheduling and \fc arc
depending on tha applicant to respond promptly to any questions or to submit
any requested, data. Failure to r«spor»cl in a timely iuanner .will unduly delay
tho.. process. In the extrer*: case, ve nay consider lack of response as a
•withdrawal, of the application. . . ..
\
I hope the information above and that contained in the enclosed doct^entsi will
aid j'ou in the preparation of an acceptable application for an EPA evaluation
of your device, I vill be your coat-ict vith EPA durinjt this process and any.
Kubsequent EPA evaluation. My address is EPA, Motor Vehicle Emission
Laboratory, 2565 Plymouth Rons], Ann Arbor, Michigan, 43105. The telephone
r.ur;her is (313) 663-4200. Please contact ire if you have any questions or
rcyi'iire any further information.
Pincerely,
Merrill W. Korth, Device Evaluation Coordinator
D^ission Control Tet:hp.olo;jy Division
T'ncl OKIi
Minii-ium Fuel Economy T--rprovev:itfnt:5 versus Size of Test Fleet (
* • v;
• • ' ' <
Fleet Size Aygraqa .T'.nproveisant ileguired
2 ' '-37. ' ... ...-- "•• fc-
3 7% ~ ' I
4 -62 ' £
5 52 ' &
10 42 '. . g
^ c o "* " t .
25 .£« jT}:.
Once we receive your application, it vill be reviewed to determine if it neets ;-:i
th-;; rrf.quirai-er.ts listed in the fomwt. If your application is not complete, p
ve will ask you to submit further iu.cor.neks • s.
I
-------
49
For a riinirniiu test pl-in which vas conducted on a £U:*-it of tvo cavs, the
average .improvement should be at least 32. If at least an 8" dir Earfince.
in average fuel ecoao;ny can be shown, then tve would be able to sav
stastically at the 8l?« cont'i.! of 5~,!> ir- vie overrent for a fl?r;t; of 5
vehicles. Test resales which display «» significant increase- in. e:d.;-siou-
levels should be reason for concur:;.
J'ininurr; Fuel Economy Xrtprovf.i-.ionts ver?.:.;^ SL**: of TusC Flesc
Flee': Size Ave r av; e T^>pir ov (.'V'" --• » t P. aq u i r ocl
~
2
6%
5%
A»
2;C
Cnee ve recciva your application, it will ha reviewed to dt»tt>tT.tiiie if it r.aots
thu r':uulr?.~r;n~-3 listed in the fon-at. If your application is not cor:plote.,
w« will ask you to submit further information or data. Afte.r any nisnin^
inf orrrsation has bej.-n subr-dtte*! , your apolication will be rectrnslder**! and once
it rr*«ts our re-.qisirsrsentK, yot.i will ba advisee! off our decision vhather or tiot
EVA will perform any confirmatory ttistliv^ . Any r? A te.-stir^; will be performed
at no cost to you and you will ba 3lv>jri the ODDOT tunity to concur with our
test plan. Ontia this tr-'Stiag i::; cc.-plc-to, an evaluatior; report will b»i
written. If no furf.l^r testing ij retjuirc-.^, tha report will be t'ritten solely
on the bdtwir. of che rest dsta subrtdttwi and our en-,;incarir!-; analysis,
Despite tha current backlog and increasing nuniher of inquiries rsgarriia^ fuel
econcsay clevica cvaluatiofiS, the EPA in t a rids to process your application ir. aa
e:-:py.lii:ioua a -.rar.ner as possible. We have established a goal of twelve weeks
from tha receipt of a complete application to the anr.ouucernent of our report.
The attainment of this objactiva requires vary precise scheduling and T;S aro
deperulir.5$ on the applicant to res.cond pronipc.ly to any questioruS. or to subfJLt
any requested 'data. Failure' to respond in a timely mai-nar x^ill unduly delay
th« process. In the extreme case, we r-ay. cons id nr lack of ruspoose as- a
v.achdra->al of the application. • . ' : '
I 'none the information above and that contained in the er.clojed documents will"
aid you in the preparation of an acceptable application for an EPA evaluation
of your device. ' I will be your contact vitli EPA during this process and anv
subsequent SPA evaluation. T-'y nddryss is EPA, Kotor Vehicle Emission
Laboratory, 25b5 Plyrouth I'oau , Ann Arbor, Michigan, 43LQ5. The telephone
nuznber' is (313) 663-4200. Please contact r/.e if you have any questions 'or'1
r a*;', i irti any further inforr;atioij.
frincfcrc-ly,
W. Kortli
Device Evaluatioit Coordinator
Test an;i nv;ilt:atinn Brunch
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Ni.r:iau:n Test Requirements - Although dit£f:rent types of devices r-ay
require a rare complex test plan, the Hiniv.iua T»e require! involves f.-io
vehicles and tvo teat sequences run in duplicate. The vehicles should be
selected from those listed in Tab la 1; ±£ possible. F.ach vehicle is to
be sot to manufacturer's tune—up specifications for the bnseliriw tests.
The tests are conducted in a "baclc-to-back" ::?.stine,
aaa evaluation pe rir'on-ie'.l by f.?A will be based on the. co/uj'letii FT? and you
nay xvish to t.nqw how a vehicle with your device performs over this
official • tftst. As a final re.-iulrcnent, the personnel of the outside
laboratory you select, should perform ev«ry elenent of your test plan.
This .includes preparation of the teat vehicle, adjustment of parameters
and installation of tha device.
Submission of Data - l-!a require that all test data obtained frcirj tha
ouf.side laboratories in support o? your application be submitted to us.
This includes any results you h;iv^ which ;-vre declared void or invalid >>y
trie laboratory. t-i'a also ask that you notify us of the laboratory you
Ivive chosen, vhen testing is scbecuilscl to bugin, what testu vou have
decided to conduct, allow us to maintain contact with the laboratory'
during the course of thy testing, and allo-.' tho test laboratory to
directly answer any questions at any ti^:e about the test program.
Cost of the Testing - The cost of the rxininura test plan (two vehicles,
two test sequences in duplicate) described above should be less than
$2000 per vehicle and less than $4000 for the total teat at any of the
laboratories on the list. You will have to contact• then: individually to
obtain their latest prices.
Outcor.K of the Tests - Although it is impossible' to accurately predict.
the overall, vorth of a device from a r.raall amount of testing, we have
established sor.e guidelines which will help you ceteminft whether the-
test results with your device should be considered encouraging. Thcae'
values have been chosen to assure both of us that a real difference in
fuel econmy exists and that v;e are not serins only the variability in
the results. Tiitt tabli- bwlov presents the Rininum nur.her of cars that
ntec! to be tested for varying deijjrass of f:.iel economy improvement
aosumiuF, a typical amount of variability in fuel eoonor.y rensuremsnt.
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51
January 3, 19Si
• Mr.,.. Charles T'.^Townsend "..,""
''00 S'choolhouse Creek Road
Grants Puss, OR 97526
Dear ;-!r. Towns end: ' •
Cn December 1, 1930, I receive'.1, a package frorr you containing your fuel
"Prti-hearer" device. I ircrnediatiily for;«irded to you an application format to
bt> used in applying for an EPA evaluation of your device, and also enclosed
other documents explaining th« EPA. tost policy for retrofit devices. Since we
have not receive*! an application from you, I aw returning your device and
sending you • an'othar application forruit along with associated policy
document s. If you are still interested in an FPA evaluation, please send us
an application prepared according to the application format alone; vith any. •
tost data you h.svfj denoriStrating the ef foctiveR^ss of your device. The
Environmental 1'rotection Agency is charged Hy Corip.ressional ir^ndate to
evaluate fuel cconcray and emission control dtrvicfc.-,. vJhils the EPA docs not
actually "approve" such devices, it does conduct evaluations for the purpose
of increasing ths cor-.^on loiowledge in the area. For this reason, the outcor>>e.
of any testing by EPA becon«s public information. It is this information
which way be cited although no claims can be wade that any EPA findings
constitute "approval" of tha device or system. .
• • - "*"."
Enclosed with this letter is a packet of n^aterials which you will need • to
apply for an EPA evaluation of your device. This packet consists of 1) an
application format, 2) a document entitled "EPA Retrofit and Enission Control
Device Evaluation Test Policy" and 3) a copy of the applicable Federal
regulations. , '
In order for the EPA to conduct an evaluation of your device, ve Tsust have an
application. Once you have reviewed all the documents in the packet, you
should prepare an application in accordance .with the guidelines or the
application format. A critical part of the application is the substantiating
test data. The required tent results will have to he obtainal at n laboratory
of your choice. Such testing vonld ha conducted at youc expense. A liat of
laboratories which are known to have the equipment
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52
\
Me would expect a rdnicuw of 5% improvement for a fleet of 5 vehicles-
(see table bulow) . Test results which display a significant increase in
emission levels tray be reason for EPA to require rare extensive testing
or to deny further evaluation.
Submission of Data - l.'e require that all test data obtained froo
outside laboratories in support of your application be submitted to us.
This includes any results you have x-iiich vere declared void or invalid by
tha laboratory. We /ilso ask that you notify us of the Inboratory you
have chosen, vhen testing is scheduled to bej/in, vhat tests you have
decided to conduct, allows us to maintain contact ttith the laboratory
during the course of the testing, and allow the test laboratory •' to
directly answer any questions at any time about tha test program.
Despite the current backlog and increasing number of Inquiries regarding fuel
economy device evaluations, the EPA intends to process your application ir. as
expeditious a manner as possible. We hflva established .1 coal of twelve weeks
from the receipt of a couplets application to the announcement of our report.
The attainment oc this objective requires very precise scheduling and TC^S are
depending on the applicant to ra-spop.d pronptly to any questions or to subnit
any requested data.. Failure to respond in a timely runner vill unduly d'ilay
the process.. In the extreme easy, we may consider lack of response as a
withdrawl of the application.
I hope the information above and that contained in the enclosed documents will
aid you in the preparation of an. ac^-^p table application for ra\ EPA evaluation
of your device. I vill be your co,. .ict uith ET'A during this process ar.d any
subsequent EPA evaluation. My address is EPA, Motor Vehicle Emission
Laboratory, 2565 Plyiscuth Road, Ann Arbor, i-'ichifjan, 431C5. The telephone
nuiober is (313) 663-4200. Please contact r.e if you have any questions or
require any further information.
Sincerely,
Merrill W. Korth, '
Device Evaluation Coordinator
Emission Control Technology Division
Enclosures ..
ECTDrTEB: Korth :cd:X259:2565PlymouthRd: 12/1/80
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Attachment F
UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
ANN ARBOR. MICHIGAN 4810??
February 26, 1981
OFFICE OK
AIR. NOISE AND RADIATION
Mr. Charles T. Townsend
400 Schoolhouse Creek Road
Grants Pass, OR 97526
that we have completed our initial review of your
Dear Mr. Townsend:
This is to inform you
application for an EPA evaluation of the Greer Fuel Pre-KeaterT^
The device description as provided, shows great similarity to a fuel
heater which the EPA has tested; i.e. FuelXpsuder. The test program
showed no significant effects attributable to that device (copy of report
enclosed). •<
3.
Because the application did not contain any data which shows a signifi-
cant impact on fuel economy and because of the lack of a beneficial
effect attributable to FuelXpander, the EPA can not schedule confirmatory
testing of the Greer Fuel Pre Heater at this time.
The enclosed documents define the testing you must have perforned at one
of the laboratories on the EPA recognized list in order for the EPA to
proceed with the evaluation based on Vdata for tb.3 device. Lacking this
data, the EPA will either have to conclude that the application was
abandoned or extrapolate from the F/uelXpander to the Greer Fuel Pre
Heater to complete the application. In either case, the EPA is required
to publish its finding in the Federal Register.
Please let us know by March 20, 1981 (whether or not you will be securing
the appropriate data. We will be happy to comment on your test plan for
tests at the private lab
Sincerely,
Merrill W. Korth, Senior Project Manager '••
Test and Evaluation Branch
Enclosure
cc. P. Hutchins
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