EPA-AA-TEB-511-81-7
EPA Evaluation of the Automotive Cylinder
Deactivator System (ACDS) Under Section 511
of the Motor Vehicle Information and Cost Savings Act
by
Edward Anthony Barth
May, 1981
Test and Evaluation Branch
Emission Control Technology Division
Office of Mobile Source Air Pollution Control
Environmental Protection Agency

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6560-26	EPA-AA-TEB-511-81-7
ENVIRONMENTAL PROTECTION AGENCY
[AO CFR Part 610]
[FRL 	]
FUEL ECONOMY RETROFIT DEVICES
Announcement of Fuel Economy Retrofit Device Evaluation
for "Automotive Cylinder Deactivator System"
AGENCY: Environmental Protection Agency (EPA).
ACTION: N'otice of Fuel Economy Retrofit Device Evaluation.
SUMMARY; This document announces the conclusions of the EPA evaluation
of the "Automotive Cylinder Deactivator System" device under
provisions of Section 511 of the Motor Vehicle Information and
Cor, t Savings Act.

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BACKOHOIiKO I FORMAT ION: Section 511(h)(1) arid Section 511(c) of the
Motor Vehicle Information and Cost Savings Act (15 U.S.C. 2011(b))
requires that:
#
(b)(1)	"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 mo.tion, 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 emissions 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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ORIOIM 0'7 RL'OL:K.ST /OR EVALUATION: On October 2, 1979, the EPA received a
request fro.Tt ACDS, Inc. for evaluation of a fuel saving device termed
"Auuoir.ocive Cylinder Deactivator System (ACDS)".. This Device is designed
to deactivate engine cylinders as a means of increasing a vehicle's fuel
economy.
Availability of Evaluation Report: An evaluation has been made and the
results are described completely in a report entitled: "EPA Evaluation
of the Automotive Cylinder Deactivator System (ACDS) Under Section 511 of
the Motor Vehicle Information and Cost Savings Act," report number
EPA-AA-TEB-511-81-7 consisting of 97 pages Including all attachments.
EPA also tested the Automotive Cylinder Deactivator System (ACDS)
device. The EPA testing is described completely in the report "Emissions
and ?uel Economy of the Automotive Cylinder Deactivator System (ACDS)",
EPA-AA-TEB-81-7, consisting of 40 pages. This report Is contained in the
preceding Automotive Cylinder Deactivator System (ACDS) 511 Evaluation as
an attachment.
Copies of these reports nay be obtained from the National Technical
Information Center by using the above report numbers. Address requests
to:

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National Technical Information Center
U.S. Department of Commerce
Springfield, VA 22161
Phone: Federal Telephone System (FTS) 737-4650
Commercial 703-487-4650
Summary of Evaluar. on
EPA fully considered all of the information submitted by the Device
manufacturer in the Application. The evaluation of the "Automotive
Cylinder Deactivator System (ACDS)" device was based on that informa-
tion and the results of the EPA test program.
Test data submitted by the Applicant did indicate the ACDS system
could significantly improve fuel economy. However, the data did not
quantify the amount of improvement.
The Applicant did not clearly identify either the device model/
models to be marketed or their design.
The suitability of the ACDS system for engines with valve rocker
shafts is unknown. ACDS does claim to have developed hardware for
these engines.
The suitability of the ACDS hydraulic cylinder deactivation system is
unknown since detailed information on this hardware was not provided.

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Installation of the ACDS system would require the skills of a
mechanic. Activation and deactivation of cylinders (manual
may require similar skills.
The EPA evaluation of the ACDS system included vehicle testing by the
Federal Test Procedure (FTP) urban driving cycle and the Highway Fuel
Economy Test (HFET) highway driving cycle. During these tests,
measurements were made of the fuel economy (FE) and the emissions of
hydrocarbon (HC), carbon monoxide (CO), carbon dioxide (CC^), and
oxides of nitrogen (NOx).
The testing performed by EPA showed:
A.	The operation of an 8 cylinder engine on 4 cylinders
through the use of the ACDS hardware caused an increase in
vehicle CO and NOx emissions to lfevels exceeding the 1979
standards. FTP CO emissions were typically increased several
times to levels near or above the standards. FTP NOx emissions
were typically twice the standard. HC emissions were
relatively unaffected. These emission increases violate the
tampering provisions of the Clean Air Act. (See "F" below).
B.	The operation of an 8 cylinder engine on 4 cylinders
through the use of the ACDS hardware did improve vehicle fuel
economy 5 to 16% for the FTP and 3 to 20% for the HFET for the
vehicles tested,' but with the associated emission increases
described in "A" above.
trained
system)

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C.	The vehicles tasted had poor driveability when using the
ACDS to operate an 8 cylinder engine on 4 cylinders.
D.	Vehicle acceleration times were substantially increased
when the 8 cylinder vehicles were operated with 4 cylinders
using ACDS. Acceleration times were typically double the
comparable times for 8 cylinder operation.
E.	The operation of a vehicle on 4 cylinders caused a serious
loss of braking power assist under some driving conditions.
F.	Because EPA tests showed that use of this device, on the
«
vehicles tested caused emissions to exceed applicable
standards, the installation of this device by a person in the
business of servicing, repairing, selling, leasing, or trading
motor vehicles, fleet operators, or new car dealers will be
considered a violation of section 203(a)(3), the Federal
prohibition against tampering with emission control systems.
That is, there is currently no reasonable basis for believing
that the installation or use of this device will not adversely
affect emission performance. this determination does not
preclude the use of the ACDS device on a different vehicle or
vehicles than those tested by EPA if Federal Test Procedure
tests performed on such vehicles clearly establish that
emission performance on such vehicles is not adversely affected.

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Many state laws prohibit the operation or registration for use
on public highways of a motor vehicle on which the emission
control device has been removed or rendered inoperative. EPA
has concluded that this devifce will render inoperative an
element of design of the emission control devices or systems of
a motor vehicle on which it is installed. Therefore, the
installation or use of this device by .individuals inay be
prohibited under some state laws.
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 "Automotive Cylinder Deactivator System" Under
Section 511 of the Motor Vehicle Information and Cost Savings Act
The following is a summary of the information on the Device as supplied
by the Applicant and the resulting EPA analysis and conclusions.
1.	Marketing Identification of the Device:
ACDS Inc.
Automotive Cylinder De-Activator
"one (1) model for all autos"
2.	Identification ...»f Inventor and Patent:
Inventor
Ted Brock
1440 Hill Street
El Cajon, CA 92020
Patent is Attachment A
3.	Manufacturer of the Device:
Ambac Fluid Power
511 Glenn Avenue
Wheeling, Illinois 60090
Mathy Machine
429 Vernon Way
El Cajon, CA 92020
4.	Manufacturing Organization Principals:
Dennis Duncan - Ambac Fluid Power
Jay Mathy - Mathy Machine
5.	Marketing Organization/Applicant:
ACDS Inc.
1440 Hill Street
El Cajon, CA 92020
6.	Applying Organization Principals:
Thomas B. Rogers, President
Doug Haugh, Secretary-Treasurer
Donald Mitchell, Vice President Marketing
7.	Description of Device: Purpose, Theory, Detailed Description (as
supplied by Applicant:
"This de-activator system is designed to stop the combustion on one-
half (1/2) of the cylinders of any given engine; therefore increasing

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the gas mileage by 45%. The spark plugs keep firing to void the
de-activated cylinders of any remaining fuel. B;- closing all the
valves on 1/2 of the cylinders, this automatically stops the fuel
flow on one side of the carburetor."
8.	Applicability of the Device (as supplied by Applicant);
"This device is applicable to all pushrod style engines, regardless
of make, model, year, transmission or ignition. The de-activator is
standardized for all cars."
9.	Device-.. Installation - Tools and Expertise Required (as supplied by
Applicant:
"This device requires the skills of any line mechanic no special
tools are required; however we ACDS, provide and insist that anyone
involved installing and servicing the product attend our school for
one week."
10.	Device Operation (as supplied by Applicant):
"See attached Instructions." See Attachment -B.
11.	Device Maintenance (as supplied by Applicant):
"No maintenance is required. A visual inspection, periodically is
recommended - oil level, etc."
12.	Effects on Vehicle Emissions (non-regulated) (as supplied by Appli-
cant) :
"See attached test sheets." See Attachments C-l thru C-7.
13.	Effects on Vehicle Safety (as supplied by Applicant):
"There are no apparent dangers involved. If the system fails
totally, the engine reverts to one-half the cylinders as in normal
fuel economy mode."
14.	Test Results (Regulated Emissions and Fuel Economy (as supplied by
Applicant):
"See attached test sheets. AESI results." See Attachment D.
15.	Testing by EPA:
A detailed report of the testing performed by the EPA is given in EPA
report, EPA-AA-TEB-81-7, "Emissions and Fuel Economy of the Auto-
motive Cylinder Deactivator System (ACDS)" provided as Attachment B.
A brief description of this testing effort is given below:
A. Tests were conducted according to the Federal Test Procedure
(FTP) and the Highway Fuel Economy Test Procedure (HFET). The test
program consisted of baseline tests and ACDS tests. The ACDS tests

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conaisted of a standard test procedure (FTP or hFE'I) in which the
vehicles were placed in 4 cylinder operation. The test vehicles were:
(1)	A 1979 Chevrolet Impala was tested using the procedures
cited in 15A. above. A total ot nine FTP's and nine HFET's were
usea for this evaluation. These test data are detailed in
Attachment B.
(2)	A 1979 Mercury Capri was tested using the procedures cited
in 15A. above. A total of ten FTP's and ten HFET's were used
for this evaluation. These test data are detailed in Attachment
B.
(3)	A 1979 Mercury Cougar was tested using the procedures cited
in 15A. above. A total of eight FTP's and eight HFET's were
used for this evaluation. These test data are detailed in
Attachment B.
B.	Steady state cruise tests were conducted to further evaluate the
effect of the ACDS device on these vehicles' emissions and fuel
economy. Emissions and fuel economy tests were conducted at idle,
25, 35, 45 and 55 mph using the chassis dynamometer. Fuel economy
measurements (no emission testing) at the above velocities were also
conducted on the road. The test program again consisted of baseline
and ACDS tests. For the ACDS tests the vehicles were placed in 4
cylinder operation. The same vehicles cited above were used for this
testing.
(1)	The 1979 Chevrolet Impala was tested using the procedures
cited in 15B. above. A total of fifteen steady state fuel
economy and emission tests were conducted on the laboratory
dynamometer. A total of ten fuel economy tests were conducted
on the road. These test data are detailed in Attachment B.
(2)	The 1979 Mercury Capri was tested using the procedures
cited in 15B. above. A total of twenty steady state fuel
economy and emission tests were conducted on the laboratory
dynamometer. A total of sixteen fuel economy tests were
conducted on the road. These test data are detailed in Attach-
ment B.
(3)	The 1979 Mercury Cougar was tested using the procedures
cited in 15B. above. A total of fifteen steady state fuel
economy and emission tests were conducted on the laboratory
dynamometer. A total of sixteen fuel economy tests were
conducted on the road. These test data are detailed in Attach-
ment B.
C.	Acceleration tests were conducted on the road and on the chassis
dynamometer to evaluate the effect of the ACDS device on vehicle
acceleration. For these tests the vehicles were accelerated at wide
-open-throttle (0 to 60 mph on chassis dynamometer and 0 to 55 mph on
the road). The test program consisted of baseline and ACDS tests.
The same vehicles cited above were used:

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(.1) The 1979 Chevrolet Impala was tested on the chassis dyna-
mometer. A total of five acceleration tests were conducted.
(2)	The 19 79 Mercury Capri was tested on both the dynamometer
and on the road. Five acceleration tests were conducted on the
dynamometer and five tests were conducted on the road.
(3)	The 1979 Mercury Cougar was tested on both the dynamometer
and on the road. Six acceleration tests were conducted on the
dyn. mometer and seven tests were conducted on the road.
16. Analysis
A. Marketing Identification of the Device:
In section 1, ACDS claims there is "... one (1) model for all
autos." However, the patent (see Attachment A) and installation
instructions (see Attachment B) described different versions of
the device. Therefore, EPA requested that ACDS clarify the
device's applicability and description (see paragraph 1. and 2.
of Attachment E) and ACDS responded (see Attachment F).
(1)	The following methods were described for releasing the
rocker arm fulcrum:
(a)	A hydraulic fulcrum release is described on
pages 3 and 4 of the patent and is shown in Figure 2.
(b)	A mechanical release of the fulcrum by backing
off the nut threaded on the top of the mounting stud
that positions the rocker lever (these are existing
engine components) is described in the installation
manual and installation instructions.
(c)	In Attachment E the Applicant states "....the
same basic device will apply to rocker shaft
engines. The attachment to the engine varies but
still can release the fulcrum point of the rocker
lever."
(2)	The following methods were described for attaching the
lifters to the push rods and thereby taking the lifters out
of contact with the cam:
(a)	Two different means (mechanical and magnetic) of
holding the lifters off the cam are described on
pages 4 and 5 of the patent.
(b)	The unit described in the installation instruc-
tions and installation manual shows a still different
mechanical means of holding the lifters off the cam.
(3)	An alternative system that uses a push rod which tele-

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scopes to deactivate valves is described on page 5 of the
patent.
(4)	In their reply (sections 2 and 3 of Attachment F) ACDS
notes there is a manual system kit and a hydraulic kit but
dees not identify these kits any further.
(5)	In the testing conducted by EPA, the mechanical system
was used. The kits contained pushrods with the ACDS hard-
ware installed. (See Figures of hardware in Attachment
B). However since the Chevrolet and Ford products have
different pushrods, the kits were different for the
Chevrolet and Mercurys.
(6)	Therefore, it is concluded that there are several
models instead of the one claimed by the Applicant. These
individual models are not identified by the Applicant.
Patent
In section 2, ACDS references the Patent. As noted in 16A(2)(a)
and 16A(2)(b) the units described in the patent differ from the
device described in the installation literature.
Description of the Device:
(1)	Purpose of the device as stated in the patent (see Attach-
ment A) and application (see Section 7) is to deactivate
selected cylinders on a vehicle's internal combustion engine and
thereby increase fuel economy.
(2)	The theory of operation as stated in the patent (see
Attachment A) application (see Section 7) and ACDS November 27,
1979 letter (see Attachment F) is to stop the flow of air ana
fuel to deactivated cylinders. This is accomplished by "...
closing the valves, both intake and exhaust."
(3)	Detailed Description of Construction and Operation
(a)	As noted in 16A., the documents provided
Applicant described several methods of embodiment
concept.
(b)	The hydraulic deactivation system/systems to be
marketed are not identified. However, the hydraulic
deactivation systems detailed in the patent (see Attachment
A) are judged to be capable of deactivating valves/
cylinders.
(c)	The mechanical deactivation system to be marketed is
not identified. The system tested by EPA and described in
the Installation Instructions, Installation Manual, and EPA
report (all three are contained in Attachment B) is judged
to be capable of deactivating valves/cylinders on overhead
by the
of the

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valve, pushrod engine in which the rocker lever is "...
rockingly connected to a mounting stud extending upwardly
from the engine head."
(d) These embodiments of the concept, noted in 16A. , add
weight/inertia to the engine's valve train in varying
degrees. The modification incorporating a piston and
cylinder in the pushrod (see Attachment A) would likely add
the most weight. The springs attached to the pushrods will
also affect valve action. The overall effect of these
modifications on valve train action would be most
pronounced at high engine rpm. Only activated cylinder
operation would be effected.
(i)	The effect on valve action of the hydraulic
system is unknown.
(ii)	The effect on the mechanical system is not
completely known. However, no problems related to
valve train action were encountered in testing.
Therefore, the mechanical system is judged likely to
have no adverse affect on valve action. The long
term durability of the system and its long term
effects on the engine are unknown.
D. Applicability of the Device;
(1)	The device is not applicable to all pushrod engines, i.e.
one model for all engines
(a)	The mechanical systems supplied by EPA for testing
contained pushrods with springs and clips attached. The
Ford and Chevrolet pushrods were of different lengths.
However, a. system/kit containing only springs and clips may
be applicable to more engines.
(b)	The mechanical systems supplied EPA, instructions (see
Attachment B), literature (see Attachments G-l, G-2), and
ACDS reply to EPA's inquiry (Attachment F) did not show/
provide any means for releasing the rocker arm fulcrum of
engines with a rocker shaft.
(c)	The hydraulic system described in the patent (Attach-
ment A) differs in the manner of fulcrum release from the
mechanical systems. Again, the means of releasing the
rocker arm fulcrum of rocker shaft engines is not described.
(2)	The device is not applicable to fuel injected engines
(gasoline or diesel) because the device provides no means of
shutting off the fuel flow to the deactivated cylinders.
(3) The Applicant in the clarification reply to EPA (Attachment
F) states:

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"We have successfully deactivated the following gasoline
overhead valve, pushrod type engines:
1.	All six and eight	cylinder	Chevrolet, inc. V-6.
2.	Ail six and eight	cylinder	Fords, inc. V-6.
3.	All six and eight	cyiinaer	Chrysler products.
4.	All six ana eignt	cylinder Int. Harvester."
Since several of these engines use rocker shafts, it is
presumed the Applicant has been able to successfully design
a deactivation systems for rocker shafts. However, EPA has
no information by which to judge the. suitability of these
systems.
(4)	In response to EPA's request f<5r information (Attachment E)
about the applicability of the hydraulic system to vehicles not
equipped with a power steering pump, the Applicant stated:
"Yes, vehicles without power steering can use the device by
adding a steering pump or other hydraulic pressure source,
such as a 12-volt pump kit."
Assuming a pump is available from the vehicle manufacturer or a
suitable 12 volt putnp is available, the hydraulic system is
judged to be applicable to non-power steering equipped vehicles.
The Applicant did not identify a source of suitable 12 volt pumps.
(5)	In Attachment F the Applicant refers to the suitability of
cylinder deactivation systems being developed for overhead cam,
two cycle, and diesel engines. The systems for these types of
engines were not described nor were they part of the Applicant's
evaluation request.
E. Device Installation - Tools and Expertise Required:
(1)	The ACDS instructions (see Attachment B) are judged to be
complete for the physical installation of the mechanical deactivation
system described in the instructions.
(2)	The installation of the ACDS mechanical system appears to be
within the skills of line mechanics as claimed.
(3)	The tools required for the installation of the ACDS mechanical
system are those normally available to a line mechanic.
(4)	ACDS, Inc. estimates installation of the manual system would
require two hours (see Attachment F). However, during testing
conducted at EPA, it took ACDS personnel approximately four to five
manhours to install the ACDS mechanical system. EPA personnel, less
experienced in the installation, required considerably more time.
Since these installations were on vehicles with clean engine compart-
ments and the access holes were not punched in the valve covers, the
average installation would probably take longer than 5 manhours.

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(5) The Applicant estimates eight hours are required to install the
hydraulic cylinder deactivation system. Insufficient information was
provided to judge the installation expertise, tools, or time required
for installing the hydraulic cylinder deactivation systems.
*"• Device Operation:
(1) Manual valve deactivation system
For the Chevrolet:
The instructions referenced in Section 11 (see Attachment B)
cover the installation of the ACDS manual system hardware ana the
procedures for activating and deactivating cylinders when using
the mechanical system.
ACDS Inc. stated in their reply to EPA (Attachment F):
"We now have systems ready to market which are totally
manual. You cannot switch from mode to mode while vehicle
is moving. You must physically adjust valves into
deactivated or normal position. This takes approximately
five minutes."
The instructions provided for the Chevrolet V-8 state:
"To adjust ROCKERS for 8-CYLINDER operation, remove cup
plugs in rocker covers, insert socket wrench, MAKING SURE
cam lobe is DOWN. (This is most easily done by removing
ignition distributor cap, and turning engine over until
rotor points at spark plug wire location for that
cylinder.) Then adjust as with a STOCK engine. Turn down
adjustment nut until there is zero clearance. (Make sure
you are not depressing lifter.) Advance nut 1/2 turn. This
is the running adjustment."
Typical Chevrolet valve adjustment requires "... backing off the
adjusting nut (rocker arm stud nut) until there is play in the
push rod and then tighten nut to just remove all push rod
clearance. This may be determined by rotating push rod with
fingers as the nut is tightened. When push rod does not readily
move in relation to the rocker arm, the clearance has been
eliminated. The adjusting nut should then be tightened an
additional 1 turn to place the hydraulic lifter plunger in the
center of its travel. No other adjustment is required."
The . cup plugs provided with the ACDS manual kit do permit ready
access to the adjusting nut. However, the Chevrolet engine's
push rods are inaccessible unless the valve cover is removed.
Also, adjustment of the lifters to obtain ACDS's recommended
clearance, see 16G(2)(b), requires valve cover removal. There-
fore, for Chevrolets, to activate the deactivated cylinders
requires removal of the valve covers.

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With the valve cover removal, rotation of engine, adjustment of
the valve lifters, the Chevrolet would take closer to an hour and
may require valve cover gasket replacement plus mechanical skills.
However, deactivation of cylinders- (i.e. 8 cylinder to 4 cylinder
operation) is a considerably simpler procedure. It would not
require valve cover removal or precise setting of the valve
lifters. Therefore, deactivating cylinders (i.e. 8 cylinder to 4
cylinder operation) would take approximately 15 minutes.
For Ford products:
The typical Mercury adjustment requires torquing the adjustment
nut (rocker arm stud nut). Therefore for Ford products the cup
plugs would permit ready access to activate the deactivated
cylinders. Like the Chevrolet, the cam lobe must be down for
this procedure. However, the adjustment of lifters to obtain
ACDS's recommended clearance, see 16G(2)(b), requires valve cover
remova1.
Again with the valve cover removal, rotation of engine, adjust-
ment of the valve lifters, the reactivation of cylinders (i.e.
from 4 cylinder operation to 8 cylinder operation) would require
at least an hour, may require valve cover gasket replacement, and
will require mechanical skills. Valve deactivation would take
approximately 15 minutes.
Alternative operating procedures:
During the testing conducted by EPA, ACDS personnel recommended
and used a different procedure to activate and deactivate the
cylinders. After the vehicle was set to manufacturer's specifi-
cations :
(i)	To deactivate cylinders the adjusting nuts were backed
off exactly six turns.
(ii)	To activate the deactivated cylinders, the adjusting
nuts were tightened exactly six turns.
(iii)	These procedures each required about 15 minutes.
(iv)	If the required information is available, a
modification of the procedures used by ACDS Inc. at EPA may
be considerably quicker than the preceeding listed for
Chevrolet and Ford products. However, any error in
adjustment could mean reverting to the longer procedures
noted above.
ACDS Inc. did not specify who should perform the in-use activation and
deactivation of the cylinders. The ACDS Inc. statement in 16F(1)
might also be construed to mean that conversion back and forth (i.e. 8
cylinder to 4 cylinder and back to 8 cylinder operation) is readily

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performed by a reasonably handy vehicle operator. However, the
mechanical skills, tools, and time required to switch operating modes
would severely limit the number of operators who would be able to
activate/deactivate cylinders as driving needs changed.
»
(2) Hydraulic valve deactivation system
Since the information provided in the application gave no
guidance to the users of the hydraulic system, EPA requested
clarification "should it only be used in highway driving or does
its usage include city driving? -How are the control valves
activated." (See Attachment E.) ACDS Inc. replied that there
were "No restrictions on use. The control valves are activated
by the operator." (See Attachment F.)
(a)	ACDS Inc. also stated in their reply (Attachment F):
"As to control of these devices, we have leaned toward an
inexpensive type control, such as a switch convenient to the
operator; however, since the system is electric over
hydraulic, automatic control presents no problems beyond
current technology."
(b)	Since details of the control valve, switch, or automatic
control were not provided, EPA is unable to assess the suit-
ability of the control techniques for the hydraulic deactivation
system.
G. Device Maintenance:
In section 11 the Applicant stated "No maintenance is required. A
visual inspection, periodically is recommended - oil level, etc."
In the clarifying letter, Attachment F, the Applicant stated:
(a)	"Solid lifter settings - factory specifications."
(b)	"Hydraulic lifters - set to .002 clearance on deactivated
cylinders. Hydraulic lifters have not failed in any way with
this revised setting. We recommend a valve adjustment period
compatible with a solid lifter application. The reason we alter
this adjustment on hydraulic lifters is to prevent a rough
running condition on the deactivated to the activated mode
momentarily while the hydraulic lifter self adjusts to zero
clearance."
Note: Obtaining this clearance may require removal of the valve
cover on all vehicles with hydraulic lifters.
The Applicant's maintenance statements are judged to be true for the
mechanical system. Since a detailed description of the hydraulic
system was not provided, EPA cannot fully evaluate its maintenance
requirements. However, the requirement for minimal maintenance is
judged to be also likely for the hydraulic system.

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H.	Effects on Vehicle Emissions (non-regulated):
(1)	The data supplied by the Applicant (Attachments C-l thru C-7)
only pertains to fuel economy.
(2)	Non-regulated emissions were not assessed as part of this evalua-
tion, However, since the Device does not mechanically modify the
vehicle's emission control system, it appears reasonable to assume
that the Device would not significantly affect a vehicle's non-
regulated emissions.
I.	Effects on Vehicle Safety and Operation:
(1) Safety
(a)	The Applicant's statement in Section 13 apparently apply to
the hydraulic system. Insofar as this statement applies to the
immediate effect of a hydraulic system failure, the statement
appears to be true. The manual system would not experience a
similar failure mode.
(b)	During EPA's testing of the Device, several serious safety
problems were encountered.
(i)	During the road tests, braking problems were
encountered with the Xmpala. At times there was no braking
power assist when the vehicle was operated with 4 cylinders
deactivated. The source of this problem was the low
manifold vacuum available during most of the operation on 4
cylinders. Therefore, a repeated series of accelerations
and braking could reduce the power brake's vacuum reservior
supply to levels that are unable to provide power brake
assist. This could readily occur in heavy slow speed
traffic or when highway cruising is followed immediately by
a series of brake applications. This problem was further
aggravated when the air conditioning was on, since the air
conditioner caused the loss of an additional 2-4 inches of
vacuum. This braking problem was not encountered with the
other two vehicles, however, they were not driven in similar
heavy traffic conditions and it is, therefore, not known if
they too are susceptible to this braking problem.
(ii)	Although the vehicles accelerated much slower on 4
cylinders, once a cruise speed was achieved, the vehicles
decelerated slowly when the driver's foot was removed from
the accelerator. Therefore, there was negligible engine
braking.
(iii)	When converted to 4 cylinders, the vehicle's idle
speed (neutral) typically increased several hundred rpm.
However, as soon as the vehicle was placed in gear, idle
speed dropped below normal 8 cylinder idle (drive) speed and

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the vehicles had a tendency to stall, especially if the air
conditioner was on. Engine idle (drive) speeds were not
readjusted since such readjustment was not part of the ACDS
installation/operating procedures.
(iv) 0-55 mph acceleration times ranged from 20 to 27
seconds when the vehicles were operated on one half the
cylinders (8 cylinder 0-55 mph acceleration times were
between 10 and 13 seconds). At speeds above 30 mph, the
vehicle could not accelerate faster than 2 mph/sec with
cylinders deactivated. This may be unsafe for some driving
conditions. The hydraulic system, if controlled by the
driver, may alleviate this problem.
(c) The Applicant claims the device is applicable to all 4, 6,
and 8 cylinder pushrod engines. Acceleration capability was
marginal for the V-81 s tested. Many of the 4 and 6 cylinder
vehicles would not have sufficient power when half the cylinders
are deactivated.
Operation
(a)	When accelerating with only 4 cylinders operating, the
Impala's engine vacuum provided insufficient vacuum to the air
conditioner control system. This lack of vacuum caused the air
conditioner control system air valves to partially shut and thus
greatly reduced the cool air flow when accelerating. The two
Mercury's were not checked to see if a similar problem occurred.
(b)	When cranking the vehicles (4 cylinder operation) the
starter would momentarily stop due to the loads imposed by the 4
deactivated cylinders. This problem was more prevalent for warm
engines. A limited check indicated peak starting currents were
twice as high as normal. This indicates that there may be
starting problems for vehicles with weak batteries or starting
systems.

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^' Test Results Supplied by Applicant:
Applicant did not submit any test data per the Federal Test Procedure
however, the Applicant did submit test data per the Highway Fuel
Economy Test(^). The requirement for test data following these
procedures is stated in the Application Format EPA sends to potential
Applicants. The test data submitted by the Applicant are listed below
and evaluated.
(1) Two Highway Fuel Economy Tests (HFET) were performed on one
vehicle - one test on four cylinders (17.4 mpg), one test on
eight cylinders (11.8 mpg). Although this pair of tests showed a
large improvement in fuel economy when four cylinders were
deactivated, EPA noted the eight cylinder fuel economy results
were quite low and requested additional information (see
Attachment E) for the test vehicle.
(a)	ACDS Inc. stated:
"The vehicle was dyno-tuned at an outside tune-up
facility. The Highway Fuel Economy Test numbers for
the eight cylinder engine testing are compatible with
the history previous to any modification. We do not
have any rationale to explain this."
(b)	The similar 49 state vehicle; certified by EPA gave 13
mpg city and 17 mpg highway. The California vehicle gave 12
mpg city and 18 mpg highway. (1978 Gas Mileage Guide,
second edition, February 1978).
(1)	From EPA 511 Application Format:
Tests Results (Regulated Emissions and Fuel Economy):
Provide all test information which is available on 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 the High-
way Fuel Economy Data and 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 manu-
facturer's specifications) and modified forms (with device
installed).

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(c)	The vehicle's HFET CO emissions were quite high, 37.2
gm/mile, when operating on eight cylinders. This is very
high for the HFET test. A similar vehicle was certified at
less than 15.0 grams per mile for the FTP. A vehicle
meeting this standard, typically emits less than 0.2 grams
per mile for the HFET.
(d)	The relatively poor fuel economy and high CO emissions
for this vehicle (eight cylinder operation) suggest that
this was not a representative vehicle.
(2)	EPA noted that the Applicant had tested another vehicle (see
Attachment D) and therefore requested these test data on the
device.
(a)	ACDS Inc. replied (see Attachment F)
"The Cadillac referred to in the letter was a brand
new car. We understand that a car not broken in does
not constitute a reliable test. While the car did
show gains in the tests conducted on it, they were not
up to the standard of the gains that we had
experienced on a wide variety of road testing, both
city and highway. Under the above circumstances we do
not desire to submit test data."
(b).	As noted in note of 16J., EPA requires Applicant to
"provide all test information which is available on the
effects of the device on vehicle emissions and fuel
economy." The Applicant is not permitted to pick and choose
data for submission.
(c)	Therefore, the Applicant's reply is judged to be non-
responsive.
(3)	Seven test summaries were submitted with the application.
Some of these tests do show an improvement in fuel economy.
These represent relatively uncontrolled tests and therefore
cannot be used to quantify the improvement in fuel economy.
However, due to the relatively large percentage improvements in
fuel economy shown, these tests do suggest the ACDS device does
improve vehicle fuel economy. These results are discussed below:
(a)	Attachment C-l gives tests stock, 14.4 mpg; with ACDS,
21.6 mpg; and with ACDS and a turbocharger, 26.3 mpg. Test
distances are long enough to verify the improvements in fuel
economy. The data does show an improvement in fuel
economy. However, since testing occurred under uncontrolled
conditions (driving, terrain, weather, fuel, etc.), the
exact percentage improvement cannot be quantified.
(b)	Attachment C-2 shows ACDS fuel economy only. No
comparison baseline fuel economy is given.

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(c)	Attachment C-3 shows ACDS fuel economy only. No
comparison baseline fuel economy is given.
(d)	Attachment C-4 quotes a percentage improvement for a
Diesel. No data are given.
(e)	Attachment C-5 is data on Ford discussed in 16J(1).
(f)	Attachment C-6 is a letter summarizing a trip with the
ACDS. Apparently this is the same Ford discussed in 16J(1).
(g)	Attachment C-7 is test program on Ford discussed in
16J(1). Again relatively uncontrolled tests. Note testing
with 8 cylinders (8/23 to 8/25), 12.7 mpg; 4 cylinders (8/27
to 9/1), 13.3 mpg; and both 8 and 4 cylinders (9/1 to 9/3)
13.0 mpg are nearly identical. Certainly within the 1-2
gallon variation quoted for topping off the fuel tank.
(4) In their reply, Attachment F, ACDS states:
"Since testing the vehicles at AESI, we have come to realize
that due to the fact the tests were designed with the eight
cylinder engine and all of the performance curves were based
on the eight-cylinder power in relation to that particular
vehicle, we cannot possibly receive a fair test under these
conditions. We do not claim that the vehicle will perform
on half its cylinders in any given situation as well as it
does on full power. Our goal is to save fuel and we have
found that people will modify their driving habits to
accomplish this with the deactivated engine. We strongly
feel that a modified test curve should be designed around
the deactivated mode of the vehicle."
The FTP and HFET tests were not designed for large V-8
vehicles. Small displacement six and eight cylinder
vehicles were used in the development of the test
procedures. Fours, sixes, and eights are routinely tested
using these test procedures. Most of these vehicles are
able to follow the driving schedule.
The procedures cover vehicles unable to follow the driving
schedule.
K. Test Results Obtained by EPA:
The tests conducted by EPA are discussed in detail in Attachment
B, therefore a duplicate presentation is not provided.
17. Conclusions
A. The testing performed by EPA showed:

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-24-
(1)	The operation of a vehicle ori 4 cylinders through the use of
the ACDS hardware did cause a substantial increase in vehicle
emissions to levels exceeding the applicable 1979 standards (HC
1.5 gm/mi, CO 15.0 gm/mi, NOx 2.0 gm/mi). CO emissions were
typically increased several times to levels near or above the
standards. NOx emissions were typically twice the standard.
These emission increases violate the tampering provisions of the
Clean Air Act (see "G" below).
(2)	The operation of a vehicle on 4 cylinders through the use of
the ACDS hardware did improve vehicle fuel economy 5 to 16% for
the FTP and 3 to 20% for the HFET for those 8 cylinder vehicles
tested, but with the associated emission increases described in
(1) above.
(3)	The vehicles had poor driveability when using the ACDS to
operate on 4 cylinders.
(4)	Vehicle acceleration times were substantially increased when
the vehices were operated with 4 cylinders using ACDS. Accelera-
tion times were typically double the comparable times for 8
cylinder operation.
(5)	The operation of a vehicle on 4 cylinders caused a serious
loss of braking power assist under some driving conditions.
B.	Test data submitted by the Applicant did indicate the ACDS system
could significantly improve fuel economy. However, the data did not
quantify the amount of improvement.
C.	The Applicant did not clearly identify the device model/models to
be marketed and their design.
D.	The suitability of the ACDS system for engines with valve rocker
shafts is unknown. ACDS does claim to have developed hardware for
such engines.
E.	The suitability of the ACDS hydraulic cylinder deactivation system
is unknown since detailed information on this hardware was not
provided.
F.	Installation of the ACDS system would require the skills of a line
mechanic. Activation and deactivation of cylinders (manual system)
may require similar skills.
G.	Because EPA tests showed that use of this device, on the vehicles
tested caused emissions to exceed applicable standards, the
installation of this device by a person in the business of servicing,
repairing, selling, leasing, or trading motor vehicles, fleet
operators, or new car dealers will be considered a violation of
section 203(a)(3), the Federal prohibition against tampering with
emission control systems. That is, there is currently no reasonable
basis for believing that the installation or use of this device will

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..4...***<* tb<.u'r*^w	*»«»w»»''
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-26-
Attachment A
Attachment B
Attachments C-l thru C-7
Attachment D
Attachment E
Attachment F
Attachments G-l, G-2
Installation Instructions
Installation Manual
List of Attachments
Cylinder Deactivator System, Patent 4,169,449
(provided with 511 Application)
TEB Report EPA-AA-TEB-81-7, "Emissons and
Fuel Economy of the Automotive Cylinder
Deactivation System (ACDS)"
ACDS test data (provided with 511 Application)
AESI test results (provided with 511 Applica-
tion)
Copy of EPA October 31, 1979 letter
requesting clarification of information
submitted in 511 Application
Copy of ACDS November 27, 1979 letter from
Tom Rogers to Charles L. Gray responding to
EPA October 31, 1979 letter
ACDS sales literature (provided with 511
Application)
For GM V-8 Provided with 511 Application,
copy incorporated in Attachment B
For Chevrolets Provided with 511 Application,
copy incorporated in Attachment B
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United States Patent [19]
i
Brock, Jr.
-21-
[ii] 4,169,449
[45] Oct 2,1979
[54] CYLINDER DE-ACTIVATOR SYSTEM
[76] Inventor: Horace T. Brock, Jr., Box 238,
Ehrenberg, Ariz. 85334
[21]	Appl. No.: 848,937
[22]	Filed: Not. 7, 1977
[51]	Int. CI.J	F02D 13/06
[52]	U.S. a	 123/198 F; 123/90.43
[58] Field of Search	 123/198 F, 90.43, 90.46,
123/90.63, 90.12, 90.13
[56]	References Cited
U.S. PATENT DOCUMENTS
2,948,274 8/1960 Wood	 123/198 F
3,964,453	6/19.j Brown			 123/90.43
4,030.435	9/1977 Fuller, Jr. et al	 123/198 F
4,061,123	12/1977 Janes 		 123/198 F
4,064,861 12/1977
4,114.588 9/1978
Schulz	 123/198 F
Jordan			 123/198 F
Primary Examiner—Ira S. Lazarus
Attorney, Agent, or Firm—Charles <;. Logan, II
[57]
ABSTRACT
A cylinder de-activator system for an internal combus-
tion engine having a block, an engine head, a plurality
of engine cylinders in the block, intake and exhaust
valves for each engine cylinder spring-loaded to their
closed positions, a cam operated valve train operating
each of the valves with the valve train having a rocker
lever that is rockingly connected to a mounting stud
extending upwardly from the engine head, and hydrau-
lic means for varying the fulcj c n position on the
mounting studs about which the rc ;ker lever rocks.
6 Claims, 5 Drawing Hgurea
77777
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U.S. Patent Oct. 2,1979 sheet 1 of 2 4,169,449

/v$.3
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U.S. Patent Oct. 2, 1979	Sheet 2 of 2
4,169,449
/V4.Z
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4,169,449
1	2
the normal up and down reciprocal motion of the push
CYLINDER DE-ACTIVATOR SYSTEM	rod.
It is an additional object of the invention to provide a
BACKGROUND OF THE INVENTION	novel cylinder de-activator system using a hydraulic
The invention relates to a multi-cylinder intern il ' method of de-activating the valves, thereby attaining a
combustion engine and in particular, to means for man- cushion effect which causes less mechanical shock on
ing a selected number of the cylinders of the engine the the valve train than a strictly mechanical mecha-
inoperative whereby to cause the engine to operate on nism when reactivating the valve at high speeds,
less than all of its cylinders, and thusly change the oper- '
ating characteristics and fuel consumption of the engine 10	SUMMARY OF THE INVENTION
so that it will operate at a fraction of its power output Tjie cylinder de-activator system is to be utilized with
and at a corresponding reduction in fuel consumption an internal combustion engine having a block, an engine
whenever full power is not required.	head, a plurality of engine cylinders in the block, intake
In the past, several inventions have been developed and exhaust va,ves for cach cylinder s ring loaded to
for inactivating a selected number of cylinders of an their closed positions. and
a cam operated valve train
engine during different stages of its operation m ore,	^
to reduce fuel consumption. One such device is ilus- , . °
trated in U.S. Pat. No. 2.197,529. wherein the inventor hav,ln8 ,an apert"re ,n,113 ""^-section that allows the
utilizes two inlet manifolds. Certain of the cylinders are rocjker levf to be rockingly connected to a mounting
connected to one manifold and the others to the other 20 stud extending upwardly from the engine head. When
manifold. By arresting the flow of fuel into one of the the engine is in its normal operating condition, a nut
manifolds, while delivery is continued to the other man- threaded on the top of the mounting stud is tightened
ifold, half of the cylinders of the engine are de- down to its proper degree thereby setting the fulcrum of
activated, thus resulting in a conservation of fuel; for the rocker lever at its proper position to open the valves
instance, in an automobile that stops at frequent inter- 25 in response to the upward reciprocating motion of the
vals while permitting the engine to run idly while the push rod against one end of the rocker lever,
driver attends to some errands. The novel cylinder de-activator system is relatively
Another device for inactivating predetermined cylin- easy to install on the tape of internal combustion engine
ders of an internal combustion engine is illustrated in just described. First the nut is threaded off the top of the
U.S. Pat. No. 2,528,983. In this system, each of the 30 mou„tjng stud of each of the intake and exhaust valves
intake and exhaust valves have a plurality of cams with that are to ^ deactivated. This then frees the push rods
which each may be brought into contact Depending on ^ that th ^ removed t0 allow their ^tiam CTdl
which of these cams the bottom of the valve comes into . .	„r		, .
contact with, determines whether the valve will open or	nflHr. T^ru
not These cams are moved by shifting the camshaft 35 d^npt.on of the preferred embod.me^ that follow,
laterally to change the operation of the exhaust and !ater°n ,n the specification. After the modified push rod
vajves	has been reinserted into position, the remaining modifi-
A third system for ds-activating predetermined cylin- cations take place entirely above the rocker lever. A
ders of an internal combustion engine is illustrated in hydraulic assembly is attached to the top of the rocker
U.S. Pat. No. 2,948,274. In this device, the desired re- 40 lever above the mounting stud that allows the fulcrum
suits are effected by locking the valve lifter mechanism of the rocker lever to be changed by means of hydraulic
of the exhaust valve of each said selected cylinder out of pressure directed against the top of the rocker lever,
operation after the exhaust valve has been opened. Nor- The hydraulic assembly has a source of hydraulic fluid
mal operation is resumed by releasing the locked valve under pressure connected to it and also a means for
lifters.	45 releasing the hydraulic fluid pressure from within the
Numerous other attempts have been made to devise hydraulic assembly. The source of hydraulic fluid under
cylinder de-activator systems for internal combustion pressure may be the power steering pump of the auto-
engines but most have not been successfully received by mobile or an auxiliary pump. A pressure accumulator
the public.	may be utilized in the system to provide a source of
It is an object of the invention to provide a cylinder 50 hydraulic fluid under pressure at the time the automo
de-activator system that may be retrofitted to internal bi,e jne is sUrted thus eliminati a de, riod
combustion engines presently in operation on the high- that wou,d ^ norma, if jt were necessary to bu-ld up
wa^' , . . . . .	. .,	. pressure prior to activating any of the previously de-
It is also an object of the invention to provide a novel • ¦ » H vl" H	3
cylinder de-activator system that may be installed on a 55	ac'va e c" ,n ers; .
.... , . . • u u r	Control valves in the fluid circuits of the cylinder
typical internal combustion engine by changing as few	. .
parts as possible	de-activator system may be manually, mechanically, or
It is a further object of the invention to provide a electrically operated either by controls mounted under
novel cylinder de-activator system that can be adapted	f . "°°^ °' *he automobile or mounted on the dash
to a typical internal combustion engine by a do-it-your-	60 'nsi^e of the automobile. It is also possible to set up the
self mechanic.	system so that each individual cylinder may be de-
It is an additional object of the invention to provide a activated separately, or a bank of cylinders may be
novel cylinder de-activator system that can de-activate deactivated by a single set of controls.
any number of cylinders on a given engine by simply	DESCRIPTION OF THE DRAWINGS
stopping the air/fuel flow and exhaust gas flow in that 65
cylinder.	F'G. 1 is a front elevation view of the type of internal
It is an additional object of the invention to provide a combustion engine being modified with portions shown
novel cylinder de-activator system which immobilizes in cross section;
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4,169,449
FIG. 2 is a schematic illustration of the cylinder de-
activator system showing how it is attached to the ex-
haust and intake valve train;
FIG. 3 illustrates an alternative structure that may be
attached to the bottom of the push rods;	5
FIG. 4 schematically illustrates an alternative system
for de-activating the exhaust and intake valve trains;
and
FIG. 4a is an enlarged cross sectional view of the
push rod assembly utilized in the embodiment illus- 10
trated in FIG. 4.
DESCRIPTION OF THE PREFERRED
EMBODIMENT
The operation of the cylinder de-activator system for 15
an internal combustion engine can best be described by
referring to the drawings. In FIG. 1, a typical V-8 en-
gine of the type to which applicant's system can be
applied is illustrated. The engine is generally designated
numeral 10. It has a block 12 and a pair of engine heads 20
14. In the conventional cylinders 16 are pistons 18 on
connecting rods 20 coupled to a crankshaft 22. Valves
24 are operated through rocker levers 26 by push rods
28, which are actuated through valve lifters 30 by cam
shaft 32. Spark plugs 34 are located with their tips ex- 25
tending into the top of the cylinders 16.
The manner in which the above described internal
combustion engine is modified by applicant's invention
is clearly illustrated in FIG. 2. Extending upwardly
from the top of the engine head 14 is a mounting stud 36. 30
Rocker lever 26 has an aperture in its mid-section that
allows the rocker lever to be rockingly connected to the
mounting stud 36. One end of the rocker lever presses
against coil spring 38 that normally keeps the valve 24
closed. The other end of the rocker lever receives the 35
top of push rod 28. The engine normally would have a
nut screwed down on the top of mounting stud 36 that
is torqued to the proper amount to provide a fulcrum
for the rocker lever to rock about when push rod 28 is
pushed upwardly by the cam on cam shaft 32. This 40
action causes the rocker lever to compress coil spring
38 and in turn open valve 24. To this basic structure
applicant adds his cylinder de-activator system which
uses hydraulic means for varying the fulcrum position.
By raising the fulcrum position of the rocker lever on 45
the mounting stud a sufficient height, the operation of
the intake and exhaust valves 24 is inactivated.
The hydraulic means for varying the fulcrum position
of rocker lever 26 will now be described. A second
mounting stud is coupled at its lower end to the top of 50
mounting stud 36 by coupling 22. The top end of
mounting stud 40 is threaded into a threaded bore in
mounting plug 44 that closes the lower end of hydraulic
cylinder 50. A sleeve 46 surrounds the mounting stud 36
with its lower end in contact with the top of rocker 55
lever.26. In some instances a ball washer might be in-
serted between the bottom of sleeve 46 and rocker lever
26 or a similar type structure might be formed on the
bottom of sleeve 46. A plurality of force transfer pins 47
have their bottom surface supported by the wall thick- 60
ness of the top of sleeve 46 that forms a force transfer
surface and their upper ends pass through a plurality of
bores 48 in the mounting plug 44. These pins 47 move
freely in the bores. The height of the hydftiulic cylinder
above the sleeve 46 can be varied by screwfng the top 65
end of mounting stud 40 varying distances into the
threaded end of mounting plug 44. Lock nut 45 is used
to secure the mounting stud at its desired position.
The hydraulic cylinder SO is closed at its top by wall
surface 52 and it has a piston 54 reciprocally mounted
therein which forms a sealed chamber 56 between its
top surface 52 and the interior of the cylinder. An O-
ring 57 provide sealing contact between the piston and
the interior wa Is of the cylinder. An entrance tube 60
anil an exit tube 62 are connected to the sealed chamber
56. A pressure accumulator 64 is connected to entrance
tube 60 and has control valve 65. The pressure accumu-
lator 64 functions to maintain a source of hydraulic fluid
under pressure. It would have a hydraulic chamber 66
on one side of piston 68 and a nitrogen chamber 70 on its
other side. A gauge 72 could be attached to the end of
the pressure accumulator to give a reading on the pres-
sure within the nitrogen chamber.
The hydraulic fluid is supplied to the hydraulic cham-
ber under prejj ire through tube 74. It has a check valve
75 to allow the fluid to only pass in one direction. The
means for supplying the hydraulic fluid under pressure
is a pump 77 si ch as that for the power steering of the
automobile or an auxiliary gear pump could be utilized.
The hydraulic fluid under pressure leaves pump 77 and
passes through pressure regulator 79 on its way to the
pressure accumulator 64. The exit tube 62 is connected
to pump 77 and it has a control valve 80. The operation
for varying the height of the fulcrum of the rocker lever
26 is accomplished by directing fluid under pressure
into chamber 56 of the hydraulic cylinder 50. Tliis fluid
under pressure pushes against piston 54 causing it to
travel downwardly until it contacts the top of pins 47.
Continued travel of the piston 54 downwardly causes
sleeve 46 to travel axially downwardly along the
mounting stud 36 causing the fulcrum of the rocker
lever to travel downwardly also. When the sleeve has
traveled downwardly a pre-determined distance, the
upward travel of the push rod 28 will cause valve 24 to
be opened due to the rocker lever 26 rocking about its
fulcrum point. In order to de-activate the operation of
the valve, it is merely necessary to open control valve
80 which decreases the pressure within chamber 56 and
causes sleeve 46 to move upwardly and along with it the
fulcrum of the rocker lever.
When the operation of a valve has been de-activated,
the modifications that are made to the bottom of the
push rod 28 become operational. Shoulders 29 that have
been formed on the bottom of the push rod 28 provide
a stop against which collar 33 can rest The underside of
collar 33 receives the upper end of a light compression
spring 31 whose lower end is captured in retainer 34.
Spring retainer 34 is composed of a magnetized metal.
An insulator 35 separates spring retainer 34 from the
engine block. During normal operation of the valve
train, cam 32 is rotated clockwise causing hydraulic
lifter 30 to move from the position shown in FIG. 2 to
the dotted line indicated by letter x. When the top of
valve lifter 30 has traveled as high as level x, if the valve
train has been de-activated, spring retainer 34 will mag-
netically attract valve lifter 30, thereby taking it out of
contact with cam 32. The result is that push rod 28 will
not reciprocate up and down while the valve train is
deactivated and cam 32 will continue to rotate.
An alternative modification to the bottom of push rod
28	is illustrated in FIG. 3. In this embodiment, shoulders
29	have also been formed on the push rod for control-
ling the axial displacement of collar 33. The normal
socket 89 in valve lifter 30 is initially removed there-
from and fixedly attached to the bottom of adaptor 85.
The lower end of this unit is then reinserted into valve
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4,169,
w
lifter 30 and snap ring 83 positioned back in place.
Adaptor 85 has a snap ring 82 that captures collar 83
that has been welded or otherwise fuedly secured on
the lower end of push rod 23. A sleeve 87 provides a
guide for adaptor 85 and also provides a mounting 5
structure at its top to capture the bottom of light com-
pression spring 31 whose top is captured by collar 33.
When the valve train has been deactivated, the rotation
by cam 32 will cause valve lifter 30 to have its top
surface rise to the position of dotted line y. Since the
fulcrum of the rocker lever has been raised upwardly,
there will be no downwardly force exerted against push
rod 28 and valve lifter 30 will remain at its high point y.
This results in the immobility of push rod 28 while cam
32 still continues lo rotate.	15
An alternative system for de-activating the exhaust
and intake valve trains is illustrated in FIGS. 4 and 4a.
In this system, a diiterent push rod assembly would
have to be substituted for a normal push rod. This push
rod assembly is designated numeral 94 and it has an 20
upper push rod 90 and a lower push rod 91. The top of
upper push rod 90 is captured by the rocker lever 26.
Upper push rod 90 also has a bore 92 extending its
length and formed on the bottom of this member is a
piston 93. Piston 93 is matingly received in the piston
cylinder 95 that is formed at the top of lower push rod
91. Attached to the lower end of push rod 91 is a roller
cam follower 96 that maintains contact with cam 32.
The system illustrated in these figures does not re-
quired the changing of the fulcrum of the rocker lever
26. Instead, the valve train is deactivated by upper push
rod 90 and lower push rod 91, telescoping together a
short distance. This action occurs when release valve
100 is opened causing the fluid beneath piston 93 to -jj
drain out of cylinder 95. As this occurs, and while cam
32 causes lower push rod 91 to travel upwardly, when
it meets no resistance from fluid within the piston cylin-
der, there will be no force directed by upper push rod
90 against rocker lever 26 that is necessary to open the 4Q
exhaust or intake valve to which the rocker lever is
attached. When it is desired to activate the valve train,
it is merely necessary to release fluid under pressure
down through bore 92 past bail valve 102 that is held in
position by spring 98. At this time, release valve 100 45
would have been closed and as the pressure builds
within piston cylinder 95 upper push rod 90 will be
driven upwardly its required distance to bring back into
operation the valve train. O-rings 99 and 97 function to
seal off the fluid that has been pumped down into piston 50
cylinder 95. The fluid to be utilized in the control cir-
cuit could be the same as that illustrated in FIG. 2 with
inlet tube 60 being connected to bore 92 and exit tube 62
being connected to release valve 100.
What is claimed is:	$5
1. A cylinder de-activator system for an internal com-
bustion engine comprising:
a block and an engine head,
a plurality of engine cylinders in said block, intake
and exhaust valves for each engine cylinder spring 60
loaded to their closed positions^
a cam operated valve train operating each said valve,
said valve train comprising a rocker lever that has
an aperture in its midsection that allows the rocker
lever to be rockingly connected to a first mounting 63
stud extending upwardly from said engine head,
one end of said rocker lever presses against a coil
spring that normally keeps said valve closed and
449
6
the other end of said rocker lever receives the top
of a push rod,
hydraulic means for varying the fulcrum position on
said first mounting studs about which said rocker
lever rocks, said hydraulic means comprising
a tubular sleeve having said first mounting stud
extending upwardly within, the top of said tubu-
lar sleeve having a pressure force transfer sur-
face,
a hydraulic cylinder having integral lateral walls
that stretch continuously all the way from the
bottom of said hydraulic cylinder to its top, the
hydraulic cylinder has a top wall that closes that
end of the cylinder, a piston is reciprocally
mounted within said hydraulic cylinder and it
forms a sealed chamber between its top surface
and the interior of said hydraulic cylinder, the
hydraulic cylinder has a bottom wall that closes
that end of the cylinder, said bottom wall having .
a plurality of bores passing through it into which
a plurality of force transfer pins are inserted, the
. lower end of said pins are supported on the force
transfer surface of said tubular sleeve with the
top ends of said pins forming pressure contact
surfaces against which said piston is forced when
hydraulic fluid under pressure enters said sealed
chamber in the hydraulic cylinder to activate the
valve for re-activating that cylinder of the en-
gine.
a fluid pressure system having a source of hydrau-
lic fluid under pressure connected to the sealed
chamber in said hydraulic cylinder by at least
one tube and control valves in the fluid pressure
system to control the hydraulic force exerted
against the top of the piston in said hydraulic
cylinder.
2.	A cylinder de-activator system for an internal com-
bustion engine as recited in claim 1 wherein said hy-
draulic means for varying the fulcrum position of said
rocker lever further comprises adjustable means for
positioning said hydraulic cylinder a predetermined
height above said sleeve.
3.	A cylinder de-activator system for an internal com-
bustion engine as recited in claim 2 wherein said means
for positioning said hydraulic cylinder a predetermined
height above said sleeve comprises a second mounting
stud coupled at its lower end to the top of said first
mounting stud with its top end coupled to a mounting
plug that forms the bottom wall that closes the lower
end of said hydraulic cylinder.
4.	A cylinder de-activator system for an internal com-
bustion engine as recited in claim 3 wherein the top of
said second mounting stud is threaded into a threaded
bore in said mounting plug whereby the height of the
hydraulic cylinder above said sleeve can be adjusted.
5.	A cylinder de-activator system for an internal com-
bustion engine as recited in claim 1 further comprising
means on the lower end of said push rod for de-activat-
ing its reciprocating travel by taking it out of cam fol-
lower contact with its cam when the fulcrum position
on said First mounting stud is raised to its inoperative
height.
6.	A cylinder de-activator system for an internal com-
bustion engine as recited in claim 5 wherein said means
on the lower end of said push rod for de-activating its
reciprocating travel comprises a valve lifter attached to
the lower end of said push rod and magnetic means for
locking the bottom of said valve lifter out of cam fol-
lower contact with its cam.
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-33-
Attnchment B
EPA—AA-T EB-81-7
EMISSIONS AND FUEL ECONOMY OF THE
AUTOMOTIVE CYLINDER DEACTIVATOR SYSTEM (ACD3)
BY
EDWARD ANTHONY BARTH
October 1980
Test and Evaluation Branch
Emission Control Technology Division
Office of Mobile Source Air Pollution Control
Environmental Protection Agency
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-34-
Hackground
The Environmental Protection Agency, receives information about many
systems which appo.ar to oiter potential tor. emission reduction or fuel
economy improvement co;;ip:ired to conventional engines and vehicles. EPA's
Emission Control Technology Division is interested in evaluating all such
systems, because of the obvious benefits to the Nation from the identifi-
cation of systems that can reduce emissions, improve fuel economy, or
both. EPA invites developers of such systems to provide complete tech-
nical data on the system's principle of operation, together with avail-
able test data on the system. In those cases for which review by EPA
technical staff suggests that the data available shows promise, confir-
matory tests are run at the EPA Motor Vehicle Emission Laboratory at Ann
Arbor, Michigan. The results of all such test projects are set forth in
a series of Technology Assessment and Evaluation Reports, of which this
report is one.
The deactivation of one or more engine cylinders is a method that has
been proposed as offering potential for vehicle fuel economy improve-
ments. At low power output the throttle is nearly closed. This intro-
duces a "throttling loss", which is the energy the engine must expend to
draw the fuel-air mixture through the carburetor throttle opening. By
operating an engine on a reduced number of cylinders and operating these
at high power levels, the throttling losses are appreciably reduced. The
operating cylinders are therefore run at a high brake-mean-effective
pressure (BMEP) and therefore potentially more efficiently.
EPA received a request from Automotive Cylinder Deactivator System (ACDS)
to perform a 511 evaluation of their cylinder deactivator. Section 511
of the Motor Vehicle Information and Cost Savings Act (15 USC 2011)
requires EPA to evaluate fuel economy retrofit devices with regard to
both emissions and fuel economy, and to publish the results in the
Federal Register. Such an evaluation is based upon valid test data
submitted by the manufacturer and, if required, EPA testing.
Data submitted by ACDS showed appreciable fuel economy benefits for some
vehicles. Therefore EPA conducted a confirmatory test program on three
different test vehicles as part of the evaluation. This report details
the results of the confirmatory test program. However, this report is
not the full detailed evaluation of the device. That evaluation is
contained in the "Announcement of Fuel Economy Retrofit Device Evaluation
for the Automotive Cylinder Deactivator System (ACDS)".
ACDS is developing both manual and semi-automatic means of cylinder
deactivation. EPA agreed to test the vehicles only with one-half the
cylinders deactivated throughout the total, device installed, test
sequence. This would provide "worst case" emissions data, i.e. if emis-
sions were negatively impacted by the concept, this should be the worst
case. Utilization of the worst case would better permit an understanding
of the relationship between benefits and penalties attributable to the
concept.
EPA has also tested other cylinder deactivation systems. The Eaton
system was tested in a demonstration Cadillac provided by Eaton. The
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-35-
results of these tests are reported in TEB report 80-16 "Emissions and
Fuel Economy Tests of a vehicle equipped with the Eaton Valve Selector".
A prototype Cadillac was tested in a vehicle provided by the Cadillac
Motor Division of General Motors. The results of these tests are
reported in TEB report 80-14, "Emissions and Fuel Economy of a Cadillac
Prototype with Modulated Displacement Engine". Six years ago EPA also
tested a vehicle with 4 cylinders deactivated. The results of that test
are given in TAEB report 75-11, "Evaluation of the MSU 4 Cylinder Conver-
sion Technique for V-8 Engines."
The conclusion •. drawn from the EPA evaluation tests are necessarily of
limited applicability. A complete evaluation of the effectiveness of an
emission control system in achieving performance improvements on the many
different types of vehicles that are in actual use requires a much larger
sample of test vehicles than is economically feasible in the evaluation
test projects conducted by EPA. For promising systems it is necessary
that more extensive test programs be carried out.
The conclusions from the EPA evaluation test can be considered to be
quantitatively valid only for the specific test cars used; however, it is
reasonable to extrapolate the results from the EPA test to other types of
vehicles in a directional manner, i.e. to suggest that similar results
are likely to be achieved on other types of vehicles-
Summary of Findings
Overall the use of the ACDS to operate an 8 cylinder engine on 4
cylinders caused CO and NOx emissions to increase substantially, moderate
fuel economy increases, braking problems, and poor driveability.
HC emissions were relatively unaffected by ACDS 4 cylinder operation for
both the FTP and HFET.
Use of ACDS to operate the engines on 4 cylinders caused 100% to 200%
increases in FTP CO emissions to levels near or above the 1979 CO
emission standard of 15.0 gin/mi. HFET CO emissions were increased to
levels 20 to 100 times higher than baseline.
Use of ACDS to operate the engines on 4 cylinders caused FTP NOx
emissions to rise to levels twice the 1979 NOx standard of 2.0 gm/mi.
HFET NOx emissions were increased 9% to 55% by operation on less
cylinders.
Because EPA tests showed that use of this device, on the vehicles tested
caused emissions to exceed applicable standards, the installation of this
device by a person in the business of servicing, repairing, selling,
leasing, or trading motor vehicles, fleet operators, or new car dealers
will be considered a violation of section 203(a)(3), the Federal
prohibition against tampering with emission control systems. That is,
there is currently no reasonable basis for believing that the
installation or use of this device will not adversely affect emission
.performance. This determination does not preclude the use of the ACDS
device on a different vehicle or vehicles than those tested by EPA if
Federal Test Procedure tests performed on such vehicles clearly establish
that emission performance on such vehicles is not adversely affected.
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-36-
Many state laws prohibit the operation or registration for use on public
highways of a motor vehicle on which the emission control device has been
removed or rendered inoperative. EPA has concluded that this device will
render inoperative an element of design of the emission control devices
or systems of a motor vehicle on which it is installed. Therefore, the
installation or use of this device by individuals may be prohibited under
some state laws.
The operation of an 8 cylinder vehicle on 4 cylinders through the use of
the ACDS hardware did improve vehicle fuel economy 5 to 16% for the FTP
and 3 to 20% for the H?ET, but with the associated emission increase
described above.
The vehicles .had poor driveablity when using the ACDS to operate on 4
cylinders.
The use of a higher octane fuel, indolene, had only a minor effect on
vehicle emissions or fuel economy in the 4 cylinder mode. Driveability
with 4 cylinders, was slightly worse with commercial unleaded.
Vehicle acceleration times were substantially increased when the 8
cylinder vehicles were operated with 4 cylinders using ACDS. Accelera-
tion times were typically double the comparable times for 8 cylinder
operation.
The operation of an 8 cylinder vehicle on 4 cylinders caused a serious,
loss of braking power assist under some driving conditions.
Operation of an 8 cylinder vehicle on 4 cylinders caused a reduction in
the air conditioner airflow when accelerating.
No mechanical problems were encountered that were due to the ACDS hard-
ware. However, no assessment of the durability of the ACDS system was
made.
ACDS Description
The purpose of the ACDS is to deactivate one half of the engine
cylinders. "This is accomplished by releasing the fulcrum point of the
rocker arm, thereby allowing the intake and exhaust valves to stay closed
on the deactivated cylinders. The kit also provides means for attaching
the pushrod to the hydraulic lifter and furnishes a spring which holds
the pushrod and lifter assembly up and away from the camshaft while
deactivated".*
The cylinders to be deactivated are selected so that every other cylinder
in the firing order is deactivated. This leads to the front and rear
cylinders in one bank and the two center cylinders on the other bank
being selected for deactivation.
*ACDS product literature "Instruction Manual for Installation of Mechan-
ical ACD System on small and big block Chevrolet s", a copy of these
instructions is given in the Appendix.
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-37-
This selection of active and deactivated cylinders means that, on typical
carburetor induction systems, the 4 active cylinders are fed the fuel-air
mixture by one side of the carburetor and the 4 adjustable cylinders by
the other side. Therefore when cylinders' are deactivated, there is no
air flow thru one side of the carburetor. Also, because the exhaust
valves are closed on deactivated cylinders, there is no exhaust flow from
deactivated cylinders.
The ACDS kit consists of two star clips, a washer, a spring, a pushrod, a
wire clip and a rubber cup plug for each of the eight valves (4 intake
and 4 exhaust) deactivated. The pushrod is usually identical to the
stock pushrod. The wire clip is a slightly thicker and reshaped replace-
ment for the valve lifter wire clip.
Installation of the ACDS requires removal of the intake manifold and
valve covers. Ignition wires, hoses, fuel lines, and other engine hard-
ware, as appropriate, must be removed to allow access to the valve
lifters and rocker arm assemblies. The lifters are removed and the wire
clip is removed. The lifters are re-installed and connected to the ACDS
provided pushrod and spring assembly with the ACDS star clip and wire
clip.
IE 2i-
REPLACEMENT
"CLIP
ACD CLIP
BIO 8 LOCK
CHEVBOUT
exoar no?
ANOSPniMO
LOCATION
TYPICAL
fiPRINQ ANO
LOCATION
TYPICAL
BIG BLOCK
CHEVROLET
L0N3 ROD
AMD SPatNQ
LOCATION
CHEVROLET
PUQM ROD
SMALL
BIQCX
«|PLACIMt»T
cu* ^
ACS CUP"
Figure 1
ACDS Hardware
ACOSPRINQ
NCW wmi CLIP
	ACDCUP
ACO PVSHBOO
POCKCA ARM
(N5TALLI0 PV*HPt>0 !
WfTMACOCUP :
. ANOWinfCUP
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-38-
During installation, 1-1/8 inch holes are drilled in the valve covers.
These holes allow a socket wrench access to the rocker arm adjustment
nut. This readily permits manual conversion of the engine back and forth
between 4 cylinder and 8 cylinder modes. Rubber cup plugs are provided
to cap these holes.
No vehicle engine adjustments are required unless specific problems are
encountered.
Test Vehicle Description
Two of the test vehicles used in this study were selected on the basis of
their being typical full sized, late model vehicles with large displace-
ment V-8 engines. A third vehicle, a Capri, was selected to represent a
current vehicle with a relatively larger power to weight ratio. These
vehicles were obtained from automobile rental firms.
The three test vehicles used in this study were:
A 1979 Chevrolet Impala equipped with a 5.7 liter V-8 engine,
automatic transmission and air conditioning. This vehicle used EGR ana
an oxidation catalyst for emission control.
A 1979 Mercury Capri equipped with a 5.0 liter V-8 engine, auto-
matic transmission, and air conditioning. This vehicle used an air pump,
EGR, and an oxidation catalyst for emission control.
A 1979 Mercury Cougar equipped with a 5.0 liter V-8 engine, auto-
matic transmission and air conditioning. This vehicle used an air pump,
EGR, and an oxidation catalyst for emission control.
A complete description of these vehicles is given in the test vehicle
description in the Appendix.
Test Vehicle Inspection, Servicing, and Repair
Prior to baseline testing, each vehicle was given a specification check
and inspection. The ignition timing, idle speed, and fast idle speed
were checked for agreement with the manufacturer's specifications given
on the Vehicle Emission Control Information label affixed to the engine
compartment and adjusted if required. The vehicles were inspected for
engine vacuum leaks, proper connection of vacuum hoses, functioning PCV
valve, oil and water levels, and general condition of engine compartment.
The vehicles were also checked with an automotive diagnostic computer.
The tests performed were:
(1)	Cranking - checks battery, starter draw, cranking speed,
dynamic distributor resistance, dwell, and relative cylinder
compression.
(2)	Alternator - checks alternator power output at 2500 rpra.
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-39-
(3)	Idle - checks rpm, dwell, HC and CO emissions, initial
timing, PCV, and manifold vacuum.
(4)	Low cruise - che
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-40-
increase the engine's octane, requirement. Because the EPA test fuel
(indoleue) typically ha; a higher octane rating than commercial fuel, in
the 4 cylinder mode tne vehicles were tested with both indolene and
commercial unleaded.
Additional tests were conducted as an evaluation tool. These conaisted
of steady state emission tests, acceleration tests, ana road evaluations.
EPA supplied all three test vehicles. The Impala and Cougar were
modified by ACDS personnel. The Capri was modified by EPA. Each initial
conversion took several hours. Most of the. installation time was
required for removing ;nd replacing engine components and gaskets. EPA
did not modify the val-ze covers but removed them each time a change in
the number of active cylinders was required.
Test Results
The ob]ective of this test program was to evaluate the potential fuel
economy benefits of an aftermarket cylinder deactivation system and to
determine its effects on vehicle emissions. The test results are
summarized in the tables and figures in the following paragraphs. More
detailed tabulations of the data are given in the Appendix.
1. Federal Test Procedure (FTP) Results
Overall the operation of the vehicles on 4 cylinders caused CO and NOx
emissions to increase dramatically. HC emissions were not changed
substantially. In 4 cylinder mode, the vehicles failed to meet the 1979
emission standards of 1.5 gm/mi HC, 15 gm/mi CO, and 2.0 gm/mi NOx. Fuel
economy increased 5 to 16%. Vehicle driveability was poor in some
cases. The results are tabulated in Table I below. All results are the
average of two tests unless noted otherwise.
TABLE I
AUTOMOTIVE CYLINDER DEACTIVATION SYSTEM - ACDS
AVERAGE FTP MASS EMISSIONS
grams per mile
TEST CONDITION	HC	CO	C0£	NOx	MPG
CHEVROLET IMPALA
"~8 cylinder baseline	.52	4.03	548	1.50	15.9
8 cylinder w/ACDS(3 tests)	.90	10.13	529	1.54	16.2
4 cylinder w/ACDS	.71	18.77	440	4.06	18.8
4 cylinder w/ACDS	.79 22.36 440 4.04 18.5
commercial unleaded
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-41-
MERCURY CArRT
8
cylinder baseline (3 tests)
•
CO
3.11
507
1.31
17.2
8
cylinder w/ACDS (3 tests)
.84
4.. 01
503
1.42
17.3
4
cylinder w/ACDS
.68
7.75
455
4.33
18.8
4
cylinder w/ACDS
commercial unleaded
MERCURY COUGAR
.89
16.41
460
4.13
18.1
8
cylinder baseline
.62
3.42
561
2.41
15.6
8
cylinder w/ACDS
.69
4.47
551
2.33
15.8
4
cylinder w/ACDS
.72
11.27
500
4.57
17.0
4
cylinder w/ACDS
commercial unleaded
.69
12.44
504
4.86
16.9
BASELINE (Stock) Tests





The purpose of the baseline tests was to insure before testing began, that
all of these 1979 vehicles were representative and all of these 1979 vehicles
met the 1979 emission standard. The Itnpala's and Capri's emission levels met
the standard and were comparable to the certification tests. (See comparison
to the certification vehicles and Table III).
The Cougar's NOx emissions were appreciably above the standard. This infor-
mation was not available until after the vehicle had been modified. The
Cougar's emission control system was functionally checked. A new EGR valve
was installed, however the vehicle's emissions remained unchanged. Since
several replacement vehicles were unacceptable, and this Cougar was modified,
it was tested even though the baseline FTP NOx emissions were above the NOx
standard.
In stock configuration, all vehicles had acceptable driveability.
FTP - 8 CYLINDER WITH ACDS MODIFICATION (NONFUNCTIONAL)
The purpose of this series of tests was to establish a reference and to
insure that vehicle emissions and fuel economy had not been inadvertently
changed because of the disassembly and reassembly operations required for
installation of the ACDS hardware. Except for the Impala's CO emissions
being doubled, . none of the vehicles' emissions or fuel economy had shifted
appreciably.
The Impala's CO emissions changed from 4.03 gm/mi to 10.13 gm/mi. The
Cougar's CO emissions tended to increase slightly. The exact cause for these
changes was not determined. Since the vehicle's emissions were still
acceptable (met the standard and similar to the certification levels),
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-42-
testing was continued without additional adjustment of these vehicles.
The Capr\'s and Cougar's emissions and fuel economy were essentially
unchanged.
With 8 cylinders operating and ACDS installed, but nonfunctional, drive-
ability remained acceptable.
FTP - 4 CYLINDER WITH ACDS MODIFICATION - INDOLENE FUEL
The vehicles were converted to 4 cylinder operation by deactivating 4
cylinders. This was done by releasing the rocker arm fulcrum nut thus
permittirg the ACDS hardware to pull the intake 'and exhaust lifters off
the camshaft. As noted before, this caused CO and NOx emission
penalties, fuel economy benefits, and driveability problems.
The Impala's HC emissions were decreased 21%. CO emissions doubled to
18.77 gm/mi, a level 25% above the CO emission standard. NOx emissions
increased by 160% to 4^06 gm/mi, double the allowable standard. Fuel
economy increased 16%. Driveability was acceptable.
The Capri's HC emissions were decreased 19%. CO emissions doubled to
7.75 gm/mi. NOx emissions tripled to 4.38 gm/mi, over double the allow-
able standard. Fuel economy increased 9%. Driveability was fair. There
were numerous transmission shifts. The vehicle had insufficient power to
follow the driving schedule during hard acceleration.
The Cougar's HC emissions were not significantly affected. CO emission
tripled to 11.27 gm/mi. NOx doubled to 4.57 gm/mi, over double the
allowable standard. Fuel economy increased 8%. Driveability was
marginal. There were numerous transmission downshifts and upshifts. The
vehicle had insufficient power to follow the driving schedule during hard
accelerations.
FTP - 4 CYLINDER WITH ACDS MODIFICATION - COMMERCIAL UNLEADED
As previously noted, EPA's indolene unleaded test fuel typically has a,
higher octane rating than commercial unleaded gasoline. Since the test
vehicles would probably be more octane sensitive in 4 cylinder mode than
8 cylinder mode, the 4 cylinder tests were repeated using a commercial
unleaded gasoline. The octane ratings of these fuels were:
Indolene unleaded	Commercial unleaded
"Motor Octane Number	88.65	82.57
Research Octane Number	97.45	91.55
M+R (combined)	93.05	87.06
2
The combined number is the value typically posted on the service station
pumps.
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-43-
When tested with commercial unleaded gasoline, all three vehicle's emissions
and fuel economy followed trends noted previously for indolene. However,
there was additional driveability deterioration, especially detonation.
Compared to the 8 cylinder configuration, in 4 cylinder operation, the
Impala's KC emissions decreased 13%, but CO.emissions further increased to
22.36 gm/mi. NOx emissions were again increased 160% to 4.04 gm/mi. Fuel
economy again increased 14%. Driveability was poor. There was considerable
hesitation and detonation on accelerations.
Compared to the 8 cylinder configuration, in 4 cylinder operation the Capri's
CO emissions, NOx emissions, and fuel economy followed the same trend noted
previously for indolene. HC emissions increased 6%, CO emissions increased
by a factor of 5 to 16.41 gm/mi, a level that exceeds the CO emission
standard. NOx emissions tripled to 4.13 gm/mi, over double the allowable
standard. Fuel economy increased 5%. Driveability was fair. There were
numerous transmission shifts. The vehicle lacked power for hard accelera-
tions. There was minor detonation on most accelerations.
Compared to the 8 cylinder configuration, in 4 Cylinder operations, the
Cougar's emissions and fuel economy followed the same trends noted previously
for indolene. HC emissions were unchanged. CO emissions tripled to 12.44
gm/mi. NOx doubled to 4.85 gm/mi. Fuel economy increased 7%. Driveability
was again marginal. There were numerous transmission downshifts and up-
shifts. The vehicle had insufficient power to follow the driving schedule
during most accelerations. The engine had a tendency to "diesel" when shut-
off.
2. Highway Fuel Economy Test (HFET) Results
Overall the operation of the vehicles on 4 cylinders caused CO and NOx
emissions to increase substantially. HC emissions were relatively
unchanged. Fuel economy increased 3 to 20%. Vehicle driveability was
adversely affected in some cases. These results are Tabulated in Table
II below. All results are for two tests unless otherwise noted.
TABLE II
Automotive Cylinder Deactivation System - ACDS
Average HFET Mass Emission
grams per mile
TEST CONDITION	HC CO C02 NOx MPG
CHEVROLET IMPALA
8
cylinder
baseline
.12
.14
383
1.46
23.1
8
cylinder
w/ACDS (3 tests)
.10
.16
375
1.37
23.7
4
cylinder
w/ACDS
.20
5.48
303
1.78
28.4
4
cylinder
w/ACDS
.40
16.12
289
1.92
28.1
commercial unleaded
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-44-
MERCURY CAPRI
8
cylinder
baseline (3 tests)
.24
.07
374
1.31
23.7
8
cylinder
w/ACDS (3 tests)
.22
.11
373
1.37
23.8
4
cylinder
w/ACDS
.13
1.47
351
2.12
25.1
4
cylinder
w/ACDS
.13
4.41
353
2.08
24.6
commercial unleaded
MERCURY COUGAR
8 cylinder baseline
8 cylinder w/ACDS
4 cylinder w/ACDS
4 cylinder w/ACDS
commercial unleaded
HFET BASELINE (STOCK) TESTS
The purpose of these tests was to insure the vehicles' HFET fuel economy
were representative. The three vehicles' HFET fuel economy were reason-
ably comparable to the certification tests. (See comparison to the
certification fuel economy vehicles and Table III). The vehicles' emis-
sions and fuel economy were acceptable. Driveability was acceptable.
HFET - 8 CYLINDER WITH ACDS MODIFICATION
The purpose of this group of tests was to establish a reference and to
insure the vehicles' emissions and fuel economy had not inadvertently
changed during the inital ACDS installation. The emissions and fuel
economy of all three vehicles had not significantly changed during
modification. Driveability remained acceptable.
HFET ~ 4 CYLINDER WITH ACDS MODIFICATION - INDOLENE FUEL
The Impala's emissions and fuel economy increased. HC emission doubled
to .20 gm/mi. CO increased substantially to 5.48 gm/mi. NOx increased
by 30% to 1.78 gm/mi. Fuel economy increased 20% to 28.4 mpg. Drive-
ability was acceptable.
The Capri showed similar emissions and fuel economy trends. HC decreased
by one third. CO increased substantially to 1.47 gm/mi. NOx increased
by 50% to 2.12 gm/mi. Fuel economy increased 5% to 25.1 mpg. However,
the Capri's driveability was fair. There were numerous tranmission
shifts and insufficient power to accelerate.
The Cougar also followed these emissions and fuel economy trends. HC
remained unchanged. CO increased substantially to 4.30 gm/mi. NOx
tended to increase slightly. Fuel economy showed a 9% increase. Drive-
.17	.31	403
.18	.56	400
.16	4.30	363
.12	3.33	363
2.54	22.9
2.42	22.1
2.64	24.0
2.67	24.1
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ability was marginal. There, was insufficient' power for acceleration and
the transmission shitted more frequently than normal.
HFET ~ 4 CYLINDER WITH ACDS MODIFICATION - COMMERCIAL UNLEADED GASOLINE
All three vehicles followed the trends previously noted in 4 cylinder
operation. However, as with the FTP, there was again an additional loss
in driveability when a commercially available fuel was used.
Compared to the 8 cylinder configuration, the Itnpala's HC emissions
quadrupled. CO emissions rose to 16.12 gm/mi,. three times greater than
the tests using indolene and 100 times greater than'the baseline. NOx
emissions increased 40% to 1.92 gm/mi. Fuel economy again increased
19%. Driveability was very marginal. There was hesitation and consider-
able detonation on acceleration.
Compared to the 8 cylinder configuration the Capri's emissions followed
the same trends noted previously for Indolene. HC was decreased one
third. CO increased substantially to 4.41 gm/mi. Fuel economy again
increased 3% to 24.6 mpg. Driveability was fair. There were numerous
transmission shifts and insufficient power to accelerate.
Compared to the 8 cylinder configuration, the Cougar's emissions and fuel
economy followed the trends noted for indolene. Namely HC was decreased
by one third and there was a substantial increase in CO emissions to 3.33
gm/mi. NOx tended to increase slightly and fuel economy increased 9%.
Driveability was again conditionally acceptable.
3. COMPARISON OF TEST VEHICLES TO CERTIFICATION VEHICLES
For comparison, the emission and fuel economy results for comparable	1979
vehicles are given in the tables below. These vehicles had the	same
displacement engine, same engine emission family, and same inertia	test
weight as the comparable test vehicle.
TABLE III
1979 CERTIFICATION VEHICLES
Typical FTP Mass Emissions
grams per mile
Fuel Economy
FTP	HFET
Vehicle
HC
CO
NOx
MPG
MPG
1979 Chevrolet Impala

8.1
1.6
15.0
19.0
1979 Mercury Capri
.63
6.9
1.3
16.7
23.0
1979 Mercury Cougar
.49
6.9
1.7
14.7
20.2
These emission values include the appropriate deterioration factor for each
emission family. The most notable deviations of the three test vehicles
from the above certification results were:
1) The Capri's and Cougar's FTP CO emissions (stock) were about
half the comparable certification value.
-------
-46-
2)	The Mercury Cougar's FTP NOx emissions (stock) were above the
standard and approximately 1.0 gm/milc above its certification
levels.
3)	All three test vehicles FTP fuel economy (stock) were approxi-
mately one mpg higher than the comparable certification vehicle.
4)	All three test vehicles HFET fuel economy (stock) were one to
two mpg higher than the comparable certification vehicle.
Therefore, except for the Cougar's previously noted high NOx levels, the
vehicles were accepted as being representative of their make and model year.
4. COMBINED FUEL ECONOMY
A vehicles' combined Fuel Economy is calculated by using its weighted FTP
and HFET fuel economy. The weighting is 55% FTP and 45% HFET. These values
are harmonically averaged using the formula:
combined fuel economy = l/(.j)5 + .45) mpg
FTP HFET
The results for these test vehicles are:
Combined Fuel Economy
(indolene test fuel)
8 cylinder	4 cylinder w/ACDS	percent change
Chevrolet Impala	18.9	22.2	17.4%
Mercury Capri	19.7	21.2	7.8%
Mercury Cougar	18.1	19.6	7.9%
5. STEADY STATE TESTS
The largest net increases and largest percentage increases in fuel economy
occurred in the steady state test on all vehicles. HC and CO emissions were
relatively unaffected by operation of the vehicles with only 4 active
cylinders. The Impala's NOx emissions were also unaffected. However both the
Capri and Cougar had large increases in NOx emissions. Best fuel economy for
all vehicles was achieved at speeds between 25 and 35 mph. The steady state
test results are tabulated in Tables XII, thru XIV in the Appendix. The fuel
economy results are also plotted in Figure 3.
The vehicles were also tested for steady state fuel economy on the road
tests. The results of these tests are given in Tables XI, XII, and XIII in
the Appendix. In general, there was good agreement between the steady state
road test and chassis dynamometer test fuel economies. The most noticeable
difference was for the Impala at 25 mph. Apparently the vehicle's
transmission had not shifted into high gear when tested on the dynamometer.
-------
5TEROY 5TRTE FUEL ECDMOMY
S CYL I NDER FIND W 1 TH H CYL ! NOETRS DETRCT I VFHTETO
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Figure 3 8 cylinder and 4 cylinder (ACDS) fuel economy - dynamometer
VETH I CL.ET SHETETD < MPH >
-------
-48-
6. ACCELERATION TESTS
At the conclusion o£ Che emission tests, acceleration terts were performed on
the vehicles' using a chassis dynamometer. To minimize tire slippage, the
chassis dynamometer's front and rear rolls were coupled together for these
tests. The vehicles' speed versus time acceleration characteristics were
recorded on a calibrated strip chart recorder. The results are summarized
below in Table IVa. Complete results are given in the Appendix.
Table IVa
Average Acceleration Times on the Dynamometer
seconds
1979 Chevrolet Impala
8 cylinder	ACDS (4 cylinder)
Speed	commercial unleaded	indolene unleaded
0-20 -	3.1	5.5
0-30	4.5	8.8
0-40	6.1	12.3
0-50	8.3	17.1
0-60	11.2	23.7
1979 Mercury Capri
8 cylinder	ACDS (4 cylinder)
Speed	commercial unleaded	indolene unleaded
0-20	3.8	6.3
0-30	5.6	9.8
0-40	7.8	14.4
0-50	10.3	21.5
0-60	14.1	29.4
1979 Mercury Cougar
8 cylinder	ACDS (4 cylinder)
Speed indolene unleaded	indolene	unleaded commercial unleaded
0-20 3.0	7.0	6.6
0-30 5.0	11.1	10.8
0-40 7.3	16.1	15.6
0-50 10.0	23.0	22.6
0-60 13.9	—	33.4
-------
-49-
During the steady state fuel economy road testing, the vehicles' acceleration
capability was also tested. The vehicles' speed versus time characteristics
were taken by the use of a stopwatch and the vehicles' speedometer. This was
considerably less precise than the preceding dynamometer tests. The test
results are summarized in Table IVb below. Complete results are given in the
Appendix.
Table IVb
AVERAGE ACCELERATION TIMES ON THE ROAD
seconds
1979 Chevrolet Impala	Not Tested
1979 Mercury Capri
8 cylinder	ACDS (4 cylinder)
Speed	indolene unleaded
0-20	Not 6.2
0-30	Tested 9.9
0-40	13.8
0-50	20.7
1979 Mercury Cougar
8 cylinder	ACDS (4 cylinder)
Speed
0-20	— 7.2
0-30	4.8 11.4
0-40	7.2 16.5
0-50	9.5 23.7
Acceleration times were substantially increased by operation of the engine on
only 4 cylinders. Acceleration times were only slightly affected by the type
of fuel used. Acceleration times for the dynamometer and road tests were
similar.
7. SAFETY
During the road tests, braking problems were encountered with the Impala. At
times there was no braking power assist when the vehicle was operated with 4
cylinders deactivated. The source of this problem was the low manifold
vacuum available during most of the operation on 4 cylinders. Therefore a
repeated series of accelerations and braking could reduce the power brake's
vacuum reservoir vacuum to levels that are unable to provide power brake
assist. This could readily occur in heavy slow speed traffic or when highway
cruising is followed immediately by a series of brake applications. This
problem was further aggravated when the air conditioning was on, since the
air conditioner caused the loss of an additional 2-4 inches of vacuum.
-------
-50-
A braking problem was not encountered with the other two vehicles. However,
they were not driven in similar heavy trrffic conditions and it is, there-
fore, not known it they too are susceptible to this braking problem.
8. OTHER
When accelerating with only 4 cylinders operating, the Impala's engine vacuum
provided insufficient vacuum to the air conditioner control system. This
lack of vacuum caused the air conditioner air valves to partially shut .and
thus greatly reduced the cool air flow when accelerating. The two Mercury's
were not checked to see if a similar problem occurred.
When converted to 4 cylinders, the vehice's idle speed (neutral) typically
increased several hundred rpm. However, as soon as the vehicle was placed in
gear, idle speed dropped below normal idle (drive) speed and the vehicles had
a tendency to stall, especially if the air conditioner was on. (The idle
speed was not adjusted since readjustment of idle speed was not given in the
ACDS instructions).
When cranking the vehicles (4 cylinder operation) the starter would
momentarily stop due to the loads imposed by the 4 deactivated cylinders.
This problem was more prevalent for warm engi-nes. A limited check indicated
peak starting currents were twice as high as normal. This indicates that
there may be starting problems for vehicles with weak batteries or starting
systems.
Although the vehicles accelerated much slower on 4 cylinders, once a cruise
speed was achieved, the vehicles decelerated slowly when the driver's foot
was removed from the accelerator. Therefore, there was negligible engine
braking.
-------
-51-
Appendix
TEST VEHICLE DESCRIPTION
Chassis model year/make-1979 Chevrolet Impala
Vehicle I.D. 1L47L9S115799
Engine
type		Otto Spark, V-8, OHV
bore x stroke			4,00 x 3.48 in/101.6 x 88.4 mm
displacement			350 CID/5.7 liter
compression ratio			8.3:1 ¦
maximum powar @ rpm 					170 hp/ 126 kW
fuel metering...		4 venturi carburetor
fuel requirement				unleaded, tested with indolene
HO unleaded, and a commercial unleaded
Drive Train
transmission type 				3 speed automatic
final drive ratio 				2.41
Chassis
type 		2 door sedan
tire weight			FR 78 x 15
curb weight 				3840 lb/1742 kg
inertia weight 				4000 lb.
passenger capacity		6
Emission Control System
basic type	
Vehicle odometer mileage...,
EGR
Oxidation Catalyst
17050 miles at start of
test program.
-------
-52-
TliST VEHICLE DESCRIPTION
Chassis model year/make-1 b7(j Mercury Capri
Vehicle I.D. 9F16K638851
Engine
type 	 Otto spark, V-8, OH'
bore x stroke 	 4.00 x 3.00 in./lOl
displacement 	 302 C1D/5.0 liter
compression ratio 	 8.4:1
maximum power @ rpm 	 135/101 kW,
fuel metering 	 2 venturi carbureto
fuel requirement 	 unleaded, tested wi
indolene HO unleade
and a commercial un
Drive Train
transmission type 		 3 speed automatic
final drive ratio 	 2.47
Chassis
type 					2 door sedan
tire size 		CR 78 x 14
inertia weight 		3500 lbs.
passenger capacity 		4
Emission Control System
basic type 	 Air Pump
EGR
Oxidation catalyst
Vehicle odometer mileage
13,800 miles at si
program.
-------
-53-
TEST VEHICLE
Chassis model year/make
Vehicle I.D.
DESCRIPTION
- 1979 Mercury Cougar
9R93F692442
Engine
type 	 Otto spark, V-8 OHV
bore x stroke 	 4.00 x 3.00 in/101.6 x 76.2 mm
displacement 		 302 CID/5.0 liter
compression ratio 	 8.4:1
maximum power @ rpm	135 hp/101 kVII
fuel metering 	 2 venturi carburetor
fuel requirement	 unleaded, tested with indolene
HO unleaded and a commercial
unleaded
Drive Train
tranmission type	 3 speed automatic
final drive ratio 	 2.75
Chassis
type		2 door sedan
tire size		GR 78x 15
inertia weight		4500 lb
passenger capacity		6
Emission Control System
basic type	 Air Pump
EGR
Oxidation catalyst
Vehicle odometer mileage	 16,850 miles at start of test
program
-------
-54-
TABLE V
AUTOMOTIVE DEACTIVATOR SYSTEM (ACDS) TEST
ON 1979 CHEVROLET IMPALA
FTP Mass Emissions.
grams per mile
Test No.	HC	CO	C02	NOx	MPG
8 Cylinder stock
80-1805	.52	3.88	555	.1.47	15.8
80-1807	.52	4.18	541	1.53	16.1
8 cylinder w/ACDS
80-1938	.84	9.08	530	1.46	16.2
80-1975	.83	9.54	529	1.49	16.2
80-2455	1.03	11.77	527	1.67	16.2
4 Cylinder w/ACDS
80-1829	.66	15.91	436"	4.20	19.2
80-1833	.76	21.63	443	3.91	18.5
4 Cylinder w/ACDS	Commercial	unleaded
80-1835	.85	23.88	439	4.08	18.5
80-1912	.73	20.84	441	3.99	18.6
-------
-55-
TABLE VI
AUTOMOTIVE DEACTIVATOR SYSTEM (ACDS )TEST
on MERCURY CAPRI
FTP Mass Emissions
grams per mile
Test No.

HC
CO
C02
N0X
MPG

8 cylinder stock





80-2016

.77
3.33
508
1.27
17.2
80-2020

.78
2.67
• 505
1.31
17.3
80-2151

.78
3.34
509
1.34
17.2

8 cylinder w/ACDS





80-2133

.79
3.45
501
1.44
17.4
80-2135

.80
3.62
502
1.51
17.4
80-3089

.92
4.97
507
1.32
17.1

4 cylinder w/ACDS





80-2421

.67
7.45
459
4.38
18.8
80-2423

.69
8.04
.458
4.39
18.8

4 cylinder w/ACDS
Commercial unleaded


80-2417

1.00
20.79
467
4.16
17.6
80-2419

.77
12.02
453
4.10
18.7
-------
TABLEAU
AUTOMOTIVE DEACTIVATOR SYSTEM (ACDS) TEST
on MERCURY COUGAR
FTP Mass Emissions
grains per mile
Tcr.t No.	HC	CO	CO?	NOx	MPG
8 Cylinder stock
80-1724	.61	2.95	562	2.51	15.6
SO-1726	.62	3.88	560	2.31	15.6
8 Cylinder w/ACDS
80-1743	.62	3.60	548	2.47	16.0
80-2457	.75	5.33	554	2.18	15.7
4 Cylinder w/ACDS
80-1744	.73 12.33 499 4.73	17.0
80-1748	.71 10.20 501 4.41	17.1
4 Cylinder v/ACDS Commercial unleaded
80-2219
80-2221
.73 12.88 500
.64 12.00 507
4.89
4.82
17.0
16.8
-------
-5 7-
TABLE VIII
AUTOMOTIVE DEACTIVATOR SYSTEM (ACDS) TEST
on 1979 CHEVROLET IMP ALA
HFET Emissions
grams per mile
Test No.

HC
CO
C02
NOx
MPG

8 Cylinder stock





80-1806

.11
.18
387
1.48
22.9
80-1808

.12
.10
379
1.43
23.4

8 Cylinder after ACDS modification



80-1937

.10
.01
360
1.23
24.6
80-1976

.10
.02
371
1.42
23.9
80-2456

.11
.44
394
1.46
22.5

4 Cylinder w/ACDS





80-1830

.19
4.88
302
1.84
28.6
80-1834

.21
6.08
304
1.72
28.2

4 Cylinder w/ACDS
•
Commercial unleaded


80-1836

.47
19.32
283
1.86
28.2
80-1913

.33
12.92
294
1.98
28.1
-------
-58-
TABLE IX

AUTOMOTIVE DEACTIVATOR
SYSTEM (ACDS)
TEST


on 1979 MERCURY CAPRI




HFET
Mass Emissions




grams per
mile



Test No.

HC
CO
C02
N0X
MPG

8 Cylinder stock





80-2017

.24
.06
376
1.27
23.5
80-2104

.25
.05
375
1.32
23.6
80-2152

.24
.09
370
1.34
23.9

8 Cylinder w/ACDS





80-2134

.25
.03
371
1.35
23.9
80-2136

.15
.00
366
1.42
24.2
80-3090

.27
.29
381
1.34
23.3

4 Cylinder w/ACDS





80-2422

.13
1.55
355
2.17
24.8
80-2424

.12
1.38
346
2.07
25.4

4 Cylinder w/ACDS
Commercial unleaded


80-2418

.13
5.96
355
2.06
24.3
80-2420

.13
2.86
350
2.09
25.0
-------
1/1UL.U fW
AUTOMOTIVE DEACTIVATOR SYSTEM (ACDS) TEST
on 1979 MERCURY COUGAR
HFET Mass Emissions
grams per mile
Test No.	HC	CO C02 NOx	MPG
8 Cylinder Stock
80-1725	.17	.24 406 2.57	21.8
80-1727	.16	.37 400 2.51	22.1
8 Cylinder w/ACDS
80-1918	.17	.17 396 2.47	22.3
80-2458	.18	.95 403 2.37	21.9
4 Cylinder w/ACDS
80-1745	.16 3.65 358 2.63	24.4
80-1749	.15 4.94 367 2.64	23.6
4 Cylinder w/ACDS Commercial unleaded
80-2220	.12 2.52 361 2.81	24.3
80-2222	.12 4.13 364 2.52	23.9
-------
TABLE XI
AUTOMOTIVE DEACTIVATOR SYSTEM (ACDS) TEST
ori 1979 CHEVROLET IMP ALA
Steady State Emissions


grams
per
mi le x



Test No.
SPEED
HC
CO
C02
N0X
MPG
Road Test ,

8 Cylinder
Stock





80-1809
0 mph*
2.90
.00
4957
1.47
.53

80-1809
25 mph
.22
.00
302
.17
29.3

80-1842
35 mph
.46
.00
360
.34 '
24.5

80-1842
45 mph
.23
.00
346
.54
25.6

80-1842
55 mph
.08
.00
372
1.30
23.8


8 Cylinder
after ACDS
Modification



80-1827
0 mph
2.68
.00
4506
1.71
.50

80-1827
25 mph
.23
.00
304
.19
29.1

80-1828
35 mph
.31
.00
335
.34
26.4

80-1828
45 mph
.16
.00
338
.65
26.2

80-1828
55 mph
.07
.00
362
1.79
24.5


4 Cylinder
w/ACDS





80-1831
0 mph
.84
.15
4605
4.75
.53
@79° F
80-1831
25 mph
.09
.01
312
.17
28.4
39.9
80-1832
35 mph
.13
.00
261
.23
34.0
36.4
80-1832
45 mph
.07
.00
266
.57
33.3
34.6
80-1832
55 mph
.04
.00
304
1.21
29.2
29.2
*0 MPH (idle) speeds emission values are given in grams per hour and
gallons per hour.
-------
-61-
TABLE XII
AUTOMOTIVE DEACTIVATOR SYSTEM (ACDS) TEST
on 1979 MERCURY CAPRI
Steady State Emissions


grams
per
mile *



Test. .No.
SPEED
HC
CO
co2

MPG
Road Test

8 Cylinder
Stock





80-2019
0 mph*
4.39
.00
4866
3.85
.56

80-2019
25 mph
.29
.00
695
1.50
12.7

80-2018
35 mph
.55
.14
323
.90
27.3

80-2018
5 45 mph
.38
.00
343
.76'
25.8

80-2018
55 mph
.18
01
368
1.25
24.1


8 Cylinder
after ACDS
Modification



80-2138
0 mph*
4.35
.00
4779
4.80
.53
@ 70° F
80-2138
25 mph
.16
.09
289
.71
30.7
29.9
80-2137
35 mph
.52
.00
314
.93
28.1
28.2
80-2137
45 mph
.39
.01
336
.81
26.3
26.4
80-2137
55 mph
.20
.01
360
1.39
24.6
24.9

4 Cylinder
w/ACDS


•


80-2650
0 mph
3.85
.46
4882
16.99
.56
@ 83° F ¦
80-2426
0 mph
5.49
.20
4086
44.06
.45

80-2650
25 mph
.32
.07
204
1.83
43.2
40.1
80-2426
25 mph
.40
.18
210
2.09
42.0

80-2650
35 mph
.21
.00
230
4.36
38.4
38.2
80-2425
35 mph
.21
.01
234
4.45
37.8

80-2651
45 mph
.11
.01
316
.62
28.0
32.1
80-2425
45 mph
.10
.01
312
.66
28.4

80-2651
t;55 mph
.07
.01
339
1.40
26.2
26.5
80-2425
.. §$5 mph'
.07
.02
346
1.47
25.6

MPG
as..*-
* 0 mph (idle) speed emission values are given in grams per hour and
gallons per hour.
-------
-62-
TABLE XIII
AUTOMOTIVE DEACTIVATOR SYSTEM (ACDS) TEST
or 1979 MERCURY COUGAR
Steady State Emissions


grams per
mi le*




Test No.
SPEED
HC
CO
c.o2
NOx
MPG
Road Te;

8 Cylinder
stock






80-1838
0*
2.44
.00
4053
1.83
.46
<3
70° F
80-1838
25 mph
.12
.02
329
1.16
26.9

27.7
80-1837
35 mph
.40
.00
341
1.46
25.9

26.2
80-1837
45 mph
., 8
.00
359
1.58
24.7

25.5
80-1837
55 mph
. 3
.01
394
2.51
22.5

22.5

4 Cylinder
w/A'JDS






80-1746
0 mph*
2.36
1.08
4596
14.45
.53
-------
-63-
TABLE XI?
Dynamometer Acceleration Tests on 1979 Chevrolet Irppala
seconds
8 Cylinder	ACDS 4 Cylinder
Indolene unl.er.ded	Indolene unleaded gasoline
SPEEDS
Run 1
Fun 2
Rim 3
Run 1
Run '
0-5 MP II
1.0
1.5
1.2
1.2
1.0
0-10 MPH
1.6
2.2
1.8
2.6
2.1
0-15 MPH
2.2
2.8
2.4
4.0
3.5
0-20 MPH
2.8
3.3
3.1
5.7 '
5.2
0-25 MPH
3.4
4.0
3.7
7.4
6.9
0-30 MPH
4.2
4.8
4.5
9.0
8.5
0-35 MPH
5.0
5.6
5.2
10.8
10.3
0 - 40 MPH
5.8
6.3
6.1
12.5
12.0
0-45 MPH
6.8
7.3
7.0
14.4
13.9
0-50 MPH
8.0
8.6
8.2
17.2
16.9
0 - 55 MPH
9.5
10.0
9.6
20.3
19.9
0-60 MPH
11.0
11.6
11.0
24.0
23.3
TABLE XV a
Dynamometer Acceleration Tests on 1979 Mercury Capri
seconds
8 Cylinder	ACDS 4 Cylinder
Indolene Unleaded Gasoline	Indolene Unleaded

SPEEDS
Run 1
Run 2
Run 1
Run 2
Run 3
Run 4
0
- 5
MPH
1.3
1.4
2.0
1.9
1.5
1.3
0
- 10
MPH
2.1
2.1
3.2
3.2
2.8
2.6
0
- 15
MPH
3.0
2.8
4.6
5.1
4.4
4.1
0
- 20
MPH
3.9
3.7
6.4
6.8
6.2
5.9
0
- 25
MPH
4.7
4.6
8.1
8.4
8.0
7.6
0
- 30
MPH
5.7
5.5
9.8
10.2
9.8
9.4
0
- 35
MPH
6.8
6.4
11.9
12.3
11.9
11.5
0
- 40
MPH
8.0
7.5
14.3
14.8
14.3
14.0
0
- 45
MPH
9.3
8.5
17.5
18.0
17.5
17.2
0
- 50
MPH
10.8
9.8
21.7
22.6
21.0
20.7
0
- 55
MPH
12.9
11.4
25.4
26.0
24.9
24.5
0
- 60
MPH
15.2
13.0

-
29.8
29.0
-------
-64-
TABLE XVb
Ror.J Acceleration Tests on 1979 Mercury Capri
seconds
8 Cylinder	ACDS 4 Cylinder

SPKKDS

Run . 1
Run 2
Run 3
Run 4
Run
0
- 20 MPH

7.5
5.8
6.0
5.8
5.7
0
- 30 MPH
Not
11.5
9.2
9.5
9.5
9.8
0
- 40 MPH
Tested
15.5
13.4
13.5
13.4
13.3
0
-50 MPH

23.5
19.7
20.0
20.2
20.0
TABLE XVIa
Dynamometer Acceleration Tests on 1979 Mercury Cougar
seconds
8 Cylinder	ACDS 4 Cylinder ACDS 4 Cylinder
Indolene unleaded Gasoline Commercial Unleaded Indolene Gasoline
SPEEDS	Run 1 Run 2	Run 1 Run 2	Run 1 Run 2
0
-
5
MPH
.8
.8
1.8
1.5
1.5
0
-
10
MPH
1 .5
1.4
3.3
3.2
2.9
0
-
15
MPH
2.2
2.1
5.0
4.9
4.6
0
-
20
MPH
3.0
3.0
7.0
6.9
6.6
0
-
25
MPH
4.0
3.9
8.9
9.0
8.6
0
-
30
MPH
5.0
4.9
11.0
11.2
10.7
0
-
35
MPH
6.1
6.0
13.3
13.4
13.0
0
-
40
MPH
7.4
7.2
16.0
16.2
15.6
0
-
45
MPH
8.6
8.5
19.5
19.5
19.0
0
-
50
MPH
10.0
9.9
22.9
23.1
22.5
0
-
55
MPH
11.9
11.8
28.0
28.1
27.4
0
-
60
MPH
13.9
13.8
-
-
33.4
1.5
2.9
4.6
6.6
8.6
10.8
13.1
15.6
19.1
22.6
27.4
33.3
TABLE XVIb
Road Acceleration Tests on 1979 Mercury Cougar
seconds
Gasoline
SPEEDS
8 Cylinder
Indolene unleaded Gasoline
Run 1 Run 2 Run 3 Run 4
Run 1
ACDS 4 Cylinder
Indolene
Run 2
Run 3
0
0
0
0
20 MPH
30 MPH
40 MPH
50 MPH
4.5
6.8
9.1
5.5
8.2
10.0
4.6
7.0
9.5
4.5
6.7
9.2
7.5
11.8
16.7
23.5
7.2
11.2
16.2
24.5
7.0
11.1
16.7
23.2
-------
1440 HILL STREET • EL CAJON, CA 92021 • (714] 440-75S5
*«6
• i: ••

• •• -V .'.' ,'... •
•I- .:¦¦¦' ¦ •
r, r. -j i..".
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HOW IT WOBXS
The purpose of this kit is to deactivate one-half
of the engine. This is accomplished by releasing
the fulcrum point of the rocker arm, thereby
allowing the valves to stay closed on the deacti-
vated cylinders. *v ..
The kit also provides means for attaching the
pushrod to the hydraulic lifter and furnishes a
spring which holds the pushrod and lifter as-
sembly up and away from the cam shaft while
deactivated.
JMSTALJJYnora 8!NSTEIUC720jV!3
Typical CKevrolet Vr8 • {Mechanical Systems Only)
PREPARATION:
1.	NOTE: This installation requires removal of the
ignition distributor. If you don't know how to remove
and replace it. get help either by referring to a
service manual, or by talking with an experienced
mechanic.
2.	The top side of the engine should be cleaned, either
with solvent or steam.
3.	A set of rocker cover and intake manifold gaskets
will be needed.
4.	Special tool required. 1" HOLE SAW, with pilot
drill and shank.
INSTALLATION: -	v.
1.	Disconnect ground cable clamp at battery terminal.
2.	Drain coolant from radiator by opening drain cock
on bottom radiator tank, or by removing bottom
hose at radiator.
3.	Before removing rocker arm covers, identify which
cyldiners will be deactivated: Choose those with no
access problems ON or OVER the rocker covers;
that is. clear of OIL FILTER CAPS, PCV VALVE.
. MOUNT BRACKETS, or WIRING. ETC.
4.	Remove rocker arm covers. -
5.	Remove ignition distributor, intake manifold, and all
related lines, hoses, or wires. Use masking tape
and felt pen to tag or mark any hoses, or wires,
which might become rnixed^		
B.Remove rocker."
arms and pushrods
for EVERY OTHER
cylinder in the firing
order: EITHER 1.4.
6. 7; OR 8. 5. 3. 2.
(See III. A.)
NOTE: Whichever cylin-
ders you choose to deac-
tivate. the combination
should be as follows: on
one bank, the FRONT and
REAR cylinders will be af-
fected; AND. on the other
bank, the TWO CENTER
cylinders. Pick a combina-
tion that will not interfere
with the items listed in
Step #3. above.

-------
-66-
7.	Remove the Adjusting nut. PIVOT BALL, and
ROCKER ARM from the two STUDS of each of the
affected cylinders. You may choose not to mix
rocker assemblies, but if they are mixed by mistake,
it is NOT critical. On BIG SLOCK Chevrolets, [39S,
402. 427, 454 C1D] intake and exhaust pushrods
ore different lengths, but rocker assemblies are
the same.
8.	Remove the INTAKE AND EXHAUST lifters for each
cylinder to be deactivated. Place on the bench,
being as clean as possible. Remove the WIRE CLIP, .
PUSHROO CUP.and flat disc from top of lifter. It is
necessary to collapse the lifter for reassembly. You
can do this by removing the inner plunger assembly
and simply pouring out a portion of the oil under-,
neath, OR, by depressing the ball check while push-
ing down on the plunger. You may now replace flat
disc and pushrod cup. Do not install wire clip at this
time.
9.	Using a flat or triangular shape file, place a small
• groove 1/2" from top of pushrod. This is to help
hold the ACD clip on the pushrod so it will not move.
10.	Install- Starlclip onto
a PUSHROD a dis-
*	tance of approx- •
imateiy 1/2" from
the ball on the end..
Slide 5/16" I.D."
WASHER against
CLIP and install ;
SPRING onto PUSH-
•	ROD. [See 111. B)
11.	After completing alt 8 ••
PUSHROD/SPRING
assemblies, the KIT
is ready to install in
the engine.	-
12.	Install lifters into their respective holes in engine,
"without wire clips-Slide, pushrod into hole above
lifter.	- •	- :• *. "
13.	Install ACD clip on ball of pushrod being,sure not. .
to distort ACD clip,. [See ill. C)
14.	Push pushrod into "
lifter cup, down far
enough to install
wire clip (supplied
with kit) into lifter
groove on top of ACD .
clip. Repeat pro-
cedure on the other
7 lifter assemblies,
15.	Re-install the intake
manifold, ignition dis-
tributor, and all lines, hoses, and wires. OOUBLE
CHECK all connections for proper routing.
»eo
VAIVVC0VI*
cewfta punch
«>M sfyo
	REPLACEMENT '
Si	CLIP
CLIP	•

¦>*» «£• «/r »-*»

aiHUMEIMMT
eu»
15. Install ROCKER ARMS, PIVOT BALLS AND NUTS.
For 4 cylinder operation, adjust valves with each
CAM LOBE UP at its HIGHEST point, [Crank engine,
watch pushrods—they should not move.) To operate
in FOUR-CYLINDER mode. ROCKER ARMS are
HELD UP so that the lifters do no.c_CfiQtact the cam _
on the high side.
17.	CLEAN ROCKER
COVERS THOR-
OUGHLY. INSTALL
TRANSFER PUNCH
on each ROCKER
STUD to be deacti-
vated, and mark-
ROCKER COVER
[Tap with hammer J
for 1" hole
cutout. (See III. 0)
18.	With the rocker
cover held securely
in a vise or bench
clamp, align the PI-
LOT DRILL of the. 1" HOLE SAW "with each
PUNCH" MARK; drill and cut out FOUR access
holes. Remove all BURRS, inside and out, finishing
with smooth half-round file or emery cloth, BE
SURE NO METAL PARTICLES CAN FALL INTO EN-
GINE. Reinstall rocker covers.
19,	To adjust ROCKERS for 8-CYLINOER operation,
remove cup plugs in rocker covers, insert socket
wrench, MAKING SURE cam lobe is DOWN. (This is
T "most easily done by removing ignition distributor
•_ .cap. and turning engine over until rotor points at
spark plug wire location for that cylinder.) Then
. adjust as with a STOCK engine. Turn down adjust-
ment nut until there is zero clearance, [Make sure
you are not depressing lifter.) Advance nut 1 /2 turn.
• This is the running adjustment.	. ' ;
20.	For the BEST FOUR-CYLINDER economy and per-'
:. . formance, tune to factory specification. If you have
any specific tune-up problems.or questions, con-
tact ACDS inc. direct. * '
FOB MOBS !NFGBKIAT]Oft OB
TO HEGBDEB, WUilc TO: ACDS
1440 Hill St.
Ei Cajon, CA S2020
(714) 440-7385
-------

i^\V7-	^c\ "\:
\ \ V> \ « ^ \ \
sV\ kVlNi^'-	
HOW WWmKS
The purpose of this kit is to deactivate
one-half of the engine. This is accom-
plished by releasing the fulcrum point of
the rocker arm, thereby allowing the
valves to stay closed on the deacti-
vated cylinders.
The kit also provides means for
attaching the pushrod to the hy-
draulic lifter and furnishes a
spring which holds the pushrod
and lifter assembly up and away
from the cam shaft while deacti-
vated.
//
VALVES
I
INTAKE
EXHAUST
LIFTER
SPARK PLUG
Patent"4169449
INSTALLATION INSTRUCTIONS
" Typical Chevrolet V-8 • [Mechanical Systems Only)
PREPARATION:
1. NOTE: This installation requires removal of
the ignition distributor. If you don't know how
to remove and replace it, get help dither by
referring to a service manual, or by talking
with an experienced mechanic.
2.	The top side of the engine should be cleaned,
either with solvent or steam.
3.	A set of rocker cover and intake manifold
gaskets will be needed.
4. Special tool required;'' 1 1/8" 'HOLE SAW.
with %" pilot drill anc^shank.
i
c !
.vi
4
Vi
r:i
i
feii
t>- • •> i
r •
C :
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-------
s y
//;
( \••_¦ •',;J yf,'"t.: -V	jU'i f i\»'»i		 i-.v •«* Tl\
R2523HCI-I S. DaveL.OR/ViefNJT
-68-

! I

f?v-v
'AUTOMOTIVE CYLINDER DE-ACTIVATOR SYSTEM"
¦ww'i.i'.	.¦¦» '.¦„ I.'•).juujfffmmmm.Wft
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-------

I'lSiSTALLATiOiM:
1. Disconnect ground cable damp at battery
terminal.
-69-
v\
RADIATOR HOU
2.
3.
Drain coolant from radiator by opening drain
cock on bottom radiator tank, or by remov-
ing bottom hose at
radiator. [See III. A]
Before removing
rocker arm covers,
identify which
cylinders will be
deactivated: 1, 4,
6, 7 or 2, 3, 5. 8.
Choose those with
no access problems

TYPICAL CMIVROLCT
FtniNOOBMft
ON or OVER the rocker covers; that is, clear
of OIL FILTER CAPS, PCV VALVE, MOUNT
BRACKETS, or WIRING, etc. [See III. B]
DO. FILLER
pvcor
SMALL BLOCK CMSVftOLfT
TYPICAL HOUR (TOLL LOCATION
PVCOR
BRCATMCR
1 0(o auxx cwevftour
TYPICAL KOLA DHtU. LOCATION
NOTE: Whichever cylinders you choose to
deactivate, the combination should be as
follows: on one bank, the FRONT and REAR
cylinders will be affected; AND, on the other
bank, the TWO CENTER cylinders. Pick a
combination that will not interfere with the
items listed inStep *3. above.
[See III. C and DJ
Remove rocker arm covers. CLEAN
ROCKER COVERS THOROUGHLY. INSTALL
TRANSFER PUNCH on each ROCKER STUD
to be deactivated, and mark ROCKER
COVER [Tap with hammer] for 1 1/8" hole
cutout. [See III. E] With the rocker cover held
securely in a vise or bench clamp, align the
PILOT DRILL of the 1 1/8" HOLE SAW with
each PUNCH MARK; drill and cut out FOUR
access holes. Re-
move all BURRS, in-
side and out, finish-
ing with smooth
halfround file or
emery cloth. BE
SURE NO "METAL
PARTICLES CAN
FALL INTO ENG-
Reinstal
rocker covers.
ACOPUNCM
TYPICAL PUNCH LOCATION
Remove ignition distributor, intake manifold,
and all related lines, hoses, or wires. Use
masking tape and felt pen to tag or mark any
hoses, or wires, which might become mixed.
Remove Rocker Arms and Pushrods from
cylinders to be deactivated.
Remove the Adjusting nut, PIVOT BALL, and
ROCKER ARM from the two STUDS of each
of the affected cylinders. You may choose
not to mix rocker assemblies, but if they are
mixed by mistake, it is NOT critical. On BIG
BLOCK Chevrolets, [396, 402, 427, 454
C1D] intake and exhaust pushrods are dif-
ferent lengths, but rocker assemblies are
the same.
Remove the INTAKE AND EXHAUST lifters
for each cylinder to be deactivated. Place on
!
t: j
n
M
K:;!
Ml
[v:a

. -¦*

' r'Jiw-w"**1
'.'.fflxy! ** y	*i >aw r\ lj» ¦ ja v n y
T
t
.'Y^V-^-S-LIO-.C
-------
£T 	WH 6 CUP
PU»M BOO
CUP
the bench, being as clean as possible. Re-
move the WIRE CUP, PUSHROD CUP and
flat disc from top of lifter. It is necessary to
coliapse the lifter for reassembly. You can do
this by removing the
inner plunger as-
sembly and simply
pouring out a por-
tion of the oil under-
neath, OR, by de-
pressing the ball
check while pushing
down on the plung-
er. You may now re-
place flat disc and
push rod cup. Do not
install wire dip at
this time. [See 111. F]
Install ACD clip onto a PUSHRDO a distance
of approximately M»" from the bail on the
end. Slide 5/18"
J.D. WASHER
against CLIP and in-
stall SPRING onto
PUSHROD. [See III
G) (This is p re-
installed at ACDS
factory but must be
checked.]
NOTE: Big Block
Chevrolet clip to be
1 5/8" from top of
Long Rod. Short
Rod Vs" from top.
9. After completing all 8 PUSHHOD/SPHING
assemblies, the KIT is ready to install in the
engine.
10. Install lifters into their respective holes in
engine, without wire clips. Slide AGO
pusbroti, with springs
above lifter. [See lil. H]
TtPiCAl
Pi£l ftlOCK
CMiVb-OUf
•HOSfT m>P
AN&SPHtNO
LOCATKJH
TVWCW.
mn mac*.
CH*v*&urr
ftPRilVO A*»U
LOCAT'Ow
TYWC*V
BMMX
SLOCK
LOCATOR
installed, into hole
-70-
^pocKS»*aM
uftrw
o
ROCiCBH AJ*M
Install ACD clip on bait of pushroc!, being sure
not to distort AGO dip. [See 111 J) COp Op
11. Push pushrod into lifter cup, down far enough
to install wire clip
(supplied with kit] in-
to lifter groove on
top of ACD clip.
[See ill. Kj Should be
inserted after clip.
Repeat procedure
on the other 7 lifter
assemblies.
[See ill. K]
NOTE: Big Block
Chevrolet Long
under Pushrod
installed on top of
Wltw &SO EJU*
$m® wsmhi
¦'•A
K
Spring installed
Guide. Short Spring
Pushrod Guide.
[See HI. M and N, on back]
12. Re-install the intake manifold, ignition distrib-
utor, and all lines, hoses, and wires, DOUBLE
CHECK all connections for proper routing.
fta.)
Install ROCKER ARMS, PIVOT BALLS AND
NUTS. For 4 cylinder operation, adjust
valves with each CAM LOBE UP at its
HIGHEST point. (Crank engine, watch
pushrods—they should not move.) To
operate in FOUR-CYLINDER mode, ROCKER
ARMS are HELD UP so that the lifters do
not contact the cam on the high side. [See III.
L on back]
l!


-------

14.
To adjust ROCKERS for 8-CYLINDER opera-
tion, remove cup plugs in rocker covers, in-
sert socket wrench, MAKING SURE earn
lobe is DOWN. [This is most easily done by
removing ignition distributor cap, and turning
engine over until rotor points at spark plug
wire location for that cylinder.) Then adjust
as with a STOCK engine. Turn down adjust-
ment nut until there is zero clearance. [Make
-71-
sure you are not depressing lifter.] Advance
nut Vz turn. This is the running adjustment.
(See 111. L, M and N]
(is)For the BEST FOUR-CYLINDER economy
and performance, tune to factory specifica-
tion. If you have any specific tur.e-up prob-
lems or questions, contact ACDS Inc. direct.
abjustwwntww?
BLOCK CH%V«Okl?
RATCXFf WBEHCH
AhOWiCH fT
ACQ toJSMaOO
wir^sfrnfMa
BlC BLOCK CHIVROUtT
LONO *QO INSTALLATION WtTM U>*O 8«*WW«
TROUBLE-SHOOTING
BioetbtKCMiVRoifr
tHOor RGoiwsrAU*T»oi* wit* 9*o*rspm«d
CONDITION
Noisy on 4-cytinders
CAUSE
1.	Valves, deactivated, stilt con-
tacting cam shaft
2.	Loose timing chain
CORRECTION
1.	Loosen adj. nuts until all deacti-
vated valve lifters do not con-
tact cam shaft
2.	Replace chain and gears
Noisy on 8-cylinders
1. Improper valva adjustment
1*. Racheck and correct adjustment
Rough idle cm 4-cylinders
1.	Idle speed too slow
2.	Vacuum leaks
3.	Improper idle adjustment
4.	Improper timing adjustment
1.	Raise speed until smooth
2.	Check all hoses and connections;
replace as necessary
3.	Adjust idle mixture screws
4.	Adjust timing
Rough idle on 0-cylinders
1.	All of above on 4-cylinder model
2.	Tight valves
1.	Same
2.	Recheck and correct
Stalls at stop light on 4-cylinders
1. Idle too slow in gear or operating
Air Conditioner while in gear
1. Raise idle 		
Runs too rich on 4-cylinders
1.	Dirty carburetor (choke sticking,
etc.
2.	Jets in carb. too large
1.	Clean carburetor arid correct all
adjustments
2.	Replace with smaller jets
Hard start on 4-cylinder [coldj
1.	Choice not functioning
2.	Needs tune-up
1.	Repair choke
2.	Tune engine
• Hard start on 4-cylinder [hot]
1. Rooding
2- Needs tune-up
1.	Oo not pump accelerator
2.	Check condition of carb. plugs,
etc.
iT
r 1
r. 4
*:¦)
l-'l
t 1
t
M
i

-------

-72-	v "¦">
v
• Federal Jaw requires that no changes ba made to your pollu-
tion control equipment.
o For "flip of a Switch" convenience on your Chevrolet, your
SYlechanical ACD System can be converted to a hydraulic
system at a later da£e.
I-
L-
fc
k .
FOB SV508E SSMFQJ3UVSAT8I3W OB
TO RE-GB33EB, WHITE TO:

ReseaROi s, neveLOPMeNT
1440 HJLL ST., EL CAJGiM, Cft 92021 [7143 440-7335


-------
jLj R2S52RCM S
1440 HILL STREET • EL CAJON, C/
DRIVING TEST: *
1977 CHEVROLET EL CAMINO
LICENSE NO. (ARIZ.) 2SA031
35C CUBIC INCH ENGINE - AUTOMATIC TR
BEFORE A C £3 55-60 m.p.h.
PUCE	MILES
SPEEDOMETER
72.3-261
261.0- 1256,3
1256.3-3605
3805.0 - 5396
Phoenix/Ehrenberg. AZ,
Local runs
Ehrenberg/Winner, S. Dakota
Winner/Son Diego
188.7
995.3
2548.,
1591.(
5323.7 MILE AVERAGE = 14.41.M
WITH /ICQ 55-60 m.p.h.
5524/5635
5710/6010
8177/8277
8894/9306
9306/9630
9630/9776
9776/10222
10448/10810
10810/11075
11075/11385
11385/11627
11627/11815
11815/12321
Ehrenberg/Duckeye
Phoenix/Dlythe and local
BIyfhe/EI Centra
Ehrenberg/Showlow
Showlow/Vaughn. N. Mex.
(high altitude • made chonge)
Vaughn/Muleshoe. Texas
Muleshoe/Delton. Texas
Temple/Ode j jo. Texas
(wind and oir cond.)
Odessa/El Poso (8 cyls. • wind)
El Paso/Tucson (wind)
Tueson/Yumo (rain)
Yuma/San Diego (wind 6 rain)
Son Diego/Son Jose
111
300
100
412
324
146
446
362
265
010
242
188
506
6797 MILE AVERAGE = 21.59 MI-
AN INCREASE OF 49.6%
This information compiled under oil kinds of driving condii
the A C E3 was conducted with the engine run on 4 6-1
on the needs of the auto at the time.
WITH A CO ANDTURDO
65 - 70 m.p.h.
46051	Round Trip, Son Diego/Muleshoe/San Diego	2398
•Actual Test Data On File At:
IISJC.
-------
/	j, ..J -		-J —--V-* ..		i M
.1. / RE523RCM a DSVaLOPMeNT
1440 HfLL STREET • EL CAJON, CA 92021 • [714] 440-7585
DRIVING TEST*	GAS*
1970 Ford Van
302 Cubic inch engine
3-speed standard transmission
6/12/79 Trip from El Cajon, California to Hendersonville, N.C. and return trip by way of
Wasco. California and Tacoma, Washington.
154172 miles on engine at installation of ACD system.
PLACE
GALS.
MILES
El Cajon. Ca. to Yuma. Arizona
6.1
155
Yuma. Arizona to Benson, Arizona
15.2
284
Benson. Arizona to Deming, N.M.
11.3
168
Deming. N.M. to Pecos, Texas
14.6
312
Pecos. Texas to Abilene, Texas
15.5
251
Abilene, Texas to Texarkana, Texas
15.9
356
Texarkana. Texas to Forest City, Ark.
18.5
327
Forest City. Ark. to Murfreesboro. Tenn.
13.3
293
Murfreesboro. Tenn. to McMinnville, Tenn.
5.4

McMinnville, Tenn.
13.3

McMinnville. Tenn.
114
753
McMinnville. Tenn. to Hendersonville, N.C.
11.0
269
Hendersonville, N.CV to McMinnville, Tenn.
13.3
286
McMinnville, Tenn.
11.0
154
McMinnville, Tenn. to Forest City, Ark.
11.6
383
Forest City, Ark. to Oklahoma City
12.3
253
Oklahoma City to Shamrock, Texas
17.6

Shamrock. Texas to New Mexico
15.9
692
New Mexico to Winslow, Arizona
16.2
295
Winslow. Arizona to Needles. Arizona
12.0
265
Needles. Arizona to Wasco. Calif.
12.4
314
Wasco, Calif, to Sacramento, Calif.
14.1

Sacramento. Calif, to Ashland, Oregon
16.6

Ashland. Oregon to Tacoma, Wash.
9.0
1034
Tacoma. Wash, to Burg, Oregon
14.7
323
Burg. Oregon to Redding, Calif.
12.1

Redding, Calif, to Stockton, Calif.
10.0

Stockton, Calif, to Wasco, Calif.
12.6
712
Wasco, Calif, to El Cajon, Calif.
13.7
278
TOTAL GAS USED and TOTAL MILES TRAVELED
376.6
8,157
AVERAGE PER GAL. 21.6
This information compiled under all kinds of driving conditions and the speed ranged from 55
to 60 mph. The test with the ACD was conducted with the engine running on 4 & 8 cylinders
depending on the needs of the auto at the time.
Actual Test Date On File At

Form '79004H
-------
RE5S3RC-I S. DaVELGPiVTENT
1440 HILL STREET • EL CAJON, CA 92021 • [714] 440-7585
DRIVING TEST*	*GAS
1970 FORD VAN
302 cubic inch engine
3-speed standard transmission
6/8/79 Trip from San Diego to Murfreesboro Tenn.
154172 miles on engine at installation of CZ S3 system
PLACE	GALS.	MPH
Son Diego to Benson Arizona	20.0	55-60
Benson Arizona to Deming N.M.	10.6	55-60
(strong winds)
Derning N.M. to Pecos Texas	14.0	55-60
Pecos Texas to Abilene Texas	14.0	55-60
Abilene Texas to Texarkana Ark	14.0	55-60
Texarkana Texas to Murfreesboro Tenn.	00.5	55-60
TOTAL GALS. 107
TOTAL MILES TRAVELED	2,146
AVERAGE PER GAL 20.5
This information compiled under oil kinds of driving conditions — the test with
the	was conducted with the engine run on 4 & 8 cylinders depending
on the needs of the auto at the time.
•Actual Test Data On File At:
INC.
Form '79005H
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1440 HILL STREET • EL CAJON, CA 92021 • (714) 440-7585
DRIVING TiST: *	DIESEL
1973 KW3 AXEL TRACTOR
350 CUMMINGS DIESEL 6 CYLINDER ENGINE
THIS TRACTOR WAS EQUIPPED WITH A PROTOTYPE
A C f2 FOR THE DIESEL ENGINE ON TESTS
CONDUCTED OVER A DISTANCE OF 1000 MILES,
PULLING A 45'-0" REFRIGERATED TRAILER ON 3
CYLINDERS. THERE WAS A SAVINGS OF 25-30% ON
DIESEL FUEL CONSUMPTION!!*
•Actual Test Data On File At:
9- - . ,NC-
Form '79006H-
-------
- ~rVr.VV;-pr. j
* «7T.r, -i -- * sr.rni ivcy
3
/
! > ¦ <-
y	L- "i '•'	..J'	U-:--	1 ^ 	j
J RS5S3nO-l S. CaVaLOFMeNT
1440 HILL STREET • EL CAJOiM, CA 92021 • (714) 440-7585
) TM
DYNO TESTING: *
GAS
1978 FORD THUNDERBIRD
LICENSE NO. (CAL.) 295UXY
400 CUBIC INCH ENGINE - AUTOMATIC TRANSMISSION
TEST LAD VEHICLE NO. CH0026
TEST CONDUCTED BY AN INDEPENDENT TESTING LABORATORY.
RUNNING ON 8 CYLINDERS:
HC
34.604
3.392
HIWAY FUEL ECONOMY GRAMS -DF
HIWAY FUEL ECONOMY GMS/MI
RUNNING ON 4 CYLINDERS:
HIWAY FUEL ECONOMY GRAMS-DF
HIWAY FUEL ECONOMY GMS/MI
HC
8.463
0.829
CO C02% NOX NOXC MPG
379.840 6968.862 8.010 7.649 11.784
37.239 683.221 0.785 0.749 11.784
CO C02% NOX NOXC MPG
302.958 4689.336 19.541 18.485 17.421
1.915
459.738
29.701
(All Figures Are Ports Per Million Measure.)
ALL EMISSIONS DROPPED SUBSTANTIALLY WHEN THE
WAS SWITCHED FROM 8 TO 4 CYLINDERS!!
1.812 17.421
AND THE MPG INCREASED 48% OR 5.6 MPGH
AND THE MPG INCREASED 48% OR 5.6 MPGH
This information wos compiled under the same testing time and conditions.
•Test Data On File At:
INC.
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fc.v. .J v 			..-J 	..	^	... TM
^:,/ RS5S3RCH Si DavaLDPMSMT
1440 HILL STREET • EL CAJON, CA 92021 • [714] 440-7585
July 30. 1979
On July 14, we left 3an Diego on a five thousand mile trip.
I was accompanying Mr. Don Mitchell, a Vice President of ACDS, whom I have known for many years.
Although I was impressed with the possibilities the ACD possessed I naturally had some reservations as to
the over-all success of such a venture on an extended trip. Being a builder of race cars and knowing a lot about
the mechanical end of things, I was extremely curious to see exactly what problems we would run into.
According to the car's log, I noted that before the installation of the ACD, the best mileage attained was
10.4 miles per gallon.
We spent four days and three nights on the first 2,100 mile leg of the journey, driving as much as 7D0 miles
in one day, running the air conditioner about 85% of the time. We ran almost entirely on four cylinders, switch-
ing to eight cylinders on some of the steeper inclines through the Rockies. We even encountered a tornado in
Wyoming, and of course had to run on eight cylinders through the 60 to 70 mile per hour head winds. We arrived
in St. Paul with no mechanical difficulties and still had %'s of our sixth tank of gas left in the car. We were
averaging a little over twenty miles per gallon. I have to tell you, it was a pleasure to drive right on past the lines
of cars waiting for gas at the many stations across the country.
By now, I was naturally very impressed with the performance and of course all the potential that lay in store
for such an invention.
the interest at the show we attended was fantastic. Everyone we spoke with wanted more information, and
about 75% of the people thought the idea was the greatest thing to come along in a long time.
The 1978 Thunderbird we drove had a "Test Car" sign on the side indicating 4/8 cylinder power. This
generated an interest with the CB's you wouldn't have believed. We were kept busy constantly explaining the
purpose, and we were requested to pull over on several different occasions to pass out literature, etc. The
interest was really something else.
We added one quart of oil about the last 1,000 miles of the trip, which I considered excellent, due to the ex-
treme heat and weather conditions we were driving through.
In addition to driving on four cylinders over the freeways and interstates, we also drove almost entirely on
four cylinders through all of the bigger cities during traffic rush hours [Chicago, St. Paul, St. Louis, Phoenix,
etc.].
The trip ended with our return to San Diego on July 27, with a grand total of 5,008 miles and -sn over-all
average of 17.5 miles per gallon. [This figure includes all town driving, plus four days of demonstrations at the
show.)
I repeat myself in saying that I am totally impressed with this device. I definitely want one installed on my own
vehicle, and I would recommend one to anyone who wants to drive a heavy comfortable American made car.
Why not drive a luxurious car with all of the comforts and still get the same gas economy as a small cramped
foreign model.
Keith Kleinkopf
Retired Electrical Contractor
Hombrook, California
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I ft'CmCff) """A P'O ;J If I	l> !'_( J Attachment
U'/'"'vLL'cL- lj
382 LARC1I CREST COURT
THOUSAND OAKS, CALIFORNIA 91300
PIION'E: 80S -082-5'iGS
805-^93-531/
Mr. Don Mitchell
Vice President Marketing
ACD3, Incorporated
1W1 Hill Street
El Cajon, CA 92020
Dear Don:	'
A technical report documenting tho driving tests for the 197& I^ord Tliundtrbird
is enclosed. Tho report is i).iparti.Cil and can b» considered to bg ycur
property to use at your discretion»
A cost breakdown for conducting the test appears in the attached billing.
There are a number of packaging improvements that would r,?.ke the final product
more marketable. I realize that many of these ideas may have already occurred
to you, but here are a few for your considerations
1.	Rigid valve covers with ACDS hydraulic manifolds and pistons pre-installed
on the new valve covers for each model car.
2.	Complete set of power steering hoses with single "T" fittings to the
power steering pump of each model car, for easy installation.
3* One hydraulic solenoid valve located near the pewer steering pump, rather
than two valves presently used. This would reduce production costs
and maintenance.
Should you have any questions regarding this report, please do not hesitate to
contact me.
*7/
Best regards,
J. M. Slaminski

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-80-
AUTOKGTIYE CYUHDEH DEACTIVATION SYSTEM
FUEL ECONOMY DRIVING TFST.S
FOIfD THLII.'JJUKLIRD
Prepared For
ACDS, Incorporated
I^jO Hill Street
El Cajon, CA 92020
PACErED Associates
382 Larch Crest Court
Thousand Oaks, CA 913&0
September 1979
-------
-81-
INTROD'JCTION
Fu^l officioncy (5riving tests wore .perforned on ti 1978 Ford Thunderbird to
detcrnine the fuel ravine effectiveness of the Autcnouivo Cy] .inder Deactivation
Syr: torn (ACDo) installed on the test car. A description of the tust c>r t-jntl
equipr.u,nt related to fuel efficiency is givr.11 in the following listt
1970 Ford Thunderbird
Body H FttJ8?Sl2^951F
400 Cubic Inch Engine
Air Conditioner
Power Steering
Power Brakes
Power Windows
ACD3 Fuel Saving Device
On-Board Computer with Fuel Flow Meter
The on-board computer displayed all inforr.iation necessary to obtain fuel
efficiency data during driving tests:
1.	Instantaneous Fuel Efficiency(3 Second mpg Averages).
2.	Distance Traveled (miles).
3.	Fuel Consumption (gallons).
4.	Mean Fuel Efficiency (mpg for Distance Traveled).
5.	Fuel Cost (0/mile).
Computer outputs 2 and 3 were verified with odometer readings and purchased
fuel quantities, respectively.
Driving tests designed to analyze the fuel efficiency effectiveness, of the
ACD5 under conditions typically encountered in urban and suburbanAwere conductedj
1.	Extended Freeway/City Driving (Table l) — Computer
Accuracy Verification.
2.	Highway Driving Test (Table 2).
3.	City Driving Test (Table 3)»
The driving test series was conducted between Augustl6 and September 4, 1979*
EXTENDED FREEWAY/CITY DRIVING TEST
The results of the Extended Freeway/City Driving Test are tabulated in Table 1.
Tests were not conducted between August 16 and August 21 due to a fuel leak
in a fuel line at the fuel flow meter, and the car was inoperative between
August 25 and August 29 because of a dead battery drained by an electrical short
near the alternator.
The computer/flow meter combined accuracy is well within the 1-2 gallon variation
in topping the fuel tank. The filler neck of this particular tank made it
difficult to bo certain that the tank was actually full, since the fuel level
is hidden from view.
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-82-
The difference between the computer fuel consumption and purchased gasoline
quantities ranges from 0.1 - 1.7 ga'llens in Table 1. The average variation in
purchased gasoline relative to coiuputf.-r results v.t-.s -iO/S, and the b.-jst nonparJ:„cn
was le-~s iiuui a 1>;.' aifferential. Coiuj.ut.or di.«;t~m:o c.ncl oddo.;:cter i"'• ulin^s
compared within i.CC in Table 1. Therefore, it was concluded that the computer
fuisl efficiency (uvg) value::, were- within	and probj.bjy r.uch bctt<-?? considering
the variations in topping ihe tank.
Only the first two tests in Tabic 1, those conducted between August 21 - 23
and August 23 - 25, yielded cone-arable rcsuli.a for the 'i- & 8 cylinder
Of>o rating i-odes. The ACDij device exhibited a 31/* increase iri fuel efficiency
during those first two tests.
f".
It will bo seen in later sections of this report that the rr.any accelerations
associated vrlth city driving consumes fuel at a very high rate, radically
depressing overall fuel efficiency. Unfortunately, considerable city typa
driving was necessary during the third test series (August 29 - August 1),
and both 4 and 8 cylinder operating modes had tc be used during the fourth
test series (September 1 - September 3) with Many accelerations on and off
the freeway. Consequently, the third and fourth tests could not bo used as
a measure of the ACDS effectiveness.
The fifth test run in Table 1 was accomplished thte last day before returning
the test cay; it was of relatively short distance, but the test does indicate
that substantial fuel efficiency increases (3&0 are possible with the
ACDS device.
HIGHWAY DRIVING TEST
Highway Driving Test results are listed in Table 2 in the form of 3 second
computer fuel efficiency (mpg) ranges for carefully selected constant grade
stretches of the Ventura Freeway. At least two tost runs were made for each
entry shown in the Freeway Condition column (Table 2). The test runs demon-
strated an amazing degree of consistency, with near exact duplication of
fuel efficiency outputs on repetition of each run. Consequently, there is
a very high confidence level in the test results in Table 2.
The ACDS device conclusively demonstrates that a 17 - h2% increase in highway
fuel efficiency is possible in 4 cylinder operationv over a wide variety of
roadway grade circumstances. Most highway fuel efficiency results are as
expected in Table 2, with upgrade fuel efficiencies being lower theji downgrade
and level values, and that fuel efficiency is inversely proportional to the
-steepness in grade. The ACDS device saves.fuel under nearly all high speed
road conditions (except possibly exceedingly steep grades) as it is presently
configured in the test car.
-------
-83-
]t 5.c in*erecting to note that- the	pcrccuia;;,?: increase in fuel off jujt-in-.y
(h2y.) occur:; In ll\-~ nod era to upgrade f roeway conu ".L."»oii, while the- 3aiv.oi; ii.es: < neat
in f u< .1 efficiency (5*5 rape) ic reali^od for tho li.vi-1 r.ituation, Tho
cxjtOfe'M-.iion i'or this ic tlurt tho loud on the engine- in the Rotlcxate up»-t,vJ«
r.ituation 1,en 1*0 ov tho rtrxiiMJiu k cylinder poi.-er curve at kodJuia RITi, yielding
about thu same £.avir.rs In fuvl cououwwtIon as the level tcw.t (5.0 vernn;; m*>£),
but the ltaprovomonL is realised at a rwdooud na^uttudfr ia fuel efficiency.
CITY DaIVINC TE-;T
Hesulta from the City Driving Test arc shown in Ta1:.l.c 3» in tho forn of
co;.vputor fuel efficiency averages. The data is shown to ba highly repeatable
in multiple test rtms. A 7.3 r,dle courcc in the'City of Thousand Oaks, California
uac oclcctc". to provide a i«ixtur« of heavily travelwd sections. vrith elocoly
'spriced traffic lights, and lightly traveled section:; with fo-w traffic li^liirj.
The ACDS k cylinder operation was used only when the automatic transmission was
in hi&h range, that is, 3 cylinder operation was uscsd for acceleration to
cruising speed. Four (4) cylinder operation uas judged to "bo unsafe in city
traffic situations requiring rapid acceleration.
The ACDS did not result in any noticeable fuel efficiency improvement (within
the 1% computer truncation error) during city driving conditions. This is
probably due to the overpowering appetite for fuel on acceleration, relative
to the small anount required for cruise and coasting situations.
CONCLUSIONS
The ACDS fuel saving device is the most effective conservation retrofit system
for automobiles available today. Up to k-2fo improvement in fuel efficiency in
terms of mpg can be realized in highway driving. The ACDS breakthrough is most
effective for those autos driven a high percentage of time on freeways or
highways. There is no reason for the system to cause any damage to the engine
since the device simply raises the valve rocker arm above the valve push rod
stroke.
The k cylinder operating mode of the ACDS device is sluggish during low speed
acceleration, and it is not recommended for most city driving situations.
In addition, Improvement in fuel efficiency in city driving is negligible for
all practical purposes.
-------
/ / / t>	( si O's ¦. ¦
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-85-
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-------
Attacnmenc i
-86-
r\	A
n a $ » s
AUTOMOTI 'E ENVIRONMENTAL SYSTEMS. tNC 9 7300 BOLSA AVENUE WESTMINSTER. CAUFOHNia J2b33 O 714-897 0333
A	¦>' G&J&**- MaiwtdClunng Company
'tkrtl -j£' lS~
June 8, 1979
Tom Rogers
HER Industries
1440 Hill Street
HI Cajon, CA 92021
Dear Mr. Rogers:
It has been a pleasure to assist you and your company by performing
these emissions tests and hope that we may be of help in any future
testing programs that you may have.
The results of these tests, tabulated on the accompanying sheet, are
expressed in the following units of measure: hydrocarbons (HC), car-
bon monoxide (CO), carbon dioxide (CO2), and oxides of nitrogen
corrected for humidity (NOxC), are all expressed in grams per phase
and total grams of pollutant per vehicle mile. The fuel consumption,
expressed in miles per gallon (MPG), is calculated from the mass
emission data using the carbon atom balance technique.
AESi's testing laboratory is checked daily to ensure continued certifi-
cation for on-going EPA contract testing.
The vehicles were operated through an EPA prescribed dynamometer driving
schedule for preconditioning before performing each test. The tests
were performed on commercial grade gasoline.
The Hot Start LA-4 tests were based on the Federal Emission Certifica-
tion Test Procedure as generally described in the Federal Register
Part 86, Subpart B. The Highway Fuel Economy Test is described in the
Federal Register Part 600. All calculations and data reporting are
based on the Federal Test Procedure.
improving the environment through modern automotive technoloru.
-------
AUTOMOTIVE £ '*V!nQ,\MENTAL SYSTEMS. INC
Tom Rogers
HER Industries
June S, 1979
page 2
The source documents supporting the attached test data presentation are
enclosed. The computer printout for the Thunderbird was provided to y,ou
following its test. No changes to that printout were necessary as a re-
sult of our quality assurance check. The test on the Cadillac required
some recalculations and the corrected copy of the printout is enclosed.
AESi will retain and safeguard the original of the computer printout
should any questions arise.
The results from these tests are only applicable to the specific test
vehicles and may not be 'extrapolated to the vehicle population in total.
No conclusions should be drawn from these test results, other than as they
pertain to the specified vehicles tested. You are reminded of the Testing
Agreement restrictions not to use AESi's name or letter of results or parts
thereof in connection with any advertising or sales promotion without prior
written approval from an officer of AESi.
AESi looks forward to having the opportunity of serving you again, and
if you have any questions regarding these tests, please feel free to con-
tact me.
Sincerely,
Lawrence L. Moore, Director
Research § Testing Programs
LLM:mra
Attachment
-------
-88-
. X. j 1
AUTOMOTIVE CNVIHOnUtNTAL SYSTEMS. INC.
EXHAUST EMISSIONS TESTS
CONDUCTED FOR HER INDUSTRIES
June 8, 1979
Vehicle Description
Year:
Make:	<"•.
Model:
1978
Ford
Thunderbird
VIN:
Displacement:
Transmission:
8J87S124951
400 CID
Automatic
Test No. 1 (May 31, 1979)
Highway Fuel Economy test with commercial grade gasoline,
cylinders disengaged.
HC
0.829
CO
29.701
CO 2
459.738
NOx
1.915
NOxC
1.812
Four
MPG
f
17.421
Test No. 2 (May 31, 1979)
Highway Fuel Economy test with commercial grade gasoline,
eight cylinder operation.
HC
3.392
CO
37.239
CQ2
683.221
NOx
0.785
NOxC
0.749
Normal
MPG
11.784
Certified: June 8, 1979
Lawrence L. Moore, Director
Research & Testing Programs
LLM:mra
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October 31, 1979
Mr^.rTho2a3-:B'-.-Rosersr-^
President, ACDS. Inc.
1440 Hill Street
El Cajon, California 92021
Dear Mr. Rogers:
This i3 in response to your September 26, 1979 submission of an application
under Section 511 of the Motor Vehicle Information and Cost Savings Act
for evaluation of the "Automotive Cylinder De-Activator Systems" as a
fuel economy retrofit device.
The purpose of this letter is to request clarification of several points
made in the application. Upon successful resolution of these points, a
schedule for confirmatory testing at the Environmental Protection
Agency, Hotor Vehicle Emission Laboratory (MVEL) will be arranged./ The
points in question are given below:	v•;•.
1. Applicability of the Device: From the description given in the
patent, several different versions of the device exist. Which unit
is sold for what vehicle? Can four cylinder push rod vehicles use
the device? Can vehicles without power steering pumps use the
device? Several makes of vehicles do•not have stud rocker aria	.
•	fulcrums but have a common shaft. Is your device applicable to
these vehicles? It appears that the device as described is not! '
applicable to all push rod style engines. Please submit a more	.
complete listing of:applicable vehicles, precluding vehicular
descriptors, and designate which valve lifter mechanism, push rod
•	extender,, etc.. apply to which vehicles.. What about vehicles with
"solid" lifters or roller cams?	•-.* 1 .
2.. Description of the Device; The description given in the patent 13
sufficient if it is the device your are planning on marketing. The .
installation instructions indicated a different valve lifter.W' '
mechanism than the patent. Please specify which product is to be i .
marketed, and supply sketches and/or diagrams of this product. If
the current production model varies from the patent please specify ' ' '
what changes have been made. Please explain how release valve #100
as shown in your patent application Is activated by the vehicle operator
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/ 7,
¦ A '
/ \ \ • .
J ^	--T%
i > . ^
" -." ¦, /_...-
?n

TM
. ^I/rEBEBRCM S. OSVSL-OF'JVTaiMT
1440 HILL STREET • EL CAJON, CA 92021 • (714) 440-7585
November 27, 1979
Mr. Charles L. Gray, Director
Emission Control Technology Division
United States Environmental Protection Agenc/
Ann Aibor, Michigan 48105
Dear Mr. Gray:
This is in reply to your October 31, 1979, request for
further information. Although somewhat confused as to
why you need some of this information in order to con-
duct tests, we hope that the following sufficiently
answers your questions.
1. Applicability of the Device: The "same basic unit
covers all overhead valve push rod type engines
used in automobiles and up to medium-size trucks.
a.	We have official approval from the patent
office on another device which will cover
all larger engines that use rocker arms to
operate the exhaust and intake valves.
b.	We also have application to the Patent Office
covering all other engine designs such as
overhead cam and two cycle.
c.	Yes, four cycle push rod engines can use the
device.
d.	Yes, vehicles without power steering can use
the device by adding a steering pump or other
hydraulic pressure source, such as a 12-volt
pump unit.
e.	Yes, the same basic device will apply to
rocker shaft type engines. The attachment to
the engine varies but still can release the
fulcrum point of the rocker lever.
v~r>~	•	-»1		» .«
-------
f. We have successfully deactivated the following
gasoline overhead valve, push rod type engines:
1.	All six and eight cylinder Chevrolets,inc. V-6.
2.	All six and eight#cylinder Fords, inc. V-6.
3.	All six and eight cylinder Chrysler products^
4.	All six and eight cylinder Int. Harvester.
We have not completed prototypes on American
Motors or any foreign vehicles. We see no reason
to date to doubt that we can deactivate any over-
head valve engine which uses jush rods with this
basic hydraulic unit. As mentioned, the attach-
ment to the engine will vary, but we still accom-
Pl ish the same result, that is, release of the
fulcrum point of the rocker arm, allowing the
engine valves to remain closed. Our capture of
the lifters, be they solid, roller or conventional
hydraulic, is covered by another patent application
and present no problem.
Description of the Device;
a.	We plan to market a device for every popular engine
design known - as you know, descriptions of these
would fill a book. However, there is one common
function which will clarify this problem a great
deal: We completely stop the air flow through the
deactivated cylinder in all cases. In most engines
we accomplish this by closing the valves, both
intake and exhaust. In engines such as overhead
cam engines and txvo cycle, we cannot control the
valves so we must add a device to stop air flow
both at intake and exhaust, still accomplishing the
same result.
In diesel engines, since stopping air flow does not
stop fuel, we further must effect a shut off of the
injectors. We also have patent pending on devices
to accomplish this, depending on type of fuel system.
b.	As to control of these devices, we have leaned to-
ward an inexpensive type control, such as a switch
convenient to the operator; however, since the
system is electric over hydraulic, automatic control
presents no problems beyond current technology.
-------
-93-
c.	We now have systems ready to market which are
totally manual. You cannot switch from mode to
mode while vehicle is moving. You must physically
adjust valves into deactivated or normal position.
This takes approximately five minutes.
d.	We also have systems ready to market with the
hydraulic unit, .which allows you to sv;itch from
mode to mode at operators command.
3.	Device Installation: We are attaching information
and trouble shooting instructions. Approximate
time and cost of installation:
Manual system kit	Suggested Retail $99.95
Approx. two hour installation
Hydraulic system	Suggested Retail - Unannounced
Approx. eight hours install.
4.	Device Operation: No restrictions on use. The control
valves are activated by the operator.
5- Device Maintenance:
a.	Solid lifter settings - factory specifications.
b.	Hydraulic lifters - set to .002 clearance on
deactivated cylinders. Hydraulic lifters have
not failed in any way with this revised setting.
We recommend a valve adjustment period compatible
with a solid lifter application. The reason we
alter this adjustment on hydraulic lifters is to
prevent a rough running condition on the deactivated
to the activated mode momentarily while the hy-
draulic lifter self adjusts to zero clearance.
6.	Effects on Vehicle Emissions (non-regulated):
a. None of the vehicle emissions equipment is altered..
Does it not make sense if we can operate the
vehicle on less fuel with all the standard emission
equipment in tach and functioning properly, our
over all emissions will be less? Regulated and
" non-regulated?
7.	The AESI Test Results:
a. 1978 Ford T-Bird, VIN #8J87S124951, C.I.D. 400
engine, transmission A3, air-conditioned, power
-3-
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sheering, odometer reading at time of test 13,290
miles. The information you have in hand is the
only testing performed on the T-Bird at AESI.
b.	The vehicle was dyno-tuned at an outside tune-up
facility. The Highway Fuel Economy Test numbers
for the eight cylinder engine testing are compatible
with the history previous to any modification. We
do not have any rationale to explain this.
c.	We have no Federal Test Procedure information.
d.	There was no Hot Start LA-4 test on this vehicle.
e.	'The Cadillac referred to in the letter was a brand
new car. We understand that a car not broken in	V
does not constitute a reliable test. While the
car did show gains in the tests conducted on it,
they were not up to the standard of the gains
that we had experienced on a wide variety of road
testing, both city and highway. Under the above ^

circumstances we do not desire to submit test data. ° V1
Since testing the vehicles at AESI, we hav.e come to realize
that due to the fact the tests were designed with the eight
cylinder engine and all of the performance curves were based
on the eight-cylinder power in relation to that particular
vehicle, we cannot possibly receive a fair test under these
k_conditions. We do not claim that the vehicle will perform
on half its cylinders in any given situation as well as it
does on full power. Our goal is to save fuel and we have
found that people will modify their driving habits to
accomplish this with the deactivated engine. We strongly
feel that a modified test curve should be designed around
the deactivated mode of the vehicle.
VJe have a significant list of vehicles that are performing
their normal everyday functions and show the 48% increase
to be a realistic figure. Please find enclosed some of our
test data. One other factor we should mention is the free-
wheeling effect or coasting ability of the vehicle due to
the no-air pumping of the dead four cylinders. As you know,
most dyno-testing cannot simulate down hill coasting.

—4—
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-95-
We are also attaching a copy of our latest memo received
from the White House-
Please advise when you can set up testing.
Sincerely,
rorn Kocyers
Presiq£nt
TR/gb
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tTiYj-GP'.S^ySJ:
y;p to m%
-yr,-
Attachment C-l
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The purpose of this kit is to de- activate one-half ol the
engme. This is p-ccorrpteiwii I:/ releasing the fulcrum
punt of ths rrckir im, ths"f:hy hiio.vi. itj tha valv-:s to
st;iy closed on the cl2-nctivaf.bd cylinders.
The kit n'so provides means 'of attaching the pushrod
to the hydraulic lifter and furnishes a spring which
holds tb.2 pushrod and lifter assembly up and away
from the cam shaft while de-activated.
In 1976 Led Brock, a full time master mechanic and
inventor, wanted to reduce his automobile's gasoline
consumption. A cylinder de-activator system seemed
to be the answer. Mr. Brock has worked with several
cylinder de-activator system designs before deciding
that he could design and build a better one. It took 2Yi
years but he did it.
Led's own car. a 1977 Chevrolet & Camino, was his
first test vehicle. The engine was a 350 cubic inch
V-B averaging 14.41 M.P.G. It had been driven for
5000+ miles under all driving conditions. He then in-
stalled his newly designed cylinder de-activator
system and averaged 21.59 M.P.G. for the next
9.000+ miles under the same driving conditions.*
The device, now known as the "ACD", is generating
tremendous interest and response. It has been subse-
quently installed on many ot'ner vehicles including: 477
cubic inch Cadillac; 425 cubic inch Cadillac: 351 cubic
inch Ford; 400 cubic inch Ford; 302 cubic inch Ford.
These vehicles ara being driven every day. under nor-
mal driving conditions, and are recording spectacular
results.*
An outstanding feature of the "ACD" is that it can be
easily installed cn most four, six and eight cylinder com-
bustion engines with a conventional type internal cam
shaft, lifters and pushrod configuration. The "ACD"
can be installed by most do-it-yourself mechanics with
little effort.
CLOSED VALVES
PUSH ROD
INTAKE
f EXHAUST
LIFTER
CAM
SPARK PLUG
patent pending
CAM BS USED :
ONCOST 4-6 & 3
CYLINDER CA£S!r*
"Actual rest aata* on Me or ACDS inc.
• "four. six and eight cylinder comoushon
engines v»itn o conventional type internet
com shaft, lifter* ond push rod configuration.

MOffloW.


FOR MORE INFORMATION CALL OR WRITE
© 1979 ACDS inc. N
V
.*32333


TM
aesesRCH & oeveLO?ivieNT
v>
1440 MILL 51 . CL CAJON. CA 92Q?0 (714) 440-7585

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h» a.,:;.fr,ci !*'{ v::sc:>*-.- COn;urr.c
, .j ^	,rder *;o-acr»vctor v.-sl-.?:p serrrrievi to c-? !
.-?»>*¦]\*	M: 8rOC« nas-.vor'.'ed wim several C'.-n.w-' J
^ system assigns oetore Gooding '.not ne cowa .
ouiia o Sij'.'ei one ir too* 2'» yeors &uf ne 2,d ¦:
Fe-j s ¦:.v^i car o VP/7 Chevrolet fi Cam ne	in! t
Tlv;"-i -.va»o 350c-~.o-c -icn y.fc o-.e.rog.ng	" '
v-r' 5. j',0 r rr.'>'e; unoer oil er«mg C31 r'.'or-s
5fcl!e;i -"is r>s*ly designed cylinder cJe-cc'ivo'Of syst
cve'cavu 2I S* M?G (or the next 9.000 + mies unc
Ine scrra orbing conditions "
Trie d-3v>ce. now known cs the "ACD," is gen-
eral ng tremendous interest and response. !t
has been suDsequently installed on many
Other vehicles including:. 477 cubic
inch Ccaiiicc: 425 cubic inch Ccdil-
lac: 351 cubic inch Ford: <100 cubic
inch Ford: 302 cubic inch Ford,
these vehicles are being driven
every day. under normal driving
conditions, and are recording
spectacular results.'
An outstanding feature of the
"ACD" is that if can be easily in-
stated on most four, six and eight
cylinder combustion engines with
a conventional type internal com
shaft, lifters end push rod configu-
ration. The "ACD" can be installed
by most do-it-yourself mechanics
with little effort.
/m
ClOSfcO VALVHS
SPARK PLUG
Tile "ACD" »s a simple hydraulic ctevice that con be installed
on ony non-overhead com engine. The device de-activates
alternate cylinders which enobles the engine to maintain
smooth operation witn one half of its cylinders not operating.
The "ACO" is activated by o monual switch located in o
convenient position for the dover. Inasmuch os th% "ACD" is
an e'ectro-hydrauiic system, it is feasible to activate with on
outomatic accelerator switch.
As the system is de-acfiva'ed. the pressure is hyd'ouiicaiiy ,
released in the "ACD" causing the rocker arms, push rods and
lifters on clternate cylinders to become disengaged. Simul-
taneously the valves are then left in the closed position which
results in zero fuel consumption within that cylinder. The elec-
trical system remains in full operation which allows the spark
plugs to ftre. However, after 40.000 test miles, there has been
no damcge to the engine os a result of this.
Wnen the "ACD" is activated, tne hydraulic system places
the rocker arms, push rods and lifters back into service, fhe
engine is now operating on oil cylinders again.
The hydraulic fluid system wo«ks as a cushion ogoinst any
domoge to tne engine or any of it? internal working parts.
The transition is smooth and safe while taking less than one
second to activate or de-octivote the "ACD" fuel soving
system.
¦
L
PUSH
INTAKE
ven.C'O
I
exhaust
LIKES
S4
!
potent pending
1


"Acfupl test dato is on file at
* "Four, six and eight cylinder combustion
engines with o conventional type intemol
com shaft, lifters and push rod configuration.
nan

FOR MORE INFORMATION CALL OR WRITE
/IS fySg®
ReseaacH s. DeveLOPMeiMT
I
1440 HILL ST.. EL CAJON. CA 92020 (714) 440-7595 |

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