EPA-AA-TEB-511-82-1
EPA Evaluation of Fuel Maximiser™ Under Section 511
of the Motor Vehicle Information and Cost Savings Act
by
Thomas J. Penninga
November, 1981
Test and Evaluation Branch
Emission Control Technology Division
Office of Mobile Source Air Pollution Control
U.S. Environmental Protection Agency
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6560-26
ENVIRONMENTAL PROTECTION AGENCY
[40 CFR Part 610]
[FRL
FUEL ECONOMY RETROFIT DEVICES
Announcement of Fuel Economy Retrofit Device Evaluation
TM
for "Fuel Maximiser
AGENCY: Environmental Protection Agency (EPA).
ACTION; Notice of Fuel Economy Retrofit Device Evaluation.
SUMMARY: This document announces the conclusions of the EPA evaluation
TM
of the "Fuel Maximiser " device under provisions of Section
511 of the Motor Vehicle Information and Cost Savings Act.
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BACKGROUND INFORMATION: Section 511(b)(l) and Section 511(c) of the
Motor Vehicle Information and Cost Savings Act (15 U.S.C. 2011(b))
requires that:
(b)(l) "Upon application of any manufacturer of a retrofit device (or
prototype thereof), upon the request of the Federal Trade Commission
pursuant to subsection (a), or upon his own motion, the EPA Administrator
shall evaluate, in accordance with rules prescribed under subsection (d),
any retrofit device to determine whether the retrofit device increases
fuel economy and to determine whether the representations (if any) made
with respect to such retrofit devices are accurate."
(c) "The EPA Administrator shall publish in the Federal Register a
summary of the results of all tests conducted under this section,
together with the EPA Administrator's conclusions as to -
(1) the effect of any retrofit device on fuel economy;
(2) the effect of any such device on 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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ORIGIN OF REQUEST FOR EVALUATION: On February 11, 1981, the EPA received
a request from the U.S. Postal Service for evaluation of a fuel saving
TM
device termed "Fuel Maximiser ". This device consists of a small coil
of copper wire in a plastic enclosure which is positioned over the
negative terminal of the vehicle battery. The device allegedly creates
an ion charge in the vehicle which modifies the molecular structure of
the fuel, thus increasing vehicle fuel economy.
Availability of Evaluation Report: An evaluation has been made and the
results are described completely in a report entitled: "EPA Evaluation
TM
of the Fuel Maximiser device Under Section 511 of the Motor Vehicle
Information and Cost Savings Act," report number EPA-AA-TEB-511-82-1
consisting of 91 pages including all attachments.
TM
EPA also tested the Fuel Maximizer device. The EPA testing is
described completely in the report "EPA Testing Evaluation of the Fuel
TM
Maximiser - A Retrofit Fuel Economy Device." EPA-AA-TEB-81-4,
consisting of 41 pages. This report is contained in the preceding 511
evaluation as an attachment.
Copies of these reports may be obtained from the National Technical
Information Service by using the above report numbers. Address requests
to:
National Technical Information Service
U.S. Department of Commerce
Springfield, VA 22161
Phone: Federal Telecommunications System (FTS) 737-4650
Commercial 703-487-4650
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Summary of Evaluation
The results of the EPA testing demonstrate that with either road or
TM
dynamometer testing procedures, the Fuel Maximiser failed to improve
vehicle fuel economy. The two test vehicles tested are representative of
domestic manufactured vehicles and should have noted an improvement if
the device performed as it was claimed to do. It is concluded that the
TM
Fuel Maximiser has no effect on vehicle fuel economy.
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 Kathleen Bennett
Assistant Administrator
for Air, Noise, and Radiation
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EPA Evaluation of the Fuel Maximiser™ Device 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;
Fuel Maximiser™
2. Inventor of the Device and Patents:
A. Inventor
Charles G. Roberts and Ernest DeMichele
Farmington Hills, MI
B. Patent
#4158346 and #4074670
3. Companies Representing the Device
Mectronic Inc. Energy Dynamics Inc.
22025 Grand River Ave. and 4049 Reduth Ct.
Detroit, MI 48219 Birmingham, MI 48010
4. Representing Companies Organization Principals:
Charles Roberts Chief Executive Office - Metronics, Inc.
Technical Director - Energy Dynamics Inc.
Edward D. Spicer Chm. Bd. of Directors - Energy Dynamics Inc.
Chief Engineer - Energy Dynamics Inc.
Chief Exec. Officer - Energy Dynamics, Inc.
5. Description of Device (as supplied by the device representative):
A. Purpose of the Device;
"... increases engine efficiency and consequently increases the
miles per gallon obtainable by the internal combustion engine
for given speed and loading conditions."
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B. Theory of Operation;
"Inherent in any electric process is the formation of ions. The
ions are attached to the battery terminals (electrode). The
ions move through the battery solution toward the electrode
opposite in charge of the charge in the ion. An ion is a
charged particle. There are two kinds of ions, positive ions
(cations) and negative ions (anions). The Fuel Maximiser™
works with the ions attracted to the negative battery terminal.
The oscillator in the Fuel Maximiser™ attracts the ions
(cations) into the fiber block. Iron is the best known
conductor for ions. Therefore the iron wire lead provides a
natural path for the ions to travel from the Fuel Maximiser™
block into the car or truck body. The ions formed at the
battery terminal actually form a small field at the tip of the
terminal whether it is a top mounted terminal or a side mounted
terminal. This field is about 3/4" in diameter. That is why
the Fuel Maximiser™ is secured firmly to the battery
terminal, so that it is in the center of the ion field.
"Over the period of time it takes to use three to five tanks of
fuel, an ion field is formed throughout the vehicle body. This
field also surrounds the fuel tank. The presence of the ions
causes disturbance in the molecular charge for the fuel. This
means that the molecules of fuel move slightly further apart.
When the fuel is mixed with air, to make the fuel air ratio
necessary for combustion, it takes less fuel (because of the
separation of molecules or expansion) to provide the volumetric
efficiency that the engine had, and must have, to provide power
and to present a leaning of the mixture, which would result in
burned valves. The molecules being further apart more readily
admit oxygen to the point of carburation. The end result is
the use of less fuel. For the average driver (13,000 miles per
year), an improvement will be 1 to 4 miles per gallon increase
in mileage. For a fleet application, the total cost of fueling
will be reduced by a minimum of 10%."
A second version was supplied with the patent. It reads
"The precise mode of operation and the underlying scientific
principles upon which the device of the present invention
operates are unclear and not entirely understood at this time.
One theory, however, is that the efficiency unit reacts to
magnetic fields surrounding it to generate a beneficial ion
transfer, for reasons unknow at this time, increases the
efficiency of the internal combustion engine to which the
battery is conected."
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C. Detailed Description of Construction:
"The present invention comprises a pair of closely adjacent,
preferably oppositely wound electrically conductive coils which
are encapsulated in a suitable insulating material and form an
efficiency unit. The coils have their ends connected to each
other and are preferably wound about an iron core such that the
number of windings on one coil is three times the number of
windings on the other coil.
The encapsulated efficiency unit is positioned closely adjacent
the positive pole of the battery for the engine while an
electrical wire extends from the encapsulated coils at one end
and is electrically connected to the negative terminal of the
battery at its other end. The first mentioned end of the wire
is preferably electrically connected to the coils, either
directly or indirectly by connection with the iron core."
NOTE: Installation instruction provided with the device directs
installation to be made on the negative terminal.
6. Applicability of the Device (as described by the device
representative);
"The Fuel Maximiser™ works on any liquid fueled, rubber tired
vehicle. It works with gasoline, diesel, propane, or gasohol."
7. Costs (as supplied by device representative);
The cost given for various test fleets was $25.00 each with a fleet
discount price of $18.00
8. Device Installation - Tools and Expertise Required (as described in
the inventor supplied literature):
"1. Put the Fuel Maximiser™ on the negative pole of the vehicle
starting battery.
2. Use the strap provided to secure the lead wire of the Fuel
Maximiser™ securely on the negative battery cable.
The Fuel Maximiser™ should center over the negative pole of
the battery and be positioned as closely as possible to it.
3. Carefully bend the lead wire of the Fuel Maximiser™ in the
direction of the nearest vehicle body ground. Do not use any
existing wire ground from other devise. Make a small hole in
the body under the hood with a drill or punch. A drop of paint
or nail polish may be put over the new hole, if desired. Use
the screw (provided) to secure the lead wire terminal to the
metal body.
CAUTION: SOME VEHICLES (MOSTLY FOREIGN) HAVE POSITIVE POLE
GROUND. IN THIS CASE, PUT THE FUEL MAXIMISER™ ON THE
POSITIVE POLES AND CONNECT SAME (AS IN DRAWINGS)."
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A copy of the complete installation instructions is attached
(see Attachment B). The only tools required are a drill, punch,
and a small wrench.
9. Device Operation (as described in literature supplied by the device
representative):
TM
The Fuel Maximiser±n has no moving parts and will last the life of
the vehicle, if it is used according to the instructions."
No further operational instructions were included in the literature.
However, verbal communications with the inventor indicated the
following two additional operational instructions.
a) It takes two to three tankfuls of gasoline before the maximum
effect of the device will be noticed.
b) Grounding the vehicle body by attaching chains, cables, exhaust
collection systems negate the desired effect of the Fuel
Maximiser™.
10. Maintenance (as supplied by the device inventor):
"The Fuel Maximiser™ has no moving parts and will last the life of
the vehicle if it is used according to the instructions."
11. Effects on Vehicle Emissions (non-regulated) (as supplied by the
device inventor);
"There are no adverse effects regarding air pollution nor is there
any "tampering" with engine components."
12. Effects on Vehicle Safety (as supplied by the device inventor);
No statements or data supplied.
13. Test Results (Regulated Emissions and Fuel Economy) (as submitted by
the device inventor);
A. Fuel Maximiser™ On-Highway Tests
The test procedure used was a constant 55 mph speed maintained
for a 225 mile trip on Interstate highway. No details as to how
the fuel used was measured, or vehicle checkouts were given.
The results for 12 vehicles are given in Attachment C. A
summary is given below:
Vehicle No. MPG % Improvement Vehicle No. MPG % Improvement
2 10.0% 8 0
3 20.9% 9 (-) 2.5%
4 24.1% 10 (-) .1%
5 5.1% 11 18%
6 24.5% 12 0%
7 9.2% 13 24%
Average =9.5% improvement in fuel economy.
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10
B. Postal Service Fuel Consumption
1. A letter from the inventor to a member of the Birmingham
Michigan Postal Service documenting improvements of 2 mpg,
4 mpg, and 2.3 mpg.
2. Two letters from the inventor to a member of the U.S.
Postal Service documenting fuel consumption tests with 21
U.S. Postal vehicles with an average fuel economy
improvement of 9.1%. The attached data was not well
documented and difficult to understand. There are 4 pages,
apparently from the Rochester, Michigan Post Office which
document fleet fuel consumption for December, 1977 and
January, 1978. Both months are labeled "w/o unit". The
two month fleet average fuel economies are 7.33-mpg
December 1977, and 7.67-mpg January, 1978.
These documents are followed by 9 pages of records
recording the weekly vehicle usage and fuel consumption for
the weeks of 2/9 thru 2/15, 1978, 2/23 thru 3/1, 1979, 3/9
thru 3/15, 1978, and for the month of June, 1978. These 9
pages also included 4 pages describing the usage of 29
additional vehicles.
The prefacing letter indicates that the devices were
installed at the end of January 1978. The "with device"
records for February, March, and April used a different
type of recording procedure. The following summary covers
the data which can be learned from the P.O. records. A
copy of those records is attached (see Attachment D).
Average MPG Average MPG
Time Period Without Device With Device
December 7.33
January 7.67
2/9 thru 2/15 9.571 * 6.73
2/16 thru 2/22 not included
2/23 thru 3/1 7.433 * 7.825
3/2 thru 3/8 not included
3/9 thru 3/15 8.1633 * 8.0437
*Control Vehicles
C. Ethyl Corporation Data
This data was taken using the Federal Test Procedure (FTP) and
Highway Fuel Economy Procedure (HFET) on a 1979 Chrysler New
Yorker. One set of FTP/HFET tests was made without the device
installed and one with the device installed. A summary of the
Ethyl test data is given below. Attachment E presents the Ethyl
data as supplied by the inventor.
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11
FTP (grams/mile)
HC CO NOx
Baseline 1.31
With Device 1.29
after accumulating
100 miles
22.29
20.62
.58
.68
HFET (grams/mile)
MPG* HC_ CO NOx MPG*
15.01 .85 12.79 .66 21.36
14. 8** .60 10.28 .70 20.95
*Fuel economy given in miles/gallon.
**Middle digit was indistinguishable.
It must be noted that the inventor claims that the device will
not work with the FTP and HFET because tailpipe connection -
exhaust collection systems and the vehcle restraining cable
ground out the device created ion field.
D. A letter from Energy Dynamic's Inc. documenting testing
performed by the city of Akron on police and bailiff vehicle .
A summary of the test data is given below:
Without
Fuel Maximiser™ (mpg)
Police cars
Baliff cars
Total
8.66
10.94
9.88
With
Fuel Maximiser™ (mpg)
10.91
11.22
11.00
Percent
Increase
26%
2.5%
11.4%
E.
Several comments on the data were supplied by Energy Dynamics.
They commented that the bailiff's cars were used in shorter
trips with increased choke operations. The change from summer
to winter grade fuels was also noted as reducing the improvement
noted with the Fuel Maximiser^.
A letter from Energy Dynamics to the Means Service Inc. in
Akron, Ohio which documented testing of 14 vehicles with and
without the device. No details as to the types of testing,
driving routes, or fuel measurement techniques were included. A
summary of the test data is given below:
5 cars
8 trucks
Total
With Device
16.97
6.33
9.68
With Device
20.42
7.09
11.34
Percent
Increase
20.33%
12.01%
17.19%
F.
A note is made that several of the trucks showed a negative or
minimal increase in fuel economy. This was attributed to
improper installation and aluminum bodies in which "the
improvement in mileage sometimes takes longer to become
apparent."
A testimonial from Waterford Dial-A-Ride which noted a 8.65%
increase in fuel economy. No documentation on test procedure or
fuel measurement methods x^as attached.
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12
G. A letter from Mectronics Inc. to the City of Woodhaven
documenting the testing of 5 test vehicles. No testing method
or fuel measurement method was noted. A summary of the test
results is given below.
Vehicle //I
Vehicle #2
Vehicle #3
Vehicle #4
Vehicle #5
Without
Device
13.90
10.47
13.04
9.6
13.5
With
Device
16.78
12.95
No records
No records
13.5
Percent
Improvement
20.72%
23.69%
0.0%
Comments
Suspected
defective unit
H. A report written by Metronics Corporation on improvements in
fuel economy found by installing the Fuel Maximiser™ on 10
Birmingham School Buses. No records or documentation were
supplied. A summary of the results is given below:
Total Miles
Total Gallons
MPG
Without
Device
6957
1284
5.42
With
Device
16253
2767
5.87
Percent
Improvement
8.30%
I. Two pages of fuel consumption records from Thrifty Acres, a
supermarket chain, with miles per gallon figures on 42 vehicles
with and without the devices. The records also present weekly
fuel economy figures for 13 vehicles. No documentation of
measurement or test procedures was included. THe average fuel
economy improvement was 10.97%.
J. A report written by Metronics Corporation for the sheriff of
Lapeer County. The report documents the fuel economy
improvements noted on 10 police cars. An average of 12.12%
percent fuel economy improvement was noted.
K. Several testimonials from satisfied customers.
14. TEB Test Results (EPA Confirmatory Testing Data);
The EPA testing of the Fuel Maximizer™ is covered in a
report, EPA-AA-TEB-82-1, which is enclosed as Attachment F.
separate
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13
15. Analysis
A. Description of the Device;
The theory of operation as explained in the literature presented
by the inventor is in conflict with molecular theory. While the
description uses many "buzz-words", the theory is not correct.
As stated, ions are formed in the fluid of the battery, these
ions due to their positive charge are attracted to the negative
pole of the battery. As stated the metal pole of the battery
has a high (+)ion density. However, ions do not flow through
metals. Metals are composed of atoms held in a crystaline
lattice. The atoms can donate or receive electrons and become
ions. However, these ions do not leave the crystaline lattice.
The concept of attracting cations into the fiber block and then
conducting them down an iron wire is false. An ion cannot jump
from one material to another. The "oscillator" spoken of is a
copper wire wound around an iron U-shaped wire. The described
concept would require an ion to change its nuclear make-up from
lead (Pb) (common battery pole material), to fiber, to copper
(Cu), to iron (Fe). Ions do not change the number of protons or
neutrons in non-nuclear reactions. Only the number of electrons
can change. The complete concept of ion-flow in a solid
material is incorrect. Even given that ions do flow through
solids, the concept of charging a vehicle with an ion charge and
thereby causing a disturbance in the molecular charge in the
fuel is in disagreement with all commonly held theories of
atomic and molecular activity. An ion charge is an electrical
charge as ions have either extra or less than the number of
electrons required. Therefore, ion charge is no different than
electricity. Why the device works differently than electricity
is not explained. How the ion charge changes the density of the
fuel is also not explained. The theory of operation simply does
not explain why the device works.
The second explanation given is that the inventor is not sure of
why the device works but believes it may involve ion flow. It
is possible that the theory of operation is not understood.
However, the ion flow theory is not correct.
B. Applicability of the Device;
The applicability of the device to any liquid fueled, rubber
tired vehicle is judged to be correct as long as the vehicle has
a battery.
C. Device Installation - Tools and Expertise Required;
The installation instructions are straight forward. The device
installation can be complete within 5 to 10 minutes with a
minimal mechanical expertise.
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14
D. Device Operation:
No operational instructions were supplied or appear to be
required.
E. Effects on Vehicle Emissions (non-regulated);
The applicant submitted no test data on non-regulated
emissions. However, since the device does not appreciably
modify the vehicle's emission control system or power train, it
appears reasonable to assume that the device would not
significantly affect a vehicle's non-regulated emissions.
G. Effects on Vehicle Safety:
The device is judged to not adversely affect vehicle safety.
H. Test Results (Regulated Emissions and Fuel Economy) Supplied by
the Inventor;
The majority of the data submitted was correspondence from the
Fuel Maximiser™ representing companies to various
governmental agencies and private firms. The correspondence
documented the fuel savings noted in the "before and after"
fleet tests. There are several problems with this data which
make its usage questionable. They are:
1. Only one set of data, the Ethyl Laboratory data, was
measured by an independent laboratory. All other
reports are written by Energy Dynamics or Metronics.
2. Very little documentation on the test fleet, the
mileage accumulation, the fuel measurement method,
fuel variations, test procedures, and reduction of
data methods. There were fleet fuel consumption
records attached to several pieces of correspondence
but accurate analysis of these forms is difficult due
to missing information, poor copies, and poor labeling.
3. All but the Ethyl test data was composed of fleet
testing over several months of operation. Such fleet
tests can have large errors due to testing variables.
Often noted variables are:
1) Fuel changes from winter grade to summer
grade fuel which will increase fuel economy
in warmer months.
2) Changing ambient conditions due to seasonal
changes.
3) Changes in vehicle condition of repair.
4) Changes in vehicle usage.
5) Changes in vehicle operators.
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15
Any introduction of variables will increase the uncertainty of
the results. An analysis of the individual data is given below:
1. Fuel Maximiser™ On Highway Tests
The problems with this data set are:
i) The data is not presented by an independent
laboratory but by the device representatives.
ii) No details as to vehicle conditions, ambient
conditions, driver instructions, measurement
methods, vehicle preconditioning, or test
procedures was presented.
iii) The data presents no information on the
effect of the device on urban driving.
The results are impressive but require authentication.
2. Postal Service Fuel Consumption
The letters submitted by Metronics again do not have
independent verification and present no documentation
as to how the test procedures were carried out. The
Postal Records as noted above were difficult to
understand. Several weeks were not included with the
"with device" data. The data itself when properly
analyzed showed no significant fuel economy
improvements over the control cars tested. The
results of this testing do not imply that the device
works or does not work, just that the documentation
was very poor.
3. The Ethyl Corporation Data
This data is presented by an independent laboratory
using well documented laboratory procedures. The
device showed no significant improvement in emissions
or fuel economy. However the inventor claims
concerning dynamometer testing must be noted. If one
refutes the "ion-grounding" theory then the Ethyl data
shows the device does nothing for emissions or fuel
economy. , ,
4. City of Akron Police and Bailiff's Vehicles
This data is presented by the inventor and lacks
independent verification. It is stated to be based on
information sent by the City of Akron. No testing
procedures or documentation are supplied.
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16
5. Means Service Inc. - Test Vehicles
This data also is presented by the inventor and lacks
independent verification. The results showed vehicle
to vehicle variability as one car increased 4.26 mpg
and others lost 1.38 mpg. No testing procedures or
documentation were supplied.
6. Waterford Dial-A-Ride
(See Number 11)
7. City of Woodhaven Data
The inventor presents fuel economy measurements for 5
vehicles. Records for two of the vehicles showed an
improvement while two others were missing data. This
data is not supplied by an independent laboratory and
lacks documentation and test procedure descriptions.
8. The Birmingham Public School Data
This data is not submitted by an independent
laboratory and gives no documentation as to test
procedures, controls, etc.
9. The Thrifty Acres Test Data
This data set is sizable but does not describe test
procedures, test vehicles, and fuels used. Different
times of the year are compared-3/l/thru 5/26 and 2/9
thru 3/1 without the device and 3/8 thru 10/11 with
the device. Many pieces of data are missing. The
data is not presented by an independent laboratory or
by Thrifty Acres.
10. Lapeer County Sheriff's Office
The data is presented by Mectronics Corporation and
does not document procedures, vehicles, or actual raw
test data.
.11. Various Testimonials
These testimonials do not document testing methods or
procedures.
An analysis of the supplied testing demonstrates that the only
data which is well documented and presented by a recognized
independent testing laboratory shows that the device does not
work. All of the other test results are presented by the device
representatives and lack technical validity. The data while
voluminous, consists only of the device representatives writing
to others how well their device works. This type of data is
insufficient to prove that the device works as advertised.
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17
H. Analysis of EPA Test Results:
The EPA laboratory testing showed for both vehicles in both test
procedures that the Fuel Maximiser^ had an insignificant
effect on fuel economy or emissions. The changes noted on HC,
CO, and NOx for the HFET cycle are not significant when one
looks at the magnitude of the numbers and realizes that there
are no standards for HC, CO, and NOx for the highway cycle.
There will normally be some variation in fuel economy noted
during extended mileage accumulation. Therefore the shifts
noted in CO and FE for the Citation are not unusual. It is
proper to average the baseline values on either side of the
"with Fuel Maximiser-^" tests because no "residual type
effect" claims are made for the device. Such an average
compensates for gradual changes in the test vehicles
performance. The road testing confirms the dynamometer
testing. The dynamometer testing also confirmed the
applicability of the Ethyl test data, which indicated no
improvement.
I Conclusions
EPA fully considered all of the information submitted by the
device representatives. The EPA evaluation of the Fuel
Maximiser™ was based on that information and the results of
the EPA testing performed on the device. The inventor submitted
no documented test data that proved the "Fuel Maximiser^"
would improve fuel economy. The only independent test data
submitted indicated that the device did not work. The EPA
testing while taking into account precautions suggested by the
inventor, also showed that the device had no effect on vehicle
fuel economy. Therefore, it is concluded that the Fuel
Maximiser™ has no effect on vehicle fuel economy.
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18
List of Attachments
Attachment A Patent Application (provided with 511 Application)
Attachment B Copy of installation instructions
Attachment C On-highway Test Results
Attachemnt D Post Office Records
Attachment E Ethyl Test Data
Attachment F EPA Report # AA-TEB-82-2
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19
Attachment A
United States Patent
Roberts et al.
[ii] 4,158,346
[45] Jun. 19, 1979
[54] ENGINE EFFICIENCY UNIT
[75] Inventors: Charles G. Roberts, Pontiac; Ernest
DeMichele, Farmington Hills, both
of Mich.
[73] Assignee: Mectronic, Inc., Detroit, Mich.
[21] Appl. No.: 867,920
[22] Filed: Jan. 9, 1978
Related U.S. Application Data
[63] Continualion-in-part of Ser. No. 604,792, Aug. !4,
1975, Pat. No. 4.074,670.
[51] Int. CU F02N 7/00; F02B 77/00
[52] U.S. Q 123/1 H; 123/119 E;
123/195 R; 123/195 A; 123/198 R; 123/3
[58] Field of Search 123/1 R, 119 E, 195 R,
123/195 A, 198 R. 3
[56] References Cited
U.S. PATENT DOCUMENTS
4,005.683 2/1977 Whitl 123/3
4,043,308 8/1977 CcrLanowicz 123/119 E
4,050,426 9/1977 Sanderson 123/119 E
4,064,852 12/1977 Fulenwider 123/119 E
4,074.670 2/1978 Roberts el al 123/119 E
4,091,779 5/1978 SaufTerer el al 123/119 E
Primary Examiner—Wendell E. Burns
Attorney, Agent, or Firm—Giflbrd, Chandler,
VunOphem, Sheridan & Sprinkle
[57]
ABSTRACT
A pair of closely adjacent electrically conductive coils,
suitably encapsulated, are secured to or retained closely
adjacent the positive terminal of a battery of an internal
combustion engine. An electrical wire extends from the
coils and is electrically connected to the negative termi-
nal of the battery.
13 Claims, 8 Drawing Figures
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U.S. Patent Jun. 19, 1979
20
Sheet 1 of 2
4,158,346
14 &^x
It,
11
_
It-^j^L'^j^fsl.
-20
12-
IFig-2
Fig-4
f,
P'' 4''
-------
''•t;--i rf't,"
21
U.S. Patent Jun. 19,1979
Sheet 2 of 2 4,158,346
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4,158,346
22
ENGINE EFFICIENCY UNIT
10
CROSS-REFERENCE TO RELATED
APPLICATIONS
The present application is a continuation-in-part of
the U.S. Pat. application Ser. No. 604,792, filed Aug. 14,
1975, and now U.S. Pat. No. 4,074,670 issued on Feb.
21, 1978.
BACKGROUND OF THE INVENTION
1. Field of the Invention
The present invention relates to a device connected
to a battery of an internal combustion engine to improve
the efficiency of the engine. ' "
II. Description of the Prior Art
To our knowledge no attempt has heretofore been
made to provide a device coupled to a battery for an
engine which utilizes magnetic fields to produce ion
transfer and increase the efficiency of the engine.
SUMMARY OF THE INVENTION
The present invention comprises a pair of closely
adjacent, preferably oppositely wound, electricaJly con-
ductive coils which are encapsulated in a suitable insu-
lating material and form an efficiency unit. The coils
have their ends connected to each other and are prefera-
bly wound about an iron core such that the number of
windings on one coil is three times the number of wind-
ings on the other coil.
The encapsulated efficiency unit is positioned closely
adjacent the positive pole of the battery for the engine
while an electrical wire extends from the encapsulated
coils at one end and is electrically connected to the ^
negative terminal of the battery at its other end. The
first mentioned end of the wire is preferably electrically
connected to the coils, eithc-r directly, or indirectly by
connection with the iron core
The precise mode of operation and the underlying ^
scientific principles upon which (he device of the pres-
ent invention operates are unclear and not entirely un-
derstood at this time. One theory, however, is that the
efficiency unit reacts to magnetic fields surrounding it
to generate a beneficial ion transfer. This ion transfer, 45
for reasons unknown at this lime, increases the effi-
ciency of the internal combustion engine to which the
battery is connected.
BRIEF DESCRIPTION OF THE DRAWINGS
20
25
30
50
A better understanding of the present invention will
be had upon reference to the following detailed descrip-
tion when read in conjunction with the accompanying
drawings, wherein like reference characters refer to like
parts throughout the several views, and in which: 55
FIG. 1 is a perspective view showing the efficiency
unit of the present invention coupled to a battery;
FIG. 2 is a fragmentary sectional view illustrating the
efficiency unit of the present invention installed in the
battery; 60
FIG. 3 is a fragmentary sectional view similar to
FIG. 2 but showing a modification thereof;
FIG. 4 is a partial diagrammatic view showing the
battery coupled to an internal combustion engine and
illustrating a still further improvement thereof; 65
FIG. 5 is a cross-sectional view illustrating a pre-
ferred form of the efficiency unit ol the present inven-
tion and enlarged for clarity.
FIG. 6 is a sectional view similar to FIG. 5 but show-
ing a modification thereof;
FIG. 7 is a sectional view similar to both FIGS. 5 and
6 but showing a still further modification thereof; and
FIG. 8 is a diagrammatic view similar to FIG. 4 but
showing a modification thereof.
DETAILED DESCRIPTION OF THE PRESENT
INVENTION
With reference first to FIGS. 1 and 2, a battery 10 is
thereshown of the type employed with an internal com-
bustion engine 11 (FIG. 4) for automobiles and similar
vehicles. As is conventional with such batteries, the
battery 10 includes a housing 12 covered across its top
by a lid 14. A positive pole 16 and a negative pole 18
extend outwardly and upwardly from the lid 14 for
connection with the electrical system for the engine.
Alternatively, however, the terminal 16 and 18 can be
positioned on any portion of the battery 10.
An efficiency unit 20 according to the present inven-
tion and which will subsequently be described in
greater detail is installed in the battery lid 14 closely
adjacent the positive terminal 16. An electrically con-
ductive wire 22 preferably made of iron extends out-
wardly from the efficiency unit and is electrically con-
nected with the negative battery terminal 18 by suitable
connector means 24. The wire 22 includes an electri-
cally insulating casing 28 and the unit 20 itself is electri-
cally insulated from the positive terminal 16 as will be
shortly more fully described.
Although the wire 22 from the efficiency unit 20 is
shown extending exteriorly of the battery lid 14 in
FIGS. 1 and 2, the wire 22 alternatively can be molded
directly within the battery lid 14 along with the effi-
ciency unit 20 as best shown in FIG. 3. FIG. 3 depicts
the preferred mode of construction when the efficiency
unit 20 is connected to the battery lid 14 at the time of
manufacture of the battery lid 14. Conversely, FIGS. 1
and 2 depict the preferred form of the invention when
the efficiency unit 20 is installed within the battery 10
subsequent to the manufacture of the battery 10.
FIG. 5 illustrates the efficiency unit 20 in greater
detail as including a pair of spaced but closely adjacent
electrically conductive coils 30 and 32 disposed about
substantially parallel axes and preferably wound in op-
posite directions. The coils 30 and 32 may include any
number of fine wire windings but it is preferred that the
number of windings of one coil be approximately three
limes the number of windings of the other coil. For
example, the coil 32 may have ninety windings while
the coil 30 has thirty windings.
Still referring to FIG. 5, the ends of the coils 30 and
32 arc electrically connected together by leads 34 and
36. The coils 30 and 32 in turn are contained within an
insulating body 38 which is filled with a suitable electri-
cally insulating encapsulating material 40. As shown in
FIG. 5, one end 23 of the wire 22 is disposed closely
adjacent to, but is not electrically connected with, both
of the coils 30 and 32.
With reference now to FIG. 6, a modification of the
efficiency unit is thereshown similar to that shown in
FIG. 5 except that the coils 30 and 32 are wound about
opposite legs of a U-shaped iron core 42. In addition.
the end 23 of the wire 22 is directly electrically con-
nected to the coils 30 and 32 by connection with the
lead 36.
With reference now to FIG. 7, a still further modifi-
cation of the efficiency unit 20 is thereshown which is
-------
23
4,158,346
3 4
similar to the unit 20 shown in FIG 6. In FIG. 7, how- 1. In combination with an internal combustion engine
ever, the end 23 of the lead 22 is indirectly electrically having an electrical system and a battery having a nega-
connecled with the coils 30 and 32 by connection with live and a positive terminal connected to the engine
one end of the iron core 42. electrical system, an energy efficiency device compris-
With reference now to FIG. 4, the battery 10 contain- 5 'n8:
ing the efficiency unit 20 is electrically connected to the a Pair of closely adjacent electrically conductive coils
internal combustion engine 11 of the type used in auto- disposed on substantially parallel axes;
mobiles and similar vehicles. As is conventional, battery means for mounting said coils adjacent one terminal
cable 46 is connected between the negative battery of lhe batter>'; arld
terminal 18 and the engine housing a. 48. Similarly, a I0 tt wi'c havln8 °»f end adJacent **d =olb *"d '* other
second battery cable 50 is connected between the posi- ^rniinaT c°"»ected to the other ba""y
live battery terminal 16 and the engine starting motor _., . ' . . , . „ .
2. I he invention as defined in claim 11 wherein the
' ... , . _,_ . .,,,-, «- ends of the coils are connected together.
Still referring to FIG. 4, a still further engine effi- „ 3 The inventjon as defined jn daim , and inc|udj
c.ency improvement can be achieved by branching an an irQn CQre disposed th „ each coi]
iron wire 54 from the negative battery cable 46 and 4 Tne invention as defined in claim , wherein one
connecting the other end of the wire 54 to the rear of coi) has substantia|iy three titnes ^ many windings &
the engine 11. The wire 54, however, is covered or tne otner coj]
coated with a suitable electrical insulating material so 20 5 jne invention as defined in claim 2 wherein said
that the wire 54 is electrically insulated from the battery wjre js electrically connected to at least one coil.
cable 46 although at least a portion of the wire 54 lies <>. The invention as defined in claim 3 wherein said
closely adjacent the wires in the battery cable 46. Siini- vvjre is connected to at least one iron core.
larly, a second wire 58 branches outwardly from the 7. The invention as defined in claim 6 wherein said
positive battery cable 50 and is connected at 60 to the 25 core is U-shaped with one coil being wound about each
front of the internal combustion engine 11. The wire 58, free leg of the U-shaped core.
like the wire 54, is electrically insulated from the battery 8. The invention as defined in claim 1 wherein said
cable 50 although at least a portion thereof is closely coils are encapsulated in an electrically insulating mate-
adjacent the wires within the battery cable 50. rial.
FIG. 8 is similar to FIG. 4 except that the wires 54 30 9. The invention as defined in claim 1 wherein said
and 58 branch out from and are electrically connected battery has a housing and wherein said wire is molded
with their respective battery cables 46 and 50. How- intu sa'd housing.
ever, to prevent battery drain when the engine 51 is not 10 Tlle invention us defined in claim 1 wherein each
running, the wire 58 is coupled through a resistor 62 to ballery terminal is connected to the engine electrical
one lead 64 of a diaphragm switch 66. The second lead 35 svstem Vla a battery cable' »'d device further compris-
68 of the switch is connected at 70 to the front of the ln« a fir;il iron wlrc extending outwardly from the posi-
engine. The diaphragm switch 66 is u normally open "V* terminal battery cable and secured at Us free end to
switch and is activated or closed by the engine manifold the f™«/.the engine and a second iron wire extending
vacuum via a tube 72. Thus, when the engine 44 is , »u'^«rdly Iron, the negative termmal battery cable and
..... .,. . . . ,. , , ,, , 40 connected to the rear of the engine, said iron wires
started, the manifold vacuum closes the switch 66 and , . . . .. . . , , ? , . .
. ,, ,••••, u .u -.1 being electrically insulated from the battery cables.
completes the electrical circuit between the switch n T-I • -i r j • i • « L • L
I AA Afl invention as defined in claim S wherein each
terminals 64 and 68. battery terminal is connected to the engine electrical
As previously set forth, the precise mode of operation systeni viu u ba|lcry cabk ^ devjce further comprjs.
and the underlying scientific principles for the elfi- 45 ing a first iron wire extending outwardly from the nega-
ciency device 20 of the present invention are not en- ljve lermina, balte,.y cable ^j connected at its free end
t.rely understood at this time. However, tests have u, the rear of the engine and a second iron wire extend-
shown (hat the efficiency unit 20 increases engjne^m- |ng oulward|y from the positive terminal battery cable
ciency ariclc^setiiiemj^ and colinecied at its free end to one terminal of a switch
obtaTr^ebytliein^na^^ 50 means, the other terminal of the switch being electri-
specd MaTo^CTTrdtnSns:^- ca||'y connected to the front of the engine.
Having described our invention, however, many J2. The invention as defined in claim II wherein said
modifications thereto will become apparent to those switch means is a normally open manifold vacuum actu-
skilled in the art to which it pertains without deviation ated switch.
from the spirit of the invention as defined by the scope 55 J3. The invention as defined in claim 1 wherein said
of the appended claims. wire is made of iron.
We claim: ' * ° ° ' •
65
-------
24
[19]
Roberts et a!.
[ii] 4,074,670
[45] Feb. 21, 1978
[54] ENGINE EFFICIENCY SYSTEM
[75] Inventors: Charles Roberts, Howell; Ernest
DeMicbele, Farmington Hilis, both
of Mich.
[73j Assignee: Mectronic Inc., Detroit, Mich.
[21] Appl. No.: 604,792
[22] Filed: Aug. 14, 1975
[51] Int. Q.2 F02N 7/CO; F02B 77/00
[52] U.S. a 123/119 E; 123/1 R;
123/139 AV; 123/198 R
[58] Field of Search 123/119 E, 139 AV, I,
123/198 R
[56]
References Cited
PUBLICATIONS
Ford, 1974 vol. II, Car Shop Manual, title page and pp.
21-24-2.
Dodge, 1973, Passenger Car Chasis Service Manual,
title page and pp. 8-128.
Primary Examiner—Wendell E. Burns
Attorney, Agent, or Firm—Giflbrd, Chandler, Sheridan
& Sprinkle
[57]
ABSTRACT
A pair of closely adjacent electrically conductive coils,
suitably encapsulated, are secured to or retained closely
adjacent an electrical accessory and a fuel line of an
internal combustion engine. When the engine is utilized
to drive a rubber-tired motor vehicle a ground strap is
provided to provide an electrical connection around the
insulation produced by the rubber tires and the rubber
motor mounts of the engine.
6 Claims, 5 Drawing Figures
10
32
-32
-------
25
4,074,670
1 , 2
FIG. 5 is an elevational view of the device of ihe
ENGINE EFFICIENCY SYSTEM present invention enlarged for purposes of clarity and
illustrating portions in phantom.
BACKGROUND OF THE INVENTION 5 DESCRIPTION OF THE PREFERRED
I. Field of the Invention ' EMBODIMENT
The present invention relates to devices connected to Now referring to the drawings Cor * more detailed
internal combustion engines to improve ;he efficiency description pf the pre»en< iriVgfilW!! 9 portion of a motor
thereof. vehicle 10 is i]!ustryt necessary be used as we'll
to connect a grounding wire between ;i component of FIG. 5 illustrates lhe unit 34 in greater detail as in-
the drive train and the body of the vehicle. Without eluding a pair of spuced but adjacent electrically con-
this, experience has demonstrated thai the device will 45 duchve coils 40 and 42 disposed about substantially
lose its effectiveness over a period of time. It is felt that parallel axes and preferably wound in opposite direc-
this results from a build up of electrical energy and the lions The coils 40 and 42 may be of any preferred num-
ground wire dissipates this electrical energy through ber of fine wire windings but it is preferred thai the
the drive train, around the rubber tires, to the body of number of windings of one coil be approximately three
the vehicle. 50 times the number of windings of the other coil. Thus in
. , lhe device as actually manufactured (he coil 42 has 90
DESCRIPTION OF THE DRAWINGS ^^^ ^ lhe CQ> ^ ^ 3Q windh)gs Jhc ^ of
A better understanding of the present invention will the coils 40 and 42 are connected by leads 41 and 43
be achieved upon reference lo the following drawings which extend through an insulating body 44 which
in which like reference characters refer to like parts 55 encapsulates the coils 40 and 42. Iron cores 45 and 47
throughout the several views and in which: are disposed within the coils 40 and 42, respectively.
FIG. I is a fragmentary, exploded perspective view Still referring to FIG. 5 the fastening means 36 is seen
of a portion of a motor vehicle utilizing the device of lo be a single wire extending from the body 44 and
the present invention; separated from Ihe coils 40 and 42 by the body 44.
FIG. 2 is an enlarged perspective view of a portion of N> The unii 34 is preferably disposed on the fuel line 30
the structure shown in FIG. 1 illustrating the coil de- such that the axes of the coils 40 and 42 are disposed
vice mounted to the fuel line of the engine; parallel to the axis of the induction field surrounding lhe
FIG. 3 is a fragmentary perspective view of a portion distributor 20.
of a motor vehicle illustrating a pieferred connection of The unii 34 mounted as shown in FIGS. 1 and 2 has
one end of the ground wire; 65 been found to provide improved fuel mileage. As indi-
FIG. 4 is a view similar to FIG 3 bul illustrating a cated above i: is thought that the reason for this is that
preferred connection of Ihe other end of Ihe ground field induced around the coils 40 and 42 by the indue-
wire; and lion field of the distributor 20 or other electrical compo-
-------
U.S. Patent
2b
Feb. 21, 1978
4,074,670
FIG.3
62
FIG.2
36
36
FIG.4
36
FIG. 5
-------
27
4,074,670
nent ionizes the gasoline flowing through the line 30
and thereby enhances its combustion characteristics.
It has been found, however, that while initial results
with the unit 34 are very satisfactory there is a gradual
drop in the results achieved as the unit is used for a 5
period of time. It is thought thai this is due to a build up
in electrical energy around the unii 34 and the engine J2
itself which somehow affects the operation of the unit
34. Rubber motor mounts (not shown) and the rubber
tires 16 prevent a discharge of the electrical energy and 10
cause the buildup. To overcome this the ground wire 60
shown in FIGS. 3 and 4 is provided and is connected
between members electrically conductively connected
to the engine 12 and to the body 14 so that there is an
electrical path therebetween. 15
In FIG. 3 the ground wire 60 is shown as having an
insulating cover 62 and an end 64 connected to one of
the bolts 66 on the differential housing 68. The differen-
tial is of course a part of the drive train of the vehicle
and is connected directly to the engine 12. 20
As can best be seen in FIG. 4 the other end 70 of the
ground wire 60 is preferably wrapped around one of ihe
mounting straps 72 for the gas tank 74. The straps 72 are
connected to the body 14 so that the ground wire 60
provides an electrical connection beiween the engine 12 25
and the body 14 to thereby provide an electrical dis-
charge path which prevents a buildup of electrical en-
ergy in Ihe coils 40 and 42.
Although we have described a single embodiment of
the present invention many changes and modifications 30
can be made therein without departing from the spirit of
the invention as expessed by the scope of the appended
claims.
We claim:
1. In combination with an internal combustion engine
having a fuel line and an electrical system including
means generating an electrical induction field, an engine
efficiency device comprising:
a pair of closely adjacent electrically conductive coils
disposed on substantially parallel axes and located
within said induction field, said coils comprising
windings having their ends connected with each
other, and
means mounting said device adjacent said fuel line,
said means comprising a wire member electrically
insulated from said coils.
2. The combination as defined in claim 1 and in which
said coils are encapsulated in a non-electrical conduct-
ing body.
3. The combination as defined in claim 1 and in which
said internal combustion engine is mounted in a motor
vehicle, said vehicle having rubber tires and further
including a differential connected with said engine, and
also a body, a gasoline tank end straps mounting said
tank to said body, said invention further comprising an
electrical conducting member connected between said
differential and one of said gasoline tank straps.
4. The combination as defined in claim 1 and in which
said generating means includes the distributor for said
engine.
5. The invention as defined in claim 1 and including
core members disposed within said coils.
6. The invention as defined in claim 1 and in which
one of said coils has approximately three times the num-
ber of windings as the other of said coils.
35
40
45
50
55
60
65
-------
28
TO NEAREST
VEHICLE
BODY GROUND
Attachment B
PLASTIC STRAP
@\"*Jr-p SELF TAPPING
SCHEW
FUEL
MAXIMISER
• /
U J v ..... i J. 7 1 1 ,.
VERTICAL POST INSTALLATION
PLASTIC STRAP
MAXIMISER
OP";
CONT€N?S:
1. fuel Maiimiser
2. Self Tapping Screw
3. Plastic Strop
TO INSTALL:
1. Put the Fuel Maximiser on the negative pole of
the vehicle starting battery.
2. Use the strap provided to secure the lead uiire of
the Fuel Maximiser securely on the negative
battery cable.
The Fuel Maximiser should center over the
negative pole of the battery and be positioned
as close as possible to it.
3. Carefully bend the lead wire of the Fuel
Maximiser in the direction of the nearest vehicle
body ground. Do not use any existing uuire
ground from other devise. Make a small hole in
the body under the hood with a drill or punch, fl
drop of point or nail polish may be put over the
neuj hole, if desired. Use the screuu (provided) to
secure the lead uiire terminal to the metal body.
4. The completed installation should look like either
of the drawings.
CflUTIQN: SOM€ V4HICUS (MOSTIV FOREIGN) HflVC
POSItlVe POU GROUND. IN THIS CfISC, PUT TH€ FUCL
MH3£lffllS«fl ON TH€ POSITIVE POU5 RNO CONNCCT SRMC
SIDE POST INSTALLATION
TO CONSUMCR:
The Fuel Maximiser has no moving ports and will lost the life of the vehicle, if it is used according
to the instructions.
Experience In use has shown that the fuel Maximiser improves engine performance. Records
indicate that because of better performance, an increase in miles per gallon is observed —
depending on the condition of the engine before installing the Fuel Maximiser. flfter one, tuuo, or
three tanks of fuel, an increase in M.P.G. should be seen.
The manufacturer is proud to present this product. Vou will save fuel and moneu with its use as
others have. The smoother the engine performs, by itself, is worth the cost of the product.
CRUTION: DO NOT PUT ItflD Ullflf Of TH€ FU€L MAXIMISCR N€flfi MOVING CNGINC PRRTS (SUCH AS THf FRN OR 8UTS).
DO NOT INSTRLL TH€ FUtl MRXIMISCR UNUSS tNGINC IS Off.
© MECTRONIC CORPORATION 1979
:(ry«««?pS33^)^^
-------
Course
Ai r
29 L
KE.CThC.NIC CORPORATION
22025 Grand RiYer Aye.
Detroit, Ml. 48219
SUMMARY RESULTS FUEL MAXIMISER (TK)
ON-HIGHWAY TEST OCT.30, 1975
FTOB Interchange M-59/M.I50 In Oakland County to
Pinconning exit of 1-75 and return.at controlled
speed approxlaatly 55 eiph.
Vehicle Description Trir
#2
- " i1
*3
*k :
#5
#6
il
#9
#11
#12
j'l?
#10
#8
HlMI
•r-
pals
'75' PONT I AC TRANS AiJ 1 3
'73' FORD V3
'74' PLYKC'JTK COUPE
'75' PCivTlAC iTA. W.
'76' FORD LTD
'75' PONT I AC
'75' CHRYSLER CORD 03 A
'75' FORD T 3IRD
'73' FORD T BIRD
'75' CHE-/. CAPRICE
FLEET TOTALS
'73' DCD3E i-XTOR/ H
'75' FCKD PANEL V8
TRUCK TOTALS
ALL VEHICLE TOTALS
I
12.7
12. 3;
#1 W/C Unit Trio #2 W/..Unlt
Miles
222. ° -
215.3
??c
13. 5 \ 226. 9
13.5:225.5
13.0:225.3
II. 5 227.2
13.3
I3.I
13.2
20 5
28.7
15
^3.7
173,3
221
221.2
PPO. Tt,
-o4£ o
230.0
217.2
443 . 1
26 P6.3
KPG,
17.15
17. C7
18.63
16.87
16 , 99
« ,
! v*als.
l '•:
II. 8
10.5
i Q.O
: 12.8
j io.e
17,33 II. 9
19.76
16.01
16.89
17.114
17. ^S
3.05
14.48
10.25
15,56 ,
II. 8
! II. 7
: 13.1
10.7
i IJ5 •
28.2
15.
43.2
Ml lea ^
222.?-
216.5
22°
MP3
IB. 85
20.63
23.13
225.9 17.73
22B.4 i 21.15
225.2 ; 18.92
227.1
221
221.2
?2°. I
72^7.3
23C.7
217.2
447.9
19.25
•18.89
16.89
21. 41
ic. 54
3.04
14.48
10.3?
Plus
1. 73
3.55
4.5
t o
4.16
1.59
2.38
0
4.04
?.I°
0
.12
Kin.-
(.51)
(.01)
>
IC-
On
~ ^
04
5o
2^
9.
(2
18
0
OL
I?
I.
158.2 2605.2 17.04 I.*8 9.
The abore data extracted fro* filed affidavits signed by owners (or drivers
of vehicles and counter-clgned by Mactronlc Corporation monitors on file at
Mectronic Corporation.
-------
22025 GRAND RIVER AVENUE
DETROIT, MICHIGAN 48219
(313) 537-2111
February 27. 1976
V
Kr. Clsrence Mercer
2330 Cole Street
m, Michignn 4H008
Dear Mr. Mercer:
Some time ago, we installed. our Fuel:naxi:7ii_sjer System on one
.of your vehicles. The purpose of the ins'tsTla tion was to
show you that we could save considerable fuel for the ?os_t
Office Department . -which h~s approximately 227.000 moving
rubber-tired vehicles.
-As n United States citizen interested in economy and the
welfare of your country , you furnished a 1973 pickup truck
-2.QO, and -.ve installed the ^uelnmxiraiser . The iricreas_e in
miles per gallon as observed by you was 2 (two^j^les per
gallon.
Further, you stated tn/st you 400)1: the Fuelrnaxiiniser off the
engine and the mileage decreased 2 ...( twoFTiiles to the ga 1 1 nn t
end
FUP]
that you put the
mileage jjacreased^j? (twoJ
also that we gjd not_nd Just
engine.
hRpk_oij t.h» engine and the
miles per gallon . You observed
or t-i.nper with pny part of the
Also, you heve observed the results of
per /-fill on increase on J..-0— (ten) othey ven
postal employees and friends. YOU and lur
sa\v the results of two public tests on expressway
f our ) miles
owned by
Hargrove also
coagaes
which averaged en increase of over 2,"\ (two nolnt three)
miles per gallon.
If all of
signature
'
the above
here:
is correct, v;e would, appreciate j'our
Kespectfully,
^" *>
RS/hbs
horles LZ. Roberts ,
•
.-C'-^-
' Hichard C. ohubert
-------
January 5, 1980 31
Willia* Fleaing
Michigan District
U.S. Postal Service
Detroit, Michigan 48299
Dear Mr. Fleming»
Mr. Keyhole reconaendad this letter to you. Enclosed find a report
on fuel economy improvement using the "FUEL MAJCDGSER" system. Twenty-one
U.S. Postal Service vehicles were tested. Jeeps and •£ ton trucks were the
vehicles tested. Postal Service mileage and fuel usage records were given to
us and are the basic for the report.
We have records of fuel econony improreiEant of fron 8.30$ for large school
buses to 2l>% for "in duty*' police patrol vehicles.
The 21 Postal Service vehicles averaged 9.10£ improvement in fuel economy.
I should project this as average to expect on the entire Postal Service
fleet.
Mr. Flexing, I an sure 70u realise the difficulty in attests at fuel
economy. It took several years of record aecuaulaticc to provide evidence
of the savings obtained wfean using the "FUEL MAJCDGSER" systss. In 1973t
for instance, persons at the State of Michigan Transportatioa office net
with Be to discuas the use of our prodeet„ The product was Highly
recommended by several persons there who had obtained three ailes to the
gallon benefit froe it's use. Tbs end cossaent was, "Well,, fuel ifl cheap.
If everyone saved that ouch fuel the state revenue would suffer". Conditions
today are considerably different.
-------
32
I wish this latter te prsfaee an ^pointsent vith you to disc ma tha
use of tte WPUEL MAJCIMISER^ systea.
* The "FUEL MAXIMISES" Inatellfl ia fiva oainutes0
* There are no ©dveraa effects regarding air pollution nor i« there
any "taaperinf with engine eosspcnents.
* There is no violation of manufacturers warranty.
« The MFUEL MAXIMISER" does not raaar out end Eay be t^sen froa
a rotired vehicle and installed on Its
Charles C. Roberts
Designer
Proprietary Richie reaerred by Bfecfcrcaie
Jfectronic Corporation
3CO1 West Bis, Beaver Head - Suite
Troy, Michigan 48084 Fteanss l«313-&49~6779
-------
33
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mike m(H rt csir^.f'O1. *r»d rfc«;i' H
< lr to i,i'irrv| imlh (Tor po«(i uwnnl only)
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'A ION AM {
TAUT ONE - COS
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t i' jl 1 I- HMD Lll C'l
i it Jt r >• i tin r>u ('0
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INF.IIAL LMO 73 ><1
K TON *1 A I S f n JlfP L H O 70 71
* TON KAiM II JtCt' MHO 70 71
ALL C»THI n •.. TON vf Hitti tr,
'. TON AM (.1 fj| IIAt Mult /I
r. TON i OHO HMD- >o
1, 1 ON OlM>r.l MUD C>
*. TON itrC ImfJ CO
ALl OTHfM '. TON MHO Vf MlCLLS
U ION AM r.I Nl HAL HMD /(, HI O MlC
II TON AM MplOHfi 70
ALL flltll H !', CON HID VI HlCl iS
llONOOIU'il LHOGIM.O
i TON noor.r ?o
i ION otmr.r LMO es fie
1 TON IKUKiE LMDG7
1 TON CHt V LHOGQ
ALL OTHfll »; (I. 1 TONLHOVtMiCLCS
2 TON CHt V 6d CC
2 TON CMt V 67
aw TON ctu v r.» GO LHD
r ANAL
01
(12
03
04
05
00
07
OS
00
1 1
u
17
10
10
3.1
37
31
33
30
37
38
39
43
44
40
VSIS OF MINOI K
cosr
i
i
i
J 3- i 6>>
S~C> ' f&
\
i
37 US'
I
I
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1
1
1
1
\
I
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1
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1
fPAIIlS ANO SCIWICE S UY MAKE/MODE
MAKC - M*' )TL - UCSCHII'TlON
2", TON CrH v 70 LtiO
ALL c-i "'i n ;> ?:. TON vt MICLLS
^ TON IMC lAuio Tiani.J 73
•> TON IHC C?
5 TON IHC GH 69
b TON IMC 70
ALl OI»H M 'j TUN VI HlCLTfi
UlACtcMIMACK JITANOLM
t MAC fiiM MAC ik M
HIAC1(>M M>\CK /'.. 7ANO1M
THACTOn £PO1 mi IAHI
IMACTOn MAC* f.fl G1)
THAC f OH MACK 70
.. .
ALL T (IAILI nr.
ARMOHCn THAC1OM
txprniMfNT AL vi HICL(-S
VI MlCLl MAINT.SI HVlCC VTHlCLI S
nonnowfco VEHICLES
STORAC-r Vf.HlCLES
PLANT A rouip.scnvicfc vt HICLES
AOMlNlSTIIATivt VEHICLES
1NSP StrWiCE SECURITY VEHICLES
LAW LNFOHCLM6NT VEHICLES
•" ' •--
coor.
4Ci
4'J
01
04
55
bC
" to
03
03
(•a
06
f.7
cn
r.'.i
71
70
HO
ni
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LOSI
1
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1
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//s-.SJ-
PAfU TVJO - ANALYSIS OY VCNDCR
vrNOOPl NO
VI NPdfl ISIimv '>(/ f'lutii'miy 1 INf .. . . ._
r.ALi ONS ri
/)/•*(, (, O ff? Co- ^o /J02 >2
ii
C.3
13
ouAmt- 01
-. . .. / ...
. ..
60
5f.
5? 1
58
r.o i
TOTALS >l 'JO
CMC* OF
CASO
j/jy
Psr0.m 4,.17
CASOLt
GALLONS
:_::
cnsr OF
OIL
I.1JI
S
t
COST OF
nt F* AIUC ANn
/2i, st Hvict r.
S 1
1
1
1
1
1
1
1
t 1
1
ME "I OIL
TENTHS QUARTS
•
:_::.;.
s
~
I'AflT fOUII - CtllTIFICATlUN
'••'«>•""••« •^"•"""•'»l , , / 1
SUMMARY OF PtmCIIAMT, mOM COMMf RCIAL SERVICE STATIONS
-7."^
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35
1 •> r.l •«* "At MM I HO
Ul
O
O
01
03
0.1
J>*
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t«j TO^ **.< i >i M«n ' lit
1 J TO** *«.«(•. ».l '« OMQ
i/; TON *o**o TO ««o
1/3 ION f«f»noi 4' M«C»
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1
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n
|
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9 ION IMC fj IHO
6 TON INC G> LHO
|v«ACtort»ro.Mn».|! "
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PAIIT ONC - COS
MAKI. MIJDCt. | (('''.CHUM ION
•„ t ON AMI. l mi i^ >\\
'i 1 OH K AIM It H 1 1' Ml Ml ('ill I",') ' '
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*'. 11 IN AM Lit NI IIAI HMD 7L» I IPCI MlC
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At L Ol Ml n K 1 ON LHD V(. MICl.C S
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7 1O") CMC V M CG
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ANAL
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'.. TON IMC 07
•j ION IMC LH 0!)
0 T ON IHC 70
A*. 1. OTMt'M 0 ION VlHiCl I f.
1 MAC IOII MACK M 1 AN 1 H M
1 MAC 1 OM MACK M 1 Af.lll M
i HAL ion N'AI:K /i
1 II A(. 1 |>M MA( r! /•.. 1 A Mil M
1 MAC 1 (IN M'OI 1 f tl (All)
t HAC1OI1 MACi; (,|| <.'J
1 MACTOU MALK 70
Al 1 OTMI M 1 MAC IOM^
ALL t MAII I It!'.
AMMOMI O 1 MAC TOM
,. 1 M'l MIMI NTAI -VI IMCt 1 5
VltMCIIMAINI ^1 MVK't VI MIC 1. 15
(lOMMOWl () VI IMC1 I S
SIOMAI.I VI MtCLI 'J
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TOTALS
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L
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ill
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.
• - •• • —
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C(Wr OF
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MP/.5 '87
I 1
1
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S\P/,^ 137
COST OF
OIL
I3JI
* 2.70
s
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COST OF
MINOH PAIITS,
REPAII1S AND
(jjl StnviCCS
* l84~~7b'
s ..)_.. J
i
l 1
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313256
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302395
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\ \ A 7 • /
\ '<•
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'^1^^ j 73.?
\
/ / % ^f
•' / & f'**~
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'i
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T-Cost
J>£-
/^
•J?/
J7
J6
J^
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.//-
30.
"7 ••
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J?
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i
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3
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-------
R-Gchnnter, Mi.
Vehicle // Vended
302395
302482
302501
302520
302583
313256
314351
314359
3U387
I-v/enk
Fu
c* '
'. '
Costj Fuel"
45
i I
10
3170
""Coatin
55T
'M
! f
S i?0
Y.!*i 1-
20
y *'f*
.
3' ••/*'
Fuel i
Cost [OillCoatl
y
k P*
; eo
y
T-Kuel
T-Cost
i? V'. 7
2 7-
2!L
.13-
rL
•2.?
77
//,.'/
//
6116817
7
32
6116822
6116326
6116332
'W
\ ?\
t -I
"" '(
i?
2S-
6116333
/- /j/£
6116335
2Z-
6116839
a'if«n
13
ft?.?
6117170
n-ft
72_
6117175
6117184
6117191
6117196
\2S-
ft-oo
/V
^
^
76
\90\
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tt_l?
3-1:
V337
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73
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1 TQW r»O*"t-t «3 *9 L «P 1 .It
1 TON OOO'X 0» tuO
30
r a»
38
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cn««o.ot«i f*
i
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1 '
1. (('Til VfhJck f>.o \ - Obliin Troni Form
Ill'l ll'\-i>. KM; csl I'd i IN v<. iivi
- »>. . . .— - • . .- - .. .._
•••.. iV. • ,-. I .' ' '
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rdj
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i tmnlr! calff o/y, ind ifco.'i1 I-
t> iu-iir*l frtilh (Tor po^fj] uwnn) only)
-------
1.1'
*
i
MAKf MOOfL • I*»l"!l0i(tr I lON
'.i TON AMC.
•-. fOr. * At::
M Jl 1 f flHO (ill CD
x TON K Ai;:r n jt i r i MO r,u r.o
- 1 ON AM f.l Nl UAL RHO 73 74
X TON AM (".
INf.HAL LHO 73 74
"A TON AM Ctt Nl. HAL HMO 70 -7C
X TON KAIf,
*TbN~>;Ais
ALL iviMi n
:• ION i on
f n Jt er LHO ^o 'i
II JCCl* HUD 70 71
:. i ON vr»nf:i i:;
1 Nl RAL f(MU 7.'l 74
) HrtD /O
:. ION oonc.i RML> c/
V, 1 ON llfC IHtO C9
ALL OTlini '. TON RHO Vf HlCLtS
'.» ION AM<;i Nl HAL HMU /£» HI ClIHC
JV TON AM MOTlinr. 70
ALL in MI H :; ION i no vi met LS
t TON OOlit'.l LHOUI !,!>
i TON ooor.i 70
i i ON noor.i' LHO 65 fie
1 TON I.IOOC.E LHO 07
1 TON CHfcv LHO C8
ALL OTMtH !i & 1 TON LHOVEHiCuC'J
2 TON CMfc V G4 OG
2 TON CHE V 67
2H TON CHIV C.JI 60 LHO
A L* .' rt !
ci.7 n-
01
11.'
03
O4
05
06
07
oa
U'.l
1 1
12
1J
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10
10
2:1
37
3!)
31
33
30
37
30
3'J
43
44
40
>KIJ: E^ M~. . M) mil,
COST MAK. ., MOL)
1
1
1
J) 3- 1 4>
i
_j~C> */&
\
i
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i
37 US'
i
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L".'. jJt'jeiuMi
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AH (jii.i n .• ;>:, ION vi MICLI
0 ION IMC lAnln T'ant.) 73.
,'MCIMt
6 TON INC li;
5 TON IHC CH69
S VON inC »0
ALI Ol ill M ,
01
04
55
!,G
SiO
(.1
r.7
CG
r.7
en
71
70
no
HI
03
fO
04
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09
99
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1
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i
PART nVQ - ANALYSIS 0V VCNDCH
vriwDOR NO
(t-,',0",-'- tnv
!'«• Oi.lv;
(iAf.(H. fgf
vi NpoR r /(i«lii-n/i»af l>,'nlfri NO OIL
f.Al,l ONS ntfi
^.?t/J":/
Or
'••o /?e>2 2
0? 1
03 1
"".'." /.:;.
50
07 1
50
V» 1
99 |
C05T Of
CASO
,.,, LINf
1
1
1
1
1
1
1
1
S 1
COST of
OIL
CN >
« C
* ' /
S
??...-
t
COST OF
Miivrjn pAtirr.
ntPAIHS ANIl
,;jl SI llviCt:.
S 1
1
1
1
1
1
1
1
1
i 1
PART TimCC I
issuis TO CON TRACT vtM.ctt s CONTRACT NO
SUWMAMlZfD IIY CONTRACTOR tu^il Hrtt. i rvu
.„
._.. .
--
- - -
----- •
- --
—
TOTALS - r*
GASOLINE
GALLONS
1'ART f OUM - L'CflTlFICATlU-V
TtNTM'j
- --•
OIL
OUAflTS
.
:-.::.:-;—
i . ..
" ' "T
ATE
rsi.
SUMMARY OF I'URCHAMT, FROM COMMERCIAL SERVICE SJATIOIMS
*7 ^>"
;''':''::
'''':|'':|': ^ •y-^^^^**'1^^^ ' '" .....
-------
48
io:.i it* i iv t, i"\u A^O /if cuul
/Sfx'./ySS/'/r/Z X// //V'£ 3
MAM Montt o> :.C'»irr.oN
1/4 t ON At« ,., **. HAt. »•• lit I'M )
\tt
O
O
u
Ol
03
OJ •
p*
0*
f"
i -3 TON *MC O '< «Mf>
1}
13
1/3 io»« or 'not » » »*«p I "
t,A 10W *••<-. 7*" i.rrift«c"> ^
t/»T0w«c»«i»n
1 S lit -t VI l» V I. |
SUMMAIIYOt VtHlCK'tir
3. 5 " - _f\i ;' (p
»Ci t
» s
•''
y
^ »>
/ -7- /?
_ jf Jf (/•
yj*
1 ION PO^Oe «** "9 i "0 I3»l
» 10* oooc' >o L»-O f 3:
1 TOW OOOOt ^O
7'* TO* CMfW 10 two
9 TCN IMC 7J LHO
9TO-.I»CC^7I.-0
TnAC»on sroT-ttn *i.t
IHrtCTO" »tACK '£>
tton*o«
L AW fr< toner *.'* Nr vC-'-n.; 5
TOTAL fCSIAI. U.»NtO
36
3)
33
29
4)
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43
4*
01
94
5*
60
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> 37
iSC
io™toD1
TOTAL
• ^.
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66 /
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't
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OONC
— -
)T COfVT SUNDAYS AND
p^nfy,l(xl rcnvJ In
th ITt'f p^\fll onnfi) only)
1 ( . 1 • • 1 , t I V 1 1
•v /, 6
-------
' O
Pochor.tnr, Mi. .;B063
rnnT ONC - COST
MAKt; MOIX'L. IH'SrUlf't ION
'.. ION AM(< 1 'Ml /I. 7 1*1
•-. ION KAIM M .n i r mm tin -i»n '
i; TON KAlSI M Jl t i' 1 HO lit) uO
;; TON AM til N( MAI. MHO 73 74
•A TON AM CitNl MAI 1 MO /H 74
U ION AM til NLflAL MMO 7L 70
U ION K AISC n JLIPLMn707l
K ION KAISLII Ji rr nun ?o ?i
AI i. oinrn u TON vr MICH:;;
*)t ION AM i'.l Nl MAI MMO 71
V. 1 OH AM HI Nl H A U MHO /3 i*
H ION t OHO MHO /O
K 1 ON OOOGl MHO U/
>. ION IMC Mill) (JO
All OTIU M K ION MMO VCllltLtS
*« ION AMCI Nl ItAI riMI) 7L> Llf ClIllC
H ION AM MO tOMf. /O
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t TON CHI v i MO en
ALL ot tit n u f, i ION 1 1 to vi HICLI r.
2 TOfJ OIL V M CC
2 TON CHCV f.7
2:» TON CllC V GO 60 LMO
ANAL
( (ll)l-
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in
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vsis or MINOI
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I'AlMS AMJ ,1 nv *V MAKl/MOOl
MAKf MOIX !>i sctiii'iiorg
;»:. i ON i:tu v 7o LHD
ALL OTMCH 2 2'.* ION VLMIfLLR
0 ION IHC tA.,10 I«or,i ) 73
•j TON me 07
!» ION (MC (.R GO
S 1 ON IMC JO
A».L OTHI'M G ION VI lliCl 1 f.
IMACIOMMACK M 1ANOI M
1 II AC 1 I HI MACK M 1 AN 1 M M
1 MAC 1 OM VAl.K /4
1 MAC 1 OM MAI ,; /•., IANDIM
T MAC 1 OM ?>I'O1 1 (' M (All!
1 MACTOH MACK (ill 1-4
1 MACTOM MAUK 70
AI 1 OT Ml M T MAC I(>M^
ALL 1 MAM 1 MS
AMMOMI O 1 MACTOM
(. 1 Xl'l IMMI NTAI 'VI IMCI < f.
iiniHHuvi o vi Mici i :;
si OMAI .1 vi HiCLi j
I'L ANT «r 1 OUH'.'jt'MVlCI: VL'H
Ai»MiNi:; i MA nw vt IMCI LS
ICI.IS
CLCS
iNSI' M'UVK'l Sl'CUntTY Vf MlCLtS
LAW LNI (MICI MCNT VtHICLLS
TOTALS •—
... .
6>
L
rtnir.
4f.
40
SI
55
I.I
1.7
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on
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71
/n
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07
on
89
00
t:iisr I
"1.."' _'_"-'..!
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: 'T±\
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ft 13... 70
I'AfU TIVO - ANALYSIS CJV VL'NUin
vrwnon NO. Vl NOon tKhnw tM r,..,l(JUMV LlNt .. ?*:'!'.!;
fFtmirirr /»IM no( |m|((((1|uoj j»,.u/t.r, No
U,rOnly) GALLONS
ArnocQ ntT -£n«
._.
50.. 1763.
QUAD lU (II
' OIL
TIIS
!«
1
I
i....
tij i
: -.-•- - —
.... .
Ti4
•j!>
•* 1 1763
I
T
I'AHT lltntf:
ISSUrs TO CONTMAC T VLHICl IS
SUMMAfM/L O U V CON I H AC TOM
CONTHACr NO.
— -~ -J ~" — '* ' *" •-•- ..-—.-
...
i
1
I'AHf FOIH
S..IM.I,- !-.ch»Hiln .>l.r.<- jr,.l.<:.ll.'c
- CCIIHf ITATlON
' K'.NAIlMlt IH CO;.,!
COST OF
GASO
MC./.5JJ1
$ 1
1
1
1
1
1
1
1
1
SIP/.-; i87
COST Of
OIL
IHI
S
—
. . ,
s 2.70
COST OF
MINOR PAHTS.
RtPAHlS AND
(211 SCRVICCS
*_ 184J70.
c I 1
1
' 1
1 1
1 j
1
""" 11 j
" " '1
* ISA 170
i J
GASOLINE
GALLONS
.
T t N T M i;
OIL
OUAOTS
1
1
S 1
1
. _.. .J
1
M.vsitn IOATC
or PUKCHASES FUOM COMMPMCIAL srnvicc STATIONS"/ Lo
-^HnH^rrwurr
^
-------
ent E
E T II V L <;. () U P O R A T IO N 50
RESEARCH AND DEVELOPMENT DEPARTMENT • RESEARCH I.AHOKATOKIES
1600 -W'KST E107IT M1J.B KCIA7) • FK KN'l) Al. ]•: , ^r/CIIIf.AN -tllvJ-'O • i:il:1> .O8O-OOOO
January 15, 1981
Mr. Ed Spicer
Energy Dynamics, Inc.
4049 Reduth Ct.
Birmingham, Michigan 48010
Dear Mr. Spicer:
We have completed exhaust emissions testing on a 1979
Chrysler New Yorker (Michigan License #LCM-341) both with
and without your Fuel Maximizer device. These tests were
performed in accordance with Federal Procedure as published
in the Federal Register (42FR 32906; June 28, 1977). Results
for the cold-start city ('75 CVS C-H) and highway (HWFET) tests
are shown below:
'75 CVS C-H
Emissions, g/mile
HC
1.31
1.29
CO
22.29
20.62
NOx
0.58
0.68
HWFET Emissions,
g/mile
HC
0. 85
0. 60
CO
12.79
10.28
NOx
0. 66
0. 70
Baseline (w/o device)
With device
(after accumulating
100 miles)
It is my observation that this device does not adversely affect
exhaust emissions. Any increases or decreases noted in the data
are within the limits of test repeatability for a single car/single test
program.
Per your request, I observed the installation of the device.
The time required for installation was less than five minutes.
?3fiSifS*:x-.--^^->'<:i-^s:< -• - • ^,«ft,i^meMfam.'fai.- ••-!
-------
51
Copies of the data sheets are enclosed. If you have any
questions, please call me.
Sincerely,
John P. Sunne
Project Engineer
Automotive Research Div.
JPSrmew
-------
52
ETHYL CORPORATION RESEARCH LABORATORIES .3NDALE, MICHIGAN
MASS VEHICLE EMISSION DATA SHEET
AMI CVS Sampler # /
Driver
Oper.
Vehicle
Odometer
Test Cycle: 1972 HEW Schedule Q
1975 HEW Schedule
Other
Date /
Vehicle Make
7, 7
Duration of Soak /&> Soak Temp.
Dry Bulb
Wet Bulb 7$ °F
3.
Lbs. Fuel Consumed
C0
/ 2
Bag $ (Background)
ibration Atten (2.} s - ^^ ppmc Calibration(2) ~~\
-72 J /
Atten (3)/?-T = / ppmc (3) /
Atten (4) s' - ppmc (4) /
^>
Bag ] Bag 2 Bag 4
Scale ppm Scale ppm Scale ppm
HC /^ /P-lr /7,S
CO 87"d> 3.fo& 1.2-$ 3 yi~ /.yc,~*>
NOX /& ^ // ^ j 5, ^
Scale
HC g,g> /
CO - ^~
CO? Z./.'f 2
NOX./
HP
CO
CO?
O-.
PPM
' ^ «A
— = ' /•
./=,?**/ /.-).
' - ,1
A/F Ratio
NO ty^ /j^ ~2t>4,~ ~ " "
NO2
A/F
—
Total Volume
Bag 1
Bag 3
FT6, = V mix
HC mass = Vmix (16. 33) (HCppmc) (ID'6) =
CO mass = Vmix (32. 97) (COppm)( 1 0'6)
NOX mass = Vmix (54. 16) (NO -f NO7)(10-6) = /,
_g(2)
g ( j,
( 2 )
HC mass
J972 HEW Schedule g/mi = Bag 1 + Bag 2 CO mas
Cold -7 c
Drive
Neutral
_g(4)
g(4)
NOX ma s s
_g/mi
_g/mi
g/mi
,. -,0
NOX mass ^ S&
1975 HEW Schedule g/mi = . 43 Bag 1 + Bag 2 + . 57 Bag 4 CO mass
Hot TT5
. Drive _ /<— /} /
Neutral CB = — ' ° ' ~ MpG
'/ -
HC mass /f S/ g/mi
S'.r
/.
-------
53
;•;•.! l-P. L CORPORATION RESEARCH LABORATORIES - FERNDALE. MICHIGAN
MASS VEHICLE EMISSION DATA SHEET
AMI CVS Sampler # / Driver
Test Cycle: 1972 HEW Schedule
1975 HEW Schedule
Other __
V,:l,ich' No. l£/4'3V.f Odometer 3253'f _ Date /-/5"-<^/
\Vlnclr- Make £/¥#'/£££>*• "? Inertia Wt.
I «-.-,t Conditions
;•..](• I Type
!>*. ! w.\ at Start —
,;;.s. Fjc ! at End "
__ HP at 50 mph /& '. 7 ____
. /At*. ) Duration of Soak /£ ^ Soak Temp. xS"6
T Wet Bulb5~5' ]
Barometer
Dry Bulb
Lbs. Fuel Cont-umed
!i) AUer. (li
nli.),- Altun (2)
C0
A It, -n (3)2
"^) ppmc Calibi atii.n(2) ""
7~" ' —
cale
ppmc
iPJI
Baa 2
Total Volume =
.••••: - Vmix (16. V,}
B,aS
III. s s
Vmix (54. IM(NC)
^IV7.: HE .ciu-dulc g/mi =
________ • j)j-ive
Ncutra i
nc:
_ __ CO £ - 7 .
H
Bag 4
Scale
A/ F Ratio
—
HC
CO
FT3.
2 Bag 3
FT3. _2y2
FT3, =
V mix
Rf|
g(2)
1 -f
CO mass
NO
g/n,i
g/mi
, ,^. /-.//
HC mass ^ .•>..'/ <.:/mi
I".- HEW Schedule g/mi = . 43 Bag 1 T Bag 2 -« . 57 Bag 4 CO mass :. .-..: g/mi
Hot 7. 5 . ""
NOX mass / . .. - g/mi
, - (-. -- ! --
CB = •''- ' MPG
.-, .
Drive
Neutral
CO2= -/.r.'. /
V -i
-------
54
ETHYL CORPORATION RESEARCH LABORATORIES - FERNDALE. MICHIGAN
MASS VEHICLE EMISSION DATA SHEET
AMI CVS Sampler # / Driver^ Test Cycle: 1972 HEW Scheduled
1975 HEW Schedule^
Other
Vehicle No.
Vehicle Make
Test Conditions
Fuel Type
Lbs. Fuel at Start
Lbs. Fuel at End
Odometer 32.3$?-
Date
Engine Displacement
Inertia Wt.
. /*vZ>, )
Duration of Soak
Barometer
Dry Bulb
HP at 50 mph /£>. 7
Soak Temp. ?
Wet Bulb
Lbs. Fuel Consumed
FID Atten (1)_
Calibration Atten (2)
Atten (3)
Atten (4)
Bag I
ppm
No
NO
ppmc CO (1) _£/-;
ppmc Calibration(2)
(3)
(4)
*\
Bag 3 (Background)
Scale PPM
HC
CO
,7
NO
BaR 2
Bag 4
Scale
ppm
A/F Ratio
,
A/F =
Total Volume
Bag
Bag 2
FT3,
Bag 3
HC mass = Vmix (16. 33) (HCppmc) (10'6) = & £>£> g(l)
CO mass = Vmix (32. 97) (COppm)(10-6) = /Z?.£f Rd)
NOX mass = Vmix (54. 16) (NO + NO2Ml(r6) = 4,£7 g(l)
tftGtfWy * 3^'77 HC mass
1-^li-HEW Schedule g/mi = Bag J + Bap 2 CO mass /J?.
(Jold •T-'S-' - "^^
Drive I&W /£>'L **r NOX mass ^x7, /«=>?• sS*^<
g(4)
g(4)
g(4)
g/mi
g/mi
g/mi
-------
55
F.TIIY1. CORPORATION RESEARCH LABORATORIES - FERNDA1.F:. MICHIGAN
MASS VEHICLE EMISSION DATA SHEET
AM! CVS Sampler # / Driver ^/^ Test Cycle: 1972 HEW Schedule D
Oper. gj 1975 HEW ScheduleQ
Other O-
V,,hiclc No./£>/-3// Odometer JZ.ZS'b Date /-/&-&/
\.-hirle Make C///?/$65ft. ?f Engine Displacement ^/ff Inertia Wt.
.,! Co millions LffAJjCfAy ~ /Mf/COr HP at 50 mph
' -uel Type ^t^x &-Wl>>_ _ Duration of Soak /->r _ Soak Temp. /*f
M.H. F.iel at Start " Barometer 2.3 ^ry Rlllb_Z^_°F Wet Bulb
'.Ijs. ;'ii.-'l ,'it End " Lbs. Fuel Consumed
!D Atten (1 ) 2$, <^ = Ihb-*- pprnc CO
Atten (?.) - ppmc Calibratiun(2) "~)
Atten (3) / -• / ppmo (3) / CO
Atten (4) - ppmc (4) \
i NO
BaR Z Bag 4
PPm Scale ppni Scale ppm A/_F_Rati.o
HC
°
A/F =
' Bag 2 Bag 3
Total Volurie = f_l_FT3, FT3, FT3, = V mix
= Vmix (16. 33)(HCPPmc)(JO-(>) -- _^3_^\) ___ g/2) _____ g,'4
') ni.is.s .- Vmix (32.97) (COppm)(10-(-) = Jptj.ZL j,(] ) ___ g(2) __ g(J
O.. ni;it;s • Vm ix (54 . ] 6) (NO i NO? ,)( I 0" 6) = _?./5 __ ^(1) __ g(2) p,4'
"
^
. -*^i.-Hit\V Schedule g/mi ^ j^ay I +-Bagj_ CO mass . 1' • -"/ g/mi
R/,ni
Neutral HC; masR
"'1^ HK.v Schedule g/mi r _MJ^ tag ! + Rag 2 4 . 57 Bag 4 CO mass
__
Mot 7.5 ~
----- NO mass g/mi
Drive .-, ^. ---
CB = ,£>£>, y^> MPG
Neutral
-------
56
Attachment F
EPA-AA-TEB-82-2
Evaluation of the Fuel Maximiser™
- A Retrofit Fuel Economy Device
By
Thomas J. Penninga
November 1981
Test and Evaluation Branch
Emission Control Technology Division
Office of Mobile Source Air Pollution Control
U.S. Environmental Protection Agency
-------
Background -"/
The U.S Postal Service investigates items advertised through the mail,
for possible prosecution if mail-fraud is suspected. The U.S. Postal
service requested that EPA evaluate the Fuel Maximiser™, a fuel
economy retrofit device. The purpose of the evaluation was to determine
if the device in question did perform as it was claimed. A meeting was
held with the U.S. Postal Service representative and with representatives
of the device. The device representatives explained the theory by which
the device works and presented substantiating test data. An evaluation
of the theory and data presented is made in EPA Report
EPA-AA-TEB-511-82-1.
Description of Device:
The following description of the device was included in the supporting
data supplied by the device manufacturer. Figures 1A and IB show the
actual device.
"The present invention comprises a pair of closely adjacent, preferably
oppositely wound electrically conductive coils which are encapsulated in
a suitable insulating material and form an efficiency unit. The coils
have their ends connected to each other and are preferably wound about an
iron core such that the number of windings on one coil is three times the
number of windings on the other coil.
"The encapsulated efficiency unit is positioned closely adjacent the
positive pole of the battery for the engine while an electrical wire
extends from the encapsulated coils at one end and is electrically
connected to the negative terminal of the battery at its other end. The
first mentioned end of the wire is preferably electrically connected to
the coils, either directly or indirectly by connection with the iron
core."
Test Procedure - Road Testing
A two-phase test plan was devised which took into account the device
inventors concerns about testing. The first phase involved on-road
testing as suggested by the device inventors. The second phase involved
chassis dynamometer testing.
The inventor supplied two proposed test plans to the EPA. A copy of
his instructions are attached (see Attachment A). The Alternate Test
Plan for fuel economy was run. The requirements were:
(1) "two vehicles required
(2) conduct test on an oval track or a measured section of
highway of 50 miles or more one way and return to the
starting point. Ambients should be observed. Both vehicle
tests must be conducted the same day.
(3) In all tests no instrumentation can be used other than
topping of the fuel tank. Bounce car to remove all air
from the tank.
-------
58
Note: Do not use fifth wheel for measurement.
The inventor was contacted as to the feasibility of installing
in-vehicle volumetric fuel measurement systems. He stated that
such instrumentation would not negate the effectiveness of his
device. Two vehicles, a 1979 Pinto and a 1980 Citation were
checked to manufacturers specifications. A detailed description
of the test vehicles is attached (see Attachment B). Two
Fluidyne volumetric fuel measurement devices were sent to the CM
Proving Ground for calibration and cleaning. Both instruments
calibrated within 1% over the useful flow rates. Several
additional procedures were followed. They were:
i) The vehicles were wanned for 1/2 hour prior to
beginning the test.
ii) The fuel measurement did not begin until the vehicle
had stabilized at 50 mph.
iii) The two cars were driven in tandem with the same
driver-vehicle combination during each phase of the
test.
iv) The first day of testing after both vehicles completed
the first run, the device was installed only on the
Pinto, after which a second run was made. The second
day the same procedure was followed but the device was
installed only on the Citation.
v) After the first two days of testing, it was noted that
the second run of 100 miles consistently demonstrated
higher fuel economy from the first run. This was
probably due to engine temperature considerations and
increased ambient temperatures during the test day.
To determine the effect of the device, two additional
test days were run where the first run was made with
the device installed and the second run made without
the device. Any reduction in the fuel economy gains
noted during the second run could then be attributed
to the device. On the third day of testing, the
device was initially installed on the Pinto. On the
fourth day, the device was initially installed on the
Citation.
vi) On the first day of testing, the Pinto demonstrated
unrepresentative fuel economy (low) for the first leg
of the run. This data was considered an outlier and
not used in analysis. Comparative results were based
only on the down leg of the two runs.
-------
59
Results - Road Testing
A Summary of the test data is given below:
Fuel Maximiser™ On Road Test Data
Date
10/7/81
10/7/81
10/7/81
10/7/81
10/16/81
10/16/81
10/16/81
10/16/81
10/28/81
10/28/81
10/28/81
10/28/81
10/29/81
10/29/81
10/29/81
10/29/81
//I
//I
#2
#2
#1
//I
#2
#2
//I
//I
#2
#2
//I
#1
#2
#2
Pinto
Leg
Up
Down
Up
Down
Up
Down
Up
Down
UP
Down
Up
Down
Up
Down
Up
Down
Fuel Economy
25.07
28.35
*26.13
*28.66
26.33
28.88
27.71
28.94
*27.06
*28.29
27.11
28.72
27.63
26.92
28.26
27.21
Compos ii
26.61
*27.34
27.54
28.31
*27.66
27.89
27.27
27.73
Citation
lei Economy
19.68**
29.85
27.92
31.48
27.14
31.36
*29.23
*31.39
27.98
30.20
28.37
30.55
*29.88
29.06
30.70
29.20
Composii
23.72
29.59
29.10
*30.27
29.05
29.42
*29.46
29.93
*with device
**questionable data
-------
60
There are several ways to analyze this test data
A. Car to Car Comparison
1. This method assumes that each vehicle would see the same
improvement from run //I to run #2.
•2. Any difference noted when the device was added would be
attributed to the device.
3. The (Run #2 - Run #l)/((Run //I + Run #2)/2) X 100 percentages
were calculated. The results are given below:
Date Vehicle with Device Vehicle without Device Device Contribution
10/7/81
10/16/81
10/28/81**
10/29/81**
2.70%
3.94%
.83%
1 . 58%
5.23%*
2.76%
1.27%
1.67%
(-) 2.62%
(+) 1.18%
(+) .44%
(+) .09%
Ave = (-) .22%
*based only on down run comparison.
**since device was tested first, this is a positive value.
B. Individual Car Comparison
1. This method assumes that a vehicle would see the same improvement
from run //I to run #2 each day.
2. Any difference between the amount of improvement could be
attributed to the device.
3. Average (non-device improvements) irere calculated and are
presented below.
Vehicle without Device (Average) Vehicle with Device Device Contribution
Pinto 2.22% 2.70% (+) .49%
Pinto 2.22% .83% (+) 1.39%
Citation 3.30%* 3.94% (-) .64%
Citation 3.30%* 1.58% (+) 1.72%
*uses only the down leg of the 10-7 data Ave = (+) .74%
C. A third method of analysis is to average all of the tests for each
vehicle without the device and compare it to the average of the data
with the device.
1. This method assumes that the variables induced by ambient
conditions and day-to-day testing are cancelled out during the
test project.
-------
61
2. This method assumes that the Run //I - Run //2 difference will also
cancel out.
Vehicle Vehicle Device
without Device (mpg) with Device (mpg) Contribution (%)
Pinto 27.56 27.50 (-) .22%
Citation 29.37 29.86 (+) 1.69%
Ave = (+) .74%
All three methods of analysis show that the Fuel Maximiser™ has
negligible effect on fuel economy. The (+) .74% improvement is well
within the test-to-test variability of the road test. The data does
demonstrate the problems with running a simple without/with test. Such a
test would not account for the changes in vehicle and ambient conditions
and would demonstrate a false gain in fuel economy attributed to the
device.
Test Procedure - Dynamometer Testing
A second set of tests were run at EPA in which the test vehicles were
tested on a vehicle dynamometer. However once the Fuel Maximiser^
was installed, the vehicle was not touched by tie down straps or
exhaust collection system. This was due to the inventor's concerns
that grounding of the vehicle negates the effectiveness of the Fuel
Maximiser-*-" by rerouting the ion flow generated by the device. The
procedure was performed by not using a restraining cable, only wheel
chocks. Similarly an exhaust collection cone was placed around the
vehicle exhaust system. The negative pressure of the collection
system takes in all of the vehicle exhaust without touching the
exhaust system. No other instrumentation such as fans, drivers
aides, etc., were allowed to touch the vehicles. The actual testing
sequence was as follows:
a. The test vehicles were set to manufacturer's specifications.
b. Baseline testing which Included two FTP and two HFET test
sequences was run with the vehicle restrained by a tie-down
cable and without the device installed.
c. The device was then installed according to the installation
instructions in the device package.
d. The vehicles then were fueled from fuel cans and driven on
an average urban driving cycle until three tanks of fuel
each were consumed. Each night the vehicles were parked in
a fenced off area to avoid accidental grounding of the
vehicles.
e. The vehicles were pushed by hand onto a vehicle dynamometer
where the wheel chocks and exhaust collection cone were
used. Two "with device" FTP/HFET sequences were performed
on each vehicle.
-------
62
f. The device was then removed and the vehicle grounded with
the metal tie-down strap. The regular exhaust collection
system was attached to the vehicle exhaust. One or two
FTP/HFET sequences were performed on each vehicle.
A summary of the results is given below:
Table I
A. Pinto
Test #
81-0287
81-0312
81-0488
81-0490
81-0492
FTP Results
Date
7-29-81
7-30-81
8-13-81
8-14-81
8-21-81
HC
1.
1.
1.
1.
1.
187
184
210
183
155
CO
9.
8.
9.
9.
8.
NOx
481
923
148
068
930
1.
1.
1.
1.
1.
5620
7296
7493
7243
9259
FE
22.
21.
21.
21.
21.
47
91
94
84
97
Comments
Baseline
Baseline
with Fuel
with Fuel
Maximiser™
Maximise r™
without Fuel Maximiser™
B. Citation
81-0494
81-0496
81-0498
81-0852
81-0856
81-0858
8-25-81
8-27-81
9-16-81
9-17-81
9-18-81
9-22-81
.380
.416
.373
.377
.416
.411
3.227
3.615
4.036
3.080
3.133
4.593
1.054
1.044
1.054
1.121
1.117
1.086
19.43
19.93
19.81
20.02
20.10
20.04
Baseline
Baseline
with Fuel Maximiser™
with Fuel Maximiser™
without Fuel Maximiser™
without Fuel Maximiser™
A. Pinto
Test // Date
HC
Table II
HFET Results
CO NOx FE
Comments
81-0286
81-0313
81-0489
81-0491
81-0493
81-0616
7-29-81
7-30-81
8-13-81
8-14-81
8-19-81
8-21-81
.4896
.5130
.4747
.4258
.4841
.4770
.947
.961
.959
.866
.868
.898
1.6798
1.7179
1.9023
1.8184
1.2457
2.183
29.96
29.84
30.16
29.88
30.38
30.17
Baseline
Baseline
with Fuel Maximiser™
with Fuel Maximiser™
without Fuel Maximiser™
without Fuel Maximiser™
B. Citation
81-0380
81-0409
81-0410
81-0495
81-0497
81-0499
81-0853
81-0857
81-0859
8-5-81
8-6-81
8-6-81
8-25-81
8-27-81
9-16-81
9-17-81
9-18-81
9-22-81
.04579
.04622
.05293
.0504
.0513
.0590
.0560
.0506
.0512
.1285
.2480
.4863
1.1361
.4576
.6025
.5404
.2854
.1925
1.0879
1.0251
.9181
.8417
.9196
.8545
.9733
1.0053
.9791
29.14
29.02
28.99
27.63*
28.34
28.69
28.98
29.11
28.94
previous Baseline
previous Baseline
previous Baseline
Baseline
Baseline
with Fuel Maximiser™
with Fuel Maximiser™
without Fuel Maximiser™
without Fuel Maximiser™
*Questionable data. Three previous baseline tests (shown) gave fuel economy
much higher than the 27.63. Therefore, for analysis an average of all 5
baseline tests will be used.
-------
63
Table III
Comparison Summary
A. Pinto FTP (in gms/mile) HFET (in gms/mile)
# of # of
tests HC CO NOx FE-mpg tests H£ C0_ NOx FE-mpg
Without Device 3 1.18 9.11 1.74 22.12 4 .49 .92 1.96 30.08
With Device 2 1.20 9.11 1.74 21.89 2 .45 .91 1.86 30.02
% Difference +1.83 0.0 0.0 -1.04 -8.3 -.6 -4.92 -.2
B. Citation
Without Device 4 .41 3.64 1.08 19.88 7 .05 .42 .97 28.74
With Device 2 .38 3.56 1.09 19.91 2 .06 .57 .91 28.84
% Difference -7.6 -2.31 +1.14 +.18 +15.5 +36.32 -5.6 +.32
A copy of the actual EPA test data sheets for these tests is attached
(see Attachment C).
Analysis of EPA Dynamometer Testing:
The EPA laboratory testing showed that for both vehicles the Fuel
Maximiser-™ had an insignificant effect on fuel economy or emissions.
The changes noted on HC, CO, and NOx for the HFET cycle are not
significant when one looks at the magnitude of the numbers. There will
normally be some variation in fuel economy noted during extended mileage
accumulation. Therefore the shifts noted in CO and FE for the Citation
are not unusual. It is proper to average the baseline values on either
side of the "with Fuel Maximiser™" tests because no "residual type
effect" claims are made for the device. Such an average compensates for
gradual chages in the test vehicles performance.
Conclusions
The results of the EPA testing demonstrate that with either road or
dynamometer testing procedures, the Fuel Maximiser™ failed to improve
vehicle fuel economy. The two test vehicles tested are representative of
domestic manufactured vehicles and should have noted an improvement if
the device performed as it was claimed. Since both test programs found
no change in fuel consumption attributable to the device, it is concluded
that the Fuel Maximiser™ has no effect on fuel economy.
-------
64
Figure 1A
-------
Wf^WPWl^^
65
Figure IB
-------
Attachment A
Energy Dynamics Inc.
31 3 - 644-3-747 - e93-A1 96
REDUTH CT. BIRMINGHAM. Ml. -48O1O
FUELMAXIMISER MANUFACTURER TEST REQUIREMENTS
It has been our experience that the Fuelmaximiser System cannot be tested
for fuel economy according to FTP on a dynamometer because the tie-down straps
and the electrical equipment receiving the exhaust emissions negate the desired effe
of the Fuelmaximiser.. In fact, the fuel economy may worsen as a consequence of the
machinery involved. This is because the ion field generated by the Fuelmaximiser is
dissipated to "earth ground".
TEST PROCEEDURE FOR EMISSIONS
FTP as published in the Federal Register (42 FR-32906, June 28, 19-77.)
No composite carbon test for fuel economy will be accepted.
PREFERRED TEST PROCEDURE FOR FUEL ECONOMY
1. This test must be conducted on-the-road.
2. A minimum of ten vehicles are required.
3. Three full tanks of fuel driven before the device is installed. The driving
should represent both city and highway experience.
4. Install the device according to the manufacturere instructions and duplicate
step three (3).
ALTERNATIVE TEST FOR FUEL ECONOMY
1. Two vehicles rquired.
2.Conduct test on an oval track or a measured section of highway of 50 miles or
more one way and return to starting point. Ambients should be observed. Both vehic
tests must be conducted the same day.
-------
67
TEST PROCEDURE page 2.
3. In all tests no instrumentation can be used other than topping of the fuel
tank. Bounce car to remove all air from the tank.
Note: Do not use fifth wheel for measurement.
-------
i'i Sift :\t,'() 1 rtS'i •» 01-
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