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

-------
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.

-------
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].

-------
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

-------
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

-------
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."

-------
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."

-------
    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)."

-------
         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.

-------
                                                                            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.

-------
                                                                             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.

-------
                                                                            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

-------
                                                                            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.

-------
                                                                        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.

-------
                                                                   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.

-------
                                                                   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.

-------
                                                                        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.

-------
                                                                             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

-------
                                         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

-------
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


-------
                                               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
1 > 1 if. }.\t > HMi *
StJMMAHV OF VI HiClf USC

MA*, i n.'»ni t, o( r.cnirrio**





cooc
0*
01
O?
V
o*


• n, oit.t n « * to*, vt M•









^~^^—










7-1 IO-CHCV '01..0


1 ION me n UMO
B ION iiic>-'l»o
3;
30


n

• J
««
0
'A


0<
>«
bTi>siNcc.-'.i S.MP :i


Tn.cron ««(•.< ,.'!T«..0£V" 	 '












OOnnmviooiHiu «CI".C'IS
STOHAQk


>'.m CT»»I eve II cvnn » v • -n ' 5


TOTAl ro^tftl CAMO
>•
fll
«3
14
"9
H
«5
«»

Tl
T»

MA » '.
. j '




?J J.





_y ^






































I.C
ai
r:
• >

at
fl
|>»







1
vr .uri i





r'





;•
	






















If.
' \ J,






// •' i
i.i >•




v*~






















/
N (
\\ v
~s\*
'ft A
\/*y '
Afri
V


















— TTl
\ j'
\f '









,-/•

'"^"T7"'

'OtAl.
.J.



/'•
yi


J ^ 1
^^





/ y_y-/






















<\\
A ^K
\\ r\W
N y N
y Vv
h "^
\j
» v )
V1


A
/
r


>n
' i~
f /

•






I




•> > s'
r> \ s y 5~ .-c 1 5 /
I
^
^r~






~~1\
n V
\ V
if
,p
V


1 ? 7 '•> '/

\



: 5 , s


1 0 1 * t
.-.










'1/7














i
/

IV
X*















i
\n

i
bR







AVI',




1''
!"•*'




'"•r















































*

W1CCT



•.-.7























































NOT >ox rue USI

^ r»'vi ou> «o«ii»'i~!S
»n»
ni.n«, noi-M
11»M «OUM


CHANO TOT At — — — — f^
| f j/ :.'/ f/ " .' c ,-V














1. (l%ril V,-Mclr DJIN - O^riin fton. Fn>m J^TO I'urpmlil,
1101 II'VVS (OH I'M I'OII I.N \C 1 IVI I>\YS. \f'"\ 	
J. />>>rn..I "rlii. 1.- !>.>- • 1 " am,, . ; H,.i ..,.1 il n»n>.l




•'-..









HO'.v
«nr.i .»iK)


,' •







«i /4r















rxjj4)*l. HO NOT COUNT SUNDAYS AND
mike m(H rt csir^.f'O1. *r»d rfc«;i' H
< lr to i,i'irrv| imlh (Tor po«(i uwnnl only)
" ' ~ TTJ 'TV.T'~"i'™' 	 "' "' 	 "

-------
• 3 4 ' if1
, •'•'•••• / •''•'' ' "'"'!' i
MAM
'.. TON AMI.
'-; ro>. K A*-;
* TON K Ai:'
X 1 ON AM <
'A ION AM {
TAUT ONE - COS
)nr L - fJi sL'ini'noN
inn i'j H.
t i' jl 1 I- HMD Lll C'l
i it Jt r >• i tin r>u ('0
1 Nl UAL nitl) 73 74
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
I
I
1
1
1
1
\
I
I
I
1
1
1
1

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
03
S3
04
80
00
99
LOSI
1
1
1
1
1
1
1
1
1
"l "
1
1
1
1
1
1
1
1
1
1
1
1
- .1..
1
1
1
1
//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."^

-------
35
1 •> r.l •«* "At MM I HO

Ul
O
O
01
03
0.1
J>*
PH
n*
1/4 .0" »Mf 	 '*L '0 " ,.-0 0-
i/« TON *w,.i M(i.4t- "» •> "'-U ! 0«



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»
»3
' J
1 T
.:.:'..'":"••= '»"-" . ; ••

1 	



.-





1 TON C*f V t,Z '.MO

3)
3«
n
|




ALtOTHfnj . J:,TON VCHICLCS

9 ION IMC fj IHO
6 TON INC G> LHO







|v«ACtort»ro.Mn».|! "

IHrtCTO» MAC-. '0







PO'KiOWf O O l»'l O *«'•( NC'' J
tton*of
»l>''/i *-ND f OV'^^-n 
<}
«3
^'.
«'
«5
IB

Ft
T«

re

f t
*)
114
nf

M
V| M.CI I




/".J ''
/ ^. (f
^ j5 ^





 -'7
NOT »o" PUC t,«se
CO'iittnc I VI «'CLl S
- rn.vt ou* *Omi"'Nis
r.TA
"U'"Al noi'M
11 All IIOI" t

TO1AI t. ON rojiAi O»^*"I O
cr;Ar;D TOTAL 	 fv












r\
\)



~\
~&

L
T

















AVI.




^!_y
r. y
^•'..v





•//

















,\
//
J




J<1
>
1

















'" ''/. c '
TIH Al,
.»•



i- i, • /
i. -i'i
y r y^>





^T_J

/ 	












/
y
/
>i
•fa
\
X.


>
1 '
1
v£j




L
njr
.'•



5" j"
Vj-
%iSL




^,H











A/ir.rr



i'. /
•>'• 1
S". '





V. V


























,. i
































































,


1
i
/.•> fi- y









1. Uv^l Vrhklr DJ» i - Obtain from Form 4*70 (To* p-"i «l "i* n
lioi in.xvs i'(ii; usi nou i.\\i uvi IMVS ii '"• i 	 1 —
3. A<.-r-u..1 \rl,i.lr II, V. -C.. UIKII 'I ll.'M" l'l"> 	 •'•




jl
-I onl
• .,! .»



'J/.L-\ jyc-7 l5"r|









,
u.
. . ,
'.'• / '
*d j

/








)•»!. OONC










T COLIN
rpory, i(*i
ih (Tor
T7, 7 M r r ' •"' TTrrrr"*"








7 SUNDAYS AND
A re^.J In
fw*vfj o**nn1 only)

                             1*
                           V A t>

-------

1
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",') ' '
M TON IV A|S1 11 J| I I1 1 HH 1,11 l>0
\; TON AM (JI NI HAL M"O 73 74
X TON AM I'.LfWI MAI t HO /H M
'.; ION AM Cil NLIIAL HMO ?£. ;f>
Ii ION K AISI'R JU P LHD 70 71
% i ON K A is tn Ji n* mm 70 ?i
AI i. ontrn w TON vt HICLCS
U ION AM ('-I NI IIAI MMIJ 71
U ION AM <;i NI HAL HMD /3-/4
H TON i oim nun /o
Vt 1 ON OOItOI Milt) G/
K i ON IMC MMI> tio
ALt OTtttn K 1»>N Mild V'CMICI.IS
*'. 11 IN AM Lit NI IIAI HMD 7L» I IPCI MlC
H ION AM Mount:; /n
At L Ol Ml n K 1 ON LHD V(. MICl.C S
i ION noiKii Liior.n r.r>
1 ION UOOtU /0-"
i ION noor.i t MI) t;7
i ION CIH.V i MO cJi
ALL 01 MC n u f. i i ON IHOVIHICLIC
7 1O") CMC V M CG
2 TON CMCV r,7
?:. TON CMC V LO Cr> LHO
ANAL
(.01)1
ni
0?
(j i
0.1
O'j
Of.
07
on
O'J
1 1
IV
11
i /
in
19
11
'J'J
31
M
un
43
4.1
40
vsis or Mirjint i:
i
l
..." 5 '75
i
J.^6 ' A5
i
i
i
42 ' f>0
i
i
i
i
i
i
i
i
•i
i
i
i
i
i
"(vTi'iTirrtiriT-,! nv L.'MiTi>i*
M.-.-, t MOI • ,. 4^i;j
:•:. i ON t:m v 70 L .
ALL ornf n j ?-,. ION t . IMCLLS
•j ION IMC (AulO IfOni I 73
'.. 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
1*1 ANT rti I OUII'.^rilVICI: VL'MICLCS
AHMiNl^T M A r IVI: VIMlCLLS
iNT.l' Sl.'IWirt GI'CLJin TV v.'PMtCLLS
TOTALS 	 	 	 	
" ""
	 P.
t *••-•*• 	 ;v 1
L
4')
ill

1.4
05
or.
i*'
l'ir(Jn;>;
4\
	 	 	
	 ...
.... .


vi rjnon {$t\i\u, <),( r'l.inj.L
r\0t Jr.ljll.lllulll Jlfull-r;
_Amnco.. Oil .Co^..

OAf.OI.INI
it» LINl 	 	 .-
NO '
GALLONS Tl
_". ~'"°~. -1763J8
_... ._• 	
	 	 .-- • 	
.
0? 1
oj 	 r
r.4 I
00 I
MI I
V.I 1
ouAiiii; of
OIL
	 	 	 -


TOTALS 	 	 O in VI''-0! ' "' 1
I'AIIT
inner
ISSUrf. TO CONTHACT VLMlCl.tS rn-jTliar T iyf)
GUMMAIM/L OUYCGN1HACTOM LW « i i \.i-*ky.

	

	 .


	 • - •• • —



-.-
	 	 _.. . .... _
C(Wr OF
GA'jO
MP/.5 '87
I 1
1
1
1
1
1
1
1
1
S\P/,^ 137
COST OF
OIL
I3JI
* 2.70
s
	 	 	

	 	
s 2/70
COST OF
MINOH PAIITS,
REPAII1S AND
(jjl StnviCCS
* l84~~7b'
s ..)_.. J
i
l 1
	
'.. -'ill
i
	 L_J
» ISA I 70 i
1
CA'.OLI
L.ALLONS




	
IOIAI.S 	 	 — 	 — 	 r> 1
I'AHT FOIIH - ClIUII ITATHlN
,h..ol....r 	 %C.O|,,M,I.J>.M.,.,.I,.,,..>..||,,..^ ' ll.N.MDIll CH rfy.lMAS 1 L n ~


PSIoim ^r^T
|jn I'DS ^J "

' 'L ",
NE OIL
TINTMS OUARTS
1


	
	 	 '_ 	 .;
|
ToATC
i<
T/3
-------
Kiles   Gals   liilt

-------
                                            38
   Truck number
                      Ending     •   Beginning           <—   \
                     Mileage       Mileage   Kiles  Gals /Mi!
                                                                        he gin
                                                                                  Mi IPS
   V 30231.5.
                   /6>?o
 ;yv 302^82
 X 302501
 >'' 302520
 */  302583
                     '/Ob
                                    3- 7 9
                                                    —H-
                              7-^
                       99*7
                     774/77
SI
    313256
                                                   
-------
Truck number
  •?  3023S5

  '  302482
                     Ending
                    Mileage
                                             39

  Beginning
                                       1'iles  Gals
                                                       Ending
                                         .••^riri
                                           I
                     to rsV
                                                      Ik 9X0
                                         6
             *   7J
     302501
     30^520
                    7
            6°
                                     JjL2Jj£..
                                         44
     302583
                              ns 3
                              7.*
                          /7//sY
^•'•"  313256
     31Z359
     314387
/t(,7t-   i
                                              7.2
                                        /ft, 7?
                                          *
                                        ID
                                                    IV
                                  33 39°
                                                           339"
 £>  416863'
                    o /
             J098
                                                    3
^ '-6H6817
                            \   t/3
  '/ 6116822
   V 6H6S26 -
                    9?
i /on9
   :'' 6116832
                                         7?
 r '••' 6116833
                                                                                  i
   >' 6116835
                •/O o
    '6116839
                                                        it*
                                   97
                                                        106
                                          99'/
   ••' 6117170
                                 f 1/7
                                                    Ifr
    •• 6117175
                               9/ 73
                                         95/3
1)
                                  0
                                                                                  I'6
     61 17184.
                                          **
     6117191
   ^ 6117196
                 IV?

-------
CO'-/'I..; i, 1 lin . i, ;  i':. ri»:_'- <*'•"/;.!    /•„!'
     Vehicle  T;tr:e  Recc
A/P
F/v
HochR -ter, Ki . ^8063 40 /;/'/
OFFICE Postal Service FINANCE NG. DAI t x
PREPARED BY Wm W. Theut TITLE VO.'-'Ji PHOSf. 661-C^SI

'ransaction No. 8
VEHICLE
NUMBER
p^J .
fo?^ -J
3S/ J
J7W j
- £^ ••
J7T3 J
•i
/// -, '
^- ' '
' ' J^ <* J " '
^ i
f^^ A;
" ^- y ;/
^^^ -1
rjtf J
^/7 ^
f.^;-. •;
• i
* ~*7 ^I *
- / vx v
^7^ J
FORM T8 - Apr 77
2 - S
END ODO.METEn
READING
La si U JMj.it?
NO 10th-
j7(fy
06*3'
t?3f
$7tr3
3g O
f?7u-
O "/c'-f
•'.-) ft
C--/V3
^'77
' C- £ . f
/ 7uv 6
OC^\'
(_/ 7 T "/'
9/ ;- -
?3-ff
7c 3 (.

( - 1 \\ 1-3
ASSIGNLlJ
VEHICLE
DAYS
'} Lf
•*• '
~~ '-?'
^7
9 //
•^ ^'
-~f *7"
'Z *"*'
^ JL
"^ ' 1
|
:1- c.-
j.
^
-j ^
-" -v-'
-' >7
- o'
•^ 7
j> "^
j-,/
^ y'
J'^

HOURS L'SEL-
/J 7

/3S;
') fs
•'30
• -y ^y
f i/ S
/3r
.f / ^
\
\
i - j Y
1 ^ /
^ / 6
i - /
^ /
• / 7
/ ^'
"i _^~"

•j^
/i<*
ssr
1/7
,'Z <->
.'3 3

A - 5
USE1)
VEHICLE
'DAYL
^/
2S
J 7
J/
j,^
^7-
7y
33-
•"-^ -^x^
/•j/ t_y-*
• Jf/
^/
j/
ji
" ^
j/
^/
M
J?7X
<>2 ^
a/
3 /

( - V
IN-OPEK/i" J V'
VEHICLE
DAY 1
^
tf
^5
<5
/
^
O
O
/
J,
c
0
e
^
* .
o
o
c
o
o
V
c


-------
OFFICE
PREPARED BY
CON sou DAT;:!'  !•:>  JUKMS. i.i

    Vehicle Tin.o Record

               41
      FINANCE NO.
      A/P
                                                                             F/Y .A
DAT*
      TITLE
PHONF.
'ransact ion No. S
VEHICLE
NUMBER
J70 J'
• '—-'•• ,
3 ^
-* 7
^/
' ^y
f

















1 - 3
HOURS USED
•/ •)
7 «^-
/ 1 JL
'<; 3
/ yc
/3>
v6

















4-5
USE!)
VEHICLE
DAYL
/7
^^
^ 4/
J? ^'
J/
^ •








-








f - 7
IN-OPLkAT j Vf
VEHICLE
DAY:
7
o
£
O
c-
o











•-






-------
  OFFICE
CONSOLIDATED 'p.;, )-OK>:> <
    Vehicle Tirri? Record
              42
      FINANCE NO.
                                            A/P
                                                                        F / Y
                                      DA11
  PREPARED BY
               TITLE
                             PHOSF.
'ransac t ion No. 8
    2 -
        (, - 7
    1  -  3
A - 5
     VEHICLE
     NUMBER
END
  READING
Last  U pir.i ts
 • NO  lOthr
      ASSIGNED
       VEHICLE
         DAYS
KO'JKS  L'SED
 USE!;
VEHICLE
 DAY S
IN-OPLrv'-.: J V
  VEH1CLL
    DAY;
                      ~73o
                                             2 s/
                                                O
                      /a 5-9
                              / 2,0
                                   7- 
-------
OFFICE
CONSOLI DA i rlD >'S  rUK>!& 4.
    Vehicle- Time Record
                43
       FINANCE  NO.
                                                                       '-" -',.t"y.~^'.'~.*>*<•_--I-—.)--—t;pr

                                                                        A/P  ^y F/Y
                            DATt
PREPARED BY
TITLE
                                   PHONE  -
! 'ransac t ion No. 8
VEHICLE
NUMBER
/7£ '•
/^/ J
/f/' ^
• /?^ •;
- vW-;
• .
"' <
s
.
•


•


.. -






KORM'TS - Apr n
2 - 5
END ODOMETER
READING
Last 4 JDigits
NO 10th;-
9S7/°
do??
fyzt-
L/3i-
3(sZ6












,





G - 7
ASSIGNED
VEHICLE
DAYS
•zy
^^
z


















4-5'
USED
VEHICLE
DAYS
20

*/
'^
/ #


-






-.








(.. - 7
IN-OPEkATJVf.
VEHICLE
DAYZ
/

O
O
O



















-------
hochoster, Mi. 48053
• " 1-week ?-
Vehicle /' Vender Fuel
302395
302482
: 302501
^ 302520
302'i83
313256
3U351
314359
314387
•S&£5
"gSS
1^86?
6116817
6116822
6116826
6116332
6116833
6116335
. 6116839
(§i6i£.
6ll?i70
6117175
c«s;
6117184
6117191
... 6117196
t/rs&zo
7/'/3(,Z
-fie/ J2. 9

V
J
v
"'
J
r
t
/
J
/
\i
i-
.'
r
i/
\f
V
/
/
/
/
/
/
^
v
J
v/
V/
/
tsr
i
?
7 0
6 f
/2 J3


/6 ^
;/k
^6 >5-
/2-|7
i
y|6
if
7
^-
9
I

2/;Z
j^O ^
r
/^
XI
2? ,fe
	 P__J
Z^'-S
$=
2^
*
Coat
^ VJ-'
5" ^J
5" 'c^1
y!^
^i/5-
d*
y if ^
Jiii!
i / i ^C"
/w ' *
1C \~?S
'
7 k
17 \00
/g ho

/ j n \79
2^|i,
^r !i"
/^
6
/^•!/
II* '3
2C

•22 jt-
22. i.3
27
/d°
^
J

E
9
W t
19 yf
,Z\3C
1
/£> \CO
// \oc
-••/ !
/y '^>"
Ho '-10
/to 
***>
I3L &

2. /O
y/yt
Fuel ICont
7 .;
5->
'••' J
.) --*^ ,
^ ' '
5-^i
/-;rj ^:^;
: ;
' ^ ~ i
• ' ;-;
... \r\
1 \ '/ *
• \
•
^ :^S1
7 '/
/ *y '
/ * • *•-
2. / '<-•
Z3 -3
i/<"?
^ ;y
•
/5" 3
2 / /
// ^
i? y
•2.0 y
a '-

/? ^
Cost [Oil
.? 7^
4' .44.
5-**
yi^
7 'A?
^/ i ^*5
i
/
y '*,
/(, .('0
*> :W-

/•/ AP
/5" S'S"
,/^V^
.'3 !^
2r^'-
// -' ^ '

\ 1

j f/.X
^] 7^^-
1 ^/^
/ i s
i - 9& '] vij 9
\ \ A 7 • /
\ '<•
4 j ^^_
'^1^^ j 73.?

\



/ / % ^f
•' / & f'**~
\ 4. ^
l-uV.7
'i
f
V
///'>
T-Cost
J>£-
/^
•J?/
J7
J6
J^
/5"
.//-
30.
"7 ••

/£
J?
/£
i
'
t
'-7^.
/ /
V V*
o? / i
. f?
i
j/& i
6/
•s-s-
•s-i
If '
<'?
3
3y


-------
  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\
is'
                                 tt_l?
                       3-1:
                 V337
                                              	-u

                                              lMH£Ji
                                                                                     73

-------

N .V V V ;v.y •/',/ *'/frt.?
WAkiunntLDir.cnipT.o»i

t/« If"* A>t I.I *.' '.A 1 JJ 74 I MO
1'* *("< A'* C.l >«l "At f* »* ».„,
o
o
0
01
A4
01^
rut
l'410*,*'..l.l-'MAt )U 11 t ..n 0'
i.« tc>««MMN
»3
1]
11









h-^-
1 TQW r»O*"t-t «3 *9 L «P 1 .It


1 TON OOO'X 0» tuO

30
r a»
38

I



AltOt«('nj.J-.tONVl«.C>.tS

»ie« "'C ') l-O
6 TO~IMCf>' L-0
b IOVIHCC-'.S iic

•



1MAC1OR MAC". '0








»10M«Clh


tf.m ar..j cvc jt a>"» Y % "*a ' *
1 AV* fN*orice MI •< r vl M.CL* s

4}
44
**
40

81
34
-.5
"_.


14
AT
*5
4V

Tl
»

r.p

P2
B)

or
f.
f»>

yt *
l \n-t\i . i< v i, i
SUMMAMVUI V iMCi.f HSC
.J.vV.'^
•1 1 1
T; 	
. ,_
//*"
yj -i-
.
	


_iijf







*



































(
TOT*l fOSTAl O'tMO ffV I J"
""""
D
~—





V


















	





b
\
- \y

















7
.'I'
v::;;>1
y/ -."

j j j.







y^-























A f



,X\ ^
1QA
— r
i
\v)X
VH
\
V








'J 3 /
.OMl "|
J '
••—rs.ni
-»-^
-yr

J i



i5


•

















	 tvpr
^•" i '
-s
^
N

MJ
r


^

K
\^j
« ^ ~\
\r
\y -
>—

yt
/
r


* W(".
.
'/,.4
-f,''





y
JL_
s







K
'1 1
-^

f /

•







[




t > ' \'
J^JT 1 X 5 /#






,
(y

bL


i '-i X.i '/
9-







f
,rj \
LS
-
i


sf,* t/t./


(. (. <• ...

-~ 	 ~-




j*/ 7














/
/

'V
^












j
i'j
y\ . *
i
h
b






1 U
Ayr.
•>"..*'
•7' ...
l""-*'




£•±2.
3 y













iwir,rr

* '.^7




















i
1





s


















































l
:^.3
7 •>"(•• /
•>'•/)
NO I *O« »"OC USt


POA
rtl-n*i noi'M
JtAH «OU'(


cn««o.ot«i 	 f*
i







^>/'V/.t/ " •• •; //







1 '
1. (('Til VfhJck f>.o \ - Obliin Troni Form
Ill'l ll'\-i>. KM; csl I'd i IN v<. iivi




- »>. . . .— - • . .- - .. .._
•••.. iV. • ,-. I .' ' '







4^ '0 f for p-'>i >l i>st nnl "ii!v








• ,1 1,, ',, ' • ^




rdj
mik








.i /^















>•»!. 00 NOT COUNT SUNDAYS AND
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
.._
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
i
i
37 US'
i
i
i
i
i
i
i
i
i
i
i
i
i
i
i
i
i
i
i
i
t
')C( S >J r iV/ifii
L".'. jJt'jeiuMi
?'. TON C.x v ;el"O
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
of!
09
99

**" 'cosi
1
1
1
1
1
1
I
1
1
1
1
i
i
i
i
i
i
i
i
i
i
i
i .
i
i
i
i
i
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)
-*
43
4*


01
94
5*
60


«)
44
• a
«T
«s
4V

Tl
»*













VMIlCIl
I/'



I'.
^>
.V





O






























J
f





fO 1
a«
ft
9)

ar

r?







I
" f^



».->*
«VIAI not" f
»IA1» llOl'tt

1OIAL »:O'J COSTAL O'\*( O
C,!ft,:DToiAi 	 ^
i









'
I
^v
"" r
JK ./
l~p
vy

./
VI
t'l 11
I
7J-





/ J (•'
/ !•("•
.Z3L.




_.*zz





























r

^
"*"

f>,
p

Ljy
K
/







" \7\
x \ V
K 3\
\ jr \

















1
14 Jf 1 J
NOi *tw rue l

> 37
iSC


io™toD1
TOTAL
• ^.



/^ "/. t '
llll»l
.».



66 /
lJ. .">~t»
/ r ¥ t<





3{"/














/
y
/

/•^
. ^
//
J



/i
"1"


















\



i A
44-
-bH—
^


















7IV-
AVC
, T.



,>"' >"
^" i"
VUL




^.iiL










^r



4'. /
i~- /
r. '





V..S".










1




























































;


- 1
i
/•)>'/./ .^/.i- JYC-7 l5".rj








—






1
I. U^**l ^'^•h»:^ Hj»* - Obuin front form
1K>1 ll^.\^ s I oi; KM n 01; i\ u I ivi
3. Avrn. l\rl-..l,- 	 ('.., 	 ;



; •;••;•. /,r-
J-TO (Tor p...),),^,,
p \\ ^ ( ..( I-... ,1 ...
i!..r r> it i. ^tu.l 	



!"'rv;'',,..!













't
,I,,,,K|
•.,1 IM



u

1 /


/










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
AI L O1 III H h ION LHO VI. MiCl.( S
1 ION IIOPCU /0-f*
1 lONOOOC.I IHOC!><.(*
1 lONOOtJl',1 1 HO (17
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-
01
O.1
Ill
0.1
O'j
oc
07
Oil
1 1
i:
i ;
in
19
?7
•j-j
m
43
4.1
45

vsis or MINOI
Ci is r
i
i
i
-"." 5 'V
i
13o '/
i
i
i
i
a "
i
i
i
i
i
i
i
i
i
•i
i
i
i
i
i
i
i
i

"" i\ <: .'v*7f j
I i:
5
5
0
\ 70 j -t2i .
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
r,n
C7
on
C9
71
/n
no
in
Ul
03
IM
07
on
89

00
t:iisr I
"1.."' _'_"-'..!
"T'j
I ..!
i
i
i
i
	 r"
-•-- •
....._.
: 'T±\
i
— i .
i
i
i
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-
                                                                                                                              HKUCESSfcn:
                                                                                                                                                        SEP
                                                                                                                                                                   19^]
                                       Vhi-lCLE  S
                                                              ['.IIM lirPOhll    -(Lf
                                                                                                     t  OF  ENI.•
                                                                    I'L'n  c.ArHNE   MODEL  CODE           UKJVE CODE                     S'iOc't;t-

                                                                                    SEUflixl         FvONl  UhlVE STh*.  I.EFT      MANUKACTUKEW
tft. rilCLf.                                 MOUh.L
  fYr't       AC'K'AL  VE UCLE  MOuEL    YE.AH
           '= ' ) vE  ':*•(.  1 I '•

^(MI^/K    F'-l.l.     h.MPIY      C'JKH      IMfcH-i      IEST     O/l)     ACTUAL

 Yi: MIV     fiM-jr       TAivir    WEIGHT     CL/iiS     v*£IiiHI    COl'E    IjYNO HP
                                                                                                                                                     ChO
             c j r.'- r ION
 >< I '•">!< i"  I'lmArl I. I Tr
                                                                                                 J(i')l)
                                                                                                            3000
                                                                                                                      KIM
                                   1L1 UP
                                                                 <-|.r.
                                                                              ACT1J46.K
                                                                                                                S17KS
                                                                                                                                 y. i

                                                                                                                              •K -  SPECIFIC-^ no»i<3
                                                                                                                                                   SWL  HLT
                                                                                                                                Mh f<       (.UMSIW  N M  M  M
                                                                                                                                                               F  PR
                                           •fEr
                                                                      FM'ilNf
                                                                  CONK piU^Jl
                                                                                     NO.      NO.     IOI/L    FUEL  SYSIE^   FUEL             COMP.   COAST-    ^
                                                                                 JN   CYI..   CC.»VtlS   •' HriLS    MFh/MUOEL   IWJCT?  fUKBO?   KAflO   DOWN  TM   oo
                                                                                                                                                                                 B

                                                                                                                                                                                 i
                                                                                                                            i

                                                                                                                            i
                                                     II')
T 1 M | >Mt , '
I'-
1 I
ni ruu
Mjrio ,f
III".
rot .
II M I *b
KPM
PPM 1 11--.
FOI. . 'jf..^:
A (.0
'' CO
'-«. CO
COMd.
CO
10L.
Jbl.K
IPI.E
fOL.
IDLE
r-,1- AH
FMGINt F.iM
II Y
ENGINF CODE
tAL1-
                                    6-.0
                                  u/C
                                                           -'.l I -J  A Ni.)



                                                                    Ci-AN<
                                                                                     SYSTfci-1
                                                                                                      IC'-l IONS
             I')
                                                                       Sl"ilF.i
                                    Tr«lN jT'I S'
                              CuuF it>U'!'    ''L'-SfO



                     :,.- 1 F I


        •HI '••> I  '-(Iff  MtNUAl L Y


                ' if\]i f r-''i  ''I-'  SySILM       OA li )/•!'! UN C-'vf-M r r> f
                                                                vrMji.it  ->-
                                                                                           CO-lMt.')l
                                                                                                                             »



                                                                                                                             I



                                                                                                                             ft
                                              -> uf-

-------