EPA-AA-TEB-511-82-13
EPA Evaluation of the Russell Fuelmiser Device Under
Section 511 of the Motor Vehicle Information and Cost Savings Act
by
Stanley L. Syria
September 1982
Test and Evaluation Branch
Emission Control Technology Divison
Office of Mobile Sources
U.S. Environmental Protection Agency
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EPA Evaluation of the Russell Fuelmiser Device Under Section 511 of the
Motor Vehicle Information and Cost Savings Act
The Motor Vehicle Information and Cost Savings Act requires that EPA
evaluate fuel economy retrofit devices and publish a summary of each
evaluation in the Federal Register.
EPA evaluations are originated upon the application of any manufacturer
of a retrofit device, upon the request of the Federal Trade Commission,
or upon the motion of the EPA Administrator. These studies are designed
to determine whether the retrofit device increases fuel economy and to
determine whether the representations made with respect to the device are
accurate. The results of such studies are set forth in a series of
reports, of which this is one.
The EPA evaluation of the Russell Fuelmiser device was conducted after
receiving an application for evaluation by the marketer. The device is
claimed to improve fuel economy and exhaust emission levels as well as
vehicle performance. The device consists of two components; one to chill
the fuel and the other to chill the air-fuel mixture. The chilling
process is accomplished by installing the above components into the air
conditioning system's low pressure refrigerant lines. Additionally,
certain parameter changes to the carburetor and ignition systems are also
recommended. Because this device is intended to modify the engine's
induction characteristics, in accordance with 40 CFR 610.21 of the
regulations, it is classified by EPA as a air-fuel distribution device.
The following is a summary of the information on the device as supplied
by the Applicant and the resulting EPA analysis and conclusions.
1. Title;
Application for Evaluation of Russell Fuelmiser under Section 511 of
the Motor Vehicle Information and Cost Savings Act
2. Identification Information:
a. Marketing Identification of the Product:
(1) Title of the Invention (Device): Device and Process for
Improving the Performance of an Internal Combustion Engine.
(2) Marketing Title: Russell Fuelmiser.
b. Inventor and Patent Protection;
(1) Inventor
James M. Russell and James R. Russell
4805 Polk Avenue
Alexandria, Virginia 22304
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(2) Patent
"Copy of the Patent (Application) is shown as Encl. 1."
(Attachment A of this evaluation)
c. Applicant:
(1) Name and Address
J.C.A. Corporation
45 L Street, N.W.
B24311
Washington, DC 20024-1611
(2) Principals
James M. Russell, President (DESIGNATED CORRESPONDENT)
James R. Russell, Vice President
d. Manufacturer of the Product:
(1) Name and Address
Cleanweld Products, Inc.
16016 Montoya Street
Irwindale, CA 91706
Donsco Incorporated
North Front Street
P.O. Box 40
Wrightsville, PA 17368
(2) Principals
(a) Cleanweld Products, Inc.
(1) Charles R. Muirhead, President
(2) Richard D. Shivers, Executive Vice President
(3) Murray McDougal, Chairman of the Board
(b) Donsco Incorporated
(1) Donald Smith, President
(2) William E. Young, Vice President
(3) Arthur Mann, Vice President
Description of Product (as supplied by Applicant);
a. Purpose;
"See Enclosures 1 and 2." (Attachments A and B of this
evaluation).
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b. Theory of Operation;
"See Enclosures 1 and 2." (Attachments A and B of this
evaluation).
c. Construction and Operation;
"See Enclosures 1 and 2." (Attachments A and B of this
evaluation).
d. Specific Claims for the Product;
A general claim in Attachment B states that, "the invention
described herein improves the performance of the internal
combustion engine and thereby improves the mileage delivered by
a given quantity of fuel and reduces the pollutants emitted by
the exhaust system." Attachment B further states that, "test
results have varied from a 50 percent increase in fuel mileage,
(never less), to a 100 percent increase in fuel mileage". The
reader of this report is cautioned not to confuse this last
statement, which is an observation of. test data obtained from
other then EPA recommended procedures (and discussed in Section
6d2), with claims of specific percentage changes that purchasers
of the device may realize when using the device.
e. Cost And Marketing Information (as supplied by Applicant);
Cost and marketing information not submitted.
4. Product Installation, Operation, Safety and Maintenance (as supplied
by Applicant);
a. Applicability;
"This device (invention) can be installed on, and will function
on, all internal combustion engines, foreign or domestic, which
possess a functioning air conditioning system as an integral
part thereof, or upon which an air conditioning system can be
installed. The function of the device (invention) is possible
without regard to engine size, type of carburetion (single, dual
or four barrel construction), model year, transmission type, or
ignition type. The fuel-chilling tank is a standard model for
use on all engines.
"The riser (See Encl 1 and 2) [Attachments A and B], is made in
two models, i.e., one model for the single and two barrel
carburetors and one model for the four barrel carburetors."
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b. Installation - Instructions, Equipment, and Skills Required;
"See Enclosures 1 and 2 [Attachments A and B]. NOTE: The
following is intended to respond to all inquiries (a) through
(f) of application format of para 10.
"Tools and equipment required to install, adjust, maintain, and
check the device are commonly available in any installation
which performs tune-ups on the engines upon which the device is
to be installed and which maintenance and service to the air
conditioning systems of such engines is performed. Skills
associated with the installation of the device are those
necessary to service and perform maintenance on the air
conditioning systems, those skills necessary to perform tune-ups
on the applicable engines and the skill necessary to change
carburetor jets."
c. Operation;
"Operation and installation instructions similar to those
contained in Encls 1 and 2 [Attachments A and B], and a period
of classroom training — if necessary — will be given to all
those who will be installing the device."
d. Effects on Vehicle Safety;
"The device in operation, function, or malfunction cannot cause
any unsafe condition which would endanger the vehicle, its
occupants or persons or property in close proximity to the
vehicle."
e. Maintenance;
"No specific maintenance is required on the device, per se. It
has no moving parts. The air conditioning system of the engine
must however, receive normal maintenance. No additional tools
or equipment, other than those needed for air conditioning
system service and maintenance and tune-up of the engine are
required as a consequence of having installed the device upon
any engine."
5. Effects on Emissions and Fuel Economy (submitted by Applicant);
a. Unregulated Emissions;
"No adverse effects upon engine emissions are possible because
of the installation, operation, function, or malfunction of the
device. Contrariwise, benefits due to a more complete fuel
combustion, can be reasonably expected."
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b. Regulated Emissions and Fuel Economy;
"See Exhibits 1, 2, 3, and 4 of Encl 1." (Attachment A)
6. Analysis
a. Identification Information;
Marketing Identification:
EPA finds no problems with the titles of the device which are
listed in Section 2 .A of the application. The reader should
note that the Russell Fuelmiser is considered by the applicant
to be both a device and a process. The device consists of two
components; one to chill the fuel and the other to chill the
air-fuel mixture. The process includes the above components in
addition to the air conditioning system and certain parameter
changes to the carburetor and ignition systems.
b. Description;
(1) The primary purpose of the device/system is to improve
vehicle performance, particularly with respect to improved
fuel economy and exhaust emission levels. Without
additional appropriate test data, the Agency does not know
whether or not the device can achieve any fuel economy or
emission benefits. The Agency does know that adjustments
to the fuel and ignition system, as suggested by the
applicant, often cause improved levels of fuel economy.
However, these improvements are sometimes accompanied by a
degradation in exhaust emission levels and/or performance.
Because emission levels may be adversely affected, and also
because the device in most instances will likely be
installed by commercial automotive service facilities and
fleet facilities, the installation of the device (by these
facilities), may be considered by the Agency and certain
State governments to be an act of tampering. EPA's
decision on this concern would be based on exhaust emission
results from future test programs.
(2) The theory of operation given in Enclosures 1 and 2
(Attachments A and B) describes the device as consisting of
two components which are installed into the low pressure
refrigerant lines of an air conditioner system. One
component is intended to prechill the fuel being delivered
to the carburetor while the other component (referred to as
the "riser" by the applicant), which is installed between
the carburetor and the intake manifold, is claimed to cool
the air-fuel mixture prior to entering the manifold.
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Based on the information given, the chilling device should
be capable of cooling the fuel to some extent. Whether
there are any benefits by doing so is not known by the
Agency at this time for the following reasons. Because the
chilled fuel passes through other components (e.g., fuel
line, fuel filter, and carburetor float bowl) subsequent to
becoming chilled, its temperature will rise due to the
absorption of heat from those components. The amount of
heat absorbed will depend on a number of factors (e.g.,
component configuration, materials used, engine compartment
temperatures, and fuel flow rates) and will vary among
vehicles. Depending on the amount of heat absorbed, this
reheating of the fuel could potentially negate part or all
of any heat loss during the cooling process.
Although Attachment A states that the fuel is cooled to a
temperature range of -20°F to 30°F, no mention is made of
the final fuel temperature at the carburetor main jet.
Additionally, data were not submitted showing final fuel
temperatures for modified versus unmodified vehicles or
showing the benefits achieved when the fuel chilling device
alone is used. Further, because the temperature of the
refrigerant upon leaving the expansion valve is generally
in the range of 20°F to 34°F, it does not seem possible to
cool the fuel to the degree stated above (-20°F to 30°F)
unless the refrigerant controls are modified. The
applicant did not address any such modifications. Thus,
until the applicant submits additional supporting data, the
Agency does not know for sure the net decrease in the fuel
temperature or whether there are benefits associated with
chilling of the fuel.
With respect to the air-fuel mixture cooling device, the
Agency is skeptical as to its ability to significantly cool
the mixture so as to change the combustion process. This
skepticism arises because the device design (see Figures 1
through 6 in Attachment A) suggests that the total cooling
surface area in contact with the air-fuel mixture may be
insufficient when dealing with the high mixture velocities
as found in the fuel induction system. Additionally, as
ambient temperatures increase, a greater heat load is
placed upon the refrigerant prior to it reaching the
riser. Consequently, at very high ambient temperatures,
the cooling capabilities may be diminished to the point
where proper cooling of the air-fuel mixture is not
possible.
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For these reasons, EPA requested (see Attachments C and D)
additional data showing the air-fuel mixture temperatures
from both modified and unmodified vehicles. The applicant
responded (Attachment E) that he did not have the requested
data. Without additional data, the Agency does not know
for sure the cooling capabilities of the air-fuel cooling
component. Even if the component could indeed
significantly cool the mixture as claimed, there is no
assurance this would result in improved fuel economy or
emission levels. The cooled mixture may improve the
volumetric efficiency and thereby increase the power output
of the engine. However, because the lower vapor fraction
can adversely affect the charge distribution, it also has
the potential to cause driveability problems.
Attachment A states that in addition to the installation of
the two cooling components, there are three mechanical
adjustments to be made. They consist of a) replacing the
carburetor jets with ones of smaller diameter (diameter
reduced from 10% to 50%), b) lowering of the carburetor
float level, and c) replacing the spark plugs with ones
having two or three heat ranges hotter. In a letter to the
applicant (Attachment C) EPA asked if there were any other
adjustments (e.g., ignition timing, idle mixture, or
choke). The applicant responded (Attachment E) that on
their test vehicles the spark plugs were changed, the
carburetor jets reduced by 10% on one vehicle only, the
carburetors adjusted for smoother running (idle mixture
assumed) and the ignition timing advanced ten degrees.
Based on the applicant's response, it appeared that
carburetor jets and float level do not have to be
changed/or adjusted on all vehicles. It also appeared that
adjusting the ignition timing and carburetor idle mixture
is also required on some or all vehicles. Because it was
not clear as to exactly what adjustments would be
recommended to purchasers of the device, EPA requested
(Attachment F) that the applicant clarify the matter. The
applicant did not respond to the Agency's questions and
therefore, the Agency does not know exactly what
adjustments will be recommended. With respect to the
adjustments being considered, it is known that fuel economy
gains are possible with most of these changes. Depending
on the vehicle and the adjustments performed, there may
however, also be adverse changes in the exhaust emissions,
fuel economy and/or driveability characteristics. Based on
the limited information provided by the applicant and also
on EPA's experience, it is expected that if there are any
benefits associated with the Russell Fuelmiser
device/system, they would, more likely be caused by the
parameter adjustments rather than from the cooling
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components. To verify this, the applicant was requested
(Attachments C and D) to submit additional data showing the
effect of the adjustments alone and also when accompanied
with installation of the cooling components. The applicant
responded (Attachment E) that he could not fund the
necessary testing.
In summary, the theory of operation was sufficiently
detailed and therefore EPA had no difficulty understanding
how the device/system functions. Although the theory of
operation given by the applicant suggests there may be some
benefits, sufficient supporting data were not submitted.
Therefore, EPA does not know if there are indeed benefits
attributable to the device, and if so, whether they more
than offset the fuel economy and performance penalties when
running an air conditioning system on a full time basis.
(3) The description of the device given in Enclosures 1 and 2
(Attachments A and B) are judged to be adequate.
(4) The device is claimed to improve vehicle performance,
particularly with respect to improved fuel economy levels
and reduced exhaust emissions. As previously stated in
7(b)(l), actual testing is required to properly quantify
these benefits.
(5) The cost of the device plus installation is not known. The
Agency requested cost information (Attachments C, D, and F)
however, no response was received. EPA estimates the cost
of the device alone will not be less than $70. Should the
purchaser have the device installed by a commercial service
facility, then an additional fclOO for labor is expected.
The $100 for installation is based on 5 hours of labor at
$20 an hour for the shop rate. Five hours is the minimum
time likely to be required and was determined based on
EPA's knowledge about other retrofit devices (which require
approximately 2.5 hours labor) and on air conditioning
systems.
Installation, Operation, Safety and Maintenance;
(1) Applicability;
The applicability of the product, as stated in the
application, seemed to be appropriate except for the
statement regarding the number of models required. EPA did
question (Attachment C) the applicant regarding his
statement that only two models of the riser would be
required to accommodate the complete range of carburetors
in use today. The applicant responded (Attachment E) that
he was not certain that only two models would accommodate
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all carburetor/manifold combinations. He further stated
that even though he planned to produce risers with multiple
bolt patterns, additional risers would probably still be
required.
Another concern is the fuel chilling component. The
applicant states the component is a standard model for use
on all engines. Although the component may be standard
with respect to cooling characteristics, EPA is not sure
one model will readily connect into all air conditioning
and fuel lines because of differences in diameters and
fittings. Thus, additional models may be required. Aside
from the aforementioned concerns, the applicability of the
device seemed reasonable.
(2) Installation - Instructions, Equipment and Skills Required;
With respect to the installation instructions, the
applicant referred to Enclosures 1 and 2 (Attachments A and
B). These enclosures did not contain the actual
instructions which are to be provided to purchasers of the
device or to service garages. EPA requested (Attachment C)
a copy but the applicant did not respond.
Installation procedures involve the addition of both a fuel
cooling component and an air-fuel mixture cooling component
in addition to certain parameter adjustments. The
installation of the fuel cooling component and the
parameter adjustments are not expected to cause any
significant problems. The installation of the air-fuel'
cooling component is expected to be a more difficult matter
because it requires the carburetor (and air cleaner) to be
raised. Considering that most vehicles have very little
clearance between the air cleaner and the hood, this could
create a problem. The applicant was questioned (Attachment
C) about this potential problem. He responded (Attachment
E) that he had experienced a clearance problem on a
Cadillac El Dorado, however, it was easily overcome by
changing gaskets. Although not stated, it is assumed the
gaskets referred to are those located on the top and bottom
of the cooling component. Considering the cramped engine
compartments and low hood profiles common to today's
automobiles, EPA expects the clearance problem to be
encountered quite frequently and that it may not always be
possible to overcome the problem merely by changing gaskets.
Another potential problem that might occur as a result of
raising the carburetor is that caused by external linkages,
vacuum and fuel lines, and electrical leads which are
connected to the carburetor and/or air cleaner which will
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also be raised. This could be a very difficult problem for
some vehicles and especially more so for those engines
which have the choke thermostatic spring, heat supply tube,
or automatic transmission linkages attached to the intake
manifold.
Such problems were encountered during a recent EPA test
program on another retrofit device which involved raising
the carburetor approximately one inch. The installation
problems encountered are addressed in the Agency's report
EPA-AA-TEB-82-8, titled: Emissions and Fuel Economy of the
Turbo-Garb, a Fuel Economy Retrofit Device.
EPA further expects that the problems may preclude
installation of the device on some vehicles unless
extensive vehicle modifications are performed.
With respect to the tools, equipment, and skills required
for device installation, the applicant's comments are
judged to be correct. Because the tools, equipment, and
skills required are more than those possessed by most
individuals, it is expected that most device installations
will be performed at service garages.
(3) Operation;
The operating instructions did not include those
instructions intended for purchasers of the device.
Additionally, the instructions were not clear as to whether
the device could be used during all seasons regardless of
ambient conditions, and if so, how should the air
conditioner controls be set. The applicant was asked
(Attachment C) about the seasonal usage and the control
settings. He was also asked about the vehicle operation in
the eventuality the air conditioner system was not used or
it becomes inoperative due to a malfunction. The applicant
responded (Attachment E) that the heater and the air
conditioner may both be operated at the same time during
all seasons. While it is true that air conditioner systems
may be operated during all seasons for some vehicles, there
are other vehicles in which this is not possible. The
reason for this is that some vehicles are equipped with
compressor controls (e.g., ambient temperature switches or
the compressor discharge pressure switch used in General
Motor's Cycling Clutch Orifice Tube system) which are
designed to prevent air compressor operation when low
outside air temperatures are sensed. This action is
intended to prevent damage to the compressor seals, gaskets
or reed valves due to lack of proper oil circulation or
cold components. Of course, these control switches could
be bypassed during installation of the device although it
would be at the risk of damaging the air conditioner
compressor.
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With respect to EPA's question regarding engine operation
at times when the air conditioner is not functioning, the
applicant responded that the engine would operate, however,
it would not achieve nearly the same fuel economy and that
it would run hotter and probably diesel. The applicant may
be correct, however, it would likely depend on the
parameter adjustments made and the amount of cooling
achieved of the fuel and air-fuel mixture when the device
is functioning. That is, if the device is not really
capable of chilling the fuel and air-fuel mixture, then
there should not be a noticeable difference in engine
operation when the air conditioning is not running.
Because the device is said to cool the fuel and the
air-fuel mixture, EPA was concerned about potential
operational problems due to icing of the carburetor
throttle plate(s) under high humidity/low temperature
conditions. This phenomenon occurs when the evaporating
fuel absorbs heat from the inducted air and metal parts of
the carburetor. The air temperature decreases and water
vapor condenses and freezes on the throttle plate(s). The
resulting ice buildup can eventually cause rough running
and stalling of the engine. Low temperatures can also
cause freezing of water within the fuel lines and thereby
cause blockage of the lines. These problems have been
overcome on modern engines by heating the inducted air and
carburetor base (which is opposite the effect of the
Russell Fuelmiser), and by fuel anti-icing additives such
as alcohol, ammonia salts, and phosphates.
The applicant was questioned (Attachment C) about the
potential icing problem and he responded (Attachment E)
that the device was not capable of freezing the fuel within
the fuel line and that he had not seen any carburetor
icing. Without additional data, EPA does not know if icing
is a real problem at lower ambient temperatures which can
lead to operational problems.
There may also be operational problems due to leaner
air-fuel ratios (caused by smaller jets and lowering of the
float level). Again, without additional data, EPA does not
know for sure if this is a real concern.
(4) Effects on Vehicle Safety;
Because the potential icing problem discussed in Section
6C(3) can cause stalling, there may be instances when the
device could cause an unsafe driving situation. However,
without additional data, EPA does not know for sure if this
is a real hazard.
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(5) Maintenance;
Aside from the icing problem mentioned above which can lead
to additional maintenance being required, the applicant's
statement regarding maintenance appears to be correct when
considered on a short terra basis. Data were not submitted
to EPA showing what affects the lean air/fuel ratios
(caused by smaller jets and lowering of the float level)
and the hotter range spark plugs may have on engine
durability over a longer period of time. Therefore, EPA
does not know for sure if more maintenance will be required
when considered over a long term basis.
d. Effects on Emissions and Fuel Economy;
(1) Unregulated Emissions;
Based on the design of the device, EPA agrees with the
applicant that the device should not cause any adverse
affects on nonregulated pollutants. However, without data
from the applicant, EPA can not support the applicant's
statement that, "Contrariwise, benefits due to a more
complete fuel combustion can be reasonably expected."
(2) Regulated Emissions and Fuel Economy;
The applicant did not submit test data in accordance with
EPA's recommended test policies which includes both the
Federal Test Procedure (FTP) and the Highway Fuel Economy
Test (HFET). These two test procedures are the primary
ones recognized by EPA for evaluation of fuel economy and
emissions for light duty vehicles.* The test data
submitted by the applicant consisted of results obtained at
the Norris Garage in Forest Heights, Maryland using a Sun
*The requirement for test data following these procedures is stated in
the policy documents that EPA sends to each potential applicant. EPA
requires duplicate test sequences before and after installation of the
device on a minimum of two vehicles. Additionally, Section 610.41 of the
Federal Register Part VIII, dated March 23, 1979 provides that for those
devices which require engine parameter adjustments be made, tests will be
performed with the parameter adjusted exclusive of the retrofit
hardware. Thus, three sets of duplicate test sequences would be
required. A test sequence consists of a cold start FTP plus a HFET or,
as a simplified alternative, a hot start LA-4 plus a HFET. Other data
which have been collected in accordance with other standardized
procedures are acceptable as supplemental data in EPA's preliminary
evaluation of a device.
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Dynamometer and from Custom Engineering Performance and
Emissions Laboratories in Garden Grove, California from
steady state and FTP and HFET testing. The results from
the Norris Garage and the steady state test results from
Custom Engineering did indicate some fuel economy gains
attributable to the device and are acceptable as
supplemental data. However, because of inadequate control
of the many variables during the testing, the data cannot
be used in lieu of FTP and HFET testing.
The only other testing was that performed by Custom
Engineering which consisted of duplicate FTP and HFET tests
on only one vehicle in two configurations (with and without
the device). Because the testing performed did not meet
EPA's minimum test requirements, the data were considered
inadequate. EPA requested (Attachments C, D, and F)
additional data, however, the applicant did not provide
any. The results from the duplicate FTP and HFET showed
that although hydrocarbon and carbon monoxide emissions
were decreased, the oxides of nitrogen were increased. It
also showed that the fuel economy on the FTP was unchanged
and that there was a loss on the HFET. Without a third set
of duplicate tests, with the parameters adjusted exclusive
of the device, EPA does not know if the changes noted above
are caused by either the adjustments or the cooling
components, or by the combination of these factors.
e. Test Results Obtained by EPA:
EPA did not test the device for this evaluation because the test
data submitted by the applicant did not adequately, support the
claims made for the device.
7. Conclusion
EPA fully considered all of the information submitted by the
applicant. The evaluation of the Russell Fuelmiser device was based
on that information and EPA's engineering judgment. Appropriate data
was not submitted showing the " device actually delivered a
significantly cooler air-fuel mixture to the engine or that it could
achieve the benefits claimed. Thus, there is no technical basis for
EPA to support the claims made for the device or to perform
confirmatory testing.
FOR FURTHER INFORMATION CONTACT: Merrill W. Korth, Emission Control
Technology Division, Office of Mobile Sources, Environmental Protection
Agency, 2565 Plymouth Road, Ann Arbor, Michigan 48105, (313) 668-4299.
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List of Attachments
Attachment A Copy of Enclosure 1, Patent Application (provided with
511 application).
Attachment B Copy of Enclosure 2, Disclosure Document (provided
with 511 application).,
Attachment C 'Copy of letter from EPA to J.C.A. Corporation,
November 16, 1981.
Attachemnt D Copy of letter from EPA to J.C.A. Corporation, March
24, 1982.
Attachment E Copy of letter from J.C.A. Corporation to EPA, April
8, 1982.
Attachment F Copy of letter from EPA to J.C.A. Corporation, May 24,
1982.
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TITLE OF THE INVENTION
f . '' • Attachment A
Device 'and Process for Improving the 'Performance of an
Internal Combustion Engine
FIELD OF THE INVENTION
5 This invention is concerned with improving the per-
formance of an internal combustion engine. More specifi-
cally, the invention is concerned with improving the
mileage delivered by a given quantity of fuel, especially
gasoline, in the internal combustion engine of an automo-
10 bile.
BACKGROUND 07 THE INVENTION
When the internal combustion engine of an automobile
is operated, the heat generated raises the temperature
within the engine compartment very substantially. The
15 intake manifold and the carburetor may operate, for
example, in an environment of several hundred degrees
Fahrenheit. This high ambient temperature often vaporizes
at least a portion of the fuel in the carburetor fuel bowl.
The designs of some carburetors take this into account:,
20 and permit vaporized fuel to pass into the. atmosphere
through the fuel bowl vent.
After an engine has become hot, even after the engine
is placed out of operation, the residual heat will often
continue vaporizing the fuel in the carburetor fuel bowl.
25 This makes it more difficult to start the engine the next
time, because of the low level or absence of fuel in the
bowl.
In addition, a heated carburetor heats the fuel-air
mixture that is delivered to the intake manifold. The
30 heated fuel-air mixture does not deliver optimum engine
performance. . .
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Some prior workers in this field have sought to 17
improve fuel economy and improve engine performance by
increasing the temperature of the fuel-air mixture
delivered from the carburetor to the intake manifold. A
5 variety of techniques have been used to accomplish this.
In U.S. patent 4,044,742, a device referred to as a fuel
expander is employed to heat the fuel to a desired pre-
determined temperature.
There also have been devices made available for cool-
10 ing the fuel or the fuel-air mixture,' generally to a very
limited extent. These have been intended, usually, for
purposes other than improving fuel economy or engine per-
formance. For example, in patent 2,885,865, a refrigerant
fluid circulated from the air conditioning system of an
15 automobile was employed to cool the fuel line leading to
the carburetor. The' purpose was to reduce vapor locking
tendencies.
In patent 3,332,476, a cooling device of very limited
capability was disposed between the-discharge outlet of the
20 carburetor and the intake manifold inlet. The purpose was
to reduce vaporization of fuel in the carburetor fuel bowl,.
so as to facilitate restarting the engine.
In patent 3,672,342r a cooling device, was disposed to
maintain the fuel temperature just ahead of the carburet or r
25 and the air temperature just ahead of the carburetor.
within predetermined temperature ranges. The fuel was
to be at 70°"F to 110°F. The air was to be at 90°F to
110°F. The objective was to control and reduce"exhaust
emissions. There was also an attempt to improve engine
30 performance, by adjusting the proportions of air and fuel
to the optimum for ambient conditions.
A somewhat different approach was taken in patent
3,684,257, where a profiled needle was employed in con-
junction with each jet of the carburetor, and in addition,
35 the temperature of air supplied to the carburetor was
maintained or attempted to be maintained at a substantially
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constant value.' However, the 'objective "here 'was to con-
trol emissions, particularly under, engine 'idling condi-
tions, for both hot and cold engine 'conditions.
The inventor in patent 3,882','692, cooled fuel
5 passing through the 'fuel, line- "by using cool water 'accumu-
lated in a reservoir attached to a refrigerant evapora-
tor of an air conditioner. Patent 4,036,138 sought to
eliminate vapor lock "by the use 'of a carburetor incor-
porating a fluid cooling system for a casing of the '
10 carburetor. -Cooling fluid was^ circulated through the
casing for a predetermined period .after the ignition
switch was opened, i.e.', after the 'engine was turned off.
SUMMARY OF THE INVENTION . • '
This invention.provides means for adjusting the
15 temperature of the fuel-air mixture 'of an internal com-
bustion engine having a carburetor and an intake 'manifold.
This temperature-ad jus ting means is disposed intermediate;
the discharge outlet of the carburetor and the intake port
of the manifold. The 'temperature 'of the fuel-air mixture
20 is adjusted to not above about 4'0°F~-(4*C) ....
According to one 'preferred embodiment of the inven-
tion, the temperature-adjusting means comprises a
•thermally-conductive conduit means having at least one
passage therethrough. This passage.is preferably the same
25 size as the bore of the carburetor barrel» and inter-
connects the discharge 'outlet of the carburetor barrel
and the inlet port of the intake manifold, to provide
communication therebetween for the flow of the fuel-air
mixture therethrough. Multiple passages are provided for
30 multiple barrel carburetors.
Heat exchange means are 'disposed either within,
about, or both within or about the 'conduit means. In one
preferred embodiment, this heat exchange means is in the
form of a jacket that is disposed about the conduit means,
35 providing a chamber internally of the jacket and about
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19
-H-
the 'conduit, through which" "heat exchange 'fluid 'can be '
circulated. Temperature 'adjustment is achieved by,
circulating refrigerant fluid at 'a low temperature 'through
the heat exchange 'chamber, for'heat exchange with 'the '•
5 fuel-air mixture passing- through 'the passage 'of the" "con-
duit.
In other embodiments of the 'invention, the "heat
exchange 'efficiency Is enhance'd by providing metallic fins.
that project into the 'pass-age 'through the conduit, from
10 its wall. Alternatively, to supplement the cooling effect-
provided by the jacket'; or in place of it, a network .of.
tubes may be disposed in the'conduit passage/ and may even;
project" into the'inlet of the intake manifold, to circu-
late refrigerant fluid; or a combination of all of .these
15 may be 'used. • ' ' •
Preferably, this temperature 'adjustment of. the 'fuel -
air mixture 'is supplemented'by pre-.caoling of the fuel,
prior to the time the "fuel is delivered to. the carburetor..
In a preferred embodiment, this is accomplished by simple
20 heat exchanger that is mounted near the 'fire wall in the
engine compartment of an automobile.'. . ' • ' '
The cooling is accomplished by the circulation of
refrigerant- fluid. When the invention is applied to an
automobile,, the source of the "refrigerant- fluid at a low
25 temperature, may be the" air conditioning system of. the
automobile." . .
The invention is" also concerned-with a process for-
improving engine-performance, and particularly,, for
improving fuel economy and for reducing engine emission.
30 This process involves adjusting the temperature of the
fuel-air" mixture as it leaves the carburetor, and before
it enters the intake manifold, of an internal combustion
engine, to a temperature not above about 40°F (4°C), and
preferably, within the range "from about -20°F (-29°C) to
35 about 30°F (-1°C). .
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. -5-
In practicing the invention,' three mechanical
adjustments are made.' Thus, each jet ordinarily present
in the carburetor is removed and replaced with a jet
having an opening diameter at least 10% smaller than
5 originally present, and preferably, 20% smaller, and most.,
preferably, 30% to 50% smaller; each carburetor float is
lowered, to reduce the amount of fuel present in the bowl
and to reduce the residence time of the fuel in the bowl;
and finally, the spark plugs normally used are replaced
10 with plugs at least twd and preferably three ranges"hotter
than those originally and normally present.
BRIEF DESCRIPTION OF THE DRAWINGS
Fig. 1 is an exploded,.fragmentary, isometric view,
partly broken away, of a heat exchange device constructed
15 in accordance with one preferred embodiment of the inven-?
tion, designed for insertion, between the discharge outlet
of a general type,' double "barrel carburetor for an internal
combustion engine, and the inlet port of the intake mani-
fold (not shown) of the engine, showing, the-two jets and
20 single float that might be used in such a general type
carburetor;
Fig. 2 is a section in a vertical plane through a
single conduit, showing heatr exchange (cooling) coils dis-
posed within the passage "of the conduit, and projecting
25 below the lower end of the conduit so that upon assembly
some cooling coils will project into the inlet port of
the intake manifold, in accordance with a modified embodi-
ment of the invention;
Fig. 3 is a section taken on the line 3-3 of Fig. 2,
30 looking in the direction of the arrows;
Fig. 4 is a top plan view of a conduit equipped with
heat exchange fins, in accordance with another modification
of the invention;
Fig. 5 is a schematic diagram of another embodiment of
35 the invention, in which the operation of the jacket-type
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-6-
heat exchanger shown in Fig. 1 : is supplemented by chat of
a heat exchanger for the fuel that .is being supplied to
the carburetor, the source of cooling for both heat
exchangers being the air conditioning system of an auto-
mobile in which the engine is mounted, the air conditioner-
being of the compressor type,' .and
Fig. 6 is a schematic diagram similar to that of Fig.
5, but in which the 'source of refrigerant fluid is an air
conditioning system operated by a refrigerant unit of the
gas absorption (Serve!) type.'
DETAILED DESCRIPTION OF THE"
Referring now to the 'drawings by numerals of
reference,' the numeral 10 'denotes generally the heat
exchange 'means for adjusting the temperature of a fuel-
15 air mixture, intermediate the discharge outlet: of a
double "barrel carburetor and the intake 'port, of the
manifold of an internal combustion engine, in accordance
with one embodiment of the invention. This heat exchange
means is referred to hereafter for convenience as a
20 "riser", when it is fully assembled as described below.
The 'riser 10 consists of four main parts. These are
a base plate 12, the riser body 14 that, in the assembled
riser, is seated on the base plate. 12 and welded thereto
about its periphery, a top plate 16 that, in the ass em-
25 bled riser, is welded about its periphery to the upper end
of the riser body 14, and a pair of generally tubular,
upright conduits 18 and 20, that are disposed centrally
within the riser body.
The two conduit members 18 and 20 respectively, in
30 the assembled riser, are welded or otherwise secured in
fluid-tight fashion to both the base plate 12 and the top
plate 16, so that they are rigidly secured in place within
the riser. The base plate 12 and the top plate 16 are
preferably formed to have the same shape, and each is
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22
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provided with a pair of circular openings 22, that are in
registry, in the assembled riser,, with the passages 24 of
the conduit members respectively. As is easily visualized,
when the riser is fully assembled, its construction pro-
5 vides a chamber 26 about the conduits 18 and 20 respective-
17-
The riser 10 is provided with an opening 28 to which
a refrigerant fluid supply line 30 is connected. Dia-
metrically opposite the .inlet opening 28 in the body of
10 '' the riser, the riser is provided with an outlet opening
in which a refrigerant fluid discharge 'line 32 is inserted.
The body of the riser and the base and top plates are
also provided with other registering openings (shown but
not numbered), providing passageways for fasteners for
15 assembling the riser in position at the inlet port of the
intake manifold of an automobile engine, and to permit the
assembly of a general type carburetor on top of the riser.
For simplicity, neither the engine nor the carburetor are.
shown in the drawings.
20 However, in the practice of the invention, it is
necessary to make some adjustments to the standard equip-
ment of the automobile. For this reason, although the
carburetor itself is not shown in the drawing, a float 34
, and the main jets 36 are shown in the approximate positions
25 that they would occupy in the carburetor, if it were shown
in the exploded view of Fig. 1.
In use, refrigerant: fluid is circulated from the
supply line 30 into the chamber 26. It circulates abouc
the chamber, in heat exchange contact with the surfaces of
30 the conduits 18 and 20. Eventually it leaves the chamber
through the outlet line 32, for return to the refrigerating
system, as will be described presently.
The riser body 14 may optionally be provided with
inwardly projecting ribs or baffles 38. These serve the
35 dual function of creating turbulence in the refrigerant
fluid and thus improving heat exchange, and of strengthen-
ing the riser body.
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23
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"„•>: In the embodiment of the invention shown in Fig. 1,
heat exchange with a fuel-air mixture passing through the
passages 24 of the two conduits IS and 20 respectively, is
accomplished because the conduits are thermally conductive.
5 Somewhat improved heat exchange efficiency can be obtained
in the embodiments of the invention illustrated in Figs.
2, 3 and 4.
Referring now to Figs. 2 and 3, the conduit IS1 is
formed with a passage therethrough 24', for providing
IQ communication between one barrel of a carburetor and the
inlet port of the intake manifold. Tubing 40 is inserted
in fluid-tight fashion through a bore 42 drilled through
the wall of the conduit 18'. Within the passage 24' of
the conduit, the tubing 40 is wound through a series of
]j convolutions, which generally lie in the same horizontal
plane. The tubing is then led out through another bore 44
drilled through the wall of the conduit, again in fluid-
tight fashion. As shown in Fig. 2, there may be several
levels of such planar windings disposed within the passage
2Q of a single conduit. The exterior lengths of the tubing
may be connected to a manifold (not shown) at each side of
the conduit, one for- connection to refrigerant fluid
supply, and the other for connection to refrigerant fluid
return line.
25 Alternatively, to simplify fabrication, the wall
of the conduit may be penetrated only once for the inlet
or supply side of the tubing, and once for the outlet
side of the tubing, with all other planar series of con-
volutions of the tubing being interconnected within the
30 passage in the conduit. Preferably, in addition to the
several levels of planar convolutions of tubings, for
optimum heat exchange, shown in Fig. 2, at least one
planar convolution 46 of tubing is disposed to project
below the lower end of the conduit passage, so that upon
35 assembly, that convolution 46 projects into the intake
manifold.
Fig. 4 illustrates a somewhat simpler construction
for improved heat exchange efficiency as compared to the
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24
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structure illustrated in Fig.. 1.. In Fig. 4, the conduit
18" ia formed with a plurality of thin, radially inwardly
projecting fins 48. These are-united at their radially
inner ends to a thin-walled cylinder 50, for rigidity.
5 The entire structure is metallic for good thermal con-
ductivity. .
The operation of the device can be illustrated as
installed in an air conditioned automobile equipped with a
reciprocating internal- combustion engine and a compressor-
10 type air conditioner. The riser illustrated in Fig. 5
has- the.construction as shown in Fig. 1.
: - . Referring now to Fig. 5, the 'riser 10, shown in
fragmentary fashion in Fig. 5, should be understood to be
fully assembled, so that its chamber 26 is completely
15 enclosed. Moreover, it is to be understood to be disposed
between the discharge outlet of a double barrel carburetor
and the inlet port of the intake manifold. Its refrigerant-
outlet line 32 is connected to one 'port of a check valve
52. A second port of the check valve 52 is connected
20 through a line 54 to a compound gauge 56 (both; the line 54
and the gauge 56 are shown in phantom). A third port of
the check valve communicates through; a passage 58 in the
head 60 of the compressor of the refrigeration unit with
the bore 62 of that cylinder. A second passage 64 provides
25 communication between the bore 62 of the cylinder of the
compressor discharge service valve 66. One port of this
valve 66 communicates through a line 68 with a high pressure
gauge 70 (both the line 68 and the gauge 70 are shown in
phantom).
30 A line 72 is connected to the discharge outlet from
the discharge gauge 66, to carry compressed refrigerant
fluid through a series of convolutions in the condenser.
The refrigerant fluid then passes from the condenser through
a line 76, through a check valve 78, into a receiver
35 dehydrator 80, that is equipped with a screen 82 in the
usual fashion. A length of tubing is arranged with its
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25
-10-
lower end projecting into the receiver dehydrator 80, and
with its upper end connected to an expansion valve 86.
This valve- 86 is arranged with a main discharge line 88
that supplies the expanded, very cold refrigerant fluid
5 to the interior chamber of a heat exchanger 90.
This heat exchanger 90 may be mounted just in front
of'the fire wall of the automobile, or alternatively,
within the air intake line 'of the air filter, where it will
chill incoming air. A coil 92 is mounted within the heat
10 exchanger shell, to carry liquid.fuel from a supply line
94- through the coil and to a discharge line 96 communi-
cating with the carburetor. The chamber of the heat
exchanger 90, through which the refrigerant fluid circu- •
lates, communicates with a line '98, that passes through
15 several convolutions in the evaporator or cooling unit
section 100 of the air conditioning system. This is the
part of the air conditioner system that is intended to
permit cooling of the passenger compartment of the automo-
bile. .
20 After leaving the convolutions in, the cooling unit,
the line 98 is connected to the refrigerant supply line 30
of the riser 10. •
In operation.in a typical modern air conditioned auto-
mobile, refrigerant fluid is discharged from the com-
25 pressor through the line 72 at a temperature of about 170°F
(77°C). As the refrigerant fluid enters the receiver
dehydrator 80, its temperature is about 85°F (29°C). After
leaving the expansion valve 86, the refrigerant fluid is
extremely cold, and after passing through the liquid fuel
30 heat exchanger 90, the passenger compartment cooling unit
100, and the riser 10, its temperature is about 10°F to
20°F (-12°C to -6°C), typically about 17°F (-8°C).
The outer surface of the riser quickly becomes
encrusted with frost and ice. The fuel-air mixture that
35 is traveling through the passages 24 in the conduits of
the riser is chilled to a temperature not above about 40°F
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26
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(4°C). The drastic decrease 'in the temperature of the air
in the 'air-fuel, mixture.,' as it passes through the 'riser,
causes' moisture to condense out. Consequently the fuel-
air mixture passing into the inlet port of the intake
5 manifold carries with it entrained droplets of water,
which appear to have a very beneficial effect, in known
fashion, on the combustion*process.
The fuel entering the carburetor is pre-chilled
because of its passage through the heat exchanger 90. The
10 temperature of the fuel leaving the heat exchanger 90 is
not above 40°F (4°C) and generally is much lower.
Since the fuel-air mixture is entering the intake mani-
fold at a very low temperature, the density of the mixture
is substantially greater than would be the case if both
15 were at ambient temperature. It must be remembered that in
normal operating circumstances for an internal combustion
engine of an automobile that has been operated for a
period of time at a normal rate of speed, the temperature
within the engine compartment of the- automobile may be as-
20 high as several hundred degrees Fahrenheit, so that the
temperature of the fuel-air mixture entering the intake
manifold would be well above ambient temperature. To
accommodate the chilled condition of the fuel-air mixture
brought about through use of the present invention, certain
25 adjustments must be made for proper engine performance.
First, the float or floats in the. carburetor must be
lowered, to reduce the residence time in the carburetor.
This limits the exposure of the fuel in the carburetor
to the ambient temperature in the engine compartment, and
30 helps keep the fuel at either ambient temperature, or at
the temperature to which it had been pre-cooled, if a pre-
cooling heat exchanger is in use.
Secondly, the opening diameter, of the jet or jets of
the carburetor must be reduced in size. The reduction in -
35 opening diameter should be at least 1.07,, and preferably is
at least. 20%, and most preferably, is in the range from
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27
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30% to 50%, as compared to normal opening diameter of a
standard, unmodified automobile of the same "kind.
Third, the spark plugs muse be replaced with spark
plugs that are at least two ranges hotter than would be
5 normal for an unmodified automobile of the same kind. A
spark plug range indicates the ability of the spark plug
to dissipate heat through the body of its connector, its
insulation, and the cylinder head of the engine, so that
only the tip of the plug stays hot. A spark plug range
16* is generally indicated by its number. For example, the
spark plug could be a No-. 44, a No. 45, or a No. 46.
The first numeral, (4), indicates that the plug has a
14 millimeter diameter. The second numeral denotes the
heat range of the plug; the higher the number, the hotter
15 the spark plug. A hot plug would be indicated 'for use when
the fuel would enter'the intake manifold at a relatively
low temperature or in a liquid state. In the case of the
•present invention, the chilled fuel-air mixture requires
hotter plugs than normal for proper ignition. Generally
20 plugs two ranges hotter are satisfactory, but preferably,
plugs that are three ranges hotter are used. Some experi-
mentation may be required to optimize engine performance.
While not shown in the drawings previously referred
to, all of the refrigerant fluid lines are insulated, as
25 is the line carrying pre-chilled liquid fuel from the heat
exchanger 90 to the carburetor.
Demonstrations of the use of the invention on auto-
mobiles indicate that use of the invention produces a
substantial improvement in the mileage obtained from a
30 given quantity of gasoline fuel. In addition, the quality
of the emission from the exhaust is improved substantially^
Performance seems to be improved to such an extent that
elimination of the catalytic converter appears to be a
possibility.
35 in the modified embodiment of the invention illustrated
schematically in Fig. 6, the principal difference from the
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28
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embodiment of the invention shown in Fig. 5 is that the
refrigeration unit is of the Serve! type, operating on
the principle of gas absorption. The source of heat that
operates the refrigerating unit may be the exhaust system
5 of the car, for great economy.
Referring now to Fig. 6, where primed numerals refer
to 'components similarly identified by the same numerals
in Fig. 5, the refrigerant leaving the riser 10 passes"'
through a line 32', and then through the operating portion
10 of the refrigeration unit, generally denoted by the
numeral 102. Heat is furnished to this unit by inter-
connection 104 with the exhaust line of the automobile
engine.
While the use of the invention has been discussed
13 here in primarily the terms of its 'application in connec-
tion with reciprocating internal combustion engines for
automobiles, it should be understood that the invention
can also be employed with reciprocating internal combus-
tion engines in any kind of installation, and with any
20 kind of fuel delivery system to the engine.
While the invention has been disclosed herein by
reference to the details of preferred embodiments thereof,
it is to be understood that such disclosure is. intended in
an illustrative, rather than a limiting sense, as it is
25 contemplated that various modifications in the construc-
tion and arrangement of the parts will readily occur to
those skilled in the art, within the spirit of the inven-
tion and the scope of the appended' claims.
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29
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WHAT IS CLAIMED' IS:
1. Means for adjusting the temperature 'of a fuel-air
mixture intermediate the discharge outlet of a car-
buretor and the intake port of the manifold of an
5 internal combustion engine, comprising:
conduit means having at least one passage there-
through for interconnecting each discharge outlet of
a carburetor barrel and an intake port of the manifold,
to provide communication therebetween for the flow
10 therethrough of a fuel-air mixture, and
means for circulating a refrigerant fluid in heat
exchange relation, to said fuel-air mixture within,
adjacent, or about said conduit means, for chilling
said mixture to a temperature not above about 40"F
15 (4*C>.
2. Means for adjusting the temperature of a fuel-air
mixture in accordance with claim 1, wherein said
means for circulating refrigerant fluid comprises
jacket means disposed about said conduit means,
20 providing a chamber within said jacket and about said
conduit means, and
means for circulating refrigerant fluid through
said chamber for heat exchange with a fuel-air mix-
ture passing through said conduit means,
25 said conduit means being thermally conductive.
3. Means for adjusting the temperature of a fuel-air
mixture in accordance with claim 1, wherein said
means for circulating a refrigerant fluid comprises
tubular heat exchange means disposed within the
30 passage through said conduit means, and
means for circulating the refrigerant fluid
through said tubular heat exchange means, for heat
exchange with a fuel-air mixture passing through the
passage of said conduit means.
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30
-15-
4. Means for adjusting the 'temperature of a fuel-air
mixture in accordance with claim 3, wherein said
tubular heat exchanger is formed with a portion there-
of that projects into the intake port of the manifold.
5 5. Means for adjusting the temperature of a fuel-air -""•
mixture in accordance with claim 3, wherein said
tubular heat exchange means is in the form of a net-
work of tubes disposed transversely of the passage
through said conduit means.
10 6. Means for adjusting the temperature of a fuel-air
mixture in accordance with claim 2, wherein said con-
duit means and said jacket are metallic and generally
conforms in its peripheral shape in horizontal section,
to the shape of the base of the carburetor.
15 7. Means for adjusting the temperature of a fuel-air
mixture in accordance with claim 6, wherein said
jacket is formed from a generally tubular body that
is closed at its upper and lower ends with top and
bottom cover plates, said plates being formed with
20 apertures in registry respectively with each passage
, through said conduit means.
3. Means for adjusting the temperature of a fuel-air
mixture in accordance with claim 1, 2, or 3, wherein
said conduit means has either single, double, or
25 quadruple passages therethrough, to accommodate a
single, double, or quadruple barrel carburetor,
respectively.
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31
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9. Means for adjusting the temperature of a fuel-air
mixture in accordance with 'claim 1, 2, 3, or 4, where-
in said conduit means is formed with wall means de-
fining each said passage therethrough, and with fins
5 that project from said wall means into each said
*
passage, said wall means and said fins being in
• thermally conductive relation, whereby the surfaces of
said fins provide additional heat exchange in each
said passage for the fuel-air mixture.
10 10. Means for adjusting the temperature of a fuel-air
mixture in accordance with claim 8, wherein said
means for circulating refrigerant fluid comprises
the air conditioning system of an automobile in
which said engine is mounted.
15 11. In combination, means for adjusting the temperature
of a fuel-air mixture in accordance with claim 1, and
heat exchange means for cooling the fuel to a
temperature not above about 40°F (4°C), disposed to
cool the fuel prior to its admission to the car-
20 buretor, and
means for circulating refrigerant fluid to and
from said heat exchange means in heat exchanging
relation with said fuel.
12. The combination of claim 11 wherein said means for
25 circulating refrigerant fluid to and from said heat
exchange means comprises the air conditioning system
of an automobile in which said engine is mounted.
13. The combination of claim 12 wherein said heat
exchange means for cooling the fuel is disposed in
30 front of the fire wall of an automobile in which said
engine is mounted,.
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32
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14. The combination of claim 12 wherein said heat
exchange means for cooling the fuel is mounted and
disposed within the air inlet' passage 'leading to
said carburetor, and wherein said heat exchange
5, _,...^,,. /v/meao^foi'-cool3l%;%he'fuel also serves to cool
... incoming .air. . ••-"-.'
15. In combination, a carburetor for an internal com-
bustion engine, and
means for adjusting the temperature of a fuel-
10 air mixture in accordance with claim 1,
said carburetor having at least one float that
controls the volume of liquid fuel and the residence
time of said fuel in said carburetor, said carburetor
being adjusted to have said float lowered below the
13 level appropriate for the carburetor in the absence
of said means for adjusting the temperature of the
fuel-air mixture, and having its jet or jets reduced
in size to at least 107, smaller opening diameter than
appropriate for the carburetor in the absence of said
20 means for adjusting the temperature of the fuel-air
mixture.
16. The combination of claim 15 wherein said means for
circulating refrigerant fluid comprises the air con-
ditioning system of an automobile in which said car-
25 burster and said means for adjusting the temperature
of the fuel-air mixture are mounted.
17. The combination of claim 15 including heat exchange
means for cooling~*fhe fuel, disposed to cool the fuel
prior to its admission to the carburetor, and
30 means for circulating refrigerant fluid to and
from said heat -exchange means in heat exchanging
relation with said fuel.
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33
-18-
18. The combination of claim 15,' having its jet or jets
reduced in size to at lease a 207. smaller diameter
opening that would be appropriate for the carburetor
in the absence of the means for adjusting the
5 temperature of the fuel-air mixture in accordance
with claim I.'
19. The combination of claim 18 wherein said jet or
jets are reduced in size of opening to the range
c.. from 30^ to 507. of the diameter of opening that
10 would be appropriate for the carburetor in the
absence of the means for adjusting the temperature
of the fuel-air mixture in accordance with claim 1.
20. In the combination of claim 15, 18, or 19, an internal
combustion engine having at least one spark plug.
15 said spark plug,, being at least two ranges hotter than
appropriate for such an engine having an unmodified
carburetor mounted directly on its manifold, without
the benefit of the temperature adjusting means of
claim 1.
20 21. In the combination of claim 20, said spark plug
being at least three ranges hotter than appropriate
for such an engine having a carburetor mounted direct-
ly on its manifold, without the benefit of the
temperature adjusting means of claim 1.
25 22. A process for improving the performance of an
internal combustion engine that is equipped with a
carburetor and an intake manifold, comprising
adjusting the temperature of the fuel-air mixture
by cooling it just before or as it enters the inlet
30 port of the intake manifold, to a temperature not
above about 40°F (4°C).
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34
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23. The process of claim 22, including preceding the
fuel* before it is delivered to the carburetor, so
that it is delivered to the 'carburetor at a
temperature not above about 40°F (4°C).
5 24. A process according to claim 22 or 23 wherein the
temperature of the fuel-air mixture, after it leaves
the carburetor and as it enters the intake of the
manifold, is not above about 35°F (2°C).
25. A process according to claim 24 wherein the fuel is
10 precooled before it is delivered to the carburetor
to a temperature not above about 30°F (-1°C).
26. A process according to claim 22 or 23 wherein the
cooling is accomplished by heat exchange with a cir-
culating refrigerant fluid.
15 27. A process according to claim 26 wherein the
refrigerant fluid is circulated by the air condi-
tioning system of an automobile in which said engine
is mounted.
28. A process according to claim 22, wherein the
20 temperature of the fuel-air mixture, after it leaves
the carburetor and as it enters the intake of the
manifold, is in the range from about -20°F to about
30*F (-29°C to -1°C).
29. The process of claim 23, wherein the fuel is pre-
25 cooled before it is delivered to the carburetor to
a temperature in the range from about -20°F to about
30°F (-29°C to -1°C).
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35
DECLARATION, POWER OF ATTORNEY, AND PETITION
We, James R. Russell, a citizen of the United States
of America residing at 4805 Polk Avenue, Alexandria,
Virginia 22304; and James M. Russell, a citizen of the
United States of America residing at 4805 Polk Avenue.
Alexandria, Virginia 22304s declare that we have read the
foregoing specification and claims and we verily believe
we are the original, first, and joint inventors of the
invention or discovery in
Device and Process for Improving the
Performance of an Internal Combustion Engine
described and claimed therein; that we do not know and do
not believe the same was ever known or used in the United.
States of America before our invention thereof, or
patented or described in any printed publication in any
country before our invention thereof or more than one year
prior to this application, that the same was not in public
use or on sale in the United States of America more than
one year prior to this application, that the invention has
not been patented or made the subject of an inventor's
certificate issued before the date of this application
in any country foreign to the United States of America
on an application filed by us or our legal representatives
or assigns more than twelve months prior to this applica-
tion, that we acknowledge our duty to disclose informa-
tion of which we are aware which is material to the
examination of this application, and that no application
for patent or inventor's certificate on this invention
has been filed in any country foreign to the United
States of America prior to this application by us or
our legal representatives or assigns, except as follows:
NONE
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36
And we hereby appoint
Frank E. Robbins Registration No. 17,729
- James R. Laramie Registration No. 26.934
all of Robbins & Laramie, whose address is 1835 K Street,
Northwest, Washington, D.C. 20006, telephone (202) 887-
5050, our attorneys with full power of substitution and
revocation, to prosecute this application and to transact
all business in the Patent Office connected therewith.
Please direct all correspondence and telephone calls to
Frank E. Robbins, Registration No. 17,729.
Wherefore we pray that Letters Patent be granted to
us for the invention or discovery described and claimed
in the foregoing specification and claims, and we hereby
subscribe our names to "the foregoing specification and
claims, declaration, power of attorney, and this petition.
The undersigned'petitioners declare further that,all
statements made herein of their own knowledge are true and
that all statements made on information and belief are
believed to be true; and further that these statements
were made with the knowledge that willful false statements
and the like so made are punishable by fine or imprison-
ment, or both, under section 1001 of Title 18 of the
United States Code and that such willful false statements
may jeopardize the validity of the application or any
patent issuing thereon.
Inventor
First Name Middle InitialLast Name
James R. Russell
Date
Post Office Address: 4805 Polk Avenue
Alexandria, Virginia 22304
Inventor
First Name Middle Initial Last Name
James M. Russell
Date
Post Office Address: 4805 Polk Avenue
Alexandria, Virginia 22304
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..37
DECLARATION, POWER OF ATTORNEY, AND PETITION
We, James R. Russell, a citizen of the United States
of America residing at 4805 Polk Avenue, Alexandria,
Virginia 22304; and James M. Russell, a citizen of the
United States of America residing at 4S05 Polk Avenue,
Alexandria, Virginia 22304; declare that we have read the
foregoing specification and claims and we verily believe
we are the original, first, and joint inventors of the
invention or discovery in
Device and Process for Improving the
Performance of an Internal Combustion Engine
described and claimed therein; that we do not know and do
not believe the same was ever known or used in the United
States of America before our invention thereof, or
patented or described in any printed publication in any
country before our invention thereof or more than one. year
prior to this application, that the same was not in public
use or on sale in the United States of America more than
one year prior to this application, that the invention has
not been patented or made the subject of an inventor's
certificate issued before the date of this application
in any country foreign to the United States of America
on an application filed by us or our legal representatives
or assigns more than twelve months prior to this applica-
tion, that we acknowledge our duty to disclose informa-
tion of which we are aware which is material to the
examination of this application, and that no application
for patent or inventor's certificate on this invention
has been filed in any country foreign to the United
States of America prior to this application by us or
our legal representatives or assigns, except as follows:
NONE
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38
And we hereby appoint
Frank E. Robbins ' Registration No. 17,729
James R. Laramie Registration No. 26,934.
all of Robbins & Laramie, whose address is 1835. K. Street,
Northwest, Washington, D.C. 20006, telephone (202) 887-
5050, our attorneys with full power of substitution and
revocation, to prosecute this application and to transact
all business in the Patent Office connected therewith..
Please direct all correspondence and telephone calls to
Frank E. Robbins, Registration No. 17,729.
Wherefore we pray that Letters Patent be granted to
us for the invention or discovery described and claimed
in the foregoing specification and claims, and we hereby
subscribe our names to the foregoing specification and
claims, declaration, power of attorney, and this petition.
The undersigned, petitioners declare further that all
statements made herein of their own knowledge are true and
thalr all statements made on information and belief axe
believed to be true; and further that these statements
were made with the knowledge that willful false statements
and the like so made are punishable by fine or imprison-
ment, or both, under section 1001 of Title 18 of the
United States Code arid that such willful false statements
may jeopardize the validity of the application or any
patent issuing thereon.
Inventor
,rst NameMiddle InitialLast Name
rames R. Russell
Date . ..
Post Office Address: 4805 Polk Avenue
Alexandria, Virginia 22304
Inventor
/1>irst Name Middl£ Initial Last Name
/James M. Russell
Date
Post Office Address: 4805 Polk Avenue
Alexandria, Virginia 22304
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39
34
FIG.1
-------
40
42,
^ r
' ] l
r r
" f 1 c ^
V
•24'
FIG. 2
F/S.3
-------
41
81
F/6.5
-------
42
FIG. 6
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43
TANK
-------
.!
I
I ,
_-. T *«*•£» ^
f *•**•
\fl
-------
45
Exhibits 1, 2, 3, and 4
EPA could not obtain legible copies of the subject documents and
therefore, they have not been made part of this Attachment. Individuals
may request copies of these documents from: Merrill W. Korth, Emission
Control Technology Division, Office of Mobile Sources, Environmental
Protection Agency, 2565 Plymouth Road, Ann Arbor, MI 48105. (313)
668-4299.
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Attachment B .r
46
PROPRIETARY
Tr.I6 DISCLOSURE CONTAINS INFORMATIOK-WRI-CH-IS— U4— A- -TRADE- SEC3ET-CIR (
OR FINANCIAL I11FORMATION--THAT^-SS— PRiV-ILEGED-OR- CONFIDENTIAL.
DISCLOSURE DOCUMENT
TITLE: Device and Process for Improving the Performance of an Inter-
nal Combustion Engine. Common Title: Russell Fuelmiser.
PURPOSE OF THE INVENTION: The invention described herein improves
the performance of the internal combustion engine and thereby im-
proves the mileage delivered by a given quantity of fuel and redu-
ces the pollutants emitted by the exhaust system.
Following is a simple narrative describing the function and pro-
cess of the invention. A more detailed and complete description and
drawings are contained further within the Disclosure Document:
PATH OF THE REFRIGERANT: Refrigerant leaves the air conditioning
condenser, passes through the expansion valve and enters the fuel-
chilling tank. The refrigerant surrounds and chills the fuel which
is passing through the coils within the fuel-chilling tank, and exits
the fuel-chilling tank. The refrigerant proceeds to enter the 'riser'
which is placed under the carburetor and on top of the intake mani-
fold. The refrigerant cools the air/fuel mixture within the throat(s)
of the 'riser' and exits the 'riser' enroute to the compressor thus
completing the cycle.
PATH OF THE FUEL: The fuel leaves the fuel pump and enters the
fuel-chilling tank. While passing through the coils contained with-
in the fuel-chilling tank, the fuel is chilled by the refrigerant
therein, and proceeds to the carburetor inlet. The fuel enters the
float chamber (inwhich the float level has been lowered), passes
through the carburetor jets, (in which the orifice size has been re-
duced) , and thence through the 'riser' where the fuel/air mixture is
again chilled, and enters the intake maniford enroute to the combustion
chambers. The spark plug heat range is increased as appropriate to
the jet orifice size in conjunction with fuel, air and temperature.
THE EXISTING METHODS: No existing method of increasing fuel mileage
and/or reducing pollutant emissions duplicates the function of this
invention. There are however, several devices being marketed today
which 'claim1 to increase fuel mileage and/or reduce pollutants. NONE
uses the proces or.system described herein.
STATUS OF THE INVENTION: Our test results, (Ends No. 5,6,7, and 8),
were produced by tests on equipment and using methods which closely
duplicate the methods and equipment used by the Enviornmental Protec-
tion Agency (EPA), for their evaluations. Our tests were conducted
on the Sun Electric Mark XI Dynomometer and very accurately demon-
strate a substantial increase in fuel mileage. Test results have
varied from a 50 per cent increase in fuel mileage, (never less), to a
100 per cent increase in fuel mileage, we need to develop an ac-
curate determination of the proper ratio of air, fuel, jet size, tem-
perature, and spark plug heat range in order to achieve the maximum
performance possible for various engine sizes, fuels and fuel systems.
This must be done so that a dependable determination of mileage in-
crease can be accurately predicted and the full potention of the in-
vention can be realized. Given the range of fluctuation of fuel
mileage increases -50 to 100 per cent- we feel the higher range of
increase percentage in imminently possible, with great probability
of exceeding the 100 per cent mark.(See enclocure 4 wherein it states
that less than 20 per cent of the fuel energy is converted into energy
for a car's performance).
It is not a question of whether the invention works, it is merely
a matter of how well:
Testing on fuel injection engines and diesel engines has been
2.
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47
Russell Fuelmiser cont.
cursory *?e have used only the 'historical' method oi teo>.i».s
which is totally unscientific and inaccurate except when conducted
over a'prescribed course, using professional drivers (two per car),
and is timed to the second over the entire course and at critical
points within the course. This is usually a most expensive, time
consuming and less accurate method of conducting these tests than
using the dynomometer. To date, our tests results on diesel engines
(not documented by dynomometer tests), indicate a fuel mileage in-
crease of 30 percent. Tests with the fuel injected engine portend
a fuel mileage increase in excess of 75 percent.
We have not begun testing engines converted to natural gas,
propane, methane, etc., nor on rotary or turbine engines. We anti-
cipate continuing development and testing of the previously tested
engines before embarking upon these tests unless sufficient capital
and equipment for such tests become available. Most of the test
equipment and materials to be used in such tests of these engines is
the same used in the development and testing of the carburetor, fuel
injected and diesel engine.
The total impact of the successful development of this invention
in just the basic areas mentioned, (carburetor, fuel injected and
diesel engines), on the United States alone is incalculable. A prudent
assessment can be made. The United States currently spends $224 mil-
lion each day on imported oil. Annually that is over $80 billion
which can be saved each year.
Our military vehicles,(trucks, tanks, personnel carriers, artil-
lery pieces, light planes, etc.) use gasoline and diesel fueled en-
gines for motive power. An increase of only 25% in the "battle field
day",(the length of time equipment can operate on the battle field
without, resupply), for our military forces would provide the U.S.
Armed Forces with an advantage that just cannot be evaluated in dol-
lars and cents.
Small craft of the U.S. Navy, larger craft of our Naval and Mari-
time Service and various size craft of our fishing fleets and myriad
size pleasure craft used at sea and upon inland waterways use gasoline
and diesel engine power. A minimum decrease of only 25% in fuel usage
for these ships and boats is beyond our accurate calculation or 'pru-
dent ' assessment.
There are approximately 170 million passenger cars and trucks
operating on the highways of the U.S. today. Our automobile industry
produces approximately 6 million such vehicles each year and we im-
port approximately 4 million foreign automobiles each year. Even the
minimum 50% fuel mileage increase already demonstrated would save U.S.
citizens billions of dollars each year and, as important, break the
yoke of our dependency upon expensive imported oil which has been im-
posed upon us by the OPEC nations.
Sharing this invention with other industrialized nations would
impact significantly ttpon the political aspect of our future nego-
tiations with all the nations of the world.
The Energy Research Corporation (Encl. 4), estimates that less
than 20% of fuel used in internal combustion engines is converted
into energy for a car's performance. Even if their estimate should
be proven true, our invention at this early stage of development has
demonstrated , and documented, mileage increases that make their fig-
ures me os.
Without considering the savings accruing to our government or its
citizens; the rar.scr; imposed upon us by the OPEC countries will be
broken. We will no longer have to be dependent upon or responsive to
the whims of a few individuals who control the OPEC national policies
of oil exportation.
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Attachment C 43
November 16, 1981
Mr. James M. Russell, President
J.C.A. Corporation
1307 E. Capitol Street, N.E.
Washington, D.C. 20003
Dear Mr. Russell;
I have received your letter of October 26 in which you applied for an EPA
evaluation of the "Russell Fuelmiser" under Section 511 of the Motor
Vehicle Information and Cost Savings Act. The contents of your applica-
tion have been reviewed by our Engineering Evaluation Group. Following
are their comments and requests for clarifications or additional informa-
tion.
1. Is the device currently available to the public? If so, how is
it being marketed and what is the suggested retail price?
2. With regard to installation of the device, do you forsee any
clearance problems due to the additional height of the car-
buretor? Are you certain that only two models of the riser will
be able to accommodate the complete range of carburetors in use
today? Have you developed any installation instructions beyond
the sections in your Enclosures 1 and 2? We are interested in
reviewing the actual documents which will be supplied with the
device. Your instructions include lowering the float level,
installation of smaller jets and use of spark plugs with a
higher heat range. Are there any other adjustments required,
e.g., timing, idle mixture, or choke, to optimize the
performance of the device?
3. --In~the operation of the device, it appears that the vehicles air
conditioner must be on at all times. If this is true, how were
-the air conditioning controls set for each of the tests at
Custom Engineering? How well can a modified vehicle operate if
the air conditioner is broken or is not used?
4. According to your application, the fuel-air mixture is cooled
substantially before it enters the intake manifold. While the
fuel itself could be chilled in advance, we believe that the
amount of heat that could be drawn from the mixture is insignif-
icant. Do you have any data which compares the temperatures of
the incoming charge with and without your device? How does your
device prevent carburetor icing and ensure proper vaporization
of the fuel? Can it be effective in all climates during all
seasons of the year?
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49
5. We have reviewed the test results you supplied with your appli-
cation. These include data from Custom Engineering and results
from another facility which used a Sun Dynamometer. Although
testing on a Sun Dynamometer is not recognized by EPA as an
official technique to evaluate devices, we will consider the
results. Please provide more information on these latter tests
such as the name and location of the laboratory, details on the
test vehicles and how they were prepared for each test. In one
statement in Enclosure 2, you note "Test results have varied
from a 50 percent increase in fuel mileage, (never less) to a
100 percent increase in fuel mileage." The results which
accompany this enclosure indicate several instances where the
increase was outside this range, primarily on the low side.
There also appear to be several anomalies in the test data from
the Sun Dynamometer. The 1969 Chrysler was apparently tested at
77 and 78 horsepower at 31 and 30 miles per hour, respectively.
This type of loading is not generally representative of typical
driving. The results for the 1981 Chevrolet appear to have been
obtained at two different speeds while the tests on the 1978
Chevrolet seem to have been conducted at different loads.
The results from Custom Engineering have also given us some
cause for concern. Although we require duplicate test sequences
on two vehicles with and without the device, you submitted trip-
licate test sequences on only one vehicle. The results of these
tests do not support your claims for a fuel economy benefit. We
acknowledge your contention that the additional water vapor
introduced into the combustion chamber causes carbon particles
to be released but do not feel that this phenomenon, if present,
would have any measurable effect on the carbon balance calcula-
tion. The steady state tests which were conducted at Custom
Engineering are not recognized by EPA as appropriate but we have
considered them. Please provide more information on the test
vehicles and the procedures' \ised by your personnel to' prepare
the vehicles for testing. Not only did my original letter indi-
cate the need for two test vehicles, it also specified that
devices which require parameter' adjustments also need a third
test configuration - one with the parameters adjusted but with-
out the device. You should include this configuration in your
future testing. I am prepared to help you develop an appro-
priate plan.
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50
Your responses to the questions above will be required before we can
procedd with the EPA evaluation of your device. Since we intend to con-
duct these evaluations on a timely basis, we have established a schedule
for each. Please submit your response to this letter by December 14. If
you have any questions or require further information, please contact
me. My telephone number is (313) 668-4299.
Sincerely,
'f
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Attachment D 51
March 24, 1982
Mr. James M. Russell
J.C.A. Corporation
45 L Street, N.W.
B 24311
Washington, DC 20024-1611
Dear Mr. Russell:
In a letter dated November 16, 1981, we asked for additional information
on your application for an EPA evaluation of the "Russell Fuelmiser".
Your letter of February 1 stated the information would be on its way
within thirty days. We have not yet received your response.
In order for us to evaluate your device on a timely basis, we ask that
this information be submitted by April 9. Otherwise, we will complete
our evaluation using "the information we have. A copy of our report will
be sent to you prior to its announcement in the Federal Register. Please
contact me as soon as possible if you have any questions. I am looking
forward to hearing from you.
Sincerely,
Merrill W. Korth, Device Evaluation Coordinator
Test and Evaluation Branch
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J.C.A, CORPORATION, ATTACHMENT E
52
8 April 1982
45 L Street S.W.
B/24311
Washington, D.C. 2004-1611
(202) 554-5332
(703) 370-4937
Mr. Merrill E. Korth
U.S.Environmental Protection Agency
Office of Air and Waste Management
Ann Arbor, Michigan 48105
Dear Mr. Korth:
I shall respond to your Nov 16, 1981 letter,(remailed on
January 13, 1982), paragraph by paragraph thus providing us a
mutually available reference. All paragraph numbers refer to
your letter.
1. No. It is not now available to the public. Tooling
is in the process of completion.
2. We have experienced clearance problems on the Cadil-
lac El Dorado. This was easily corrected by changing gaskets.
I am not certain that only two (2) models of the riser will be
able to accomodate all carburetor-intake manifolds. We do
plan to produce risers with multiple bolt patterns. Even so,
we still shall probably have to produce more than two (2) ri-
ser models. (I shall deal separately with installation in-
structions) .
3. Yes. The vehicle air conditioner is to be on at all
times. The air conditioner was operating during all tests.
A modified vehicle,(with Fuelmiser device installed), will op-
erate if the air conditioner is broken. The vehicle will not
achieve nearly the same fuel economy, it will run hotter and
will probably diesel. Proper installation of the device per-"
mits the A/C compressor to function (for benefit of the device)
as well-as permitting the heater to operate when necessary,
for comfort of the passengers. They may both operate at the
same -time summer or winter.
4. Please observe that the chilled fuel enters the car-
buretor and ambient air and chilled fuel pass through a frost-
ed riser. I~have".no temperature comparisons. I have never
seen an "iced" carburetor nor have I been able to locate an
auto mechanic who has seen one on a car. The engine compart-
ment temperature is quite hot, especially in newer cars, re-
gardless' of seasonal temperatures. We are not freezing the
fuel (-274*) merely chilling it.
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53
Our device does not have the capability of freezing the fuel.
Water in the fuel was, in days past, a problem and our device
could possibly freeze it under the proper conditions. That
amount of water passing the filtering devices probably would
cause the engine to malfunction anyway. We have run several
cars through-'-. this past winter, in which sub-zero temperatures
were common, with no difficulty at all. The engine answers
the question of proper vaporization by functioning better and
delivering an infinitely better fuel economy. We have not ex-
perienced any seasonal difficulties or changes in engine/device
performance due to seasonal changes. Sensors controlling the
A/C compressor maintain the riser and fuel chilling tank at a
constant temperature.
5. Tests using the Sun Electric Dynomometer (Roadomatic
Mark XI) were conducted by personnel at the:
Norris Garage
5509 Livingston Road
Forest Heights, Md. 20021
The engines were prepared as stated in the disclosure documents
in that the engines were tuned without the device and tested.
Then the device was installed, the engine again tuned and test-
ed. Our statement of 50% increase in fuel mileage (never less)
was (is) based on cumulative mileage. You may note that in
several instances, at different speeds, the mileage increases
exceed 100%I We had no actual control over the tests on the Sun
machine. The operator was asked to subject the autos to before
and after tests using the same simulated conditions. The 'trip-
licate1 .test sequence from Custom Engineering was submitted to
you only as part of what they had in-fact done. We have explain-
ed the reason for invalidation of the tests other than the sep-
erate source tests. I have examined the pertinent results of
testing conducted by Custom Engineering and can find no basis
for your statement, "The results of these tests do not support
your claim for a fuel economy benefit." In each case, the fuel
benefit claimed on a cumulative basis - since vehicles operate
over a range of speeds - exceeded 50%. The Ford was in-fact
considerably over that figure. The steady-state tests conducted
by Custom Engineering were~~conducted according to EPA procedures,
i.e., para 610.42 Federal Register, Part VIII, dated March 23,
1979 and US Environmental Protection Agency, Office of Air and
Waste Management Publication Nr. FS-5, Title: EPA Retrofit and
Emission Control Device Evaluation Test Policy, Page A-9. Custom
Engineering used a graduated buret which was coupled to a timer
in hundredths of seconds and a dynomometer when making the steady-
state tests. The tests were totally scientific and objective, as
attested in their report. The vehicles were first tuned to man-
ufacturers specifications by their personnel and tested. They
then had the spark plugs changed, the jets were reduced by 10%
on the Ford Truck only, and the device was installed. The car-
buretors were adjusted for smooth running and the tests were
made. Timing was advanced ten degrees (10*).
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3-
All adjustments and changes of equipment were made by, or
under the supervision of Custom Engineering personnel. The Cad-
illac El Dorado Biaritz (1978) has continued operation with the
device installed. The Ford Pick-Up Truck (1978 3/4 ton) has con-
tinued operation with the device installed. Neither has exper-
ienced any difficulty in operation for any reason.
I believe that many of your questions could be better di-
rected to Custom Engineering, We were assured by them that they
had contacted your office regularly, that they knew exactly the
tests you required and that they were totally capable of making
such tests. On that basis we paid them over $4,ooo.oo and a
like amount was spent on travel and expenses. We can not afford
to have to do the whole thing over again.
We have since purchased our own buret and timer and contin-
ue to test and work with the device. Our current projects in-
testing on fuel injected and diesel engines. I shall certainly
keep you informed of results.
Thank for your kind assistance and patient consideration.
Sincerely yours,
JAMES M. RUSSELL
President
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55
. Attachment F
UNITED ST.i^ES ENViPr\v-N-ii = pnr-> -• - .: - .--.
' ' -•..-••---•.-• •-.... • -
May 24, 1982 iis. ,JO;S^,;- ^I
Mr. James M. Russell
4805 Polk Ave.
Alexandria, VA 22304
Dear Mr. Russell:
The Post office has repeatedly returned our letters addressed to the
address on your company letterhead. As a result, I am send this letter
to your home address.
I have received your letter of April 8 which responded to our preliminary
evaluation letter of November 16. 1981. Although you addressed some of
our concerns, you did not address them all. In fact, your letter raised
some new questions. These concerns/questions are given below. The item
numbers correspond to those listed in your letter.
1. What is the tentative suggested retail price of the device? How
do you plan to market it?
2. Have you developed any installation instructions for purchasers
of the device? If so, please submit a copy.
In paragraph 2 of your letter, you did not address whether other
changes (e.g., timing, idle mixture, or choke) were required in
addition to the changes mentioned in the application, i.e.,
float level, jet size, and spark plug heat range. However, in
paragraph 5 you state "the vehicles tested by Custom Engineering
had the spark plugs changed, the jets were reduced by 10% on the
Ford truck only, and the device was installed. The carburetors
were adjusted for smooth running and the tests were made.
Timing was advanced ten degrees (10°)." Based on your state-
ments, it is my understanding that a) the changes in spark plug
heat range, float level, and jet size are not.required for every
vehicle in which the device is installed and b), other adjust-
ments, i.e., timing and idle mixture not mentioned in the appli-
cation are required for some or all vehicles. Please clarify
exactly what adjustments are required and whether they are
required for all vehicles. How do you determine which vehicles
require engine parameters to be adjusted? How do you determine
the specific setting for each parameter?
5. With respect to the tests performed using the SUN Electric Dyna-
mometer you state, "the engines were prepared as stated in the
disclosure documents". The disclosure documents do not ade-
quately detail how the engines were prepared. Please clarify
what specifications the engine parameters were adjusted to when
tested with and without the device.
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56
With respect to tests performed by Custom Engineering, you
state, "we have explained the reason for invalidation of the
tests other than the separate source tests". Please clarify
that statement. Additionally you state, "the steady-state tests
conducted by Custom Engineering were conducted according to EPA
procedures, i.e., para 610.42, Federal Register Part VIII, dated
March 23, 1979." Please note that EPA does not have a specified
steady-state test procedure. Further, the referenced Section
610.42 does not address steady-state testing. I would like to
bring to your attention that Section 610.40 states, "two chassis
dynamometer test procedures, the Federal Test Procedure (FTP)
and the Highway Fuel Economy Test (HFET) will generally be used
to evaluate the effectiveness of the device supplemented (under-
line added for emphasis) by steady-state or engine dynamometer
tests where warranted." This means that steady-state tests are
not used in lieu of FTP and HFET testing. Additionally, Section
610.41 provides that for those devices which require engine
parameter adjustments to be made, tests will be performed with
the parameters adjusted exclusive of the retrofit hardware.
This means that during the test program "on the Russell Fuel-
miser, each vehicle must be tested in three different configura-
tions. The requirements of replicate testing of at least two
vehicles in three configurations using the FTP and HFET proce-
dures were previously explained in my original letter to you.
Further, Section 610.42(b) requires -the carbon balance procedure
for measuring fuel consumption unless track or road tests are-
employed. As previously stated in my November 16 letter, we do
not believe the release of carbon particles as a result of addi-
tional water vapor will have any measurable effect on the carbon
balance calculations. Therefore, future testing should be done
using the carbon balance method. The gravimetric or volumetric
procedures may be used to supplement, the carbon balance method.
Our last comment with respect to Paragraph 5 is that you did not
adequately detail all the changes made to the vehicles tested by
Custom Engineering. For example, what were the differences in
spark plugs? For each test configuration, please provide
specific settings for all parameters that were subject to
adjustment.
s'
Thus, in addition to clarifying certain portions of your letter, we still
need new test data. I am prepared to help you develop an appropriate
plan.
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57
We ask that you respond to this letter by June 9 and that you submit all
new test data by July 9. Should we not hear from you by these dates, we
will complete our evalutation using all available information. A copy of
that report will be sent to you prior to announcement in the Federal
Register.
Sincerely,
^UJLZ-
Merrill W. Korth
Device Evaluation Cooridinator
Test and Evaluation Branch
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