EPA-AA-TEB-511-82-2
EPA Evaluation of the Sav-A-Mile Device Under Section 511
of the Motor Vehicle Information and Cost Savings Act
This document contains several pages which may not reproduce well. Any
questions concerning the legibility of these pages should be directed to:
Merrill W. Korth, Environmental Protection Agency, Office of Mobile
Source Air Pollution Control, Emission Control Technology Division, 2565
Plymouth Road, Ann Arbor, MI 48105, (313) 668-4299 or FTS 374-8299
By
John C. Shelton
October, 1981
Test and Evaluation Branch
Emission Control Technology Division
Office of Mobile Source Air Pollution Control
U.S. Environmental Protection Agency
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L EPA-AA-TEB-511-82-2
6560-26
ENVIRONMENTAL PROTECTION AGENCY
[40 CFR Part 610]
[FRL
FUEL ECONOMY RETROFIT DEVICES
Announcement of Fuel Economy Retrofit Device Evaluation
for "Sav-A-Mile"
AGENCY: Environmental Protection Agency (EPA).
ACTION: Notice of Fuel Economy Retrofit Device Evaluation.
SUMMARY: This, document announces the conclusions of the EPA evaluation
of the "Sav-A-Mile" device under provisions of Section 511 of
the Motor Vehicle Information and Cost Savings Act.
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BACKGROUND INFORMATION; Section 511(b)(l) and Section 511(c). of the
Motor Vehicle Information and Cost Savings Act (15 U.S.C. 2011(b))
* .
requires that: .
(b)(l) "Upon application of any manufacturer of a retrofit device (or
prototype thereof), upon the request of the Federal Trade Commission
pursuant to subsection (a), or upon his own motion, the EPA Administrator
shall evaluate, in accordance "with rules prescribed under"subsection (d),"
any retrofit device to determine whether the retrofit device increases
fuel economy and to determine whether the representations (if any) made
••:iih respect to such retrofit devices are accurate."
(c) "The EPA Administrator shall publish in the Federal Register a
summary of the results of all tests conducted 'under this section.,
together with the EPA Administrator's conclusions as to -
(1) the effect of any retrofit device on fuel economy;
(2) the effect of any such' device on emissions of air
pollutants; and
(3) any other information which the Administrator determines to
be relevant in evaluating such device."
EPA published final regulations establishing procedures for
conducting fuel economy retrofit device evaluations on March 23, 1979
[44 FR 17946].
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ORIGIN OF REQUEST FOR EVALUATION: On May 18, 1981, the EPA received a
request from Energy Managers of America for evaluation of a fuel saving
device termed "Sav-A-Mile". This device is designed to fit between the
carburetor and the intake manifold. It is claimed to increase
evaporation and atomization of the fuel prior to burning by passing it
through a heat-conductive wire mesh screen. It is also claimed to
function as an insulating block between the carburetor and the intake
manifold.
Availability of Evaluation Report: An evaluation has been nace and the
•.-j:.5ults are described completely in a report entitled: "EPA Evaluation
of the Sav-A-Mile Device Under .Section 511 of the Motor Vehicle
Information and Cost Savings Act," report number EPA-AA-TEB-511-82-2
consisting of 45 pages including all attachments.
Copies of these reports may be obtained from the National Technical
Information Service by using the above report numbers. Address requests
to:
National Technical Information Service
U.S. Department of Commerce
Springfield, VA 22161
Telephones: FTS 737-4650
or Commercial 703-487-4650
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Summary of Evaluation
EPA fully considered all of the information submitted by the -Device
manufacturer in the Application. The evaluation of the "Sav-A-Mile"
device was based on that information.
The "Sav-A-Mile" consists of a piece of copper cloth and a flat piece of
insulating material which is placed between the carburetor and -intake
'manifold'of a" gasoline engine. The " stated purpose 'is "to" increase the
efficiency of the engine and decrease the amount of pollutants generated.
Although the limited amount of test data submitted by the applicant did
suggest some improvement over an unmodified induction system, the results
were not obtained in accordance with EPA requirements and the data did
not adequately quantify the amount of any improvement. In general, EPA
has found that devices of this type are not effective in reducing
emissions or improving fuel economy.
FOR FURTHER INFORMATION CONTACT: Merrill W. Korth, Emission Control
Technology Division, Office of Mobile Source Air Pollution Control,
Environmental Protection Agency, 2565 Plymouth Road, Ann Arbor, Michigan
A8105, 313-668-4299.
Date Kathleen Bennett
Assistant Administrator
for Air, Noise, and Radiation
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EPA. Evaluation of the "Sav-A-Mile" Device Under Section 511 of the Motor
Vehicle Information and Cost Savings Act'
The following is a summary of the information on the device as supplied
by the Applicant and the resulting EPA analysis and conclusions.
1. Marketing Identification of the Device;
^Sav-A-Mile" • -; ".- - - ;- -'-•
2. Inventor of the Device and Patents;
A. Inventor
Frank Cook
-Rt. 4,-Box 1 - - •
Ft. Mill, SC 29715
B. Patent
The applicant has applied for a patent (see Attachment B)
3. Manufacturer of the Device;
Plastic Products
Hi Way 161
Bessemer City, NC 28106
4. Manufacturing Organization Principals;
Henry Baxter
Plastic Products
Hi Way 161
Bessemer City, NC 28106
5. Marketing Organization in U.S. making Application:
Energy Managers of America
11407 W. 48th Avenue
Wheatridge, CO 80033
6. Applying Organization Principals:
Ray Wickstrom - Chairman of the Board
Mike Rucker - President
7. Description of Device:
A. Purpose of the Device (as supplied by Applicant):
"The device designed is to fit between the carburetor and
manifold of an internal combustion engine in order to increase
fuel efficiency, engine efficiency and reduce pollution
emissions. The device functions both to reduce evaporation of
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fuel from the carburetor and the manifold, and to increase
evaporation and atomization of the fuel prior to burning, by
passing the fuel through a heat conductive wire mesh screen."
B. Theory of Operation (as supplied by Applicant);
"The Sav-A-Mile is comprised of a piece of cloth made out of
copper or other heat conductive materials which is placed on the
intake manifold -of an engine "in 'such a "manner "that the fuel" mix
must pass through the cloth to enter the manifold. The outer
edges of the cloth maintain close proximity to the metal portion
of the manifold so that it may readily receive the heat produced
at and around the flange of the manifold and conduct heat into
the center of the cloth, wherein the heat - can be transmitted to
the fuel mixture as it passes through the cloth. The Sav-A-Mile
further comprises -of-a flat piece of insulating material placed
between the solid portions of the carburetor to insulate the
carburetor from the heat generated at the manifold to create a
large reservoir of heat for use by the cloth. The insulating
piece is so shaped as to conform with the shape of the flange of
the carburetor and to cause no interference to the flow of fuel
mixture from the carburetor into the manifold."
C. Detailed Description of Construction (as supplied by Applicant);
A detailed description is provided in Attachment B.
8. Applicability of the Device (as supplied by Applicant);
An application chart is provided in Attachment B.
9. Costs (as supplied by Applicant):
Not supplied.
10. Device Installation - Tools and Expertise Required (as supplied by
Applicant):
Only the Installation Instructions were supplied in response to this
paragraph (Attachment B).
11. Device Operation (as supplied by Applicant);
Only the Installation Instructions were supplied in response to this
paragraph (Attachment B).
12. Maintenance (claimed):
"None"
13. Effects on Vehicle Emissions (non-regulated) (claimed);
"Data will be forthcoming upon completion of the Air Quality
Resources Board of California test."
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8
14. Effects on Vehicle Safety (claimed):
"Does not apply"
15. Test Results (Regulated Emissions and Fuel Economy) (submitted by
Applicant):
a) Letter from Cummins Carolinas, Inc. (Attachment B).
b) Custom Engineering Laboratories Tests (Attachment F).
c') '"More data "will also be" "forthcoming upon completion of "the Air
Quality Resources Board of California test."
16. Analysis
~" A. " T)e script ion'of the'"Device":'
" The device is "judged to be adequately described"in Section"?;'" ""
B. Applicability of the Device:
The applicability of the device stated in the application appears
to cover, most gasoline-fueled vehicles equipped with carburetors.
C. Costs:
Not supplied
D. Device Installation - Tools and Expertise Required;
Only simple tools and average mechanical skills should be
required for most installations (see Attachment B).
E. Device Operation;
The device has no moving parts. Only the installation
instructions were supplied with the application.
F. Device Maintenance:
None
G. Effects on Vehicle Emissions (non-regulated):
The device is unlikely to affect non-regulated emissions.
H. Effects on Vehicle Safety:
If the device is installed properly, it will not afffect the
safety of the vehicle.
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I. Test Results Supplied by Applicant;
The applicant did submit test data per the Federal Test Procedure
and.Highway Fuel Economy Test. These are the only EPA recognized
test, procedures*. This requirement for test data following these
- - procedures is stated in the application test policy documents
that EPA sends to potential applicants. The test data submitted
by the applicant are analyzed below.
(1) The data submitted by the applicant in Attachment F were from
--•-- a single- -vehicle and - consisted of -a--single- test -sequence
(both FTP and HFET) with and without the "Sav-A-Mile" device
installed. In order to evaluate repeatability of the
vehicle/test sequence, EPA requires that these tests be run
in duplicate at each test point. In addition, EPA requires
... _. „ that--at—least - two vehicles -be - tested. — The-se - requirements-
were clearly stated to the applicant in a letter of May 1,
.... .... 1981 (Attachment A). -- •- -
(2) A review of these data showed that:
(a) HC and NOx emissions over the FTP decreased slightly
(b) CO emissions over the FTP decreased substantially
(c) FTP fuel economy increased slightly
(d) HFET fuel economy increased slightly .
However, due to the weakness in the data noted above, the
data does not confirm these conclusions.
(3) No data from the California Air Resources Board were
submitted.
From EPA 511 Application test policy documents:
Test Results (Regulated Emissions and Fuel Economy):
Provide all test information which is available on the effects of the
device on vehicle emissions and fuel economy.
The Federal Test Procedure (40 CFR Part 86) is the only test which is
recognized by the U.S. Environmental Protection Agency for the
evaluation of vehicle emissions. The Federal Test Procedure and the
Highway Fuel Economy Test (40 CFR Part 600) are the only tests which
are normally recognized by the U.S. EPA for evaluating vehicle fuel
economy. Data which have been collected in accordance with other
standardized fuel economy measuring procedures (e.g. Society of
Automotive Engineers) are acceptable as supplemental data to the
Federal Test Procedure and Highway Fuel Economy Data will be used,
if provided, in the preliminary evaluation of the device. Data are
required from the test vehicle(s) in both baseline (all parameters
set to manufacturer's specifications) and modified forms (with device
installed).
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10
J. Test Results Obtained by EPA;
Due to weaknesses in the data submitted by the applicant, the
device was not tested by EPA.
18. Conclusions
EPA fully considered all of the information submitted by the device
manufacturer, in, .the application. The evaluation of the "Sav-A-Mile".
device was based on that information. While thorough mixing of fuel
and air and even distribution of the mixture will enhance the
combustion process, there is no evidence that the use of "Sav-A-Mile"
device will result in any significant improvements over an unmodified
engine.. . Therefore,--based...on EPA's experience with similar devices,
there is no reason to support any claims for improvements in fuel
economy or exhaust emissions due to the use of the "Sav-A-Mile"
device.
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List of Attachments
Attachment A Letter, EPA to Mr. Mike Rucker of Energy
Managers of America, May 1, 1981.
Attachment B 511 application from Mr. Mike Rucker of Energy
Managers of America, May 11, 1981
Attachment C Letter, EPA to Mr. Mike Rucker of Energy
Managers of America, June 10, 1981.
Attachemnt D Letter, EPA to Mr. Mike Rucker of Energy
Managers of America, July 7, 1981.
Attachment E Letter, Mr. Mike Rucker of Energy Managers of
America to EPA, July 23, 1981.
Attachment F Letter, EPA to Mr. Mike Rucker of Energy
Managers of America, August 13, 1981.
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12
Slay 1, 1981
Mr. MiV.e Hucker .
iihergy Managero of .America
11407 l-'esc 48th Avenue
Wheat Kidse, CO S0033
-Dear
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13
The tests are conducted in a "back-to-back" manner, once with the
vehicle in baseline condition, and again with the device installed
with no vehicle adjustments be'.ween tests. If installation of the
device also involves some adjustments, e.g. timing, fuel-air mixture,
choke or idle speed, another test sequence with only these adjust-
ments should be inserted between the first and last. If mileage
accumulation is necessary in order to realize the full benefit, the
same number of miles that are accumulated before the test runs must
also be accumulated before baseline runs. In addition, the method of
mileage accumulation should be kept constant. Also as a minimum, the
test sequence shall consist of a hot-start LA-4 portion (bags 1 and
2) of the Federal Test Procedure (FTP) and a Highway Fuel Economy
Test (HFET). The details of these tests are contained in the
enclosed packet. Although only a hot-start FTP is required to min-
imize the costs to you, you are encouraged to have the entire
cold-start test -performed since any testing and evaluation performed
by EPA will be based on the complete FTP, and you may wish to know
how a• vehicle'withr'your device performs over this official test. As
a final requirement, the personnel of the outside laboratory you
select should perform every element of your test plan. This includes
preparation of the test vehicle, adjustment of parameters and instal-
lation of the device.
Submission of Data - We require that all test data obtained from the
outside laboratories in support of your application be submitted to
us. This includes any results you have which were declared void or
invalid by the laboratory. We also ask that you notify us of the
laboratory you have chosen, when testing is scheduled to begin, what
tests you have decided to conduct, allow us to maintain contact with
the laboratory during the course of the testing, and allow the test
laboratory to directly answer any questions at any time about the
test program.
Cost of the Testing - The c'ost of the minimum test plan (two
vehicles, two test sequences in duplicate) described above should be
less than $2000 per vehicle and less than $4000 for the total test at
any of the laboratories on the list. It should be recognized that
additions to the minimum test plan (such as mileage accumulation,
parameter adjustment, or additional testing) will result in addi-
tional costs. In any case, you will have to contact them indi-
vidually to obtain their latest prices.
Outcome of the Tests - In order for EPA to best utilize our fac-
ilities, confirmatory testing will only be performed on those devices
that demonstrate a statistically significant improvement in fuel
economy or emissions based on data from an EPA-recognized independent
laboratory. We have established some guidelines which will help you
determine whether the test results with your device should be con-
sidered encouraging. These values have been chosen to assure both of
us that a real difference in fuel economy exists, and that we are not
seeing only the variability in the results. The table below presents
the minimum number of cars that need to be tested for varying degrees
of fuel economy improvement, assuming a typical amount of variability
in fuel economy measurement. For a minimum test plan which was con-
ducted on a fleet of two cars, the average improvement should be at
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least 8%. If. at least an'8% difference in average fuel economy can
be shown, then we would be able to s.iy statistically at the 80%
confidence level that there is a real improvement.
Similarly, we would expect a minimum of 5% improvement for a fleet of 5
vehicles. Test results which display a significant increase in emission
levels should be reason for concern.
Minimum Fuel Economy Improvements versus Size of Test Fleet
Fleet Size Average Improvement Required
2 8%
3 7%
4 6%
5 5%
10 . 4%
25 '2%
Once we receive your application, it will be .reviewed to determine if it
meets the requirements listed in the format. If your application is not
complete, we will ask you to submit further information or data. After
any missing information has been submitted, your application will be
reconsidered, and once it meets our requirements, you will be advised of
our decision whether or not EPA will perform any confirmatory testing.
Any EPA testing will be performed at no cost to you and you will be given
the opportunity to concur with our test plan. Once this testing is com-
plete, an evaluation report will be written. If no further testing is
required, the report will be written solely on the basis of the test data
submitted and our engineering analysis.
Despite the current backlog and increasing number of inquiries regarding
fuel economy device evaluations, the .EPA intends to process your appli-
cation in as expeditious a manner as possible. We have established a
goal of twelve weeks from the receipt of a complete application to the
announcement of our report. The attainment of this objective requires
very precise scheduling, and we are depending on the applicant to respond
promptly to any questions, or to submit any requested data. Failure to
respond in a timely manner will unduly delay the process. In the extreme
case, we may consider lack of response as a withdrawal of the application.
I hope the information above and that contained in the enclosed documents
will aid you in the preparation of an acceptable application for' an EPA
evaluation of your device. I will be your contact with EPA during this
process and any subsequent EPA evaluation. My address is EPA, Motor
Vehicle Emission Laboratory, 2565 Plymouth Road, Ann Arbor, Michigan,
48105. The telephone number is (313) 668-4200. Please contact me if you
have any questions or require any further information.
Sincerely,
Merrill W. Korth
Device Evaluation Coordinator
Emission Control Technology Division
Enclosures
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May 11, 1981
1. Application for Evaluation of a Fuel Economy Retrofit .
Device Under Section 511 of the Motor Vehicle Information
and Cost Savings Act.
2. Trade Hame: Sav-A-Mile
3. a) "Frank Cook • "' ':
Rt. 4 Box 1
Ft. Mill, SC 29715
b) Patent Enclosed
4. a) Plastic Products
"• Hi Way 161
Bessemer City, NC 28106
b) Dana Corporation
Division of Victor Products
P. 0. Box 1333
Chicago, IL 60690
5. a) Henry Baxter
Plastics Products'
Hi Way 161 .
Bessemer City, NC 28106.-
b) Dana Corporation •
Division of Victor Products
P.O. Box 1333
Chicago, IL 60690
6.. Energy Managers of America
11407 W. 48th Ave
Vfaeatridge, CO 80033
7. a) Ray V/ickstrom - Chairman of the Board
Mike Rucker - President
b) Mike Rucker
11407 WEST 48TH AVENUE-SUITES - WHEAT RIDGE, COLORADO 80033 • (303)420-2831
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1.6
a) The device designed is to fit between the carburetor
and manifold of an internal combustion engine in order
to increase fuel efficiency, engine efficiency and reduce
pollution emissions. The device functions both to reduce
evaporation of fuel from the carburetor by providing an
insulating block between the carburetor and the manifold,
and to increase evaporation and atomization of the fuel
prior to burning, by passing the fuel through a heat
conductive wire mesh screen. .
b) The Sav-A-I-lile is comprised of a piece of cloth
made out of copper or other heat conductive material which
is placed on the intake manifold of an engine in such a
manner that the fuel mix must pass through the cloth to
enter the manifold. The outer edges of the cloth maintain
close proximity to the metal portion of the manifold so
that it may readily receive the heat produced at and around
the flahg of "the"manTfbrd and "conduct the heat into the
center of the cloth, wherein the heat can be transmitted
to the fuel mixture as it passes through the cloth.
The- Sav-A-Hile further comprises of a flat piece of
insulating material placed between the solid portions of
the carburetor to insulate the carburetor from the heat
generated at the manifold and to create a large resevoir
of heat for use by the cloth. The insulating piece is
so shaped as to conform with the shape of the flang of
the carburetor and to cause no interference to the flow
of fuel mixture from the carburetor into the manifold.
c) Detailed description of the invention. V7ith
reference to the drawings, a standard double throat
carburetor has been employed for the description, although
the device is suitable for use upon carburetors with any
number of throats. The device; includes a flat sheet of
insulating material (11). the insulating material (11)
should be heat resistant, of good strength, impact
resistant and able to withstand the pressure of being
tightly bound between the carburetor (15) and the manifold
(16), more particularly between the manifold flange (20)
and the carburetor flange (19). ..Grade C phenolic with
cnavas base in laminated sheets has proven to be a
satisfactory material for the insulating material although
equivalent materials may be employed. The thickness of
the insulating materail- (11) should be large enough to
provide adequate insulation for the carburetor (15) but
the thickness is limited in practice by the mechanical
consideration of being able to fit the device into existing
engine compartments, A thickness of 3/8 inches has been
found to be the optimal size although higher thicknesses
should produce better results where their use is possible.
The insulating material (11) is of the same shape as the
flange (19) of the carburetor'(15)with which it is in
contact including centrally located passageways aligned
with the throats (10) of the carburetor (15) to allow
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the insulating material (11) is interposed betv/een all
contact points of the carburetor (15) and manifold (16) .
to insure adequate insulation of the carburetor (15) and to
prevent heat dissipation from the manifold (16).
Between the insulating material (11) and the flange
(20) of the manifold (16) is placed a sheet of mesh cloth
(12) composed of copper or other heat conducting material.
The optimal material for the mesh cloth (12) has been • .
found to be square mesh wire cloth made of pure copper.
The optimal demensions of the cloth (12) have been found
to be 40 meshes per lineal inch, with a wire diameter of
.010 inches, an opening width of 0.150 inches providing 36
percent of open area. Equivalent materials may be used
that are highly conductive, heat resistant, resistant of .-
corrosion, and that have the proper ratio of open area.
to area of contact in order to maximize fuel atomization
•and vaporization while minimizing interference- to flov/
of fuel into.the manifold (16). The outside edges of.
the mesh cloth (12) are so shaped to align with the contact
portions of the carburetor (15) and the manifold (16) and
the cloth (12) is so placed as to cause all fuel mixture
flowing from the carburetor (15) to the manifold, (16) to
pass through the cloth (12).
Betv/een the flange of the carburetor (19) and the
insulating material (11), betv/een the insulating material
(11) and the cloth (12), and betv/een the cloth (12) and
the manifold flange (20) are placed gaskets (13) made of
asbestos or other material as are commonly used in.the
field to insure a tight and leakproof seal betv/een the
components. All the components'^are provided with openings •
(17) aligned with the openings of the carburetor (21) and
.the mainfold (22) through which bolts (18) or equivalent
connecting devices may pass. The components are drawn
tightly together according to the specifications for the
engine being used.
When in place and the engine is running, the invention
provides for insulation for the carburetor (15) by means of
the insulating material (11) from the heat generated in.
the area of the manifold (15). The mesh cloth (12),
whose outer edges are in close proximity to the manifold
(16) and the heat normally generated there, conducts the
heat into the center of the mesh cloth (12) where it nay be
transmitted to the fuel mixture just prior to the mixture
entering the manifold (16) causing the mixture to be more
completely atomized and. vaporized. The steady flov/ of fuel
through the center of the cloth (12) rapidly removes
the heat creating a large thermodynamic differential between
the center and outer edges of the cloth (12), thus
encouraging the steady flov/ of heat toward the area of
contact betv/een the cloth (12) and the fuel.
V/hile the preferred embodiment of the invention is
described herein, it is to be understood that the
invention is not limited to the precise sonstruction herein
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18
10.
11.
12.
13.
14.
15.
modifications coming within the scope of the invention
as defined in the appended claims. As previously dis-
cussed, the device can be adapted to any type of carburetor
merely by insuring that all throats of the carburetor are
matched by passageways in the insulating material.
What I claim is:
1. A device to be mounted between a carburetor
and an intake mainfold of an internal combustion engine
to prevent premature fuel evaporation and improve fuel
atomization and vaporization comprising:
a) means for insulating said carburetor, from heat
transmitted from said manifold, and;
b) means for simultaneously passively intro- ..
ducing said heat into said fuel and stomizing said fuel
by impact.
2. A device to be mounted between a carburetor
and an''intake manifold of an internal combustion engine
to prevent premature fuel evaporation and improve fuel
atomization and vaporization comprising:
a) a flat sheet of heat resistant insulating material
having passageways equal in size and aligned with the
throats of said carburetor, said insulating material being
attached.to the flange of said carburetor by tight and
leakproof means, and;
b) a flat piece of meshed, heat conducting material
mounted transversely to the flow of said with one side
attached to said insulating material by tight and leakproof
means and one side attached to the flange of said manifold
by tight and leakproof means.
3. The device in Claim 2 wherein the said insulating
materail- is somprised of grad C .phenolic.
4. The device in Claim 2 wherein the said meshed
material is- somprised of wire cloth made of copper.
See attached APPLICATION CHART
See attached INSTRUCTION SHEETS FOR EM4002-U and EI14004-U'
See attached Instruction sheets
None
Data will be forthcoming upon completion of the Air
Quality Resources Board of California's test.
DOES NOT APPLY
See attached letter from Cummings Carolina. More data
will also be forthcoming upon completion of the Air
Quality Resources Board of California's test.
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n69 WEST OAKLAND AVENUE
SUITE C
. BOCK HILL SOUTH CAROLINA 29730
January 14, 1WO
IN THE UNUED SlA'iES PAlEN'i AND URADEM/IlK OFFICE
-7roJ?»s"c-7> «
In re Application of: ' &/3~j>
Frank Cook O>^-proup: R.Unit 342
\6^S ''
Serial No. 06/051,982 •>
Filed: June 25, 1979
For: Fuel Efficiency Device
TO: 1HE-COMMISSIONER OF PA'iENiS & iRADEMARKS
Sir:
Since 1 have received no correspondence concerning the above
referenced patent since its filing, I was concerned that perhaps an
office response had been lost in the mail. I would appreciate it if
you could inform me of the present status of this Application.
Respectfully submitted,
W. Ry
Registration No. 28860
WRH/gw
Action on the abo?e identified application is to be ^xpected
.. ..
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20
V.b'B WEST OAKLAND AVENUE
SUITE C
ROCK HILL SOUTH CAROLINA 29730
June 21, 1979
In the United States Patent
& Trademark Office
Washington, D.C. 20231
To: The Commissioner of Patents and Trademarks
Sir: Transmitted herewith for filing is the patent application
of Inventor: Frank Cook.
•
Enclosed are:
1 sheet of drawings
9 pages of specifications
2 pages of oath and power of attorney
check in the amount of $75.00 to cover filing fee
Respectfully submitted,
••/*/
W. Ryan Hovis
Registration No: 28,860
WRH/gw
Enclosures
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21
FUEL EFFICIENCY DEVICE
ABSTRACT OF THE DISCLOSURE
A device designed to fit between the' carburetor and
manifold of internal combustion engines in order to increase
fuel efficiency, engine efficiency, and reduce pollutant emissions.
The device functions both to reduce evaporation of fuel from the
carburetor by providing an insulating block between the carbure-
tor and the manifold and to increase vaporization and atomization
Of the fuel prior to burning by passing the fuel through a heat
conducting wire mesh screen.
BACKGROUND OF THE INVENTION
There are two principle causes for the failure of present
day internal combustion engines to completely burn the fuel intro-
duced into the engine. First a considerable quantity of fuel is lost
through evaporation as the fuel is introduced into the warm car-
buretor. Second, there tends to be incomplete burning of the fuel
due to the failure of the fuel to be completely atomized and vaporized.
The complete burning of the fuel is handled in the prese.it
invention by interposing a wire mesh cloth between the carburetor
and the intake manifold in such a manne^ that the fuel mixture must
pass through the cloth to enter the manifold. The impact of the fuel
mixture against the cloth serves to more completely atomize the fuel
droplets. In addition, the cloth is made of a highly conductive
material which transmits engine and manifold heat to the fuel mixture
1
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22
as it stHkcs the cloth thus evaporating the droplets into vapor.
The heat supply to the cloth is increased by means of the insul-
ating material discussed below. After passing through the cloth the fuel
is thus in a gas, rather than a liquid state, and will be burned
more efficiently.
The problem of fuel evaporation from the carburetor is
remedied by placing a layer of insulating material between the cloth
and the solid portions of the carburetor. The carburetor is thus
insulated from engine heat, remains cooler, and causes less fuel
evaporation. Moreover, the insulation helps prevent heat dissipation
from the manifold and thus creates a larger reservoir of heat to
be used by the mesh cloth.
•.
Several inventions have attempted to achieve energy saving
and pollution prevention results by placing devices between the car-
buretor and intake manifold. The patent to Larson No. 3,449,098
teaches the use of a foraminus material to increase atomization and
mixing. It does not, however, employ the use of a heat conductive
material to increase evaporation nor does it involve insulation of the
carburetor in combination with the foraminus material. The patent
*
to Goldman No. 2,657,123 teaches the use of wire, screen in con-
junction with rotating propellers. Again, the invention does not
provide for heating the mixture nor for insulating the carburetor.
-------
23
The patent to Burwinkle ct al No. 3,459,162 teaches the use of
foraminus plates, rather than mesh, and provides for heating the
mixture by passing engine exhaust through passageways in the plates.
The patent to Ramey No. 2,701,557 again teaches the use of screen
or mesh between the carburetor and the manifold for atomization but
does not employ heating for evaporation nor does it employ insulation
of the carburetor. The patent to Henderson No. 3,088,447, designed
to decrease pollutants, employs heating of the fuel mixture but teaches
heating by means of electrical resistance or recycling of the exhaust.
The patent to Chandler No. 2,085,574 teaches insulation of
the carburetor, but not by means employed herein and not in com-
bination with the mesh cloth designed to heat the fuel mixture. The
patent to Balfe No. 2,072,862 teaches insulation of the carburetor by
means different from those employed herein and not in combination
with the mesh cloth designed to heat the fuel mixture.
The advantage of the present invention over those enumerated
above is that the present invention ccrrbines the beneficial effects of
insulation of the carburetor with the beneficial effects of passage
of the fuel mixture through the mesh cloth in order to atomize the
fuel, and further to heat and vaporize the fuel by heat conduction.
Furthermore the present invention operates in a purely passive
manner requiring no outside heating or other devices and can be simply
3
-------
24 -V
and easily installed between the carburetor and intake manifold
without alteration to the manifold, the carburetor, or other parts
of the engine.
SUMMARY OF THE INVENTION
The present invention pertains to a device to be placed
between the carburetor and intake manifold of an internal combustion
engine with the purpose of increasing the efficiency of fuel usage
of the engine and decreasing the amount of air pollutants generated
by the engine. Th2 invention is comprised of a piece of cloth
made out of copper or other heat conducting materials which is
placed on the intake manifold of the engine in such a manner that
the fuel mixture must pass through the cloth to enter the manifold.
The outer edges of the cloth maintain close proximity to the metal
portions of the manifold so that it may readily receive the heat pro-
duced at and around the flange of the manifold and conduct the heat
into the center of the cloth, wherein the heat can be transmitted ro
the fuel mixture as it passes through the cloth. The invention further
comprises a flat piece of insulating material placed between the
solid portions of the carburetor to insulate the carburetor from the
heat generated at the manifold and to create -a larger reservoir of
heat for use by the cloth. The insulating piece is so shaped as to
conform to the shape of the flange of the carburetor and to cause no
4
-------
•1.
25
interference to the flow of fuel mixture from the carburetor into
the manifold.
BRIEF DESCRIPTIONS OF THE DRAWINGS
One embodiment of the invention will be described below
with reference to the accompanying drawings in which:
Figure 1 shows an exploded perspective view of th; device
as it would be placed between the carburetor and the manifold.
Figure 2 shows a cross-sectional side view of the device
along the line 2.-2 of Figure 1 as the device is in place between
the carburetor and the manifold.
DETAILED DESCRIPTION OF THE INVENTION
With reference to the drawings, a standard double throat «
carburetor has been employed for'the description, although the device
is suitable for use upon carburetors with any number of throats. The
device includes a flat sheet of insulating material 11. The insulating
material 11 should be heat resistant, of good strength, impact resistant,
and able to withstand the pressure of being tightly bound between the
carburetor 15 and the manifold 16, more particularly between the mani-
fold flange 20 and the carburetor flange 19. Grade C phenolic with
canvas base in laminated sheets has prpven to be a satisfactory material
for the insulating material although equivalent materials may be employe
The thickness of the insulating material 11 should be large enough to
5
-------
26
provide adequate insulation fo the carburetor 15 but the thickness
is limited in practice by the mechanical considerations of being able
to fit the device into existing engine compartments. A thickness of
3/8 inches has been found to be the optimal size although higher
thicknesses should produce better results whsre their use is possible.
The insulating material 11 is of ths same shape as th:: flange 19 of
th:: carburetor 15 with which it is in contact including centrally
located passageways aligned with the throats 10 of the carburetor 15
to allow the free passage of the fuel mixture. In other words, ths
insulating material 11 is interposed between all contact points of the
carburetor 15 and manifold 16. to insure adequate insulation of th?
carburetor 15 and to prevent heat dissipation from the manifold 16.
Between the insulating material 11 and the flange 20 of the
manifold 16 is placed a shset of mesh cloth 12 composed of copper
or other heat conducting material. The optimal material for the mesh
cloth 12 has been found to be square mesh wire cloth made of pure
i
copper. The optimal dimensions of the cloth 12 have been found to be
40 meshes per lineal inch, with a wire diameter of .010 inches, an
opening width of 0.150 inches providing 36 percent of open area.
Equivalent materials may be used that are highly conductive, hsat
resistant, resistant to corrosion, and that have the proper ratio of
open area to area of contact in order to maximize fuel atomization and
6
-------
27
vaporization while minimizing interference to flow of fuel into the
manifold 16. The outside edges of the mesh cloth 12 are so shaped
as to align with the contact portions of the carburetor 15 and the
manifold 16 and the cloth 12 is so placed as to cause all fuel mixture
flowing from the carburetor 15 to the manifold 16 to pass through the
cloth 12.
Between the flange of the carburetor 19 and the insulating
material 11, between the insulating material 11 and the cloth 12, and
between the cloth 12 and the manifold flange 20 are placed gaskets 13
made of asbestos or other material as are commonly used in the
field to insure a tiglh and leakproof seal between the components.
.All the components are proviujd with openings 17 aligned with the
openings of the carburetor 21 and the manifold 22 through which bolts 18
or equivalent connecting devices may pass. The components are
drawn tightly together according to the specifications for the engine
being used.
When in place anJ tha engine is running, the invention provides
for insulation for thj carburetor 15 by means of the insulating -material 11
from the heat generated in the area of the? manifold 16. The mesh
cloth 12, whose outer edges are in close proximity to the manifold 16 -
and the heat normally generated there, conducts the heat, into the center
of the mesh cloth 12 where it may be transmitted to the fuel mixture
7
-------
29 .
just prior to. the mixture entering the manifold 16 causing the mixture
to be more completely atomized and vaporized. The steady flow
of fuel through the center of the cloth 12 rapidly removes the h-at
creating a large thernodynamic differential between the center and
outer edges of the cloth 12, «hus encouraging the steady flow of heat
toward the area of contact between the cloth 12 and rlr fuel.
While the preferred embodiment of the invention is described
herein, it is to be understood that the invention is not limited to the
precise construction herein disclosed and ths right is reserved to all
changes and modifications coming within the scope of the invention
as defined in the appended claims. As previously discussed, the
device can be adapted to any type of carburetor merely by insuring
that all throats of the carburetor are matched by passageways in
f •
the insulating material. '
What I claim is:
1. A device to be mounted between a carburetor and an
intake manifold of an internal combustion engine to prevent premature
fuel evaporation and improve fuel atomization and vaporization com-
prising:
(a) means for insulating said carburetor from heat trans-
mitted from said manifold, and;
(k) means for simultaneously passively introducing said heat
into said fuel and atomizing said fuel by impact.
8
-------
29.
2. A device to be mounted between a carburetor anJ an
intake manifold of an internal combustion engine to prevent premature
fuel evaporation and improve fuel atomization and vaporization com-
prising:
(a) a flat sheet of haat resistant insulating material having
passageways equal in size and ali jned with the throats of said car-
buretor, said insulating material being attached to the flange of said
carburetor by tight and leakproof means, and;
(b) a flat piece of meshed, heat conducting material mounted
transversely to the flow of said fuel with one side attached to said
insulating material by tight and leakproof means and one side attached
to the flange of said manifold by tight and leakproof means.
3. Th2 device in Claim 2 wherein the said insulating material
is comprised of grade C phenolic.
4. The device is Claim 2 wherein th= said meshed material
is comprised of wire cloth made of copper.
-------
STATE OF SOUTH CAROLINA)
COUNTY OF YORK )
As the below named inventor, bc-ing duly sw;>rnt I ik-|x»sc
and say that:
My residence, post office address and citizenship are stated
bolow nsxt to my name; that
I verily believe I am the original, first and sole inventor
of th- invention entitled: Fuel Efficiency Device described and clrimed
in the attached specifications; that
1 do njt know and do not believe the same was ever known
or usoJ in tin; United States of America before my invention'thereof,
or patented or described in any printed publication in any country
before my invention thereof for 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 me or my legal representative or assigns more than twelve months
prior to this application, that I acknowledge-my duty ro disclose in-
formation of which I am aware which is material to the examination of
this application, and that no application for patent or inventor's certificate
on this invention has been filed in any country foreign to the United
States of America prior to thio application by me or my legal represent-
-------
arivcs or assigns.
I hereby appoint the following attorney to prosecute this
application and to transact ail business in the Patent anJ Trademark
Office connected therewith: W. Ryan Hovis, Registration No. 28,860.
Address all telephone calls to W. Ryan Hovis at telephone number
803-324-1122.
Address all correspondence to W. Ryan Hovis, 1169 W.
Oakland Avenue, Suite C, Rock Hill, South Carolina 29730. .
Full name of sole inventor: Frank Cook
'Inventor's Signature:
Date:
Residence:
Citizenship:
Post Office Address:
Sworn to and subscribed before me this day of
1979.
Notary Public for South Carolina
My Commission Expires:
-------
32
-------
Cummins
Carolines
Inc.
33
Emco Corp.
Fort Mill, S.C.
January 15, 1980
Gentlemen;
We dyno tested the 1979 Concord DL Vehicle without the use of a
gas saving device and with it. We find that the 'Save' a mile1
carburetor plate increased milage by a 6 miles per gallon average on
our chassi dyno.
During the test the carbon and hydro carbons dropped from
C0%2£ HC5 to C03>4% HC2 1/2.
3700 NORTH INTERSTATE 85 • P. O. BOX 26603 • CHARLOTTE. N. C. 28213 • 704/596-7690
-------
3'4
\AVl
7LE
INSTALLATION INSTRUCTIONS
CAFiejRETOR BASE
CASKET
EM4002S-F-G
PART NO: EM4002-U
2 EMCO
INTERNATJONAL
CORPORATION
Use SAV-A-MELE
and wear a smile
Ift-ii;?! *'h P.O. BOX 613, FORT MILL.
SOUTH CAROLINA 29715
-------
35
INSTALLATION INSTRUCTIONS
FOR
SAV-A-MILE
(Pi) 1. Retime air cleaner and attaching hoses.
2. Disconnect fuel line and vacuum hoses to carburetor, making sure
you know where vacuum lines are to be reconnected.
3. Remove carburetor attaching bolts or stud nuts.
4. Remove carburetor, making sure to clean mating surfaces on
intake manifold and carburetor.
NOTE; On engine equipped with BGR plate, between intake and carburetor,
the BGR plate should be removed and old gaskets cleaned from
surfaces of both intake and EGR plate.
(B) 1. Mew place laminated gasket and screen assembly on models having
BGR plate between BGR plate and intake manifold. On all other
models, the gasket-screen assembly should be placed directly
on the intake manifold.
2. Now place one gasket on top surface of BGR plate, then place
spacer block and another gasket on top of block.
3. Replace carburetor.
NOTE; On seme models, it will be necessary to back out existing studs
about a quarter-inch;. On scene GM models, longer bolts (supplied
in kits for those models) will be necessary.
(C) 1. After carburetor has been installed and secured, be careful
to re-install all vacuum hoses properly. Also be sure to '
torque down bolts and stud nuts to recommended pressure.
2. Crank engine, check for vacuum leaks and smoothness of idle.
3. Replace air cleaner and attaching vacuum lines and hoses.
4. At this time, a road test should be made to insure proper
running of the vehicle.
NOTE: After a few hours of running, recheck the torque on the stud
nuts or bolts to ensure the carburetor is seated properly to
prevent any vacuum leaks.
PRIOR TESTING HAS PROVEN BEST RESULTS WERE ATTAINED AT SPEEDS
NXW EXCEEDING THE NATIONAL HIGHWAY SPEED LIMIT. DRIVE 55 mph
STAY ALIVE, AND LET SAV-A-MILE SAVE FOR YOU.
Thank you for buying SAV-A-MILE and tell a friend
(See reverse side for installation diagram)
-------
^
rbfft: P.O. BOX 613, FORT MILL,
SOUTH CAROLINA 29715
36
EM1001-U
EM4004-U
EM4004-UC
TERMS AND POLICIES
Ordering—When ordering, use part number only.
Shipping—All orders will be shipped by UPS or other common carrier unless otherwise specified.
Special Application—Contact EMCO International Corp.
Invoices—Invoices will be mailed the same date products are shipped to distributors. All deliveries will be made C.O.D.
Returns—Written or verbal permission must be obtained from EMCO International before returning any merchandise for credit. All returns must be
prepaid.
Claims—All claims for loss or damage must be made to Carrier.
Prices—All orders are subject to state and federal taxes where applicable. All prices are subject to change without notice.
Defective Merchandise—Full credit or replacement will be given for any unit returned defective, with the exception of the following:
(1)-No aerosols must be used following installation of the Save-A-Mile unit.
(2)-Any screen damage.
'The Sav-A-Mile unit is warranted for the life of the installation as there are no products used in its construction that will
wear out.
EMCO International reserves the right to make changes in its Sav-A-Mile unit at any time to improve the product.
This warranty limits any implied warranty, and no other person, company, or organization is authorized to assume for
EMCO International any other liability in connection with the sale of the Sav-A-Mile unit.
(Some states do not allow limitations on how long an implied warranty lasts. This limited warranty gives you specific
legal rights, and you may also have other rights which vary from state to state. If you need assistance, contact your
state's Consumer Affairs Office.)
EMCO INTERNATIONAL CORP. WARRANTY
EMCO International warrants that all of its products are free from defects in material workmanship. All EMCO
products are subject to the conditions established in this policy.
1. EMCO warrants that when Sav-A-Mile units are property installed in their correct application they will be free from
defect.
2. Due to the variety of modifications made on all engines that may affect performance economy for engine life,
EMCO's obligation under this warranty is limited to the repair or replacement of the Sav-A-Mile Unit.
This warranty begins on the date of purchase by the consumer. This warranty will be void on any Sav-A-Mile unit that
shows evidence of misapplication, improper installation, abuse, lack of proper maintenance, negligence, or alteration
from their original design.
-------
APPLICATION CHART
Year
Model
Bbl. Mfg. Our No.
AMERICAN'MOTORS
8 Cylinder
1963 196 1 M
1960-70 196.232. Eng. PiP 2 C
1960-79 196.199.232.258 Eng I H
1 Cylinder
190079 250.287.290.304.327.
343.401 4 C.ll
360 Eng. 2 C.H
BUICK
6 Cylinder
1962-63 198,215Eng. 1 fl
196465 225. 250 Eng. 1 R
196667 198.225 Eng. ' 1 R
1908-79 250 Eng. 1 R
8 Cylinder
1962-63 le Sabre 2 R
1964-67 300.340 Eng. 2 C. R
1966 340 Eng.*-AT (CalH) 2 R
1966-73 3SO. 400. 425. 430.
(455) Eng. 4 C. R
1968-79 350 Eng. 2 R
EM1001-U
EMI002U
EM1001.U
EM4004-U
EM4002-U
EMI001-U
EMI001-U
EMI002-U
EMIOOI U
EM20Q2-U
EM2002 U
EM2002-U
EM4004-U
EM2002-U
1967-79 All
4 Cylinder
1972-74
CADILLAC
4 C.R EM4004-U
CAPRI
2 H
EM4002-U
CHEVROLET (Camaro, Chevclle, Chevy II
/Nova, Corvette, Vega)
6 Cylinder
1963-79 194.230.250 Eng. t C.R
1964-67 327 Eng. 4 H
196569 307.327.396.427 Eng. 4 H
1966-68 263.327 Era. 2 R
1966-69 302. 392 Hi Perl Eng 4 H
1967-69 427Eng.(400-435hp| 2 H
1968-79 327.350.396.400.402.
427.454 Eng. 4 C.R
1968-71 307 Eno. 2 R
1969-71 327.350. 396. 400 Eng. 2 R
1972-79 307Eng. 2 R
1970-79 350. 396. 402. 454 Eng. 4 II
1972 350.400 Eng. 2 R
1973-79 350.400Eng. 2 R
1969-71 7-28 4 H
EMIOOI-U
EM4000-U
EM4000-U
EM2002-U
EM4000-U
EM4002-U
EM4004-U
EM2002-U
EM2002-U
EM2002-U
EM4000-U
EM2002-U
EM2002U
EM4000-U
COMET/MONTEGO
6 Cylinder
1969-79 250Eng.
. 8 Cylinder
1 C.M EM1001-U
1969-79
1963-71
1972-79
1972-79
302 Eng. 2
COUGAR
260.289.302.351.390
Erg. 2
302 Eng'. 2
351.390 Eng. 2
CHEVROLET TRUCK
M EM4002-U
EM4002-U'
EM4002-U
EM4002-U
4 & 6 Cylinder
1963-79 194.230.250.292 Eng.
8 Cylinder
1 C.R. EM100I-U
0 Mf
1960-67
1966-79
1967-79
1968
1968-79
1068-79
196970
265.283.
348. 350.
356 Eng.
396 Eng.
307 Eng.
427 Eng.
350. 396.
322. 327 Eng.
366 Eng.
. 402 Eng.
2
2
4
2
4
C.R.
R
H
H
R
H .
C.R
EM2002-U
EM2002-U
EM4000-U
EM4002-U
EM1002-U
EM4000-U
EM4004-U
Year
1960-79
1967-71
1967-72
1972-79
Model
Bbl. Mfg. Our Ho.
Year
Model
Bbl. Mlg. Our No.
Year Model
Bbl. f.
CHRYSLER & IMPERIAL
360. 361. 383. 400Eng. 2 C.H.
S.B
383 Eng. 4 C.H
440 Eng. 4
400 Eng. 4
1973-79 410 Eng.
C.H
r
(TO)
EM2002-U
EM4000-U
EM4000-U
EM4004-U
EM4004-U
DODGE PASSENGER
6 Cylinder
1960-79 195.225 Eng. 1 C
1960-79 225 Eng. 1 H
8 Cylinder
196079 273.318 Eng. 2 C.R
1960-79 360. 361. 383.400 Eng. 2 C.H.
S.B
1968-71 350.383 Eng. 4 C.H
1971-72 400 Eng. 4 H. C
1972-79 3-10,360.400 Eng. 4 C
1973-79 440 Eng.
(TQ)
EM1001-U
EM1001-U
EM1002-U
EM2002-U
EM4000-U
EM4000-U
EM4004-UC
EM4004-UC
DODGE TRUCK
6 Cylinder
1961-79 196. 225 Eng.
8 Cylinder
1960-79 273.318.361 Eng. 2 C. S
1960-79 361 Option. 383.400 2 C.H
1960-79 413 Eng. 2 S
1960-79 413 Eng. 4 C.H
1960-79 413 Eng. 2 H
1972-79 360.400.440 Eng. 4 C
|TO) EM4004-UC
1 C.H EMIOOt-U
EM1002-U
EM2002-U
EM2002-U
EM4000-U
EM2002-U
FAIRLANE/TORINQ
6 Cylinder
1969 250 Eng. 1
1969-79 250Eng. 1
H
C.M
EMIOOI U
EM100I-U
8 Cylinder
1962-71
1972-79
1970-71
260. 289. 302. 351 Eng. 2
351.390. 400 Eng. 2
302. 351CEng. 2
FALCON
M
M
F
EM4002-U
EM4002-U
EM4002-U
8 Cylinder
1963-70
260. 289, 302 Eng. 2
H. M
EM4002-U
FORD PASSENGER
6 Cylinder
1965-69 240Eng.(Exc.w/S.T.
68-69) 1 H EM1001-U
1965-79 240 Eng. t C.M EM1001-U
8 Cylinder
1963-72 260.289.302.351.
351C. 351W. 390. 400.
429 Eng. 2 H. M EM4002-U
1965-79 352.390,428.427.429
Eng. 4 H.M EM4000-U
4 R EM4000-U
EM4002-U
EM4002-U
EM4000-U
Eng. <
1970 429 Eng. I
1973-79 35IC. 351.390.400.429
En}. 2 M
1972-79 302 Eng. 2 M
1974-79 w'C(Cililonry) 4 C
6 Cylinder
1974-79 200 Eng.
FORD BRONCO
i c
8 Cylinder
1966-79 289.302 Eng. 2 M.H
EMI001-U
EM4002-U
EM4002-U
EM4002-U
EM4002-U
EM4002-U
EM4000-U
FORD TRUCK
6 Cylinder
1964-69 240.262.300Eng. 1 H EM1001-U
1964-79 240.250.262.300Eng. t C.M EMI001-U
8 Cylinder
1960-79 292. 302. 330. 332. 352.
360.361.390Eng. 2 M
1960-69 292.302 Eng. 2 H
1962-79 330.332.353.360.361.
390Eng. 2 H
1968-71 302Eng. 2 H
1970-75 360.390.401.477.534
Eng. 4 H
GMC TRUCK
4&6Cylinder
1960-63 351. 401. 478 Eng.
1961-69 30SC.D&EEng.
1964-70 230.250. 292 Eng.
1965-69 351.351C.351E£ng. 2
1970 305C.351CEng.w/CCS 2.
1972-79 230.250.292 Eng.
8 Cylinder
1968-79 327.350. 396. 400. 455
Eng.
1968-73 307Eng.
1969 366.427Eng.
1969-73 350Eng.
1971-79 350.366. 427Eng.
1973-79 GMC Motor Home
1972 350Eng.
1974-79 350 Eng.
IHCTRUCK
1966 B0282. BG241 Eng.
1966 V239Eng.
1966.69-79 RD450Eng.
1966-79 V266.V304.V345.V501
1968 V304.BG220.265Eng. 1
1966-79 V549Eng.
1968-79 RD406Eng.
1969-71 V304Eng.
1969-79 196.232, 358 Eng.
1969-79 V392Eng.
1969-79 RD50I Eng.
1970 V549.V220.VF200Eng. 4
1970-71 V402.V461.478Eng.
1972-79 V478Eng
1972-79 V40I Eng.
JEEP CORP.
1962-65 230Eng.
1964-79 225.226. 230, 232.258
1966.67.71 22l 304 Eng.
1968.70.71 350 Eng.
LINCOLN
1960-62 430 Eng.
1963-72 430.460.472 Eng.
1973-79 460 Eng.
2
2
|
2
2.
t
4
2
4
2
4
4
2
2
it/
K
i
4
2
2
1
4
2
2
1
4
4
4
2
4
4
in
IP.
2
1
2
2
4
4
4
S
s
C.R
S
S
C.R
C.R
R
H
R
H
R
R
R
H
H
H
H
H
H
'H
C
H
H
H
H
H
H
H
H
R
R
R
C
C.M
C.U
EM1002-U
EM1002-U
EMI001-U
EM2002-U
EM2002-U
EM1001-U
EM4004-U
EMI002-U
EM4000-U
EM2002-U
EM4000-U
EM4004-U
EM2002-U
EM2002-U
EMIOOt-U
EM4000-U
EM4002-U
EM4002-U
EMIOOt-U
EM4000-U
EM4002-U
EM4002-U
EM100I-U
EM4000-U
EM4000-U
EM4000-U
EM4002-U
EM4000-U
EM4000-U
EM2002-U
EM1001-U
EM4002-U
IM2002-U
EM4002-U
EM4000-U
EM4600-U
MAVERICK
6 Cylinder
1971-79 250Eng.
1073-79 250 Eng.
8 Cylinder
1971-79 302 Eng.
C
M.C
EMIOOt-U
EM100I-U
2 M EM4002-U
MERCURY
1960-71 292.351.352.390.400.
429 Eng. 2 C.
1960-62 352 Eng. 2 H
1961-79 352.390.410.428.429
Eng. 4 H.
1971-79 351.400.429 Eng. 2 M
1970-79 351.390.400.429 Eng. 2 H
1970 429 Eng 4 R
1971-79 429,460 Eng. 4 M
6 Cylnder
1969-79 250 Eng.
MUSTANG
i c
8 Cylinder
1965-71 351.400.429 Eng 2 M
1965-79 260.289.302 Eng. 2 M
1966 289Eng. 4 M
1969 302 Eng.(Boss) 4 H
1970-79 429CobriEng. 4 R
1970 302 Eng. 2 H
1970 351CEng. 2 H
1972 302.351WEng. . 2 H
1972 351CVspclbore 2 H
1972-79 351.404.429 Eng 2 V
MUSTANG II
2 H
OLDSMOBILE
6 Cylinder
1964-79 225,250 Eng. I C
1963-73 330. 350. 394. 400. 425.
455Eng. 2 C
1966-79 330.350. 490. 425. 455
Eng. 4 C
1972 350 Eng. 2 R
1974-79 350 Eng. 2 R
4 Cylinder
1974-79
PINTO
4 Cylinder
1971-79 2 f
PLYMOUTH (Barracuda,
6 Cylinder
1960-79 225 Eng. 1 C
1970-79 225 Eng. 1 H
6 Cylnder
1962-79 273.316Eng. 2 C
1963-79 360.36t.383.400Eng 2 C
1966-79 273.350.383 Eng. 4 C
1967-79 413.426.440 Eng. 4 C
1971 318Eng. 2 R
1972-79 340.360.400 Eng. 4 C
1973-79 440 Eng. 4 C
PONTIAC (Firebird, Ten
6 Cylinder
1964-79 215.230.250 Eng.
1 C
8 Cylinder
1963-73 326.350.389.400.455
Eng. 2 C
1966-79 350.400.428.455 Eng. 4 C
1969 350 Eng.
(Tempest-Firebird) 2 H
1971 307Eng. 2 R
1972 307 Eng. 2 R
1972 350 Eng. 2 R
1974-79 350 Eng. 2 R
THUNDERBIRD
312Eno. 4 H
1957-60
1981-72 990.428.429.460
1970-79 429CobrUeiEng.
4 r
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38'
May 14, 1981
Ilr. :'LLke tucker
iin^r^y ilana^ars of America
il'iO? Waet <43tU Avenuo
Vacdt iUJ^e, ^° "0033
Oaar :-lr. iluckeir:
I as sorr/ ttiau a list of irKiopcndeiit laboratories was not iiicludeu in
our ;Lry 1, 1931 mailing to you.
TtKi laboratory iis!: is enclosed s*ith this lectar.
Sincerely,
Marrill W. Korth
uavics Evaluation Coordinator
Test, and Evaluation Lranch
Enclosure
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\ UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
ANN ARBOR. MICHIGAN 48105 39
June 10, 1981 AIR. NOISE AND RADIATION
Mike Rucker
Energy Managers of America
11407 W. 48th Avenue
Wheatridge, CO 80033
Dear Mr. Rucker:
We have reviewed your recent application for an evaluation of the "Sav-A-
Mile" fuel economy retrofit device. Following are two comments on your
application:
1. -There is reference made to tests being run by California Air
Resources Board but there is no mention of the test plan. Any
testing performed in support of an application for an EPA evalu-
ation should be based on a test plan approved by EPA. This is
to ensure that the test plan will adequately evaluate the device
and that the results will be acceptable to us.
2. The test results from Cummins Carolines, Inc. are inadequate
from an evaluation standpoint. It does not appear that the
tests were conducted in accordance in the current Federal Test
Procedure as described to you in my letter of May 1. In any
case, complete test data from each test should be supplied and
they should include all "before and after" tests run.
We hope these comments are helpful to you in conducting a test program to
evaluate Sav-A-Mile. We are looking forward to reviewing the results
from the testing being performed at the California Air Resources Board.
We are also expecting your test plan for an evaluation at a laboratory
which we have recognized. We are prepared to help you develop this plan.
In order to process applications for EPA evaluations more efficiently, we
have established a schedule for each. On this basis, I ask that you
respond to this letter by June 30 and to plan on submitting test results
from an EPA recognized laboratory by July 13. Please contact me if you
have any questions.
Sincerely,
tu x
Merrill W. Korth, Device Evaluation Coordinator
Test and Evaluation Branch
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UNITED STATES ENVIRONMENTAL PROTECTION /-G-ENCY
40
ft.NN ARBOiA. '-I! r.H'GAN ifi'.Oi-
OITF ::E OF
July 7, 1981 Ai.?. NCIEE AND RAOiATSON
Mr. Mike Rucker
Energy Managers of America
11407 West 48th Avenue
Wheatridge, CO 80033
Dear Mr. Rucker:
In my letter to you of June 10, 1981, I explained the requirement for
testing of "Sav-A-Mile" by an independent laboratorary recognized by
EPA. I also asked for the submittal of a tent plan at that time. I
requested that you respond to my letter by June 30, 1981. We have not
received your response. Since you have not supplied EPA with appropriate
test data for "Sav-A-Mile", we have insufficient data to support your
claim for its fuel economy benefit.
Under the provisions of Section 511 of the Motor Vehicle Information and
Cost Savings Act, EPA is required to- evaluate your additive on the basis
of available information and publish the results of our evaluation in the
Federal Register.
We have begun to prepare our report. Please contact me immediately if
you do not understand this course of action. My telephone number is
(313) 668-4299.
Sincerely,
Merrill W. Korth, Device Evaluation Coordinator
last and Evaluation Branch
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'' 'p^A fV' "• N/l_JL_TV_A
^^^l '£NEBGY MANAGERS 01 AMERICA
41
July 23, I'-.'01
I-!r. Ilerrili \1. Xorth
Device Evaluation Coordinator
Test and Evaluation Branch
United States Environmental Protection Agency
Ann Arbor, MI 43105
Dear Merrill;
Concerning your letter of July 7. Due to some conflicts,
we have been going in- too many directions at once in our company
and I.was forced to go to our office in Hawaii and was unable
to answer your letter of June 10th. Please find enclosed
.the test data we have received from Custom Engineering Performance
o.nd Emmission Laboratory. Our tests there will be .continuing
concerning a fuel consumption test and concerning testing of
other vehicles. I hope you will accept this preliminary data.
The laboratory in California is having a hard time finding a
4 cylinder engine which will comply with. California specifications,
I will be sending you other information as soon as I receive it.
Sincerely yours,
Ilichael Hucl:er
President
Enclosure A/CT£: /Jo
lOi 4<
11407 WEST 48TH AVENUE - SUITE B • WHEAT RIDGE, COLORADO 80033 • (303)420-2831
-------
i.--a .
)iUi
-------
° ' • • - • - -; '••- ?/ 7
tub2 Osvi t^iai^cichii-iib 43
Performance and Emissions Laboratories
-Idle HC from I50ppa to 90ppo
The test vehicle uas then scheduled for testa with the device.
The results of these tests are shown on attachment I. The emission
results for hydrocarbons (HC), carbon monoxide(CO), carbon dioxide(00^),
and oxides of nitrogen, corrected for huaidity(No ) are reported
wCC
in gracs per mile (g/mi). Fuel Economy reported as miles per gallon
'M?G) is calculated using the carbon atom balance method as per
CEl 4-0.
The test results were obtained using the described test vehicle
and no inference should be made as to how other types of vehicles
cay perform under similar conditions, A continuation of this
program is scheduled which will involve a 4-cyl engine as soon
as the vehicle has been procured.
K.L. Downing, General laager
Custoa En gin se ring
;.C./Billy Closson
7091-A BeloravR AVR ^714^ R91-S704 Garden Grove. Ca. 92641
-------
i 3 3 fT "s* ?"». H '•') 7" ?• ? f> ? > ' y*
)I
Performance and Emissions Laboratories
Attachaent I
1979 Ford FIDO pick-up
302 C.I.D. u/ auto trans.
V.I.N. F10GREC6669
Inertia Wt. 40001bs.
Odometer 51338
75 FTP
•>
Baseline
W/ Device
1
1
HC
.38
.2
CO
7.
.2-
17
68
.CO
627.
619.
2
59
47
1
1
^x
.76
.73
F.
13.
U.
17
n
»
1
»
9
% Difference
-63%
-1.7%
HWFST
Baseline
W/ Device
.58
.6
.12
.1
465.64
449. S3
2.223
1.99
13.975
19.6
% Difference
-17^ -3.45 -10.5%
7091-A Belgrave Ave.
(714)891-5704
Garden Grove. Ca. 92G41
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.45
Performance and Emissions Laboratories
TESTING AGREEMENT
CE SALES ORDER S DATE
Agreement made this day between Custom Engineering Performance and Emissions
Laboratories, hereinafter called CF and /-'A- .'•'£ r*V' /^~s"A'-£ ^r jT /<•".':. *\ ' ' ^ '•
hereinafter called the "CLIENT".
1. Tests CE agrees under the terms and conditions set forth herein to perform
the following testing program:
Miscellaneous preparatory efforts -- including consultation time,
tune-up procedures, etc. — to enable definition of the extent. •_•:
testing to be done; followed by testing according to stipulated
dyno-CVS procedures, at the appropriate charges by prior mutual
agreement as specified in attachment (s) to this testing acreerer.t.
1.1 Time The tests will be conducted, consistent with CE's prior comni—.ents,
as soon as possible after this Testing Agreement is cor.plsted by
both CE and CLIENT.
2. Charges Service of CE personnel and equipment will be billed per atvar.-iCici
schedule. Charges will be based on each hour or fraction thereof.
Services to be rendered are shown on the attachment to this ij: ••_•-
ment.
3. r°rl£liJ-?_PJH CE and CLIENT incorporate the condition below into this nqre--- •••r-.t.
CI.1K;;T agrees that no attempt at recovery of payment is to be bsr.ed on .'^ny
'jondit-i ons of the test vehicle which would not characterize the Certified or stock
configuration which such vehicle -represents unless such condition is specifically
provided for in this Agreement. Any characteristic of the test vehicle which is
incompatible with the FTP (40 CFR 85) or the standard testing facility and equipment
which CZ uses in the implementation of the test procedures, or any result of such a
characteristic which occurs during the test sequences, will not justify recovery of
3.1 CE will furnish to the CLIENT at the expiration of this Agreement, three copies
of ,-= written roport of the test results. A con-.puter printout analysis will be
considered the same as a written report. Additional reports or documentation
will be provided for additional cost to be mutually agreed upon in advance.
3.2 CE agrees to hold the results of these tests in confidence and to use its best
effort to.assure that they are not divulged to any other party without authori-
zation from the CLIENT in writing. CE makes no representations, nor assumes
responsibility for any results or information other than as they appear in the
complete written report referred to above.
7r,ni A D«I«,-,V,O AWO I7-\A\ R91-5704 Garden Grove. Ca. 92641
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46
3.3 C LIE N'T agrees not to use the CE name or cxcc-rpts from the report in connection
vith any advertising or sales promotional purposes without specific prior
approval of CE in writing.
3.4 CE agrees to use its best effort to maintain the security of CLIENT'S device
while in the possession of CE and to hold in confidence confidential information
disclosed to CE in writing-in order to facilitate performance of the tests.
3.5 It is agreed and understood that CE is acting as an independent contractor in the
performance of any and all work hereunder and shall be solely liable and responsible
for the payment- of all legal claims made by its employees or agents on account of
any damages to property or persons arising out of or in connection with the per-
formance of this Agreement.
3.6 In the event of cancellation or alteration of this schedule by CLIENT, CE n: servos
the right to assess a charge to recover any losses or costs resulting fron. such
cancellation or alteration. The total charge shall not exceed twenty percent (20%)
of the estimated project cost. ... . .
4- Pay-rent CLIENT agrees to the following method of payment:
/ / Cash in advance - Certified Check £ ___vir.c' _ .
Net upon, receipt of invoice - P.O. §
5. Special Conditions Testing Special conditions and terras to this spe^i.:-- .: ti-:~
. . Agreement are included in Attachment (2) Lr ^._ ..'•. -c:.L.*.
./7 Not Applicable
Applicable
6. AUT-iCRIZATION In witness thereof the parties hereto set their hands:
Client /'/ •.?/•- £ /" Si" ~'XK X' '•/ ;^ A .'^ /•.' ^~ SJ ''• •* '" " ^
Address
City/Statf
^^
Da t e
?h or, e/Ar encode
CUSTOM Ef.'GiriEEr.ING
Performance and Eir.issions Laboratories
t
S' • *
* • ^ ' / '
Signature '' -^ ,•
_ .
Title ^ -i. -r^ T-+T /
Bate ,/.' '<: v
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ANN ARSOR. MICHIGAN -48105
August 13, 1981
47
OFFICE OF
AIR AMD WASTE MANAGEV1EN1
Mr. Michael Rucker, President
Energy Managers of America
11407 West 48th Avenue - Suite B
Wheat Ridge, CO 80033 ~
Dear Mr. Rucker:
I have 'received your letter dated July 23, 1981. Unfortunately, it
appears that you are having Sav-A-Mile tested before submitting a test
plan to us for comment and approval. As I emphasized in my letter of
June 10, any testing performed in support of an application for an EPA
evaluation should be based on a test plan approved by us. This is to
ensure- -that the... test—plan .will adequately evaluate the_ device. For
example, in the data supplied in your letter, it appeared that only one
test sequence was performed with and without your device. Because of
test and vehicle variability, we1 insist on duplicate test sequences at
each test point. Also, data supplied to us should be complete, e.g., bag
by bag analysis, and not just the final test results. This allows us to
perform a more thorough evaluation. .
I must must inform you that Custom Engineering is no longer on our list
of recognized laboratories. They have not yet submitted an application
in response to our new requirements. I am enclosing a current list of
recognized facilities for your use in the future.
In order to process these applications in a timely manner, we have
established a schedule for each. Although we are now behind schedule
with your device, I will grant you an extension until August 24 for sub-
mission of a test plan to me. By September 15, I will expect the results
of testing at a recognized laboratory. Please contact me if you have any
questions. My telephone number is (313) 668-4299.
Sincerely, _ .
Merrill W. Korth
Device Evaluation Coordinator
Test and Evaluation Branch
Enclosure
cc: 511 File "Sav-A-Mile"
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