EPA-AA-TEB-511-83-10
EPA Evaluation of the Mesco Moisture Extraction System Under
Section 511 of the Motor Vehicle Information
and Cost Savings Act
by
Edward Anthony Earth
July 1983
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 Mesco Moisture Extraction System 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 evaluation of the "Mesco Moisture Extraction System" was conducted
upon the application of the manufacturer. The device is an exhaust gas
recirculation (EGR) system. The device supplements the EGR system of a
vehicle by adding cooled and filtered exhaust gas to the carburetor. The
ignition timing is also advanced. This combination of advanced timing
and supplemental EGR is claimed to result in a longer, cleaner burn that
improves engine performance and reduces emissions.
1. Title;
Application for Evaluation of Mesco Moisture Extraction System Under
Section 511 of the Motor Vehicle Information and Cost Savings Act
The information contained in sections two through five which follow, was
supplied by the applicant.
2. Identification Information;
a. Marketing Identification of the Product;
Trade Name: Mesco Inc.
Marketing Name: Mesco Moisture Extraction System
Trademark: Logo as appears in cover letter. (Attachment B)
Other Methods: U.S. Patent No. 4,356,806
b. Inventor and Patent Protection;
(1) Inventor
Charles W. Freesh
2618 E. Elm St.
Phoenix, Arizona 85016
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(2) Patent
No. 4,356,806 (Attachment A)
c. Applicant;
(1) Mesco Inc. (An Arizona Corporation)
2618 E. Elm Street
Phoenix, Arizona 85016
(2) Principals
Charles W. Freesh - President
Mildred C. Freesh - Sec/Treasurer
Lance V. Freesh - V.P. Operations
Note: Mesco Inc., is a wholly owned subsidiary
of Martin Research Corporation (An Arizona
Corporation), the officers of which are the
same as Mesco Inc.
(3) Charles W. Freesh (primary) and Lance V. Freesh are
authorized to represent Mesco, Inc. in communication with
EPA.
d. Manufacturer of the Product:
(1) Mesco Inc.
2618 E. Elm Street
Phoenix, Arizona 85016
(602)-955-6580
(2) Principals
Charles W. Freesh - President
Mildred C. Freesh - Sec/Treasurer
Lance V. Freesh - V.P. Operations
3. Description of Product;
a. Purpose:
"The objective of Mesco Moisture Extraction System is to improve
the operation of internal combustion engines [by] reducing fuel
consumption, improving performance and reducing pollutant
emissions.
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"The means of achieving this objective is to recycle cooled and
condensed exhaust gases back into the combustion cycle. A
portion of the exhaust gases are extracted, cooled, filtered,
and metered into the intake manifold continuously during engine
operation. No moving parts or electrical controls are employed
in operation."
b. Applicability:
(1) Vehicles
"The device submitted for evaluation in this application is
generally applicable to passenger vehicles and trucks using
gasoline or propane fuel and powered by conventional
internal combustion engines.
"Different make, model and model years of vehicles require
correspondingly different approaches to physical
installation due to different configurations of tailpipe,
bellypan etc. However, experimental installations
performed by Mesco Inc. prior to the submission of this
application have indicated that engine size, carburetor
type and type of transmission are not significant factors
in relation to the operability of the submitted device.
"The operation of the submitted device is not significantly
affected by the use of leaded or unleaded fuels.
"A significant factor in the operability of the submitted
device is the ability to advance the ignition timing beyond
the manufacturer's recommended setting. Late model
vehicles having electronically controlled ignition timing
which is not adjustable would not likely show substantial
improvements in operation when equipped with the submitted
device as an after-market installation.
"The submission of this application does not include the
evaluation of the submitted device for application on
diesel fueled engines."
(2) Environmental
"The submitted device has been evaluated on a test vehicle
for operation in city, highway and mountain driving with
environmental conditions ranging from sea level to 8500
feet elevation, 7 to 97 percent humidity and temperatures
ranging from 0 to 107 degrees Fahrenheit. An improvement
in fuel economy and performance was noted in all of the
aforementioned conditions. Similar results have been noted
on other vehicles upon which experimental installations of
the submitted device have been made."
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c. Theory of Operation:
"A portion of the exhaust gases are extracted from the end of
the vehicle tailpipe by a tailpipe adapter. These gases are
then cooled by a finned tube heat exchanger and introduced into
a filter which filters particulates from the gases and performs
a secondary cooling of the gases by means of expansion. The
cooled gases and condensate are then passed through a second
finned tube heat exchanger for additional cooling and metered
into the intake manifold of the engine by a venturi tube. The
venturi tube performs the dual function of metering the flow and
atomizing the condensate., A convenient way of introducing the
recycled moisture into the intake manifold is by means of a tee
in the line between the PCV valve and the intake manifold.
"The combination of advanced ignition timing with the
introduction of atomized moisture into the combustion chamber
results in a longer, cleaner burn which in turn results in
improved engine performance and reduced emissions."
d. Construction and Operation:
"A copy of the specifications for the Moisture Extraction System
is enclosed." (Attachment B)
e. Specific Claims for the Product;
"A copy of the initial Mesco brochure is enclosed and will be
revised after completion of officially sanctioned EPA tests.
The results of the testing will govern future advertising."
(Attachment C)
f. Cost And Marketing Information;
"Mesco Moisture Extraction System units are currently in the
stage of limited production manufacturing.
"Mesco unit installation will be performed by Mesco Inc. or duly
authorized dealers. The current marketing approach is not
geared to a shelf product.
"The wholesale price to dealers is currently one hundred forty
dollars ($140.00) for a complete installation kit for vehicles
equipped with a single tailpipe exhaust system. The suggested
retail installed price is two hundred ten dollars ($210.00) plus
applicable taxes.
"The wholesale price to dealers is currently one hundred
eighty-five dollars ($185.00) for a complete installation kit
for vehicles equipped with a dual tailpipe exhaust system. The
suggested retail installed price is two hundred sixty dollars
($260.00) plus applicable taxes."
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4. Product Installation, Operation, Safety and Maintenance;
a. Installation - Instructions, Equipment, and Skills Required;
"A draft of the Moisture Extraction System Installation
Instructions is enclosed." (Attachment D)
b. Operation;
"Operation instructions are contained within the enclosed
Installation Instructions."
c. Effects on Vehicle Safety:
"Safety recommendations are contained within the enclosed
Installation Instructions."
d. Maintenance;
"Maintenance recommendations are contained within the enclosed
Installation Instructions."
5. Effects on Emissions and Fuel Economy;
a. Unregulated Emissions;
"Other than the cooling of exhaust gases, the submitted device
performs no chemical process upon existing exhaust gases nor
introduces additional chemical components. Evaporative
emissions originating from the device are not substantially
significant during vehicle use or when not used.
"No known failure of the submitted device has been observed or
reported in three years of testing and evaluation by Mesco Inc."
b. Regulated Emissions and Fuel Economy;
"This data to be provided as test results from an independent
laboratory recognized by the EPA.
"A recommended test plan for obtaining this data is enclosed."
(Attachment E)
The following Sections are EPA's analysis and conclusions for the device.
6. Analysis
EPA evaluated the application and found no problems with the
information supplied regarding device identification, purpose,
construction, operation, claims, marketing, and vehicle safety.
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With respect to the information given in the balance of the
application, EPA has the following concerns.
a. Description;
(1) Although the device is applicable to gasoline or propane
vehicles (on which the ignition timing is adjustable) the
device package may not contain all the parts necessary to
install it on some vehicles (See Section 6b(l)).
(2) Section 3c is correct in implying that "The combination of
advanced ignition timing with the introduction of atomized
moisture [and additional EGR] into the combustion
chamber..." will alter the combustion process. However, it
is not evident that this will automatically "...result in a
longer, cleaner burn which in turn results in improved
engine performance and reduced emissions."
Studies such as that in reference No. 5 of the bibliography
show that, for a given air to fuel ratio with no EGR,
slightly lower brake specific fuel consumption (BSFC and
thus implying better fuel economy) is achieved with some
EGR.* However, there is an upper limit, beyond which
additional EGR will cause a loss in fuel economy. Since
most vehicles have EGR, it is unlikely the supplemental
EGR provided by the device will improve fuel economy.
However, the increased EGR should raise HC emissions and
lower NOX emissions. Contrary to the statement of the
applicant in Attachment C, CO would probably be relatively
unchanged (See references 1-9 of bibliography).
On the other hand, these references do show that changing
the ignition timing will change fuel economy and
emissions. The amount of this change is dependent on the
design and calibration of the power train package of the
particular vehicle. While this phenomenon is well known,
manufacturers must consider more than just fuel economy
when establishing a timing curve, e.g., ambient conditions,
driveability, emissions, fuel variability, and vehicle
operating conditions.
(3) The cost of the device plus installation is understated.
With a wholesale cost to dealers of $140 for the single
tailpipe system ($185 for the dual tailpipe system), the
retail price to the customer will probably be closer to
$210 ($260 for the dual) uninstalled rather than the $210
($260 dual) installed as stated in Section 3f.
*EGR increases the gas (air plus EGR) to fuel ratio. The same study
showed that, for a given gas to fuel ratio, BSFC is lowest with pure air
dilution (0% EGR)
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Installation and checkout of the single tailpipe system can
probably be done in four hours as stated (Attachment C).
But installation of the dual system will take about one
hour longer.
Therefore, the total cost of the single tailpipe system
would probably be at least $330. (and $410 for the dual
system) for those users who have the device installed by a
mechanic. This is based on the above assumed retail price
of $210 ($260 dual tailpipe) and installation requiring
approximately four hours (five hours for a dual tailpipe)
at $30 per hour.
b. Installation, Operation, Safety and Maintenance;
(1) Installation - Instructions, Equipment and Skills Required:
The specifications show that the "moisture flow control jet
insert" (or flow control orifice) is to be sized to the
cubic inch displacement of the engine (Attachment B).
However, the detailed parts list provided in the
installation instructions shows only one part number, MES
8, for the assembly that contains the flow control jet.
Also, another key component of the system, the "moisture
extractor tube assembly" is only available for two inch
(outside diameter) and larger tailpipes (Attachment D).
Since most small and compact vehicles have smaller
tailpipes, the extractor assembly will not fit these
vehicles unless a tailpipe adapter bushing is used. These
adapters are not provided with the installation kit but,
they are available at many automotive parts stores.
(2) Maintenance;
Since.the primary cooling tube of the device is installed
along the rear fender well and frame, it is exposed to the
dirt and mud that is thrown up by the rear wheel. The
cooling fins will therefore tend to cake-up with dirt since
they are spaced only one-eighth of an inch apart. This
build-up will actually insulate the supplemental EGR
extracted by the device exhaust rather than cool it.
Thus, it will also be necessary to periodically clean the
fins. To adquately clean these tube fins will probably
require removal of the rear wheel and tire plus unclamping
the finned tube to permit the side of it that is mounted
against the frame to be cleaned. The applicant makes no
mention of this problem and the need to clean the cooling
tubes.
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Effects on Emissions and Fuel Economy;
(1) Unregulated Emissions:
The applicant submitted no data on unregulated emissions.
The applicants' statement that the "....device performs no
chemical process upon existing exhaust gases...." is
incorrect. The advance in ignition timing and the
supplemental EGR added by the device will affect the
combustion process and emissions. However, it is judged
that these changes are unlikely to appreciably affect
unregulated emissions.
The statement of the applicant about the effect of the
device on evaporative emissions is misleading (See Section
5a). Evaporative emissions are a regulated emission.
However, EPA does agree with the statement of the applicant
that the effect of the device on evaporative emissions
would be minimal (See Section 6f).
(2) Regulated Emissions and Fuel Economy;
The applicant did not submit test data in accordance with
the Federal Test Procedure and the Highway Fuel Economy
Test. These two test procedures are the primary ones
recognized by EPA for evaluation of fuel economy and
emissions for light duty vehicles.*
The supplemental EGR provided by the Mesco device and the
prescribed timing adjustment will change the engine
calibration of the vehicle. The references given in the
bibliography provide an indication of the potential effect
of the device for a known initial engine calibration.
However to determine the actual effect of the device on a
particular vehicle, the appropriate testing (LA-4 and HFET)
must be performed.
*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. 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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10
The applicant was aware of this requirement and submitted a
test plan for the device with the application (See
Attachment E). EPA reviewed this plan and commented on it
(See Attachment F). However, after initially indicating
that he would test the device, the applicant failed to
undertake the appropriate testing. Therefore, EPA was
obligated to complete the evaluation using the information
available (Attachment I). The applicant was advised that
any test data or additional information would be accepted
as part of a new application.
7. Conclusions
EPA fully considered all of the information submitted by the
applicant. The evaluation of the Mesco Moisture Extraction System
was based on that information and our engineering judgment.
The applicant failed to submit adequate data which would substantiate
his claims. Although the additional EGR and the prescribed ignition
timing adjustments of the engine have the potential to affect both
fuel economy and emissions, there are no technical reasons to assume
that these effects would be beneficial. Thus, in the absence of
appropriate test data, EPA has no technical reason to support the
claims made for the device or to continue the evaluation on its own.
FOR FURTHER INFORMATION CONTACT: Merrill W. Korth, Emission Control
TechnologyDivision,OfficeofMobile Sources, Environmental Protection
Agency, 2565 Plymouth Road, Ann Arbor, MI 48105, (313) 668-4299.
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BIBLIOGRAPHY
1. Gumbleton, James J., Robert A. Bolton, and H. Walter Lang,
"Optimizing Engine Parameters With Exhaust Gas Recirculation", SAE
Paper 74104.
2. Schweikert, John F. and James J. Gumbleton, "Emission Control With
Lean Mixtures", SAE Paper 760026.
3. Miles, Donald L. and George W. Niepoth, "Optimizing Engine and Car
Design for Fuel Economy and Emissions", SAE Paper 760855.
4. Whitmyer, Alan, "The Effect of Ignition Timing Modifications on
Emissions and Fuel Economy", Environmental Protection Agency;
Technology Assessment and Evaluation Branch, Report 76-4.
5. Novak, J.M. and P.N. Blumberg, "Parametric Simulation of Significant
Design and Operating Alternatives Affecting the Fuel Economy and
Emissions of Spark-Ignited Engines", SAE Paper 780943.
6. Currie, James H., David S. Grossman, and James J. Gumbleton, "Energy
Conservation with Increased Compression Ratio and Electronic Knock
Control", SAE Paper 790173.
7. Trella, Thomas, "Spark Ignition Engine Fuel Economy Control
Optimization - Techniques and Procedures", SAE Paper 790179.
8. Honig, G., H. Decker, and S. Rohde, "Electronic Spark Control
Systems, Part I: Microcomputer-Controlled Ignition System, Part II:
Bosch Knock Control", SAE Paper 810059.
9. Trella, Thomas J., "Fuel Economy Potential of Diesel and Spark
Ignition-Powered Vehicles in the 1980"s", SAE Paper 810514.
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Attachment A
Attachment B
Attachment C
Attachemnt D
Attachment E
Attachment F
Attachment G
Attachment H
Attachment I
Attachment J
Attachment K
List of Attachments
Patent 4,356,806 (provided with 511 Application).
Specifications for Mesco Moisture Extraction System
(provided with 511 Application).
Sales brochure (provided with 511 Application).
Installation Instructions (provided with 511
Application).
Mesco, Inc. suggested test plan (provided with 511
Application.
Letter of February 17, 1983 from EPA to Charles W.
Freesh of Mesco, Inc. acknowledging receipt of 511
Application and describing test plan for device.
Undated letter received March 28, 1983 from Charles W.
Freesh of Mesco, Inc. providing copy of the test plan
for the device.
Letter of April 5, 1983 from EPA to Charles W. Freesh
of Mesco, Inc. requesting information on proposed
testing of the device.
Letter of May 27, 1983 from EPA to Charles W. Freesh
of Mesco, Inc. announcing EPA intention to close out
evaluation, since Mesco, Inc. was not taking positive
action to test device.
Letter of June 13, 1983 from Charles W. Freesh of
Mesco, Inc. notifying EPA of proposed testing.
Letter of June 22, 1983 from EPA to Charles W. Freesh
of Mesco, Inc. commenting on proposed testing.
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ATTACHMENT A
13
United States Patent
Freesh
til]
[45]
4,356,806
Nov. 2, 1982
[54] EXHAUST GAS RECIRCULATION SYSTEM!
[76] Inventor: Charles W. Freesh, 2618 E. Elm,
Phoenix, Ariz. 85016
[21] Appl. No.: 206,611
[22] Filed: Nov. 13, 1980
[51] Int. CU F02M 25/06
[52] U.S. 0 123/570
[58] Field of Search 123/570
[56] References Cited
U.S. PATENT DOCUMENTS
Re. 22,994 4/1948 Bicknell 123/570
1,768,854 7/1930 Moore 123/570
2,408,846 10/1946 Golden et al 123/570
2,543,194 2/1951 Paris, Jr 123/570
2,584,674 2/1952 Costa 123/570
3,304,711 2/1967 Eastman 123/570
3,492,980 2/1970 Beck 123/570
3,605,710 9/1971 Helwig 123/570
3,648,672 3/1972 Muroki et ai 123/570
4,055,158 10/1977 Marsee 123/570
4,147,141 4/1979 Nagano 123/570
4,323,045 4/1982 Yamashita 123/570
Primary Examiner—Wendell E. Burns
Attorney. Agent, or Firm—Drummond, Nelson & Nissle
[57]
ABSTRACT
An exhaust gas recirculation system for an internal
combustion engine. The internal combustion engine
including at least one combustion chamber; an intake
mechanism for delivering a combustible fluid mixture to
the combustion chamber; an ignition system for igniting
the combustible mixture; and an exhaust system for
carrying exhaust fluid produced by the combustion of
the combustible fluid mixture away from the combus-
tion chamber. The exhaust gas recirculation system
includes a mechanism for diverting a portion of the
exhaust fluid passing through the exhaust system; a
conduit attached to the diverting mechanism for carry-
ing the diverted fluid to the intake mechanism of the
internal combustion engine; a heat sink connected to the
conduit for removing heat from the diverted portion of
the exhaust fluid; and a filter integrated along the con-
duit to remove paniculate from the diverted exhaust
fluid.
5 Claims, 5 Drawing Figures
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CD
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15
4,356,806
EXHAUST GAS RECIRCULATION SYSTEM
This invention relates to an exhaust gas recirculation
system for an internal combustion engine. 5
More particularly, the invention concerns a system
for recirculating engine exhaust gases in which exhaust
gases bled from the exhaust stream of an internal com-
bustion engine are cooled, directed through a filter
which evenly disperses water vapor contained in the 10
exhaust gases throughout the gases, and then returned
to the internal combustion engine.
In another respect, the invention relates to an exhaust
recirculation system which, in diverting a portion of the
gases in the exhaust stream flowing from the engine, 15
only causes a minimal increase in the exhaust system
back pressure on the internal combustion engine.
In a further respect, the invention pertains to an im-
proved internal combustion engine exhaust gas recircu-
lation system which is of unusually simple construction 20
and manufacture and is readily installed on existing
motor vehicles.
In still another aspect the invention concerns an im-
proved internal combustion engine exhaust gas recircu-
lation system which functions both in cool weather and 25
in the unusually warm weather of the Southwestern
United States without causing vapor locks or backfiring
in the engine.
In yet'another respect, the invention relates to an
improved exhaust gas recirculation system which sub- 30
stantially reduces the level of carbon monoxide and
other pollutants in the exhaust gas of an internal com-
bustion engine.
U.S. Pat. No. 4,114,370 to Woods describes an ex-
haust gas recirculation system in which an auxiliary 35
pipe section is integrated with the tailpipe of a motor
vehicle to divert a portion of the exhaust gases flowing
through the tailpipe. The auxiliary pipe section causes
the exhaust stream flowing from the engine to undergo
two 180° changes in direction before exiting the end of 40
the tailpipe into the atmosphere. Several disadvantages
associated with the Woods system severely limit its
potential use. First, the auxiliary pipe section is fabri-
cated from pipe having a relatively large inner diameter
so that exhaust gases will smoothly pass through the 45
auxiliary pipe section despite the 180° elbows integrated
therein. An auxiliary pipe section constructed from
such large diameter pipe is bulky and impractical to
install, especially on the compact and subcompact cars
which comprise such a large proportion of cars pres- 50
ently sold in the United States. Second, regardless of the
diameter of pipe utilized, the 180° elbows in the auxil-
iary pipe section restrict the flow of exhaust gases from
the internal combustion engine, resulting in back pres-
sure which increases the operational temperature of 55
and tends to cause surging or backfiring in the engine.
Yet another problem inherent in the Woods system is
that during operation of the system in warm weather
the high temperature of recirculated gas returned to the
engine tends to cause vapor locks and the engine diesel- 60
ing associated therewith.
Accordingly, it would be highly desirable to provide
an improved exhaust gas recirculation system which
was of compact construction and manufacture and
could be readily installed on existing motor vehicles, 65
particularly on compact cars.
It would further be highly desirable to provide an
improved exhaust gas recirculation system which
would cause a minimal increase in the back pressure on
an internal combustion engine and would function at
high ambient temperatures without causing dieseling or
vapor locks in the engine.
Therefore, it is the principal object of the present
invention to provide an improved exhaust gas recircula-
tion system for reducing the noxious emissions from and
decreasing the fuel consumption of an internal combus-
tion engine.
Another object of the invention is to provide an im-
proved exhaust gas recirculation system which diverts a
portion of the gases in the exhaust stream of an engine,
cools the diverted gases, evenly disperses water vapor
contained in the gases throughout the gases and then
returns the diverted gases to the intake system of the
engine.
A further object of the invention is to provide an
improved exhaust gas recirculation system which, in
diverting a portion of gas from the exhaust stream of an
engine, causes only a minimal increase in the back pres-
sure of the internal combustion engine.
Yet another object of the instant invention is to pro-
vide an improved exhaust gas recirculation system
which can readily be installed on existing motor vehi-
cles and which functions during unusual weather with-
out causing vapor locks or uneven distribution of fuel to
the cylinders of an internal combustion engine.
Still a further object of the invention is to provide an
improved exhaust gas recirculation system which, after
installation and adjustment, does not utilize any moving
parts during the operation thereof.
These and other, further and more specific objects
and advantages of the invention will be apparent to
those skilled in the art from the following detailed de-
scription thereof, taken in conjunction with the draw-
ings, in which:
FIG. 1 is a top schematic view of an internal combus-
tion engine provided with the presently preferred em-
bodiment of an exhaust gas recirculation system con-
structed in accordance with the invention;
FIG. 2 is a sectional view of a filter of the exhaust gas
recirculation system of FIG. 1;
FIG. 3 is a partional sectional view of a portion of the
exhaust gas recirculation system of FIG. 1 illustrating
details of the interior construction thereof;
FIG. 4 is a sectional view of the apparatus of FIG. 3
taken along section line 4—4 thereof; and
FIG. 5 is a perspective view of a portion of the appa-
ratus of FIG. 3.
Briefly, in accordance with my invention, I provide
an improved exhaust gas recirculation system for an
internal combustion engine. The internal combustion
engine includes at least one combustion chamber, intake
means for delivering a combustible fluid mixture to the
combustion chamber, ignition means for igniting the
combustible mixture, and exhaust means for carrying
exhaust fluid produced by the combustion of the com-
bustible fluid mixture away from the combustion cham-
ber. The improved exhaust gas recirculation system
removes a portion of the exhaust fluid passing through
the exhaust means and returns the removed portion of
fluid to the intake means for delivery to the combustion
chamber to improve the combustion of the combustible
fluid mixture and to internally clean the engine. The
improved system includes bleeding means for diverting
a portion of the exhaust fluid passing through the ex-
haust means; conduit means attached to the bleeding
means for carrying the diverted fluid to the intake
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16
4,356,806
10
15
away from said combustion chamber, said exhaust
means including a tail pipe,
air cooled means for
removing a minor effective portion of said exhaust
gas passing through said tail pipe in a normal direc-
tion of travel,
cooling said minor portion of said gas by conducting
heat from the gas with air cooled solid materials
and by expanding the gas, and
returning said cooled minor portion of said exhaust
gas to said intake means for delivery to said com-
bustion chamber to improve the combustion of said
combustible fluid mixture and to internally clean
said engine,
said air cooled means comprising,
(a) channel means integrated with said tail pipe and
having an opening for receiving and diverting from
said tail pipe a minor effective portion of said gas
passing through said tail pipe, said opening and said 20
channel means being positioned with respect to
said tail pipe such that gas flows into said opening
and said channel means while said gas continues to
move in said normal direction of travel;
(b) a single substantially continuous heat conductive 25
conduit
in fluid communication with and connected at one
end to said channel means, and
integrated at the other end and in fluid communica-
tion with said intake means such that a vacuum is 30
formed in said other end of said conduit,
said conduit having an exterior surface and including
(i) a plurality of spaced heat conductive cooling
Tins mounted on and extending outwardly from
at least a portion of said exterior surface of said 35
conduit, said fins drawing heat from said conduit
and said gas passing therethrough and transfer-
ing said heat to air contacting said fins,
(ii) a filter integrated with said conduit and com-
prised of a porous material, said gas diverted
from said tail pipe by said channel means moving
along said conduit and passing into and through
said filter and back into said conduit, said Filter
removing paniculate from said gas passing there-
through and breaking up condensed water drop-
lets carried in said gas,
(iii) a valve integrated in said conduit, said valve
being adjusted so that the vacuum in said conduit
leading to said valve is less than the vacuum in
said conduit leading from said valve to said in-
take means so that fluid traveling through said
conduit expands and cools on passing through
said valve into said conduit leading from said
valve to said intake means.
2. The apparatus of claim 1 wherein said gas passing
through said conduit is cooled to a temperature of less
than 140° F.
3. The apparatus of claim 1 wherein said channel
means diverts IS to 20% of the fluid passing through
said tail pipe into said conduit.
4. The apparatus of claim 3 wherein said opening of
said channel means is positioned in the cylindrical elon-
gate space comprising the interior of said tail pipe and
has an area occupying a minor portion of the cross
sectional area of said cylindrical interior space of said
tail pipe.
5. The apparatus of claim 4 wherein the area of said
opening of said channel means is less than the cross
sectional area of said conduit so that the velocity of said
gas increases as said gas flows through said opening and
said channel means and into said conduit.
40
45
50
55
60
65
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ATTACHMENT B
flfloistwe
Extraction
f y/tcm
SPECI F CATIONS
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18
INDEX
PLATE A TYPICAL "MESCO" INSTALLATION FOR CARS,PICKUPS AND TRUCKS.
PLATE B MOISTURE EXTRACTION TUBE.
PLATE C PRIMARY FINNED TUBE ASSEMBLY.
PLATE D HORIZONTAL FILTER ASSEMBLY.
PLATE E SECONDARY FINNED TUBE ASSEMBLY.
PLATE F SHUT-OFF VALVE ASSEMBLY.
PLATE G MOISTURE FLOW JET INSTALLATION.
INSTALLATION OF TEE IN PCV LINE.
PLATE H OPTIONAL FILTER MOUNT LOCATIONS.
MOISTURE EXTRACTION TUBE PERMISSABLE ARC OF ROTATION.
(
- «
PLATE I MISC. MESCO HARDWARE.
-------
TYPICAL'MESCO" INSTALLATION
FOR CARS PICKUPS AND TRUCKS
COPPER TEE,FOR MOISTURE INTRODUCTION
TO PCV VACUUM ?LCV? LINE INTO ENGINE
INTAKE MANIFOLD AT BASE OF
CARBURETOR
PCV VALVE
5/16" O.D. ?JOISTURE FLO',V CONTROL
JET INSERT.
(CRFICE SIZE DRILLED
PER SKTI:;E C.I.D.)
FILTER. HORIZONTAL
MOUNT ON F2AM3 OR
MUFFLER TAILPIPE UNDEP FLOORBOARD
_ FOR EASY ACCESS
"^ESCO" HOISTORE
EXTRACTION UNIT
MPRIMARY FINNED
COOLING TUBE
^ 1/4" BALL snUT-Of
5/16" 1.0. F^L LTV
CONDARY FINHSD CCCLi::'
TUBS MOUNTED IN FKO::T
OF RADIATOR
PLATE
VO
-------
v ^
) -
)I VERTED
FLO?
-
.....
> <
_. _|
^
"X
IKLST E:n> CF "MESCC" PRIMARY -
CCCLI:." T"BE A3SEV3I.Y.
IVIESCO TAKE OFF TUBE
10 x fi (5/3-x ly
(3RA3S ) FLARE E-V^
ELBO'V.
,No. A!2S-1CO-2.25 7KI7 SHO'.TK
(FULL SCALE) FCR i"3TAi.L;Tic:;
or-; tirFFT/iit r;.iLrir£ (2-1//,11 O.D.)
3LK.,STD..FIFE •
COLLAR. ^AoE ' . ^
-.TELDED TO ^-
10 x "? 'vV'^'" *
(B.n.'.SH) FLA?."
ALTERNATE FOR FI.-Rr
ELuC* IN DIHS'TT-
-IONAL ROUTING CF
ITTTAK-: Em C? TAKE OFF
E. END SV/A^E~ TO
RECEIVE 2-1/4" O.D.
TAILPIPE.
ADAPTER Sni?.LV.
12 rtA"CE STErTL.
J/-1" KOL2. TO--?
V/ELDED TO TAKE OFF
TUBS.
A
i
I '
.0625" '.VALL.
T GA 3 FLO ft
EXT'AUST GAS ^C'.V
___
..i.
1/"'r STEEL ?I.A~E.
i
^.
EXHAUST GAS FLO'.?
i r\
I '.,; — \
PLATE
NJ
O
-------
J/4" 0.3. COPPER
TUSI!.'3
1/2" I.D. COPPER 5/3" BHA3S T?3E NTT
PIPE.v (LCNG^ .* _i.
* . ! !
gl
.__ .L ^^
1/2" I.T.. COPPER BRA?F13 BOND. ?/.1" C.T>. COrP"n
i 1 "f 4
V ^ v1 *
A - CD- **
iJL ^ f
i/ ~T
4
V i i r
5/s" I.D. REINFORCE:/ HOSE. \
't&$
:?o. 1
STEEL
I
r^ ^"
W •_> J
r i r r. . v ^^___
" * '*
3 r
I
| " ,
-* i i /'
* •- '/ '
'AINLESS
3E- CLA105.
:!1
. U 3 i .Tlj .V
* 1 :
1
j
c;
-
HI
111!
\
0"rEri
?E:^ i
i
\/
FINS
J:CH.
i
f
! 1
NXMESCO/X PRIMARY FINNED TUBE ASSEMBLY
FTLL SCALE
FINNED AREA OF 48-0" OK '.!AIN TUBE.
TOTAL LENGTH OF FINNED T733 ASSEKBLY EQUiLo 59-1/2".
PLATE
-------
22
\\
MESCO" HORIZONTAL FILTER ASSEMBLY
•0" R1NG.T'
HALF-SCALE.
7-3/0"
"0" RING.
H4
••>.•
INLET /" '
END CAP. TB"
/ '
1/4" s.o.,s.s.l
HEX NT;~\ -— -!
PERFORATED BRASS
BAFFLE PLATS.
SEE DETAIL ".KLO'7.
TT7
- • ':';•.. -••"-Si;^^*
"":-§:£:
-}.206" O.D.V,
END VIE'tf. SINGLE
INLET CAP.
N /
1/4" WALL,
ACRILIC TUBE
FILTER BODY.
\
OUTLET
CAP.
1/4" N.C.,
S.S. HEX NUT.
FILTER ELEN^KNT.
6-0" '.VIDE x 56-0" LONG.
STAINLESS STEEL.
DOnni.E MESH;
SPEC. T-504 S.S.
ALL END CAPS.
1/4" x d-1/2" N.C.,
ALL THREAD,STAINLESS
STEEL ROD.'
'<. — 3.206" O.D.-*
END VICT. DOUBLE
INLET CAP.
PLATE (D)
5.206
END VIE',V. ALL
OUTLET CAPS.
L
T
J.
1/2" x 2-0" __-*
COPPER PIPE
(5/0") O.D.BRAZED
TO FORfTED 14 GA.
STEEL END CAP.
SIDE VIEW.
SINGLE INLET CAP.
SIDE VIEW.
DOUBLE INLET CAP.
1/4" x 1-0" COPPER
PIPE, (j/0" O.D.
BRAZED TO END CAP.
IT
SIDE VIEW. .
ALL OUTLET CAPS.
NOTE: ALL CAPS HAVE BAKED ENAMEL INTERNAL AND .EXTERNAL SURFACE.
CROSS SECTION
OF FILTER BODY.
3-0" .O.D —
1/8" DIAM1'0")"RING.
SPEC. 2-2Ti2.
1/1!" THICK,BRASS
BAFFLE PLATE.
-------
J 1/4" i.T).
_cr\__ ^ _r. .... *— •
3RAZED 3C}TD.
5/6" O.D. COFrSR
TUBING.
No.8 STAIKLSS3 ST22L
HOSZ CLAMP.
•1/4" I.D. COPPER
I
iiiiiin i
5/16" I.D.
FUEL HOSE.
COPPER FI:*S.
1r* »'T—-* -
w r A "v
MESCO SECONDARY FINNED TUBE ASSEMBLY
SCALE
FIN.TED AHE4 OF 24-0" ON V.-.IM ^*T3ii.
TOTAL LZNGT" CF ?i:iF~j T~B^ A^S-:vRLY
PLATE©
N>
-------
24
VMESCO" SHUT OFF VALVE ASSEMBLY
No.fl S.S.
HOSE CLAmP.
VALVE MOUNT
BRACKET.
No. 18 x 1/2"
METAL SCREW.
5/16" I.D.HOSE FROM SEC-
-OWDART FINNED COOLING TUBE
THREAD HOSB THRU EXISTING
HOLE IN RADIATOR SHIELD.i.e
WIRE FEED HOLE TO HEADLIGHT
OR DRILL 5/a" HOLE.
J1/4" N.P. x 5/16" HOSE BIB.
1 FENDER WELL INSIDE OF
ENGINE COMPARTMENT.
FULL SCALE.
No.? S.S.
HOSS CLAMP.
5/16" I.D. FUEL
HOSE TO TEE IN
PCV LINE.
FOTEt 1/4" N.P.T. BRASS,NEOPRENE SEATED BALL VALVE IS FULL OPEN WHEN FLAT
SIDES ON TOP OF VALVE STEM ARE ALIGNED WITH FLOW LINE. VALVE MAY BE
CLOSED BT TURNING STEM 1/4 TURN. CLOSE ONLY TO ISOLATE MOTOR PROBLEMS
SUCH AS IGNITION ETC.
FLOW
ALTERNATE MOUNTING.
.05" SHIMS.
1/2" WASHER FROM
MOUNTING BRACKET.
HOSE BIB.
DRILL 5/0" HOLE IN RADIATOR SIDE SHIELD..
BREAK OFF 1/4" WASHER FROM MOUNT BRACIET.
1 1
BALL
VALVE.
1-3/4'
ro
O
FULL SCALE.
PLATE (F)
-------
^MESCO"MOISTURE FLOW JET INSTALLATION
FULL SCALE.
HOSE BIB
5/16" O.D. x 1-5/4"
TEST ACCESS TUBE.
\
SHUT OFF
VALVE.
No. o S.S.
HOSE CLAMP.
5/16" O.D.x 5/8"
BRASS FLOW JET.
5/16" I.D. x 4-0" FUEL HOSE.
1-3/4'
5/16" I.D. FUEL
•HOSE TO PCV
VALVE HOSE.
INSTALLATION OFVVTEE*IN PCV LINE
PCV VALVE.
FULL SCALE.
4-0"
PCV HOSE LINE TO ENGINE INTAKE MANIFOLD
AT BASE OF CARBURETOR.
No. 0 S.S.
HOSE CLAMT.
ENGINE VALVE COVER.
VAPORS FROM
CRANK CASE.
No. a S.S.
5/16" I.D. FFEL
HOSE FOR MOISTURE
FLO'.V FROM SHUT OFF
VALVE ASSEMBLY.
DODD
5/l6"O.D.
COPPER
TEE.
P
-------
26
\
S: SELECT HORIZONTAL FILTER MOUNT LOCATION TO ACCOMODATE
FLOfl HOSES AND FOR EASY ACCESS TO CLEAN FILTER ELEMENT
AT 5,000 TO 8,000 MILE INTERVAL.
HALF-SCALE.
FLOOR BOARD OR
TRUCK FLOOR.
No. 36 STAINLESS
STEEL HOSE CLAMP.
INLET END OF
HORIZONTAL //
•'
HORIZONTAL '
FILTER. ^^ ^
OR
FILTER
MOUNT
BRACKET.
N.C.BOLTS.
- TOP -
2-1/4" O.D.-
1NLKT END VIPI'V OF "MKSCO" TAKV OFF
TUBE. 1/2" N.P.T. FLOW OUTLET COLLAR
CAN ?E ROTATED THRU A ARC OF 1oO
•DKORMES TO'ACCOMODATE INSTALLATION
OF PRIMARY FINNED COOLING TU3E.
NOTE; DO NOT LOCATE FLO'AT OUTLET
COLLAR ON BOTTOM SIDE OF
TAKE OFF TUBE.
"MESCO" 100-2.25 MOISTURE
TAKE OFF TUBE,END VIEW.
FULL SCALE.
PLATEfH)
-------
• --27
_ 2-3/4" >\
VISUAL FLOW TUBE (PLASTIC)
1-3//T
TEST ACCESS TUBS (COFF"lQ.
h-
3-0"
t— 1-0" —>K— 1-0" --••>< - 1-0"
1/6" HOLE.
TOP
(BRACKET) FILTER MOUNT
-TT— {
9/32 "J I V_y
23/32"*
1/4" CUT '.VA5HER. .0*5" STUM.
IT?
2-0"
--- J U
-- 1-1/2'
END VIE'Y.
(BRACKET) FILTER MOUNT.
1/4" CUT
WASHER .\
.TOLD.
.f 1-3/8" —
1/2" CUT 'VASHEP.
SIDE VIS'V.
SHUT OFF VALVE
MOUNT BHACKET.
t
1
o
1
i
'
V
r
1/4" HOLE
2-0"
SIDE VIE'.V.
SIDE VIE'.V.
SIDE VIEW.
3/16" P.P. COPPER TKS... 3/8" P.P. COPPER TEE. 5/8" I.D. CLAMP.
INSULATED.
ALL ITEMS. FULL SCALE. --
MISC. MESCO HARDWARE
PLATE
-------
ffloi/turc detraction ly/tcm
Houi docs k work?
Port of the exhaust gases are extiocted from the
tailpipe, cooled and filtered, moisture Is
condensed In the secondary cooler and secondary
filter. Then It Is metered Into the Intake manifold
as the engine runs.
UNMf* do you odd *• uiaUr?
Vou don't. The moisture Is condensed from the
cooled exhaust gases.
Houi mud) does it improve mileage?
Tests and records from previous Installations have
shoujn that better than 10% improvement can
consistently be expected. Some of the units have
shown as much as 26% Improvement.
knprov* milaag* 4 peilor-
mane« on American mad*
standard iii« can. pickupi.
IrucktlRVi
Wttl Side
MILEAGE UNLIMITED
247 5344
992-6119
Does k really give more pouter?
Vou can actually feel the difference LUater
Injection was used on fighter planes In World UJor
U for the sole reason of Increasing power. The
same principle applies to today's cars and trucks.
What effect does it hove on emissions?
€very vehicle that we have tested in an Arizona
certified test station has shown a reduction in
carbon monoxide (CO) to negligible amounts and
a substantial reduction in hydrocarbons (HC,).
Ash to see our results.
What effect does the system hove on (he
engine?
The engine runs cooler. Compression Is often
improved because the engine becomes
decarbonized and spark plugs tend to last longer
Tune-ups ore required less frequently.. UJe hove
found no adverse effects.
Where con you get one?
Call or come and see us at the address below.
Installation and checkout time takes about 4
hours.
FLOW JET
CUT-OFF VALVE
(shawl fitrortoc
Pulls eihau*t gases horn
tailpipe.
Secondary Cooler
Condenses moisture
OFFICE
(602) 955-24U
fltfifCO
inCORPORATa>
Primary Cooler
Cools eihaust gases.
Removes pcvtkulotes and
prevents them bom getting
Into the engine
26Id E. ELM STRKET
PHOENIX ,ARIZ. 1)5016
H
>
n
H
O
tsJ
00
-------
29
ATTACHMENT D
moisture
CHtfCtCtiOA
System
INSTALLATION
INSTRUCTIONS
-------
30
INDEX
INSTALLATION INSTRUCTIONS
PAGE
STEP 1 Single Muffler and Tailpipe. Tailpipe O.D.
Measurement of 2.0", 2-1/4" and 2-1/2" on Cars
Vans, Pickups and Trucks 1-2
Tools Needed 1
Package Parts 1-2
Moisture Extraction System. Illustration 2-A
Filter Components. Illustration 2-B
Filter Mounting Options and Exhaust Extractor
Optional locations. Illustration 2-C
Installation Photos 2-D, 2-E
STEP 2 Mounting the Exhaust Extractor 3-4
STEP 3 Mounting of Primary Heat Exchanger Tube 4
STEP 4 Mounting the Filter Assembly 5-6
STEP 5 Installing the Secondary Heat Exchanger Tube ... 6-7
Secondary Heat Exchanger Mounting.
Illustration 6-A
STEP 6 Mounting the Cut-Off Valve Assembly 8-9
Cut-Off Valve Assembly. Illustration 8-A
STEP 7 Connecting the 5/16" I.D. Hose Assembly (8) .... 9-10
5/16" I.D. Hose Assembly Illustration. 9-A
STEP 8 Watching it Work 10
STEP 9 Tuning 10-11
Maintenance 12-13
Pickups, Vans and Trucks Equipped with Dual Muffler and
Tailpipes. Tailpipe O.D. Measurement of 2-0",
2-1/4" and 2-1/2" 13
Trucks Equipped with Single or Dual Tailpipes. Tailpipes
O.D. Measurement of 3-0" and Over 14
Parts List 15-16
-------
-1- 31
INSTALLATION INSTRUCTIONS
For Model 100-XX* Moisture Extraction System for vehicles
equipped with single muffler and tailpipe. Tailpipe O.D.
Measurement of 2-0", 2-1/4" or 2-1/2". XX* denotes O.D. of
tailpipe.
NOTE: This installation will take between two and four hours
depending upon the characteristics of your vehicle.
TOOLS YOU WILL NEED
Adjustable Wrench
Flat Tip Screwdriver
Knife or Pruning Shears
Hacksaw
1/8" and 1/4" Drill Bits
Timing Light
STEP 1. Remove the parts from the package. The package should
contain the parts as listed below and illustrated on
Page 2-A.
ITEM QTY DESCRIPTION
1 1 Exhaust Extractor
2 1 1/2" 8 x 10 Brass (90 Deg.) Flare Elbow
3 1 1/2" 8 x 10 Straight Brass Half Union
4 1 Primary Heat Exchanger Tube (54" Long)
5 1 Filter Assembly
-------
-2-
STEP 1. (Cont'd.)
ITEM QTY DESCRIPTION
Cut-Off Valve Assembly
Secondary Heat Exchanger Tube (26" Long)
6
7
8
1
1
1
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
10
8
1
2
2
8
1
8
3
2
4
3
1
1
1
1
IMPORTANT:
5/16" I.D. Hose Assembly (With Tee, S,
Visual Tube and Brass Flow Jet
5/8" I.D. Hose
3/8" I.D. Hose
#48 Stainless Steel Hose Clamp
Filter Assembly Mounting Bracket
#10 Stainless Steel Hose Clamps
#6 Stainless Steel Hose Clamps
XX" Muffler Clamp
1/8" x 1/2" Sheet Metal Screws
1/2" Tubing Clamps
3/4" Conduit Clamps
10" Nylon Ties
1/4" x 3/4" Bolt and Nut Assemblies
1-1/2" x 2-0" Rubber Insulation Tube
#36 Stainless Steel Hose Clamp
3/8" O.D. x 2-1/2" Clear Plastic Visual Tube
1/8" x 36" Steel Template Rod
Prior to installing the Moisture Extraction System,
inspect your exhaust system to insure that there
are no holes in the exhaust tubing or muffler, and
that tailpipe and muffler are well secured. Check
to see that PCV Valve is in good condition.
-------
- 2 A -
FIGURE 1. MOISTURE EXTRACTION SYSTEM ASSEMBLY.
33
CUT-OFF VALVE 3/3" HOSE
ASSEMBLY
#6 HOSE CLAM? ,,-
5/16" HOSE
ASSEMBLY
/
SECONDARY HEAT
-.-.EXCHANGE TUBE
^—x
HOSE
(-1 CLAMP
1/2" TUBING CLAMP
"— CLAMPS
FILTER ASSEMBLY
MOUNTING BRACKET
3/8" HOSE
FILTER ASSEMBLY
1/2" TUBING
CLAMP
EXISTING TUBING TO
BASE OF CARBURETOR
MUFFLER
CLAMP
TAILPIPE
\\\^ 5
j^ s i ~
3/4" CONDUIT CLAMP
HOSF: CLAMP
'(2^) 1-1/2" x 2-0" RUBBER TUBE
#36 HOSE CLAMP
PRIMARY HEAT EXCHANGE TUBE
© ©
EXHAUST EXTRACTOR
° x 10 FLARE BRASS COUPLINGS.
(USE WHICHEVER THE INSTALLATION REQUIRES.)
-------
ME SCO" HORIZONTAL FILTER ASSEV3LA
HALF-SCALE.
7-5/0" — -
34
1/4
ACRILIC TUBE
FILTER BODY.
' '\
"0" ;:;ING.
INLET
END CAP.
1/4" N.C. ,S.S.
HEX NUT.
PERFORATED BRASS-
BAFFLE PLATE.
SEE DETAIL BELOW.
OUTLET
'E"D CAP.
^ 1/4" N.C.,
S.S. HEX NTTrr
FILTER ELEMENT.
6-0" WIDE x 56-0" LONG.
STAINLESS STEEL.
DOUBLE MESH:
SPEC. T-304 S.S.
ALL END CAPS.
1/4" x b-1/2" N.C.,
ALL THREAD,STAINLESS
ST^EL ROD.'
-3.206" O.D,->|
END VIEW. SINGLE
INLET CAP.
: «oLE-"*i/4»yi
V HOLE./'
— 3.206" O.D.->-!
END VIEW. DOUBLE
INLET CAP.
T
r\j
• i
O
1/2" x 2-0" r |
^- COPPER PIPE [ "
(5/b") O.D. BRAZED i
TO FORMED 14 GA. j
STEEL END CAP. I
' :!"£ [,•"*""
"""-*
1/21'
^U-
.
X
• - , * '
: \
- 5.206" O.D
END VIEW. ALL
OUTLET CAPS.
1/4" x 1-0" COPPER
PIPE. (3/8" O.D.
BRAZED TO END CAP.
SIDE VIEW.
SINGLE INLET CAP.
SIDE VIEW.
DOUBLE INLET CAP.
SIDE VIEW.
ALL OUTL;™ CAPS.
NOTE: ALL CAPS HAVE BAKED ENA?.TEL INTERNAL AND EXTERNAL SURFACE.
1/0"
O
CROSS SECTION
OF FILTER BODY.
3-0" O.D.—•-*
1/8" DIAM:'0")"R1NG.
SPEC. 2-2^2.
°
GOO
1/4"
HOLE
0
0 O
2-3/8" O.Df
1/c" THICK,BRASS
BAFFLE PLATE.
-------
35
NOTE: SELECT HORIZONTAL FILTER KOUNT LOCATION TO ACCOMODATE
FLOAT HOSES AND FOR E£SY ACCESS TO CLEAN FILTER ELEMENT
AT 5,000 TO 8,000 MILE INTERVAL.
\ \~fi~
HALF-SCALE.
o
v
<
l\ INLET END OF //
\HORIZONTAL /
\7ILTER.
'FLOOR BOARD OR
TRUCK FLOOR.
No. 36 STAINLESS
STEEL HOSE CLAMP.
OR
CAR OR
TRUCK
FRAME.
FILTER
MOUNT
BRACKET.
N.C.BOLTS
- TOP -
"MESCO" 100-2.25 MOISTURE
TAKE OFF TUBE,END VIEW.
INLET END VITV OF "MESCO" TAK" OFF
TUBS. 1/2" N.P.T. FT.C'V O^TL^T COLLAR
CAN BE ROTATED THP.U A ARC OF 1oO
DEfin^ES TO ACCOWODATE INSTALLATION
OP PRIMARY FINNED COOLING TIJI3E.
— MOTE; DO NOT LOCATE FLO.V OUTLET
COLLAR ON BOTTOM SIDE OF
TAKE OFF TUBE.
FULL SCALE.
-------
- 2 D -
36
TAKE OFF TUBE INSTALLATION ON
SINGLE REAR EXHAUST TAILPIPE.
TAKE OFF TUBE INSTALLATION ON
SINGLE REAR EXHAUST TAILPIPE.
*"-*."
RIGHT SIDE FILTER MOUNT UNDER
FLOORBOARD. FILTER OUTLET END VIEW.
PRIMARY COOLING TUBE STABILIZED BY
INSULATED CLAMP ON FENDER BRACE.
TAKE OFF TUBE INSTALLATION ON
SIDE EXHAUST TAILPIPE.
TAKE OFF TUBE INSTALLATION ON
SIDE EXHAUST TAILPIPE.
-------
- 2 E -
37
TAKE OFF TUBES MOUNTED ON
DUAL EXHAUST TAILPIPES.
LEFT SIDE FILTER MOUNTING ON 4 x 4
VEHICLE WITH DUAL EXHAUST SYSTEM.
OUTLET END OF
PRIMARY COOLING
TUBE.
..
CROSS OVER FLOW HOSE SHOWN ATTACHED
TO VEHICLE FRAME MEMBER.
FILTER WITH DUAL INLET HOSES.
DUAL INSTALLATION ON 4 x 4 VEHICLE.
Sc: • •
p
TAKE OFF TUBE MOUNTED ON 4-0"
TAILPIPE.
0
,--
SECONDARY COOLING TUBE MOUNTING.
FORD 900 SERIES.
-------
3~ 38
STEP 2. Mounting the Exhaust Extractor.
Select a suitable straight section of tailpipe eight
or ten inches from the end of the tailpipe, and lay
the exhaust extractor with selected brass fitting (2)
or (3) screwed in hand tight, alongside of tailpipe.
Side outlet port of exhaust extractor can be pointed
up or sideways (See Page 2-C) in a convenient direc-
tion for connection with intake end of primary heat
exchanger tube. Mark location of swaged end and brass
outlet fitting of exhaust extractor (1) on tailpipe.
Use furnished 1/8" x 36" steel template rod and bend
rod in gradual bends, starting at fitting mark on
tailpipe to simulate route of primary heat exchanger
tube forward.
NOTE: Routing should be made to insure that there will be no
interference between the heat exchanger tube and the
tire or the suspension system of the vehicle when the
suspension system is fully compressed or extended.
Avoid direct contact with fuel lines.
Using gloves or suitable hand protection, bend the
primary heat exchanger tube to the template form with
the brass sleeve nut of the tube towards the exhaust
extractor location of the tailpipe. Route remaining
part of tube forward to allow connection of 5/8" flow
-------
-4- 39
STEP 2. Mounting the Exhaust Extractor (Cont'd.)
hose to filter. A verticle rise of 12 inches is allow-
able in forming of tube. At this time, temporarily
place formed tube in position to check final location
of exhaust extractor.
Again place exhaust extractor alongside of selected
position on tailpipe and check line-up of flare nut
fitting on primary heat exchanger tube. (See illus-
trations on Pages 2-D and 2-E). Make straight cut
across tailpipe allowing 1-1/2" in length for slip
over of swaged end of exhaust extractor. Mark tail-
pipe 1-1/2" forward of the cut and install exhaust
extractor on tailpipe. If swaged end of exhaust
extractor does not readily slide onto tailpipe, clean
end of tailpipe or cut lateral 1-1/2" expansion slits
in swaged end of exhaust extractor to allow installa-
tion. Connect flare nut of primary heat exchanger
tube to brass outlet fitting of exhaust extractor.
STEP 3. Mounting of Primary Heat Exchanger Tube (4).
Recheck route clearance of primary heat exchanger tube
before permanently attaching heat exchanger tube to
inside vertical wall of wheel well, fender stay bar,
truckbed or vehicle frcime. (See illustrations on
pages 2-D and 2-E). Install muffler clamp to securely
fasten extractor tube to tailpipe.
-------
_ c _
40
STEP 4. Mounting the Filter Assembly (5).
Select a location approximately midway (front and rear)
under the body on the same side of the frame as the
primary heat exchanger had been mounted in order to
mount the filter assembly in a horizontal position
with sufficient road clearance. There are often holes
in the frame which may be used for this purpose.
Insure that the selected mounting location for the
filter assembly will accommodate connecting hoses to
the front and rear of the filter and that the filter
may be readily accessed for periodic cleaning. . (See
Maintenance).
If holes are not available in the frame, drill 1/8"
holes in the underbody panel using the two holes in
the filter mounting bracket (12) as a guide. (Page
2-C illustrates two mounting options). Place the
large 48 stainless steel clamp (11) between the. two
mounting holes and use the metal screws (16) to secure
the bracket and clamp to the underbody or frame.
Place the filter assembly (5) against the bracket with
the 5/8" tube at the top and pointing toward the pri-
mary heat exchanger just installed in Step 3. Tighten
down the #48 hose clamp until the filter assembly is
snug within the bracket. Do not overtighten this
-------
41
STEP 4. Mounting the Filter Assembly (5) (Cont'd.)
this clamp as distortion of the filter body may
result.
Connect one end of the 5/8" I.D. Hose (9) to the 5/8"
O.D. tube at the top rear of the filter assembly (5)
using the #10 hose clamp (13). Route the hose back
to the front end of the primary heat exchanger (4).
Using the knife or pruning shears, cut the hose off
at this point, leaving enough slack so that the hose
may be slipped approximately 1 inch over the end of
the heat exchanger. Secure the hose on the end of
the heat exchanger using the #10 hose clamp (13).
If there is any objectionable slack in the hose
between the heat exchanger and the filter assembly,
this may be secured against the frame or underbody
using the 3/4" conduit clamps (18).
STEP 5. Installing the Secondary Heat Exchanger (7).
As illustrated on Page 6-A, place the secondary heat
exchanger (7) across the upper front of the radiator,
selecting the locations for two holes in the metal
side shield surrounding the radiator which may be
used to secure the secondary heat exchanger (7) using
the 1/2" tubing clamps (17) and metal screws (16).
DO NOT use the radiator water jacket for securing
-------
- 6 A -
42
,10
5/b" HOSE #6 HOSE
FROM \ CLAMP
FILTER
1/2" TUBING CLAMP
#6 HOSE 5/H" HOSE TO
CLAMP INSIDE OF
ENGINE
/ COMPARTMENT
~ ~ ' t"*".
- \ ENGINE
COMPARTMENT
' /.;-"•'.. '
SECONDARY
HEAT EXCHANGER f
HOOD LATCH POST
;" RADIATOR'.!-.
\
FRONT SHIELD
FIGURE 4. EXAMPLE OF SECONDARY HEAT EXCHANGER MOUNTING
AS SEEN FROM FRONT OF VEHICLE.
. ._/ V
ENGINE
COMPARTMENT
FRONT SHIELD'
(NO SCALE)
mssco
2618 E. ELM STREET
PHOENIX, AZ 85016
(602) 273-6764 • (602) 955-2413
HI-HEAT RESISTANT ADHESIVE UNIT IDENTIFICATION LABEL,
BLUE BACKGROUND T7ITH ALUMINIZED PANELS.
-------
-7- 43
STEP 5. Installing the Secondary Heat Exchanger (7). (Cont'd.)
the secondary heat exchanger. Drill two 1/8" holes
in the metal sideshield in the locations selected,
and secure the secondary heat exchanger using the
tubing clamps and metal screws, leaving at least 1
inch of exposed tubing on either end so that hoses
may be connected.
NOTE: If your vehicle is equiped with airconditioning or
an oil cooler mounted in front of the radiator, it
may be easier to secure the secondary heat exchanger
to the inside of the grille using the nylon ties (19).
Connect one end of the 3/8" I.D. Hose (10) to the
end of the secondary heat exchanger which is on the
same side of the vehicle as the filter assembly had
been mounted. Secure the hose with a #6 hose clamp (14).
Route the remaining hose down to the filter assembly,
avoiding as much as possible hot areas of the engine
compartment or proximity to the exhaust system. Using .
a knife or pruning shears, cut off the hose at a suit-
able length so that it may be secured approximately
3/4" onto the front tube of the filter assembly (5).
Secure the hose to the front tube of the filter assembly
using a #6 hose clamp (14). As before, any objec-
tionable slack in the hose may be secured using the
nylon ties (19).
-------
-8- 44
STEP 6. Mounting the Cut-Off Valve Assembly (6).
The cut-off valve is provided as a means for shutting
off the moisture flow extraction system in order to
perform some engine diagnostics and not as a meter-
ing device. Install cut-off valve between secondary
heat exchangers (7) and the tee connection in the
PCV line.
Two alternate methods of mounting cut-off valve are
shown on Page 8-A.
Method 1 - Mounting on Radiator Sideshield.
Drill 5/8" hole in radiator side shield at approximate
level of outlet end tube of secondary heat exchanger (7)
Avoid interference with existing engine components.
Remove the hose bib, bracket and spacer shims from the
cut-off valve assembly and break off the 1/4" washer
from the mounting bracket. Place the mounting bracket
washer and shims on the threaded end of the hose bib
and insert bib end through the 5/8" hole in the side-
shield, screw bib into the cut-off valve on inner
side of the sideshield as shown on Page 8-A. Tighten
bib until the cut-off valve is securely held against
sideshield.
-------
45
- e A -
*MESCO/7 SHUT OFF VALVE ASSEMBLY
NO.a s.s.
KuSE CLAmi-'.
\
No. 10 x 1/2"
METAL SCREW.
i h ---- U
5/16" i.D.HOSE FROM SEC-
ONDARY FINNED COOLING TUBE.
THREAD HOSE THRU EXISTING
HOLE IN RADIATOR SHIELD,i.e.
TIRE FKED HOLE TO HEADLIGHT
OR DRILL 5/a" HOLE.
5/16" i.D. FUEL
HOSE TO TEE IN
PCV LINE.
|l/4" N.P. x 5/16" HOSE BIB.
' ?ENDER WELL INSIDE OP
ENGINE COMPARTMENT.
NOTE: 1/4" N.P.T. BRASS,NEOPREflE SEATED BALL VALVE IS FULL OPEN WHEN FLAT
SIDES OK TOP OF VALVE STE!.! ARE ALIGNED 7/1TH FLO'.V LINE. VALVE MAY 3S
CLOSED BY TURNING STE1.! 1/4 TURN. CLOSE ONLY TO ISOLATE MOTOR PROBLEMS
SUCH AS IGNITION ETC.
FLOW
.05" SIUMS.
1/2" WASHER FRO"
MOUNTING BRACKET.
HOSE BiB.
ALTERNATE MOUNTING.
DRiLL 5/fl" HOLE IN RADIATOR SIDE SHIELD.
•' BREAK OFF 1/4" WASHER FROM MOCTIT BRACKET.
FULL SCALE.
1-5/16"-
\
HOSE BIB.
1-3/4"
-------
-9- ' 46
STEP 6. Mounting the Cut-Off Valve Assembly (6). (Cont'd.)
Method 2 - Mounting on Fender Well
Drill a 1/4" hole in inside fender well at approxi-
mately the same level of outlet tube of secondary
heat exchanger (7). Remove hose bib, bracket and
shims from cut-off valve assembly. Secure bracket
to fender well with 1/4" x 3/4" bolt. Reassemble
cut-off valve assembly as shown on Page 8-A. Align
valve to permit hose connections. Using 3/8" I.D.
hose, connect outlet end of secondary heat exchanger (7)
to hose bib of cut-off valve. Secure hose with #6 hose
clamps (14). Valve is fully open when flat sides on
top of valve stem are aligned with flow line.
STEP 7. Connecting the 5/16" I.D. Hose Assembly (8).
Locate the hose connecting the PCV valve to the intake
manifold and cut this hose at approximately 3" from
the PCV valve using a knife or pruning shears. Insert
the tee at this point as illustrated on bottom half
of Page 9-A. Connect the short piece of 5/16" I.D.
hose containing the brass flow jet as shown at top
of Page 9-A, to outlet bib of cut-off valve. Hose
assembly will come unitized with brass flow jet in
place and 3/8" x 2-1/2" clear plastic visual tube
instead of 3/4" x 1-3/4" brass test access tube as
shown at top of Page 9-A. Route remaining 5/16" I.D.
-------
47
- 9 A -
VMESCO"MOISTURE FLOW JET INSTALLATION
HOSE BIB
SHUT OFF
7ALVE.
FULL SCALE.
4-0"
-5/8"
5/16" O.D. x 1-5/4'
TEST ACCESS TUBE.
No. o S.5.
riOSE CLAMP.
«T-u*fc«.' ,
5/16" O.D.x 5/8"
BRASS FLOW JET.
5/16" i.D. x 4-0" FUEL HOSE.
J 5/16" I.D. Fl'IL
• HOSE TO PCV
VALVE HOSE.
INSTALLATION OF TEE'IN PCV LINE
FULL SCALE.
PCV VALVE.
4-0"
PCV HOSE LINE TO ENGINE INTAAE MANIFOLD
AT 3ASE OF CARBtTRETOR.
No. a S.S.
HOSE CLAMP.
--TTT'"
Mo. a S.S./ ,
I!CS" CLA',rF.
SKGINE VALVE COVSH.
VAPORS FROM
CRAMXCASE.
5/16" I.D. FUEL
HOSS FOR MOISTURE
FLO',7 F^O'T SHUT CFF
VALVE ASSEMBLY.
-------
-10- 48
STEP 7. Connecting the 5/16" I.D. Hose Assembly (8). (Cont'd.)
hose to installed tee in PCV line and secure with #6
hose clamps as shown on lower section of Page 9-A.
STEP 8. Watching It Work.
With the transmission in "Park" or "Neutral" and with
the Emergency Brake on, start the engine and let it
idle. Insure that the cut-off valve is open. In
several minutes the plastic visual tube between the
cut-off valve and the tee in the PCV line should
become cloudy with tiny moisture droplets, followed
shortly thereafter by a thin trickle of moisture
running through the tube. This indicates that the
unit is operating correctly. While waiting for the
moisture to build up in the system, you may want
to proceed with the engine tuning in Step 9.
STEP 9. Tuning.
Using a timing light, loosen the distributer and
advance the timing 6° beyond the manufacturer's
specified ignition setting. For example, if the
manufacturer recommends the ignition timing to be
set to 8° BTDC, advance the timing to 14° BTDC and
tighten the distributer.
-------
-11- 49
STEP 9. Tuning. (Cont'd.)
NOTE; On late model vehicles equipped with a thermal timing
delay, the engine must be warmed up-.before making
this adjustment and/or the vacuum hose disconnected
from the distributer during the time the adjustment
is made.
If your vehicle pings at this advanced ignition set-
ting, retard the timing by 1-2° or until the pinging
stops. (A well-used mechanic's technique is to
advance the timing until the engine just begins to
ping under load, and then to retard the timing 1°.)
For best results, take your vehicle to a local service
station or garage that performs smog emissions testing
and have them balance your carbutetor for minimum
emissions while the system is working. They can also
set the ignition timing for you if you do not care to
do it yourself.
If your vehicle uses premium fuel, you may now find
that your vehicle will now run just as well on regular
fuel.
The clear plastic tube can remain in place or be re-
placed by furnished 5/16" O.D. x 1-3/4" test access
tube. The inside of the clear plastic tube will
become stained after many miles of use. Tube can be
removed, washed clean and put back in place.
-------
-12-
50
Maintenance
There are only two items on the Moisture Extraction System
that require periodic maintenance: The Filter Assembly and
the Brass Flow Jet. ,
It is recommended that every 5000-8000 miles (or as. often as
you change oil) that you clean the filter mesh and inspect
the flow jet.
The filter assembly is constructed as shown on Page 2-B. In
order to clean the filter mesh,, remove the 1/4" hex nuts from
the front and back filter caps. Loosen the #48 hose clamp
and remove filter body, stainless steel mesh element and
baffle bar rod. Unroll the mesh element and wash clean, along
with the filter body and baffle; rod. Cleaning may be done
with soapy water or shop solvents. Reroll filter mesh element
on baffle rod bar and reinsert in filter body. Wipe carbon
from inside of filter caps. Assemble filter units as removed
with special attention that brass baffle plate is located
at inlet end of filter and that "0" rings are properly located
in filter caps. Place a small amount of silicon sealer on rod
threads extending out of filter caps. Replace hex nuts on
rod and tighten hex nuts snug.
WARNING; The moisture contained in the filter assembly is not
pure water and is likely to be slightly acidic. If
this moisture gets into your eyes, rinse immediately
with clear water.
-------
51
Maintenance (Cont'd.)
Brass flow jet is located in short 5/16" I.D. outlet hose of
cut-off valve. This hose section can be removed and visual
inspection made of jet opening. Replace as removed.
NOTE: The operation of the moisture extraction system
removes and prevents carbon build-up in an engine.
Therefore, if your vehicle has more than 10,000 miles
accummulated when this installation is made, it is
recommended that you clean the filter after the
first 2000 miles of operation and normal maintenance
periods thereafter.
Pickups, vans and truck equipped with dual mufflers and tail-
pipes. Tailpipe O.D. measurement of 2-0", 2-1/4", and 2-1/2".
Install exhaust extractor on each tailpipe as instructed
on Pages 2 and 3. Install filter assembly equipped with
dual inlet cap at selected location. See Pages 3 and 4.
Crossover of primary heat exchanger tube from opposite
vehicle side of filter location must be routed over drive-
shaft to insure clearance for driveshaft movement. (See
photos) . Connect outlet end of each primary heat exchanger
tube to inlet tubes of filter with 5/8" I.D. hose and #10
hose clamps. To complete installation of system from filter
to intake manifold, follow same procedure used in installing
moisture extraction system on vehicles equipped with single
muffler and tailpipe.
-------
-14-
52
Trucks equipped with single or dual tailpipes. Tailpipe O.D,
measurement of 3-0" and over.
Moisture extraction systems are available for trucks with
tailpipes O.D. of 3-0" and over that are equipped with
single or dual tailpipes. Most of these installations
involve in-line welding of moisture extractor on tail-
pipe. See your local dealer or contact:
MESCO, INC.
2618 E. Elm Street
Phoenix, Arizona 85016
(602) 955-2413
MESCO, Inc.
4525*2 E. Van Buren St.
Phoenix, Arizona 85008
(602) 273-6764
-------
-15-
53
"MESCO" MOISTURE EXTRACTION SYSTEMS
PARTS LIST
PART NO.
DESCRIPTION
MES 100-2.00 Moisture Extractor Tube Assembly for 2-0" 0,0. Exhaust Tailpipe
MES 100-2.25
MES 100-2.50
MES 100-2.75
MES 100-3.00
MES 100-3.50
MES 100-4.00
" 2-1/4" O.D. "
" 2-1/2" O.D. "
" 2-3/4" O.D. "
11 3-0" O.D. "
" 3-1/2 O.D. "
" 4-0" O.D. "
MES 100-X2.00 Muffler Clamp
MES 100-X2.25 " "
MES 100-X2.50 " "
MES 100-X2.75 " "
MES 100-X3.00
MES 100-X3.50
MES 100-X4.00
MES 2 1/2" 8 x 10 Brass 90 Deg. Flare Elbow
MES 3 1/2" 8 x 10 Brass Half Union
MES 4 Primary Heat Exchanger Tube (54" Long)
MES 5 Filter Assembly With Single Inlet Tube
MES 5A Filter Assembly With Dual Inlet Tubes
MES 6 Cut-Off Valve Assembly
MES 7 Secondary Heat Exchanger Tube (26" Long)
-------
-16- 54
"MESCO" Moisture Extraction Systems
Parts List (Cont'd.)
MES 8 5/16" I.D. Hose Assembly With Tee's Visual Tube and Brass Flow Jet
MES 9 5/8" I.D. Hose
MES 10 3/8" I.D. Hose
MES 11 #48 Stainless Steel Hose Clamp
MES 12 Filter Assembly Mounting Bracket
MES 13 #10 Stainless Steel Hose Clamp
MES 14 #6 Stainless Steel Hose Clamp
MES 15 Muffler Clamp (Order Per Size)
MES 16 1/8" x 1/2" Sheet Metal Screw
MES 17 1/2" Tubing Clamp
MES 18 3/4" Conduit Clamp
MES 19 10" Nylon Tie
MES 20 1/4" x 3/4" N.C. Bolt and Nut Assembly
MES 21 1-1/2" x 2-0" Rubber Insulation Tube
MES 22 #36 Stainless Steel Hose Clamp
MES 23 3/8" O.D. x 2-1/2" Clear Plastic Visual Tube
MES 24 1/8" x 36" Steel Template Rod
-------
55
ATTACHMENT E
TEST PLAN FOR MESCO EVALUATION
1. TEST FACILITY
The facility used for the testing will the University of
Santa Clara Mechanical Engineering Test Laboratory, Santa
Clara, California.
The test coordinator will be Ms. Kelly Erin O'Brian of the
above facility.
2. TEST APPROACH
The vehicle to be tested will be provided by Mesco Corpora-
tion. The test vehicle will be subjected to four identical
series of tests, each comprising a cold-soak period, a
cold-start, city test series and a highway test series.
Testing will be performed using the chassis dynamometer and
emissions analysis facilities at the above facility.
The testing will take place on four consecutive days in the
above identified facility with no modifications other than
those subsequently identified to the test vehicle between
tests.
MESCO TEST PLAN
-------
- 2 - 56
3. TEST PROCEDURE
The testing will be completed in four steps as follows :
A. Baseline Test
1. The test vehicle will be run through the full
test series with no operational modifications.
2. CO, C02, HCx and NOx emissions will be col-
lected and analyzed.
3. Fuel consumption will be monitored.
B. Timing Adjustment Test
1. The test vehicle will be run through the full
test series with the ignition timing advanced
a specified number of degrees beyond the noted
baseline setting.
2. CO, C02, HCx and NOx emissions will be col-
lected and analyzed.
3. Fuel consumption will be monitored.
C. MESCO Device Operational Test
1. The test vehicle will be run through the full
test series with the MESCO device installed
and operational.
2. No other modifications to the ignition timing,
carburetion or other vehicle operational
adjustments will be performed.
3. CO, C02, HCx and NOx emissions will be col-
lected and analyzed.
4. Fuel consumption will be monitored.
MESCO TEST PLAN
-------
- 3 -
D. Emissions Control Equipment Test
1. The catalytic converter will be removed and
replaced with straight exhaust tubing.
2. The EGR valve will be disabled.
3. The veractor pump will be disabled.
4. No other modifications to the ignition timing,
carburetion or other vehicle operational
adjustments will be performed.
5. The test vehicle will be run through the full
test series with the MESCO device installed
and operational.
6. CO, C02, HCx and NOx emissions will be col-
lected and analyzed.
7. Fuel consumption will be monitored.
MESCO TEST PLAN
-------
ATTACHMENT F
UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
? ANN ARBOR. MICHIGAN 48105
February 17, 1983
Mr. Charles W. Freesh
President, Mesco Inc.
2618 East Elm Street
Phoenix, Arizona 85016
Dear Mr. Freesh:
We received your letter of January 29 in which you applied for an EPA
evaluation of your Mesco device and requested our comments on your pro-
posed test plan.
Our Engineering Evaluation Group has conducted a review of your applica-
tion. The information supplied appears to satisfactorily describe your
device. It appears that you are now ready to undertake testing at an
independent laboratory. I have enclosed a copy of the basic test plan
for 511 evaluations, a description of the test cycles, and a list of
representative vehicles.
Since it is clear the device will affect emissions and fuel economy, the
testing should include the complete Federal Test Procedure. However,
either cold start or hot start testing would be acceptable to us for this
stage of the evaluation. Test Plan B (parameter adjustments required
and no mileage accumulation required) is appropriate for your device.
You may use the Test Sequence Code that you feel is most appropriate.
Two vehicles will need to be tested. This will require a minimum of 12
FTPs and 12 HFETs. If you wish, you may supplement these tests with
additional tests such as the Emission Control Equipment Test given in
your application.
We have considered the test plan you proposed but find that it does not
have a sufficient number of tests and vehicles. With normal test-to-test
and vehicle variability, the test sequence outlined in the preceding
paragraph is the minimum needed to indicate that any changes noted in
testing are statistically significant.
By March 11, please let us know the test sequence you select, the labora-
tory you have selected, and the scheduled dates for your testing. Also,
please let me know how you intend to monitor fuel consumption. If you
have any questions or require further information, please contact me at
(313) 668-4299.
Sincerely,
Merrill W. Korth
Device Evaluation Coordinator
Test and Evaluation Branch
Enclosure
-------
mcsco
inCORPOROTCD
ENVIRONMENTAL PROTECTION AGENCY
MOTOR VEHICLE EMISSION LABORATORY
2565 PLYMOUTH ROAD
59
ATTACHMENT G
2618 East Elm Street
Phoenix, Arizona 85616
(602) 955-6580
ANN HARBOR, MICHIGAN 48LQ5'
ATTN: MR. MERRILL W. NORTH
Dear Sir:
Per our conversation by phone on March 22, 1983 I am forwarding
a copy of the TEST PLAN FOR MESCO EVALUATION, Revision 1 of March 9,1983.
The original was mailed to your office on March 11,1983.
I appreciate your courtesy call explaining the change in policy that
requires additional testing by the EPA Laboratory but I believe this change
in policy will inhibit submissions by inventors of Add-on devices that could
possibly benefit the EPA program.
Yours respectfully,
Pres.
Charles W. Freesh
-------
60
TEST PLAN FOR MESCO EVALUATION
Revision 1
March 9, 1983
1. GENERAL
This test plan is the first revision of the test plan for
Mesco Inc. Moisture Extraction System, submitted to the EPA
as part of the application for evaluation of the Mesco Mois-
ture Extraction System.
This test plan has been revised to incorporate comments and
recommendations from EPA personnel and test personnel at the
University of Santa Clara Mechanical Engineering Laboratory.
2. TEST FACILITY
The facility used for the testing will the University of
Santa Clara Mechanical Engineering Test Laboratory, Santa
Clara, California.
The test coordinator will be Ms. Kelly Erin O'Brian of the
above facility.
3. TEST APPROACH
The vehicles to be tested will be provided by Mesco Corpora-
tion. Testing will be performed using the chassis dynamome-
ter and emissions analysis facilities at the above facility.
The testing will take place in the above identified facility
with no modifications other than those subsequently identi-
fied to the test vehicle between tests.
Two vehicles will be used for test evaluation. Each vehicle
will be evaluated with* a series of 511 type LA-4 and HWFET
MESCO TEST PLAN Revision 1
-------
MESCO TEST PLAN Revision 1 61
test procedures. No cold soak period will be employed
between tests and all test series will be performed using
commercially available unleaded fuel obtained from the same
source on the same day. The tests to be performed are out-
lined in the following:
Page 2
-------
MESCO TEST PLAN Revision 1 62
3.1 Vehicle »1
i
The first vehicle will be submitted to the following test
sequences:
•
1. Baseline Tests
- No modifications to vehicle.
a. LA4 + HWFET series with gravimetric fuel con-
sumption monitoring.
b. Repeat of LA4 + HWFET series with no gra-
vimetric fuel consumption monitoring.
2. Device Tests
- Moisture Extraction System installed and ignition
timing adjusted.
a. LA4 + HWFET series with gravimetric fuel con-
sumption monitoring.
b. Repeat of LA4 + HWFET series with no gra-
vimetric fuel consumption monitoring.
3. Parameter Tests
- Moisture Extraction System removed and ignition
timing setting retained.
a. LA4 + HWFET series with gravimetric fuel con-
sumption monitoring.
b. Repeat of LA4 + HWFET series with no gra-
vimetric fuel consumption monitoring.
4. Emissions Control Equipment Tests
- Moisture Extraction System re-installed, ignition
timing setting retained, catalytic converter
removed, EGR valve disabled and air pump disabled.
a. LA4 + HWFET series with gravimetric fuel con-
sumption monitoring.
b. Repeat of LA4 + HWFET series with no gra-
vimetric fuel consumption monitoring.
5. Vehicle restored to Baseline condition.
Page 3
-------
MESCO TEST PLAN Revision 1 . 63
3.2 Vehicle #2
The second vehicle will be submitted to the following test
sequences:
1. Baseline Tests
- No modifications to vehicle.
a. LA4 + HWFET series
b. Repeat of LA4 + HWFET series
2. Device Tests
- Moisture Extraction System installed and ignition
timing adjusted.
d. LA4 + HWFET series
b. Repeat of LA4 + HWFET series
3. Parameter Tests
- Moisture Extraction System removed and ignition
timing setting retained.
a. LA4 + HWFET series
b. Repeat of LA4 + HWFET series
4. Vehicle restored to Baseline condition.
Page 4
-------
MESCO TEST PLAN Revision 1
TEST TYPES
The types of tests are differentiated by the condition of
the vehicle while the test procedures are being performed.
The four types of tests which will be performed are as fol-
lows : "
A. Baseline Test
_. The test vehicle will be submitted to the test
series with no operational modifications.
2. CO, CO2, HCx and NOx emissions will be col-
lected and analyzed.
3. Fuel consumption will be monitored by calcula-
tion of CO2 emissions and, where designated,
by consumed weight (gravimetric) method.
B. Device Test
1. The test vehicle will be submitted to the test
series with the MESCO device installed and
operational. Ignition timing will be advanced
a specified number of degrees beyond the noted
baseline setting.
2. No other modifications to the carburetion or
other vehicle operational adjustments will be
performed.
3. CO, CO2, HCx and NOx emissions will be col-
lected and analyzed.
4. Fuel consumption will be monitored by calcula-
tion of C02 emissions and, where designated,
by consumed weight (gravimetric) method.
Parameter Test
1. The test vehicle will be submitted to the test
series with the device removed. The ignition
timing will be retained at the previous
advanced setting. No other modifications to
the vehicle will be performed.
2. CO, C02, HCx and NOx emissions will be col-
lected and analyzed.
3. Fuel consumption will be monitored by calcula-
tion of C02 emissions and, where designated,
by consume'd weight (gravimetric) method.
Page 5
-------
65
MESCO TEST PLAN Revision 1
D. Emissions Control Equipment Test
1. The test vehicle will be submitted to the test
series .with the MESCO device re-installed and
operational.
2. The catalytic converter will be removed and
replaced with straight exhaust tubing.
3. The EGR valve will be disabled.
». The veractor pump will be disabled.
„. No other modifications to the ignition timing,
carburetion or other vehicle operational
adjustments will be performed.
6. CO, C02, HCx and NOx emissions will be col-
lected and analyzed.
7. Fuel consumption will be monitored by calcula-
tion of C02 emissions and, where designated,
by consumed weight (gravimetric) method.
Page 6
-------
66
ATTACHMENT H
/ A \ UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
I ^l/^ r ANN ARBOR. MICHIGAN 48105
V^^^^-S?
OFFICE OF
AIR. NOISE AND RADIATION
April 5, 1983
Mr. Charles W. Freesh
President, Mesco Inc.
2618 East Elm Street
Phoenix, AZ 85016
Dear Mr. Freesh:
We received your undated letter on March 28 in which you provided a
revised test plan for the Mesco device.
The test plan you submitted is acceptable. However, you did not identify
the two test vehicles you selected or give the test dates. Also, the
test plan did not state that the test lab would prepare the vehicles and
install the device. I presume the vehicles will be selected from our
recommended list and that the lab will prepare them as outlined in the
basic test plan I sent you.
Our evaluations of the effectiveness of devices is based largely on the
independent lab results and, if required, our own confirmatory testing.
The change in policy requiring applicants to bear the costs of
confirmatory testing by EPA is as a result of a recent ruling. We are
now beginning to implement this directive but have not finalized the
procedures. We anticipate that those devices well along in the process
will be exempt but that more recent applicants like yourself, will be
charged. In either case, it is in your interest to complete testing as
soon as possible.
By April 20, please let me know the scheduled dates of your testing at
the University of Santa Clara. Please contact me if you have any
questions or require further information.
Sincerely,
Merrill W. Korth
Device Evaluation Coordinator
Test and Evaluation Branch
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67
ATTACHMENT I
> UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
bU
' ANN ARBOR. MICHIGAN 48105
May 27, 1983 ,
OFFICE OF
AIR. NOISE AND RADIATION
Mr. Charles W. Freesh, President
Mesco, Inc.
2618 East Elm Street
Phoenix, AZ 85016
Dear Mr. Freesh:
This letter is to inform you of our intended action with respect to our
evaluation of the "Mesco" device.
As you know, we need additional test data which support the claims for
the device. Based on our conversations, your letter that we received on
March 28, and our letter of April 5, it was our understanding that you
planned to test the device in the immediate future (within two weeks) at
the University of Santa Clara. However, we find that you have taken no
positive action to meet this schedule and question whether you are
serious about having your device evaluated.
Because of the need to complete our evaluation in a timely manner, we
have established a deadline of June 17 for you to submit the appropriate
test data. If you do not meet this deadline, we plan to terminate the
program since we have no technical reasons for continuing the evaluation
on our own.
A final evaluation report will be prepared and a notice published in the
Federal Register announcing the conclusions of our evaluation and the
availability of the final report. You will be sent a draft copy of the
final report and the notice prior to their release. Additionally, Mesco
will be added to our list as a device for which an evaluation was
performed. This list is distributed to interested parties upon request.
If you do not complete the test program now and should decide to have the
device evaluated in the future, a new application will be required. I
will be glad to work with you at that time. If you have any questions
regarding this matter, please contact me at (313) 668-4299.
Sincerely,
Merrill W. Korth
Device Evaluation Coordinator
Test and Evaluation Branch
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mcico
• ~ 68
ATTACHMENT J
2618 East Elm Street
Phoenix, Arizona 85016
June 13, 1983
Environmental Protection Agency
Motor Vehicle Emission Laboratory
2565 Plymouth Road
Ann Harbor, Mich. 48105
Attn: Mr. Merrill W. Korth
Dear Sir:
An amended (appendix 1) State of California Air Resources Board Vehicle
Code Section 27156 Exemption Application Form has Veen forwarded on June 7,1983
to Mr. John Chao of the California Air Resources Board.
C. A. R.'B. required tests will be conducted at the University of Santa Clara
Mechanical Engineering Laboratory, Santa Clara, California.
The test coordinator will be Ms. Kelly Erin O'Brien of the above facility.
A copy of test results will be forwarded to your office.
Yours respectfully
Charles W. Freesh
Pres. Mesco Inc.
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UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
ANN ARBOR. MICHIGAN 48105
69
ATTACHMENT K
OFFICE OF
»0 ,-00 AIR. NOISE AND RADIATION
June 22, 1983
Mr. Charles W. Freesh, President
Mesco, Inc.
2618 East Elm Street
Phoenix, Arizona 85016
Dear Mr. Freesh:
We received your letter of June 13, 1983 in which you advised us of your
current test plan for the "Mesco Moisture Extraction System."
You stated that the purpose of the testing was to conduct the sequence
required by the GARB. If you are still planning to meet our
requirements, you should be aware that there are several differences in
the GARB and EPA evaluation programs. We suggest that you review the
test package and test plan we sent you previously to ensure that your
testing will meet our requirements as well as those for the GARB.
While we will be glad to review the test results, we are obligated to
complete the 511 process in a timely manner and are continuing with our
evaluation. Any new data will be incorporated in the evaluation if they
arrive before it is completed.
If we can be of any . further assistance, please contact me at (313)
668-4299.
Sincerely,
Merrill W. Korth
Device Evaluation Coordinator
Test and Evaluation Branch
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