EPA-AA-TEB-511-8 3-12
EPA Evaluation of Che HYDRO-VAC Device Under
Section 511 of the Motor Vehicle Information
arid Cost Savings Act
by
Stanley L. Syria
August 1983
Teat and Evaluation Branch
Emission Control Technology Divison
Office of Mobile Sources
U.S. Environmental Protection Agency
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EPA Evaluation of the HYDRO-VAC Device Under Section 511 of the Motor
Vehicle Information and Cost Savings Act
The Motor Vehicle Information and Cost Savings Act requires that EPA
evaluate fuel economy retrofit devices and publish a summary of each
evaluation in the Federal Register.
EPA evaluations are originated upon the application of any manufacturer
of a retrofit device, upon the request of the Federal Trade Commission,
or upon the motion of the EPA Administrator. These studies are designed
to determine whether the retrofit device increases fuel economy and to
determine whether the representations made with respect to the device are
accurate. The results of such studies are set forth in a series of
reports, of which this is one.
The evaluation of the "HYDRO-VAC" device was conducted upon the
application of the manufacturer. The product is claimed to improve fuel
economy and performance for both gasoline and diesel fueled vehicles. It
is classified by EPA as a vapor-air bleed device.
1. Title:
Application for Evaluation of HYDRO-VAC 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:
HYDRO-VAC
b. Inventor and Patent Protection:
(1) Inventor
James T. Griffin
7005 Mapleridge
Bellaire, TX 77401
(2) Patent
"Have not applied for a patent yet"
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c. Applicant;
(1) Name and address
James T. Griffin
Griffin Sales Co., Inc.
7005 Mapleridge
P.O. Box 1627
Bellaire, TX 77401
(2) Principals
James T. Griffin, President
Gregory 0. Griffin, Vice President
(3) [James Griffin is authorized to represent Griffin Sales
Co., Inc.' in communication with EPA.]
d. Manufacturer of the Product:
(1) Name and address
James T. Griffin
Griffin Sales Company, Inc.
7005 Mapleridge
P.O. Box 1627
Bellaire, TX 77401
(2) Principals
James T. Griffin, President
Gregory 0. Griffin, Vice President
Description of Product:
a. Purpose:
"To increase miles per gallon and improve performance of
automobiles and light trucks, either gasoline or diesel fueled."
b. Applicability:
(1) Vehicles
"Types of vehicles for which the HYDRO-VAC may be used include,
but not limited to, any automobile or light truck, gasoline or
diesel fueled: any number of cylinders, any make, model, year,
engine size, ignition type, carburetion, and type of
transmission is satisfactory. Engine must have some kind of
vacuum system, preferably manifold vacuum. No adjustments
required. The regulating valve of the HYDRO-VAC unit makes it
adaptable to all sizes of engines, for example, 4-cylinder
Volkswagen engines to 500 cu. inch Cadillac V-8 engine.
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"In freezing weather the HYDRO-VAC reservoir, which contains
water, should be protected from freezing by the addition of
methanol alcohol, gas additive or gas anti-freeze. Usually, 1
to 2 ounces per pint of water in the reservoir will prevent
freezing down to zero degrees F."
Theory of Operation:
"Air-water vapor is drawn into the intake manifold by vacuum
through the air intake tube which extends to bottom of water
reservoir. The air bubbles up through the water creating an
air-water vapor. This vapor enters the firing chambers through
the intake manifold. Here the vapor turns into steam from the
high temperatures produced there when the engine is running.
The vapor, upon turning into steam, multiplies itself many times
in volume instantaneously at time of fuel-air detonation,
helping to create the energy necessary to push the piston down.
At this time some of the heat (B.T.U.s) from the engine is
utilized to produce useful energy which results in more miles
per gallon and more produced horsepower. Water usage is
approximately one (1) pint per 400 to 500 miles- Extra miles
per gallon will vary from one car to another, but can be
calculated through tests. Increase in miles per gallon may also
be gradual over several tanks full of fuel. Tests have proven
from 10% to 20% increase in miles per gallon."
Construction and Operation:
"See literature, installation instructions, schematic, and
sample HYDRO-VAC unit enclosed." [Attachments A and B of this
evaluation]
Specific Claims for the Product:
"The HYDRO-VAC unit has proven through thousands of miles of
testing and research and development to increase miles per
gallon from 10% to 20%, and improve performance on both gasoline
and diesel fueled vehicles. For example: 1978 Cadillac DeVille
4-door sedan, 425 cu. in. V-8 engine, gasoline fuel, 4-bbl
carburetor, automatic transmission, same driving conditions:
Without HYDRO-VAC With HYDRO-VAC
Ending Miles: 39,342 44,318
Start Miles: 39,165 44,087
Net Miles Driven: 177 231
Gasoline Used-Gallons: 17.1 19
Net Miles Per Gallon: 10.35 12.6
Percent of increase in MPG with HYDRO-VAC: +21.74%.
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5
Visual inspection of spark plugs reveals the removal of carbon
deposits, and we assume the removal of carbon from the firing
chambers for the same reason."
f. Cost And Marketing Information:
"Suggested retail price is $50.00 per each HYDRO-VAC unit, plus
installation charges. Ease of installation as shown by the
instructions indicates that many users could install the
HYDRO-VAC unit themselves."
4. Product Installation, Operation, Safety and Maintenance:
a. Installation - Instructions, Equipment, and Skills Required:
"See Installation Instructions enclosed [Attachment B]. The
only tool required is [a] pocket knife or cutting instrument
with which to cut the rubber vacuum tubing, and the ability to
locate an existing vacuum tube in which to insert the Insert-T."
b. Operation:
"See Instructions enclosed and par. 3.c., page 2."
c. Effects on Vehicle Safety:
"There are no safety hazards to be encountered whether the
HYDRO-VAC unit works or not. Should the unit fail to function
properly, i.e., shuts off completely or runs out of water, the
engine should continue to run without any adverse effect except
the user would not be receiving the benefits of the HYDRO-VAC."
d. Maintenance:
"The only maintenance required is to replenish the water in the
reservoir, approximately one (1) pint of water per 400 to 500
miles, and protect the unit from freezing during winter months.
See par 3.b. (2), page -2-." [3.b.(l) of this evaluation].
5. Effects on Emissions and Fuel Economy:
a. Unregulated Emissions:
"Unknown"
b. Regulated Emissions and Fuel Economy:
(1) "Emissions: Unknown."
(2) "Fuel economy: See par. 3.e above, page -3-."
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The following Sections are EPA's analysis and conclusions for the device.
6. Analysis
EPA evaluated che application and found no problems with the
information regarding device identification, purpose, description,
construction, cost, operation, vehicle safety, and maintenance.
With respect to the information given in the balance of the
application, EPA has the following concerns.
a. The applicant states the HYDRO-VAC device is applicable to
"gasoline or diesel fueled engines" and that the "engine must
have some kind of vacuum system." Because diesel engines do not
have an inherent vacuum source, the applicant was asked to
explain how the device functions on diesel engines (Attachment
C). The applicant responded (Attachment D) that he connected
the device to a vacuum line which discharges into the air intake
manifold. Because the applicant's explanation was not
sufficiently detailed, EPA is yet uncertain how the device is
able to function on diesel engines. •
The applicant also states the device is applicable to any make,
model, and engine (with a vacuum source). While it may be true
that the device can be adapted to any engine, it does not
necessarily mean benefits will be realized. For example, if
benefits can be achieved with the device, they could be in part
attributable to the enleanment of the air-fuel mixture due to
the bleeding of air by the device. Although the device may be
installed on late model vehicles having feedback emission
control systems, these systems can automatically compensate for
the enleanment and thereby negate any fuel economy or emission
benefits that are due to enleanment.
b. Based on the information submitted, the theory of operation was
judged to be adequate with respect to EPA being able to develop
an understanding of how the device is designed and is supposed
to function. It appears the device is a vapor-air bleed device
which meters varying amounts of air and water vapor into the
engine's induction system. Thus, -this device differs from
injection systems which pump water as a liquid into the engine's
intake system.
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The applicant's theory of operation is that the inducted vapor
turns into steam which multiplies itself many times in volume,
thereby helping to push the piston down. He also states that at
the same time, some of the heat from the engine is utilized to
produce useful energy which results in improved fuel economy and
power. The applicant does not mention what impact the addition
of air may have on the combustion process.
In EPA's judgment there is considerable question that this
device will produce the benefits claimed or that any benefits
are achieved for the theoretical reasons outlined by the
applicant. The amount of water vapor introduced by this device
is very small; too small to likely produce a significant effect
on the combustion process. Some other devices that introduce
larger amounts of "liquid" water in conjunction with adjustments
in engine parameters have produced modest improvements in fuel
economy. In that situation the larger amount of water lessens
the engine's tendency to detonate and permits operation at a
more advanced ignition timing setting, which results in improved
fuel economy. Water injection at these higher rates lowers
oxides of nitrogen emissions but when ignition timing is
advanced to improve fuel economy, a major portion of the oxides
of nitrogen reduction may be lost.
There are two generally accepted concepts as to why water
injection reduces oxides of nitrogen and lowers the fuel octane
requirement of the engine. One theory maintains that in the
combustion process, the inert water molecules intersperse among
the molecules of fuel and oxygen and make it more difficult for
the fuel and oxygen to get together for combustion. The speed
of the reaction is thereby decreased lowering the peak
combustion temperature and lessening the tendency to detonate or
form oxides of nitrogen. The second theory maintains that as
the water vaporizes in the combustion chamber the fuel/air
mixture is cooled which ultimately results in a lower peak
combustion temperature. In any case, the end result is less
detonation and lower oxides of nitrogen.
In a recent study, it was found that the addition of significant
amounts of water as liquid caused essentially no change in fuel
economy. If the water is vaporized prior to entry into the
combustion chamber, there will be even less benefit for two
reasons. First, the vapor displaces some of the oxygen which
Bruce D. Peters and Russell F. Stebar, "Water-Gasoline Fuels — Their
Effect on Spark Igni.-.ion Engine Emissions and Performances", General
Motors Corporation Research Labs, SAE Paper 7 60547, June 1976.
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decreases the volumetric efficiency. Second, because the water
is already vaporized, there is little evaporative cooling of the
fuel/air charge and there is little benefit from the cooling
phenomenon discussed above. During World War II water (as
liquid) injection was used on aircraft to improve takeoff
performance. In this situation a large amount of water lowered
cylinder head temperatures and permitted takeoffs at higher
intake manifold boost pressures. The increased takeoff power
was due to an increased quantity of fuel/air charge that
resulted from the higher boost pressure, not due to the water
injection itself.
There is a popular concept that introducing water in any
quantity and any form is beneficial to the operation of an
internal combustion engine. As a result many vapor injection or
steam injection devices have been submitted to EPA for
evaluation. In most cases the amount of water introduced is
insignificantly small. Regrettably, none of the vapor devices
produced significant benefits and only one water injection
device produced fuel economy benefits and that was at the
expense of increased emissions.
Fuel economy and performance benefits are claimed for the device
in this evaluation although the applicant did not submit
adequate substantiating data for any of the claims. The
applicant was requested to submit additional test data to
support his claims and EPA also provided a recommended test
plan (Attachment B). However, the applicant did not respond
to EPA's request. Because the device is capable of leaning the
air-fuel mixture, it may cause fuel economy benefits for some
vehicles. This would be more noticeable on older
gasoline-fueled vehicles with richer air-fuel mixture
calibrations than on more recent models which are calibrated
very lean and/or have feedback emission control systems. EPA
has evaluated several vapor—air bleed devices of various designs
applicable to gasoline-fueled engines and none were found to
cause significant benefits. EPA expects even less benefit with
diesel engines because they have leaner air-fuel mixtures than
gasoline engines. Thus, EPA has no technical reason for
expecting significant benefits when using the HYDRO-VAC device.
The installation instructions (Attachment B) were not clear as
to whether manifold and/or ported vacuum signals should be used
to operate the device. Another concern is that the distributor
vacuum advance line is suggested as being an acceptable point to
tap into for the operating vacuum signal. Because the device
does bleed air, it can only weaken the signal sensed by the
distributor vacuum advance unit, and consequently the timing
will not advance properly. Because vacuum advance can have a
significant impact on fuel economy during cruise operation, the
device may have an adverse effect on fuel economy benefits for
some engines.
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Another concern is that a purchaser who locates a vacuum source
when the engine is cold, installs the device, and observes
bubbles and turbulence in the fluid reservoir (checkout
procedure recommended by instructions), may find the device does
not function when the engine is at operating temperature. The
reason for this is that inline temperature sensors are used
extensively on today's engines for purposes of modifying the
signal. Thus, it is important the selection of the vacuum line
be done when the engine is at operating temperature.
The applicant was asked about these concerns (Attachment C). He
responded (Attachment D) that the device would work on either
ported or manifold vacuum, but would give better results on the
latter. He also stated that on the vehicles he tested, he did
not have to reset the timing because of the device being
attached to the distributor vacuum line. EPA is still of the
opinion that tapping into the distributor vacuum line can only
have an adverse effect on timing and fuel economy. The
applicant did not address the temperature sensor issue.
Attached to the applicant's letter are revised installation
instructions with improved statements regarding the selection of
vacuum lines. The revised instructions could be further
improved by stating that vacuum line selection should be made
with the engine at operating temperature.
e. The applicant states the impact on unregulated emissions is
unknown. Based on the design of the device, EPA does not expect
any impact on unregulated emissions.
f. The applicant did not submit test data in accordance with the
Federal Test Procedures 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 applicant was requested (Attachment E) to submit
additional data to support his claims but he did not respond.
Eventually, he notified EPA he could not fund the required
testing at this time and that he did not want to proceed any
further into the evaluation. Thus, EPA has no data which
support the claims made for the device.
*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 stc.ndardized procedures are acceptable as supplemental data in
EPA's preliminary evaluation of a device.
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7. Conclusions
EPA fully considered all of the information submitted by Che
applicant. The evaluation of the HYDRO-VAC device was based on that
informal;ion and EPA's engineering judgment. The applicant failed to
submit adequate information and data which would substantiate his
claims for the device. EPA has evaluated several similar produces
and none were found no cause significant benefits. For these
reasons, EPA has no technical basis to support the claims made for
the device or to continue the evaluation on its own.
FOR FURTHER INFORMATION CONTACT; Merrill W. Xorth, Emission Control
Technology Division, Office of Mobile Sources, Environmental Protection
Agency, 2 565 Plymouth Road, Ana Arbor, MI 4810 5, (313) 668-4299.
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11
Attachment A
Attachment 3
Attachment C
Attachment D
Attachment E
List of Attachments
Copy of device advertising brochure.
Copy of installation instructions.
Copy of letter from EPA to Griffin Sales Company,
Inc., January 20, 19 83.
Copy of letter from Griffin Sales Company, Inc., to
EPA, January 28, 1983.
Copy of letter from EPA to Griffin Sales Company,
Inc., February 22, 1983.
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MORE MILES PER GALLON IMPROVE PERFORMANCE
ATTACHMENT A 12
SAVE DOLLARS
HYDRO - VAC SYSTEM
An adaption of water induction system used on World War II aircraft
engines to increase power. Designed to increase liles per gallon
and inprove performance of your car and/or truck engine. Reports
indicate 10Z to 20Z increase in miles per gallon.
OTHER BENEFITS ARE;
1. Saves money on fuel and maintenance cost.
2. Low initial cost.
3. Lasts the life of your engine.
4. Easy to Install and maintain.
5. Can be used on engines fueled with gasoline or diesel.
6. Is 1002 safe.
7. Produces more horsepower from your engine.
8. Promotes more efficient burning of fuel-air mixture.
9. Reduces "dieseling".
10. Spark plugs stay cleaner longer.
11. Can be moved from one vehicle to another.
WARRANTY: You must be satisfied. Should you for any reason not be
satisfied with the increase in MPG or performance within 60 days from
date of purchase, return the complete HYDRO-VAC unit to your dealer
for full refund of purchase price. Guaranteed against defects in mat-
erial Si workmanship for period of one year from date of purchase. Warrant
is restricted to the replacement of the entire unit or any component
part thereof. No other warranty is expressed or implied.
HOW THE HYDRO-VAC SYSTEM WORKS:
Water-air mixture is introduced into the firing chambers through the
vacuum system of your engine. The fuel-air mixture of your engine is
cooled by the HYDRO-VAC vapor thereby causing the fuel-air mixture to
become more dense. Upon entering the firing chamber and being detonated,
the expansion of the gases is greater, thereby producing more horsepower
which results in more miles per gallon.
The unique regulating valve (patent pending) regulates the amount of
vapor introduced into the firing chambers in the correct amount by the
modulating devise which partially closes on high vacuum- (low R.P.M.'s)
when less fuel is required) and opens wide on.moderate vacuum (higher
R.P.M.'s when more fuel is required). The net result is more miles per
gallon and better performance from your engine.
SOLD BY: GRIFFIN SALES COMPANY, Inc., P.O. Box 1627 , Bell^ire, Tx . 77401.
PRICE:
NAME:
ADDRESS:
CITY, STATE, ZIP':
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ATTACHMENT B
13
HYr)30-VAC SYSTEM
INSTALLATION INSTRUCTIONS: See Installation Schematic below.
1. Install reservoir (Fig.A) in suitable place in engine compartment
of vehicle where reservoir will not be damaged by heat and/or moving
parts such as fan belts or pulleys. Secure in a convenient place v ¦
cord provided for easy maintenance of solution.
2. Locate vacuum line source. The PCV vacuum line or the distributor
vacuum advance line is an excellent choice. Cut the line selected
and insert the plastic tee (Fig. D). Cut vacuum tube E-l to require*
length, removing any excess tubing, and connect to tee (Fig. D).
Secure tubing from moving . belts & pulleys and hot areas.
3. Remove cap and fill reservoir to fill line using approximately four
(4) pints of water. Replace cap for air-tight seal. Your engine
should use approximately one (1) pint of water every 400 to 560 miles
depending upon size of engine, temperature, humidity, and barometric
pressure. CAUTION: DO NOT OVERFILL. Water must be below intake of
the modulating valve (Fig. C).
4. Start engine and inspect reservoir. Many bubbles and turbulance shoul
be forming in the reservoir solution and "is indication thst the HYDRO-
VAC unit is working properly. If bubbles and turbulance do not appear
in the solution, this is indication that you have no vacuum on the
line or you have a vacuum leak. Check installation procedure to make
certain you have vacuum and do not have vacuum leak.
5. MAINTENANCE: Check reservoir periodically at start. When solution
reaches ADD LINE, add one (1) pint of water to FILL LINE. During
freezing temperatures, add methanol to the water to protect system
from f reez ing.
6. Methanol (Wood Alcohol) is gas additive or gas anti-freeze and is
sold by- many service stations,- auto parts stores or service centers,
drug ajnd grocery stores.
HYDRO VAC SYSTEM
INSTALLATION SCHEMATIC
C. Hydro-Vac Regulating v'alve
D. Insert "T"
E. Tubing E-l
W/J
w7
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ATTACHMENT C
UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
ANN ARBOR. MICHIGAN 48105
January 20, 1983
OFFICE OF
AIR, NOISE AND RADIATION
Mr. James T. Griffin, President
Griffin Sales Company, Inc.
P. 0. Box 1627
Bellaire, TX 77401
Dear Mr. Griffin:
We have*performed a preliminary review of your December 31, 1982 applica-
tion for an EPA evaluation of the "HYDRO-VAC" retrofit device. We have
the following concerns:
1. Section 3.b.(l) of your application states that the HYDRO-VAC
device is applicable to "gasoline or diesel fueled engines" and
that the "engine must have some kind of vacuum system, prefer-
ably manifold vacuum." Because diesel engines do not have an
inherent vacuum source, diesel powered vehicles are often
equipped with a separate vacuum pump for the purpose of oper-
ating certain accessories, e.g., power brakes. Please describe
how your device fu-nctions on diesel engines.
2. You indicate that a source of manifold vacuum is required yet
you suggest using the line to the distributor advance mecha-
nism. In most cases, this line supplies ported vacuum. I sug-
gest you revise your instructions to accommodate this inconsis-
tency and provide information on how an air bleed in this line
will not upset the calibration of the advance curve.
3. Have you tested your device on recent models which are cali-
brated extremely lean or are equipped with feedback carburetors?
4. Is mileage accumulation required before significant benefits are
to be realized? If so, how many miles are necessary and are
there residual effects if the device is disconnected or runs out
of fluid?
5. Item 4 of your installation instructions states that after
device installation the engine is started and "bubbles and
turbulence should be forming in the reservoir," thus indicating
the device is functioning properly. Considering that many
vehicles incorporate a temperature valve to control the ported
vacuum signal to the distributor, it may be that there will be
no vacuum to your device while the engine is cold. Of course,
this depends on which vacuum line is used for the device. Have
you considered this potential problem?
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A-f ter" you have provided the additional information required above, we
will assist you in developing an apropriate test plan for your device.
Because you have stated the device is also applicable to diesel engines
and have suggested that mileage accumulation may be necessary, these
factors will weigh heavily in what the ultimate test plan will be.
So that we may conduct our evaluation in a timely manner, I ask that you
submit the required information by February 11. Should you have any
questions or require further information, please contact me.
Sincerely,
Merrill W. Korth
Device Evaluation Coordinator
Test and Evaluation Branch
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United States Environmental Protection Agency January 28, 1983
Test and Evaluation Branch
Ann Arbor, Michigan 48105
Attn: Mr. Merrill V7. Korth
Subject: Hydro-Vac Unit
Your letter dated January 20, 1983
Dear Mr. Korth:
In answer to your letter, the following comments are offered.
Diesel powered cars and trucks:
1. A. On a 19 81 Cadillac, the Hydro-Vac Vacuum line is connected to a
vacuum line which discharges into the air intake manifold.
.B. On a 1980 Cadillac, same as A.above.
C. On a 1980 Olds-98, same as A. above.
D. On a 19 81 Peuqeot, connected to vacuum pump line which dsicharges
into air intake maniflod.
E. On 1980 Chevrolet pickup, same as A. above.
F. On 1981 Olds Delta 88, same as A. above.
In every case, owners report a remarkable imporvement in performance,
plus an increase in MPG, however the increase in MPG varies..
2. In some applications this distributor advance line is a ported
vacuum, not manifold. However, on the gasoline powered' cars where I
installed the Hydro-Vac unit, this vacuum source was manifold vacuum -
In no case has it been necessary to re-set the timing because of the
Hydro-Vac vacuum line being connected to this distributor advance
vacuum line. The Hydro-Vac uses only a small portion of the available
vacuum on this line. I am glad you brought.this to my attention as I
will change the Literature to reflect this..
v
3. The latest model, car which we have installed a Hydro-Vac on is a
gasoline powered 1982 Cadillac Fleetwood Brougham., The owner reports
better gas milage and inproved performance. We do not know what you
mean by feed back carburetors.
4.. On older gasoline powered cars where they may have accumulated, say
15,000 miles or more, it has required several tanks full-of fuel to
realize the full potential of the Hydro-Vac unit.. For example, the
first tank of fuel may show an increase of 5% to 1%; the second tank
1% to 12" the third tank 12% to 16%, ect.. Apparently during this
milage accumulation, carbon deposits are being removed from the spark
plugs and firing chambers. Inspection of the plugs reveals this result.
At some point, the increase in MPG will level off, usually some where
between 15% and 25%. However, I have some owners report as high as
30% increase in MPG, and in every instance, all have reported an
improvement in performance.
5. So far the accomulation of m-ilage has not been a factor on diesel
powered vehicles. The results in increase in MPG and improved per-
formance has been immediate.
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United States .
January 28, 191
Page 2
There is no det:
water or ma 1-fur.
receive the good
6. The Hydro-Vac
vacuum, hovev*
naniflad vacui
change in inst
A copy of my revi.
Very truly yours,'
James T. Griffin
JTG/rh
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.MOR Z MILES PER GALLON IMPROVE PERFORMANCE
SAVE DOLLARS 18
HYDRO - VAC SYSTEM
An adaption of water induction 'system used on World War II aircraft
e i
¦ 6
ines to increase power. Designed to increase miles per gallon
and inprove performance of your'car and/or truck engine. Reports
indicate 10% to 20% increase in miles per gallon.
OTHER BENEFITS ARE:
1. Saves money on fuel and maintenance cost.
2. Low initial cost.
3. Lasts the life of your engine.
Easy to install and maintain.
5. Can be used on engines fueled with gasoline or diesel.
5. Is 100% safe.
7. Produces 3ore horsepower from your engine.
S. Promotes aore efficient burning of fuel-air mixture.
9. Reduces "dieseling".
10. Spark plugs stay cleaner longer.
11. Can be moved from one vehicle to another.
WA3.RANTY : You must be satisfied. Should you for any reason not be
satisfied with the increase in MPG or performance within 60 days from
date of purchase, return the complete HYDRO-V AC unit to your dealer
for full refund of purchase price. Guaranteed against defects in mat-
erial & workmanship for period of one year from date of purchase. Warrant
is restricted to the replacement of the entire unit or any component
part thereof. Mo other warranty is expressed or implied.
HOW THE HYDRO-VAC SYSTEM WORKS:
Water-air mixture is introduced into the firing chambers through the
vacuum system of your engine. The fuel-air mixture of your engine is
cooled by the HYDRO-VAC vapor thereby causing the fuel-air mixture to
become mot.e dense. Upon entering the firing chamber and being detonated,
the expansion of the gases is greater, thereby producing more horsepower
which results in more miles per gallon.
The unique regulating valve (patent pending) regulates the amount of
vapor introduced into the firing chambers in the correct amount by the-
modulating devise which partially closes on high vacuum (low R.P.M.'s)
when less fuel is required) and opens wide on moderate vacuum (higher
R.P.M.'s when more fuel is required). The net result is more miles per
gallon and better performance from your engine.
SOLD BY: GRIFFIN SALES COMPANY, Inc., P.O. Box 1627, Bellaire, Tx. 77401.,
PR ICE :
NAME :
ADDRESS
CITY, STATE , ZIP
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HYDRO - VAC S Y b M* b M
- . 19
INSTALLATION INSTRUCTIONS: See Installation Schematic below.
1-. Install reservoir (Fig.A) in suitable place in engine compartment
of vechicle where reservoir will not be damaged by heat and/or moving
parts such as fan belts or pulleys. Secure in a convenient place with
' cord provided for easy maintenance of solution.
2. Locate a manifold vacuum line, source for best results. The PCV vacuum
line or vacuum accumulator tank line is an excellent choice. Suggest
before cutting any vacuum line, disconnect the chosen vacuum line
while engine is running at idle R.P.M.'s and by holding finger over
open end of 1ine, determine for certain you have vacuum. If no vacuum
is felt, replace this vacuum line and choose another. After manifold
vacuum line is located, cut the line selected and insert the plastic
Tee (Fig. D). Cut vacuum tube E-l to required length and connect to
Tee (Fig. D). Secure tubing from moving belts and pulleys and hot areas
3. Remove cap and fill reservoir to fill line using approximately four
(4) pints of water. Replace cap for air-tight seal. Your engine should
, use approximately one (1) pint of water every 400 to 500 miles, depend-
ing upon size of engine, temperature, humidity, and barometric pressure
CAUTION: DO NOT OVERFILL. Water must be below intake of the modulating
valve (Fio. C).
4. Startengine and inspect reservoir. Many bubbles and trubulance should
be.forming in the reservoir solution and is indication that the HYDRO-
VAC unit is working properly. If bubbles and trubulance do not appear
in the solution, this is indication that you have no vacuum on the
line or you have a vacuum leak. Check installation procedure to make
certain you have vacuum and do not have a vacuum leak.
5. MAINTENANCE:Check reservoir periodically at start. When solution
reaches ADD LINE, add one (1) pint of water to FILL LINE.During
freezing tempreatures, add methanol or gas additive to the water to
protect system from freezing.
HYDRO VAC SYSTEM
INSTALLATION SCHEMATIC
PCV Vacuum Line—1
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Vacuum
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Tank
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A. Reservoir
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UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
ANN ARBOR. MICHIGAN 43105
20
ATTACHMENT E
February 22, 1983
OFFICE OF
AIR. NOISE AND RADIATION
Mr. James T. Griffin, President
Griffin Sales Company, Inc.
P.O. Box 1627
Bellaire, TX 77401
Dear Mr. Griffin:
We have received your January 28 response to our preliminary evaluation
and can now provide you with a recommended test plan for your Hydro-Vac
device. Based on our understanding of the product, we recommend that
) you conduct one test program for gasoline-fueled vehicles and a second
program for diesel-powered vehicles. A minimum of two randomly selected-
late model vehicles should be tested for each program. The four te3t
vehicles should be selected from the list in the document entitled
"Suggested Test Vehicle Engines for 511 Applicants". This listing was
previously sent to you along with other test information. A copy is
enclosed for your convenience. If the test results are not statistically
significant, i.e., less than 6% improvement, then additional vehicles
will be needed for that particular program. The device must be installed
in accordance with the installation instructions intended for purchasers
of the device. Adjustments to the engine parameters subsequent to those
made during initial preparation of the vehicles are uot permitted.
The vehicles for each program should be tested using Test Plan C and Test:
Sequence 4 from the enclosed test plan.. Please note that at each point
during the testing where mileage accumulation is indicated, each vehicle
is to be driven enough miles so as to consume four tanks of fuel. This
number is based on the statement in item 4 of your letter.
In item number three of your letter, you noted that you did not know vhat
was meant by feedback carburetors. For your information, many of the
recent model vehicles are equipped with computerized engine control ,
systems which are designed to maintain an optimum balance betveen
emissions, fuel economy, and driveability• This is accomplished by
sensors, a control module, and control units. Specifically, the sensors
sense various operating conditions, e.g., speed, load, temperatures, and
oxygen content of the exhaust, and send a signal to the control module.
The module then determines the engine parameters (e.g., air/fuel razio,
timing advance etc.) and sends a signal to the appropriate control unit.
Fuel systems having these features are commonly called feedback systess.*
*It is of interest to note that the changes in air/fuel ratios caused by
some retrofit devices can be automatically negated by feedback svscams.
Thus, such devices may have no effect on the engine.
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I am looking forward Co reviewing the results of your testing. I will
expect them by April 1. Should you have any questions or require
additional information, please contact me.
Sincerely,
UU
Merrill W. Korth
Device Evaluation Coordinator
Test and Evaluation Branch
Enclosure
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