EPA-AA-TEB-511-80-3
EPA Evaluation of the "Environmental Fuel Saver" Device
This document contains several pages which may not reproduce well. Any
questions concerning the legibility of these pages should be directed to:
Merrill W. Korth, Environmental Protection Agency, Office of Mobile
Source Air Pollution Control, Emission Control Technology Division, 2565
Plymouth Road, Ann Arbor, MI 48105, (313) 668-4299 or FTS 374-8299
By
Thomas J. Penninga
February 1980
Test and Evaluation Branch
Emission Control Technology Division
Office of Mobile Source Air Pollution Control
U.S. Environmental Protection Agency
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Billing Code 6560-Ui
ENVIRONMENTAL PROTECTION AGENCY
[40 CFR Part 610]
[FRL
FUEL ECONOMY RETROFIT DEVICES
Announcement of Fuel Economy Retrofit Device Evaluation
for the "Environmental Fuel Saver"
AGENCY; Environmental Protection Agency (EPA).
ACTION; Notice of Fuel Economy Retrofit Device Evaluation.
SUMMARY; This document announces the conclusions of the EPA evaluation of the
Environmental Fuel Saver (EFS) under the provisions of Section 511 of the
Motor Vehicle Information and Cost Savings Act.
FOR FURTHER INFORMATION CONTACT: F. Peter Hutchins, Emission Control Tech-
nology Division, Office of Mobile Source Air Pollution Control, Environmental
Protection Agency, 2565 Plymouth Road, Ann Arbor, Michigan 48105,
313-668-4340.
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BACKGROUND INFORMATION; Section 511(b) (1) and Section 511(c) of the Motor
Vehicle Information and Cost Savings Act (15 U.S.C. 2011(b)) requires that:
(b) (1) "Upon application of any manufacturer of a retrofit device (or
prototype thereof), upon the request of the Federal Trade Commission
pursuant to subsection (a), or upon his own motion, the EPA Administrator
shall evaluate, in accordance with rules prescribed under subsection (d),
any retrofit device to determine whether the retorfit device increases
fuel economy and to determine whether the representations (if any) made
with respect to such retrofit devices are Accurate."
(c) "The EPA Administrator shall publish in the the Federal Register a
summary of the results of all tests conducted under this section, to-
gether with the EPA Administrator's conclusions as to -
(1) the effect of any retrofit device on fuel economy;
(2) the effect of any such device on emissions of air pollutants;
and
(3) any other information which the Administrator determines to be
relevant in evaluating such device."
EPA published final regulations establishing procedures for conducting
fuel economy retrofit device evaluations on March 23, 1979 [44 FR 17946].
ORIGIN OF REQUEST FOR EVALUATION; On March 31, 1979 the EPA received a re-
quest from Ms. Vicki Kosar of VK Manufacturing for evaluation of a fuel saving
device termed the "Environmental Fuel Saver" (EFS). An evaluation has been
made and the results are described completely in a report entitled: EPA
Evaluation of "Environmental Fuel Saver" Under Section 511 of the Motor
Vehicle Information and Cost Savings Act. Copies of this report are available
upon request.
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SUMMARY OF EVALUATION; The basic conclusion following review of testing by
independent laboratories and by the California Air Resources Board is that the
"Environmental Fuel Saver" does not improve either vehicle fuel economy or
exhaust emissions. The fuel economy results were exactly the same with and
without the device installed for testing performed according to the Federal
Test Procedure and Highway Fuel Economy Test. The exhaust emissions varied
somewhat, but did not show any significant net reduction in hydrocarbons,
carbon monoxide, or oxides of nitrogen. Therefore, the VK Manufacturing
claims of 1) up to 35 percent better mileage and 2) up to 65 percent less
pollutant emissions are not substantiated by the test data.
Date David G. Hawkins
Assistant Administrator
for Air, Noise, and Radiation
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EPA Evaluation of "Environmev.tal Fuel Saver" Under Section 511 of the
Motor Vehicle Information and Cost Savings Act
The following is a summary of the information on the device as supplied by the
applicant.
1. Marketing Identification of the Device; "Environmental Fuel Saver" or
"EFS."
2. Inventor of the Device and ?; tents; Arthur Hayward, U.S. Patent Number
4020812.
3. Manufacturer of the Device; VK Manufacturing, Inc.
4. Manufacturing Organization's Principals; Vicki Kosar.
5. Marketing Organization in U.S. Making Application; VK Manufacturing,
Inc., 1068 N.W. 3rd Street, Hallandale, Florida 33009.
6. Identity of Applicant; Vicki Kosar of Miami Beach, Florida.
7. Description of the Device; (As supplied by the applicant).
11 the unit is constituted by an electrical element placed between a
pair of spaced mesh screens to define a permeable assembly having a
pocket therein. The assembly functions as a restrictor in the conduit
whose impedance to flow is in the order of about 15 to 20 percent, where-
by the screens intercept and atomize the droplets, creating a suspension
of minute fuel particles in air to produce a downstream mist or fog which
is forced by the restriction to assume a vortex-like flow pattern. The
heat supplied to the pocket by the heater is sufficient to raise the
temperature of the fog in the output of the unit to a level conducive to
complete combustion when the fog reaches the chamber, thereby mimimizing
fuel waste and the emission of pollutants." A further detailed des-
cription is given in Attachment 1.
8. Claimed Applicability of the Device; See the attached application chart
(Attachment 2).
9. Device Installation, Tools Required, Expertise Required (claimed);
An installation sheet is enclosed with each "EFS" unit. Specific in-
structions for specific cars are included in the installation instruc-
tions. The tools required for installation are a 1/2 inch socket, a 9/16
inch socket, a 4 inch extension, a ratchet wrench, a 9/16 inch open or
box wrence, a 1/2 inch open or box end wrench and a regular screwdriver.
No special equipment is needed to install the EFS device. A little
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mechanical knowledge, however, is required. A do-it-yourselfer can
install a unit in about one hour. Attachment 3 is a copy of the full
installation instructions."
10. Device Maintenance (claimed); "The product is maintenance "free."
Checking the fuse every now and then would be the only required main-
tenance."
11. Effects on Vehicle Emission (non-regulated) (claimed); "At no time,
under regular operating conditions, or malfunction, will this unit emit
into the ambient re harmful emissions than a motor car without one.
Enclosed test reports prove this."
12. Emission and Fuel Economy Results Reported by Applicant;
a. Olson Engineering tests (Attachment 4).
b. Documentation of California Air Resources Board (GARB) retrofit
approval (Attachment 5).
c. Steady state data - unknown origin included in the patent
(Attachment 6).
d. Energy Dynamics Corporation (Attachment 7).
14. Information Gathered by EPA;
a. Telephone communication with GARB to determine if confirmatory
retrofit testing was done. It was, and the data showed no im-
provement in fuel economy or emissions (see Attachment 5).
b. Telephone communication with Olson Engineering to get specific HC,
CO, CO , and NOx readings for both FTPs and HFETs (see Addendum to
Attachment 4).
c. Telephone communications with Mr. DeMartino of VK manufacturing on
the nature of the data presented in the patent. He did not know the
details but mentioned that this testing was done by the inventor,
prior to purchase of the patent.
15. Analysis; The installation, while the estimate of one hour installation
time appears to be quite optimistic, seems quite simple and straight-
forward. No real problems should occur and it is estimated that any
qualified mechanic or person with mechanical ability could complete the
installation within 1 1/2 to 2 hours.
The safety aspects of the "EFS" device are not so clearly defined. While
claims of 6 million miles of safe operation are impressive, the idea of
spraying gasoline on a 600°F hot wire (as stated in the patent) may be
very unsafe. Gasoline vapors will ignite at 600°F if the Air/Fuel Ratio
is suitable for burning. Under conditions where the wire is heated but
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the engine is not turning (example: defective starter) and fuel is
injected into the carburetor (example: accelerator pump utilized), the
possibility of having a fire is very real. No data was submitted on the
safety aspects of the device.
The Olson test data for the HFET appears to be questionable on the CO
readings. The value of .07 gms/mile is extremely low for a 1975 vehi-
cle - especially when there was not such a reduction in CO for the GARB
testing.
While the O'son data does demonstrate a lowering of HC and CO, the fuel
economy stayed the same for the vehicles tested at GARB and Olson. The 3
percent gain on the Olson HFET is well within test-to-test variability.
When it is noted that the Olson tested vehicle was supplied by VK Manu-
facturing, Inc. and adjusted by VK Manufacturing, Inc. , the lack of fuel
economy improvements demonstrates the lack of suitability of this unit to
improve fuel economy.
16. Conclusions of EPA Evaluation; The fuel economy results for tests per-
formed at Olson Laboratories and at the California Air Resrouces Board
for both the Federal Test Procedure and the Highway Fuel Economy Test
indicated no improvement in fuel economy for the "Environmental Fuel
Saver." The Olson Laboratory test data indicated that CO emissions were
reduced substantially in one test, the HFET, but it was not possible to
determine if that result was due to the "Environmental Fuel Saver" or to
the leaning of the carburetor as required by the installation instruc-
tions or for other reasons. A similar CO reduction was not indicated by
the California Air Resources Board data.
The data submitted with this application does not substantiate the claims
of improved fuel economy and reduced emissions, made about the
"Environmental Fuel Saver." There is no need for the EPA to design a
test program to further test the device.
List of Attachments
Attachment No.
Attachment No .
Attachment No.
Attachment No.
Attachment No.
Attachment No.
Attachment No.
1
2
3
4
5
6
7
Device Description
Application Chart
Installation Instructions
Olson Engineering Test Data
Documentation of GARB Retrofit Approval
Steady-State Data (unknown origin)
Energy Dynamics Corporation Letter
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8 rar,e 1 of 6
the smog now encountered in many major cities is largely the
result of photochemical reactions involving unburned hydrocarbons from
automobile exhausts. These unburned hydrocarbons are also responsible
for inefficient engine operation, in that carbon deposits are formed on
the walls of combustion chambers. •
• • ,-.""_
Thus> with existing internal-combustion engines, a measurable portion of
th->. fuel supplied there to remains unburned and is discharged. .This jnot
onXy results in an uneconomical engine operation, but it also contaminates
tha atmosphere. ' .*
In view of the foregoing, it is the main object of "this invention to
provide an improved fuel atomizing unit serving to homogenize and heat
the fuel mixture fed into the combustion engine or burner so that com-
plete combustion thereof takes place, thereby making maximum use of
available fuel and Minimizing the emission of unburned fuel constituents."
" .... the unit is constituted by an electrical element placed between .
a pair of spaced mesh screens to define a permeable assembly having a '
pocket therein. The assembly functions as a restrictor in the conduit
whose impedance to flow is in the order of about 15 to 20 percent,
whereby the screens intercept and atomize the droplets, creating a
suspension, .of minute fuel particles in air to produce a downstream raist
or fog which is forced, by the restriction to assume a vortex-like flow
pattern. The heat supplied to the pocket by the heater is sufficient, to
raise the temperature ot the fog in the output! of the unit to a level
conducive to complete combusion when the fog reaches the chamber,
thereby minimizing fuel waste and the emission of pollutants.
For a better understanding of the invention see the accompanying
drawings:
Figure 1 is a schematic sectional illustration of a carburetor .
coupled in a conventional manner to the intake manifold of an
internal combustion engine. . •
Figure 2 is the same as Figure 1, save that an atomizer unit in
accordance with the invention is interposed betx^een the carburetor -
and the intake manifold.
Figure 3 is an exploded view of one preferred embodiment of an
actual atomizing unit of the single assembly type in accordance
with the invention.
Figure 4 is a perspective view of the acutal unit.
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Figure 5 is a section taken through the single assembly unit in the
plan indicated by line 5 - 5 in Figure 4.
Figure 6 is a perspective view of a .dual assembly atomizing unit, in
accordance with the invention. .
Figure 7 is an exploded view illustrating the manner in which the
dual assembly is interposed between a standard carburetor and a
dual input intake manifold.
•
It is well known that under certain circumstances the introduction of a
restriction in a flow conduit may change the character of 'the flow and
influence the downstream flow pattern. Thus, while in the absence of
the restriction of air flow pattern is essentially laminar, the presence
of the restriction results in downstream-turbulence* to create vortices. •
.1 ' - •
.• * - <•
The reason the downstream vortices produced by the atomizing unit is
beneficial is that these vortices effectively prolong the path between
the carburetor and the combustion chambers in the cylinders and thereby
lengthen the period during which heat is absorbed to volitize the fuel
the heater is adapted to elevate the temperature of the fog to a
level conducive to the full violatization thereof by the time the -fog
reaches the combustion chamber."
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PASSENGER CAR a LIGHT TRUCK APPLICATION GUIDE
YEAR
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AMERICAN MOTORS
6 CYLINDER
1960-77 196.199.232.
253 Eng 1 C.H 620
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343.360 Eng. . 2 C.H C30
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16
FORM 463 (FIVE PARTS)
CLASSIFICATION / KOO-L J APPLICATION l.'ICEX
CatTAt:;S 5 PARTS OF FOM /4G3
THIS HIDE* SUPERSEDES All PREVIOUS i IS EFFECTIVE 4/1/78
THE CUSSIFICATIO-i Ok POPULAaiTT KATDC. OF THE PAST .SW5ERS I.I THIS
USTlriS Ml CASED OTt SALES TRENDS AM3 00 HOT .1ECCSSXAILY REFLECT P.EC-
I*WL P3?tiiAmr.
THE LOCAL MARKET MUST BE THE FACTOR UlICK OETEEIISES TllE PART tlUHSERS
TO SE CASSIHO III TOUR STOCK.
1973 VK .••A'rjFACTtm.'IG l.'lC.
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I.H.C. Trt. 50-2S2, 63-241. En?. 135S 1 E51. (t!)
I.H.C. Trk. VO04. EC-223. 25S. Eng. 1953 1 Ebl. (Hj
Ply. Eirracuia, Vjlijnt 6 Cyl . 60-77 225 tn;». Trt. 6 Cyl. J < Cyl. SJ-77 IS*. 233. 250. 292 C->;. 1 SSl. (C-R)
Ford PJSI 5 Cyl. SS-69 240 Ing. f»c. 63-63 «/ST 1 ESl. (HJ
Ford P4SJ 6 Cyl. 6i-74 240 EnQ. 1 ESI. (C-F)
Ford Torino £ Cyl. 1359 250 ing. 1 Ebl. (H)
Ford Torino 6 Cyl. 60-77 253 Eng. lobl. (C-F) •
Fcrrf Maverick 6 Cyl. 71-77 253 EnS. ISbl. (C)
Ford Mustang £ Cyl. 69-77 250 Eng. 15bl. (C-H-F)
Ford Trk. & Cyl. £4-o9 240. 262. 330 Enq. 1 Bsl. (H)
Ford Trk. 5 Cyl. 6*-77 144. 170. 2C3. 240. 253. 262. 303 Eng. 1 CM.
(C-F)
G.H.C. 7rk. «S Cyl. 64-70 153. 194. 233. 253. 292 Er.n. 1 Ebl. (C-R)
C..1.C. Trk. 4.\i Cyl. 72-77 153, 194. 2J3. 250. 232 Eng. 1 Cbl. (C-R)
I.H.C. Trk. 105, 232. 25U Eng. 65-77 1 Bbl. (II)
Jitp-illllyi 225. 225, 230, 232. 253 Eng. 1 Bbl. 64-75 (C-K-S)
f^rc. CcT.-:/:ionts^o 6 cyl . 1959 250 En-. I 8bl. (M) .
Ver;. Cowt/.--r.:i-;o i Cyl. S3-77 2i3 £.-.g. 1 5bl. (C-F)
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Pent. Ftrellrtf/Icrpeic 5 Cyl. 64-77 215. 233. 253 Eng. 1 Ebl. (C-R)
AXC S Cyl. £0-77 287. 273, 334. 327, 3!2. 3CO. Eng. 2 Bbl. (C-K)
fortf Pasi. 8 Cyl. 63-73 2S3. 2Z-3. 303. 351. 3JC. 123 En3. 2 5t>>.
(C-H-F)
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fort Pjis. 8 Cvl. 1-J71 302 En?. 2 2jl. (H)
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ForJ :«nco e Cyl. £»-77 2^5. XI '.::•). 2 Jil. (F)
PART 1
cmrrrvs
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17
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CLASS
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Ch-77 337 Eng. 2 Ebl. (J)
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Chev. Pasj. 8 Cyl. 7i-77 305 fnij. 2 Sil. (R)
Ci*». Trk. a Cyl. eo-77 343. 35-3. 355 EIVJ. 2 Sbl. (a)
Chsv. 7rk. 3 Cyl. 75-77 325 Ing. 2 Sal. (a)
C«C Trk. <:£ Cyl. SO-63 351, 431. 473 Enq. 2 Ehl. (S)
5«C Trk. «lt Cyl. 55-59 3sl. 3S1E. JilC E«I. 2 Sbl. (S)
C.-.C Trk. «i Cyl. 1970 3D5C. 35IC. Ens. tf/CCS 2 ESI. (S)
t»X Trk. C Cyl. 65-77 3:0 Ena. 2 Bbl. (R)
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PART 3
FOP.-i 453
EFFECTIVE 4/1/78
Sirf>£ttEDE5 ALL PREVIOUS
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Chtv. Trk. S Cyl. 67-77 355 Eng. 4 Cbl. (H)
Chsv. Trk. 8 Cyl. 63-77 427 Eng. 4 CM. (H)
Chry./lT3«rt«l 3 Cyl. 65-77 333 En-. 4 Ebl. (C)
Chry./In;erlal 8 C/l. 67-77 <33 inn. 4 Sbl . (C-K)
Cse. r«is. 8 Cyl. £6-77 273. 340. 323. 426 Eng. 4 Cbl. (C)
3r,e. Trk. 3 Cyl. 60-63 413 Eng. 4 sal. (c)
C;t. Trk. 8 Cyl. 63-71 413 [r.g. : Sol. (H)
•ford Trk. 3 Cyl. 73-?7 401. 477, 534 Eng. 4 Bil.(K)
G.1C Trk. aCyl. Hi9 356, 427 Eng. 4 ebl. (H)
C-.C Trk. Z Cyl. 71-77 355.W Eng. 4 S3l. (H)
IKC Trk. 8 Cyl. 195S V329 Eng. t Eal. (>•.)
IHC Trk. 3 Cyl. 69-71 W34 Eng. ^ SM. (C)
Ir'C Trk. 8 Cyl. 69-77 V332 Eng. 4 EM. (H)
IXC Trk. 197J V54J. Y220. YF200 £.15. 4 Sbl. (H)
IHC Trk. 8 Cyl. 72-77 V101 Eng. 4 Ebl. (H)
Ply. Barracuda/ Valiant 66-77 273, 3^3. 333. E.ig. 4 Ebl. (C)
Ford Pats. 8 Cyl. 72-77 4Z9 Erg. 4 Ebl. {f)
Unioln S Cyl, C3-77
-------
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A-10
1- BARREL
A??ll«TIO.t
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C*je. Pot & Cyl. 63-77 2ZS En7. lEbl.
C;t. Trie. 6 Cyl. 61-77 225 tnq. Ubl.
I.H.C. Trl. 80-232. ES-241. £j!J. 1955 1 ESI. {«)
t.X.C. Trk. Y-JM. JS-J20. 2SS. £ng. HS3 J Bbl. (H)
Pty. Etrracurf*. Valiant 6 Cyl. £0-77 225 in?. 1 BS1. (C-H)
8-20
}- BARREL
l- (C-S)
WC 5 Cyl. 60-77 I9i. 199. 232. 253 Eng. 1 BM. (C-H)
Sulct 6 Cyl. ti-65 22S. 2SO tn^. 1 5S1. (S)
fulck 6 Cyl. 6S-77 225.. 2bO Cn-j. 1 Ebl. (R)
Che». ?JXS 6 Cyl. o3-T7 li-i. 233. 2iO cn^. 1 Eii. tC-^J
Cftfv. Trl. & Cyl. i > Cyl. £3-77 19*. 223. 253. 292 Jng. 1
Fcrd ?ilj 6 Cyl. ti-o9 2iO fn?. E»c. 68-69 W/ST I BOl. 00
ford rasi 6 Cyl. 15-3* 2O Er..]. 1 Ebl. (C-f)
ford Torino 6 Cyl. 1359 251 En<). 1 3M. (H)
Ford Torino 6 Cyl. 50-77 2iO £nq. ISbt. (C-f)
fore ••iverlck 6 Cyl. 71-77 '253 Enn.. IBbl. (C)
Ford M^itjno 6 Crl. 69-7/ 2i3 -n^. 13jl. (C-H-f)
Fora Trl.. S Cyl. U-i? 2:3. 262. J33 En;. 1 6ol. (H)
ford Trk. 6 Cyl. i4-?7 1«. 170. 230. 240. 2SO. 2t2. 130 Eng. 1 Col.
(C-f)
61-70 laj. 13i, 233. 250. 292 Eni). 1
72-77 li). n:, 23:. :i3. 2« 'U.j.
2iS Cnl. o-)-77 1 £:,!. (h)
2JO. 2J-'. 2iJ En^. 1
C..H.C. Trk. 416 Cyl
C.-.C. Trl. i\' Cyl
I.H.C. Iri. lii. /
61,1.
C!,!.
6l-7u
Vrc. Cr.rtt/:!.i.Hf.;» 6 cyl. 155i 250 {.•>.?. 1 at,}. (H)
wfrc. :.>-*t/.-snc«-:a o Cyl. 67-77 2C3 Eno. 1 &M. (C-F)
Olas S-jvs t> Cyl. t*-77 22S. 2aJ En.j. 1 C^l. (C-R)
Font. FlreMrJ/T-'.^i«t » Cyl. t;-7.' 2ii. ?3J. 2'j3 fn-l- 1 3?t.
It-M
1063 N.W. 3rd Srrect
ate. Ftotida 33009 • (305) /l5fl-50GO
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F-S1
2- 6AMEL
F-ol
2- CARREL
. KQBEL APPLICATION . . •
1KC TrV. 8 Cvl. l?;£/57-77 R3-450 En>7. 2 Ell. (II)
1KC Trk. 8 Cyl. 70-71 YWH. V451. 473 Eng. 2 Ebl.
fly. E»rr£cudi/Volljnt 8 Cyl. 62-77 350. 351. 333.
(C-8)
(»)
430 Eng. 2 3bl.
Cn»». PJJI. a Cyl. 67-49 427 En>)./WO,43V:? 2 Sbl. (M)
Chev. Trk. 6 Cyl. 1958 335 Ing. 2 BSl. (H)
Chry./L-?srUl 6 Cyl. £5-77 3CO. 333. 403 En^. 2 6r>». (C-H)
COe. PJSS. S Cyl. 63-77 3iO. 3ol. 333. 400 Er.g. i bal. (C-H)
y-,t. Trt. 8 Cyl. cO-77 3iU. 361. 333. 413 En?, e fcbl. (S)
3-40
y i Ir^rlil Al'. 63-61 t'.l Cn^. 2 lol. (C)
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a 33CO9 » (305)453-5000
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Ch-v. Irk. S C/l. 67-77 3,i FOT. 1 e:l. (H)
Chr». Trk. S Cyl. £i-77 »?/ fr.-. 4 ejl. (»)
Cnr/./l.-^rljl 3 C»l. ii-77 }jl tr.l. i Eal . (C)
Cnry./lis;er»il £ f.,l. i7-?: 4:-J t.-i-. < EM. 1C-1-)
IV;. !>jti S f»l. :«.-77 ?M. 3<1. 33J. <:i En<;. » til. (C)
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-------
23
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1-90
<- CAMEL
t.F.5. :*0.
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4. OA2SF.I
A«C S Cyt. 60-77 250. 377. 343. 3SO
ForJ fjii. e CX1. cS-77 3i2. 3}0.
Fom/T.iuRdrrbtre 3 Cyl. 61-77 3J3.
Fcr.-VMjU.in.- S Cyl. HS') I^SS 3D!
ForC Irk. S C/l. 73-77 Ol . <77, i
|MC 7ri. B Cyl. t3-?5 Vb<9 tn$. «
H'C Trk. E C)l. 03-77 Jii3: £r.;. 4
>«:i
IHC Trk. 6 Cyl. 7Z-77 v;78 En-).
Urc-jln S C/l. iJ-77 411. Jt-i. 4
.ftrc. ?t»». R Cyl. 61-77 JW. jJv
. 390. MJ tn;j. 4 CM. (C-H)
42S. <:9 £nf). 1 Ell. (H-F)
423. 429. 450 Eno. < 8M. fn-F)
Cr;. 4 Fal. (K-F)
31 Cr.a.4 Dal. (H)
E:l. (H)
Q»l. ('0
xp?Liaric:.'(
1 cat. (ri)
> £"7. 4 is I. (C-F)
). 4JJ. U*. I!-) En"). < 801- ("-F)
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2- EAKttl
W3CL APPLICATION
Pulck 6 Cyl. 52-63 I9i. 22i £nQ. ? Gil. (K)
Cf.ev. I-MJ. S Crl. eC.;? 3:7 In;. 2 DM. (P.)
C«Y. Trk. S C/i. 60-i? Jii. ??1, 322. 3J7 £r>3. 2 »l. (C-R)
CNev. Tri. 3 Crl. ei-7/ :•:? i.-o. 2 EM. (R)
c^: Tn. «s c/i. 6!--; r.sc. o. E. E^s- z 5i>i- (s)
C«: Tri. S Cyl. ia-70 iTJ i??. 2 CM . (Hi
.'«ep/VlUyt Si-i7 5 71 125 '.n-;. 2 lt>\ . (?.)
Pont. Flreilro/Ti— prst i C/'.. 10S>9 3J3 tn^. I Sbl. (*)
Pont. V5. 2 K>1. (3)
F-60
E.F.S. g'F-61 replaces / E.F.S. gF-60 / after 1972 / VKMI 79
f-iO
5w:;k/lf ijare S C/!. iJ-t I c'r'h
Culc*. 6 Cyl. 6*-o7 3SJ. 3») En
^-:-.l "/I. Gc-«7 j..; £.. ,. .'
C--v.
!i C»l. f= '7 j:.'. 3
Cy.. fcJ-oJ Jjl. i
f,i. -.i-i.< J.:. i
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Fora ?«i%. t C>!. 1'<1 ?:'i". j-JlV, .17-2.5^1. C<« (n»i. ^ Sal. (.»)
Forj ?JiS. i- C»T. I//! i:/ T^-. ? C-l. (U.J *
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Cyl. 7j-77
. «;»«
..-re. Cess, i C.I. 71-'-
-------
27
H-S3
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8 Cyl. £6-77 3iO. O3. --'i. '«- » «9- "
"^s, Tot'lUiS::!5^ £« . «7 tn,. « ttl.
: p«;: £ ^!:!;.»? r,-: »o. 33s. ,0=. «•->. (p
L r ;^ •; •••• •-1 i'J. «.'>. «!•'- !•>;- J t>'- t''
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-------
ATTA.arir.MT3
Page 1 of ]
IMQT.f1 ! ! /"• "5"!! #
l.-OO i M-JLLA » S
i-
*7*0
< i i
1. Remove carburetor air-cleaner. Disconnect carburetor gas-line, all Ihe various
vacuum lines s.-.d linkage ccr.r.ccticr. ts carburetor, replacing al! vaCLJU.^n liner
having cracks or showing wear.
2. Carefully clean gasket residue from engine manifold and bottom of carburetor.
Both manifold and carburetor must bo spotless.
3.When manilold studs are present, carefully press Environmental Fuel Saver unit
(thin gasket faccing down, tho one closest to wire mesh) on studs, with circuit
wires of the unit lacing front toward radiator. In all cases, the studs may need to
be BACKED OUT OF THE MANIFOLD a lev.-turns. Thiscanbedoneby using two
nuts on one stud and backing out the stud with the wrench on Ihe bottom nut. (If
(If no rrtonilnld studs sre pre-ent. lonrjer bolts are contained in this package.)
4.This unit is sell grounding (silver tab). Tighten down all carburetor bolts or nuts
together to achieve an even distribution of pressure...until z tight seat is made.
(per manufacturer's spoc.)
5. Reconnect caiburclcr cjns-line. all vacuum lines (making sure Itiey are replaced
as they were), and linkage cannections lo tr.e carburetor. Unit will add height:
make up the difference on the choke rod or tube. (Rod provided in package where
necessary.)
6. Run lead-wire through sn opening in she fire-wall and connect to accessory side
of the fuse-box. The v.'i.-e plugged into is "alive" only when ths ignition switch is
turned on to the run position. (DO t<'OT PLUG INTO CAR WIRE THAT 13
"ALIVE" ALL THE TIME.)
7.Tape lead-wire on engine-side of lire-wall for ssuport so as not to hang free.
making sure that fuss connection* is tree of all obstructions and areas of
excessive heat.
S.Test for in-line circtit connection. Without car running, turn ignition key to "on"
position. Line voltage should read 12 to 13 volts. When motor is turned on. line
voltage should read approximately 14.3 volts. Line voltage determines the
amount of heat radiated from the screens.
9. All vacuum-lines that are open must be closed for adjustment. Start engine and
let run until it reaches normal operating temperature. 10 to 15 minutes
approximately, permitting engine lo stabilize with the Fuel Saver. Then, air-fuel
function should be "leaned out."to insure maximum efficiency. Remove plug and
connect air-lilter vacuum-line to carburetor. Replace carburetor air cleaner.
10.Reconnect air-liltcr and all vacuum lines to their positions.
"NOTE: IN THE EVENT OF MALFUNCTION. CHECK FUSE
FOR ANY VARIANCE. PLEASE NOTE MOTOR COMPANY AND CHECK OTHER .
SIDE FOR SPECIFIC INSTALLATION INSTRUCTIONS.
-------
ATTACHMENT "
Pap.e. 1 of 5
15512 Commerce Lane
Hun ting ton Bosach, Ca. 92649
(714) 894-9875
VEHICLE EMISSION TEST REPORT
D ATE : June
PROJECT NO: 614O-1
C J - 1 1 - N T
\ j-7.^?i\},_facju'a:c_j.nff:
ADDR1-: S S 1.068 ..}:T^W^_32:j •.. Street - Hallanclale, Florida 33009
CLIENT'S REPRKSENTATIVE Hr. E. DeMartino
VEHICLE: Chevrolet
LICENSE NO:__6_PJ_J£AP_
TRANSMISSION: A.uto
YEAR: 1975
STATE :__QA_
MODEL: Monte Carlo
CARBURETOR^
ENGINE: NO. OF CYLINDERS: y_s
ODOMETER: START: 55791 FINISH:
TYPE TEST: CVS COLD START
BBL:
CID:
350
55302
PROCEDURE USED: 1973 FTP
DEVICE BRAND NAME : Baseline
DRY BULB TEMP: 86
F WET . BULB . TEMP: 63
'BAROMETER 29.so "
DYNAMOMETER INERTIA SETTING 4300 //
ROAD LOAD HORSEPOWER SETTING 12.7
FUEL ECONOMY RESULTS: 13 57
(CARBON BALANCE METHOD)
MPG TEST FUEL.:
Indolene Clear
HC
0.55 gm/m.
TEST RESULTS
c_q
6,77 gm/m.
NQx
1.65 gm/tn.
C OMME NTS :
Test Vehicle Time-up Parameters v.'ere sent to
ST)ecif ications prior to testing.
RECEIVED BY:
TITLE:
_REVIEV?ED BY:
JITLE: y_J
•? ^g
-------
30
V.:~ xrxr...-," ^ ^ -" .- .-v fJr^,-^,
i'-*i li i'^Ou livC^.vC L-h ii« ?i Ob !ikL
15512 Conunercc Lane
Huntington Beach, Ca. 92649
(714) 894-9875
'VEHICLE EMISSION7 TEST REPORT
D ATE: _Jmie 15, 19'
'PROJECT NO: 6140-1
CLIENT V.K. Manufacturing, Inc. '
• AOHRKSS 1060 77,yf. 3rd Stroct - Halla-nclale, Fli.rlda -33009
CLIENT'S R;-:PRESENTATIVE_Kr. E. Dcl-iarljino
VEHICLE: Chevrolet
YEAR:
1975
MODEL: Monte Carlo
LICENSE NO: 601 NAP STATE: CA
TRANSMISSION: AU-fco CARBURETOR:
ENGINE: NO. OF CYLINDERS: V-8
ODOMETER: START: 55839 FINISH:
BBL : ?
CID: 350
55850
TYPE TEST: CVS Cold Start
PROCEDURE USED: 1975 'FTP
DEVICE BRAND NAME: .Environmental Fuel
Saver (E.P.S.)
DRY BULB TEMP: 34 CE WET .BULB TEHP -. 66 °F 'BAROMETER :^9.89'
DYNAMOMETER INERTIA SETTING 4500 # •
ROAD LOAD HORSEPOWER SETTING
12.7
FUEL ECONOMY RESULTS: 13.37
(CARBON BALANCE METHOD;
HC
0.45 gm/m.
MPG TEST FUEL:
Tndolene Clear
TEST RESULTS
c_q
1 .86 gm/m.
NOx
gm/m.
COMMENTS: The E.F.S. Tjevice was installed "by the clients representa-
and the 2une-\iD Specifications v/ere re-confirmed "by OEI Personel.
RECEIVED BY:
TITLE:
REVIEWED BY:
J.C. Coker
TITLE: V.P. Test Operations \A_
-------
31
Pnf.e 3 of. 5
Olson
PROJECT NO.:
'A Hunt ing ton Bsach, Ca. 92649
~ (714) 894-9875
HIGHWAY DRIVING CYCLE FOR FUEL ECONOMY
CALCULATION SHEET
6140-1 .
DATE: Jirne
CLIENT V.K. Manufacturing, Inc.
VEHICLE
LICENSE NO. : 601 HAP
MODEL Monte Carlo
STATE CA
YEAR
1973
ODOMETER 55805
1. K = O.Q67S3 (PER MILE VALUE) (10.242 MILES)
2. Pp _
r I
29,90 X 25.4 - 1 50.4 X 1.868
iAK FRhlSS (.IN HG) INLET tRESS (, IN ti^V)
665.31 MM HG •
i=-
3. Tp 460° + no °F - 570 '°R
t
4' VMIX -
Li JL A
P? 665.31 I X. 17255 X .06783 X 0.2647
'I' 570 I REVOLUI'lUNS K^ V/KiiV
361.61 ""-"'
5. A. HC MASS = VMIX X 16.33 X CONG X 10 6 X 0.866 = 0.147
)~6 X OJ429 = 1.150
B.
C.
CO MASS =V>IIX X 32'97 X CONC X
C02 MASS =
X 51.85 x CONG 7 100 X 0.273 = 114.529
2Q.9Q 'MPG FUEL ECONOMY
6. 2S2XX- A + B + C =
2421 *
COMMENTS: "Raselirie - set to manufacturers ^une-n/p speclficat-ions
prior to tast.
CORRECTED BY j.c. Col:er \.^'.(V\L JEST SITE Huntington Beach, GA
« VJ^ _^ — .
-------
32
A of 5
• w
. "*"V H/*"* H D-**"^ ^^*? n (^*T!» Xr***
* )J 155l2~Conimerce Lane c~~
^ •> Huntington Beach, Ca. 92649
" (714) 894-9875
HIGHl^AY DRIVING CYCLE FOR FUEL ECONOMY
CALCULATION SHEET
PROJECT NO. : 6140-1
CLIENT V.TC.
DATE ; June 15, 19
Inc
VEHICLE Chevrolet
MODEL Monte Carlo
LICENSE NO. : 601 WAP STATE QA
1. K-, = 0.06.783 (PER MILE VALUE) (10.242 MILES)
YEAR
1975
2.
P =
23.87
X 25.4
BAR PRESS^ (.IN HG;
662.87 MM HG
51,3
ODOMETER 55350
X i.868
3. Tp = 460° +
110
INLET PRESS
570
R
4- VMIX =
r?
662.87
570
X 17273 X ,.06783 X 0 2646.
1 KEVt5EliflONS~ K^- V/REV
5. A.
HC MASS =
X 16.33 X CONC X 10"6 X 0.866 = 0.061
"6
CO
= V>IIX
32.97 X CONC X 10 X 0.429 = °-°3
C. C02 MASS = VMIX X 51.85 x CONC '- 100 X 0.273 - 112.572
21.50
MPG FUEL ECONOMY
6. 2ZQ2SK1 A + B + C =
2421 *
COMMENTS: With EPS Device - Manufacturers Tune-up specifications v/ere
re-confirmed prior to the Device Test.
CORRECTED BY J.c. Coker
Kr^STSITF. Huntington Beach, CA
-------
33 . Paf;c 5 oC 5
Addendum to Attachr.ic-.nc 4
When asked, Olson Engineering supplied the following data about the tests
run for VK Manufacturing Inc.
Test Tyne HC* CO* CO.*
• ' — '"*• '* —" - -- —— ^r
NOx* ' F.E.
FTP Baseline .55 6.77 641.05 1.65 13.57
FTP with Device .45 1.S& 649. :-2 1.36 13.57
In-tailed
1IFET baseline .17 2.68 419.52 1.39 20.90
HFET with Device .07 .07 412.35 1.40 21.50
Installed
* In gins/mile.
The vehicle was brought to Olson by VK Manufacturing and modified by
VK Manufacturing personnel. The vehicle parameters that were set by
Olson Engineering to manufacturers specifications were timing and idle
RPM, not idle CO. Olson Engineering never measured the idle mixture.
-------
34
I'J?.., Goief.or
IR RESOURCES BOARD LABORATORY
2MoTN^A7i73iENUu Reference Mo. A-78-213
September 5, 1978
Mr. Ernie De Marti no
VK Manufacturing Co
1058 N.W. 3rd Street
Hollandale, FL 33009
Dear Mr. De Martino:
This is in response to your request for an exemption from the pro-
hibitions of Section 27156 of the California Motor Vehicle Code for
the "Environmental Fuel Saver" device to be used on 1978 and older
model vehicles.
Our evaluation, documented in the enclosed staff report, indicates
that the installation of the "Environmental Fuel Saver" device would
not cause any adverse affects on emissions.
Enclosed you will find Executive Order D-84 exempting the "Environmental
Fuel Saver" from the prohibitions of Section 27156 of the Motor Vehiclle
Code for use on all 1978 and older model gasoline pov/ered vehicles with
conventional carburetors. May we remind you that unsubstantiated claims,
whether written cr verbal, are prohibited. '
Should you have any questions regarding this matter, please contact
Mr. N. Kayne, Manager, Aftermarket Parts and Modifications Evaluation.
Section at (213) 575-6839.
C. Mass, Chief
Vehicle Emissions Control Division
Attachment
-------
35 Pa>4C li of
State of California
AIR RESOURCES BOARD
August 23, 197S
Evaluation of the VK Mir-ufactLTinn, Inc;.
"Enviror.-cntal Fuel Saver" Device in Accordance with Section' 2222,
Title 13 of the CalivciT.ic Administrative -Code
I .
VK ttenufuct.uring Inc., 106S N.VJ. 3rd St., Hollandale, Ha. 33009,
has applied for an exsnipticr. fc the " Environmental Fuel Saver"
device from the prohibitions of Section 27156 of the Vehicle Code
(See Exhibit A). The applicant is requesting that an exemption
be granted for 1978 and older gasoline powered vehicles with
conventional carburetors.
•— • . "
1 1 . System Description
The "Envirnoninental Fuel Saver" device consists of a spacer
plate containing a wire mesh one! a heated eletnent. The spacer
plate is installed between the carburetor and the ihtalie manifold.
The applicant claims that tira system helps atomize ths fuel
and promotes evaporation.
III. System Evaluation
The applicant submitted CVS-75 data obtained at Olson Engineering,
15512 Coicr.erce Lane, Huntington Beach, California; a recognized
vehicle omission .laboratory. The tests v;ere run en a 1975 Chevrolet
Monte Carlo, 35G-V8 engine, v.-ith automatic transmission and 55,791
milr-j. Tho rcjf.'.ilts wore {!$ foi'lows:
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36
Page 3 of A
Baseline V.'i_th_ Devjco
gm/iiri c-i.t/ir.i
HC 0.55 0.15
»
CO 6.77 1.26
NOx 1.65 1.36 \
Ecoi ciiiy 13.57 nri/gal 13.57 mi/gal
The applicant also submitted tiighv.-ay Driving Cycle tests on'tha
same vehicle with the following results.
Baseline VJith Device
gin/ mi
0.15
1.15
.gr.i/iTii
0.06
0.03
KC
CO
NOx - -
The Air Resources Board Laboratory performed confirmatory tests CM a
1970 Chevrolet Impala, 350-V8 engine with automatic transmission
and 77,400 miles. The results v/cre as follows:
Cold Starts CVS-II
HC
CO
NOx
Economy
Baseline
gm/ini
3.34
51.37
3. SO
13.4 ir,i/gal
With Devi
gr/;r,i
3.50
41.97
4.20
13.4 i:ii/
ce
'33
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37
Highway Cycle
Baseline With-Device
or/mi
2.34
42.72
4.77
19.2 mi /gal
gr/r.vi
2.39
44.52
4.29
19.2 gr/mi
CO
HOx
r.cor.om.y
Based en the fcbovs tests, the staff believes there is no signi-
ficant increase in emissions or fuel economy.
IV. Manufacturer's Claims
The manufacturer has made unsubstantiated claims regarding vehicle
emissions, fuel economy and engine effeciency. He has been advised
that lie may not use these claims in any of his verbal or written
sales efforts.
V. Conclusion and Recommendations
Based on the above tests and prior experience with similar devices,
the staff is of the opinion that the device will not result in an
increase in emissions when installed on gasoline pov.-ered vehicles
using conventional carburetors. The staff therefore recommends
that VK i-icnufactoring Inc. be granted an exemption, by Executive
Order D-34, for its "Environmental Fuel Saver" device from the .
prohibitions of Vehicle Code Section 271S5 for 1970 and older
i-odiil gasoline'powered vehicles using conventional carburetors.
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38
ATTACH? :K:;T 6
Paj;c 1 of 1
Tests
The following road tests -were performed on various models of .standard
automobiles, all running at 60 miles per hour, to determine the miles
per gallon (MPC) normally obtained in the absence of the atomized
unit as compared to the MPG realized v;ith the unit installed and operating
the vehicle:
Vehicle
1970 Merucry (390 Engine
1972 FivinouLh (225 Engine)
1974 Plymouth (225 Engine)
1971 Pontiac Grand Prix
1974 Ford (351 Engine)
1971 Buick (225 Engine)
1973 Thunderbird
1967 Olds Supreme
MPG
without Unit
13.3
16.
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