EPA-AA-TEB-511-81-10A
EPA Evaluation of the FUKL-MAX Device Under
Section 511 of the Motor Vehicle Information
and Cost Savings Act
by
Edward Anthony Earth
June, 1981
Te^t and Evaluation Branch
Emission Control Technology Division
Office of Mobile Source Air Pollution Control
Environmental Protection Agoncy
ttOOUC1 Of:
NATIONAL TECHNICAL
INFORMATION SERVICE
oj. OIMIIIKII w coimici
ytmunit. i* mu
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TECHNICAL REPORT DATA
(Ptcair read /iiu/tiftifii tut the h'rcru' /•:•/<« r Cu>ri;>!flinfJ
NO.
EPA-AA-TRR-S11-ft1-1OA a
4. 1I1LE ANDSUOTITLC
EPA Evaluation of the FUEL-MAX device Under section
511 of the Motor Vehicle Information and Cost Savings
Act.
7. AUIHOH(S)
Edward Anthony Barth
f>. PERFORMING ORGANIZATION NAME AND AOD'lESS
U.S. Environmental Protection Agency
Office of Mobile Source Air Pollution Control
Test and Evaluation Branch
Ann Arbor. MI 48105
12. SPONSORING AGLNCY NAMb AND ADDRESS
Same as box 9
flLNTS ACCESSION-NO.
•j. REPORT OAIL
June 1981
G. PERFORMING ORGANIZATION CODE
8. PERFORMING ORGANIZATION REPORT NO.
1O. PROGRAM ELCMENT NO.
1 1 .
13. TVPE OF REPORT AND PERIOD COVERED
—Technical
14. SPONSORING AGENCV CODE
15. SUPPLEMENTARY NOTES
1C. ABSTRACT • ~~
This document announces the conclusions of the EPA evaluation of the "FUEL-MAX"
device under provisions of section 511 of the Motor Vehicle Information and Cost
Savings Act.
On January 18, 1980, the EPA received a request from FIDCO, Fuel Injection
Development Corporation, for evaluation of a fuel saving devicrd termed"FUEL-MAX".
This device is ah air bleed device that replaces the EGR valve. It is claimed to
conserve fuel.
The purpose of the EGR system is to control oxides of nitrogen (NOx). Removal
of the EGR valve to install the "FUEL-MAX" disables the EGR system and would be
expected to result in a l.Tge increase in NOx emissions. Test data submitted by
the applicant confirmed this prediction as well as indicating that "FUEL-MAX"
might improve fuel economy. Although the data did not adequately quantify the
amount of this improvement, EPA chose to conduct confirmatory testing.
r
!
17.
•I.
KEY VVOHOS ANO DOCUMENT ANALYSIS
DESCRIPTORS
Tests
Fuel Consumption
Nitrogen Oxides
b.lDCNTIFICRS/OPF.N ENDED TERMS
Gas Saving Devices
Fuel Economy
Air Bleed Devices
EGR Valve
c. COS AT I
13. DISTRIBUTION STATEMENT
19. SECURITY CLASS (TliitKrpnrt)
21. NO. OF PAGES
20. SECUf IVY CLASS fT/i/r/•«<«•>
Unclassified
.138_
22. PRICE
EPA Form 22JO-1 (9-73)
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6560-26
ENVIRONMENTAL PROTECTION AGENCY
f40 CFR Part 610]
[FRL
FUEL ECONOMY RETROFIT DEVICES
Announcement of Fuel Economy Retrofit. Device Evaluation
for "FUEL-MAX"
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 "FUEL-MAX" device under provisions of Section 511 of the
Motor Vehicle Information and Cost Savings Act.
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BACKGROUND INFORMATION; Section 511(b)(l) and Section 511(c) of the
Motor Vehicle Information and Cost Savings Act (15 U.S.C. 2011(b))
requires that:
(b)(l) "Upon application of any manufacturer of a retrofit device (or
prototype thereof), upon the request of the Federal Trade Commission
pursuant to subsection (a), or upon his own motion, the EPA Administrator
shall evaluate, in accordance with rules proscribed under subsection (d),
any retrofit device to determine whether the retrofit device increases
fuel economy and to determine whether the representations (if any) made
with lespect to such retrofit devices are accurate.'
(c) "Ihe EPA Administrator shall publish in the Federal Register a
summary of the results of all tests conducted under this section,
together with the EPA Administrator's conclusions as to -
(1) the effect of any retrofit device on fuel economy;
(2) the effect of any such device on emissions of air
pollutants; and
(3) any other information which the Administrator determines
to be relevant in evaluating such device."
EPA published final regulations establishing procedures for
conducting fuel economy retrofit device evaluations on March 23, 1979
[44 FR 17946].
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ORIGIN OP REQUEST FOR EVALUATION; On January 18, 1980, the EPA received
a request from FIDCO, Fuel Injection Development Corporation, for
evaluation of a fuel saving device termed "FUEL-MAX". This Device is an
air bleed device that replaces the EGR valve. It is claimed to conserve
fuel.
Availability of Evaluation Report; An evaluation has been made and the
results are described completely in a report entitled; "EPA Evaluation
of the FUEL-MAX Device Under Section 511 of the Motor Vehicle Information
and Cost Savings Act." This entire report is contained in two volumes.
The discussions, conclusions and list of all attachments are listed in
EPA-AA-TEB-511-81-10A, which consists of 18 pages. The attachments are
contained in EPA-AA-TEB-511-81-10B, which consists of 120 pages. The
attachments include correspondence between the Applicant and EPA, all
documents submitted in support of the Application and the EPA testing of
the Device.
As a part of its evaluation EPA has actually tested the FUEL-MAX device.
The EPA testing is described completely in the report "Emissions and Fuel
Economy of FUEL-MAX, a Retrofit Device", EPA-AA-TEB-81-15, consisting of
8 pages. This report is contained in the preceding FUEL-MAX 511
Evaluation as an attachment and can be obtained separately or as part of
the attachment package.
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Copies of these reports may be obtained from the National Technical
Information Service by using the above report numbers. Address requests
to:
National Technical Information Service
U.S. Department of Commerce
Springfield, VA 22161
Phone: Federal Telecommunications System (FTS) 737-4650
Commercial 703-487-4650
Summary of Evaluation
EPA fully considered all of the information submitted by the Device
manufacturer in the Application. The evaluation of the "FUEL-MAX" device
was based on that information and the results of the EPA test program.
The "FUEL-MAX" is an air bleed device that replaces the Exhaust Gas
Recirculation (ECU) valve which has been installed on almost all
passenger cars since 1973. The purpose of the EGR System is to control
oxides of nitrogen (NOx). Removal of the EGR valve to install the
"FUEL-MAX" disables the EGR system and would be expected to result in a
large increase in NOx emissions.
Test data submitted by the Applicant confirmed this prediction as well as
indicating that "FUEL-MAX" might improve fuel economy. Although the data
did not adequately quantify the amount of this improvement, EPA chose to
conduct confirmatory testing.
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The EPA Evaluation of the "PJEL-MAX" system included vehicle testing by
the Federal Test Procedure (FTP) and the rfighway Fuel Economy Test
(il?ET). These two tests are the basic means for evaluating exhaust
emissions and fuel economy. During these tests, measurements were made
of the fuel economy (?E) and the regulated emissions of hydrocarbon (HC),
carbon monoxide (CO), and oxides of nitrogen (HOx).
EPA tested the "PUEL-MAX" device on a sample of three typical 1979
passenger cars. The findings are summarized balow:
1. Use of the "FUEL-MAX" resulted in increased AQx emissions of between
440% to 1070% on the FTP and 280% Lo 770% on the HFET.
2. Use of the "FUEL-MAX" resulted in changes in fuel economy of between
+1.6% to +4.1% on the FTP and -0.6% to +0.9% on the HFET.
3. Use of the "FUEL-MAX" resulted in a decrease in hydrocarbon emissions
of between 15% to 24% on the FTP and 6% to 42% on the HPET.
4. Use of the "FUEL-MAX" resulted in a decrease in carbon monoxide
emissions of between 7% and 44% on the FTP and 46% to 68% on the HFET.
5. On the road evaluations with "FUEL-MAX1 showed that heavy knock
existed in one car, that light knock occurred in one car and that
knock was rarely noticed on the third car.
I
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The Applicant's testing of the "FUEL-MAX" device showed the same emission
and fuel economy trends noted in the EPA testing. The differences
observed in the magnitude of these effects were due to the differences in
the test fleets and the weaknesses noted In the Applicant's control of
the vehicle test program.
Because EPA tests showed that use of the "FUEL-MAX" on the vehicles
tested, caused emissions to exceed applicable standards, the installation
of this Device by a person in the business of servicing, repairing,
selling, leasing, or trading motor vehicles., fleet operators, or new car
dealers will be considered a violation of Section 203(a)(3) of the Clean
Air Act, the Federal prohibition against tampering with emission control
systems. That is, there is currently no reasonable basis for believing
that the installation or use of this device will not adversely affect
emission performance. This determination does not preclude the use of
the "FUEL-MAX" device on a different vehicle or vehicles than those
tested by EPA if Federal Test Procedure tents performed on such vehicles
clearly establish that emission performance on such vehicles is not
adversely affected.
Many state laws prohibit the operation or registration for use on public
highways of a motor vehicle on which the emission control system has been
removed or rendered inoperative. EPA has concluded that this device will
render inoperative an element of design of the emission control devices
or systems of a motor vehicle 'on which it is installed. Therefore, the
installation or use of this device by individuals may be prohibited under
some state laws.
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8
FOR FURTHER INFORMATION CONTACT; Merrill W. Korth, Emission Control
Technology Division, Office of Mobile Source Air Pollution Control,
Environmental Protection Agency, 2565 Plymouth Road, Ann Arbor, Michigan
48105, 313-668-4299.
Date
Edward if. Tuerk
Ac Ling Assistant Administrator
for Air, Noise, and Radiation
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EPA Evaluation of the "FUEL-MAX" Device under Section 511 of the Motor
Vehicle Information and Cost Savings Act
The following is a summary of the information on the device as supplied
by the Applicant and the resulting EPA analysis and conclusions.
1. Marketing Identification of the Device;
Trade Name: "FUEL-MAX"
2. Inventors of the Device and Patents;
A. Inventors
Ervin Leshner
1005 Lowber Drive
Cherry Hill, New Jersey 08034
Michael D. Leshner
5 Betsy Court
Glendora, New Jersey 08029
B. Patent
"Patent Applied for, 1979"
3. Manufacturer of the Device;
Fuel Injection Development Corp.
110 Harding Ave.
Bellmawr, New Jersey 08030
609/931-3168
4. Manufacturing Organization Principals;
Charles Kaney
Ervin Leshner
Ira Belfer
5. Marketing Organization in U.S. Making Application:
Fuel Injection Development Corp.
110 Harding Ave.
Bellmawr, New Jersey 08030
609/931-3168
6. Applying Organization Principals;
Charles Kaney
Ervin Leshner
Ira Belfer
"Michael Leshner will represent the organization in correspondence.'
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1U
7. Description of Device;
A. Purpose of the Device (as supplied by Applicant);
"FUEL-MAX is intended to be retrofitted to existing automobiles
by the vehicle owner, for the purpose of conserving fuel."
B. Theory of Operation (as supplied by Applicant);
"FU7L-MAX is a direct replacement for the Exhaust Gas
Kecirculation (EGR) Valve installed on the intake manifold of
e-.itomobile gasoline engines. The vacuum signal which normally
operates the EGR Valve is used to operate FUEL-MAX. Instead of
allowing exhaust gas to be drawn into the intake manifold,
FUEL-MAX allows filtered, atmospheric air to be drawn into the
intake manifold. The flow rate oi: air admitted to the engine
through FUEL-MAX is adjustable, to allow the user to set the
device for optimum fuel consumption. The Installation
Instructions (Appendix A) give a thorough description of the
procedure for setting the air flow rate." The installation
instructions are Attachment A of this report.
'$3
"It was found by experiment that late model American cars u; Ing vi
EGR cannot normally tolerate a leaner air-fuel mixture than the o
factory calibration. When the EGR system is disabled, however,
the engine will tolerate a slightly leaner mixture, and at that
leaner mixture a lower specific fuel consumption will result.
"Since the vacuum signal which operates the EGR Valve is not
present during cold engine operation, idle, deceleration, and
wide-open throttle operation, the FUEL-MAX also does not operate
during those modes."
C. Construction and Operation (as supplied by Applicant);
"FUEL-MAX is a vacuum-operated air valve which is similar in
construction to an EGR Valve. (without exhaust pressure
feedback) The cross sectional area of the valve opening is
plotted against input vacuum in figure 1. Figure 2 is a
schematic drawing of the FUEL-MAX. .,»
"The air flow rate adjustment is in series with the fresh air M
inlet, and acts as an upper limit to the air flow through the >t f
FUEL-MAX. Figure 3 shows the crosu sectional area through the >*
adjusting valve versus the notionation on the front of the It
FUEL-MAX case." Figures 1, 2, and 3 are Attachment D of this *jl
report. **
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11
8. Applicability of Device (as supplied by Applicant);
"One kit fits all of the makes, models, and years listed below.
MAKE YEAR ENGINE
General 1973-79 All
Motors
Ford 1973-79 All
Chrysler 1973-79 All 4 cylinder
All 6 cylinder
American
Motors 1975-79 All
"Nona of the following affects the applicability of FUEL-MAX:
Model, carburetor, transmission typa, ignition type.
"Exceptions: FUEL-MAX is not applicable tc Diesel engines, or cars
equipped with three-way catalysts."
9. Device Installation, Tools and Expertise Required (as supplied by
Applicant);
A. ''The Installation Instructions are provided in Appendix A."
(Appendix A is Attachment A of Chi si report.)
B. "There is only one general set of instructions."
C. "The tools required are a 3/8 or 1/2 and/or 9/16 inch open end,
box, or socket wrench."
D. "No equipment is reqv Ired to check the accuracy of the
installation."
E. "No adjustments to the vehicle are required. There is one
adjustment on the device. It is annotated from 1 through 5, and
the user is instructed to set the pointer to the displacement of
the engine, in cubis [sic] inches. For example, when using
F'JEL-MAX on a 305 C.I.D. engine, the pointer would be set to "3"."
F. "Average mechanical skills are required to install FUEL-MAX."
10. Device Operation (ad supplied by Applicant);
"Complete instructions are supplied in Appendix A." (Appendix A is
Attachment A of this report)
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11. Device Maintenance (claimed);
"The only maintainance required is the removal (pinch and pull)
washing the filter with soap and water, and re-installation of the
filter (stuff it into a recess) once each year."
12. Effects on Vehicle Emissions (non-regulated) (claimed);
"There is no indication that FUEL-MAX has any effect on the vehicle's
non-regulated emissions."
13. Effects on Vehicle Safety (claimed);
"The proper installation of FUEL-MAX doe is not affect the safety of
the vehicle on which it is installed. The installation Instructions
explicitly caution the installer to "check the throttle linkage to
make sure there is no mechanical interference..."
"If a malfunction occurs, it could one of two types: open valve, or
closed valve. If the FUEL-MAX air valve should malfunction in the
open position, the mixture will be very lean at idle, and the engine
will run rough or s':all. If the valve malfunctions in the closed
position, it will be equivalent to operation without EGR."
14. Test Results - Regulated Emissions and Fuel Economy (submitted by
Applicant);
"Appendix B and C are reports of tests using the Federal Test
Procedure and Highway Fuel Economy Tests. FUEL-MAX was evaluated on
ten late model American cars, and compared with the baseline vehicle."
A. "Appendix B Technical Report on Evaluation of Fuel Economy
Device" is Attachment B of this report;.
Set 1827 01 0979; September, 1979
Scott Environmental Technology, Inc.,
Pluinsteadville, PA 18949
B. Appendix C, "Technical Report, Two Exhaust Emission Tests" is
Attachment C of this report. 1975 Federal Cold-Start with Urban *
Highway Fuel Economy;
Set 1796 01 0379; March 27, 1979
Scott Environmental Technology, Inc.
Plunsteadville, PA 189499
15. Testing by EPA;
Because the test data submitted by the Applicant suggested the Device
showed a fuel economy improvement, EPA conducted confirmatory
testing. EPA developed a Test Plan/Test Agreement (Attachment E)
which was sent to the Applicant for review and concurrence
(Attachment F).
The Applicant concurred that this test, plan (Attachments E and G)
would accurately reflect the effectiveness of the Device. The Device
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13
testing was conducted in accordance with this test plan/testing
agreement.
A detailed description of the testing conducted by the EPA in support
of this evaluation is reflected in EPA report, EPA-AA-TEB-81-15,
provided as Attachment H. A brief description of this testing effort
is provided below:
Three production 1979 model year vehicles (Ford Pinto with a 2.3
litre engine, Mercury Zephyr with 302 CXD engine, and an Oldsmobile
Cutlass with a 231 CIO) were tested for emissions and fuel economy.
Tests were conducted according to the Federal Test Procedur (FTP) and
Highway Fuel Economy Test (HFET). The test program consisted of
baseline tests and "FUEL-MAX" tests. The "FUEL-MAX" tests consisted
of a standard test procedure (FTP or HFET) with the Device, installed
on the vehicle.
Road tests were conducted on each of the preceding three vehicles to
evaluate each vehicle's sensitivity to engine knock, since some
vehicles are knock sensitive to EGR deactivation.
Additional tests were conducted on the Oldsmobile Cutlass as an
evaluation tool. The tests consisted oil hot start LA-4 cycles. The
LA-4 driving cycle is the basic FTP driving cycle. The results of
these hot start LA-4 tests are somewhat: similar to bags 2 and 3 of
the FTP.
16. Analysis
A. Description of the Device;
The Device is judged to be adequately described in Section 7.
B. Applicability of tie Device;
The applicability of the device, as stated in the application,
covers most American gasoline fueled vehicles including 1979
Fords. However, even though the instructions, Attachment A, make
specific reference to Ford installations, the installation
instructions/hardware did not adequately cover the installation
in either Ford 2.3 litre or 302 CID vehicle (see Section 16 D.).
C. Costs:
FUEL-MAX is advertised at $29.95 postpaid from distributors (see
Attachment I).
D. Device Installation - Tools and Expertise Required;
The Applicants claim that only simple tools and average
mechanical skills are required for installation is judged to be
true for some cases. However, numerous problems were encountered.
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14
(1) On the Pinto, the installation instructions call for the EGR
valve to be disconnected from the intake manifold, but to be
left connected to the exhaust gas transfer pipe so as to
close the end of the transfer pipe. On the test vehicle, the
EGR valve and the exhaust gas transfer pipe had to be removed
because the EGR valve configuration was different than that
shown in the "FUEL-MAX" installation instructions and this
configuration permitted an exhaust leak to occur under the
hood when the EGR valve was disconnected from the intake
manifold.
(2) On the Zephyr, the "FUEL-MAX" caused an exhaust leak at the
manifold where the EGR valve is normally installed because
the adapter specified for this application did not cover the
EGR exhaust opening in the manifold. A sealing plate and
additional gaskets had to be employed to prevent this
underhood exhaust leak.
(3) The gasket sealer provided with the kit rapidly deteriorated
and had to be replaced with a hijjh temperature sealant.
(A) Replacement of the EGR valve Basket was impractical since
automotive parts suppliers normally s«ll the gasket only with
a new EGR valve.
(5) A prospective purchaser of the Device would be required to
install the Device himself. Since this Device violates the
anti-tamperiiig provisions of the Clean Air Act, it is illegal
for many automotive businesses to install this Device (see
Section 17).
(6) If disabling the EGR causes the engine to knock, retarding
the ignition may be required to correct engine knock. The
Applicant was aware of this potential problem (see Question
no. 3 in Attachment J), and offers two solutions:
(a) switch to higher octane fuel
(b) retarding ignition timing
Either solution will tend to alleviate the problem, although
the Applicant makes no mention of this problem or potential
solutions in the Installation Instructions (Attachment A).
The Applicant states in Section 10 that the Installation
Instructions are also the complete operating instructions.
Note that:
(a) a higher octane fuel may not be readily available and
will cost more,
(b) retarding the timing will require a timing light,
hand tools, average mechanical skills, plus knowing
how to time the vehicle.
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15
E. Device Operation;
The operating Instructions referred t:o in Section 10 consist only
of the Installation Instructions - no mention is made to vehicle
operation other than setting the*, air bleed to correctly
correspond with an engine's displacement. However, as noted in
16 D (6), no mention is made of the potential knock problem or
the remedy for it.
F. Device Maintenance:
In addition to the yearly cleaning of the Device's air filter,
the vacuum lines attached to the Device would require the same
periodic, albeit infrequent, maintenance accorded similar
components in a vehicle's engine compartment.
G. Effects on Vehicle Emissions (non-regulated);
As claimed, the Device is judged to be unlikely to affect
non-regulated emissions.
H. Effects on Vehicle Safety;
If use of the Device does not cause engine knock, the Device is
judged to be unlikely to affect vehicle safety as claimed.
If use of the Device causes engine knock, the Device could lead
to serious engine damage if the knock problem is not soon
corrected.
If the Device malfunctions in the open position, the Applicant is
judged to have correctly identified the potential problems, i.e.,
rough engine or stalling.
However, if the Device malfunctions in the.closed position, the
Device, could again lead to engine knock problems.
I. Test Results Supplied by Applicant;
Applicant did submit test data per t:he Federal Test Procedure or
Highway Fuel Economy Test. These a.re the only EPA recognized
i
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(1)
test procedures^'. This requirement for test data following
these procedures is stated in the application test policy
documents that EPA sends to potential applicants. The test data
submitted by the Applicant are listed below and evaluated.
(1) The data submitted by the Applicant in Attachment B was for
single test sequences (both FTP and HFET) with and without
the "FUEL-MAX"device installed.
(a) A review of this data shows the following weaknesses in
the test data:
(i) Vehicles were tested "as received". They were not
checked for agreement with the manufacturer's
engine design parameter settings (ignition timing,
idle speed, idle mixture;, etc.) (see EPA's request,
Attachment X, and Applicant's response, Attachment
L). .
The Applicant stated that the vehicles were assumed
to be set at manufacturer's specifications when
originally leased new (Attachment L). Since these
vehicles had accumulated between 7,000 and 48,000
miles, there may have been some need for
readjustment.
However, a review of the emissions and fuel economy
data submitted suggests that these vehicles were
not greatly, if at all, out of specification.
(ii) The tires were not fully inflated for the
dynamometer tests. For dynamometer testing, Che
tires are normally inflated to 45 psi to minimize
From EPA 511 Application test policy documents:
Test Results (Regulated Emissions and Fuel Economy);
Provide all test information which is available on the effects of
the device on vehicle emissions and fvel economy.
The Federal Test Procedure (40 CFR Part 86) is the only test
which is recognized by the U.S. Environmental Protection Agency
for the evaluation of vehicle emissions. The Federal Test
Procedure and the Highway Fuel Economy Test (40 CFR Part 600) are
the only tests which are normally recognized by the U.S. EPA for
evaluating vehicle fuel economy. Data which have been collected
in accordance with other standardised fuel economy measuring
procedures (e.g. Society of Automotive Engineers) are acceptable
as supplemental data to the Federal Test Procedure and Highway
?uel Economy Data will be used, if provided, in the preliminary
evaluation of the device. Data .ire required from the test
vehicle(s) in both baseline (all parameters set to manufacturer's
specifications) and modified forms (with device installed).
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the heat buildup anil added rolling resistance
created by the dynamometer rolls. The tire
pressures for these tests were 10 to 15 psi low.
(iii) Six of the nine vehicles in this nine vehicle study
were not in compliance with the emission standards
in baseline conditions. These vehicles failed HC
or CO or both HC and CO. Only one vehicle failed
to meet the NOx standard.
(iv) A review of the dynamometer horsepower loadings
shows that the settings used were probably higher
than should have been used. Erroneous dynamometer
horsepower loadings would affect both emissions and
fuel economy.
(v) The data does not address driveability. As noted
in EPA test report, Attachment H, some vehicles are
sensitive to EGR deact.ivation. (FUEL-MAX replaces
the EGR valve, thus, deactivating it).
(b) A review of chis data showed that:
(i) FTP HC and CO emissions decreased.
(ii) FTP NOx emissions increased substantially.
(iii) FTP fuel economy increased.
(iv) HFET fuel economy increased.
However, due to the weakness in the data noted above
(Section 16 I (l)(a)), the data does not confirm these
conclusions.
(2) The data submitted by the Applicant in Attachment C was for
single test sequences (both FTP and UFET) with and without
the "FUEL-MAX" device installed. In addition to having the
data weakness noted for the nine vehicle test fleet, it
appears the Device was improperly set for the engine's
displacement. FUEL-MAX was set at 2 rather than 3 as
required by the Device Installation Instructions.
J. Test Results Obf.air.ed by EPA;
The tests conducted by EPA are discussed in detail in Attachment
H, therefore a duplicate presentation is not provided.
17. Conclusions
EPA fully considered all of the information submitted by the device
manufacturer in the application. The evaluation of the FUEL-MAX
device was based on that information and the results of the EPA test
program.
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The purpose of the EGR System Is the control of NOx emissions.
Removal of the EGR control valve to install the "FUEL-MAX"
deactivates the EGR System and would be expected to result in a large
increase in NOx emissions.
EIA tested the "FUEL-MAX" device on a sample of three typical 1979
passenger cars. The findings are summarized below:
1. Use of the FUEL-MAX resulted in increased NOx emissions of
between 440% to 1070% on the FTP and 230% to 770% on the HFET.
2. Use of the FUEL-MAX resulted in changes in fuel economy of
between +1.6% to +4.1% on the FTP and -0.6% to +0.9% on the HFET.
3. Use of the FUEL-MAX resulted in a. decrease in hydrocarbon
emissions of between 15% to 24% on the FTP and 6% to 42% on the
HFET.
4. Use of the FUEL-MAX resulted in a decrease in carbon monoxide
emissions of between 7% and 44% on the; FTP and 46% to 68% on the
HFET.
5. On the road evaluations with FUEL-MAX showed that heavy knock
existed in one car, that light knock occurred in one car and that
knock was rarely noticed on the third car.
The Applicant's testing of the "FUEL-MAX" device showed the same
emission and fuel economy trends. The differences observed in the
uagnitute of these effects were due to the differences in the test
fleets and the weaknesses noted in the control of the Applicant's
vehicle test program.
Because EPA tests showed that use of the "FUEL-MAX" on the vehicles
tested, caused emissions to exceed applicable standards, the
installation of this Device by a person in the business of servicing,
repairing, selling, leasing, or trading motor vehicles, fleet
operators, or new car dealers will be considered a violation of
Section 203(a)(3) of the Clean Air Act,, the Federal prohibition
against tampering with emission control systems. That is, there is
currently no reasonable basis for believing that the installation or
use of this device will not adversely affect emission performance.
This determination does not preclude the u«e of the "FUEL-MAX" device
on a different vehicle or vehicles than those tested by EPA if
Federal Test Procedure tests performed on such vehicles clearly
establish that emission performance on such vehicles is not adversely
affected.
Many state laws prohibit the operation or registration for use on
public highways of a motor vehicle on which the emission control
system has been removed or rendered inoperative. EPA has concluded
that this device will render inoperative an element of design of the
emission control devices or systems of a motor vehicle on which it is
installed. Therefore, the installation or use of this device by
individuals may be prohibited under some state laws.
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19
Attachment A
Attachment B
Attachment C
Attachment D
Attachment E
Attachment ?
Attachment G
Attachemnt H
Attachment I
Attachment J
Attachment K
Attachment L
List of Attachments
Installation Instructions for FUEL-MAX (provided
with 511 Application)
"Technical Report on Evaluation of Fuel Economy
Device"
Set 1827 01 0979; September 1979, Scott
Environmental Technology, Inc., Plumsteadvllle, PA
18949 (specified as an Attachment B to 511, but not
provided with 511 until January 5, 1981).
"Technical Report, Two Exhaust Emission Tests, 1975
Federal Cold Start With Urban & Highway ?uel
Economy" Set 1796 01 00379; March 27, 1979 Scott
Environmental Technology, Inc., Plumsteadville, PA
18949 (specified as an Attachment B to 511, but not
provided 511 with until January 5, 1981).
figures 1, 2, 3 for FUEL-MAX.
Test Plan/Test Agreement: for FUEL-MAX.
Copy of letter dated January 23, J981 from EPA to
Fuel Injection Development Corporation transmitting
Test Plan/ Test Agreement for their review and
concurrence.
Copy of letter dated February 2, 1981 from Fuel
Injection Development Corporation acknowledging
their concurrence with t.he Test Plan/Test Agreement.
TEB Report EPA-AA-TEB-81-15, "Emissions and Fuel
Economy of FUEL-MAX, a Retrofit Device".
Sales advertisement for "FUEL-MAX".
"FUEL-MAX Gasoline Conservation for Cars and
Trucks" includes fuel conserving driving tips plus
20 questions and answers.
Copy of letter dated November 7, 1980 from EPA to
Fuel Injection Development Corporation requesting
vehicle test information.
Copy of letter dated December 29, 1980 from Fuel
Injection Development Corporation providing test
data and vehicle test settings.
J
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20
EPA-AA-TEB-511-81-10B
Attachments to
EPA Evaluation of the "FUEL-MAX" Device Under Section 511
of the Motor Vehicle Information and Cost Savings Act
June, 1981
Test and Evaluation Branch
Emission Control Technology Division
Office of Mobile Source Air Pollution Control
Environmental Protection Agency
i
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ou UVTUI w»uut|.i| wv«
10
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w A|uri*rw tun Mpun uDiinujiluwj tuxuiiuvi > -iv^«u| «•« H" j
|u*« jjr 'Jtmou u«oi|
p*l|n*«< •••14 U»t«P || W 'ATM Aur w luwlf •> 'IUM-.UI >*|i|>oui
•q 01 pono| If <4>V|M 0)^ pn j Aut Ol »«•"» MM lex* Mf IITM «uj.
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INSTALLATION IIVSSTRUCTIQIMS
FUEL-MAX IMPROVES FUEL ECONOMY AND DRIVEABIUTY OF
AMERICAN MADE CARS AND TRUCKS BUILT SINCE 1973. THIS KIT WILL
MODIFY YOUR CAR'S POLLUTION CONTROL SYSTEM TO GIVE MAXIMUM FUEL
ECONOMY AND PERFORMANCE.
INSTALLATION IC\SSTRUCTIQIVlS
Vow Fud-IAu Kit conlMHMl tfx pwa n»c«im» «o: IWDOM (to C.C.R. M)M, npl*ot il vithan*• nylon w •*•«.
STEP t: REMOVE AIR CLEANER.
(Umo«l of th« *ir dM««r «•« vm«l^y iht Fud-M» intuitetion. B« n«. to nott >U th. conntciing tubn »i4
duca an ttit *ir cllinn B 0wl you *M b. «M< la npUet it proo»i».
STEP 2: REMOVE E.G.R. VALVE.
Ito E.G.R. (E»n«nt GM R«artuUtion| V*h« it tocMtd on tnt inttk* mtnifoM dow to th. cJrtwHOf. KMP
track of tht imtH fubbtr ROM nuutwd to Iht E.C.R. V«M - it«.:! U uKd to «CIK«I« iht Fu*•»*<«. II Uw
«Miium hot* HM tatn diMon»K»d bom th* EXJ». V«M. chtck Hw <«oiuin hoi. tm tor ro » c» to find
tht proper hoi*. (S« (i|urt I)
MoaC.C.R.ah>mtr*f»untdbrtwobola. Somt othvt uu • d«mp tnd • *«|l» bolt ID hoU thr damp In ptor. Six ttw
nuu or boltj uMd to fnttn tht E.C.R. «!•« - thry v« b* imd to bolt OOM< tht furl «Aii xbciar nUu.
ForKt.l. II thvt *ppt«r to bt tm EjC.R. MMt. ««• to fijurt t .
MOTi: OnnxMotdr MMci«,ttMfi:j«.t«lt>wl^urei1 A. •. C On wmt Fordpwducnyou~*ModnbraokoH• uw« CMC*of tttOf
in il intim « Ink-coo) oanntaon.
If iht old fnktt b^M*!. mmw cwca vim * kmf* bUdt. It «•
ttikM rtmwn • ant •«*. bwt« in plaet. Spittd «n ran Uyw
Of ItJto on Iht tonan of Hw FM44C» «4iplir pUt. and (Kurt
itinpUor»irhttiru««nxvt>ant. or damp thai wn IAX) to t»M>
thrr.C.R.vjIv II tt»V<«fc of tnMlOT lining (,., |I«-f url Uj.
if. wve 1tvMBih>
wt mil «l*p you *»
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LAHGE
;H HOSfc.
kH|«4* *l •» ifcr trf Ik* »
22
i STEPS: INSTALL SMALL RUBBER HOSE.
i
! GM.~i~>
• «»•-»»»•• M»k4.
STEP 6: MOUNT FUEL-MAX.
mount ttw Futl Utt. f*»t trt two pUM* H>tp
wrthOMtu
F«jv««4
TDK !•• Mo» Vour f«Ml-
STEP 7: SET FUEL-MAX TO THE CORRECT NUMBER FOR YOUR CAR.
!>• IO«O to Iht hiohta nunon yaw tngint •* tolriM*
wtho^t mtraducing hntttion. Tht h^Tiat IMI«« • "8". AdV*non| iht pom* beyond &
nrqui'ttml to • Mtling ol ttro. II Iht Furl-U»i ctuua htvul«fi. t*t it to I low*/ numbtr
r%dl-y*»«B Tht Futl-U»donnotOptrMtunnl«i**n(ini«wvint<1up.wilwi«nM
h»t tny tlltct when int tngjn* It cold.
STEP 8: RE- INSTALL THE AIR CLEANER.
STEP 9: MAINTENANCE.
C««« iiw Fort Ui« Mut onet • yw with HMO old tmt Fud-»««»n<)cl«««nldMrol»lll>o>i«HC»rbul«m pirn or net trtuutt piOM. AH«r
n. uwi tng^t *nd dtpnra McthrHor p«M. Bi (un Out tnt ioalimor nturm bMk lo Mt.
b. Oo not din* «»«y unty you ctMck HIM Hi* tOvai put* ii IntuOcd fmotf.l. WHti tfw tnoint idlinQ.
fKdl Iht l«i rvWM host oil the Full Mu. Thfra tfwutd to wctien in tnt no«. and «h«n tit a l«t into
th, moiM. tnt idU tpttd thouM dMnft • or t*tn IUN. II thtrt « no union in int how. cfwcfc uui tnt
M. c>me uvu KM not Uock«l rht tif pMU«t tnroufX INt «djpt« putt, or tun On p«uan into rht
"<"<• »•« not blockx) with cwbon. II tntrt II tituutt comxg out ol tnt hot*. On tdww putt n in-
ttl turkoodl II you httr • "poppin»" tantuU noix M tnt tdtpur putt. Int pUtt • not Mttod or
sure to push the large and small rubber tubes onto botti parts a* la/ at they will go.
S|»cul Intiructioni For Unusual EGR Valves
i wning b*M4 en tf>»
Fut«-U<« 8*ttl«g
>•!•<• 4 an.) c cylinder Fowl Product*, a
l-.'ii i'i.-. n.|in,- l.-.ivirwj iru- VJivp .ilLKhi-d to
I-.. t....| ,,t t.B. >:,,., ,(lho , ItvctUII Vjln-will
itin-rrvtijllhclutvintitd
» •••••• n | i, ..,; Ml |lM-tt»i|ilH*cti«ti|i,if|nM<4i| MI
:••:.; •• •, •, n.,t t.,ttt,- or mttih-n- will .my
'• . ••' .ll'.W's
I* UK • iil> »..»,,••(,,-.
tt.ll Vj». f.li...«| II |
II - ...•'»• ...I M. ,.| |lri.
>> jfeiu*l wild j tuiulilr !•%« plug.
Figure?
Not* Some EGR Sytlemt tit C4u«c«4 tntn an
•>h«uti pressure sensor »» shown be^>*.
M your vehicle uses this type ol Mnsor. leave it« place.
and irilaM me Fuel-Ma> adapter plate a> placeo*l"«
EGnvjiive The tame small rueoer nose mai»e«t'ro"
tn<> pirisirre senior lo Ine ECR Valve tnlt no« 90 ••O"
the p'etsuie sensor lo Ine Fuei-Ma>
Figures
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23 Attachment h
SET 1827 01 0979
TECHNICAL REPORT
ON
'EVALUATION OF
FUEL ECONOMY DEVICE
Prepared For:
Prepared by
D. R. Gulf.ck
Manager, Automotive Test: Group
September 1979
SCOTT ENVIRONMENTAL TECHNOLOGY, INC.
Plumsteadville, Pennsylvania 18949
Scott Environmental Technology Inc
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TABLE OF CONTENTS
Pag«
1.0 INTRODUCTION 1
2.0* TEST FLEET DESCRIPTION 2
3.0 DEVICE DESCRIPTION 4
4.0 DESCRIPTION OF TEST PROCEDURES 6
4.1 1975 FEDERAL TEST PROCEDURE (FTP) 6
4.2 1976 (FEDERAL) HIGHWAY FUEL ECONOMY TEST (EFFT) 9
5.0 STATISTICAL ANALYSIS 14
APPENDIX A - VEHICLE INFORMATION, DYNAMOMETER INFORMATION, TEST PATE/TIME
APPENDIX B - EXHAUST EMISSION DATA. 1975 FEDERAL TEST PROCEDURE
APPENDIX C - HIGHWAY FUEL ECONOMY, EXHAUST EMISSION DATA
Scott Eiivfronmenta) Technology Inc
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25
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SET 1827 01 0979
1.0 INTRODUCTION
During the month of August 1979, Scott Environmental Technology,
Inc. performed a series of exhaust emission and fuel economy tests for
Sherman Industries* Inc. (Sponsor). The tests were performed on a fleet
of nine (9) late model domestic automobiles provided by the Sponsor. The
objective of the teat program was to determine the potential fuel saving
and emission reducing capabilities of the Sponsor's Fuel-Max device. Each
*
vehicle ^is tested first in the stock configuration to provide "baseline"
exhaust emission and fuel economy data. The vehicles were then "retrofitted"
with tLa "Fuel-Max" device and retested for exhaust emissions «nd fuel
economy for a direct comparison of the resultant data between the "before
and after1* device tests.
In addition to the above mentioned tests, three (3) of the nine
test vehicles received coatiauous Eeasursiaests of the exhaust pips tempera-
ture, to determine the effect on the exhaust temperature of the Sponsor's
device. The remaining sections of this report describe the test fleet,
device, test procedures, and the final results obtained.
This report does not constitute a "listing", "certification" or
"approval" by Scott or any government regulatory agency, and makes no
representations or claims other than as they appear in the complete report.
1
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Scott Environmental Technology Inc
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26
SET 1627 01 0979
2.0 TEST FLEET DESCRIPTION
The test vehicles utilized for this program were all late model
(1977* 1978 and 1979), light duty, domestic vehicles with both four and
eight cylinder engine sizes. A general description of «< -h vehicle is pro-
vided in Table 1.0. Additional descriptive information is included is the
tables attached as Appendix A. All test vehicles were received in stock
condition and were equipped with the manufacturer's standard emission control
systems.
•
V
V*
fl
I
Scott Em'fconmental Technolosy Inc
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Model Year
1978
1979
1977
1979
1977
1978
1979
1979
1979
Make
Lincoln
Oldsmobile
Dodge
Mercury
Mercury
Oldsmobile
Oldsmobile
Ford
Chevrolet
TABLE 1.0 TEST FLEET VEHICLE DESCRIPTION
Model
Continental
Cutlass Salon
Aapen (Wagon)
Wagon
Monarch
Cutlass Cruiser
Cutlass Cruiser
Pinto
Chevette
Vehicle
ID Number
8Y82A881792
3G09H9G427V88
NH45G7F252970
9Z74F649208
7W37F539757
3H35H8G404250
3G35H92434400
9T117158158
1B5809Y118162
*Exhau8t pipe (outside) temperature measured.
Engine
Size/Displaceaent
Initial Mileage
07509.0
07955.1
11393.0*
06V52.6*
3128S.2
48592.2*
20892.0
11379.5
07044.9
CA
O
NO
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SET 1827 01 0979
3.0
The Sponsor's device, cal.> "uel-Max. consists of two pacts.
Pare one Is a molded metal "adapter" plate (see Figure 1.0) which was
designed to replace the Exhaust Gas Recirculation (ECR) valve. The EGR
valve normally allows a portion of the exhaust gases (under certain engine
temperature/manifold vacuum conditions) to be returned to the Intake
manifold, and subsequently into the combustion chambar of an engine where-
by that portion of the exhaust gases are re-burned. The Fuel-Max plate
(part one) blocks off the exhaust port normally utilized by the EGR system
and leaves the Intake port open via a vacuum hose fitting on the plate.
Fart two (see Figure 1.0) is the main control portion of the Fuel-Max
device. It Is simply a vacuum operated valve housed in a non-metalic case
utilizing a spring loaded object to maintain an open position until closed
•
by manifold vacuum. The vacuum scurcs utilized to operate the device Is
the same as that which would normally operate the EGR valve. When installed
and operational, at a manifold vacuum that would operate the EGR valve,
the valve opens and allows fresh filtered air in part two, through part one
(via a length o£ flexible vacuum tubing) and into the intake manifold where
it mixes with and further leans the normal air/fuel (A/F) mixture of the
vehicle's engine.
The control portion of the device (part two, Figure 1.0) has an
adjustment knob, graduated in increments of one to five (1-5) which allows
it to be adjusted to a setting corresponding to the engine size, e.g. on
200 cubic inch engine, the selected setting should be -2-. On a 250 cubic
•
Inch engine it should be set mid-way between -2- and -3-, etc. This
adjustment knob simply applies more tension to the spring which in turn will
require a higher manifold vacuum to open the valve since different engine
sizes produce different amounts of Vacuum at Identical power or acceleration
rates.
Scott Environmental Technology Inc
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29
Part 2 '
(Control)
FIGURE 1.0
FIGURE 1.0 FUEL-MAX
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SET 1827 01 0979
I
4.0 DESCRIPTION OP TEST PROCEDURES
The test procedures used for determining the exhaur.t emissions and
fuel economy data are as follows:
4.1 1975 FEDERAL TEST PROCEDURE (FTP)
The test procedure used by the Environmental Protection Agency to
measure exhaust emissions from passenger cars, light trucks, and motorcycles
is the 1975 Federal Test Procedure i'75 FTP). This procedure may also be
referred to as the Federal Driving Schedule, CVS C/H Test, the Cold Start
CVS Test, Urban Dynamometer Driving Schedule (UDDS), or LA-4.
The '75 FTP is the procedure used in the certification tests of
new cars beginning with the 1975 model year. It is also the procedure EPA
has been using since 1971 to evaluate prototype engines and emissions con-
trol systems. The *75 FTP provides the most representative characterization
available of exhaust emissions aod urban fuel economy.
The test is run in a controlled ambient cell where temperature and
humidity conditions can be maintained within specified limits. During the
'75 FTP. the vehicle is driven on a chassis dynamometer over a stop-and-go
driving schedule-having an average speed of 21.6 mph.
The Urban Dynamometer Driving Schedule or LA-A is the result of
more than 10 years of effort by various groups to translate the Los Angeles
smog-preducing driving conditions to dynamometer operations. It is a non-
repetitive driving cycle covering 7.5 miles in 1372 seconds with an average
speed of 19.7 mph. During the '75 FTP, the first 505 seconds of the LA-4
are rerun after the hot start so the distance traveled during a full *75
FTP is 11.1 miles and .the average speed is 21.6 mph. The maximum speed
attained during the LA-4 cycle (or '75 FTP) is 56.7 miles per hour. The
LA-4 is derived from data taken from a vehicle driving under actual city
traffic conditions, so it is typical of a vehicle operating in an urban
environment.
Through the use of flywheels and a water brake, the loads that the
vehicle would actually encounter on the road are reproduced. The vehicle's
Scott Environmental Technology Inc
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31
SET 1827 01 0979
exhaust is collected* diluted and thoroughly mixed with filtered background
air, and a known constant volume flow is obtained by the use of a positive
displacement pump. This procedure is known as Constant Volume Sampling (CVS).
The '75 FTP captures the emissions generated during a "cold" start and
»
includes a "hot"' start after a ten minute shut-down following the first 7.S
miles of driving.
A chassis dynamometer reproduces vehicle inertia with flywheels,
and road load. For each inertia weight class, a road load which takes into
account rolling resistance and aerodynamic drag for an average vehicle in
each class is specified.
The vehicle must be parked for at least 12 hours prior to the
exhaust emission test in an area where the temperature is maintained between
68°F and 86°P. This period is referred to as the "cold soak".
The '75 FTP is a cold start test, so the test vehicle is pushed
OQto the dynamometer without starting the engine. After placement of the
vehicle on the dynamometer, the emission collection system is attached to
the tailpipe, and a cooling fan is placed in front of the vehicle. The
emission test is run with the engine compartment hood open.
The emission sampling system and test vehicle are started simul-
taneously, so that emissions are collected during engine cranking. After
•
starting the engine, the driver follows a controlled driving schedule known
as the'Urban Dynamometer Driving Schedule (UDDS) or LA-A, which is patterned
to represent average urban driving. The driving schedule.is displayed to
the driver of the test vehicle, who matches the vehicle speed to that dis-
played on the schedule. (A copy of the LA-A driving schedule can be found
in Figure 2 ). The.LA-A driving cycle is 1372 seconds long and covers a
distance of 7.5 miles. At the end of the driving cycle, the engine is
stopped, the cooling fan and sample collection system shut off, and the
hood closed. The vehicle remains on the dynamometer and soaks for 10 minutes.
This is the "hot soak" preceding the hot start, portion of the test. 'At the
end of ten minutes, the vehicle and CVS are again restarted and the vehicle
is.driven through the first 505 seconds (3.59 miles) of the LA-A cycle.
Scott Environmental Technology Inc
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Ficure 2: Official Federal Tcpt Cycle
EPA Ui&hvay Cycle
,(u8ed in Highway Fuel Economy Teet)
8
100.00 800.00 900.00 000.00
SECONDS
500.00 000.00 700.00 600.00
LA-4 Urban Cycle
(used in '75 Federal Teet Procedure)
100.00 203.00 300.CO 400.00
500.00 600.00 700.00
SECONDS
000.00 000.00 1000.00 1100.00 1200.00 1900,00 M00.09
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SET 1827 01 0979
Exhaust emissions measured during the '75 FTP cover 3 regimes of
engine operation. The exhaust emissions during the first 505 seconds of the
test are the "cold transient" emissions. During this time period, the vehicle
gradually warms up as it is driven over the LA-4 cycle. The emissions during
this period will show the effects of choke operation and vehicle warm-up
characteristics. When the vehicle enters into the. remaining 867 seconds of
the LA-4 cycle, it is considered to be fully warmed up. The emissions during
this portion of the test are the "stabilized" emissions. The final period
of the test, following the hot soak, is the "hot transient" section, and
shows the effect of the hot start. The emissions from each of the three
portions of the test are collected in separate bags.
• * .
4.2 1976 (FEDERAL) HIGHWAY FUEL ECONOMY TEST (HFET)
Since the '75 FTP does not represent the type of driving done in
•
rural area^s, especially on highways., a driving cycle to assess highway fuel
economy was developed by the EPA. The EPA Highway Cycle was constructed
from actual speed-versus-time traces generated by an instrumented test car
driven over a variety of non-urban roads, and preserves the non-steady-state
characteristics of real-world driving. The average speed of the cycle is
48.2 mph and the cycle length is 10.2 miles, approximating the average non-
urban trip length. For this procedure the vehicle is fully warmed up and
running at the st&rt of the HFET. If the vehicle is shut off at the end
of the '75 FTP and allowed to cool for an apprecialbe amount of time, a warm-
up Highway Cycle (See Figure 2 ) Is run before the actual HFET. This Insures
that the vehicle drivetrain is at full operating temperature.
A complete description of the procedures (Vol. 27, No. 221, Part II,
Nov. 15, 1972) that are followed during a '75 FTP and '76 HFET can be found
in the Federal Register.
Each of the above described procedures was performed 'on the test
automobile, one each before device installation and one each after device
installation.
Scott Environmental Tfechnotogylnc
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SET 1827 01 0979
In addition to the exhaust gas and fuel economy measurements,
exhaust pipe temperature was also measured on three vehicles in the test
fleet. The measurements were obtained by clamping a type "K" (chromel-
alumel) thermocouple to the exhaust pipe immediately after the "7" junction
from each cylinder bank. The temperature was measured continuously during
each test series and recorded on strip chart paper to determine the effect
of installation of the Fuel-Max device on the exhaust temperature.
The CVS is used to collect the exhaust emissions during the tests.
A portion of the exhaust gas mixture is collected in Tediar bags for subse-
quent analysis. After the sample has been collected, it is transferred to
analyzers where the concentrations of hydrocarbons (HC), carbon monoxide
(CO), carbon dioxide (€02) and oxides of nitrogen (NOX) in the sample bag
are determined. The analyzers provide for the determination of EC concen-
trations by flame ionization detector (FID), CO and C02 concentrations by
non-dispei sive infrared (KDIR) analysis and NOX concentrations by chetnt-
luminescence (CL) analysis. These concentrations are then converted to
grams per mile (pgm) for each of the pollutants measured by calculating
the mass (average, diluted) emission rates collected during each portion
of the tests' using the total volume flow of the CVS. Once the mass emissions
> •
for each test, or test phase are known, the emissions in grams per mile are
calculated using t;he following formula:
where
Yyg " Weighted mass emissions of each pollutant, i.e., HC, CO or
KOX in grams per vehicle mile.
Yct « Mass emissions as calculated from the "transient" phase of
the cold start test, in grams per test phase.
Yjjt «• Mass emissions as calculated from the "transient" phase of
the hot start test, in grams per test phase.
YS • Mass emissions as calculated from the "stabilized** phase
of the cold start test, in grams per test phase.
Scott EnvrfronnwTtal Technology toe
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SET 1827 01 0979
The cold start and hoc stare bags ara weighted 0.43 and 0.57 respectively.
(Detailed explanations of the calculations can be found in the Federal
Register.)
Fuel economy is usually measured by either the carbon balance
method or by using a remote source of fuel (such as a can) which is weighed
before and after the test. Unless a special test requires the use of the
weight method, the carbon balance method is used to determine fuel economy.
The carbon balance procedure for measuring fuel economy correlates
the carbon products in the vehicle exhaust to the amount of fuel burned
during the test. The major assumptions in using this technique are:
. .1. The carbon present in the EC, CO and (X>2 exhau.it is the only
carbon found in the emissions. This means that other carbon containing
compounds, such as oxygenated hydrocarbons that are not detected by i
flame ionization detector and carbonaceous particulates, are ignored.
*
2. All of the carbon that is measured in the exhaust in the form
of HC, CO and CO^ came from the fuel; there are no other sources of carbon.
3. All of the fuel consumed during the test can be accounted for
by the carbon in. the exhaust. This assumption implies that all of the fuel
that leaves the tank passes through the engine, and that no carbon leaks
from the exhaust system or evaporates from the vehicle before being analyzed.
Since the carbon weight fraction of the fuel is known, it is a
simple matter to calculate the amount of fuel consumed during the test.
Agreement between the carbon balance method and direct fuel consumption
measurement is normally within 2Z.
Exhaust emission concentrations as collected in the integrated bag
samples, were calculated using appropriate instrument calibration factors.
This "raw" concentration data was then converted to grams of pollutant per
s
test mile (based on a 7.5 mile test) using the procedure outlined above..
This data, including all measured parameters used in the mass emission
. computations, is included in the tables attached as Appendix B. Exhaust
%
emissions collected during the Highway Fuel Economy tests were reduced in
i
the same manner as described above, with mass emissions (grams per mile)
based on a test of 10.242 miles. The tables attached as Appendix C summarize
the exhaust emission data for these tests.
<$>.
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SET 1827 01 0979
Urban and Higlnray Fuel Economy for each test sequence was calcu-
lated using the procedure outlined in Federal Register Volume 41, Number 218,
Part 600 "Fuel Economy of Motor Vehicles", November 10, 1976. The basic
equation used to calculate the fuel economy of a vehicle, in miles per
gallon, from the mass emissions data is as follows:
„ grams of carbon/gallon of fuel
™ grams of carbon in exhaust/mile
or:
0.866 (mean density of fuel - gpg)
MPG
0.866(gpm BC) + 0.429(gpm CO) + 0.273(gpm C02)
The three constants represent the carbon weight fractions of the
fuel (HC, CO and CC^)- The urban and highway fuel consumption rates for
each test are included at the bottom of the tables in Appendices B and C.
/
Table 2.0 gives the maximum temperature achieved during the test
series on the three vehicles that were monitored for that purpose. This
data indicates that there is no significant change in exhaust temperature
with •installation of the Fuel-Max device.
Scott Environmental Technology Inc
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SET 1827 01 0979
FTP HE
TABLE 2.0
MAXIMUM TEMPERATURE ACHIEVED
1977 Dodge Aspen 7agon Baseline 533"F
Device SAO'F 625*F
1979 Mercury Station Wagon Baseline 552'F 650*F
Device 500*F
1973 Oldsmobile Cutlass Cruiser (Wgn) Baseline 570'F 660*F
. Device 486'F 690*F
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SET 1827 01 0979
5.0 STATISTICAL ANALYSIS
The prim* objective of this study was to determine whet effect
the Fuel-Kax device hod on certain exhaust emission end fuel economy
characteristics of late model automobiles. An evaluation of this objective
was accomplished by selecting a typical sample of automobiles and subject-
ing them to identical tests before and after installation of the device.
A veil known statistical test for determining device effects on
a set of data is to perform a t-test on the differences of the test
measurements before and after device installation. By taking differences,
extraneous effects which might influence both members of a pair tend to
cancel out, thus leaving only the effect (if any) of the device. The
t-value is calculated as:
rcalc
Where:
x •* Mean of the paired difference
SD • Estimate of the standard deviation of the differences
n - Sample size
The test is carried out by considering the Null Hypothesis,
HO? v^ • l»2* That is, the "beJore" and "after" treatment observations
came from a universal population with equal means. In other words* there
is no effect of .treatment on the two sets of observations. The assertion
of this hypothesis is stated with a certain degree of risk termed the level
of significance (a). Standardized t-values for various levels of signifi-
cance are available in statistical tables. Thus, if the calculated t-value
is greater than the tabulated t-value, we can reject our Null Hypothesis
and probably accept an Alternate Hypothesis, H^Cuj. > V2 or ul < V£) at
an a level of significance. For the purposes'of this study, a 95Z level
was considered 'significant1 and a 99Z level as 'very significant*.
Table 3.0 summarizes the paired differences of the mass emission
and fuel economy characteristics of the test fleet vith the HC, 00 and NOjg
expressed in grams per mile (gpo) and fuel economy in miles per gallon (mpg).
Scott Environmental Technology Inc
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lei
TABLE.3.0
SUMMARY OF EXHAUST EMISSIONS AM) FUEL ECONOMY
Vehicle
1978 Lincoln Continental
1979 Oldsmoblle Cutlass Salon
1977 Dodge Aspen Wagon
1979 Mercury Station Wagon
1977 Mercury Monarch
1978 Oldsmoblle Cutlass Cruiser (Wgn)
1979 Oldsmoblle Cutlass Cruiser (Wgn)
1979 Ford Plt;to
1979 Chevrolet Chevette
Fuel Econony
Device
None
Fuel-Max
None
Fuel-Max
None
Fuel-Max
None
Fuel-Max
None
Fuel-Max
None
Fuel-Max
None
Fuel-Max
None
Fuel-Max
None
Fuel-Max
HC
(CPM)
0.53
0.47
1.55
1.10
2.98
2.56
1.00
0.77
2.38
1.72
1.36
0.60
1.56
0.86
1.04
1.39
1.58
1.03
CO
(GPM)
6.0
2.0 '
18.8
9.6
35.0
33.2
7.6
4.1
28.4
17.8
20.8
10.2
13.8
8.2
25.3
30.7
17.7
10.0
NOx
(CPM)
1.56
7.17
1.15
3.33
1.73
3.69
1.28
8.23
2.46
7.12
1.20
3.48
1.33
3.75
2.04
5.62
1.43
5.17
Urban
(MFC)
U.48
12.07
16.76
17.18
15.02
14.65
13.52
13.14
15.43
17.12
15.55
16.56
14.43
14.77
18,47
18.03
21.41
22.1")
Highway
(MPC)
16.11
17.14
24.12
24.72
21.81
23.25
21.90
22.37
23.69
22.17
23.91
25.18
21.15
21.87
28.60
28.67
32.45
33. 58
-------
1. Analysis on Reduction in EC Emissions
•
HO: Wi * l>2 Null Hypothesis that there is no effect
HQ: Ui < l»2 Alternate Hypothesis that emissions after device installation
are lower
Calculated t - °'38667 - 3.449
0.336327/9
'.90. 4 "* 8
:.95. «-8
:.99. « - 8
- 1.397
Standard t values
'.995. * - 8 ' 3'355
Since the calculated t is greater than the tabulated t at a 99Z
(or even a 99.5Z) level, there is, statistically, a very significant
difference in exhaust hydrocarbons as a result of installing the Fuel-Max
device. The mean HC emission reduction is 24.5Z.
ScottEnvironmcntalTechnofagylfK.
-------
BQ: VJL"
2. Analysis on Reduction in CO Emissions
Mull Hypothesis that there is no effect
Ho: Hl> V2 Alternate Hypothesis that emissions after device installation
are Icr'er
Calculated t - 5t28889 — - 3.293
t. 817897^
.90, * - 8 -
t Q_ . ft - 1.860
.50, 9-8
*.». * - s ' 2-896
'.995, f- 8 * 3'355
'-
Standard t values
Since the calculated t is greater than the tabulated t at a 99Z
level, there is, statistically, a very significant difference in exhaust
carbon monoxide as a result of installing the Fuel Max device. The mean
CO emission reduction is 27.SZ.
ScottEnvironmentalTechnolosylnc
-------
3.. Analysis on Increase In NOX Emissions
•
^t y^« U2 Null Hypothesis that there is no effect .-
HQ: u^< U£ Alternate Hypothesis that emissions after device installation
are higher
Calculated t - -3.70889— j. .5.794 . I
1.63776//9 .. I
tm _i -107
QOAi"ft *
.95, > - 8 * Standard t values
C.99. * - 8 - -2'896
'.995, * - 8 " -3-355
Since the calculated t Is greater than the tabulated t at a 99.5Z
level, there Is, statistically, a very significant difference In exhaust
nitric oxides as a result of Installing the Fuel-Max device. The mean NOX
emission increase is 2342.
<$>.
Scott Environmental lechnoipgy Inc
"II1
-------
A3
Ho: wl"
4. Analysis on Increase in Urban Fuel Economy
tnere is no
H-t y < y« Alternate Hypothesis that urban fuel economy after device
Installation Is higher
Calculated t - "°*52778 - -2.649
0.7109//9
- 8
- -1.397
Standard t values
'.95. 4 - 8 ' -1'860
Since the calculated t is greater than the tabulated t at a 95% level,
there is, statistically, a significant difference in urban fuel economv as
a result of installing the Fuel-Max device. The mean urban fuel economy
increase is 4.5Z.
i
Scott En\dronmentallechnolosylnc
-------
44
5. Analysis on Increase in* Highway Fuel Economy
HO: y^" u2 Vull Hypothesis that there Is no effect
H0I u,< l»2 Alternate Hypothesis that highway fuel economy after device
installation is higher
. . , ~ -0.55667 , ...
Calculated t - - - -1.941
D.8604/^.
'.90, * - 8 * -1'397
'.95. * - 8 - -1'860
Standard t values
» Since the calculated t is greater than the tabulated t at a 95Z
level, there is, statistically, a significant difference in highway fuel
economy as a result of installing the Fuel-Max device. The mean increase
in highway fuel economy is 2.4Z.
Scott Environmental Technofasylnc
-------
45
APPENDIX A
VEHICLE INFORMATION
DYNAMOMETER INFORMATION
TEST DATE/TIMES
Scott Environmental Technology Inc
I
-------
Scott Environmental Technology Inc
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TABLE A-l
VEHICLE INFORMATION
Make: Lincoln
Engine Disp.
Idle RPM
&60 . v-B
Fuel System
Model: Continental
Engine Serial Ho. :
Transmission Automatic
Odometer
Tear: 1978
Chassis Serial No. «tYB?A«qi70?
• • NJ 845-I4J
1 — A barrel carb.
Tank Capacity
.7
Tank Location Left rear
Curb Weight 4880 Ibs.
Driva Wheel Tire Press. 32 psi
Device Baseline —' no device
•DYNAMOMETER INFORMATION
Serial No.
Inertia
Clayton 1289P
5000 Ibs.
Road Horsepower 6 50 HPH
Actual 14.7
Indicated
10.5
TEST SEQUENCE:
Road Precondition:
Dyno Precondition:
Cold Soak: :
Fuel Transfer:
Heat Build:
CVS Test:
Hot Soak:
Highway Fuel Economy:
Date
8/6/7Q
S/7/7Q
8/7/79
CARBON TRAP INFORMATION
Serial No. -
Final Wt. '(g) ^_
Initial Wt. (g) ___
Net Wt. (g) -
Test No.
Project No. 1827
Odcaeter Odometer
Start Time Start End Time End
1700
n?«;nQ n
1427
07523.2 1440 07533.2
TROY. MICHIGAN / SAN BERNARDINO. CALIFORNIA
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47
Scott Environmental Technology Inc
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TABLE A-3
VEHICLE INFORMATION
Make:
Lincoln
Engine Serial No.
Transmission Automatic
Odometer
07534.5
Engine Disp.
Idle RFH
460 V-8
Fuel System 1-4 bbl. carb.
Tank Capacity 24 .'2
Task Location
Curb Weight 48800
Left rear
Continental
Chassis Serial Ko.
Year: 1978
Drive Wheel Tire Press. 32 psi •*e~~'_
Device Fuel-Max (4.6 set point)
III 845-14J
-DYNAMOMETER INFORMATION
Serial No.
Inertia
Clayton 1289P
5000*
Road Horsepower @ 50 MPH
Actual 14.7
Indicated
10.5
TEST SEQUENCE;
Road Precondition:
Dyno Precondition:*
Cold Soak: •
Fuel Transfer:
Beat Build:
CVS Test:
Hot Soak:.
Highway Fuel Econony:
Date
8/7/79
8/R/7Q
B/ft70
CARBON TRAP INFORMATION
Serial No.
Final Wt. (g) _
Initial Wt. (g)
Net Wt. (g)
Test No.
Project No. 1827-01
Odometer Odoneter
Start Time Start End Tine End
1700
1425
JQZ5JUL1
itgpY.MICHIOAM
-------
Scott Environmental Technology Inc
PLUMSTEADVILLE, PA. 18949 PHONE: 215-766-8861 TWX: 510-66S-9344
TABLR A-2
VEHICLE INFORMATION
Make; Oldsmoblle
Engine Serial No. -
Transmission Automatic
Odometer 07955.1
Engine Disp. . 305 V-8
Idle RPIi
Fuel System 1-4 bbl.
Tank Capacity 18.2
Tank Location Rear
Curb Weight
32980
f
Model: Cutlass Salon
Year: 1979
Drive Wheel-Tire Press. 30 psl
Device Baseline (no device)
Chassis Serial No. 3C09H9C4277S8
PA 951-309
-DYNAMOMETER INFORMATION
Serial No.
Inertia
Clayton 1289P
Road Horsepower @ 50 MPH
Actual 12.3
Indicated
9.0
TEST SEQUENCE:
Road Precondition:
Dyno Precondition:
Cold Soak: •
Fuel Transfer:
Heat Build:
CVS Test:
Hot Soak:
Highway Fuel Economy:
Date
CARBON TRAP INFORMATION
Serial No.
Final Wt. (g) _
Initial Wt. (g)
Net Wt. (g)
Test No.
Project No. 1327-01
Odometer Odometer
Start Time Ftart End Tine End
8/6/79
1800
-
8/7/79
1505
-.
8/7/79
1552
1505
07955.1 1546
07967.8 1605
07965.2
07977.3
TROY. MICHIGAN / SAN BERNARDINO. CALIFORNIA
-------
•I J
s
•
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TABLE A-4
VEHICLE INFORMATION
Hake:
Oldsmobile
Model: Cutlass Salon
Year: 1979
Engine Serial No.
- Chasais Serial No. 3<
TrflBaffllastQn Automatic •
Odometer
Engine Disp, •
07977.5
305 V-8
Idle RPM -
Fuel System
Tank Capacity
Tank Location
Curb Weight
Drive Wheel Tire
1-4 bbl.
18 2 . '
Rear
3298*
ft
Press. '.
Device Fuel-Max
•DYNAMOMETER INFORMATION
Serial No.
Inertia
Clayton 1289P
CARBON TRAP INFORMATION
Serial No. . -
3500*
Road Horsepower 6 50 MPH
Actual 12.3
Final Wt. (g) _
Initial Wt. (g)
Net Wt. (g)
Indicated
9.0
TEST SEQUENCE:
Road Precondition:
Dyno Precondition:
Cold Soak: •
Fuel Transfer:
Heat Build:
CVS Test:
Hot Soak:.
Highway Fuel Econony:
Test No.
Project No. 1827-01
Date
Odometer Odo?ieter
Start Time Start End Time End
8/8/79
8/7/79
8/9/79
1630
0808
0808
07977.5 OfiAO 07987.6
0854
07989.4
0799.0
THOV. MICHIGAN / SAN BERNARDINO. CALIFORNIA
X
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50
Scott Environmental Technology Inc
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TABLE A-5
VEHICLE INFORMATION
Hake:
Dodge
Engine Serial No.
Transmission
Odometer
Engine Disp. •
_
Automatic
11393.0
318 V-8
Chas
Idle RPM
Fuel System
Tank Capacity
Tank Location
Curb Weight
Drive Wheel- Tire
1-2 bbl.
20 gallon
Left rear
35851
Press. 36
,
psi r
Mode1: Aspen Wagon
Year: 1977
Chassis Serial Ko. KH&SC7F?S?Q70
Device * Baseline
•DYNAMOMETER INFORMATION
Serial No.
Inertia
Clayton 1289P
40001
Road Horsepower @ 50 HPH
Actual 13.2
Indicated
9.8
TEST SEQUENCE;
Road Precondition:
Dyno Precondition:
Cold Soak: '
Fuel Transfer:
Heat Build:
CVS Test: . '
Hot Soaki
Highway Fuel Economy:
Dace
CARBON TRAP INFORMATION
Serial No.
Final Wt. (g) _
Initial Wt. (g)
Net Wt. (g)
Test No.
Project No. 1827-01
8/12/79
8/13/79
8/13/79
Odometer
Start Tine Start
Odooeeer
End Time End
ITM
•
•
1358 11393.0
1340 11403.7
1354 11409.8
1507 11419.7
TROY. MICHIGAN / SAN BERNARDINO. CALIFORNIA
-------
Scott Environmental Technology Inc
PLUMSTEADVILLE, PA. 18949 PHONE: 215-766-8861 TVVX: 510-66W344
TABLE A-6
VEHICLE INFORMATION
Hake:
Dodge
Engine Serial No. -
Transmission Automatic
Odometer
41418.3
Engine Disp.
Idle RFM
318 V~8
Fuel System
Tank Capacity
Tank Location
Curb Weight
1-2 bbl.
20 gallons
Left rear
3585*
Model:
\Jaonn
Chassis Serial No.
Year:
1977
NH45C7F2S2970
Drive Wheel Tire Press. 36 psi
Device Fuel Max (set around 2.25)
•DYNAMOMETER INFORMATION
Serial No.
Inertia
Clayton 1289P
40001
Road Horsepower 6 50 KPH
Actual 13.2
Indicated
9.8
T£ST SEQUENCE;
Road Precondition:
Dyno Precondition:
Cold Soak: •
Fuel Transfer:
Heat Build:
CVS Test:
Hot Soak:
Highway Fuel Economy:
Date
CARBOX TRAP INFORMATION
Serial No.
Final Wt. (g) _
Initial Wt. (g)
Net Wt. (g)
8/16/79
Test No.
Start Time
1S77
Project No.
Odometer
Stare
End Tiire
1827-01
Odoneter
End
3/14/79 U29 41432.1 1441
414?«.Q
41442^2
TROY. MICHIGAN / SAN BERNARDINO. CALIFORNIA
I! "
-------
Scott Environmental Technology Inc
PLUMSTEADVILLE, PA. 18949 PHONE: 21 5-7664861 TWX: 510465-9344
TABLE A-7
VEHICLE INFORMATION
Make; Mercury
Engine Serial No. _^_
Transmission _'
Odometer
Automatic
06752.6
Engine Disp. • 302 V-8
Idle RPM
Fuel System 1 2 bbl.
Tank Capacity 19 gallons
Tank Location Left rear
Curb Weight
39901
Model; Station Wagon Year: . 1979
Chassis Serial No. 9Z74F649208
Drive Wheel Tire Press. 34 psi
Device Baseline" i.e. Temperature measurement
-DYNAMOMETER INFORMATION
Serial No.
Inertia
Clayton 1289P
4500A
Road Horsepower @ 50 MPH
Actual 14^0
Indicated 10.5
TEST SEQUENCE;
Road Precondition:
Dyno Precondition:
Cold Soak: *
Fuel Transfer:
Heat Build:
CVS Test:
Hot Soak:
CARBON TRAP INFORMATION
Serial No.
Final Wt. (g) _
Initial Wt. (g)
Net Wt. (g)
Test No.
Project No. 1827
Odometer Odometer
Date Start Tice Stare End Time End
B/1S/70.
1610
nfi«;A
Highway Fuel Economy: 8/15/79.
1034
06766.5 1046
06776.2
TROY. MICHIGAN / SAN BERNARDINO. CALIFORNIA
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TABLE A-ll
VEHICLE INFORMATION
Mak«:
Mercury
Engine Serial Ho. -
Transmission Automatic
Odometer
Model: Station Wagon
Chassis Setial No.
7ear: 1979
9Z74F649208
06776.4
NJ 414-KBO
Engine Disp.
Idle RPH
302 V-8
Fuel System
Tank Capacity
Tank Location
Curb Weight •
1-2 bbl.
19 gallons
Left rear
39901
!)rlve Hhehl.Tire Press. 35 psi £*
Device Fuel-Kix (around :it2)
•DYNAMOMETER INFORMATION
Serial No. Clayton 1289P
Inertia 4500*
CARBON TRAP INTORMATTON
Serial No.
Road Horsepower Q SO KPH
Actual 14.0
Final We. (g) ^
Initial Wt. (gO ; ^_
Net Wt. (g) -
Indicated
10.5
TEST SEQUENCE;
Road Prjcondition:
Dyno Precondition:
Cold Soak:- '
Fuel Transfer:
^ Eeat Build:
\ CVS Test:
Hot Soak:
Highway Fuel Economy:
Date
Test No.
Start Tice
1450
3/17/79 0839
8/17/79 0924
11 Project No. 1827-Ox
Odometer
Start
06776.4
6789.5
End Time
0839
0920
0938
Odometer
End
06787.2
06799.0
TOOY. MICHIGAN / SAN BERNARDINO. CALIFORNIA
i
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54
Scott Environmental Technology Inc
PLUMSTEADVILLE. PA. 18949 PHONE: 215-7C6-8861 TWX: 510-6654344
TABLE A-8
VEHICLE INFORMATION
Make:
Mercury
Engine Serial No. -
Transmission Automatic
Odometer
31285.2
Engine Disp.
Idle RPM
302 V-8
1-2 bbl.
Fuel System _
Tank Capacity 19.2
Tank Location Rear
Curb Weight 3459?
— — — ^— — -~—
Model:
Monarch
Year:
1977
Chassis Serial No.
7W37P539957
Drive Wheel- Tire Press . _
Device • Baseline
34 psi
I
•DYNAMOMETER INFORMATION
Serial No.
Inertia
Clayton 1289P
Road Horsepower @ 50 MPH
Attual 13.2
Indicated
9.8
TEST SEQUENCE:
Road Precondition:
Dyno Precondition:
Cold Soak: •
Fuel Transfer:
Beat Build:
CVS Test:
Hot Soak:•
Highway Fuel Economy:
CARBON TRAP I?7FORMATION
Serial No.
Final Wt. (g) __
Initial Wt. (g)
Net Wt. (g)
Test No.
Project No. 1827-01
Odoseter Odoneter
Date Start Tine Start End Time End
8/14/79 1612
8/15/79 1059
_312fii.2
T170S
8/15/79 1146
31299.1 1159
!
TROY. MICHIGAN / SAN BERNARDINO. CAUFOHNSA
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-------
Scott Environmental Technology Inc
PLUMSTEADVILLE. PA. 18949 PHONE: 215-766-8861 TWX: 510-6654344
TABLE A- 12
VEHICLE INFORMATION
Make:
Mercury
Model; Monarch
Year:
1977
Engine Serial No. t
Transmission _ Automatic
Odometer
Chassis Serial No. 7W37F539757
31338.4
Engine Disp.
Idle RPM
302 V-8
Fuel System 1 ~ 2 bbl
Tank Capacity 19.2 gallons
Tank Location Rear"'
Curb Weight 34590
34 psi
Drive Wheel Tire Press.
Device Fuel-Max (setting around 3.02)
•DYNAMOMETER INFORMATION
Serial No.
Inertia
Clayton 1289P
40000
Road Horsepower @ 50 KFH
Actual 13.2
Indicated
9.8
TEST SEQUENCE;
Road Precondition:
Dyno Precondition:
Cold Soak: •
Fuel Transfer:
Heat Build:
CVS Test: " •
Hot Soak:
Highway Fuel Economy:
Date
CARSON TRAP INFOP-'tATION
Serial No.
Final Wt. (g) _
Initial Wt. (g)
Net Wt. (g)
Test No. 12
Project No. 1827-01
Start Tince
Odometer
Start
8/20/79 1700
8/21/79 0823
8/21/79 0918
31338.4
31354.0
End Time
0323
0903
0931
Odometer
End
31348.2
31363.8
TROY. MICHIGAN / SAN BERNARDINO. CALIFORNIA
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56
Scott Environmental Technology Inc
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TABLE A-13
VEHICLE INFORMATION
Make: Oldsmobile
Engine Serial No. -
Transmission Automatic
Odometer
Model; Cutl.-.3s Cruiser(Wgn) Year: 1979
Chassis Serial No. 3G35H92434400
20892.0
Engine Disp.
Idle RPM
305 V-8
1 - 2 bbl
Fuel System
Tank Capacity 18.2
Tank Location
Curb Weight .3475*
Left Rear
Drive Wheel Tire Press.
Device Baseline
37 psi
•DYNAMOMETER INFORMATION
Serial No.
Inertia
Clayton 12S9P
40000
Road Horsepower @ 50 MPH
Actual 13.2
Indicated
9.8
TEST SEQUENCE;
Road Precondition:
Dyno Precondition:
Cold Soak: '
Fuel Transfer:
Heat Build:
CVS Test: .
Hot Soak:
Date
8/20/79
8/21/79
CARBO!! TRAP INFORMATION
Serial No.
Final Wt. (g) _-_
Initial Wt. (g) -_
Net Wt. (g) -
Test No. 13 Project No. 1827-01
Odometer Odometer
Start Time Start End Tine End
1645
1004
1004
20892.0 1045
Highway Fuel Economy: 8/21/79 . 1055
20906.3 1109
20902.6
20916.6
TROY. MICHIGAN / SAN BERNARDINO. CALIFORNIA
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*&t
57
Scott Environmental Technology Inc
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TABLE A-15
VEHICLE INFORMATION
Make: Oldsmobile
Engine Serial No. -
Transmission Automatic^
Odometer
20916.8
Engine Disp.
Idle RPM
305 V-8
Fuel System
1 -2 bbl.
Tank Capacity 18.2
Tank Location Lear Rear
Curb Weight
3475*
Cutlass Cruiser
Model; (Wagon) Year: 1979
Chassis Serial No. 3C35R92434400
Device
Ti.s£ Pr2ss
Fuel-Max'
36 psi
•DYNAMOMETER INFORMATION
Serial No.
Inertia
Clayton 1289P
4000*
Road Horsepower @ 50 MPH
Actual 13.2
Indicated
9.8
TEST SEQUENCE:
Road Precondition:
Dyno Precondition:
Cold Soak: •
Fuel Transfer:
Beat Build: .
CVS Test:
Hot Soak:
Date
8/23/79
8/24/79
CARBON TRAP INFORMATION
Serial No.
Final Wt. (g)
Initial Wt. (g)
Net Wt. (g)
Test No. 15
Project No. 1827-01
Odcneter Odometer
Start Time Start End Tine End
1644
0849
0849
20916.8 0929
Highway Fuel Economy: 8/24/79 0937
20931.2 0950
20927.6
20940.0
TROY. MICHIGAN / SAN BERNARDINO. CALIFORNIA
-------
>»»'
Scott Environmental Technology Inc
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TABLE A-14
VEHICLE INFORMATION
Make:
Ford
Model:
Engine Serial No.
Transmission Automatic
Odoaeter
Pinto
Year:
Chassis Serial No.
11253.8
Engine Disp.
Idle RPH
140 4-cyl.
Fuel System
Tank Capacity 11.7
Tank Location
Curb Weight 2449*
1-2 bbl.
Left Rear
Drive Wheel-Tire Press.
Device Baseline
28 psi
•DYNAMOMETER INFORMATION
Serial No. Clayton 1289P
Inertia 2500*
Road Horsepower 6 50 MPH
Actual' ' 9.4
Indicated
6.4
TEST SEQUENCE:
Road Precondition:
Dyno Precondition:
Cold Soak:
Fuel Transfer:
Heat Build: .
CVS Test:
Hot Soak:
CARBON TRAP INTORMATION
Serial No.
Final Wt. (g) -_
Initial We. (g) ^_
Net Wt. (g) -
Test No. 14
Project No. 1827-01
Odoaeter Odoaeter
Date Start Tine Start . End Time End
8/22/79 1618
8/23/79 0919
Highway Fuel Economy: 8/23/79 1010
11251.8
11263.4
0919
1000
1023
11278.6
TROY. MICHIGAN / SAN BERNARDINO. CALIFORNIA
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59
Scott Environmental Technology Inc
PLUMSTEADVILLE. PA. 18949 PHONE: 215-766-8861 TWX: 510-6654344
TABLE A-16
VEHICLE INFORMATION
Make:
Ford
Engine Serial No. -
Transmission Automatic
Odometer
11279.5
Engine Disp.
Idle RPM
1AO 4-cyl.
Fuel System
Tank Capacity
Tank Location
Curb Weight
1-2 bbl.
11.7
Left rear
'14490
Model:
Pinto
Year:
1979
Chassis Serial lie. 9T11Y158158
Drive Wheel Tire Press. 28 psi *-"
Device Fuel-Max - No exhaust back-pressure valve
-DYNAMOMETER INFORMATION
Serial No.
Inertia
Clayton 1289P
25001
Road Horsepower 3 50 MPH
Actual 9.4
Indicated
6.4
TEST SEQUENCE;
Road Precondition:
Dyno Precondition:
Cold Soak: •
Fuel Transfer:
Heat Build:
CVS Test:
Hot Soak:
Highway Fuel Economy:
Date
8/26/79
8/27/79
8/27/79
CARBON TRAP INFORMATION
Serial No.
Final Wt. (g) _
Initial Wt. (g)
Net Wt. (g)
Test No. 16 'Project No. 1827-01
Odometer Odometer
Start Tiice Start End Tine End
"
1610
1346
1434
11279.5
11293.5
1346
1427
1447
112B9.5
11303.5
TROY. MICHIGAN / SAN BERNARDINO. CALIFORNIA
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60
'Scott Environmental Technology Inc .•
. pLUMSTEADVILLE. PA. 18949 PHONE: 215-766-8861. TWX: 510-665-9344 .
• f •
TABLE A-17 '
VEHICLE INFORMATION
Make: Chevrolet
Fagine Serial No. —
Transmission Automatic
Odometer 7044.9
Model; Chev'ette
Year: "79
Chassis Serial No. 1B6809Y118162
Engine Disp. 98
Idle KPM
Fuel System 1-2 bbl
Tank Capacity
Tank Location Left Rear
Curb Weight 21°9
Drive Wheel Tire Press. 39 PSI
Device Baseline
DYSAIKKSTKR INFO!iKAT10N
Serial No. Clayton 1289P
Inertia 250°*
Read Horsepower @ 50 MPH
Actual 9-4
Indicati-d . 6-4
TEST SEQUENCE;
Road Precondition:
Dyno Precondition:
Cold Soak: S/28/79
Fuel Transfer:
Hect Duild:
CVS Test: 8/29/79
Hot Soak:
Highway Fuel Eccnoay: 8/29/79
CARCON TRAP IKFORMATIOM
Serial No. —
Final He. (R) ""
Initial Wt. (g) —
Net Wt. (g) . —
Test No. 17 Project Ko. 1827-01
Odoaeter Odometer
Date Start Tirce Start End Tine End
1615
1426
1426
1511
07044.9
07057.2
1506
1524
07055.0
07066,8
. TROY. MICHIGAN / SAN BERNARDINO. CALIFORNIA .
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ifv
.pWfr-
• 61 *
, • * *
' Scott Environmental Technology Inc ..
PLUMSTEADVlUE. PA. 18949 PHONE: 215-766-8861. TWX: 510-665-3344
• * . "
• .
TABLE A-18 •
»
VEHICLE INFORMATION
Year: "79
Make:
Chevrolet
Model:
Chevette
I&ginc Serial Ko. -~
Transnisslon _ Automatic
Odooctcr
Chassis Serial Ko. 1B6809Y118162
07074.3
Engine Disp.
Idle RPM
98
Fuel Systoa
1 - 2 bbl
Tank Capacity 12*5
Tank Location Left Rear
Curb Weight
21091
Drive l-taeol. Tire Press.
39 PSZ
Device
Fuel-Max
DYNAMOMETER INFOSMAVJ ON
Serial No.
Inertia
Clnyton 1789?
25001
Road Horsepower 6 30 KPH
Actual 9.4
Indicated
6.4
TKST SEOURKCE:
Road Precondition:
Dyno Precondition:
Cold Sonk:
Fuel Transfer:
Heat CuJld:
CVS Test:
Hot So.-ik:
Date
8/30/79
8/31/79
CAREON' TRAP TKTO!UtATION
Serial No.
Final We. (p.)
Initial Wt.
Net Wt. (g) ^
Test Ko.
18
Project Ko. 1827-01
Oc'ioj>eter
Start Tice Start End Tin»2 End
1750
0901
07074.3
Hif.!»v.y Vucl F.ccnoay: */?l/21... °9^9 07088.1
0901
0942
1001
07085.1
07097.7
TROY. MICHIGAN / SAN BERNARDINO. CALIFORNIA
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62
Scott Environmental Technology Inc
PLUMSTEADVILLE.PA. 18949 • PHONE: 215-768-8861 TWX: 510-665-9344
TABLE A-9
VEHICLE INFORMATION
Hake: Oldsmobtle
Engine Serial No.
Transmission
Odometer
Engine Disp.
Idle RPM -
Fuel System
Tank Capacity
Tank Location
Curb Weight
Automatic
Model; Cutlasa Cruiser Year: 1978
Chassis Serial No. 3H35g8CA04250
NJ 415-HRA
A8592.2
305 V-8
1-2 bbl.
18.25
Left rear
34020
Drive Wheel Tire Press. 37 psi
Device •Baseline
•DYNAMOMETER INFORMATION
Serial No.
Inertia
Clayton 1289P
3500
Road Horsepower @ 50 MFH
Actual 12.3
Indicated
9.0
TEST SEQUENCE;
Road Precondition:
Dyno Precondition:
Cold Soak: '
Fuel Transfer:
Heat Build:
CVS Test:
Hot Soak:
Highway Fuel Economy:
Date
8/14/79
R/1S/7Q
8/15/79
CARBON TRAP INFORMATION
Serial No.
Final Wt. (g) _
Initial Wt. (g)
Net Wt. (g)
Test No.
Start Time
16^0
1400
1448
Project No. 1827-01
Odometer
Start
End Time
1400
Odoncter
• End
48605.3
1501
486J5T0
TROY. MICHIGAN / SAN BERNARDINO. CALIFORNIA
$
£
- 1
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1
63
APPENDIX B
EXHAUST EMISSION" DATA
1975 FEDERAL TEST PROCEDURE
* ran
• , {JJ Scott Environmental Technology Inc.
-------
Scott Environmental Technology Inc
*""*' ' PLUMSTEAOVILLE, PA. 18949 PHONE: 215-7668861 TWX: 510465-9344
TABLE B-l
EXHAUST EMISSION DATA SHEET 1975 FEDERAL TEST PROCEDURE
1978 Lincoln
Veh. Continental Odometer Reading; Date 8/7/79
V1*»: 8Y82A881792 Finish
Trans. Automatic Start
Carbs. 1 bbls. 4 Miles/Kms
En*. CJB; 460
Idle RPM . Timing
AnalystD. Qqli^k Driver s.
Dry Bulb Temp.
Vet Bulb Temp.
Relative Hlmldity
Specific Humidity
EXHAUST BAG
ANALYSIS
Cold Transient Mode
N 9148 Revs
C02 2.40 Z
CO 1073.0 ppm
HC 140.69 ppmc
NOX 39.4 ppm
Cold Staballzed Mode
N 15625 Revs
C02 1.38 . Z
CO 52.0 ppm
HC 18.34 ppmc
NOX 22.9 ppm
Hot Transient Mode V
N 9118 Revs
C02 1.86 Z
• CO 82 .0 ppm
.HC 30.79 pprng
KOX 50.2 ppm
Results:
i
U/3ZU. 1
Proj.l 1827.01
07509.0 Run t i
Dyno RHP 14.7
Dyno Inertia soon
Stranleic Calculator n r.,,n
80.0 °F
67.0 °F
54 Z
78 gr/lb
1.0143
DILUTION AIR
ANALYSIS
tfF - .43
C02 .04
CO 9.0
HC 5.61
NOX . .0
WF - 1.0
C02 .04
CO 7.0
HC 5.57
NOX .0
P - .57
C02 .04
CO 8.0
HC 4.26
NOX .3
C02 5708
CO 45.3
HC 3.99
NOX 11. 74
Z
ppm
ppmg
ppm
Z
ppm
ppm
Z
ppm
ppmc
ppm
grams/ t
grams/ t
grams/ t
grams/ t
Barometric Press.
CVS Pump Press.
(P) Sample Press.
(T) Sample Temp.
(V) CVS Pump Disp.
CORRECTED EXH.
CONCENTRATIONS
C02 2.36 Z
CO 997.5 ppm
HC 136.13ppmc
NOX 39.40 ppm
C02 1.34 Z
CO 43.5 ppm
HC 13.34 ppmc
NOX T2.93 ppm
C02 1.82 Z
CO 70.8 ppm
HC 27.12 Ppmc
NOX 49.99 ppm
.eat
:est
.68 1
.est
050 KFH
*
fir
749.27 mm Hg
15.80 cm Hg
733.47 m Hg
572.0 °R
.3105 CTR
WEIGHTED MASS
EMISSIONS
C02
CO
UC
X
C02
CO
HC
NOX
C02
CO
HC
N0x
co2
CO
HC
NOX
t
1335.6 gms
35.7 gms
2.41 gms
2.35 ,-ms
3012.1 gms
6.2 gms
.94 gms
5.44 gms
1360.8 gms
3.3 gms
.63 gms
3.94 gms
•
761.1 gpm
6.0 gpm
.53 gpm
1.56 gpm
4
I
Urban Fuel Economy
TROY. MICHIGAN / SAN BERNARDINO. CALIFORNIA
11.48 MPG
-------
65
Scott Environmental Technology Inc
PLUMSTEADVILLE, PA. 18949 PHONE: 215-7664861 TWX: 5IO<6S«J44
TABLE B-3
EXHAUST EMISSION DATA SHEET 1975 FEDERAL TEST PROCEDURE
1978 Lincoln
Veh»
BY«9A«ft17Q?
Trans._
Garbs."
Eng.
Idle RPM
Automatic
i bbls.
Analyst p. c»iiek
Dry Bulb Temp. .
Wet Bulb Temp.
Relative Hioidity
Specific Humidity
EXHAUST«BAG
ANALYSIS
Odometer Reading:
Finish
Start
07544.1
07534.5
Miles/X«s
Timing.
Driver
93.
68.
26
69
St
0
0
M
Stranick
°F
°F
z
gr/lb
.9725
Date
ProJ.I
Run t
Dev.
Dyno RHP
Dyno Inertia
Calculator
8/8/79
J827
3
01
Jfiiel-Ma*
14,7
5000'
1
£50
MPB
D. Gullck
Barometric Press.
CVS
(P)
(T)
(V)
Pump Press.
Sample Press.
Sample Temp.
CVS Pump Disp.
746
15.
730
572
.05
80
.25
.0
.3105
BOB
OB
taa
°R
Bg
fig
Hg
CTR
DILUTION AIR
ANALYSIS
Cold Transient; Mode WF • o43
N
C02
CO
HC
MOX
Cold
N
C02
CO
HC
NOX
9362
2.09
277.0
110.58
190.5
Revs
Z
ppm
PP"c
ppm
•
C02
CO
HC
NOX
Stabalized Mode WF - 1.0
15578
l;36
37.0
17.27
116.5
Revs
Z
ppa
ppmc
ppm
'
C02
CO
HC
NO,
Hot Transient Mode WF » .57
N
C02
CO
HC
NOX
9114
1.85
62.0
30.22
218.0
Revs
Z
ppm
ppnic
ppm
C02
CO
HC
NOX
.04
12.0
3.99
.0
.04
10.0
3.65
.5
.04
9.0
1.68
.0
CORRECTED EXH.
CONCENTRATIONS
ppm
ppmc
ppm
2
ppm
ppm
I
ppm
ppm
CO
RC
NO,
C02 2.05 X
CO 253.5 PP=
HC 107.22Ppnc
NOX 190.50
C02 1.32 2
CO 26.8
HC 13.99
NOX 116. 05 Ppn
1.81 2
51.5 ppn
28.77 Ppn
218.00 ppm
WEIGHTED MASS
EMISSIONS
C02
CO
HC
1182.0
9.2
1.94
NOX 11.12 g«s
C02 2945.3
CO 3.7
HC .98
NOX 2*. 22
C02 1346.7
CO 2.4
HC .67
16.42
Results:
C02
CO
HC
5474
15.4
3.59
53.77
grams/test
grams/test
grams/test
grams/test-
C02
CO
HC
NOX 53.77 grams/test NOX
Urban Fuel Economy
TROY. MICHIGAN / SAN BERNARDINO. CALIFORNIA
729.8 8P»
2.0 8P»
.47
7.17
12.07 KPG
-------
6t>
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1
I
I
I
f
f§\ bcott Environmental technology Inc |
-22&L PIV«?P
E
1979 Oldsmobi
Veh. Cutlass Salon
fEADVILLE. PA. 18949 PHONE: 215-7664861 TWX: 510-6654.344 W
TABLE B~2 m
XHAUST EMISSION DATA SHEET 1975 FEDERAL TEST PROCEDURE M
le X
i Odometer Reading: Date 8/7/79 flV
vin: 3G09H9C27788 Finish 07965.2 Proj.f 1827-01 ***
Trans. Automatic Stait 07955.1 Run f 2 •**
Carbs. 1 bbls. 4 Miles/Kms - Dev. Baseline 4»
En*. V-8 CID: 305 Dyno RHP 12.3 850 MP%
Idle RPM - Timing - Dyno Inertia 3500J1 *T*
AnalystD. Gulick Driver S. Stranick Calculator D. Culick •*!*'
Dry Bulb Temp.
Wet Bulb Temp.
Relative Himidity
Specific Humidity
EXHAUST BAG
ANALYSIS
Cold Transient Mode
N 9213 Revs
C02 1.37 Z
CO 1354. O ppm
HC 226.93 ppmc
NOX 45.8 ppm
Cold Stabalized Mode
N 15674 Revs
C02 .93 I
CO 500.0 PP»
HC 81.25 PPBc
NOX 13.6 ppm
Hot Transient Mode V
N 9126 Revs
C02 1.28 Z
CO 572.0 ppm
HC 92.85 ppmg
NOX 32.0 ppm
Results:
t
85.0 °F
69.0 °F
44 Z
8i gr/lb
1.0290
DILUTION AIR
ANALYSIS
ffP - .43
C02 .04 Z
CO 6.0 ppm
HC 4.93 ppm,.
NOX . 3 ppm
WF - 1.0
COj .04 Z
CO 8.0 ppm
HC 3.98 PP°c
NOX .0 ppm
? - .57
C02 .04 Z
CO H.O ypm
HC 3.65 pprn^
NOX .0 ppm
C02 3708 grams/t
CO 141.0 grams/t
HC U.62 grams /c
NOX 8.68 grams/t
Barometric Press.
CVS Pump Press.
(P) Sample Press.
(T) Sample Temp.
(V) CVS Pump Disp.
CORRECTED EXH.
CONCE>JTRATIONS
C02 1.33 Z
CO 1293. 8 ppm
HC 222.56ppmc
NOX 45.54 ppm
C02' .89 Z
co 476.6 PP«
HC 77.56 PP»c
N0x 13.64 PP«n
C02 1.24 Z
CO 540.0 ppm
HC 89,56 Ppnif.
NOX 32.07 ppm
est
est
est
est
749.70 m Hg f
15.80 SBBHg*
733.90 urn Hg f
570.0 °R ^
.3105 CIR
WEIGHTED MASS
EMISSIONS
C02 761.3 gm« ' f
CO «6.9 go» *'.
HC 3.99 gms
NOX 2.79 gos 4
°°2 2015.5 8*8 'if
* CU £ A JL O^MK ^^S~-
. oo. 4 »'"" a;-.'
HC 5.51 K"8 1
NOX 3.30 gms $•
C02 . 931.9 gns |f
CO 25.7 gma g,
HC 2.11 gfos »'
NOx 2.58 gms f\
• ' *.'
I
C02 494.5 Fpa -^.
CO 18.3 gpa :»
HC 1.55 EP« W
Urban Fuel Economy 16.76 HPG
TROY. MICHIGAN / SAN bf ANAROINO. CALIFORNIA
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67
Scott Environmental Technology Inc
PLUMSTEADVILLE.PA. 18949 PHONE: 215-766-8861 TYVX: 510-665-9344
TABLE B-4 •
EXHAUST EMISSION !)ATA SHEET 1975 FEDERAL TEST PROCEDURE
V
-------
[fsfy
r**M*'
Scott En\
aron
PLUMSTEADVILLE, PA. 18949
tnenta 1 Ti
schnology Inc
•
PHONE: 21 5-766 fiflfil TWX: 510-665-SJ44
TABLE B-5
EXHAUST EMISSION DATA SHEET 1975
Veh.
Via:'
Trans.
Carbs.
Eng.
1977 Dodge
Aspen Wagon Odometer Reading:
NH45C7F252970 Finish
Automatic Start
•11403.7
11393.0
1 bbls. 2 Miles/Km
V-8 Displ. 318
Idle RPM - Tioing
Analyst D. Gulick Driver S.
Dry Bulb Temp.
Wet Bulb Temp.
Relative Himidity
Specific Humidity
*H
EXHAUST BAG
ANALYSIS
Cold Transient Mode
K
C02
9107 Revs
1.46 Z
CO 3900.0 ppm
HC 599. 18 ppmc
NOX
34.8 ppm
77.0
63.0
45
64
.9508
Stranick
FEDERAL TEST PROCEDURE
Date
Proj.f
Run C
Dev.
Dyno RHP 13.2
Dyno Inertia
9/11/79
1827-01
5
Baseline
950 MPH
40009
Calculator* D. Culfrk
°F Barometric Press.
°F CVS
z (r)
gr/lb (T)
(V)
DILUTION AIR
ANALYSIS
WF - .43
C02
CO
HC
NOX
.04
5.0
3.98
.0
Z
ppm
ppmc
ppm
Puisp Press.
Sample Press.
Sample Temp.
CVS Pump Disp.
CORRECTED EXH.
CONCENTRATIONS
C0?
CO
HC
NOX
1.42Z
3729. 4>pm
595.70>pmc
34. 81 ppm
747. 84 ism Hg
15.99
731.85
567.5
.3103
am Hg
on Hg
°R
CFR
WEIGHTED MASS
EMISSIONS
C02
CO
HC
NOX
804.7
133.8
10.59
1.95
gas
gas
gms
P1HQ
O"1"
Cold Stsbalized Itode WF • 1.0
N 15669 Revs
C02
1.00 Z
CO 680.0 ppm
HC 116. 41 ppmc
NOX
30.9 ppm
C02
CO
HC
NOX
.04
13.0
4.97
.0
Z
ppm
ppmc
ppm
.
C02'
CO
HC
NOX
.96 Z .
645v2 ppm
lll.SJpmc
30.91 ppm
C02
. CO
HC
NOX
2175.5
92.6
7.95
6.93
gas
gas
gms
gas
Hot Transient Mode WF - .57
N
C02
9127 Revs
1.32 Z
CO 812.0 ppm
EC 165.1 7 ppmc
'KOX
Results
t
55.4 ppm
C02
CO
HC
NOX
: C02
CO
HC
NOX
.04
12.0
3.00
.0
3943
263.1
22.38
13.01
Z
ppm
ppmc
ppm
CO-
CO
HC
NOX
grams/ test
grams/ test
grams/test
grams/test
'
1.28Z
768.9 ppm
162.48?pmc
55.42 ppm
C02
CO
HC
NO,
co2
CO
HC
KOX
963.0
36.6
3.83
4;12
525.7
35.0
2.98
1.73
gms
gms
gms
gma
gpa
gpa
Urban Fuel Econoay 15.02 MPC
TROY. MICHIGAN / SAN BERNARDINO. CALIFORNIA
-------
I
1
I
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Scott Enwroni
PLUMSTEADVILLE.PA. 18949
Tiental K
scnnoiogy inc
PHONE: 21 5-766-8861 TWX: 510-665-9344
TABLE B-6
EXHAUST EMISSION DATA SHEET 1975
Veh.
1977 Dodge
Aspen Wagon Odometer Reading:
v*n: WH45C7F252970 Finish
Trans. Automatic Start
41428.9
41418.3
Garbs. 1 bbls. 2 Miles/Kms
Eng. V-8 Displ. 318
Idle RPM - Timina
Analyst D. Gullck Driver S.
Dry Bulb Temp. 82.0
Vet Bulb Temp. 69.0
Relative Himidity 52
Specific Humidity 85
% 1.0493
EXHAUST BAG
ANALYSIS
Cold Transient Mode
M
co2
9100 Revs
1.40 Z
CO 3070.0 ppm
HC 424.32 ppi^
NOX
77.5 ppm
DILUTION AIR
ANALYSIS
JF - .43
»
C02 .04
CO 12.0
HC 6.21
NOX .0
Stranick
FEDERAL TEST PROCEDURE
Date
Prol.f
Dev.
Dvno RH? 13.
Dyno Inertia
8/14/79
1827-01
6
Fuel-Max
2 950 MPH
4000*
Calculator D. Culick
°F Barometric Press.
OF cvs
Z (P)
gr/lb (T)
(V)
Z
ppm
ppmc
ppm
Pomp Press.
Sample Press.
Sample Temp.
CVS Pump Disp.
CORRECTED EXH.
CONCENTRATIONS
C0?
CO
HC
NOX
1.3G Z
2925. 4ppm
418.91ppmc
77.50 ppm
746.60
15.9?
730.61
562.0
.3103
mm Eg
BSD *•£
ma Bg
°R
era
WEIGHTED MASS
EMISSIONS
C02
CO
HC
NOX
776.2
105.7
7.50
4.82
gms
gms
gms *
gms
Cold Stabalized Mode WP - 1.0
N 15642 Revs
C02
1.03 X
CO 762.0 ppm
HC 117.44 ppmc
NOX
44.8 ppm
•
C02 .04
CO 10.0
HC 5.53
NOX .2
Z
ppm
ppmc
ppm
C02
CO
HC
NOX
.99 Z
725.0 ppm
112.37ppmc
44.70 ppm
C02
CO
HC
*°x
2257.8
104.7
8.04
11.13
gms
omn
o"**^
gmy
gms
Hot Transient Mode WF - .57
N
C02
9116 Revs
1.43 Z
CO 847.0 ppm
HC 159.95 ppmc
NOX 141.5 ppm
C02 .04
CO 9.0
HC 4.87
NOX .0
Results: C02 4087
CO 249.0
HC 19.24
NOX 27.67
Z
ppm
ppmg
ppm
CO-
CO
HC
NOX
grams/test
grams/test
grams/test
grams/ test
1.39 Z
801.6 ppm
155.63PPIHC
14 1.50 ppm
C02
CO
HC
NOx
co2
CO
HC
NOX
1052.9
38.4
3.70
11.70
544.9
33.2
2.56
3.69
•
gms
gms
gms
prna
€f *w
gP»
gpn
gpm
gpn
Urban Fuel Economy 14.65 KPC
TROY. MICHIGAN / SAN BERNARDINO. CALIFORNIA
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70
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Scott Environmental Technology Inc
PLUMSTEADVILLE, PA. 18949
TWX: 510 665-9344
PHONE: 215-766-8861
TABLE B-9
EXHAUST EMISSION DATA SHEET 1975 FEDERAL TEST PROCEDURE
'"51
1978 Oldsraobile
Veh. Cutlass Cruiser Odometer
Vln; 3tU5UBG4U423U Finish
Reading:
48602.8
Trans. Automatic Start 48592.2
Garbs. 1 bbls. 2 Miles/Kms
Eng. v-q Displ, 305
Idle RPM - Timing
Analyst n. CnUrk Driver
Dry Bulb Temp.
Vet Bulb Temp.
Relative Himidity
Specific Humidity
EXHAUST BAG
ANALYSIS
_
3. Sfranlrk
69.0 OF
sn.o oF
49 Z
54 gr/lb
.9101
DILUTION AIR
ANALYSIS
1
Cold Transient Mode WF - .43
N 9155 Revs
C02 1.50 Z
CO 3565 <0 ppm
HC 342.52 ppoc
KOX 34.3 ppm
Cold Stabalized Mode
N 15677 Revs
C02 1.00 Z
CO 185.0 Ppm
HC 41. 16 ppmc
NOX 21.5 PPm
Hot Transient Mode W
N 9148 Revs
C02 1.35 Z
CO 212.0 ppm
HC 64.20 ppmc
NOX 37.1 ppm
Results:
t
C02 .04
CO 9.0
HC 3.26
NOX .0
WF - 1.0
C02 .04
CO 12.0
HC 2.94
NOX .3
P - .57
C02 .04
CO 3.0
HC 2.62
NOX .4
C02 3996
CO 156.0
HC 10.27
NOX 9.05
Z
ppm
ppmc
ppm
Z
ppm
ppm
Z
ppm
ppmc
ppm
grams /t
grams/ t
grams/ t
grams /t
Date 8/15/79
Pro}.* WZ/-U1
Run t 9
Dev. Baseline
Dyno RHP 12.1
Dyno Inerria !)500*
Calculator' n. Cniirk
Barometric Press.
CVS Pump Press.
(P) Sample Press.
(T) Sample Temp.
(V) CVS Pump Disp.
CORRECTED EXH.
CONCENTRATIONS
CO,
CO
HC
NOX
C02
CO
HC
NOX
co2
CO
HC
NOX
:est
:est
.est
est
1.46 Z
3398.0 ppm
339.71ppmc
34.34 ppm
.96 Z
167.6 PPn
38.44 ppmc
21.27 PPm
1.31 Z
196.0 ppm
61. ? Ppmc
36 . "» 5 ppm
£50 MPH
•
747.91 on Eg
15.71 ana Eg
732.20 on Eg
568.0 °R
.3105 CFR
WEIGHTED MASS
EMISSIONS
C02 831.8
CO 122.6
HC 6.07
NOX 1.85
C02 2176.8
• CO 24.0
HC 2.73
NOX 4.57
C02 937.9
CO 9.3
HC 1.46
NO* 2.62
C02 532.8
CO 20.8
HC 1.36
KOX 1.20
gBS
gas
gas
gas
gas
gas
gas
gas
gas
Ems
o •
gas
gas
gpm
gpa
gpa
Urban Fuel Economy 15.55 MFC
. TROY. MICHIGAN / SAN BERNARDINO. CALIFORNIA
-------
71
Scott Environmental Technology Inc
PLUMSTEAOVILLE.PA. 18949 PHONE: 215-766-8861 TWX: 510-665-9344
TABLE B-10
EXHAUST EMISSION DATA SHEET 1975 FEDERAL TEST PROCEDURE
Veb.
Via:"
Trans. Automatic
Carbs. 1 bbls.
Eng.
1978 Oldsmobile
Cutlass Cruiser Odometer Reading:
3H35H8C404250_ Finish . 48625.3
Start
48615.1
Kiles/Kms
Date
Proj.l_
Run f__
Dev.
8/16/M
1827-OL
Idle RPM
Analyst
V-8 Disol. 305
Fuel-Ma*
Timing
D. Gulick
Driver S. Stranlck
Dyno RHP
Dyno Inertla_
Calculator
12.
650 MPH
3500*
T> CnKrV
Dry Bulb Temp.
Vet Bulb Temp.
Relative Himidity
Specific Humidity
EXHAUST BAG
ANALYSIS
72.0
59.0
45
54
.9101
DILUTION AIR
ANALYSIS
°F
OF
Z
gr/lb
Barometric Press.
CVS Pump Press.
(P) Sample Press.
(T) Sample Temp.
(V) CVS Pump Disp,
*
CORRECTED EXH.
CONCENTRATIONS
Cold Transient Mode WF - .43
N
C02
CO
HC
MOX
9141
1.54
2068.0
131.74
124.4
Revs
Z
ppm
PPI°C
ppm
.
C02
CO
HC
NOX
•
.04
10.0
4.00
.0
Z
ppm
ppm
C02 1.50 Z
CO 1968.0 ppm
HC 128.26ppmc
NOX 124.41 ppm
Cold Stabalized Mode WF - JL.O
752.25
15.71
736.54
567.0
.3103
°R
CPR
Hg
Bg
WEIGHTED MASS
EMISSIONS
C02
CO
HC
NO,,
859.0 gms
71.4 gms
2.30 gms
6.75
N
C02
CO
HC
NOX
Hot
N
C02
CO
BC
KOX
15654
.96
23.0
22.43
53.6
Revs
Z
Ppn
ppmc
ppm
•
CX>2
CO
HC
NOX
.04
8.0
3.96
.0
Z
ppm
ppmc
ppm
C02
CO
HC
NOX
.92
14.9
18.75
53.64
Z
ppm
ppmc
ppm
C02
CO
HC
NOX
2097.6
2.1
1.34
11.59
gcs
gas
gms
gas
Transient Mode WF « .57
9119
1.26
82.0
. 39.79
108.7
Revs
Z
ppm
PPmc
ppm
C02
CO
HC
NOX
.04
12.0
2.98
.0
Z
ppm
PP°c
ppm
CO-
CO
HC
NOX
1.22
68.1
37.09
108.79
Z
ppm
ppm
C02
CO
HC
™*
923.6
3.2
.88
7.80
gas
gma
oma
QAMW
gas
Results:
C02
CO
HC
3880
76.8
4.52
26.14
grams/test
grams/test
grams/test
grams/test
C02
CO
BC
NO
Urban Fuel Economy
TROY. MICHIGAN / SAN BERNARDINO. CALIFORNIA
517.3
10.2
3.48
16.56
gpm
gpa
gpa
MFC
-------
72
I
I
I
I
I
I
I
I
(w
i5%?->
Scott tnvironi
PLUMSTEADVILLE. PA. 18949
nentai a
scnnoiogy me
PHONE: 21 5-766-8861 TYVX: 510-665-9344
TABLE B-8.
EXHAUST EMISSION D/TA SHEET 1975
FEDERAL TEST PROCEDURE
1977 Mercury
Veh. Monarch Odometer Resting:
vin: 7W37F539757 Finish 31295. •>
Trans.
Automatic Stavt 31285.2
Garbs. 1 bbls. 2 Miles/Kms -
EDK. V-8 Diapl. 302
Idle RPM - Timinu
Analyst
D. Gulick Driver S.
Dry Bulb Temp. 77.0
Vet Bulb Temp. 67.0
Relative Himidity 59
Specific Humidity 83
•
% 1.0390
EXHAUST BAG
ANALYSIS
"
Cold Transient Mode 1
N
C02
9164 Revs
1.47 Z
CO 2225.0 ppm
HC 369.55 PPBc
NOX
93.5 ppm
DILUTION AIR
ANALYSIS
JF - .43
C02 .04
CO 9.0
HC 2.62
NOX .0
Stranick
Date 8/1S/79
Prol.l 1827-01
Run t ft
Dev. Baseline
Dvno RHP 11.9
Dyno Inertia 40001
Calculator D. Cullrk
°F Barometric Press. 747.96
OF cvs
Z (P)
gr/Jb (T)
. (V)
Z
ppm
ppmc
ppm
Pump Press. 15.99
Sample Press. 731.97
Sample Teicp. 567.0
CVS Pump Disp. .3103
CORRECTED EXH.
CONCENTRATIONS
C02
CO
HC
NOX
1.43 Z
2111. 9ppm
367.26ppmc
93.53 ppm
£50 MPB
•
«.Bg
BD Bg
m Bg
°R
CFR
WEIGHTED MASS
EMISSIONS
C02 816.0
CO 76.3
HC 6.57
NOX 5.77
gms
gms
gms
EStS
o^^^
Cold Stabalized Mode WF - 1.0
N 15655 Revs
C02
.99 Z
CO 694.0 • ppm
BC 110.10 ppmc
NOX
34.3 ppn
C02 .04
CO 10.0
HC 3.26
NOX .3
Z
ppm
ppmc
ppm
C02
CO
HC
NOX
.95 Z
658.5 ppm
10 7. 09 ppmc
34.07 ppm
C02 2153.2 gms
CO 94.5
HC 7.61
NOX 8.35
gms
gms
Bttfl
€*• ^
Hot Transient Mode WF - .57
N
C02
9119 Revs
1.30 Z
CO 943.0 ppm
BC 158.20 ppau
NOX
53.3 ppm
.
C02 .04
CO 10.0
HC 3.26
N0x -3
Results: C02 3917
CO 213.5
HC 17.86
NOX 18.48
Z
ppm
PP=c
ppm
co2
or
HC
NOX
grams/test
grams/test
grams/test
grams/test
1.26 Z
892.6 ppm
155.28Ppmc
53.55 ppu
C02 948.2
CO 42.5
HC 3.66
NO* 4.35
C02 524.3
CO 28.4
HC 2.38
NOX 2.46
gms
gms
gms
gms
gpn
gpm
gpm
gpm
Urban Fuel Economy 15.43 MFC
TROY. MICHIGAN / SAN BERNARDINO. CALIFORNIA
-------
Scott Environmental Technology Inc
PLUMSTEAOVILLE.PA. 18949 PHONE: 215-7664861 TVVX: 510-665*344
TABLE B-12
. EXHAUST EMISSION DATA SHEET 1975 FEDERAL TEST" PROCEDURE
Veh.
Vinf
1977 Mercury
Monarch
_7_H37K39757
Trans. Automatic
Carb». i bbls. ?
Bog. V-8 Displ. 302
Idle BPM -
Odometer Reading:
Finish 31348.2
Start 3133<».4
Miles/Km* -
Date
Proj.*_
Run t
Dev.
8/21/79
1827-01
17
Timing
Dyno RHP
IV*
Analyst D. Cultck
Dry Bulb Temp.
Vet Bulb Temp.
Relative Himidity
Specific Humidity
EXHAUST BAG
ANALYSIS
Driver B. Marklev
Dyno Inert J.a_
Calculator
950 MPH
4nnn*
73.0
67.0
73
90
1.0758
DILUTION AIR
ANALYSIS
°F
°F
Z
gr/lb
Cold Transient Mode WF • .43
Barometric Press.
CVS Pump Press.
(P) Sample Press.
(T) Sample Temp.
(V) CVS Pump Disp.
CORRECTED EXH.
CONCENTRATIONS
N
C02
CO
HC
NOX
9154
1.40
1446 .-0
252.58
194.5
Revs
Z
ppm
PPOc '
ppm
.
C02
CO
HC
NOX
•
.04
12.0
5.92
.0
Z
ppm
ppmc
ppm
Cold Stabalized Mode WF - 1.0
N
C02
CO
HC
NOX
15659
.91
510.0
96.11
97.2
Revs
Z
ppm
ppmc
ppm
C02
CO
HC .
NOX
.04
14.0
9.72
.3
Z
ppm
ppmc
ppm
C02 1.36 Z
CO 1362.5 ppm
HC 247.35ppmc
NOX 194.51ppm
C02 .87 Z
CO 476.3 ppm
HC 87.09 ppu
NOX 96.97 ppm
Hot Transient Mode WF - .57
N
C02
CO
re
KOX
9167
1.19
351.0
100.13
190.5
Revs
Z
ppm
PP»c
PP»
C02
CO
HC
NOX
.04
12.0
6.70
.6
Z
ppm
ppn^
ppm
co2
coz
HC
NOX
1.15 Z
324.0 ppm
94.04 Ppmc
189. 9 8 ppm
D. CtiUrk
749.93 SHB Hg
15.80 vaHg
734.13 on Eg
566.0 °R
.3105 CPU
WEIGHTED MASS
EMISSIONS
C02
CO
HC
NOX
779
49
4.
12.
.2
.4
44
48
gas
C02 1982.9
CO 68.8
HC 6.23
NO,. 24.75
gma
C02 874.5
CO 15.6
HC 2.24 gms
NO* 16.18
Results:
C02 3636
CO 133.8
HC 12.92
NO,
53.41
grams/test
grams/test
grams/test
grams/test
CO
HC
484.9
17.8
1.72
7.12
TROY. MICHIGAN / SAN BERNARDINO. CALIFORNIA
gpB
gpn
gpm
gpm
Urban Fuel Econony 17.10 HPG
-------
74
Scott Environmental Technology Inc
PLUMSTEADVILLE.PA. 18949 PHONE: 215-766-8861 T\VX: 510-66S-9344
TABLE B-13
EXHAUST EMISSION DATA SHEET 1975 FEDERAL TEST PROCEDURE
1979 Oldsmoblle
Veh. Cutlass Cruiser
Vin; 3G35H92434400
Trans. Automatic
Carbs. Ibbls. 2
Eng. ""v"-8 Displ. 305
Idle RPM -
Analyst D. Gulick
Dry Bulb Temp.
WeC Bulb Temp.
Relative Himidity
Specific Humidity
EXHAUST BAG
ANALYSIS
Odometer Reading:
Finish
Start
Miles/Kas
Timing
20902.6
20892.0
Date 8/21/79
ProJ.I 1127-01
Run f 13
- Dev. Baseline
_
Dyno RHP 13
.Dyno Inertia
Driver B. Markley Calculator D.
69.0
66.0
81
90
1.0758
°F
°F
Z
gr/lb
Barometric Press.
CVS Pump Press.
(P) Sample Press.
(T) Sample Temp.
(V) CVS Pump Disp.
.2 £50 MPB
4000*
Guliclc
749.93 •» Hg
15.80 ma Eg
734.13 nmHg
56B.O °R
.3105 CFR
i
A
DILUTION AIR
ANALYSIS
Cola Transient Mode WF - .43
N
C02
CO
HC
MOX
Cold
N
C02
CO
uc
NOX
Hot
N
C02
CO
HC
NO,
9158 Revs
1.58 Z
2045.0 ppa
399.20 ppmc
62.0 ppm
•
C02
CO
RC
NOX
Stabalized Mode WF - 1.0
15658 Revs
1.13 Z
117.0 ppm
45.00 ppmc
15.6 ppn
'
C02
CO
HC
NOX
Transient Mode WF « .57
9149 Revs
1.43 Z
440.0 ppm
83.35 ppmc
26.1 ppm
C02
CO
HC
KOX
.04
8,0
6.57
.3
Z
ppm
ppm
CORRECTED EXH.
CONCENTRATIONS
.04
9.0
5.30
.5
Z
PPJ>
ppmc
ppm
CO,
CO
HC
NOX
1.54 Z
1921. 7ppm
394.61ppmc
61.56 ppm
C02 1.09 Z
CO 104.2 ppm
HC 38.99 ppmc
NOX 15.36 ppm
.04
9.0
5.98
.3
Z
ppm
ppmc
ppm
CO,
J
CO
HC
NOX
1.39 Z
408.5 ppm
78.03 Ppm
25.92 ppm
WEIGHTED MASS
EMISSIONS
C02
CO
HC
NO,
C02
CO
HC
NO,,
C02
CO
HC
NO,
879.7 gas
69.5 gn*
7.07 gm«
3.93 gns
2475.0
15.0
2.77
3.90
1051.2
19.5
1.85 gms
2.19
Results:
C02 4406
CO 104.1
HC 11.70
NOX .10.04
grams/test
grams/test
grams/test
grams/test
CO;
CO
HC
NO.
587.4
13.8
1.56
1.33
gpra
gpa
gpm
gpa
Urban Fuel Economy 14.43 MPC
TROY. MICHIGAN / SAN BEHNAROiNO. CALIFORNIA
-------
75
Scott Environmental Technology Inc
PLUMSTEADVILLE.PA. 18949
T\VX: 510-665^344
PHONE: 21 5-766-8861
TABLE B-15
EXHAUST QIISS ION DATA SHEET 1975 FEDERAL TEST PROCEDURE
1979 Oldsmobile
Veh» Cutlass Cruise_C_
Vinr'
3C35K92434400
Trans. Automatic
Carts. 1 bbls. 2
Eng.
Odometer Reading:
Finish 20927.6
Start 20916.8
V-8 'Displ. 305
Idle RPM
Analyst D. Culiek
Dry Bulb Temp.
Wee Bulb Temp.
Relative Himldity
Specific Humidity
EXHAUST BAG
ANALYSIS
Mlles/KmT
Timing
Driver
Date
Proj.*
Run 0_2
Dev.
8/24/79
1827-01
15
Fuel-Max
Dyno RHP
J3.2
B. Marklev
Dyno Inertia_
Calculator-
950 HPB
4000*
D. Cultck
76.0
71.0
78
107
1.1770
DILUTION AIR
ANALYSIS
F Barometric Press.
°F CVS Pump Press.
Z (P) Sample Press.
gr/lb (T) Sample Temp.
(V) CVS Pump Disp.
CORRECTED EXH.
CONCENTRATIONS
Cold Transient Mode WF » .43
N
C02
CO
HC
NOX
9133 Revs
1.60 *
1562. OPPn
257.22 PPnc
117.6 PPn
CO,
CO
HC
NOX
,
.04
12.0
13.85
.0
Z
PPn
FPnc
PPn
co2
CO
HC
NOX
1.56
1464.:
245.20PPnc
117.60PPn
Cold Stabalized Mode WF - 1.0
Hot Transient Mode VF • .57
N
C02
CO
HC
»0X
9161
1.40
41.0
34.86
91.7
Revs .
Z
PPn
PPnc
PPn
C02
CO
KC
NOX
•
.04
12.0
11.73
.4
Z
ppm
PP^
ppm
C0
CO
NO,
1.36
28.3
24.36
91.43
748.74 ma Hg
1.80 am Hg
746.94m Hg
567.0 °R
.3105 CFR
WEIGHTED MASS
EMISSIONS
C02
CO
HC
NOX
905.7
53.8
4.46
8.36
gns
gms
gms
gms
N
C02
CO
EC
MOx
15643
1.09
56.0
30.21
39.6
Reys
Z
PPn
Ppnc
ppm
C02
CO
HC
NOX
•
.04
12.0
12.02
.5
Z
ppm
PPn«c
PPn
co2-
CO
HC
NOX
1.05
42.6
19.17
39.23
z •
PP=»
ppn»c
Ppn
C02
CO
HC
NOX
2427.78ns
6.2 Sns
1.39 Sn»
11.11 8°*
C02
CO
EC
1049.6 gn»
1.3
.59
8.64 gns
Results:
Hc
NO
4383 grams/test
61.5 grams/test
6.45 grams/test
28.13 grams/test
C02
CO
HC
NO,,
Urban Fuel Economy 14.77
584.4 EP«
8.2
.86
3.75
TROY. MICHIGAN / SAN BERNARDINO. CALIFORNIA
-------
76
Scott Environmental Technology Inc
PLUMSTEADVILUE.PA. 18949 PHONE: 215-766-8861 TWX: 510-665-9344
TABLE B-14
EXHAUST *MISSIOH DATA SHEET 1975 FEDERAL TEST PROCEDURE
I
I
^&
*!$%>
I
Veh. 1979 Ford Pinto Odometer Reading:
Via: 9T11Y158158 Finish
Trans. Automatic Start
Carbs. 1 bbls. 2 Milea/Kms
En*. 4-cvl. Displ. 140
Idle RPM - Timing
AnalystD. Gulick Driver B.
Dry Bulb Temp. 76.0
'Vet Bulb Temp. 69.0
Relative Himidity 70
Specific Humidity 95
Kg 1.1037
EXHAUST BAG
ANALYSIS
Cold Transient Mode
H 9209 Revs
C02 1.36 Z
CO 1198. 0 ppm
HC 163.44 ppmc
NOX 72.3 ppm
DILUTION AIR
ANALYSIS
JF - .43
C02 .04
CO 10.0
HC 5.90
NOX ,2
Cold Stabalized Mode WF - 1.0
N 15610 Revs
C02 .78 Z
CO 813.0' ppm
HC 55 . 15 ppmc
NOX 21.1 ppm
C02 .04
CO 9.0
HC 8.76
NOX .4
Hot Transient Mode WF » .57
N 9141 Revs .
C02 1.13 Z
CO 814.0 ppm
HC 72.05 ppmc
NOX 58.4 ppa
•
C02 .04
CO 10.0
RC 3.88
NOX .3
Results: C02 3277
' CO 190.2
HC 7.86
NOx 15.30
11265.0
11253.8
-
Date 8/23/79
Proj.0 1827-01
Run S 14
Dev. Baseline
Dyno RHP 9.4 050 KFB
-
Markley
Dyno Inertia 25001
Calculator D. Gulick
°F Barometric Press. 751.72
°F CVS
Z (P)
jr/lb (T)
' (V)
Z
ppo
ppmc
ppm
Pump Press. 15.89
Sample Press. 735.92
Sample Temp. 566.0
CVS Pump Disp. .3105
CORRECTED EXH.
CONCENTRATIONS
co2
CO
HC
NOX
Z
ppm
ppa^
ppm
C02
CO
HC
NOX
Z
ppm
ppmc
ppm •
•
CO,
or
HC
NOX
grams/test
grams/test .
grams/ test
grams/ test
1.32 Z
1130. Jppm
ISS.ltppoL.
72.20 ppm
ma Hg
na Hg
mm Hg
°R
CFR
WEIGHTED MASS
EMISSIONS
C02 762.7
CO 41.4
HC 2.86
NOX 4.79
.74 Z
774.1 ppm
46.95 ppmc
20.76 ppm
C02 1685.7
CO 1H.7
HC 3.35
NOX 5.43
1.0 I Z
769.0 ppm
68.52 Ppmc
58.14 ppm
C02 828.6
CO 37.0
HC 1.63
NO, 5.07
C02 436.9
CO 25.3
HC 1.04
NOX 2.04
gms
gms
omft
o^^^
pm«
V ">f
gra
-------
77
j^ scotr tnvironi
U.12&T.,. PUFKS1
E
Veh. 1070 Vrti-rt Plr
Ft AD VI LLE. PA. 18949
XHAUST EMISSION D
n-o Odometer Re
VIn: 9T11Y158158 Finish
Trans. 'Automatic Start
Carbs. 1 bbls. 2 Miles/Kms
Eng. 4-cyl- Displr 140
Idle RPM - Timing
Analyst D. Gulick Driver s.
Dry Bulb Temp.
Vet Bulb Temp.
Relative Himidity
Specific Humidity
EXHAUST BAG
ANALYSIS
Cold Transient Mode
N 9218 Revs
C02 1.36 Z
CO 905.0 ppm
EC 200.06 ppmg
NOX 146.0 ppm
Cold Stabalized Mode
N 15614 Revs
C02 .81 Z
CO 1107.0 ppm
HC 76.59 ppmc
NOX 82.6 ppm
Hot Transient Mode W
N 9110 Revs
C02 1.19 Z
CO 1178.0 ppm
HC 110.87 ppmc
KOX 134.3 ppm
Results:
82,0
71.0
58
97
1.1153
DILUTION AIR
ANALYSIS
WF - .43
C02 .04
CO 12.0
HC 9.11
NOX .0
WF - 1.0
C02 .04
CO 14.0
HC 9.65
NOX .1
F - .57
C02 .04
CO 15.0
HC 9.00
NOX .1
C02 3292
CO 230.5
HC 10.45
NOX 42.19
mental Technology Inc
PHON
TABLE
ATA SHE!
ad ing:
11?*?° 5
IE: 21 5-766-8861 TWX: 510-665-9344
B-16
JT 1975 FEDERAL TEST PROCEDURE
Date 8/27/79
Proj.f tott ni
11279.5 Run * ~" 16
- Dev. Fuel-Max
_
Dyno RHP 9,4 050 MFH
Dyno Inertia 2500*
Stranick Calculator D. Culick
°F
Op
Z
gr/lb
Z
PPn
Ppnc
Z
DOQ
pppi _ .
ppm
Z
ppm
ppmc
ppm
grams/ 1
grams /t
grams/t
grams/ 1
Barometric Press*
CVS Pump Press.
(P) Sample Press.
(T) Sample Temp.
(V) CVS Pump Disp.
CORRECTED EXH.
CONCENTRATIONS
I
C02 1.32 Z
CO 853.8 ppm
HC 191.94 ppm,,
NOX 146.00 ppm
C02 .77 Z
CO 1056.2 ppm
HC 67.60 pi'mc
NOX 82.54 ppm
CO, 1.15 Z
CO 1115.6 ppm
HC 102.75 Ppmc
NOX 134.21 ppm
:est
:est
.est
.est
747,17 OB Eg
15.61 m Eg
731.56 ma Eg
579.5 °R
.3106 CF»
WEIGHTED MASS
EMISSIONS
C02 741.4 gms
CO 30.3 gms
HC 3.38 gms *
NOX 9.52 gms
•
C02 1704.2 gms
CO 148.1 gms
HC 4.69 gms
NOX 21.20 gms
C02 846.3 gms
CO 52.0 gms
HC 2.37 gms
NOx 11.46 gms
CO2 438.9 gpm
CO 30.7 gpm
HC 1.39 gpm
N°x 5.62 gpm .
Urban Fuel Economy 18.03 MFC
TROY. MICHIGAN / SAN BERNARDINO. CALIFORNIA
-------
78
Scott Environmental Technology Inc
PLUMSTEADVILLE.PA. 18949
TVVX: 510-665-9344
PHONE: 215-766-8831
TABLE B-17
EXHAUST EMISSION DATA SHEET 1975 FEDERAL TEST PROCEDURE
1976 Chevrolet
Veh. Chevette Odometer Reading:
vin: 1B6809Y118162 Finish
Trans. Automatic Start
Garbs. 1 bbls. 2 Miles/Kms
Eng. L-4 Disp. 98
Idle RPM — • Timing
Analyst D. Gulick Driver s
Dry Bulb Temp. 85.0
Wet Bulb Temp. 77.0
Relative Himidity 70
Specific Humidity 128
. • KH 1.3317
EXHAUST BAG
ANALYSIS
Cold Transient Mod.e
N 9172 Revs
C02 1.07 Z
CO 1980.0 ppn
HC 382.26 ppmc
NOX 35.5 ppm
DILUTION AIR
ANALYSIS
W = .43
.
C02 .04
CO 10.0
HC 8.53
NOX .0
Cold Stabalized Mode WF » 1.0
N 15668 Revs
C02 .74 Z
CO 309.0 . ' ppm
HC 51.56 PPOc
NOX 16.0 ppm
C02 .04
CO 14.0
HC 3.21
NOX .1
Hot Transient Mode WF « .57
N 9133 Revs .
C02 .99 Z
CO 572.0 ppm
HC 100.94 ppmc
NOX 29.7 ppm
•
C02 .04
CO 10.0
HC 7.14
NOX .2
Results: C02 2858
. \ CO 133.3
HC 11.92
NOX 10.79
07055.0
07044.9
Date 8/29/79
Proj.0 1827-01
Run # 17
Dev. None (Baseline) •
__
. Stranick
Dyno RHP 9.4
Dyno Inertia 6.4
950 MPH
Calculator D. Gulick
°F Barometric Press.
°.F CVS
7. (P)
gr/lb (T)
' (V)
Z
ppm
ppmc
ppm
Pump Press.
Sample Press.
Sample Temp.
CVS Pump Disp.
CORRECTED EXH.
CONCENTRATIONS
CO,
CO
HC
NOX
Z
ppm
ppmc
ppm
C02
CO
HC
NOX
Z
ppm
ppmc
ppm
co2
CO
HC
NOX
grams/test
grams/test
grams/test
grams/test
1.03 Z
1885.6 ppm
374.55 ppmc
35.54 ppm
746.88
15.80
731.08
573.4
.3105
mm Hg
mm> H5K
mm Hg
°R
CFR
WEIGHTED MASS
EMISSIONS
C02
CO
HC
NOX
.70 %
284.7 ppm
43.82 ppmc
15.97 ppm
C02
CO
HC
NOX
.95 %
539.1 ppm
94.36 Ppmj.
29.57 ppm
C02
CO
HC
NOX
CO,
co2
HC
NOX
581.4
67.4
6.63
2.78
1569.2
40.4
3.08
4.96
707.6
25.4
2.20
3.05
381.1
17.7
1.58
1.43
gms
gms
gms
gms
gms
gms
gms
gms
gms
gms
gms
gms
gpm
gpm
gpm
gpm
Urban Fuel Economy 21.41 MFC
TROY. MICHIGAN / SAN BERNARDINO, CALIFORNIA
-------
79
Scott Environmental Technology Inc
PLUMSTEAOVILLE.PA. 18949
TWX: 510-665-9344
.PHONE: 215-766-8861
TABLE B-18
EXHAUST EMISSION DATA SHEET 1975 FEDERAL TEST PROCEDURE
1979 Chevrolet
Veh. Chevette
1B6809Y118162
Trans . Automatic _
Carbs . 1 bbls. 2 ~
Eng. L-4 Disp. 98
Odometer heading:
Finish 07085.1
Start 07074."'
Miles/Kms —
Date
8/31/79
1827-01
Proj.0_
Run #
Dev. Fuel-Max
18
Idle RPM
Dyno RHP 9.4
@50 MPH
Analyst D. Gulic'k
Dry Bulb Temp.
Wet Bulb Temp; '•
Relative Himidity
.Specific Humidity
Timing
Driver S
75.0
67.0
66
87
1.0597
. Stranick
°F Barome
°F CVS Pui
2 (P) Sai
gr/lb (T) Sai
(V) CV!
Dyno Inertia_
Calculator
2500S
EXHAUST BAG
ANALYSIS
Cold
N
C02
CO
HC
NOX
Cold
N
C02
CO
HC
NOX
Transient Mode
9383
1.08
825.0
238.85
167.8
Revs
%
PPm
Ppmc'
PPm
DILUTION AIR
ANALYSIS
JF « .43
C02
CO
HC
NOX
•
.04
11.0
5.97
.0
Stabalized Mode WF = 1.0
15667
.72
265.0
36.05 .
67.8
Revs
%
PPm
ppmc
PPm
C02
CO
HC
NO*
.04
12.0
3.46
.0
Hot Transient Mode WF » .57
N
C02
CO
HC
NOX
9127
.96
254.0
50.91
131.0
Revs
%
ppm
ppm-
PPm
C02
CO
HC
NOX
.04
13.0
3.28
.0
ppm
ppmc
ppm
ppm
ppmc
ppm
ppm
ppmc
ppm
Sample Press.
Sample Temp.
CVS Pump Disp.
CORRECTED EXH.
CONCENTRATIONS
C02 1.04 %
CO 780.4 ppm
HC 233.40 ppmc
NOX 167.80 ppm
C02 .68
CO 244.5
HC 32.78
N0x 67.83
C02 .92
CO 232.1
HC 47.87
NOX 131.00 ppm
PPn»c
ppm
D. Gulick
749.77 mo Hg
15.80 mm Hg
mm Hg
°R
CFR
733.97
567.2
.3105
WEIGHTED MASS
EMISSIONS
C02 609.7 gms
CO 28.9 gms
HC 4.?.9 gms
NOX 10.85 gms
C02
CO
HC
1547.0
35.2
2.34
gms .
NOX 17.02
C02 694.9 gms
CO li.i gms
HC 1.13 gms
NO* 10.91 gms
Results:
C02
CO
HC
2851
• 75.3
7.77
NO* 38.79
grams/teot
grams/test
grams/test
grams/test
C02 380.2 gpm
CO
HC
1.03
5.17
gpa
Urban Fuel Economy 22.20 HPG
TROY. MICHIGAN / SAN BERNARDINO. CALIFORNIA
-------
80
Scott Environmental Technology Inc
PLUMSTEADVILLE, PA. 13949 PHONE: 215-766-8361 TWX: 51C-665-9344
TABLE 3-11
EXHAUST eCCSSIGN DATA SHEET 1975 FEDERAL TEST PROCEDURF.
1979 Mercury
Veh. Station Wagon Odometer Reading: Date 8/17/79 _''
Vin: 97.74F649208 Finish 06787.2 ' Proj.tf 1827-01 "^
Trans. Autorratic Start 06776.4 Run #11 -i
Garbs. 1 bbls. 2 Miles/Kms- - Dev. Fuel-Max ^
Eng. V-8 Displ. 302 . Dyno RHP 14.0 @50 MPH •*
Idle RPM - Timing - Dyno Inertia 45000
AnalystD. Gulick Driver S. Stranick Calculator D. Gulick
Dry Bulb Temp.
Wet Bulb Temp.
Relative Himidity
Specific Humidity
* KH
EXHAUST BAG
ANALYSIS
Cold Transient Mode
N 9126 Revs
C02 1.62 Z
CO 727.0 ppm
HC 176.21 ppmc
NOX 227.2 ppm
Cold Stabalized Mode
N 15658 Revs
C02 1.06 Z
CO 27.0 ppm
HC 26.90 ppmc
NOX 133.4 ppm
Hot Transient Mode W
N 9114 'Revs
C02 1.45 Z
CO. 85.0 ' ppm
HC 44.39 ppmc
NOX 286.5 ppm
Results:
i
70.0 °F Barometric Press.
58.0 °F CVS Pump Press.
48 . Z (P) Sample Press.
53 gr/lb (T) Sample Temp.
.9062 ' (V) CVS Pump Disp.
DILUTION AIR CORRECTED EXH.
ANALYSIS CONCENTRATIONS
[JF " .43
C02 .04 2
CO 10.0 ppm
HC 3.00 ppmc
NOX .0 ppm
WF » 1.0
C02 .04 Z
CO 8.0 ppm
HC 3.36 ppmc
NOX .0 ppm
? " .57
C02 .04 Z
CO 9.0 ppm
HC 3.36 ppmc
NOX .5 ppm
C02 4323 grams/t
CO 31.2 grams/t
HC 5.83 grams/t
KOX 61.78 grams/t
C02 1.53 Z
CO 684.4 ppn
HC 173.59ppmc
NOX 227.25ppm
C02 1.02Z
CO 18.7 ppm
HC 23.80 ppmc
NOX 133.42ppm
C02 1.41 Z
CO 73.4 ppm
HC 41.39 Ppmc
NOX 286.08ppm
:est
.est
est
.est
754.49 »m Eg
13.80 ran Eg
738.69 mm Eg .
565.5 °R
.3105 CFR
WEIGHTED MASS
EMISSIONS
C02 908.7 gms
CO . 24.9 gms
HC 3.13 gms
NOX 12.33 gms
C02 2340.7 gms ?
CO 2.7 gms
HC 1.71 gma -
NOX 28.89 gms
C02 1073.5 gas
CO 3.5 gms
HC .98 gms
NOX 20 .'55 gms .
•
C02 576.4 gpm ^
CO 4.1 gpm . 'i
HC .77 gpm
NOX 8.23 gpn v
Urban Fuel Economy
TROY. MICHIGAN / SAN BERNARDINO. CALIFORNIA
15.14 HPG
"in
i:i
-------
81
APPENDIX C
HIGHWAY FUEL ECONOMY
EXHAUST EMISSION DATA
Scott Environmental Technotosy Inc
-------
952
I if v bcott Environmental Technology Inc
r^!&f'-r PI HMSTFADVII 1 F PA 18949 PHONF-?!1! 7RR.RRR1
1
M ' TABLE C-l
HIGHWAY FUEL ECONOMY
I EXHAUST EMISSION' DATA SHEET
™ 1978 Lincoln
_ Vehicle Continental Odometer:
1 VIN 8Y82A881792
License NJ 845-I4J
1 Trans. Automatic
- .
Carb. • . 1 bbls. 4
H Ensine V8 CID ^60
(9
Analyst D- Gulick
1
Dry Bulb Temp., F 91
BWet Bulb Temp., F 72
-
Gr. Water /Lb. Dry Air 87
B (K) Factor 1.0598
B (X) Sample Teup., R 582.5
1
— COMPONENT
1 ppa HC dil. 16.05
ppa KC Air 7r9^
9l»po KC exh. 12.12
ppra CO exh. • 53
92 CO? exh. 2.90
,
ppva KO
Bppm K0?
*-
ppm NOX 78 . 96
• ' (ppa HO ) (K) 83 . 68
HPG 16*11
•- •'•
BmlBii i ^iirriiiiani'
Finish 07533.3
Start 07523.2
Miles
Idle rpm -
BIT
Driver S. Stranick
TVVX: 51 0-665-9344
Date fl/7/79
Project ^82.7,01
Run i
Device Baseline
Dyn. Loa-A 14.7
Dyn. Inertia 50000 . .
Calculator D. Gulick
Barometric Press., nm Hg 749 97
CVS Pump Press., mns Hg 15. RO
(P) Sample Press., mm Hg 733. 47
(V) CVS Pump
(N) CVS Puap
DILUTE EXHAUST MEASUREMENTS
PVN/TM -
526.10369 22.
526.10869 36.
526.10869 37.
Disp., CFR .3105
Revolutions , 13782
FACTOR . GRAMS/MILE
348 x 10~6 n m HC
905 x 10~6 n «A CO
022 X 10*" S49 59 C0»
z
628 x 10~6 1.66 50
. .... A
'-%•.
\*
*.-'
DY. MICHIGAN / SAN BERNARDINO, CALIFORNIA .iJl^^Sm
-------
83
| V^y:p j p. i i»fle-rp Arjwii i c
1978 Lincoln
Vehicle Continental
V1N 8Y82A881792
License NJ 845-I4J
Trans. Automatic 1
Carb. • 1 bbls. 4
Ensine V-8 CID *60
Analyst D. Culick
Dry Bulb Tea?., F o— /oo-ooDi 1 WA : o 1 U-bbb-yo*'*
3 -i
ECo^To^rY
:» DATA SHEET
Date 8/8/7Q
Project 1827^01
07548.0 • Run 3
Device Fuel-Max
Dyn. Load 14.7
Dyn. Inertia 5000* •
Stranick Calculator D. Gulick . .
Barometric Press., mm Hg 746.05
CVS Pump Press., mm Hg 15.80
(P) Sample Press., mm Hg 730.25
(V) CVS Pump Disp., CFR -3105
(N) CVS Pump Revolutions 13646
MEASUREMENTS
FACTOR GRAMS/MILE
11.348 x 10~6 0.08 HC
22.905 x 10""6 0.49 CO
36.022 x 10"2 516.86 CO^
37. 628 x 10"6 7.35 SO
X
TROV, MICHIGAN / SAN BERNARDINO. CALIFORNIA
-------
scott tnvirom i iei ucti lecnnolo^y inc
°^
PLUMSTEADVILLE..PA. 18949 PHONE: 215-766-8861 TWX: 510-665-9344
I
I
I
I
I
[
I
I
I
I
I
I
1
I
I
. 1979 Oldsmobile
Vehicle Cutlass Salon^
vnr
License
Trans.
Carb.-
Engine
Analyst
3G09H9G427788
.PA 9S1-309
Automatic
1 bbls.
V-8 CID
D. Gulick
4
305
TABLE C-2
HIGHWAY FUEL ECONOMY
EXHAUST E-IISSION DATA SHEET
Odometer:
Finish 07977.3
Start 07967.8
Miles
Date
Q 1-1 /TO
Project 1827-01
Run 2
Device
Idle rpm
BIT *•
Dyn, Load 12.3
Driver S. Stranick
Dyn. Inertia 3500
Calculator n
85
71
Dry Bulb Temp., F
Wet Bulb Temp., F
Gr. Water/Lb. Dry Air 92_
(K) Factor 1.0868
Barometric Press., am Hg 7A9.70
CVS Puzip Press., mn Hg
15.80
(P) Sample Press., mm Hg 733.90
(V) CVS Punp Disp., CFR .3105
(T) Sample Temp., R 576-5
(K) CVS Pump Revolutions 13574
9.03
COMPONENT
ppa HC.dil. 12.98
ppm EC Air 3.95
ppm HC exh. _
ppm CO exh.
% C02 exh. __
ppn KO ^_
ppm KOj ~
ppm NOX 79.0
DILUTE EXIL\UST MEASUREKEOTS
PVN/TM FACTOR
523.86845
190
523.86845
11.348 x 10
22.905 x 10
GRAMS/MILE
o.ns
2.28
1.93
523.86345
36.022 x 10
-2
,BC
CO
CO,
(p?r»KOx) (K)
85.86
523.86845
37.628 x 10
-6
1.69
170
MPG
24.12
TROY, MICHIGAN / SAN BERNARDINO. CALIFORNIA
-------
.V \l .*
^tffr'
85
Scott Environmental Technology Inc
PLUMSTEADVILL6.PA. 18949 PHONE: 215-766-8861 TWX: 510-665-9344
TABLE C--4
HIGHWAY FUEL ECONOMY
EXHAUST EMISSION DATA SHEET
1979 Oldsmobile
Vehicle Cutlass
VIN 3G09HOG427788
License PA 9S1-309
Trans. Automatic
Carb. • 1 bbls.
Engine CID
Analyst
Dry Bulb Temp., F '•
Wet Bulb Temp.t F
Gr. Water /Lb. Dry Air
(K) Factor
(T) Sample temp. , R
COMPONENT
ppa HC dil. 14.76
ppm BC* Air 3.54
ppo 1JC exh. 11.22
ppa CO exh.. • 27
% CO? exh. 1.86
ppm NO
ppa NOj -
ppra KO* 209.92
•(ppa NO..) (K) 205.09
MPG .2^-72
Salon Odometer: Date
•Finish 07999.0 Project
Start 07989.4 Run •
Miles Device
2 Idle rpm Dyn. Load
*
BIT Dyn. Inertia
Driver Calculator
76 Baroaetric Press,, mm Kg
64 • CVS Punp Press., nn Hg
70 (p) Sample Press., nnn Hg
0.9770 (V) CVS Punp Disp., CFR
573 (N) CVS Pump Revolutions ,
DILUTE EXHAUST MEASUREMENTS
PVN/TM - FACTOR
534.67409 11. 348 x 10~6
22.905 x 10~6
36.022 x 10~2
37. 628 x 10~6
R/9/7Q
1827-01
4
Fuel-Max
12.3
3500
749.96
15.80
734.16
.3105
13765
GRAMS/MILE
0.07 HC
0.33 CO
358.24 C0«
• 2 '
«113 SO '$
i
TROY, MICHIGAN / SAN BERNARDINO, CALIFORNIA
-------
86
| ff \ Scott Environmental Technology Inc
'-?$?'* PLUMSTEADVILLE
1
1
• " . 1977 Dodge
Vehicle Aspen Uaonn
ITTTYT
VJLN NH45fi7'P95?Q7n
-
License NJ 660-HOY
I Trans. A^tomAt-ir
1 Carb. 1 bbls. 2
(Engine v~8 CID 318
Analyst D. Gulick
1 Dry Bulb Temp., F 87
Wet Bulb Temp. , F 68
1 Gr. Uater/Lb. Dry Air 72
(K) Factor 0.9861
|(T) Sample Temp., R 575.2
. —._,...,.
1
COMPONENT
ppn HC dil. 69.11
ppai EC Air 2.2§
ppm HC exh. 66.83
ppm CO exh. • 286
% CO, exh. 2.09
ppm NO
ppa K02 - - •
ppm NOV 144.89
'(ppaKO ) (K) 14.2.88
tjJPG '21.81
PA. 18949 PHONE: 21 5-766-8861 TWX: 510-665-9344
TABLE C-5
HIGW/AY FUEL ECONOMY
EXHAUST EMISSION DATA SHEET
Odometer: Date S/13/70
Finish n/,19 7 . Project ,„„.. n.
Start ii£n<) K Run e
Miles - Device Bnacllnc
Idle rpm - Dyn. Load 13.2
BIT •• - Dyn. Inertia 40000
Driver S. Stranick Calculator D. Gulicfc
Barometric Press., mm Hg 747.84
CVS Pump Press., mm Hg -15.99
(P) Sample Press., nun Hg 731.85
(V) CVS Pimp Disp., CFR .3103
(N) CVS Pump Revolutions 13792
DILUTE 'EXHAUST MEASUREMENTS
PVN/IM FACTOR GRAMS/MILE
531.652 11.348xlO~6 0.40 HC
531.652 22.905 x .10~6 3.48 CO
531.652 ."6.022X 10~2 400.26 • CO.
531.652 37.628xlO"6 2.86 !JO
-• x
TROY. MICHIGAN / SAN BERNARDINO. CALIFORNIA
-------
87
/f v| bcott Environmental lechnology Inc
. ^*yf? jj PLUMSTEADVILLF
1977 Dodge
Vehicle Aspen Wagon
VIII NH45G7F252970
License NJ 660-HOY
Traus. Automatic
Carb. • ! bbls. 2
"Engine v~8 CID 318
Analyst D. Gulick
•
Dry Bulb Temp. . F 33
Wet Bulb Temp.. F 70
Gr. Water /Lb. Dry Air 89
CK) Factor 1.0704
(T) Sample Temp., R 571
•
COMPONENT
ppa HC dil. 94.41
ppa EC Air 5.19
ppa 1IC exh. 89.22
ppm CO exh. 546
X CO? exh. 1.92
ppa NO • -
ppu ltO«> -
ppm NOjc 224.85
/'(P?a MO (K) 240.68
f
^MPG 23.25
PA. 18949 PHONE: 21 5-766-8861 TWX: 510-665-9344
TABLE C-6
HIGHWAY FUEL ECONOMY
EXHAUST E-IISSIOM DATA SHEET
Odometer: Date
Finish 41442.2 Project
Start 41432.1 . PvUn
Miles - ' Device
Idle rpia ~ Dyn. Load
8/14/79
1827-01
6
Fuel-Max
13.2
BIT ~ Dyn. Inertia 40000 •
Driver S. Stranick Calculator
Barometric Press., mm Ilg
CVS Pusip Press., mm Hg
(P) Sample Press . , ran Hg
(V) CVS Puap Disp., CFR
(N) CVS Pump Revolutions
»
DILUTE EXHAUST MEASUREI-IENTS
PVN/TM FACTOR
534.34503 11. 348 x 10~6
534.34503 22.905 x 10"6 .
534.34503 36.022 x 10~2
534.34503 37.628xlO~6
D. Gulick
"• * <£ Cf>
/HO.OO
15.99
730.61
.3103
13784
GRAMS/MILE
0.54 HC
6.68 CO
369.56 CO.,
. 2
4.84 170
TROY. MICHIGAN / SAN BERNARDINO. CALIFORNIA
-------
88
Scott Environmental Technology Inc
PLUMSTEADVILLE. PA. 18949 PHONE: 215-766-8861 TWX: 510-665-9344
1978 Oldsmobile
TABLE C-9
HIGHWAY FUEL ECONOMY
EXHAUST EMISSION DATA SHEET
.. . . , v-utxass uruiser
Vehicle
YIN 3H35H8G404250
License NJ 415-HRA
Trans. Automatic
Carb. • 1 bbls. 2
Engine V-8 CID 305
Analyst *>. Gulick
Dry Bulb Temp., F 70
ttet Bulb Temp., F 59
Gr. Water /Lb. Dry Air 57
00 Factor 0.9220
(T) Sample Temp., R 567.5
COMPONENT
ppn HC dil. 39.93
ppm EC Air 3.28
ppa HC exh. 36r68
p?Q CO exh. • 69
2 C0? exh. 1.90
ppm KO
ppm KOj -
ppm NOy 67.33
(ppaKO ) (K) 62.08
MPG 23.91
Odometer: Date
Finish 48615.0 Project
Start 48605.3 Run
Miles - - Device
Idle rpm - Dyn. Load
8/15/79
1827-01
9
Raeo1^ria
12.3
BIT - Dyn. Inertia35000
Driver S. Stranick Calculator
Barometric Press., cm Hg
CVS Puaip Press., mm Hg
(P) Sample Press . , mm Hg
(V) CVS Puap Disp., CFR
(N) CVS Puip Revolutions
DILUTE EXHAUST MEASUREMENTS
PVN/TM FACTOR
539.47077 11.348 x 10~
22.905 x 10~6
36.022 x 10~2
37. 628 x 10"6
.
D. Gulick
747. PI
IS. 71
732.20
.3105
13792
CRAMS/MILE
0.7? HC
0.85 CO :i
• :"|
369.22 C0,1
- 2
1.26 SO
TROY. MICHIGAN / SAN BERNARDINO. CALIFORNIA
-------
1 Cj
h Scott Environmental Technology Inc
^ - PI IIMQTPAnUII 1 F
1
•
I
• 1978 Oldsraobile
Vehicle Cutlass Cruiser
• VIN
3H35H8G404250
License NJ 415-HRA
• Trans,
• Carb.
•Engine
Analys
1 Dry Bt
Wet Bv
1 Gr. Us
00 Fa
| (D S;
1
9 ppa HC
ppa EC
I ppm HC
ppa CC
I%C02
ppm KC
Bppm KC
ppm KC
_ " (P?a *
• MPG
1
Ik*^,
Automatic
1 bbls. 2
! ' V-8 CID 305
,t D. Gulick
•
lib Temp., F » 73
ilb Temp., F 59
iter/Lb. Dry Air 52
ctor 0.9024
icple Temp., R 571.5
COMPONENT
' dil« 40,13
: Air 5.31
; exh. 36.82
) exh. • 31
exh. 1-8J,
)
*J
)v 230.91
!0;.) (K) 208.38
'25.18
PA. 1(5949 PHONE: 21 5-766-8861 TWX: 510-665-9344
TABLE C-10
HIGK7AY FUEL ECONOMY
EXHAUST D1ISSION DATA SHEET
Odometer: . Date 8/16/79
Finish 48639 2 Project i,... • • . TROY. MICHIGAN / SAN BERNARDINO, CALIFORNIA ...,.,rfai
-------
90
Scott Environmental Technology Inc
PLUMSTEADVILLE, PA. 18949 PHONE: 215-766-8861 TWX: 510-665-9344
TABLE C-7
HIGHWAY FUEL ECONOMY
1979 Mercury
Vehicle Statlon Wagon
VIN 9Z74F649208
License NJ 414-KHO
Trans. Automatic
Carb. • . l bbls. 2
Ensine v~8 CID 302
Analyst D- Gulick
Dry Bulb letup., F 69
l-Jet Bulb Temp., 7 58 .
Gr. Water /Lb. Dry Air 54
(K) Factor 0.9102
(T) Sazple Temp., R 568
COMPONENT
ppa HC dil. AT w .
ppa HC Air 2.63
ppa HC exh. 38.75
ppa CO exh. • 56
2 CO? exh. 2.08
ppa KO -
ppn KOj -
ppm HO* 58.78
•(ppa NO) (K) 53.50
EXHAUST EMISSION DATA SHEET
Odometer: Date
Finish 06776.2 Project
Start 06766.5 Run
Miles ~ Device
Idle rpm ~ Dyn. Load
BIT ~ Dyn. Inertia
Driver S- Stranick Calculator
Barometric Press., nn Hg
CVP rusip Press., mm Hg
(P) Sample Press . , nun Hg
(V) CVS Puap Disp., CFR
(N) CVS Purap Revolutions t
DILUTE EXHAUST MEASUREMENTS
PVN/TM - FACTOR
548. 4385 i 11. 348 x 10"6
22.905 x 10~6
36.022 x 10~2
37. 628 x 10~6
8/15/79
1827-01
7
Baseline
14.0
45000
D. Gulick
748.16
15.99
732.17
.3103
13790
GRAMS/MILE
0.24 HC
0.69 CO
40V SI CO.
j-^ 2
1.03 NO
KFG 21.90
JHOY. MICHIGAN / SAN BERNARDINO. CALIFORNIA
-------
91
Scott Environmental technology Inc
PLUMSTEADVILLE.PA. 18949 PHONE: 215-766-8861 TWX: 510-665-9344
1979 Mercury
TABLE C-ll
HIGHWAY FUEL ECONOMY
EXHAUST DIISSION DATA SHEET
Vehicle Station Wagon
VIN 9Z74F649208
License NJ 414-KHO
Trans. Automatic
Carb. • 1 bbls. 2
Engine . V-8 CID 302
Analyst *>• Gulick
Dry Bulb Temp., F 76
Wet Bulb Temp., F 60
Gr. Water /Lb. Dry Air 52
(K) Factor ' °-9024
(T) Sample Temp., R 573.5
COMPONENT
.ppa HC dil. -u.fi^
ppa EC Air 3.03
ppm HC exh. 31.60
ppm CO exh. • 23
. Z CO? exh. 2.05
ppra NO
ppa N02
ppm NOX 98.71
'(ppa NO ) (K) 89.08
HPG -22.37
Odometer: Date
Finish 06799.0 . Project
Start 06789.5 Run
Miles - Device
Idle rpm - Dyn. Load
8/17/79
1827-01
11
Fuel-Max
14.0
BIT - -• Dyn. Inertia4500?
Driver S. Stranick Calculator
Barometric Press., cm Hg
CVS Punp Press., mm Hg
(P) Sample Press . , mm Hg
(V) CVS Pump Disp., CFR
(K) CVS Punp Revolutions
DILUTE EXHAUST MEASUREMENTS
PVN/TM ' FACTOR
535.74696 11.348 x 10""6
22.905 x 10~6
36.022 x 10*"2
37. 628 x 10~6
.-
D. Gulick
7SdlAQ
15.80
738.69
.3105
13720
GRAMS/lilLE
0.19 HC
0.28 CO
395.62 . CO.
— _______ ^
'
Ma^cinum Temperature =. 600°F
TROY. MICHIGAN / SAN BERNARDINO. CALIFORNIA
-------
92
• /'?\ Scott Environmental Technology Inc
-•.- '£ft'-,j PLUMSTEADVILLF
1
1
• 1977 Mercury
' Vehicle Monarch
IVIN 7W37F539757
License NJ 677-HPA
1 TranS • A]^f-nmat"f/»
Carb. • 1 bbls. 2
Engine V-8 CID 302
| Analyst D. Gulick
IDry Bulb Temp., F 74
. . _ „ , , . .
Wet Bulb Temp., F 69
• Gr. Water /Lb. Dry Air 98
CK) Factor " 1.1212
|(T) Sample Temp., R 569
.
COMPONENT
Ippm HC dil. 103.60
.
ppm EC Air T.7Q
Ippm HC exh. 100.31
ppm CO exh. • 756
_ % CO? exh. 1.85
• ppm KO -
• ppm K02 •-
I ppm KOX 73.62
•(ppmtfO^) (K) 83.54
1 'MFC' ?3.69
PA 18949 PHONE- 215 7fifi.fi8K1 TWX- MD-fifi^-Q^AA
TABLE C-8
HIGHWAY FUEL ECONOMY
EXHAU.ST EMISSION DATA SHEET . .
Odometer: Date 8/15/79
Finish 31308.6 . . Project 1827-01
Start 31299.1 Run 8
Miles - . Device Baseline
Idle rpia - Dyn. Load 13.2
BIT •- - Dyn. Inertia 4000
Driver S. Stranick Calculator D. Gulick
Barometric Press., can Hg 747.96
CV-§'Ptbp Press., mm Hg
(P) Sample Press., mm Hg . 731.97
(V) CVS Pump Disp., CFR -3103
(N) CVS Pump 'Revolutions 13789
DILUTE 'EXHAUST MEASUREMENTS .
PVN/TM ' FACTOR GRAMS/MILE
~6
537.41622 11.348x10 n.61 HC
537.41622 22.905>xlO~6 9.31 CO
537.41622 36.022 x 10~2 358.14 . CO.
•• " " 2
537.41622 37.628xlO"6 1.67 50
£
I • •: : -. • ' ' • ' -.
1-^''. . • ' •
%jj[l$j?£^:.' ••• •• TROY. MICHIGAN / SAN BERNARDINO. CALIFORNIA jfc
...^••IIB?^--- •--.- '-.••'"-.. • .dE
-------
93
| $5 bcott Environmental Technology Inc
e.-futt?'. - PLUM5TEADVILLE
1
1
I . 1977 Mercury
Vehicle Monarch
1 VIN 7W37F539757
License NJ 677-HPA
I .Trans. Automatic
1 Carb. -1 bbls. 1
("Engine V-8 CID 02
Analyst D- Gulick
1 Dry Bulb Temp., F 70
Vet Bulb Temp., F 67
IGr. Water /Lb. Dry Mr 95
(K) Factor 1.1038
|(T) Sample Temp., R 573.5
•"• J ' "
COMPONENT
1 .ppa HC dil. 43.94
ppm HC Air 6'61
Ippm HC exh. 42-33
___ rn ov}, 205
j& ppm CO exn.
I" T pn~. z>vVi 2 . 05
• t» wUo exn.
ppm KO
Ippm N0£ ~
; ppm NO* 435.15
^(ppa KO^) (K) 430.32
1
•.-MFC '22.17
PA. 18949 f-HON 6:215-766-8861 TWX: 510-665-9344
TABLE C-12'
HIGHWAY FUEL ECONOMY
EXHAUST EMISSION" DATA SHEET
Odometer: Date 8/21/79
Finish 31363.8 Project 1S27-01
Start 31354.0 - Run 12
Miles - • Device Fuel-Max
Idle rpm - Dyn. Load 13.2
BIT ;- Dyn. Inertia 40G00 •
Driver B. Markley Calculator D. Gulick
CVS Pump Press., mm Hg 15.80
(P) Sample Press., ram Hg 734.13
(V) CVS Pump Disp., CFR .3105
(N) CVS Pump Revolutions 13802
DILUTE EXHAUST MEASUREMENTS
PVN/TM FACTOR GRAMS/MILE :
. 535.62196 11.3«8xlO"6 °.26 HC
22.905 x 10~6 . 2<52 CO
36,022 x 10~2 395.53 C0-
1 "•"• •"• . • •• 2
37.628xlO~6 9.63 KO
X
TROY. MICHIGAN / SAN BERNARDINO. CALIFORNIA
-------
1 5
$\ Scott Environmental Technology Inc
Z£_ Dl IIMCTCA! >\/ll 1 C PA 1RQAO PWnMP--71<; 7RR.RRR1 TLVV • R1 n^r.^.QTAd S
• TABLE C-13 jj
i i
• HIGHWAY FUEL ECONOMY J|
•EXHAUST ETilSSIOM DATA SHEET J|
1979 Oldsmobile . *
Vehicle Cutlass Cruiser (Wgn) Odometer: ' Date 8/21/79 $&
IVIN
3G35H92434400
License NJ 952-JP1
1 Trans
Carb.
En«jin<
3 Analyj
| Dry Bi
Vet B'
9 Gr. U.
GO F;
§(T) S.
i
9 ppa H<
ppai H<
9 ppa H
9 ppa c<
n % C02
[f ppa IK
^ ppa K
§ P?*N
9 HPG
i
I
, Automatic
• 1 bbls. 2
2 • V-8 CID 305
,t D. Gulick
Jib Temp. , F , 80
ilb TpTnn, , F 69
iter/Lb. Dry Air 89
ictor ' 1.0704
laple Teap., R 57°
COMPONENT
3 dil. 52.44
: Air 9.23
2 exh. 43.21
3 exh. - 205 .
crfi. 2.14
D -
D2
3y 52.56
10 ) (K) " •
,21.15
TRO1
Finish 20916.6 Project 1827-01 M
Start 20906.8 Run 13 • S
Kiles - Device Baseline - f
Idle rpa ~ Dyn. Load ^.2 -^
BIT ' - Dyn. Inertia *°°°* •$
Driver B- Markley Calculator D- Gulick ^
-|
Barometric Press., mm Hg 749.93 !*
CVS Pumo Press., mm He 15.80 £
(P) Sample Press ., ran Kg 734.13 ^1
(V) CVS Puiap Disp., CFR • .3105 ^
(K) CVS PUD? Revolutions , 13779 ' ;m.
" . " •" — ' - - 'M
.M
•*aj3f»
DILUTE EXHAUST KEASUREMBKTS . !$
PVN/ra . / FACTOR .GSAMS/HILE . .;
538.01281 11.348xlO~6 0.26' HC
538.01281 22.905 x 10~6 2.53 CO
538.01281 :• 36.022xlO~2 414.74 C0.
" - •- 2
37.C28>: io~6 . :;o '
- 1
>
4
"i*
• • . • I
• t
*
K.MICHIGAN / SAN BERNARDINO. CALIFORNIA ^ ^m
-------
TABLE C-15 .
' HIGHWAY FUEL ECONOMY
EXHAUST EMISSION DATA SHEET
1979 Oldsmoblle Cutlass
95
Scott Environmental Technology Inc
PLUMSTEADVILLE.PA.18949 PHONE: 215-766-8361 TWX: 510-665-9344
licle Cruiser (Wagon)
mOP1^ 3G35H92434400
ILicense _NJ 952-JPI
W& «F»J-
ITraas.
p* --,,
DCarb. •
Automatic
^Ensinc V-8
ilyst D« Gulick
bbls. ,_2
CID
305
5V
[pry Bulb Temp., F
Bulb Teup.» F
79
73
j|Gr. Water/Lb. Dry Air 113
ljfc% »_^_ ' 1.2174
(T) Saaple Temp., R
DILUTE EXHAUST MEASUREMENTS
. PVN/Til FACTOR
•535.02802
11.348 x 10
535.02802
?.?..90S x 10
,-6
535.02802
36.022 x 10
-2
GRAMS/:*ILE
0.13
"OI
404.73
535.02802
37.623 x 10
,-6
4.74
TROY. MICHIGAN / SAN BERNARDINO. CALIFORNIA
'•if
Odometer:
Finish 20940.0
Start
Miles
Idle rprn
BIT
20931.2
—
-
Date
Project
Run
Device
Dyn. Load
8/24/79
1827-01
15
Fuel-Max
13.2
Dyn. Inertia *000' •
Driver B. Markley
. ' •
Barometric Press
CVS Punip Press.,
(P) Sample Press
Calculator
. , ran HS
nus Hg
. , mm HS
(V) CVS Puap Disp., CFR
(K) CVS Pump Revolutions
D. Gulick
748.74
15.80
732.94
.3105
13785
,HC
CO
CO.
-------
1 J^^^^^^^*^^^-
*=J
S-l Scottl
SL: PIIIMSTPAHV
~~ " -
r . ;
Vehicle" 1979 Ford Pinto
IVIK
9T11Y158158
License NJ 392-KHL
1 Trans,
Carb.
Enjin*
g Analys
1 Dry Bi
. Wet Bi
• Gr. to
CK) F£
| (T) S«
a
• ppa K(
" ppa Bi
Ippa Hi
ppa C(
|%C02
| ppw K(
1 KPG
Automatic
1 bbls.
» 4-cyl. CID
St D. Gullek
lib Temp. , F
lib Temp. » F
iter/Lb. Dry Air
ictor " 1.
ixple Temp., R
COMPONENT '
3 dil. 24.20
3 Air 5.R7
3 exh. 20.33
) cxh. - 190
exh. 1.57
)
)? • - '
)v 90.54
:o.c) 00 97-90
,28.80
1' 111'--- •'••':' •
•Bfisf ,;-,.,.. •; ,,_;-,, ..„,;:
WET' " ':'"::'96 ' "5M|
irivironmental Technology Inc IM
riLLE, PA. 18949 PHONE: 215-766-8861 TWX: 510-665-9344 . ' -^^
' '' ' m
TABLE C-14 ",.•
HIGHWAY FUEL ECONOMY . J
EXHAUST EMISSION DATA SHEET j
'I
Odoaeter: Date 8/23/79 ^
Finish 11278.6 Project 1827-01
Start 11268.4 Run 14
Miles - Device Baseline t
2 Idle rpia - Dyn. Load 19.4 .
140 BIT . - Dyn. Inertia 2500*
Driver R. Marklev Calculator Ti. Ciiliek
75 Barometric Press., cna KS 751.72
68 CVS Pump Press., ma Hg -15.80
91 (P) Sample Press. » not Hg 735.92
0813 (V) CVS Punp Disp., CFR .3105
572 00 C\'S Purap Revolutions 13786
• *
DILUTE -EXHAUST MEASUREMENTS . '
PVH/TM ' FACTOR GRAMS/MILE
' 537.71193 Il.'3-'s8 x Kf 6 0.12 EC
537.71193 22. 905 x 10~6 2.34 CO V
537.71193 36.022xlO~2 304.10 . . CO?
537.71193 . 37.62RX 10~6 1-98 Soi
• -m
• . *
TROY. MICHIGAN / SAN BERNARDINO. CALIFORNIA .t^&Bm
^l&fl^i^^^HK»^fA.mJ>tiJi .-'-.. .V" '.-.:•• i';-r IX-C-.L:. '.. ' j u L J)M>^* i' WTt6ifiMBOBB|
< ' ' ' . — _ — _^__ .—i ii — ^^ i ^^^^^^^S
%,
-------
97
• ^ v^bcott tnvir
IT i-?-S'*'-.n PLUMSTEADVILLE, PA.
if
v^s-
•;' . ' &
Vehicle 1979 Ford Pinto
V1H 9T11Y158158
' License NJ 392-KHL
Tvaus. Automatic
Carb. • ! bbls. 2
Ensine • 4~cy1 CID 14°
Analyst D* Gulick
{.'
Dry Eulb Temp, - F 86
•
Uet Eulb Temp., F 74
1 Gr. Water /Lb. Dry Air 108 '
1 (K) Factor ' 1.1836
1 (T) Sample Temp. , R .580
onmental Technology Inc. |
18949 PHONE: 215-766-8861 TWX: 510-665-9344 W
y
i
• •* "
TABLE C-16 - *
HIGHWAY FUEL ECONOMY
CHAUST D1ISSION DATA SHEET
Odometer: • Date 8/27/79
Finish 11303.5 Project 1827-01
Start 11293.9 Run 16
Miles - Device Fuel-Max
Idle rpra ~ Dyn. Load 5.4
BIT .-" Dyn. Inertia 250°*
Driver S* Stranick Calculator D' Gulick
Barometric Press., na Hg 747.17
CVS Puc:p Press., JEQ Hg 15.61
(P) Sample Press., inm Hg 731.56
(V) CVS Pump Di'sp., CFR .3106
(K) CVS Pump "Revolutions , 13776
I
I
iss
«
I
COMPONENT
ppa HC dll. ?fi.si
_ ppn HC Air 7.11
J ppa nc exh.
* ppca CO cxh.
|% C02 exh. _
&ppa KO
29.41
279
1.60
1
KO
221.57
(ppa KOX) (K) 262.25
KPC
28.67
DILUTE EXHAUST liEASURE-ffiNTS
PVN/TM . FACTOR
526.9407
11.348 x 10
2?.905 x 10"
36.02? x 10
-2
37.628 x 10
TROY. MICHIGAN / SAN BERNARDINO. CALIFORNIA
GRAMS/MILE
0.18
3.37
303.70
5.20
HC
co
soj
-------
Environmental Technology Inc
, PLUMSTEADVILLE. PA. 18949 PHONE: 215-766-8861 TWX: 510-665-9344
TABLE C-17
HIGHWAY FUEL ECONOMY
EXHAUST EMISSION DATA SHEET
11* '•:<-" 1979 Chevrolet
1g Vehicle Chevette
VIN
1B6809Y118162
License PA A53-2S8A
Trans. Automatic
Carb.
Odometer: •
Finish 07066.8
Start 07057.2
Miles
.' 1
Engine L-4'
Analyst D. Gulick
bbls.
CID
98
Idle rpm
BIT
Driver S. Stranick
84
I
79
Dry Bulb Temp., F ^_
Uet Bulb Teap., F __
Gr. Water/Lb. Dry Air 143
*v (K) Factor "
1.4697
I (T) Sample Temp., R
I
i
573'2
Eareaetric Press.s na Hg _
CVS Punp Press., nai Kg
(P) Sample Ptess., na Hg
(V) CVS Pump Disp'., CFR _
(K) CVS Pump Revolutions m
Device
Dyn. Load
Dyn. Inertia _ 2500*
Calculator D. Gulick
746.88
15.80
731.08
0.3105
13782
DILUTE' EXHAUST >5
COMPONENT
ppa KG dil. 44.83
ppa KC Mr 6.49
HC e::li. 38.34
FACTOR
GRAMS/MILE
pn CO exh.
JP: »^' --
s% CO? cxh.
•» y "'• - ** —
KO
532.90252
212
532.90252
11.3A8 x 10
22.905 x 10'
rf
,-6
1.40
532.90252
36. 022 x lb"2
69.03
110- ) (K) 101.45
532.90252
37. 628 x 10
~6
. TROY. MICHIGAN / SAN BERNARDINO. CALIFORNIA
1 F
-------
«wt^ 99
' \
^Scott Erivironmental Technology Inc
PLUMSTEADVILLE. PA. 18949 PHONE: 215-766-8861 TWX: 510-665-9344
1979 Chevrolet
Vehicle Chevette
YIN
License
Trans.
Garb. •
• Undine
Analyst
1B6809Y118162
PA A53-258A
Automatic
1 bbls.
L-4 CID
D. Gulick
2
98
TABLE C-18
HIGHWAY FUEL ECONOMY .
' EXHAUST EMISSION DATA SHEET
Odometer:
Finish .
Start _
Miles
07097.7
07088.1
Idle rpn
BIT
Driver
S. Stranick
Date
8/31/79
Project __
Run 18
1827-01
Device
Fuel-Max
Dyn. Load 9.4
Dyn. Inertia 25000
Calculator D. Gulick
•iSrC?
.Ury Bulbi Temp., F 77
Wet Bulb Temp., F 67
Cr. Water/Lb. Dry Air 83"
. (K) Factor ' 1.6391
(T) Sample Temp., R 571.4
Barometric Press., ca Hg 749.77.
CVS Puap Press., Tna Hg
15.80
(P) Sanple Press., not Hg 733.97
(V) CVS Pump Disp., CFR
0.3105
(K) CVS Pump 'Revolutions P?93
COMPONENT
p?a HC dil. 19.90
-C Air 2.98
a HC exh. 16.92
CO cxh.
|Z C02 «*. .
IPPO HO
45
*
J
%^ ppa 110,
I fppa lIOj,
1.36
234.98
(K) 244.16
33.58
DILUTE EXHAUST MEASUREMENTS .
PTO/TM . FACTOR
537.12284
537.12284
537.12284
537.12284
11.348 x 10
22.905 >: 10'
36.022 x 10
""6
d
-2
37.628slO
~6
TROY. MICHIGAN / SAN BERNARDINO, CALIFORNIA
..,*
GRAMS/MILE
-------
100
SET 1796 01 0379
Attachment C
TECHNICAL REPORT
TWO EXHAUST EMISSION TESTS
1975 FEDERAL COLD-START
WITH URBAN & HIGHWAY
FUEL ECONOMY
Prepared For:
Mr. Mike Leshner
Fuel-Max Industries
110 Harding Ave.
Bellmawr, NJ 08031
March 27, 1979
SCOTT ENVIRONMENTAL TECHNOLOGY, INC.
Plumsteadville, Pennsylvania 18949
Scott Environmental Technofcxjy Inc
-------
101
TABLE OF CONTENTS
1.0 INTRODUCTION
2.0 TEST VEHICLE DESCRIPTION .
3.0 DESCRIPTION OF DEVICE . .
4.0 TEST PROCEDURE DESCRIPTION
5.0 TEST RESULTS
6.0 DISCUSSION
Page
1
2
3
4
5
6
•-W
.,, ^..
f.
Scott Environmental Technology Inc.
-------
102
SET 1796 01 0379
1.0 INTRODUCTION
.' * "f
On March 14 and 15, 1979, Scott.Environmental Technology, Inc.
'- *f
performed a series of exhaust emission tests on a late model automobile
provided by Mr. Mike Leshner (Sponsor) of Fuel-Max Industries. These tests
consisted of exhaust emission measurements of hydrocarbons (HC), carbon
monoxide (CO), carbon dioxide (C02), and nitric oxides (NOX) from which
(with the exception of NOX) urban and highway fuel economy were calculated.
The primary objective of these tests was to determine the effectiveness of
the Sponsor's device in improving fuel economy, and secondarily, in reducing
exhaust emissions. This technical report describes the test vehicle, test
procedures utilized, and the final results of the test performed.
.1
ScottEnvironmentalTechnolosylnc
• ..
.i«r1Bi IMI Mill
-------
2.0 TEST VEHICLE DESCRIPTION
, I • • • .'V
The exhaust emission tests were performed on a 1977 Chevrolet
Caprice Classic (VIN: 1N69A7S212474) equipped with a 305 cubic inch V-8
. " - -r . x • , - •- ---Hi-. .
, , . - .,.'... ......-.-. • ,
engine, 2-bbl. carburetor, and an automatic transmission. The vehicle
was received in stock condition for the first emission test. The mileage
prior to the initial test was 25528.4. The vehicle was registered in the
..... - ; ..•>x»>;*;^*jS!gS*T:-:- v-•-
state of Pennsylvania under license number 480-62Z. The first (baseline,
vehicle in stock condition) test was performed as received, with no tune-up
or adjustments made. Tables 1.0 and 2.0 describe the test vehicle used
and include the chassis dynamometer inertia and road horsepower settings.
Also shown is the data/time sequence for each test series performed.
Scott Environmental Technology Ire
-------
104
3.0 DESCRIPTION OF DEVICE
The Sponsor's device, called Tuel-Max, consists of two parts:
part one is a plate and tube arrangement that replaces the exhaust gas
recirculation (EGR) valve, which is used to connect the control device to
the intake manifold and close the exhaust port normally used by the EGR
valve. Part two is the main control portion of the device which is simply
a vacuum operated valve installed between part one and the carburetor.
When the valve is activated, it allows fresh filtered air into part two,
through part one and into the intake manifold of the vehicle. The purpose
of the device is to allow fresh air rather than exhaust gases into the
intake manifold of the vehicle, further leaning the air/fuel mixture at high
engine vacuum operating conditions.
The control portion (02) of the device has an adjustment knob
graduated in increments of one to five (1-5) which allows it to be adjusted
for nearly any operational vacuum desired. The settings required are
dependent upon specific vacuum of a given engine, and can be adjusted for
optimum performance of that engine. For this program, the control device
was at the number two (2) increment setting.
Scott Environmental Technology Inc
-------
105 *"*-.•-' ;•
4.0 , TEST PROCEDURE DESCRIPTION
Two 1975 Federal Cold Start exhaust emission tests were per-
formed in accordance with Federal Register Volume 42, Number 124, "Control
of Air Pollution from New Motor Vehicles and New Motor Vehicle Engines".
Deviations from this procedure included the use of the vehicle's in-tank
fuel supply and the elimination of the Evaporative Emission test sequence.
Immediately ..following each "cold start" test, a 1976 Federal Highway Fuel
Economy test was performed in accordance with Federal Register Volume 41,
Number 218.
The initial minimum 12 hour "soak" period was begun at 1525
hours on March 13, 1979 with the first Baseline exhaust emission test start-
ing at 0931 hours on March 14, 1979. Immediately following the exhaust
emission test the Highway Fuel Economy test procedure was initiated.
Following this baseline test series, the Sponsor removed the
vehicle's. EGR valve and installed the Fuel-Max device. No adjustments to
the test vehicle's engine parameters were made and the vehicle was again
"soaked" for the prescribed time period. This soak period started at 1630
hours on March 14, 1979 and ended with the beginning of the second (device)
cold start test series at 0928 hours on March 15, 1979.
Prior to the cold start tests, the chassis dynamometer was warmed
up using a non-test vehicle. The inertia and power settings were 40000 and
13.2 road horsepower respectively.
ScottEnvironmentalTechnoJosylnc
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f
106
5.0 TEST RESULTS
• , ' •+ • • '
emission concentrations as collected in the integrated
bag samples7iWere calculated using appropriate Instrument calibration"
l ^^^j^V^-^^f^^,' •-• » rr r .-•,,:.-,-,
, factors.m'This,"raw" concentration data was then converted to grams of
rpollutant per test mile (based on a 7.5 mile test) using the procedure
outlined in the aforementioned Federal Register. This data, including all
measured parameters used in the mass emission computations for the FTP, is
included in Tables 3.0 and 5.0. Exhaust emissions collected during the
Highway Fuel Economy tests were reduced in the same manner as described
above, with, mass emissions (grams per mile) based on a test of 10.242 miles.
Tables 4.0 and 6.0 summarize the exhaust emission data for these tests.
Urban and Highway Fuel Economy for each test sequence was calcu-
lated using the procedure outlined in Federal Register Volume 41, Number 218,
Part 600 "Fuel Economy of Motor Vehicles", -November 10, 1976. The basic
equation used to calculate the fuel economy of a vehicle, in miles per
gallon, from the mass emission data is as follows:
MPG
Grams of carbon/gallon of fuel
Grams of carbon in exhaust/mile
The Urban and Highway fuel consumption rates for each test are included at
the bottom of Tables 3.0 through 6.0.
. The data presented in Table 7.0 summarizes the vehicle exhaust
emission and fuel economy tests performed. The exhaust emissions are
presented in grams per mile (GPM) for total hydrocarbons (HC), carbon
monoxide (CO) and oxides of nitrogen (NOX). Fuel economy measurements
aie shown in miles per gallon (MFC).
ScottEnvinonmentalTechnotosylnc
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107
i 6.0 DISCUSSION
The data in Summary Table 7.0 show that the Fuel-Max improved the
fuel economy for the Urban and Highway tests by 12.451 and 33.3% respectively
" as compared to the baseline ttsts. At the same time there was a small
decrease in CO, a suall increase in HC and a substantial Increase in NOX
emissions.
The tests described in this report indicate that the device pro-
duced improved fuel economy from the test vehicle. However, great care
must be taken in interpreting results obtained from any tests involving a
single vehicle. The data cannot be extrapolated to estirate the effects
of the device on other vehicles or on the overall vehicle population.
Valid conclusions regarding the general effectiveness of this device cannot
be rendered until additional tests on representative vehicles are performed.
VS*
•3*
Scott Environmental Technobsy Inc
1
-T""in""
-------
Environmental Technology Inc
PLUMSTEADVILLE.PA. 18949 PHONE: 21S-766-8861TWX: 510665 3344
.0; ' TABLE 1.0
" : . "T
VEHICLE INFORMATION
Make: Chevrolet
Model; Caprice Classic • Year: 1977
Engine Serial No. ;
Transmission Automatic
Odometer 25528.4
Chassis Serial No. 1N69U7S 212474
Engine Disp. 305
Idle RPM 500
Fuel System 1-2 bbl
Tank Capacity -
Tank Location Rear
Curb Veight
3838 0
Drive Wheel Tire Press. 34.5 psi
Device Baseline - no device
DYNAMOMETER INFORMATION
Serial No.
Inertia
Clayton 1289P
40000
Road Horsepower @ 50 MPH
Actual 13.2
Indicated 9.8
TEST SEQUENCE:
Road Precondition:
Dyno Precondition:
did Soak:
Fuel Transfer:
Heat Build:
CVS Test:
Hot Soak:
Highway Fuel Economy:
Date
3/13/79
3/U/79
3/14/79
CARBON TRAP INFORMATION
Serial No.
Final We. (g) _
Initial Wt. (g)
Net Wt. (g)
Test No.
1525
0931
1018
Project No.1796:01
Odometer Odometer
Start Time Start End Time End
0931
25528.4 1012
25540.0 1031
25539.0
25549.8
•I
MADISON HEIGHTS. MICHIGAN / SAN BERNARDINO. CALIFORNIA
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109
Scott Environmentai Technology Inc
PLUMSTEADVIUL6, PA. 18949 PHONE: 215-766-8861 TWX: 510-665-9344
VEHICLE INFORMATION
Make: Chevrolet
Engine Serial No. -
Transmission Automatic
Odometer 25549.8
Engine Disp. 305
Idle RPM 550
Fuel System 1 - 2 bbl
Tank Capacity -
Tank Location Rear
Curb Weight 38380
TABLE 2.0
"f
Model: Caprice Classic Year: 1977
Chassis Serial No. 1N69U75212474
Drive Wheel Tire Press. 34.5 psi
Device Fuel-Max
DYNAMOMETER INFORMATION
Serial No.
Inertia
Clayton 1289P
4000)!!
Road Horsepower @ 50 MPH
Actual 13.2
Indicated 9.8
TEST SEQUENCE;
Road Precondition:
Dyno Precondition:
Cold Soak:
Fuel Transfer:
Heat Build:
CVS Test:
Hot Soak:
Highway Fuel Economy:
Date
CARBON TRAP INFORMATION
Serial No.
Final Wt. (g)
Initial Wt. (g)
Net Wt. (g)
Test No.
3/14/79
1630
3/15/79 0928
3/15/79 1015
Project No. 1796:01
Odometer Odoneter
Start Time Start End Time End
0928
25549.8 1008
25565.0 1028
25560.4
25574.8
MADISON HEIGHTS. MICHIGAN / SAI-. BERNARDINO. CALIFORNIA
*-;-7»r4y**.y..^ • ,-* •-
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110
1977 Chevrolet
Veh. Caprice Classic
Vint 1N69475212474
Trans« Automatic __
(Urb«. I bbla. 2 "
V8
Scott Environmental Technology Inc
PLUMSTEADVILLE, PA. 18949 PHONE: 215-766-8861 TWX: 510 665-9344
-ik»v EXHAUST C1ISSIOU DATA SHEET 1975 FF.DERAL TEST PROCEDURE
TABLE 3.0
Eng.
Idle RP'lV
Analyse^
CID: 305
500 (D)
B. Gulick
Dry Bulb Tcnp.
Wet Bulb Tccp.
Relative Huaidity
Specific Hunidity
EXHAUST BAG
ANALYSIS
Odonctcr Reading:
Finish 25539.0
Start 25528.4
Miles
.'T
Tioinc
11° BTDC
Date 3/14/79
Pro1. 1796-01
Run No. 1
DeV. pone ^Raspl-trx^
Dyno UHP 11.2
0 5^ 12TH
Uriver S. Stranick
79.0 op
61.0 OF
34 %
51 gr/lb
.8986
DILUTION AIR
• ANALYSIS
Dyno Inertia 4QQQtf
Calculator p. Gulick
Saroc3tric Press.
CVS Pur.p Press.
(P) Sasple Press.
(T) Sample Temp.
(V) CVS Punp Disp.
COFJIECTF.D EXH.
COIICE:ITR.\TIO;;S
738.71«an Hg
14. 96 en Kg
723.75am HC
577. 0°R
.3110CFR
WEIGHTED !L\SS
Dtissio::s
Cold Transient Mode WF - .43
H '
CO
CO
HC
IIO
914lRevs
1.88%
I960.0pp;a
222.54PPDC
42.7ppn
C02
CO
HC
NO
Cold Stabilized Mode WF
K
1.0
N
CO,
CO
HC
NOX
157 05 Revs
1.35%
508.0PFn
56.36ppmc
17.8ppn
C02
CO
HC
Dot Transient Mode WF •= .57
N
C02
CO
liC
sox
9162 Revs
1.81%
871.0ppn
133.43ppnc
31. 8 ppn
C02
CO*"
HC
NOX
Results:
C0
CO
HC
NO
S04 % COo
12.0 ppn CO^
15.51 ppmc HC
'.0 ppai NOX
.04 Z C0
8.0 ppn CO
13.08 pprnc HC
.2 ppa J!0
.04 2
10.0 ppn
11.67 ppnc
.3 ppn
C02
CO
HC
KO
1.84Z
1857. 5 ppm
209.44ppnc
42. 70 ppm
1.31%
482.1p?n
44.65pp:nc
17.69ppu:
5223
171.2 erans/tcst
9.71 gram/ccst
8.05 grans/test
1.77%
' 822. 6 rP™
128.42 rrr.u
31.5SpprT
C02
CO
HC
NO
C0
CO
HC
li'0
C0
CO
HC
co2
CO
HC
KOX
Urbnn Fuel F.concr.y
MADISON HEIGHTS. MICHIGAN / SAN BERNARDINO. CALIFORNIA
1019.7 gns
3.64 CITS
2.21 gns
2900.2 gns
67.6 CTT.S
3.10 gins
3.66
1303.0
38.3
2.96
2.17
696.4
22.8 cpr.
1.29 ppn
1.07 ppn
12.04 hff'G
..**•.
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Ill
Tfvj 5cott Environmental lecnnoiogy me
"v — PLUMSTEADVILLE.
1977 Chevrolet
Vehicle Caprice Classic
VIH 1N69U7S212474
License 480-62Z PA .
Trans. Automatic
Carb. 1 bbls. 2
Engine V8 CID 305
Analyst D. Gulick
Dry Bulb Temp.. F 82
Vet Bulb Temp., F 62
Gr, Water /Lb; Dry Air 53
(K) Factor .9063
(T) Sample Temp., R 577.5
COMPONENT
ppm.HCdil. 199.98
ppm HC Air 10.23
ppm HC exh. 189.75
ppm CO exh. 3263
Z C02 exh. 2.55
ppm NO
ppm N02
ppm NOv 39.08
(ppm NO) (K) 35.42
MPG 16.18
PA. 18949 PHONE: 21 5-766-8861 TWX: 510-665-9344
TABLE 4.0
•r .
EXHAUST EMISSION DATA SHEET
Odometer: Date 3/14/79
Finish 25S4Q.R Project i?Q6:Ol
Start 25540.0 Run 1
Miles - Device ' ' none
Idle rpm 500 (D) Dyn. Load 13.2 (? 50 mph
BIT 11° BTDC Dyn. Inertia 4000
Driver S. Stranick Calculator D. Gulick
Barometric Press., mm Hg 738.71'
CVS Pump Press., mm Hg 14.96
(P) Sample Press., mm Hg 723.75
(V) CVS Pump Disp., CFR .3110
(N) CVS Pump Revolutions 13307
DILUTE EXHAUST MEASUREMENTS
PVN/T FACTOR GRAMS/MILE
525.42595 i.513 x 1(f6 1.13 HC
525.42595 3.054 x 10~6 39.26 CO
525.42595 4.803 x 10"2 482.64 CO..
Z
525.42595 5.017 x 10"6 0.70 NO
MADISON HEIGHTS. MICHIGAN / SAN BERNARDINO. CALIFORNIA
-------
u
Sorit Environmental iechnology Inc
PLUMSTEADVILLE, PA. 18949 PHONE: 215-766-8861 TWX: 510-665-9344
EXHAUST' C1ISSIOK DATA SHEET 1975 FEDERAL TEST PROCEDURE
•„• . TABLE 5.0
'*
Chevrolet
VehF1 Caprice Classic "****'
Vin: IN 69U7S212474
Trans. Automatic
Garbs. 1 bbls. 2
Ems. V8 CID: 305
Idle EPM 550
Analyst D. Gulick
Dry Bulb Tenp.
Vec Bulb Tecp.
Relative Hunidity
Specific Hunidity
%
EXHAUST BAG
ANALYSIS
Cold Transient Mode WF -
K 91 35 Revs
C02 1.922
CO 2054. OPpn
HC ' 254.64ppnc
KOX 132.6ppn
Cold Stabilized Mode WF
N 15674Revs
C02 1.082
CO 400.0ppn
HC 69.45ppmc
NOX 49.9ppn
Hot Transient Mode WF »
S 9143 Revs
C02 1.58%
CO 288.0PPU
KG 73.81ppnc
NOX 139.1 ppn
"v& Odometer Reading;
T Finish 25560.4
Stare 25549.8
Miles
TininR 11°BTDC
; .'T ' Date 3/15/79
Proj. 1796
Run No. 2
:01
Dev. Fuel-Max
Dyno IUIP
13.2 3 50 J-JH
Dyno Inertia 4000
Driver S. Stranick Calculator
76.0 °F
51.0 °F
11 7.
16 gr/lb
.7829
DILUTION AIR
ANALYSIS
.43
C02 .04 2
CO 9.0 ppn
KC 3.36 pprac
NOX .0 ppm
« 1.0
C02 .04 2
CO 10.0 ppm
HC 5.37 pprnc
NOX .0 ppn
.57
C02 .04 %
CO lo.O ppn
NC 7.38 ppmc
*:PX .4 ppn
Baronet ric Press.
CVS Punp Press.
(P) Sar.ple Press.
(T) Sainple Tenp.
(V) CVS Punp Disp.
CORRECTED EXH.
CONCENTRATIONS
C02 1.882
CO 1963. 2 ppn
HC 251.81ppnc
NOX 132. 60 ppn
C02 1.042
CO 381.1ppra
HC 64.53ppnc
1,'0X 49. 93 ppm
C02 1.54%
CO 269.4 PF*
HC 67.31 P?»>c
KOX 138.76 pp«
D. Gulick
751.50 »n Hg
15.43 na Hg
736.07 tin Hg
563.0 OR
.3107 CFR
WEIGHTED MASS
EMISSIONS
C02 1084.6 gns
CO 71.7 gns
HC 4.55 gns
NOX 6.23 grs
C02 2392.9 gM
CO 55.5 gns
HC ^.66 &ns
HOX 9.36 gns
C02 1178.0 C^s
CO 13<0 ftr.s
HC 1.61 gws
N0x 8.65 S—
Results:
C02 4655 grans/test
CO 140.4 grans/test
HC 10.83 grans/test
NOX 24.25 grans/cent
C02
CO
HC
!.'0X
Urban Fuel Econor.y
620.7 CPn
18.7 r.»"»
1.44 EP^
3.23 P.TI
13! 54 Iti'G
•
MADISON HEIGHTS. MICHIGAN / SAN OERNARDlNO. CALIFORNIA
-^H
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113
Scott Environmental Technology Inc
PLUMSTEADVILLE. PA. 18949
PHONE: 215-766-886!
TABLE 6.0
TWX: 510-665-9344
1977 Chevrolet
Vehicle
VIN
License
Trans.
Carb.
Engine
Analyst
Caprice Classic
1N69U75212474
480-62Z PA
Automatic
1 bbls.
V8 CID
D. Gulick
2
305
HIGHWAY FUEL ECONOMY
EXHAUST EMISSION DATA SHEET
Odometer:
Finish 25574.8
Start
Miles
Date 3/15/79
25565.0
Project
Run
1796:01
Device ' Fuel-Max
Idle rpm
BIT
550
10 BTDC
Driver S. Stranick
Dyn. Load 13.2 RHP 9 50 MPH
Dyn. Inertia 40000
Calculator D. Gulick
-
T>rv Bulb Tsnip^ r F
Wet Bulb Temp., F
Gr. Water/Lb. Dry Air
(K) Factor .7887
S?
54
•t w»^k»**/i ^ ^ JT *% ^v**f+f+ i t-J/^
WM*.VW**~W^A^. * *. W***» • f «MiM 4*&
CVS Pump Press., nun Hg
15.43
18
(P) Sample Press., mm Hg 736.07
'(V) CVS Pump Disp., CFR _
.3107
(T) Sample Temp., R 575.5
(N) CVS Pump Revolutions 13801
COMPONENT
ppm HC dil. 56.59
ppo HC Air 7.46
DILUTE EXHAUST MEASUREMENTS
PVN/TM FACTOR
GRAMS/MILE
ppta HC exh. 49.13
535.47696
ppn CO exh. 468
Z C02 exh. 2.08
ppm NO _ ^__
ppn N02 _ - _
ppn NOX 195.72
(ppn NOX) (K) 154.36
MPG 21.57
535.47696
11.348 x 10
22.905 x 10"
535.47696
36.022 x 10
-2
0.30
5.74
401.21
EC
CO
CO,
535.47696
37.628 x 10
3.11
MADISON HEIGHTS. MICHIGAN / SAN BERNARDINO. CALIFORNIA
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114
TABLE 7^0
SUMMARY OF TEST RESULTS
Test Test HC
No. Type (GPM).
1 Baseline 1.29
(no device)
CO NO
(GPM) (GPM7
1.07
22.8
Fuel. Economy
Urijan
12.04
(MFC)
Highway
16.18
Device
(Fuel-Max)
1.44
18.7
3.23
13.54
21.57
Scott Environmental Technotosy Inc
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115
A /-<«<•
T
't~
/r-
P
'-*
'.'/>T/
r~
FM-f
'.-El INJECTION DEVELOPMENT CORr
1 10 HARDINQ AVC.
N. X .'C JO
I P.
-------
•• ••< •-.--(••>.-»•+-:•••-.
- ---"<- "
FUEL INJECTION DEVELOPMENT^CORP. I
I •:' .-!-•-!.-, r-*-'-i-
i ! ., ... :.. •• , _-,-• \
THIS 08AWINC IS THE HJOPCMY OT
rua KUECTIOH DEVELOPMENT cotp.
AMD SHAUJWlliEJttPSOOOCED-M
DISCLOSED. ttOTriEIS
PRIOR j WRin£lf.PE«illisSI
-------
'-4
*
"*:.;.
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" '. ~-
FUEL INJECTION DEVELOPMENT CORP.
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118
Attachment E
Test Plan/Testing Agreement - EPA Testing of Fuel Max
Testing will be initiated after the Test Plan and Testing Agreement have been
signed by the applicant.
Test Plan
The following is tha test procedure plan which will be used by the EPA in
collecting data on the fuel economy and emission effects of Fuel Max (a
retrofit device) under Section 511 of the Energy Policy and Conservation Act.
1. A minimum of three representative vehicles will be identified and
obtained by the EPA. Representativeness will be based upon the
applicability of Fuel Max as detailed in the application; i.e. 1979 year
or older, domestic, gasoline fueled, non three-way catalyst, and for
engine size and manufacturer; i.e. small, medium, large engines from
different manufacturers.
2. Vehicles will each be checked and adjusted to -ensure that they are
operating in accordance with vehicle manufacturer's specifications.
3. Baseline Tests - Duplicate valid Federal Test Procedure (FTP) and Highway
Fuel Economy Test (HFET) procedures will be performed on each test
vehicle. Basic vehicle driveability will be observed.
4. Fuel Max will be installed on each vehicle in accordance with the
installation instructions provided with the application. The
installations will be pe'rformed by EPA personnel with the applicant's
representative observing. The vehicles may be checked, as necessary, for
correct operation prior to initiation of the device tests.
5. Device Tests - The testing sequence performed for the baseline tests will
be repeated.
Test Agreement
The following constitutes the agreement which must be signed prior to the
initiation of testing of "Fuel Max" by the EPA. It is agreed:
1." That the applicant concurs with the test plan as specified above, and
thafthe applicant will be notified if there is need for changes to the
test plan.
2. That the-applicant will be provided a copy of the test scheduled and that
up to'-two"'representatives-of the applicant are welcome to be on site at
the EPA laboratory to observe the vehicle check-out, device installation,
and dynamometer testing.
3. That_a copy of the. data collected will be provided to the applicant after-
all testing has been completed and the EPA test report is written.
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119
4. That the test data and results from the evaluation will not be released
by the applicant prior to the official release by the EPA at the
completion of the entire evaluation.
5. That Merrill Korth will be the official EPA point of contact during the
evaluation, and Peter Hutchins will be in charge of the Fuel Max
evaluation.
6. That the fact that the EPA is testing Fuel Max shall not be publicized
during the evaluation process.
7. That the following persons shall be the official contacts for the
applicant:
All non-technical issues
All technical issues
Name
Title
Street
City
Phone
A/ 7"
Signed:
For
f).
Date
110 HARDING AVENUE
R, N. j. ososo G09-931-31.
it--j5^W-=* '.->„•?-;<-
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120
Attachment t
UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
ANN ARBOR. MICHIGAN 48105 •
OFFICE OF 3
AIR. NOISE AND RAOIATI<
January 23, 1981
Mr. Michael D. Leshner, Chief Engineer
FIDCO Fuel Injection Development Corporation
110 Harding Avenue
Bellmaur, NJ 08030
Dear Mr. Leshner:
Enclosed for your review is the test plan which we have developed forj
evaluation of the "Fuel-Max", device. The work will begin as soon as feasible,^
after we receive your concurrence and three devices for our test vehicles.!
Other than these three devices, there will be no cost to you or your company.
The testing should require a total of six* to eight weeks to ccraplate. Ancthei
two to four weeks should be allowed for us to evaluate the results anditc
prepare the technical report. Although EPA does not "approve" devices undei
Section 511, you will receive official notification of our findings and!
synopsis of the test results will be published in V.he Federal Register!
All testing is to be performed at the EPA's Motor Vehicle Emission Laboratox
in Ann Arbor. A minimum of throe late-model passenger cars will be tested
a baseline condition (set to manufacturer's tune-up specifications), and aftei
the Fuel-Max has been installed.
The tests to be performed in each of these configurations are.the Federal Testl
Procedure and the Highway Fuel Economy Test. These tests are the ones which!
result in the published values for city and highway fuel economies. Each ofj
these tests will be performed at least two times at each test point
increase the confidence in the results. You should find the remainder of 01
test procedure to be described in sufficient detail in the enclosed test plan]
~M<
If you concur that the results of testing conducted in accordance with this
test plan will accurately reflect the effectiveness of your device, - please
sign the agreement portion and return the document to me. You vill&bc
notified of the testing schedule as soon as possible. You should alsoTbe
aware that the EPA reserves the right to conduct any additional testing whicli
may be necessary to resolve questions arising from the basic .test program!
This is required of us by the regulations under 40 CFR 610.
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121
Peter Hutchins will oversee the EPA evaluation of the Fuel-Max. If you have
any questions or require further information before returning the agreewent
form, please contact me at (313) 668-4299.
Sincerely,
Merrill W. Korth
Senior Project Manager
Test and Evaluation Branch
Enclosures
cc: V. Hutch ins
T. Penning?
511 File, "Fuel-Max"
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122
Attachment G
Q
3 \
Injection Development Corporation
2 February 1981
Mr. Merrill W. Korth
Senior Project Manager
Test and Evaluation Branch
U.S. Environmental Protection Agency
Ann Arbor, Michigan 48105
Dear Mr. Korth,
I have enclosed the Test Plan/Testing Agreement for EPA
testing of FUEL-MAX. The plan Is approved as written.
Three FUEL-MAX kits will be shipped to your attention under
seperate cover. Please notify me when the tests have been
scheduled. I look forward to meeting you at that time.
Best regards,
Michael D. Leshner
, , 110 Harding Avenue • Bellmawr, N.J. 08030 • 609/931-3168
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123
Attachment H
EPA-AA-TEB-81-15
Emissions and Fuel Economy of
FUEL-MAX, a Retrofit Device
F. Peter Hutchins
John T. White
May, 1981
Test and Evaluation Branch
Emission Control Technology Division
Office of Mobile Source Air Pollution Control
Environmental Protection Agency
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124
Abstract
This report describes the results of testing the "FUEL-MAX" device as
part of an evaluation under Section 511 of the Motor Vehicle Information
and Cost Savings Act. The FUEL-MAX is an air-bleed device which replaces
a vehicle's Exhaust Gas Recirculation (EGR) valve. The amount of air
bled into the intake manifold is determined by the vacuum signal which
once controlled the action of the EGR valve. This device is claimed to
conserve fuel. The primary purpose of this project was to evaluate the
effect of the FUEL-MAX on exhaust emissions and fuel economy.
Testing of three typical 1979 model year passenger cars was conducted
during March, 1981. The basic test sequence included the Federal Test
Procedure (FTP) and the Highway Fuel Economy Test (HFET). These tests
were performed both before and after installation of the FUEL-MAXe As a
result of the testing, average hydrocarbon and carbon monoxide emissions
decreased somewhat while oxides of nitrogen displayed substantial
increases. Fuel economy was found to increase approximately three
percent o:t the FTP but exhibited no change over the HFET. The occurrence
of engine knock was oVtrioi'-e1 on two of three vehicles. EPA's Office of
Enforcement has detevirlrej that the FUEL-MAX can violate the
anti-tampering provision:. «-r t?v Clean Air Act.
1
N
|
I
' ?4
¥'i
*
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Background
Section 511 of the Motor Vehicle Cost Savings and Information Act
empowers the Environmental Protection Agency (EPA) to evaluate devices or
fuel additives which may improve the fuel economy of conventional motor
vehicles. The EPA has developed and instituted a procedure whereby an
individual or organization may apply for an evaluation of the device or
fuel additive. This procedure requires the applicant to submit a
technical description of the system in conjunction with results from
actual testing. Once a complete application is received, the EPA will
conduct an engineering evaluation and publish the results in the Federal
Register. In those cases where the device or additive shows promise, the
EPA will conduct tests as a part of its evaluation. Such testing is
performed at EPA's Motor Vehicle Emission Laboratory in Ann Arbor.
In February, 1980, EPA received an application from Fuel Injection
Development Corporation for an evaluation of the FUEL-MAX. This device
is an air-bleed mechanism which replaces the Exhaust Gas Recirculation
(EGR) valve. The amount of air bled into the intake manifold is
determined by the vacuum signal which once controlled the action of the
EGR valve.
Based on an evaluation of the test results submitted to support the
claims for the FUEL-MAX, EPA chose to conduct confirmatory testing. The
basic purpose of the testing was to determine the effect of the device on
fuel economy and exhaust emissions. Secondary purposes 'included an
evaluation of the installation instructions and driveability factors.
Test Vehicles
Three typical 1979 production vehicles were used: a Ford Pinto with a
4-cylinder engine, an Oldsmobile Cutlass with a 6 cylinder engine, and a
Mercury Zephyr with an 8 cylinder engine. All vehicles were equipped
with automatic transmissions. A more detailed description of each
vehicle is provided in Appendix A.
Test Fuel
Commercial, unleaded regular fuel was used in the testing of the
FUEL-MAX. A single batch of the fuel was purchased and stored at the
EPA. The motor octane number was 83 while the research octane number was
91. The decision to use a commercial fuel was based upon the knock
sensitivity of some engines to EGR deactivation. The Indolene fuel used
in EPA testing has a higher octane rating than typical commercial
unleaded gasoline. Thus, use of commercial fuel was appropriate for this
evaluation where the possibility of increased knock was probable.
Type of Tests
Exhaust emission tests were conducted according to the 1977 Federal Test
Procedure (FTP) described in the Federal Register of June 28, 1977, and
the EPA Highway Fuel Economy Test (HFET) described in the Federal
Register Of September 10, 1976. The vehicles were not tested for
evaporative emissions.
-------
126
Other tests were also conducted as an additional aspect of this
evaluation. These tests consisted of hot start LA-4 cycles. The LA-A
driving cycle is the basic FTP driving cycle. The results of these hot
start LA-4 tests are generally similar to bags 2 and 3 of the FTP.
Device Installation
Installation of the FUEL-MAX on the test vehicles was performed in
accordance with the device installation instructions. Following
installation, a dial on the FUEL-MAX was set for the size of the engine
as specified in the instructions; i.e., set at 1.4 for the Pinto (140
CID), 2.3 for the Cutlass (231 CID), ?nd 3.0 for the Zephyr (302 CID).
The following problems were experienced during the installations:
1. On the Pinto, the installation instructions call for the EGR valve to
be disconnected from the Intake manifold, but to be left connected to
the exhaust gas transfer pipe so as to close the end of the transfer
pipe* On the test vehicle, the EGR valve and the exhaust gas
transfer pipe had to be removed because the configuration of the EGR
valve was different than that shown in. the installation instructions
and an exhaust leak occurred.
2. On the Zephyr, the FUEL-MAX caused an exhaust leak at the manifold
where the EGR valve is normally Installed. A sealing plate and
additional gaskets had to be employed to prevent this underhood
exhaust leak.
Vehicle Test Configurations
Baseline testing was performed after
manufacturer's tune-up specifications
with the FUEL-MAX installed in
instructions. A third configuration
In this configuration (along with
retarded by 5° from specifications.
knock which had been exhibited in the
each vehicle was set to the vehicle
The second test configuration was
accordance with the installation
was employed in testing the Pinto.
the FUEL-MAX), the ignition was
This was done to correct the heavy
road evaluation.
-------
Test Results
The vehicles were tested during March of 1981. All tests were performed
by EPA at its Motor Vehicle Emission Laboratory in Ann Arbor. Table 1
summarizes the results of this testing. Emission levels are listed In
grams/mile while fuel economy is shown in miles per gallon. The results
of the individual tests on each vehicle are presented in Appendices B, C,
and D. .
Table 1
Summary of Test Results
FTP
Vehicle
Ford
Pinto
Old smo bile
Cutlass
Mercury
Zephyr
Overall
Fleet
Configuration
Baseline
FUEL-MAX
Average Change
Baseline
FUEL-MAX
Average Change
Baseline
FUEL-MAX
Average Change
Baseline
FUEL-MAX
Average Change
HC
2.08
1.58
-24%
1.89
1.46
-23%
2.47
2.08
-16%
2.15
1.71
-20%
CO
26.0
3.8.6
-28%
21.0
19.4
-8.0%
25.5
14.2
-44%
24.2
17.4
-28%
NOx
1.35
6.03
+350%
1.55
7.44
+380%
0.67
7.17
+970%
1.19
6.88
+480%
MPG
21.
22.
+4.
18.
18.
+1.
15.
15.
+3.
17.
18.
+3.
5
4
2%
2
5
6%
2
7
3%
9
5
4%
HC
.76
.61
-20%
.40
.23
-43%
.89
.83
-7.0%
.68
.56
-18%
HFET
CO
5.2
2.8
-46%
4.7
1.6
-66%
2.7
1.2
-5.6%
4.2
1.8
-57%
NOx
2.38
6.83
+190%
1.56
8.72
+460%
1.17
9.03
+670%
1.70
8.19
+380%
MPG
29.
29.
+1.
26.
26.
0
3
0%
4
4
-0-
22.
22.
-0.
25.
25.
+0.
9
8
4%
8
9
4Z
The Pinto exhibited heavy knock during the road evaluation. In this case,
the basic timing was retarded 5° and the vehicle was retested. The results
are shown in Table 2 below:
Table 2
Summary of Test Results on Pinto with Retarded Timing
FTP
HFET
Vehicle Configuration HC CO NOx MPG HC CO
Ford Baseline 2.08 26.0 1.35 21.5 .76 5.2
Pinto FUEL-MAX 1.58 18.6 6.03 22.4 .61 2.8
FUEL-MAX (-5°) 1.20 18.3 4.46 22.2 .50 2.0
Average Change -42% -30% +230% +3.3% -34% -62%
(from baseline)
NOx
MPG
2.38 29.0
6.83 29.3
5.24 29.8
+120% +2.8Z
-------
128
On-Road E-aluations and Observations
Pinto; With FUEL-MAX installed, the vehicle exhibited the following
knock characteristics;
a) Cold engine, light acceleration - moderate knock
b) Heavy knock on light accelerations or while maintaining
speed on a minor grade
c) Under wide-open throttle accelerations to 55 mph, knock
did not occur
d) Idle quality was poor (rough) with a warmed-up engine
Ignition timing retard of approximately 5° removed the
knock. Vehicle acceleration performance deteriorated.
Cutlass; With FUEL-MAX, this vehicle exhibited stumble and hesitation
attributable to a lean air/fuel mixture. Knock (trace) occurred
under heavy accelerations, moderate accelerations and light
accelerations. Intermittant, light knock occurred under highway
cruise conditions with FUEL-MAX.
Zephyr; This vehicle exhibited occasional occurrences of trace knock.
When cold, the vehicle exhibited stumble at 20 mph.
Conclusions
As a result of EPA testing of FUEL-MAX on three 1979 passenger cars, the
following conclusions were drawn:
1.
2.
3.
4.
5.
6.
The installation instructions and the material packaged with the
device were not adequate in all cases.
Use of the FUEL-MAX resulted in a decrease in hydrocarbon
emissions. The average decrease was 20% for the FTP and 18% for
the HFET.
Carbon monoxide emissions were also reduced; 28% over the FTP
and 57% over the HFET.
NOx emissions increased substantially; 480% over the FTP and
380% over the HFET.
Use of the FUEL-MAX resulted in a three percent increase in fuel
economy on the FTP but essentially no change on the HFET.
rl
*'.
During the road evaluations, FUEL-MAX caused heavy knock on one
car, and light knock in another. Knock was rarely noted on the
third car.
-------
129
7.
Installation of the FUEL-MAX device is considered "tampering"
under the provisions of the Clean Air Act*.
*"EPA tests showed that the use of this device, on the vehicles tested
caused emissions to exceed applicable standards. Thus, the installation
of this device by a person in the business of servicing, repairing,
selling, leasing, or trading motor vehicles, fleet operators, or new car
dealers will be considered in violation of Section 203(a)(3) of the Clean
Air Act, the Federal prohibition against tampering with emission control
systems* That is, there is currently no reasonable basis for believing
that the installation or use of this device will not adversely affect
emission performance. This determination does not preclude the use of
the FUEL-MAX device on a different vehicle or vehicles than those tested
by EPA if Federal Test Procedure tests performed on such vehicles clearly
establish that emission performance of those particular vehicles is not
adversely affected.
-------
130
Appendix A
Test Vehicle Descriptions
Make/Model
Model Year
Type
Vehicle l.D.
Initial Odometer
Engine Type
Configuration
Displacement
Fuel Metering
Fuel Requirement
Transmission
Tires
Inertia Weight
Actual HP @50 mph
Emission Control Systems
Ford Pinto (
1979
2 door
9T11Y186165
23540
Spark Ignition
In-line 4
140 CiD
2V Carburetor
Unleaded
Automatic
B78-13
3000
10.3
EGR
Catalyst
)ldsmobile Cutlass
1979
2 door
3R47A9M523280
34880
Spark Ignition
V6
Z.JJ. V/jLLi
2V Carburetor
Unleaded
Automatic
P195/75R14
4000
12.0
EGR
Catalyst
Mercury Zephyr
1979
2 door
9E35F621630
31760
Spark Ignition
V8
302 CID
2V Carburetor
Unleaded
Automatic
CR78-14
3500
11.2
EGR
Air Pump
Catalyst
1
1
1
1
• '•."11
1
'1
i
1
J
1
-------
131
Appendix B
Test Results - Ford Pinto, 140 CID, 4 Cylinder
Test Test Federal Test Procedure Highway Fuel Economy Test
Date. // Configuration HC CO NOx MPG HC CO NOx MFC
3-3-81 5560 Baseline
3-3-81 5561 Baseline
3-4-81 5562 Baseline
3-4-81 5563 Baseline
2.09 26.1 1.37 21.44
2.06 26.0 1.33 21.56
0.74 5.0 2.35 28.87
0.77 5.3 2.40 29.19
3-5-81 5564 FUEL-MAX
3-5-81 5565 FUEL-MAX
3-6-81 5566 FUEL-MAX
3-6-81 5567 FUEL-MAX
1.66 20.2 5.84 22.06
1.50 17.0 6.22 22.71
0.64 3.2 6.57 29.17
0.58 2.3 7.08 29.42
3-25-81 5568 Fual Max (-5°)* 1.00 18.8 4.36 21.97
3-25-81 5569 Fuel Max (-5°)
3-26-81 5570 Fuel Max (-5°) 1.41 17.8 4.56 22.48
3-26-81 5571 Fuel Max (-5°)
0.49 1.9 4.93 29.80
0.51 2.1 5.56 29.90
*For this series of tests, the device remained in place but the basic
timing was retarded 5° to correct a heavy knock condition.
-------
132
Appendix C
Test Results - Oldsmobile Cutlass, 231CID, V-6
Test Test
Date. 9 Configuration
Federal Test Procedure Highway Fuel Economy Testl
HC CO NOx MPG HC CO NOx MPG
3-4-81 6845 Baseline
3-4-81 6848 Baseline
3-5-81 6849 Baseline
3-5-81 6850 Baseline
3-6-81 6851 Baseline
3-6-81 6852 Baseline
1.95 22.3 1.56 18.16
1.82 20.3 1.52 18.37
1.90 20.5 1.57 18.16
Q.55 7.1 1.52 26.17
0.43 5.0 1.44 26.61
0.36 4.2 1.58 26.34
3-10-81 6853 FUEL-MAX
3-10-81 6854 FUEL-MAX
3-11-81 6855 FUEL-MAX
3-11-81 6856 FUEL-MAX
1.40 18.9 7.44 18.43
1.51 20.0 7.45 18.62
0.22 1.4 8.57 26.32
0.24 1.6 8.76 26.53
3-19-81 8359 Baseline
3-19-81 8361 Baseline
3-19-81 6858 FUEL-MAX
0.40 4.6 1.61 26.43
0.25 2.6 1.63 26.40
0.23 1.9 8.82 26.42
3-19-81 8353 Baseline
3-19-81 8360 Baseline
3-19-81 6857 FUEL-MAX.
3-19-81 6859 FUEL-MAX
HOT START LA-4
1.14 13.4 1.50 19.25
1.32 15.1 1.54 19.54
1.24 16.5 7.90 19.71
1.37 15.6 7.73 13.06*
v.s|.
n-
*Fuel economy void - error in C02 readings.
-------
133
Appendix D
Test Results - Mercury Zephyr, 302CID, V-8
Test Test Federal Test Procedure Highway Fuel Economy Test
Date. $ Configuration HC CO NOx MPG HC CO NOx MFC
3-3-81 6771 Baseline
3-3-81 6772 Baseline
3-4-81 6773 Baseline
3-4-81 6774 Baseline
3-5-81 6775 Baseline
3-5-81 6776 Baseline
2.42 25.2 0.66 15.10
2.42 24.1 0.69 15.25
2.46 23.2 0.71 15.23
0.94 1.4 1.34 23.08
0.86 3.8 1.07 22.58
0.86 2.8 1.11 23.09
3-10-81 8094 FUEL-MAX
3-10-81 8095 FUEL-MAX
3-11-81 8125 FUEL-MAX
3-11-81 8126 FUEL-MAX
2.05 14.3 7.20 15.72
2.12 14.2 7.14 15.72
0.81 1.2 9.31 22.77
0.85 1.1 8.75 22.80
3-18-81 8302 Baseline
2.58 29.5 0.61 15.04
-------
Attachment I
Award Winning Automotive Engineers
MAKEBREAKTHROUGH
Tests frove
'Savings up to '
121/? rVipg {ciV/l
Up to 33% rnp£
-(highway)
THE INVENTORS
•OF THE YEAR (97fl»
!^W>-^i)\
^ AmtricM^i: -
a*d«*rf« a-
tetr*a.JS~
What IS Fuel Max? Pollution control systems, used on cars i
since 1973 to help meet Federal emissions control standards, drive down j
gas mileage and performance. Fuel Max'is a precision engineered
device that enables a car owner to change the &irlfue[ ratio and eliminate*
the negative effects of exhaust gas recirculation. Fuel Max can add
up to 12Vt%" more mpg in city driving, up to 33%" more on the highway.^
When Fuel Max was tested on 50 randomly selected 73 to 79 cars
and trucks.-gas savings averaged a dramatic 10WU Fuel Max also.saves'i
gas and improves performance on 1990 models, but to a lesser degree.!
HOW does Fuel Max WOrk? The pollution control'«y*t*n]
on 73—'80 automobiles works by ^circulating exhaust gas back
Into the engine by means of an EGR (Exhaust Gaa Reclrculatlng) Vatve,^
This reduces the exhaust emissions but also decreases the carfc
smoothness, acceleration and response. It causes more gas to be
burned. Fuel Max Is a precision built vacuum operated valve that UMji]
the existing EGR system but allows MORE AIR Into the engine
Intake and eliminates recirculation 'of exhaust gat. More air In the
combustible mixture means a leaner mix—you use less gas, get betttt
performance, and lower total overall emissions. • ' • •.-:;;/ "
Fuel Max Is easy to Install. Easy-to-fouow instructions
included—simpler than changing your car's sparkplugs, ' . ^ :v ^
No carburetor adjustment necessary! ^-f* t
Federal EFA regulations permit vehicle owner fo install Fuel Max on own
Vehicle.
Only $29.95 postpaid righttol
your door. Fuet Max soon pays for 4*eJfJ
with the gas savings you getl
Exclusive only through this otter.
^ . ' .
Order today,
and getting better performance
your car. "
EJM.piau«*Mwaii
-------
Tf&g
12!/2 mpg (cityl
Up to 33% mpg
(highway) i
'THE INVENTORS'
Fue/ Max? Po//ufon contra/ systonw. used oncarsbuUt
sines 1973 to help meet Federal emissions control standards, drive down
gas mileage and performance. Fuel Max' is a precision engineered
device that enables a car owner to change the airlfual ratio and eliminate
the negative effects of exhaust gas rocirculation. Fuel Max can add
up to 72Vi%" more mpg in city driving, up to 33%" more on the highway.
When Fuel Max was tested on 50 randomly selected 73 to 79 cars
and trucks.-gas s/v/;iigs averaged a dramatic ICMtf Fuel Max also.saves
gas and improves periormence on 1980 models, but to a lesser degree.
HOW does Fuel Max WOrk? The pollution control system
on 73—'80 automobiles works by ^circulating exhaust 9.4 back
Into the engine by means of an EGA (Exhaust Gas ReclrcuffJng) Ifefee.
Thit reduces the exhaust emissions but c/to decrease* the car1*
smoothness, acceiertiioh mrid riOpwiSm. It Giuimi mQim jjmi u> wv
burned. Fuel Max Is a precision built vacuum opented valve that ueet
the existing EGH system but allows MORE AIR Into the engine
Intake and eliminates ^circulation 'of exhaust gas. Uore air In the •
combustible mixture means a leaner mix—you we less gex, get better
performance, and lower total overall emissions,
Fuel Max Is easy to Install. Easyto-fouow instructions
included—simpler than changing your car's sparkplugs.
No carburetor adjustment nocossaryl
Federal EM i&gulationa permit vehicle owner to Install Fuel Max on own
fehfcle.
Only $29.95 postpaid right to
your door. Fuel Max soon pzys lor itself
with the gas savings you geti
Exclusive only through this offer.
Order tOday. Start saving gas
and getting better performance front
your car.
•fl*suff« at tun «ang €.P4. proatauitt an t Ittf Ctoiy MM
« 308 cuoe «X-J V-t *ngm.
r
WARRANTY
Fuel Max is warrantor! against
delects in materials jnd work-
manship lor one year from date ol
OOU Group Ltd.
114 East 32 Street '
New to*. New York 10016
Please send me _ FUEL MAX @ S2V.8S ppd.
Nemo __
Addiess _
City Siate —
-Zip-
Enclosed is my check or money order toff-— \
Jf Visai, Master charge card holdvs dial I
'& toll tree *800-22a-2028 j
5«Us/ac(
-------
135
Attachment J
13. Will I Really Save Gas by Driving 55 MPH
instead of 60 or 65?
Yes. The most efficient driving speed is usually
between 30 and 40 miles per hour. For each 10
mph speed increase,there is a fuel economy
penalty of about 10 percent. At speeds above 65
mph, the penalty is even greater.
14. Does the Air Conditioner Reduce Fuel
Economy?
Yes. The air conditioner uses engine power,
which causes a decrease in fuel economy of a few
percent.
15. Why Do Some Cars Run after They Are
Turned Ofi?
After-Run, or so-caiied dieseling, is aggravated
by an excessively fast idle speed. Engines should
be tuned when warmed up to idle at the minimum
speed which gives d smooth idle. (Check auto-
matic transmission cars in "drive".) If cold idling
is a problem, the automatic choke may be set to
stay on longer. (Automatic choke also boosts idle
speed.)
16. Is There Really a Fuel Shortage?
Yes and No. There is no shortage of energy
resources, but there is a very real shortage of
cheap energy. We have become accustomed to
buying gasoline for 50C per gallon, which is less
than we pay for beer, milk, soft drinks, or even
distilled water.
17. What Kind of Tires Give the Best Gas
Mileage?
Radial tires have less rolling resistance than bias-
ply tires, and give a fuel economy improvement of
a few percent. Higher tire pressures can also add
a few percent to fuel economy, but safety is more
important. Stick to the manufacturer's recom-
mened tire pressures.
18. Do Special Oils Really Work?
Some of the synthetic oil products and "slippery"
oils can make a small improvement in fuel econo-
my by reducing engine friction.
19. Is It Legal for Me to Change My Car's
Emission Control System?
If you are not a Professional Mechanic, Dealer
Representative, or Fleet Operator, the Federal
EPA Laws do not apply to you. Some individual
states are considering legislation which might
apply. Check your owns state's legislation if you
are not sure.
20. Can Fuel-Max Damage an Engine?
No. Fuel-Max can actually prolong the life of an
engine by eliminating the corrosive effect of
exhaust gas recirculation.
« FUEL-MAX INDUSTRIES
P. O. Box 726
Bellmawr, NJ 08031
FUEL-MAX — GASOLINE CONSERVATION
FOR CARS AND TRUCKS
Fuel-Max has been designed for the motorist who
wants to improve his vehicle's fuel economy. The
Fuel-Max installation has shown an average im-
provement in fuel economy better than ten per-
cent. For those serious about conserving fuel, an
additional ten to twenty percent may be saved by
careful attention to driving habits.
Driving Habits can make the difference between
15 MPG and 25 MPG on the same car. Careful use
of your car's power can save more fuel than any
other technique.
Most of the gasoline your car uses is consumed
during accelerations. The harder you accelerate,
the more fuel is wasted. It is for this reason that
highway driving gives better economy than city
driving.
While only about 10 horsepower are needed to
maintain your car at 55 miles per hour on the
highway, you can use all of your engine's horse-
power to accelerate. The economical driver uses
the minimum horsepower required for any driv-
ing situation. A good way to retrain yourself for
economical driving habits is to pretend there is a
glass of water on the dashboard, and drive in such
a way as to avoid getting wet.
REMEMBER THESE GAS-SAVING TIPS —
AVOID PROLONGED IDLING
DON'T CARRY AROUND UNNECESSARY
WEIGHT
ACCELERATE GRADUALLY, DRIVE
SMOOTHLY
FOLLOW THE SPEED LIMITS —
HIGHER SPEEDS WASTE FUEL
-------
136
FUEL ECONOMY —
QUESTIONS AND ANSWERS
To help you understand some of the technical
aspects, we have listed answers to the 20 most
frequently asked questions about fuel economy.
1. What is EGR? (Exhaust Gas Recirculatlon)
Exhaust Gas Recirculation is used on all cars
built after 1973. The EGR Valve is controlled by a
vacuum signal that comes from the carburetor
whenever the throttle is in the cruising range.
Most cars also have a temperature-controlled
vacuum switch in the control line to keep the EGR
Valve from opening when the engine is cold.
EGR allows some of the exhaust gas to bleed
back into the engine intake, which helps to
control one of the emissions, Oxides of Nitrogen.
When the EGR system is disconnected, fuel
economy improves a few percent, performance is
improved noticeably, Oxides of Nitrogen emis-
sions increase, and the engine may knock or ping
more than before.
Fuel-Max uses the controls and passages of the
EGR system for another purpose.
2. How does the Fuel-Max work?
Fuel-Max makes use of an engine's existing EGR
system, but bleeds air into the engine instead of
exhaust gas. The Fuel-Max improves fuel econ-
omy and performance, and causes a change in
the balance of the three regulated exhaust emis-
sions. In general, Hydrocarbon and Carbon Mon-
oxide emissions go down, and Oxides of N itrogen
emissions go up. The total of the three emissions
usually goes down.
Fuel-Max causes the engine to run on a leaner air-
fuel mixture, only when the engine is warmed up.
Fuel-Max does not operate at idle, or on wide-
open throttle accelerations. For this reason a
better fuel economy improvement should be
expected in highway driving than urban driving.
3. What Is Engine Knock or Ping?
Knock is the sound made by a small "explosion"
in the combustion chamber, when '.he fuel and air
burn abruptly instead of smoothly. Heavy and
prolonged knocking can cause damage to the
engine. There are two remedies for excessive
knock: 1. Switch to a higher octane fuel.
2. Retard the ignition timing, which will
also cause the fuei economy to de-
[~4.'•" Should I Change the Ignition Timing?
tTo get the maximum fuel economy, ignition
[timing should be advanced as far as the engine
[will tolerate without knocking. (Usually not more
[than 8 degrees beyond factory specifications.)
jvanced timing will usually cause the emissions
increase.
5. What is Octane? Octane is a measure of a
fuel's resistance to knock. For example, an en-
gine which knocks on 86 octane fuel might not
knock on 90 octane fuel.
6. What is Unleaded Gasoline?
Before 1975; almost all gasoline contained a
Lead-Compound additive. Lead increases the
octane of the gasoline, but may not be used in
catalyst-equipped vehicles. The lead is deposited
on the inside of the catalytic converter and spoils
the catalyst.
7. Why does Unleaded cost more than Regular?
If lead is not used to boost a fuel's octane, the fuel
must go through additional refining to raise its
octane. The extra refining uses energy, so un-
leaded fuel costs more to manufacture than
leaded fuel of the same octane.
8. What Is Air-Fuel Ratio?
The mixture of fuel and air supplied by the
carburetor or fuel injection system must be care-
fully set to the right ratio. Most vehicles operate in
the range of 15to 18 Air-Fuel Ratio. (15poundsof
air for each pound of fuel.)
The most efficient mixture is the leanest (highest
air-fuel ratio) that the engine will tolerate without
rough running or hesitation. There is no external
adjustment on the carburetor for air-fuel ratio,
except the idle mixture.
9. How Should I Adjust the Idle Mixture?
Turn the mixture screw (or screws) to the leanest
setting (clockwise is leaner) that gives a smooth
idle. Some cars have plastic limiter caps on the
idle screws to restrict the range of adjustment.
10. Will a Lean Mixture "Burn Valves"?
No. All modern cars operate at air-fuel ratios
greater than 15. The air-fuel ratio which gives the
highest combustion temperature is 14.7. Temp-
eratures drop as the mixture gets richer or leaner
than 14.7.
Before 1970, many vehicles used mixtures richer
than 14.7, and leaning the mixture could raise
combustion temperatures, and "burn valves".
11. Will it help to remove the Catalytic
Converter?
No. The catalytic converter has no direct effect on
fuel economy. Its removal would not produce any
change except increased exhaust emissions.
12. How Should I Measure Gas Mileage?
Anyone can measure fuel economy by keeping a
record of each fuel purchase. Start by noting the".
odometer reading when the tank is full. Then note
the number of miles on the odometer and thei
gallons purchased every time you buy fuel. After!
using several tankfuls of fuel, divide the total
miles travelled by the total gallons used. The]
result will be the miles per gallon. Be sure to]
average several tankfuls of fuel, to get accurate!
measurements over a long period.
••£
-------
137
Attachment
O "' O
UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
ANN ARBOR. MICHIGAN 48105
OFFICE OF . v<
AIR. NOISE AND RADIATION
November 7, 1980
Mr. Michael D. Leshner, Chief Engineer
FIDCO Fuel Injection Development Corporation
110 Harding Avenue
Bellmaur, NJ 08030
Dear Mr. Leshner:
During our analysis of your firm's application for evaluation of the
"Fuel-Max" fuel economy retrofit device under Section 511 of the Motor Vehicle
Information and Cost Savings Act we have found deficiencies in the data you
enclosed .with your application.
First, the appendices to one of the Scott reports were not included with the
application. We requested a complete copy of the report from Scott
Environmental Technology, Inc. but they will not release the information to us
without prior authorization from the sponsoring company. Please forward to us
Appendices A, B, and C for Scott Report #1827 01 0979, "Technical Report on
Evaluation of a Fuel Economy Device".
Second, in the test reports provided with your firm's application, the
baseline data were collected by the testing laboratory on vehicles in an "as
received" condition. The independent laboratory can not verify the status of
the engine design parameter settings. Please provide detailed information
regarding the engine design parameter settings (ignition timing, idle speed,
idle mixture, etc.) for each vehicle used for the baseline and device
installed testing supporting your firm's application for evaluation.
Thank you very much for your help on this problem.
facilitate the evaluation process.
Sincerely,
Your cooperation will
'>.;., Merrill W. Korth, EPA Device'Evaluation Coordinator
't Test and Evaluation Branch
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Attachment L
Injection Development Corporation
29 December 1980
Mr. Merrill W. Korth
U.S. Environmental Protection Agency
Ann Arbor, Michigan A8105
Dear Mr. Korth,
I have enclosed a complete copy of Scott Environmental
Technology Report #1827 01 0979. The copy which waa originally
sent with our Section 511 Application did not Include the !
appendices. These appendices were not available to our
company until today. The company which sponsored the test
program was not willing to share the appendices without
compensation, and we had to negotiate a special agreement
for th*»ir release.
Second, we did some checking on the engin** design parameter
settings for the test vehicles!, All of the vehicles were
leased by the sponsoring company for their employees.
The vehicles were all-delivered new by factory dealerships,
and were not adjusted after initial new-car preparation.
Since these calibrations were not measured, we can only assume
they were all set to factory specifications. J
I apologize for the delay in forwarding this Information.
Please let me know if I can help you to expedite this evaluation. £|B|
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Sincerely,
Michael D. Leshner
Chief Engineer
08030 • 609/931-3168
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