EPA-AA-TEB-511-81-13A
Evaluation of the Grancor Air Computer (Self-Modulating
Air Bleed) Under Section 511 of the Motor Vehicle
Information and Cost Savings Act
by
Stanley L. Syria
June, 1981
Test and Evaluation Branch
Emission Control Technology Division
Office of Mobile Source Air Pollution Control
U.S. Environmental Protection Agency
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6560-26
ENVIRONMENTAL PROTECTION AGENCY
[40 CFR Part 610],
[FRL
FUEL ECONOMY RETROFIT DEVICES
Announcement of Fuel Economy Retrofit Device Evaluation
for "Grancor Air Computer (Self-Modulating, Air Bleed)"
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 "Grancor Air Computer (Self-Modulating Air Bleed)"
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. 20ll(b))
requires that:
(b)(l) "Upon application of any manufacturer of a retrofit device (or
prototype thereof), upon the request of the Federal Trade Commission
pursuant to subsection (a), or upon his own motion, the EPA Administrator
shall evaluate, in accordance with rules prescribed under subsection (d),
any retrofit device to determine whether the retrofit device increases
fuel economy and to determine whether the representations (if any) made
with respect to such retrofit devices are accurate."
(c) "The EPA Administrator shall publish in the Federal. Register a
summary of the results of all tests conducted under this section,
together with the EPA Administrator's conclusions as to -
(1) the effect of any retrofit device on fuel economy;
(2) the effect of any such device on emissions of air
pollutants; and
(3) any other information which the Administrator determines to
be relevant in evaluating, such device-"
EPA published final regulations establishing procedures for
conducting fuel economy retrofit device evaluations on March 23, 1979
[44 FR 17946].
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ORIGIN OF REQUEST FOR EVALUATION: On February 14, 1980, the EPA received
a request from Milford M. Scott, Jr. for evaluation of a fuel saving
device termed "Grancor Air Computer (Self-Modulating Air Bleed)". This
Device is designed to provide additional air to the vehicle's air-fuel
induction system, thereby reducing fuel" consumption. The Device consists
principally of an air bleed device, a vacuum delay valve, and connecting
hoses with associated clamps. The air bleed device consists of a first
a'fr1 channel which introduces air continuously into the positive crankcase
ventilation (PCV) system, and a second channel which supplements the
first channel on a periodic basis.
Availability of Evaluation Report: An evaluation has been made and the
results are described completely in a report entitled: "EPA Evaluation
of the Grancor Air Computer (Self-Modulatiing Air Bleed) 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-511-81-13A, which
consists of 14 pages. The attachments are contained in EPA-AA-TEB-511-
81-13B, which consists of 106 pages. The attachments include correspon-
dence between the Applicant and EPA and all documents submitted in
support of the application.
C'opies of these reports may be obtained from the National Technical
Information Service by using the above report numbers. Address requests
to:
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National Technical Information Service
U.S. Department of Commerce
Springfield, VA 22161
Phone: Federal Telecommunication System (FTS) 737-4650
Commercial 703-487-4650
Summary of Evaluation
The stated method of operation of the "Grancor Air Computer
(Self-Modulating Air Bleed)" is that the Device is designed to provide
additional air to the vehicle's air-fuel induction system, therehy
reducing fuel consumption.
The Applicant submitted no valid test dalia with the application for
evaluat'ion. Analysis of the information submitted by the Applicant did
not prove that use of the "Grancor Air Computer (Self-Modulating Air
Bleed)" would enable a vehicle operator l:o improve a vehicle's fuel
economy under both urban and highway driving conditions. Further, the
information did not substantiate the need for EPA testing of the Device.
Previous EPA testing of other air bleed devices showed that, leaning the
fuel-air mixture gave insignificant benefits in terms of emissions or
fuel economy.
Thus, there is no technical basis for EPA testing of the Device or to
support any claims for a fuel economy improvement due to the use of the
"Grancor Air Computer (Self-Modulating Air Bleed)" device.
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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 F. Tuerk
Acting Assistant Administrator
for Air, Noise, and Radiation
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EPA Evalulation of the "Grancor Air Computer (Self-Modulating Air Bleed)"
under Section 511 of the Motor Vehicle Information and Cost Savings Act
The following is a summary of the information on the device as submitted
by the Applicant and the resulting EPA analysis and conclusions.
1. Marketing Identification of the Device;
"Grancor Air Computer (Self-Modulating Air Bleed)"
2. Inventor of the Device and Patents:
A. Inventor
Milford M. Scott, Jr.
P.O. Box 606
Oak View, CA 93022
(805) 649-2037
B. Patent
"Copy of patent enclosed" (Attachment A of this evaluation)
3. Manufacturer of the Device:
Grancor, Inc.
929 Olympia Blvd.,
Santa Monica, CA 90404
(213.) 394-2771
4. Manufacturing Organization Principals:
Joseph Granatelli, President
Nathan Ellena, Chief Engineer
Milford M. Scott, Jr., Consulting Engineer
5. Marketing Organization in U.S./Identity of Applicant:
Milford M. Scott, Jr., Patent Holder.
P.O. Box 606
Oak View, CA 93022
6. Identification of Applying Organization Principals:
"Milford M. Scott,. Jr., Patent Holder ar.d Consulting Engineer to
Grancor, Inc."
"Person who will represent the organization in communications with
the Environmental Protection Agency:
Milford M. Scott, Jr.
P.O. Box 606
Oak View, CA 93022"
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7. Description of Device:
A. Purpose of the Device (as supplied by Applicant);
"To reduce fuel consumption utilizing lean-burn concept."
B. Theory of Operation (as supplied by Applicant):
"See enclosed patent and State of California Air Resources Board
certification." (Attachments A, B, and C of this evaluation).
C. Detailed Description of Construction (as supplied by Applicant);
"See enclosed patent."
8. Applicability of the Device (as supplied by Applicant);
"Device is applicable to all makes, models, etc., except fuel
injected engines."
"Two sizes will be marketed: One for engine sizes from 75 C.I.D. to
230 C.I.D., and the other for engine sizes from 230 C.I.D. to 450
C.I.D."
9. Costs (as supplied by Applicant);
"Less than $20" per letter (Attachment D of this evaluation) from
Applicant to EPA.
10. Device Installation, Tools and Expertise Required (as supplied by
Applicant);
"See enclosed "Installation Guide" (Attachment E of this evaluation)
and State of California Air Resources Board certification."
11. Device Operation (as supplied by Applicant);
"See enclosed "Installation Guide"."
12. Maintenance (claimed);
"See enclosed State of California Air Resources Board certification."
13. Effect on Vehicle Emissions (non-regulated) (as supplied by
Applicant):
"See enclosed State of California Air Resources Board certification
and accompanying tabulated test data."
14. Effects on Vehicle Safety (as supplied by Applicant);
"See enclosed State of California Air Resources Board certification."
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15. Test Results - Regulated Emissions and Fuel Economy (submitted by
Applicant);
"See enclosed State of California Air Resources Board certification
and accompanying tabulated test data (Attachments F through P of this
evaluation) which comprise of the following: Scott Research Labs,
Olson Engineering Labs, Automotive Testing Labs, New York Air
Resources Labs, Scott Research Labs, Environmental Protection Agency,
Scott Research Labs, Automotive Testing Labs, Yellow Cab Company, and
Champion Labs."
16. Testing Done by EPA:
EPA tested this device several years ago, however, EPA did not test
the Device as part of this evaluation for two reasons. First, the
Applicant did not submit the prerequisite representative test data
which may substantiate the need for EPA testing of the Device.
Second, EPA testing of other similar devices has shown no significant
impact on fuel economy. Therefore, in accordance with 40 CFR
610.30(b) EPA elected not to test the Device.
17. Analysis
A. Description of the Device:
(1.) The primary purpose of the Device, as stated by the
Applicant, is to reduce fuel consumption, utilizing the
lean-burn concept. The Applicant's patent describes only
an air bleed device which is judged capable of causing a
leaning of the air-fuel mixture delivered to the engine.
The California Air Resource Board's (GARB) report
describes, in addition to the air bleed device described in
the patent, a vacuum delay valve in the air bleed device
control signal and an initial timing retard of four
degrees. These additional feaitures constitute more, than a
lean-burn concept. The sample hardware of the device
submitted by the Applicant consisted of an air bleed device
and one vacuum delay valve intended to delay the control
signal to the air bleed device. Based on the sample
hardware and accompanying Installation Guide, it appears it
is not the intent of the Applicant that initial timing and
vacuum spark advance calibrations be changed. Based on
this understanding, it is judged the Device should cause
only a leaning of the air-fuel mixture. Considering the
very lean mixture already being used in most vehicles
today, it is difficult to ascertain without testing whether
further leaning of the mixtures by the Device would cause a
reduction in fuel consumption.
(2.) The theory of operation given in the Applicant's patent and
the GARB report agree with each other in the basic
principle of operation. Thai; is, one channel introduces
air continuously into the intake manifold, while a second
channel supplements the first channel on a periodic basis.
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The two documents differ in their description of the device
in that the patent describes an adjustment screw which is
adjusted in order to control the amount of air bleed
through the first channel during idle. The CARB report did
not mention the adjustment screw. Further, the sample
hardware of the Device did not include an adjustment
screw. The absence of an adjustment screw may cause an
engine idle and/or driveabilitzy problem on some of the
vehicles commonly being used. Other than this discrepancy
the theory of operation was adequately described.
B. Applicability of Device;
The applicability of the device stated in the application
includes "all makes, models, etc., except fuel injected
engines." The statement of non-applicability to fuel injected
engines is judged to be valid., The statement of the
applicability of the Device to all other "makes, models, etc.,"
is judged to be not valid. . The Device cannot be installed on
non-fuel injected engines that do not possess an ignition vacuum
spark advance unit. Of course, other vacuum signals could be
utilized, however, the application does not address that
installation possibility. Additionally, the compatibility of
the device with the 1) sophisticated emission control systems,
2) numerous vacuum operated devices, and 3) many combinations of
component calibrations now existing on vehicles, may need to be
determined on an individual basis. The engine designs and
technology employed by vehicle manufacturers today practically
dictates that any device added to an engine/vehicle combination
be tested in terms of vehicle performance.
C. Costs:
The cost cited by the Applicant of "less than $20" is judged to
be a valid statement. This determination was based on the
estimated cost of the individual components which are included
in the retrofit device kit.
D. Device Installation - Tools and Expertise Required;
(1.) The Applicant referenced the Installation Guide and the
CARB report. It has been determined that the installation
instructions provided in th
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11
In addition to the above items, 'the instructions in the
CARB report also stated, "Attached to the carburetor you
will see three lines." While this may be true in a few
cases, it is not representative; of most carburetors in use
today. It is not uncommon for as many as five or six lines
to be attached. The instructions in the CARB report also
contained installation steps (i.e. , reset engine timing 4
degrees retard) not included in the Installation Guide
which accompanied the sample hardware.
(2.) The installation diagrams were judged to be not
satisfactory. This determination was made after
considering the fact that during vehicle production many of
the engines in use today have vacuum delay valves installed
in the vacuum spark advance line. The diagrams should
indicate where the small plastic tee (item F in step no. 3
of the Installation Guide) should be located relative to
any delay valve that may already exist.
(3.) It was judged that any individual attempting to install the
Device, at the least, be able to read the installation
instructions and possess fundamental knowledge about
internal combustion engines. This includes being able to
identify the various engine components, i.e., distributor,
carburetor, positive crankcase ventilation (PCV) valve, and
having some idea as to where lihey can be located relative
to the engine.
(4.) The installation time claimed, by the Applicant in the
Installation Guide was "less than 10 minutes". For an
individual possessing a fundamental knowledge of engines,
the claim is judged to be valid for some of the vehicles
being driven today. However, it is expected the 10 minutes
would be exceeded for numerous vehicles due to cluttered
engine compartments and the need to trace vacuum lines.
E. Device Operation;
The Applicant refers to the Installation Guide which is judged
to contain installation instructions, not operating
instructions. However, due to the component design, there
appears to be no need for operating instructions. The Device
appears cabable of functioning without a controlling action from
the driver of the vehicle.
F. De'vice Maintenance:
The Applicant references the CARB report. The maintenance
instructions provided therein, include a functional check at
12,000 miles and replacement if necessary. This is judged
reasonable. Further instructions recommend periodic cleaning of
the air bleed unit filter. It was. judged that "periodic" was
not definitive enough. Specific time or mileage intervals
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12"
should be recommended. Further, maintenance instructions should
be stated on the Installation Guide.
G. Effects on Vehicle Emissions (non-regulated):
The Applicant references the CARB report which states, "The
Applicant states that the device will not cause the emission
into the ambient air of any noxious or toxic matter that is not
emitted without the device." Additionally, confirmatory test by
CARB indicated no significant change in aldehyde levels or
exhaust reactivity contributable to the Device. Considering the
design intent of the Device and CARB's test conclusions, the
Applicant's statement is judged to be reasonable.
H. Effects on Vehicle Safety:
The Applicant references the CARB report which states, "The
Applicant states that the device, in its function or
malfunction, will not result in any unsafe condition." When
properly installed and maintained, it appears unlikely that the
Device would affect vehicle safety In normal usage and that the
Applicant's claim is justified.
I. Test Results Supplied by Applicant;
The applicant does not limit the fuel economy claims to -either
urban or highway driving conditions. Therefore, test data
generated using both the 1975 Federal Test Procedure (75 FTP)
and the Highway Fuel Economy Test (HFET) should have been
submitted to EPA as required by regulation. These are the only
recognized test procedures' '. The applicant did submit data,
however, in no instance were the data generated using both the
FTP and HFET. Additionally, the test vehicles used were of the
1963 to 1971 era which is not representative of the vehicles
' ' From EPA 511 Application test policy documents:
Test Results (Regulated Emissions and Fuel Economy):
Provide all test information which is available on the effects
of the device on vehicle emissions and fuel economy.
The Federal Test Procedure (40 CFR Part 86) is the only test
which is recognized by the U.S. Environmental Protection Agency
for the evaluation of vehicle enissions. The Federal Test
Procedure and the Highway Fuel Economy Test (40 CFR Part 600)
are the only tests which are normally recognized by the U.S. EPA
for evaluating vehicle fuel economy. Data which have been
collected in accordance with other standardized fuel economy
measuring procedures (e.g. Society of Automotive Engineers) are
acceptable as supplemental data to the Federal Test Procedure
and Highway Fuel Economy Data and will be used, if provided, in
the preliminary evaluation of the device. Data are required
from the test vehicle(s) in both baseline (all parameters set to
manufacturer's specifications) and modified forms (with device
installed).
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commonly used in the national fleet today in respect to engine
design and technology. The requirement for 75 FTP and HFET test
data from vehicles of recent vintage were stated in two letters
(Attachments Q and R) EPA sent to the Applicant. In a
subsequent letter to EPA (Attechment S), the applicant stated the
cost of both the FTP and HFET was too expensive for him. The
applicant further questioned whether HFET data alone would be
sufficient if the advertised claims for fuel economy
improvements were limited to highway driving conditions only.
EPA responded (Attachment T) by stating that a) evaluation of
the current aplication would be concluded using the available
information and b) a new application could be submitted which
documented the highway-only claims and included only HFET data.
J. EPA Testing of the Device:
EPA's test policy for retrofit devices has a prerequisite to EPA
testing that the Applicant submit test data. Such data must be
generated from representative vehicles and following the 1975
FTP and HFET. The Applicant did submit test data, however, it
did not satisfy the prerequisite criteria. It should be noted
the Device was tested by EPA and reported (Attachment L) in
December, 1973. However, that test data while still valid, was
not sufficiently suited to our current needs because it did not
include HFET data and because the test vehicles were of 1971
vintage or older.
18. Conclusion:
The Applicant submitted insufficient test data to prove that the
"Grancor Air Computer (Self-Modulating Air Bleed)" would improve fuel
economy under both urban and highway driving conditions. Under a
different name, this device was tested by EPA in 1973 and found to
have no significant effect on cars of that era. More recent, EPA
testing of similar devices has also failed to show a fuel economy
benefit. Therefore, it is unlikely thai: installation of the "Grancor
Air Computer (Self-Modulating Air Bleed)" would result in a fuel
economy benefit.
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List of Attachments
Attachment A United States Patent, No. 3,913,541, "Self- Modulating Air
Bleed Apparatus and Method for Internal Combustion Engine",
October 21, 1975.
Attachment B State of California Air Resource Board Staff Report
74-21-3, "Consideration of STP Corporation's Application
for Accreditation of its Air Computer as an NOx Control
Device for 1966-70 Class (b) Through (f) Vehicles",
November 13, 1974.
Attachment C State of California Air Resource Board Staff Report 75-5-6,
"Supplement to Consideration of STP Corporation's
Application for Accreditation of its "Air Computer" as an
Exhaust Emission Control Device for 1955-65 Model-Year
Class (b-f) Vehicles", March 17, 1975.
Attachment D Letter from Milford M. Scott to Peter Hutchins, EPA,
February 14, 1980.
Attachment E Pamphlet, "Installation Guide", for Grancor Air Computer
(Self-Modulating Air Bleed).
Attachment F Pamphlet "Summary of Mileage Performance Tests", for
Grancor Air Computer (Self-Modulating Air Bleed).
Attachment G" Scott Research Laboratories, Inc. Report SRL 2211 01 1273,
"Steady State Exhaust Emissions and Fuel Consumption
Evaluation of an STP Modulating Air Bleed", December 18,
1973.
Attachment H Olson Engineering, Inc. Report, "Exhaust Emission and Fuel
Consumption Measurements 1955-1965 Model Vehicles",
July 2, 1974.
Attachment I Tests performed by Automotive Testing Laboratories, Denver,
Colorado, 1970 Chevrolet Nova, 230 C.I.D. engine,
August 18, 1973.
Attachment J Tests performed by New York Air Resources Laboratories,
1969 Plymouth Van, 225 C.I.D. engine, December 4&5, 1973.
Attachment K Scott Research Laboratories, Inc. Report SRL 2186 01 1073,
"Emission and Fuel Consumption Evaluation of a Prototype
STP Emission Control System", October 19, 1973.
Attachment L Environmental Protection Agency, TEB Report 74-19,
"Evaluation of the STP Modulating Air Bleed", December 1973.
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Attachment M Scott Research Laboratories, Inc. Report SRL 2209 01 1273,
"Steady-State Fuel Consumption Evaluation of a Modulating
Air Bleed", December 18, 1973.
Attachment N Automotive Testing Laboratories, Inc. Altitude Testing,
1966 Dodge, Car Number: 025, August 16, 1973.
Attachment 0 Letter from J. H. Davidson, Yellow Cab Company, to
Floyd J. Wheeler, STP West Coast Operations,
September 13, 1974.
Attachment P Champion Laboratories', Inc'. Memorandum to H. Gaither from
C. Casaleggi, "STP Modulating Air Bleed", May 16, 1974.
Attachment Q Letter from Merrill W. Korth, EPA, to Milford M. Scott,
November 7, 1980.
Attachment R Letter from Merrill W. Korth, EPA, to Milford M. Scott,
February 26, 1981.
Attachment S Letter from Milford M. Scott to Merrill W. Korth, EPA,
April 17, 1981.
Attachment T Letter from Merrill W. Korth,, EPA, to Milford M. Scott,
May 1, 1981.
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EPA-AA-TEB-511-81-13B
Attachments to
Evaluation of the Grancor Air Computer (Self-Modulating
Air Bleed) 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
U.S. Environmental Protection Agency
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17
List of Attachments
Attachment A United States Patent, No. 3,913,541, "Self- Modulating Air
Bleed Apparatus and Method for Internal Combustion Engine",
October 21, 1975.
Attachment B State of California Air Resource Board Staff Report
74-21-3, "Consideration of STP Corporation's Application
for Accreditation of its Air Computer as an NOx Control
Device for 1966-70 Class (b) Through (f) Vehicles",
November 13, 1974.
Attachment C State of California Air Resource Board Staff Report 75-5-6,
"Supplement to Consideration of STP Corporation's
Application for Accreditation of its "Air Computer" as an
Exhaust Emission Control Device for 1955-65 Model-Year
Class (b-f) Vehicles", March 17, 1975.
Attachment D Letter from Milford M. Scot.t to Peter Hutchins, EPA,
February 14, 1980.
Attachment E Pamphlet, "Installation Guide", for Grancor Air Computer
(Self-Modulating Air Bleed).
Attachment F Pamphlet "Summary of Mileage Performance Tests", for
Grancor Air Computer (Self-Modulating Air Bleed).
Attachment G Scott Research Laboratories, Inc. Report SRL 2211 01 1273,
"Steady State Exhaust Emisfsions and Fuel Consumption
Evaluation of an STP Modulating Air Bleed", December 18,
1973.
Attachment H Olson Engineering, Inc. Report:, "Exhaust Emission and Fuel
Consumption Measurements 2955-1965 Model Vehicles",
July 2, 1974.
Attachment I Tests performed by Automotive Testing Laboratories, Denver,
Colorado, 1970 Chevrolet Nova, 230 C.l.D. engine,
August 18, 1973.
Attachment J Tests performed by New York Air Resources Laboratories,
1969 Plymouth Van, 225 C.l.D. engine, December 4&5, 1973.
Attachment K Scott Research Laboratories, Inc. Report SRL 2186 01 1073,
. "Emission and Fuel Consumption Evaluation of a Prototype
STP Emission Control System", October 19, 1973..
Attachment L Environmental Protection Agency, TEB Report 74-19,
"Evaluation of the STP Modulating Air Bleed", December 1973.
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1&
Attachment M Scott Research Laboratories, Inc. Report SRL 2209 01 1273,
"Steady-State Fuel Consumption Evaluation of a Modulating
Air Bleed", December 18, 1973.
Attachment N Automotive Testing Laboratories, Inc. Altitude Testing,
1966 Dodge, Car Number: 025, August 16, 1973.
Attachment 0 Letter from J. H. Davidson., Yellow Cab Company, to
Floyd J. Wheeler, STP West Coast Operations,
September 13, 1974.
Attachment P Champion Laboratories, Inc. Memorandum to H. Gaither from
C. Casaleggi, "STP Modulating Air Bleed", May 16, 1974.
Attachment Q Letter from Merrill W. Korth, EPA, to Milford M. Scott,
November 7, 1980.
Attachment R Letter from Merrill W. Korth, EPA, to Milford M. Scott,
February 26, 1981.
Attachment S Letter from Milford M. Scott, to Merrill W. Korth, EPA,
April 17, 1981.
Attachment T Letter from Merrill W. Korth, EPA, to Milford M. Scott,
May 1, 1981.
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Attachment A
United States Patent n<>i
Scott, Jr.
in I 3,913,541
1451 Oct. 21, 1975
I 54 | SELF-MODULATING AIR IJLEED
APPARATUS AM) METHOD FOR
INTERNAL COMBUSTION ENGINE
[75] Inventor: Milford M. Scott. Jr.. Oak View.
Calif.
[ 73 | Assignee: STP Corporation. Fort Lauderdale.
Fin.
(221 Filed: Feb. 8, 1974
(2 I | Appl. No.: 440,768
[52| U.S. Cl.... 123/119 D; 123/1(9 B; 123/119 DB;
123/124 R
[51] Int. Cl.- F02M 23/04
[5S] Field of Search 123/1 19 B. 1 19 DB. 124 R,
123/119 D
[561 References Cited
UNITED STATES PATENTS
2.I52.02.X 3/1939 Church 123/124 R
2.683,957 9/1954 Gulp 123/124 R
3.034.4V2 5/1962 llarnmii 123/124 R
3.176.670 4/1965 Sinhalili I2.V1PJ It
3.242.9)5 3/IV66 Ul;ickcr I2.VI19B
3.46.1.132 K/1W; Kricck 123/1 IV »
3.X09.035 5/1974 \Vinton .'. 12.VU9B
Primary ExaminerWendell E. Burns
Attorney, Agent, or f-'irmMolin:ire, AHegretti. Newitt
& Wile-off
157]
ABSTRACT
The disclosure describes a self-modulating air bleed
system in wlm:h air is introduced continuously into the
intake manifold of an internal combustion engine
through a first channel and is introduced periodically
into the intake manifold through a second channel
which is modulated by the vacuum conduit used to
control the. vncuum advance unit of the engine spark
distributor. The first channel is manually adjusted in
order to control the amount of air bleed while the en-
gine is idling.
11 Claims, 5 Drawing Figures
50
54
10
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U.S. Patent Oct. 21, 1975
Sheet I of ?. 3,913,541
80
92
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U.S. Patent Oct. 21, 1975 sheet 2 of 2 3,913,541
21
97
FIG.4
\\X\\\ \^-
FIG.5
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1
3,913,541
SELF-MODULATING AIR HLEKD APPARATUS
AND METHOD FOR INTERNAL COMBUSTION
F.NCINE
BACKGROUND AND SUMMARY OF THE
INVENTION
This invention relates to an apparatus and method for
controlling the exhaust emissions of an internal com-
bustion engine and more particularly relates to an ap-
paratus and method for automatically controlling the
amount of air bled into an intake manifold of an inter-
nal combustion engine.
Recently. Congress has enacted legislation regulating
the exhaust emissions produced by new vehicles sold in
the United States. California is the lead state in requir-
ing similar control of the exhaust emissions of used ve-
hicles. At the present lime, used vehicles typically have
closed crankcase ventilating systems, but do not have
more sophisticated types of emission control apparatus.
With the advent of legislation regulating the exhaust
emissions of used vehicles, it is important to provide in-
expensive exhaust emission control equipment that can
be easily installed on such vehicles and can be main-
tained at low cost.
The applicant has invented an emission control sys-
tem which is inexpensive to manufacture, contains only
one moving part, and can be installed on a vehicle by
using only a pocket knife. One feature of the invention
is the discovery that exhaust pollutants can be substan-
tially reduced by bleeding air into the intake manifold
of an internal combustion engine in an amount modu-
lated by the pressure in the vacuum advance line used
to operate the vacuum control unit of the engine spark
distributor.
According to another feature of the invention, one
air channel between the atmosphere and the intake
manifold is continuously open to supply air at all times
when the engine is running, and a second air channel
has an opening which is modulated by the pressure in
the spark distributor vacuum advance line of the en-
gine. When the engine is idling and at full throttle, the
second channel is closed, and at operating conditions
between idle and full throttle, the second channel is
opened so that air is supplied both through the first and
second channels.
Accordingly, it is a primary object of the present in-
vention to provide an air bleed system which can be
quickly and economically installed on existing vehicles
of the type having a throttle valve movable within a car-
buretor between an idle position and an open position.
Another object of the invention is to provide an air
bleed system of the foregoing type in which a first chan-
nel continuously admits air into the intake manifold of
an internal combustion engine. A second channel is
closed when the throttle valve of the engine is in the
idle and open positions, and is opened when the throt-
tle valve is moved between the idle and open positions.
Still another object of the present invention is to pro-
vide a system of the foregoing type in which the first
channel may be manually adjusted in order to control
the amount of air bled into the intake manifold while
the engine is idling.
Yet another object of the invention is to provide an
air bleed system of the foregoing type in which the sec-
ond channel is controlled by valve means utilizing a
flexible diaphragm that is operated by the pressure in
the spark advance line connected to the engine distrib-
22 " 2
mor spark advarce unit, nnd in which the air is hied
into the positive crankcase ventilation system of the en-
gine.
5 DESCRIPTION OF THE DRAWINGS
These and other objects, advantages and features of
the present invention will appear in connection with
the accompanying drawings, wherein:
FIG. I is a fragmentary, isometric view of an exem-
10 plary engine employing a preferred form of air bleed
system made in accordance with the present invention;
FIG. 2 is a fragmentary, schematic, cross-sectional
view of the carburetor shown in FIG. I;
FIG. 3 is a front elevational view of the air bleed sys-
15 tern shown in FIG. 1;
FIG. 4 is a cross-sectional view taken along line 44
in FIG. 3 in which fittings are shown connected to the
ends of the air bleed system; and
FIG. S is a cross-sectional view taken along line 55
20 in FIG. 4 with the fittings removed.
DESCRIPTION OF THE PREFERRED
EMBODIMENT
Referring to the drawings, an exemplary internal
combustion engine 6 for use in connection with the
present invention basically comprises a carburetion
system 17, a sp:irk distributing system 36 and a closed
crankcase ventilating system 50.
Engine 6 is of conventional design and may comprise
a cylinder block 8 having eight cylinders arranged
therein. Lubrication is provided to pistons which recip-
rocate within the cylinders by a crankcase 10 whrch is
normally filled with engine oil..Combustion chambers
above the pistons are controlled by a conventional set
of exhaust valves and intake valves that are covered by
valve covers 12, and 14. A fuel-air mixture is supplied
to the engine by an intake manifold 16. In a well known
manner, the pistons operate on a four stroke cycle in
which the pistons and intake valves cooperate in order
to maintain the: intake manifold at a partial vacuum
that draws the fuel-air mixture into the combustion
chambers.
Carburetion system 17 comprises an air cleaner 18
which filters the air drawn into an air horn or inlel 22
of a standard carburetor 20. During the engine warm-
up cycle, the amount of air flowing through the air inlet
is controlled by a conventional choke valve 24. The
carburetor also comprises a carburetor throat 26 (FIG.
2) that includes a venturi 28 in which air is mixed with
fuel from a carburetor bowl (not shown) to form a fuel-
air mixture.
A conventional throttle valve 30 in the form of a cir-
cular disc is rotatably mounted in the throat of the car-
buretor by a pin 32 which defines an axis of rotation 34.
The position of the throttle valve controls the flow of
the fuel-air mixture into an intake chamber 35 which
comprises the portion of the carburetor throat below
throttle valve .50, as well as intake manifold 16.
Spark distributing system 36 comprises a vacuum ad-
vance control port 38 which is formed by a cylindrical
tubular fitting 40. When throttle valve 30 is in the idle
position shown in solid lines in FIG. 2, port 38 is ex-
posed to atmospheric pressure through the carburetor
throat so that the port is held at atmospheric air pres-
sure. As throttle valve 30 is opened to cruise position
C shown in phantom in FIG. 2, port 38 is shielded from
atmospheric pressure so that the partial vacuum cxist-
25
30
35
40
45
50
55
60
65
-------
3,913,541 23-
3 4
ing in intake manifold 16 reduces the pressure in the over opposite ends of the T-fitting body 68 in the man-
port. However, when the throttle is advance to open ner shown in FIG. 1.
position O shown in phantom in FIG. 2, port 38 is again The engine is started, and the throttle valve is moved
exposed to the atmosphere through the carburetor to the idle position shown in solid lines in FIG. 2. Ad-
throat, so that the port is held at atmospheric pressure. 5 justment screw 97 is then adjusted to reduce exhaust
The pressure maintained in port 38 by the position of pollutants to the desired value. While the engine is
throttle valve 30 is communicated to a conventional idling, or anytime at which the throttle valve is in the
vacuum advance unit 45 by hoses 42 and 44. Unit 45 idle position, diaphragm 108 is biased against valve seat
controls a conventional spark distributor 46 which in- 84 so that no air flows, through channel 92 into cham-
cludes a set of breaker points that create high potential 10 her 79. However, air continuously flows through chan-
sparks from a coil 48. In a well-known manner, the nel 88 and through hose 56 and fitting 58 to intake
sparks are distributed to spark plugs' that fire the fuel- manifold 16.
air mixture in each of the combustion chambers. The When throttle valve 30 is moved to the cruise posi-
ignition wires connected to distributor 46 and coil 48 tion C (FIG. 2), the reduced pressure created in port
have been omitted to more clearly show the parts rele- 15 38 moves diaphragm J108 to the left (as shown in FIG.
van! to the present invention. ' 4) away from valve seat 84 so that air is drawn into
Closed crankcase ventilating system 50 comprises a chamber 79 through channel 92 and recess 86. At this
positive crankcase ventilator valve 52 which is in com- point in time, air is bled into the intake manifold
munication with crankcase 10. Valve 52 comprises a through both channel 88 and channel 92.
conventional check valve which normally allows crank- 20 When throttle valve 30 is moved to open position O
case fumes to be drawn through hoses 54 and 56 into (FIG. 2), port 38 again is raised to atmospheric air
a tubular fitting 58 that is drilled into intake chamber pressure so that diaphragm 108 again is biased against
35 (FIG. 2). valve seat 84 to prevent air from flowing through chan-
Referring to FIGS. 1 and 4, a preferred form of self- nel 92 into chamber 79; however, air continues to flow
modulating air bleed system 62 made in accordance 25 through channel 88 into chamber 79 and intake mani-
with the present invention and adapted for use in con- - fold 16.
nection with engine 6 comprises a hollow T-fitting 64 By using the foregoing method and apparatus, ex-
having a neck 66 and a body 68. The system also uti- haust pollutants may he substantially reduced by a sys-
lizes a hollow Y-fitting 70 having branches 72, 73 and tem which is economical and convenient to install on
a neck 74. The T-fitting and the Y-fitting are intercon- 30 conventional vehicles.
nected with the hoses in the manner shown in FIG. 1- Those skilled in the art will recognize that a single
Referring to FIGS. 3-5, system 62 also comprises a preferred embodiment has been disclosed and that this
valve body 76 including a cylindrical tube 78 which de- . embodiment may be nltered and modified without de-
fines a chamber 79 having a center line 80. Tube 78 has parting from the true spirit and scope of the invention
an outer end portion which defines a cylindrical stem ^5 as defined in the accompanying claims.
surface 81 and a cylindrical retainer surface 82. The What is claimed is:
tube has an inner end portion which defines a circular 1. In an internal combustionenginecomprisingacar-
valve seat 84 and a ring-shaped recess 86 which sur- buretor throat for producing a fuel-air mixture, an in-
rounds the valve seat and is concentric with the valve take chamber maintained at a partial vacuum by the
seat. A cylindrical channel 88 is drilled into the valve engine, a throttle valve located between the carburetor
body and consists of a cylindrical horizontal leg 89 and throat and the intake chamber, a spark distributor in-
a cylindrical vertical leg 90. Another cylindrical chan- eluding a vacuum-controlled spark advance unit, a
nel 92 is drilled parallel to center line 80 into recess 86. spark advance control port in the carburetor throat ad-
Both channels 88 and 92 communicate with the atmo- jacent the throttle valve, a first conduit for connecting
sphere through a disc or baffle 94 and a toroidal filter the spark advance unit to the control port, and a sec-
96. ond conduit connected to the intake chamber, im-
The size of channel 88 may be adjusted by an adjust- proved apparatus for automatically regulating the
ment screw 97 having a conical tip 98 which enters the amount of air admitted into the intake chamber in re-
junction between channel legs 89 and 90. Screw 97 is sponse to varying engine load conditions comprising in
biased outward away from the valve body by a coil combination:
spring 99. a valve body for defining a first chamber, a second
As best shown in FIG. 4, system 62 also comprises a chamber and a valve seat, first channel means for
cover 100 having a hollow stem 102 and a dome 104 continuously admitting air into the second conduit,
that defines a chamber 106 located opposite chamber . means for manually adjusting the size of the first
79, A flexible diaphragm 108 is normally biased against channel means in order to regulate the amount of
valve seat 84 in order to separate chambers 79 and 106. air flowing into the intake chamber through the
When diaphragm 108 is biased against valve seat 84, air first channel mej.ns. second channel means for ad-
is prevented from entering chamber 79 by way of chan- mining air into the second conduit,
nel 92 and recess 86. " 60 separation means for cooperating with the valve seat
The preferred form of operation and the method as- to separate the first chamber, the second chamber
pect of the preferred embodiment will now be de- and second channel means, said separation means
scribed. In order to install system 62 in the engine being moved from the valve seal in response to an
shown hi FIG. 1, T-fitting 64 and Y-fitting 70 are at- increasing vacuum signal differential and being
tached to stem 102 and tube 78 in the manner shown ,- moved toward the valve seat in response to * de-
in FIG. 4. Hoses 54 and 56 are then cut and inserted creasing vacuum signal differential.
over the ends of the Y-fitting in the manner shown in third conduit means for connecting the second cham-
F1G. 1. Likewise, hoses 42 and 44 are cut and inserted ber to the second conduit, and
-------
24
3,913,541
fourth conduit means for connecting the first cham-
ber to the first conduit, said separation means
being movable away from the valve scat to permit
nir flow into the second chamber via the second
channel means when the vacuum signal differential
increases, whereby in operation, the combustion of
the fuel-air mixture is improved and exhaust emis-
sions are reduced.
2. Apparatus, as claimed in claim 1, wherein the en-
gine further comprises a crankcase and a vent for trans-
mitting crankcase fumes, and wherein the second con-
duit connects the crankcase vent to the intake cham-
ber.
3. Apparatus, as claimed in claim 1, wherein the first
channel means comprises an orifice in the valve body
extending into the second chamber.
4. Apparatus, as claimed in claim 3, wherein the
means for manually adjusting comprises:
a threaded hole terminating in the orifice, and
a screw threaded into the hole.
5. Apparatus, as claimed in claim 1, wherein the sep-
aration means comprises a flexible diaphragm in said
valve body.
6. Apparatus, as claimed in claim 5, wherein the first
chamber and second chamber are arranged on opposite
sides of the diaphragm means.
7. Apparatus, as claimed in claim 6, wherein the
valve body comprises a cylindrical tube defining the
second chamber, said tube having a circular end por-
tion defining the vnlve seat.
8. Apparatus, as claimed in claim 7, wherein the sec-
ond channel means comprises:
a ring-shaped channel in contact with the diaphragm
means arranged concentric to and surrounding the
tube; and
an orifice in the valve body .connecting the atmo-
sphere to the ring-shaped channel.
9. Apparatus, as claimed in claim 7, and further com-
prising a toroidal filter surrounding the tube and dis-
posed between the atmosphere and the first and second
channel means, whereby nir entering the first and sec-
ond channel means is filtered.
10. A method of automatically regulating the amount
5 of air admitted into the intake chamber of an internal
combustion engine having a carburetor throat for pro-
ducing a fucl-a r mixture, a throttle valve located be-
tween the carburetor throat and the intake chamber.
said throttle valve being rotatable into an idle position
10 in which the flow of the fuel-air mixture into the intake
chamber is substantially reduced and rotatable into an
open position in which the flow of the fuel-air mixture
into the intake chamber is substantially unrestricted, a
spark distributor including a vacuum-controlled spark
'^ advance unit and a control port in the carburetor throat
adjacent the throttle valve, a first conduit for connect-
ing the spark advance unit to the control port, an en-
gine crankcasi:, a vent for transmitting crankcase
fumes, a second conduit for connecting the crankcase
vent to the intake chamber, a first channel between the
atmosphere and the second conduit, and a second
channel between the atmosphere and the second con-
duit, said method comprising the steps of:
opening the first channel so that air is continuously
admitted to the intake chamber;
closing the second channel in response to a vacuum
signal when the throttle valve is in the idle position
and the open position; and
opening the second channel when the throttle valve
is between the idle position and the open position
in response to a higher vacuum signat whereby
combustion of the fuel-air mixture is improved and
exhaust emissions arc reduced.
II. A method, as claimed in claim 10, and further
comprising the step of adjusting the six.e of the first
channel to reg.ulate the amount of air flowing into the
intake chamber when the engine is idling.
20
25
30
35
40
45
50
55
60
65
-------
25 Attachment. B
State of California. ;
AIR RESOURCES DOARD
November 13, 1974
Staff Report
' 74-21-3
\ ' : Consideration of STP Corporation's Application
| ' for Accreditation of its Air Computer as an f!0x Control
i. . Device for 1966-70 Class .(b) through (f) Vehicles
I. Introduction
This report is a staff evaluation of the STP Corporation's
application for accreditation of its Air Computer NOx control
device for 1966-70 model vehicles with .engine size classifications
(b) through (f). The application excludes those vehicles
-equipped with a vacuum advance only or centrifugal advance only
distributor. At its October 9, 1974 meeting, the Board accredited
(" V " . .
;~/ the Air Computer device for class (a) vehicles.
II. System Description
The STP Air Computer system consists of a vacuum spark advance
. . delay device which essentially
-------
26
Consideration of STP Corporation's Application for
Accreditation of its Air Computer as an ''Ox Control
Device for 1966-70 Class (b) through (f) Vehicles November 13, 1974
o . . .
advance is fully restored after 2 to 3 minutes of drivino
at cruise conditions. The effect of the delay valve is the
same as VSAD during the CVS 1972 (CVS-1) test driving cycle,
.. » * *
and is similar to VSAD during the first fevi minutes of a
cruise condition.
The modulating air bleed valve allows additional air into the'
intake manifold through the PCV (positive crankcase ventilation)
lines as a function of the two vacuum signals that it receives. The
two sources of the vacuum signals are the carburetor vacuum port
and the intake manifold PCV port. The air bleed valve is detailed
in Figure 3. The air bleed dees not occur at idle, during hard
accelerations nor decelerations. f-!axinun air flow occurs at
moderate speed (35-50 mph) cruises v.'hen both the carburetor port
and intake manifold vacuum are at 15-16 inches of mercury. The
applicant submitted a typical air flow curve of the air bleed
valve which is shown in Figure 4. The curves show a maximum
flow rate of 1.8 standard cubic feet per minute; Tests conducted
at the Air Resources Board Laboratory show agreement with this
value.
The third valve, an 8-second delay valve, is also part of the air
bleed portion of the system. Its function is to delay operation
of the air bleed for 8 seconds after a heavy acceleration. This
.delay valve is used to improve vehicle'driveability.
-------
27
Consideration of STP Corporation"' s Application for
Accreditation of its Air Computer as an '.'Ox Control
Device for 1966-70 Class (b) through (f) Vehicles November 13, 1974
III. Compliance with Emission Standards
An accredited NOx control device must achieve an average 42%
reduction 'in NOx from baseline twhen tes'isd by the hot CVS-1972
test procedure, and must be effective up to and including 55
mph. In compliance with this, requirement the applicant sub-
mitted a report from Olson Engineering Inc. (Appendix A) which
contains test data for 20 vehicles, four for each engine size
class (b) through (f). These data are summarized as follows:
Hot-Start CVS-1972 Test 55 moh Steady-State Test*
Avg. Baseline
Avg. w/Davice
Avg. Reduction (%) 38
*Results shewn are stabilized concentrations recorded after 3 to 6
- - minutes at a 55 mph normal road load cruise.
The staff conducted confirmatory emission tests on four vehicles,
one each from engine size classes (b), (d) , (e) and (f). These
vehicles were:
1970 Ford, 200 CID, 1-bbl, automatic transmission
1967-Kercury, 289 CID, 2-bbl , automatic transmission
1970 Plymouth, 318 CID, 2-bbl, automatic transmission
1969 Dodge, 383 CID, 4-bbl canual transmission
HC
3.27
2.04
38
gm/mi
CO
42.28
31 .;!)2
25
NOx
5.39
2.83
48
Concentrations
HC(ppm) C0(2) flOx (OCT.)
166
117
30
- 0.67
0.44
34
2713
2107 ';
22 !
3.
-------
HC
4.62 .
3.22
30
gm/mi
CO
41.68
38.29
8
NOx
4.14
2.00
52
Concentration
HC (pom) CO (I) MOx (com)
195
157
20
1.43
1.28
n
2248
172S
21
Consideration of SIP Corporation's Application for
Accreditation of its Air. Cct.*puter ss an NOx Control
Device for 1966-70 Class (b) through (f) Vehicles liove.r.ber 13, 157
28
Hot-Start CVS-1972 Test 55 rr.oh Steady-State Test*
Avg. Baseline
Avg. W/Device
Avg. Reduction
(X) - . '
*Results shown are concentration:; measured after 4.5 minutes at
a 55 mph normal road load cruise.
Based on the above tests, the staff concludes that compliance with
emission standards- has been demonstrated.
IV. Compliance with General Standards
In addition to meeting the emission standards, an NOx control device
must satisfy other requirements.outlined balow:
A. Noxious or Toxic Emissions
The applicant states that the device will not cause the emission
into the ambient air of any noxious or toxic matter that is not
emitted without the device.
B. Unsafe Conditions .
The applicant states that the device, in its function or
malfunction, will not result in any unsafe conditions.
s
C. Aldehydes and Reactivity
The Air Resources Board Laboratory's confirmatory test of ths
Air Computer device indicates that no significant change
in aldehyde levels or exhaust reactivity is produced by the
device.
-------
29
Consideration of STP Corporation's Application for
Accreditation of its Air Ccc.putcr as an ,'iOx Control . 'r
Device for 1956-70 Class (b) through (f) Vehicles. November 13, 197'
""*--*
D. Driveability
The applicant submitted data of driviability tests conducted
by Olson Engineering, Inc. (see Appendix B). These data are
summarized below: '
" " Demeri ts
Vehicle Baseline Device
1968 Chevrolet-250 CID 0.7 0.
1968 Ford-289 CID 0 30.7
1968 Buick-440 CID . 0 0
1970 Chevrolet-350 CID 0 ' ' 0
Total 0.7 30.7
Confirmatory tests were conducted by the Air Resources Board
''-- Laboratory. The following are the results of these tests.
' .-- Demeri ts
Vehicle Baseline Device
1967 Mercury - 289 CID 54.5 44.0
1970 Plymouth - 318 CID 5.0 7.0
Total 59.5 51.0
It is noted in the applicant's data that the 1958 Ford, 289
CID, received 30.7 demerits; with the Air Computer device
Installed. These demerits were primarily the result of obser-
vations of a trace to moderate presence of hesitation, sturr.ble
and stretchiness during acceleration of the vehicle.
Wi'il Tpt/ ocovr fn
-------
r
.. %', Consideration of STP Corporation's Application for
Accreditation of its Air Computer as an i;0x Control
Device for 1066-70 Class (b) through (f) Vehicles Moveirber 13, 1074
Q
This deterioration in driveability is associated with the
VSAD method of oxides of nitrogen control. It is the opinion
of the staff, that the Air Computer device will not produce
effects on driveability more adverse than those from previously
accredited VSAD-type NOx devices.
E. Fuel Economy
The applicant did not submit any test data concerning fuel
economy. Based on ARB test data, it is the opinion of
the staff that use of the device would result in fuel
penalties similar to other VSAD type device.
' YEP.OUJ CAG TfesT 0is Pi/res THIS A a" TH.&
GxpaRfEMceo Ho FUEL PP/IA^TY
F. Engine Effects
O ~~""
. ' . The applicant contends that the spark delay valve, which
restores full vacuum advance during a prolonged cruise,
. satisfies the requirement of positive protection against
sustained spark retard at 6!) mph. The staff concurs with
this contention. The staff has no other reservations con-
cerning the device's effect on vehicle engines.
G. System Durability
The applicant submitted a letter from the Yellow Cab Company
(Appendix C) to demonstrate system durability. Yellow Cab
stated that it has accumulated a total of more than 378,000
miles on twelve vehicles equipped with the STP Air Computer
device, and th-it all devices are still functioning. The
. '"" maximum mileage accumulated on a vehicle with a device
Installed was ;5,COO miles. No emission tests were conducted
on the vehicles.
-------
31
Consideration of STP Corporation's Application for
Accreditation of its Air Computer as an i.'Ox Control
Device for 1956-70 Class (b) through (f) Vehicles November 13, 1974
The applicant also submitted bench test data to demonstrate the
cycling durability of the modulating air bleed unit. Ten units
each withstood 10,000,000 diaphram movement cycles at room
temperature. This deflection cycle represents the conditions
of zero to maximum air flow. These data indicate that the
'
: air bleed unit has a life expectancy beyond the useful life .
of the vehicle.
Based on this above information, on the fact that STP supplies
similar and identical spark delay valves to new car manufacturers,
and on the staff experience with systems of this type, the
staff is satisfied that 50,000 mile system durability has been
demonstrated. '
H. Statutory Criteria - Device Costs
The applicant states that the device will not cost more than
$35 (installed), and that annual maintenance costs will not
exceed $15.
I. Installation and Maintenance Instructions
Installation instructions for the STP device are attached as
Figure 2. The maintenance instructions for the delay valves
require functional checks at 12,000 miles with replacement if
necessary. The recornrcended maintenance of the modulating air
bleed unit is periodic cleaning of the filter.
7.
-------
o
32
consideration of STP Corporation's AppTTcation for
Accreditation of its Air Computer" as an i.'Ox Control
Device for 1966-70 Class (b)' through (f) Vehicles November 13, 1974
J. Methou of .Distribution-and Financial Responsibility
The applicant has satisfied»these criteria in previous device
applications, and the- staff believes that no additional
information is needed.
V. Conclusion and Recommendation
Emission test results supplied by the applicant and confirmed by
the staff indicate that the device meets the NOx reduction standard
and is effective at 55 mph. In addition, the staff is satisfied
that all other statutory and regulatory requirements have been met.
Based on the above, the staff recotrjnends that the Board adopt
Resolution 74-57-1, accrediting the STP Air Computer as an NOx
control device for 1965-70 irode'l-year class (b) through (f) vehicles
. ~
except those vehicles equipped with vacuum advance only or centrifugal
advance only distributors.
8.
-------
33
MCDlJL'\TT>:fi AIR BL^-YAGn"! r;:LAY YAW'S Prrr;STO:: CONTROL IXSTALLYiTCN"
P.C.V
J-JODlflATING AIR BLEED
VACUUM DEIAY yALVEfG
8-seconds.
VACUUM DEIAY Vj
minutes
To install thq MODULATING AIR ELTED, locate the P.C.V. hose (A)
(craiikcase year hose) that's attached to the front or back of the carburetor (B)
. Cut the P.C.V. hose (A) in a position where there is a-role space to install
the Y- fitting (C) for the Modulating Air Bleed (D) .
Install the Y-fi"i;^ (C) , d:cn ir.str.ll the vcculatir.: Air Bleed fD) onto
tlie Y- fitting' (C) . Locate the distributer vacuur. advance hose (H) . Cut this
hose and install T- fitting (F). Install Vacuun Delay Valve (G) be^ecn
Modulating Air Bleed (D) and T- fitting (?) . Install. Vacuiu Delay Valve (H)
bet^'een T- fitting (F) ar.d vacuum distributor diaphragn (I).
-------
34
Figure 2
INSTALLATION INSTRUCTIONS
STP rOD'JLATING AIR BLEIiD e?ISSir: CONTrlOL
Installation of the system is quite simple.
Attached to the carburetor you will see throe lines:
(A) A fuel line that ends at the .fuel pump;
(B) A small'rubber vacuum hose that ends at the distributor;
(C) A large rubber crankcase vent hose that ends at the P.C..V. valve.
1. Cut large hose (C) and install Y-fitting. Install M.A.B. on third
outlet of Y-fitting.
2. Cut small hose (B) and insert T-fitting; between carburetor and
distributor vacuum diaphragm. Insert Vacuum Belay Valve (yellow
and blue Valve) with yellow end towards; distributor vacuum diaphragm.
Install second Vacuum Delay Valve (red and blue Valve) with red
end towards small hose nipple on back of M.A.B.. .
3. Re-set engine timing on all engine sizes at 4 degrees retard frcm
vehicle manufacturer's standard timing specifications.
4. Adjust idle R.P.M. to manufacturer's specifications.
5. No other engine parameters are changed from factory specs.
10.
-------
(M
o
A r-
O
4O22O 3
COVER
To Carburetor
4O22! A
'DIAPHRAGM
_f=
0242D
5ODV
G
'./
)L
U,
tiv>
7*
-T-! -.1 I t
ViliS
i \. ^ i .. -
-V^ .
FiL» E.R
llc^ "To Intake Manifold
'"^^-^^» -jl '^^ ^^ ^^ ^
^ O *d o o
FILTER SUPPORT
.050 DIA METE.RlNe
ORIFACE: WOUEE:
A PLACE.S
I.
AUG 1'5 1974
UNul SS OTMEKv/iSr >Pl
DIMENSION*, A3fc IN N'.lifi
. TOLEI-A-4Cr. C.'i
r-MACTKJ.N*i l-.r-CIV-.tS i .VNGLES
,x . < : .«-.> i
'-/- :i.. v:'i C'»">C«-'»"JN I MI,NT rut ivt"f< r
. ST P M O D U L
AIR COXiPUTER(M.A.C.;
J^H^rl'1.1 !/
-------
.-~V
1 -
(
-------
APPENDIX A
Table- 1
SUMMARY Or RESULTS
1972 HOT STAR? CVS PlAXJLlDuKLl
STP MODULATING AIR COMPUTER SYSTEM
. FOR 19G6-ia70 CLASS B VEHICLES (141-200 CID)
EXHAUST EMISSIONS
GRAMS PER MILE
DESCRIPTION KC CC) K70:<
1) 1968 Ford - 200 CID 6 cyl '
6,506 miles - Lie. Mo. VUS681
Baseline 2.47 23.69 8.89
Device Equipped 1.95 16.83 .5.23
% Reduction 21.0 29.0 40.6
2) 1970 Maverick - 200 CID 6 cyl
40,701 miles - Lie. No. 252AKT
Baseline 2.93 16.94 5.64
Device Equipped 1.68 17.70 2.78
% Reduction 42.7 -4.5 50.7
3) 1970 Ford - 200 CID 6 cyl
42,855 miles - Lie. Mo. ZNU251
Baseline 2.00 17.06 6.26
Device Equipped 1.01 13.79 2.79
% Reduction 49.5 -19.2 55.4
O .....
4") 1966 Dodge - 170 CID 6 cyl,
'65,836 miles - Lie. No. ZVDH68
Baseline - 2.61 13.67 5.24
Device Equipped 2.07 19.29 2.73
% Reduction"' 20.7 "-3.3 47.9
Average % reduction for all four ^^
Class B vehicles
13-
-------
C
38
Table 2
SUMMARY Or RESULTS
1972 HOT START CVS PROCEDURE
STP MODULATIN
APPENDIX A
G AIR COMPUTER SYSTEM
FOR 1966-1970 CLASS C VEHICLES (201-250 CID)
DESCRIPTION
»
1) 1968 Chevrolet - 250 CID 6 cyl
83,767 miles - Lie, No". WFU063
Baseline
Device equipped,.
. %. Reduction
2) 1970 Ford - 240 CID 6 cyl
90,837 miles - Lie. No. Y'46981
Baseline
Device Equipped
% Reduction
3) 1968 AMC - 232 CID 6 cyl
78,878 miles - Lie No. XHN765
Baseline
Device Equipped
% Reduction
4) 1970 Ford - 250 CID 6 cyl
68,140 miles - Lie. No. 19001K
Baseline
Device Equipiped
% Reduction
EXHAUST EMISSIONS
GRAMS PER MILE
HC CO NOx
2.25 36.77 3.33
0.96 6.49 1.82
57.3 82.3 45.3
2.69 15.42 5.62
1.03 9.31 3.25
61.7 39.6 42.2
3.52 68.37 2.52
2.54 62.03 1.42
27.8 9.2 43.6
2.67 32.97 6.45
1.59 26.86. 3.29
49.4 "18.5 49.0
Average % reduction for all four
Class C vehicles
49^0
37.4 45.0
-------
39 APPENDIX A
Table 3
SUMMARY 0? RESULTS
' 1972 HOT START CVS PROCEDURE
f } - STP MODULATING AIR COMPUTER SYSTEM
. FOR 1966-1970 CLASS D VEHICLES (251-300 CID)
EXHAUST EMISSIONS
GRAMS . PER MILS
DESCRIPTION H£ CO NOx
1) 1966 Chevrolet - 283 CID 2
with air injection
28,742 miles - Lie. No.' SZT224
Lie. No.
Baseline "3.46 43.87 3.85
Device Equipped 2.58 28.67 2.35
% Reduction 25.4 34.6 39.0
2) 1968 Ford - 289_CID 2_bbl
miles - Lie. NO. UTL033 . 4^
Baseline ^-^ L 2 15
Device Equipped 2^3 35^1
% Reduction 35.3 /-}.?
3) 1968 AMC - 290 CID 2 bbl
. ' -10,194 miles - Lie. No. SSlArJJ 8 ^68
Baseline . J-= 3- 3>03
Device Equipped 2^ ^^ -^
^ .- % Reduction 38. /
4) '1967 AMC - 290 CID 2 bbl .
} Ii%95 miles - Lie. No. TYKL08 8 5_64
- - Baseline ^-'* 6Q 3_23
Device Equipped 1^85 j/-o^ ^_
% Reduction 51.2 ^-^
Average % reduction for all four
Class D vehicles
-------
40
Table 4
SUMMARY OF RESULTS
1972 HOT START CVS PROCEDURE
. STP MODULATING AIR COMPUTER SYSTEM
Q FOR 1966-1970 CLASS E VEHICLES (301-375 CID)
EXHAUST EMISSIONS
GRAMS PER MILE
DESCRIPTION . . HC CO NOx
1)' 1969 Plymouth - 318 CID
13,513 miles - Lie. No. 293KXJ
Baseline 4.16 81.76 6.19
Device Equipped 2.55 62.62 2.86
% Reduction- 38.7 23.4 53.8
2) 1967 Chevrolet - 327 CID 4 bbl
with air injection
58,844 miles - Lie. No. UVS337
" Baseline 2.99 63.76 3.94
Device Equipped 1.25 42.14 2.43
% Reduction .58.2 33.9 33.3
.3) 1970 Chevrolet - 350 CID
77,125 miles - Lie. No. 19783H
. ' Baseline. 3.65 70.21 4.94
Device Equipped 2.15 49.22 2.21
% Reduction" .41.1 27.2 55.3
' .'.
4) 1969 Ford - 351 CID
71,154 miles - Lie. No. ZNN950 .~"
' Baseline 2.59 23.02 6.31
. Device Equipped 1.89 24.36 2.76
% Reduction" 27.0 " -5.8 56.2
Average % Reduction for all four
Class E vehicles ' 41^2 19..7 5(K9
16.
-------
APPENDIX A
o
Table 5
SUMMARY OF RESULTS
1972 HOT START CVS PROCEDURE
STP MODULATING AIR COMPUTER SYSTEM
FOR 1966-1970 CLASS F VEHICLES' (OVER 375 CID)
1)
2)
3)
4)
DESCRIPTION
, ,
1968 Dodge - 383 CID 4 bbl
76,147 miles - Lie. No: XXC267
Baseline
'Device Equipped
% Reduction
1968 Buick - 440 CID 4 bbl
84,506 miles - Lie. No. VHZ437
Baseline
Device' Equipped
% Reduction
1968 Lincoln
65,039 miles
460. CID 4 bbl
Lie. No. XDC652
Baseline
Device Equipped
% Reduction
1968 Cadillac -.472 CID 4 bbl
81,089 miles -'Lie. No. WYG827
Baseline
Device Equipped
% Reduction
EXHAUST EMISSIONS
GRAMS PER MILE
HC CO NOx
8.33 94.85 2.21
6.51 95.90 1.15
21.8 -1.1 48.0
4.24
2.71
36.1
2.46
1.38
43.9
1.94
0.88
54.6
46.31
16.24
21.50
19.47
6.86
4.01
64.9 41.5
6.54
3.07
9.4 53.0
18.69 7.11
13.20 3.92
29.4 44.9
Average % reduction
Class F vehicles
all four
44.1 25.8 46.8
17.
-------
42
is--.
C
Table 6
SUMMARY OF RESULTS
EXHAUST EMISSIONS UNDER CONDITIONS OF
STEADY STATE OPERATION AT 55 MPH ROAD LOAD
.STP MODULATING AIR COMPUTER SYSTEM
APPENDIX A
CLASS B VEHICLES {141-200 CID}
BASELINE
DEVICE EQUIPPED
VEHICLE AMD DATA
RECORDING CONDITION
HC
ppm
CO
%
NOx HC .
ppm. ppm
CO
%
1968 Ford - '200 CID
Lie. No. VUS681
2 Minute Cone.
3 Minute Cone.
Equilibrium Cone.
133 0.17 4865 123
3.32 0.17 4960 128
132 0.17 5095 136
NOx
0.16 1360
0.13 1600
0.13 2905
1970 Maverick - 200 CID
Lie. No. 252AKT '
2 Minute Cone.
3 Minute Cone.
Equilibrium Cone.
169 0.17 3945
167 0.18 4055
167 0.20 4105
72 0.19 1835
89 0.19 2280
114-0.19 2675
s~
1970 Ford - 200 CID
Lie. No. ZNU251
2 Minute Cone.
3 Minute Cone.
Equilibrium Cone.
134 0.19 3015 29
131 0.19 3095 30
127 0.19 3095 98
0.16 597
0.15 568
0.19 2595
1966 Dodge - 170 CID
Lie. No. ZVD868
2 Minute Cone.
3 Minute Cone.
Equilibrium Cone.
150 0.79
155 0.81
154 0.83
3210 58 0.25 1435
3210. 58 0.26 1435
3275 81 0.25 2360
-------
"APPEND IX "A"
Table 7
SUMMARY OF RESULTS
EXHAUST EMISSIONS UNDER CONDITIONS 0?
STEADY STATE OPERATION AT 55 M?K ROAD LOAD
.: :STP MODULATING AIR COMPUTER SYSTEM
CLASS C VEHICLES (201-250 CID)
BASELINE
DEVICE EQUIPPED
VEHICLE AND DATA "
RECORDING CONDITION
HC
»CO
c
t>
NOx HC
ppm
CO
NOx
1968' Chevrolet - 250 CID
Lie. No. WFU063
2 Minute Cone.
3 Minute Cone.
Equilibrium Cone.
90
108
124
0.20
0.21
C.24
1905
2080
2215
56
57
61
0.24 1590
0.25 1585
0.39 1582
1970 Ford - 240 CID
Lie. No. Y46981
- 2 Minute Cone.
3 Minute Cone.
Equilibrium Cone,
149
147
148
0.15
0.15
0.15
4390.
4390
4470
19
23
98
0.17 746
0.19 968
0.21 3200
1968 AMC - 232 CID
Lie. No. XHW7.65-
2 Minute Cone.
3 Minute Cone.
Equilibrium Cone,
204 0.79 2730 88 0.53 1290
211 0.81. 2695 1.18 0.33 1958
225 0.86 2695 132 0.32 2058
1970 Ford - 250 CID
Lie. No. 190.0.IK
2. Minute Cone.
3 Minute Cone.
Equilibrium Cone.
164 0.80 2425 60
168 0.77 2485 , 56
171 0.82 2345 54
0.23 - 2035
0.23 2092
0.23 2125
-------
44
Table 8
SUflMARY OF RESULTS
EXHAUST EMISSIONS UNDER CONDITIONS Or'
STEADY STATE OPERATION AT 55 MPH KOAO LOAD
STP MODULATING AIR COMPUTE:* SYSTEM
CLASS D VEHICLES (251 - 300 CID)
APPEND IX .A
'BASELINE
DEVICE EQUIPPED
VEHICLE AND DATA
RECORDING CONDITION
HC
ppm
CO
%
NOx
ppm
HC
CO
%
NOx
1966. Chevrolet - 283 CID
With Air Injection
Lie. No. 5ZT224
2 Minute Cone.
. 3 Minute Cone.
Equilibrium Cone.
28 0.38 602 24 0.34 682
32 0.42 598 26 0.37 748
45 0.58 -1245 . 33 0.44 972
1968 Ford - 289 CID
Lie. No.. UTL083
2 Minute Cone.
3. Minute Cone.
Equilibrium Cone.
0.21 2750
0.21 2750
0.23 2665
0.18 888
0.20 1152
0.21 2080
1968 AMC - 290 CID
Lie. No. 881AKU
2 Minute Cone.
3 Minute Cone.
Equilibrium Cone,
266
266
270
1.60
1.60
1.63
2555
2515
2432
146
156
165
0.87 1162
0.93 1268
0.86 2305
1967 AMC - 290 CID
Lie. No. TYK108
2 Minute Cone.
3 Minute Cone.
Equilibrium Cone
183 1.50
183 1.50
183 1.50
1977* 83 0.90 1013
1977 94 1.01 1162
1977 10'4 1.13 1423
20.
-------
45
Table 9
SUMMARY 0? RESULTS
EXHAUST EMISSIONS UNDER CONDITIONS OF
STEADY STATE OPERATION AT 5!i MPH ROAD LOAD
STP MODULATING AIR COMPUTER SYSTEM
CLASS E VEHICLES (301-375 CID)
BASELINE DEVICE EQUIPPED
VEHICLE AND DATA'
RECORDING CONDITION
HC 'CO r,0:<_ KC CO
- pprci % oom ppni . %
NOx
ppm
1969 Plymouth - 318 CID
Lie. No. 293KXJ
2 Minute Cone.
3 Minute Cone.
Equilibrium Cone.
177 0.48 1629
181 0.61 1580
186 0.67 1745
58 0.30 720
55 0.26 710
156 0.43 1534
1967 Chevrolet- - 327 CID
Lie. No. UVS337
2 Minute Cone.
3 Minute Cone.
Equilibrium Cone.
149 1.27
127 1.29
116 1.33
1869 31 0.58 747
1819 45 0.58 914
1740 90 0.50 1486
1970 Chevrolet - 350 CID
Lie. No. 19783H
2 Minute Cone.
3 Minute Cone.
Equilibrium Cone.
103 0.28 3689 73
102 0.29 3642 88
120, 0.31 3689 114
0.23 ' 976
0.17 1082
0.17 3443
1969 Ford - 351 CID
Lie. No..ZNN950
2 Minute Cone.
3 Minute Cone.
Equilibrium Cone.
136 0.24 2786 65
132 0.24 2759 " 66
135 0.25 2906 89
0.21 1131
0.19 1386
0.22 2187
-------
46
Table 10
SUMMARY OF RESULTS
EXHAUST EMISSIONS UNDER CONDITIONS OP
STEADY STATE OPERATION AT 55 MPH ROAD LOAD
STP MODULATING AIR COMPUTER SYSTEM
CLASS F VEHICLES (Over 375 CID)
APPEUDU A
BASELINE
VEHICLE AND DATA
RECORDING CONDITION
1968 Dodge - 383 CID
Lie. No. XXC267
2 Minute Cone.
3 Minute Cor.c.
Equilibrium Cone.
1968 Buick - 440 CID
Lie. No. VHZ437
- 2 Minute Cone .
3 Minute Cone.
Equilibrium Cone.
HC
. .ppm
. 454
452
475
139
139
139
'CO
%
1.60
1.-66
1.68
0.22
0.22
0.24
NOx
ppm
760
755
767
3062
3062
3062
DEVICE EQUIPPED
HC
ppm
325
345
424
48
48
93
. CO
%
1.56
1.59
1.73
0.15
0.15
0.21
NOx
ppm
365
370
734
929
955
2610
1968 Lincoln - 460 CID
Lie. No. XDC652
2 Minute Cone.
3 Minute Cone.
Equilibrium Cone.
154 0.82 2677 63 0.71 729
154 0.90' 2677 70 O.SO 736
168 1.19 2656 143 0.71 2063
1968 Cadillac - 472 CID
Lie. No. WYG827
2 Minute Cone.
3 Minute Cone.
Equilibrium Cone.
67 0.28 2125 16
67 0.31 2030" 18
67 0.31 2030 35
0.11 834
0.12 915
0.20 1705
-------
: 47
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re Attachment C
State of California
AIR RESOURCES BOARD
No.: 75-5-6
Date: March 17, 1975
ITEM: . Supplement to Consideration of STP Corporation's
Application for Accreditation of its "Air Computer"
as an Exhaust Emission Control Device for 1955-65
Model-Year Class (b-f) Vehicles. ^.
RECOMMENDATION: Adopt Resolution 75-11. . . _ -.
SUMMARY: STP Corporation has submitted an application for accredita-
tion of its "Air Comput2r" system for 1955-65 model-year
vehicles. STP Corporation requested that the application
be evaluated based on similarity to certain accredited
devices. At its February 19, 1975 meeting, the Board
deferred consideration of the application and directed
the staff to provide additional information to support
the staff recommendation for accreditation.
The "Air Computer" system is designed to delay the full
application of engine vacuum to the distributor for two-
tothree minutes and provides two CFM maximum air bleed
at moderate cruise speeds. During the driving cycle of
the accreditation emission test procedures, cold-start
7-mode, the system operates similar to vacuum spark
advance disconnect (VSAD) with an air bleed occurring
during the 30 mph cruise mode. The applicant maintains
that the "Air Computer" system will produce emissions
similar to that of the accredited VSAD-type devices,
AQP's "Kar Kit" and General Motors' devices, and has
submitted data to support its claim.
The staff has used emission reductions measured using
the accreditation emission test procedures as one of the
criteria for demonstrating device similarity. It is
the staff contention that data submitted by the applicant
and the ARE tir.iission tests indicate that the criteria has
been satisfied. Discussion concerning non-similarity of
the STP system relate to the effects of the air bleed on
emissions. The staff maintains that the magnitude of
this effect v/hen evaluated with respect to the 7-mode
test procedures is not sufficient for a finding of
non-similarity.
Based on th.i evaluation presented in this report, the
staff recorr^r.ded accreditation of the STP system at
the February 19 Board meeting. As directed by the
Board at tn ri: meeting, the staff acceptance of similarity
has been discussed with a Board member. This report is
submitted to assist the Board in its consideration of the
STP application.
06:
-------
56
Proposed
State of California
AIR RESOURCES BOARD
Resolution 75-11
March 17, 1975 '
WHEREAS, STP Corporation has applied for accreditation of the exhaust
emission control system described in the staff report dated February 19,
1975 for 1955 through 1965 model-year light-duty used vehicles of engine
size classifications b, c, d, e, and f;
WHEREAS, the Board has amended its regulations on March 13, 1974 to allow
similarity between a proposed device and a previously accredited device to
become a part of its consideration of an application for accreditation of
a used motor vehicle exhaust emission control device;
WHEREAS, STP Corporation, has demonstrated to the satisfaction of the
Executive Officer the similarity between the proposed 1955-65 Air Computer
device and the previously accredited 1955-1965 Air Quality Products, Inc.,
Kar Kit device; and _.__
WHEREAS, STP Corporation, has presented information in its application
which demonstrates that the proposed device meets all other legislative
and regulatory requirements contained in the Health and Safety Code and in
Title 13 of the California Administrative Code;
NOW. THEREFORE. BE IT RESOLVED, that the 1955-65 model-year Air Computer
exhaust emission control system submitted by STP Corporation, is hereby
accredited pursuant to the provisions of Chapter 4, Part I, Division 26
of the Health and Safety Code for 1955 through 1965 model-year light-duty
vehicles of engine size classifications b, c, d, e, and f.
086
-------
State of California
AIR RESOURCES BOARD
March 17, 1975
Staff Report
75-5-6
i
Supplement to Consideration of STP Corporation's Application for
Accreditation of its "Air Computer" as an Exhaust Emission
Control Device for 1955-65 Model-Year Vehicles
I. Introduction
-: At its February 19, 1975 meeting, the Board deferred consideration
of the STP Corporation's application for accreditation of its "Air
Computer" system for 1955-65 model-year vehicles. STP Corporation
has requested that its application be evaluated on the basis
of similarity to two previously accredited devices, A1r Quality
Products' "Kar Kit" and General Motors Corporation's device. At
the February meeting, the Board directed the staff to provide
additional information to support the staff recommendation for
accreditation of the STP system and discuss the staff evaluation
with a Board member.
The concept of accreditation by similarity was created with the
Board's adoption of Resolution 74-10 on March 13,. 1974. Resolution
74-10 amended Section 2003 (Exhaust Emission Standards and Test
Procedures - Used 1955-65 Light-Duty Vehicles) of Title 13,
California Administrative Code and the "California Exhaust and
Fuel Evaporative Emission Standards and Test Procedures for Used
087
-------
58"
Supplement to Consideration of STP"Corporation's
Application for Accreditation of its Air Computer
as an Exhaust Emission Control Device for 1955-65
Model-Year Vehicles March 17, 1975
Motor Vehicles Under 6001 Pounds Gross Vehicle Weight" to
allow accreditation of a device if the applicant can demonstrate
similarity between its proposed device and a previously accredited
device. A copy of Resolution 74-10 is appended.
II. Description of Devices
The STP Corporation's "Air Computer" system consists of a two-
tothree minute spark delay valve and a vacuum modulated air
bleed valve. The spark delay valve prevents the application
of full vacuum to the distributor for two to three minutes. The
air bleed function occurs only during moderate load cruises. Leaning
of the engine idle air/fuel ratio and adjustment of idle speed -are
also required with device installation.
On vehicles with a ported vacuum source the air bleed valve receives
Its control signals from the ported and intake manifold vacuum
sources. A maximum air flow rate of approximately two CFM occurs
when the ported and manifold vacuums are equal to 15-16 inches of
mercury.
For non-ported vehicles, a porting valve is added to the system.
During certain modes of vehicle operation, vacuum is transmitted
by the porting valve as a function of the difference in vacuum
2.
-------
59
Supplement to Consideration of STP Corporation's
Application for Accreditation of its Air Computer
as an Exhaust Emission Control Device for 1955-65
Model-Year Vehicles March 17, 1975
between a plenum chamber below the carburetor and Intake manifold.
The vacuum differential required to actuate the valve is slightly
less than one inch Hg. It is only when this vacuum differential
exists that a vacuum signal is seen at the spark delay and air
bleed valves.
The A1r Quality Products and General Motors devices use vacuum
spark advance disconnect (VSAD), idle speed adjustment and leaning
of the Idle mixture for emission control. Additional features of
each of these devices are overheating protection provided with
the General Motors' device by a thermal override of the VSAD and a
.speed warning decal included with the "Kar Kit" device.
.-«?
III. Evaluation of Similarity Claim
One of the criteria the staff has adopted to evaluate device
similarity claims is to require demonstration of similar emission
reductions when measured during cold-start 7-mode tests. It is
required that proposed devices usimj essentially the same
operating principles as the accredited device reduce emissions
to at least the levels obtained with the accredited device. Other
factors, such as driveabllity and potential adverse effects, are
also considered.
3.
/
089
-------
60-
Supplement to Consideration of STP Corporation's
Application for Accreditation of its Air Computer
as an Exhaust Emission Control Device for 1955-65 .
Model-Year Vehicles March 17, 1975
To demonstrate similarity of the "Air Computer" system to the
"Kar Kit" device, STP Corporation submitted baseline and system
i
cold-start 7-mode test data. The test; fleet consisted of one
vehicle each in engine size classes (b) through (f). The fleet
averages are shown below:
Cold-Start 7-Mcde Test
(concentrations)
Test HC (ppm) CO (%) NOx (ppm)
Avg. Baseline 774 2.65 960
Avg. Kar Kit 626 2.68 642
Avg. STP System ..._ _._523 2.05 . 627
Individual vehicle emission data indicate that one vehicle (1963
Rambler) probably had a gross malfunction.' Elimination of this vehicle
from the fleet results in average fleet emissions of:
Cold-Start 7-Mode Test
(concentrations)
Test HC (ppm) CO (%) NOx (ppm)
Avg. Baseline 512 2.29 1036
Avg. Kar Kit 389 2.44 659
Avg.-STP System 307 1.84 662
4.
030
-------
61
Supplement to Consideration of STP Corporation's
Application for Accreditation of its Air Computer
as an Exhaust Emission Control Device for 1955-65
Model-Year Vehicles March 17, 1971
Hot-start 7-mode confirmatory tests were performed at the ARB
Laboratory using an engine size class (b) vehicle. The following
are the results of these tests: '
Hot-Start 7-Mode Test
(concentrations)
Test HC (ppm) CO (%) NOx (ppm)
Avg. Baseline 410 0.69 665
Avg. Kar Kit 365 1.30 554
Avg. STP System 327 ' K86 470
The specific test results for each vehicle are shown in Table I.
The accreditation test procedure 6!stablished to determine compliance
with the emission standards for 1955-65 model-year vehicles is the
* . 4
cold-start 7-mode test. The vehicle is soaked at ambient tempera-
tures for a minimum of 12 hours prior to emission testing to
satisfy the cold-start requirement. During the tests, emission
concentrations are measured while the vehicle is being driven
through a series of idle, acceleration, cruise and deceleration
modes.
In its evaluation of tha STP system relative to its being similar
to other accredited devices, the staff compared the operation of
the AQP, GM a,nd STP devices during the 7-mode test driving cycle.
The idle air/fuel ratio leaning effects and the idle speed
5.
-------
62
Supple~:-t to Consideration of STP Corporation's
Application for Accreditation of its Air Computer
as an Exhaust Emission Control Device for 1955-65
Model-lTear Vehicles March 17, 1975
adjustment of the three devices would be similar during.the test.
>
The comparative effects of the VSAD used by AQP and GM and the
two-to-three minute spark delay valve usnd by STP are practically
Identical because of the limited time (25 seconds maximum) in
any of the driving modes in the cycle. The staff also considered
the changes in air/fuel ratio resulting from the two CFM air bleed.
The air bleed will have maximum effects v/hon operating at the
minimum cruise speed and when Installed on a vehicle with a small
engine. During the 7-mode tests of a non-ported vehicle conducted
at the ARB Laboratory, the vacuum signal to the spark delay and.
air bleed valves was monitored. It was determined from these
tests that the air bleed was In operation only during the 30 mph
cruise mode of the driving cycle. Previous tests of ported vehicles
with the "Air Computer" system show that the maximum bleed also
occurs at approximately 30 mph.
Listed below are calculated changes in air/fuel ratio of the various
engine size classes during a 30 mph cruise resulting from a two
CFM air bleed. A 14:1 baseline air/fuel mixture is considered
typical for the 1955-65 model-year during cruise conditions.
6.
-------
63
Supplement to Consideration of STP Corporation's
Application for Accreditation of its Air Computer
as an Exhaust Emission Control Device for 1955-65
Model-Year Vehicles March 17, 1975
Nominal Total Change of A/F Due
Engine Displacement & Air Flqw @ To Air Bleed
Size Classification 30 mph Cruise Baseline With Air Bleed
(Over 140 through 200 CID) (b) 23 CFM 14.0 15.2
(Over 200 through 250 CID) (c) 30 14.0 14.9
(Over 250 through 300 CID) (d) 36 14.0 14.8
(Over 300 through 375 CID) (e) 45 14.0 14.6
(Over 375 CID) (f) 53 . . 14.0 14.5
The predominant effects of an air bleed on exhaust emissions of
vehicles with air/fuel ratios less than stoichiometric will be to
reduce CO and increase NOx. Figure 1 has been extracted from the
SAE paper No. 670482, "Influence of Engine Variables on Exhaust
Oxides of Nitrogen Concentrations from a Multi-Cylinder Engine"
by T. A. Huls and H. A. Nichol of Ford Motor Company. The curve
shows the effect of changes in the air/fuel ratio on concentration
of nitric oxide (NO) on a 1965 Ford 289 CID V-8 engine operating at
16 in. Hg. manifold vacuum. Referring to Figure 1, a change in the
air/fuel ratio from 14:1 to 15.2:1 would increase NO emission from
1710 ppm to 2030 ppm; an increase of 19 percent. This estimated
change in NO emissions due to the air bleed is considered high
since the cited data is obtained with the ignition timing set at 30° BTC.
The data obtained with a 20° retard of the timing due to VSAD would
generate a much flatter curve. Consequently the decreased rate of
7.
-------
64
Supplement to Consideration of STP Corporation's
Application for Accreditation of its Air Computer
as an Exhaust Emission Control Device for 1955-65
Model-Year Vehicles March 17, 1975
change in air/fuel ratio would result in a iruch less effect on
T
NO emissions. In addition, lighter vehicls loads or deterioration
of the engine condition would lower the absolute values of NO. The
actual NOx emission level is dependent upon the combined effect of
the air bleed and spark retard.
The advantages of the air bleed are to reduce CO emissions and a
possible improvement in fuel economy.
IV. Conclusions
The staff has considered the STP device according to the'engineering
evaluation presented above and at the February 19, 1975 meeting
:?.--£ 6v. u*-.^ v.
recommended accreditation. AE^tn-r-ftuaru^s- direction, the staff
/(..-. t>... .' --} >>-
hay further discussed, with Dr. Snwyerr^T±s>*ceep-tarnce of similarity
between the STP Corporation's "Air Computer" system and the previously
accredited General Motors and "Kar Kit" Devices.
8.
09-
-------
65
Table I
Composite Surr.rr.ary of Results
7-MODE, 7 CYCLE, COLD START EMISSION MEASUREMENTS
HC(PPM)
C0(%)
NOx(PPM)
1963 Rambler - 196 CID - 6 cyl. - Class B
Baseline
Kar Kit
STP System
k
Base' line
Kar Kit
STP System
Baseline
Kar Kit
STP System
'
Baseline
Kar Kit
STP System
Baseline
Kar Kit
STP System
. AVERAGE
Baseline
Kar Kit"
STP System
1823
1572
1391
1963 Chevrolet -
362..
349
- :>266
' .1964 Ford ~ 239
' 571
390
428
.1964 Dodge - 318
515
517-
228
1960 Cadillac --
599
. 300
. ' 304
4.06
3.66
2.90
660
575
490
230 CID - 6 cyl. - Class C
2:99
3.26
2.86 . '
CID - V-8 Class D
- 2.15
2.02 .
1.59
*
CID - v-8 - Class E
.. *
2.04
2.26-
0.62
390 CID - V-8 - Class
1.99 ' .. -
'-2.20 " - - .
2,30
468
434
491
1287
582
591
1550
990-
900
F
837
630
664
EMISSION TEST RESULTS (5 VEHICLES)
''"'''" '774
626
523
- .**.*
' 2.65
2.68 :
2.05
960
642
627
9.
035
-------
66
I
2SOO
-289
SPEED - .' . ;
MANIFOLD VACUUM
Sl'ARK TIMING ;."
.-. isoo RPM
16 IN. HG.
:" 30° BTUC -.'
12
13
; : is : i6
.AIR/i-UUL RATIO
17
-- -Fi£.:- j .Typical Effect of Air/Fuel Ratio on
Oxide Emission of J^lti-Cylindcr
"
i 10..
036
-------
67
APPENDIX
State of California
AIR RESOURCES BOARD
Resolution V4-l'(}
March 13, 1974
WHEREAS, Section 39175(c) of the Health and Safety Code requires the Air
Resources Board to adopt test procedures specifying the manner in v:hich
pollution control devices for used motor vehicles shall be accredited;
WHEREAS, the Air Resources Board finds it necessary to revise the "California
Exhaust and Fuel Evaporative Emission Standards and Test Procedures for Used
Motor Vehicles Under 6,001 Pounds Gross Vehicle Weight"; and
WHEREAS, a public hearing and other proceedings have been held in accordance
with the provisions of the Administrative Procedure Act (Government Code,
Title 2, Division 3, Part I, Chapter 4.5);
NOW, THEREFORE. BE IT RESOLVED,"That the Air Resources Board hereby amends
its regulations in Title 13, California Administrative Code, as follows:
Amend the last paragraph in Section 2003 (Exhaust Emission Standards
and Test Procedures - Used 1955-1965 Light-Duty Vehicles) to read:
The test procedures for determining compliance v/ith these standards
are set forth in "California Exhaust and Fuel Evaporative Emission
Standards and Test Procedures for Used Motor Vehicles Under 6,001
Pounds Gross Vehicle Height", adopted January 21, 1970, as amended
March 18, 1970 and March'13. 1974.
BE IT FURTHER RESOLVED, That the "California Exhaust and Fuel Evaporative
Emission Standards and Test Procedures for Used Motor Vehicles Under 6001
Pounds Gross Vehicle Weight", as amended March 13, 1974, is adopted.
11.
-------
V--T >'-,- n v68",-^Tr- TP Attachment D
.;.!.. LC Ul-viJ. ;». Ol^wJLj^, uiV.,
P.O. liOX
Ga!>: Vie-.-;, CA 93022
February 1^, 1980
Wanted: real gas-savers
[,-"r> . Peter ilutchins, The EPA told PS that it wants to encoL
Vpl r-rA-ipo-t- >.-^>-n7 = -r ' age the development of gas-savir.g d
_.frt .iOjet-L ...ar.a^-J. ... vices and is willing to test any offered f.
ZlfllSSlOn Control 'Jecnnology Division evaluation-after developers havo fi.
U.o. 2nviron.Tier.taI Protection Agency ' submitted their devices to an indepencii
ocrXc: m-.r^^^-i-io ~r*A lab for testing. On the basis of those tt
2563.Plyw.OUXh AOad __ ;. results, the EPA will decide whether
Ann Art or, ;-.lCn. -'-OlO^ . . test the devices itself. It costs about S30C
per car to fully test the gas-saving devio
' in a private lab, the EPA claims. Oevelo
ers can get more information by writing
Director, Emission Control Technolo
Division, U.S. Environmental Protectic
Agency, 2565 Plymouth Rd.. Ann Arbc
..... Mich. 48105.
Dear V.r. Kutcnins: . ...,.-...
I ara submitting tv.ro Air Computers to be tested, as gas savers
per article in riarch 19SO Ponu 1 ar oc JUBCa. pp. 117-119 and 152.
I have enclosed test data for the :--;oduls.tin?. .^ir Lleed (Air
Computer) which is csrtified as a retrofit. I.Cx control device for
the State of Galircrnia. It is the only device certified for all
model years froa 1955 to 1970 and is also used ac an s.~:ioiiior.s
control .and fuel savings device in bv/eden and Canada.
The test data submitted demonstrates ?. 6% reduction.in fuel
consumption although it must be noted that all but Denver, Colorado
Test I-.o. 3 send ocott research Labs Test ;io. 7 were tests utilizing
the distributor Vacuun Delay Valve (6o-second delay;. Deleting
the Vacuun Jelay Valve will greatly increase mileage as noted in
EPA rest I,o. 6. Utilizing the .vir Gorr.puter with a 60-seqond
distributor Vacuum Delay Valve on the 1963 Chevrolet tested
produced a fuel savings of 1^; replacing the distributor Vacuua
Delay Valve v/ith a 20-second ^elay Va.ive produced a fuel savings
of -}$.. i-he car v:as not tested without a Vacuurr. Jelay Valve as
we were testing for errdssions. icott Research Lab i'est uo. 7
was conducted at 55 i;-?H and the Vacuum. Lelay Valve '.vas deleted;
average fuel savings of the five vehiclc-s tested v-as 6f«> v.lth tv/o
vehicles i-hov.'in^ better than £% fuel savings, i't mi.vht also be .
mentioned that the tests conducted by i'ellov; Jab Joifipany v;ere to
v&rify th:it the .,ir Jo.-putor fi'Jx retrofit device utiliiin^; a. 60-.
second distributor Vacuum Delay Valve wouldn't increase fuel
consumption as all other California fiGx retrofit devices utilizing
a 6c-s?conci distributor Vacuum j-Iay Valvs hava a fuel panalty of
frcsi 5% "O £%. It has been demonstrated in Tests No. 3 and r\o. 7
that by utilising the .-.ir Joiuputer and deleting ti:a Vacuum jela'y
Valve, a reduction in fuel consumption will result.
» ]
VJe aren't clairain^ any fantastic fuel savings .with .the
Modulating Air bleed (Air Computer) but feel an overall savings
of from eft to S.% is si^Tiificaiva for z, device costixi.. the cor.ou:ner
less than -.>2.0.
-------
69
February 1^. 19&0
Page 1'wo
The devices I am sending you are modified to reduce fuel
consumption and are r.ot intended to reduce emissions, although
CO and KG should have significant reductions. I have enclosed
tv;o Air Computers or. e for engines frpm 75 CID up to 230 C1D;
and one for engines from 230 OlD'up to 4-50 CIJ.
Please send all data compiled and results to:
Mil ford Pi. 3cott, Jr.
P.O. .box 606
Oak View, CA 93022
I hold the patents on the device ana am trying to determine
its marketability as a fuel savings device.
ihank you,
Incls
-------
ENGINES WITH
PCV SYSTEMS
70
.'. ;:..Attachment 'E~-vVv':~.
TYPICAL INSTALLATION
ENGINES WITHOUT
PCV SYSTEMS,
PART
NO. 534-37
5^=1)
INSTALLS EASILY IN LESS THAN 1O MINUTES!
' -;. ORANGE-
Assemble Air Computer1" kit parts.
as illustrated, before installing on engine.
@ Universal Tea (Y-Snaped}
(a) Hose-Connector, %" ID x 3" long.
© Air Computer Modulating Air Valve.
(5) Vacuum-Signal Hose-Connector 5/32" x
VA" long. . .
(E) Vacuum Delay Valve; install with
orange side toward Modulating Air Valve;
BLUE
STCP
Install completed assembly, as described in STEP 1. into PCV hose at a location which will
be convenient for balance of installation. Do not allow parts to interfere with movement of
carburetor linkage or to lie on hot exhaust manifold. Universal Tee (Y-Shaped) will fit
either %" or % " PCV lines. Clamps are supplied for both sizes; discard excess clamps.
STEP
Install small, clear plastic TEE © into ported vacuum line leading from carburetor to
distributor. Connect side-lag of TEE to blue side of hlue-and-orange Vacuum Delay
Valve with supplied 5/32" x 30" vacuum hose (5) cut to length. CONNECT <§) 10
-------
71
SUMMARY OF MILEAGE PERFORMANCE TESTS
Attachment F
SCOTT RESEARCH LABS, INC.
Nine (9)' vehicles tested
Eight (8) vehicles sh~owed mileage improvement
(4.8%) (. 6%) (7 .1%) (2. 4%) (7 . 8%) (9.4%) (4.4%)' ( 3 .3%)
One (1) vehicle showed less mileage performance
(-4.7%) .
Average for 9 vehicles
OLSEN ENGINEERING, INC.
5 vehicles tested
All 5 vehicles showed mileage improvement
(5.2%) "(4.4%) (5.4%) (10.7%) (7. '
Average for 5 vehicles
AUTOMOTIVE TESTING LABS DENVER, COLORADO
One (1) vehicle tested
9% mileage improvement
NEW YORK AIR RESOURCES LAB
One (1) vehicle tested
3.1% mileage improvement
SCOTT RESEARCH LAB
Average for 1 vehicle
(+3.9%)
(+6.5%)
(+9%)
Average for 1 vehicle (+3.1%)
Five (5) vehicles tested
All 5 vehicles showed mileage improvement
(3.2%) (1.5%) (4%) (21.4%) (42.6%)
Average for 5 vehicles (+14.54%)
ENVIRONMENTAL PROTECTION AGENCY
Three (3) vehicles tested
Two (2) vehicles showed mileage improvement
(1.0%) (6%)
One (1) vehicle showed less mileage performance
(-1.0%)
Average for 3 vehicles (+2%)
SCOTT RESEARCH LABS
Five-(5) vehicles tested
All five (5) vehicles showed mileage improvement
(8.5%) (1.8%) (6.9%) (4.5%) (8.5%)
Average for 5 vehicles (+6.0%)"
-------
8. YELLOW CAB COMPANY LOS ANGELES, CALIFORNIA
72
Twelve (12) vehicles equipped with devices
Driven total of 378,000 miles (6 months)
No measurable change in fuel consumption ' '
Drivers reported no adverse driving characteristics
" .
'"'' _ " Average for 12 vehicles ( 0%) .
9. AUTOMOTIVE TESTING LABS AURORA, COLORADO
One (1) vehicle tested *..--.
5.Q% mileage improvement ' . " .-
Average for-"l vehicle (+5.8%)
* ; ; r~
i», *
1O. CHAMPION LABS SALEM, ILLINOIS _...'.. '
*
Ten (10) vehicles tested on federal C.V.S. cycle
Eight (8) showed mileage improvement " .
(6.0%) (4.4%) (4.0%) (3.1%) (2.5%) (.9%) (.8%) (.7%)
-Two (2). showed less mileage performance
(-.3%)- (-1.0%) - ' '
Average for 10 vehicles ' (+2.1%)
Five (5) vehicles tested at .steady state ....-/"
**
at 30 mph Three (3) showed mileage improvement
(1.7%). -Ul.^3%) -(19.9%) =;--
Two-r-(2) showed, less mileage-improvement-r
(-4.9%)' (-.6%)-::-- - -
at 55 mph. - All showed mileage improvement1'- (+14.64%)
(3.3%) (1.5%) (4.1%) '(21.4%) (42.9%)
at 60 mph; All showed mileage improvement - (-6:'O%) -
(8.6%) (1.9%) (6.9%) (4.5%) (8.5%)
Fifty Seven (57) Vehicles Tested
Average increase in MPG = +6.O7%
-------
SRL 2211-01 .1273 ." '
Attachment
'._""". . - ~ -T-*"-.--1-'r.r 'j' '"'. v u r/- '"i\:'i ' -"" - :~~"~
--: '. ; *"<.- . ' . - " .--»v t-'-':-:-V.' "V" ,'~' ' " ' . . ..
C
Steady State Exhaust Emissions
and Fuel Consumption Evaluation,
of an STP Modulating Air Bleed
For
STP Corporation -: /:'.-... ."-.. -:-" ' >;
929 Olympic Boulevard '" :;Mrj' *' Lt
* Santa Monica; California. 90404 - -. j.
December 18, 1973
By " :'...'-. ./.'-
^ -..»."*
SCOTT RESEARCH LABORATORIES, INC.
2600 Cajon Boulevard
San Bernardino, California 92A11
-------
1.0 INTRODUCTION . .' '_-.' _ : -.-':
Scott Research Laboratories recently conducted a test program
to evaluate the effects on steady state exhaust e.missions and fuel con-/, v'i
sumption of an STP Modulating Air Bteedi The program was sponsored by /j
the STP Corporation of Santa Monica," California;" '~~ . - ''.~.:Ti"."'.-V
2.0 TEST VEHICLE DESCRIPTION ' '. ""/.
''" " .' " r ' _
Nine vehicles were tested during this program. Eight of the
nine test vehicles were supplied by Scott based on general year, malce and
engine size requirements provided by the Sponsor. Vehicle 5 was supplied
by the Sponsor. Table 1 pres'ents a description of each test vehicle. All
vehicles excfcpt 3 and 8 were equipped with automatic transmissions. . " '
m . * ' '*. "'."»""
'-. . ' . 3.0 TEST PROCEDURE . " .- " " r? . ;- '-. "- ..-.
Scott personnel performed all testing and data reduction.' "A.;' ;""
representative of the'Sponsor performed all device installations. '. ;"-..-'.:':- ' f
3.1. SCOTT VEHICLE PREPARATION." . -' ' .'- . : -. ' . -.^y '-'''-,-
^r No vehicle preparation, was performed by. Scott. xm.--the test... -
' " " ' : - -. ."-';.:- "-.". ". ;'"-. .-
vehicles prior to testing. .-."... \ V-*-.r-."-...; ;-:..-. - . '
3.2 EMISSIONS TESTS'
A total of twenty emission tests were conducted during this
program. The tests conducted were steady-state idle and 55 mile per hour
cruises. At the request of the Sponsor only concentrated HC, CO and C0_ .- -
were measured during -the steady-state tests. Prior to each test the test
vehicle was preconditioned at 40 miles per hour for five minutes to stabilize
engine temperatures to approximately the same levels. Indolene 30 was I -"
'used as the test fuel for all tests and the chassis dynamometer was loaded
in accordance with the Federal Test Procedure for each test.
SCOTT RESEARCH LABORATORIES. INC
-------
Vehicle
Number___
1
2
3 _'_ *
4
5
«/
6
7 .
/
8
9
' ' . . ^
*
r "... .*
Make/ :' -
Mr>df»l
1 J V*J C. JL.
" Buick/ '
LeSabre
Buick/
Regal
^>
Chevrolet/
Pick-Up
Plymouth/
Barracuda
Cadillac
Dodge/
. Challenger
Cadillac.
Chevrolet/
Impala
Buick/ .
Riviera -
75
Table- 1
est Vehicle Description. . . :i '. ; .... !- . . .
Year
1963
1973
1964 .
1965
1974
1971
1964
1962
1973
License"
Number
KDD 302 ' '
693 HWW
. '
NZH 744
HDJ 970
HKR 939
298 CMH
. '
NHG 849
KDB 227
709 HDZ
.
Odometer
81,544 .
-. '' "
11,941
79,361
. 71,594
923
31,644
-
83,343
17,981
11,385
* -
. ' Engine/ :.';--
Carburetor^ .
"_."-, 401/2 bbl. .
f * \ ^
'.""'" "350/2 bbl.
- #"
283/4 bbl.
225/1- bbl.
'"
472/4 bbl. .
- - 383/2 bbl. .
.''
429/4 bbl.
' " 235/1 bbl.
- . '.
;_- 455/4 bbl.
- ~y '.-:' :''~'~-''-
SCOTT RESEARCH LABORATORIES. INC.
-------
. 76
3.2.1- Baseline Emission Tests
Each vehicle was baseline emission tested as described'In
? as received from
.2.2 Device Emission
Section 3.2 as received from Its ovmer/ -:'V -. :--";> -:'v"-T.--:4-};;'?-'rj.ri'- .-_." ."".' " _
- ' .* ^ i ' . ,' * ' ^.£> ~ .* Zji-r. * ' " - % . " S . * .
^ 9 ? n*»\Hr»f» Vmi cc-tnn Tp^t-Q."- . "' : :~'~~.~...;"_.:.:.: .;.... --
. .'._.'- After each baseline emission test^ the Sponsor Installed his..1:'. ' -_Vj.
device (STP Modulating Air Bleed) and adjusted 1:he device while monitoring ' '""""
the concentrated idle emissions. At the request: of the Sponsor vehicle 3 ; ".'
.". -
was retested. During device set up on the vehicle 3 retest and vehicle 6,
the Sponser adjusted the test vehicles carburetor. .' -~'' '' ''.?.'.''''''.'.:'*. . ..
. ' . . ";'"'.- : -
3.3 FUEL CONSUMPTION TESTS . '...'.-
During the 55 miles per hour steady-state cruise, fuel consumption" '
was measured. This was accomplished by measuring the time required for- the .'"
test vehicle to consume 200 mllllleters of test fuel. Duplicated readings ' - ''"
were taken and the'results averaged. " - s... ' - _ -.--. '';.-" -. . -
- ' " . 4.0 RESULTS ''-.' ' ^:/;; ' "'- . : "
Corrected steady-state emissions at Idle and 55. mI3.es per hour
and steady-state fuel consumption.at 55 miles per hour _are_presented In
..-.."'
Table 2. ' . ;- ::.;: ' :.":.- -'
SCOTT RESEARCH LABORATORIES. INC
-------
Table 2
77
Emissions Results _
Steady '';"'."
Steady State"-'-, j"^-
Corrected Emissions '_
'" ' .- "
Vehicle . ""'''_ '
NiinVh
-------
Table 2 (Continue^
Steady
Steady State
Corrected "Emissions
* \ " .' **
TT *l_ J ^ ' "'.* " * -
Vehicle .:: -
Number' Configuration '-""
6 - Baseline - Idle " . :; '.:":"
. *
Baseline. -.55 MPH ' ' ":
. . ' .
Device - Idle
- ', Device - 55 MPH
.
7 . Baseline - Idle
. . '. Baseline - 55 MPH
"'
'.' Device Idle
Device - 55 MPH"" ! ":
8 . Baseline Idle_ . j .
Baseline - 55 MPH '
.
Device - Idle .
' . Device - 55 MPH . - '
....--.
9 ' Baseline - Idle"'
. . , -. Baseline - 55 MPH '
.' ; .
. " Device Idle
Device - 55 MPH
btate i-ucj.
Consumption ;
(3 55 MPH H(
'
_- '. . " '
21.16
*
22.82
'" 15.90
. ' ...
" " .
17.40 ' 1
13.70
.
""""
- '-14,31 .
- . " .- - .
~"~' ' _ .'.,_
16.90.;' ':
,
17.47
:(ppta
366
_J \J W
122
413
" JLf
117
430
~T ~J\J
227
344
196
.959
412
849
. 395
194
J>~^ ~
131
195
137
1 co(%)
0.45.
' 0.53
0".28
. 0.-19
8.75
2.62
4.36
1.18
10.08
10.39
6.53
.-.._. 9.63
" 0.89
0.24
0.49
0.21
-_-v s *>r\
co2(%)
13.77 ';
14.05 '
" -13.91
.
' 14.26
9.59
12.84
11.85 .
-
13.65 :'..'
8.42
"8.84
:'10.27
-.
/"9.18 .
"13.78
14.16
14.03
14.15
SCOTT RESEARCH LABORATORIES. INC.
-------
X'
' . ' 79 '
. EXHAUST,.EMISSION Attachment H
v ' * * * "
AND FUEL CONSUMPTION'IffiASIJREMENTS ... \ '
.: '' -.;'-/ .-' :. -.;:"-. c,-' ~- . '. - - .":.. :"."
--.-. ... 1955 - 1965 MDDEL .'VEHICLES '-
FOR
S.TP Corporation
West Coast Operations
929 Olympic Boulevard
Santa "Monica, California 90404
July 2,.1974
':*':''' 'OLSON ENGINEERING, INC.
':- ' .421 E.-. Cerritos Avenue
Anaheim, California
1 -.' -.
-------
80
TEST VEHICLES AND VEHICLE PREPARATION .- -1 -..:'4-'C "' '''-"-'. '- '''."-*''!:'*
One representative test"vehicle in "each of five engine"
classes was selected for the comparisons. . They are as followsr
Class B -
140-200 CID
Class C -
200-250 CID
Class D
250-300 CID
Class. E. -
300-375 CID
Class F -
over 375 CID
1963 Rambler - 196 CID---6 cylinder-" ."
engine with standard transmission. ' -.".
1963 Chevrolet" -- 230 CID - 6 cylinder -
engine-with standard transmission. " .
1964 Ford - .289 CID - V-8 engine "' " ;:"
with 2 bhl carburetion and automatic *
transmission. ' --.
1962 Plymouth - 318. CID - V-8 engine ;-r
with 2 bbl carburetion and automatic ".
transmission.' :- - " . : :
1964 Cadillac - 429 CID - V-8 engine :
with 4 bbl- carburetion. and automatic
transmission^-. . ..-- -* ."-,".-
TEST - CONDITIONS AND TEST PROCEDURES .-"..- ;
All vehicle testing was accomplished by Olson Laboratories,
jnc_, in Anaheim, California. Test conditions and 7-mode test .
procedures were in exact accordance witih the required-written . ._
procedures of-the California Air Resources Board. Tvll cold-_
*-.-" " ..* .__' %.
start tests were preceded with indoors vehicle soalc (without
m *." . . '".-
engine startup) of at least 12 hours. All hot-start, '7mode
testing was preceded by vehicle warm-up on the dynamometer.
* *
followed by three 7mode cycles, recording data from the last
. * * *.*.**' ""
.two only. -' - . . . . "
-------
and~'co reduction measurements wa>s accomplished at 55 mph with \^,^:.
' the- chassis dynamometer set for level road, 55 mph loading. ' AllV,^
tests for a given vehicle were conducted under identical testing^ _ '
'conditions. Vehicles were operated on the. chassis dynamometer ^ ;. '
"'to temperature equilibrium; and then fuel consumption was, .
" gravimetrically measured for exactly 10 minutes 'of continuous, - '
steady-state., operation.' Carbon-monoxide measurements also'were
'made at this steady-state condition. .- ' -
.. RESULTS' ... ' ; -. " . -., " ; ' ' '~ > .-...'. ' ''' -
' "" . " .""" *"-."
' The results of this test programs are summarized in . J
Table 1 for all test vehicles. "- ' ' - ." ;' ;-..":'.
\J
-------
Table I
-. RESULTS '-':-. ''-..'
1963-RAMBLER - 196 C£D - 6 CYL -'CLASS B
~ . . , . ' »
7-Mode» Hot-»Start Emission Measurements (Avq. of 2 Cycles)
" ' , *i. ' * -
'' '' gij'ams per mile . :..'' '"
' . ' .:'' - J ''"
' ' . '.. HC'. i;v-,,. .00 :'.;! [ NOx"
Baseline "-..-. . 7;. 19 ' '67.97 2.30
STP System : . ; . 7.04 . ''.. 62^62 .-'^.1.56
"^v-'V.1 '-:
00
ro
Steady-State Measurements at 55 Mph - Road Load
Fuel Consumption, for
' '. .10,;Minutes
1 2s
i
. . 1239
STP.System'. '$";!;:.'/; '. : 1175
Baseline. '. ,.
:'--'''
. %' Improvement*
t, r ;
.'?v: 5.2-. '
'' '
..V.
V* Compared to baseline .data.
.CO'Concentration
Improvement* '? '
4.65.;
4.31 .
i>.
-------
, . Table I (Cont.) . . '
RESULTS ; '. . :
1963 CHEVROLET - 230 CID - 6.'CYL - CLASS C
.7-Mode Emission Measurements
~ '
Composite 7-Mode
Cold Start ; :.
Baseline .:'! ."
» ' '**'«"'.*
STP System ;/ ;';.
H£
10.05
7.40
grams per mile
* '
t t
' SO, ,' : 1 V; NOX
. ' 117.60. 2.55
113..09
1.78
Separate 7-Mode Hot Starts
.(Avq. of 2 Cycles)
_ i *« i
ui» ie* i s vi o
4^V4O k^«^*^««^*
STP System
8577.:v '117,60
V»i":: '' .
6.35V;V -111.14
'3,17
'
1-.54
Steady-State Measurements at 55-Mph ~ Road Load-
...... . > . . . .
Fuel'"' Consumption for .
Minutes.
CO .Cone en tr at ion *' '.:;»?'"
'....;.; '' tqmsi ' *,'. \»%_ Improvement*
Baseline ... ' .' ' 1004
.>.' .
'STP System :§ ' 960 '..^^4.4 ^- , V;N/-0.94
..'* Compared to baseline data.
I :
Y<> improvement*
,......;'./
'.''. .'"*'. '' ".:'. > ' "'
v1' :, 55.8'':V:?'::'.
:,.'. "- : ' '
-------
' I''
'!'( .
.''
' ; ; ''Table 1.(Cont.)
'- :; ' ,''" ''RESULTS' .
1964 FORD - 289 CID - V8 - Class D «'
'' _7-Mode'Cold Start Emission Measurements
' ' . ''';'.>. : .grams per mile-
Baseline '
System
,.;;.>.10. is
V _'.' . *
:'; .'' 8.01
, ' CO.;;-;:.; /. NOx
65.20 ?,:'.'' 4.30
* '" *
32.16 ". ' 2.38
Steady-State Measurements at 55 Mph ~ Road Load .'
. '. . '' '
' / Fuel Consumption for '
. . ! ' " 10 Minutes :
Co
..Baseline
% .
. * *
STP System '. :. .
' . '''. ' .
cfms ;'. '/* Improvement*
1412 '
' 1336 ' ^ -5.-
CO Concentration
^ , % Improvement*
0.90 ' / - . :
,0.3l' ' . '' 65.5 '''
* Compared to- baseline data.
-------
'"S-
''s'.'.';'".;' :'-v'''-. ; '' XTable 1 (Cont.)'
.--;' . ' .'.'. 'RESULTS . .''..!'.
1962 PLYMOUTH ~ 318' CID - V8 - CLASS E
:, ' .' 7-Mode Cold Start Emission Measurementg .',
^
. * . ' *''.
'.'*. ''..' . . ' '. grama per-mile
' :/'.'' ' ''/',''. '*'' ''!'
,' ;/;'. ': ' ' ''.. ' . '.. HC '' .' ' '
] >..,i>.> Baseline
P System
8.75. ... ; 104.09 ....
. " .
'' 6.25 58.89
r :..'-,; :^v-V'
NOx
3.70
2.61
' .
oo
' ' Steady-State Measurementg at 55 Mph ^ Road Load
. . . '
",.. , ' '.... Fuel Consumption for
'.'. ' '' ' ':. , 10 Minutes
';. . Baseline '
..'.!'';' ''STP System'. ' '
.11 ;
Concentration
qms . %
1380
1233
Improveme
' ~r
, 'r
^^ i t
,O-o 5^
nt* .- . % -
", 3; 30
,. .'' 2,79
Improvement*
15.4
* Compared to "baseline data,
-------
<'"' Table 1 (Concl.)
V" - ' '. ;'.;; >-.!. . ..; :'".-' / .-'. RESULTS ' :
: /.- .;';.'' ' 1964 CADILLAC - 429 CED - V8 - Class F '
' ' ', ' .V .-.'- . . . - ' ' .-..'!.'
.' -'; '.:.,-'» '' ' ' ' ' . ' '"''.
..','"- ''':'7"Mode' Hot Start Emission Measurements (Aver, -of 2 Cycles),
'.": .-.'.': V, .'''.. ' . .
''" "''.- ' . ....... ... grams per mile '.: .
',' ,.:>-. '',',- . '' ' HC ' co;\ '
Baseline '.
STP System'
.. 6.05
'''''..5.17
57.78
42.12.'
7,10
3.12
t
v.
' \ . .-
.'." ''!'. :
: K'S1-
:' 11 i. .
Steady-State Measurements at 55 Mph - Road Load
i' * ' .. '
: '..;';''. '; " ' Fuel'Con sumption for
. '''';';' ' '' ' . r .10. Minutes. . ''
i '« ' .
. - i ..'-.
' ' '' 1 .
Baseline
' 2276
" ''.'.:..'. -':'' STP System substituting 2116
".".';;;- '1972 Ford Pinto Delay :
'...' Valve for STP Delay Valve ''.
Improvement*.-1.^'
"
.7.0 Wv4:1'-'
'CO Concentration
'*/ Improvement*'
* . ' te* . '
' 51.1
00
* Compared to baseline data.
-------
* * ' . /"
.-.- -
8-7' . ' Attachment I ' '
TESTS PERFORMED BY - - '
"TESTING'LABOPATQRIES f 'DENVER. COLORADO
August 18, 19737""-. , -:.. .:, -. -., ;
1970-Chevrolet Nova, 230'C.r.D., 6-cylinder. '
Device: MODULATING AIR BLEED
' . " -. ' "KG - 'CO
- DATA SHEET ATTACHED ^
Baseline ' ."'- . 4;OL 41.61. - 16.91
Device" !" . 2.97- " 17.2(3 '17.07
^Reduction - ."" . -25.% ." ," -58.%.'. . +9.%
,
' ' ' "'.-'":'_.' -
-------
AUTOMOTIVE TESTING LABORATORIES, ~. ''. '.:.V -'".^t >,'-' i.-.V- -
r, Colorado . ." . ;..;. .'B8':-- "' 70CHEV BASELINE
1,1 o
X
-.'.-. 1975 ETA .
DYNAMOMETER --EM 1 SSI ON TEST-
-.-';: ;- ^ &;. . ; HCvv;;;.-.;-co,;
. ":- '--v-'-:- -;v;\- "- - Y':---^;*-- v-
PER.-'MILE ',:.'"- "\ V'"; -.
" " .
AMS IN CCLD TRANSIENT BAG
AMS IN CCLD STABILIZED BAG
AMS IN HOT TRANSIENT. BAG '12.2O 130-08
>> * #.**#'#***####*.**'#***'*.*.****.****.#"'* *. ! i"-":-/
FUEL CONSUMPTION 16-91 MILES' PER GALLON
DATE:.8/18/73
TEST NUMBER: CQ076 "".-.- "'
» ./'...
^&L^^.^ .
CAR
70CHEV
-7.30 o.
1975 EPA
DYNAMOMETER EMISSION TEST
: ' 041
Air Bleed)
AKS PEP. MILE -
"-""*"
AMS
AMS
* *
COLD TRA-x'SlENT 'BAG
IN COLD STABILIZED-BAG
IN HOT TRANSIENT BAG
CO 7 CC2 -
NOX
485.1 : 3-81 ""
f5ff--16 17.75-4 16-31" "f
' * . " - *
27-36 1997.0 12.42..;
67-34 - 1540.0 ' 16-03' .
FUEL CONSUMPTION 17.-07 MILES PER GA~LLON -* <7
AUTOMOTIVE TESTING LAPOP.ATOKI ES* INC»
1990OE. -CCLFAX-AVE*->AUnonA'^--COLORADO
-------
89
Attachment J
TESTS PERFORMED BY'
'NEW YORK 'AIR. RESOURCES LABORATORIES
December
, 1973
'1969 Pl^onou-th Van, 225 C.I.D., 6-cylinder -
Device: MODULATING AIR BLEED AND U-SECOND VACUUM DELAX VALVE
Baseline
Device
Reduction
HC
2.75
2.U2
-12
CO -
1*6.86 :
21.22
NOx
8.2
Mileage.
12-71
13-12
+ 3-1$
\
\
- DATA,- SHEET AEEACHED -
-------
FUEL
CONSUMPTION
PRGGRrlH . .
1972
I ,TER HC .
ENTER CO .
ENTER C02 [:.>.
HPG= '
FUEL
fiLE
EX SflMP
co
ENTER
ENTER
.ENTER HIR.-SHMP
1972 H
ENTER .
KH="
MI -CVS
.RBS
.HUM
-1.01439
ENTER
ENTER-
ENTER-
ENTER
ENTER
r.r.jrQQ .
MIX=.
ENTER
ENTER
ENTER
NGX
ENTER
ENTER
-C02
ENTER
ENTER
GN/HI
HC
CO
NOX
RIR
^
EX
RIR
n'MP"
2,
75627.
46.86193
9.94453
£.09.46502
ie
BHR b*R
INLET BEP
-NO OF REVS -
CYC CONST
PRESS BIFF. '
flVG TEMP
937.05812- >-.
ENTER-SCftLE
EHTER-.EX^SlflV"
ENTER filR SfiMP
CO " ._- ' - : ."
SCHLE
EX SftMP
filR SflMP
eMTER flBS HUM- '
t'LJ ..- v
1 > fl _
.'"- 9Q
1.U2467'
EN.I ER-. BHR PRESS
ENTER INLET BEP-
ENTER HO "OF- REVS
ENTER CYC CONST
ENTER.PRESS"BIFF
ENiER ftVG TEMP
V MIX=- -. .- . -.
HCv
':.'.:'-''V--.-RES_uLTSx'-- ..
" 'Baseline.' Device ;.-
;«C ~"-"2.76 "' '".-"'2.*42*.:-'-
* ." . *.»* ».**_
"..*" ** .'.-. »" .
" CO"'"' 46.86"" ': 21.23- >"
NOx ' 9.94"::'r'$Vl9:-:-
"'...--.. *"
FUEL *12.71-* 13.12** '
'*
12%"
->.r,_
55%
18%
ENTER
. ENTER
CO "
ENTER-
.'ENTER-
ENTER
'NOX .
ENTER
"EHTE&
C02 ..
ENTER
ENTER:
GM/11I
HC
co
-MOX
C02
EX SflMP
H1R SfiMP
" " '
SCHLE'
EX SRMP "
Hlft SHMP-
-
E>{ SflMP
AIR SHMP
. : . '-,.>
EX SflMP >
ft!-R". SfiMP-'
^Percent reduction
r*Miles Ver Gallon
. 21..22472-j-j^
8.19954-IK-?<
629."02822
flN
.- '.- "->>.
.. » "^ * - «
FUEL\:- :
.CONSUMPTION
PROG01
EPfl
ENTER HC"
ENTER CO
ENTER CO2"
MPG= "
I
FHFI
-------
,Final Report .
SRL 2186 01- 1073
Attachment- 1C* . - --. .-
- - : *-."
. ' - ;«-..' '-J ; ' »
Emission and Fuel-Consunptiorx
.Evaluation of a Prototype STP
Emission ControL System "-
for
STP Cbrp'oration"-:' "
929 Olympic Boule-.vard
Santa Monica,- California 90404 '
f
October 19, 1973
SCOTT RESEARCH LABORATORIES, INC.
2600 Cajon Boulevard
San Bernardino, California. .92411
.-
-------
92 '
"RESUCTS OF TESTS-PERFORMED BI
SCOTT RESEARCH LABORATQRjg'^.
San Bernardino, California
MODULATING AIR BLEED.
T_
.-2-
SRL 2186 01 1073
' Table 1
Vehicle Description '
Vehicle
\J» rn ti O T^
riULZjc? tzL
1,
2
3
A
. 5
Year
1968
.
1964 .
i
1968 ."
. 1965
" 1971 '
Make/
- Model"
Ford/
Fairlane
Ford/ ' '
.Galaxie
Plymouth/ ...
Fury II
Dodge/-
Dart
Chevrolet/
. Camaro
License
Number
122 FPC
OZG .018 . .
*
- :
WEM 531.
PHJ 166
288 CCT
Odometer
87 ",663 * -
," .101,832 :y.:
1 *""'' '
- 56,800
67,371
.
- 33,250
Engine/
Carburetor
302/2bbl ---
" -
.289/2bbl
-
383/Abbl
273/2bbl
w
.350/2bbl-
*
-
I!
-------
SRL 2186 0-1 1073.
93
""'." "*..' . Table 6 _ . '-..- -
" * * . ' " '
California Hot Starr 7-Mode Emission Results ; ';..
Vehicle
2
2 .
4
4
. Test Type
Baseline
. Device & Delay Valve .
Baseline
Device & Delay Valve
HC (pp
' 446
- 336
604
... 464
m) - CQ (%)
" - 0.88 '.""
»»
0.23
' 1.38
.; . 0.38-
NO (ppra) ',
1762
795- .
1782
1070.
1
'/P\ ' --^-"- ,. .-r>- r-r
rvr
-------
SRL 2186 01 1073
r
(
9.4
»
Table 8
Steady State Fuel Consumption Kesults. "
30 MPH
60 MPH
Vehicle"
Kuraber
. 1
1
" *<'
* 2.
2
i . . .
- 3 " * .
3
'.
- 4 .-"
4 -..
.
5
5
'
"'- ' Test '
Baseline
Device _
Baseline -
Device
.. . "
. i * . .
Baseline
Device
« .
Baseline
Device .
Baseline-
Device
- " . ' ..'
Type * * - '
Ford/
Fairlane
Ford/
Galaxie
_.
-
Plymouth/
.Tury II
"
Dodge/
Dart .!
Chevrolet/ *
Camaro
Time
"(sec.)]
167.8
159.9 .
180.5
183.5
.
116.5'
131.5
"' -
173.3
172.3
129.8
155.6
' - -
L" :'"MPG
. 26.28
"-.- 25-04
Time
' "Csec.)1 '
' uti 63.9
""'.7A 66.0 .
28.27-.,, a 66.0
28.74
-
- 18.24
^ 20.59
.
'27.14
_ 26.98
2033
24.37
T'-fr/' 67.0- '
.-*
"/*
r,?v9 *l-3 . -
^K'""43.0
* ..
.. 52 8 -
s\frf -* £ w
'.C?5A /-, T
" OH. A
_. qi 2 "
ȣ> (C*7 '-*-*
?m^4.4.5
"MPG .
20.01-
20.67
20.67"
20.98 "
1
. ''
12.94
13.47 "
-.. 1
16.54
i
J * * _j
1
Time to consume 200 milliliters of fuel
DEVICE fiDO^/cr/A/c- Aif\ Gtee-o 'AM(? DEWtf
':-. :I;--:
-------
, , viable 9 .'.
* Summary of Emission Results
-1972 Federal Hot Start CVS Test
.' 'Vehicles 1-5 .
Average Baseline
Average Device //o
.:% Change2 :
s
' ...y HC.
" 3.66
WUV6- 3,23
^iiT?
CO
NO
CO,
2-
.4.99 '.'-465.6
4.83 . - -.488.9
'Vehicle 2 and A
( ... Average Baseline . . ' 4.39
Average Device f/o oeutf VAWE* ' 3.67
Average Device and Delay Valve 3.27
7. Change2 '.' ' ,;. ^-2575
- . . i . . .
Corrected for* humidity and reported as N0?«
2 ' ' < '
% Change from Baseline*
''
DEVICE1
J
-------
Corrected Steady State Emissions
Table 9 (Continued)
Idle
. 30 Miles Per. Hour:
60 Miles Per Hour
£2
fO
}->
CO
CT>
Vehicles 1-5
HC
(ppm)
, NO
(ppm)
HC
(ppm)
CO
00
NO .
(ppn) | CO//!
HC
CO
NO
(ppn)
Average Baseline
Average Device
.% Change2
.30
M8
I" n
-40.0,
145
91
.91
-54,9,
2543-
2673
13.56
13.24
California Hot Start 7-Hode Test
.. ' ' ' Vehicles 2 & 4 ' '
''/, change from Baseline,
DEV\CS
He" (ppm) ' CO % ' ' : ' -'KO- (ppn)
Average Baseline*
Average Device and
Delay Valve
1 Change2
' 525 !
. ', 430
1.13
i i
* 1. "
0.31
1772
933 ',
I I
*
...
-------
97
Attac.hmen.t- L -
74-19 A\
EVALUATION OF THE STP
MODULATING AIR BLEED
December 1973
Environmental Protection Agency
Emission Control Technology Division
. Test"and Evaluation Branch
-------
9-8-
Background . -. : V
The Test and Evaluafciorr.Branch of the Emission Control
"Technology Division is responsible for the testing of " '
devices designed to reduce emissions from automobile
engines. The "modulating air bleed" manufactured by .-
the STP Corporation is one such device. EPA was "supplied
with three systems for evaluation. The vehicles used in
the evaluation included one uncontrolled car, and two
cars with a moderate degree :of emission control-
'.Device Description . ; "
The'device is essentially an air-bleed used in conjunction
with a delayed spark"advance. The air bleed is a modulating
type working off a ported vacuum source. The vacuum delay
valve.is installed in the vacuum line between the distributor
and carburetor.. " ...
. * .
The- system contains an adjustment to regulate the amount *. - "
of air bleed at idl'e. Under wide open throttle conditions . -
there is no bleed. . .
- . * .
For cars that do not have a ported vacuum source,'a valve
is installed in the vacuum advance hose and operated through
a mechanical linkage connected to the throttle linkage. The
air bleed and vacuum delay valve receive their vacuum
through this valvel. - .
.
The device was tested" on three vehicles,"a 1963 Chevrolet,
a 1970 Plymouth Valiant, and a 1971 Ford.--The-1963 Chevrolet
was -equipped-with-a'283 CID engine and"-a 3-speed manual
gearbox. The 1970 Valiant-was equipped with a 225 CID engine . -
and- a 3-speed automatic transmission. The 1971 Ford was
equipped with a 351 CID engine and a 3-speed automatic trans-
mission. . . ' "
Test Program ' " "
1 ' " * * " . «
All three cars were adjusted to manufacturer's specifications
prior to baseline testing. Two tests were run in the baseline
configuration. The devices were then installed on the cars
and two tests.were run on each vehicle. ^--v
All tests were run according to the 1975 Federal Test Procedure
(Federal Register, Vol. 37, No. 221, Part II, November 15, 1972}
-------
r
* \
Kesults_ - ." "" 99 . ' '*'"".""*"*
The 1963 Chevrolet was run in tv;o configurations. One con-
figuration used., nominal 20-second vacuum delay valve and
the other used a.nominal 6C-second vacuum delay valve. With
the 20-second ..vacuum, delayvalve there t-/as a 38% decrease in "
HC, a 42% decrease in CO, a 120% increase in NOx and a 4%:
increase in fuel economy over baseline testing. With the
60-second vacuum delay valve, the HC and CO decreases remained
about the same while' the NOx increased only 20%" and fuel" --*
economy increased IS over baseline. . .
. . ."-".
The 1970 Plymouth Valiant showed a 23% decrease in HC, a 66%
decrease .in CO, a 9% decrease in NOx and a 6% increase in fuel.
economy over "baseline. . . /' - .
The 1971 Ford showed ar 10% decrease in HC, a 46% decrease in
CO/*a-_3.5S decrease in-NOx and a. 3_%. decrease in fuel economy.:
* , * » ' *
Conclusions " .-". " "
The effectiveness of the device varie:> from car to car. -
Significant reductions in HC and CO concentrations .were
measured for all three vehicles-. Kox concentrations -were
reduced from two'of the', vehicles but.large increases
.occurred from the .1963 Chevrolet..
. » *.*»'
Changes-in fuel economy varied from -1% to +6%. The 1970 '<
Valiant showed a 6% increase and in one configuration the
1963 Chevrolet showed a 4% increase. The .1971 Ford was "
characterized by a 1% penalty in fuel economy.... **"_"
*
.The svstem was tested on three vehicle:vThe-1963 Chevrolet had
-a. three-speed manual gearbox. The 196-3 Chevrolet was a '"smoker7
producing a significant amount of blue exhaust smoke, which
could be the result of bad "rings or valve guides.
-------
ma
STP - 1963 Chevrolet
Mass emissions in
grams per mile
HC
CO
NOx
Fuel.
Economy m
Baseline
11.54
100.61
1.36
14.5 "mpg
Device Test
(20-sec. VDV)
% Change'.
Device T
-------
c
101
STP - 1971.Ford LTD.
Mass emissions,in <
." grams per mile
HC
CO
NOx
Fuel-
Economy .
Baseline
2.68
14.64
4 .-75"
12.7 mpg-"
Device Test
(avg. of 2)
2.40
7.85
3.11
12.6 mpg
% Change
-10% -
-46%
-35%
-1% -
-------
1975 MSPCP CONSTANT-VOLUME SAMPLER RESULTS
) f , =! .''.-.
Kf U.
CODE-" MODE
31 FORD
AXLE ' N/V
RATIO RATIO
.0.0 '. n.O
KKOUESTOR
IN1T, BRANCH DATS
1
t
'
HOWE
.0.0
1
VEHICLE
FPA-lhl
STWOKF.
b.o
1,0,
UuFACT
1 1 \J M W 1
C,H,
0,0 .
HOU,
YH
71-
TIMING.
OiO
DISPL,
3bl,0
'
,PPM
, . 0.
. »'-.
INKMTI
VElCiHT
..4500
i t' .
7, CO G
;U.O >
. i
CURB
NO.
.
''ACTUAL
PROCESSEOJ 1U15.06 NOV 30i \973
. t
' I
TEST TEST
WEIGHT . CYL, H.P, bYNO.H.P. C UTL THANS S.PAT. YEAR TYPE
FUtTL
INJ, S-HUT, *CAHH »iiiJLS CAKH MOOfL
ALW-
TF.B 11-2^-73 0
1 ':
0 8
IDLE/--
RPM HC
0. 0.0
EXHAUST SYSTEM
TYPES HAMh
0 U 0 0 0
U,7
I \ ' \ \
I
75
FACTURE DATA- -/ TIRES DRIVE SOURCE .
CO ' NOX ' EVAP SIZE RIM CYCLE CODE
0.0 0.0 0,0 5 15 .'
EVAP EGN CRANK FUEL FUEL'
SYS, TYPE CASE TYPE .TANK MAlNT ODOM GW
0 0 ' 0 ' 7 0' 3 1 -0
HIVniESTOH C'^MhiNTS I SIP ULVlCt; CHUCK TIMING ANO NPM
LA^ORftT'OHY COHMf.NTS I J !>TALL IN Hli 1 » LON) . n.u'ib
2 . 0,6 0,60
sm.i cu, FT.
HACMjKUUNO
H6MGL
0,2-
0,4
'j. U 0
0,39
D/FA.CTOR= 7,823 . ' -. ' ' .'
COHWECTEO ' ' ' MASS EMISSIONS '.'.''
CONCtlNIuATIONS C.MS .. GMS/Ml ' ' . P.PG1 »'»'/'.;'' '
. 272 * 2b^3.3n 711.25 . 11,7
110,40 PPU ' . 16,23 «*.S2
..i ! . . .
,7 SECONDS 0/FACTOM=12,031 ACT RPM» 1480,7 »PH RATIO(C/A)*0.9986
COHPtCTEO '<< , MASS EMISSIONS
CONCCHTUATIONS ' CMS ' GHS/Ml , MPG1
''fifr.Ob PPM : 7.30 1,B7 ' .
. llS.O.o p^n 19,70 . 5,04 . . ' . ; .
I'.ObS V ?.ti3v,7f . ' 726,2b 12.0 ' ' . '
..34,'b3 PPM '8,41 ' '2,15 ..".....:»'
o
KJ
EXHAUST SAHPLK
COUNTS ' 30BS..1 cu, FT. 1512,H stconos O/FACTOK=» 9.335 ACT RPM« 1479,9 RPH RATio(C/A)co.998i
CIM^t.CTEO ' . MASS EMISSIONS
* * . |^
HC-FID
CO
CO?
NOX CHEM
'EIGHTEO VALUES
GHAMS/M1LE
ROUNOfO GMS/MI
.
* 1 1 1> ^
2
2
1
3
*
.
PI-HH
(
it l-fTE«
1.1
0,5
' l.H
0.1
'
CO?'
6*0,65
; i
'iCOwC*
OiJu
.0.^7 '
0 i 0^0
0,1.0
1 ,
, NOX
3.23
3,2
i
CONCt'NTWATlONS
1 l«»3,2i> PPM '
104,33 PPM '
. 1.J62 %
106.91 PPM^
i
HE %
.0.0
t ,
GHS
V.74
10.62
2179,21
15, .47
*'.
,
, ..
.
GMS/MI ' HPG1 ' . ,
2,7i. . ;. .; :.*;'.;
2.96 . . ' ';,: '.' .
607.02 14.3 ' ' ';'.
. 4.31 . '* '. '.'.
75 FTP! 72-4 FTP1: '75-WEIGHTEDl FUEL-wEIGHTi
1 MPG . MPG ' ' '.. MPG MPG
12.5 " .11.8.'.'., .12.5 ...;." 0.0 '"
'*'','
1Z.7 , . .'''
\
-------
1975
'TEST * it.- nfi.7
MFG.- " ;.
COUF. MODEL . '
<»3 CHEVROLET
AXLF. N/V ' MANUFACTURE SPECS,
RATIO RATIO B , 3 7
1 ?. PO
n MILFS ?.
EXHAUS
RANGF. M£
3 31*
2 5^
1 ?^
2 ' S*
.
.
',
b
1
T
T
.
,
.
.
. U/FACTO^=. 9.637
KU ' ' "ASS EMISSIONS
CONC. CONCf-MT'-AriONS GMS GHS/Ml
i 1,1 '. '3,'.HI 6Uri,l«, PPM , ,«1.29 . b,72
2 0..1' 5,MS 237V.in HPM ' 2f»7.ld>- '6l.b5'
i i i b 0.:/ 'j J '' 'I.C.!
2 0,»t}?,
CUU'ITS 53*7,2 CU, FT.. 1375,0 StCOMS U/FACTOK = 1'«.723 ACT
LF. . HaCMjMlhJIil) SAii^Lt.' COtlHtl'.fED ,MASS EMISSIONS
CUNCi H&NOE HF.TEW . CUNC, CONCtNTn AT IONS I'.MS QMS/Ml
.1116.00 -2 I,1* b./U 300. n* PPX . i!6,3li ) ;6.7<»
21V.7V ' 5fr.2l
. o
' |. CO
MPGI
1479.1 RPM RATIOIC/A)=0.997S
, - HPGi; '.' " '
f. ' . ! '
1
?/,*»<
U,U'*2
n.'jo
. 507,7h
AH 3
3.-590 MILES- 12"*H2. COUNTS' 313*>,7 CU, FT,
" PANGE MF.TF.W COMC, . KAHiit >'ETF.H CU'lC.
HC-FIO 3 52.1 'ihH.U 'i 1,5 <*.5'J
.CO 2 77.7. IVnO.hS ' . 2 0,b ,
CO^ ' I- 35',7i ». il,->'IH '1 \,H 'I O.i'mO
. NOt C'lEM 2 <«3,7. ' . <»3.7U 2 /. *n,3 0,30
ACT R
MASS EMISSIONS
GMS/MI
TlGHTF.n VALUES
GRAMT./MtLE-
ROUNDED
he .. cp
7.12 \> 54.1
7.1 ' < 5V,
C02
1.V2 ]
0 t l'l M 0 '
0.30
finx .
? «9V
3,0
iV,V ,'yv
o.v^
'J.'*,
HE
o,u
) HPM
><; %
J HPM
K*
i
23.nl . b,63
>Ul.bb ' 56.17
6,tfO l.VO
'. ''75 FTP1
MPG
' 15.1
H.5
H7B.9 HPM RATIOtC/A)=0.9977
MPGI , .-. : , ' .
!-<» FTP1. .'75.HEIGHTED1 ' FUEL-WEIGHTl
...':<'',''. - i' . MPG ' .'.-'' ' MPG
U.S .«;._..', ..1^.9 -;i;. .' . .0.0
-. * '.'. '' ';'.'"!' "',' ''
-------
1975 "SPCP CONSTANT-VOLUME SAMPLER RESULTS
% TF.ST » \h- ti<^4,
'AU$1 SAM^
h-'ic-'i
17, v .
B3.0
j?h, 0
5K.3
ci'i'.-ir, ,
I'.i I'M Oil
p'iS < on
: 1 .073
1 4 & , 0 0
1
CMUMtS
it.K'hM^Ui
>LV.
HAUOE l
J»
?'
I 1
3
'
bl.JJ.S
^ IN cpu
U ACrIC''<
I'ETi-K
I .1
U.I
1 -o
0 ,h
'C"l.
I'T^i!
UUIID
PPM ..*
<<00, U,
FT,
SAMPLE
» co-^d.
'3. JO'
1,95
U . (l 3 b
b'.yij
l"
f'T, 14'
ikCONOS.
SAMPLE1 :
IULE EVAP,
LOSS TIHE
CO ' OEAW KPM GRAMS. PRES.
0-0 400,
D/J
COl'KtCTED ; "
CONCf.NTWATIONS
l««V,bV PHM '
853.il? PPM
' '.' ' 1 '. l) <4 0 "*
13-/.44 PPM :
i4.4 .SECOK'US t)/
' 'OH
' CORRECTED
Ctl'JG,' HANIih . H-.TEH . CO.NC; CONCLNTc'AT l^NS
S 3 . 7 0
'161 « ^ 7
1) ,6'i<)
5(1,3(1
2 .-
2
1
3
1.2
U,2
1 »*>
'o.ft
3.60'
3, VI
0,036
6,UO
l
50,'2tl PPM
'Ib7',6b PPM ' .
'.. 0,615 %'
' . 5S.6Q PPM
r.ACTOK=ll,
. MASS
. CMS- .
7. JO . ;
as.d4
1 b 3 U . 'b 3
" 19.17
FACTO«=19.
, : " .40.0
420
EMISSIONS
' GMS/Ml '
' . 2.03 .
.' 23.74
455 .3u
5.34
984 ACT HPM»
»
i . ' ' "
i i .. t >
i,.;'- .:.'
\;. ! ' I . . . *
' . * , * *
' MPGl ' ' ' ' '
, i i
17.8 ' - .
. t *
* t
1403.3 RPM RATIO(C/AJsO,9466 '
CVi, PW£SSU«E DATA///////// : ' . ,
MASS
1 CMS.
' . 4,^1
26,72
1637, bd
, ic.c5.
EMISSIONS
. GMS/Ml
1.03'
6,b3
4 1 b , b 4
3.13
' .
MPGl . . V ;
. i .
. ' .
.'*
' 20.5 '",'. ' ' .: .' .'.'
' ' '.(': "
COUM1S. 3U3<>.'» CU. FT, i .bOH.V SECONDS U/FACTbH=l3,722 ACT
'EXHAUST
SA.KPLK
CDKI'tCTtt)
'. M&SS EMISSIONS
1479,a HPM RATIO(C/A)»'0.998i.1-.
I/ANOE
. HC-F1D 2
CO ' 2
C02 . ! .
HOX CHfH 3
IC-HTFO VALUES
G^AMS/M 1 L£
UUNDF.') GMS/Hl
r'KTEH
:»< , 2
12,2
3^,3
'lfc . 1
i ,
1 HC
. 1.36
!.«*.'
CD'^C. P-
102..'U'I
2t»H,<*9
n,94.2:'
l'»7.«0 '
'
V .co
/ .10.3
lUt
tvUl.
?
1
I
2-
it ' hEIEK
1.1
0,3
' ' l.'»
0,3
.
CO?
419,^4
V t' « 14
CONG.
3,30 '
U.b'd
0.042
O.JU
1 '
NO*
4,27
4,J
CONCENTRATIONS
99, b4 PPM '
244. 9b PPM ' '
ft, 903 % '
14b.7* PPM
*
HE '
, ' 0.0
(
GHS
4,V'J '
24,49
1419.35
2 U « 1.9
^'VW I W< t W
GMS/Ml
1.37
6,b2
395,36
b.62
75 FTP1
MPG
19.8
';. MPGl.
t
*
21..6 ;
*
72r4 FTP1
hPG
. 19.1
i *
1 ' i K " '
*'"»i .
i. '!'«
'*'«,
.* * *
75 WEIGHTE01
'. MPG .
'20.1
'»
'.**' ' , !
/ "
»" ". *
k t
1
FUEL-WC
MHG
'0.0
t
.
IGHT
.
So-c
li-,7
-------
. ^M-UV ..IK i -J ..- ....._
U'j,
. : . . ' 1975 hSPCP CONSTANT-VULUMF. SAMPLE.H HESULTS
TEST « 1ft- f\rt9 . -. . PROCESSED! 12»01.35 DEC 3i 1973
PFC,. ' . i«()|). iNfcUTIA CUKH NO. ' ACTUAL A ' :' TEST .TEST
wnnEL . VEHICLE l.Uk Yd OI:'PL. Vtll-HT >;fIGhT CYL. H.P, ' DYNO.ri.P. C UTL TRANS S.PAT. YEAR TfP£
PLYMOUTH VAI.IANT lM«-lSi) 7y -.SP'j.O .IlOOfl 4 0 ' 6 0 10,3 ' 2 2 ' ' 1 ' -.' I 75" 5 . ; f(
. ' . . : . ' . '. .''»
N/V MANUFACTURE F.PECS. ' ' IDLE/--MANUFACTUHE DATA -/ TIRES DRIVE SOURCE .. t
HATJO UATlp IJUHE SMOKE. C.U. TIMING (MJH 9, CU GtAH HPM HC CO NOX L'VAP SIZE RIH CYCLE CODE ' .'. |,
O.n 0.0 3.100 1,120 B.IO . 0;0 . 0, O.O 0. 0.0 0.0 O.O . q.O 695 ' 11 5 15 . I
KUJUEMOR. FULL . ' '''. , EXHAUST SYSTLM ' . E.VAP EON CRANK'. FUEL: FUEL .
1M1T, HOANCH DATE PU, SHUT, i»CAH4 HH^LS C/.P-h MODEL TYPES NAME ' -SYS. TYPE' CASE TYPE TANK MAINT DOOM- GVW
ALw TEH ll-S'V-73. U U . . ..'.'' II 0 0 0 0 0. 0 . ' 0 '. 7 0 3 ' ' 1 0
HtDUESTOH COMMEHTS I STP HEVICE' CHECK TIMING ANf)' RPM ' ' ' ENGINE FAMILY.! , -. ' ;''
LAHOHATOPY COMMEMT5 !.»..' . ' CVS HOUHS I 811,9 .
?»' ' . .' t ' ' . ' *
INI),. HftKO . /----IliHP.iOF---"-/--IUNOMEIt.H---/--CVS PHES,/-INITIALS /','
TEST DATK PDO^F.T^H H.P, , "HG iW yi-T ' CVS SPkC.GU. UMTS1 IN OUT ' --"-" ''--
H.O «j^,b ,.100,0- , 1.75 ' 1'N 17,01
. DILUTION AIM 0.0 0,0 ;, ....-.'
OPEH,' DRIVER .'-iv1.-NO,V-UNIT ,
JSH J G ; '.-'iVvOT-i'-' HC
".''.' " ;'-'j « ' .
CUHIC FT CALCULATED' MOX ' IGH1. ' ' . IUL£ EVAP. LOSS TIHE ' ',«.';' ..
PE« PFV. PPH . FACTOH ' TIMING PPM * CU Gt-/\P HPM . GRAMS PHES, ".; J. :, .;?:.; '' V
O.U U ' 600. . . 0.0 ' ' .'::-.;'
1. 3.b90 HILKS li"*Bb.- C(.UJNl S 3n*>0«7 CO. KT. ', U/FACTOK=11.510 ' '. ''
KXHAUSI SA^PLK ' HACKUHD.U'VD J.AMPLE COUHECTEO : ' . 'MASS EMISSIONS ' ' ', \
. ' WANGE, n TCII CO'MC. PAWE. VETEH COMC. CONCENI^ATIONS GM«, GMS/MI '.' MPGI' .*.
HC-F10 .2 5X.9 .. Ib'H.VO 2 1.3 3.9U . 1^S.1«« PPM 7.75 2.16 ' ....... ''
CO 2 < . '
HC-FID ' 2 ' 17,9 ' b3.70 ? 1,1 3.JU ' ' ' ' bOob PPM ' 1.J2 1,11 . ..'..'
CO 2 ''.U 11H.19 2 0,3 . b'.HS .112.nj P.PM 19.«»1 1,97 : '.. '
CU2 I" ^«-.H . O.h13 1 1,6 O.UD6 ' ' .I).,(j09 * . Ihb3.b7- 122.^1 20.1 - ' '.. ' ,:
NUX C^FM 2 >lib bl.^0 ?. 0,5 0,^0.;.. 5UU . '*' « '' '
HC-FID 2 39.9 ..119,70 - 2 1.3 3,90 '. llh.Ort PPM 5,90 . 1,61 . / .' ,.', . ',' . t '
'.CO . ' ' 2 H.S . IhH.lb1 2 0.7 13,»>7 ' IbS'.l'/'PPM . 15.96 1.15 ' ' :' " .-. . *-. :
CO? ' 1 J^.'O . . U»v.V. -1 1,4 O.OJ6 *: O..IW9 ^ 1151.J6 10".2b ' 21.3
HOX CHEM 3 11..T- 1'O.uO . X. 0,2 0.20- 112,^1 PPM . 21.15 S.97
' . i. ... .'.".; '. . ' I' *'> ' 75 FTP1 72-1 FTP1 75 wEIGhTEOl FUEL--EIGMT1
JfiHTEO VALUES HC -\ CO '. C02 NO* HE . s MPG MPG MPG ' MPG'
GHAMS/MILE 1<17 ^ ' 9,9 ' 122.»1 ' 1o5 0,0 . 19.7 19.0 20.0 0.0, .
G'.
-------
TEST * 16-
CONSTANT-VOLUME SAMPLER
COOP. . MODEL '
31 FORD
N/V '
PATIO PATIO HPQF.
0,0 O.O4 0,0
REQUESTOR
vfHici.r. V.o.
t.PA-161
STNfXE. C,«.
0,0 0.0
MUll,
YW '015>PL»
11 3S1.0
ru^d SPECS,
TIMING UPM
0,(J ' (I.
«tic'i
* CO
0,0
PROCESSED} 12101.33 DEC 3t 1973
CUW* NO, ACTUAL " A ' TEST TEST
WEIGHT CYL, H,P, bYNO.H.P, C UTL TRANS S.PAT. YEAR TYPE
0 ' ti O-1 U.7 2 2 ' 1 1 75 5
lOLt/- -MANUFACTURE DATA-
f9.UY /I).* 57,0 V9.0 .; 1 , IS
DILUTION AIR 7V.4 S7.0
--/ CVS
UNITS IN OUT
IN 17.20 19.05
/INITIALS -/
OPER. DRIVER '
8GB ' JSH
OYNO. CVS
NO. UNIT
. 07
CU'UC FT
»'h;K «tv.
0.2B9S5
' CALCULATED-
(VPH .
(40X
C fOl>
ION
T|MIS«6
'
<»?o
>' CO « GEAR
0.0
'
IULE EVAP. LOSS. TIRE
KPM OP-AMS ' PR£S,
0. ' . -3,i!
2 ?9.R
\ u'i i
G 2
2 VV.b
3.910 MILES 2
9V.S0';
COUMTS
5AMPLF.
PANOE "-'ETEW .C'MC, '-tV^NGE
I 37*,6 1,052 .l'
2 30.1 ' . -30,10 2
(i.J
it.)
i:?i
0.2
SAMPLE
I COUC.
O.ifO
D/FACTUP-J V.B69
COKWLCTRI) .; . MASS EMISSIONS-
lUATIOiSS ; RH5 t GMS/HI
ift PPi< 10.<«B ' 2.9U
Hi) PPM ' 6<».>'/S 1B.O«»
;JQ O.' ULt;.l.'uA t I U T-1
13 PPM l PPM ' ft,V9 . 1,79
lllli 12 PPM . 17,<«6 <*,««7
. 1 ,y!6 * 2760.o<» 706,10
,3ij;bl PPM 7,bV ' l,V/<» 603.05 ' '
67S»,Jb .'
0,«0
MO'X
?,9<
j.o
UU/,57 PPH
' I,3b7 *
100,1*.' PPM
HE
O.y,
75 fTPl 72-*.'FTPl .75 WEIGHTE01 FUEL-vEIGHTl
. KPG MPG ' ' MPG. MPG .
12.7 12.1 i 12.7 ' '0,0 ' ."
I
.1,
-------
TEST » 16-? 892
MFG, '
CODE , MODEL
. 43 CHEVROLET
AXLE N/V
RATIO RATIO
0.0 0,0
REQUESTOR .
1975 HSPCP CONSTANT-VOLUME SAMPLER RESULTS
VEHICLE'
EPA-156
MOO,
YR
. 63
IDF CDF
f
OISPL, '
283,0 '
re.
INERTIA '
VEIGHT'
4000' ''
1
1
CURB
VEIGHT
0
Tfll F
NO,
CYL,
:",8
* * *
/_»_.. H
H,P.
0
iWUFAr
ACTUAL
OYNO.H.P,
12.0
A
C
.2
UTI
2
BORE STROKE ' C,R, TIMING RPH
0.0 0.0 . . 0,0 0,6 0,
TUEL .'.':' "' '
CO GEAR . RPM :'. HC CO . NOX
0,0 . 0.0.0 0,0 0*0
PROCESSEOl Obl46.1V DEC 4,.1973
TEST TEST
UTL TRANS S.PAT. YEAR TYPE
1 1 ' 75 5
SOURCE
CODE
15
/ TIRES DRIVE
EVAP SIZE RIM CYCLE
0.0 ' .-. --5
INIT, BRANCH DATE ' INJ, SHUTi KCARB IBBLS'CARB MODEL
ALX TEB 12- '3-73 00
EXHAUST SYSTEM
. TYPES NAME
00000
EVAP EGN CRANK FUEL FUEL
SYS, TYPE .CASE ..TYPE TANK HAINT OOOM
0
REQUESTOR COMMENTS 1 STP CHECK TIMING AND RPH ..''
LABORATORY COMMENTS1 START WAS ATTEMP. VEH FOUND OUT OF GAS-FUELED VEH HAD 1 STALL
7 0 2
ENGINE FAMILY
CVS HOURS I '
1
GVW
0
' INO, HARO /
TEST DATE. ODOMETER H.
12- 3-73
CUBIC FT
PER REV,
0.20954
41789, 8
, i
CALCULATED
RPH
1482; '
P, "HG
.5 29.
DILUTION
.' NOX .
FACTOR
' 0.8999
* :
03
AIR
;'.'
TEH
DRY
69,0
69,5
ION'
TIMING
4
VET '
57.0
57,0
RPM
420,
CVS
100,0
'. ' '
11 I; '
% CO
o.o
METER <
SPEC.GR, UNITS
1,75
I
,
GEAR
N '
IN '
IDLE .
1 ' RPM
420.
IN OUT OPER,' DRIVER
17.15 1-9,09 TLH . LWB
i "
EVAP. LOSS TIRE ' . '
GRAMS PRES. '
"i . 0.0
OYNO.
NO,
07
i ,
^>
A
CVS
UNIT
14C
.
1 *
\
G 1
HC-FID
CO
C02
NOX CHEM
MILES 12592.
EXHAUST SAMPLE'' ' .
RANGE METEH ' CONC.
3 71,0 639.00
2 91.11 2378.60
1 38,7 1.090
2 49.4' 49,40
3061,'! CU, FT.
BACKGROUND SAMPLE
RANGE METER CONC,
2 1.0 . 3,00
2 0.4 7.77
1 1.3 . 0.029
2 0,7. '0.70
CORRECTED : . MASS EMISSIONS
CONCENTRATIONS GHS . ' CMS/Ml
. 636,31 PPM 32.02, 8.92
3371'.91 PPM 240.95' 67,12
,' 1,064 % 1700.07 . 473.56
^48,77 PPM 7,3a Z.UH
MPG1
14,6
G af 3,910 MILES 21316, COUNTS 5216,3 CU, FT, 1373i9 SECONDS D/FACTOR = 13,881 ACT RPM» 1480.9 RPM RATIO(C/A)«=0.999i -.,.
EXHAUST SAMPLE
BACKGROUND SAMPLE
CORRECTED
HC-FIO
CO
C02 '
NOX CHEM
RANGE
3
2
1
Z
.METER
36.0
54.3
30.1
22,3
CONC, RANGE METER
324.00 '2 1,3
1268.65 '2 0,4
0,806' '1 1,3
22.30. 2 0,7
CONC,. CONCENTRATIONS
3,90 ' 320.38 PPM
7,77 ia6l',44 PPM
0,029 0,,779 % .
0.70 ' 21.65 PPM
^ MASS EMISSIONS
GMS
E7.29
E16.94
£107,96 '
5.50
GMS/MI
6.9B
55.48
539,12
1.41
MPGi
13.7
2998.2 CU, FT
EXHAUST SAMPLE
\
HC-FID
' CO
' C02
NOX CHEM
E1GHTEO VALUES
GRAMS/MILE'
ROUNDED GHS/MI
; f
i . '
RANGE
3
2
1 '
2
.
t
i*J+~<
METER
54,9
,8<« ,5
37,2 .
43,3
i,
.'. HC
' 7.30
7,3
tl.fi
-36
1 CONC. .-.
494.10
2165,09
1,039
43.30.
. _
CO .
k 58.
t 59,
i *
/CO.I
- !,'!
. BACKGROUND SAMPLE
RANGE METER
.-Vi 3
\ i 2
' 1-
:'2
.
9 '.
'!
n
0.3
0.5
'1,7 '
0,2
C02,
497,23 '
i
*
. . ,
,
CONC,
2.70
9,72
0,038
0.20
(
NOX
1.63
1.6
'
!,")(.
i r 1
CORRECTED
CONCENTRATIONS
491.66 PPM
2156.32 PPM
1,005 % .
43i 12 PPM "'
. .
HE . . \
0.0
.
.
MASS
'CMS
24.07
213. 15!
156l;80
6.30..
*
i .
,
i
EMISSIONS
GMS/MI
6,71
'59,37
. 435.04
1.76
75 FTP1
HPG
14.7
f
1 ^ *
li.Ji. _
*
/ ** 9
' ' . H,
* . '
.
V 16
;
PO;
a
72-4 FTP1
. MPG,
14.1
(
" «
*
*
...
»
:'
496.8 SECONDS' 0/FACTOR=10.271 ACT RPH» 1479.8 RPM RATIOIC/A)
. i ' .
' »
.75 WEIGHTEOl
-. ' MPG.
:' 14.s ..-
I *
=0,9984 :
FUEL-wEIGHTl
MPG
'0.0
-------
,_ . Attachment M
i\JO
Final Report:
SRL 2209 01 1273
Hue!'Consul*- E
Of a Modilatit-g Air-Bleed
for-
STP .Corporatio-a -
' ' - 929 Olympic Boulevard
. Santa Mo.ica, California 9040
December 18, 1973
SCOTT RESEARCH LABORATORIES, INC
2600 Cajon Boulevard
San Bernardino, California 92411
-------
SRL 2209 01 1273 .109- - .'.'..- ..
* *"* * *
* "
1.0 INTRODUCTION . -' . " /-' Jj-V*
Scott Research Laboratories recently conducted a test program to '".
..--.. -I. ''~J
determine the effect on steady-state fuel consumption of a Mbdulatihg Ai.r."v;-~<£ s
" * - . . ""-.,"*
" " ^* *
Bleed. The program was sponsored by the STF Corporation of Santa Monica't ;-...-:".
California -:':..- .'- ' -."-".''' >-..^V.'V
''.' ; 2.0 .TEST VEHICLE DESCRIPTION - '!' - .' . ' -
Five vehicles were tested during this program. All five .
vehicles were supplied by Scott, equipped with automatic transmissions
and are described in Table 1. .
-.*'
" - 3.0 TEST PROCEDURE - - "
. Scott personnel performed all testing and data reduction. .' " .
Representatives of the Sponsor performed all device installations and -.
observed-test preparations-and .tests^ . . ' .j. - _ 1 .
» . .~ ..'_
. f
3'.1 SCOTT VEHICLE PREPARATION . . - .. ' ...
No vehicle preparation was performed on the test vehicles
by Scott prior to testing." . v- .- ' !:v. "
3.2 JSTEADY STATE FUEL CONSUMPTION TESTS . . *
Each test vehicle was tested for fuel consumption in baseline
and device configuration. The baseline test was conducted with the
vehicle in an as received condition. The device tested wa's a STP
"Modulating Air Bleed" which teed into the test vehiclefs PCV line. After
the device was .installed, the_Sponsor would adjust the device while moni-
toring the idle emissions. - _ .
, - * .
Steady-state fuel consumption was; measured at 55 miles per
hour by measuring the time required for the: test vehicle to consuae 200
millileters of test fuel (Indolene 30). Prior to each test, the test
vehicle was preconditioned at 40 miles per hour for five minutes to
;
stabilize engine temperatures to approximately the same level. Duplicate
tests were made and the results averaged.
SCOTT RESEARCH LABORATORIES. INC.
-------
SRL 2209 01 1273 11Q... . :."':.
* * -.*.'*
.-." 4.0 RESULTS - '"/ ";:..-
.,."' Steady-state fuel consumption results are presented in ^^._/'
Table 2. .:_:;-... :. . : '. :/= -." '/^ ^ ::
-------
SRL 2209 01 1273
. Ill
Table 1
Vehicle
Number
1
2
3
4
5
Make/ : -
Model '
Toyota/
Corolla 1200 . .
Ford/
Maverick
Plymouth/
Fury II
Oldsmobile/
Cutlass
Ford/
S. W.
Year
1970
1970
i
1968 .
1968
1970
License -:-
Number
979 CBQ .
.
785 BIB
" " ZZT 088
869 HKB'
826 GHL
Odometer
52,160
42,158
52,302
69,916
30,565
- _,; '.'"» ;" '" "'
Engine/Carburetor
1200 cc/2 BBL.
.c
250 cu. ln./l BBL
383 cu. in./A BBL
350 cu. in./2 BBL
390 cu. iu./2 BBL
SCOTT RESEARCH LABORATORIES. INC,
-------
112
, ^ 2209 01 1273
Vehicle
1
. 1
Table 2"
Run Number
Tyj2S_Test_
Baseline .
: ' .
' / . "
Device
Baseline
- .
.*
Device
.
-
' Baseline
.
Device
133.0 -;
I' 135.6
2 134.3
" Ave.
* * -v ' "
. .-.." 145.1
a 146.4
2 145.8
Ave. . .
86.0 '
1 * 86.6 '.
2 86.3
Ave.
87.6
1 " 88.2
2 87.9
Ave.
" ...'" - 56.2
1 "" ' 57.2
.- i - 56.7
Ave.
60.1
1 61.2
2 60.7
Ave^
38.83 ./
42.16 -
24.95
.25.42
16.40
17.54
e
to consume
per
-------
SRL 2209 01 1273
113
Table 2 Cont'd
Fuel Consumption Results .
Vehicle
Number
Type Test
Baseline
55 mph Steady State Fuel Consumption,, '
Run Number Time (sec.).1-. MFC .
1
2
Ave.
66lO
69.2
67.6
19.55
Device
1 -
2
Ave.
70.0
71.4
70.7
20.44
Baseline
1
2
. ' Ave.
64.6
65.4
65.0
18.80
Device,
1
2
Ave
69.9
71.2
70.55
20.40
Average Baseline
Average Device
''. % Change3
23.71
25.19
+6.2Z
Time to consume 200 millilete'rs of fuel
Miles per gallon
From baseline
.RESEARCH LABORATORIES. INC.
-------
114
The following* tests were performed at _ .
5490 feet above sea level. - -
CAR NUMBER: C25
Attachment N
66DODG BASELINE
.: .1,975 EPA -.-.
DYN AM DIMETER" EMISSION TEST
HC 'V V~".'
''' '' ''
CO2
; FLAMS PER MILE
17.10" 206-42' 282-6'
;RAMS IN COLD TRANSIENT- BAG 53.81 730-93 1046-5
;RAMS IN COLD STABILIZED BAG 74.04 739.27 ' 1.167-0
0-87.
4-39
3.1O
;p.AMS IN HOT TRANSIENT- BAG 54.56 779-96 8S2-2 . 2.72
FUEL CONSUMPTICN 13-47 MILES PER GALLON'
EGR VALVE AND DSIAY VALVE .
* *
DATE: 8/16/73
following tests vere performed at
5490 feet above sea level.
TEST NUMBERS COO52
CAR NUMBER:. 025 ...
66DCDG VVDEVICE
1975 EPA
DYK-AMOrJETEH EMISSION TEST -
GRAMS PER "MILE .
HC '- CO: CC2 . NOX
.10-52 .183-12 301-1 0-43
GRAMS IN COLD TRANSIENT /BAG .;. 52-72 . 742-94. 1054-6' ' - 1 .94
* . . *^R
GRAMS IK COLD STABILIZED BAG -35-27 608-14 -1284-6 1-89
GRAMS "IN HOT TRANSIENT BAG 36-73 -782-O6 912-7 0-86 .
*' -
&*###**********#**'*"*******#***'*****
FUEL CONSUMPTION 14-31 MILES PER GALLON "-*- {.
-------
115
,pr y ,m Attachment 0
E»»cutl»» Office*: 14O3 W«« Thl'rf Str»t. toi Ang.l.t. C.Htorr.1. 9OOT7/T.I»phon» (213) 4B1-29H)
Jo/m H. Davidson
VIca P/eltdBOt
September 13, 1974
Mr. Floyd J. Wheeler
STP West Coast Operations . -
929 Olympic Blvd.
Santa Monica, California 90404
*"' . ' .
Dear Mr. Wheeler:
->---.
^
It has been six (6) months since twelve (12) STP Modulating
NOX pollution control devices were installed on taxicabs
operated by this Company in the Los Angeles Air Quality Control
Region, they having been installed in March, 1974, and continu-
ing to operate as of this date.
During this period of time these vehicles have accumulated
a total of approximately 378,000 miles of urban and freeway ' '
travel with a minimum of additional maintenance caused by this
device. ' _ '
. From our statistics dealing with fuel "consumption, we have
noted no appreciable change In miles per gallon of fuel consumed
for "any of the units on which the device was Installed. Drivers
reported no adverse driving characteristics on the equipped
vehicles.
As stated above, we have found the units to create a minimum
of maintenance, and have operated satisfactorily up to 36,000
miles per unit since date of Installation.
Very truly yours,
ro
s
EPl6l974
-------
116
Attachment P
LABORATORIES INC.
P.O. BOX 307
WEST SALEM.. ILLINOIS 52475
TO
FROM
SUBJECT
H. Gaither
C_ Casalegg^
STP Modulating Air Bleed
DATE
May 6, 1974
The preliminary test results on the STP Modulating Air Bleed have been reviewed and
the gas consumption figures have been summarized from the various tests without
averaging. These are presented in the following table.
STP Modulating Air Bleed "
(Utilizing 60-second Distributor Vacuum Delay Valve}-
Summary - Gas Consumption
A. Ten Vehicles on the Federal C.V.S. Cycle,-
>?, 1970 Valiant '6.0* ' " .'.
' 1968 Plymouth ' 4.4*.
1963 Chevrolet ; . A
1969 Plymouth 3
; 1968 Ford ^ \ / . 2
J1970 Chevrolet (Nova) 0.9*
1965 Dodge ' > 0.8*
1965 Ford. " 0
1971 Camaro -0
1971 Ford : . -1.0*
B. Five Vehicles Steady State.
30 MPH
1968 Ford
1964 Ford
1968 Plymouth .
iP65D6d?e "=:'v
60 MPH
3.3%
1.5*
1970 Toyota
1970 Maverick
1968 Plymouth
1968 Olds
55 MPH
8.6*
1.9*
6.9*
4.5*
-------
/
117 / Attachment Q
UNITED STATES ENVIRONMENTAL F'ROTECTION AGENCY
." ANN' ARBOR. MICHIGAN 46105
OFFICE OF
AIR. NOISE AND RADIATION
November 7, 1930
Mr. Milford M. Scott, Jr.
P.O. Box 606
Oak View, CA 93022
Dear Mr. Scott:
During our analysis of your application for evaluation of the Grancor Air
Computer under Section 511 of the Energy Policy and Conservation Act a.
significant problem has arisen. We find that the data included with your
application was collected using vehicles in the 1963-1971 raoclel year range.
The percent, of current vehicle population which such vehicles represent is
very small (less than 20%) and can not be used to represent the current
national fleet. Also, emission control technology used on todays vehicles is
considerably different than that used in the 1963-1971 era. We recommend that
you collect additional data on rore recent vehicles (1975-1980 model year).
You will find enclosed copies of the EPA Test Policy and the Federal
Pvegulations pertaining to fuel economy. We will be happy to work with you in
designing a test program to obtain data from more recent vehicles.
Please let us know how this situation will be handled.
Sincerely,
Merrill U. Korth, EPA Device Evaluation Coordinator
Test and Evaluation Branch
Znclosures
-------
118
Attachment R
February 26, 19S1
Hi-. Mi I ford it. Scott, Jr.
P.O. Box 606
Oaii View, CA 93022
r
li«fii: hr. Scott:
Our tiles show that ue have net uacl a res;poi;se to our letter oi:
be.r 7, 1930 coucerr»ivi£ ar» EPA evaluation of the Grancoc Aic
That letter advisee the date subaitteci was frcia 11/63-71 raouel ye«r vai-)i.~
cles coci uas tharetore not representcitive. of the present r.aticaal ileer.
ot vehicles. We also inciieatetl tLi&t this office would ba plesseu to fork.
with you in. the ast*tt»li3haeuc o£ i test plaa for Che- collection oi: appiro~
priace data.
I ata enclosing documents aefiniujj the EPA policy ctr dsna re-quireni(;nt3
irotv. private laboratories. You will note that we require data frOE two
vehicles with duplicate tests before end after the cevice is installed.
This is a total oi: eight hot-start tests. Ihese requirements have beat*
reuuceo tro-a vhat they vsre vhen you first applieti for an EPA evaluation .
lie are continuing to process s-Il out stand i'.r.g applicaticas for evalustioti
of devices an.o need to kr.Ovr- "wetber or r..ot tc r.:-:i>ect additional data.
Please advise this otiice or your plati by JLarch 20, 1931.
Sincerely,
..
1-ierrill W. Kortft, Uiivice ii valuation Coordinator
Test and Evaluation Branch
-------
119
February 26, 1981
Mr. Milford M. Ccott, Jr.
P.O. Box 606
Oak View, CA 03022
D-aar r'.r. Scott:
The Environmental Protection Aicencjr is charged by Concessional mandate to
evaluate fuel ecor.ony and emission control de-vicas. "nile the EPA does not
actually "approve" such devices, it does conduct evaluations for the purpose
of increasing the common knowledge in .the area. For this reason, the outcorae
of any testing by EPA becomes public information. It is this information
which isay be cited .although no claims can be made that any EPA findings
constitute "approval" of the device or systeza.
Enclosed with this letter is a. packet o£ oaterials which you will need to
apply for an EPA evaluation of your device. This packet consists of 1) an
application forrr.at, 2) a document entitled "E?:\ Retrofit and Emission Control
Device Evaluation Test Policy" and 3) a copy of the applicable Federal
insulations.
In order for the EPA to conduct an evaluation of your dsvice, we caist have an
application.. Once you have., reviovsd oil the documents in the packet, you
should prepare an application in accordance with the guidelines of the
application forrcat. A critical part of the application is the substantiating
test data. The required test results will have to be obtained at a laboratory .
of your choice. Such testing would be conducted at your expense-. A list of
laboratories t/nich are knovrn to have the equipment and personnel to perfom
acceptable tests has been included in the enclosed packet. If you desire, we
can assist in the development of a satisfactory test plan.
Once we receive your application, it will be reviewed to determine if it meets.
the requirements listed in the format. If so, you will be advised of our:
decision whether or not EPA v?ill perform any conf irnuitory testing. Any.-EPA
testing will be performed at no cost to you, and you will he given - the.
opportunity to concur with our test plan. Onea this testing is complete, an
eyalation report will be written solely or, the basis of the test data
submitted ar.d our engineering analysis.
-------
120
There are, however, several aspects concerning tasting at an outside
laboratory which I would like to" bring to your attention at this tine:
Kininun Test Requirements - Although different types of devices nay : .
require a r.ore complex test plan, tha ninimua we require involves two Q-
vehicles and two tost sequences run in duplicate. The vehicles should be '£
selected from those listed in Table 1; if possible. Each vehicle is to JL
be set to manufacturer's tune-up specifications for the baseline tests.. ~
The tests are conducted in a "back-to-back" manner, once with the vehicle:; '/i^
in baseline condition and again with the device installed with no vehicle- . v*
adjustments between tests. If installation of the device also involves.,..- ":?.,
some adjustments, e.g. timing, fuel-air nisture, choke or idle speed,-':'" ,'.
another test sequence with only these adjustments should be inserted
between the first and last. Also as a Tnindjnum, the test sequence shall
consist of a hot-start LA-4 portion (bags; 1 and 2) of the Federal Test
Procedure (FTP) and a Highway Fuel Economy Test GtFET) . The details of
thesa tests are contained in the enclosed packet. Although only a
hot-start FTP is required to riir.ir.ise the costs to you, you are
encouraged to have the entire cold-start test performed since any testing
and evaluation performed by EPA will be based on the complete FT? a.nd you
if:3y wish to know how a vehicle with your device performs over this
official test. As a final requirement, the personnel of the outside
laboratory you select should perforn every element of your test plan,
This includes preparation of the test vehicle, adjustment of parameters
and installation of the device.
Submission of Data - We require that all test data obtained frorr. the
outside laboratories in support of your application be submitted to us.
This includes any results you have which were declared void or invalid by
the laboratory. We also ask that you notify us of the laboratory you
have chosen, when testing is scheduled to begin, vhar tests you have
decided to conduct, allow us to Tnaintatn contact with the laboratory
during the course of the testing, and allow the test laboratory to
directly answer any questions at any time about the test program.
Cost of the Testing - The cost of the raj'.niautn test" plan (two vehicles,
two test sequences in duplicate) described above should be less than.
$2000 per vehicle and less than $4000 for the total test at any of the '.-.-":
laboratories on the list. You will have to contact theia individually, to 5V;.. -;;
obtain their latest prices. . ''\:'£-i?:-'-.-^~£]?
* '.'. ? - '^* *« '" ' * -
Outcome of the Tests - Although it is impossible to accurately
the overall worth of a device fro;?, a snail amount of testing, we have^-.1 f
established sor.:e guidelines which will 'help you determine whether the :'';>V-;V-
test results with your device should be considered encouraging. These ..'.;V '..
values have been chosen to assure both of us that a real difference in ' .- '"-"-
fuel economy exists and that vs are not seeing only the variability in : : "'"* .
the results. The table below presents the nininun: nunber of cars that
need to be tested for varying decrees of fuel economy improvement
assuning a typical amount of. variability in fuel economy neasurtanent.
For a .nlnicsurr; test plan 'which was conducted' on a fleet 'of two cars, the
-------
121
average, i:r,pr overrent should be at least 3%. If at least an S% difference
In average fuel economy can be shown, then we would ba able to say .
stastically ac the 30% confidence-level that there ±-3 a. real Improvement..
Similarly, we would expect a Ginlmuii of 5'% improvement for a fleet of 5
vehicles. Test results which display a significant increase in. eciission
levels should be reason for concern.
Jiinicun Fuel Econccy Iniprovenents versus Size of Test Fleet
Fleet Size Average Improvement Required
2 SS
3 7%
A 6%
5 5%
10 4%
25 . 2
Once we receive your application, it will be reviewed to determine if it meets
the requirements listed in the fomat. If your application is not complete,
we will ask you to submit further information or data. After any nissir.g
infonration haa been submitted, your application will be reconsidered and once
it rceets our requirements, you will he advised of our decision whether or not
EPA will perform any confirmatory testing. Any liiPA testing will be performed.
at no cost to you and you will be given the opportunity to concur with our
test plan. Once this testing is complete, ac evaluation report vill be
written. If no further testing is required, the report will be written solely
on the basis of the test data submitted and our engineering analysis.
Despite the current backlog and increasing number of inquiries regarding fuel
economy device evaluations, the El'A intends to process your application in as
expeditious a manner as possible. We have established a goal of twelve weeks
fron the receipt of a corapleta application to the announcement of our report.
The attainment of. this objective requires very precise scheduling and xve are
depending on the applicant' to respond promptly to any questions or to submit
any requested data. Failure to respond in a timely manner mil unduly delay
the process. In the extreme case, we ir.ay consider lack of response as a
withdrawal of the application.
I- hope the information above and that contained Ln the enclosed dociiments will
aid you in the preparation of an acceptable application for an EPA evaluation
of your device. I will be your contact .with EPA curing this process and any
subsequent EPA evaluation. Ity address is EPA, Motor Vehicle Emission.
Laboratory, 2565 Plymouth Road, Ann Arbor, Michigan, 43105. The telephone
number is (313) 663-4200. Please contact rre if you h^ve any questions or
require any further Information.
Sincerely,
Merrill W. Korth
Device Evaluation Coordinator
Test and Evaluation Branch
-------
GILFORD K. Sx}TT, JR.
P.O. BOX 606 . Attachment S
Oak View, GA 93022
(805)6^9-2037
April 17, 1931
Mr. Merrill W. Korth,
Device Evaluation Coordinator
UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
Test and Evaluation Branch
Ann Arbor, Ml ^-8105
Dear Mr. Korth:
1 have gone over the test data on the Air Computer which
have been compiled over several years. Thousands of these Air
Computer devices were sold to the Soviet Union in 1978 and 1979
mainly for the reduction of carbon monoxide so:th2ir Lada
vehicles could be sold in Sweden and Canada. Tests performed
by the Swedish government showed a substantial reduction in
fuel consumption especially during highway driving modes.
Going" over all the data available, I hsive concluded-that the ..
Air Computer will give an average of approximately 6;4 fuel
savings'during the city driving mode C..V.S. test with a five-
car fleet. As your letter mentions, the cost of the minimum
test plan (two vehicles) is about $^,000. I don't feel that
the Air Computer can give an average 8^ reduction in fuel con-
sumption with two vehicles minimum test plan during the city
driving mode. Although I am the inventor of the device and
hold the patents, I receive only a small royalty for units
sold; ljg?S or about 150 per unit. The cost of testing five
vehicles to obtain the $% fuel reduction requirement (which
I believe the Air Computer can easily achieve) would be too
expensive for me to finance.. .approximately $10,000,, Grancor,
Ir.Cc, the manufacturer of the device for emission control
application isn't interested in marketing the device unless
I can obtain the E.P.A. evaluation which 1 cannot afford.
1 noticed the E.P.A. .did confirmatory testing on "Pass
Master", a device that disconnects the air conditioner during
acceleration and passing modes. This device is effective only
-------
123
Page Two
April I?, 1931
when the vehicle is equipped with an air conditioner and only
when the air conditioner is in use. tfy question is, if v/e were
to market the Air Computer as a device to reduce fuel consumption
during the highway driving cycle only, could an E.P.A. evaluation
be obtained on the highway driving cycle only? I believe an 8$,
reduction in fuel consumption can be obtained on a two-vehicle
fleet, during the highway cycle mode0 This I can afford.
The- Air Computer isn't an air bleed, per se as air bleed
devices open and allow maximum bleed air at low manifold vacuums.
The Air Computer is signaled by the ignition vacuum advance
source which allows maximum bleed air during high, manifold
vacuums (cruise mode).
Thanking you for your consideration,
Sincerely,
MEL SCOTT
-------
Attachment T
124
UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
ANN ARBOR. MICHIGAN 4,3105
OFFICE OK
AIR. NOISE AND RADIATION
May 1, 1981
Mr. Milford M. Scott, Jr.
P.O. Box 606
Oak View, CA 93022
Dear Mr. Scott:
My letter to you on April 1, 1981 asked that you inform EPA "... by
May 1, 1981 of the date by which EPA will receive the new data and the
name of the independent lab at which you will be doing your testing."
Your letter of April 17, 1981 stated that because of financial problems
you would like to test by the Highway Fuel Economy Test only, but no
definite date or laboratory was indicated.
Your application for an EPA evaluation of the Grancor Air Computer has
been in effect for" some time and doesn't seem to be progressing. EPA is
encouraged to expedite device evaluations and has decided to complete the
evaluation of the Air Computer at this time using the information
available and publish notice of this completion in the Federal Register
as required under the provisions of Section !>11 of the Motor Vehicle
Information and Cost Savings Act. If in the future you are in a position
to obtain independent lab data you may reapply for a new EPA evaluation.
You asked if partial data from the independent laboratory would be
acceptable to EPA. If in marketing the Grancor Air Computer it is
specifically stated in all advertisements and in the installation
instructions, that the device is effective only during highway driving
conditions, then EPA will accept independent laboratory data from the
Highway Fuel Economy Cycle only. The other provisions in the policy
documents that I sent you on February 26, 1981 would still hold. Your
new application should document your advertising intentions.
If there are further questions please write or call me at 313-668-4299.
Sincerely,
Merrill W. Korth, Device Evaluation Coordinator
Toet- and Evaluation Branch
------- |