EPA-AA-TEB-511-81-5B
Attachments to:
Evaluation of the Paser Magnum/Paser 500/Paser 500 HEI
Under Section 511 of the Motor Vehicle Information
and Cost Savings Act
This document contains several pages which may not reproduce well. Any
questions concerning the legibility of these pages should be directed to:
Merrill W. Korth, Emission Control Technology Division, Environmental
Protection Agency, 2565 Plymouth Road, Ann Arbor, MI 48105 (313)
668-4299 or FTS 374-8299.
May, 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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List of Attachments
Attachment A
Attachment B
Attachment C
Attachment D
Attachment E
Attachment F
Attachment G
Attachment H
Attachment I
Attachment J
Attachment K
Attachment L
Attachment M
Attachment N
Ignition Device for Internal Combustion Engine,
Patent 3,613,653 (provided with 511 Application).
Ignition Device for Internal Combustion Engine,
Patent Application No. 2118G (provided with 511
Application).
"Theory and Operation of the Paser 500 Performance -
Economy Pack" by C. Mel Adams. Sc.D., P.E. (provided
with 511 .Application).
Paser 500 Instructions/Warranty
(provided with 511 Application).
Information
Paser 500 HEI for Electronic Ignitions Instructions/
Warranty Information (provided with 511 Application).
"General Test Laboratory Report Summary" by
Harley G. Deihl (provided with 511 Application).
Copy of November 28, 1971 letter from C. Mel Adams
to Eugene Irvin, REI Industries, Inc. reviewing
General Test Laboratory report (provided with 511
Application).
Copy of May 14, 1980 letter from Amerlmex to EPA.
Copy of July 9, 1980 letter from EPA to Amerlmex
providing EPA test and evaluation policy.
Copy of July 17, 1980 letter from Amerlmex to EPA
transmitting 511 Application.
Copy of December 24, 1980 letter from EPA to
Amerimex requesting additional information and
clarification of the information they provided with
the 511 Application.
Copy of January 12, 1981 letter from Amerlmex to EPA
summarizing Amerlmex's understanding of the action
to be taken as a result of January 6, 1981 meeting
with EPA.
Copy of January 13, 1980 (1981?) letter from
Amerlmex to EPA responding to EPA request of
December 24, 1980 for clarification of information.
Copy of January 19, 1981 letter from EPA to Amerlmex
responding to Amerlmex's verbal request on January
6, 1981 that EPA withdraw the previous EPA Paser
reports.
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Attachment 0
Copy of February 10, 1981 letter from Amerlmex to
EPA regarding EPA's January 19, 1981 letter to
Amerlmex.
Attachment P
Attachment Q
Attachment R
Copy of March 3, 1981 letter from EPA to Amerlmex
requesting clarification of responses contained in
Amerlmex's January 13, 1980 (1981?) letter to EPA.
This letter also set deadlines for receipt of
specified information.
Copy of March 11, 1981 letter from Amerlmex
transmitting . the Mexican Government Environmental
Protection Agency test data to EPA.
Copy of March 24, 1981 letter from Amerlmex to EPA
in response to EPA's March 3, 1981 letter to
Amerlmex.
At tachment S
Attachment T
Attachment U
Attachment V
Attachment W
Attachment X
Attachment Y
Attachment Z
Attachment AA
Copy of April 7, 1981 letter from EPA to Amerlmex
advising Amerlmex that EPA intended to complete the
511 Evaluation on the basis of the information
available.
Copy of Mexican Government's Department of Public
Works testing of Paser Magnum.
Copy of Consumer's Report of Japan's testing of
Paser 500.
Copy of Japanese National Defense Academy testing of
Paser 500.
Copy of "Auto Mechanic" magazine of Japan's testing
of the Paser 500.
Copy of Royal Automobile Club's testing of the Paser
Magnum.
Copy of April 12, 1973 letter from Professor Carlos
W. Coon, Jr., to Amerlmex.
Copy of April 11, 1973 letter from Professor J.
Martin Hughes to Amerlmex.
Copy of May 30, 1972 letter from Professor James C.
Cox, Jr., to Amerlmex.
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Attachment A
EXHIBIT NO. 1
-
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HKKN 1'KI.SKN li
.p i > I* l-;VVv I ( vi
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A PKTIUION 1'KAYING I:OIt Till-: GKANT OK LlCTTKRS PA'I'KNT KOK AN AI.I.HGKI)
NEW AND USEFUL INVENTION Till: TITLE AND DESC'.KIl'TION OK WHICH AUE CON-
TAINED IN THE SPECIFICATION OF WHICH A CX)PV IS HEUEUNTO • ANNEXED AND
IVIADE A PART HEREOF, AND THE VARIOUS REQUIREMENTS OK LAW IN SUCH CASES
MADE AND PROVIDED HAVE IIEEN COMIM-IED WITH. AND THE TITLE THERETO IS.
FROM THE RECORDS OK THE PATENT OFFICE IN Till. CLAIMANT (S) INDICATED
IN? THE SAID COPY, AND WHEREAS, UPON DUE EXAMINATION MADE.^IMIE SAID
/CLAIMANT (S) is (ARE) ADJUDGED TO HE. ENTITLED TO A PATENT UNDER THE LAW.
NOW, THEREKORE. THESE il • <»1'U- prs 'P-alvvui ARE TO CRANT UNTO
THE SAID CLAIMANT (S) AND TTlE SUCCESSORS. 'HEIRS OR ASSIGNS 01 THE SAID
CLAIMANT (S) FOR THE TERM OF SEVENTEEN YEARS FROM. TIM: DATE OF THIS
CHANT, SUBJECT TO THE PAYMENT' OF ISSUE FEES AS PROVIDED »V LAW, THE
'RIGHT TO EXCLUDE OTHERS FROM MAKINC. USING OR SELLING THE SAID INVENTION
THROUGHOUT THE UNITED STATICS.
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. j> ,/^> nineteenth ?/,/;/,>/ October,
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seventy-one, ////*//•/ '///r
ninety-sixth.
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PATENTEDOCT 19 ra?i
3,613,653
44
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Eugene Irvin, Jr.
nv Edwin A Carrel I
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United States Patent
"•• |72| Invcntiirs F.ugene Irvin.Jr.
66J5 Lukewood Bl>d., Dallas.Ti-«. 75214;
KdMifcA. Carrrtl. IAOM W.-vll.ik. Dritr.
i»tM*.T«»,?$»74
|2t| Appt/No. 11,783
122| Filed Mar. 23,1970
f4S| Patented Oct. 19,1971
1541 IGNITION DEVICE FOR .INTERNAL COMHliSriON
ENGINE
8 Claims, 4 Drawing Figs.
[521 U.S.CI.. 12.1,14(i.54.
- . I23/I4H A. n.VI4Kj\l.',,U.1,l4XIX
|5I| IM.CI ~ .........: ' F02p 9/0(1
1501 FWd of Search I2.'/IIVI-.
146.5, 146.5 A. I4X AC. I IX (X . I4X I
(561 References Cited
UNITKD STATI-S PATl-N IS
. 2.451.482 10/1948 Hint i:.(/l4h.5A
2.351.682 6/1944 Hcnilryetal I2.VI4KAC
2.9hK,296 . 1/1961 Kachni I2.VI4KI
3..MXI.80! .1/1970 Long clal.....
III
13,613,653
I'runiiry fr'\amiiicr—I ,iurcntc M. (itutdridgo
.•4i/»rnrv II. MathcwsG»rli«id
ABSTkA(.'T: An .HI pollution control JCMCC for unc in the ig-
niiion syxtum of an internal combustion engine for applying a
muii^niling electrical potential lo nonfiring cylindcis nf the
engine responsive to current flow to the firing cylinder includ-
ing an assembly having .1 spark plu^ lead coupler lonnecliblc
into each -sp.nk plug lead socket of the distributor head and
cniMgcahlc by (he spark plug lead for that particular socket,
eucli coupler having a conductor engagcahle at a lower end in
the distributor head socket and contacted at (he upper end by
the spark plug wire A conductive sleeve is secured in spaced
electrically insulated relation around the conductor through
the coupler, the .-loeves in the several couplers of the device
being electric,ill\ interconnected in series win reby a potential
induced in a \leeve by electrical flow through the conductor
utithin such slcctc induces a similar potei.lial in the sleeves of
(he other couplers inducing a potential in the conductors
through such other couplers effecting a nomgniling potential
at the plugs of the tionfiring cylinders.
E^feV.'V.V-S-S*'..-
s®ff!|ff||;r::
•4^^i:f:
-------
3,613,653
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R, -•-•^?,J
IGNITION DEVICE FOR INTERNAL COMBUSTION
ENGINE
This invention relates to a device for improving the com-
bustion characteristics of an internal combustion engine ami
more specifically relates to an ignition device for electrically 5
enhancing the combustion process of an internal combustion
engine. • •
In recent years air pollution problems, particularly in
metropolitan areas of the world, have become monumental
and are increasing at such alarming rates that possibly survival 10
^''k ** currently known on earth is contingent on dclcrmin
ing Uw principal sources of such pollution and finding ways of
mmimiang if not eliminating it. It is unquestioned that one
wurce, and perhaps the major one, of such air pollution isthe
present internal combustion engine usc~d"1n amofriofiilcs.'l.S
busses, aircraft, and any other forms of mobil and stationary
apparatus. One of the reasons for the production of pollutants
by the internal combustion engine is the inefficiency of the
combustion process in the engine resulting in the discharge of
many unburned or partially burned products which, for the 20
most part, are gaseous in form so that they laden the air with
impurities. Numerous approaches are being taken to minimize
the polhlting materials being discharged from engines includ-
ing changing the contents of the fuels being burned, often
requiring engine redesign, and in the instance of the present 25
invention, improving the combustion process through the
.mechanism of the conventional ignition system m present
forms of engines.
It ha* been found that nonigniting. electrical condition can
be created in each of the nonfiring cylinders of an engine 30
retponsive to the flow of current to the firing cyltndcr .mprov-
ing conditions for combustion in the nonfiring cylinders. The '
flow of current to each of the fmng cylinders is util./.cd to m- ;
ducuvely create a potential prov.dmg a field in each oPthe • •
J0""""" c^tn *hlch eff!cts c™d*°™ '" '"<* cylinders 35
fofjmproved combustion. Several approaches have been
made to utilize the particular electrical concept apphcablc
»»«; ln. e«* '"«*"«* they have fallen somewhat short of
aehievuig the desired end result and ,n particular have not
been commercially desirable as they interfered with or altered 40
e.,.t,ng structure of the ignition system of an eng.ne and/or
required somewhat more thanordmary skill f,,r mstallat.on.
It is, therefore, a particularly important object oNhe inven-
• . . j . j . . • , , .
lion to provide a new and improved ignition device for an in-
. H . . V. . • .. . . A<
temal combustion engine which reduces air pollution by 43
. • . • L j. t. r • .•-• . • i r
minimizing the discharge of air-contaminating materials from
,. .. . ... .
tfte cylinocrs 01 me engine.
It i. another object of the invention to provide a new and
improved ignition device which may be installed by an un-
skuled person without alternation of the existing structure of 50
the ignition system of the engine.
It's another object of the invention to provide a new and
improved ignition device for an internal combustion engine
which creates a more homogeneous mixture of air and fuel to
provide a smoother burning mature in each cylinder of the 55
enfbne
It is another object of the invcntion to provide a new and
improved ignition device which breaks down solid deposits on
the piston and cylinder surfaces exposed to the combustion
60
65
70
It is a further object of the invcntion to provide an ignition
'device which improves the power output of an engine and thus
in an automobile the gas mileage is extended by increasing the
efficiency of the combustion process.
It is a further object of the invention to provide an ignition
..device which increases the acceleration of an engine.
[-:' It is a further object of the invention to provide an ignition
. device which reduces oil contamination of an engine.
Iris a further object of the invention to provide an ignition
device wherein the atmosphere in each cylinder is ionized
thereby lowering the voltage required to provide an igniting
ipa/k across the gap of each spark plug of the engine
It it another object of the invention to provide an ignition
device which includes no moving parts and thus is not subject
la wear.
It ,s a slill further object of the invcnt.on to provide an igni-
tion device which is not affected by humidity, various forms of
contamination to which an engine is normally subjected, or
other conditions normally detrimental to proper performance
of spark plugs and other components of an ignition system
|< js a further object of the invention to improve the life «f
various components of an ignition system including the bat-
tery l>y reducing the voltage necessary to operate the system.
it is a further object of the invention to provide an ignition
device which may be readily manufactured to fit any desired
number of cylinders of an internal combustion engine.
|t is further object of the invention to provide an ignition
device which may be installed without the use of tools or par-
titular technical knowledge of the structure of the ignition
system of the engine. ~"
|t js a further object of the invention to provide an ignition
device which is simply connected in between the normal spark
p|U(t |0;,ds and the distributor head of an ignition system
whereby the device is energized by current flowing to each of
the spark plugs of an engine.
|, js a further object of the invention to provide an ignition
de-vice "f the character described which does not necessitate
penetration or other alteration of the insulation on the various
current leads of the existing ignition system in which it is in-
s,a||c(|
It is a further object of the invention to provide an ignition
device which improves the idle speed of an engine
These ami further objects of the invention will be apparent
from rcadi ,hc fl,|,owing description of an ignition device
embod 4 ,hc invcntion ,akcn in conjunction with the ac-
companving drawings wherein:
FI(; , js an Clphjded p^pec,*,. of an ignition device em-
hod ; ,hc invention ^^^ for coupling the spark plug
^ ()f an jnc ,„ th(. dislrjbutor.
K|f . 2 js an ^ pcrspcc,,ve view of one of the
couplers of the ignition device,
K'|f; 3 ,s an *„, d VJCW jn ,„ 1|udinf| „.,„„„ showj
on(. ()f , connected between a socket on the dis-
rfbu and aspark plug Icad.and
H{. 4 js a ^ tn^Mn aU)n ,hc |ine ^ of HG 3
accori,ance w.th the inventK.n. the current flowing to
mduct.vely create an eleuh-
. . .f. '. . . . . . ' r . .
cal condition in the leads to and in the nonfiring cylinders
.. . , . . ... . , ,
which ceclrical comlitinn is noniiinitinK and creates a cymder
. , .. B. .. „- '
atmosphere more favorable to a hiiihlv efficient combustion
' ... B . '
pr
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3,613,653
and installation of the coupler. The size reduction of the ccn
tfal body portion 32 provides downwardly facim* slop
shoulder 40 on the bottom of the head of the hotly A locking
flange or lip 41 is provided around the lower end of the body
portion 12. The lower end portion 33 of the body is reduced
ho law (Ke tip 4J A longitudinal boic 42 extends throughout
the length of the central and lower portions of the hody open-
ing into the bottom of the socket 34 and opening through I he
lower end of the lower body portion 33. The hody 30 is
formed of an insulating or dielectric plastic material such as
polypropylene.
An electrically conductive tube 43 is disposed through the
bore 42 and bradded or flared outwardly at its upper end
securing it to a cylindrical conductive spark plug-lead socket
44 tightly Titled in the receiver 34 mjhe upper head of the
body. As seen in FIG. 37 ihVsocTccT 44"is" located at the lower
end of the receiver 34 and the tube 43 is bradded at its upper
end 43d through a hole defined in the center of the bottom of
the socket. The lower end 436 of the tube 43 is similarly fluted
outwardly or bradded against the bottom of the body portion
33 to rigidly lock the tube in the coupler body. The socket 44
is sized to receive a standard male spark plug lead connector
23 so that the spark plug leads may be readily coupled into the
upper end of the coupler merely by inserting them by hand
into the socket 44. A conductive clip 45 is secured along the
lower end of the coupler body as best illustrated in FIG. 3. The
straight portion 4Sa of the clip is inserted upwardly into the
bore of the tube 43 while the curved side portion 45/> of the
clip extends upwardly along the outside cylindrical surface of
the body portion 33. An upper, inwardly extending hook por-
tion 4Sc of the clip is inserted into a sidcwardly opening hole
SO in the coupler lower body portion 33 jto lock the clip
against longitudinal movement on the clip. The socket 44, the
tube 43, and the clip 45 arc all made of electrically conductive
material which most readily discharges the particular struc-
tural function required of the part. For example, the socket 44
is made of aluminum, the tube 43 of brass and the clip 45 of a
spring steel. The particular arrangement of the conductive
components in the body of the coupler provides case of con-
struction and forms a rigid structure which is not subject to ac-
cidental disassembly and thus is lung wearing.
A slightly outwardly dated skirt or hoot 51 is lightly fitted
on the coupler body below the head 31 extending in spaced
concentric relation over the central portion 32 anil the lower
portion 33 of the coupler body. Hie skirt has a central portion
52 provided with a bore 53 sized to receive the central portion •
32 of the coupler body. The lix-king flange 41 of the body cu-
gagcs the bottom face of the skirt portion 52 below its bore 53
locking the body in the skirt. Mpoxy glue may be used in the
skirt bore around the hody. I he skirt has an upper cylindrical
end portion 60 having a bore 61 which is larger tli.in (he cen-
tral coupler body portion 32 defining an annular space 6J
within the upper portion of the skirt when the skirt is assem-
bled on the coupler body. The lower flared portion 64 of the
skirt comprising the major portion of its length has a
downwardly and outwardly flared bore 65 shaped to receive
(he distributor socket 13 for connecting the coupler on the
distributor. The internal surface of the lower skirt portion has
spaced internal annular ribs 70 which grip the outward surface
of the distributor socket on which the coupler is engaged as
shown in FIG. 3.
A partial sleeve conductor 80 is disposed within the annular
space 63 tightly fitted on the central coupler body portion 32
and circumfcrentially encompassing a major portion of the
body. The sleeve 80 is electrically connected with the conduc-
tor 12 as shown in FIG. 4. The insulation I2u IN stripped from
the conductor along the portion of its length !2/> which is
disposed within the coupler annular space 63 around the cou-
pler body portion 32 in the upper skirt portion 60. The bare
conductor portion 126 is tightly confined with the annular
space clamped between the outer surface of the sleeve 80 and
the inner surface of the upper skirt portion 60 within its bore
61. The insulation stripped conductor portion !2/> is held in
15
20
25
30
40
.so
55
Mi
65
70
75
.sufficiently tight engagement with the conductive sleeve 80
that electrical contact is made between the conductor 12 and
the sleeve The conductor 12 extends from the skirt annular
space on each side of the bare portion through a pair of cir-
cumicrcniially spaced semicircular slots HI formed in 2nd
opened upwardly through the upper end of the skirl pwium
60. While ihe preferred form of electrical connection between
the conductor 12 and the sleeve 80 is ai illustrated to facilitate
assembly of each coupler, it will be recognized that the con-
ductor 12 may be made in segments with separate segments
extending through Ihe spaced slots 81 with an insulation free
end portion of each soldered to the outer surface of the sleeve
80 The spacing of the sleeve 80 from (he lube 43 and the insu-
lating character of the body 30 preclude sparking between the
sleeve and lube.
>t fully assembled ignition device embodying the invention
includes one coupler 11 for each spark plug lead of the igni-
tion system of ihe engine with the conductive sleeves 80 of the
several couplers of the ignition device being electrically inter-
connected in series by ihe conductor 12. In the particular igni-
tion device 10 illustrated in FIG. I. for a four cylinder engine.
four couplets II are interconnected by a single conductor 12.
I he four couplers are interconnected by a length of conductor
12 measured lo properly space the four couplers to fit the
sockets 13 on the head of the distributor 14 a> shown in FIG.
I. Ihe insulation is stripped at three spaced locations along
the length of the conductor 12 to provide bare wire at such lo-
cations such as represented by the stripped conductor portion
12h in FKi. 4. Also, a length of each of the free ends of the
conductor 12 is stripped of insulation so that at Ihe coupler at
which the ends terminate and come together, they may be laid
into the annular space 63 of the coupler in Ihe relationship
shown in FIG. 4 with the bare ends of the stripped conductor
being brought together approximately at "(he midpoint
between the spaced slot 81 along the sleeve 80 in the coupler.
The other three couplet* will, of course, each be connected
with a continuous bare section 12h of ihe conductor as in FIG.
4 so that the completely assembled ignition device 10 includes
four circumferenliully spaced couplers 11 with the ends of the
conductor 12 being brought together in one of the couplers
and the conductor 12 continuing through the other three
couplers as in FKi 4.
The conductor 12 may be inserted through the coupler in
several different ways. For example, after the socket 44 and
the tubing 43 are assembled in Ihe hody 30 of the coupler, the
sleeve HO may IK placed on Ihe central body portion 32. The
conductor 12 with its stripped insulation portion 126 may be.
formed into an arcuate shape as in FIG. 4 and laid in place
wiihm the upper end portion of ihe skill 51 with the insulation .
si rip portion disposed across Ihe skirt as shown in F'IG. 4. The.
hody 30 of ihe coupler is then inserted through the sleeve 80
into the skirt 51. Alternatively, the sleeve 80 is placed on the
hody portion 32 lo Ihe position shown in FIG. 3 and the
stripped conductor portion I2f> is wrapped partially around
the sleeve KO as in FIGS. 2 and 4 and held against the sleeve a* *
the body 30 is inserted through the skirt until the stop
shoulder 41 at ihe lower end of the hody portion 32 engages
ihe internal slop shoulder 55 within the skirt. The bare con-
ductor portion \2h is wedged intti the skirt portion 60 lo the
tightly Titling relationship represented in FIG. 4. The sizing of
the slots 81 may be such that when the body portion 30 of the
coupler is forced into the skirt, (he bottom end surface 40 of
the head 31 of the coupler body will lightly engage the seg-
ments o! the insulation on the conductor 12 at the opposite
ends of ihe hare portion 126 lo further tightly clamp the con-
ductor in the coupler. The clip 45 is then assembled on the
lower end portion of the coupler body by inserting Ihe straight
portion 45u tif ihe clip upwardly into the bore of the tube 43
with Ihe crooked portion 45 of the clip sliding upwardly along
the outer surface of the coupler body until the hooked end
portion 45c engages the hole 50. If desired, the clip may be
soldered lo the tube 43 at a point designated 454 in FIG. 3 at
the entry of the straight portion of the clip into the bore of the
tube
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3,613,653
-' Any desired number of identical coupler units 11 ma> he .so
electrically and physically interconnected to provide > • igm-
--lion device embodying the invention for an engine »: any
selected number of cylinders. If desired, the several couplers
. may be interconnected by a conductor 12 which is not in the
; closed loop form but rather is a single strip of wire having two
"''*£.; tnt ends. In such a modified assembly a coupler 11 is secured
'*" ' 'as described at each free end of the conductor and the other
: cpuptersjof the assembly spaced apart along the length of the
,",'•:, conductor between the two end couplers. In such an arrangc-
, ''2i' ' ment the couplers still are electrically connected in scries as in
^,;,;:" The completely assembled ignition device 10 is installed in
'.*" ',lhe-ignition system of an internal combustion .engine by steps
(Ugg'esled in the exploded perspective view of FIG. 1. The
"' spark plug and ignition coil leads arc removed from the head
of the distributor 14 by pulling the spark plug lead connectors
.i»;23 from the socket* 13 and the connector 21 of the ignition
-;'/. (ioillead 20 from the socket IS. The ignition device 10 is then
" ' held above the distributor in the relationship shown in FIG. 1
• with ettch of the couplers 11 being installed on a socket 13 of
] the distributor head as shown in FIG. 3. Each coupler is held
;.' and manually placed over the distributor head socket to the
..'., position shown in FIG. 3 with the lower end portion of the
,..,;, coupler body with the clip 45 being inserted into the conduc-
. : (.tlve female socket 13a of the distributor bead socket 13. As
'/' shown m FIG. 3 the clip 45 is contoured to conform to a pur-
' * tk>n ofthe inrtcr surface of the socket I3a to aid in holding the
.v;' . coupler on the socket. The hook 45c on the clip resiliency en-
...JifC ta8**Jhe locking recess 136of the socket 13u. The gripping
.!. ^ actfon of the rib* 70 aid in holding the coupler on the socket.
The couplers 11 are sequentially installed on the sockets of
' ' the distributor head until the ignition device is securely con-
nected with and supported on the distributor head. The spark
plug, leads are then connected into the proper couplers II in
' the sarne order in which they previously had been connected
. • two the sockets 13 of the distributor head! The male conncc-
,« 'Pr 23 of each spark plug lead is inserted into the position
'ySZ shown in FIG. 3 within the socket 44 of each coupler The coil
'[:'!/.'. fsad 20 is then reconnected with the distributor socket 15 to
'"T/T"* 'provide energy from the spark cnil to the distributor.
'•$*'' If ihc-nonclosed loop or straight string arrangement of the
'.^j.. iuwmbly of couplers is used, the coil lead 20 is.not removed
•'. during installation of the device. 1 he spark plug leads are
removed, the couplers are installed in the distributor head
'',""' around the coil lead, and the spark plug leads are inserted into
10
. ,
'5
20
, ,
"3" '
30
40
•*>. '••- With the ignition device so connected between and electri-
"|''_ cafly coupling .the spark plug leads with the distributor, as the
;'t\, distributor sequentially cncrgi7.es the spark plug leads, the ig-
^gi.''|iition device is activated functioning to transmit a mmignilint;
•ft-^R- electrical condition from each cncrgi/ed spark plug lead to the
.^*' inonertergircd spark plug leads and thence to the nonfiring
r™'.%iJjrlitUJcrs bf'the engine. The distributor encrgi/es a selected
''"*?'"l''»ocket 13. An declncal potential is applied from the female
.'.l'-;vjockel I3a -through the conductive clip 45 and the conductive
* Uibe'43.to the female socket 44 of the coupler II The poten-
rial is applied to .the male connector 23 of the spark plug lead
"•J;.'and through such lead to the spark plug of the cylinder to be
'' fired: As the current flows through the tube 43 of the coupler
' ;".' '11 to'energize the spark plug lead, an electrical field is ef-
fected in the vicinity of the tube 43 inducing u potential on the
''"!:' conductive sleeve 80 surrounding and electrically insulated
",. ''.' from-the'tube 43. The character of and the thickness of the
"^x,matjlri»rcomprising the central body portion 32 of the coupler
rr^":': i» uieil thafthe potential on the tube 43 does not effect a spark
^ &ji bst*een. the tube and the sleeve 80. Also, of course, the
"v^.i'ch»l«cter of the material comprising the dielectric along the
.'"^bixfy;;portion 32 must be such that the electrical condition
/-•:- between the tube 43 and the sleeve 80 wilt not effect broak-
""^ ?^nof,the.matertal. The potential induced in the «leevc MO is
"V ioriiluclcd to the insulation bare conductor portion )2/>-and
^ .fhrowfh such conductor to the serially connected other
ill in the system. The sleeves 80 in the couplers II
50
55
60
70
.••nncclcd v»nh the iioncncrgizcd distributor sockets 13 arc
thus raised l« the potential of the sleeve 80 surrounding the
energi?cd coupler The electrical potential of the sleeves 80 of
the noticncrgi/cd couplers induces an electrical condition in
the conductive tubes 43 through such nonenergi/ed couplers
which condition is then conducted through the spark plug
leads to the plugs of the nonfiring cylinders resulting in nonig-
niting emissions from such nonfiring plugs. These nomgniting
ignitions condition the charge and atmosphere within the non-
firing cylinders to enhance the combustion process in such
cylinders when each of the spark plugs in such cylinders are
subsequently ignited to effect combustion of such charges.
The engine operates in routine fashion with the spark plugs
.being sequentially fired and the ignition device 10 effecting
the desired condition in each of the nomgniting cylinders as
each spark plug lead is sequentially energized.
The numerous previously discussed beneficial effects arc
obtained, including improved acceleration, increased gas
mileage, quicker starting, cleaner operating parts within the
engine, and most importantly, a substantially reduced
discharge of contaminants from the engine due to the im-
proved combustion process. Analyses' of exhaust gases from
automobile engines operating under normal conditions under
the influence of the ignition device of the invention have
demonstrated an X4.V percent decrease in hydrocarbons
heavier than methane in one instance and in another instance
u KM) percent decie:ise in such hydrocarbons. In the same
tests, the methane measured in such exhaust gases showed a
3S.82 percent decrease in the first instance and 100 percent
decrease in the second example. In similar tests on the au-
tomobile engines, a full second reduction in acceleration time
frorn zero to speeds of 60 miles per hour were measured. Also,
an increase in idle speed of up to 200 r.p.m. was found in an
engine with the addition of the ignition device without any en-
gine adjustments, (ius mileage increases were found to range
up to 20 to 30 percent. The device is readily installed without
the use of special tools, and, due to the absence of moving
parts and the protection provided the conductors in the
device, essentially no deterioration occurs during its opera-
lion. Due to the naluie of the construction of the device and
the manner in which its several couplers are interconnected by
the conductor 12, it is readily assembled to function with an
engine .of any number of cylinders without the necessity of
manufacturing and stocking varieties of part sizes and kinds.
The uniformity of spark plug lead connections and distributor
heads permits the use of a uniform type coupler with only the
numbers of couplers being varied to accommodate the device
to various engines
What is claimed and desired to he secured by Letters Patent
is:
I. An ignition device for improving the combustion process
in the combustion chambers of the cylinders of an internal
combustion engine having electrical conductors connected
between a distributor and the spark plug of each cylinder of
said engine, said device comprising an electrically conductive
sleeve supported in electrically insulated relationship around
each of said electrical conductors forming one plate of a con-
denser for each conductor of said engine for inducing an elec-
trical potential in each of said sleeves responsive to current
flow in the electrical conductor through said sleeve; and elec-
trical conductor means interconnecting said sleeves together
in parallel whereby each of said plates of the individual con-
densers formed for each electrical conductor are simultane-
ously cncigi/cd responsive to current flow through the electri-
cal conductor passing through any one ot said sleeves
2. An ignition device for conditioning the combustion
chambers of internal combustion engines comprising: a plu
rality of serially interconnected couplers for electrically con-
necting the spark plug leads of said engine with (he head of the
distributor of sjid engine, each of said couplers including first
conductive mc.ms lor connecting said coupler into a socket of
said distributor he.id. second conductive means spaced
therefrom for eonne. lion of a spark plug lead *ilh said cou
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10
-,- -• I
-
I* «'
pier, an electrical conductor connected between sanl lust ;unl
said second coupling means, an electrically conductive \!ee.>-
disposed in spaced electrically insulated relationship aiouml
>aid conductor between said first and second coupling means,
an electrical conductor extending between said couplers sen-
ally interconnecting said sleeves of said coupler-, whcreb) un
electrical potential « induced in one of said sleeves of said
couplers responsive to electric current flowing through said
conductor between said first and second coupling me;ms of
said} coupler, said potential is conducted to the sleeves of (he
remaining couplers of said ignition device effecting u change
of electrical conditions in the nonfinng combustion chambers
of said engine by means of said spark plugs in said chambers
3. Ari ignition device in accordance with claim 2 wherein
mud sleeve is split having a gap therein bctwccnjjppfwiiu; free
ends and said sleeve encompasses a major circumferential
portion of said coupler around said conductor through said
coupler between said first and second coupling means.
4. An ignition device in accordance with claim 2 wherein in
each of said couplers said first conductive means comprises a
male connector adapted to be inserted into a spark plug recep-
tacle of said distributor head and said second conductive
means comprises a female receptacle for receiving the male
connector of a spark plug lead.
5. An ignition device for preconditioning u fuel charge in an
internal combustion engine for improving the combustion
process in the combustion chambers of said engine compi is-
tng: a plurality of serially interconnected electrically conduc-
tive couplers for connecting spark plug leads of said engine 30
into the head of the distributor of said engine, each of said
couplers comprising an elongate, tubular body mandrel
formed of an electrically insulating material, an electrically'
conductive female socket disposed in an opening at one cntl of J.
said body mandrel for receiving the male connector of a spark* .15
plug lead, an elongate electrical conductor disposed through
said body mandrel from said female socket member to a
second'end of said body mandrel, an electrically conductive
connector secured on said second end of said body mandrel in
40
10
15
20
25
electrically conductive relationship with said conducto
'•irotigh said body mandrel, said second end ot said body man-
drel ami said connector comprising a male connection on said
coupler for insertion into u female spark plug lead socket on a
disiiihiilor head, an electrically conductive sleeve disposed in
electrically insulated spaced relationship ar.umd sjid body
mandrel cncompasung said conductor through said oody
mandrel and within an electrical field generated around said
conductor when said conductor is energized, a tubular skirl of
electrically insulating material disposed on said body mandrel
around and in spaced relationship from said second male end
portion of said body mandrel for fitting over and gripping a
said socket member of said distributor head, and an electrical
conductor serially interconnecting said conductive sleeves of
said couplers of said ignition device, said conductor having a
portion thereof disposed through said skirt of each of said
couplers and clamped in electrically conducting relationship
with said sleeve of said coupler whereby electrical energy
passing through one of said couplers from said distributor to a
spark plug lead connected thereto induces an electrical condi-
tion in said sleeve of said coupler, said electrical condition
hoing conimumc.itcd to the sleeves of the other couplers of
said ignition device for communication to the spark plugs of
the nonfiring cylinders of said engine.
6. An ignition device as defined in claim S wherein said
sleeve is a split sleeve encompassing a major circumferential
portion of said conductor through each of said couplets.
7. An ignition device as defined in claim 6 wherein said con-
ductive coupling means on said male portion of said hotly
mandrel of said coupler is a clip having a portion electrically
connected with said conductor through said body mandrel and
a portion cngageable in the female socket of the socket con-
nector of said distributor head of said engine when said device
is installed on said engine.
8. An ignition device as defined in claim 7 wherein said con-
ductor between said sleeves of said couplers has an insulation
bare portion therein at each of said couplers clamped within
said coupler around said sleeve by said skirffcf said coupler
:• . •!•"< ' *2
I-:K r
45
1,0
65
|xip-,-'V;t:'
70
75
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?•• ^jESfrft
'•i'^-^'••".< A£'.'.?'
V'.w
•>Ai *rE
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2118G
I1MG: em
IGNITION DEVICE FOR INTERNAL COMBUSTION ENGINE
10
15
20
25
Abstract of the Disclosure
A device for improving the ignition characteristic of an
internal combustion engine and reducing the air pollutants
discharged-by—such engine having'electrical apparatus for
applying an electrostatic charge into the combustion chambers
of the engine including a pair of electrical energy conductors,
and an induction block connected with the conductors for
each of the spark plug wires of the engine each induction
block having a longitudiha'l channel sized to receive a spark
.plug wire, a retainer for holding the block on tttfe spark plug
wire, first and second longitudinally spaced chambers partially
encircling the spark .plug wire channel in electrical insulated
f, ,
relationship from the channel, first and second electrically
conductive plates positioned in the first and second chambers
partially encircling the spark plug wire channel, conductive
clamping means on each of the plates connecting each plate '
• w
with one of the pair of conductors between the induction blocks,
and removable cover means for holding the pair of electrical
conductors with each induction block clamping the first and
second plates in the first and second chambers of each block.
One such induction block is installed on each spark plug wire
of the engine. Current flowing to each firing cylinder of the
engine induces an electrical potential in the plates of the
induction block on the firing wife which potential on each plate
is communicated to the corresponding plate of the induction
block on the non-firing spark plug wires inducing an electro-
static potential on the plates around the non-firing spark plug
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wires.to communicate the electrical potential into the non-
firing cylinders improving the combustibility of the fuel in
such cylinders.
This invention relates to an internal combustion engine
5 emission device and more particularly to an ignition device
for electrically enhancing the combustion process of an internal^
combustion engine.
In recent years both air pollution and fuel shortage
problems have become .major obstacles to the continued operation
10 of internal combustion eng-jnes for vehicle and other uses as
they are presently structured and operated. One of the princi-
V
pal reasons for the both the production of pollutants by the
internal combustion engine and the inefficiency of utilization
of the fuel by the engine is the inefficiency of the combustion
15 process in the cylinders of the engine resulting in the discharge
of many unburned or only partially- burned products which, for
the most part, are gaseous in nature so that they add further
*
impurities to the air.
It has been found that a non-igniting electrical condition
20 can be developed in each of the non-firing cylinders of an -
internal combustion engine responsive to the flow of current to
the firing cylinder thereby improving conditions for combustion
in the non-firing cylinders. The flow of current to each of
the firing cylinders is utilized to inductively create a potential
25 providing a field in each of the non-firing cylinders which
effects conditions in such cylinders which improve combustion.
Several different approaches have been made to utilize this
particular electrical concept but in many instances they have
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f
fallen somewhat short of achieving the desired end result and
in particular have not been commercially desirable as they
interfered or altered the existing structure of the ignition
. system of the internal combustion engine and/or required some-
5 what more than ordinary skill for installation. One particular
prior art device which has utilized the same principles of the --
present invention successfully is disclosed and claimed in
U.S. Patent 3,613,653 issued October 19, 1971 to Eugene Irvin, Jr.,
the present inventor, and Edmond A. Carrell. The particular
10 mechanical structure d"isclqsed in such patent for connecting^
the device with the spark plug wires of an engine is not operable
with some more recently developed distributors. Also it has
been found that the present invention is capable of developing
a potential at the non-firing cylinders of approximately 40%
15 greater than that of the device shown in the patent.
• It is, therefore, a particularly important object of the present
invention to provide a-new and improved ignition device for an
internal combustion engine for reducing air pollution and im-
proving the fuel efficiency of the engine.
20 It is another object of the invention to provide a new and-
. improved ignition device of the character described which, may
be installed by an unskilled person without altering the existing
structure of the engine ignition system.
. It is another object of the invention to provide a new and
25 improved ignition device of the character described which creates
a more homogenous mixture of air and fuel to provide a smoother
burning mixture in each cylinder of the engine.
It is another object of the invention to provide a new and
improved ignition device which breaks down solid deposits on
30 the piston and cylinder surfaces exposed to the combustion process.
I
i
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It is a further object of the invention to provide an
ignition device which improves the power output of an engine
and thus increases the gas mileage of an automobile by increasing
the efficiency of the combustion process.
5 It is a further object of the invention to provide an
ignition deviceu-which increases tke acceleration of an engine.
It is a further object of the invention to provide an
ignition device which reduces oil contamination of an engine.
It is a further object of the invention to provide an
10 ignition device wherein the atmosphere in each engine is ionized
thereby lowering the voltage required to provide an igniting
V
spark across the gap of each spark plug of the engine.
It is a further object of the invention to provide an
. ignition device which" includes no moving parts and thus is not
15 subject to wear.
It is a still further object of the invention to provide
an ignition device which is not affected by humidity and various
f
forms of contamination or other conditions normally detrimental
to the proper performance to spark plugs and other components
20 of the ignition system of an internal combustion engine.
It is a further object of the invention to improve the
life of the various components of the ignition system of the
engine including the battery by reducing the voltage necessary
to operate the ignition system.
25 It is'a further object of the invention to provide an
ignition device which may be readily assembled Lo fit any desired
number of cylinders oC an engine.
It is a further object of the invention to provide an
ignition device which may be installed without the use of
• I
30 special tools or particular technical knowledge of the ignition
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10
15
'20
25
30
system of the engine.
It is a further object of the invention to provide an
ignition device which is connected between the normal spark
plug leads of the ignition system of the engine whereby the
device is energized by current flowing to each of the spark
plugs of the-engine.
It is a further object of the invention to provide an
ignition device of the character described which does not
require that the insulation of the spark plug leads be pene-
trated for connection"of the device.
It is a still further object of the invention to provide
v
an ignition device which improves the idle speed of the.engine.
In accordance with the invention, there is provided an
ignition device for ah internal combustion engine which includes
a plurality of induction blocks interconnected by a pair of
electrical conductors connecting irt parallel condenser plates
in each of the induction blocks supported in spaced relation
f
around the spark plug wire on which" each of the inductions blocks
is mounted. Each of the induction blocks has a longitudinal
channel which receives a spark plug wire and first and second
electrically conductive plates mounted in spaced relation to
and partially encircling the spark plug wire channel. The plates
are supported in the block in longitudinal spaced relation.
The first plates of each of the blocks are clamped to and electri-
cally connected with a first of the conductors interconnecting
the blocks. A second of the plates in each of the induction
blocks is secured to and electrically connected with the second
of the conductors between the induction blocks. Current flowing
in the spark plug wire to the firing cylinder induces an electi-
«
cal potential in the first and second plates of the induction
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. block on such spark plug wire. The electrical potential is
conducted through the first and second conductors to the remain-
ing induction blocks supported on the spark plug wires to the
non-firing cylinders. The plates partially surrounding the
5 spark plug wires to the non-firing cylinders induce an electrical
.«—• • ***'
potential in each such spark plug wires which is communicated
to the spark plug of the non-firing cylinders creating an
electrical condition in such non-firing cylinders which enhances
combustion in such cylinders when fired.
10 The foregoing objects }and advantages of the invention will
be better understood from the following detailed description
of a preferred embodiment of the invention taken in conjunction
with the accompanying drawings wherein:
Figure 1 is a fragmentary assembly view in perspective
15 showing the ignition device of the invention assembled on the
spark plug wires of a four cylinder engine;
Figure 2 is an exploded perspective view of one of the ,
ignition block' assemblies of the device of the invention;
Figure 3 is a top plan view of the induction, block assembly
20 housing;
Figure 4 is a side view in elevation taken at 90° to the
right of Figure 3 of the induction block assembly housing;
Figure 5 is an end view of the induction block assembly
housing as viewed from the end of the housing nearest the reader
25 in Figure 2;
Figure 6 is a view in section of the induction block assembly
housing along the line 6-6 of Figure 3;
Figure 7 is a bottom view of the induction block assembly
housing;
-6-
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Figure 8 is a top view of the cover plate for the induction
block assembly housing;
: Figure 9 is an inside or bottom view of the cover plate of
Figure 8;
5 Figure 10 is a view in section along the line 10-10 of
' Figure 8;
:* Figure 11 is a right edge view of the housing cover plate
as seen in Figure 8;
; . Figure 12 is a top view of the large electrically conductive
10 plate of the induction block.assembly showing the conductor tab
and conductor point of the plate lying in the samevplane as the
' . top of the plate for better illustrating the shape of the tab
and point;
• '" Figure 13 is an end view of the plate of Figure 12 showing
15 the tab and point bent upwardly to ppsitions at which the plate
.* - - »
f • is clamped in electrically conductive relationship with the
?• electrical conductor;
»•"
; Figure 14 is a right side view of the plate as shown in
;.. Figure 13; .
\ 20 Figure 15 is a top view of the small electrically conductive
1 .
> plate of the induction block assembly showing the conductor
I" clamp tab and contact point folded into the plane of the top of
i
\ the plate for better illustrating the shape of the tab and point;
Figure 16 is an end view of the plate of Figure 15 showing
! 25 the conductor clamp tab and contact point bent upwardly at the
: position for securing the plate in electrically conductive re-
t lationship with a conductor; and
; Figure 17 is a right side view of the small plate as shown
; in Figure 16.
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Referring to Figure 1, the ignition device of the invention
includes a plurality of induction block assemblies 20 which
are interconnected by first and second conductors 21 and 22
and are each clamped on a separate one of spark plug wires 23
5 leading from a distributor 24 to the spark plugs, not shown,
of an internal—combustion engine,^ not shown. In accordance
with the invention, the current flowing from the distributor
to each firing cylinder is utilized to inductively create an
electrical condition in the spark plug wires leading to the
10 non-firing cylinders where, an electrical condition is induced
l
which is non-igniting and creates a cylinder atmosphere more"
favorable to a highly efficient combustion process. The exact
phenomenon which occurs in the cylinder to enhance the cylinder
atmosphere is not known, though it is believed to be in part
15 a corona effect induced by the voltage at the sparking gap of
the non-firing plugs communicated .from the spark plug wire
leading to the firing cylinder at the time current flows in
such wire from the distributor to jthe spark plug of the firing
cylinder.
20 Referring to Figure 2, each of the induction block assemblies
20 includes a housing 30, a housing cover 31, a first large con-
ductive plate 32, and a second small conductive plate 33.
The details of the housing 30 are shown in Figures 3-6
inclusive. The housing has longitudinal side walls 40 and 41
25 joined with opposite end walls 42 and 43. A semi-elliptical
longitudinal partition 44 extends along a longitudinal axis
between the end walls defining a downwardly opening semi-elliptical
conductor channel 45 for receiving a spnrk plug wire 23. A
retainer plate 50 is formed integral with and hinged to the
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20
bottom edge of the side wall 41. The inside face of the retainer
, plate is provided with a locking pin 51 positioned perpendicular
•-. ...; to the plane of the plate along the free edge of the plate.
The pin 51 is insertable into a locking bore 52 formed in the
5 side wall 40 of the housing opening downwardly through the
. bottom edge of the side wall. The retainer plate 50 folds across
the bottom of the housing so that the free inside edge of the
plate rests against the bottom edge of the housing side wall
40 clamping the housing on.a.spark plug wire 23 extending through
10 the channel 45. The housing 30 has a cross partition 53 which
runs parallel with the end walls 42 and 43 extending across the
housing between the side walls above the semi-elliptical partition
44 having a top edge in the same plane as the top edges of the
end walls 42 and 43. The partition 53 is located substantially
*
j 15 closer to the end wall 42 than to the end wall 43 so that the
partition 53 defines a first upwardly opening lar
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second semi-circular channel 61 leading to the second smaller
chamber 55. Similarly, the other side wall 41 is provided along
the top edge thereof with a semi-circular channel 62 aligned with
the channel 60 also leading into the first chamber 54 and with
5 a semi-circular channel 63 aligned with the channel 61 leading
to the second smaller chamber 55. The channels 60 and 62 permit
the first conductor 21 to pass through the first chamber 54 and
the channels 61 and 63 permit the second conductor 22 to pass
through the second chamber 55. The top edge surfaces of the
*
10 side and end walls of the-hdusing are provided with mounting pins
64 located at the four corners of the housing and s^t the midpoints
of the side walls for holding the top 31 on the housing. •
The housing top 3! is rectangular in shape and. is sized to
fit over the housing 30 on the top edges of the end and side walls
15 of the housing. The bottom face of the top has a peripheral
#
flange 65 having side wall portions which are provided with semi-
circular recesses 70 aligned in pairs toward the? opposite ends ,
of the top to register with the pairs of semi-circular channels
60 and 62 and 61 and 63, respectively, to accommodate the two con-
20 ductors 21 and 22 so that the conductors may pass through the
housing for connection with the plates 32 and 33, respectively.
The inside face 71 of the top 31 within the peripheral flange 65
defines the top or ceiling of the first and second chambers 54
and 55 providing space for the entrance and exit of the conduc-
25 tors 21 and 22 and the connection of the conductors with the
plates 32 and 33 al'ong the top of the first and second chambers-
-10-
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. The top is provided v/ith bores or holes 72 positioned at the
. four corners of the top and at the center line of the top along
the side edges of the flange 65 to register with the six mounting
pins 64 on the housing body for connecting the top 31 on the
5 housing body 30. The pins 64 and the holes 72 are sized to
* "*
permit'a tight fit of the pins in the holes for holding the top
on the housing.
The housing 30 and the top 31 of the distribution block
assembly are constructed of an electrically insulating material
10 such as a plastic which raayi.be quickly and inexpensively fabrica-
ted. The housing and top are each one piece integral units
which are molded in accordance with standard plastic fabricating
procedures.
The first conductive sleeve 32 which may be considered
t 15 analagous to a condenser plate as illustrated in Figures 12-14
j ;• '-' 'is an open-sided rectangular shaped channel member having a
• central or top plate portion 32a and parallel side, walls 32b. '
!'; The plate 32 is sized to fit within the first large chamber 54
I - . ' ' so that the side plate portions 32L extend down along the opposite
;•' 20 sides of the longitudinal channel member 44 while the top
V . -" -.
1 . "• ' • plate portion 32a extends across the top portion of the partition
• " 44. The shape of the plate 32 permits the plate to effectively
encompass approximately one-half of the spark plug wire 23 posi-
tioned within the channel 45 of the induction block housing 30.
25 Formed integral with the top portion 32a of the plate 32 are
a rectangular retainer tab 32c fixed along a bottom edge of the
tab with the plate top portion and a triangular conductor con-
tact point 32d which is formed from the material of the top portion
-11-
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23
32a by making two connected angular cuts in the top portion so
that the contact point 32b may be bent upwardly as evident in
Figures 13 and 14. The retainer tab 32c is designed to be bent
partially around the conductor 21 to pinch the conductor between
r 5 the tab and the top surface of the channel portion 32a for tightly
j
J securing "the" conductor 21 with the' plate 32. The contact point
|. : 32d is shaped and positioned to pierce the insulation on the
i
! conductor 21 for making electrically conductive contact with the
i
conductive wire in the conductor so that electrical communication
i
\: 10 is established between"the plate and the conductive wire through
!-•;.
r the conductor 21.
! -: v
\
The smaller second electrically conductive plate 33, as
!
>••"_ . illustrated in Figures 15-17, is a rectangular open-sided channel-
shaped member having side leg portions 33a formed on a top por-
j.
15 tion 33b. The plate 33 is sized to fit within the smaller dis-
' tribution block assembly housing chamber 55 so that the plate
f side portions 33a extend along the sides of the longitudinal
f
- partition 44 within the chamber 55 a"nd the top portion 33b of
''•' :- the plate extend across the top portion of the partition within
* ... .
: 20 the chamber. The top portion 33b of the plate has a rectangular
'•". . • conductor retainer tab 33c formed integral with the top portion
of the plate and connected with the top portion along an edge of
the tab. Extending in longitudinal alignment with the tab 33c
is a conductor point 33d which also is formed integral with the
;"' 25 plate top portion 33b. The tab 33c is designed to bend around
to pinch the conductor 22 between the tab and the top face of
s the plate portion 33b while the point 33d pierces the insulation
of the conductor to contact the conductive wire through the center
I -12-
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24
'of the conductor 22 to effect electrical connection between
the wire in the conductor 22 and the plate 33.
i
The plates 32 and 33 are made of an electrically conductive
material which may be economically manufactured and bent to
5 form the" cbfirifectiohs between the conductors and the plates.
A suitable material for the plates has been found to be brass.
A complete ignition device incorporating the features of
the invention includes one ignition block assembly for each of
the spark plug wires of the engine on which the device is to
10 be used. As indicated in- figure 1 the induction block assemblies
are connected on the conductors 21 and 22 at spaced intervals
along the lengths of the conductors to properly position the
induction block assemblies for coupling on the spark plug wires
23. Two of the induction block assemblies are secured respectively
15 at opposite ends of the conductors 21 and 22 with the remaining
« i
induction block assemblies being connected in spaced relation
between such opposite ends for convenient securing on the spark•
• m
plug wires. The first of the conductors 21 is electrically connec-
ted between the first plates 32 in all of the induction block
20 assemblies so that the plates may be considered as electrically'
connected in parallel. Similarly the second smaller plates 33
of the induction block assemblies are connected with the second
conductor 22 so that the plates 33 are considered as electrically
connected in parallel. The electrical system forming the first
25 conductor 21 and the plates 32 is in insulated relationship from
the electrical system comprising the conductor 22 and the plates
33. Each of the induction block nssomblius 20 is connected to-
gether and coupled with the first and second conductors 21 and 22
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25
10
15
20
25
in the general relationship as illustrated in Figure 2. The
first larger plate 32 is connected on the conductor 21 by forcing
the conductor downwardly on the contact point 32d until the
contact point pierces the insulation of the conductor and is
forced into the conductor engaging the conductive wire along
the center "of the conductor. The retainer tab 32c is then bent
partially around the conductor insulation to trap or pinch the
conductor on the contact point 32d between the inside face of
the tab 32c and the top face of the plate portion 32a. The
plate is thus tightly secured in electrically conductive rela-
tionship with the conductor. Similarly the smaller plate 33 is
V
connected with the conductor 22 by pressing the conductor 22
downwardly on the contact point 33d until the contact point
pierces the insulation and engages the conductive wire through
the conductor and the tab 33c is bent partially around the con-
ductor to clamp the plate with the'.conductor in electrically
conducting relationship. The large plate 32 is then placed in
f
the large first chamber 54 of the fnduction block assembly hous-
ing 30. The side leg portions 32b of the plate 32 fit downwardly
on opposite sides of the housing longitudinal partition 44.
Similarly the plate 33 is placed in the smaller housing chamber
55 with the leg portions 33a of the plate fitting downwardly
along opposite sides of the partition 44 within the chamber.
Thus, the large and small first and second plates partially en-
compass the partition 44 within the large and small chambers
respectively. The top 31 is then placed on the pins 64 and
pressed tightly downwardly closing the induction block assembly
housing. The conductors 21 and 22 enter the chambers of the
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housing through the semi-circular recesses or channels provided
in the top edges of the housing side walls and the internal
flange 65 of the top 31. On those induction block assemblies
which are on the opposite ends of the conductors 21 and 22 the
5 conductors simply extend through the channel openings along one
side of" the~fncfuction block assembly housing. In those induc-
tion block assemblies that are intermediate the ends of the
conductors 21 and 22 the conductors pass into the block assembly
housings at one side of the housing and pass outwardly toward
10 the next block assembly thrpugh the opposite side of the housing
and housing top.
After connection of the induction block assemblies on the
conductors 21 and 22 the ignition device is secured on the ignition
system of an internal combustion engine, not shown, in the rela-
15 tionship shown in Figure 1. One of the end' induction block
' assemblies is first connected on a convenient one of the spark
plug wires by placing the induction block assembly housing on f
the wire approximately two inches from the distributor 24 with
the spark plug wire 23 fitted along the housing assembly channel
20 45 so that the spark plug wire passes completely through the
. housing longitudinally along the channel. This, of course, is
done with the retainer 50 open as illustrated in Figure 2. The
hinged retainer 50 is then folded upwardly toward the housing to
a closed position across the open bottom of the channel 45 in-
25 serting the retainer pin 51 of the retainer 50 into the hole 52
along the bottom edge of the side wall 40 of the housing. The
pin 51 is sized in relation to the hole 52 so that the retainer
50 snaps into a closed locked relationship across the bottom of
the retainer housing tightly holding the retainer housing on the
• i
30 spark plug wire. Each of the succeeding induction block assemblies
-------
L
$
10
15
20
25
is connected on succeeding spark plug wires until the entire
ignition device is coupled with the spark plug wires. One
induction block assembly is connected with each of the separate
spark plug wires.
Prior to^ installing the ignition device on the ignition
system of an internal combustion engine the engine should be in
normal good running order. The carburetor should be adjusted
for a normal mixture setting. The spark plug wires and distri-
butor should be in good condition. Upon completion of installa-
tion and during the operation of the device on the engine, the
induction block assemblies should at all times be securely
V
attached to the spark plug wires. After the engine has been
run approximately one thousand miles with the ignition device
installed, the oil of :the engine should be changed, the oil
filter should be changed, and the idle speed of the engine should
be adjusted to normal.-
With the ignition device connected between and electrically
f
coupling the spark plug leads between the distributor and the
spark plugs, as the distributor sequentially energizes each of
the spark plug leads the ignition device is activated transmitting
a non-igniting electrical condition from each energized spark
plug lead to the remaining non-enerigzed spark plug leads and
thus to the non-firing cylinders of the engine. As the current
flows in the energized spark plug lead the flow of the current
through the first and second conductive plates 32 and 33 produces
an electrical potential on each of the plates due to an electrical
field around the spark plug wire. The character of the material
forming the induction block assembly housing and the spacing
-------
. between the electrically conductive first and second plates
and the energized spark plug wire preclude any sparking effect
between the wire and the plates. Also the electrical relation-
ship between the plates and the wire is not such that there is
5 any damage to the insulation on the spark plug wire. The electri-
cal potential-developed on each of the plates 32 and 33 is
conducted through the contact points on the plates to the con-
;: ductors 21 and 22 leading to the other induction block assembly
on the remaining non-energized spark plug wires. Thus, an
10 electrical potential "is developed on the first and second con-
ductive plates 32 and 33 in each of the other induction block
V
assemblies. Such potential on the plates induces an electrical
condition in the non-energized spark plug wires which is con-
ducted through such wires to the non-energized spark plugs.
15 Such condition is communicated through the spark plugs into the
.non-firing cylinders resulting in a low level non-igniting elec-
trical emission from such non-firing plugs. These non-igniting
t
electrical cbnditions in the non-firing cylinders preconditions
the fuel charge and the atmosphere within the non-firing cylin-
20 ders to enhance the combustion process in such cylinders so that
when each of the spark plugs in such cylinders is subsequently
energized to ignite the fuel charge in the cylinders the com-
bustion process is improved. As the engine operates in routine
fashion with the spark plugs being sequentially fired, the
25 ignition device of the invention effects the desired fuel charge
preconditioning in each o.f the non-igniting cylinders prior to
and as each spark plug lead is sequentially energized by the
distributor.
-17-
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10
15
20
25
The numerous previously discussed beneficial effects are
obtained, including improved acceleration, increased gas mileage,
quicker starting, cleaner operating parts within the engine,
and most importantly, substantially reduced discharge contaminants
from the engine due to the improved combustion process and a
fuel saving. The device is readily installed without the use
of special._tpols and due to the absence of moving parts and
the protection provided the conductors in the device, essentially
no deterioration occurs during its operation. Due to the nature
of the construction of the device and the manner in which its
several ignition blook assemblies are interconnected by the con-
„ >.
ductors 21 and 22, the device may be readily assembled to func-
tion with any number of cylinders by utilizing th"e required num-
ber of induction block assemblies without the necessity of
manufacturing and stocking varieties of part sizes and kinds.
The uniformity of spark plug lead sizes permits the use of the
uniform type induction block assembly with only the number of
such assemblies beiiuj varied to accommodate the device to various
engines having different numbers qf cylinders. The use of the'
two conductive condenser plates in each of the induction assem-
blies blocks and the difference in the size of the plates which..
is approximately a ratio of four to one between the large and
small plates has been found to produce approximately 40% greater
potential at the plates of the non-firing cylinders than has been
found to be obtainable with prior art devices including that of
the inventor referred to in his previously issued patent.
-------
What is claimed is:
1. An ignition device for improving the combustion process
in the combustion chambers of the cylinders of an internal
combustion engine having spark plug wires connected between a
distributor and the spark plug of each cylinder of said engine,
5 said device comprising: a plurality of separate electrically
conductive _p_la£fis insulated from .each other and supported in
an assembly means for connection partially around and in insula-
ted relationship with each of said spark plug wires defining a
plurality of condenser plates for each of said spark plug wires
10 of an engine for inducing an electrical potential in each of
i •
said plates responsive to electrical current flow in one of ••
•said spark plug wires through one set of said plates; and a
plurality of separate electrical conductors interconnecting
corresponding ones of said condenser plates in each of said
15 sets of said plates at all of said spark plug wires, each of
said separate conductors and said plates connected with said
conductors being insulated from each of the other of said con-
ductors and plates connected with said conductors, whereby cur-»
• •
rent flow through any one of said spark plug wires energizing
20 said wire induces an electrical potential in said plates at
said wire and said induced electrical potential is communicated
with the remainder of said plates connected with each of said
conductors at the non-energized ones of said spark plug wires.
2. An ignition device in accordance with claim 1 wherein
each set of said condenser plates adapted to be connected with
each of said spark plug wires includes two of said plates and
a first of said conductors interconnecting said plates inter-
connects a first of said plates in each set of said plates and
-------
-31
. a second of said conductors interconnecting said plates inter-
connects a second of said plates in each set of said plates .
3. An ignition device in accordance with claim 2 wherein
one of said plates is several times as large as another of said
plates in each set of said plates.
4. An ignition device in accordance with claim 3 wherein
each of said plates is an open-sided channel-shaped member.
; t- f
5. An ignition device in accordance with claim 4 wherein
V
each set of said plates is supported in a housing provided with
a longitudinal channel for receiving a spark plug wire and in-
cluding a retainer connected with said housing for locking housing
on said spark plug wire.
10
6. An ignition device for conditioning the combustion chambers
t
of internal combustion engines comprising: a plurality of
serially interconnected couplers for electrically interconnec-
ting the spark plug wires of said engine, each of said couplers1
including a first electrically conductive plate adapted to carry
an electrical potential responsive to flow of electrical current
through the one of said spark plug wires adjacent to said plate,
a second electrically conductive plate electrically insulated and
spaced from said first plate nnd adapted to support an electrical
potential induced by electrical energy flow through said spark
plug wire extending adjacent to said first and second plates,
a first electrical conductor interconnecting all of said first
-20-
-------
32
plates in parallel, and a second conductor interconnecting all
of said second of said plates and electrically insulated from
15 said first conductor whereby energizing any one of said spark
plug wires induces an electrical potential on said first and
second plates at said wire and said potential is communicated
to the remainder of said first arid second plates adjacent the
other of said spark plug wires for inducing a potential in
20 said other non-energized spark plug wires.
8 -
7. An ignition device 'in accordance with claim 6 wherein
i i-
each of said first plates has a surface area several times as
'large as each of said first plates.
8. An ignition device in accordance with claim 7 wherein
each set of said first and second plates is supported in a
housing in insulated relationship .from each other and said
housing has a longitudinal open-sided channel for receiving a
spark plug wire and means for clamping said housing on said
spark plug wire with said spark plug wire extending through
said channel.
9. An ignition device in accordance with claim 8 wherein
each of said first and second plates is shaped to partially
encompass said channel along said housing whereby said first
and second plates of each of said sets is supported partially
encompassing a spark pluy wire when said housing is secured on
said spark plug wire.
-21-
-------
10. An ignition device for improving the combustion process
in the combustion chambers of the cylinders of an internal
combustion engine having a spark plug wire extending from an
electrical distributor to each of said cylinders of said engine,
5 said ignition device comprising: a plurality of induction block
•assemblies'and-first and second**separate electrical conductors--
interconnecting said induction block assemblies, said induction
block assemblies being connected in spaced relation along said
first and second conductors between opposite free ends of said
10 first and second conductprs, each of said induction block assem-
i *.
blies being adapted to be coupled with a separate one of said
^
spark plug wires and each of said induction block assemblies
comprising a housing having substantially parallel opposite end
walls and substantially parallel opposite side walls extending
15 between said end walls substantially perpendicular to said walls,
a longitudinal semi-oiliptical bottom wall extending between
said end walls the longitudinal nxis of said bottom wall being
substantially perpendicular to said end walls, the opposite side
edges of said bottom wall being formed integral with the opposite
20 side edges of said side walls, said bottom wall being positioned
so that the concave side of said bottom wall opens through the
bottom of said housing defining a longitudinal channel to receive
a spark plug wire, a hinged retainer secured along one edge with
the bottom edge of one of said side walls of said housing and
25 the opposite free edge of said retainer having means for releas-
ably connecting said free edge with the bottom edge of the other
of said side walls whereby said hinged retainer is closable across
-22-
-------
3.4
;i
the bottom of said housing to lock said housing on one of said
spark plug wires, a partition formed in said housing integral
30 with and extending between said side walls spaced from said end
walls connecting with the top surface of said longitudinal
bottom wall closely spaced from one of said end walls defining
with s'ald "erid walls said side walls and top surface of said
longitudinal bottom wall an upwardly opening first large
•J. 35 chamber and an upwardly opening second smaller chamber, each
r -.«.-
of said chambers extending around said elliptical longitudinal
bottom wall encompassing a substantial portion of said down-
wardly opening channel for said spark plug wire, a removable'
'top connectible along the inside peripheral face ^bf said top
40 with the top edges of said end and side walls of said housing
'••».•.".
for closing said first and second chambers, said inside face of
said top and the top edges of said end side walls having recess
openings for lateral access into said first and second chambers
/: . of said housing above said longitudinal bottom wall of said
• 45 housing for extension of said firs^t electrical conductor into '
said first chamber of said housing and said second electrical
conductor into said second chamber of said housing, a first
electrically conductive plate positioned in said first chamber
of said housing extending along the length of and along the top
•\ ' '. 50 and sides of said longitudinal bottom wall within said first
chamber of said housing and mechanically and electrically connec-
... ted with said first electrical conductor within said first
chamber of said housing, and a second electrically conductive
plate in said second chamber of said housing extending along the
55 length of and around the top and sides of said longitudinal
bottom wall of said housing within said second chamber of said
-------
housing and electrically and mechanically connected with said
second electrical conductor in said second chamber of said
housing, said first and second electrically conductive plates
60 being electrically insulated from each other in said housing,
said first and second electrical conductors being electrically
in-sulated fcom-each other, said first and second plates in each
of said housings being adapted to develop an electrical potential
when the spark plug wire extending along said channel of said
65 housing bottom wall is energized, said electrical potential in
said first and second"plates being electrically communicated
to said first and second electrical conductors and further
V
communicated through said electrical conductors to the first and
second plates in the induction block on the non-energized spark
70 plug wires imposing said electrical potential on said first
and second plates in said induction block assemblies at said
non-energized spark plug wires whereby said electrical potential
is induced in said non-energized spark plug wires and communica-
»
ted therethrough to the spark plugs connected with said non-
75 energized spark plug wires for effecting an electrical condition
in the combustion chambers in which the non-energized spark plugs
are connected for improving combustion conditions of a fuel
charge in the non-firing cylinders of said engine preliminary to
""'-•' combustion in said cylinders.
-24-
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36
10
11. An ignition device in accordance with claim 10 wherein
each of said first and second electrically conductive plates
is a channel-shaped member having a top plate portion having
said means for connection with one of said electrical conductors
and opposite side wall plate portions substantially parallel
with each other and perpendicular to and connected along side
edges with said top plate portion defining downwardly opening
channel adapted to fit within the appropriate chamber of said
housing around said bottom wall of said housing for partially
encompassing the spark plug wire passing through said channel
». t
formed by said bottom wall of said housing.
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Attachment C
r'37
C. MEL ADAMS
3509 BIDDLE STREET
CINCINNATI, OHIO 45220
f tt E a R- Y A N D <* P E R A T I 0 N
»• - -i'Mme- —• «>*••» *'1' ~ f "" "*«
PASER 500 PERFORMANCE-ECONOMY PACK
by
C. Mel Adams, Sc.D., P.E.
Professor of Engineering
Coordinator - Energy Research & Development
University of Cincinnati
Professor of Mettallurgy & Materials Science
Carnegie-Mellon University
I. Introduction
The Paser 500 Performance-Economy Pack, an "Ignition Device for
Internal Combustion Engine," described in U.S. Patent 3,613,653 and
several foreign patents, is an electronic engine add-on unit which
promotes chemical reactions, including the combustion of gasoline and
other fuels in the firing chamber of an internal combustion engine
which is equipped with an ignition system. The favorable performance
of this device has been established in extensive field and laboratory
testing and is reflected in reports from fleet operators and other
users. The functioning of the Paser 500 has been the subject of in-
tense technical scrutiny for the purpose of explaining and improving
the favorable electrical, chemical and thermal events which take place
in the firing chamber through the operation of the unit.
II. Inefficiency of the Internal Combustion Engine
The internal combustion engine is a device designed to convert
chemical energy in fuel into thermal energy, then into mechanical
energy (torque) at the drive shaft. The conversion from chemical
energy into thermal energy is accomplished by combustion of the fuel
-------
38
PASER 500
C. M. Adams
Page 2
in the firing chamber* This combustion of fuel results in significant
increases in pressure in the firing chamber, which causes displace-
ment of a driven member, such as a piston or rotor. The piston or
rotor is attached to a drive shaft in such a way that displacement of
the piston or rotor causes rotation of the drive shaft..
It follows tha±_the..magnitude of the force which causes rotation
of the drive shaft (torque) varies in direct proportion to the efficiency
of the chemical reaction (combustion of fuel) in the firino chamber.
Hence, the more complete the combustion of fuel, the more torque is pro-
duced; the less complete the combustion of fuel, the less torque is pro-
duced.
It follows also that the amount of residue remaining after the com-
bustion of fuel varies in inverse proportion to the efficiency of the
chemical reaction.. Hence, an incomplete chemical reaction leaves more
residue than does a complete chemical reaction.
It is an accepted and well known fact that the performance of the ::
Internal combustion engine is typified by the incomplete combustion of the
fuel metered into the firing chamber.
? '
Hence, the Incomplete combustion of the fuel not only delivers less
torque (mileage and horsepower) than more complete combustion, but it
also leaves a reside of fuel either untouched by the combustion process
or remaining partially combusted in either the gaseous form (carbon mono-
xide and hydrocarbon pollutants) or in the solid form (carbon).
III. Operation of the Paser 500
Numerous methods have been employed over the years to increase com-
bustion efficiency in the internal combustion engine. Some of these
methods include water-alcohol injection, vaporization of the fuel, ele-
tronic switching in the ignition system, and variations in ignition
timing, spark plug gap, ionization voltage, fuel/air ratio, firing chamber
design and compression ratio.
The Paser 500 promotes combustion efficiency in an internal combustion
engine by discharging induced electrical pulses into the firing chamber to
promote chemical activity before the inception of and during combustion of
the fuel. The Paser 500 accomplishes this through the attachment to the
secondary circuit of the ignition system of an additional capacitive circuit
which is charged and discharged by employing the principle of electro-
magnetic Induction. Basically, the operation of the Paser 500 proceeds in
the following manner in a multi-cylinder engine:
a. When any spark plug fires, the electrical current moving through
the spark plug wire radiates an electro-magnetic field. Without the Paser
500 installed, this energy simply radiates from the spark plug wire and is
wasted.
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-39
PASER 500
C. M. Adams
Page 3
b. With the Paser 500 Installed, the electro-magnetic field radiated
by the current flowing to the firing spark plug charges a circuit Inside
the Paser 500 Induction sleeve by the process known as electro-magnetic
induction.
c. The Paser 500 circuit which has been charged by Induction from
the firing cylinder spark plug wire Is 1n electrical series with like
circuits cohnectedjto the^porj-firing -cylinder spark plug wires. Hence,
when one of the PaserTJOO circuits is charged, all are charged.
d. The Paser 500 circuits connected in series with the non-firing
cylinder spark plug wires Induce electric fields through the spark plugs
Into the non-firing cylinders.
e. The result 1s that when any cylinder fires, an induced electri-
cal field, which is of high intensity but not high enough to pre-ignite
the fuel/air mixture, 1s discharged in all the remaining cylinders.
This action occurs not only prior to ignition of the fuel/air charge 1n
the normal manner, but alsa during combustion. This electrical discharge
into the gaseous mixture enhances chemical activity of fuel and air prior
to and throughout the combustion process.
The effect is a more complete combustion of the fuel/air mixture.
In more technical terms, the Brake Specific Fuel Consumption 1s reduced;
that is, less fuel is required to produce a given measure of horsepower.
The contributions of this enhanced combustion are several* 'Most
Important are:
a. More energy is produced per gallon of fuel consumed,, so that:
Fuel economy is improved, and
Engine power increases.
M c s
(1)
(2)
b. Emissions of carbon monoxide and hydrocarbons are reduced, be-
cause there is more complete combustion of these gases. There
is less deposition of carbon in the firing chamber because this,
too, is more thoroughly burned.
One of the more important chemical events which takes place in the
latter stages of combustion is the so-called water-gas reaction:
CO + H20 = C02 + H2
The further this reaction proceeds, (a) the more useful energy is abstracted
from the fuel, and (b) the less carbon monoxide is emitted. Under usual cir-
cumstances (without the Paser 500) this reaction terminates relatively soon
after ignition of the fuel/air charge. Tests have shown that the Paser 500
helps sustain and bring the reaction more nearly to completion.
In summary the Paser 500 promotes energy conversion in an internal combustion
engine by using induced electrical fields to promote and sustain chemical
activity, resulting in more complete combustion of the fuel.
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,'40
PASER 500
C. M. Adams
Page 4
IV. Testing
Part of the overall evaluation of the Paser 500 has been based on test
results and data from various sources. The major part has been based
on extensive analytical interpretation of test data generated by General
Testing Laboratories during 1971. The findings, based on the testing
of four vehicles driven over-the-road for 3,000 miles each and a sta-
tionary engine rogjinteitjo^. iest cell', are very significant.
a. Fuel Economy. For most circumstances of engine operation Brake
Specific Fuel Consumption is reduced. This results in better fuel economy,
sometimes more than 20%. This is perhaps the most important effect of the
unit. Moreover, there can be no doubt of this result after studying the
aggregate data, because one of the most straightforward measurements which
can be made during a test is that of fuel consumption if all variables are
properly controlled.
b, Engine Power and Energy Utilization. Within the optimum opera-
ting 1 imTHnwlnbTFlingln therefore horsepower)
is increased by the use of the Paser 500. Viewing the fuel consumption
and horsepower results together, the energy in horsepower-hours delivered
by the engine per gallon of fuel is increased, sometimes spectacularly.
Since the Paser 500 in no way modifies the mechanical functions of an in-
ternal combustion engine, this enhanced energy release reflects more com-!-
pi ete combustion of the fuel.
c. Engine Carbon Deposits. Spark plug life is increased and crank-
case dilution is lessened principally by the reduced tendency of deposits.
to form as a consequence of more complete fuel combustion. In fact, some
tests indicated remarkable cleaning of spark plug electrodes and upper
cylinders.
d. Emissions. With the Paser 500 installed on an engine, the
quantity of toxic exhaust emissions is reduced and the* quality improved
in the sense that concentrations of carbon monoxide and hydrocarbons are
reduced. The quantity of emissions per mile of travel is reduced simply
because of improved fuel economy — if less fuel is needed, clearly less
exhaust of whatever composition will result. The reduced concentrations
of carbon monoxide and hydrocarbons follow irrefutably from more complete
combustion of fuel.
V. Conclusion
The Paser 500 Performance-Economy Pack can be considered a major
breakthrough in extracting energy from fuel in an internal combustion
engine. This fact is evidenced by consumer experience, field and labora-
tory testing and is supported by known physical and chemical principles.
C. Mel Adams, Sc.D., P.E.
-------
Dr. Clyde Melvin Adams has lead the technical research
team which has^conducted 4 n-depth testIng-and evalua-
tion of the Paser 500 since 1971.
He 1s a respected member of the engineering profession,
having served as a university-level engineering profes-
sor and Independent engineering consultant for many years.
Among Dr. Adams' accomplishments are the following:
Ph.D In Engineering from Massachusetts Institute of Tech-
nology (MIT).
Engineering Professor at MIT for 16 years.
Engineering Professor at the School of Applied Science and
Engineering of the University of Wisconsin; Dean of Engineer-
Ing and Coordinator of Energy Research and Development at the
University of Cincinnati; visiting professor of engineering
at Carnegie Melloir Institute.
Engineering consultant for many large corporations Including —
General Motors, Texaco, Ashland 011, Dresser Industries, Tlmken,
U.S. Steel, General Dynamics, Avco, Boeing, Fairchild, Lockheed,
RCA, Raytheon, Dow, Dupont, Union Carbide, Texas Instruments,
Westlnghouse, Whirlpool, Reynolds Metals, North American Aviation,
United Aircraft, Kennecott Copper, Phelps Dodge and many others.
Engineering consultant for many government agencies including —
Atomic Energy Commission, U.S. Army, Navy and Air Force, Depart-
ment of Interior. Dr. Adams designed seven of the engineering
experiments used by the National Aeronautical and Space Adminis-
tration during the Skylab program.
Dr. Adams has been granted four patents. He has published tech-
nical treatises in more than 75 publications.
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J
fr 'ON 1I8IHX3
to-.
INSTALLATION TIPS
1) Condition of Ihe epark plug wires
The spar* plug wires serve •• a part of lh# PASER 500 circuit. Therefor*. It la absolutely mandatory that the spar* plug wlrva h*jv»
good continuity: A vehicle may appear to run alright and tilli have bad wiring. B£ SURE to check each spark plug wire for continuity
and replace any found to be defective.
2) Which one tirsi?
On rnGaUohtcies the coil wire (Ihe wire in the oorter of the distributor cap) tiicXi straight up. In this case start with any spent plug
wire *nd folio* the mustered installation Instructions.
On some veniclas the coll wirecomei out of the distributor at aright angle and llea across the distributor cap end between (woof the
sper* plug wUes In inn case, start with one of U« spar* plug wires on either siO« of the coll wire and continue the Installation In
that dirbiijon until the lait PAS£R aleevo Is finally installed on the other side of the coll wire. This permits the coll wlra to be
disconnected from the distributor cap without obstruction by the interconnecting wires of the PASER sleeves.
3) Oittftbulor too ctoie to air c leaner or olhe> obstruction
On »ome veniclas. tna uiat'ibutor ts so close to the air cleaner housing or some other obstruction that there doesn't seem to be
er.ouQh.room for the PASEft Usually only part of the apart plug wires on any one vehicle ha>e this problem of being "cramped for
apt*: a " II you have such * v«nOe. cweiminehow many wires are crimped and obtain one "adaptor" lor each problem wire from your
PAS6R (Jtwlpr The adaptor is ini!«i*d C«!*»n the distributor cap **x3 ths PAS5R s>eeve. permitting the PASER Installation to
avoid fx» obstruction (see illustraiton 1 2). UM adaptors on »"d PASER aletwws when possible.
4) LOOM M>»e end connector
It your spjr* plug wires do not ft into the top of Ihe PASER sleev
they win hM*e a t Volt«o* hpotnnc • P*ri< plups
if you snouid happen 10 fuv* Ut)i>e Champion span* plugs in your vehicle, they must be replaced with normal apart plugs. Tne u
type spa'* plugs have an internal air gap which greet ty reduces the efficiency of the PASER 500.
0) Air fuel ratio
The Air/Fuel ratio should be set to manufacturer's specifications. The PASER functions best with a lean mixture.
7) Air cleaner
Check «he condition of the air claanar A dirty atr cleaner causes Ihe fuel/ air rato to change and wastes fuel.
Ughiiy. expand the metal connector with a screwdriver so that
AFTER INSTALLATION
I. Idle Speed Adjust mem
The Idle speed of your engine should Increase upon or soon after install*tion of the PASER. M may b* neoeeaary to reduce the Idle
speed at some point during the first 1.000 mites to maintain the manufacture/^ specified idle RPM.
II Oil & Filter Change
The c'eaning action of the PASER will looeen the carton sludge arvj other deposits which were formed prior to tne PASER
Installation. Most Cf this cleaning action will occur during the first 1.000 miles of operation and some of the deposits will pass Irrto
the,crankcaseollandoll filter as contaminants. Therefore, after 1.OOO miles of operation wim ln» PASER 600. change the otl And oil
Inter. After that, tne oil and oil filter wilt stay clean longer and w
-------
INSTALLATION TIPS
1] Condition of the spark plug wires .
The spark plug wires serve as a part ol the PASER 500 circuit. Therefore, it is absolutely mandatory that the spark plug wires have good
continuity. A vehicle may appear to run alright and still have bad wiring. BE SURE to check each spark plug wire Tor continuity and
replace any found to be Defective.
2) Voltage boosting spark plug
If you should happen to have 0 type Champion spark plugs in your vehicle, they musl be replaced with normal spark plugs. The U type '
spark plugs have an internal air gap which greatly reduces the efficiency of the PASER 500.
3) Air fuel ratio
The Air/Fuel ratio should be set to manufacturer's specifications. The PASER (unctions best with a lean mixture.
4) Air cleaner
Chock the condition of the air cleaner. A dirty air cleaner causes the fuel/air ratio to change and wastes fuel.
AFTER INSTALLATION
I. Idle Speed Adjustment
The idle speed of your engine should increase upon or soon after installation of the PASER. It may be necessary to reduce the Idle
speed at some point during the first t ,000 miles to maintain the manufacturer's specified idle RPM.
II. Oil ft Filler Change
,
oil and oil filter will stay clean longer and will not require changing as often.
III. Lower Octane Fuel
Most PASER equipped engines can use a lower octane, less expensive fuel. If you are presently using high octane fuel, continue to •
so for 2 or 3 full tanks before changing to a lower grade. This will give the PASER a chance to clean the engine.
IV. Maintenance
The PASER 500 does not itself require maintenance, but will not continue (o function properly If the other support systems in the enai
are not maintained. Observe the manufacturer's recommended tune up schedule and periodically chock the continuity of the sp."
plug wires. This is not a pan of mosl lune up procedures but is very important to me PASER equipped engine.
TROUBLESHOOTING
Within 200 miles alter PASER 500 installation on your engine, you should notice Increased power, quick starting, smoother rannir-
bolter mileage, cooler running, loss maintenance. If not. go through the following steps: r^
1) Check the PASER 500 installation . £
a. All induction blocks securely fastened
b. No crossed spark plug wires
2) Check the engine »*
a. Normal good running order (tune-up condition, no gas or vacuum leaks, fluid levels, etc.)
b. Carburetor condition (normal settings)
c. Spark plug wires (electrical continuity)
3) 1000 Mile Check — required 1000 miles after all installations r>
a. Change oil !-»
b. Change oil filler n
- normal - • • —• m—
rt
W
I
Whil to «p*ct from your PASER 500
Longer Spark Plug Life Cleaner Engine
Lower Maintenance Coils More Power
Cooler Running Engine Faster Acceleration
Lowar Octane Fuel Required Higher Top Speed
Longer OH 4 Filler Life Increased Gas Mileage
Take care of your vehicle and the PASER SCO will help your vehicle lake belter
cars of you.
Remember. II the PASER Is properly Installed on an engine In normal operating
ordgr, II always works'
sMiS-Jr''^''^!"* ''.''"v?"''' "'• >-*K 'V '"«*•«>.s'i^Si'*'vff'wfl"!??'••
WARRANTY
This devJce is warranted against deficiencies in material and workmanship for
twelve (12) months from date of Initial purchase. The responsibility of th«
manufacturer Is limited to Ihe replacement of this unit only. Replacement shell
be autnorized by the factory only if returned prepaid and upon Inspection found
to be deficient. Warranty shall not apply lo units damagod by mlsuM,
negligence or accident. This afso is in lieu ol all other warranties upreasidor
implied.
fflartllnfl
addressed to: your authorized
-------
46
Attachment F
For several months during 1971, extensive testing of the
Paser Magnum was conducted by General Testing Laboratories,
Inc., an EPA-approved laboratory in Springfield, Virginia.
Four automobiles were driven 3,000 miles each and one sta-
tionary engine was mounted in a test cell and tested for
125 hours.
In October 1971, General Testing Laboratories, Inc. issued
Test Report No. A 3833, documenting the test results in 210
pages of data.
The following is a summary of the test results. It provides
proof of the claims that the Paser provides the following
benefits when installed on an ignition-equipped internal
combustion engine:
Increased gas mileage
Increased horsepower
Longer Engine Life
Longer Spark Plug Life
Longer Life of Oil and Oil Filters
Cooler Cylinder Head Temperatures
Lower Exhaust Emissions
Reduced Engine Carbon Deposits
-------
47
GENERAL TEST LABORATORY REPORT SUMMARY
BY
HARLEY G. DEIHL
The writer of this summary'was present and*observed all tests
performed on site at the Hartwood test facility on the four road
vehicles and stationary engine equipped with the Paser engine
economizer.
The first lection of this summary is a copy of the test plan
proposal and procedure for performing the "Performance and Exhaust
Emission Test on the Paser" by General Testing Laboratories,
along with excerpts from the report and identification by page number
where original information is located in the report. This proposal
explains the basic equipment used and the procedure followed to
accumulate the test data.
You will note that tis test was performed to evaluate per-
formance and vehicle benefits; and, in doing so, it was necessary to
set up the test so that good and bad results could be evaluated in
order to better understand the scientific function of the Paser.
The second section of ten pages contains the stationary engine
test data.
The third section of five pages contains the road vehicle test
data compiled from the original report submitted to REI Industries.
-------
48
The original G.T.L. report contains 210 pages of written
material and recorder sheets. To simplify analysis, perti-
nent figures were copies from the original report and are
included in this summary.
The vehicles and stationary engine were selected by the
personnel of G.T.L. and are accepted by the company as re-
n
presenting the typical vehicle found on our highways today^ <
No new vehicle was used because it was felt that the Paser
would be able to show diversified results on vehicles that
had deteriorated some from new condition.
-------
49
SECTION I
GENERAL TESTING LABORATORIES j
HARTMOOD DIVISION j
HARTWOOD, VIRGINIA !
TEST PLAN
FOR
PERFORMANCE AND EXHAUST EMISSION
EFFECTIVENESS TESTING
OF
"PASER MAGNUM" ELECTRONIC
ANTIPOLLLUTION ENGINE ECONOMIZER
June 15, 1971
Paga 1 of 12.
-------
50
TABLE OF CONTENTS
Page No.
TITLE PAGE.._..—.. .. 1
TABLE OF CONTENTS 2
I. TEST EQUIPMENT 3
II. ENGINE EVALUATION 4
III. AUTOMOBILE EVALUATION 5
IV. DATA PRESENTATION 7
Page_2_of 12
-4-
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51 ^
1. TEST EQUIPMENT
1. Dynamometer, Chassis
Clayton Corporation
Model : CT 400-200
2. Dynamometer, Engine
Dynamatic Incorporated
Model: 151S
3. Hydrocarbon Sampler
Scott Corporation
Model : 301
4. NDIR Exhaust Analyzer
Beckman Instrument Corporation
Model : 31 5A
5. Recorder
Honevwell Corporation
" ^1: Electronix 194
6. T -que Indicator
BL i Incorporated
l: 8000
7. Torque Transducer
BLH Incorporated
Model: 17342
8. Thermometer
Diaitec Incorporated
Model: 562N
9. Control Console
Clayton Incorporated
Model : CT-1 540-04
Page 3 of 1£
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52
TEST PLAN
II. ENGINE EVALUATION
General Testing Laboratories proposes to obtain a large block
General Motors-Corporation engine (A 1968, 330 cu. in.
Oldsmobile engine) with_a 9.7-1 compression ratio (or higher)
in satisfactory condition to conduct the test. The test
engine will be checked and put in manufacturers specified
condition in regards to carburetor, distributor and wiring
harness. The oil and filters will be changed prior to
starting of the test. Spark plug, oil sump, coolant to the
I engine, coolant from the engine temperatures and barometric
pressure data will be recorded at hourly intervals. The
following tests will be conducted.
Page 1 of J£
-6-
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53
TEST SCHEDULE
(A) Conduct M3HP and Fuel Consumption Test at 3000 rpm,
/.500 .-pm, 2000 rpm and 1500 rpm. Load will be at 100%,
:C". 80%,.J>0%^-aflcL40%. SjDp_ke?wi ll-.be measured using
the I'iPHS smoke meter. Ethyl gasoline will be used,. The
(B)
(C)
(')
(E)
Paser will not be installed.
Conduct Federal Exhaust Emission Test cycle for H.D. Engines
Install Paser 500.
Repeat (A) and (B).
Run 20 hours of Endurance
using ethyl gasoline:
Time
Mins.
30
30
15
30
3'J
15
chw, „„ ,nH ,-,.... -*
Testing on the
Load
90%
80%
0%
90%
80%
0%
-•- °^ ^our run.
following schedule
Speed
2500
3000
Idle
2000
1500
Idle
(D)
(G) Repeat (E)
(H) Repeat (D)
Page 5_ of 1_2
-------
54
(I) Repeat (E) using regular gasoline
(J) Repeat (D)
Paga £ of 12
- 8 -
-------
III. AUTOMOBILE EVALUATION
GENERAL
Four (4) automobiles have been selected for testing. The selection
1s Intended to represent the typical car on the American Highway.
A description of the four cars Is presented in Table I.
TABLE I
Manufacturer Year Model Engine Mileage
Ford 1970 Maverick 200 CID 16,000
GMC (OldsmobUe) 1965 F85 300 Cu 1n 105,000
V8
Chrysler (Plymouth) 1968 Belvedere 319 Cu In 37,000
V8
Volkswagen 1968 1500 53 HP 55,000
Only cars owned and operated by General Testing Laboratories
employees have been selected for this test program, to assure con-
trolled test conditions. In order to obtain the cooperation of the
car owners, they will:
1) Be reimbursed at a rate of 101 per mile for the 3000 mile
test program.
2) Receive a free tune-up.
3) At their request receive the "Paser-Magnum" used on their
car during the test program.
Page_7 of 11_
- 9 -
-------
56
4) The owner will be insured for any damage which might
occur to the test vehicles during dynamometer testing.
5) Free oil chances and chassis lubrication during the test
program.^ .
TEST SCHEDULE .'
i
Each of the four cars listnd in T.ible I will be subjected to the 1
j
following test sequence. !
1. Initial Evaluation: i
a) Spark plugs will bo removed, photographed, gap measured, |
then reinstalled . i
b) Cylinder compression vill be measured and recorded. -^
c) Secondary ignition harness will be checked for continuity
i
from plug centar electrode to distributor terminal. (The |
sp:rk plugs in these cars ar2 not the Champion UJ series j
or ot!
-------
57
f) ?veedometer and odometer accuracy will be measured.
g) The odometer mileage will be recorded.
2. Base Line Tests:
a) Oil coloration will be noted and recorded. Then the chassis
will be lubricated and the oil changed. A new oil filter will
be installed.
b) DHEW Urban Driving Schedule will be performed. During this
1370 second test exhaust emissions will be measured in
accordance with the procedure of the Federal Register, Volume
35, Number 219, dated 11-20-70, Subpart H.
c) Engine vibration levels will be recorded during the DHEW
Urban Driving Schedule as an X-Y plot of g level versus
time.
d) Fuel consumption will be determined during the 1370 sec.
DHEW Urban Driving Schedule.
e) A California type road test measurement.of HC and CO at
idle and 2500 RPM (no load) will be performed, using the.
Beckman NDIR Analyzer upon completiot. of the DHEW
Urban Driving Schedule.
f) The spark ionization voltage peaks will be measured and
recorded for each of the cylinders.
Page_9_of 12
-11-
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58
g) Cylinder balance will be determined by sequentially disabling
each cylinder and measuring drop in idle RPM.
h) Road horsepower will be measured at wide open throttle and
16" Hg manifold vacuum and 50 MPH.
3. Poser-Magnum Installation
a) The "Paser-Magnum" will be removed from it's box and examined
for broken or missing components, cracks, etc.
b) Installation onto the test vehicle will be performed in
accordance with the standard "Paser-Magnum" installation
instructions.
4. After installation of the "Paser-Magnum" the Item 2. "Baseline
Test" will be repeated (except for oil and filter change and lub-
rication).
5. The owners will operate the cars normally for 1000 miles ± 200 miles.
An accurate record of gasoline and oil consumption will be maintained
during this period. Mileage accumulation will be performed using
the grade of fuel appropriate for the individual vehicle.
6. Upon completion of the first 1000 miles of operation the item 2. "Base-
line Test" operations will be repeated.
-------
59
7. Item 5 will be repeated for the second 1000 miles of operation.
8. Upon accumulation of 2000 i 100 miles the "baseline test"
Item 2 will be repeated.
9. Item 5 will be repeated for a third and final 1000 miles of
test operation.
10. " "" "-" :
a. Upon accumulation of 3000 t 100 miles of operation, the
odometer mileage will be recorded.
b. The Item 2 "Baseline Tests" will be repeated.
c. Spark plugs will be removed and photographed, then the
gap reset to 0.060 in. and the Item 2 "Baseline Tests"
repeated.
d. The fuel will be connected to an external tank of Texaco
regular grade gasoline, then the Item 2 "Baseline Test"
repeated, except for oil and filter change and lubrica-
tion.
Page 11 of 12
- 13 -
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60
IV. TEST REPORTS AND DATA
Test Reports to Include all test data recorded and calculated. !
i
Graphic"Curve's" will"r be drawn to accurately portray the data. j
i
Included will be photographs of the test set up and spark
plugs before and after test.
Page 1£ of V2
-------
61
SECTION II
STATIONARY ENGINE TEST
The stationary cell test engine was a 1968 Oldsmobile 330 C.I.D.
V-8 engine. As -stated on-page 5 and 7 of the test report, it was
purchased at a salvage yard and has approximately 37,000 miles of
vehicle service. The only maintenance performed on the stationary
engine, as stated on page 7 of the report, was to replace the
distributor, spark plugs, spark plug wires, carburetor, water pump,
fuel pump, and filter. After a run-in period of approximately two
hours to check instrumentation and engine condition, the tests were
started.
For about thirty minutes of this time, the engine operated rough and
the valve train was very noisy, but this condition cleared up before
the end of the run-in period.
It might be noted here that after the tests were all completed and
the engine was removed from the cell after approximately 125 hours
of operation, the heads and intake manifold were removed by GTL
personnel so that visible inspection of the engine could be made by
the REI technical staff. This inspection revealed several important
factors.
- 15 -
-------
62
1. The engine had accumulated a larae amount of loose carbon
and sludge In the crankcase area, especially In the area just under
the Intake manifold. One of the claims for the Paser Magnum 1s a
cleaning of carbon dep_o.sils_frpro the engine Q.ver a driving period.
There 1s a substantial accumulation of carbon particles loosened
from this area and trapped in the dish shaped heat deflector below
the Intake manifold. A picture of this accumulation is available
in my files.
2. Although there was still some carbon present in the firing
chambers of the cylinders, some of the cylinders showed very little.
To further? substantiate this, an analysis of the exhaust discolor-
ation as Indicated by the smoke meter used indicated an eratic but
diminishing coloration of the exhaust during the complete course
of the test as indicated on pages 36, 39, 41, 43, 47, 50, 52, 57,
59, 61, and 63 of the test report. This would indicate the Paser
Magnum was causing a desirable effect on the cleaning of the cylinders,
as no other indications could be found to indicate any other condi-
tion of the engine that could simulate the same results on the
smoke meter.
3. The valves on both heads showed no indication of burning or
leaking even after operating the engine through one complete power
curve cycle and endurance cycle of approximately 22 hours of high
- 16 -
-------
.63
torque load on regular fuel, and the ignition timing set to 10
degrees BTC, instead of the manufacturers spec of 7 1/2 degrees.
This engine was designed by the manufacturer to operate on premium
fuel instead of regular; however', the engine showed no signs of
deterioration or overheating with the Paser Magnum installed while
operating under these adverse conditions. REI Industries claims
most cars can use a lower grade fuel after approximately 1,000
miles of Paser Magnum use. The above information should substantiate
this claim.
4. To further point out the engine was not in perfect condition,
it was revealed when the cylinder heads were removed, the cylinder
walls on several cylinders still had marks indicating a substantial
amount of rust accumulation on the cylinder walls from rain and
moisture. The marks were still evident even after the 125 hours of
operation. Photographs are available in my files to substantiate
this condition.
f
The exhaust emission data on page 21, Table #1 of the GTL report
(copy enclosed, page 22 of this summary) shows a definite indication
of improvement in the CO and HC with a normal indication of the NO.
Note the first reading without Paser Magnum of 2.6% carbon monoxide,
451 PPM hydro-carbon and 1662 PPM Nitrous Oxide...followed by the
second run with the Paser Magnum installed indicating a reduction of
-•"T-.
-------
64
the HC to 407 PPM, CO 2.2X, and an Increase of "NO" to 1817. The
normal chemical reaction is for NO to increase if HC and CO decreases.
In analyzing the balance of the information on page 21, it shows
some fluctuation, but an "average'of more than 10% decrease in the
CO and HC in the four check points following the installation of the
Paser Magnum. The last item on page 21 was not a part of the basic
test.
Table #2, page 22 of the report (copy enclosed, page 23 of this
summary) shows the mean brake horsepower observed (MBHP-OBS) and
the fuel consumption during the full throttle test at the 3000,
2500, 2000 and 1500 RPM speed during the complete cycle of tests.
The maximum horsepower was not increased in every case, but there is
a substantial percentage of increase through the various power settings
Comparison of the fuel consumption in BSFC-LB/HP-hr. (brake specific
fuel consumption which means Ibs. of fuel per brake horsepower and
is computed by dividing the fuel rate by the HP) indicates a definite
increase in power extracted from the fuel by the use of less fuel
as indicated to produce the same or more horsepower as the case might
be.
It should be noted on Table #2 (page 23 of this summary) the engine
- 18 -
-------
65
was operated on regular fuel and the timing advanced to 10%
through a complete power cycle after the regular 20 hour endurance
test, with the timing also, at 10% advance during the endurance
test. The timing advance above manufacturer's specification is
not recommended by REI in the field but was done only to evaluate
technical information. As stated previously in this resume there
was no indication of ill effect to the engine, and the maximum
horsepower did not basically change. There was some change in
the BSFC, Ib/bhp-hr, but this does not necessarily reflect a decrease
in fuel efficiency but probably a result of the change of timing.
This run was not made to evaluate fuel efficiency, even though it
was monitored, but to gather information of the engine performance
with regular fuel. There was no significant difference in spark
plug shell temperature or exhaust manifold temperatures noted during
the runs using regular fuel and advanced timing.
An explanation of the last two entries on page 22, Table #2 (page
23 of this summary). After the first run without the Paser Magnum,
it was the opinion of the REI observer that the flow meter method of
measuring the fuel consumption could be improved on by adding the
scale weight method along with the flow meter. For this reason at
the end of the schedule of runs, another power curve cycle was run
without the Paser Magnum exactly as the first run using both methods
-19-
-------
66
of fuel measurement. It is the opinion of the writer who was
present and observed every test performed, that the second run
labeled (without Paser Magnum - 60 hours) is the more accurate of
the two runs without Paser Magnum in regard to fuel measurement.
Also this before and after run should further prove the Paser
Magnum increases veh4-c-le--e4f_ieiency by extracting more power from
the fuel used.
The last figures in Table #2 (page 23 of this summary) labeled
"with prototype Paser Magnum" was not a part of the basic test and
should not be included in the summary. The device used during
this test is not being marketed at this time.
Included in this summary on page 24 are listings of Various tem-
peratures measured in degrees fahrenheit during the runs:
1. Exhaust temperatures measured by thermocouple implanted in
each exhaust manifold.
2. Spark plug shell temperatures of each front spark plug using
a thermocouple ring between the plug and cylinder head.
3. Oil sump temperature.
4. Fuel Ibs. per hour at each check point after a ten minute
stabilization run.
- 20 -
-------
67
All temperature readings were tabulated from a digital read out
type instrument, using the degrees fahrenheit scale.
Across the top of the page is listed the engine RPM and the per-
centage of power during each test cycle. The readings were taken
at 10 to 15 minute intervals. The left side of the page identifies
the conditions, namely:
1. Without Paser Magnum
2. With Paser Magnum
3. After first 20 hours endurance run
4. After second 20 hour endurance run
5. After third 20 hour endurance run, using Regular fuel and
10 degree engine advance.
6. Without Paser Magnum, using flowmeter, and fuel scale by weight
to measure fuel used.
The data on page 24 was compiled from the information found on pages
35, 36, 37, 38, 39, 40, 41, 42, 43, 44, 46, 47, 50, 51, 52, 53, 57,
58, 59, 60, 61, 62, 63, and 64 of the GTL final report.
There are five empty spaces in the line directly under 1500 RPM-
100% power. Information not available in master report.
-21-
-------
68
TABLE HO. I
W/0 Paser Magnum
With Paser Magnum-0 Hrs.
With Paser Magnum-20 Hrs.
With Paser Magnum-40 Hrs.
With Paser Magnum-60 Hrs.
With Paser Magnum-Prototype 2.6
TBTMAUST MISSION
CO, A NO. PPM HC. PPM
^L.^IM&
2.6
2.2
2.1
2.4
2.4
"l662
1817
1888
1895
2182
«tfl
407
395
402
417
FUEL T
•^^^^•^
Ethyl
Ethyl
Ethyl
Ethyl
Reg.
MCNG BTDC
7-5°
7.5°
7.5°
7.5°
10°~
492
Ethyl
7.5C
-------
£9
TABLE NO. II
MHHP-FUEL CONSUMPTION
Engine Speed, rpm
3000
Fuel:
2500
Ethyl .
142
.542
V/0 Paser Magnum
MBHP, OBS
BSFC, Ib/bhp-hr
With Paser Magnum-0- Hrs .- - — - -
MBHP, OBS 141
BSFC, Ib/bhp-hr .531
With Paser Magntun-20 Hrs.
MBHP, OBS 139
BSFC, Ib/bhp-hr .532
With Paser Magnum-40 Hrs.
MBHP, OBS 139
BSFC, Ib/bhp-hr .531
Fuel:
With Paser Magnum-60 Hrc.
MBHP, OBS . 140
BSFC, Ib/bhp-hr .578
Fuel: Kthyl
W/0 Paser Magnum-60 Hrr, .
MBHP, OBS 141
BSFC, Ib/bhp-hr. .553 /
With Prototype Paser Magnum
. MBHP, OBS 138
3SFC, --ib/bhp-hr .50?
118
.508
120
119
.462
122
.508
Regular
122
.581
2000 1500
Tuning-. 7-5° BTDC
92
.565
94.0
.457
93-0
.516
.476
66.5
67.0
A70
96.0 68.0
.552 .470
Timing: 10° BTDC
94.0 69.0
.577 .565
Timing: 7-5° BTDC
118
•514
117
.461
93-3
.643
'
90.7
.564
66.5
.610
65.0
• 573
-23-
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-------
71
SECTION III
ON THE ROAD VEHICLE EVALUATION
This portion of the report dealing with the information accumulated
over A period of 3,000 miles of owner driving conditions is much
more difficult, because of the wide variation of conditions
encountered.
The engine cell test was completed in one week elapsed time. The
road vehicle test time covered a period of three months. This
brings into focus the problem of variation of:
1. Temperature
2, Humidity
3. Barometric pressure
4. Different vehicle operating conditions
5, Different blends of fuel
6. Start and stop driving
?, Operating engine below normal temperature
*
, f., Yr cation driving
^. Hi: \te n rt^.vinR
19. 3-i •'iticn component deterioration
i'hes-; variations are very evident by comparing the engine idle
balance" efficiency figures found on pages 121 through 197
-25-
-------
72
of Appendix II of tho ixuui oTL *,?j,..»* i, v,...ic-..i ^nu^s a considerable
difference from test to test.
The peak plug voltage readings can not be accurately compared
because the oscilloscope being used for this tost had to be
changed during the test period, and could not be certified for
comparative accuracy.
There are some inezplainable inconsistencies in some of the data
that might be traced to computer instrumentation error.
During the three months' time there was considerable building con-
struction at the site of the test, causing wide power fluctuation
and complete power interruption to the computer. The inconsistencies
ae&m to be in the area the computer was involved in rather than the
manual data.
•
Since the cell test engine could be closely monitored and held to
close tolerance, it is the writer'o opinion the data on page 21 and 22
•»
of Appendix I (pages 22 and 23 of this sumnary) should be the most
conclusive evidence of increased efficiency of emission, horsepower,
and fuel economy.
There Is also definite evidence of improved efficiency in the enclosed.
of figures (page 28 c.f this summary) compiled from pages 121,
-26-
-------
73
123, 125, 126, 129, 131, 142, 144, 145, 143, 150, 152. 164, 166,
168, 170, 172, 174, 187, 189, 191, 193, 195, and 197 of the final
(STL report covering manual data of fuel consumption and oil color-
ation on the four road cars during the complete series of tests
/performed on the dynamometer using the federal driving cycle sequenc
fuel figures were compiled by weighing the test fuel tack
connected to the engine, before and after the federal driving cycle
iras ?un on the dynomometer. The driving sequence was timed and
controlled by a pre-scribed recorder tape. The fuel figures are
in pounds and fractions of pounds consumed for each driving sequence
for the same driving condition, time and distance.
These figures show an increase of from Approximately 10* to 30%
in fuel efficiency overall on the different vehicles, an ' a definite
improvement of oil coloration during the 3,000 mile period.
-27-
-------
zns
3.7*
3,12
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74
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-28-
-------
75
The oil coloration data was compiled by placing a sample drop
of engine crankcase oil on a filter disc and measuring the dis-
coloration, using a Robert Bosch light meter. The lower the scale
number, the clearer or lighter the sample.
From the information contained in this report on the stationary
engine and the road vehicles, there is definite evidence of fuel
economy that will be reflected in better gas mileage, quicker
starting and smoother running.
Both the stationary engine and the road vehicles functioned efficiently
on regular fuel with the Paser Magnum installed. (Refer to stationary
engine data on the bottom of page 11 and the upper half of page 12 of
c
Appendix I of the GTL report).
The spark plug gap was opened to .060 during the regular fuel run .on
the road vehicles to prove the proper function of the plugs under
wide gap conditions.
*
The writer of this summary was present at all times and observed all
testa during the full length of the tests.
flarley G. Delhi
Technical Advisor
•29-
-------
76
WHERE TO FIND DATA IN THE GTL TEST REPORT TO SUBSTANTIATE
ADVERTISING CLAIMS
1. GAS MILEAGE
Fuel economy figures for the stationary engine can be found at
the bottom of page 24 of this summary. The first and last columns
Across are both without Paser. The first run was measured only
with the flow-meter and it seemed this could be improved on by using
the weight of fuel also, so the last run was made to confirm this.
The fifth column contains the fuel figures using regular fuel and
the ignition timing advanced to 10° BTC.
Fuel economy figures for the road vehicles compiled during the
course of the Federal Driving Cycle on the dynomometer are on top
of page 28 of this summary. These- figures indicate the total amount
of fuel consumed in pounds for each complete operating cycle. The
first column across is without Pater. The balance wf the figures
are with Paser installed. All dynomometer runs were made with
Premium fuel except the last run using regular fuel and ths spark
• i
plug gap increased to .060. The average gas mileage increase
i'esu.lting from Paser Magnum operation was 20% on four vehicles driven
3,000 miles each and one stationary engine.
2. POWER INCREASE, FASTER ACCELERATION, HIGHER TOP SPEED
An analysis of the (M B H P - O B S) on Page 23 ol this summary
-30-
WHIP HI"
-------
77
duplicated from page 22 of the GTL report indicates a horsepower
increase in the 1500, 2000, and 2500 RPM full throttle operation.
The engine could not be operated above 3000 F.PM because of operating
limitation of the dynomometcr.
The engine manufacturer's maximum horsepower is based on a figure
above this range. —•. ,-
»•
3. LONGER LIFE FOR ENGINE-SPARKPLUGS-OIL-FII./TER
Lower average oil sump temperature's unu sparkplug shell temperatures
indicated on page 24 of the summary f:uui.rj. bulu to longer engine life.
More complete burning of fuel indicated by less fuel consumption
causes less fuel blow by. Longer engine lifrj.
Longer oil and filter life rosult i'vom less oil contamination in-
dicated by improved oil co Loral ion readings paj, ^ 28 of this summary.
Lower sparkplugs will operate satisfactorily on wider gap causing
4
extended life usage. Road vehicles operated satisfactorily on regular
.fuel and plug gapped .060 rvs outline'.1 in schedvie on page 33 of GTL
Tost Report.
'\, LOWER OCTANE REQUIREMENTS :
The stationary engine was operated on regular fuel with timing advanced
-31-
-------
78
to 10° B T C through complete 20 hour endurance test and power
curve test. No abnormal temperatures occurred (see data sheet
page 11 of this summary).
5. LOWER EMISSIONS
Indicated on data sheet page 22 of this summary. Less iuel
consumed per mile as indicated "on-'stationary engine data, page 24.
a ad vehicle data sheertr, page 28 of this summary.
-32-
-------
79
CLYDE M. ADAM3 JR.
46?6 NORTH LAKE DRIVE
MILWAUKEE, ^WISCONSIN 533 11
414 - 332-7515
'"7-?^-'* ••"•,.. — .•••.' •- • •.
?r,ji'4vV.-~;Ni-iV;-.'{'... . /..'i:;- '
. ,-A: ;:;v S'T- Indutft ft ea , Inc.
s^^^-:^.: v-^220 . Lemmon Avenue
s, Taxos 75204
»4-v-'i: .A---.v.. ..•,-•.••••..•.•.• ..
f:j: •Doar";Mr. Irvin:
-A .•
Attachment G
. lt,
. : . - . . . ..
' ' ;- I" have reviewed in dof.tr, the docu::.-ont er. tit led Report
. •••'•'•• •'•.-•• .:-.- .;•.-.-• ." - • - r
TeH^ on Paper' Ha •-;na:-. for U :i T-vi;; ;•• Lri cr J'frcv^r'-or^ t ed of
" """ - -T L-. ._-f_ -_!.--- • ---- '- - . — -— - --— --
r .: . 'Texas . •" by Genor.-.-.!. Tor--tiii=; Laaorat cries, Inc. The
• ~*^mmi • < >• * . • * ;
ngf par ? graphs pu:ti:.i.-)rixc tho :nore i- i ;:r.i.fic .,nt
.'-' -T ' •• ' • '
» "•• '.'.'•-., '•.-.-.. .*-. .
s and nt \tion:-r/ o.I'AI r.-r tertrr ,'ivj ' clsaY- indie ition-'
r'asar Magnum favorably ir!.CJ.ucric:o:- 'online- :-crf.-.>r.viuricet
jr in reduced fuel 'c,,nrunVtion nn:! alpo reduced Crnit>Ki
Corse r-ovfer.
'': to-rtr ;»ore j: or fora .id or four o
•.•••>5fc5-- ^ft.-a;- results -' gro.r hie a
• iiSr"''" '£¥*'£•*. * ' ':"'•'"£.""•.'••'' •-•• '••'• — '"..-.
'•'^4^^V/*';''---:';^^"'aut'C)'n^^^0'*' ^7
in four su.'irs rr,r 'c..blcr , one'for
Driving ifchcdule) were run on oicVt .Mitomob.i. 1 e iieiora ;-nd after
-^' ..finst'iliation of'tha Farer Xi^nura and :.Jt intnrvalr of 1000, 2000,
-:: C, and 3000 mile? of normal driving . ith the ?;as^r installed.
"• i. • '••... T -, ' ' - *
''
.
1'. '•'":• •-• .'••;•'•
, '-->->:-; ;•••-:.
"'' '"'
.;';'••" (1 ) Th;j rior-t c-trikin- .aid c.;nriDtont r^rult is
. -.•-.-• -.- • " -.
hs eubrtantial rsciucti-^n in faol con.-u.v tion. generally
. .'.-• ...-•• i T o , ^
^^^i?^-i;,""'.--:-:.k>;-'-.':
-r®S^7^-n;.r:v---:'--
-------
; 81
CLYDE M. ADAMS JR.
•4676 NORTH LAKE DRIVE
MILWAUKEE, WISCONSIN 53211
4W— 332-7515
comparieons can ba made in total weight of carbon monoxide
and hydrocarbon endssions per unit of energy (in horsepower
,_,_ ^.delivered by the engine.. Compared in this way. total
R-^^* ™S aPp8ar to be reduced th* order of 20 per pent. -/--:
.S®iS^iil?^vV^^'.;;:^ *3) Exhaufit composition data can be processed '"'*
''t^'.vv'i^V^yV;1?-'\ ''"• ' ••".••'. ' bv T5iBTtfoT>n»-J'r»iT a f»hom-5/-»^1 ™^-»-~_- •» ,_ s ' ;
a cnemicai materials balance to get the ; ;
of analysis reveals still
of the I'aaer, namely that the chemical
'reaction,.;.. '•.-. ' •• ' ' • ' •,..-/..
> ; ; . CO '+ H,0 » C00 + H9 . •
',"."• ~ *^ ^ . ' • "-.-,-
proceeds further to the rirht indicating tha exhaust
gases equilibriate to a lower temperature v^ith -the Pasar.
•• "s.-^ii""ii2-S' ;•.-.'-.•'.'•'' '•"'"" '.'••" -.''.••"''•• . • - . ' ' • ' -. "
•/•'-iiSl^.'^f-^'-'V-'j ^-*."" v ' . •'.'''•'' ':'' .':- •'•'".
;-•\v?:ift;$^; "an automobile or internal 'combustion engine are difficult -''•
Jv'lS-^-/."*^'-;':.-';1 . •: . ' •••.'" -....'.' * . -.--.'.
'^piS^S:^to: make: und^r controlled conditions. General Testing Laboratories
*'. '•:-^r-X'"::1^i'-'s'VH''•''*,.""* :-. -• :~ ~ ''\"~. ' • -'•' • ••' ' •
•i"i:^fe^:-.^H*^..
•-C. Mel Adams .
Pelton Professor of
i'feterials Engineering
-------
Attachment H
AME"R|MEX INDUSTRIES, INC
May 14, 1980
Director
Emission Control Technology Division
U.S. Environmental Protect!on_Agency.
2565 Plymouth Road
Ann Arbor, MI 48105
Dear Sir:
I am writing for your assistance and advice.
I am the inventor and patent holder of a device which increases combustion effi-
ciency in an internal combustion engine. Among the benefits derived are in-
creased mileage and reduction in exhaust emissions.
We have conducted in depth testing of this device at General Testing Labora-
tories in Springfield, VA, using four cars and one stationary engine. We
accumulated 210 pages of testing data. Included in the testing procedures was
the use of the standard EPA test cycle.
On October 23, 1979, the Federal Trade Commission published "Facts For Consumers"
on gas saving devices. In that publication it was stated that the Environmental
Protection Agency had tested our device and found that it had no effect upon
engine performance. The product in question was originally manufactured under
the trade name "Paser Magnum" and is now being marketed under the trade name
"Paser 500".
I am naturally chagrined that the EPA tested our device without asking for our
imput. However, the purpose of my letter is to ask your guidance on how we can
arrange to meet with the appropriate people in your agency to show them our test-
ing data and other product credentials. We would be most happy to meet person-
ally with whatever person or persons who are empowered to take an open-minded
look at our credentials with a view to accepting our testing data and removing
this stigma from our product. ;;
I eagerly await your guidance. If I can be of any further service, please con-
sider me at your disposal.
Very truly yours,
AMERIMEX INDUSTRIES, INC.
Eugene^rvin, Jr.
President
El/jk
8720 EMPRESS ROW, DALLAS. TEXAS 75247 (214) 631-7500
CABLE ADDRESS: PASERHQ
-------
83
.•' • •• .- ' • ••;,lfvj
Attachment- £»";."• ^^^'jfS
July 9, 1980
Amerliaex Indus tries, Inc.
8720 Empress Row
Dallas, TX 75247
Dear Mr. Irvin:
In response to your correspondence of May 14, 193C regarding the procedures to
be used to obtain an EPA evaluation on the "Paser Magnum1 V"?aser 500", I am
forwarding the following documents:
1. EPA Retrofit and Emission Control Device Evaluation Policy
2. Federal Regulations covering Fuel Economy Retrofit Devices ._••'.-:
3. Section 511 Application Format. " ... - ;J:'
As you are-already aware, the EPA has tested your product previously. If your--; -** «
firm wishes-the EPA to re—evaluate your product because of some technological \ V" ^
improvements in the device or new data, it is recommended that you complete ', „•
all the requirements contained ia the above documents and submit-an appli—-:^";";*
• - - - -'-': .••;"•-»•.">>
cation for evaluation under Section 511 of the Motor Vehicle Information and " :
Cost Savings Act. Such an .application can be handled by mail so that a 'J-, . "^rf
personal meeting will not be. required. . . ..,;,..?
It is hoped that your inquiry has been satisfied. If you have any questions^v :; > : ;'A
or require, further assistance, please contact my office.
Sincerely,.' :'" ". '" '"". "''• :'•.'':"•. V' ""
F. Peter Hutchins, Project Manager
Test and Evaluation Branch
Enclosures- :"
ECTD:TEB:BURGESON:dkz:X259:2565PlymouthRd:7/2/80
-
:
i
-Vfr' -•"••
C-3'i^;
*::-•¥**
j "I"*' "iUwtl-ViKiv'i
W&&&&&
•• -Xr:-r*;-'-5^ei,.
i--,;iJ-.:^S^M
-------
Attachment J
AMERIMEX INDUSTRIES, INC.
July 17, 1980
Mr. F. Peter Hutchins
Project Manager
Test and Evaluation Branch
UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
Ann Arbor, MI 48105
Dear Mr. Hutchins:
Under Section. 511 of the Motor Vehicle Information and Cost Savings Act,
we hereby make-application for;evaluation of our retrofit ;device.: Attach-
ed :is the required application format furnished to us by your office.
In Paragraph 13 of this format you asked for the "Effects on Vehicle
Emissions (non-regulated)" and in Paragraph 15 of this format you asked
for "Test Results (Regulated Emissions and Fuel Economy)": the Paser
was evaluated at General Testing Laboratories on five engines using EPA
procedures. The evaluation was also used to document the effect of the
Paser on engines in various non-standard configurations. A total of
210 pages of test data was accumulated. These data are difficult to eval-
uate, as presented in the test report, without explanations by company
technicians. A summary of the test report is included in the data sub-
mitted. As part of this evaluation, it is requested that EPA personnel
meet personally with company technicians. At this time the complete 210
page test report will be presented.
In your letter of July 9, 1980, you indicated that the EPA had tested the
Paser previously. I would appreciate hearing from you where the Paser
was procured. We had problems in the past with illegal copying of our
device. I would also appreciate an opportunity to inspect the Paser
tested to insure that it was a properly operating device and one that .
was manufactured by us. Since I knew nothing of this testing, we were
unable to give any manufacturer's input. It is my understanding that the
procedures for evaluating a device required testing on four vehicles. My
information is that your previous testing was done on only one vehicle.
However that may be, the Paser Magnum has undergone 18 improvements in
material specifications and part tolerances since the original Paser
Magnum was introduced into the market in April of 1970.
As part of this evaluation, I would request that the products tested be
furnished to you directly from our offices and that company technicians
be allowed to brief testing personnel on the peculiarities of our pro-
duct and that we be allowed to observe the testing.
8720 EMPRESS ROW. DALLAS, TEXAS 75247 (214) 631-7500
CABLE ADDRESS: PASERHQ
-------
86
UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
r ANN ARBOR. MICHIGAN 48105 Attachment K
,
-------
87.
it be used on distributors with sockets? With both conventional
and electronic ignition systems?
The information submitted with the application claims both imme-
diate and long term (after 1000 miles) benefits for the device.
Please submit data to document the immediate and long term bene-
fits.
Theory of Operation was submitted for Paser 500. Is the theory
the same for both the Paser Magnum and Paser 500 HEI? If not,
please provide theory of operation for Paser Magnum and Paser 500
HEI.
. Paser 500 instruct ions/warranty information provides warranty
registration cards. Are similar cards provided with Paser Magnum
and Paser 500 HEI? _
What is the cost of the units?
Please provide a detailed description - of each test vehicle, the test
conditions, and device configuration (baseline or device installed) with
the data you submit.
If, after review of the above requested information, the EPA requires
additional information or confirmatory testing at this facility, EPA will
contact you. If EPA deems it appropriate to conduct confirmatory testing
at this facility after completing the review, a test plan will have to be
developed and agreed upon.
Your cooperation in this matter and rapid response are appreciated. I
look forward to receipt of the requested information so that we can con-
tinue processing your application for evaluation. If you require any
further information or assistance, please feel free to contact my office
(313-668-4299).
Sincerely,
Merrill W. Korth, Device Evaluation Coordinator
Test and Evaluation Branch
cc . ^^^^^
jar I
-------
88
Attachment L
AMERIMEX INDUSTRIES, INC
January 12, 1981
Mr. Merrill W. Korth
ENVIRONMENTAL PROTECTION AGENCY
2565 Plymouth Road
Ann Arbor, MI 48105
Dear Mr. Korth:
I am writing to summarize my understanding of the agreement and plan
of action which was agreed upon during our visit with you and Messrs.
Stahman, Hutchins, and Barth on January 6, 1981.
The first step is that I was to send you an answer to your letter
dated December 24, 1980, asking for additonal information.
The second step is that we were to submit to you written verification
that the test procedures used by the Mexican Government's equivalent
to the EPA (Sub-Secretaria De Mejoramiento Del Ambiente) were the same
as the current U.S. Federal Testing Procedures.
The third step is to send you a copy of the original tests done by the
Mexican Government's EPA, rather than the transcript that was furnished
to you during our visit.
The fourth step is for Mr. Adolph Canales, our attorney, to contact you
during the week of January 12th to see on what basis the 1970 and 1971
tests of the Paser Magnum by the HEW predecessor to your agency could
be reconsidered in view of the additonal information given to you during
our visit.
The fifth step is that you and the EPA Staff are to evaluate our test
reports with a view to accepting our test data. This evaluation would
take approximately two to three weeks. In this regard, let me repeat
that we are more interested in the effect of the Paser on fuel consump-
tion than on emissions. The only judgement that I consider critical
with reference to emission is that the Paser does not have an adverse
effect.
8720 EMPRESS ROW. DALLAS. TEXAS 75247 (214) 631-7500
CABLE ADDRESS: PASERHQ
-------
Attachment M
£ i - '
-------
1-12-81
Mr. Merrill W. Korth
Device Evaluation Coordinator
Test and Evaluation Branch
UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
Page 2
suit from the inductive relationship designed into the unit's circuits.
• The Paser 500 HEI can be used with both female and male connectors
on the distributor cap. It can be used with either point-condensor and
electronic ignitions.
. As we discussed durfng~our'visit to your offices of January 6, 1981,
the electro-static bombardment of the combustion chamber atmosphere which
the Paser generates creates an ionized atmosphere that not only results in
more complete fuel combustion, but also causes erosion of the carbon deposits
which are present. As a result, during the first 1,000 miles after Paser in-
stallation, the combustion chamber is cleaned. Some of the carbon gets into
the oil, so that the oil becomes very dirty and thick during the first 1,000 mile
"purging period". Additionally, the increased combustion efficiency caused
by the Paser makes the idle speed increase. The purging period lasts ap-
proximately 1,000 miles. At that point, the After Installation Service must
be performed; this service consists of changing oil and oil filter and ad-
justing the idle speed to normal. The test results from General Testing
Laboratories show the immediately and long term benefits of Paser installa-
tions.
. the'Theory of Operation for all versions of the Paser is the same.
• The Paser Magnum is no longer manufactured. Warranty Cards are pro-
vided with all Paser 500's and Paser 500 HEI's.
• The suggested retail price of the Paser is $49.95.
Trusting that this information, coupled with the information hand delivered
to you during our January 6 visit, will suffice for your evaluation, I
remain.
Very truly yours,
AMERIMEX INDUSTRIES, INC./
Eugene Irvin, Jr.
President
El/jk
cc: Dr. C. Mel Adams
Adolph Canales, Esq.
-------
92
*- ara \ UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
= ^—'- ••} • Attachment N
ANN ARBOR. MICHIGAN 48105
OFFICE OF
AIR. NOISE AND RADIATION
January 19, 1981
Mr. Eugene Irvin, Jr., President
AMERIMEX Industries; In
-------
,93
Mr. Thomson may not have checked the continuity of the ignition wires since
the device instructions did not warn him to do so. However, since two cars
were involved, each with eight ignition wires, it is not likely that enough of
the wires were discontinuous to nullify the effectiveness of the Paser Magnum
device.
After seriously considering your criticism of John Thomson's evaluation of the
Paser Magnum, we can not agree that there is reason to doubt the conclusions
drawn in his reports. These reports are now public information and there is
no reason for us to withhold their distribution.
Your company has applied for another EPA evaluation of the Paser devices under
Section 511 of the Motor Vehicle Information and Cost Savings Act. If the EPA
Engineering Evaluation Group "3e"cI3'e"s' that the more recent data and information
you have submitted warrants further EPA evaluation of your device, we will do
so. In replying to our letter of December 24, 1980, please send us all of the
test data that is available to you.
The results of the possible reevaluation will be publicly announced in the
Federal Register and through our other channels of information distribution.
If at that time our findings suggest that our earlier Paser Magnum reports are
no longer valid, we will also make that clear.
Sincerely,
Merrill W. Korth
Senior Project Manager
Test and Evaluation Branch
cc: Adolph P. Canales
C. Gray
P. Hut chins
511 File
-------
.' •' CONGRATULATIONS, you have purchased the first major advance
in automotive ignition systems in decades — the PASER MAGNUM
harnesses the millions of volts of wasted energy generated by your engine
every mile you drive and puts this energy to work to make your engine
.function more efficiently and save you many dollars every year in oper-
• ating costs. :-...'
Here's how — •
The engine in your car is a device for convening chemical energy in
gasoline to mechanical energy at the wheels. The problem is that present:
engines only burn 6"0TG5% ol the fuel injected into them. So much of the ,'".;."..:." :
Simple One Minute Installation:
1. Remove any spark plug wire from the top of the distributor.
2. Plug that wire into the top of one of the PASER MAGNUM sleeve
assemblies.
3. Plug tha,t sleeve assembly Into the spark plug receptacle on the distri-
butor ca,p.
_ 4. Continue steps 1.'.' & 3 for the other spark plug wires.
'. chemical energy in the fuel you pay for is wasted because of incomplete-. '•«»*£;.•(£[ .... . 4. Continue steps 1. r'« J lor the other spark plug wires.
j* combustion ini»«i»-'">ur engine. The residual raw gas, carbon and smog••.>$!?' ' —,,.,.>.•„. .„.' .JL,,J _..»' >... „!-...... ,^.,.n. ,.,.„-.-l,.^~~^.^.,.*,^^L*.,-~.I,
;•::.''"• pjoMutc youi':..^...e. pollute the jjir and cost you hundreds of dollars in .'~-'.\- - • •&&:.(X&:f.< .^k^'fT-*^ 1TL I'..:..-.:!'-.-.'.-'.' ...' \'-^^:"^yt"^M^^^ffl^^:^
• ;,. cxuadperatinpr-sis. > ; Ei«ht Cylinder Distributor Diagram
> Detroit v j mis problem cannot be solved without costly,.power- V1'' •
robbing changes iTmay be years before Detroit is forced to give you a y\ ••;:.'-" ' /•"'
V.-.uer, clean burning, economical engine ;- . • . ;' ' ; ':-;,''. :;''.'.':''• ;'V>r\
Through the miracles of space-age science —— the PASER MAGNUM' .,>:;. ''.-••'•'''
is here todayl ..''.. '": " '• ' .•.:;••••'•'!,-.'• '• ••"''•
I Ninij iliu principle of electro-magnetic inductidni the circuits of the • •. . . ,>
PASER MAGNUM tap eloctro-siatic cnerijy from the firing spark. This . .''''.':,
energy is directed to' the non-firing cylinders, where it bombards the fuel '
moluculcs with radiation, preparing the mixture for more complete com- ••'/.-•• .;''-i''•;•>..
bustion. . . ..- ...... .'',•".'; •.;..-«''.'•;.•.-...•?•'••.
As a result more of the fuel burns and your car has more power —..': "•'... ''"'"'.'•
more acceleration - better..mileage. You get better performance and•-•jl^;-"-.; :"••• :.: ••/."..•;•
save $$. ' ., '..•':;< ..:'•'.';.7. •••••. ;.:?/..•:;•.-/..?;•'/'•'•'• .'".'"''v'
Thank you. ' ' ' ''. •' " '.'•"..'
lt.l-1 INDUSTUIICS . ,.•!;•.; '.'" ';,
is. Texas 75207 : '':','• ''• • .•;.,•':.
Eight Cylinder Distributor Diagram
Uiiny thtf principle of «l0cirO'fiiuQnailc induction, tht circuiii of iht
PASER MACNUM lp olcclro .unc «norjy from lh« llring »)jrk. Thi>
•nar-jy It directed 10 Jif non-li/iny cylinders, whero it bombardi iht fuel
niwl:;ule» Mi;h rbdiiliort. preparing Die minture lor more complota corn!
bullion. 'j '..'••*•• • ' '
' WITHOUT PASER :VIAGNUM
WITH PASER MAGNUM -
-------
95
Attachment 0
AMERIMEX INDUSTRIES, INC
February 10, 1981
Mr. Merrill W. "KortTf"
Senior Project Engineer
Test and Evaluation Branch
United States Environmental Protection Agency
Ann Arbor, Michigan 48105
Dear Mr. Korth:
I am writing in answer to your letter of January 19, 1981. On read-
ing your letter, we had some additional questions and responses that
we feel are very important. They are submitted for your considera -
tion. The following format has been chosen for the sake of clarity:
Paragraph # Your Letter
1.
2.
"...Tony Barth inspected
an old Paser Magnum de-
vice that has been at
our laboratory for many
years. This could
the one evaluated
1970 and 1971."
be
in
Listed were three of the
reasons we submitted to
you when we asked that
the previous tests of
the Paser Magnum be dis-
avowed.
Our Reply
Was this the device tested
or not?
Where was it procured?
What condition is it in now?
What condition was it in
when tested?
In addition to the three
reasons listed, we submitted
the following on 1--6-81:
a. Only two vehicles were
tested. The test parameters
published at the time re -
quired that four vehicles be
tested.
b. The test parameters pu -
blished at the time required
input from the manufacturer
of the device tested. We
offered input; our offer was
ignored.
c. Additional valid test data
has been submitted by us. Our
tests at General Testing Labo-
ratory used current federal
test procedures on five engines.
The analyses of the Paser by Dr.
Mel Adams, formerly of MIT, of
8720 EMPRESS ROW, DALLAS, TEXAS 75247 (214) 631-7500
CABLE ADDRESS: PASERHQ
-------
96
Merrill W. Korth, Feb 10, 1981, page 2.
3.
"...we find no instruct-
ions... to check the con-
tinuity of his ignition
wires or to expect the
device's effectiveness
to increase over a per-
iod of as much as 1000
miles..."
4.
"...we do not think that
the use of the GM retro-
fit kit on the 1963 Che-
vrolet Impala would nul-
lify the effectiveness
of the Paser Magnum..."
Dr. Carlos Coon, formerly of
SMU, o'f Dr. J. Martin Hughes,
of Texas A & M, of the Japan-
ese "Auto Mechanic" magazine,
of the Japanese "Consumers'
Report", of the Japanese De-
fense Academy, of the Depart-
ment of Public Works of the
Mexican Government, and of
the Mexican Government Environ-
mental Protection Agency were
submitted to you.
The instructions of which you
sent a copy are similar to the
initial instructions used from
April to July 1970. In August
of 1970 new instructions were
included with the Paser which
stipulated the requirement to
check the continuity of the se-
condary circuit and to drive
through the "purging period" of
approximately 1000 miles, then
performing the After Installation
Service. If the Paser Magnum was
tested in September 1970 and May
1971, then the test was not con -
ducted in accordance with the in-
structions current at that time.
John Thomson would have known these
facts if had not chosen to ignore
the offer we made to brief him com-
pletely on the peculiarities of the
Paser, as stated in our letter to
him on April 22, 1971, a copy of
which was furnished to you on 1-6-81
Why do you think this?
Are you sure?
Would you accept a test from us_
run on a modified engine?
The vehicle tested was seven years
old. What checks were made to in-
sure that the engine was in normal
good running order?
-------
97
Merrill W. Korth, Feb 10, 1981, page 3.
"...Thomson may not have
checked the continuity of
the ignition wires since
the device instructions
did not warn him to do so.
"...It is not likely that
eno.ugtuo£.the wires were
discontinuous to nullify
the effectiveness of the
Paser Magnum..."
"...we can not agree that
there is reason to doubt
the conclusions..."
"...Your company has ap-
plied for another EPA
evaluation of the Paser
devices ..."
If the instructions you sent
were used, they were outdated
at the time of the tests. If
Thomson had not ignored our
"offer of input, he would have
known.
In the early 1970's most of the
spark plug wires were of the
compressed carbon type. Many
of these were discontinuous when
new. The probability is greater
that they were discontinuous.
We have not been presented with a
reason to support Thomson's test
procedures and conclusions. How
can the previous testing be sup-
ported when the evidence >sh
-------
98
Merrill W. Korth, Feb 10, 1981, Page 4.
We believe that the additional information submitted to you is suf-
ficient evidence of the efficacy of the Paser 500 and should obviate
the need for further testing. It is our understanding that you will
consult with Dr. C. Mel Adams (phone 513/281-4825) for additional data
or clarifications needed.
In view of what has been said above and during our meeting on January
6, 1981, I repeat my reguest, which we believe is more than reasonable,
that you make a statement to the Federal Trade Commission and others
who have received the previous tests that there are serious questions
about them.
May I hear from you at your earliest convenience.
f.t
Very truly yours, j ]
(S^pv- -K)U.
-------
99 Attachment P
TJ UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
* ANN -1RBCR. MICHIGAN 4810:i
March 3, 1981
OFFICE OF
AIR. NOISE AND RADIATION
Mr. Eugene Irvin, Jr.
AMERIMEX Industries, Inc.
8720 Empress Row
Dallas, TX 75247
Dear Mr. Irvin: -
EPA has received your letters dated January 12, 1981 and January 13, 1980
(1981?). EPA is incorporating the applicable information in the 511 Evalu-
ation of the Paser device.
Your January 13, 1980 (1981?) letter makes several apparently conflicting
statements about the Paser Devices. The letter claims in effect that the
Paser 500 and Paser 500 HEI give the same performance. However, the letter
also states the Paser 500 induces 1/3 the firing voltage while the Paser
500 HEI induces 7/15 the firing voltage. Therefore, the operation of these
devices in a vehicle is clearly different - unless the observed effects on
emissions or fuel economy are the same. Please clarify these points by
March 31, 1981.
Your January 13, 1980 (1981?) letter replying to EPA's December 24, 1980
letter stated "The Paser 500 HEI can be used with both female and male
connectors on the distributor cap. It can be used with either point -
condenser and electronic ignition systems." This conflicts with the infor-
mation provided in the discussion of the device during your January 6, 1981
visit to EPA. At that meeting, ANERIMEX stated that the Paser 500 was for
conventional ignition systems and the Paser 500 HEI was for electronic
ignition systems. Therefore, in order to resolve these seeming inconsis-
tancees, please answer the following questions by inarch 31, 1981.
1. For conventional ignition systems with sockets in the distributor
cap, which is the recommended Device, Paser 500 or Paser 500 HEI?
2. For conventional ignition systems with sockets in the distributor
cap, would there be any benefit to using the Paser 500 HEI instead
of the Paser 500?
3. For electronic ignition systems with sockets in the distributor
caps, which is the recommended^ Device, Paser 500 or Paser 500 liEI?
4. For electronic ignition systems with sockets in the distributor
cap, would there be any benefit to using the Paser 500 HEI instead
of the Paser 500?
As noted in the application information EPA previously sent you, the
current Federal Test Procedure (FTP) is the only EPA recognized test for
emissions. The current FTP and Highway Fuel Economy Test (HFET) are the
only EPA recognized valid tests for fuel economy. All testing should be
-------
100
conducted using current vehicles that are representative of the vehicle
population.
Any data you submit will be reviewed in the EPA evaluation of the Paser
device. However, other types of supplemental test data submitted will not
be considered to be in lieu of valid FTP/HFET test results obtained by
testing the Paser at one of the independent laboratories currently listed
on the EPA list of acceptable laboratories and using representative current
vehicles.
To be of use, supplemental data must be sufficiently detailed so that all
test procedures, conditions, and results are clearly shown (i.e. in suffi-
cient detail so that an automotive test laboratory could reasonably be
expected to be able to duplicate the testing and obtain similar results
without additional information).' The data are required from the test vehi-
cles in both baseline (all parameters set to manufacturer's specifica-
tions), and modified forms (with device installed). With respect to
supplemental testing:
Your January 12, 1981 letter references the testing done by the Mexican
Government's EPA equivalent organization. EPA is still waiting for
these test results. Please insure that the test procedures, condi-
tions, and results are adequately detailed. Please provide the needed
information by March 31, 1981.
The testing performed by General Testing Laboratories has been reviewed
by the EPA Engineering Group. No vehicle emission data was submitted.
The baseline fuel economy appears low compared to similar vehicles EPA
has recently tested (see Attachment). Therefore, the four test vehi-
cles were considered to be unrepresentative of vehicles in satisfactory
mechanical condition and properly tuned to manufacturer's specifica-
tions. Since the Device instructions specify "...in normal good
running order," the data is judged to not support conclusions that the
Paser device improves fuel economy. A more detailed summary is
attached.
The engine testing performed by General Testing Laboratories was also
reviewed. Post test inspection of the engine revealed evidence of a
". . . substantial amount of rust accumulation on the cylinder walls
from rain and moisture." Therefore, the initial condition of the
engine was really unknown and it can not be considered to be a
representative engine. Therefore, due to the adverse condition of the
engine, the data cannot be used to substantiate any claims for the
Paser device.
The remaining supplemental data submitted was either not sufficiently
detailed and/or used relatively uncontrolled test procedures.
Thus, the data submitted has been judged to not adequately support your
claims for the Paser device. A valid test program to obtain the supporting
data would as a minimum consist of two respresentative current vehicles
tested (duplicate FTP and HFET) both with and without each device (Paser
500 and Paser 500 HEI). In order to minimize the costs to you of testing,
these tests may be hot start rather than cold start. In addition, if you
-------
101
feel either the Paser 500 or the Paser 500 ', HEI would equally show a
benefit, only one of these devices need be teated. EPA will be glad to
work with you in developing an acceptable test plan for conducting indepen-
dent testing in a timely manner. s'
Please notify EPA by March 31, 1981 whether or not you plan to undertake
the suggested testing. If you plan to test, please inform EPA of the test
start and end dates and the name of the testing laboratory. If you do not
choose to undertake the suggested testing, EPA will finalize the evaluation
and publish the results based on the information that has been provided.
Please bear in mind that, if you choose not to conduct this testing, there
will be no valid data to support the fuel economy claims for the device and
the EPA report will state-that- Ehe data submitted by the Applicant was not
sufficient to demonstrate a fuel economy benefit.
Please provide EPA the requested information by March 31, 1981.
Again I wish to emphasize if you undertake additional testing, EPA will
work with you in developing an acceptable test program; however EPA must
complete the evaluation in a timely manner. Please contact me (phone
(313) 668-4299) if you have any questions or require additional assistance.
Sincerely,
Merrill W. Korth, Device Evaluation Coordinator
Emission Control Technology Division
-------
102
Attachment - Preliminary Evaluation of GTL Data
Submitted in Paser 511 Application
The vehicle test data, contained in the General Testing Laboratory Report
Summary contained test data for the four vehicles tested with the Paser
Magnum installed. The vehicles were tested in 1971 using the 1370 second
cold start Federal Test Procedure (FTP) then in effect. No emission test
results were provided. The fuel economy results are summarized below:
Vehicle Fuel Economy, MPG
1970
Maverick
200 CID
initial baseline 12.3
without Paser
initial with Paser 18.1
Paser after 1000 miles 16.1
Paser after 2000 miles 13.7
Paser after 3000 miles lb.8
1965
Oldsmobile
300 CID
11.0
12.9
14.2
11.2
10.9
1968
Plymouth
318 CID
9.7
12.3
14.8
11.9
12.2
1968
Volkswagen
1500 CC
14.8
.2
.3
21,
20,
20.0
20.0
The current EPA test procedure, the '75 FTP, repeats the first 505
seconds of the cold start cycle after a 10 minute hot soak. Therefore,
data obtained using the "75 FTP can be compared with the tests above by
using the fuel economy data for the first 1370 seconds of the current FTP.
EPA recently conducted tests on a group of 1970-71 vehicles as part of a
study on the effects of temperature on vehicle emissions, "Effects of
Ambient Temperature and Driving Cycle on Exhaust Emissions, EPA-460/3-80-
012". Those vehicles selected for testing were verified to be in good
mechanical condition and properly tuned. A group of these vehicles
similar to the preceeding is given below with fuel economy calculated for
the same 1370 second driving cycle.
Vehicle Fuel Economy, MPG
Maverick
200 CID
Chevrolet
307 CID
Dodge
318 CID
Plymouth
318 CID
Volkswagen
1500 CC
18.0
13.4
14.4
13.9
23.1
Wlicn the fuel economy oi this group oi vehicles is compared to those
submitted in the application, the data suggests that the baseline fuel
economy for the GLT fleet was too low Cor the vehicles to be considered
representative oi. vehicles in satisfactory mechanical condition and
properly tuned to manufacturer's specifications.
Since the application specifies in the instructions that the vehicle's
engines must be ". . . in normal good running order," the application
data is judged to not support the conclusions that the Paser Device
improves fuel economy.
-------
103
Attachment Q
AMERIMEX INDUSTRIES, INC.
March 11, 1981
Mr. Merrill W. Korth
Device Evaluation Coordinator
Emission Control Technology Division
United States Environmental Protection Agency
Ann Arbor, Michigan 48105
Dear Mr. Korth:
Enclosed please find a copy of the original test report from
the Mexican Government Environmental Protection Agency.
In addition you will find a letter from the head of Mobile
Sources Division of the Mexican EPA establishing the Paser
500 as an accredited device in Mexico.
It is our hope that the addition of this test data, which was
performed using US standards will suffice in your evaluation
of the creditability of the Paser 500.
May I hear from you on this matter at your earliest convenience.
Very truly Yours,
Eugene Irvin, Jr.
President
Amerlmex Industries, Inc.
El/ci
Encl.
8720 EMPRESS ROW. DALLAS, TEXAS 75247 (214) 631-7500
CABLE ADDRESS: PASERHQ
-------
^ ,#-$J£:[£f'c:
$ *il>$&Wm&
104
r 0* yu J jjyyr ?84-lJ
F~.
DE MEJORAMIENTC
SECRETARIA
DE
SALUBRIDAD Y ASISTENCIA
DEL AMBIENTE. Q.I REC.CIOJLGRAL . DE
SANEAMIEKTO ATMQSFERICQ. DTRFmnN nr
'.,cccICN FUENTES.IffiLEi, _..
MF.SA .... _. .. ..
•:UMi_BO DSL OHICIO 4DZ2/
tXPEDUNTf 1 --^_
> z oe
< u u
0
U W
" o a
Director de Fuentes Moviles.
Ing. Gaspar%>-GrircTd/%1'tfnez,
50
J°<
< U) J
O u
GGM.-cem*
: - • f-
---.-:-;-.. - -.::^^..l:
•^:;.;;:-T-c-N^-:r
.', -—"".".". '.• •— • m ""-*;"." • -" -^
.v.-^;-^
-------
105
United States of Mexico Subsecretariat of Improvement
of the Environment. Department
Secretariat of Health and Welfare of Atmospheric Health. Department
of Mobile Sources
Official Letter 4072/
File 158
No. 009/FM
SUBJECT: Granting of Authorization
-Mexico, D.F.
PARDI,' S.A.
Centeno No 422 Letter C
Mexico 8, D.F.
Attn: Engineer Jorge Vargas Lopez
In answer to your request for an official technical opinion concerning the
Paser 500 device for the reduction of contaminating emmissions produced by
internal combustion engines, I advise you that, on the basis of the tests
conducted in the emmission laboratory by technical personnel of this de -
partment, there is no impediment by this Subsecretariat for considering
your device, the Paser 500, as a help in the reduction of contaminating
emmissions produced by vehicles with internal combustion engines of four,
six and eight cylinders.
Attentively,
The Director of Mobile Sources
/s/ G. Garcia M."
/t/ Engineer Gaspar Garcia Martinez
-------
106
\-. ••:"••• .-,.-. .i,l'K.-vico.::uo<.ii recc i-u
022-1
SECRETARtA
oe
SALUBRIDAD V ASISTENCIA
;U-'fe.H-./<-.
• ','• ••'.*-"•.' .--*••
Mexico, D. F., a g"-*»r -KlP
PARDI, S. A.,
Centeno # 422 Letra C,.
Mexico 0, D. F. ,.
At'n. Ing. Jorge Vargas L6pez.
=;' • En atencidn a las pruebas de Emi
siones Contaminantes y Consume de Combustible solicitadas por us— .
ted, en vehiculos de fabricaci6n Nacional, con y sin el uso del diar
positive "Paser 5 00 . , informo a usted que la reducci6n de Emisio_
nes de Mon6xido de Carbono obtenidas fueror. del 38%, as£ misrao, laa.
Emisiones. de Hidrocarburos alcanzaron una reducci6n del 30%. En lo
referente a. Consumo de Combustible el rendimiento aumentd en un 11%.
* " , •
Vale la pena aclarar que estas - \.
variaciones se encontraron durante un lapso de 3,000 kms. de reco-
rrido y siguiendo las Normas Oficiales Mexicanas NOM-AA-ll-1980i"-I;
"Evaluacidn de Gases por el Escape de Vehfculos Autoraotores que•";'—^
usan Gasolina como Combustible" y NOM-150-1979 M^todo de Prueba pa^^-
ra la Determinaci6n de Ccnsumo de Combustible en Vehfculos de hasta
2,727 kgs. de Peso Bruto Vehicular. . . ; v
f S. ». A j
3HIEI5I r*.'". 9. USJLtiUFI
* DIC. 8 >9bO A-
DiRf.CCICit .KikNiuS
Atentamente .
SUFRAGIO EFECTIVO.NO REELECCION.
El: Jef e del Dpto. de.Des. Teen.
ING. MARIO TURRENT.
c.c.p. C. Iny.
MTA/mgs. . .
fiart.-fa Martfin--/.. - Svibrlivector de t'.M. f ..««:.
-------
407
(TRANSCRIPTION)
SUB-SECRETARIA
DE MEJORAMIENTO DEL AMBIENTE
DIRECCION GENERAL DE SANIAMIENTO ATMOSFERICO
SUB-DIRECCION DE FUENTES MOVILES
En atencion a las pruebas de emisiones contaminantes y consume de
combustible solicitado por ustedes en vehiculos de fabricacion
nacional con y sin el uso del dispositive Paser 500 informo a ustedes
que la reduccion de emisiones de monoxide de carbon obtenida fueron
del 38%. As! mismo las emisiones de hydrocarburos alcanzaron una
reduccion del 30%. En lo refirente al consumo de gasolina el
rendimiento aumento en un 11%.
Vale la pena aclarar que estas variaciones se encontraron durante un
lapso de 3000 Km de recorrido y siguiendo las normas oficiales mexicanas
NOM-AA-11-1980, "Evaluacion de Gases por el Escape de Vehlculos
Automotores que usan Gasolina como Combustible" y NOM-150-1979,
"Me'todo de Prueba para la Determinacion de Consumo de Combustible en
Vehlculos de Hasta 2727 Kilogramos de Peso Bruto Vehicular."
SS/ Ingeniero Mario Turrent
-------
199
(TRANSLATION)
SUB-SECRETARIAT
OF IMPROVEMENT OF THE ENVIRONMENT
DEPARTMENT OF ATMOSPHERIC HEALTH
-DEPARTMENT OF MOBILE SOURCES
WITH REFERENCE TO THE TESTS OF EXHAUST EMISSIONS AND FUEL CONSUMPTION
REQUESTED BY YOU ON VEHICLES MANUFACTURED IN MEXICO WITH AND WITHOUT
THE USE OF THE PASER 500 DEVICE BE INFORMED THAT THERE WAS A 38%
REDUCTION IN CARBON MONOXIDE AND A 30% REDUCTION IN HYDROCARBON EMISSIONS.
WITH REFERENCE TO FUEL CONSUMPTION THERE WAS AN 11% INCREASE IN MILEAGE.
IT SHOULD BE'NOTED THAT THESE DIFFERENCES WERE MEASURED AFTER 3000Km OF
USE AND USING THE OFFICIAL MEXICAN TEST PROCEDURES, SPECIFICALLY,
NOM-AA-11-1980 "ANALYSIS OF EXHAUST GASES ON GASOLINE POWERED AUTOMOTIVE
VEHICLES", AND NOM-50-1979" TEST METHOD FOR MEASUREMENT OF FUEL
CONSUMPTION ON VEHICLES WITH MAXIMUM GROSS VEHICLE WEIGHT OF 2727 KILOGRAMS.
SIGNED/ Mario Turrent, Engineer. ,
Chief of the Department of Technical Investigations
-------
109
ENVIRONMENTAL PROTECTION AGENCY
OF THE MEXICAN GOVERNMENT
(SUB-SECRETARIA DE MEJORAMIENTO DEL AMBIENTE)
CONDUCTS IN-DEPTH TEST OF THE PASER 500
TO DETERMINE EFFECTS ON
CARBON MONOXIDE, HYDROCARBONS AND MILEAGE
ON VEHICLES MANUFACTURED IN MEXICO
THEIR TESTS SHOWED THAT THE PASER 500:
REDUCED CARBON MONOXIDE BY 38
REDUCED HYDROCARBONS BY 30%
INCREASED GAS MILEAGE BY 11%
A transcription of the Mexican Government report and the English
translation are attached.
-------
Attachment R
AMERIMEX INDUSTRIES, INC
March 24, 1981
Mr. Merrill W. Korth, Device Evaluation Coordinator
Emission Control Technology Division
United States E.P.A.
Ann Arbor, Michigan 48105
Dear Sir:
I am writing in answer to your letter of March 3, 1981.
It is the intent of Amerlmex Industries to pursue this matter until your
agency has enough favorable data to substantiate that the Paser 500 has
a favorable effect on fuel economy and, at least, does not have an ad -
verse effect on exhaust emissions.
We had hoped that the data submitted to you would suffice for such a
ruling. The testing performed at General Testing Laboratories using
the prescribed FTP and HFET on five engines:;showed the favorable effects
of the Paser. The testing performed by the Mexican Government EPA shows
the favorable effects of the Paser. However, your rulings are that this
data does not suffice. L> i.. .-. .:,'..
In view of our respective positions, a deadline of March 31, 1981 is
not realistic. Please realize that we not only have many other duties,
but the cost of any further testing which might be decided upon must be
budgeted. May we ask that you allow us until June 30 to do the research,
coordinating and budgeting necessary to complete this project. We will,
in the meantime, be in touch with your agency to coordinate this matter.
Very truly yours,
EugenV Irvin, Jr.
President
El/bd
cc: Ralph C. Stahman, Peter Hutchins, Dr. Mel Adams
8720 EMPRESS ROW. DALLAS. TEXAS 75247 (214) 631-7500
CABLE ADDRESS: PASEHHQ
-------
Ill
UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
ANN ARBOR. MICHIGAN 48105 Attachment S
OFFICE OF
AIR. NOISE AND RADIATION
April 7, 1981
Mr. Eugene Irvin, Jr.
AMERIMEX Industries, Inc.
8720 Empress Row
Dallas, TX 75247
Dear Mr. Irvin:
As we interpret your letter of 3/24/81, AMERIMEX Industries, Inc. is not
in a position to obtain independent laboratory data on the Paser 500 at
any time in the near future. Our 3/3/81 letter asked that you "please
notify EPA by 3/31/81 whether or not you plan to undertake the suggested
testing". We do not think that was an unreasonable deadline. Now, your
latest letter seems to say that you can not tell us when the data will be
available until 6/30/81. You also did not answer the general questions
that we asked about the operation of the Paser 500.
EPA attempts to complete its device evaluations' under Section 511 of the
Energy Policy and Conservation Act as quickly as possible. When adminis-
trative problems drag out the evaluation (as in this case), the public is
likely to erroneously assume that active EPA testing is taking place and
expect a report on the device's effectiveness to be published soon. In
the past, some device manufacturer's have advertised, during a prolonged
EPA evaluation, that their device was being evaluated by EPA.
Since we don't seem to be progressing on the EPA evaluation of the Paser
500, we feel it is best that we complete our present Section 511 applica-
tion at this time. If at a later date, your company is in a position to
expeditiously obtain the required data from a recognized independent
laboratory, we will welcome your new application for an EPA evaluation.
In completing our evaluation of the Paser 500 under the provisions of the
Motor Vehicle Information and Cost Savings Act, EPA is now required to
prepare a report on the device, and publish notice in the Federal
Register that we have completed our evaluation. We are presently pre-
paring such a report.
-------
112
Please contact me immediately if you do not understand this course of
action. My phone number is (313) 668-4299.
Sincerely,
Merrill W. Korth
Device Evaluation Coordinator
Test and Evaluation Branch
cc: P. Hutchins
T. Earth
511 File (Paser 500)-
-------
I /'
//; ''" Attachment T
UNITED STATES OF MEXICO
i • :
---=. I. ', FEDERAL GOVERNMENT
Secretariat of Human Resources and Public Works
General Directorate Qf_MacJuQe.ry;.and Transportation
Technical Department ..
Central Park Department
Technical feasibility study on the economics to acquire the electronic
economizer Paser Magnum for gasoline vehicles.
May 1980
Office of Studies
-------
14U
SUMMARY
The present study was conducted with the purpose of acquiring the electronic
economizer Paser Magnum for vehicles of 4, 6, and 8 cylinders with gasoline
engines, which will provide a savings of 20% in gasoline consumption, longer
engine life, spark plugs, oil, less air pollution (contamination).
Required Investment
For Automobiles of
4 cylinders
6 cylinders
8 cylinders
Unit Cost
$1,295.00
$1,495.00
$1,695.00
Longevity of economizer
Ten Years
Amortization of the investment: In regards to the savings in gasoline
consumption in the 4 cylinder engine it will amortize after running 25.900KM
or in 431 days, running 60KM per day. The 6 cylinder engine will amortize
after running 5,750 KM or 93 days, running 61.4KM per day.
-------
L13K
CONTENTS
I. PREFACE
II. TECHNICAL DATA OF THE ELECTRONIC ECONOMIZER
A. Functioning
B. Installation
III. TECHNICAL TESTS CONDUCTED
IV. RESULTS OF THE TECHNICAL TESTS
V. CONCLUSION AND RECOMMENDATIONS
-------
1-16
The internal combustion engine is that in which the fuel burns inside the
engine and converts chemical energy to mechanical energy.
Today's internal combustion engines burn only 50 to 65% of the fuel consumed.
It follows that a large percentage of the potential energy is lost due to
incomplete combustion.
. -=.fnL^*^u , •:
1.
The residue of unburned fuel, the carbon and gases, damage the engines
poisoning the atmosphere and increasing the maintenance and operating
cost of same.
The solution to this problem is to burn a larger percentage of the gasoline
that fuels the engine. That is why now the preoccupation to eliminate
contaminants and save fuel brings forth new technologies to eliminate and
reduce these problems as such is the case with the electronic add-on
device to eliminate pollution, Paser Magnum that is being launched in the
market place by the company, Dipar.
-------
II. TECHNICAL DATA OF THE ELECTRONIC ECONOMI-ZER DESCRIPTION QT THE COMPONENTS
1. The ignition harness mountinq head serves as a mounting for ignition
harness; deoiqned to n*;n.l the ignition hnrnoss nqninst moisture and dust.
2. The upper connector provides the electrical connection between the
spark ignition harness and the Paser circuits.
= z-~=r - -a&'*f •***'.'• f
3. The secondary circuit provides capacitive and inductive coupling
between the primary circuit and the secondary circuit harness.
4. Dielectric stem serves as mountinq base for the lower connector
and provides dielectric insulation to prevent arcing from the primary circuit.
5. Lower connector provides electrical connection between the primary
circuit and the distributor cap.
•
6. Secondary circuit harness transmits induced voltage from the
firing cylinder to the non-firing cylinders.
-------
118
7. Tapered dielectric boot provides base for mounting of the Paser to
the distributor cap; inner chamber provides electric! isolation of the
secondary circuit
8. Primary circuit provides electrical connection between the distributor
and the ignition harness; transmits high voltage pulses to the spark plug
when the cylinder f-ires=-an^low voltage pulses when the cylinder is not firing,
!•
The following figure shows the described components:
-------
Upper oonnector
Ignition harness 1-
raounting head
Secondary
harness circuit
8 Primary
circuit
Secondary 3
circuit
Dielectric 4
stem
Tapered
dielectric boot
7
-------
120
A. OPERATION
The Paser Magnum enhances the conditions in which the fuel is burned,
resulting in fuel economy and reducing the damages brought about incomplete
combustion.
The Paser Magnum utilizes the chemical principle known as "corona" that
implies the use-of etectci&ity .as a chemical catalyzer. This principle
is utilized in electrolysis of water in which electric energy is used to
decompose the water molecules (H20) obtaining the atoms of hydrogen and
oxygen.
The Paser Magnum uses the magnetic field from the firing spark plug and induces
it to the non-firing cylinders (those which are not in the combustion
cycle).
-------
This radiation from the Paser Magnum bombards the air fuel molecules in the
cylinders. This initiates the breakdown of the hydrocarbon molecules.
This action also ionizes the atmosphere in the combustion chamber.
To understand this action let us return to fundamentals. A molecule is
composed of atoms that are interlocked with a corvalant bond; in other words
they share an electron-in-ttwir outer orbits.
!•
If the electrons are the energy holding the atoms together in molecular
form and if the definition of electricity is a flow of electrons, then
in a way the energy that keeps the atoms together in molecular form is
electricity. The shared electron holding atoms together is knocked from
the orbit by the discharge of electrons. This breaks the bond between
the atoms and the molecular division begins.
The action initiating this molecular separation also causes ionization
of the atmosphere in the combustion chamber. The negative shared electron*
is separated from the outer orbit of the atoms.
-------
The loss of the negatively charged electron leaves two postively charged !
ions. The negative charged electron traveling at the speed of light combines
with another group, creating a negatively charged ion. This process, taking
place at the speed of light creates ions throughout the combustion chamber.
This is significant if one understands the ion theory. This theory
states that electricity travels along charged particles called ions.
Ions can be positive or negative charged. It is known that ions reduce the
resistance to electrical current flow. As a result of the ionization in
the combustion chamber, the space between the spark plug electrode is
ionized and the spark jumps more easily, requiring less voltage than normal.
The result of the partial separation of the hydrocarbon molecules, the
increased oxygenation (homogeneity) of the air and fuel mixture and the
ionization of the space between spark plug electrodes make possible a
more complete combustion. All of the benefits derived from using the
Paser Magnum are the direct result of burning more of the air-fuel mixture.
The following figure explains the sequence of operation
-------
OPERATION
FIRING CYLINDER
:iUN-l IRINf. CYLINDER
FIRING CURRENT
ELECTROSTATIC
RADIATION
(ULTRA-VIOLET)
-------
-124
b) INSTALLATION
1. Check timing and ascertain that the spark plug gap conforms to
manufacturer's specification
2. Check the continuity in the spark plug wire. Usually worn cables
have an open circuit. The Paser 500 will not operate properly with an
open circuit in the secondary circuit. Replace spark plug wire cables if
necessary, to eliminate an open circuit.
3. Check air-fuel mixture in the carburetor. The Paser Magnum operates
more efficiently with a normal mixture
4. Check the carburetor air filter and replace if necessary
5. Check the automatic choke in the carburetor for better performance'.
-------
125-
INSTALLATION OF THE PASER
a) Locate the distributor cap and the spark plug wire cables. Remove
the Paser 500 from its box and notice the complete Paser unit for your
vehicle has one black plastic sleeve for each spark plug wire on your
distributor.
b) Remove one spark plug wire from your distributor. Grasp the dust
boot. Do not pull on the spark wire itself as damage could result.
c) Insert the Paser sleeve in the place of the disconnected wire
d) Be sure the Paser sleeve is pushed firmly into the distributor cap
e) Insert the spark plug wire previously removed into the top of the
installed Paser sleeve
f) Be sure the spark plug wire is. pushed firmly into the Paser sleeve
and that the connection is tight and sealed by the dust boot of the spark
plug wire.
-------
g) Now, repeat the aforementioned process with the other induction
sleeves. Make certain all the connections are tight and insulated.
-------
127
III. TECHNICAL TESTING ACCOMPOLISHED
The tests were undertaken at the Central Motor Pool for machinery
with the Sun 200/Computer.
The tested units were:
1977 Datsun pick-up truck PI5-4796, license # 5572-AW 4 cylinders
1974 Chevrolet pick-up truck, license # PI3-100 6 cylinders
1972 Ford Ga-laxie-8 cyWnder*
The mileage of each vehicle was recorded at the beginning of the test.
The tests were as follows:
1. Emission readings of carbon monoxide (CO) and hydrocarbons (HC) were
taken at different RPM's without the electronic economizer
2. Immediately thereafter the same readings of carbon monoxide (CO) and
hydrocarbon (HC) were taken with the electronic economizer
-------
3. After running the vehicles for 2000 KM a third test was undertaken,
taking new readings of the emission of carbon monoxide (CO and hydro-
carbons (HC) with the electronic economizer, Paser Magnum.
-------
129
IV. RESULTS OF TECHNICAL TESTING
The following was observed in the Chevrolet pick-up truck PI3,100
6 cylinders:
1. At low speed, 600 RPM a red'iction cf Carbon Monoxide (CO) and
hydrocarbons (HC) was noted
2. At intermediate speed, 1500 RPM, there was also a reduction in
Carbon Monoxide (CO) and Hydrocarbon_(HC)
3. At high speed, 2500 RPM, a major reduction in carbon monoxide
(CO) was observed. In Hydrocarbons (HC) there was an increase.
In the Datsun P15-4796 the following was observed:
1. At low speed, 600 RPM, there wos an increase in Carbon Monoxide
(CO) and Hydrocarbons CIC-).
2. At intermediate speed, 1500 RPM, the increase was greater in
Carbon Monoxide and less in Hydrocarbons (HC).
-------
130
3. At high speed, 2,500 RPM, there was a reduction in Carbon Monoxide (CO)
and Hydrocarbon (HC).
4. We consider that the add-on Paser reaches its best efficiency in high
speed in 4 cylinder engines and in 6 cylinder engines the efficiency is
maintained in low, medium and high speed.
The 8 cylinder unit was not able to be tested due to a major engine
overhaul.
5. As far as the gasoline consumption, we have the following:
In the Chevrolet pick-up PI3-100 6 cylinders
With a run of 564 KM without the Paser Magnum it had a consumption
of 159 Its, yielding 3.5 KM/LT.
Presently with the Paser Magnum,, after being drive 3,019 KM it had
a consumption of 591 Lts, yielding 5.1 KM/LT.
-------
140
COST OF THE PASER MAGNUM = 1295 = 25,900
Savings per kilometer" 0.05
In other words, to amortize the investment one has to travel 25,900 KM
traveling 60 KM per day, in 431 days the investment would be paid.
-------
141
RECOMMENDATIONS
Prior to initiating a massive purchase of the add-ons (Paser Magnum)
additional tests are being conducted on other vehicles with the purpose
of verifying the results of the initial (prior) test. We are also continuing
to record benefits on^the^a-tts. w/ith which the initial test were conducted
«.
with the purpose of analyzing its behavior (results).
At present vehicles of the Technical Department are being evaluated with
the same procedures.
If the results are satisfactory, instructions will be given to the Maintenance
Shops to purchase the Paser Magnum, sending them information of the technical
studies conducted.
-------
Attachment U
142
CONSUMER'S REPORT
of Japan
(Toku-Sen-Gai)
Rates the PASER 500 TOPS 1
In Fuel Saving Devices
With An Unbelievable City Mileage
Improvement Of
42.9%
-------
143
"TOKU - SEN - GAP (CONSUMERS' REPORT)
A Monthly Magazine Which Selects the Best Merchandise for Everyday Living
TEST REPORT OF THE BEST IN FUEL CONSERVATION DEVICES FOR AUTOMOBILES - 13 DEVICES TESTED
To insure impartial comparison, the test drives were conducted with the same car, the
same driver, on a specified course under the same weather conditions. The test car
was a Datsun Bluebird wtth atrtomatfc~*transmission and art1 1800 cc engine with NAPA-Z
electronic fuel injection and dual ignition.
Tests measured gas mileage and emissionsiof carbon monoxide and hydrocarbons before
and after installation of the devices tested.
The city mileage test course was 5.44 Km in length. Five to six test runs were made.
Mileage was computed for each trip. The highway mileage test course was 28.3 Km in
length. Gas mileage was measured with a ZT Driving Computer manufactured by GEMCO,
Inc. of the U.S.A.
Prior to testing, the vehicle was driven for 300 Km to determine current gas mileage,
to which data for the previous year was added to arrive at an average base-line mil-
eage of 8.92 Km city and 11.69 Km highway.
9
PASER 500 RESULTS:
The Paser 500 consists of cone shaped sleeves which are installed into each of the
spark plug wire terminals in the distributor cap. The sleeves are connected with a
single wire. Since the test car has eight spark plugs, a Paser 500 with eight con-
nected sleeves was used. Once the Paser sleeves are installed into the distributor
terminals, the spark plug wires are connected to the Paser sleeves. With the engine
in operation, the Paser 500 directs electrostatic energy to the non-firing cylinders,
ionizing the fuel, making it readily combustible and allowing up to 95% combustion.
An additiortal benefit claimed is that it removes carbon deposits from the combustion
chamber.
Installation is simple; however, there are several conditions which must be met to
insure full effectiveness, such as, (1) replace spark plugs used over 5,000 Km, (2)
insure that spark plug wires do not overlap, (3) insure that the wire from the coil
to the distributor is not touching metal, (4) insure that the ground electrode of *~-
the spark plugs is not facing the intake valves.
(Note from manufacturer: The conditions listed above were evidently stated by the
Japanese distributor of the Paser 500. The manufacturer does not consider these
conditions necessary for the proper functioning of the Paser 500.)
In complying with, the above, considerable work was involved in wrapping each spark
plug wire with rubber tubes, tieing down the wire from the ignition coil, and .
checking the positions of the spark plug electrodes. However, these precautions may
-------
144
have-helped, because there-was a-distinct improvement- in acceleration immediately.
In city driving, acceleration from slow speed was unbelievable. Also, the engine
ran noticeably smoother. .
City mileage showed an unbelievable improvement of 42.9%, from_8JJ2_feoH2.75 Km.
Highway mileage improved 5%, from 11.69 to 12.75 Km.-
0"i '
Although the other twelve devices tested showed a greater improvement in highway
mileage, one must conclude that the Paser 500 is the most effective device for
improving general city driving.
-------
. •'•Mr;'
145
Attachment:
MASANORI KITANO, DR. ENQ.
PROFESSOR OP MECHANICAL ENGINEERING
NATIONAL DEFENSE ACADEMY
1-tQ.ao. MASMIHIkMZU
YOKOailKA. KAJMAgAWA
23* JAPAN ^*
TEL: 0««»l4t-»«1O
ixr. i * a •
-------
BENCH TEST REPORT; PASER 500
I. INTRODUCTION.
Today/ one of the primary concerns relating to automobile engines
is how to obtain a lower rate of fuel consumption; in fact, this
has become an important subject of research.
This test report illustrates the importance of maintaining optimal
conditions in the ignition system in order to enhance the engine's
combustion efficieney7='jTie::way this efficiency and a lower rate of
fuel consumption has been achieved is by means of a device used to
increase the enaine's power and improve its mileage by keeping the
sparkplug's electric discharcre at an optimal level.
II. SPARKPLUCS AND THE PA SEE 500'
It is well known that the burning of fuel in the internal combustion
engine is caused by an induced electric discharge from the sparkplug,
which ignites the fuel and air mixture in the combustion chamber.
While conventional research has focused on ways to improve this -com-
bustion, little attention has been paid to the optimal nature of the
sparkplug's electric discharge. Nonetheless, the sparkplug is one of
the engine's most important components. Such factors as the fuel's
composition, the temperature inside the combustion chamber and the
insulation of the hiah voltage, all affect the induction of the ins-
tant spark discharcre. The hiah temperature at the tip of the i-naul*-
Key\ tt£4«{ may cause pre-ianition; likewise, the insulation of the
sparkplug is hampered by the accumulation
of particles between the electrodes, a
condition which may also cause pre-iani-
i
tion or misfiring. Because hiah voltage
FIG 1. The PASER 500
-------
= j.<--i--..-.ev.., ^y.v.cm.j.wii uiuac i'i_ oiven co cne sparKp.Lug's pny-
sical conditions, in order to achieve the ontimal spark. Conside-
ration must also be given to providing hiaher capacity wires in the
secondary circuit and to upgrading the distributor's durability to
accept high voltage.
When called on, the sparkplug must be capable of providing a high
voltage spark. Figure 1 illustrates the device designed to check
the leakage of the.secondary voltage and to provide an effective
high voltage by acting as a condenser and resistor in the sparkplug*
secondary circuit^-^ - -
The device shown in Figure 1 is inserted between the distributor
cap and the sparkplug wires. It should be noted that other devices
based on similar principles have been studied and tested in commer-
cial use; this particular device, however, represents an improve-
ment insofar as it acts as a, condenser and a resistor, and prevents
the leakage of high voltage, thus increasing the engine's efficiency
III. PURPOSE OF THE TEST
By improving the sparkplug's discharge, the device aims at producing
a more favorable combustion rate, or in other words, improving the
gas mileacre (Km/liter) . The PASER 500 was bench- tested to measure
its effectiveness.
IV. TEST METHOD
The test method is illustrated in Figure 2. A small gasoline engine
and a dynamo-meter were used to measure and evaluate engine perfor-
mance and fuel consumption, both with and without the installation
of the PASER 500.
FIG.*2. The dynamo-meter'and the engine used for the bench test^,
-------
Engine ioaa tests - The enaine loads were rated from.I/4 to 4/4,
with respective encrine rotations at each load.
FIG. 3. Close-up of the engine
FIG. 4. The fuel consumption gauge
PIG. 5. Bench test instruments and specifications
Robin EY80-2A - Air cooled - 4 cycle - 2 cylinders horizontal
Cylinder stroke: 2-85 mm2 x 70 mm
Total enaine stroke capacity: 794 cc
Compression ratio: 6.0 •
Output power: 15 Ps (18 PS)/3600r
Maximum tornue: 4.2 Kg/2400 rpm
Valves: side valves .
Rate of fuel consumption: 330 cr/psh - 13 PS/sec
(These specifications correspond to the engine illustrated
in FIG. 4)
FIG. 6. Position of measuring instruments
«
Measurement of high voltage discharae
Measurement of combustion chamber pressure
Measurement of sparkplun temperature
Measurement of cylinder head temperature
Measurement 6f exhaust temperature
Measurement of fuel consumption
* Measurement of engine RPM
Measurement of enaine load
-------
V. TEST RESULTS ftND EVALUATIONS 149 1
The PASER 500's test results are criven in Diagrams 1 through 6.
Compression figures are aiven in Diagrams 1 throuah 4, and are basec
on measurements obtained with and without the installation of the
PASER 500.
Table 7 shows the fuel consumption rates obtained with and without
the PASER 500. With the PASER installed, there was a 5.2% decrease
in fuel consumption with a 1/4 engine load. For engine loads of 2/4,
3/4 and 4/4, fuel consumption decreased by 4.2, 2.67 and 3.34% res-
pectively.
On the average, then, fuel consumption was reduced by 3.85% when
the PASER 500 was installed, in comparison to other tests run withou
the PASER 500.
t . •
V.I. Combustion Chamber ^ressure
4
'Photographs 1 to 14 show the 'chancres recorded in combustion chamber
pressure and the measurements of the discharge volt acre which re-
sulted from the installation of the PASER 500.
By comparing the waves of the combustion chamber pressure in FIG. 7,
it can be seen that the combustion chamber pressure increases sharplv
when the PASER is installed; on the other hand, without the PASER,"
the measurements of chamber combustion pressure show brisk pulsating
movements prior to ignition and prior to stalling. FIG. 7 also shows
the combustion chamber pressure in relation to the position of the
cylinders. It confirms that pressure in the combustion chamber is
higher when the enoine is equiped with the PASER 500.
The waves in-FIG. 7 reflect the engine's power output: note particularly
the increase between c and e. Also, b-c and e-f in FIG. 7 show how
the valves are affected by the'process of intake and: exhaust and
the resultincr loss of workina eneray.
-------
Translation - I'aoo b
FIG. 7. Measurement of combustion chamber pressure and relation
to cylinder position '.
VI.2. The High Voltage Discharge of the Sparkplug.
The quality of the sparkplug's high voltage discharoe was an impor-
tant aspect of the test.
FIG. 8 shows a comparison of the FIG. 8. Comparison of electric
discharge waves
electrical discharge waves with
and without the PASER 500.
).
FIG. 8(a) shows that when the
the PASER 500
PASER was installed, the discharge
FIG. 8(a) Discharge waves with
pressure dimished drastically im-
mediately after the discharcre.
FIG. 8(b) on the other hand,
wave pattern
shows no diminishing after the
FIG. 8 (b) Conventional dis char ere1
discharge.
The voltage aenerated shows a sharp increase at the moment of dis-
charge, and no leakage is detected. This should provide a reliable
discharae at the time of. combustion and preclude mis-firing; thus,
there should be no accumulation of erosions in the distributor or
the mechanical contact breakers and result, therefore, in the pro-
•
longed life of the parts.
VI.3. Temperature
DIAGRAM 5 shows the effects on temperature with a full engine load
(4/4). It can be seen that the PASER 500 improves temperature condi-
tions at full engine load, as compared to the conditions observed
in the absence of the PASER 500.
*
Because too high a temperature in the sparkplug's electrode 'center
t
can cause pre-ignition, or cause the engine to knock, it is necessary
-------
J.U v
151
to keep the electrode's temperature within the followina range:
500°^ TP<800°C, where TP represents the electrode center's tem-
perature. The sparkplug's temperature was measured in the location
designated by TW in FIG. 9.
The measurements obtained were then used to calculate the tempera-
ture at the electrode's center by applying the following formulas
thermal volume i~n a"unit:of
time (Q Kcal/h)
TW
length of thermal volume
passage (cm)
ratio of thermal volume
passage (Kcal/mhc)
coolant coolant
temperature a
TP
thermal volume from
combustion chamber to
electric (illegible)
Usincr the small enaine's
FIG. 9. Relation between spark-
A =* cross section (cm")
1t A and A, the formula
ment.
yielded an electrode center
(illegible)
temperature a
plug and thermal move-
temperature ranaing from 453° to 489°C when the small test engine
was equined with the P£SER 500; in other words, a temperature which
would not cause overheating problems for the sparkplug.
It must be noted that the small test enaine has a compression ratio
«•
of 6.0, small in comparison with the 8 to 8.5 ratio of automobile
engines. This may have contributed favorably to the low temperatures
observed. It was necessary, therefore, to evaluate the extent of
the PASER's effect on temperature by installing it in an automobile
engine with a comparatively higher output capacity, since the tem-
perature factor is directly related to both the power output and
the life of the parts.
V.4. Fuel Consumption in an Actual Run.
Based on the rates of fuel consumption obtained in the bench test,
-------
the following formula can be used in estimating the fuel consumption
in an actual run. In other words, 0. - the distance in Km the automo-
bile will run on one liter of fuel.
Y' t/t'/o*
}L <**&+#•.•*'& . S
7f*3.6 l.TK
where:
/ : Fuel ratio of 0.753 g/cm3
Power transmission-'efficiency ratio of 0.9
Amount of fuel consumption. Taken from the measurement results
as shown in the diagram, namely: 355.9 g/psh in engine at 2000
RPM with PASER, and 362.6 g/psh without the PASER 500
Weight of the vehicle - 1000 Kg
G
Se
i
D
Oe s^/c+y+w-^ Run at normal speed on a smooth paved road. 0.01!
-------
Translation - facie b
follows, to take into account the maximum toroue and engine rota-
tions:
(A/e* - A/*o
where:
(Pmeo) max = 10 Kg/cm2
Neo = 2700 RPM "fma'xtntum toroue rotations as per Diagram 4)
Ne* = 3350 RPM (maximum rotations at the maximum engine
«.
load, Diagram 4)
Therefore,
£ - 6
*lt = £• . 4. . v/x to3
By computingOe ?^e from the above formulas, the actual rate of
fuel consumption can also be calculated, as a complement to the
earlier formula. By takina into consideration the power and torque
adjustments, there is an'additional improvement of 2.8% in the rate
of fuel consumption, for a total improvement of about 5% when the
PASER 500 is used.
It should be noted, again, that these actuations are based on several
hypotheses and assumptions. Also, it should be repeated that the test
enaine was not an automobile engine, but a smaller one. These facts
must be considered in an overall evaluation.
A
Nonetheless, the PASER 500 can be expected to produce a 2 to-5% im-
provement in the rate of fuel consumption. The PASER also improves
conditions, inctudinn bomn^rni-uro, around thr sparkplim, and will
-------
Photo No.5
Engine R.P.M 1492
Ignition Spark Volt
Photo No.6
Engine R.P.M 1492
Indicator diagram
-------
Photro No. 7
Engine R.P.M 3499
Ignition Spark Volt
Photo No.8
Engine R.P.M 3499
Indicator diagram
-------
Photo No.9
Engine R.P.M 3201
Ignition Spark Volt
Photo No. 10
Engine R.P.M 3201
Ingicater diagram
-------
Phoco No.11
Engine R.P.M 3002
Ignition Spark Volt
Photo No.12
Engine R.P.M 3002
Indicater diagram
-------
Photo No. 13
Engine R.P.M 2497
Ignition Spark Volt
Photo No. 14
Engine R.P.M 2497
Indicator diagram
-------
167
Attachment W
WHAT DO THE JAPANESE KNOW,
THAT W- E "--A^ET"--''" JUST STARTING
TO LEARN? ? ? ?
THE MAGAZINE "AUTO MECHANIC"
IS THE AUTOMOTIVE BIBLE
OF JAPAN
This Magazine tested the Paser 500 and six other fuel-saving devices.
It compared acceleration and mileage improvement of the seven devices.
THE PASER 500 WAS RATED TOPS!
The following pages show the report in Japanese, followed by an English
translation.
-------
168
TRANSLATION OF ARTICLE IN THE APRIL 1980 ISSUE OF "AUTO MECHANIC" MAGA-
ZINE OF JAPAN, SHOWING THE RESULTS OF TESTS PERFORMED ON THE PASER 500
AND SIX OTHER FUEL-SAVING DEVICES.
PASER 500
THE THEORY BEHIND THE PASER 500
The mechanism's construction is quite simple. Induction sleeves equal
in number to the cylinders, and similar in shape to the distributor cap
terminals, are attached in series on a lead wire. This lead wire and
the secondary circuit-of the-^grfit-i'©n system are electrically insulated.
The composition of the lead wire is not known to us; however, we counted
65 strands of wire, each having a diameter of 0.1 mm.
This is the second test this Magazine has run on the Paser. Compared
with the subject of our first test, the new model shows an improvement in
the shape of the lower connector. Otherwise, there seem to be no changes.
The theory behind the Paser 500 is rather difficult for the amateur to
understand. What follows is the gist of the Owner's Manual:
The Paser 500 taps a source of induced electricity occuring in the second-
ary circuit of the ignition system. The build-in mechanism of the Paser
directs this energy through the secondary circuit to the spark plug and
into the fuel and air mixture by means of electro-magnetic induction (the
phenomenon is known as "corona discharge").
Unlike other devices which boost the voltage of the ignition system, the
Paser 500 does not alter the amount of electricity produced by the ignition
system; rather, it is merely a device which ionizes the fuel and air mix-
ture to enhance combustion. The mechanism itself, therefore, does not
wear out and does not produce any effects on the ignition system.
A SIMPLE INSTALLATION PROCEDURE
Unplug the spark plug wire from the distributor cap. After attaching the
Paser to the cap, connect the spark plug wire to the Paser 500. Listen
for the click to insure that the Paser is properly plugged in. Do not
force it by twisting if you find it difficult to plug in.
The effect on performance is noticeable immediately after installation.
Best performance is obtained after a run of about 1,600 Km, the reason
being that this much operation is required to completely remove carbon
accumulation inside the combustion chamber. Since this carbon accumula-
-------
169
'AUTO MECHANIC" TRANSLATION, PAGE 2.
tion will dissolve into the lubrication system, the manufacturer recom-
mends changing oil and oil filters after 1,600 Km. Subsequently, the
combustion chamber will remain clean and it will not be necessary to
change the oil as often as before.
Due to time constraints, this Magazine conducted its tests immediately
after installation, measuring fuel cost and the Paser's effect on acce-
leration. - -_-_ _-C--i.~-^.. ;;
The manufacturer also recommends that the plugs be gapped an additional
1mm or so, in order to obtain more effective results; this, however ,
was not done in our tests, in order to maintain uniform test conditions.
WHAT RESULTS WERE OBTAINED
At idle speed the fuel consumption time for 50cc was 4 minutes, 30.8
seconds, or an improvement of 27.4 seconds. At an average speed of
40 Km/hour, the engine showed a mileage of 16.9 Km/liter. At a speed of
80 Km/hour, mileage was 14.5 Km/liter.
In our acceleration tests, the Paser reduced the time required to accele-
rate from 20 to 60 Km/hour by 0.2 seconds. In accelerating from 60 to
100 Km/hour, the improvement was D.5 seconds.
The ionization voltage at idle speed was as low as 8.96KV, which is pro-
bably due to the improved combustion resulting from ionization.
ELECTRICALLY CONTROLLED COMBUSTION EFFICIENCY
The Magazine posed the following question to Nihon Paser, the Japanese
distributor:
"How is combustion efficiency improved by merely attaching the Paser 500-
to the spark plug wires?"
Answer: "As you can see, the Paser 500 induction sleeves are connected
by a wire. When any spark plug fires, static electricity created by the
flow of current through the spark plug wire travels through the inter-
connecting wire to the other cylinders. In a way, the Paser 500 acts as
a condenser.
This low intensity electrical discharge into the non-firing cylinders,
ionizes the fuel/air mixture prior to ignition. Thus the fuel particles
become negatively ionized. These ionized particles repel each other vigor-
ously, thereby making combustion more complete.
This corona energy is discharged into the cylinders during all strokes
of the firing cycle. It causes the carbon accumulated in the combustion
chambers to become ionized. Just as the ionized fuel and air particles
combust more readily, so the ionized carbon deposits react and erode from
the combustion chamber, some of it collecting in the oil. The engine is
thus cleansed, further insuring more complete combustion.
-------
170
"AUTO MECHANIC" TRANSLATION, PAGE 3.
For this reason, the engine oil will become rather dirty after a run of
about 1,600 Km or 90 days after initial installation of the Paser 500 .
Once the dirty oil is changed, there will be less carbon build-up, be -
cause of more complete combustion, and the oil will remain clean longer.
IDLE ADJUSTMENT IS IMPORTANT
A Paser 500 was installed on a CORSER (a car model).
tioned before, the installation.-^rocedure is simple.
As has been men-
Disconnect a spark plug wire from the distributor. Connect the Paser
into the distributor, then plug the spark plug wire into the Paser. In
the case of the CORSER, the spark plug wire is rather short and some
maneuvering was necessary in plugging the spark plug wire into the Paser
once the Paser was installed.
One important point to remember is that the idle speed will increase due
to improved combustion efficiency of the ionized gas mixture. When the
idle speed increases, it should be reduced to normal.
The Owner's Manual suggests adjusting the idle speed after 1,600 Km. How-
ever, due to the time constraints in our test, the idle speed was adjusted
after 120 Km to 600 rpm, after increasing from a normal of 700 rpm to a
high of 900 rpm.
TEST RUN FROM MANAZURU TO TOKYO
No unusual acceleration response was evident. Fuel consumption was
17.38 Km/liter, or an improvement of out 5.4%. On the highway, mileage
increased 11.8%. The engine ran more smoothly, and acceleration was
quicker. Fuel economy on congested roads was one of our primary concerns.
"Stop and goes" were repeated on busy streets, which means increased
idling and increased fuel consumption. The Paser 500 increased mileage
by 7.9%
-------
Translation - Page 3
171
FIGURE 1.
A. Details of the Paser 500
B. Insert the spark plug wire
C. Lead wire
D. Metal ring
E. Rubber ring
F. Lower.connector
G. Plug into the distributor cap
H. (Lead wire is secured)
FIGURE 2.
N. Tests
ModeiV
Normal
Paser 500
Average Acceleration Time
(Seconds)
2nd gear
20 to 40
4.5
4.3
4th gear
60 to 100
10.6
10.1
Voltage
9.10
8.96
RPM
at which
engine
stalled
330
310
-------
3
W
ft
H-
O
3
•a
(D
FIGURE 3.
^^ Tests
Model N.
Normal
Paser 500
Fuel
Consumption
at Idle:
Time/50 cc
4 min.
3 sec.
4 min.
30 sec.
Steady speed (40 Km/hr)
Consumption
Km/liter
15.6
16.9
Vacuum
Pressure
420 mmHg
435 mmHg
Cruising
Time
2:20:05
2:32:06
Steady speed (60 Km/hr) !
Consumption
Km/liter
13.5
14.5
Vacuum
Pressure
370 mmHg
380 mmHg
Cruising
Time
1:01:07
1:06:06
10
-------
173 Attachment X
RAC
THE R 0 Y A L A 0 TOMOBILE CLUB
REPORT ON TRIAL NO.890
(Under the Code Sportif of the PIA and the General
Competition Rules of the RAC)
PASER MAGNUM FUEL ECGNCHISER
MAY 1974
Entrant - William James Jones, 4A Cngar Road, Fulham,
London SW6 1RJ.
Ob.lcct of Trial - The object of the trial, as declared by
the entrant, was to test the claim that a saving of fuel is
made when the Paser Magnum Econorniser is fitted.
-------
174.
- 2 -
Trail No. 890 cont.
Description of Device Submitted for Trail
The Paser Magnum 1s described as an electronic anti-pollution
engine economlser which, the manufacturers claim, Increases the
combustion efficiency of the internal combustion engine. The
device is similar i-n^ajyteaj-a^ce to a radio supressor and is fitted
to the high tension leads in a similar manner, one to each cylinder
at some point between the distributor and the spark plug. Stan-
dard method of fitment recommended by manufacturers is directly
into the distributor cap.
No information of a technical nature is available to indicate how
the device functions or to explain the theory of operation.
Manufacturer's 1iterature, however, places emphasis on the claim
that it is not a voltage booster or a spark intensifier.
Description of Car -
Model Ford Cortina 1300 L MK. Ill
Registration Number UYN 11M
Type of body Saloon
Number of Cylinders 4
Bore and Stroke 31mm x 63mm
Cubic Capacity 1298cc
Unladen Weight 2084 Ib (946kg)
Weight Carried 490 Ib (222kg)
Total Running Weight 2574 Ib (1168 kg)
Grade of Fuel Used 3 Star
Description or Trial - Two comparative test runs were carried
out over a route of approximately 90 miles distance, (144.84km)
embracing a combination of urban, rural and trunk road driving
conditions. The vehicle was driven in a normal manner, within
prevailing speed limits, and was not permitted to coast down
hills.
cont/...
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175
- 3 -
Trial No.890 cont.
Results of Trial -
1. In Standard Condition
. Average Speed ™" 27.90 mph (44.89kph)
Fuel Consumption 29.47 mph (10.43kpl)
2. With Paaer Magnum Eoonomiaer Pitted
Average Speed 29*30 mph (47.14kph)
Fuel Consumption 32.79 mph (ll.Slkpl)
Improvement with economiaer fitted 11.27#
Throughout the whole period of the trial the vehicle was
under the continual surveillance of an official RAG Observer.
L. Webb, O.B.E., C.Eng., M.I.Mech.E
Chief Engineer
Ref: ET/LW/CP/7.5.74
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176 Attachment Y
SOUTHERN METHODIST UNIVERSITY
INSTITUTE OP TECHNOLOGY
TBOMAL AMD Ffcwo Scnam Cam
DALLAS, TKXAI 75222-
12 April
Mr. Eugene Irvin. Jr.
Amerimex Industrie*, Ino'»
P.O. Box 11125
Dallas, Texas 73223
Dear Mr. Irvin:
Attached are ay comments on the jretuits of performance
tests vita the Paser 500, including those tests
conducted by a commercial laboratory as veil as those
which I personally observed.
My consents as an individual, but aat as a representative
of Southern Methodist University, may be quoted so long
as ';he context of each statement is preserved.
Sincerely*
Carlos V. Coonf Jr., Ph.D.,P.B.
Associate Professor
CWC/bb
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177
Mr. Eugene Irvln, Jr. 12 April 1973
Amer1mex Industries, Inc.
P.O. Box 11125
Dallas, Texas 75223
Dear Mr. Irvln:
I would like to take tMs opportunity to., summarize the results
of ray examination of several perforamance tests conducted with
the Prser 500.
I have examined the comprehensive report submitted to you by
General Testing Laboratories of Springfield, Virginia. The
lest report may be analyzed 1n two parts, since both stationary
engine tests and road tests were performed.
During the stationary engine test runs for which the type of
fuel and the Ignition timing were consistent, the data Indicate
that lower values of brake specific fuel consumption were
measured. In general, low values of specific fuel consumption
Indicate that less fuel 1s being used for the same power output;
results of this type are quite desirable. In addition, the
exhaust emission data for the same sequence of stationary engine
test runs Indicate that lower concentrations of carbon monoxide
and unburned hydrocarbons were observed when the Paser 500 was
Installed.
The road test sequence, during which exhaust emissions were
measured according to the Federal Test Procedure for each of
four vehicles, 1s also documented 1n the report. The data in
this case are not conclusive, since the vehicles appeared to
respond differently to Installation of the Paser 500. The
results are generally favorable, and further testing 1n this area
should be encouraged. It appears that some engine operation
or device Installation variables have an as yet undetermined
effect on the overall performance.
In addition to the review of the above mentioned test report,
I have also had an opportunity to observe performance tests
conducted on a chassis dynamometer. The dynamometer was equlpr'
for measurement of road speed and road horsepower; additions1
equipment was provided for measurement of the time require for
consumption of a given mass of fuel, the engine spe?.. the
an ifold vacuum, the temperature of the air •*te*f*j the engine,
the fuel temperature, the atmospheric humidity, the air-fuel
ratio, the exhaust hydrocarbon concentration, and the exhaust
carbon monoxide concentration. The test vehicle was a 1968
Bulck Skylark equipped with a 400 cubic Inch engine and a four
barrel carburetor. Two pairs of test runs were conducted. All
runs were conducted at a road speed of 50 miles per hour; runs
with and without the Paser 500 were conducted at manifold vacuum
levels of 12 and 15 Inches of mercury.
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178
Mr. Eugene Irvin, Jr., 12 April 1973, page 2
The horsepower and fuel consumpti< i measurements indicated that
the installation of the Paser 500 resulted in reduced specific
fuel consumption. This implies in proved overall engine performance,
which may be manifested as better 5as mileage or increased pover
output.
Measurements of the concentration of carbon monoxide and
hydrocarbons in the exhaust were f the same magnitude as the
instrument uncertainty, therefore the numerical values are not
reliable. Qualitatively, however it was observed that the
concentrations decreased as a res.lt of the installation of
the. Paser 500.
My impression, as a result of examination of the test results
and personal observations, is thai; the Paser 500 does have a
favorable effect on overall engine, performance. These effects
manifest themselves in varying wa/s and to different degrees
on different vehicles, but one or more of the following results
can usually be expected: (l) increased power output, (2) increased
fuel economy, (3) reduced emissions of unburned hydrocarbons and
carbon monoxide. My investigation indicates that the Paser 500
does show promise as an accessory for enhanced engine performance
or economy. I, would encourage you to continue with your testing
program in an effort to quantify the effects and certify the
device.
Sincerely,
Carlos W. Coon, Jr., Ph.D.,P.E,
Associate Professor
CWC/bh
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1 7Q
Actacninenc Z
BOYCE & HUGHES
ENGINEERING ASSOCIATES
O.Q. DRAWER aA
COUL.EQE STATidN. TEXAS 7784Q
M. P. aovce. PK.o.. P.E.
J.fVI. MUGM6S, Ph. Q . P.E.
TEL. 713-348-9933
April 11, 1973
Mr. Eugene Irvin, President—^-='~ .-•-
Ameriocx Induscries, Inc.
P. 0. Box 11125
Dallas, Texas 75223
Dear Mr. Irvin:
Congratulations on the exciting performance of cue PASER 500 during
chassis dynamometer tests during my recent visit to Dallas. The data
taken during the tests showed a significant maximum uorsepower increase
when we installed the PASER 500. Calculations with tiie data revealed that
the percentage road horsepower increase witn the PASER was essentially Che
same as the percentage reduction in fuel consumption. In other words, tiye
PASLR SOU has the capability of extracting more energy from less fuel.
The maximum horsepower delivered witn a PASER 500 installed was 138
which compared favorably witu tins 128 uorsepower delivered without the
PASER. This represents an increase of 3%. Another way to look at tnis
is that a smaller engine equipped with a PASER 500 can produce the same
performance from a car as a larger engine witnouc the PASER. Since it is
well known that cars with smaller engines get better gas uileage, this
is a case where one can have uis power from tiiat added by a PASER and
thoroughly enjoy it by not having to stop to buy gasoline so often.
Even chough additional tests using your 1973 PASER would give 03
additional engineering results, tue information now available is suf-
ficient to motivate me to try to come up witn a way to use two PASERS
on my cars instead of one.
Sincerely,
Martin tlug)tes, Ph. 0., P. li.
'Director of Engineering
JIlffl:Jh (OR. HUGHES IS A PROFESSOR OF ENGINEERING AT TEJAS A & M
UNIVERSITY)
DIVISIONS!
EOUCATlQNAl.
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Attachment AA
WAYLAND BAPTIST COLLEGE
Texas 79072
Kay 30, 1972
Aoeri-Kax Industries, Inc.
Box 11125
Dallas, Texas 75223
Sirs i
I certify that castles of exhaust gas from a 1966 Chryslnr Sew Yorker
8-cylinder automobile shoved the following rests! to (all sanpling and test-
ing done by ae according to standard aethoda)t
Samples of Sxhoost Gass Before "raser 500" Installed After "pacer 500" Installed
^ydrooarbons 0.18$ (by weight) 0.06# (by weight)
Carbon Monoxide 0.30# (by weight) 0.045* (by weight}
I certify that samples of exhaust gas from a 1971 Chevrolet Ssrala auto-
mobile showed the fallowing results (all saopling and testing done by me
according to standard methods)}
Sarnie of Exhaust Cast Before "?aser 500" Installed After Taser 500" Installed
%drocarbons 0.19$«(8y weight) 0.10^ (by weight)
Carbon Honaod.de 0.1 75» (by weight) 0.059* (by weight)
Hy research shews that the installation of "Paser 500" leads to a oomiiderablo
reduction in the aaount of hydrocarbons and carbon monoxide in exhaust gas froo
autoaobiles.
Yours very truly*
Janes C. Cox, Jr.,
3*S«t K.S.j ?h.«.i
Professor of Checistzy
(OR. COX SERVED AS A PROFESSOR CHEMISTRY AT THE U.S. NAVAL ACADEMY,
ANNAPOLIS, MARYLAND FOR FIVE YEARS)
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