EPA-AA-TEB-511-8 2-16
EPA Evaluation of the Freedom Products Hot Tip Device Under
Section 511 of the Motor Vehicle Information and Cost Savings Act
by
Edward Anthony Earth
September 1982
Test and Evaluation Branch
Emission Control Technology Divison
Office of Mobile Sources
U.S. Environmental Protection Agency
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EPA Evaluation of the Freedom Products Hot Tip Device Under Section 511
of the Motor Vehicle Information and Cost Savings Act
The Motor Vehicle Information and Cost Savings Act requires that EPA
evaluate fuel economy retrofit devices and publish a summary of each
evaluation in the Federal Register.
EPA evaluations are originated upon the application of any manufacturer
of a retrofit device, upon the request of the Federal Trade Commission,
or upon the motion of the EPA Administrator. These studies are designed
to determine whether the retrofit device increases fuel economy and to
determine whether the representations made with respect to the device are
accurate. The results of such studies are set forth in a series of
reports, of which this is one.
The evaluation of the "Freedom Products Hot Tip" device was conducted
upon the application of the marketer of the device. This device is
claimed to reduce emissions and improve fuel economy. The device is a
heated idle mixture screw which incorporates an air bleed. The device is
claimed to improve the preparation of the fuel/air mixture and thereby
improve fuel economy and performance.
The following is a summary of the information on the device as supplied
by the Applicant and the resulting EPA analysis and conclusions.
1. Title;
Application for Evaluation of the Freedom Products Hot Tip Under
Section 511 of the Motor Vehicle Information and Cost Savings Act
2. Identification Information;
a. Marketing Identification of the Product;
Freedom Products Hot Tip
b. Inventor and Patent Protection;
"See Appendix 1 - Copy of Patent." This patent, provided with
the application, described an earlier device and was submitted
for background information purposes only. Therefore, it is not
included in the attachments.
c. Applicant;
(1) Freedom Products Inc.
P.O. Box 700
Freedom, CA 95019
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(2) Principals
Lou and Gary Schiavon
180 Dakota Street
Santa Cruz, CA 95060
Ollie and Renee Schiavon
35 Amesti Rd.
Watsonville, CA 95076
Jack Passey, Jr.
425 Hecker Pass Rd.
Watsonville, CA 95076
(3) Jack Passey, Jr. is authorized to represent Freedom
Products Inc. in communication with EPA.
d. Manufacturer of the Product;
(1) Pittenger Industries
22785 Bravo Ct.
Salinas, CA 93908
(2) Principals
C.E. Pittenger, Owner, Pittenger Industries
3. Description of Product (as supplied by Applicant):
a. Purpo se;
"The purpose of the Hot Tip is to provide a method of reducing
vehicle emissions and engine wear by effecting a more efficient,
smoother running engine. The Hot Tip keeps fuel consumption to
a minimum, and hence conserves energy."
b. Theory of Operation;
"The Hot Tip provides a method of reducing vehicle emissions by
introducing a controlled amount of heated air into the idling
circuit of the engine carburetor. The Hot Tip is designed to
replace the carburetor volume control [idle mixture] screw, for
the purpose of pre-heating the fuel and air mixture. Normally,
as the air and fuel mixture pass through the carburetor, they
create a refrigerating action [that] obstructs the idling
orifice, and the engine stalls. The Hot Tip de-ices this
orifice, which results in smooth idling performance. The fuel
is more readily vaporized, and the fuel mixture is more stable.
The total effect is a smooth-running engine where choking is at
a minimum, which makes improved vaporization and keeps fuel
consumption to a minimum."
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c. Construction and Operation;
"See Appendix II" Appendix II of the application was a detailed
description of the device construction and operation.
Subsequently, a revised version was submitted (Attachment A).
Therefore, Appendix II no longer applies and it is not included
as an attachment.
4. Product Installation, Operation, Safety and Maintenance (as supplied
by Applicant);
a. Applicability;
"This device applies to all 1978 and older automobiles with
carburetors which have an idle adjustment screw, or screws, and
all 1979 and newer automobiles with carburetors that do not have
a sealed idle adjustment screw."
b. Installation - Instructions, Equipment, and Skills Required;
"Step 1; Before taking out your carburetor's idle adjustment
screw, turn it all the way into its closed position,
very carefully counting the turns and parts of turns
to do so. It can then be taken out.
"Step 2; Next, screw the brass needle into the female end of
the Hot Tip to approximately the length of the idle
adjustment screw you just took from your carburetor.
Now tighten jamb nut firmly to hot tip barrel.
IMPORTANT; Grip barrel only on crimped ends.
"Step 3: Hot Tip unit can now be installed in carburetor, after
first placing the coil tension spring you took from
the idle screw onto the brass needle. If you find the
needle is too long, either stretch the tension spring
or trim the needle at thread end. Turn Hot Tip to
full closed position, before backing-off the same
number of turns and parts of turns counted before you
took out the idle screw.
"Step 4; Hot Tip is now ready to set. With engine warmed up
and at idle with choke off, adjust needle in until
engine nearly dies, then back off slowly until engine
barely smoothes, then stop. IMPORTANT: Do not reset
needle after energizing without using pliers as it
becomes very hot.
NOTE; With two-barrel carburetors, which require two
Hot-Tips, it is best to install and set each Hot Tip
in turn before proceeding to the next step.
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"Step 5: Hook-up must be made through ignition circuit in your
car's fuse box, so that heater operates only when key
is on and at all the time the engine is running. Most
cars have a spare spade fitting in the fuse box, which
is located under the dash. If one is not available,
attach a brass spade to the wire and fit under the
metal end of a fuse. IMPORTANT: Before harness
hook-up, remove fuse from harness line, remembering to
replace it after hook-up has been made."
c. Operation;
"Operation is automatic with [the.] ignition of [the] engine."
d. Effects on Vehicle Safety;
"None"
e. Maintenance;
"None"
5. Effects on Regulated Emissions and Fuel Economy (submitted by
Applicant);
"See Appendix III" Appendix III is Attachment B of this evaluation.
6. Analysis
a. Identification Information;
(1) Marketing Identification:
The application and supplemental information (Attachment C)
described several different variations of a heated idle
mixture screw. After several letters (Attachments D, E,
and F) and phone calls, the description and marketing
status of these versions was determined to be;
(a) Freedom Products Hot Tip described in Appendix II of
application. This heated needle incorporated a long
internal air bleed with undercut threads providing a
short external air bleed. The application no longer
applies to this model.
(b) The model identified as 'preferred needle B' in the
Attachment C. This heated needle incorporated only a
long internal air bleed. This is the version that was
finally identified as the only model to which the
application applied.
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(c) Preferred needle B with a water vapor air bleed. The
long internal air bleed was to be connected to a water
vapor bottle as shown in Attachment C. The
application did not cover this model.
(d) The model identified as 'modified needle C' in
Attachment C. This heated needle incorporated a short
internal air bleed and check valve.
"Modified Needle C with the check valve was submitted
to California Air Resources Board. Its purpose was to
prevent the bleed back of vapors. The A.R.B. denied
us an exemption because it admits particulates from
the atmosphere into the engine. It is also more
cumbersome to install so we have rejected it."
Attachment E.
(e) The model identified as needle D in Attachment C.
This heated needle incorporated a short internal air
bleed.
"Needle D with the short internal air bleed is the
style that was used for testing to check the
feasibility of using an air bleed. It is not to be
considered in future testing or marketing."
Attachment E.
(f) The model identified as Freedom Products Jet Heater in
Attachment C. The application did not apply to this
model.
"Freedom Products Jet Heater does not, as you have
noted, have an air bleed. It is the device that we
have, California Air Resources Board exemption #D109
on at present. We have sold these in California. The
"B" needle works about 50% better and we would like to
replace the solid needle with it which is the reason
for this application." Attachment E.
(2) Inventor and Patent Protection:
The patent covered the Jet Heater heated idle mixture screw
(no air bleed) and was provided as Appendix I of the
application for background purposes only (see Section
6a(l)). Appendix II of the application was verbally
identified by the applicant as the new patent application
for the device being evaluated but was later superseded by
a new patent application (Attachment A).
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b. Description;
(1) As stated in Section 3a, the primary purpose of the Hot
Tip is to reduce engine wear and vehicle emissions by using
a device to improve the combustion process. This is in
agreement with the theory of operation given in Section
3b. That is, the device is claimed to improve the quality
of the fuel passing through the carburetor mixture circuit
by heating the fuel and introducing a controlled amount of
heated air.
(2) The theory of operation given in Section 3b describes a
system that will heat the small amount of fuel passing the
idle mixture screw and will introduce heated air into this
fuel. However, replacing the idle mixture screw with a
heated screw that has an air-bleed does not guarantee an
improvement in emissions or fuel economy. The amount of
fuel and air heated is relatively small compared to the
normal flow of fuel and air through the carburetor.
Therefore, any change in the mixture circuit may have
little overall effect on emissions or fuel economy when
driving. Also, a vehicle's induction system may already
perform efficiently and thus no change would be noted.
The statements in Section 3b about carburetor icing are
misleading. Carburetor icing normally occurs at
temperatures near 32°F. However, icing is no longer the
problem it was formerly. The icing problems were solved by
a combination of fuel and vehicle changes. The refineries
now use additives to alleviate the icing. The
manufacturers now heat the carburetor base and inducted air.
Also, the brief description of the phenomenom by the
applicant, does not clearly describe how and why icing is a
problem. Icing is caused by the cooling effect of the
air-fuel mixture in the venturi. This, in turn, causes an
ice build up near the throttle blade and idle ports. Under
these conditions, the engine may provide sufficient power
for driving yet stall when idling. If icing is a problem,
the device may remove the ice at the idle port, however, it
may not remove the ice obstructing the throttle blade.
(3) The description of the device provided with the application
was superseded by a new description, Attachment E. This
patent description adequately described the device being
evaluated. The description given of the water vapor air
bleed version adequately described the construction of this
version but did not adequately indicate how the proper
liquid level in the water vapor bottle would be
determined. This is critical since the flow of heated air
through the idle mixture screw would be strongly influenced
by the depth of the air inlet tube (item 76 of figure 1 of
the patent application) below the surface of the water.
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Also, because there are several different configurations of
the idle mixture screws used in vehicle carburetors
(various screw diameters and thread pitches), EPA requested
information on how they met this problem (Attachment D).
The response of the applicant* adequately describes a
practical approach that allows him to market only one basic
Hot Tip model that is able to fit many different vehicles.
However, the marketing identification of these various
adapter needles was not given.
(4) No emission or fuel economy claims for the device were made
in the application. Following is the response to an EPA
request (Attachment D) for specific claims:
"The reduction in emissions and improvement in fuel
economy have varied depending on the condition of the
engine and especially the carburetor. Individual
driving habits are also a factor. On cars without
serious problems we have dropped emissions from 25% to
75%. Mileage increases have been from very little to
20%." This statement was part of Attachment E.
(5) No cost data was provided with the application. In
response to EPA verbal and written requests (Attachment D),
the applicant stated the cost would be $59.95 plus $20.00
for installation (Attachment C). This was later changed to
$79.95 plus $20.00 for installation (Attachment E). As
noted in Section 6c(2), because of the skills and equipment
required, installation and adjustment must be done by a
qualified mechanic.
* "The application does not distinguish between SAE and metric screw
threads because the heater units all have the same 10-32 internal
threads. The needles all have the same threads on the shank that screws
into the heater and is locked in place with a lock nut, but the body of
the needle that goes into the carburetor may have many different sizes,
shapes and threads. They are identified by the model of the carburetor
in which they are to be installed. We presently have needles to cover
the more popular Carter, Ford and Rochester carburetors as well as the
most common Japanese carburetors. We are working on Holley and have
developed one main needle at present for it, with additional ones to be
added." See Attachment E.
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c. Installation, Operation, Safety and Maintenance;
(1) Applicability;
The applicability of the product, as stated in the Section
4a, to essentially all carbureted gasoline powered vehicles
with unsealed idle mixture screws is judged to be correct.
However, the device applies to few late model vehicles.
Beginning with the 1979 model year, most GM vehicles have
had sealed idle mixture screws. And, beginning with the
1981 model year, virtually all vehicles have had sealed
idle mixture screws.
(2) Installation - Instructions, Equipment and Skills Required;
The installation instructions, Section 4b were omitted from
the application and were provided later, Attachment C.
Since other information provided indicated that some
adjustment of the flow of the heated bleed air was
required, EPA requested clarification (Attachment D). In
response (Attachment E), the applicant stated that no
adjustment of the bleed air was required.
Although the instructions imply that the device could be
installed by a person with average mechanical skills,
simple hand tools, and the vehicle wiring diagrams, the
later statements about the device installation* show that
proper installation and adjustment will need to be
performed by a skilled mechanic who is familar with the
device and has access to specialized shop equipment. The
instructions did not state how this adjustment should be
done using the infrared equipment.
The estimate of one man hour for installation is judged to
be reasonable.
*"I believe the device should be sold through qualified shops since the
best results are obtained when infrared equipment is used for adjusting
the needles. It is not impossible for good mechanics to install them by
"ear", but I don't believe the average "back yard" mechanic could achieve
maximum benefits. Therefore, I prefer to see them installed with the use
of equipment. It is also extremely beneficial to check the air cleaner,
to make sure the carburetor float is set correctly, and to check to see
that the ignition system is in order. The infra-red machine can give an
immediate clue if the carburetor float is not operating correctly." This
statement is contained in Attachment E
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(3) Operation
Although the device will function automatically as claimed,
it may adversely affect vehicle operation. The device
draws appreciable power (2.5 amps, 35 watts). Depending on
how the device is installed in the ignition circuit, the
added current may overload the wiring. These problems will
be more acute if two Hot Tips are required (four venturi
and most two venturi carburetors).
Note: Although an additional wiring harness is provided with the device,
the installation instructions require the device to be electrically
connected through the ignition circuit.
(4) Effects on Vehicle Safety;
Based on the description in the patent application and the
installation instructions, the device is judged to be
capable of being fabricated to be safe in normal vehicle
usage. However, the additional electrical load on the
ignition circuit may be too high for the wiring, especially
if two Hot Tips are required.
(5) Maintenance;
The applicant's statement that no maintenance is required
is judged to be correct. However, the device, additional
wiring, and added electrical connectors would require the
normal periodic inspections accorded similar components in
the vehicle.
d. Effects on Emissions and Fuel Economy;
(1) Unregulated Emissions;
The applicant submitted no test data and made no claims
regarding unregulated emissions. The statements and data
supplied in Section 5 relate to regulated emissions and
fuel economy only. However, since the device does not
modify the vehicle's combustion process or powertrain, the
device is not expected to significantly affect a vehicle's
unregulated emissions.
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(2) Regulated Emissions and Fuel Economy;
The applicant did not submit test data in accordance with
the Federal Test Procedure and the Highway Fuel Economy
Test for the version of the device being evaluated.* These
two test procedures are the primary ones recognized by EPA
for evaluation of fuel economy and emissions for light duty
vehicles.** After numerous telephone and written requests
(Attachments F, G, and H) were made over a period of
several months in attempts to coordinate the testing of the
Freedom Products Hot Tip, the applicant still had not set
up a test program. Because of the inordinate amount of
time that had passed since EPA first received the
application it was finally necessary to conclude the
evaluation without waiting for this test data. The
applicant was so informed with the invitation to reapply
for an EPA evaluation once he obtained the required test
data.
As noted in Section 6b(2), EPA is unaware of any
information that provides a technical basis to support the
claim for improved emissions or fuel economy for a heated
idle mixture screw incorporating an air bleed. Therefore,
in the absence of supporting technical information or
supporting test data, EPA concluded that the information
provided did not support the claims for the device and that
it would have no beneficial effect on either emissions or
fuel economy.
7. Conclusions
EPA fully considered all of the information submitted by the
applicant. The evaluation of the Freedom Products Hot Tip device was
based on that information and our engineering judgement.
*The applicant did submit test data on the Jet Heater (Attachment B).
This is an earlier version of the device that does not have an air
bleed. This data did not show a statistically significant improvement in
either emissions or fuel economy.
**The requirement for test data following these procedures is stated in
the policy documents that EPA sends to each potential applicant. EPA
requires duplicate test sequences before and after installation of the
device on a minimum of two vehicles. A test sequence consists of a cold
start FTP plus a HFET or, as a simplified alternative, a hot start LA-4
plus a HFET. Other data which have been collected in accordance with
other standardized procedures are acceptable as supplemental data in
EPA's preliminary evaluation of a device.
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The information supplied by the applicant was insufficient to
adequately substantiate either the emissions or fuel economy benefits
claimed for the device.
EPA is unaware of any data that demonstrates that replacing the idle
mixture screw with a heated screw incorporating an air bleed will
significantly affect the operation of the vehicle. Thus, there is no
reason to believe that the use of the Freedom Products Hot Tip will
benefit emissions or fuel economy.
FOR FURTHER INFORMATION CONTACT; Merrill W. Korth, Emission Control
Technology Division, Office of Mobile Sources, Environmental Protection
Agency, 2565 Plymouth Road, Ann Arbor, Michigan 48105, (313) 668-4299.
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Attachment A
Attachment B
Attachment C
Attachemnt D
Attachment E
At tachment F
At tachment G
Attachment H
List of Attachments
Patent Application. Provided as part of Attachment E.
Appendix III of application - Letter of September 4,
1981 from Gary Leonhardt of Systems Control Inc. to
Jack Passey of Freedom Products Inc. providing test
results of the Jet Heater.
Letter of January 4, 1982 from Jack Passey of Freedom
Products Inc. to EPA responding to EPA telephone
request for claims for device, cost, drawings,
installation instructions, and missing page of
application.
Letter of January 19, 1982 from EPA to Jack Passey,
Jr. of Freedom Products Inc. requesting additional
information about the device and clarification of
previously submitted information.
Letter of February 19, 1982 from Jack Passey, Jr. of
Freedom Products Inc. responding to EPA request of
January 19, 1982 and providing copy of new patent
application.
Letter of March 9, 1982 from EPA to Mr. Jack Passey,
Jr. of Freedom Products Inc. confirming telephone
conversation of February 24, 1982 and providing a
suggested test plan.
Letter of April 12, 1982 from EPA to Mr. Jack Passey,
Jr. of Freedom Products Inc. requesting information
and current status of test program of applicant.
Letter of May 27, 1982 from EPA to Mr. Jack Passey,
Jr. of Freedom Products Inc. setting deadline for test
results for the Hot Tip.
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Docket No. CT-500
HEATED AIR BLEED IDLE NEEDLE
John R. Passey, Jr.
Citizen of the United States
425 Hecker Pass Rd.
Watsonville
County of Santa Cruz
State of California 95076
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BACKGROUND OF THE INVENTION
Field of the Invention
This invention relates to gas and liquid
contact apparatus and more particularly to a heated,
5 air bleed idle jet needle for an internal combustion
engine carburetor.
Description of Prior Art
Whitmore et al 3,215,417, November 2, 1965,
discloses a carburetor idle valve heater wherein the
10 inner end of a tubular metal housing is connected to
a solid idle needle valve and the housing contains an
electric heating coil for the valve. A battery connection
is made to a plug in the outer end of the housing.
Kinunell 2,576,401, November 27, 1951 discloses
15 an electric carburetor heater wherein fuel enters an
outer container and passes through an enclosed percolatiii'--
i
container. Energization of the starter motor circuit
causes a resistor in the percolating container to boil
fuel therein and eject the fuel through sidewall
20 orifices of a closed end tube and thence into the main
jet of the carburetor. A 'resistance wire is wound around
the tube and the resistance coil remains energized after
the engine is started until the temperature of the
incoming fuel rises high enough to open a thermostat
25 switch. A heat insulating shield surrounds the coil.
Kwartz 2,723,339, November 8, 1955, discloses
a fuel activator for carburetors wherein gasoline from
the carburetor bowl flows down into an electrically
heated cup-shaped receptacle and then flows up through
30 a tube into a fixed, main fuel discharge jet for the
carburetor throat or mixing chamber.
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Eskew 2,846,989, August 12, 1958, discloses a
carburetor de-icer wherein the carburetor needle valve
has a bore that is connected to one end of a tube by a
coupling nut incorporating a sealing ferrule. The other
5 end of the tube admits heated air to an air heater box
mounted on the exhaust manifold of the engine.
Schlichtling 3,077,341, February 12, 1963,
discloses an air bleed idle needle valve wherein an air
bleed inlet check valve is opened by high vacuum with the
10 throttle closed to lean the idle mixture. Another air
.inlet port is opened by a thermostatic valve during hot
weather.
Probst 3,557,763, January 26, 1971, discloses a
system for inducting the vapor of a water-methanol soluticr.
15 into a port provided in the inlet manifold of an internal
«
combustion engine, the port being for the connection of
accessories. The vapor is drawn from a liquid vapor trap
vessel having a metered air inlet tube.
Rock 3,865,907, February 11, 1975, discloses a
20 system for bleeding air into the idle needle valve during
normal operation and for injecting air and water vapor
from a water reservoir vapor trap through the idle needle
valve curing acceleration by a spring advanced, vacuum
retracted piston.
25 Kirmss, Jr. 3,275,922, April 8, 1975, discloses
a vapor injection system for channeling an octane increas-
ing vapor from a liquid reservoir through a passage in the
idle adjustment screw. The air inlet to the reservoir
is .-r.etered by a needle valve.
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SUMMARY OF THE INVENTION
The heated, air bleed needle valve assembly of
the present invention is an improvement in heated idle
•needle valves of the type disclosed in the aforesaid
5 Whitmore et al patent 3,215,417.
An object of the present invention is to reduce
exhaust emissions of pollutants such as carbon monoxide,
hydro-carbons, etc. from an internal combustion engine
and to decrease engine fuel consumption. These objects
10 are accomplished by the installation of a heated idle
needle valve which can be fitted to original equipment
carburetors without modification of the carburetor and
which can be adjusted after installation. Another object
is to provide such a device which incorporates an air
15 bleed passage and yet complies with both Federal and Stats
•emission standards or regulations relative to the escape
of gasoline vapors from the carburetor to the atmosphere.
Experiments and engine testing with a conanerci
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element and both elements are conductively connected to the
idle needle valve for the carburetor. The needle valve
serves as an electrical ground for one end of the heating
coil. The vehicle battery is connected to an insulated
5 plug on the other end of the coil. A circuit is completed
through the coil and the coil heats the needle valve both
directly and by heat conduction from the surrounding
metal housing. The needle valve conducts a heat to the
adjacent zone of the carburetor throat structure.
10 Raw gasoline, normally aspirated for idling
when the throttle is substantially closed, is vaporized
by the heated needle, valve, thereby reducing pollutant
emissions. Heating the needle va-lve and the adjacent •
carburetor body by conduction facilitates engine starting,
15 particularly at low ambient temperatures.
It is contemplated that pollutant emissions
«
and fuel consumption could be further reduced by admitting
a correctly metered flow of air through a metering or
air bleed jet formed in the aforesaid heated idle needle
20 valve. Experiments were conducted by boring an air bleed
passage of selected diameter axially through the needle
valve, which passage communicated with the atmosphere
and with the carburetor throat at the idle jet port therein.
When such an air bleed passage is provided in a heated
25 needle valve and when the passage is of the proper size
for the engine, not only are emissions further reduced,
but the total percent reduction in emissions exceeds the
reduction which could be expected from the simultaneous
employment of needle heating and of air bleed techniques.
30 These results were displayed by various comparative centre?.
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. I
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tests of heated only, air bleed only, and heated air bleed .
idle needles, using a full size commercial "Sun" engine
analyzer.
Although the addition of an air bleed passage
5 to a heated idle needle valve, such as the needle valve of
the aforesaid Whitmore et al patent, reduces pollutant
admissions to an unexpected degree, the provision of an
air bleed passage that is open to the atmosphere, could
permit the escape of a very small volume of gasoline vapor
10 when the engine is not running. In some •jurisdictions,
even this small fuel vapor escape could preclude official
approval and certification of the device. Such fuel vapor
escape could be prevented by connecting a liquid vapor
trap to the air bleed inlet of an idle needle valve.
15 However, the connection of a liquid vapor trap to an
• air bleed version of the VJhitmore et al assembly does not
provide an acceptable device.
Because of the interference, protrusion, overhar-r,
etc., of carburetor and engine elements in the vicinity or
20 the idle jet needle, the most accessible portion of a
heated air-bleed needle assembly for selective connection
of an air bleed inlet to a vapor trap is the outermost
end portion of the assembly. This requires that the air
inlet passage be provided in the outer plug that closes
25 the outer end of the tubular housing, which plug must
also be connected to the battery circuit. In the pre-
ferred assembly the outer plug is insulated from the
tubular metallic housing to avoid short circuiting of the
wire heating coil element through the housing and the
30 grounded needle valve. The insulation extends along
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I 20
the inner wall of the housing to preclude electrical
contact of the resistance wire core with the housing. The
insulation must withstand the heat from the wire coil and
the preferred installation is formed as a braided fabric
5 sleeve of fiberglass filaments or fibers.
When bleed air is drawn through the outer plug
of a heated air bleed needle valve assembly having
insulation of the character described, minute particles oi;
glass fiber can be detached from the fibers forming the
10 insulation sleeve. The air bleed passage in the needle
valve is a small diameter metering passage, e.g. 0.020"-
0.030", and unless dislodged insulation particles are
drawn completely through the passage, that passage will
become plugged by insulation particles after a relatively
15 short period of operation. This is particularly true
when the air bleed inlet of the assembly is connected
4
(as by a rubber hose) to the air or vapor chamber of a
water vapor trap. Water vapor drawn through the-needle
valve assembly housing will wet dislodged insulation
20 particles, thereby causing the particles to form a
paste-like mass which collects in the needle valve air
bleed passage and soon obstructs or plugs it.
In the heated, air-bleed needle.valve assembly
of the present invention, plugging of the needle valve
25 air bleed passage by insulation particles or the like is
prevented by a small diameter, air conducting shield
tube connected between the outer, air inlet plug and
an inner plug that connects to the threaded air bleed
needle valve. Thus, even if particles of insulation are
30 dislodged within the tubular housing, they cannot be
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21
drawn into the air bleed passage in the needle valve.
Preferably, the shield tube is a thin walled metal tube
having one end secured in one of the end plugs of the
needle valve assembly by a light press fit. In order to
5 insure that the electric heater coil provides the sole
electrical connection between the outer and inner plugs
of the assembly, the other end of the shield tube is
electrically insulated from its associated plug. In the
preferred embodiment of the invention, the aforesaid
10 shield tube insulation is provided by fitting one end of
the shield tube with a sleeve of insulating material whic.1;;
isolates the shield tube from the wall of the bore or
socket formed in the associated plug for receiving the
insulated end of the shield tube.
15 The heated air bleed idle needle valve assembly
of the present invention is a universal device in that
•
a single basic heated housing unit can selectively
mount any one of an assortment of needle valves, custom
designed for a selected carburetor. There are two basic
20 variations in the specifications of various needle valve;-.
the adjustment thread diameter pitch and the optimum
diameter of the air bleed passage. In accordance with
the present invention, an assortment of different
individual needle valves is provided to meet different
25 specifications but the outer end of each needle valve
is formed with a single standardized thread, e.g. a 10/32
thread. The inner plug of the assembly body is counter-
bored and tapped to form a complementary, internally
threaded socket. Thus, any selected needle valve of the
30 assortment can be screwed to the outer plug of the assemb.U'.
The selected needle valve is secured by a locknut.
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22
BRIEF DESCRIPTION OF THE DRAWINGS
Figure 1 shows an installation of a heated air
bleed needle valve assembly connected to a liquid vapor
trap, with parts in section.
5 Figure 2 is an enlarged section of the preferred
needle valve assembly in the installation of Figure 1.
. Figure 3 is a greatly enlarged fragmentary sectiv:
of the carburetor end portion of the needle valve asseir-bly.
Figure 4 is an enlarged partial perspective of
10 the insulated end of the shield tube.
Figure 5 is a section like that of Figure 2 showi:
a modified form of shield tube installation.
Figure 6 is a section like that of Figure 2
showing a modified form of shield tube.
15 ' Figures 7 and 8 are views of modified threaded
. idle needles. :
DESCRIPTION OF THE PREFERRED EMBODIMENT
Figure 1 shows a preferred idle needle valve
assembly of the present invention fitted to an internal
20 combustion engine carburetor and connected to an air
bleed vapor trap.
The down draft carburetor C is bolted to the
intake manifold M of an internal combustion engine in the
usual manner. Installed on the carburetor is a heated
25 air bleed idle needle valve assembly V of the present
invention. The air bleed inlet of the needle V (to be
described in detail presently) is connected by a flexible
hose H tc a liquid vapor trap T for preventing release
of gasoline vapors within the carburetor to the atmosphere.
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23
CARBURETOR
The body 10 of the carburetor C is flanged at 12
for attachment to a flange on the intake manifold M in the.
usual manner. The carburetor has the usual air inlet
5 venturi 14 in a fuel mixture delivery throat 16. A main
jet 18 supplies fuel to the venturi 14 from the carburetor
bowl 20 in a manner well known in the art. During operatic:..-..
the flow of the mixture of fuel and air through the carbura".:^
to an inlet port 22 in the inlet manifold is controlled by
10 a throttle butterfly valve 24, in the usual manner.
The idle jet portion of the carburetor includes
an idle jet orifice 28 opening into the throat 16 from an
idle chamber 30 formed in a thickened carburetor body
portion 32. The chamber 30 receives idling fuel from a
15 passage 34 formed in the carburetor wall, which passage
. connects to a fuel delivery tube 36 extending into the
carburetor bowl 20 in a conventional manner.
GENEPAL DESCRIPTION OF NEEDLE VALVE ASSEMBLY
Referring to Figures 1 and 2,'the major elements
20 of the needle valve assembly V include a tubular metal
housing 40 connected directly to an inner plug 42, which
plug mounts the outer end portion of an air bleed idle
needle N. The body of needle N is threaded at 44 and
screwed into a complementarily threaded bore 46 in the
25 carburetor wall portion 32. The inner end 50 of the
needle N is conical to provide for manual adjustment of th&
effective size of the idle jet orifice 28 in the usual
manner. A coil spring 51 maintains the adjustment. The
needle N is formed with an air bleed passage ?, to be
30 described in detail presently.
-10-
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In order to thoroughly vaporize the fuel drawn
out of the idle jet orifice 28 during engine operation,
the needle N is electrically heated by an electric resists.-.i;«
coil heating element E. The heating coil extends between
5 the inner plug 42 and an outer plug S2 secured in the
housing 40 and insulated therefrom by a sleeve S. The outs:-:
plug 52- has an air bleed passage formed therein, as will
be described in detail presently.
Heating current is supplied to the resistance
10 heating element E from the live terminal of the vehicle
battery B (Fig. 1) via a line 54 controlled by a switch
56, which switch may operate in conjunction with the
engine ignition switch (not shown). The line 54 has a
connector clip 58 that connects to a nipple 60 (see Fig-
15 ure 2) projecting from the outer plug 52. When the switci".
,56 is closed, the circuit is completed from the live post--.:
battery B, through the line 54, the outer plug 52, the
heating element E, the inner plug 42, the needle N, the
wall 32 of the carburetor C and ground.
20 In order to prevent plugging of an air bleed
passage P in the needle N and in accordance with the
present invention, a shield tube ST extends between the
inner and outer plugs 42,52 and isolates air bleed vapor
passing through the needle valve assembly V from the
25 interior of the tubular housing 40 and the insulating
sleeve S. The importance of the shield tube ST during
vapor trap operation will be explained in detail sub-
sequently.
VAPOR TRAP
30 In some jurisdictions the small volume of fuel
-11- '
24
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25
vapor that might escape from the air bleed passage P in
the idle needle N, through the needle valve assembly V
and to the atmosphere, represents an unacceptable emission.,
In these jurisdictions, a liquid vapor trap T is installed
5 and is connected by the hose H to the needle valve
assembly V.
The nipple 60 projecting from the outer plug 52 .:..>:
the needle valve assembly is formed to provide a terminal
hose nipple structure 62 (see Figure 2) for receiving one
10 end of the hose H leading from the vapor trap T.-
The vapor trap T permits bleeding of the
atmospheric air into the carburetor idle jet during engine
operation while trapping any fuel vapor that might other-
wise be emitted from the air bleed passage when the
15 engine is not running. The vapor trap includes a water
reservoir, preferably in the form of a plastic container
% •
or bottle 70 (Figure 1). The bottle 70 has a threaded
filler neck 71 that receives a closure cap 72. The cap
is apertured at 74 for air tight connection to the
20 associated end of the hose H in any suitable manner, such
as by a'friction fit, bonding, cementing, etc. The
bottle 70 is partially filled with water W, leaving an
upper air chamber 75.
In order to admit atmospheric air" into the air
25 chamber 75 in response to the partial vacuum developed in
the carburetor 16 during engine operation, an air inlet
tube 76 is provided. The upper end of this tube makes
an air tight connection to a fitting 77 secured to the
bottle 70 and the lower end of the tube extends to the
30 bottom of the bottle.
-12-
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26
10
15
When the engine is running and the hose. H is
connected to the needle valve assembly hose nipple 62, al._
and water vapor are drawn from the air chamber 75 of the-
bottle 70 through the hose H. These gases flow through
the needle valve assembly V and into the carburetor
throat 16.
When the engine is running and the hose H is
connected to the needle valve assembly hose nipple 62,
air and water vapor are drawn from the air chamber 75 oc
the bottle 70 through the hose H. These gases flow thrc<.u;h
the needle valve assembly V and into the carburetor th.r.-?.;•.
16. The resultant pressure drop in the air chamber 75
causes atmospheric air to flow as make-up air into the
air inlet tube 76 and to bubble up through the body of
water W in the reservoir. This action maintains the
gas pressure in chamber 75 at substantially atmospheric
pressure and provides a source of air for the chamber V:i
during engine operation. However, any fuel vapors that
find their way back from the carburetor throat 16 to the
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27
chamber 75 ar<= trapped in the bottle 70 by the body of
water W and will not be forced out of the tube 76 to the
atmosphere.
Under circumstances wherein escape of fuel
5 vapors to the atmosphere from the air bleed needle valve
assembly V is not objectionable, no water trap T need
be provided and no hose H is connected to the hose nippla
62 of the needle valve 70.
NEEDLE' VALVE ASSEMBLY DETAILS
10 Referring to Figures 2 and 3, the needle N is
threadedly attached to the inner plug 42 of the assembly
V, in order that a specific needle may be selected from
an assortment of needles designed for various, carburetors
and engines. As mentioned, the outer threaded portion
15 44 of the needle mates with the internal threads 46
, formed at the carburetor idle chamber 30. The diameter i
and pitch of the outer threads 44 may vary from needle
to needle, depending on the carburetor, but all needles
have outer end attachment threads 80 of the same pitch
20 and diameter. The inner plug 42 is counterbored and
internally threaded at 82 to receive the needle attach-
ment threads 80 and the needle is maintained in assembled!
condition with the plug 42 by a locknut 84.
As mentioned, the needle valve N is provided wi-s.-:.
25 an air bleed passage P. This passage is formed by dril-
ling an axial bore 86 through the valve body and into
the conical end 50. A radial bore 88 intersects the
inner end of the axial bore 86. The diameters of one
or both of the air bleed bores 86,88 are selected to
30 minimize both fuel consumption and exhaust gas pollutant
-14-
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28
15
emissions. The latter may be measured by analyzer tests
during engine operation.
The tubular housing 40 is preferably formed
from a metal having a good coefficient of heat conduction
5 such as aluminum or an aluminum alloy. As best seen
in Figure 3, the inner plug 42 is connected to the
sleeve 40 by a crimping operation. The plug has a shallow
groove 90 into which is crimped a bead 92 by deforming
the wall of housing 40, with a conventional crimping
10 tool. The resultant metal to metal joint facilitates
conduction of heat absorbed by the housing 40 directly
to the needle N and henca onto the.wall portion 32 of
the carburetor.
In order to mount the inner end of the heater
element coil E, the inner plug 42 has a reduced diameter
tthimble 94 formed with a flared out surface 96 (Fig. 3).
The inner end convolutions of the heater coil E are
forced over the flared surface 96 of thimble 34 to make
a snug electrical connection with the inner plug 42.
This connection is made before the houcing 40 and is
slapped over and secured to the plug 42, as described
above.
As seen in Figure 2, the outer plug 52 also
has a flared projecting thimble 98 that snugly receives th.::
outer end convolutions of the heater coil E in the manner
described in connection with Figure 3.
In accordance with the preferred embodiment of
the present invention, a metal shield tube ST extends
between the end plugs 42,52 for conducting bleed air through
30 the assembly V. As seen in Figure 2, the outer plug 52
-15-
20
25
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29
has an axial bore 100 that receives the outer end of
the shield tube ST with a light press fit.
In order that the resistance coil element E
will provide the sole electrical connection between the
5 plugs 42,52, even though the shield tube ST is formed of
metal, the inner end of the shield tube is electrically
insulated from the inner plug 42. This insulation is
provided by a short insulating sleeve 102 (Figures 3
and 4) that is slipped over the inner end of the shield
10 tube in a pre-assembly operation and which snugly
embraces the shield tube. The thimble 94 of the end
plug 42 is eounterbored at 104 (Figure 3) to freely
receive the insulating sleeve 102 during assembly. The
inner end face of the insulated portion of the shield
15 tube ST makes no contact with other parts and hence the
« shield tube does not provide an electrical short for the
i
resistance coil element E.
In assembling the needle valve assembly V, one
end of the heater coil E is forced over one of the plug
20 thimbles and the insulation sleeve 102. on the shield tuba
ST is inserted in the counterbore 104 (Figure 3) in the .
thimble 94 of the inner plug 42. The other end of the
wire coil E is now forced over the outer plug thimble
T. The outer insulation sleeve S is next slipped over
25 and along the outer plug 52 until its inner end abuts
the inner plug 42. The tubular metal housing 40 is
slipped over the insulating sleeve S and the underlying
outer plug 52, until the inner end of the housing
surrounds the inner plug 42, as shown in the drawings.
30 The previously mentioned crimping operation to form
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30
the crimp that secures the housing 40 directly to the
inner plug 42 can now be performed.
As seen in Figure 2, the outer plug 52. is
formed with a shallow groove 106 like the groove 90
5 formed in the inner plug, but the outer insulating
sleeve S Surrounds the groove 106. Thus, when the
tubular housing 40 is crimped at 108 by the crimping
tool, the outer plug 52 is secured in the tubular housing
40 with a length of the insulating sleeve S trapped
10 between the plug and the housing. The resultant insula-
tion of the outer plug 52 from the housing 40, the
insulation of the shield tube ST from the inner plug
42 and the disposition of the insulating sleeve S around
the wire coil E all insure that the coil E will provida
15 the sole electrical connection between the outer- plug
52 and the inner plug 42 which mounts the electrically
grounded needle valve N.
Before the assembled valve V is fitted to a
carburetor, a sturdy tubular outer fabric sleeve 110 is
20 snugly fitted over the tubular metal housing 40. The-
outer sleeve 106 facilitates manual rotation of the
assembly V for adjustment of the needle N in the carburetc:-
. wall, particularly when the heater coil E is energized
and the tubular metal housing 40.has been heated.
25 After the needle N has been threaded into the
carburetor with the spring 51 surrounding the needle, tha
electrical connector 58 is slipped over the connector
nipple 60 and if a vapor trap assembly T is to be
employed, one end of the hose H is slipped over the
30 hose nipple 62.
-17-
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31
EXAMPLES
By way of the specific examples, the diameter of
the axial bore 86 or of the radial bore 88 forming the
air bleed passages in the needle N, will be approximately
5 0.56 mm (0.020 inches) for a typical four cylinder engine
of about 2 1/2 liter displacement. The corresponding.
diameters will be approximately 0.76 mm (0.030 inches)
for an eight cylinder, five liter (305 cu. in.) engine.
The shield tube ST has an external diameter of about
10 2.38 mm (3/32 inches) and a bore of about 1.59 mm
(1/16 inches). The heater coil E is formed of nichrome
wire of about 22 gauge or 0.635 mm (0.025 inches)
diameter and has a resistance of about 4 ohms at
21°C (70°F) for 12 volts D.C. operation.
15 The insulating sleeves S and 102 are woven
,as tubes from fiberglass fibers, the tubes being com-
mercially available under the trade name of Varflex,
manufactured by the Varflex Company of Rome, N.Y..
The needle N, the end plugs 42,52, the housing
20 40 and the tube ST are formed of aluminum or of an alumiii..:.
alloy for good electrical and heat conduction.
OPERATION
When a needle valve assembly V of the present
invention is originally installed, the original idle
25 needle valve is replaced by a needle N of the present
invention. This involves selecting and mounting a
matching thread needle N on the inner.plug 42. The
selected needle N should have an air bleed passage P
diameter suitable for the displacement of the engine,
30 typical examples having been given previously. The
-18-
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32
connector wire lead 54 is hooked up to the vehicle wiring
system as indicated in Figure 1. If required by local
regulations, a vapor trap assembly T including bottle 70
are mounted near the engine and the hose H is forced over
'5 the hose nipple 62.
The assembly V is adjusted with the engine ruari.Lc;:.;
and with the heater coil E energized and at temperature-
Optimum, adjustment is obtained by the use of an engine
exhaust gas analyzer and a tachometer, such as the analyzers
10 manufactured by the Sun Electrical Corporation of Chicago,.
IL.
With the throttle closed, the basic criteria for
optimum adjustment are maximum engine speed without engirra
"rolling" and without fuel starvation and stalling. If
15 an engine analyzer is available, other criteria are the
minimizing of emissions such as CO,NX and hydrocarbon
gases. As previously mentioned, it has been found by
analyzing the results of operational tests employing- the
heated air bleed needle valve assembly of the present
20 invention and an exhaust gas analyzer, that the reduction.
in emissions attained by simultaneously employing both
the needle heating technique and the air bleed passage
technique is greater than the reduction in emissions
attainable by the separate use of either technique. More
25 significantly, if the emission reductions attainable
individually by the two techniques separately are
combined to provide a statistically correct theoretical
combination reduction figure (the product of the
individual figures), the aforesaid operational tests
30 have shown that the emission reduction attained by
-19- ;
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33
applicant's double action needle assembly exceeds the
reduction that would be theoretically provided if the
aforesaid two techniques (heating and air bleed) were
simultaneously employed.
5 , If the water trap T is fitted, the gas drawn
through the needle assembly V will contain water vapor.
When no. shield tube ST is provided, this gas dislodges
particles from the insulating sleeve S. Any tendency
of these dislodged particles to plug the air bleed
10 passages P in the needle N is aggravated when the gas
contains water vapor. The water vapor facilitates
agglomeration of dislodged particles into a sort of
paste, with the resultant plugging of the air bleed
passage P.
15 By isolating the mixture of air and water
vapor flowing through the needle valve assembly from the
insulating sleeve S, the shield tube ST prevents the afore--
said entrainment of insulation member particles in the
gases drawn through the air bleed passage P. Thus,
20 the heated air bleed needle assembly V of the present
invention will operate indefinitely without plugging,
even though a liquid vapor trap T is employed. This
result is not attainable if the shield tube ST is
omitted. In fact, even if the needle valve assembly
25 V is employed without the liquid vapor trap unit T,
so that atmospheric air is drawn directly into the
bore 100 in the shield tube, the shield tube ST
insures that no particles of insulation material can
accumulate in the needle air bleed passage P, even
30 under hiyhly humid atmospheric conditions.
-20-
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34
MODIFIED FORMS
Figure 5 is a longitudinal section like that of
Figure 2 showing a modified form of the invention. Since
»
the only difference between the forms of Figure 5 and thah
5 previously described relates to the assembly of the shiel-;A
tube, the reference numerals employed for the elements of
the embodiment of Figures 1-4 are applied without change
to the corresponding elements in the embodiment of Figure
5. However, where elements in the embodiment of Figure
10 5 have been modified, the subscript "a" has been applied
to corresponding reference characters.
In the needle valve assembly Va of Figure 5
a metal shield tube STa is provided which serves the Sam*;
function as the shield tube ST of the preferred embodi-
15 ment, but in Fig. 5 the shield tube is insulated from
the rear plug instead of from the front plug, as :in
4
Figure 2. In the embodiment of Figure 5 the bore 104a
in the front plug 42a has a diameter that receives the
shield tube STa with a light press fit. The bore lOOa
20 in the thimble 98a of the rear plug 52a has a diameter
large enough to freely receive an insulating sleeve 102a
that snugly embraces the rear end of the shield tube
STa. Except for the physical transposition of the
insulating sleeve from one end to the other end of the
25 shield tube, the asssembly steps and the mode of opera-
tion of the embodiment of Figure 5 is like that described
in connection with the preferred embodiment of Figures
1-4.
Figure 6 shows a similar modified form of the
30 present invention wherein the shield tube is formed of
-21-
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; 35
a nonconducting, heat resistant material. In the heated
air bleed needle valve assembly Vb of Figure 6, as in tha
case of Figure 5, the elements of the assembly which are
modified are given the same reference characters as those
5 previously applied but with the subscript "b" applied
thereto.
In the form of Figure 6 the shield tube STb is
formed of a nonconducting, heat resistant material such a::
glass, sintered aluminum oxide or a heat resistant
10 thermosetting resin. Neither end of the shield tube STb
need be insulated from its associated end plug, so that
the bores 104b in the front plug 42b and lOOb in the
rear plug 52b receive the associated ends of the shield
tube directly without need for an insulating sleeve, as
15 before. The shield tube STb of Figure 6 has a nice
sliding fit in the bores 104b,100b and end stop shoulders
are provided for axially locating the shield, tube. The
general principals of assembly and mode of operation of
the form of the invention shown in Figure 6 are like thos.:
20 previously described.
NEEDLE ASSORTMENT
The needle N (Figs. 1-3) has mounting threads
80 of a standard diameter and pitch, eg 10/32. The
carburetor threads 44 have a larger diameter and a finer
25 pitch, eg 1/4"/36.
Figures 7 and 8 show two additional examples
of assorted needles which are constructed to fit the
carburetor for a given engine but each of which can be
mounted on a single master needle valve assembly V,
30 Va or Vb in accordance with the present invention.
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36
The needle Na of Figure 7 is like the needle N previously
described except that the diameter and pitch of threads
44a that are received by the body of the carburetor C are
identical with the diameter and pitch of the standard
5 mounting threads 80 that mount the needle in the inner
plug. In other words, the needle Na of Figure 7 is
uniformly threaded along its length. In the embodiment
illustrated the mounting threads 80 are size 10/32 for
all needles.
10 The needle Mb of Figure 8 has threads of uniform.
basic diameter along its length but in this needle the
carburetor threads 44b are of a finer pitch (eg 10/40)
than are the standard needle mounting threads 80 (10/32),
previously described.
15 Having completed a detailed description of
tseveral embodiments of my invention so that those skilled
in the art may practice the same, it can be seen that I
have disclosed heated air-bleed needle valve assemblies
which improve fuel economy, reduce exhaust emissions,
20 can be selectively connected to a- liquid fuel vapor
trap, which will operate indefinitely without plugging
of the air bleed passage running through the jet needle,
and which can be fitted with any one of an assortment
of threaded needle valves.
25 CET:lw
-23-
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37
I claim:
1. An adjustable idle needle valve assembly
for controlling the aspiration of idling fuel into the
throat of an internal combustion engine carburetor at a
zone downstream of the throttle valve, said assembly
comprising a threaded metal needle valve, an elongate
tubular metal housing, inner metallic plug means for
said tubular housing connected to _the outer end of
said needle valve, outer metallic plug means for said
housing, means for insulating one of said plug means
from the housing, a tubular electric insulating sleeve
within said housing, a helical heating coil of resistance
wire within said insulating sleeve connected between
said outer and inner plug means, and means for providing
an electrical connection to said outer plug means for
energizing said coil; the improvement wherein said
needle valve has an air bleed passage extending axially
from its outer end to a transverse passage at its inner
end, an axial air passage in said inner plug means
communicating with said needle valve passage, an air
inlet passage in said outer plug means, a small diameter
air conducting shield tube extending between said outer
and inner plug means and communicating with the air
passages therein, said coil of resistance wire providing
the sole electrical connection between said outer and
inner plug means, and an air line connection on said
outer plug means for selectively connecting said plug
means to an air inlet vapor trap.
-------
38
2. The needle valve assembly of claim 1;
wherein said shield tube is formed of metal and means
for electri.ca.lly insulating one end of said shield tube
from one of said plug means.
3. The needle valve assembly of claim 2;
wherein the other end of said shield tube is mounted
directly to the other of plug means.
4. The needle valve assembly of claim 2;
wherein the air passage in said one plug means has a
portion that is larger in diameter than the diameter of
said one end of the shield tube, said shield tube
insulating means comprising an insulating sleeve
surrounding said one end of the shield tube and disposed
in said larger diameter portion of the inner plug means
passage.
5. The needle valve assembly of claim 4; where-
said shield tube insulating sleeve is a fiber glass
fabric.
6. The needle valve assembly of claim 4 ;
wherein said shield tube is mounted directly in the
air passage of said outer plug means with a light
press fit.
7. The needle valve assembly of claim 1;
comprising a liquid reservoir air inlet vapor trap and
air conduit means detachably connected between said
vapor trap and the air line connection on said outer
plug means.
-------
39
8. The needle valve assembly of claim 7;
wherein said electrical connection means comprises a
connector clip detachably connected to said outer
plug means between said air line connection and said
housing.
9. The needle valve assembly of claim 1?
wherein the inner portion of said inner plug means is
formed with a threaded socket communicating with the
air passage in said inner plug means, the outer end
of said needle valve being externally threaded and
screwed into said socket for facilitating attachment of
any one of an assortment of needle valves to said
inner plug means and a locknut for the external threads
on the outer end of said needle valve.
10. An adjustable idle needle valve assembly
for the carburetor of an internal combustion engine,
said assembly being of the type having 'a threaded needle-
valve with an air bleed passage therethrough, an electric:
heater unit comprising a tubular housing, inner plug
means for connecting the inner end of said housing to
the outer end of said needle valve, electric terminal
plug means for the outer end of the housing, means for
insulating one of said plug means from the housing,
a helical electric heating coil within said housing
connected between said plug means for heating said
needle valve, an electric insulation sleeve surrounding
said coil, an air bleed passage through each of said
plug means and a hose nipple on said electric terminal
plug means; the improvement comprising a small diameter
metallic air conducting shield tube, means for mounting
said shield tube between said plug means and in com—
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40
electrically insulating said shield tube from one of
said plug means to prevent shorting out of said heating
coil by said shield tube and means for selectively
connecting the hose nipple on said electric terminal
plug means to a vapor trap.
11. The assembly of claim 10; wherein said
shield tube insulating means comprises an insulating
sleeve disposed between an end of the shield tube and
the associated plug means.
GET:Iw
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41
ABSTRACT OF THE DISCLOSURE
An adjustable idle needle valve assembly
for an internal combustion engine carburetor .includes
an air bleed threaded needle valve mounted on a plug
5 for a tubular metal housing, an insulating fiberglass
sleeve in the housing and an electric needle valve heat--:
coil within the insulating sleeve. The heater coil
extends between the needle valve mounting plug and an
outer air inlet plug for the tubular metal housing.
10 An air-conducting shield tube extends between the
plugs for isolating the flow of bleed air from the
insulating sleeve, particularly when the outer plug
is connected to a liquid vapor trap."
-------
42
— I.
7O
-------
44
5l VN 80 4^ 82 ^ v% IOZ
4Z ,-110 \i/-^K3~-
J^X\X\.MXJ,m i^j.iy v\icvxix\j.nvxix\>.iy.^
100
44a
N 4Za Xl04a w lOZa '\00a
Vb^ ^110 ,40 s
54
50 88 p
U)
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ii
ENVIRONMENTAL ENGINEERING
DIVISION
Attachment B
A
In reply refer to:
413-81-213
Project #7801-019
September 4, 1981
Mr. Jack Passey
Freedom Products, Inc.
P.O. Box 700
Freedom, CA 95019
Subject: Test Results of Jet Heater
Dear Mr. Passey:
Systems Control, Inc. (SCI) performed emissions and fuel economy tests in
accordance with procedures specified by the Environmental Protection Agency.
The tests performed were duplicate LA-4 driving cycles and an SH cycle for
each of three different configurations. The LA-4 driving cycle is the cold
transient and cold stabilized portion of the Federal Test Procedure (FTP).
The SH cycle consists of a 3-minute cruise at 50 mph followed by identical
back-to-back Highway Fuel Economy Tests (HFET).
The three vehicle configurations were as follows:
T.
Test 1) Baseline with vehicle adjusted to factory specs.
Test 2) Vehicle with "Jet Heaters" installed and adjusted to Freedom
Products Recommendations.
Test 3) Vehicle with stock idle mixture screws installed and idle
mixture adjusted to give smoothest idle with highest manifold
vacuum.
The LA-4 driving cycle includes accelerations, decelerations, idles, and
cruises. The maximum speed driving is approximately 55 mph and the average
speed is approximately 25 mph. The driving cycle is performed on a chassis
dynamometer and represents typjical driving. Emission data repeatability is
usually ±20 percent. Fuel economy repeatability is usually ±5 percent.
Tests were performed on a 1978 Chevrolet Monte Carlo with a 305 cu. in.
V-8 engine, automatic transmission, air conditioning and with 63,000 miles
accumulated. All three tests were performed using a 3,500 pound inertia and
10.7 road horsepower.
KfSTCMS COHTCOL, WC • 421 CAST CEBBITOS AVENUE Q ANAHEIM, CA 92805 • C71O 356-5450
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45
Mr. Jack Passey
September 4, 1981
Page 2 of 3
The results of the tests are as follows:
EMISSIONS (GRAMS/MILE) FUEL ECONOMY
HC CO N0x COT" LA-4 HFET
Test 1 - Vehicle Factory Specs 0.655 7.5 0.782 569.9 15.21 21.05
Test 2 - With "Jet Heaters" 0.660 11.58 0.728 571.8 15.06 20.98
Percent of Change 0.7 54.4 -6.9 0.3 -0.9 -0.3
Test 3 - Veh. Adj. to Best Idle 1.748 39.72 0.778 555.6 14.23 21.03
Test 2 - With "Jet Heaters" 0.660 11.58 0.728 571.8 15.06 20.98
Percent of Change • -62.2 -70.8 -6.4 2.9 5.8 -0.2
Percent Change =
In addition to the driving cycles, another idle test was performed mea-
suring emissions with the infrared analyzer. Two measurements were taken.
One with the vehicle in Test 2 configuration. The other was with the vehicle
in Test 3 configuration. The results are as follows:
IDLE RPM IN DRIVE CO % HC PPM VACUUM
EO TP EO TP
With Stock Idle Jets 500 3.4 2.6 230 230 16.4"
With "Jet Heaters" 500 1.4 .75 180 160 16.2"
EO = Engine Out (Ahead of Catalytic Converter)
TP = Tail Pipe (After Catalytic Converter)
The results show that compared to a vehicle that is adjusted to factory
specifications the "Jet Heaters" increases the CO emissions with no signifi-
cant change in either urban or Highway Fuel Economy.
However, compared to a vehicle that is adjusted out of specification but
to "Best Idle," the "Jet Heater" significantly reduces both HC and CO emis-
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46
Mr. Jack Passey
September 4, 1981
Page 3 of 3
If you have any questions please feel free to call me or Dick Carlson at
(714) 956-5450. We are returning the "Jet Heaters" separately.
Sincerely yours,
SYSTEMS CONTROL, INC.
Environmental Engineering Division
Gary Leonhardt
Project Engineer
GL/jp
cc: R. Carlson
F. Labun
P. Meyer
T. Thurman
Contracts
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FREEDOM PRODUCTS IMC.
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47
P.O. BOX 700
FREEDOM, CA 95019
408-722-40&3-
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48
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**°ST'"* Attachment D
UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
i
' ANN ARBOR. MICHIGAN 48105
OFFICE OF
January 19, 1982 AIR AND WASTE MANAGEMENT
Mr. Jack Passey Jr.
425 Hecker Pass Rd.
Watsonville, CA 95076
Dear Mr. Passey:
On December 8, 1981, we received your letter dated November 24, 1981 in
which you applied for an EPA evaluation of the "Freedom Products Hot
Tip", an emissions/fuel economy device. We notified you on December 10
that page 3 of the application was missing. We received page 3 on
January 7, 1982.
Our Engineering Evaluation Group has made a preliminary review of your
application. Based on this review, our phone call to you on December 10,
and the information provided in your letter of January 4, we have iden-
tified several areas that require additional clarification prior to fur-
ther processing of your application. Our comments below address the
individual sections of your application.
1. Section No. 2 - Marketing Identification
Several different variations of this device (heated idle mixture
screw) were described. They are:
a. Freedom Products Hot Tip of your application. It incorporates
both a long internal and a short external air bleed.
b. Preferred needle B of your January 4 letter. It incorporates a
long internal air bleed.
c. Preferred needle B of your January 4 letter with vapor bleed.
It incorporates a long internal air bleed through a vapor bottle.
d. Modified needle C of your January 4 letter. It incorporates a
short internal air bleed with a check value.
e. Needle D of your January 4 letter. It incorporates a short
internal air bleed.
f. Freedom Products Jet Heater of your January 4, letter. It
apparently has no air bleed.
From the correspondence and our telephone conversations, it is not
clear exactly to which variation your application applies. Please
specify which device or devices are covered by your application.
Also your application does not distinguish between units? with SAE or
metric screw threads. Other literature suggests that both are avail-
able. Do you market SAE and metric versions? If so, how are they
identified? Hot* many different models of your product are required
to cover the range of applications?
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50
2. Section 3 - Identification -f Inventor/Patent Protection.
In our discussion of December 10, you stated that Appendix 1 - (copy
of the patent) referred to an earlier device and was submitted for
background information purposes only. Is this correct? This patent
appears to describe the Jet Heater. Is this correct?
In our discussion of December 10, you stated that Appendix II -
(Description of Unit) was also a copy of the new patent application
and that this was the device being submitted for evaluation. Is this
correct?
3. Section 8 - Description of Device
The description of the unit (Appendix II) is presumed to apply to the
device indicated in Section 2 of the Application. This appears to be
what I have identified in item 1 above as a. Freedom Products Hot Tip
incorporating long internal and short external air bleed. Is this
correct?
4. Section 9 - Applicability
You stated that the device can be used on essentially all vehicles
with unsealed idle mixture screws. Many vehicles manufactured during
the past several years have had features to discourage tampering with
the idle mixture. Your non-air bleed units apparently incorporated a
limiter function to prevent tampering. Does the device applied for
have a similar anti-tampering feature? If yes, please describe.
5. Section 10 - Installation Instructions
The installation instructions provided in the application and your
letter of January 4 appear to apply only on a non-air bleed idle
mixture screw heater - the Freedom Products Jet Heater - and not to
the device applied for which this application was submitted. Is this
correct? These instructions appear incomplete for any of the air
bleed devices noted in item 1 of this letter. Is this correct?
Please provide detailed installation and adjustment instructions for
the device which you identify in item 1 above as the device for which
you are requesting an evaluation.
6. Section 12 - Maintenance
You state that the device requires no maintenance. However Appendix
II, pages 7 and 8, indicate that maintenance is required. Please
explain.
7. Section 15 - Test Results
The test results appear to be for device identified in Item 1 above
as Needle D. Is this correct?
8. What are the specific emission and fuel economy claims to be made for
your device?
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51
9. How will the device be marketed. You stated on December 10 that
marketing was to be done principally through tune-up shops. Hox
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ATTACHMENT E
FREEDOM PRODUCTS INC.
P.O. BOX 700
FREEDOM, CA 95019
\3ET-HEATERA
408-7QQ 1003
Febraury 19, 1982 728*4728
Mr. Merrill W. Korth
U.-:. Environmental Protection Agency
Anr. Arbor, Michigan 48105
Dear Mr. Korth:
• In response to your letter of January 19,. 1982, I will answer
each question in the order they are presented. I am also enclosing
a copy of the patent which has been submitted to the United States
patent office.
1. Section No. 2 - Marketing Identification
a,b,c The Freedom Products Hot Tips B incorporates the
.'long internal and short external air bleed tube as
per the enclosed patent application. This is the device
we want to have tested and want to market. The long
internal air bleed heats the air better then the short
air bleed,but its main purpose is to enable us to filter
out particulates and to prevent the bleed back of vapor
after the engine is stopped by use of the vapor bottle
or filter bottle as it may also be called. In states
such as California, I believe the filter bottle would
be a necessity. If other states that don't have a
pollution problem would permit it the device car also
be used without the bottle.
d. Modified Needle C with the check valve was submitted to 0
California Air Resources Board. It's purpose was to prevent
the bleed back of vapors. The A.R.B. denied us an exemption
because it admits particulates from the atmosphere into the
engine. It is also more cumbersome to install so we have
rejected it.
e. Needle D with the short internal air bleed is the style that
was used for testing to check the feasibility of using an
air bleed. It is not to be considered in future testing or
marketing.
f. Freedom Products Jet Heater does not, as you have rioted, have
an air bleed. It is the device that we have, California
Air Resources Board exemption #0109 on at present. We have
sold these in California. The "B" needle works about 50%
better and we would like to replace the solid needle with
it which is the reason for this application.
-------
The application does not distinquish between SAE and metric screw
threads:: because the heater units all have the same 10-32 internal
threads. The needles all have the same threads on the shank that
screws into the heater and is locked in place with a lock nut, but
the-body-of the needle that goes'into-the-carburetor may have'many
different sizes, shapes and threads. They are identified by the
model of the carburetor in which they are to be installed. We
presently have needles ta cover the more popular Carter, Ford and;
Rochester carburetors as well as the. most common. Japanese carburetors.,
We are working on Hoiley and' have developed- one main needle at
present for it, with additional ones, to be added.
£_ Sections. 3- Identification of Inventor/Patent Protection
Appendix I is the Jet Heater or the needle in "f" above.
Appendix II is a Copy of a patent application involving the
air bleed, but the enclosed new patent aoolication is to take
it's place and is the device being submitted, for evaluation.
3. Section 8- Description of Device
53
Yes, the Freedom Products Hot tip is the one identified in
item I as "a" but with the description as in the new Appendix
II as mentioned above.
4. Section 9- Applicability
The device can be made tamper proof by drilling a small
hole near the needle end: and1 running a wire through
the hole1 and installing a, lead seal between the two
heaters. On single application a Stamped
part as illustrated here is installed under
a carburetor flange mounting nut and wired to the heater.
5. Section 10- Installation Instrustions
The installation instructions for the solid needle and the
Hot Tip with air bleed are virtually the same. The Hot Tip
usually has to be backed out a little more, because of the air
bleed, to get a smooth idle. The addition of the vapor or
filter bottle would require a simple diagram showing a vacuum
line from the heater end to the bottle. The bottle is mounted
on any available space under the hood with a bracket held on
by sheet metal screws.
6. Section 12-Maintenance
The only maintenance that is required is the same as for any
carburetor in that continued usage causes carbon build up in
the idle circuit. If it gets plugged up as with a stock idle
screw it may haveto be removed for a regular carburetor cleaning
job. The electrical part has 100% Safety margin against
burn out and we have never had a failure so far.
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54
7. Section 15- Test Results
Yes, the test was conducted using needle D.
8. The reduction in emmisions and improvement in fuel economy
have varied depending on the condition of the engine and
especially the carburetor. Individual driving habits are also
a factor. On cars without serious problems we have dropped
emissions from 25% to 75%. Mileage increases have been from
very little to 20%.
9. The marketing of the device is the most difficult problem to
solve. I have interviewed promoters,brokers, wholesalers,
retailers and have been approached by two large corporations
interested in an out right purchase.. I believe the device
should be sold through qualified shops since the best results
are obtained when infra-red equipment is used for adjusting
the needles. It is not impossible for good mechanics to install
them by "ear"', but I don't believe the average "back yard" mechanic
could achieve maximum benefits. Therefore I prefer to see them
installed with the use of equipment. It is also extremely
beneficial to check the air cleaner, to make sure the carburetor
float is set correctly and to check to see that the ignition
system is in order. The infra-red machine can give an immediate
clue is the carburetor float is not operating correctly.
10. A wiring harness is included with each set and includes a
9 amp fuse and holder.
11. The price, of the Hot Tip Heater may be adjusted to $79.95 as
it is more costly to manufacture. The installation should
cost the same if no vapor bottle is used and some shops may
possibly want $25.00 if the bottle is used. The $20.00
installation is an average cost. Some heaters, as on a
Courier, can be installed in half the time and should not
cost as much.
Thank you for the opportunity to answer these questions. I
will look foward to hearing from you after you have looked over
the information.
Sincerely,
Jack Passey Jr.
President of
Freedom Products
425
Ca 95076
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cf
I
Attachment F
To UNITED STATES ENVIRONMENTAL PROTECTION AGENCY 55
UJ
^ ANN ARSOR. MICHIGAN 48105
f
March 9, 1982
OFFICE OF
AIR. NOISE AND RADIATION
Mr. Jack Passey, Jr.
425 Hecker Pass Road
Watsonville, CA 95076
Dear Mr. Passey:
The purpose of this letter is to confirm the items discussed in your
letter of February 19 and clarified in our telephone conversation of
February 24. We are also providing you with a suggested test plan which
you can use at an independent laboratory to evaluate the "Hot Tip".
Following is a summary of what we understand from recent communications:
1. Appendix I to your application of November 24, 1981 described an
earlier device. It was submitted for information only and does
not apply directly to your application.
2. Appendix II of your application described a model with an
unshielded long internal air bleed with undercut threads provid-
ing an external air bleed. The application no longer applies to
this model.
3. The copy of the patent enclosed with your letter of February 19
describes the device to which your application applies. It
incorporates a shielded, heated, long internal air bleed. This
model can be used with or without a vapor bottle.
4. The air bleed of the needle is preset. There is no clamping of
an attached bleed hose either to check out, install, or adjust
the air flow through the bleed. The only adjustment is by the
turning of the threaded needle in the carburetor body.
5. The application currently covers the model without the vapor
bleed. You were unsure as to whether the application should
also cover the vapor bleed version. Please inform me if the
vapor bleed model is to be included in the application.
6. The installation instructions in your application apply to the
device now described as having no vapor bleed.
7. If you decide the vapor bleed model should be included in your
application, please provide the installation and operating in-
structions for it. Be sure to include instructions about re-
filling the reservoir.
8. For the vapor bleed model, you were unsure of the water level.
What is the height in inches of the water level in the bottle
above the submerged end of the air inlet tube?
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56
9. The electrical load of a single needle is still the 2 1/2 amps
quoted in your letter of January 4.
10. From a standpoint of electrical loads on the vehicle, there are
no problems associated with hooking up two needles to the igni-
tion switch.
11. The test data submitted with your application was for the model
D (of your January 4 letter) which had a short external air
bleed. The application does not apply to this model.
We now believe we have sufficient information so that we can assist you
in developing a test plan for your use at an independent laboratory.
Enclosed is a family of general test plans which can be used in evaluat-
ing your device. It appears that test plan code A (no parameter adjust-
ments and no mileage accumulation required) using test sequence code 4
(claims for device on city and highway, device does affect cold start)
would be the most appropriate Test Plan/Test Sequence to use. On the
other hand, Test Sequence code 1 (claims for device on city and highway,
and device does not affect cold start) would also be acceptable to us and
would cost less.
For test plan A, the baseline test is conducted with the vehicle adjusted
to manufacturer's specifications, not "best idle". Since you previously
indicated that you felt best idle should be the baseline,, you may wish to
add parameter adjustment tests by using test plan code B. However, this
will increase the number of tests on each vehicle and add to the cost of
the testing.
Your letter of February 19 indicated you expect the fuel economy benefits
to vary between 0% and 20% based on your road test experience. If a
similar level of vehicle-to-vehicle variability is encountered in the
laboratory tests, you will need to test a number of vehicles. For exam-
ple, if the average fuel economy improvement achieved in testing the
device is less than 5%, you will need to test more than three vehicles to
verify the fuel economy improvement.
In order to minimize the potential costs, you may wish to test vehicles
sequentially rather than as a group. On this basis, you could initially
test two or three vehicles. If the test results are not conclusive, you
could schedule another complete test sequence on additional vehicles, one
at a time.
Also, please note that the number of individual tests required by a given
Test Plan and Test Sequence refers to the number of valid tests on a
vehicle that is in proper tune when tested.
Since I would expect the results to differ between your basic model and
the one with the vapor bleed, it will be necessary to test each configu-
ration separately. To minimize the test requirements, the same vehicle
fleet could be used for both configurations and it would not be necessary
to rerun a second set of baseline tests. The tests on the vapor bleed
model could immediately follow tests on the basic model.
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57
I am prepared to assist you further in the development of your test
plan. Please inform me of your progress by March 22. If you have any
questions or require further information, please contact me.
Sincerely,
Merrill W. Korth, Device Evaluation Coordinator
Test and Evaluation Branch
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ATTACHMENT G
Jff
\ UNITED STATES ENVIRONMENTAL PROTECTION AGENCY 58
^^•s$£>-/ ANN ARBOR. MICHIGAN 48105
%. ^
OFFICE OF
AIR, NOISE AND RADIATION
April 12, 1982
Mr. Jack Passey, Jr.
425 Hecker Pass Road
Watsonville, CA 95076
Dear Mr. Passey:
Since I haven't heard from you recently, I am writing to determine the
status of your test program on the "Hot Tip". In your telephone response
to my letter of March 9, you stated that you intended to negotiate with
other independent laboratories. You also promised to supply several
pieces of information that we still have not received.
In my letter I suggested that Test Plan A, using Test Sequence 1 or 4,
appeared to be the most appropriate test plan. I also commented on the
idle adjustments. Please provide a copy of the test plan you expect to
use and tell me which laboratory you have chosen and when the testing is
scheduled.
Again, I am prepared to assist you in the development of your test plan.
Please let me know of your progress by April 23. If you have any ques-
tions or require further information, please contact me.
Sincerely,
Merrill W. Korth
Device Evaluation Coordinator
Test and Evaluation Branch
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ATTACHMENT H
59
f £\ To UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
r ANN ARBOR. MICHIGAN 48105
May 27, 1982 OFFICE OF
AIR. NOISE AND RADIATION
Mr. Jack Passey, Jr.
425 Hecker Pass Road
Watsonville, CA 95076
Dear Mr. Passey:
We still lack appropriate test data to support your claims for your "Hot
Tip". As I explained in our earlier letters and telephone conversations,
we are obligated to publish our evaluation in the Federal Register. We
cannot delay that action indefinitely and have begun to prepare our eval-
uation. Therefore, I must ask you again to provide the information we
need or we will have to complete our evaluation and publish our conclu-
sions with the information at hand.
We have yet to see your plan for the te«t program you are planning to
undertake. As we explained, if we do not have the opportunity to review
your plan, you run the risk of an oversight that might invalidate your
whole effort. We recognize that such testing is expensive and want to
ensure that your testing will meet our needs.
Because of the inordinate amount of time that has passed since we first
received your application and the difficulties encountered in getting the
information for us to analyze, we are faced with the need to establish a
deadline. That deadline is July 2. At that time, we will conclude our
evaluation, with or without the requested information. We believe that
that date allows enough time for our review of your plan and the conduct
of the program at an independent laboratory. As we stated previously, at
least two or three vehicles should be tested. If the data from the inde-
pendent laboratory indicate a meaningful fuel economy or emissions bene-
fit, EPA may perform confirmatory tests.
Please let us know when you send us the test plan what laboratory you
have selected and the scheduled dates for your testing. If you have any
questions about our requirements, please contact me immediately at (313)
668-4299.
Sincerely,
Merrill W. Korth, Device Evaluation Coordinator
Test and Evaluation Branch
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