EPA-AA-TEB-511-82-7A
EPA Evaluation of the Energy Gas Saver Under
Section 511 of the Motor Vehicle Information
and Cost Savings Act
by
John C. Shelton
January 1982
Test and Evaluation Branch
Emission Control Technology Division
Office of Mobile Source Air Pollution Control
U.S. Environmental Protection Agency
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6560-26
ENVIRONMENTAL PROTECTION AGENCY
[40 CFR Part 610]
[FRL
FUEL ECONOMY RETROFIT DEVICES
Announcement of Fuel Economy Retrofit Device Evaluation
for "Energy Gas Saver"
AGENCY: Environmental Protection Agency (EPA).
ACTION: Notice of Fuel Economy Retrofit Device Evaluation.
SUMMARY; This document announces the conclusions of the EPA evaluation
of the "Energy Gas Saver" under provisions of Section 511 of
the Motor Vehicle Information and Cost Savings Act.
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BACKGROUND INFORMATION; Section 511(b)(l) and Section 511(c) of the
Motor Vehicle Information and Cost Savings Act (15 U.S.C. 2011(b))
requires that:
(b)(l) "Upon- application of any manufacturer of a retrofit device (or
prototype thereof), upon the request of the Federal Trade Commission
.pursuant to subsection (a), or upon his own motipn, the EPA Administrator
.shall evaluate, in accordance with rules prescribed under subsection (d),
any retrofit device to determine whether the retrofit device increases
fuel economy and to determine whether the representations (if any) made
with respect to such retrofit devices are accurate."
(c) "The EPA Administrator shall publish in the Federal Reg ister a
summary of the results of all tests conducted ' under this section,
together with the EPA Administrator's conclusions as to -
(1) the effect of any retrofit device on fuel economy;
(2) the effect of any such device on emissions of air
pollutants; and
(3) any other information which the Administrator determines to
be relevant in evaluating such device."
EPA published final regulations Establishing procedures • for
conducting fuel economy -retrofit device evaluations on March 23, 1979
[44 FR 17946].
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ORIGIN OF REQUEST FOR EVALUATION; On June 5, 1981, the EPA received a
request from the Energy Gas Saver Corporation for evaluation of a fuel
saving device known as the "Energy Gas Saver". This device is claimed to
reduce exhaust emissions and save fuel.
Availability of Evaluation Report: An evaluation has been made and the
results are described- completely in a report entitled: ' "EPA Evaluation
of the Energy Gas Saver Under Section 511 of the Motor Vehicle
Information and Cost Savings Act". This entire report is contained in
two volumes. The discussions, conclusions and list of all attachments
are listed in EPA-AA-TEB-511-82-7A, which consists of 11 pag/;S. The
attachments are contained in EPA-AA-TEB-511-82-7B, which consists of 115
pages. The attachments include correspondence between the applicant and
EPA, and all documents submitted in support of the application.
Copies of this report may be obtained from the. National Technical
Information Service by using the ' above report number. Address requests
to:
National Technical Information Service
U.S. Department of Commerce
Springfield, VA 22161
Telephone: (703) 487-4650 or FTS 737-4650
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Summary of Evaluation
EPA fully considered all of the information submitted by the device
manufacturer in his application. The description of the device and the
supporting text did not indicate that the device would improve combustion
efficiency. The test data submitted with the application was
inconclusive.
While thorough mixing of fuel and air and even distribution among the
cylinders will enhance the combustion process, there is no evidence that
the use of this device will result in any improvements over an unmodified
induction system. Adjustment of the ignition timing and :dle fuel
mixture with an exhaust gas analyzer l:o achieve the best possible
emission readings may cause driveability problems in some vehicles.
Based on EPA's engineering judgment, 'there is no reason to support any
claims for improvements in fuel economy or exhaust emissions due to the
use of the Energy Gas Saver.
FOR FURTREP INFORMATION CONTACT: Merrill W. Korth, Emission Control
Technology Division, Office of Mobile Source Air Pollution Control,
Environmental Protection Agency, 2565 Plymouth Road, Ann Arbor, Michigan
48105, (313) 668-4299.
Date Kathleen Bennett
Assistant Administrator
for Air, Noise, and Radiation
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EPA Evaluation of the "Energy Gas Saver" under Section 511 of the Motor
Vehicle Information and Cost Savings Act
The following is a summary of the information on the device as supplied
by the Applicant and the resulting EPA analysis and conclusions.
1. Marketing Identification of the Device:
A. Energy Gas Saver
B. Exhaust Extractor
2. Inventor of the Device and Patents;
A. Inventor
Mr. Donald C. Pletts
143 Inlet Way
Palm Beach Shores, FL 33404
B. Patent
Patent #4127093
Patent #4216654
3. Manufacturer of the Device:
Energy Insert Systems, Inc.
143 Inlet Way
Palm Beach Shores, FL 33404
4. Manufacturing Organization Principals:
Mr. Donald C. Pletts - Principal Officer and Owner
5. Marketing Organization in U.S. making Application:
A. Energy-Insert-System, Inc.
B. Energy Gas Saver, Inc.
Both Located at
143 Inlet Way #5
Palm Beach Shores, FL 33404
6. Applying Organization Principals;
Mr. Donald C. Pletts - Principal Officer and Owner
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7. Description of Device (as supplied by Applicant):
"This device is 1 31/32 inches thick and is made "out" of a high'gr'ade
of cast aluminum. It contains 4 baffle plates and is used to mix the
gas and air (vapor) that comes from a conventional carburetor with
exhaust from the exhaust system of the engine. For some, models there
is available an electric heater for cold starts.
"This mix is vaporized further by heat and the mix is leaned outside
of the carburetor as it enters the intake manifold.
"This unit fits under the carburetor and on the intake manifold. The
amount of exhaust is controlled by a screw in orifice which is
changed for different size engines.
"The extractor is fitted into the exhaust system just behind the
catalytic converter. A 1 1/2 in. (O.D.) flex tubing connects the
extractor to the rear of the Energy Gas Saver which is filtered. The
back pressure from the muffler forces the exhaust back into the
Energy Gas Saver."
8. Applicability of the Device (as supplied by Applicant):
Thus far eight different units have been designed to fit a. 1 known
American made automobiles and light trucks:
2 bbl for Ford (all models) A bbl for G. Motors
2 bbl for Chrysler " A bbl for Ford Products
2 bbl for Chevrolet " 1 bb2 for Ford
2 bbl for G. Motors " 1 bbl for all other makes
9. Costs (as supplied by Applicant):
Not supplied.
10. Device Installation - Tools and Expertise Required (as supplied by
Applicant):
See attached instructions for installation (Attachment B)
11. Device Operation (as supplied by Applicant):
Not supplied
12. Maintenance (claimed);
"Device filter should be changed every 10,000 miles or 6 months."
13. Effects on Vehicle Emissions (non-regulated) (claimed):
"There is no known reason why exhaust emissions should be increased
when properly installe'd."
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8
14. Effects on Vehicle Safety (claimed):
The device will 'hot cause any unsafe condition."
15. Test Results (Regulated Emissions and Fuel Economy) (submitted by
Applicant):
See Attachment B.
16. Analysis
A. Description of the Device:
The device is judged to be adequately described'. A description
'is contained under Section 8, Description of Device, of the
application (Attachment B).
B. Applicability of the Device:
As stated in the application, the device is applicable to
gasoline-powered vehicles equipped with carburetors.
C. Costs:
Not supplied.
D. Device Installation - Tools and Expeirtise Required:
A skilled mechanic, with appropriate tools and an exhaust gas
analyzer should be able to install the device, although
complications could arise due to the alteration of carburetor
linkages. The additional height of the carburetor could also
prevent the hood from closing properly. Care is required in the
installation of the Exhaust Extractor to prevent exhaust leaks
and the flexible pipe must be routed in such a way as not to
cause heat damage to any components.
E. Device Operation;
No operating instructions are required.
F. Device Maintenance;
It appears that the only maintenance required is the changing of
the filter every 10,000 miles or 6 months.
G. Effects on Vehicle Emissions (non-regulated):
The device is claimed" to lower emissions, but no data to support
these claims were ever submitted.
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H. Effects.on Vehicle Safety:
One safety "problem that' might arise i"s ' he~at damage 'from the
flexible pipe between the Exhaust Extractor and the Energy Gas
Saver. There is also the problem that the throttle linkage may
not operate correctly.
I. Test Results Supplied by Applicant:
The applicant submitted test data from the Auto Club of 'Southern
California. Unfortunately, this data included only the raw
concentrations and not the grams pur mile emission numbers. It
is not possible to determine how these tests were run or to make
valid comparisons from the data.
Test data were also submitted from Olson Engineering, Inc.
These results were preliminary and were marked as such. A
representative from Olson Engineering stated that this data was
invalid for comparison purposes and was only intended for
research or development purposes. Our concerns about the
validity of these data are detailed in our letter to En. rgy Gas
Saver, Inc. dated June 26, 1981 (Attachment D). Although the
applicant responded to our letter (Attachment E), his response
was insufficient to validate the results.
Thus, the applicant did not submit any valid test , ata in
accordance with the Federal Test Procedure or the Highw. y Fuel
Economy Test. The requirement for test data following these
procedures is stated in the -application test policy documents
that EPA sends to potential applicants*. The applicanv did
state that Automotive Environmental Systems, Inc. of Los
Angeles, CA would test the device in September 1981 and the
results would be furnished to EPA. To our knowledge, this
testing was not performed.
From EPA 511 Application test policy documents:
Test Results (Regulated Emissions and Fuel Economy):
Provide all test information which is available on the effects of the
device on vehicle emissions and fuel economy.
The Federal Test Procedure (40 CFR Part 86) is the primary test which
is recognized by the U.S. Environmental Protection Agency for the
evaluation of vehicle emissions. The Federal Test Procedure and the
Highway Fuel Economy Test (40 CFR Part 600) are the only tests which
are normally recognized by the U.S. EPA for evaluating fuel economy
of light duty 'vehicles. Data which have been collected in accordance
with other standardized fuel economy measuring procedures (-e.g.
Society of Automotive Engineers) are acceptable as supplemental data
to the Federal Test Procedure and Highway Fuel Economy Data will be
used, if provided, in the preliminary evaluation of the device.
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10
17. Conclusions
"While thorough mixing of fuel and air and even distribution1 among the
cylinders will enhance the combustion process, there is no evidence
that the use of this device will result in any improvements over an
unmodified induction system. Adjustment of the ignition timing and
idle fuel mixture with an exhaust gas analyzer to achieve the best
possible emission readings may cause driveability problems in some
vehicles. Based on EPA's engineering judgment, there is no reason to
support any claims 'for improvements in fuel economy or exhaust
emissions due to the use of the Energy Gas Saver.
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11
EPA-AA-TEB-511-82-7B
Attachments to
EPA'Evaluation of 'the Energy Gas Saver Under
Section 511 of the Motor Vehicle Information
and Cost Savings Act
by
John C. Shelton
January 1982
Test and Evaluation Branch
Emission Control Technology Division
Office of Mobile Source Air"Pollution"Control
U.S. Environmental Protection Agency
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12
"Attachment A ~ ~
Attachment B
Attachment C
Attachment D
At tachment E
Attachment -F
Attachment G
Attachment H
List of Attachments
Letter, EPA to Richard Nelson" of "Energy Gas 'Saver,
Inc., January 13, 1981
511 Application from Donald C. Pletts to EPA, June, 5,
1981
Letter, EPA to Donald C. Pletts of Energy Gas Saver,
Inc., June 23, 1981
Letter, EPA to Donald C. Pletts of Energy Gas Saver,
Inc., June 26, 1981
Letter, Donald C. Pletts to EPA,' July, 9, '1981
Letter, Donald C. Pletts to EPA, August 21, 1981
Letter, EPA to Donald C. Pletts of Energy Gas Saver,
Inc., September 2, 1981
Letter, EPA to Donald C. Pletts of Energy Gas Saver,
Inc., October 29, 1981
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Attachment A
January 13, 1931
Mr.. Richard: Nelson.
Energy Gas Saver, Inc.
1st American Building, Suite 104
701 U.S. Highway f?l
North PaIra Beach
Dear Mr. Kelson:
This letter is in response to your inquiry of 12/5/30 through the Secretary of
State of Texas regarding an EPA evaluation of your device. The Enviro.mental
Protection Agency is charged by Congessional candate to evaluate fuel iconony
and emission control devices. l/hile the EPA does not actually "spprovf" such
devices, it does conduct evaluations for the purpose of increasing the common
knowledge in the area. For this reason, the outcome of any testing :y EPA
becomes public information. It is this information which may be cited
although no clains can be nade that any EPA findings constitute "approva.'• " of
the device or system.
Enclosed with this letter is a packet of naterials which you will need to
apply for an EPA evaluation of your device. This packet consists of 1) an
application format, 2) a docun:ent entitled "EPA Retrofit and Emission Control
Device Evaluation Test Policy" and 3) a copy of the applicable Federal
Regulations.
In order for the EPA to conduct an-evaluation of your device, we tivust have an
application. Once you have reviewed all the documents in the packet, you
should prepare an application in accordance vith the. guidelines of the
application format. A critical part of the application is the substantiating
test data. The required test results will have to be obtained at a laboratory
of your choice. Such testing would be conducted at your expense. A list of
laboratories which are known to have the equipment and personnel to perforra
acceptable tests has been included in the enclosed packet. If you desire, we
can assist in the development of a satisfactory test plan.
There are, however, several aspects concernins testing at an outside
laboratory which .I. would like to .bring to your-attention at this tic;e:
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14
Hi nil-sum Test Requirements - Although different types of devices \:&y
require a r.orc ccnpiex test" "plan",' '~t"h"S"iu±f:i!;ia;h " v)e.""recifire "involves' two
vehicles r.r.d two test sequences run in duplicate. The vehicles should be
selected fror: those listed in Table 1; if possible. Each vehicle is to
be set to i.ar.ufacturer's tune-up specifications for the baseliiis tests.
The tests are conducted in a "back-to-back1" manner, once with the vehicle
in baseline condition and again with the device installed with no vehicle
adjustments between tests. If installation of the device, also involves
so-;e adjustments, e.g. timing, fuel-air mixture, choke or idle speed,
another test sequence with only these adjustments should be inserted
between the first and last. Also as a rrdninum, the test sequence shall
consist of a hot-start LA-4 portion (bags 1 and 2) of the Federal Test
'Procedure .(FT?) and 'a Highway Fuel Economy Test (tIFET). The details of
these tests are contained in the enclosed packet. Although only a
hot-start- FTP is required to nlniciize the costs to you, you are
encouraged to have the entire cold-start test performed since any testing
and evaluation performed by EPA will be based on the complete FT? and you
may wish to know how a vehicle with your device performs over this
official test. As a final requirement, the personnel of the outside
laboratory you select should perform every ele.ir.ent of your t'.-st plan..
This includes preparation of the test vehicle, adjustment of parameters
and Installation of the device.
Submission of Data - tte require that all test data obtained .front the
outside laboratories in support of your application be submittec to us.
This includes any results you have which were- declared void or invalid by
the laboratory. We also ask that you nc>tlfy us of the laboratory you
have chosen, when testing is scheduled to begin, what tests you have
decided to conduct, allow us to maintain contact, with the laboratory
during the course of the testing, and allow the test laboratory to
directly answer any questions at any tine about the test program.
Cost of the Testing - The cost of the minimum test plan (two vehicles,
two test sequences In duplicate) described above should be less than
$2000 per vehicle and less than $4000 for the total test at any of the
laboratories on the list. You will have to contact then individually to
obtain their latest prices.
Outcome of the Tests - Although it Is impossible to accurately predict
the overall worth of a device from a srastll amount of testing, we have
established sorce guidelines which will help you determine whether the
test results with your device should be considered encouraging. These
values have been chosen to assure both of us that a real difference in
fuel economy exists and that we are not {seeing only the variability in
the results. The table below presents the minimum number of cars that
need to be tested for varying degrees of fuel economy improvement
assuming a typical amount of variability in fuel economy neasurenent.
For a minimum test plan which was conducted on a fleet of two cars, the
average improvement should be at least 8%. If at least an 8% difference
in average fuel economy can be shovn, then ue would be able to say
stastlcally at the 30% confidence level th^t there is a real inprovenent.
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15-
Similarly, we1 would expect a niniriura of 5% improvement for a. fleet of 5
vehicles. Test results _v?hich display a aignif leant- -ir.c-reas-e- -i-n- enii-s-rsion-
—jyvel's~' siiouId he renson for concern.
?'ir.i;r.urr< Puel JTconomy Improvements versus Size of Test Fleet
Fleet Size Average Iiiiprovement Required
2 S*
3 ...'... 72
"4 62 •
• 5 • 52
10 4*
_ 25 . . . . 2% - •-
Once we receive your explication, it will be reviewed to determine if it neets
the requirements listed in the format. If your application is not complete,
we will as!; you to submit further information or data. After any missing
information has been submitted, your application will be reconsidered and once
it n:eets our requirements, you will be advised of our decision whether or not
EPA will perform any confirmatory testing. Any EPA testing vJi.ll be performed
at no cost, to you and you will be given the opportunity to concur with our
test plan. Once this testing is conplete, an evaluation repor-. will be
written. If no further testing is required, the report will be writ-en solel:
on the basis of the test data submitted and our engineering analysis.
Despite the current backlog and increasing number of inquiries regarting fuel
economy device evaluations, the EPA intends to process your application in as
expeditious a manner as possible. We have established a fjo&l of twelve weeks
fror.i the receipt of a complete application to the announcement of our report.
The attainment of this objective requires verj' precise scheduling and ve are
depending on the applicant to respond promptly to any questions or to submit
any requested data. Failure to respond in a titr.ely manner will unduly delay
tha process. In the extreme case, we may consider lack of response as a
withdrawal of the application.
I hope the information above and that contained in the enclosed documents will
aid you in the preparation of an acceptable application for an EPA evaluation
of your device, I will be your contact with EPA during this process and any
subsequent EPA evaluation. My address is EPA, Motor Vehicle Emission
Laboratory, 2565 Plymouth Road, Ann Arbor, Michigan, 43105. The telephone
nunber is (313) 663-4200. Please contact me if you have any questions or
require any further information.
Sincerely,
Merrill W. Korth, Device Evaluation Coordinator
Enission Control Technology Division
Enclosures
cc: Lucir.da Watson, EPA, Region f?6
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Attachment B
Dune 5, 1981
Mr. Merrill W. Korth, Coordinator
Emission Control Technology' Division
U. S. Environmental Protection Agency """ " ' "" "
Ann Arbor, Michigan 48105
Dear Mr. Korth:
Please refer to your letter of Danuary 13, 1981 'directed to Mr.
Nelson of our company.
I thank you for the time you spent with me on the telephone las
week.
As we discussed, I am sending you most of the material tiat me
sent to the Air Resources Board of California.
In addition to this material, I am sending you an application
as required by the E.P.A.
The test data that I am sending you includes the testing on the
1981 Ford Ltd. 302 V/-8 with an automatic transmission overdrive
ujith a Fuel Pressure Injector Carburetor. These tests induce
tujo (2) Base CVSII cold starts with the Urban Cycle Fuel Economy
Test and one CVSII cold start with the Energy Gas Saver installed,
including the Urban Cycle Fuel Economy Test. Also included is
one (1) Highway Cycle. Fuel Economy Base Test and one (1 ) Highway
Cycle Fuel Economy Test tuith the "Energy Gas Saver" installed.
Also enclosed is a summary and average of all the tests that mere
done in California. Included in this summary is Ford Motor
Company Base line testing for Urban and Highway M.P.G. Dust
for the record, I did not receive copies of all the print-outs
on all the tests that we participated in.
I realize the testing on the 1977 Chev. Caprice (350 cu. in.
engine), is obsolete. These tests do however indicate the follow-
ing:
1. That the highway mileage of the base car was approximately
16 M.P.G.
FIRST AMERICAN BUILDING • 701 U.S. HIGHWAY ONE • SUITE 104 » NORTH PALM BEACH. FL 33408 • 305/B42-B558
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17
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2. That removal of the catalytic converter did not increase the
gas mileage at all!
3. That emissions can substantially change to an. extreme
unsatisfactory condition with very little modification of
the engine.
4. With our unit on the car and without the hot exhaust, the
car now showed 18.42 M.P.G.
5. Also by control of the amount of E'xhaust that we mix with
the gas and air we were able to fluctuate the NOX a: follow
1. 5.9805
2. 1.741
3. .438
5. Also able to take HC from 3.0752 to 0.68 -and .139-
6. CO still remains somewhat high but went .from 32.454 t,- 24.198
to 4.980.
From this test we also learned how to control the CO per-
centage within standards
7. Exhibit N1 shows how we were able to reduce the CO to .00 Idle
and.00/2500 R.P.M. Exhibit N2 shows the same type of tests
run by Detroit Testing.
You will note that this test was done in February 1978
and my test took place in Oct. 1978. They were able to
reduce the CO from 4$ Idle to .02$ and CO .05$ at 2500 to
.04$. Also HC went from 280 P.P.M. at Idle to 110 P.P.M.
and at 2500 R.P.M. 30 P.P.M. to .00 P.P.M.
Also at the same time we were able to run this car on the
highway with average mileage of 26 M.P.G. We had tests
that went as high as 29.1 M.P.G. and this was done with the One
gal. bottle of g-as type of test.
FIRST AMERICAN BUILDING • 701 U.S. HIGHWAY ONE • SUITE 104 • NORTH PALM BEACH. FL 33408 • 305/B42-B55B
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18
-3-
8. All the other test
for themselves.
data that my companies conducted speak
' IrTCalif orn'ia I decided not to use the electric heater that is'
available.
I also int-end to conclude our testing in California in the
near future. ' It is also my intention to run more tests on the
1981 Ltd Ford 302 V-8 with the automatic transmission overdrive
in order to reduce the CO and eliminate the HC. I also plan
to test a 1979 or 1980 Ford with a U8 engine.
When you have had time to absorb the materials I have sent you,
I shall discuss with you our future testing. I would hcoe that
some representative from E. P..JU might observe our next tasts.
P_on.aJ_d
ENERGY GAS SAVER,
President
INC.
Please use this address:
143 'inlet Way #5
Palm Beach Shores, Fl.
Tel: 305-844-3617
33404
doc,--
R! I" TVP, • 70* f I e
cf
*,{\f, • vp|PTu 0(V M
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MARCH 1981
., _:-r..-,.- CALIFORNIA TESTING ON A 1981 FORD-LTD
302 V/-8 ENGINE - OVERDRIVE & FUEL IN3ECTOR CARBURETOR
HIGHWAY
SUMMARY OF TESTS
MILES PER GAL.
URBAN
BASE TEST
D
2)
3)
Av.
22.937
24.030
.27.740
74.707
24.90
WITH ENERGY-GAS SAVER
1) 27.230
2) 29.213
3) 32.130
4) 38.870
WITH ENERGY-GAS SAVER
1)
3
BASE TEST
18.26
18.32
23.09
127.443
31.86
+ 6.96 Increase
SUMMARY OF BASELINE Tests
59.67
19.89
FORD MOTOR CO. "49"
STATE CERTIFICATION
CO
C02
HC
NOXc
1 .61
.28
.81
AUTOMOBILE CLUB OF
SOUTHERN CALIFORNIA
3.372
595.262
.188
.887
1)
2
3
+ 4.0 Increase
OLSON
ENGINEERING
1 .372
493.856
.158
.598
Urban M.P.G. 16
Highway M.P.G. 26
Urban
Highway
14.749
22.937
Urban
Highu/ay
17.867
27.742
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20
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SUMMARY OF HIGHWAY FUEL ECONOMY TESTS
. ' (Hot--505 TRNS)._
AUTO
CO
C02
HC
NOX
:AUTO
CO
HC
NOX
BASELINE TESTS
CLUB OF SOUTH E.RN CALIFORNIA
PPM". " • - - - -
297.6
1 467T4 QU'
24.7
23.6
22.9 M.P.G.
WITH "ENE
CLUB OF SOUTH£RN 'CALIFORN
PPM
138
12.1
10.1
(Highway )
RGY-GAS-SAVER" -
(Hot 5U5 TRN5)
IA
Test #
CO .46
HC . ,06
NOX .106
BASELINE TESTS
OLSON ENGINEERING
GRAMS PER MILE
..432
318. 8^2
,0.75
.504
27.742 M.P.G.
INSTALLED
OLSON ENGINEERING
GRAMS PER MILE
1 #2 #3
• .65 .61
.07 .05
.195 .20
29.213 M.P.G. Highway
32.3 MPG
.. 27.23
38.87
CALIFORNIA
CD 7.0
HC .39
NOX .4
EMISSION REQUIREMENTS FOR 1981
E.P.A.
Curb on MurHix.ii.IC!
Hydrocarbon
Oxides of Nitrogen
.41
1 .0
(49 States)
CO
HC
nox
REQUIREMENTS FOR E.P.A. (U.S.) 1978
CO
HC
NOX
15.0
1 .6
2.0
FIRST AMERICAN BUILDING • 701 U.S. HIGHWAY ONE • SUITE 104 • NORTH PALM BEACH. FL 33408 • 305/842-8558
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21
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Au.
HC
Au.
.-.., HC. ,,.',.,
. .220
.294
.257
.280
.188
.158
.208
SUMMARY AND AVERAGE OF EMISSION TESTING
WITH ENERGY-GAS-SAVER INSTALLED
NOX .
.251
.340
Au. .295
BASELINE TESTS
NOX
Au.
.810
.887
.598
.765
CO
CO
'6.163
4.725
Au. 5.444
2.61C
3.372
1 .372
Au. 2.451
Hydrocarbons (HC)
There is a 24^ Increase ouer Base
and 9Q% Under Requirements
Nitrogen 'Oxides (NOX
Tht're is an improuement of 160/o
under Base tests and ouer 300'/
under EPA and 38% under California
Carbon Monoxide (CO)
There is a 122% increase ouer Base
which can be substantially reduced.
This is still under California Standards and
near E.P.A. Standards.
I M « V ^ S 1
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22
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T flWB
REL HUM
•pfipn
cvs P
DELTfi P
NQX CF
71.0
58.0
45.0
"~!F1 OK
"61.0' ':'"
71.0 -
. 396264
CVS REVS 17709
RMBIENT ERG .
HC PPM 10.290
CO PPM - 2.143
HOx PPM V900
C02 '/. .066
HVDROCRRBOHS
GMS/MI
. 646
HIGHWRY FUEL ECONOMY
VMIX 3950.96669 ROLL CTS 24282 MILES 10.4144
SflMPLE BRG
HC PPM 16.770
CO PPM 49.974
MRSS I
HC GRRMS
CO GRflMS
.477
6.25^
CRRBON MONOXIDE
GMS/MI
OXIDES OF NITROGEN
GMS/MI
. 276
HIGHWRV CYCLE FUEL ECONOMY
38.87 MILES PER GRLLON
CfiRBON .DIOXIDE
CMS.'MI
227.119
-------
23
CURE WT Nfl
-INERT I R "4800
RRHP 11.9
I RHP 9.6
FUEL GRSOLINE
DVNO 516
HRC ' ' 1 ' - " •-
T RUE
T-flWE
REL HUM
ERRO
CVS P
DELTfi P
NOX CF-
70.0
60i'0
56.9
30.03
61.0
71.0
.337456
DflTE .03-25-31
TIME 170@ "
TEST # 12237
TEST SE HFET
VEHICLE FORD
MODEL "LTD " "' "
VEflR 1931' """ "
VIN SEE BELOW
PURPOSE...HFET DEVICE 2FRBP33F6BB107888!
HIGHWRV F
CVS REVS 17644 VMIX 3931.-84485 ROLL £$Pf$?j$A MILES 16.1969
_f\ v* t.s&-
i.&VO ^.C»,'?'-- '
ENG F 5.0CCC
•CTID"""3"02 '""
TRflNS RUTO
CflRB 1X2V
CRT Nfl
fl/C VES-
ODO 5828
Vo .2
Pta
18.78625
RMEIEHT ERG
HC PPM 7.690
CO PPM .003
HOx PPM .400
C02 V. .041
SRMPLE
HC PPM
CO PPM
WEIGHTED
HVDROCRREONS CRREON
GMS/MI GMS/MI
. 874 .652
MRSS DRTR
HC GRfiMS .767
CO GRRMS 6..688
NOx GRRMS 2.606
C02 GRflMS 3323.538
SUMMRRV
OXIDES OF NITROGEN ' CRREON HI OXIDE
GMS/MI GMS/MI
.195
324.588
.HIGHWflV CYCLE FUEL ECONOMY
27.232 MILES PER GflLL.ON
-------
DRTE
TIME
03/26/31
OS 10
TEST tt 12233
TEST SE CVS II
VEHICLE- FORD
MODEL LTD
VEfiR 1331
VIH *SEE BELOW
EHG F"5;0 CCC
CID
i.0L
TRRHS RUTO
CflRB 1X2V
CRT
fi/C
ODD
Vo
YES
YES
5337
31536
24
CURB WT
IHERTIR
RRHP
I RHP
FUEL
DYHO
ERC
VPta
H/fi
4900
11.9
9.6
GRSOLIHE
516
1
13.73625
T- RDB
T RUB
REL HUM
ERRO
CVS ,P
DELTfl P
HOX CF
7Pi.Pi
59.0
52"-;
30.07
6.1-2
72.0
.919328
PURPOSE...CVS-II COLD STRRT WITH DEVICE!
CVS REVS' 11721
RMBIEHT ERG
HC PPM 15.500
CO PPM 5.656
HOx PPM 1.200
C02 -•; -069
CVS REVS 20031
RMBIEHT ERG
HC PPM 13.330
CO PPM 1.955
HOx PPM 1.000
C02 .r; . 060
CVS REVS 11306
RMBIEHT ERG
HC PPM 11.530
CO PPM 4.567
HOx PPM 1.600
C02 7. .057
HYDROCfiRBOHS
GMS/MI
.220
COLD TRRHSIEHT
VMIX 2610.34636 ROLL CTS 8311
SfiMPLE EfiG
HC PPM 65.100
CO PPM 647.334
HOx PPM 9.200
C02 X 1.234
COLD STREILIZED
VMIX 4461.39433 ROLL CTS 9173
SflMPLE EfiG
HC PPM 13.630
CO PPM 39.215
HOx PPM 6.900
C02 :< ' .637
HOT TRRHSIEHT
VMIX 2629.78006 ROLL CTS 3355
SflMPLE EfiG
HC PPM 22.320
CO PPM 131.146
... HOx PPM 11.900
C02.-Ji Ini+Lfi ......892
MILES 3.5645
MRSS DflTP
HC GRfiMS 2.131
CO GRfiMS 55.052
HOx GRfiMS 1.055
C02 GRfiMS H'53.803
MILES 3.93--2
MflSS DfiTfl
HC GRfiMS .432
CO GRfiMS 5.496
HOx GRfiMS 1.322
C02 GRfiMS 1456.833
MILES 3.5834
MRSS IiflTR
HC GRfiMS .494
CO ORfiMS 11.001
HOx GRfiMS 1.362
C02 GRfiMS 1144.560
Af\ r>i-n, /->~ ""wi \vr\l\
CfiREOH MOH$W[iS"R 8S:':®^: OR' IfU^
GMS/MI ^^tivPni™
wm
'' "
4.725 .340
UREfiH CYCLE FUEL ECONOMY
23.092 MILES PER GfiLLOH
CfiREOH DIOXIDE
GMS/MI
376.049
-------
25
D"?*^ !"•'!.;••-'( ?N ry-.' p.r'.TA
•i '
KSUl-imGUmmm^"-
40 Cl-R &5.G7S - 9 ThrfU 27
"eit--2iC3 I i-lfl HE E£ F=s: DC SSi CS X fr
MGTI'v'E: -RESERRGH CENTER
H l_l N T 1 H G T O M DB E R C H O R L. I R O R M I
" 03/25/3 r
TINE 1430
TEST tt 12235
TEST SE CVS II
VEHICLE'FORD " ' "
MODEL LTD ' '
VERR 1931
VIN *SEE BELOW
EHG F 5.0 CCC;^' CURB-WT N/fl
CID 5.0L
TRflHS flUTO
CflRB 1X2V
T
T RUE
fl/C'
ODO
•VES
VES
Tt.0
VI
5302
v'o
.2321315 VPta . 13.73625
PURPOSE...CVS II COLD STflRT WITH DEVICE VIH« 2FflBP33F6BB078S3!
7010; -"-••«- '-
60. 0
REL HUM 53X
INERTIR 4000
RRHP 11.9
IRHP 9.6 BRRO 30.00
- FUEL -" GflSOLINE CVS P - 60.5-
"DVNQ" "'516 DELTfl P
ERC 1 HOX CF
70.5-
.924253
CVS REVS 11715 .
RMBIEHT ERG
HC PPM 12.760
CO PPM 2.273
NQx PPM
C02 X
.200
.047
CVS REVS 20121
RHBIENT ERG
HC PPM 9.500
CO PPM .034
NQx PPM .100
C02 '/. .047
CVS REVS 11773
HMEIENT ERG
HC PPM 8.300
CO PPM 2.031
NOx PPM .100
C02 y. .047
COLD TRRHSIENT
VMIX 2613.14913 ROLL CTS .3574
SRMPLE ERG
HC PPM 74.900
CO PPM 714.577
NOx PPM 3.000
C02 '/. 1.332
COLD STABILIZED
VMIX 4433.19237 ROLL CTS 9290
SRMPLE ERG
HC PPM 16.600
CO PPM 46.573
NOx PPM 4.200
C02 '/. .834
MILES 3.6773
MRSS DflT.9
HC GRRMS 2.713
CO GRRMS 61.390
NOx: GRfiMS 1.023
.C02 GRfiMS 13:5.409
• MILES 3.9344 _
MRSS DRTfl
HC GRRMS .566
CO GRfiMS . 6.830
NOx GRRMS .922
C02 GRRMS 1954.611
HOT TRRNSIENT
VMIX
NOx GRRMS .921
C02 GRRMS 1454.892
EMISSIONS SUMMRRV
HVDROCRREONS
GMS/MI
.294
CfiREON MONOXIDE
GMS/MI '
6.163
OXIDES OF NITROGEN
GMS/MI
.251
CRRBON DIOXIDE
GMS/MI
475.270
JJRBRN CVCLE FUEL ECONOMY
18.253 MILES PER GfiLLON
-------
26
S--3
MLJTOMHiT I VE R E S E RRCH . C E M T E R _
H U M T I M O T O M E [E R C H C R l_ I F O R M I R
IflTE --03/27/31-- - -ENG F 5.0 -GCG-^ ..-CURB. WT N/R J RBB - 7E-A
TIME 1740 CIB 5.0 INERTIfl 4000 T flWE 60. (
TEST # 12243 TRflNS RUTO RRHP 11.3 REL HUM 34;-;
TFC
EST SE HFET CflRE 1X2V IRHP 3.7 BfiRO 30.01
VEHICLE-F-ORB.- CRT VES -FUEL GRSOLINE.. CVS P. . 61...J3
NOBEL LTB - fl/C VES BVNO 233 DELTfi. P 71.0. .
VEfiR 1331 OBO 05301 ERC 1 HOX CF .838076
VIH *SEE BELOW Vo .231333 VPta 24.57420
PURPOSE...HFET HOT W/0 DEVICE ERSELIHE!
HIGHWRV FUEL ECONOMV
CVS REVS 17640 VMIX 3327.37417 ROLL CTS 24156 MILES 10.3603
RMEIENT ERG SfiMFLE ERG MRSS BRVfi
HC PPM 5.460 HC PPM 16.770 HC.GERMS .768
co PPM .831 co ppfton jt^i^^y DA^^^01-1 GRftMS 4.433
HGx PPM .200 . NOx PP.ff *'"''''^27)''^00 ^ /, .v_
vi,tM,, ,,.,v, :^ :V ,..«_
HVDRDCRRBONS CFiRBON MONOXIDE OXIBES OF NITROGEN CRRBON DIOXIDE
GMS/MI ' GMS/MI GMS/MI GMS/MI
.075 .432 .504 318.862
HIGHWRV CYCLE FUEL EGOHOMV
27.742 MILES PER GRLLOH
-------
DfiTE 3/27/31
TIME 16
TEST # 12243
TEST SE CVS II
VEHICLE FORD
MODEL "LTD
YEflR
VIN
1931
ENG F 58nr:i~:
CID 5.0
TRflNS flUTO
CRRB
CRT
fl/C
1X2V
VES
VES
ODO 05893
2FRBP33F6BB107 Vo
>c-i =:oi
-Ol-JO
PURPOSE...CVS" COLD EflSELINE W/0 DEVICE
27.
CURE WT
INERT I fl
flRHP
I RHP
FUEL
DVNO
EflC
VPta
Hfl
46flfl
11.3
8.7
GflSOLINE
2S8
1
21.58526
t FiDE '
T RWB
REL HUM
BRRQ
CVS P
DELTfi P
NOX CF
74- -•- -
60
442
30.924
61
72
.912604
CVS REVS 11312
FiMEIEHT BRG
HC PPM 4.480
CO PPM 1.822
HOx PPM .288
C02 '; .644
CVS REVS 19997
flMEIENT BRG
HC PPM 4.588
CO PPM .364
HOx PPM .288
C02 y. .844
CVS REVS 11384
flMEIENT BRG-
HC PPM 4.448
CO PPM .331
HOx PPM .388
C02 X .841
COLD TRflNSIENT
VMIX 2627.39925 ROLL CTS 3403
SflMPLE BRG
HC PPM 32.380 "
CO PPM 132.532
NOx PPM 20.188
cu2 :•••: 1.440
COLD STRBILI2ED
VMIX 4443.37415 ROLL CTS 9177
SflMPLE ERG
HC PPM 9.458
CO PPM 4.121 .
NOx PPM 9.980
C02 y. .989
MILES 3.6861
MflSS DfiTfl
HC GRflMS 1.217
CO GRflMS 15.748
NOx GRflMS 2.537
C02 GRflMS 1983.912
MILES 3.9339
MflSS DflTfl
HC GRflMS .381
CO GRflMS .554
NOx GRflMS 2.135
C02 GRflMS 2801.550
HOT TRflNSIENT
VMIX 2626.11944 ROLL CTS 8395 MILES 3.6005
3RMPLE ERG
HYDROCflREONS
GMS/MI
. 153
HC PPM
CO PPM
NOx PPM
C02 '/.
WEIGHTED MflSS
CflREOH MONOXIDE
GMS/MI
ERG ,
-------
28
MARCH 1981
CALIFORNIA-.TESTING ON A 1981. FORD LTD
302 V-8 ENGINE - OVERDRIVE & FUEL INJECTOR CARBURETOR
HIGHWAY
SUMMARY.. OF TESTS
MILES PER GAL.
URBAN
BASE TEST
1)
2)
3)
Av.
22.937
24.030
27.740
74.707
24.90
WITH ENERGY-GAS SAVER
1) 27.230
2) 29.213 -
3) 32.130
4 ) 38.870
127.443
31 .86
+ 6.96 -Increase
SUMMARY OF BASELINE Tests
WITH ENERGY-GAS SAVER
BASE TEST
1)
2)
3)
18.26
18.32
23.09
59.67
19.89
FORD MOTOR CO. "49"
STATE CERTIFICATION
CO
C02
HC
NOXc
1 .61
.28
.81
AUTOMOBILE CLUB OF.
SOUTHERN CALIFORNIA
3.372
i,95.2C2
.188
.887
1)
2)
3)
3.6
+.4.0 Incruo:
OLSON
ENGINEERING
1 .372
493.0!;fi
.158
.598
Urban i-1,. P . G . 16
Highway M.P.G. 26
Urban
Highway
14.749
22.937
Urban
Highway
17.867
27.742
-------
29
— 2 —
SUMMARY OF HIGHWAY FUEL ECONOMY TESTS
• •• ... . (Hot 505 TRNS)
BASELINE TESTS
AUTO CLUB OF SOUTHERN CALIFORNIA
PPM " ' — - -
CO 297.6
C02 14671'.OU'
HC 24.7
NOX 23.6
22.9 M.P.G.
(Highway)
BASELINE TESTS
OLSON ENGINEERING
G-R-AMS PER MILE
./i 32
318.862
.075
.504
27.742 M.P.G.
WITH "r.NFiiCY-GAn-SAunr1- iNr.TALi.r.o
(Hot 505 TRNS)
'AUTO CLUB OF SOUTHERN CALIFORNIA
.CO
HC
NOX
PPM
138
12.1
10.1
CO
HC
NOX
29.213 M.P.G. Highway
Test #1
.46
.06
.186
32.3 MPG
OLSON ENGINEERING
GRAMS PER MILE
_ ^_
.65
.07
.195
s
27.23
.61
.05
.28
38.87
CALIFORNIA
CO 7.0
HC .39
NOX .4
EMISSION REQUIREMENTS FOR 1981
E . P . A .
Carbon Monoxide
Hydrocarbon
Oxides of Nitrogen
3.4
.41
1.0
(49 States)
CO
HC
nox
REQUIREMENTS FOR E.P.A. (U.S.) 1978
CO
HC
NOX
15.0
T.6
2.0
FIRST AMERICAN BUILDING • 701 U.S. HIGHWAY ONE • SUITE 104 • NORTH PALM BEACH. FL 33408 • 305/842-8558
-------
30
-3-
.220
Au. .257
HC
.2QQ
.188
.158
Au. .208
SUMMARY AND AVERAGE OF EMISSION TESTING
WITH ENERGY-GAS-SAVER INSTALLED
- •- NOX
.251
.340
Au. .295
' BASELINE TESTS
NOX .810
.887
.590
Au.
.765
• - • CO
6.163
4.725
Au. 5.444
CO
2. 610
3.372
1 .372
Au. 2.45'i
Hydrocarbons (HC)
There is a 24% Increase ouer Base
and 90$ Under Requirements
Carbon .Monoxide (CO)
There is a 122^ increase ouer Base
which can be substantially reduced.
Nitrogen Oxides (NOX
There is 'an improuement of
under Base tests and ouer 300/£
under EPA and 38$ under California
This is still under California Standards and
near E.P.A. Standards.
-------
a a* AJT2 EXHAUST EIISSID'^S *VJD
<•** E. P. A. L^S-^
. QNSLMPT ION ANALYSIS <">*
CYCLE *<•*
ACS: TEoT N3 : 1 j*. i
0000
'61.2.-.S HG
FUEL TYi3: : GASjLlNc
=KliSI3N CONTROL : iTG:<
Y=AR 5 1931.
0'. IVc*: HOP
Te ST'C'.: JCH
K3DEL : LTD
ENGINE cio : 3^2-3
T '. s, N S * J T 3 ' A J T D
LICENSE NO :
riDO^TSP. : 5'i53
TEMP. ;:';70 F DRY B'JLD TEMP : 69 F WET BULB TEMP : 5°
CLASS ': PASSENGER CAR w/ axioATiov CATALYST
= l'.liSI3N CONTROL : iTC~< Eu.ISSl3N CONT^DL S
Cu^lE.NTi : CDLO S TA^TJ DAS&L i ^E STOC
2. MASS °fc"R P-HASE
HOT TINS
23.9S2 1.522 23.633
2293.910 2383. 8HO 191=».t6fi
1.221 .<,66 . 1 .0
-------
32
ENERGY GAS SAVER
TESTING RESULTS
EXHIBITS:
F - Ford Testing Results
G - Detroit Testing Lab, Inc. - letter
H - Detroit Testing Photos
I - Car-Bo-Tech, Inc. Gasoline Mileage Tests -'Cadillac
J - Olson Labs, Inc.
K - Car-Bo-Tech, Inc. - Chevrolet
L - Testing Results - Energy Gas Saver and Eliminator
M - Detroit Testing Lab, Inc. - Report of Chemical Analysis
N - Autosense Vehicle Test Report
O - Detroit Mileage Testing
P - Warranty
Q - 1979 Gas Mileage Guide
Z - Installation Instructions
-------
EXHIBIT E 03
I l'l l"K'(.'toil I niviTMty SCHOOL oi: KNCINELKINC AND AIJPLIKI> SCIENCE.
l>ErAK'JM ENT O J: MECHANICAL ANI1 A EllOS P A C E EN C! N i. 1_ ul N O
JAMES J-'GkkLSTAL CAMPUS, fklNCLTIIN, NtW JKKSEV 08540
March 10, 1980
Mr. Donald C. Pletts
Apt. 203 Country Gardens
120 Sparrow Drive
Royal Palm Bea.cn,...Florida ...33411
Dear Mr. Pletts:
I have reviewed your material. There have been many
inventions to improve fuel distribution by preheating the
gasoline either electrically or with exhaust gases. A good
paper to read on the subject is by: "* :
Hamburg & Hyland: "A vaporized Gasoline Metering System
for I-C Engines", Society of Automotive Engineers, 76028'
The effect of mixing hot exhaust gas with incoring
fuel is to improve the distribution of fuel to t he various
cylinders. This increases horse power at a given thrott'ie
setting but reduces maximum horse.power available. This re-
duces HC polution. Better distribution permits leaner opera-
tion and can save some fuel. Your must do a fair test (EPA
driving cycle) to be credible. With both before and after ex-
periments with properly adjusted carburetors and timeing.
The Votential improvemnt of a good mixture lean engine
over a normal properly adjusted carbureted engin«_ is about 15%.
/s/
Prof. Enoch J. Durbin
-------
EXHIBIT F
34
It has long been thought that there was substantial
advantages to a vaporized gasoline metering system
over the "present carburator metering system now
found on most automobiles.
One of the major automotive manufacturers through
its research and -development department confirmed
the following advantages of a vaporized gasoline
.metering system.
1. Vapor gasoline metering system provides a very
uniform cylinder to cylinder distribution of
air - fuel ratio as shown on the chart.
2. Essentially eliminates the transit varations
in air - fuel ratio due to air flow changes
and also load changes.
3. Exhibits minimal steady state time flucuatlons
in air - fuel ratio.
Because of the above three listed facts, the in-line
raultiple cylinder engine used In automobiles of today
can be more substantially leaned with a very much
higher air - fuel ration than ca,n the engine with
»
the standard carburator fuel - &lr mixture. This
condition increases gasoline railage.
This more so ideal vapor mixture air - gas ratio
improves the exhauat emmission.
-------
35
R U T O M O ~T I V E RE S E R R C H C
- H-U I"'-* TI M O ~T O i -5 IB El R C: H C R L_ I
•-ITER
O R M I R
TEST tt 12248
TEST SE CVS II
VEHICLE 'FORD
MODEL LTD
YERR 1981
EMG F 50CCT:
CID 5.0
TRRH
CRRB
CRT
R/C
ijliij
VIN
2FRBP33F6EE107 Vo
fiUTO
1 X2V
VES -
VE
05
.2
*"•
-! '->'!"-!
31536
FiRHP
I RHP
• FUEL-
DVNO
ERC
VPta
CURE NT MR
INERT IR 4908
11.9
T HUE 74
T RWB £0
REL HUM 44K
8.7 EfiRO 36.024
-•GFiSHLIHE CVS-P 61--..-
288 DELTfl P 72
1 NDX CF .912684
21.59526
PURPOSE:v. cvs -COLD EHSELIHE- w,--'o DEVICE
CVS REVS 11812
FiMBIEHT ERG
HC PPM 4.400
CO PPM 1.022
i'-lux PPM .260
C02 ;; .044
CVS REVS 13997
4.500
RMBIENT ERG
HC PPM
CO PPM .364
NOx PPM .200
C02 •; .044
CVS REVS 11804
RMBIEHT ERG
HC PPM 4.440
CO PPM .331
NOx PPM .300
C02 '•: .041
HVDROCRRBOHS
GMS/MI
. 158
COLD TRfiHSIENT
VMIX 2627.39925 ROLL CTS 3403
SfiMPLE ERG
HC PPM 32.300
CO PPM 132.532
NOx PPM 20.100
C02 '•; 1. 440
COLD STABILIZED
VMIX 4443.87415 ROLL CTS 9177
SRMPLE ERG
HC PPM 9.450
MILES 3.6061
; MRSS DFTfl
HC GRfiMS
CO GRRMS
HOx GRfiMS
C02 GRRMS 1908.911
1.21"
15.74
'
MILES 3.9359
MRSS DRTR
•HC GRRMS .381
CO PPM
NOx PPM
C02 Y.
4.121
9.900
. 909
CO GRRMS
NOx GRfiMS
C02 GRfiMS
•
•;•
200l!
554
1 35
550
HOT TRRNSIEHT
VMIX 2626. 11944
SfiMPLE
HC PPM
CO PPM
NOx PPM
C02 K
ROLL
ERG
15.7
61.0
17.8
10^
CTS 3395
30 <^X
€^ ^v
yfelcS^ \sS
MILES 3.
6005
/^flSS DRTfl
J&\GRflMS 5."
.\>-'l]l*: GRfiMS
!>C02 GRfiMS
•-.-
L*. •
1546.
503
218
171
564
CFIRBQM MONOXIDE
GMS/MI
1.372
\Vl f\
IJRBRN CVUL
WEIGHTED MRSS
^V5> Xf3
HJf: NITROGEN
. 593
E FUEL ECiJNOMV
17.867 MILES PER GRLLON
CfiREON DIOXIDE
- - GMS/MI
493.856
-------
I,..,1
36
*~i g :~; a a i
_
--a >'
Fi U T O M O T I V EE R EZ S El Fl R
3-3 !_! JM TIM O 'T O M E £ F3 C H
h-I T £E R
" O F: M I R
IiRTE
TIME
TEST #
-TEST SE
VEHICLE
MODEL
YERR
•VIN-
03-26-81
8985
12239
-HFET
FORD
LTD
1931
SEE BELON
FHR P
CID '
TRRNS
. CFiRE
CRT
R/C
ODO
I t _
,-
p; . f:!f:f:r
5.0L
flUTO
1.-X2V
Nfl
YES
5348
-.231933
CURB WT
INERT I R
RRHP
I RHP
FUEL.
DVNO
EflC
VR-ta .
"
MR
11.9
•9.6
GRSOI
t' 1 1'
1
19.4:
T HUE 71.0
T flWE 53.8
REL HUM 45.0
BfiRO- ••. • 3@...86
CVS P 61.8
I'ELTR P 71.0
HOX CF .396264
PURPOSE...HFET IE VICE!
HIGHWRY FUEL ECONOMY
CVS REVS 17709 VMIX 3950.96669 ROLL CIS 24282 MILES 10.4144
SRMPLE ERG
HC PPM 16.770
O PPM
49.974
. MRSS E-F.Tfi
HC GRRMS .47'
CO GRRMS 6.25'
• RMBIEHT ERG
HC PPM 10.290
CO PPM 2.143
HOx PPM .909
C02 '•; .066
HVDROCRREONS CRREON MONOXIDE OXIDES OF NITROGEN CRRBON DIOXIDE
GMS/MI GMS/MI GMS/MI GMS/MI
.046 .610 .276 . 227.119
HIGHWfiV CYCLE FUEL ECONOMY
NEj!^Cp.|Pcl £^fe^ w!^ °RflMS 232e'16
MILES PER GfiLLON
-------
37
EH: J---B C3
!t.. "1 n
a --3 8 .
RUTOf-10T I VE RESEERRCH CEMTER
H LJ M T X H O T O M " :B El R C: H C R L_ I F" O R M I R
03/26/31
0310
# 12233
TEST SE CVS II
EHG F 5.0 CCC
CID 5.0L
TRRHS RUTO
CRRE 1X2V
CRT VES
H/C VES
VEHICLE FORD
MODEL LTD
VEflR 19S1 ODO
VI N ... £SEE BELOW Vo .231536 VPta
5337
CURE WT H/fl
INERTIR 4000
RRHP
I RHP
FUEL
DVHO
ERC
PURPOSE...CVS II COLD STflRT WITH DEVICE!
T FiBE 70.0
T RWB 59.0
11.5 REL HUM 52K
9.6 BRRO 30.07
GRSOLIHE CVS P 61.2
DELTfl P 72.0
516
1 HOX CF
13.73625
.919323
CVS REVS 11721
flMBIEHT BRG
HC PPM 1-5.. 500
CO PPM 3.656
HOx PPM 1.200
C02 "; . 069
COLD TRRHSIEHT
VMIX 2610.34636 ROLL CIS 3311
SfiMFLE ERG
HC PPM 65.100
CO PPM 647.334
HOx PPM 9.200
C02 y. 1.234
MILES 3.5645
MRSS DflTfi
HC GRRMS 2.131
CO GRRMS 55.05-
HOx GF?RMS 1.055
C02 GRfiMS . 653.30:3
CVS REVS 20031
RMBIEHT BfiG
HC PPM 13.330
CO PPM 1.955
HOx PPM 1.000
C02 ".' . 060
• COLD STfiEILIZED
VMIX 4461.39433 ROLL CIS 9173 MILES 3.9o42
SRMPLE BRG
HC PPM 13.630
CO PPM 39.215
HOx. PPM 6.900
C02 '•;
..--1-7
. C-O I'
MRSS DflTfl
HC GRRMS .-432
CO GRflMS 5.496
HOx GRflMS 1.322
C02 GRRMS 1456.333
CVS REVS 11306
RMEIEHT ERG
HC PPM 11.530
CO PPM 4.567
HOx PPM 1.600
C02 "< .057
HVDROCRRBOHS
GMS/MI
.220
HOT TRRH3IEHT
VMIX 2629.73006 ROLL CIS 3355 MILES 3.5334
SfiMPLE ERG
HC PPM 22.320
CO PPM 131.146
HOx PPM 11.900
NEIG
CRREOH
. 340
UREfiN. CVCLE FUEL ECONOMY
23.092 MILES PER GRLLOH
MRSS DflTfl
HC GRflMS .494
CO GRRMS 11.001
NOx GRflMS 1.362
C02 GRRMS 1144.560
XIDE
376.049
-------
3NTE OF THE MOST widely accepted techniques
for achieving the statutory NO standard
of O.ft gran/nile for autoaobiles is the
use of a "reduction" catalytic converter.
Unfortunately, such devices exhibit a
relatively narrow range of air-fuel ratio
over vhich useful conversion efficiency
can be realized. This characteristic is
illustrated in Figure 1 which shows the
conversion efficiency versus air-fuel
ratio for a typical noble netal reduction
catalyst. It should be pointed out that
the so-called three-vay catalysts have an
even narrcv-^r air-fuel ratio range over
which efficient operation is possible. To
effectively utilize catalytic converters
to control NO.,, it is therefore necessary
to employ a fuel netering system which
provides very tight control of air-fuel
ratio for both steady state and transient
engine operation. A viable approach for
obtaining the required tight control is to
use feedback from a suitable engine
exhaust gas sensor to Vtrita" an
appropriate fuel metering system as
A prototype vaporized gasoline
metering system is described which
utilizes engine exhaust heat to vaporize
liquid gasoline prior to being combined
with inlet air. It is shown that the
system (1) exhibits minimal time -
fluctuations in air-fuel ratio, (2)
essentially eliminates the transient
D. R. Hamburg and J. E. Hy and
Engineering and Research Stall, Ford M tor Co.
100
t-'J
X
u:
M
w
M
0 13
Fig. 1-Conversion efficiency versus air-fuel
ratio for typical iretal reduction catalyst :
depicted in Figure 2. (1-3)*
oo
CO
*Numbers in parentheses designate
references"at end of paper.
ABSTRACT
variations in air-fuel ratio due to load
changes, and (3) provides a very uniform
cylinder-to-cylindcr distribution of
air-fuel ratio. T- '»•<• vapor
system at '••• ; -.an oil ; • •••••• is
considp.; '., and a CV"
the lean-limit •
Iction of
•->tcd.
-------
Fig. 2-Block diagram of basic A/F feedback
system
BACKGROUND
•~Ford Motor Company-became---involved ...
"with such a system several-years ago
during the early development of the TiO_
exhaust gas sensor. (A) At that tine, the
output of a prototype TiO- sensor was used
successfully to control the air-fuel ratio
produced by a Bendix electronic fuel
injection system. As a result of this
effort, the feasibility of the feedback
concept was established. Because of the
inherent complexity and attendant high
production costs of fuel injection,
however, it was decided to explore
feedback using a much simpler fuel
metering device. The particular device
chosen for this exploration was a modified
carburetor having an air-bypass adjustment
which could be controlled electronically
by the Ti07 sensor. A simplified diagram
of the basic carburetor showing the
air-bypass section is presented in Figure
3. For clarity, actual carburetor details
relating to such elements as the main
metering system, the idle system, the
power enrichment system, etc., are not
shown in this diagram.
The air-bypass carburetor was
installed on a 351 CID engine in a 1973
39 •
Ford Galaxie and evaluated on a chassis
dynaraoraeter. A typical recording of the
open loop air-fuel ratio versus time as
indicated by a TiO. exhaust sensor for
this configuration operating at a 30 HPH
- .steady-state .cruise, is shown in Figure 4.
When the feedback loop which coupled the
exhaust sensor to the air-bypass
- -adjustment was closed and properly
compemsated to prevent instability, the
recording of air-fuel ratio versus time
shown in Figure 5 resulted. Examination
of this recording reveals that although
the long term drift has been elinina'ted, •
there is no appreciable reduction in the
high-frequency fluctuations in the
air-i:uel ratio. The reason that feedback
---is incapable of reducing the high- _ ..„
"••'- frequency fluctuations is-that-the
propagation delay through the engine
impor.es a fundamental limitation on the
miniiaum response time of the closed loop
system. To be more explicit, a change ir.
air-fuel ratio occurring at the carbur' •. or
take:; several engine revolutions be£01 it
can be detected in the engine exhaust
20
F.Lg. 4-Open loop air-fuel ratio versus time
for air-bypass carburetor operating at 30
mph road load
FUEL SUPPLY
•^AIR-BYPASS
' ADJUSTMENT
MAIN THROTTLE
Fig. 3-Simple air-bypass carburetor
15
u.
«s.
<
13-
^
r .
i . . . i ... i ... i
8 12
t (SEC)
16
20
Fig. 5-Closed loop air-fuel ratio versus tine
for air-bypass carburetor operating at 30
mph road load
-------
The ability to initiate any trimming of
the air-bypass adjustment before several
engine revolutions have occurred is
therefore impossible, and any attempt to
effect the necessary trim too rapidly
after the change has been detected will
result in an oscillator)' condition.
It is thus apparent that since
feedback cannot eliminate"rapid "
fluctuations in air-fuel" ~fa~tio, "a fuel
metering system should be employed which
does not exhibit such fluctuations. Since
it is generally believed that these
--fluctuations are caused to-.a _great. ext,ent...
by random detachment of liquid gasoline
from wet manifold and carburetor surfaces
(5), it would appear that the difficulty
could be circumvented by using a vaporized
gasoline metering system*such" as described •
below.
GENERAL SYSTEM DESCRIPTION
The basic vaporized gasoline metering
system utilizes engine exhaust heat to
fully vaporize liquid gasoline entering an
exhaust gas heat exchanger. The resulting
gasoline vapors pass through a pressure
regulating mechanism into the throat of a
venturi through which engine intake air
flows. The pressure regulating mechanism
maintains a zero pressure differential
between the gasoline vapors and the intake
air at the entry ports to the venturi.
This causes the fuel flow to be
essentially proportional to airflow and
thus produces a nearly constant air-fuel
ratio independent of airflow as discussed
in the following section. After passing
through the venturi, the air and vaporized
fuel are homogeneously mixed and
subsequently enter the engine intake
system through a suitable throttle. In
order to compensate for variations in
air-fuel ratio arising from changes in
temperature, fuel composition, etc.,
feedback from an exhaust gas sensor is
used to vary the area of the fuel metering
orifice and thereby automatically maintain
the desired air-fuel ratio. Since exhaust
heat is generally not available prior to
starting the engine, a supplementary
heater is employed to vaporize the
gasoline required to start and operate the
engine until sufficient vapors are
available from the exhaust heat exchanger.
Provision is made to collect any gasoline
condensate which is produced during the
warm-up period and recirculate it back to
the vaporizer without contaminating the
nain fuel supply.
KASIC METERING CONCEPT
4Cklie vaporized gasoline system is the
venturi section shown in Figure 6. Engine
intake air flows through this venturi and
causes a pressure depression at the throat
which draws in vaporized gasoline through
the fuel nozzle located in the center of
... the .venturi. When,the vaporized gasoline
and intake air are properly combined, the
•resulting homogeneous mixture will flow
uniformly to all cylinders_of. the engine
with negligible intake manifold
wall-wetting and hence minimal time-
fluctuations in air-fuel ratio. If
^properly implemented, the fuel metering
venturi will produce an essentially " -••'"'•
constant air-fuel ratio independent of
mass airflow through the venturi, and will
thus result in the elimination of air-fuel
ratio variations during .transient engine
operation. The necessary—conditions .
required to produce the constant air-fuel
ratio can be determined by examining the
following expression which describes the
air-fuel ratio for the metering venturi: (6)
A
A A
^ F - [=r- F
The derivation of this equation with
definitions of the nomenclature used is
given in Appendix A.
Referring to the above expression, if
the fuel supply pressure P_ is made equal
to the air supply pressure P., then
MOVABLE PINTLE-
AIR (a) PRESSURE
H" "APORlZED
ASOUNE (3>
- r-RCSSURE Pr
The basic fuel metering element of
Fig. 6-Vapor system metering ver.turi
-------
'variations in the air-fuel ratio as a
function of the venturi throat pressure P
(and hence airflow) can be made quite
snail for the proper choice of. the P_.
ranye. This is illustrated in Figure 7
•-hich shows air-fuel ratio-as a function
of airflow for an airflow range of 60 pph
co 1200 pph. (This airflow range is
cypical for a 351 CID engine operating
frora idle to wide-open throttle.) The
venturi cross-sectional area used to
derive the plot of Figure 7 was chosen to
provide values of P which,.were, depressed
from P. by 0.1 inches of water at 60 pph
and 45 inches of water at 1200 pph. If
higher depression values for P_, were used,
the variation in air-fuel ratio would be
greater. Before discussing the ...
implications of these small depression
values, it should be pointed out that the
actual air-fuel ratio established by the
metering venturi is a function of the
ratio of the air cross-sectional area A.
and the fuel cross-sectional area A_.
Either or both of these areas could thus
be used to set the desired air-fuel ratio
value as well as to provide a feedback
trim mechanism to compensate for
temperature variations, etc. In the basic
metering venturi shown in Figure 6,
adjustment of the fuel cross-sectional
area is provided by novetcent of the
tapered pintle rod within the fuel
discharge nozzle.
As indicated above, in order for the
metering venturi to yield an essentially
constant air-fuel ratio independent of
airflow, the fuel vapor supply pressure
has to equal the air supply pressure, and
the venturi throat depression has to be
very small for low airflow values. To
meet these requirements, a very accurate
154
152
14.8
14.6
04 81)
_L
JL
JL
O 200 400 6OO 800 1000 I2OO
MASS AIRFLOW RATE (LBS/HR.)
Ficj. 7-Air-fuel ratio versus mass airflow rate
for vapor metering system
41 ' '
fuel pressure regulator is required which
is capable of operating at the high
temperatures necessary to vaporize
gasoline. (A variable area venturi having
a consitant air-to-fuel area ratio could
__ conceivably be used to relax these
requirements, and such a device is being
- -.. -explored.) The pressure regulator
- ..selected for use in a laboratory
evaluation of the vaporized gasoline
metering system is a simple bladder-type
regulator whose volume automatically
changes to maintain its interior pressure
equal to-exterior pressure. ,.In..us.e,,.the .
bladder would have an input and an output
port separated by an appropriate baffle
structure, and vaporized gasoline would be
- supplied to the input port in a coarsely
controlled, manner so as to keep the
bladder partially full. The output port
would be connected to the fuel nozzle in
the metering venturi and would deliver
vaporized gasoline at a pressure equal to
that exerted on the bladder. Since the
air supply pressure for a conventional
internal combustion engine is simply
atmospheric pressure (neglecting the r
cleaner), such a pressure regulating
bladder with its exterior surface ex- sed
to atmospheric pressure will make P_ P..
If an air cleaner is employ .id, a houi.:rig
placed over the bladder and references to
the actual inlet pressure of the metering
venturi will insure this condition.
EXPERIMENTAL SYSTEM
The basic vaporized gasoline metering
concept discussed above has been
implemented on a 351W V-8 engine coupled
to a laboratory dynamometer. A
diagrammatic representation of the
complete system is shown in Figure 8.
Referring to this diagram, operation of
thu system can be described as follows:
Fresh gasoline is pressure fed from a main
fuel tank to a small holding tank through
a conventional float-actuated valve. The
liquid gasoline in the holding tank is
pumped through an electronically
controlled coarse metering valve into a
heat exchanger located in the engine
exhaust system. The metering valve
employed is a conventional electronic fuel
..injector whose "on" time is automatically
controlled to regulate the fuel flow
through the heat exchanger aod hence the
amount of gasoline vapors which are
generated. The heat exchanger used is a
conically shaped stainless steel tube
helix having a total surface arcn of
approximately 70 square inches, and is
located inside the normal exhaust pipe
just downstream fron the "Y".
-------
r
Fig. 8-Diagrammatic representation of vaporized
gasoline delivery system
The gasoline vapors generated in the
heat exchanger flow into the variable
volume pressure regulator previously
discussed and cause the bladder to billow .
up. The resulting displacement is sensed
by a pickup whose output is fed back to
the coarse fuel control and is used to
.automatically keep the bladder
approximately half full 'of gasoline
vapors. The particular bladder employed
has a naxitaun volurce of approximately 0.15
cubic foot and is constructed of 1 mil
Teflon® PFA film which has a melting point
of approximately 600° F. Since the
gasoline currently being used in the
laboratory is completely vaporized at
approximately 400° F, the vapor
temperature at the pressure regulator
outlet is maintained at approximately 420°
F by a simple closed-loop exhaust bypass
control which regulates the amount of heat
supplied to the heat exchanger. Any
gasoline which condenses on interior
surfaces of the pressure regulator and
associated plumbing during warm-up is
returned to the small holding tank and is
subsequently re-vaporized. In this
manner, the heavy gasoline fractions will
not build up in the main fuel tank, but
will be recirculated through the heat
exchanger and finally consumed when the
proper operating temperature is reached.
The outlet vapors from the pressure
regulator pass through an insulated
delivery tube and are discharged coaxially
into the throat of the metering venturi.
The venturi employed has a throat diameter
of 1.3 inches while the fuel discharge
nozzle lias an orifice diameter of 0.31
inch. The fuel discharge nozzle is heated
electrically to prevent cooling by the
42
intake air which would otherwise cause
condensation of fuel vapors on the nozzle.
A tapered pintle capable of being
positioned within the fuel nozzle is used
to vary the orifice area and thus the
air-fuel ratio. This pintle is connected-
to a servomechanism which can control the
pintle position using'feedback 'from an
exhaust gas sensor located in the' exhaust
systen,.
The venturi is connected to the
engine intake manifold through a
reixing-/-viewing chamber mounted, above a ,
conventional butterfly-valve throttle
body. The mixing/viewing chamber consists
of a r.even inch long cylindrical tube
attached directly to the venturi exit port
and mounted inside a somewhat"larger
air-txght chamber, the chamber itself, " '•'"
which is physically fastened to both the
venturi and the throttle body, contains
two viewing windows which make it possible
to visually examine the outlet end of th*.
venturi extension tube while the engine
running. At the point where the extenf
tube connects to the venturi, a circul.
swirling section having cant ;d fins ar
its circumference and a hole in its ct
is located inside the tube i^ order tc
promote mixing of the air am, fuel. 'T s
particular design allows the pure gaso'. -ie
vapors to pass through the cer.ter hole . --.d
avoid condensation on the coo', swirling
fins*, but imparts sufficient turbulence
to the air to encourage downstream mixing
of the air and fuel.
In order t.o expedite the initial
fabrication and evaluation of the
vaporized gasoline metering systen., an,
electronic fuel injector was installed in
the Uhrottle body and is used routinely
for r.old engine starts. Vapors can be
used to start the engine when cold,
however, by employing an auxiliary
vaporizer such as a battery-powered
heater. One such system which was
implemented uses a 500 watt electric
vaporizer during engine cranking to supply
gasoline vapors directly to a metering
valve in the throttle body. As soon as
the engine starts, a 2 KM electric
vaporizer is automatically energized which
fills the pressure regulator with gasoline
vapors and enables normal fuel metering
through the venturi nozzle instead of the
throttle body. After approximately 20
seconds of operation using the electric
- s
.n
id
er
*At atmospheric pressure, pure gasoline
vapor has a dew point of ~ 400 F while a
mir.ture of air and gasoline vapor with an
air-fuel ratio of 15:1 has a dew point of
-------
43
vnporizcr, sufficient exhaust heat is
available to permit operation of the
normal exhaust system vaporizer in place
of the electric unit.*
INITIAL EXPERIMENTAL RESULTS
The initial laboratory evaluation of
the vaporized gasoline metering system was
performed to verify the anticipated system
advantages previously noted in this paper.
To be specific, it was anticipated that
the open loop vaporized gasoline system
would (1) exhibit minimal steady state
high-frequency** time-fluctuations in
air-fuel ratio, (2) essentially eliminate
the transient variations in air-fuel ratio
due to airflow changes, and (3) provide a
very uniform cylinder-to-cylinder
distribution of air-fuel ratio. The
evaluation, which was performed using a
351W V-8 engine coupled to an absorption
dynamometer, did in fact substantiate the
expected results. Specifically, the open
loop vapor system exhibited steady state
time-fluctuations in air-fuel ratio of
less than + 12 for a wide range of engine
operating loads and air-fuel ratios.
Furthermore, the system displayed
transient variations in air-fuel ratio of
less than + 12 for step changes in airflow
exceeding 4002. Finally, the system
consistently provided cylinder-to-cylinder
air-fuel ratio distributions of within +
0.75% for cylinders fed fron each plane of
the dual plane manifold used on the 351W
engine.
The steady state and transient
air-fuel ratio values reported above were
measured with a TiO- exhaust gas sensor
having a time constant of approximately
0.25 seconds. (7) A typical time
recording of the air-fuel ratio along with
the corresponding engine torque is shown
in Figure 9. In an effort to corroborate
these results, similar measurements were
made using an NDIR CO analyzer to indicate
air-fuel ratio variations. Since the
response time of the CO analyzer was much
slower th.-in the TiO- sensor, the resulting
recordings did not reveal the rapid high-
frequency fluctuations in air-fuel ratio
observed with the T1.0- sensor, but did
fc
vt
i
*The electric vaporizer has been used for
"chokcless" cold starts at 70°F unbient
temperature and air-fuel ratios near
stoichiometry.
**In this context, high-frequency refers
to values which are too high to be
eliminated by feedback from an exhaust
. p,ns sensor.
10
20 3O 40 SO
TIME (SECONDS)
60
Fig.' 9-Air-fuel ratio arid" engine "torque versus
time for 351W engine operating at 2000" rpra~~
with open loop vapor system
show longer term fluctuations due to ~.x>".i
temperature and airflow variations.
typical time recording of such an air
characteristic together with the
corresponding engine torquf is shown :
Figure 10. The use of feec'.back from i
exhaust gas sensor to eliminate the
low-frequency fluctuations ;.n air-fuc
ratio has been successfully deiaonstra' -:d
with the vapor system, and a detailed
discussion of the feedback wc.rk will bt
included in a future paper.
The cylinder-to-cylinder air-fuel
ratio distribution values reported were
obtained using specially shaped sample
probes located just downstream from each
exhaust valve and connected through
appropriate switching valves to
conventional emission monitoring
equipment. A typical cylinder-to-cylinder
air-fuel ratio distribution achieved with
the vapor system is shown in Figure 11.
For comparison, a conventional liquid
carburetor having the same venturi area
and using the same mixing/viewing chamber
as the vapor system was substituted for
the vapor system, and a cylinder-to-
cylinder distribution was obtained for the
same engine operating condition. The
resulting characteristic, shown in Figure
12, clearly illustrates the distribution
advantage of a vapor system.
LEAN-LIMIT EXPERIMENTAL RESULTS
The vaporized gasoline metering
sy:;tem was originally devised as a scheme
to provide very tight control of air-fuel
ratio at values slightly rich of
stoichiometry for use with NO catalysts.
This is a very important application of
-------
44
TORQUE (FT.-LGS.)
0 O O A/F(fromCOonolri«r)
»rl333
/ \ /\S^_r^. I
(1500 RPM)
I i
16.5
AT1" ^_ p 160
/\ ~ >^v\/vr^. 1^35 trr
./ V^/^-vT^ 71 \ V 'J-JJ <
-1325 13.5-" f£
-J
' ' ' S 15.5
u.
1
cc
(2000 RPM) < 1KO
', ' :.".; "~.;~ • -oi
• , •--- ^•-—~ --— .- —
0.5 1.0 1.5 2.0 2.5 3.0 3.5
TIME (MINUTES)
r
— "
^
» • --^
^
•
—
1 23-4 5 6 7 ...I
CYLINDER NUMBER
FigV'iO'-Air-fue'l" ratio and engine 'torque versus-
time for 3'5'l'W engine operating at 1500 rpro and
2000 rpm with open loop vapor system
Fig. 11-Air-fuel ratio versus cylinder nu.-nber
for -351W engine-i.ope-r.atd.ng-..at, 2000. rpm, ,40. ft-..
Ib with vapor system • ..
I6.5r-
the vapor system and should be pursued
further. However, the ability of the
vapor system to provide a very uniform
cylinder-to-cylinder distribution of
air-fuel ratio with minimal time-
fluctuations suggests that the system
night also be useful in extending the lean
misfire liait of a taulti-cylinder engine.
This is apparent since the engine
operation would not be limited by a single
"lean" cylinder as is the usual case.
Instead, all cylinders would consistently
receive the sa_-ae air-fuel ratio and hence
would be uniformly capable of operating at
leaner air-fuel ratios. The use of
extended lean-limit operation is an
intriguing approach to the control of
exhaust emissions, and is based on the
relation of such emissions to air-fuel
ratio shown qualitatively in Figure 13.
In order to evaluate the potential
advantages of lean-limit vapor system
operation, a CVS simulation method
developed at Ford Motor Company was
employed. (8) Basically, this technique
utilizes emission and fuel consumption
data obtained from steady state
engine-dynamometer tests at specific speed-
torque points to analytically predict the
performance in a complete CVS cycle. The
actual speed-torque points used are
appropriately chosen to correspond to a
particular powertrain-vehicle combination.
The fundamental idea behind the simulation
technique is that when an actual vehicle
is operated over a CVS cycle, a unique
trajectory or nap is defined in the engine
speed-torque-time space. The technique
assu.-nes that engine performance along this
trajectory can be approximated by steady
state operation at discrete speed-torque
points for specific intervals of time.
The particular speed-torque-time map
8
34567
CYLINDER NUMBER
Fig. 12-Air-fuel ratio versus cylinder nu=i>er
for 351W engine operating at 2000 rpm, 40 ft-
Ib with conventional carburetor
NO.
12 14 16 18 20
AIR-FUEL RATIO
22
Fig. 13-Qualitative relationship of HC,N'0X.
and CO emissions to air-fuel ratio
-------
45.
200r
~ 150-
O
cr
O
Fio.
tion
-50
0 50O IOOO I50O 20OO 2500
.,««-,. -,--,. * — . ENGINE SPEED,(RPM):.-,^, „
l
O
.53
I
I
I
1 T
18 19 2O 21 22
AIR-FUEL RATIO
*The particular ignition system employed
was a Ferrorcsonant Capacitive Discharge
Ignition System developed at Ford Motor
Company. (9)
MO , and fuel cor.sunption versus
Fig. 15-I1C,
axr-fucl ratio for 351W engine operating at
.1400 rprr., 130 ft-lb for 118 s with vapor sys
tern and MBT timing
-------
46
r
SPttO
(HPki!
600
eoo
1000
1000
1200
1400
IBOO
ISOO
1OWOUC
ini_a>
30
10
-10
50
90
1 30
70
150
1IMC
utu
364
79
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406
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ue
66
49
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15.9
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1.60
2-30
MO,
ICUJ)
.24
.07
.OI5
1.42
1.90
3.13
.89
Z.9 1
CO
CCUS)
2.70
.56
3.61
5.94
5.71
4.84
3.08
2.88
ruti
lli»l
.333
.079
.093
.727
.636
.544
270
.321
TOTALS 33.98 "(0.575 i'l.32 3-0-03
Fig. 16-Emission and fuel consumption values
used for CVS cycle simulation of 351W engine '
'"with"'vapor system in 5500 Ib vehicle-lean 1-imit-, .„.
with" MBT spark ' " ' • - ,
SPEtO
IB'-WI
60O
BOO
1000
1000
1200
1400
1800
IBOO
TOBOUE
cBi
30
10
-10
50
90
130
70
150
Tint
IMC)
364
79
62
406
208
116
66
49
»/f
IBO
167
15.9
19.6
2I.O
21.5
21.3
220
HC
IGUS)
4.68
.92
3.49
7.71
388
2.50
l.SO
1.71
NO
(CMS)
.1 1
.03
.OI5
I.O2
I.6O
2.00
.70
1.54
CO
(CU3)
2.70
.56
5.61
5.94
5.71
4.B4
3.08
268
rutL
ILBS)
.379
.09 1
.093
.761
.664
.560
275
.331
TOTALS 26.39 7.OI5 M.32 3.154
Fig. 17-Emission and fuel consumption values
used for CVS cycle simulation of 351W engine
with vapor system in 5500 Ib vehicle-lean limit
with retarded spark
The complete CVS cycle prediction for
thre lean-Unit vapor-system operation..waS-_
found by dividing the total HC, NO , CO,
and fuel consumption values shown in
Figures 16 and 17 by the total distance
covered in the CVS cycle. The results of
this prediction, which apply to a 351W
engine in a 5500 pound vehicle, are shown
in Figure 18 for both the IIBT timing
condition and the retarded timing
condition. Also included in this figure
for comparison are CVS predictions for the
5arae engine-vehicle combination with (1) a
vapor system having a constant air-fuel
ratio of 19:1, (2) a conventional
carburetor having a 1974 production
calibration, and (3) an electronic fuel
injection system having air-fuel ratio and
timing optimized at each speed-torque
point to give best fuel economy consistent
with reasonable emission levels.
Comparison of the results presented in
Figure IS indicates that lean-limit vapor
system operation potentially provides
CONFIGURATION
VAPOR SYSTEM
(Leon Limil-MBT) .
VAPOR SYSTEM
(Leon Limit-Retord)
VAPOR SYSTEM
(A/F»19:l-MBT)
VAPOR SYSTEM
(A/F«l9:i- Retard)
BASELINE CARS
(Production Colib)
E:FI
f Q A. v 1 tT <». A. A •. _. i»\
HC
(CM/MI)
4.6
3.5
3.4
2.7
2.2
4.3
NO,
(CM/MI)
1.4
.94
4.7
2.2
3.9
3.4
CO
(CM/MI)
4.Z
4.2
4.2
4.2
5.1
4.4
FUEL
(WPC)
15.3
14.5
15.3
14.6
12.4
13.9
(Best Economy) -----
Fig. 18-CVS cycle predictions for various con-
figurations used with a 351W engine in a 5SOO Ib
vehicle
appreciable improvements in fuel economy
and IJO emissions, but: at the expense of
higher HC levels.
SUMMARY.
Evaluation of the vaporized gasoline
metering system has shown that the system
exhibits numerous beneficial
characteristics which make it very
appealing for use with conventional
internal combustion engines. To be
specific, it has been demonstrated that
the vapor system (1) exhibits minimal
steady state high-frequency fluctuations
in air-fuel ratio, (2) displays negligible
transient variations in air-fuel ratio for
changes in engine load, (3) provides very
uniform distribution of air-fuel ratio
fro™ cylinder to cylinder, and (A) enables
cold engine starts at air-fuel ratios
close to stoichiometry using vaporized
gasoline supplied from an auxiliary
electric vaporizer.. •
The first two characteristics listed
above will permit very tight control of
air-fuel ratio when coupled with feedback
from an exhaust gas sensor. The third
characteristic, in addition to the first
two, will enable extended lean-limit
operation which in turn will result in
improvements in fuel economy and NO
emissions as previously shown. In order
foi: lean-limit operation to be viable,
however, a practical method of lowering
this HC levels as well as programing the
air-fuel rntlo as a function of engine
load must be provided. The fourth
characteristic listed above should result
-------
47
in significantly lower -emission levels
during Che warm-up period following a cold
engine start.
CONCLUSIONS
The favorable characteristics which
have been demonstrated with the vaporized
gasoline metering system justify its
continued development as an alternative to
i?.ore conventional fuel metering systems.
l.t should be emphasized that the system
described in this paper is an experimental
one, however, and many unexplored areas
mist be investigated before production
feasibility can be established. These
unexplored areas include 'actual vehicle
emission testing, 'low and high temperature-
starting and', operation, .practical
component design and durability, and
overall system safety.
ACKNOITLEDGEMENTS
The authors gratefully acknowledge
the assistance and collaboration, in this
project of L. R. Foote, V. D. Plensdorf,
and J. D. Zbrozek of the Ford Motor
Company Engineering and Research Staff.
REFERENCES
1. J. Rivard, "Closed Loop Electronic
Fuel Injection Control of the Internal
Combustion Engine." Paper 73005
presented at the SAE International
Automotive Engineering Congress,
Detroit, January 1973.
2. R. Zechnall, G. Baumann, and H.
Eisele, "Closed Loop Exhaust Emission
Control System with Electronic Fuel
Injection." Paper 730556 presented at
the SAE Automobile Engineering
Meeting, Detroit, May 1973.
3. M. Hubbard, Jr., and J. D. Powell,
"Closed Loop Control of Internal
Combustion Engine Exhaust Emissions."
Stanford University Report, SUDAAR No.
473, February 1974.
4. T. Y. Tien, H. L. Stadler, E. F.
Gibbons, and P. J. Zacmanidis, "TiO,
as an Air to Fuel Ratio Sensor for
Automobile Exhausts." The American
Ceramic Society Bulletin, Vol. 54, No.
3, March 1975.
5. A. A. Zimmerman, L. E. Furlong, H. F.
Shannon, "Improved Fuel Distribution -
A New Role for Gasoline Additives."
Paper 720082 presented at the SAE
International Automotive Engineering
Congress, Detroit, January 1972.
J. E. Hylnnd, "Venturi Metering
Considerations for a Vapor
Carburetor." Ford Scientific Research
Staff Technical Report (to be
published).
E. F. Gibbons, A. H. Meitzler, L. R.
Foote, P. J. Zacraanidis, and G. L.
Beaudoin, "Automotive Exhaust Sensors
Using Titania Ceramics." Paper 75022A
presented at the SAE International
Automotive Engineering Congress,
'Detroit, February 1975.
•••B. N.. Blumberg,- VPowejrt-r.aJ£v_vj
Simulation: A Tool for the Design and'
Evaluation of Engine Control
Strategies." Paper to be presented at
the SAE International Automotive
^Engineering Congre'ss, Detroit-,
February 1976.""" •••-•- ..
J,. R. Asik and B. Bates, "The
Ferroresonant Capacitor Discharge
Ignition (FCDI) System: A Multiple
Firing CD Ignition with Spark
Discharge Sustaining Between Firings."
Paper to be presented at the SAE
International Automotive Engineering
Congress, Detroit, February 1976.
APPENDIX A
VENTURI METERING CONSIDERATIONS
FOR A VAPOR CARBURETOR
NOMENCLATURE
A/F
A
'f
o
h
K
m
M
PT
the air-fuel ratio
the cross-sectional area at the
venturi throat
the air cross-sectional throat area
the fuel cross-sectional throat area
the cross—sectional area at the zero
velocity state
the fluid specific heat at constant
pressure
a proportionality constant
the enthalpy of the fluid at zero
velocity
the enthalpy of the fluid at the
venturi throat
a constant = .2231 for gasoline and
air
the mass of the fluid
the fluid mass flow rate
the air mass flow rate
the fuel vapor mass flow rate
the pressure at the venturi throat
the air pressure at the zero
velocity state (supply pressure)
the fuel pressure at the zero
velocity state (supply pressure)
the pressure at the zero velocity
state
the pressure at the venturi throat
-------
48
r
7
v
v
V -•
o
Z
z
c
Y
Y,
the individual gas constant
the; gas constant for air
the gas constant for fuel vapor
the absolute downstream or throat
temperature
the absolute upstream air
temperature
the absolute upstream fuel vapor
temperature
the absolute upstream temperature
the internal energy at the venturi
throat
the internal energy '-at'- 'the- zero' -y- ••--
velocity state
the velocity at the venturi throat
the velocity at the stagnation point
the volume at the venturi throat_
the -volume- at the..zero velocity .,_,
state
the elevation at the venturi throat
the elevation at the zero velocity
state
the specific heat ratio (Cp/C ) for
gas
the specific heat ratio (C /C ) for
air
the specific heat ratio (C /C ) for
fuel vapor
the density at the venturi throat
the density at the zero velocity
state
RESERVOIR \
VENTURI THROAT
Fig'. A-1-Basic venturi'Yne'ter'
Z = Z
o •
Using, these conditions and the definition
of enthalpy (h = u + PV), Equation A-l
reduces to
V
2S,
SUBSONIC MASS FLOW THROUGH A VEN'TURI METER
The behaviour of the mass flow per
unit tine of a gas through a. venturi meter
can be predicted given the following
assumptions: 1) the fluid"in question is
assumed to obey the perfect gas law and 2)
the flow nay be treated as isentropic one
dimensional steady flow of a compressible
fluid." Such- a system is shown in Figure
A-l where the subscripted quantities refer
to conditions in a large reservoir
upstream of the venturi and the
unsubscripted. quantities refer to
conditions at the throat of the venturi.
The first law of thermodynamics
(conservation of energy) states that
u + P V + ~-
o o o 2p,
For a perfect gas, the following
conditions hold:
and
Furthermore, for a perfect gas during an
isentropic process, it can be shown that
Substituting these relationships into
Equation A-2 and solving for v yields
u + PV +
For the system being evaluated,
v - 0
o
(A-l)
(A-3)
The continuity equation (conservation of
mass) states that
-------
12
p v A
o o o
S-jvjstit urine Equation A-3 into . Equation
A-4 yields
(A-4)
49
1/2 (YA - DR,
2g
M = DA
(A-5)
Again for a perfect, gas during an
isencropic process, it can be shown that
* \y
RT
• •- - o
Substituting this relationship into
Equation A-5 and rearranging gives the
desired fora of the ciass flow rate
equation:
When air flows through a venturi with
a constant upstream pressure P:-,-Equation-
A-7 states that a pressure P_ < P. is
experienced at the throat of the venturi.
As the mass flow rate ft., increases, the
pressure at the throat decreases; this is
the_b£tsis of the metering principle of the"
venturi. Referring to Figure 6, if a fuel
vapor nozzle is placed with its opening at
the venturi throat, the throat pressure P_,
= f (fl ) can be used to meter the mass flow
rate of fuel vapor as a function of mass
flow irate of air. Accordingly, from
Equation A-6, the mass flow rate of fuel
vapor is
M
P A
o
1/2 (Y - DR
Y+l
Y
2EcYF
(YF - i)R
2 ,'
l"
r\
(A-8)
Equation A-6 is only valid for
subsonic flou; i.e., when the ratio of
static to total pressure at the venturi
throat (P/P0"> is greater than the critical
pressure ratio.* When the critical
pressure ratio is reached, the velocity of
mass flow at the venturi throat becomes
sonic and, by definition of sonic flow,
the maximum mass flow rate for fixed area
and upstream conditions is attained.
ILETER1NG PRINCIPLE APPLIED TO TOO GAS
PHASE FLUIDS
From Equation A-6, the mass flow rate
equation for air through a venturi meter
is
Since the air-fuel ratio at the
venturi throat is equal to the ratio of
the mass of air to the mass of fuel, it
follows from Equations A-7 and A-8 that
A
F
- D*
- 1)R
YA+I
*The critical pressure ratio is defined as
Assuming that v arid Yp are constant over
the temperature range of interest, the
following constant is defined:
L \ ( 2 ^ Y-J
VCRIT \Y + 1^
K =
-------
Therefore, the nir-fuel ratio for a
venturi is
MY rT\T~
I A - I — 1 A
A/ V A /
APPENDIX B
The curves of HC, NO , and fuel
consumption versus air-fuel ratio obtained --
in the lean limit evaluation of the 351W
engine equipped with the vaporized fuel
roetering system are shown in Figures B-l
through B-1A. These figures are presented
on the following pages.
10
E:
CE
O
C
o
z
.1
z
o
.35 H
(X
2
.341
O
I
l
I
i T
16 17 18 ' 19
AIR-FUEL RATIO
20
Fig. B-l-GCC rpm, 30 ft-lb, 30>4 s operating
point .'.-.• it-}-. MET tirr.ing
50
s
o 2
:r
- .08
in
-<.06
r, .02
NO,
•09
.08
.07
J_
I
JL
J_
IS 16 17 IB
AIR-FUEL RATIO
.g. B-3-800 rpm, 10 ft-lb..J9, s operating.
point with KBT... timing . .,„ , . ... „ ,. ..
a
c<
oL
- .08
in
2
I6
o
r .5
to
3.3
a:
o
0.2
I
JL
J_
16 17 IB 19
AIR-FUEL RATIO
.39 CD
g
•3B a
2
w>
.37 z
o
-J
UJ
36 -->
I T
20
17 18 . 19 20
AIR-FUEL RATIO
Kig. B-2-600 rpm, 30 ft-lb, 364 s operating
r.oint with retarded timing
Pig. B-S-1000 rpm, 50 ft-lb, 406 s operating
point with ."-ST timing
-------
51 -
12
10
to
o 6
z
o"
16 17 IB 19 2O
AIR-FUEL RATIO
78 £
.j
771
K-
CL
.765
O
o
I T
21
•j.g. B-6-1000 rpm, 50 ft-lb, 406 s operating
Mint 'with retarded timing
.57
CO
56 -J
55
53
O
O
_,
..Ul-
I T
18 19 20 21 22 23"
AIR-FUIEL RATIO
Fig. B-9-1400 rpm, 130 ft-lb, 118 s operating
point with MET timing
17 18 19 20 21 22 23
AIR-FUEL RATIO
-'ig. B-7- 1200 rpm, 90 ft-lb, 208 s operating
•oint with retarded timing
10
o
z A
o
X
1 I
1 T
.67
.66 S
o.
r>
C-.
.65
o
o
JL
JL
I T
19 20 21 22
AIR-FUEL RATIO
23
10
•s>
Z
a
»
O
X
o
X
.57 S
56
.55
O.
2
.=>
v>
Z
o
o
.54
I T
18 19 20 21
AIR-FUEL RATIO
Fig. B-10-1400 rpm, 130 ft-lb, 118 s operating
point with retarded timing
V)
14
o:
K ,
O 3
o
29 2
.28
27 1
•z.
26o
_j
ui
I T
17 18 19 2O 21
AIR-FUEL RATIO
22
E-8-1200 rpm, 90 ft-lb, 208 s operating
with retarded timing
Fig. B-11-J800 rpm, 70 ft-lb, 66 s operating
point with retarded timing
-------
52
17 18 19
20 21
AIR-FUEL RATIO
Fig. B-12-1800 rpm, 70 ft-lb, 66 s operating1
point with retarded timing
12
10
CT
O
O
z
JL
J_
18 19 20 21 22
AIR-FUEL RATIO
m
32 z
o
CL
.31 Z
• to
z
o
o
Fig. E-13-1800 rpm, 150 ft-lb, 49 s operating
point with MBT timing "'"" ' '" '" -• •- - ••
18 19 20 21 22
AIR-FUEL RATIO
Fig. B-14-1800 rpm, 150 ft-lb, 49 s operating
point with retarded timing
-------
EXHIBIT G
/ ./ f /.
etroLi \^c.\iin(]
HOI: i i
53 -
"at or u,
nc.
ESTABLISHED I»D1
5455
May 15, 1978
Car-Bo-Ttech, Inc.
145 Ocean Avenue
Palm Beach Shores, Florida 33404
Attn: Suzanne Pletts, Executive
Vice President
Dear Mrs. Pletts:
In confirmation of our telephone conversation of May 12, 1978, with Mr.
Donald Pletts, the Car^Bo-ltech unit submitted by you on a 1977 Chevrolet
Caprice for testing was tested as received and was not disassembled or
removed from'the test car.
'Jhe unit does not harm the engine in any way foreseen by us in our
testing and inspection.
Yours truly,
Leslie T. Viland
Project Engineer
William R. Martin, Manager
Mechanical & Hydraulic Testing
fi< ., I I ••' I A! Af-U/ I'M i: 1)11C I 1 \/ A I U * 1 )•'I \ t I N ! I It A'i .'• i 'i ::':"• * M . IN I I K IN C AIM t'J I I ST I N 0
-------
EXHIBIT I 54
"Energv-Gas-Saver" CAR-BO-TECH, INC. Phone 842-8558
145 Ocean Drive #502
Palm Beach Shores, Florida 33404
October 30, 1976
GASOLINE MILEAGE TESTS
1970 Cadillac Fleetwood
Testing was conducted by the Company, and usually with one or
more passengers as witnesses, for the purpose of testing gasoline
mileage"! Since the gas mileage tests may be verified by anyone who *
would care to ride in one of the test vehicles only significant re-
sults are being reported. Over 10,000 miles were driven in the 1970
Cadillac Fleetwood while doing the gasoline tests. The gallon bottle
test was deemed by the Company to be the most accurate and was conducted
on the highways in actual traffic. The driver 'turns off the fuel pump
line and allows the gas to flow into the carburetor from the gallon
bottle. When the gallon is completely used the engine stops and the car
rolls to a stop and the mileage is recorded. Tests were conducted in
many types of conditions. As the Company's product was improved so was
the improvement in gasoline mileage and also better exhaust emission
resulted.
On October 14, 1976 the latest casted unit on the 1970 Cadillac
obtained 19.4 miles on one gallon of gas;. Testing conditions were
ideal. This unit is the casted unit thcit will go into production to
be used on General Motors automobiles with 4-barrel carburetors.
The best mileage obtained on the last prototype model (quadrojets)
before casting was 19.1 miles on one gallon of gas. The average mile-
age of tests on this model was 18.6 per gallon.
Regular gas (89 octane) was used on all of the above tests. High
octane tests were conducted with no appreciable improvement in the mile-
age or drive ability on the 1970 Fleetwood Cadillac.
i "
A series of mileage tests were conducted with the Cadillac test
car as follows on July 6. 1976.
Auto with original carburetor, coil, wires, but in as near perfect
tune as possible but without the Company's product: Regular gas 12.6
miles on* one gallon of gas: Unleaded ga:; 11.8 miles on one gallon of
gas.
The original gas mileage test done by the Company in 1975 on this
Cadillac Fleetwood with the original equipment produced 12.6 miles on
on gallon of gas.
-------
55
"Encrov-Gas-Saver" CAR-BO-TECH. INC. Phone 842-8558
145 Ocean Drive #502
Palm Beach Shores. Florida 33404
Gasoline Mileage Tests
October 30, 1976
Page 2
New radial tires were added to the car as well as new shocks.
There was no increase in gasoline mileage. Many tests were conducted
which produced 17 to 18 miles per gallon.
Summary of Gasoline Mileage Results using Regular Gasoline
on Highway
1970 CADILLAC
Car with original equipment 12.7 miles on one gallon
of gas
Car with Company product installed 19.4 miles on one gallon
of gas
Car with Company product installed 19.1 miles of one gallon
of gas
-------
56
TASK? 75
OLSON LABS* INC.
EXHAUST EMISSIONS HOT 505
1975 MASS TEST
SITE tl 2, - MODEL? CHEVROLET* CLASS? CLASSIC, LIST '?
FUKf? 1* DATE? 2-7-78* CVS*? 407-01** PPbjV?~ DTL* *
WET 'BULB? 52* DRY BULB? 72* 5ARCM-C? 29.54*
CVS 1KPUT
VOL/REV? .2816*
TRANS COLD .
REVS? 105317 iNLT'>KES?' 40-2* i'rvLTTMP? 110*
STAB COLD . . . -
REVS? 0* INLT PRES? 0* INLT TMP? 0*
TRANS HOT
REVS? 0* INLT PKES? 0* INLT TMP? 0*
ABS. H= 025.30 HUCF= 00.610
VMIX = 02440 • VMIX= 00000 VMIX= 00000 '
BAG READINGS IN CONC
TRANS COLD
BACKGROUND
HC? 8.10* CO? 4.62* C02? .064* NOX? 0**
SAMPLE
HC? 284.10* CO? 1452.08* C02? 1.607* NOX? 200.45**
STAB COLD
BACKGROUND
•
HC? 0* CO? 0* C02? 0* NOX? 0**
SAMPLE
HC? 0* CO? 0* C02? 0* NOX? 0**
TRANS HOT
BACKGROUND
HC? 0* CO? 0* C02? 0* NOX? 0**
SAKPLE
HC? 0* CO? 0* C02? 0* NOX? 0**
MASS EMISSIONS IN GM .
TRAN COLD
HC* 011.04 CO* 116.51 C02* 01963 NOXC= 01-47 NOX= 026.49
TAB COLD
HC- 000.00 CC= 000.00 C02= 00000 NOXC= 000.00 NOX= 00-00
TRANS HOT
HC«= 00000 C0= 000.00 C02= 00000 KOXC= 000-00 NOX= 000.00
SJM
SUMMARY ~ EXHAUST EMISSIONS IN GRAMS/MILK
HC=3.0752 C0=32.454 CO9=546.80 NOX =5.9805 NOX=7.378
£* i-
KPG= 16.092
-------
57
TASK?"75
OLSON LABS* INC-
EXHAUST EMISSIONS HQT 5Q5
1975 KASS TEST
SITE *? 2* MODEL? CAP.* CLASS? CHEV* LIST /? 1,
RUN*? 1* DATE? 2/23/78* CVS*.? 407-01** PROJ*? DTL* *
VET BULB? 54* DRY BULB? 76* BAROM-C? 29-02*
CVS INPUT ' ' — - "~
VOL/REV?. .2819*
JRANS COLD
REVS? 10533* INLT PRES? 39.5* 1NLT TMP? Ill*
STAB COLD ' ....
REV'S? ", INLT PRES? * INLT 'IMP?;"*' " ' ' "
TRAN'S HOT
REVS? t JNLT PRES2 * INLT TWP? ,
ABS. H» 027-53 HUCF= 00-817
VMIX= 02396 V«JX= 00000 VMIX= 00000
BAG READINGS IN CONC
TRANS COLD
BACKGROUND
HC? 10.9* CO? 2.31* C02? .037, NOX? .1**
SAMPLE
HC? 71.7* CO? 1101.56* C02? 1-618* NOX? 59**
STAB COLD
BACKGROUND - .
HC? * CO? * C02? * NOX? **
SAMPLE
HC? * CO? * C02? * .WOX? **
TRANS HOT
BACKGROUND
HC? * CO? * C02? * NOX?-** '
SAMPLE •
HC? . CO? * C02? K* NOX? **
MASS EMISSIONS IN GM
TRANS COLD
HC= 002.43 C0= 086-87 C02= 01970 NOXC= 006.25 NOX= 007.64
STAB COLD
HC= 000-00 C0= 000.00 C02= 00000 NOXC= 000.00 NOX= OOO-OO
TRANS HOT
HC- 000.00 C0= 000-00 C02= 00000 NOXC= 000.00 NOX= 000.DO
SUMMARY - EXHAUST EMISSIONS IN GRAMS/MI I.E
HC= 0.68 C0= 24.198 00.,= 548.74G5 NOX,,- 1.741
£ v
MPG= 16.6
-------
58
HIGHl.'AY CSJV1NG CYCLC -OR n.'EL ECU/JO.-^
SITE /? 2, DATE? 2-23-76,
MAKE? , MODEL.? , YEAR?
LICE1.SE /? , STATE? ,_ ODOMETER? ,
•«UK/?-2a>-- CVS^r-4'or=01, >KOjV?" DTL/ '
VET BULB? 5,, DP.Y BULB? 76, SAROM-C? 29.0,.
CUS INPUT
UOL/HEV? .SRI 8*
REVS? Jb92J, INLT PKES? 39.9, JKLT TKP? ]]J,
A3S. H= 027.i>6 KUCT= 00.817 VM1X= 03b35
SAG F.EADIJOGS IK' CONC
BACKGROUND
HC? J0.70/ CO? 4.20> COS? .036,
SAMPLE
HC? 68.30, CO? 419.70, C02? 2.6J9,
-------
,„„, ..... EXHIBIT .J ,-q
TASK? 2.
TASK? 75
GLSGN LA:} 5, K.I: .
EXHAUST L.-II Ssior.s
S975 MASS Ti'.ST
SITE /? 2, NCDE.L? Cf>° . , CLAPS? CUT.1;, LIST * ? 1,
P.UNfl? I/ DATE? 2/23/7?., C -J 5 * ? . 4Q7 - 0 I, . PMc.,'*? I,TL,/
'JET BULB? f>'., Dn.r a'.U.TJ? 7->. I»A".G.-1-C?' :••<). P",
CVS INPUT . . ......
'
.
' TRAN'S'~"CCL^ ----- ..... ------ - ..... ...... ...
F.EVS? 10bo3/ It.LT P!r£'J? 39. S, INLT TMT? Ml,
STA:J CCLD ' •
.^_.B£VS? /, Il.LT P?.E3? . INLT TM"5? /
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A35. H- 027.53 HL'CF= 00.817 . .
VMIX* 02396 VM IX= 00000 VHIX- QOOO!)
BAG HEAr.n.GS IN CONC
TRANS CCLD' " . .
BACKG-.G'JKD ' . ..-
HC? 10. 9/ CO? 2.31/ COR? ..037/ NOX? ,\,.
HC? 71.7, CO? 1101.56, C02? 1-618* NOX? S'J, ,
STAB COLD
BACKGROUND . . .
HC? / CO? , C02? , NOX? ,.
SAMPLE
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HC?./. CO? , COS? , NOX? .,
SAMPLE ".•••-•••
HC? / CO? , CO?,? K, NOX? ,. . •
MASS EMISSIONS IK CM'
TRANS CC-LD '
HC-* 002.-(i3 C0= 066.67 Cb2- P1070 i.'^M'- OO1').'?1' NOX- JOV.6^
STAB COLO . :•..' . . . ;
HC*= OOOrOO : CG».PPP..pP . CG'<3« '.... GOOOQ ...NOXC"- 000.00 NnX-- OOO.OO
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SUMMARY- EXHAy'sr;iMrssicri3V!t-N^c^s/fiil^';';:'';^-: • ' •
HC» 00.1 39"'s C0« ' 0^«9BO ' :CO?* : PlI2.fJ NOXC.- P.O.35ft NC;X= OG
-------
MID-SIZE CARS
60
MID-SIZE CARS
• {l
So
FORD
FAIRMONT
LTD II
THUNDERBIRD
LINCOLN-
MERCURY
CONTINENTAL
MARK V
COUGAR -jj-
^ — .
ZEPHYR
OLDSMOBILE
CUTLASS
SALON
CUTLASS
SUPREME
Foo
Economy
I
20'':
20 .
19.
IB'-
16.-.'
14 ''
V3..
!'+''.
is".
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'
1
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1
$525
J525
$552
$584
$656
$750
$807
$750
$807
$807
S875
S750-
S807
3B07
J525
S525
$552
$584
$656
$552
$617
$552
$360
$375
$700
$617
$552
$617
$552
$360
$375
$700
$617
$656
$428
$584
$584
$564
$584
$656
$552
$584
Vehicle Description
c
o
uj o O*^
140(2. 3L)/4
140(2. 3L)/4
200(3. 3LI/6
200(3. 3L1/6
302(5 OL)/8
302(S.Ol|/6
351(5. 8L)/8 • (MENG)
1
302(5.0L)/8 -j_ ..----•
351(5.6L)/B (WENG)
351(5.8L)/8 (MENG)
400(6. 6L)/8
302(5.0L)/8—' >-u !•» . -"
351(5.8L)/8 (WENG)
351(5. BL)/8 (MENG)
140(2.3L)/4
140(2.3|.)/4
200(3. 3L)/6
200(3. 3L)/6
302(5.0L)/6
231(3.8L)/6
260(4. 3L)/8
260(4. 3L)/8
260(4. 3L)/8 (DIESEL)
260(4. 3L)/B (DIESEL)
305(5. OL)/8 (GM-CHEV)
305(5. OL)/8 (GM-CHEV)
^
231(3. 6L)/6
260(4. 3L)/8
260(4. 3LU8
260(4. 3L)'/6 (DIESEL)
260(4. 3L)/6 (DIESEL)
305(5.0L)/8 (GM-CHEV)
305(5.0L|/8 (GM-CHEV)
350(5. 7L)/6 (GM-OLDS)
350(5 7L)/6 (DIESEL)
225/6
225/6
225/6
225/6 ' .
316/6
231(3.8L)/6
301(4.9L)/8
E
c
M4
A3
M4
A3
A3
A3
A3
A3— — -
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A3
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M4
A3
A3
A3
M5
A3
M5
A3
M4
A3
A3
MS
A3
M5
A3
M4
A3
A3
A3
M3
M4
A3
A3
A3
A3
A3
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2
2
1
1
2
2
2
2 .•
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2
2
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2
2
2
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2
2
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4
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Fl
4
4
4
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1
1
1
2
2
2
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2DR-95/17
4DR-96/17
2DR-93/I6
4DR-101/ -
16
2DR-95/16-
2DR-99/18
2DR-92/16
4DR-100/.
16
2DR-95/17
4DR-9B/17
2DR-87/16
4DR-101/
16
2DH-97/16
2DH-101/
17
2DR-89/16
4DR-100/
16
2DR-96/U
w
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»0
PONTIAC
GHANJ PRIX
LEMONS/
GRAKD AM
Fuel
0
1
1.
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16
17
19
18
16.
17
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3
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$656
$617
$552
$584
$656
$617
e ic e uescription
|
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301(4. 9L)/8
301(4. 9L)/8
231(3 8L)/6
301(4. 9L)/8
301(4. 9L)/8
301(4. 9L)/8
t
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A3
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LARGE CARS
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30
BUICK
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CADILLAC
DEVILLE/
BROUGHAM
HT1TIIC"ilF
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CHEVROLET I
IMPALA/ /
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CHRYSLER
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$700
$750
$584
$617
$700
$450
S7SO
$875
$1050
$700
$656
*^
$658
• • —
$617
$656
$750
$617
$656
$750
Vehicle Description
|" ' """"*"
j? j S a
LJ o G i^
350(5. 7L)/6 (GM-eUICK)
403(6. 6U/8
231(3. BL1/6
301(4. 9L)/8
350(5. 7L)/8 (GM-BUICK)
350(5. 7L)/B (DIESEL)
425(7.0L)/8
425(7. OL)/8
425(7. OL)/6 . (CALIF)
250(4. 1L)/6
305(5. OL)/8
^ — ^"^v
)50(S.7L)/8 >v (GM-CHEV)
•**
225/6
318/8
160/8
225/6
318/8
360/8
>
Tfintminlon
1
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
A3
M
A3
A3
A3
A3
A3
A3
E
M
3
4
4
2
2
4
Fl
4
Fl
4
1
2
4
2
2
2
2
2
2
lilif
7DR-108/
2O
4DH-111/
2O
2OH-107/
21
4DR-111/
21
2OH-107/
20
4DR-109/
20
4DR-116/ .
18
2OR-106/
2O
4DR-111/
20
4DR-108/
21
4DR-10B/
16
17
•'
-------
EXHIBIT K CAR-BO-TECH, INC. 61
GASOLINE MILEAGE TESTS
The mileage tests conducted by the Company on the five (5) test auto-
mobiles were done at an average speed of 55 M.P.H. on highways and in traffic.
City driving-tests were conducted at speeds from 0 to 30 M.P.H.
Detroit Testing Laboratory, Inc., conducted a series of gasoline mileage
tests on the Company's 1977, Chevrolet Caprice; Classic V8 (350 cu.in.) auto-
mobile in cold weather (25° to 31° F.). Mileage .tests results-are generally
much better in warm temperatures (70° - ,9Q°). The -Eliminator^..(Exhaust- Return-)•-
was not functioning p'rope'rly' during these tests and had it been, results
would have been more favorable, as shown by the recent tests.
The tests in Detroit, Michigan, did however-confirm the original _mil,ea.ge.,_ .,
,tests, conducted..by the Company, both the original mileage of 16.2 M.P.G.
without the "Energy Gas Saver" and 22.9 M.P.G. tests with the "Energy Gas Saver1
The principle purpose of having the tests conducted in Detroit, Michigan,
was to aid and assist the Company in its "Engineering" of its product. Upon
returning to Florida, corrections and modifications were made on the gas
saving system which resulted in additional increases in gasoline milage,
(29.1 M.P.G.)%
The EPA type of testing was conducted by Olson Laboratories, Lavonia,
Michigan, who are approved and accepted by the U.S0 Government for this type
of work. One of their tests confirmed that the Company's product installed
with a catalytic converter did not violate the "Emission Exhaust Standards"
as prescribed by the Clean Air Act of 1973 (and as amended in 1978). This
means that the Company, or its designated agents, dealers or distributors,
may legally install the gas saving system on vehicles that now are equipped
with Emission Exhaust Devices. They will be furnished proper documentation
from the Company in due time.
The EPA type of gasoline mileage test results were 16.092 M.P.G. 16.6
M.P.G. and 18.42 M.P.G.- while the actual road mileage tests ranges from 20.2
M.P0G. to 24.7 M.P.G.
Many more gasoline mileage tests have been, conducted by the Company since
returning from Detroit, Michigan. The 1977 Chevrolet Caprice Classic test
car now has over 12,000 miles of testing. Besides the 1-gallon bottle test
and the tank test, the Company has an electronic computer installed in the
test car which measures Instant Miles Per Gallon of Gasoline, Average Miles
Per Gallon of Gasoline, Amount of Gasoline consumed, Distance in Miles
travelled and the Time consumed Per Trip or Per Test.
On a testing trip to the West Coast of Florida, the 1977 Caprice Classic
averaged 21.4 M.P.G. on the round trip of 379.3 miles with the air conditioner
on, city driving and shopping trips. Individual tests were also conducted
during this trip.
September 1978
-------
62
1977 Chevrolet Caprice Classic (350 cu. in. V8 Engine)
Catalytic Converter Operating - 52 to 55 Av. Miles Per Hour - 84 to
10 M.P.H. Wind South - Tires 28 Ibs - Shell No-Lead Gas (91.5 Octame)
Driver and One Passenger, luggage, full tank of gas.
No Air Conditioning With Air Conditioning
One Gallon Bottle Test (Highway) 25.4 M.P.G. 23.6 M.P.G.
Computer...(Highway)* . ••- ••-•- - 26.2 M.P.G0 :'"" '""' 24^4"M.'PiG."""
One Gallon Bottle Test (Highway) 25.8 M.P.G. 24.0 M.P.G.
-- .• f"-j.- i * *r • t: a
Computer" (Ci'ty'priying). - - - -19.6 M.P-.G. - - - 17.8 M.P.G. '
1977 Chevrolet Caprice Classic (350 cu. in. V8 Engine)
Catalytic Converter Removed - 52 to 55 Av. Miles Per Hour 88° F, Wind 10 Var.
Tires 28 Ibs - Shell Regular Gas (90.6 Octame) 800 Ibs (driver, 2'passengers
luggage, gasoline.)
X No Air With Air With E.G.R. No E.G.R.
One Gallon Bottle Test (Highway) 22.5 21.7 22.3 22.5
Computer Test (Highway)* 23.0 21.8 22.3 22.5
1977 Chevrolet Caprice Classic (350 cu. in. V8 Engine)
Catalytic Converter Removed - 52 to 55 Av. Miles Per Hour, 85° F, Wind 5 Var.
Tires 28 Ibs - Shell' Regular Gas (90.6 Octame) 450 Ibs weight (driver,
one passenger & full tank of gas.)
No Air, No E.-G-.R-. With Air, With E.G.R.
One Gallon Bottle Test (Highway) 27.9 M.P.'G..- . 22.8 M.P.G.
Computer Test (Highway)* 32.0 Av. M.P.G.* 25.0 M.P.G.
One Gallon Bottle Test (Highway) 29.1 M.P.G. 24.7 M.P.G.
Computer Test (Highway)* 32.7 Av. M'.P.G. 25.5 M.P.G.
* No Start Up
September 1978
-------
CAR-BO-TECH., INC.
145 Ocean .Avenue #502
Palm Beach Shores, Florida 33404
Tel (305) 842-8558
SUMMARY OF THE GASOLINE MILEAGE RESULTS ON
THE FIVE TEST CARS
63
RESULTS OF HIGHWAY DRIVING
CEST CAR
ORIGINAL
MILEAGE
.GAS. SAVER
INSTALLED
NUMBER OF
.MILES
INCREASE
7o OF MILES ADDITIONAL
INCREASE .. MILES_?ER_
" " ' TANK OF GA:
I. 1970 Cadillac 13
F-leetwood - -••— — •• •••-•• » - •
• (472' cu.ih. V8 ~
engine) - -
2. 1974 Chevrolet 15
Classic
Convertible
(350 cu. in. V8
engine)
3. 1976 Oldsmobile 15
Cutlass Supreme
(350 cu. in. V8
engine)
'r. 1969 Cadillac 13
Coupe de Ville
Convertible
(472 cu. in. V8
engine)
>. 1977 -Chevrolet- 17 "
Caprice Classic
(350 cu. in. V8
engine)
Average 14.6
19
22
24
22
29
23.2
7
12
8.6
46
46
64
64
70
58
Average % increase in Mileage
Average increase in number of miles
Average increase in number of miles per Tank of Gasoline
144
154
198
216
240
190.4
58%
8.6
190.4
miles
miles
September 1978
-------
64
KEGULT3 Exhibit
There have been two completely different types of
testing conducted on the Company's product "Exhaust GasSaver".
The first type of testing is for the purpose of
measuring the automobile internal combustion engine exhaust
pollutants.
The second type of testing is for the purpose of
meas'uririjr the" a-ctua"l ''gasotine-^mileage obtained .by.._the- test
automobiles that have an "Exhaust GasSaver" installed.
ENGINE -EXHAUST-- POLLUTANTS TEST ' RESULTS
— - The measuring of engine exhaust pollutants, also
known as "exhaust emission control standards" for automobiles,
were conducted by independent operators who received payment
from the Company for their services.
^
There were many exhaust pollution tests conducted.
Every time a major change was made on the "Exhaust GasSaver"
the unit was then tested on the test car by one of "the indep-
ent shops in the area. Most of the tests were done on a 1970
Cadillac Fleetwood with a 4-72 cu.in. engine. This test car
had 6l,^73 miles at the beginning of the tests and now has in
excess of 76,000 miles. No engine work was done on the car
oth'er than changes of the oil, coil, ignition wires, points,
plugs, condenser, oil filters, air filters and the changing
of 2 rocker arms and 4 lifters. The curb weight of the car
is 5,260 Ibs. This 1970 Cadillac Fleetwood has a ^-barrel
quadro jet Rochester carburetor. Tests were also conducted on
a 197^4- Chev. Caprice Convertible with a 350 cu.in. engine and
a 2-barrel carburetor. The curb weight of this test car is
4,580 Ibs. and the vehicle has 72*,06£ miles.
On February .21, 1976 a most significant exhaust
emission pollutants test took place done by the independent
shop known as Computerway Automotive Repair Service, Stuart,
Florida. The test was conducted, by toarc H. Ducote, Shop
Manager. This particular test was witnessed by the following
people« Marc M. Ducote, Stuart, Floridai Donald R. Findlay,
Palm Beacht Kenny Scarborough, West Palm Beach, Florida and
Donald C. Pletts from the Company. This test was conducted
on a Hamilton Standard Computer. A copy of the test, marked
# 1, is attached. The exhaust emissions requirements fo-r a
1970 model automobile are as follows! California (HC) 350,
(CO) k%\ Chicago (HC) 500, (CO) b%. The United States
requirements for this vehicle are 2?5 P.P-h. hydrocarbons (HC)
and 1.5$ carbon monoxide (CO). As this test shows the maximum
amount of CO shown on both idle and at 2500 R'.P.K. shows . 93/*
and .02% of carbon monoxide. The requirements for hydrocarbon?
allowed by the U. S. Government is 2?5 P.P.to. As can be seen
by this test only 150 and 60 P.P.M. of hydrocarbons came from
-------
65
the exhaust of this car engine. As can be seen on thu print, out
copy of this test there is an emissions check ^ and an emissions
chuck I-.. The significance between the emissions check A and L is
that emission check B was done after an adjustment was made in the
amount of recycled exhaust that was allowed to enter the "Exhaust
GasSaver". From many tests, the Company was able to ascertain the
best method and proper place to inject the exhaust gases as well
as the correct amount of exhaust gases.
The next test shown is marked fr 2 and was conducted on
March 11, 1976 with the same equipment" on the same engine when it
had 67,000 "miles.- '• Computerway -Automotive- Repair Service also •—•>- -co.
conducted this test. As shown on the print out copy of this test
all the exhaust emissions were well below the United States, Cali-
fornia and all other State standards.
test marked •# 3 was also conducted by the same -
operator and took place on August 19, 1975- The significance
of this test is that at idle speed (650 R.P.M.) this same 4?2 cu.i
engine showed excellent emission results (80 P.P.M. hydrocarbon
and .Olfo carbon monoxide). This was done on one of the Company's
earliest models. •*
The test marked # b is a most significant test done by
the same operator on November 14,1975- Section A of the test show
the emissions from the engine with the original carburetor on the
engine with none of the Company's emission equipment attached. Th
hydrocarbon content ofthis test (620 P.P.M. and 500 P.P.M.) and th
carbon monoxide content (2.69 and .15 per cent) of this test is wa
above the acceptable requirements level of emissions set by the
States and the U.S. Government. Section C of .the test is also of
extreme importance because it shows that the "Exhaust-Returner"
returns to the engine compartment 96c/o of the same amount of hydro-
carbons that goes .out of the exhaust pipe and 797° of the carbon
monoxide. Section B of the test 5=hows high content of hydrocarbor
and carbon monoxide gases in the engine compartment with the pipe
open in the engine compartment from the "Exhaust-Returner".
The testmarked_# 5 is self-explanatory as it shows the
various settings on the test car such as timing, coil available
voltage, voltage drop, cylinder head compression, R.P.M. at idle,
dwell, timing, spark plug voltage, spark plug load test, battery
voltage, etc.
The test marked # 6 shows how bad the exhaust emissions
can be from an engine when it is not properly operating. This tei
was done by Computerized Automotive Center of Lake Park, Florida.
The hydrocarbons are an unbelievable 2,060 and 2,060 P.P.M. and t)
carbon monoxide at k.\Q% and 10.12%. All of this, of course,
completely unacceptable by any standards.
Tests marked # 7 and # 8 give all the current engine
settings on the 1970 Cadillac Fleetwood test car. The Company's
latest^unit was installed for these tests. This was th'e. first
of the casted units made out of an aluminum alloy.
-------
66
Test // 9 again shov/s improved lower emission exhaust
pollutants:
Idle (600 R.P.1V;. 2500 H.p
Hydrocarbons (P.P.M.) ?0 50
90
Carbon Monoxide (#) ' .44 .04
.46 .02
- " - - - -.67 -
Test 7-7 10 is the chemical analysis of the solid pollutanl
(particulates) that were collected in the Company's "Exhaust GasSav
This test was conducted by Everglades Laboratories, Inc., of West I
,be.a.c h,, El o r.i d a...,
Test #11 was conducted on a 1974 model Chevrolette Capr:
Convertible with a 350 cu.in. engine and a 2-barrel carburetor. TJ
is the first vehicle that the Company built a 2-barrel unit for anc
also using a 350 cu.in. General Motors engine. This print out tes"
shows all the engine settings and also the satisfactory exhaust
pollutants emission check. This test was also^conducted by Compute
way Automotive Repair Service.
Chart # 12 gives the exhaust emission standards, for the
States of Arizona, California, Nevada, New Jersey, Kuw York and th<
city of Chicago.
Gasoline Mileage Tests The second type of testing was .
conducted by the Company, and usually with one or more passengers
as witnesses, for the purpose of testing gasoline mileage. Since
the gas mileage tests may be verified by anyone who would care to
ride in one of the test vehicles only significant results are bein,
reported. Over 10,000 miles were driven in the 19?0 Cadillac Flee
wood while doing the gasoline tests. The gallon bottle test was
deemed by the Company to be the most accurate and was conducted on
the highways in actual traffic. The driver turns off the fuel pum
line and allows the gas to flow into the carburetor from the gallo
bottle. When"the gallon is completely used the engine stops, and
the car rolls to a stop and the mileage is recorded. Tests were
conducted in many types of conditions. As the Company's product
was improved so was the improvement in gasoline mileage and a!.uo
better exhaust emission resulted.
On October 14, 19?6 the latest casted unit on the 1970
Cadillac obtained 19.4 miles on one gallon of gas. Testing condit
v/ere ideal. This unit is the casted unit that will go into, pro-
duction to be used on General Motors aut .iobiles with 4-barrel
carburetors.
The best mileage obtained on the last prototype model
(quadrojets) before casting was 19-1 miles on one gallon of gas.
The average mileage of tests on this model was 18.6 miles per
gallon.
Regular gas (89 octane) was used on all of the above
tests. High octane tests.were conducted with no appreciable
improvement in the mileage or drive ability on the 1970 Fleetwood
Cadillac.
-------
-"- 67
A series of mileage tests were conducted with the
Cadj Vac test car as follows on July 6, 1976.
Auto with original carburetor, coil, wires, but in as
near perfect tune as possible but without the Company's product:
Rerular pas 12.6 miles on one gallon of gas» Unleaded gas 11.8
miles on one gallon of gas.
The original gas mileage test done by the Company in
-1975 on this Cadillac Fleetwood with the original equipment pro-
::d;uce-d .-12. 6-mi-le-s--on one gallon of gas. - --• - •-.- .-~~
New radial tires were added to the car as well as new
shocks. There was no increase in gasoline mileage. lv;any tests
-were .conduc.ted .which produced 17-to—18 mile-s per gallon. . --„._„...
Summary of Gasoline Mileage Results using. Regular Gasoline
on Highway
1970 CADILLAC
Car with original equipment 12.?^niles on one gallon
of gas
Car with Company product installed 19.4 miles on one gallon
of gas
Car with Company product installed 19.1 miles of one gallon
of gas
197^ CHEVROLET .
Car with original equipment 14.6 miles on one gallon
of gas
Car with engine modification 16.5 miles on one gallon
of £.as
Car with Company product installed 19-^ miles on one gallon
of gas
20.0
20.4
20.6
Three different gasoline octanes were tested on this
car on March 24, 1977 with the following resultsi
Regular gas (85.9 octane) 19.0 miles per gallon
No-lead gas (88 octane) 21.6
High Test gas (95 oc'Uine) 22.0
-------
68
On I.iay Jjth, 5th. and 6th. of this year (1977) the
:;nany conducted tests on a 1976 model Oldsmobile Cutlass
;'reme, with a 350 cu.in. engine and a four-barrel quadra-
te carburetor. The "Energy GasSaver" unit installed on
is car is the 2nd. casted model that will go into production,
- Test -marked #13 shows the satisfactory emission
-..,,.•.ck-..wdth,-the (.2_5,00_R:.PvNj. test .showing the. lowest results
: any of the previous testsi
Hydrocarbons (P.P.M.) kO
Carbon.-konoxide .( '"
x. i"—}•». *
The gasoline mileage tests were~as anticipated,
substantial improvement over the car before installation
\: the "Energy GasSaver" i
'76 OLDSKiOBILE CUTLASS SUPREME
Car with original equipment (on highway) 14.1 miles on
one gallon
of gas
Car installed with "Energy GasSaver" .
Ton highway) 26.^ miles on
one gallon
of gas
Car installed with "Energy GasSaver"
(mixed driving) 20.2 miles on
one gallon
of gas
Car installed with "Energy GasSaver" .-- .:
(City driving) 15-^ miles on
one gallon
of gas
-------
/••••• i.».... ••-••-• ; / /l ?;
VEHICLE Tt
(
•» \i
••ORT
fi
c!
™-' -ST.
0 1500
A I DM- 00 08 ANY
1 c "5 "» F N; i ^
f 7 O O C.P* i „»
' ' ' ">Lj ' '• ' " _
J ^ c* / ^ • .S
933 EM IS
L :'Jt.£-7 67 "' ' ' ' -
^'63 -
.VU $86
• — •)
3. 933 EMIS
*•«•" // (
J-.a/v \ 67 .
t^ 68 -
>C--i-> S 66
'^W V P<7
. i r /> j_ O 7 -
v. /; . • , /• .-,1
U-«/jl*j^ *'(.*'>
~"""~v ,* *J M LM
/-^..L >•» ,C\. i^-<.^(.
C ,,_
•^f -^- 3T -*J«i-vA ._x> .'
^'cj.^, i~, tu:.f.i>
— - j. . f1- })j
'**' *"^ <\ /
A *
.1 xi. A*.1U\ ;•< ..' ^
"V> -,
'•>' - ;
1
•i
/,
-
t
1
* ' ' i
' i
.:<•>->' AI .:T
*?> cL^^ir;;
, c /o ;'/°v
•?/• ..
TEST VALUE *-
_>M1T . • MICH LIMIT
CAR,V6
C T i"l \l C P 1 / £" P I/
... lU.^b L. H C. L K „ 4 y ,,..£. ;-.,., ,,--*;-r( -
-"' r^~t^/^r
to ' \ '
E10NS CHECK ^
--- 2*30 J2BO.,...
:-- K39 2.50
-"-- 80 280
.17 2.50
5 IONS CHECK***.
150 2cO
.93 2.50
"-- 60 280
.02 2.r.0
r • f- f * /
1 * •V>.J>«..\>») tir>i/l.-'-| /»'t
f/)
— ^ t— •"* C-^ >\x>x> C 't ^
»
; / //. , ? ' /- /-„
U~~* r.j •*». *^-«v.i.*4 >s)\>iti r i
I {:/ ! |
>,_<«*-<. /'<:'/
' -*•» * i-
/ ' 1 J\ / ' ^J
tl /i • • -"*-^^ L- *- / ^ ./v\ *^'s-*
* * '" X J .
* • S * ' i /""
/ / ' f /' / " IV / L t
--Yh*-1 tv. .(r- .—. ' ' <-
1 y' V '•' /'
^^ . ""l
/ 1 ')//••
' ' i" L>i ' Xv ^^ ' /•
» /. ^. *-l-C^"^N.
,
' *• / ' \ *
l'.-"'1"' /U / ,iAlftu
./ [' •'• s\
•^1^ ' «-../..
i." '-'• 5>'
" L V • O
W"1 ' •/• <-• ,
*; c / *->"'
TEST
NUMBER
OOI
oo;:
00 ji
OO4
00!
ooe
• 007
ow
- _5iD09* •
etc
Oil
01:
013
014
016
Ot7
oie
OK
0:0
021 -021
. 02S
030
031-038
039
OJO
CM 1 -CUB
04»
050
051-058
OSS
060
Ml
W2
063
064
065
U6C
067
068
069
070
07I-07«
07V--OB5
DM
087
DUD
Voo
088
090
0»1
09!
093
094
Mi
096
097
IOO
TEST DESCRIPTION
BATTCRY VOLTAGE - PRECONDITIONED
BATTERY CURRENT DRAIN
SPAHE
SPARE
COIL PRIMARY VOLTAGE (»)
DISTRIBUTOR POINT VOLTAGE DROP
SPARE
SPARE
CRA'flKINO S-TARTER CURRENT (LOW LIMIT)"
CRANKING STARTER CURRENT (HIGH UMlT)
STARTER CABLE VOLTAGE DHOP
BATTCSV TO RELAY VOLTAGE DKOP ' .
STARTER CONTROL VOLTAGE
BATTERY CRANKING VOLTAGE
BATTERY TO'COIL VOLTAGE DROP ' ' "-'".."'
. CRANKING RPM ... .. . -r • - "r
SHARE
COIL AVAILABLE VOLTAGE (Kv PROBE IN COU.
TOWER) '
COIL AVAILABLE VOLTAGE
DISTRIBUTOR ROTOR GAP VOLTAGE
SPANK PLUG FIRING VOLTAGE
DWELL-CRANKIHC ' ' '
BASIC TIMING-CKAIHKING (VACUUM OlSCONNECTCO)
RELATIVE CYLINDER COMPRESSION
SPARE
CURB IDLE
CYLINDER POWER CONTRIBUTION
DWEU-
BASIC TIMING (NO VACUUM)
SPARK PLUG FIRING VOLTAGE
COIL AVAILABLE VOLTAGE (KV PROBE IN COIL
TOWERS .
COIL AVAILABLE VOLTAGE
ROTOR. GAP VOLTAGE
DISTRIBUTOR CAPACI1OR TEST •_ . ".
COIL TEST
FAST IDLE
LOW CURB IDLE
MANIFOLD VACUUM
HYDROCARBON CONTENT
CARBON MONOXIDE CONTENT
SPARF
BATTERY TO COIL VOL_TAG£ DROP
SPARK PLUG LOAD TEST
SPARE
HYDHOCARBON CONTENT
CARBON MONOXIDE CONTENT
DWELL '
MECHANICAL ADVANCE
TOTAL ADVANCE
SPARE
BATTERY TO COIL VOLTAGE DROP
COIL AVAILABLE VOLTAGE
SPARE
BATTERY VOLTAGE •
REGULATOR BATTERY VOLTAGE
SPARE
ALTCRNATOH OUTPUT VOl. TAGI'
^PARC
.'
/
—
VOLTS
AMPS
VOCTB
VOLTS .
'- i
... .
AMPS
AMPS
VOLTS
VOCTS ',
VOLTS
VOLTS
VOLTS -"
i»p»r
K VOLTS
K VOLTS
K VOLTS
K VOLTS
DECREES
OEC«CES
PERCENT
->. ^
HPM ' '
PERCENT
DEGREES
DEGREES
K VOLTS
K VOLTS
K VOLTS
K VOt-TS
COUNT?
V.EVIL- -
KVOC.TS
RPM .- .
RPM "
PS*A,. •-
PPM
PERCENT
VOcTS
KVOLTS
PPV. . .
PEHCEhfT |
OrCA£CS
DECKEES j
OEOAEES
.
VOLTS
K VOLTi
VOLTS .
VOLTS
VOLTS
i
1
INUlCATTSOUT Or LIMIT CONDITION
INmCATffi MAMllAI L^' TNTCt'l f) TfrT VAl.Ut
c>' •», i' ' • i - r{
^? * l.i I I \-« CJ ' \i
P
-------
•/•/;D
70
VEHICLE TEST REPOFTi
lY
' / • ( ffrv^—j ,p< •». ^
__. ^. ^_ . . __ . . _ ^. > p -r- > c
'•* * ** ''-''UJ^^-' ACCtPlAOLt- 'Vat VALUE ACCEPTABLE
PO 1 500 -
A I DN- 00 08 ANY CAR,V8
T *Y ?^/
•^ *r"V86 70 - -280 -
- . .£-87 ---.:. r_--_-- -.-.i-02 .- - .- 2-50...
W/c (67 150 ' 280
iftlttfCbB .90 2.50
•""-'*•"" - -• •--•-<.-•-- -.,-..-,,»-..
/O ' • 0 /" / A o,/^j*. A^
o^*1 » . j
v- *-\ A /£F * f-f ' ' J
. f^ •
^ • v^ Y •* /^
c/ . \ p'^wvSj. y C«-\,t,flo<-^j^
0 -*
- •
'••*• . -vLhA--
TfST
NUMBER
00) ' .
OOJ
003 .
• ) • '•'.•jj *'. !
CJIBTRIBUTOR POINT VOLTAGE OftOP- .'. • ,'• . '"'. .; .
SPARE - •-,„ . . \r"-'--':r >•.:•••:•-
SPARE ' . ' rk».- " '
CKANKINS 5TARTCR CURRENT . •."
ETA«TER CABLE VOLTAGE DROP •"- •*-'•',•> .V
BATTERr TO RELAY VOLTAGE DKOP' -' '•' •%> -^ ' •". '• '
STARTER CONTHOL VOLTAGE - ' "V*V?;; ' '.^ "
BATTERY CRANKING VOLTAOE • . '; "•'-•**•.'',..
BATT-ERY. TO.COIL VOLTAOE tVK>P. ^ ..V .'.("•• '-.••*
CRANKING RPM .. •'».'"* O I"
COIL AVAILABLE VOLTAGE (Kv F-MObC 1^ COtC i V'
TOWER) -^ i "Vi; !
COIL AVAILABLE VOLTAOE . *" %-.•'" ^- •
DISTRIfcUTOR ROTOR GAP VOLTAGE •. "?.*-", *X'
DWELL-CRANKING -\ • - ''I'f '•"•''*"*:' \
BASIC TIMING- CRANKING (VACUUM OlSCONNOJTtDl
RELATlVl CYLINDCH COMPRCSSION '""' ,.'i' f
SPARE •'••• " •' .' '<*•.'..'. '"'
CURB IDLE ' ' ..v..^. •: •=
CYLINDER POWER CONTRIBUTIOM ,-'.-'• ' \ •; ,. '
BASIC TIMING (NO VACUUM1) ' ' '-.'•.,'.'
SPARK PLUG FINING VOLTAGE ' ' / " rx'; •
COIL AVAILABLE VOLT AGE, '••:'•.
MANIFOLD VACUUM .••". '. V''jJ''-*C-'-:
HYDROCARBON CONTEHT J • ^.'
- , .1 , . •
CARBON MONOXIDE CONTENT : » ' _.-;
SPAR? •• ' : •r;-:'-'>j.: '•'..-
BATTERV TO COIL VOLTAGE DROP •' "»'' s- . "*-..-.
SPARK TLUG LOAD TEST •''..;"•' •-
SPARE ' " 'T.X.*' • ]
HVD«OCAN SON CONTENT •"
CARBON MONOXIDE CONTENT ;:'7.'-.' ••
DWELL. : . • •..'•-•(. '•"" ••
MECHANICAL ADVANCE . '-' ' ...;'.' -
TOTAL ADVANCE . ; ./ .. ' :••;
SPARE •'"«»"•"'.
BATTERY TO COIL VOLTAGE D«OP :.•-'. '•
COIL AVAILABLE VOLTAGE ' -. . ',.•..
SPARE • • '• ' V .-.-
BATTCKY VOLTAGE • V '•
REGULATOR BATTERY VOLTAGC
SPARE
ALTERNATOR OUTPUT VOLTAGE
SPARE
SPAKE ' • ••' •••:'.
'• " . '• .'.''•
a
H'i
VOLT5 .
AM?4
" ".* *
"
VOLTS .. •
VOLTt'V.
, V. •• ^ •
AV«?S--. •-
VOLT* '
VO4-."t5 * * "
'VOL'*1 *..
VOLT* ."."
VOLTS *-."
^jS".: •
K VOWTK
. "• .•-*"*•*.
'ii vpLTy"
* VOL>» f
D£.Qt£ES 1
&£OJt'Cti '
• • • •' , v . i.
-HfM:- ' • ,
PEWCEXT.
OEuMECft
K VOLTS
ic vovrs
• ,
K'VOLT*
« VOLT1 .
fXJUHTS
H VOLTS
IIPM' *.
RPM
rS-'-.
PEUCBKT
*'Vv; x-
VOLTS .r'
« VOLT*
• '. * . ' •
rnt' ,|'C
rrncrwi
" OEGMCXS
OEfcWtCI
PCCJctin
>.'^.,
• VOLTS'
K VOLTS
"? •
VOLTS ''
VOLTS-
VOU,T»
t
A . •'
. '
&
Hamilton
Standard
U
'ft,,
INDICATES OUT OF LIMIT CONDITION
K(ANUALt.Y CNTCHCD TEST VALUE
-------
MI.-! SERVICE, INC.'
P 0 Box 2734
1748 Palm Beach F&
Slu:)rt,FL334&4
28^-2044, .... :.
//^^0JBV-
^ 3>'J) VEH
VEHir-_E 7EST REPORT
1 ACCEPTABLE ACCEPTABl r
. TtSTNUMUfP' . ,w, .„.,,. TtST VALUE *>-»-LriABLU
L°w LIMIT HIGH LIMIT
U 1 b U U f/-)/\ L°"r/-'^ tJ- ') > /J T £
1 //° u \&X- *-f /U t-\*. J •* . i^>,.l*s*^_
AIDN-0008 ANY CAR^VB
.
933 EMISSIONS CHECK
i^t) f-t
-1D\€ /67 80 280
^ ~ *""'*" O-O '— - - jjtf ." ,™,T *™ -» <, . -r—E*.jv, ly ,,-n ,., , „ ,2 * 5 0
l **'{/*'
e
i" o /^ ~ 2- 1
t-J 1 *
^2<^i> ^ /lp>~> •• *T •
i
•--
• . » .
— ~- - ^ — —
/7
. /yPy i s~ ?^~ffr~ f*\d fl {^f
A-i t\ P If J*&^ <^r &>{ L~ Ocw(: ^*
jfl'r*** •^\"'^- »T^
/ /J ("^ "~X
/ li /** . ^ L^'t'W / *r^l t) S\ /' ^v» ^ ^ *^T
I \ \ \ L* L>* i_ 4^- ^^ * t, -\_,~s\j^s** ^^C /
n Cl -\ —x ^
-4^-Nt/ .. -. .
Hamilton U
•• • . _ _i ,„ ,,.,• . ,<->
TEST
NUMBER
1
001
O02
00}
004
005
006
Otti
OO9
010
on '
012
013
014
015 •
016
• 017
. 0)8
' 019
I 020
• 02I-C28
02V
030
• 031-OJB
Oi9 . .-
040
041-1148
049
050
051-058
. OM
060 . '
06)
.ey.
06)
064.
065
066
OC7
068
009
070
071-078
079-085
086
087
oae
DBS
Ml
to,';
09:1
W1
095
09S
097
09»
099 '.
" !to
TEST DESCRIPTION
BATTERY VOLTAGE - PRECONDITIONED
BATTERY CUHHENT DRAIN, . • V • '
SPARE • •>•.
SPARE. ' •'.
COIL PRIMARY VOLTAGE (O - " '.
DISTRIBUTOR POINT VOLTAGE DROP
SPARE - ' *
SPARE' '-•"•••' •--.-(.
CRANKING STARTER CUHRENT (LOW LIMIT)
CRANKING si -... i EH CURRENT (HIGH LIMIT)
STARTER CABLE VOLTAGE DROP ,,.
BATTERY TO RELAY VOLTAGE DROP ( •"
STARTER CONTROL VOLTAGE __ '
BA'TTE'ITY CR'ANKiNG VOLTAGE- '- ' - - .-M-C^ »
BATTERY TO COIL-VOLTAGE DROP. . . „ ,
CRANKING RPM ' • "
SPAKE .' '•*•'
COIL AVAILABLE VOLTAGE (Kv PROBE IN COIL
TOWER) s . .
COIL AVAILABLE VOLTAGE ~ ' V.
DISTRIBUTOR ROTOK GAP VOLTAGE
SPARK PLUG FIRING VOLTAGE
DWELL— CRANKING . — . •
;j^Sic XMING-CRAHKING (VACUUM DISCONNECTED^
RELATIVE1 CYLINDER COMPRESSION ,, ',.
SPARE '.' •'•'•« I..1
CURB IDLE • ' '"":
CYLINDER POWER CONTRIBUTION ' .'. . .•_>
DWELL
BASIC TIMING (NO VACUUM)
SPARK PLUG FIRING VOLTAGE ' •
COIL AVAILABLE VOV.TAGE (KV PROBC IN COfL.
COIL AVAILABLE VOLTAGE ' J
ROTOR GAP VOLTAGE
DISTRIBUTOR CAPACITOR TEST,
COIL TEST ' . . •
FAST IDLE
LOW CURB IDLE * '
MANIFOLD VACUUM
HYDROCARBON CONTENT
CARBON MONOXIDE CONTENT
SPARE
BATTERY TO COIL VOLTAGE DROP
SPARK PLUG LOAU TITST
SPARE
HYDROCARBON CONTENT
CA'RBON MONOXIDE CONTENT
DWELL
MECHANICAL ADVANCE
TOTAL ADVANCE
SPARE
BATTERY TO COIL VOLTAGE DROP
COIL AVAILABLE VOLTAGE
SPARE
BATTERY VOLTAGE
REGULATOR BATTERY VOLTAGE
SPARE • ' ;
ALTERNATOR OUTPUT VOLTAGE * •
SPARE
SPARE • ' .
UNITS : •
X
VOLTS .
AMPS •
' -
VOLTS
VOLTS
AMPS
AMPS
VOLTS
VOLTS
VOLTS
VOLTS .
VOI_T5.__
RPM
K VOLTS
K VOLTS
K VOLTS
K VOLTS
DECREES
DEGREES
PERCENT
"•'"„ *
RPM .«'••
PERCENT
bEGREEb
DEGREES
K VOLTS
K VOLTS !
K VOLTS
K VOLTS
COUNTS
ii i- r-
1-1--V"- -
K VOLTS
RPM
RPM
PSlA
PPM
PERCENT
VOLTS
K VOLTS
PPM
PERCENT
OEGHCEJ
DEGREE;
DEGREES
VOLTS
K VOLTS
VOLTS
VOLTS
VOLTS
• INDICATES OUT OF LIMIT CONDITION
M INDICATES MANUALLY CNTEHLD TCST VALUE
-------
f / . -
VEHICLE TEST REPORT
*
J*
r->
^
i
x* .
I;U«.i
/"'
ST..
L'*,.'
>uf<
luti
\
•* , • f . i r ACCCPlAfcJl t ~rr, «- . , ., , , . r- ACCEPTABLE
T l t* 7 NLJMULK _, TCjT VALUE
LOW LIMIT H(C>rt LIMIT
^Vo f\Ui^ r-tiWJ l/'M £4..^.
Iff V-' /J »
-iIDN-0008 ANY CAR,V8 ^,/^vc
t)
"• 933 EMISSIONS CHECK... .. •
• /- 67(Td-Ikf 620* 280
Wo, 6 6 i ^ 2-69* 2.50
• ---.-86*} — — — ~ 500* P R fi
• 8 7^> -• /^ ^-'' • • .-1 5 - ..,_. -2 . 5.o"-~ ' -
, 933 EMISSIONS CHECK
L— *\. »^ ,
( 67/X^/e 690* 280
5[s 6a^ 3.27* 2.50
">tX 86"^.^^;, T'^-^T 630* 280
}^.rJr B7\a- ---^ , .15 2.50
~— ^
933 EMISSIONS CHECK
"\ t> "^9
67/vij ~'ri~./ 600* 280
6 8J - Jt-i/' 2.12 2.50
"^ 86>.. -t^f^J ^80* 280
R T \ * ^ - -^J' — ^ ti o <^ n ^
L) ^'j"'j'i * .11 C.DU
*\
*
- ..
/
k.)
TCST
NUMBER
001
OOZ '
O03
004
OOi
006
"007
oot
' 'OW
010
01)
012
013
014
"'015 /
-016-
017 '
016 •
019"
020
021-0211
029. . "
031-033
0)9
040 .
041-04J
049 '
OSO
051-058
059
060 '
Oot
062
063
064
065 '
Oc6
067
MB
C»9
070
07l-tl78
07i.-(lll5
• Odi
On 7
' one
coa
09Q
O9I •
092 '
093
094
09S
096 .
097
098
W9 ' .
' 100 A.
• f •
TtST DESCRIPTION
BATTERY VOLTAGE - PRECONDITIONED . •
BATTERY CUMRENT DRAIN
SPAhE
SPARE
COIL PRIMARY VOLTAGE: (»)
DISTRIBUTOR POINT VOLTAGE PROP
SPARE. ----- - -
SPARE
CRANKING STARTER CURRENT (LOW LIMIT) ' '
CRANKING STARTER CURRENT (HIGH LIMIT)
STARTER CABLE VOLTAGE DROP
BATTERY TO RELAY VOLTAGE DROP
STARTER CONTROL VOLTAGE
BATTERY CRANKING VOLTAGE
•• BATTERV^PO'COIL VOLTAGE DROP - - i'-^v _
. CRANKING RPM. . . .. „ .
SPARE • "
COIL AVAILABLE VOLTAGE (K... PROBE IN COIL
TOwtR)
COIL AVAILABLE VOLTAGE
. DISTRIBUTOR ROTOR GAP VOLTAGE • '.
'. SPARK PLUG FIRING VOLTAGE
DWELL-CRANKING
BASIC TIMING-CRANKING (VACUUM DISCONNECTED)
RELATIVEJ;YLINDEH COMPRESSION
SPARE
CURB IDLE
CYLINDER POWER CONTRIBUTION
DWELL
BASIC TIMING (NO VACUUM)
SPARK PLUG FIRING VOLTAGE
COIL AVAILABLE VOLTAGE (KV PROBE IN COIL
TOW £H)
COIL AVAILADLE VOLTAGE
ROTOR GAP VOLTAGE
DISTRIBUTOR CAPACITOR TEST
COIL TEST
FAST IDLE
LOW CURB IDLE
MANIFOLD VACUUM
HYDROCARBON CONTENT
CARbON MONOXIDE CONTENT
SP»HF
BATTERY TO COIL VOLTAGC DROP
SPARK PLUG LOAD TEST
SPARE
HYDROCARBON CONTENT
CARUON MONOXIDE CONTENT
DWELL
MECHANICAL ADVANCE
TOTAL ADVANCE
SPARE . ' ' '
BATTERY TO COIL VOLTAGE DROP
COIL AVAILABLE VOLTAGE
SPARC
BATTERY VOLTAGE
REGULATOR BATTERY VOLTAGE
SPARE • ^ •»' lt._
ALTERNATOR OUTPUT VOLTAGE .' •! . r . "_'
SPARE ' ' '
; SHARE
y 7
UNITS
VOLTS
AMPS--
-
VOLTS
VOLTS
AMPS- -• •
AMPS
VOLTS
VOLTS
VOLTS
VOLTS
VOLTS .
RPM
K VOLTS
K VOLTS
K VOLTS
K VOLTS
DC GHEES
DEGREES
PERCENT
RPM
PEKCENT
DEGREES
DEGREES
K VOLTS
K VOLTS
K VOLTS
K VOLTS
COUNTS
LEVEL
K VOLTS
RPM
Rl-M
PS1A
PPM
PEKCENT
VOLTS
K VOLTS
WM
PERCENT
DEGREES
DEGREES
DEGREES
VOLTS
K VOLTS
VOLTS
VOLTS
„
VOLTS
1
^-..
l-lomilton..
:->tandcird
U
• INDICATES OUT Olr LIMIT CONDITION
M INDICATES MANUALLY CNTCRCD 1CST VALUC
ft.
-------
« ,;.«<•.
"V,... •V.J'. •
VEHICLE TEST REPORT
* V " ' *
TrST NUM»CR
11402 ^?(
tIDN-031 1
. .-::•. -.. •. r _-3 \ -
32
33
34
.,,-., .-3. =>,,„.
-1 £.
O O
. 37
33
920 I
5
6
40
49
70
fi°"
0 R/C •
921 :
40
50
51
52
53
54
S5
56
57
58
71
72
rj »>
7o
74
71-
5
76
77
16
6C
ACCEPT ABLE
LOW LIMIT
\ I J^/'i-iiljLD-^i
CA 472A,
„ ...
•— • / j ,
""7-:,
7 j
7S
_7S
7c
, . . . '->..„
75
"75
'rii:iArtY i
.
6.3
,_
540
23-0
A
v>
- pr.iriAHY
:ZCOIJDA~.Y
540
6.5
7.0
7.0
7. 0
7. 0
7. 0
7.0
7. 0
7.0
*. _ _ .
~* ™* ™" ""
- - —
•_ M ~» M
H — * _
'J2.C
TEST VALUE
f-Jlut. riuj/i o
1 '
V3 -, ' ^
», •
: • '•?.-„
i \
'.'?>
96
ion
O *7 ~
•97
n y •
GNITION
7.5
. 1
560
30.3
5-0
a
\>
IGMITIOU
IGNITION
590
28 . i\ »
9-3
9.0
9.3
9.2
9.2
3.8
10.1'
9.7
. 0
1 .6
1 • 0
1 . 1
t
• \>
\ .0
.0
1 .0
23.6
ACCEPTABLE
HIGH LIMIT
^
* A • L
••*&****•
•"
1O ft
0 U
no
on
uo
00
On -
LI
oc
100
.3
660
32. 0
6. I)
.j
•J
660
8.5
6.0
6. 0
6. 6
6.0
6. 0
16. 0
16.0
16.0
3. 0
8- 0
I)
K.O
'J. C
8. C
TEST
NUMBER
noi
00)
004
OK
oot
007
001
00*
010
Oil
01]
Oil)
"" Oil!
• -01!t
Old
0«7
ota
011
MO
021-028
02»
0:0
OM-03S
o:.»
CViO
OA 1-041
0.1*
O'JO
031-051
039
OiO
Obi
042
Mi
C14
Ini
(*4
1)67
06ft
IXt
070
OM-078
079-OBS
06(>
OB7
OKI)
0»9
O^Q
091
092
091
094
09S
oot
0^7
001
(N9
li*
TEST DESCRIPTION
BATTERY VOLTAGE - PRECONDITIONED
BATTERY CURRENT DRAIN
SPARE
SPARE
COIL PRIMARY VOLTAGE (»1
DISTRIBUTOR POINT VOLTAGE DROP
SPARE
SPARE -' ' - • • ..
CRANKING STARTER CURRENT (LOW LIMIT)
CRANKING STARTER CURRENT >H|GH LIMIT)
STARTER CAULt VOLTAGC D*OP
BATTERY TO RELAY VOLTAGC DMOP
STAHTE* CONTROL VOLTAOE
BATTERY CRANKING VOLTAGt'' " ' • — "
BATTERY. TO COIL VOLTAGE.DROP
CRANKING RPM
SPARE
COIL AVAILABLE VOLTAGE LIMIT CONOlTION
W INOICATCS MANUALLY CNTCNID TLV-T VALUf
-------
IJV
i?~"rf- •5-%
-
VEHICLE TEST REPORT
D
ACCEPTABLE ACCEPTABLE
TEST NUMBER LOWUMIT TEST VALUE H|GHL1M|T
>U02
• I DiO ~ 0 3 1 1
o i — - 7 . :> 7 . ii
. . : ..v. :.->»..'»-•_. -si i r t-,-:f. >•_...,.-.. :,•-; •
0 1\ /C - 3'jIC-L): IDAixY IGi-JlTlQlJ
Q *} *< "~'Mr"C:TfVI'° P W V " *" "
VoJ ._. . 1 _> b 1 Jw _ i.n_./ti.
* * ' ' ' - : *. . . „ , _, .,..-.-. ....
07 *•*-» :;:'. U
933 EX 1 3 S I CJ.M ^ CH I-J CK
**~+
i~f\ i c 7 — — — — • • n r n '* o <"• n
jl/'__^ w ••'*
^ 6tt — — — — 4.10* C * 5 u
' /ny^fc :- 2060* 230
>U J) 37 N JO. 12* 2.50
•
393 R/C - EMlGSIOiJS SYSTEM
»
.
' .
v . . •
* - ...,,-...
TEST
NUMBER
.001
on]
OM
O35
006
007
00»
010
Oil
C12
CIJ
CH4
CMS
(I1»
017
Oil
020
O2I— 021
0»
010
011-038
OM
040
041-048
049
OSO
051-056
OS*
OSO
061
062
06}
064
06}
''• 0*4
«7
' f ' OfcB
06»
070
071 071
07»- OK
0*6
o.;
ota
Ob»
049
Ml
092
Ml
O»4
MS
096
W7
MB
Ot9
. 100
TEST OEiCHlPTION
BATTERY VOLTAGE - PRECONDITIONED
UATTERY CURRENT DRAIN
SPAHE
SPARE
COIL PRIMARY VOLTAGE (O
OlbTRIBUTOR POINT VOLTAGE DROP
SPARE
CRANKING STARTER CURRENT (LOW LIMIT)
CRANKING STAMYER CURRENT IMK>I LIMIT)
STARTER CABLE VOLTAGE DROP
BATTERY TO RELA> VOLTAGE DROP
STARTER CONTROL VOLTAGE
BATTERY CRANKING VOLTAGE
BATTERY TO COIL VOLTAGE DROP - •- • •
CRANKING RPM - -•
COIL AVAILABLE VOLTAGE IKV PROUC IN CXML
TOWtRl
COIL AVAILABLE: VOLTAGE
DISTRIBUTOR ROTOR GAP VOLTAGE
SPARK PLUG FIRING VOLTAGE
OWELL-CRANKING
BASIC TIMING CRANKING IVACUUM DISCONNECTED)
REL>TIVE CYLINOE.H COMPRESSION
CURB IDLE
CYLINDER POWtrR CONTRIBUTION
DWEI_L
•BASIC TIMING (NO VACUUM)
SPARK PLUG FINING VOLTAGE
COIL AVAILABLE VOLTAGE IKV PROSE IN COtL, .
TOWER) .•
COIL AVAILABLE VOLTAGE
ROTOR GAP VOLTAGE .'i .'.'•
DISTRIBUTOR CAPACITOR TKST v • . . ••
COIL TEST
FAST IDLE
LOW CURB IDLir
MANIFOLD VACUUM
HYDROCARBON CONTENT
CARBON MONOXIOC CONTENT
SPARE
BATTERY TO COIL VOLTAGE O^O?
SPARK PLUG LOAD TEST
SPARE
HYDKOCARBOM CONTENT
CARBON MONOXIDE CONTENT
DWELL
MECHANICAL ADVANCE
TOTAL, ADVANCE
SPARE
BATTERY TO COIL. VOLTAGE DROP
COIL AVAILABLE VOLTAGE
SPARE .
BATTERY VOLTAGC «
REGULATOR BATTERY VOLTAGE
SPARE
ALTERNATOR OUTPUT VOLTAGE
SPARE
SPARF.
1MITS
VOLT!
AMP*
VOLT!
VOUT!
AMPS
AMPS
VOLT
VOLT.
VOLT
VOLT
votr
ftPM
KVOt
« VOI
KVOt
K VOi
DC CM
DEC*
POtc
•PM
rcwc
DEC*
DEC*
KVO
KVO.
KVO
KVO
cou»
UEV1
KVO
M>M
MPM
rt,!'
PPM
PC*
VOL"
K VC
PPM
^ER
DEG
DEC.
OEG
VOL
K VI
VOL
VOI
VOI
...If
'
s
Hafniiton
U
rV
iNiMtAif soul or i IMIT
IMUlCAllS MAMUAl LY CH
TCST VALUE
7VMM-I
-------
•• r-
75
VEHICLE TEST REPORT
'•'.UJMiril ACCEPTABLE TESTVALUC' ACCEPTABLE
• MJ"*»r» i_OW LIMIT TEST VALUe HICM LIMIT
lO
J-0008 A.JV CAR,V6
5 5.0 If . 0
..: 6 -.---- .. 1. .3
31 75 ?J'> I Jin
3T: -75 00 ICO
33 75 61 100
34, , t .... .75 61 IOC
.35 . , ,75 _, 9P _ . in?)
36 75 o.-j jon
3? 75 i no irn
38 -»5 95 100
40 3CC 250 30RO
49 33.0 90. C
66 3?. 2 90.C
51 7.0 1 .c 1 6. C
b? 7.0 1.7 16.0
53 7.0 1.6 16. C
54 7.0 0.7 16. C
55 7. C 0.7 , 16.0
56 7.0 1.0 16. 0
57 7.0 2.0 16.0
58 7.0 1 .? 16. 0
71 1.3 8. C
72 . 1.2 8.3
73 .0 8- C
74 2.4 8-C
75 1.6 8.0
76 2.5 8 • C
77 ---- 2.5 8.0
76 .6 8. 0
95 12.7 14.0 15.5
60 22-0 21.5*
70 9.4* 8-0
50 18.0' 60.0
9C 61 .4* 60. 0
49 26.8 90.0
59 22. C 21.5*
50 !?.», j.D.C
1. 1 r . . !> 7.5
62 6 \',* ;.
-v; :ui..:, OC.T)
' j 0 13.7 6C-0
5 5.0 .0* ----
TflbT
NUMBER
001
002
DO)
OO4
COS
cos
C'07
008
(MO
(III
(112
(111
014
- 1115
016
017
me
01)
020
021-021
02»
010
OJI-OJB
OJ»
040
041-041
04«
OSI-Oii
•ow
'o&o
061
062
06)
064
06S
06«
067
OoB
069
070
071-07*
07»-oes
OM,
OB7
0»B
069
Ml)
091
092
091
004
045
096
097
Ova
100
TEST DESCRIPTION
BATTERY VOL TAGE - PRECONDITIONED
BATTERY CUR Fit NT DRAIN
SPARE
SPARE
COIL PRIMARY VOLTAGE (•)
DISTRIBUTOR POINT VOLTAGE DROP " '
SPARE
SPARE
CRANKING STAN TER CURRENT (LOW LIMIT) . <- . -
CRANKING STARTER CLWHCNT (HIGH LIMIT)
STARTER CABLE VOLTAGE DROP
BATTERY TO RELAY VOLTAGE DROP
STARTER CONTROL VOLTAGE
BATTERY CRANKING VOLTAGE . .,
BATTERY TO, COIL VOLTAGE DHOP - ' . . '
CNANKINC RPM •'•
"SP'AHE ' •••••-
COIL AVAILABLE VOLTAGE (Kv PROBE IN QOU.
TOwtMl
COIL A VAIL ABU: VOLTAGE
DISTRIBUTOR ROTOW GAP VOLTAGE S
SPARK PLUG FIRING VOLTAGE
DWELL-CRANKING • ' '
BASIC TIMING-CRANKING (VACUUM CMSCOHMECTCO)
RELXTIVC CYLINDER COMPRESSION
SPARE . '
CURB IDLE . .
CYLINDtR POWER CONTRIBUTION
DWELL
BASIC TIMING (NO VACUUM) . ' "
SPARK PLUG TIRING VOLTAGE ' '
COIL AVAILABLE VOLTAGE (KV PROBE IN COIL
TOWER)
COIL AVAILABLE VOLTAGE '
ROTOR GAP VOLTAGE '.. •
DISTRIBUTOR CAPACITOR TEST
COIL TEST
FAST IDLE
LOW CURB IDLE;
MANIFOLD VACUUM
HYDROCARBON CONTENT
CARBON MONOXIDE CONTENT
SPARE
BATTERY TO COIL VOLTAGE OM5P
SPARK PLUG LOAD TEST
SPARE
HYDHOCARBON CONTENT
CAM BON MONOXIDE. CONTENT
DWELL
MECHANICAL ADVANCE
TOTAL ADVANCE
SPARE
BATTERY TO COIL VOLTAC.E DROP
COIL AVAILABLE VOLTAGE
SPARE
BATTERY VOLTAGE •
HEGUl-ATOR UATTCRY VOLTAGE
SPARE
ALTERNATOR OUTPUT VOl TAGE
&PARC
.
UNIT!
VOLT
AMP*
VOLT
VO'_T
AMPS
AMP<
VOLT
VOLT
VOLT
VOL7
VOLT
RPM
KVO1
* VO!
K VO>
K VO
OCO
OCGf
rew
RPM
PEIX
OEGf
M VC
K VO
K VO
K VO
COIN
LEV:
K WV
«TFM
NPM
PSl<
Pf H
PE»
VOL
K VC
J-tR-
ore.
ore
DEG
VOl
K V
VOi
VOl
VOl
mlrori
p.uorcJ
u
• INOlCAlf OUT OF LIMIT CONDITION
M INUICA1L-. MAl ICbT VAt UE
-------
76
VEHICLE TEST REPORT
D
ACCEPTABLE ACCEPTABLE
. TC9T.NUMWC" LOW LIMIT TEST VALUE HIGH LIMIT
01500
M I UJ - 0 0 0 3
6C
:, i •
sr "i
o * .
b3
5/4
55-
5o-
57
Stt
933
67
t.E
-
f:;_ . C ."If1 . 6
1-7. p- r: .V ---• .10. C -
7 . J 9 . -J> 1 H .4 16.0
"--• -7-.-0- 1 1 .-3 • 16. 0
7 . C 1 0 . Q 16.0
.7.0 1 0 . /i 16.0
hi-:irsio.Ms cute;:
70 280
./i/i 2-50
.
'
i
TEST
NUMBER
001
002
00)
OM
004
006
007
OM.
009
010
Oil
012
Oil
014
015
016
017
OK
OK
020
021-02*
on
Old
031-03*
OJV
MO
Mi-cut
04 fl
Oil)
051-058
esvi
0613
061
Oo2
06)
061
Oil
06*
067
Oil
0(9
010
OVI-07B
OV»- UBS
0«
OH7
Out
01)9
C>!5
0(1
092
091
OX
CSS
cvfc
M7
we
100
V
TEST DESCRIPTION.
BATTERY VOLTAGE - PRECONDITIONED
BATTERY CURRENT DRAIN-
SPARE • " '
SPARE
COIL PRIMARY VOLTAGE (O
DISTRIBUTOR POINT VOLTAGE DROP
SPARE
SPARE
CRANKING STARTER CURRENT ILOw LIMIT)
CRANKING STANTE.X CURRENT (HIGH LIMIT)
STARTER CABLE VOLTAGE DROP
BATTERY TO RELAY VOLTAGE DROP
STARTER CONTROL: VOLTAGE
BATTERY CRANKING VOLTAGE .
BATTERY TO COIL VOLTAGE DROP -''*
CRANKING RPM - •• • -
SPARE
COIL AVAILABLE VOLTAGE (Ky PROBE IN COIL,
TOWER*
COIL AVAILABLE VOLTAGE
DISTRIBUTOR ROTOR GAP VOLTAGE
SPARK PLUG FIRING VOLTAGE
DWELL-CRANKING
BASIC TIMING-CRANKING (VACUUM OISCONMECTTO)
RELATIVE CYLINDER COMp>RESSiO«4
SPARE '
CURB IDLE
CYLINDER HOWER CONTRIBUTION*
DWELL
BASIC TIMING (NO VACUUM)
SPARK PLUG FIRING VOLTAGE
COIL AVAILABLE VOLTAGE (KV PROBf IN COIL,
COIL AVAILABLE VOLTAGE
RO1OR GAP VOLTAGE
DISTRIBUTOR CAPACITOR TEST
COIL TEST
FAST IDLE
LOW CURB IDLE
MANIFOLD VACUUM
HYDROCARBON CONTENT
CARBON MONOXIOC CONTENT
SPARF
BATTERY TO COIL VOLTA&f DROP
SPARK PLUG LOAD TEST
SPARE
HYDROCARBON CONTENT
CARBON MONOXIDE CONTENT
DWELL
MECHANICAL ADVANCE
TOTAL ADVANCE
SPARE
BATTERY TO COIL VOt TAGE DROP
COIL AVAILABLE VOLTAGE
iPARE
BATTERY VOLTAGF »
REGULATOR BATTERY VOLTAGE
SPARE
ALTERNATOR OUTPUT VOLTAGE
SPARE
8
UNITS
VOLTS
VOLTS
VOLTS
JLUPS
AMPS •
VOLTS
VOLTS
VM.TS
VOLTS
"VOLTS'
K VOLTS
ttVOLT!
• VOLT1
oecftcc
DCGttEE
PENCE*-
MPM
PERCFh
OE&REE
OESNEC
It VOLT
«VOLT
It VOLT
K VOLT
COUNT!
LEVCL
K VOLT
«rM
Rt-M
rsiA
PPM
t-encc!
VOLTS
H VOLT
ppt4 '
PERCC
Ot'GHC
DECME
DEGHE
VOLTS
It VOL"
VOLT6
VOLTS
VOLT5
Si
e!
u
a"
INDICATED OUT OF LIMIT CONDITION
INUlCAlfS MANUALLY I NTf Rl II TfST VALOC
-------
V.;v_u<.v-L. «.».i.i.J. *
VEHICLE TEST REPORT
77
WNUMM* ^"UM?" TEST VALUE ^'•J,*'^
uisOb
rt I DM - 0 0 0 ft
. Tv?33 EMISSIONS C.Mi'CK
67 0 23 C
68 .67 r.GC
86 --_- (i nf>0
" 87' " ------ .or1 •--. - r?.5C
-.*--• - -••- ^ .^ . „._-, ,.
933 Kill 5r-Iv)Nr CHF.CK
67 90 280
68 ./»6 2.50
36 50 280
67 .0/1 2.50
TEST
NUMbCR
001
002
001
OCM
004
006
007
001
OO9 .
010
Oil
012
Oil
014
" bii"
-" 017
Oil
Ol»
020
02l-02t
02*
DM
Oil-CIS
01*
040
041-041
04»
MO
osi-os«
• DM
060 ,t .
061
062
061
064
06 S
06*
067
06S
06*
070
071-07*
079- 085
086
067
OttB
0»»
090
O9I
092
091
M4
OV5
O96
047
ma
w»
too
—
BATTERY VOLTAGE - PRECONDITIONED
BATTERY CURRENT DRAIN
SPARE
SPARE
COIL PRIMARY VOLTAGE («)
DISTRIBUTOR POINT VOLTAGE DROP
SPARE
SPARE
CRANKING. STARTER CURRENT (LOW LIMITS
CRANKING 67 AHTEH CURRENT 'tMI&H LIMIT)
STARTER CABLE VOLTAGE UM>P
BATTEBY TO RELAY VOLTAGE DROP
STARTER CONTROL VOLTAGE
BATTERY CRANKING VOLTAGE
BATTERY TO COIL VOLTAGE DROP
CRANKING RPMI «-.-. . . ..
SPARE •-- -'• -
COIL AVAILABl-C VOLTAGE (Kv PXOBC IN COIL
TOWER'i
COIL AVAILABI.r VOLTAGE
DISTRIBUTOR «IO TOR GAP VOLTAGE
SPARK PLUG FIRING VOLTAGE
DWELU-CRANKING
BASIC TIMING CRANKING (VACUUM DISCONNECTED)
RELATIVE CYLINDER COMPRESSION
SPARE
CURB IDLE
CYLINDER POWER CONTRIBUTION
DWELL
BASIC TIMING INO VACUUM)
SPARK PLUG FIRING VOLTAGE
COIL AVAILABLE VOI.TAGE (KV PROBE IN COIL
TOWER) ' . •
COIL AVAILABLE VOLTAGE . : "
. ROTOR GAP VOLTAGC
DISTRIBUTOR CAPACITOR TEST ''•».'
'•
COIL TEST • •
FAST IDLE
LOW CURB IDLE
MANIFOLD VACUUM
HYDROCARBON CONTENT
CARBON MONOXIDE CONTENT
SPARE
BATTERY TO COIL VOLTAGE DROP .
SPARK PLUG LOAD TEST
SPARE '»
HYDROCARBON CONTENT
CARBON MONOXIDE CONTENT
DWELL
MECHANICAL ADVANCE
TOTAL ADVANCE
SPARE
BATTERY TO COIL VOLTAGE DROP
COIL AVAILABLE VOLTAGE
SPARE
BATTERY VOLTAGE ' '
REGULATOR BATTERY VOLTAGE
SHARE
ALTERNATOR OUTPUT VOLTAGE
SPARE
SPARE
UNIT
VOL1
AMP:
VOL-
VOL-
AMP'
AMP
VOL'
VOL"
VOL"
VOL"
VOt.
1C VC
K VC
* VC
K VC
Dec
DEG
re*
rcn
OfeC
MC
1C V<
K V.
K Vi
1C V<
CD I
LCV
K V
ftp*
KP»
PS'
PTI
rei
-
voi
K \
PP
PC
DC
•OE
DE
VC
K
VC
vc
VC
a
li
II
Hamilton
U
P-
• INDICATES OUl Of LIMIT CONDITION
M INDICATES MANUALLY fNTfRCD 11 iT VAI.UC
-------
EVERGLADES LABORATORIES, INC.
78
SOUTHERN
CLIrNT
ADDRESS
S AMPLE N g M B g_
CAR-BO-TECH
OCEAN AVE , APT 502
BEACH- SHOR-ES-,-.. FL
LAB
C L I E NT
I itl
RESIDUE FOR I PON ,IE AD.HYDROCARBON TESTING
COL
.--».S AMP1.F D BY ' QL I ENT I
10^27-76
ACID DIGESTION OF SOLID: REPORT
IRON 2U.
LEAD W
EXTRACTION WITH VOLATILE SOLVENT - WEIGHT LOSS
HYDROCARBONS ( EXTRACTAP-LE WITH PETROLEUM ETHER)
DATE
0
DIRECTOR
-------
VEHICLE TEST REPORT
J
""'"T^*"" S^CT TBTVM.UB ^r^
" DISCO
AILN-COOs AMY CA'^ US
" P 1 12.1'" 12.5
•-• ' ' 5 • 5 - (V ~- •*-•• -7 - 5-- ' ' ' -------- -
6 .1 • . 0
"Xi 75 o A 101
»- I / *J *H 1 ( ' ^.'
3? "75. *(> 00
33 - - ""5 -- 0.7. - fir;
34 •-• - -7-5. ' ^9 OC
35. 75 1. n 0 00
36 75 99 00
37 75 99 00
38 75 98 00
40 300 610 3000
95 ' 1 P . 7 1 /j . f> 15.7,
49 30. 1 90.0
51 7 . Q 8.3 6.0
5 f 7.0 12.8 6.0
53 7.0 11.0 6.0
54 7-0 8.5 6-0
55 7.0 1 0 . r- • 6.0
56 7 . C 8 . T 6.0
57 7.0 10.8 6.0
58 7.0 11. C. 6.0
7 1 1.6 8.0
72 -8 8.0
73 3-6 8 . C
74 2.7 8-0
75 1.7 8. C
76 -5 8.0
• 77 ---- 1.5 . B. 0
~ 78 "2.4 »i. 0
70 5.5 o.O
59 22. 0 23.7
5011 12-0 60.0
933 H.I-11SS10MS CMLCiC
C ii f> . 1 6 P . r- 0.
86 '30 ri'tt C
37 - — - ./|7 p.50
c, 7 i f , 0 : : :•, n
51 . 7.0 ci . 1 1 6 . C
52 7.0 11.0 "16.0
TEST
NUMfaEN
001
002
O03
OO4
DOS
006
007
.. ooe_.._
bos
010
Oil
012
013
ou
CIS J • "'
- O|6
017
OU
020
021-028
on
030
031-038
(UO
041-048
OSo
011-051
• OJ»
060
Ml
062
063
064
065 :
066
067
, 068
069
070
071-071
079-0&4
Obi
• 087
088
089
osp
091
(Hi
093
O94
09 i
0*7
098
m»
100
TEST DESCRIPTION
BATTERY VOLTAGE - PRECONDITIONED
BATTERY CUHHtNT Dt-AIN
SPARE
SPARE ;'
COIL PRIMARY VOLTAGE («)
DISTMIBUTOH POINT VOLTAGE DROP
SPARE
SPARE
CR ANKING STARTER "CURRENT (LOW LIMIT)
CRANKING STARTER CURRENT (HIGH LIMIT)
STAHTER CABLE VOLTAGE DROP
BATTERY TO RELAY VOLTAGE DROP
STARTER CONTROL VOLTAGE
BATTERY CRANKING VOLTAGE
BATTERY TO COIL VOLTAGE DROP . ' . ' •
CM ANKING RPM . ;.•»••.".
SPARE
COIL AVAILABLE VOLTAGE (Ky PROBE IN COM.-
TOWER^ . ' •
COIL AVAILABLE VOLTAGE ' ' -:':'"
DISTRIBUTOR ROTOR GAP VOLT AOE ••' "
SPARK PLUG FIRING VOLTAGE ._" • ''..
DWELL-CR ANKING . '
BASIC TIMING-CRANKING i VACUUM DISCONNECTCO)
RELATIVE CYLINDER COMPRESSION
SPARE
CUHB IDLE
CYLINDER POW ED CONTRIBUTION
DWELL . . •
BASIC TIMING (NO VACUUM)
SPARK PLUG. FIRlKtG VOLTAGE . •
COIL AVAILABLE VOLTAGE (KV PROBE IN COIL
. TOWER} ..
COIL AVAILABLE VOLTAGE ... , . . ' •
ROTOR GAP VOLTAGE
DISTRIBUTOR CAPACITOR TEST
• ' . " .
COIL TEST : - .
FAST IDLE • . '• .
LOW CURB IDLE ^ . '. . ' '
MANIFOLD VACUUM »-" ' .>
HYDHOCAR&ON CONTENT . "
CARBON MONOXIDE CONTENT "
SPARF
BATTERY TO COIL VOLTAGE DWOP
SPARK PLUG LOAU TESt
SPARE
HYDROCARt>ON CONTENT
CARBON MONOXIDE CONTENT . .
DWELL •
MECHANICAL ADVANCE
TOTAL ADVANCE
SPARE
BATTERY TO COIL VOLTAGE DROP
COIL AVAILABLE VOLTAGE
SPARE
BATTERY VOLTAGE »
REGULATOR BATTERY VOLTAGE
SPARE
ALTERNATOR OUTVUT VOLTAGE
SPARE
SPAKE
//
/'
(Mil
VOL
AMF
VOL
VOL
AMP
AMF
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INOICATC?. Olrl OF IIMIT CONC)lTlOr4
IN DlC At LS MANUAL I Y I NT I HI. O 1 t ^>> VALUf
-------
«l.'lil l.MIV.K'N MANl
C'it'ifi.1"- r.ir .ivor.lift willi
-.| »iul,vfls I," ili'lciiniiiii pus-, of Mil.
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30,1 J (i
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i.Mliti >'i AI;
Pnui t,, ri'X
I'ii.'.t i^','i
)owr fuel o^on
STATE OF NEVADA ^
.. EXHAUSl EMISSION STANDARDS I
t, . •*
"Model Yof «l VrhitliT- '" . . -CO (\)
Ui. to aaj iiiriuamr. Vit; '.5
lilh« Mi VU
19/0 -10
•1971 1974 ' 4 i)
. -*19)!> •'"! l»ler . »"
;„-,,,;.
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poo; '.'/i;,'!/!" i>crli>n
i
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0.1 1
1
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P/o'l't'/TI'. /(J^ (I!/ l.'US/(JW(Y.S?
A. trnisMon contrt>ls hjvo been blamed for poor gas niilu-
aU(:-:. However, u recuni report from the Environmental
Proter.tion Agency
r.ufi^r morn th.in b
stiites thiit fuel economy should not
In 7°X, ar, ortitilt i^t emission, control
fun ilcvinv. Much ot tin* Uiti rcj'jR in i;;is niilcn^c i:
>,rvi
ttiuii
rrrirrl ip»i it,cm)
Up to and •
Induair.R 1»ST ' 10.00 . 1600
l'J6M%9 ' H.D UIO
W70 1074 V h 0 t-00
)Si75Mi,l I.Ur
tHrr.nvE
, July 1. IB/4
CCMtl HC(ppm)
. _ ....— .«.^.. .. .
8i - .1400
7.0 700
5.1) MO
irircnvi.
)ui« i, n/5
C0(%) HC(pjiiii)
~ •" -~— • « — - • —
7.5 1200
s n noo
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.'• --
.•;).•
1 ' .-
* .
TV-'
' — ~ ' ...'*'.
•To Le b< umcmliiitiil ' . '• '
• • • i
' " 'STATE OF NEW YORK I
rxnAur»r FMII>SION siANUAnn^
sion i nntiob ore n
rnyiiic js its "ipj'k
rmint is r«iqijiif:c1
rnoilel vt:l»ir.le V.
...
Q. 'flic 1 urtrrjt ;.r.v:
ial eniis-
> iiiuch a p.jrt of tho operation of an
plur.L, .irnl emir.sion onaly/inj; tquip
io piopbrly- rcp-'il." and ..«)djuit" late-
'•" ' " "•» ; "'*•- T* vi
" . '''.',*• •
rti>.i/ v.;//i of >v vr;lii>;le ccrtificBtiun V.'t
!th»lll,l 1 I"' r.HltTllilxl.'
A. ll's .1 l;i-'l thai Hi'- Fedeinl laws arc primarily yimeU 4
new r.iir nianuf.'iciurers. howevei stiff penalties are in
pOjCd on •iinydn
» who disables &n emission
control rlt
vice. FurtlifcriTiorr . nvnrty State and local government
are rni)r.|in;> IHV/S that deal with the nwiintensncfc •
emission -.ysicn
•. Sti.rnt ol thCjC sinnrJrfids
uri; shov,
heri? loi ruli-rcnfi;. Tdd. ly's ;iutonintivo tochnltiari HIU
und(ji!.tf)n'l cinif.-jioii C'intiol syjionis ond be proptri
Ci|ill|-|'i;il Id .f:ivi{V Ir.i-nl.
EXAMPLES OF
PUBLISHED SPECIFICATIONS -
•
.
STATE OF CALIFORNIA
:.-.'• '• . :" CXMAli:>r 1 I.1IUCION SI AUDAUn". •
i infiiis! iMisr.iON
WU!OR VLIIICU cimiian. iw*
.. . ._.. — «
M. , . .Hn.. _ _ .. . » . ....
1367 (nil tlilier
1'jfcB anil 1969 : A.I.
f M.
• ' 1970 ind liiir .'. A.I.
'. .. ''••" I.M.
rntciixi
IMMtlllAlllY
.— — • • --
CU(V) HC(kpm)
;.;, i?uo
b o tuu
t.o 7no
4.n l>i»>i
K«.-^:b^i!r;'
\\*A 1.7
pli.HI.'J A,, I,,).-. li'.i.
ItC f [im
1?00
400
Mil*'1 iOO
3V)
Jl.i.r. ^VJ
il) Cm
limn
yjit
CO*
to
4.0
7 0
40
JS
4.U
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10
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Mi
-------
EXHIBIT M
troit
<7~
cwora
orij
nc.
Sf'Jti n(JHTitt\:i A\.-tl,i.i[ OAK PARK. At/CHtCAK IS?'.!? iJ 131 398 7100
11 .• i i. 111.'. 111:11
802097-D
Car-Bo-Tech, Inc.
145 Ocean Avenue
Palm .Beach Shores, Florida. ,334.04
Attn: Suzanne Pletts, Executive
Vice President
SUBJECT: . Report of Chemical Analysis..
DESCRIPTION OF SAMPLE: .
Deposit from engine manifold.
2-6-78
4-7-78
Supplemental Report
WORK REQUESTED:
Chemical analysis.
RESULTS:
Carbon . (Organic)
Ash (Inorganic)
41.3%'
58. 7%
100.0%
Analysis of Inorganic Ash (58.7% of total)
Component
Aluminum Oxide
Iron Oxide
Lead Oxide
Zinc Oxide
Copper Oxide
Silicon
Magnesium Oxide
Manganese Oxide
Calcium Oxide '
50.0%
42.8%
5.5%
0.3%
0.2%
1.1%
Trace
Trace
Trace
99.9%
DETROIT TESTING LABORATORY, INC.
Leslie T. Viland
Project Engineer
LTV/WRM/jk
William R. Martin, Manager
Mechanical & Hydraulic Testing
rt, Our ictiriv jwd irp<-»fiv
•jj'niMf, mil acvltoyud in
q «^»c ri-.t pvf milled l«>
-------
82
EVERGLADES LABORATORIES, INC.
•J L 1 r f J T
A n DH e s s
! CAR-BO-TECH
1
1 145 OCEAN
I
! PALM BEACH
I
AVE ,
SHORES
I
APT 502
, FL W^Ok
BO-IB SOUTHERN BOULEVARD
WEST PAL.M BEACH. FUONIOA 33<4Oa
PHONE(3O3I6O9-7S2O
S AMPLE NUMBE P
, I I
CLIENT
DA T E
RESIDUE FOR I PON,LEAD,HYDROCARBON TESTING
SAMP_L_F_D BY t Cl.
eoc
10-27-76
ACID DIGESTION OF SOLID: RTPORT
IRON 2^.5^
LEAD Lf.7#
EXTRACTION WITH VOLATILE SOLVENT - WEIGHT LOSS
HYDROCARBONS ( EXTRACTAHLE WITH PETROLEUM ETHER)
19-7-76
DATE
ET&JAMIN -MARTJN, PH.D,
-------
\
VEHICLE
REF3ORT
C. u
TEST NUMBER
C 1?0?
AIK3-7G97
1
40
933
j-jo j}p^y67
68
J5~OO f36
X"? A'j ? 3 7
'
0 P./C
40
70
51
52
c •:
*x w
54
55
56
57
56
71
72
73
74
75
76
77
78
.
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[* V
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ALocwEuMr
TEST VALUE
ACCEPTABLE
HIGH LIMIT
C!l 350A..V8
12.1
450 •
12.6
540
_ _ _ .
55C
EMISSIONS CHECK
— — — —
_
_ _ _ «
_ _ __
60
. 00
0
. DO
290
1 .50
2CO
1.00
- EMISSIONS 5VS7E:-:
450
3. C
3. 0
Bn
. 0
r/ 0
o . u
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3 » C
rv n
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27. C
n •» n
27.0
27.0
27. C
27. 0
AfftA«.H.^b^^ft'
TEST
NUMBER
001
002
003
004
COS
006
007
008
009
010
Oil
012
013
014
015
016
017
018
019
020
021-028
029
030
031-038
039
040
041-048
049
050
051-058
059
060
061
062
063
064
065
066
067
068
OB9
070
071-078
079-085
086
087
088
089
09 p
091
092
093
094
095
096
097
098
099
100
_,
TEST DESCRIPTION
BATTERY VOLTAGE - PRECONDITIONED
BATTERY CURRENT DRAIN
SPARE
SPARE
COIL PRIMARY VOLTAGE (- •
DISTRIBUTOR POINT VOLTAGE DROP
SPARE
SPARE
CRANKING STARTER CU°RENT (LOW LIMIT'
CRANKING STARTER CURRENT IMIGM LIMIT1
STARTER CABLE VOLTAGE DROD
BATTERY TO RELAY VOLTAGE DROP
STARTER CONTROL VOLTAGE
BATTERY CRANKING VOLTAGE
BATTERY TO COIL VOLTAGE DROP
CRANKING RPM
SPARE
COIL AVAILABLE VOLTAGE
-------
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Manufactured by ENERGY INSERT SYSTEMS, INC.
LIMITED WARRANTY
ENERGY INSERT SYSTEMS, INC. warrants to the first purchaser
at retail that this ENERGY-GAS-SAVER manufactured by ENERGY INSERT
SYSTEMS, INC. will be free from defects in workmanship and materials
for a period of twelve (12) months from the date of original retail
purchase or 12,000 miles, whichever occurs first. Defects caused by
abuse, accidents, modifications, negligence, misuse or other causes
beyond the control of ENERGY INSERT SYSTEMS, INC. are not covered by
this Warranty.
If the ENERGY-GAS-SAVER proves defective within the warranty
period, ENERGY INSERT SYSTEMS, INC. will at its option, either repair
or replace the unit. Repair or replacement will be without charge if
the defect appears.
To obtain warranty service, simply mail the unit postpaid and
insured to the Company or go to an authorized dealer of the Company's.
In addition to the above Warranty, it is further warranteed
that with a proper installation, your vehicle shall increase in gasoline
mileage or you may receive your money back by returning the unit to
the Company. (Any installation charge is not refundable).
ENERGY INSERT SYSTEMS, INC.
ENERGY-GAS-SAVER,. INC.
FIRST AMERICAN BUILDING • 701 U.S HIGHWAY ONE • SUITE 104 • NORTH PALM BEACH. FL 33403 • 305/842-8558
-------
86
INSTRUCTIONS FOR INSTALLING
'ENERGY GAS SAVER" AND "EXHAUST EXTRACTOR"
A. "Energy Gas Saver"
1. First verify that the unit is the proper one that fits
the correct carburator, engine size and make of automobile.
2. Remove the carburator from automobile.
3. Carefully clean the carburator and manifold surfaces;
make sure the old gasket is removed as weill as all
the dirt. Do not reuse the old gasket.
4. Must have clean and flat surface to assure proper fit
and no vacuum leaks. Check for vacuum leaks.
5. Place "Energy Gas Saver" unit on intake manifold with
the single primary opening facing upward and forward
as illustrated below.
2 - 3 - barrel
NOTE: The exhaust fitting for the flex tubing always
goes toward the rear.
6. Place carburator on top of "Energy Gas Saver" and make
sure that the carburator barrels open all the way without
hitting or without binding.
7. While the two units are sitting on maniford, measure and
cut the 5/16 studs to proper lengths to secure the two
units to the intake manifold.
8. Remove carburator and "Energy Gas Saver" from manifold.
9. Install studs in manifold and install "Energy Gas Saver"
base gasket.
10. Install "Energy Gas Saver" on studs.
11. Place carburator base gasket on top of "Energy Gas Saver"
and place carburator on top..
12. Reattach all the linkage and reinstall all carburator
components.
NOTE: Slight modification may be required on fuel, vacuum
and linkage systems due to the new height of carburator.
- I -
-------
87
B. Extractor
1. These instructions are for installing the exhaust
extractor on vehicles equipped with or without a
catalytic converter. On the vehicles with a cata-
lytic converter, it is installed as close as possible
to the "catalytic converter". If there is no
"catalytic converter" it should be installed as close
as possible to the front of the vehicle.
2. The extractor is installed in the exhaust system and
connected with a IV I.D. flex tubing to the rear of
the "Energy Gas Saver" unit.
3. The extractor must be installed with the smaller return
pipe that connects the flex tubing facing toward the
engine as illustrated:
front
4. Raise the automobile up and find a section of exhaust
pipe near the front of the vehicle where the extractor
will fit. Also, find a streiight section of pipe for
the extractor.
5. After you have established where to install the extractor,
cut an old section of exhaust pipe out.
6. Install the extractor in thcit section and either weld or
clamp in place.
7. The IV I.D. flexible pipe is to be installed between the
"Energy Gas Saver" unit and the extractor.
NOTE: Flexible pipe must be run in such a way as will not
cause damage to any components due to exhaust heat.
8. Clamp flexible tubing to the "Extractor" and the "Energy
Gas Saver" unit.
- 2 -
-------
C. Adjusting System
1. Double check all components to assure proper
installation and no vacuum leaks.
2. Start automobile.
3. Set timing 2 to 4° more advanced than factory specs.
NOTE: If pinging occurs, retard timing slightly to correct.
4. Adjust carburator fuel mixture with exhaust gas analyzer
to assure best possible emission readings.
5. Reset idle speed to factory specs and as low as
possible with the air conditioning on.
- 3 -
-------
ffsa.
" ^.^yijr^xmm-^CT.CTMmjaagitmi^Bm^
A CARBURETOR MIXING SLOCK FOR:
ENERGY INSERT SYSTE/AS XNC.
U.S. PATT. 412-7093
CO
10
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-------
90
END VIEW
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96
-------
-------
EXHIBIT A-
98
y
'£V :U' 5 8 t#6[0§ iU« MjJ'W'V^
'. W- ll V... jgrv*»atMMrt«!a*>t?"J»,?M«« iy™g5?.. '.«»" V^f""!"
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THERiI HAS BEEN PRESENTED TO THE
Commissioner of Pafcnis And 1 rAUcmarks
[!".•*':•?
!»vV}
{':;
A PETITION PRAYING FOR THE GUANT OF LETTERS PATENT FOR AN ALLEGED
NEW AND USEFUL INVENTION THE TITLE AND DESCRIPTION OF WHICH ARE CON-
TAINED IN THE SPECIFICATIONS OF WHICH A COPY IS HEREUNTO ANNEXED AND
MADE A PART HEREOF, AND THE VARIOUS REQUIREMENTS OF LAW IN SUCH CASES
MADE AND PROVIDED HAVE BEEN COMPLIED WITH. AND THE TITLE THERETO IS.
FROM THE RECORDS OF THE PATENT AND TRADEMARK OFFICE IN THE
CLAIMANT(S) INDICATED IN THE SAID COPY, AND WHEREAS, UPON DUE EXAMI-
NATION MADE. THE SAID CLAIMANT.(s) IS (ARE) ADJUDGED TO HE ENTITLED TO
A PATENT UNDER THE LAW.
, NOW, THEREFORE/THESE Letters Pa(cn( ARE TO GRANT UNTO THE SAID
CLAIMANT(S) AND THE SUCCESSORS. HEIRSOR ASSIGNS OF THESAIDCLAIMANT(S)
TOR THE TERM OF SEVENTEEN YEARS FROM THE DATE OF THIS GRANT. SUBJECT
THE PAYMENT OF ISSUE FEES AS PROVIDED BY LAW, THE RIGHT TO EXCLUDE
. 1ERS FROM MAKING. USING OR SELLING THE SAID INVENTION THROUGHOUT THE
[^"^."••^/-^ii^£D S'
ife^tf^A
^ 3n
ff
JOAiSaAtScaxMcSdtiea/o/tfa ^fltCUt ailti
^^^-'^StErabcmarU ©ffice /* J* 0/%xewl
Is?
11
id
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-------
99
' U .
z
December 6, 1980
K. D. Drachand, Acting Chief
Mobile Source Control Division
Air Resources Board
9528 Telstar Avenue
El Monte, California 91731
Dear Mr. Drachand:
Enclosed is our application for a motor vehicle add-on device. The
purpose of this application is for an exemption from the provisions
of the California Vehicle Code Section 27156. Even though our Energy
Gas Saving system does not modify the vehicle's emission control
system, we would still like to apply foz: an exemption from the pro-
hibitions of Section 27156 of the Vehicle Code in order for us to
legally advertise, offer for sale, sell or install in the State of
California.
This system has had extensive testing on numerous vehicles and has
never been known to increase emissions from the exhaust system. In
fact, to our knowledge it is the only system that extracts solid
pollutants (particulates) from the exhaust of the automobile engine.
Also; to our knowledge, our Energy Gas Saving system is the only gas
saver that is scientifically proven. What in effect happens is that
the vapor mix of gas and air from the Ccirburator is mixed with hot
exhaust and this mixture is further vaporized and this allows for a
leaner mix into the combustion chambers of the engine. One of our
exhibits (Exhibit F) is the research done on vaporization by Ford
Motor Company, which is self-explanatory. Professor Enoch J. Durbin
of Princeton University School of Engineering states in a letter to
me, that vaporization does save fuel and his percentage figure is
approximately 15%. An ercerpt of this letter is attached as Exhibit E
It is our firm belief that in addition to the 15% savings in gasoline
by vaporizing the vapor with heat, we save at least another 15% by
doing the following. Replacing the air filter that comes on the
vehicles with a 360° "high performance" air filter manufactured by
FRAM Corporation. Also the "plellum" created by the mixing chamber
helps increase the gasoline mileage the same as a high riser on a
racing car. The idle setting for engines with this system can more
readily be set at normal according to factory specifications because
of the even buring of the fuel mixture. The manufacturers normally
have their idles set much higher than factory specifications to over-
come the roughness.
FIRST AMERICAN BUILDING • 701 U.a HIGHWAY ONE • SUITE 104 • NORTH PALM BEACH. Fl. 33408 • 305/842-8558
-------
100
December 6, 1980
K. D. Drachand, Acting Chief
Page 2
It is our intention to have tests done by Olson Laboratories and/or
Southern California AAA for both exhaust emissions to qualify for
the State of California and also for mileage testing. These two
vehicles will be tested prior to the installation of our Energy Gas
Saving equipment and tested after the installation of our Energy Gas
Saving equipment.
The signature of the authorized representative signing this statement
is the inventor, president of the company and majority stockholder.
We appreciate your prompt approval fbr our exemption from the pro-
hibitions of Section 27156 of the California Vehicle Code.
Very truly yours,
Donald C, Pletts
DCP/tas
-------
101
U.S. Patent NOV. 28,1973
sheet 2 or 2 4,127,093
F1G.3
19
-------
102
U.S. Patent NOV. 28,1978
shcc.iof-2 4,127,093
34
FI6.2
— T
-------
103
5 United States Patent
[ PlcttS
[ii] 4,127,093
[45] Nov. 28, 1978
i
[ 154] EXHAUST RtCYCLK MIXKH
1751 Inventor: Donald C. IMttu. P»lm Ouch Shore*.
Fla.
[73] Aaiigncc: Ca/-Bo-Tech Inc., Halm Beach
Shorn. Ha.
j (21) Appl. No.: T7S.S34
»
( (Z2J FUed: M«r. ». 1977
f f ' I] Ut. O.' ...... ___________ ..... -------------- F03 M IS/M
I 52] Ui O. ......... .- .......... ---------- ....... IU/1I9 A
[ (58] Held cf Sorch ................ ---- ..... J23/U9 A, 141
(56) Hcfemoc* CIltd
u.s. PATE.MT DOCUMKNTS
3.4S9.I6] I/I»M Bu
3.5W.MJ 9/1970 Fcucndcn ....... ..
J.5W.2J3 5/197! BUM ..... ._.......
3.I7WJ3 4/197) Vwuniaa
IH/HI X
---- I2VII9A
. ____ _._ 1)3/1 19 A
123/1 19 A
Primary Examiiur— Wendell E. Bunu
Attorney. Agent, or firm— Sheraun & Sh*llow«y
[17J ABSTRACT
«
A ruel/tir *nd rccycIed-cxhAiut miner U dixloud
which u devoid of valvct or iniemipiion* in the ci-
hauil-rccyclc path and which is clTective with multi-
barrel and otultituge carburcton. either as original
equipment for new vehicle* or aa a convenion unit for
cutting vehicles.
8 Cblaa, 3 Drawing Figure*
B±L
fek
-------
104
4,127.093
3 4
portions which u operable over lubslml..! i«nges of adjacer.1 the primary duel 10. The upper potlion of t!ic
engine tpewh »nd wilh multiple-luge Catbui Kvjn wiih- primary duel 10 lus a delivery bole 29 of about ur.C-
oui valving the enhauit-retycle How and while »c- eigluh inch diarneltr inicnccting the bore J* »nd open- j
_ cotiiodating variations in entrained mailer and heat ing Ihe boie 23 lo the inlet portion of the primary duel
ivnieui of the recycled ohausl. -• - ••*- .... -. S. 10. The uppermost spacer 16 is notched or otherwise •
UR1EK DESCRIPTION OP THli DRAWINGS £liev£ " " M>IO p'ov^c f'" com'"»n«"»Jn of U* -
bore ft ar.d the primary duct.
These and other objects of the invention, as well u * At bctl shown in FIG. 2, the body include! > Killing
betier undemanding (hereof, may be dented from the clumber 31 extended along and partially between the i
following description and accompanying drawings, in 10 wrcond.ry ducu U and 13' and in direct communication
which:' ' ,. , via • port 32 with the bore 28 whioh paues between the '•
. PIG. 1 b t tcctiona! tlcvition of the preferred form tecondary ducts. The chamber 31 is clmed by * plate 33
of mixer, - •.• . secured on the body by screws 34 about it» periphery.
FIG. 1 is t plan view thereof and taken on Una Z—2 The plate has i threaded inlet port 35 for receiving a ,
of FIG. J, and I) filling 34 utooated with an ethausl return line 37.
FIG. 3 u an eiploded view of the tlaggercc'.-flow Preferably, the pon 35 is located at a level below the i
insert of Ihe mixing chamber. level of the transfer port 32 «jij duct 24,
The clumber 31 lhu» include* » «ub»uniiii! volume |
"* **"*" Pr°Videl '6f h«"'"»"f« «»tael wilh the '
^ raullins ,hift- eurv.le Wl]h M_ j,. of ^ tecmAuy •
At thown in the drawing!, the preferred form of ducu 23 and 23'.
miier of the ptnent invention comprises a body 1 of In operation, the mixer u installed between the carbu-
CAM aluminum alloy, or a comparable material, i.hapcd relor and manifold. 11 thown. and the tube 37 it con-
10 fit between an automotive intake nianifoM 2 uid iu ncc\ti lo a point or poinit in the cihaiul tyttem inter-
appropriate carburetor 3 with interpo'jeil £iii.eu 4 and 2) oicdiate the exhsust manifold and a muffler or icsou-
S cloting againtt the iJjactnl flange turl'acei 6 and 7 of tor.
the miicr body. The txxty alto includes four bolt bora When Ihe engine u then tuned, eihauM gua are ;
S for receiving auembly bolu 9 therethrough lo engage drawn through an uninterrupted flow path from the ,
mating filtingt in Ihe carburetor and manifold. Ai point of connection in the exhaust tytlcm through lo the ,
thown in ihc drawing], the mixer is thiped to fit (he 30 inlet lone of the primary fuel/air duel 10. In the pri-
four-barrel carburetors of uugc^ap'.accmcnl. General oury duct, the c*hautt-rccycl«- is thoroughly oiiicJ
Molon automotive engincv with the fresh fuel/air miiture and delivered lo the
The body 1 hu a rectangular primary fuel/air duct 10 engine as pATt of the fuel charge. '
eilentled therethrough between an inlet 11 umleilyiag Any paniculate mailer returned with the cxhauil U !
the TiritHUge banels 12 of Ihc carburetor and 1:1 outlel )) free to fall out of enlrainment in Ihe enlarged telUing i
13 overlying Ihe inlet H of the manifold. The duilct 13 chamber 31. Accumulations thereof may be removed >
of Ihe primary duct u preferably rectangular, aj. ihown. cjuicUy with a tcrewdriver at interval! coinciding with
but may uie any desired tKape. other tervices tuch u oil changes. '.
Adjacent the outlet 13, the body has a letlgt IS tup- The intimate aiaociation of llie returned gaies «ith a '
porting a tenet of tJlernaung tpacen 16 and plates 40 Urge internal areaof the miner body allows the body to j
17-19 Icotely positioned therein. As bett thowri in FIG. abtorb heat freely from Ihc gates, adjacent the tscond- •
3. the lowcrmcni plate 17 has a pair of ports 20 overly- stage ducu 23, 23', before the recycled eajo a/e pics-
tog the outlet 13. The nut plate It hu a centered, cnted to the fresh fuel/air culture and thereby help
rectangular pon 21; the next two pities 19, 19' have accomodaU: fluctuations in cihauit-gu temperatures •
four notched poru 22 in their periphery and the upper* 4) while rcl-jung Ihe heat value in the flow path of UK |
mott plate It' ruu a cenierol, tccungular port 21'. caAunuon.
"Hie tpaced, inward and Outwardly ponoj plata It u iaporunt to note thai llie muer of the present
17- IS thus provide a lUggcred or iJg-»g liow path tytictn U the euence of simplicity, being enlirely with-
through the primary fuel/air duct and a c/oiwqucnl out metering valvet, checV. valve* or turuLar clotc-tolcr-
thorough muing of the tcvertl components of ihe com- X) ancc oofflpUcatiooiL
biution charge pauing through the duct. Other forms of Howcver.it is significant that, in tpitc of its iiro;ilicily
ttaggered-flow aucmbliet mty be employed, if desired, and Uck of complex and teruilive adjuslmenU, the
but the disclosed series of loose plates ar.d \o-v-t. penph- muer of the present tnvcntioa is capable of eitreaicly
crtl tpacen arc especially advanugeoui with regard U> effective perfoniuincc of fuel ccocoaiy and pollutant-
limpliciiy of cott and iraullatton uid t!Kir lock of ter- 55 r&luction over a wide range of engine-operating cor.di-
vice lecjuireaxenu. The overall atKmbly it limply re- lions.
lamed in the primary fuel/air duel between the ledge IS . At ttated before, Ihe tpecific thipe of ihc miner dis-
and a ^oruoa of the flange or gukel auociau.-d wilh Uie clowd in Ihe drswiogt is intended for use wilh lu ge-dis- j
cubu/eior. placersent. General Melon blocls. A rr.uer it dis-
The body 1 alto includes t pair of tecond-tUge or CO clotcd herein has been so tested and proven mott cflcc- J
tewrmdary fuel/air ducu 23 and 13' which uc aligned live. !
witi the outlets of the two tecond-tUgc bjrreU of the The test vehicle was a 1970 Cadillac Heclwcod hav- J
carbumor and communicate therewith via inlets 24,24' ing a 472C1D engine, moic ttitn 70.000 mile*, and iu j
and with ihe mtaVt manifold via outlet* 23, 25; repec- original four-banel carburetor, a "Rochester (juidro |
lively. A wall U intermediate the secondary ducu 23 65 Jet". The .vehicle hu a curb weight of 3,2(0 pounds. |
and 23' has I thickened portion 27 in its upper region When mcd in ihe "carburetor" tetu reponed below, I
near the inlets U and U' and tiu a bnre U of r.bout the vehicle wui thoioughly tunol lot optimum £"
one-fourth inch duur.clet u tended Uiet< through lo culuge with the carburetor as initaiiol at the factory.
-------
•' _/.: -'Vi, ,y.'J--a.rrfi'^aa !*.fc ,
*
105
In the
5
1 ie»iv I he
4.127,(W3
scliide s»«a altered only
;.!> iltC f&li4ti\t recycle-
In the iuik'j£C te\ti. • orc-^cr g*l-
Km of gasoline, but Accomplishes performance uid
economy with rcguUr g«. imtr.J ol' the lngh-ocUne
premium guxrs normally necessary in tint engine.
However, the mileage performance ii only • pert of
the surprising result* proviJrd by the present invention.
1: minion •Jk&Jysci were conducted by • commercial lot
fiCility, in both the "carbufrtor" «nd "carb/miner**
configunuonv, with the following re«ulu:
(Uitaxi
Monoiidc
\\jtia-
ctrfemi
(6VJ r|mt)
nOXDrpml
« ID'S
1012%
Therefore, it is «pp*rcnl that the new miner druti-
cjJly reduces the hydrocarbon and cubon ronoxidc
conicnu of the eihausl guo finally emitled. to the
point lint • teven year old car with more that seventy
thousand miles can operate well below the up;hip
lliinjgh a wait of vatd tx*ly. said duct including;,
a trxulcr a(-
• haust gases from the exhaust member to llic settling
cliaml»er, said recycling means including an unob-
structed recycle path free of valves.
2. A charge-forming mixer according to claim 1 in
which said settling chamber is formed internally in uid
15 body.
3 A charge-forming mixer according to claim 2 in
which uid recycling means includes an exhaust inlet
port positioned in uiJ settling chamber at a level brlow
said transfer aperture.
20 4. A charge-forming mixer according lo claim 3 in
which said body include* a second fuel/air duct and
said transfer duct u positioned at Icul in part in a wall
between uid first and aecond fuel/air ducu.
5. A charge-forming mixer according to claim 3 in
21 which uid body includes first and second secondary
fuel/air ducu positioned to receive a supplemental flow
of fuel and air, and said transfer duct is positioned at
Iciit in pan in a wall separating said secondary ducu.
6. A charge-forming mixer according to claim 5 in
X) which uid settling chamber is positioned at Icut par-
tially intermediate uid secondary fuel/air ducu and Li
clote heat-transfer relationship therewith.
7. A conversion unit for engines having four-band,
iwo-tiagc carburetors comprising
35 a body having
a carburetor fUnfje and
an intake flange,
a primary fuel/air duct Opening between said flange*
and positioned to undcrly. said primary carburetor
55
to
means defining t ulaggcred flow path for fluids paued
through aaid primary fuel/air duct,
a pair of secondary fuel/air ducu positioned individu-
ally to undcrly the secondary third and fouith
barrels of the cuburctor and opening between said
flanges,
• settling chamber adjacent uid secondary fuel/air
ducu.
a Uir.ifcr duct within a wall separating said pair of
secondary fuel/air ducu,
aaid transfer duct including
a transfer aperture communicating with aaid settling
chamber and
a delivery aperture communicating with said primary
fuel/air duct adjacent aaid inlet, and
means for freely admitting recycled exhaust ga*es
into said settling chamber for unobstructed pauage
into uid primary fuel/air duct via a recycle path
free of vaJve*.
S. A conversion unit according to claim 7 in which
said settling clumber u integral with aaid body aod has
i portion positioned at least partially intermediate said
secondary fuel/air ducu.
43
-------
106
I
- -
>» i r—7->
&''
'.ftf
4216654
l^^,l^n^^^^J^^^^^^
ri^WLL'iill'Uli.'ih'iL'LtJiJSiliy.'Jisij:U!ij.o<).>u:-.!; ^ \j
uiu; HAS HI-UN PRI-.SKNTHD TO THE '(
C.
on»nlssoiicr
of I alcnis and 1 rAOcniarks*
A I'LIIIION I'KAYINC; I -'OR I'HK GRANT C)l- LliTTURS PATIiNT 1:OR AN ALLEGED
NUNS' AND USI.I-UI. INVUMION lilt 'I'lTLt AND DESCRIPTION OF W1IIOI ARE CON-
TAINl-D IN HIE SI'UCII-'ICATIONS OF WHICH A COPY IS HEREUNTO ANNEXED AND
MADE A I'ART HERUOP, AND THE VARIOUS REQUIREMENTS OF LAW IN SUCH CASES
MADE AND I'ROVIDI-.D HAVE HHE.N COMPLIED WITH. ANH THE TIII.E THKRF.TO IS.
HROM THE RECORDS OF THE! PATENT AND TRADEMARK Oh'HICE IN THE
CLAIMANT(S) INDICALED IN THE SAID COPY. AND WHEREAS, UPON DUE EXAMI-
NATION MADK. 1HE SAID Cl.Al.V,ANT(s7 IS (ARE) ADJUDCJED TO IJE EN I ITLED TO
A PATENT UNDER THE LAW.
NOW, THEREFORE, THESE Lcticrs Pef^...'T"^C^^.v:-'..^ sn/lr/ /• / //• / M/ /
:'r"J " ' "•'•"- "-TV-'-^VV'V'; •!.''?"'•> Q^ //aJAt/ier-fc/t MM ' ewr^M, e/av
•:&.!\f..£\'^*$f££3f*''..;•:••••>''•:•& J r>/ f • // S W /
•A.S ^'^'^Pf.'y.vC.-^.Si'--/'*^? 'J'' ty/MaaJf~ tn f/tvv.r.a./' rfcu/1 c^Ccst/e/te
•-? ^PS^8S|^ ^ ^^/- «. tfy
•»'!"1 iiV.v>'"s>vF-'i%^it^r^>"'*i Mc/fJa/ie/ /tt'/ic /a/i(/.»cc/
P»*^il'..'.i5>i£-i^lVS^
^VV-'.^W^4-^ -._/*,/ tf / / / ^
^
^^>^^^
.. . . • x^s-iA
-------
107
United States Patent ;:•<:
I'ltttS
111)
HM
4,216,654
U«. 12,
|M] KUU. COMI'OMM i:\lH.\CHIH
I7t>) linenlOf: I)un«ld ('. I'U'lts. MS Oix-jn Avc,
ffjoi r.iiiii iivjvti sii..fo. i-u. JJ-'-
(211 A|.|,l No »J5.K4V
isi] ini.o.' Kt)2M2s-iHi
15.'] US. a tO/JII; 55/4;
• I2V5*X. tf>/.!79 -
I5SI KitU uf Search 123/119 A.UJ/JII..JT); .
55/450, 457
(56) Hrtcrincc-i Cited
U.S. PA1LNT UOCUMUNTS
2.0.^.36} IJ/113S Sun 123/119 A
2.147.1)71 2/I1W Pun 121/119 A
)'.Vi7'.li»2 »/l10» Ki£.in I23/II1A
J.4IV8IO 4/|vt,<) lluv^c 123/1 1 A
3.495.U5 2/1970 CiUM «V3II
3.530.«43 9/I17U Fc^nJcli 123/119 A
3.57V.HI 5/1*71 G«u 123/1IV A
3.S«U..'.U 5/1171
i:3/M1 A
HullK
'>'• •>l&rn'' ur f~'i"ri • Sliclliuii .
AllSlRAfl
Muilovtjy
An cx)uu\t cxlucior is diM*li>M-il in Mtii^ti a cuivjie
pjih is itriuulrj toi ntrtUlKituin in tlit c\tuu^t S>\ICMI iif
a vclnclc jiul lu> an L-IU-MU! ih.uuh.-c for icxfiMi.,;
cxua^lcJ lucl ciinMilurntN of Ilic cxhjusl fur supply li)
(he imAc of tht: vehicle cu^icc \\lnii' piL'tlbJin^; re*
in^c>tMiit itf uiidi-Mf jt>le p'JiticuLitc U>iJ [^il)ul^i:t utjl-
ter. A Hum duel cartics y p!nr;ilily tif iiiu.il Jly JiicCfcJ
tian^rcf ^ciH>ps for micrccpiiiin unj tiat^rei of u^ihlc
purticululc* and other fraciituiN uf the eihau\t into the
cAtertta) chuinlx:r at selected rx)rtii>n?k of the |>criphery
of the nuiii duct jwjy from the iititfr portion of the
curvale pjih ihen-in to tni:iiiiii/.e the trun\fer of heavy
paniculutes or solids to .the citenul clunihcr ^nd the
remainder uf the oluust recycle *)Mcin.
3 Cluimsi! 2 Drawing Fiuurt^
xj
• •
o
u
-------
o
oo
FIG.i
1, 6.
FIG. 2
to
-------
109
'4,216,654
which is curse.'. on .in arc ->:.,! wU!. ,s m co.i.nmmc*-
t.VlkAlTOK turn wilh «n c.Uti:...; cr...m\.-i s;j a plurality uf rc'.j
lively sma!!. in'wau!!y-di.-!'.vic.l wall pvrti.ms p.'si-
BAOiGKOUSU Or-'TUL INVENTION uoi-.cd ali>ng ihr m:ict POIII.MI of '.he wall. Hie outer
i .k.i.., i,,rnnf 5 portion of the wall being nnrcrfoiate an. I foiming a
The p,es™t ,n~ is concerned wj h .,e f«.ur "0 £ throujh-pa^e of ihe heavier
0 e u
'"en, ch.,io f.'r ih, .-.'Ac of ihr eftjin. anj ,s Con- Uu compur«i.,v
cerned. more pmticu'urly. wiih an extra.vr fur the ODJtlCTS OI-'lllF. INVENTION
exhaust ivswm which returns a high quantity of the
uxab'e exh.ust fusion while passing the ur.deMraN,: !< » »» object of the present invention lo provide an
and problematical co.nrv.ncms through for discharge: exhaust extractor tor cahaust recycle systems which is
simple in structure, imposes no aiMitumal baek-rrcvMire
PRIOR ARI STATEMENT. AND DISCUSSION on ,he ellKinC| ,nj is- tclijl/.e in us e»tJc:ing lunciion
The nnnt iclewnt prior trt of which 1 »m aware " over eitcnJeii periwfo of uvigc.
compriNing the following United St«m pjlcntv ' ' It is another olijcct of lhe pr«.-Nk-:it invention to pro-
U.S. P«i No. J,4J5,SIO to lluvx, viile a »irr,;.:= and reliable extractor for exlu-j-,1 gases
U.S. Pmt. No. 3.5)0,S4j 10 I oxrndcn; anJ which will e>tract the usahle exiuuii p.)e ,nj ,efrMc exh;)usl euri4Clor w|lith im.
withdrawn from the chamber surrounding the aual , ,uw bilck.pres4UI|. whj|c illlpl)slllg ai
lutx tor supply lo a charge-formmg mixer at the en|'ine » fmce on ^ ^^ wnm ^ in,crv:c,lill
in,crv:c|,lillg anj re.
"".*„' .. .. ..„»,,, ,. , , . moving the lighter and usable consliiucnts from the
U.S. Pal. No. 3.J80.233 discloses a separator of the „,.„„., ....„_
lype disclosed in lhe Dusse U.S. Pal. No, 3.4J5.SIO in «nau!l1 *>"em-
conjunciion wilh a iwirling mixer for the recycled ex- BRIEF DESCRIPTION OF T1I.U DRAWINGS
^Tta prior attempt, at separation of desirable exhaust " ™** a"d otl'er obJecU °^.e inve.niion al'a • ^ller .
frv;tions. is represented by the above-IUtcd pateni!.. ate understanding thereof may be derived from the follow-
functional and can be used to recycle exhaust guo to m8 <|«cnption aad the accompanying drawings, in
lhe inuVe of a combustion engine. However, no;ie of which:
lhe prior an device* .chievo a selective separation and 40 ¥V*- l K » Sttie Vlew- Pa"lv cul **av- of lhe Pre'
recycle of the mosl desirable consiiiuenu of the exhaust fcrri;J fom of e»hausl exlraclor of the invention; and
without either imposing a subsumi.-d baclc-pres.surc on F!G- 2 K " l°P VICW- P"rll> cul awa>'- of a r"»w ^
the engine or, eventually, accumulating and then irans- FIG. I. -
ferring undesirable solid portions of the exhaust. DETAILED DESCRIPTION OF THE
, ^m^'i0^'0"? " *? ? U^ F"- ,NO>' w" '» >rie drawings, lhe preferred form of
the «ystem so that, allhough lhe efficiency of lhe engine extractor is in the form of an insert for incorp.iraii..n in
u ptrtuiily improved by the recycle of portions of the lhc exhaust system of vehicles for their conversion with
eihausl, a substantial part of the incrmc u lost to the 50 »n exhauM-recyclc system lo improve Iheir efficiency
nteJ lo overcome lhe bacA-presi.ne impo>ed by the and emission performance. It is lo be understixn!. how-
efficiency-improving attempt. ever, th.it the exitacMr of the piesent invention is quite
In the separator of the Fessenden patenl, lhe c'lamhcr appropriate for use as original equipment in such »y»-
lurtounding the central, axial pipe is subject lo accumu- temv
Union of vilids and, eventually, transfer of ihose solids 3J A particularly advantageous system is disclosed in
through the recycle system to lhe fuel/cxhauil mixer niy copcndmg application Ser. No. 77S.K34. filed Mar.
wilh consequent blockage of susceptible portions of the 9. 1971, and tilled "KXHAUSf KI.CYCLli MIXUR."
ayvKro. The cxlractor of the present intenti jn has been found to
Therefore, lhe prior forms of exhaust teparators have be especially effective with the mixer disclosed in lhal
ooi been found to be satisfactory in all respects, since 60 application, but it is lo be undcTsU-vtl that the new ex-
they either involve mechanical complewlies .ind high tracior of lhe present invemixn may be used in any
prcuure drops or. if Ihey a/e mechanically limplc in exliauit tccjclmg system which m.iy be found ellective.
conitrucuon. they a/e subject to undesirable nisopcra- The new cxlractor comprises a section of exhausi
liooa/urr a period of use. duel I which defines a relatively gvvilly curved path ami
SUMMARY OF THE INVENTION " inc'«d« /" outer curvale wall 2 .,nd an mner curvale
wall J. A sleeve 4 of similar exhj.ist pipe material snr-'
In tentral, the preferred form of extractor of the rounds the curved portion of III, du«-t I and is welded
prncni uvoition cotcpnsa an cxluiut dui:t seclion thereto at tu ends i and 1 lo form an external chamber
-------
110
.... 3 4
* .'•... .1.1 ';.. 1:11.1 I «.•'' J It .'.•Ml..1. •'.. . l,.imU-| 5 --stlh.fl.ls Will I IIU|.. .SI,.,-. '.-:,•>., Sl'l ,1. I.MI.IIK- I,-,:,,.'.
i:.., . i..- I-.M::. .: >>> -.'.I .. >..!•• '.•'•'•I '.!...:. a s'.-.cvc. suji lu l.,.h> I,, ll.iw. ol,,l ,.,.I,S,-.|,K ill 1,'s. ..| vu.-ii,.- >-tl >.
.1'. %-.i;.. : j •.•.'•..•.-.' • ,• .is •> v '•-.-.:.' i.i.'.fi is pies- 1-uiiScr. ihe new eui.ici.n '..o J,|M,A,,I ,u |-,,,;-.-».•
...i" :::,ij uit.ude i-i •'•,..• u-du.'.,..;: n! u. >*', ,:„.!•.;, v.ln, !, u-nj '.. Jv.u-
|,i..-li-iu-.l. il u •• U' .....'• IN I l'-..i ullicl fniim of )„„ .,|so :.chi.:vo. Us »|»-,.i.il a.K.ml.,,-.-* wnli ah ex-
t.il.ri. ali.M.s ii..i) U uiii.!..s»d us lui..: ..s li.cy J'IOSK!CV H) namely s.mpK- sliu..li.rc flee >if iiitiipU > divvlli-is and
,-.i.i!> ^m\i*!. li.w i..i*». |«ii".-..iv vuiv.ilc (,nw |i,»l.i nt"/i.nci i jquunig sri vu mi; in |H-riiKiic clfjiiitul.
V'.iliiiui L'ti.ui|'.«'\ nuiy tv iii.i*lc lit ihf ili.-l.iiU til (he
H It)
ithuui sav-.ilK.iis- ihe
n'« i 5 jn.l j oiiiinxhir » ,,,,.„ ihi-icnf (>t Uc|uiliiig limn ibv W«I|H.- ul il.i- *(>•
,hi, i K.IIIIIN j :.ii/r niiiii!».r i>! MIU'.'. .i|'.-iiuii-s 10 in us \Vh.u i. cUiiiiuul is:
n.wr W...I1 J »lm li |.i..^.li- c uni^.h.!, IH.-IWCKII liic , An ,.„„'.,,..,„, ,or fltf| tl,lllIK>llt.Mlll of „, rtfuM
„„,,..., iW-u-.il .u..! iliei-»u-i:.4Ul.JM.'.'.-rSii)iiaii>rer 4lrcam compfi»MiS:-
tt uu>l «."ini-.iit-i..s .' -it i ..in. .1 mu-w>cc. (a) 4 tulvcJ tiucl f.ll t \lull\t gasci, Nai.i duct tU-funng
Tl.,- ^-•'••"^ '".'.'"'^''J * "','' !;""";^ ,y,r"^'",'B J° (b) » tulwle' l"'"'B««»'li»i! H'ieV...f n.m ,uit, il,c.c-
Oi|.u-N-.ti «.i . I.......ii\ ra..i....) II.U.HC. y ii lie lliluugh In iniparl a llaii\vc-i.x- incnul fm^c .in
cr *j!' "' "Jl ""' 1 "liausl e»i.«M s*«» n..»,,,B i..,,s,iu.i,.,aii> n.,.,uti, «j
^•"'"1" --'j.-^""h, „,„,,*.,II fu, .IcIlcctKin ,mo CUIvale How path.
Ilii: vluiiiiicf S. Ii lia>hccn fumid aiivainaKtiuiMo M'rm . . . . • r -. «
\ . -i i i i i u ,« (O a cliamlt-r ciicnor ofiaid turvale flow paili,
I it- (jfi'icv><;i! i»ir:iiins with ilwir V.idm^ cduc% 12 'me- 25 ; ' . , , . , , ' '
' , . » . Tr .. W) "anvlcr nicam Tor itamrcrnnu fuel cuii,i».i,i-nli
smu-eiiih In »iic-i-i.:1iih of an nii.li inlaid Iii>m the inner , . . , ' „
, ., , , n i . . t from ll>c inner wcuale poilum of said cuivuic flow
suif.ue li.ifllie inner N*ui!..inu w.ili aiiancfluieM/eof . . . . r
. , t , - . t puln u> \.n»l I'liamncr.
ulhuii iluev-eiiiliihv of an inch 111 length anil wiillh, / , . .- • i , , . ,
. . , ., , t i . ir (e) »id iranvlei iiieoii» iiicluiliiiE » iwuiahiy tif «ncr-
^hen llie .luw! 1 li in Ilie older of two and onc-nalf ' . .,, t .- -,
, , ..., i i / i „. turei in said iluct ali...i: Ine innef aicnate tviiiiuii of
nn.-lii.-s .'.i.nncier. \Mnlc llie f.ireu.iiiii; dimensions are S) ., . . , '
. . . . ... i i' ir %i ^UQ curvatc fl.iw pain and
pii-ferivi! lui a duel uf Iwuaiid usie-h.ilf men diameter, '
It is ... IK- uniieiMi.id tl.al these dimensions maV be <".* •»'"«»«" wlJ^»« «^h a,H.-mg f.u.ned m.egrally with.
L-urxate delfecluf l..r llie ii.!ereepti..n and remov.l of J5 *:"' of "ld dut:l a"J ^"""^ ll«=«t.-fiu»' "> '«'">
the desi-cd exhaust [x>«'on "t u"'^"-- B»-e» *"J >'«'r exhaust gasaa. saiJ duct including
lli«e undesirable c..m[n)nenls t.m.,rd the outlet and (*>) • turvale wall |Kirli.m al lc.e.1 panu'.ly tlerming
away from Ihe chamber 5 wiiln.ut the imposition of lhc "im:1 arcuote ix.rtion of a curvate flow path.
complex vanes, switlcri or the like. 'Hie lighter g^MS «5 M "ill curvate wall having
and partiJul.nes which arc apinupnaie for recycle and • W) » p'u'al'iy of (lefoiiiiul aiea» iheicin. said de-
use in the engine ate thus presented in the inner portion formed »rea» each defining-
of the curvrd duel 1 and ate intercepted by ihe de- »" »|«--rlure in said cuivate wall and
pressed walls or scuops It »nd div.:ncd into the chum- • » deflector extended into »n adjacent unit of said
her 5 for recycle via the tonnrcior 9 with a minimum of SO curvate flow path, and
disturbance of the main flow of i.xli.ust through the (e) » i:hamltr formed al least in pan by s-.id curv.te
uuci, ' wall and adapted to receive fuel c.mciiisof the
Therefore, it n apparent that ihe extractor of the exhaust stream via sjid «|K.-rlures for uansfcr to &n
pmcm tnirnti.iii achieves its objects and provij.-s an exhaust recycle system.
effective, selective extraction of th:: uvible exhaust con- ^ * * *
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SUMMARY OF THE GASOLINE
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Avetage 148 21.4 6.6 1518
Avtfrngi: mc/va&e m nunfcer ol m4es 66 rniles
Awr^qe mcrease m number o> n«tes per
lix* ol <>i^otn* 151 8 rmhts .
.. Testing done by: DetrtMl Tefclig. Corrputerxay
and C.TT 60 lech inc. Seoiember 1978
ENERGY GAS
FIRST AMERICAN BUILDING • 701 U.S. HIGHWAV ONE
SUITE 104 • NORTH PALM BEACH. FLORIDA 33408
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Attachment C
UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
ANN ARBOR. MICHIGAN 43105
OFFICE OF
AIR. NOISE AND RADIATION
June 23, 1981
Mr. Donald C. Pletts, President
Energy Gas Saver, Inc.
143 Inlet Way #5
Palm Beach Shores, FL 33404
Dear Mr. Pletts:
Please find enclosed an updated copy of the EPA recognized independent
laboratory list.
Sincerely,
_
Merrill W.-Korth, Device Evaluation Coordinator
Test and Evaluation Branch
Enclosure
cc. J. White
511 file' "Energy Gas Saver"
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Attachment D
114
UNITED STATES ENVIRONMENTAL F'ROTECTION AGENCY
ANN ARBOR. MICHIGAN 48105
June 26, 1981 OFFICE OF
AIR. NOISE AND RADIATION
Mr. Donald C. Pletts
143 Inlet Way //5
Palm Beach Shores, FL 33404
Dear Mr. Pletts:
We have completed our preliminary evaluation of your application, mate-
rial, and test plan for the "Energy Gas Saver" device. Our comments are
as follows:
1. Since you intend to use test results from Olson Engineering, Inc.
in support of your application for an EPA evaluation, we feel
that you should have submitted your application or otherwise
contacted us before the testing was performed there in March,
1981. This would havfe gi.ven us on opportunity to comment on your
test plan before the tests were performed.
2. During" the testing at Olson Engineering on the 1981 Ford LTD
302 V-8, the as-received baseline test should have been performed
first, before the test with the "Energy Gas Saver" installed. Ue
suggest that you test a second vehicle which is not equipped with
overdrive or throttle body injection, as these are not represen-
tative of the vehicle population.
3. Also, what were the tuneup procedures before each test sequence
""at Olson Engineering, and were all components of the "Energy Gas
Saver" removed before the baseline teats? Have all the results
from tests at Olson Engineering been submitted to us?
4. Your installation instructions require that timing be set 2 to 4°
more advanced than factory specifications, and that the carbure-
tor fuel mixture be readjusted. If this is done, a separate test
sequence is required with only these adjustments and without the
"Energy Gas Saver" installed. Were these adjustments made on
your test vehicle? If so, please detail the procedures used.
5. From the Olson Engineering test data sheets, we noticed that a
different dynamometer was used fox the baseline tests than was
used for the tests with the device. This is inconsistent with
our guidelines for properly evaluating a device.
6.- For tests on the 1981.Ford at Automobile Club of Southern Cali-
fornia, no data sheet was" submitted for tests with the "Energy
Gas Saver" installed.
7. The other data submitted with your application from the various
sources is of some value, but we do not consider it as valid data
to be used in place of current test data from an independent
laboratory as described in my letter dated January 13, 1981.
-------
115
-2-
We hope the above comments are helpful to you in conducting a test pro-
gram to evaluate "Energy Gas Saver". In order for us to conduct our
evaluations in a timely manner we have established a- schedule for each.
I ask that you respond to this letter by July 13, 1981 and that you
submit the results from your latest tests by August 3, 1981.
If you have any questibns, please feel free to contact me. My telephone
number is (313) 668-A299.
Sincerely,
Merrill W. Korth, Device Evaluation Coordinator
Test and Evaluation Branch
-------
T16
Attachment E
ENERGY CAS SAVER
July 9, 1981
Mr. Merrill W. Korth
Devise Evaluation Coordinator
Test .and Evaluation Branch
U. S. E. -P. A. . ...... -
Ann Arbor, Michigan 48105
Dear Mr. Korthf
Please refer to your letter of June 26, 1981
When I went to California in March of this year, I did not plan
on having tests done by Olson Engineering, Inc. Also my plan
was to obtain an exemption from the Air Resourse Board of Cali-
fornia, in order to sell the VEnergy-Gas-Saver" in California.
The Air Resourse Board gave me permission to have VOlson" Ho
the tests with the Energy-Gas-Saver before doing the baseline .
test. You'll note that you have a ba.seline test done by the
"Auto Club of Southern California". Also you have records of
Ford Motor Company certification tests.
The 1981 Ford Ltd. with a 302 V-8 Engine was checked as per
Company specifications including Idle: on the carburetor. The
Idle is the only adjustment that can be made on this vehicle.
A copy of all the '.'Olson" tests are enclosed..^ The extractor-
was not removed from the exhaust system, it was however block-
ed off.
4.
5.
7.
No adjustments were made on this vehicle, for any of the tests.
(no adjustments could be made). I understand your requirments
for testing in the event adjustment are made different than
baseline.
Because of the sizable changes in th« testing VOlson'
both of their dynamometers.
used
The Auto Club of Southern California would not give me the re-
sults of their t^est with the Unit installed. These results
are however included in the summary .sheet.
The purpose of sending you all the t<2St data was to show how
much research had been done on the "Energy-Gas-Saver".
FIRST AMERICAN BUILDING • 701 U.S. HIGHWAY ONE • SUITE 104 • WORTH PALM BEACH. FL 33408 • 305/842-8558
-------
ENERGY CAS SAVER
Mr. Merrill W.
July 9, 1981
Page 2
Korth
Since you allow Hot Start LA-4 testing, I would like to bring to your
attention the Hot Start tests done by "Olson" as shown on page 2 of the enclosed
"Summary of Highway Fuel Economy Tests?. - - — • -.-.-..
You'll note the Baseline test by "Olson" is higher in HC and NOX than all
three Hot Start tests done with the "Energy Gas Saver". Also test #1 is approx-
imately the same on CO. I believe that if you converted the Auto Club of Southern
California P.P.M. to Grams this Baseline test would be some what higher than the
Olson test.
I am also enclosing the data I received from a California testing labora-
tory which I shall discuss with you on the telephone.
It is my intention to test a 1979 Ford with a 302-V8 Engine that does not
have a closed loop feed back system and without cin overdrive transmission. The
testing laboratory will contact you prior to the starting of our next tests.
'burs v«ry truly ^ ^
Donald C. Plet
President
DCP/edy
Enclo.
FIRST AMERICAN BUILDING • 701 U.S. HIGHWAY ONE • SUITE 104 • NORTH PALM BEACH. FL 33408 • 305/842-8558
-------
I I
118
I
I
AUTOMOTIVE ENVIRONMENTAL SYSTEMS, INC. • 7300 BOISA AVENUE. WESTMINSTER. CALIFORNIA 92683 • 714 897-0333
June 29, 1981
Mr. Don Pletts .---.,.-•-..
Energy Gas Saver " "'""
143 Inlet Way #5
Palm Beach Shores, FL 33404
Dear Mr. Pletts:
AESi Is pleased to submit the following quotation and proposal for testing
services:
PRICE QUOTATION
See attached Quotation.
TERMS
Payment is by cashier's check upon delivery of vehicle to AESI. There
is a $300 minimum fee if the vehicle falls to complete an FTP for
safety of mechanical reasons due to the vehicle.
All applicants attempting certification under Section 511 of the Motor
Vehicle Information and Cost Savings Act: must develop a test plan with
EPA officials if EPA approval is desired. This is the responsibility
of the applicant, not AESi.
TESTING
The vehicles will receive a baseline Hot:' Start LA-4 and a Highway Fuel
Economy test. The vehicles will be tested on Indolene unleaded test
fuel as prescribed in the Federal Register. A second (replicate) LA-4
and HFET sequence will be performed. These tests will be audited
according to EPA requirements before acceptance.
Following confirmation of test quality, your device will be added in
the vehicle by our mechanic. An additional set of LA-4 and HFET tests
will then be performed.
An option that is available, should you desire, is the installation of
a fuel flow meter to provide actual fuel consumed during emissions test
and mileage accumulation. The price for installation, data collection,
and reporting and vehicle restoration is i200.
-------
119
AUTOMOTIVE ENVIRONMENTAL SYSTEMS, INC
SCHEDULE . •
We require a two week notice to schedule your vehicle for testing* The
test and compilation of results will take approximately 6 days*
DEVICE
The test device will be provided by you.
VEHICLE . .', .. , ,.. ........... ,- •:-...,, - .- • ....--'"..•_-•?=—•.••
The test vehicle may be provided by you or you may choose to have AESi
procure a vehicle at $30.00/day for a minimum of 6 days (4 days to
perform tests, 1 day for vehicle preparation and 1 day for vehicle
restoration and return).
All Section 511 applicants are reminded that test vehicles must meet
emissions standards in baseline tests. If an applicant supplied
vehicle fails a baseline test, the applicant must pay for this test.
If an AESi supplied 1981 vehicle fails a baseline test the applicant
will not be charged for this test.
RESULTS
Certified test results will be provided in letter report form only to
you or to a person designated by you in writing. Original test result
documentation will be retained by AESi to substantiate the test
results. This information is kept in strictest confidence.
AGREEMENT
A copy of our testing agreement is attached. Please read it carefully
as it contains limitations on our liability and restrictions on the use
and applicability of the test results.
I appreciate the opportunity to provide you with this quotation. If you
require additional Information please do not hesitate to contact me.
Sincerely,
Alan D. Jones
Project Engineer
ADJrmra
Encls
-------
. AUTOMOTIVE ENVIRONMENTAL SYSTEMS. INC.
"00 SOLS- AVL '.'LIE 'vYESTY.iUSTER. CAL
TO: "ENERGY GAS SAVER
143 Inlet Way #5
Palm Beach Sores, PL 33404
Attention: Mr. Don Pletts
L-
120
QUOTATION Q- 2883
ACCT.
CUSTOMER NO.
SHIP TO: [~~
L_
DEFERENCE
• . • -
' "
RESALE TAX DATE REQUIRED
YES NO %
ITEM
1
2
3
4
5
6
7
QUANTITY
2
2
2
.. 2 hrs
2
2
2
. - . ..
CONTACT DATE
-T. 06/24/81
SHIP DATE
TERMS:
Cashier's Cheek-Payment in Advance .
SHIP BY:
PART NUMBER DESCRIPTION
Vehicle Parameter Checks
LA-4/HFET Baseline
LA-4/HFET Baseline Replicate
Device Installation
Vehicle Parameter Checks
LA-4/HFET w/ Device
LA-4/HFET w/Device Replicate
THIS QUOTATION IS VALID UNTIL AUGUST 29, 1981
THIS QUOTATION SUBJECT TO TERMS AND CONDITIONS ON REVERSE SIDE
NET
UNIT PRICE
35.00
600.00
600 .DO
40.00/hr
35.00
600.00
600.00
F.O.B.
AMOUNT
70.00
1,200.00
1,200.00
80.00
70.00
1,200.00
1,200.00
• -
TOTAL r 020 00
AMOUNT b,U^U.UU
CONTACT BY:
ADJ
PREPARED BY:
ADJ:MRA:06/29
I AUTHORIZED BY:
-------
VEHICLE EMISSIONS TESTING AGREEMENT
T1IIS AGREEMENT LIMITS TUB LIABILITY OF AESi. PLEASE READ CAREFULLY
1. AUTOMOTIVE ENVIRONMENTAL SYSTEMS, INC., (AESI), agrees to conduct the vehicle emissions tests specified below in general
accordance with the procedures prescribed by the United States Environmental Protection Agency, or as otherwise described below.
All Resting will be done In the AESI Westminster, California, vehicle emissions testing laboratory.
2. AESI herewith offers to perform the following tests and support activities for the firm fixed price stated below.
— DESCRIPTION --
QUANTITY TEST TYPE. VEHICLE TYPO. SPECIAL .PROCEDURES. ETC. SCHEDULED PATH UNIT PRICE TOTAL
C1IBCK
TOTAL FIRM FIXEP PRICE | | CASH
3. Payment In full must be received by AESi prior to the commencing of testing. The price quoted above covers* only those items
stipulated above. Any additional work oust be covered by a new agreement.
4. AESi agrees to perform the activities specified above within two weeks of the date of this agreement. AESi will notify the
customer of each scheduled test time at least 24 hours prior to the test tine. It is the responsibility of the customer to fur-
nish the test vehicles at the scheduled time. If .the vehicle is not available for testing at the scheduled time, an additional
charge of $100 will be made to the customer. If any devices are to be installed on the vehicles prior to testing, or other
additional work performed, such work will be quoted separately.
5. AESi will mall to the customer a letter describing the testing procedures and presenting the test-results within one week of
the completion of the testing. The results will be presented In terms of hydrocarbon (IIC), carbon monoxide (CO), carbon dioxide
(C°2)» and corrected oxides of nitrogen (NOxC), in grams per mile, as well as the calculated fuel economy in miles per gallon.
Motorcycle emissions are reported in grams per kilometer and fuel consumption in liters per ICC kilsssters. The custs=sr agree:
not to use AESi's name or letter of results or any parts thereof in connection with any advertising, sales'or promotional pur-
poses without specific prior written approval from an offleer,of AESI.
6. ABS1 agrees to hold the customer's test results in strictest confidence and will not divulge such results to any other party
without specific written authorization from the customer. AESi will make nb representations or assume any responsibility for
implied results or assumed Information other than the specified data as they appear in the complete written final report letter.
7. AESI agrees to maintain the security of the customer's systems and/or devices while in the possession of AESI and to hold In
confidence all proprietary information disclosed to AESI. Reciprocally, the customer agrees to honor AESI1s laboratory security
requirements, which restrict access to testing areas. . ,
SEE REVERSE SIDE
-------
8. The customer acknowledges and understands that (i) AOS1 does not Inspect vehicles subaltted for testing to AGS1 for occhanlcal
defects or problems prior to testing, (11) during testing AES1 nay be unable to detect any nechanlcal 'or other defects or problems
affecting the vehicle, including those defects and problems which may, In connection with such testing, potentially result in
substantial damage to the vehicle, prior to completion of such testing, and (ill) as a result, although the vehicle will be tested
under circumstances substantially similar to normal driving conditions, the vehicle nay nevertheless suffer substantial damage
during testing in the event that nechonlcal or other defects or problems exist prior to testing or develop during testing. IN
CONNECTION THEREWITH, NOTWITHSTANDING MY SHOWING OF NEGLIGENCE OH THE PART OF AESl OR ITS REPRESENTATIVES, THB CUSTOMER HEREBY
AGREES TO INDEMNIFY AND HOLD ASSl HARMLESS AGAINST ANY AND ALL CLAIMS, ACTIONS, CAUSES OF ACTION, SUITS, DEBTS, CONTROVERSIES,
LOSSES, DEMANDS, PROCEEDINGS, DAHAGSS, LIABILITIES, COSTS AND EXPENSES, INCLUDING ATTORNEY'S TECS, ARISING OUT OT OR RESULTING
FROM THE TESTING, POSSESSION, VSE OR STORAGE OP THB VEHICLE BY AESl.
9. AESl SHALL HAVE HO LIABILITY FOR THEFT, COLLISION, FIRE OR DAMAGE OF ANY KIND W/ATSOEVHR DURING THE TESTING, STORAGE, USB OR
POSSESSION OF THB VEHICLE BY AESl FOR ANY REASON HHATSOEVER INCLUDING, WITHOUT LIMITATION, TUB NEGLIGENCE OF ABS1 OR ITS REPRE-
SENTATIVES EXCEPT HHBN DUE TO THB VILLTUL FAULT OR GROSS NEGLIGENCE OF AESl OR ITS AUTHORIZED REPRESENTATIVES, AND IH THAT EVENT,
ONLY TO THB EXTENT OF THB DIMINUTION IH THB RETAIL USED CAK VALUE OF TUB VEHICLE ON THB DATB OF DELIVERY OF POSSESSION TO AESl.
IN NO EVENT SHALL AESl BE LIABLE FOR LOSS OF USE OF THE VEHICLE OR FOR LOSS OF OR DAMAGE TO ANY ARTICLES LEFT IN TUB VEHICLE OR
FOR ANY OTHER FORM OF INCIDENTAL OR CONSEQUENTIAL DAMAGE.
10. AS A CONDITION OF ANY LIABILITY ON TUB PART OF AESl, UPON RECBIPT OF THE VEHICLE FROH ABSl, (1) TUB CUSTOMER SHALL IMMEDIATELY
INSPECT THB VEHICLE IN ALL RESPECTS FOR DAMAGE OR DEFECT, (11) IN CASE OF DAHAGB, THB CUSTOMER SHALL DEMAND REPAIRS BEFORE THB
VEHICLE IS REMOVED FROM AESl'S POSSESSION, AND (111) AESl SHALL BB ENTITLED TO MAKB OR ORDER ANY REPAIRS.
11. AESl disdains any representation whatsoever that the tests performed by AESi will provide results which will penult the
vehicle tested to be certified for sale in accordance with the U.S. Environmental Protection Agency regulations or any other
applicable federal, state or local governmental statute, rule, order, law or regulation.
12. This agreement will be formally entered into on the latest date signed below by duly authorized representatives of both
parties: THIS AGREEMENT LIMITS THE LIABILITY OF AESl, PLEASE READ CAREFULLY. ;
Name:
Address:
AUTOMOTIVE ENVIRONMENTAL SYSTEMS,' INC.
7300 Bolsa Avenue
Westminster, CA 92683 i
ro
•ro
Signature:
Date:
Signature:
Date:
Business Phone:
Home Phone:
-------
Atr ;
ENERGY CAS SAVER
August 21, 31
Mr. Merrill . Korth, Device Evaluation Coordinator
Test and Evr aation Branch
U. S. E. P. .
Ann Arbor, - J.chigan 48105 •
Dear Merrill:
As per our telephone conversation of August 17, 1981, I am submitting a test plan for
your approval.
A. Test Vehicle #One - 1979 Ford Thunderbird (302-V8 Engine)
Testing to be done by A. E.S.I, of Westminster, California
a. 1 Vehicle Parameter check. ( Factory specifications )
b. 1 LA-4/HFET Baseline ( Hot Start )
c. 1 LA-4/HFET Baseline ( Hot Start ) Replicate
d. Device Installed by Testing Facility
e. 1 Vehicle* Parameter Check with divice installed
f . 1 LA-4/HFET with Device ( Hot Start )
g. 1 LA-4/HFET with Device ( Hot Start ) Replicate
.These tests shall start on September 14, 1981.
B. Test Vehicle #Two - 1981 Ford Ltd. (302-V8 Engine) Auto Overdrive Transmission
a. 1 Vehicle Parameter Check ( Factory specifications )
b. 1 SECVS 11 Cold Start Baseline
c. 1 LA-4/HFET Baseline ( Hot Start )
d. 1 LA-4/HFET Baseline ( Hot Start ) Replicate
e. Device Installed by Testing Facility
f . 1 Vehicle Parameter Check with device installed
g. 1 SECVS 11 Cold Start with device installed
h. 1 LA-4/HFET with device installed ( Hot Start )
i. 1 LA-4/HFET with device installed ( Hot Start ) Replicate
Vehicle #Two tests shall begin on September 21, 1981. The fuel to be used is Indolene
Unleaded Test Fuel.
I trust this test plan shall be to your satisfaction.
Yours very truly,
Donald C. Pletts
President
DCP/edy CC:
FIRST AMERICAN BUILDING • 701 U.S. HIGHWAY ONE • SUITE 1C-A » NORTH PALM BEACH. FL 33408 • 305/845-6105 • 1-800-432-3589
-------
Attachmeas G
Mr. ^onr S C. Pletts, President
.Fncrgy C 3 paver
143 Tnle Way *5
Pain Bee. -s Shores, 7T, 3340A
*>ear Mr. ?letts:
'*e have evaluated ?our latest test plan which we received "on August "'26','
19S1. Our cocsnents are as follows:
1. "V» vould prefer th.it both vehicles not he equipped with the sine
engine, Hach of the test vehicles you propose are equipped with 302
CTT? engines. We sus^est that you replace one of these T%ords with a
late nodel G!! car with a popular engine, rireferahly a ?-f.
2 . Is vehicle :?? the sntae test vehicle that vas used earlier for tests
at Olson Engineering?.
V
3. Sach vehicle fshould be corapletely original for the as-received- testa
and oust not contain any codifications to the exhaust or enlssion
TfOv cuch -Joes t^e installation of the device upset the configuration
of the carburetor linkapes, choke tubes, ind the exhaust avstetn?
IR any niileapie ;iccvraulatloTi required before the full benefit of the
is realised?
0. Are the test vehicles to he equipped with special air cleaners and
will tVie hood close? We ire concerned that additional ^eirrht of the
carburetor vlll caose a problem.
7. Althot*r»b your test plan does not provide fnr any artjustaants when the
device is installed vy the testing facility, se ask that certain
cocci's should. b» perfor^erf before and 3t"tnr the installation of the
device. These checks should include bafitc engine parameters and for
the !9?1 vehicle, ve ask thnt the er«ine receive appropriate elec-
tronic checks to ensure that the sophisticated control aystcns on
these vehicles are vorklnr prorerly.
3. On test vehicle *'., test secuence b includes a "SECVS 11 Told Start
S.-sseline". 'f^at Is this test cycle?
-------
125
hope the above cosncnt* -ire h* !:--•:: ,, ..„., ,„ comjuctln;? a ^^
»n to evaluate "^nerrry Gas ^aver-. --„ ,,• rh;Jt vntj ^^^ fV ^
fro- your latest tests by October lr. ?."":. if you have -iny
->i=no« concact r.e. \-y tclepliona rur->sr 1
-------
Attachment H
126
;cro>:sr 23
.r;!r. Honaid T. Pletta, President
"nersy Cas 3nver
14"J Tnlet f!av ?5
T5each Shores, ?L
. Mr. >lctts: " '^'"..' . ,'"' '' ........ _"..„"!""
In ny letter to you of "icptera^er ?, l"31t I aspl.iincrf the r
for testtnt; of "Kner^y las 'aver" by an itidooen^ent laboratory recos»nlz<»7 !i?A. I nlno prescntoc? several othar .^aesflons to you at th-it tiine. I
nskftd that you respop.^ to ciy letter by October 15, 1901. T-"e have not
received your response.. ?-lr»ce ynu have r>ot «i.i!>r..l*e'? "^A "ith •>.or>rc—
oriate test ;iata for ""r.ergy Gas S.ivcr", ve have Insufficient ?*..ntn to
support yotir claf.t* for its fui»l cconorty benefit*
Tinker the provisions of Section 51.1 of the "otor Vehicle Information and
Cnst ^nvinqs Act, ~?A. Is required to evaluate your device on the >>asis of
available infornatlon and publish the results of our evaluation- *n- the
!?n<5iptor. "7e '^ave bcpun to prptjare nur report.
contact rse tme-diatsly If you An not understand thin conrse of
-?y telephone
"Inceraly,
"crrt.ll ". T'orr.h
"^fvf.cr: Evaluation Coordinator
"nst ihy Cas 5nver)
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FEDERAL REGISTER TYPESETTING REQUEST
Announcement of Fuel Economy Device Evaluation for
"Energy Gas Saver"
REQUESTOM: Complete items
1, 2, 7. B. 9. 10. 11 and 12. Retain
copy number 7 and submit the
balance with manuscript copy to
•the Hq Federal Register Office.
HQ FEDERAL REGISTER
OFFICE: Complete items 3, 4, 5
and 6. Retain copy number 6 and
submit balance to Hq. Printing
Management.
2. SUBMITTING ACTIVITY
4. OPEN REQUISITION NUMBER
3. ASSIGNED FRL NUMBER (include olplia f.- numeric characters for ident-
if tea t ion. > • .
5. BILLING CODE
6. FORWARDED TO GSA. NAHS--SIGNATUKE
DATE
7. NUMBER OF MANUSCRIPT PAGES
8. ESTIMATED NUMBER OF COLUMNS
2
9. ESTIMATED COST
$272.00~
10. FINANCIAL DATA
FMO USE
(a)
DOCUMENT
CONTROL NO.
(O
ACCOUNT NO.
(d)
OBJECT
CLASS
(e)
AMOUNT (f)
DOLLARS
CTS
I|2l3|4|5|6|7
toll 1 |12|!3
41 |42|43|44
H
0
1 I. SAGNATURE:'(a) REQUESTING OFFICER
URE: (a) FEDERAL REGISTER DESIGNEE
.at the funds listed above arc available and reserved.)
(C> TELEPHONE NUMBER
FTS 374-8429
(c) TELEPHONE NUMBER
EPA Form 2340-15(1-811
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