EPA-AA-TEB-511-83-11
EPA Evaluation of the Gyroscopic Wheel Cover Device Under
Section 511 of the Motor Vehicle Information
and Cost Savings Act
by
Stanley L. Syria
June 1983
Test and Evaluation Branch
Emission Control Technology Divison
Office of Mobile Sources
U.S. Environmental Protection Agency
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EPA Evaluation of the Gyroscopic Wheel Cover Device Under Section 511 of
the Motor Vehicle Information and Cost Savings Act
The Motor Vehicle Information and Cost Savings Act requires that EPA
evaluate fuel economy retrofit devices and publish a summary of each
evaluation in the Federal Register.
EPA evaluations are originated upon the application of any manufacturer
of a retrofit device, upon the request of the Federal Trade Commission,
or upon the motion of the EPA Administrator. These studies are designed
to determine whether the retrofit device increases fuel economy and to
determine whether the representations made with respect to the device are
accurate. The results of such studies are set forth in a series of
reports, of which this is one.
The evaluation of the Gyroscopic Wheel Cover device was conducted upon
the application of Zimmer Wheels, Incorporated. The device is a
mechanical assembly which replaces each of the standard wheel covers on a
vehicle. The device is claimed to improve fuel economy, handling and
braking characteristics, and the life of the brakes and tires.
1. Title;
Application for Evaluation of the Gyroscopic Wheel Cover Device Under
Section 511 of the Motor Vehicle Information and Cost Savings Act
The information contained in sections two through five which follow, was
supplied by the applicant.
2. Identification Information;
a. Marketing Identification of the Product;
"Zimmer Wheels, Inc. has exclusive marketing rights in the
United States for both the Executive and Sport Model GYROSCOPIC
WHEEL COVER."
b. Inventor and Patent Protection:
(1) Inventor
"Kim Rush of 6 Emperor, Irvin, CA 92714 is the inventor of
this invention."
(2) Patent
"Copy of patent is enclosed." [Attachment A of this
evaluation]
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c. Applicant;
(1) Name and address
"Zimmer Wheels, Inc. of 1330 Leyden #103, Denver, CO 80220
is applying for this evaluation."
(2) Principals
"President of Zimmer Wheels, Inc. is Suzanne Branch, Vice
President is Linda Potter and Chairman of the Board is
David Branch."
(3) "Dave Hudson of 6759 West 70th Street, Arvada, CO 80003 and
Tom Johnson of 2013 Beech Court, Golden, CO 80401 are
authorized to represent Zimmer Wheels, Inc. in
communications with EPA in connection with this evaluation
request only. Their phone numbers are (303) 425-1870 and
233-3053 respectively."
d. Manufacturer of the Product;
(1) Name and address
"Konzu Machinery and Industry C., Ltd. NO. 77-3, Nanshin
Village Linkou, Taipei, Shien, Taiwan, ROK manufactures the
product."
(2) Principals
"Principal owners are Mr. S. L. Wang, Mrs. Wang and Patsy
Cheng."
3. Description of Product;
a. Purpose;
"The purpose of this invention is to provide an imbalance
compensating vehicle wheel attachment to improve stability and
performance."
b. Applicability:
(1) "This invention fits all rear wheel drive vehicles with 13,
14, and 15 inch standard wheels. It will not fit on wheels
that have the axle extending out beyond the outer edge of
the wheel rim."
(2) "Gyroscopic Wheel Covers improve vehicle performance in all
driving conditions, i.e., icy, snowy, rough roads, wet,
cornering and stopping."
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c. Theory of Operation:
"The Gyroscopic Wheel Cover has a 12-gauge steel movable back
plate, movable spokes, and is suspended within the wheel by
steel spring grippers. The force created by the tire striking
the ground creates a radius of gyration, six pounds of movable
heavy-gauge steel which gives a perfect geometric center with a
perfect center of gravity giving a perfectly balanced wheel.
This eliminates tire bounce and greatly enhances stabilization.
"The 360 [degrees] of flexing gyroscopic mass forces the
geometric center and center of gravity to become aligned thereby
causing an automatic wheel balance that shifts and adjusts to
compensate for any imbalance in road conditions or speed
change. The Gyroscopic Wheel Covers react in millimicroseconds
to maintain constant balance. This continuous response creates
a perfect wheel balance and constant stabilization that results
in the rear wheels exerting a steady push while the front wheels
offer less resistance to rolling." [See Attachments B and C for
additional information regarding the theory of operation.]
d. Construction and Operation;
"Detailed description - See Patent which is enclosed."
[Attachment A].
e. Specific Claims for the Product:
"Up to 16% or better in gas mileage. Testing done by an
approved Federal testing laboratory, National Testing Standards,
Inc.C1] (DCAS No. 4-S-502). Several tests were done; a copy
of one of the tests is enclosed [Attachment D], others have been
requested and will be forwarded upon receipt." [See Attachment E
for additional claims.]
f. Cost And Marketing Information;
"Suggested retail prices:
Executive model £390 (set of four)
Sport Model $350
[1] National Testing Standards, Incorporated is neither a U.S. Government
entity, nor is it currently recognized by EPA as being capable of
performing fuel economy and exhaust emissions tests for purposes of
Section 511 of the Motor Vehicle Information and Cost Savings Act.
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Marketing is through a multi-level marketing system. The
product is in production."
4. Product Installation, Operation, Safety and Maintenance:
a. Installation - Instructions, Equipment, and Skills Required:
"A copy of the installation instructions is enclosed."
[Attachment F]
b. Operation:
"This invention does not require operating instructions."
c. Effects on Vehicle Safety;
"Not applicable"
d. Maintenance:
"Not applicable"
5. Effects on Emissions and Fuel Economy;
a. Unregulated Emissions;
"Not applicable"
b. Regulated Emissions and Fuel Economy;
"This invention does not affect emissions. Fuel economy
increases as shown in the enclosed literature." [Although not
specified, the enclosed literature referred to by the applicant
is assumed to be Attachments D, E, and G. Attachment G is a
collective testimonial.]
The following Sections are EPA's analysis and conclusions for the device.
6. Analysis;
EPA evaluated the application and found no problems with the
information regarding device identification, purpose, construction,
operation, cost, marketing, maintenance, and unregulated exhaust
emissions.
With respect to the information given in the balance of the
application, EPA has noted the following concerns.
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a. The applicant states the device is applicable to all rear wheel
drive vehicles but does not mention whether it is applicable to
front wheel drive vehicles. It appears to EPA that the device
could be applicable to front wheel drive vehicles, although when
the applicant was asked about this he did not respond
(Attachment H). Additionally, although "Mag" type wheels were
not addressed, EPA is doubtful that the device will adapt to
these because of the wheel flange and bead design.
b. The theory of operation given by the applicant suggests the
device is capable of compensating for imbalance in wheels and
tires. However, since adequate data were not submitted which
substantiated the theory of operation, and since a sample device
was not provided, EPA does not know if the device functions as
claimed.
c. Several benefits are claimed for the device although the
applicant did not submit adequate substantiating data for any of
the claims. If the device is indeed capable of compensating for
imbalance, then EPA would expect insignificant, or no benefits
when compared to a tire that is balanced in the conventional
manner, i.e., with wheel weights. To achieve a gain in fuel
economy of 16 percent, would require that initially the
tires/wheels be terribly out of balance. EPA is. doubtful that
very many vehicles are being driven with tires in such a state
of balance, or that they are driven very far. Additionally,
considering the six pounds of extra weight added to each of the
four wheels, the device may have an adverse effect on fuel
economy due to the increased weight. The extra weight may also
have an adverse effect on readability and riding quality because
the unsprung weight of the wheel/axle system is increased. For
lack of adequate data to support the various claims made by the
applicant, and also because it was not proven to EPA the device
could compensate for an imbalance condition, the Agency has no
technical reason for expecting the device to achieve any of the
claims made for it.
d. The installation instructions state to remove certain components
i.e., cap and basket, but fail to mention whether they are to be
reinstalled. Additionally, although retaining clips are shown
in the instructions and discussed in the patent, they are not
mentioned in the installation instructions. The applicant was
asked about this but he did not respond.
e. With respect to safety, the applicant states, "not applicable."
However, in Attachments B, C and E it is stated the device
provides for safer vehicle operation. EPA does not know if the
applicant's statement of "not applicable" means the device has
no effect on safety (contrary to that claimed in the
attachments), or if it was an oversight by the applicant. If
the device is indeed capable of improving tire and wheel
balance, then the safety factor would also be improved through
better tire contact with the road surface.
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f. The applicant states the device does not affect exhaust
emissions. However, Attachment C states that vehicle rolling
resistance is reduced when using the device. If this were true,
then emission levels as well as fuel economy levels are likely
to change. The applicant did not submit any data showing the
effect on emissions due to the device.
The applicant did submit data (Attachments D and G) to
substantiate the. fuel economy benefits claimed. Those data were
not adequate because multiple vehicles were not subject to
replicate testing under closely controlled test conditions. EPA
requested additional test data following an EPA recommended test
plan (Attachment H). However, the applicant did not submit any
additional data. Eventually, the applicant notified EPA he
would not be testing the device in the immediate future.
EPA did not test the device for this evaluation because the data
submitted by the applicant did not substantiate the claims for
better wheel balance or that better wheel balance would result
in any fuel economy or handling benefits.
7. Conclusions;
EPA fully considered all of the information submitted by the
applicant. The evaluation of the Gyroscopic Wheel Cover device was
based on that information and EPA's engineering judgment. The
applicant failed to submit adequate information and data which would
substantiate his claims for the device. Additionally, if the device
can correct an imbalance condition, EPA is doubtful it can cause
significant benefits over tires and wheels that are balanced using
conventional methods and wheel weights. Thus, EPA has no technical
reason to support the claims made for the device or to continue the
evaluation on its own.
FOR FURTHER. INFORMATION CONTACT; Merrill W. Korth, Emission Control
Technology Division, Office of. Mobile Sources, Environmental Protection
Agency, 2565 Plymouth Road, Ann Arbor, MI 48105, (313) 668-4299.
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List of Attachments
Attachment A Copy of the Patent Application (provided with 511
Application).
Attachment B Copy of report titled, An Automatic Tire and Wheel
Balancer, by George S. Schlemmer.
Attachment C Copy of report titled, Has Rolling Resistance Been
Decreased at Last, by George S. Schlemmer.
Attachemnt D Copy of test report from National Testing Standards,
Inc., November 5, 1979.
Attachment E Copy of advertising brochure.
Attachment F Copy of installation instructions.
Attachment G Collective testimonial.
Attachment H Copy of a letter from EPA to Energy Team for
Conservation, February 24, 1983.
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— - -, • •<•<••.« j i i«*;.,i £j [- '""/n
United States Patent m i^SScSli
Rush
ATTACHMENT A
[ii] 4,260,090
[45| May 19, 19S
1
[541 IMBALANCE COMPENSATING VEHICLE
WHEEL ATTACHMEN^
[75] Inventor Kim E. Rush, Irvine, Calif.
(211 AppL No.: l*/,>»/
[22) Filed: Jun. 9. 1980
[5IJ Int. C!.» -.... B60B 7/04; B60B 13/00
[52] U.S. CL — 30I/S BA; 301/37 R;
74/573 R
(58) Field of Search 301/37 R. 37 N. 37 CM.
3Ct/37 S. 37 SS, 5 B. 5 BA. 37 B. 41 \V: 74/573
R. 574; 295/6-7
[56] References Cited
u.s. PATENT DOCUMENTS
3.312.503 4/1967 Huichiiw 301/37 SS
4.178,041 12/1979 Rush 301/37 R X
Primary Examiner—Charles A. Marmor
Attorney. Agent, or Firm—Fulwidcr. Hal ton. Riebci.
Lee & Uteuiu
[57] ABSTRACT
An imbalance compensating vehicle wheel attachment
having a rim structure for mounting to a vehicle wheel.
and funhcr having a plurality of spokes or sea on cou-
pled to the rim structure and extending radially in-
wardly to a hub structure. A mounting arrangement i>
provided to couple the inward catrtmiucs of the sectors
to the hub structure to enable radial slidable movement
of the sector* relative to the hub structure whereby me
masses of the hub structure and sectors are dynamically
movable lo establish a radius of gyration tending to
compensate for any wheel imbalance.
11 Claims, 3 Drawing Figures
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U.S. Patent May 19, 198
Sheet 1 of 2
4,268,090
10
F/G.4
F/G.5
© ' V* J &
x_x
J
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U.S. Parent May 19, 19x1
Sheet 2 of 2 4,268,090' 11
F/G.6
FIG.7
k
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w EPA Evaluation of the Gyroscopic Wheel Cover Device
Under Section 511 of the Motor Vehicle Information
and Cost Savings Act
ATTACHMENT A
Page(s) 12 - 15
Not clearly reproducible from submitted
document. Copy will be furnished upon
request from the U. S. Environmental
Protection Agency, Emission Control Tech-
nology Division, Test & Evaluation Branch,
2565 Plymouth Rd., Ann Arbor, MI 48105.
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16
ATTACHMENT B
AN AUTOMATIC TIRE AND WHEEL BALANCER
IS HERE
This is an imbalance compensating vehicle
wheel attachment invented by Kim Rush of
Irvine, California.
By: George S. Schlemmer, P.E.
Member SAE & Veterans of Safety
Any one who has driven a small car very much must know that the
two things which affect the stability, handling and the riding
comfort of the vehicle the most are the overall weight of the car
and the short wheel base. The two characteristics, together, make
it imperative that the tire and wheel assembly be perfectly
balanced, or as nearly so as possible, and that the balance is also
important, on a car of greater weight and with a longer wheel base.
In the July 1981 issue of the Automotive Engineering magazine,
Mr. Daniel J. Holt, Associate Engineering Editor, stressed the
importance of tire and wheel balancing^ especially on small cars.
He also discussed the difficulty of always attaining such a
balance, even with the electronic equipment and computers that are
now available for showing the compensating weight required, since
human error can always be experienced when the balancing weights
are installed.
At last a tire and wheel balancer is available where the possi-
bility of human error in the installation of the tire and the
balancing weights is eliminated. In fact, with this balancer, the
entire tire and wheel assembly is automatically balanced with every
revolution of the wheel in the driving speed range. This is an
item that does not require expensive shop installation or mainten-
ance since the only requisite is to be sure that all of the
balancing weights that may have been previously used are removed
and that the balancer is well seated when it is installed. This is
an item that will replace the existing wheel cover or hub cap and
it should not be discarded when the automobile is sold or traded,
but rather it should be moved from car to car since it is long-
lasting; providing, of course, that both cars have the same size
wheels.
In operation, the principal application is the force of the radius
of gyration which attempts to realign the centers of mass or
gravity and the geometric center of the tire and wheel assembly,
after the two centers have been deliberately caused to be out of
alignment by the tire striking a bump, a rough spot or an obstruc-
tion on the surface of the road. Any roughness of about one-eighth
inch or more will cause the two centers to be out of alignment, and
since there are few perfectly smooth road surfaces, the reactions
to the rough surfaces at driving speeds are occuring in milli or
micro-seconds, and every such reaction is a balancing action of the
tire and wheel.
Enclosure (1)
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17
Figures 1 aud 2 show that this imbalance compensating vehicle
wheel attachment has a rira structure for mounting to a vehicle
wheel, that it has a pularity of spokes or sectors coupled to the
rim structure and which extend radially inward to where they are
connected to a hub structure of heavy gauge steel. The inner end
of the spokes or sectors are connected to the hub structure by a
bolt and two washers with a pre-determined degree of tightness,
and that they are so connected that they can slide and move
radially in. relation to the hub. The hole in Che spoke is larger
than the bolt which holds it to the hub, and this permits the
masses of both Ch%» hub and ths spokes to move dynamically in a
radial slidable movement to establish the radius of gyration which
tends to compensate for any tire and wheel imbalance.
The outer ends of the spokes are connected by resilient material
to the surrounding trim ring and the entire assembly is attachable
to the vehicle wheel by gripper members which extend through the
ring as shown in Figure 3. Sharp points on the grippers are.
directed radially and outward which enhances mounting on the wheel
by pennituing the trim ring to be pressed axially inward due to the
resiliency of the gripper base, and once in place, the outward
directional points on the gripper prevent outward axial movement
as the points dig into the rim. Holding of the grippers is
accentuated by the centrifigal force of the masses as the wheel
revolves.
By balancing the tire and wheel assembly on each revolution above
about ten to fifteen miles per hour, the bounce of the tira from
the surface of the road has been greatly reduced, and a substantial
saving of fuel, or an increase in the! number of miles travelled per
gallen of fuel used is realized. This fuel saving has been verified
by comparative test driving over a pre-deterxnined course with many
different •vehicles of various sizes, weights, wheel bases, power
plants, etc.., and by many vehicles fitted with proto-type balancers
being driven hundreds of thousands of miles.
With no bounce, and with perfect contact between the tire and the
surface of the road, the rel-inive speed between the bottom dead
center of the tire and the surface of the road is zero; however,
as the driving wheels of the vehicle bounce and the contact is
broken with the surface of the road, and the weight of the vehicle
or load is removed, the driving torque will cause che wheel to
rocate at a greater spied and che relative :,,.,:f:d between che cire
and che road will be changed. Any such losu »-L concact or change
in the angular velocity of the tiro wastes energy and fuel. By
greatly reducing che bounce and by applying an inward pressue co
che surface of the road and by providing a greater "footprint" of
che tire, boch energy and fuel have been saved.
Alchough che exact theory of operation of these wheel covers is noc
known, it is believed that in addition to reducing the bounce, c!:ac
rolling friccion is also partially overcome by che action of che
balancers. 1C is believed that when a Cire rocates ac high speed,
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18
Page Three
that due to forces including centrifugal force, rotational inertia
and gravitational forces, that where the tire strikes the surface
of the road, or at the "kiss point", that there is a bulge extend-
ing to the fore of the tire in addition to the flattening of the
side walls when the load is applied to that portion of the tire.
It is believed that since the same forces, centrifugal, rotational
inertia, and gravity, apply to the balancer; but more so because
the parts are. permitted to move radially in relation to each other,
that the reaction of the balancer is at the "kiss point" where the
tire mee;:s the road and that the reaction to the bulge in front of
the tire is the same as the reaction of the balancer when the tire
hits a bump, and that the compensating action helps the tire roll
over the bulge and reduce rolling friction to the same extent. It
is also believed that less heat is lost since much heat is gener-
ated by tire hysterics and since by decreasing the bounce, some
flexing of the side walls has also been eliminated and thus less
heat is generated.
One of the main benefits derived from the balancers is the affects
to vehicle safety. By maintaining better contact with the surface
of the roa-l, the stability of the vehicle has been enhanced. It
has been documented by N.B.C. that at fifty-five miles per hour, a
vehicle car be stopped in up to fifteen feet less distance when it
is equipped with the balancers, and it also follows that the better
the road contact the less possibility there is of planing or of
vehicle spin out.
Enclosure (1)
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19
' FIG.3
FIG. 2
'•?
^r-"1 onure
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20
14
13
FIG. 3
3 -
2)
3)
I)
'o)
t> )
'" )
8)
•••' )
LOj
11)
12)
13 )
11)
15)
Spokes in section
Heavy gauge seed hub
Trim rin^
Connecting bolt
Vent holes for brake cooling i tire valve
Gripper assembly
Resilient gripper base
Gripper points
Hole in trim ring
Washers
Lug nuc on wheel
Lug bolt on wheel
Rim of wheel
Tire
Cap nut of wheel cover
15
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21
ATTACHMENT C
HAS .ROLLING RESISTANCE BEEN DECREASED AT LAST?
The following is a hypothesis of what happens In an automobfle
accessory recently invented by Kim Rush which decreases rolIfng resistance
and provides more miles per gallon of fuel.
George S. Schlemmer
v Commander, U.S. Navy (Retired\
P.E., Member SAE and Veterans
of Safety
It is of little consequence whether we say that a tire crawls or rolls
across the surface of the road, since both must have one thing in common —
and that is that the tire must"have good contact or traction with the surface
of the road.
With perfect contact the relative speed between the rotating tfre and the
surface of the road is zero at bottom dead center and the vehicle will move
the sane distance as the periphery of the tire is rotated, however, if we break
the perfect contact even so slightly the speed ratio between The two surfaces
•3 no longer zero. This can be demonstrated by watching the effect of a
spinning tire or *heel when a sheet of water separates the two surfaces
and a planing effect is established. The vehicle does not move the same
distance as tr.e fire and some rolling resistance must be attributed to
siippage.
Since the pressure build up in a tire is the function of heat mostly generated
by -i-ire hysteresis and since the temperature/pressure relationship does reach
equilibrium, it is assumed that the energy lost in this process can be con-
trolled only in the selection of materials and in the method of and type of
construction. It has been determined that by using a more resilient and
more elastic material of a steel band around the periphery of a tire that
another obstacle to rolling could be somewhat overcome. This is the rotational
inertia and gravitational distortion that occurs at the kiss point and wnicn
is created as the vehicle moves along. Side *all distortion from weight
being^placed on the tire and the kiss point distortion wit I continue to create
nysterasis and heat and it is only by assisting the tire to roll or crawl over
this distortion that rolling resistance can be improved in this area.
Many struts and springs have been devised to dissipate the upward acceleration
forces when the wheel bounces and to some extent to aid in maintaining contact
bet-.vee the tire and the surface of the road, but only recently has a metnod
of both reducing slippage and to assist the-tire to roll over the distortion
obstruction been developed. This method puts the reaction to the upward
thrust when an obstruction to the smooth surface of the road is encounterse
down in the wheel where it belongs instead of up in the strut or in the
springs.
A Treatise by Or. Franklin Potter, head of the Phvsics Department at the
'jn i vers i ty of California, Irvine, explains this theory and a portion cf
paper is as follows:
Enclosure (1)
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22
ABSTRACT-. The upward acceleration of a rolling wheel striking a bump can
be decreased by a movable plate attached to the wheel.
•
TEXT. When a rolling wheel ancountares a small bump, the upward acceteration
can be decreased by a movable plate held with springs concentric to the wheel
axi*. In the first approximation the bump is small enough to produce an
impulsive blow. The wheel is treated as a solid disc with a rubber perimeter
and tna plate is attached by five springs to keep the plate concentric with
the rotation of the axis. A simple calculation leads to resulting decrease
in upward acceleration.
A specific example is a circular plate of mass M held by five springs to the
disc so that its equilibrium position corresponds to having the plate concen-
tric with the disc. When the bump impulse displaces the plate from equilibrium
by a distance .£, the springs with the effective modulus Ks acts to restore the
plate to the equi I ibrium position. The resonant frequency us* for the plate
oscillation must be much greater than the wheel turning frequency so that
a resonance condition cannot be established.
When a small bump acts, the impulse in this approximation occurs within a
tenth of a radian or less of the rotation angle for the wheel. Both vertical
and horizontal acceleration components are present, but this approximation
only considers the vertical motion. The summation of vertical forces on
the disc of mass M is:
( 1) -M - K i +• F. = Ma^
g s bump d
and on the plate is
(2) -m •»• K jL-
— 3
The tann moj. is the centrifugal force term produced by inertia and it
deoends upon the d i sp I acement JJL This term adds an additional downward force
on the plate and on the wheel through the springs.
If the plate were simply rigidly affixed to the disc, the summation of the
vertical forces acting upon the disc-plate is:
(3) -M - m +• F* = (M +• m-) a'.
g -g oump —
Thars is more, however Or. Potter concludes by stating that a practical
solution to reduce the upward acceleration ofvthe tire on a wheel has been
invented by Kim Rush, inventor of the Gyroscopic Wheel Cover (TM) .
The Gyroscopic Wheel Covers are made with heavy gauge flexible steel spokes
connected TO a trim ring on the outer end and connected to a center hub or
floating back plate made of 12 gauge stael , on the inner end. v In the present
covers, five spokes encompass the inner circumference of the trim ring and
~~ey are connected to the floating back plate by a bolt, nut and gasket or
•«asfier assembly. Grippers on the outer end of each spoke, projecting through
the trim ring, hold the assembly to the rim of the wheel.
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23
As an uneven surface or obstacle or 1/3 inch or more is encountered on the
surface of the road, tha upward acceleration or force causes a reaction of
the floating back plata which then moves down about 1/3 inch and causes a
mis-alignment between the geometric center and the center of gravity in the
wheel cover. This causes a radius of gyration to attempt to realign the
two centers, which creates an additional downward force.
It is obvious then, that in order to actuate the floating back plate that
the tire must encounter an uneven surface on the road; however travelling
at 55 mph or about 80 feet per second, many such obstacles of 1/8 inch or
T.ore are encountered in each revolution of the wheel and therefore, reaction
is in mi I Ii- or micro-seconds. Since the upward force was generated at the
kiss point, or within 1/10 radian of the bottom dead center, with this fast
reaction, the additional .downward force is returned to the same position.
Newton's Law of Motion states that for every force there must be an opposite
and equal force.. Since we know that the centripetal force or tension in a
rotating-body is equal and opposit to the centrifugal force, then any
additional force originating within the body would be additive to the
centrifugal force.
The construction of the wheel covers permit the back plata to move about
1/3 inch which it does in a downward direction when an outside force moves
it frcm its equilibrium position. Tha assembly and construction of the
flexible spokes also permit an outward movement of about 1/8 inch against
the grippers. Vihen the two units move, tha force of• tha plate (F = map)
striking tha spoke is additive to the force of the moving spoke (F = mas)
and in addition, tha same rotational inertta-and gravitational force that
developed tha distortion bulge on tha tire is applied to the movable spoka.
This force is also additive to the force of tha moving plata and spoke.
Since all action is in mi 11i-micro-seconds, tha entire force of movable
plata and spoka is applied to the -listortion bulge. Tha reactive force to
this total additional downward force (including tha force of the radius of
gyration) are those of an imperfect-elastic body reacting to tha impact
'arcs-. These are tha farces of compression and the force tending to
restore the body to its shape before the compression.
-Thus, tha additional forces originating in the wheel cover tend to decrease
the upward acceleration of the tire and provide additional tire/road contacT
TO decrease slipping, and by adding extra energy, they assist the tire to
-oil or crawl over the rotational inertia, gravitation bulge obstruction,
2na reduca rolling friction.
.my a hypothesis? Because, as Or. Potter stated, "These wheel covers seem
TO be smarrer that we are." This though, does seem to be the only logical
conclusion to how such amazing results have shown up in test runs and 2T
—'.e fuel pump.
Enclosure (1)
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24
T-tl . EPA Evaluation of the Gyroscopic Wheel Cover Device Under
Section 511 of the Motor Vehicle Information and Cost Savings Act
(Applicant's Encl (2) Simple Physics Explanation
ATTACHMENT C
Page(s) 24 - 26
Not clearly reproducible from submitted
document. Copy will be furnished upon
request from the U. S. Environmental
Protection Agency, Emission Control Tech-
nology Division, Test & Evaluation Branch,
2565 Plymouth Rd., Ann Arbor, MI 48105.
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27
ATTACHMENT D
Client;
Subject;
Reference;
NATIONAL. TESTING STANDARDS
RESEARCH AND TESTING LABORATORIES
877 S.ROSE PLACE
ANAHEIM, CALIFORNIA 92805
(714)99l-5i»20
REPORT MO. 10751
November 5, 1979
fir. Ken Rush,
#6 Emperor,
Irvine, Ca. .97214
Evaluation of Gyroscopic Wheel Covers
Conferences with Messrs. R.lilinkler and K. Rush
Sample Description;
One sat (4 each) of patented automotive hub caps uias
submitted by the Client and identified as the Gyroscopic Wheel
Covers.
Leased from Dollar Rent-a-Car in Santa Ana by National
Testing Standards Inc. was one stock 1979 Chevrolet Camaro with a
3
350 in V/8 engine, two barrel carburator, automatic transmission
and H78-14 tires. Published weight for this car is 3,500 Ibs.
Request;
Determine the effect on gasoline mileage of the submitted
patented automotive hub caps.
Method;
One hub cap uias attached to each wheel of the furnished
car and the car fuel tank uias filled uith gasoline to a reproducible
mark.
The car was driven by a representative of National
Testing Standards Inc. for twenty-one and five tenths (21.5) milaa
south east along Interstate 5 departing from Irvine, Ca. The car
was driven at a steady 54 milas per hour uith mileage and air temper-
ature recorded every ten minutes. At the end of the tuenty-one and
five tenths miles the car was driven off the freeway, across the
over pass and back on the freeway headed back toward Irvine.
(Cont'd)
Enclosure
-------
28
NAT1OISJA3L TESTS MO STANDARDS INC.
To Alpha N0va Engineering Page 2 REPORT NO. 10751
November 5, 1979
At the end of the return trip the car uas parked in
exactly the same spot. The fuel tank uas filled to the original
mark uith a measured quantity of gasoline. This quantity uas
measured with a calibrated volumetric graduate.
The hub caps uere removed and tho exact same route
repeated to the exact minute of elapsed time.
The round trip uith the hub caps on uas performed
between 11:07 A.M. and 12;03 P.fl. The round trip without the hub
caps on uas performed betueen 12:27 P.PI. and 1:24 P.M.
Tire pressure uas measured before and after each round
trip.
Results:
The total mileage for each round trip uas 43.4 miles.
Uith the gyro stabilized hub caps on, the leased car
consumed 1.55 gal. per round trip which is an avermju of 20.0 miles
per gallon.
Without the gyro stabilized hub caps on, the leased car
consumed 1.95 gal. per round trip which is an average of 23.5 miles
per gallon.
Durinc; the round trip uith the gyro stabilized hub caps
on, the air pressure remainau *t 28 psi in all four r.ires.
During the round trip without the gyro i-. ".inilized hub
caps on, the air pressure increased from 28 psi to .•' psi in both
laft tires.
Conclusion;
The average miles per gallon increased by 19.1/S for tha
•* *•"
round trip uhich used the gyro stabilized hub caps.
Ref:99107
NATIONAL TESTING STANDARDS
by Leuis F. West
-------
energy efficient... money saver...29
ATTACHMENT E
greater road safety
increase
mileage
increase tire life
increase brake life
increase traction in snow
filmed rests indicate vehicle braking reduced by fifteen feet ar 55 m.p.h.
-------
what makes it work...
The Gyroscopic Wheel Cover™ has a 12-gauge steel movable back
plate, movable spokes, and is suspended within the wheel by
steel spring grippers. The force created by the tire striking the
ground creates a radius of gyration, six pounds of movable heavy
gauge steel which gives a perfect geometric center with a perfect
center of gravity giving a perfectly balanced wheel. This eliminates
tire bounce and greatly enhances stabilization.
The 36O° of flexing gyroscopic mass forces the geometric center
and center of gravity to become aligned thereby .causing an
automatic wheel balance that shifts and adjusts to compensate for
any imbalance in road conditions or speed change. The
Gyroscopic Wheel Covers™ react in milli-microseconds to maintain
constant balance. This continuous response creates a perfect
wheel balance and constant stabilization that results in the rear
wheels exerting a steady push while the front wheels offer less
resistance to rolling.
The increased stability from the Gyroscopic Wheel Covers™means
a smoother ride, better road contact, reduced front end wear, less
uneven tire wear and an increase in gas mileage.
fuel saver — patented and tested
Patent No. 4,268,09O was issued by the United States Patent Office
to Kim Rush, noted inventor on May 19, 1981. The patent was
issued on a device that was in development for 15 years and in
testing for four years. Testing was done by the University of
California at Irvine, State of California. Federal Certified
Independent Testing Laboratory. Firestone Tire Company, S.A.E.
Engineer, Technology Transfer. N.B.C. News and many others. All
tests showed in excess of 16% increase in gasoline mileage.
tests prove
Tests prove - Greatest Safety Invention since rhe Hydraulic Brake!
N.B.C. News tests on film show vehicle braking distance reduced.
by 15 feet at 55 M.P.H. National Safety Council viewed rests.
"unquestionably Gyroscopic Hubcaps™ will provide safer vehicle
operation by motorists throughout the world." Tests run by
McDonnell Douglas aircraft on wet pavement showed absolutely
no indication of hydroplaning or side sliding.
9O day money back guaranty
If product does not perform as described herein, after 9O days of
continuous usage your purchase price will be refunded.
30
-------
exclusive marketer of
31
Gyroscopic Wheel Covers
TM
INC.
133O Leyden Street • Denver, Colorado 8O22O • (3O3) 329-O2O6
Gyroscopic Wheel Covers™ offer you:
Safety
l. Better tracking and control.
2. Vehicle holds road better.
3. Wheel stability adds traction
in snow and ice.
4. Smoother ride.
5. Reduced braking distance.
6. High-speed throwoff of cover
almost impossible due to
wheel cover expanding while
in motion.
7. Stability reduces hydroplan-
ing on wet pavement.
Savings
1. Up to 16% or better mileage -
16% equals over S4.OO sav-
ings on a 2O-gallon tank of gas.
2. increased tire life.
3. Improved brake life.
4, Stabilized wheels reduce
front end maintenance.
Gyroscopic Wheel Covers™are available from:
-------
INSTRUCTIONS FOR GYROSCOPIC WHEEL COVER INSTALLATION
ATTACHMENT F
1. Pull factory hub cap off. Remove any lead weights.
(Pig. 1) Take gyroscopic wheel and unscrew cap to ramove basket.
(Fig. 2) Sase tension in metal grippers with screwdriver between flange
and gripper. Install gyroscopic wheel covers by first aligning valve
stem with valve stem opening (Jig. 2) (Valve stem extender available
at your local auto parts store) (Jig. 3) Set bottom of cover in first
(bottom 3 grippers) all the way in. Next with a rubber aallet hit with a
downward blow the top 1/3 °f triffl ri^S at a **5 angle. Make aure trim ring
sits flush with wheel or internal forces cannot operate.
2. Repeat same procedure to remaining wheels.
3. Head test car.
G«nH« Pryiitq Mono*
with Scr«wdri »«r.
(Fig. 2)
45* 3lo« «.fh MaiUt
Oir«Cfiy Ov«r Grippcr
-------
33
ATTACHMENT G
NATION ATTESTING STANDARDS INC.
RESEARCH ANQ TESTING LABORATORIES
377S.flOS£?lJ>.Cc
ANAHEIM, CALIFORNIA 92805
(7U)99l-552Q
April 2, 1981
TO ynon IT HAY CONCERNr
bJa aca an official tasting Laboratory racognizad
by tha U.5. Federal Government, Army, Navy, Stata-of Calif., ate.
Our naraa ia listad in tna "Qualified Laooratary List"
No. 2&r published by Oafansa Lagiatica Agancy. Our numdar in tnia
publication ia 12248.
Wa alaa have an assigned OCAS number (Oafanas Contract
Administration Sarnica) No. 4—S—502. Our Local OCAS offica ia. in
Santa Ana, unan it bacomaa nacaaaary to contact our inapactoa far
aur Clianta1 government contract projects.
Respectfully,
Lsuiis F. lUaat,
PraaidantT
LHJ/ca NATIDNAL TESTING STANDARDS
-------
HOWARD Chevrolet
395 Oa«« Si. at
NEWPORT flEACM. CAUfO»N»A
T«<«p*wu>e (714) 333 Oi.S.5
July 16, 1979
G. S. P.
Anaheim, California 928C2
Gentlemen:
RE: TESTING OF GYROSCOPIC
COVERS
Recently I received a set of wheel covers and have been testing then on ay 19", '
Chevrolet Caprice Classic Sedan; the results are as follows:
Running four CO coapiete tank fulls of cas; two (2) in the city
and two (2) on the highway,. with standard Chevrolet wij;a wheel
covers.
Then, installing th« Gyroscopic Wheel Cavers and running thru an
additional four (*») tanks of gas; two (2) within the city, (to and
from work, etc.) and two (2) between Palo Springs and T>S
-------
35
Title: EPA Evaluation of the Gyroscopic Wheel Cover Device
Under Section Ml of the Motor veni.de intormation
and Cost Savings Act
ATTACHMENT G
Page(s) 35 - 42
Not clearly reproducible from submitted
document. Copy will be furnished upon
request from the U. S. Environmental
Protection Agency, Emission Control Tech-
nology Division, Test & Evaluation Branch,
2565 Plymouth Rd., Ann Arbor, MI 48105.
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43
3M Business Products Sales Inc.
BRAND
107 *»tST ASTBSIA SOui 6VAAO . COK*»TO* OU^OWMUk 8O22O BUS|N£SS
Gyroscopic Wheel Covers
2521 W. La Palma Avenue
Anaheim, California 92801
From J.E. Bo lender
3M Co. Sue. Supr.
To Whom it May Concern:
As a satisfied customer of your Wheel Covers I would
like to share an experience with you that I feel is quite
significant.
The advertisment had indicated that the stability
of the ride would be improved by 16.7*. I noticed right
away that the _ridg on my Oldsmobile wagon seemed to
smooth out, the cornering ability improved, and it. held
the road alot better. What surprised me was the way
that it held the road when a .blowout, occured on my left
front tire. I was traveling "at 50-55 mph and there was
no swe:r*rg or veering whatsoever.. I am convinced that
Che wheel covers, because of the gyroscopic principle,
was significantly responsible for the increased handling
ability during the blowout. In addition the wheel covers
stayed on the car. In the past they have come off during
3 out of 4 blowouts.
?or the possibility of keeping me. from having an
accident, or even saving my life, I'd like to thank you
for putting your product on the market.
Best Regards,
J.E. Bolender
-------
44
I ' t?n«u. H-i I <.»!•..• flf-TI. COC. :/
lU Dececber 19?8
Gyroscopic Safety Products
1207 So. FXiclid
Anahein, CA 9^802
Attention: K. S. Rush, President
Bear Mr. Rush:
Recently, during the inclement veather we had in I.'ovember 1978} I
privileged to take a ride in your car with you and your safety consul
tant, George Schlesner, which was equipped with the gyroscopic wheel
covers manufactured by your company.
Several impressive tests were nadc at my request in the vehicle during
a heavy downpour.
First, to determine stability factors and hydroplaning potential, I
requeste-.i that a 55-oils speed "be maintained on wet pavement and a. full
braking maneuver executed when traffic permitted^ The car came to~a
straifrht-on 3top_ and absolutely no indication of hydroplaning or side
.-?iidiT|g_ va.s noticed. This was innressive in that the pavement was wet_
with sheets of water and the braking distance and tracking of the
vehicle was remarkable.
The second test consisted of attaining a 55-
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45
Title: EPA Evaluation of the Gyroscopic Wheel Cover Device Under
Section 511 of the Motor Vehicle Information and Cost Savings Act
(Letter from J. Bennett to K. Rush, May 5, 1979
ATTACHMENT
Page(s) 45
Not clearly reproducible from submitted
document. Copy will be furnished upon
request from the U. S. Environmental
Protection Agency, Emission Control Tech-
nology Division, Test & Evaluation Branch,
2565 Plymouth Rd., Ann Arbor, MI 48105.
-------
46
^ _, ATTACHMENT H
|> A \ UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
\-^\^T-J ANN ARBOR. MICHIGAN 48105
February 24, 1983
OFFICE OF
AIR. NOISE AND RADIATION
Mr. David Hudson
Energy Team for Conservation
6759 W. 70th Avenue
Arvada, CO 80003
Dear Mr. Hudson:
We have performed a. preliminary review of your January 24, application
for an EPA evaluation of the "Gyroscopic Wheel Cover" retrofit device.
We have the following concerns:
1. Since section 2.c.(3) of the application states you are
authorized to represent Zimmer Wheels, Incorporated, we will need
a letter from that company substantiating your authority.
2. Please clarify whether the device can be used on front wheel
drive vehicles.
3. Section 3.e. states that testing was "done by an approved Federal
testing laboratory, National Testing Standards, Incorporated".
While other government agencies may have found it acceptable for
their purposes, that company has not been recognized by EPA for
fuel economy and exhaust emission testing. We would like to have
some additional information on their capabilities and credentials.
4. The installation instructions state to "unscrew cap and remove
basket". No further mention is made about reinstalling these
components. Please clarify this area. Further, the patent shows
that clips (item 40 in Figure 2) are used to ensure the cover
does not come off the wheel. No mention is made of these clips
in the installation instructions. .Please resolve this
inconsistency.
5. The test results from- National Testing Standards, Incorporated
show that wichout the Gyroscopic Wheel Covers, the Chevrolet
Camaro traveled 43.^ miles and consumed 1.95 gallons of fuel and
thereby achieved 23.5 MPG. These values indicate it achieved
22.3 MPG. Please clarify this apparent discrepancy.
Your application indicates that test results have been obtained
on more chan this one vehicle. Please submit the results of all
testing performed on the device.
-------
47
Overall, the test data you have submitted suggest that there may be fuel
economy benefits associated with the device. However, there is a need
for more test data obtained from a carefully controlled program at an
EPA- recognized independent laboratory. The test program should include
on-road testing. Although we have not decided on all the specific
details, we suggest you consider the features outlined in Attachment A
when designing your program.
I recommend that you contact the independent test labs listed in
Attachment B regarding the program suggested above. Should you find one
capable of performing the tests, then please contact me so that we can
further discuss the details of the program.
Because of our need to process all evaluations in a timely manner, I ask
that you respond to this letter by March 11 and that you submit all data
by April 11. Should you have questions regarding this matter, please
contact me.
Sincerely,
Merrill W. Korth
Device Evaluation Coordinator
Test and Evaluation Branch
Enclosure
-------
48
Attachment A
Test Vehicles
Quantity: Four
Model Range: 1975 thru 1983
Manufacturers: General Motors, Ford, Chrysler, American Motors (see
Attachment C)
Number of Engine Cylinders: 8, 6, and 4
Transmission: Automatic
Test Conditions
Test Type: On-Road testing1
It is suggested that all on-road testing be performed on the San Antonio
Road Route^ which is described in Attachment D. Should you select some
other test location, it will be necessary to run a few pilot tests for
purposes of establishing the test-to-test variability and also the
required number of test vehicles/tests.
Test Quantity:
1. Twelve valid tests without device per vehicle
2. Twelve valid tests with device per vehicle
Temperature Range: 60 F°to 90°?
Wind: 5 MPH or less, gust to 10 MPH maximum
Miscellaneous Comments
1. All testing should be conducted between 9:00 am and 3:00 pm
2. Two or more practice runs should be made to assure driver
repeatability.
3. One warm-up circuit of the test route should be made prior to start
of data gathering.
4. Tests without che device should be performed with all cires
intentionally out of balance to the maximum extent possible while
still maintaining safe driving characteristics.
5. Tests with and without the device should be randomly mixed during
each day.
Because the device is installed on all wheels and also because
chassis dynamometer testing includes rotation of only the front o_£
the rear wheels, the device will have to be evaluated using road test
procedures.
The San Antonio Road Route closely approximates the driving cycle
followed during chassis dynamometer testing using the Federal Test
Procedure.
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49
Issued: February, 1983
To be revised: July, 1983
Independent Laboratories Recognized by EPA as Capable
of Performing Emissions Tests on Motor Vehicles
While the Federal Government does not formally approve laboratories for
emission testing of motor vehicles, certain independent laboratories are
recognized by EPA as having this capability. Their equipment is identical
or equivalent to that used by EPA. The following list of such laboratories
also contains the "recognition category" of the laboratory and any addi-
tional considerations. These additional items were provided by the labora-
tory as part of their application. The recognition categories are as fol-
lows :
Category Number 1; Laboratories which have successfully completed all
requirements for recognition. The recognition category is shown in
parentheses following the company name.
Category Number 2; Laboratories which have submitted formal applica-
tions but have not. yet been inspected. The application indicates that
they have the appropriate facilities, equipment and personnel.
Automotive Testing Laboratories, Inc. (1)
P.O. Box 289 Myron Gallogly, President
East Liberty, OH 43319 Telephone: 513-666-4351-
Additional Considerations: Diesel, evaporative, catalyst efficiency, mile-
age accumulation, track, fuel consumption, undiluted emissions, and RTAFRR.
Bendix Test Operations - Bendix Corporation (1)
Test Services Department Ward Diehl, Supervisor
900 West Maple Road Test Services
P.O. Box 2602 Telephone: 313-362-1800
Troy, MI 48299
Additional Considerations: Catalyst efficiency, evaporative, fuel consump-
tion, mileage accumulation, track, engine dynamometer, controlled environ-
ment, undiluted emissions, humidity control and alcohol.
Custom Engineering (1)
Performance and Emissions Laboratories Robert Begue
7091 A Belgrave Avenue Laboratory Manager
Garden Grove, CA 92641 Telephone: 714-891-5704
Additional Considerations: Evaporative, undiluted emissions, mileage accu-
mulation and engine dynamometer.
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50
EG&G Automotive Research, Inc. (1)
5404 Bandera Road
San Antonio, TX 78238
Maurice Forshee
Engineering Assistant
Chassis Dynamometer Test Lab
Telephone: 512-684-2310
Additional Considerations: Fuel consumption, mileage accumulation, track,
motorcycle, undiluted emissions, catalyst efficiency, FEED and humidity
control.
Environmental Testing Corporation (1)
1859 Jasper Street
Aurora, CO 80011
A. L. Papay, President
Telephone: 303-344-5470
Additional Considerations: High altitude, diesel, evaporative, particulate
and undiluted emissions.
Ethyl Corporation (1)
1600 West Eight Mile Road
Ferndale, MI 48220
William J. Brown
Supervisor, Vehicle Operations
Telephone: 313-399-9600
Additional Considerations: Diesel, undiluted emissions, alcohol, fuel
consumption, FEED and mileage accumulation.
FCI (2)
International Testing Laboratories
3132 West Adams
Santa Ana, CA 92704
Jerry C. Coker
President
Telephone: 714-754-6424
Additional Considerations: Diesel, evaporative, fuel consumption, mileage
accumulation and track.
New York Cicy (1)
Department of Environmental Protection
Mobile Source Control Division
75 Frost Street
Brooklyn, NY' 11211
John- Pinto
Assistant Director
Teleohone 212-388-4994
Additional Considerations: Diesel, evaporative and particulate.
Olson Engineering, Inc. (1)
Automotive Research Center
15442 Chemical Lane
Huntington Beach, CA 92649
James Buxton
Manager of Testing
Telephone: 714-891-4821
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51
Additional Considerations: Diesel, evaporative, fuel consumption, particu-
late emissions, undiluted emissions, mileage accumulation, track and engine
dynamometer with diesel and gasoline emissions and marine fuel economy.
SATRA Automotive Emissions Laboratory, Inc. (1)
Route U.S. 1 and 9 South
Newark, NJ 07114
Alexander Kulesha
Laboratory Manager
Telephone: 201-242-7665
Additional Considerations: Evaporative, mileage accumulation and undiluted
emissions.
Scott Environmental Technology, Inc. (1)
Route 611 /
Plumsteadville, PA 18949 /
Duane Gulick
Manager, Auto Testing
Telephone: 215-766-8861
Additional Considerations: Evaporative, diesel, controlled environment and
mobile laboratory.
Southwest Research Institute (2)
Department of Emissions Research
P.O. Box 28510
San Antonio, TX 78284
E. Robert Fanick
Research Scientist
Telephone: 512-684-5111
Additional Considerations: Alcohol, Aldehydes, Catalyst Efficiency,
Diesel, Engine Dynamometer, Evaporative, Fuel Consumption, Mileage
Accumulation, Particulate, Undiluted Emissions, and Unregulated Emissions.
Texas Transportation Institute (2)
Mailing Address:
Texas ASM University System
College Station, TX 77843
Richard D. Tonda, Manager
Automotive Research Program
Telephone: 713-345-6176
Laboratory Address:
Vehicle Emissions and Fuel Economy Laboratory
Research & Extension Canter, 31dg. 7490
Highway 21 West
Bryan, TX 77801
Additional Considerations: Undiluted emissions, fuel consumption, mileage
accumulation, track, and engine dynamometer.
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52
University of Santa Clara (2)
Mechanical Engineering Department Ms. Kelly Erin O'Brien
Mechanical Engineering Lab., Room 511 Laboratory Manager
Santa Clara, CA 95053 Telephone: 408-984-4325
Additional Considerations: Alcohol, aldehydes, catalyst efficiency,
diesel, engine dynamometer, evaporative, fuel consumption, gas
chromatography, mileage accumulation, undiluted emissions and smog chamber
analysis.
The basic condition for EPA recognition is the capability to perform ex-
haust emissions testing on light duty vehicles according to the current
Federal Test Procedure. Each laboratory has additional capabilities. Key
words listed with each, entry are explained below:
Alcohol - Methanol and/or Ethanol fuel testing capability.
Aldehydes - Aldehyde measurement capability using the MBTH method.
Catalyst Efficiency - Capability to measure emissions levels both
before and after a catalytic converter.
Controlled Environment - Capability to conduct emission tests at
ambient conditions outside the range of the Federal Test Procedure.
Diesel - Capability to measure gaseous emissions from light duty vehi-
cles equipped with diesel engines.
Engine Dynamometer - Capability to test engines which are not installed
in vehicles.
Evaporative - Capability to measure evaporative emissions using the
enclosure technique ("SHED") specified for late model light duty vehi-
cles. \
Fuel Consumption - Capability to measure fuel consumption using volu-
metric and/or gravimetric techniques.
FEED - Fuel Efficient Engine Oil testing.
High Altitude - The laboratory is located at an elevation considered
"high altitude" by EPA regulations. Potential applicants for Section
511 Evaluations should be aware that test results at high altitude on
certain types of devices (e.g. air bleeds) will not be accepted by
EPA. Please check with Merrill Korth, EPA's Device Evaluation Coordi-
nator, before arranging for such testing. His telephone number is
(313) 668-4299.
i
Humidity Control - Humidity in test cell can be adjusted and maintained.
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53
Mileage Accumulation - Capability to accumulate mileage over estab-
lished road routes.
Motorcycles - Capability to measure exhaust emissions from motorcycles
according to current Federal Test Procedures.
Particulate - Capability to measure particulate emissions.
RTAFRR - Real Time Air Fuel Ratio Recording.
Track - Access to facility for use in controlled mileage accumulation,
coast down determinations, performance testing and driveability evalua-
tions.
Undiluted Emissions - Capability to measure raw exhaust emissions.
Unregulated Emissions - Capability to measure ^S, NH3 , S02,
SO^, N20, total cyanide, organic amines, organic sulfides, phenols,
methanol, ethanol, nickel carbonyl, individual hydrocarbons, soluble
organic fraction, BaP, PNA, nitropyrenes, Ames bioassay, metals, CH&N,
visible smoke, etc.
Mobile Laboratory - Capability to establish a portable laboratory in
remote locations.
For additional information, please contact John White or Matthew Macocha at
EPA's Motor Vehicle Emission Laboratory, 2565 Plymouth Road, Ann Arbor, MI
48105. The telephone number is (313) 668-4315.
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Table 1
Suggested Test Vehicle and Engines for 511 Applicants
The following are suggested as suitable candidate vehicles to be used to
generate support data for a 511 evaluation by EPA. By choosing one or
more of these, the applicant is assured chat the process/device is
applicable to a representative portion of the fleet for the model year of
interest. The ease of obtaining a test vehicle is enhanced because of the
popularity of these models. Newer vehicles chosen for testing should have
odometer readings of 10,000 to 20,000 miles. The following list is broken
down by year and manufacturer. The ranking for any given manufacturer is
by sales volume.
Model Manufacturer Suggested Gasoline Engine Test Vehicles Engines (CID)
Year
1981 GM Citation*/Skylark/Phoenix/Omega 151 1-4/173 V-6*
Chevette/T-1000 98 L-4
Malibu*/Cutlass/Cantury/Regal 229/231 V-6
260/265/267* V-3
Ford Escort*/Lynx 98 L-4*
Mustang/Capri 140 L-4/200 L-6
Fairmont*/Zephyr 200 L-6*/255 V-3
Chrysler Omni/Horizon 105/135* L-4
Aries*/Reliant 135*/156 L-4
AMC Concord/Spirit 258 L-6
Volkswagen Rabbit 105 L-4
Toyota Corolla/Celica/Tercel 108/144/89 L-4
Datsun 210/310/200 SX 91/119 L-4
Ronda Accord/Civic 107/91 L-4
*Nota: These vehicles and engines are currently part of EPA's cast vehicla
fleet used Co evaluate 511 processes or devices.
1980 GM Citation/Skylark/Phoenix/Omega 151 L-4/173 7-6
' Chevecte 98 L-4 - '
Malibu/Catlass/Cantury/Regal 229/231 V-6
260/265/267 V-3
Ford Mustang/Capri 140 L-4/200 L-6
Fairmont/Zephyr 200 L-6/255 V-3
Thunderbird/Cougar 255/302 V-3
-------
Chrysler Omni/Horizon
Aspen/7olare
AMC Concord/Spirit
Volkswagen Rabbit
Toyota Corolla/Celica/Tercel
Datsun 210/310/200 SX
Honda Accord/Civic
105 L-4
225 L-6/318 7-3
258 L-6
89/97 L-6
108/134/89 L-4
85/91/119 L-4
107/91 L-4
Suggested Powerplants for the 1973 - 1979 Model Year Test Vehicles
1979 Model Year 1978 Model Year 1977 Model Year 1976 Model Year
General Motors
305 CID V8
301 CID V8
231 CID V6
98 CID L-4
Chrysler Corp.
318 CID V8
225 CID L6
Ford Motor Co.
302 CID V8
200 CID L6
140 CID L4
American Motors
258 CID L6
1975 Model Year
General Mo cors
350 CID V8
400 CID 78
Chrysler Corp.
318 CID 73
225 CID L5
General Motors
350 CID 78
305 CID 78
231 CID 76
Chrysler Corp.
318 CID 78
225 CID L6
Ford Motor Co.
351 CID 78
302 CID 78
200 CID L6
American Motors
258 CID L6
1974 Model Year
General Motors
350 CID 78
Chrysler Corp
318 CID 78
225 CID L6
General Motors
350 CID 78
305 CID 78
Chrysler Corp.
318 CID 78'
225 CID L6
Ford Motor Co.
400 CID 78
351 CID 78
302 CID 78
American Motors
258 CID L6
1973 Model Year
General Motors
350 CID 78
Chrysler Corp
318 CID 78
225 CID L6
General Motors
350 CID 78
305 CID 78
Chrysler Corp.
318 CID L6'
225 CID 78
Ford Motor Co.
351 CID 78
250 CID L4
140 CID L6
American Motors
258 CID L6
-------
56
Ford Motor Co.
351 CTD V8
302 CID V8
250 CID L6
American Motors
258 CID L6
232 CID L6
Ford Motor Co.
400 CID V8
351 CID 78
140 CID L4
American Motors
258 CID L6
232 CID L6
?ord Motor Co.
400 CID 78
351 CID 78
122 CID L4
American Motors
258 CID L6
232 CID L6
Suggested Diesel 7ehicles
1978 through 1981 GM 350 CID diesel powered passenger cars.
1977 through 1981 7olkswagen Rabbit diesel or Dasher diesel,
-------
Attachment D
SAN ANTONIO ROAD ROUTE TEST PROCEDURE
A. The general procedure i_s as follows:
1. Drive test vehicle from Southwest Research Institute to Layover
Point.
2. Start vehicle.
3. Start Fluidyne Recorder, wait 60 seconds. Then drive road
course. Use normal driving techniques.
4. Return to Layover Point, shift into park, idle for 60 seconds.
At 60 sees, stop Fluidyne totalizer and hit print button.
Record fuel and temperature readings on work sheet.
5. Shut engine off, zero and start Fluidyne timer.
6. At 500 seconds, start vehicle using hot start procedure.
7. At 560 seconds shift into drive and drive road course using
normal driving technique. (Go to Step 4 - repeat as many times
as possible before 3:00 p.m.).
B. General Test Requirements
1. The first test run of each day is considered warm-up and the
data is not used in any subsequent calculations.
2. Only tests run between 9:00 a.m. and 3:00 p.m. are used due to
San Antonio traffic considerations.
3. Only tests on run on weekdays, Monday through Friday, are used
due to San Antonio traffic considerations.
4. Temperature, humidity, barometer, wind speed and direction are
to be taken at 9:00 a.m. nd 3:00 p.m.
5. All test vehicle fuel tanks are to be drained prior to start of
testing to avoid fuel mixing.
6. Commercially available pump fuel meeting the following
requirements must be used for all testing.
a. The fuel must be from a major supplier (e.g., Mobil, Shell,
Texaco).
b. It must meet the octane and lead requirements recommended
by the manufacturer of the test vehicle.
c. The fuel must be of a blend appropriate to season for the
test location selected.
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58
d. For each car, fuel from the same batch must be used
throughout the program.
7. All vehicles are to be examined for proper vacuum line routing
and evidence of tampering and the engine set to manufacturer's
specifications.
8. Vehicle tire pressures are to be checked and set to
manufacturer's specifications each morning prior to leaving
Southwest Research.
9. Test runs with abnormal time, fuel consumption, or circumstances
are to be deleted from consideration.
10. Testing run on wet pavement will not be used in the analysis.
When pavement is damp the resits are to be used if they appear
in-line with other measurements.
11. A minimum of 5 tests are to be run with most vehicles to
familiarize the driver with the vehicle and route. Data is not
collected during driver familiarization.
12. The fuel totalizer display should be located in the vehicle so
that the driver can not see the display while driving.
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j«gn .-a.n»3r. _o r.oac .•'.oucs
dumber of Stop Signs: 0
Number of Scop Lights: 2S
Average Distance: 7.2 siles
Average Speed: 19.6 tnph
Maximum Speed: 55 aph
S Coos/Mil a: 3.9
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