EPA-AA-TEB-511-83-3
           EPA Evaluation  of  the  Cyclone-Z  Device  Under
Section 511 of the Motor Vehicle Information and Cost Savings Act
                                by

                         Stanley L.  Syria
                           January  1983
                    Test  and  Evaluation Branch
               Emission Control  Technology Division
                     Office of Mobile  Sources
              U. S. Environmental Protection Agency

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EPA Evaluation  of the  Cyclone-Z 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 "Cyclone-Z"  was conducted upon the application of a
marketer  of  the  device.   The  device  is  claimed  to  improve  fuel economy
and driveability and  to  reduce  exhaust  emissions.   The Cyclone-Z  is
classified by EPA as an air bleed device.

The following is  a  summary of the  information on the device  as supplied
by the Applicant and the resulting EPA analysis and conclusions.

1.  Title

    Application  for  Evaluation  of Cyclone-Z   under  Section  511  of  the
    Motor Vehicle Information and Cost Savings Act.

2.  Identification Information:

    a.   Marketing Identificaton of the Product;

         "This device,  which  is  manufactured in  Japan  under  the  name
         Uzumaki, will  be  sold in this country under the name Cyclone-Z.
         The  name Cyclone-Z will  be  registered  as  a trade name  in  the
         immediate future."

    b.   Inventor and Patent Protection:

         (1)  Inventor

              "Hanaya Co.,  Ltd.,  and  specifically Mr. T.  Omori, invented
              this device and have applied for a patent".

         (2)  Patent

              "A  copy of  the  patent application is  enclosed."  [Attachment
              A of this evaluation].

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    c.   Applicant:

         (1)  Name and Address:

              "This  application  is  filed  by Kana  Corporation,  a Colorado
              corporation, 1653 Vine Street, Denver, Colorado, 80206."

         (2)  Principals:

              "Mr. Carl Urich  is  the  principal  owner and Chairman of Kana
              Corporation,  while  Mr.  Edward   E.   Simon,   Jr.,   is  the
              President."

         (3)  "Louis A. Bluestein, the Vice  President  of Kana Corporation
              is  authorized  to   represent   the  company.   Our  telephone
              number is (303) 394-2001."

    d.   Manufacturer of the Product;

         (1)  Name and Address:

              "Manufacturing will be done by Hanaya Co., Ltd.,  Marunouchi
              Yaesu   Building,   421-A1,   2-6-1  Marunouchi,   Chiyoda-ku,
              Tokyo, 100 Japan".

         (2)  Principals:

              "Hanaya's officers are Kyoji Usui, President,  Akaira Osako,
              Vice President, T.  Omori and K. Tanaka, Directors".

3.   Description of Product;

    a.   Purpose;

         "Both the objectives  and theories  of  the  Cyclone-Z  are described
         in documents  previously mailed  to  you  [Attachment  B].   A new,
         more compact  brochure is enclosed   [Attachment  C]  for  additional
         reference.

         [For  the  readers  convenience,  the  following  are  appropriate
         excerpts from Attachments B and C of this evaluation.]

         "... our main  purpose of this venture  is  to  help  all  countries,
         their societies and people."

         "To  solve  the   world's  auto  gas  emission   and   fuel-saving
         problems ... . "

         "The  Cyclone-Z  has  been  developed  based  on  the  combustion
         engineering theory for better and higher combustion efficiency."

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    b.    Theory of Operation:

         [See Attachments B and C of this evaluation]

    c.    Construction and Operation;

         [See Attachments A, B, and C of this evaluation]

    d.    Specific Claims for the Product:

         "At the present  time,  specific claims are  not  made  with respect
         to the device.   However,  a general claim  will be made  that  the
         Cyclone-Z  improves  gasoline  mileage,  reduces  emissions,  and
         improves driveability."

         "The  Cyclone-Z  has  been  developed  based  on  the  combustion
         engineering theory  for  better and  higher  combustion efficiency.
         It increases power, is economical  and  very efficient in reducing
         auto emissions."  [Excerpt from page one of Attachment C].

    e.    Cost And Marketing Information;

         "While  the  product  should  retail in  the  $200.00  range,  that
         price may vary.   It will  be marketed  by America  First  Marketing
         Corporation, of Oklahoma."

4.  Product Applicability, Installation, Operation,  Safety and
     Maintenance;

    a.    Applicability;

         "Essentially,   the  Cyclone-Z  is  applicable  to  all  types  of
         internal combustion gasoline engines which have carburetors.   It
         is  not  applicable  to  diesel  engines,   nor  cars with  fuel
         injection;  and  it  appears  not  to  assist  cars  using  other
         non-gasoline fuels.   It  is possible that  some later model cars
         with  more  sophisticated emissions control  systems  may  be less
         affected or adversely  affected by  the device,  but these effects
         are still under study."

    b.    Installation - Instructions, Equipment, and Skills Required:

         "Installation    and    operating    instructions    are    enclosed
         [Attachment A  of this evaluation].   The  only  other maintenance
         required will be  the  replacement of the  air filter approximately
         every 6 months."

    c.    Operation;

         [See Attachment A of this evaluation.]

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    d.    Effects on Vehicle Safety;

         "We are  not  aware  of any  safety  problems  with  the  Cyclone-Z.
         Thus far, malfunctions have been  traced  to improper installation
         and certain defects in manufacture."

    e.    Maintenance;

         "This   product  will   cause  improved  engine  efficiency  as  the
         device  is  used.   As a  result,  engine  idling  speeds may  need
         adjustment over time.

         "The only other maintenance  required  will be the  replacement  of
         the air filter  approximately  every   6  months."   [Excerpt  from
         Section 4.b. of the application]

5.   Effects on  Emissions and Fuel Economy;

    a.    Unregulated Emissions;

         [The applicant did not address unregulated emissions.]

    b.    Regulated Emissions and Fuel Economy;

         "Previously  you  have  received  test  results obtained in  Japan
         [Attachment D of this evaluation];  and I  am  enclosing  herewith a
         copy  of  the  test  results  obtained  from  Automotive  Testing
         Laboratories, Inc.  [Attachment E].

         "When    properly   installed,   the  Cyclone-Z   should   cause   a
         significant   reduction   in   regulated   emissions,   particularly
         hydrocarbons  and  carbon  monoxide.   In  addition,   the  Cyclone-Z
         should provide a significant improvement  in mileage.

         "It is  believed that  these  results  are  more  apparent  in  road
         testing  using standard  commercial  fuels  rather  than  indolene.
         Dynamometer tests with indolene  fuel are  not  consistent  with the
         results  received  in   actual  driving  under   less  controlled
         conditions.   This  inconsistency  may possibly be attributable  to
         recently  discovered   adverse   effects  of  air  shipment  on  the
         mechanical parts of Cyclone-Z."

6.   Analysis

    a.    Description;

         (1)  The  primary  purpose  of   the  device,  as   given   by   the
              applicant, is  to improve  fuel economy  and  reduce  exhaust
              emissions.   Based  on   the  information  submitted  by   the
              applicant,  EPA  judges  the  applicant's  statement  to  be
              appropriate.

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(2)  Based  on  the  theory  of  operation  and  the  description
     provided  by  the  applicant,   the  device  appears  to  be  of
     mechanical design  and  is intended  to bleed  additional  air
     into  the  engine  at  a  rate  which  is  a  function of  both
     engine load and  altitude.   (Most  air bleed  devices provide
     additional air  at a rate  which  varies  only with  engine
     load.)  The additional  air  is introduced  into  the engine's
     Positive Crankcase Ventilation (PCV)  line  and  is  claimed to
     cause  a   more   turbulent   air/fuel   mixture  within   the
     combustion  chamber  and  thereby   improve  the  combustion
     process.

     In  addition  to  the  two  documents  (Attachments  B and  C)
     referred   to   by  the   applicant,   EPA  also   considered
     Attachment A  and  determined  that  the  theory  of  operation
     and  the  description  were  not  entirely   adequate  for  two
     reasons.   First, it  was not  clear that the  device was  only
     mechanical in  design   or  whether  there  were  electronics
     associated with  it.   Second,  it  was  not clear  as to  how
     additional air  injected  into the  PCV  line  could cause  a
     more  turbulent  air/fuel  mixture  within  the  combustion
     chamber.

     EPA judges the  device as indeed  being  capable  of bleeding
     additional  air  into   the  PCV   line.     However,  without
     additional information and data, EPA  does  not  know for  sure
     whether the  air bleed  rate  is controlled  by the  load  and
     altitude  controls within  the  device  so   as  to  cause  a
     constant air/fuel  ratio as claimed  by  the  applicant.   EPA
     asked for additional information to clarify  these  areas  but
     the applicant did  not  respond  to this  request  (Attachment
     F).

(3)  The applicant states a  general claim  for  the device is  that
     it  improves   fuel  economy  and  driveability  and  reduces
     emissions.   Additionally,  it  is  claimed in  Attachment  B
     that  the   device  also  improves  combustion  efficiency  and
     power and  also  reduces piston  ring blow-by  gas.   Further,
     in  Attachment  C the claim  is made  that   the  device  causes
     improved starting and shorter warm-up periods.

     The  applicant  did not  submit  information  and  data  which
     adequately supported  all the claims made for  the  device.
     Based on  EPA's  understanding  of  the device,  there  is  doubt
     that  the  device  can cause  some  of  the   benefits  claimed
     (e.g., improved  power,  starting,  and warm-up, and  reduced
     gas  blow-by).    For  other  benefits,  i.e.,  improved  fuel
     economy and reduced  emissions, EPA  believes  that  except  for
     carbon  monoxide,  the  device  is  unlikely  to  cause  any
     significant  change..   EPA  requested  additional  information
     and  data,  however,   the  applicant  did  not  submit   any
     (Attachment F).

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     (A)  The  cost  of  the  device,  as  given  by  the  applicant,  is
          approximately $200.   EPA  estimates  that  installation  time
          would not exceed  one  hour and assuming  a shop rate  of $20
          per  hour,  the  installation  cost would  be  an  additional
          $20.  Thus,  total cost would be  approximately  $220.   If use
          of  the  device  did  result  in  a  10%  improvement  in  fuel
          economy (and assuming  a  cost of   $1.40 per gallon  of  fuel),
          a  vehicle  averaging  20  MPG   would   have   to  be  driven
          approximately 35,000 miles to recover the cost.

b.   Applicability,  Installation, Operation, Safety and Maintenance;

     (1)  Applicability:

          The  applicability   of  the   product   as  stated  in   the
          application,  in  general,  seems appropriate.   The  applicant
          did  not state  whether  one  model  was   applicable  to  all
          vehicles.   Since  there are  adjustment  features within the
          device,  one model may  possibly apply to  all  vehicles.   EPA
          asked the  applicant to  clarify   this  concern, however,  he
          did not respond (Attachment F).

          It  should  be  noted   that   the   applicant  states,  "it  is
          possible that some later model cars  with more  sophisticated
          emissions control systems may be  less affected  or  adversely
          affected by  the  device".   EPA agrees  that for some  recent
          model  vehicles  which  are  designed  and  calibrated  with
          extremely  lean  air/fuel  mixtures,   it  is  possible  that
          further   enleanment    of   the   mixture   may   result   in
          driveability problems  (e.g.,  hesitation  and  stalling).   For
          the  most  recent  models  with  feedback  carburetors,   any
          change  attributable   to  the   device   would  likely  be
          automatically negated by the  controls.

     (2)  Installation - Instructions,  Equipment and Skills  Required:

          The  applicant  did not submit  a copy  of the  installation
          instructions intended  for purchasers  of  the   device.   EPA
          requested that  a copy be submitted  along with  a list  of
          those   tools   required   to   perform   the   installation
          (Attachment  F).  However,  the applicant did not submit any.

          Based   upon   the  description   of   the   device   and   also
          considering   the  general  installation  instructions   given
          within  the   patent  (Attachment   A),  EPA  judges  that  an
          individual having  a basic understanding of engines  should
          experience no difficulty installing the device.

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     It was  also judged  that common  hand  tools  found  in  most
     homes   would  be  sufficient  to perform  the  installation.
     EPA believes a  real obstacle for  most  individuals  will  be
     the  required  adjustments  after device installation.   The
     instructions  given   within  the   patent   state   that   a
     tachometer  and  an  exhaust  gas  analyzer  are  used  when
     performing  the   adjustments.    While  some  individuals  may
     have   a   tachometer,   few  have   access   to   an   exhaust
     analyzer.    Therefore,   most   purchasers   will   find   it
     necessary  to have the adjustments  performed by  a  commercial
     service facility.

(3)  Operation;

     Based on  the  design of  the device, EPA  has  judged  that  a
     controlling action  by  the  driver  is  not  required  in order
     for the device to function properly.

(4)  Effects on Vehicle Safety:

     EPA  judges  that  for  most  vehicles the  device  should  not
     pose any safety  related  problems.   However, for some recent
     models which have the carburetor  calibrated  for  very  lean
     air/fuel ratios,  the  further  addition of  air by  the device
     may  cause  adverse driveability problems,  i.e.,  hesitation
     and stalling,  which under certain  driving  conditions may  be
     considered unsafe.

(5)  Maintenance;

     The applicant  states that  the  only  additional maintenance
     required is the  changing of the air filter  (located on top
     of the  device)  every  six months.   EPA  judges this  to  be  a
     relatively  simple operation  and   should  cause  no  problem.
     Not  stated  in  the  application was the source or  cost  of
     such  filters.   Another  concern was  that  noted  in  Section
     4.e.   of  the application  wherein  it  is stated  that engine
     idling  speeds  may  need   adjustment after some  time.   EPA
     asked  the  applicant  whether the   device  will  have to  be
     adjusted  as done  during initial   installation  (Attachment
     F),  i.e.,   with   a  tachometer  and  an  engine  exhaust  gas
     analyzer.    EPA  also  inquired  as  to the  availability  and
     cost  of the air filters.  The  applicant did  not  respond  to
     these  questions.   If  the tachometer and  gas  analyzer  are
     required for adjustment,  then this would  likely necessitate
     that  the   purchaser   have   the   service  performed  at   a
     commercial  facility.   This  of  course  would   extend  the
     mileage  interval  to   recover   the  cost  of   the   device
     (discussed in Section 6.a.(4) of this evaluation).

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    c.   Effects on Emissions and Fuel Economy;

         (1)  Unregulated Emissions:

              The  applicant   did  not  submit  any  data  with  respect  to
              unregulated  exhaust'  emissions.    Although  data   was  not
              provided,  it  is EPA's  engineering  judgement that  based  on
              the  design of  the device,  the  Cyclone-Z  is  unlikely  to
              adversely affect unregulated pollutants.

         (2)  Regulated Emissions and Fuel Economy;

              The  applicant  did  submit  test  data  (Attachment  E)  in
              accordance with  the Federal  Test Procedure  and  the Highway
              Fuel  Economy  Test.   These  two  test  procedures  are  the
              primary  ones  recognized   by   EPA   for  evaluation  of  fuel
              economy  and  emissions  for   light   duty  vehicles.-'-   EPA
              evaluated the data and noted the following concerns.

              (a)  The applicant  deviated from  the EPA  recommended  test
                   plan   by   performing  hot-start  test.   While  that
                   deviation may be acceptable  for some  devices,  in this
                   instance  it was  not in  that  the  applicant's  claims
                   (e.g.   quicker  starts  and  warm-ups)   could   not  be
                   assessed.

              (b)  The  test  results  were  typical  of  most  air  bleed
                   devices,   i.e.,  carbon   monoxide   (CO)   was   greatly
                   reduced,  hydrocarbons (HC)  and  nitrogen  oxide  (NOx)
                   may or may  not have  been  reduced,  and fuel economy was
                   essentially unchanged.2
•'•The  requirement  for test  data following  these  procedures is  stated in
the  policy  documents .that  EPA  sends  to  each potential  applicant.   EPA
requires duplicate  test sequences  before  and  after  installation  of  the
device on a minimum  of  two  vehicles.   A test  sequence consists  of a cold
start FTP plus  a  HFET or,  as a  simplified alternative,  a  hot  start  LA-4
plus  a  HFET.   Other  data  which have  been  collected  in  accordance  with
other  standardized   procedures  are  acceptable  as  supplemental   data  in
EPA's preliminary evaluation of a device.

^A few air-bleed  devices have shown a  small  improvement  in  emissions or
fuel  economy  by  leaning out the richer  air/fuel  mixtures  associated with
vehicles  prior  to   the  onset  of  emission  controls.   Without   using  a
device,  the   same  effect could  also  be  achieved  on  these  vehicles  by
leaning out  the  idle mixture screws.   However, with the  leaner air/fuel
ratios now  used  by  the manufacturers  to  control  emissions and  improve
fuel economy, even these few devices would not show improvements.   On the
most  recent  models  with  computerized  emission  control  systems,  any
changes attributable  to  the  device would  automatically be  negated by the
controls.

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                                                                               10
              (c)   The test  report compares  the test  results after  200
                   miles  of  driving to  those results  obtained prior  to
                   the  200  miles.   Because  baseline  testing  (without
                   device)  had  not been  performed  after  the  200  miles,
                   one can not ascertain  whether the  change  in emissions
                   and fuel economy were  attributable  to the  device  or  to
                   the mileage accumulation.

         The   applicant  contended   both  within  the  application  and  in
         telephone  conversations  with  EPA  that   the  reason  the  test
         results did  not  show  significant  benefits  (except  for CO)  was
         possibly  because  of  adverse  effects of the  air shipment  on  the
         mechanical parts  of  the  device prior to  testing.

         The   applicant  was  notified   (Attachment   F)  of  EPA's  concerns
         regarding the test data and  requested  that he submit  additional
         test data.   The  applicant subsequently notified  EPA  the  device
         was   being   redesigned  to  correct  a  manufacturing  problem.
         Because  the  design  had not  been finalized  and  considering  the
         time yet  required to  test the  new design,  EPA was forced  to
         complete   its evaluation  of  the  Cyclone-Z using  all  available
         information.

    d.    Testing by EPA:

         EPA   did   not  test   the  device  for  this  evaluation  for  the
         following  reasons.    First,   the  test  data  submitted   by  the
         applicant did  not adequately  support   the  claims made  for  the
         device.   Additionally,  current  ongoing  design  changes  are  not
         yet   completed.    Further,  EPA's  engineering  judgment  and  its
         experience with other air-bleed devices suggest  that significant
         changes attributable to  the device are  unlikely to be realized.

7.   Conclusions

    EPA  fully  considered  all  of  the   information   submitted   by  the
    applicant.  The evaluation of  the  Cyclone-Z  device was based  on that
    information,  EPA's  engineering  judgment,  and  its  experience  with
    other  air  bleed  devices.   Although  the  device  may  significantly
    reduce CO emissions  for  some  vehicles,  it  will  probably not have  a
    significant  effect on  HC, NOx, or fuel  economy.   Additionally,  EPA
    has  no  reason  to believe  that the  device can   cause  a  noticeable
    difference  in starting,   warm-up,  power, or  piston  ring  blow-by  as
    claimed.   Further, it is  possible that for some  recent model  vehicles
    which  are  designed   and  calibrated  with   lean  air/fuel  mixtures,
    further enleanment of the mixture may  result in driveability  problems
    (e.g., hesitation  and  stalling).    For  other  recent   models  with
    feedback   carburetors,  any change  attributable  to the  device  would
    likely be automatically negated by  the controls.

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                                                                              11
    Thus, there is no  technical  basis  for EPA to  support  the  claims made
    for the device or to perform confirmatory testing.

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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                                                                                12
                           List of Attachments

Attachment A       A  copy of  the Patent  Application  (provided  with  511
                   Application).

Attachment B       A   copy   of   an  enclosure   to   a  letter  from   Kana
                   Corporation to EPA, April  2,  1982.

Attachment C       A  copy of an  enclosure  to the  application,  titled,  A
                   Revolution   in  Combustion   Engineering   Theory,   the
                   Cyclone-Z.

Attachemnt D       A   copy   of   an  enclosure   to   a  letter  from   Kana
                   Corporation to EPA, April  2,  1982.

Attachment E       A  copy of an  enclosure  to  the  application containing
                   test   results  from  Automotive   Testing   Laboratories,
                   Inc.,  August 27, 1982.

Attachment F       A  copy of  letter  from  EPA to Kana Corporation,  October
                   5,  1982.

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                             PATENT COOPERATION TBi
      FROM the INTERNATIONAL BUREAU of the
  WORLD INTELLECTUAL PROPERTY ORGANIZATION
NOTIFICATION OF RECEIPT OF RECORD COPY

issued pursuant to PCT Rule 24.2 (a)< D
                 TO
 DATE OF MAILING
 by the International Bureau
       19  February  1982  (19.02.82)
 APPLICANTS OR AGENTS FILE REFERENCE
       YM-0084
             L
Mr. Mine;
NAKAMURA
TAKZDA  &i
Room  646
Shin-Tok;
Mamnouc
Chiyoda-
Tokyo 10
Jaoan
                        IDENTIFICATION OF THE INTERNATIONAL AJ
 International Application No.

       PCT/JP82/00036
IniernationaJ Filing Date
    08  February  1982
        (08.02.82)
 Applicant (Name)
                               1)  HANAYA INC.,

                               2)  USUI,  Kyoji, et al.
                                           NOTin CATION
     The applicant is hereby notified that the record copy of the above-identified in
     ved by the International Bureau on   18 ^^^^Y ^82   (18...
     This- date is within the prescribed time limit <2>  •""

     The International Bureau has notified each designated Office specified in the A
     date of receipt of the record copy. The Annex to this notification also indicate:
     gnated Offices, there is an applicable time limit under Article 22 (3). (3)

     The numbers — if any — used in the Annex to this notification ega.;nst the aa
     by reference to corresponding numbers appearing above against the names of
     been indicated as applicants in respect of which designated Offices.


     The priority has been claimed of earlier application(s) having the following
                                       None
     A copy of this notification has been sent H) to the receiving Office and the Ii

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                        LATENT COOPERATION TREATY
                                                                            PCT/JP82/00036
                                                                                        14
                                        ANNEX

The designated Offices notified are those shown opposite the indications of the designations made in the interna-
tional application.
Designations made in the international
application: Contracting State and (where
applicable) kind of patent

[XJ    Australia

       Austria
n

a
a
a
a
a
a
a
E!
D
a
H
                 National patent

                 Regional (European) patent
       b.  D
       Belgium
       Brazil
Cameroon


Central African Republic


Chad


Congo


Democratic People's Republic of Korea

Denmark


Finland


France

Gabon

Germany (Federal Republic of)

a.  I	I    National patent

k.  a
                                                      Designated Office notified



                                                (1)   Australian Patent Office • A



                                                      Austrian Patent Office *

                                                      European Patent Office f

                                                      European Patent Office t
                                                       (1)
      National Institute of Industrial
      Property, Rio de Janeiro

      African Intellectual
      Property Organization *

      African Intellectual
      Property Organization '

      African Intellectual
      Property Organization *

      African Intellectual
      Property Organization •

      Inventions Committee

      Danish Patent and Trademark
      Office

      National Board of Patents
      and Registration
                                                       (1)  European Patent Office f

                                                            African Intellectual
                                                            Property Organization "
                 Regional (European) patent

       Hungary

       Japan

       Liechtenstein (see Switzerland and Liechtenstein below)

       Luxembourg

       a.  I	I    National patent
     German Patent Office "

(1)  European Patent Office t

     National Office of Inventions *A

     Japanese Patent Office
                                                (1)
                                                            Ministry of National Economy,
                                                            Patent Office, Luxembourg •

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                        PATENT COOPERATION TREATY
                                                                                       15
                                       Annex, page 2
Designations made in the international
application: Contracting State and (where
applicable) kind of patent (Continued)
D
D
D
D
D
D
n
Madagascar

Malawi

Monaco
Netherlands
a.  I	I    National Patent
b.  I	I    Regional (European) patent
Norway
Romania

Senegal

Soviet Union

Sweden
a.  I—I    National patent
b.  I	I    Regional (European) patent
Switzerland ar"1 Liechtenstein
a.  I	I    National patent
b. £.
Togo
                  Regional (European) patent
       United Kingdom
       a.  I	I     National patent
       b.  5LJ     Regional (European) patent
       United States of America
                                                        Designated Office notified
                                                        (Continued)
        Ministry of Industry and Commerce,
        Department of Industry and Mines
        Ministry of Justice, Department
        of the Registrar General
        Ministry of State, Patent Office •
       Netherlands Patent Office
       European Patent Office f
       Norwegian Patent Office
       State Office for Inventions and
       Trademarks *
       African Intellectual
       Property Organization •
(1)    USSR State Committee for
       Inventions and Discoveries *
                                                               Swedish Patent Office
                                                               European Patent Office f
       Swiss Intellectual
       Property Office*
       European Patent Office f
       African Intellectual
       Property Organization •
                                                       United Kingdom Patent Office
                                                (1)    European Patent Office t
                                                (2)    United States Patent
                                                       and Trademark Office
Footnotes •
•   The time limit under Article 22 (2) does not apply, instead, where the International Searching Authority makes a declaration
    under Article 17 (2) (a) that no international search report will be established, the time limit under Article 22 (1) applies.
I   Payment to the European Patent Office of the national fee may be made up to one month after the time limit applicable under
    Article 22 (1) or (2) (note, however, that the extension does not apply to payment of the European examination fee).
A   The time limit under Article 22 (1) is extended by one month.

-------
                                                                 16
                          SPECIFICATION





        TITLE OF INVENTION:


                 Air Supply  Device  for Internal Combustion


                 Engine





 5      FIELD OF INVENTION:


                 This invention  pertains  to air supply device


        for internal combustion  engine which is designed to im-


        prove a fuel/air  ratio of mixtured  gas in internal com-


        bustion engine.


10'      BACKGROUND OF TECHNIQUE:


                 The internal combustion  engine operates on the


        principle that a  carbxffetor  atomizes fosil fuels to


        produce misrtured  gas which is  forwarded to a cylinder


        to be ignited.  It is known  that  optimum condition of


15      mixtured gas tends to suffer a  change  by the engine


        speed and the temperature of internal  combustion engine,
                                                                \

        as well as by the altitude where  internal  combustion


        engine is located.  The present inventor conducted the


        experiment in which the number  of revolutions  of internal


20      combustion engine was set at a  uniform rate  (3000 rpm) ,


        while the altitude was altered.  The following measure-


        ments are the results of said  experiment which show the


        relationship between the altitude and  the  manifold  boost


        pressure.

-------
                                                              17
                                      Manifold, boost
                   Altitude              pressure

                      2^00 m              385 mmHg

                      1730     _

                      1590
 5
                      1000                 4b5


                The results  thus  obtained leads to the con-

       elusion that atmospheric pressure of the place where

       internal combustion engine is  located alters the con-

10     iition of mixtured gas  in  internal combustion engine.

                According to the  prior  arts, the jet engines

       that use electronic fuels  are  provided with altitude

       compensating controller which  operates on the basis of

       absolute pressure, and" altitude  compensating controller

15     -which adjusts air bleeder  by vacuum bellows is incorpo-

       rated into carburetor.   However  such altitude compensat-

       ing controllers as mentioned above are expensive.

                It is also uneconomical  to improve internal
                                                               «
       combustion engine which is already in the form of  a

20     finished product by making use of the aforementioned

       •ethod.

                Also, for the  method  to  decrease NOX contained

       in the exhaust gas, it  is  reported that  combustion which

       occurs i.u a high temperature generates a large, amount of

25     30x;  NOx is mainly generated  in the center of combustion

-------
                                                                   18
        chamber whore a high temperature permeates.  Namely,



        combustion performed within engine wbror-e -a - high pressure




        exists causes following reaction:
                    N2 * °2 - »-~2NO — ^3-2 Kcal



 5      This reaction frequents where a temperature  is  high.




        Aforementioned NO which undergoes a  non- equilibrium con-




        dition to be caused by the stroke where combustion




        expands ia exhausted to an atmosphere  to  react  on 0  so




        as to yield NO^.  As regards the aforementioned fact  that




10      NOx  is generated in the  center of a combustion chamber,




        it is reported that the concentration of  NO  to  be pro-




        duced: at  the first stage  of  combustion is extremely high




        and the following stages  of  combustion are not  th« deci-




        sive factor to genera-ba NO  ("The Principles  on  Engine




15      Planning  for Automobile"  Tokyo:  Sankaido Publishing Co. ).




        Furthermore, a aerial  picture  released by Research Insti-




        tute of General  Motors, Co., U.S.A.  shows that  NO which




        is  ignited  to begin  combustion at  BTDA 7° still retains a




        high temperature as  well  as  a  high pressure at  ATDC ^0




 20      (Cohlin Campbell.   "Sports  Car:   Its Theory and Design":




        ^2  - ^3-   Translation by  Yoshiaki  Shinoda and Jiro




        Kashiwagx,   Nikyosha Publishing Co.).  In addition, the




        concentration of NOx to be  exhausted from a rotary engine




        in  which  the position of  combustion chamber is altered




 25      as  compared with that to  be exhausted from a reciprocat-

-------
                                                                          19
                  ing  engine.  The phenomenon mentioned above result


                  from the characteristics of a. rotary -engia« where com-


                  bustion chamber rotates in a stroke of suction,  and


                  compression to give rise to a turbulence which  continues -


          5       to exist during ignition as well as combustion,  so  that


•                  the  flame is cooled down by means of cylinder and rotor.


                           The present inventor quotes the gist of the


                  publication cited above as regards the generation of CO


                  and  HC  contained in. exhaust gas.


         10                In an ordinary carburetor, fuels tend   to  float


                  in the  air in the form of an extremely fine spray which


                  flows into- cylinder with air flow.  But in case  where  an


                  engine  load is small or an engine idles,  fuels tend to run


                 onto  an  inlet manif old=-in the form of pure liquid.  On


         15       the  other hand,  when an engine performs with a large


                  amount  of load or a full throttle, even a high temperature


                  does not prevent a throttle plate from opening in full


                  scale.   Thus fuels to be supplied increase extremely.


                  Sometimes,  the amount of fuels to be supplied in the form


         20       of spray reaches as high as 60%.  Consequently,  the effect


                  of a flush boiling that may occur as a liquid flows  into


                  a low-press-ore inlet manifold does not prove itself  sub-


                  stantially,  resulting in unbalance of mixtured gas  as well

                                                                •
                  as incomplete combustion to generate a large amount  of CO


         25       and HC.   Furthermore,  in the  case of a reciprocating

-------
                                                                  20
        engine, the swirl  effect caused by squash does not offer

        any noticeable result  at an iorHrial s"tage of combustion,

        whereas said effect  brings about a noticeable result at
                                — .<
        a final stage of combustion (  "The Principles on Engine

 5      Planning for Automobile"  ).



        DISCLOSURE OF INVENTION:

                 This invention intends to provide an air supply

        device for internal  combustion engine which is designed

10      to maintain constantly an efficient fuel/air ratio of

        mixtured gas regardless of a change in the altitude and

        give high output with  minimum consumption of fuels, as

        well as to reduce  the  amount of NOx,  CO,  HC contained in

        the exhaust gas.   Thewcharacteristics of  this invention

15      resides in that a  first control valve to  be controlled

        by atmospheric pressure and a  second  control valve to be

        controlled by the  load of  carburetor  are  placed  in an air

        path in series, the  downstream terminal of said  air path

        being connected to an  inlet pipe  which is located down- *

20      stream from a carburetor  of internal  combustion  engine.

                 The structure of  this  invention  mentioned above

        makes it possible  to maintain  constantly  optimum fuel/air

        ratio i*A accordance  with  the number of revolutions of

        internal combustion  engine regardless  of  a. change in  the

25      altitude;  this results  in an  increase in output  as well

-------
                                                                  21
        as reduction of fuel consumption.

                 At  the same time, in the structur** trf -this  in-
                                     .   ,1
        vention, an  inlet manifold generates a stroke of .inhala-

        tion,  compression and explosion to cause a swirl in

5       mixtured gas which works to improve the evaporation  and

        combustion of fuels,  as well as to enhance a greater

        uniformity of mixtured gas.  Thus, NOx, CO and HC  contain-

        ed in  exhausted gas can be reduced.

                 Furthermore,  since an air supply device provid-

10      ed by  this invention uses PCV line of the conventional

        internal combustion engine to supply the air, it can be

        applied to almost all of the conventional internal com-

        bustion engine.   In addition, PCV line can offer an  appro-

        priate angle at which 3-econdary air is injected to the mai.u.

15      mixtured gas,  resulting in the generation of uniform

        mixtured gas.   It should be noted that the injection of

        secondary air through a hole for boost measurement cannot

        get uniform  mixtured  gas.
                                                                  »


20      BRIEF  EXPLANATION OF  ACCOMPANYING DRAWINGS:

                 Fig.  1 shows  an exemplary embodiment of this

        invention;

                 Fig.  2 and Fig.  3 show the  sectional drawings of

        a carburetor;

25               Fig.  4 shows  an oblique drawing  of  an exemplary

-------
                                                                  22
        embodiment  of  this  invention.





        OPTIMUM FORM TO  EMBODY INVENTION:


                 Hereinafter,  an exemplary embodiment of this


 5  '    invention will be explained with accompanying drawings.


        Referring to Fig. 1,  an exemplary embodiment of this


        invention identified  as an air supply device 1 comprises


        air cleaner 2, atmosphere chamber 4k,  aneroid chamber 6,


        first air chamber 9  (this embodiment prepares two first


10      air chambers as  shown in Fig, l) , suction chamber 10 and


        second air  chamber  12.  The atmosphere chamber 4t to in-


        hale a purified  air through, the air cleaner 2 is con-


        nected to the  first air chamber 8 through the high-speed


        metering jet 16  whichCworka. as the first control valve


15      to be controlled, by the first diaphram l^t of the aneroid
 i *

        chamber fa.  Aneroid chamber fa is airtightly enclosed by


        the first diaphram  l4t.  Atmosphere chamber ^ and first


        air chamber 8  are connected by the high-speed metering


        jet Ifa and high-speed  adjuster 1? which works as first


20      manual control valve.   The air passing area of the high-


        speed metering jet  Ib  for connection with the air chamber


        8 is adjusted  by high-speed metering  rod 20 mounted on


        lifter 18 that is integral part of the operating body of


        first diaphram,and  the area to be occupied by the high-


25      speed adjuster 17 for  connection with the first  air
                                -  7  -

-------
                                                                  23
        chamber 8 is adjusted by  first  adjustment screw 21.




        Referring to Fig. 2 and Fig.  3,  the  smrtion chamber 10




        is connected to vacuum advance  port  152  of carburetor




        150 through signal connector  22.   The  suction chamber




 5      10 is stopped by second diaphram 2^  to make up second




        control valve, and compression  spring  28 is installed




        between the bottom 26 of  the  suction chamber 10 and the




        second diaphram 2^t.  Since  exhaust port  30 of the first




        air chamber 8 is substantially  stopped by the second




10      diaphram 2^ and valve seat  25»  decompression of the suc-




        tiou. chamber 10 causes second diaphram 2^ to travel to-




        ward the bottom 26 against  the  operation of compression




        spring 28, so that the exhaust  port  30 begins to expand




        the air passing area thereof  in proportion to the pressure




15      in the suction chamber 10.  Thus,  the  two of first air




        chamber 8 are connected to  the  second  air chamber 12.   The




        atmosphere chamber ^ is also  connected to both the second




        air chamber 12 through slow metering jet 32 which works




        as third control vaive and  slow-speed  adjuster 3^ which t




20      works as second manual control  valve.  Slow-speed meter-




        ing rod 36 mounted on lifter  18  adjusts  the area to be'




        stopped by the slow metering  jet  3^  for  connection, with




        the second air chamber 12 and second adjustment screw  37




        adjusts the area to be stopped  by  the  slow-speed adjuster




25-     3^ for connection with the  second  air  chamber 12.   Cover

-------
                                                                  24
        39 is installed  to  adjust the first adjustment screw
                                              »...
        21 and the second adjustment scr-ew 36 froci outaid-e.

        The second air chamber  12 is connected to PCV (not showu.

        in the accompanying drawings) through supply connecter

 5      **0.  Referring to Fig.  1  and Fig.  3»  said vacuum advance

        port Ip2 is placed  in the path which locates itself

        sligh-tly upstream from  the center  of rotation of butter-

        fly 153-  When the  accelerator is  stepped on to cause the

        butterfly 15^ to rotate counterclockwise as shown in Fig.

10      3'* the vacuum advance port 152 begins to locate itself

        down-stream from the butterfly 15^-

                 Fig.. ^  shows the structure of the atmosphere

        chamber k which  is  composed of the high-speed metering

        jet 16, the-high-spe«*  adjuster 17 j the slow metering-

15      jet 32 and the slow-speed adjuster 3^-   As shown in Fig.

        ^, the lifter support 52  and the valve  seat member 5^ are

        mounted on partition member 50 to  separate the first air

        chamber 8 from the  second air chamber 12.  The first dia-

        phram l^i is placed  within the bottom  56 of the lifter

20      support 52, and  the upper part of  rising member 53 of the

        lifter support 52 has lifter rod 60 which is installed'so

        as to project from  the  top  of the  rising member 58.

        Vertical lifter rod faO  and  V-shaped lifter plate  b2  are

        incorporated to make up the structure of the lifter  18,

25      and the high-speed  metering rod  20 and  the slow-speed

-------
                                                                  25
        metering rod  3°  are mounted on each tenninus  of V-shaped




        lifter plate  62.  On the other hand, the valve seat




        member 5^»  which is furnished with the high-speed meter-




        ing rod 20  and the slow-speed metering rod 36, is further




 5      provided with the first adjustment screw 21 and the




        second adjustment screw 37»  The high-speed adjuster  17




        consists of the  first adjustment screw 21 and a first




        compression spring 70 which is adapted to prevent the




        first adjustment screw 21 from loosing.  The low-speed




10      adjuster 3^ consists of the second adjustment screw 37




        and a second  compression spring 72 which is adapted to




        prevent the second adjustment screw 37 from loosing.




                 In the  structure mentioned above,  when an engine




        either idles  or  decelerates,  the butterfly 15^ of the




15      carburetor  150,  aa shown in Fig-.  2, operates to close the




        path where  mixt-ured gas travels.   Thus the  pressure in




        the vacuum  advance port 152,  that is,  the pressure in the




        suction chamber  10 tends to stand as high as atmopheric




        pressure,  and the  first air chamber 8  is  cut off  from tb!e




20      second air  chamber 12 by the  second diaphram 2^.   Con-




        sequently,  the air which passes  through the  slow  metering




        jet 32 that opens  in accordance with the  range of  alti-




        tude, that  is, atmospheric  pressure and the  slow-speed




        adjuster 3^ that  opens  in accordance with a  desired  area




25      to be occupied for cou-nection, is forwarded  to the  intake

-------
                                                                  26
        manifold through the  supply connecter and the PCV line.




                 On the other hand,  when an engine is ei~ther




        accelerated or is operated  at  high speed, the butterfly




        15^ of the carburetor begins to  move counterclockwise,




 5      as shown in Fig. 3i to  locate  itself upstream from the




        vacuum advance port 152.  Thus the amount of pressure




        in the vacuum advance port  152,  that is,  the amouut of




        pressure in the suction chamber  10 approaches the amount




        of boost pressure in  the  intake  manifold.  Thus the




10      second diaphram 2^ begins to lower against the operation




        of compression spring 28, resulting in the creation of a




        space between the second  diaphram 2k and  the valve seat




        25 to connect.the first  air  chamber 8 with the second air




        chamber 12.  The air  passes  through the slow-speed meter-




15      i.ug je^ 32 that opens in  accordance with  the range of




        altitude, namely atmospheric pressure,  and the slow-speed




        adjuster 3^ that opens  in accordance with a desired  area




        to be occupied for connection, and  the  air also passes




        through the high-speed metering  jet 16  that opeus in ac-'




20      cordance with the range of altitude,, namely atmospheric




        pressure, and the high-speed adjuster  17  that opens  in'




        accordance with a desired area to be occupied for connec-




        tions and further the space  between the second diaphram




        2^ and the valve seat 25, so that the  air is  forwarded to




25      intake manifold through the  supply  connecter  'tO and  the

-------
                                                                27
10
        PCV line.

                 In the  structure  mentioned above, the high-

        speed metering jet  16  and  the  slow-speed metering jet

        32 are designed  in  accordance  with the following table

        so that they  can supply  the  air  which matches ranges of

        the sea level to  be selected.
                   High-speed metering
                    jet   (2000  r-pm)
                                     Low-speed metering
                                      jet   (650 mm)
15
Sea level
(m)
0
600
1,200
1,800
2,^00
Area for
connection •
(mm2)
0
0.55
1.25
1.95
2.65
Air to be
suppli ed
( 1/min)
0
30.0
40.0
45.0
50.0
Area for
connection
(mm2)
0
0.72
0.8?
1.04
1.20
Air to be
supplied
(1/min)
0
2...0
2.4
2.7
3.0
20
         Next, in  the  structure  mentioned above,  an air

supply device for  internal  combustion engine is adjusted

as follows:

         First of  all, the  air supply device 1 is placed

in engine room almost  in vertical position and the .engine

is heated.  Then,  a tachometer and  an exhaust gas analyser

are employed to measure as  well  as  to record the  engine
                •
speed of idling and the concentration of  exhaust  gas.

-------
                                                                    28
          Example:


                 Engine  speed              65.0 _rpjn


                 Concentration of CO      k.O %


                 Concentration of HC  -    800 ppm


 5             Next, the  engine speed is set at 2000 rpm to


        measure the concentration of exhaust gas.


          Example:


                 Engine  speed              2,000 rpm


                 Concentration of CO      O.b #


10               Concentration of HC      150 ppm


               After-wards, a supply  connecter of air supply


        device 1 is connected  to  the PCV line through a three-"-


        way pipe, and the second  adjustment screw 37 of the slow-


        speed adjuster 3^ is revolved so as to  get minimum measure-


15      ments of CO and HC to  be  exhausted by putting tha engine


        in the idling position.   In:  the  operation mentioned above,


        the engine speed is adjusted by  an idle adjuster.  Since


        the adjustment of the  idle adjuster results in different

                                                                  \
        measurements of CO and  HC  to be  exhausted,  it is required


20      to repeat the adjustment  by  the  use of  the second adjust-


        ment screw 37 after the engine speed  in the idling posi-


        tion is adjusted.  Next,  the signal connector 22 is


        connected to the vacuum advance  port  152 and the number


        of revolutions of first adjustment screw 21 of high-speed*


25      adjuster 17 is adjusted to get minimum  measurements of CO

-------
10
15
 20
and HC to be  exhausted with the engine speed being

at 2,000 rpta.

  Example:

         Engine speed

         Concentration of CO

         Concentration of HC

        The  following table shows the re stilt of  the  escperi

tnent  where  an air supply device provided by this  inven-

tion  i.s appli-ed to a 4-cycle,  8-cyiindered engine with

gross engine displacement  of 7539 cc.  The comparative

measurements of the table  are  baaed on 10 mode..
                                           2,OOO  rpm

                                           0.2  %

                                           100  ppm
                       Without an air
                             'device
                                                Ratio of j.j
                                 With  an air   crease and
                                         device  decrease
   CO

   HC

   NOx

   C02

  Ratio  of
  fuels  to
 be  consumed
107.65

  3.72 s/bn

  4.72 s/bn.

653-9
                          2.8  bu/1
 45-27

  1.56

  3.38

651.8  S/°n


  3.3  bn/1
                                                          -58.0%

                                                          -28.3%

                                                          -0.3%


                                                            17 - 8%
                  The following table shows the  comparative

         measurements resulted from the  experiment  where an  air

         supply device provided by this  invention is  placed  at

         various range of  sea level.

-------
                                                                       30
10
Sea '
Level
•m
0

850

1,300

l,bOO

2,000

2,300

Engine
Speed
rpm
650
2,000
650
2,000
650
2,000
650
2,000
6i50
2,OOO
b50
2,000
Without
StlTJ-olv
co(%)
2.2
1.2
2.9
2.0
2.9
2.8
3.1
3.0
3-1
• 3.2
~
3-2
3-6
an air
d evi c e
HC(ppra)
80
30
120
65
130
80
140
95
160
100
180
110
With
C0(%)


2.2
1.35
2.2
l.k
2.2
1.2
2.2
1.35
2.3
l.k
an air sxtpply
device
HC(PT3m)


130
55
1*10
55
155
70
170
70
180
80

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                                                               31
        CLAIMS:.








          1.     An air  supply  device for internal combustion




        engine  comprising  a  first  control valve to be controlled




 5      by atmospheric pressure and  a second control valve to be




        controlled by load of an engine;  said two valves being




        placed  in an air path, in series and the downstream




        terminal of said air path  being connected to an inlet




        pipe located downstream from a carburetor of internal com-




10      bustiou. engine.




          2.     An air  supply  device for internal combustion




        engine  as specified  in  claim 1, said first manual control




        valve is placed in parallel  with said first control valve




        in said air path.    —




15        3«     An air- supply  device for internal combustion




        engine  as specified  in  claim 1, in which the downstream




        terminal of said air path  are connected to an inlet pipe




        located downstream from a  carburetor of internal com-




        bustion engine through  a PCV line.




20        ^i.     An air supply  device for internal combustion




        engine  as specified in  claim 1,  in which a third control




        valve to be controlled  by  atmospheric pressure is placed




        in parallel with said first  control valve and said second




        control valve in said air  path.




25        5*     An air supply  device for internal combustion

-------
                                                           32
engine as specified  in cxaim 1,  in which a second manual




control valve is  placed in parallel vitn. .•said, first




coixtrol valve and said second control valve in said air




path.

-------
                                                                    33
        ABSTRACT









                 This invention intends to provide an air sup-




        ply device for internal combustion engine the characte-




 5      ristica of which resides in that a first control valve




        to be controlled by  atmospheric pressure and a second




        control valve to be  controlled  by the load of engine




        are placed iju series  in air path, the dowu.-stream




        terminal of  said air  path being connected to an inlet




10      pipe located down-stream from a carburetor of internal




        combustion engine, resulting in the improvement of




        fuel/air ratio of mixtured  gas  of internal combustion"




        engine to reduce the  amount of  fuels to be consumed as




        well as to decrease  the amount  of NOx,  CO and HC con-




15      tained. in exhaust gas.

-------
                        34
FIG.
   72^36-.'8 14  ±  20
25 26 28  24

-------
                            35
  FIG.2
154,
        150

          152

      / / /
  FIG.3
I54
        150
                       /
         152
                        ^
         Fl G.4
                    70

-------
                                                              36
                                                    ATTACHMENT 3
    A  CHALLENGE TO THE  STARTING POINT  IN THE COMBUSTION
                   EJGINEERING THEORY!:

         A COMBUSTION  EFFICIENCY IMPROVEMENT DEVICE
           PERFECTED THROUGH THE TURBULENCE EFFECT

                 THE  BIRTH OF  THE "UZUHAKI"

A Start to a Clean Future Without Any Auto Exhaust Pollution

     Auto owners throughout  the world have waited for a long
time for the development of  this gasoline savings and auto
exhaust emission reduction device which  takes  a  drastic
lead in this energy saving era.

            - We shall name  this, the "UZUMAKI"-

     The Hanaya Group has established corporations in both
America and Japan, has also  challenged the starting point in
the combustion engineering theory and was instrumental in
perfecting the so-called "UZUMAKI."  The Hanaya  Group's
engineering staff, in ordert to experiment and develop the
fossil fuel for internal combustion  engine to  reduce the
poisonous exhaust gases and  also save fuel based their
studies and work in Denver,  Colorado, U.S.A.  Our endeavors
have come to fruition for the  perfection of a  super machine
which surpasses the common knowledge of the combustion
engineering theory..

     This devise, the "UZUMAKI" not  only drastically reduced
poisonous gas from auto exhaust emissions, but .. Iso extends
the gasoline mileage, and helps save fuel expenditures,
making it an epoch-making new  product whose development was
awaited by all car owners throughout the world.

-------
                                                            37

      Starting..with Japan and the U.S.A., the Hanava Group
 has  officially applied for patent registration in 56 main
 industrial countrie-s.  Having completed these registrations,
 we are  new disclosing our news throughout the world and
 advertising the true value of our device.

      Usually auto engines are designed to burn vaporized '.gas
 either  by  a carburetor or jet injected fuel system.  This
 uneven  air fuel vaporized gas (either in a foggy mist or in
 a  liquid  form)  is sent to its various cylinder which mixture
 tends to  stick to the piston walls and cylinder walls
 thereby,  the burning efficiency rate is only 60%-70%.  The
 remaining  gasoline is burned of which the majority is
 unburned  gasoline polluting the air with poisonous gas such
 as the  hydrocarbons (HC).  This is a very serious problem
 from environmental protection and energy-saving views.  V7ith
 this in mind,  the Hanaya Group by controlling its excellent
 engineering staff, developed the ideal, complete gasoline
 burning device.  So to speak, we have made a challenge to
 the  starting point in the combustion engineering theory.
 And, we have finally completed this device for practical
 use.

      The basic system of this combustion efficiency
 improvement device "UZUMAKI," sends additional supply of
 secondary  air  into the fuel/air mixture produced by the
 carburetor, which generates a turbulence,  end with the boost
 pressure  in the intake manifold a multiplying effect occurs
 to-vaporize the fuel activity, activating a flash boiling
 effect  which in turn helps to make a steady flow of air and
 fuel and  raises the --uality of the mixture for a  more
"effective  burn in the cylinder.

      The  supply of the secondary air which raises the
 combustion efficiency is composed of 3  najor parts.   Namely,
 it is the  low  speed controller,  high speed controller and

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                                                               38
the high altitude compensator  (atmospheric pressure season).
VJhilc the car is  in  operation,  being under control with the

above 3 parts,  the correct amount of the secondary air is

let in through  the P.C.V.  line  after the engine

revolution, engine load,  and the altitude at which the car

is running is calculated.   At the sane time, the secondary

air to make the turbulence is let in through the F.C.V.

line.  The making of the  turbulence effect helps to

completely burn the  fuel/air mixture which is in a

comparatively low temperature arour.d the piston head, arcund

the cylinder wall and around the retal portion of the

combustion chamber.   With  "the  wave motion of combustion

propagation" in the  chamber,  it has enabled making a faster

combustion which  in  turn produced a high combustion

pressure.  This raised the combustion effect to almost 100%.


     An effective combustion, raises the engine's

revclution, the power also greatly increases, and. it also

decreases the fuel cost.   Poisonous exhaust gases like''CO

{carbon monoxide), HC (hydro-carbons)  and NOX (nitroxcide)

are very hard to eliminate—gas can be stopped in advance.
                                    Air  Cleaner.
                                    Engine  Condition Sensor..
                                    RAiJHYU  Main Body.
                                    Surmly  line for turbulancj
                                    Signal  pipe.
                                    Air  cleaner for engine.
                                    Carburator.
                                    P. C. V.
                                    Carburator  "butterfly.
                                    Intake  Manifold.
                                    Intake  Valv--.
                                    Exhaust valve.
                                    Spark plug.
                                    Exhaust Manifold.
                                    Combustion-  chamber.
                                    Piston.
                                    Cylinder.
                                    Crank Shaft

-------
                                                           39

     Therefore,  by raising the power in the  vehicle, and
depending on the types  of vehicle,  additional  aoscline will
be saved, and you will  still be  able to enjoy  a  marvelous
ride.  Our "UZUMAXI"  is also equipped with  a mini-computer
sensor.

     This sensor has  the capability  of a  testor,  and also
incorporates a memory unit which  connects directly  to the
ignition line, the gasoline or propane line.   This  always
leaves your car in the  best ignition condition.   Even if the
driver does not notice  the time  lag  in the  ignition, the
sensor will catch it.   Therefore, you will  witness  no loss
in the fuel.  Engine  trouble especially in  the electrical
system with which you are not familiar will be checked by
the sensor which will let you know in advance.  Before
driving, the driver can  always press a certain sensor
button which shows whether the ignition line,  ignition
timing, overheating,  engine stop, engine starting is ih good
condition or not.  With  this sensor,  you will be able to
know your engine condition immediately before it gets
uncontrollable or into  a major disaster.

     By catching the engine trouble  beforehand tc prevent
any major problems, it means that you  are having a normal
condition, no fuel loss, and a maximum decrease in auto
exhaust gas emission.  Through these  favorable conditions,
cur "UZUMAKI" will be able tc give you almost a 100%
combustion effect,  which leads to the maximum decrease in
the exhaust gas emission and savings on the gasoline
expenditure.

-------
                                                                     40
Tape it down
using tapes
sticking on
both sides.
                              tyireo
                                               luse box
                                              f-OED-i
        gromct
  Black cord for
  grounding
Inmtt white cord (-)
                                                              distri-
                                                           "butor
                                    Red wire + Input
                                    (must be 127)
          With the installation  of  the "UZUKAKI,"  the following
     merits will be witnessed.

     1.   The turbulence effect  or.  the combustion  improvement
          system "UZUMAKI" produces a  high  speed combustion  which
          in effect generates ?.  high pressure combustion power.
          Through this we have fuel savings of 15% up  to 35%.
          Also, a great reduction in. auto exhaust emission of CO
          (carbon monoxide) HC (hydro-carbon) and KOX  (nitrcxide)
          are witnessed.
          The combustion improvement device "UZUMAKI," detects
          the altitude difference while driving, also depercfing
          on the altitude,  the;-altitude' compensator feeds  ..ie
          necessary secondary air for the turbulence effect to
          match the air density.   Therefore, you shall witness a
          perfect fuel/air  mixture,  and with the wave ir.oticn of
          combustion propagation,  the combustion in the
          combustion chamber is  instantly and completely burned.

-------
                                                            41
     Therefore, power loss by lack of oxygen,  and  large fuel
     loss  can be detected before hand.

3.   The turbulence effect fron the combustion improvement
     device "UZUMAKI," eliminates the carbon deposits  in the
     various parts cf -the combustion chamber (combustion
     chamber,  piston head, intake valve, exhaust valve,
     piston ring, etc.)

     By taking away the carbon deposits, the following
     merits shall be seen.

     a)   The  engine oil will last longer due to carbon not
          mixing in the engine oil.

     b)   The  carbon mixed oil acts as a polishing agent on
          sliding parts (piston, piston ring, crank metal,
          conrod metal, crank journal and conrod journalf,
          however, as our device eliminates the carbon 'in
          the  engine, the engine itself lasts longer.

     c)   Since the carbon on the spark plug"electrodes are
          always cleaned,  there will be no  burning or
          becoming sooty.

4.   The turbulence effect from the  combustion  improvement
     device "UZUMAKI" increased the  combustion  speed and
     produces  a high combustion pressure.  This increases
     the crank shaft torque and also gives  a better response
     on the engine revolutions,  which in turn give a better
     ..srformance in the acceleration and driving-hills.

5.   Through the turbulence effect from the combustion
     improvement device,  "UZUKAKI,"  it  increases  the flash
     boiling giving each  cylinder an even fuel/air mixture
     which eliminates unpleasant engine vibration.

-------
                                                               42

Further,  "UZUMAKI" has  the following 5  specialities.

1.   VJhile in operation, this device detects  engine
     revolutions, its load conditions and the necessary
     quantity for the secondary  ?ir  for the making of the
     turbulence is supplied by the flow meter controller.

2.   For low or high altitude difference  (atmospheric
     pressure difference) our device incorporates an
     altitude compensator which  detects, operates and
     automatically supplies the  necessary secondary air for
     the turbulence.

3.   This device is applicable on small, medium, large and
     special cars of all makes.

4.   An engine condition sensor  with special  wiring is
     incorporated in this device,  which automatically
     supplies and controls the flow  of the secondary air for
     turbulence at low or high speeds.

5.   After the complete installation  of the device, the only
     necessary maintenance required  is to replace the air
     cleaner.

     As noted above, the "UZUMAKI" is an epoch-making device
that supersedes the theory in the  combustion  engineering
principles, and we strongly believe  that we can be of
worldwide help in this .auto field.

     The perfection of the "UZUMAKr" was mac-..- at the end of
last year  (1981), and our final  test with prototype samples
was performed in Colorado, U.S.A.  (Highland), E.T.C.
Environmental Testing Corp., at  California U.S.A. (low
land), S.C.I. Systems Control Inc., covering  large,  medium,
and small size vehicles.  LA-4 mode at high speeds and long

-------
                                                            43
distance  drive tests  at highway mode and 10-mode tests  at
town speeds ?nd also emission tests  were  performed.
Splendid test results have been obtained.

     The fo!3owing vehicles  were tested:

1.   Large-Size Vehicles, over 2,000  cc:
     Lincoln, Cadillac, Thur.derbird,  TrsnsAm,  Gallaxy,  LTD,
     Mercury Cougar,Corvette, Monarch, Camaro, I'.cr.te  Carlo,
     Valiant, etc.

2.   Medium-Size Vehicles, 1,500 cc  tc 2,000 cc:
     Toyota Crown, Ni=san Cedric, Matsuda, etc.

3.   Small-Size Vehicles, 1,000 to 1,500 cc:
     Volkswagen, Subaru, etc.

     As a result, all personnel at the testing grounds were
amazed with the excellent test data the"UZUMAKI" showed.

     Test Data Supplied by the Japanese Vehicle Testing
                        Associations
 Performed by the Authorative Fcundational Juridicial Person
                     A 10-Mode Test Data

Vehicle Namet Lincoln, Continental 4-dccr, 1975, 7.52%ee
             CO (V*")
HC(Vkm)
KJOx ( S/K
              107.65
            4.72
                                 22.4f.C30

-------
                                                              44
                                                     o*
                                                        hl-5
                                                        ri-5
                                                        Ki
    hooo
r25oo
                                                            -too*
-
rlOOO
                                                                 550
                                                            -0
                                                                u
     We are particularly  proud to announce our test data
performed by the' authoritative Foundational Juridicial
Person, the Japanese Vehicle  Testing Association and the
equally authoritative  laboratory  with equipment similar to
the above Japanese Vehicle  Testing Association known as the
A.D.I. Auto Exhaust Gas Testing Laboratory.   The type of
test performed at both laboratories was  the 10-mode test
which is required by Japanese law and known throughout the
world as one of the most  severe auto tests with regards to
auto emission and fuel savings.   Eei..g such,  we are proud  to
inform you that the test  data we  have obtained is a very
valuable and authoritative  document.   Via  separate cover,  we
have taken the pleasure of  displaying the  results for e
better understanding of our "UZUMAKI."

-------
                                                               45
                        What  is the 10-mode Test?
         This  is a test patterr basing the driving on  an. average
    speed in  large cities of  Japan.  And, this driving pattern
    starts from C Km/h (0-mile/h)  up to 40 Km/h  (24.9  mile/h)
    v;ithin r  time of 135  seconds and this is repeated  5  times.
    The  mileage per gallon is then calculated from the exhaust.
    gas  obtained from this test mode.
              IQ-MODE TEST -
Car
st>eed
          il '«2 ** £5  73 9* i»fc nJ
             (TIME)  Seconds
    tz»  310
(Tllffi)  Seconds
                    What  is  the LA-4  Mode Test?
        This  is  a  test  pattern performed in the state of
   California, U.S.A. at  a given driving speed starting frcir 0
   Km/h  (0 mile/h)  and  up to 81.23  Km/h (56.7  mile/h)  fcr a
   period of  1.372  seconds and driven at a standard pattern in
   the town and  highways  cf  California.  The mileage per gallon
   is then calculated from the exhaust gas obtained from this
   test mode.

        V7e have  finally arrived to  cur decreased  best  figures
   of CO  (carbon monoxide) 20% to 40%,  and a gain in gas
   mileage of 5% to 35%.  'Through cur endless  endeavor in this
   project, such as repeated tests  perfcmed on the road as
                            '•'•*
   well as tests with chassis  dynamometer,  we  gradually revised
   our unit to its  best.
        With reference to the test on  "UZUKAKI,"  the
   representative of Hanaya Group has  for manv years tested
   large American cars as well as njedium-sized Japanese cars in

-------
                                                             46
altitudes of  0 meters in  Japan through altitudes  of 5,000
feet at ttt. Fuji.  Tests were also performed  in Mexico City,
one cf the highest cities in the world, and in Colorado,
U.S.A. ?rd throughout California for tests in low and high
altitudes to check its  performance against pressure change
and loss of oxygen.  Also, during the summer months,  test?
under intense heat in the states of Utah, New Mexico,
Arizona, etc. were performed.

     Severe cold weather tests were also performed
throughout the states of Colorado, V7yoming, Montana,  etc.
Tests were also performed in the Rocky Mountains  under
freezing and snowing conditions to check its durability and
performance.   Under the above conditions, the "UZUMAKI" has
been perfected by traveling a total of 800,000 Kin (500,000
miles).

     Other than the above, tests were performed at Mexico
City in June 1981 on new vehicles, but the older  cars with
more carbon in the engine were tested.  Depending on  the
engine of the car, there was an unbelievable 30%  gain and
above in mileage which  surprised the personnel witnessing
the test.  Vehicles without chemical catalysts showed CO
decrease over 90%, and HC showed a decrease of above  70%.

    .There was a remarkable change especially in  American
large-type vehicles together with vehicles without  the
chemical catalyst units and we are proud to announce  that
this is the first epoch-making device developed  which would
solve the rumored gasoline shortage in the near  future.  The
following are the data obtained du-'iring the -.. period.

-------
                                                          47
ROAD TEST DATA OBTAINED DURING OUR PRODUCT
         DEVELOPMENT IN THE USA  (55/h)
VEHICLE
NAME
Pontiac
Cadillac
4 Door
Chevrolet
4 Door
Plymouth
Sta. Wagon
Pontiac
Lyman
Cadillac
Eldorado
Chrysler
New Port
Lincoln
4 Door
Pontiac
Leman
Pontiac
Leman
Pontiac
Leman
Pontiac
Leman
Lincoln
Mark 5
Old*-
motile
Toyota
Celica
Subaru
S t . Wagon
YEAR
1972
1975
1976
1975
1977
1977
1973
1978
1977
1977
1977
1977
1979
1977
1978
1977
H.P, or DIS-
PLACEMENT
350 Hp
350 HP
350 Hp
400 Hp
350 HP
450 HP
440 HP
350 HP
350 HP
350 HP.
. 350 Hp
350 HP
350 HP'1'
460 HP
2,180 cc •
1,600 cc
WITHOUT
UNIT
13.5 mile/gal
5.6 Km/1
15.5 mile/gal.
6.5 Km/1
13.6 mile/gal.
3.38 Km/1
14.7 miTe/gal.
6.2 Km/1
14.5 mile/gal.
6.12Km/l
15.3 mile/gal.
5.93 Km/1
12.0 mile/gal.
5.1 Km/1
16.5 mile/gal.
6.9 Km/1
13.3 mile/gal.
5.6 Km/1
14.2 mile/gal
6.0 Km/1
13.9 mile/gal.
5.9 Km/1
14.1 mile/gal.
5.9 Km/1
16.9 mile/gal.
7.1 Km/1
16.3 mile/gal.
6.8 Km/1
25.6 mile/gal.
10.8 Km/1
31.5 mile/gal.
13.3 Km/1
WITH
UNIT
16.9 mile/ga
• 7.1 Km/1
19.5 mile/ga3
8.3 Km/1
16.8 mile/ga_
5.41 Km/1
17.9 mile/gaa
7.6 Km/1
19.5 mile/ga3
8.24 Km/1
20.8 mile/ga]
13.0 Km/1
17.4 mile/ga]
7.4 Km/1
21.5 mile/ga]
9.1 Km/1 "
16.5 mile/ga]
6.9 Km/1
18.3 mile/gal
7.7 Km/1 .
18.8 mile/gal
7.9 Km/1
18.5 mile/gal
7.3 Km/1
20.5 mile/gal
8.7 Km/1
21.9 mile/gal
9.2 Km /I
34.0 mile /gal
15.2 Km/1
39.5 mile/gal
16.7 Km/1
PERCENT
INCREASE
. 25.2;=
. 25.85*
. 23.65*
. 21.75*
. 34.556
. 35.9?*
• 45%
. 30.35*
. 24.65*
. 23.95*
. 35.3?*
31.2?*
21.35*
34.45*
32.8 ?b
25.4*


















-------
                                                            48
         F.OAD TEST DATA OBTAINED DURING OUR  PRODUCT
            	DEVELOPMENT IN JAPA1C  (80 Kro/h)
VEHICLE
NAME      YEAR
       H.P or DIS-  WITHOUT
       PLACEMENT     UNIT
                WITH    PERCENT
                UNIT    I1TCPEAS2
Toyota 51  1973   2,000 cc
                   8.1 Km/1    10.7 Km/1    31.8%
                  19.2 mi/gal  25.3 rni/gal
Nissan K   1972   2,000 cc
                   8.7 Km/1    11.2 Km/1    28.6%
                  20.6 mi/aal  26.5 ni/aal
Toyota MS  1978   2,000 cc
Matsuda
E-SA
1979   573x2
                   8.3 Km/1    10.9 Km/1   31.6%
                  19.6 mi/gal  25.8 mi/gal
 7.5 Km/1
9.3 Km/1   24.9%
                  17.7 mi/gal  22.1 mi/gal
Toyota
1978   1,600 cc
16.2- Km/1    19.8 Km/1   22.2%
38.3 mil/gal 46.8 mi/gal
Toyota.
Century
1975   3,300 cc
 7.6 Km/1     9.3 Km/1   22.9%
17.9 ni/gal  22.0 mi/gal

-------
                                                           49
            EXAMPLE OF EXHAUST GAS AND MILEAGE TEST
           	IN MEXICO CITY	

         AUTO EXHAUST  TEST  AT  IDLING AND  HIGH  SPEED

                     I   D  LIN   G          2,500  P. P M
                      HC
                       CO
              HC
              CO
Vehicle Name: Grand Marquis   Year:  1982  Mileage:  1,059  Km
Without Unit
With Unit
Exhaust Gas
Reduced Rate
      175ppm
      lOOppm

      42.9%
      reduced
   2.4%
   0.35%

  85.4%
   65ppro
   30ppm

   53.8%
    0.65%
    0.09%

    86.2%
                                   reduced    reduced   reduced
Vehicle Name:
V7ithout Unit
With Unit
Exhaust Gas
Reduced Rate
Dodge Dart  Year:
      9Cppm
      30ppm

      66.7%
      reduced
1981  Mileage: 28,211 Km
   1.2%      50ppm     0.35%
   0.12%     25ppm     0.03%
  90%
reduced
   50%
reduced
   91.4%
reduced
Vehicle Name:
Without Unit
With Unit
Exhaust Gas
Reduced Rate
Chrysler LeBaron Year: 1981 Mileage: 15,217 Km
     240ppm          4.7%     130ppm  i, ,  >.3%
     120ppm          1.25%     60ppro   ••  0.5%
     50%
     reduced
  73.4%
 reduced
   53.9%
 reduced
   84.8%
 reduced
Vehicle Name;
Without Unit
VJith Unit
Exhaust Gas
Reduced Rate
Chrysler Town & Country, Y:
     2SOppm       ""  4.0%
     120ppm          0.9%
      57.1%
      reduced
  77.5%
reduced.
          1981 M: 51,179 Km
            160ppm     3.6%
             90ppm     0.6%
   43.8%
 reduced
   83.3%
 reduced
Vehicle Name:
Without Unit
With Unit
Exhaust Gas
Reduced Rate
Chrysler LeBaron Y: 1981 M:
     150ppm          3.0%
      70ppm          1.1%
      53.3%
      reduced
  63.3%
reduced
50,OOC Km
   SOppm
   25ppm

   50%
reduced
    0.45%
    0.07%

   84.4%
reduced

-------
                                                           50
                    MEXICO CITY MODE TEST
                    KCjoYKm)
C0(q/Km)
Fuel Consumption
      Rate
Vehicle Name:
Without Unit
With Unit
Reduction in
& gain in Km

Vehicle Name:
Without Unit
With Unit
Reduction in
& gain in Km

Chrysler Town & Country, Y: 19G


gas
rate

' Dodge


gas
rate

2.93
1.97

32.75%
reduction
Dart Yfi?.r:
3.65
1.88

48.49%
reduction
70.01
27.35

60.93%
reduction
1980 Mileage
98.05
25.53

73.96%
reduction
1 M: 51,179 Km
6.04
6. SI

12.75%
gain
: 68,923 Km
5.63
6.98

23.97%
gain
     As noted in the above test data, the "UZUMAKI" is a
splendid product which saves gasoline, and depending or: the
car, it shows a very high savings.  Moreover, our unit
reduces auto gas emissions which are not found in other
products.                                         '  ,  "
                                                   i
     Until the completion of the "UZUMAKI," it has gone
through many difficulties and unheard of episodes.  The
efforts and patience to perfect this unit in terms of energy
and spiritual endurance has surpassed our imagination, but
we are happy now that it has been perfected.
     President Usui, the representative of this development,
cold heartedly, has said "no" many times with gains of 5% (to
10% in gasoline mileage and decrease in auto exhaust
emissions.  The backbone of this success was due to
President Usui's violent passion for the completion of its-
objective, and rejecting.any compromises.  Not mentioning
the merits of the inventor, and our President's supervision,
we can proudly say that the success of this venture lies in
Hanaya Group's excellent cooperation of its staff members.

-------
                                                          52
     This is as if, the huir.an race is facing the sui>, taking
? deep breath.  This also seems, as someone telling us not
to waste the important energy, so it will last in our
ever-lasting universe.

-------
THE FIRST  COMBUSTION EFFICIENT UNIT
             IN  THE WORLD
ATTACHMENT C
                                                        53
            INCREASED  POWER •
             LOW FUEL  COST
            AUTO EXHAUST EMISSIONS
                                  •—'-^-^  "^ .-!..<•''''
                                  fZZZ?! •*~s-zza*S

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                                                                 54

          A  REVOLUTION  IN  COMBUSTION ENGINEERING THEORY

                       THE  "CYCLONE-Z®"

                INCOMPLETE COMBUSTION LEADS' TO
          DECREASED POWER, FUEL LOSS AND POLLUTION
     Vehicles  are  designed  to operate when air and fuel  are mixed
In  the carburetor  and fed  Into  the  cylinder  chamber  for
combustion.  However,  when the air and fuel are not completely
mixed,  raw gasoline  remaining  in  the  relatively  cool combustion
chamber  adheres  to  the piston  head  and  cylinder  wall.  As a
result,  an  oxygen shortage  occurs  leaving unburned  fuel  and
resulting In harmful emissions such  as  CO  (carbon monoxide),  HC
(hydrocarbon)  and  NOx   (nitrous  oxide).    High   gasoline
consumption,  or poor mileage,  and unnecessary engine wear also
result  from  Incomplete  combustion.

     Further,  conventional  engines  do not  have  an  altitude
control compensator unit.   This device  automatically adjusts  for
the correct  air/fuel  mixture  at various  altitudes.   Without it a
problem arises  with a change in air density  when  travelling from
a high altitude to a low altitude or  vice  versa. This problem
results In power and  fuel losses,  as well as emission increases.
     THE CYCLONE-Z® HAS BEEN DEVELOPED BASED ON THE  COMBUSTION
ENGINEERING  THEORY  FOR BETTER AND HIGHER  COMBUSTION  EFFICIENCY.
IT INCREASES POWER,  IS ECONOMICAL  AND  VERY  EFFICIENT  IN REDUCING
AUTO EMISSIONS.
          WHAT  IS THE TRUE CHARACTER OF THE CYCLONE-Z®?

     While an automobile  is  being  driven,  the engine revolutions
and  load condition  normally  will   change  according  to
circumstances.  Cyclone-Z®  immediately catches  these  engine
condicions  with  three  (3)  special  adjusting mechanisms
Incorporated  Into the device.  These mechanisms are  the  low speed
controller,  high  speed  controller  and  the  altitude  control
compensator.   As  a  result of automatic  changes  in these
mechanisms,  a controlled  amount of secondary air is fed into the
P.C.V. line and  further  to the intake manifold,  where it is  mixed
with the existing air/fuel mixture.  A circulating flow is caused
producing  a  turbulence  in the air/fuel mixture  in the  combustion
chamber.  . This turbulence   results  In  a much  more  complete
combustion,  thereby reducing  the dangerous exhaust emissions and'
Increasing power.

-------
                                                                 55
WITH THE TURBULENCE EFFECT' CAUSING AN'AGITATED COMBUSTION, THE
CYCLONE-Z*  FURTHER INCREASES COMBUSTION EFFICIENCY.

             THE  COMBUSTION  SYSTEM OF THE CYCLONE-Z*

     The turbulence created by  the  supplying of secondary air,
together with  the intake  manifold boost in pressure, speeds up
the gasification of gasoline.   This effect increases the flash
boiling effect  of the droplet sized air/fuel mixture  that  was not
vaporized at the carburetor and converts it to an even air/fuel
mixture.  The  turbulence effect further leads to more  complete
combustion  at the piston head, cylinder wall, and at other metal
portions of the combustion chamber where  the  air/fuel mixture Is
relatively  cool and  hard  to  burn.  In other words, the induction1
of  a  secondary  air  supply  causes  a circulation  flow  in  the
cylinder  leading
combustion chamber.
increased  leading
driver gets  better
fuel  savings,  and
emissions.
to an  agitated  combustion  throughout  the
  Combustion  speed and combustion  pressure are
to improved  combustion.  As a result,   the
 response from  the engine,  increased power,
 considerable  reduction in  CO,  HC  and  NOx

-------
                                                                56
     Until now, the engineering  theory  with  regard  to  combustion
was that, whenever the combustion efficiency is good,  the  CO  and
HC emissions were reduced but  the troublesome NOx emissions were
increased.   However,  the  Cyclone-Z®   has broken  this  theory.   The
NOx also has been decreased.   During combustion, because  of  the
Increased  combustion  speed and  high  combustion  pressure,
combustion time is reduced.   The  actual  time  required  to  complete
combustion  is  less than the  time  required  to  produce
combustion is  completed  before  the  NOx  can  be
Additionally,  the  cooler  flame resulting from the mixed
allows the piston head,  cylinder walls,  and  other metal
the combustion chamber to remain cooler,  thus further  inhibiting
the production  of  NOx.  This  effect  was  instrumental  in solving  a
most  difficult  problem.   Cyclone-Z®  has  revolutionized   the
combustion engineering theory.
                                                        NOx, and
                                                         formed.
                                                         air/fuel
                                                         parts of
             THE OPERATING PRINCIPLES OP "CYCLONE-Z®"
A.   "CYCLONE-Z®"  main  body
B.   Air cleaner
C.   Air adjuster
D.   Engine  conditions  censor
E.   Sub line  for  turbulence
F.   Signal  pipe
G.   3/way for signal vacuum
H.   3/way for air
I.   Engine  air cleaner
J.   Carburetor
K.   Intake  manifold
L.   Oil cap
M.   Locker  cover
                                        N.   Engine cylinder head
                                        0.   Exhaust Mainfoid
                                        ?.   Water jacket
                                        Q.   Piston
                                        R.   Alternator
                                        S.   Connecting rod
                                        T.   Crank pully
                                        U.   Cylinder
                                        V.   Oil pan
                                        W.   Intake Value
                                        X.   Spark plug
                                        Y.   Timing Chain case
                                        Z.   Water outlet

-------
                                                                  57
                      WHAT IS A 10-MODE TEST?
      This is a test pattern  based  on  driving  at  an average speed
 in large cities of Japan (Tokyo and Osaka).. .This 10 mode driving
 pattern of running and stopping goes  from  0 km/h
 40 km/h (24.9 m.p.h.) in  a  time  period of  135
 repeated 5 times.   The mileage per  gallon is  then
 the exhaust gases  obtained during  this test mode.
 is based on  city  driving  and is  most accurate
                                          (0  m.p.h.)  up  to
                                          seconds and  is
                                          calculated  from
                                           This  fuel  test
                                         in  giving  true
 mileage.  Also, this  test  is  required  by  the  Japanese  Government
 Transportation Ministry  and  is  reputed to be  the  most accurate,
 yet severe,  test of mileage and emissions.
                   A TREMENDOUS FUEL SAVINGS AND
                      REDUCTION IN EMISSIONS

      The following chart shows the  results of  a 10 mode test on a
 1979 Lincoln Continental  (7,539 cc engine),  without  the use of
 the  "Cyclone-Z® "  and  with  the use of  the "Cyclone-Z®".   The
 tests were performed at the Japanese Vehicle Testing Association,
 a Japanese Government Department  on December 17, 1981.



CMt
~* a
•HO
> HCWNOx*
-15
-10
-2500
HOC
-20
HOOO
              -500

-------
                                                               58
     The above analyzed results based on exhaust gas weight and
fuel savings are  as  noted below.   The exhaust  gases  at Idling
without  the Cyclone-Z® were CO - ^% and  HC -  700 p.p.m.  Engine
revolutions  were 650  r.p.m.  With  the  unit,  these emissions were
reduced  to  CO -  0.82  and HC  - 100  p.p.m. .-  Engine  revolutions
Increased to 850 r.p.m.
^^-^_
Without
Unit
With Unit . •
Emissions Deci
Mileage Incr
CO (Hm)
107.65
45.27
57.9 y.^
HC (S/fan)
3.72
1.56
58.1 '/. 1>
NOx (Ifrn)
4.72
3.38
28.4 y. I
COz Wm)
653.9
651.8
0.3 y.^.
Fuel
2.8 (knj/so
3.5 (ty®
25 y. t
                RESULTS - NOT TALK!   THE TRUE VALUE. OF  THE

            CYCLONE-Z. HAS BEEN ESTABLISHED IN LABORATORY  TESTS
      10 MODE. FUEL CONSUMPTION TEST DATA FOR JAPANESE CARS
     (TESTS PERFORMED AT JAPAN VEHICLE TESTING  ORGANIZATION
              AND A.D.I.  EXHAUST  GAS  LABORATORY)
^""""^••^ T
. CO
HC
Fuel
Con sump .
WoX±"C "/^-- Change
26.3 ffc
3.2 ^
7.1 xin/fc
14.8 Hm 43.6 v-±
2.8 £fan 8.0- '/• 
9.1 kn>4
21.5-'%
HIGHWAY
VEHICLE
Toy o t a
Celica
Nissan
Lowrel
Pon tiac
LeMans
Oldsmob il(
Toronado
YEAR'
1978
1978
1977
1977
ENGINE
2OOO.cc
2QOO.cc
350.hp
455.P
':, 28.1 x. T
FUEL ECON
'
w/o unialQflS
w/unic ,420
w/o unitgjs*
W/Unit E.05
i 	 	 i 	
w/o unitfiu*1
^\^
CO
HC
Fuel
Cons ump ,_
	 Exhaust
W/O U T! i f
64.1 s/(^n
.. 23 %n
s.5 knviz
i 5.4 -"y&t
3MY TEST RESULTS
ACTUAL FUEL CONSUMPTI
•* (2S.6d-^.j) r3^-^o»
"5i C3359««^-0

"r&daz* *!*•«) ^ — ^
. — 3^- .• • % »
vc A4 q—^iVijCfci-Se*
*IiW.-> ^U^~
u™1
Weight _
w /un T f
6. 7 *Xg7)
1. 2 5^m
8 8 knvi-
20. a n-yz*>
Change
89.5 y.J,
58.5 * J-
33.7 y. T
\
ON RATE

(&o ^5Z
:


w / u n i c |8J6 ,r/ (ig 3 .-j^, ) fp£ 	 ^
w/o unia^89
w/unic 158
% 06^'^'VS^l^m
-»w^o 
-------
                                                                59
        ADVANTAGES  OBTAINED AFTER INSTALLING THE  "CYCLONE-Z®"

1.    QUICK STARTS.

     With the more complete combustion at .all times resulting
from the turbulence effect  (causing an agitated combustion),  less
carbon  remains on the  spark  plug  electrode*   Therefore,  the
engine starts,more quickly even in severe  cold and  only a  short
time is required to warm up the engine.

2.    INCREASED POWER.

     With the more complete combustion,  the  crankshaft torque
strenghtens,  response  quickens,  climbing  power  Increases,  and
engine noise  is  reduced.   Since this unit Is equipped with an
altitude  compensator,  secondary air is automatically  fed to  keep
the  air/fuel ratio  steady.    Therefore,   there  is  less  power
decrease  resulting  from  a high altitude lack of oxygen.

3.    DECREASED HAZARDOUS EXHAUST GASES.

     With the turbulence effect causing an  agitated  combustion,
the  highest  degree  of combustion  efficiency is obtained.
Therefore, the blow-by  gas, CO, HC,  NOx  and other emissions are
drastically  reduced.

4.    FUEL ECONOMY.

     Through  the more  complete  combustion in the various parts of
the combustion chamber  (piston head,  intake valve,  exhaust valve,
piston ring,  etc.),   more carbon is removed  from  these parts, and
gasoline  is more completely burned  that would otherwise have  been
passed out as emissions.  As  a result,  mileage  will  increase
greatly.  Further,  this more efficient  combustion  eliminates
carbon build-up  on  the spark plugs,  which,  in turn,  lengthens  the
life of the spark plug.  With  the reduction of carbon deposits,
sliding  parts (piston,  pis con  ring,  crank  metal, conrod  metal,
crank journal  and conrod Journal) will  not be worn down by carbon
in the engine oil; and therefore both  the oil  and  the  engine
Itself will  last  longer.

~.    OTHER ADVANTAGES.

     Because  air passes through the  "Cyclone-Z®" and because it
contains  few  moving parts,  the  "Cyclone-Z®"  has a  great  life
expentancy.   The  only  maintenance required  is  a periodic changes
ot  its air filter.

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                                                                60
                   "CYCLONE-Z®" SAVES GASOLINE
                    AND REDUCES AIR POLLUTION

     As most  people know,  after  the  recent oil  crises,  many
similar clevises were developed and publicized;  but every one  of
them had its drawbacks.  For  example,  when  one  increased power,
the  NOx  decreased,  but  the  CO  and HC's,  together  with  fuel
consumption,  Increased.   Other devices decreased  the  CO and  HC
gases, but the NOx greatly increased,  and no fuel  savings  were
achieved.   When adjustments were  made for  saving fuel,  the CO and
HC decreased but the NOx Increased and power decreased.  These
phenomena  occurred  because  the  conventional  combustion
engineering theory was used as the basis  for all these  devices.
Cyclone-Z®   is the  result  of a return  to  the basics in the
combustion  engineering  theory  and a revision  in  that theory.


         MANY  EXPERIMENTS  AND  ACTUAL RESULTS  THROUGHOUT
               THE  WORLD HAVE  PROVEN THE CYCLONE-Z®

     The  experiments were  performed on  large  sized American  cars,
medium sized  Japanese  cars,  and  small sized European  cars.   In
Japan,  testing was  performed  in  Tokyo,  at zero meters  altitude,
and on Mt.  Fuji, at an  altitude of 2,300 meters.  In the United
States, testing was done  at  sea level  in California, and at high
altitudes in Colorado.  Testa  were also  performed  in Mexico, both
in Mexico City  at high altitude, and then driving from  there  to
the coastal regions.  These tests, measured the efficiency of the
Cyclone-Z*- -.with variations  in pressure and  air density.  Tests
were made in Utah and New Mexico for efficiency  of the Cyclone-Z»
in hot weather and in the Rocky Mountains for the efficiency  in
cold weather.   The  resulting  Cyclone-Z®  has been determined  to  be
efficient  at  any  altitude  and  under  any weather  conditions.
Testing took place  over a 5  year period and  over 500,000 miles.
The  resulting unit has been  tested and approved  at  sea  level
laboratories such  as the  Japanese Vehicle  Testing Laboratory and
at high altitudes by  the Mexican Government Environmental Agency-
Auto  Department.   The  resulting  unit  is   the  revolutionary
Cyclone-Z®.

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                                                                 ATTACHMENT D   /•,
                                                                                Ol
    9-15 Akasaka  i-chomo. Minato-ku. Tokyo   TEL. TOKYO (5C5 )3395
 Order  No. 00387-S1                                         Date  February 5, 1932
    r                                                                n
                             REPORT NO.  600036
                   EMISSION TEST RESULTS OF " CYCLONE-Z "
                   TO  REDUCE FUEL CONSUMPTION AND D1ISSIONS

                                RENDERED TO
                            HANAYA OF JAPAN LTD.
    L                                                                J
INTRODUCTION
This test  report contains the results  of examination  and test of the vehicle
vith the device reducing fuel consumption and emissions  to demonstrate com-
pliance vith the applicable requirements of Article 31 of Japanese Safety
Standards  for Motor Vehicles.

AUTHORIZATION
Letter of  request dated  December 17, 1981 from Mr. T. Omori.

DESCRIPTION OF THE TEST  DEVICE
Name:  CYCLONE - Z
The main functions:
Feed the secondary air through a part  of P.C.V. line  into the inlet manifold..
to generate the turbulence in the main mixed gas, to  elevate the combustion
rate and promote the reduction of the  amount of harmful  exhaust gases  and save
fuel expenses.    Furthermore, by the  sea level sensor's operation, the amount
of the secondary air into the inlet manifold feed which  varies depending on the
sea level,  and operates  automatically  so 'as to decrease  or increa.-e the secon-
dary air in its suitable amount.
See Photograph 1.
  THIS REPORT IS SUBMITTED FOR EXCIUSIYE USE Of THE CLIENT ABOVE ADDRESSED.   ITS SCNIfCANCt IS SUBJECT TO THE ADEQUACY AHO
  REPRESENTATIVE CHARACTER Of THE SAMPUS AND TO THE COMPREHENSIVENESS OF THE TESTS. EXAMINATIONS ANO SURVEYS MAOl.   NO
  QUOTATIONS FROM THIS REPORT OR USE Of VIA 'S NAME IS PERMfTTED EXCEPT AS EXPRESSU AUTHORIZED BY VIA IN WRITING.

-------
Report No. 60C036

TEST AND TEST METHODS

Tects - The tests perform two  terras.   One  of them  is  the  vehicle without

        CYCLONE - Z, other term  is  vehicle used  for CYCLONE - Z.

Test method conform to Article 31 of  Japanese Safety  Standards for Motor Vehicles

The salient points are briefly described in the  notes below.


                                 STANDARD MOTES

   (1)  Dynamometer driving cycle:  10-mode cycle  to be repeated 6 times
                                    See fig.  1

   (2)  Test vehicle weights (Reference weights):  Curb,  weight plus 110 Kg


   (3)  Inertia weight class:  See  fig. 2


   (4.)  Exhaust gas sampling:  Constant-volume sampling


   (5)  Exhaust gas analysers

                    HC 	 ELame-ionization detector

                    CO, C02 .... Non-dispersive infrated analyser (NDIR)

                    NOx	 Chemiluminescence detector  (CLD)


TEST CONDITION

    Date:   December 17, 1981

    Location of test:   Japan Vehicle  Inspection Association
                       Vehicle Testing Lab. Tokyo,  Japan


                                Without device          With device
Barometric oressure
Test room temnerature
Humiditv
770
28
32
.0
.0'
.9
tr.mhr
C '
a1
to
770
28
32
.0
.0
.9
minhs
*C
7"


Checked by.

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     --'                                                                             63
 Rrport No.  600036


VEHICLE USED FOR TEST

        Name and type:            Lincoln  -  81A

        Vehicle No.:              (41)  5334-

        Odometer reading:         112827 Km

        Unladen vehicle weight:   2350  Kg

        Dynamometer inertia:      2500  Kg

        Engine model:  G180

                   a)  Type of cooling;       Water
                   b)  Cylinder arrangement;  8
                   c)  Combustion cycle;      Otto cycle
                   d)  Swept, volume;         7539 cc

        Transmission:       Automatic,  3  speed

        Axle ratio:         2.750

        Test fuel:          Gasoline of Japanese specification


TEST EQUIPMENT

        a)  Type of dynamometer:        BANZAI, BCD-1000E

        b)  Exhaust gas analysers:
                    Type of analysers;  HORIVA, MEXA-8320


EMISSION TEST RESULTS

   Test data obtained from the above test of  the submitted test vehicle is presented
   in the next table page.
 Checked by.

-------
                                                                                    64
Report  No. 600036

EMISSION  TEST RESULTS (cont'd)

    1.   R-nissior.  levels at idlinrr test
Content Gear oosition Without device
Engine Revolution N 700
(mm)
Emission
CO (%) N- 5.21
HC (uDia) N' 51
C02 (%} W 11.6
2. Emission levels at 10-mode test
Content Without device
Emission levels
CO (eAm) 107.65
HC (irAm) 3.72
NOx (eAin) L.12
COo (g/Km) 653.9
Fuel Consumption rate
(Km/1) 2.8
Used " CTCLCNE-Z "
700
2.66
26
12.3
Used » CYCLONE - Z »
^5.27
1.56
3.38 :
651.8
3.5
Report Approved  by:
K. Miyoshi, Director
Vehicle Testing Laboratory
Engineer In Charge of Test
 Checked by. /£

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                                                                                                                                      65

t    •

                                                          •*S-•—   -^1  ;>   "-'-' "•"' •"—

                                                                                                    2fln>o-' •  •  —es*-^^."^*^1-**^^1  " "  '
                                                                                                    ?T»T«.  •.••.~s>4;_-^2r..i

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                         FIG.   1    10 MODE DYNAMOMETER DRIVING SCHEDULE
                                                                            (  )   ....  4  Speed Trans.
.'i
D
10
10
C-.
      _25_Km/U.
  20
             1st -2nd
(1st - 2nd)-/'
                                                  _top_
                            	(2nd -* 3rd)-
                                1st -^ 2nd
                                  	/•	1-
 Top -» 2nd
| Top-.3rd!
                                         t^2nd) -^
                  I    I
                  I    I
                 20  27
                                                      94   104!
                                I
                                I
                    118    128  135
                                                                                                  150
                                                                      106
                                        CUMULATIVE  TIME-  '(Sec)

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                                                     67
Fig. 2
        INERTIA WEIGHT CLASS
Japanese
10-mode cycle test
Test vehicle
Wt. (Kg)
562
563 - 687
688 - 812
813 - 937
938 - 1125
-. 1126 - 1375
1376 - 1625
1626 - 1875
1876 - 2125
2126 - 2375
2376 - 2625
- 2626 - 2875
2876 - 3250
500 Kg
increment
Equivalent
inertia Wt.
(Kg)
500
625
750
875
1000
1250
1500
1750
2000
2250
2500
2750
3000
500 Kg
increment

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                                               ATTACHMENT E
                                                           68
            FINAL REPORT

           EPA 511 PROGRAM
    (Retrofit Devices & Additives)
      EVALUATION OF  "CYCLONE  Z"
            ITS EFFECT ON
      FUEL ECONOMY AND EMISSIONS
            Conducted For
          KANA CORPORATION
          1653  Vine Street
          Denver," Colorado
               80206
                  3y
AUTOMOTIVE TESTING LABORATORIES, INC.
     East Liberty, Ohio 43319
           August 27, 1982
                                  Gary Neytnan
                                  Manager of
                                  Technical Communications

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                                                                     69
                  TABLE OF CONTENTS
                                               Page
Introduction	    1
Endorsement Policy	    2
Results 	    3
Graphic Results 	   4-7
Summary of Tests	    8
Summary of Test Results	    9
Test Procedures	10
Testing Equipment and Instrumentation  .  .  .  .  11-12
Vehicle Specifications. .;_.	   13
Fuel Specifications	14
Testing Sequence/Discussion 	   15
Appendix - Dynamometer Tests

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                                                                  70
                    INTRODUCTION



     This report covers an evaluation program  to  determine

the effects on fuel economy and emissions of a retrofit

device known as "Cyclone Z", presented for testing by

Kana Corporation, Denver, Colorado.  The program  was

conducted by Automotive Testing Laboratories,  Inc., an

independent laboratory which is recognized by  the EPA as

being capable of performing emissions tests on motor

vehicles.

     The test sequence used is specifically outlined by

EPA for a retrofit device which:

     1.  Does not require any parameter adjustment (major
         tuning changes) on the vehicle.

     2.  Does not require mileage accumulation before
         evaluation.

     3.  Is effective during both city and highway driving.

     4.  Has no effect on the cold start operation of the
         vehicle.

     This sequence is referred to as 511 Procedure A-l by

EPA.  Also, Kana Corporation requested additional testing

co be performed on one test vehicle after 200 miles were

accumulated with the retrofit device in oueration.

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                                                                 71
                 ENDORSEMENT POLICY
     EPA 511 tests are routinely run by Automotive




Testing Laboratories, Inc., in accordance with guidelines




set forth by the Environmental Protection Agency in Part




610 - "Fuel Economy Retrofit Devices, Final Test Procedures




and Evaluation Criteria".  By requesting and accepting these




test results, the customer agrees that the Information




contained in this report is in no way intended to serve as an




endorsement by Automotive Testing Laboratories, Inc., of




the product(s) tested.  The use of Automotive Testing




Laboratories, Inc.'s name or logo in any advertising or




promotion of the product^) tested is strictly prohibited




unless written permission has been obtained.

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                      RESULTS
                                                                  72
     The following  table presents  fuel  economy  (mileage)  data




which was compiled  during  this  testing  program.  Based  on this




information, the retrofit  device "Cyclone  Z" does not produce




a significant improvement  in fuel  economy.   (Per EPA Guidelines,




a 6% or greater improvement in  fuel economy  is  required for




significance in a two-vehicle fleet.)
Test
Vehicle
2.3 L Ford
5.0.L Chev
Average
MPG, HOT- START
Without
Device .
21.35
16.94
19.40
With
Device
21,76
16.93
.19.34
%
ImD .
-0.4%
-
-0.3%
MPG, HIGHWAY
Without
Device
28.02
23.51
25.76
With
Device
27.95
23.72
25.84
%
Imp.
-0.2%
0.9%
0.3%
     This table presents additional fuel economy (mileage) data




which was generated after the standard EPA Evaluation by




operating the Chevrolet for 200 miles with the "Cyclone Z"




device operating.
5.0L Chev
after 200
miles with
"Cyclone Z'
in operation
MPG, HOT-START i MPG, HIGHWAY
Without
Device
16.94
With
Device
17.32
%
Imt> .
2.2%
Without
Device
23.51
With
Device
24.32
ot
/» ;
lain . ;
3.4% i

-------
                                 Ford Fairmont 23. liter L-A
     Grams
     Per

     Mile
73
      3.0-
      2.0  -  —-
o .

5 «
«• Mt
> 3


Qi



I!

X
UJ "{
> -^
S J)
       0.0-
         -3C
      1.0  -I	
            Hot Start Highway   Hot Start  Highway  Hot Start Highway   Hot  Start  Highway



                The open (unshaded) bars represent baseline or reference data  (no  device).


                               • -  - —	^ = rQm^ -31-3 obtained with  the device installed

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                               Chevrolet Monte Carlo 5.0 Liter  V-8
                                                                                        74
                                                                                           MPG
       3.0--^
3
O
•si
0
> 3
5 £
        0.0
            Hot-Start   Highway Hot-Start  Highway Hot-Start   Highway  Hot-Start  Highway
                        . •_ --• _ _• \ Va-rc -=>^resent baseline or reference  data (no  device).

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                               trA JIA  £.«Ai,oAiiUiS

                                   Two-Car  Fleet Average
75
    Grams
    Per
    Mile
      3.0-
     2.0-
      1.0- —
i
y
                               	rn--
                                                                                           1
           Hot  Start   Highway  Hot Start  Highway  Hot Start  Highway  Hot  Start  Highway

-------
        Grams

        Per

        Mile
      Chevrolet Monte  Carlo,  5.0  Liter V-8

After Accumulating  200 Miles  with Device Operating
76
                                                                 MPG
       3.0-
                                                                                           -3C
3
•n
z

 '
I?
       0.0
           Hot-Start   Highway Hot-Start  Highway   Hot-Start   Highway  Hot-Start   Highway


                        •nano^M Sare  i-et>reser. t  baseline  or  reference  data  (no  device).

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                                                                      77
                  SUMMARY OF TESTS





Vehicle   Date     Odo.   Retrofit      Test Description




9981     7/29/82  27120  No Device     Baseline Hot Start




9981     7/29/82  27138  No Device     Baseline Highway




9981     7/29/82  27149  No Device     Baseline Hot Start




9981     7/29/82  27168  No Device     Baseline Highway




9981     7/29/82  27199  Device Added  Retrofitted Hot Start




9981     7/29/82  27207  Device Added  Retrofitted Highway




9981     7/29/82  27228  Device Added  Retrofitted Hot Start




9981     7/29/82  27236  Device Added  Retrofitted Highway





4620     8/02/82  60629  No Device     Baseline Hot Start




4620     8/02/82  60642  No Device     Baseline Highway




4620     8/02/82  60663  No Device     Baseline Hot Start




4620     8/02/82  60671  _No Device     Baseline Highway




4620     8/03/82  60712  Device Added  Retrofitted Hot Start




4620     8/03/82  60720  Device Added  Retrofitted Highway




4620     8/04/82  60741  Device Added  Retrofitted Hot Start




4620     8/04/82  60749  Device Added  Retrofitted Highway





ACCUMULATION OF 200 MILES WITH "CTCLONE Z" OPERATING




4620     8/06/82  60995  Device Added  Retrofitted Hot Start




4620     8/06/82  61003  Device Added  Retrofitted Highway




4620     8/06/82  61024  Device Added  Retrofitted Hot Start




4620     8/06/82  61032  Device Added  Retrofitted Highway

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                                                   78
SUMMARY OF TEST RESULTS
Date
7/29/82
7/29/82
7/29/82
7/29/82
7/29/82
7/29/82
7/29/82
7/29/82
8/02/82
8/02/82
8/02/82
8/02/82
8/03/82
8/03/82
8/04/82
8/04/82
Vehicle
9981
9981
9981
9981
9981
9981
9981
9981
4620
4620
4620
4620
4620
4620
4620
4620
Retro-
Fit
No
No
No
No
Yes
Yes
Yes
Yes
No
No
No
No
Yes
Yes
Yes
Yes
THE FOLLOWING TESTS WERE
"CYCLONE
8/06/82
8/06/82
8/06/82
8/06/82
Grams per
Odo.
27120
27138
27149
27168
27199
27207
27228
27236
60629
60642
60663
60671
6_0712
60720
60741
60749
HC
.333
.139
.350
.135
.426
.124
.398
.124
.249
.091
.208
.082
.193
.051
.248
.051
CO
.675
.540
.838
.505
.105
.049
.058
,042
1.320
1.722
.876
1.334
.294
.046
.249
.016
Mile
NOx
1.
2.
1.
2.
2.
1.
2.
1.
2.
2.
1.
2.
1.
2.
1.
2.
RUN AFTER ACCUMULATING
,661
,049
,678
056
000
791
034
791
039
107
980
196
942
170
984
207
200
MPG
21,
28,
21.
28.
21.
27.
21.
28.
17.
23.
16.
23.
'16.
23.
16.
23.
MILES
.91
.00
.79
,03
,80
,90
71
00
07
41
81
61
87
73
99
72
Test
LA-4
HFET
LA-4
HFET
LA-4
HFET
LA-4
HFET
LA-4
HFET
LA-4
HFET
LA-4
HFET
LA-4
HFET
WITH THE
Z" OPERATING
4620
4620
4620
4620
Yes
Yes
Yes
Yes
60995
61003
61024
61032
.356
.062
.236
.062
.529
.020
.215
.018
1.
1.
1.
2.
965
999
950
028
1' •
24.
17.
24.
X
21
*
38
*
43
*
26
LA-4
HFET
LA-4
HFET
values obtained from Fluidyne
for "city" and "highway", respectively.
                              are

-------
                                                                   79
                  TEST PROCEDURES
     This program was conducted in accordance with Title




40, Part 610 - "Fuel Economy Retrofit Devices, Final Test




Procedures and Evaluation Criteria" of The Code of Federal




Regulations, dated March 14, 1979.  The specific sequence of




tests was selected from EPA's "Basic Test Plans for 511




Evaluations", dated November, 1981.




     The urban chassis dynamometer driving schedule was




driven in accordance with Title 40, Part 86, Paragraph




86.115-78 of The Code of Federal Regulations.  The




highway chassis dynamometer driving schedule was driven




in accordance with Title 40, Part 600, Paragraph




600.109-78 of The Code of Federal Regulations.
                           10

-------
                                                                  80
          TEST EQUIPMENT AND INSTRUMENTATION
     A single sec of equipment was used for all  tests  in  this

program.  It was selected, calibrated and operated  to  meet  or

exceed the standards presented in the foregoing  procedures.

It includes the following:

     1.  Emissions Sampling and Analysing Equipment  (C-Cell).

         a.  AESi, Model 1000, Positive Displacement Pump,
             Constant Volume Sampler.

         b.  Beckman, Model 400, Flame lonization Detector,
             Total Hydrocarbon Analyser.

         c.  Bendix, Model 3501-5C, Nondispersive Infrared,
             Carbon Monoxide Analyser.

         d.  Beckman, Model 864, Nondispersive Infrared,
             Carbon Dioxide Analyser.

         e.  Thermo Electron, Model 10AR, Chemiluminescence,
             Oxides of Nitrogen Analyser.

     2.  Dynamometer (C-Cell).

         a.  Clayton, Model ECE-50, Direct Drive Variable
             Inertia, Dual Roller Chassis Dynamometer
             (equipped with automatic load control).

         b.  The test vehicle's speed and driven distance
             were measured from the rear (idler) roll.

     3.  Dynamometer Driving Schedule Recording  (C-Cell).

         a.  Esterline Angus, Model L1102S,  10" Strip Chart,
             Dual-Crossover Pen Recorder was used to record
             the driver's performance and the computer-
             generated driving schedules.
                           11

-------
                                                                  81
TEST EQUIPMENT AND INSTRUMENTATION - continued
         b.  Data General, Model NOVA 1220/8154, Data
             Processing System, Minicomputer was used  to
             monitor several variables during  the  test.
             These include:  Actual test driven distance,
             CVS temperature, Test Cell wet and dry bulb
             temperature, and the four dilute  exhaust  gas
             analyser's output.  The Data General Mini-
             computer generated the required dynamometer
             driving schedules, which were fed to one
             channel of the Esterline Angus Recorder.

     4.  The Test Cell (C-Cell) temperature and humidity
         were carefully controlled at the auxiliary engine
         compartment cooling fan inlet.
     In addition, every effort was made to minimize

test-to-test variability.  The same driver performed all the

dynamometer tests on the same dynamometer.  Vehicle

position of the dynamometer rolls was carefully duplicated

each time as was the positioning of cooling fans and air

conditioning ducts.
                           12

-------
                                                                  82
               VEHICLE SPECIFICATIONS









     Vehicle Test No:            9981




     Year, Make, Model:          1980 Ford Fairmont




     Vehicle Identification No:  OX92A209981




     Engine Size:                2.3 Liter L-4




     Initial Odo Reading:        27120




     Inertia Weight:             3000




     Actual H.P:                 10.8
     Vehicle Test No:            4620




     Year, Make, Model:.          1978 Chevrolet Monte Carlo




     Vehicle Identification No:  1Z37U81464620




     Engine Size:        -        5.0 Liter V-8




     Initial Odo Reading:        60554




     Inertia Weight:             3500




     Actual H.P:                 10.7









Maintenance




     Prior to initiating this evaluation program, the




vehicles were given a safety inspection and tuned to the




manufacturer's specifications.  The Monte Carlo was tuned




again after its first round of testing produced unacceptably




high levels of emissions.  Otherwise, no unusual maintenance




was performed on either unit.
                           13

-------
                                                                  83
Fuel Specifications









     Indolene Motor Fuel HO III was used for all dynamometer




testing.  This fuel was obtained from AMOCO, River Rouge, Michigan.









Dynamometer Test Fuel Analysis









Research Octane                                   96.6




Lead, grams/U.S.gallon                            0.001




Distillation Range:




     Initial Boiling Point, °F                    99




     102 Point, °F                                122




     50% Point, °F                                223




     90% Point, °F                                341




     End Point, °F                                420




Sulfur, weight %                                < 0.01




Phosphorus, grams/U.S.gallon                    < 0.005




RVP, 23 pounds                                    7.4




Hydrocarbon Composition:




     Olefins, % Max.                              3.0




     Aromatics, % Max.                            34.2




     Saturates, %                                 62.8

-------
                                                                  84
             TESTING SEQUENCE/DISCUSSION



     The procedure used to evaluate  the effects  of  Kana

Corporation's "Cyclone Z" on emissions and  fuel  economy was

selected from EPA's "Basic Test Plans for 511  Evaluations",

dated November, 1981, per the criteria mentioned  in the

Introduction, p. 1, of this report.  511 Evaluation Procedure

A-l was run. The following flow chart details  the steps in

this procedure, beginning with(l),

Evaluation Procedure "A"
(T)   Obtain and prepare vehicle.

(|)   Run Test Sequence "1",
     beginning at a.

(D   Install device.

0   Run Test Sequence "1",
     beginning at a.

(5)   Remove device.

(6)   De-prep vehicles.

f?)   Assemble data.
Test Sequence "1"

a.  Check basic parameters.

b.  HFET precondition.

c.  Run Hot-Start LA-4.

d.  Run HFET.

e.  Run Hot-Start LA-4

f.  Run HFET

g.  Check basic parameters.

h.  Proceed to next step in
    Evaluation Procedure "A",
     The Chevrolet Monte Carlo had gone through the first four

steps of Evaluation Procedure "A" when Automotive Testing

Laboratories, Inc., was requested by Kana Corporation to drive it

200 miles with the "Cyclone Z" operating and then run Test Sequence

"1" again.  This was to evaluate what effect, if any,  mileage
                                   •

accumulation would have on the "Cyclone Z".
                           15

-------
TEST NUMBER: o-06?o
DATE: 07-29-82
ODD (27120) BASELINE  *1
                                  VEHICLE: 9?si
                                  TEST CELL: c
         THIS TEST  DATA  WAS  PROCESSED ON 07-29-82 AT 08:24

CVS V(0) J   .3109        PUMP INLET PRESSURE '.14.4 IN.H20  /  1.06  IN.HG

                               DRY  WET                    ABS.
             BLOU   BAG   BARO.  BULB BULB  CVS        REL.  HUM.    NQX
             REVS    DF   IN  HG  TEMP TEMP  TEMP MILES HUM7.  GRAINS   C.F.

HOT   TRAN   9476  12.22  28.88  70.7 61.7 111,0  3.61 60.5  70.17   .9778
HOT  STABI   16294  17.34  28.88  70.5 61.8 111.0  3,88 61.6  70.98   .9814



                              	 CONCENTRATION  	
                               HC(PPM)    CO(PPM)    NOX(PPM)     C02(%)

HOT   TRANSIENT SAMPLE           29.9       41.0        57.4       1.090
HOT   TRANSIENT BKGRNU            3.6        1.5           .1        .046

HOT  STABILIZED SAMPLE           23.0       13.6        20.6        .769
HOT  STABILIZED BKGRND            3.7        1.5           .1        .044




                          	 TOTAL GRAMS 	
                              HC        CO       NOX        C02

HOT   TRANSIENT BAG          1.10      3.31     7.68    1374.1
HOT  STABILIZED BAG          1.39      1.75     4.75    1641.2



                          	 GRAMS PER MILE 	
                              HC        CD       NOX        C02      MPG
HOT   TRANSIENT
HOT  STABILIZED
PHASE
PHASE
                              .305
                              .359
 917
 450
330.527  23.1
423.211  20.3
HOT   TRANSIENT
HOT  STABILIZED

HOT  1974 COMPOSITE
 COMP
 CGMP
                              . 147
                              . 186

                              .333
.442    1.026    163.'4SO
. 233     .635    219. 150

.675    1.661    402.630  21.71
                 AUTOMOTIVE  TESTING  LABORATORIES»INC.
                 PO BOX  289r  EAST  LIBERTY-  OH.   43319

-------
TEST NUMBER: o-o6?i
DATE: 07-29-92
ODO (27138) BASELINE  *2
         THIS TEST DATA  WAS  PROCESSED ON 07-29-82

CVS V(0) :   .3109        PUMP INLET  PRESSURE *.14.4

                               DRY  WET
             BLOW  BAG   BARO.  BULB  BULB  CVS
             REVS    DF   IN  HG TEMP  TEMP  TEMP MILE

HU FUEL EC   14344  3.03  28.88 70.9  62.3 111.0 10.2




                              	'	CONCENT
                               HC(PPM)    CO(PPM)

HU FUEL ECONOMY SAMPLE           25.7       44.9
HU FUEL ECONOMY BKGRND            3.5        1.4






                          	i	TOTAL GRAMS
                              HC       CO       NO

HW FUEL ECONOMY BAG          1.42      5.52    20.




                          	 GRAMS PER V
                              HC       CO       NO
H U FUEL E C 0 N (3 n Y
.139
.540
                 AUTOMOTIVE  TESTING  LABORATORIES

-------
                      HOT  START  1974  EMISSION TEST
                               (GASOLINE)
TEST NUMBER: 0-0672
DATE: 07-29-82
                                       87
                        VEHICLE:  9981
                        TEST  CELL:  c
ODO (27149) BASELINE *3
         THIS TEST DATA  WAS  PROCESSED ON 07-29-82 AT 08:34

CVS V<0) :   .3109        PUMP  INLET  PRESSURE U4.4 IN.H20 / 1.06 IN.HG

                               DRY   UET                    ABS.
             BLOW  BAG   BARO.  BULB  BULB   CVS        REL.  HUM.   NOX
             REVS   DF   IN HG  TEMP  TEMP   TEMP MILES HUM7. GRAINS  C.F,

HOT   TRAN    9480 12.31  23.88  70.7  61,3  111.0  3.58 58.9  68.30  .9694
HOT  3TABI   16294 17.35  28.88  70.6  61.7  111.0  3.85 60.9  70.34  .9786

HOT
HOT
HOT
HOT

HOT
HOT


HO*
HOT
HOT
HOT

TRANSIENT SAMPLE
TRANSIENT BKGRND
STABILIZED SAMPLE
STABILIZED BKGRND

TRANSIENT BAG
STABILIZED BAG


TRANSIENT PHASE-!
STABILIZED PHASE
TRANSIENT COMP
STABILIZED COMP
	 UUMUC.M 1 P. H 1 J.UN 	
HC(PPM) CO (PPM) NOX (PPM)
34.0 59.5 57.5
3.4 1.1 ,0
21.8 10.2 20 .9
3.5 .9 ,0
__ __ TflTAI flC'AMC ___________
HC CO NOX C02
1.28 4.89 7.65 1366.3
1 . 32 1 . 34 4 . 83 1641 . 2
	 	 	 _ fiC'^MC C'l7r' MT1C __ __ __-
HC CO NOX C02
.357 1.3o3 2.134 381.321
. 343 . 348 1 . 254 426 . 177
.172 .657 1.029 133.787
.177 .180 .650 220.771
C02C/:)
1 .080
.042
.769
.044



rtPG
o 2 . , j ~
20 . 73

HOT  1974 COMPOSITE
.350
3 "7 O
»j w
1 . 673
404.558  21.7?
                 AUTOMOTIVE TESTING  LABORATORIESiINC .
                 PO BOX 289, EAST LIBERTY,  OH.   4331?

-------
                      HIGHWAY  FUEL  ECONOMY TEST
                               (GASOLINE)
              88
TEST NUMBER: 0-0673
DATE: 07-29-92
VEHICLE: 9931
TEST CELL: c
ODD (27168) BASELINE *4
         THIS TEST DATA  WAS  PROCESSED ON 07-29-82 AT 08J39

CVS V(0) :   ,3109        PUMP INLET PRESSURE U4.4 IN.H20 / 1,06  IN.HG

                               DRY   WET                    ABS,
             BLOW  BAG   BARO,  BULB BULB  CVS        REL,   HUM.    NOX
             REVS   DF   IN HG  TEMP TEMP ' TEMP MILES HUM7. GRAINS   C.F.

HU FUEL EC  14344  8.06  28.88  70.9 62.5 111.0 10.20 63.0  73.64   .9936



                              	 CONCENTRATION 	
                               HC(PPM)     CO(PPM)     NOX(PPM)      C02(%)

HW FUEL ECONOMY SAMPLE           24.9        41.3       101.7       1.656
HW FUEL ECONOMY BKGRND           3.2          .6          .0        .042






                          	TOTAL GRAMS	
                              HC        CO       NOX       C02

HU FUEL ECONOMY BAG          1.38       5.15    20.98    3216.1




                          	  GRAMS PER MILE 	
                              HC        CO       NOX       C02       MPG
HU FUEL ECONOMY
   :i5 . 209  2S <• 02
                   ,_., u „ --Mr  - r c - 7 sj K

-------
                               (GASOLINE)
TEST NUMBER: 0-0677
DATE: 07-29-82
                                          VEHICLE:  99si'"89
                                          TEST  CELL:  c
ODD (27199) DEVICE INSTALLED *1
         THIS TEST DATA WAS PROCESSED  ON  07-29-82 AT 08:48
CVS V(0)
.3109
                        PUhP  INLET  PRESSURE  J14.4 IN.H20 / 1,06 IN.HG
HOT
                               DRY   WET                     ABS.
             BLOW  BAG  BARO,  BULB  BULB   CVS         REL .   HUM,   NOX
             REVS   DF  IN HG  TEMP  TEMP   TEMP  MILES HUM7.  GRAINS  C.F.
      TRAN
 9474 12.27 28.38 70,7 61,9 111,0   3.57  61,3   71.12
                                                                  .9821
HOT  STABI  16294 17,47 28.88  70,6  62,3  111.0   3.83 63.3  73.18  .9915
HOT
HOT
HOT
HOT
HOT
HOT

HOT
HOT
HOT
HOT
TRANSIENT SAMPLE
TRANSIENT BK'GRND
STABILIZED SAMPLE
STABILIZED BKGRND
TRANSIENT BAG
STABILIZED BAG

TRANSIENT PHASE
STABILIZED PHASE
TRANSIENT COMP
STABILIZED COMP
HC(PPM) CO (PPM) NOX (PPM)
38.6 8.7 61.9
3,8 .5 .1
27 .4 .7 28 ,0
3.7 .1 ,3
____ ' ___ TOTAI rcC'£MC _____ _____
HC CO NOX C02
1 . 45 .68 3 . 33 1375.2
1 .70 .09 6 . 48 1626 . 5

HC CO NOX C02
.406 .191 2.331 334. 777
. 444 .024 1.691 424 . 455
.196 .092 1,125 135.686
,230 ,013 .375 219.621
C02(/:)
1 .087
.042
, 764
,046


MPG
HOT  1974 COMPOSITE
                 .426
                                               2.000
                                                         405.307   21.80
                 AUTOMOTIVE  TESTING  LABORATORIES,INC.
                 PO BOX 2S9> EAST LIBERTY,  OH,   43319

-------
                      HIGHWAY FUEL  ECONOMY  TEST
                              (GASOLINE)
                                       90
TEST NUMBER: o-0678
DATE: 07-29-82
                        VEHICLE: 998i
                        TEST CELL: c
ODO (27207) DEVICE INSTALLED *2
         THIS TEST DATA WAS PROCESSED  ON  07-29-82 AT 08:58


CVS V(0) :   .3109       PUMP  INLET  PRESSURE  :14.4 IN.H20 / 1.06 IN.HG


                              DRY   WET                     ABS,

             BLOW  BAG  BARO, BULB  BULB •  CVS         REL,  HUM.    NOX
             REVS   DF  IN HG TEMP  TEMP   TEMP  MILES HUM* GRAINS  C.F.


HW FUEL EC  14346  7.99 2S.88 70,9  63.0 111.0  10.20 65.1  76.05 1.0050






                              	 CONCENTRATION 	

                              HC(PPM)     CO(PPM)     NOX(PPM)     C02(X>


HW FUEL ECONOMY SAMPLE          23.3         4.2         88.2       1.675
HW FUEL ECONOMY BKGRND           3.5          .3           .7        .052










                          	"	TOTAL  GRAMS	

                              HC        CO       NOX       C02


HU FUEL ECONOMY BAG         1.27        .50     18.27    3237.3






                          	  GRAMS  PER  MILE 	
                              HC        CO       NOX       C02       MPG
HW FUEL ECONOMY
. 124
.049
1.791
317 .371  27.90

-------
                      HOT START 1974 EMISSION  TEST
                               (GASOLINE)
                                                                   91
TEST NUMBER:  0-0679
DATE:  07-29-82
                                          VEHICLE:  9991
                                          TEST  CELL:  c
ODD (27228)  DEVICE INSTALLED *3
         THIS TEST DATA WAS PROCESSED ON 07-29-82  AT  09:03
CVS V(0)
.3109
PUMP INLET PRESSURE  114.4 IN.H20 /  1.06  IN.HG
                              DRY  WET                     ABS.
             BLOW  BAG  BARO. BULB BULB   CVS         REL.   HUM.    NOX
             REVS   DF  IN HG TEMP TEMP   TEMP  MILES  HUMX  GRAINS  C.F,
HOT
HOT



HOT
HOT
HOT
HOT



HOT
HOT

HOT
HOT
HOT
HOT
TRAN
STABI



TRANS
TRANS
STABIL
STABIL



TRANS
STABIL

TRANS
STABIL
TRANS
STABIL
9476 12.03 28.
16294 17,42 28.



IENT SAMPLE
IENT BKGRND
IZED SAMPLE
IZED BKGRND



IENT BAG
IZED BAG

IENT PHASE
IZED PHASE
IENT COMP
IZED COMP
88 70.7 61.9 110.0 3.57 61.3 71.12
88 70.7 62.4 111.0 3.84 63.4 73.49


HC(PPM) CO (PPM) NOX (PPM)
. 35.5 5.0 62. 1
4.0 .3 ,7
26.3 .5 29.1
3.6 .4 .2


HC CO NOX C02
1.32 .40 8.30 1393.4
1 .63 .03 6. 77 1623.5

n. H n a r t H niLt.
HC CO NOX C02
. 36S .112 2 . 323 389 . 866
. 425 .003 1 . 764 423 . 231
.178 .054 1.120 188.040
.220 .004 .913 219.098
.9821
.9930


C02(%)
1 . 109
.054
.767
.050






MPG
22 . 67
20.39


HOT  1974 COMPOSITE-
                 .398
               .058
2, 034
407.138  21.
                 AUTOMOTIVE TESTING LABORATORIES- INC.

-------
                      HIGHUAY  FUEL  ECONOMY TEST
                               (GASOLINE)
              92
TEST NUMBER: 0-0680
DATE: 07-29-82
VEHICLE: 998i
TEST CELL: c
ODD (27236) DEVICE INSTALLED  *4
         THIS TEST DATA  WAS  PROCESSED  ON 07-29-32 AT 09:09

CVS V(0) :   .3109        PUMP  INLET  PRESSURE 514,4 IN.H20 / 1.06  IN.HG

                               DRY   WET                    ABS.
             BLOW  BAG   BARO.  BULB  BULB  CVS        REL.  HUM.    NOX
             REVS    DF   IN  HG  TEMP  TEMP  TEMP MILES HUM7. GRAINS   C.F.

HU FUEL EC  14340  8.00  28.88  70.7  62.9 111.0 10.22 65.4  75.90  1.0042




                              	 CONCENTRATION 	
                               HC(PPM)     CO (PPM)     NOX (PPM)     C02(7.)

HU FUEL ECONOMY SAMPLE           23.1         3.8        88.2       1.672
HW FUEL ECONOMY BKGRND           3.4          .5          .5        .052







                          	I	  TOTAL GRAMS 	
                              HC        CO       NOX       C02

HU FUEL ECONOMY BAG          1.26       .43    18.30    3231.0




                          	GRAMS F'ER MILE	
                              HC        CO       NOX       C02      MPG

HU FUEL ECONOMY               .124       .042    1.791    316.238   28.00

-------
TEST NUMBER4.  0-0734
HATE: 08-02-32

QUO (60629)  BASELINE*!
                      HOT START 1974 EMISSION TEST
                              (GASOLINE)
                        VEHICLE: 4620
                        TEST CELL: c
                                                                     93
         THIS TEST DATA WAS PROCESSED ON 1 AT 09:09
CVS

HOT
HOT

HOT
HOT
HOT
HOT

HOT
HOT


HOT
HOT
HOT
HOT
V(0) t .3109 PUMP
BLOW BAG BARO.
REVS DF IN HG
TRAN 9489 9,83 28.83
STABI 16294 13.74 28.83

TRANSIENT SAMPLE
TRANSIENT BKGRND
STABILIZED SAMPLE
STABILIZED BKGRND

TRANSIENT BAG 1
STABILIZED BAG


TRANSIENT PHASE
STABILIZED PHASE
TRANSIENT CQMP
STABILIZED COMP
INLET
DRY
BULB
TEMP
71 .7
71 .6
HC(P
35
3
10
3
HC
.32
.53

HC
.367
. 138
.177
.071
PRESSURE '.14.4 IN
WET
BULB CVS
TEMP' TEMP MILES
64 . 9 109 .0 3 . 60
64 ,9 111.0 3 .85
_ __ PPlMPrjJTC'A
PM) CO (PPM)
.4 109.3
.9 .0
.7 4.7
.4 .0
T n T A 1 PC'AMC __
CO NOX
9.16 9.05
.67 6.14
__ ("IC'AMC C'CC' MTIC
CO NOX
2.545 2.514
. 174 1 .595
1.230 1,215
,090 ,824
.H20 / 1.06
ABS.
REL. HUM.
HUMX GRAINS
69.9 84.28
70.3 84.45
T T ("1 W _ _
NOX (PPM)
63.0
. 2
25 .0
. 1
C02
1730.4
2117.5

C02
480.799
550. 1 4 3
232.330
284 ,304
IN ,HG
NOX
C.F .
1 . 0456
1 . 0465
C02(7. )
1 .349
.039
,974
.037



MPG
18.25
16.10

HOT  1974 COMPOSITE
.249
1 .320
2.039
16.63'
                 AUTOMOTIVE TESTING LABORATORIES»INC,

-------
TEST NUMBER: 0-0743
DATE: 09-02-82
ODD (60642) BASELINES2
                      HIGHWAY FUEL  ECONOMY  TEST
                              (GASOLINE)
               94
VEHICLE: 4620
TEST CELL: c
         THIS TEST DATA WAS PROCESSED  ON  1  AT 09:13

CVS V(0) :  .3109       PUMP INLET  PRESSURE '.14.4  IN.H20 / 1.06 IN.HG

                              DRY   UET                     ABS.
             BLOW  BAG  BARO. BULB  BULB   CVS         REL.  HUM.   NOX
             REVS   DF  IN HG TEMP  TEMp'  TEMP MILES HUM7. GRAINS  C.F.

HU FUEL EC  14344  6.69 28.32 71.5  65.4  111.0 10.30 72.8  87.20 1.0608




                             	;	CONCENTRATION	
                              HC(PPM)     CO (PPM)     NOX (PPM)     C02(7.)

HU FUEL ECONOMY SAMPLE           18.2       140.7        99-2      1.987
HW FUEL ECONOMY BKGRND           3.6          .0          .5       .039







                          	TOTAL GRAMS	
                             HC        CO        NOX       C02

HU FUEL ECONOMY BAG          ,94     17.75     21.71    3873.6




                          	  GRAMS PER MILE 	
                             HC        CO        NOX       C02       MPG

HU FUEL ECONOMY              .091      1.722    2.107    375.893  23. •> 1

-------
TEST NUMBER: 0-0745
DATE: os-02-82
ODD (60663) BASELINE*3
                      HOT  START  1974 EMISSION TEST
                               (GASOLINE)
                                                      VEHICLE:  4620
                                                      TEST  CELL:  c
         THIS TEST DATA  WAS  PROCESSED ON 1 AT 09J16
CVS V<0)
            .3109
                         PUMP  INLET  PRESSURE '.14.4 IN.H20 /  1.06  IN.HG
             BLOU  BAG
             REVS   DF
                               DRY  WET
                         BARO.  BULB BULB
                         IN  HG  TEMP TEMP
                                                           APS,
                                          CVS        REL .  HUM.    NOX
                                          TEMP MILES HUM7. GRAINS   C.F,
HOT   TRAN   9472  9.73  28.82  71.3  64.6 111.0
HOT  STABI  16294 13.30  28.82  71.3  64.9 111,0
                                                3.61 70.2
                                                3.87 71.5
                                                           83.47  1.0415
                                                           84.99  1.0493

HOT
HOT
HOT
HOT

HOT
HOT


HOT
HOT
HOT
HOT

TRANSIENT SAMPLE
TRANSIENT BKGRND
STABILIZED SAMPLE
STABILIZED BKGRND

TRANSIENT BAG
STABILIZED BAG


TRANSIENT PHASE
STABILIZED PHASE
TRANSIENT . COMP
STABILIZED COMP
	 UUNUCN 1 P. H 1 1U(N 	
HC(PPM) CO (PPM) NOX (PPM)
29.3 72.6 61.0
4.7 .5 .1
11.9 3.7 24.9
4.9 .0 .1
HC CO NOX C02
1.04 6.02 8.69 1744.6
.52 .54 6.13 2188.3
_ PC'AMC D C D MTIC — — ___ _ — -
HC CO NOX C02
.287 1.666 2.405 482.992
.135 .139 1.583 565.462
.138 .804 1.161 233.169
.070 .072 .819 292,480
C02CX)
1 ,367
,039
1 .006
.037



MPG
• ci ~> -••
i o • .j .:•
15.66

HOT  1974 COMPOSITE
                              .208
                                        . 876
1 .980
525.649  16,8.1
                 AUTOMOTIVE  TESTING  LABORATORIES»INC.
                 ='0 POX 289«  EAST  LIBERTY,  OH.   43319

-------
TEST NUMBER: 0-0746
DATE: 08-02-82
ODD (60671)BASELINE*4
                      HIGHWAY FUEL ECONOMY  TEST
                              (GASOLINE)
             96
VEHICLE: 4620
TEST CELL: c
         THIS TEST DATA WAS PROCESSED  ON  1  AT  09:19

CVS V(0) :   .3109       PUMP INLET PRESSURE :14.4 IN.H20 / 1.06 IN.HG

                              DRY  WET                     ABS.
             BLOW  BAG  BARO. BULB BULB   CVS         REL.  HUM.   NOX
             REVS   DF  IN HG TEMP TEMP'  TEMP  MILES HUM'/. GRAINS  C.F.

HW FUEL EC  14344  6,76 28.82 71.6 65.2  111.0  10.29 71.6  86.01 1.0546




                             	  CONCENTRATION 	
                              HC(PPM)     CO(PPM)     NOX(PPM)     C02<%)

HW FUEL ECONOMY SAMPLE          16.9      108.8       103.4      1.970
HW FUEL ECONOMY BKGRND           4.0      •    .0          .0       .037







                          	«	  TOTAL GRAMS 	
                             HC        CO        NOX       C02

HU FUEL ECONOMY BAG          .84     13.73     22.60    3842.6




                          	  GRAMS PER MILE 	
                             HC        CO        NOX       C02       MPG

H W F U E L ECONOMY              .082      1.334    2.196    373.324  23.61

-------
TEST NUMBER: 0-0763
DATE: 08-03-82
                      HOT START  1974  EMISSION  TEST
                               (GASOLINE)
                                                        97
                                         VEHICLE:  4*20
                                         TEST CELL: c
ODD (60712)  DEVICE INSTALLED *1
         THIS TEST DATA WAS PROCESSED  ON  08-03-82 AT 09:01
•I ^ «• ^m ^ ^ ••• ^ ^ ^ ^ •• ••> ^ ^ ^ •» ^ «V ^M ^ ^m ^ ^ «• ^ ^B •• ^K ^fc ^ 
-------
TEST NUMBER: o-o?64
DATE: os-03-82
                      HIGHWAY  FUEL  ECONOMY TEST
                               (GASOLINE)
             98
VEHICLE: 4620
TEST CELL: c
ODO (60720) DEVICE INSTALLED  *2
         THIS TEST DATA  WAS  PROCESSED ON 08-03-82 AT 09:06


CVS V(0) :   .3109        PUMP  INLET  PRESSURE J14.4 IN.H20 / 1,06  IN.HG


                               DRY   UET                    ABS.

             BLOW  BAG   BARO.  BULB  BULB  CVS        REL,  HUM,    NOX
             REVS   DF   IN  HG  TEMP  TEMP  TEMP MILES HUM?. GRAINS   C.F.


HU FUEL EC  14344  6.77  28.83  71.8  66.0 111.0 10.22 74.1  89.75  1.0745






                              	 CONCENTRATION 	

                               HC(PPM)    CO (PPM)    NOX (PPM)     C02(7.)


HU FUEL ECONOMY SAMPLE           11.8         4.1        100.7       1.978

HU FUEL ECONOMY BKGRND            4.0          ,4          1.2        .062










                          	 TOTAL GRAMS 	

                              HC        CO       NOX       C02


HU FUEL ECONOMY BAG           .52        .47    22.19    3818,3






                          	 GRAMS PER  MILE 	
                              HC        CO       NOX       C02      MPG


HW FUEL ECONOMY               .051       .046    2.170    373.464   23.73

-------
TEST NUMBER: 0-0765
DATE: os-04-82
                      HOT START 1974 EMISSION TEST
                               (GASOLINE)
                                      99
                        VEHICLE: 4620
                        TEST CELL: c
ODD (60741) DEVICE INSTALLED *3
         THIS TEST DATA WAS PROCESSED  ON 08-03-82  AT  09:12
cvs v(0) :



HOT TRAN
HOT STABI
,3109

BLOW
REVS
9493
16294
PUMP INLET

BAG
DF
9.91
13. 40

BARO.
IN HG
28.84
28 .84
DRY
BULB
TEMP
71 .6
71 .6
PRESSURE U
WET
BULB.
TEMP
60.6
65.6

CVS
TEMP
111.0
111.0
14.4 IN.H20


MILES
3.57
3.84

REL.
HUM7.
73.2
73.2
/ 1 .
ABS
HUM
GRAI
87.
87.
06
»
*
NS
99
99
IN.HG

NOX
C.F.
1 .0650
1 . 0650

HOT
HOT
HOT
HOT

HOT
HOT


HOT
HOT
HOT
HOT

TRANSIENT SAMPLE
TRANSIENT BKGRND
STABILIZED SAMPLE
STABILIZED BKGRND

TRANSIENT BAG
STABILIZED BAG


TRANSIENT PHASE
STABILIZED PHASE
TRANSIENT COMP
STABILIZED COMP
	 UUINUtN 1 KH 1 i UN 	
HC(PPM) CO (PPM) NOX (PPM)
32.4 22.5 62.4
4.2 .5 .8
12.8 .4 22.9
3.9 .4 .3
~ T n T A 1 n D A M C ___________
HC CO NOX C02
1.18 1.34 9.02 1706.2
.65 .00 5.68 2153.1
______ flC'AMC C'CC' MTIC _ ______
HC CO NOX C02
, 331 .516 2 , 525 477 . 3B2
. 170 .001 1 .480 561 . 141
.160 .249 1.217 230.221
.088 .001 .766 290.527
C02(%)
1 .346
.052
.998
. 0 4 6



MPG
* o ^ ~
1 D . J 
-------
TEST NUMBER: 0-0766
DATE: os-04-82
                      HIGHWAY  FUEL ECONOMY TEST
                               (GASOLINE)
                                      100
                         VEHICLE:  4*20
                         TEST  CELL:  c
ODD (60749) DEVICE INSTALLED  *4
         THIS TEST DATA  WAS  PROCESSED ON 08-03-82 AT  09:16

CVS V<0) :  .3109        PUMP INLET PRESSURE J14.4 IN.H20  /  1.06 IN.HG

                               DRY  WET                    ABS.
             BLOW  BAG   BARO.  BULB BULB  CVS        REL.  HUM.    NOX
             REVS    DF   IN  HG  TEMP TEMP  TEMP MILES HUMX  GRAINS  C.F.

HW FUEL EC  14344  6.83  28.84  71.8 66.0 111.0 10.22 74.1  89.72 1.0743



                              	 CONCENTRATION  	
                               HC(PPM)    CO (PPM)    NOX (PPM)     C02(/I)

HW FUEL ECONOMY SAMPLE           12.0        1.3        101.7       1.961
HW FUEL ECONOMY BKGF^ND            4.3         .0           ,5        .042.





                                »
                          	"	TOTAL GRAMS	
                              HC        CO       NOX        C02

HW FUEL ECONOMY BAG           .52        .16    22.56    3818.4




                          	 GRAMS PER MILE  	
                              HC        CO       NOX        C02       MPG
HW FUEL ECONOMY
.051
. 016
2 . 207
373.656

-------
                      HOT START  1974  EMISSION TEST
                               (GASOLINE)
                                                                    101
TEST NUMBER:  0-0339
HATE: 08-06-S2
                                                      VEHICLE: 4620
                                                      TEST CELL: c
ODD (60995) WITH DEVICE (200) MI.
         THIS TEST DATA UAS PROCESSED  ON  1  AT  09:25
CVS V(0)
            .3109
           PUMP INLET PRESSURE  *.14.4  IN.H20 / 1.06 IN.HG
HOT
      TRAN
                 DRY  WET                     ABS.
BLOU  BAG  BARO. BULB BULB •  CVS         REL.   HUM.    NOX
REVS   DF  IN HG TEMP TEMP   TEMP  MILES  HUM'/.  GRAINS  C.F.

9476 10.08 28.89 71.7 64.7  111.0   3.57  69,1   83.07 1,0394
HOT  STABI  16294 13.77 28.89 71.7 64.8  111.0   3.83  69.5  83.58 1.0420
HOT   TRANSIENT SAMPLE
HOT   TRANSIENT BKGRND

HOT  STABILIZED SAMPLE
HOT  STABILIZED BKGRND
                              HC(PPM)

                                48,5
                                 6.4

                                16.9
                                         •-  CONCENTRATION 	
                                          CO(PPM)     NOX(PPM)
                                 .4

                                1 .8
                                1.0
                                           64 .0
        C 0 2 ( 7.)

         1 .321
          .040

          .972
          .040
HOT
HOT

HOT
HOT
HOT
HOT
TRANSIENT BAG
STABILIZED BAG

TRANSIENT PHASE
STABILIZED PHASE
TRANSIENT COMP
STABILIZED COMP
HC
1 .77
. 86

HC
.496
, 9 •? =;
.239
.117
-- 1 U 1 Hl_
CO
3.78
. 13
r; p A M c
CO
1.061
.034
.512
.017
OKHns 	
NOX
9.11
5.42
pec- M T i r
NOX
2.555
1.416
1 .232
. 733
C02
1685.9
2108.4

C02 MPG
472.734 13.63
551.085 1. 6 . 0 7
228,053
285.234
HOT  1974 COMPOSITE
                           .529
                                                1.965
513.
                 AUTOMOTIVE TESTING LABORATORIES>INC.

-------
                         FUEL  ECONOMY  TEST SUMMARY
                                                                   102
VEHICLE
TEST NO:
INITIAL
OIL:
DRIVER:
NO
QUO
   4620
 0-0839
  60995
WEATHER
     RS
           DATE:
           TEST CELL:
           END QUO:
           REPLICATE:
           BAROMETER:
      08-06-82
             c
         61024
             1
         28.89
OBSERVED API GRAVITY:  59.5 @     71  F
API GRAVITY CORRECTED TO  60F '.  58.25
                  CC
                 FUEL
                   FUEL
                   TEMP
                     GALLONS
                      USED
      DISTANCE
      (MILES)
MPG
                                                                 GALLONS
                                                                 100 MIL
COLD TRANSIENT   709.9
COLD STABLE      881.5
HOT TRANSIENT        0

CITY COMPOSITE

HFET 1          1563.3
HFET 2
                           24 ,4
                           24.2
                           24.0
                           24.1
                            0.1890
                            0.2348
                            0.0000
                            0,4165
                            0.4098
3.566
3.326
0
18.864
16.296
0.000
5,30 <
6 . I3c
0.00<
                                10.184
                                10.191
                 0.000

                24.453
                24.867
         0,00<

         4< 08'
         4. 02
CITY AND HFET 2 COMPOSITE
                                                  0.000
                                                    0.00
END OF SOAK
BEFORE HFET 1
FINAL
                 ENGINE TEMPERATURES
                   OIL       WATER
            00
             0
             0
AVERAGE COASTDOUN TIME1.
                r,
                0
                0
                   0 . 000
COLD TRANSIENT
COLD STABLE
HOT TRANSIENT
HFET1
HFET2
                                                CELL TEMPERATUR
                                                  DRY      WET
                                                  BULB     BULr
71
71

71
                                                             7
                                                             7
                                                             0
                                                             7
                                                          72. 1
                                                           64 . :
                                                           63 • -
                  AUTOMOTIVE TESTING  LABORATORIES ,  INC.
                            EAST LIBERTY , OHIO

-------
                               ECONOMY  TEST
              VEHICLE:  4620
              TEST CELL:  c
                                103
    MUHBER: o
   .    -6-8,
„„
»
s,

                                           „„„ s;.
                                                     •

                                13.9
                                          2.2
                                                    „.,
                                                               .039.
     HU
        FUEL ECONOHY
                               HC


                               .63

        .21
              20.30
                                                        C02
                      3705.2
                                   	GR
                               "»i"     co
                                                         C02
                                 ,062
                                         ,020

                                                  Q92
         FUEL EC

-------
                       HOT  START  1974 EMISSION TEST
                               (GASOLINE)
                                     104
TEST NUMBER: 0-0341
DATE: oe-06-82
                        VEHICLE: 4620
                        TEST CELL: c
ODD  (61024) WITH DEVICE  (200)MI.
         THIS TEST  DATA  UAS  PROCESSED ON 08-09-82 AT 09J40

CVS V(0) '.   .3109        PUMP INLET PRESSURE 514.4 IN.H20 / 1.06 IN.HG

                               DRY   WET                    ABS.
             BLOW   BAG   BARO.  BULB BULB  CVS        REL.  HUM.   NOX
             REVS    DF   IN HG  TEMP TEMP  TEMP MILES HUM7. GRAINS  C.F.

HOT   TRAN   9480 10.17  28.89  71.8 65.0 111.0  3,57 70.0  84.42 1.0463
HOT  STABI   16294 13.91  28.89  71.8 65.1 111.0  3.83 70.4  84.93 1.0489

HOT
HOT
HOT
HOT


HOT
HOT


HOT
HOT
HOT
HOT

TRANSIENT SAMPLE
TRANSIENT BKGRND
STABILIZED SAMPLE
STABILIZED BKGRND


TRANSIENT BAG
STABILIZED BAG


TRANSIENT PHASE
STABILIZED PHASE
TRANSIENT COMP
STABILIZED COMP
HC(PPM) CO (PPM) NOX (PPM)
25.4 17.4 63.7
4.8 .4 .2
16.1 1.6 21.6
4.2 .4 .2
>*
t
HC CO NOX C02
.88 1.42 9.13 1676.2
.87 .18 5.30 2082.4

HC CO NOX C02
.245 .398 2.55? 469.795
.226 .046 1.383 542.996
.118 .192 1.233 226.426
.117 .024 .716 281.290
C02C-:)
1 .313
.040
.962
,042




MPG
13.32
16.3 1

'HOT   1974  COMPOSITE
.236
.215
1.950
J07 . 7 1 6   1 7 . .43
                  AUTOMOTIVE  TESTING  LABORATORIES»INC.

-------
                          FUEL  ECONOMY TEST SUMMARY
                                                                   105
VEHICLE NO:
TEST NO:
INITIAL ODO
OIL:
DRIVER:
OBSERVED AP
API GRAVITY


COLD TRANSI
COLD STABLE
4620
0-0841
: 61024
WEATHER
RS
i GRAVITY: 59.6 e 76 F
CORRECTED TO 60F : 57.8
CC FUEL GALLONS
FUEL TEMP USED
ENT 706.7 24.2 0.1887
882.7 24.2 0.2357
HOT TRANSIENT 0 0 0.0000
CITY COMPOS
HFET 1
HFET 2
ITE
1570.4 24 .0 0.4194
1541.4 24,1 0.4116
DAT
TES
END
REP
BAR


DISTANCE
(MILES)
3.568
3.835
0

10. 183
10.203
                                                        •  CELL:
                                                        ODO:
                                     08-06-82
                                            c
                                        6104C

                                        28.89
                                                           MPG


                                                          18.911
                                                          16.273
                                                           0.000

                                                           0.000

                                                          24.282
                                                          24.790
                                      GALLONS
                                      100 MIL
                                        5.28E
                                        6. 14f
                                        0.000

                                        0.000

                                        4.113
                                        4.033
CITY AND HFET 2 COMPOSITE
                               0.000
         0.000
END OF SOAK
BEFORE HFET
FINAL
AVERAGE COASTDOUN  TIME:
ENGINE
OIL
0
0
0
TEMPERAT
UATE
0
0
0
             COLD TRANSIENT
             COLD STABLE
             HOT TRANSIENT
             HFET1
             HFET2
                                                        CELL TEMPERATURE
                                                          DRY       WET
                                                          BULB      BULB
71 .8
71 .8
   0
71 .8
O o . j.
   0
64.5
0 .000
                  AUTOMOTIVE  TESTING  LABORATORIES* INC.
                            EAST  LIBERTY,OHIO

-------
                      HIGHWAY  FUEL  ECONOMY TEST
                               (GASOLINE)
                                      106
TEST NUMBER: o-0842
DATE: os-06-82
                        VEHICLE:  4420
                        TEST  CELL:  c
ODD (£1032) WITH DEVICE  (20CDMI.
         THIS TEST DATA WAS  PROCESSED ON 08-09-82 AT 09M4


CVS V(0) :   .3109       PUMP  INLET  PRESSURE :14,4 IN.H20 / 1.06  IN.HG


                               DRY   WET                    ABS.

             BLOW  BAG  BARO.  BULB  BULB  CVS        REL.  HUM.    NOX

             REVS   DF  IN HG  TEMP  TEMP  TEMP MILES HUM% GRAINS   C.F.


HU FUEL EC  14381  7.02 28.89  72.3.  65.2 111.0 10.20 69.7  84.93  1.0490






                              	 CONCENTRATION 	

                               HC(FPM)    CO (PPM)     NOX (PPM)     C02(7.)


HW FUEL ECONOMY SAMPLE           13.9         1.9        94.9       1.907

HU FUEL ECONOMY BKGRND       .    4.5          .5          .2        .042









                                &
                          	~	TOTAL GRAMS	

                              HC        CO       NOX       C02


HU FUEL ECONOMY BAG           .63        .18    20.69    3726.9







                          	 GRAMS PER MILE 	
                              HC        CO       NOX       C02       MPG
HW FUEL ECONOMY
.062
.018
2 . 02S
365.275  24.26

-------
                                                               ATTACHMENT F
                                                                               107
                       ANN ARBO^  M'CHiGAN  -15'
October 5, 1982
   OFFICE CF
. NOISE AiND RADIATION
Mr. Louis A. Bluestein, Vice President
Kana Corporation
1653 Vine Street
Denver, CO  80206

Dear Mr. Bluestein:

We have  received  your September  10,  1982 application  for  an EPA  evalua-
tion of  the  "Cyclone-Z",  a fuel economy  retrofit  device.   We have made  a
preliminary review  of your application.  Because  it  states the  Cyclone-Z
and Uzumaki a-re the  same,  we  have also considered all  information  regard-
ing Uzumaki  which you  have previously  submitted.  We  will complete  our
review  after  we  receive  all  the  required information.   Our preliminary
comments are as follows:

    1.   Your patent  application  shows  the  device as consisting  of only  a
         mechanical  component which is intended  to  supply additional  air
         into the  PCV line.  In  the attachment  to  your  April  20 letter
         titled:  "A  Challenge  to  the  Starting  Point  in  the  Combustion
         Engineering  Theory"  (page  4)  it  states,  "our Uzumaki  is   also
         equipped  with a  mini-computer  sensor".   It  further  states  the
         sensor  connects  directly  to  the  ignition  line,  the gasoline
         line,  or propane  line.   Is your  present application  applicable
         to  the  electrical sensor,  too?   If  so,   please  provide   more
         details  as   to  the theory  of operation,  maintenance,   construc-
         tion, etc.

    2.   Your  application  states  the  Cyclone-Z   controls  air/fuel  (A/F)
         ratios  to a  constant  level  regardless  of  change  in   altitude.
         Please  provide  data  which  substantiates  this   statement   and
         explain how  the device maintains a constant air/fuel  ratio.

    3.   An attachment  to  your application states,   "a controlled amount
         of  secondary air  is  fed into  the PCV  line  and  further  to  the
         intake manifold,  where  it  is mixed  with the  existing air/fuel
         mixture.  A  circulating  flow is  caused producing a turbulence in
         the  air/fuel mixture  in  the  combustion chamber".   It  is  not
         clear  as to how  the  connecting  air  hoses  and  three-way   pipe
         connector  can  induce  a   "circulating   flow"  and   "turbulence"
         different   enough  from   other  commonly-available  air  hoses/
         connectors  so that the effect  is noticed all the way through  the
         intake manifold  and  into  the combustion chamber.  Please  provide
         more details  to help in our  understanding of the device.

-------
                                                                            108
4.   Another  attachment  to  your application  states that  the  device
     causes the  idle  speed  to  increase.   It has  been  our experience
     that the idle speed on  many of today's automobiles  (even without
     any  retrofit  device) can  be  increased merely  by  disconnecting
     the PCV line from the PCV  valve.   The  speed increase is due  to  a
     leaner mixture (for rich  A/F ratios only)  and  to  a reduction in
     engine pumping  losses.   These changes  are, in  turn,  due  to the
     circumventing of the  PCV  valve and its throttling effect.  As we
     understand  the  device  now,  the increased  idle speed  causes an
     increase  in turbulence.   The  increased  turbulence  (due  to the
     device) does not cause  the  idle speed to increase.

5.   What materials are used in  the construction of  the device?

6.   The  application  did  not  include  a copy   of  those  installation
     instructions intended to  be given to  purchasers  of the device.
     Please provide a copy.   Further,  you did not  list the tools and
     equipment needed to install  the device.

7.   Regarding maintenance,  you  state  the  only  additional maintenance
     required is  the  replacement of the air  filter every six months.
     How will replacement  filters be  available  and how much will  they
     cost?  Further,  you  state  engine idle  speed may  increase  with
     time and therefore  it nfcy need to be  adjusted.   At those  times,
     will the device have  to be adjusted for minimum emission levels,
     as done during initial  installation of the  device?

8.   Is one model of the device  appropriate for  all vehicles?

9.   The  application  states,  "it appears  not   to  assist  cars  using
     other non-gasoline fuels".   Yet,  the  attachment to your April 20
     letter (addressed in  item 1 above) suggests  the device may  also
     be  applicable  to propane-fueled  vehicles.   Please  clarify  this
     apparent inconsistency.

10.  The  attachment  (page 6)  to your  application states  the  device
     reduces  the  warm—up  time  of the  engine.   Further,  it states the
     "blow-by  gas"  is drastically  reduced.   Both of  these benefits
     are claimed  to  be  the  result  of  improved  combustion efficiency.
     Please  submit  additional  information explaining   how  improved
     combustion efficiency can cause these benefits.

11.  The attachment  to your  April  20  letter  states  the device  elimi-
     nates  carbon deposits  in  the  various parts  of  the combustion
     chamber.  Have  you  disassembled  engines  before and  after using
     the  device  to verify this?  Have you photographs  of the  disas-
     sembled engines?  If  so, please provide them.

12.  With  respect  to  the  ATL  data submitted  to support  the  claims
     made for the device,  the following was noted:

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         a.   The  tests  were run  according to  Procedure A-l  instead  of
              A-4  (as  recommended  in our  letter  of  April  29).   Please
              explain the deviation from the recommended  test plans.

         b.   Because  Procedure A-l  consists  of  hot-start  testing,  the
              tests did not  show  any  benefits attributable to the  claimed
              quicker warm-up period.

         c.   The  test  results  are typical  of those  realized  with  other
              air  bleed  devices  we have  evaluated,  i.e.,CO  was  greatly
              reduced,  HC and NOx may or  may not have  been reduced,  and
              fuel  economy  was  essentially  unchanged.   You  suggest  the
              results  may  be   due  to  Indolene   fuel  and  the   "adverse
              effects"  of air  shipment.   Please  explain  the  basis  for
              your statements.

         d.   The  test  results  contained  in  the  ATL  report  compare  the
              "with  device"  results   after  200   miles   to  the   "without
              device" results before  the 200  miles.   No "without  device"
              tests were  run after  200 miles and therefore it is  possible
              that  the  mileage  accumulation  alone  may  have   caused  the
              "with device" results to also  shift.

In summary, we need  additional  information to clarify certain portions  of
your  application.   Additionally,  because  the ATL  data   does  not  support
the claims made  for  the  device, and also  considering  your concerns  about
Indolene  fuel and  air  shipment,  we  suggest  you have  additional  tests
performed by ATL (or any  other  EPA recognized facility)  using a  represen-
tative  device and  commercial  pump  fuel  and  following Procedure  A-4.
Without additional data  we  can  only conclude  the  device does  not  achieve
all of  the  claimed benefits, and  therefore does  not  justify  EPA  testing
of the device.                                		

In order that we may evaluate your  device  in a timely  manner,  we ask  that
you respond  to  this letter by  November  1  and submit  the  test  results  by
November 29.  If you have  questions regarding this matter, please  contact
me.

Sincerely,
Merrill W. Korth
Device Evaluation Coordinator
Test and Evaluation Branch

Enclosure

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