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.
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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.
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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
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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-
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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
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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
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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
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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.
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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
-------
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
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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.
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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.
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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
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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."
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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.
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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
-------
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.
-------
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®.
-------
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.
-------
--' 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. /£
-------
65
t •
•*S-•— -^1 ;> "-'-' "•"' •"—
2fln>o-' • • —es*-^^."^*^1-**^^1 " " '
?T»T«. •.••.~s>4;_-^2r..i
-------
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)
-------
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
-------
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
-------
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
-------
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.
-------
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.
-------
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
-------
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).
-------
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).
-------
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
-------
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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