epa-aa-teb-511-80-3 ... plymouth road , ann arbor, mi ... the basic conclusion following review of...

EPA-AA-TEB-511-80-3

EPA Evaluation of the "Environmental Fuel Saver" Device

This document contains several pages which may not reproduce well. Any questions concerning the legibility of these pages should be directed to: Merrill W. Korth, Environmental Protection Agency, Office of Mobile Source Air Pollution Control, Emission Control Technology Division, 2565 Plymouth Road, Ann Arbor, MI 48105, (313) 668-4299 or FTS 374-8299

BY

Thomas J. Penninga

February 1980

Test and Evaluation Branch Emission Control Technology Division

Office of Mobile Source Air Pollution Control U.S. Environmental Protection Agency

Billing Code 656U-UL

ENVIRONMENTAL PROTECTION AGENCY

[40 CFR Part 6101

FUEL ECONOMY RETROFIT DEVICES

Announcement of' Fuel Economy Retrofit Device Evaluation

for the "Environmental Fuel Saver"

AGENCY: Environmental Protection Agency (EPA).

ACTION : Notice of Fuel Economy Retrofit Device Evaluation.

SUMMARY: This document announces the conclusions of the EPA evaluation of the

Environmental Fuel Saver (EFS) under the provisions of Section 511 of the

Motor Vehicle Information and Cost Savings Act.

FOR FURTHER INFORMATION CONTACT: F. Peter Hutchins, Emission Control Tech-

nology Division, Office of Mobile Source Air Pollution Control, Environmental

Protection Agency, 2565 Plymouth Road, Ann Arbor, Michigan 48105,

313-668-4340.

BACKGROUND INFORMATION: Section 511(b)(l) and Section 511(c) of the Motor

Vehicle Information and Cost Savings Act (15 U.S.C. 2011(b)) requires that:

(b)(l) "Upon application of any manufacturer of a retrofit device (or prototype thereof), upon the request of the Federal Trade Commission pursuant to subsection (a), or upon his own motion, the EPA Administrator shall evaluate, in accordance with rules prescribed under subsection (d), any retrofit device to determine whether the retorfit device increases fuel economy and to determine whether the representations (if any) made with respect to such retrofit devices are accurate."

(c) "The EPA Administrator shall publish in the the Federal Register a summary of the results of all tests conducted under this section, together with the EPA Administrator's conclusions as to -

(1) the effect of any retrofit device on fuel economy;

(2) the effect of any such device on emissions of air pollutants; and

(3) any other information which the Administrator determines to be relevant in evaluating such device."

EPA published final regulations establishing procedures for conducting

fuel economy retrofit device evaluations on Harch 23, 1979 [44 FR 179461.

ORIGIN OF REQUEST FOR EVALUATION: On March 31, 1979 the EPA received a re-

quest from Ms. Vicki Kosar of VK Manufacturing for evaluation of a fuel saving

device termed the "Environmental Fuel Saver" (EFS). An evaluation has been

made and the results are described completely in a report entitled: EPA

Evaluation of "Environmental Fuel Saver" Under Section 511 of the Xotor

Vehicle Information and Cost Savings Act. Copies of this report are available

upon request.

4

SUMMARY OF EVALUATION: The basic conclusion following review of testing by

independent laboratories a&by the California Air Resources Board is that the

"Environmental Fuel Saver" does not improve either vehicle fuel economy or

exhaust emissions. The fuel economy results were exactly the same with and

without the device installed for testing performed according to the Federal

Test Procedure and Highway Fuel Economy Test. The exhaust emissions varied

somewhat, but did not show any significant net reduction in hydrocarbons,

carbon monoxide, or oxides of nitrogen. Therefore, the VK Manufacturing

claims of 1) up to 35 percent better mileage and 2) up to 65 percent less

pollutant emissions are not substantiated by the test data.

Date David G. Hawkins Assistant Administrator for Air, Noise, and Radiation

5

EPA Evaluation of "Environmental Fuel Saver" Under Section 511 of the Motor Vehicle Information and Cost Savings Act

The following is a summary of the information on the device as supplied by the applicant.

1. Marketing Identification of the Device: "Environmental Fuel Saver" or "EFS."

2. Inventor of the Device and Patents: Arthur Hayward, U.S. Patent Number 4020812.

3.

4.

5.

Manufacturer of the Device: VK Manufacturing,'Inc.

Manufacturing Organization's Principals: Vicki Kosar.

Marketing Organization in U.S. Making Application: VK Manufacturing, Inc., 1068 N.W. 3rd Street, Hallandale, Florida 33009.

6. Identity of Applicant: Vicki Kosar of Miami Beach, Florida.

7. Description of the Device: (As supplied by the applicant).

11 . . . . . the unit is constituted by an electrical element placed between a

pair of spaced mesh screens to define a permeable assembly having a pocket therein. The assembly functions as a restrictor in the conduit whose impedance to flow is in the order of about 15 to 20 percent, whereby the screens intercept and atomize the droplets, creating a suspension of minute fuel particles in air to produce a downstream mist or fog which is forced by the restriction to assume a vortex-like flow pattern. The heat supplied to the pocket by the heater is sufficient to raise the temperature of the fog in the output of the unit to a level conducive to complete combustion when the fog reaches the chamber, thereby mimimizing fuel waste and the emission of pollutants." A further detailed description is given in Attachment 1.

a. Claimed Applicability of the Device: See the attached application chart (Attachment 2).

9. Device Installation, Tools Required, Expertise Required (claimed):

An installation sheet is enclosed with each ."EFS" unit. Specific instructions for specific cars are included in the installation instructions. The tools required for installation are a l/2 inch socket, a 9/16 inch socket, a 4 inch extension, a ratchet wrench, a 9/16 inch open or box wrence, a l/2 inch open or box end wrench and a regular screwdriver. No special equipment is needed to install the EFS device. A little

i

V

2

mechanical knowledge, however, is required. A do-it-yourselfer can install a unit in about one hour. Attachment 3 is a copy of the ful... installation instructions."

10. Device Maintenance (claimed): "The product is maintenance "free." Checking the fuse every now and then would be the only required maintenance."

11. Effects on Vehicle Emission (non-regulated) (claimed): "At no time, under regular operating conditions, or malfunction, will this unit emit into the ambient more harmful emissions than a motor car without ont Enclosed test reports prove this."

12. Emission and Fuel Economy Results Reported by Applicant:

a. Olson Engineering tests (Attachment 4). b. Documentation of California Air Resources Board (CARB) retrofit

approval (Attachment 5). C. Steady state data - unknown origin included in the patent

(Attachment 6). d. Energy Dynamics Corporation (Attachment 7).

14. Information Gathered by EPA:

a. Telephone communication with CARB to determine if confirmatory retrofit testing was done. It was, and the data showed no improvement in fuel economy or emissions (see Attachment 5).

b. Telephone communication with Olson Engineering to get specific HC, co, co*, and NOx readings for both ETPs and HFETs (see Addendum to Attachment 4).

C. Telephone communications with Mr. DeMartino of VK manufacturing on the nature of the data presented in the patent. He did not know the details but mentioned that this testing was done by the inventor, prior to purchase of the patent.

15. Analysis: The installation, while the estimate of one hour installation time appears to be quite optimistic, seems quite simple and straight- forward. No real problems should occur and it is estimated that any qualified mechanic or person with mechanical ability could complete the installation within 1 l/2 to 2 hours.

The safety aspects of the "EFS" device are not so clearly defined. While claims of 6 million miles of safe operation are impressive, the idea of spraying gasoline on a 600°F hot wire (as stated in the patent) may be very unsafe. Gasoline vapors will ignite at 600°F if the Air/Fuel Ratio is suitable for burning. Under conditions where the wire is heated but

the engine is not turning (example: defective starter) and fuel is injected into the carburetor (example: accelerator pump utilized), the possibility of having a fire is very real. No data was submitted on the safety aspects of the device.

The Olson test data for the HFET appears to be questionable on the CO readings. The value of .07 gms/mile is extremely low for a 1975 vehicle - especially when there was not such a reduction in CO for the CARB testing.

While the Olson data does demonstrate a lowering of HC and CO, the fuel economy stayed the same for the vehicles tested at CARB and Olson, The 3 percent gain on the Olson HFET is well within test-to-test variability. When it is noted that the Olson tested vehicle was supplied by CK Manu- facturing, Inc. and adjusted by VK Manufacturing, Inc., the lack,of fuel economy improvements demonstrates the lack of suitability of this unit to improve fuel economy.

16. Conclusions of EPA Evaluation: The fuel economy results for tests performed at Olson Laboratories and at the California Air Resrouces Board for both the Federal Test Procedure and the Highway Fuel Economy Test indicated no improvement in fuel economy for the "Environmental Fuel Saver." The Olson Laboratory test data indicated that CO emissions were reduced substantially in one test, the HFET, but it was not possible to determine if that result was due to the "Environmental Fuel Saver" or to the leaning of the carburetor as required by the installation instructions or for other reasons. A similar CO reduction was not indicated by the California Air Resources Board data.

The data submitted with this application does not substantiate the claims of improved fuel economy and reduced emissions, made about the "Environmental Fuel Saver." There is no need for the EPA to design a test program to further test the device.

List of Attachments

Attachment No. 1 Device Description Attachment No. 2 Application Chart Attachment No. 3 Installation Instructions Attachment No. 4 Olson Engineering Test Data Attachment No. 5 Documentation of CARD Retrofit Approval Attachment No. 6 Steady-State Data (unknown origin) Attachment No. 7 Energy Dynamics Corporation Letter

. . . . . --- --- _.-. ..--. - .

.8 Page 1 of G - . ’ .

. 4.: . . .

. . .-. . .

- .

l? e.... the smog now encountered in ‘many major citkes is largely the. -

result of pI;otochw~icnl reactions involving unburned hyc1rocarbon.s from automobile exhausts. These unburned hydrocarbons are also responsible - for inefflcicnt engine operation, in that carbon deposits are formed on the walls of combustion chambers. i . I : ..'

Thus, with existing internal-combustion engines, -a measurable portion'of m the fuel supplied there to remains unburned and is discharged. -*l'his not only results in an uneconomical. engine operation, bu!: it also contan&ates

_

the atmosphere. ?

In view of the foregqing, it is the main object of-this invention to provide an improved fuel atomizing unit serving to homogenize ancl heat the fuel mixture fed into the combustion,engiue or hurncr so that complete combustion thereof. 'takes place, thereby making maximum use of ' available fuel and xainimizcng the emission of unburned fuel constituents-"

*I . . . . the unit is constituted by an electrical element placed between _ - a pair of spaced mesh screens to define a permeable assembly having a ’

-pocket therein. The assembly functions as a restrictor in the conduit .r whose impedance-to flow is in the order of about 1S to 20 percent, whereby the screens intercept and gtomize the droplets, creating a '. suspensiorkof minute fuel particles in air to produce a downstream mist or fog which is forced.by the restriction to +sume a vortex-like flow pattern. The heat supplied to the pocket by the heater is sutficienc to raise the temperature of: the fo g in the output of the unit to a level. conducive to complete coibusion wh&n the fog reaches the chamber, thereby minimizing fuel waste and the e'missiou of pollutants.

For a better understanding of the invention . ..w. see the accompany+ng drawings:

Figure 1 is a schematic sectional illustration of a carburetor. coupled in a conventional manner to the intake manifold of an‘ internal combustion engine. .

l

Figure 2 is the same as Figure 1, save that an atomizer unit in accordance with the invention is interposed b'etween the carburetor - and the intake manifold.

Fig-me 3 is an exploded view of one preferred embcdT.m&st of an actual atomizing unit of the'single assembly type in accordance with the invention.

Figure 4 is a perspective view of the acutal unit,

.

I

. -

9

. . . -. Figure 5 is a section taken through the Gngle assembly unit. in the plan indicated by fine 5 - 5 in Figure 4,

Figure 6 is a perspective view of a .dual assembly atomizing unit.in accordance with the iyvention.

I ,Figure 7 is an exploded view illustrating the manner in which the

dual assembly is interposed between a standard carburetor and a dual input intake manifold. .

. .

It is well known that under certain circumstances the introduction of a restriction in a flow conduit may change the character of 'the flow and. influence the downstream flow pattern. Thus, while in the absence of the restriction of air flow pattern is essentially laminar, the presence of the restriction results in downstream.turbulencS~to create vortices. . . . ; ..- . .

The reason the downstream vortices produced by*the'.~tomizing unit is . . .

. beneficial is that these vortices effectively prolong the path between the carburetor and the combustion chainbers in the cylinders and'thereby

*. lengthen the period during which heat is absorbed to volitize the fuel ' . . . . . the heater is adapted to elevate the temperature of the fog to a level conducive to the full violatization thereof by the time the .fog reaches the combustion chamber."

., . -... 2 .' . -

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,

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11

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.

-

B u YEAR LiODEL 0 F OUR

L G ti0.

A!l?ERI CA.2 h’,OTORS

6 CYLJHDEJI

1gtio.i: lS5.199,232. . 255 EnZ.. . . . 1 C.H B20

8 CYLJJJDEX

196077 287.2’30.303.327. 343,350 Esq. . 2 C.H c30

19w77 230.3?7.333.~GO, 390.401 Eng. . d .C.H IV0

BUICK 6 CYLINDER

lBi?+3 193.225 Eng. . . 2 R ES0 19W-65 225.250 Eng. . . 2 R 820 : c&;.(;: 133.225 Eng. . . 2 R ES0 19&R-77 225.250 Eng. . . 1 R B20

J! CYtlHDEJ?

lqi?.G3 LeSa!xe . . . . . 2 R F60 13W6: 300.340 Eng. . . 2 C.R F6O l’?ii;.:7 350.400..425.430,

455 Enc. . . . . 4 C.R Ha0 l’X~.X 350 Em . . . . . 2 R F6fI

Call Li.AC :567-77 AJi . . . . . . . . 4 C.R HBO

CHEVROLET PASSEKGER 6 CY LMCER

0 u YEC,.\R.

0 M #ODEL B F OUR

YEAR MODEL -OUR - L c Ho- DF HO . - *

~-

CHEVROLET (Continued) 1968.77 327.350.336.

400.402. 427.451 Eng . . 4. C,R H60

1963-77 30! Eng . . .* . . 2 R ES0 1969-77 327.350.395.

400 fng. . . 1 . 2 R FGO 1970-77 350.395.402.

454 Cng... . . . 4 H I-1 I

1975.77 305 Fnq 2n. F60

CHEVROLET IFlUCK * 4 2. 6 CYLIXDER

1963-77 191.230.25C. 292 Eng. . . . . 1 C.R 820

t CYLJHDER

196G67 265.283.322,

327 Eng. . . . se 2 C.R ES0 1966-77 345.350.

366 Eng. . . . . 2 R FCO 1967-77 366 Enn . . . . . A H 1’1 1

1963 396 Eng . . . . . 2 H F61 1969.77 3C3 En2 . . . . . 2 R E50 1963-77 i?? fq . . . . . 4 11. I’, I 1969.77 350.3%.

:c2 Elld. . . . . 4 C.R ii3G 1975.77 .1nr> Fnq 2 c FCO

CHRYSLER & k:?ERIAL 1960 6.1 AlI . . . . . . . . . 2 C D-40

lPG!l. :7 3Go.3.%.3. ;;y, (‘,I _1 . .‘%. . . . . 2 C.H .ff,l

1 !It;l, :; e&l L.:q . . . . . 4 c 1 I!10 1:+,x. 7: 3C? L I(- , . . . . 4 c IV I

lt)h7-17 4:x) tr,g . . . . . 4 C.H 1.1 :

--*.--- ** ----

DODGE PASSEM 6 CYLJJdDER

1960-7: 225 Eng ***** 1 C.H A10

8 CYLJHDER

1960-77 3E0.361.333. 403 Eng. I * * * 2 C.!l F6:

1962-77 273.318 Eng . . 7 C 040 J9GG.77 2?3,?.10,3g3.

4X Cng.. . . . 4 C r” I

DODGE TRUCK 6 CYLINDER

1951 77 225 Ene . . . . . 1 C.H A10 .

t CYLJ:!DER

196OGJ 413 Enp ***** 4c 1-1 1360 77 273.313,

318 Eng.. . .: 2 C.S d;O 19GO.;7 360.361.383, ’ CJI,

413 Et-q.. . . . 2 s F61 1959-51 413 Eng .***. 4 H 1’) I

FORD PASSE;iGER 6 CYLIHDEJr

1965-69 240 Eng (Ext. ‘66.G~t#iS.Y.) 1 H e;3

1955-74 240 En2 . . . . . 1 ‘2.F 620

I CYLJHDER

1963-m zM).299.302.351, C.J? 390.429 Eng.. 2 F a0

l!Uv77 352,3’M;42& 229 Eq. . . . . 4 H.F I’D0

1371 35 JC.35iw,331, 4J3.4?3 Eng. _ 2 H CX

1911 i,’ 302.331c. 3’,lV.3’)0, 4OO.423 Eng. . 2 F C?!

19?1 302 Eng . . . . . 2 H c30 1372-77 479 En,: . _. . . 4 F JlC.3

C - CARTER i-t - t:OLtEY R - RGCtiESTE2 . S- STRO:K3S%G F - FORD (:.totorcrail)

Bfi31XO FOriD TWX (htiuxd) . MERCURY . .

E C’:~1:IDER IS6871 DJO

1966.71 239.x2 Eng. . . 2 H cio 302 Eng . . . . . 2 ti a CYLR)DER

1970-77 401,477,

:cr,r, :: 2~3.~12 Eaz. . . 2 F CT33 534 Ere “. . . . . 4 H 1960-76. 292.351.352. .

I’fiO, IYI

3SO,ml, . ’

F;;I !L%ii/TO:I !:o 429 Eng.. 2 C.F . . . C30

6 CYLIHDER

E.?.!.C. TX!CK 196G62: 352 Eng .._. . . 2N cl0

-: 1361-77 352.390.410, I’#0 .’

1953 25C’ En.g . . . . . 1 H 820 4 t 6 CYlJ”DER 1. : 428,429 ESQ.. 4 H.F

1959.77 250 Eng . . . . . 1 C,F B?o 1960-63 351.401, ,g;*-7;

351,330,4cO, s CYWIDER

478 Gig.. . . . 2 5 F60 423 Ew. . . . . 2 H ‘c31

1961-69 305C.D.E Eng. . 2 5 ES0 1371-77 429 Eng. . . - . 4 .F JIOO

1352.7: ?M.X¶.302,‘jl. 1564-73 153.111-1.:?3. 3itO.400 Eq . . 2 C.F C30

CG:.!ET/ZM-EGO 250.292 Ena. . C,R 820

i970 332.351C Em.. 2 H c30 1965-69 351.351E. 6 CYtl#DER

FALCO?i 35lC Eng . . . 2 S F60

1970 305C,351C Eng. 1969 1969-77 . 250 2M 81p . . . . . . . . . . . 1 1 C,F H Eng 820 020

8 CYWlDER w/ccs . . . . . 2 5 F60

195370 26r).2i:9. C.H. 1972-77 153.194.230, CO!JGix

i3io .

302 En& . . . . 2 F c30 250,292 Eng. . 1 C.R 8 CYLINDER .

!s%VEFXii 8 CYLIKDER 1963-77 260.28w2. 351.3?0 Eng. . 2 C.F c30

196&69 327.350. 396 Eng. . . . . 4 C

Igil- 351 Eng -.... 2H C31 6 CYLIHOER H80 1971-77

1963-70 307 Eng . . . . . . 2 R 302 Errg. a.. . . 2 H c30

1971-77 250 Eng . . . . . 1 C B20 E50

8 CYLIHDER 1969 366,427 En3. . . 4 H 1’) I OLDS.1 CZI LE.

F60 1971-77 302 Eng . . . . . 2 ti,F C30 1969-77 350 Eng . . . . . 2 R . 1971-77 366,427 Eng.. . 4. H IV1

6 CYLIllDER

1363.77 225,250 Eng.. . .I CJ? B20 f!‘,USlW G

6 CYLIHDER 1 .H.C. TRUCK 8 CYLIH-DER

1969.77 25$ Ens . . . . . 1 C.H.5 F.Xl 1S63-77 330.350.394,

1966 BD2aZ,BG2Jl 1 H A10 400.425. 8 CYLIHDER 1966 V-329 Eng . . . . 4 H iv1 455 Eng. . . . 2 C.R . F60

1965-77 2EQ,239.302. 66 63-77 RCh450 Enp . . . 2 H F61 rljtifi-77 330.350,200,

351 Eng. . . . . 2 C.F C30 1966-77 V-266.V-3%. . 425.255 Eng.. 4 R HRO

1969 302 Eng(Bas) . 4 H.F IVU V-335 Eng . . . 2 H c30

IS70 351Eng . . ...2 H c30 1968 v-30-a: BG-220, PLY :;WI.H 1970 302 Eq . . . . . 2 tt C:O 265 Eng. . . . . 1 Ii A10

1968-76 V-549 Eng . . . . 4 H lull (Ehrractida, Valiant) 1971 302 Er;e . . ...2 ti c30 1971-77 351C Eng.. . . . 2 H.F C30

1968.76 AD-406 Eq . . . 2 H F60 6 CYLIXER .

AI0

I,%‘-77 302, 35lW Eng . 2 F C31 196971 ‘f-3% Eng . . . . 2 C IV I 1960-77 225 Eng. . . . . . 1

1969-77 196.232. 0 CYLiiiDER C,H * 4 CYLIHDCR KllO 258 Eng. . . . . I H 820 :962-77 . 273.318 Eng.. 2 c, DJO

1969.77 V-392 Eng . . . . 4 H IV I THUXlER3!RD

ISG~-;i 3fXJ.361.383. 1X19-77 RO-501 Eng . . . 4 H 1 ‘t 0 4NEng.....Z-C.H F-61

1961.77 390.428.429, 1970 v-5b9.V-220. 1966-77 273.340, GOEng..... 4 H.F IV0 VF-200 Eng . . 4 H IV1 . 383Eng..... 4 C I’? I

197ck71 v-401.v-A61. 1967-7 400,426, 476 Eng. . . . . 2 H F61 440 Eng.. . . . 4 C.H H P’J FORD TRICK 1972.77 V-473 Eng. _ . . 4 H iv0 -

19??.77 v-401 Efy . . . . 4 H 1‘) I 6 CYLIHDER K?$!ilAC (FircW, Tmqtj

1965-69 740,2i,2, 4 CYLlHDER KllO

300Erq. . . . . 1 H B20 JEEP CORP. (Xi I I ys) 6 CYLItiDER 135c.77 145.110,2~0. 14:7-65 230 Eng . . . . . 2 H D40

lg&s.;; 215.230.

2:0.250.262. 250 Eng.. . . . 1 C.R BZI 300 Eng. . . _ . I C.F 020

19% 76 225.226.230. C.H. 232.258 Enq. . 1 R 820 a CYUHDER

I cYLI:!D=P L . 66.67.71 125 En2 . . . . . 2 R ES0 l!-K3-i3 326,350.389. l!;:d :: 2’X?,3d:.333, Gs,:&71 359 En; . . . . . 2 R FL3 400.455 Eng. . 2 C.R F6Q

331 ?1,?.:3 . I ttlt;B 7: 353,4cg,42a, 351.3’A3 Enc. . . 2 F c30 - 455 Eng. . . . . b C.R HRCI

19iaGI ZS.‘.3.‘2 il c30 Lng. . . 2 LI rxotll l!m . Tenrpcsl. Firrbtrd: ,,.,*;1 ;, 7?::.332*3!J2, 1”Cr) 6; 4;‘o Es;: . . . . 2 c c30 350 Eag. . . . . 2 R ES0

3m..M1, 1’111:1 7; 4?0,4co+ 1’.)7l.T7 Veilt\uilIt:

ji.0 Id;. 2 tl c31 45 Er.g. . . . 4 C.M 1’10 . . . . 350 kg. . . . .’ 2 R ES0

-- .-__ J lt-!f -. _--_.- .--.. -..---I_-

c - c4nrrn I Lt.1~01 iv n- k:C)cHFSYER s - sTRo:.g3E;iG F - FOFfD (:alotorcrnf~)

I”

FOR!4 -!63 (f IVE P!.RTS) .

.

CUSSlFICATlrZY / t'3OEL b APPLICATION I:INX l * . . . . . . . . . . . . . . . . . . . . . . . . . l ~.~.~.*.~.~.~. . . . . l . l + *. . l . . * l . . . l . . . . . . ****be* . . . . . . . . . ..-......-........

.

; . .

4.

l

COSTAIX 5 ?A215 OF F3Zv ):63 Tk!S MDEX SUPERSECES ALL PRlVIOUS i IS CFFiCTIVE 411178

.

.

.

THE ClASS!FICATIOS Oh POPULARLTY WI%. OF Tt!i PAZT SWERS Ix TNIS ----

LlSXb IXE CASED Cl SZES TREXJS h%l DO ilOl JECCSSiRILY ZEFLLCT RiG- . .

1QPL PJP~IIARITY. .

THE LOCAL K%Wl WJST BE TM FACTDR 'i'ltti OfTiltISES ItIE PMT iWlitERS

TO SC CARRIED I:r YJUR STOCK.

1973 SK :XIUF'CTIJRI:G " I!IC . .

.

E.F.S. - :;a.

*a. Pass 6 ijl. 65-77 t2S Eng. 1851. (C-h kr. Trk. t CyI. 61-77 ZZS Er.q. 1851. (C-H I.H.C. Trk. 03-262. FG251. En9. 1556 1831. 0:) . I.H.C. Trk. Y-13:. f;-Zt3. 25s. cng. 195s 1 6’31. (3) Ply. EITTICY?~, Y:llant 6 Cyl. 60-77 225 Eng. 1 231. (C-t!)

h?c 6 Cyl. SO-77 195. 199. 232. 253 En9. 1 e51. (C-U) aui:i 6 Crl. 61-65 225. 253 Enq. 1 631. (Rl

.

Ju!:t 6 C;l. 66-t? ZiS.~ZSO En91 1 Ebl. (P-1 Cher. Past 6 Cyl. 63-77 134. 233. 25.) Enq. 1 3~1. (C-R) Cncv. Trt. 6 Cvl. 5 4 Cvl. 63-77 1SI. 233, 250. 232 En;. 1 631. (C-R) Ford Pass 6 Cyi. 65-63 i:O Eng. EAC. 63-69 G/ST 1 SSl.-(3) Fwd PdSS 6 Cyl. bj-?c 243 fnq. 1 i51. (C-F) Ford Tartno & Cyl. k769 250 in). 1 E51. (H) Ford Tarino 6 Cyl. Sg-77 253 Eng. I-.31. (C-F) * Fcrd :!avsrlct 6 Cyl. 71-77 253 CnS. 1551. (C) Ford ?(urcang E Cyl. 69-77 250 Eng. 1551. (C-H-F} Ford Irk. 6 Cyl. 68-69 240. 262. 333 En9. 1 831. (H) Ford Trk. 6 Cyt. 64-77 1:). 173. 2m. 230. 253. 262. 33’J Eng. 2 C51.

G.H.C. Trk. 215 Cyl. 64-70 153. 1%. 233, 253. 232 Erg. 1 6bi. (C-R C2l.C. Trk. 4.~; Cyl. 72-7? 151. IS;. 2J3. 250. 232 Enq. 1 Cbl. (C-R

c

I.H.C. rrk. 195. i32. 259 fnq. 63-77 1 63). (II) Jr~3-:rlllvr 225. 225. 2 39 . 212. 253 En?. 1 Pal. 64-76 (C-t;-.?1 ret-c. cC7h:/:lontt~o 6 cyl. 1959 255 Eni. 1 a>t. (H) - Ydr;. i~c.ei;:‘c:,:c~,~ 5 :,,‘I. $‘I-?? 253 tzj. ! :>I. (C-F’

' Olds Pars 6 Cyl. 64-77 225. 253 Er.7. 1 651. (C-5') PCS-IL. Flcc:frd/Tcrpe,C 6 Cy1. 6:-71 21s. 233. 2SJ Eng. 1 az.1. (C-R)

:uC 5 Cyl. 61-71 2p.7. X3. 35'. 127. 32. x0. Enq. 2 651. (C-H) fsrc Pass. & Cyl. 63-75 263. 2:3. 22. 351. 3X. a23 Et-q. 2 Zd.

(C-W) ford Parr. a Cyl. 19:X 3jlC. 35l’J. 370.295. 429 tng. 2 tsl. (H) ford PJrr. 8 CyI. 1971 3x En;. ? ?>I. IF) Ford Bronco 3 Cyl. 65-71 233. 11 Cnq. 2 851. (H) IarJ :~JZICO C Cyl. Co-71 2l:i. L? E::,;. 2 ?>I. (f)

. . . . . . . . . . . ..~........-............--.-................~.........~......

YC%8 N. IV. 3rd Stred 0 lloflondclle. Ncfi& 33029 - (33.5) 45S-D .

. . 17

4 t .

E.F.S. ho. *

F-60

2- a.4aail.

F-61 ,

2. caaiti1

E.f.S. - .w.

c-31

2. G.%?il

347

2- ti7aEL

. . .

; PART 2 FOF?! 463 . L%flcrIYt 4/1/7a

chcr. PUSS. 6 CYI. Ea.77 317 he. 2 ~91. (2.1 SUPLFJECiS ALL PIEYIOlLs Chev. Trt. 8 Cyl. 69-57 2:s. IS). 322. 327 831. ChCV. lrt. 8 Cyl. 65-77 x7 Lq;. 2 Ebl. (3)

Eng. 2 (C-R)

LX Trt. CL6 Cyl. 61-63 33X. E. 3. En s. 2 tbl.

Jead'MlTfi 66-67 b 71 225 In7:;Z 851. 1

(S) * lxc 'Irk. a Cyl. 6d-73 331 En-J. 2 651. ?) ;

(a) .- hot. ffrcblre/Tnnpot 8 CyI. 1361) 31'3 En;. L 551. (R) Font. ven:urs e Cyl. 71.77 IjO hg. 2 ebl. (R) Bulct 6 Cyl. G-i7 133. 225 i<. (a) 2 651. Chtv. P1SS. 8 fy). 65-69 261. (R) 327 Enq. 2 Bbl.

.

Bsict/LrSa~re 9 Cyl. 62-63 2351. (R) Culck 6 Cyl. 64-57 X5. 3:!l Eoq. 2 651. (C-R) buict & Cyl. 68-77 359 hq. 2 Wl. (2) Chew. Pass. a Cyl. 69-77 317. 359, 336. NO Eng. 2 651. (2) Chev. FASS. 8 Cyl. 73-77 355 Eng. 2 591. (U) Cnsr. Trk. 2 Cyl. 66-77 X3. 350, 165 En Chcv. irt. 3 Cyl. 75-77 315 53. 2 351. I+

2 Bbl. (a)

WC Trt. 4X Cyl. 60-63 331. 431. 478 Enq. 2 Rhl. (5) %C Trk. 41t 31. 55-59 331, 35:E. 3;lC E*q. 2 651. (5) * WI Trt. 4X Cyl. 1370 13X. 35lC. Cn$. IICCS 2 Ebl. (5) C?:C Trt. t Cyl. 6%;7 320 Eng. 2 6bl. (R) IHC Trt. 65-G 73435 Ens. 2 aal. (H) Jecp/Gilly% 8 Cyl. 1455.75-Z? 3sJ En9. 2 EsI. (R) OlGs 8 Cyl. 83-77 335. XJ. S. GO. 425. 4% Enq. 2 521. (C-R) Pmt. FlrrbfrC/i%c+sc 8 Cyl. b3-77 326. 359. 3kk3, 400. 4% Emj. 2 Bhl

K-W

.

Cncv. Pars. t Cyi. 07-69 427 tn9./C(W,4hkP 2 051. (H) Chev. ?A. b Cyl. 1333 335 En;. 2 B>l. (h') Cary.lk-aeirl d Cyl. 65-77 X3. X33. 4X Cr.;. 2 E31. (C-H) :se. PJSS. 5 Cjl. 63.77 lJ3. Xl. 333. KC in9. 2 tbl. (C-H) 35~. Tri. i Cyl. iJ-77 Id,. 351. 333. 413 Lnq. C Lbl. (5)

._ :; ,.,. -. +<

. .., . : . .

. .

Kla. . .

PART 3 fU7.Y 453

Ford Falrlacc/Torteo B Cyl. 62-77 250. 263. 332. Xl. 393. 4.30 Eng. 2 631. (C.-f)

iord FairlanefTorlno i Cyl. :973 312. 3ilC Er.9. 2 9bl. (If) ford Falcon B Cyl. 63.73 263. 289. Xl2 Enq. (C-H-F) forj !.!averlci S Cyl. 71.77 332 Enq. 2 851. (Ii-f) Fcrd Y-S:WJ 6 Cyl. 65-77 26.J. 2;3. 312. Ii1 Eyt. 2 Sal. (C-f) Fore Huscrng a Cyi. 13i.l 351 Enj. 2 B>l. ()I) FcrC :!ustaclg a Cyl. 1375 X2 ing. 2 651. 00 iarC 'cu,cr.lg B Cyl. 1371 302 inq. 2 &>I. (t!:) . fd tam9 e cyl. 71.77 35:~ bg. 2 501. (H-F) Ford Trt. 8 Cyl. 232. 332. 3). 332. 152. 13. 351. 390 Ens. 2 651.

Ford Trt. B'jyl. E3.6: 232. X2 Cng. 2 Dbl. (H) I.H.C. Trk. 65-77 YiSb. Y333. V3S5 En

9 . 2 6Bl. (H)

Lll?coln 2 Cyl. 63.52 42.1 EIq. 2 :!J1. Cl Yerc. B Cyl. 60.75 i;?,Jjl. 3i2. 330. 4,X. 423 Eng. 2 Ebl. (C-F) %src. ?. C./l. to-i? 352 Enc. i 31. (H) ZV~. Co& 8 cyl. 63.77.23. 2S,~lj2. J>l. 313 53. 2Sbl. (C-F) %erc. couqer 8 cyi. 71-77 312 Enq. 2 Ehl.(E:') Ford !!~SSZr..- CcL.rr !! v-5 171 r:;. 2 ESI. (F) k-7? 3

LfFECTlYi 4/l/78 SWi.USEDfS ALL PIEYIO’JS

n

Ford Pasi. & Cyl. 71-77 33?. IjlC. 351~. 1%. 403. :a Eng. 2 6b1. (F) Ford &scang 6 Cyl. 72.71 3:t. X-1: fnl. 2 ibl. (F) fari Trt. 8 cyl. 62-77 313. 132. X2. 353. 151. X3 Eng. 2 Ebl. (H) Yerc. PISS 8 Cyl. ?;-77 3>1. 113. :33. 42) Er.9. ; :>I. (II) v'~rc. cougar 8 Cyl. 71-77 351 Enp. 2 E:l. (H)

;

. .

. .

.

18

CLASS

.- .

E.f.S. 60.

T-61

2- EARaiL

K-119

2- !saa

I-X3

4- !i.%l?.EL

E.T.S. Kl.

J- A03

4. 6XI’EL

P50EL

IHC Trk. 8 t/1. l?c6/63-77 m-453 Inq. 2 Cbl. (Ii) IHC Trk. 8 Cyl. 7-l-71 WI. WI. c7a Cng. 2 951. (H) Ply. E~rrrcu2~IY~llrnt 8 cyl. 63-77 403 2 Bbl.

(C-H) 350. xl. W. Eng.

Ford Xusrang 4 Cyl. Pmt. Flre~irC/Tec+xst 4 Cyl.

.

Evf?+ 9 Cyl. 66-77 351. 453. 425. 433. CSS tco. 4 631. (C-R\ Cadillac 8 Cyl. O-77 CLL 4 Sol. (C-AI

_ _ , , _ - - . , . - , f&v. Pa;,. z; Cyl. 65-69 357. 327; 3%. 427 Cn9. 4 Cbl. (iI) Chcr. Pass. 6 Cyl. 66-77 327. 350. 335.

c Lb1. (C-RI 400. (OZ. 427. 454 Eng.

_ . . Cher. Trk. 3 Cvl. 5S-77v350. 336. Cil? Em. C ht. (C-R\ CJlry. rm,rrldl-C :yi. 66.77.4w i.9. 4 c51. (Cl . . . CYC Trk. 8 Cyl. 68-69 327. 350. 335 tnq. 4 Cbl. (Cl OlCs 8 Cvl. 66-77 333. 35’3. 400. 4%. i5S &I?. C Ibl. CR)

LYC 8 Cyl. 63-77 2%. 327: 343.360. 330. 401 Eng. 4 tbl. (C-H) ForC 7ass. 2 Cyl. G-77 la?. 330. 423. $23 Cn9. 4 6bl. (H-F) forC/Thu+?erblrC 8 Cyl. 61-77 313. X3. 429. 4% Enq. 4 6bl. (Ii-F) Fcrd/Ilus:m~ 6 Cyl. l.163 KISS 332 Er.9. 4 631. (H-f) For; Trk. e C-/l. 73-77 401. 477. S3J En c COI. (I!)

t

.

1% 1-k. E Cyl. 58.76 V549 En9. 4 !>A. )I) IHC Trk. 8 Cyt. G9-I? X531 Cnq. J 651. (ti)

,

WC frk. f! Cyt. ?2-77 V47a :ng. 4 Pbt. (I+.) ti1~0~n a cyi. 63-77 433. 463. 452 h9. z ml. (c-F) Eerc. Pars. 8 CyI. Sl-7? 352, 133. C15. 428. 429 fn9. 4 tbl. (H-F)

Chcv. Pass. 8 tyl. 73-77 350, 335. M2. 454 En9. 4 851. (fi] Chrr. Trk. 6 Cyl. 67-77 355 EWJ. 4 Cbl. (;I) Cbr. Trt. 8 Cyl. 63-77 427 En9. 4 til. (ii) ChryJt~scrlal 3 Cyl. 65-77 3SJ Ln;. : Ebt. Chrj./tc;crlal 8 Cyl. 67-77 4.33 in?. 4 E>l. I%i, be. ids%. E Cyl. 66-77 273. 3:O. 323. 426 Lq. 4 tb1. (C) r.e. Trk. R Cvl. 63-63 413 Ens. .I 801. (Cl C,r. Trt. E C;l. 67-71 :I3 fr.j. : 5~1. 01)

*it’d me. a cyl. 75-77 :ol. 477. 534 En+ 4 ahI. CYC Trk- R Cvl. 1359 315. 427 Enc. 4 E31. ()I) G’!t Trk. E (51. 71-77 Xi,<27 En;. a E>l [H) WC Trk. 8 Cyl. 1955 V3ZY En9. S hl. (I:; IliC Trk. 8 Cyl. 69-71 VU4 fn9. 4 631. (Cl WC Trk. 8 Cyl. 69-17 V332 Enq. 4 51. (21 1%; Trk. 1973 1’543. YIZJ. VF230 hq. 4 6b1. (H) IHc Trk. 8 Cyi. 72-77 ‘i&31 fV7. 4 abl. (H) Ply. aarracocal Vallrat 66-77 273. X3. 32.3. l~9. 4 Ebl. (C)

ford Pass. & CyI. 72-71 42Y Ep9. C 611. (f) Lln:oIn 6 CyI. 63.77 413. :%I. cc2 b-1. : Czll. (C-F) twc. Pd$S. 6 Cyl. IA-77 423 fnq. 4 c31. (1)

.

.

PAaT 4 FOPA 463 EFFECTIIE 4/l/73 suPPLRSLDs Kl. PREVIOUS

. .

- .

. .

PART 5 FOm 463 EFFECTtVt 4/I/73 SU?iRSEDiS ALL PREYIOUS

,

A-l@

.

i

‘\_ . L.F.S. - ~010. M3EL A??lIcKTIo.~

. . s

A-10

l- BARRE4

Cqe. PISS 6 Cyl. 63-77 225 En). 1Zbl: Cge. b-t. 6 Cyl. 61-U 225 hp. ID-51. I.H.C. Trk. 80.28.1. K-241. En9. 1956 1 abl. (Y) I.H.C. Trk. V-PI. I;-220. 265. Cng. 1353 1 6bl. (H) Ply. Errracuda. Yaltrnr 6 Cyl. f&7? 226 in?. 1 631. (C-HI

1 1 . - .-

B-20

I- @.ARQEL

I_--

B-20

MC 6 Cyl. 63-77 136. 193. 732. 253 Eng. 1 fibI. (C-H] Buick 6 Cyl. t4-65 225. .?SO in?. 1 $31. (2) Buick 6 Cyl. 65-77 Z25..2X1 In.;. 1 Lbl. (R) iher. iasr 0 iyl. dj-77 1%. 233. 253 for). i E>;. (C-t) cnev. 72-t. 6 Cyl. d < cyr. 5sr7 194. 223. 250. 292 Ens. 1 e51. (C-R) fcrd P~LI 6 CyI. ti-b9 i&l Eng. EC. 66-69 U/ST 18bt. (II) ford Pass 6 Cyl. ES-74 2:3 Enq. 1 Ettl. (C-f) ford TorIns 6 Cyl. US9 253 Enq. 1 8hI. (H) ford hrlno 6 Cy1. 6%?T ZS'I Enq. IEbl. (C-f) ford .'werlck 6 Cyl. II-7? 253 hq. 1631. (C) ford hs:dnq 6 Crl. 6%?1 253 fnp. lbl. (C-H-f1 fow :r;. C Cvi. El-i? 2:3. :iZ. NJ En:. 1 fial. (H) ford rrt. 6 cyi. il-?7' 144. 17J. ZXJ. 240. 250. 262. 330 CIrg. 1 CDI.

.

i ,. ; . i if’ \ f

F-61

2- 64vlEL

IXC Trlr. R Cyl. 135c/aY-l7 m-450 tlq. 2 651. 00 1% Trt. 8 Cyl. ?+?I VW. V451. 47s Cn3. 2 Ebl. (It) Ply. EsrrccudxlValirnC 8 Cyl. 63-77 360. 361. 353. 430 fng. 2 8bt.

(C-H)

f-61

I

Chcr. Pass. J Cyl. ‘a?-b9 421 Cr9./:J3.43ikf 2 651. (H) Chcv. Trt. o Cyl. 1968 336 Ln9. 2 e,l. (H)

z- C.xtEL Cnry.~lr?~rl~l h Cyl. 65-l? 363. 383. 433 In;. 2 h>l. (C-H) pp. FAIL 6 cy1. XI-77 353. 361. x%3. GO tq. z b51. (C-H) xc. Trk. R Cyl. GO-71 350. 361. 333. 413 Cnq. t tbl. (5)

.

D-40

i / i-h L I / / k. /* I . --I .-

\O - . ._ -

22

.

Chw. Fess. 6 Cyl. 77-71 3.3. 3:E. 112. 454 ha. 4 bl. (51 ca-r. lrb. 6 Cfl. 61-77 1.: inq. 1 i-1. (h) :r.cr. irk. 5 Cyl. CJ-71 I?l Cc.;. 4 t;:. (II) Chrr./l~~rrlul 8 Cvl. ri-7i ?31 fr.1. C E:l. (C) Cnn./lr:;erl:l 6 C,l. iI-:' 42 tq. 4 Eli. ii-t.1 WC. PJ\~. F: ?*I. $5-77 271. 343. iY1, 425 En?. 4 c'l. (Cl

. . I... ! '.I.. 4:. .., , C',. ,;j : '.i, .*, :. ! \

..,:. : 1 ; , I I I!. !r, . a..!: ,G.,, ,‘. ; .,.. ‘. t:,;. ;;:i ~

i ! * . . - . . . ..:

23

.

.

.

1 i t.F.S. !*'I. WXL A??L1CAlICY

erg- -- -w -.

a. -. 24 l

-I- ---y

.S?X L APPL 1cmw

hlct 6 Cyl. U-63 193. 223 Eng. 2 GSI. (E) ChLV. r’css. 6 Cyl. c&i? x7 II-q. 2 L51. (p.)

tker. ;rk. 6 C,:. 6%;: 255. ??I. 122. 327 Eng. 2 BI. (C-R) Cher. Tri. 5 Cyi. bb-;i I;? i.^g. 2 E>l. (R) GY’, TrL. 4% Cyl. e.!--I; xx. 0. E. Eqr. 2 6bl. (5) LVC Trr. 5 Cyi. 6;-70 LX i7;. 2 C51. (Rj I

.'ceD?:'lIl~s 65-27 J I! I?5 57;. 2 [al. (a] Pent. flrz~lro/T~7est 5 Cl;. 1359 353 Inq. 2 Sal. (3) Poflt. V.9cira a Cyl. ?:-)I jja hp. 2 6bl. (R) ?"lC\ c Cyl. s-i7 I)?. 22: 3;. 2 L>l. (R) hr. rcsc. Y ',,I. IL-ii 233. 327 Ins. 2 G51. (a)

-_

E.F.S.. fF-62 replaces / E.F.S. fF-50 / after iS?Z / VW1 73 -1 --- A_-_

25

. ‘. \ -5

-_ d.. - .-.s ‘>.

. ,-a..----.,..., .

c’ **

a ,’ i ! . .

I-.-73 -\ .

__,. . ..-.-. . - .- . .._.. .--- * *d

. . . . l

L- . \.

26

I

I --- -’ __ ---_- -. --- --.--e ---

27 Page 14 of 14

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H-63

28

ATThClr’ X!?T 3

l’nge 1 of 1

.

1. Remosa carburetor zir-cleaner. Disconnect carburetor gas-line, all the various vacui;m lines a,nd link-- yltc tzn.ttttioc :; carSurz:or. rcp!scir.g :I! 7z’tE2tt.3 !incr having cracks or showing wear.

2. Carcfuliy clean gaskci residue from engine manifold and botlom Of carburetor. Both manifold and carburetor must b? spoliess.

XWhen mantfold SCUCIS are present. carefu!!y press Environmantal Fuel Saver uni! (thin gasket faccing down. thr! one c!oscst !o wire mesh) on sluds. with circuit wires of the unit facing fcont toward rsdrator. In all casts. the sluds may need lo be BACKED OUT OF THE I.lA:!IFOLD a fewturns. This can bcdoneby using two nuts on one stud and brcling out the stud wtth the wrench cn lhe hottot-q nu:. (Ii (If no moniiofd sludj a:e pvxcnt. laaqw bolts are contained in this pxkage.)

4.This unit IS self grounding (sitver tab). Tlghten down all carburetor bolts or nuts together to achieve an e’rcn c!lstrrbu:ic:l of prcssure...unttl a tight seal is made. (per manufacturer’s s;)~.)

5. Reconnect carburctcr ~;as.-lme. 311 vacuu.m lines (making sure lhcy are repiaccd 2s they vrerc), and I~nk;lgc cannectlons to the carburetor. Unit wll add hcqht; make up the dtlfcrcnrc or: Ihechokc rod or tube. (I?o< pro*zided in packagewhere necessary.)

6. Run lead-wire Through .-,n np~nlng in ihe fire-wall and connect to accessory side of the fuse-box. The: c’::c p1~1qgcd into is “?li*:c” cr~ly when 11~ irjniflon s\~~:tct~ is turned on lo the run p:);itlon. (3,s IJOT PLUG INTO C?J YJIRC TtlAT 13 “ALIVE” ALL ‘I-HE Tlt.‘C.)

7.Tapc lead-wire on engine-stdc of fire-wall for sruport so as not TV hang free. making sure that fuse connoctlon’ is free of all obstructions and areas of excessive heat.

&Test for in-line circut connection. V.‘ithou: car running. turn ignition key to”on’ position. Line voltage shou!d read 12 to 13 volts. When motor is turned on. !inc voltage should read approximately 14.8 volts. Line voltage determines the amount of heal radialed from tire screens.

9.All vacuum-lines that arc open must he closed for adjustment. Start engine and let run unlil it reaches normal opera!ing !empera:ure. 10 to 15 minutes approximately, permitiing engma to stab:tize Aif* the Fuel Saver. Then. air-fuzl function should bo ” Icmcd OC;I.“tO insure !?JaXifTWn e!fiCienCy. flefT??ve plug and connect air-filter vacuum-line to carburetor. Replace carburetor air cleaner.

10:Rcconnect air-filler and all vacuum lines to their positions.

‘NOTE: IN THE EVENT OF F.IACFUNCTION. CHECK FUSE FOR ANY VAAIAFICE. FLEA% NOTE MOTOR COMPANY AND CHECK OTHER

SIDE FOF7 SPECIFIC INSTALLATION INSTRUCTIONS.

I

I .

.

29 .

. .

.

926’49

gr- liFZ f . VEHICLE EMTSS1ON TEST REPORT mm- --_

. ; DATE: June 13, 1

P+.JECT N& 61404 . - c;aj.i:~T IT i( ivi:-snt3fPc'tii~-ffj -fle; 111~ C_-__- - *-..i&~-~ _ . ..-= ._' * A!.1i)!~I~SS~~-~~ ICC;~ ?T '*I ._.__ _ .,p b p 3x:? strce-t - 'ti,7,?-12nd,?,le, Florida .- .---- yzoog we- Cl,JlZXT’S Ri!‘R1.;SE~TATIVZ i,i?, E. DcI~xr$~~llO ---.-.e.-. - --.-_..- - ..-- ----- _-.. ----------- VEHICLE : Chc.T?:olct YEAR : 1975 NODEL : Mon-Ex? Carlo -- LICESSE HO: GO1 WAP STATE : (-j-A TRAKNISSION: -dvsto CARBUXGR: *

. - BBL: 2

EHGTIS: NO. OF CYLINDERS: V-8 CID: 350 ODO;.KTER: START: 55'791 FIiSISH: 55332 TYPE TEST: CVS COI,D S!Q,RT PKCKXDURE USED: 19'75. pyp

DEVICE BRAND KAtGE: &:;eline DRY BULB TEMP: 86 OF b?rf- BULB. TnIP: 68 OF ‘B.4ROXETkR 29. 50 ”

DYN.rlXO5lETER INERTIA SET'TI1\'G # 4-500 ROAD LOAD H@RSEl'O:IIER SETTING 12.~7 FUEL ECOKONY RESULTS: (CMBON BALANCE

Indolmr,e Clear -' bXTl-loD

y.57 MPG TEST FUEL: . m

TEST RESULTS -HC * co NOX

0,55 gn/n. 6 w 77-gdm 1.65 _' gn/m. ,

COIb~*fE~TS: TIC? Trsf~ VP%? cl e Tutlc-un ~z:rczneters were ,sen'G *to - 2222&CerC?r_s \s?r,cl;j.,r,i,czitons np22j.or to testj..nz,

-.

---A-_

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.

‘s . , a. ..(

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30

.

'\'EI-'.S.CT,E EM'ISSION TEST REPORT -c------ -__--- DATE: Juneau

j?.ROJECT NO: 6-M+1

VEHICLE : Cj';rjv~olet- YEAR: 1975 NODEL: '>Zonte Carlo ------ J,ICE%E 30: 607 ITA STATE: CA - . TR~~~~S~~TSSIG~~:duto CARBURETOR : * BBL: 2 EKGPKE: KO. OF CYLItiDERS: V-8 CID: 350

ODO;b'IETER: START: 55839 FINIS!k 55850

.TSPE TEST : cvs Cold start -- --- FROCEDURE USED: 1375 %TP DEVICE BRAND NA>fE: Environ-unen"ial Fuel Saver (E.F.S.) --- DRY BTJl B 2 Tl;NP' .I a 34 OF WZT .BULB TL3lPt 66 OF 'B4T\OXZ=TER:2O 83' ,'L- DYNAXCPIETER Il\'ERT%A SETTING # Ai ROAD LOAD HORSEPOXER SETTING 12.7

FUEL ECONOW RESULTS: 13.57 MPG ns*r FUEL: Indolent Clear (CARBON BALANCE IXTHO~~ .

nzr w5wrS HC co NOX -

0.45 gdm- 1.86 gdm. 1.36 gm/m. 9

C 'XIXENTS : The E,F,S, Device was installed by the clients rc~resen-ta- A and 'ihe wne- up SnecFXicakions were rc-confirmed by 0x1 l?ersonel, L -

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31

Huntington Beach, Ca- 92649 (714) 894-9875

HIGHWAY DRIVING CYCLE FOR FUEL ECONONY CALCULATION SHEET .

PROJECT NO.: 61404 DATE:Jurre ?T,, -?

CLIENT V,K, Manufacturing, Inc.

VEHICLEr,7,evro~2-i; MODEL Nontc c~-~I.o YEAR 1975 -

LICEXSE KO.: 601 FA? STATE CA ODONETEB 55805

1.

2.

3.

4.

5. .

6.

K, 7 0.06733 (PER NILE VALUE) (10.2r;Z EIILES)

665.31 MI’f HG

‘rp c 460° + 11o OF = 570

‘0 R

L-

‘361 Al -’

A. MC M.Lss = vpJI* X 16.33 X COXC X 1O-6 X 0.865 = O.l~i7

B. co l\l_r\SS = %1x x 32.97 x CONC x 1o-6 --

x 0,423 = I.150

c. co2 ?tGS = vEIIX X 51.85 x COF!C i 100 X 0.273 = -W-.529

XXXXX;A+B+C= 20-90 'MPG FUEL ECOXW-Y 212-I

p-f-i 0~ -- to test.

--

32

!iuntington Beach, Cam 92649 (714) 834-9875

HIGHWAY DRIVING CYCLE FOR FUEL ECOXdEN . CALCULATIOS SHEET

PROJECT NO.: 61404 DATE: JWUe 15,' 19 . CLIENT ~a, TJ;a,nl)-f>cmq TEC,

VEFXCLE Chevrolet bfoDEL Non-te Carl.0 YEAR -1975

LICEXSE NO.: 601 ~4-p STATE: CA . OBOKETEZ tj-srs

1.

2.

3.

4.

5.

.

6.

K~ z 0.06783 (PER MILE VALUE) (10.242 MILES) . .

pP = BbAK

L

29.87 JwiSS (l^lc?rtr7-

x 25.2 l r' 51.3 .’ -

J

x 1.868 A . pElzTmss (Lb4 ki20)

I- I, 6G 87 3. MM HG Tp = 460' -i 110 OF s . -OR. .

I-F v?m = 11. t p 66?,87

iJp 570

11 *&z&r *:qs---+&y

7,60,52 '. A. HC T.IASS = vNIx X 16.33 X CONC X 1O-6 x 0.866 = 0,061

0.03 B. co MASS = %1X x 32.97 x coxc x 1o-6 x 0.429 =

c. cc2 x4ss = VPIIX x 52.85 x CONC ; 100 x 0.273 =-l12.572

ymii%t; A + B + C = 21.50 'MPG FUEL ECO~OHY 2421

COX?E%TS: llith EFS Device - Mannfacfxrers Tune-up specifications w32

ye-confined prio-r -c'o the Dm-ice Test.

8 I

. .

.I

. 33 - Piqc 5 OE 5

. . .

.

Addendum to .Attachacnt 4 .

When askccl, Olson Engineering supplied the foJ.I.o:.:il,lg data about the tests run for VK Wanufacturiag Inc.

Test Type HC* Cq* - F.E. .'

FTP kselinc -55 6.77 641.05 1.65 13.57 l'l'I' with Device .4' 2 1.80 649. 32 1.36 13.57 .--

In .tallcd K::T f%i.;cline .17 2.68 419.52 1.39 ?A y-J WY. a

. HFET tlith Device .07 .07 412.35 1.40 21.50 Installed

. * In gms/mile. .

Yhe vchiclc was brought to Olson by VK Manufacturing and modified by VK Manufacturing personnel. The vehicle parameters that were Set hY Ol~c~n Engineering to manufacturers specifications were timing and idle RI91 , not idle CO . Olson Engineering never measured the idle mixture.

.

September 5, 1978

. I

Ilr . Ernie De Ielartino VK f4anuiacturi ng Co 1068 N.!L 3rd Street tiol 1 andal e, FL 33009

.

Dear Mr. De Martino:

This is in response to your request for an e.u’empt-ion from the pro- hibitions of Section 27156 of the California Plotor Sehicle Code for the “Environmental Fuel Saver” device to be used on 1972 and older model vehicles. (

Our evaluation, documented in the enclosed staff report, indicates that the installation of the “Env-ironmental Fuel Saver” device would not cause any adv2rsk affects on edssions.

1, Enclosed you Gil find Executive Order D-84 exempting the “Environmental Fuel Saver” ft-si;; the yrshibitions of Sect-ion 27156 of the Kotor Vehicle Code for use on a’1 1978 and older model gasol ine poj;!ered vehicles with conventicnal carhurefors. I4ay we remind you that unsubstantiated claims, whether witten or verbal , are prohibited.

Should you have any questions regarding this matter, please contact t4r. I:. Kayne, Gnzger , Aftermarket Parts and Xodificaticns Evaluation Section at (2i3) 575-6539. .-.-.

-9 p, ~g&gj-y . .

G. C. Hass, Chief Vehicle Emissions Control Division

Attachment

Page! :! or” 4

. .

(See Exhibit A). The applicmt is r~f. . Lslilesting that an emnpti0~

be grantee! fsr 1978 and older gasoiim powred vehicles with

convmtimal carburetors. a

II. Systcin Dcscr-ipti on A----- -..-

The "Envirnonmmtal F~;el Save;-" device consists of a spsccr

plate containing a wil '2 nlcsh s:ld a heated elewnt. Thz spacer 0

plate is installed between the c2r!xlrzto';- 2nd the iilta!:e manifold, . The appiicant claims that thz system helps ator;i-!ze the fuel

and prorxotes cvsporstion. ,

III. SystqllallJ2tio~

Ttle ap;>!!'cant submitted CVS-75 d:ita obtained at Olson Engineering,

15512 Co;i,:i;~~c~ Lane, fiunti 5Cj2? n Lkach, California; a recognized

vehicle c:;:ission labcratoty. The tests xre run cn a 1975 Chzwol2t

.* ' I. 36 . .

- . : Page 3 of 4

. c ? ,

:-:i til Ucvice -c- -*-- CJi;l/IZi?

HC 0.55 0.45 iv ,

co 6.77 1.26

ECQ:iC:iiJ 13.57 i?i-i/Gal 73.57 rni/$l

tic

Baseliw With kvice cjm/mi -- .c$ii;;/mi - .

. il.15 0.06

and 77,400 miles. The results it-e as fc;lloxs:

Cold Star-ts CVS-II .

IV.

V.

- -.c,- . -._

37 -

. Hi ghay Cycl c

. Gaselfne \lith.Ge~~ ce ' . -gini q/r.Yi -

t I- IL i1.34 2.39

CG 42.72 44.5; ,

NOX 4.77 4.29 .

fScant irtcrewe in Wissions Oi‘ i’uz’l 2cmqn;y. . .

.

~kmufactirret~~ s Claim

The minuf2cturer loss n!acl? unsiibs:snt'l~i.ed claim qardiq vehicle

cn?SSioils, fuel cconocy and Cngiiie cffccimcp. Ho has See:~ advised

that Ii2 Nay IliCJt USC thES2 Clc7iiilS in aI:y of his vcrha? or written

io;- cxpcrieim kri ti I similar devices,

the StafF iis Of the cpinioil tl;at the device wil? r?ot result in an

iricrcase <I-I missions ~he;~ instal icd 0;~ gasoline po!;:ercc! vehfcfes ,

using conv&tiom: carLurctors. The st:~ff therL?forc recommends

Order D-34, for it; "Environments1 Fuel Saver" devjce from tk

prohibitiohs of' \!ehic:z Code Sxtion 27155 for '1970 and older

.i onal carburetors.

38

: . .

Tests '.

The folloi.ring road tests .werc pcrforme d on various models of standard . autoaobilcs, all running nt 60 miles per hour, to determine the miles per gallon (KI'C) normally obtained in the absence ot' the atomized unit as compared to the WG realized with the unit instalJ.ed and operating the vehicle: -' -

Vehicle

197G Xeru,cry (390 En~inc 13.3 20.8 1972 FirldbuLi1 (225 CiIgifie> 16.9 26.1 1974 ?lyn~outh (225 Engine) 20.5 27.8 1971 Pontiac Grand Prim 12.5 1.8.9 1974 Ford (351 Engine) 11.8 1.8-8 1971 Buick (225 En$.nc) 14.4 19.1 I.973 Thunclerbird 12.2 l&.8 1967 Olds Supreme 13.1 19.2

N-P( withokit Unit

NPG with Unit

. -

It will be eviclent.from the foregoing that with the unit installed, a major improvement in fuel economy was obtained in each vehicle tested. Emission iesrs cau-icd out an uehicles with and without the unit wCrC

: siini 1arl.y impr essiu e _ Various uehiclcs clerc tlesteci uitnaut the unit (Em = Cn::c I,ine Run) ,' and then with the unit instaJ.led (TUR = Test unit !l?un) :. The foJ.lowing results are typical of those obtained with respect to the cmiss3ou of hydrocarbon (IIC) and carbon monoxide.

HC co - -

HLR at 1250 RrN TUR at 1250 RI'14

71 ppm 21 ppn 25 PP~ 15 ppm

150 ppm 90 PPm 25 wm 15 ppm

150 ppm 30 ppm

.60X -10% .15% .lO% ,

3.4% .31x .15x .10x

3.4% .31x

Thus, in each of tt~e aboire fiVC Coapnrntive tests, the miSSiOn of noxious evident, r

ontrminant:; was significantly rcduceci by the unit. It is Lllcrefor~) that the K;lit acts to strikingly improve the feel

crfici~~~~y ot the cn~;ine while at the sx.!t time reducing the emission of- pnl I+mts.

epa-aa-teb-511-80-3 ... plymouth road , ann arbor, mi ... the basic conclusion following review of...

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