UNITED STATES ENVIRONMENTAL PROTECTION AGENCY

NATIONAL VEHICLE AND FUEL EMISSIONS LABORATORY

2565 PLYMOUTH ROAD

 ANN ARBOR. MICHIGAN 48105

 OFFICE OF AIR AND RADIATION/OFFICE OF MOBILE SOURCES

EPA Motor Vehicle Aftermarket Retrofit Device Evaluation Program

Introduction

The Environmental Protection Agency (EPA) conducts a program to evaluate aftermarket

retrofit devices which are intended to improve automobile fuel economy and/or reduce

their air emissions. “Automobiles” is defined as any four-wheeled vehicle manufactured

primarily for use on public streets, roads, and highways and is rated at 6,000 pounds gross

vehicle weight or less.1 Unless ordered by the Federal Trade Commission (FTC) or the EPA

Administrator (or EPA delegate) participation in the program is voluntary. The program is

managed by EPA’s Office of Mobile sources (OMS) at its National Vehicle and Fuel Emissions Laboratory (NVFEL) located in Ann Arbor, Michigan.

“Retrofit device” or “device” means any component that is designed to be installed in or on

an automobile (as an addition to, as a replacement for, or through alteration or modification of, any original component, equipment, or other device); and that any manufacturer,

dealer, or distributor of the device represents will provide higher fuel economy than would

have resulted with the automobile as originally equipped, as determined under regulations

of the Administrator of the Environmental Protection Agency. The term also includes fuel

additives for use in an automobile. The term retrofit device or device excludes flow measuring instruments or other driving aids, and lubricants and lubricant additives.2

All fuel additives require registration with EPA’s Fuel and Energy Division (FED). It

should also be noted that many of the fuel line devices and liquids sold and associated with

vapor bleed devices may be considered additives for the purpose of registration.

The role of the program is the generation, analysis and dissemination of technical data, and

is not an approval or certification of retrofit devices. Through engineering and/or statistical analysis of data from vehicle tests, the evaluation program will determine the effects on

fuel economy, exhaust emissions, durability and drive ability of the applicable vehicles due

to the installation or use of the device. Data generated in an evaluation are public information and will be published in the Federal Register and elsewhere for use by the FTC and the

public.3

1. 40 CFR 610.11

2. 40 CFR 610.11 (i); 49 USC Sec 32918

3. 40 CFR 610.10

1

EPA420-B-98-003

October, 1998
2

This document is intended to assist inventors desiring to apply for an EPA evaluation of

their product. It outlines the application format, describes essential independent laboratory

test data submission requirements, explains test policy and basic test sequences and describes EPA test cost estimates. Applicable regulations for the program are found in:

42 USC 7525, 49 USC 32918 and 40 CFR 610.

EPA will not comment on the merits, or lack of them, of any device without a formal application. Applications must contain complete independent test laboratory test reports which

demonstrate a statistically significant improvement in fuel economy and/or emissions

reduction (see the application discussion for details).

EPA will provide technical assistance in designing the test program to be performed at an

independent laboratory. For confirmatory testing at its laboratory, EPA develops the test

program in coordination with the applicant, analyzes the test results, and writes an official

report summarizing the results in the Federal Register. Reports are available to the general

public through the National Technical Information Service (NTIS), the Federal Trade Commission (FTC) and elsewhere. All tested devices are recorded in the “EPA Listing of Fuel

Economy Devices” found in the appendix of this document.

General Comments

EPA recommends that device manufacturers carefully consider all the following elements

when applying for evaluation:

Test Laboratory Independence - 40 CFR 610.11(a)(20) of Federal Regulations states that test

laboratories “shall have no financial interests in the outcome of these tests other than a fee

charged for each test performed”, and that “independence of the testing agent” will be

considered in determining the validity of manufacturer furnished test data. Applicants

must confirm that the selected laboratory has no vested financial interest in the outcome of

the tests prior to the start of testing. (A list of laboratories is provided in the appendix.)

Acceptable Test Formats

The only acceptable test procedures are the Federal Test Procedure (FTP), the simulated

city drive trace used for emissions testing, and the Highway Fuel Economy Test (HFET),

the simulated highway drive test for fuel economy calculation. Inspection and Maintenance

(I/M) test data as used in state programs or any other test formats are not acceptable and

should not be included with an application.

Minimum Test Requirements - Although some devices may require more complex test

plans, the minimum for fuel economy effect requires two vehicles with triplicate test sequences in each configuration for each vehicle. The vehicles should be selected from different manufacturers and should be representative of the largest selling engine/transmission

combinations in the United States. Each vehicle must be set to its manufacturer’s tune-up

specifications for baseline tests. Baseline emissions and fuel economy should be near the

levels at which the vehicles were certified.

October, 1998
Test sequences are conducted in “back-to-back” fashion. Minimum testing requirements

are as follows: (a) If device installation does not involve adjustment of original vehicle

manufacturer specifications (e.g., timing, fuel-air mixture, choke or idle speed, etc.), then

conduct triplicate tests with the vehicle in baseline condition, and triplicate tests with the

device installed with no vehicle adjustments between tests. (b) If installation of the device

also involves adjustments (e.g., timing, fuel-air mixture, choke or idle speed, etc.), then

conduct triplicate tests with the vehicle in baseline condition, triplicate tests with the adjustments and the device installed, and then conduct triplicate tests with only these adjustments. If mileage accumulation is necessary to realize the full benefit, or to determine

whether the vehicle meets emission standards, the same number of miles that were accumulated before the tests with the device must also be accumulated before baseline tests

without the device. In addition, the method of mileage accumulation should be kept

constant. In all test sequences three more baseline series must be performed after the device has been removed to confirm there are no post-use negative effects on performance.

Confirmatory tests performed by EPA will include the complete FTP (40 CFR Part 86). This

is the only valid test used to evaluate devices for emission effects. As a final requirement,

the personnel of the independent laboratory selected for screening tests should perform

every element of the applicant’s test plan including preparation of the test vehicle, adjustment of parameters, and installation of the device.

Submission of Data - Section 610.16(b)(5) of Federal Regulations requires all test data obtained from the independent laboratories in support of the application be submitted to

EPA including any results declared void or invalid by the laboratory. We also ask that,

prior to the screening tests, applicants provide EPA with the name of the laboratory, test

date schedule, and tests to be conducted. Applicants should allow EPA to contact the

laboratory during testing, and allow them to directly answer any EPA questions about the

test program.

Complete test reports from the independent test laboratory must be included with any

application. All test vehicle information must be furnished; this includes the manufacturer

name, model year, car line, vehicle identification number (VIN), engine family code, and

evaporative family code. The inertia weight, road load horsepower with corresponding

dynamometer setting, fuel used, method for loading the evaporative canister, any special

test requirements from the original vehicle certification (e.g., auxiliary cooling), and the

vehicle prep information must also be included in the report.

Test Costs - Minimum testing at EPA’s laboratory requires three tests in baseline configuration, three with the device and three baseline configuration tests after removal of the device. The minimum cost for two different vehicles in this test format is $27,000. Additions

to the minimum test plan, such as providing test vehicles, mileage accumulation, parameter adjustment, or additional testing, etc. will increase cost. EPA will provide a specific

cost based on the test requirements for individual device evaluations. EPA, however, does

not charge applicants for consultation or report writing time.

Applicants should consult an independent test laboratory for their respective cost estimates.

3 October, 1998
4

Test Results - EPA confirmatory tests will only be performed on devices which have demonstrated statistically significant fuel economy or emissions benefits based on the independent laboratory test report. From our experience, most of the products in this program are

designed to improve fuel economy. For a minimum test plan to evaluate the impact on fuel

economy, a fleet of two cars should be tested in triplicate. If a minimum five percent difference in average fuel economy is shown, one may usually conclude with reasonable confidence that a real improvement exists. (Analysis by EPA for potential fuel economy effects

will be based on actual test results and test variability, not these guidelines.)

If the device is primarily intended to reduce one or more of the EPA regulated exhaust

emissions (e.g., carbon monoxide, oxides of nitrogen and hydrocarbons), then the number

of tests needed to prove a reduction is heavily dependent on the amount of the reduction

and other factors. The test variations for these compounds are usually greater than those

for carbon dioxide which is the primary constituent in the fuel economy calculation. In

such cases, EPA will work with the applicant on a per situation basis to develop an appropriate test plan.

Submitted data and information labeled confidential or proprietary must be justified on a

case-by-case basis by the applicant. EPA can not treat test results, including those conducted by independent or other laboratories, as confidential since applicable laws (42

U.S.C. 7525 and 49 U.S.C. 32918) require disclosure of such information. (EPA may not

perform an evaluation of a device if it judges it cannot develop a technically sound final

report because an applicant declares information is confidential.)

EPA will request further information for incomplete applications. If confirmation tests are

required, EPA will advise applicants of costs and provide applicants with the opportunity

to review the test plan. Once testing is completed, an evaluation report will be written on

the basis of independent test data submitted, EPA test data, and EPA engineering analysis.

EPA does not acknowledge the receipt of applications but attempts to respond with full

comments to the applicant within thirty days. The EPA confirmatory test program requires

very precise scheduling, and is dependent on the applicant’s prompt response to requests

for further information. Failure to respond in a timely manner will delay the process.

Furthermore, scheduling device evaluation tests may be delayed due to higher priority test

programs at certain times of the calendar year (e.g., certification of new model year vehicles, etc.).

If the applicant does not complete requested independent lab tests and submit data to EPA,

or does not respond to requests for further information within a six month period (180

days) after EPA develops the test program, it will be considered a withdrawal from the

program. A flow chart outlining the steps in the evaluation process is found in the appendix.

Once a test paln has been signed by the applicant and the receipt of test cost funds have

been confirmed EPA will schedule tests. Completion of all tests and the issuance of the final

report may take up to twelve months.

In October 1994, EPA issued a final rule setting interim and final standards for detergent

October, 1998
use in gasoline. To maintain the integrity of the rule, EPA requires that applicants for

aftermarket fuel additive evaluation must provide information demonstrating that the

additive has no adverse effect on the deposit control properties of gasoline. EPA will not

accept applications for fuel additive evaluation program without this information.

Applicants are cautioned that the installation of an aftermarket retrofit device, or use of a

fuel additive (Applicants should contact EPA’s FED at 202-564-9755 to register fuel additives), raises the issue of tampering liability and the potential for civil fines of up to $25,000

(see page 19). In the past, one approach for a device or additive manufacturer to address

the tampering issue was to demonstrate by durability, aging, and FTP tests that the device

did not increase vehicle emissions over its useful life. However, beginning with 1994 models, vehicle manufacturers must provide an onboard emission diagnostic capability for

their vehicles. As a consequence, applicants must insure that, besides not adversely affecting vehicle emissions, their device or additive must not render inoperative, degrade, or

defeat the operation of vehicle onboard diagnostic systems.

EPA trusts that this information will aid in the preparation of an acceptable application for

evaluation of a device. The Device Evaluation Team will be the contact in the application

process and any subsequent EPA evaluation. Our address is:

Device Evaluation Program

EPA, National Vehicle and Fuel Emissions Laboratory

2000 Traverwood Drive

Ann Arbor, Michigan 48105

Telephone: (734) 214-4925

Internet: banush.russell@epamail.epa.gov

5 October, 1998
 DEVICE EVALUATION APPLICATION FORMAT

Applications for EPA evaluation of retrofit and aftermarket fuel additives devices should

use the following format (There is no application form as such.):

1. Title:

Application for Evaluation of (Name of Product) in the EPA Motor Vehicle

Aftermarket Retrofit Device Evaluation Program.

2. Identification Information:

a. Marketing Identification:

Trade name, marketing name, trade mark, or other methods which are (or will be)

used to identify the product. Include model numbers and/or other designations

where appropriate.

b. Inventor and Patent Protection:

 (1) Name and address of the inventor.

 (2) One complete copy of the patent or patent application.

c. Applicant:

 (1) Name and address of the individual or corporation applying for this

evaluation.

 (2) Principal officers and/or owners of this organization.

 (3) The person(s) who are authorized to represent the organization in

communications with the EPA. Include name, mailing address, FAX, e-mail

address, and telephone number.

d. Manufacturer:

 (1) Name and address of the individual or corporation who is (or will be)

manufacturing the product.

 (2) Principal officers and/or owners of this organization.

3. Description:

a. Purpose:

Purpose and/or objective of the product.

b. Applicability:

 (1) Provide a statement indicating which types or groups of vehicles for which

6 October, 1998
the product is, or is not, applicable. The statement should include make,

model and year, engine size, ignition type, fuel delivery, and transmission

type. If the product is (or will be) marketed in different sizes and/or

calibrations, identify which models correspond to which type of vehicle.

 (2) Provide a statement describing other conditions for which the product is, or is

not, applicable. The statement should address weather conditions, types of

driving, topographical differences, etc.

c. Theory of Operation:

Provide a detailed description of the theory and principles of operation for the

product in sufficient detail to permit technical personnel at EPA to understand the

theory of operation.

d. Construction and Operation:

A detailed description of the product itself, including drawings and/or schematics,

should be included.

e. Specific Claims:

Specific claims made in advertising, sales literature, packaging and installation

instructions as they relate to improvements in fuel economy, emissions, driveability,

etc., should be provided. Test data to support these claims must be included with

the application.

f. Cost and Marketing:

Provide suggested retail price and methods used to market the product. This

discussion should also identify the stage of the development of the product or state

that it is in production or is ready for production.

4. Installation:

a. Equipment:

Provide installation instructions for the product to include those for general and

special applications. Indicate tools, equipment and skills required. Advise

adjustments required to the vehicle or the product upon installation.

b. Operation:

Furnish a copy of the consumer’s operating instructions with details on maintenance

procedures, service intervals, and basic diagnostics.

7 October, 1998
8

c. Safety:

Provide all available information regarding use of the product which could result in

unsafe conditions for the vehicle, its occupants, or persons or property in close

proximity. This information should also address situations where the product is not

in use or has malfunctioned in some way.

d. Maintenance:

Include maintenance procedures and scheduled maintenance required to ensure the

correct operation of the product. List tools, equipment, and skills required to

perform maintenance. Also, describe how the use of the product will affect the

normal maintenance schedule for the vehicle.

5. Effects on Emissions and Fuel Economy:

a. Regulated Emissions and Fuel Economy:

Furnish all information related to the product and its effects on regulated emissions

and fuel economy* obtained through screening tests at an independent laboratory

which conforms with applicable regulations for emissions and fuel economy testing.

Regulated exhaust emissions include unburned hydrocarbons, carbon monoxide,

oxides of nitrogen, and particulate (diesel vehicles only). Unburned hydrocarbons

in the form of evaporative emissions are also regulated. This information may be

obtained through testing or as a result of an engineering evaluation of the product.

It should also address the effects of the product when it is not in use or during

typical modes of failure.

b. Unregulated Emissions:

Provide all information related to the effect of the product on types of pollutants

other than those regulated by EPA.

6. Testing

The actual test plans required to properly evaluate the worth of a product vary

widely although the basic premise of any plan is that it is able to accurately define

benefits due solely to the product. In some cases, this requires only duplicate tests

on two vehicles with and without the product. For products which require

adjustments of engine parameters, such as timing or mixture, a third set of tests with

only these adjustments is also required. In any case, an acceptable test plan can be

developed in consultation with EPA before or after the remainder of this application

is submitted.

*The FTP (40 CFR Part 86) is the primary test for vehicle emissions. The FTP and the Highway Fuel Economy

Test (HFET, 40 CFR Part 600) are the only tests recognized by EPA for evaluating fuel economy of light-duty

vehicles. Data which have been collected in accordance with other standardized procedures may be used to

supplement results from the FTP and HFET and will be considered in EPA’s evaluation of the product.

October, 1998
9

EPA RETROFIT AND EMISSION CONTROL DEVICE EVALUATION TEST POLICY

General

Applicants must provide EPA with all information necessary to describe and explain the

functioning of the device or engine. The information must include the theory of operation,

drawings and schematic diagrams. In addition, any standard test data performance on the

device that demonstrate the emission and fuel economy performance of the system should

be provided. The FTP is the only test which is recognized by EPA for the evaluation of

vehicle emissions; data generated in accordance with the FTP are essential for the

evaluation of a device. The HFET will be used for all fuel economy improvement claims.

EPA engineering staff will make a preliminary evaluation of a device based on information

supplied in the application. If testing has not been performed when the application is first

filed, EPA will determine if testing of the device is needed or warranted. If the conduct of

testing would not, in the professional judgment of EPA engineers, support the claims for

the device and its cost would represent an unprofitable drain on the applicant’s resources,

EPA will so advise. However, if the applicant elects, EPA will proceed with the

development of a test program, i.e., a program for testing by an independent laboratory.

The applicant will select a technically competent independent laboratory to test the device

in accordance with the EPA developed test program at the applicant’s expense. A list of

laboratories is provided in the appendix of this document.

If further testing beyond that initially performed by an independent laboratory is needed to

make an evaluation, EPA engineering staff will work with applicants to design a test

program to be performed by EPA to validate the device’s effectiveness.

Size of Test Sample

Sample size is one major determinant of testing cost. It may range from two vehicles to 100

vehicles, depending upon the type and variability of the effects that are being measured,

and on the accuracy and applicability of the final conclusions which are necessary. EPA

provides specific cost information for the required tests to be conducted at its laboratory.

Conclusions drawn from small samples have limited applicability. A complete evaluation

of the effectiveness of devices on the many different types of vehicles that are in actual use

requires a large sample. The conclusions from small tests may be quantitatively valid only

for the specific test cars used. However, it is often possible to extrapolate test results to

other vehicle types to suggest that similar results may be expected.

Applicants must pay the costs for the device, vehicle procurement and other costs incurred

by the testing laboratory. There is no charge for EPA’s preliminary evaluation and

subsequent analyses, but the applicant must provide funds to cover the cost of any

confirmatory testing deemed necessary in the EPA lab. EPA will not conduct confirmatory

tests without having adequate screening test results from an independent laboratory, and

confirmation that funds to cover EPA testing costs have been received by the appropriate

EPA accounting office.

October, 1998
Conduct of Tests

Test vehicles will be evaluated in at least three configurations: one with the vehicles

adjusted to the original manufacturer’s specification, one with the device installed on the

vehicles, and one with the device removed and returned to baseline. If any test vehicle

engine parameters (such as ignition timing or idle mixture) are different from manufacturer

specification when the device is installed, the vehicle will also need to be tested with the

equivalent changes to engine parameters without the device installed. If a prototype

engine rather than a device for retrofit to existing engines is tested, the vehicle is adjusted

to the design specifications.

Emission tests will be run by a laboratory using the equipment specified in 40 CFR Part 86

for the FTP. As a minimum requirement, a laboratory must have a chassis dynamometer

capable of reproducing road load and vehicle inertia weight, a constant volume sampling

system and the following types of analyzers for measurement of exhaust emissions:

Hydrocarbon - flame ionization detector

Carbon monoxide and carbon dioxide - nondispersive infrared

Oxides of nitrogen - chemiluminescence

Any intrusion into the fuel delivery system to install a device also requires the diurnal

portion of the FTP.

Evaluations conducted in the EPA test program are for the purpose of demonstrating the

effectiveness of developed devices and are not to be construed as development testing.

All development work must precede EPA evaluation. The applicant will not be permitted

to make adjustments to the test vehicle or to the device except to repair malfunctions. Such

repairs will be permitted at the discretion of the EPA test engineer.

EPA engineering staff will prepare a draft report on the evaluation of the device for

applicant review to ensure accuracy of the information describing the device. The

developer should transmit comments to EPA promptly. Final test reports are distributed

upon request to technical personnel in federal and state governments, private industry,

universities and are also available to the general public through the National Technical

Information Service (NTIS).

Applicants may cite final EPA reports (but not draft reports) to indicate the exhaust

emission and fuel economy levels attained with the device, but the developer may not

claim that the EPA report constitutes approval, certification, endorsement or registration.

Cases of misrepresentation of EPA evaluation reports will be referred to the Department of

Justice and/or the Federal Trade Commission, as appropriate.

10 October, 1998
11

BASIC TEST PLANS AND TESTING SEQUENCE

General

Device and engine evaluation tests conducted by EPA generally include measurement of

two, or more, of the following items:

1. gaseous emissions

2. particulate and other emissions

4. power/acceleration/driveability

Regulated gaseous emissions are unburned hydrocarbons (HC), carbon monoxide (CO),

oxides of nitrogen (NOx) and particulate. Other emissions currently unregulated by EPA

may be recorded for investigative purposes.

Other emissions include such things as sulfates, aldehydes and smoke from diesel-powered

vehicles. These emissions are generally not measured as part of a routine device

evaluation. They may be measured if the control system or engine being tested contribute

to such emissions.

Exhaust emissions are measured in the FTP where vehicles are driven on a chassis

dynamometer to simulate urban driving (see Figure 1). This is the same test used for the

certification of all light duty vehicles.

Fuel economy is measured on a chassis dynamometer reproducing typical urban and

highway driving speeds and loads. Urban fuel economy is measured during the FTP, and

highway fuel economy is measured during the HFET. The fuel economy of the test vehicle

is calculated from the exhaust emission data using a carbon balance method (see page 18).

Engine power may be measured on a chassis dynamometer. Power is usually not

measured unless a device is expected to have a significant effect on engine power output.

Engine power may also be measured to substantiate power output claims made for

prototype engines.

Acceleration times (0-60, 30-50 mph, etc.) may be measured either on the road or on a

chassis dynamometer. Driveability may be evaluated by the test engineer based on the

behavior of the test vehicle during the dynamometer testing or under actual road

conditions.

October, 1998
Figure 1. - Vehicle on a

 Dynamometer

Driving Schedules

City Driving Cycle (FTP) - The Urban Dynamometer Driving Schedule, or LA-4, is the

result of more than 10 years of effort by various groups to translate the Los Angeles

smog-producing driving conditions to dynamometer operations. The LA-4 is derived from

data taken from a vehicle driving under actual city traffic conditions, so it is typical of a

vehicle operating in an urban environment (see drive cycles in the appendix). It is a

nonrepetitive driving cycle covering 7.5 miles in 1372 seconds at an average speed of about

20 mph. During the FTP, the first 505 seconds of the LA-4 are rerun following the hot start

of the engine so the distance traveled during a full FTP is 11.1 miles, and the average speed

is 21.6 mph. However, the emissions collected during the 11.1 mile trip are mathematically

reweighed to represent the results of two 7.5 mile trips made from hot and cold starts with

average speeds of about 20 mph. The maximum speed attained during the LA-4 cycle (or

FTP) is 56.7 mph.

EPA Highway Cycle (HFET) - Since the LA-4 does not represent the type of driving done in

nonurban areas, especially on highways, a driving cycle to assess highway fuel economy

was developed by the EPA. The EPA Highway Cycle was constructed from actual

speed-versus-time traces generated by an instrumented test car driven over a variety of

nonurban roads, and preserves the nonsteady-state characteristics of real-world driving.

The average speed of the cycle is 48.2 mph, the maximum speed is 59.0 mph, and the cycle

length is 10.2 miles, close to the average nonurban trip length.

Steady-States - Constant speed, road load tests are not routinely conducted on prototype

systems. Many vehicle operation surveys conducted by EPA and others have clearly shown

that true steady-state operation rarely occurs in customer use. If steady-state data are

collected, they must be interpreted cautiously because the vehicle is being exercised in an

unrepresentative manner.

12 October, 1998
Testing Procedures

A chassis dynamometer is employed to reproduce vehicle inertia and road load. Inertia,

representing the vehicle weight, is simulated either by flywheel or electric generator, and it

is selected in 125-pound increments between 1000 pounds and 4000 pounds, in 250-pound

increments between 4000 pounds and 6000 pounds, and in 500-pound increments between

6000 pounds and 8500 pounds (vehicles greater than 6000 pounds are not tested in this

program; see reference 1.). Roadload represents rolling resistance and aerodynamic drag

and is simulated either by a water brake or electric generator.

The vehicle’s exhaust is collected, diluted and thoroughly mixed with filtered background

air to a known constant volume flow using a positive displacement pump or a critical flow

venturi. This procedure is known as Constant Volume Sampling (CVS). A proportional

sample of the diluted exhaust is collected in a sample bag for analysis at the end of the test.

On the day prior to the scheduled FTP, the test vehicle is prepared by driving over the

urban driving schedule (LA-4) on a dynamometer. This “prep” drive is performed to insure

that all vehicles have been driven in a similar manner on the day preceding the exhaust

emission test. After the prep drive, the vehicle must be parked for at least 12 hours in an

area where the temperature is maintained between 68 and 86 degrees F. This period is

referred to as the “cold” soak.

The FTP is a cold start test in which the test vehicle is pushed onto the dynamometer

without starting the engine. After placement of the vehicle on the dynamometer, the

emission collection system is attached to the tailpipe, and a cooling fan is placed in front of

the vehicle. The emission test is run with the engine compartment hood open.

The emission sampling system is started immediately prior to starting the engine of the test

vehicle so that emissions are collected during engine cranking. After starting the engine,

the driver follows the Urban Dynamometer Driving Schedule (UDDS) or LA-4. The driving

schedule is displayed to the driver of the test vehicle who matches the vehicle speed to that

displayed on the schedule. At the end of the driving cycle, the engine is stopped, the

cooling fan and sample collection system are shut off, and the hood is closed. The vehicle

remains on the dynamometer and soaks for 10 minutes. This is the “hot” soak preceding

the hot start portion of the test. At the end of ten minutes, the vehicle and CVS are again

restarted and the vehicle is driven through the first 505 seconds (3.59 miles) of the LA-4

cycle. (EPA drive cycle graphs are found in the appendix.)

Exhaust emissions measured during the FTP cover three regimes of engine operation. The

exhaust emissions during the first 505 seconds of the test are the “cold transient” emissions.

During this period, the vehicle gradually warms up as it is driven over the LA-4 cycle. The

emissions during this period will show the effects of any fuel enrichment associated with a

“cold” start and vehicle warm-up characteristics. When the vehicle enters the remaining

867 seconds of the LA-4 cycle, it is considered to be fully warmed up. The emissions

during this portion of the test are the “stabilized” emissions. The final period of the test,

following the hot soak, is the “hot transient” section, and shows the effect of the hot start.

A sample of the emissions from each of the three portions of the test are collected in

separate bags.

13 October, 1998
After completion of the FTP, the vehicle is tested in the HFET. A warm-up Highway Cycle

is run before the actual HFET to insure that the vehicle drivetrain is at full operating

temperature.

If intrusion into the fuel delivery system is necessary to install the device, the diurnal

portion of the FTP may be required. A complete description of this procedure can be found

in 40 CFR Part 86 and 40 CFR Part 600. Evaluation tests made by EPA usually do not

include measurement of evaporative emissions.

Sample Collection and Analysis

A Constant Volume Sampler (CVS) is used to collect exhaust emissions. Vehicle exhaust is

transported from the tailpipe to a dilution box where it mixes with filtered background air.

After passing through the heat exchanger, a sample of the exhaust mixture is drawn off and

collected in a bag constructed of an impermeable, chemically inert substance. A sample of

the background air is taken concurrently with the exhaust sample. Most sampling systems

presently use a critical flow venturi to control the flow rate of the exhaust mixture (see the

CVS diagram in the appendix).

The driver of the test vehicle operates the CVS using a remote control unit with which he

can start sampling at the beginning of the FTP, switch from the cold transient to the

stabilized sample bag at 505 seconds, and stop sampling at the end of the test.

After a sample has been collected, it is taken to an analyzer where the concentrations of

HC, CO, CO2 and NOx in the sample bag are determined. The analytical system provides

for the determination of hydrocarbon concentrations by flame ionization detector (FID)

analysis, carbon monoxide and carbon dioxide concentrations by nondispersive infrared

(NDIR) analysis and oxides of nitrogen concentrations by chemiluminescence (CL)

analysis.

Calculations

To correct for background levels of HC, CO, C02, and NOx in the dilution air, the

concentrations in the background bags are subtracted from the concentrations in the

sample bags. The resultant values are referred to as corrected concentrations. The mass of

each pollutant (HC, CO and NOx) is calculated from the corrected concentration and the

total volume flow during each of the three test phases and the density of each compound.

Once the mass emissions for each test phase are known, the emissions in grams per mile

are calculated using the following formula:

Ywm = 0.43 (Yct + Ys) / (Dct + Ds) + 0.57 (Yht + Ys) / (Dh + Ds)

Where:

Ywm = weighted mass emissions of each pollutant, i.e., HC, CO, or NOx in grams

per vehicle mile.

14 October, 1998
Yct = mass emissions as calculated from the “transient” phase of the cold start test,

in grams per test phase.

Yht = mass emission as calculated from the “transient phase of the hot start test, in

grams per test phase.

Ys = mass emission as calculated from the “stabilized” phase of the cold start test,

in grams per test phase.

Dct = The measured driving distance from the “transient” phase of the cold start

test, in miles.

Dht = The measured distance from the “transient” phase of the hot start test, in

miles.

Ds = The measured driving distance from the “stabilized” phase of the cold start

test, in miles.

The cold start and hot start portions of the test are weighted 0.43 and 0.57 respectively.

Detailed explanations of the calculations can be found in the Federal Register.

Fuel Economy (see the appendix for the calculation formula)

Fuel economy is measured by a carbon balance method. The carbon balance procedure for

measuring fuel economy relates the carbon products in the vehicle exhaust to the amount

of fuel burned during the test. The major factors in using this technique are:

1. Carbon from HC, CO, and CO2 is the only significant carbon source considered in the

exhaust (minor amounts from other compounds are insignificant). Other carbon containing

compounds, such as oxygenated hydrocarbons (undetected by flame ionization) and

carbonaceous particulates, are ignored for gasoline and diesel fuels. The use of alternative

fuels (ethanol, methanol, etc.) would dictate the analysis of oxygenated hydrocarbons.

2. All of the carbon that is measured in the exhaust in the form of HC, CO and CO2 comes

from the fuel; there are no other sources of carbon.

3. All of the fuel consumed during the test can be accounted for by the carbon in the

exhaust. This means that all of the fuel leaving the tank is assumed to pass through the

engine and that no carbon leaks out of the exhaust system before being analyzed or

evaporated from the vehicle.

Since the carbon weight fraction of the fuel is known, it is a simple matter to calculate the

amount of fuel consumed during the test. Agreement between the carbon balance method

and direct fuel consumption measurement is normally within two percent.

15 October, 1998
Test Fuels

EPA testing uses a specially formulated standard test fuel having a minimum research

octane of 96 . The fuel specifications must fall within certain limits set by the EPA. Tight

control of fuel quality eliminates fuel as a source of test variability in certification tests.

There is no reason to expect that the emission characteristics from a vehicle running on this

test fuel would be significantly different from those obtaine from running on a summer

grade of commercial pump gasoline.

Other Emissions

Occasionally, it is necessary to test vehicles for emissions other than those that have

already been discussed. Emissions that may be measured include oxygenated compounds

and specific reactive and nonreactive hydrocarbons.

Power, Driveability, Durability

Relative engine power output can be measured on a chassis dynamometer. Power output

can be determined for any engine speed including the maximum engine power point.

Driveability is evaluated by the test engineer. Items to be considered include acceleration,

cold start performance, tendency to stumble or hesitate, surge, and hot start performance.

Comments about the expected durability of a device or prototype engine will be based on

several considerations. Among these are exposure of the control system to severe

operating conditions and previously demonstrated durability of similar systems.

Narrative Description - Sequence of Evaluation

Obtain and Prepare Vehicles - At least two vehicles are to be tested. They should represent

the models for which the device or additive is to be advertised and sold. Each vehicle must

be in proper operating condition and safe to operate on the dynamometer. The vehicles

must be adjusted to the manufacturer’s specifications before beginning the test sequence.

A complete tune-up (including oil and filter change) is recommended before beginning a

program which includes mileage accumulation. Vehicle preparation consists of installing

the tailpipe adapter(s), inflating tires and removing wheel covers.

Mileage Accumulation - This is a type of preconditioning which may be an important part

of the evaluation. It must be conducted in exactly the same manner at each point in the test

plan. Mileage may be accumulated on the road or in the laboratory, but it should

approximate typical driving.

Device Test

Installation - The device or additive is to be installed (or introduced) in accordance with the

printed instructions which accompany the product. Parameter adjustments may be made

as directed. Applicants may observe the process, but the actual effort is to be either carried

16 October, 1998
out by laboratory personnel or by an independent person under the supervision of

laboratory personnel. Any problems with the installation should be noted.

Remove Device - At this point, the device is to be removed, but parameters which were

adjusted are not to be changed. The purpose of this portion of the sequence is to address

the effect of only parameter adjustments on the levels of emissions and fuel economy.

De-Prep Vehicles - Once the testing is complete and all tests have been validated, the

vehicles may be restored to their original condition. Deflate the tires to the appropriate

pressure, install the hubcaps and remove the tailpipe adapter.

Assemble Data - Gather all the results and other documents together into one package.

Prepare a concise report which summarizes the conduct and results of the project.

Narrative Description - Sequence of Testing

Check Basic Parameters - With the vehicle at normal operating temperature, measure and

record values for basic timing, idle rpm, idle HC and idle CO. Emissions measurements

should be made in both neutral and drive. The fuel tank should be filled to approximately

40% capacity.

Perform Cold Start FTP - This step begins with preconditioning on the dynamometer, or on

the road, and is followed by a 12 to 36 hour soak before the FTP. Except in special cases

where evaporative emission control may be affected, the Sealed Housing for Evaporative

Determination (SHED) phase of the test need not be conducted. However, all portions of

the test procedure at each point must be as close to identical as possible. This includes the

type of preconditioning and soak time as well as the more obvious parameters such as

driver, test cell, dynamometer setting and starting procedures.

Precondition (HFET or LA-4 ”hot start” Cycle) - A single driving cycle is used to precede a

Hot Start sequence. The test vehicle is to be at normal operating temperatures before-this

cycle. For this type of evaluation, the test vehicle itself may be used to warm up the

dynamometer and to set the horsepower.

17 October, 1998
18

To calculate fuel ecomomy, in miles per

gallon (MPG), from an emission test, the

following equation applies:

Miles gms carbon/gal of fuel (A-1)

Gallon gms carbon in exhaust/mile =

The carbon in the fuel is:

grams Cfuel =

grams fuel molecular weight C (A-2)

gallon molecular weight fuel

 = (2798) x (.866) = 2423

where 2798 is the mean density of EPA test

gasoline, in gms/gallon, and 0.866 is the

weight fraction of carbon in the fuel.

The carbon in the exhaust is contained in the

unburned fuel hydrocarbons (HC), carbom

monoxide (CO), and carbon dioxide (CO2), as

follows:

 mol. wt. C (A-3)

grams CHC = gms HC x

 mol. wt, HC

x

 = gms HC x (.866)

 mol. wt. C (A-4)

grams CCO = gm CO x

 mol. wt. CO

 = gms CO x (.429)

 mol. wt. C (A-5)

grams CCO2 = gms CO2 x

 mol. wt. CO2

 = gms CO2 x (.273)

So, we have :

Miles

Gallon

2423 /

 (.866 gm HC + .429 gms CO + .273 gms CO2)

=

or,

MPG =

 2423 x miles traveled (A-6)

 (.866 gm HC + .429 gm CO + .273 gm CO2)

Example:

In a 10 mile test, a car’s exhaust emission

measurements show the following amounts of

carbon compounds:

HC = 9 grams

CO = 124 grams

CO2 = 3641 grams

Using equation A-6, the fuel economy is:

MPG =

 2423 x 10

 (.866)(9) + (.429)(124) + (.273)(3641)

 24,230

=

 7.8 + 53.1 + 993.7

= 23.0 MPG

 / miles traveled

Fuel Economy Calculation

Perform Hot Start LA-4 - This test is 1372 seconds long and is to be run into two bags. It is

preceded by a 10 minute soak period.

Perform HFET - This is a single cycle which can be run immediately after the FTP or LA-4.

If a soak period is required, up to 20 minutes is allowed. In this case, three minutes at 50

mph must be used for preconditioning.

Calculate Results - Assemble all strip charts, driver’s traces, computer outputs and other

documentation into a single package. Review the packet to ensure validity of the test.

Calculate and record the results in grams per mile and miles per gallon.

October, 1998
Potential Tampering Liability Associated with Fuel Economy Retrofit Devices

The federal tampering prohibition is contained in section 203 (a) (3) of the Clean Air Act

(Act), 42 U.S.C. 7522 (a) (3). Section 203 (a) (3) (A) of the Act prohibits any person from

removing or rendering inoperative any device or element of design installed on or in any

motor vehicle in compliance with regulations under Title II of the Act (i.e., regulations

requiring certification that vehicles meet federal emissions standards). The maximum civil

penalty for a violation of this section by a manufacturer or dealer is $25,000; for any other

person, $2,500.

Section 203(a) (3) (B) of the Act prohibits any person from manufacturing or selling, or

offering to sell, or installing, any part or component intended for use with, or as part of,

any motor vehicle or motor vehicle engine where a principal effect of the part or

component is to bypass, defeat, or render inoperative any device or element of design

installed on or in a motor vehicle or motor vehicle engine, and where the person knows or

should know that such part or component is being offered for sale or is being installed for

such use. The maximum civil penalty for a violation of this section is $2,500.

Installing any device, system or part(s) which affect the fuel delivery rate or the

combustion process would be expected to affect elements of design of the emissions control

system. Accordingly, any change from the original certified configuration of a vehicle such

as adding a system or parts that affect the fuel delivery rate or the combustion process, or

the manufacture, sale of, or installation of, aftermarket parts or systems which are not

equivalent to the original equipment could be considered violations of section 203 (a) (3) of

the Act. However, EPA has established an enforcement policy, Mobile Source Enforcement

Memorandum No. 1A (Memorandum 1A), to provide guidance to the public to reduce the

uncertainty regarding potential liability under section 203 (a) (3) of the Act for using or

selling aftermarket parts or systems, or making adjustments or alterations to parts or

system parameters.

Basically, Memorandum 1A states that EPA will not consider any modification to a

certified emissions control configuration to be a violation of the tampering prohibition if

there is a reasonable basis for knowing that emissions are not adversely affected. In many

cases, durability aging and emissions testing according to the FTP would be necessary to

make this determination.

There are two different methods for establishing a reasonable basis for knowing that

emissions are not adversely affected by the installation of a retrofit device: 1) the installer

knows of, or the manufacturer of the device represents in writing, that FTP emission tests

have been performed as prescribed in 40 CFR 86 showing that the device does not cause

similar vehicles to fail to meet applicable emission standards for their useful life; or 2) a

federal, state or local environmental control agency expressly represents that a reasonable

basis exists. Such an agency determination is limited to the geographic area over which

that agency has jurisdiction. Some states, such as California, have additional reuirements.

If the results of EPA emission testing of a retrofit device show that any of the regulated

19 October, 1998
emissions increase (even though other regulated emissions may have decreased), EPA will

publish a Federal Register Notice (Notice) explaining the legal implications of those

findings on persons engaged in the business of servicing, repairing, selling, leasing, or

trading motor vehicles, fleet operators, new car dealers and individuals. The Notice will

alert the regulated parties that the installation of such a device by them may be deemed to

be a violation of section 203 (a) (3) of the Act.

EPA does not have a mandatory, formal program to evaluate and make determinations of

compliance of aftermarket parts with Memorandum 1A. Although EPA has informally

evaluated compliance information in the past, because of current budget cuts and resource

constraints we are not routinely reviewing information showing compliance with

Memorandum 1A . While compliance with Memorandum 1A is required, submission of

the information to us is not required unless we request the information to verify

compliance. We emphasize, however, that our lack of review of the information does not

relieve any one from responsibility to comply with Memorandum 1A or liability for

violations of section 203 (a) (3) and Memorandum 1A.

The results of an FTP test are valid only for similar vehicles. Therefore, the test fleet should

be diverse and large enough to provide an adequate data base from which conclusions can

be drawn with reasonable confidence. When appropriate, however, analyses based upon

engineering judgment can be used to determine the applicability of FTP test results to other

vehicles and the devices’ effect on the durability of the emission control systems.

The EPA’s National Vehicle and Fuel Emissions Laboratory does not make decisions as to

whether the installation of a particular retrofit device constitutes tampering with the

emission control system of a vehicle. Questions regarding tampering or requests for

copies of Memorandum 1A are handled by:

Steve Albrink 202-564-8997 (Washington, DC)

20 October, 1998
Appendix

Subject Page

I. Device Evaluation Process Flow Chart 22

II. EPA Test Drive Cycles 23

II. Constant Volume Sampler 24

III.List of Test Laboratories 25

IV.List of EPA Evaluated Devices 26

21 October, 1998
Manufacturer

contacts EPA

 Application

 received

EPA preliminary

 analysis

Applicant

 responds

EPA Requests

 information

Completion

Publish report &

Federal Register

 notice

Yes

Yes

Yes

No

No

No

No

No

 EPA Device Evaluation

Process Flow

Prepare report &

 Federal Register

 notice

Application

 complete

 Testing

conducted

 Send report through

application process

Yes

 Reminder sent...

No response gets

cancellation letter

 Reminder sent...

No response gets

cancellation letter

 Incorporate valid

applicant comments

 EPA sends device

 package to

 manufacturer

Information

 received

 Screen

 tests

 needed ?

Applicant

 concurs

Plan revised

Send proposed

 test plan to

 applicant

22 October, 1998
LA4 Drive Schedule

0

20

40

60

80

0

60

120180240300360420480540600660720780840900960

102010801140120012601320

H F E T D riv e S ch ed u le

0

2 0

4 0

6 0

8 0

0

60

120180240300360420480540600660720

23

EPA Test Drive Cycles

(See Page 14)

(See Page 17)

(505)

(Sample Bags 1 & 3) (Sample Bag 2)

October, 1998
24

To Exhaust

Sample Bag

To Dilution Air

Sample Bag

Cyclonic

Separator

Absolute Pressure Transducer

CVS Compressor

Critical Flow

Venturi

Discharge

Snubber

Flow Control

Symbol Legend

Pump

Flowmeter

Pressure Gauge

Particulate Filter

Ambient Air

 Inlet

Formaldehyde Sample

Methanol Sample

Vehicle

Exhaust

Inlet

Blower

Figure 2 Constant Volume Sample Unit

Temperature

Sensor

Sample Ports

October, 1998
Updated 10/1997

Note: EPA does not endorse, rate, or certify individual vehicle emission laboratories. It is the responsibility of the individual customer to evaluate a laboraties and quality. Although this list is updated as we receive new information, other laboratories may exist that can perform emissions testing. For further iNational Vehicle and Fuel Emissions Laboratory at 313-668-4343.

Test Laboratories

Name of Laboratory Street City St. ZIP Alternative Fuels Laboratory 6111 HWY 290 East Austin TX 7872Auto. Club of Southern California 2601 S. Figueroa St. Los Angeles CA 9000Auto. Testing & Developm’t Servs. 400 S. Etiwanda Ave. Ontario CA 9176Automotive Testing Labs.,Inc. 263 S Mulberry St Mesa AZ 8520Automotive Testing Labs.,Inc. P.O. Box 289 East Liberty OH 4331Autoresearch Laboratories, Inc. 6735 S. Old Harlem Ave Chicago IL 6063

California Analytic Instruments Inc. 1238 W. Grove Ave. Orange CA 9266California Environmental Engring. 3231 S. Standard Santa Anna CA 9270Certified Emission Testing Laboratory Inc. 15 Trade Zone Drive Ronkonkoma NY 1177Clean Air Vehicle Tech. Center 26233 Executive Place Hayward CA 9454Colorado School of Mines Golden CO 8040Colorado State University Dept. of Ind. Sciences Fort Collins CO 8052Compliance and Research Services 2 Garfield St Linden NJ 0703

Crane Emissions Laboratory 530 Fentress Blvd. Daytona Beach FL 3211

Echlin Automotive Test Center 2155 State St. Hamden CT 0651EG&G Automotive Research, Inc. 5404 Bandera San Antonio TX 7823Environmental R & D Corp. 9607 Dr. Perry Rd. Ijamsville MD 2175Environmental Testing Corp. 1859 Jasper Street Aurora CO 8001General Motors Corporation GM Proving Grounds, M/C 483-331-000 Milford MI 48380-3

GM - LA Vehicle Emission Laboratory 14411 Cabrito Road Panorama City CA 9140Mercedes-Benz Service Corp. 3953 Research Park Dr. Ann Arbor MI 4810

Mich. Automotive Research Corp 1254 N. Main Ann Arbor MI 4810

Nat. Inst. for Petrol., Energy Res. 220 N. Virginia Bartlesville OK 7400

NGV Development Company 2250 Cherry Industrial Cir. Long Beach CA 9080

NGV Southeast Tech. Center 616 Highway 138 Riverdale GA 3027Northern California Diagnostic Laboratories 2748 Jefferson St. Napa CA 9455NYC Dept of Envir. Protection 75 Frost Street Brooklyn NY 1121Roush Emissions Laboratory 12257 Market Street Livonia MI 4815Siemens/Bendix Automotive Electronics 2400 Executive Hills Dr. Auburn Hills MI 4832

Southwest Research Institute 6220 Culebra Road San Antonio TX 7828Testing Services Inc. 200 W. Fifth St. Lansdale PA 1944

Wallace Environmental Testing Lab 2140 Wirtcrest Houston TX 7705

25 October, 1998
ACDS Automotive Cylinder Deactivation System (2) PB 81 228 256 NTIS Internal Engine Modifier

ADAKS Vacuum Breaker Air Bleed PB 220 005 NTIS Air Bleed DeviceAir-Jet Air Bleed PB 220 002 NTIS Air Bleed Device

Analube Synthetic Lubricant PB 80 181 985 NTIS Oil/Additive

Aquablast Wyman Valve Air Bleed PB 81 113001 NTIS Air Bleed DeviceAtomized Vapor Injector PB 83 214 684 NTIS Vapor Bleed DeviceAuto-Miser EPA-AA-TEB-511-80-1 EPA Air Bleed DeviceAutosaver PB 81 220 840 NTIS Ignition Device

AUTOTHERM (1) (circulates coolant for heater) PB 85 233 310 NTIS Driving Habit Modifiers

Ball-Matic Air Bleed PB 80 159 429 NTIS Air Bleed DeviceBasko Enginecoat PB 82 123 837 NTIS Mixture Enhancer 

Baur Condenser EPA-AA-TEB-511-81-18 EPA Ignition DeviceBerg Air Bleed PB 218 574 NTIS Air Bleed DeviceBIAP Electronic Ignition Unit PB 218 647 NTIS Ignition Device

BRAKE-EZ EPA-M-TEB-511-82-10 EPA MiscellaneousBrisko PCV PB 218 398 NTIS Air Bleed DeviceBycosin EPA-AA-TEB-71-24 EPA Fuel/Additive

Cyclone-Z PB 83 227 587 NTIS Air Bleed Device

Dresser Economizer EPA-AA-TEB-511-82-6 EPA Internal Engine ModifierDresser Economizer PB 84 155 936 NTIS Mixture Enhancer 

Dynamix PB 83 159 384 NTIS MiscellaneousEcono Needle Air Bleed PB 218 638 NTIS Air Bleed DeviceEcono-Jet Air Bleed Idle Screws PB 81 012 931 NTIS Air Bleed DeviceEcono-Mist Vacuum Vapor Injection System PB 80 190 952 NTIS Vapor Bleed Device

El-5 Fuel Additive EPA-AA-TEB-76-28 EPA Fuel/Additive

Electro-Dyne Superchoke EPA-AA-TEB-76-11 EPA Mixture Enhancer 

Energy Gas Saver EPA-AA-TEB-511-82-7 EPA Mixture Enhancer 

Environmental Fuel Saver EPA-AA-TEB-511-80-3 EPA Mixture Enhancer 

Filtron Urethane Foam Filter EPA-AA-TEB-74-23 EPA Mixture Enhancer 

Frantz Vapor Injection System EPA-AA-TEB-72-5 EPA Vapor Bleed Device

Fuel Conservation Device PB 82 124 215 NTIS Driving Habit ModifiersFuel Economizer PB 83 181 149 NTIS Ignition DeviceFuel Max (2) PB 81 229 866 NTIS Air Bleed Device

Fuel Maximiser PB 84 129 881 NTIS Miscellaneous

Fuelon Power PB 93 236 693 NTIS Fuel/Additive

FuelXpander PB 80 140 809 NTIS Fuel Line Device 

Gas Meiser I PB 81 219 032 NTIS Fuel Line Device 

Gas Saving Device PB 83 181 123 NTIS Air Bleed Device

DEVICE AND ADDITIVE TEST LIST

NAME REPORT SOURCE TYPE 

26 October, 1998
Gas Saving/Emission Control Improvement PB 83 181 123 NTIS Mixture Enhancer 

Gastell PB 81 215 899 NTIS Driving Habit ModifiersGlynn-50 EPA-AA-TEB-511-81-28 EPA Mixture Enhancer 

Goodman Engine System, Model 1800 EPA-AA-TEB-511-80-4 EPA Liquid InjectionGrancor Air Computer PB 82 215 899 NTIS Air Bleed DeviceGreer Fuel Preheater PB 82168 949 NTIS Fuel Line Device Gyroscopic Wheel Cover PB 84 143 577 NTIS MiscellaneousHot Tip PB 83 181 156 NTIS Air Bleed DeviceHydro-Catalyst Pre-Combustion Catalyst System PB 81 153 827 NTIS Mixture Enhancer 

Hydro-Vac PB 84 144 088 NTIS Vapor Bleed Device

IDALERT (1) PB 84 1 54 111 NTIS Driving Habit Modifiers

Jacona Fuel System PB 83 159 301 NTIS Fuel Line Device 

Johnson Fuel Additive EPA AA-TEB-74-26 EPA Fuel/AdditiveKamei Spoilers (1) PB 83 211 243 NTIS Miscellaneous

Kat’s Engine Heater PB 83 165 548 NTIS Miscellaneous

Lamkin Fuel Metering Device PB 80 177 272 NTIS Mixture Enhancer 

Landrum Mini-Carb PB 82 142 100 NTIS Air Bleed Device

Landrum Retrofit Air Bleed PB 82 142 100 NTIS Air Bleed Device

Lee Exhaust and Fuel Gasification EGR EPA-M-TEB-74-14 EPA Miscellaneous

Magna Flash Ignition Control System PB 218 570 NTIS Ignition Device

Malpassi Filter King (fuel pressure) PB 83 214 700 NTIS Fuel Line Device Mark II Vapor Injection System EPA-AA-TEB-76-13 EPA Vapor Bleed Device

Mesco Moisture Extraction System PB 84 148 014 NTIS MiscellaneousMini Turbocharger Air Bleed EPA-AA-TEB-76-12 EPA Air Bleed DeviceMoleculetor (metallic) PB 81 247 942 NTIS Fuel Line Device Monocar HC Control Air Bleed PB 218 685 NTIS Air Bleed Device

Morse Constant Speed Accessory Drive (1) PB 80 159 601 NTIS Accessory Drive Modifiers

MSU Cylinder Deactivation (2) EPA-AA-TEB-75-11 EPA Internal Engine Modifier

NRG #1 Fuel Additive PB 80 226 558 NTIS Fuel/AdditiveOptimizer PB 84 154 194 NTIS Fuel Line Device P.A.S.S. KIT (1) PB 83 194 381 NTIS Accessory Drive Modifiers

P.S.C.U. 01 Device PB 84 146 166 NTIS Miscellaneous

Paser Magnum/Paser 500/Paser 500 HEI PB 82 183 567 NTIS Ignition DevicePass Master Vehicle Air Conditioner (1) PB 82 178 534 NTIS Accessory Drive Modifiers

Peterman Air Bleed EPA-AA-TEB-74-16 EPA Air Bleed Device

PETRO-MIZER PB 83 181 115 NTIS Fuel Line Device PETROMIZER SYSTEM PB 81 227 043 NTIS Mixture Enhancer Platinum Gasaver PB 92 104 413 NTIS Vapor Bleed Device

DEVICE AND ADDITIVE TEST LIST

NAME REPORT SOURCE TYPE 

27 October, 1998
POLARION X PB 83 175 752 NTIS Fuel Line Device 

POLARION X (second evaluation) PB 86 127 107 NTIS Fuel Line Device Pollution Master Air Bleed PB 218 438 NTIS Air Bleed DevicePOWERFUEL PB 84 148 543 NTIS Vapor Bleed Device

QEI 400 Fuel Additive EPA-M-TEB-76-8 EPA Fuel/Additive

Ram-Jet PB 80 170 657 NTIS Air Bleed DeviceRolfite Upgrade Fuel Additive PB 80 190 960 NTIS Fuel/Additive

Russell Fuelmeiser PB 83 181 131 NTIS Fuel Line Device Sav-A-Mile PB 82 197 417 NTIS Mixture Enhancer 

SCATPAC Vacuum Vapor Induction System PB 81 153 819 NTIS Vapor Bleed DeviceSmith Power and Deceleration Governor PB 80 173 867 NTIS Mixture Enhancer 

Special Formula Ignition Advance Springs EPA-AA-TEB-75-13 EPA Ignition DeviceSpritzer EPA-AA-TEB-74-15 EPA Mixture Enhancer Sta-Power Fuel Additive PB 218 567 NTIS Fuel/AdditiveStargas Fuel Additive P8 218 568 NTIS Fuel/AdditiveSuper-Mag Fuel Extender PB 82 194 937 NTIS Fuel Line Device SYNeRGy 1 PB 82 122 169 NTIS Fuel/Additive

Technoi G Fuel Additive PB 219 396 NTIS Fuel/AdditiveTephguard no number report EPA Oil/AdditiveTreis Emulsifier PB 82 109 711 NTIS Miscellaneous

Turbo Vapor Injection System EPA-AA-TEB-73-22 EPA Vapor Bleed Device

Turbo-Carb PB 83 159 939 NTIS Mixture Enhancer Turbo-Dyne G.R. Valve PB 285 381 NTIS Air Bleed DeviceTurbocarb PB 84 156 462 NTIS Mixture Enhancer 

ULX-15/ULX-15D PB 81 226680 NTIS Fuel/Additive

V-70 Vapor Injector PB 84 163 062 NTIS Vapor Bleed Device

Vareb10 Fuel Additive EPA-M-TEB-74-30 EPA Fuel/AdditiveVEECD (Now EVECTM) (3) PB 97 193 999 INF NTIS Air Bleed Device

Waag-Injection System (2) EPA-AA-TEB-511-80-6 EPA Liquid InjectionWickliff Polarizer (fuel line and air intake) PB 82 117 898 NTIS Fuel Line Device XRG #1 Fuel Additive PB 80 180 672 NTIS Fuel/Additive

(1) Indicated a statistically significant improvement in fuel economy without an increase in exhaust emissions although cost effectiveness must be determined by the consu

 (2) Indicated a statistically significant improvement in fuel economy but with an increase in exhaust emissions. According to Federal Regulations, installation of this devic (3) Reduced carbon monoxide and hydrocarbons on older emission control technology vehicles.

DEVICE AND ADDITIVE TEST LIST

NAME REPORT SOURCE TYPE 

28 October, 1998