Approval Details

Valid E.O.

Validity

This Executive Order approved the specified parts on on January 14, 1975.
As of Thursday, December 26th, 2024 this Executive Order has not been overturned or superceeded.

Approved Parts

Models
1975 and older, EXCEPT vehicles with Carter or Dana NOx device

This Executive Order may be listed as:
  • C.A.R.B.E.O. D-40-1
  • Executive Order 40-1 / D40-1
  • ARB # D-40-1
  • Executive Order No: D-40-1
  • C.A.R.B. No. D-40-1
  • Resolution D-40-1
For Free CARB Executive Order Status verification, email an image of the device Executive Order label as well as the Year/Make/Model and Test Group # of the vehicle to [email protected]

Download: Executive Order D-40-1 PDF

D-40-1 Document:

CARB_D-40-1

State of California AIR RESOURCES BOARD EXECUTIVE ORDER D—40—1 . Relating to Exemptions under Section 27156 of the Vehicle Code AUTOTRONTE CONTROLS CORPORATION "MSD—2" Pursuant to the authority vested in the Air Resou}ces Board by Section 27156 of the Vehicle Code; and Pursuant to the authority vested in the undersigned by Section 39023 of the Health and Safety Code; IT IS ORDERED AND RESOLVED: That the installation of "MSD—2" electronic capacitive discharge ignition system manufactured by Autotronic Controls Corporation, has been found to not reduce the effectiveness of required motor vehicle pollution control devices and, therefore, is exempt from the prohibitions of Section 27156 of the Vehicle Code for 1975 and older model—year vehicles with the standard 12—volt, negative ground Kettering system with either breaker points or breakerless switching. The following are specifically excepted: Any vehicles equipped with an.emission control system utilizing an electronic speed sensor such as the Dana Retronox system or the Carter CER system. The device consists of a DC—to—DC converter circuit, a storage capacitor, an electronic timing circuit, and an electronic switch. This Executive Order is valid provided that installation instructions for this device will not recommend tuning the vehicle to specifica— tions different than those listed by the vehicle manufacturer. Changes made to the design or operating conditions of the device as originally submitted to the Air Resources Board for evaluation that adversely affect the performance of the vehicle‘s pollution control devices shall invalidate this Executive Order. Marketing of this device using an identification other than that shown in this Executive Order or marketing of this device for an application other than those listed in this Executive Order shall be prohibited unless prior approval is obtained from the Air Resources Board. _

"MSD—2" — a EXECUTIVE ORDER D—40—1 This Executive Order does not constitute any opinion as to the effect that the use of. this device may have on any warranty either expressed or implfed by the vehicle manufacturer. THIS EXECUTIVE ORDER DOES NOT CONSTITUTE A CERTIFICATION, ACCREDITATION, APPROVAL, OR ANY OTHER TYPE OF ENDORSEMENT BY THE AIR RESOURCES BOARD OF ANY CLAIMS OF THE APPLICANT CONCERNING ANTI—POLLUTION BENEFITS OR ANY ALLEGED BENEFITS OF THE "MSD—2" DEVICE. No claim of any kind, such as "Approved by Air Resources Board" may be made with respect to the action taken herein in any advertising or other oral or written communication. Section 17500 of the Business and Professions Code makes unlawful, untrue or misleading advertising and Section 17534 makes violation punishable as a misdemeanor. Sections 39130 and 39184 of the Health and Safefy Code provide as follows: "39130. No person shall install, sell, offer for sale, or advertise or, except in an application to the board for certification of a device, represent, any device as a motor vehicle pollution control device unless that device has been certified by the board. No person shall sell, offer for sale, advertise, or represent any motor. vehicle poliution control device as a certified device which, in fact, is not a certified device. Any violation of this section is a misdemeanor." "39184. (A) No person shall install.:sell, offer for sale, or advertise, or, except in an application to the board for accreditation of a device, represent, any device as a motor vehicle pollution control device for use on any used motor vehicle unless that device has been accredited by the board. No person shall sell, offer for sale, advertise, or represent any motor vehicle poliution control device as an accredited device which, in fact, is not an accredited device. Any violation of this subdivision is a mis— demeanor." > Any apparent violation of the conditions of this Executive Ordef will be submitted to the Attorney Gereral of California for such action as he deems advisable. Executive Order D—40, dated October 3, 1974, is superceded and of no further force and effect. Executed at Sacramento, California, this 4fif day of January, 1975. WILLIAM SIMMONS Executive Officer

State of California AIR RESOURCES BOARD January 8, 1975 Staff— Report Evaluation of Autotronic Controls Corporation‘s Application for an Exemption from the Prohibitions of Vehicle Code Section 27156 for the "MSO—2" Capacitive Discharge Ignition System for Vehicles Equipped with Breakerless Ignition Systems Introduction Autotronics Controls Corporation, 6908 Commerce, El Paso, . Texas 79915, has requested an exemption from the prohibitions of Vehicle Code §eétion 27156 for its "MSD—2" capacitive discharge ignition system. They have previously been granted an exemption (E. 0. D—40, 10/3/74) for i974 and older model— year vehicles with a 12—volt, standard Kettering ignition éystem. Yehicles originally eduipped with electronic ignition systems {breakerless, capacitive discha%ge , Or transistorized) or 1966770 vehicles retrofitted with Dana or Carter speed sensors were specifically excepted. They are now requesting an exemption for their "MSD—2" device for installation on vehicles with breakerless ignition systems. II. ~ Device Description and Function The "MSD—2" is a capacitive discharge type ignition with circuitry that allows repeated firings of spark plug after the initial firing in order to extend the time available for ignition. The

circuit description and function are described in detail . in the Staff report of September 27, 1974, "Evaluation of Autotronic Controls Corporation‘s Application for an Exemption from the Prohibitions of Vehicle Code Section 27156 for the "MSD—2" Capacitive Discharge Ignition System". 111. Device Evaluation The applicant did not submit any emission test data showing the effects of the device on the OEM emission control system. iIn order to evaluate the device, the electrical output characteristics of a Chrysler and a Ford breakerless ignition system with and without the "MSD—2" device installed were compared. The tests were conducted on the Air Resources Board‘s ignition system simulator which consists of a Sun distributor tester, Tektronix oscilloscope, Sun ignition analyzer, and associated auxiliaries. Tbe ARB evaluation consisted of measuring the spark advance, spark duration, ~avai1ab1e'secondary voltage, and secondary voltage rise time. The results of this test showed that the installation of the "MSO—2" device significantly changed the output characteristics of the OEM ignition system. Centrifugal spark advance timing was‘increased one to three degrees from OEM and both the spark duration and available secondary voltage were significantly reduced. These reductions would greatly increase the chance of misfire under conditions of high speed and high load.. Ignition misfire would cause significant increases in hydrocarbon emissions.

In order to evaluate the effect of thesé changes on a vehicle‘s emissions, a series of 3 hot—<start CVS—1 and 55—mph steady—state,. road load tests were run with the device installed and in the baseline condition. Emissions of hydrocarbons (HC), carbon monoxide (C0)., oxides of nitrogen (NOx), carbon dioxide, and calculated fuel economy in miles per gallon (MPG) were recorded for all tests as well as repegting the tests of spark advafice, spark duration, secondary voltage rise time, and available secondary voltage on the vehicle. The results from these teéts are shown in Table II. . A 1974 Ford LTD, 400 CID, 2—bb1. carburetor, automatic transmission, with air injection and exhaust gas recirculation emission controls was provided by the applicant, with the staff‘s concurrence, to determine the device‘s effect on a vehcle.. Table II — Centrifugal Spark Advance in Crankshaft Degrees from TDC rom Baseline Device 750 12 12 1000 13 13 1500 18.5 18 2000 22 22 2500 25 25 3000 29 > 28 Spark Duration in Microseconds Number gpm Baseline Device of Pulses 750 1700 1200 6 1200 1400 800 4 2000 1300 400 2 3000 1100 — 400 2

Secondary Voltage Rise Time in Microseconds RPM Baseline Device 2000 _ 40 8 Available Secondary Voltage in Kilovo]ts @ 55—MPH Road Load Cruise Baseline _ Device 27 27 CVS~1 Hot Start Emissions (gm/mi) Test Condition HC co NOx Fuel Economy (MPG) Average Baseline Cl 3—tests 1.217 25.596 1.671 11.203 Average Device ' 3—tests 1.124 27.463 +. 1.694 10.792 Percent Change from Baseline —7.6% 7.3% +1.4% —3.7% bata from the 55—MPH steady—state emissions test was fnconclusive due to excessive variability of the emissions. The resulits of the Hot Start CVS—1 Qere statistically analyzed and no difference between the baseline and the device results were found at the 80% confidence 1eve1‘or higher.> Thus, the data shows no significant increases in emissions. The applicant included installation instructiofis {Exhibit I) for the "MSD—2" device on vehicles originally equipped with Delco‘s ~ HEI Electronic Unitized Ignition System; the other systems‘ installation is identical to that of the stanfard Kettering system. By following the applicant‘s revised instructions for installation of the "MSD—2" device on the Delco HEI system

the OEM system‘s cofinecting plugs are no'longer directly connected to each othér. Instead,'they are connected by a "jumper" connection between the common coil frame ground connection. This installation leaves the HEI plugs dangling and no longer constrained. This installation does not maintain the sealed interconnection of the OEM system. The coil frame, however, is grounded by the "jumper" and . the staff has no knowledge of adverse emission effects caused by the failure of this ground. IV. Conclusions and Recommendations . It is the opinion of the staff that the "MSD—2" device does not reduce the effectiveness of required emission control systems. ~ Therefore, it is recommended that Autotronic Controls Corp— oration be granted an exemption from the prohibitions of Vehicle Code Section 27156 for its "MSD—2" capacitive discharge fgnition ‘device to be used with 1975 and older model—year vehicles equipped with a 12—volt, standard Kettering ignition system but utilizing éome electronic system to replace the breaker points.

EXHIBIT—I Installation of the NMSD— 2 anm e on Cl cars using the HEI unitized electronic > 0 0 i1gnilion. l8 a A mm ~ / . The new General Mofors HEl ignition system is totally contained in the distributor housing. All of the connections are made with a pair of connectors on the side of thedistributor as shown in the sketch at the left. They make installation of the MSD—2 very easy . Adding the MULTI—FIRING of the MSD—2 to the breakerless HEL really makes good sense . This installation requires the special MSD—2 cable and a short jumper wire as supplied in the MSD—HEl kit. Follow the regular instructions, except for the cable hook—up. Follow those at the left below for | installation of 1. Separate the connectors as in the detail on the right. They are keyed so you can‘t insert them into the 5 distributor wrong, but if you twist them, they won‘t match the drawing . 2.. Start by connecting the GND wire. Its receptacle slips onto the tab marked C—. TACH terminal 3. Next install the COIL + not shown . wire : Its receptacle slips onto the tab marked B+. 4. Now, attach the receptacle end of the jumper wire to the tab marked GRD . 5. Insert the tab end of the jumper wire into the center receptacle of the distributor DISTRIBUTOR connector. Connector 6. Notice that the +12y wire has two tabs . Insert a tab into the right side KEY receptacle of both ,'v i C ‘ t . the distributor ts Vap o Connector and key connectors! > wl m uq . CL pag § ‘ 7. The PIS tabs has two a tab ( ols M Inserth\m/\’ wire. also Her into the left side receptacle both the distributor and key & Sss To Key Switch connectors.

State of California AIR RESOURCES BOARD September 27, 1974 Staff Report Evaluation of Autotronic Controls Corporation‘s Application for an .Exemption from the Prohibitions of Vehicle Code Section 27156 for the "MSD—2" Capacitive Discharge Ignition System 1. Introduction Autotronic Controls Corporation, El Paso, Texas, has requested a finding relative to the requirements of ¥ehicle Code Section 27156 for its "MSD—2" capacitive discharase ionition system. Autotronic Controls Cor— poration intends to market this device for use with 1974 and older model—year vehicles with 12 volit negative ground. 2 "The Air Resources Board Criteria for Determining Compliance with Section 27156 of the Vehicle Code" was used to eyaluyate the device. T1 Device Description and Function The "MSD—2" device is a capacitive discharge ignition system connected to the OEM coiland distributor,. The device con— sists of a DC—to—DC converter circuit, a storage capacitor, an electronic switch and an electronic timing circuit. See

"MSp.2" Appendix A for the circuit diagram. The installation instructions and:—engine setting revisions are in Appendix B. In operation,. the converter circuit is in series with the battery and ignition switch. The battery voltage, 12 volts DC, is converted by this circuit to 350 volts DC and stored in a tank cépacitor. The 350 volts are available on demand for exciting the coil of the OEM ianition. system, When the points open, the electronic timing function becomes operative for a definite period of time unless mechanically ’interrupted by the distributor, During this period of operation, the timing circuit will turn the electronic switch (SCR) on and off at fixed intervals. Each time the SCR is turned on the 350 volts in the storage capacitor are discharged into the primary of the ignition coil with the resultant spark occuring at the spark plug. These voltage discharges or pulses for each engine firing will vary in number with engine speed. More pulses will occur at the lower engine speeds. See Figure 1 for typical spark lines of the OEM and "MSD—2" devices, The concept of multiple sparks is to extend the spark duration by producing a number of shorter duration sparks. The total time to fire the cylinder is then the sum of the

shorter duration sbarks,. The advantage claimed for this concept is that if the air/fuel mixture is too Tean to fire on the first spark, a richer air/fuel mikture will shortly be swept by the spark plug and be firéd by a suceeding spark. II1. Evaluation Tests A. Applicant Tests The applicant submitted emission data of tests per— formed at the Edelbrock Emission Laboratory. Base— line and device tests were performed on a 1973 Chevrolet Neova, 350 CID, aufomatic transmission,. These tests were performed to determine emission trends produced by the device with an unacceptable test procedure followed during the tests. Therefore, the submitted data is considered inconclusive. ARB_ Laboratory Tests * A 1974 Ambassador, 360 CID, 4—bb1 carburetor, AIR emission control system and automatic transmission was selected to determine the device‘s electronic characteristics and effects on emissifons.

The following is a comparison of the baseline and device electronic characteristics; Centrifuaal Snark Advance Standard Ignition MSD—2 Device Engine Soeed RPM Crankshaft Dearees Crankshaft Degrets 750 (Id¢le) 6 6 1000 14 14 1500 18 18 2000 _ 20 20 2500 22 23 3000 26 27 Spark Duration Standard Ianition MSB—2 Device Engine Speed — RPM Microseconds {(us ) No. Sparks us/Spark Tot. us 750 (Idle) 1700 7 643 4500 2000 _ 1400 3 567 1700 Secondary Yoltage Rise Time Standard Ignition MSD=—2 Device Engine Speed RPM Microseconds Microseconds 750 (Idle) 10 10 Secondary Voltace Standard Ianition MSD—2 Device Engine Speed RPM Volts Yolts 750 (Id1le) 30,000 32,000 2200 26,000 31,000

fhe "MSD»—2" device exhibited electrical characteristics for spark advance and yvoltage rise time similar to the OEM ifjanition system,. Typical for capacitive discharge ignition systems, the device also provides gréater available voltage at the higher engine speeds in com— parison to the OEM system. fhe multiple spark feature of the "MSD" device is apparent when comparing the device and OEM spark duration data. The OEM system generates a single spark of a duration dependent upon engine speed afid secondary ignition system. The "MSD—2" device produces a series of sparks for each cylinder firing. ‘The duration of each spark is less than the OEM duration while the duration of the sum of the series of sparks is greater than the OEM duration. The duration of the spark is an important factor in controlling lean misfires., An increase in hydrocarbon emissions will occur with lean misfires, To determine if this effect exists with the "MSD—2" device, 50 mph steady state emission tests were performed on the 1974 American Motors vehicle,. The following are the results of these tests:

50 MPH Steady State Test Grams/Mile HC £8. NOx Baseline 0. 91 3,96 2.72 Device 0.93 4 .02 2.67 Percent 2.2 1.5 ~1.8 Change No significant increases in emissions were noted in these tests. pv Conclusions and Recommendations It is the opinion of the staff that the "MSD—2" device does not reduce the effectiveness of required emission control sys tems . Therefore, it is recommended that Autotronic Controls Corporation be granted an exemption from the prohibitions of Vehicle Code Section 27156 for its "MSD.—2" capacitive discharoe ignition device to be used with 1974 and older model«year vehicles except the following: 1, All vehicles equipped with an electronic fjanition sys tem,. . 2. All 1966—70 model—year vehicles equipped with a Dana or Carter NOx retrofit device using an electronic speed sensor.

Figure 1 Compérison df Cofl Secondary Output Yoltaces of a Typical OEYM Ianition System and the "MSD—2" Device Yolts Spark Duration Points © Open Points Closed Zero . Total‘Spark Volts &——— Duration ——__—_ MSD=—2 Points . Open } uw Zero Points Closed r Line

AFFENLUIA 5 Qrjp o ywy BY CAREFULLY FOLLOWING THESE BRIEF STEPS, YOU WILL ASSURE j h A CORRECT, RELIABLE INSTALLATION . SHORT—CUTS WILL PROBASLY COST . \ YOU TIME AND EVEN IF THE ENGINE DOFS RUN, YOU MIGHT NOT GET ALL OF THE BENEFITS THAT THE MSD IGNITION SYSTEM CAN PROVIDE. READ COMPLETELY THROUGH THESE INSTRUCTIONS BEFORE YOU START. CHECK EACH CIRCLE AS YOU COMPLETE THAT STEP.

APPENDIX B (2) of (5) @© O sz mount tmemso ienimon un Good places ure flat surfaces on the firewall, the engine side of the wheel well cover, and beside the radiator, Use the case as a template for locating the holes. Fasten the unit securely with bofts or sheet metal screws. This must be a firm connection because it supplies ground to the circuit. If the unit is mounted on a plastic body part (NOT ADVISED}, you MUST add a ground wire of 10 gauge or larger:. ' DO NOT INSTALL in front of the radiator or near the exhaustsystem or the radfo antenna . — OQstEp—2 LOCATE THE COIL -------BE CERTAIN THAT THE IGNITION SWITCH IS OFF. it is always a good idea when working on a car‘s electrical system to disconnect the positive lead of the battery for added safety . O stEp—3 DISCONNECT ALL LEADS FROM THE NEGATIVE (—) COIL STUD. ------- NOTE: On some coils the negative stud is marked PTS, and the positive stud is marked BATT. OSTEP-; PLACE THE INSULATOR BLOCK WITH THE PTS.(Yellow Slteeve) CABLEv TERMINALON THE NEGATIVE (—) COIL STUD. @© Ose—s PLACE THE WIRE TERMINAL MARKED GND. , (White Sleeve) OVER THE NEGATIVE COIL $STUD ON TOP OF THE INSULA— TOR BLOCK. Secure with a nut and lock washer. TIGHTEN. OstEp—s PLACE THE WIRE TERMINAL THAT DID GO _TO THE NEGATIVE COIL STUD (Make are es csttee certain that this wire goes to either the distributor (points) or to the stock factory electronic ignition unit.) ON THE SAME BOLT THAT THE PTS. WIRE (Yellow Sleeve) 15 ATTACHED 1O . Secure with a lock washer and nut. TIGHTEN, REMOVE THE TERMINALS, NUTS, WASHERS, CONDENSER, ETC. FROM THE POSIHTIVE (+) COIL STUD. PLACE THE INSULATOR BLOCK WiTH THE +12v.(Red Sleeve) TERMINAL ON THE POSITIVE COIL STUD. — Q en

APPENDIX B (3) ot \=/ . Os:'E°-9 PLACE THE WIRE TERMINAL MARKED COIL (Blue Sleeve) OVER THE POSITIVE COIL STUD ON TOP OF THE INSULATOR BLOCK. Secure with a lock washer and nut. TIGHTEN. OSTEP-]O PLACE ALL THE WIRE TERMINALS THAT DID GO TO THE POSITIVE COIL STUD ON THE BOLT WITH THE CABLE TERMINAL MARKED +12v. (Red Sleeve). ALSO BE SURE THAT THE TERMINAL ATTACHED 16 THE SINGLE WIRE 1S ON THIS BOLT. Secure with a lock washer and a nut. TIGHTEN. OSTEP-H BY—PASS THE BALLAST RESISTOR. ——— THE SINGLE WIRE THAT WAS JUST ATTACHED TO THE +12v. BOLT MUST BE CONNECTED TO THE KEY SWITCH SIDE OFTHE BALLAST RESISTOR. SOME CARS, NOTABLY GM, DO NOT HAVE A BALLAST RESISTOR, BUT INSTEAD, HAVE A RESISTANCE WIRE FROM THE COIL TO NEAR THE KEY SWITCH. THE SINGLE WIRE MUST BE ATTACHED AT THIS POINT, Switohec G(ARvolts. Ayallable at Thaose Looations nnscnsmcmmmmammerenmime hancns Splice. Hereoy S plice Hc\-z_-s\ care. [ B y n _ 8 M 1 ‘1 BALLAST MI (% Cen > /d/‘i\/// \ corn > . y ANTI—DIESEL SotEMoip/ . L > Splice Here. OR ON MANY LATER MODEL CARS, IT—CAN B5 SPLICED TO THE WIRE GOING TO THE ANTI—DIESELING SOLENGCID ON TH CARBURETOR, THE RECOMMENDED METHOD OF SPLICING IS THE USE OF AN ETC Co. Vibrakrimp TAP SPLICE OR A 3M Co. Seotchlok. SEE THE SKETCH ON PAGE 4. In an emergency, the wire can be carefully stripped (DO NOT NICK THE WIRE), the end.of the single wire wrapped around the first wire, and the connection carefully soldered with ROSIN CORE solder. Carefully wrap the ss]xce with electrical tape . (O STEP—12 RECHECK ALL CONNECTIONS. You must instal] the system correctly to get the full benefit of MSD and to protect your WARRANTY. & O STEP—13 SPRAY THE COIL AREA (all terminals and top of the coil) WITH A SILICONE N 1GNITION SPRAY. THIS HELPS TO WATERPROOF THE INSTALLATION. O STEP—14 START THE ENGINE, Reconnect the battery . ua 2 w

APPENDIX B (4) ot (5) . NOTE: On some cars the power that the alternator supplies to the charging light is sufficient to operate the MSD Ignition. This means that the engine Brode will not stop when the key is turned 4 Amg 100 +v. off. (STOP by sulling high tension /{/ o wire out of coll or shorting PTS. e, &V/\Q terminal to GND . terminal oncoil.) O,(;,fi\\\ a,* '}$ \ The drawingon the right shows how '\L//V\“““‘ PJa “ s fi:':‘:"i:;:_i to install the diode to prevent this. C Revelinse r:gu\n'rm— (Sometimes Sez velusls | The Ford part shown will work on 72 ve »ivewentieey SE CET most cars. YOU must be sure that _ / amp this is the problem. The engine can also continue to run if you have made a mistake in wiring. Check it again before installing the diode . FOR EVEN BETTER OPERATION: The MSD Ignition System is not tempermental, it will give smooth engine operation even under adverse conditions. However, there are some things that you can do to help. All of your plugs, high tension wires, distributor rotor and cap, and poinfs must be in good .__._ iemg Methods condition to get the full benefit of ?he MSD . Clean the top E-; ETC Vibrakrimp. | of the coil before you install the system and clean the M2 Tap SpHter * . inside of the distributor cap while inspecting it. Than spray G‘)fl + fhe inside of the cap with silicone spray . The«timing—setiing. /?é . Revised per— aspectal y ipurtimt o The MHP® wiH wwork «witlr mest—of—«the | /,:;“f_ffi"{;‘ attached ACC b:;’T30333 lishts, .Souawith the factermsettineow > letter dated anticipare shatyoucan advange the timing several_esgrees ||"\___ _ 9/18/74 g“»’?i"\g tyam berternmilzage.s Yeu €dM €N30—MCREIEE: di1G. i N‘\///[/’/’ span" plugguprorue mrhras"00654 for—irstrormeitecpe—yiot . | Non=sprigror epark progey hotise Hy round ced amicne» aad | %nt pwe domerimes toldor phigs with maxitrze MoPr performane® . ELECTRONIC TACKOMETER QPEBATION: Some electronic fach installations may have to be modified for proper opeiation . ~ Contact factory for information and include self—addressed, /51. on stamped envelope. State car model and tach model . 3 insaltien ahraind IN CASE OF FAILURE: No matter how thoroughly an efectronic 53.#?31.\: ;9’5 instrument is tested, a failure will sometimes occur. Your éfif\;) b. warranty will help, but you also need to operate your car. : . A To disable the MSD Ignition, simply reverse Steps 11 thru j 3 to reconnect the standard ignition system. mt_{],m

Uitrasonis Adapiive C C%— AUTOTRONIC CcomTROLS comnporation Preerwon M 69808 COMMERCE, EL PASO, TEXAS 79915 —> (8158) 772—7431 C — September 18, 1974 Ref. No. 5—517 Mr. Joseph Calhoun Chief of Motor Vehicle Testing Air Resources—Laboratory 9528 Telstar Ave. El Monte, CA 91731 Dear Mr. Calhoun: In reference to the Multiple Spark Discharge (MSD) Ignition System, MSD—2 of Autotronic Controls Corporation currently being tested _ for approval by your agency, I am enclosing a revised copy of the "Installation Manual" together with a copy of the old instructions. On Page 4 of the manual the hints under "For Even Better Operation" concerning the advancing of the ignition timing beyond the manu— facturer‘s specifications has been deleted. The revised vérsion ‘ recommends "factory specified settings" and a caution that in some states it is mandatory. All future printings of the Installation Manual will contain this revision on ignition timing. Any MSD—2 units shipped into California subsequent to approval by the Air Resources Board will carry the revised ignition timing recommendation. Please contact our agent, Robert Lockhart, or Jack Priegel or myself if futher action or information is required. Sincerely yours, }é§i224*£5222%2§f§;1—-~ J. Frank Casey Marketing Manager JrC/pf ‘ee: . Dick Kinney r. Bob Weis Air ReésoarcesLaboratory 9528 Telstar Avenue El Monte, CA 91731 . Enclosure %‘f CREATIVE ENVIRCNMENTAL TECHNGLOGY


Document Created: 2005-09-01 12:44:17
Document Modified: 2005-09-01 12:44:17

Previous E.O. D-40 | Previous E.O. D-39 | Next E.O. D-40-2 | Next E.O. D-41