Approval Details

Valid E.O.

Validity

This Executive Order approved the specified parts on on May 5, 1980.
As of Tuesday, January 14th, 2025 this Executive Order has not been overturned or superceeded.

Approved Parts

Part NumberModelsModification
9-00001979 and older HD vehicles with Chrysler 440 CID engineKit includes modified original carburetor, modified distributor and water injection system. Ignition timing is advanced to 12-14 degrees before top dead center.

This Executive Order may be listed as:
  • C.A.R.B.E.O. D-97
  • Executive Order 97 / D97
  • ARB # D-97
  • Executive Order No: D-97
  • C.A.R.B. No. D-97
  • Resolution D-97
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-97 PDF

D-97 Document:

CARB_D-97

(Page 1 of 2) State of California AIR RESOURCES BOARD EXECUTIVE ORDER D—97 Relating to Exemptions under Section 27156 of the Vehicle Code BAE "DODGE 440 MOTORHOME SYSTEM NO. 9—0000" Pursuant to the authority vested in the Air Resources Board by Section 27156 of the Vehicle Code; and Pursuant to the authority vested in the undersigned by Sections 39515 and 39516 of the Health and Safety Code and Executive Order G—45—5; IT IS ORDERED AND RESOLYED: That the installation of the "Dodge 440 Motorhome System No. 9—0000" manufactured by BAE of 3032 Kashiwa Street, Torrance, CA 90505, a division of Turdyne Corporation has been found not to reduce the effectiveness of required motor vehicle pollution control devices and, therefore, is exempt from the prohibitions of Section 27156 of the Yehicle Code for 1979 and older heavy— duty vehicles equipped with the Chrysler 440 CID engine. This Executive Order is valid provided that installation instructions for this device will not recommend tuning the vehicle to specifications different from those submitted by the device manufacturer. Changes made to the design or operating conditions of the device, as exempted by the Air Resources Board, that adversely affect the per— formance of a vehicle‘s poliution control system 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 unijess prior approval is obtained from the Air Resources Board. Exemption of a kit shall not be construed as an exemption to sell, offer for sale or advertise any component of a kit as an individual device. 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 implied by the vehicle manufacturer.

BAE EXECUTIVE ORDER p—97 "DODGE 440 MOTORKOME SYSTEM NO. 9—0000" (Page 2 of 2) 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—PQOLLUTION BENEFITS OR ANY ALLEGED BENEFITS OF THE "DODGE 440 MOTORKOME SYSTEM NO. 9—0000". 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 untrue or misleading advertising unlawful, and Section 17534 makes violation punishable as a misdemeanor. Section 43644 of the Health and Safety Code provides as follows: "43644. (a) No person shall install, sell, offer for sale, or advertise, or, except in an application to the state board for certification 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 certified by the state 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 subdivision is a misdemeanor." Any apparent violation of the conditions of this Executive Order will be submitted to the Attorney General of California for such action as he deems advisable. Executed at El Monte, California, this _«____ 1980 /) ,/ £ /’(———{ //’//g’/’ — /A(’/j///fiz _ hss Drachand, Chief Mob119 Source Contro] Division

State of California AIR RESOURCES BOARD November 17, 1979 Staff Report Evaluation of the BAE Turbocharger System in Accordance with Section 2222, Title 13 of the California Administrative Code Introduction BAE, of 3032 Kashiwa Street, Torrance, California 90505 has submitted an application for exemption of a turbocharger system from the prohibitions of Section 27156 of the Vehicle Code. A specialized testing program consisting of steady state raw exhaust gas measurements was conducted instead of the Federal Test Procedure (FTP) due to the lTimitation of the application to heavy duty vehicles. II. System Description The BAE turbocharger system is an aftermarket kit designed as an add—on unit to the Chrysler 440 CID heavy duty engine. The system consists of a Rajay turbocharger, replacement exhaust manifold and crossover pipe, modified distributor, water injec— tion unit, carburetor—to—intake manifold adapter box and miscel— laneous mounting and installation parts. The compressor and turbine are on a common shaft driven by exhaust gas routed from the exhaust manifold through the turbine housing. The

compressor increases the density of the air—fuel mixture passing through the carburetor and supercharges the intake manifold to increase the mass of air and fuel delivered to the cylinders thus producing additional power during periods of relatively high (engine) speed. The BAE system uses the following modifications and controls: 1. The stock Carter Thermo—Quad carburetor is modified by increasing the length of the metering rod spring and by replacing secondary jets with a larger size (0.143 inch). These modifications increase the fuel delivery capacity to match the increased air flow caused by turbocharging. Initial timing of 8° BTDC is advanced to 12—14° BTDC. A modified distributor replaces the OEM breakerless system. The modified distributor has two pick—ups for the reluctor; one for the normal advance curve, and one to provide five distributor degrees of retard when a diaphragm/micro—switch senses intake manifold pressure of 2 psig or more. The retard is used to prevent detonation during high boost.

An alternate method of providing retard under boost conditions was added later in the test program. A Jacob‘s Electronic Ignition System may be installed in place of the modified distributor/ microswitch combination to provide graduated retard with increasing engine speed. Water injection is used as a secondary control of detona— tion in warm weather. A water injector nozzle is located at the top of the air cleaner with water and pressure supplied from the recreational vehicle tap water system. A solenoid allows water to flow when boost pressure exceeds 2 psig. The water injection system was later modified to use two nozzles opening at different pressures. Maximum boost pressure is limited by the size of the passages in the carburetor—to—manifold adapter box and compressor inlet passage. No active boost control is used.

III. Test Vehicle Emissions testing was conducted on a 1977 Pioneer Class A motorhome (California dealer license 9164) supplied by the applicant. This motorhome is built on a Chrysler M600 chassis and equipped with a Chrysler 440—3 heavy duty engine and three speed automatic transmission. The vehicle is rated at 15,500 pounds gross vehicle weight, and was tested at a loaded weight of 14,400 pounds. The vehicle was received with approximately 9000 miles on the odometer. Preparation of the vehicle included setting the engine to Chrysler specifications and inflating rear dual tires to 70 psig. All testing was performed using premium tank fuel. Retests were conducted with approximately 16,000 miles on the odometer. | 0 IV. Test Program Back—to—back steady state tests were conducted on the test vehicle at the following points: 1) idle 2) 20, 40, 50, 60 mph at road load horsepower (RLKP) 3) —20, 40, 50, 60 mph at two times road load (2XRL) 4) 20, 40, 50, 60 mph at three times road load (3XRL) Road load horsepower was determined to be 46HP at 50 mph and 8.2 in. Hg manifold vacuum by road test. Inlet and outlet tempera— tures and pressures were measured at the compressor and turbine for all poihts in the turbocharged configuration during the initial test.

Bench testing was performed to measure the advance and retard characteristics of the OEM and modified distributors. The opening points of the retard switch and water injector solenoid were also determined. In addition, a brief evaluation was made of driveability and performance in both the baseline and turbocharged configurations. ARB Test Results A. Distributor Bench Test The OEM and modified distributors have slightly different centrifugal and vacuum advance curves as shown in Table 1. All data is in distributor rpm and degrees with distributor idle !| 0 set at 300 rpm. The retard circuit in the modified distributor provides five distributor degrees of retard from the original vacuum advance.

Table 1 — Distributor Bench Test Centrifugal Advance Vacuum Advance OEM MOD ADV* MOD RET* VAC OEM MOD ADV* RPM_ (deg) _(deg) (deg) {in Hg) (deg) _(deg) 100 0 0 —5.0 0 0 0 200 0 0 —5.0 3 0.5 0 300 0 0 —5.0 6 3.0 0 400 0 0 —5.5 9 5.0 1.5 500 0 0 —5.5 12 7.5 5.0 600 2 1 —4.0 15 9.0 9.0 700 3 3 —2.0 18 9.0 10.5 800 3.5 5 0 20 9.0 10.5 900 4.0 7.5 2.0 1000 4.5 8.0 3.0 1100 5.0 8.5 3.0 1200 5.5 9.0 3.5 1300 6.5 9.5 4.0 1400 7.0 10.0 4.5 1500 7.5 10.0 4.5 1600 8.0 10.5 5.0 1700 9.0 11.0 5.5 1800 9.5 11.0 6.0 1900 10.0 11.0 6.0 2000 10.5 11.0 6.0 *MOD ADV = Modified distributor, advance pick—up MOD RET = Modified distributor, retard pick—up B. Advance/Retard Microswitch Bench Test The advance/retard microswitch added to the vehicle as part of the BAE kit switches from the advance to the retard pick—up at approximately 0.2—0.3 psig. 2.0 psig is the specified switching point.

Water Injection Solenoid Bench Test The original single water injection solenoid closed and allowed water to filow at approximately 0.4 psig as compared to the specified switching point of 2.0 psig. The dual nozzle system specifies water injection at 0.50 psig on one nozzle and 1.5 psig on the other. Actual opening points were at 1 psig and 1.5 psig respectively. Actual closing points were approximately 0.5 psig for both nozzles. Steady State Emissions Tests The results of steady state emission tests are given in Tables 2 through 4. Two baseline tests were conducted in March followed by two device tests in April; one (4/20/79) with basic timing advanced from 8° BTDC to 14° BTDC, and one (4/23/79) with timing set at the stock specification of 8° BTDC. High NOx results on the device tests required modifications of the BAE system to correct the NOx rise. The vehicle was retested in October in fwo configurations. In the first retest of the system (10/9/79) the turbocharger system was modified with a second water injection nozzfe to provide a staged water injection effect. The second retest (10/12/79) was conducted with the staged water injection and a Jacob‘s electronic ignition system to provide a variable retard under boost instead of the previous single stage retard.

Table 2 — NOx Raw Exhaust Measurements Baseline NO, ppm Device NO,ppm Device Retest NO, ppm Mode 4/5/79 4/6/79 4720/79 4/23/79 10/9/79 10/12/79 idle 96 136 100 183 79 119 20/RL 688 613 991 1130 350 671 40 978 1033 781 706 1002 1196 50 2186 2186 1861 1653 2046 2161 60 3143 2969 3586 3586 1528 1691 idle 96 136 100 183 79 119 20/ 2XRL 818 714 1216 1046 553 896 40 2348 2521 2201 1897 2084 2009 50 539 739 4439 4439 1168 647 60 1289 1408 537 225 119 99 idle, 116 116 183 100 99 99 20/YXRL 1117 1378 1861 1755 1196 1283 40 ~_ 1927 1927 4203 3983 2200 2280 50 491 468 99 99 55 (2nd) 537 311 119 180

Table 3 — CO Raw Exhaust Measurements Baseline CO, % Device CO, % Device Retest CO, % Mode 175779 476/79 4/20/79 4/23/79 10/9779 16712779 idle 0. 79 0.73 0. 53 0.99 1. 26 0.62 20/RL 0. 36 0. 30 0.20 0. 20 0. 46 1.50 40 0. 20 0.10 0.10 0.10 0. 15 0. 20 50 0.20 0.15 0.10 0.10 0. 15 0. 20 60 0. 73 0.96 0.15 0.10 2. 30 2.23 idle 2.16 2.09 0.36 0. 47 1.26 0. 90 20/2XRL 0.52 0.41 0.20 0. 20 0. 31 1.56 40 0.15 0. 20 0.15 0.15 0. 15 0. 20 50 6.94 6.02 0. 47 0. 15 4.50 6.13 60 5. 38 5.28 4. 37 6.22 * * idle 2.09 0.79 0. 64 0. 70 1. 69 2.09 20/3XRL 0. 90 0.31 0.20 0. 15 2.09 1.69 40 2. 30 2.09 0.10 0.10 1. 25 1.19 50 4.82 5.01 * * 55(2nd) 6.22 6.78 * * *Exceeds instrument capacity of 8.32%

Table 4 — HC Raw Exhaust Measurements Baseline HC*, ppm Device HC*, ppm Device Retest HC*, ppm Mode 4/5/79 4/6/79 4/20/79 4/23/79 10/9/79 10/12/79 idle 347 240 637 612 148 121 20/RL 196 133 72 106 34 104 40 46 26 267 26 8 8 50 46 53 21 45 17 17 60 46 53 59 98 43 34 idle 601 267 847 499 148 139 20/2XRL 347 133 87 69 25 104 40 46 26 74 53 17 25 50 347 160 87 66 77 77 60 196 80 168 192 95 157 idle 647 240 554 452 166 139 20/ 3XRL 445 106 146 53 130 104 40 196 106 69 50 69 60 50 154 135 148 203 55(Z2nd) 133 106 86 112 *HC as carbon {not hexane) 10.

Discussion of Results The first set of tests (4/20—4/23) with the BAE turbocharger system installed indicated appreciable increases in NOx at 20 and 60 mph at road load horsepower, at 20 and 50 mph at two times road load, and at 20 and 40 mph at three times road load as shown in Table 2. There were also scattered increases in HC. The NOx rise is caused by higher cylinder temperatures and pressures resulting from turbocharging. There are a number of modifications that can be made to reduce NOx from a turbocharged vehicle such as reducing compression ratio, retarding timing, or injecting water or fuel into the incoming air—fuel charge. Most manufacturers already incorporate one or more of these methods to eliminate preignition or detonation, which are also directly related to high cylinder temperature and pressure. BAE elected to change theif' water injection system, for NOx control, from a single nozzle opening at two psig to a two—stage system with two nozzles, one opening at 0.5 psig and the other at 1.5 psig. A second change for NOx control is the option of adding a Jacob‘s Electronic Ignition System which gives gradual retard under boost. The Jacob‘s system replaces the retard diaphragm and is used with the two—stage water injection. 11.

The results of tests conducted 10/9/79 and 10/12/79 (see Tables 2—4) shows that BAE has generally solved the NOx and HC problem which appeared in previous tests. A comparison of the baseline and 10/9/79 device test shows higher device NOx at 50 mph, 2XRL, and at 40 mph, 3XRL. These values are substantially reduced from the values found in April, and appear to be a result of a slightly different entry point into the power enrichment circuit. The turbocharged configuration is beginning enrichment at these points, evidenced by the increase in CO, while the baseline is already rich. Because larger amounts of fuel {denoted by higher CO) are being consumed by the baseline engine, Tower NOx values would be expected. However, this occurs during a period of rapid transition from cruise to power enrichment modes; therefore, the turbocharged engine should give CO and NOx values equivalent to the baseline at a slightly higher speed, perhaps 51 or 52 mph (note the NOx and CO values of the 10/12/79 test at 50 miph, 2XRL)}. For this reason, the NOx and CO increases at the higher loads and speeds are considered to be transitory and negligible. The test conducted 10/12/79 with the Jacobs ignition control unit indicates a questionable NOx value at 40 mph, 1XRL which is about 20% over the baseline figure. This point may be a result of the Jacobs system, but it is unlikely since other points do not show the same discrepancy.

VI. Concliusion and Recommendation It is the staff‘s opinion that the BAE Turbocharger System for the 440—3 heavy duty Chrysler engine will have no significant adverse effect on emissions from a vehicle when instailed in accordance with BAE instructions. It is recommended that the Board grant BAE an exemption from the prohibitions of VC 27156 for this system using either the retard pickup/microswitch, or the Jacobs ignition system to provide the necessary retard. 13.


Document Created: 2005-09-01 12:40:22
Document Modified: 2005-09-01 12:40:22

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