Approval Details

Valid E.O.

Validity

This Executive Order approved the specified parts on on May 12, 1975.
As of Monday, December 17th, 2018 this Executive Order has not been overturned or superceeded.

Approved Parts

Models
1966-1970 with engine > 200 CID, EXCEPT vehicles equipped with capacitive discharge systems; limited to 6 cylinder engines only
1966-1970 with engine > 200 CID, EXCEPT vehicles equipped with capacitive discharge systems; limited to 8 cylinder engines Chrysler products
1966-1970 with engine > 200 CID, EXCEPT vehicles equipped with capacitive discharge systems; limited to 8 cylinder engines only EXCEPT Chrysler products

This Executive Order may be listed as:
  • C.A.R.B.E.O. D-1-3
  • Executive Order 1-3 / D1-3
  • ARB # D-1-3
  • Executive Order No: D-1-3
  • C.A.R.B. No. D-1-3
  • Resolution D-1-3
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-1-3 PDF

D-1-3 Document:



                                S t a t e of California
                                AIR RESOURCES BOARD
                              EXECUTIVE ORDER D-1-3
                 Relating t o Exemptions under Section 27156
                              of the Vehicle Code

                             CONTIGNITRON COMPANY
                    "MODEL 46", "MODEL 48" and "MODEL 48C"

Pursuant t o the authority vested in the Air Resources Board by Section 27156 of
the Vehicle Code; and
Pursuant t o the authority vested i n the undersigned by Section 39023 of the
Health and Safety Code;
IT IS ORDERED AND RESOLVED: That the i n s t a l l a t i o n of a "Model 46", "Model 43"
o r 'Model 48C" electronic ignition system manufactured by Contignitron Company
has been found by the Board t o not reduce the effectiveness of required motor
vehicle pollution control devices on 1966 through 1970 model year vehicles
w i t h engine displacement of greater than 200 cubic inches, except those vehicles
equipped w i t h capacitive discharge ignition systems. The "Model 46" device
vehicle application i s limited t o six-cylinder engines; the "Model 48" device
vehicle application is 1;mited t o eight-cylinder engines except Chrysler products;
the "Model 48C" device vehicle a ~ o l i c a t i o ni s iimited t o eiaht-cylinder enaine
Chrysler products. Therefore, vehicles so zquipped a r e exekpt &om the pro-
hibitions of Section 27156 of the Vehicle Code.
The "Model 46", "Model 48" and "Model 48C" electronic ignition systems con-
s i s t s of a transistorized power switching c i r c u i t , electron!^ timer c i r c u i t ,
and c i r c u i t s t o control spark timing a s a function of engine speed.
This Executive Order i s valid provided t h a t i n s t a l lation instructions f o r t h i s
device w i 11 not recommend tuning the vehicle t o specifications d i f f e r e n t than
those 1i s t e d by the vehicle manufacturer.
Changes made t o the design or operating conditions of the device, a s o r i g i n a l i y
submitted t o the Air Resources Board f o r evaluation, t h a t adversely a f f e c t the
vehicle's pollution control devices shall invalidate t h i s Executive Order.
Marketing of t h i s device using an identification other than t h a t shown
i n t h i s Executive Order or marketing of t h i s device f o r an application
other than those l i s t e d i n t h i s Executive Order shall be prohibited uniess
p r i o r approval i s obtained from the Air Resources Board.
This Executive Order does not c o n s t i t u t e any opinion as t o the e f f e c t t h a t
the use of t h i s device may have on any warranty e i t h e r expressed o r implied
by the vehicle manufacturer.


    THIS EXECUTIVE ORDER DOES NOT CONSTITUTE A CERTIFICATION.
                                     ~-~   ~-~        ..~~.
                                                          .    ACCREDITATION.
                                                                .             OR -   --

    APPROVAL BY THE A I R RESOURCES BOARD ON ANY CLAIMSOF THE APPLICANT CONCERNING
                                                                                          ~




    ANTI-POLLUTION BENEFITS, OR ANY OTHER TYPE OF ENDORSEMENT BY THE AIR RESOURCES
    BOARD OF ALLEGED BENEFITS OF THE "MODEL 46", "MODEL 48" AND "MODEL 48C" DEVICES.
    No claim of any kind, such as "Approved by Air Resources Board" may be made
    with respect t o the action taken herein in any advertising or other oral or
    written communication.
    Section 17500 of the Business and Professions Code makes unlawful, untrue
    o r misleading advertising, and Section 17534 makes violation punishable a s
    a misdemeanor.
    Sections 39130 and 39184 of the Health and Safety Code provide a s follows:
         "39130. No person shall i n s t a l l , s e l l , o f f e r f o r s a l e , or advertise,
         o r , except i n an application t o the board f o r c e r t i f i c a t i o n of a
         device, represent, any device as a motor vehicle pollution control
         device unless t h a t device has been c e r t i f i e d by the board. No
         person shall s e l l , o f f e r f o r s a l e , advertise, or represent any motor
         vehicle pollution control device a s a c e r t i f i e d device which, i n
         f a c t , is not a c e r t i f i e d device. Any violation of t h i s section i s
         a misdemeanor. "
         "39184. ( a ) No person shall i n s t a l l , s e l l , o f f e r f o r s a l e , or adver-
         t i s e , o r , except i n an application t o the board f o r accreditation of a
         device, represent, any device a s a motor vehicle pollution control
a        device f o r use on any used motor vehicle unless t h a t device has been
         accredited by the board. No person shall s e l l , o f f e r f o r s a l e , adver-
         t i s e , o r represent any motor vehicle pollution control device a s an
         accredited device which, i n f a c t , i s not an accredited device. Any
         violation of t h i s subdivision i s a misdemeanor. "
         "39184. (b) Subdivision ( a ) shall not preclude any person from i n s t a l -
         l i n g , s e l l i n g , offering f o r s a l e , or advertising a device a s a motor
         vehicle pollution control device f o r use on a particular c l a s s i f i c a t i o n
         of used motor vehicles i f the board has found t h a t the i n s t a l l a t i o n
         of the device on t h a t p a r t i c u l a r c l a s s i f i c a t i o n of used motor vehicle
         r e s u l t s i n such vehicles meeting the s t a t e exhaust emissions standards."
    Any apparent violation of the conditions of t h i s Executive Order w i 11 be
    submitted t o the Attorney General of California f o r such action as he deems
    advisable.
    Executive order D-1-1, dated March 26, 1974, i s hereby rescinded.

    Executed a t Sacramento, California, t h i s             d    day of May, 1975.



                                                      WILLIAM SIMMONS
                                                      Executive Officer


                                    S t a t e of California
                                   AIR RESOURCES BOARD
                                      April 22, 1975
                                           Staff Report

                           Evaluation of the Contignitron
                              Company's Request t o Modify
                         i t s "Model 48" Oxides of Nitrogen
                         Control Device f o r 1966-70 Model-
                        Year Chrysler Vehicle Applications

I.    Introduction
      Complaints have been received by the Air Resources Board of detonation
      occurring w i t h 1966-70 model-year Chrysler vehicles when equipped w i t h
      Contignitron Company's Model 48 oxides of nitrogen control device.
      1n"response t o these complaints, Contignitron has requested approval
      t o modify the device f o r t h i s vehicle application.      Contignitron's
      modification request i s shown i n Appendix I .         The modified device i s
      i d e n t i f i e d a s Model 48C.

11.   Device Description
      The basic electronic c i r c u i t s f o r both the Model 48 and 48C devices
      a r e a s follows:
      1.    A transistorized power switch c i r c u i t t o replace the heavy

             current switching performed by the breaker points i n the
             conventional ignition system.


        2.    An electronic timer c i r c u i t t h a t controls the
              transistorized power switch f o r spark time duration.
        3.    An electronic variable time delay c i r c u i t t o control
              spark timing advance.
        4.    A tachometer c i r c u i t t o control the variable time
              delay as a function of engine RPM.

        Both devices electronically control the spark timing so as t o provide
        f i v e degrees (Model 48) and three degrees (Model 48C) retard below
        centrifugal advance (dependent upon d i s t r i b u t o r centrifugal advance
        c h a r a c t e r i s t i c s ) below 1700 RPM engine speed.   Above 1700 RPM, timing
         i s advanced proportional t o engine speed.             The Model 48 device provides
        up t o ten degrees timing advance over the centrifugal advance in the
        high speed region.         The Model 48C advances up t o three degrees over

0
                                                  C
                                                                                                c-
        centrifugal advance and r e q u i r e a one degree i n i t i a l timing retard
        from the vehicle manufacturers specification.

    111. Modification Evaluation Testing
        A.    Emission Tests
              1.     Contignitron's Data
                     Contignitron submitted data from t e s t s performed by AESI
                     on (2) 1969 Dodge Pick-ups, 318 CID, 2-bbl carburetor
                     and automatic transmission.            These are state-owned vehicles
                     which experienced spark detonation when equipped with the Model
                     48 device.      The vehicles were loaned t o Contignitron f o r
                     i t s evaluation t e s t i n g .   The following is a summary of
                     Contignitron's t e s t data showing a compdrison of the emission
                     levels and fuel economy produced by each device:


*   Vehicle            Device
                                      Hot-Start CVS-1972
                                      -
                                       (grarns/mi Te)
                                      HC       -
                                               CO     -
                                                      NOx
                                                                         Fuel
                                                                     Economy
                                                                     Mi les/Gal.
    1969 Dodge       Model 48C       2.59         37.74   1.97             13.39
    (Lic. No. 806119) Model 48       2.85         27.73   3.34             15.43
    % Change (Hod 48 t o Mod. 48C) -9              +36    -41               -13

    1969 Dodge       Model 48C       1.88         22.39   2.21             13.86
    (Lic. No.806113)Model 48         2.52         17.29   3.46             15.78
    % Change (Mod. 48 t o Hod.. 48Ch25        1
                                                   +29     -36              -12
    Fleet % Change                   -17           +34     -38              -13

         2.   ARB Data
              Confirmatory t e s t s were performed on two state-owned vehicles.
              A description of the vehicles i s shown below:

                 1970 Plymouth, 318 CID, 2-bbl carburetor, automatic
                  transmission, License No. 812751.
                 1969 Dodge P.U.,    318 CID, 2-bbl carburetor,
                 automatic transmission, License No. 806119
                  (vehicle a l s o used i n Contignitron's t e s t s ) .

              The following is a summary of the ARB t e s t s .        The s p e c i f i c

              t e s t data a r e shown i n Table 1.


                                   Hot-Start
                                    -~ ~.~. CVS-1972
                                              . ~ -            Fuel
                                                                ~   -

                                      (grams/mile)           Economy
Vehicle             Device         -
                                   HC      -
                                           CO      -
                                                   NOx      Miles/Gal.
1970 Plymouth     Baseline*        2.97   32.33    4.50        15.91
                   Model 48*       2.27   28.96    2.76        13.84
                 Model 48C*        2.52   34.12    2.58        14.34
                    -
% Change Baseline to-Mod. 48        -26    -1 1      -39            -13
% Change Baseline-to Mod. 48C       -18    + 5       -43            -10

1969 Dodge         Baseline*'      2.89   21.42    4.15        14.00
(Avg. three tests) Model 48**      2.00   20.94    2.59        12.34


% Change Baseline to Mod. 48        -31    -   2     - 38       -1 2
% Change Baseline       Mod. 48C
                    ~ F J           -38    +2        -48        -1 5
*Avg. Two Tests
**Avg. Three Tests

     The staff contends that the modifications made to the Model 48 device has
     not reduced its emission control effectiveness. The modified device does
     lower fuel economy because of the more retarded ignition timing.
B.   Driveability Tests
     1.   -
          Contignitron's Data
          Contignitron performed vehicle acceleration tests on the
          Model 48C device. No data was presented but Contignitron
          states that no detonation occurred with the modified device.
     2.   ARBData
          Warm driveability tests were performed by the ARB laboratory.
          A summary of these tests is shown below:


                                                     Demeri t s
                                        Base1 ine           Model 48            Model 48C
                1970 Plymouth                0                    37                  0
                1969 Dodge                   -
                                             0                    -
                                                                  31                 -
                                                                                     12
                     Total                   0                    68                 12

          Sixty-two of the 68 demerits noted in the t e s t s of the Model 48 device
          were the r e s u l t of detonations.      No demerits for detonations were detected
"
%
          w i t h baseline vehicle or w i t h the Model 48C device.         VSAD, Model 48 and
          Model 48C device centrifugal advance curves are shown in Figures 1 and 2.
          These Figures show t h a t the modifications have reduced the spark advance
          of the Model 48 device a t the higher engine speeds t o only approximately
          two degrees more advance than the centrifugal advance.                The modifications
          have a l s o limited the change in timing during s t a r t i n g conditions.         The
          Model 48 device advances the spark by u p t o 12 degrees from the i d l e speed
          timing, whereas, the Model 48C device advances the timing by two degrees.
          The s t a f f i s of the opinion t h a t the modified device has improved drive-
          a b i l i t y by eliminating the detonation problem and improved s t a r t i n g con-
          d i t i o n s by reducing the device's e f f e c t on timing changes a t these conditions.

    IV.   Compliance w i t h General Standards
          The s t a f f contends t h a t the modifications proposed by Contignitron t o i t s
                                                                                                     I

          Model 48 device does not a1 t e r the previous s t a f f evaluations of Contignitron's
          application f o r accreditation of i t s Model 4-8 device and of subsequent device
          modifications (Models 46 and 48) r e l a t i v e t o these requirements.

          The i n i t i a l l y a c c r e l i t e d device, Model 4-8, was designed t o produce up
          t o s i x degrees of spark retard from t h e centrifugal advance curve.              See Figure
a


    3.   Because of the concern expressed by the s t a f f regarding the potential
    adverse temperature e f f e c t s caused by t h i s amount of spark retard,
    Contignitron requested approval t o modify the device.             The modified
    designs, Models 48 and 46, electronically restored u p t o 12 degrees
    of spark advance above the centrifugal advance curve a t the higher engine
    speeds.    See Figure 3 f o r the spark curve of the Model 48 device (used
    w i t h 8-cylinder engines).

    Approval f o r t h i s modification was granted prior t o the hearing t o deaccredit
    the Echlin device.      Also p r i o r t o the hearing, the accreditation procedures
    were revised t o require positive protection against more than four degrees
    of spark retard a t speeds above 60 mph.          The decision rendered by t h e
    hearing o f f i c e r i n the Echlin device deaccreditation proceedings did not

a   sustain the Air Resources Board position.
    devices accredited without
                                                        Thus, those manufacturers of
                                      protection against spark retard a t higher
    speeds were not required t o add t h i s feature t o t h e i r devices.       By t h i s
    decision, Cont'igni tron could market the i n i t i a t l y accredited device,
    Model 4-8, i f i t elected t o do so.

    The s t a f f maintains t h a t precedent has been established i n the processing
    of modifications of t h i s type and i t cannot invoke the positive spark retard
    protection requirement of the revised protection requirement of the
    revised accreditation procedures t o Contignitron's modification request.
    The spark timing produced by the Model 48C device i s a compromise between
    the spark advance c h a r a c t e r i s t i c s of the Models 48 and 4-8 devices.    The
    modifications have eliminated detonations occurring w i t h Model 48 device


     equipped Chrysler products and has improved the control of oxides
     of nitrogen emissions.

V.   Conclusions and Recommendations
     Test data and other information presented by the Contignitron Company
     and data obtained from t e s t s performed by the ARB laboratory on the
     proposed modified Model 48 device, Model 48C, show compliance t o the
     emission and general standards of the NOx device accreditation procedures.

     The s t a f f reconmends granting Contignitron Company's request t o modify
     its ModeJ 48 device f o r 1966-70 model-year Chrysler vehicle applications.


                               Table 1

                  ARB Laboratory Emission Test Data

                                                 Hot-Start CVS-1972
                                Test                 (gramsfmile)
     Vehicle       Device       No.               -
                                                  HC        -
                                                            CO      -
                                                                    NOx
     1970 Plymouth Baseline         1             3.22       38.25   3.80
                                    2             2.90       27.02   5.19
                   Model 48         1             2.68       28.82   2.60
                                    2             1.86       29.09   2.92
                   Model 48C        1             2.52       29.25   2.21
                                '   2             2.52   .   38.99   2.94

     1969 ~odge . Baseline          1             2.92       21.36   3.98
                                    2             2.82       18.60   4.43
                                    3             2.93       24.31   4.03
                   Model 48         1             1.92       20.42   2.59
                                    2             2.02       21.46   2.51
                                    3             2.05       20.95   2.68
                   Model 48C        1             1.80       22.15   2.56
                                    2             1.80       21.83   1.71

.a                                  3             1.75       21.26   2.18




a


                                i miffoo ce mm oi rermmfirhentrreni im TCAMQT]

                                              Figure T




m eS Sn
                                         ‘Centrifugal Spark
                                           Advance Curves

     TN U es ooofisis in oio
                                           1970 Plymouth
        hn nc enfi poen@8 MOCC




                                      ‘Engine Speed — RPM


                     ppimmatanaymmimnmm i TT ts Thiih mAmHTSp
                 [
                                    Figure 2

                             . Centrifugal Spark
                                Advance Curves

                               1969 Dodge Pick —up


ocmbnen i
    2oo on ten


 95 c                <oc   AIR Resources soarp LABORATORY

                                    SPARK CURVE




.20




                                                                      MOD 4~8
                                                             pase use meo mew arse aa
 15




                                                                 TEST VEHICLE —

 10                                                              1969 FORD
                                                                 302 V~8 2 Bb1.




                                                                                            '
                                                            4.
                                            L
               i0
        *                                                                                       B
                                        1500                2606                        _
        65o   1000
                                  ENGINE serED _ (RPH)


    S t a t e of C a l i f o r n i a
    A i r Resources Board
    5528 T e l s t a r Ave.
    El Eonta, C a p ; .
    A'M': Hr. Joseph Calhouz


    Dear M r . Calhom:

        Contjgnitron Co3p;ny b i t h t h i s l e t t e r requests permission f o r modification t o
    t h e XOX device KAel 46 in i t s a p p l i c a t i o n t o t h e Chrysler prcrducts.
                                                                                                               CECS
       It bas been indicated by your e ~ g i n e e r i ~s gt a f f , nm.elg b k . IZobert      l a d , t h a t SOW
    of the Depa~treent'Irar.sportation Vehicles have experienced pixping clxrL~gaccelera-
    t i o n x i t h t h e Model /S, s p i c i f i c a l l y . Cccige pick-up with 310 cubic inches engine
    Cisplacement. Since t h i s p i n g i ~ gwas e x p r i e n c e d in 2 oilt of 3 vehicles, we a2e
    submitta.g f o r approval a modification t o t h e hiodel /6 t h a t remedies t h i s s i t c a t i o n .
    This mcdificztion i s intezded only f o r Chrysler products, since no other coffiphints
    have been received. on t h e o t h e r d e s .

       'Phis m d i f i c a t i o n c o n s i s t s s ~ l e l yof a change i n the ixternal e l e c t r o n i c c i r c u i t r y ,
    witti r e s r i l t s in 3 nodifiec: advznce tiizirg functioc, more s p e c i f i c d l y t o a l i n i t e d
    t h i n 2 advancs af hlgh eagfne .?PK (2000 2B-i).

      After t h e a c d l f i c a t l o n wzz p s - f o n ~ d ,tki1:g advance curves kcera obtained with
    an Allen Engine An&yzer and no load, t o t n wit!? de-ri:e i               ? and simple 'iSkD.
      The C7S c ~ c l et e s t s s e r e perfome6 a t A .E.S .I,,under t h e 6 i r e c t i o n of Dacc3  -
                                                                                                     -, (see
    attacfiea t e s t d a t a ) . ?.is CVS t ~ s t swere perfomed back t o back &gabst t h e ziodel
    48 Equalizer XOX de15ce.

       I n vi,eii of these f a c t s , we here-by request t h e Air Rssourceu 30-d apprlve t?.~
    ~ o d i f i c a t i c ni.tth rescect, LO t h e Chrysler prcdccts. F3r m y f ~ r t h z f ~
                                                                                            . l~iiicdticn
    o r qusstions, please d o n ' t h ~ s i t a t et o contact us.




                                                                               [;I             i     /,?-7




@   cc: YA-. Rnber.t +lL3k4i'
                                                                           ,         ,,   A   .l-I
                                                                                     Ban L. PoLo,
                                                                                     President
                                                                                                        PC.'


                                                                                                              Appendix I


          DESCRIPTION OF TI333 MODIFICATICN TO TEE ZQUALIZEB NOD=                                     45:

             The Equalizer Model 48C ( f o r Chrysler products) i s a Solid S t a t e E l e c t r o n i c

          Controlled systein with timiiig spark admace and s w i c duration c o n t r o l f o r t h e

          reduction of emission of 8 i t r o - o ~ d e s . The o r i g i n a l bfodel I;$ e l e c t r o n i c a l l y coc-

        . t r o l l e d t h e timing r e t a r d up t o        5 degrees and then a timing advance up t o 8 degrees
          of engine crankshaft a t g l e over and above c e n t r i f u g a l advance o r VSAD.

             The modified advance system limits the timing advance t o a couple of deg- e e s o-?er

          and above t h e VSAD. The b a s i c e l e c t r o n i c r e t a r d is 34 degrees a f t e r i n s t a l l a t i o n .

          The b a s i c timing i s s e t t o 1 degree l e s s advmce than m a m f a c k o e r s s p e c i f i c a t i o n s

          as f o r i n s t a l l a t i o n i n s t r u c t i o n s . The device r e t a r d s t o 3 degrees frcm c e n t r i f u g a l
                                                                             i

          advance (VSkD) cross over a t 1700 RFM and advance 2 degrees over and above VSPJ,

          a s can be appreciated on t h e attached timing curves.

             A t no time the ndvance curve from the e l e c t r o n i c ad;?a,qce t o more t t ~ a n3 degrees

                                                                             be up t o 3 degrees from VSAE, aepenc-
          2nd t'ne r e t a r d of tine e l e c t r o n i c c o n t r o l ~3.11

          ing ?n t h e p x r t i r u l a r d i s t r i b u t o r c e n t r i f u g a l advmce c h a r a c t e r i s t i c s .
                                                                                                  .   .
          SYSTEX O'EELZTION:

            Is. b a s i c a l l y t h e same a s t h e approved device Nodel lJ2 ~ & t ht h e a fore-mentloned

          modification t o t h e spark timing advance curve.

          OERATING INEFJACES :

            The Equalizer Model 18 and 4 e 2 a r e designed t o operate with                                    ccnventional compc-

          e n t s on any vehicle eqqine, c o i l s breaker p i n t s and condensers. No s p e c i a l breaker

          points o r i g n i t i o n c o i l o r s p e c i a l eqdlpmertt should be used with t h e Equalizer, o r

          damage t o tine de7r'_ce nay r e s u l t .

                  -
          DURABILITY:

            The modification t o t h e deu;_ce is i n t e r n a l and w i l l nut a f f e c t t h e dlLr2!~sity

          reqdireinents,          from t h e approved 14wiel /+%,(o-,-er2,000 wits ha%? been sold =d

'l) i n the f i e l d had shoTmno i n d i c a t i o n of                   malfunction) and because tha u n i t hes


I


                                                                                             Appendix I


        no moving p a r t s , ( i s a l l Solid S t a t e Electronic device) i t s functicns w i l l be

        performed f o r an i n d e f x t e amount of time, under n o r r a l operating conditions.

        DRIVABEITY :

          Acceleration t e s t s were performed in order t o determined the e f f e c t of t h e

        modification. These t e s t s were s a t i s f a c t o r y . (No Pinging)

                                         COMPLIANCE I.!ITH GEhBML STANDARDS

          The device when i n s t a l l e d in a EIotor Vehicle engiile does not cause t h e emission

        i n t o t h e anbient air of a n y noxious o r t o x i c matter t h a t is ~ o emitted
                                                                                        t      in t h e
        operation. of t h e btotor Vehicle engine before t h e i n s t a l l a t i o n of t h e device.

        Uh5AFE C0NI)ITIOIIS:

          The Equalizer Model 48C i n i t s function o r malfunction does not r e s u l t i n any

        unsafe conditions, endangering t h e motor vehicle and i t s occupants o r persons i n

        c l o s e p r o x i z i i , ~t o the vehicles.

        13~ST>ILATIGXAND SEXVICING:
    •     I n s t a l l a t i o n ( s e e f i g a r e s 1 and 2)

          1nstal.lation of t h e nodified device i s i d e n t i c a l t o t h e i n s t a l l a t i o n of t h e Model

        48, with exception of t h e basic timing, which should be s e t a t 1 degree l e s s
        advance than manufacturer s p e c i f i c a t i o n s .

        SERVICING AAND $'L4INENANCE:

          The Ecualizer dgvices because of t h e designed operati% c h a r a c t e r i s t i c s , does not

        require maintenance a t any time during i t s operating l i f e period. Any d e f e c t o r

        malfunction i s coveredDh' blanket Warranty. (see attached + k . r r d y )

        -
        DEVICE   V ; A ~ - ~ N T Y :..
          Provided i n s t r u c t i o n s furnished with each device a r e f u l l y complied with, t h e

        Contignitron Company warrants t h e "Equaual.izer Model Wi' t o be f r e e from a l l defects

        in workmanship and m t e r i a l f o r a period of f i f t y thoi~sand(j0,000) miles of use o r


-
                                                                                              Appendix I



        f i v e (5) years from t h e d a t e of i n s t a l l a t i o n , whichever occurs f i r s t , and wIIl

        r e p a i r o r replace, a t Contignitrons option, a l l o r part thereof found w i t h i n

        such period, t o Coritigrritrons s a t i s f a c t i o n t o be defective. ljEqualizer 48

        system claimed t o be defective s h a l l be returned t o t h e installing d e a l e r o r a?

        authorized dealer of t h e "Equalizer 48".             This warranty s h a l l not apply t o e q u i p

        ment, which has been modified o r a l t e r e d o r which has be subjected t o abuse,

        nsgligence, accident o r improper i n s t a l l a t i o n o r t o otner than n o d h t e n e e d

        use.
                                                                                                      -.




    a




    a


                                                                                                     Appendix I
                                                                                                                         .
23     ?
       : f.~**l
     & &&         :qq
                  i(;Z,e
DMGN AUTDMOTSE &jV%IMrc"ER!h'G CO.

                                                                                              201 irkst "D" Street
                                                                                          Wiirnin$cn, Caiifornia 9574s
             June 1 3 , 1974                                                                 Ph~nt?(213) 549-0840




             Hr. S e n L, P o l o ,
             Preslaent
             CCXTIGNI T3OE
             7625-2!: E a s t a o s e c r m s Bvegue
             P a r m u u n t , C a l i f o r n i a 90723
             Dear M r . P o l o :                                                                -

             E n c l o s e d a r e CVS t e s t r e s u l t s performed on t h s two
             1969 Dodge t r u c k s , which you f u r n i s h e d . The t r u - c k s
             were e q u i p p e d vrith 318 C.I.D., 2 b a r r e l , V-3 e n g i n e s
             and a u t o m a t i c t r a n s m i s s i o n s .
             T e s t 1i;unber 1     : was t r u c k l i c e n s s n u z k e r 305119 w i t h
             b a s i c t t n i n g an$ i 6 l e s p e e d s e t t o m?.~-ofaci,u.rerss p i -
             c i f i c a t i o n s , (5 3 . T , 3 . C.!
@            q u i l i z e r u n i t n u ~ b e r4x8~'$..'. w i t h t h e C o n t i ; n i t r o z E-
                                                        d ~ s c o n r e c t e d . -After the
             t i m i c g w a s s e t , t h e a n i t was con2lects2 a d . t h e t e s t
             performed.
             T e s t NWc~ber 2 , w a s t h e s z r e t r u c k w i t h u n i t 4 3 , ( t h e
             o l d s t y l e C o n t i g n i t r o n ) , l n s t z i l e d and o p e r a t i n g when
             t h e timing w a s s e t t o n a n u f n c t u r e r s spec-ificat;ons.
                                                                          .

             T e s t Itum;?er 3 , w a s t r u c k l i c e c s e n u a b e r 806013. T h i s
             t z s t >:as a r e p e a t o f T e s t !Timber 1, e x c e p t i d l e CO
             w a s checged and/or s e t t o 1.5;$,
             T e s t Kmi'~er 4 w a s a l s o t r u c k l l c e n s e nuxiber Sfi6013,
             and t h e t e s t w a s a r e p e a t o f T e s t Kuizber 2 , e x c e ~ t
             t h e id1.e CO w a s a g s i n checked a n d / o r s e t t o :.5$
             I f you s h o x l d have a n y f u r t h e r q t i e s t i o ~ si"e3ardir.g
                           .
             t h e s e t e s t s , p l e a s e f e e l f r e e t o c o n t a c t me a t a n y
             time
            Sincerely,

            l2.4IGZ A i J T G M C T I ~E>:GI>ZZZIK;
                                       ~                     COMF.JAxy

                    H
                    -@
                   ".  &
                     :/l
            Haroii? 12, ;il%gk
                                3
                                                *      x    ,Mia     +Be
            HD3/kl:
            .z>-;c;, oc<;.:yc


                                                                                                                  Appendix I



     AUTOMOTIVE ENVIh'ON?'/IF?dTALS'fSEMS,         )KC. U    7300 2CLS.A WEPiUE. IlliSTY!NSTER, CIVIF3RNI4 92683 E 71$ 897-03?S


                                                                                                        June 10, 1974


                 Mr. Harold Daigh
                 DAECO
                 201 West "D" S t r e e t
                 Wilmington, C a l i f o r n i a      90741

                 Dear W . Daigh:

                 AESi i s pleased t o have t h i s opportunity o f p r e s e n t i n g t h e r e s u l t s
                 o f t h e exhaust emissions t e s t s performed on t h e 1969 Dodge t e s t e d
                 zt AESits Westminster Vehicle Emissions T e s t i n g Laboratory. Following
                 a r e t h e r e s u l t s of t h e t e s t s . The hydrocarbons (Hi), carbon monoxide
                 (CO), carbon d i o x i d e (COZ) and c o r r e c t e d n i t r o g e n oxides (NOxc) a r e
                 a l l p r e s e n t e d i n grams p e r mile. The miles p e r g a l l o n (MPG) a r e presentecl
                 as c a l c u l a t e d from t h e mass emissions d a t a u s i n g t h e carbon mass b a l a n c e
                 technique.



     p c 9 48C Test No. I                  2.594            37.744            589.1            1.974           13.39
      /MJD q y T e s t No. 2               2.852            27.728            517.2            3.340           15.43
       p i 0 y y L Test No. 3              1.884            22.391            593.4            2.212           13.86

-              N$T e s t No. 4             2.524            17.293            522.2

                These tests were performed i n accordance with t h e 1973 t e s t procedures
                                                                                               3.455           15.78


                f o r g a s o l i n e f u e l e d l i g h t d u t y v e h l c l e s a s s t i p u l a t e d i n 35 Federal
--              R e g i s t e r 219, November 10, 1970, and as amended i n 36 Federzl R e g i s t e r
                28, J u l y , 1971. One m o d i f i c a t i o n t o t h e a b o v ~s p e c i f i c a t i o n s was made
                i n t h a t t h e . ~ e h i c l ewas t e s t e d from a h o t s t a r t r a t h e r t h a n from t h e
                cold s t a r t s p e c i f i s d .

                The t e s t 6 a t a   p r e s e n t e d above an a l l source documents a r e on f i l e
                a t AESi. The         r e s u l t s from t h e s e t e s t s a r e only a p p l i c a b l e t o t h e
                specific test         v e h i c l e and i n no way can be e x t r a p o l a t e d t o t h e v e h i c l e
                population i n        t o t a l . No conclusions should be d r a m from t h e s e t e s t
                results o t h e r     t h a n as t h e y p e r t a i n t o t h e s p e c i f i c v e h i c l e t e s t e d .

                .&Si looks forward t o a g a i n having t h e o p p o r t u n i t y of s e r v i n g you.

                                                                       Very t r u l y yours,

                                                                       @fQQ------
                                                                       W. John Lorance
                                                                       Laboratory Manager

                Wi/mc

                P.S.    Enclosed i s t h e F j u a l i z e r Xod 4 manufactu~edby C c n t i g n i t r o n .


                       30° _      ‘   ‘           . sogbr3   #129
                                                       318 DoAE




Appendix I
                       25
                       20
             ADVANCE
             DEGREES
                                              DEVICE
                                              t                                t          *   I
                            ©00           _   _1000;                1500   >   2000   .       ©2500


                         HOTAXC


                                  3
                                  0




                                  jOT
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   62                                    S0ICHANCCH
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                                                 I xipuaddy
       L*       360°q   @IC
            tETf#   6tt9o8        o6


                                                                                                                                            >.
                                                                                                                       Appendix I




       DO NOT INSTALL ON VEKICLES WHICH ARE EQUIPPED WITI.1 CAPACITIVE
       DISCHAZGE IGNITICN SYSTEILS. THIS DE\/ICE IS NOT CO~JIPATIBLE
                                                                   WITH THESE
       SYSTEMS. FOR INSTALLATION ON NEGATIVE GROUND AND CENTRIFUGAL
       ADVANCE DISTRIBUTORS ONLY.
       DO NOT INSTALL ON VEHICLES WHICH HAVE BEEN EQUIPPED WITH CAPACIT!VE
       DISCHARGE IGNITION SYSTEMS. (OR REPLACE IGNITION COiL BEFORE INSTAL.
       LATiON OF CEVICE).
       VACUUM ADVANCE hlUST BE DISCONNECTED WHEN DEVICE IS INSTALLED.
       FAlLURE TO DO SO VdlLL CAUSE PRE-IGNITION AND VOID WARRANTY.
       A N Y MODIFICATION TO DEVICE CIRCUITRY, OPERATION OR INSTALLATION IS
       IN VIOLATION OF THE CALIFORNIA VEHICLE CODE. AND :?'litRESULT I N A
       HEAVY FINE A N 3 THE VOIDING OF A N Y M'ARRANTY. .

       INSTALLATION OF THE DEVICE MUST BE MADE AWAY FROM THE EXHAUST
       MANIFOLD AND WHERE I T WILL BE MAINTAINED RELATIVELY DRY, DURING
       THE RAINY SEASON.
       EXTREME CARE SHOULD EE TAKEN WHEN CONNECTING THE BLACK AND WHITE
       TERI\zIiNALT O THE POINTS SIDE OF THE IGNITION COIL, FAILURE TO DO SO
       W I L L RESULT I N A DAMAGED DEVICE AND V C l D ANY WARRANTY.




                                         Models            48C          Installatton 1nstruc;rons


1.    Installation (See Figure 2 )
     A.     Disconnect wire from distributor points a t negative side of coil. Remove existing terminal and
            attach spring terminal supplied witti unit to this wire.
     B.     kjount device to chzssis of vehicle utilizing metal clamp and metal screw supplied. Device
            should be mounted as far froni ehhausr r?~;r?tfoldasposs/ble. Use ~ 3 dri!l
                                                                                     1 bit for metal
            screw hole.
     C.     Loosen nut on positive side of ignition coil, connect red wire and tiohten nut. (For later model
            Ford products supplied with slip connectors. cut off connector.) Srrip wire from ignp~ion
            switch and connect sraiiddrd spade lug. Connect reo hire anc! wire from ignition swirctl with
            standard 1Oi32 nut:)
     D.     Connect black and white wire supplied with spring and spade lug t o negative side of coil. !For
            later model Ford producrs connecl with srzndard 10 32 nut.)
     E.     Connect braided wire :o           engine       or chassis ground.
     F.     C ~ n n e cwtre
                       i    from d:str!'.utor 90in:s to green w r e acid slide insulstor sleeve over connection.
     G.     Disconnect and securt? vacuum 2dVanCe hose a t ?nqice sosrce :.;:ih                           plug.
     H.     Start engine and reset ;imir??* 10 imdnuf~ctbrerssp?ciiic?tio:%. Ir ;s extreniely in,gortaii: l a :
            this Step hi: fc?/!~::r:lji~:c.jrisc
                                               ii!? c!!:v!ce, ;.:i!r!; !rist3/lp~r!.   <~lec:rc.,'ic,?i;ie:ard r;,:,;i;c !O.
                                                                                  ;:.il,
            of crjriksi,iifi aogit~.('2,:odel 4 9 x reset tie..;.g ic less aiivmce than ~ u f a c t w e r s
             s;ecifi.cciioni)
 )istribii:ors r v i ~ hu u ~ t!iii>!:,;;'irn~,
                              l                 1iini:i;    !iii!si   be sei   PO !n;iiifr:ctiir~rs   z;??sific;tions and I?: idle 5:;crd
to 603 Fif'rv'l.


                                                                   *‘ To ICNITICN SWITCH




                  ,.DISC
             //r}zsmzzu




                                                                                                           €0rNASQTOHH
                                                                                                                         toyinuaddw
,§{~DISCOXKSCT AXDB SZCURS (PLUG)            —                         |   \_0   //’/////   f']/(:;   p)
(@) TLCUM ADVANCS ECSE AT SOUVRCE (ENGINE)                 *                                [~
@‘, 1L.~ RESET TIMIHNG AFTER INSTALLAMIICH WITHIN 1° OF iPC. SPECIFICATIOHS
LL/                                                            .   .


                                                                                       CONTROLLED IGNITION ELECTRONICS
                                                                                  7625-24 E. Rarecranr Ave.  Paramount. Ca. 90723
                                                                                          Tel. 1213) 8614940 + 633-5085




                                                      URRANTY
    .


                           THIS UNIT CARRIES A 50,000 MILE WARRANTY AGAINST ANY

I                         HANUFACTURE DEFECTS.


I                         FOR MAXIHUM PERFORMANCE I T IS HIGHLY ~ C O ~ E AD TUNE-

                           UP PRIOR TO INSTALLATION OF TKE EQUALIBR.
                                                                              ,




        1.   - MAKE SURE ENGINE OPERATES WITH SPADE CONNECTOR PFC)VIDED FOR BREAKER WINTS hIRE
               AND POINTS SIDE OF THE COIL.

             - INSTALL DEVICE.-      DISCONNECT H)INTS ISCCNNECTOB AND CONNECT I T TO GREEN WIRF AM3 kHIlZ

               WIRE TO FZIINTS SIDE OF THE COIL (RFZER TO W A ~ I N GON INSTRUCTION SHEET).


I       3.   - START ENGINE AND RESET TIMING TO MANUFACTURER SPECIFICATIONS.
I       4.   - MAKE   SURE GROUND-SHBLD WIRE CONtECTOR MAKES GOD CONTACT WITH ENGIME CHASSIS




I
               GROUND. FALSE OR INTERMITTENT GROUND MAY RESULT I N DAMAGE TO TliE DEVICE DUE TO

               HIGH VOLTAGE DISCHARGE TRANSIENTS.

        5.   - PIAKE SURE IGNITION COIL IS I N COOD CONDITION.               INTERXAL SHORTS WIIL CAUSE HIGH VOLT:




I             ON INSTALLATION INSTRUCTION SHEET).




I             ALWAHCE CONTRDS. (WILL NOT HOLD TIKiNG)




I
        7.   - This device h a s been t e s t e d a t t h e factory, if a f t e r these s t e p s t h e device f a i l 3
              t o operate, please r e t u r n it VIA- UNIm                P-kRCEL SERVICE,Plus $1.00 f o r Shipping a d
              handling. A replacement o r repaired device w3.1 be forwh-ded. In order t o expedite
              r e ~ i and/or
                      r       c l a r i t y of i n s t r u c t i o n s . plezse i n d i c a t e in writing a b r i e f de3crip-



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Document Modified: 2007-06-04 13:50:59

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