Approval Details

Valid E.O.

Validity

This Executive Order approved the specified parts on on December 6, 1983.
As of Monday, December 30th, 2024 this Executive Order has not been overturned or superceeded.

Approved Parts

Part NumberModelsModification
40 IDA 3C1969-1973 Porsche 911E, S, & T with mechanical fuel injection; 2.0 E and S, 2.2 E and S, 2.4 E, S and TK&N AC may be used in place of the OEM AC.

This Executive Order may be listed as:
  • C.A.R.B.E.O. D-144
  • Executive Order 144 / D144
  • ARB # D-144
  • Executive Order No: D-144
  • C.A.R.B. No. D-144
  • Resolution D-144
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-144 PDF

D-144 Document:

CARB_D-144

(Page 1 of 2) State of California AIR RESOURCES BOARD EXECUTIVE ORDER D—144 Relating to Exemptions under Section 27156 of the Yehicle Code PORSCHE MAILORDER‘S WEBER 40 IDA 3C CARBURETOR AND CONVERSTON KIT Pursuant to the authority vested in the Air Resources Board by Section 27156 of the Yehicle 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 1IS ORDERED AND RESOLYED: That the installation of the Weber 40 IBA 3C carburetor and conversion kit distributed by Porsche Mailorder, Santa Monica, California 90402, has been found not to reduce the effectiveness of required motor vehicle po]Tthon control devices and, therefore, is exempt from the prohibitions of Section 27156 of the Vehicle Code for Timited 1969—1973 Porsche 911‘s for the engines and models listed befow: Engine Size (L) Yenturi Main Emulsfon Idle Air Cor. and Model {mm) Jet_{(mm) Tube Jet (mm)} Jet {mm) 2.0E, 2.2E 30 1.25 F—26 0.55 1 .80 2.08 30 1.25 F—3 0.55 1.80 2.25 32 1.30 F—32 0.55 1.80 2.41t 30 1.30 F—2 0.55 1.80 2 .4E 32 1.35 _F—2 0.60 1.80 2.48 32 1.35 F—3 0.60 1,80 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 performance of a vehicle‘s pollution 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 octher than those listed in this Executive Order shall be prohibited unless prior approval is obtained from the Air Resources Board. Exemption of a kit shall not be construed as an exemstion to sell, offer for sale, or advertise any component of a kit as an individual device.

PORSCHE MAILORDER EXECUTIVE ORDER D—144 (Page 2 of 2) 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. 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 WEBER 40 IDA 3C CARBURETOR AND CONYVERSION KIT. 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 unTawful, 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 seil. offer for sale, advertise, or represent any motor vehicle pollution control device as a certified device which, in fact, is not a certified device. Any violation of this subdifvision is a misdemeanor." Any apparent violation of the conditions of this Executive Order will be submitted to the Attorney General of CaTifornia for such action as he deems advisable. Executed at El Monte, California, this & day 0(:?f;§f§er’ 1983. /m/w/im?" —~ K. D. Drachand, Chief Mobile Source Division

STATE OF CALIFORNIA AIR RESOURCES BOARD EVALUATION OF PORSCHE MAILORDER‘S 40 IDA 3C WEBER CARBURETOR AND CONVERSION KIT FOR EXEMPTION FROM THE PROHIBITIONS IN VEHICLE CODE SECTION 27156 IN ACCORDANCE WITH SECTION 2222, TITLE 13 OF THE CALIFORNIA ADMINISTRATIVE CODE NOVEMBER, 1983

EVALUATION OF PORSCHE MAILORDER‘S 40 IDA 3C WEBER CARBURETOR AND CONVERSION KIT FOR EXEMPTION FROM THE PROKIBITIONS IN VEHICLE CODE SECTION 27156 IN ACCORDANCE WITH SECTION 2222, TITLE 13 OF THE CALIFORNIA ADMINISTRATIVE CODE by MOBILE SOURCE DIVISION State of California AIR RESOURCES BOARD 9528 Telstar Avenue E1 Monte, CA 91731 (This report has been reviewed by the staff of the California Air Resources Board and approved for publication. Approval does not signify that the contents necessarily reflect the views and policies of the Air Resources Board, nor does mention of trade names or commercial products constitute endorsement or recommendation for use.)

SUMMARY Porsche Mailorder has requested exemption from the prohibitions in Vehicle Code Section 27156 for an aftermarket carburetor and conversion kit. The total kit is designed to replace the original equipment mechanical fuel injection found on lTimited 1969—1973 Porsche 911 E, S, and T model—year vehicles. The applicant in order to demonstrate no adverse emissions effect with the use of the conversion kit performed comparative exhaust emission tests. The test results revealed that: i) stock systems are high emitters due to age and deterioration and that repair parts are quite costly acting as a deterrence for owners to repair; and i1) the conversion kit being applied for did not increase the emissions of the vehicle tested. Based on the engineering evaluation of the conversion kit and an analysis of emission test data, the staff recommends that the application be granted exemption for the vehicles applied for and that Executive Order D—144 be issued.

CONTENTS Page Number SUMMARY i CONTENTS i1 I. INTRODUCTION 1 II. CONCLUSION III. RECOMMENDATIONS IV. DEVICE DESCRIPTION V. DEVICE EVALUATION VI. DISCUSSION DRAWING #1 APPENDIX #1 11

EVALUATION OF PORSCHE MAILORDER‘S 40 IDA 3C WEBER CARBURETOR AND CONVERSION KIT FOR EXEMPTION FROM THE PROHIBITIONS IN VEHICLE CODE SECTION 27156 IN ACCORDANCE WITH SECTION 2222, TITLE 13 OF THE CALIFORNIA ADMINISTRATIVE CODE I. INTRODUCTION Porsche Mailorder located in Santa Monica, California 90402, has applied for exemption from the prohibitions of Vehicle Code Section 27156 for an aftermarket add—on replacement carburetor and conversion kit. The applicant specifically requested that the conversion kit, which includes two model 40 IDA 3C Weber carburetors, two intake manifolds, carburetor Tinkage and two air cleaner adapters, be used in place of the original equipment (OE)‘mechanicaT fue! injection found on limited 1969 through 1973 Porsche 911 E, S, and T modeT—year vehicles. The applicant, in order to demonstrate that an adverse emissions impact would not occur with the use of the conversion kit, performed comparative exhaust emission tests on a vehicle equipped with the OE mechanical injection and then with the aftermarket carburetor kit. This report describes the Air Resources Board‘s (ARB) evaluation of the Weber model 40 IDA 3C carburetors and conversion kit and discusses the findings of the evaluation. II. CONCLUSIONS Based upon the applicant‘s submitted comparative exhaust emission data and an analysis of in—use vehicle emission test data, the staff has concluded that the installation of the Weber 40 IDA 3C carburetors would not cause an adverse emissions fmpact. III. RECOMMENDATIONS The staff, therefore, recommends that Porsche Mailorder be granted exemption from the prohibitions in Vehicle Code Section 27156 for the vehicles as requested.

The staff also recommends that Executive Order D—144 be issued allowing use of the Weber 40 IDA 3C carburetors and conversion kit on Timited 1969—1973 Porsche 911 E, S, and T model—year vehicles. IV. DEVICE DESCRIPTION The Weber 40 IDA 3C carburetor is of a triple venturi downdraft type and two units are required for each application (Diagram 1). All throttles (6) are simulTtaneously operated by a common Tinkage. Each paired triple venturi carburetor contains a dual float and individual idle, main, and accelerator circuits. However, it contains neither a choke nor a power enrichment circuit which is common among these types of carburetors. Weber carburetors are well known as being adaptable for various types of driving applications. In order for the applicant to provide standardized components for individual vehicle applications by engine and model designation, Table 1 is provided. Table 1 Weber 40 IDA 3C Component Variables Engine Size Venturi Ma in Emuls fon Idle Air. Cor. and Model {mm) Jet {mm) Tube Jet (mm) <— Jet {mm) 2 .0E g.zz(fl 30 1.25 F—26 0.55 1.80 2.0s(1 30 1.25 F—3 9.55 1.80 2.25(1) 32 1.30 F—32 ~0.55 1.80 2 At*(2) 30 1.30 F—2 0.55 1.30 2.46(2) 32 1.35 F—2 0.60 1.80 2.45(2) 32 1.35 F—3 0.60 1.80 *Model used for exhaust emission evaluation. (1) Uses OE air cleaner w/o adapters. (2) Uses OE air cleaner w/adapters.

All of Porsche Mailorder‘s Weber 40 IDA 3C carburetors use special extended secondary venturi tubes. The applicant also provides two different intake manifolds depending upon the engine‘s intake port diameter. Porsche Models T and E receive a 40x32 mm manifold while the mode? S receives a 40x36 mm manifold. Since the installation of the Weber carburetors necessitates removal of the OE fuel injection components, special plugs (6) are provided in each kit to plug the hole for the individual fuel injection nozzles where they normally screw into the cylinder head. The OE fuel pump is retained but a special fuel block with a pressure regulator is added to allow individual fuel supplies to each carburetor. The applicant‘s mixture adjustment procedures for the Weber 40 IDA 3C carburetors are found in Appendix 1. The procedure basically states that the carburetors are to be adjusted equally and individually to obtain the smoothest idle. A "Uni—Syn" (air flow meter) is needed to measure and adjust each venturi for equal air flow. Idle HC/CO lTimits are not given for adjustment of the carburetors, however, when adjustments are performed according to the installation instructions, the emission levels are less than the MVIP idle standard adopted by the State for this type of vehicle. v. DEVICE EVALUATION The applicant submitted comparative exhaust emission tests performed by the Automobile Club of Southern California. The procedure used for the evaluation was the CVS—75 as explained in the Code of Federal Regulations, Part 86:00. The test vehicle is described in Table 2 and its comparative

exhaust emission results are found in Table 3. Paired baseline (with OE fue! injection) and paired device {with Weber 40 IDA 3C carburetors) tests were performed but only the average values of each are reported. Prior to the baseline tests the test vehicle was adjusted and set to original equipment specifications. Although the test vehicle was 14 years old, it was purported to be well maintained and no modifications other than normal maintenance items were performed. Table 1 Test Vehicle Description Year 1972 Make Porsche . Model 911 T Eng. Size 146.4 CID (2.%%3 Emission Controls PCV, Evap, VR Odometer MilTeage 81,098 Transmission Manual (1) PCV — positive crankcease ventilation; Evap — Evaporative emission controls; VR — vacuum retard ignition. Table 2 Exhaust Emission Results* Exhaust Emissions in gm/mi Fuel Economy Test Type HC CO NOx mi/gal BaseTine 30.0 233.7 1.06 10.6 Device 16.2 154 .2 1.20 11.7 1972 Stand. 3.2 39.0 3.0 — *Results have been recalculated to the CVS—72 procedure. The ARB did not perform confirmatory testing of the conversion kit due to lack of a well maintained test vehicle and extreme costs in repairing one to appropriate levels.

VI. DISCUSSION As evident from the comparative emission results the baseline HC and CO values are many times the 1972 emissions standard. Although the test vehicle was repaired prior to testing, it is apparent that major fuel distribution problems still existed and were not corrected at the time of testing. There is no correlation between the MVIP idle HC/CO standards and the CVS results ' since during both test configurations, baseline and device, the idle emissions were Tess than the MVIP standards. The staff also performed an analysis of emission inspection data of six cylinder Porsche vehicles having been tested at the time of registration change and found that 90% of the vehicles failed at least one of the idle or Toaded mode HC/CO Timits. The staff contacted several Porsche dealerships in the area and questioned service personnel about repairs to this type of injection system. It was found that there are lTimited people who can properly service these units and that repair costs could run from several hundred dollars to several thousand dollars. The availability of new OE parts is another area of concern since they are no longer available and one must rely solely on rebuilt parts. The combination of high repair costs and parts availability acts as a deterrence for proper repair of the OE system. The Weber 40 IDA 3C carburetor kit is similar to the same carburetors used on earlier model—year Porsches. Although these carburetors require precise adjustment to operate properly, most of the early foreign vehicles use multiple carburetors similar to these and most repair personnel are familiar with them. Additionally, parts to repair or renew these carburetors are readily available.

The deterioration factor of high performance sports cars such as Porches with mileage in excess of 50,000 miles is extremely high. This is also compounded since the model—year vehicles for this application are approaching absolescence and replacement parts are becoming extinct. Although the exhaust emission levels with the use of the Weber 40 IDA 3C carburetor kit are considerably higher than the 1972 emission standard, they ‘are 50% less than those of the OE system.

Appendix 1 + — WEBER 40 TDA 3C ADJUSTMENT 2 It‘s being taken for granted that you have had some experience working with Poxrsche engines, at Least at the tune—up Llevel. Webers are easy to adfjust when companred to other Porsche induction aystems but they are much harder to adjust than an American two barrel. It takes a cenrtain feel; which usually can be Learned. Before attempting to adjust the carbs the engine must have correct cam and ignition timing atong with a careful value adjustment. The points, plugs, distii— butor ecap, ignition wires, etc., should be in Like—new condition. The distributor must be mechanical advance or modified for straight mechanical advance. The compression differentioal between the cylinders should not exceed 20 psi max. An engine compartment fuel filter will keep the carbs clean Llonger. When the air cleaner is finstly instatled, it should have a clean eLement. DEFINITIONS: — Front, Back, Left, Right, etce., are defined from your position as you sit in the dhiver‘s seat. . The Throttle Body is the main part of the canb. What it doesn‘t contain is attached to if. The Mixture Screws thread into the base of each throttle bore. They have aprings to maintuin a setting and there are three of them in each carburetor. Be careful. as you furn these in as they seat in the thiottle body. Turming a mixture screw in Lleans the mixture and turning it out does the reverse. . The Idle Serew is sometimes called the idfe stop sorew. There is one on the ack of eachk carb and it determines the minimum throttle setting through its action on the thiottle anm of the carb. When this sorew is turned all the way out the thiwottle plates xrest against the throttle bores. The Air Screms are similar to the mixture screws in that they operate on the needle valve principle. There are atso three of these in each carb and they are Epcated close to the mixtwie screws. They have an § mm Lock nut on them to maintain thein setting. As they are adjusted out they Llet ain salip around the thiottle plates to equalize the volume of mixture entering each cylinder at idle. The basic setting is 1/2 turn out and great care is to be taken since these screws also seat in the thiottle body. Side to Side Balance means equal vacuum between the two sides of the engine thiough adjusiing the cdle sckews and throttle Linkage. TOOLS needed to adjust the carbs are: Stubby serew drivers to adjusi the mixture and air screus STE SYNCHROMETER for adjusting vacuum at the aix screws{available at Porsche Two & mm combination wrenches plus a Tmm one. Mailorder} P 2264; a Porsche special tool that affous you to check the {Zoat Leuel . with engine running{available at PORSCHE MAILORDER} A amafl ce measuring vial; useful for measuring the accelerator pump injection quantity These instructions atant with the engine thoroughty cleaned and the manifolds mestabled with new gaskets. The Linkage should be clean and high temp gqrease ed to the ball sockets. An § mn open end wrench can be used as a ball joint separator. New gaskets are used under the carburetors when they are installed. The air horn shiekd is the part of the air cleaner that is clamped to the top of +CLEAN THE CARBURETORS INSIDE AND OUT BEFORE INSTALLING. {remove pfugs {rom thg {foat bowl vents on 40mm carbs}

_* ' (2] 4 the canburetor by the ainr houns. A new gasket should go between the ainr horan shield and the carnburetor. A gasket can go under the air horns if you want to be sure of getting an accurate adjustment with the. Uni—Syn. _ Next, the Linkage should be hooked up except for the short ball jointed carburetor nods. If you are converting to Webers from Zeniths, the Linkage arm conmected to the crossbar on the right side sometimes has to be bent further to the right to aftlow the short baltl jointed carb rod to travel in a totally vertical pfane when viewing the mechaniam from the xear of the vehicle. Find the idfescrem at the rear of each carb and tuin the ascrew afl the way out so that the throttle plates rest against the throttle bore walls. Now turn the serew in until. it fjfust touches the throttle arm and then tuin it 1/2 furn more. Repeat with the other carb. Now adjust the short balt fointed rods so that they can be snapped onto the thiottle am baff without distuwrbing the throttle setting. This should give the carbs side to side batance. dil the throttle shafts and acceferator pump Linkage [hencefonrth every 3,000 mifes] and check for amooth operation. Take the play out of the Linkage by shontening the Zlong batl {jfointed rod that connects the pivot point on the front of the left manifold to the crossbar; making sure that the throttfe closes all the way. Next, have someone get inside the car and {LZoor the gas pedal while you ane Looking into the carbs to make sure the throttle plates rise to a complete vertical position. You may have to adjust the throttle stop behind the pedal . Be sure throttle plates don‘t go past the vertical position. . You can now hook up the fuel Llines. 1f the onriginal braided fuel Lines to the canburetors are ofd and rxagged and you don‘t want to buy the complete set—up {from Porsche you can nremove the entire assembly {from the car, cut about 1/2" from the metal Lines and install regular neoprtene fuel hose and astainfess hose clampa. PDon‘t forget the filters. The German high pressure fuel Line is safer. You now have allt your tools together and are ready to adjust the carbs. e initial adjuatment on the Mixture Sorews is 1 1/2 tuwins out from the seats. The Idle Screws are 1/2 turn in after touching the throttle arm on each carb. The Air Screws are 1/2 turn out.& $ mm nuts are Lightlky Llocked with the seneus being hetd stationary. Attach the Tach—Pwefl Meter (on CD ignition the hot Llead goes to an adaptor on the point wire connection on the distzributor}. Warm the engine to at Lleast 140 degrees. Unfock the rod from the right carb and evenlty tuin the idle serems in until the tach reads 1190 xpm. Check the side to side batance of the carbs with the Uni—Syn to make awre both sides of the engine are pultling equal vacuum. Adjust an idle serew if need be. Pick a bamiel and tuin the mixture sckew in until the engine speed drops and then sLowly out again until it runs smoothly. Remember to Llet the engine speed stabiZlize after each increment of acrew tuimm. 14 you gound that the engine uns smoothly at fess than the initiok 1 1/2 turin seiting then you can tuin all the other mixture screws a half turn in and start over. If you need 2 1/2 tuins to make the engine run well then do it. 3 1/2 twins out or more usually calls for biggor idle jets. I{ the engine doesn‘t sespond when you turn one of the mixture screws in and out it means that the cylinder is not getting ignition or it is not getting idle mixture. 1f the ignition and compreasion on the cylinder check out then on idfe passage is plugged. Remove the mixture screw and idle jet and blow air back and forth to clear the ubstruction. DON‘T put compreassed ainr thrcugh the {Loat vent. If this doesn‘t work the idle passages have to be boiled out and possibly checked with a duct guage. Afuwaus oil o—rings when keplacing idle jets. After you have the idfie mixture initially adjusted you can bring out your Uni—Syn and adjust the Air Screws. Find the barrel which is pulZing the most igcuum, adjust the {ffoating baii to the center fevel in the Uni—Syn using the fustment on the Uni~Sim, then adjust the other culinders to an equal vacuum ing the ainr acrews. The cyfinder which is pulling the most vacuum you Leave alone. Remember to unfock the nuts before adjusiing the air screws. Tighten en 7.

{3) * them by hand as you go aftong; when you‘re finished you can tighten them using the $mm wrench while holding the sonrew satationary with the atubby sorewdriver. Now readjust the mixture serews until you get the conmect adjustment. Usuatly you‘ll turn the mixture sorew in until the engine skows down and then .:,t again sltowby until it runrs smoothly and then perhaps anothex half tuin. You nt the maximum speed with the least fuel,. 1t takes practice. Sometimes as you turn out the mixture serew it speeds up the engine enough to advance the Liming and that inmediately adds 300 on 400 rpm. When you twin the idle serewus back a hair to cornrect this the weights flop back and this is what stows the enginc. 14‘ best to get your initiol adjustment around 1100 xpm and hope the distributor doean‘t intercede. Check the side to side batance each time you adjust the idfe screws. The mixtures can be a Llittle lean or a Llittle nich but they must be consistent from cylinder to cyZlinder. When you are {finished adjusting the mixture somrews back—of{ the idbe sonems evenlty to §50—950 xpm and check bafance. Adjust the rod that attaches to the right corb throttle arm unfess it will snap on without moving the throttle. You can check the bafance at 3000 xpm atso. Before you put the air cleaner on take a Llock at the front of the engine in the area of the pressure aender and thenmostat. 1f it‘s wet with oil put a new o—zing on the thermostat before your clutch gets wef. You check the injection quantity with a narrow cc measuring vial which can be purchased from a pharmaceutical asupply house. Attach a wire anround it and hang it down to catch the gas as it squirts out of the accoferator pump jet. .85 cce for one complete thiottle action is about sight. The injection quantity can be varied by adjfusting the Zength of% the atroke using the nuts on the threaded shaft. The 4ignition is turned of{f during this operation.. Start engine to burn out gas each time. The {ffoat Zlevel should afways be checked on new carpuretors. It‘s a good idea to chech the {ffvat Revel when a carburetor is nebuilt and new needle vafves are / ‘fatled. I1t‘s possible to check the float Llevel wmith the engine running using 1 fffie toof P ?2?6a. This gauge champs onto the {Lloat bowl after you remove the 2 bow? plug. Remember to use the fiber washer which comes with the guage and screwm the gauge in fainrty tight since if it Zeaks the {loat won‘t rise and gas will pour out of the carb when you start the engine. Afways wipe up any spilled gas after you instafl the guage and before you start the engine. 1f the fLloat Llevel is Lncorreet, you remove the Large brass plug over the float needle valuve and add or subtract height by using various thickness washers under the needfe value. The washers are available in the gasket hit. Porsche Mailoxder manufactures the quages. 1f you spend a day tuning your carbs you‘ve gained experience and patience. You have atso changed the shape of your hnees. Treat the needle seats with respect because they can‘t be replaced. When adjusting the mixture sckeus remember that they can afl be a Llittle Zean, on they can affl be a little nrich, but they should be one way or the other. CCC Always check for water in the fuel system. Protect your Lnvestment! The carmburetors should be checked for percolation in the {Loat bowks aften the ngine is thoroughly heated and car is abklowed to asit. 1f this condition exists, nd it is not due to too high of {float Llevel on pressure in the gas tank, the 914—6 henotic insulators should be placed under the intake manifgolds. The part number la: 91—108—131—00. They have to be opened—up for cans with a Llarger than 32mm port ize. A variety of these insufators are available {rom PORSCHE MATLORDER,. PORSCHE MATLORDER 135—17th St. SANTA MONICA, CA90402 {213) 393—5423

Drawing 1 Weber 40 IDA3C Carburetor NEEDLE VALVE GASKET SHIM GASKET COVER ASSEMaALY GASKE ATOMIZER VENTURE — — FLOAT GASKET + MAIN JET ~p. ~ JET CARRiERr iDLE scREw—&k p SPRING l WASHER ——»= [ O—RIng ———2, DRAIN SCREW SEALING RING VENTURI SCREW AIR IR ADJ UST SCRE W stuD PLVG tem PRING HEX NUT PLUNGER DIAPHRAGM PUMP BASE Housing DIAPHRAGM PuMP COVER LOCK waASHER HEX NUT


Document Created: 2005-09-01 12:43:53
Document Modified: 2005-09-01 12:43:53

| Previous E.O. D-143 | Next E.O. D-144-1 | Next E.O. D-145