Approval Details

Valid E.O.

Validity

This Executive Order approved the specified parts on on October 16, 1974.
As of Sunday, December 22nd, 2024 this Executive Order has not been overturned or superceeded.

Approved Parts

Models
1974 and older model year vehicles

This Executive Order may be listed as:
  • C.A.R.B.E.O. D-37
  • Executive Order 37 / D37
  • ARB # D-37
  • Executive Order No: D-37
  • C.A.R.B. No. D-37
  • Resolution D-37
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-37 PDF

D-37 Document:

CARB_D-37

State of California AIR RESOURCES BOARD EXECUTIVE ORDER D—37 Relating to Exemptions under Section 27156 of the Vehicle Code OXFORD AUTOMOTIYE PRODUCTS "MINI—JECTOR FUEL CONTROL" SERIES "M" 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 Section 39023 of the Health and Safety Code; IT IS ORDERED AND RESOLYED: That the installation of "Minf—Jector Fuel Control" Series "M" device manufactured by Oxford Automotive Products, 5165 Sherbrooke Street West, Sufte 419. Montreal, Quebec, Canada, and marketed by the Duralon Supply of 6150 Mission Gorge Road, Suite 107, San Diego, California 92120, 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 1974 and older model— year vehicles. The "Mini—Jector Fuel Control" device is a fuel pressure regulator installed in the fuel line between the fuel pump and the carburetor. The normally open vaive is biased by a spring force acting on a diaphragm which senses the engine manifold vacuum. The device has an adjustable knob to control the fuel pressure by varying the spring pre—load. The name "Mini—Jector Fuel Control" Series "M" is embossed on the device. This Executive Order is valid provided that installation instructions for this device will not recommend tuning the vehicle to specifications 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 poliution control dev1ces 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. This Executive Order does not constitute any opinion as to the effect that the use of this device may have on any warranty efther expressed or implied by the vehicle manufacturer.

"MINI—JECTOR éUEL CONTROL"SERIES "M" L EXECUTIVE ORDERD—37 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 "MINI—JECTOR FUEL CONTROL"SERIES "M" 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 Safety 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 pollution 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 adver— tise, 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, adver— tise, or represent any motor vehicle pollution control device as an accredited device which, in fact, is not an accredited device. Any violation of this subdivision is a misdemeanor." Any apparent violation of the conditions of this Executive Order will be sub— mitted to the Attorney General of California for such action as he deems advisable. Executed at Sacramento, California, this _/& & day of October, 1974. WILLIAM SIMMONS Executive Officer

State of California AIR RESOURCES BOARD October 3, 1974 Staff Report Evaluation of the Oxford Automotive Products "Mini—Jector Fuel Control" Series "M" Fuel Controller for Compliance with the Requirements of Section 27156 of the Motor ¥ehicle Code Introduction Oxford Automotive Products, 5165 Sherbrooke Street West, Suite 419, Montreal, Quebec, Canada (formerly G. T. Performance Products — Reference Exhibit A) has applied for exemption from the prohibitions of Section 27156 of the Vehicle Code for the "Mini—Jector Fuel Control" Series "M" device. This section prohibits the installation of any device which may reduce the effectiveness of the motor vehicle emission control system. The applicant is requesting the exemption be granted for all 1974 and older model—year vehicles. The Air Resources Board has adopted criteria for the evaluation of "after—market" devices for compliance with Section 27156. The basis for evaluation is defined in the "Air Resources Board Criteria for De— termining Compliance with Section 27156 of the Motor Vehicle Code", dated February 17, 1971. II. System Description and Function The device is a fuel pressure regulator installed in the fuel line between the fue! pump and the carburetor (Exhibit B — Installation Instructions). Exhibit C contains a description of the device. A spring suspended ball is pressed against a spring loaded diaphgram assembly which senses the engine intake manifold vacuum through a rubber hose.

"MINI—JECTOR FUEL CONTROL " SERIES "M" October 3, 1974 The device has a control knob for adjusting the fuel supply pressure. The device has adjustment indications from "A for economy to E for power." The applicant calibration flow curve indicating the influence of intake manifold vacuum is shown in Figure 1. The applicant claims that the device acts as a "combustion secondary fuel pump, pulsation damper and adjustable fuel pressure regulator" to control the flow ‘of fuel from the fuel pumé to the carburetor float bow?. The device is designed to reduce fuei flow during engine operating modes when a high intake manifold vacuum is experienced. II1. Laboratories Test Data A. Aég]icant Data ‘ The following is a summary of test data submitted by the applicant and/or his representatives for the ARB staff evaluation. 1. Scott Research Laboratory report #1396—01—0973 dated September 13, 1973 performed by the Federal Hot CVS test method on a 1970 Chevrolet Monte Carlo, 350 CID — 2 Y¥ carburetor, automatic trans— missfon, and has New York license #180 ORI, showing the following data: ‘Emissions (gms/mi) Fuel Economy Test No. Test Type Condition HC CO NOx MPG 1 Hot CVS—1 Baseline 3.78 80.18 1.48 12.16 2 Hot CVS—1 A—Setting 2.79 44.25 2.56 14.15 3 Hot CVS—1 C—Setting 2.79 59.96 1.88 14.06

"MINI—JECTOR FUEL CONTROL" SERIES "M" October 3, 1974 2. Scott Research Laboratory report #1418—01—0174 dated January 11, 1974 performed by the Federal Hot CVS and Steady State test method on a 1972 Chevrolet Camaro, 307 CID—2V carburetor, automatic transmission and identification {VIN: IQ87F2N167785), showing the following data: — Fuel Emissions (gms/mi) Economy Test No. Test Type Condition HC CQ. NOx MP&A 1, 6, 8 55 MPH—cruise Baseline—Avg. 0.82 9.84 3.29 18.28 e 55 MPM—cruise Device—set A 1.04 12.94 3.21 18.% 5 55 MPH—cruise Device—set C 1.30 24.42 2.52 _ 19.07 2, 7 Hot CVS—1 Baseline—Avg. 3.83 92.55 2.53 13.30 4 Hot CYVS—1 Device—set A 3.94 99.75 2.32 13.52 3. Scott Rgsearch Laboratory report #1418—02—0174 dated January 18, 1974 performed by the Federal Hot CVS and Steady State test method on a 1970 Valiant, 225 CI§—1V carburetor with automatic —transmission and identification (VIN: VL41CO0RB355848), showing the following data: Emissions (gms/mi) Ecggg;y Test No. Test Type Condition HC. CQ HOx MPG 1, 7 55 MPH—cruise Baseline—Avg. 0.53 4.95 9.12 24.98 5 55 MPH—cruise Device—set A 0.63 6.45 8.62 25.03 3 55 MPH—cruise Device—set C 0.50 5.07 7.65 25.12 2, 8 Hot CVS—1 Baseline—Avg. 1.62 32.59 6.06 17 .72 6 Hot CVS—1 Device—set A 1.61 33.74 5.66 17.67 4 Hot CYS—1 Bevice—set C 1.52 29.12 6.13 17 .89 . to &

"MINI—JECTOR FUEL CONTROL" SERIES "M" October 3, 1974 ‘ Based on the variability of the data and anticipating operating characteristics of the device, the staff considered the above data inconclusive. Consequently, confirmatory emission tests were per— formed by the ARB to investigate the effects of the "Mini—Jéctor Fuel Controi" device on the existing emission control system,. ~B. ARB Data Back—to—back Hot CVS emission tests were run on the following vehicles: 1. 1974 Ford Galaxie, Automatic, 2—Bbl Carb., 400 CID (274 KJC), Z. 1974 Ford Pinto, Automatic, 2—Bbl Carb., 2.3L (195 LEK). The device was maintained at setting A throughout the ARB tests to check the case of minimal fuel supply. The tést data are presented in the . following table: 1. 1974 Ford Galaxie, Hot CVS—1 emission tests: Emissions (gms/mi) Ecggg;y tm _ We _ Average Baseline (3 tests) 1.45 18.3 1.53 10.4 Average Device (3 tests) 1.46 19.6 1.52 10.4 % Change 0.69 7.1 —0.65 0 2. 1974 Ford Pinto, Hot CVS—1 emission tests: Emissions (gms/mi) Ecggfiéy Hc°~— to Nox _MPG Average Baseline (3 tests) 0.69 16.9 1.17 16.4 Average Device ( 3 tests) 0. 70 16.4 1.21 16.6 % Change 1.45 —3.0 3. 42 O 1.2

"MINI—JECTOR FUEL CONTROL" SERIES "M" October 3, 1974 3. Bench Flow Tests In addition to the emission tests reported, bench flow tests were performed to establish the flow characteristics under varibus levels of signal vacuum and valve setting with water supplied at 5 PSfG. The test data presented in the following tables are typical of the devices submitted. "Mini—Jector Fuel Control" Vaive Flow Characteristi¢cs (Gations per minute) > Valve Position Signal Vacuum Settings (In.Hg.) A C E 0 1.1 1.1 1.1 16 1.1 1.1 1.1 18 0.9 1.1 1.1 20 0.8—0.4 1.1—0.9 1.1 22 0.6 1.0 1.1 24 0.5—0.1 0.9—0.2 1.1—0.8 IV. Staff Eya]fiation The staff evaluation is divided into three parts: (A) Evaluation of the air leak into the intake system, (B) Failure mode of the diaphragm, and (C) Evaluation of the ARB test data. A. Evaluation of Air Leak into the Intake System In testing the "Mini—Jector Fuel Control" Series "M" device, the staff discovered the O—ring seals in the control knob housing was

"MINI—JECTOR FUEL CONTROL® SERIES "M" October 3, 1974 ’ allowing a small amount of air to enter the engine‘s intake system. The applicant has stated that proper measures had been taken to eliminate the air leak. The applicant submitted two additional devices for evaluation. The results of the ARB flow tests of the new units and the old units are showed in the table below. The amount of air leakage in the new units was considered negligible and judged to have an insignificant effect on the OEM emission control ;ystem. The new units will be identified by the letter "M" stamped on the side of the device housing. Air Flow Rate (Cubic Feet per Minute) New Units . 014 Units . . Sample 1A Sample 2B . Vacuam Knob Position Knob Position . (in.Bg.) ADo B A B 1 0.01 0.01 0.02 0.03 2 0.01 0.01 Less than 0.03 0.04 6 0.02 0.02 0.004 under 0.04 0.05 10 0.03 0.02 all conditions 0.04 0.05 16 0.03 . 0.03 0.04 0.05 22 0.03 0.03 0.03 0.04 B.. Failure Mode of the Diaphragm If the diaphragm between the fuel side and vacuum side of the device failed, fuel would be drawn into the intake system. This enrichment of the air/fuel ratio would be expected to increase hydrocarbon

"MINI~JECTOR FUEL CONTROL® SERIES "M" October 3, 1974 and carbon monoxide emissions. The applicant submitted a specifi— cation of the diaphragm material which is claimed to be sufficient to withstand the stresses encountered with the operation of the device (Reference Exhibit D). The staff concurs with this opinion. C. Evaluation of the Test Results The emission and the bench flow data were performed with the old units. The device was tested at the setting A which represents the minimal rate of fuel flow when com9gred to the baseline flow rates. The maximum fuel flow rate with the device is still sufficient to supply the power demands of the engine, hence no leaning of the air fuef ratio would be expected. The device does not have the capability of increasing the fuel flow rate to the carburetor beyond the normal maximum capacity of the fuel pump. The ARB data shows tfiat the "Mini—Jector Fuel Control" device has no significant effect on . exhaust emissions or on fuel consumption. Therefore, the new units would be expected to show similar exhaust emission effects. ¢ ¥. Conclusion and Recommendations It is the staff opinion that the "Mini—Jector Fuel Control" Series "M" manufactured by Oxford Automotive Products will not adversely affect motor vehicle exhaust emission control systems and hence should be exempt from the prohibitions of Section 27156 of the California Motor Vehicle Code for all 1974 and older model—year vehicles.

. PERCTNT or*.‘ INE LOAD . * 0% 25% 50% 7 & 7 Prrestph sarndp uotfvedattep aogosP—Tond TuIW — T san@td bamrn.. € tlo, ; : i «> 2 = . PUEL PPESSUPE L. in AT CARBUPETOR | & AS PEGOULATED [ | [ 7 . i} bry emur—gEkczror | f i [ : mmo4 1f : ;y {| ;B H !i {1 i he i 1| = i |i } ; L. t j 1 * | ; f — | PERPORMANCE TEST { OF NINI~—JECTOR f f 704 1 PLuEL comtron In | | —" | 1970 cuEv. v—8 [ b?Af‘” uen 77 j T 25 : — t t P i ; | 1 | f i i 1 | | : | j i | |; | | 1 | i0 4 i ; | wo~, s 20" 15" © 10" 5" 0" ruTP0TLDN VACUTUT READINQ

Exhibit A OXFORD AUTOMOTIVE —PRODUCTS — pivision of OXFORD INDUSTAES L1D, —O— 5165 Sherbrooke Street West Suite 419 Montreal, Quebec September 20, 1974 Mr. 6.C. Hass California Air Resources Board 9528 Telstar E1 Monte, California 91731 Dear Sir, Please be advised that Oxford Automotive Products of Montreal, Canada has purchased the patent rights and title to the G.T. Mini fuel=—jector from G.T. Performance Products of Branchville, New Jersey. Enclosed are photo copies to that effect. . 1 would also like to advise you that our units will be manufactured as of the {fast two units — which you inspected. . The application for approval which was made in behalf of 6.%. Performance Products by Mr, Lowman of Duralon industries of San Diego is still officiaf. Would yourkindly forward any letters of app— roval to us at our Sherbrooke Street address in Montreal. Thanking you, | remain, Yours truly, /;;Ujh&”““\,/ég “(/Q/L” Norman Nulman Executive Vice—President Ene: NN/dk

Exhibit A (Cont‘d) mtm mrs ; tss cctrays Bd moyrsennt," APVUNX — AtuL. s i ON OF OxFORD iMDuSTRIES 1TD. June 26, 1974 GT Performance Products, Inc., . Attontion: Mr. James J. Spanos President and Chairman Dear Mr. Spanos, This letter serves as a purch GT Mint Fusl—fect t C g 0 0 4 0 C Products, Inc. Thi w list attached, patent r UL.S. This doss not Include the purchase of GT as a corporefion. a The 1 purchase of f registered names such os, GT Performance Products and Mini Fusl—[ector. It is that moy be due. | t is also all encumbrances with respe in New Jersey, Pannsy the standard customary clauss to profect the purchasers as Sbovemantioned states. n

hXh“”tA (Con# dJ Tt m qual ; payment+ ofof commeneing July 30, 1974. ix(6) equalt payments ~? par month commencing December—30, 1974 es should be paid to Marchant and Edwards, C.P.A., 24 Fron{“ Streat, Port Jervis, New York For this Agrsement to be velic Products, Inc. shall furnish;: Oxford Industries Ltd. all conventio*rcppl (L, for patants, assignments to be execute by Mr. Almguist for glob rights specifically United Kingdom, Japan, Conada and France. It is olso undersfood thet any stockholders or boar officers ond/or their corporations will not Including GT Performance Products, Inc. engage in the manufacture or assembly in the Mini fuel—{ectors for a s also undersfood th Jway 206 for a per t the expense of Oxf ouid be aequired 7 light, powar, tele; ¢ rd Indusirigs Ltd. folls to moke payment 1 ved ond, Oxford Industr? riginal contract dated .v‘cr*l thepurhase cgr-em payment then the Tz Products, Inc. Yours very truly, O ’Q?DINDUSTRIES LTD

UNING KNOB Attoch lang thin hose (A) to / vacuum source HosE To VACUUM SOURCE AIR CLEANER g._...- ——» ‘ line Fa——————if CARB. > ee suce inlet (marked Four Hose Clomps IN on bottom of Mini= Fual Injector) fces fuel purap.. . 5/16" ~ERGINE IMPORTANT: If special hose‘clamp pliers are not available, use regulargl— d_ HOW TO INSTALL YOUR ers. Be sure to compress the clamps on\\~—;—/ ly enough to slip over the hoses. Other— MINL FUEL—JECTOR wise, clamps will lose strength. HOW TO USE NOTE: Occasionally, cars with air THE PRESSURE TUNER conditioning may have very little work— FOR OPTIONAL ADJUSTMENT Your MINI FUEL—JECTOR may be ing space under the hood. If necessary, .»led anywhere in the fuel line be— reroute the fuel line by bending it. If n fuel pump and carburetor. The extra fuel line hose is required, it may NOT supply enough fuel. To "fin> ‘erted location is near the carbure— be purchased from any garage or auto tune", simply turn the knob clockwise Exhibit B However, the unit will operate parts store. Be careful not to locate the until the idle remains smooth. ‘de down or at any angle without MINEI FUELJECTOR or any part of There are FIVE different pressure ing. Only in rare cases, will the the hose near the exhaust manifold or —ranges. When making adjustments, af— line need to be bent. higher than the carburetor inlet. ways remember to push the knob ‘If you have a rubber fuel line, The MINL FUELJECTOR comes DOWN while turning the knob clock— ply cut out a 4 inch section at any factory adjusted to be used as a variable wise so that the knob will "climb" the »tion where there is enough space. fuel control . . . but, also may be used next internal cam, ng pliers, slip the four clamps over as a constant pressure control (as indi— hose and install the MINI FUEL— cated in paragraph "B" below). :TOR. (A) PREFERRED HOOK—UP FURTHER PROOF: After instal— ‘If your fuel line is all metal, cut Simply slip the rubber tubing pro— ling your MINL FUELJECTOR, you t a 4 inch section at any location vided over the small (top) vertical can actually feel the improvement in < are there is enough space. If the fuel tube "A" shown in the illustration. fuel system performance. Make this & must be bent in order to make Then, connect the other end to any test: With your engine running, simply »m, a single cut will usually suffice. couvenient engine manifold‘ vacuum touch the fuel line on the OUTLET + a tubing cutter if you have one, If source (Direct manifold vacuum source side of the MINL FUELJECTOR and ack saw or file is used, be sute metal will provide full vacuum) the key to you will notice that the MINI FUEL— ‘ps and burrs are removed. To safe— our system. If necessary, cut the rubber JECTOR has eliminated the throbbing ird against possible leaks, it would advance line leading to the distributor fuel line "knock" that exists on the advisable to flare ends of metal tub— .. . and insert the "I" shaped connec— INLET side. This proves that the MINH : after cutting. tor provided. Then, connect the tubing FUELJECTOR reduces harmful fuef Hose adaptors and clamps are pro— leading from the MINL FUELJECTOR. pump pulsations that otherwise would +d to fit all popular engines. Select Cut excess off. . The MINIFUELIECTOR comes ad— cause carburetor wear, float "bob" and sppropriate size to fit your fuel (B) OPTIONAL HOOK—UP jl_xsted for your engine. However, a spe— fuel waste, Though rare, a metal fuef and slip.one piece of hose on each The MINI FUELJECTOR may be cial "Tuning Knob" has been provided line may vibrate. This is normal. To re— and about half way. Then, slide a used as a straight fuel pressure regula— so that you may experiment with dif— duce excessive vibration, simply tie the mp over EACH portion that fits tor by simply OMITTING the vacuum fergnt pressure range settings if you so inlet line to any convenience point. : the cut ends of the fuel line, Next, connection. As such, it will provide desire, To change adjustment, simply s a clamp over each hose before the recognized advantages of a pulsa—© . press down and turn the tuning knob 1 install the MINI FUEL—JECTOR. tion damper as it reduces harmful fuel right (clockwise) to INCREASE . .. ‘ting the host nectors will make pump pressures to a S—M—O—0—I—H eco— and left (counter—clockwise) to DE— NOTE: In rare instaices, your starting :llation eas ¢ sure to install nomical flow. For maximum mileage, CREASE outlet pressure. On larger procedure may hav e changed. For clamps ne? h end of the hoses turn adjusting knob counter—clockwise. engines, do not turn the tuning knob example, the acc or pedal may ~sure a leal af connection. For racing, turn knob clockwise, too far counter—clockwise, as it may have to be pumpe ore starting. . errrmmrmmmrmmmrnanorm

Exhibit C Wov! xA GAiANCE PRODUCTS, is C. Patent Pending n Sm rr‘! . uiic9l baziBd . 1 automatically controls\fue!delivery through unique sensing of engine demand and feeds the exact fuel required for T .maximum economy and passing power! — * ~_ hdepflndor‘: controlled testing* conducted * mR with Dynamometer control shows: ~. Improved acceleration o o Fuel economy (both long and short trips} Smoother overall performance e n o & o n Easier starting Fights poltution Eliminates vapor lock and ‘iooc.m Adjustable pressure tuner for maximum economy or power . bya msrcrom fma‘rs Fits all cars, trucks, tractors, stationary or racing engines ...;fl“Li/ S1i tioGcid /Pressure Tuner Vacuum Cannuctlon\ Gasoline. from the fue!l pump, enters the Mini Fuel—Jector with "hammering". intermittent pulsations and passes around the hemispherical valve into the carburetor fuel ling. The high pressure surges of fuel exert force against the undersige of the diaphragm tending to close the valve. The resulting recuced fuel pressure permits the valve to. open again — delivering a full EVEN flow of fuel to the .caroureior adequate for normal speeds. But, when a sudden demand is made on the engine for more power. the consequent reduction in manifold vacuum instantly releases the upper spring from its compressed position. This force overridas the pressure regulating diaphragm and holds the valve open so both fuel pressure and volume age stepped up to FULL pump capacity.

Exhibit D OVER TWENTY—FIVE YEARS OF TREND—SETTING HIGHWAY 206, BRANCHVILLE, NEW JERSEY 07826 AREA 201—948—4303 June 14, 1974 Er. Anivr Ta State of C a £ Air Resource Board 9528 Telster Avenue — El Monte, CA 91731 ' Dear My. Tocawy: Confirming our conversation of Tuesday, June 11, you mentioned three points of interoest in quolifying the MINLI FUSL JECTOR in the state of Colifornia. 1. the dicghroge. * 2. £ vapor-lock. 3. g of mixture at low flovw. Enclosed is a specification sheot on ; in our MFJ. The monufacturer hos ausured us th kas both durebility and strongth to withstand 4 exposed to in our MFJ. The spec sneev w1llsw Veporelock. Voporisstion of fuel in the fue c:rbur‘tor from re;civ1“" the necessary volum to rum the engine. Vepor—lock is usua ccused by hot weather, pulling heovy l driving, hord, fast driving, on ineffieci ig system or stop and go driving in slow traffiec. Vaporwlock can ols occur as a result of using volatile low grade gosoline or gosoline designed for winter use and which vaporizes more readily in vorm veather. The Mini Fuel Jector can help correct this "hot" by holding the fuol in the line under comprossion s not veporize until after it is delivered to the carb The Mini Fuel Jector con also reduce vopor lock tendency by increasing fuel pump output during the non—pumping part of the pusp stroke.

Exhibtit D (Cont‘d) Vith the Mini Fusl Jector, there is prectically mo opportunity for vepor—lock 2 to occur os a result of reduced p-flflsu-_, because vepor prosont in the fuel line will be Rrormlessly controlled in the MEJ‘s fuel chomber where it tends to additionaliy cushion the flow of gosoline and therefore, do uo harm. In reference to lecning of the mixture ot lov flow: ‘l“n product at the "A" setting (low flow} is designéed to feed imanm amount of fuel,. Asyou expleined the oxides of ni is due to more fuel to\ylr mixture I am totelly surprised that we lean the mixture at the low flovw. I would suspect it on the "E" setting. he basic prirciple of our system is to Q"“a cccelerotion the vecuum is deplete i ccmp*cuely depressed pond the fuel flowvs. On o driving, the vacuum, which is constant, roises the dic n lifts the valve and provides fuel required for the rditions. Cur "A" to "E" settings do no an regulator. Once you have se d vehicle, nhe vacuum overrides s required. The control knob is ig engines and their fuel requirements. We hope P thatr bhave supplied PE you with enough S information to ap— prove our product. If there are any questions, please dom‘t hesitate to contact me. Sincerely yours, Pres*dedu JIS:ge Enc.

Exhibit D (Cont‘d) t »fiv.vw us L’.LIJL Lisls a division of The Sichardson Company 579 SOUTH AVENUE, BEACON, NEW YORK 12508 C 914/837— Chemorene, Inc., Beacon, N.Y. CRP 60234 — Data Sheet Eoo 4 Properties Soéé"ication of CRP Mil—C—$068B Requirements Spec, 6023 . Type II AMS 3274—D ardanc Points — 60 & 5 60 + 5 i Tensile Strength, PSI 1875 11500 min. . F ati > 425 400 min. 1 + £15 max,. | +10% 1—15% mex. Ilz6g —60% max. \ | 9 70 ; Tyoe I) — 70 hrs. @ 75°F : J —3.7% #25% max. | 1 —8.7% #15% max. $ } 5.0% —10% max. } —3136 Type HI) — 70 hrs. @75°F : zt &R sh to ts 4s o & O to S 3 R H 1 1 u8 w 8p + 1 +17% 1+25% max. D t — j | Plain weave Plain weave or 2/1 Twill Weight, oz. /sq. yd. 5.5° . 5.5 ( Count, ends/inchk 90 x 90 90 x 90 i — Grab 150 350 lbs. i?m x20° Ts in ——— 20. 0 | ness . 025# .002 |.025 = . 002" Broaking Strength (Grab Method) 350 x 350 lbs.]| —————— Burst Strength, Original 600 lbs,. | 500 ibs. Burst Aiter 70 hrs. /212°F Air Age 500 los, i 500 ibs. min. Burst After 70 hrs./75°F Type I Fuel 500 ibs. 500 lbs. min. Burst Aiter 70 hrs,. /75°F Type III Fuel ibs. 500 ibs. min. Tear pesoid — ASTM D75 25 f. Fuel ‘A‘—24 hrs. /75°F Vol. ASTM R ci. 5 Fuel ‘B‘— 724 hrs. /75°F Vo..C +30 *_ ASTM Ref. Fuel ‘B‘ Dried 24 hrs. /1S8S°F £ —25% Adhesion, lbs. /in. Peel 7. 0 4.0 rin. Low Temp. Briftlesess, 10 mins. /—67°F Pass ?‘Flexi 11061 WALDEN ROAD, ALDE , NEW YORK 14004 + 716/684—2300 Aifaibar muahen runpiléfd . 576 eoure AVENMLIT, s


Document Created: 2005-09-01 12:40:33
Document Modified: 2005-09-01 12:40:33

| Previous E.O. D-36 | Next E.O. D-37-1 | Next E.O. D-38