Approval Details

Valid E.O.

Validity

This Executive Order approved the specified parts on on October 28, 1976.
As of Monday, January 20th, 2025 this Executive Order has not been overturned or superceeded.

Approved Parts

Part NumberModels
SIG-1011976 and older vehicles, EXCEPT: (1) Vehicles originally equipped with breakerless capacitive discharge or Delco high energy electronic ignition systems (2) 1966-1970 vehicles equipped with AQP Pure Power NOx retrofit device

This Executive Order may be listed as:
  • C.A.R.B.E.O. D-71
  • Executive Order 71 / D71
  • ARB # D-71
  • Executive Order No: D-71
  • C.A.R.B. No. D-71
  • Resolution D-71
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-71 PDF

D-71 Document:

CARB_D-71

'\\ (Page 1 of 2) / State of California AIR RESOURCES BOARD EXECUTIVE ORDER D—71 Reiat1ng to Exemptions Under Section 27156 of the Vehicle Code STEVENS ASSOCIATES SIG—101 CAPACITIVE DISCHARGE IGNITION SYSTEM 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 39515 of the Health and Safety Code and Executive Order G—30A; IT IS ORDERED AND RESOLVED: That the installation of the "Steven‘s Capacitive Discharge Ignition System (S1G—101)", manufactured by Stevens Associates, P.0. Box 620, Alamo, CA 94507 has been found to not reduce the effectiveness of required motor—vehicle pollution control devices, and therefore, is exempt from the prohibitions of Sectton 27156 of the Vsehicle Code for 1976 and older model year vehicles except as follows: 1.~ Vehicles originally equipped with breakerless capacitive discharge . or Delco high energy electronic ignition systems. : « 2. © Those 1966—70 vehicles equipped with a "AQP Pure Power" NOx retrofit device employing a capacitive discharge c1rcu1t com— bined with spark advance control. This Executive Order is valid provided that installation instructions for this device will not recommend tuning the vehicleto specifications different from those listed by the vehicle manufacturer. Changes made to the design or operating conditions of the devfce, 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 other than.those listed in this Executive Order shall be proh1b1ted unless prior approval is obta1ned from the A1r Resources Board.

STEVENS— AssOcIATEs ho EXECUTIVE ORDER D—71 SIG—101 CAPACITIVE DISCHARGE IGNITION SYSTEM > (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 "STEVENS CAPACITIVE DISCHARGE IGNITION SYSTEM". No claim of any kind, such as "Approved by Air Resourcés Board" may—be made with respect to the action taken herewnin any advertising or other ora1 or written communication. . Section 17500 of the Business and Professions Code makes untrue or mis— leading advertising unlawful, and Section 17534 makes violation punishable as a misdemeanor. Section 43644 of the Health and Safety Code provides as follows: "43644. (a) No person shall install, sell, offer for sale, or adver— tise, or, except in an application to the State board for certification of a device, represent, any device as a motor vehicle pollution control device for use on any used motor vehicle unless that.device has been certified by the State board.> No person shall sell, offer for sale, advertise, or represent any motor vehicle pollution control device as a certified device which, in fact, is not a. certified dev1ce Any violation of this subdivision is a misdemeanor." Any apparent violation of the conditions of this Executive Order w111'be submitted to the Attorney General of Ca11forn1a for such action as he deems advisable. k Executed at Sacramento, California, this ;25 day of October, 1976. Original Signed By Thomas C. Austin Deputy Executive Officer—Technical

State of California AIR RESOURCES BOARD Staff Report August 30, 1976 Evaluation of the Stevens Associates "SIG—101 Capacitive Discharge Ignition System" for Compliance with the Requirements of Section 27156 of the California Motor Vehicle Code Introduction Stevens Associates, P.0. Box 620, Mamo, California 94507 has submitted an application (see Appendix 1) requesting an exemption from Section 27156 of the California Vehicle Code for its capacitive discharge electronic ignition system Model NO. S1G—101. Section 27156 of the Vehicle Code prohibits the installation, sale or advertisement of any device or mechanisms which alters the performance or design of the vehicle‘s emission control system. The Air Resources Board is empowered to exempt any device from this prohibition if a finding shows the device will not reduce the effectiveness of the emission control system. II. System Description and Function The "Stevens Capacitive Discharge Ignition System" consists basically of electrical circuits for a d—c to d—c converter, a storage capacitor and a silicon éontro11ed rectifier which serves as an electronic switch. Other circuits act as point bounce eliminator, transfer relay to return the ignition system to normal operation in case of failure of the Stevens system, point cleaner which increases the primary current during starting, and power filters to eliminate noise.

Evaluation of the Stevens Associates "SIG@—101 Capacitive Discharge Ignition System" for Compliance with the Requirements of Section 27156 of the California Motor Vehicle Code Exhibit A is a detailed wiring diagram of the device and Exhibit B shows how it is connected to the vehicle ignition system. 111. Device Evaluation The applicant submitted back—to—back bench test ignition system performance data (ARB guidelines dated May 25, 1976) for the following ignition systems: 1. 1966 Mercury — 8 cylinders 2. 1973 Buick — 8 cylinders 3. 1973 Ford — 8 cylinders A summary of the data for these tests is shown in Table I The ARB laboratory performed similar confirmatory back—to—back bench tests (ref. Lab Reports Project B—76—15) on the following ignftion systems : 1. 1967 Ford — 8 cylinders 2. 1973 Volkswagen — 4 cylinders 3. 1974 Chrysler — 8 cylinders — Electronic breakerless ignition system. A summary of the data for these tests is shown in Table II. The applicant did not submit centrifugal or vacuum advance data and the submitted OEM spark duration data (Table IA) was too high when compared to manufacturers specifications. The ARB laboratory performed confirmatory tests to determine OEM spark advance characteristics and all other ignition criteria critical to emission control. This information is included in Table II. 2.

Evaluation of the Stevens Associates "SIG—101 Capacitive Discharge Ignition System" for Compliance with the Requirements of Section 27156 of the California Motor Vehicle Code An evaluation of the test data showed that the device met the ARB criteria as given in the Guidelines dated May 25, 1976. The results indicated a decrease in secondary voltage rise time which minimizes leakage and an increase in spark energy and available voltage. This improves the ability of the spark plug to fire under adverse conditions. Although the spark duration was substantially decreased from the O.E.M. values, it still exceeded the minimum of 100 microseconds as given in the above criteria. IV. Applicant‘s Claims The applicant claims improved performance and gas mileage, lower fuel octane requirements, reduced exhaust pollutants, and less maintenance. The electrical characteristic of this system do not indicate any marked increase in performance or gas mileage or decrease in octane requirements or exhaust pollutants from a normal properly tuned engine. However, the points and spark plugs should require less maintenance. Conclusion and Recommendations The staff concludes that the installation of this device on 1976 and older model engines will not result in increased emissions.

Evaluation of the Stevens Associates "SIG—101 Capacitive Discharge Ignition System" for Compliance with the Requirements of Section 27156 of the California Motor Vehicle Code Based on test data and other information submitted by the applicant, the staff recommt;nds Stevens Associates be granted an exemption from the prohibitions of Vehicle Code Section 27156 for the "Stevens SIG—101 Capacitive Discharge Ignition System" installed on 1976 and older model vehicles except for the following: 1. Vehicles originally equipped with breakerless capacitive discharge or Delco high energy electronic ignitian systemsr 2. Those 1966—1970 vehicles equipped with the AQP—Pure Power NOx retrofit device employing a capacitive discharge cir— cuit combined with spark advance control. This recommendation is contingent on the applicant deleting from all published materials any reference to tuning the engine to specifications other than those in the original vehicle manufacturers instructions. (See Appendix I page 3).

Table I Ignition System Data Submitted by Applicant Engine 1966 Mercury — v8 1973 Buick — 4 Cyl 1973 Ford — V8 RPM Baseline Device Baseline Device Baseline Device . Spark Duration in Microseconds 200 3,500 370 3,600 350 3,000 390 600 2,500 370 3,000 350 3,000 390 3000 1,500 370 1,750 350 2,000 390 . Secondary Voltage Rise Time in Microseconds 200 150 80 100 80 150 80 600 150 80 120 75 150 80 3000 150 80 130 80 170 80 . Spark Energy in Millijoules 200 19.0 22.8 22.9 23.3 16.3 24.0 600 13.6 22.8 19.1 23.3 16.3 24.0 3000 5.4 22.8 10.9 23.3 8.2 23.4 . Available Voltage With Load (KV) 200 25 35 23 34 25 32 600 22 32 25 34 25 32 3000 18 32 22 34 22 31 Available Voltage With Simulated Fouled Spark Plug (KY) 200 16 25 15 25 14 24 600 16 23 16 25 14 24 3000 12 22 > 12 24 13 22

{1 of 2) Table II Ignition System Data From ARB Laboratory Engine 1967 Ford— y3 1973 Yolkswagen 4 cy) 1974 Chrysler yg* RPM BaselTine UVevice Baseline Device BaselTine DVéevice A. Centrifugal Spark Advance in Crankshaft Degrees 600 0 0 0 0 0 0 1400 9.0 9.5 8.0 8.0 16.0 16.0 2000 16.5 16.0 12.5 12.5 18.5 18.5 2600 18.5 18.5 16.5 16.5 21.5 21.0 3200 20.5 21.0 B. Vacuum Spark Advance in Crankshaft Degrees In. Hg 3. 0 0 0 0 0 0 6 2.5 2.0 0.5 0.5 0 0 9 10.0 10.0 5.0 5.0 3.5 4.0 12 16.0 16.0 5.0 5.0 12.5 12.0 15 20.0 20.0 5.0 5.0 20.0 20.0 20 24.0 24.0 5.0 5.0 20.0 20.0 C. Spark Duration in Microseconds 200 1900 440 800 500 ° 2200 800 600 1400 440 1000 500 1200 400 3000 1100 440 900 400 4000 800 500 D. Secondary Voltage Rise Time in Microseconds 200 100 60 50 40 120 60 600 120 60 50 40 120 60 3000 120 60 120 60 4000 50 40 *Electronic Ignition

(2 of 2} Engine 1967 Ford y—8 1973 Volkswagen 4 Cy1. 1974 Chrysler v—8 RPM Baseline Device Bbaseline Device BaselineDevice E. Spark Energy in Millijoules 200 34.2 22.7 14.0 24.5 54.3 45.3 600 24.5 23.2 22.0 24.5 21.1 30.0 3000 15.7 23.2 22.8 30.0 4000 15.1 27.6 F. Available Voltage With Load (KV) 200 26.0 31.0 15.5 20.0 22.5 31.0 600 23.5 29.5 19.5 20.0 22.0 32.0 3000 19.0 29.5 20.0 320 4000 16.5 20.0 G. Available Voltage With Simulated Fouled Spark Plug (K¥) 200 17.0 24.0 12.5 12.0 15.0 24.5 600 16.0 23.0 15.0 17.0 14.0 25.0 3000 12.5 22.0 13.5 25.0 4000 ©13.5 17.0

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Exhibit B { 1 of 5) Efdzre Connection Diagram STEVENS % IGNITION Iw} RED ignition Switch ©0OOOO existing wire from points A / (EATfl any other, ex1$tmgwires revious . BATTERY DISTRIBUTOFZ accessories (tach., cgnnected}{o cruise control.etc.) pos. terminal 1 FOR SBREAKERLESS i 1G@NITION SYSTENS & l | g8/ | §1ij wh | stevens |[|"C i | fenimion Li im (2) '; ‘\J i i | { EXISTING WIRES + | PREVIOUSLY CONKECTED + ggn. f TO NEC. TERMINAL © L BATTERY

Installing Your Stevens Ignition > 1 can install your Stevens Ignition quickly using a few hand tools. green wire from the ignition unit. Connect the black wire from the \\, _nply mount the unit and make the necessary wire connections as unit to this same post. Replace the lockwasher and nut, then shown and described. Be sure to read the instructions all the way tighten. Connect the wire from the distributor points to the screw through before you start. You may shorten any wire from the unit. that holds the green wire on the insulating strip. Remaining {Cut and strip the wire, then crimp or solder a spare ring—tongue accessory wires, if any, will be connected in Step 4. terminalto its end.) . Remove the nut and lockwasher from the positive (+ or BAT} Mounting and Connecting the Unit post on the coil. Take off the existing wires. 1. Pick a suitable location under the hood. Make sure that: Over the positive post, slip the insulating strip attached to the red a. Air will flow freely over the unit during use. wire from the ignition unit. Connect the orange wire from the b. The four thinner wires from the unit reach the ignition coil unit—and all other wires from any accessory that had been withouttouching hot or moving parts. connected to the negative coil post (tachometer, cruise control, c. The heavy yellow wire from the unit reaches the positive (+) etc.) —to the positive coil post. terminal of the battery (or some other suitable point as NOTE: To avoid interfering with the point—cleaning function of described in step 5). the Stevens Ignition, do not connect the accessory wire to any NOTE: If your vehicle has wood around the engine {common terminals at the negative side of the coil. in motor homes and boats), try to mount the unit on a metal Replace the lockwasher and nut, then tighten. part of the vehicle frame. If this cannot be done, you must Locate the wires previously attached to the positive cail post. ground the unit to the vehicle frame through a 1/4 inch Connect all of them to the screw that holds the red wire on the braided grounding strap less than 1 ft. long. Attach the strap insulating strip. under one of the unit mounting screws near the end where the wires emerge. . Finally, connect the heavy yellow wire from the ignition unit to the positive battery voltage—at the battery, alternator, or starter 2. Using the unit as a guide, mark the four mounting holes on the solenoid. mounting surface. Center—punch. Drill the holes, using the drill bit supplied, Mount the unit with the sheet—metal screws and If you connect the wire at the battery, use the drill bit supplied to star washers. drill a hole 1/2 inch deep in the top of the positive battery terminal (§ 30 ?) or its clamp. Then use the remaining sheet—metal screw and star 3. Remove the nut and lockwasher from the negative {— or DIST} washer to fasten the ring—tongue lug to the terminal or clamp. Be _ terminal post on the ignition coil. Take off the existing wires. sure to cover the connection with grease to prevent corrasion. Over the negative post, slip the insulating strip attached to the

Operation Notes Checking Your Installation Once installed, your Stevens Ignition will continue to perform inde Your Stevens Ignition is now completely installed and ready to operate. finitely without further attention. Start the engine and check to see that the red indicator lamp on the Indicator Lamp You can always check to see that the unit is ignition unit is lit. This shows that the system is working properly working properly by simply noting that the indicator lamp on the end and will give you outstanding engine performance. panel is lit. If the indicator on the unit is not lit with the engine running, it means Safety Function (or, Operating Safeguard) The unit uses a \ the system is operating in the conventional mode {as if the ignition standard 10—amp automictive fuse available at any service station. If > unit bad not been installed). Check to make sure the unit‘s fuse fits for any reason the fuse is blown, the unit will automatically transfer properly in its holder and is not blown. The unit uses a standard engine operation to the conventional mode. 10—amp automotive fuse available at any service station. Engine Performance As stated previously, your Stevens Ignition If the fuse is not the problem, check carefully to make sure the unit is designed to give you many years of greatly improved engine is properly grounded to the metal frame of the vehicle as noted in performance. To get the full benefits from your unit, however, you Step 1. should see that any existing conditions in your engine or transmission If the engine fails to start, go over these instructions again. Check the system that may contribute to poor performance are taken care of. wiring and correct all improper connections. If the engine still won‘t While your Stevens Ignition may seem to compensate for such things start, remove the fuse from the ignition unit. This will put the system as burned valves, worn piston rings, or poor carburetion, eliminating in the conventional operating mode and the engine should start. If these problems will further enhance your vehicle‘s performance. it does not, you have made an error in connecting the wires. Initial Tuneup We recommend that after your unit is installed, you have your engine tuned and new points put in. These points should never need replacement as long as they operate with the Stevens Ignition. Spark plug gaps should be set at 0.050 in, (see discussion on pluqu under "Fuel Economy"). Timing should be adjusted as specified by the auto mariufacturer, Since many ignition test instruments will not work properly with this type of electronic ignition, the system should be put in conventional mode for tuning. This can be done readily by pulling the fuse on the unit. > (q 10 ¢] After the initial tuneup, you will be able to drive 40,000 to 50,000 _‘ miles before your next tuneup.

Technical Description — |_ 2l Economy Your Stevens Ignition will bring you substantial The Stevens Ignition is an electronic ignition unit of the type known savings by improving gas mileage. It will also, in some cases, further as capacitive—discharge {C—D). The Stevens Ignition is also unique in reduce fuel costs by lowering the octane rating requirements. This thatit is carefully engineered to provide the following: will depend on the compression ratio of the engine and the tempera— 1, Maximum spark energy with optimum voltage and current. ture rating of the spark plugs. 2. Maximum reliability and durability. NOTE: With your Stevens Ignition you can install plugs 3. Simple installation in any 12—volt, negative—ground system. that are one or two grades colder and thereby use a more Some of the more important design features used to accomplish the economical, lower—octane gasoline. Surface—gap plugs, which cannot above are discussed in the following paragraphs with reference to be used with standard and most electronic ignition systems (because the electronic circuit diagram. these plugs tend to foul}, work very well with the Stevens Ignition, Basic Operation The unit‘s energy storage capacitor C1O (section improving performance still further and reducing octane P on the diagram} is charged to the proper energy level and then requirements. discharged through the ignition coil every time the points in the If your engine has a very high compression ratio, it will still require distributor open. The coil in turn transfers the accumulated energy the use of premium gasoline. through the distributor to the spark plugs. Beyond this, you can periodically check the dwell for fine adjustment. Energy Storage Capacitor (P) in the Stevens Ignition, the energy storage capacitor is 3 to 4 times larger than that found in other C—D units. As a result, it pumps much more energy into each spark discharge, as well as causing the coil to operate more efficiently. It also lengthens the duration of the spark to between 400 and 600 microseconds, which guarantees optimum ignition under all conditions. +m C ))

Ten Year Wan‘amy The care exercised in the design, development, and production of this unit will provide years of trouble—free service and reliable performance. Before your ignition leaves our facility it is thoroughly tested and inspected. Every Stevens Ignition manufactured by Stevens Associates iswarranted to be free from defects in material and workmanship. We will, for a period of 10 years from date of purchase, at our option repair or replace—FREE OF CHARGE—any unit that proves defective. The complete unit must be returned by the original owner, transportation prepaid, to Stevens Associates, P.O. Box 620, Alamo, CA 94507. This warranty is void if the unit has been tampered with or subjected to abuse or collision. Please specify the Model and Serial Number found on the Identification Plate in all correspondence concerning your Stevens Ignition. (g 30 5)

Appendix I STEVENS ASSOCIATES P.O. Box 620 Alamo, CA 94507 . (415) 837—9164 July 29, 1976 Mr. Irv Ettinger Air Resources Board 9528 Telstar Avenue El Monte, California 91731 Dear Mr. Ettinger: It was a pleasure speaking with you on the phone the other day and meeting with Mr. Luczynski several weeks ago. Since that time, we have been conducting a complete series of bench tests to assure the compliance of our ignition system with Section 27156 of the Vehicle Code. Base—line tests and tests with our ignition have been run with three different vehicles. The test results are enclosed. Installation of the Stevens ignition requires no modification to the vehicle distributor and connections are all made directly at the coil and at a battery supply source. . When you examine the test results you will note that they are consistent over the full range of engine speed, battery voltage and vehicle type. The Stevens Ignition is the only ignition system on the market that we know of that has a regulated voltage supply. Also, it is the only one with a 4 microfared capacitor, allowing for the longer spark duration in excess of three hundred microseconds and considerably higher millijoules spark energy. The only slight change in energy is created by a change in the inductance of the coil, as can be noted from the test on the ‘73 Ford, an 8.4 millihenry coil inductance changed the spark energy only ‘a few percent over the 5.0 millihenry coil inductance on the other vehicle. Only the Delco HEI Ignition approaches the energy in the spark of the Stevens over the full operating range. We will apply for separate approval of a different model for use with the HEI at a later date. Since the energy in the spark of all conventional units depends upon the coil inductance and the current flowing in the system, whether mechanical or solid state breaker points are used, we are applying for approval for installation of our system on all vehicles utilizing a Kettering Ignition System, mechanical, solid state or photoelectric points. We have researched the literature for Ford, Chrysler, General Motors and American Motors and determined through the specification for coil inductance and primary current that we will exceed the spark energy with our unit in all cases. We feel confident that we can meet the Delco HEI criteria with our unit,

however, improvement in engine performance would not be as great, since the spark plug gap is already at .080. We feel it necessary to develop another system for this application. It is noted that in Section 7.0 "Data should be presented in Test #2 for any device which alters parts of any distributor that controls spark advance timing." The Stevens ignition does not alter any parts of the distributor and, therefore, should not alter spark advance timing and does not introduce any delay from the time the points open to the firing of the spark. This is evident from the evaluation of the data comparing the conventional ignition and Stevens ignition equiped 1973 Buick. The above data was evaluated per Section 8.1 Ignition timing. The allowable spec is +0 — 2 degrees distributor timing. The data gathered on the tests show that the Stevens ignition introduces a delay of % degree at high RPM, which is well within the allowable specification. In the light of the tests performed on timing delays, we find that the Stevens ignition will not introduce any delay regardless of the switching element used. used. In accordance with your May 5, 1976 testing criteria, we submit the following: 9.1 The signature of C.R. Stevens appearing below is that of the President of Stevens Associates, the manufacturer of the device. 9.2 Detailed description is attached and titled "FACTS ABOUT THE STEVENS IGNITION SYSTEM". 9.3 The purpose of the device is to reduce exhaust pollutants, increase performance and improve gasoline mileage. 9.4 See enclosed Owners Manual. 9.5 Approval‘s requested for all vehicle makes and models other than those utilizing the Delco HEI system. The device part number, SIG 101, is the same for all vehicles. 9.6 Test data results are attached. 9.7 The device submitted for testing should be returned upon completion of the tests. 9.8 Identification of the device is Stevens Ignition Model No. SIG—I01.

9.9 The device will be marketed in the State of California by the Stevens Associates Independent Distributor Organization under the name of STEVENS IGNITION. 9.10 The device is compatable with all retrofit emission control devices and speed sensors and retrofit devices with a 4 degree retard in timing. The device further has a tachometer output for connection to any device that requires electronic speed sensing. 9.11 The device is compatable with electronic fuel injector systems and, further, the same tachometer output may be used for synchronization with systems that require it. 9.12 It is recommended that spark plugs of up to two ranges colder gapped at .050 to .060 be installed and that the timing may be advanced up to 4 degrees beyond manufacturers specifications when using the colder plugs or to the point just before the engine starts to "ping". We are pleased to enclose the bench test data you require and look forward to your approval of the Stevens Electronic Ignition System for sale in the State of California. We would most appreciate copies of the results of your tests. We also have enclosed the promised copy of a technical paper delivered to the IEEE. If you require any additional information, please call us. Very truly yours, STEVENS ASSOCIATES (d fi;fi/;//,//fz) C. R. Stevens President Enclosures

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Document Created: 2005-09-01 12:44:50
Document Modified: 2005-09-01 12:44:50

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