Approval Details

Valid E.O.

Validity

This Executive Order approved the specified parts on on October 20, 1977.
As of Monday, October 21st, 2024 this Executive Order has not been overturned or superceeded.

Approved Parts

Models
1970-1973 Datsun 240z automatic, 1974 Datsun 260Z automatic

This Executive Order may be listed as:
  • C.A.R.B.E.O. D-76
  • Executive Order 76 / D76
  • ARB # D-76
  • Executive Order No: D-76
  • C.A.R.B. No. D-76
  • Resolution D-76
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-76 PDF

D-76 Document:

CARB_D-76

(Page 1 of 2) State of California AIR RESOURCES BOARD EXECUTIVE ORDER D—76 Relating to Exemptions under Section 27156 of the Vehicle Code NORDSKOG INDUSTRIES, INC. "NORDSKOG INDUSTRIES DATSUN ENGINE CONVERSION KIT" 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—304; IT IS ORDERED AND RESOLVED: That the installation of the "Nordskog Industries Datsun Engine Conversion Kit" manufactured by Nordskog Industries, Inc., 165000 Strathern Street, Van Nuys, CA 91406, 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 the following applications: (1) Engine conversions of 1970 through 1973 Datsun 2402 using the same or newer 1970 through 1974 Chevrolet 350 CID engine, with automatic transmission, and the required vehicle emission control system. (2) Engine conversions of 1974 Datsun 2607 using 1974 Chevrolet 350 CID engine, with automatic transmission, and the required vehicle emission control system. This Executive Order does not constitute any condonation or approval of the safety of such modified vehicles when operated on the highway. 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 other than those listed in this Eflecutive Order.shall be prohibited ‘unless prior approval is obtained from tde Air Resources Board. This Executive Order does not conskitute any dpinion as to the effect that the use of this device may have on any warranty either expressed or implied by the vehicle manufacturer.

NORDSKOG INDUSTRIES, INC. EXECUTIVE ORDER D—76 (Page 2 of 2) THIS EXECUTIVE ORDER DOES NOT CONSTITUTE A CERTIFICATION, ACCREDITATION, APPROVAL, OR ANY OTHER TYPE OF ENDORSEMENT BY THE AIR RESOURCES BOARD OF ANY CLAIMS OF THE APPLICANT CONCERNING ANTI—POLLUTION BENEFITS OR ANY ALLEGED BENEFITS OF THE "NORDSKOG INDUSTRIES DATSUN ENGINE CONVERSION 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 Bus{ness 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 advertise, or, except in an application to the state board for certification of a device, represent, any device as a motor vehicle pollution control device for use on any used motor vehicle unless that device has been certified by the state board. No person shall sell, offer for sale, advertise, or represent any motor vehicle pollution control device as a certified device which, in fact, is not a certified device. Any violation of this subdivision is a misdemeanor." ‘ Any apparent violation of the conditions of this Executive Order will be submitted to the Attorney General of California for such action as he deems advisable. Executed at Sacramento, California, this éflé? day of October, 1977. _ Aione0.0sz Peputy Executive Officer |

State of CaTifornia AIR RESOURCES BOARD September 10, 1977 Staff Report Evaluation of Nordskog Industries, Inc. "Nordskog Industries Datsun Engine Conversion Kit" for Compliance with the Requirements of Section 27156 of the California Vehicle Code Introduction Nordskog Industries, Inc., 16000 Strathern Street, Van Nuys, California 91406, has applied for an exemption for its Datsun Engine Conversion Kit from the prohibitions of Section 27156 of the California Vehicle Code (Exhibit A). Section 27156 prohibits the advertisement, sale and installation of any device or mechanism which reduces the effectiveness of the required motor vehicle emission control system. The kit is specifically designed for the engine conversion of Datsun 240Z and 2607 series vehicles from 1970 through 1974 model years. The Datsun engine is replaced with the same year or newer Chevrolet 350 CID engine with all required emission control equipment and the original Chevrolet automatic transmission. The replacement engine for California certified Datsun "Z" cars must be of CaTifornia configuration. II. System Description The Nordskog Industries Datsun Engine Conversion Kit provides the components and instructions on how to replace the Datsun engine with the equivalent used Chevrolet 350 CID engine. It consists of 22 separate sub—kits and installation instructions (Exhibit B).

The sub—kits consist of a special Tow profile air cleaner, engine cooling system; header system, power train mounts, fuel system, electrical system and other accessories as itemized in Page 15 of the attached installation instructions. Additional parts have to be procured by the customer to complete the engine replacement. These include the applicable Chevrolet 350 CID engine along with the matching automatic transmission, water pump, starter, alternator, evaporative emission control system, drive shaft, and supplemental parts itemized in page 3—5 of the attached installation instructions. A tune—up label is also supplied with the kit to be affixed to the converted vehicle. The installation instructions provides guidance on how to procure the replacement Chevrolet 350—CID engine and other supplemental parts needed, tools and equipment check Tist, pre—installation service pro— cedures, power train removal and replacement, installations of the components supplied by the manufacturer, road test and diagnostic test procedures. III. System Evaluation The proposed engine conversion kit requires the removal of the engine and the emission control systems from a certified Datsun vehicie and replacement with an equivalent Chevrolet 350 CID engine with its indigenous emission control systems. The purpose of this evaluation is to determine if the engine conversion will result in an increase in emissions of the modified vehicle compared with the unmodified vehicle originally certified to meet emission standards for that model year.

A. Technical Background The replacement Chevrolet 350 CID engine is designed and certified for vehicles with 4,500 to 5,500 Tbs gross vehicle weight (GVW) rating. When the engine is installed on a Datsun "Z" car chassis, the GVW of the vehicles will not exceed 3500 lbs. Since the GVW of the converted vehicle is Tighter the road Toad horsepower1 requirement of the Chevrolet 350 CID engine will be less in a Datsun chassis than in a Chevrolet chassis. The ARB conducted a test program to determine the emission effects2 of varying the inertia weight and horsepower Toading. Emission tests were conducted on a 1974 Chevrolet 350 CID vehicle using the CVS—72 test procedures. The study concluded that HC, CO and NOx emissions vary in the same direction as the change in chassis dynamometer inertia weight setting and horsepower Toading of the vehicle. 1 2 Road Load Horsepower = V (CrW+CaAV~+0.01GW)/375 Where Cr = Coefficient of rolling resistance. Ca — Coefficient of air resistance V = Vehicle speed, mph 9 A = Frontai area of the vehicle, ft W = Gross vehicle weight, Tbs G = road grade, per cent 2 Effects on Exhaust Emissions of Varying Horsepower Loading and Inertia Weight on a 1974 Chevrolet, 350—4V ARB Report R77O2, September 1977.

Studies conducted by others3 showed that at constant speed decreasing the horsepower output decreases NOx and CO emissions, whereas, the HC remains relatively constant. The decrease in NOx production can be attributed to a decrease in maximum cycle temperature as a result of reduction in engine load. The reduction of fue?} consumption also reduces CO mass emissions. The influence of load on HC emissions is quite complex. A factor tending to decrease HC emission as Toad is decreased is increased residence time within the exhaust system; factors tending to increase HC emission include increased quench thickness and decreased exhaust temperature as Toad is decreased. Apparently the opposing factors on HC emission offset each other causing no change in HC emission as Toad is decreased at constant speed. B. Test Evaluation The above technical discussions indicate that the replacement by a larger displacement engine would not result in an increase of vehicle emissions. However, the proposed engine conversion kit requires the modifications of various other vehicle components such as exhaust, cooling, fuel system, etc. to allow for the exchange of engines. In addition, problems may be encountered in actual practice that may affect vehicle emissions which need to be investigated. Therefore a test program was conducted at the ARB Laboratory to evaluate the actual engine conversion utilizing the proposed kit. 3D. F. Hagen and G. W. Holiday, The Effect of Engine Operating and Design Variables on Exhaust Emission, SAE No. 486C, 1962 Edward F. Obert, Internal Combustion Engines and Air Pollution, Intext Educational Publishers, New York, 3rd Edition, 1973.

Test Program The testing was conducted in cooperation with the applicant who supplied the two Datsun vehicles and performed the re— quired conversion using the Nordskog conversion kit. The following were the test vehicles confirgurations: a. 1973 Datsun 2407 with afitomatic transmission and modified with a 1973 Chevrolet 350—4V, A.T. (From a Caprice) 1974 Datsun 260Z with manual transmission and modified with a 1974 Chevrolet 350—4V¥, A. T. (From a 1/2 ton truck) The vehicles were given normal pre—conditioning and set to appropriate engine specifications. In addition, a compression check was made on each vehicle to determine the condition of the engines, and the calibration curve of the distributors were verified. The following emission tests were performed on the above vehicles (in the original configuration and the converted configuration): a. Cold Start CVS—75 b. Two Hot Start CVS—72 c. CVS Loaded Mode Tests d. CYS Steady State at 30, 40 50 mph with chassis dyno set at 3X road Toad horsepower e. EPA Highway Cycle Test f. Evaporative Emission. (Shed) Test

Problem Areas During the test evaluation several problems were identified and corrected when possible, as discussed beljow: a. When the modified Datsun 240Z was deTivered for testing, inspection of the vehicle indicated some installation deficiencies. The exhaust manifold flange was Teaking, the steering bar was scrapping against the header pipe causing a steering problem, the transmission would not downshift in some instances, and bolts holding the driveshaft bracket were foose. These problems were lfater corrected. A lTeaking exhaust flange was detected on the converted Datsun 260Z which was also corrected prior to testing. Initial emission tests on the modified Datsun 2407 showed about a tenfold increase in CO compared to the unmodified vehicle. A failure mode analysis traced the problem to a carburetor malfunction. In addition, the carburetor was found to be intended for a truck engine application only. The defective carburetor was replaced with a service carburetor specified for the 1973 Chevrolet 350 CID engine and the emission tests were repeated. The Chevrolet engine with an automatic transmission installed in the Datsun 2407 was certified with a manual transmission. The illegal switch of transmissions was probably per— formed by the previous owners and would not typically represent the engine configurations available for replacement.

d. The Chevrolet 350 CID installed in the Datsun 260Z was completely rebuilt. This type of replacement configuration would be preferable but would not necessarily occur in practice. e. Engine conversions increased the weight of the Datsun 260Z by about 200 Tbs, and the 2407 by about 100 lbs. The weight increase was concentrated at the front end of the vehicles. This weight change distribution may put undue stress on the front suspension and unsafely affect vehicle operation and stability. In addition the brake system originally designed for the Datsun vehicles might not adequately handle the requirements of the more powerful and heavier converted vehicles. These concerns were not investigated in depth since they relate to safety and not emissions. ‘Test Results Comparative emission data from the testing of the original and modified 1973 Datsun 2402 is summarized in Table I, and from the 1974 Datsun 2607 in Table II. Data from the initial testing of the modified Datsun 240Z was not included in Table I since the original carburetor was defective and had to be replaced. Hot start CVS—72 test procedures performed on a 1973 Chevrolet 350—4V simulating the Datsun "Z" car inertia weight and road load horsepower requirement from a previous s_tudy4 was also included in Table I and I1 for comparison. Ibid 3

1973 Datsun 2407 The official CVS—75 and Hot Start CVS—72 data showed about a 40% reduction in HC and 35% in NOx emissions after the engine conversion. The Highway Cycle Test as well as steady state tests showed about the same magnitude of reductions. The change in CO emissions was not con— sistent, however. In most cases CO emissions increased with the engine conversion. The evaporative emission (SHED) test indicated no adverse effect on the evaporative system integrity due to the engine conversion. Fuel economy decreased by over 40%. 1974 Datsun 260Z The official CVS—75 test showed about a 30% decrease in HC and CO emissions and no significant change in NOx after the engine conversion. On the Hot Start CVS—72 HC decreased by 15% and CO by 29% with no change in NOx. Data from Highway Cycle and Steady State Tests generally showed substantial decrease of emissions. The evaporative emission test also showed significant reduction of HC mass emission. Fuel economy decreased by about 30%. 1973 Chevrolet 350 CID Emission SimuTation The Hot Start CVS—72 test on a 1973 Chevrolet 350—4V vehicle simulating the Datsun "Z" car showed HC, CO, and NOx emissions lower than both the unmodified 2402 and 2607 cars.

As predicted, exhaust emissions generally decreased with the vehicle conversions using the Targer size engine. The increase in CO on the modified Datsun 2407Z, however, was an anomally. Comparison of the two modified Datsun vehicles emissions (both use Chevrolet 350 CID engines although of different model years) showed that the modified Datsun 24072 has significantly higher CO emission. The increase of CO emission on the modified Datsun 2407 may be attributed to different carburetor calibration since the service carburetor used was not the original equipment part. Conclusion and Recommendation The proposed Nordskog Industries, Datsun Engine Conversion Kit will allow the 1nsta11ation of a more powerful Chevrolet 350 CID engine on Datsun "Z" car chassis. If all the emission control components of the replacement engine are retained, theoretically the vehicle emissions should decrease or not change sign— ificantly after the conversion. Evaluation of two typical Datsun conversion confirmed the above prediction. The fuel economy, however, decreased significantly. The applicant performed the actual engfne conversions during the test evaluation yet various problems become apparent. Although most of these problems were corrected easily during the testing, the same problems may be encountered by the consumers intending to perform the engine conversions who are not adequately equipped to correct or detect the problems. To prevent increase of emissions due to carburetor or ignition malfunction (a frequent problem) appropriate diagnostic and service procedures are required in the installation instructions.

A major concern is the safety of the converted vehicle. Since the ARB has no authority to evaluate vehicle safety, it is recommended that a copy of this report be transmitted to the CalTifornia Highway Patrol for appropriate action it deems necessary. Since the use of the proposed engine conversion kit is not expected to result in an increase in exhaust emissions of the converted vehicles, it is re— commended that Nordskog Industries, Inc. be granted an exemption from tfie prohibitions of Section 27156 of the Vehicle Code for its "Nordskog. Industries Datsun Engine Conversion Kit".

Table I — Emission Test Data of 1973 Datsun 2407 CVS_— 75 Grams Per Mile HC C0 NOx MPG Baseline 3.0 17.7 2.3 19 Modified Datsun 1.7 20.5 1.5 11.3 % Change —43 16 —35 ~41 CVS — 72 Chevrolet {(2407 SimuTation)* 0.9 6.2, 1.07 12 Baseline (2 Tests) 1.7 14.9 2.2 20.8 Modified Datsun (2 Tests) 1.1 10.5 1.5 11.8 % Change from BaseTine —35 —30 —32 ~43 Highway Cycle BaseTine 1.2 8.4 2.6 25.3 Modified Datsun 0.6 10.9 1.9 14.8 % Change —50 30 —27 ~42 Loaded Mode Mass Emissions Grams per Min. ldle HC CO NOx BaseTine 0.8 19.1 0.07 Modified Datsun 0.2 0.7 0.09 % Change —75 —96 29 * 1973 Chevy 350—4V tested at Datsun 2407 inertia weight setting and road Toad horsepower.

Table I Continued Low Cruise Grams Per Mile HC co NOx MPG Baseline 1.3 2.6 2.9 23.8 Modified Datsun 0.7 6.9 2.0 14.0 % Change —46 131 45 —41 High Cruise Baseline 1.4 5.1 3.3 19.1 Modified Datsun 0.6 9.3 4.2 11.9 % Change —57 82 27 —38 Steady State. (3 Times .road. load) 30 _MPH Baseline 1.4 2.6 3.0 27.1 Modified Datsun 0.5 7.0 1.0 15.8 % Change —64 170 —67 —42 MPH Baseline 1.1 3.3 2.8 20.8 Modified Datsun 9.5 13.0 2.3 13.6 . % Change —55 294 —18 —35 50 _MPH Baseline 1.5 22.5 5.6 16.5 Modified Datsun 0.7 12.0 5.4 11.7 % Change —53 —44 ~4 26

Table I Continued Evaporative Emission (SHED) Test HC, Grams Diurnal Hot Total BaseJine 0.3 9.5 9.8 Modified Datsun 0.8 10.3 11.2 % Change 4

Table II — Emission Test Data of 1974 Datsun 260Z CVS — 75 Grams Per Mile HC [ NOx MPG BaseTine 3.0 13.7 1.5 16.2 Modified Datsun 2.0 9.9 1.5 12.4 % Change ~33 —28 0 ~23 CVS — 72 Chevrolet {2407 Simulation)* 0.9 6.2 1.07 12 Baseline (2 Tests) 2.0 11.8 1.4 16.7 Modified Datsun (2 Tests) 1.7 8.4 1.4 13.7 % Change from Baseline —15 —29 0 —18 Highway Cycle Baseline 1.0 3.6 1.2 22.2 Modified Datsun 0.7 5.0 2.3 15.6 % Change —30 39 92 —30 Loaded Mode Mass Emissions Grams per Min HC CO NOx BaseTine 0.2 7.1 0.02 Modified Datsun 2.1 0.6 0.04 % Change 950 =91 100 * 1973 Chevy 350—4V tested at Datsun 2407 inertia weight setting and road Toad.horsepower.

Table II Continued Low Cruise Grams Per Mile HC CO NOx MPG Baseline 0.8 2.5 1.6 25.8 Modified Datsun 0.6 2.9 0.6 17.6 % Change —25 16 —63 —32 High Cruise Baseline 1.1 4.2 3.2 17.9 Modified Datsun 0.6 2.4 1.4 17.0: % Change ~45 —43 —56 —5 Steady State (3 Times road load) MPH Baseline 0.8 2.5 1.5 27 .6 Modified Datsun 0.5 2.2 0.5 18.4 % Change 38 12 —67 —33 40_MPH Baseline 0.8 3.5 1.7 20.5 Modified Datsun 0.4 2.2 0.9 18.8 % Change —50 —59 —47 —8 50 MPH 0.8 5.0 5.4 16.6 Modified Datsun 0.4 2.2 1.7 17.5 % Change —50 —56 —69 5

Table II Continued Evaporative Emission (SHED Test HC, Grams Diurnal Hot Soak Total Mass BaseTine 0.3 11.9 12.2 Modified Datsun 0.6 8.9 9.6 % Change —21


Document Created: 2005-09-01 12:45:54
Document Modified: 2005-09-01 12:45:54

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