As a result of the action of the Thermactor-equipped engines on the rest of the vehicle, extensive development has been conducted to achieve satisfactory fuel economy and acceleration, cold starting, hot starting, engine cooling, noise and vibration, and driveability characteristics.

A separate fleet of Thermactor-equipped vehicles has been used to develop and calibrate carburetors, distributors and other engine components, and to investigate the effects of the hotter exhaust gases on adjacent vehicle components such as the engine mounts, heater hoses, and exhaust system hangers.

In addition, development and testing of Thermactor-equipped vehicles were conducted this past winter at Bemidji, Minn., to ascertain the influence of low ambient temperature on cold starting and overall driveability. Similar activities are presently being conducted at our Arizona proving grounds under extremely dusty, high ambient temperature conditions.

Certification testing, in accordance with California procedures, was begun early in January 1965. Forty Thermactor-equipped vehicles, segregated into three separate test fleets, have accumulated about 60 percent of the scheduled mileage. Our internal development and other test activities represent, in part, substantial incremental additions to the certification program.

These tests, although run for purposes other than those directly related to Thermactor development, serve to provide additional functional and durability data on the various components. The certification testing is proceeding on schedule, and completion is expected by June 1, 1965.

Our emission testing personnel and facilities have been greatly expanded in step with the accelerated program. New vehicle emission testing facilities were set up at the Ford Research and Engineering Center in Dearborn, Mich., and at our Arizona and Michigan proving grounds.

Significant progress has also been made in processing emission test data in recent months. Computerizing the data now provides results in about 6 hours compared with the 48 hours formerly required for manual computation, thus accelerating our development and testing activities.

Concurrent with other phases of the program, we are investigating the maintenance requirements to assure emission control of Thermactor-equipped vehicles in public use. Information and data thus far obtained from our development and testing activities indicate that only limited maintenance unique to the Thermactor system will be required for compliance with California requirements.

In addition, preliminary plans have been prepared for the educational and training programs considered necessary to insure the prescribed maintenance of the system.

Our continuing research efforts are directed toward meeting the more stringent 1970 California emission standards, as well as toward achieving still more effective control over all sources of vehicle emissions.

Over the years we have been evaluating engine design parameters to determine the influence of bore-stroke ratio, combustion processes, air-fuel ratio, speed and load, ignition timing, and valve events, in

relation to hydrocarbon, carbon monoxide, and oxides of nitrogen emissions. Each of these engine variables affects the exhaust emissions differently and requires a balance of the variables in the final design. We are also investigating various methods of controlling oxides of nitrogen and have achieved some success in reducing these emissions by partially recycling the exhaust gases. Much work remains to be done in this area, however, and the role of this contaminant in the photochemical reaction needs clarification by the Public Health Service before effective controls can be devised.

Evaporation losses from the carburetor and fuel tank have been under study for many years. We have achieved some success in controlling such losses but have not been able to evolve designs suitable for installation in our production vehicles.

Furthermore, the Public Health Service should first determine the reactivity of these losses in the atmosphere and the extent of their contribution to the photochemical smog problem.

It is entirely possible that this source of emissions may be insufficient to warrant the economic penalties for controls. Fuel spillage losses at the service station represent another area that deserves evaluation by communities and States in establishing source controls.

Our testing of gasoline-powered trucks over half-ton rating, following the California procedures, indicates that the specified modes of operation differ somewhat from typical truck urban driving patterns and produce test results of questionable relationship to actual conditions.

The fact that hundreds of engine-transmission rear axle combinations are offered in our larger trucks further complicates the development of effective exhaust controls. It is not our intent to be critical but only to point out that the lack of appropriate procedures delays our progress on the overall emission program.

Diesel engines present a different type of air pollution problem. Since these engines normally consume air substantially in excess of combustion requirements, their emission of unburned hydrocarbons and carbon monoxide is inherently below the California standards. However, the visible smoke and odor in diesel engine emissions are a nuisance in some communities. Although we are not a prime producer of diesel engines in this country, we are engaged in an active program to develop effective controls for these emissions. We have achieved some success in changing the composition of the malodorous aldehydes with catalysts in the exhaust passages but have not been able to obtain satisfactory durability and life with available materials. We are continuing to pursue new materials technology to resolve these problems.

Concurrent with the research on vehicle emissions, we have worked cooperatively with California to develop instrumental methods of measurement and appropriate test procedures for insuring compliance with its standards.

However, we need more rapid and reliable methods of determining exhaust emissions, particularly oxides of nitrogen. Also, instruments for direct measurement of hydrocarbon emissions in the exhaust gases would not only greatly speed our progress but would simplify inspection.

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Pioneering in a rapidly changing technology understandably leads to problems of this nature, but our inability to obtain accurate and reproducible data tends to delay some phases of our program. Instrument manufacturers are being encouraged to expand and accelerrate research for ways of measuring vehicle emissions more effectively. To summarize, Ford has been active from the beginning, over 12 years ago, in the industry's cooperative efforts with the State of California to reduce emissions from automobiles.

Much has been learned about California's air pollution problem and much has been accomplished in this time. Combustion products that contribute to photochemical smog in the atmosphere over the Los Angeles Basin have been identified and measured. Ford is about to go into production of our Thermactor system, which will effectively reduce the emissions of automobile engines. Practically all 1966 model Ford-produced vehicles sold in California will be equipped with this system-I believe 99.5 percent.

In short, we feel that we know how to meet the emission standards. set by California, under the California environment in which most of the research has been done.

As regards the larger, national picture, we feel that much remains to be learned

How widespread is the air pollution problem?

How serious is it?

To what extent can the air nationally be cleaned up by controlling automobile emissions?

Is the hardware designed for the California problem appropriate nationally?

As an engineer, I can look with confidence to the future solution of the national air pollution problem only on the basis of knowledge about such questions as these. With such knowledge, automotive engineers can contribute their full talents to the battle against air pollution. However, I must emphasize the need for time. Even if it were known today, for example, that the Ford Thermactor approach was appropriate for application outside California, we would require a minimum of 2 years to apply it elsewhere. Although we have an extensive testing program underway now for California introduction on 1966 models, we would need 1 year's field experience with production cars.

Following this, we would need at least 1 additional year to incorporate the indicated improvements in the design and then to tool up for national volume production.

Thus, Ford Motor Co. is fully in accord with the AMA statement, indicating the need for considerably more information before the establishment of national controls and indicating a minimum 2-year leadtime if the Congress decides that the California approach should be adopted nationally.

Thank you.

Senator MUSKIE. At this point in the record we will include the attachment to your statement the description of the Ford Thermactor exhaust control system.

(The exhibit referred to follows:)

DESCRIPTON OF THE FORD THERMACTOR EXHAUST CONTROL SYSTEM

As shown by the accompanying diagram, the Thermactor approach involves modifications to the basic engine for the injection of air directly into the exhaust ports, very close to the exhaust valves. An engine-driven air pump supplies the required air, which is manifolded through small-diameter tubes and directed to impinge on the hot exhaust valves. The air injected at this point mixes with the hot exhaust gases being discharged from the engine cylinders, and oxidizes unburned hydrocarbons and carbon monoxide into carbon dioxide and water vapor.

The Thermactor approach represents a systems concept and must be thought of in terms of its effect on the overall vehicle system. Integrating the Thermactor system requires the engine and vehicle modifications described below, which restrict its application to factory installation on new models only; equipping older models would be impractical:

First, the engine cylinder heads must be specially drilled and tubes pressed into place for air injection into the exhaust ports close to the exhaust valves. In addition, special exhaust valves are required in some engines to compensate for the higher oxidation temperatures. Furthermore, the cylinder heads and the cylinder block require casting changes for attaching the air pump mounting bracket.

Second, the carburetor and choke require special calibration; the distributor is unique for the six-cylinder engines and distributors for all engines require special calibration; and the air cleaner requires special tuning for compatibility with the revised carburetor and distributor.

Third, the vehicle cooling components, including the radiator, fan, drive pulleys and belt are different from those required on our other engines.

Fourth, the exhaust components on some vehicles, including the inlet pipes and muffler, will be made of a different material to withstand the higher exhaust temperatures.

Fifth, the air pump, exhaust backfire suppressor valve, mounting brackets, drive pulleys and belt, and associated air distribution manifolding must all be located on the engine while still providing for the alternator, power steering pump, air-conditioning compressor, and other accessories.

THERMACTOR ENGINE (FRONT VIEW)

AIR MANIFOLD
ASSEMBLY &
CHECK VALVE

Mr. WILLIAMS. Finally, Mr. Chairman, Mr. Wallace Berry, director of automotive research of the American Motors Corp.

STATEMENT OF WALLACE S. BERRY, DIRECTOR, AUTOMOTIVE RESEARCH, AMERICAN MOTORS CORP.

Mr. BERRY. Mr. Chairman and members of the subcommittee, my name is Wallace Berry, director of automotive research for American Motors Corp.

In the absence of Mr. Ralph Isbrandt, vice president of automotive engineering and research, I have been asked to appear before this committee and to read a statement outlining the status of American Motors' engineering activity with regard to the control of exhaust emissions on our vehicles for the State of California.

The scope of our research and development program in cooperation with the industry program on vehicle emission control has been covered in our previous appearance before this committee in June of 1964. Subsequently, our exhaust control system progressed from a research to a design stage. Consideration was given to the tooling and the procurement of material necessary for production. All of these steps were mandatory in order to develop a system which would meet the standard established by California.

At a meeting with the California Motor Vehicle Pollution Control Board on August 12, 1964, Mr. Isbrandt told the board that we would continue with the development of engine modifications and exhaust manifold air injection systems which would be integrated