REVOLUTIONARY new INLINE 4 - ALFADAN BIG BLOCK i4 ENGINE
ฝัง
- เผยแพร่เมื่อ 25 มิ.ย. 2024
- www.startengine.com/alfadan
What is up engine heads, today I have something really interesting for you, a brand new inline four cylinder engine that has the potential to completely change the game. Why? Because it claims that it has overcome the single greatest limiting factor of any inline four cylinder engine - and that is its displacement.
A few days ago I was researching and fact checking for one of my future videos and then I stumbled onto this page. This is the startup investor page for AlfaDan inc. Never heard of them? Neither have I. As you can see they’re looking for investors for their brand new marine outboard engine and have already raised more than a million dollars.
But that’s not what’s interesting. What’s interesting is that this is an inline four engine that aims to outdo V6 and V8 engines at everything. Now I’m not really familiar with the outboard powered boat industry but apparently the big deal is that these boats have grown over the years and by doing so they also need more power to push them through water. So the solution has simply been to add more outboard engines. Obviously this isn’t an optimal solution as it increases weight and fuel consumption.
And here’s where things get really crazy. ALFADAN claims that their revolutionary inline four engine offers 50% more horsepower, 50% less weight and 50% less moving parts compared to all current outboard engines. In other words 3 Alfadan inline fours can make the same power as 6 competitor engines at half the weight. I was like yeah right…..I’ve heard plenty of too good to be true claims over the years and that’s exactly what they usually are…too good to be true. So I decided to read on to see how exactly they claim to have achieved this. And here as you can see they talk about the inherent secondary imbalance we just spoke off, but more importantly they claim to have solved this design problem with a patented re-design of the i4 drive train, allowing ALFADAN to produce the very first high displacement inline four-cylinder engine.
So I kept scrolling down and things got pretty serious. This isn’t just empty claims, a proof of concept and feasibility study has already been completed. And not just by anyone, the feasibility study has been done my Mahle powertrain. As you may know Mahle is one of the most reputable names in the industry of engines and engine parts. The pistons inside the Bugatti Veyron are Mahle for example. I believe that says enough. Mahle has been at the forefront of engine downsizing, turbocharging and improvement efficiency.
But that’s not all. Alfadan has another big name behind them. Freevalve. You probably heard of them too. The sister company of Koenigsegg Automotive that has been making news headlines by developing a camless engine. That’s right. No camshafts which means no cam gears which means no timing chains or timing belts. The end result? A dramatically downsized engine with dramatically reduced friction and dramatically increased power potential.
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#d4a #inline4 #alfadan
00:00 Why are all inline fours limited in displacement
10:56 Alfadan i4 - ยานยนต์และพาหนะ
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www.startengine.com/alfadan
Follow-up interview with Alfadan CEO: th-cam.com/video/vuIqSKIujFg/w-d-xo.html
driving 4 answers, Maybe it is something like the Nissan solution that will be installed in the infinity motors. It is the variable compression motor. On the presentation video you can see the connecting rods disappearing.th-cam.com/video/j0An3RbXcPg/w-d-xo.html
Bro this is a scam
How is this video still up?!
It is clearly a scam.
th-cam.com/video/hlbVtyK8LVg/w-d-xo.html
@@1973keith lol, a fellow fan I see
How about this one?
A detail nearly sentence by sentence breakdown of this cheat speech of the vaporware engine company's CEO's so called response.
If you still believe in this, you must be part of the gang to cheat investors money.
Money for nothing if anyone invest in that.
th-cam.com/video/LNzOX3PRM5A/w-d-xo.html&ab_channel=TheWorkshop
oh boy cant wait for "i swapped my car with a boat engine" videos
Evinrude 2 stroke v8 swap
th-cam.com/video/JVfqqSbB3Po/w-d-xo.html
bro imma throw this bish in my lil toyota pickup
Hey, it worked in Fast & Furious 7, lol
First thing I thought of😂😅
Boat motors have virtually unlimited supply of low pressure low temperature coolant. Car engines can't compete unless you replace passengers and cargo with coolant.
Mark, The patents you have seen were created to protect the current design from being bypassed with the scotch yolk or a similar design. When we did the analysis on the SY we found many potential issues with the bearing and the lower bridge of the SY. As a result the design developed into a completely different configuration and new patent applications. Most of the work we have done relates to the new rod design, piston and the bearings. The rest of the engine is based on tried and proven technology used in typical i4s. We have been blessed to have Mahle Powertrain as part of this project because the knowledge, experience and resources they bring to the table can't be matched by even the largest competitors in the marine industry. Regards, Albert
Can we see the malhe report? Also your patent that filed is basically useless? Can you explain this?
Does it have connecting rods that travel only vertically pushing a teeter totter that connects two pistons, the firing of one piston pushing down on one side of the teeter totter driving the other up providing the compression for the opposing piston while providing the workforce to turn the drive shaft without causing the engine to have imbalance issues caused by connecting rod diagonal travel?
Very interesting! I am waiting for the news on that tricky line/circular movement transformer!
Marine technologies are still the only craft in the world to equip a solid state propulsion system that runs without fuel. I think that combining the right technologies we could invent solid state propulsion without fuel for all forms of vehicular travel, even flight. Even improving the combustion engine will help us get there.
@@AFMR0420 Think about what you just wrote. Such a mechanism would still have secondary imbalances, even if they were greatly reduced. But the complexity and problems related with getting a smoothly turning (constant angular momentum) output would make this very impractical. I have something different in mind. Using another old-tech solution. I never imagined it combined in an internal combustion engine so far.
Your ability to explain complex engineering principles clearly ( in a second language ) is remarkable. Thank you for making me smarter.
Are you related to Simon Fraser University?
An NA marine I4 making 650 hp is insane, would be really cool to see the connecting rod design, I wonder if its sort of like a scotch yoke or maybe a two piece conrod.
Its a scam
@@blek3539 Well everyone, the world famous TH-cam commenter “blek” has revealed the truth, thus saving us all the time and effort to learn. How wonderful to have this priceless source of knowledge, and for free!
@@blek3539 how do you know?
@@beastdud5376 th-cam.com/video/i-j0U5dOCGo/w-d-xo.html
@@beastdud5376 watch "Alfadan is finished?!" by Dirty Garage Guy
I like how he explains primary and secondary balances in every video where it needs to be explained, unlike other youtubers who just ask you to watch the other video where they explained that concept.
If he does that in very single video, it gets really hard and boring to watch. If you don't even know the basics then what are you doing here anyway.
@@xXturbo86Xx No offense, but did you understood my comment ?
@@evergreatest7644 no offense, but it's *understand. "Have you understood my comment" would be correct.
I hope this came across as helpful, rather than condescending.
@@xXturbo86Xx Then just skip it 4HEad Pepega Clap WR KMs
@@yngfljm2277 I used Google translate and I put both the words in the sentence, it was showing the same thing in my language. I know google translate isn't 100% accurate, but I didnt really had any other option at that time.
Worked for CAT for ten years, yet never heard anything about secondary vibrations. the CAT 3304 engine has 2 counterbalance shafts, and I knew they were for balance, but never truly understood until you explained it. See, you never stop learning, even at 67.
👏🏻👏🏻👏🏻
Cat uses more torque than rpm anyways
I hope it all pans out.i like the rotary engine myself.
The Cat only turns 2500 rpm
@@forcedinduction5245 thought you meant actual 🐈
I've been hoping FreeValve would see use in the common market, it's an amazing new way to move combustion into the next era at a huge leap in efficiency, good stuff!
I see all these heavy, complicated camshafts and variable valve timing and lift systems manufacturers are coming out with and throw my hands up wondering "Why not replace all this with a handful of actuators!"
However, I wouldn't consider performance engines for huge luxury boats "common market"
Intake valves on the Fiat Multiair is freevalve ish, no?
@@hyattbusbey3563 It shares the characteristics of having complete control over valve motion, but it has a glaring flaw in that instead of being far smaller, lighter and simpler than a simple DOHC engine, it's significantly more complex. That's the real appeal of electronically actuated valves, they're just simpler and lighter.
@@marcopolo8584 uhm, "freevalve" has less moving parts, than a cam operated valvetrain, but from a software standpoint, electrical standpoint, and engineering standpoint, is several orders of magnitude more complicated than a camshaft. An arrangment where the valves could not possibly contact the pistons could be arranged, but overall performance will be diminished to a point that negates the technology. In an application where contact *IS* possible, it is not permittable, as the engine will destroy its self. One glitch, engine done. At 6000 rpm, the piston is traveling up, and down 100 times, *per second* There is literally no time for a mistake.
Fascinating; I am going to jump to the conclusion that the connecting rod ends (both at the gudgeon pin end and crank end) are on cams of some description as a counter to the 56/44 mass problem explained in the video. If some sort of eccentric cam design could offset this problem then those values would be mechanically constant throughout the rev range and indeed it may stop the engine from shaking itself to pieces. Time will tell. Fascinating piece though and again, very, very, VERY well explained by someone whom has to be said has a remarkable command of English as a 2nd language. Thank you for sharing this with the rest of us.
Can't believe I've loved engines since I was a kid, and I'm now 52, and I'd never known thiis issue with inline 4s. Every day is a school day - thanks!
When I worked on cars it was understood that they will always run a little more on the rough side than a v. I don't remember any class time or talking about the exact cause.
It’s not just an inline-4 problem, as most engine configurations have these secondary imbalances (and/or others) to deal with. As you probably know, inline-6 engines are pretty ideal when it comes to these balancing issues. A prime example of addressing imbalance in a large(r) capacity straight four was Mitsubishi’s 2.6L Astron (4G54) which was one of the engines on which they introduced their patented dual balance shaft system (which was then licensed to Porsche, among others). I believe they were marketed as “Hemi” 4 cylinder engines in the US, and from the late ‘70s to the early ‘90s a significant proportion of Australians were driving cars powered by the Astron or Astron II 2.6L (used in Mitsubishi Sigma/Scorpion models and for their successor the Magna).
Finally the perfect engine for my Reliant Robin pavement plow.
😂
Got a laugh outta me.
Splort really? You Sir ARE a brave fool
dont slag off the reliant robin motor , on road courses porsche cant live with me
Its a scam
The fact that the Alfadan CEO is an engine head is a very encouraging detail. CEOs that weren't originally inventors/engineers are just salesmen, IMO. And that's NOT a compliment.
But Alfadan seems to be more than snake oil. Can't wait to learn more about their concepts in the future.
Its gone... No more updates and they took the money and apart from a website that has been sitting there doing nothing for almost a year. The company is all but gone now.
@@YAMR1M Wow. That really sucks. I guess I was fooled after all. Thank you for the info.
Honestly, I'm quite embarrassed. But I'll keep my original comment up. Not gonna pretend I never said it.
Lesson learned, I suppose. I actually didn't think it was possible for me to become MORE cynical, but it appears that's what's called for. 😔
Camless heads have been running in labs for years, engine head in this case means nothing. Sounds exactly like snake oil, unfortunately.
I'm trying to be a contributor here, and not a know it all. That being said, back in the early 80z, I built several Merc cruiser 4 cylinder Racing Engines, with the 460 Ford Racing cylinder head. These were bored/stroked, billet crank and rods. Dry sump of course as well as MSD crank triggered ignition. To say that they were EXTREMELY successful and competitive, would be a understatement. Remember, these were pushrod, 2 valve engines, yet radical on every conceivable level. To see the dyno stand shake, until it came up on the cam, and somewhat smoothed out, was a sight to behold. Great video Sir.
Pushrod for its ancient lineage it does have low end torque
I remember those engines. Very powerful and economical. Always wonder why it didn’t move to automotive industry.
@@mayuravirus6134 Pushrod is the same age as over head cams man
less weight and smaller size make it more valuable in most applications.
There's an NA comp eliminator mercury full effort it's over 700hp😉
@@colinmunro7337 oh thats nifty, where can I find that?
I can't be the only one that sees this guy as the Anton Petrov of the automotive world. Not even because of the accent, they are both really happily passionate about completely nerding out on a subject they love.
Dead on..... Could be cousins!!!!
I honestly thought it was him for a few seconds. The voice inflection is almost identical.
Yea they have like the same voice
You have stumbled upon the theme of the fourth Matrix movie.
Brilliant catch. I waa thinking the same thing.
I take my hat off to your ability to teach in simplicity terms. Keep it up, your education is stimulating. Well done.
You know something, I am a mechanic not a engineer or engine builder but I actually learnt something new and I have actually made or assembled a few stroker sets for people anyway people who are like you that have time and patience to explain how the engineer has to deal with the problems of the mathematics and physics of the reciprocating engine ,I would have liked to have that explained when I was a young apprentice because this would apply to many situations in vehicle engines even the gearbox not as reciprocating but as in balance and force as in the thrust .
Fun fact about marine gas engines. In the early 2000s, you could buy a GMC or Chevy 2500 truck, with an 8.1 liter V8 gasoline marine engine. Yes, it could pull the same weight as the diesel equiped models, just couldn't drive past any gas stations.
That's not fair, a friend had one that averaged nearly 12mpg with about 60% highway driving. Was a 3/4 ton extended cab long bed GMC 2 wheel drive. He had a bed cap on it which helped a little.
I use to have a 8.1 4x4 at the military base I worked at. There was one spot where there were tire ruts going up a hill. If you followed those ruts halfway up and then cranked the wheel hard and stomped on the pedal, the truck would bunny-hop. It was the go to truck for trips as cops usually wouldn't mess with anything with Federal plates on it. As far as I know, the heaviest thing it was used for was flower pots at the greenhouse. Gas price? To us it was all free fill-ups so nobody cared about the mileage.
The 8.1 was a beast.
Yeah with an 8.1 L V8 gas engine towing, you'ld certainly be 'rolling the dice' passing any gas stations on the highway.
Even with dual tanks.
@@velvetjones Not to be that guy, but was he hauling or towing with it? Once it had a load on it, that engine drank fuel. Not crapping on it, seemed like a very well built engine, just very inefficient in a popular use.
One of these rather long videos where i didn't feel needness to scroll forward. Very nice video, thank you!
agreed, skipping was not required.
Yes! Everything was worth listening to.
Useful information, even though the way he talks is freaking annoying... I've got to pause the video and punch something every so often...
Yes, excellent descriptions of the traditional i4 arrangement and graphics to help non-engine people understand the issue. Well done. :)
Good point. Non tech people will not be insterested anyway, so why explain the topic at their speed. I stopped watching because the pace was too slow.
You elaborate everything in a very lucid method. Simply great 👍👍👍
This was fascinating, to the point , succinct, and I learnt something !! This guy should have his own TV show. Brilliantly explained !!😅
Wait till Honda gets a hold of it and magically makes it rev to 8,500 rpm hahaha
That’s good for at least 770 to the crank lmao
wait till kawasaki gets a hold of it you mean.
Yamaha 9500.
Let’s go 😎
I am absolutely putting one of these things in my 2016 Honda Fit. Could you imagine?
I've seen several engines that experienced a change in piston mass while operating.
Underrated comment
how could u tell?
@@chrisconnell2147 oh idk maybe when theres suddenly a hole in the hood and something flying into orbit
...once :)
I understood that reference .meme
Dude... I have consider myself a car-guy until today! You rove people never stop learning! And today is not a lost day for me! Thanks!
Great job explaining this. How exciting. First I've heard of this FreeValve technology. Can't wait to see the new connecting rod idea.
Marketing to marine is a better move than automotive, as automotive is moving to electric pretty quick. Marine has completely different use cases with very different demands that electric may not be able to handle for a while, so a more advance ICE engine has better chances of survival there.
You might see massive yachts moving to hybrid systems but for most boats a battery bank is completely out of the question. Good point
Automotive will move to EV in high density population areas. Here in Australia and many areas of he US and South America it won't fly until they get charge rates to single digit minutes rather than hours.
@@sillyoldbastard3280 not only that but until they build enough charge stations to replace every gas station in the world... i don't think farmer joe is going to drive to town to charge his f150 to use a 1/4 of its charge just to get home. the problem with electric cars is theres no way to store it. you cant throw 2 5 gallon cans full of electricity in the bed of a pickup.
@@konnerkramer329 That's what a home charging station is for.
There are already full electric giant containerships in service.
So much to that.
For those of you who haven't yet watched the video...it's 18 min until the end when he doesn't know how this engine will change anything.
thank you for saving me time.. i assumed this was click bait
@@alistairbalistair9596 Corey is false. He explains exactly how it will (rather, could, if it materializes) change things. A large-displacement i4 would be far more efficient than a v6 or v8, in a smaller package. In other words, more power, more MPG, smaller motor. Pretty simple concept, Im sorry Corey could not comprehend it.
@@faaaaq tell us how a 4 cylinder would be “more efficient”
Yep. I am NOT subscribing.
@@faaaaq what you're not saying is how he doesn't know how they managed to build a larger displacement I4 and fix the secondary imbalances...hence he doesn't know how this will change anything.
Its not that I couldn't comprehend, it's more accurate to say that since this video is nothing more then a hear-say video I give it its proper attention and credit. If you Sean Carey care to explain how this company is able to build a large displacement I4 that can also turn high RPMs, then please do.
Thanks you just invented the complete Engineering course in a single video ! Sounds great if it can happen. I’m off trying to redesign a con rod!
The way you present your videos is ENGAGING, INFORMATIVE and ADDICTIVE. (and I also love the hand gesturing, he he!). Thank-you. GRAPHICS are GREAT.
My mind immediately went to, imagine how much hp and tq this thing would make with a turbo or supercharger!
And then you must’ve said “wait the solution for adding torque is already there”
@@runespaze lol no, im a power monger. The more hp and tq the better!
The compressor would be as large as the engine to build any kind of pressure at that displacement
Can't wait to see it ;)
It might put too much stress on redesigned rods. 5.5k rpm isn't like crazy high for a na engine. Now figuring out a way to connect them to push 6 or 8 cyclinders sounds crazy.
@@bossiethecow ram air compressor, exterior mount 🎉
You are amazingly well-spoken. Knowing your subject is obvious, but you also have a great presentation, tempo, and inflection. Exciting stuff with Alfadan, too.
Isn't it amazing that the human brain can come up with outstanding solutions to old problems.
Lmmfao@the way he whispered "on the channel" very excitedly right in the middle of a sentence that was normal volume at the be beginning and end respectively! All jokes aside, what a great presentation for people new to engine works and just tech period. Clear and concise, bravo, mate!
sounds incredible but i'm going to wait to see the final product, it being a running prototype means there is the potential for more improvements as the development continues
Do you have any ideas on how a connecting rod can be reinvented. Without removing the connecting rod or crank shaft system? As it is currently designed a connecting rod would have to effectively be disconnected before BDC. And reconnected afterwards. I can't picture a machine with less moving parts if that is the answer.
There is no prototype, no running engine, nothing has been built. SCAM SCAM SCAM.
+JA Smith i think it's gonna work like a airsoft AEG piston
The con rod could be working on an eccentric strap where the rod runs in slides. Much like a hydraulic pump.
I love the lecture about engines. Alfadan, eh I’ll believe it when it releases commercially.
What an amazing channel to explain and demystify something that I couldn't get a clear answer from veteran mechanics in a way thats dead stupid simple.
Haven't seen the follow up yet, but I'd speculate the method they use is some sort of eccentric in the connecting rod to allow its functional length to change during the stroke. If you make the rod longer during the first half of the stroke and shorter for the second, the secondary imbalance is eliminated.
Also, you can reduce secondary imbalance with a longer connecting rod. The longer rod doesn't change effective length as much for the same stroke. But this has its limits. A longer rod means a larger overall engine package, and I4 automotive engines tend to be used in smaller cars. Also, a longer rod is heavier, limiting RPM. Finally, a longer rod is less stiff, limiting maximum cylinder pressure, and thus torque. The last two together are a one-two combination to engine power.
My guess at their connecting rod design is a horizontally slotted crank/rod journal. It would make the rods have purely up/down motion through the stroke. I guess it would even eliminate the need for a wrist pin. But keeping the rod/crank journals healthy would be quite the challenge.
I think you are correct looking at their patent: patents.google.com/patent/US10378578B1/en
I too would worry about how durable that sliding is going to be, but the piston slides too I suppose, and it does have oil there (I would hope), so maybe it is OK. Of course combined with using freevalve, that is probably the main way they are reducing part count.
@@lsorense well how bout that! I'm no Smarty McSmarterton, so the slotted connection is no stroke of brilliance. That square to round bearing seems like the true genius idea. It makes the longitudinal/sliding forces act upon an _area,_ rather than a _line_ inside the slotted journal.
@@lsorense and I forgot to mention the forces inside the sliding connection inside these new connecting rods are a far more difficult thing to manage than the forces at the piston/wall interface. There are real pressures spread across the rod's bearing surfaces that are constantly trying to force the oil out, and real forces trying to turn the slot into an oval, which is bad for oil film thickness. The pston/wall interface is a vastly different engineering problem, where the speeds are greater, but the forces are comparatively tiny.
Also, think of how much strengthening is put into 6-bolt cross bolted main caps. They're a part of many engines where almost no expense is spared in the quest for bottom end rigidity. And these new rods are handling very similar loads to the main bearings, while being a far weaker design than a standard connecting rod. My guess is there are some expensive materials being used in the rods.
I was thinking something like that aswell
@Lennart Sorensen
Exactly what i thought. This solution is nothing new actually, i've torn refrigerator compressors that work with the exact same principle.
Those compressors were made in the late 80's/early 90's so you can imagine for how long this solution has already existed.
Making this mechanism reliable would be no problem imo. The way it's done in the compressor i've torn down is by slotting a round tube and using a round slug to slide inside. The slotted tube is welded to the piston and kept steady by the cylinder.
Here i've even managed to find a video which shows what i'm talking about.
th-cam.com/video/TA6ibT6Prbk/w-d-xo.html
So in a sense you could use the same old journal bearings, just that instead of a shaft rotating in them it would slide back and forth.
Neo: "I know what you're trying to do."
Morpheus: "I'm trying to free your valves. And then your rods."
sounds kinky
Free your vaaaalves...and the rods will follow!
Then that stoic little boy shows up during prototyping: "It's not your mind that bends, but your valves!"
🤣
@@marian-gabriel9518 they will but not where you want them to 👀
Always a pleasure to watch a video of yours!
Dude, before you introduced me to freevalve I was thought to myself "the only way to reduce secondary imbalance in an i4 is pushrod style function" and I GOT "EM!!! Yay. I can't wait to see this motor. thanks for always teaching me!
That's great point!
This reminds me all of those "revolutionary batteries" from last 3 decades, bet we are still using the same old Li-Ion (Li-Pol) ones
True and still going 😂😂
They have a dozen lithium batteries
I've seen so many "mind-blowing" and "game-changing" batteries over the years. And yet, none have yet caught on. . And yet, my mind remains unblown and the game has not been changed.
If you look back in time, you'll find out that making of technology and integrating it almost always separated by decades, so no surprise here.
I know what you mean. But those top notch corporations lending their names to be used is interesting. They wouldn't let their reputations be damaged if this didn't have some potential...I subscribed just to learn the answer.
When the 4 banger becomes so large it becomes an Offy Indie race motor.
The Offys got up to 4.4 L, ruled Indy for decades and didn't spare the rpms. With the head gasketless monoblock (head & case was one piece of metal) they took a lot of turbo boost. Still, how did they get around the secondary balance problem?
@@skyking9835 as I remember in my youth engine breakdowns were a big reason to drop out of races. It seems to rarely happen now. But I remember in the 1970s announcers talking about saving engines to get to the finish line.
As I remember, Mike, you're right! Although, I don't suppose breathing all that Lotus-Ford exhaust did the Offys much good either. Damn, we're old.
@@skyking9835 there was the Eagle Drake Offy powered Indy car 1972, turbocharged to about 1100hp, huge boost for qualifying...but they ruled Indy. They ran their 500 miles. And the best part is only slide rules and brain matter designed it. And still to this day..nothing sounds as good as an Offy under full load in a turn.
@@Remiilfo6932 Maybe a Novi? At least before Jim Hurtibise blew them up.
The German company Neander has a diesel outboard engine with two cranks and two rods per piston. The cranks are geared together so run in opposite directions. Internal forces cancel out and cranks get better mechanical advantage from the piston movement. Cranks are built small as each sees just 50% of the torque.
That's really cool. Wonder why we don't hear of more engines using that design?
@@ianspeckmaier9565 I was lucky enough to experience on of those first hand. They are jewels of engineering, but at something like 40k each, that's a really, REALLY tough sell on the recreational side of the house.
I enjoy these videos!! I Love learning. Thank you sir!!
From a driver's perspective balancing shafts are magical. I remember my old 2l Twin Spark being smooth as electric motor, but some people removed them so the engine could spin better. Not sure how much more power that gave them other than creating a large vibrator with 4 wheels.
The ladies loved it.
@@whereswaldo5740 😂
@@whereswaldo5740 Hardly dave@son?
Japanese sports bikes are often fitted with balance shafts. These run at 2x crank speed but power absorption is relatively low. Forces generated in one direction are recovered in the rebound direction. The bearing friction is really the only cost. The benefits are lighter engine mounts and frame strength can be concentrated where it’s needed to absorb suspension loads.
I would expect car designers to make use of the smooth running engine with lighter weight engine mounts, etc.
It is common for prelude owners with h series engines to remove the balance shaft, there is no noticeable vibration and power goes up.
I just hope they didn't replace the con rods with con artists.
i know your right
connecting rod out, ponzi link in!
They aren't rods which eliminate friction
Bluetooth connecting rods.
@@Carubines Highly doubt the solution involves zero friction
i vote this guy the best educator on youtube.
I think the Beast of Turin and the Blitzen Benz deserve honourable mention of large displacement inline 4’s hehe 😋 tongue in cheek of course as neither was mass produced. And we have all seen how smoothly the Beast of Turin runs 😅 Fantastic work Mark - I love the content and your way of explaining these principles 😎
I love looking at the Beast of Turin. But (no matter what I'm told), when performance goes up - reliability comes down. Every engine ever built always has its' limitations.
The only reason that I am still watching this channel and the marvelous videos, the way how he memorized the information and projected without reading it from a screen or paper, however the smoothest recording of this video without any cuts ,stop or mistake in his whole video , I love this guy he’s awesome and genius
Keep it up bro ❣
MJ...✍
Wow this is the best explanation I’ve ever heard in 20 years of being in automotive. Thanks !
You said this was a game changer. I think the real game changer is the internal combustion engine that CV Motion Tech has designed. They have successfully removed the crankshaft from their engine design. Their engine is going to make a major impact on our planet for the better. CV Motion Tech really has something all need to see in my opinion.
I believe you will find they have gotten rid of the con-rod by doing something like this : th-cam.com/video/SoIurGQG9AM/w-d-xo.html
The CV Motion Tech engine is truly amazing. You can see how their engine works here : th-cam.com/video/ui5Mlne6DNU/w-d-xo.html
Also, check out the Conjoined Piston Engine design by Craig Laycock : th-cam.com/video/SoIurGQG9AM/w-d-xo.html
I think Alfadan uses something similar to the design in Craig's Conjoined Piston Engine
When you see it in operation (the Conjoined Piston Engine and the CV Motion Tech, you will ask yourself - WHY DID NO ONE THINK OF THIS BEFORE !!!!
Thanks for digging, cool news
Brilliant video, thank you. A big-bore inline four would open up all kinds of options. Hope this becomes a reality.
The marine industry is in dire need of a powerfull reliable and efficient outboard, I really hope it works.
Looks like it will happen tbh.
Mercury did just release their V12 600HP outboards.
@@riccochet704 so can you believe a i4 beats a v12 in HP?
The marine industry needs a constant velocity transmission for outboard, would bring top speed up and rpms down thus reducing fuel consumption. Maybe there is one but I’ve never seen one on all the bass boats I’ve seen.
@@jcnpresser That's about the worst idea I've heard of. Been running boats for decades, and the last thing I want on there is an unreliable transmission. CVT''s don't handle shock loads at all. It would destroy itself rather quickly. The new Mercury Verado V12 uses a 2 speed transmission that's getting good reviews.
Excellent 👌 info Mark. Keep posting
Love your video series on primary and secondary balance. How about doing one on radial engines? Thanks for the great work!
The instant you showed the crowd funding website page, I just laughed, big scam coming in
definitely a scam
Yes. Definitely a scam. It looks like that the guy read the 7 Marine story. And literally copied everything of 7 Marine's business plan.
@@catchnkill But he's partnered with Mahle so presumably someone with glasses has looked at it. IDK. It's probably high-speed hydraulic or something.
@@cannaroe1213 No. Mahle provides contract engineering. You pay them money and they will do whatever engineering you like. They do not care if it works or not. You ask them to test stupid idea. You lose money and Mahle does not care.
@@cannaroe1213 No. Not partner. Mahle never says that Alfadan is a partner. Don't let cunning wording fool you
Great job breaking down these concepts, I learned something new today, thank you 🙏
You are one knowledgeable human being.
Really interesting. I've spent my last 22 years working on 4 cylinder engines including a very good Supercharged 4 cylinder. It will be very interesting to see the details and design when finished!
Gm's L3B 2.7 4 cyl dual volute turbo sounds interesting also, not to mention the freevalve system which can function in every type of cycle, diesel, gas, vvt, vvl, 2 stroke , 4 stroke, otto , atkinson.
The freevalve is the most important milestone achieved in the history of the internal combustion engine
I hope there's gonna be Freevalve kits for older engines, would be cool to see how much power and fuel economy you can get from like a small block chevy or even a Mazda B-series.
I dont trust it though. Im scared that the wear can really be hard to handle.
you sure freevalve will work on 2 strokes?
I wouldn't say freevalve is the most important milestone, I think it's about as important as EFI (or fuel injection in general)
@@aidennaerion4576 hypothetically, it should. But you actually need a 2-stroke block, cyl heads... etc. which no modern car manu wants to make that shit lol
Excellent video!! You do a great job explaining concepts with diagrams and visuals. You're much better at teaching (and keeping the content interesting) than most of my college professors!!
This is a game changer no doubt! I hope it is successful
Very interesting video, you got a new sub cheers from Mexico!!
my 3.1L build chuckles "i'm in danger"
Haha 😂
It is rare to see B230s make decent power with high displacement cranks, your liner wear out and you enormous wall force from the sharp angle the connecting rod have when running on big displacement cranks. I would never go past 2,5 liters and if you want to rev it high, then i would go with a 2,3 liter setup. Bigger turbo is a way better method to get easy power from these engines.
@@madsfilholm7366 yeah but it's a NA build 16V going for torque and drivability, it's more of a test street engine build. may not be the smartest but it will be interesting
You: "I4s have a limited displacement"
Beast of Turin: "Hold my beer"
This comment needs to be pinned!
The difference in displacement is so enormous that I think the beast of Turin would be like "nah.... I won't even bother with such a little Alfadan engine"
@@NovejSpeed3 Except he also did say large, low RPM inline 4s exist.
That the race car with the 20 something litre 4 banger
Interesting indeed, looking forward for them to bring it yo the market!
damm never seem this channel before, this dude is so good at explaining things
Reading the description was more than enough to convince me that this video is going to be well worth seeing!
The collaboration of the two companies you mentioned established beyond doubt that the engine designer and his innovative engine are respected and credible!
With all the talk of electric motors taking over the automotive, marine and aeronautical industries, to see innovation in a fuel burning engine is great news, particularly when the innovation offers less mass, less weight and less complexity whilst giving more power output!
Thank you for reading the description! Very few people do that and I really try to make the description useful.
@@d4a Your description was superb, detailed, factual and concise, viewers couldn't ask for a more well considered description!
@@d4a do you think they are using a hinged connecting rod?
So when piston is at TDC the rod Is slightly shorter because of its angle.
However, when crank is rotated 90°, the connecting rod is straight and effectively longer, thus evening the acceleration difference between the upwards and downwards motions?
Hi sorry but when I read the same information red flags go up in my head. The two prestigious companies mention are in business to make money. The man behind this engine design I do not know anything about. How much is he paying those companies to work for him? How much money does he have? A go fund me account for a dream engine is just that, a dream engine and go fund me account. So if he is paying these companies to make parts for him run tests make parts run test blueprint design ideas run test make parts buy parts make parts test parts redesign parts make parts by parts test parts make parts test parts make parts. Do you get my drift? Those companies are not working for him for free. So as long as he’s paying they will do anything he requires of them within their boundaries and expertise. Even if they know it’s going to fail if he keeps paying them to test parts they’ll do it. If he pays him to stick there no cam valves in one of his engine blocks and that they help design or a bill or they bill and he’s giving the money yet they will say we are working with this man and testing his stuff. That gives no credibility to a finished working 7 1/2 L four-cylinder. It’s a concept. I hope it works but Star Wars is not real. But Star Trek probably Is real. Because of the prime directive. But if you pay people to break the prime directive they probably will. Follow the money.
Its nothing more than a scam, with empty claims. They even state that there is no contract with freevalve, on the kickstart
Finally, I understand secondary imbalance. Thanks so much.
Came here to say that, thanks
Thank you.
Interesting - time will tell!
The 28L, 4 cylinder Fiat “the Beast of Turin” S76 from 1910 instantly springs to mind.
This is very interesting. An efficient i4 could mean fewer turbo i3's and postponing the extinción of 3L+ gasoline engines.
Imagine a twin turbo 6L i4 engine...
The fuel efficiency gains in that over a V8 would be huge.
@@S.ASmith It wouldn't. You have to consider total airflow and fuel consumption. You already have one constant.... 6 liters of air being displaced. For every unit of air, you have to have certain units of fuel to match given the power needs. This doesn't change with cylinder count. The fuel efficiency is exacerbated and made complex when you add turbocharging to an engine. A 600hp, 6L twin turbo 4-cylinder engine would be equally as powerful as a 6L naturally aspirated V8 engine because it doesn't matter what engine makes the power, the fuel consumption is constant due to necessary airflow required. The unknown variable is HOW efficient is your twin-turbo 6L i4 really is when its not turbocharged vs the same displacement V8 engine with all other things being equal such as compression, cam profile, chamber design, valve size etc. Which I'm going to take an educated guess and say that the 4 cylinder is going to be a little less fuel efficient at making power because it has more rotating mass due to the size and material of the components needed to make such power. Turbocharging increases fuel consumption and creates a lot more heat.
@@rotor13 You wrote words.
An i4 that solved the secondary imbalance problem without counter rotating shafts would indeed be more efficient than a V8 of equivalent power, since the V8 would have 26% more surface area for the same swept volume.
@@rotor13 imagine talking about efficiency and not once mentioning the ratio between cylinder volume and surface area which by default makes the engine more efficient.
@@S.ASmith power requires fuel.
300 HP needs a fixed amount of gasoline . you can tweak things here and there and save a fraction of a percent but the amount of gasoline to make 300 HP is almost a constant. small turbo engines seem fuel efficient because out side of boost they are not making any power.
a 1.5 l turbo motor is at best making 50 to 75 HP in the 1500 - 2500 rpm range where as a 5.3l N/A V8 is making 175 to 200 HP in the 1500 to 2500 rpm range.
I'll believe it when I see it,but make no mistake,they have done something special here.
I met Albert Araujo about 5 years ago. I was looking for the original 400 CID bourke engine, and he owns it. At the time he was trying to sell it as a sort of art piece to some millionaire. I know how his engine works. Its a deliberate de-turning of a Bourke engine. They didn't reinvent anything. All they did was make an inferior Bourke engine so that they wouldn't be politically blocked from entering the market. The scotch yoke is what eliminates all the balancing issues. Maximum piston and rod velocity is achieved at 90 degree's to crank angularity, meaning there are no secondary forces. The other side of the yoke is a sort of tailing rod that reciprocates in a bushing. If you want to know more let me know.
Where are with this 2 years later?
the secondary balance part is really well explained
Amazing video. That extra 8mm of travel explanation finally helped me get my head around it! Thank you so much!
I recall when the inventor of the Segway was telling us how it would revolutionize transportation. I think they only people using them are mall cops.
And after he said that the inventor literally rode his Segway off a mountain.. accidentally.
@@surfside75 Ha! I did not know that. I always thought those thing were stupid
And multi millionars
As a Democrat why
@@LuisMartinez-bw5vt Perhaps you are posting to what you think is FAUX SNOOZE?
Fascinating and well explained.
It is not the con rod that needs changing to smooth the engine, but the wrist pin, which needs to not only slightly rotate, (which they all already do), but the wrist pin needs a slight offset equal to the different angularity of the con rod when it assumes the hypotenuse position, and "shortens" the stroke.
Of course that ‘slight offset’ will need to change direction twice per crank rotation. Therein lies the problem.
Outstanding explanation of secondary forces. 👏
I was today years old when I learned what secondary inbalance really is.
Hahaha
But despite what is claimed in the video the imbalance is still present
Until now, I always thought it had more to do with throwing the weight of the crank/lower rod perpendicular to the trave of the pistons, not the distance of the piston travel.🤔
Archie Dentone obviously, you can’t realistically completely negate it or the engine would be perfectly balanced.. and if you actually listened to what he told us in the video you would understand it. but you didn’t.
@@jacobrohr5903 I kind of stopped paying him much heed when he stated that the mass of the piston doesn’t change with velocity lol. And that is not in any way the limiting factor as to size of and engine configuration so the point is rather moot no?
It is creating a straw man that doesn’t exist
Excellent video + News !!!
Good vid thanks for the share
Damn, this was a super exciting video today! I can't wait to see this engine come up life and to market. Terrific explanation as usual, D4A, and great job connecting with the CEO of Alphadan! Keep us updated on the progress of this amazing engine.
I want this engine in the back seat of my Honda.
Sod that, I want one in my 'bike 🏍
Yes, domestics will also.
ovcourse you do
Add a k04 turbo and E85 tune with balanced and forged internals for a daily that roasts and coasts, sips and gulps.
Fonda ain't got a motor in the back of her Honda.
that's gonna be one nice boat motor! :)
Fantastic information, great presentation.
The connecting rod moves like a pendulum. The fact that it goes up and down is immaterial.
Great explanation of secondary balance!
So the fix would be to keep the Con Rod from swaying like a Pendulum. I think (I find myself thinking I dreamed it) I have seen this in concept engines animations before. The only lateral movement by the Con Rod is handled at the Crankshaft. Exactly how, I would like to see.
What I don't understand is why the top and bottom don't even out? Why wouldn't any acceleration difference at the top equal the same difference at the bottom? It's a circle.
@@bobbym6130 just like the video says. its the geometry of the connecting rod.
@BrainStorm4207 whenever you pull sideways your gonna gain distance!!
@@bobbym6130 the center of gravity isn't a circle. It's an egg shape. If you look at the perpetual motion design of a bicycle wheel with bottles attached partially filled with water. THey don't work for the same reason. The water in the bottle shifts making one side heavier than the other and doing the same thing shifting the center of gravity away from the center of the wheel.
I can’t help thinking about the dentist on Django Unchained while I’m listening to this guy. Fantastic accent for explaining technical matters.
you're right. close your eyes and it's him. it's not just the german accent, but the manner that he speaks. it's the same.
@@fransmith8992 yeah, right. It’s the whole thing. I love the dentist’s way of talking. I think his name is Schwartz. And he was in a Bond film, of course.
@@richardwadd9769 that was a bond film i never saw. what was the title?
@@fransmith8992 it’s Austrian actor Christopher Waltz. He was in No Time to Die.
@@richardwadd9769 if he is australian, where did he get that accent?
Inline is out. Opposing cylinders are the way to go. Like the old VW Bug 1600cc. The induction coil valve train... A must.
But why use conventional valves? The "valve" could be a solid extension of the induction coils core. 100% controlled by the induction coil. It opens the door to test other valve seat configurations. Ball valves, aperture, flapper, slide gate, split/dual slide gate etc.
There was some interesting work being done with spark plugs. A combination ignition/fuel injector plug was developed that also had the passage way for the intake. Using spiral tubes that interconnect, the air fuel mix was improved. Also by having the air and fuel flow around the spark plug core the plug ran much cooler. As did the injector section. This allowed the use of a much higher output from the ignition coil. The combination means better air/fuel mix and more placement options of unit increasing flash response of the air/fuel mix. They also had good response to a second spark after TDC of the compression stroke.
Hope this comes to pass. Great presentation, many thanks!
IIIIIT'S SUNDAY!
Every evo owner is googling these connecting rods right now.
7.5l prob the rear wheels will lift off the pavement lol
I’d love you to do an article on a “Liquid Piston” rotary engine.
Agreed
Peanut 🥜 inside of the dorito
Seen the liquid piston few years ago it don' make that much power it's a rotory. That motors gone no where's
@@2strokecarbtuningportingin187 going nowhere, means it's here to stay...
@@DL101ca This is true. However *gone* nowhere, like our friend has written here in his comment, implies that the rotary is still living in its mom's basement because it's gone nowhere fast. Probably bad apex seals, car wouldn't start so it couldn't go anywhere if it wanted! Haha.
Excellent graphics dude .. makes it so much more intuitive .. you must spend a ton of time creating those
I see big block i4, I'm amazed and click
I wonder how long it will be before freevalve tech is cheap and reliable? I remember when twin cam I-4 engines with 4valves per cylinder were considered a high-tech power option and often ended up broken, and 30-35 years later they are the world standard.
I too think freevalve is the future. Electric drives don't scale well, and there are plenty of aplications where we still need ICEs, so we will see them keep improving
wonder how hard it could be to build a pneumatic solenoid and place a timer on it that fires in sync with your piston rotation???
@@af0ulwind115 The hard part of Freevalve is making it reliable enough to last the new car warranty period.
Look up Wesley kagan here on youtube he built his own freevalve style set up for a miata.
@@juanordonezgalban2278 On the other hand, if you had a "plugin hybrid" which was really just an electric car with a range extender, you could make the generator run at optimal load whenever it's running, and only vary it by how long you ran it to charge the batteries. Then, you set a perfect RPM and tune the valves for exactly that speed and resistance, and you've solved the problem using well-refined technology.
Skip to 15:32, so you can see that this video is just a sales presentation, without any explanation of how this principle works.
Which is highly suspicious btw: They collected 1Mln on Kickstarter without explaining how their revolutionary new technology works.
Well to be honest, " They collected 1Bln on Kickstarter without explaining how their revolutionary new technology works" describes pretty much most Kickstarter campaigns.
Gravity, this is no sales presentation and was made by D4A exactly as stated. As much as I would love to show everyone how it works, we simply can't at this point. We need to protect our current pending patents and need to keep certain things proprietary till we launch. Companies like TESLA have millions of investors yet never once have I seen them divulge in detail how they do absolutely everything. Although we are not TESLA, we are a small public company and have restrictions and guidelines we must adhere to.
@@alfadanhighperformanceoutb8416 Honestly, you sound a lot more honest than Tesla, they keep brushing issues under the rug to save face, meanwhile you've said all you can, and with Mahle, that's a whole lot of credibility. I can't wait for your patents to be approved so I can learn how this engine works, it'll be an exciting day when that happens.
@@S50Sinner Thanks for the kind words.
@@alfadanhighperformanceoutb8416 If you have an idea that sounds too good to be true, you should be able to explain how it works.
Otherwise you should wait until you have proper protection in place through patents.
For boat applications, I'd think i6 would be the best engine configuration since there's no space constraint there. Why do boat designers insist on the flawed i4 instead?
IT would be too tall?
This is an OUTBOARD boat motor.
fuck it 2jz boat
They dont. thats why a huge amount of boats are still using GM v8s
Mercury made i6 engines way back in the day. I think the ranged from ~100-160HP. They were sweet engines. So smooth, for a 2cycle outboard. Then the Black Max v6's and V8's came out and took over. The
Whoa, looking forward to more news about this.