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It all comes down to marketing/sales/investors. It is like thorium vs uranium thing, Thorium is technically better, but since the cold war era was around that time, the president at that point wanted to invest in Uranium (plotonium...etc). Currently switching from the nuclear reactors to thorium based reactors, would cost immense amounts of money and/or would cost a lot of energy. Sometimes it is just based where peoples eyes are at, rather than what is better
Their claim of 4x combustion does hold true though... Each cylininder fires every 180°, and the engine fires two cylinders at once, every 90°, which definitely is 4x more than one cylinder every 180°, and one single cylinder experiencing an ignition only every 720° in a traditional inline-4. But otherwise I liked the vid, and share your concerns of the low torque due to low mechanical advantage of the swashplate/cam-plate design. Although, one could optimise the system by making the cam curve asymmetric, giving the crank more leverage at higher compression near top-dead, and giving the piston more leverage at whichever point in combustion makes pressure and force most efficiently.
I was trying to think of ways that could build this engine into an actual torque monster. Thinking "hey, just take the pistons and rotate them 90 degrees, 360 degree placement around a central crankshaft! That will build TONS of low torque!" And then I realized I just discovered a radial engine lol
Hey, i am using your comment to warn people. This company is a scam. They don't have a product. If you give them money, it will be gone without any use for you.
The 'wavey thing' is a swash plate. It is used in helicopters to control main rotor. It is also used in car AC compressors - which incidentally look a lot like this engine.
So much to love in this engine! I notice that each piston pair fires twice per engine revolution, which is nice from the standpoint of applying shaft torques in opposed pairs.. but I think it would be fun to design the cam plates (wavy things) with three lobes instead of two (increasing the angle of their slopes, increasing torque output), and then using either 4, 5, or 7 cylinder blocks, so that there is always a cylinder delivering torque when another cylinder is in compression. The configuration shown, 2 lobes and 4 cylinders, relies on momentum to power compression, so the output is constantly switching from acceleration to deceleration, and a relatively larger rotating mass is necessary to dampen these pulses and provide the rotational momentum for compression. Using a setup where the number of cylinders isn't an integer multiple of the lobes number, would have the engine powering its compression strokes to provide smoother output with less need for adding rotating mass like a flywheel. Powered compression should also help the engine run better at lower speeds. I agree that their test drive description ("no turbo.. atmospheric pressure") was deceptive.. two strokes always require forced induction. The old GM Diesel 2 strokes had Roots blowers.. Mercury 2 stroke outboards (and smaller 2 strokes like chain saws, leaf blowers, and even tiny nitro engines for RC models and such) use the crankcase under the pistons to compress the intake charge and effect cylinder scavenging. A two stroke which relied entirely on port timing and exhaust momentum to initiate scavenging and draw in the intake air, would be extremely sensitive to exhaust tuning and engine RPM, and might struggle to run at all except under ideal conditions.
Six cylinders in the two lobe design would also make sense, that way we would also always have one on the expanding stroke and creating torque. One thing still baffles me, and that is what keeps the pistons from lifting off the "wavy thing" and crashing back down afterwards. An analogy would be valves with too weak or missing springs on a cam shaft.
@@rabiatorthegreat6163 At one point in the animation I can see a groove track running around the outside of the center shaft barrel, I imagine that a pin or roller on the piston follows that track to move the pistons when cylinder pressures aren't sufficient to do it.
@@popuptoasterust high costs. Gas turbines are actually very efficient due to its simple mechanism that is versatile for features like heat recuperator. So the only thing that holds gas turbine back is expensive design for the blade's engineering and poor throttle response which won't be an issue for range extensing use.
I absolutely love your, " that's really great but wait just a minute buddy" attitude towards design claims and the like. A very humble but well educated and honest matter of fact approach and comment. Nice video as usual.
It's an axial, uniflow, 2 stroke, opposed piston engine. My favorite arrangement, but it's been around a LONG time. Hopefully these guys will give it the development time it needs.
Modern direct and HCCI ignition systems can really bring a lot of older i.c.e. designs back. If synthetic fuels come like they are touted then yeah maybe we see 2strokes and rotaries make a come back
An aviation related company tried to develop one with the wavy thing in the middle about 20 years ago. Axial 6 cylinder with 12 pistons. The cam had a stronger angular pitch, and I think it had an outer cam to operate a four stroke valve train. High hp/weight ratio, ordinary efficiency. I think they pursued federal drone development and quietly faded away.
Thank you for pointing out the error of thinking "if it hasn't been done before it's because it can't be done". One of my perpetual pet peeves. There are cases in history where it definitely looks like something wasn't done earlier (sometimes for centuries) simply because no one thought of it. More precisely, no one thought of it who was in a position to do anything about it.
Correct, also, even when a "new" idea is "better" than existing technology, marketing, materials & ancillary services may need to be developed for it to be accepted & used. This usually requires extensive capital investment, maybe, even previously non-existent materials or processes. Standard internal combustion engine isn't really "better" than a horse without places that sell affordable gas or roads to drive on. Not to mention an infrastructure in place for replacement parts & training on proper repairs. Airplanes weren't a thing over night, and neither was the gas turbine engine. Why do we use boats If an airplanes would actually work, or propellers if a jet engine could work. If nuclear material can be used to run an electrical powerplant, why are we still using coal & dams? Nuclear weapons, essentially everything in modern society. Somebody came up with the idea AND had a means to advance it beyond the "idea" stage.
Totally agree. The side thrust from the swash plates on the pistons would be an issue, also as with all opposed piston engines, the exhaust pistons get quite hot. Not a problem for the Junkers Jumo engine as it was a diesel but certainly a concern for an Otto cycle engine, the compression ratio would have to be tempered to protect the engine. I was totally suspicious of the initial description of the engine because there is no way opening the exhaust early is going to create a vacuum for the intake process, and there at the end was the reality, a compressor to pump the air in like every other two stroke engine.
@@kramnull8962 Everything, you're just too small minded and emotional to perceive reality. You're not exploited, you're doing the exploiting, because no one is greedier than a socialist.
I immediately recognised this as an Axial engine and similar to a swashplate engine. These are normally always inspired by what others will recognise as AC/Refrigerative compressors and Hydraulic/Hydrostatic pumps and motors.
Hey, anyone here can tell we can replace the roller attached to the end of each connecting rod with a gear to drive the plate below it, or this idea is impossible??
that's exactly what I was thinking very similar to hydraulic axial pump and another thing two stroke diesels been around for years gone now do to emissions.
This engine is a hoax. Those rollers will spin impossible RPMs (at least 4X) due to the size difference between the wavy plate radius and roller radius. No bearing can take 25,000 RPM for more than a few seconds. Also, it's not a 1-stroke, so they shouldn't be claiming that. And the HP claim is impossible too by 4X.
@@travelinkevin5130 i guessing you are missing a zero on that number? Most ball bearings can go to 25k rpm for standard use. But realistically, you can't just go call the engine a hoax more so that the dreamt up figures and efficiencies are what is made up. Its possible and the engine will work with a variety of different bearings, just dont expect it to be reliable let alone put in race car.
@@Syncrusan Look up ball bearing speed limits. Caged ball bearings overheat and die at about 6k RPM. This application has vibrations that would make the matter worse. 500cc is only 30 cubic inches. They claim ~4 HP per cubic inch, which is ridiculous. For those roller bearings to survive, the mainshaft speed would need to stay below ~1000 RPM. That layout has 8 power impulses per 360 degrees on the mainshaft. Working the 'PLANK' formula shows a mean pressure like a Top Fuel engine. I liked the engine initially too, but on closer inspection, it's a pipe dream.
You once again break down it down to its simplest parts and call it what it is, a 2 stroke engine. I see this as being a great hybrid engine. Small, light weight and can run at a set RPM and get great fuel efficiency. Keep up the great work, and may God bless you brother.
I was thinking the same thing, this engine seems great for using in a hybrid configuration. It's small efficient, light, low-vibration and electric engine can produce extra torque whenever needed.
I converted a DA6 and HR6 into internal combustion engines in 1992 in auto shop while a sophomore in high school. This INN engine is essentially two ac compressor opposing one another. The swash(wave) plate gives it away. It’s all been done before… Excellent video and excellent channel. Thanks for the time and hard work you put into each episode.
the rollers at the bottom of the piston will cause reliability issues. I see wear marks on camshafts all the time, but fluid bearings basically live forever if they have oil pressure.
you got it. cams at least are rolling. these are SLIDING. hint... think about taper roller bearings. all cones converge to a common point, and they roll on a line of contact. whereas on this design, only one infinitesimally small line is actually rolling. everywhere else, its sliding. theres no real way around it. the swashplate has to follow a certain helical path for the line of contact. converging to a point. the angles are always changing. so either the rollers must have matching bumps, at which point theyre simply gears, or they must be infinitely thin... lots and lots of them, side by side. tis why most of these designs tend to use rocker arms and spherical ends, or uni joints of some type. most. not all. the geometry isnt as simple as it looks at first glance. a spherical path is actually whats wanted. hence, ball ends are best. the only good swashplate design i know of was michels. that uses pads, thrust bearings, that create an oil wedge under themselves. no line of contact or metal on metal.... true oil film, spread over an area. someone should revive that little feature again. its still used. in ships. the prop shaft thrust bearing.
I feel the big issue with this design would be wear. The cams/rollers supporting the piston return movement are offset causing a lot of lateral force on the piston and guides. Also, tolerance on the dual rollers and piston would need to be very tight to avoid knocking.
@@paradiselost9946 They could probably shape into a conical shape to have the bearing to be in line with the rotation. That would definitely be a manufacturing challenge though.
Now that's what I call a very informative video. A man who is capable of taking complex ideas, processing them, and then translating them into fully digestible pieces of information. I am very impressed with his gift and thank him for sharing it with us.
I think what would have been cool to mention is how the swash plate offsetting not only varies the compression but also the timing of the exhaust and intake ports.
Balance is relative to the movement of the piston in relation to the crankshaft…in this case, both are still moving at the same speed so the relative balance isn’t affected.
@@davidchristensen2970 Yes it would indeed. For some period, both pistons are moving in the same direction when the wavy things are not in time with one another.
This could be a perfect back up engine for an electric car. Make it much smaller, make it run all the time at low speed so its always charging the battery. A great way to add airconditioning and heat too. This might extend the range by hundreds of miles and reduce anxiety.
Erm.. EV drivers don't have range anxiety. We can do 30' more to do the one journey per year that is more than 400km, sure, but I don't think this is important.. And solid state batteries are due to be commercial in 5-6 years so even that edge case will be gone.. This has it's uses, like, electric planes range extender, yeah, probably. But not EV I feel.
Like, if you are going to do up to 2000km on an EV today, that would need around 6 stops of 30', aka, 3h extra. In an ICE, you would need 3 - 4 10 min stops to refuel aka, 30' - 40' extra. So we did 2000km, or, 20h of driving, with 2h 30' difference... not a problem. EV stopped and stretched a healthy amount, ICE drove 20h non stop. And if you plan to do more than 2000 km well... use a plane, it is cheaper.
So, what about the many people who aren't convinced of the practicality of EVs yet or can't use an EV for their purposes because they drive larger distances than the EV can do on a charge without time to recharge (for instance cab drivers, delivery drivers, mobile nurses, field service)? Range anxiety is as real as your view is narrow!
Axial designs like this, using a swash plate rather that a crankshaft are very relevant. They have great potential for constant speed applications - aviation, marine, generators and of course range extenders. Another huge benefit of flexible compression is the ability to easily adapt to different fuels. We'll done! Great review - thanks.
It's not just that conventional engines have so much research and refinement behind them, but they have inertia. Manufacturing capacity already exists, engineers already know how to design/adapt them, mechanics know how to fix them, etc... You have to make a significantly better product than an existing well established product. Being as good or a little better just isn't worth trading off all that established infrastructure
@@OutOfNameIdeas2 EVs are better at something: have better acceleration, noiseless when not moving, no risk of poisoning from exhaust fumes, have less maintenance needs - like engine oil and engine coolant check etc., right? 😊 I am not a fan of EVs, just be objective.
@@marvin95 I mean yeah sure. Although its not hard to buy a V8 Mercedes that does the same numbers. especially after just a quick internet tune. But yeah if you go and look at the cheapest for both instead of a price comparison, then you can buy a pretty fast used ev for not much money... But the thing with those is that they are cheap because the battery is pretty much dead. Noiseless when not moving is completely BS they do make less noise yes, but Evs have this ear piercing high pitched electrical whine going on constantly. And its worst when the motors are also making it when rolling. When driving our kia ev6 is noisier than our Volvo XC90 v8. Whine vs hum. Exhaust poisooning? Do you usually sleep in your car a lot when it's completely windless with the windows down? Evs do have less maintenance, but the maintenance is extremely expensive. So when it needs maintenance in a few years it's worth just trashing it. People buy Evs because the tax incentives. That kinda makes them cheaper for people that can charge for free at work or at home
Yup, with the additional advantage of lower weight, further decreasing the net weight of the vehicle ( _and,_ making it possible to create smaller hybrid vehicles). Less battery drain for equal, or better, results.
One reoccurring theme that I always notice with opposed piston engines is that they all seem to have a supercharger. I personally think they're critical to the design, mainly because the exhaust scavenging action isn't enough to pull fresh air in, so they need a little extra "push". Detroit 2-stroke diesel engines have a similar operating principle as far as the supercharger goes (or "air pump" as they call it).
Also since the engine technically have 2 outputs might as well use the other output for something useful since one of the output already being use to drive the car forward
2-Stroke Diesel engines need supercharging at low speeds since you need a source of pressure to push the spent exhaust gases out of the cylinder. On turbocharged EMD 2-strokes, the turbocharger becomes a centrifugal supercharger at low speeds.
@archise3191 EXACTLY! I instantly thought they should add a centrifugal supercharger on one end feeding into a ring shaped intake manifold that circles the intake ports!
@@peterbaugh51 yes. You are right. Much better to go to a two stage tesla turbine, keep the pistons for pumping the condensed working fluid to pressure on the evaporator side. Drive the pump with the turbo expander condensing second stage. Then you have three moving parts, reversing with the turn of a valve, no electricity required, last forever, and you can get unlimited energy from the day night temperature difference. And five hundred horsepower from something a quarter of the size and weight of this. All proven by 1909. We certainly have to consider the necessity of burying those industry scumbags where in a pit so deep they can never climb out.
That engine would probably be fantastic in equipment like boom lifts. Just has to run at one speed all day, and the compactness would be hugely beneficial.
This has been done in a diesel engine, look up Fairbanks-Morse 38 8-1/8. Used extensively in locomotives and diesel electric submarines, originally designed in the 1930s. It uses 2 conventional crankshafts instead of the swash plates.
Had one on the ship I served on as the ships EDG. Lights would go out, you'd hear the HP air valve kick open and that thing would roar to life. Was a cool engine
the liquid piston engine is pretty cool too, check that one out & lmk what you think. My intuition is that this one might have a little bit of the upper hand (for racing/motorsports) because of the simplicity of the dynamic compression ratio mechanism though, but the lack of moving parts in the liquid piston engine is noteworthy no doubt.
@@STRUTZKOFF You beat me to it. Not only is this not a new design, but it is certainly not a good design, lol. At least a regular 2 stroke engine uses the crank case area and piston to pressurize the intake charge and ensure adequate scavenging of the combustion chamber. These probably still have 30%-50% exhaust in the charge without some form of forced induction to actually scavenge adequately. Watching this video I am so curious if this person knows the history, but is trying to steal it, or if they are so ignorant of engineering and history that they honestly think they came up with something new...
@@willchristian5954 The Dynacam engine was about the same. It was used during WWII in torpedoes and it's a certificated aircraft engine. This is nothing new.
Would probably make a really good generator in stationary applications and range extender for Hybrid Electric vehicles, where it could run continuously at the most efficient rpm
that was my first thought too: if it doesn't have torque but it does have size / weight / efficiency, they should just mate it to an EV platform that takes care of the driving needs and doesn't have to be as big or lossy as existing hybrids
It's mechanically a _really_ interesting design, though I still can't get over my suspicions with efficiency losses to friction and directional change in transferring the lateral movement of the pistons pependicularly to the swash plate. That said, the fact that they actually succeeded in mounting it in a car and drive it shows that it still works. The inconsistencies with terminology I can chalk up to the investors in the project not actually understanding what the engineering team were saying. Definitely want to see where this project goes.
For a car the inefficiency from constant stop to high load won't work good with this design. It's a great engine for continuous run applications though where it can just keep going at the same rpm and load. The big weakness of this engine has to be the bearings. You make bearings for heavy torque that go slow and last 50 000 hours. You make bearings for light torque that go fast and last 50 000 hours. Once you make bearings for heavy torque that go fast, you're looking at 1000-5000 hours of operation. Suddenly a full engine breakdown is on your yearly car maintenance so that's not going to work.
@@Rizon1985 Yeah, I wonder if instead having each piston attached to a crankshaft which then drives the main shafts through 90 degree gears might produce better results
@Rizon1985 well yea, but the perpendicular forces instead of parallel put way more load on it than a normal engine though. I'm not saying it can't be fixed with better material and tolerances and things but it could be a potential problem
Just like in the Detroit Diesel two stroke engine, the blower was necessary for it to run. Because of the fact that it has ports for the intake, and to an extent, the piston acts as a valve to close off the intake. Those engines have very poor vacuum so they can't draw in air very well, that's why they need the blower.
This is an existing idea used on the Rapier Deltic engines used in railway engines and more often in high performance shipping (minesweepers for example). These engines had some issues that were design related so it’s good to see it being re-engineered in a modern environment with better design tools.
@@markbeale7390 I didn’t even notice until you pointed it out. It’s an age thing. A friend recently rebuilt one (because he could) and my father was a chief engineer in the RN. The Deltics were his expertise as they required a lot of babysitting. Very high power to weight ratio. I for my part was involved in Electro Motive Diesels and GM as a distributor for engines that included the big supercharged diesel two strokes. You could dump full load on those (over a MegaWatt) in one step. Great for trains, tugs and emergency power generation.
The Napier Deltic was a development of the German Junkers Jumo 205 to 208 aircraft engines, effectively putting 3 of them together in a delta. Napier licensed the Jumo before WW2 and worked on their own variants. Many people had tried to make a delta engine and failed but Napier realised it would work if one of the 3 crankshafts should rotate in the opposite direction to the others.
@jacksjaunts8580 That's very interesting thanks,napier made a rapier engine,a 16 cylinder H configuration. I read the New York fire debt have or had a deltic fire pump to deal with high rise fires 🔥.
This would be a great small / light aircraft or drone engine. Aviation engines tend to run at high RPM continuously. Maybe in a push puller arrangement with two props
Especially good for aviation there are no belts/chains and a simple design is everything you want, especially if you're on to going to the FAA for getting a permission ^^
Aviation engines run at very low RPM, typically redlining at 2400-2800. They do this because propeller tips tend to tear themselves apart at high speed. PSRUs (prop speed reduction units) add bulk, complexity, and reliability problems. Aviation engines typically run at 75-85% throttle in cruise. Having said that, the low torque high speed engine may have improved vibration qualities (small torque impulses at a high frequency) that allow reduced PSRU complexity and increased reliability? It would certainly be fun to experiment with.
Great presentation and explanation. Interestingly, Napier built an opposed piston 2-stroke diesel engine many years ago in a triangular format with three crankshafts called the 'Deltic'. Used successfully in trains for many years!
Looking at it purely mathematically, i can see what they mean: 2 strokes per cylinder = 4 strokes per 2 cylinders = 4/2 =2, but here they are sharing the same intake, compression, combustion and exhaust strokes, so you have 2 strokes per two cylinders, = 2/2=1. Yes it's still operating on the exact 2stroke principle, but i get what they mean also, and yes that is good for publicity, so why not?
@richardwilson3336 it still takes 2 strokes to complete the combustion and exhaustion cycle, so unless they're doing that all in one stroke, which is just about impossible unless we discover technology that allows us to combust exhaust efficiently, it's still, at its core, just a 2-stroke engine.
Probably because he is European, and many times people from different countries get self conscious about their accents. Great to know that by doing this we actually help some people with impairments understand us better, cheers!
Nuerotypical youtubers will use huge variations in their voice and talk a million miles an hour for dramatic effect to keep people enganged, I just find it annoying.
It'd make a good motorbike engine, with their light weight compared to cars and not having the need for big torque at low RPM, and the lack of camshafts, chains etc. would be great for low required maintenance. I owned many two stroke bikes in the 1970's but one was always aware that they'd wear out pretty fast, at least regarding the top ends. Great review, as always.
@@EstrogenGhoul I once had a ported Kawasaki 500 that made around 80 crank horsepower but was totally gutless at anything under 3000 RPM, needing lots of clutch slipping to even move off the line. A Suzuki RG 500 Gamma made about 95 crank horsepower. To my knowledge, only Bimota's ill fated V Due was a 500cc two stroke that made about 120 BHP in roadgoing form, and like all two strokes, needed tearing down too often. We're talking about usability here, not racing or dragstrip antics. This engine had a 500cc displacement. Have you owned one or smaller two stroke road bikes that were tuned ? If not, I can assure you that you'd soon be sick of the sight of them if you had to use any at throttle openings of less than flat out. I also had a Suzuki T500 and GT750 in standard trim that were pretty torquey but made only 47 and 70 BHP respectively.
@@michaelarchangel1163 True enough. I had a gamma for a while, enormous fun but the square 4 setup was just plain stupid if you wanted the engine to last. I'd be worried about the durability of this engine too, and for about the same reasons as the gamma's 2 rear cylinders. the "intake" pistons are going to be effectively cooled, but the exhaust side is going to get really hot, really fast. There's probably room for cam profile shenanigans in this case, you could, for example, "stall" a piston at TDC or BDC (stupid terms themselves in the case of what's effectively a swash plate engine), with the most gains probably by holding the exhaust open longer to help scavenging, but I really can't see this delivering enough to beat a conventional inline 4 600 without forced induction.
@@EstrogenGhoul 4 stroke 600cc engines can make 120 hp, but require revs up to 14,000 (give or take). This makes them very inefficient. They are being regulated into non existence due to emissions and noise pollution. They are also very maintenance heavy. Most supersports require significant maintenance by the time they reach 40,000-50,0000 miles and just aren't very good for anything other than going fast.
What struck me was the complex shape of many of the parts and how polished/plated I'm guessing the main shaft - swash plate parts are. Most mass produced engines eschew anything polished with the possible exception of valves and possibly ports. It adds loads of cost to the end product
This thing will likely be expensive to re-produce in mass. Whether or not this thing could live for a reasonable amount of time with the way people take care of their stuff remains to be seen. I don't hate it though.
While I agree with you on polishing /coating parts is expensive. They are waving the cost of cams,valves,and a traditional crank. It may be enough to offset the cost of hardening coatings.
Well, to make a crankshaft and cam shafts is only cheap because the mass production part was already covered in the hundred years+ since they started building those, but that doesn't mean those are not expensive to balance and manufacture polished parts.
Opposing engine was used since pre-ww2 airplanes but with diesel and turboes. They also used 2 crankshafts. That troubles may seem fixed and it's available to run on cars but certainly as powerplant to hybrid car (since high load can damage this engine more than it can be imagined). Some was even changed shafts/rollers with magnetic coils to generate electricity directly (and piston is slowing down/moved forward with coil resistance). Weird construction indeed but smh like this can be used as fallback (if coil resistance tuning couldn't be tuned reliably)
Could easily run a shaft through the center of the engine to connect both sides. That would require both sides to be in a fixed relation to one another.
Some turbos should help with scavenging. Fab videos as always. Always makes me think. I'm an ex engineer and I love your presentation style, engaging and keeps the mind working.
cant remember which car it was, but there was an engine with a turbo or supercharger that didnt "push in" air but worked on the other end and basically sucked out the exhaust gasses. something like this could help. it could also create enough vacuum so that it could help with low end torque too
Yep it could be a good idea but this engine is design to be use as a range extender so operating contex is full of starting and suddenly stops something turbos don't like to much.
@@rodrigomartinez3937 Ehh… not necessarily: as a range extender, it could be cycled on when the battery reaches 20% or so, and stay running until it reaches 80%. With suitably sized battery pack that could take half an hour or more.
With it being relatively light, even a smaller 150cc might be much easier to carry around and generate maybe 10-20kW with maybe a whole 35kg package all in and that would be an amazing generator. Less rattly too seeing as it’s smooth.
Exactly, in one of the interviews the CEO has given he expresses that they want to market first those kind of markets, since it's the perfect engine for a range extender system due to it's really compact size.
I think range extenders are inevitable to fill the gap in battery technology. The smoothness of such an engine will chime well with the ethos of an ev. Also with the engine able to run within a relatively narrow rapm range, the design can be tailored to optimise port timing, compression ratio, scavenge pressure etc. to achieve minimum emissions.
I've been thinking a 49cc version that carries a similar weight saving advantage may well replace a whole lot of scooter / moped engines. Terrible fuel economy could ruin that, as well as other replacement-engine applications, but I don't know what sort of economy the 500cc engine gets.
typical limited thinking and reduction of innovation !! For another excellent innovation engine with more uses, the Liquidpiston X rotary is excellent with very few parts, components along with air cooling.
@@affiliatereviews4079 Yeah, apparently you can get a kit with different cam timing, injectors and turbo that makes them meet current emissions, but the coolest part about them was the smoke and noise :), trying to get a 6x6 project truck happening soon :), here's where one gets converted to common rail hi pressure injection; th-cam.com/video/XocHVgHeOLQ/w-d-xo.html
Same here; I'd love to see a modern 92 series with common rail injection, bypassable blower, and twin turbos on the V engines. Preferably with a long stroke as well, as I find the short stroke/bore ratios of Detroit 2-stroke engines to be rather odd.
I really appreciate your break down on how this as well as other engines work. This engine being so light would be great in the small boats here in the USA.
You did a fine job presenting this video on a non-biased professional manner explaining the operation, limits and application. The company like many new ones marketing a innovative product has to over-embellish to sell it to potential investors that are clueless on the physical/mechanical properties of its performance. Your statement is perfect in how you described it as a "contender in certain applications"...very nicely put ! Your presentation is excellent !
Is it just me? Why couldn't we hear what it sounds like? How high does it rev? I think it probably sounds incredible. I believe it has big potential in many applications, keep up the good work.
“Things tend to not exist and not be used before, at some point, they start existing and become used.” Pure gold. Truer words have never been spoken. At least not until they were spoken in this video. Because, similarly, words tend to not be spoken until they’re spoken.
It would be interesting to see this engine paired with a hybrid system to compensate for the lack of torque. The lower weight and smaller package would also help compensate for the extra battery weight that comes with hybrid cars. But I guess this would essentially be the "range extender" application they mention
my thoughts exactly. maybe throw in some antilag and the tank setup Ford used on the wrc focus that got banned back in '08(?) and the whole system would be high output across ⅔ of the powerband. i can't say i don't want to try it.
There's quite a few free piston generators in the works that skip the whole big rotating mass and hence a lot of friction. Having fewer pistons for the same displacement is certainly better in terms of piston ring friction. It's a bit silly to have 2 engines in a car and not use them both all the time. Then again, that's a lot of power coming out of a tiny lightweight engine, might as well just connect it to the front axle, no gearbox and just de-clutch it at lower speeds.
I suspect that the weak point (and reason you'll always be torque limited even with forced induction) is those roller bearings running on the wavy ramp. There's also lateral loading on the bottom of the piston because it's pushing against an angled ramp so if you increase the ramp angle to increase torque, you're also increasing the force applied against the side of the cylinder wall. Their cutaway 3D printed models don't show how they handle those lateral forces (causing friction and wear), at all.
have you ever seen the angle of a connecting rod? There is already huge side load in conventional engine. this part is probably easily manageable especially since the piston is really long.
Yes. I agree about the roller bearing on the piston being the weak point. That’s a lot of shock and a big load for it to handle… not to mention the side loading of the wobble plate ends
@@copy4862 This is a 3d animation... Even tho they're not common, engine like this already exist. A "journal bearing" like we use on our crank still work the same on a flat surface as long as it has oil pressure.
Well, they are rollers, so fundamentally less friction than cam shafts or pistons. Those rely entirely on a layer of lubricant to keep prevent friction.
I would love to see a diesel version of this, as the version in the MX5 has a blower, then a 2 stroke diesel would work and may up the torque on the motor.
I have enjoyed the video as always and as a mechanic/machinist/amateur designer, you never cease to amaze me with what you dig up and how you are able to explain it in Lehman terms so everyone is able to understand it .
The rollers would be the part needed to be made of a material that wears easier so it can be changed from time to time and won't damage the wave block.
Was thinking the same. This can be a brilliant turbine alternative for light helicopters. IIRC the APU of Typhoon fighters is about the same weight and output as this.
My thought as well. Since the rollers are rolling in a circular path there is obviously friction in there. A little bit like an axial roller bearing, they are not great for high loads and high speeds.
probably not so much a vacuum, the intake air is probably pressurized to some degree so when both intake and exhaust ports open, the intake rushes fresh air in and pushes out the exhaust
I'd pretty much written it off as a bad joke until the end when I saw all the other benefits - you're absolutely right, it has a LOT going for it, they should stop making stupid claims and talk about the low weight and ability to run in any orientation and all the other advantages it has, like a 25hp lawnmower! 🤗
Seems like a really slick idea, the part I would be concerned about is that the rollers are not attached to the swash plates which could create room for the pistons to “bounce” around on the swash plate during high rpm operation.
If you look at the little clips at 01:04 you see the rollers at the bottom but also a roller on the side. That one catches a slot on the side of the "wavy thing" and holds the piston in place. If you freeze at 01:02 you can see the slot what holds the piston in place.
The Detroit diesel engine is a two stroke with a roots blower to scavenge the cylinders by forced induction. The opposed piston arrangement has been used in diesel engines in Britian for years by using two crank shafts on opposite ends of the cylinder. Fairbank Morse also used this arrangement in large stationary and marine engines. I don't think the swash plate will hold up long term but it does make the engine extremely compact. Interesting design.
@@amramjose I dunno, the cam in a conventional engine doesn't actually take nearly the amount of load that the crank does and modern roller cams can last a very long time when the valvetrain is set up properly. Plus, in theory at least, the crank journals should never touch the bearings while the engine is running. The bearings float on the oil a thousandth or two of an inch away from the crank journals. Most of the wear you see comes from startup, foreign debris, or not changing the oil before it becomes acidic from mixing with stray combustion gases. Maybe these new "one stroke" engines will surprise me, but it seems a lot more difficult to keep that swash plate oiled than a conventional crank.
This is know as the uniflow principle where a supercharger merely creates the scavenging flow to fill the cylinder with atmospheric pressure and flush the exhaust simultaneously. It works extremely well and my old boat was powered by the Detroit diesel using this principle.
No, this engine fires every 90°. A pair of chambers (4 pistons) fires every 180°, but there's a second pair that lies ±90° midway between them that also fires every 180°, i.e. at 0° cylinders A and C (two chambers, four heads) fire, at 90° cylinders B and D fire, at 180° A and C fire _again,_ and at 270° B and D fire _again._ Also, I feel like you could actually upgrade it to 6 chambers/12 heads without making it (much) bigger, but it may be that this would make the walls between cylinders too thin.
Isn't a swash plate a flat disk on a shaft that is tilted relative to the axis of rotation? In this engine I think the "wavy thing" would be more correctly called it a cam plate. It is anything but flat.
This is quite impressive. It has a lot of the advantages of two stroke engines without the drawback of burning oil. I would still assume it's not as efficient as a four stroke engine as I believe at least some of the air that goes into the engine during intake escapes out of the exhaust port. That might also be the reason for including forced induction. Either way, an 8-cylinder engine that weighs only 35kg is insane and I'd love to hear it at full throttle.
@@brentdixon9143 People like you are so impatient. People like you said the same shit when the 4 stroke was invented. Yet here we are. New 4 stroke engines are designed all the time by car manufacturers. So stop with your negativity, creativity and optimism is what made all of this possible. If everyone were pessimistic and didn't think outside of the box we wouldn't have any combustible, steam, pneumatic engines or electric motors. It's the pessimistic people like you that stop innovation
They put it on an MX5 to test and it worked quite well (although it was just for testing). They also successfully put it into a big scale RC plane and it worked well too. There’re a couple of videos (in Spanish) out there. The head of the project, Juan Garrido, says that a 2.0 generation is on the way and that it’ll be purpose built to work as a range extender for EVs. He also says that COVID hindered a deal he was ment to sign with an OEM manufacturer to develop it further with solid funding.
This engine reminds me of the AC compressor on the car... And as always, very detailed and comprehensive assessment... Love watching your videos... Keep up the good work...
Good to see the development of this type of engine continue. Certainly not a new idea. Many different variants have been produced since before 1900. I believe one of the most famous designs was a series of opposed piston diesel aircraft engines produced by Junkers in Germany beginning around 1932.
The English also had this configuration with their famous Commer truck diesel engines that had opposed pistons but unlike Junkers used a common crankshaft with a pivot and lever system for the pistons. Most unusual sound when the supercharger used to howl to boost and scavenge the engine.
@@vumba1331 Don't forget the en.wikipedia.org/wiki/Napier_Deltic in the en.wikipedia.org/wiki/British_Rail_Class_55 Apparently sounded quite incredible.
Great content mate. It's always good to see these concepts for what they are. Shame these companies hide behind catchphrases and gimmicks instead of showcasing their strengths and intended applications. 😊
It's the unfortunate outcome of a world where marketing BS is the norm. Name any industry that doesn't exaggerate and misrepresent its products, and the company itself. We live in a world of influencers and double speak. The talent is to be able to spot the value in whatever proposition is being pitched. Sadly, exaggeration is often the first step in introducing a product to the world. People resent it when they find out there's a lot of BS involved, but if the product has enough redeeming features to overcome this resentment, it might get somewhere. However, being modest and truthful usually results in anonymity.
The wavy thing bothers me, but I like the possibility of changing reciprocation profile (or that's what I'm calling it). Opposed pistons seem to be making a comeback, though they've been hanging around as an option since I think 1895 or some such. No cylinder head or valve train is a huge potential advantage. I always liked OP. I'm a little suspicious about the amount of vacuum that can be created here. Every OP I've ever heard of needs a blower or compressor, and I see no design feature to make this unnecessary, they all uncover the exhaust ports before the inlet ports, and by the time the inlet ports open the volume between the pistons is no longer expanding. So far, momentum hasn't been enough on any other OP design, I don't see why it's enough here.
"Wavy thing" is commonly called a swash plate. Many aviation hydraulic pumps work this way. Some can vary the angle of the swash plate in order to increase pumping volume.
@@Flies2FLL This is not a swash plate, it's more accurately called an axial cam. A swash plate is a flat plate mounted at an angle so you only get one cycle of reciprocating motion per revolution, effectively the axial version of an eccentric.
Lots of two cycle engines need positive pressure to operate. Detroit Diesels like the 6V71 required a blower to operate and keep positive pressure. Small motorcycle engines didn't need this and instead employ an expansion chamber in the exhaust pipe to drop pressure quickly, thus enabling scavenging. The difference in a design like this and what we'd commonly associate as being the job of a supercharger is that the blower on a 2-cycle isn't for increasing power. It's load on the engine is largely inconsequential, needing only to generate enough pressure to keep it higher than atmospheric. You could theoretically turn up the boost pressure and get more power, but it isn't strictly needed.
@3:32 and i'm loving this idea already. Using a swashplate instead of a crankshaft gives sooo many options. You can control dwell time of the valves, you can control dwell time at TDC to allow fixed-volume combustion. You could use the swashplate volume to pressurize the intake charge air (similar to how a 2-stroke RC engine uses crankcase volume). so much flexibility in this design.
great video as always! this is in effect a compact 4 cylinder evolution of the Rootes/Commer TS3 'knocker' diesel engine with a different motion transfer method from the pistons. the TS3 was incredibly clever in its motion transfer to a single output shaft overcoming the need for dual crankshafts. and yes, the engine featured is a 2-stroke.
one of the biggest downsides to opposed piston engines is the requirement of external scavenging to increase efficiency (basically a supercharger). i think at lower rpms it will work effectively, but to maintain high rpms will probably need forced induction to maintain the scavenging. you can see it on the fairbanks morse diesels, they use either a turbocharger or a scavenging air blower (supercharger) to scavenge cylinders
In other applications we could call the "wavy thing" a swashplate. But as a swashplate differs slightly in most applications where it applies a fixed angular contact, perhaps "wavy thing" is more accurate here. Really enjoy your stuff, keep it up!
Perfect for small aircraft. I hope it is affordable at release. Being that it’s round it’s a perfect application for many scale warbirds that originally used radial engines. It’ll fit right into a round engine cowl!
Agreed! 35kg 77 pounds vs at least 91kg 200 pound on a regular 4 cylinder engine is amazing. Wonder if they can get the wash plate (wavy thing) to rotate in opposite directions to cancel out any gyroscopic effect?
There was a much larger engine and was similar in design. It was a company called (As I recall) THUNDER ENGINES. It was flown successfully on a Rockwell Twin Commander and produced around 400HP and designed to be very easy and inexpensive (relatively speaking) to overhaul. It had 6 cylinders and 12 pistons. It was based on the General Motors air conditioning compressor that it self was based on an early 1900's internal combustion engine. The Wavy Thing is a Swash or Wobble plate. I suspect the best application would be aviation related as the torque needed would be at a fairly high RPM.
Right, anytime you discuss low weight, aviation comes to mind. Starting with the ultralights, say under 60 lbs and making 45-50hp, then LSA at 100lbs and say 85- 120hp, and upward. The current piston designs are good but tend to be heavy. Reliability is the next level for aviation and then of course fuel economy. Turbines are reliable but thirsty. If any piston design could incorporate low rpm and still develop acceptable torque and hp, then you would have a solution to a great number of aviation problems. Perhaps this design that is overbuilt for a given application and develops the acceptable performance at a much lower rpm. Just saying.
This is pretty brilliant. I love the simplicity of the design. Seeing ingenuity like this is always exciting. And of course, any oddball engine is always cool and intriguing to dissect and learn about.
Check out the Omega 1 rotary engine. VIDEO: Inside the Aston Aerospace Omega 1 Engine: How it Works and Why it's Unique I like the Omega 1 rotary engine the most. It has no reciprocating movement. Less energy is wasted and less chance of engine brake down.
*“Why are we not using this technology already?”* It’s about perspective. Everyone knows that the early bird does indeed catch the worm. But carrying that thought further, you come to realize that it’s the second mouse that gets the cheese. 😶 Progression. BTW, the “wavy thing” is known as a swash plate. Commonly used as refrigeration compressors. Universal in automotive A/C. Also used in hydraulics… with a variable ramp angle, allowing for a variable output pump, or motor. Commonly used in hydrastatic transmissions that can dynamically underdrive / overdrive (continuously variable) without the requirement of fixed ratio gearing. tho they are often combined to maximize the benefits of each method. Most commonly used in farm equipment. Extremely cool technology. This could be a real game changer for the ICE. Varying the ramp angles in this engine would allow for higher torque at lower rpms, due to increased slope, and a longer piston stroke, literally, dynamically, increasing displacement AND more leverage on the ‘crankshaft’. Vicee versa under minimal load conditions. Plus, with electronic fuel injection being the boss, you can convert it into two 4 cylinder engines operating in parallel for heavy loads, and then dynamically shift to 8 sequential cylinders for cruising conditions. Promise of power and efficiency, in a compact design, and far fewer moving parts. What’s not to love about it? 😶
Great video. I'm not a mechanic nor an automobile enthousiast, but the normal clear voice, the care put in every explanation made me watch it yo the end. I appreciate a lot that the title is not misleading like so many videos on youtube. great work. I just subscribe to your channel as a consequence !
@d4a, you are the best man to analyze piston engines. The "Kugelmotor" or Wolfhart engine has been waiting 50 years to be analyzed. You could write history.
This seems like a game changer for recreational marine power. Especially for sail and cruising yachts, have 2 drive shafts would eliminate the need for transfer box and allow full power to a geny and prop shaft... I like it.
Thank you for presenting this novelty and analysing its capabilities based on facts. I also see the technology better placed in running at constant speed, benefiting of lower vibration (and potentially noise) levels. It's low weight is a huge benefit, but efficiency still needs to be quantified.
@@danielmanly4793but FN used 2 crankshafts causing moments of 1st and 2nd order. This type of energy transfer runs very smooth without these vibrating effects. But thank you for reminding of the opposed cylinder engine sharing the same combustion chamber. It even was in serial production.
@@thegame9305808 Actually most inventors had mothers that supported innovation, development, thus encouraged their children as they did their husbands too. @donsmanufactorty; Are You claiming that Your mother was so negative ??!! My mother was always encouraging, supportive with my ides, concepts, imagination, development desire to know everything around me, take apart, disassemble, reassemble, repair, fiix, develop, etc. Good Luck
Great explanation of this novel concept. As others have pointed out. This operates similarly to an AC compressor. Given its inherent design shortcomings of low torque at low rpm and like other 2 stroke engines, emissions issues, it may be a GREAT pairing for a Hybrid or PHEV. Weight savings, small space and high efficiency at high rpms match perfectly with a small electric motor.
Yes good point. Although I've always personally thought hybrids to be a bit crazy/nonviable due to having to having costs and complexities of both, but considering how they are used I seem to be wrong.
Screw cars, imagine this used in an outboard boat engine or a jet ski. If it really does give over 100 HP weighing 35 kg, this could be strapped onto a kayak and turn it into a water rocket.
The size and wight numbers look very promising - as well as simplicity. This would be a perfect candidate for charging a hybrid electric car, do very well for aviation, and for generators, pumps, compressors and the ilk. If it can indeed improve efficiency over other i.c. engines that is even better. In a steady run environment like pulling generator/pump/compressor it could probably be tuned optimally for the rpm/load and really shine. I look forward to the applications of this engine!
I agree. I am concerned over the piston ring wear and requisite starting torque. A 9:1 sounds good, I like ICE heads that operate up to 11:1. 1 liter is in the range of my expectation of a mostly constant rpm 'charging' motor. 8 piston heads for 1 liter is too much imo. I am also suspect of the "wavy thing" tensil strength and it would seem to make a lot of friction to translate motion linearly to laterally (basically) (Bearings are also a fail point). A turbo-charged 2 cyl. diesel traditional ICE producing high torque w/ connectively tuned generator (highly wound) could certainly drive my prius w/o motor driven assistance imo. The turbo is not about rpms, it's about actively pumping the intake imo. While I think the INN is novel, and weight suited for certain applications (aviation) ... I think it's all about material composition and the costs of them. Titanium and derivatives would be my first choice, but cost preventative in the road transportation space. It would work small scale as in aviation and large scale in railroad, but the in-between 2-3-4 wheel not so much. The double ends suit contra propellers if geared wisely. I'm over thinking it, but I support the supposition that this motor has a place which isn't overly broad imo.
I'm curious if this would make a good motorcycle engine. It's light, simple and easy to maintain, which are all qualities of a good motorcycle imo. Wonder how power would be sent to wheel though.
I don't see how this engine can work. All the forces are oblique, which means terrible fuel efficiency and high pressures on the roller and swash plate surfaces.
The volt does. All the engine does is generate electricity. Much like a diesel-electric locomotive. With this engine you could power the wheels directly off one end of the engine and a generator off the other to charge a battery.
And apparently that's what they intend it for, but for some reason chose not to go that route with their advertising? Kind of strange to me, also seems like it would be nice to be paired up with Honda's tiny electric motor that can be bolted to one of the flywheels to add 30ftlbs at zero RPM and then allow it to just zing up to the revs.
15:06 The supercharger is a standartised intake design for two strokes who don't rely on the changing crankshaft volume to feed the transfer ports. Since this engine has no crankshaft, the supercharger is mandatory for running it. Similar intake designs can be seen on a ship engine.
The first thing I thought when you started describing this engine: That will have low torque, but will be great for generation in hybrid vehicles. Or in boats or planes where torque isn't as big a deal.
Plane engines need max torque around 2700 RPM based on their propeller length, otherwise the propeller will start cavitating. You can add a transmission to reduce prop speed at the cost of reliability and weight. Plane engines have a very long stroke to bring the power lower in RPM, a common engine the Lycoming O-360 has a 4.375" stroke where as a chevy 350 has a 3.48" stroke.
@@JankyShack It's bore/stroke ratio, not absolute stroke length. Long stroke designs have smaller piston diameters, which is very restrictive for piston port valve sizing in 2 strokes. Everything depends on everything, one of the most basic Physics principles all designers face.
I like it, being in primary and secondary balance is lovely, could see some motorbike attempts at using it just because of the balance. Small and light too. Don't think it'll revolutionise anything, reading their promotional information was painful, but still seems like it's got plenty potential for some fun builds. Edit: I wonder if it'll suffer from bad wear in the cylinders though from the lateral forces caused by the ramped cam, or significant efficiency losses from handling it.
@@RJM-II There's already 2wd drive motorcycles on the market, but mostly hydraulic or driveshafts via the fork headstock route and for dirtbike use. The Tesi was the Bimota hub centre steering bike & its very marmite to ride because it just feels so different even without 2wd, Yamaha made a HCS bike (GTS1000) & hold a patent on a 2wd GTS setup with drive fore and aft from a central point but never put it into production. Suzuki the same with their Nuda working concept bike but no production variant. Christini are probably the leading success story for awd & do awd kits for motorcrossers using a hydraulic drive system from ohlins. I think this engine wouldn't help solve any of the issues as if you side mounted the engine and took drive from front and rear, independent of each other, you'd need two clutch/gearbox setups and to keep them in sync and that's without considering the need for differential drive speeds mid corner. If you drove a common idler shaft from the two ends, then fed that into the input shaft of a single gearbox, that would give you a conventional setup, then you would have to solve the issues that caused the gts awd and nuda to never go into production. If you build one, can I blag a go though? :)
Good point about the ramped cam causing lateral forces. This has been addressed in other "basically conventional" internal combustion engines, and has been patented. It does add weight, complexity, and cost, and therefore is not widely used in vehicles, although it can improve fuel mileage by perhaps 1 or 2 percent.
A well balanced presentation. I like the concept, even though I see potential for way more expensive maintenance. It's really two synchronized 4 cylinder engines which both fire on two cylinders at the same time. The power of combustion is shared between two pistons connected to different drives, with two sets of pistons delivering power to each drive at the same time. So it's really equivalent to two independent (synchronized) two cylinder (two stroke) motors connected to separate drives. At the end of the day all that matters is if they can deliver power while maintaining or improving fuel efficiency. Short and long term running cost will decide the fate of this motor...
Mejora la eficiencia, eso está demostrado. A igual capacidad de cilindros tiene el doble de potencia. Además pesa menos, y consume un 30-40% menos combustible. Lo que falta saber es su duración y coste de mantenimiento.
Creating rotational force by pushing rollers onto a slope seems like it would be very hard on the parts - especially on one side of the cillinder and certainly not the best way to produce a lot of power on low RPM. Also, it reminds me of an AC compressor :D
Even more than that. In a compressor, the "wavy thing" (the swash plate) moves the pistons. In this engine, the pistons push on the swash plate. It's trying to force energy into a cam, a feat as difficult as turning a worm gear from it's mated flat gear.
see whats funny is that conventional piston engines actually have many small rockers on camshafts that control the valve timing, which I assume adds a lot of friction as well. but we don't see camshafts being broken all the time and these being beefier I assume would be durable with oil lubricating the surfaces.
@@-aid4084you are comparing a tiny light-weight little valves and springs against a big heavy pistons energised with power strokes. Camshaft did wear out over time, though miniscule wear marks against cam roller are visible, no big deal since its only for timing control. Engine piston however transferring powerful energy directly through that "wavy thing"
Rotary hydraulic motors fitted to earthmoving machines use a cam ring with pistons pushing balls or rollers out against the cam ramps to produce rotation.
A great, informative balanced video- thank you. I'm a 60 yr old motorcyclist, my first bike at 16 was a 2-stroke Yamaha RD350; my current bike, of 20 years, is a Honda (4-stroke) CBR1100xx. That yammie engine, light as a feather, temperemental as anything, easy to fix, this honda engine massive heavy solid chunk of robust reliability. Both generating great power in their own ways. It would be great to know where their horsepower figure arrives, their claim is for approximately twice what my honda makes. It seems the engine could be well utilized in a motorcycle, very little weight to budge compared to even a lightweight sports car. FINALLY, I would venture the dodgy nature of their claims and presentations may do with corporate structure: marketing people are not engineers and vice versa. Engineers don't get to spin the narrative that goes out to the public any more than marketing personnel get to install a blower to achieve a certain "optic". Oh, and, reed valves.
Great analysis. The best marketing for this engine is as you said, simplicity and compactness. There are tons of applications where having a more compact engine would free up space for other things. Such as the forementioned range extender engine for a EV. This engine reminds me of the axial engines used in torpedo propulsion systems.
You are correct. They should focus on how tiny it is, and that when supercharged to exhaust purge properly and apply variable boost depending on load, you get a lot of power and efficiency from such a tiny plant, not to mention the simplicity of the system compared to the typical 4 cylinder. Driveline connections at both ends is another huge benefit.
How is a "driveline connection" at both ends a "huge benefit"?.... 🤦 You could do the EXACT same thing with a normal piston engine. The crankshaft literally goes from one end of the engine to the other.
@@Charly325555 since it's still burning the same gasoline as other engines, and most modern engines are nearing their peak thermal efficiency as it is... It's main selling point is that it's compact and lightweight. Considering many modern cars can already accommodate small 4 cylinder engines that don't weigh much to begin with (and make nearly as much power/displacement), you're probably not going to find anyone wanting these in cars.
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too long videos, you just talk and have nothing to say
It reminds me of a car air conditioner compressor
It all comes down to marketing/sales/investors. It is like thorium vs uranium thing, Thorium is technically better, but since the cold war era was around that time, the president at that point wanted to invest in Uranium (plotonium...etc). Currently switching from the nuclear reactors to thorium based reactors, would cost immense amounts of money and/or would cost a lot of energy. Sometimes it is just based where peoples eyes are at, rather than what is better
So its INNgine ?
Their claim of 4x combustion does hold true though... Each cylininder fires every 180°, and the engine fires two cylinders at once, every 90°, which definitely is 4x more than one cylinder every 180°, and one single cylinder experiencing an ignition only every 720° in a traditional inline-4.
But otherwise I liked the vid, and share your concerns of the low torque due to low mechanical advantage of the swashplate/cam-plate design.
Although, one could optimise the system by making the cam curve asymmetric, giving the crank more leverage at higher compression near top-dead, and giving the piston more leverage at whichever point in combustion makes pressure and force most efficiently.
I was trying to think of ways that could build this engine into an actual torque monster. Thinking "hey, just take the pistons and rotate them 90 degrees, 360 degree placement around a central crankshaft! That will build TONS of low torque!" And then I realized I just discovered a radial engine lol
😂😂😂 lol
It's kinda cool that you were able to think your way to something like that though
Wouldn't 90 degrees make them inline ?
90 degrees (upright) an then rotated in another plane and placed around the crankshaft in a circle@@jimmyjames8573
Love to see this in a Motorcycle .
Actual one stroke engine, mass manufactured and used widely in it’s era: the double-acting steam engine. Each stroke of the piston is a power stroke.
Hey, i am using your comment to warn people. This company is a scam. They don't have a product. If you give them money, it will be gone without any use for you.
steam engine is not even a 1 stroke, it is always on a power stroke on either side of the same piston. power on push and pull of every stroke.
It's still intake and exhaust though. It's just using both sides of the piston
I came to comments to say that as well.
Stream engines are external combustion engines; you're mixing apples and oranges.
The 'wavey thing' is a swash plate. It is used in helicopters to control main rotor. It is also used in car AC compressors - which incidentally look a lot like this engine.
And integza made a bike with them
It's an encentric.
There's a significant difference between an air conditioning compressor and this engine. air conditioning compressors don't have opposing pistons.
It's also used in hydraulic pumps on heavy equipment. Swash Plate.
@@Javelin276 Yes. And car AC's too.
So much to love in this engine! I notice that each piston pair fires twice per engine revolution, which is nice from the standpoint of applying shaft torques in opposed pairs.. but I think it would be fun to design the cam plates (wavy things) with three lobes instead of two (increasing the angle of their slopes, increasing torque output), and then using either 4, 5, or 7 cylinder blocks, so that there is always a cylinder delivering torque when another cylinder is in compression. The configuration shown, 2 lobes and 4 cylinders, relies on momentum to power compression, so the output is constantly switching from acceleration to deceleration, and a relatively larger rotating mass is necessary to dampen these pulses and provide the rotational momentum for compression. Using a setup where the number of cylinders isn't an integer multiple of the lobes number, would have the engine powering its compression strokes to provide smoother output with less need for adding rotating mass like a flywheel. Powered compression should also help the engine run better at lower speeds.
I agree that their test drive description ("no turbo.. atmospheric pressure") was deceptive.. two strokes always require forced induction. The old GM Diesel 2 strokes had Roots blowers.. Mercury 2 stroke outboards (and smaller 2 strokes like chain saws, leaf blowers, and even tiny nitro engines for RC models and such) use the crankcase under the pistons to compress the intake charge and effect cylinder scavenging. A two stroke which relied entirely on port timing and exhaust momentum to initiate scavenging and draw in the intake air, would be extremely sensitive to exhaust tuning and engine RPM, and might struggle to run at all except under ideal conditions.
Six cylinders in the two lobe design would also make sense, that way we would also always have one on the expanding stroke and creating torque.
One thing still baffles me, and that is what keeps the pistons from lifting off the "wavy thing" and crashing back down afterwards. An analogy would be valves with too weak or missing springs on a cam shaft.
@@rabiatorthegreat6163 At one point in the animation I can see a groove track running around the outside of the center shaft barrel, I imagine that a pin or roller on the piston follows that track to move the pistons when cylinder pressures aren't sufficient to do it.
Looks like a perfect generator unit for a hybrid electric vehicle. Electric motor will compensate for lack of torque.
That is exactly what they show on their tech page. it is a range extender.
If reliable can be decent for small planes.
I’ve always wondered why not run a small gas turbine for charging - much lighter.
Terrible fuel economy, hot exhaust and high materials costs.
@@popuptoasterust high costs.
Gas turbines are actually very efficient due to its simple mechanism that is versatile for features like heat recuperator.
So the only thing that holds gas turbine back is expensive design for the blade's engineering and poor throttle response which won't be an issue for range extensing use.
I absolutely love your, " that's really great but wait just a minute buddy" attitude towards design claims and the like. A very humble but well educated and honest matter of fact approach and comment. Nice video as usual.
Exactly!
It's an axial, uniflow, 2 stroke, opposed piston engine. My favorite arrangement, but it's been around a LONG time. Hopefully these guys will give it the development time it needs.
Modern direct and HCCI ignition systems can really bring a lot of older i.c.e. designs back. If synthetic fuels come like they are touted then yeah maybe we see 2strokes and rotaries make a come back
An aviation related company tried to develop one with the wavy thing in the middle about 20 years ago. Axial 6 cylinder with 12 pistons. The cam had a stronger angular pitch, and I think it had an outer cam to operate a four stroke valve train. High hp/weight ratio, ordinary efficiency. I think they pursued federal drone development and quietly faded away.
@@captaintoyota3171 Two strokes, forget it. It will never pass emissions.
@@expertmax32 That's exactly what I was thinking. This thing is never going to see production
@@expertmax32 Fuel injected 2 strokes have been running on roads for many, many years
Blinding.
I'm 65 and been playing with engine's since my early teens, and in the RAF....
I love this motor, it is absolutely brilliant....
Thank you for pointing out the error of thinking "if it hasn't been done before it's because it can't be done". One of my perpetual pet peeves. There are cases in history where it definitely looks like something wasn't done earlier (sometimes for centuries) simply because no one thought of it. More precisely, no one thought of it who was in a position to do anything about it.
Correct, also, even when a "new" idea is "better" than existing technology,
marketing, materials & ancillary services may need to be developed for it to be accepted
& used.
This usually requires extensive capital investment, maybe, even
previously non-existent materials or processes.
Standard internal combustion engine isn't really "better" than a horse without
places that sell affordable gas or roads to drive on.
Not to mention an infrastructure in place for replacement parts & training on proper repairs.
Airplanes weren't a thing over night, and neither was the gas turbine engine.
Why do we use boats If an airplanes would actually work, or propellers
if a jet engine could work.
If nuclear material can be used to run an electrical powerplant, why
are we still using coal & dams?
Nuclear weapons, essentially everything in modern society.
Somebody came up with the idea AND had a means to advance it beyond the "idea" stage.
@@travissmith2056good points 👍
@@travissmith2056 The same people that marketed things yesterday, today and tomorrow is Wall Street.
So what changes.
Totally agree. The side thrust from the swash plates on the pistons would be an issue, also as with all opposed piston engines, the exhaust pistons get quite hot. Not a problem for the Junkers Jumo engine as it was a diesel but certainly a concern for an Otto cycle engine, the compression ratio would have to be tempered to protect the engine. I was totally suspicious of the initial description of the engine because there is no way opening the exhaust early is going to create a vacuum for the intake process, and there at the end was the reality, a compressor to pump the air in like every other two stroke engine.
@@kramnull8962 Everything, you're just too small minded and emotional to perceive reality. You're not exploited, you're doing the exploiting, because no one is greedier than a socialist.
I immediately recognised this as an Axial engine and similar to a swashplate engine.
These are normally always inspired by what others will recognise as AC/Refrigerative compressors and Hydraulic/Hydrostatic pumps and motors.
Hey, anyone here can tell we can replace the roller attached to the end of each connecting rod with a gear to drive the plate below it, or this idea is impossible??
that's exactly what I was thinking very similar to hydraulic axial pump and another thing two stroke diesels been around for years gone now do to emissions.
This engine is a hoax. Those rollers will spin impossible RPMs (at least 4X) due to the size difference between the wavy plate radius and roller radius. No bearing can take 25,000 RPM for more than a few seconds. Also, it's not a 1-stroke, so they shouldn't be claiming that. And the HP claim is impossible too by 4X.
@@travelinkevin5130 i guessing you are missing a zero on that number? Most ball bearings can go to 25k rpm for standard use.
But realistically, you can't just go call the engine a hoax more so that the dreamt up figures and efficiencies are what is made up.
Its possible and the engine will work with a variety of different bearings, just dont expect it to be reliable let alone put in race car.
@@Syncrusan
Look up ball bearing speed limits. Caged ball bearings overheat and die at about 6k RPM. This application has vibrations that would make the matter worse. 500cc is only 30 cubic inches. They claim ~4 HP per cubic inch, which is ridiculous. For those roller bearings to survive, the mainshaft speed would need to stay below ~1000 RPM.
That layout has 8 power impulses per 360 degrees on the mainshaft. Working the 'PLANK' formula shows a mean pressure like a Top Fuel engine. I liked the engine initially too, but on closer inspection, it's a pipe dream.
You once again break down it down to its simplest parts and call it what it is, a 2 stroke engine. I see this as being a great hybrid engine. Small, light weight and can run at a set RPM and get great fuel efficiency. Keep up the great work, and may God bless you brother.
I'd see it as being a great range extender in EV applications.
I was thinking the same thing, this engine seems great for using in a hybrid configuration. It's small efficient, light, low-vibration and electric engine can produce extra torque whenever needed.
IMHO I see it as a Primary Source for the Drive Motor(s) with Batteries as the $ange Extenders.
Yeah, I was also immediately thinking generator, compressor, pump and other fixed RPM tasks where low RPM torque isn't needed.
I converted a DA6 and HR6 into internal combustion engines in 1992 in auto shop while a sophomore in high school.
This INN engine is essentially two ac compressor opposing one another. The swash(wave) plate gives it away.
It’s all been done before…
Excellent video and excellent channel. Thanks for the time and hard work you put into each episode.
the rollers at the bottom of the piston will cause reliability issues. I see wear marks on camshafts all the time, but fluid bearings basically live forever if they have oil pressure.
you got it.
cams at least are rolling. these are SLIDING. hint... think about taper roller bearings.
all cones converge to a common point, and they roll on a line of contact.
whereas on this design, only one infinitesimally small line is actually rolling. everywhere else, its sliding. theres no real way around it. the swashplate has to follow a certain helical path for the line of contact. converging to a point. the angles are always changing. so either the rollers must have matching bumps, at which point theyre simply gears, or they must be infinitely thin... lots and lots of them, side by side.
tis why most of these designs tend to use rocker arms and spherical ends, or uni joints of some type. most. not all. the geometry isnt as simple as it looks at first glance. a spherical path is actually whats wanted. hence, ball ends are best.
the only good swashplate design i know of was michels. that uses pads, thrust bearings, that create an oil wedge under themselves. no line of contact or metal on metal.... true oil film, spread over an area. someone should revive that little feature again. its still used. in ships. the prop shaft thrust bearing.
I feel the big issue with this design would be wear. The cams/rollers supporting the piston return movement are offset causing a lot of lateral force on the piston and guides. Also, tolerance on the dual rollers and piston would need to be very tight to avoid knocking.
@@paradiselost9946 They could probably shape into a conical shape to have the bearing to be in line with the rotation. That would definitely be a manufacturing challenge though.
Like a cone-and-cup system in bicycle hubs, this lobe thing will wear down, causing pitting and caverns in the races.
You obviously missed the lubrication segment at 6:22
so basically this engine is an AC compressor
No. I guess you didn't even watch the video.
Yes basically it is likely a ac compressor in car
With that logic, any engine with a piston can be an AC compressor...
Yes, but that doesn't make it a bad idea. I'm sure there are plenty of other limitations that make it a bad idea.
More like,.. GUNS
Now that's what I call a very informative video. A man who is capable of taking complex ideas, processing them, and then translating them into fully digestible pieces of information. I am very impressed with his gift and thank him for sharing it with us.
You mean moronic ideas
But he didn't get the idea, he is wrong about the combustion cycles
I need this guy to explain the meaning of life to me!
For all that excellent description he had to do a lot of research so HOW could he miss the name of the "wavy thing"??!!
@@aguerra1381 dude, he didn't even count the number of the cycles right.
Great explanations, graphics and pace. No stupid background noise or effects. Very well done! Thanks!
I think what would have been cool to mention is how the swash plate offsetting not only varies the compression but also the timing of the exhaust and intake ports.
Bingo!!! 😃
Would it not also affect the balance?
Balance is relative to the movement of the piston in relation to the crankshaft…in this case, both are still moving at the same speed so the relative balance isn’t affected.
@@davidchristensen2970 Yes it would indeed. For some period, both pistons are moving in the same direction when the wavy things are not in time with one another.
No doubt this is the reason for the existence of the adjustment. I'm surprised he missed that...
This could be a perfect back up engine for an electric car. Make it much smaller, make it run all the time at low speed so its always charging the battery. A great way to add airconditioning and heat too. This might extend the range by hundreds of miles and reduce anxiety.
Erm.. EV drivers don't have range anxiety. We can do 30' more to do the one journey per year that is more than 400km, sure, but I don't think this is important.. And solid state batteries are due to be commercial in 5-6 years so even that edge case will be gone.. This has it's uses, like, electric planes range extender, yeah, probably. But not EV I feel.
Like, if you are going to do up to 2000km on an EV today, that would need around 6 stops of 30', aka, 3h extra.
In an ICE, you would need 3 - 4 10 min stops to refuel aka, 30' - 40' extra. So we did 2000km, or, 20h of driving, with 2h 30' difference... not a problem.
EV stopped and stretched a healthy amount, ICE drove 20h non stop.
And if you plan to do more than 2000 km well... use a plane, it is cheaper.
I am not bashing your idea, I am just saying that the whole range anxiety thing is not real, it is a silly oilcompany fed narrative.
So, what about the many people who aren't convinced of the practicality of EVs yet or can't use an EV for their purposes because they drive larger distances than the EV can do on a charge without time to recharge (for instance cab drivers, delivery drivers, mobile nurses, field service)?
Range anxiety is as real as your view is narrow!
yeah@@LRM12o8
Axial designs like this, using a swash plate rather that a crankshaft are very relevant. They have great potential for constant speed applications - aviation, marine, generators and of course range extenders. Another huge benefit of flexible compression is the ability to easily adapt to different fuels. We'll done! Great review - thanks.
Been around since 1911.
I think that swash plate could be an interesting solution for Atkinson cycle
It's not just that conventional engines have so much research and refinement behind them, but they have inertia. Manufacturing capacity already exists, engineers already know how to design/adapt them, mechanics know how to fix them, etc...
You have to make a significantly better product than an existing well established product. Being as good or a little better just isn't worth trading off all that established infrastructure
If you could, LS engines would have gone away a long time ago
Not entirely true. EVs are significantly worse in every way yet people buy them.
@@OutOfNameIdeas2most people throw away their cars when something breaks so in that way Evs are more “reliable”.
@@OutOfNameIdeas2 EVs are better at something: have better acceleration, noiseless when not moving, no risk of poisoning from exhaust fumes, have less maintenance needs - like engine oil and engine coolant check etc., right? 😊 I am not a fan of EVs, just be objective.
@@marvin95 I mean yeah sure. Although its not hard to buy a V8 Mercedes that does the same numbers. especially after just a quick internet tune.
But yeah if you go and look at the cheapest for both instead of a price comparison, then you can buy a pretty fast used ev for not much money... But the thing with those is that they are cheap because the battery is pretty much dead.
Noiseless when not moving is completely BS they do make less noise yes, but Evs have this ear piercing high pitched electrical whine going on constantly. And its worst when the motors are also making it when rolling. When driving our kia ev6 is noisier than our Volvo XC90 v8. Whine vs hum.
Exhaust poisooning? Do you usually sleep in your car a lot when it's completely windless with the windows down?
Evs do have less maintenance, but the maintenance is extremely expensive. So when it needs maintenance in a few years it's worth just trashing it.
People buy Evs because the tax incentives. That kinda makes them cheaper for people that can charge for free at work or at home
this engine seems like the sort of thing that is perfect for use as an ICE for a hybrid car or as a petrol range extender for an EV
Yup, with the additional advantage of lower weight, further decreasing the net weight of the vehicle ( _and,_ making it possible to create smaller hybrid vehicles).
Less battery drain for equal, or better, results.
@@ironwolfF1 I'll subscribe to those comments also. Great presentation, as usual!
Hoping this is why it's called amper
A constant high rpm generator.
@@nobiden3134 If you want to run continuous high RPM, a small gas turbine is much more efficient.
One reoccurring theme that I always notice with opposed piston engines is that they all seem to have a supercharger. I personally think they're critical to the design, mainly because the exhaust scavenging action isn't enough to pull fresh air in, so they need a little extra "push". Detroit 2-stroke diesel engines have a similar operating principle as far as the supercharger goes (or "air pump" as they call it).
Also since the engine technically have 2 outputs might as well use the other output for something useful since one of the output already being use to drive the car forward
2-Stroke Diesel engines need supercharging at low speeds since you need a source of pressure to push the spent exhaust gases out of the cylinder. On turbocharged EMD 2-strokes, the turbocharger becomes a centrifugal supercharger at low speeds.
Right, even though those Detroit engines were NA, they still had the supercharger in order to run.
Yes the supercharger is there for scavenging gases. This engine need it to work. It can use a turbo too to being more efficient.
@archise3191 EXACTLY! I instantly thought they should add a centrifugal supercharger on one end feeding into a ring shaped intake manifold that circles the intake ports!
This would be great as a range extender/generator engine. Charge DC batteries and electric drive motors to the wheels will provide your torque.
I'm sure that or ducted fan aircraft is what they are targeting.
Two or three cylyders would be nice instead of four.
Now we are talking. My thoughts also. Still, upset to the oil and engine industries must be considered.
@@peterbaugh51 yes. You are right. Much better to go to a two stage tesla turbine, keep the pistons for pumping the condensed working fluid to pressure on the evaporator side. Drive the pump with the turbo expander condensing second stage.
Then you have three moving parts, reversing with the turn of a valve, no electricity required, last forever, and you can get unlimited energy from the day night temperature difference.
And five hundred horsepower from something a quarter of the size and weight of this.
All proven by 1909.
We certainly have to consider the necessity of burying those industry scumbags where in a pit so deep they can never climb out.
@@Maungateitei Both ideas are on the pipeline.
My thoughts exactly, especially given the apparent sensitivity to changes in rpm. Just find the optimum rpm and use that for the generator.
Remind me of Junkers Jumo 205C aviation diesel engine...there are utube videod on operation...Very good engine and works like a heart beat.
That engine would probably be fantastic in equipment like boom lifts. Just has to run at one speed all day, and the compactness would be hugely beneficial.
This has been done in a diesel engine, look up Fairbanks-Morse 38 8-1/8. Used extensively in locomotives and diesel electric submarines, originally designed in the 1930s. It uses 2 conventional crankshafts instead of the swash plates.
Exactly
We had 3 on the barbel...dbf
Used the same engine on Los Angeles class nuclear submarines too.
Had one on the ship I served on as the ships EDG. Lights would go out, you'd hear the HP air valve kick open and that thing would roar to life. Was a cool engine
I think even in old airplane diesel engine
Probably one of the better engine designs I have seen in several years. Hope they make it. Looking forward to the bigger engine version.
the liquid piston engine is pretty cool too, check that one out & lmk what you think. My intuition is that this one might have a little bit of the upper hand (for racing/motorsports) because of the simplicity of the dynamic compression ratio mechanism though, but the lack of moving parts in the liquid piston engine is noteworthy no doubt.
its opposed 2 stroke engine .. made 100 years ago .. works but poor emissions and economy
Just How many engine designs have Seen ? I'll be 70 in a few months, I've seen them ALL ! LIKE your 100 years old! .
@@STRUTZKOFF You beat me to it. Not only is this not a new design, but it is certainly not a good design, lol. At least a regular 2 stroke engine uses the crank case area and piston to pressurize the intake charge and ensure adequate scavenging of the combustion chamber. These probably still have 30%-50% exhaust in the charge without some form of forced induction to actually scavenge adequately.
Watching this video I am so curious if this person knows the history, but is trying to steal it, or if they are so ignorant of engineering and history that they honestly think they came up with something new...
@@willchristian5954 The Dynacam engine was about the same. It was used during WWII in torpedoes and it's a certificated aircraft engine. This is nothing new.
Thank you! Well done. Also, the comments section contributors are very helpful….”swash plate” is something I can now never forget😊
Would probably make a really good generator in stationary applications and range extender for Hybrid Electric vehicles, where it could run continuously at the most efficient rpm
Free-piston linear generator looks better.
that was my first thought too: if it doesn't have torque but it does have size / weight / efficiency, they should just mate it to an EV platform that takes care of the driving needs and doesn't have to be as big or lossy as existing hybrids
You'll have a 7000rpm tiny engine revving like crazy... not sure if it's ideal haha
One of the reasons this would work great for a hybrid is if it actually low torque output the electric motor would easily compensate for that
@@tecnogadget2 But you can tune an exhaust system to make it less harsh.
It's mechanically a _really_ interesting design, though I still can't get over my suspicions with efficiency losses to friction and directional change in transferring the lateral movement of the pistons pependicularly to the swash plate. That said, the fact that they actually succeeded in mounting it in a car and drive it shows that it still works. The inconsistencies with terminology I can chalk up to the investors in the project not actually understanding what the engineering team were saying. Definitely want to see where this project goes.
For a car the inefficiency from constant stop to high load won't work good with this design. It's a great engine for continuous run applications though where it can just keep going at the same rpm and load.
The big weakness of this engine has to be the bearings. You make bearings for heavy torque that go slow and last 50 000 hours. You make bearings for light torque that go fast and last 50 000 hours. Once you make bearings for heavy torque that go fast, you're looking at 1000-5000 hours of operation. Suddenly a full engine breakdown is on your yearly car maintenance so that's not going to work.
@@Rizon1985 Yeah, I wonder if instead having each piston attached to a crankshaft which then drives the main shafts through 90 degree gears might produce better results
Yea the swash plate will probably wear out super fast unless it's made from some kind of super metal like titanium or inconel or something idk
@@joshuasimmons2412 The chambers will use lubricant to prevent galling just like in any crankshaft housing.
@Rizon1985 well yea, but the perpendicular forces instead of parallel put way more load on it than a normal engine though. I'm not saying it can't be fixed with better material and tolerances and things but it could be a potential problem
I love your rational and completely unhysterical approach to evaluating these new engine designs.
He is cool
Except with Alfadan lol
@@ScarlettStunningSpace he learnt a lesson there 😂
@@facepalmboy4203 At least this engine is a proven concept that runs lol.
Just like in the Detroit Diesel two stroke engine, the blower was necessary for it to run. Because of the fact that it has ports for the intake, and to an extent, the piston acts as a valve to close off the intake. Those engines have very poor vacuum so they can't draw in air very well, that's why they need the blower.
This is an existing idea used on the Rapier Deltic engines used in railway engines and more often in high performance shipping (minesweepers for example). These engines had some issues that were design related so it’s good to see it being re-engineered in a modern environment with better design tools.
Napier.
@@markbeale7390 I didn’t even notice until you pointed it out. It’s an age thing. A friend recently rebuilt one (because he could) and my father was a chief engineer in the RN. The Deltics were his expertise as they required a lot of babysitting. Very high power to weight ratio. I for my part was involved in Electro Motive Diesels and GM as a distributor for engines that included the big supercharged diesel two strokes. You could dump full load on those (over a MegaWatt) in one step. Great for trains, tugs and emergency power generation.
The Napier Deltic was a development of the German Junkers Jumo 205 to 208 aircraft engines, effectively putting 3 of them together in a delta. Napier licensed the Jumo before WW2 and worked on their own variants. Many people had tried to make a delta engine and failed but Napier realised it would work if one of the 3 crankshafts should rotate in the opposite direction to the others.
@jacksjaunts8580 That's very interesting thanks,napier made a rapier engine,a 16 cylinder H configuration.
I read the New York fire debt have or had a deltic fire pump to deal with high rise fires 🔥.
@@lisakingscott7729 Very informative thank you 👍
This would be a great small / light aircraft or drone engine. Aviation engines tend to run at high RPM continuously. Maybe in a push puller arrangement with two props
Especially good for aviation there are no belts/chains and a simple design is everything you want, especially if you're on to going to the FAA for getting a permission ^^
Motorcycles as well come on!
Using it to drive a prop certainly helps with the pressure on the swash plate.
@pespsisipper yep, my first though, perfect powerplant for 2 wheels.
Aviation engines run at very low RPM, typically redlining at 2400-2800. They do this because propeller tips tend to tear themselves apart at high speed. PSRUs (prop speed reduction units) add bulk, complexity, and reliability problems. Aviation engines typically run at 75-85% throttle in cruise. Having said that, the low torque high speed engine may have improved vibration qualities (small torque impulses at a high frequency) that allow reduced PSRU complexity and increased reliability? It would certainly be fun to experiment with.
Great presentation and explanation. Interestingly, Napier built an opposed piston 2-stroke diesel engine many years ago in a triangular format with three crankshafts called the 'Deltic'. Used successfully in trains for many years!
Deltic made a great sound!
And marine craft before that during WW2
Old Soviet tanks T64 had 2-stroke direct injection internal opposite engine named 5ТДФ
@@maxjooherand future us tank engine (ACE - advanced combat engine) is also supposed to work with this principle
I seen that on curious droid
I was going to say "Okay, but this is still a 2-stroke engine...?" and then you covered it lol. Thank you.
Looking at it purely mathematically, i can see what they mean: 2 strokes per cylinder = 4 strokes per 2 cylinders = 4/2 =2, but here they are sharing the same intake, compression, combustion and exhaust strokes, so you have 2 strokes per two cylinders, = 2/2=1.
Yes it's still operating on the exact 2stroke principle, but i get what they mean also, and yes that is good for publicity, so why not?
@richardwilson3336 it still takes 2 strokes to complete the combustion and exhaustion cycle, so unless they're doing that all in one stroke, which is just about impossible unless we discover technology that allows us to combust exhaust efficiently, it's still, at its core, just a 2-stroke engine.
I love this guy I am hearing impaired and hespeaks slowly, delibertly, with perfect diction.
Probably because he is European, and many times people from different countries get self conscious about their accents. Great to know that by doing this we actually help some people with impairments understand us better, cheers!
Nuerotypical youtubers will use huge variations in their voice and talk a million miles an hour for dramatic effect to keep people enganged, I just find it annoying.
He's very clear and concise.
not only that, but it has good captions too, not the terrible auto generated youtube ones
My apologies to you and to him but I find the audio of this video annoying and don’t wish to continue viewing it strictly because of the annoyance
It'd make a good motorbike engine, with their light weight compared to cars and not having the need for big torque at low RPM, and the lack of camshafts, chains etc. would be great for low required maintenance. I owned many two stroke bikes in the 1970's but one was always aware that they'd wear out pretty fast, at least regarding the top ends.
Great review, as always.
2 straight me bikes are amazing
I miss my 1982 rd 350 lc
Motorbike engines can already make that much power with that displacement. There's no advantage.
@@EstrogenGhoul I once had a ported Kawasaki 500 that made around 80 crank horsepower but was totally gutless at anything under 3000 RPM, needing lots of clutch slipping to even move off the line. A Suzuki RG 500 Gamma made about 95 crank horsepower. To my knowledge, only Bimota's ill fated V Due was a 500cc two stroke that made about 120 BHP in roadgoing form, and like all two strokes, needed tearing down too often. We're talking about usability here, not racing or dragstrip antics. This engine had a 500cc displacement. Have you owned one or smaller two stroke road bikes that were tuned ? If not, I can assure you that you'd soon be sick of the sight of them if you had to use any at throttle openings of less than flat out. I also had a Suzuki T500 and GT750 in standard trim that were pretty torquey but made only 47 and 70 BHP respectively.
@@michaelarchangel1163 True enough. I had a gamma for a while, enormous fun but the square 4 setup was just plain stupid if you wanted the engine to last. I'd be worried about the durability of this engine too, and for about the same reasons as the gamma's 2 rear cylinders. the "intake" pistons are going to be effectively cooled, but the exhaust side is going to get really hot, really fast.
There's probably room for cam profile shenanigans in this case, you could, for example, "stall" a piston at TDC or BDC (stupid terms themselves in the case of what's effectively a swash plate engine), with the most gains probably by holding the exhaust open longer to help scavenging, but I really can't see this delivering enough to beat a conventional inline 4 600 without forced induction.
@@EstrogenGhoul 4 stroke 600cc engines can make 120 hp, but require revs up to 14,000 (give or take). This makes them very inefficient. They are being regulated into non existence due to emissions and noise pollution. They are also very maintenance heavy. Most supersports require significant maintenance by the time they reach 40,000-50,0000 miles and just aren't very good for anything other than going fast.
What struck me was the complex shape of many of the parts and how polished/plated I'm guessing the main shaft - swash plate parts are. Most mass produced engines eschew anything polished with the possible exception of valves and possibly ports. It adds loads of cost to the end product
They're probably not in the stage where they optimise for mass production
This thing will likely be expensive to re-produce in mass. Whether or not this thing could live for a reasonable amount of time with the way people take care of their stuff remains to be seen. I don't hate it though.
@@Schaddn If they haven't been engineering manufacturing processes along the way then they're in big trouble.
While I agree with you on polishing /coating parts is expensive. They are waving the cost of cams,valves,and a traditional crank. It may be enough to offset the cost of hardening coatings.
Well, to make a crankshaft and cam shafts is only cheap because the mass production part was already covered in the hundred years+ since they started building those, but that doesn't mean those are not expensive to balance and manufacture polished parts.
Opposing engine was used since pre-ww2 airplanes but with diesel and turboes. They also used 2 crankshafts. That troubles may seem fixed and it's available to run on cars but certainly as powerplant to hybrid car (since high load can damage this engine more than it can be imagined). Some was even changed shafts/rollers with magnetic coils to generate electricity directly (and piston is slowing down/moved forward with coil resistance). Weird construction indeed but smh like this can be used as fallback (if coil resistance tuning couldn't be tuned reliably)
Could easily run a shaft through the center of the engine to connect both sides. That would require both sides to be in a fixed relation to one another.
Some turbos should help with scavenging.
Fab videos as always. Always makes me think. I'm an ex engineer and I love your presentation style, engaging and keeps the mind working.
cant remember which car it was, but there was an engine with a turbo or supercharger that didnt "push in" air but worked on the other end and basically sucked out the exhaust gasses. something like this could help. it could also create enough vacuum so that it could help with low end torque too
That’s basically what I was thinking… a small turbo.
No such thing as an ex engineer... ;)
Yep it could be a good idea but this engine is design to be use as a range extender so operating contex is full of starting and suddenly stops something turbos don't like to much.
@@rodrigomartinez3937 Ehh… not necessarily: as a range extender, it could be cycled on when the battery reaches 20% or so, and stay running until it reaches 80%. With suitably sized battery pack that could take half an hour or more.
My first thought was that it might be useful as a range extender or portable AC/DC generator system.
With it being relatively light, even a smaller 150cc might be much easier to carry around and generate maybe 10-20kW with maybe a whole 35kg package all in and that would be an amazing generator. Less rattly too seeing as it’s smooth.
Exactly, in one of the interviews the CEO has given he expresses that they want to market first those kind of markets, since it's the perfect engine for a range extender system due to it's really compact size.
I think range extenders are inevitable to fill the gap in battery technology. The smoothness of such an engine will chime well with the ethos of an ev. Also with the engine able to run within a relatively narrow rapm range, the design can be tailored to optimise port timing, compression ratio, scavenge pressure etc. to achieve minimum emissions.
I've been thinking a 49cc version that carries a similar weight saving advantage may well replace a whole lot of scooter / moped engines. Terrible fuel economy could ruin that, as well as other replacement-engine applications, but I don't know what sort of economy the 500cc engine gets.
typical limited thinking and reduction of innovation !!
For another excellent innovation engine with more uses, the Liquidpiston X rotary is excellent with very few parts, components along with air cooling.
I always found it weird how the Detroit 2 stroke diesel design was completely abandoned. Glad to see it come back somewhat.
love the old detroits !!
The emissions regulations killed them. Using direct injection and an oil pump would probably be enough to get them to meet regulations again.
@@affiliatereviews4079 Yeah, apparently you can get a kit with different cam timing, injectors and turbo that makes them meet current emissions, but the coolest part about them was the smoke and noise :), trying to get a 6x6 project truck happening soon :),
here's where one gets converted to common rail hi pressure injection;
th-cam.com/video/XocHVgHeOLQ/w-d-xo.html
th-cam.com/video/kRziS6C3i1Q/w-d-xo.html
Love those Detroit Diesels :)
Same here; I'd love to see a modern 92 series with common rail injection, bypassable blower, and twin turbos on the V engines.
Preferably with a long stroke as well, as I find the short stroke/bore ratios of Detroit 2-stroke engines to be rather odd.
If the slope wheels are heavy enough and properly balanced and free to spin, they can work as Fly-Wheel and carry torque themselves.
I really appreciate your break down on how this as well as other engines work.
This engine being so light would be great in the small boats here in the USA.
that engine is not light so its still heavy
@@steveharrigan3425 oh, the way that guy was holding it in video I thought it was. Thanks.
The weight and less complexity are the big selling points.
Hard to compete with a conventional ICE that can easily last 200,000 miles.
Love to see this in a dirtbike.
@@mxcollin95 No low end torque. Probably can't pull a wheelie 'til you hit 6000 rpm.
You did a fine job presenting this video on a non-biased professional manner explaining the operation, limits and application. The company like many new ones marketing a innovative product has to over-embellish to sell it to potential investors that are clueless on the physical/mechanical properties of its performance. Your statement is perfect in how you described it as a "contender in certain applications"...very nicely put ! Your presentation is excellent !
many applications except heavy machines, where we have the 2t diesel which works very similarly without the rotary assembly, check it out!
Is it just me? Why couldn't we hear what it sounds like? How high does it rev? I think it probably sounds incredible. I believe it has big potential in many applications, keep up the good work.
there's a few other videos showing the engine in Spanish YT channels, with sound and all
Found a vid with the engine running th-cam.com/video/Hc6eTABcLTo/w-d-xo.html
Think of about four 2 stroke motorcycles reving there engines, Then think of how stinky two stroke - engines are.
“Things tend to not exist and not be used before, at some point, they start existing and become used.”
Pure gold. Truer words have never been spoken. At least not until they were spoken in this video. Because, similarly, words tend to not be spoken until they’re spoken.
It would be interesting to see this engine paired with a hybrid system to compensate for the lack of torque. The lower weight and smaller package would also help compensate for the extra battery weight that comes with hybrid cars. But I guess this would essentially be the "range extender" application they mention
Depending on efficiency using a CVT could keep it in peak torque and make it very appealing.
This in a hybrid config with cvt is a legit perfect use case.
my thoughts exactly. maybe throw in some antilag and the tank setup Ford used on the wrc focus that got banned back in '08(?) and the whole system would be high output across ⅔ of the powerband. i can't say i don't want to try it.
There's quite a few free piston generators in the works that skip the whole big rotating mass and hence a lot of friction. Having fewer pistons for the same displacement is certainly better in terms of piston ring friction. It's a bit silly to have 2 engines in a car and not use them both all the time.
Then again, that's a lot of power coming out of a tiny lightweight engine, might as well just connect it to the front axle, no gearbox and just de-clutch it at lower speeds.
I see this engine as more useful for EREV (with 2 axial flux generators), boats and even airplanes.
I suspect that the weak point (and reason you'll always be torque limited even with forced induction) is those roller bearings running on the wavy ramp. There's also lateral loading on the bottom of the piston because it's pushing against an angled ramp so if you increase the ramp angle to increase torque, you're also increasing the force applied against the side of the cylinder wall. Their cutaway 3D printed models don't show how they handle those lateral forces (causing friction and wear), at all.
have you ever seen the angle of a connecting rod? There is already huge side load in conventional engine. this part is probably easily manageable especially since the piston is really long.
Yes. I agree about the roller bearing on the piston being the weak point. That’s a lot of shock and a big load for it to handle… not to mention the side loading of the wobble plate ends
@@TJPDmemberthe connecting rod has a bearing between it and the piston meanwhile this engine it is a one solid piece
@@copy4862 This is a 3d animation... Even tho they're not common, engine like this already exist. A "journal bearing" like we use on our crank still work the same on a flat surface as long as it has oil pressure.
I suspect the second wave plate, which retains the pistons from smashing into each other, deals with the lateral loading too. 8:56
I would have major concerns about longevity with that roller/cam design. How the lubrication system works will make a big difference there.
probably lots of wear and tear on that wavy plate, but maybe the lack of maintenance and tuneups might make up for it?
It looks like it is simple to service and inspect. It is light enough to lift out easily.
looks like the swash plate and bearings would be a wear part.
Well, they are rollers, so fundamentally less friction than cam shafts or pistons. Those rely entirely on a layer of lubricant to keep prevent friction.
Also the metallurgy of these components, as their meeting surfaces would be enduring some fairly unique stresses over time.
I would love to see a diesel version of this, as the version in the MX5 has a blower, then a 2 stroke diesel would work and may up the torque on the motor.
Excellent presentation without any hype. Down-to-earth and to-the-point. Really a template for good reviews.
I have enjoyed the video as always and as a mechanic/machinist/amateur designer, you never cease to amaze me with what you dig up and how you are able to explain it in Lehman terms so everyone is able to understand it .
I agree. (By the way, it’s “Layman’s” terms. Don’t you just hate autocorrect?
This could be really good for the aviation industry. It's the roller wavey components that I worry about in terms of wear and tear.
The rollers would be the part needed to be made of a material that wears easier so it can be changed from time to time and won't damage the wave block.
Was thinking the same. This can be a brilliant turbine alternative for light helicopters. IIRC the APU of Typhoon fighters is about the same weight and output as this.
Yeah ! Ultralight aviation will jump on this as soon as it gets commercial
My thought as well. Since the rollers are rolling in a circular path there is obviously friction in there. A little bit like an axial roller bearing, they are not great for high loads and high speeds.
Also boat industry
probably not so much a vacuum, the intake air is probably pressurized to some degree so when both intake and exhaust ports open, the intake rushes fresh air in and pushes out the exhaust
I'd pretty much written it off as a bad joke until the end when I saw all the other benefits - you're absolutely right, it has a LOT going for it, they should stop making stupid claims and talk about the low weight and ability to run in any orientation and all the other advantages it has, like a 25hp lawnmower! 🤗
Seems like a really slick idea, the part I would be concerned about is that the rollers are not attached to the swash plates which could create room for the pistons to “bounce” around on the swash plate during high rpm operation.
Everytime you stop such engine the pistons might stop touching the swashplate. And everytime you start it up they might strike the swashplate.
@@Eugensson sounds like someone needs to invent the swishswash plate 🤔
Check the design at 13:45 mark. The rollers on the pistons do ride in an opposed swash plate.
also, how long would the roller bearings last?
If you look at the little clips at 01:04 you see the rollers at the bottom but also a roller on the side. That one catches a slot on the side of the "wavy thing" and holds the piston in place. If you freeze at 01:02 you can see the slot what holds the piston in place.
The Detroit diesel engine is a two stroke with a roots blower to scavenge the cylinders by forced induction. The opposed piston arrangement has been used in diesel engines in Britian for years by using two crank shafts on opposite ends of the cylinder. Fairbank Morse also used this arrangement in large stationary and marine engines. I don't think the swash plate will hold up long term but it does make the engine extremely compact. Interesting design.
You're talking about Deltic diesel engines I believe, but they don't directly power the vehicle, they power an electric drive train iirc.
I believe the opposite is the case, with proper lubrication the swash plates will show minimum wear as opposed to crank/cam shafts.
@@amramjose I dunno, the cam in a conventional engine doesn't actually take nearly the amount of load that the crank does and modern roller cams can last a very long time when the valvetrain is set up properly. Plus, in theory at least, the crank journals should never touch the bearings while the engine is running. The bearings float on the oil a thousandth or two of an inch away from the crank journals. Most of the wear you see comes from startup, foreign debris, or not changing the oil before it becomes acidic from mixing with stray combustion gases. Maybe these new "one stroke" engines will surprise me, but it seems a lot more difficult to keep that swash plate oiled than a conventional crank.
@@flammenjc Napier deltics powered mine sweepers and motor torpedo boats 🚢.
This is know as the uniflow principle where a supercharger merely creates the scavenging flow to fill the cylinder with atmospheric pressure and flush the exhaust simultaneously. It works extremely well and my old boat was powered by the Detroit diesel using this principle.
No, this engine fires every 90°. A pair of chambers (4 pistons) fires every 180°, but there's a second pair that lies ±90° midway between them that also fires every 180°, i.e. at 0° cylinders A and C (two chambers, four heads) fire, at 90° cylinders B and D fire, at 180° A and C fire _again,_ and at 270° B and D fire _again._
Also, I feel like you could actually upgrade it to 6 chambers/12 heads without making it (much) bigger, but it may be that this would make the walls between cylinders too thin.
I've never found two strokes to be problematic. In fact, two strokes are massive fun
Can you imagine the fun 120 hp would be in a side by side!!!
@@abnerschmucker1I have two VMAX-4 750 engines just kicking around, lol.
Sounds like torque will be a problem though
@abnerschmucker1 some boffin will work it out 😁
Someone defending two-strokes in 2023 probably already suffered two strokes.
In a hydraulic piston pump the wavy thing is referred as a swash plate (or swash disk)
Isn't a swash plate a flat disk on a shaft that is tilted relative to the axis of rotation? In this engine I think the "wavy thing" would be more correctly called it a cam plate. It is anything but flat.
This is quite impressive. It has a lot of the advantages of two stroke engines without the drawback of burning oil. I would still assume it's not as efficient as a four stroke engine as I believe at least some of the air that goes into the engine during intake escapes out of the exhaust port. That might also be the reason for including forced induction. Either way, an 8-cylinder engine that weighs only 35kg is insane and I'd love to hear it at full throttle.
th-cam.com/video/Hc6eTABcLTo/w-d-xo.html
@@brentdixon9143 People like you are so impatient. People like you said the same shit when the 4 stroke was invented. Yet here we are. New 4 stroke engines are designed all the time by car manufacturers. So stop with your negativity, creativity and optimism is what made all of this possible. If everyone were pessimistic and didn't think outside of the box we wouldn't have any combustible, steam, pneumatic engines or electric motors. It's the pessimistic people like you that stop innovation
They put it on an MX5 to test and it worked quite well (although it was just for testing). They also successfully put it into a big scale RC plane and it worked well too. There’re a couple of videos (in Spanish) out there. The head of the project, Juan Garrido, says that a 2.0 generation is on the way and that it’ll be purpose built to work as a range extender for EVs. He also says that COVID hindered a deal he was ment to sign with an OEM manufacturer to develop it further with solid funding.
Sadly, it will be too fragile to be worth anyone's time. I don't see this thing lasting anywhere close to life expectancy of a regular 4 stroke.
@@alanwatts8239 It’s a new engine and a prototype, designs go through many iterations
This engine reminds me of the AC compressor on the car...
And as always, very detailed and comprehensive assessment... Love watching your videos... Keep up the good work...
Good to see the development of this type of engine continue. Certainly not a new idea. Many different variants have been produced since before 1900. I believe one of the most famous designs was a series of opposed piston diesel aircraft engines produced by Junkers in Germany beginning around 1932.
The English also had this configuration with their famous Commer truck diesel engines that had opposed pistons but unlike Junkers used a common crankshaft with a pivot and lever system for the pistons. Most unusual sound when the supercharger used to howl to boost and scavenge the engine.
@vumba1331 this was Rootes TS3 aka "The Commer Knocker"
those junkers were 2 strokes tho
@@vumba1331 Don't forget the en.wikipedia.org/wiki/Napier_Deltic
in the en.wikipedia.org/wiki/British_Rail_Class_55
Apparently sounded quite incredible.
Currently used in mk 48 torpedoes
Great content mate. It's always good to see these concepts for what they are. Shame these companies hide behind catchphrases and gimmicks instead of showcasing their strengths and intended applications. 😊
It's the unfortunate outcome of a world where marketing BS is the norm. Name any industry that doesn't exaggerate and misrepresent its products, and the company itself. We live in a world of influencers and double speak. The talent is to be able to spot the value in whatever proposition is being pitched. Sadly, exaggeration is often the first step in introducing a product to the world. People resent it when they find out there's a lot of BS involved, but if the product has enough redeeming features to overcome this resentment, it might get somewhere. However, being modest and truthful usually results in anonymity.
@@andoletube 100% agree with you.
La empresa se esconde detrás de un motor operativo revolucionario e innovador que funciona. Lo demás son chorradas.
It appears to me that it’s power to weight ratio would make it appealing in many applications even if the power is the same or less.
Yes, the question is if it's any better than a rotary in that regard.
I think how these engines could be used in developing nations. What a time to be alive
It's similar to the engines used in nautical torpedoes, with the "spin plate" and 6 cylinders.
The wavy thing bothers me, but I like the possibility of changing reciprocation profile (or that's what I'm calling it). Opposed pistons seem to be making a comeback, though they've been hanging around as an option since I think 1895 or some such. No cylinder head or valve train is a huge potential advantage. I always liked OP. I'm a little suspicious about the amount of vacuum that can be created here. Every OP I've ever heard of needs a blower or compressor, and I see no design feature to make this unnecessary, they all uncover the exhaust ports before the inlet ports, and by the time the inlet ports open the volume between the pistons is no longer expanding. So far, momentum hasn't been enough on any other OP design, I don't see why it's enough here.
"Wavy thing" is commonly called a swash plate. Many aviation hydraulic pumps work this way. Some can vary the angle of the swash plate in order to increase pumping volume.
@@Flies2FLL Some torpedo engines use a similar approach. Lots of power from a small package, short working life not a concern.
@@Flies2FLL This is not a swash plate, it's more accurately called an axial cam. A swash plate is a flat plate mounted at an angle so you only get one cycle of reciprocating motion per revolution, effectively the axial version of an eccentric.
I agree with you about the scavenging. The "air syphon" would be insufficient. It needs some positive PSIG at the manifold to function.
Lots of two cycle engines need positive pressure to operate. Detroit Diesels like the 6V71 required a blower to operate and keep positive pressure. Small motorcycle engines didn't need this and instead employ an expansion chamber in the exhaust pipe to drop pressure quickly, thus enabling scavenging. The difference in a design like this and what we'd commonly associate as being the job of a supercharger is that the blower on a 2-cycle isn't for increasing power. It's load on the engine is largely inconsequential, needing only to generate enough pressure to keep it higher than atmospheric. You could theoretically turn up the boost pressure and get more power, but it isn't strictly needed.
@3:32 and i'm loving this idea already. Using a swashplate instead of a crankshaft gives sooo many options. You can control dwell time of the valves, you can control dwell time at TDC to allow fixed-volume combustion. You could use the swashplate volume to pressurize the intake charge air (similar to how a 2-stroke RC engine uses crankcase volume). so much flexibility in this design.
You can even use the swashplate to customize the level of seduction for maximized rizz.
great video as always!
this is in effect a compact 4 cylinder evolution of the Rootes/Commer TS3 'knocker' diesel engine with a different motion transfer method from the pistons. the TS3 was incredibly clever in its motion transfer to a single output shaft overcoming the need for dual crankshafts.
and yes, the engine featured is a 2-stroke.
Great video! Thanks for the share.
one of the biggest downsides to opposed piston engines is the requirement of external scavenging to increase efficiency (basically a supercharger). i think at lower rpms it will work effectively, but to maintain high rpms will probably need forced induction to maintain the scavenging. you can see it on the fairbanks morse diesels, they use either a turbocharger or a scavenging air blower (supercharger) to scavenge cylinders
Also many EMD locomotives use a cool supercharger/turbocharger hybrid, where after a certain RPM the charger switches from super to turbo :)
In other applications we could call the "wavy thing" a swashplate. But as a swashplate differs slightly in most applications where it applies a fixed angular contact, perhaps "wavy thing" is more accurate here. Really enjoy your stuff, keep it up!
This engine type is used in torpedoes
The "wavy thing" is called a swash plate.
Good to know! Thank you.
Perfect for small aircraft. I hope it is affordable at release. Being that it’s round it’s a perfect application for many scale warbirds that originally used radial engines. It’ll fit right into a round engine cowl!
Except it's a high rpm engine & would need a substantial gear reduction to keep propeller speeds slow enough to be efficient.
@randyphillips559 if its reliable, the weight and complexity savings would proably even out
Agreed! 35kg 77 pounds vs at least 91kg 200 pound on a regular 4 cylinder engine is amazing. Wonder if they can get the wash plate (wavy thing) to rotate in opposite directions to cancel out any gyroscopic effect?
Just caught the end of the video where the airplane version uses just one wash plate but looses lots of power.
What do you think the price could be? Chinese manufacturers can very easily copy it and sell it for a few hundred bucks?
There was a much larger engine and was similar in design. It was a company called (As I recall) THUNDER ENGINES. It was flown successfully on a Rockwell Twin Commander and produced around 400HP and designed to be very easy and inexpensive (relatively speaking) to overhaul. It had 6 cylinders and 12 pistons. It was based on the General Motors air conditioning compressor that it self was based on an early 1900's internal combustion engine. The Wavy Thing is a Swash or Wobble plate. I suspect the best application would be aviation related as the torque needed would be at a fairly high RPM.
It was not better, it closer to just a inline, but a circle. This here although simlar so many times better.
Right, anytime you discuss low weight, aviation comes to mind. Starting with the ultralights, say under 60 lbs and making 45-50hp, then LSA at 100lbs and say 85- 120hp, and upward. The current piston designs are good but tend to be heavy. Reliability is the next level for aviation and then of course fuel economy. Turbines are reliable but thirsty. If any piston design could incorporate low rpm and still develop acceptable torque and hp, then you would have a solution to a great number of aviation problems. Perhaps this design that is overbuilt for a given application and develops the acceptable performance at a much lower rpm. Just saying.
This is pretty brilliant. I love the simplicity of the design. Seeing ingenuity like this is always exciting. And of course, any oddball engine is always cool and intriguing to dissect and learn about.
Check out the Omega 1 rotary engine.
VIDEO: Inside the Aston Aerospace Omega 1 Engine: How it Works and Why it's Unique
I like the Omega 1 rotary engine the most. It has no reciprocating movement. Less energy is wasted and less chance of engine brake down.
Its a 100 year old design lol
*“Why are we not using this technology already?”*
It’s about perspective. Everyone knows that the early bird does indeed catch the worm.
But carrying that thought further, you come to realize that it’s the second mouse that gets the cheese. 😶
Progression.
BTW, the “wavy thing” is known as a swash plate. Commonly used as refrigeration compressors. Universal in automotive A/C.
Also used in hydraulics… with a variable ramp angle, allowing for a variable output pump, or motor. Commonly used in hydrastatic transmissions that can dynamically underdrive / overdrive (continuously variable) without the requirement of fixed ratio gearing. tho they are often combined to maximize the benefits of each method.
Most commonly used in farm equipment.
Extremely cool technology.
This could be a real game changer for the ICE.
Varying the ramp angles in this engine would allow for higher torque at lower rpms, due to increased slope, and a longer piston stroke, literally, dynamically, increasing displacement AND more leverage on the ‘crankshaft’.
Vicee versa under minimal load conditions.
Plus, with electronic fuel injection being the boss, you can convert it into two 4 cylinder engines operating in parallel for heavy loads, and then dynamically shift to 8 sequential cylinders for cruising conditions.
Promise of power and efficiency, in a compact design, and far fewer moving parts.
What’s not to love about it? 😶
Great video. I'm not a mechanic nor an automobile enthousiast, but the normal clear voice, the care put in every explanation made me watch it yo the end. I appreciate a lot that the title is not misleading like so many videos on youtube. great work. I just subscribe to your channel as a consequence !
@d4a, you are the best man to analyze piston engines. The "Kugelmotor" or Wolfhart engine has been waiting 50 years to be analyzed. You could write history.
This seems like a game changer for recreational marine power. Especially for sail and cruising yachts, have 2 drive shafts would eliminate the need for transfer box and allow full power to a geny and prop shaft... I like it.
Thank you for presenting this novelty and analysing its capabilities based on facts. I also see the technology better placed in running at constant speed, benefiting of lower vibration (and potentially noise) levels. It's low weight is a huge benefit, but efficiency still needs to be quantified.
it is intended for long range and in combination with electric motors.
It really isn't a novelty FM had opposed piston two cycle engines in operation nearly 100 years ago.
@@danielmanly4793but then big oil decided they weren't burning enough
@@danielmanly4793but FN used 2 crankshafts causing moments of 1st and 2nd order.
This type of energy transfer runs very smooth without these vibrating effects.
But thank you for reminding of the opposed cylinder engine sharing the same combustion chamber.
It even was in serial production.
As a youngster I was precocious coming up with ideas regularly. My mother used to say “if it’s such a good idea, how come nobody’s thought of it yet?”
Most of the inventors did not listen to their mothers😂😂
@@thegame9305808 Actually most inventors had mothers that supported innovation, development, thus encouraged their children as they did their husbands too.
@donsmanufactorty; Are You claiming that Your mother was so negative ??!!
My mother was always encouraging, supportive with my ides, concepts, imagination, development desire to know everything around me, take apart, disassemble, reassemble, repair, fiix, develop, etc. Good Luck
Your mother stifled innovation... The best ideas haven't been come up with .
@@cyclonicbladeHow can you know that?
And if you know, why don't you speed things up by turning these ideas into reality?
Don't ever stop having ideas
Don't ever stop dreaming
I love how you debunk this engine and cut right through the smoke and mirrors to show us the truth. Good job!
Great explanation of this novel concept. As others have pointed out. This operates similarly to an AC compressor. Given its inherent design shortcomings of low torque at low rpm and like other 2 stroke engines, emissions issues, it may be a GREAT pairing for a Hybrid or PHEV. Weight savings, small space and high efficiency at high rpms match perfectly with a small electric motor.
Yes good point. Although I've always personally thought hybrids to be a bit crazy/nonviable due to having to having costs and complexities of both, but considering how they are used I seem to be wrong.
@@MsHojatHybrids, specifically Toyota, are awesome. I own two and they run perfectly.
@@MsHojat In practice hybrids are great, so you have to reevaluate your opinions to match the evidence.
novel concept, that was already patented in 1877 by Ferdinand Kindermann
Screw cars, imagine this used in an outboard boat engine or a jet ski. If it really does give over 100 HP weighing 35 kg, this could be strapped onto a kayak and turn it into a water rocket.
The size and wight numbers look very promising - as well as simplicity. This would be a perfect candidate for charging a hybrid electric car, do very well for aviation, and for generators, pumps, compressors and the ilk. If it can indeed improve efficiency over other i.c. engines that is even better. In a steady run environment like pulling generator/pump/compressor it could probably be tuned optimally for the rpm/load and really shine. I look forward to the applications of this engine!
I agree. I am concerned over the piston ring wear and requisite starting torque. A 9:1 sounds good, I like ICE heads that operate up to 11:1. 1 liter is in the range of my expectation of a mostly constant rpm 'charging' motor. 8 piston heads for 1 liter is too much imo. I am also suspect of the "wavy thing" tensil strength and it would seem to make a lot of friction to translate motion linearly to laterally (basically) (Bearings are also a fail point). A turbo-charged 2 cyl. diesel traditional ICE producing high torque w/ connectively tuned generator (highly wound) could certainly drive my prius w/o motor driven assistance imo. The turbo is not about rpms, it's about actively pumping the intake imo. While I think the INN is novel, and weight suited for certain applications (aviation) ... I think it's all about material composition and the costs of them. Titanium and derivatives would be my first choice, but cost preventative in the road transportation space. It would work small scale as in aviation and large scale in railroad, but the in-between 2-3-4 wheel not so much. The double ends suit contra propellers if geared wisely. I'm over thinking it, but I support the supposition that this motor has a place which isn't overly broad imo.
I'm curious if this would make a good motorcycle engine. It's light, simple and easy to maintain, which are all qualities of a good motorcycle imo. Wonder how power would be sent to wheel though.
I don't see how this engine can work. All the forces are oblique, which means terrible fuel efficiency and high pressures on the roller and swash plate surfaces.
Hybrid cars do not use the engine to charge the battery (unless the car is idling).
The volt does. All the engine does is generate electricity. Much like a diesel-electric locomotive. With this engine you could power the wheels directly off one end of the engine and a generator off the other to charge a battery.
This looks like an excellent choice for an EV "range extender" generator. Likely very quiet and smooth along with very, very compact.
And apparently that's what they intend it for, but for some reason chose not to go that route with their advertising? Kind of strange to me, also seems like it would be nice to be paired up with Honda's tiny electric motor that can be bolted to one of the flywheels to add 30ftlbs at zero RPM and then allow it to just zing up to the revs.
15:06 The supercharger is a standartised intake design for two strokes who don't rely on the changing crankshaft volume to feed the transfer ports. Since this engine has no crankshaft, the supercharger is mandatory for running it. Similar intake designs can be seen on a ship engine.
The first thing I thought when you started describing this engine: That will have low torque, but will be great for generation in hybrid vehicles. Or in boats or planes where torque isn't as big a deal.
Plane engines need max torque around 2700 RPM based on their propeller length, otherwise the propeller will start cavitating. You can add a transmission to reduce prop speed at the cost of reliability and weight. Plane engines have a very long stroke to bring the power lower in RPM, a common engine the Lycoming O-360 has a 4.375" stroke where as a chevy 350 has a 3.48" stroke.
@@JankyShack It's bore/stroke ratio, not absolute stroke length. Long stroke designs have smaller piston diameters, which is very restrictive for piston port valve sizing in 2 strokes. Everything depends on everything, one of the most basic Physics principles all designers face.
@@billtaylor3499 Or you just change the number of cylinders.
I like it, being in primary and secondary balance is lovely, could see some motorbike attempts at using it just because of the balance. Small and light too. Don't think it'll revolutionise anything, reading their promotional information was painful, but still seems like it's got plenty potential for some fun builds.
Edit: I wonder if it'll suffer from bad wear in the cylinders though from the lateral forces caused by the ramped cam, or significant efficiency losses from handling it.
@@RJM-II There's already 2wd drive motorcycles on the market, but mostly hydraulic or driveshafts via the fork headstock route and for dirtbike use. The Tesi was the Bimota hub centre steering bike & its very marmite to ride because it just feels so different even without 2wd, Yamaha made a HCS bike (GTS1000) & hold a patent on a 2wd GTS setup with drive fore and aft from a central point but never put it into production. Suzuki the same with their Nuda working concept bike but no production variant. Christini are probably the leading success story for awd & do awd kits for motorcrossers using a hydraulic drive system from ohlins.
I think this engine wouldn't help solve any of the issues as if you side mounted the engine and took drive from front and rear, independent of each other, you'd need two clutch/gearbox setups and to keep them in sync and that's without considering the need for differential drive speeds mid corner. If you drove a common idler shaft from the two ends, then fed that into the input shaft of a single gearbox, that would give you a conventional setup, then you would have to solve the issues that caused the gts awd and nuda to never go into production.
If you build one, can I blag a go though? :)
th-cam.com/video/brrTUmBk4u8/w-d-xo.html
Good point about the ramped cam causing lateral forces. This has been addressed
in other "basically conventional" internal combustion engines, and has been patented.
It does add weight, complexity, and cost, and therefore is not widely used in vehicles,
although it can improve fuel mileage by perhaps 1 or 2 percent.
If GTA 6 was so good we'd already be playing it
A well balanced presentation. I like the concept, even though I see potential for way more expensive maintenance. It's really two synchronized 4 cylinder engines which both fire on two cylinders at the same time. The power of combustion is shared between two pistons connected to different drives, with two sets of pistons delivering power to each drive at the same time. So it's really equivalent to two independent (synchronized) two cylinder (two stroke) motors connected to separate drives. At the end of the day all that matters is if they can deliver power while maintaining or improving fuel efficiency. Short and long term running cost will decide the fate of this motor...
hmmm....
Mejora la eficiencia, eso está demostrado. A igual capacidad de cilindros tiene el doble de potencia. Además pesa menos, y consume un 30-40% menos combustible.
Lo que falta saber es su duración y coste de mantenimiento.
Creating rotational force by pushing rollers onto a slope seems like it would be very hard on the parts - especially on one side of the cillinder and certainly not the best way to produce a lot of power on low RPM. Also, it reminds me of an AC compressor :D
Even more than that. In a compressor, the "wavy thing" (the swash plate) moves the pistons. In this engine, the pistons push on the swash plate. It's trying to force energy into a cam, a feat as difficult as turning a worm gear from it's mated flat gear.
see whats funny is that conventional piston engines actually have many small rockers on camshafts that control the valve timing, which I assume adds a lot of friction as well. but we don't see camshafts being broken all the time and these being beefier I assume would be durable with oil lubricating the surfaces.
@@arthurfunk3104 excellent analogy with the worm gear
@@-aid4084you are comparing a tiny light-weight little valves and springs against a big heavy pistons energised with power strokes. Camshaft did wear out over time, though miniscule wear marks against cam roller are visible, no big deal since its only for timing control. Engine piston however transferring powerful energy directly through that "wavy thing"
Rotary hydraulic motors fitted to earthmoving machines use a cam ring with pistons pushing balls or rollers out against the cam ramps to produce rotation.
Your description of this very unique engine just got you my subscription. Great job explaining this interesting "one-stroke".
clickbait fake 😂
ditto.............
My subscription too!
A great, informative balanced video- thank you. I'm a 60 yr old motorcyclist, my first bike at 16 was a 2-stroke Yamaha RD350; my current bike, of 20 years, is a Honda (4-stroke) CBR1100xx. That yammie engine, light as a feather, temperemental as anything, easy to fix, this honda engine massive heavy solid chunk of robust reliability. Both generating great power in their own ways. It would be great to know where their horsepower figure arrives, their claim is for approximately twice what my honda makes. It seems the engine could be well utilized in a motorcycle, very little weight to budge compared to even a lightweight sports car. FINALLY, I would venture the dodgy nature of their claims and presentations may do with corporate structure: marketing people are not engineers and vice versa. Engineers don't get to spin the narrative that goes out to the public any more than marketing personnel get to install a blower to achieve a certain "optic".
Oh, and, reed valves.
Great analysis. The best marketing for this engine is as you said, simplicity and compactness. There are tons of applications where having a more compact engine would free up space for other things. Such as the forementioned range extender engine for a EV. This engine reminds me of the axial engines used in torpedo propulsion systems.
You are correct. They should focus on how tiny it is, and that when supercharged to exhaust purge properly and apply variable boost depending on load, you get a lot of power and efficiency from such a tiny plant, not to mention the simplicity of the system compared to the typical 4 cylinder. Driveline connections at both ends is another huge benefit.
Lightweight is appealing for aircraft.
How is a "driveline connection" at both ends a "huge benefit"?.... 🤦
You could do the EXACT same thing with a normal piston engine. The crankshaft literally goes from one end of the engine to the other.
Also, I wonder what would be the cost benefits from a similar performance classic engine. It could be the game changer in a lot of applications.
@@Charly325555 since it's still burning the same gasoline as other engines, and most modern engines are nearing their peak thermal efficiency as it is... It's main selling point is that it's compact and lightweight.
Considering many modern cars can already accommodate small 4 cylinder engines that don't weigh much to begin with (and make nearly as much power/displacement), you're probably not going to find anyone wanting these in cars.
@@jasono2139 I'm thinking the same thing. One could theoretically put an out put shaft off the front of an ICE & run a transmission off the front?
The way this video explains these concepts is fantastic. I feel like I could learn anything from this guy. Thank you!