Just a minor detail... in the lower right at 7 seconds in, that's the engine I work on in my shop. The Orenda turbojet was designed and manufactured in Canada. Its American counterpart is the GE J47. Both of these engines were used in the F-86 Sabre jet.
I think that it was mainly emissions that killed 2 stroke cars. A buddy of mine brought his Trabant over from EG and drove it on IH-35 regularly. Many microcars also used 2 strokes and these , along with scooters, helped get Europe back on the road post WWII. Almost forgot, but SAAB used a three cylinder 2 stroke inline design for many years in their earlier models-John in Texas
Could totally do this with a rotary. Utilize the first rotor for precompression and the second rotor for combustion. It solves the issue of the rotary's current issue of a hot side and cold side per rotor. Rather than having a hot and cold side, you could have a cold compression rotor and a hot combustion rotor. Basically a high rpm gas turbine engine except with rotors vs fan blades. This makes so much sense for the rotary since it can hit high rpm and recent rotary research encourages high rpm low weight rotaries that use the centrifugal forces to hold apex seals in place. Since the rotaries are stacked too, you can literally just pass the air from one rotor to another rotor all internal to the engine rather than using auxiliary piping. This is big money. Could finally make the rotary what it was meant to be. Very little moving parts, long-lasting, a ton of horsepower in a small package like a gas turbine, while also having the throttle response of a piston engine. Make this happen Mazda! Edit: Researched this design concept more and came out with an even better concept! Rather than even use rotor 2 for combustion, remove combustion from rotor 2 and separate this into a combustion chamber that sits in between rotors 1 & 2. Rotor 1 acts as a compressor, a giant rotor feeding extremely compressed air into the combustion chamber which is a constantly lit flame front. The chamber has a fuel injector and a spark plug and its job is to mix and ignite the fuel. However, once the spark plug lights the first flame, the flame stays on until the engine is turned off. As rotor 1 pumps air into the chamber, the gas/fuel ignites, expands, and enters into rotor 2. Rotor 2 extracts all this expanded gas energy from the combustion and drives rotor 1 via eccentric shaft. Coolant is focused all around the combustion chamber eliminating the water seal that constantly fails in the RX-8. The rotary will compress air and extract exhaust gas energy on both banks of each rotor one after the other which results in compression and power at every 180 degrees of crank rotation. Almost all expansion energy is extracted in rotor 2 because all fuel is completely burnt after the combustion chamber except in rich conditions. Holy crap this would maximize efficiency! 100% fuel burnt after combustion assuming 14.7:1 AFR and then it enters rotor 2. If Rotor 2 is optimized to extract exhaust gas energy then it would be one of the most efficient and compact engines ever. The design would only require 2 rotors/housings, a center section with 2 combustion chambers, 2 fuel injectors, 2 spark plugs, and a single eccentric shaft. All that is left is coolant routing and oil routing! Also since combustion is a constant pulsing flame, wear and tear are greatly reduced, this allows for extremely light rotors for very high rpm and greatly increases engine longevity. Definitely would last over 150k miles or even more! Will also sound like a giant pulsing turbo. Someone needs to make this! If nobody makes this I might go and make it. Comment what you would call it, I'm thinking maybe "Rotorbine" Eh...
I could be wrong, but I think back in the 30s or 40s, Rolls Royce was experimenting with rotary designs for military use, and came up with a diesel 4 rotor that worked like this
The rolls Royce diesel rotary was basically the same concept, 4 rotor with two big and two small, the two big were pre compression rotors and the two small were combustion’s rotors
@@shoobfloof22 Oh wow, engineering explained actually made a video on this Rolls Royce concept. The damn thing made 350 hp @ 4500 rpm with the same power and way less weight than a comparable V8. This was in the 1970s. Imagine if we made one today that pushed rpm to 10,000 so it was reliable with centrifugal forces holding the apex seals and was used as a high rpm performance engine than the high torque low rpm designs Rolls Royce probably preferred. It is unknown why it died before production, most likely politics at Rolls Royce. Edit: Now it makes sense why they killed it. Low rpm rotaries would result in apex seals that chatter and break. Rolls Royce was probably unable to solve the issue of apex seal failure since they were using the rotary at such low rpm. Back to the topic though: However, the Rolls Royce design is very different from Entry Ignition. The Rolls Royce version utilizes compression to ignite diesel fuel by dual compression of diesel fuel by 2 rotors. Instead, my design uses the Brayton cycle which will pass compressed air from rotor 1 into the constant spinning flame front inside rotor 2 to generate power, hence the name Entry Ignition (Air from Rotor 1 enters Rotor 2 for ignition). Technically this already happens with regular Mazda Rotaries cause we always get Entry Ignition when the rotary dumps fuel and air which ignites as it enters the exhaust. They just let all this energy go to waste cause they dump it out of the exhaust pipe as flames. Also probably why they get such crap emissions. If they can pick this tech up, it would solve their emissions problem, their problem with a hot and cold side of each rotor causing failure, and increase horsepower output. Boom, just fixed Mazda's engine innovation plan for the next 10 years. Pick it up Mazda! It's big money! Link for Rolls Royce design: th-cam.com/video/1pDjwaqU0dU/w-d-xo.html&ab_channel=EngineeringExplained
Sounds like there could be a lot of parasitic power loss with this engine design. You have 4 cylinders with 4 pistons being moved by the crank shaft, yet only 1.5 of them is actually generating power.
@@NickVetter That and why don't you just use a turbo to recover that power, and how is this engine not fucked already from the extra rotating and reciprocating mass. How is the engine not tripply fucked from having one piston constantly producing a ton of heat.
@@DeadpanPear Yeah, it seems like you could replace the first and last cylinder with a turbo. The only problem is the turbo probably won't work at low rpm.
@@joshmnky This kinda sounds like turbo-compounding, in which the exhaust turbo is actually geared to the crankshaft. Or you could just make it an electric assisted turbocharger for low rpm.
The triple expansion is also still seen in some modern Arctic/Antarctic ships powered by gas turbines. The turbine is essentially the first chamber, and then they have 2 more exhaust "stages" before the outlet, to extract every btu possible from the fuel.
Can I just say that it’s amazing you guys pour your hearts into making these hilarious videos EVERY SINGLE DAY? I can’t thank you enough for all the laughs and knowledge I’ve gained from this channel.
You forgot the two stroke Detroit diesels. They were in production for awhile until they couldn’t meet emission requirements. There super cool and would make a great episode on their own
That "getting you pumped about engineering" bit absolutely hooked me into hitting Subscribe. Not just your enthusiasm, but all the supercool info. As I understand it, the EI engine makes power from the large exhaust cylinder as the small combustion cylinder is on the return stroke. Letting the engine scavenge otherwise wasted power, and in my opinion, making it a ONE-STROKE engine. :-)
My father told me stories of my grandfather meticulously revving the 2stroke engine of his Trabant before longer descents to oil up the engine for prolonged engine braking.
There's a TH-cam video (Doug Demuro I think) where the guy reviewing a Trabant gets strict instructions from the car owner to just avoid engine braking altogether. The driver just put the engine in neutral and used the brake pedal to safely drive downhill.
@@wildman510 more than pump the throttle, I would say a steady slight hold, being mostly on the throttle more than not. i race motocross and the idea behind two stroke dirtbikes is being on the throttle is lubricating the cylinder, off the throttle it’s not
You might think that there would be a modified oil can connected to the engine crankcase…. Give it a squirt for heavy loads or for descending hills… have a small reservoir to dribble the oil in over a period of thirty seconds or so. Each squirt puts three to ten cc in the reservoir.
These guys really are great I can't thank them enough I'm 22 and my dad passed when I was 17....didn't have anyone to learn off of....my pops was an avid mechanic and welder always out and about working if he wasn't with our family....when he passed from lung cancer I didn't know what to do with myself everything I was learning from my dad ended up stopping and yet I had the urge to continue his legacy....donut media has been my "2nd dad" so far and I can't thank them enough
My son is now 32. I showed him taught him “man stuff” from an early age. He now out performs me in everything from welding to driving. What I’m trying to say is, I showed him the basics and he went on to improve by practice and research. TH-cam played a roll, and STILL does. Hang on in there young man, and rest assured that your dad would be VERY proud. Keep his legacy going, and as the other poster said, you’ll make a great dad yourself one day. Good luck lad. Just remembered a typical example. He was 15 or 16 at the time. We got a puncture on a motorway. I told him to get the wheel nuts ( lug nuts) loose whilst I set up a warning triangle. By the time I got back to the car, it was jacked up and the wheel was almost off . I dragged the spare out of the boot, lined it up, and went to retrieve the triangle when I got back, car was ready to go!!
I think it’s worth noting that some MotoGP engineers and riders have said that were the 2 stroke bikes brought back today, with the advances since they were phased out they believe that the 500cc two strokes may be able to make more power than the 1000cc four strokes. Namely things like DI fuel injection, advances in digital engine control, and the continued development of 2 strokes by some motorcycle companies are believed to be able to make a significant difference in the amount of power the engines are able to make. When the regulations first went to the 4 strokes they were much more powerful than the 2 strokes but there have always been some in the industry that attributed that to lack of development being put into the 2 strokes since they were exclusively used in motor sports and power sports. I would sure love to see what a modern day 500cc 2 stroke 4 cylinder MotoGP engine would look like when you let it off the leash.
First piston induces more air into 2nd piston, 4th piston generates a little extra power from the waste exhaust gasses, sounds like a turbo to me, replace piston 1 and 4 with a turbo, oh we made a turbo 2 stroke
Maybe a series hybrid application could work? Something like the Regera or Honda’s “E-CVT”? Well, the concept of a two stroke diesel worked pretty well- I don’t know why they couldn’t just apply the same concept to the engine just adding another fuel injection point and replacing the injectors with spark plugs Edit: well Ferrari’s idea was pretty much that second thing I mentioned, specifically referring to the Detroit Diesel (or many larger marine diesels), which had a separate oil system and used a blower for intake pressure as well as had an overhead exhaust valve
On the topic of how many cylinders it would take to make an equivalent to a regular 4 stroke, I think the most logical solution would be to use the W design like Bugatti uses, since that wouldn’t be too hard to fit in, even if you’ve got a W16 that’s equal to an inline 4, just seems like the most efficient way to fit into a car
Being a car guy at heart,but never having had the opportunities growing up to learn about what makes a car do car things, you guys learn me something new everyday. Thanks for that. 👌🏻
If you like deep tech explanations (but easy to understand), may I suggest you two channels : _Driving 4 answers_ and _Engineering Explained_ . Trust me, those two channels are incredibly pleasant to watch 😇
If you find a way to spin a turbine (turbo) between the compression cylinder and the last (expansion) cylinder, it might work. You could (in theory) get this thing to make the same power as an old (medium-sized) pushrod V8. If you could maximize the torque potential, I think it would work. In that case, it could potentially work for a utility vehicle.
The difficulty may be weight. They said on the video that the engine is pretty heavy, which is fine in a stationary setting like a power plant, but in a vehicle the engine has to move the vehicle and itself. This adds a layer of complexity, because you need a three-way balance between efficiency, power, and weight.
I wonder what the chances are of seeing propane powered EVs. Since I work from home due to the vid, my SUV spends most of the time in the garage. Half the time the wife and I take my vehicle it is just to make sure the gas in the tank doesnt go bad. It would be nice if i could just fill the tank with propane once and not have to worry about the fuel going bad because i never drive far enough to use up the battery in my EV.
It seems like the concept is “make more use of the fuel we have” instead of “use less fuel”. Which is an interesting take on efficiency. However, it’s hard to imagine how efficient 1-2 cylinders doing the work of 4 actually would be.
The added weight, complexity and cost of this engine concept are definitely going to prevent it from ever seeing the light of production. You'd need to basically build a W12 with it to do the same amount of work as a forced induction four cylinder. That doesn't stop it from being an interesting concept, tho.
It's an "interesting" take alright, it reminds me of how when we started hitting the cap on combustion engine efficiencies, they came up with the 'start stop technology' to kill the engine at idle, and alot of cars these days don't come with spare tires, jacks, or irons, anymore to save on the 60lbs and juice the MPG ratings for a few more digits. Gotta love "creative problem solving" 😏😆
@@andrewolson5471 it's actually a nice riddle because one rotation gives power from two cylinders and the other two compress the fuel which reduces the need for a charger and gives more power. In the end it might work like a four stroke with more power gained from compression. So those four cylinders give similar power to a similar sized 4 cylinder four stroke and could have more compression. It's the variety in cylinder size and proper timing that is the problem, it's complicated and needs a lot og unique parts.
It's "use less fuel for the same work," which is essentially the same thing said another way. Unless, of course, you mean actually reducing consumption by driving less or switching to EVs. But efficiency actually means just what you said, recover more energy from the fuel we are already using. The typical ICE is 25-40% efficient (Priuses, for example, approaching the top of the range). Power plant steam engines might approach 50-60% at best. Theoretical maximums aren't great, and they'd have to improve exponentially faster than in the last 50 years to improve efficiency to match BEVs. There are obvious drawbacks to battery cars, but efficiency isn't one of them.
that valve between c2 and c4 to me is probably one of the huge issue you didnt highlight, creating a valve that can open an close that quickly enough and at those temp , speeds and pressure
The efficiency returns of Mazda's Skyactive X was far less than the tech seemed to imply, but at it's heart, it's still a standard engine. This all new technology seems too complex for it's own good.
So my family owned a 2007 Mazda CX7 and it basically had SkyactiveX technology before it was called SkyactiveX. Those models after a while had massive emissions, sludge, and turbo issues because of Mazda's failure to recall known issues with the turbo and engine. $20,000 worth of engine repairs just because Mazda wanted to be cheap with seals and injection valves.
Hey, I've studied these engines at automotive school, the tech is really more than it seems : Adjustable connecting rod length and microwave "spark" plug Wich allows to compress the fuel more and ignite it entirely at the same time, they get the same efficiency as diesel with those engines, wich was completely unseen before
my favorite thing about jer-bear is he goes from dropping some serious knowledge, showing just how educated he is, to doing a weird voice and saying or doing something absurd. you are hilarious. never change
With all the fun and jokes, everything sinks in. You guys have helped me with engine swaps, turbo upgrades, etc... love you guys and thank you. PLEEEEEAAAAASE DO A SAAB 95 AERO episode!!!!!
Same. I wish Donut would get their act together. They often prove they aren't all actually car(or motorcycle) guys, but just actors reading a script. Like when James said the Ferrari F40 had 270hp...I still like them though. Well, most of them...
That was the least annoying audible thing in the video. They seem to add 7 minutes of 7th-grade "humor" to 5 minutes of content, and that 5 minutes is 70% reliable and accurate.
If you have an audience as big as theirs you're no longer gonna want to cater to what are basically 40 year old car snobs. Id say the humor is a good thing since it well, educates and entertains the younger audience at the same time; letting Donut not do that would be gatekeeping
Some aspects of this engine design remind me of the old triple-expansion steam engine. Three cylinders were used of different sizes to extract more of the thermal energy from the steam before exhausting to the atmosphere.
@@thecloneguyz Thermal efficiency reasons. Space constraints. Weight constraints. Usually an abundance of water to use during its operation. The times you usually see condensers are when there are either contaminants in the water that shouldn't be released into the environment or turbine, or there's a scarcity of water. Nuclear reactors that directly boil water (in contrast to indirect cycles that send it to an isolated loop) will definitely want a closed cycle loop because that steam is now mildly radioactive. A closed cycle loop in general would mean outside contaminants are less likely to be introduced to the sensitive turbines compared to if fed from an unfiltered source like a river. Some steam trains have been fit with condensers simply because there was a scarcity of water in the area they operated. But in general, condensers are a source of inefficiency. Heat engine efficiency is a direct relation to the temperature difference between the hot reservoir and cold reservoir of the system. Condensers introduce a restriction to the rate waste heat can be rejected from the working medium and into the surrounding air. If the working medium cannot be cooled back down to ambient temperatures, you've effectively raised the temperature of the cold reservoir and reduced efficiency.
@@BrokenLifeCycle I would add that I read samething about train condensers where used during Wars so that the trains had to stop less /stay moving or to reduce the visibility a bit even saw a picture off a steam Lokomotive with 2 condenser wagons behind the Tender
The steam is condensated into water to be boiled to steam again to repeat the cycle Also it's about pressure not heat that's why you have a high, intermediate and low pressure cylinder in a triple expansion engine
Had me to the end, I loved the concept of the engine as much as your excellent ability to present all of the material , regardless of it's developmental stage.
@3:20 It wasn't the Saab Sonic, it is the Sonett, that specific one is the Sonett 2. The Saab Sonett 1 was a super sport prototype that looks amazing even to this day.
Went to comment this but i see i don't have to. However i can add some more info, the name Sonett comes from the swedish phrase "så nätt" meaning to be light and/or nimble. It's kind of a hard word to translate but that is the most fitting translation i can think of.
I think this engine has one more very important trait: It has perfect cold start capabilities with variable valve axle. If the 3rd cyllinder would use a Diesel cycle instead of the Otto cycle, it would have some benefits, like: -no electricity needed (for the spark plugs) -a simple (and 100 year old, very reliable) coldstarter can be incorporated (Jendrassik Cycle, when the cylinder is working as a vacuum pump for a rotation, until the temperature has reached c. 150 °C, then the usual starting, so no cyllinder heating required. It's a great help for diesel engines.) -More exhaust gases=Cyl. 4 can be used as a LP cyllinder for the Cyl. 3 High pressure one, so even more thermal efficiency. I don't know very much about engines, but i know some things about steam and internal combustion engines. So please, correct me if i wrote something wrong and brainstorm more ideas.
Based on the fact that it's still making power even during the exhaust stroke would mean a more even power curve, so while it might not make sense for cars, it would make generators a lot better by having a more constant torque curve and smoother input to drive the electrical components, making them less prone to frequency changes and power loss under load unless I'm missing something, and anything to make a more effective generator has a market available
yes, youre missing that this system is superior when handled by a turboshaft engine, not a piston engine. The best possible engine for a car would be an opposed piston engine, which while they are extremely delicate due to implicitly requiring a Roots or screw supercharger to function properly, and theyre extremely expensive due to requiring male and female piston heads and 2 machined engineblocks, combine all the advantages of the Otto and Clerk Cycles with a minor increase in friction and weight.
I hope you enjoyed your 10 minutes of heat with that power station! I know, just a demo. My jaw hit the floor when you mentioned the Saab "free wheel" system! I been there, done that. Had a 1968 96 sedan, not the Sonnet, w/the 3 cylinder 2 stroke and a few w/the V-4 4 strokers, all w/free wheel. Loved them. The 2 stroke did blow up at only 65,000 miles! Used needle bearings! The Sonnet "may" have had a 2 stroke model, but most were the English Ford V-4's. Oh ya, that funky entry ign engine kinda reminds me of a triple expansion steam engine, like the Titanic had.
Been loving the 2 stroke content. Their relative simplicity in motorcycle applications has really helped helped me begin to understand engines. Doing my first top end rebuild soon and I’m excited to do it!
If they used larger intake cylinders to feed multiple power cylinders at one time, it could in turn lower the weight and make it easier to balance, may even be more efficient.
would it not be easier to just replace the extra cylinder for intake with a turbocharger hell you can even remove the 4th cylinder to provide extra flow for larger turbos this would both simplify the design and bring us back to the 1960s turbo charged 2 stroke engines used in motorcycles of that era the only difference being that instead of using a spark plug to ignite the fuel air mixture you now have some fancy valve instead?
You guys need to do a dedicated video on the two-stroke Detroit Diesels that were made from 1940 to 1995 and were put in literally anything from generators, trucks, heavy equipment, tractors, and even boats. The sound these engines make is legendary and practically helped to built America in the mid to late 1900s
1776 to 1876 is exactly 110 years, see this channel does 3 things to me 1 makes me want to buy more electrical testing tools since I deal with electrical work mostly on 12v systems but also 120v systems, 2 I learn a lot about cars and 3 it makes me look stuff up to learn case in point the exact number of years between 1776 and 1876, thank you guys at dmg-donut media group for teaching me better then any teacher ever could, just saying for these type of videos you guys should make a teaching playlist since you all are teaching us viewers better then actual Teachers!
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This engine actually makes me think of a triple expansion steam engine based on its rudimentary design :D
Don't forget one of the most produced diesels for decades after WW2 was the Detroit 2-stroke line, making engines on mass from small 4-53s all the way to 8v92s in standard applications
That comment about Blockbuster able to buy Netflix for $50million, was Savage and so very true. But in way, glad that blockbuster didn't buy Netflix, it probably wouldn't be as good.
An electric supercharger with a three-stage compound compressor can easily bring the compression ratio at 12/1. Then the intake air would be very hot so a lot of this heat could be lost in a liquid intercooler. then it could go into a Detroit two-stroke with a TDI system working at 20/1 to 40/1 compression ratio inducing a very efficient burn of the diesel. The hot gas release could be used to spin a multi-stage exaust turbo to recharge the battery of the car and the supercharger. So it would be an hybrid between a turbo-prop for the compact high HP, a Detroit desiel for the low RPM tork and an electric car to store and release the juice at will. To increase the efficiency even further, the intercooler could be cooled with ammonia, and the evaporated gas coming out of the intercooler could be used to spin another turbine attached to the exhaust turbine shaft (like a steam turbine) to recuperate even more energy and cool down even more the intake air.
A lot of (European) car manufacturers used the two-stroke, though most of them went either defunct or switched to the 4-stroke after WWII. One of them was Aero, a Czechoslovak company who had built the largest two-stroke in serial production (Type 50, 1997 cc 4-cylinder, 51 hp). Apart from emissions, another major problem of the two-stroke is that the piston displacement can't be chosen as freely as in 4-strokes. As a general rule, the maximum displacement should not exceed 350cc per cylinder for the optimal power to weight ratio. Two strokes do achieve a good power output by revving high, but the disadvantage is the limited torque which is only available in a narrow band. This disadvantage could be at least reduced with automatic multigeared transmissions but not completely eliminated. Direct injection was mainly used for small engines. While the emissions from the mixture could be vastly reduced and catalytic converters were easier to adapt, these engines were far more expensive in production and had some issues with the reliability.
@@aaronjones9196 this video is a perfect example. 18 minutes spent on something that doesn't even have a operational prototype. Or is even feasible at this point. Engineering Explained and Driving4Answers are channels with actual engineers explaining valid concepts. These dudes spend too much time shouting stupid shit.
So it is actually a 1 stroke engine for my understanding since the 4th cylinder do produce power on the remaining energy of the 3rd. But 1 big problem would be the difference in dilatation since there is a cold side and a warm side in that engine. Really good video, you guys at donut are awesome. Thanks
@@bentboybbz those engines do amazing in my mini buggies. Also great for airplanes (one of the most popular rotax engines the 582 is for flight) and apparently great for scat hovercraft also lol cause the guy that built cleetus McFarlands hit me up for a 670. They're great in anything you keep the rpms up. Hence 2 stroke power band
@@aaronaaronsen3360 yea its wild the hp you can get from an engine the size of a shoebox. its a fuel monster though. I have a ported high compression one that should be making at least 140. Neither has the drivability that your buell probably has lol
@@shifty1927 I should have been more specific. I meant in a road going vehicle. You are right for sure. I've seen some pretty awesome builds. I e never had the chance to really play with anything rotax. Hope you are having a Great Day sir!
I’m not an engineer, but I feel like this is a cool theory but I think it would be absolutely ridiculous in practice.. I really want to know what it would sound like though
Funnily enough, I pondered the idea of using 2 cylinders of different displacement for a 2-stroke engine as a kid some 20+ years ago, before I had access to the internet or had any idea that it was an actual way of doing things. but as for the cheeseman cycle, given the complexity, mass, and balancing issues it makes absolutely no sense in a motor vehicle, although I'd certainly love to see it built and tested in a stationary generation scenario. Another thing that could further increase efficiency would be to add water injection to the expansion cylinder as I'd imagine it would still contain a lot of heat from combustion which theoretically could be utilised to produce steam. Sure, it still doesn't technically improve efficiency as you're adding another fuel of sorts, but water is a lot cheaper than gasoline, "burns" cleaner, and it can be condensed/reused
For a different type of combustion engine you should definitely check out the INNengine. It was initially designed as a generator for range extended EVs but there's already a swapped Miata. It has elements of a rotary engine and it's a 1 stroke engine.
They call it a 1-stroke but it still appears to be a 2-stroke. Steam piston engines are often 1-stroke as both sides of the piston are used and it makes power in each direction. Even with horizontally opposed pistons I would say it's still a 2-stroke because each set of pistons only makes power in 1 direction.
thats just an Opposed Piston engine where instead of crankshafts you used a crank plate, it probably has abysmal thermal issues at load because you dont have crossflow scavenging like the traditional inline 3 configuration.
@@fish_R_stinky69 A 1 stroke engine makes power on every stroke. A stroke is defined as one full movement of the piston between direction changes. So every full revolution contains 2 strokes. The only way to have a 1 stroke engine is if both sides of the piston are used as expansion chambers and the only engines, to my knowledge, that do this are piston steam engines.
Massively increasing the complexity of the engine doesnt seem like much of a way to compete with the incredible simplicity of EVs. The outer 2 cylinders are just doing what a turbo would do on a large 2 stroke, i cant see how it vastly increases efficiency.
The over-simplicity is a problem. For eg: if a thing has 4 parts, you can easily single out the faulty part and replace it, if a thing has only one part you replace the whole part which is often more expensive.
@@ritdhar6579 dude - thats the dumbest possible take. Its not parts being replaced with conglomerate parts - its parts that just arent there. No oiling system, no valve system, no intake timing system, no ignition timing system, no exhaust system, no pistons, no gearbox. Jus some wire wrapped round the crank. Seriously 100 times less moving parts - 100 times fewer points of failure.
ICE aren't dead yet there is a lot still left on the bones. I will agree larger cities should reward residents who switch to EV assuming they have improved the infrastructure so it can handle the additional power demands.
The last two stroke cars were a batch of Ford Fiesta used by the Hampshire constabulary as pursuit cars.The three cylinder engines were developed by an Australian company called Orbital.That was back late 80,s or early 90,s.They had a tank to hold about two to three gallons of two stroke oil and weren't smokey like the presenter attributes to other engines.The modern equivalent on water would be the Evinrude E-tec engines,good power no smoke.
I would like to point out that with this engine type... just for testing the concept... you could actually get away with using a bog standard 4 cylinder engine with custom designed intakes and exhausts... plus a cam for timing all the valves differently. Cylinder one Intake valve is still the intake, exhaust valve is now used for compression exhaust into the second intake valve of the second cylinder... for ease of manufacture, you could actually use the exhaust port of cylinder 2 as its intake. Then use the intake valve as the exhaust port exhausting into the special combustor which seems to not be too dissimilar to a jet engine's combustor. That then enters the intake valve of cylinder 3, burns, and then uses the exhaust valve to enter in through the exhaust valve of cylinder 4, which then finally exhausts out the intake valve of cylinder 4. Unfortunately, you wouldn't get a 2 stage compression (as the cylinders are the same size) and you wouldn't get as efficient exhaust recoup... but if its gonna run... this should at least prove the concept.
@@Eduardo_Espinoza Well... not quite. They did modify the engine extensively, but what they did was that they just basically turned a 4 cylinder engine with one power stroke every 180°, they made a 4cyl engine that had 4 power strokes every 720°. But if anyone were to do what I proposed on the cheap... it would probably be them.
I think there's a reason why the cylinders are all differently sized. The first intake piston needs to be bigger than the second intake piston (aka larger displacement) so you're actually compressing more air, otherwise you're just moving air around pointlessly. Same with the two exhaust pistons, the 4th piston is larger than the 3rd to over-expand the air. Now, you could probably try to do something similar with a 6-cyl, with 2super intake pistons, 1 final compression, 1 main power stroke, 2 expansion pistons, though I question if its a good idea to boost a single cylinder to 2 atms.
@@Appletank8 Well... thats why I stated it would be for testing only... just to prove out the concept. I know it would be moving air pointlessly... but if it works while wasting energy... imagine how good it would do actually putting that energy to good use. That was the only reason I even brought it up.
@@MrRadicalMoves cyl 1 and 4 already do things accomplished far easily in another cycle: the Miller Cycle. Cyl 1 act like a positive displacement pump geared to the crank, aka a supercharger. Cyl 4 over expands the exhaust, like an Atkinson cycle. Combine the two and you get Miller Cycle. The hard part is that ignition interface between 2 and 3, and the nightmare that is balancing 4 varying sized pistons. You won't really learn anything just connecting the airflow of a regular inline 4
Prior to the development of the Series 60 engine in the 1980’s , all Detroit Diesel engines were 2 stroke. They had a lubricating system separate from the fuel system, like a 4 stroke, and even had engine retarders for downhill engine braking.
How about eliminating two of the pistons by turbocharging the intake side of the engine? Less reciprocating mass per usable displacement is more efficient, and you still harvest the excess expansion energy.
@@kemsat-n6h oops, yeah that and is still there, I edited once I saw the point of the 4th cylinder. You couldn't turbo like that, because it depends on exhaust gases but if it was a more traditional two stroke, you could supercharge both the exhaust and the intake to get cleaner charges for better efficiency.
My thoughts would be remove cylinder 1, it just sounds like an inefficient turbo. Then solve the nightmare of balancing this engine. Even with just 3 cylinders trying to balance 3 different sizes of piston sounds almost impossible. Honestly the last piston trying to take advantage of exhaust pressure sounds cool but setting it up on a separate closed system that doesn't involve the engine itself sounds like a more practical and reliable solution.
My thoughts entirely, putting a turbo and afterburner on a really beefy two stroke would accomplish the same thing without needing to balance so much, if you ask me.
The new generation of direct injection 2 strokes are amazing! But it could have come a lot sooner if developing the engine had not bankrupted Johnson / Evinrude. BRP really lucked out picking up those companies for a song. Then Honda and Yamaha caught up quick using the blood and tears of Johnson / Evinrude engineers.
2 strokes engines are amazing, they run in the biggest container ships out there with a thermal efficency of about 50 percent, much higher than every 4 stroke will able to rech
It would be cool if you did an episode on the M4+2 Mezyk engine. It combines a two stroke piston and a four stroke piston in one cylinder :) Crazy idea and insane efficiency, much better than this engine. And there is a working prototype
So it's a 2 stroke, with one combustion chamber (I'm gonna guess the exhaust chamber isn't as powerful as an actuall combustion chamber because lets be honest it isnt) that takes up as much space as 4 or more combustion pistons (as the exhaust and intake compression pistons are larger). While this is great for efficiency, it does not have the main benefit of a 2 stroke, being 2 times the power pulses of a 4 stroke, as you could fit 4 4 stroke pistons in a row, and have 360 degrees of combustion instead of just the 180 this provides (assuming both theoretical engines have 180 degrees of combustion per power pulse). This is great tech, but it isnt really what I'd expect from 2 stroke innovation, actually losing its main draw for a new one.
I would like to see this engine work but I have a feeling that the power to weight ratio would be very low. Im not an engineer but thats just my observation.
If you think about it, the first and last cylinders do the same function of a turbocharger. It be interesting to experiment this cycle but with a turbo in exchange for those cylinders.
8:18 - In Academic and Engineering fields the "Otto" cycle is best known as "Beau de Rochas" cycle, by the name of the French scientist/engineer that theorized its existence and patented it in 1862. Otto had the idea to actually test it and put it into production in 1876: before that, Nicolaus Otto had patented a 4-stroke (January 2nd, 1862) that didn't work because it completely omitted the pre-mix and compression of the fuel-air mix.
![BOWKYLION - วิงวอน (ex-change) [Official MV]](http://i.ytimg.com/vi/cLdnZWDaO-w/mqdefault.jpg)
honestly huge HUGE shoutout the the editors/animators y’all are under appreciated goats
All of that trash coming from a guy who promotes a company that uses murdered babies in their products❗️
Yeah especially with that Brayton cycle engine. That thing would've been hella more difficult to explain without a visual guide
Under rated 😂 they have 7 million subscribers
@@fishstickslyer925 the editors are underrated bozo
No like rs s/o to them very much unappreciated
Just a minor detail... in the lower right at 7 seconds in, that's the engine I work on in my shop. The Orenda turbojet was designed and manufactured in Canada. Its American counterpart is the GE J47. Both of these engines were used in the F-86 Sabre jet.
sick
@@PorkChopForLifeMC sick as V8?
@diana p Do these actually make any money? They must trick someone because why else do they still exist.
@@slowfudgeballs9517 Zero overhead, they can fish for free
@@purwantiallan5089 sick as piss bro
I think that it was mainly emissions that killed 2 stroke cars. A buddy of mine brought his Trabant over from EG and drove it on IH-35 regularly. Many microcars also used 2 strokes and these , along with scooters, helped get Europe back on the road post WWII. Almost forgot, but SAAB used a three cylinder 2 stroke inline design for many years in their earlier models-John in Texas
That and fuel consumption. Two things which are somewhat related.
Amogus
Could totally do this with a rotary. Utilize the first rotor for precompression and the second rotor for combustion. It solves the issue of the rotary's current issue of a hot side and cold side per rotor. Rather than having a hot and cold side, you could have a cold compression rotor and a hot combustion rotor. Basically a high rpm gas turbine engine except with rotors vs fan blades. This makes so much sense for the rotary since it can hit high rpm and recent rotary research encourages high rpm low weight rotaries that use the centrifugal forces to hold apex seals in place. Since the rotaries are stacked too, you can literally just pass the air from one rotor to another rotor all internal to the engine rather than using auxiliary piping. This is big money. Could finally make the rotary what it was meant to be. Very little moving parts, long-lasting, a ton of horsepower in a small package like a gas turbine, while also having the throttle response of a piston engine. Make this happen Mazda!
Edit: Researched this design concept more and came out with an even better concept! Rather than even use rotor 2 for combustion, remove combustion from rotor 2 and separate this into a combustion chamber that sits in between rotors 1 & 2. Rotor 1 acts as a compressor, a giant rotor feeding extremely compressed air into the combustion chamber which is a constantly lit flame front. The chamber has a fuel injector and a spark plug and its job is to mix and ignite the fuel. However, once the spark plug lights the first flame, the flame stays on until the engine is turned off. As rotor 1 pumps air into the chamber, the gas/fuel ignites, expands, and enters into rotor 2. Rotor 2 extracts all this expanded gas energy from the combustion and drives rotor 1 via eccentric shaft. Coolant is focused all around the combustion chamber eliminating the water seal that constantly fails in the RX-8. The rotary will compress air and extract exhaust gas energy on both banks of each rotor one after the other which results in compression and power at every 180 degrees of crank rotation. Almost all expansion energy is extracted in rotor 2 because all fuel is completely burnt after the combustion chamber except in rich conditions. Holy crap this would maximize efficiency! 100% fuel burnt after combustion assuming 14.7:1 AFR and then it enters rotor 2. If Rotor 2 is optimized to extract exhaust gas energy then it would be one of the most efficient and compact engines ever. The design would only require 2 rotors/housings, a center section with 2 combustion chambers, 2 fuel injectors, 2 spark plugs, and a single eccentric shaft. All that is left is coolant routing and oil routing! Also since combustion is a constant pulsing flame, wear and tear are greatly reduced, this allows for extremely light rotors for very high rpm and greatly increases engine longevity. Definitely would last over 150k miles or even more! Will also sound like a giant pulsing turbo. Someone needs to make this! If nobody makes this I might go and make it. Comment what you would call it, I'm thinking maybe "Rotorbine" Eh...
Would love to see a concept on this!!
I could be wrong, but I think back in the 30s or 40s, Rolls Royce was experimenting with rotary designs for military use, and came up with a diesel 4 rotor that worked like this
The rolls Royce diesel rotary was basically the same concept, 4 rotor with two big and two small, the two big were pre compression rotors and the two small were combustion’s rotors
@@inaNis_ yeah that's what I thought. Really cool and honestly pretty smart
@@shoobfloof22 Oh wow, engineering explained actually made a video on this Rolls Royce concept. The damn thing made 350 hp @ 4500 rpm with the same power and way less weight than a comparable V8. This was in the 1970s. Imagine if we made one today that pushed rpm to 10,000 so it was reliable with centrifugal forces holding the apex seals and was used as a high rpm performance engine than the high torque low rpm designs Rolls Royce probably preferred. It is unknown why it died before production, most likely politics at Rolls Royce. Edit: Now it makes sense why they killed it. Low rpm rotaries would result in apex seals that chatter and break. Rolls Royce was probably unable to solve the issue of apex seal failure since they were using the rotary at such low rpm. Back to the topic though: However, the Rolls Royce design is very different from Entry Ignition. The Rolls Royce version utilizes compression to ignite diesel fuel by dual compression of diesel fuel by 2 rotors. Instead, my design uses the Brayton cycle which will pass compressed air from rotor 1 into the constant spinning flame front inside rotor 2 to generate power, hence the name Entry Ignition (Air from Rotor 1 enters Rotor 2 for ignition). Technically this already happens with regular Mazda Rotaries cause we always get Entry Ignition when the rotary dumps fuel and air which ignites as it enters the exhaust. They just let all this energy go to waste cause they dump it out of the exhaust pipe as flames. Also probably why they get such crap emissions. If they can pick this tech up, it would solve their emissions problem, their problem with a hot and cold side of each rotor causing failure, and increase horsepower output. Boom, just fixed Mazda's engine innovation plan for the next 10 years. Pick it up Mazda! It's big money! Link for Rolls Royce design: th-cam.com/video/1pDjwaqU0dU/w-d-xo.html&ab_channel=EngineeringExplained
Sounds like there could be a lot of parasitic power loss with this engine design. You have 4 cylinders with 4 pistons being moved by the crank shaft, yet only 1.5 of them is actually generating power.
The whole point is that instead of wasting power, the extra cylinders help recover more power. But the friction probably cuts that gain a ton.
Yep. Engine balancing and friction will make the engine lean more towards a bad idea than a good idea.
@@NickVetter That and why don't you just use a turbo to recover that power, and how is this engine not fucked already from the extra rotating and reciprocating mass. How is the engine not tripply fucked from having one piston constantly producing a ton of heat.
@@DeadpanPear Yeah, it seems like you could replace the first and last cylinder with a turbo. The only problem is the turbo probably won't work at low rpm.
@@joshmnky
This kinda sounds like turbo-compounding, in which the exhaust turbo is actually geared to the crankshaft. Or you could just make it an electric assisted turbocharger for low rpm.
This engine even borrows from ship steam engines from the 19th century - the big final cylinder is like a triple expansion! Love it!
The triple expansion is also still seen in some modern Arctic/Antarctic ships powered by gas turbines. The turbine is essentially the first chamber, and then they have 2 more exhaust "stages" before the outlet, to extract every btu possible from the fuel.
Can I just say that it’s amazing you guys pour your hearts into making these hilarious videos EVERY SINGLE DAY? I can’t thank you enough for all the laughs and knowledge I’ve gained from this channel.
100% best educational channel on yt. So much effort put into good explanation and making it fun to learn.
They're great !
The video‘s a genius
It got more interesting when they added cutting the cheese sound effects
Cant stand Jeremiah just want to watch the video not a child
You forgot the two stroke Detroit diesels. They were in production for awhile until they couldn’t meet emission requirements. There super cool and would make a great episode on their own
they definitely need to do one on the old two stroke Detroits
I got a 8v92 silver turbo out back to tinker with.
Coolest sounding diesels period
@@Iamthestig42069 Yes 2 stroke! I have a silver 8v92 out back.
Screaming Jimmy's 🤟👌
That "getting you pumped about engineering" bit absolutely hooked me into hitting Subscribe. Not just your enthusiasm, but all the supercool info.
As I understand it, the EI engine makes power from the large exhaust cylinder as the small combustion cylinder is on the return stroke. Letting the engine scavenge otherwise wasted power, and in my opinion, making it a ONE-STROKE engine. :-)
My father told me stories of my grandfather meticulously revving the 2stroke engine of his Trabant before longer descents to oil up the engine for prolonged engine braking.
There's a TH-cam video (Doug Demuro I think) where the guy reviewing a Trabant gets strict instructions from the car owner to just avoid engine braking altogether. The driver just put the engine in neutral and used the brake pedal to safely drive downhill.
That could probably mpwork, I've heard also that if you pump the throttle periodically it'll stay oiled
@@wildman510 more than pump the throttle, I would say a steady slight hold, being mostly on the throttle more than not. i race motocross and the idea behind two stroke dirtbikes is being on the throttle is lubricating the cylinder, off the throttle it’s not
@@julianbrelsford The Trabant runs free in the 4th gear instead of engine braking. No need to shift to neutral, only in lower gears.
You might think that there would be a modified oil can connected to the engine crankcase…. Give it a squirt for heavy loads or for descending hills… have a small reservoir to dribble the oil in over a period of thirty seconds or so. Each squirt puts three to ten cc in the reservoir.
These guys really are great I can't thank them enough I'm 22 and my dad passed when I was 17....didn't have anyone to learn off of....my pops was an avid mechanic and welder always out and about working if he wasn't with our family....when he passed from lung cancer I didn't know what to do with myself everything I was learning from my dad ended up stopping and yet I had the urge to continue his legacy....donut media has been my "2nd dad" so far and I can't thank them enough
Keep kicking goals young fella. You'll be a dad one day yourself. So you're doing this not just for you, but for your future. Good for you buddy.
My son is now 32. I showed him taught him “man stuff” from an early age. He now out performs me in everything from welding to driving.
What I’m trying to say is, I showed him the basics and he went on to improve by practice and research. TH-cam played a roll, and STILL does. Hang on in there young man, and rest assured that your dad would be VERY proud. Keep his legacy going, and as the other poster said, you’ll make a great dad yourself one day. Good luck lad.
Just remembered a typical example.
He was 15 or 16 at the time. We got a puncture on a motorway.
I told him to get the wheel nuts ( lug nuts) loose whilst I set up a warning triangle.
By the time I got back to the car, it was jacked up and the wheel was almost off .
I dragged the spare out of the boot, lined it up, and went to retrieve the triangle when I got back, car was ready to go!!
You sound like you have your head screwed on. Good on you mate 👍🏼
💙
Do an apprenticeship… that’s generally how tradesmen are educated…
I think it’s worth noting that some MotoGP engineers and riders have said that were the 2 stroke bikes brought back today, with the advances since they were phased out they believe that the 500cc two strokes may be able to make more power than the 1000cc four strokes. Namely things like DI fuel injection, advances in digital engine control, and the continued development of 2 strokes by some motorcycle companies are believed to be able to make a significant difference in the amount of power the engines are able to make. When the regulations first went to the 4 strokes they were much more powerful than the 2 strokes but there have always been some in the industry that attributed that to lack of development being put into the 2 strokes since they were exclusively used in motor sports and power sports. I would sure love to see what a modern day 500cc 2 stroke 4 cylinder MotoGP engine would look like when you let it off the leash.
First piston induces more air into 2nd piston, 4th piston generates a little extra power from the waste exhaust gasses, sounds like a turbo to me, replace piston 1 and 4 with a turbo, oh we made a turbo 2 stroke
Nah, it would be more accurate to compare it to a turbo-compound engine than just a turbo
I was thinking about the same thing
replace piston 2 with a supercharger.
this just sounds like another fake engine, super efficient, completely different, and it makes no sense
I wanna replace the pistons with laser beams and unicorns
@@clort123 unicorns are highly sought after on the used market
This might not make for a good automotive engine but with its efficiency it could been good as a fuel powered generator.
Maybe a series hybrid application could work? Something like the Regera or Honda’s “E-CVT”?
Well, the concept of a two stroke diesel worked pretty well- I don’t know why they couldn’t just apply the same concept to the engine just adding another fuel injection point and replacing the injectors with spark plugs
Edit: well Ferrari’s idea was pretty much that second thing I mentioned, specifically referring to the Detroit Diesel (or many larger marine diesels), which had a separate oil system and used a blower for intake pressure as well as had an overhead exhaust valve
Wait was this referring to the entry ignition or two stroke?
nah we would prefer a mustard powered engine
2 stroke more fuel effiecent? Please go back to the workshop and educate yourself.
good on a lawnmower, emissions are brutal from lawncare equipment.
On the topic of how many cylinders it would take to make an equivalent to a regular 4 stroke, I think the most logical solution would be to use the W design like Bugatti uses, since that wouldn’t be too hard to fit in, even if you’ve got a W16 that’s equal to an inline 4, just seems like the most efficient way to fit into a car
Bro a v4 2t with only 500cc makes more than 200hp. Now imagine a modern v4 with direct injection and ~1500cc.........
2 smokes need *less* to match 4 smokes. The equivalent of a 4cyl 2l 4 stroke engine would be a 2cyl 1l 2 stroke.
Being a car guy at heart,but never having had the opportunities growing up to learn about what makes a car do car things, you guys learn me something new everyday. Thanks for that. 👌🏻
Donut - “Learn yourself something new every day” 👍
If you like deep tech explanations (but easy to understand), may I suggest you two channels : _Driving 4 answers_ and _Engineering Explained_ . Trust me, those two channels are incredibly pleasant to watch 😇
This sounds incredibly unreliable. As a rotary owner, having one area of the engine that is way hotter than the rest is a recipe for disaster
theyll probably put cooling channels around the power piston or something
Does the rotary have that kind of problem also?
If they can cool the exhaust valves on a diesel they can cool the Early Injection area pretty well.
I think that valve going into the bang chamber is going to be its Achilles heel.
@@dr.science_0177 yes, even thou a wankel does 4 stroke steps, due to no having vales it is more like a 2 stroke engine in emissions too
If you find a way to spin a turbine (turbo) between the compression cylinder and the last (expansion) cylinder, it might work. You could (in theory) get this thing to make the same power as an old (medium-sized) pushrod V8. If you could maximize the torque potential, I think it would work. In that case, it could potentially work for a utility vehicle.
If it turns out to be efficient, it would make for a great hybrid setup. Electric car, but with dedicated onboard generator.
Agreed
The difficulty may be weight. They said on the video that the engine is pretty heavy, which is fine in a stationary setting like a power plant, but in a vehicle the engine has to move the vehicle and itself. This adds a layer of complexity, because you need a three-way balance between efficiency, power, and weight.
I wonder what the chances are of seeing propane powered EVs. Since I work from home due to the vid, my SUV spends most of the time in the garage. Half the time the wife and I take my vehicle it is just to make sure the gas in the tank doesnt go bad.
It would be nice if i could just fill the tank with propane once and not have to worry about the fuel going bad because i never drive far enough to use up the battery in my EV.
@@metalwolf112002 You can convert any gasoline car to propane it is about 110 octane but has 20% less energy per gallon than Gasoline.
It also makes it easier to use HHO in the engine
It seems like the concept is “make more use of the fuel we have” instead of “use less fuel”. Which is an interesting take on efficiency. However, it’s hard to imagine how efficient 1-2 cylinders doing the work of 4 actually would be.
The added weight, complexity and cost of this engine concept are definitely going to prevent it from ever seeing the light of production. You'd need to basically build a W12 with it to do the same amount of work as a forced induction four cylinder. That doesn't stop it from being an interesting concept, tho.
It's an "interesting" take alright, it reminds me of how when we started hitting the cap on combustion engine efficiencies, they came up with the 'start stop technology' to kill the engine at idle, and alot of cars these days don't come with spare tires, jacks, or irons, anymore to save on the 60lbs and juice the MPG ratings for a few more digits. Gotta love "creative problem solving" 😏😆
@@andrewolson5471 it's actually a nice riddle because one rotation gives power from two cylinders and the other two compress the fuel which reduces the need for a charger and gives more power. In the end it might work like a four stroke with more power gained from compression. So those four cylinders give similar power to a similar sized 4 cylinder four stroke and could have more compression. It's the variety in cylinder size and proper timing that is the problem, it's complicated and needs a lot og unique parts.
It's "use less fuel for the same work," which is essentially the same thing said another way. Unless, of course, you mean actually reducing consumption by driving less or switching to EVs.
But efficiency actually means just what you said, recover more energy from the fuel we are already using. The typical ICE is 25-40% efficient (Priuses, for example, approaching the top of the range). Power plant steam engines might approach 50-60% at best. Theoretical maximums aren't great, and they'd have to improve exponentially faster than in the last 50 years to improve efficiency to match BEVs. There are obvious drawbacks to battery cars, but efficiency isn't one of them.
@@garygrinkevich6971 Except the start stop is a disaster, and most companies abandoned it for twin turbo engines.
12:20 Germany is absolutely dominating this video
You should do more Saab and Saab 2 stroke content. Some of the best sounding 4 bangers ever
th-cam.com/video/tvRRvxl0UZE/w-d-xo.html
Fax.
Sälj Aset Använd Benen = SAAB
(A Swedish car Joke)
Translation: "Sell the bastard, use your legs" not as fun, but a translation nontheless.
I'm loving the 2 stroke content 👍
once again thanks to Donut Media ive learned more than in any classroom. keep up the excellent work guys, Much love from South Africa CPT
Jhb here 🙌
Capetonian here!
Sup homies. Out in Durban. It’s poes hot.
@@DonovanBanks Same by us bru, last Saturday was 50 degrees, shits getting crazy out here
that valve between c2 and c4 to me is probably one of the huge issue you didnt highlight, creating a valve that can open an close that quickly enough and at those temp , speeds and pressure
The efficiency returns of Mazda's Skyactive X was far less than the tech seemed to imply, but at it's heart, it's still a standard engine. This all new technology seems too complex for it's own good.
So my family owned a 2007 Mazda CX7 and it basically had SkyactiveX technology before it was called SkyactiveX. Those models after a while had massive emissions, sludge, and turbo issues because of Mazda's failure to recall known issues with the turbo and engine. $20,000 worth of engine repairs just because Mazda wanted to be cheap with seals and injection valves.
@@recyclingbin_ eh, more like ford. mazda was still mostly owned by ford back then and their cars were produced in the us using car frames from ford.
@@EconomyElk mazdas of that era had the usual ford rust issues. Those things are complete and total rust buckets
Hey, I've studied these engines at automotive school, the tech is really more than it seems : Adjustable connecting rod length and microwave "spark" plug Wich allows to compress the fuel more and ignite it entirely at the same time, they get the same efficiency as diesel with those engines, wich was completely unseen before
my favorite thing about jer-bear is he goes from dropping some serious knowledge, showing just how educated he is, to doing a weird voice and saying or doing something absurd. you are hilarious. never change
With all the fun and jokes, everything sinks in. You guys have helped me with engine swaps, turbo upgrades, etc... love you guys and thank you. PLEEEEEAAAAASE DO A SAAB 95 AERO episode!!!!!
I like how they used the sound of a 4 stroke at 2:47
i dont like it at all
Same. I wish Donut would get their act together. They often prove they aren't all actually car(or motorcycle) guys, but just actors reading a script. Like when James said the Ferrari F40 had 270hp...I still like them though. Well, most of them...
That was the least annoying audible thing in the video. They seem to add 7 minutes of 7th-grade "humor" to 5 minutes of content, and that 5 minutes is 70% reliable and accurate.
If you have an audience as big as theirs you're no longer gonna want to cater to what are basically 40 year old car snobs. Id say the humor is a good thing since it well, educates and entertains the younger audience at the same time; letting Donut not do that would be gatekeeping
Some aspects of this engine design remind me of the old triple-expansion steam engine. Three cylinders were used of different sizes to extract more of the thermal energy from the steam before exhausting to the atmosphere.
I never understood why it exhausted into the atmosphere when it should go into a condenser and go back into the storage tank
@@thecloneguyz Thermal efficiency reasons. Space constraints. Weight constraints. Usually an abundance of water to use during its operation.
The times you usually see condensers are when there are either contaminants in the water that shouldn't be released into the environment or turbine, or there's a scarcity of water. Nuclear reactors that directly boil water (in contrast to indirect cycles that send it to an isolated loop) will definitely want a closed cycle loop because that steam is now mildly radioactive. A closed cycle loop in general would mean outside contaminants are less likely to be introduced to the sensitive turbines compared to if fed from an unfiltered source like a river. Some steam trains have been fit with condensers simply because there was a scarcity of water in the area they operated.
But in general, condensers are a source of inefficiency. Heat engine efficiency is a direct relation to the temperature difference between the hot reservoir and cold reservoir of the system. Condensers introduce a restriction to the rate waste heat can be rejected from the working medium and into the surrounding air. If the working medium cannot be cooled back down to ambient temperatures, you've effectively raised the temperature of the cold reservoir and reduced efficiency.
@@BrokenLifeCycle I would add that I read samething about train condensers where used during Wars so that the trains had to stop less /stay moving or to reduce the visibility a bit even saw a picture off a steam Lokomotive with 2 condenser wagons behind the Tender
The steam is condensated into water to be boiled to steam again to repeat the cycle
Also it's about pressure not heat that's why you have a high, intermediate and low pressure cylinder in a triple expansion engine
Drachinifiel had a good video on steam engines for warships
Had me to the end, I loved the concept of the engine as much as your excellent ability to present all of the material , regardless of it's developmental stage.
I always found the deisel 2 stroke opposed piston engine fascinating. It's a shame it never made it to production.
except for the ones that ended up in trains and boats.
there are opposed piston 2 strokes engines out there. Not in cars though.
Look up deltic engine I came when I first saw it it just makes so much sense
ju86 used them. they were actually pretty common in the 40's but turns out four-stroke diesels are just better for most things.
@@fermitupoupon1754 Aand a few buses and trucks! look up Conmer TS3
@3:20 It wasn't the Saab Sonic, it is the Sonett, that specific one is the Sonett 2. The Saab Sonett 1 was a super sport prototype that looks amazing even to this day.
🇸🇪
Well said and you spelled it correctly too.
Ohhhhhhh I thought it was the Maverick Saabre that had the 2 stroke, he’s a good bloke, smoke don’t choke engine 🤔
Went to comment this but i see i don't have to.
However i can add some more info, the name Sonett comes from the swedish phrase "så nätt" meaning to be light and/or nimble. It's kind of a hard word to translate but that is the most fitting translation i can think of.
Nerd...good info though
I think this engine has one more very important trait:
It has perfect cold start capabilities with variable valve axle. If the 3rd cyllinder would use a Diesel cycle instead of the Otto cycle, it would have some benefits, like:
-no electricity needed (for the spark plugs)
-a simple (and 100 year old, very reliable) coldstarter can be incorporated (Jendrassik Cycle, when the cylinder is working as a vacuum pump for a rotation, until the temperature has reached c. 150 °C, then the usual starting, so no cyllinder heating required. It's a great help for diesel engines.)
-More exhaust gases=Cyl. 4 can be used as a LP cyllinder for the Cyl. 3 High pressure one, so even more thermal efficiency.
I don't know very much about engines, but i know some things about steam and internal combustion engines. So please, correct me if i wrote something wrong and brainstorm more ideas.
“When most people think of two strokes they think of dirt bikes”
-Inserts four stroke sound
😂😂
Haha yeah I thought the same thing
Lmaooo I thought I was the only one that picked that up 😂😂
Based on the fact that it's still making power even during the exhaust stroke would mean a more even power curve, so while it might not make sense for cars, it would make generators a lot better by having a more constant torque curve and smoother input to drive the electrical components, making them less prone to frequency changes and power loss under load unless I'm missing something, and anything to make a more effective generator has a market available
yes, youre missing that this system is superior when handled by a turboshaft engine, not a piston engine. The best possible engine for a car would be an opposed piston engine, which while they are extremely delicate due to implicitly requiring a Roots or screw supercharger to function properly, and theyre extremely expensive due to requiring male and female piston heads and 2 machined engineblocks, combine all the advantages of the Otto and Clerk Cycles with a minor increase in friction and weight.
I hope you enjoyed your 10 minutes of heat with that power station! I know, just a demo. My jaw hit the floor when you mentioned the Saab "free wheel" system! I been there, done that. Had a 1968 96 sedan, not the Sonnet, w/the 3 cylinder 2 stroke and a few w/the V-4 4 strokers, all w/free wheel. Loved them. The 2 stroke did blow up at only 65,000 miles! Used needle bearings! The Sonnet "may" have had a 2 stroke model, but most were the English Ford V-4's. Oh ya, that funky entry ign engine kinda reminds me of a triple expansion steam engine, like the Titanic had.
Been loving the 2 stroke content. Their relative simplicity in motorcycle applications has really helped helped me begin to understand engines. Doing my first top end rebuild soon and I’m excited to do it!
Love the pug profile pic
Mixin gas and slappin ass 💨
@@hayden6119 You said it, brother!
If they used larger intake cylinders to feed multiple power cylinders at one time, it could in turn lower the weight and make it easier to balance, may even be more efficient.
So basically a supercharger but without the belt driven part
would it not be easier to just replace the extra cylinder for intake with a turbocharger hell you can even remove the 4th cylinder to provide extra flow for larger turbos this would both simplify the design and bring us back to the 1960s turbo charged 2 stroke engines used in motorcycles of that era the only difference being that instead of using a spark plug to ignite the fuel air mixture you now have some fancy valve instead?
Or they could just use a supercharger that does the same thing, would save tons of weight too
the irony of using a 4 stroke dirtbike sound when talking about iconic 2 stroke engines
You guys need to do a dedicated video on the two-stroke Detroit Diesels that were made from 1940 to 1995 and were put in literally anything from generators, trucks, heavy equipment, tractors, and even boats. The sound these engines make is legendary and practically helped to built America in the mid to late 1900s
Tanks and armoured vehicles aswell such as the M4A2 had twin 6-71s known as the GM 6046
You should do more two strokes video’s!
There's one from a few months ago
1776 to 1876 is exactly 110 years, see this channel does 3 things to me 1 makes me want to buy more electrical testing tools since I deal with electrical work mostly on 12v systems but also 120v systems, 2 I learn a lot about cars and 3 it makes me look stuff up to learn case in point the exact number of years between 1776 and 1876, thank you guys at dmg-donut media group for teaching me better then any teacher ever could, just saying for these type of videos you guys should make a teaching playlist since you all are teaching us viewers better then actual
Teachers!
This engine actually makes me think of a triple expansion steam engine based on its rudimentary design :D
I had the same thought, compound locomotives, I forgot they made a few with three sets of pistons.
He’s much more cool calm and confident than his first videos. Props to the rest of the group for helping to build him up.
You deserve a real comment for this observation not just a bot
This idea blows my mind as much as when I learned about the rotary engine and the Atkinson cycle
Don't forget one of the most produced diesels for decades after WW2 was the Detroit 2-stroke line, making engines on mass from small 4-53s all the way to 8v92s in standard applications
Yes. Detroit two strokes are amazing at making sound
Detroits are boss
That comment about Blockbuster able to buy Netflix for $50million, was Savage and so very true.
But in way, glad that blockbuster didn't buy Netflix, it probably wouldn't be as good.
An electric supercharger with a three-stage compound compressor can easily bring the compression ratio at 12/1. Then the intake air would be very hot so a lot of this heat could be lost in a liquid intercooler. then it could go into a Detroit two-stroke with a TDI system working at 20/1 to 40/1 compression ratio inducing a very efficient burn of the diesel. The hot gas release could be used to spin a multi-stage exaust turbo to recharge the battery of the car and the supercharger. So it would be an hybrid between a turbo-prop for the compact high HP, a Detroit desiel for the low RPM tork and an electric car to store and release the juice at will.
To increase the efficiency even further, the intercooler could be cooled with ammonia, and the evaporated gas coming out of the intercooler could be used to spin another turbine attached to the exhaust turbine shaft (like a steam turbine) to recuperate even more energy and cool down even more the intake air.
2:46 That's a 4 stroke dirt bike sound lol.
Also, Saab Sonnett, not Sonic.
For anyone interested, the Saab mentioned at the beginning is the Sonett not the Sonic. Neat car.
I've got a 96 I'm making videos of
2:45 That's a 4 stoke motorcycle sound clip you played... 🤣
Loving the fact that when he shows the two stroke dirt bike it makes a four stroke sound
that killed me
Jeremiah is awesome and hes easy to listen to cus he teaches us so much he deserves to be on donut just like everyone else
@diana p quit that shit please
It’s crazy, when Jeremiah first started hosting B2B I couldn’t stand him, now he’s one of my favorites.
@@kilroywashere9678 yeah he really improved alot
A lot of (European) car manufacturers used the two-stroke, though most of them went either defunct or switched to the 4-stroke after WWII. One of them was Aero, a Czechoslovak company who had built the largest two-stroke in serial production (Type 50, 1997 cc 4-cylinder, 51 hp).
Apart from emissions, another major problem of the two-stroke is that the piston displacement can't be chosen as freely as in 4-strokes. As a general rule, the maximum displacement should not exceed 350cc per cylinder for the optimal power to weight ratio.
Two strokes do achieve a good power output by revving high, but the disadvantage is the limited torque which is only available in a narrow band. This disadvantage could be at least reduced with automatic multigeared transmissions but not completely eliminated.
Direct injection was mainly used for small engines. While the emissions from the mixture could be vastly reduced and catalytic converters were easier to adapt, these engines were far more expensive in production and had some issues with the reliability.
Speaking of new engine tech, you guys need to check into the Astron aerospace omega 1 engine. Really cool and really simple!
Jeremiah seems so natural in front of the camera and he makes these videos just as entertaining as James did
thats the cocaine
Jeremiah is one of the best additions to the cast. It's natural to him.
Cringey guy
No he aint
@@fololoco6420 cool, your opinion and you’re welcome to it.
And Zach is also really good at this. His videos about the Miata are some of my favorite on YT =)
If they keep talking about 2 stroke engines like this, I wouldn't be surprised if they tried to do a motorcycle engine swap on a car
2 stroke in the D-list Jetta?👀
@@Benquay12 Lol it couldn't hurt it any more than it is
@diana p y'all are walking burnt toast
Brazil did that. In a Fiat Uno. HA!
@@gabrielv.4358 Seems like an appropriate car to use. Nice and small
Coming from a recent mechanical engineering grad and a car enthusiast, THESE VIDEOS ARE GOLD.
These guys are clowns.
@@vorpalblades how so?
@@aaronjones9196 this video is a perfect example. 18 minutes spent on something that doesn't even have a operational prototype. Or is even feasible at this point. Engineering Explained and Driving4Answers are channels with actual engineers explaining valid concepts. These dudes spend too much time shouting stupid shit.
🤡
@@vorpalblades the title literally says “Why There Aren’t More 2-stoke Cars”. Wtf did you expect this video to be about 😂
So it is actually a 1 stroke engine for my understanding since the 4th cylinder do produce power on the remaining energy of the 3rd. But 1 big problem would be the difference in dilatation since there is a cold side and a warm side in that engine. Really good video, you guys at donut are awesome. Thanks
Most drivers can’t figure out how to use their indicator lights … and you expect them to do the math on 50:1 per litre or gallon
They make things that automatically add the oil. Been around a while
@@asas-mb4wj the driver would complain that the vehicle was burning to much oil..
@@ohioplayer-bl9em Mazda Rx 8 burned oil
Watching Jer getting hyped about engineering is a great way to wash the sour taste of Monday out of my mouth.
Keep up the amazing content!
Are you sure thats monday and not leftover from saturday?? lol sorry i had to
Saab Sonic? Its called Sonett, just a heads up. Also Saab used 2 stroke engines alot in the early days.
Could be an interesting option for generators in back up power grids gets rid if the varying engine load
I have a 670ho rotax 2 stroke from skidoo in my 85 honda odyssey. Super easy swap thanks to CVT. 130HP in a little over half a liter.
The same power as the 1125cc Rotax from my Buell. Impressive
but no emissions regulations and would probably not do well at all in anything but a snow brapper
@@bentboybbz those engines do amazing in my mini buggies. Also great for airplanes (one of the most popular rotax engines the 582 is for flight) and apparently great for scat hovercraft also lol cause the guy that built cleetus McFarlands hit me up for a 670. They're great in anything you keep the rpms up. Hence 2 stroke power band
@@aaronaaronsen3360 yea its wild the hp you can get from an engine the size of a shoebox. its a fuel monster though. I have a ported high compression one that should be making at least 140. Neither has the drivability that your buell probably has lol
@@shifty1927 I should have been more specific. I meant in a road going vehicle. You are right for sure. I've seen some pretty awesome builds. I e never had the chance to really play with anything rotax. Hope you are having a Great Day sir!
Rob Dyrdek & Daniel Tosh had a son and he’s in this video.
I’m not an engineer, but I feel like this is a cool theory but I think it would be absolutely ridiculous in practice.. I really want to know what it would sound like though
My Subaru converted it’s self into a two stroke
That sounds like a bug rather than a feature.
Funnily enough, I pondered the idea of using 2 cylinders of different displacement for a 2-stroke engine as a kid some 20+ years ago, before I had access to the internet or had any idea that it was an actual way of doing things. but as for the cheeseman cycle, given the complexity, mass, and balancing issues it makes absolutely no sense in a motor vehicle, although I'd certainly love to see it built and tested in a stationary generation scenario. Another thing that could further increase efficiency would be to add water injection to the expansion cylinder as I'd imagine it would still contain a lot of heat from combustion which theoretically could be utilised to produce steam. Sure, it still doesn't technically improve efficiency as you're adding another fuel of sorts, but water is a lot cheaper than gasoline, "burns" cleaner, and it can be condensed/reused
The complexity of this arrangement only makes the simplicity of electric motors that more compelling.
For a different type of combustion engine you should definitely check out the INNengine. It was initially designed as a generator for range extended EVs but there's already a swapped Miata. It has elements of a rotary engine and it's a 1 stroke engine.
They call it a 1-stroke but it still appears to be a 2-stroke.
Steam piston engines are often 1-stroke as both sides of the piston are used and it makes power in each direction.
Even with horizontally opposed pistons I would say it's still a 2-stroke because each set of pistons only makes power in 1 direction.
thats just an Opposed Piston engine where instead of crankshafts you used a crank plate, it probably has abysmal thermal issues at load because you dont have crossflow scavenging like the traditional inline 3 configuration.
If every EV owner had heard a 2 stroke Detroit diesel… they wouldn’t be EV owners
1 stroke?
@@fish_R_stinky69 A 1 stroke engine makes power on every stroke.
A stroke is defined as one full movement of the piston between direction changes.
So every full revolution contains 2 strokes.
The only way to have a 1 stroke engine is if both sides of the piston are used as expansion chambers and the only engines, to my knowledge, that do this are piston steam engines.
at around 3:09 you guys used a 4 stroke dirt bike sound clip lol. i bet i'm real fun at parties
Massively increasing the complexity of the engine doesnt seem like much of a way to compete with the incredible simplicity of EVs. The outer 2 cylinders are just doing what a turbo would do on a large 2 stroke, i cant see how it vastly increases efficiency.
Is basically a deemed down version of a jet engine with a volumetric combustion chamber
inventor claims 15% better efficiency possible, but it doesn't exist and would be heavy and complex, its a grift
I prefer that engine over electrics
The over-simplicity is a problem. For eg: if a thing has 4 parts, you can easily single out the faulty part and replace it, if a thing has only one part you replace the whole part which is often more expensive.
@@ritdhar6579 dude - thats the dumbest possible take. Its not parts being replaced with conglomerate parts - its parts that just arent there. No oiling system, no valve system, no intake timing system, no ignition timing system, no exhaust system, no pistons, no gearbox. Jus some wire wrapped round the crank. Seriously 100 times less moving parts - 100 times fewer points of failure.
Seeing these videos makes me laugh even more thinking of Jerry’s first few videos. That’s on character development💪🏼✅
ICE aren't dead yet there is a lot still left on the bones. I will agree larger cities should reward residents who switch to EV assuming they have improved the infrastructure so it can handle the additional power demands.
A supercharged, DI 2-stroke is actually a really good option, particularly for a lightweight range extender for an EV
thats kinda what chevy did with the Volt, uses a small 4cyl 4stroke solely as a generator
Hey Jear Bear, could you do an episode on how the liquid piston X engine works?
The last two stroke cars were a batch of Ford Fiesta used by the Hampshire constabulary as pursuit cars.The three cylinder engines were developed by an Australian company called Orbital.That was back late 80,s or early 90,s.They had a tank to hold about two to three gallons of two stroke oil and weren't smokey like the presenter attributes to other engines.The modern equivalent on water would be the Evinrude E-tec engines,good power no smoke.
I would like to point out that with this engine type... just for testing the concept... you could actually get away with using a bog standard 4 cylinder engine with custom designed intakes and exhausts... plus a cam for timing all the valves differently.
Cylinder one Intake valve is still the intake, exhaust valve is now used for compression exhaust into the second intake valve of the second cylinder... for ease of manufacture, you could actually use the exhaust port of cylinder 2 as its intake. Then use the intake valve as the exhaust port exhausting into the special combustor which seems to not be too dissimilar to a jet engine's combustor. That then enters the intake valve of cylinder 3, burns, and then uses the exhaust valve to enter in through the exhaust valve of cylinder 4, which then finally exhausts out the intake valve of cylinder 4.
Unfortunately, you wouldn't get a 2 stage compression (as the cylinders are the same size) and you wouldn't get as efficient exhaust recoup... but if its gonna run... this should at least prove the concept.
I think garage 56 did this & it was a 1 stroke.
@@Eduardo_Espinoza Well... not quite. They did modify the engine extensively, but what they did was that they just basically turned a 4 cylinder engine with one power stroke every 180°, they made a 4cyl engine that had 4 power strokes every 720°. But if anyone were to do what I proposed on the cheap... it would probably be them.
I think there's a reason why the cylinders are all differently sized. The first intake piston needs to be bigger than the second intake piston (aka larger displacement) so you're actually compressing more air, otherwise you're just moving air around pointlessly. Same with the two exhaust pistons, the 4th piston is larger than the 3rd to over-expand the air.
Now, you could probably try to do something similar with a 6-cyl, with 2super intake pistons, 1 final compression, 1 main power stroke, 2 expansion pistons, though I question if its a good idea to boost a single cylinder to 2 atms.
@@Appletank8 Well... thats why I stated it would be for testing only... just to prove out the concept. I know it would be moving air pointlessly... but if it works while wasting energy... imagine how good it would do actually putting that energy to good use. That was the only reason I even brought it up.
@@MrRadicalMoves cyl 1 and 4 already do things accomplished far easily in another cycle: the Miller Cycle. Cyl 1 act like a positive displacement pump geared to the crank, aka a supercharger. Cyl 4 over expands the exhaust, like an Atkinson cycle. Combine the two and you get Miller Cycle. The hard part is that ignition interface between 2 and 3, and the nightmare that is balancing 4 varying sized pistons. You won't really learn anything just connecting the airflow of a regular inline 4
This is probably a good idea for a generator. Set engine speed with a designed max load and increased efficiency, but otherwise most likely 🗑
Yes.
Thats what i thought, exept id ditch the precompression cylinder and add a turbo.
@@anomilumiimulimona2924 a root may work better no way to know without a couple of prototypes.
@@DawsonTyson turbos are better for gens because they're more efficient.
@@travisuysaloglu9695 yea, low parasitic loss, couple that with the constant target rpm of generators, and a proper boost map out for the turbo.
Prior to the development of the Series 60 engine in the 1980’s , all Detroit Diesel engines were 2 stroke. They had a lubricating system separate from the fuel system, like a 4 stroke, and even had engine retarders for downhill engine braking.
How about eliminating two of the pistons by turbocharging the intake side of the engine? Less reciprocating mass per usable displacement is more efficient, and you still harvest the excess expansion energy.
Turbo both sides? Is that even possible?
Edit: like the F1 turbos?
@@kemsat-n6h oops, yeah that and is still there, I edited once I saw the point of the 4th cylinder. You couldn't turbo like that, because it depends on exhaust gases but if it was a more traditional two stroke, you could supercharge both the exhaust and the intake to get cleaner charges for better efficiency.
3:20 *Saab Sonett
As a swede I am greatly offended
Thanks for that.
As a Saab enthusiast I agree. Sad
Yo that intro AD had me lmao at the end. “Cause not everyone lives in Southern California” I live in Vermont. The hottest and coldest place on earth
Better develop it in a place with good ventilation! I'd love to see this tried even if it never leaves the prototype phase and fails...
Day 263 of asking Donut to bring old B2B back
DONUT HEAR US
Man I LOVE these engineering videos. They’re so important. Thank you for making them. I love you.
My thoughts would be remove cylinder 1, it just sounds like an inefficient turbo. Then solve the nightmare of balancing this engine. Even with just 3 cylinders trying to balance 3 different sizes of piston sounds almost impossible. Honestly the last piston trying to take advantage of exhaust pressure sounds cool but setting it up on a separate closed system that doesn't involve the engine itself sounds like a more practical and reliable solution.
My thoughts entirely, putting a turbo and afterburner on a really beefy two stroke would accomplish the same thing without needing to balance so much, if you ask me.
I still think 2 strokes would've been amazing if developed as much as 4 stroke
Well, it's not for lack of trying.
The new generation of direct injection 2 strokes are amazing! But it could have come a lot sooner if developing the engine had not bankrupted Johnson / Evinrude. BRP really lucked out picking up those companies for a song.
Then Honda and Yamaha caught up quick using the blood and tears of Johnson / Evinrude engineers.
2 strokes engines are amazing, they run in the biggest container ships out there with a thermal efficency of about 50 percent, much higher than every 4 stroke will able to rech
What about snowmobile two strokes? They’re direct injected and you don’t pre mix anymore?
It would be cool if you did an episode on the M4+2 Mezyk engine. It combines a two stroke piston and a four stroke piston in one cylinder :) Crazy idea and insane efficiency, much better than this engine. And there is a working prototype
So it's a 2 stroke, with one combustion chamber (I'm gonna guess the exhaust chamber isn't as powerful as an actuall combustion chamber because lets be honest it isnt) that takes up as much space as 4 or more combustion pistons (as the exhaust and intake compression pistons are larger). While this is great for efficiency, it does not have the main benefit of a 2 stroke, being 2 times the power pulses of a 4 stroke, as you could fit 4 4 stroke pistons in a row, and have 360 degrees of combustion instead of just the 180 this provides (assuming both theoretical engines have 180 degrees of combustion per power pulse). This is great tech, but it isnt really what I'd expect from 2 stroke innovation, actually losing its main draw for a new one.
3:18 Y'all really did the Saab Sonett dirty, not you Jeremiah you nailed it.
I would like to see this engine work but I have a feeling that the power to weight ratio would be very low. Im not an engineer but thats just my observation.
All I say is go see some of those enduro Husquvarnas and KTMs in 2 stroke.
Isn’t that why two strokes have a idle screw so when you let go of the gas it’s still giving it enough to run the engine?
But in an engine braking situation the idle jet doesn't supply the engine ith enough mix to keep it lubricated at a higher rpm.
Idle screw only adjust how high or low the rpms are at idle. The low mix screw is what you are referring to in fuel.
@@chrisgauthier669 Hense the oil pumps in modern 2 cycles. Other then chainsaws weedeaters and leaf blowers.
I had a Wartburg 353S, it was a lovely car! I once blowed up the engine! With a new engine, I used it for years!
If you think about it, the first and last cylinders do the same function of a turbocharger. It be interesting to experiment this cycle but with a turbo in exchange for those cylinders.
"SAAB Sonic" Lol!
It's Sonnet silly boy, not Sonic. Oy!
8:18 - In Academic and Engineering fields the "Otto" cycle is best known as "Beau de Rochas" cycle, by the name of the French scientist/engineer that theorized its existence and patented it in 1862. Otto had the idea to actually test it and put it into production in 1876: before that, Nicolaus Otto had patented a 4-stroke (January 2nd, 1862) that didn't work because it completely omitted the pre-mix and compression of the fuel-air mix.
I’ll ignore the misspelled “ignition” during the cauldron scene because I love you guys. Don’t let it happen again though.
terrifying
@@huntdog8649 it was a joke big man