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Old 12-22-2008, 06:49 PM   #1 (permalink)
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a new 4 stroke

http://www.new4stroke.com/

God i hope this isn't a repost.




edit: i searched real hard too.
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Last edited by GSquared; 12-22-2008 at 06:49 PM. Reason: adding things
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Old 12-22-2008, 07:05 PM   #2 (permalink)
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I’m failing to see the genius?
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Old 12-22-2008, 07:08 PM   #3 (permalink)
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Look at the rod angle of the intake piston when it fires. That can't be good.
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Old 12-22-2008, 07:09 PM   #4 (permalink)
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that's... uh... interesting.
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Old 12-22-2008, 07:10 PM   #5 (permalink)
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Maybe he got tired of changing lightbulbs?
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Old 12-22-2008, 07:11 PM   #6 (permalink)
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Iím failing to see the genius?

i feel like i'm in jr. high laughing at this but "polish inventions"
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Old 12-22-2008, 07:12 PM   #7 (permalink)
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fail

how is it any less complicated? looks more complicated if anything
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Old 12-22-2008, 07:14 PM   #8 (permalink)
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This will never get off the ground and has fail written all over it.
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Old 12-22-2008, 07:18 PM   #9 (permalink)
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Needs more triangulation.

Or bacon.

Yeah, maybe bacon.
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Old 12-22-2008, 07:19 PM   #10 (permalink)
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This will never get off the ground and has fail written all over it.
If he put in a plane, would it take off?
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Old 12-22-2008, 07:32 PM   #11 (permalink)
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how many of his buddies does it take to start it.
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Old 12-22-2008, 07:36 PM   #12 (permalink)
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That thing looks like a pile.



I wonder what the longevity of that thing would be.
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Old 12-23-2008, 07:17 AM   #13 (permalink)
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I theory it is a good idea but i cant see how a timing chain would ever live very long keeping the two shafts in time. In a normal engine the timing chain is always under drag or has resistance, this engine would have the second shaft under resisitance and then under power. Seems like the chain would stretch quickly causing alot of slap and would put the shafts out of sync. The timing of this engine would be very critical to even have it start and run. Might better stick with the rotary "wenkel" engine that does the same thing with fewer problems.
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Old 12-23-2008, 07:29 AM   #14 (permalink)
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haha Polish Desmo!
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Old 12-23-2008, 07:29 AM   #15 (permalink)
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'The lubrication system is not a problem - it is a normal engine turned "upside-down".'

I'm pretty sure my 318 won't be lubricated correctly if I turn it upside down.

.
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Old 12-23-2008, 07:44 AM   #16 (permalink)
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I think the rotary valve engine was a better idea. Or the 6 cycle engine...
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Old 12-23-2008, 07:45 AM   #17 (permalink)
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Quote:
Originally Posted by jeepyj View Post
'The lubrication system is not a problem - it is a normal engine turned "upside-down".'

I'm pretty sure my 318 won't be lubricated correctly if I turn it upside down.

.

With the proper design, a V engine can run just fine upside down. Look at the Mecherschmitt ME 109.
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Old 12-23-2008, 07:48 AM   #18 (permalink)
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Iím failing to see the genius?
no valves?
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Old 12-23-2008, 07:48 AM   #19 (permalink)
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Quote:
Originally Posted by woodchuck2 View Post
I theory it is a good idea but i cant see how a timing chain would ever live very long keeping the two shafts in time. In a normal engine the timing chain is always under drag or has resistance, this engine would have the second shaft under resisitance and then under power. Seems like the chain would stretch quickly causing alot of slap and would put the shafts out of sync. The timing of this engine would be very critical to even have it start and run. Might better stick with the rotary "wenkel" engine that does the same thing with fewer problems.
Replace the timing chain with gears to solve that problem.

Kudos to anyone who is working on the ICE. My favorite is one that utilizes a geared crank so that the rods travel only up and down with no rotation at the crank. Supposedly very, very efficient in small engines.
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Old 12-23-2008, 07:48 AM   #20 (permalink)
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With the proper design, a V engine can run just fine upside down. Look at the Mecherschmitt ME 109.
how does it work? it seems that the cylinders would fill with oil and rob huge amounts of power. what am i missing?
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Old 12-23-2008, 07:52 AM   #21 (permalink)
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how does it work? it seems that the cylinders would fill with oil and rob huge amounts of power. what am i missing?
Honestly, I'm not really sure, but it does. The Mecherschmitt used a daimler engine, and the cylinders were pointed down. I would think that the pistons moving at normal RPM's would splash the oil out of the cylinders.
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Old 12-23-2008, 08:25 AM   #22 (permalink)
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dude had to write a computer program (in Fortran on punch cards, no less) to calculate the displacement.
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Old 12-23-2008, 08:26 AM   #23 (permalink)
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What about these guys. I am sure that this has been posted at some time.
http://www.scuderigroup.com/technolo..._it_works.html

From the How It Works Section:
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Conventional Engine Design
The heart of the internal combustion engine is a piston connected to a crankshaft, moving up and down in a cylinder through the four strokes of the Otto Cycle, the intake, compression, power and exhaust strokes. In a typical four-stroke cycle engine, power is recovered from the combustion process in these four separate piston strokes within each single cylinder. This basic design has not changed for more than 100 years.

Scuderi Split-Cycle Engine Design
The Scuderi Split-Cycle Engine changes the heart of the conventional engine by dividing (or splitting) the four strokes of the Otto cycle over a paired combination of one compression cylinder and one power cylinder. Gas is compressed in the compression cylinder and transferred to the power cylinder through a gas passage.

The gas passage includes a set of uniquely timed valves, which maintain a precharged pressure through all four strokes of the cycle. Shortly after the piston in the power cylinder reaches its top dead center position, the gas is quickly transferred to the power cylinder and fired (or combusted) to produce the power stroke.

Inherent Advantages
By splitting the strokes of the Otto cycle over a pair of dedicated compression and power cylinders, the design of each cylinder can be independently optimized to perform the separate and distinct tasks of compression and power. As a result, the split-cycle design provides more flexibility in how engines are built. Features that were understood to be beneficial but impossible to implement in a conventional design can be implemented in the split-cycle design. For example:
the power stroke can be made longer than the compression stroke to over-expand the gas for increased thermal efficiency (the Miller Effect),
the compression piston diameter can be made larger than the power piston diameter to supercharge the gas for increased power; and
the compression and power cylinders can be independently offset to almost any angle for increased mechanical efficiency.

The unique combination of maintaining a precharged pressure in the gas passage and firing after top dead center in the power cylinder produces several additional advantages. These advantages include:
an extremely fast combustion rate,
a further increase in thermal efficiency, and
a significant reduction in nitrogen oxide (NOx) emissions.
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Old 12-23-2008, 08:34 AM   #24 (permalink)
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it would seem to have added weight, but the increase in intake volume that then compresses while the main piston compresses is a cool idea.

somewhat of a mini-supercharger built in
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Old 12-23-2008, 08:35 AM   #25 (permalink)
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it would seem to have added weight, but the increase in intake volume that then compresses while the main piston compresses is a cool idea.

somewhat of a mini-supercharger built in
I'd liken it more to an increase in stroke length
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