I recommend nylon support rings for the pistons skirts. The centrifugal forces on the pistons will make them sideload very badly and reduce their lifespan. The piston pins will not be enough to compensate for this loading.
the best part about the design is it doesn't change the direction of movement of any of the parts. in a conventional piston engine, the piston has to stop and turn around and go the other way, but here, the momentum stays the same and can actually help.
wow, it's a strange coincidence, but i actually came up with the exact same design today. then again, there's billions of us, the chances of two people having the same idea aren't so slim
It took me almost 27 years to come up with this design, another day of thinking and you will have me beat. Make sure you patent your ideas. With a mind like yours you should be able to solve a lot of the worlds problems soon.
The previous prototype seized because for prototyping purposes we were running the Wankel seals against an aluminum surface. They didn't last long enough for testing.
We are currently working on the next prototype. It has chrome plated surfaces that match the standards of Mazda's rotary engine. This prototype might be done in a few weeks. We fabricate our own pieces so the deadline can change if work gets in the way. See our progress on the Overview page of our website in the comments.
That' a sweet computer animation. I used to draw cars with crayons but it didn't mean they moved! Where's the proof? I'll bet if you build that thing there will be pistons flying everywhere!
And we are using a direct injector from a Chevrolet Cobalt SS (same car that the pistons come from). It uses an electric fuel pump and a mechanically driven, higher pressure fuel pump.
19 seconds into the video titled "Doyle Rotary Parts: Drive Rods" you can see slots on the inside of the intake side panel of the outer housing. In our prototype, oil passages (in the form of thin tubes) will be placed in these slots. These tubes will connect to tubes that are just inside the outer housing. The oil travels from the center of the side panel, out to the outer housing, across to the outer wrist pins and then through the rods.
The centrifugal forces bring the oil back up to the level they started at (center of the side panel). The oil pump applies just a bit more pressure to increase the flow of oil.
If the engine makes it to commercial manufacturing the oil passages will be cast into the components rather than added in as separate components.
My responses might be more delayed from now on. We are busy working on the website, exhibit and other media in preparation for next week.
I know that heating and expanding air does not increase power to the engine, the theory is to cool the air to reduce the volume so that you can squeeze more air into the combustion chamber. I'd also like to view the oil feed system to the pistons to make an accurate comment on it. My experience with small oil channels is they have the tendancy to clog easily and cause major damage.
Let's first consider the process within a conventional engine. As the air is pulled into the cylinder it enters an environment that has just finished exhausting the combusted gases. Its hot. So as the air enters, it begins to heat up and, as you said, you want this air to remain cool until you have filled it to capacity. In the DRE, as the air enters the cylinder it is entering a significantly cooler environment. This allows more air to fill the volume.
Now back to the conventional engine. The air absorbs heat from the previous combustion, then it is compressed and the fuel is ignited. The heat absorbed and the combustion process add to the pressure within the cylinder. This pressure begins to force the piston back down and power is produced. But before the piston can use all of this pressure the exhaust valve opens and tremendous amounts of heat and pressure exit the exhaust.
Respond to this video...Returning to the DRE, the cooler and denser air is compressed before travelling into the combustion chamber. So already the DRE is slightly ahead because more air molecules have made it to the combustion chamber. After entering the combustion chamber, the air begins to absorb heat and expand. This pressure adds to the pressure generated after combustion.
Instead of releasing much of this pressure out of the exhaust, the power is used for 180 degrees of rotation and any residual pressure remains in the combustion chamber. This residual pressure can be used on the next cycle because it will simply add pressure when the next batch of fuel is ignited. Generally the residual pressure will be kept to a minimum by using the least amount of fuel possible to generate the power needed at that moment.
This is complicated to read but the short story is that a minimal amount of fuel can be burned (and less heat created) because any leftover pressure can be used with the next cycle. If too much fuel was burned during one cycle, the residual heat and pressure will remain in the combustion chamber and less fuel will be ignited on the next cycle. In a conventional engine, if too much fuel is burned, the excess energy is lost as soon as the exhaust valve opens.
Actually you've explained it quite clearly, I keep concentrating on the combustion chamber alone and not thinking about how the intake pistons are compressing the cooler air. So I'm assuming you're using a high pressure fuel injector like in the newer fords because I see no other way for it to work. The only tricky part is the oil channels, through the connecting rods. The oil will have to pass through not one, but two wrist pins then get evenly distributed along the cylinder wall. @ADoyle88
I'm assuming the oil will be fed from the stationary center outward the rotating mass to utilize the centrifugal force to its advantage? The problem is having enough clearance between both parts to lubricated them and also have a slot sealed to provide the pressure to reach all the way to the cylinders. @ADoyle88
The oil passages are on par with the sizes of passages in conventional engines. We have purposely tried to retain as many features of a conventional engine as possible to decrease the chances of failure. If we were to try to reinvent the oiling systems, seal technologies, bearing technologies, and piston technologies while also trying to invent a new engine we would run into problems left and right. Focusing on just the new stuff allows us to have speedier progress.
Well going off of this one video that I viewed lastnight when I woke up at midnight and tried to get back to sleep. I only had about an hour to think of all of that. I'll try to view more and read up since this has caught my interest. I'm 24 and from Hawaii so my knowledge is limited, I just like to wrench as a hobby. But you said that the cold air will wick out the heat and cool the combustion chamber and in turn heat the cooler air expanding it for more compression?
Harmonics play a big part in our conventional motors, how well balanced is this motor and with all the centrifugal force on the cylinders, how will they be lubricated properly? If in fact the motor can keep spinning with a bad air fuel mixture which in turn will rob it of all power.
As you said, harmonics IS a big part of conventional engines: 20-50 pounds of dead weight is added to balance the engine mechanically and harmonically. However, if you will place a point at the center of our rotating mass as the engine spins you will notice that this point remains constant at all times. The radially symmetric cylinder block and outer housing are inherently balanced. The DRE requires no dead weight to be added for balancing.
Oil is pressure fed through the rod up to the piston. It travels through the wristpin and into the oil ring of the piston. The oil ring distributes the oil along the cylinder wall.
We just posted a new video 4 days ago. It goes more in depth into the advantages.
Finally, we would really like to thank you for taking the time to critique our engine. We post these videos in order to create discussions. Your posts were perfect and we hope you can keep them coming.
From what I can see from this video, the combustion chamber ignites the gasses and then gets cut off to allow the powered stroke of the cylinder to take place which leaves a lot of burnt exhaust fumes in a dirty chamber to mix with the new incoming air and gas, hence a dirty unefficient engine. Has anyone considered the balance issue with this motor?
The shape of the combustion chamber has been designed to isolate the combusted gases to one end of the chamber as the intake air is compressed into the chamber. The compressed air actually stacks into the combustion chamber. The fuel injector and spark plug are on the fresh air end of the combustion chamber.
I fail to see how this would be lighter and more efficient. So what you're saying is instead of 6 cylinders, I'll need 12 cylinders to get the same results? Also the fact that you're using one injector, sparkplug and, combustion chamber is asking for a meltdown at lower rpms.
In one revolution of a 12 cylinder Otto cycle engine there are 6 power strokes (the six other cylinders are intaking and compressing air during this revolution). Our engine is exactly the same: there are 6 power strokes during every revolution of the engine.
Combustion chamber temperatures will not be a problem for many reasons. First, because intake and compression occur in the cooler rows of cylinders, pre-ignition temperatures are lowered.
Secondly, firing after top dead center eliminates the spike in temperature that occurs in conventional engines when the piston compresses the already ignited mixture for a short duration. Both of these lead to lower overall combustion temperatures. Also, the DRE will be run without a throttle. The power will be controlled by varying the amount of fuel injected into the combustion chamber.
Pulling in excess air (rather than decreasing the air with the throttle) will decrease the temperature in the combustion chamber as the excess of cool air wicks heat out of the chamber. And this heat being wicked away gets to be used as the cool air expands and adds to post combustion pressure.
A flex plate/flywheel will be bolted to the exhaust-side end cover of the outer housing. This will then mount to a transmission just like a conventional engine.
The DRE had a split-cycle arrangement a few years before the Scuderi engine fell into the limelight. Theirsplit cycle layout is similar to ours except that we burn the fuel within the combustion chamber not as the piston races away from the flame front. This makes our combustion process less questionable than theirs.
This device it's very interesting, so i'd like to give you an information. In 1910, an airplane known as Blériot XI , was in a one version series, equiped by a rotary engine, Gnome. To solve the problems caused by an eccentric combustion, tipycal, of the star-engine, the connecting rod system about this, was replaced by a device as like as the yours, where the connecting rod aren't in rotary motion. so if you want, you can research a most information about this, an maybe their can help you.
i'm no engineer, but if applied in a car, where it will shift rpm all the time, wont it give a slower response than an otto engine, since the entire engine block is moving part?
The displacement of this prototype is 4.1 liters and the rotating mass is 68 lbs. In a comparably sized Otto cycle engine the mass of the crank, flywheel and crank end of the rods comes to 80 or more lbs. Our rotating mass is lower because it is not necessary to add weight for balancing purposes. The Doyle Rotary is inherently balanced.
In one revolution of a 12 cylinder Otto cycle engine there are 6 power strokes (the six other cylinders are intaking and compressing air during this revolution). Our engine is exactly the same: there are 6 power strokes during every revolution of the engine.
The torque is actually related to the bore (86mm) and stroke (60mm). This is comparable to conventional engines and this engine should have comparable torque and horsepower to an Otto cycle of the same displacement.
Have you actually looked at your own engine? I went to your patent and counted unique parts and total parts. Not counting off the shelf parts such as fasteners and seals, you have 83 unique parts to our 33. You have 102 overall parts to our 96. The bulk of our parts are the redundancy of pistons and wrist pins which are ready available off the shelf parts. All but 18 of our parts can be purchased from automotive parts suppliers. Go to our website for more info.
Two-stroke nitro engines that are on model airplanes use less parts to run than any other engines. Does this make them better than conventional engines?
If you follow the link that is in the description of this video you will see the thread explaining what gives the Doyle Rotary the potential to be better than today's engines. Perhaps you should expand on the benefits of your engine in the CR4 forums. CR4 members also give a lot of good feedback.
By 'wtf' I assume that you meant: What's this for? This is a great question. Thank you for posting it.
This video describes the engine we have designed. Eliminating the valve train of a conventional engine and using a split-cycle arrangement should make this motor more efficient. The motor is also more compact and lighter per cubic inch of displacement than conventional engines.
So what would this engine be for? Anything that would benefit from a lighter more efficient engine.
I recommend nylon support rings for the pistons skirts. The centrifugal forces on the pistons will make them sideload very badly and reduce their lifespan. The piston pins will not be enough to compensate for this loading.
vilefly 1 day ago
the best part about the design is it doesn't change the direction of movement of any of the parts. in a conventional piston engine, the piston has to stop and turn around and go the other way, but here, the momentum stays the same and can actually help.
Minjask6572 3 days ago
wow, it's a strange coincidence, but i actually came up with the exact same design today. then again, there's billions of us, the chances of two people having the same idea aren't so slim
Minjask6572 4 days ago
@Minjask6572
It took me almost 27 years to come up with this design, another day of thinking and you will have me beat. Make sure you patent your ideas. With a mind like yours you should be able to solve a lot of the worlds problems soon.
DoyleRotary 3 days ago
Interesting concept!
It will be awesome to see the prototype running!
Now, how on earth can I make one of these out of used lawnmower engines!!!!????
lol
ChargerMiles007 5 days ago
@ChargerMiles007
I too would like to see our latest prototype running. We are trying to get it finished before the SAE World Congress in April.
I keep having to stop working on the DRE to work on my customers parts so they don't shoot me.
I also keep running out of money. A very large investment from a Venture Capitalist sure would speed thing up.
Being a machinist/engineer does not help me find investors.
Ill just keep self funding it until I'm old and Gray.
Cont.
DoyleRotary 3 days ago
@ChargerMiles007
My first prototype of this design used 2.375" lawn mower pistons.
If you piece together a prototype of the DRE from lawnmower parts you have got to let me see it. That would be interesting.
DoyleRotary 3 days ago
@DoyleRotary
Sorry, I will have to let you build this one, I don't have any machining facilities, except for a drill press, hand grinder etc.!
All the best in getting it done!
I have quite a few subscribers, so please send me a vid of it, I will watch and favorite it, so more folks will watch :)
ChargerMiles007 17 hours ago
Its a good idea, but what will be the diference to a 6 inline?
alexi077 1 month ago
oh boy one of these would be a pain to fix if the piston blew
robthatguyx 2 months ago
i thought it would run but you had one in 2009. so when do we see a good quality vid, and a new one ?
un7ucky 2 months ago in playlist Uploaded videos
@un7ucky
The previous prototype seized because for prototyping purposes we were running the Wankel seals against an aluminum surface. They didn't last long enough for testing.
We are currently working on the next prototype. It has chrome plated surfaces that match the standards of Mazda's rotary engine. This prototype might be done in a few weeks. We fabricate our own pieces so the deadline can change if work gets in the way. See our progress on the Overview page of our website in the comments.
ADoyle88 2 months ago
@ADoyle88 i cant wait :D
un7ucky 2 months ago
Interesting concept...but I already falling in love with wankel engines :D
pushitgently001p 8 months ago
That' a sweet computer animation. I used to draw cars with crayons but it didn't mean they moved! Where's the proof? I'll bet if you build that thing there will be pistons flying everywhere!
cutlass3501 8 months ago
@cutlass3501
You should check out our newest animation and the brief clip of the previous prototype. You can find them by clicking on my name and browsing around.
ADoyle88 8 months ago
And we are using a direct injector from a Chevrolet Cobalt SS (same car that the pistons come from). It uses an electric fuel pump and a mechanically driven, higher pressure fuel pump.
ADoyle88 11 months ago
19 seconds into the video titled "Doyle Rotary Parts: Drive Rods" you can see slots on the inside of the intake side panel of the outer housing. In our prototype, oil passages (in the form of thin tubes) will be placed in these slots. These tubes will connect to tubes that are just inside the outer housing. The oil travels from the center of the side panel, out to the outer housing, across to the outer wrist pins and then through the rods.
ADoyle88 11 months ago
The centrifugal forces bring the oil back up to the level they started at (center of the side panel). The oil pump applies just a bit more pressure to increase the flow of oil.
If the engine makes it to commercial manufacturing the oil passages will be cast into the components rather than added in as separate components.
My responses might be more delayed from now on. We are busy working on the website, exhibit and other media in preparation for next week.
ADoyle88 11 months ago
I know that heating and expanding air does not increase power to the engine, the theory is to cool the air to reduce the volume so that you can squeeze more air into the combustion chamber. I'd also like to view the oil feed system to the pistons to make an accurate comment on it. My experience with small oil channels is they have the tendancy to clog easily and cause major damage.
AnubisSolvang 11 months ago
@AnubisSolvang
Let's first consider the process within a conventional engine. As the air is pulled into the cylinder it enters an environment that has just finished exhausting the combusted gases. Its hot. So as the air enters, it begins to heat up and, as you said, you want this air to remain cool until you have filled it to capacity. In the DRE, as the air enters the cylinder it is entering a significantly cooler environment. This allows more air to fill the volume.
ADoyle88 11 months ago
Now back to the conventional engine. The air absorbs heat from the previous combustion, then it is compressed and the fuel is ignited. The heat absorbed and the combustion process add to the pressure within the cylinder. This pressure begins to force the piston back down and power is produced. But before the piston can use all of this pressure the exhaust valve opens and tremendous amounts of heat and pressure exit the exhaust.
ADoyle88 11 months ago
Respond to this video...Returning to the DRE, the cooler and denser air is compressed before travelling into the combustion chamber. So already the DRE is slightly ahead because more air molecules have made it to the combustion chamber. After entering the combustion chamber, the air begins to absorb heat and expand. This pressure adds to the pressure generated after combustion.
ADoyle88 11 months ago
Instead of releasing much of this pressure out of the exhaust, the power is used for 180 degrees of rotation and any residual pressure remains in the combustion chamber. This residual pressure can be used on the next cycle because it will simply add pressure when the next batch of fuel is ignited. Generally the residual pressure will be kept to a minimum by using the least amount of fuel possible to generate the power needed at that moment.
ADoyle88 11 months ago
This is complicated to read but the short story is that a minimal amount of fuel can be burned (and less heat created) because any leftover pressure can be used with the next cycle. If too much fuel was burned during one cycle, the residual heat and pressure will remain in the combustion chamber and less fuel will be ignited on the next cycle. In a conventional engine, if too much fuel is burned, the excess energy is lost as soon as the exhaust valve opens.
ADoyle88 11 months ago
Actually you've explained it quite clearly, I keep concentrating on the combustion chamber alone and not thinking about how the intake pistons are compressing the cooler air. So I'm assuming you're using a high pressure fuel injector like in the newer fords because I see no other way for it to work. The only tricky part is the oil channels, through the connecting rods. The oil will have to pass through not one, but two wrist pins then get evenly distributed along the cylinder wall. @ADoyle88
AnubisSolvang 11 months ago
I'm assuming the oil will be fed from the stationary center outward the rotating mass to utilize the centrifugal force to its advantage? The problem is having enough clearance between both parts to lubricated them and also have a slot sealed to provide the pressure to reach all the way to the cylinders. @ADoyle88
AnubisSolvang 11 months ago
The oil passages are on par with the sizes of passages in conventional engines. We have purposely tried to retain as many features of a conventional engine as possible to decrease the chances of failure. If we were to try to reinvent the oiling systems, seal technologies, bearing technologies, and piston technologies while also trying to invent a new engine we would run into problems left and right. Focusing on just the new stuff allows us to have speedier progress.
ADoyle88 11 months ago
Well going off of this one video that I viewed lastnight when I woke up at midnight and tried to get back to sleep. I only had about an hour to think of all of that. I'll try to view more and read up since this has caught my interest. I'm 24 and from Hawaii so my knowledge is limited, I just like to wrench as a hobby. But you said that the cold air will wick out the heat and cool the combustion chamber and in turn heat the cooler air expanding it for more compression?
AnubisSolvang 11 months ago
Harmonics play a big part in our conventional motors, how well balanced is this motor and with all the centrifugal force on the cylinders, how will they be lubricated properly? If in fact the motor can keep spinning with a bad air fuel mixture which in turn will rob it of all power.
AnubisSolvang 11 months ago
@AnubisSolvang
As you said, harmonics IS a big part of conventional engines: 20-50 pounds of dead weight is added to balance the engine mechanically and harmonically. However, if you will place a point at the center of our rotating mass as the engine spins you will notice that this point remains constant at all times. The radially symmetric cylinder block and outer housing are inherently balanced. The DRE requires no dead weight to be added for balancing.
ADoyle88 11 months ago
@AnubisSolvang
Oil is pressure fed through the rod up to the piston. It travels through the wristpin and into the oil ring of the piston. The oil ring distributes the oil along the cylinder wall.
We just posted a new video 4 days ago. It goes more in depth into the advantages.
Finally, we would really like to thank you for taking the time to critique our engine. We post these videos in order to create discussions. Your posts were perfect and we hope you can keep them coming.
ADoyle88 11 months ago
@AnubisSolvang
New video: "The Doyle Rotary Engine"
ADoyle88 11 months ago
From what I can see from this video, the combustion chamber ignites the gasses and then gets cut off to allow the powered stroke of the cylinder to take place which leaves a lot of burnt exhaust fumes in a dirty chamber to mix with the new incoming air and gas, hence a dirty unefficient engine. Has anyone considered the balance issue with this motor?
AnubisSolvang 11 months ago
@AnubisSolvang
The shape of the combustion chamber has been designed to isolate the combusted gases to one end of the chamber as the intake air is compressed into the chamber. The compressed air actually stacks into the combustion chamber. The fuel injector and spark plug are on the fresh air end of the combustion chamber.
ADoyle88 11 months ago
I fail to see how this would be lighter and more efficient. So what you're saying is instead of 6 cylinders, I'll need 12 cylinders to get the same results? Also the fact that you're using one injector, sparkplug and, combustion chamber is asking for a meltdown at lower rpms.
AnubisSolvang 11 months ago
@AnubisSolvang
In one revolution of a 12 cylinder Otto cycle engine there are 6 power strokes (the six other cylinders are intaking and compressing air during this revolution). Our engine is exactly the same: there are 6 power strokes during every revolution of the engine.
Combustion chamber temperatures will not be a problem for many reasons. First, because intake and compression occur in the cooler rows of cylinders, pre-ignition temperatures are lowered.
ADoyle88 11 months ago
@AnubisSolvang
Secondly, firing after top dead center eliminates the spike in temperature that occurs in conventional engines when the piston compresses the already ignited mixture for a short duration. Both of these lead to lower overall combustion temperatures. Also, the DRE will be run without a throttle. The power will be controlled by varying the amount of fuel injected into the combustion chamber.
ADoyle88 11 months ago
Pulling in excess air (rather than decreasing the air with the throttle) will decrease the temperature in the combustion chamber as the excess of cool air wicks heat out of the chamber. And this heat being wicked away gets to be used as the cool air expands and adds to post combustion pressure.
ADoyle88 11 months ago
how, exactly, does the engine transfer power to a shaft?
jonathanstensberg 11 months ago
@jonathanstensberg
A flex plate/flywheel will be bolted to the exhaust-side end cover of the outer housing. This will then mount to a transmission just like a conventional engine.
ADoyle88 11 months ago
Nice design. !!
A radial for expansion and exhaust, and a radial for compression.
Does it mean, a scuderi-way of combustion ?
Kind regards.
frankydevaere 1 year ago
I just looked at the animation. Indeed a scuderi-split-cycle. Very well done !
frankydevaere 1 year ago
@frankydevaere
The DRE had a split-cycle arrangement a few years before the Scuderi engine fell into the limelight. Theirsplit cycle layout is similar to ours except that we burn the fuel within the combustion chamber not as the piston races away from the flame front. This makes our combustion process less questionable than theirs.
ADoyle88 11 months ago
This device it's very interesting, so i'd like to give you an information. In 1910, an airplane known as Blériot XI , was in a one version series, equiped by a rotary engine, Gnome. To solve the problems caused by an eccentric combustion, tipycal, of the star-engine, the connecting rod system about this, was replaced by a device as like as the yours, where the connecting rod aren't in rotary motion. so if you want, you can research a most information about this, an maybe their can help you.
English256 1 year ago
did you get this idea from a hydraulic vane motor?
thedudefromthewoods 1 year ago
i'm no engineer, but if applied in a car, where it will shift rpm all the time, wont it give a slower response than an otto engine, since the entire engine block is moving part?
patrickh499 1 year ago
@patrickh499
The displacement of this prototype is 4.1 liters and the rotating mass is 68 lbs. In a comparably sized Otto cycle engine the mass of the crank, flywheel and crank end of the rods comes to 80 or more lbs. Our rotating mass is lower because it is not necessary to add weight for balancing purposes. The Doyle Rotary is inherently balanced.
ADoyle88 1 year ago
@ADoyle88 what about mechanical efficiency?
it takes two cylinder to complete the four strokes = twice the resistance,
or are i'm wrong ?
patrickh499 1 year ago
@patrickh499
In one revolution of a 12 cylinder Otto cycle engine there are 6 power strokes (the six other cylinders are intaking and compressing air during this revolution). Our engine is exactly the same: there are 6 power strokes during every revolution of the engine.
ADoyle88 1 year ago
@ADoyle88 i see
patrickh499 1 year ago
What a wonderfully unique design! Does this engine produce an incredible amount of torque due to the large radius of the... crank drum?
BerickCook 1 year ago
@BerickCook
The torque is actually related to the bore (86mm) and stroke (60mm). This is comparable to conventional engines and this engine should have comparable torque and horsepower to an Otto cycle of the same displacement.
DoyleRotary 1 year ago
@TheTommeyReedShow
Have you actually looked at your own engine? I went to your patent and counted unique parts and total parts. Not counting off the shelf parts such as fasteners and seals, you have 83 unique parts to our 33. You have 102 overall parts to our 96. The bulk of our parts are the redundancy of pistons and wrist pins which are ready available off the shelf parts. All but 18 of our parts can be purchased from automotive parts suppliers. Go to our website for more info.
DoyleRotary 1 year ago
@TheTommeyReedShow
Two-stroke nitro engines that are on model airplanes use less parts to run than any other engines. Does this make them better than conventional engines?
If you follow the link that is in the description of this video you will see the thread explaining what gives the Doyle Rotary the potential to be better than today's engines. Perhaps you should expand on the benefits of your engine in the CR4 forums. CR4 members also give a lot of good feedback.
ADoyle88 1 year ago
Live video of the cylinder block being machined is available. Check the bulletins in my account for more information.
The machine will be cutting for nearly 24 hours so check back tomorrow.
ADoyle88 1 year ago
interesting where can i get one of these?
v3eclipseR 1 year ago
wtf-.-
Evilboy012 1 year ago
@Evilboy012
By 'wtf' I assume that you meant: What's this for? This is a great question. Thank you for posting it.
This video describes the engine we have designed. Eliminating the valve train of a conventional engine and using a split-cycle arrangement should make this motor more efficient. The motor is also more compact and lighter per cubic inch of displacement than conventional engines.
So what would this engine be for? Anything that would benefit from a lighter more efficient engine.
ADoyle88 1 year ago