Simplified Mechanics

[Paul]

The genearator can be built in less than one year.

[Sally]

Is that basing the engine on a current Caterpillar engine and then doing their thing to make it meet the specs or are they working with SwRI to come up with a totally new engine design?

[Paul]

My technology knowledge is not strong, however I had heard a world wide reputable company experienced in bringing new technologies to the production phase (not SWR) will configure the head to match the split cycle tecnology of the bored Caterpillar twelve cylinder block. Lonny maybe you can advise if this makes any sense, it's all foriegn to me?

[Lonny Doyle]

Using an existing engine to build around will save them a considerable amount of time. There a lot of mechanical components that are already in place that they can modify to work with the Scuderi split cycle design.



Some of the things that likely can be used as is are the:

Connecting rods and connecting rod bearings
Wrist pin
Piston rings
Main Bearings
Balancer
Flywheel
Oil pump
Oil pan
Oiling system design
Water pump
Water cooling design
Head Gasket



Some of the things they can borrow part of the design from are:

The Crankshaft. In the prototypes that Scuderi have shown us they changed the timing of the rod journals to allow for the split cycle design to time properly. They will need to remake the crankshaft with the new timing of the rod journals. Crankshafts turn very fast so they need to be balanced, this can be tricky with an irregular cranking pattern. For this they will likely use balance shafts in the block.

The Block. The Scuderi prototypes that I have seen have had balance shaft added to the block to compensate for the irregular crank timing. They may be able to design a balance shaft system that can be bolted to the existing block externally but they are usually located inside the block and driven by a chain or gears.



The cylinder head will be of the Scuderi design. I am sure they have a lot of research information that will help them move forward quickly from their previous designs and simulations.

I wish they were more open to you guys about their progress, I don't see where it would hurt as long as it was generalized information, design this, test that, assemble this...

It would be enjoyable to watch them cross off items on their to do list. Especially the last line.

Lonny

[Sally]

Hi Lonny,

I am surprised that the activity on this blog site has remained so quiet. I will tell you we were told that an investor update was coming out on Friday but the update never materialized. I can only hope along with all the other investors that something good is coming, maybe even surprise us with something that has a dollar sign with it......nay, only fooling.

[Lonny Doyle]

Pendants,

I am not sure how many people know about this site, I only told one person. I did not want to high jack Mike's forum. Feel free to tell anyone you would like and maybe it will moving.

It could also be freedom of speech worries.

[Henry]

Hallo guys,

Would you accept here a participant who is an experience engine mechanic but one that do not posses Scuderi shares ?

[Lonny Doyle]

Sure

If you don't mind maybe you can tell us a little about your mechanical background.

[fox]

Hi,

Once I have few moments and the proper mood , I will tell.

In the mean time, thanks for welcoming me.

[fox]

Hallo Guys,

Please look at this one (Split Cycle). isn't the mechanical arrangement a beauty?

www.youtube.com/watch?v=HFUsnKJtMYQ&list=LLli_RJkGWfZvw4IlDLHNCQg

[Lonny Doyle]

I finally had an opportunity to look at the Paut Motor video, it is an interesting design.

The video is well done and I assume the engine is in early stages of design and still has a few areas that need attention.

I like how he eliminated piston side load by spinning the crank in one direction and moving the whole crank in a circle in the opposite direction.

I notice he was able to offset the out of balance from the new crank motion with a counter weight on the flywheel but I feel it will need to add a counter weight on the other end also.

Most production crankshafts have five main journals on a four cylinder crank but I believe you could get by with just three, I feel he will need to add a center journal to help control crank flexing.

If I understand the engine cycle correctly cylinder one intakes through reed valves and then compresses through reed valves into a crossover tube.

Cylinder two, after exhausting the previous combustion, has a low enough cylinder pressure that it allows pressure in the crossover tube to force its way past a valve that is located at the top of the cylinder. As the piston moves toward top dead center fuel is injected and then compressed a second time. The spark plug fires and then we have a power stroke followed by an exhaust stroke.

This engine could likely be very powerful for its size and weight which would make it ideal for ultra-lite aircraft. It will not likely be able to pass emissions standards set for the transportation industry because of the need to mix oil in the fuel to lubricate the rings that slide past the exhaust port. A mechanically controlled conventional exhaust valve might be able to help though.

The larger intake and compression pistons will help make more power but from an efficiency standpoint you would like to see a larger expansion ratio.

I hope this guy continues to move forward, I would like to know if he has attempted a prototype. I googled but cannot find any prototype images.

[Sally]

Hey Lonny,

Great job on this. I didn't understand all of what I was reading and looking at when I viewed the article. But I'm not worried about any competition because Ruth told me the SG did not see any competition when I asked her about it last year. They still claim the Otto is their biggest competitor and everyone else is, well I guess everyone else is like them. I think I agree with her on that one.

Does your hair stand up on your neck and arms when you read the SG went thru $80+M and never built an engine, never secured anything that generated revenue? I know I'm scratching my head on that one.

All of the foregoing is my opinion. I don't give anyone permission to cut/paste and disseminate my comments to a broader audience. This is a private communication intended for the above captioned recipients only. I do not wish to forward or commence any misstatements about or towards the Scuderi Group or Scuderi family members. Everything I have ever written in any blog is my opinion only based on the facts as I knew them to be at that time. Whew.

[fox]

Lonny,

I agree with your "PAUT MOTOR" evaluation, but in my opinion, its crossover tubes kills its merit as an efficient Split Cycle engine (as is the case with the classical Scuderi Split Cycle engine.
Still, it may be developed into a powerful 8 cylinder, 2 or 4 stroke engine.

[Lonny Doyle]

Fox
You mentioned that the cross over tube may be a problem, do you see a way around this or do you feel this will be an inherent problem with all split cycle designs that will cause them to be inefficient?

[fox]

Lonny,

I strongly believe in the Split Cycle Idea future. While being convinced that's the way to go, I am sure the "cross over tubes should be left behind.

Yes there are ways to go around, for example........the Doyle rotary engine.