RE: 4 Stroke Redesigned
Discussion
Fellow members , We are making progress with this design especially in the gas flow area
www.sixstroke.com/sr500_burnout.htm
The object of this burn-out is to demonstrate the amazing low rev torque that the sixstroke engine can produce. The front wheel of the bike is resting against a car bumper bar. I use between a quarter and half throttle in this demonstration. The gearing was unaltered from the standard settings and the carburettor was the standard 35mm Mikuni. The rear tire was a Dunlop ArrowMax 110/90-18 inflated to 20 PSI. I get started in first year and then roll off the throttle to nearly closed and allow the revs to drop to 500 with my full weight on the seat. I then change to second gear with the rear wheel coming to a momentary complete stop when I disengage clutch. The clutch is engaged, and, rather than stalling, the tyre once more commences to spin. Plenty of smoke, no mirrors!
The reasons for this high torque output are:
(1) The reed valves keep gas velocity high at low throttle openings and prevent spitback through the carburettor.
(2) There is a gain in mechanical efficiency because the cylinder head is returning power to the main crank, unlike a conventional fourstroke which suffers parasitic losses from the valve train.
(3) The compression pressure is maintained at low throttle settings because of the stratification of the intake charge keeping the fuel mixture swirling on the outside next to the spark plugs and retaining some exhaust towards the centre. The cranking compression pressure was the same as the standard bike, at 135 PSI.
(4) The effective change in volume of the expansion stroke is actually larger than either two- or four-strokes, which means that more energy is extracted during the combustion process.
Fuel economy at these rev levels is more than 35% better than the 4stroke.
Yes folks you can try this at home! In fact, I challenge anyone with a Yamaha SR500 (or anything other than a steam locomotive) to emulate this feat - I guarantee it will stall.
Malbeare www.sixstroke.com/index.html
www.sixstroke.com/sr500_burnout.htm
The object of this burn-out is to demonstrate the amazing low rev torque that the sixstroke engine can produce. The front wheel of the bike is resting against a car bumper bar. I use between a quarter and half throttle in this demonstration. The gearing was unaltered from the standard settings and the carburettor was the standard 35mm Mikuni. The rear tire was a Dunlop ArrowMax 110/90-18 inflated to 20 PSI. I get started in first year and then roll off the throttle to nearly closed and allow the revs to drop to 500 with my full weight on the seat. I then change to second gear with the rear wheel coming to a momentary complete stop when I disengage clutch. The clutch is engaged, and, rather than stalling, the tyre once more commences to spin. Plenty of smoke, no mirrors!
The reasons for this high torque output are:
(1) The reed valves keep gas velocity high at low throttle openings and prevent spitback through the carburettor.
(2) There is a gain in mechanical efficiency because the cylinder head is returning power to the main crank, unlike a conventional fourstroke which suffers parasitic losses from the valve train.
(3) The compression pressure is maintained at low throttle settings because of the stratification of the intake charge keeping the fuel mixture swirling on the outside next to the spark plugs and retaining some exhaust towards the centre. The cranking compression pressure was the same as the standard bike, at 135 PSI.
(4) The effective change in volume of the expansion stroke is actually larger than either two- or four-strokes, which means that more energy is extracted during the combustion process.
Fuel economy at these rev levels is more than 35% better than the 4stroke.
Yes folks you can try this at home! In fact, I challenge anyone with a Yamaha SR500 (or anything other than a steam locomotive) to emulate this feat - I guarantee it will stall.
Malbeare www.sixstroke.com/index.html
Edited by malbeare on Thursday 15th March 19:57
Edited by malbeare on Thursday 15th March 19:59
Globulator said:
[quote=odyssey2200]If you like a good conspiracy theory your gonna love this one.
Apparently a swedish guy made a small engine run on water H2O
His ........
Apparently a swedish guy made a small engine run on water H2O
His ........
In Poland, when I have 10 years old, conspiracy theory with a swedish guy listen ,so his make lifetime matches
May be this mutation not need a conspiracy theory:
But I have some dilemma with name this engine.
It is a STEAM ENGINE with pivot piston.
It is for TRAIN
May by name "Stephenson second " ??
Andrew 
Edited by Feliks on Tuesday 10th April 01:29
Slide (or rotate excentric)this point and change compression ratio and characteristic open/close
It is excellent idea for my engine with piston valve.
Are possible change compression ratio, simile Commer engine, or Biceri piston .
Hand change compression ratio too are possible.
Regards Andrew
Edited by Feliks on Tuesday 1st May 21:10
Gravity a bit : About efficiency new 4 stroke
Daniel Huber, CH physicist elegant describe efficiency:
Mass - RPM - inertial forces-- intake-intake/inertia
1main piston --- 2 --- 2 ---- 2 * 2^2 =8 ---- 600 ---- 75
2valve pistons - 2*1 - 1 --- 2 * 1 * 1^2= 2-- 360 --- 180
===> intake / inertia is better for valve piston than main piston.
Regards Andrew
Daniel Huber, CH physicist elegant describe efficiency:
Mass - RPM - inertial forces-- intake-intake/inertia
1main piston --- 2 --- 2 ---- 2 * 2^2 =8 ---- 600 ---- 75
2valve pistons - 2*1 - 1 --- 2 * 1 * 1^2= 2-- 360 --- 180
===> intake / inertia is better for valve piston than main piston.
Regards Andrew
Edited by Feliks on Saturday 16th October 01:55
All about story pivot piston engine in one place:
http://www.new4stroke.com/new engine pivotal piston1.pdf
Pivot cylinder are made possible extrude big aluminium profile
Regards Andrew
http://www.new4stroke.com/new engine pivotal piston1.pdf
Pivot cylinder are made possible extrude big aluminium profile
Regards Andrew
Edited by Feliks on Monday 30th July 17:37
Edited by Feliks on Monday 30th July 17:38
Feliks said:
Increase efficiency variable compression change way:
My vision change compression ratio in piston valve timing
or cam deg.:
An epicyclic gearbox would be a more compact way of implementing this than a differential gearbox. This is essentialy what the variator in many Fiat/Alfa engines does, only theirs very compact and hydraulicly operated. My vision change compression ratio in piston valve timing
or cam deg.:
The VVC mechanism in Rovers K series engine is one of the cleverest variable cam timing solution though, it actualy adjusts the cams duration (220 to 295 degrees) by slowing the cam down whilst the valve is open. http://www.sandsmuseum.com/cars/elise/thecar/engin...
Just a newbie's first post impression but isn't the OP just replacing the well proved camshaft-with-sprung-poppet-valves with a hideously over complicated and monstrously inefficient piston valve assembly?
Or is Flick just a paraody and I should be laughing not frowning?
Oh, and hi :-)
Or is Flick just a paraody and I should be laughing not frowning?
Oh, and hi :-)
Hi Felix your pic of the sulzer rotating piston engine stirred memories,sadly it did not function in the real world,combustion debris clogged its mechanism after a small number of running hours.Hydaulic valves were used by Burmiester and Wain,but for opposed piston nightmares have a look at doxford Pand later J types,regarding modern out of the box thinking Raphial Morgado and his MYT engine deserves a good look.Tempus
Feliks said:
Develop air-cooled half rotate piston :
Two big closed bearings,little different seals:
(3D not enough, two picture for good explain
)plus some fin inside "piston" and good air vent
Regards Andrew
Or two small bearings .....
Andrew
Edited by Feliks on Sunday 9th September 17:51
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