Oddball engines and prototypes

[lohring]

My favorite new take on the Junkers style double piston two stroke is by Eco Motors (scroll down). Their current versions are modular which allows an efficient generator package over a wide power range. However, I think the electric turbo is the significant contribution. Coupled with electronic engine management it should solve starting, turbo lag, and low power operating problems with any two stroke design. An earlier small version used piston pumps, but development was discontinued.



Lohring Miller

[wobbly]

Last point to add re the 90* even fire scenario, is that if the vibration issue could be addressed,then we have the grip and rider feel advantages
with this setup that is seen in a 90* V4 and the crossplane M1 that fire 4 times every 2 revolutions.
As two pistons are at TDC or BDC the other two are at 1/2 stroke, thus the inertia torque from the crank is virtually cancelled out.
As this inertia torque is of greater magnitude than the combustion forces below 4000 and above 14,000 in a big 4T, having this effect removed from
the forces acting on the rear tyre will have the same advantages in a 4 cyl inline 2T firing 4 times every revolution as well.

[WilDun]

However, I think the electric turbo is the significant contribution. Coupled with electronic engine management it should solve starting, turbo lag, and low power operating problems with any two stroke design
Lohring Miller

I certainly agree with the above of course, I know piston engines are very easy for us to play around and have fun with, but there is the problem of balance, thrust forces on pistons, and of course the inefficiency of a piston having to stop and accelerate again twice in each revolution! and

Those problems could be eliminated by just using a simple turbine engine and generator.

However a lot of problems were eliminated 100 years ago in the Le Rhone rotary radial ( crankshaft attached to the airframe with the cylinders rotating), as used in WW1 fighter aircraft.
The pistons only reciprocated relative to the cylinder, but relative to the wider world, they simply rotated!

But it did have it's own unique problems, like the huge rotating mass of the cylinders and of course the problems harnessing the exhaust fumes, they also had a tendency to precession and would try to bank when when the pilots suddenly tried to ascend or descend, which took a bit of getting used to - but, if you didn't mind this and being sprayed with burnt Castor Oil, it was ok in aircraft, but totally unsuitable for automotive use.

Update:-
http://www.animatedengines.com/gnome.html

If you study the movement of the cylinders, they rotate, then study the pistons/rods, they also rotate, but have a different centre of rotation, giving "relative reciprocation" (as I call it) - follow one piston pin for a revolution and you will see that it doesn't reciprocate, it only moves in a circle - the rods also of course oscillate.

[husaberg]

. However, I think the electric turbo is the significant contribution. Coupled with electronic engine management it should solve starting, turbo lag, and low power operating problems with any two stroke design. An earlier small version used piston pumps, but development was discontinued.



Lohring Miller

I first seen this about 20 years ago not your normal snake oil Electric blower.

DynaCharger

"Turbodyne Technologies Inc. is a leading engineering company in the design and development of charging technology to enhance the performance of internal combustion engines."
The Turbodyne Dynacharger is an electric assist device that can be adapted to specific turbochargers. The Dynacharger system comprises an electronically controlled ultra high-speed brushless electric motor that's mounted between the turbine and the compressor of a conventional turbocharger, together with an electronic power and speed control system.
Electrically, the operation of the Dynacharger alternates between Motor Mode and Generator Mode. In Motor Mode, the Dynacharger provides the desired boost pressure for low speed engine acceleration. In Generator Mode, the Dynacharger utilizes the otherwise wasted surplus exhaust gas energy by using the turbine to drive the electric rotor. At full engine power, the generator can be used to slow the turbine, and in many cases alleviates the need for a wastegate.
The most obvious benefits are improved transient response, boost pressure available at low rpm and low load and greater turbo sizing flexibility - you can rely on the Dynacharger for low-end boost and you can opt for a huge compressor for strong top-end performance.

this one shows but amps and motor size are needed for full time electric blowers.

ESC Electric Supercharger

From the BoostHeads.com website; "Thomas Knight is proud to unleash the revolutionary ESC-400 Electric Supercharger. Our patent-pending ESC- series electric supercharger technology shocks the competition with up to 20 psi of instant boost. Yes, we said 20 psi - in 3/10 of a second"...
Quite unlike anything else on the market, the ESC-400 uses an Eaton twin-rotor core that's driven by three custom wound electric motors. All three motors - totalling 18 horsepower - are mounted on a CNC 60-16 T6 aluminium billet bracket. Interestingly, the ESC-400 has its own independent power source - four high-capacity 12V batteries, which are designed for very fast recharge.

Suitable for use on engines up to 2.5 litres, the ESC-400 is capable of 20 psi of boost but - on a stock motor - it is recommended that you don't exceed 5 - 7 psi. Depending on the boost pressure you require, the unit can produce maximum boost for up to 15 seconds. The Eaton roots-type compressor comes rated up to 425hp and delivers up to 405 cfm of airflow at 5.5 psi boost. Note that, like the e-RAM, the ESC-400 supercharger operates only at wide-open throttle.
The universal ESC-400 kit - which retails for US$1995 - includes a boost gauge, solenoids, relays, switches, battery terminals, copper busbars, ammeter and a 2½-inch check valve. Installation should take a competent workshop about 12 hours. Note that the ESC-400 draws 600 - 1200 amps during operation, so specialist electrical system experience is desirable.
And what about the engine management system, you ask? Well, due to the huge mass of air this unit can supply to the engine, it seems likely you will need to upgrade the car's standard engine management system. There's no escaping the fact that huge increases in mass airflow call for management mods - this is the case when bolting on any supercharger or turbocharger kit.
In its most basic set-up, the ESC-400 battery system can be trickle charged overnight to give you 15 seconds of boosted performance the following day. Once spent, full battery charge will then be restored after about an hour of driving. But, should you decide to fit a 200-amp alternator, you can restore battery charge in just a few minutes of driving. Note that the car's alternator is bypassed when the ESC-400 is in operation - this eliminates parasitic losses.
The ESC-400 is a great bolt-on for people wanting a big power hit only on the odd occasion. As claimed, "while you're waiting in the staging lanes or cruising along the strip, you can relax and hurl insults at the nitrous guys while your system preps for another 15-second burst of sheer power. That's more than enough time to run the quarter mile or remind that high school kid with the neon muffler bearings who his daddy is..."
Interestingly, the ESC-400 is apparently very loud in operation - it's described "like a low pitched siren, or a vacuum cleaner on steroids." Durability is a strong point - information on BoostHeads.com suggest the unit will comfortably outlast your vehicle.
BoostHeads encourage you to look at their dyno graphs, consider their achieved performance times and - if you're still sceptical - you can go for a ride in a car equipped with the ESC-400. So long as you're in the vicinity of Miami, Florida... "We are absolutely confident that, like everyone who has taken us up on the challenge, you will walk away a believer."
Check out all the details of the ESC-400 at www.boosthead.com

[tjbw]

I saw this 2 wheel chain drive bike at the Sammy Miller museum in England:

Also found various other types of 2 wheel drives on www.

Here's a Drysdale Dryvtech bike with hydraulic drive to both wheels, oddball because it includes a 9 piston hydraulic pump with an operating pressure of 4,500psi:

http://www.gizmag.com/drysdale-dryvtech-2x2x2/35103/

Yamaha have a hydraulic "2-trac" system:

http://www.gizmag.com/go/2351/

Christini make another type of 2 wheel drive, using telescopic drive shafts:

http://blog.christini.com/

Two Wheel Drive Electric Bicycle:

https://www.youtube.com/watch?v=CKk3i4CmLlg

[husaberg]

I saw this 2 wheel chain drive bike at the Sammy Miller museum in England:

Also found various other types of 2 wheel drives on www.

Here's a Drysdale Dryvtech bike with hydraulic drive to both wheels, oddball because it includes a 9 piston hydraulic pump with an operating pressure of 4,500psi:

http://www.gizmag.com/drysdale-dryvtech-2x2x2/35103/

Yamaha have a hydraulic "2-trac" system:

http://www.gizmag.com/go/2351/

Christini make another type of 2 wheel drive, using telescopic drive shafts:

http://blog.christini.com/

Two Wheel Drive Electric Bicycle:

https://www.youtube.com/watch?v=CKk3i4CmLlg

Not forgetting the Rokon

[tjbw]

Another bike at the Sammy Miller museum in England.

1969 Moto Villa 250cc square four two stroke. Designed by Walter and Francesco Villa. Unfortunately this was produced shortly before FIM changed the rules restricting the number of cylinders to two.

[tjbw]

This is a 1926 Grindlay-Peerless with Bar & Stroud 500cc sleeve valve engine, on display at Sammy Miller museum in England.

[WilDun]

Another bike at the Sammy Miller museum in England.

1969 Moto Villa 250cc square four two stroke. Designed by Walter and Francesco Villa. Unfortunately this was produced shortly before FIM changed the rules restricting the number of cylinders to two.

I remember that one, was quite interested in it - I (along with another guy) managed to build a 4 cylinder Ariel Arrow 500 by combining the motors in that fashion, - it was quite fast actually but only a partial success though ( cranks were interconnected by a chain) and then there was the 'pain in the ass' Arrow ignition to contend with!

[tjbw]

I remember that one, was quite interested in it - I (along with another guy) managed to build a 4 cylinder Ariel Arrow 500 by combining the motors in that fashion, - it was quite fast actually but only a partial success though ( cranks were interconnected by a chain) and then there was the 'pain in the ass' Arrow ignition to contend with!

Wow, a square four Ariel Arrow, now that's something I'd like to see. What frame did you use for it?

What do you think of this in-line Arrow 4 cylinder?

https://flic.kr/p/2jeAMe

I gather other people have created 3 and 6 cylinder conversions, mostly in-line.

Bill Boddice tried a 4 cylinder Arrow engined sidecar, without success.

There's also a Lotus 23 Rotorvic 1.5L car, with six Arrow engines!

[tjbw]

http://catalog-moto.com/wp-content/u...o-stroke_1.jpg

Counting on fingers, 1, 2, 3, 4, 5!

[WilDun]

Wow, a square four Ariel Arrow, now that's something I'd like to see. What frame did you use for it?

Yes it was a poor man's effort back around 1970, inspired by Ernst Degner's Suzuki Square Four, with chain drive between the engines - my friend and I worked together on the project, he was the best for the fine tuning and getting it all built and working properly, he also did the pipes.
I actually drew up a loose copy of a Manx Norton frame and built it at work in my spare time (sometimes in work time as well, when the boss wasn't around) - this was in a tubular steel furniture factory where they had all the tube cutting, benders, MIG and bronze welding gear (all very handy - that's really why I got a job there - why else would you want to work there?)
My mate fitted it with Triumph wheels and forks and it was a runner! - all good fun but lots of problems with standard ignition points, chain drive between engines (had to fit outrigger bearings on the cranks) and we made the mistake of using the standard box which had an "innovative" sintered iron bearing which always broke up - In a word "crappy".

Got hauled up by a traffic cop on a bike down a "quiet" street on it's first test, he was extremely interested and apologized for giving me a ticket saying that he had to act on the complaints of residents of the street! - miserable old gits I thought! Now I'd do exactly the same thing!!

Sorry, we didn't have a camera so I don't have any photos.

Think I saw that inline four Arrow before, it is well done but would probably be much better with bigger wheels - Although heavy, the Arrow monocoque steel frame and trailing link forks were both excellent items for handling, but that was all anulled by the 16" wheels which made it impossible to lean over without scraping (even as standard with the twin 250 engine) - with that four cylinder one it would be a nightmare, probably as restricted on cornering as an old Harley!

[WilDun]

That Kawasaki would have been quite a handful too I would imagine - had a ride on a 500 H1A - that thing took some discipline to control! think that that wide five would have been a bloody nightmare!

I remember Bill Boddice's Arrow effort, - my conclusion eventually was that (despite Hermann Meier's quite succesful TT racer) the Arrow was designed specifically for commuting only and its cast iron barrels, extremely small transfer ports (x2 not multiple as today), chain primary drive, four speed box, single carb, were just not really suited for racing - however, the "box" frame and trailing link forks had a lot of merit and could have been developed - but it was not to be. The Suzuki T20 and Ariel's management (mismanagement) were its nemesis and between them delivered the final blow.

[WilDun]

I saw this 2 wheel chain drive bike at the Sammy Miller museum in England:

These designs are very ingenious (and expensive) but ........ is there ever a time when two wheel drive is really necessary (or useable) on a motorcycle?
Maybe when slowly riding through mud or loose sand I guess, but the front wheel is so light that in most situations this system would not be of much use surely? - certainly not enough to justify the cost!

[ken seeber]

That Kawasaki would have been quite a handful too I would imagine - had a ride on a 500 H1A - that thing took some discipline to control! think that that wide five would have been a bloody nightmare!

Willy, you brought back memories. Here's me on one of the first H1s in Melbourne, racing it at Winton in around 1972. Poor handling reputation was surpassed by the drum brake. Later I made up a set of expansion chambers based on Gordon Jennings articles in Cycle World magazine. Dunno if it went much better, but it sounded great. No silencing, just 3 tailpipes. Later I chucked it down the road, so stuck the std exhausts back on and sold it.