The 'New IC Engine Design of the Week' Check List

A noble effort but do you really think that the IC dreamers are capable of doing a CR4 search to find this guideline.

Nope! but we who know how can point out the obvious just a little bit easier because of it.

In theory anyway.

We can see through you! You're just part of the consipricy of Big Oil and gubbermint takeovers!!! Trying to supress the truth about Free Energy just to line your own pocket and protecting the exploitation of the "little people" and keeping them under the iron boot of your mega-corporate Marxist Fascist Capitalistic Empire!

Hahahaha, this has got to be a regular just pulling our collective leg. It's called irony.

Huh??????? Lol

Hi Lonny,

Anything new on to share with us on your engine?

It is funny you should ask. I was in the office ordering some tooling to finish the crank.

Business had been slow so I had not had any disposable funding to put toward the DRE until lately. We had to go out and shake the bushes but business is doing very well now.

So in the last couple of weeks we have been dragging everything out. We have a quote from a CFD software company that wants to simulate the DRE. They met us at the show last year and were very interested in it but their software was not capable of defining our type of cycle.

They have been in contact with me a few times since then and said that some of their software engineers took it upon themselves to write software to simulate the DRE.

Last Friday they called me and said they could do a rough simulation and P/V diagram for $15,000. This is almost doable. Their first quote was for $200,000 four months ago and a month ago they said it would cost $50,000. They do seem eager.

Adam was down this weekend from Texas Tech and we went over formulas for creating P/V diagrams and he is going to see how far he can get. It would be nice to have a preliminary P/V diagram to test different port timings and sizes and refine it as much as we can and then send the refined data to the CFD engineers for a simulation. I would get more for my $15,000.

We have also been comparing the DRE to the Otto cycle to better describe efficiency gains both with our engine configuration and the combustion cycle.

We have studied things such as losses due to partial power, pumping losses, expansion ratios, and friction losses.

When we went to the show last year we had a lot of interest from a lot of people but the one thing that was missing was simulated efficiencies. We will be better prepared this year.

We have found on the internet the breakdown of efficiency losses in an Otto cycle such as reciprocating pistons, valve train, pumping losses at part throttle and windage and are going to show how the DRE eliminates these losses among others.

The good news is we have really increased our knowledge of internal combustion engines and still feel very confident that the DRE will be efficient. I keep waiting to find some problem that cannot be overcome. At last year's show a powertrain engineer from Ford asked us to delay our trip back for a day and set up a quick meeting so I could show the DRE to several of their engineers at the Ford Research Center. They went over it for several hours and told me they were very impressed and even tried to find some way to get some funding for it. They said it is very hard to get the money people at OEMs interested in new technologies.

I hope to have the new prototype finished and running before the show. I do not think it will be a problem. The only thing that will be missing is a direct injection fuel system. A company at last year's show quoted me $90,000 to build a system tailored for the DRE. That will have to wait. I can run it on a conventional fuel injection system for a while.

We need to find some funding; it sure would be nice to make the DRE my job instead of my hobby.

Thanks for remembering us!

Lonny Doyle

Thanks for the update. I hope you can get this thing finished. I'd like to see it in a car, or plane.

Best of luck to you.

Keep in touch.

Lyn

Good questions that should be asked by those who always seem to have the next million dollar ICE. There are a few on Youtube that defy some logic and classical science yet seem to work great, somehow! We've poked fun at pseudoscience on here many times, yet it still infiltrates young minds and those not willing to do some research or simply learn from many tried and true means.

I look forward to bringing fourth two of my patentable (researching prior art) projects related to the topic at hand to the many great minds here on CR4. But we build and test our designs and gather as much empirical data as we can before tooting any horns and make any claims! So it will be awhile yet. Great post tcmtech!

BS!

My mind is convinced that I have the answer to reinventing the ICE. Don't try to confuse me by wallowing in facts.

Dear Sir,

I have been writing in my journals for 30 years about a conversion I wanted to make to the gas guzzling V-8 engines. My idea has been to use two outside cylinders on one side as gas cylinders without modification. The other side inside cylinders would also be used as gas cylinders without modification. These four cylinders would be modern fuel injected with all normal computer controls. The engine must be run on these four cylinders until proper block and head temperatures are achieved. Then the four remaining cylinders would be run as two stroke units being powered by "flashsteam" injection at top dead center of the steam cylinders. The exhaust from each gas cylinder would go out of its normal exhaust port and loop around to its adjacent steam cylinder old exhaust port. The old exhaust valve and seat in the steam cylinder will be replaced with a "heat sink" which extends into the old combustion chamber and thereby replacing it. The other side of the "heat sink" will have fins on it extending up through a hole milled in the head which replaced the old exhaust valve. A stainless steel tube will be press fitted in that hole which holds that "heat sink" essentially blocking any flow into the steam cylinder. But the exhaust gas from the adjacent gas cylinder will flow through a side hole in that SS tube with the fins of the "heat sink" protruding upward. This new exhaust tube will have to come out of a hole cut in the old valve cover. There will be two such holes in the old valve covers directly in line with the replaced old exhaust valves. The original intake valves of the converted cylinders will become the new exhaust valves for the new steam cylinders. They must be controlled by a special cam shaft which has a double lobe for each of the new steam exhaust valves. This control will be to open the steam exhaust valve at bottom dead center and close it on top dead center using two new lobes on that cam position. There will be four such new double lobe cam positions. The original exhaust lobes for those cylinders will not be used. A new simplified intake manifold must be fabricated to provide normal injector placement and connection to the throttle body for the gas cylinders. A new manifold from the original intake holes on the steam cylinders which are now steam exhaust holes will be joined to the new SS gas exhaust tubes coming out of the valve covers which will mix the spent steam with the gas exhaust to be outputted to the atmosphere through normal modern exhaust systems. A computer control of the "flashsteam" injectors must be provided. The idea of using a "Corn Burner" as a heat source has been modified by using the waste heat from the standard internal combustion engine. I am not mixing water or steam into the gas cylinders. The gas cylinders will be unchanged physically or in their normal operation; just their exhaust will be diverted a bit. Limiting some of the water cooling around the new steam cylinder and head should be done to retain their heat. The "flashsteam" injector may be the proper way to run the steam cylinder. I have wanted to make what I call my "Hybrid Steam Engine" for years. Every time the price of fuel goes up, I get more interested in its development. Now the fuel price has pushed me to accomplish my goal. But I do not feel the idea or which could be an invention needs to be held in private for financial gain. I have told many people about the idea without any action. Now with the Internet, maybe this idea will catch the eye of people of the World and not be squashed by the oil companies


Attention: V-8 Engines, it is time to change your eating habits. You are going to have your gut detoured to scavenge some of your waste heat. You are not going to have to use four of your gas cylinders on your eight cylinders engines to run any more. You can have four cylinders with gas; but the other four cylinders will provide power without you expelling hot air. The four converted cylinders will not be letting out your energy just to raise the air temperature around you.

Attention: Drivers of V-8 Engines, do your part to encourage the development of a more efficient internal combustion engine. Be at least interested in ideas to ultimately save your cash and our energy supplies. Enthusiasm is the spice of life; and it will provide rewards. That is better than complaining over a cup of coffee. Positive feedback with constructive criticism is what we inventors need to put our ideas into a working prototype. At least, you can see from my contributions that I am attempting to help our energy situation with positive suggestions.

Attention: Inventors, car buffs, steam engine masters, and others with positive feedback, make your contribution to an energy efficient internal combustion engine. Remember, it doesn't have to be something that needs new castings. Electronic control is common place now. Rust resistant injectors are available. Bring up your problems with the idea in a positive way with alternative approaches. Let us all work toward a common goal which is to finally keep more of our hard earned cash in our pocket instead of paying through to nose for our fuel to propel our vehicles.

Attention: Big SUV and pickup drivers, wouldn't it be wonderful to take your gas guzzler vehicles into a modification shop to have it converted to a hybrid steam engine. There is enough carrying capacity for this energy modification of your gas guzzler vehicle which is upside down in value of typically $10,000 because no dealer will give you jack poo for it toward a new small energy efficient vehicle. Talk about this hybrid steam engine idea that I have proposed. There must be engine builders to help make a prototype.

Attention: As the writer of this hybrid steam engine, I will continue to make a prototype. In my following contribution letters, I will be more specific on the necessary modifications and my progress in making a prototype. I even am thinking about making my own camshaft by wilding and regrinding four of the lobes by following the contour of other lobes which will give me necessary lobe with two high sections. I am not worrying about things like angles just as long as the valve opens at bottom dead center and closes at top dead center. Remember, this hybrid steam engine is not a 6-cycle engine. It is still a 4 cycle gas engine on the four remaining gas cylinders. The four steam cylinders are now 2 cycles with a power stroke on every downward movement of the piston. No gas is mixed with water. No worry about heat losses because that is exactly what the hybrid steam engine does to the block heat as well as the exhaust heat. As far as heat rejection, and condensers in steam engines, that will be something to consider for better efficiency and water consumption. But if all I need to do is to add distilled water to my tank and drive the hybrid steam engine to work with its normal fuel supply, I can do that. I can even collect rain water to use a water supply. As far as freezing in cold climates, that will have to be addressed in a positive way. Water getting into the crankcase from the steam cylinders must be addressed; but has anybody tried water soluble oil in their crankcase? The automatic machining industry use soluble oil in all of their high speed cutting machines to cool and lubricate their cutters. My contribution to this forum will be positive with as much help to others to keep their enthusiasm.

Sincerely,

George J. Birds Jr.

CR4 Admin - email address removed

From the Site FAQ: Do not post phone numbers or email addresses. The CR4 Admin will delete all phone numbers posted in threads or comments, and we strongly urge you not to put up email addresses. You can share this information via the CR4 internal messaging system.

Dear Sir,

I have been writing in my journals for 30 years about a conversion I wanted to make to the gas guzzling V-8 engines. My idea has been to use two outside cylinders on one side as gas cylinders without modification. The other side inside cylinders would also be used as gas cylinders without modification. These four cylinders would be modern fuel injected with all normal computer controls. The engine must be run on these four cylinders until proper block and head temperatures are achieved. Then the four remaining cylinders would be run as two stroke units being powered by "flashsteam" injection at top dead center of the steam cylinders. The exhaust from each gas cylinder would go out of its normal exhaust port and loop around to its adjacent steam cylinder old exhaust port. The old exhaust valve and seat in the steam cylinder will be replaced with a "heat sink" which extends into the old combustion chamber and thereby replacing it. The other side of the "heat sink" will have fins on it extending up through a hole milled in the head which replaced the old exhaust valve. A stainless steel tube will be press fitted in that hole which holds that "heat sink" essentially blocking any flow into the steam cylinder. But the exhaust gas from the adjacent gas cylinder will flow through a side hole in that SS tube with the fins of the "heat sink" protruding upward. This new exhaust tube will have to come out of a hole cut in the old valve cover. There will be two such holes in the old valve covers directly in line with the replaced old exhaust valves. The original intake valves of the converted cylinders will become the new exhaust valves for the new steam cylinders. They must be controlled by a special cam shaft which has a double lobe for each of the new steam exhaust valves. This control will be to open the steam exhaust valve at bottom dead center and close it on top dead center using two new lobes on that cam position. There will be four such new double lobe cam positions. The original exhaust lobes for those cylinders will not be used. A new simplified intake manifold must be fabricated to provide normal injector placement and connection to the throttle body for the gas cylinders. A new manifold from the original intake holes on the steam cylinders which are now steam exhaust holes will be joined to the new SS gas exhaust tubes coming out of the valve covers which will mix the spent steam with the gas exhaust to be outputted to the atmosphere through normal modern exhaust systems. A computer control of the "flashsteam" injectors must be provided. The idea of using a "Corn Burner" as a heat source has been modified by using the waste heat from the standard internal combustion engine. I am not mixing water or steam into the gas cylinders. The gas cylinders will be unchanged physically or in their normal operation; just their exhaust will be diverted a bit. Limiting some of the water cooling around the new steam cylinder and head should be done to retain their heat. The "flashsteam" injector may be the proper way to run the steam cylinder. I have wanted to make what I call my "Hybrid Steam Engine" for years. Every time the price of fuel goes up, I get more interested in its development. Now the fuel price has pushed me to accomplish my goal. But I do not feel the idea or which could be an invention needs to be held in private for financial gain. I have told many people about the idea without any action. Now with the Internet, maybe this idea will catch the eye of people of the World and not be squashed by the oil companies


Attention: V-8 Engines, it is time to change your eating habits. You are going to have your gut detoured to scavenge some of your waste heat. You are not going to have to use four of your gas cylinders on your eight cylinders engines to run any more. You can have four cylinders with gas; but the other four cylinders will provide power without you expelling hot air. The four converted cylinders will not be letting out your energy just to raise the air temperature around you.

Attention: Drivers of V-8 Engines, do your part to encourage the development of a more efficient internal combustion engine. Be at least interested in ideas to ultimately save your cash and our energy supplies. Enthusiasm is the spice of life; and it will provide rewards. That is better than complaining over a cup of coffee. Positive feedback with constructive criticism is what we inventors need to put our ideas into a working prototype. At least, you can see from my contributions that I am attempting to help our energy situation with positive suggestions.

Attention: Inventors, car buffs, steam engine masters, and others with positive feedback, make your contribution to an energy efficient internal combustion engine. Remember, it doesn't have to be something that needs new castings. Electronic control is common place now. Rust resistant injectors are available. Bring up your problems with the idea in a positive way with alternative approaches. Let us all work toward a common goal which is to finally keep more of our hard earned cash in our pocket instead of paying through to nose for our fuel to propel our vehicles.

Attention: Big SUV and pickup drivers, wouldn't it be wonderful to take your gas guzzler vehicles into a modification shop to have it converted to a hybrid steam engine. There is enough carrying capacity for this energy modification of your gas guzzler vehicle which is upside down in value of typically $10,000 because no dealer will give you jack poo for it toward a new small energy efficient vehicle. Talk about this hybrid steam engine idea that I have proposed. There must be engine builders to help make a prototype.

Attention: As the writer of this hybrid steam engine, I will continue to make a prototype. In my following contribution letters, I will be more specific on the necessary modifications and my progress in making a prototype. I even am thinking about making my own camshaft by wilding and regrinding four of the lobes by following the contour of other lobes which will give me necessary lobe with two high sections. I am not worrying about things like angles just as long as the valve opens at bottom dead center and closes at top dead center. Remember, this hybrid steam engine is not a 6-cycle engine. It is still a 4 cycle gas engine on the four remaining gas cylinders. The four steam cylinders are now 2 cycles with a power stroke on every downward movement of the piston. No gas is mixed with water. No worry about heat losses because that is exactly what the hybrid steam engine does to the block heat as well as the exhaust heat. As far as heat rejection, and condensers in steam engines, that will be something to consider for better efficiency and water consumption. But if all I need to do is to add distilled water to my tank and drive the hybrid steam engine to work with its normal fuel supply, I can do that. I can even collect rain water to use a water supply. As far as freezing in cold climates, that will have to be addressed in a positive way. Water getting into the crankcase from the steam cylinders must be addressed; but has anybody tried water soluble oil in their crankcase? The automatic machining industry use soluble oil in all of their high speed cutting machines to cool and lubricate their cutters. My contribution to this forum will be positive with as much help to others to keep their enthusiasm.

Sincerely,

George J. Birds Jr.

CR4 Admin - email address removed

From the Site FAQ: Do not post phone numbers or email addresses. The CR4 Admin will delete all phone numbers posted in threads or comments, and we strongly urge you not to put up email addresses. You can share this information via the CR4 internal messaging system.