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Microcap & Penny Stocks : BAAT - world records for electric vehicles with zinc-air -- Ignore unavailable to you. Want to Upgrade?

To: Zakattack who wrote (1290)	2/11/1998 9:45:00 AM
From: shashyazhi	Respond to of 6464

The test car has a three-into-one extractor type exhaust system, and a very nicely constructed one at that. I have seen prototype exhaust systems that were many degrees of magnitude cruder looking, but this one was first rate. For some reason, the hood of the car would be raised each time the fuel usage was measured, and I did get one close look at the engine before the last run. Three header pipes join in a conical collector. There is a thermo- couple sensor in that conical collector. Joe said that the EGT is only about 500 degrees there. He said that in the exhaust port the temperature is about 800 degrees. All of this speaks to the engine's breathing abilities. One of BAT's investor relations packet pages spoke to various problems which are overcome by the pulse charging technology. These problems include standoff, which reverses airflow in the engine intake manifold; not enough air reaches the engine at the most critical time, resulting in lower volumetric efficiency, and less power. Pulse charging increases the pressure of the fuel air charge at ignition, and introduces air into the cylinder during the exhaust stroke, reducing unburned hydrocarbons. The duration of the fuel injection process is shortened in the pulse charged engine and more complete combustion results. Mr Holland told me that the test engine was a two-valve-per-cylinder design. BAT's package states that for gasoline engines, fresh air pulse charging works best with four valve engines, and requires at least three valves. Pulse charging overcomes the problem of fuel air mixture escaping into the exhaust system during valve overlap, and vaporization problems are overcome through advanced combustion processes. There were articles about two pulse charged flat four cylinder engines compared to other engines. The first was a pulse charged 2.4 liter VW engine. It had a maximum horsepower of 233 on the dyno, compared to a racing engine which produced 207 hp at 5500 rpm. It was noticeable that the pulse charged engine had less power up to 4500 rpm and then surpassed the racing engine past 6500, the test limit. 4200 rpm is apparently where the pulse charging effect really begins. The pulse charged engine has a compression ratio of 9 : 1, vs the race engine's 12.5 : 1, allowing the use of 92 octane gas versus the race engine's requirement for 110 octane racing gas. A similiar test between a pulse charged Porsche 911S engine and a stock 911RS engine showed that the pulse charged engine had more torque and horsepower throughout the rpm range, and also had increased fuel efficiency, from 19% at 5000 rpm to 30% at 6500 rpm. The pulse charged engine can be optimized for fuel economy or performance. Claims of 50% increases in either area are made. Pulse charging eliminates the need for turbocharging (those things were expensive to replace), results in a smoother running engine, with lower stress and longer life. It is also claimed that the engine produces less emissions. During the first test run yesterday, I could see no black diesel soot out the exhaust, though I could smell it. They tinkered with the rack, trying to get to that magic 100 mpg mark, and soot became visible. Mr. Holland said that he believed it was the fault of the camshaft's acceleration ramps, which did not meet his specifications. Mr. Holland said that the engine made use of stratified charge technology, and also featured a combustion chamber in the top of the piston. The investor packet did not identify which companies BAT Northeastern was negotiating with for the fleet rebuilding contract, and I can only speculate on who signed the contract in New York on Saturday. I did some mathematical studies for a valveless pulse jet engine in 1994, so I am familiar with the effects of pulsing. The pulses are bi-directional. They reverse themselves at a regular frequency. This frequency can be placed in harmony with the motions of the valves and pistons. Alternately the pulses would be driving fresh charge into the engine, and preventing the escape of fuel air charge from the exhaust. The pulses must coordinate with mechanical motion. Mr. Holland said that he had explored the rpm range up to 10,000 rpm. The nuts and bolts of the technology are less of a mystery today. What remains is the question of financial stability and revenue.