Silicon Investor (SI) -- The First Internet Community

STOCKTALK

We've detected that you're using an ad content blocking browser plug-in or feature. Ads provide a critical source of revenue to the continued operation of Silicon Investor. We ask that you disable ad blocking while on Silicon Investor in the best interests of our community. If you are not using an ad blocker but are still receiving this message, make sure your browser's tracking protection is set to the 'standard' level.

Technology Stocks : Advanced Engine Technologies (AENG) -- Ignore unavailable to you. Want to Upgrade?

To: Al Dorsa who wrote (330)	5/28/1998 11:41:00 AM
From: shashyazhi	Respond to of 3383

There is a drawing of the guts of the engine on the OX2 website, but it does take a lot of knowledge of engines and intuition to figure it out. Basically, the pistons have to rise and fall in a rotating cylinder like the barrel of a revolver. There are two cruciform piston places attached to the output shaft. There are apparently cam followers attached to the piston plates. The stationary cam has steep ramps to push the pistons up into their bores. Two pistons on each piston plate are on the same stroke at any given time. So two pistons are on the intake stroke, two are on the compression stroke, two are on the power stroke, and two are on the exhaust stroke. The stationary cam has steep ramps to rapidly push the pistons up, and less-steep ramps to allow the pistons to descend. In this manner, more power can be extracted from the rapidly expanding gasses on the power stroke. The top of the cam holds the pistons near top dead center longer than a conventional crankshaft. The bottom of the cam allows the pistons to dwell near the bottom of the stroke for less time than a conventional crankshaft. As the cam followers travel up and down the cam ramps, the attached piston plates must follow the ramps, causing the output shaft to turn. The process reminds me of an old Maytag agitator washing machine my mother had in 1950. It used to go down and around and up and down like the OX2. If the current version of the OX2 engine can turn faster than 2500 RPM, I would LOVE to see certified dyno charts with torque figures past 2500 RPM. The way that James Watt set up his original horsepower formula means that the torque and horsepower curves will ALWAYS cross at 5252 RPM. The formula is Horsepower = (Torque X RPM) divided by 5252. If you look at the dyno charts on the OX2 web site, you can work with the torque and rpm numbers and arrive at the same horsepower figures that are given in the charts. But I think it is quite misleading to project torque and horsepower past the points where readings were actually taken. Those lines are going to cross at 5252 RPM no matter what the charts appear to project. And this means that both torque and horsepower curves are going to fall off eventually. I have never seen any different results. None of what I have said is intended to say that the OX2 engine is no good. I have simply tried to explain that all internal combustion engines must obey the same physical laws, and that there are mechanical limitations which are also applicable. Certainly, Caroll Shelby is no fool about engines. I met him in 1965 when he had his original Cobra assembly building on La Brea avenue in Los Angeles. I sat in his second 289 cubic inch Cobra, called "Dragon Snake," and was quite impressed by the car. He was still gaining the Cobra mystique by drag racing the Cobra. His business really took off when he bought all those aluminum car bodies from the AC company in England. I could see dozens of them sitting on the ramp at Los Angeles International Airport as I drove to work in the morning. I wondered if Caroll was going to be able to make a success of the project. The Cobras looked so forlorn, gathering dust out there on the ramp. It seems AC no longer had an engine supplier, but they wanted to continue to build the chasses and bodywork. And Shelby had access to engine from Ford. It was a marriage born in heaven. Some of those 427 Cobras are worth $300,000 now. They originally sold for about $7,000. Good luck to investors.

To: Al Dorsa who wrote (330)	5/28/1998 1:40:00 PM
From: 246810	Respond to of 3383

Here is a link to the most recent version of the Detroit Press on-line story about the engine. It has a sketch comparing the OX2 to an in-line and an eccentric rotary Torque and hp graphs to 3000 rpm are shown. IMO the OX2 could be similar to a wobble plate air motor energized by expanding combustion products. As to seals, they claim charge dilution as an advantage. It probably doesn't have rings or seals. (Only 4 moving parts, they forgot to count the pistons.) Rubbing surfaces could be spray coated with tungsten carbide to reduce wear. The unit loads on these furiously thrashing parts must be huge. detnews.com 246810