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

To: john griffin who wrote (1492)	7/19/1998 2:59:00 AM
From: shashyazhi	Respond to of 3383

The OX2 engine fires all eight cylinders twice per turn of the output shaft. That is sixteen power strokes per turn of the shaft. The Chevy engine fires four cylinders per turn of the crankshaft. Sixteen divided by four is four. The inescapable comparison factor is four. Four times 2500 RPM is 10,000 RPM. That's why I say that the OX2 engine is more comparable to a motorcycle engine than it is to a car engine. If the OX2 engine was made larger and slower turning, this would tend to reduce the gyroscopic effect of the rotating cylinder block. I was just reading an article by Kevin Cameron, the technical editor of Cycle World Magazine. He was discussing the V-8 engine designed by the resurrected Norton motorcycle company. He calculated the piston speed on that particular engine, and concluded that the 4700 feet per minute speed was "difficult, but not impossible." So now Kevin Cameron gives us a couple of hundred feet per second more than the other guru, Gordon Jennings, who writes for the other magazine, Motorcyclist. The trend of high speed internal combustion engines has been to shorten the stroke and make the engine "oversquare" in order to reduce piston speed to a manageable level. This has resulted in engines which have lower mechanical stress, but the combustion chamber shape has gotten relatively shallow with a larger diameter. This results in a longer distance from the spark plug to the outer edges of the combustion chamber. In order to ignite ALL of the fuel air mixture in the chamber, engineers are forced to advance the spark timing. Some engines use two spark plugs instead of one to overcome the problem. Advancing the spark too much can result in detonation of the fuel air mixture with destructive consequences to the piston. The OX2 website speaks of an 87 millimeter combustion chamber which is only slightly longer than the stroke. The basic layout of the test OX2 engine seems to create a long, shallow combustion chamber which would ordinarily tend to have the same problems as as a conventional oversquare engine, even though the OX2 is noticeably undersquare. But the cam can apparently be configured to control the rate at which the mixture is compressed as the piston approaches top dead center. And it could hold the compressed mixture in the combustion chamber under higher pressure for a longer period of time, if the time for combustion wasn't so limited by the engine turning the equivalent of 10,000 rpm. If the mixture is compressed at a higher rate, this would tend to reduce detonation. Actually, the term "top dead center" becomes obsolete with this engine, since it has no crankshaft to center. The OX2 engine is different, all right.