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Technology Stocks : Orbital Engine (OE) -- Ignore unavailable to you. Want to Upgrade?

To: PIERRE HANDL who wrote (3616)	12/21/1998 11:52:00 AM
From: Maverick	Read Replies (1) \| Respond to of 4908

Prove it. Chemistry? Thermodynamics? Suggesting that this is basic engineering is ridiculous. And there's nothing in your education that suggests a background in those two. I don't think the fluids will be much help with low-S. Post some proof. Watch Honda. If anyone can make it until the low-S fuel is available, Honda can. And keep in mind that you can also produce low-S fuel by starting with low-S crude, although it's more expensive and of limited availability. But CA could require it - there would be enough capacity to supply them to start. Note that ENBC had a 7-1 reverse split this morning, and has a new ticker: ENBCD. GM to use Toyota's HPDFI?: biz.yahoo.com Siemens+Mercury+Bombardier+Tohatsu+Lotus+Sundiro+Aprilia+Texmaco-BHP-RGC-RS=$3

To: PIERRE HANDL who wrote (3616)	12/22/1998 10:04:00 AM
From: PIERRE HANDL	Respond to of 4908

THE AUTO'S ROAD TO THE FUTURE, By LEE DYE LA Times, Business Section 12-21-98 messages.yahoo.com@m2.yahoo.com The following was my reply to this article which I sent to the author on 2/21/98. This article is typical how reporters are over looking the obvious. No different than all the automotive engineers around the world, except those in Perth, Australia. December 21, 1998 Dear Lee I read you Science Watch article titled, The Auto's Road to the Future, appearing in the December 21, edition of the Los Angeles Times. As we reach for the ultimate solution to our needs we often overlook the obvious. You correctly pointed out that "the ability to extract hydrogen from other fuels paves the way for the introduction of fuel-cell vehicles within a decade or so." And only then, we can expect only thousands of fuel cell equipped vehicles to be driven on the roads. By then, the fleet of fuel cell vehicles compared to the projected 300 million cars that will be operating around the world in the next decade will be perceived to be but a minute step towards a long road to the future. The Earth's ecosystem is currently showing signs of stress and has only gotten a short reprieve from the increased combustion of hydrocarbons as a result of the unfortunate financial crisis in Asia. The future to mitigate this problem is here today which you briefly touched upon in your article. The one major technology that has a significant impact on reducing emissions and increase engine efficiency as much as 20% to 40% is "direct-injection". Direct fuel injection (DFI) of all technologies that have been undertaken by the auto industry to date is the most significant in terms of results, costs, and ability to implement. The Japanese are implementing DFI into their domestic markets and there are plans to introduce it here in the US. Unfortunately there is one draw back. For the Japanese version of DFI to function effectively, gasoline needs to be classified as low sulfur. California and Japan are two major markets that mandate low sulfur gasoline. Europe is moving towards this goal and there is a debate here in the US to have the EPA mandate low sulfur gasoline throughout the US. To accomplish this, it will take time and money. The common denominator of the Japanese DFI systems is High Pressure Direct Injection (HPDI). HPDI achieves increased efficiency by pushing gasoline through a small orifice contained in a special fuel injector inside the combustion chamber. However, HPDI has exhibited operating problems in its ability to control NOx a major contributor of smog when high sulfur gasoline is used. A technology that is available today and has proven its ability to meet European and California low emission requirements, high sulfur gasoline is not an issue, and is currently being utilized in the marine engine market, uses a completely different approach to deliver fuel to the combustion chamber. This technology is called Orbital Combustion Process (OCP). This DFI system uses a small amount of compressed air which is mixed with gasoline prior to fueling the combustion chamber. This air assisted technology is the obvious key component that automotive engineers around the world have overlooked in their quest for a perfect fueling system. The system does not require high pressure pumps that may prove dangerous to occupants in evident of a vehicle mishap. It also has application throughout a large range of internal combustion applications for personal water crafts, motorcycles, outboard motors, and automobiles. Why hasn't the automobile industry bought off on this technology and instead focused on fuel cells as the answer. I attribute this to the industry's need to demonstrate they are proactive, gain publicity on the back of "high technology", and their historic conservative nature in employing new technology only when absolutely necessary to meet real competitive market challenges or regulatory requirements. The other reason may stem from not wanting to buy technology because OCP is a proprietary technology of Orbital Engine Corp., Ltd. a company headquartered in Perth, Australia. Orbital Engine company has for over two decades developed, refined, and field proven the utility of OCP. OCP is currently employed in the Optimax line of outboard motors of Mercury Marine Corp. and has demonstrated for regulatory boards its ability to meet stringent emission regulations. Other companies in Europe, Japan, and China will be using OCP to fuel their two stroke engines. And more recently, Orbital's two stroke automotive engine will be manufactured in Indonesia for deployment of a new car platform powered by their engine. So to wait for the next decade to witness the inauguration of the fuel cell is far too long of a wait to begin major reduction of harmful exhaust emissions. Billions of tons of pollutants can now be removed from tail pipe exhausts. Pierre Handl Phandl@aol.com