This is pretty significant - New engine configuration [Video] The Scuderi engine

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http://www.physorg.com/news/2011-01-split-cycle-efficient-traditional-combustion.html

Just watch those videos and realize how simply brilliant it seems.

Hopefully everything checks out but it seems solid so far.
That crossover pipe's just so freaking simply genius I'm surprised it's taken so long to be applied like this. Unless it's been done before int he past and these guys just do it best.

It's perfect for posting and increasing power more efficiently, which interested me most.
From the first video:
"
In the Scuderi split cycle engine the crossover passage provides an opportunity to cool the intake air after it is compressed.

This gives our engine a very high resistence to pre-detonation or "knock"

We can boost our engine to over 2.5 BARs of pressure. While the conventional gasoline engine can only boost to about 1.5 BARs before pre-detonation occurs.

The result is an engine with significantly higher torque and power. In fact our engine has the torque of a deisel but can run with the speed of a gasoline engine. Which means our engine's power output is almost 70% higher than a conventional gasoline engine.

The Scuderi air hybrid system"

Seems like something to keep in mind for the future of certain sectors of industry.
 
There's an important difference the compression cycle of a Scuderi engine with the compression obtained from a super/turbo charger.

These are two very different things.

Both a Scuderi and a traditional ICE have 4 strokes: intake, compression, combustion, and exhaust. The Scuderi merely splits the first two stokes into one cylinder and the last two strokes into another cylinder (hence the term split-cycle engine). A normal engine has to rotate twice to go through all 4 strokes, a Scuderi only has to rotate once; this results in a net zero of frictional losses (twice as many cylinders/ half as many rotations).

The increase in efficiency comes from:
- expelling 100% of exhaust gases every stroke, thereby making room for more clean air
- firing after top dead center (ATDC); normal engines begin combustion while the cylinder is still travelling up compressing the air, the Scuderi iginites while the cylinder is already travelling down.

Faq: How would they be able to prevent premature ignition since pressure and temperature are related?

I would assume this engine would need to have fuel injected directly into the cylinder (direct injection) or into the port connecting the two cylinders. Having a tank of high-pressure air/fuel mixture stored in your car could be catastrophic in an accident.
 
Seems quite complicated to me. While the theory works, the air reservoir tank set off my WTF alarm. There's a lot to go wrong and the weird crank angles of the engine remind me of a Harley; not exactly balanced.

I don't see a 1st or 2nd generation engine of this sort being reliable. Look at how long Mazda has tinkered with their rotary, still it has problem.

Simple is good when it comes to engines. Do a google search for "Crower 6-stroke" and you'll find an engine I think is a brilliant design and a chance to be marketable b/c of it's simplicity. There's also some cam/cylinder head designs out there that are quite simple and proclaim to increase engine efficiency.

The thing is a car engine is about 30% efficient or so. Believe it or not, it wasn't always that way. Older engines achieved near 50% efficiency without the benefit of computer aided design and manufacturing. They did this with very high compression ratios and an anti-knock agent that is no longer in use for automobiles; lead.

So the trick is really how to get those compression ratios way up without the engine eating the spark plugs and pistons. Direct injection helps and is a great idea. Camshaft profiles are a little bit behind though as many DI engines suffer from carbon buildup. Wait for cam profiles and whatever gizmos control them to catch up and we'll probably see even more efficiency gains.

DI also helps fuel atomization in unideal combustion chamber shape. You're garden variety OHV V8 is known as a 'wedge-head'. Fuel atomization is much better at low RPMs than it is at higher RPMs. Your garden variety DOHC engine is more of a 'hemi' or hemispherical combustion chamber and fuel atomization is great at higher RPMs...kinda suck down low.

DI helps this immensely in real world conditions. Just need the camshaft witchdoctors and ECU nerds to catch up and we'll see great power gains and efficiencies approaching 50% again. Don't expect it to happen overnight though...
 
Wonder what sorts of noise the actual engine would make in a car?

If the test engine is a 1L two cylinder engine producing 135bhp, so if I want an 8 cylinder engine of this type it would run over 1,000bhp. I don't see the possibility of one of these getting larger than say 4 cylinders. Due to the increased size (using those pics and videos) I doubt a normal car has a large enough engine bay to support something larger than 4 cylinders using this setup.

Something else that bugs me about this engine, wouldn't the way the camshaft is designed to take a 20º offset for the pistons cause some horrendous vibration or engine balance issues? Look at the example in the first video closely, that rotation is far too lopsided.
 
Unless they can come up with more compact solution, I don't see it becoming practical application in a car. I'd rather try out Coates Rotating Spherical Valve or whatever it was..
 
Question: are you attempting to sell this on the forum? It seems edgy. If you are, you're violating the AUP pretty big.
 
Jim Prower
Question: are you attempting to sell this on the forum? It seems edgy. If you are, you're violating the AUP pretty big.
Click to expand...
This isn't advertising or soliciting, it's a news article in the news section. I don't know where you're getting the idea from.

But yes, this does seem like a very effective alternative to conventional engines and, once the prototype gets some problems ironed out, would be a nice medium while we wait for purely electric vehicles (which are premature right now) to become practical.
 
Have seen this thing before.

Sounds great. But it won't go anywhere.

First of all, you're increasing physical packaging very much, this not only means more difficult to use bulk, but also more weight. (and the larger car made to house the increase in bulk will also be heavier still - double whammy) Basically a V8 would become a split 4, so you'd need a V16 to have a split 8.

Then there is the claim about firing time. Part of the reason engines fire before TDC is because it takes time for the flame front to propagate. This speed vs the rate of the pistons movement and crankshafts rotation means that by the time the fire is creating pressure, it is not fighitng the compression stroke, but rather working the power stroke. You can only fire that late (after TDC) if the piston is moving slowly enough - which comes from low revs.

And they talk about "the power of a diesel but speed of a gasser", ignoring the rev rate issue already touched on, they are implying that diesls are slow. Hah... yeah.
^^ 7.77 @ 178mph

Not sure how fast it's revving, but.... an engine doesn't have to rev fast to make a vehicle go fast (in fact, it's better if it doesn't).

Diesel is the way forward.
 
Leonidae@MFT
Unless they can come up with more compact solution, I don't see it becoming practical application in a car. I'd rather try out Coates Rotating Spherical Valve or whatever it was..
Click to expand...

Those Coates valves haven't come to market because they can't make a set that won't leak over time. Those valves are a nice idea but were made to increase engine speed. This is kind of different.

This Scuderi engine looks way cool though. I just wonder how the hell they're going to balance it. Looks like it would vibrate like hell.
 
With regard to your “WTF” alarm, I would suggest that you voice these questions at a stockholders meeting, I am always pleased to see the skeptic barrage the Scuderi family with all sorts of questions regarding all of the things that you speak of. Please understand I mean no disrespect and always look forward to that devil’s advocate to ask new and interesting questions. My personal experience is that the “proto type” that you are all familiar with seeing will never make it into a vehicle, This I can say with much certainty. The proto type is purely for laboratory simulation and in complete consistency with industry practices so the data cannot be refuted. In laymen’s terms, the data was gathered using the same processes and software, the same devices and running of the “Prototype Engine” in the same test cell at SWRI, South West Research Institute in San Antonio Texas, (see the link) http://www.swri.edu/3pubs/brochure/d64/auto/autofac.htm that “ALL” the OEM’s (original equipment manufacturers) use, the data has been verified and the latest announcements shall be released in the month of April or May 2011. The engine that you will see will have the Appearance of the typical V-engine. Don’t you think that the top automotive companies in the world have resources to investigate, dissect and simulate these claims with the new Café standards just around the corner? Google, http://www.caranddriver.com/features/10q2/how_automakers_will_meet_2016_cafe_standards-feature perhaps the OEM’s see this a winning option.
Some food for thought, I ride a Harley, it is 1450cc’s and puts out 70-73 HP after I made some modifications, it is a V-twin engine. Using a Scuderi engine, could produce 135HP in a 750cc engine, I would gain 68% fuel economy or there about’s reduce carbon or Nox by 82% and have power and torque to spare.
I would love to spend more time on the Air tank, noise and other questions later, right now I must return to my work.
Meeting are held throughout New England and around the world, there is one this February in New York on long Island, I would urge you to come; you may voice any question that comes to mind.
 
As far as NOT going somewhere, there is quite a lot of interest in the Scuderi Air Hybrid Engine, and I think you will be surprised to see just how much interest there is by the end of the 2011. The engine is made with the same parts and or extremely similar parts and a conventional engine, therefore there is very little retooling if any. And as far as what you have seen in the past, well all I can say is you are 100% correct, it did not work! And that is the beauty of this Eco Friendly Power House, our design incorporates ideas and innovations that did not exist when this was 1st tried in 1914. My dear sir, you can not dispute the 1st engine built, http://en.wikipedia.org/wiki/Rankine_cycle The second engine built was the Otto Cycle, the engine we use every day, http://en.wikipedia.org/wiki/Otto_engine and the Diesel Cycle, also used every day. http://en.wikipedia.org/wiki/Diesel_cycle now gentleman there is the Scuderi Split Cycle, http://en.wikipedia.org/wiki/Scuderi_Engine
The World will soon come to know the Scuderi Split Cycle Engine………….
With regard to your “WTF” alarm, I would suggest that you voice these questions at a stockholders meeting, I am always pleased to see the skeptic barrage the Scuderi family with all sorts of questions regarding all of the things that you speak of. Please understand I mean no disrespect and always look forward to that devil’s advocate to ask new and interesting questions. My personal experience is that the “proto type” that you are all familiar with seeing will never make it into a vehicle, This I can say with much certainty. The proto type is purely for laboratory simulation and in complete consistency with industry practices so the data cannot be refuted. In laymen’s terms, the data was gathered using the same processes and software, the same devices and running of the “Prototype Engine” in the same test cell at SWRI, South West Research Institute in San Antonio Texas, (see the link) http://www.swri.edu/3pubs/brochure/d64/auto/autofac.htm that “ALL” the OEM’s (original equipment manufacturers) use, the data has been verified and the latest announcements shall be released in the month of April or May 2011. The engine that you will see will have the Appearance of the typical V-engine. Don’t you think that the top automotive companies in the world have resources to investigate, dissect and simulate these claims with the new Café standards just around the corner? Google, http://www.caranddriver.com/features/10q2/how_automakers_will_meet_2016_cafe_standards-feature perhaps the OEM’s see this a winning option.
Some food for thought, I ride a Harley, it is 1450cc’s and puts out 70-73 HP after I made some modifications, it is a V-twin engine. Using a Scuderi engine, could produce 135HP in a 750cc engine, I would gain 68% fuel economy or there about’s reduce carbon or Nox by 82% and have power and torque to spare.
I would love to spend more time on the Air tank, noise and other questions later, right now I must return to my work.
Meeting are held throughout New England and around the world, there is one this February in New York on long Island, I would urge you to come; you may voice any question that comes to mind.
 
As far as NOT going somewhere, there is quite a lot of interest in the Scuderi Air Hybrid Engine, and I think you will be surprised to see just how much interest there is by the end of the 2011. The engine is made with the same parts and or extremely similar parts and a conventional engine, therefore there is very little retooling if any. And as far as what you have seen in the past, well all I can say is you are 100% correct, it did not work! And that is the beauty of this Eco Friendly Power House, our design incorporates ideas and innovations that did not exist when this was 1st tried in 1914. My dear sir, you can not dispute the 1st engine built, http://en.wikipedia.org/wiki/Rankine_cycle The second engine built was the Otto Cycle, the engine we use every day, http://en.wikipedia.org/wiki/Otto_engine and the Diesel Cycle, also used every day. http://en.wikipedia.org/wiki/Diesel_cycle now gentleman there is the Scuderi Split Cycle, http://en.wikipedia.org/wiki/Scuderi_Engine
The World will soon come to know the Scuderi Split Cycle Engine………….
With regard to your “WTF” alarm, I would suggest that you voice these questions at a stockholders meeting, I am always pleased to see the skeptic barrage the Scuderi family with all sorts of questions regarding all of the things that you speak of. Please understand I mean no disrespect and always look forward to that devil’s advocate to ask new and interesting questions. My personal experience is that the “proto type” that you are all familiar with seeing will never make it into a vehicle, This I can say with much certainty. The proto type is purely for laboratory simulation and in complete consistency with industry practices so the data cannot be refuted. In laymen’s terms, the data was gathered using the same processes and software, the same devices and running of the “Prototype Engine” in the same test cell at SWRI, South West Research Institute in San Antonio Texas, (see the link) http://www.swri.edu/3pubs/brochure/d64/auto/autofac.htm that “ALL” the OEM’s (original equipment manufacturers) use, the data has been verified and the latest announcements shall be released in the month of April or May 2011. The engine that you will see will have the Appearance of the typical V-engine. Don’t you think that the top automotive companies in the world have resources to investigate, dissect and simulate these claims with the new Café standards just around the corner? Google, http://www.caranddriver.com/features/10q2/how_automakers_will_meet_2016_cafe_standards-feature perhaps the OEM’s see this a winning option.
Some food for thought, I ride a Harley, it is 1450cc’s and puts out 70-73 HP after I made some modifications, it is a V-twin engine. Using a Scuderi engine, could produce 135HP in a 750cc engine, I would gain 68% fuel economy or there about’s reduce carbon or Nox by 82% and have power and torque to spare.
I would love to spend more time on the Air tank, noise and other questions later, right now I must return to my work.
Meeting are held throughout New England and around the world, there is one this February in New York on long Island, I would urge you to come; you may voice any question that comes to mind.
 

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