Comments by "John Cunningham" (@johncunningham4820) on "driving 4 answers" channel.

  1. Pretty well the Exact same problems in ANY engine . Piston Rings and Periphery Seals live in that same , Low lubrication , High Scuff environment that the Vanes would be dealing with , so SIMILAR SOLUTIONS . Micro porosity in the Chamber wall to retain an Oil film and Correct choice of Materials for the Chamber surface and Vanes . The centrifugal forces in the Rotor would provide sufficient Oil pressure to deal with peripheral oiling without the need for an Oil Pump . Rotor just needs Roller Bearings and LP oil supply . Just simply provide small gallery ways through the Rotor assembly that lead to the Vanes . Only need to be quite tiny And a tiny amount of Chamber Bleed would not really matter considering the Cycles adjacent to each . Another Engineer speaking here .
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  2.  @ian9toes  . You're Kidding . Right ? Roller Bearings are used in MANY Engines , as Mains , Big-ends and Small-ends . Just Dumb .
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  3.  @axeman2638 . As was pointed out , ALL engines are subject to uneven heating . You saw that part , right ? Basically , all engine designs are flawed in some way . Compromises everywhere . But perseverance has got them working well .
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  4.  @michaelallen2501  . Initiating a Spark across a Gap isn't about Amperage . 100.000 Volts at 1 milliamp will jump . 100.000 Amps at 1 millivolt will not . And too much Amperage would Melt the Sparkplugs instantly , rendering them inoperative .
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  5.  @BionicBurke  . Umm , the Vanes do Not necessarily need to be straight out at 90 degrees . Think on that . The Graphic was a Infographic on the Concept . NOT a Fucking Blueprint .
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  6. And Those Fuel Dragsters are using Twin MSD systems . At ridiculous voltages .
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  7.  @makantahi3731  . Actually TOTALLY correct .
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  8. WOW , didn't YOUR errant assumptions trigger a BARRAGE of Equally Errant answers . 🤣
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  9.  @stone-hand  . Modern Spark-Plugs have a very long Service Life . Brake Rotors need replacing from time to time too , as a Service item .
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  10.  @Wavy_Gravy  . Pretty sure OP knows more than you do . Correctly built this thing would NOT need peripheral oiling like Wankel of conventional Two-Stroke . And what does an " Engine Concept " have to do with " RACING " at the conceptual stage ? Getting the thing actually built and RUNNING reliably is the First order of business . Get THAT organised and " Tuners " will come along later .
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  11. So glad you remembered the Early Laverda Jota Engine . Idea was good . Vibes like a 350 single was their idea.
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  12.  @Bryan-Hensley  . Rotary VALVES are completely different . The Vanes could perhaps be held in place using an Oiling system similar to a Hydraulic Lifter or Oil fed Cam-chain Tensioner but use an internal Bleed-back into the Rotor . Chrome Piston Rings running in Iron Bores last a LONG time , and Oiling is minimal . And also , the ROTOR being far larger , will expand MORE than the Vanes . They aren't going to bind at High Temps . More likely to get Tight when COLD . Whole thing just needs Careful engineering .
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  13. Fascinating and Funny . No , the Consumer is definitely NOT to be trusted .🤣
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  14. Pretty sure he Already DID .
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  15.  @peterscott2662  . That isn't true . There are most definitely Linear Plain Bearings in use Industrially . This application could EASILY be solidly engineered . Oiling in the Normal manner . Through the Crankshaft , that needs the Most Oil Pressure , because of the Circular Journals , then on to the Primary and Secondary Cross-slide linear bearings , that bear the High compressional loads , then onward to the Vertical Side play Linear bearings , that absorb any of the minimal side thrust component then finally a small amount finds its way to the Piston Rings . Exact same as : Oil Pump feeds into Main Bearings , then through the Crank to the Big-Ends and finally up through the Rods to the Small-Ends and finally the Rings . SAME Feed chain .
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  16.  @pontiacg445  . Hmmm . Inconsequential you say....... So what is so " Inconsequential " about the Sheer Inefficiency of a Four Stroke Reciprocating Engine . SO much wasted movement and horrible Heat Rejection/Wastage . Inconsequential ? Hell NO . I mean , seriously , what is the purpose of a HEAT ENGINE that needs boundary cooling so as not to explode ? The Current Pinnacle of Heat Engine is the Turbo Fan Gas Turbine , which does not need a cooling system , and is Mechanically HIGHLY efficient but does have poor Thermal efficiency AND a very limited operating speed . The expanded operating range is exactly WHY they PERSEVERED with the Internal Combustion Reciprocating Engine , and ENGINEERED around many of its shortcomings . Next time , Think prior to Speak please .
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  17.  @pontiacg445  . The Engineering hurdles that had to be solved to actually Make the Internal Combustion Reciprocating Engine truly " Viable " , as you put it , were NOT in anyway inconsequential . And what I talked about was COMPLETELY Relevant .
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  18.  @pontiacg445  . I'm actually from an Engineering background , Pal . Making a Round , Parallel Hole is actually much harder than you seem to know . And also , how is discussing Heat irrelevant when discussing any type of Heat Engine ? You are clearly just an Argumentative Troll and you can just Go Away now I reckon .
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  19.  @balajichandrasekaran6312  . VGT is a system that provides variably Nozzle Speed in the Exhaust gas flow to smooth out the Response of the Turbo compressor . It improves spool-up basically .
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  20.  @spootneo64  . Ah ! Tech Talk , huh ? Diesel Injection IS the Ignition Cycle for that type of Engine And Yes EXTREMELY high Injection Pressures . Stand Alone Direct Petrol Injection is at Very High Pressure , for fast atomisation and SHORT duration , at very slightly before the Spark Event . And Dual Injection , the Direct Injector WILL be adding to the Already burning Port Injected Fuel . I personally LIKE Properly Set Up and adjusted Carburettor(s) . And a Digital Ignition to go with it . More reliable and No Reason it can't be just as economical AND clean burning . Just needs Care-Taking .
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  21. As always an Excellent Explanation . Yes , that is a simple Turbojet . Like the Mighty Tumansky's that powered the Mig-25 to Mach 3.2 . 🤣. Or the J-58's of the SR-71 . Also Turbojets . The Modern Twin Shaft Turbofan is a different " Animal " entirely . Like the difference between a Flathead and DOHC 4valve . Yes , Gas Turbines are VERY Thirsty . They only have ONE , PARTICULAR speed where Fuel/Work ratio is ideal . Do those next please . Then explain how a " Free Power Turbine " works for Ship propulsion or Power Generation for Electrical Supply . Gas Turbines make VERY big power for something so compact , BUT , they are best at Constant Speed running . Great Video , as usual . You are REALLY good at explaining things for the Layman .
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  22. Sam Cody looks like a Gunfighter .
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  23. It's fascinating stuff isn't it . Geometry . Glad you FINISHED on the point , that the Slower initial Piston speed (dwell time) on downstrokes , allows for significantly better Power harnessing from combustion as well as the reduced Thrust Surface pressure/friction . I think that Dodge/Chrysler did the same with the " Leaning Tower of Power " engines . The venerable 215/225 slant sixes . Already a long stoke design . And being In-Line sixes , still had pretty good balance once Offset . EXCELLENT Technical Video as usual Young Sir .👍👏.
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  24.  @MJBAKANemoStrong  . The " Seal " would be achieved by a molecular thickness Oil Film on the Chamber wall . Basically how a LOT of the actual Sealing of a Piston Ring works . Clearances in Deci-Microns .
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  25.  @wayneperryman4146  . There are no " Valves " . There are Two Ports . One IN the other OUT . Two-stroke engine Piston rings don't snag on the Exhaust or Transfer ports . Why ? Because there is a slight Chamfer on the edge of the Port . That was a " No Idea " question .
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  26.  @EdBoi18  . i am 99% sure this would work . Most of the Engineering challenges are already solved . This only needs Low Oil Pressure . Roller Bearings on the Rotor and a slight oil feed through the Rotor under the Vanes . Centrifugal Force would provide MOST of the Sealing Pressure . Tangential Vanes , of course . Deeply set in the Rotor .
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  27. Motorcycle WET clutches generally have 11 - 15 Plates . 5 - 7 Friction Plates . The Oil Bath is for dissipating heat . High Pressure Plate Pressure . Conversely Ducati often went for a 2 Plate DRY clutch . Very Very high Pressure Plate pressure . Hard Clutch Lever .
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  28.  @horrorhotel46290 . Correction , this wasn't and " Ad " . It was a review by an Indepenndant YouTuber about a bit of SO FAR unannounced Technology .
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  29. I don't particularly trust DRY belts , let alone this lunacy . There SHOULD be a Class Action against these Manufacturers . Such an Obvious Profiteering Exercise . The Well informed , who should know better , cynically Preying on the Average Joe . I prefer Double Row Chains , or BETTER YET Gear Drive .
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  30. This truly is a Game Changer . Incredibly CLEVER Engineering .
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  31. Vane Engine has FOUR . Per rotation .
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  32. Wasted Spark arrangements were found to offer ,Yes , more precise Ignition timing but Also Economy AND Emission benefits . Early technology that was REALLY beneficial . And at the End got to MSD . As described . Tremendous ZAP with some duration . Bye bye misfires . Very well explained . Ignition tech for tyro's . Tractor , Standard Distributor , perhaps with Electronic Igniter . Top Fuel Dragster . MSD system please .
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  33.  @ShogunAutoworks . Umm , it's NOT a boxer . Far from it actually .
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  34. I am ASTONISHED at the number of people who really don't " Get " this . Only 5 moving parts . And a LOT of the Engineering and Metallurgical challenges have already been solved in Other Heat Engines . People seem to be mistaking an Infographic , to demonstrate a concept , for a Blueprint . Very Common thing here . The ACTUAL dimension changes in a REAL engine would be quite Small . Think 6 inch rotor and chamber 6 1/2 inches tall and 6 1/8 wide . Vanes TANGENTIALLY in the rotor 3 1/2 inches deep . Simple Centrifugal force would do MOST of the Work pushing the Vanes Outward . An Engine that requires VERY LITTLE oil pressure , to minimise the Wankel Problem . The design is Sound .
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  35. Excellent , well researched Video . As Usual . You're quite good at this stuff Young Man .
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  36. Would 1,4,2,5,3 work ?
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  37. I am so glad that you have called out the " Know Fuck All " Trolls . It IS an interesting Technology , that DOES actually have some clear Weak Points . I hope Modern techniques and Materials can overcome these .
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  38. Fun Fact . A Dynamometer can only read the Torque of an Engine . Horsepower is derived Mathematically from the Engines Architecture . ie : Bore , Stroke and Gudgeon Pin Offset if any and RPM achieved .
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  39.  @Chastity_Belt  . Hmm . Firstly , Production Tolerances . Ever heard of those ? Secondly , Metallurgy . Ever heard of that either ? Moving Parts you say ? What ? All 5 of them ? A LOT of the Engineering issues have already been solved in other Configurations . A Piston Engine gets Hot at the Top but the Bottom of the Block stays cold , by your logic . Does this make Blocks crack in half longitudinally ? NO , it doesn't . Heat tends to " Soak " from Hot areas to Cold ones . The thing that cops a beating due to Differential Heat is HEAD GASKETS . Wankels get Hot on one side but not the other . Heat Soaks away . Cooling Jackets DO NOT distribute Heat , they take it away . All 'round , Poorly Pondered .
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  40.  @putinslittlehacker4793  . Yes , obviously there would be Oil Bleeding to do after Servicing . But that's true of Conventional Engines too . The Oiling system would actually be pretty simple in something like this Design though , and Centrifugal Force basically IS the backlash adjustment . Also a bit of Air may not present that much of a Problem , since the Rotor should be on Roller Bearings and the Oil pressure quite Low but voluminous for Rotor Cooling . I think the Vanes should be " Mounted " tangentially in DEEP grooves and 6 -7 mm thick . Thicker than the Actual Peak distance between the Rotor and Chamber and Ends Chamfered to match the Chamber wall . This Engine doesn't need to produce Massive " Bangs " since it will produce FOUR PER REVOLUTION . I think it will have a VERY optimum Speed and be less effective out of that range . That would make it Ideal for Hybrid Drives .
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  41.  @deusexaethera  . It is my recollection , that the Metric Weights and Volumes are thus . One Cubic Centimetre of pure water , at 4 degrees C , the highest density point , is the DEFINITION of One Gram . 1.00000g Ergo , One Litre = One Kilogram and 1000 Litres = One Metric Tonne . The Scale definitions based off the Standard Metre .
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  42. Re-Inventing the Con-rod . Oh Kayyy . How many moving parts to that I wonder . With Free valve top end would still come in Less moving parts .
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  43. Direct Injection and Opposed Piston both Exist . In Two-Stroke Diesel Engines . Detroit Diesel and Deutz Diesel respectively .
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  44. Double-Helical Gear drive is the BEST . Self aligning and Self tensioning , using Engine Oil pressure . Helical=Quiet . Zero Maintenance . Expensive to manufacture , maybe , but you don't have to go there again until the Engine ACTUALLY requires a Full Rebuild anyway .
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  45. Agreed . I think Compression Ratio would not be an issue to achieve with this layout .
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  46. About Time that someone put all the " Inconvenient Facts " into a concise , plainly spoken presentation . And kept it to 20 minutes , to account for the Average Humans ATTENTION SPAN . Electric Technology DOES have it's uses . High Torque applications , De-centralisation of Air pollution etc . But EV technology DOES NOT reduce pollution at all . In fact it Increases it . Just puts it where Fewer people notice .
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  47. There IS one more type of Crankshaft . Built-Up . Very Expensive Manufacture but can be Strongest of all . Multiple precision parts pressed together . Parts can be machined for Optimum Material Strength and Hardness , and can even be Taper Splined . 1000 tonne pressing with slight interference fit . Crank-Webs heated and Crankpins chilled for Pressing process . Roller Bearings can be used if desired , fitted to Crankpins at Assembly stage . Crank-webs are often Full Circe design , weight relieved for counterweighting on the both side-faces . In fact Conrods CAN be fitted during Assembly . The least windage therefore . Only a light Flywheel needed as well . There is also the possibility to through-Rivet the Journals if thought necessary .
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  48. Great Video . Yet again . Also a conversation that should not have been necessary . People are STUPID , Unthinking and just plain Clueless far too often . Better Braking needs Better/Bigger/Both TYRES . End Of Story . Weight reduction helps of course , so get OFF the McDonalds Burgers , OK Cletus .
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  49. Great Explanation . Some Counter-intuitive things in there . Just Subbed .
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  50. True Hybrids are ultimately the Answer . Electric regenerative drive system , with a Genset . THAT engine can be optimised for Clean super efficient running AT the ONE speed it runs at .
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  51. My thinking with the FLAT Scotch Yoke bearings is that they will have a Lower Loading than Circular Shell Bearings . And Uni-directionally . Just keep some Oil Pressure there and there shouldn't be ANY drama . Seems the Piston Skirls are an Active Load bearing area . Lower load than normal . That Lateral " Pushing " could also be contained with Linear Bearings . That would be an extremely Low loading I would think . AUSSIE Boys and Germans . Y A Y ! I am an Australian , and I have never heard a WHISPER about this either . Looks REALLY interesting .
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  52. Good for YOU ! Riding a Motorcycle DOES have a LOT of Intuition to it , however , there ARE some Definitely Counter-intuitive Techniques need learning . Yes , moving Body-weight can Steer you , BUT , Fast or INSTANT Emergency direction changes can ONLY be done through the Handlebars . There ARE some good Videos out there on Handling and Braking Techniques . Yes , your prior Road Use experience is Important for the reasons You said . Welcome to the Club . I rode every day for 35 years . Not these days . I AM Old . Never broke a Bone . But BE ASSURED , you WILL drop it more than once . Part of the learning curve . Have Fun .
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  53.  @rickcollins1825 . Correction , the bottom side of the Yoke is loaded during COMPRESSION and Exhaust .
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  54.  @albertaraujo6358 . What Gobbledegook and Balderdash you speak.....................
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  55. Give me a PROPERLY set up Dual Stage Carburettor and a Digital Ignition any day . Thank you . Two Jugs on a 4 or 6 and Four on an 8 . Good video , as usual . Very well explained . Demystifying the Arcane .
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  56. Completely have to Disagree with removing Material from under the Crown . And with using a DRILL . Use the DREMEL . After weighing , inspect and see if you can SEE the Extra material . Casting Flash etc . Clean them up and see if that improves things . Then remove material from the Buttress area behind the Thrust Surfaces tiny bit BOTH sides . Tiny bit at a time .
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  57. So calling them Semi-Forged is a Forgery in itself ? The Thixotropic Casting explanation was Excellent . The Process IS actually similar to Cold Forging without the Violence and Risk .
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  58. 3D printing IS Star Trek Replicator 1.0 . Seriously ! If this was done , then 1.01 at this stage . I heard that Koennigsegg designed one of their Engines , using a Twin-Scroll , Variable Turbocharger that couldn't be produced by conventional methods . So they 3D printed it in Some Grade of Stainless Steel . Other than Annealing , no finish machining POSSIBLE internally . No idea if this really happened . Koennigsegg . Lunatics . SMART lunatics . With a Very PHAT cheque-book . For these Pistons , the Heat treatment would HAVE to be an Annealing process I think and then , maybe a Hardening Flash , AFTER machining . Really interesting stuff .
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  59.  @davidbrayshaw3529  . No , I agree with D4A . It was a cynical move to SELL PARTS and WHOLE REPLACEMENT ENGINES , and then " Greenwash " it to Consumers that don't have a clue about Mechanical things . There SHOULD be a Class Action Court case against these Manufacturers .
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  60. Great Video . I must tell you though , that MTU (diesel) was building V-16 and V-24 , Quad and Sextet Turbo Diesels , for Large Boat Main Propulsion at around this same time . We are talking 10 , 000 or 14, 000 horsepower Engines for Military Patrol Boats , Tug Boats and Coastal Freighter Small Ships . Gear Driven Triple Overhead Cam , with Unit Injectors . True Engineering MARVELS .
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  61. You opened a " Can of Worms " there . Firstly , Electric Cars will put Significantly Higher load on the Power Grids . No net saving in Emissions down that path . And Battery disposal is a Nightmare all its Own . You're right about Commercial Interest . Not Evil , GENERALLY Speaking . Just need to make a Profit . There have been some Truly Disgraceful Companies however . As we ALL know . No Car , using Internal Combustion , should have Plastics on any area exposed to Pressure , High Temperature or Vacuum . Inlet Manifolds , Radiator Header Tanks , THERMOSTAT HOUSINGS , Crank or Cam sensors , Rocker/Cam Covers , Etc . Governments , EVERYWHERE , need to stop thinking purely in terms of the Next Election , and start thinking about Our Grandchildren .
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  62.  @m.b.82  . Really ? You sure about that ? Please explain . I know you are incorrect BTW .
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  63.  @seanlarson8968  . To say what ?
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  64.  @mastercricket7626  . Did I say that Roller Bearings were less capable than Plain Bearings ? I am DEAD CERTAIN I didn't BTW . The Bearings are only dealing wit rotational forces , distributing that loading actually . It is Surface IMPACT faces that suffer the Worst wear .
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  65.  @123GQ  . Ummm . Who or What is D4A ?
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  66.  @peterscott2662  . Go take a look at how an " A-Frame " Marine Diesel works . You just MIGHT get the idea .
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  67.  @player1GR  . A Piston moving in Opposition , whether Actually Opposed or Parallel will counter Primary vibrations . But even a Scotch Yoke design will have a degree of Secondary imbalance , though greatly reduced from a standard connecting Rod arrangement .
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  68.  @klubstompers  . Oops . Yeah , Driving 4 Answers . 🤣.
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  69.  @monkofmayhem1373  . This design would have no more issues than a Normal 4 cycle engine . Do your Servicing . Change Oil and Filters when due .
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  70.  @CMDR_CLASSIFIED  The Main Bearings are actually the strongest Bearing surface .
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  71.  @ian9toes  . Was that about Roller Bearings ? They are WIDELY used in Engines , whether Torrington Shell replacements or Heavily made Full Roller or Ball type . I thought that was common enough knowledge . My Apology for offending however .
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  72.  @SoulAir  . Yes . Intuitively I would expect less overall , due to the BIG reduction of Lateral forces .
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  73.  @rkan2  . The Gas Turbine manufacturers have been trying to do that since the Very Early days . Power has never been an issue , but Clean Burning and Fuel Efficiency are . A " Jet " Engine can be built to operate efficiently at ONE only , Speed and Loading . That makes them Excellent for Aircraft and for SOME Ships , and Even some Locomotives . Nowhere near as suitable for Automotive use even in Heavy Haul Trucks . And even in those Applications they are suited too , they make Great Power but use a LOT of fuel . The Reciprocating Engine has been persevered with because of it's Versatility and Adaptability . If there really WAS a better way , someone would have done it .
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  74.  @CoreyCantwell-jv4be  . Crank Rotational is Unchanged . Think please . And the Rigid Piston and Scotch Yoke assembly would run in Guides in the Block that prevent " Rocking " .
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  75.  @CoreyCantwell-jv4be  . Flat Linear Plain bearings with a Good Pressurised Oil feed are going to wear less than a Piston Skirt does , especially since they will be Early in the Oil supply chain , and the Positive Alignment of the Piston will virtually Eliminate wear to Piston and Bore . The Scotch Yoke design doesn't even necessarily need to be much heavier than conventional Piston / Conrod layout , since the Piston itself can be lighter . Also there will be LINEAR motion only . Secondary Vibration will be almost entirely eliminated , and in a Multi Cylinder arrangement , perhaps completely . The Linear bearings , by their nature will have Larger Surface area than the Crankshaft MAIN bearings and " Big-End " Bearings , and with a more Even Loading . Easy to visualise . And then there is the Significant improvement in the Length of the Power-Strokes .
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  76.  @rkan2  . A Reasonable idea . Turbo Diesels are reaching pretty good Thermal Efficiency numbers these days too . Petrol Engines remain rather Poor .
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  77.  @needmoreboost6369  . Sorry , there is a LOT of shit in that thread . What is the Precise question please . It was all about Scotch Yoke Engine design and Linear Bearings and Oiling systems Etc . What's " True " and needs clarification ?
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  78.  @michaelbrinks8089 . Supercharged Diesel ? Or supercharged Sky-Activ . Either way Detroit Diesel already been there .
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  79. Thank You for Revisiting this . Well actually MUCH more than simple Revisiting . Excellent First Prototype . It showed up some of the Engineering hurdles . I feel Certain that this type of Simple Engine CAN work .
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  80. The Two Manifold styles have different purposes . A well designed and manufactured Log Style can produce TWO strong Pulses , whereas , the Equal Length type produces FOUR slower ones . Comes down to how the rest of the Engine is Set Up . Valve Timing , Turbo Size , and is it variable ? Ignition and Fuel Map . Both are good depending on desired OUTCOME . Log Style can be , and ARE , produced in Steel rather than Iron . One part of the Equation only . Diesels go better with Log . Petrol with Equal Length . A Generality . Race Diesel is Turbo Compounded . Tow pack Petrol would prefer Log style Manifolds . Blah , blah , blah....................... I am not criticising BTW . It all comes down to the APPLICATION .
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  81. Yes . Those Emulsion Tubes did have a LOT of Emulsion on them . 😂🙂😉 . Great Job .
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  82.  @pontiacg445  . I happen to be from an Engineering background , Numbnuts . And making a Perfectly Round , Parallel Hole is a LOT harder than you know . Quite clearly . Go Troll someone else now .
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  83.  @pontiacg445  . Can't take a Hint , Huh ? You got told to Go Away Now . So let's try : FUCK--OFF--RIGHT--NOW--CUNT . Let's see if that works................
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  84.  @pontiacg445  . Didn't even bother reading your post . I'm quite sure I told you to GO AWAY . Difficulties comprehending English ? BYE NOW .
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  85.  @pontiacg445  Didn't even bother reading this Post from you . I told you to GO AWAY . Do you have a problem with English ? GOOD BYE .
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  86.  @pontiacg445  , Actually , No , you don't have any such Posted . Liar . You clearly thing " Tooling around " with tiny Lasers counts for something . If you Actually BUILT the Laser I would be impressed , but you didn't . I have worked on everything from Ship Main Propulsion A-Frame Diesels down to 50 cc Two-stroke Motorcycle Engines , including Remanufacture of Irreplaceable parts . No spares because the Builder went out of business 80 years ago . Also , I told you to simply GO AWAY last time . Do you Not understand Plain English ?
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  87.  @FlexCrushYouTube  . Rover in the UK also tried a Turbine Powered car .
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  88.  @FlexCrushYouTube  . Absolutely Correct .
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  89. Something not mentioned here . Iron , even Cast , has more " Spring " in it . Can be distorted and return to original shape better . That is where some of the " Strength " actually comes from . Like the Palm tree and the Oak tree in a Hurricane . Palm bends . Oak gets ripped out of the ground .
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  90. Why am I unable to make replies on this Thread now ? Is that YOU YouTube ? On someone more nefarious .
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  91. Direct Injectors operate at VERY high Fuel Pressure that Atomises the Fuel basically Instantly . Into a Pre-existing Fire .
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  92. That's been done..................... Marine engines tend to be Top Endy . Not that useful on road . Great Maximum Power though .
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  93. Why am I unable to Post on this Thread any longer ? YouTube ? Fix it please .
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  94. Excellent point..............................🤣🤣.
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  95. As always , EXCELLENTLY researched .
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  96. Very well explained Young Man . It's the Same concept as 270 Parallel twins . Trying to garner the " Ducati " advantage .
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  97. As always , a Perfect Explanation .
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  98. Discuss M.S.D some time .
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  99. I have had to Understand some of the Technical differences discussed here during my time as a Marine Engineering rating with the Armed forces of my Country . My understanding is that Forged Pistons , that need Extensive machining anyway , are actually machined very slightly conical . narrower at the crown , where there is more material to expand . Helps mitigate the Piston slap mentioned because the skirt can still be a reasonable fit as long as it ISN'T a FULL skirt . And , no mention of Pressure Casting either I notice . VERY HIGH pressure injection molding realistically . 300 bar plus , with a controlled cooling cycle . Very good product .
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  100.  @jakub.686 . Nope .
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  101.  @mho0  . Only if you get the Hydraulic Ratio Correct . Bigger and/or Better Tyres makes shorter distances because Standard Brakes , designed by VERY SMART Engineers , are Way More than capable of Locking the wheels , rather than " only just " capable .
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  102. That is only HALF True in an Interference Engine . Non-interference engine just stops running . Towed . New Belt . Vroom .
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  103.  @Face2theScr33n  . Dead right . Any Engine built with " Rubber Band Drive " should also be Non-interference . Valve gear should only ever be Gear Driven IMO .
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  104.  @anthonylove6639  . With 105 , and counting , replies on that thread , who was That comment directed at ?
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  105.  @eyeswideshut7732  . Gear drive is the Best . Higher initial build cost but pretty well indestructible .
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  106.  @d4a  . The Contraption already uses a Balance Shaft anyways.......
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  107. I feel like picking a Fight with some of FOOLS that have already commented here . Linear Plain , pressurised Oil , bearings and a lower end " Guide-post " can deal with quite a LOT of the issues . But WILL add reciprocating mass
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  108. WHAT ! 20% gain ? LOL .
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  109. Your LSD Model was really a Torsen wasn't it ? The Viscous type is what I always understood as an LSD . Viscous or Friction plate packs . Open Diff is great for your Average " Joe " round the Suburbs . Deals with Made Dirt roads too . Welded is for Drift , as said , or NASCar Tri-Oval . Off-road , part time Lockers are the go . Air-lockers OR Detroit (no-spin) Rear and Air Front . You should do a Video about the Part-Time Lockers at some Point . Another great Video . You explain things really well for those that might not quite understand the concepts .
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  110.  @devilsoffspring5519  . And Oil too .
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  111.  @KontrolCZ  . Why not try to Cure Ignorance instead ?
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  112.  @Poopeepooo123  . Goonie GooGoo to yoo .
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  113.  @tturi2  . Thanks for your Two Cents worth . NO , the Chamber has a Bloody Big Drum stuck down the middle .
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  114.  @411bvRGiskard  . Reasonable thinking , but No . The Vanes need to be a Close sliding fit into a Groove for Sealing purposes .
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  115.  @bftjoe  . Simple . I DON'T OWN A MACHINE SHOP . Plus , as I have already pointed out , the Engineering Challenges have all already been solved .
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  116.  @lassikinnunen  . Actually there have been plenty of Vane Type Water pumps used in automotive and other applications and Superchargers don't actually seal solidly at the Rotor Edges . Just a Close Fit without contact . They depend on Mass flow and Inertia . The Vanes in this Engine DO NOT have to be Thin . They could be 6 -8 mm thick and also be Deeply embedded in the Rotor in a Tangential arrangement , pointing AWAY from the direction of rotation . " Leaning INTO the fire " so to speak . In actual operation the Gaps and Clearances would be quite small in the Swept Volume . I can also envision Efficiency gains by " Profiling " the different Sectors of the Swept Volume as well . Centrifugal Force would do most of the Work holding the Vanes to the Chamber surface and Compressional or Combustion forces would Tighten the seal as required at those stages . And actual Peripheral Seal efficiency could perhaps be further enhanced by some means Resembling Keystone or Dykes type Compression Rings in a conventional engine . Of course there would be some Fresh Engineering challenges , but 90 -95% are already Solved in Other Engines development .
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  117.  @ihavethedocuments2580  . No Oil goes in the Combustion Chamber of a Piston Engine you say . Bull - SHIT . Trace amounts always go through the Fire . It's essential or the Thing will seize in short order . Oil control is a MAJOR part of Engine design .
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  118.  @billyjoelization  . Well now , since the Rotor itself will need to be cooled as well , and I suspect this Engine would only need Very low Oil pressure , a Very high volume , Low pressure Oil pump could flood a large cavity inside the rotor and some tiny Capillary holes could feed oil Under the vanes . And then separately using some much larger galleries , forming a ring , interconnect the Vane Slots to each other . Thereby , the Vanes being pushed in will discharge their Oil towards the ones that are Extending . And the Large Oil flow would extract Waste Heat from the whole assembly to an Oil Cooler . The whole assembly would run at ambient Oil Pressure , with some self evident fluctuations . Just a thought .
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  119.  @danalmighty8248  . Ammonia is NOT a combustible . It can liberate some Hydrogen is introduced into an Existing Flame . And also increases NOx production .
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  120.  @JJFX-  . Yeah annoying isn't it . I 've already said the same earlier . Stupid People that come here to try and LEARN something , then they Fail to comprehend the Principle , so therefore , obviously , the Idea is Rubbish and Flawed , not them . Mistaking an Infographic for an Actual Fucking Blueprint is common on this channel . 🤣.
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  121.  @oluskloc  . Same as ANY other Engine . Or potentially MUCH better , because of the possibility of getting a COMPLETED burn .
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  122.  @bftjoe  . Well , existing Wankels for starters . And Seal Tech is covered by those AND anything with Piston Rings . Sorry , I'm unable to find an Emoji for either of those to Post for you . Sliding Vanes are OLD TECH . Just comes down to Materials Science there . The Forging and Machining of the Chamber and Rotor components is basic and simple . Aluminium with a Nikasil Coating would be perfect for the Chamber and the Rotor assembly as well . A heavily Splined , Shrink Fit Steel Shaft through the centre for Drive output . Keeping it All Aluminium would keep Expansion rates consistent . Could you stop being an Irrelevant " Pain in the Arse " please . The FACT that you don't actually understand the Concept OR the Existing Engineering that applies , IS NOT MY FAULT . It's a YOU Problem . OK . We good now ?
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  123.  @JJFX-  . Yeah , annoying isn't it . Dumb people that come here to try and Learn New Things , but when they Fail to comprehend the principle explained the Concept is , of course , Flawed or Fake or Fallacious , and they get abusive and dismissive rather than considering the Problem is Really them and their Closed Minds . It is VERY frequent on this channel that the Less Bright ones confuse an Infographic for an actual Blueprint .
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  124.  @billyjoelization  . The Oil Pressure Relief / transfer ports would have to be quite large to keep response time good and there would need to be a couple of Tiny Bleedback ports somewhere to reunite that ostensible trapped oil back into the Main system . To keep it clean and to provide for potential OverPressure events .
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  125.  @DerSpeggn  . I saw that commentary . He was referring to the ENDS of the Vanes next to the Sidewalls / Endplates . True , in use , modern tech . Machining tolerances are that good these days .
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  126.  @bftjoe  . This type of Motor IS already in use . As Air-Motors and Various types of Vane Pumps , for Gases and Liquids . It's a PROVEN Technology that's been around for a REALLY long time and is extremely reliable . This idea is just a " Next Logical Step " Concept . I mean ALL engines are , at the bottom line , simply AIR PUMPS . There is absolutely NOTHING about this idea that is " Too Hard " . D4A said during the Video that these do Not exist right now , and I reiterated that to you as well Earlier . Did you ignore the Comment ? Anyways... I too am surprised SOMEONE ISN'T building these already . Maybe someone tried and the Oil Industry jumped on it and " Suppressed " the shit out of it . THAT has happened before you know . Big Oil HATES super efficient Heat Pump designs . They undercut their profits . So tell me , why are you becoming Irrational , and in fact Insulting ? Answer me THAT .
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  127.  @bftjoe  . They ALL run on the Same Principle . Of course they are not all Identical , but BUILT FOR PURPOSE . I am a Former Naval Engineer . Retired person these days . So what are YOUR credentials ? Oh , and are you going to answer my Specific Question ?
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  128.  @bftjoe  . You haven't told me YOUR actual area of Expertise . How you Feed Yourself . All you seem capable of , is spitting Vitriol . Are you REALLY that insecure . The fact that you state something fallacious doesn't make that SO . You seem to really be incapable of the slightest bit of Lateral Thinking . And you HAVE BEEN TOLD MULTIPLE TIMES THAT THIS IS A CONCEPTUAL ENGINE , NOT CURRENTLY IN PRODUCTION , which you " Choose " to conveniently Ignore so you can pursue " Your Narrative / Agenda " . Are you actually a Russian Propagandist , taking a break from the News Channels ? SO , AGAIN , what's your Work Background ?
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  129.  @DirkLarien  . Yeah , Exactly . An Engine with FIVE moving parts . And , Yes , probably an EXCELLENT platform for a Generator/Capacitor bank Hybrid . Surely a Worthy Project/Concept to pursue , especially in " Today's " Greenwashing political environment .
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  130.  @American-Motors-Corporation  . I agree with almost ALL you said there . But , in terms of it's operation , a Wankel IS a Two-Stroke Engine complete with requiring Oil Infected Peripheral Oiling . Whereas This " Contraption " IS a Linear 4-Stroke . The Wankel's emission problems revolve around that issue . I think this Engine , properly engineered , etc , will produce a Complete Fuel Burn , at relatively low combustion temperatures which is considered the " Gold Standard " in terms of emissions . The EPA have been granted FAR too much Autonomy AND Autocracy . They are the ones Pressuring Governments in this " Greenwashing " EV direction . Electric Vehicles are a SCAM being perpetrated on the Public . They are certainly No Greener at all . The majority of them are going to run on Coal Fired Electricity . Just " relocating " the CO2 into someone else's backyard . And car companies , obviously , run on Market Fashion . Yes , they are producing Shit-tons of EV's . That they CAN'T SELL . Too expensive . And quite Frankly those Batteries are F-ing DANGEROUS Bombs ,just waiting to go off . Don't misunderstand , I am all FOR Emissions reduction . But please - - - - can we have some RATIONAL discussion on the matter , rather than Reactionary B/S . I do suspect this Engine concept probably WAS tried , but maybe current Technology couldn't come up with answers for an Air-Motor with FIRE inside it . Therefore , suppressed and forgotten . Modern Machining and Materials Science has already produced answers to the Bulk of the Issues I believe . Mazda would have no " Patent Rights" of any kind . This thing has more in common with a Sarich Orbital than a Wankel . I've run out of Steam here . An Industrial Revolution Problem . 🤣. Yon put a Great and Broad-Based take on it . Good talking with you .
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  131.  @BlacKi-nd4uy  . A Wankel gets by with some Oil cooling through the Cavity in the Rotor and Water Jackets on the Casing . This is Completely Similar in structure . And I think the Cycling up and down / In and Out , of the Vanes Twice every revolution would probably keep them clean . Also , no PCV issues with this , there isn't a Crankcase . Any Blow-by is completely internal anyway .
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  132.  @MrDuncl  . Ummmmmmmmmm , yes , you do . And A-frame Two-stroke has that too . Whereas a Wankel or a Crankcase Transfer Two-stroke need peripheral lubrication . Why are you pointing that out ?
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  133.  @bftjoe  Hmmm . You . A G A I N . 😔. 4th or 5th time saying this . I do Not have access to an Engineering Workshop these days . Retired . Living in a small , easy to maintain Unit . I am DONE with working . But , of course , You will ignore that , yet again . Right ? The Fact that you can't comprehend how this concept works is a YOU problem . Not a ME problem . I could have simply Lied here , and said I'm currently working on a " Proof of Concept " build , which would have shut you up . Instead , I would rather you just pull your head in . Do Not Address Me Again . Good Bye .
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  134.  @James-rl5tj  . I tend to think centrifugal force would take care of Most of it .
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