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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