Paul,
Steve is a good friend and retired from Honda.  I know you've said that
you don't want to involve yourself with anything that doesn't have a
rotor, but I thought you would at least want to know about this engine.
jd

Begin forwarded message:

*From: *"Steve Loizeaux"
    John,

    I've pitched the engine from LIM Technology in previous emails,
    but now that it's had common-rail fuel injection installed and
    been tested (the too-long report is attached), the inventor, Jeff
    Klein, is even more intent on finding a development partner. Do
    /you/ know anyone in (or outside!) the industry who' might be
    willing to evaluate the Simple Cycle engine, and consider
    investing/participating in its further development?
         I've been to LIM Technology twice and seen prototype engines run.
    This is not something an eccentric inventor did in his mother's
    garage. And, frankly, it's way ahead of Bruce Crower's six-stroke
    water injection setup described in my recent email! The Simple
    Cycle engine has no conventional valve train, runs cooler than
    engines that route exhaust thru the head, and would weigh
    less, have greater power density, get better fuel mileage, and
    cost less to build than a conventional engine of similar
    size/output. One application for it would be a diesel-electric
    hybrid, best choice for the near future according to MIT.
         LIM has a rep in Europe who's pitched the LIM valve and the Simple
    Cycle engine to major EU auto and parts makers. Some (like
    Peugeot) have responded, asking about the valve technology. The
    only concrete response so far is a "letter of interest" from
    Dassault (I thought they only built jet fighters!)
         This IS a serious project. From a conceptual perspective
    alone---combining the new valve design with a unique rearrangement
    of conventional diesel engine components---the engine's
    considerable potential should be obvious to any mechanical engineer.
     LIM Technology L.L.C.

    150 Blades Lane, Suite E
    Glen Burnie, MD 21060
    ceo@Limtechnology.com <mailto:ceo@Limtechnology.com>
    (410) 760-8801

    
    February 26, 2006
              When a Maryland start-up company announces a major improvement in
    the field of internal combustion, it sounds like the wrong topic
    in the wrong place. Today, politicians advocate hybrid cars, fuel
    cells, and fuel from corn, and the president touts hydrogen as
    the fuel of the future. But wouldn't a new engine technology which
    is very fuel-efficient and inexpensive to build be worth a closer
    look? LIM Technology holds exclusive rights to patents on such
    technology, four in the U.S., three of them internationally.
         The LIM technology team includes four mechanical engineers, two
    with PhD degrees: Mark McVea, a consultant based in Camillus, NY
    who teaches SAE seminars on engine and transmission technology,
    and Douglas M. Baker of TECAT Engineering, based just outside
    Detroit. Our chief engineer, Konstantin Mikhailov, has a masters
    degree, and works in the Maryland headquarters.

    
    We've built three working prototype diesel engines in our Maryland
    machine shop. The latest was shipped to Detroit where it underwent
    operational testing and analysis, and computerized modeling
    of theoretical performance. The results showed a very competitive
    ratio of power output to fuel consumption over its entire
    operating range, easy starting in cold weather, low idle speed,
    and a high, flat torque curve.
         The LIM Simple Cycle engine is designed to take better advantage
    of the laws of physics than conventional engines. It relies on the
    same principles developed and widely adopted after the first
    four-stroke engine was patented (in 1875), but our unique
    application of those principles makes it “simpler, smaller, smarter”.
         If you're qualified to invest in a start-up venture, you may want
    to read the /first draft/ of Dr. Baker’s report [attached]. While
    not a business plan or prospectus, it /is/ a scientific assessment
    of the Simple Cycle engine's potential based on operational tests,
    and analysis of the resulting data.
         Our prototype 2.8 liter (159 cu. Inch) three-cylinder engine was
    able to idle at 180 rpm. Dr. Baker’s studies indicate it
    would idle for over seven hours on less than a gallon of fuel. A
    conventional engine would idle at around 800 rpm---and probably
    die at less than 600---so if you let it idle seven hours, it
    would likely consume over /two/ gallons of fuel. Based on test
    data from our prototype, power density, and fuel economy---even at
    full power, are projected to be better than a
    conventional engine. One of Dr. Baker's areas of expertise is the
    design and application of modern diesel fuel injection. We believe
    this combination of best intake-air and exhaust management (*LIM*)
    and best fuel management (*TECAT*) will result in an
    industry-leading product, likely to produce industry-leading
    profitability.
         Profitability doesn't require a large market share because in the
    global market more than 100 million multi-cylinder engines are
    produced every year. The Wankel rotary engine, for example,
    another pioneer technology, but not nearly as fuel-efficient as
    ours, is today found mainly in Mazda sports cars which     command far less than 1% of the world market. However, adjusted
    for inflation, the Mazda engine development group earned more than
    a billion dollars.
         Today, the market is much larger, our Simple Cycle technology is
    far more fuel-efficient, and our engine is highly likely to do
    better. The purpose of this letter is to motivate you and others
    to join this dedicated group; to help bring to market new
    technology which will extend the useful life of our petroleum
    reserves and reduce the costs of commercial and personal
    transportation.

    
    Based on the discounted value of anticipated future net income, we
    think a current high-risk valuation of LIM should be $30
    million. We think no more than $3 million in new investment will
    be needed to get us to commercialization.
         Two of our three prototypes are still in Glen Burnie, and can be
    demonstrated on short notice. The most advanced prototype, with
    common-rail fuel injection, is in Livonia, Michigan, at McLaren
    Engines, where a great many engines and transmissions are tested
    and analyzed. To see a demo of this latest engine, contact Dr. Baker.
               *Contacts:*
          LIM:  Jeffrey Klein,  (410) 760-8801,  Glen Burnie,
    MD    www.limtechnology.com <http://www.limtechnology.com>      
    
    TECAT:  Douglas M. Baker,   (248) 615-9862   Livonia, MI       www.tecatengineering.com <http://www.tecatengineering.com>
    
    Douglas Baker, PhD, operates TECAT Engineering, his own consulting
    business. He has proposed forming a company owned jointly by LIM
    Technology and TECAT to cross-license the existing technologies of
    both companies, and add to the new company any technology
    that either company develops in the future. This would ultimately
    diversify our proposed product line. Dr. Baker’s skills in digital
    simulation and fuel injection design are essential to LIM's
    success. And LIM's  patented valves are important to Dr. Baker's
    success: he plans to include them in an engine design he's been
    working on for years. We're obligated by agreement not to disclose
    any details, but his "NexTier" technology and "Revolation" engine
    will have great high-end value for military users and others who
    need exceptional power from a small package, good fuel
    consumption, and low emissions.

------------------------------------------------------------

Its a diesel engine. Too heavy for aircraft use and they tend to destroy
propellers because of a sharp power pulse. The .37 BSFC is nice but a good
power to weight ratio is not among their strong points.  Been there and
done that since 1932 :) Never really caught on. Also the .37 BSFC tends
to be at about 50% power. At higher power levels the BSFC of a diesel
approaches that of a gasoline engine. From the looks of it
it is not exactly compact either.

BTW I just bought a Honda Odyssey. Great minivan.