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.
--
Paul Lamar ...No rotor no motor.
Paul and others - this looks like simply the old GMC two stroke Diesel with
the exhaust and scavanging
ends swapped nothing to support claims of great perf increase - low cost -
simplification nor
light weight.
Incidently I hear that an Audi Diesel ALMP2 won the 12 hour race overall
Vance
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