>
> 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

> >      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,

.
> >
> >     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

> 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

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