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May 31st, 2014, 06:07 PM   #41
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Hossack engine (square pistons)

from the same hossack front end designer

The Hossack Engine ? a Square Piston Two Stroke



Objective
There are several gains to be had from this format.

Prime among these is the ability to make the port timing asymmetric. Conventionally piston ported 2-stroke engines open the exhaust port first followed by the transfer ports. This is an acceptable sequence but as the cycle continues the transfer ports close before the exhaust and because of this up to 30 percent, by some studies of the fresh unburned charge is lost down the exhaust port. The HOSSACK design seeks to avoid this loss by varying this sequence. This is achieved by positioning the ports on different sides of the lobe. In this way the transfer ports can open later and close later and the exhaust can open sooner and close sooner. By this it is claimed the losses normally associated with 2-strokes can be limited.

Secondly the HOSSACK engine having dispensed with the wrist pin and its associated structures can be built much lighter. The normal wrist pin requires a strong support structure at the proximal end of the connecting rod as well as a beefy structure in the piston. Add to this the retaining circlips and a bearing and the weight of the rod itself. The HOSSACK engine provides a lighter structure allowing for higher engine RPM or lighter construction.

Thirdly in a conventional engine all these just mentioned masses stop and start 2 times every cycle. At TDC and at BDC these masses decelerate to and accelerate from a complete stop. The HOSSACK design changes this by virtue of its shape. The lobe never stops. It rocks. There is no instant in which the lobe is stationary.

It takes up to 30 degrees of crank rotation for the total mass of the lobe to change direction over TDC and up to 40 degrees of crank rotation over BDC. By this change in the reciprocating pattern the end loads generated are reduced which could lead again to a lighter component or higher RPM.



Mini V8

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May 31st, 2014, 06:08 PM   #42
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Britten 600 EFI single, 3 intake valves reaward exhaust one piece cast head/ barrel





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May 31st, 2014, 09:59 PM   #43
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Here's an old clip of my buddys 2 stroke Evinrude v8 sandcar. He takes it pretty easy here because his daughter is riding with him, but it sounds amazing. He went through several exhaust and cooling designs.
Jump Session Part 1 - YouTube
Thanks from bushmechanic
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May 31st, 2014, 11:42 PM   #44
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nice ! engine sound is a serious wow factor in any vehicle





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May 31st, 2014, 11:43 PM   #45
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husky Velocipeder.



Solvang Antique Motorcycle Museum - A Photo Shoot - Pashnit Motorcycle Forum

more czs









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May 31st, 2014, 11:47 PM   #46
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June 1st, 2014, 09:26 PM   #47
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heard of torlon?

or the ford polimotor









Lola Heritage - History









Plastic Engines? - Can Composite Materials be Used to Make Engines? | Industry News Blog at InternetAutoGuide.com





like many of today's ingenious minds it appears he struggles with conservatism and con formative thinking within the car industry



this engine leads to a further 2 links one past and one from the future; the mighty cosworth BDA touted as the first really successful "modern" 4 valve pent roof head engine .... and short length carbon fiber reinforced engine blocks.
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June 1st, 2014, 09:27 PM   #48
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this technology for engine castings intrigues me, I work with this stuff. just need to fiddle with the high temp epoxy resins a bit more before I tackle this idea.. anyone else dream of making CFRE cased 600cc engine for their bike ? Cf conrods be awesome too ^rockon

Matti Holtzberg | Car and Driver Blog





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June 1st, 2014, 09:50 PM   #49
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.....

Carbon-fiber composites have infiltrated practically every nook and cranny of today’s supercar. We’ve got carbon monocoque structural cores, carbon-ceramic brake rotors, and carbon-fiber-reinforced body panels. Taking this approach to the radical extreme, Formula 1 constructors have long used molded carbon-fiber suspension, wing, and transmission-housing components. Contemporary F1 steering wheels are even made of this light, stiff material to save a few ounces.

Ironically, the single heaviest part of practically every car—the engine block—is one of the last items awaiting conversion from metal to molded carbon fiber. Enter Florida engineer Matti Holtzberg. For the past four decades, he’s worked to create an ultralight plastic engine with sufficient stamina to replace engine blocks made from cast iron or aluminum. With strategic use of inserts to handle the heat and concentrated loads, he has engineered a composite engine block that may be ready to send cast metal the way of the buggy whip.

After years experimenting with various resins reinforced with glass fibers, Holtzberg recently expanded his focus to include more expensive carbon-fiber materials. Realizing that the hard-core racing community is always eager to gain a competitive weight-saving edge, he knew there was a market for a composite cylinder block capable of trimming a few pounds. Indulging his best entrepreneurial instincts, he purchased tooling and configured his West Palm Beach lab to cast the first dozen carbon-fiber-reinforced engine blocks patterned after Ford’s 2.0-liter Duratec engine.

According to Holtzberg, his mold is a six-piece aluminum jigsaw puzzle consisting of a base plate, four side panels, and a top cover. A removable core, which forms the water jacket, oil drains, and main oil galley, fits inside. During assembly, the mold also is loaded with various aluminum parts: 71 threaded inserts and five main bearing saddles. After casting, four Siamesed cylinders are placed in the water jacket.

After prepping the mold, epoxy resin and six-mm-long carbon fibers are stirred together in an industrial mixer. The resulting batter, which has the consistency of oatmeal, is warmed slightly and then poured into the mold. It’s left to cure for two hours, although Holtzberg adds that minor procedural changes would allow molding a block in only five minutes.

One of the attributes associated with this accurate molding process is that the composite surfaces require no finishing operations and minimal machining is necessary. After casting, the main bearing saddles are line bored and the cylinders are cut to accept liners. Holtzberg plans on switching to a molybdenum plasma spray coating in place of aluminum cylinder liners to trim additional pounds. That will boost the weight savings over an aluminum block from 18.2 pounds to more than twenty pounds.

Holtzberg will add several carbon-fiber bolt-on components, such as the oil pan, cam cover, intake manifold, and fuel rail to create a kit he intends to offer racers. After purchasing the kit, each customer can commission their favorite engine builder to assemble the package according to specific racing or rallying needs.

Holtzberg has not yet established a price for his carbon-fiber engine, but it’s unlikely many Ford Focus owners will be interested in spending what could be $2500 (or more) per pound of weight saved.

1907–1909 Belgian chemist Dr. Leo Baekeland developed Bakelite, the world’s first commercially successful plastic. Billiard balls, 78-rpm records, and dial-telephone housings were some of the initial applications.

1930s Soybean enthusiast Henry Ford began installing plastic parts in his automobiles. Horn buttons, shift knobs, interior door handles, and distributor heads were molded from the meal processed from soybeans grown on Ford farms.

1940 Anticipating steel shortages during World War II, Henry Ford commissioned a full car body made of molded plastic. At a 1941 demonstration, he swung an ax at his personal Ford which was fitted with plastic trunklid. The ax bounced off without damaging the panel.

1953 Chevrolet began producing Corvettes with bodies made of fiberglass-reinforced plastic. More than 1.5 million have been sold.

1969 Matti Holtzberg read an article in a technical magazine at the Hackensack, New Jersey, public library espousing a new plastic allegedly tough enough to withstand the harsh conditions existing inside car engines. Holtzberg obtained a sample of the French material, which he used to make an experimental piston. After 20 minutes of operation inside an Austin Mini engine, combustion heat burned a hole through his first plastic piston’s crown.

1970s Holtzberg made and sold ultralight plastic pistons—now topped with aluminum crowns—for racing use.

1979 Holtzberg founded Polimotor (shorthand for polymer motor) to develop the world’s first plastic-intensive engine.

1980 After Holtzberg’s first engine ran, Automotive Industries magazine featured it in a cover story.

1982 By the time Popular Science chimed in, Holtzberg’s second-generation Polimotor produced 300 hp and weighed 152 pounds compared to 88 hp and 415 pounds for a contemporary Ford Pinto engine.

1984–1985 A Lola sports car powered by a Polimotor and backed by Amoco Chemical ran a half-dozen IMSA Camel Light road races with a best finish of third at Lime Rock. One broken connecting rod (purchased from a supplier) was the only major failure.

1986 With the durability point proven in racing, Holtzberg shifted his focus to mass production. With Amoco out of the picture, he changed from Torlon to more affordable phenolic resin, the first commercial polymer and the material Henry Ford used to bind his soybean fibers.

1990 Holtzberg established Composite Castings, now located in West Palm Beach, Florida.

1992 After successfully using carbon-fiber-reinforced composite monocoques in Formula 1, McLaren Cars introduced the three-seat F1 coupe for road use.

1998–2002 Three patents covering technology related to the casting of phenolic or epoxy resin reinforced with fiberglass were issued to Holtzberg. More than a dozen licensees now use his technology for rapid prototyping and other applications.

2009 Composite Casting formed a strategic partnership with resin supplier Huntsman Chemical.

2010 A strategic partnership with carbon-fiber supplier Toho Tenax Americas was signed.

2011 Composite Castings manufactured a dozen experimental carbon-fiber-composite versions of Ford’s 2.0-liter Duratec four-cylinder engine block.
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June 2nd, 2014, 01:49 PM   #50
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Yeah i like the idea of light weight high performance engines, who doesn't? Over here we call the old holden V8 a "plastic" engine! Not because of what it is made of but rather because the blocks tend to "bend" and the main caps "walk" under extreme loads! Its hard for me to imagine a real plastic engine but im keen to see if they can cut it in the real performance world, not talking about 300hp, rather 1000+!

Such an interesting thread, you guys have more spare time than i do lately!
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