vindication said:
the sooner exxonmobil gets us there? this is sarcasm right? wtf
also, mpg he said something like 100mpg or something to that effect, I forget
Angel Labs quotes a displacement of 13.8L with 850HP...Unless he's got one hell of an efficient and very high-geared transmission behind that he's going to get terrible gas milage.
Also, I looked on the forum and found some intersting comments that seem to support the drawbacks to this design that I raised earlier:
"The only difference is I scrapped it because standard [IC] engines have well sealed chambers with round sprung rings sealing them, and are easily rebuilt by replacing the whole cylinder and rings. My design, like his, had three long slits down the side of each chamber. This is the catch that makes this engine not work under combustion pressure and heat. Try taking a standard chamber design and cut three slits into the side of it. But don't stop there. Now imagine that these slits
can't be clamped tightly together because they have to slide against each other freely or the engine will seize. All that pressure and heat ( there's a LOT) will easily creep past those three long openings that each run the length of each chamber and heat them up as well as the unprotected oils trying to lubricate them.
He claims to want to use the same vegetable oil to lubricate the movements as he is running for fuel. This oil/fuel WILL combust with the rest of the fuel readily available in that chamber during the exceptionally long dwell at TDC. All that heat will expand those huge and heavy steel surface areas in contact with each other and tighten them up. Then the inevitable seizing will occur. Hence the broken piston connection when he tried to run fuel for a short period of time. Once it seizes, all the remaining pressure has to find somewhere to go. Since the heated swollen chamber pieces can no longer move the only remaining way to release pressure is to snap one of the pistons off trying to restrict it.
And if he invents a way to seal it (which is the real problem) then quite a few problems still remain. One of which is that the combustion chamber never gets a break. In this design, the exact same portion of the torus is always used for the exact same portion of the cycle. Meaning the part used for the combustion will be experiencing much higher temperatures than the portion used for intake 90 degrees away. Even more of a nightmare when it comes to sealing. Those standard piston rings are going to have to be constantly expanding and contracting to take up the difference in chamber size of vastly different temperature chambers. Standard engines use the same chamber for all for cycles, which is brilliant. This allows for very constant overall average temperatures in that chamber and make it a much more constant diameter for the rings to seal.
In the MYT, when wear happens much quicker and it is time to rebuild the engine, it will be time for a whole new one since there is no way to press out a simple cyllinder wall and press in a new one, or bore it out. All major parts in the MYT design contain a precisely CNC machined or forged curved portion of the chamber, meaning they would just have to be replaced. No aluminium engine block surrounding the steel cyllinder, just solid steel parts. Very heavy indead. That's one of the great things with the modern engine design, it's been refined to have many more parts, for the specific reason of being able to replace them for less money as they wear out.
My conclusion is the same today as it was as a teenager. It will be heavier, much harder to seal, wear out much quicker, be unrebuildable, and far more expensive to mass produce in the first place compared to a standard design. I do not write these things to be a pessimist, I just feel like there is a lot of misdirected importance being directed at this design. If not for the NASA award I would have just smirked and kept surfing the net. I hope the NASA guys that gave him that award didn't fall for the same mumbo jumbo of 3,000 HP."
http://www.angellabsllc.com/forum/posts/list/13.page
