Latest comments from manousos:
Spartan V Roadster with Ducati engine
(0 punti) (0 commenti)It seems to me that Jorge Lorenzo would be more interested in the car if it had a more revolutionary desmodromic engine than both, the 1198S and the the Desmosedici. Take a look at the DVVA at http://www.pattakon.com/pattakonDesmo.htm It is a desmodromic, fully variable, pure mechanical, throttle-less system (locking the control shafts at an angle, the system degrades down to the single mode desmodromic system of Ducati). The valve lift changes continuously from net zero to a maximum (14+ mm). The valve duration changes also continuously from net zero to a maximum (360+ degrees). The valve lift and the valve duration change independently, i.e. for each valve lift there are infinite available valve durations to choose from, and for each valve duration there are infinite available valve lifts to choose from and approach better the ideal valve lift profile for the existing operational conditions (revs, load, air temperature, cooling temperature etc). The motion of the valves is smooth (acceleration and jerk). All the quick moving parts of the mechanism are light and robust, allowing reliable operation at extreme revs (motoGP). The control shafts move slowly and only when a different valve lift profile is desirable. Last week Stoner and Hayden won Lorenzo and the rest, in MotoGP, driving the single-mode desmo engines of Ducati. What will happen when someone decides to run with the DVVA on his engine? Manousos Pattakos
1 anno e 8 mesi faSee all comments from manousos.
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Bill Gates invests in two-stroke engines
(0 punti) (0 commenti)There are better Opposed Piston engines than OPOC. The PatOP engine, at http://www.pattakon.com/pattakonPatOP.htm is the single crankshaft version of the OPRE engine. With a basic module having one only cylinder and two only pistons, the PatOP is better balanced than the OPOC engine of EcoMotors and provides some 20% additional time for the efficient injection and combustion of the fuel (at high revs the additional time enables higher peak power, at medium-low revs the additional time enables better efficiency and lower emissions). The PatOP engine has constantly zero total force on the main bearings of the crankshaft (the connecting rods of the two opposed pistons remain constantly parallel, have normal size and are heavily loaded only in tension, i.e. they are pulling-rods). The PatOP engine intergrades a “volumetric”, piston-type scavenging-pump that enables a flat torque curve in a wide rev range. The PatOP engine takes the thrust loads away from the hot cylinder walls and away from the ports, enabling far lower lubricant consumption and better lubrication, just like the giant cross-head Sulzer engines; because the PatOP is a cross-head engine, yet a short one (for 80mm bore and 64+64=128mm stroke, the PatOP is only 500mm long). Manousos Pattakos
1 anno e 8 mesi fa