The X-Banger Engine
Pick Jesus. The myelin sheath on the neuron of life. All intention is within this sheath. Do not affect things outside this sheath, but strengthen the vine within. Have faith in this train, and through your faith do not allow quantum uncertainties to form inside it.
And now, the X-banger.
It’s a 4X piston setup, mounted on a circular frame, all firing at once to form circular vibration. This pushes pistons, which each turn one gear mounted at the frame. They each work on this circular chain or belt style crankshaft. The chain or belt then goes around a multitronic transmission, which is on the wheel.
How to get the gears to mesh on the belt and the belt on the cone though? The gears could have a smoother portion, the belt could have holes in it, but to put pegs on the cone is ridiculous. How would it not slip? It could be grippy with lots of small bumps and the belt would be wide and thin and grippy, with gearspots. No, the differing length of the loop based on the cone would affect hole placement. Plus that is ass to arrange. I’ll put a tensor smooth roller on it to keep it taut on the gears and crt.
This would provide excellent durability and performance up to high RPMs, providing inapprorpiate horsepower per engine. A diesel-style injection method using normal fuel is also expected to increase octane performance and improve combustion.
===
The piston would be fed from the center of the X, which could be vacant, strangely. I don’t know if that would affect performance or longevity. So those wires would be fed from the fuel tank/source, whatever kind that may be, with a pedal wire valve/op on it. That would allow the fuel to flow into the place.
HM. Gravity-fed fuel will become less pressurized as the tank wears on. The fuel should be injected into the thing by powered mechanics. I suppose it should run like a diesel regardless of the fuel type. The pistons will compress air to very high temperature, then the fuel will be forced in and go. How will they compress it, though? Probably go forward to open while disengaged from the wheels, then down without fuel to a low level, then inject fuel, explodes in fire, forces open.
When it opens, it should release this spent fuel through a valve to the cat and tailpipe. I’d like to get a fire from every compress, not every other. I want that. But cleanly. Somehow the chamber would need to be emptied of air after it fires, and also have air put into it at the same time. So while it is open, the air would rush out to the cat and also into the chamber. It would be important to get all the air out to the cat and none of it out the in-valve. This can be done. Maybe with longer chambers or cycle… you know, I bet this thing could just be done. It shouldn’t be a big difficulty. If we’ve got to put vacuum force onto the thing go ahead, put a tiny compressor in there to suck the air out faster, which will suck air in as well.
I suppose that is a supercharger. Well, it’s a post-combustate supercharger. Include filter, it seems. Well, would I want those fumes to go through another machine and leave residue? It could be supercharged from the front and put the end-valve right to the cat. I might also use that Italcement pollutant destroying method with an intramuffler light source. That does sound very dodgy. If we can get LED’s to produce reactive-level rays, the thing could save a lot of money and space and power on cats and perhaps improve cleansing performance.
Okay. Piston begins open. The soup pushes air through it. Hmm… the in-air valve could be at the bottom near the fuel valve, and the exit valve could be near the top and be exposed and opened when the piston is open. So, the piston is open. No fuel is in it and the cat gets nothing. The soup pushes air through it and the piston begins to drop. The soup will operate pushing until it is no longer economical to push air into the piston, and then it will close. The piston will continue falling and compress the supercharged air. Then the fuel will be injected into the chamber by the [powered?] atomizer, and explode quite violently and completely, forcing the piston upwards, turning the gear, turning the crank, turning the crt, turning the wheel.
The soup will then push the air out to the cat and refresh the piston with new air until it is again uneconomical for the pump to work. This should be measured at normal atmospheric pressure and reflected by how far down the cylinder’s intake valve is in the cycle of the piston. I know diesel engines can get 25:1 compression, and that petrol engines get 12-15:1. I expect this method, especially considering the deep-end stroke and dynamic air injection that the vehicle could produce an even higher compression ratio. This would allow more fuel to be put into the piston per stroke, and could probably produce a 2-stroke cycle instead of a 4-stroke, doubling performance without knowingly reducing exhaust quality. The ability to place more fuel into the cylinder would also increase performance per stroke, and the x-setup would allow a higher RPM. This produces a trifecta of power over a normal petrol engine. I would use it for my HHO engines.
The original momentum will need to come from somewhere. Normally cars just have spark plugs, but this supercharged fuel injection engine will have none, and instead have powered atomizers. The pistons may need to be forced down by the gear, via the chain crankshaft, via the crt, which could mean an e-aux-powered transmission. Eaux? Waters? Maybe some kind of hydraulic starting device. A supercap, maybe, to bust it through for the first firing. Or it could rely on some kind of water pressure buildup, or it could be from the water splitter’s fuel cell component, which would have a housed source of water separate from water fuel. This would be reserved for a low-power electric operation, while the majority of the power would come from HHO, or the normal fuel. Outside of water splitting, this would be a small brushless electric motor attached to the crt, useful for the torque of starting the engine, and for other assists. This would also be an alternator for the car, and could potentially charge a supercap for its own power later.
[PS 16 Nov 2006: Examine the Panhard/Boxer Flat Twin engine. The X-banger would be similar to a flat 4, with 90*'d x-axis cylinders. This is allegedly used in planes to make them last longer.]
And now, the X-banger.
It’s a 4X piston setup, mounted on a circular frame, all firing at once to form circular vibration. This pushes pistons, which each turn one gear mounted at the frame. They each work on this circular chain or belt style crankshaft. The chain or belt then goes around a multitronic transmission, which is on the wheel.
How to get the gears to mesh on the belt and the belt on the cone though? The gears could have a smoother portion, the belt could have holes in it, but to put pegs on the cone is ridiculous. How would it not slip? It could be grippy with lots of small bumps and the belt would be wide and thin and grippy, with gearspots. No, the differing length of the loop based on the cone would affect hole placement. Plus that is ass to arrange. I’ll put a tensor smooth roller on it to keep it taut on the gears and crt.
This would provide excellent durability and performance up to high RPMs, providing inapprorpiate horsepower per engine. A diesel-style injection method using normal fuel is also expected to increase octane performance and improve combustion.
===
The piston would be fed from the center of the X, which could be vacant, strangely. I don’t know if that would affect performance or longevity. So those wires would be fed from the fuel tank/source, whatever kind that may be, with a pedal wire valve/op on it. That would allow the fuel to flow into the place.
HM. Gravity-fed fuel will become less pressurized as the tank wears on. The fuel should be injected into the thing by powered mechanics. I suppose it should run like a diesel regardless of the fuel type. The pistons will compress air to very high temperature, then the fuel will be forced in and go. How will they compress it, though? Probably go forward to open while disengaged from the wheels, then down without fuel to a low level, then inject fuel, explodes in fire, forces open.
When it opens, it should release this spent fuel through a valve to the cat and tailpipe. I’d like to get a fire from every compress, not every other. I want that. But cleanly. Somehow the chamber would need to be emptied of air after it fires, and also have air put into it at the same time. So while it is open, the air would rush out to the cat and also into the chamber. It would be important to get all the air out to the cat and none of it out the in-valve. This can be done. Maybe with longer chambers or cycle… you know, I bet this thing could just be done. It shouldn’t be a big difficulty. If we’ve got to put vacuum force onto the thing go ahead, put a tiny compressor in there to suck the air out faster, which will suck air in as well.
I suppose that is a supercharger. Well, it’s a post-combustate supercharger. Include filter, it seems. Well, would I want those fumes to go through another machine and leave residue? It could be supercharged from the front and put the end-valve right to the cat. I might also use that Italcement pollutant destroying method with an intramuffler light source. That does sound very dodgy. If we can get LED’s to produce reactive-level rays, the thing could save a lot of money and space and power on cats and perhaps improve cleansing performance.
Okay. Piston begins open. The soup pushes air through it. Hmm… the in-air valve could be at the bottom near the fuel valve, and the exit valve could be near the top and be exposed and opened when the piston is open. So, the piston is open. No fuel is in it and the cat gets nothing. The soup pushes air through it and the piston begins to drop. The soup will operate pushing until it is no longer economical to push air into the piston, and then it will close. The piston will continue falling and compress the supercharged air. Then the fuel will be injected into the chamber by the [powered?] atomizer, and explode quite violently and completely, forcing the piston upwards, turning the gear, turning the crank, turning the crt, turning the wheel.
The soup will then push the air out to the cat and refresh the piston with new air until it is again uneconomical for the pump to work. This should be measured at normal atmospheric pressure and reflected by how far down the cylinder’s intake valve is in the cycle of the piston. I know diesel engines can get 25:1 compression, and that petrol engines get 12-15:1. I expect this method, especially considering the deep-end stroke and dynamic air injection that the vehicle could produce an even higher compression ratio. This would allow more fuel to be put into the piston per stroke, and could probably produce a 2-stroke cycle instead of a 4-stroke, doubling performance without knowingly reducing exhaust quality. The ability to place more fuel into the cylinder would also increase performance per stroke, and the x-setup would allow a higher RPM. This produces a trifecta of power over a normal petrol engine. I would use it for my HHO engines.
The original momentum will need to come from somewhere. Normally cars just have spark plugs, but this supercharged fuel injection engine will have none, and instead have powered atomizers. The pistons may need to be forced down by the gear, via the chain crankshaft, via the crt, which could mean an e-aux-powered transmission. Eaux? Waters? Maybe some kind of hydraulic starting device. A supercap, maybe, to bust it through for the first firing. Or it could rely on some kind of water pressure buildup, or it could be from the water splitter’s fuel cell component, which would have a housed source of water separate from water fuel. This would be reserved for a low-power electric operation, while the majority of the power would come from HHO, or the normal fuel. Outside of water splitting, this would be a small brushless electric motor attached to the crt, useful for the torque of starting the engine, and for other assists. This would also be an alternator for the car, and could potentially charge a supercap for its own power later.
[PS 16 Nov 2006: Examine the Panhard/Boxer Flat Twin engine. The X-banger would be similar to a flat 4, with 90*'d x-axis cylinders. This is allegedly used in planes to make them last longer.]
posted by William Bunker at 8:12 PM
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