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Old 02-24-2011, 09:50 PM   #1
Chromer
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Default Navistar development agreement on Opposed-Piston, Opposed-Cylinder Engine

From Green Car Congress

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Navistar reaches development agreement with EcoMotors International on Opposed-Piston, Opposed-Cylinder Engine
22 February 2011

Navistar International Corporation has reached a development agreement with EcoMotors International in support of the company’s opoc (Opposed-Piston, Opposed-Cylinder) engine architecture. EcoMotors International’s first product targeted for commercial application is a turbo-diesel version of the opposed-piston, opposed-cylinder engine.

The opoc engine comprises two opposing cylinders per module, with a crankshaft between them—each cylinder has two pistons moving in opposite directions. This design configuration eliminates the cylinder-head and valve-train components of conventional engines, offering an efficient, compact and simple core engine structure. With a two-module application configured at the appropriate power level (to deliver a combined 480 hp), the opoc unit could deliver about 45% better fuel efficiency compared to a conventional heavy-duty diesel engine in a Class 8 truck, the company has suggested, while delivering emissions at the US Tier 2 Bin 5 level (the 50-state level in the US for diesel light duty vehicles). (Earlier post.)

We continue to be on the cutting edge of technology and our development agreement with EcoMotors once again demonstrates our commitment to develop new, innovative approaches to the commercial vehicle industry. Our company has a long history of pushing the envelope to deliver state-of-the-art, customer-focused solutions and we see great promise in EcoMotors’ breakthrough engine design.
—Dan Ustian, Navistar chairman, president and chief executive officer

EcoMotors’ patented engine design creates a family architecture that will operate on a number of different fuels, including gasoline, diesel, natural gas and ethanol. The opoc’s new opposed piston-opposed cylinder direct gas exchange operation provides the emissions benefits of 4-cycle engines, the simplicity benefits of 2-cycle engines, the power density of the less well known opposed piston engine, and the developments in electronics and combustion technology all tied together in a new and proprietary engine architecture.

Greater power engine density delivers an important benefits will result, including: lower weight; smaller size; lower material costs; lower friction; greater fuel efficiency; lower emissions; and lower heat rejection. The opoc engine has very high power density of nearly one horsepower per pound.

The engine is perfectly balanced, enabling stackable power modules. This modular displacement capability can yield high efficiency, plus much less NVH than a conventional engine of comparable power. With 50% fewer parts than a conventional engine (including no cylinder heads or valvetrain), the design also allows for low-cost, efficient manufacturing and increased operating durability.

EcoMotors’ intellectual property also includes an electrically controlled turbocharger technology which incorporates an electric motor in the turbo assembly to regulate boost pressure resulting in:

* Improved combustion efficiency to meet emissions;
* Electrically controlled variable compression ratio;
* Improved vehicle fuel economy;
* Enhanced vehicle drivability due to improved low-end torque;
* Eliminates Turbo lag; and
* Waste heat recovery by generating electricity.

Electrically Controlled Clutch. The development in clutch technology enables customers to take advantage of the engine’s modular displacement capability. The clutch assembly is housed between two engine modules, and is engaged when vehicle power demands require both modules to deliver power. When the power of the second module is not needed, the clutch is disengaged, allowing the second engine to stop completely. This not only improves fuel economy by reducing parasitic losses, but also improves the efficiency of the primary module.
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Old 02-24-2011, 09:53 PM   #2
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Unlike most "weirdo" engines, it's looking like this one may actually be put into production.

If that 45% better fuel economy thing is true, it's going to have a lot of other truck makers scrambling to catch up.
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Old 02-24-2011, 10:09 PM   #3
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Old 02-25-2011, 10:44 AM   #4
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wow, this could be huge.
Awesome concept.
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Old 02-25-2011, 12:04 PM   #5
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I've heard of this some time ago, its cool seeing that there is some progress with this thing. I want to see it put into production.
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Old 02-25-2011, 01:12 PM   #6
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I am thinking this is not as good as they say. If it was that good, why wouldn't every car company make a their own version? It is far from complex.
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Old 02-25-2011, 02:02 PM   #7
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Navistar's involvement in this may be the foot in the door they needed as it can bring capital and more plaforms to test this on.
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Old 10-31-2011, 12:53 AM   #8
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i know that this is a random bump of an old thread, but has there been any new updates about this motor? it looks super balanced, and looks like it could go a long way on improving auto technology.
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Old 10-31-2011, 10:39 AM   #9
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Ecomotors has issued press releases since then on deals with Generac and a Chinese company for develoment and commercialization, but nothing is for sale yet...

Nothing from Navistar yet either. So who knows? Kholsa isn't in the business of losing money, for sure though, and they're the biggest investor.
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Old 10-31-2011, 11:26 AM   #10
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What do we think about the length?

Going to be able to fit it between the frame rails of most small cars? Or even between the firewall and radiator?

I'd imagine the stroke will be fairly short, but still. Looks looooonnnggg.
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Old 10-31-2011, 12:42 PM   #11
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Originally Posted by REX8 View Post
What do we think about the length?

Going to be able to fit it between the frame rails of most small cars? Or even between the firewall and radiator?

I'd imagine the stroke will be fairly short, but still. Looks looooonnnggg.
I'm sure that's due to prototype phase. When/If this ever gets released into mass production it would obviously make leaps and bounds in transformation as the standard ICE had done over the last 90+ years.
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Old 11-01-2011, 09:35 AM   #12
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I hope its better than the Powerstroke dog 6.0 and 6.4 engines they made. They blew up turbos, headgaskets and clogged egr systems and had foulty ecu's. They got worse mileage of any diesel and were also the noisiest.
If you have a Ford with one of them dump it before it eats your bank account.
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Old 11-01-2011, 11:03 AM   #13
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Originally Posted by EtoS View Post
I'm sure that's due to prototype phase. When/If this ever gets released into mass production it would obviously make leaps and bounds in transformation as the standard ICE had done over the last 90+ years.
I'm not so sure though. I mean, we're going to need a certain amount of volume, and a certain compression ratio. That's simply going to require length.

Doesn't look like there's too much wasted space on the ends of the assembly.

Time will tell. Like the idea, although rings and rod bearings are what scares me about engines. This car has waaay too many of them.
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Old 11-01-2011, 11:14 AM   #14
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Double the moving parts and hugely long connecting rods? It had better be really efficient to justify all that extra material. On the other hand, something like a mini-Deltic in a truck would have a ton of power and still be pretty small.
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Old 11-01-2011, 12:39 PM   #15
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I'm curious about the oiling system of the outer pistons. Also being a two-stroke design, how is the rings supposed to be oiled without losing it out the exhaust/intake ports? Are we talking mixed fuel?

I love the concept, just skeptical on emissions.
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Old 11-01-2011, 03:21 PM   #16
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Glad this got bumped, never saw it and it was an interesting read. Curious to see what becomes of this design.
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Old 11-01-2011, 06:07 PM   #17
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Quote:
Originally Posted by ki4syr View Post
I'm curious about the oiling system of the outer pistons. Also being a two-stroke design, how is the rings supposed to be oiled without losing it out the exhaust/intake ports? Are we talking mixed fuel?

I love the concept, just skeptical on emissions.
Off the top of my head, and in no way suggesting that it's done this way....

Oil could easily be brought to the "bottom" of the outer piston through one or both of the connecting rods. This can then be used to oil the piston rings and pin in a conventional 4-stroke manner. All that is needed is a return to the sump, which can be an external pipe or hose.

Also alot of the 2 stroke problems go away if an engine is under boost (to fight reversion) and direct injected (for proper mixtures). All the drawings suggest that some type of forced induction is used and all modern diesels use a type of direct injection.

I like this idea and if it proves to work well, I'm sure the packaging can be dealt with...likely on the vehicle side.
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Old 11-01-2011, 10:06 PM   #18
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Quote:
Originally Posted by REX8 View Post
I'm not so sure though. I mean, we're going to need a certain amount of volume, and a certain compression ratio. That's simply going to require length.

Doesn't look like there's too much wasted space on the ends of the assembly.

Time will tell. Like the idea, although rings and rod bearings are what scares me about engines. This car has waaay too many of them.
The idea behind these motors is being as efficient as possible. I don't have the video anymore but there was a study done by a team of people to make an engine that was at least 60% efficient and these guys made it to 98% using OPOC engines. So if you want the power of a 3l engine, an OPOC should be able to do it with less then 1l. Then take the needs of a 1.5l and you got 0.5l OPOC engine. Now that's just simplifying it but you get the idea.

Then take a good amount of time for the world to take a closer look at how they can change the system for better. Back in the 40's they said the same as you, no way you can make it smaller and more powerful and have good milage. Yet here we are still finding new ways to.

Also I wouldn't worry about bearings, there's suppose to be no driveline stress at all. They keep breaking pistons and rods but they never broke a crank or had any bearing issues.
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Old 11-02-2011, 01:35 PM   #19
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Quote:
Originally Posted by EtoS View Post

Then take a good amount of time for the world to take a closer look at how they can change the system for better. Back in the 40's they said the same as you, no way you can make it smaller and more powerful and have good milage. Yet here we are still finding new ways to.
I didn't say anything of the sort. I said it looks wide. Even at smaller displacements, with smaller strokes, it looks wide.
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