engine re evolution
Brief history of the internal combustion engine
19th Century Benz Engine 19th Century

From the mid -19th century until the 1920s, European engineers developed early versions of what has become the modern internal combustion engine. These early devices were inefficient and could barely produce any significant power.

It was not until after World War I in the 1920s that automobiles and aircraft became available to the masses.

Noisy, polluting and often unreliable, these gasoline and diesel engines transformed the way we lived, allowing us to transport and communicate in faster and newer ways that shaped our modern civilization.




V-tech 20th Century

As time passed and the First and Second World Wars promoted more advanced technology and manufacturing processes, the efficiency and power output of the modern internal combustion engine greatly improved.

Beginning in the 1940s, various advancements such as supercharging, variable timing and the efficient use of direct fuel injection systems have come into being. These features, now enhanced with the implementation of the computer, have produced the modern engines that our vehicles use today.

Even today, the same principles of the early 19th century machines remain unchanged. Until now...




Exponential Engine 21st Century

The Silicon Valley is home to the major innovative and leading-edge creations in technology. Thousands of the most talented engineers in the world make this area a “think-tank” of unique ideas and concepts that continue to shape the future of our planet.

Here in the heart of Silicon Valley will emerge the NEW generation of the internal combustion engine.

The Exponential™ Engine (Patents Pending)

Advantages of the Exponential™ technology:

  • Produces 4 times the power for the same displacement in conventional engines (piston area x stroke and quantity)
  • It is very easy for an engine manufacturer to make a statement like this one, however it is usually difficult to prove. In order to compare engines we must set some basic rules. First, they must be of the same volumetric size (displacement is the term used) and they must be run at the same speed (shaft RPM). Any engine will produce more power the faster it turns because it is producing a power stroke more often.

    With the above in mind we now compare the engines and note that when we run a standard design four stroke engine, we get one power stroke for every two complete rotations of the drive shaft (720°). We now look at the Exponential™ Engine and find that for the same 720° of drive shaft rotation, we get four power strokes. Since the engines are the same size (displacement) we will receive four times the power from the Exponential™ Engine when the shaft speed of each engine is the same.

  • 25% the size and weight for the same amount of power*
  • Speaking in general terms, which apply to all reciprocating internal combustion engines; if you have a method to extract a higher power from the engine configuration, you can also reduce the size to extract the same amount of power. Case in point, if your engine can run twice as fast as its predecessor you can reduce its size by approximately half.

    This is essentially why the Exponential™ Engine can be smaller and lighter than a conventional Otto cycle engine; we can extract more power per unit volume. Reducing weight is a major concern for aircraft engines.

  • Incorporates conventional valves and pistons
  • Because the history and development of “poppet valves” has shown them to be capable solutions for sealing the combustion chamber, we have chosen to utilize this proven technology and embellish it.

    Regarding the function of the pistons we came to the same conclusion. Use a proven technology and embellish it as much as you can. There will be no surprises using proven technology and our embellishments will lead to efficiency gains.

  • Utilizes revolutionary rings and cylinders
  • As has been stated, we will embellish the use of proven technology where possible. That mind set has led us to develop new formats and methods for employment on pistons and for replacement of current cylinder wall technology.

    Because these elements are new and revolutionary we have elected to make the new technology one to one replaceable with current technology. This was done to assure a positive outcome because we can use either technology, standard or revolutionary.

  • Isolates combustion chamber from lubrication system
  • One of the major drawbacks of engines built using current Otto cycle technology is the contamination and consumption of oil. In order to prevent both the deterioration of the oil’s lubricating properties as well as prevent its consumption and the environmental consequences there from, we have endeavored to isolate the combustion chamber from the oil sump.

    The success of our efforts will only be proven after exhaustive testing of our completed design. The solution has been fabricated and soon will be tested.

  • Runs without oil
  • In the above entry we stated that we have been able to design a solution, which will isolate the combustion chamber from the oil sump. When it is proven that our method will perform as planned we will no longer need to use oil for piston lubrication.

    The result of that fact provides us the possibility of completely eliminating the use of oil by employing the use of oil-less bearings at all points requiring lubrication.

  • Supplied in both radial and in-line configurations

  • 2 Exponential Engines

    Thus far we have discussed the engine attributes but not its configuration. We have chosen two block configurations of the many available (V, Y, X, etc.), they are the radial and opposed designs. The use of this engine in aircraft is probable because the two configurations which we have chosen are currently used for aircraft.

    Both the radial and opposed configurations have been used for aircraft for many years and the opposed configuration is most common in the general aviation aircraft of today. The radial configuration provides the highest power to weight ratio and both configurations can be used for ground-based applications.

  • Operates on conventional gasoline or JP-1 fuel
  • Most engines are designed to operate on one type of fuel and one kind within that type. Some engines will work well with more than one kind of the same type fuel. An example is your low compression engine which can use both low octane and high octane fuel, however, your high compression automobile engine is designed for a high-octane fuel, using a low octane fuel will damage the engine.

    The Exponential™ Engine can be supplied with auxiliary equipment which permits it to use both gasoline of any octane and Jet A fuel used by both turbo-prop and jet aircraft.

  • Low emissions
  • Low emission of air pollutants is achieved by the complete burning of combustion chamber contents and the processing of those contents. The absolute separation of lubrication oil and combustion chamber will eliminate the presence of oil in the combustion chamber and the pollutants from burning oil. The control of oxygen in the fuel air mixture will permit 100% burning (stoichiometric combustion) of the fuel mixture.

    The ability to stop the piston at TDC to allow additional time for burning will assure complete combustion. Finally, the ability to design a different piston stroke for each phase of operation will permit the reuse of preheated nitrogen thereby reducing nitrogen oxides.

  • Air-cooled with liquid coolant assist and/or heat-pipe technology
  • Both the radial and opposed engines rely upon air as the cooling medium. In the case of the opposed engine the heat is dissipated directly from the cooling fins to the air whereas with the radial engine the heat is both radiated directly to the air as well as carried away by a cooling liquid to be cooled by air remotely from the engine.

    Should hot spots be found, the engine can be fitted with heat pipe technology to assist with inadequate cooling.

  • Configurable piston stroke (different for each stroke)
  • While it may sound impossible to many, it is none-the-less true that the Exponential™ Engine can be designed with different stroke lengths for each phase of its operating cycle. This feature allows us to optimize the way we handle the gaseous mixture during its travel through the engine. In addition, this attribute can reduce the amount of energy used to move those gases.

  • High efficiency
  • Because the Exponential™ Engine permits modification of piston strokes, we can save energy moving the gases through the engine. Also, because we will receive many more power pulses for the same number of shaft revolutions, the amount of energy used to overcome friction is much less per power pulse. In addition, the elimination of secondary drive camshafts and rocker arms and ignition devices will greatly reduce the parasitic waste of energy seen in conventional engines.

  • High altitude operation with oxygenation system
  • While we can readily understand the need for high altitude operation for airplanes, seldom does the driver of a car realize that the engine of his car loses a large portion of its power when driving in mountains. Also note that operating diesel or gasoline engines in mountainous locations for producing electricity or pumping water also suffer from a reduction in power due to a lack of oxygen in rarified air.

    The Exponential™ Engine combats this problem by adjusting the oxygen content of the air, which enters the engine. This is done by an optional system known as an "Oxygenation System".

  • Modular construction (2 to 36 cylinders)
  • Both the radial and opposed configurations of the Exponential™ Engine are created as modules. This technique allows the creation of engines of different power rating and sizes by simply adding compatible block modules.

    In the case of the opposed in-line engine, you receive two additional pistons with each block added. In the case of the radial configuration, you receive six additional pistons with each block added.

  • Dual concentric shafts for multiple drive lines
  • The need to run multiple pieces of equipment at the same time or separately at different times, and at the same speed or different speeds is handled by the Exponential™ Engine when it is supplied with two shafts, one inside the other. This configuration is actually two separate engines, which are married to look and work as one.

    A simple example is a pumping station, which has an occasional need to pump larger amounts. One shaft runs continuously while the second one is only called upon when the need arises.

  • Counter rotating coaxial shafts for dual propulsion systems
  • A second version of dual concentric shafts is the counter-rotating version. Configured in a similar way as concentric shafts rotating in the same direction, the counter rotating shafts permit running equipment configured to run in different directions. This can be done at the same RPM or different RPMs. An example is the dual propellers used in aviation, which require both clockwise and counter-clockwise rotation at the same time. The Exponential™ Engine adds two major benefits: 1) there is no need for a heavy transmission to divide the power from one shaft to two propellers, and 2) either one of the propellers can be stopped independent of the other. This feature permits maximum power for take-off of a heavily burdened aircraft and the reduction of fuel consumption once altitude is achieved. The range of the aircraft can be tripled using this technique.


*The percentage value is approximate


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