Scuderi split-cycle engine runs on the dyno for the first time!
We first heard about the Scuderi Group and its split cycle engine over two years ago. At that time, they were showing off a concept for a split cycle engine that in theory, at least, could dramatically improve engine efficiency. By splitting the four strokes of the Otto cycle between a pair of parallel cylinders, the engine can reduce pumping losses. The Scuderi team also has a "hybrid version in development that adds high pressure compressed air accumulator to provide some regenerative braking capability."
The team has been working on computer simulations of the split-cycle process for several years and finally showed off a cut-away version of the first physical prototype at this year's SAE World Congress in April. At the time, they informed us that they were hoping to run a prototype on the dynamometer soon. We got word last week that they now have run that first prototype under its own power and, according to Sal Scuderi, the results are very promising so far. The data from the running engine seems to verify the data from the simulations. It will still be some time until we see a Scuderi engine running in a vehicle, but it could prove to be an interesting alternative to other technologies like HCCI and direct ethanol injection. Find a press release and several videos after the jump.
Gallery: Scuderi split cycle engine
[Source: Scuderi]
PRESS RELEASE:
Scuderi Engine Now Running
Revolutionary Firing After Top Dead Center Achieved By Latest Laboratory Tests
WEST SPRINGFIELD, Mass - July 1, 2009 - The Scuderi Engine cleared another major development hurdle last week after engineers successfully fired the engine for the first time, achieving the split-cycle engine's revolutionary concept of firing after top dead center.
(To listen to a podcast about the Scuderi Engine running on gasoline, visit www.ScuderiEngine.com).
Engineers at the independent laboratory building the engine will continue further testing and adjustments for the next several weeks in order to fine tune the engine so it can reach its maximum efficiency levels. Engine maps, test data and other performance measurements are being made available to the global automotive community under non-disclosure agreements.
The one-liter, naturally aspirated gasoline prototype potentially produces up to 80 percent fewer toxins than a typical internal combustion engine. When fully developed with its turbocharged and Air-Hybrid components, the engine is expected to achieve significant gains in fuel efficiency - the most since the inception of the Otto cycle over 130 years ago. The original Scuderi Engine was designed and invented by Carmelo Scuderi (1925-2002).
Scuderi split-cycle technology is significant because it gives automotive OEMs an immediate solution for complying with higher emissions and efficiency standards going into effect around the world - without having to make large investments to modify current production processes. The Scuderi Group expects further advancement of the technology once the greater engineering community begins working with the engine, making their own modifications that will most likely take the efficiency to even higher levels.
"This marks another great moment for the engine and our world-class team working on its development," said Sal Scuderi, president of the Scuderi Group. "It's great to be able to share this milestone with those who have been following our development and who have showed overwhelming interest since we first introduced this concept and design over three years ago. Now that we have reached this point, we strongly encourage automakers to take advantage of the opportunity that the Scuderi Engine presents to produce more fuel-efficient engines."
The Scuderi Engine is a split-cycle design that divides the four strokes of a conventional combustion cycle over two paired cylinders: one intake/compression cylinder and one power/exhaust cylinder. By firing after top-dead center, it produces highly efficient, cleaner combustion with one cylinder and compressed air in the other. Unlike conventional engines that require two crankshaft revolutions to complete a single combustion cycle, the Scuderi Engine requires just one. Besides the improvements in efficiency and emissions, studies show that the Scuderi Engine is capable of producing more torque than conventional gasoline and diesel engines.
With the naturally aspirated engine up and running, the Scuderi Group and its independent laboratory continue to work on the next prototypes. Completion of the turbocharged Scuderi Engine and the Scuderi Air-Hybrid are expected in 2010.
About The Scuderi Group
Based in West Springfield , Mass. , USA , with offices in Frankfurt , Germany , the Scuderi Group is a research and development company focused on proliferating its technology through R&D and licensing. Its revolutionary Scuderi Engine technology, when fully developed, is expected to be the most significant improvement in engine efficiency in over 130 years. The Scuderi Group's global patent portfolio contains more than 200 patents including 72 issued in more than 50 countries. For more information call 1-413-439-0343 or visit www.ScuderiEngine.com.
Reader Comments (Page 1 of 1)
contact 9:49AM (7/06/2009)
this looks more and more promising. I'd like to see what those dyno numbers were for a 1.0L engine running this technology.
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dg 10:00AM (7/06/2009)
Whoa.
That's awesome. This gets me thinking, what's up with that whole rotary engine thing that Mazda made and uses?
It's actually pretty wild to think that our basic engine concepts haven't changed (besides this and the rotary engine) for over 100 years or so, right?
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david maspn 5:54AM (7/24/2009)
Have you seen the MECXIC engine as an alternative ? www//mecxic.com
Tim 10:38AM (7/06/2009)
Cool!
However I think the Cyclone Engine is a much better overall design for many reasons including MUCH better thermal efficient, NO lubrication required, multi-fuel including all biofuels, gasoline, kerosene, H2, propane, butane, natural gas and even powdered coal and is will be MUCH less expensive to produce.
http://www.cyclonepower.com/better.html
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Tim 10:47AM (7/06/2009)
The Cyclone Engine also does NOT require a radiator as it will NOT be wasting all that heat energy through a coolant nor does it require a transmission as it can run in both directions (fwd & reverse) with FULL torque from 1 rpm.
Why "tweak" the 100 year old Internal Combustion engine with a "split cycle" when we should just start from scratch with a much better External Combustion design?
Snowdog 1:26PM (7/06/2009)
Looks very complex and heavy to me.
Chris M 10:40PM (7/06/2009)
In spite of the hype, the "Cyclone engine" is basically a steam engine, and has most of the limitations inherent to older steam engines. The best application would be for stationary usage, where an extra large condenser sufficient to condense all the steam can be used.
The really bizzare aspect of that engine is the notion of using deionized water as the lubricant. Water is not a very good lubricant, and when it flashes into steam it is even less of a lubricant! Getting it to work reliably is going to be a major challenge, I suspect they'll have to relent and add some other type of lubricant.
I'm predicting a very long development cycle, with stationary applications being issued first. Not expecting any automotive applications any time soon.
Bip-D-Bo 11:29AM (7/06/2009)
It's amazing that after 100 years we are still finding better ways to get power from pistons and cylinders. This makes me proud to share the title "engineer" with these guys.
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gorr 1:36PM (7/06/2009)
It's maybe promising but there isn't a scuderi split-cycle engine running on a dyno, that was misleading. What we saw is the same thing then 2 years ago, a theoric animation on a computer. This is the 1000's time i see a new theoric ice and i never saw a real one. I think that this is a hoax, unfortunatelly. Jesse james on the other hand have succeeded of building a different ice because it was powerful and on a new fuel called hydrogen and it was a real prototype contrary to this compagny. There is another hydrogen ice that is real and i joined a link, so enjoy.
http://www.haw-system.jp/English/indexE.html
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win39 2:51PM (7/06/2009)
Press releases are frequently vague and optimistic. I wonder whether it accomplishes any more than what Honda is already doing to address pumping losses in their current production engines with their R/VTEC design.
http://asia.vtec.net/Engines/RiVTEC/index.html
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NeilBlanchard 10:37PM (7/06/2009)
Hi,
I guess the proof is in the pudding? This engine would seem to have 2X the frictional losses, and while it does gain some mechanical advantage from the later ignition, it still is locked into a sinusoidal piston motion, with it's fixed mechanical leverage.
I like the Revetec trilobate cam-driven engine better than this one, and the Libralato rotary engine reported on at GCC a while back.
http://www.revetec.com/development.htm
http://www.greencarcongress.com/concept_engines/
http://www.greencarcongress.com/2009/06/lowcvp-20090608.html#more
Neil
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david maspn 9:37AM (7/15/2009)
Hi Neil, Have you looked at www//mecxic.com for a real alternative to ¨getting more mechanical effort out of a given combustion ?
真相創傷 8:45AM (7/08/2009)
Let me guess.
It burns something to use the ancient principle of gas expansion, right ?
For our vehicles we need to use MOTORS.
Engines are for engineers ( cluttered, over-complicated, inefficient, polluting, noisy, sensitive, maintainance-demanding, pieces of unwise CRAP ) - yeah, we'd be so proud so we'd be STUPID!
Pride has got nothing to do with Wisdom.
Yet another example of mankinds perpetual Dilema :
(Knowledge-)Able, but so far from Wisdom .
God help us!
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david mason 6:58AM (9/25/2009)
Wow - We should all be striving now for more and cleaner bang for your bucks!
Have a look at the amazing Eccentric Expansion approach of the MECXIC Engine on http://mecxic.com/
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paul bulzomi 6:47PM (7/13/2009)
gorr
There is no question about it the Scuderi Engine is running on dyno. Southwest Research a world wide respected organization on engine technologies has began making advancements to the engine and collecting test data for the OEM'S as of 6:15 am western time on JUne 26th 2009.
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Jack Krimmer 1:58PM (7/18/2009)
I don't know about this whole idea. It seems to me like this is little more than an over complicated two cycle engine, that uses two pistons (more friction) to do the work that was done by one, as well as all the paraphernalia (and added friction) necessary to operate the valves. I would guess that their claims of reduced NOX are achieved by lower combustion temperatures brought about by the lower effective compression ratio involved with firing after TDC. Problem is that lower compression means lower combustion efficiency and more fuel burned per unit of power. Maybe there is some magic in this system that isn't apparent from first glance, but I will believe it when I see the figures from true working prototype, and not just a statement that they got the engine to "work.".
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david maspn 7:01AM (9/25/2009)
How feasible is the MECXIC eccentric expansion engine do you guys think ?
mecxic.com
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david mason 10:39AM (10/28/2009)
Toyota Prius: Why didn't they use their super little 1.4litre DIESEL to power the Prius ??
How much for new batteries please ??
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david mason 4:43AM (11/17/2009)
Scuderi looks quite capable of producing huge pumping/gas transfer losses, doubles up on rotating masses, does not make use of eccentric expansion technology to give higher thermal efficiencies, does it purge all exhaust gases ? ...... MECXIC does all of these.
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Chill 2:16PM (12/10/2009)
Sorry but I couldn't help but think of my Allstate 250 motorcycle that I had as a kid. We called the engine a "twingle." Surely, Scuderi was thinking of the this engine when he though--up his version.
http://en.wikipedia.org/wiki/Split-single
Ok, beat me up for the reference link.
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