How about this new motor

Re: Carroll Shelby....

You may be right, as shelby used to build them in the US, the chassis and body etc was shipped over from the UK then the engine transmission was put in, in california or florida or somewhere. some of them may well hjave been shipped back for sale here, but no cobra, apart from maybe the twin turbo version special build ever did 200+ mph. even a 427! Maybe a le mans car, but I doubt that, I'll check though. By the way Mr. Shelby little if anything to do with the GT40, Lola built that in the first place. But thats another story as they say.
 
Is this engine dead in the water?

I notice on the website the only two pieces of journalism covering it are from the last century and from the august organs Detroit News Online and Popular Mechanics.com.

If it is (was?) as good as claimed, surely the world's press would have dug deeper and more often?

OTOH, there is a press release dated may 2002 at http://www.ox2engine.com/press_releases/press_05-06-02.htm

which claims successful running at 650 rpm and 135 lb ft of torque and 16 horse.
 
I read another article on it where they connected it to a turbo charger and they got a 13 hp boost in power and it ran more smoothly and quietly...
 
Re: Is this engine dead in the water?

There could be a lack of investment, the small engine manufacturers should be interested. I've found that engineers in these companies tend to be jealous and don't like to admit somebody has a better idea than them. They tend to rubbish new ideas, because they are in the position to do so. I've seen it many times. Plus they have to buy this technology.
 
Re: Is this engine dead in the water?

Below are a couple of recent news and PR pieces.



01May2002 USA: Revolutionizing the internal combustion engine - Could it be the next big thing?
By Whitfield, Kermit.
STOREDYES
John Luft, COO of Advanced Engine Technologies, Inc. (AET; Los Angeles), is immodest when describing his company's OX2 engine. "It's the first fundamental change to internal combustion engines, probably since their inception." The object of his bold if modified claim is an aluminum drum that has a diameter of 12.8 in., weighs 125 lb., and looks like an industrial electric motor. In reality it's an eightcylinder engine that can generate 150 ft-lbs. of torque at just 400 rpm.
The brainchild of an Australian inventor, the OX2 could deliver many of the items on automakers' wish lists. it has only six major components and doesn't rely on exotic materials, which should make it comparatively simple and inexpensive to manufacture. The OX2 also has one-third fewer moving parts than a conventional piston engine, and can generate high torque at low rpms, which reduces wear and the need for maintenance. As if that isn't enough, Luft claims it can run on a variety of fuels including gasoline, CNG, LPG, methanol, ethanol and even hydrogen. Finally, and perhaps most importantly, its small footprint and low weight should increase packaging freedom and fuel economy.
POTENTIAL. So is this the real deal? Well, the performance of the initial OX2 prototypes was enough to persuade automotive icon Carroll Shelby, creator of the Shelby Cobra and a man with more than a passing familiarity with engines, to sign on to lead the development. Even GM is interested enough to have signed a letter of intent that calls for AET to provide it with testing results. This is despite the fact that the OX2 won't be able to generate enough horsepower in the foreseeable future to be used as the sole power source for an automobile. Instead, says Luft, "The engine's first point of entry into automotive will be hybrid vehicles."
In fact, that's the thrust of the deal with GM, to evaluate the OX2 with an eye toward future hybrid applications. At onequarter of the size of a small-block V-8 and with a tremendous power-to-weight ratio, the engine may be the perfect candidate for hybrids. But while the OX2 excels at generating low-end torque, its design makes achieving higher rpm problematic. Therefore, the latest testing goal is to achieve 1,000 rpm, at which point it should develop about 60 hp.
LIMITATIONS. AET plans to have a production model ready within 18 months, but not for powering a vehicle. Rather, it will be a stationary generator designed to replace the massive diesel units serving as back-up power supplies for buildings. once the initial bugs have been worked out there, the company hopes to move on to the more demanding automotive market. The current strategy is to license production of the OX2 to a manufacturer, but Luft says that AET has not ruled out the possibility of setting up its own plant.
of course, the road to replacing conventional internal combustion engines is littered with clever designs, from the Wankel to the orbital. All of which faced what Luft calls AET's "biggest challenge," namely "that the automotive industry has billions invested in the current engines" and is loathe to get behind radically different designs. Which is why he thinks hybrids-which need consistent, clean power from a lightweight powerplant-may open some doors. If the OX2 can meet that test, it may very well find a niche for itself among its more traditional counterparts.
Advanced Engine Technologies, Inc. President Carroll Shelby and COD John Luft with a cutaway of the OX2 engine and a full-scale example. The company hopes that its lightweight but powerful engine will find its way into future hybrid vehicles.
How it WORKS
The OX2 jettisons many of the expectations of how an internal combustion engine should operate. It has no crankshaft, camshafts, oil pump or valvetrain. Pistons are connected by rings (called "plates") that move via rollers along a fixed cam. A constant-velocity roller bearing joint on the plates allows them to translate reciprocating motion into rotary motion, while the cam lobes force the pistons into the cylinders. Combustion sends the pistons back down, which rotates the plates and circular engine block. Power is transmitted directly to a drive shaft that runs through the middle of the assembly.
In place of a valve system, the OX2 has a simple port plate with a 3-mm thick Full Floating seal that covers the single port at the end of each combustion chamber. Unlike a traditional fourstroke internal combustion engine, there is a Firing every revolution and two pistons always fire together which gives the OX2 its high torque to rpm ratio.
AET claims that the OX2 has a leverage 6.6 times greater than that of a traditional piston engine design. But the downside is that, as AET's engineers coax more rpm out of the engine, the centrifugal force lifting the pistons from the track increases. Says Luff, "We have spent a tremendous amount of engineering time looking at modifications that will keep the pistons on track." Ultimately, resolution of this problem Could hold the key to the OX2's potential success



06Aug2002 CANADA: ADVANCED ENGINE TECHNOLOGIES INC - Reports Testing Of a Turbocharged Version of The OX2 Engi
Advanced Engine Technologies, Inc. announced that, following the successful test results of its normally aspirated OX2 internal combustion engine, it has initiated preliminary testing of a turbocharged version of the OX2 powerplant and the test results are positive. AET's OX2, design level two, engine £2, generating 145 KPA of boost, created 215 lb ft of torque, resulting in 30 horsepower at 735 rpm, an increase of 80 lb ft of torque and 13.2 horsepower over its previously tested normally aspirated version. The turbocharged OX2 engine ran smoothly and was considerably quieter than under normally aspirated conditions.
"This latest testing, with the small compact turbocharger attached, has given us tremendous insight into the OX2's potential performance capabilities under turbocharged conditions," says Carroll Shelby, President, Advanced Engine Technologies. "We are very encouraged and excited about this new turbo OX2 performance milestone. However, we will continue to aggressively advance the performance and durability testing of the OX2 engine under normally aspirated conditions."
The OX2 turbocharged engine, fitted with a Motec fuel system, was test mapped in increments. At startup, the turbocharged test engine initially achieved 120 KPA of boost, which was then advanced to 135 KPA of boost and finally, with boost increased to 145 KPA and placed under a load, it demonstrated the positive and encouraging increased performance numbers and reduced noise levels. AET plans to continue its upmapping test sequence on subsequent OX2 test engines.
The OX2 is a 4-stroke, 1.1 liter internal combustion engine that is 17 inches in diameter with a length of 13 inches and a total weight of 125 pounds in normally aspirated form. The compact engine weighs 75 percent less than and is half the size of traditional internal combustion engines. In addition, it offers the flexibility of being able to run on a variety of fossil fuels including gasoline, diesel, natural gas, liquid propane or methane. In addition, with far fewer moving parts than traditional engine designs, the OX2 engine could offer the further advantages of significantly enhanced operation and maintenance costs and a longer useful life.
With its expected higher power-to-weight ratio, multi-fuel capacity and anticipated low emissions and fuel efficiency, the OX2 has a practical and much needed application in the commercial and industrial generator markets. Additional future applications may include marine, light-duty farm and construction equipment, light aircraft, and the hybrid electric vehicle market. However, the near term focus remains electrical generator applications.
Investor inquiries can be directed to the company at (310) 914-9599. To update the investment community and all interested parties about the progress of the OX2 engine, Advanced Engine Technologies has established a hotline at 310/323-2895.
Additional information pertaining to the OX2 engine can be accessed through the company's website
 
Re: Carroll Shelby....

The cars were the Le Mans cars. The 200 mph was the Sunday papers, so I wouldn't say it was gospel. I believe, although not positive, that Shelby was the racing manager or some such title for the Ford Le Mans campaign. They raced GT40 first, developed into the Js.
 
Re: Carroll Shelby....

Yes, you're right, but he had nothing to do with it's design or build. (originally) He did however race a Cobra and I believe a "D" type aswell.
 
Re: Wankel

Mazda still makes them , it took the Japs to get reliability.
I have a sachs version (16hp) in my shed it was originally in my trimaran.Fuel consumption wasnt its strongpoint.
 
Re: Is this engine dead in the water?

The Wankel engine is still being made by Mazda, in very limited numbers.

Some of the early Ro80's had rotor tip-wear problems, but, when that was corrected, the engine itself was more reliable than contemporary reciprocating engines, tho' the magnetic clutch was a known weakness.

What killed the Wankel engine was the oil-price shokku of 1974 - it was at least twice as thirsty as a comparable reciprocating engine, this combined with the licensing fee made it unattractive to major car manufacturers.

Perhaps you were unlucky in having a clapped-out Ro 80?
 
Re: Wankel

But the design orginates in a air compressor by James Watt, around 17 hundred and something, if memory serves.


Brian
 
Re: Is this engine dead in the water?

What killed the wankel engine was it's inefficency, nothing to do with an oil crisis, it used more fuel to produce the same power as a reciprocating engine, so why pursue it! Norton had a go with it aswell, they wiped the floor with the Jap opposition, so they banned it, but it had a huge fuel tank!!
 
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