A Novel Revision Of The Split Single 2 Stroke Engine Principle.

Submitted 1 year ago

I am aware of Chrysler's previous attempts to get a 2 stroke engine into production, however, after 3 years of research, design and development, I have built a totally revised, split single 2 stroke engine with many novel features which set it apart from any others utilising that old principle, as used by Puch, DKW and others.

I believe this revised internal design, with fuel injection and internal recoverable lubrication, could allow multi- cylinder 2 stroke engines, based on my new design, to be produced for many applications. I also believe, its past history and traditional design, have prevented most, if not all engine companies from bothering to properly research its potential. Advances in high performance single cylinder 2 stroke engines also ensured the end of that design principle being used in the production of any motorcycle engines.

Compliance with new European emission regulations should not be a problem for it.

My design also allows for the building of: 4,6,8,10,12,14 or 16 paired-cylinder compact engines, in-line, in a short block or also in a boxer type configurations. (Attached is a photo of my bare engine in prototype form).

The design creates a major "leverage shift" to TDC on ignition, due to its asymmetrical, shorter, stronger and compact master and secondary con rods. This "shift" of initial leverage to TDC, gives far more crankshaft leverage on ignition, (an equivalent of 20 degrees of crankshaft rotation) than what is gained normally from the 4 degrees of offset from the piston's gudgeon pin, at TDC in all ordinary I.C. engines.

All of that, plus:

different port design and positioning

an improved dual combustion chamber shape to enable better gas flow to and from the exhaust cylinder

early closing of the exhaust port while charging still continues to ensure a very clean burn

no incoming fuel charge can ever escape through the exhaust port

ensures high performance at any given RPM.



Major changes to the con rod design and to the secondary con rod's revised secure location and method of security, permits higher RPM than normal for this type of engine. That, plus the leverage shift on ignition, should produce far more power and torque at any given RPM, up to 7000 RPM at least.

The small 170 cc twin cylinder engine I have built and tested continually to 7000 RPM, performs well on its test facility, and I am in the process of building a larger engine of 320 ccs, which will have the potential to be increased to 500ccs if required. My current engine runs well on low throttle settings and idles perfectly. It is fitted with a Tillotson go-cart carburettor and reed valve induction.

Is it possible that your company would be interested in helping me to develop it for many applications despite the current poor climate for new engine development? I would refer you also to the recent new Cummins opposed piston 2 stroke engine. I believe my design, in multi-cylinder form, could match or exceed the performance of that opposed piston engine as it would have only one crankshaft, no gears and NOT need a supercharger to make it run, while being easier and cheaper to manufacture from conventional parts and easier and less expensive to maintain. The basic split single engine principle also utilises a common combustion chamber to drive both pistons. That awareness may be beneficial in any assessment.

I trust you will give my proposal some positive consideration.