Here’s another in our long series of new engines, trying to change the way we think about internal combustion engines, ready to go except they’re waiting for investment. This is the Scuderi Split Cycle engine. I noticed this in Cycle World magazine and thought I would check it out. It uses two cylinders, one for intake and compression and the other for power and exhaust. After compression, the charge is rapidly transferred to cylinder two where the turbulent mixture is burned more rapidly than usual meaning it’s cleaner than a standard engine, hence the name split cycle.
It’s a great idea, just like many of the other engines that pop up, but the news now is hybrid, hydrogen, biodiesel, electric and all of the really new technologies. These guys have a steep hill to climb, convincing investors to get behind an improvement in century old liquid fuel technology. Of course, diesel isn’t exactly new, but there’s been a leap in mileage and power and no new tooling is necessary for biodiesel. Anyway, it is interesting.
The Kneeslider: Scuderi Split Cycle Engine Again
electricmotorcycles.net says
There are no wires going to the spark plug. Sheesh. I’m not an engine and even I can see it won’t work!
BILL COUGHLIN says
The graph shows how the heart of the engine has changed. All other standard componets fit onto this engine with little retooling needed. Southwest Research of Antonio TX built this engine on a computer and is currently building a prototype. The computer model (which is 98% accurate) showed that the engine efficency increases from 33% to 43% while reducing emissons by 80%. This 10 point increase in efficency is tranferred directly to the drive train, thus doubling the fuel mileage. This will even make hybrids more efficent. Go to scuderigroup.com for more information. This thing works and it will move engine technology into the 21st century. Watch and learn.
T.P.Stone says
The split-cycle engine was discussed in an article in today’s newspaper 9/17/05. A mechanical engineer at MIT was interviewed on the subject and was doubtful as to the projected efficiency gain. I’m inclined to aggree. A U.S. Representative was cited as proposing a $2 million grant to the developers. I disaggree. As to the description above, it fails to show which valves are open through the cycle phases – we’re just left to guess what will transpire.
paul shark says
Replying to Mr. Stone…
The MIT professor admitted, in the same article, that he hadn’t even reviewed the project. His comment was based on the fact that something this groundbreaking has never worked.
I would advise visiting http://www.scuderigroup.com and checking out the various animations. The faster flame speed afforded by the compressed air travelling through the crossover valve allows for firing after top dead center; currently, this is impossible.
Take a look 😉
JB says
Curious on the similarities in the Scuderi vs the seemingly defunct SC II operation out of Australia..@ http://www.splitcycle.com.au/ Are there or have there ever been any interactions between these folks?
Justin Bodey says
Apparently one of the largest fraud cases in the history of Australia, not to say that the Scuderi outfit is a fraud by any means, but they should address this on their website imho.
google it and you will be surprised at what you find!
Jamie says
Amen Uncle Bill.
M Verville says
Go to http://www.scuderigroup.com, this reconfiguration of the internal combustion engine will change the world.
Scuderi Engine, remember the name, you will hear it again.
Steve Mount says
Nothing radical or revolutionary about this concept, it is really just a continuation of the Puch / DKW split singles of 70 odd years ago.
Neil says
Looks like they are taking advantage of the current political climate to raise as much cash as possible. Normally something like this would not fly, but IF it actually works there is a decent chance of it reaching the market.
If you read through the website there are numerous points where the information is very sketchy and some points actually contradict others.
I’m sceptical, but it will be interesting to see if it goes anywhere.
aaron says
this looks a lot like a development of the ricardo dolphin engine. (1906) it’s had poppet valves added (the dolphin was a 2 stroke).
ever wonder what would come out if every revolutionary patent was disregarded and an engine combining the unique elements of each were developed? an asymmetrical stroke scuderei twincharger. add mechanical valve closure (why fight a couple of dozen springs?), camless valve actuation (infinate timing variations) variable length intake tract, exup style exhaust valve…burning biodiesel in a hybrid sports car. 😉
Dae Sik Kim says
Any projected advantage of Scuderi Split Cycle engine can be matched with variable valving of well-developed present V-6 ICE with ease. The basic problem of present engines, either spark-ignited or compression-ignited, for automotive power plant is not the engine but the way we run it. With a direct drive system, a large engine (150+ HP) required for the peak demand operates at highly throttled (irreversible) conditions most time, as maximum steady demand (30 – 35 HP) for cruising at 75 mph and low overall average demend (10 HP). As a solution, we developed a system for capacitively storing hot exhaust gas under pressure for peak shaving and decoupling combustion process from wheel demand at Esso Research and Engineering Company in late 60″s, almost 40 years ago.
GREEN says
So, Mr. Kim, if “any projected advantage of Scuderi Split Cycle can be matched” why is it not being done? Cost?
Dae Sik Kim says
Dear Mr. Green:
First, as the intermittent combustion of HC in air under pressure is limited by Octane Number in premixed vapor or by Cetane Number and shoot formation in droplet combustion, the projected advantage can not be much at the best. Many engines with variable valve timing came and gone in market. With the same basic limitation in fuel, their improvements were marginal for their mechanical complexity.
Secondly, for improving the efficiency and emission of automotive engines, better approach is simply to use peak-shaving and smaller engine operating wide-open throttle.
Sadly, in innovation process, a dominant technology or institution with large vested interest resists changing and dies. Otherwise, we all live under Roman Empire.
Yvette Bolduc says
Good piece on Scuderi Split Cycle Engine, interesting to read about new engines out there YRB
john simpson says
Why is this any better than a supercharger?
Linda G. says
It is interesting to read all the “off the cuff” remarks from those who think they are informed and have bearly understood, investigated or become informed about this “new invention”. I have been following this since 2004 and have watched the evolution of the developments/improvements of this design with interest … and I can only say that the proof is in the pudding … you WILL appreciate this invention in the future as you save money at the gas pump … and start to put a halt to nasty emissions. Laugh or sneer as you will … but until you really learn about this particular engine improvement … you might want to NOT embarrass yourself too much just yet.
Peter Wepplo says
I agree with John Simpson. It appears to be a cylinder-compression version of a supercharger. Looking at their patents, it would appear easy to build a prototype engine to demonstrate efficiency. The compression cycle is unnecessary to efficiency (as Simpson points out). One could build a two stroke engine and simply connect a compressed air cylinder to the combustion chamber. Modify the camshaft to provide the intake timing required and measure the output. If such a two cycle engine is better, then any technology to generate the compressed intake air or air-fuel mixture could be used, supercharger or split-cycle.
PW
Rob Chaston says
Well I’m not going to pretend that I know anything about this, but if I know
one thing, it’s that “dreamers” have a pretty damn good track record. Imagine all those poor souls whose revolutionary ideas never had a chance
simply because the “nay-sayers” got their way. The sooner we “humans” admit we know nothing, the sooner we can begin to learn.
Chuck Kottke says
I began to wonder, before I had even heard of split-cycle engines, why was it that 4-cycle gasoline engines, based on the Otto thermodynamic cycle, could achieve 24% efficiency at best, when Carnot efficiency predicts a theoretical maximum around 85%? Looking at the issue of where all of the rest of the energy was going, I began to wonder.. While the Otto cycle is not as ideal as the Brayton, it still puzzled me why more energy couldn’t be captured. Then it struck me that the power stroke was too short to allow for more of the gas expansion to push on the piston as fully as is practical! A longer power stroke was necessary, or much of the energy would continue to be lost in the exaust. So, a little searching later, and I ran across Scuderi’s split-cycle engine concept. Perhaps the newer Brayton-cycle auto engines will achieve higher efficiencies, but they require some extremely close tolerances and special materials to work – a longer ways off technologically speaking than the spilt-cycle concept. Add this engine to a better slip-stream body, and we could well see triple the current mileage.
Geoff Gunning says
After I read “Ralph Sarich the man and his engines†about 12 years ago, I realized that no matter how clever your new internal combustion is, the chances of it toppling the standard Otto-4 Cycle engine is pretty remote. The man made millions from selling his engine rights to just about all the world’s big engine manufacturers, but as far as I know only Mercury Marine used his technology in their outboard motors. Having failed to change the world, he went into real estate (bah!) and is now exceedingly rich. But, I bet when he is sitting in his plush office in downtown Perth, Australia, he still dreams of what might have been. I can sympathize – from 1967 to 1970 I worked in fuel cell & advanced battery research. We thought then that the fuel cell powered car was “just around the corner.†Well 37 years later, that dream is even further away.
The Scuderi engine is interesting, but as others have pointed out, it has been done before and I wish them the best possible luck. I believe we are going to be using liquid fuels for a long time yet, so if anyone can produce an engine that is SIGNIFICANTLY more efficient, it should succeed. Whether the Scuderi engine achieves this remains to be seen. Battery, ultracapacitor, compressed air powered engines, etc. may be fine for city & local driving, but I cannot see them replacing the I.C. engine for truckers, sales reps, couriers, servicemen, delivery vans etc., who may need to drive hundreds of miles a day and at 70 mph. Only liquid fuels contain the amount of energy required.
Ned Lloyd says
Yep, NOTHING NEW! The Backus engine Company of Newark New Jersey was building & selling split cycle engines in the late 1800’s. I have a brass tag off one of their engines which clearly states “Patented June 12, 1894”.