April 12th 14, 06:37 AM
On Saturday, May 4, 1996 12:30:00 PM UTC+5:30, Gregory R. TRAVIS wrote:
> In what one can only imagine was an editorial gaffe of epic proportions
> ( ;-) ), this month's _Sport Aviation_ reports the following:
>
> "The Continental IO-550G (Venture engine) was certified at
> 280 hp using 2500 rpm. The engine had tuned induction (top
> of engine) [This is the Continental factory tuned induction - GRT]
> and neutral exhaust (8" stubs out the bottom of the cylinder).
>
> The calibrated test engine delivered 284 hp and 0.375 bsfc.
> This same engine was fitted with a tuned/muffled exhaust
> and delivered 302 hp, .365 bsfc, and peaked all EGT's [sic]
> within 1% fuel flow during lean out."
>
> [May 1996, p. 81, "EPG III" ]
>
> Can they really be saying that:
>
> 1) A stock factory engine actually delivered 4 more horsepower than
> it was rated for?
>
> 2) That stock factory BSFCs for the IO-550 are around 0.375?
>
> 3) That with relatively minor modifications (confined to the
> EXHAUST system!) the factory engine produced 22 hp more
> than its certification called for (and 8 more than legally
> allowed for by law for a certified 280 hp engine)?
>
> 4) That with the same exhaust modifications, the engine got into
> the CI-engine (diesel) threatening 0.365 bsfc range?
>
> But what about the pistons the size of dinner plates? Where are the
> four valves per cylinder? How about the dual overhead cams? The
> electronic sequential multiport fuel injection?
>
> It's just not that easy to believe that a two-valve, six cylinder, 550CID
> engine with a single cam and pushrod activated vales can deliver that
> kind of performance with a mechanical continuous fuel injection system
> and magnetos. Is it?
>
> greg
Primary purpose of an IC Engine is to give TORQUE.
All IC Engines produce torque in SINE WAVE. Co sine components of forces acting on piston are wasted as heat, noise & vibrations. This is so right since IC Engine invention. No one else has so far EVEN POINTED IT OUT.
I have done extensive research on this aspect & have invented TEJJ Constant Torque IC Engine which eliminates all co sine component losses. It is Patent pending in India. It offers following major advantages:
1. Maximum possible continuous torque (for 4 cylinder engine) like an electric motor.
2. Smoother, cooler & quieter engine.
3. Work done per power stroke increases by 55% compared to similar sized exiting engines.
4. Considerable fuel savings.
5. Improvement in power & pick up.
6. Reduction of green house gases.
7. Existing 2nd, 3rd, 4th &5th gear ratios can be used for 1st to 4th gear in vehicles with TEJJ IC Engine. 5th gear over drive ratio can be suitably increased.
Detailed advantages with graphics are available at http://www.patentauction.com/patent.php?nb=7706.
I need some institutional or manufacturers support for developing the idea further. It can really bring PARADIGM SHIFT IN ENTIRE INDUSTRY.
Any one interested can contact me at or on my mobile number +919424140739.
> In what one can only imagine was an editorial gaffe of epic proportions
> ( ;-) ), this month's _Sport Aviation_ reports the following:
>
> "The Continental IO-550G (Venture engine) was certified at
> 280 hp using 2500 rpm. The engine had tuned induction (top
> of engine) [This is the Continental factory tuned induction - GRT]
> and neutral exhaust (8" stubs out the bottom of the cylinder).
>
> The calibrated test engine delivered 284 hp and 0.375 bsfc.
> This same engine was fitted with a tuned/muffled exhaust
> and delivered 302 hp, .365 bsfc, and peaked all EGT's [sic]
> within 1% fuel flow during lean out."
>
> [May 1996, p. 81, "EPG III" ]
>
> Can they really be saying that:
>
> 1) A stock factory engine actually delivered 4 more horsepower than
> it was rated for?
>
> 2) That stock factory BSFCs for the IO-550 are around 0.375?
>
> 3) That with relatively minor modifications (confined to the
> EXHAUST system!) the factory engine produced 22 hp more
> than its certification called for (and 8 more than legally
> allowed for by law for a certified 280 hp engine)?
>
> 4) That with the same exhaust modifications, the engine got into
> the CI-engine (diesel) threatening 0.365 bsfc range?
>
> But what about the pistons the size of dinner plates? Where are the
> four valves per cylinder? How about the dual overhead cams? The
> electronic sequential multiport fuel injection?
>
> It's just not that easy to believe that a two-valve, six cylinder, 550CID
> engine with a single cam and pushrod activated vales can deliver that
> kind of performance with a mechanical continuous fuel injection system
> and magnetos. Is it?
>
> greg
Primary purpose of an IC Engine is to give TORQUE.
All IC Engines produce torque in SINE WAVE. Co sine components of forces acting on piston are wasted as heat, noise & vibrations. This is so right since IC Engine invention. No one else has so far EVEN POINTED IT OUT.
I have done extensive research on this aspect & have invented TEJJ Constant Torque IC Engine which eliminates all co sine component losses. It is Patent pending in India. It offers following major advantages:
1. Maximum possible continuous torque (for 4 cylinder engine) like an electric motor.
2. Smoother, cooler & quieter engine.
3. Work done per power stroke increases by 55% compared to similar sized exiting engines.
4. Considerable fuel savings.
5. Improvement in power & pick up.
6. Reduction of green house gases.
7. Existing 2nd, 3rd, 4th &5th gear ratios can be used for 1st to 4th gear in vehicles with TEJJ IC Engine. 5th gear over drive ratio can be suitably increased.
Detailed advantages with graphics are available at http://www.patentauction.com/patent.php?nb=7706.
I need some institutional or manufacturers support for developing the idea further. It can really bring PARADIGM SHIFT IN ENTIRE INDUSTRY.
Any one interested can contact me at or on my mobile number +919424140739.