My ship had a backup diesel that had a set of stairs to get to the second story of it, but we didn't have any opposed piston stuff. I wonder if the upside down pistons had lubrication issues?
Your English is more than fine, no need to apologize. Thanks for your time spent making this well done video, keep it up. Ignore non constructive criticism, always be open to different ideas or opinions but at the end of the day do you my dude.
The Opposed Piston design is the Internal Combustion Engine in it's ultimate form and expression. As well as being the most efficient design by far, because it doesn't involve the use of valves or heads, or camshafts which makes it MUCH simpler in design and can be roughly half if not a quarter of the size of a traditional layout, but with significantly greater thermal efficiency to boot.
@@jscottfischer No engine I have ever owned (4 cylinder diesel vehicles) has ever consumed more than 500ml/2 cups of oil every 10000 miles, most of the oil lining the cylinders is scraped off by the piston rings and what is left is closely bonded to the cylinder walls to the point where most of it does not combust, as it it kept below vaporization temperature by the block. A lot of the oil consumption comes instead from the PCV venting oil mist and the turbo seals.
I was on a UK train many years ago, when it accelerated I had to hold my cup of tea to stop it sliding off the table. Yes, that was a Deltic locomotive, much loved and much missed by its fans.
I am fascinated watching the illustrations of the Napier Deltic engine mechanism. Fascinating way of achieving diesel compression ratios without the extreme piston accelerations associated with long strokes. This configuration seems ideal foe stationary power plant use at lower cost then oil/gas turbines.
Napier's original target for this engine was aviation. At the time sleeve valves were producing equivalent power to weight ratio's. The problem with sleeve valves is the massive wear surfaces , component count and the requirement of high tech steel for the sleeves. Of course the jet engine finished it off, because of higher power to weight ration, not efficiency. Bypass engines have closed this gap. Improvements in oils have raised the viability. and although it looks complicated the bearing surfaces are all rotary so low maintenance. Armoured vehicles pursuit craft and loco's are still the target because it is comparatively compact and good TE. Stationary engines run on fuel oil, this is cheap so a TE to cost viability would still be in favour of current designs.
@@andrewfrancis3591 The sleeve valve aero engines used in WW2 and afterwards were reliable once developed (yes, I know that early Sabres were unreliable, and a lot of that was due to careless manufacture of production engines, and most of the rest was caused by mechanics who wrecked the engines), and gave good power and efficiency. I refer to the Napier Sabre and Bristol Centaurus. These are single-sleeve engines, which do not have the thermal, wear and lubrication issues endemic to double-sleeve engines. I would add that WW2 single-sleeve valve aero engines were VASTLY simpler than their poppet valve equivalents The Napier Deltic was developed for rail and shipping uses, and was a hugely efficient and successful example of opposed-piston engines. That is the engine illustrated at 6:23, it's a supercharged two stroke Diesel. It's well worth looking this engine up in other sources.
@@pashakdescilly7517 Thanks for replying. I was discussing the original 2 sleeve whose design was contemporaneous with the first Deltic design work. This was war time so the idea of a charged 2 stroke diesel, must have seemed very attractive for long range bombers. The option of using heavier less flammable fuels, with higher fuel density. Would have been attractive. It's a shame that the company did not survive as an entity. They would have created something totally nuts by now.
@@andrewfrancis3591 Well, look up the Napier Nomad. It used an internal combustion engine as a heat source for a turbine, which drove the power output. It highly efficient, but also was astonishingly complicated, and was dropped due to the arrival of the jet engine
@@pashakdescilly7517 Thanks for reminding me. I vaguely remember reading about that 40 plus years ago. Definitely out there. Those Napier engineers had no brakes on them. What are you thoughts on the next generation of internal combustion engines?
Thx for an informative video, while surving in USN in early 70's was stationed on Coronado Island and had the pleasure of hearing the 3500 hp Napier Deltica mounted in the "Nasty" PTFs they sounded like turbine engines with the exhaust pulses of 18 cyl in each revolution. Your compression ratio example is incorrect shoukd be expressed as 15:1 which is the minimum for a "Diesel" compression ignition. enginea.
A French company called Gobron-Brillié made two-cylinder opposed piston engines from 1898 to 1922. For quite a while, they were among the more powerful engines available. The design is very unusual, having two cylinders and a yoke driven by an extra pair of crank throws to operate the opposing pistons. There's a Wikipedia page on it.
The Closed Caption function is more inaccurate than your English. I'm glad you're effectively bilingual because the captioning was comical. I'd never heard of opposed piston engines. It's always a great video when I learn something new. Thanks much!
The opposed piston Commer Knocker was the loudest registerable automotive engine I ever heard. It was about as loud in normal operation as a Detroit Diesel 8V92N with straight through pipes with the Jake brake on.
I've never experienced the opposed piston engine in any form. It's got potentially more various forms than I can grasp. This kind of mechanical voodoo piques my interest and let me tell 'ya...start looking into this one and it branches of in so many directions it's amazing. Hey... your speech across this video is not to be apologized for. Its got a unique pattern to it, the timing, pronunciation, structure used etc.. I find it easy to listen to and comprehend. Lyrical is a word that's comes to mind. Dude I've lived my life in the South so I've heard beau coups of interpretations and find yours to be one of them,so no apologies necessary. Now my cousin Brittle,him and the rest of them Clakhits, now there is an accent to grasp. Couldn't tell if he was telling us about his boat trailer breaking or the new puppies they have, either way,we got the mailbox put upstairs and he's happy.
Commer Knocker truck engine. That's a good opposed piston Diesel. Were a British engine and and the blower on actually acted as a supercharger unlike Detroit Diesels 2 strokes where the blower was only a blower (despite what UA-cam 'experts' say).
The Deltic engine was used in a British diesel train in the 1960s. I don't know much about it, I think the main drawback was that they were extremely noisy.
I really like that you chose to narrate this video, I couldn't possible sit through a text to speech video. Though, I wish someone would upload good english captions, the autogenerate is unintelligible.
perfectly. you can draw everything. but the issue of cylinder lubrication where the piston works with the connecting rod down has not been resolved. how is the removal of oil rings? in the classic layout and in the classic opposite, it simply flows into the tray. and how when the crankshaft is above the piston?
Each cylinder has its walls lubricated by oil exiting both ends of the connection rod and being flung around by the movement of those parts, just the same as with any other piston engine. Then, the movement of the piston slings excess oil out the open ends of the cylinder regardless of whether the open end of the cylinder faces up or down. The piston moves rapidly enough that oil is thrown at such high speed that the effect of gravity does not matter. For oil slung out the top end of a cylinder, it dribbles down the walls of the upper crankcase and into collection channels, and from there it flows down to the oil pan. Many different kinds of engines have existed over the years where the open end of the cylinder was above the piston instead of below, and a basic means of oil reclamation was built into those designs as well. As to removal of oil rings (requiring the removal of pistons), it is a big job. The crankshafts must be removed, which is harder to do than removing a cylinder head. But such engines have a very long working life, and greater operating efficiency of the engine during its working life can more than offset the cost of more-complex overhauls.
You can use the vacuum from the opposing Piston as a pressure on the other side of the piston acts like a helper when it's in compression power stroke. vacuum behind the piston provides suction on the other piston it works with the power stroke
"Real Brutality..." No - the faster expansion of 2 pistons from the explosion means less "knock" effect, and of course the reciprocal motion reduces vibration greatly. Smooth and efficient is the term. PS Your English diction 👍
Hi. Each piston’s stroke is 1/2 the stroke of the alternative regular engine. 2 *1/2 = 1, so no, there is no increase in initial expansion. However, offset pistons provide faster initial expansion, if that’s your goal. Oh, rod to stroke ratio also affects initial expansion, but again, two rods each half as long and going half the stroke just nets to the same as other engines. Two strokes have inherent issues with segregation of charges. Catalytic converters are picky when it comes to free oxygen. Let oxygen slip in via intake air sneaking out the exhaust and watch NOX go up. Adjust by enriching the charge and efficiency goes down while choking and burning the cat. It’s a cool concept, though.
@@richardtheweaver4891 I took a while to read your comment. I actually built an opposed piston engine from two chain saw blocks... So, there was no ½ reduction in stroke. I would possibly look up the Junkers plane engine yo see if it were oversquare also. I don't follow what you meant by "offset pistons", although there is a different design of no real head and side by side pistons... Cheers 🍻 But of course this is an extremely proven design.
@@richardtheweaver4891 diesel engines dont use a catalytic converter, they use urea and an SCR (selective catalyst regeneration) they break Nox down into simpler more friendly nitrogen compounds. the effects of a longer stroke is better scavenging with the limit being mean piston speed. you are incorrect, each piston has a normal stroke length, not 1/2 normal. one of the benefits of an op2s engine is that you can have a super long stroke for scavenging while still having reasonable mean piston speed.
*_Great introduction to Opposed Engines..._* I have been working on several Opposed Engine designs. One is a 180 degree flat opposed with 2 crankshafts and 1 common head. The technology is in the head and large gains are possible. Both are 4 stroke Gas but have also been working on a 2 stroke gas engine as well.Tthe other is a 120 degree inverted V using a common head. 180 degree makes a wide but low engine. 90 degree makes a narrow but taller engine. 120 degree is good trade off for width and height. Common head has variable timing, duration, and overlap using camless technology. It also has variable combustion chamber volume so most efficient compression ratio is always used. The 2 stroke uses mechanical supercharger forced induction. It also uses mechanical exhaust scavenge pump. We are not using bottom port and long piston. That works great in a low RPM engine for ships or locomotives. We are using very traditional 4 valves, 2 spark plugs, fuel injection. We have squeezed 720 degrees of 4 stroke into 360 degree of 2 stroke. *_We want to move from design to prototypes to validate concepts._*
If high pressure steam was produced by using exhaust heat and lots of copper pipe, would the cylinder surfaces of an opposed piston engine be too cold for the steam to be used in place of a combustion stroke? Part of the process includes creating an opening in advance of the steam strokes to eliminate unnecessary pressure, ideally the same hole also allows steam to flow in.
@@SJR_Media_Group thank you. Insulation will be needed around the exhaust treatment stuff, I do not know if the delay to where it doesn't make a difference will matter.
I was shopping around to purchase new stocks couple years back, and Cummins was a company of interest. I didn't read into the company enough, but shortly after I passed Cummins up for another company, I find out the were awarded the contract to build the new opposed engines for military transport vehicles. Sssoooo pissed!
I believe Junker designed his opposed piston motors initially for the Zeppelin, very smooth operating to prevent metal fatigue to the aluminum airframe...
@@kirstenspencer3630 Nope, the Zeppelins were powered by Daimler Benz engines. He promoted his 2-stroke, diesel, opposed piston engines first to airlines (lower fuel costs, more range), later to the Luftwaffe (higher altitudes, more range). These engines powered the G38, some flying boats, the Ju86 bomber, BV 38 and some more airplanes. I guess more than 1000 engines were built.
@@holgernarrog962 What was also not mentioned was that the Jumo was the inspiration for the Deltic, which were 3 licensed Jumos connected in a delta configuration.
Wouldn't they have issues with the lubricating oil being splashed down the cylinder of the top piston(s) from the overhead crank shaft(s) and getting into the intake port of the cylinder. Wouldn't that cause a runaway like what happens in some assisted respiration diesel engines when the seal in the intake side of the turbo blows? The engine oil would act like fuel and the engine accelerates out of control and blows. Longer skirts on the pistons to keep the port covered with another set of scraper rings? I have never seen these engines myself, just curious
There is a working Atkinson cycle engine, as well as Napiar Deltic in a static display in the Anson engine museum, near Manchester England. I got to see the Atkinson engine run. It is not a model. You can Google the museum and find out more.
Premixing engine oil with fuel is completely unnecessary with 2 stroke engines that use direct fuel injection. They lubricate themselves via oil pump supplied pressure and flow just like 4 stroke engines, since the fuel is no longer mixed with the air at the crankshaft chamber like port injected 2 stroke engines.
I thought there were already Ford trucks using the small engine, and larger engines in military track vehicles. When will there be crate engines available?
I remember years ago when the Fairbanks Morse company built diesel locomotives with opposed piston engines.Loved the sound of them,had a very distinct roar.
Long stroke only possible thru the use of two cranks and pistons equate to improved efficiency although I prefer the 4 stroke Opposed Piston engine design which reduces piston temperatures and improves emission by elimination of cylinder ports. These 4 stroke designs are like two flat head engine blocks bolted together with a spacer between them and the crankshafts timed and geared together.
Making them as a 4-stroke , although feasible , robs the layout of its efficiency . Opposed Piston engines work best as 2-cycle . The higher the Piston and Liner temperatures are , the More Efficient it is . And cleaner burning . Ceramic Piston Crowns .
Electronic fuel injection as appears on all modern engines would solve over heating by firing alternate strokes. Clean air going through would both improve emissions and reduce peak temperatures. When full power is needed you simple inject on every piston stroke. Deltic railway locomotives threw smoke after idling due to oil from the compressor collecting in the plenum chamber. Once this cleared, they ran clean. Why a drain system wasn’t fitted is anyone’s guess.
Hello sweetie - I congratulate you on doing a video on such a technical topic in a language which is not your own. It was fairly intelligible although your use of excellent animations of cutaway engine sections was a very visual aid to understanding and helped smooth over any gaps where perhaps one or two trip ups may have slightly interrupted the flow! However I would be very happy to suggest some changes to both the wording of your script and provide some clues on the pronunciation of a few specific words which might help both how to say them more clearly - but also where the stress or accent should be placed in longer words - and even how to make the "rhythm" more natural which would also further tweak and refine how comprehensible your explanation is. You can reach me here in the comments initially and perhaps we could get into the detail via email. I have no financial or other hidden interest other than I have time on my hands, I am a competent authority (certainly at this level) and you asked for help in the first few seconds of the clip which I am happy to give you....
I can understand your English, and the animations are great. You probably also know about the Commer British opposed three that had one crank and rocker arms.
What you aren't understanding is that the rotating mass is a lot on these motors and that robs power and make them more inefficient. I think you are just fascinated with this engine idea, but you lack real engineering knowledge to understand what's at play with these types of engines. An opposing engine with 6 pistons is going to have 3 times the rotating mass of a V 6 engine. On a V6, all 6 pistons share one crank and only need one flywheel with no extra counter gearing to drive the output shaft. These motors are just not workable and are a bad idea. A lot of your assertions are wrong about these motors.
2:00 Split single engine created long before Napier Deltic systems, and not the same of Atkinson, the first most efficient in terms of performance...1898 to 1903 by Gobron Brillié won world speed record of +160 km/h at 1904.
Instead of a carburettor, a revolving petrol distributor was developed, with the quantity of fuel being regulated by a drip-feed. One advantage of this device was that a wide variety of fuels could be used... No doubt that the development of this should not be the business of the concessionaires and our leaders who wanted to control their people with oil, and the petrodollar...100% biocarburant admissible.
You forget to mention Stuka who made opposed pistons engines for airplane and in France Peugeot who also made opposed pistons engines. A long time ago I worked one one of them. These were tow stoke with a scavenging piston on the top. Only one crankshaft with crazy long connecting rods to the top piston( this was their weak point as these connecting rods twisted and got bent). These engine could turn at only fairly slow RPM because of the mass in movement.
Fairbanks Morse cam out with its opposed piston 38 8-1/8 engine in the early 1930s not 1985. I worked on a Canadian Lake vessel in the late 1970s with a Fairbanks Morse engine from a WW2 minesweeper.
What is the main problem at this time that it doesn't go into more commercial domestic use. I heard you say it was already used in shipping and trains and military.
Promising? This is not new by decades, and it worked great The problem is that its hard to downsize, and even in the smallest form its really big, either too tall or too wide
Bahasa Inggeris kamu bagus sekali. Cuma sebutan perkataan ayat itu perlu di lambatkan sedikit. Accent is just fine, but please slow down a little bit! You are just typical english speaking indonesian people. Nice video, very informative
since the 2stroke has double the power density, smaller displacement engines can replace the larger ones. smaller displacement, smaller after treatment, smaller turbos and superchargers.
@@lexluthor6906 most definitely, maybe a pendulum design, supercharger flushing out exhaust gasses, turboes boosting , maybe a twin twin charged system, first twin charge flushes, second twin boosts, might even help with cooling, maybe hydrogen could be used or atleast some sort of green diesel variant while using a mazda type system to insure maximum burn
OP engines don't even need to be used in heavy duty applications, their improved efficiency can be beneficial anywhere, from economy mini-cars to high-performance sports cars. Especially Porsche, those guys have no excuse NOT to use it (since they're already using Flat 6).
I came here because I stumbled across the Achates 2 stroke diesels (incl the Aramco project putting it in a pickup truck) and got interested in the technology. The deltic engine is wild - it looks like the arrangement takes away the need for a big flywheel.
Big diesel engines that are designed to work hard within a limited range of RPM, and for which the maximum RPM is extremely slow in the first place (compared to something like a typical car engine), have no great need for variable valve timing.
Variable valve timing is more about getting a bigger power band than efficiency. Advancing the valve timing gives more low rpm power, retarding the valve timing gives more high rpm power. Being able to vary the timing allows maximum power throughout the rpm range.
problem is with adaptation. the shape of the engine makes it very hard to simply "throw" into a vehicle. It's too costly a change for the OEMs. that will change soon because current technology cant keep up with the increasing emission standards whereas the achates already meets the next round for both CARB and Euro. on a side note, it is taking off, but only the military has adopted it. (advanced combat engine, advanced tactical engine)
yes there was a demonstration engine in a F150, and now a demonstration engine hauling loads for walmart. they also are working with CMI on the advanced combat engine and just finished the design for the advanced tactical engine.
@@lexluthor6906 It looks dry sump like rotax and might be multifuel also so not sure. Hopefully everythng can can working on ethanol or propanol and get rid of diesel for good, i want to try e-85 in my 8v92. i got it running god on the 2 stroke synthetic and would go with castor 2 stroke bean oil if i can get it.
These designs solved several big problems with reciprocating engines, unfortunately the exacerbate on of the biggest problems of reciprocating engines, the number of moving wear parts.
Thing is its less Green than the standard model... no way it would pass the required emission control laws today... especially the laws in California... the most thermal efficient engine would be the airplaine rotary engine that was also used in Tanks in WW2.
you would be incorrect. the achatespower opposed piston two stroke (OP2S) already meets euro 11 and CARB 2027 emission standards with basic after treatment systems. no other company can make the same claim.
You start your video apologizing for your English, which is actually pretty good. You only need to slow down a little bit. Your accent + speed makes it a little harder to comprehend.
Your English is fine, people who criticize accents from non-native are people who are jealous they can only speak their mother tongue 😝 The dogs bark but the caravan moves on...!
its Beardhead & co,and they were not making the atkinson engine, they were building the oechelhauser opposed piston engine. seriously, do some research before stating so called facts. i dont see any mention of oechelhauser engines. nor did i hear anything about michels opposed piston engine... the one with three cylinders and three pistons with a common central combustion chamber. not his axial swashplate engine.
More parts, more problems. Difficult machining for the lubrication system forebodes cooling hotspot issues. Unfortunately, the parasitic drag on these engines make them weak and contributes to their failure.
Totally ignorant of how dependable and reliable the opposed piston engines were during the second world war all the way throughout the 20th century, they also have the highest thermal efficiency of any engine layout, mind you.
I enjoyed your video and your English is very good, but please try to slow down on the delivery of the words. You have an accent but it is not so strong as I have trouble understanding what you say. But if one word runs into another it caused a cascade of confusion. I am only saying this in order to help :-)
I got to work with Napier Deltic Engines during my Navy Service . Astonishing Power for the size of them . And the TS3 is legendary .
BSU-1 perhaps?
My ship had a backup diesel that had a set of stairs to get to the second story of it, but we didn't have any opposed piston stuff. I wonder if the upside down pistons had lubrication issues?
@@wesKEVQJ . No Lube issues .
Same as ANY Wet Sump Engine . Oil delivered Through the Crankshafts and Connecting Rods .
@@johncunningham4820 I was a MM, didn't get to work on the diesels.
@@wesKEVQJ . OK . Two-stroke Diesels are all Wet/Dry Sump Lubricated . They require a Blower to actually " Push " air through to engine .
Your English is more than fine, no need to apologize. Thanks for your time spent making this well done video, keep it up. Ignore non constructive criticism, always be open to different ideas or opinions but at the end of the day do you my dude.
The Opposed Piston design is the Internal Combustion Engine in it's ultimate form and expression. As well as being the most efficient design by far, because it doesn't involve the use of valves or heads, or camshafts which makes it MUCH simpler in design and can be roughly half if not a quarter of the size of a traditional layout, but with significantly greater thermal efficiency to boot.
My dream is to see a Oposed Piston V8 engine, it would by amazing.
@@AugustoV8Cesar opposed v8 engine wt f is that
A few things are wrong with the video, nothing super notable exept that this 2 stroke does not burn oil, just like other blown 2 stroke diesels.
Well technically it ONLY burns oil...
If all you've ever known is a 2 stroke scooter you'd be forgiven for thinking all 2 strokes burned oil.
I mean yeah, Petro diesel is only oil, but diesel cycle engines if designed for it can run on almost anything, many run on CNG.
All engines burn oil. What do you think happens to the engine oil on the walls of the cylinder during combustion? It doesn't just stay there LOL
@@jscottfischer No engine I have ever owned (4 cylinder diesel vehicles) has ever consumed more than 500ml/2 cups of oil every 10000 miles, most of the oil lining the cylinders is scraped off by the piston rings and what is left is closely bonded to the cylinder walls to the point where most of it does not combust, as it it kept below vaporization temperature by the block.
A lot of the oil consumption comes instead from the PCV venting oil mist and the turbo seals.
nice presentation, well narrated great graphical animations! thanks for the interest and time to put this together.
Commer and dodge used to supply trucks with opposed diesels in UK in the 60s. You could tell them a mile away from their distinctive sounds.
I was on a UK train many years ago, when it accelerated I had to hold my cup of tea to stop it sliding off the table. Yes, that was a Deltic locomotive, much loved and much missed by its fans.
Deltics developed to replace fast steam locomotives.
00:40 - correction-" principle is to transform potential energy of liquid fuel" that's wrong, we convert chemical energy of liquid fuel
I am fascinated watching the illustrations of the Napier Deltic engine mechanism. Fascinating way of achieving diesel compression ratios without the extreme piston accelerations associated with long strokes. This configuration seems ideal foe stationary power plant use at lower cost then oil/gas turbines.
Napier's original target for this engine was aviation. At the time sleeve valves were producing equivalent power to weight ratio's. The problem with sleeve valves is the massive wear surfaces , component count and the requirement of high tech steel for the sleeves.
Of course the jet engine finished it off, because of higher power to weight ration, not efficiency.
Bypass engines have closed this gap.
Improvements in oils have raised the viability. and although it looks complicated the bearing surfaces are all rotary so low maintenance.
Armoured vehicles pursuit craft and loco's are still the target because it is comparatively compact and good TE.
Stationary engines run on fuel oil, this is cheap so a TE to cost viability would still be in favour of current designs.
@@andrewfrancis3591 The sleeve valve aero engines used in WW2 and afterwards were reliable once developed (yes, I know that early Sabres were unreliable, and a lot of that was due to careless manufacture of production engines, and most of the rest was caused by mechanics who wrecked the engines), and gave good power and efficiency. I refer to the Napier Sabre and Bristol Centaurus. These are single-sleeve engines, which do not have the thermal, wear and lubrication issues endemic to double-sleeve engines. I would add that WW2 single-sleeve valve aero engines were VASTLY simpler than their poppet valve equivalents
The Napier Deltic was developed for rail and shipping uses, and was a hugely efficient and successful example of opposed-piston engines. That is the engine illustrated at 6:23, it's a supercharged two stroke Diesel. It's well worth looking this engine up in other sources.
@@pashakdescilly7517 Thanks for replying.
I was discussing the original 2 sleeve whose design was contemporaneous with the first Deltic design work.
This was war time so the idea of a charged 2 stroke diesel, must have seemed very attractive for long range bombers.
The option of using heavier less flammable fuels, with higher fuel density. Would have been attractive.
It's a shame that the company did not survive as an entity.
They would have created something totally nuts by now.
@@andrewfrancis3591 Well, look up the Napier Nomad. It used an internal combustion engine as a heat source for a turbine, which drove the power output. It highly efficient, but also was astonishingly complicated, and was dropped due to the arrival of the jet engine
@@pashakdescilly7517 Thanks for reminding me. I vaguely remember reading about that 40 plus years ago.
Definitely out there.
Those Napier engineers had no brakes on them.
What are you thoughts on the next generation of internal combustion engines?
Thx for an informative video, while surving in USN in early 70's was stationed on Coronado Island and had the pleasure of hearing the 3500 hp Napier Deltica mounted in the "Nasty" PTFs they sounded like turbine engines with the exhaust pulses of 18 cyl in each revolution. Your compression ratio example is incorrect shoukd be expressed as 15:1 which is the minimum for a "Diesel" compression ignition. enginea.
Some well designed diesels operate at around 13.5 or 14 ,often with high pressure turbo or superchargers.
A French company called Gobron-Brillié made two-cylinder opposed piston engines from 1898 to 1922. For quite a while, they were among the more powerful engines available. The design is very unusual, having two cylinders and a yoke driven by an extra pair of crank throws to operate the opposing pistons. There's a Wikipedia page on it.
The Gobron-Brillie made an odd sound, and was nick-named the Gobbling-Billy.
Sleeve valving looks like the cure to the problems with the opposed piston engine. research the Napier Sabre engine this would solve the issues!
The Closed Caption function is more inaccurate than your English. I'm glad you're effectively bilingual because the captioning was comical. I'd never heard of opposed piston engines. It's always a great video when I learn something new. Thanks much!
The opposed piston Commer Knocker was the loudest registerable automotive engine I ever heard. It was about as loud in normal operation as a Detroit Diesel 8V92N with straight through pipes with the Jake brake on.
how loud would it be with modern injectors and pumps ?
@@stephenmoulton9284 mount it in a snowmobile that would be fun.
I've never experienced the opposed piston engine in any form. It's got potentially more various forms than I can grasp. This kind of mechanical voodoo piques my interest and let me tell 'ya...start looking into this one and it branches of in so many directions it's amazing. Hey... your speech across this video is not to be apologized for. Its got a unique pattern to it, the timing, pronunciation, structure used etc.. I find it easy to listen to and comprehend. Lyrical is a word that's comes to mind. Dude I've lived my life in the South so I've heard beau coups of interpretations and find yours to be one of them,so no apologies necessary. Now my cousin Brittle,him and the rest of them Clakhits, now there is an accent to grasp. Couldn't tell if he was telling us about his boat trailer breaking or the new puppies they have, either way,we got the mailbox put upstairs and he's happy.
Commer Knocker truck engine. That's a good opposed piston Diesel. Were a British engine and and the blower on actually acted as a supercharger unlike Detroit Diesels 2 strokes where the blower was only a blower (despite what UA-cam 'experts' say).
I doubt we'll see it in cars, it's a 2 stroke so the emission boys will screech.
The Deltic engine was used in a British diesel train in the 1960s. I don't know much about it, I think the main drawback was that they were extremely noisy.
Man, never mind your second-language English. You graphics are great and your presentation clear and factual. My respects.
I really like that you chose to narrate this video, I couldn't possible sit through a text to speech video.
Though, I wish someone would upload good english captions, the autogenerate is unintelligible.
Thank you for advising us watchers of the language advisory, much appreciation, real class!
perfectly. you can draw everything. but the issue of cylinder lubrication where the piston works with the connecting rod down has not been resolved. how is the removal of oil rings? in the classic layout and in the classic opposite, it simply flows into the tray. and how when the crankshaft is above the piston?
Each cylinder has its walls lubricated by oil exiting both ends of the connection rod and being flung around by the movement of those parts, just the same as with any other piston engine. Then, the movement of the piston slings excess oil out the open ends of the cylinder regardless of whether the open end of the cylinder faces up or down. The piston moves rapidly enough that oil is thrown at such high speed that the effect of gravity does not matter. For oil slung out the top end of a cylinder, it dribbles down the walls of the upper crankcase and into collection channels, and from there it flows down to the oil pan. Many different kinds of engines have existed over the years where the open end of the cylinder was above the piston instead of below, and a basic means of oil reclamation was built into those designs as well.
As to removal of oil rings (requiring the removal of pistons), it is a big job. The crankshafts must be removed, which is harder to do than removing a cylinder head. But such engines have a very long working life, and greater operating efficiency of the engine during its working life can more than offset the cost of more-complex overhauls.
its been resolved just fine. the top rings pick up oil at BDC from the bottom rings that leave oil in the same place at TDC.
You can use the vacuum from the opposing Piston as a pressure on the other side of the piston acts like a helper when it's in compression power stroke. vacuum behind the piston provides suction on the other piston it works with the power stroke
"Real Brutality..."
No - the faster expansion of 2 pistons from the explosion means less "knock" effect, and of course the reciprocal motion reduces vibration greatly.
Smooth and efficient is the term.
PS Your English diction 👍
Hi. Each piston’s stroke is 1/2 the stroke of the alternative regular engine. 2 *1/2 = 1, so no, there is no increase in initial expansion.
However, offset pistons provide faster initial expansion, if that’s your goal.
Oh, rod to stroke ratio also affects initial expansion, but again, two rods each half as long and going half the stroke just nets to the same as other engines.
Two strokes have inherent issues with segregation of charges. Catalytic converters are picky when it comes to free oxygen. Let oxygen slip in via intake air sneaking out the exhaust and watch NOX go up. Adjust by enriching the charge and efficiency goes down while choking and burning the cat.
It’s a cool concept, though.
@@richardtheweaver4891 I took a while to read your comment. I actually built an opposed piston engine from two chain saw blocks...
So, there was no ½ reduction in stroke. I would possibly look up the Junkers plane engine yo see if it were oversquare also. I don't follow what you meant by "offset pistons", although there is a different design of no real head and side by side pistons...
Cheers 🍻
But of course this is an extremely proven design.
@@richardtheweaver4891 diesel engines dont use a catalytic converter, they use urea and an SCR (selective catalyst regeneration) they break Nox down into simpler more friendly nitrogen compounds. the effects of a longer stroke is better scavenging with the limit being mean piston speed. you are incorrect, each piston has a normal stroke length, not 1/2 normal. one of the benefits of an op2s engine is that you can have a super long stroke for scavenging while still having reasonable mean piston speed.
*_Great introduction to Opposed Engines..._*
I have been working on several Opposed Engine designs. One is a 180 degree flat opposed with 2 crankshafts and 1 common head. The technology is in the head and large gains are possible. Both are 4 stroke Gas but have also been working on a 2 stroke gas engine as well.Tthe other is a 120 degree inverted V using a common head. 180 degree makes a wide but low engine. 90 degree makes a narrow but taller engine. 120 degree is good trade off for width and height.
Common head has variable timing, duration, and overlap using camless technology. It also has variable combustion chamber volume so most efficient compression ratio is always used. The 2 stroke uses mechanical supercharger forced induction. It also uses mechanical exhaust scavenge pump. We are not using bottom port and long piston. That works great in a low RPM engine for ships or locomotives. We are using very traditional 4 valves, 2 spark plugs, fuel injection. We have squeezed 720 degrees of 4 stroke into 360 degree of 2 stroke.
*_We want to move from design to prototypes to validate concepts._*
If high pressure steam was produced by using exhaust heat and lots of copper pipe, would the cylinder surfaces of an opposed piston engine be too cold for the steam to be used in place of a combustion stroke? Part of the process includes creating an opening in advance of the steam strokes to eliminate unnecessary pressure, ideally the same hole also allows steam to flow in.
@@alexwalker8422 Thanks for input. will do some checking
Would it be possible to utilize RCCI technology btw?
@@SJR_Media_Group thank you. Insulation will be needed around the exhaust treatment stuff, I do not know if the delay to where it doesn't make a difference will matter.
@@alexwalker8422 Thanks for input.
Napier Deltic ring any bells?
I was shopping around to purchase new stocks couple years back, and Cummins was a company of interest. I didn't read into the company enough, but shortly after I passed Cummins up for another company, I find out the were awarded the contract to build the new opposed engines for military transport vehicles.
Sssoooo pissed!
I`m missing the Junkers aircraft motors...that were widely used in German aircraft.
I believe Junker designed his opposed piston motors initially for the Zeppelin, very smooth operating to prevent metal fatigue to the aluminum airframe...
@@kirstenspencer3630 Nope, the Zeppelins were powered by Daimler Benz engines.
He promoted his 2-stroke, diesel, opposed piston engines first to airlines (lower fuel costs, more range), later to the Luftwaffe (higher altitudes, more range). These engines powered the G38, some flying boats, the Ju86 bomber, BV 38 and some more airplanes. I guess more than 1000 engines were built.
@@holgernarrog962, thanks for the clarification, I had read that in a book from the early 1930's but as they say " paper rarely refuses ink "
@@holgernarrog962 What was also not mentioned was that the Jumo was the inspiration for the Deltic, which were 3 licensed Jumos connected in a delta configuration.
@@ewhartiii I did not know that!
Wouldn't they have issues with the lubricating oil being splashed down the cylinder of the top piston(s) from the overhead crank shaft(s) and getting into the intake port of the cylinder. Wouldn't that cause a runaway like what happens in some assisted respiration diesel engines when the seal in the intake side of the turbo blows? The engine oil would act like fuel and the engine accelerates out of control and blows. Longer skirts on the pistons to keep the port covered with another set of scraper rings? I have never seen these engines myself, just curious
yes, long skirts with rings at the top and bottom.
There is a working Atkinson cycle engine, as well as Napiar Deltic in a static display in the Anson engine museum, near Manchester England. I got to see the Atkinson engine run. It is not a model. You can Google the museum and find out more.
Premixing engine oil with fuel is completely unnecessary with 2 stroke engines that use direct fuel injection. They lubricate themselves via oil pump supplied pressure and flow just like 4 stroke engines, since the fuel is no longer mixed with the air at the crankshaft chamber like port injected 2 stroke engines.
I thought there were already Ford trucks using the small engine, and larger engines in military track vehicles. When will there be crate engines available?
Nice work. Good content and your English is as good as most Americans!
I remember years ago when the Fairbanks Morse company built diesel locomotives with opposed piston engines.Loved the sound of them,had a very distinct roar.
Junkers during WW2 had a inclined 6/12 cyl aero diesel ,very successful too .
That is the unit from which the Deltic was derived.
Long stroke only possible thru the use of two cranks and pistons equate to improved efficiency although I prefer the 4 stroke Opposed Piston engine design which reduces piston temperatures and improves emission by elimination of cylinder ports. These 4 stroke designs are like two flat head engine blocks bolted together with a spacer between them and the crankshafts timed and geared together.
Making them as a 4-stroke , although feasible , robs the layout of its efficiency . Opposed Piston engines work best as 2-cycle .
The higher the Piston and Liner temperatures are , the More Efficient it is . And cleaner burning . Ceramic Piston Crowns .
Electronic fuel injection as appears on all modern engines would solve over heating by firing alternate strokes. Clean air going through would both improve emissions and reduce peak temperatures. When full power is needed you simple inject on every piston stroke.
Deltic railway locomotives threw smoke after idling due to oil from the compressor collecting in the plenum chamber. Once this cleared, they ran clean. Why a drain system wasn’t fitted is anyone’s guess.
@@Dave5843-d9m . Deltics were pretty Old Tech don't forget , and blowing Coal was less of a concern in Them Days .
Hello sweetie - I congratulate you on doing a video on such a technical topic in a language which is not your own. It was fairly intelligible although your use of excellent animations of cutaway engine sections was a very visual aid to understanding and helped smooth over any gaps where perhaps one or two trip ups may have slightly interrupted the flow! However I would be very happy to suggest some changes to both the wording of your script and provide some clues on the pronunciation of a few specific words which might help both how to say them more clearly - but also where the stress or accent should be placed in longer words - and even how to make the "rhythm" more natural which would also further tweak and refine how comprehensible your explanation is. You can reach me here in the comments initially and perhaps we could get into the detail via email. I have no financial or other hidden interest other than I have time on my hands, I am a competent authority (certainly at this level) and you asked for help in the first few seconds of the clip which I am happy to give you....
I can understand your English, and the animations are great. You probably also know about the Commer British opposed three that had one crank and rocker arms.
Good work great info im a gear head and never heard of this until now thank you
What you aren't understanding is that the rotating mass is a lot on these motors and that robs power and make them more inefficient. I think you are just fascinated with this engine idea, but you lack real engineering knowledge to understand what's at play with these types of engines. An opposing engine with 6 pistons is going to have 3 times the rotating mass of a V 6 engine. On a V6, all 6 pistons share one crank and only need one flywheel with no extra counter gearing to drive the output shaft. These motors are just not workable and are a bad idea. A lot of your assertions are wrong about these motors.
good video, the graphics are excellent. your english is fine btw, i had no problem understanding you.👍
2:00 Split single engine created long before Napier Deltic systems, and not the same of Atkinson, the first most efficient in terms of performance...1898 to 1903 by Gobron Brillié won world speed record of +160 km/h at 1904.
Instead of a carburettor, a revolving petrol distributor was developed, with the quantity of fuel being regulated by a drip-feed. One advantage of this device was that a wide variety of fuels could be used...
No doubt that the development of this should not be the business of the concessionaires and our leaders who wanted to control their people with oil, and the petrodollar...100% biocarburant admissible.
Is the oil burning from the ports going to let new designs down?
You forget to mention Stuka who made opposed pistons engines for airplane and in France Peugeot who also made opposed pistons engines. A long time ago I worked one one of them. These were tow stoke with a scavenging piston on the top. Only one crankshaft with crazy long connecting rods to the top piston( this was their weak point as these connecting rods twisted and got bent). These engine could turn at only fairly slow RPM because of the mass in movement.
Fairbanks Morse cam out with its opposed piston 38 8-1/8 engine in the early 1930s not 1985. I worked on a Canadian Lake vessel in the late 1970s with a Fairbanks Morse engine from a WW2 minesweeper.
Fairbanks Morse OP engines are still being used as auxiliary powerplants in the Los Angeles class nuclear subs
What is the main problem at this time that it doesn't go into more commercial domestic use. I heard you say it was already used in shipping and trains and military.
This seems to be a very promising design and your English is excellent I had no trouble understanding you.
Promising? This is not new by decades, and it worked great
The problem is that its hard to downsize, and even in the smallest form its really big, either too tall or too wide
Thank you for producing this video in a language that is not your first
Bahasa Inggeris kamu bagus sekali. Cuma sebutan perkataan ayat itu perlu di lambatkan sedikit. Accent is just fine, but please slow down a little bit! You are just typical english speaking indonesian people. Nice video, very informative
all need massive turbos and superchargers, could f1 engines be more viable for this?
since the 2stroke has double the power density, smaller displacement engines can replace the larger ones. smaller displacement, smaller after treatment, smaller turbos and superchargers.
@@lexluthor6906 most definitely, maybe a pendulum design, supercharger flushing out exhaust gasses, turboes boosting , maybe a twin twin charged system, first twin charge flushes, second twin boosts, might even help with cooling, maybe hydrogen could be used or atleast some sort of green diesel variant while using a mazda type system to insure maximum burn
Can you use natural gas or liquid propane to run this engine how does that work.
OP engines don't even need to be used in heavy duty applications, their improved efficiency can be beneficial anywhere, from economy mini-cars to high-performance sports cars. Especially Porsche, those guys have no excuse NOT to use it (since they're already using Flat 6).
I came here because I stumbled across the Achates 2 stroke diesels (incl the Aramco project putting it in a pickup truck) and got interested in the technology. The deltic engine is wild - it looks like the arrangement takes away the need for a big flywheel.
Your English is just fine! And if you speak just a bit more slowly, you would come across more senior. Looking forward to the next video! 👍😊
Howsoever u ignite the charge it wont have any more energy than what its molecules are storing
Very cool, highly visual demonstration🖒
How do you implement Variable Valve Timing? Don't most modern conventional engines use that to maximise efficiency?
Big diesel engines that are designed to work hard within a limited range of RPM, and for which the maximum RPM is extremely slow in the first place (compared to something like a typical car engine), have no great need for variable valve timing.
Variable valve timing is more about getting a bigger power band than efficiency. Advancing the valve timing gives more low rpm power, retarding the valve timing gives more high rpm power. Being able to vary the timing allows maximum power throughout the rpm range.
that patent is pending
I think your english is very very good.
Better than any any (non native) language I can speak
Excellent video and your English is very understandable 👍, I only speak one language so you are doing far better than me.
Beautiful graphics and well explained, you might just want to slow down your speech delivery a bit
When do they intend to market it?, it's starting to be long. Since 2018 no more news from Achate Power...
The history missed out the original German Junkers opposed cylinder diesel which was taken up later by Napier who went on to develop the Deltic.
Is The Achates opposed-piston engine a 2-stroke diesel engine?
yes
very well done, thank you!
Another opposed engine is the Commer knocker which could be a 2 or 3 cylinder flat opposed engine in Commer Trucks before Chrisler bought them out.
I WONDER if adding more banks of pistons to an oposed piston engine could make it more efficient, like having 4 pistons in a X pattern or something
This was an excellent explanation of opposed piston design. I did not realize the form was in use as much as it is. The graphics were very helpful.
Lots of the coast guard cutters have these big monsters in them.
so why didn't Achates engine take off?
problem is with adaptation. the shape of the engine makes it very hard to simply "throw" into a vehicle. It's too costly a change for the OEMs. that will change soon because current technology cant keep up with the increasing emission standards whereas the achates already meets the next round for both CARB and Euro. on a side note, it is taking off, but only the military has adopted it. (advanced combat engine, advanced tactical engine)
A chain drive and dry sump would allow a flat mounting for better wieght distribution
Why not show us the delta shape opposed like the thumb nail, somebody has to make a compressed air version using 3d printing
I believe one of the Achates engines was installed in a Ford pickup and managed 40 mpg. Imagine what it could do in a mass production car!
yes there was a demonstration engine in a F150, and now a demonstration engine hauling loads for walmart. they also are working with CMI on the advanced combat engine and just finished the design for the advanced tactical engine.
@@lexluthor6906this is it mart.cummins.com/imagelibrary/data/assetfiles/0058689.pdf
when will it be out? who knows.
@@jlo13800 it's in testing. there have been some recently released videos of it powering a bradley
@@lexluthor6906 It looks dry sump like rotax and might be multifuel also so not sure. Hopefully everythng can can working on ethanol or propanol and get rid of diesel for good, i want to try e-85 in my 8v92. i got it running god on the 2 stroke synthetic and would go with castor 2 stroke bean oil if i can get it.
this channel specializes in the presentation of Flawed designs; from the PAST.!
Interesting presentation! 👍
I'm thinking English is your 2nd language?
If so, it's way better than I could speak your language.
Beautifully engineered
Yesterday the two stroke cycle can be run it more efficiency and less pollution. Because now we have fuel injectors and turbo chargers
These designs solved several big problems with reciprocating engines, unfortunately the exacerbate on of the biggest problems of reciprocating engines, the number of moving wear parts.
COULD THIS BE USED IN CARS?
Your English is good enough, if you just slow it down 20% you will be fine, ta.
I agree.
Thing is its less Green than the standard model... no way it would pass the required emission control laws today... especially the laws in California... the most thermal efficient engine would be the airplaine rotary engine that was also used in Tanks in WW2.
you would be incorrect. the achatespower opposed piston two stroke (OP2S) already meets euro 11 and CARB 2027 emission standards with basic after treatment systems. no other company can make the same claim.
excellent video, well done
3 crankshafts Wow! I guess 3 flywheels and 3 gearboxes...
ya the deltic is 3 V12 put together
Closed Captions couldn't even understand most of what you were saying. That left me out of the audio.
i'am sorry. i will fix it. thanks for the advice
A beautiful motor!!
If you want english to sound clearer try speaking with the back of the tongue instead of the tip
You start your video apologizing for your English, which is actually pretty good.
You only need to slow down a little bit. Your accent + speed makes it a little harder to comprehend.
Your English is fine. Understand everything
I can understand your English no problem for me you have an accent but I can understand you
Your english is perfect
Your English is fine, people who criticize accents from non-native are people who are jealous they can only speak their mother tongue 😝 The dogs bark but the caravan moves on...!
its Beardhead & co,and they were not making the atkinson engine, they were building the oechelhauser opposed piston engine.
seriously, do some research before stating so called facts. i dont see any mention of oechelhauser engines.
nor did i hear anything about michels opposed piston engine... the one with three cylinders and three pistons with a common central combustion chamber. not his axial swashplate engine.
You're English is fine. My only recommendation would be to just talk a little slower. Cool video.
Opositepistons engine are very interesting! Economic, powerfull and low poluents.
so the easier method is to convert current inline 4 cyl heads instead of pistons above
More parts, more problems. Difficult machining for the lubrication system forebodes cooling hotspot issues. Unfortunately, the parasitic drag on these engines make them weak and contributes to their failure.
Totally ignorant of how dependable and reliable the opposed piston engines were during the second world war all the way throughout the 20th century, they also have the highest thermal efficiency of any engine layout, mind you.
They were successful not failures???
Nice work
ok, but how can i get it into my civic, lol
I enjoyed your video and your English is very good, but please try to slow down on the delivery of the words.
You have an accent but it is not so strong as I have trouble understanding what you say. But if one word runs into another it caused a cascade of confusion. I am only saying this in order to help :-)
are u filipino dude?
great video
RIP Junkers Jumo 224
4 bank rhomboid opposed piston engine.