This is very interesting. Flex fuel, and liquid fuel would be huge for HD apps. The high temp should mean low cooling requirements, more excess heat overboard in steam (exhaust gases ) vs coolant loop & radiator?

Hodge podge registration that’s great, NOT!

Simulations, uhg! Burn a million gallons and monitor/measure impacts on the crank train, valve train, gear train, machine effectiveness, etc. Then we’ll talk.

This reminds me of the “Mr Fusion” on the back of the Delorian. Pure the beer in and then throw the can in, close the reactor and fly away!

It’s a BEV, that doesn’t make it zero emissions or economically viable. Please reconnect to real world.

Very cool. I would like to hear why they got a different form of S from the vapor deposition process than expected.

@SJC yes cycles and $’s

Wow, this sounds to good to be true. Does anyone have a comment on validity of these claims? If we understand the mechanisms that defeat poisoning maybe other catalysts can be created as well. It would not be good to have a monopoly if this really works. I wonder what the durability and other key parameters are?

As fir the comparison to wwII era aircraft engines I would point out turbo equipment capability, durability and efficiency have developed enormously since then.

What’s the history on the Volvo compound turbo drive set up? Very interesting claims and impressive efficiency but is it durable and affordable? Where can we get mechanical details? Van Dyne has what’s called a Superturbo, I wonder how they compare?

Sounds like this could have a wide market, old and new tech engines. Who will make it and at what price? Is it pipeline compatible? Will it get any green cred? It seems to be a petrochemical product and will likely get painted by greentards with the same stick as old evil oil.

The numbers sound impressive. The geometry/layout shown as background of the flow field plot shows no enabling innovation? I see simple manifold & fins not jets or impingement?

@SD, I also visited Superior both at Oshkosh. Their folks said the Gemini was way back on the back burner and was not being worked. @charlesH 13% improvement to the best diesels would actually be huge. The Diesel engine company I work for would kill for this in their BTE sensitive markets. 1.13x0.45%=50.85%. ~50% is consistent with Fairbanks Morse OP using Achates tech, they say theirs is best in class. New EPA fuel efficiency requirements will make a few percent the difference between market access and obsolescence. Little longer term 51% also approaches the PEAK efficiency of exotic & expensive PEM fuel cells. Achates has demonstrated BTE near peak over most of their load/speed map & has a hydrogen engine program. When considering the typical drive cycle it has very competitive BTE, lower build cost and installed worldwide Mfg base.

@SJC Carbon fiber is expensive and very energy intensive to manufacture. Over the years it has not been competitive on a tensile/$ basis with glass (I think energy is the main cost for both) but on a tensile/# basis it’s been champion. A new contender will be good.

What is this special graphite used for?

Things are still changing fast in this space. But I read some time back the Lidar and systems were challenged with reliability. Lidar generally still has moving parts. Not surprised they are targeting backup systems to address reliability.

30,000 hrs is impressive!! Couple with cold start capacity, better heating and cooling efficiency, smaller, lighter, cheaper they have lots to smile about. But this doesn’t show how they come in vs alternatives, especially initial cost. And packaging the fuel tank was always the problem not the cells. So system summary would be nice.

Combustion (nothing in this world is perfect) has saved more human lives than can be counted. Some say it was cooking of food (predigestion) that allowed our ancestors to support the energy needs of our big brains and become human. Chimpanzees still today spend half to 3/4 of the day eating less efficient, raw vegetation to fill caloric needs.

Finally an electric vehicle in significant quantities, numbers that could move world energy markets and GCC readers have no comments???

This sounds great, is it real? I got no clue from this article how this could actually be accomplished. It computes critical information faster thus 20% more efficiency???

“Compared to steel, CarbonPro .... offers 10 times greater impact resistance, is more ...., and is even more readily recyclable.” Recyclability and impact resistance are not composite materials forte, let alone when compared to arguably the all-time lead in these areas, steel. This sounds like green wash lies & wishful thinking. Can anyone elucidate these in-credible claims?

@ EP. Have you ever lived in western NA? Having grown up in the mountain west, I would say rail services a smaller fraction of communities than other places. Same goes for an low density region. The only wild card comes from moving out commodities, grain, oil, coal, lumber, etc. Anyway intermodal is great, but trucks (at all distances) will be even more dominant in the future. Driverless tractors, platooning, OP engines & aero fitments will greatly reduce costs for trucks while being green & modern enough to minimize greentard tampering. Electrifying railroads in the vast open sounds quite foolish to me. The investment would be staggering. Trains are already very efficient on a ton*miles (only surpassed by ship & barge) basis, I just don’t see it.

Nissan used to built some bulletproof engines, now??? The resin inserts on the intake ports is clever. I wonder how much CR they are able to gain on this engine with this and the thinner cyl walls?

I guess this is a major nothing burger.

Stop lying about emissions. EVs regardless of size and charging station are not a “zero emissions “ solution. Green wash at your own peril. Most people don’t accept EVs as viable now, just keep lying and they will be fully & permanently affirmed in their judgement.