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Talk:Directory:Massive Yet Tiny (MYT) Engine

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Discussion page for Directory:Massive Yet Tiny (MYT) Engine

Internal combustion engine features multiple firings in one cycle to give 40 times higher power to weight ratio, low parts count, low maintenance, high mechanical efficiency, and low pollution.

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Anonymous, unknown post date:

This engine has an inbuilt 4:1 reduction gearbox. This explains the higher torque but the output speed is reduced by 4. If you couple a conventional engine to a 4:1 reduction gearbox you also get four times the torque.


KCameron, Nov 2, 2010:

The anonymous poster above is correct. The number of "firing pulses per revolution" is irrelevant when comparing the power producing potential of various piston engine configurations. Power potential is primarily determined by combustion chamber size and count. The MYT engines as shown in the drawings and animations have 8 pistons and therefore 8 combustion chambers. Morgado's 3" bore and 3.75" stroke numbers, the actual displacement is about 212 cubic inches (not 848). So this engine should be compared to a 212 in^3 8 cylinder engine (not a 848 in^3 32 cylinder engine as claimed). Actually, since two combustion chambers fire at once, the MYT engine would be similar to a 4 cylinder engine in terms of output torque pulsations.

The problems go much deeper though:
1) Creating the nearly perfect toroidal shape will be very difficult; perhaps impossible to do economically in a volume production environment. Honing the toroid for a nearly smooth finish will also be difficult.
2) Sealing the combustion chambers will not be easy. Rings for current reciprocating engines are designed to provide a tight seal from one side only. The MYT engine's rings will need to seal high pressures from both sides. Sealing the inner portion of the pistons where they attach to the disks will also be difficult to do.
3) The MYT engine will definitely need oil injection lubrication. There's really no other way to lubricate the rings. This will add operating cost and inconvenience. It will also make it more difficult to meet emission standards.
4) The high power density potential (though not as high as Morgado's claims) is a definite advantage of the MYT. However, this will cause serious problems when it comes to dissipating heat. I doubt that a real world engine would be able to get by with direct air cooling as described. Also, the pistons will be in serious danger of melting. Note that, in a conventional engine, close contact with the cylinder walls is one of the main ways that pistons remain cool enough to stay in one piece. Sometimes, oil jet cooling from below is used but that would also be impractical in the MYT engine.

I'm sure these problems are among those that have prevented Morgado from demonstrating a running engine over all these years. I suspect that they also explain why he has been able to draw any serious deep-pocketed investors.

I fly an experimental airplane and I'm always on the lookout for new engine technology. If the MYT engine could be made to work and produce a more realistic 200 hp at 2400 RPM or so, it might be a game changer in the aviation world. That won't happen though since any potential investor will be turned off as soon as they do a little due-diligence and realize how outrageously exaggerated Morgado's claims are.

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