Regards

Brad Howell-Smith

Chairman/Inventor

Revetec Holdings Limited

Regards

Brad Howell-Smith

Chairman/Inventor

Revetec Holdings Limited

Thank you for the comments on the article on our engine.

First I might mention Orbital. Orbital has a world class testing facility that test and optimise engines for clients such as: GM, Ford, Toyota, Mazda, Renault etc. They have very accurate test equipment and are highly respected in the engine testing field.

During testing, they checked and recalibrated their equipment 3 times during the testing, as they didn’t believe at first the fuel efficiency the X4v2 engine was delivering. In fact they were very careful in the testing, because if they didn’t have enough data and had the correct procedures performed to back up our results, they would come under attack from other companies who had tested at their facility.

The efficiency figures are correct, and are consistent with our in-house testing figures.

Moving on to crankshaft efficiency, peak combustion pressure occurs around 15deg ATDC. At this point the con-rod has a small amount of torque lever applied to the crankshaft. Maximum leverage from the con-rod to crankshaft occurs around 70-80deg (depending on the length of the con-rod) at which point the combustion pressure is around a half of the peak pressure. When I first designed this engine concept, I calculated cylinder pressure VS torque lever on our engine and a conventional engine. I calculated it every 1/3 of a degree of rotation. The calculation clearly shows a 35% loss in transfer (please calculate it for yourselves). We have reduced this to 15% losses.

I know some people won’t understand this fully, but if you provide higher leverage and maintain that lever longer, the pressure from combustion is converted to crank torque more efficiently.

Now let’s look at torque.

Torque is what accelerates your vehicle. I always tell ask people how much power does your car engine have. Let’s say 100kW@6,000rpm. If you drive your engine up to 5,500rpm slowly, then stamp 100% on the gas pedal, how hard does it accelerate? No too good. Now do the same test at 2,500rpm, the acceleration is far better. Look at a dyno graph of you engine, and you will notice you have around half the power at 2,500rpm than at 6,000rpm, yet the car accelerates at least twice as good. So power doesn’t give you the performance you think it’s giving. If you put an accelerometer in your vehicle, you will notice that the acceleration matches your torque curve. Peak torque is generally between 3,500rpm and 4,500rpm on a normally aspirated engine, and this is the rev range you feel the most acceleration. Higher torque in the lower rev ranges and maintaining it over the rev range provides a higher efficient engine. We have proven it.

Over the years there have been a lot of knockers, but we have independently tested and produced the figures to back up our claims. There has been a huge amount of engines been developed out there who claim huge gains in efficiency. We are the only company to my knowledge that has proven their claims.

Thanks again for your interest and comments… keep them coming.

Regards

Brad Howell-Smith

Chairman/Inventor

Revetec Holdings Limited

Thank you for the comments on the article on our engine.

First I might mention Orbital. Orbital has a world class testing facility that test and optimise engines for clients such as: GM, Ford, Toyota, Mazda, Renault etc. They have very accurate test equipment and are highly respected in the engine testing field.

During testing, they checked and recalibrated their equipment 3 times during the testing, as they didn’t believe at first the fuel efficiency the X4v2 engine was delivering. In fact they were very careful in the testing, because if they didn’t have enough data and had the correct procedures performed to back up our results, they would come under attack from other companies who had tested at their facility.

The efficiency figures are correct, and are consistent with our in-house testing figures.

Moving on to crankshaft efficiency, peak combustion pressure occurs around 15deg ATDC. At this point the con-rod has a small amount of torque lever applied to the crankshaft. Maximum leverage from the con-rod to crankshaft occurs around 70-80deg (depending on the length of the con-rod) at which point the combustion pressure is around a half of the peak pressure. When I first designed this engine concept, I calculated cylinder pressure VS torque lever on our engine and a conventional engine. I calculated it every 1/3 of a degree of rotation. The calculation clearly shows a 35% loss in transfer (please calculate it for yourselves). We have reduced this to 15% losses.

I know some people won’t understand this fully, but if you provide higher leverage and maintain that lever longer, the pressure from combustion is converted to crank torque more efficiently.

Now let’s look at torque.

Torque is what accelerates your vehicle. I always tell ask people how much power does your car engine have. Let’s say 100kW@6,000rpm. If you drive your engine up to 5,500rpm slowly, then stamp 100% on the gas pedal, how hard does it accelerate? No too good. Now do the same test at 2,500rpm, the acceleration is far better. Look at a dyno graph of you engine, and you will notice you have around half the power at 2,500rpm than at 6,000rpm, yet the car accelerates at least twice as good. So power doesn’t give you the performance you think it’s giving. If you put an accelerometer in your vehicle, you will notice that the acceleration matches your torque curve. Peak torque is generally between 3,500rpm and 4,500rpm on a normally aspirated engine, and this is the rev range you feel the most acceleration. Higher torque in the lower rev ranges and maintaining it over the rev range provides a higher efficient engine. We have proven it.

Over the years there have been a lot of knockers, but we have independently tested and produced the figures to back up our claims. There has been a huge amount of engines been developed out there who claim huge gains in efficiency. We are the only company to my knowledge that has proven their claims.

Thanks again for your interest and comments… keep them coming.

Regards

Brad Howell-Smith

Chairman/Inventor

Revetec Holdings Limited