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'00 Impreza RS
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Discussion Starter #5
I know! I can't focus at work due to this. I probably won't sleep tonight...
 

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the hard way
1972 240Z
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mmm... id guess fancy materials for rings / cylinder lining at the least.....

but just because youre keeping heat in doesnt mean youre increasing combustion efficiency. they must have designed the cylinders to keep heat in as well as a combustion process (probably some tangent of modern DI developments) that takes advantage of operation at higher temps. maybe burns super lean?

those are exactly the issues that need to be tackled for IC engines to get any real bump in efficiency, this is exciting. or BS.
 

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Google Alberto Solaroli and you'll quickly realize this is just a bunch of BS. He's bounced from Canada to US and now Slovakia, sure sign of a scam artist
 

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the hard way
1972 240Z
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Looks interesting. Id like to see more about the combustion process tech.
RTU | discover progress


Google Alberto Solaroli and you'll quickly realize this is just a bunch of BS. He's bounced from Canada to US and now Slovakia, sure sign of a scam artist
although the thirst for efficiency/renewable technologies has spawned an infinite number of BS claims, FA20DIT and lemans engineers at subaru wouldnt seem the type to be easily scammed, much less display an engine they got scammed on that doesnt work as planned at the PMW expo

that being said, no, dont believe all the claims, but i do believe there is something there.

all they really say is they use a different ECU, intake manifold, pistons/rings and can ditch radator. the most 'insightful' information i found was in one of the animation panes (below) basically it uses very cold air (guessing the extra heat exchanger thing is actually part of a vapor compression/refrigeration cycle) and very lean burn

RTU said:
The RTU patented technology would not work effectively, unless the pressurized air coming from the turbocharger through the intercooler (dark blue hose) would not be processed and further sub-cooled in the RTU patented intake manifold. Fresh cooled air is manipulated so as to allow the engine to run in a lean burn condition further cooling the engine. These superior properties allow for extreme power and efficiency.
 

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The "Fresh cooled air is manipulated so as to allow the engine to run in a lean burn condition further cooling the engine." part confuses me quite a bit. Through all of the training I have been through, lean-burns run the engine hotter, not colder. Running rich cools the exhaust gases. Lean buring is much more efficient though, which is why many companys, Honda specifically, incorporate lean burn conditions into cruise mode.
 

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I have a hunch that the intake manifold design incorporates a rapid pressure drop somewhere to create their "sub-cooling" effect. Which would also make sense as the why they are running 2+bar. Interesting stuff nonetheless.
 

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Discussion Starter #11 (Edited)
Yea that part confused me as well. "A little lean makes her a little mean" is what they say, but that causes higher temps. The magic is in the intake, and I wanna know what it is! I'd also love to see the piston & ring design. I can't wait to see it on the track. A lot of questions will be answered then (hopefully).
 

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the part that confuses me is why they used the term adiabatic. every explanation i can come up with would basically have nothing to do with utilizing/trapping heat. i dunno, i emailed a combustion science buddy of mine, we'll see what he says
They use the term adiabatic because that it precisely what they are trying to accomplish with the engine; combustion of the fuel without transfering heat to the engine and instead transferring it as power to the piston.

citing wikipedia - "An adiabatic process ... is a process that occurs WITHOUT the transfer of heat or matter between a system and its surroundings."

"An adiabatic transfer is a transfer of energy as work across an adiabatic wall or sector of a boundary."

This is what theyre trying to do with the cylinder walls.
 

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the hard way
1972 240Z
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yeah thats what i mean, adiabatic would imply the waste heat is more contained within the cylinder (the vast majority of which being lost via exhaust) and utilized to increase output, as I said, as opposed to increasing combustion efficiency which would instead produce less waste heat and more useful work (like low temp lean burn).. semantics i guess and hard to tell anyway with those worthlessly tiny nuggets of info. also the patent has been curiously difficult to find...
 

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95L, 07 2.5i, R6
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Hybrid ceramic pistons and hybrid ceramic cylinder walls with special rings and ceramic coated combustion chambers and valves would keep a lot of the heat from transferring and allow a leaner burn using less fuel = more power. The trick would be to make the pistons durable enough for possible detonation events. I can tell you with companies already ceramic coating every fricking thing that it won't be long.
 
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