Engines: The Concepts Of The Duke Axial Engine

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The Duke Axial Engine is a light weight, internal combustion, valve less engine. Suitable for Marine vehicles either inboard or outboard, Light Aircrafts, and or Generator/Utility and Military. The concept of this engine is fairly new. It began in New Zeeland’s Duke Engine’s, and is already on its way to being a more efficient engine. The information provided throughout will help gain a better concept of the engine and how it will be an asset to the automotive industry.

The engine is a four stroke engine where the cylinder group makes a cylindrical “Barrel” shape. It gets its barrel shape from evenly spaced pistons around the central Crankshaft and is then aligned parallel to the axis of the crankshaft. The output crankshaft is aligned with
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Duke acquired two current production 3-litre automobile engines one European and the other Japanese for ways to provide true comparisons. The present prototype Duke 3-litre engine is up to 19% lighter than those two engines, despite being far from improved for minimum weight. For example, the substantial weight contributed by the many fastenings in the evolving engines would not be present in a manufacture version. The Duke 's size advantage is even more extraordinary, being as little as one third of the shipping box volume. The crate size that would house the engine of the 3litre comparison engines. Similarly, a smaller measurement of the volume of the comparison engines showed the Duke has up to a 36% smaller volume. Reduced parts count and size are due to the valve less porting that gives inventiveness with the design in the combustion chamber shape. It also generates increased power strokes per crank rotation vs. a four stroke engine. Duke Engines reports “Dynamically the current 3-litre version displaces 3.6L for 2 revolutions of the output shaft, rendering it equivalent to a standard 3.6 liter engine”. A Duke engine can tolerate any odd number of cylinders, with the peak being 5 for space utilization, the number of cylinders in turn controlling how many power strokes are produced per crank rotation. A remarkable range of design freedom due to its minute cylindrical package dimension. Also due to pistons reciprocating at 120% of output speed this allows a 20% higher output to be achieved at any given speed. Even at this current non- enhanced stage in the engine 's growth, the Duke Engine is producing first-class torque to the comparison engines refer to

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