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The Rand Cam Engine
Thursday, 25 December 2008
Seals, Seals and Seals
Mood:  incredulous
Topic: RadMax

Bah Humbug....

I hate this time of the year

I was leafing through the press releases and came across the Regtech announcement of the hiring of Paul L Porter as Chief Engineer.  I guess the other one couldn't deliver the goods.

Rob from Radian is high on him stating Paul has "tremendous metal seal expertise"...

It took Mazda $17 million in 1970 dollars to complete the Wankel engine and it was the seals that gave them the most problem.  Even today if you look at the primary cause of Mazda Wankel failures - apex seals.

Of course Mazda was using the Edison development methodology, ie try every available material and go through them one at a time. 

Jim used low quality iron in Pakistan, higher quality iron in Canada, RadMax used M2 Tool Steel for the seals and all failed.  M2 Tool Steel is awesome material and can't understand how that didn't work...:)

I tend to take the Tesla approach and simulate the invention in the mind and when you build it, viola it runs the first time around.  The brain is most powerful computer on the planet and I would put money on it instead of the high priced computer aided engineering software such as COSMOS. (Paul is going to use it)  And I am not a betting man, I only put money on a sure thing.  Bet the ranch baby...Money mouth

Radian MILPARTS P/N: 10321
Name: Vane Seal
Description: Seals Between Rotor and Vane
Material: M2 Tool Steel
Mat’l Spec: ASTM A597
Dimensions: 1.60 x 0.099
Unit Weight: 0.004 lb.
Quantity/Assembly: 48

Radian Vane Seals

Radian MILPARTS P/N: 10311
Name: Vane
Description: Axially Movable Plates
Material: M2 Tool Steel
Mat’l Spec: ASTM A597
Dimensions: 2.270 x 0.25
Unit Weight: 0.37 lb.
Quantity/Assembly: 12

Radian Vanes


Posted by sharpshooter6543210 at 9:27 PM PST
Updated: Thursday, 25 December 2008 9:56 PM PST
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Sunday, 21 December 2008
RadMax
Mood:  a-ok
Now Playing: Rehash of old Site
Topic: RadMax

This is what happens when you put a technical geek in charge of Web Development.  But thats alright I am one myself.

http://www.radmaxtech.com/

I had a close look at their technical strategy and give them a 25 percent chance of success.

They are on the right track and have advanced a step in the right direction but still 8 steps behind me :)

Decided to down grade chance of success after doing some research into the HERE version that they are high on.

By focusing on Heat they are just like any ol school or even new school engineers.  A gasoline piston engine has converted 80 percent of its potential energy to heat and work before it reaches 10 degrees after top dead center (TDC).  Most is converted to heat as the mechanical advantage is not to great near TDC.

It is sorta like we have been down this road before developing the Turbine Engine.  A turbine engine has very bad fuel consumption, I was watching a show on Discovery Channel and it mentioned that a big jet can burn as much as 45 gallons per minute.  A turbine engine converts almost 100 percent of its potential energy to heat before it starts to produce useful work.

So I would say it has less than a 10 percent chance of success.  Lucky only Uncle Sam could afford to develop technology like this.


Posted by sharpshooter6543210 at 9:42 AM PST
Updated: Tuesday, 23 December 2008 5:38 PM PST
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Tuesday, 18 September 2007
The Engine that Stopped the world!
Mood:  happy
Topic: RadMax


History of First Generation Prototypes
October 31, 1982 development of prototypes begin in Pakistan. Several prototypes built but none achieve "successful technical operation" as specified in contract with Sarhad Development Authority. Reasons for failure of prototypes were; low quality wrought iron, imprecise machining tolerances, incorrect machining procedures, and impact loading of vane and cam.

In 1985 a prototype was built in Canada by Universal Machining and Engineering. This prototype also didn't achieve "successful technical operation". Reasons for failure were incorrect machining procedures and impact loading of vane and cam. The color picture of the Rand Cam-Engine is an example of the first generation engine. This engine had sufficient compression but only operated for several minutes, hardly a working engine.

History of Second Generation Prototypes
This generation of engine incorporated a transition area on the Cam that allowed for a smoother change in direction. It was redesigned to eliminate the impact loading of the vane and cam. Also Devron Hercules was contracted to use its Computer Numerically Controlled Machine tools to machine the new cam design. However Devron Hercules gave up after two weeks, their programmers said that cutting the new cam profile was mathematically impossible. Dale Robinson (dbrobinson (at) hotmail.com) reviewed the programming problem and provided a valid programming solution. Devron Hercules then cut the new cam design on their CNC machine tool. The new cam was verified as correctly machined and installed in the engine. The new design lasted five minutes of operation and then failed. The reason was impact loading at the same location on the cam. The cams were redone and then ion nitrided to harden the surface. The engine operated for ten minutes then failed. Inspection revealed impact loading at the same location and Dale Robinson could have warned James McCann the inventor and the engineering team that the Cam Profile was incorrect. However there was no contract involved in providing the correct cam profile so that information was withheld from the development team. The correct cam profile and timing of the Rand Cam Engine is outlined in this report and can be mathematically proven by a qualified engineer.

Third Generation Engine Prototype The University of West Virginia totally redesigned the Rand Cam-Engine and proceeded with their development effort. There redesign radically changed the theory of operation of the Rand Cam-Engine. Specifically four vanes were added and the vane tip was rounded off. This translated into only 60 degrees between each vane. This means that there is no 45 degree pauses at the intake and exhaust stroke.
Also since the power stroke is greater than 60 degrees there is a substantial amount of overlap between power strokes. This means that the engine begins to work against itself. Present estimates of fuel efficiency of this new design is about 70 mpg. University of West Virginias' design clearly violates the original concept and has severe sealing problems because of these changes.


Fourth Generation Prototype
The RadMax™ engine is also based on the four-stroke "Otto" cycle. However instead of requiring two complete revolutions of the crankshaft to process the “Otto” cycle’s four strokes (Intake, Compression, Power, and Exhaust), the RadMax™ engine implements Rand Cam™ Diesel engine technology. This means that it is a positive displacement, compression ignition machine that consists of a rotor with multiple axial vanes. These vanes form combustion chambers as the rotor and vanes rotate in a cam shaped housing. The cam housing is referred to as a stator, which contains a toroidal trough of varying depth machined into each stator.

"This engine is a technological breakthrough!" a particular German viewer was overheard to say. How much of a breakthrough? Well it's been almost 20 years in development, but until Radian MILPARTS accepted the challenge to finish the development, it basically was just a dream. A dream of many, many folks. But now it's a reality.

Radian took down their RadMax site because of concerns from Tony Cuthbert, because the RadMax is very similar to his turbine design.

I had read some articles regarding Watchtower owns the Rand Cam Engine and actually got a call from some one interested in finding out more about this.  I had left my phone number on an online resume at Tripod, I thought it was to talk about the engine but it was to stir up trouble.  My take on the situation is that Jim made a promise to himself that he was going to put a percentage of the RCE into trust for the Watchtower.  However if you ask the Watchtower if they got any money when Jim sold out to RegTech ---i doubt it...

I read the Watchtower's press release on the matter and was sort of honored that they mentioned two brothers were developing it and they had nothing to do with the Rand Cam Engine.

I tried to get into meaningful conversations with investors that put money into the RCE but was called all sorts of names.  So now I just watch RegTech try pump up their stock prices, from a distance.

I was hoping to talk to Rob Grisar from Radian about making the RadMax a viable design but he got gunshy after Tony Cuthbert's lawyer got hold of him I guess. 

Archived RadMax webiste

http://www.radmax.easyitis.net/

 Cuthbert Turbine

http://www.cuthbert-physics.com/hybridTurbine.html

 


 

 


Posted by sharpshooter6543210 at 12:46 AM PDT
Updated: Tuesday, 18 September 2007 2:15 PM PDT
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Thursday, 13 September 2007
6 49
Mood:  cheeky
Now Playing: Attention Investors
Topic: RadMax

Just a thought...

In a scenario where you have 49 possible numbers and you just have to choose 6 numbers to win the lottery, your chances are 14 million to 1.

 Just imagine if you had to get all 49 numbers correct....thats how it is with new inventions.  Every variable (number) has to be known or be calculated.  Without getting out my 80 dollar Radio Shack calculator again I would say the odds are the same as the number of stars in the heavens or the number of grains of sand on all the beaches on the planet....


Posted by sharpshooter6543210 at 4:40 PM PDT
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Sunday, 30 July 2006
The Engine That Stopped The World
Mood:  mischievious
Topic: RadMax

Early Prototype

Reason for Rand --- Jim told me about a book by Anne Rand and it was about this guy that invents an engine that stops the world...I never tried to track it down and read it but I am not a fan of fiction...facts baby facts...


Posted by sharpshooter6543210 at 8:31 PM PDT
Updated: Tuesday, 18 September 2007 2:56 PM PDT
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