 X4v2
Prototype - 2.4litre (2007- Current)
The X4v2 is the current
prototype under development. Based on the X4v1
engine design, the engine has been redesigned to
increase durability and performance. The X4v2
prototype engine was designed, machined,
assembled and running by the end of 2007. The
engine completed tests on the dynamometer, and
was fitted and trialed in the GTM trike. The
engine was sent to Orbital Australia for
independent certified testing which proved the
engine's efficiency by achieving a top BSFC
figure of 207g/(kW-h) or 39.5% efficiency.
Improvements include: New rigid engine block,
piston assembly, improved bearing design,
increased oil galleries, a new piston guiding
system with upgraded materials etc. |
 Prototype X4v1- 2.4litre (2006-2007)
To
meet the requirements of the aircraft industry, the X4v1
engine was developed in 2006-2007. The CCE design saw a
total redesign in engine layout to make it as compact
and light as possible. It was found that it was possible
to design four cylinders around two "trilobe" cams
drastically reducing size and total amount of
components. The new design resulted in a new patent
application to be filed which is now pending. The
company also was successful in securing a Federal
Government Grant of over AUD$1 million to develop the
series of engines which has light aircraft and military
applications as its primary markets. The X4v1 engine was
designed, built and tested in only 7 months, and
provided very good efficiency figures. |
 Prototype RHL4 - 1.35litre (2004-2005)
To
increase the RPM range, the RHL4 engine had a redesign
to utilise the transfer shaft as the main output shaft.
This provided similar RPM ranges to convention engines.
The engine was designed as a 1.35litre engine and
existing automotive cylinder heads were used. This
prototype had several redesigns to increase performance
and was tested by an international engine manufacturer.
It was this prototype which proved the combustion
characteristics independently, having about the same
fuel consumption at 4,000rpm as it did at 2,000rpm under
full throttle although power almost doubled. The engine
featured four valves per cylinder, initially
featured quad throttles and later changed to
single throttle, programmable port fuel
injection, and direct fire ignition. |
 Prototype CCE2003 - 450cc (2003)
To
reduce the backlash of the reverse gearing of the
previous prototype the engine saw a total redesign
incorporating a separate transfer shaft. This design
provided a much more compact design. To reduce timeframe
to build existing cylinder heads from a motorcycle was
utilised. The capacity ended up as 450cc. The drive
shaft was off the main "trilobe" shaft which provided a
limited RPM range although it also provided a very high
torque output for its capacity. We received much
interest in the engine which involved signing an
agreement with the Hudson Group. They supplied a trike
which the engine was fitted and road tested for
drivability and then presented to car manufacturers at
Automechanica in China. |
 Prototype CCE2001 - 285cc (2001)
After
the initial prototype was built, a multi-cylinder engine
was planned to be built. Initially it was designed as an
air-cooled pump engine although due to interest from the
automotive industry, during the build it was redesigned
as a water cooled engine. It was completed in 2001 and
was tested extensively including being supercharged. It
was this prototype that showed the fuel economy
potential. It was found that the reverse gearing of the
cams had to be redesigned to reduce backlash of the
"trilobes" although this did not effect its reliability. |
 Prototype 965.301 (1996)
After the initial CCE concept was designed, a small
evaluation engine was built to prove the concept was
viable. It took only 6 months to complete the engine and
was fired up for the first time in 1996, proving the
design was viable. |
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