How to convert engines to air hybrid

March 29, 12:54 AMTampa Sports Car ExaminerMichael Berenis

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All petrol engines can be easily converted into an air hybrid motor, according to a new study by Institute of Engineering and Design at Brunel University. This west London school has developed a cheap solution to gas mileage and environmental pollutants being emitted from all petrol engines.

The basic idea is to take energy lost when the car uses it's compression cycle to brake and put it in a storage tank to be used later to power the piston and reduce turbo lag. This environmentally friendly performance modification should also increase performance. Simulations prove the theory but they are still waiting on manufacturers to accept it.

How to convert engines to air hybrid:

There is no official plan released publicly as to how this air hybrid retrofitting is to be completed. The following outline is my opinion based on extremely limited research. Basically, converting engines to an air hybrid is simple; cylinders will be used in opposing pairs on the crank utilizing one piston for compression and the other piston for burn. The actual kit should be a revised intake & exhaust manifold, valves, crank shaft, and head assembly. For example, a V-8 could use a piston on one side for compression, and the other opposing piston for combustion. The basic idea is to use opposing pistons in a mannor that the engine internally supercharges itself by compressing air on one stroke, then moving that compressed air into the opposite piston for firing. In theory, it uses half the motor for supercharging and the other half for combustion.

Engines with pistons inline would see the most bennefit from use of converting to air hybrid do to the proximity of the cylinders. Inline engines are a similar design to the "Scuderi Air Hybrid Engine" and would be the easiest to convert while yielding the most results out of all engine setups. The most difficult to convert would be horizontally opposed engines due to the distance from the tops of opposing cylinders. The key piece is converting your heads to capture the compression lost during engine braking. See video below for functioning air hybrid example.

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Also should be included software to reprogram the ECU for changes being made to the car's functioning data. The compression normally exhausted during engine braking can be diverted into a storage tank rather than the cars exhaust. From the storage tank, and hose and nozzle system into the exhaust side of turbo to reduce turbo lag. Another hose leading into the combustion piston to increase firing power completing the cycle.

For turbo applications, reducing spool time is of the utmost importance. Typically, an "anti-lag" or "rotational idle" is programmed into the ecu to change the firing order in order for the engine to produce extra exhaust gases to keep the spool running. This is more polluting and due to the increased exhaust gas temperatures is very harmful to the turbo components causing them to fail extremely premature (See video below). This new technology of "air hybrid conversions" should be warmly accepted by the enthusiasts abroad for ease of installation, increased performance, and extended longevity of engine internals.

If the hybrid air charge is air intercooled in combination with some kind of cooling medium (water, cry02, etc) it will be possible to run higher boost levels due to lower intake charge temperatures. The extra gas being used to help keep spool and push your pistons could help cool internals. Air hybrid converting should also help reduce your intake charge temperatures due to lower EGT's as the pressurized and cooled gas is used to keep the turbo spinning. Lower temperatures mean a better burn, increasing power and more importantly gas mileage.

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Video content:

Anti-lag's thermal effect

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 Regenerative air-compressed engine

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