Here is More information about Motors/Engines and
"What" makes this great advance usable

The    Plasmic Transition Process    engine Means
Abundant, Pollution Free, QUIET, Low Cost, Long Lasting Energy -- Sounds like a dream That has come true -------- but.. Have a look!!! ---------->
HERE is a look at our truly MODERN 3D Mechanical Engineering and how it provided "State of the ART", according to some college professors at CES, design.

    Here's a look at our 3D drawings and engine development and 3D Plastic prints -> Casting Molds -> parts.
Not only precision for manufacturing But FULLY Simulated for ERRORS as well.

  • a0
  • a1
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  • a3_cyl_carierl(2)
  • a4
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  • a6
  • a6ctruck1b
  • a71
  • a72_Assembly1
  • a73_block_upper
  • a74_Cyl_CarierL
  • a75_Cyl CarrierR
  • a76_block_lower
  • b6
  • b7
  • b8-assembs(2)
  • b9s
  • b10
  • b11
  • b12shell_only
  • b13
  • block1
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  • c1s
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  • c5s(2)
  • c5s
  • c6s(2)
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  • copposed 7 Assembly1
  • copposed 7 Assembly2
  • copposed 7 Assembly3
  • copposed_7_block_half2
  • copposed_7_block_half3
  • copposed5-complete
  • copposed6
  • explodedS
  • oblock_half_plus_internal_1
  • oblock_half_plus_internal_1s
  • oblock_half_plus_internal_2
  • oblock_half_plus_internal_2s
  • oblock_half_plus_internal2s
  • oblock_half_plus_internal3s
  • ocylinder_bottom
  • ocylinder_top
  • oengine2as

    As you can see from these animations, from OUR real 3D engineering Drawings, Of our single,projected 4 and 6 Cylinder Engines, there are No valves or exposure to Outside air. This Engine is a sealed two cycle engine that can run efficiently either clockwise or counterclockwise. The Engine will run continually for months on the fuel in the transition  chamber from first filling. With auto refueling, controlled by the Electronic Engine Control System, (ECS)  that becomes years from a $7 Cartridge..

    This presentation was taken from our actual engine drawing library. (See Below)     Isn't 3 D drafting great!!.

From these drawings we can have Numeric Controlled Machines make real parts. We can run the unit to verify no errors. The very UNIQUE design using INTERLOCKING Parts, is now being added to many College classrooms as a "NEW" approach, per Professors that asked permission at CES. We are VERY PROUD of our TEAM and the NEW FRESH DESIGN we provided to Engine design in general. REALLY GREAT WORK!.

My brother Bob, a supposed ME with a MBA, thinks these are cartoons. But these are not, as he says, CARTOONS. They are the MODERN DESIGN WAY. Bob needs to get "unstuck" from the 40s and catch up. It is MUCH easier and quicker turnarounds as well, plus less waste time or metals etc. But Old Dogs ------!!!! :0)

    We now have complete libraries of 3D Drawings for parts for many engines in BobCad, Pro E and Inventor formats to help our licensees get into production faster.

We are also developing a Radial design and CAM designs using a single common Crank shaft. Did you notice that all our current engines have only the Block Casting as a unique part. That saves a bunch in production.. More on this later!!.

    We also had a full contingent of Desktop and laptop computers to service whoever is present to help us out.
    Our Shop also has it's own nice clean bathrooms for the convenience of the crew and visitors. The "Server Rooms" were also secure and we had ADT install a complete security system to keep any unwanted's from gaining access to our technologies.


    Here are the "Production 2D Drawings for the machinists to use that are generated from these 3D drawings. These can be machined with confidence.

    So within a few months the world may get it's start changing back to clean and clear and pristine.

    Every new development is fully tested before it is passed on to the Production level Design for the Mass Producible sample, or "Training" engine spec.


    Our system of sealing the cylinders and engine VS the Old Public Domain Papp international 1983 Papp Engine!

    The first engine we built was to the Public Domain Papp International 1983 Joseph Papp Design Spec., using the same, or similar parts, to what is described in the patent and as manufactured by the Family Business, Rohner Machine Works, now defunct. This same architecture was copied from Papp International by Rohner Engineering, sold for $50K each, and remnants are still around, being used by the Rohner Group now, as 30 years ago. That engine history shocked us as it lasted less than a week, continual, before it's seals quit. This 82 engine did prove the process but never proved any reliability.

    My team of Mechanical Engineers then did a simulation and we found that the Papp Engine did indeed have very hard limitations imposed by the rudimentary way the sealing was done. It looks good, at first glance, but it creates flex and heat that cause it to fail at fairly short time frames, very bad engineering. The failure period gets shorter as the RPMs go up from the slow 15 CPS (900 RPM) rate to the 30 CPS (1800 RPM) rate and the 40 CPS plus (2400 RPM) rate was probably unsustainable for any time over 14 hours, not to mention extended times. NOT GOOD NUMBERS FOR A PRODUCTION PRODUCT.

    So we went to work on an alternate system, which we now use and is the subject of Company confidential documents and copyrights. We also designed, using Fluid Dynamics, an internal chamber system that relieves the pressure on the cylinder wall . Plus we have gone away from full metal pistons to the Hybrid, metal and plastic one and finally to the fully Plastic one we use now, also the subject of a pending protection and company confidential. We have experimented with this single Piston made up of a special plastic structure product and it provides a "standard" predictable seal and relieves loads and Back EMF. We have also found a "sputtering" system used in Canada that relieves the machined cylinder inner surface of imperfections and provides a specialized slick surface. Teflon rings have been found to be the best for sealing and sliding. We started with a multi ring metal piston, then we used a single ring Metal with Nylon Skirt and have now proven a special plastic, two ringed, piston made from a special plastic material. All are Company Confidential and protected.

    Our single ring was designed by a company that has many years creating both air and fluid rings so it has low leakage and high pressure resistance. It does allow a slight predictable "Blow By" during the power stroke and "Blow Back" during the return stroke. We use this transfer as a gas exchange with the Block for maintaining fuel freshness. That plus the controlled Actuation gives us a predictable and controllable system. We also adjusted the Crank Connecting rod system to eliminate any unwanted out of plane motion, ala Formula 1 design parameters. This allows for very low friction loading and very long life. However, the Controller is also critical to the process as it intelligently manages each cycle for best efficiency and is also a primary reason for the equalization as it can vary the transfer based on operational parameters.

    Our use of pre lubricated, with a silicon grease, Sealed Ball bearings is used to not need pressurized oil lubrication. Since the temperatures remain stable the bearing and the Block seals do not leak, at least they did not in the simulations and actual tests. We also looked at various lubrication materials and mapped how they might contaminate the fuel and found several Synthetic Greases that do not create a shift in the operational parameters of the fuel. So Contamination has also been taken care of. Turns out there are lubricants that do not effect the performance.

    We have a great Mechanical Engineering team that has taken the challenge to provide a engine that will be safe, economical and long lived.


 = As if to validate our findings We found the following and thought it was "interesting" to our readers and those following the technology. =

    "Sealing issues and gas mixture leakage" problems in the old Papp International 1983 Public Domain Papp Engine
As Posted by Robert Rohner of the Rohner Group

    "This has always been a primary concern with this process. As you have realized, it is not one that can be dismissed easily. On the original Papp engines, we used a large v-stack of virgin Teflon rings, filled Teflon would not work. These were end loaded with a wave spring and they ran in a burnished bore. Surprisingly the best results were obtained with the stack all facing the same direction. After many hours of use the stack would be somewhat extruded. This is clearly visible at about 4:40 of the Papp Engine 6 "test run & evaluate" video (SEE VIDEOS).

    Because of the marginal PV rating of virgin Teflon, we were always advising Papp to keep his rpm's down. Papp proposed in his latest patent that stainless bellows be used to contain the gasses, however the state of the art was not and I believe is not available to do this.

    The longest continuous run that I was ever witnessed was about sixteen hours. Although the engine was restarted day after day for over a week, I cannot attest to the fact that more gasses were not injected. The Teflon seal were never replaced during the time we were there.

    Proposals whereby the gasses would be allowed to leak into a sealed crankshaft pan has many problems. The largest of these is that no oil/gas contamination is allowable. Sealed lube-free ball and roller bearings are incapable of handling the loads for long periods without lubrication and the metal piston itself needs lubrication due to the complex side loads not to mention the effects of any slight scoring or scuffing. One of the reasons for the double wall design we used on the Papp Engines we built was to provide a lubricated running surface for the load bearing piston and a highly polished non load bearing surface for the running seals confined to a strictly linear motion.

    There are other possibilities some of which the Rohner Group holds provisional patents on."



    So, he does relate that the engine he is working with has the same problem as first encountered years ago.

    He also has determined that our system will not work and thus NO engine can be built that will work for any long term.
BUT one must keep in mind that he also has, and is, doing all, in his power, to stop OUR, or any other, technology from getting made.
That plus he has no patents pending or provisional's on anything, as he states, really gives us a huge lead and advantage.

Brought to you by the NEW  Power  PEOPLE............