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INTRODUCTION
TO THE KRAMER ENGINE
The Kramer opposed, cross-feed, "internal", supercharged, two
cycle, compound, combustion engine, featuring purge air.
Opposed designates the pistons travel, moving away from
each other and towards each other.
Cross-feed states the way the power cylinders are scavenged and
then charged.
Super-charged states the amount of air and fuel and air volume
that is available for the power cylinder.
Two-cycle denotes one power pulse per revolution for each power
cylinder.
Compound means using exhaust gases through a turbine blade
geared to the cranks to produce additional power.
Internal Combustion states that all the combustion process is
in the power cylinders to produce high pressure to push the pistons apart.
Purge air is used to cool the engine and push hot exhaust gases
out of the power cylinder. The purge air is always between the exhaust gases
and the new fuel and air charge for a clean engine.
 This is a new engine with a minimum of parts. We
have more than a 100 years experience with cranks, pistons, spark plugs,
connecting rods and fuel delivery systems. The design, engineering of, and
how to apply these parts can be difficult.
Being an inventor, I have studied engines extensively, and I have a better
idea for an engine. All thought, goals and considerations for this engine
have been for efficiency and no pollution. That is why the design is the way
it is. It has the most desirable conditions for charging of the power
cylinders, burning of the fuel, and scavenging the cylinder of the exhaust
gases with purge air. The capture of the waste heat by the turbine blade
geared to the cranks is very important. I have studied the best conditions
found in other engines and have applied them to this engine design. This
process is known as a frame of reference, and is present in all phases of
this engine. As you study this design there will be many hidden truths, which
are revealed or proven by frames of reference in other well-known engines. An
example of this would be, one million mile ring life in this design. This
unproven statement is proven by another well-known engine that has a lot of
history and the rings do last a million miles. Every condition and the
smallest details are studied very closely in the new engine and the older
engine. You discover that every detail is the same. My ring life should equal
one million miles.
To fully understand and appreciate The
Kramer Engine, a person should understand the pros and cons of other engines
types; the four-cycle, two- cycle, steam, diesel, wankle, sleeve-valve,
turbine, one, two and three speed supercharged, turbocharged, compound, and
all types of racing engines. It is also desirable to have worked with various
fuel and ignition systems, as well as all of the complicated exhaust systems.
One of my engines has six surface gap
spark plugs with 100,000 volts on each spark plug.
The bore is two inches and the stroke is
three and one forth inches. I am adding electrical heat to the combustion
process as well as the electrolysis effect to any water vapors present. I
have a ring of fire around my combustion chamber. I use a C.D. I. with earth
magnets. The power I get back from these sparks in the combustion chamber is
more than what is needed to turn the C.D.I.
When the rpm goes up with the Kramer
engine, the compression pressure goes up.
At 1,000 rpm, 225 P.S.I. compression
pressure, 87- octane fuel, and piston temperatures below 400 degrees F.,
there is no detonation.
At 2,000 rpm, 240 P.S.I. compression
pressure, 87- octane fuel, and piston temperatures below 450 degrees F.,
there is no detonation.
At 3,000 rpm, 270 P.S.I. compression
pressure, 87- octane fuel I had to install dams inside pistons to cause
cooling oil to slosh back and forth. There is no detonation.
I am at 300 P.S.I. compression pressure,
4,000 rpm, and I increased cooling oil sprays to 240 thousands at 40 P.S.I..
Piston temperatures are below 400 degrees, block temperatures are 250 degrees
F., 87-octane fuel, and exhaust crank is leading by 8 degrees.
I am using Mobile
1, O to 30 w. synthetic oil, and there is no water added to the combustion.
The stroke is 3 inches, the bore is 3 inches, and I am using surface gap
spark plugs .
The purge air to the engine was unrestricted when testing.
When the compression pressure gets to
325 or 350 P.S.I. a small amount of water vapor can be added to the
combustion process for more power. When compression pressures are very high
the combustion temperatures will be very high, causing the hydrogen and
oxygen to (separate) fluctuate back and forth while the burn is occurring
“THIS IS THE
ULTIMATE GOAL FOR THIS ENGINE”
The engine running on the three-wheeler
in the video should make two to three hundred horsepower when it is tested
and has more development.
Louis Kramer, Inventor
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