Control emissions at the cylinder level, with Zero CO, Zero HC and near zero NO
Control emissions at the cylinder level, with Zero CO, Zero HC and near zero NO
Modern series cap fuel load, fuel mass‑flow, and RPM. The Relative‑Motion Engine (RME) targets more work per unit fuel and usable torque at lower RPM, so teams can meet these caps without giving up lap performance. The trade is a gearing/shift‑strategy update rather than chasing extreme engine speeds.
All benefits are established against a matched single‑piston baseline on an instrumented dyno before any track claims.
If the RME delivers ~2× the usable torque at a given operating point (illustrative), the same wheel power can be achieved at roughly half the crank speed, after adjusting final drive. In practice the ratio depends on: gearset choices, track demands, aero drag, and the verified torque curve. The point: speed from torque, not from ever‑higher RPM.
Note: the exact replenishment fraction is calibration‑dependent (valve timing, piston geometry, speed). We publish dyno maps with measured λ, trapped mass, and BSFC.
The floating piston acts as a timed occupying structure, letting the four processes complete within one cycle across two coupled spaces:
RME reshapes how you meet fuel/flow/RPM caps: more torque, sooner and similar power at lower engine speed with a gearing update. The result is a package aimed at efficiency‑led speed—not headline RPM—while staying within standard physics and series rules.
Technical
Ultra-brief
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