I 3D Printed a Transparent Combustion Engine in Resin 

As the engine should work as close to detonation as posible, spark plug should have its heat rating set acordingly. But i think its imposible on this type of engine :D.

These toy engines are really not built for this level of perfection. But you're spot on in my opinion.

Knock knock LOL

I was also going to mention that the air/fuel ratio for the different fuels is probably all wrong, but you’re spot on, there is a lot involved in properly tuning an engine.

My money is on pre-detonation it's seems the timing is too advanced.

I second this

U need to have a load in the generator, if not, it will not have a load, i'll just spin the generator free, u need a led o some shit to power too

Adding a load to the engine also could potentially also solve the Skipping of Power Strokes. As mentioned by Bully Maguire, the generator does need an Electric load connected to it, however a Resistor would do pretty nice

@@jonnyboy5019 yas

​@@LordCogordo That's why I said to attach a multimeter, they have a very high resistance, usually 1 megaohm.

Thats just what i was thinking

And also the viscosity of the fuel changes how much flows through the carburetor for the same needle adjustment

jets have nothing to do with octane. also this engine has a carb, literally all that needed to be done was adjust the air/fuel ratio, any regular sized carb has 2 adjustment screws on the sides to do this... however a carb as tiny as this one idk what it has to adjust air and fuel ratios.

@@MRmessyRoomedPerson running higher octane in engines that use carbs tends to make the mixture slightly more lean. all that is needed is to adjust the fuel/air ratio with the adjustment screws on the outside of the carb. viscosity isnt an issue in a 4 stroke engine, only 2 strokes since a 2 stroke engine runs on a mixture of fuel and oil, that's when needle adjustments need to be made as well as changing jets... since it's a 4 stroke that never has oil in the fuel, you dont need to worry about viscosity. in this case, running higher octanes will result in running just slightly more lean, adjust the air and fuel screws.. hence why the only thing he noticed changing was the rpm, when you adjust the screws on the sides of any carb while the engine is running you will change the idle rpm.

@@07Hawkeye On carbies designed for cars, basically the carb needs to be rebuilt to run methanol or nitro because the volume flow rate required for the same air flow is so different that any screw adjusters on the carb won't get you there. No idea about the little carb on this thing though.

Congratulation! You just won a 3D Printer! Send me your info (Name, Address, Zip Code, Phone Number) to integza@gmail.com.

@@integza done the email start with fole***

I also needed 3d printer

Tomatoes are indeed disgusting. I have a ton growing but I’m still never gonna eat them.

@@integza compression is different for each fuel hence different strokes yes?

Hi dapz

I've been wanting to do this for years

Sterling engine

​@@suspense_comix3237 It's not a stirling engine, stirling engines use a temperature difference to expand and contract gas that is completely enclosed within the system. what im thinking is more in line with a steam engine

@@dapz Yes, but an engine that runs off of dry ice is still going to run on a the expansion of the co2 gas generated by a temperature difference created by the -70C of dry ice and the ambient temperature. But yes, a stirling engine’s working fluid is enclosed within the system unlike what a usual steam engine is.

the carb used on this engine is the same that's used on model airplane engine. the spray bar setup is actually very simple and works. these model carbs don't have jets like the carb you would find on a car engine. i would a bigger fuel tank would also help and some minor tuning of the mixture needles

That carb is basically 2 straws with a throttle body there’s no tuning it

I have a transparent engine that runs on Colorado Kool aid 🙂

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yes and also even with a head gasket it appears the melting Resin is creating a lack of Straight Deck to even get any clamping seal on. that is also an consideration to take as well

Same

The timing belt controls the timing of the valves, it's the sensor on the cam and/or crank that controls ignition timing

The sensor on the crankshaft is the info for when to fire spark plug. The spark has to fire at the appropriate time before the piston hits top dead center(closer to tdc at low rpm and earlier at higher rpm) Tho you can get the same info from the cam sensor it is much better to get it from the source. The cam sensor is really only used for fuel injection timing. No point injecting gas if the intake valve isn’t open.

@@wyattnuffer80 This is correct.

@@nictanium While both you and Wyatt Nuffer are correct, this engine uses a magneto to generate the spark (no battery required). That doesn't mean it's not a timing issue, but the engine may not have a way to adjust the position of the magnet or coil to adjust the timing.

AYYYYYYYYYYYYY thats what i said

And i see some fuel leaking to crankshaft from the cylinder

Yeah I agree, I think it's the AFR's - Integza should look up fuel Lambda's / AFR's for the different fuels - there's a lot of tuning videos around this for actual vehicles. I'm assuming you're running too rich for the ones that fizzle out and then was running too lean for the one that revved higher. Perhaps tweak the quantity of air that works it's way into the engine (you'd probably do this by changing the carb jets but not sure that can be done with that model).

How would a stoichiometric mixture run?

I was thinking that the issue might be an inadequate air intake or poor expulsion of exhaust.

came here to suggest this, its definitely got to be something up with the air fuel ratio... there are lots of other videos where he has had issues do to air fuel as well

Skipping power strokes is likely due to no load lean conditions - enough accumulation of unburned fuel on the "dead" strokes will eventually make one good puff. If he has enough compression and was running under load it probably would be predetonating depending on ignition advance.

Exactly what I was thinking. The timing of the spark and duration of the burn might not be well suited for the design of the engine, causing it not to scavenge well, causing a bad intake stroke following good power strokes.

Make? Thats awesome! Out of what meterials?

If the flow of air and gaz is bad it will stop right away .. the problem here is not in the mixture but in the ignition u can’t see spark .. if the mixture was bad that doesn’t explain why we dont see spark

@@allen4335 You won't see the spark. All engines will run on a considerably wide A/F ratio. You can smell it when they're running rich and generally you'll see black soot from the exhaust. (in petrol engines) If the A/F ratio is too lean, you'll see engine and exhaust temps rise (dramatically, as in they will melt the cylinder head at the exhaust valve in extreme lean conditions) you'll get detonation (knock) and in the case of these small engines that use the fuel to lubricate the cylinder, they will run out of lubrication and wear the cylinder to the point of no compression within ten minutes. So no, they won't stop right away, they can run rich or lean, and if they are, it can have diabolical ramifications. If anything, because of flame front temperatures and flame propagation speeds of the three fuels in question, it explains why the high percentage nitro methanol fuel fired more reliably than the other two fuels.

Could it also be leaky valves? perhaps some air is being pushed out during the compression cycle (either through exhaust or air inlet valve). Also I don't know much about these sorts of things, but it looks like the intake valve isn't opening very much at all on the intake stroke. Maybe adjusting the cams, or perhaps adding a shim on top of the valve so it gets pushed further?

@@DjoXey I did notice that. That would be the second thing I would go after, only because it did the same thing more or less on multiple cylinders. Definite possibility though.

If it ran Very rich the smoke would be a darker color

The motor has electronic ignition so unless it was a super high compression I wouldn't suspect there to be an issue with pre-ignition. Maybe double check with a micrometer the length of the cylinder maybe even sand it down a bit to gain some compression

Not to take away from what you said or be rude in any way but I don't suspect this four-stroke has the same type of compression that maybe a nitro 2-stroke motor would have

Timing as nothing to do with octane rating. Gasoline will brun at the same rate whatever the octane rating. The maximum timing that engine can take is only relavent to the engine itself and combustion chamber design. If an engine can make more power with more timing on an higher octane fuel it's simply that you havent reached the maximum of the engine yet. Let's say max timing of 36deg is acheived with 91oct, 116oct race fuel wont make more power, it will be the exact same. If you cant reach max timing we "said" octane fuel well its another storry. This as been proven on an engine dyno by Engine Master on Motortrend

I think only the most advanced ICEs (like F1) use dynamic compression

@@ebonfortress no, Dynamic compression occurs in almost EVERY combustion engine due to intake and exaust duration overlap. When going up on the compression stroke, your valves may still be open. This means you're not actually compressing anything in the combustion chamber. So if you were to measure your compression based off bottom dead center to top dead center, you would not be making up for the compression lost due to valves being open. Dynamic compression ratio understands this, and makes up for it. Dynamic compression ratio is only measured from when all valves in the head are absolutely closed during the compression stroke.

@@sethh8892 Thanks. Just read that actual operation of ICE is somewhat more complicated than a simplified model we all know. What really surprised me is that both intake and exhaust valves could be open at the same time and it actually improves performance

@@sethh8892 As far as I understand intake/exhaust overlap is kinda different. You want to have as large stroke as possible during expansion to utilise as much combustion energy as possible but you can't have say 20 to 1 compression ratio on compression stroke because of knock. So you keep intake valve open to keep the "real" compression ratio to say 10 to 1.

@@ebonfortress yes, thats called dynamic compression. Its the actual copression the engine experiences. If you only measured from bdc to tdc you would get static compression.

i agree

Yeah watching stuff on PFI when Brett goes and checks out Top fuel dragsters they talked about how the sparking timing and everything else changes with the fuel

Thats an amazing idea!

the problem is that he can't. Look closer, at the valve he uses to control the engine. That's the carburator bellow it. He can only control throttle, not air-fuel mixture.

He has done this

Yes he did this already

this was also my thought. You can't simply change the fuel without tuning the whole engine cycle (compression ratio, ignition timing, air-fuel ratio, etc.) fitting to the fuel.

I suggested the same as the main issue - too much exhaust gases at misfire cycles, and also that adding some turbo could partly sort it.

U ARE A GENIUS

That is a brilliant idea. I kind of do something similar here at my house. Out in my workshop that is attached to the house I have a woodstove. I have a copper coil and a one-way valve running through the bottom grate of the fireplace which Heats a 50 gallon barrel of water over time. Then I can pump that hot water through a radiator in the house and blow a fan over it which keeps the house fairly warm. Mind you it is only a tiny house with one main room a bedroom and a bathroom but it still works pretty darn good. In the summertime it also works pretty well in reverse. The water is sitting out in the barrel gets down to 60° or so at night. Then I can pump it through the radiator and it serves as kind of a air conditioner in the summertime.

Pretty cool that something similar is already in use. And cool to hear about your radiator setup, good use of the woodstove. I think an additional way to use the steam produced could be to power implements. Think an excavator for example. The engine itself could run the tracks and what not, but the steam could be used for hydraulics perhaps.

a stirling would be better.

This^

@@kese5593 maybe you are correct. I got it the other way arroun, nevertheless, the rationale is the same… ajust the f..ing mixture.😀😀😀👍

Same here, some pin this comment up!

Yes, with a clear exhaust👍

It's called Speeduino :)

Congratulations, you just reinvented the engine computer. And that would be an awesome thing to do with maybe auto tune depending on the fuel and the engine.

@@mylittleparody2277 Oh man, you'd need oxygen and knock sensors then. :D

transparent piston? i think you meant a transparent cylinder

stoichiometric is the most efficient burn of a fuel, but not for getting the most power. not that it matters much on a tiny engine for the purposes of this video, however that thing was running extremely rich, you could see fuel down the cylinder walls. so anything learner would be better.

@Blake Belladonna I don’t think stoich would be a great idea for this engine. A lot of engines (from jet engines to rocket engines, to Internal combustion engines) don’t run at a perfect stoichiometric ratio because, while it may generate the most power, its also going to generate the most heat. In ICE’s, you don’t want that because a lot of the internal parts will start to lose structural strength, and would eventually just fail at those temps. In this case, where you don’t even have the benefits of an iron/aluminium block to act like a big ol’ heat sink with coolant passages through the hottest areas, you’d just melt the resin “cylinder”, then the aluminium components, then the brass components.

Dylan is correct. Most cars will only shoot for 13.7-1 which is stoich at idle and at a constant cruise. When accelerating they can sometimes go as low as 10.5-1 to prevent damage to the engine from heat, pre-dentonation/ pinging, etc. And in some situations newer cars will push beyond stoich to 14 or even 15-1 at a cruise to further increase fuel economy. This causes the engine to stutter slightly but is not noticeable with an automatic transmission with a torque converter as a buffer.

stoichiometricis kinda the best of all worlds. Lots of power, runs cleanish, and won’t destroy itself. Lean burns hot and can melt pistons and valves etc. rich will never burn out the engine but runs dirty and will eventually stop because of that. It is best to run stoichiometric to slightly rich. The most important thing that will effect things is that different fuels can have very drastically different stoichiometric ratios. stoichiometric Air/fuel for gas is about14.7/1.0. (14.7 grams of air with 1 gram of fuel. stoichiometric air/fuel for nitro methane is about2.1/1.0 (2.1 grams air with 1 gram of nitro methane) If it’s a carb designed to run gasoline it may be too lean for use with nitro methane. As an example if the cylinder held 14.7 grams of air it would need 1 gram of gasoline for stoichiometric combustion or approximately 7 grams of nitro methane for stoichiometric combustion. Too rich or too lean can cause no combustion and a carb designed for gas may be too lean for reliable nitro methane combustion. As the exchange is not 100% it may take 2 or 3 cycles to build up enough nitro methane to actually combust.

Most engines do try to run perfect stoichiometric ratio as consistently as is possible. It creates the most power reasonable available and runs fairly clean as well. But that’s not why they do it. They do it mostly for emissions reasons, this is especially true for automobiles. All automakers have to meet certain emission levels and as they are judged by the entire fleet of vehicles they make even going slightly over set levels by not being stoichiometric can lead to billions of dollars in fines from government. Running rich produces more hydrocarbon pollution(ever seen a diesel pickup truck “rolling coal”, running lean makes combustion hotter and leads to the formation of nitrous oxides( that causes acid rain). Various vehicle manufacturers have tried various ways of idling the engine lean to save fuel but because at idle there is less air entering the engine (less volume of combustion lowers combustion temperature) so the increase of temperature by running lean doesn’t raise the temperature to that required to create nitrous oxides. It’s only in pretty extreme conditions that engineers try to run combustion outside the best stoichiometric ratio they can achieve. Example top fuel dragsters, run as rich as you can to get most power and cooling from nitro methane without hydrolocking the engine. Another extreme example would be the Saturns F1 rocket engine. They run( lol they haven’t run a Saturn F1 rocket engine in many decades, should have said ran not run) pure fuel around the outside of the injector assembly to stop combustion from happening against the inside surface of the rocket nozzle so it doesn’t melt. Every where else on the injector assembly is set to run perfect stoichiometric ratio mostly for power but also a little for it to run clean. In short other than a few extreme examples any engineer that has to pick an air fuel ratio will pick the perfect stoichiometric air fuel ratio(at least as perfect as the technology he has available can achieve)

ignore the bot above

Yep, pretty sure that this is exactly why the "better" fuels performed worse.

Take a look at Warped Perception's videos

That would honestly be really cool

Not sure if resin would withstand diesel pressures for long. Then again, RUDs never stopped Integza, luckily for us :D

Smarter every day did a really good video about that

smarter everyday has already covered this in amazing detail

Yo, check out the channel Warped Perception. He did a rotary with a clear faceplate, and some other interesting stuff.

Misfiring is a sign of either a very bad engine-design or too high compression rate for the fuel. Higher octane means it is stable under higher compression, which in turn yields higher power/efficiency.

That's what I noticed too when he pointed out the inconsistent firing. If the coil is grounded to the block (lower part of engine) then the spark plug isn't getting a constant grounding thru the new plastic cylinder.

I was thinking the same thing!

Faster burn always increases efficiency, but you have to put enough fuel into it. It’s simply running way to lean on nitro, without cranking up the carburetor

Damn boi

@Don't Read My Profile Photo Get an original idea. It was clever, when someone else did it.

that is not at all the reason why they reduce fuel consumption. You should look at power output if you compare the two, not speed. because both speed and torque matter for an engine performance (speed x torque = power) if you look at power, in theory they use just as much fuel, because theoretically power is a function of how much fuel you burned, if you burn twice as slow, you need to burn twice as much to get the same power. A 2 stroke engine at the same speed as a 4 stroke has theoretically double the torque. Practically the problem with 2 strokes is that they don't clear out the chambers properly, and they also burn oil together with the fuel, making them inefficient in comparison. Als you can't compare those two engines the way you do, since they are build with different dimensions, weight, volume etc. Many factors contribute to their difference in performance, not just 2 or 4 stroke.

@@DrTheRich Well, we are comparing Air Engines to Gas Engines because they are similar in this case.

@@suspense_comix3237 No i mean you can't compare Axel Daytons airengine to Tom Stantons airengine by just saying one runs shorter than the other. There is many factors that change the runtime and speed. Not just whether it's 2 or 4 stroke.