Analysis and Proposed Optimisation of Velozeta Engines

Design analysis and Comparison against Performance Characteristics of Four Stroke Engines

Srivatsan Sampath

S Joseph Ashwin

Department of Mechanical Engineering

Amrita School of Engineering
Coimbatore, India
srivatsan93.sampath@gmail.com

Department of Mechanical Engineering

Amrita School of Engineering
Coimbatore, India
sashwin10@yahoo.com

Abstract. The search for an engine cycle with high efficiency,

less pollution and comparable power output to a conventional
four stroke engine has led to reconsideration of the four stroke
Otto cycle. A simple heat balance test on the engine can show
that only about 25 percent of the heat input is converted into
brake power output and the rest is lost through various means
like cooling water, exhaust gases and unaccounted losses. Thus
the need arose for the development of a system that would tap
the heat lost through radiation to the atmosphere. This gave
rise to the design of an innovative combustion engine that ran
six strokes instead of the conventional four. This new breed of
engines is called the Six Stroke Engine. In the course of this
paper we will discuss the Velozeta six stroke engines. We will
discuss the modifications made on the design of a four stroke
gasoline engine with a Honda engine prototype. The working of
the model followed by comparison of results of load test and
emission test between the four stroke and the six stroke engine
are also discussed following which the advantages of the six
stroke engine are discussed. The low starting torque of the six
stroke engine is a disadvantage which we look to overcome
with our proposed idea.

I.

INTRODUCTION AND HISTORY

The six stroke engine is not a new innovation. The idea,

originally proposed by Samuel Griffin [3], was also
implemented in steam engines in 1883. But the extra strokes
were not used for extracting more energy in Internal
Combustion engines until recently. In 2004, a race car
mechanic in the US named Bruce Crower [2] came up with
the idea of injecting water into the cylinder at the end of the
fourth stroke thus generating a second power stroke from
the resulting steam. This engine is called Bruce Crowers six
stroke Engine. Bajulaz S.A[3]- an automotive company based
in Geneva, Switzerland, proposed another idea in January
2007[4]. This time, air was used instead of water for the
second power stroke. They also shifted the combustion from
inside the cylinder to a combustion chamber located on the
head of the upper part of the cylinder, and tapped the heat
from this chamber. They called this the Bajulaz six stroke
engine. Another type of six stroke engine, the Velozeta
engine[7] was proposed by a group of undergraduate
engineering students from College of Engineering
Trivandrum, as a part of their B.Tech project [1]. This Engine,

similar to the Bajulaz engine, uses air to extract power from

the extra two strokes. Now, we discuss the Velozeta engine
in detail.
II.

METHODOLOGY

The study involved two independent analytical processes.

Firstly, experimental data pertaining to the Honda engine
were collected and analyzed. Secondly, modifications were
made in the same engine and data generated in accordance
with dynamometer test were analyzed. Also the results of the
emission tests were calculated. This enabled an assessment
of the superiority of the six stroke engine over the four stroke
engine in terms of the specific fuel consumption and
emissions involved.
A. Working Principle
The Velozeta engines first four strokes are essentially the
same as any conventional four stroke Otto cycle engine. In
the fifth stroke, preheated air is injected into the engine.
This air upon absorption of heat from the cylinder walls
expands creating a second power stroke [9]. This heated air is
now expelled in the sixth stroke. The six strokes of the
Velozeta engine are hereby explained in detail.
Stroke 1, Suction Stroke: IVO occurs at 0 degrees
and air fuel mixture is sucked into the cylinder.
This atomized mixture of air and fuel is sprayed via
inlet valve (6). The piston moves from TDC to
BDC.IVC occurs at 25 degrees after BDC.
Stroke 2, Compression stroke: The injected charge
is now compressed. The compression ratio of the
modified engine is same as that of the original four
stroke Honda engine - 9:1. The piston moves from
BDC to TDC.
Stroke 3, Power stroke: the compressed charge
inside the combustion chamber is subjected to a
spark from a spark plug. The subsequent
combustion causes the first power stroke of the
engine. The piston moves from TDC to BDC. At
the end of this stroke EVO occurs
Stroke 4, Exhaust Stroke: The exhaust gases are
expelled from the cylinder. The exhaust valve (11)
remains open at the end of the fourth stroke and the

reed valve (23) opens to remove the burned gases

from the engine cylinder.

Stroke 5, Air Power Stroke: During the fifth stroke,

the exhaust valve remains open and the reed
exhaust valve(23) closes. Fresh air from the air
filter enters the cylinder through the secondary air

Nomenclature
TDC
BDC:
IVO:
EVO:
IVC:
EVC:
T:

B.

Top Dead Centre

Bottom Dead Centre
Inlet Valve Opening
Exhaust Valve Opening
Inlet Valve Closing
Exhaust Valve Closing
Time taken for consumption of
10cc of fuel

induction line(21) provided at the exhaust

manifold. The reed inlet valve opens (22).
Stroke 6, Air Exhaust: During the sixth stroke, the
exhaust valve(11) remains open. The air sucked
into the cylinder during the fifth stroke is removed
to the atmosphere through the exhaust manifold.
The reed exhaust valve (23) opens and the reed
inlet valve closes (22).

Engine Parts modified

Camshaft and Crankshaft Sprockets
For a standard four stroke engine, the cam rotates
360 degrees for every 720 degrees of rotation of
crank shaft. Therefore the teeth ratio of sprockets is
2:1.But in the Velozeta model, the cam rotates 360
degrees for every 1080 degree rotation of
crankshaft. Therefore the ratio of sprocket teeth is
3:1.The original 34 teeth of the Honda engine
camshaft are replaced by 42 teeth and the 17 teeth
of the crankshaft are replaced by 14 teeth.

Cam Lobes
The cam whose rotations used to be divided by the 4
strokes to 90 degree per stroke is now divided by six
strokes giving 60 degree per stroke. The input valve,
as in the four stroke engine, opens for the first stroke
and remains closed for the rest of the strokes. The
exhaust remains open for the fourth, fifth and sixth
stroke. For this purpose we use a double lobed cam
for the exhaust.
Valve Timing
Just like the four stroke engine IVO takes place at 0
degrees at TDC.IVC takes place 25 degrees after
BDC. The first modification is at the EVO which is
0 degrees at BDC which was 25 degrees before BDC
in the original engine.

SFC:
TFC:
BP:
N:
P:
T

Specific Fuel Consumption

Total Fuel Consumption
Brake Power
Speed Of engine flywheel in rpm
Load exerted on brake drum in kg

Air inlet reed valve (22) is opened in the fifth stroke

and then for the sixth stroke exhaust reed valve is
opened. EVC takes place 10 degrees before TDC.

Secondary Air Induction System:

This system supplies air which then expands in the
fifth stroke. From this system, air is sucked into the
cylinder through the reed valve provided on the air
induction line. In the sixth stroke, a second reed
valve at the exhaust manifold opens which removes
the mixture of air and unburned gases.

Figure 1. Cam lobes

Figure 2. Schematic diagram of a Six Stroke Velozeta Engine:

Parts of the Six stroke Engine

Rings (1)
Inlet Manifold (2)
Cylinder Head (3)
Cam shaft (4)
Cam lobe No.1 (5)
Inlet Valve (6)
Sprocket 42Teeth (7)
Rocker Arm (8)
Head Cover (9)
Cam lobe No.3 (10)
Exhaust valve (11)
Cam lobe No.2 (12)
42Teeth Sprocket Holder (25)

Exhaust Manifold (13)

Spark Plug (14)
Cylinder (15)
Piston (16)
Connecting Rod (17)
Timing Chain (18)
Sprocket 17Teeth (19)
Crank (20)
Secondary Air Induction Unit (21)
Reed Valve (One way valve) (22)
Reed Valve (One way valve in Exhaust Manifold) (23)
Air Filter (24)
Bearing (26)

Table 1. Load test Results

N(rpm)

P(kg)

T4(s)

T6(s)

320

0
4
8
10.5
13.5
0
4
8
10.5
13.5

88
83
78
75
71
58
52
47
44
42

95
92
90
84
78
62
54
49
39
35.5

640

TFC4
(kg/hr)
0.302
0.321
0.341
0.355
0.375
0.459
0.512
0.566
0.605
0.634

TFC6
(kg/hr)
0.280
0.289
0.289
0.317
0.341
0.429
0.493
0.543
0.683
0.750

TFC
Reduction(%)
7.36
9.81
9.81
10.72
8.98
6.46
3.7
4.09
-12.81
-18.32

Figure 3. TFC vs BP and SFC vs BP at 320 rpm

Table 2. Emission test Results

ADVANTAGES
Four stroke
0.92

Six stroke
0.32

% reduction
pollution
65.2

in

Reduction in fuel consumption. A normal gasoline

engine gives an efficiency of about twenty to twenty five
percent. But the Velozeta six stroke engines give an
efficiency of about forty percent.
Reduction in pollution. There is a drastic reduction in
the emission levels of six stroke engines when compared to
their four stroke counterparts. From figure 3 the results of an
emission test showed a 65 percent reduction in emissions.
This is a remarkable jump in eco-friendliness of IC engines
Better scavenging: The heat that is normally lost to the
coolant and cooling water is garnered to give an extra power
stroke.

Lighter engine: Without the cooling system, the overall

weight of the engine.

Engine temperature control The amount of water

injected can be set such that only extra heat from combustion
chamber is carried away as steam. This makes it easy to
maintain the optimum engine temperature level for better
performance
Less thermal wear: Since the highest temperature of the
engine occurs just above the optimum operating temperature,

thermal stress induced as the engine block cools to room

temperature is lesser than the stress that normally occurs in
four stroke engines.
The six-stroke engine does not require any major basic
modification to the existing engines. All technological
experience and production methods remain almost unaltered.
An essential modification-integration of reed valve occurs in
the exhaust manifold only. So it doesnt pose a problem for
mass production in the future.
Higher overall efficiency: The six stroke engine gives
higher fuel efficiency, without any major compromise on the
brake power output.

absorbs the heat from the combustion cylinder, expands,

thereby doing boundary work and producing a power stroke.
The prime obstacle of not having a dedicated cooling
system is realized during startup of the engine. As there is
no thermostat present to restrain cooling during engine
startup, the air injected during the fifth stroke converts the
cylinder heat into moving boundary work in the expansion
stroke, and impedes the heating up of the engine quickly
after start up.
To overcome this challenge, we suggest the inclusion of a
thermostat in the reed valve present in the exhaust manifold.
This thermostat will have one end of its cylinder on the
engine. So, the injection of air into the combustion cylinder
will occur only after the optimal operating temperature of
the engine is reached, whereby the thermostat will open the
air intake valve in the intake manifold and initiate the fifth
and sixth strokes of the engine.

Our Proposed Improvisation

Conventional four stroke engines have a dedicated cooling
system complete with cooling water, cooling, fluid,
plumbing and thermostat. The thermostat is responsible for
restraining the circulation of cooling water in and around the
engine block till the engine reaches its optimum operating
temperature. When this temperature is achieved, the
thermostat opens the flow valve and allows the cooling fluid
circulation into the engine block, thus effectively initiating
the cooling process of the engine. Hereon, the engine
temperature is maintained constant throughout the working
of the engine. The quicker the engine attains operating
temperature - the better is its pickup.
The job of the thermostat is to ensure that cooling of the
engine doesnt occur before the operating temperature is
achieved. The thermostat is a device that acts as a controller
to the cooling fluid control valve. In conventional four
stroke petrol engines, the thermostat starts opening when the
cooling water reaches a temperature between 180F and
195F. It is completely open by the time the engine
temperature reaches 200 to 218F.
The thermostat has a cylinder filled with wax and this
cylinder is in contact with the engine. The melting
Temperature of this wax is almost the same as the operating
temperature of the engine. When the engine reaches its
operating temperature, this wax melts, expands, and exerts
pressure on a rod placed inside the cylinder. As the wax
expands to a greater volume, it pushes this connecting rod
outwards and thus the valve controlling the flow of coolant
fluids into the engine block is opened.
However, the six stroke Velozeta engine does not have a
dedicated cooling system. Cooling of the engine is achieved
through the fifth and sixth strokes where the injected air

Figure 4. Schematic diagram of Thermostat Used

Conclusion
The Six Stroke engine has met the economic and technical
expectations of the pro engine efficiency aficionados to
become one of the most promising technologies for
automobiles in terms of energy efficiency. From the
perspective of the energy system, it has been demonstrated
that an approximate TFC gain of 40% is feasible by utilizing
supercharged/turbocharged air expansion as a waste heat
recovery technique on an Otto cycle engine. Although a
rudimentary energy gain seems possible, the TFC, contrary
to common perception seems to be higher than four stroke
engines at higher brake powers. This is because, though the

2nd power stroke adds to the output, its value has an upper
threshold. At very high rpms frictional losses compensate
for the power obtained thus making the fifth and sixth
strokes ineffective. The engine, though cleaner and
ecofriendly has to be optimized to give a greater
performance at greater loads and speeds. Research is also
going on integrating the existing six stroke engine with
Exhaust Gas Recirculation technology thus also reusing the
heat carried away by exhaust gases.

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