Introduction
Started by Gary Hammond · · 32 posts · last reply 4 November 2013
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#1 ·
Hi all,
My name is Gary Hammond and I live in Macomb, IL. I've been working with IC engines since my grade school days and am now 70 years old! My formal education took me through college with a BS in Agricltural Mechanization. Then I enlisted in the Air National Guard and attended Aircraft Maintenance Officer school after which I was employed full time as Assistant Chief of Aircraft Maintance in my local ANG unit. It was during this time that I applied for, and later received, U.S. patent #3,672,172 entitled "Simplified Supercharged Internal Combustion Engine With Emissions Control".
After that, I started my own retail business selling portable buildings and after a couple of years added several outdoor power equipment dealerships to my business. I have lots of experience with a large variety of engines in a large variety of applications. Then in 1994 I went to work for Caterpillar as a lathe operator and then as a research machinist at their "Tech Center" where I became involved in several inovative new engine technologies. I retired from Cat the end of 2005 and now only work in my own shop doing mostly custom machining, welding, fabricating, prototyping, and also experimenting with electro-mechanical devices. I also have a Bradley GT kit car that I have modified and personalized that requires some of my time.
I have several ideas for engines that I haven't had a chance to explore due to time and money constraints, but would be willing to share in an open forum like this with other like minded people.
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#2 ·
More photos
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#3 ·
And even more photos -
#4 ·
Hello Gary,
My name is Dane... Like you I started early thanks to my dad and uncle. I was the youngest in my state to hold 4 ASE certs by 17 yrs old. That quick start tought me a lot but shortly ended due to physical issues. I was forced to give it up professionally after only 7 yrs. I have since then been able to toy and experiment a little. I have what I think are some sold ideas for fuel induction and injection systems as well as improvements and a theoretical redesign of the breaking system. Many other ideas that I have no idea if they are possible.
I joined this forum interested mainly in the Bedini monopole. I hope I can contribute to this as well. I have dug up a lot of good info on fuel additives and some other interesting info that will be worth sharing.
I love your car.... Is the engine based on a Porsche or Subaru block?
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#5 ·
Hi Dane,
Thanks for the response, The car is basically a modified 1967 VW chassis with a modified air cooled VW engine and Bradley GT body kit. I built the engine from mostly after market parts, and made some parts for it in my shop. It has a counterweighted crank, reground camshaft, 9 to 1 compression, heavy duty valve train, dry sump oiling, batch fired fuel injection, MSD ignition box and coil, lightened flywheel, heavy duty clutch, custom made exhaust, hand balanced piston and rod assemblies, 88mm pistons, and 69mm stroke. I built it for reliability as well as more power.
It started out as a test bed for my patented internally supercharged engine. Everything worked as planned on that prototype except for the air/oil separator. I was never able to get the entrained oil removed from the air stream, so I tore it down to make several modifications and discovered it was about ready to blow!
It had starved for oil too many times. 
At that point, I built up the present engine and decided to just enjoy the fun little car. I never have gotten back to the prototype engine, but I did get a two-cycle engine modified and running according to my patent. It works well! -
#6 ·
That is awesome Im sure its a quick, sweet little ride. I look forward to future conversations and learning from your experience. I am in the middle of moving and trying to get all the parts for my first monopole build. My automotive projects have been on hold for a while due to lack of funds. -
#7 ·
Hi Gary, Nice Ride!
She must sound wonderful; any sweet popping on downshifts
looks like you had quite a bit of tigging to do on the exhaust build...? Oops sorry missed introductions. My name is Donato but friends call me Danny.
I'm both a fan of bikes and cars hence my call-sign 888spo. I'm currently finalizing a project as well, on and off for the better part of 5years. Its an older 308 that had lots of internal issues but luckily the skin was in decent shape so carried it along as a long-term project... time and money. Nowhere near your level of complexity... mainly engine, suspension, braking, cooling rebuilds. Kept those parts as close to original as possible. Was trying to limit the improvements to non-visible changes; pistons, valves, flywheel. Machined out new fuel delivery system for the electronic upgrades and the assortment of new sensors for the new ECU. The car tips the scale at around 2600lbs and delivers 260RWHP. Not the quickest but damm fun to drive I do regret not building a new intake and dropping in DCNF's. the electronics are nice, but i would have gone mechanical in hindsight... will drop some pics in the coming days.
I too like Dane jumped on this forum for the amazing machines Bedini has built over the years. Built a few successfully and and couple more i'm trying to get the kinks out of
just wish i had more time on my hands to dabble and learn.
Enjoyed your pics and reading your story.
Tk. Care D./ -
#8 ·
Hi Danny,
Thanks. The first exhaust I had on the current engine popped some on deceleration which I didn't like, so I changed to a different design which just gives a nice sounding down rack. It was a little to loud on both acceleration and deceleration, so I added more baffling and heat wrapped it as shown in the last photo. It sounds pretty good now, especially between 3000 and 6000 RPM!888spo wrote:
Hi Gary, Nice Ride!
She must sound wonderful; any sweet popping on downshifts looks like you had quite a bit of tigging to do on the exhaust build...?
And yes, I did quite a bit of tigging on both the prototype exhaust and intake (shown in the first post), and also the exhaust shown in the last post.
The 308 you're working on .........is that a Dino Ferrari?
My ride weighs around 1600lbs, and I estimate puts out around 100HP at the flywheel in its current configuration.
I too joined this forum because of the Bedini monopole I've been experimenting with. -
#9 ·
I am not at all surprised that us gear heads are drawn to Bendini's tech. As I understand it John Bedini is a bit of a gear head himself. -
#10 ·
Hi Gary, did you gain any mid-range by adding the baffles, I'm kinda impartial to the popping, those one-off pops that sound more like un-synchronized back-fire i can live without, but dropping it into 2nd from 7000rpm while coming around a bend and listening to the exhaust notes, well let me just say i'll leave my fuel mapping just the way it is Its pretty cool when some guy pulls up next to me to let me know how he enjoyed the music and the fire display
its a 83 / 308. next series after the Dino, originally had the Bosch mechanical fuel injection setup. I stepped it up to a fully digital system, but like i said yesterday i would go backwards to the carbs from a Dino in a heartbeat. Problem is i would need to fabricate a new intake, sounds like a winter project or in my case probably winter, spring and part of summer...
Dane, Gary have you experimented with HHO?
D./ -
#11 ·
The local technical college I was a part time teacher I guess youd call it bought one of the diy setups online. We installed it on a 88 buick 3.8. I dont have the info in front of me... We put something like 80 miles on the car for before\after tests. The car surprisingly ran a lot worse with this particular HHO setup. Im my opinion a lot of it had to due with the kit we used I will try to dig that info up later today and give you specifics on what kit we used and the results.888spo wrote:
Dane, Gary have you experimented with HHO?
D./
The hho gas seemed to reak havoc withe the map sensor. I have a lot info on hho setups and do plan to build my own to test on both older cars and computer controlled vehicles. The set up would have worked better if I was able to modify the map sensor and computer prom. The owner of the car was unwilling to take it that far. -
#12 ·
Ok I was able to dig up some info on the test we ran. The system came from water4gas.com. To correct my above statment it confused the O2 sensor readings not the MAP sensor. I wanted to try and play with the map sensor to compensate. The end results the car dropped 2mpg. I believe this to be because of the inefficiency of our setup. There seemed to be to much moisture flowing with the hho gas. To me it proved the concept. There was a gas flowing from the device that the engine would burn. I will not ever buy the setups advertised but I will eventually build my own setup. At some point this weekend I have some good info on hho that I will upload to share. -
#13 ·
Hi all!
My name is Alex, i always was interested in kind of weird science.
My origin country is Ukraine, but since professional opportunities are much better in west Europe, i travel with my whole family to Germany.
I started to "work" on SSG since my german school (during my preparation for general qualification for university entrance ) , that was parallel to my apprenticeship for IT specialist.
Currently i am student at the University and "working" for getting the B.A. in Computer Science.
Here is my youtube channel:
I strongly believe ,that time invested in research and development for SSG will pay off, because our current economic crisis will not go off so easily.
Anyway i am very happy that SSG group getting better communication platform
Almost forgotten, due to my language skills sometimes i "work" with peoples from soviet union to give them the understanding about SSG. -
#14 ·
Hi Dane,
Sounds similar to the EFIE device that George Wiseman sells, I bought two a few yrs. soldered it them up and hooked it up to my O2 sensors the HHO cell i built was pretty crude it produced in and around 2lpm of ho gas. The problem i kept on having was the plates would constantly produce a brown particulars eventually shorting my cell and blowing fuses. Folks told me it was the way i cleaned/conditioned my plates... when it was working optimally i was recording between 15-25% savings on my Land Cruiser, but lots of up keep with cleaning water... haven't gone back to it since. Was just wondering if anyone else on these forums is experimenting with it and getting good results and maybe using different plate material.
Tks. for looking/ -
#15 ·
Hello,
I see that Ron Hatton, of Gadgetman Groove was at this year's Bedini/Lindemann conference. I had Ron work his magic on my 2010 Toyota Prius about a year ago. He knew that my interest was more for power than milage so he grooved my throttle body accordingly. I must say that my Prius runs like it has a nice V-6 under the hood instead of the wind-up motor it came with. My gas milage goes up if I don't use the power (I've had it a s high as 67 MPG, but my normal is around 43), but then I'm always juicing the gas for more go. To help the car keep up with the added power I put on a set of Bridgestone Potenza RE960 Pole Position tires. They are a lot of fun! Did anyone else get a chance to have Ron work on their car at the conference?
Cheers,
Karl -
#16 ·
Hi Karl,
Prius muscle car, who would have thought Sounds like your getting more low end torque? I didn't attend the conference but am curious about any sensor mods the groove needs to work properly. Outside of the TB groove did any sensor mods take place?
Enjoy your Prius Ver. 2.0
D./ -
#17 ·
Hi 888spo,
I did not make any sensor changes for the Groove...per se. There are two other small changes I did. I did some air intake blocking in the air filter box. This means that I used some corrugated cardboard pieces which covered over about 40% of the pre-filter side of the air filter. The cardboard is actually two pieces; each piece goes completely across the filter from side-to-side and then down the side edges for stability ( I hope that makes sense!). Imagine the air filter surface separated into three equal sections, the cardboard covers the top and bottom section so the air can flow through the central section. The other item I did is a bit left of center, ahem. Ah, now I don't recommend this, of course, but I by-passed the PCV valve to allow the Groove to work more smoothly and accurately. I am looking to boost the power even more as long as my mileage doesn't go below 40 mpg. The better tires is an absolute must! All the juice needs to be controlled in the turns. My previous car was a Saab 93 turbo, which I really enjoyed. But I like my Prius even more!
Cheers,
Karl -
#18 ·
you folks might want to have a look at the gadgetman groove modification for your throttlebody. Quite a few people are seeing quite interesting results from that groove. I'm more of a motorcycle guy where we don't find butterfly valves on the intake (at least not mine) but if you do have one, it may be interesting to familiarize yourself with it.
No I don't know him myself or have stockshares of his company but I do understand what this little groove is about. Reduce Emissions with the Gadgetman Groove -
#19 ·
Hi Gary,Your photos are very interesting. How does drawing the intake air through the crank case work? Interesting to say the least. thanks,ken -
#20 ·
Hi Ken,
Thanks.
The crankcase has one way inlet valves and one way outlet valves to pump a full cylinder volume of air every revolution into a common reservior. In a four cycle engine the intake into the combustion side of the cylinder occurs only every other revolution. So the underside of the piston is really pumping two cylinder volumes of air into the combustion chamber on each intake event. This translates into a positive displacement, internally supercharged engine with the crankcase becoming the supercharger. No external drive or exhaust back pressure is involved. All the power robbed from the back side of the piston goes directly into compressing the charge with no further losses!
Other benefits include the capture and reuse of piston blowby, and preheating of the intake charge for better fuel vaporization. Everthing worked as planned in my prototype engine, except for the air/oil separator I made. I ran out of time and money before I was able to come up with an effective separator that didn't produce excessive restriction to the air flow. I have several ideas on how to overcome this obstacle, and other people in other countries, have also come up with effective separators in similar engine designs.
I also have some other "radical" ideas that could be incorporated into this design to make the separator unnecessary! -
#21 ·
Gary, did you actually get boost into the intake manifold? how much? Thanks,ken -
#22 ·
My 1934 Truck
@ All,
Yes I build hotrods I will post some pictures of some of the cars I have done.
I did not think anybody was interested in building engines here but that is what I do in my spare time, is hotrods. Picture of the little truck I put together building a L88 427 iron head. Now running a Tunnel Ram with two 650 Holley Carbs about 650Hp truck weight less then 2000 pounds a real nasty ride. Great to have a section for that here.
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#23 ·
Hi Ken,
Yes, it made about 2 or 3 psi boost in the manifold. But it would only run a few minutes untill all the oil was in the separator instead of the oil sump! NOT GOOD!ken freeman wrote:
Gary, did you actually get boost into the intake manifold? how much? Thanks,ken
As a result, I was never able to drive it that way. 
Theoretically, this idea would produce 14.7 psi boost if it had an infinite compression ratio in the crankcase and there were no pumping losses. Mayby a little more due to the heat of compression. Of course in the real world a well designed, from the ground up, engine would probably only attain a 5 or 6 psi boost which would still give a good power increase. And a proper redesign of the lube system and oil separator would solve the oil entrainment problem. As would never allowing the oil to mix with the air in the first place by using a sealed lubrication system.
Another neat little trick would be to install automatic intake valves in the piston top with only cam operated exhaust valves in the head. This would be a uniflow design with high breathing capacity, internal cooling, and better heat managment in the engine.
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#24 ·
Hi Gary,
I'm Will from Australia. I just read your post, about having problems separating the oil from the air stream. A few years ago, I was asked by a local businessman, who turned out to be a conman, to assess some air conditioning technology. The company name is Earth to Air Systems (in TN) and they had designed a Deep Well Direct Exchange air conditioning system, that apparently approaches a COP of around 8 and I don't think that was using an inverter, just an old style, three phase, on/off compressor. One of the key innovations, was the ability to separate the oil from the refrigerant. I believe that it's a separately patented product. Randy Wiggs was the owner of the company and I suppose the patent. He was a real nice guy too.
I thought that there might be some synergy there, if you ever decided to rebuild your motor. -
#25 ·
I've also used the Gadgetman Groove on my 2000 WJ Jeep 4.7L V8 and had great results so far. I'm now seeing highway mileage when running around town, 12L/100kms (19.6MPG).
I've just grooved my '06 Prius too. No improvement initially, but I'm now seeing improvements. It takes some time to notice changes with the Prius, because of the hybrid drive, you can have wildly varying, short term results.