What is Negative Pressure Supercharging?

Negative Pressure Supercharging is a revolutionary new clean burn HTCSI supercharging combustion process that substantially improves torque, acceleration, towing power, fuel efficiency and emissions of street engines

For more details see What is NPS about? and How It Works

Negative Pressure Supercharging does NOT use...Supercharger air pumpsTurbocharger air pumpsMechanically complex partsComputers

NOTEComputers and complex parts are NOT needed for NPS to work but they may be used to enhance it.

Negative Pressure Supercharging uses a unique combination of mechanically simple parts to supercharge and substantially improve the efficiency of engines...

• Compact high velocity Tri-Y Headers• SVT Camshaft• Hot Air Induction housing• Cold Cooling System• Special Ignition Timing

NOTEEngine runs HOT with Cold Cooling System, ONLY the coolant passages run cold.

The combination of parts used by Negative Pressure Supercharging produce several highly advanced processes that allow NPS to work...• CHVEG – Compressed High Velocity Exhaust Gas• SVT – Synchronised Valve Timing• HPDT – High Pressure Differential Turbulence• HAI – Hot Air Induction• HTCSI – Homogeneous Thermal Charge Spark Ignition combustion

Negative Pressure Supercharging is the SAME as Vacuum SuperchargingVacuum Supercharging or "heaps more suction" may be easier to understand by the average laymen, but technically the process is Negative Pressure Supercharging. This is because the pressure in the cylinder must be reduced FIRST in order to create a vacuum or suction. Therefore, the more the pressure is reduced in the cylinder, the higher the vacuum or suction, the more air is pulled into the cylinder.

Negative Pressure Supercharging can be easily applied to all engines...• Old or new• Mechanically simple or complex• Carbureted or fuel injected• Petrol, gas or diesel

What is Negative Pressure Supercharging about?

Negative Pressure Supercharging is about making mechanically simple carbureted or fuel injected street engines produce...

• More torque and horsepower from idle to 4500 rpm using low octane fuel• Faster acceleration• More towing power• More fuel economy• Lower emissions• Lower maintenance• Lower running costs

...than today's mechanically complex high rpm wonder engines.

For more details see What is NPS? and Performance Improvements

Negative Pressure Supercharging is NOT about...• making street engines rev higher to produce more peak horsepower • using supercharger air pumps to produce more peak horsepower • making street engines more mechanically complex

Negative Pressure Supercharging is NOT about making street engines rev higher to produce more peak horsepower because the drawback with high rpm engines is they...

• DO NOT produce the wide range of performance improvements produced by Negative Pressure Supercharging

• Cost more than Negative Pressure Supercharging

• Reduce driveability, towing power, fuel economy, idle quality and manifold vacuum

• Produce poor low rpm torque which produces poor low speed acceleration

• Increase emissions, maintenance and running costs

• Must use high octane fuel or expensive high octane fuel additives

• Must use many expensive and heavy duty parts to handle the higher horsepower

• Must use race parts or mechanically complex systems to produce respectable low speed acceleration such as... • 4-6 speed transmissions • 4-5:1 diff ratios • 4000-5000 rpm high stall converters • Long intake manifolds • Variable intake manifolds • Roller cams • Variable valve timing • Variable valve lift

• Must use expensive pollution control systems to reduce the much higher emissions they produce such as... • Catalytic converters • Exhaust gas recirculation • Vacuum (smog) pumps • Secondary air injection • Computers • Fuel injection

Negative Pressure Supercharging is NOT about using supercharger air pumps to produce more peak horsepower because the drawback with air pumps for street applications is they...

• DO NOT produce the wide range of performance improvements produced by Negative Pressure Supercharging

• Cost 3 times more than Negative Pressure Supercharging

• Reduce fuel economy

• Increase emissions, maintenance and running costs

• Require the engine to use high octane fuel or expensive high octane fuel additives

• Require the engine to use many expensive and heavy duty parts to handle the higher horsepower

• Require the engine to use expensive pollution control systems to reduce the much higher emissions they produce such as... • Catalytic converters • Exhaust gas recirculation • Vacuum (smog) pumps • Secondary air injection • Computers • Fuel injection

Negative Pressure Supercharging is NOT about making street engines more mechanically complex because the drawback with mechanically complex systems* is they...

• DO NOT produce the wide range of performance improvements produced by Negative Pressure Supercharging

• Cost 2 times more than Negative Pressure Supercharging

• Produce only small improvements in power, fuel economy or emissions with each system which require making engines more and more mechanically complex in order to improve their efficiency

• Require using more and more expensive computers to operate the increasing number and complexity of mechanically complex systems

• Substantially increase the already high cost of mechanically complex engines to the point that only the rich will be able to afford to buy and repair them in the near future

Performance Improvements

Negative Pressure Supercharging combines the performance advantages of 3 different engines into 1 engine...

Fast acceleration of a race car

Smooth idle, acceleration and fuel economy of a family car

Massive towing power of a truck

Negative Pressure Supercharging offers many more performance advantages... More horsepower at peak 4500 rpm than typical performance engines produce at 6000

rpm Peak torque produced FROM 1000 - 3500 rpm

2 times more torque FROM 1000 - 3500 rpm at full throttle

3 times more torque FROM 1000 - 3500 rpm at part throttle

Faster acceleration using low rpm torque instead of high rpm horsepower

Smooth idle and acceleration at part throttle whether the engine is carbureted or fuel injected

Massive towing power FROM 1000 - 3500 rpm

Less throttle needed to produce fast acceleration, cruise or tow a trailer

Extremely responsive at any throttle position

More manifold vacuum; 18-20" Hg at 500 rpm idle and 22-24" Hg at 2000 rpm cruise

30-50% more fuel economy than standard or high rpm engines

50-70% more fuel economy than engines with supercharger air pumps

Ultra low to near zero emissions

1/3 the price of conventional supercharger air pump systems

1/2 the price of high rpm engines

Same low maintenance as standard factory engines

Less wear and tear on engine parts than high rpm engines

Allows engine to use low octane fuel with no pre-ignition (pinging)

Low and smooth exhaust note with a deep thump of a big block at idle and highway speeds

Powerful growl of a race car at full throttle

Easy starting

More torque and horsepower the hotter the air induction temperature is increased from 50-121°C (122-250°F)

Improves thermal efficiency of engine by converting more combustion heat into mechanical power

Ultra fast burn prevents less combustion heat from dissipating into water passages which allows the water to run cooler

Engine and combustion run hot while only the water passages run cooler at 50°C (122°F)

Engine reaches the optimum operating temperature in half the normal time

Water coolant runs cooler at half the normal temperature of standard and high rpm engines

Water coolant runs cooler while towing in hot weather or heavy traffic

Ultra fast burn and cooler water temperature eliminates overheating

Allows carbureted engines to idle for long periods in heavy traffic and not foul the plugs

Allows carbureted engines to be driven immediately from a cold start like fuel injected engines

Allows full throttle acceleration from a cold start using a carburetor (not recommended even though possible)

Makes mechanically simple pushrod engines a lot more powerful, fuel efficient and run cleaner than today's mechanically complex multi-valve/cam engines

Can be applied to the world's 700 million existing old and new engines to make them more powerful, fuel efficient and run clean which eliminates the need for radical new engine designs

More performance per dollar than any other product or engine technology

How Negative Pressure Supercharging works compared to standard and race engines Negative Pressure Supercharging is a highly advanced 6 cycle supercharging combustion

process that produces substantially more torque and horsepower and much lower fuel consumption and emissions over a lower and wider rpm range than the old 4 cycle process used by today’s engines

Negative Pressure Supercharging   Standard and Race enginesCycle 1 Combustion Stroke - Pressure Release Cycle     Cycle 2 Exhaust Stroke - Exhaust Cycle = Cycle 1 Exhaust Stroke Cycle 3 Intake Stroke - Primary Induction Cycle     Cycle 4 Intake Stroke - Secondary Induction Cycle = Cycle 2 Intake Stroke Cycle 5 Compression Stroke - Compression Cycle = Cycle 3 Compression Stroke Cycle 6 Combustion Stroke - Pressure Drive Cycle = Cycle 4 Combustion Stroke

For more details see Operating Principles of NPS NPS 6 cycle process compared to the old 4 cycle process After 130 years of refinement the old 4 cycle process used by today’s engines produce a

lot more horsepower over a narrow high rpm range. However, they also produce poor low rpm torque, high fuel consumption and a lot more pollution. Therefore, to make the old 4 cycle process produce more torque and horsepower over a broader rpm range and reduce its high emissions and fuel consumption, today’s street engines have become a nightmare of mechanical complexity and emission controls.

The NPS 6 cycle process is a lot more efficient than the old 4 cycle process. It produces substantially more torque and horsepower and much lower fuel consumption and emissions over a lower and wider rpm range. The NPS 6 cycle process achieves this using a unique combination of mechanically simple parts and NO emission controls. This eliminates the need to make engines mechanically complex in order to improve their efficiency. What’s even more remarkable is that this new 6 cycle process is in its infant

stage of development and is currently a lot more efficient than the old 4 cycle process used by today’s engines. Therefore, given the same refinement as today’s engines the NPS 6 cycle process has the potential to improve its rpm range and the efficiency of street engines far beyond the capability of the old 4 cycle process and mechanical complexity.

NPS Cycle 1 Combustion Stroke – Pressure Release Cycle

Negative Pressure Supercharging

As the exhaust valve opens, the high pressure gas from combustion forces itself through the small and short pipes of the NPS Tri-Y header at twice the gas speed of large pipe headers used by standard and race engines. This produces a much higher vacuum in the small pipe header which pulls the exhaust gases out of the engine and reduces the pressure in the cylinder.

Standard and Race Engines

This cycle is NOT produced by standard

and race engines with large pipe

headers and conventional valve

timing.

(see next cycle)

NPS Cycle 2 Exhaust Stroke – Exhaust Cycle

Negative Pressure Supercharging

Standard Engine(Cycle 1)

Race Engine(Cycle 1)

At the end of the exhaust stroke, the lower pressure (higher vacuum) produced by the NPS Tri-Y header is trapped in the combustion chamber during the overlap period by...•Closing the exhaust valve early before TDC

•Using less overlap duration•Using less exhaust valve lift•Synchronising the above 3 valve timing events

NOTEThe above 3 valve timing events are part of a more complex valve timing process that requires synchronising 8 valve timing events in order for Negative Pressure Supercharging to work.

The larger pipe headers used by standard engines produce a slow gas speed. This does NOT produce enough vacuum to pull the gases out of the engine or reduce cylinder pressure.Therefore, at the end of the exhaust stroke the exhaust valve remains open after TDC to allow the piston to push the remaining gases out of the engine.

The much larger pipe headers used by race engines produce a slower gas speed than standard engines. This also does NOT produce enough vacuum to pull the gases out of the engine or reduce cylinder pressure.

Therefore, at the end of the exhaust stroke the exhaust valve remains open much longer after TDC than standard engines.

This allows the piston to push the remaining gases out of the engine and the momentum of the gas flow in the large pipe header to help pull the intake charge into the cylinder. However, the effect is small and works ONLY at high rpm.

NPS Cycle 3 Intake Stroke – Primary Induction Cycle

Negative Pressure Supercharging

Standard and Race Engines

This cycle is NOT produced by standard

and race engines with large pipe

At the beginning of the intake stroke, the intake valve opens early before TDC. This allows the lower pressure (higher vacuum) trapped in the combustion chamber during the overlap period to pull the intake charge into the cylinder BEFORE the piston begins the intake stroke.As a result the intake charge rapidly fills the cylinder during the EARLY part of the intake stroke.

headers and conventional valve

timing.

(see next cycle)

NPS Cycle 4 Intake Stroke – Secondary Induction Cycle

Negative Pressure Supercharging

Standard Engine(Cycle 2)

Race Engine(Cycle 2)

As the piston moves down the cylinder during the intake stroke, it further reduces the pressure (increases the vacuum) in the cylinder in addition to the lower pressure (higher vacuum) trapped in the combustion chamber during the overlap period.

As a result the higher vacuum...•Pulls a larger intake charge into the cylinder at a higher velocity during the EARLY part of the intake stroke

•Produces violent air turbulence with NO restriction to air flow

•Creates a homogenous intake charge that burns faster and cleaner

•Allows large intake ports and valves with high lift to flow a larger volume of air into the cylinder from 1000-4500 rpm than small intake ports and valves with low or high lift

As the piston moves down the cylinder during the intake stroke, it reduces the pressure (creates a vacuum) in the cylinder.This pulls the intake charge into the cylinder during the LATE part of the intake stroke.

As the piston moves down the cylinder during the intake stroke, it reduces the pressure (creates a vacuum) in the cylinder like the standard engine.This also pulls the intake charge into the cylinder during the LATE part of the intake stroke.

NPS Cycle 5 Compression Stroke – Compression Cycle

Negative Pressure Supercharging

At the end of the intake stroke, the intake valve closes early after BDC to...•Trap the larger intake charge pulled into the cylinder during the EARLY part of the intake stroke

•Prevent the larger intake charge from being forced back into the intake manifold during the compression stroke

Standard Engine(Cycle 3)

Because standard engines pull the intake charge into the cylinder during the LATE part of the intake stroke, the intake valve closes late after BDC to allow more air to fill the cylinder.

This produces more horsepower at high rpm. However, at low rpm the late closing intake valve allows the piston to force the intake charge back into the intake manifold during the compression stroke.

As a result the late closing intake valve substantially reduces low rpm torque.

Race Engine(Cycle 3)

Because race engines also pull the intake charge into the cylinder during the LATE part of the intake stroke, the intake valve closes much later after BDC to allow even more air to fill the cylinder.

This produces even more horsepower at high rpm than standard engines. However, at low rpm the much later closing intake valve allows the piston to force a lot more of the intake charge back into the intake manifold during the compression stroke.

As a result the much later closing intake valve reduces low rpm torque substantially more than standard engines.

NPS Cycle 6 Combustion Stroke – Pressure Drive Cycle

Negative Pressure Supercharging

Standard Engine(Cycle 4)

Race Engine(Cycle 4)

Negative Pressure Supercharging pulls a larger intake charge into the cylinder from 1000-4500 rpm than standard and race engines.

This allows Negative Pressure Supercharging to produce a lot more torque and horsepower over a broader rpm range.

However, the larger intake charge is more difficult to ignite the colder the air induction temperature BELOW 40°C (104°F).

Therefore, Negative Pressure Supercharging uses...•Hot Air Induction to increase the speed of combustion to just BEFORE the point of self ignition in order to increase combustion pressure

•Cold Cooling System to maintain the optimum combustion temperature and burn rate in order to increase combustion pressure and prevent the hotter and faster burn from igniting

Standard engines pull a larger intake charge into the cylinder from 4000-5500 rpm than from 1000-3500 rpm.

Therefore, standard engines produce more horsepower over a narrow high rpm range but sacrifice performance in other areas such as...•Low torque and slow acceleration from 1000-3500 rpm

•Poor towing power•High fuel consumption•High emissions

To improve poor low speed torque and acceleration, standard engines use long ram intake manifolds, variable valve timing or high stall converters. This is NOT needed with the much higher torque and faster acceleration produced by Negative Pressure Supercharging.

Also, to reduce the high emissions produced by poor combustion, standard engines

Race engines pull a much larger intake charge into the cylinder from 5500 to 7000 rpm than from 1000-5000 rpm.

Therefore, race engines produce a lot more horsepower over a narrow high rpm range but sacrifice performance in other areas such as...•NO torque and NO acceleration from 1000-5000 rpm

•NO towing power•Much higher fuel consumption

•Much higher emissionsThis is the reason race engines are NOT practical or allowed for street use.

prematurely•Special Ignition Timing to prevent the hotter and faster burn from igniting prematurely

use a lot of emission controls. This is NOT needed with the CLEAN burn HTCSI combustion produced by Negative Pressure Supercharging.

Hot Air Induction is also produced by supercharger and turbocharger air pumps A fact easily overlooked with supercharger and turbocharger air pumps is that they

generate so much heat they produce a hot intake charge. Operating Principles of Negative Pressure Supercharging Negative Pressure Supercharging is a highly advanced 6 cycle supercharging combustion

process that substantially improves the volumetric and thermal efficiency of the conventional 4-stroke* internal combustion engine

Negative Pressure SuperchargingCycle 1 Combustion Stroke - Pressure Release CycleCycle 2 Exhaust Stroke - Exhaust CycleCycle 3 Intake Stroke - Primary Induction CycleCycle 4 Intake Stroke - Secondary Induction CycleCycle 5 Compression Stroke - Compression CycleCycle 6 Combustion Stroke - Pressure Drive Cycle

 

* The conventional 4-stroke internal combustion engine is used in every vehicle produced over the last 100 years from cars, motorcycles, trucks, boats to planes and in many different sizes from 2, 4, 6, 8, 10, 12 cylinders with inline, slant, flat to V designs.

NPS Cycle 1 Combustion Stroke – Pressure Release Cycle

After combustion about 300psi of high pressure gas remains in the cylinder of a typical V8 engine before the exhaust valve opens. The Negative Pressure Supercharging process uses this high pressure gas to REDUCE the pressure (increase the vacuum) in the cylinder and pull a larger intake charge into the engine.

As the exhaust valve opens, the high pressure gas from combustion forces itself through the small and short pipes of the NPS Tri-Y header at 600 ft/sec. This is twice the gas speed of the large pipe headers used by standard and race engines shown by the broken lines.

The high velocity gas produces a much higher vacuum in the small pipe header which pulls the exhaust gases out of the engine and REDUCES the pressure (increases the vacuum) in the cylinder.

However, the high pressure gas will remain compressed

in a small pipe for only a short distance before it builds up backpressure and restricts the gas flow.

Therefore, the small pipes of the NPS Tri-Y header are very short and connect to a megaphone pipe. This allows the compressed gas in the small pipe to gradually expand into the larger section of the megaphone pipe at a high velocity BEFORE it builds up backpressure and restricts the gas flow. For more details see NPS Tri-Y Headers

NOTELower pressure (higher vacuum) is produced behind all moving objects that travel at a high speedTherefore, the faster the speed of a moving object, the lower the pressure (higher the vacuum) is behind the object. The same principle applies to the gas flow in the primary pipe of a typical header. The smaller the pipe, the faster the gas speed and therefore the lower the pressure (higher the vacuum) is behind the gas flow in the header. However, this only works if the small pipe is short and made shorter the smaller the pipe.

NPS Cycle 2 Exhaust Stroke – Exhaust Cycle

At the end of the exhaust stroke, the lower pressure (higher vacuum) produced by the NPS Tri-Y header is trapped in the combustion chamber during the overlap period by...• Closing the exhaust valve 12° earlier before TDC • Using 10° less overlap duration • Using .150" less exhaust valve lift • Synchronising the above 3 valve timing events

The lower pressure (higher vacuum) in the cylinder also helps pull the piston towards TDC during the exhaust stroke which reduces the engines pumping work.

However, the above 3 valve timing events are part of a more complex valve timing process that requires synchronising 8 valve timing events and optimising them to within 1° duration and .010" lift in order to...

• Trap the lower pressure (higher vacuum) in the cylinder at the end of the exhaust stroke by closing the exhaust valve early and using less overlap duration and exhaust valve lift

• Move the lower pressure (higher vacuum) to the intake stroke during the overlap period by synchronising the exhaust valve closing, overlap duration and exhaust valve lift events

• Trap the larger intake charge pulled into the cylinder during the early part of the intake stroke by closing the intake valve early

• Prevent the lower pressure (higher vacuum) from pulling the intake charge into the exhaust system during the overlap period

For more details see NPS Valve Timing

NOTEThe above 3 valve timing events are examples only. They are not the optimum valve timing events for each different size engine which is proprietary information.

NPS Cycle 3 Intake Stroke – Primary Induction Cycle

At the beginning of the intake stroke, the intake valve opens 5-10° earlier before TDC. This allows the lower pressure (higher vacuum) trapped in the combustion chamber during the overlap period to pull the intake charge into the cylinder BEFORE the piston begins the intake stroke.

As a result the intake charge rapidly fills the cylinder during the EARLY part of the intake stroke.

Therefore, the lower the pressure (higher the vacuum) that is trapped in the combustion chamber during the overlap period, the larger intake charge the Negative Pressure Supercharging process pulls into the cylinder during the early part of the intake stroke.

NOTEThe above valve timing event is an example only. It is not the optimum valve timing event for each different size engine which is proprietary information.

NPS Cycle 4 Intake Stroke – Secondary Induction Cycle

As the piston moves down the cylinder during the intake stroke, it further reduces the pressure (increases the vacuum) in the cylinder in addition to the lower pressure (higher vacuum) trapped in the combustion chamber during the overlap period.

As a result the much greater pressure differential between the higher atmospheric pressure outside the engine and the much lower pressure (higher vacuum) in the cylinder...• Pulls a larger intake charge into the cylinder at a higher velocity during the EARLY part of the intake stroke

• Produces violent air turbulence with NO restriction to air flow

• Creates a homogenous intake charge that burns faster and cleaner

• Allows large intake ports and valves with high lift to flow a larger volume of air into the cylinder from 1000-4500 rpm than small intake ports and valves with low or

high lift NOTE

Negative pressure below zero shown in the NPS Cycle 4 diagram is used only as an example to demonstrate the force of a vacuumWhile it’s understood that negative pressure (vacuum) can not be reduced below zero, the force of a vacuum (which is measured in air molecules per cc instead of psi) is not understood as well as the force produced by psi of positive pressure. Therefore, -15psi of negative pressure below zero is used only as an example to demonstrate that whether the same pressure differential is below or above 15psi at sea level it produces the SAME force. For more details see Negative pressure produces the SAME force as positive pressure

Negative pressure produces the SAME force as positive pressure Negative pressure (vacuum) and positive pressure (boost) produce the SAME

FORCE...the only difference is that negative pressure pulls inward and positive pressure pushes outward

While it’s understood that negative pressure (vacuum) can not be reduced below zero, the force of a vacuum is not understood as well as the force produced by positive pressure (boost). Also, there is a false perception that only 14.7psi of negative pressure (vacuum) exists between 14.7psi at sea level and zero pressure.

The fact is there’s billions of psi of negative pressure (vacuum) between 14.7psi and zero pressure but negative pressure (vacuum) is measured in air molecules per cc instead of psi. For example, the best man-made vacuums contain less than 100,000 air molecules per cc compared to about 30 billion billion (30×1018) air molecules per cc at sea level. The tremendous force produced by the best man-made vacuums is equivalent to the force produced by 440 thousand billion psi of positive pressure.

Therefore, the force of the vacuum in a typical engine can be increased a lot more than 14.7psi shown on the vacuum gauge.

However, measuring vacuum in air molecules per cc makes it difficult to compare the force of a vacuum to the same force produced by psi of positive pressure. Therefore, the example below uses psi of negative pressure to demonstrate that whether the same pressure differential is below or above 14.7psi at sea level it produces the SAME force.

For example, If the pressure outside the engine is +15psi measured at sea level then...

• Increasing the pressure outside the engine to +38psi produces a pressure differential of 23psi • Reducing the pressure inside the engine to -8psi also produces the SAME pressure differential of 23psi and therefore the SAME force as increasing the pressure above sea level

ReferenceVacuum is measured in air molecules - The Columbia Electronic Encyclopedia, Sixth Edition.

NPS Cycle 5 Compression Stroke – Compression Cycle

At the end of the intake stroke, the intake valve closes 10° earlier after BDC to...• Trap the larger intake charge pulled in the cylinder during the EARLY part of the intake stroke

• Prevent the larger intake charge from being forced back into the intake manifold during the compression stroke

The lower pressure (higher vacuum) trapped in the combustion chamber during the overlap period causes the intake charge to rapidly fill the cylinder during the EARLY part of the intake stroke. This pulls a larger intake charge into the cylinder from 1000-4500 rpm but requires the intake valve to close much earlier in order to trap the larger intake charge in the cylinder.

NOTEThe above valve timing event is an example only. It is not the optimum valve timing event for each different size engine which is proprietary information.

NPS Cycle 6 Combustion Stroke – Pressure Drive Cycle

At the beginning of the combustion stroke the larger homogenous intake charge produces substantially more combustion pressure and a faster burn from 1000-4500 rpm than standard or race engines.

This allows Negative Pressure Supercharging to produce a lot more torque and horsepower over a broader rpm range.

However, the larger intake charge is more difficult to ignite the colder the air induction temperature BELOW 40°C (104°F).

Therefore, Negative Pressure Supercharging uses...• Hot Air Induction to increase the speed of combustion to just BEFORE the point of self ignition in order to increase combustion pressure

• Cold Cooling System to maintain the optimum combustion temperature and burn rate in order to increase combustion pressure and prevent the hotter and faster burn from igniting prematurely

• Special Ignition Timing to prevent the hotter and faster burn from igniting prematurely

• Low compression and open chamber heads to prevent the hotter and faster burn from igniting prematurely

By using Hot Air Induction with the Negative Pressure Supercharging process it produces Homogenous Thermal Charge Spark Ignition (HTCSI) combustion. This produces a much faster and cleaner burn and more combustion pressure than cold air induction. The Cold Cooling System and Special Ignition Timing maintain the optimum burn rate of HTCSI combustion.

As a result Negative Pressure Supercharging and HTCSI combustion produce a lot more torque, fuel efficiency and a cleaner burn than standard engines that use cold air induction, hot cooling systems and more ignition timing. For more details see Ultra Fast Burn

Hot Air Induction is also produced by supercharger and turbocharger air pumps A fact easily overlooked with supercharger and turbocharger air pumps is that they

generate so much heat they produce a hot intake charge. This causes pre-ignition and reduces power. Therefore, intercoolers are used with air pumps to reduce the temperature of the intake charge to the optimum burn rate but the intake charge is still hotter than outside temperatures which is Hot Air Induction.

The NPS process has the opposite problem...it reduces the air induction temperature which makes the larger intake charge too cold and difficult to ignite. Therefore, heat is drawn from the exhaust headers to increase the temperature of the intake charge to the optimum burn rate. This produces an intake charge that is hotter than outside temperatures which allows the larger intake charge to burn faster and produce more power. However, because the NPS process uses a Cold Cooling System instead of an intercooler it allows using an even hotter intake charge which produces a further increase in power.

Therefore, Hot Air Induction is needed to ignite the larger intake charge produced by supercharging whether the heat is generated by supercharger air pumps or drawn from the exhaust headers by the NPS process.

NPS process uses a Cold Cooling System instead of an intercooler The NPS Cold Cooling System prevents combustion from exceeding the optimum

temperature and burn rate with the hotter and faster burn produced by Hot Air Induction. This prevents pre-ignition and allows the engine to produce more power the hotter the air induction temperature ABOVE 40°C (104°F) but ONLY if the water temperature is kept between 40-50°C (104-122°F). Because cold water is able to draw more heat from the hotter and faster burn produced by hot air induction than hot water, the cold water prevents the combustion chamber from running too hot and igniting the intake charge prematurely. Therefore, cold water is a lot more effective than hot water at maintaining the optimum combustion temperature and burn rate with the hotter intake charge. This allows the engine to run HOT with cold water and hot air induction...ONLY the water passages run cold.

Therefore, supercharger and turbocharger air pumps can also use the NPS Cold Cooling System and Ignition Timing to produce more power with Hot Air Induction than with intercoolers.

High Velocity Tri-Y Headers

NEW header design combines 5 conventional pipe designs to substantially increase vacuum and produce a supercharging effect

1. Tri-Y Header

2. Small Pipe

3. Short Pipe

4. Stepped Pipe

5. Megaphone Collector

Negative Pressure Supercharging Tri-Y header works differently to other headers and does NOT work aloneThe NPS Tri-Y header produces Compressed High Velocity Exhaust Gas by using small-short pipes and a megaphone collector. This produces a much higher vacuum than other headers and pulls a larger intake charge into the engine.

However, special valve timing is needed to trap the higher vacuum in the cylinder at the end of the exhaust stroke and move it to the intake stroke during the overlap period. Otherwise with conventional valve timing the higher vacuum produced by the NPS Tri-Y header pulls the intake charge into the exhaust system instead of into the cylinder.

Therefore, the NPS Tri-Y header works differently to other headers and does NOT work alone even though it uses a Tri-Y configuration.

Difference between NPS Tri-Y header and conventional headers

Negative Pressure SuperchargingTri-Y Header...

ConventionalTri-Y and 4-1 Headers...

Produces Compressed High Velocity Exhaust Gas (CHVEG) which produces a much higher vacuum and pulls a larger intake charge into the engine.

Produce a much lower vacuum that is able to only scavenge the exhaust gases from the cylinder.

Uses small header pipes that produce a much faster gas speed and a higher vacuum.

Use large header pipes that produce a much slower gas speed and a lower

vacuum.

Uses CHVEG in the small header pipes to increase gas flow.

Use large header pipes to increase gas flow.

Uses short header pipes and a megaphone collector to prevent the CHVEG in the small header pipes from building up backpressure and restricting gas flow.

Use a large collector after the long header pipes to prevent the long header pipes from building up backpressure and restricting gas flow.

Gradually increases the pipe diameter along the length of the header and collector to maintain a high gas velocity and prevent a sudden drop in gas speed and vacuum.

Substantially increase the pipe diameters of the header and collector which cause a sudden drop in gas speed and vacuum.

Small-short header pipe and megaphone collector design prevents the CHVEG from flowing back into the engine during the intake stroke.

Large header pipe design allows the exhaust gases to flow back into the engine and dilute the intake charge.

Does NOT work with conventional valve timing that has...• Late closing intake and exhaust valves • Excessive overlap duration • High exhaust valve lift

Work with conventional valve timing.

MUST be used with Synchronised Valve Timing (SVT) in order to...1) TRAP the higher vacuum in the cylinder at the end of

the exhaust stroke. 2) MOVE the higher vacuum to the beginning of the

intake stroke during the overlap period. 3) TRAP the larger volume of air pulled into the cylinder

by the higher vacuum during the intake stroke. 4) PREVENT the higher vacuum from pulling the intake

charge into the exhaust system during the overlap period.

DO NOT need to use special or synchronised valve timing in order to work.

NOTENPS Tri-Y header works ONLY with synchronised valve timing and special ignition timing.

NPS Tri-Y header compared to conventional headers

Negative Pressure SuperchargingTri-Y Header

ConventionalTri-Y and 4-1 Headers

Gas speed 600 ft/sec 300 ft/sec

Primary pipe diameter 1/2 the diameter 2 times larger

Header length 1/3 the length 3 times longer

Stepped pipes in 1/8" increments Full length of header No

Megaphone collector Yes No

Reduces cylinder pressure (increases vacuum)

Yes more details No more details

Produces Compressed High Velocity Exhaust Gas

Yes more details No

MUST be used with Synchronised Valve Timing

Yes more details No

Compact header Yes No

Exhaust scavenger No Yes

Produces backpressure No more details Yes

Small primary pipes restrict gas flow No more details Yes

Uses pressure wave tuning to optimise pipe length

No Yes

Allows gases to flow back into the cylinder No Yes

NPS Tri-Y header reduces cylinder pressure (increases vacuum) to pull a larger intake charge into the engine

When the exhaust valve opens after combustion the high pressure gas forces itself through the small pipes of the NPS Tri-Y header. This compresses and doubles the speed of the gas in the small pipes of the header which produces Compressed High Velocity Exhaust Gas (CHVEG).

The CHVEG produces a much lower pressure (higher vacuum) behind itself in the small pipes of the NPS Tri-Y header which reduces cylinder pressure (increases vacuum) during the exhaust stroke and pulls a larger intake charge into the engine.

The short pipes and megaphone collector of the NPS Tri-Y header allow the CHVEG to gradually expand into the larger section of the megaphone collector before the CHVEG builds up backpressure and restricts the gas flow in the small pipes of the header. This also allows a larger volume of gas to flow through the small pipes of the NPS Tri-Y header. However,

NPS Tri-Y header MUST be used with Synchronised Valve TimingTo get the higher vacuum produced by the NPS Tri-Y header to pull a larger intake charge into the engine, the higher vacuum needs to be trapped in the cylinder at the end of the exhaust stroke and moved to the intake stroke during the overlap period using Synchronised Valve Timing that uses...• Early closing intake and exhaust valves • Low overlap duration • Low exhaust valve lift

Conventional valve timing shown below does NOT allow the higher vacuum produced by the NPS Tri-Y header to pull a larger intake charge into the engine.• Late closing intake and exhaust valves • High overlap duration • High exhaust valve lift

For more details see Negative Supercharging Valve Timing

Small header pipes with a short length do NOT restrict gas flowThis is because the limited amount of high pressure gas that remains in the cylinder after combustion can be forced through a small pipe for only a short distance before it builds up backpressure and restricts the gas flow. Therefore, by making the small pipes of the NPS Tri-Y

header short and connect to a megaphone collector it prevents the small header pipes from restricting gas flow.

Conventional Tri-Y and 4-1 headers are NOT able to reduce cylinder pressure because the...• Gas speed is too slow • Vacuum behind the slow gas flow is too weak • Diameter of pipe is too large • Length of pipe is too long • Pipes join together too far from the exhaust port • Exhaust gas flows back into the engine during the intake stroke

Lower pressure (higher vacuum) is produced behind all moving objects that travel at a high speedTherefore, the faster the speed of a moving object, the lower the pressure (higher the vacuum) is behind the object. The same principle applies to the gas flow in the primary pipe of a typical header. The smaller the pipe, the faster the gas speed and therefore the lower the pressure (higher the vacuum) is behind the gas flow in the header. However, this only works if the small pipe is short and made shorter the smaller the pipe.

Synchronised Valve Timing

NEW synchronised valve timing traps the higher vacuum produced by NPS Tri-Y header in the cylinder and allows it to pull a larger intake charge into the engine

Synchronised Valve Timing is used to...1) TRAP the higher vacuum in the cylinder at the end of the exhaust stroke. 2) MOVE the higher vacuum to the beginning of the intake stroke during the overlap period. 3) TRAP the larger volume of air pulled into the cylinder by the higher vacuum during the intake

stroke. 4) PREVENT the higher vacuum from pulling the intake charge into the exhaust system during

the overlap period.

Synchronised Valve Timing synchronises 8 special valve timing events together to allow Negative Pressure Supercharging to work

Synchronised Valve Timing is a highly sophisticated valve timing process that uses a combination of 8 special valve timing events to precisely control the time the valves open and close in order to trap the higher vacuum in the cylinder, move it to the intake stroke and prevent it from being pulled into the exhaust system. The 8 special valve timing events also precisely control the time the valves open and close to trap the larger intake charge pulled into the engine by the higher vacuum and prevent the larger intake charge from being pushed back into the intake manifold or pulled into the exhaust system.

Some of the 8 special valve timing events may be similar to the valve timing used by low performance engines. This gives the false perception that the 8 special valve timing events produce the same results as the valve timing used by low performance engines. However, this overlooks the fact that the 8 special valve timing events must be SYNCHRONISED and used TOGETHER for Negative Pressure Supercharging and the NPS Tri-Y headers to work. Just like any good recipe it’s the combination that makes it work.

For example,

1) Intake valve opens 8° earlier2) Intake valve closes 10° earlier3) Exhaust valve opens 8° later4) Exhaust valve closes 12° earlier5) Exhaust duration 8° less6) Exhaust valve lift .150" lower7) Exhaust gas speed 100% faster8) Overlap duration 10° less

NOTEThese valve timing events are examples only to demonstrate the 8 special valve timing events that must be used together for the Negative Pressure Supercharging process to work. They are not the optimum valve timing events for each different size engine which is proprietary information.

Synchronised Valve Timing becomes more complex the higher the gas speed and vacuumThe higher vacuum produced by the NPS Tri-Y header is more difficult to control and the valve timing becomes more complex the higher the gas speed above 300 ft/sec produced by conventional headers. For example, if the NPS Tri-Y header produces a faster gas speed of 450-500 ft/sec, 6 valve timing events need to work together in synch whereas, if the NPS Tri-Y header produces an even faster gas speed of 600-650 ft/sec, 8 valve timing events need to work together in synch in order for Negative Pressure Supercharging to work.

Also, synchronising the valve timing events to work at optimum becomes more critical the higher the gas speed above 300 ft/sec. This requires the 8 special valve timing events to be precisely synchronised together within 1° duration and .010" exhaust lift in order for Negative Pressure Supercharging to work. The only part of the valve timing that is not critical is the intake lift which can be as high as possible. For more details see Negative Supercharging Camshaft

For example,

With 600 ft/sec exhaust gas velocity Result

If the overlap duration is 2° more than the optimum overlap duration...

The higher vacuum produced by the NPS Tri-Y header will pull a lot of the intake charge into

the exhaust system instead of into the cylinder and substantially reduce power.

If the exhaust valve closes more than 2° later than the optimum closing point...

If the exhaust valve closes after TDC and the overlap duration is 2° more than the optimum overlap duration...

The higher vacuum produced by the NPS Tri-Y header will pull most of the intake charge into the exhaust system instead of into the cylinder and the engine will lose ALL power.

If the intake valve closes more than 2° later than the optimum closing point...

The larger volume of air pulled into the cylinder by the higher vacuum will be pushed back into the intake manifold and substantially reduce power.

If the exhaust valve opens earlier than the optimum opening point...

Each one of the other 7 valve timing events must also be moved to a critical position in order for Negative Pressure Supercharging to work with the higher vacuum. For more details Opening the exhaust valve earlier

Therefore,

Negative Pressure Supercharging and the NPS Tri-Y header do NOT work with conventional valve timing that has...

 Intake and exhaust valves open at the same time at TDC Exhaust valve close after TDC High exhaust valve lift Long overlap duration Intake valve close late after BDC

Opening the exhaust valve earlier increases the supercharging effect but requires re-synchronising the 8 special valve timing eventsThe massive torque produced by Negative Pressure Supercharging can be increased even further by opening the exhaust valve earlier. This forces more combustion pressure through the small primary pipes of the NPS Tri-Y header which increases the gas velocity which in turn produces an even higher vacuum in the cylinder during the overlap period. As a result the much higher vacuum pulls an even greater volume of air into the engine during the intake stroke.

However, it's not as simple as opening the exhaust valve earlier and the engine will produce an additional boost in power with Negative Pressure Supercharging. To trap an even higher vacuum in the cylinder and for it to pull an even greater volume of air into the engine, it requires re-synchronising the 8 special valve timing events with new valve timing events that work together with the much higher vacuum.

Basic description of parts and processes that work together to produce Negative Pressure Supercharging

For more details see Combination of parts and processes that work together to produce NPS

Tri-Y Headers with small short pipes and megaphone collector produce Compressed High Velocity Exhaust Gas

• Substantially reduces the pressure (increases vacuum) in the cylinder during the exhaust stroke

• Pulls a larger volume of air into the cylinder during the early part of the intake stroke by the lower pressure (higher vacuum) trapped in the combustion chamber during the overlap period with synchronised valve timing

• Produces a homogenous intake charge as a result of the violent air turbulence produced by the much greater difference in pressure between the cylinder and atmosphere

Camshaft with Synchronised Valve Timing, high intake lift and low exhaust lift

• Traps the lower pressure (higher vacuum) in the cylinder at the end of the exhaust stroke by closing the exhaust valve early and using less overlap duration and exhaust valve lift

• Moves the lower pressure (higher vacuum) to the intake stroke during the overlap period by synchronising the exhaust valve closing, overlap duration and exhaust valve lift events

• Traps the larger volume of air pulled into the cylinder during the intake stroke by closing the intake valve early

• Prevents the lower pressure (higher vacuum) from pulling the intake charge into the exhaust system during the overlap

period

Hot Air Induction housing

• Increases the temperature of the homogenous intake charge

• Uses hot air to increase the speed of combustion to just BEFORE the point of self ignition

• Vapourises the liquid fuel into a gas to reduce fuel consumption

• Produces a faster cleaner burn and more combustion pressure (torque)

Cold Cooling System

• Reduces the water temperature to maintain the optimum combustion temperature and burn rate with the hotter and faster burn produced by the homogenous hot intake charge

• Allows the homogenous hot intake charge to produce a faster cleaner burn and more combustion pressure (torque) than a cold intake charge

• Allows the engine to run HOT with cold water and hot air induction...ONLY the water passages run cold

Special Ignition Timing

• Uses a special advance curve to increase combustion pressure (torque) and prevent the hotter and faster burn produced by the homogenous hot intake charge from igniting prematurely

Combination of parts and processes that work together to produce Negative Pressure Supercharging

The basic combination of parts and processes needed to produce and control Negative Pressure Supercharging are...

• High Velocity Tri-Y Headers• Synchronised Valve Timing• Special Profile Camshaft• Special Ignition Timing

• Cold Spark Plugs

...but it’s the combination of parts and processes shown below that allow Negative Pressure Supercharging to work at optimum

Negative Pressure Supercharging

 

 

NPS is produced by...

High Velocity Tri-Y HeadersNEW compact small pipe

                high velocity Tri-Y                megaphone headers.

Special Profile CamshaftNEW high lift intake, low lift exhaust profiles

                applied to conventional                flat-tappet camshaft.

 

 

 

NPS is controlled by...

Special Ignition TimingNEW ignition advance

curve with less advance.

Modified Cylinder HeadsNEW specs and features applied to conventional

cylinder heads.

Cold Cooling SystemNEW cooling system

uses low flow and                conventional parts.

Cold Spark PlugsConventional spark plugs with cold heat range.

 

 

 

NPS is produced and controlled by...

Synchronised Valve TimingNEW synchronised

valve timing process                 with early closing                 intake and exhaust                 valves.

NOTENegative Pressure Supercharging is controlled mechanically therefore it does NOT need computers but they may be used to enhance the NPS process.

 

 

 

NPS is enhanced by...

Hot Air InductionNEW hot air and cold water system produces

ultra fast burn.

Ultra Fast BurnNEW HTCSI combustion produced by a

combination of NPS, HPDT              and HAI processes.

Spark AmplifiersNEW plasma spark technology improves ultra

fast burn.

 

NPS uses 7 highly advanced processes

•  NPS - Negative Pressure Supercharging•  CHVEG - Compressed High Velocity Exhaust    Gas•  SVT - Synchronised Valve Timing•  HPDT - High Pressure Differential Turbulence•  UHV - Ultra High Vacuum•  HAI - Hot Air Induction•  HTCSI - Homogenous Thermal Charge Spark    Ignition combustionNOTEToday's mechanically complex wonder engines do NOT use any of these highly advanced processes.

HTCSI combustion compared to HCCI combustion

HTCSI combustion is a more efficient combustion process that has a lot more advantages than the outdated HCCI combustion

The major difference between HTCSI and HCCI combustion is that HTCSI combustion...• Produces MORE power and fuel economy and LOWER emissions • Works at ALL engine speeds and throttle positions whereas HCCI combustion works at ONLY

one engine speed and one part throttle position • Increases the temperature of the homogenous intake charge to just BEFORE the point of self

ignition instead of to the point of self ignition • Produces a MORE uniform homogenous intake charge with NO restriction to air flow using

High Pressure Differential Turbulence (HPDT) generated by the Negative Pressure Supercharging process

• Can be controlled by EITHER spark or compression ignition • Uses a COLD instead of a hot cooling system to help control combustion • Does NOT use or need computers and the wide range of complex and expensive systems

required by HCCI combustion to ignite the homogenous intake charge

NEWHTCSI Combustion

Homogeneous Thermal Charge Spark Ignition combustion is mechanically controlled, increased to just BEFORE the point of self ignition by hot air and ignited by a spark or compression

OUTDATEDHCCI Combustion

Homogeneous Charge Compression Ignition combustion is computer controlled and increased to the point of self ignition by hot air and compression

Mechanically simple combustion process that costs much less to service and repair than new vehicles.

Mechanically a very complex and expensive combustion process that requires mortgaging your house to service and repair it.

Produces consistent clean burn combustion and is easy to control mechanically.

Produces erratic combustion and is very difficult to control even with computers.

Works at ALL engine speeds and throttle positions which is USEFUL technology that can be used by every vehicle from cars, trucks, motorcycles, boats to planes.

Works at ONLY one engine speed and one part throttle position which is USELESS technology for vehicles.

Unfortunately this doesn’t prevent some confused carmakers and universities wasting millions trying to improve the outdated HCCI combustion while more advanced combustion technology is available.

Works at full throttle. Does NOT work at full throttle.

Works with ALL old and new vehicles from carburetion, gas to fuel injection that use spark ignition.

Uses a unique combination of mechanically simple parts and systems to produce and control HTCSI combustion that bolt on easily like conventional performance parts to ALL old and new vehicles.

Works with ONLY computerised new vehicles modified with direct injection, compression ignition and many additional complex and expensive systems.

Also works with ALL old and new diesel vehicles that use compression ignition.

Does NOT work with diesel vehicles.

Increases power at ALL engine speeds and throttle positions.

Reduces power but at least it works at ONLY one engine speed and one part throttle position.

Increases fuel economy by 30-50% at ALL engine speeds and throttle positions.

Increases fuel economy by 15% at ONLY one engine speed and one part throttle position. At all other engine speeds and throttle positions the engine converts back to conventional spark ignition combustion which reduces fuel economy.

Substantially reduces toxic emissions at ALL engine speeds and throttle positions.

Reduces toxic emissions at ONLY one engine speed and one part throttle position. At all other engine speeds and throttle positions the engine converts back to conventional spark ignition combustion which increases toxic emissions.

Uses conventional points, electronic or computerised ignition system with special ignition timing to ignite the hot homogenous intake charge.

Can also use compression ignition used by diesels to

MUST use a wide range of complex and expensive systems to ignite the homogenous intake charge with NO spark such as...• computers

ignite the hot homogenous intake charge.

HTCSI combustion does NOT use or need the complex and expensive systems required by HCCI combustion in order to work.

• direct injection • cylinder pressure sensing • hot air induction • exhaust gas recirculation • electric cam phasing • variable valve timing • variable valve lift • higher compression • variable compression • lean burn combustion • multiple fuel systems Just what everybody wants...even more complex and expensive vehicles fitted with more useless systems.

Does NOT need computers but they may be used to enhance HTCSI combustion.

Does NOT work without computers therefore, they MUST be used to control HCCI combustion.

Uses High Pressure Differential Turbulence (HPDT) generated by the Negative Pressure Supercharging process to produce a homogenous intake charge with NO restriction to air flow.

Uses direct injection, high swirl intake ports that restrict air flow, close chamber heads and higher compression to produce a homogenous intake charge.

HPDT produces a MORE uniform homogenous intake charge with carburetion, gas, fuel injection or diesel than direct injection, high swirl intake ports, close chamber heads and higher compression.

Produces a LESS uniform homogenous intake charge than HPDT.

Uses hot air induction to increase the temperature of the homogenous intake charge to just BEFORE the point of self ignition.

Does NOT use or need exhaust gas recirculation.

Uses hot air induction or exhaust gas recirculation to increase the temperature of the homogenous intake charge to the point of self ignition.

Uses a COLD cooling system to prevent the homogenous hot intake charge from exceeding the optimum hotter combustion temperature and igniting BEFORE spark or compression ignition.

Uses a HOT cooling system to help the homogenous intake charge self ignite which also helps reduce power.

Uses fixed Synchronised Valve Timing (SVT). Uses variable valve timing.

Uses fixed 8.5 compression. Uses variable compression.

Uses OPEN chamber heads. Uses CLOSE chamber heads.

Uses HIGH flow NON-swirl intake ports. Uses LOW flow high swirl intake ports.

Uses 13 – 15:1 RICH burn combustion which produces a much faster CLEANER burn.

Uses 18 – 20:1 LEAN burn combustion which produces a much slower DIRTY burn.

Uses ONLY one fuel system. Uses multiple fuel systems.

Works with low or high octane fuel. Works with ONLY high octane fuel.

Working prototype engines

Negative Pressure Supercharging was developed on a Chrysler 360ci V8 and 245ci Hemi 6 cylinder and has been successfully working on these engines since 1997

360 NPS prototype engineWe started development of the Negative Pressure Supercharging process in October 1988 on a standard 1972 360ci Chrysler small block. This engine was used because of its mechanically simple and robust design. It allowed us to understand and develop the complex fluid and thermal dynamics of this new HTCSI supercharging combustion process without the interference of mechanical complexity and computers.

After many years of trial and error testing we succeeded in getting NPS to work on 10 December 1997. We found that by using high velocity tri-y headers with synchronised valve timing, NPS produced the huge low rpm torque and fuel mileage of turbocharged diesels. However, NPS used no air pump and produced much lower emissions. Peak horsepower also improved but the much fasteracceleration and better fuel mileage produced by the huge torque from idle made it easy to forget about peak horsepower.

The evolution of NPS is similar to the way today’s mechanically complex engines have evolved from mechanically simple engine designs. However, the major difference between these technologies is that NPS uses a new HTCSI supercharging combustion process instead of mechanical complexity to substantially improve the volumetric and thermal efficiency of engines. Development to improve the NPS process still continues today using the same 360 Chrysler small block. For more details see History

360 NPS prototype engine with Thermocharger After 1997 we began to learn more about the unusual requirements of NPS. We found that the air induction temperature had a major influence on the burn rate of the larger intake charge pulled into the cylinder by NPS. During hot weather NPS produced neck snapping acceleration but ran sluggish during cold weather. The problem was the cold weather reduced the optimum burn

rate of the larger intake charge which reduced power even though cold air is denser. As a result the cold weather made the larger intake charge more difficult to ignite.

Therefore, in 2001 we built the first prototype hot air induction system for the 360 Chrysler small block. It was a crude but effective engine cover (not shown) that collected heat from the exhaust headers and had a dome shape similar to the engine cover used on the 245 Chrysler Hemi 6 cylinder below. The engine cover was used during cold weather and removed during hot weather. This allowed the engine to produce the optimum burn rate with NPS during different outside temperatures. It also helped us find the optimum hot air induction temperature.

However, the V8 engine cover was impractical for normal use. This led us to develop the V8 Thermocharger in 2003 which is a thermostatically controlled air cleaner housing that maintains the optimum hot air induction temperature during all weather conditions. At the same time we also developed a cold cooling system to maintain the optimum combustion temperature and burn rate with hot air induction. This prevented pre-ignition (pinging) with hot air induction and allowed the air induction temperature to be increased further to just before the point of self ignition. This created the more efficient HTCSI supercharging combustion process and produced even more power.

Features of the 360 NPS prototype engineThe 360 Chrysler small block was fully rebuilt in 1988 using a standard 360 block, crank, con-rods, bolts and standard 318 heads and 4BBL intake manifold.

Included in the rebuild was NPS headers, cam, valve timing and ignition timing. The 318 heads and 4BBL intake manifold were modified to the NPS specs. Also included in the rebuild was a number of high performance parts such as hi-volume oil pump, oil sump baffle plate, double roller timing chain set, cast-iron roller rockers, flat head stainless intake valves, positive valve stem seals and all the other performance parts used in the stage 4 Kit.

Additional parts were added to the system in 2003 such as the NPS Thermocharger hot air induction housing and cold cooling system. The following year the 318 heads and intake manifold was replaced with 360 heads and 4BBL intake manifold modified to the NPS specs which further increased torque from idle to peak rpm.

245 NPS prototype engineIn 2000 we applied the Negative Pressure Supercharging process to a standard 1976 245ci Chrysler Hemi 6 cylinder. This was done to figure out the critical specs of NPS with smaller size engines and to bridge the gap between different size engines. After much trial and error testing, in

2002 we worked out a formula to allow NPS to be applied to any size engine from small 50ci Harleys to monster 1000ci Caterpillar engines.

However, NPS produced neck snapping acceleration with the 245 Hemi 6 during hot weather but ran sluggish during cold weather like with the V8. Therefore, in 2001 we built a prototype hot air induction system for the 245 Hemi 6. It was a simple 2 piece engine and exhaust cover (see photo’s) that collected heat from the exhaust headers. The top section had a dome shape similar to the V8 engine cover. The 6 cylinder engine and exhaust covers were used during cold weather and the engine cover only was removed during hot weather like was done with the V8 engine cover. This allowed the engine to produce the optimum burn rate with NPS during different outside temperatures.

The 6 cylinder engine and exhaust covers also helped us find the optimum hot air induction temperature like with the V8 engine cover but they’re impractical for normal use. Therefore, the 6 cylinder Thermocharger will be a thermostatically controlled air cleaner housing that maintains a hot air induction temperature during all weather conditions like the V8 Thermocharger housing.

Features of the 245 NPS prototype engineThe 245 Hemi 6 cylinder was fully rebuilt in 2000 using a standard 245 block, crank, con-rods, bolts and heads and the intake manifold was modified to a 4BBL.

Included in the rebuild was NPS headers, cam, valve timing and ignition timing. The 245 heads and 4BBL intake manifold was modified to the NPS specs. Also included in the rebuild was a number of high performance parts such as oil sump baffle plate, double roller timing chain set, aluminium roller rockers, 3/8" pushrods, flat head stainless intake valves, positive valve stem seals and all the other performance parts used in the stage 4 Kit.

245 NPS – Rex Killer!The prototype 245 NPS Hemi 6 cylinder stage 4 produces such a huge increase in low rpm torque, it makes a 1976 Chrysler Centura (Chrysler Cricket in the USA) produce faster acceleration and more fuel mileage than a 2001 Subaru WRX with a turbocharged 122ci (2L) 4 cylinder. Yet the Centura is NOT equipped with all the racing gear of the Subaru needed to produce faster acceleration.

For example,

The 1976 Chrysler Centura uses a mechanically simple engine with 2 valves per cylinder, flat-tappet cam, 4BBL carburetor, 3 speed auto, 2.9 diff ratio, 2WD and NO gear multiplication. Whereas the 2001 Subaru WRX uses a mechanically complex turbocharged engine with 4 valves per cylinder, 4 roller cams, computers, fuel injection, 5 speed manual, 3.9 diff ratio, 4WD, gear

multiplication and a formula 1 race team to change the tyres. For more details see Performance Comparison

Performance comparison between Centura and WRX

1976 Chrysler Centura 2001 Subaru WRX

Negative Supercharging Kit – Stage 4 Turbocharged

Induction Hot Air Induction Cold Air Induction

Engine Size 245ci (4L) 122ci (2L)

Engine Type 6 cyl OHV 4 cyl DOHC

Compression Ratio 9:1 8:1

Fuel System 4BBL Carburetor Fuel Injection

Computer NO YES

Camshaft Flat-tappet cam 4 roller cams

Valves 2 valves per cylinder 4 valves per cylinder

Intake Manifold Short runners Long runners

Torque / hp @ 1500 rpm 370 lbs/ft / 106 hp 90 lbs/ft / 26 hp

Torque / hp @ 2500 rpm 370 lbs/ft / 176 hp 170 lbs/ft / 81 hp

Torque / hp @ 3500 rpm 370 lbs/ft / 246 hp 200 lbs/ft / 133 hp

Peak Hp 250 hp @ 4000 rpm 215 hp @ 5600 rpm

Transmission 3 speed auto 5 speed manual

Converter Stall 2000 rpm N/A

Diff Ratio 2.9 3:9

Gear Multiplication NO YES

Drive 2WD 4WD

0-62 mph (0-100 kph) 5.1sec 6.9 sec

1/4 mile (400m) 13.9 sec 14.9 sec

Average Fuel Mileage 28 mpg (10.1 L/100 km) 23 mpg (12.3 L/100 km)

Vehicle Weight 2,625 lbs (1,190 kg) 3,065 lbs (1,390 kg)

Acceleration and fuel mileage produced by the stage 4 Negative Supercharging Kit can be substantially improved with the addition of...• Impulse ram intake manifold from stage 6 Kit • Impulse roller cam from stage 7 Kit • Gear multiplication

• Fuel injection

Therefore, when Negative Pressure Supercharging is used in conjunction with a ram intake manifold, gear multiplication, roller cam and fuel injection, it makes a mechanically simple 245ci (4L) 6 cylinder engine produce much faster acceleration and a lot more fuel mileage than today's mechanically complex turbocharged 122ci (2L) 4 cylinder engines.

For example,

13.2 sec ET with the addition of...• Impulse ram intake manifold

Acceleration of the 245 Hemi 6 Centura can be increased by adding the Impulse ram intake manifold (long runners) to the stage 4 Kit. This will increase torque to 440 lbs/ft from 1000–3500 rpm and produce a faster 1/4 mile time of 13.2 sec.

12.7 sec ET with the addition of...• Gear multiplication

Acceleration can be increased even further by adding a 4 or 5 speed gearbox with overdrive and a 4:1 diff ratio to the Centura in conjunction with the Impulse ram intake manifold to produce an even faster 1/4 mile time of 12.7 sec.

12.3 sec ET with the addition of...• Impulse roller cam

Acceleration can be increased even further again by adding the Impulse roller cam to the 245 Hemi 6 in conjunction with the 4 or 5 speed gearbox with overdrive, 4:1 diff ratio and Impulse ram intake manifold. This will increase torque to 480 lbs/ft from 1000–3500 rpm and produce an even faster 1/4 mile time of 12.3 sec.

31 mpg with the addition of...• Impulse ram intake manifold • Gear multiplication

Average fuel mileage will also improve to 31 mpg with the ram intake manifold, 4 or 5 speed gearbox with overdrive and a 4:1 diff ratio.

36 mpg with the addition of...• Fuel injection

Average fuel mileage will increase even further to 36 mpg by adding fuel injection in conjunction with the ram intake manifold, 4 or 5 speed gearbox with overdrive and a 4:1 diff ratio.

Vacuum or Boost is the result of high pressure forcing itself into low pressure environment

High (positive) pressure naturally forces itself into a low (negative) pressure environment in order to equalise pressure. Therefore, a pressure difference must be initially created for air to move from a high pressure to a low pressure environment in order to produce vacuum or boost.

For example,To produce vacuum a lower (negative) pressure environment below atmospheric pressure must be initially produced inside the engine (ie: when a piston moves down the bore it reduces the

pressure in the cylinder) while the higher atmospheric pressure outside the engine remains constant.

To produce boost a higher (positive) pressure environment above atmospheric pressure must be initially produced outside the engine (ie: when an air pump compresses the air it increases the atmospheric pressure) while the lower pressure inside the engine remains constant at a given rpm.

How Internal Combustion Engines and Superchargers Actually WorkAll naturally aspirated engines are negative or low pressure air pumps

As the piston moves down the bore it reduces the pressure in the cylinder which causes the higher atmospheric pressure outside the engine to force air into the lower pressure environment in the engine. Since naturally aspirated engines are not able to increase atmospheric pressure outside the engine like superchargers, they use high rpm to further reduce the pressure inside the engine which forces a larger volume of air into the engine. However, during low rpm the engine is not able to reduce the pressure inside the engine as much as during high rpm which forces less air into the engine and produces less power. This is the reason naturally aspirated engines produce less power the lower the rpm and more power the higher the rpm.

All conventional superchargers and turbochargers are positive or high pressure air pumpsThese devices are auxiliary air pumps which increase atmospheric pressure outside the engine in order to force a greater volume of air into the lower pressure environment in the engine. By increasing the speed of the auxiliary air pump without increasing engine rpm, the air pump further increases the atmospheric pressure outside the engine which forces even more air into the same low pressure environment in the engine. This is the reason auxiliary air pumps are able to force a greater volume of air into the engine from idle and produce substantially more power than naturally aspirated engines.