The Cyclocharger Time and Gravity






SILVER MEDAL WINNER OF THE 2005 INPEX
INVENTORS CONVENTION ON 06/11/05

UPDATED 10/02/2015

Now Prototyping for HONDA Motorcar

U.S. Patent 6,959,690
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If you ask any automotive engineer what is the purpose of a throttle body, they usually respond: it is to reduce or halt mechanical energy. How could we have had such a narrow view for so long?

Hurricanes and cyclones have tremendous energy.  In a hurricane, air and water mix more finely as the air speed increases with organization.  These forces increase and feed on their energies to better organize.  This creates a much better air and water absorption ratio or improved atomization and absorption, much like what can be improved with fuel and air. 

Rotating air to improve air speed and air to fuel mixture started in April 30, 1912 by R, D. Loose Patent #1,115,699.  Since then many other devices have emerged and have been patented.  None have gone directly to the one part that needed to be changed the most; the butterfly valve itself, which has interfered with all rotating air inventions.  All of these have only provided a trade off, not an over all improvement.

Cyclocharger will NOT produce positve air pressure nor is this a 200 mile per gallon device.  After doing a lot of research it seems that everybody and their brother has tried to fool the public with a new throttle body or fuel device for more horsepower and or better economy.  This site is only here to provide information for the convenience of interested parties to keep up with our changes and progress. 

The original butterfly valve has served the auto industry for over 100 years.  If you are an engineer looking at this please try to temporarily forget about column air inertia or ram as we will substitute this with ram by rotation The old butterfly valve controls the air the engine breathes, and has suffered from serious problems of poor air organization.  From idle to 90% throttle, turbulence occurs behind the butterfly valve toward the engine, and these odd vortices are carried into the manifold and cause minor unequal distribution of the air/fuel product.  Air only laminates to surfaces that run near parallel to the flow.  This only occurs at or near full throttle on normal butterfly valves. 

Tiny little random cyclones spinning in opposite directions or disturbed air that change at every throttle setting are eventually flushed away at full throttle.  These little cyclones are sent down manifolds as the throttle changes or remains below 85%.  Engine performance curves usually show maximum horsepower to ramp up to max RPMs, or butterfly parallel to the airflow.  Even the best current engines don't have the smoothness to produce more performance, not to mention attempting to reach air pollution standards with a single O2 sensor. 

Manifolds have always had difficulty bending air, and unequal lengths caused restrictions, and inconsistencies in airflow between cylinders, which change with different throttle settings.  Until now all we could do is look at changes in air pressure or vacuum to respond to overall engine needs.  Adjusting each individual cylinder is not practical because they are all attached to the same crankshaft.  Even distribution and improved air/fuel saturation at all throttle positions is the ultimate goal.

The ultimate goal would be to have air traveling faster at slow rpms and remain the same as the CFM increases.  This is accomplished by rotating air pitch control, at lower rpms we give faster rotations of spin, and decrease spin at higher rpms. 

Air is forced to rotate and laminate around the plates causing cyclonic flow.  Each plate passing air along the backside of the other with pitch control, or rotating columnar air stacking.  From the side, picture two opposing triangles of air, like a bow tie, with equilateral sides top and bottom rotating from the center of the venturi, the base of the triangle changing with throttle change along venturi walls. 

These columns are forced to stack on top of each other, having organization like helical threads on a screw.  At no time would air delaminate from the pitch controller surfaces producing no random vortices at any throttle setting. 

As the ram rotation has more inertia than a column of air running straight down a long tube which is halted as the throttle closes.  As the cyclocharger closes, vacuum rises as with the old butterfly but the remaining air and or fuel molecules would still be in ram by rotation. 

Horsepower and torque are raised in the very low to mid range of rpms, an area that most us drive 99% of the time, without degrading high rpm performance. 


With "throttle by wire", or servo controlled throttle is becoming more effective than using a cable to control the throttle, this device easily and economically replaces the old throttle butterfly.  This allows for improved manifold planning. 

Air plenums and manifolds could introduce air at low angles to take advantage of circular flow to head ports and maintain low profile.  Entire high performance and or more efficient systems could coexist below a line across the valve cover tops for lower profile vehicles. 

ECM curves would not have to change much and O2 sensor responses would be more even to all cylinder needs and efficiency.  The helical rotation is predictable and can be done in much smaller spaces, eliminating long rectilinear ram hardware for improved torque and quicker response. 

Rotating or cyclonic mass approaching an intake valve is ready to disperse at 360 degrees at the seat filling the cylinder more evenly and with elevated relative pressure.  Air not rotating must meet the valve stem at high speed and make a turn outward into the cylinder.  The turn only provides resistance to the flow and more random vortices below the valve. 

A stock system could come with very large size venturi and the factory may limit opening for stock use to meet emission control standards.  Later the consumer can make easy adjustments that an ECM could follow into a "rocket ship" or improved economy.  V8 engines might have one or two one barrel air units, mounted like dual quads with a much lower profile, each having 4-8 inch in diameter venturi and only opening part way in spherical chambers, improving the low-end performance.  V8 or v6 engines could have twin low mounted log type with two counter rotating pitch controllers at the end of the logs.  The air would be picked off of rotation at the top of each log for even distribution.  At idle or low throttle shifting, high rotating inertia would still be going on at high vacuum, ready to respond to positive throttle.  This would not be possible with current butterfly systems as immediate loss of air velocity and vacuum with any quick advance in throttle would cause a quick loss or stall of power. 

Racing engines would have a pitch controller at each intake port, possibly one per intake valve.  This would cause air and fuel to swirl like a cyclone off of the valve head for improved cylinder distribution.  Another pitch controller for even distribution to each port pitch controller may preprocess air. 

Generators and engines that need to maintain exact rpms with changing loads would benefit tremendously, since no random vortices would exist at load changes.  Loads could be met with quicker more accurate responses with less brown time. 

Turbocharging and supercharging could also utilize air organization.  Each port on the manifold could have an independent pitch controller that creates adjustable organized spinning of air and fuel under pressure.  Direction of rotation could be different for each cylinder depending on port direction into the head and relational intake valve location, as in small block V8 Chevy heads. 

This product differs itself from other devices like colliding air, pre-butterfly air spinning devices, and post butterfly rotators.  For the purposes of this discussion, air that collides and organized air are opposite from each other.  Organized air would be the smooth and uniform flow of air molecules in the same direction with no collisions. 

Colliding air is air striking air at opposing angles causing it to become randomly turbulent, as this may increase movement for atomization where there is no organization. 

Pre-butterfly air spinning devices are usually straightened out by the butterfly and cause new collider problems especially in multi-venturi systems.  A four barrel carburetor would have eight half round circulations all colliding against each other in counter rotation at the manifold entrance.  This type of device could be used in conjunction with the cyclocharger system to "pre" spin the air in the same direction as the rotating butterfly, thus cutting down the friction needed to turn the air in circular processing.  Air could be brought in at right angles to direct feed each blade eliminating the longer column air intake systems and saving space.

Post butterfly air rotators devices Post butterfly, air rotator devices between the butterfly and the intake valve in which a propeller just provided resistance and only spun the propeller not the air.  The energy to spin the propeller was not harnessed to any other advantage.  Devices that attempt to spin the air after the butterfly are still fed random vortices down stream. 

For exhaust purposes the pitch controller could be used to adjust exhaust pressure, as it does not have a specific rpm resonance characteristic of a normal butterfly.  Placement would not be critical.  Exhaust timing could be controlled by the ECM and used to keep unspent fuel from leaving the exhaust port from cam overlap at lower RPMs.  This would be the equivalent of artificial exhaust cam advance and retard without the centripidal hardware. 

The cyclocharger is under development in the Tampa Bay Area and is patented under 6,959,690 with the United States Patent Office.  Licensing is now available in many markets; new car, after market, carburation, racing, fuel injection, turbocharging, and supercharging. 

For details contact;
David Reynard, original patent applicant
727-423-3283 Cell
dave@cyclocharger.com


The Photo chronicles of the first Cyclocharger manufacture


The first unit is being spec for a 1988 pristine 328 Ferrari that is just too easy to modify.  As you can see in the photo the throttle body is easy to get to and we are not changing the primary throttle diameter from 66mm. 










The pitch chamber is 93mm and then reduced back to 66mm at the plenum. The blades are only opened to full throttle, bringing them to 90 degrees to each other. 








A view of the blades before shaping to inside cylinder.








Performance Dyno testing before the throttle body change.








Fitting the pitch controllers to the spherical housing 12/21/04.






01/24/05 I have had to retain a third machine shop to finish this prototype as the first machinist went crazy and the second went blind. 



02/09/05 the new machine shop is chugging along with the linkage and it looks quite sturdy, the coldstart air bosses are in place, and the throttle position indicator mounted.  The reversing action will be gear driven.  After examining the brass throttle plates carefully, they are going to be replaced.  We also received first response from the patent office and things are favorable to receive the patent with all claims. 








02/28/05 The linkage is almost complete with just the throttle hookup and a yellow zinking of the gears for protection against the weather and a re-making of the throttle blades we will be ready. The new throttle blade will be cut at a 45 degree angle where they meet for better closure and leading the spiral flow of idle.









03/23/05  It is finally completed and looks great. Should do well on idle.  We found a bad motor mount on the car and it has to be replaced first.  The cyclocharger only has about 1/4 inch between the gears and the deck and I don't need the gears jumping up and dinging the deck.  Tests should start next week. 















04/08/05 It didn't go well. After a base dyno test we installed the throttle body and it idled at 5k, no load. I was pissed nobody else thought we should have gone ahead. It has gone back to the shop for a little tightening up.  Here are a few photos on the car.  Fit great. 







04/18/05 Back from the shop it looks good but I don't think it will idle under 2500 rpms. Mario ( Ferrari mechanic ) states that he needs to clean up the fuel injection system and maybe a new cold start regulator, it may be dribling fuel.  As soon as Mario can perfect the FI, we are on... 











05/19/05 This morning was our first real attempt to get a true dyno reading.  As expected the revised unit idled at 3100 rpms.  Both the torque and power are higher and smoother from 3100rpms to max power and torque.  Please keep in mind that we do not consider the stock manifolds used as rotational ram friendly.  All participants at the test agreed that the car came to top rpms more quickly.  Rob in the driver's seat said the engine felt much smoother than the original throttle body.  We originally thought the 3 to 5 ft/lb and 3 to 8 horsepower oscillations , in red were from ignition problems, we must have been wrong since they went away with the throttle change only.  The Bosch K Jetronics overall fuel adjustment was not changed in the swap-out.  The chart shown here is the first test at 09:36 am in red and the cyclocharger in blue at 10:03 am.  Notice the air fuel ratio changed from red 14.3 to blue 13.9.  Since we did not have access to a fuel rate analyzer we are unable to interpret the change.  If the red line raced the blue line with equal drivers the blue line would have won.  We believe that significant improvements could be made with an entirely new, simplified, and lower profile manifold.  This is a great find for automotive engineering.  Our next test will be with an improved seal at idle position




Cyclocharger Only

Stock Butterfly Only

 Video of Dyno test 7.5 meg WMPlayer











On 06/11/05 We brought the Cyclocharger to the International Invention Convention or INPEX in Pittsburgh Pa.  It was entered for competition in a world class setting with jurors and engineers from around the world and competed with hundreds of other new inventions and intellectual properties.  After 2 days of careful scrutiny by the jurors we were awarded the Silver Medal for an outstanding engineering change and major find for the automotive industry.   We would like to thank Inpex and its members for this recognition. 


06/13/05 the cyclocharger is going back to the shop and we are going to try a new way to stop the air leaks.  We believe we have a simple way to remedy the problems by making 4 small seats around the split blades for them rest on and seal at idle.  For now we are abandoning the 45 degree meeting surface. 

11/30/05 Well after several months of tweaking we have come to realize that we are not a qualified design/build throttle manufacturer. The unit leaked and idled at 5300 rpms. Then again that is why we are heading off to PRI in Orlando Florida to get help. See you there.



01/15/2006 after having another poor test with old prototype ( idled at 5100 rpms ) we decided to retire it and redesign it from scratch. This time we are starting the design on a CNC so that redesigns will take less time. We are working on a "through the blade shaft" design so as to eliminate the bulky external counter-rotating transmission assembly and shaft flex.  This will help in bearing support and make the unit much smaller.



09/26/06 The new prototype is a totally new design based on the old technology.  Two blades that will wedge against the venturi at 3 degrees as opposed 8 degrees.  This will allow thinner blades.  The view between the blades shows no light leaks and the fit is perfect.  The action is extremely easy and smooth.  This should keep the unit easy to manufacture and cost effective.  Throttle by wire would only require 2 of the same actuators across from each other. 



The new gear box will have a complete enclosure and will be much more compact than the "Old transmission".  The unit should be finished and tested in three weeks. 






OK, forget all the old pictures of the valve and forget that I was too hard headed to need an engineer. After 9 machine shop failures, I have hired a real engineer to design the first real valve body assembly. This will allow for many different adapter plates on both sides. In reality we may only need two or three throttle diameters.


Mpeg of action working

















05/19/2008 Good news, we now have drawings, Pro Engineer IGES CNC plans and motion analysis.  The first unit was sent to us powder coated and it changed all the tolerances, looks great. 

The reversing mechanism broke on the first turn out of the box but all things said when we took it apart, it looks a lot more promising than it did before.  We returned a punch sheet to the CNC plant and they returned a solid working model that still will not idle below 3100 rpms.  It was much easier to identify the leaks and some slight changes to the adjusters.  A return spring will be added to the main throttle arm.  Back to the shop for a little tightening. 

We did get in one dyno test which again showed improvement in all rpm ranges but reduced low end performance, still above the stock body.  We believe the ratio of sphere to cyclinder and fairing into the manifold have room for improvement.  This unit sits on my lap many evenings for the snap open and closed testing, so far the latest unit is wearing well.  The throttle position indicator was mounted 180 degrees off ( my fault, corrected ).  We should be receiving the third prototype in about 4 weeks. 

 Snap Test 1293k WMPlayer

I want to drive this soooo bad. 























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