Mozzi-Piston – function & performance

 

The piston, the “heart” of the engine was always the basis of the developement effort for improving performance, reliability, and efficiency.  The initial development focused on the Two-Stroke-engine cycle and advanced to the four-stroke-engine cycle.  The new design produced the following performance gains in the Two-Stroke-Cycle:

  • Overall reduction of heat in the piston body due to the special material of the insert, which conducts heat at a slower rate than the regular material of the piston.

  • Piston expansion is reduced.

  • Reduced free play between piston & cylinder wall is realized resulting in a reduction of tolerance (the lubrication film is still sufficient to transfer the heat generated).

  • The reduced thermal stress extends the life of the oil with less danger of piston contacting the cylinder walls.

  • There is an improved mixture ratio of the fuel & oil (less oil used).

  • A reduction in the consumption of oil in the hot areas of the piston helps insure there is enough lubrication for the main bearings in the crankcase.

  • The normal “blue" exhaust is reduced and minimized by a more efficient combustion process.  Emissions are reduced.

  • Reduction of Carbon build-up on the piston, combustion chamber, exhaust valves, and sparkplugs due to a more efficient combustion process.

  • Increased Power and Fuel efficiency per unit of fuel utilized.

  • An optional special catalytic converter designed for use with these pistons can be added which further improves the reduction of emissions.

 

The Design

A specially designed round insert made out of high heat resistent material is placed into the piston head. This insert is connected to the piston body with a special inseparable fitting.  Both parts seal against themselves when engaged providing a sealed combustion chamber. The insert in the piston head absorbs a significant amount of the heat generated in the combustion process. The heat flow from the piston head to the piston body is reduced.  Depending upon the application the insert is produced out of different alloys.  For racing applications where high heat and weight are critical factors the alloy used is Gamma-Titanium-Aluminium.  For normal driving applications the alloy of choice is Titanium. 

 

The Four-Stroke-Cycle:  Development is well underway with the first prototype already in testing.  The following is the results of the Four-Stroke-Cycle testing to date:

 

The design reduces the thermal transfer of heat to the piston resulting in a cooler running piston.  The temperature of the piston is decreased by  app. 110° C from that of a normal piston.  The lower temperature reduces piston expansion and less thermal stress on engine oil.  This allows for a decrease in piston to cylinder wall clearance along with increasing the longevity of the engine oil as a result of less thermal stress. 

 

The efficiency of the combustion process reduces the build up of carbon deposits on the piston, spark plugs, combustion chamber, and exhaust system.  The build up of these deposits is reduced by  app. 70 %. 

 

The design increases the efficiency, reliability, and power of the engine.  This leads to an average reduction in  CO emissions by  app. 20 %   along with a gain of 4.5 HP  (Original 18 HP - Mozzi-Piston 22,5 HP with a 180 ccm Scooter)

  

The Mozzi piston reduces  CO  emissions  20 %, increases horsepower by   10 %, reduces carbon build-up by  70 %, reduces piston temperature by  140 ° C , extend the life of engine oil by  30 %, and reduces fuel consumption by   15 %.

 

 

Examples for applications in praxis

Displacement ccm

Application

Technical Datas

23 ccm      

Engine for X-Large-Modells scale 1:5

  • 23 Revolutions per Minute rpm >      20.000

  • 24 Mixture Ratio 1:60 (Oil – Fuel)

50 ccm      

Engine for regular Scooters

  • 25 Revolutions per Minute rpm > 9.000

  • 26 Mixture Ratio 1:100 – 1:330 (with direct lubrication of the main bearing

70 ccm

Engine for racing Scooters

  • 27 Revolutions per Minute rpm app. 13.000

  • 28 Mixture Ratio 1:60 – 1:80

70 ccm

Engines for Motor Saws

  • 29 Revolutions per Minute rpm app. 14.500

  • 30 Mixture Ratio 1:50 – 1:300 (Oil – Fuel)

100 ccm

Engines for Racing Karts

  • 31 Revolutions per Minute rpm app. 19.000

  • 32 Mixture Ratio 1:25 (Serial 1:16)

125 ccm

Engines for motorcycles e.g. Aprilia 125 / Yamaha 125

  • 33 Revolutions per Minute rpm app. 11.000

  • 34 Mixture Ratio 1:80 – 1:100

250 ccm

Engines for motorcycles e.g. Aprilia 250 / Yamaha 250 / Maico 250

  • 35 Revolutions per Minute rpm app. 13.000

  • 36 Mixture Ratio 1:60 – 1:100

350 ccm

Engines for motorcycles e.g. Yamaha 350; also small aircraft 2 cylinders

  • 37 Revolutions per Minute rpm app. 11.000

  • 38 Mixture Ratio 1:80

500 ccm

Engines for motorcycles e.g. Yamaha 500 4 cylindres

  • 39 Revolutions per Minute rpm app. 11.000

  • 40 Mixture Ratio 1:60 – 1:80

  • 41 136 horsepowers

600 ccm

Engines for Trabant (most popular car in earlier German Democratic Republic), serial cars & racing cars (serial 26 HP / Racing car 58 HP)

  • 42 Revolutions per Minute rpm app. 6.000

  • 43 Mixture Ratio 1:100

650 ccm

4-Stroke Engine Yamaha TTR

  • 44 Revolutions per Minute rpm app. 7.500

 

 

Theory Mozzi-Piston.pdf