Crankcase Features:
• Crankcase Material ... Aluminum Alloy
• To manage the crankcase pressure fluctuations, the motion of the pistons is employed to do several things. First, a reed valve is attached to the camshaft housings which are connected in turn to the crankcase. The crankcase has, at the oil scavenge outlets, another reed valve. Upward motion of the pistons induces air movement from the air filter, through the camshaft housings and into the crankcase. Downward piston motion ejects that air and the oil mixed with it into the oil reservoir. The engine has, in effect, a dry sump pump, crankcase pressure management and internal cooling for not only the crankcase and its contents; but also valve springs and associated parts from piston motion only.
• Oil pressure is created by an 84mm eccentric rotor gear set driven concentrically from the nose of the crankshaft.
• The entire crankcase and it's contents can be dismantled and removed by undoing six nuts from studs that clamp the crankcase to the cylinder head and barrel casting. All connecting metal surfaces are furnished with o-ring seals so that no sealant of any kind is required at assembly. Oil is transported to the cylinder head via drillings through the centres of the crankcase studs. As the barrels and cylinder head are cast as one, headgaskets and the accompanying studs and nuts are not required, this offers complete freedom in the choice of valve angle, valve length and port disposition.

Electrical Features:
• One coil assembly comprising two double-ended coils fires sequentially via two separate drives.
• Two crankangle sensors, one to record crankshaft position; the other, camshaft position.
• The starting mechanism comprises a sealed starter driving a gear cascade to an inertia gear set, which in turn engages with a ring gear mounted between the cylinders inside the crankcase on the crankshaft, mounted as part of the counterweighting. The drive ratio of the starting mechanism is structured so as to provide for 72 teeth on the ring gear, which when read by the crank angle sensor offers timing resolution equal to 5° or better, and can thus be used for both injection and ignition timing angle calibrations.
• The ECU, charge rectification and ignition drives are all fixed to the intake system to manage operating temperature, and to greatly reduce the bulk of the wiring loom. This has the added benefit of limiting EMF propagation and susceptibility and leaves the owner with virtually one plug to wire the engine into it's work environment.

Electrical Fuel Injection:
• Exhaust emissions are analyzed by an oxygen sensor, which looks up a table in the ECU that indicates the correct reading for any load setting it may confront. If the values do not coincide, corrections are delivered to the injectors. These corrections will compensate for altitude, fuel variations, air temperature and density. The ECU table will be the result of extended analysis of the engine's requirements under testing.

Cooling System:
• Engine is designed to have all air in-take from one side of the engine and all exhaust and heat rejection on the other side. This creates a natural cooling flow of air across the engine.
• The engine is also fan cooled with use of a carbon fiber shrouding.
• Ceramic coating is used on the combustion chamber to reduce temperature transfer into piston, head and cylinder walls. This results in more heat removed with the exhaust for greater reduction of overall engine temperature.

U.S. and International Patents Pending.