Press Release

Chrysler Announces Use of Two-Stroke Tech to Develop Direct Injection Engine

10/08/96

Chrysler Lean Burn Engine Development Gets Boost from Two-Strokes

LIVONIA, Mich., Oct. 4 -- Progress on two-stroke engine
technology has given Chrysler Corp. an 18-month jump start
in developing four-stroke direct injection engines (DI) that burn less
gas and get better mileage.

After seven years of researching two-stroke engine technology used in
motorcycles, small boats and lawn mowers, Chrysler engineers have
gained valuable experience in technologies associated with injecting
fuel directly into the combustion chamber, according to Floyd Allen,
executive engineer, core powertrain.

"We think we've shaved 18 months, maybe two years, off the development
time for four-stroke direction injection engines," Allen said. "We've
learned a lot about stratified charge, lean burn combustion, direct
injection, highly- efficient, high-pressure injectors and
high-pressure gasoline fuel pumps."

Four-stroke DI gas engines are believed to have the potential of one
day achieving more than 45 miles per gallon, which is comparable to
advanced, small displacement direct injected diesel engines of the
future.

"We've also taken two-stroke technology as far as it can go without a
lean burn catalyst, a device that might enable the two-stroke engine
to meet the strictest, future emission standards in the United
States," Allen said.  "When that development comes, and I wouldn't be
surprised if that happens in the next five years, Chrysler now has the
potential to be ready with a marketable, two-stroke engine."

Two-stroke engines have long been promising because of better fuel
economy, fewer parts, better efficiency and a smaller engine package
(about two-thirds the size and weight of conventional engines) that
would allow for more design flexibility and lower hood lines.

Chrysler first began looking at two-stroke engines in the 1940s when
it applied a process developed by Texaco -- a uniflow, opposed-piston,
ported engine. Chrysler revisited the subject more earnestly in 1989.

"We purposely kept it small, about 20 young engineers, working in a
focused, frenzied environment of creativity, much as a racing team
operates," Allen said. "In fact, the culture created here was, in many
ways, a forerunner of the platform approach to building cars that
Chrysler has instituted."

Many people, including some within the company, thought the technology
didn't have a chance. Tom Lawrence, engine development supervisor, was
aware of those skeptics from the time he signed up for the two-stroke
team in 1989.

"As good as the technology sounded, there were potholes along the
way," Lawrence said. "People within and outside the company were
saying it couldn't be done.

"For example, it was said we couldn't make the engine idle because it
would violate the second law of thermodynamics. We couldn't come close
to the Tier 1 NOx standards because the invention of a lean burn
catalyst didn't seem possible. Some people thought we were wasting
company funds at a time when they were scarce. I don't recall if we
took those statements as challenges, just ignored them or really
didn't know any better. We just carried on."

On the contrary, it may turn out to be one of the best research
investments Chrysler has ever made.

"It was a great investment," Allen said. "Seven years ago, two-strokes
were an unknown quantity to us. Now, it's one more piece of the
technology puzzle we understand. Would we do it again? In a New York
minute!

"This is very similar to the infusion our Patriot program gave the
hybrid electric vehicle development team. We took both technologies as
far as we could and are now concentrating our efforts on those areas
that appear to be most promising in the very near future."

The results from the two-stroke program include:

* a direct injection fuel system that has promise for four-stroke applications.
* a high-pressure fuel pump (capable of producing 2,000 pounds per
square inch) that could survive the demanding environment of an
automobile engine.
* a mechanically-driven, centrifugal compressor, capable of spinning a
compressor wheel at speeds of up to 1,400 revolutions per second, that
could be used as a super-charger in four-stroke applications.
* a roughly 10 percent improvement in city fuel economy over
comparable four-stroke engines that delivers performance (128 lb-ft of
torque).