Special Features – GRYPHON DIESEL ENGINES, LLC

Special Features for Marine Application

For marine applications, over 80% fuel reduction with forward-facing propellers; additionally, diesel fuel is safer than gasoline, yielding lower overall insurance costs.
We will use closed-loop cooling to avoid intrusion of saltwater into the engine.
There will be a standard hybrid mode; an electrical engine and optional solar panels for outboard applications for extend stealth trolling and port operations with zero fuel consumption. This is a first-time appearance of this technology in the marine outboard engine market. The electric motor will be directly assembled onto the transmission housing in order to reduce both weight and excess parts. It will function as a starter as well. This hybrid system will qualify Gryphon Diesel engines to meet the European Union’s emissions standards when in port, which no other marine outboard engine can do today.
Forward-facing propellers will reduce noise and vibration, reduce onboard exhaust gases (because they are pumped out underwater through the lower drive unit instead) and make the boat much safer and more suitable for fishing and swimming off the back of boats. They will provide much safer transom operation, which will allow vertical fishing lines to be deployed much closer to the transom.
Dual counter-rotating propellers (DualProp type propeller system) will initially be used only for outboard configurations with a horsepower rating 350 HP and above (V6 block) because these are better suited for heavier boats. Single propeller propulsion lower-drive units will be used for engines rated below 350 HP to lower costs, which will be very important for exports.
Digital throttle control is standard for all outboard engines 75 HP and above and optional below 75 HP. Digital joy-stick will be available with several driving modes pre-loaded.
We will implement a horizontal crankshaft layout, and will use a right-angle computer-controlled transmission for this layout.
Gear shifting will take place in the transmission, and never in the lower drive, in order to eliminate the typically problematic area of traditional outboard propulsion systems.
Additionally, a unique twin-pinion gear design in the torpedo lower gear case will minimize the weakest point in traditional outboard design. Current outboard engines use only one pinion shaft to distribute the torque load and support high stress loads, which is very hard on outboard engines especially during re-entry into water after going airborne. With the two-gear design, the stress is cut in half.
We will use a collapsible, failsafe design for the lower drive, in order to save the engine from any major underwater hit.
There will be built-in electric steering with trim & tilt.
It will have under-water exhaust.
By operating with only one fuel – diesel – our engine eliminates the need for two fuel tanks. Typically, most recreational boats would have one gasoline tank for the engine, and one diesel tank for an on-board generator.
We will use carbon fiber for the external panel covering (for low weight).
Engines up to and including 75 HP will be offered optional tiller.
We will supply software and gyroscopes to interface with the automated trim tabs, which will provide the engines with continuous automatic control of the engine trim. This automatic process continuously controls the adjustment, thousands of times per second, of the boat’s engine trim and both independent trim tabs, from the start and throughout operation in any sea condition. The result is a superb perfectly smooth ride, known as “the Cadillac ride” – it even helps to save additional fuel. It also automatically controls the trim tabs independently to level off the boat, should the weight onboard not be properly distributed. The software will also interface with GPS units to allow the boat to operate independently of the tide and to position itself firmly over a reef. This is a particular benefit for single operators. Finally, the software will also interface with the auto-pilot navigation system for hands-off driving along automatically pre-programmed courses.

The integration of all of these systems provide an excellent customer experience that will be unique on the market.

Special Features for Aviation Application

For aircraft applications using Jet-A fuel, the fuel cost is reduced up to 60% per mile traveled, compared to AvGas. With Diesel fuel cost is reduced up to 70%; and when compared to turbines fuel cost is reduced up to 80%. Diesel fuel costs overseas are about 50%-60% less than AvGas. AvGas is scheduled to be phased out in the USA by January 1, 2017 and eventually also in Europe.
We can offer “near-zero” emissions diesel/jet fuel engines. Aviation engines generating 3% of all GreenHouse gases (GHG), which accounts for almost 12% and rising, of total air pollution.
For aviation applications, due to small engine footprint dimensions, the cowling can be much more aerodynamic than traditional reciprocating cowlings. These aerodynamic benefits yield an additional 8 HP.
We will offer the use of a Single Throttle lever control without fuel mix manual control; this provides a superior flying experience. It reduces the burden on the pilot in manually controlling the fuel mixture, which is very exact and painstaking, it eliminates the risk of engine blow-out, and it lowers Exhaust Gas Temperature (EGT), which is ideal for military applications where the lowest possible IR-signature is required.
Dual-Channel full authority digital engine control (FADEC) unit.
Electricity-driven ECU-controlled superchargers adjust air pressure delivered to the cylinders according to altitude. Therefore, they permit the engine to have the same power output at 28,000 ft. (8,500 m.) as it does at sea-level, and an operational level of 33,000 ft. (10,000 m.)
Since diesel and Jet-A fuel have the same ignition temperature (400 °F), it means that diesel engines can burn Jet-A fuel, too. This makes in-flight refueling possible for small to medium-weight UAVs, which substantially increases possible airborne time as well as the operating capabilities of each aircraft, like range and flight endurance. No current piston-driven UAV has this possibility because the military only uses Jet-A fuel.
Interface will be available for glass cockpits.
We will include in the sale all pertinent accessories, like vacuum pumps, propeller governors, cooling fans as required, an air induction system, etc. as per OEM or customer request.
Engines will have standard direct drive.
There will be the option to add a reduction gear to reduce propeller tip rotation and to keep it subsonic, if required by application.
For helicopter applications, Gryphon Diesel engines with electrically-driven superchargers can offer an engine MAPP to eliminate the reduction gear, thus cutting costs and weight. We can offer the same for aircraft applications.
For helicopter applications, reduction gears and transmissions can be eliminated because MAPP can be programmed to spool the electric superchargers to meet any OEM performance requirements.
For helicopter applications, Gryphon Diesel engines resolves the prohibitive costs of turbine use for short and medium range applications.
For helicopter applications, Gryphon Diesel engines have no limitation of hover time, continues operations in sand or dust environments and no degraded performance on hot climates or high altitudes.
Digital fly-by-wire controls and several operating modes will be pre-loaded.
There will be the option to add foam filtration of the diesel fuel as well as fuel circulation with heating, which would be used to warm up the fuel in the fuel tanks during low external operating temperatures.
Digital throttle control is standard for all aviation applications 55 HP or higher.
We will integrate diesel and jet fuel engines into currently available and future platforms.
The Inline-2 cylinder engine block will be designed to target the Light Sport Aviation (LSA) and small lightweight UAV (drone) markets.
For military applications, can be equipped with infrared (IF) signature suppressors on engine exhausts.

Special Features for Medium-Heavy Duty Cycle (MHDC) Truck Application

Gryphon Diesel hybrid powerplants reduce exponentially fuel consumption by >80%, possibly 100%, it lowers noise and vibration and offers near-zero “green” emissions.
Gryphon Diesel hybrid powerplants combine a very high density, high discharge ratio Magnesium (Mg) battery pack and a small generator diesel engine using high RPM’s 1, 2 or 3 cylinders blocks that operates intermittently only (on/off), when needed to recharge the batteries automatically while driving. This will save substantial fuel.
A standard wall charge is included to allow batteries to recharge 100% during down time or mandatory driver stops. This will result in reduced fuel burn by >80%, while providing zero idle using energy only when needed (no idling), with zero noise, fuel and emissions. This wall charge may extend engine life to upwards of 20,000 hours before engine overhaul.
No costly exhaust aftertreatment equipment.
Gryphon Diesel proprietary Magnesium batteries have 9x greater energy density (possibly capable of reaching 12x great density), 5x the discharge ratio when compared to Lithium-Ion batteries, they take a fraction of the time to recharge and they cost 30% less. If used in a Tesla car, the Mg battery would exhibit a range more than a 10 times greater than a Li-Ion battery of the same dimensions. Additionally, Mg batteries have no risk of catching fire, and they can also be charged via regenerative braking.
This combination can provide a Class 8 truck that has a standard 100 gallon diesel tank with an average range of more than 3,500 miles, or over 35 MPG, independent of terrain conditions, without stopping to fill up. This is between a 500% and 600% improvement in fuel economy, compared to the current average MPG for class 8 trucks. This will likely translate into a substantial increase in net profits per truck, and depending on miles driven per month, it may save enough money to pay off a new truck within only 4 months. It is a true game changer for the MDHC truck market.
Full recharging of the Mg battery using the electric grid, from 500 kWh (kilowatts per hour) to higher capacity, can be done in less time than the required down time mandated by federal regulations, or during nighttime or off-work time for trucks used on city errands.
Thousands of fuel stations worldwide provide diesel fuel, many already bio-diesel. Therefore, there is no need to establish dedicated fuel stations like CNG or others, which requires a huge amount of capital and a high investment risk that is almost impossible to recover in the near future.
Gryphon Diesel standard hybrid powerplants can supply a total power output of 2,500 HP – 3,000 HP directly to the wheels under an All-Wheel drive mode, capable to motor trucks over 120,000 lbs. Optional powerplants can be offered for higher payloads.
We offer constant automatically adjusted power output, no matter what terrain grading, for superior performance. Each wheel can been controlled individually for exceptional traction and safety under adverse conditions.
Together with Active Gradient Control (AGC) for descending operation, each wheel can provide continuous regenerative energy to help recharge the batteries, further putting off the use of the diesel engine.
The AGC can provide constant speed in all types of terrain, especially high gradient terrain (i.e. uphill) where current trucks suffer greatly from exceptionally low MPG.
The transmission will be 2-speed, and therefore much smaller, lighter weight and far less expensive.
Front axles can be made much lighter, at around 30 lbs., and rear axles around 90 lbs.
Independent motors are on each side of the axles.
Gryphon Diesel will offer the high tensile strength (525 Mpa) of extruded magnesium hubs and wheels to further cut weight.
All these lightweight features can allow a net payload increase on a Class 8 truck of 2,000 lbs. or more, if we assume the 80,000 lbs. federal legal limit for a full load. At $0.50 /lb., this is an additional $1,000 revenue per trip. Thus, trucks that run at full load could see up to $30,000 or more each month in revenue, straight to the bottom line.
Our diesel engine is easy to repair and to overhaul.
Any truck diesel engine mechanic can assist or repair the Gryphon Diesel engines. There are thousands of diesel mechanics all over the world. Thousands of established dealers and distributors worldwide can provide regular diesel engine maintenance or overhauls. This is not the case for turbines as proposed by two competitors, which require mechanics with special training, are expensive to repair and overhaul, and have a limited operating lifecycle nowhere near Gryphon Diesel engines.
It is easy to customize our hybrid powerplants to suit a variety of OEM new truck customers and engine repower companies.
The cost of Gryphon Diesel hybrid complete powerplants packages can be made much less expensive than the two current would-be competitors, with the magnesium batteries at less than $100 KWh.
Gryphon Diesel engines can provide “near-zero” emissions of 0.001 g/Km NOx, which is well beyond Tier 6 requirements. Adding the benefits of very low noise and very low vibration, due to low compression and offset crankshaft during recharge mode when the diesel engine is operating. A turbine would never be capable of this.

Special Feature for Power Generator Application

For power generator applications, fuel cost is reduced up to 60% compared to current gasoline gensets and 30% compared to current diesel gensets with the same power output.
We offer an engine with significantly lower weight — around 50% lower than other diesel competitors and around 30% lower than other gasoline competitors with the same output.
Very low noise and low vibrations.
The ECU will provide unique throttle control in that it will automatically regulate the engine throttle according to what the electrical output demands. Compared to current generators that operate on only two levels — either idling or working at full throttle — our generators may provide additional substantial fuel savings, possibly up to 25%.
We will include in the sale all pertinent accessories, as per OEM or customer request.

Special Feature for Non-Automotive Application

Fuel savings up to 60%.
Weight reduction of 30%.
“Near-Zero” emissions.
Diesel power instead of gasoline.
Longer engine life.
As per OEM request, all accessories will be included.