Precision Power to Engines

Our technology combines existing proven technology's to introduce an optimally timed burst of energy to the engine before it has to compress the fuel/air mixture, reducing the amount of fuel needed to get though its different cycles.

Improved Power  |   Improved Acceleration  |   Improved Fuel Effeciency

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The Problem

Overcoming Hard Work

On a 4 stroke engine, each piston has to go through two complete cycles before it can get another burst of energy (power stroke). In order for this piston to reach the next power stroke it must overcome many factors such as piston ring friction, cam operation, etc., and then it must go through a final compression stroke before reaching the next power stroke.

Obviously the engine must supply more fuel to overcome these factors. Designers add flywheels to engines to maintain the extra inertia needed for the engine to reach its next power stroke, but the flywheel weight can reduce the acceleration because of its extra inertia.

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FRICTION Compression 1 Power 2 Exhaust 3 Intake 4
Energy Consumption Due to Friction in Passenger Cars 100%Fuel Energy 33%Exhaust 29%Cooling 33%Friction 5% - Air Drag
The Solution

Electromagnetism to the Rescue

Our solution is to introduce a burst of energy to the engine before it has to compress the air/fuel mixture. This energy is brought in at a time when the piston(s) are either at top dead center (TDC) or bottom dead center (BDC) when piston ring to cylinder wall friction subsides.

My idea substitutes the heavy flywheel with a plate embedded with permanent magnets, thus becoming a rotor assembly similar to a brushless dc motor. These magnets line up with coils that when powered up can either repel or attract the magnets.

This burst of energy can be modified by the number of coils that are energized, giving the engine great acceleration at first, and then aiding it at cruising speed. At the initial acceleration, all of the coils would be energized to give maximum torque then groups of coils would drop out as the rpm’s increase. These extra coils may be used to charge capacitors to aid this device. Eventually the forward gears in the transmission assembly could be eliminated, saving more energy.

Energy in Inch Ounce-Force Needed to Rotate a Non-Running Single Cylinder Engine

Select below to see improved system

friction-graphsvg COMPRESSION POWER CYCLE EXHAUST INTAKE TOP DEAD CENTER BOTTOM DEAD CENTER TOP DEAD CENTER 0 2.5 5 7.5 10 12.5 15 17.5 20 Energy from Rotor Coils Energy Bursts are Optimally Timed to Reduce Friction Current throughinductor over time CURRENT TIME

Industry Applications

Racing Research

Racing Research

By replacing the flywheel with a lightweight plate that holds the magnets, the engine would have much less inertia to overcome resulting in much better acceleration and deceleration. By having the ability to bring the power into the engine at 4 different piston locations, and numerous power coils to choose from, the engine torque could be programed to suit driver or racetrack needs.


As the engine goes through its normal range from idle to cruising speed, our technology would add maximum torque at first then taper down at upper speeds. A certain amount of electrical energy would be added at cruising speed to improve fuel economy and keep the engine inertia going. By controlling this torque electronically eventually the forward gearing in the transmission could be eliminated.

Small Vehicles and Engines

Small Vehicles & Engines

Small motorcycles or scooters would be much easier to start with the added torque our system delivers. The coils/ magnets that drop out at upper speeds could be programed to charge capacitors or the battery. Small engines such as chain saws would benefit from the extra boost of energy our system could deliver ( when they begin to bog down under load ). A small rechargeable tool battery could be installed to give energy to the coils in our system.(generators could use this boost of extra energy when at first they need to overcome the huge inrush of current needed for starting refrigerators,electric motor ,etc.. )

Frequently Asked Questions

How much additional torque does the system develop?
My system is designed to add maximum torque to the engine when it needs to accelerate, then when it reaches cruising speed a smaller amount of extra torque is added to aid in fuel economy. The maximum amount of torque available is determined by how many coil/magnet sets are put into the stator and rotor assemblies.
How does flywheel mass impact torque gains?
The flywheel mass will dramatically effect my system as it creates much more inertia to overcome. Ideally my system would eliminate the flywheel with a lightweight rotor assembly. My system would be ideally suited for smaller engines that can't fit a flywheel in.
Where does the power come from to electrify the coils?
To power the coils, higher output alternators or extra batteries could be used.
Are onboard storage batteries or supercapacitors a necessary component of the system? Does regenerative braking play a role?
Regenerating breaking would work great as the stored energy would immediately be used to accelerate the engine. As the engine gets to cruising speed, the extra coils not used in the stator assembly could generate pulsed energy to charge either capacitors or batteries.
What kind of fuel economy gains can the system deliver (again, would likely be vehicle-specific)?
Fuel economy would improve based on how much extra torque is added by my system so less fuel is needed to reach and maintain cruising speed.
Is the system targeted to automakers, for new cars, or will it be marketed as a retrofit to existing vehicles?
My system is targeted for new applications, probably smaller engines at first, such as motorcycles and scooters.

Let's Talk

This technology, the electromagnetic rotor drive assembly was recently issued a U.S. patent # 9,806,585 B2. Its development is quite literally the culmination of a lifetime of being open to discoveries and possibilities.

As a kid I was always taking things apart and redesigning them in my head; unlike Henry Ford, I often failed to get them back together again. In my twenties I started out working as a motorcycle mechanic and apprentice diesel mechanic. Then in the Navy I was trained in aviation and electronics, and received my first patent for an engine supercharger. Following my service in the Navy and further electronics training in college, I joined Ball Aerospace Systems Division in Colorado.

During my thirty years at Ball, my primary job was electronics technician in charge of night vision and military video products. In addition I became experienced in robotics, and helped build a cryogenics facility, including electrical wiring, hydraulics, equipment fabrication and installation.

In 2013 I left Ball and started my own company for the freedom to work on a number of ideas that have been percolating for years. This latest patent is but the surface of a vision that may transform the transportation industry — a vision I’d like to share with others open to discoveries and possibilities.

Randy Moore
President, RK Transportation

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