HC Plastics News: In the manufacturing sector, the latest equipment, processes and materials are often tested first by OEMs or Tier 1 suppliers. A good example is the Polimotor engine, a full-plastic engine that inventor Matti Holtzberg has been studying for nearly 40 years.
The figure shows the replacement of three metal parts of the oil pump casing in the Polimotor2 engine with an injection molded black polymer part (left forearm) (Photo: Solvay Specialty Polymers)
The power to develop the Polimotor engine is to show people how to use plastic instead of metal to reduce the weight of the engine (including the internal and external parts of the engine and the parts under the hood). Holtzberg launched the Polimotor project in the late 1970s. It was not until 1984 that a racing car owner was equated with a first-generation 2.3-liter engine and participated in a series of activities organized by the International Motor Sports Association. . This modification installed the engine on the LolaT616 aluminum chassis.
Despite the praise of the engine at the event (which scored a third place in the 1985 US road race), the project was still on hold for many years. About two years ago, Holtzberg was based in his Florida branch (Composite Casting LLC) and Solvay Specialty Polymers (a company that produces polyphenylene sulfide and fluoroelastomers). The project was restarted with the help of an engineer.
The first Polimotor engine weighs 168 pounds and is an upright overhead cam engine with a four-cylinder configuration that delivers 8500 rpm and an output horsepower of 290 hp. The main composite used is Torlon, a melt-processable thermoplastic that can be extruded or molded to obtain specific geometries. The Polimotor2 will be equipped with a turbocharger and an improved fuel injection unit to ensure that the engine can achieve 420 to 450 horsepower at 8,000 rpm. The engine weighs about 143 pounds and is about 88 pounds lighter than the standard engine produced.
According to Holtzberg, the new generation of engines is no different from the previous engine in terms of structural design. The novelty of the design is that some of the components in the engine are made from Solvay's advanced specialty polymers. In fact, each of the three components made with specialty polymers is used in multiple components.
KetaSphirePEEK (polyetheretherketone) was used in the engine's deoiling line and fuel intake channel. The polymer contains 30% glass fiber (CF30) with similar chemical stability to PPS (polyphenylene sulfide) and also has excellent mechanical properties for continuous use at 464F. Polyetheretherketone is a high modulus, KT-820 grade polymer with excellent fatigue resistance, impact strength and ductility. These polymers are classified by natural toner standard (can be divided into coarse, fine, very fine, ultra-fine four).
TecnoflonFKM is used to make O-rings for nozzle seals and fuel injectors because it is compatible with a wide range of lubricants, fuels and additives, as well as with steam, aggressive chemicals and high temperature environments, and at low temperatures. It also keeps flexibility.
The alkali resistance is particularly good under the action of an amine-based anticorrosive additive. The ion curable at a fluorine content of 66% to 70% can reach the level of the copolymer and the terpolymer. These two characteristics apply to all molding techniques.
The impeller and stator isolators in the engine water pump are injection molded from Ryton R-4PPS. This reinforced composite with 40% glass fiber has chemical stability, low moisture absorption and dimensional stability at operating temperatures up to 428F and temporary peak temperatures up to 509F. Parts made with the polymer also have good thermal stability and flame retardancy.
Other engine components made from special polymers supplied by Solvay include cam sprocket and cover, water outlet, plenum, and oil pump housing. 
Editor in charge: Wang Ning 12
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