Der Obrist-Zweitaktmotor: Revolutioniert der ‘Champagner-Motor’ die Zukunft der Automobilantriebe?

Obrist Two-Stroke Engine: Dancing with a Champagne Glass

Could this be smoother than a V12 and an alternative to electric power?

Back in my training days, a mechanic once showed me the pinnacle of precise timing belt adjustment on a Ford 2.0-liter Zetec. With a sense of pride, he balanced a five-mark coin on its edge atop the valve cover of the idling 16-valve engine. Remarkably, it remained upright.

Admittedly, if someone had come along and pressed down hard on the accelerator, the trusty old BMW 5 Series would have catapulted towards the workbench. The combustion engine, the pulsating heart of our cherished metal boxes, trembles vigorously when it's asked to unleash and channel its potential power, which is why it's secured within the body of the car by various engine mounts. That's what makes Obrist's latest creation, the ZVG, all the more remarkable.

Photo Gallery: Obrist Creates "Champagne Engine"

The message the mechanic was trying to convey to me was the extent of the advancements in four-cylinder engine technology by the late 1990s, as we didn't have access to a twelve-cylinder engine at Ford at the time. If only he knew what the propulsion experts in Lindau, at the former technical development site of Felix Wankel, have now ingeniously developed.

Obrist states that the car's compact two-stroke engine operates with less vibration than a twelve-cylinder engine. This isn't just a claim; they've demonstrated it concretely. A champagne glass was placed on the engine, possibly influenced by a commercial for the Lexus LS 400, to visibly showcase this feature under any condition of operation.

For those who might not be as technically savvy, you might wonder what a two-stroke engine is. Well, it's a type of engine that completes its cycle with just one rotation of the crankshaft, combining compression and intake during the piston's upward movement, and power and compression during its downward journey. The exhaust is expelled at the end and beginning of each stroke. In contrast, a four-stroke engine takes its time, using two rotations of the crankshaft, dedicating half a rotation each to intake, compression, combustion, and finally, exhaust.

A two-stroke engine often encounters difficulties maintaining a consistent performance, particularly when under strain or coasting, partly due to the excessive amount of residual gases that don't get expelled in a separate action. (Cue memories of the Trabant car…) Enter the ZVG, which aptly stands for Zero Vibration Generator. Obricht affectionately refers to it as the "Champagne Motor" because a glass placed on top, filled with the fizzy luxury drink, wouldn't show the slightest indication of the engine's operation or if it's even running at all (as demonstrated in the video below).

The engine was designed for an accelerated HyperHybrid concept. Furthermore, Obricht reveals the magic behind it: the "tiny engine" is not a part of the drivetrain and therefore doesn't need to combine its power with another system. This small one-liter engine doesn't have to rev high; instead, it operates, if needed, always within the optimal RPM range. Its sole purpose is to generate electricity, which it uses to charge a compact buffer battery that powers an electric motor, which in turn propels the vehicle.

According to CEO Frank Obrist, the issue of limited driving range should be resolved as the innovative Champagne Engine consumes merely 1.5 liters (either gasoline or E-Fuels) per 100 kilometers. This efficiency is expected to enable a driving range of over 1,000 kilometers. The team has been dedicated to developing the HyperHybrid concept since 2011. The engine, which is a lightweight at 110 kilograms, delivers a power output of 45 kW, equivalent to just under 61 horsepower, and features a multi-channel injection system. Unlike typical four-stroke engines, it does away with the need for variable valve timing.

The engine operates with two crankshafts moving in opposite directions, effectively nullifying any vibrations. A rubber-cushioned transmission attached to the second crankshaft reduces noise generated by the gearbox. An embedded flywheel balances out the inertia of all rotating components, including external forces and the oil system with its pump. Furthermore, the engine functions within a soundproofing container roughly the size of a shoebox.

The propulsion system offers a weight reduction compared to other standard electric drives. The buffer battery's battery pack weighs in at 98 kilograms, which is approximately 85 percent lighter than the battery found in the popular Tesla Model Y. With 17.3 kilowatt-hours of energy, it can achieve an electric-only range of more than 80 kilometers.

Increased Discussion on Engines

According to the company, the HyperHybrid's advantage lies in eliminating the so-called 'carbon footprint' typically associated with the production of large battery packs in conventional electric vehicles. This significantly reduces the CO2 emissions into the atmosphere, offering a competitive edge to what is touted as the market-ready Champagne Engine.

For the possibility of being a substitute option, the proposed EU ban on registering combustion engine vehicles by 2035 would need to be overturned or, at the very least, an exception for the use of E-Fuels would have to be granted.

Source: Obrist

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