Scuderi Engine

2013 SAE World Congress: Scuderi and investors still challenged


While some private investors in Scuderi Engine Group express their dismay at the delay in OEM acceptance of the evolutionary split-cycle engine, the realities of today’s automotive business models are clear, as my interview with Stephen Scuderi at 2013 SAE World Congress in Detroit revealed.

Anyone who has ever dealt directly with the automobile industry (like me for over 39 years) eventually learns that building a business case is part of the corporate and industrial game, and is absolutely necessary, whether that OEM is foreign or domestic; and that especially applies to the auto industry’s review of split-cycle engine technology. Unfortunately, that is not an easy pill to swallow for many private investors of Scuderi Engine Group, developers of the split-cycle engine design that bears the name of inventor (now deceased), Carmelo Scuderi. His legacy, though, centers on performance, honesty and trust by those who knew him.

I understand why a few investors want to use blogs and writers like me to vent their frustration. I get it; but I cannot allow rumors to rule my better judgment. Like Ronald Reagan, I still believe in that old Russion proverb, “Trust but Verify.” And that is why I attended this year’s SAE World Congress, despite my retirement from full-time writing for TN, so as to concentrate on fulltime trading, not to mention to write a book or two.

Be apprised I have no financial skin in the Scuderi investing game. Yet, as an investor in post-IPO companies as well as a day trader, I fully understand investor anxiety; been there many times. That is why I teach patience with new technology acceptance, as it is par for the course.

For the record, I own shares in two publicly-traded companies with viable products, not just intellectual properties (as is the case with Scuderi) which is tougher; and I am still waiting for the stocks to breakout whereby I can feel justified in my choice and timing of investment. One is Cyclone Power (CYPW) with its external-combustion, recirculating steam engine that will test the speed record at Bonneville this year; the other is Axion Power (AXPW) with potential to use nano-material PbC electrodes for heavy truck batteries.

In my experiences, there are three major elements in building an automotive OEM business case: The first is technical; the second is financial; and the third is political, both external and internal. So, all attempts by Scuderi Group to convince the engineering level of these OEMs about the benefits of the advances but evolutionary step in IC engine development is merely part of the path towards acceptance. Ultimately, it has costs associated with it to say the least; however, even those engineers have to sell it to those above their pay grade; and, as they say in corporate political circles, that ain’t always easy.

Recall my own idea, Inherent Criteria, an internal design process that proved to save $1.92M globally per year still took General Motors six years to make the decision to make the process official. I did not give up, though, because nobody said, no or yes. It forced me to develop a sense of morbid curiosity so as to prove just how long GM managers might drag it out. Keep in mind, these were the same people who stated bankruptcy would not occur on their watch. I rest my case on that part.

Regarding the Scuderi Group’s big sell, questions will always be asked; challenges will always be placed, doubts by the over-educated but more-often ignorant elite will always exist. Main question: Do the technical and performance benefits justify the expense, not only of development, but of the changes required in manufacturing? For certain, the ability by Scuderi to retain a single crank and use the same block will go a long way.

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Comments

Frank, you lost me when you quoted comments from Stephen as fact, or even as legitimate. 10 years in development, 80 million spent and not one penny yet has come back to the company. A split-cycle engine just may work, but with inept management at the Scuderi Group, its not coming from them.
Hi Mike, thanks for commenting. I assume you may be an investor? Regardless, my answer would be the same. Investments have risk associations. Some of those are a natural part of the process; others are self-induced by the company management. I do get it. On the other hand, realize that Scuderi 's only product is its intellectual property. They have no other real product, unlike the investments that I presently have. So that places Scuderi investors in a unique situation of having to wait until someone else buys that intellectual property, and that means selling to automotive OEMs. That is NEVER an easy sell; not imposible, but it will test your mettle as well as your patience. Nonetheless, there are other places to sell that product, like green energy backup and recovery. That, too, takes time to develop as a business case. And if time is money, then cash will be burned in the process; that's why it was garnered. The fact intellectual property is involved, though, means it has to be protected. After all, China cannot be trusted, and the OEMs are not always honest in their dealings as they strive to get around patents; hence, disclosure agreements. Frankly, I would have had a working engine in a generic car just to prove fact about MPG over simulation, IF the company was mine. It's not, though; and that means when you invest in a company, you also invest in the management and must live with their decisions and sometimes indecisions. Believe the direction and stay with it or simply get out. It's no different than a swing trade in my mind. Regarding Mr. Scuderi, I have no reason to disbelieve what he told me. I stated that I did not agree with not having a workling engine inside a car at this point, but I'm an impatient soul myself at times. I also have a level of inherent skepticism for ANY company that touts its goals while using other peoples' money. Then again, that is the investment risk, isn't it? Not much different than the risk that you are expecting the OEMs to take. So, understand all sides and why they are taking so long. If the split-cycle air hybrid has any other life besides automotive, it could also live in the stationary energy backup and storage industry. My own Cyclone Power (corrected, was Axion) investment is in that very arena using waste heat recovery. That area has profit potential; and I know that fact is not lost on Scuderi as a potential for profits. If I ever thought or ever discovered Scuderi reneging on its words, I would pounce on them with criticism with extreme prejudice; as I do not like to be deceived when I operate so upfront. Perhaps it's my age, but trusting and verifying takes time and patience, too.
Hello Frank, Excellent article. Thanks Ben Tour
I must admit I am a baffled by the money raised by Scuderi and the lack of understanding of thermodynamics by so many experts. 1. The split cycle engine is not a new idea at all, sir Harry Ricardo manufactured the dolphin engine, a split cycle in 1906. Thus it is not novel. 2. The actual thermodynamic cycle, Atkinson Cycle, was conceived by James Atkinson in 1882. The cycle is not novel. 3. Even if someone finds a way to connect two cylinders together, compression/expansion... there is no need to license it. It not novel see one and two above. Then there is the limit provided by the Carnot Cycle, Nicolas Léonard Carnot 1823. The limit in efficiency is determined by the maximum temperature difference. The problem, thermodynamically comes down to one thing. Heat. These are all heat engines, Combustion adds heat to air. Air follows the ideal gas law, PV=nRT. Higher temp means higher pressure resulting in more recoverable work... increase efficiency. The net is the higher the air temperature at the time of combustion... the higher the efficiency. The Scuderi design requires a relatively large volume to pass the compressed air charge from the compression cylinder to the combustion cylinder. relatively large because the the charge is compressed. The charge is waiting to get over to the combustion side and is "stacked up" between the cylinders. Mean while the heat is running out. The temperature is dropping, thus the pressure is dropping... the next charge must re-compress the previous charge. Thus, even it full expansion occurs the efficiency is literally running out of the stored charge as heat. But, alas my engine will solve these problems.
Ford spent over a billion on a new engine and bloom energy raised more than a billion for their battery their project and it breaks down. Scuderi has raised a bit over 100 million and it works . They have deals and it has no problems. bloom looks to go public this summer. I feel scuderi group has a superior product by far. What does this say? Not to mention ipo value. Scuderi group will beat bloom energy despite their 60 minutes program coverage...scuderi group is the best power saver this country will have.....
Scuderi energy group ipo on the way this year. So is bloom energy. Thats great because both will compete for market share. The only difference being scuderi product works, has been sold, and they are making money. Bloom has done nothing but be on 60 minutes and raise a billion and half dollars from big time donars. Sounds like teslar grubbing from the fed goverment..(your money) scuderi energy raised just over 100 mil in small donations and their product works and does a better job than blooms.. You'll see what I mean in the long run. Scuderi wins and will make a bundle of cash for their investors....
the scuderi power group has ipo in the works this year..my prediction would b between 40 an 50 depending on ipo price on bloom energy. Cant c bloom opening 4 more than 20. They are starting with huge debt and not much else. Scuderi has been making sales and money. Also their technolgy works far an away better than blooms.
I am interested in more info plus maybe investing in Scuderi pre IPO Any information would be appreciated. Thanks

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