Member Info for Phimx

Oldblue:

Thats not an answer. What device turns the D13 exhaust waste heat into energy ?

You may have just as well answered " a thing"

May 27 2016: John Gunn stated in an interview on Youtube

" Today we are pleased to say the product is ready to go out into the market "

This turned out to be totally incorrect, it wasn't ready, there is no indication the product had obtained approvals CE marking etc allowing it to be sold on the market.

Exactly why John Gunn said that is known only to him. Many investors must have been fooled into buying into the company based upon that statement alone. Boy were they fooled.

Over 5 years later everyone here knows that the product did not go on the market and never will.

Hundreds of thousands were raised to be used for certification which has never materialised.

Failure after failure after failure to deliver what they state in RNS

NOMADS ......... spit spit

Oldblue: let's be clear about what is real and what isn't. What is real is a Charger designed and built circa 2016, a development of the Disenco Stirling engine. What does NOT exist is a Charger that was supposed to be improved/enhanced/modified by 5 or 6 years of design for manufacture, as stated by many RNS. I have highlighted the discrepancies in the In In-spirit story over the last few months, including John Gunn stating the Volvo WHR would be tested over the next 12 months. He said that in November 2020. According to that tale, testing should be well advanced by now. But as you've pointed out below, the tale is now
" ... It is hoped that by the end of 2021 all major items of the WHR system will be complete, with a view to having the designs for a full working prototype that can be put into manufacture"

So, in this version of the truth only the designs will exist HOPEFULLY by the end of 2021. Elsewhere it states a prototype may be built by early 2022.
He also claims that longevity testing is taking place now, how can you test systems that have yet to be designed never mind built.

What is an absolute certainty is RNS statements from this company come to nothing, they are worthless. Go read and analyse the outcomes over the years.

Once again you avoid answering my questions, the only time you reply is with some gobbledegook or answer questions I haven't asked. You are either don't have the ability or don't want to admit I'm correct.

Oldblue: what turns the Volvo D13 exhaust waste heat into free energy.

If your brain can't fathom out the question ask a school kid.

Are you waiting for an RNS to tell you the answer ?

And Oldblue what turns the D13 waste exhaust heat into useful and free energy?

And why should you think anything in an In-spirit RNs will actually become reality when the most of the others haven't

So 10 years of Charger RNS have been proved absolutely worthless.

Now it's WHR to pull in the punters

https://www.abc.net.au/news/2021-07-30/tesla-battery-fire-moorabool-geelong/100337488

Look at this video

https://vimeo.com/171417509

Now note the height given on the Inspirit web site for the Charger - 850mm. But this is incorrect, a RNS stated that 'the size had been reduced to below 800mm'

My problem is, unless Paul Booker and his mate in the video ARE Midgets it is obvious the Charger shown is at least 1200mm or more. HOW CAN THIS BE ?

Something not right there !!

A real deal WHR company

https://www.energyvoice.com/technology/111596/tech-tuesday-heliex-harnesses-power-steam/

For the few that may be interested ! Read this thesis on exhaust waste heat recovery. Note that WHR was being used by the US navy back in the 70s. Also note the complexity of capturing waste heat and the reliability issues involved. It is not a simple task !

https://core.ac.uk/download/pdf/36736118.pdf

BUT the In-spirit Stirling can only convert about 10.3 HP of that waste heat energy to electricity.

And that improves the useful output of a D13 by

10.3/375 = 2.7 %. Just not worth the money and weight added, especially when a theoretical improvement of 6.7% can be achieved with a Rankine device, as you yourself have discovered.

I wonder how long you can ignore these simple facts and common sense ??

Oldblue: And what is the point of looking at a diesel producing a lot of waste heat. What point are you trying to make ??

We all know a Volvo D13 produces shed loads of waste heat. If the D13 is 50% efficient then there will be 375 HP or 279 kW of waste energy - minimum, a huge amount !

In-spirit RNS 3 Nov 2020. " , the novel three stage heat recycling process increased engine efficiency by approximately 20%, driven by waste heat from e.g. a Volvo Penta D13 series engine...

Oldblue: I am guessing from your rambling, random and illogical posts that you are also the author of many of In-spirit's RNS of a similar ilk.

Oldblue: Of course the Charger and Volvo WHR are different items, that is obvious BUT they use the same In-spirit Sterling engine, having a nominal 6.4 kW output. 6 years of failed RNSs having been telling investors of the supposed continued development of that very same engine. It is the very core of their technology - allegedly !

So you are saying the D13 output is increased by 20% that my friend is, for the lowest rated D13, 20% of 375 HP or 75 HP or 75 X 746 Watts = 56 kW.

Where have you seen any information In-spirit have developed or have been developing a 56 kW Stirling engine ?

NOWHERE

THE 20% GAIN IS FOR THE STIRLING, IT IS OBVIOUS! FROM THE RNS 3 Nov 2020.

Oldblue: you seem determined to ignore what I write and simply make up your own story! I think I've made it clear. After demonstrating a model and running a theoretical analysis In-spirit claimed in RNS 3 Nov 2020. " , the novel three stage heat recycling process increased engine efficiency by approximately 20%, driven by waste heat from e.g. a Volvo Penta D13 series engine... "

So 20% more power from the Stirling engine when pumped full of heat from say a D13. I do not mention Chargers, I talk about Stirling engines! YOU talk about Chargers and 20% more power equals a Stirling producing 10.3 HP. To be crystal clear, In-spirit only have 1 Stirling engine design and it supposedly produces 6.4 kW, convert to HP and multiply by 20% and you arrive at 10.3 HP. That is what In-spirit states the Stirling will produce when blasted by the huge amount of waste heat from a D13, you don't have to calculate, they tell you the answer - 10.3 HP.

The Volvo WHR system is a heat collecting system that comprises, the recently coined IHA and that heats the second component, the Stirling engine.

The Charger and the Volvo WHR system ARE connected, by the common factor i.e. the Stirling engine ... Wrong again Oldblue.

Oldblue: It was me that pointed out that a new interface to the Stirling would be required and would need designing from scratch and would not be easy. As usual you are answer things that don't need answering
As for adding random numbers, what on earth are you talking about. The problem is very simple and there is no odd maths involved. The Stirling produced 10.3 HP. That is 6.4 kW increased by 20%, GCSE MATHS. A D13, the lowest output being 375 HP. If I increase the D13 output using all 10.3 HP of the Stirling I get an improvement in efficiency of 2.7 %. It could not be any simpler. If I were to add the Stirling to the 1000 HP version, what improvement would I get ?. This is kids stuff.

For the size and weight and presumably the cost, the benefits to Volvo are very very small. Presumably that's why they haven't even committed to an actual test on a real D13 because they know it's waste of time. The development will be strung out as was the Charger, enticing RNSs will written but it be another waste of time and money for investors.

Can hear a pin drop!

Not a word from Oldblue, who cannot answer my questions. Not one person has provided a sensible reply as to how Volvo are going to benefit by sticking a 10.3HP Stirling on a D13. The Stirling weighing almost half the weight of the D13 and will cost a load of money.

No details from Inspirit as usual, just vague quasi technical jive.

I'm disappointed not one investor can provide at least some reasonably sensible answer as to how Volvo are going to benefit from the puny 10.3 HP In-spirit. More to the point, how do any of you long suffering long term holders think you are going to benefit from this technology? Also be advised WHR is not some new and wonderous invention, it has been applied in large container ships since, I think, the 80s. What is new are the con men jumping on the green gravy train.

From CRH letter 24 August 2020

****************************
3. Lots of numbers. As at 30 June 2019, Mr. Gunn disclosed a holding of 439,696,246 shares.
On 25 November 2019, after the conversion of the majority of the Convertible Loan Notes
(“CLNs”) that had been issued in 2018, Mr. Gunn notified that his interest had increased by
142,857,142 shares. In fact, his notifiable shareholding (direct and indirect) should have
increased by 278,572,428 shares, comprising 142,857,142 direct shares from his CLNs
(received in lieu of £100,000 of personal fees) plus a further 135,714,286 indirect shares from
GIS’ CLNs (received in lieu of £95,000 of monies owed). But in fact Mr. Gunn’s new total
shareholding increased not by 142,857,142, nor by 278,572,428, but by 356,992,128 (to the
currently disclosed 796,687,374). Mr. Gunn’s new direct shareholding (582,553,388 shares)
tallies with previous disclosures (although some indirect shares have morphed into direct
shares) but (a) the conversion announcement did not mention any shares acquired by GIS,
and (b) GIS now apparently holds 78,419,700 more shares (equivalent to 2.7% of the
company) than it should have based on previous disclosures. Too many numbers perhaps,
but seemingly a lack of accurate Director Dealing disclosures. It would be especially
interesting to learn where the surplus 78,419,700 GIS shares have come from
*******************************

Note the questionable 78,419,700 shares in the above, closely matches the 78,569,746 shares 'bought' and transferred from GIS on 24th February 2021. I now think this was merely a tidying up exercise by John Gunn to correct the errors in the GIS holding. Further investigation needed.

Oldblue: what are the points/information/ideas/theories/speculation etc. You are trying to convey to other shareholders ?
Please tell us the significance of JG buying those shares, you keep posting that without posting any discussion. My theory is by buying, effectively from himself, he kept the money in the family. He must have known a placing was coming and his percentages was going to be diluted. Perhaps also he was expecting the share price to rise significantly on the garbled RNS he then issued, so he was happy to pay the price.

I look forward to your theory on how the 6.4 kW Stirling is going to beef up the 375 HP Volvo D13.

Alas, I don't think we'll see anything but more childish insults.

I don’t expect any sensible answers from Oldblue so, I’d like to pose a serious but simple problem to all the board. Presumably some of you hold decent qualifications in physics, engineering, maths or at least are able to think sensibly.

Background:
Inspirit have supposedly spent 10 years developing a Stirling engine currently rated at 6.4 kWe or 8.58 HP. From published information, the only other known Stirling model was a 2 kWe version but that has not been mentioned for several years. At the present time there is no working version of the Stirling which incorporates all improvements made during the Design for Manufacturing exercise that have supposedly taken place over the last 3 or 4 years.

Recently after demonstrating a model to Volvo, Inspirit claimed an increase in engine efficiency by approximately 20%. Unfortunately the wording is open to interpretation. Was it the Volvo D13 or the Stirling, which improved?

My take is the Stirling was modelled as improving its output to 7.68 kW or 10.3 HP. The alternative is the D13 was improved by 20% but the problem with that is, it would require finding an additional 75 HP provided by the Stirling, rated at around 10.3 HP !

The problem
The Inspirit Stirling engine can only improve a 375HP engine by 2.7% and a 500 HP engine by 2.1%. Bearing in mind the Stirlings are very heavy, very expensive and will be untried. For information a D13 weighs in at 1182 kg, the \Stirling, IHA and cooling pipework must weigh in about 500 kg. The D13’s weight increases by about 42%, that’s a lot !

I don’t see a case for adding an Inspirit WHR system to a Volvo engine, it does little for Volvo
Can anyone else dispute my reasoning sensibly ?

For the non technical. My car alternator produce 65A @ 14.3 V = 930 W or 1.25 HP if I could throw away the alternator my engine would provide me with an additional 1.25 HP worth of power. So if I can create electricity from the waste heat being pumped out of the exhaust, I gain. That’s what WHR is all about, in this case we produce free electricity but mechanical systems exist that can feed the power back to the crank.