Ongoing development for the Fisher Yoke-Arm will be necessary to ensure that this innovative and creative solution can be transferred or “handed over” to the automotive and engine manufacturers this year or next. When this occurs, much less development by engine manufacturers will be required because most of the preliminary design work has been completed and should “jump start” these important industries into production. The yoke-arm linkage advancement will help the Automotive Industry since their focus and priorities have been on other means to improve fuel economy and emissions. The yoke-arm linkage for vehicles and worldwide engine applications will provide dramatic energy savings while helping to conserve a most important and limited natural resource, petroleum.

A first prototype was constructed which produced very encouraging dyno test results. Fisher Technologies and is currently constructing a second and larger prototype to obtain additional data to support what dyno testing and computer modeling has already shown to be a very viable advancement. Our R&D has been ongoing for some time to find ways to substantially improve the performance of the piston engine which has resulted in the yoke-arm linkage design. However, additional funding is required to ensure that our ongoing development will not be stopped, and important funding through continued contributions will greatly help ensure the completion of timely development and quicker implementation for the Vehicle Industry.


8 responses to this post.

  1. Posted by Shorty on July 22, 2009 at 10:13 pm

    When will this be put into production?

    How will this work on a conventional combustion engine, specifically how will it be attached to the crankshaft? When looking at the model on your site it doesn’t look like it comes apart to be attached to the crankshaft. Also, your fulcrum point, how is that going to be attached or is there a kit that you are not showing?

    Are you going to provide the results of what happens when it is tested on an actual vehicle engine like a V8?

    If this really works it is greatly needed!


    • Posted by Fisher Technologies: on July 24, 2009 at 3:46 pm

      Limited production with smaller engines for bikes, ATVs etc. should begin in about 2 yrs, and very limited experimental and prototype versions for street use could begin 1st of next year. Pls visit the animation at the fishertechnologies.net website, and you will see how the crankpin rides within the yoke-arm. The crankpin is encased in a bearing and roller-follower combo, and the pivot point is attached to the crankcase via pivot pin. The crankpin should be press fitted on one side for ease of attaching the yoke-arm. Test results for a large single cylinder 4-stroke will be completed later this year. Testing for a small single cylinder 2-stroke model has been completed and surprised everyone with the astonishing increase in fuel economy, and spark plug fouling for 2-strokes using fuel/oil mixes apparently became a thing of the past.

      The benefits of piston dwell, a substantial reduction in piston rod angularity and some mechanical advantage has been proven in the past by the attempts of others to greatly improve performance. What is different with Fisher is the simplicity to accomplish these means with even greater improvements which has never been done before.


  2. Posted by omni on August 30, 2009 at 9:42 pm

    In the animation, the acceleration of the piston appears unbalanced, with a net torque force accumulating in the down left direction. Did the prototype seem to have a lot of vibration?

    Does the yoke have to be an oval? Seems like a gentle curve could act as a cam and increase dwell even more.

    Increased dwell implies increase in accelerative forces on piston and connecting parts. Is this a materials issue


    • Posted by Fisher Technologies: on September 3, 2009 at 7:03 pm

      The crankshaft counterweights require some adjustment to minimize vibration and will be somewhat heavier when compared to conventional . Once this is done, vibration does not become an issue.

      The yoke-arm oval can be reconfigured as you say for much more dwell. Much more than practical for some applications. The yoke shape you see on the website is for basic applications like cars, bikes, aircraft, etc. which provides about four times the dwell of Bourke or any other engine technology possible so far. And with much greater simplicity.

      Stress analysis shows once the components are properly designed, there is no issue. Conventional pistons seem to be acceptable. Since the rod is considerably reduced in size and weight by design, rod stress forces are greatly reduced also.


      • Posted by omni on September 3, 2009 at 11:59 pm

        Please forgive me for being obtuse. My point was not to suggest you increase dwell for combustion purposes, but rather as a compressor. Thermo profile of piston compressor systems could be dramtically enhanced if the compression stroke were slowed down and the vacuum stroke sped up. If you change the shape of the guide this could be done. More chill on the downstroke and less heat on the upstroke. Also, as the vast majority compressor aps consume most of their energy on the compression stroke, might it make sense to justify the pin location such that the rod angle on the compression stroke is as small as possible?

        Three reasons why you should develope a compressor as your first product:
        1) Dramtically reduced developement costs. Designing a yoke that can handle the 3 or 4 hp of an ac compressor is trivial caompared to higher power applications.
        2) Dramatically easier market to penetrate. The collective intellectual constipation of the automotive engineering establishment is truly remarkable. There are signs of the mental bowells beginning to move, but I have yet to hear many plopping sounds. Aircraft business is even worse.
        3) If you partner with a high efficiency heat pump maker, you might be eligible for DOE money.

        Speaking of DOE money, how about CAES? A more efficient compressor might go a long way towards making wind power realistic by allowing storage of night time generation through compressed air.


        • Application for compressors is definitely in our future planning. Significant efficiency gains because of the mechanical advantage alone will be a great benefit. The rod angularity is very low during the compression stroke besides the additional leverage gain. But our focus now is the piston engine as this seems to be at the forefront in today’s climate.

          Thank you for the thought as it might be worth revisiting for near term.

          Fisher Technologies


  3. Posted by carlton moon on September 11, 2009 at 5:29 pm

    it seems to me that if this reduces carbon emissions.. this is a viable green technologies business.
    with that said have all efforts been exhausted for grants from the government. benefits our economy through the revitalization of the american auto and truck industries thereby producing more jobs in this depressed economy, greater american auto sales, improves the environment, and reduces our dependency on oil. all the banks and other financial institutions got bailed out with no real strategy to fix this mess these institutions brought upon the economy in the name of greed, power,and private and political corruption. bottomline is if this design does not throw off the balance of 4,6, and 8 cyclinder engines and you prove this in real retrofits this is a guaranteed endeavor forever. I personally would convert all three of my autos as soon as feasible.


    • Unfortunately the Government will not easily consider smaller companies for grants. So, we are pursuing with out of pocket, but will take much longer. Seems to be the way things work and we are determined to make this break-thru happen with or without Government help. Benefits for especially diesel will be quite phenomenal. If you have ideas about possible grants or funding we are open to suggestions as Government money could put this on a fast track for everyone’s benefit. Balance is not an issue with proper design.

      Fisher Technologies


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