Let’s imagine for a moment that the future of internal combustion doesn’t lie in whatever half-hearted attempt the big carmakers are calling “sustainable,” but instead in a two-cylinder engine no larger than a microwave, weighing less 50KGs, and running equally well on hydrogen, jet fuel, bioethanol, and just about any synthetic fuel available to put in your car.
And somehow, despite being a two-stroke – a layout most engineers now treat with the same disdain as asbestos – it’s managing thermal efficiencies north of 50 percent. That’s higher than most diesel lorries. And it doesn’t require black magic. It’s called the REV Force. And It’s built by a group of mad scientists in Michigan, and yes – it might just be the most important engine in development today.
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A transcript, cleaned up via AI and edited by a staffer, is below.
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Transcript:
Let’s imagine for a moment that the future of internal combustion doesn’t lie in the half-hearted sustainable attempts from major automakers, but instead in a two-cylinder engine no larger than a microwave, weighing less than 50 kilograms, and capable of running on hydrogen, jet fuel, bioethanol, and just about any synthetic fuel available. Despite being a two-stroke—a layout often dismissed by modern engineers—it manages thermal efficiencies above 50 percent. That’s higher than most diesel trucks, and it doesn’t require exotic technology. It’s called the RevForce, and it’s being developed in Michigan by Alpha Auto.
At its core, the RevForce is a 48 kg inline two-cylinder, two-stroke engine producing 127 kW (170 hp) with a lifespan of about 2,000 hours before overhaul. While it uses port injection and liquid cooling, the centerpiece is its patented rotary exhaust valve, the Rev. Unlike a simple exhaust flap, this servo-actuated rotary valve precisely controls back pressure, timing, and scavenging. Through a planetary gear mechanism, it enables fully variable valve timing across 360 degrees, allowing for a continuously variable exhaust event. This makes possible advanced cycles, including Atkinson-like operation, while maintaining fine control of combustion.
The real breakthrough is in the combustion process itself. Alpha Auto employs low-temperature combustion (LTC), where instead of igniting a small pocket of fuel and air and letting the flame spread, the mixture ignites nearly all at once. It’s like flipping a light switch compared to lighting a candle. Achieving this requires careful management of air conditioning, turbulence, fuel injection, and exhaust control.
Air enters through a variable throttle, is compressed by a belt-driven screw-type supercharger, and then passes through a heat exchanger to adjust temperature depending on the operating mode. A bypass loop recycles some air to create the right pressure-temperature balance. This setup operates independently of crankshaft position, giving real-time computer control over charge density.
Inside the cylinder, the port geometry creates an intense swirling motion—charge motion—that mixes the air-fuel blend efficiently. This turbulence is critical for clean, even combustion. Instead of the slower intake process in a four-stroke engine, air is packed into the cylinder in less than 180 degrees of crank rotation. The piston crown is shaped to further enhance this swirling effect, ensuring maximum mixture quality.
Fuel delivery is equally sophisticated. The engine uses four port injectors and two direct injectors—six injectors for two cylinders. Port injection handles most fuels effectively, while direct injection is reserved for specific fuels like JP8 or gasoline in military use. Alpha Auto has even tested flow visualization with transparent cylinder heads to optimize mixing.
Combustion can occur in two ways: through auto-ignition under ideal LTC conditions, or with spark assistance. Spark plugs provide reliability during peak power operation or when fuel quality varies, ensuring consistent ignition even with impurities in hydrogen or regional fuel blends.
After combustion, the rotary exhaust valve takes over, regulating how exhaust gases exit, maintaining chamber temperatures, and preparing conditions for the next cycle. A servo-controlled butterfly valve downstream provides additional back pressure control. This level of precision enables both high efficiency and high power depending on demand.
The result is an engine that weighs just 48 kg yet produces 170 horsepower. Its thermal efficiency ranges from 42 to 52 percent—double that of typical gasoline engines and comparable to diesel, but without the associated emissions. It can run on hydrogen, JP8, gasoline, kerosene, and biofuels, making it highly adaptable.
The RevForce represents a complete rethinking of combustion: high power and high efficiency, low emissions with fuel flexibility, two-stroke simplicity combined with digital precision. It’s not just a concept—the engine is already running on test benches and generating data. While complex and unconventional, it could become one of the most significant combustion engines in development today.
