The Electric Vehicle (EV) Market is Struggling  
    The battery Electric Vehicles (BEV) market has reached its peak and may soon collapse.  There will not be a market transformation into BEVs despite politicians spending trillions of dollars of public moneys to force it.  The companies that only make BEVs have no future unless they abandoned that market. Tesla ended 2023 with a reported 88,009 unsold BEVs, and its stock price dropped by over 65%. Over 30 BEV makers in the West and hundreds more in China went out of business leaving tens of thousands of unsold vehicles. Even dealerships and banks are still being affected as tens of thousands of BEVs gather dust on sales lots.  EV prices dropped, production lines shut down, and thousands of workers were sent home.  

People Want A Viable Choice!
    Recently many politicians and regulators have been demanding laws that set dates to outlaw all vehicles except those that get their power from the Electric grid. The car buying public is in revolt of such a move, and are demanding the right to choose what kind of vehicle they want to buy and drive.  Many lawmakers are responding to this discontent.  Last September the US House of Representatives passed a bill (H.R. 1435) preventing California and other states from passing or enforcing regulations that “directly or indirectly limit the sale or use of new motor vehicles with internal combustion engines.”  Perhaps this is a new direction in the battle between the several types of vehicle drive trains.

What's Behind the Rejection of BEVs
1. BEV's limited range causes stressful "Range Anxiety"!
2. Insurance companies report that BEVs are involved in 50% more accidents; and can be a fire hazard if their batteries are damaged. This is reflected in their higher insurance rates.
3. BEVs are more costly to maintain, due to a lack of qualified mechanics.  
4. BEVs heavy batteries make them handle poorly, resulting in more crashes.
5. BEVs can't stop as fast in an emergency due to their weight. 60-0 mph Tesla = 152 ft.  BMW 331i = 100 ft.   (data fromTesla Consumer Report, BMW Edmunds)
6. BEVs cause larger amounts of toxic and cancer-causing emissions than ICE cars.
7. EV's have up to twice the tire wear of ICE cars. Tests by Emissions Analytics, found tires produce about 2,000 times more particle pollution by mass than tailpipes.  Although not regulated, those emissions far exceed the legal particle limits for exhaust.  
8. Many control functions in a BEV, like radio, AC, and heat, have been replaced by a computer interface which causes driver distraction and accidents.  
9. BEV's have a low resale value.  Fortune Magazine's website recently noted, "No one wants to buy used EVs and they’re piling up in weed-infested graveyards."

Kamtech RE Can Fix These Issues.
     Kamtech's RE Technology can solve these issues and fulfill the needs and wants of the automotive market better than any other alternative.  Its widespread adoption can effectively lower the CO2 emissions of society! 
Kamtech's Core Technology  
   Kamtech's Range Extender fulfills 100% of the electricity needs of an electric vehicle.  Unlike hybrid EV Kamtech does not use a large "off-the-shelf" IC engine. but is specifically designed to match the average kWh needs of the EV it's designed for.     

Kamtech RE-powered BEVs:
  • Give owners the freedom to travel without range anxiety! 
  • Maintain a comfortable interior temperature without range worries.
  • Have a much lower cost per km.
  • Can be refueled at any existing petrol station. 
  • Eliminate the time spent searching for a charging station and the long wait to recharge!
  • Reduce vehicle cost by up to 35%!
  • Reduce the deadly emissions caused by the world's electric grids!
  • Reduce the CO2/km by 30-50% compared to grid electricity! 
  • Eliminate society's need to build thousands of new polluting power plants and perhaps millions of new charging stations! (There are about 2,500 coal plants currently on line.)
  • Lower the cost per km of travel, while preserving the road tax infrastructure.  (BEVs pay no road tax.)
  • Eliminates the distribution, transformer, and charging losses inherent in grid power!
  • Reduces the charging and discharging losses typical in BEVs by sending electricity directly to the drive train and/or battery!
  • Eliminate the need for taxpayer-funded subsidies for rich buyers of BEVs!
  • Reduce service time and maintenance cost!
Smooth, Quiet, Efficient, and Compact
    The Kamtech engine is a cam-driven 2-stroke multi-cylinder radial with perfect balance Its piston dynamic makes it both quiet and more efficient.  Its 8-cylinder configuration produces eight times more combustion events per rotation than a four-cylinder. The team's 4th US prototype produced 45 kWh, weighed just 25 Kg, and was close to 50% efficient.  Kamtech RE's design is based on a scaled-down version of this basic design. (Slide 3)   All these features make a Kamtech REEV a much better fit for the automotive market than any BEV, hybrid, or ICE-powered vehicle. 

Kamtech's Range Extender Is A Break-Out Technology For EVs!
      Kamtech’s Range Extender is very small and yet very powerful.   It's also quiet, smooth and ultra efficient.   This allows it to be easily integrated into several new vehicle designs, which will fit the lifestyles of all market segments.  Its use allows for the elimination of 80% of an EVs battery size and weight.  This feature allow designers to place it and other components in response to performance, function, or style. This also gives vehicle designers the freedom to design much safer vehicles.  A well designed Kamtech RE EV can be more balanced, weigh less, have a shorter emergency stopping distance, and handle far better, than BEVs, HEVs, PHEVs, or ICE vehicles. It is a game changer for the EV market!
History Of The Term Zero Emission Vehicle!  
    The California Air Resources Board (CARB) first adopted the term "Zero-Emission Vehicle" in 1990.  Then a few years ago, several EV makers and their support industries joined forces with larger corporations who own the Electric Utilities sector and formed a lobbying group called "Zero Emission Transportation Association" or ZETA.   The stated goal of this wealthy lobbying group was to lobby for laws that would eventually granting a legal monopoly to generate all "motive power" to the world's large utility companies.  They also lobbied for and received the transfer of billions of tax dollars into their respective industries, as well as the buyers, and builders of BEVs.   See:  This association has also been pouring millions of dollars into advertising, the pockets of influencers as well as the world's political leaders.   Their main propaganda tool is to boldly advertise and lobby that BEV create "Zero Emissions" when they are made or driven!  No one who is well informed believe that to be true anymore!

Another Group.
    There is a matching group, called the  “International Zero Emission Vehicle” Alliance (ZEV Alliance). This is a group of international, state, and provincial government regulators and lawmakers who boldly advertise their goal as to seek to accelerate the transition to 100% "zero-emission vehicle sales".  Needless to say this group receives lots of lobbying monies from ZETA.

Their Plan To Increase Control Over Citizens
      Public records have shown that ZEV Alliance has a long history of giving away billions of tax dollars, to the members of the ZETA member in several countries.  This symbiotic relationship has greatly enrich both groups.  The only losers have been the world's taxpayers and electric rate payers.  As outlined earlier these events have caused a large public backlash against this planned erosion of market choice. 

Trust Cannot Be Built On A Foundation Of Lies! 
     A great King once observed, "Making a fortune through a lying tongue is a vanishing mist, a pursuit of death."  (Jewish King Solomon in Proverbs) The auto industry needs to find a technology that can honestly use less fuel and thereby lower the pollution added to Earth's atmosphere by the world's electric grid's large steam and gas turbine engines, and the making of EVs batteries.  The lifetime emissions caused directly and indirectly by BEVs make it clear that it is a lie to call them "Zero Emission Vehicles".

Kamtech RE Has Lower Emissions From Start to End Of Life
    Kamtech RE technology when used to power a REEV will emit far lower CO2/km than any BEV, ICE, or hybrid.  Slide 3 clearly shows this.  The greenest line on the graph is the one added to illustrate the lifetime CO2 emissions of a Kamtech REEV.
How Efficiency Is Measured 
   heat engine's efficiency is determined by the ratio of the total amount of heat fed into the process divided by the amount of work performed during a set period or cycle. (e=Wout/Qin) 

These So-Called Zero Emission Vehicles Are Not 85% Efficient!
    The second lie that Governments and EV manufacturers often tell the public about their "Zero Emission Vehicles" is that they are over 85% efficient.   However, to make an honest measurement of any electric vehicle's "thermal efficiency" you must start the "Cycle" with the heat energy produced by the combustion of fuel.   The electric grid often get this heat by burning coal, natural gas, or petroleum by the power plant's heat engine, which is normally a steam engine, or gas turbine. Other losses are caused by the transmission of energy to the BEV's battery and eventually its wheels.

Are BEVs More Efficient?
   The total energy path of a grid-powered BEV starts at a power plant. Several studies have shown that the true efficiency of a BEV is about the same as an ICE vehicle, around 20%.  However, if the vehicle interior is either heated or cooled or other losses to operate various accessories are considered then the typical BEV's true efficiency is far lower than the efficiency of either hybrids or many ICE vehicles.

What If The CO2 Emission Of Making The Battery Pack Are Included?
    A study sponsored by the Government of Sweden* reported on page 27 that each kWh of battery capacity caused over 250 kg of CO2 to be emitted during the mining process of raw materials and their manufacture of just the BEV's battery pack.  This means a new BEV with a 100 kWh battery pack has caused over 25 metric tons of CO2 to be emitted into the atmosphere before it leaves the factory.  This study clearly demonstrates that the lifetime emissions of CO2 are far greater for a BEV than for a comparable ICE vehicle.  * 

The Half Ton Of Batteries Lower BEVs Thermal Efficiency And Safety!
    BEV's massive battery pack's weight requires significantly more energy to overcome the tires' increased roll resistance and the battery's inertial load when accelerating.  A BEV’s half-ton battery load makes them far harder to handle and requires more distance to stop in an emergency. Insurance companies have long noted that BEVs are involved in more accidents than ICE cars, which is reflected in BEV's higher insurance costs.

Kamtech RE Makes For A Safer EV 
    An EV designed around the Kamtech's Range Extender can be 500 to 800 kg. lighter. Frame, suspension, brake, and chassis components don’t need to be the size of a half-ton pickup. This results in lower manufacturing costs.   Their lower weight improves their handling and emergency stopping distance.

Fuel Is Super Compact Power
    The energy in most fuels is significantly lighter than a BEV's massive battery back. For example, just 16 kg of petrol is needed for the Kamtech RE to generate 100 kWh of energy.  This is an energy density of 6,250 Wh/kg. 

A 100 kWh Battery Pack Cannot Be Fully Used
    Tesla's 100 kWh battery pack weighs 625 kg, which gives it an energy density of 160 Wh/kg, or almost 40 times greater than fuel.  Also, the energy in fuel can all be used. Most EV makers demand that an EV seldom be charged to 100% they strongly suggest charging to just 80% and never be discharged to 0% they suggest discharging to 20%.   The fine print in Tesla's warranty says, "If you allow the Battery to discharge to 0%, and it results in damage to the BEV you are responsible for repair and/or transport expenses. Discharge-related expenses are not covered by the warranty or under the Roadside Assistance policy. " 

Kamtech Is The Cleanest!
    Kamtech RE generates far cleaner energy than the world's grid. No black smoke, no cancer-causing chemicals, and less CO2/kWh, and you can use 100% of the stored energy without a problem, except for a possible walk to a petrol station.

Taking a Closer Look at CO2 Emissions      
    Why do politicians and most tax-payer-funded climate scientists insist on measuring how clean a vehicle is by its CO2 output?  The organic molecule CO2 is the foundation gas for all life on Earth.   It is a tiny fraction of Earth's protective atmosphere, out of every 10,000 molecules of air you will find just 4 - CO2 molecules.   Biologists have noted that if greenhouse CO2 content gets below 1 molecule per 6,000 molecules of air plants die!  Without plants, there is no life on Earth! 

The 70 year increase in CO2?
    Government-funded "Climate Experts" have reported that in the last 70 years, there has been an increase of 1 molecule of CO2 in 10,000 molecules of atmosphere.   This is the same group of "Climate experts" who got rich telling politicians and the world that the world was headed for a new Ice Age.  The same group who in the fall of 2009 were involved in the famous "Climategate" scandal.  Several private emails between some of the richest and most outspoken leaders of the so-called "Climate Industrial Complex" were hacked and published.  These emails revealed that they were cooperating to fake massive amounts of "historic" climate data to fit their claims that CO2 was increasing.  These historic estimates were shaped from examining the tree rings of a few bristlecone and foxtail pines trees in the Western United States, and a few other locations.  Biologists note that tree ring width normally indicates the amount of water a tree receives not its temperature.   Any temperature of CO2 data history based on the tree ring width from a few trees in one or two areas would be about as meaningful as reading tea leaves.

Water Vapor Is Far More Important To The Climate 
  Despite water vapor's far greater effect on climate, it is seldom mentioned or even part of the computer models used by the well-funded Climate Industrial Complex.   In a paper by Ahilleas Maurellis and Jonathan Tennyson, cited below, called water vapor "the most vital molecule in our atmosphere, yet it is rarely discussed. Indeed, water barely rates a mention in the hundreds of pages of the 2001 report by the Intergovernmental Panel on Climate Change."  Why is water vapor and clouds given no consideration when water molecules are frequently 100 times more plentiful in the world's atmosphere and have a far greater greenhouse effect than CO2?

The Energy Source For BEVs Increases Deadly Gases.
    Every day millions of tons of several different cancer-causing gasses, caustic acids, and water vapor are pumped, non-stop into the world's atmosphere by the world's electric grid, which is the sole source of energy for 98% of all BEVs and PHEVs.  What motivates regulators and lawmakers to want to force people into BEVs against their will when their energy source is so damaging to people's health and the climate?  Or even worse the Climate Industrial Complex's eventual goal is to pass laws to give a legal monopoly on all motive power to the sector that creates most of the world's deadly air pollution.  Perhaps the most damaging "Feedback loop" is the one that sees millions of dollars going into the pockets of the world's regulators and lawmakers and trillions of dollars coming out of the pockets of taxpayers into the pockets of members of the Climate Industrial Complex.

If EVs Are Rated By CO2 Then A Kamtech REEV Wins Hands Down!
     In 2017, a Swedish government study looked at how much CO2 is emitted by the making of BEV's battery packs of different sizes. The study found that the extraction, transportation, and production of EV batteries released between 254 kg and 270 kg of CO2/kWh into the planet's atmosphere.  A BEV with a 100 kWh battery is responsible for more CO2 emissions than 10,000 liters of gasoline before it leaves the factory.   This is equivalent to the fuel used to drive a Toyota Camry well over 80,000 km. see:  A Kamtech REEV needs a battery that is just 1/5 or less than a typical BEV. 

Government's Plans To Ban ICE Vehicles
    In response to this lie by the  Zero Emissions Vehicle Association, (ZETA) and their multimillion-dollar lobbying efforts many government bodies in various parts of the world are planning to outlaw the private ownership of all vehicles powered by internal combustion (IC) engines, claiming that this will somehow change the climate for the better and as a result, the world will only have blue skies every day!

People Are Beginning To See The Truth!  
    When EV maker and their lobbying group, the Zero Emission Transportation Association proudly advertise that their EV produces zero emissions only the very stupid believe the lie.  The source of electricity for 98% of the world's BEVs is the electric grid which is far worse for the environment, and people's health than most modern vehicles which are powered by IC engines. The adoption of BEVs will actually produce enormous environmental damage to the climate and the earth's air quality.

Power Plants Produce Millions Of Tons Of Deadly Pollution!
    More than 80% of the energy powering BEV and PHEV comes from fossil fuels, about half from coal. Most of the remaining 20% is from hydroelectric plants that have man-made lakes that generate large amounts of CO2 from the rotting biological materials in them. see: 

CO2 Is An Organic Molecule, What Power Plants Sprue Is Deadly
     According to the American Lung Association, the energy coming from these electric utility plants is far more harmful to people's health than automotive emissions, which are mostly non-toxic CO2. They observe that on top of their massive amounts of CO2 emissions "natural gas, oil, and biomass power plants also emit significant (toxic) air pollutants. These emissions include sulfur dioxide, nitrogen dioxide, and carbon monoxide, as well as hazardous pollutants that can cause cancer and other health problems."  Why is health of so little concern to the lawmakers who are pushing to give utility companies a future monopoly on all motive power? (slide #3)

Trust Cannot Be Built On A Foundation Of Lies! 
     A great King once observed, "Making a fortune through a lying tongue is a vanishing mist, a pursuit of death."  (Jewish King Solomon in Proverbs) Today a growing number of people are rejecting the predictions of doom put forth by the Climate/Industrial Complex.    

Sorry Chicken Little But The Sky Is Not Falling!
    Historic climate data shows that the Earth's climate changes naturally and the Earth has been getting warmer ever since the last ice age.  Also the catastrophic increase forecast for the next 100 years is less that a person's body temperature increases after a short jog, one degree C.   Many are now seeing the whole "Climate Change" theory as a hoax perpetrated by the self-serving government-funded Climate/Industrial Complex.  People question the motives of these government-funded prophets of doom!

The CO2 Scare Is Used To Manipulate Submission.
    Many common people are starting to resent that their tax money is going into the pockets of some of the richest people in the world while their market choices are being taken away from them. Many also have observed how politicians are using the threat of "Climate Change" as an excuse to enforce more government power over their life choices.

   Many Political Leaders Are Now Understanding The Fraud!
     American politician, C. Paul Smith recently chronicled the inside story of how the world's most powerful politicians have enriched themselves and increased their power over people by supporting what he calls the "Climate Change Hoax".  For over six decades politicians and members of the Climate Industrial Complex have shown their duplicitous motives by revealing their long term plans to eventually grant a total monopoly to the world's electric companies and outlaw fuel-powered vehicles, a move similar to what they did in the late 19th Century, when under the authority of law they destroyed tens of thousands of private homeowner power generating systems forcing them to buy electricity from local power companies.
The CIC Actively Suppresses Any News About CO2 Benefits?
    The Climate Industrial Complex uses pressure, or belittles anyone who publishes any positive news about the real benefits to this 1/10,000 increase in CO2.  One of the best example is the fact that farms have never been more productive, and billions of people have come out of poverty in the last 65 years.  Biologists explain that more CO2 allows plants to live with much less water.   In 2017 the US Space Administration, NASA even reported that in the last 35 years, over 5 million square Km of deserts have greened up allowing farming to advance into these former dry areas.  "Studies have shown that increased concentrations of carbon dioxide increase photosynthesis, spurring plant growth."

    No Good Deed CO2 Does Goes Unpunished!
    How has this good news been met? Every positive article about the benefits of increased CO2 is met with many negative articles.  Pressure from the world's politicians and thousands of regulators continue to demand that the internal combustion engine be eventually outlawed.  At the same time the world's sees little regulation aimed at lessoning the massive pollution emitted by the grid's coal and natural gas-powered steam engine-powered generators.

    There are very few regulations or standards have been placed on the lifetime CO2 emissions of the BEVs. Instead trillions of dollars of tax money has been given to subsidize their makers and their buyers. Many studies have shown that BEV's full life cycle produce far more CO2 emissions than ICE vehicles. these laws do not include the massive amounts of CO2 produced in the manufacture of BEVs or the production of the power to charge them or the fact that their heavy metals mining and later disposal will no doubt lead to contamination of the world's water tables at the end of their useful life. Slide 2 is from one such study, drawn in in green is the life contribution of Kamtech's RE.

   However, the largest issue facing the Climate/Industrial Complex's plans to steal people's freedom of choice is the public's growing resistance to buying BEVs. At the beginning of 2024, it became clear that there is an open market rebellion against being induced or forced to buy these Battery Electric Vehicles.   People everywhere are beginning to see large difficulties in owning a BEV.  For years the press has been hiding reports of the poor quality of most BEVs.  Owners of BEVs have suffered because the infrastructure of charging stations is small and often broken or overcrowded.  BEVs have almost double the cost of upkeep and repair, and their insurance in some cases has double or triple the same coverage as their ICE car.  Junk yards, and dealer storage lots now are filled with tens of thousands of BEVs, that are either too expensive to fix or no one wants to buy them.  Many legacy car makers have lost billions on their BEV models and have closed their production lines or plan to abandon the market.   The introduction of BEVs into some areas has overloaded the grid, forcing the need to build new power plants and sparking a rise in the cost of electricity.  People just don't need one more thing to worry about when they drive around, all of these things will prevent the large-scale use of electric vehicles. An indirect solution to this problem is the introduction of hybrid models – these are low-emission vehicles that are steadily gaining popularity. Although the most frequently purchased cars in Europe today are still internal combustion models, hybrids have always surpassed BEV cars and now account for more than 30% of the market. But the thing that most reasonable people want is a technology that will save fuel and cost and be convenient to use without worry of range anxiety.

The Visionaries Behind The Concept    
    In 1982 Professor Antoni Oppenheim, of the University of California coauthored an SAE paper with J. Douglas Dale University of Alberta entitled "A Rationale for Advances in the Technology of IC Engines, (SAE #820047) Professor Oppenheim had made outstanding contributions towards advancing mankind's knowledge of combustion and especially the dynamics of explosions and reactive systems. Though retired he continued doing research at the University of California until he died.  This 1982 paper noted that the mechanics of the Internal Combustion Engine, which was first patented in 1861, had reached its peak of development by the end of the 1960s. In the 1970s the auto industry was confronted with two issues, pollution, and high fuel costs.  

The Industry Chooses  Band-Aid Fixes
    What was the auto industry's response to these two issues? The whole sector chose a band-aid approach. In the mid-1970s many countries made laws mandating the use of catalytic converters to finish burning unburned fuel that were needed to keep the engine parts from melting. However, the added back-pressure they caused lowered thermal efficiency. Then in an attempt to compensate for the standard engine’s flawed mechanical design, the industry added computer controls and lowered compression ratios.

The Internal Combustion Engine Concept Needed A Totally New Design!
    Oppenheim and Dale's 1982 paper argued that far more needed to be done to fix the systemic flaws of the typical 4-stroke Otto cycle heat engine. The paper challenged the industry to radically improve the basic mechanical design of the ICE concept to provide a more favorable environment for the combustion process and the extraction of mechanical energy from the combustion process. They outlined the goal of such a new engine design as, (1) minimizing pollutant emissions, (2) maximizing engine efficiency, and (3) optimizing tolerance to a wider variety of fuels.

The Internal Combustion Engine Concept Has Far Greater Potential!
    The paper also recognized that the IC engine concept was a far superior power source for vehicles because of the concept’s inherent potential for greater efficiency, compactness, and its fuel's high energy density when compared to batteries.  There is 13.1 kWh of energy in a kg of gasoline while only about .17 kWh of energy can be stored in a kg of batteries.

Who Will Take Up The Challenge?
    In the early 1990s, Jim Duncalf, owned a small machine shop and engineering firm with clients in the computer chip industry and the local Toyota plant.  Duncalf was a long-time energy conservation advocate who had spent five years on the speaker's bureau of the Illinois Department of Energy.  He was the grandson of an Engineer who got his degree when steam engines were the main power source for society.   In 1991 while doing research to improve a client's cam-driven manufacturing machine at the West Coast Patent Library, Duncalf came across twenty-some old patents for cam-based engines.

Silicon Valley's Most Famous Pioneer Had The Same Vision! 
     After studying the patents Duncalf became fascinated with the concept especially when he learned that Sherman Fairchild, whose company made the world's first semiconductor, and was considered the father of Silicon Valley had produced several extremely robust cam-centered engines for the US Navy way back in the late 1920s. Fairchild's cam engine became the very first aircraft engine to pass the strict aircraft engine certification of the US Navy.   Duncalf reasoned that ATM's new computer-controlled (CNC) milling machines could now do a much better job making an engine than Fairchild's cam engine design that was made with manually controlled milling machines and lathes.

Duncalf Faced Lots Of Discouraging Words!
     For several months Duncalf's discussion with other engineers about designing a modern version of a cam engine was met with extreme negativity. Finally, an engineer acquaintance at California's Laurence Livermore Lab set up a meeting with Professor Oppenheim. On that very first meeting, Professor Oppenheim was extremely positive about the concept as a way to improve the basic design of the ICE concept.  He quickly agreed to give his assistance and guidance in Duncalf's design efforts. Oppenheim explained the challenge he and his associate had made to the automotive sector outlined in his 1982 SAE paper and gave Duncalf a copy of the paper, along with several other articles on other engine designs. He also explained why the engine should be configured as a 2-stroke. Several brainstorming sessions later Duncalf filed his his first of many patents on the concept.

 The Team Went Down Many Dead Ends.
    Like the development of any new technical concept, trial, and error guided the team toward the most practical design as dead-end concepts were tried and abandoned.  Any new technology involves the invention of both the final product and the invention of the manufacturing and/or assembling process. The process of this self-funded development was to take years.

It Took A Decade Of Design Work.  
    After almost a decade of brainstorming sessions, design, and component testing finally, in 2001 Duncalf produced two different dynamic/assembly prototypes to test the robustness of lower-end and experiment with assembly methods. The cam profile and retaining system had to withstand all the inertial forces while operating at running speeds.  It was very clear that Duncalf had reached the limit of his skill, expertise, and knowledge of actually building working prototypes.  It was time to look for help.  That help came with the signing of a license in 2001 with Mark Beierly owner of Earthstar Aircraft in Santa Margarita, California, USA.

A New Player Brings New Perspectives And Success. 
    Beierly vision for the design was to build aircraft engines. However, Duncalf's vision was to provide a mobile power-generating system for Electric Vehicles that would be far more efficient, cleaner, and emit a fraction of the CO2 and none of the more toxic substances produced by the world’s mostly coal and natural gas-powered electric grid.  Out of this new association came many new ideas that would lead to better designs.
The resulting design work resulted in these and other patents.
US Patent US5553574A 1995 Duncalf
US Patent US6691648B2 2002 Beierly
World Patent WO2014/107628A1 2014 Duncalf
World Patent WO2016/0230556 2016 Duncalf and Agent
 More Patents And Success.
     The early development team included two consultants, Professor Oppenheim, and Henry Yunick, and two engine builders, Jim Duncalf and the staff of Advance Technologies Machine who built the first 2 dynamic test designs, in 2001.  Later that year Mark Beierle, of Earthstar Aircraft and his staff joined the team to add his improvements to the concept.  Earthstar Aircraft financed and built the next 3 working prototypes.  They were successful beyond belief.  They showed clearly that the Radial Cam concept could raise thermal efficiency very close to 50%.  The longer dwell time on both ends of the stroke allowed time for more of the heat to be converted into work and the exhaust temperatures were so low (450 C) that one of the prototypes used an aluminum exhaust manifold.  While the team felt very vindicated by this success Professor Oppenheim warned that there may be some political opposition ahead.  He told us of a few life experiences he had of powerful political opposition that derailed promising technologies, blocking their commercialization with threats, fines and even lies about the technologies.    

Powerful Political Interests Not Happy
    Oppenheim's words rang true very quickly.  Within a year of publishing the Rad-Cam's development, political pressure began against Duncalf and Beierly. The threats were implied at first but eventually became intense.  Eventually, heavy government fines were levied which were framed as tax violations.

A Lesson on America's Two-Tiered Justice System
The message was made clear to both Duncalf and Beierly.   The heavily lobbied political class wanted to see the internal combustion engine eventually outlawed, and they did not want to see any improvements made to the technology.  It became clear that the same rules did not apply to the owners of the massive coal-fired or natural gas-fired heat engines that pump millions of tons of pollution into the atmosphere while making power for the electric grid.  Billions of tax dollars were being gifted to the owners of America's electric grid and several companies that make electric vehicles. 

Follow The Money!
       Many of the world's politicians have been swayed to enforce the wishes of the rich owners of the world's electric grid.  This sector's lobbyists spend millions of dollars each year to make sure their interests are given priority in laws and regulations.  This politically powerful sector has a long-term plan to get a total legal monopoly to provide all the motive power to society.  This was a déjà vu moment for Duncalf.  In the mid-1970s he faced opposition against his solar-powered homes from a local power company that wanted to exert its monopoly rights.  He was not alone in this fight which came to a head when the US passed the "Public Utility 1978 Regulatory Policies Act of 1978".  This Law
broke the previous monopolies held by the large electric utility companies. In 1935 Duncalf's father had his parent's windmill/battery electric system destroyed under an 1880 Utility monopoly law that did not permit farms or private people to generate electric power.

Development Halted For Years
    Beierly left the development team fearful of continued problems with regulators.  He sold his business but remains on as the manager and designer. His new direction was to develop battery-electric powered aircraft.  For several years the EV/electric grid lobby group ZETA has openly published its goal, "by 2030 every car sold in the United States must be an electric car", so eventually every vehicle owner will have to buy energy from the Electric Grid.

 Forced Compliance Brings Postpones Development
     It took Duncalf 6 years to pay off the fines levied but in 2010 he moved to Florida and started working on the concept again. A few months later a 30k fine was again demanded from Duncalf if he continued his work on his ICE concept.  Finally, in 2013 Duncalf left the US to continue his work to further develop the RE concept, under an agreement with his patent agent and shareholder of a Vietnamese Company. After working with the Vietnamese company for fourteen months, the company failed to produce any parts to the required specs.  This led to the filling of the last patents.  

The Design Is Finally Ready For Prime Time
    Over the next few years, Duncalf and his new associate, Pham Duy Tung self-funded one more engine to test the dynamics of the redesigned lower end. The lower end proved to be robust, other changes such as the use of a carbon piston were not successful.  The last design work was to develop an improved thermal management system.  Once again it is clear that Kamtech needs to recruit a larger company that has the infrastructure, ability, and desire to finally put this revolutionary engine design to work for society.

The Team Needs Your Help.
    Duncalf and Pham are now seeking a partner to bring to market the Kamtech RE.   Kamtech's thermal efficiency is what makes it a significant technological breakthrough that will advance electric vehicle design making them truly "user-friendly".

How It All Began  
  In the summer of 1957 government-sponsored scientists, representing 11 science disciplines from 67 nations began a global study of the Earth.  It was called the "International Geophysical Year."  It was an intense study of the Earth's poles, its atmosphere, and its interactions with the Sun.  The study was to last just 18 months after which all funding was to end.

The Birth of The International Climate-Industrial Complex 
    This large group of international scientists quickly realized that they had opened the door to a seemly endless supply of government grants that could be funded by the taxpayers of almost 70 nations.  Once this large group of international scientists got their taste of easy government grants, it just seemed too much of an opportunity to pass up.  So each year this association of climate prophets began to grow. The group took a lesson from an old Danish folktale that illustrates how people can be fooled into a state of paranoia and mass hysteria by telling them the world is doomed if they're not paid to continue their studies.  Almost seventy years later this  "Chicken Little" strategy, is alive and well.  

There Is A Need For A Cost/Benefit Analyses 
    In 2009 author Bjorn Lomborg, wrote "The partnership among self-interested businesses, grandstanding politicians,  and alarmist campaigners truly is an unholy alliance. The 'climate-industrial complex' does not promote discussion on how to overcome this challenge in a way that will be best for everybody. We should not be surprised or impressed that those who stand to make a profit are among the loudest calling for politicians to act. Spending a fortune on global carbon regulations will benefit a few, but dearly cost everybody else,"  

Heat Coming Must  Equal to Heat Going
   For Earth to have a more or less moderate climate the total inflow of energy from the sun and other sources must equal the outflow of heat into outer space or be bound up by some endothermic process. (Fossil fuels are an example) If more heat flows into space, than is coming in from the sun the result is an ice age, if less heat from the sun or other sources is rejected than received then there is a "Climate Optimum" or "Interglacial period". There is ample evidence that these warming and cooling periods happen naturally and have been taking place for millions of years long before mankind started to put the long-sequestered CO2 back into the atmosphere by burning fossil fuels.

There Is Only 1 CO2 Molecule for every 2,500 Molecules of Air.
These early studies of how heat flows in and out of Earth and tests showed that many atmospheric-born constituents soak up the sun's infrared radiation.  NASA estimates that about 23% of incoming solar energy is absorbed by constituents of the atmosphere.  These include water vapor, dust, and ozone, and this tiny fraction of CO2.   Billions of tons of water vapor is in the world's atmosphere and it is, by far the largest of the so-called "greenhouse gasses".  In warm areas, water vapor can represent 1/20 of the molecules of air.  It also is up to 5 times more effective as a greenhouse gas.  

Atmospheric CO2 Is Life Giving
CO2 makes up just 4 molecules in 10,000 air molecules.   Water vapor is thousands of times more effective as a blocker of the sun's infrared energy, but it also can act as a mirror at night to reflect infrared energy back to the Earth retaining heat.   It also can change phases going from water, to vapor absorbing massive amounts of heat, then moving to cooler areas giving up that stored heat as rain, or giving up even more as ice.  Among those energy-soaking constituents was the foundation gas for all life on Earth the organic molecule CO2 which made up just one molecule in 2,500 air molecules.  Biologists noted that if CO2 levels were just a little lower all life on earth would die.   During these studies, it was noted that CO2 is transparent to most of the sun's radiation but it blocked wavelengths between 2,000 and 15,000 nanometers, a range that overlaps with infrared energy. slightly warming these constituents in the atmosphere but never to as warm as the opaque surfaces.  Heat, even radiant heat always flows from hot to cold the flow of heat is always away from the surface of the Earth, or where the insulating qualities of the atmosphere are thickest.  This is why even though hot air rises there is less of an insulating blanket of air covering higher elevations and they are always cooler.     re-emits about half the infrared energy back in all directions. with about half being sent back into space.
About 48% of the sun's radiant energy passes through the atmosphere and is absorbed by the surface. Thus, about 71 percent of the total incoming solar energy is absorbed by the Earth and the contents of its atmosphere. Initially CO2 was said to be very small player in Earth temperature. (

   This first generation of climate scientists therefore presented a theory of doom that went something like this.  They preached that the earth's plants could not soak up the extra CO2 that was being emitted by the burning of fossil fuels.  The added CO2 may block more of the sun's heat in the future and lead to a "New Ice Age" or even worse a collapse leading to world wide Famine by 1975. 

    This argument worked well for over twenty years and convinced thousands of the world's law makers and regulators to generously fund this growing "Climate-Industrial Complex" At the time this group published data that the average temperature was cool during the  1960s and into the 1970s. Western Europe in particular suffered some of the coldest winters on record. Based on those dire predictions the world's lawmakers started writing large grants to members of this new branch of science. (slide 2)

    For 20 years this growing band of "prophets of doom" published warnings of this "New Ice Age" in technical papers, news reports even movies.  In the 1970s, some in the group started suggesting that a more effective and profitable argument would be to forecast global warming.  It seems like they were not sure which position would be more profitable.  The one thing they agreed on by the end of the decade was the need to portray the 8 ppm increase (1/125,000) in CO2 had to be somehow villainized or risk losing continued government funding.   After much debate in the fall of 1980, it was decided that changing the consensus to global warming would be far more profitable, so seemingly overnight with the precision of a marching band, virtually every government funded climate experts of the world pivoted 180 degrees and went from supporting the Ice Age theory to preaching "Global Warming".    

    The cause was said to be the same 1/125,000 increase in CO2.  Most biologist are fully aware of the fact that CO2 is self regulating.  When CO2 increases so does the ability for Earth's green plants to absorb CO2.  Biologist have noted that in green houses high CO2 levels not only make plants grow better they also need less water.  CO2 should not to be villainized!

   This new message of doom became very profitable for the next three decades then in the fall of 2009 came the "Climategate" scandal.  Several private emails between some of the richest and most outspoken "prophets of climate doom" had their private emails hacked, and it was revealed that they were cooperating to fake massive amounts of climate data to fit their claims.  Several of the world's most outspoken "climate scientists" at the University of East Anglia’s Climate Research Unit (CRU) had collaborated with their colleagues to keep the real data out of skeptics’ hands.  Furthermore, they subverted the peer review process and used questionable methods to construct the temperature record on which the United Nations Intergovernmental Panel Climate Change (IPCC) based its recommendations. It was later revealed that even America's Space Administration, NASA was involved in changing data to fit their "doomsday predictions".   

     In 2019 Author Robert Darwall published the book "Green Tyranny" which gives more insight into the enormous profits that have been made by those who keep alive this so-called Climate Debate. This well-documented book carefully traces the totalitarian roots of the "Climate/Industrial Complex".  The book does a good job of explaining how "scientific consensus" has constantly been manufactured.

    Today the Auto Industry is being vilified even though this sector contributes less than one-half of one percent of the natural CO2 cycle while other sectors such as the world's electric grids are given a pass even though this sector emit far more dangerous and even deadly air pollutants and vastly more CO2.  In fact, the world's lawmakers are planning to give that sector a monopoly on providing all motive power by eventually outlawing ICE-powered cars.  Why?
    The story behind the development of the core technology began back in 1982 when a University of California Professor, and a Professor from the University of Alberta wrote a Society of Automotive Engineers paper calling for a clean sheet design for a new type of internal combustion engine. Ten years later one of the writers,  UC Berkeley Professor Antony K. Oppenheim, offered to assist mechanical engineer Jim Duncalf in designing a more efficient internal combustion engine.

    To help solve some of the project's mechanical issues, Duncalf consulted with the famous mechanic Smokey Yunic.  Once the mechanics of the cam system were proven to be sufficiently robust the team was joined by engineer Mark Beierle of Earth Star Aircraft Company.  Mark was responsible for several design changes and built and tested three fully operational prototypes. Finally, to assist in building the last prototype the team added young engineer Pham Duy Tung who resides in Vietnam.   This prototype was to test the most recent design changes and new materials.  This sixth test prototype was built in Ho Chi Minh City, Vietnam.

    The current design has also had significant design input from Professor Huynh Thanh Cong, who teaches Internal Combustion Engine technology, at the Ho Chi Minh City University of Technology.


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