🔎 The Visionary
The visionary behind the project was Professor Antoni K. Oppenheim, who had long argued for replacing the Diesel/Otto cycle. His guidance, rooted in decades of combustion research, shaped the project until his passing.
🌏The Implementer
In 1991, Jim Duncalf, former lecturer for the Illinois Department of Energy and then owner of an engineering company in Silicon Valley, through a serise of events was made aware of article about the founder of Silicon Valley, Sherman Fairchild.  It contained the history of the 1927 Fairchild Camenz Engine, a cam‑centered radial engine that was simpler, more robust and more thermally efficient than any existing engine.  The above videos ​tell the story of this early ​Radial Cam engine.
🚀 Ready for the Future
After years of redesigns, rebuilds, material changes, and—most recently—AI‑assisted and confirmed refinements, the Rad Cam engine concept is now ready for a manufacturer to bring the design to life and to the industry. The base engine is a proven concept.  It made clear to the world that is compact, efficient, and modular.  This Radial Cam design can clearly outperforms conventional 4‑stroke engines, and do it more efficienty and far cleaner than not just other engine, but the world's electric grid. 

While Professor Oppenheim had spent his life defining what needed to change in the dynamics and methods of the combustion process, he offered no suggestions on how to address the mechanical dynamics involved. 

When Duncalf shared his goal to develop the Professor's ideal radial cam engine, his fellow engineers often posed two questions they said could not be overcome.

The first question: “What kind of cam profile will provide the best piston dynamic yet not cause the engine to destroy itself?”  

The second question: “Given the tiny contact point of the cam followers, what would keep them from shattering under the explosive load of combustion?”  After many negative comments from several qualified engineers, Duncalf turned to his childhood hero.

Smokey Yunick’s career was legendary, spanning groundbreaking work with Hudson, Ford, and General Motors. More than an innovator, Smokey was a force of nature—known for bold ideas and relentless pursuit of performance.

In less than a week, after getting Duncalf's question and drawing, Smokey had prepared viable answers to both questions, and his explanations became the foundation for the Radial Cam engine patents.  

He also emphasized that moving away from the crank’s dynamic could greatly increase efficiency in spark‑ignition two‑stroke engines, while simplifying management of HCCI designs, as it lengthens the dwell time close to TDC. 

His obsession with reclaiming waste heat and improving fuel economy directly shaped the Rad Cam engine. His recommendations on thermal management—favoring intelligent heat control over brute‑force cooling—were radically different from traditional thinking.  Smokey's ideas continued to shape the development team's thinking until this very day. 

More than his technical brilliance, it was Smokey’s fierce, unwavering belief in the project that inspired the team. As one colleague recalled: “When Smokey believed in you, you had no choice but to rise to it.”   We kept in touch with Smokey as long as we could. 

Mark Beierle, president of Earthstar Aircraft Company, signed the first license for the Rad Cam engine. Mark led his design team through multiple prototype iterations; Earthstar Aircraft played a crucial role in validating the Rad Cam concept. 

The final prototype—a production-ready version—provided undeniable proof that Professor Oppenheim’s theories on combustion dynamics, documented in his papers and books, were correct. Together, Duncalf, Yunick, and Beierle had transformed Oppenheim’s concepts into a functioning engine with a thermal efficiency approaching 50%—a groundbreaking achievement in powertrain innovation. 

Beierle’s expertise in engine construction, his relentless dedication to building and testing, and his determination to see the Rad Cam succeed were instrumental in turning the Rad Cam concept into a practical and efficient power source capable of revolutionizing the EV sector. 

Had the economic crisis of 2008 not disrupted funding opportunities just as he was seeking seed capital, the project may have moved forward at an even faster pace. His efforts proved the viability and robustness of the Rad Came engine and laid the groundwork for the development of Kamtech's OBE 1 design.  Left to be improved were eliminating the need to add oil in the fuel, and methods to improve and control the combustion with compression ignition.   Major hurdles that were to take years to solve.

Phạm Duy Tùng, a graduate of Ho Chi Minh City University of Technology and Education, was perhaps the most influential figure in convincing the patent holder to keep the project rooted in Vietnam. Despite his youth, Tùng brought years of hands‑on experience with automotive and motorcycle engines—skills honed from his family’s vehicles and a lifelong passion for mechanics. Tùng's innovative contributions were born from his University training coupled with his hands-on work experience.  His contacts, translation skills, and general knowledge help keep the project going through much difficulty.  

In 2013, a patent was filed for an improvement in the rod‑guide system of the 1995 patents. In order to test this new patent design and some material suggestions we received from a Canadian engineer, we built a small one-off prototype. Tung helped design, build, and evaluate this test unit. The results of those trials showed a plus for design but a minus for several materials we used.    As Thomas Edison put it. "We did not fail. We just found 10,000 ways that don't work!"

His insights and innovative thinking helped the team avoid costly mistakes during development. Without Tung's dedication and hard work, there would be no Kamtech OBE 1.

Progress on the OBE 1 project slowed for several years due to the impact of COVID and serious health challenges faced by Jim Duncalf. During his recovery, Jim continued brainstorming with his co‑inventor Tung and two AI platforms, refining ideas and exploring potential improvements.
By mid‑2026, Jim reconnected with the University of Science and Technology in District 10, Ho Chi Minh City. Although Professor Cong had moved on, Professor Nguyen Dinh Hung stepped in to collaborate.
Professor Hung quickly recognized the advantages of the constant‑acceleration dynamic. His expertise in computerized engine control systems, fuel injection, and HCCI (Homogeneous Charge Compression Ignition) provided the foundation for key design enhancements. Among these was an innovative air‑assist fuel injection system, aimed at improving both efficiency and control of the HCCI engine.
Within months of his involvement, a new patent was drafted and filed. Looking ahead, Professor Hung and his students are expected to play a vital role not only in advancing this technology but also in training the next generation of engineers and technicians who will carry it forward.
His contributions have helped shape the OBE 1 concept into a technology which will soon improve environmental sustainability, enhance safety, and benefit the motoring public worldwide. Professor Hung is an important contributor to the Kamtech Team’s mission of bringing this breakthrough to the global auto industry.