Sunday, January 24, 2010

mdi06 via YouTube

If you are interest in seeing what the final product of the AirPod actually looks like on the road, check out this YouTube user:


There is a whole selection of material to choose from, including Un AirPod à Paris, a wonderful view of an AirPod in actual traffic!

Here's a quick screenshot:

Oh, wait a minute! Is that a Smart car right next to an AirPod? Interesting size comparison!

Passenger Capacity:

= 2 people vs AirPod = 3 people!

I'm not entirely sure if this YouTube channel is directly from "les usines de MDI", but the sheer quality of the video suggests that it is. Excellent visual materials!

Thanks mdi06 - Hope to see more of you!

Monday, March 9, 2009

La Voiture Qui Pompe L'Air

Here's a report on the AirPod development within Switzerland.

Please note that the video clip is in French, but I have provided some basic translation for the text and the audio portions:

More information about this Swiss company is available via their website:

Merci beaucoup.

Wednesday, February 25, 2009

A Tribute to the EV1 - The Killing of a Dream

I wish that I could have been part of the 1990's EV1 ownership experience. Imagine being the first person to own a vehicle pioneering the way society views transportation... the future was coming and it was unlike anything available anywhere in North America! 

This was absolutely fantastic! It was time to dream... late night inductive charging and zero emissions. WOW!

"...But then, as the new millennium arrived and US dependence on foreign oil became a hot political issues, something weird happened. The car companies who'd leased out electric vehicles began demanding them back. And they wouldn't take no for an answer..."

All that's left is some basic electrical charging infrastructure and crushed remnants from a series of futuristic vehicles, and some stagnant archived websites. 

This is a total disgrace in the face of our current economic situation. 

What would have happened if the EV1 program would have been allowed to thrive? It is quite possible that instead of going belly-up, the car makers might actually be making money... well, we can at least dream, eh?

By the way... Chris Paine is making a sequel to "Who Killed the Electric Car" - This should be interesting... Check out this link out and maybe listen to the Audio portion if you get the chance:

I would like to forward a big thank-you to people who have put alot of time and energy into documenting their EV1 ownership experiences. Here are a couple of examples:

Without your documentation there would be just that much less historical data available on the EV1.

It would be great to see a future with plug-in vehicles and MDI dual-energy vehicles developing along side them. Our world is in terrible need of changing our view of "transportation and mobility"...

Hopefully we can swing basic vehicle models to more sustainable energy technologies, no matter what energy sources are used.

AirCars and Electric cars... just imagine how different things could be in just a short time... plug-in, recharging electrical or pneumatic vehicles... WOW!

I think our children would appreciate this change for a better future... and it's really not a very complicated solution.

Monday, January 19, 2009

FlowAir "Adjuvant" from "Anything Into Oil?"

Looking at the design of the MDI FlowAir dual-energy engine, the first thing most people notice is the compressed air system in which pressurized air powers the motor by physically pushing the pistons. No big deal at first glance. This concept is relatively understandable.

The second noticeable thing about the MDI FlowAir dual-energy engine is its ability to operate using alternative adjuvant fuels, such as biodiesel and alcohol.

These fuels are referred to as "adjuvants" because these liquids help or assist in powering the engines.

The main motor process still requires compressed air to propel the engine, but the compressed air is preheated externally just before entering the piston chamber. This heating or external combustion of the adjuvant fuel, provides expansion for the compressed gasses and acts as a pressure multiplier, increasing the total applied pressure of the compressed air to the pistons. What we end up with is a
HYBRID compressed air AND external combustion engine,
the basic essence of the MDI FlowAir dual-energy engine.

There are a few geographical situations that almost require the use of adjuvant fuels with the FlowAir systems. The first obvious reason is one of compressed air storage logistics. The basic operating range for a FlowAir dual-energy vehicle is around 180km unless an adjuvant fuel is used to boost the operating range. This would not necessarily be a problem if there were adequate compressed air filling stations available for the FlowAir vehicles, but if there weren't any available, it would severely limit the vehicle's mobility in terms of combined time and distance. With adjuvant fuels the logistics of travelling great distances would be much simpler, especially if compressed air was not available as a fuel source within the immediate area.

The second reason for using adjuvant fuel is the necessity for heating FlowAir vehicles operating within colder climates. One of the basic problems of northern latitude transportation is passenger cabin heat for the vehicle occupants and the ability to defrost windshields. Without a heat source, it is impossible to travel in colder temperatures without compromising occupant safety and environmental comfort. Operating any vehicle at low temperatures is a hazardous endeavor in itself, especially when visibility becomes an issue.

But what kind of liquids could be used as adjuvant fuels? Realistically, anything that can burn would be adequate for powering a FlowAir engine: gasoline, diesel, vegetable oils and alcohols. But what about products of thermal depolymerization?

Um... Excuse me!?! Thermal WHAT?

If you have never heard of this process, you're not alone.

Thermal Depolymerization is a relatively new concept from a company called Changing World Technologies, Inc. whereby waste materials are transformed into alternative forms of usable energy. They use a Thermal Conversion Process (TCP) to effectively convert any carbon-based materials into smaller, more basic molecular units which are separated and reformed into liquid fuels, fertilizer products, and specialty chemicals.

I first heard about thermal depolymerization in a 2003 issue of Discover Magazine that featured the conversion of organic waste materials from a turkey processing plant in Missouri. This was the initial development stage of the TDP process:

Gradually the whole process began to be perfected and a viable system of converting anything from sewage sludge and shredded automotive PVC residues into usable energy and chemical end products developed:

Essentially this is the process of converting carbon based waste products to usable liquid fuels - ANYTHING INTO OIL. This Thermal Conversion Process (TCP) completely mimics natural geological processes by pressurizing and heating carbon based materials to their chemical break-down points and reforming them into complex carbon molecules such as oil and gas. This process not only effectively shortens the chemical transformation process down to a matter of hours, it is also extremely efficient. Heat is required for the conversion process, therefore waste gases are collected and used to heat the input materials to conversion temperature. The end result is an approximate 80% or better efficiency rate of waste to liquid oil conversion. The resultant light oil produced by the TCP process is biodiesel.

This type of liquid fuel would be an excellent adjuvant fuel for FlowAir vehicles because of the heat or energy content of this biodiesel. This energy dense liquid would not only burn exceptionally clean as a fuel, it would also remain quite viscous (having the ability to flow, or a low viscosity) at low temperatures, unlike corn and canola recycled cooking oils. The process is entirely energy positive and converts any organic waste material into usable energy-dense fuels and harmless solids. We could effectively eliminate our garbage disposal problems and possible begin mining old garbage dump raw materials for conversion use.

"But why bother to use the FlowAir concept in the first place?", you ask. Why not just continue on using internal combustion engines such as diesel for this type of development?

The answer is quite simple; this is ultimately a question of efficiency. There is absolutely no possible way of maintaining our current fossil fuel usage rates world wide. Our current energy system will not come close to being able to maintain current production rates of gas and oil. Even with potential TCP facilities around the world, there is still have one major factor against current society, and that is TIME! These conversion facilities are energy intensive and costly to set-up and maintain so that even though they could generate a net energy output from the conversion process, it would take a very long period of time to construct each individual facility and this is a luxury that we don't have readily available.

So realistically, we still require shifting from oil-based economies just to be able to survive. The FlowAir technology is one of the basic tools allowing us to effectively utilise renewable resources. Wind and solar power can charge compressed air vehicles and equipment without having to rely on fossil fuels, and this type of system will be flexible enough for immediate implementation during the initial stages of our current infrastructure transition and replacement. The FlowAir dual-energy technology is an excellent choice because of the flexibility it provides for both transportation and power generation. Not only will renewable energy technologies like wind and solar be required for this transition, but some liquid fuels or "adjuvants" will also be required for special circumstances, depending upon climate and infrastructure availability.

As long as adjuvant fuels will be required for energy and transportation, it is a big possibility that the TCP process of converting ANYTHING INTO OIL will help us along the path of change...

AND hopefully in the near future we will bare witness to companies like MDI, IndraNet Technologies, ITMDI-Energy and Changing World Technologies working in unison to bring about the future of sustainability in our world....

...I think our children would appreciate the effort.

Welcome to the next generation of change.

More information on Changing World Technologies, Inc. and their Thermal Conversion Process (TCP) is available at:

Interview with Brian S. Appel, Charman and CEO of CWT:

Other reference materials:

Wednesday, January 14, 2009 - MDI and "IndraNet"

To begin with, what is the "IndraNet" concept and what does it have to do with compressed air technology? To get the whole picture, let's review some basics.  

First of all, the Internet is a very familiar concept with most people. This is the term used to describe the WorldWideWeb, or the information system linking computer networks around the globe. This is the mechanism that allows information exchange and communication between separate locations on a global scale. Information is either publicly available or kept hidden behind lock-and-key firewalls that act as security barriers or personal access points for data handling and storage mediums.

Now, an "Intranet" is a term used to describe private organization data networks. If you operate a computer network within a certain organization, it is probably termed "the company intranet" because it pertains ONLY to the company. 

But what is this "IndraNet" concept? Most people have never heard of this term, so let's now focus on a little company called ITMDI-Energy. This is a joint enterprise between MDI, and IndraNet Technologies

MDI or Motor Development International is the developer of the FlowAir dual-energy motor, which is the engine behind both the compressed air vehicle and stationary power generators. For now, let's think of MDI as energy and transportation.

IndraNet Technologies is the developer of FraMe (Fractal Mesh) broadband network communication technology. This is a stand-alone high speed broadband system that works completely independently from typical TELCO systems. It is designed to automatically create and actively maintain communications links between separate points within a dynamic network mesh. Think of it as a wireless leapfrog system that only has one single tie-in to the WWW, thereby eliminating the typical wheel and spoke pattern of a typical TELCO. So, let's think of IndraNet as information and communication.

The IndraNet technology under development is not only a system that could replace all of our existing broadband communications, it is also the cornerstone for developing iPower systems that would use MDI Eolo Energie power generators for intelligent power-on-demand networks. 

This integration between information, communication, energy and transportation technologies makes ITMDI-Energy a potential solution to our inefficient infrastructure systems currently in operation. The analogy used by Dr. Louis Arnoux is one of the computing industry, and how mainframes  have been replaced by the personal computer. Similarly, the power industry might be replaced by intelligent power networks, minimizing the gap between power produced on the grid and the actual power being consumed, hence, intelligent power.

In essence, ITMDI-Energy could be the major paradigm shift in the way we view information, communication, energy and transportation. By introducing more efficient engines for vehicles and generators AND providing computer information systems that can wirelessly tie everything together, it is quite possible to completely reduce our energy requirements for day to day operation of our society's infrastructure. 

What all of this means is that the ITMDI-Energy idea could quite possibly buy the world some time from the full effects of Peak Oil and associated peak energy. 

For more information on Peak Oil and associated global effects:

    Dr. Louis Arnous  and his ebook:    (Discussions About Energy and Our Future)
...and many others

Personally, I believe the world should really pay close attention to this emerging symbiosis of power and communication. This development might just possibly save our collective global butts!

   ...the future of sustainability!

Tuesday, January 13, 2009

Peak Oil Was in 2005 - Final Warning!

Date Stamp: 13 Dec 2008

Peak Oil final warnings from Matt Simmons (head of the oil investment bank Simmons and Company International) and Robert Hirsch (energy advisor) are beginning to resonate heavily in the world energy market.  

(*please click on each name for their bio links)

It appears that Peak Oil has not only passed in 2005, but the oil industry is destabilizing due to the extremely low commodity prices on the oil market. Both men warn of a very serious situation now developing world wide regarding oil supply and bottlenecking and that the energy system is potentially spiraling out of control within the very near future. In a nutshell, we are looking at major supply destruction within the world energy system that cannot be undone.

Keep in mind that both men are veterans of the energy industry and for them to present this genre of analysis to the public is not a very good sign.

Is it already too late to implement alternative energy and transportation contingency plans?

(Brace for impact... mayday, mayday.)

This audio discussion is available at the Financial Sense website in multiple formats

Thursday, January 8, 2009

French video interviews re: MDI

I came accross these video clips while searching for information on "AirCars":

NOTE: this playlist is all in French. SALÛT et merci!

To get a better understanding of why it is so important to shift to green ideas like MDI's vehicles and power generators, I suggest visiting:

This is the most informative website that I have seen in regards to MDI technology and applications.

Please spend some time looking around and spread the word... or share the link.


Monday, December 29, 2008

Note on "Anonymous" Comments

I find it interesting that when given the option, most people choose to leave "anonymous" comments on a blog.

What about the words CREDIBILITY and INTEGRITY?

I do understand that people will have differing viewpoints on subjects such as "a new technology"; this is a good thing! Yes yes yes!

HOWEVER, please use some common courtesy when posting opinions and supporting details!

Please identify yourselves when leaving a comment!

Thanks; the author.

p.s. Merry Xmas  and  HAPPY  NEW  YEAR - 2009!

Friday, December 19, 2008

Arctic FlowAir - Purpose by Design

I live in an area of the world where winter temperatures hover around the -40 degree mark and at this point, Fahrenheit or Celsius makes absolutely no difference - it's all the same.

If you believe that your vehicle is well built and well designed, this is the place to test it because if it's not rugged enough, the Arctic environment will be more than happy to point out any engineering flaws or design weaknesses you may have overlooked along the way.

In the Arctic, we need a power source that uses an exothermic reaction to power an engine. Heat is required at these temperatures because the engine and passenger cabin must be artificially heated in this climate.

Vehicles operating in extreme cold currently use the internal combustion engine as a power source, primarily because of how much heat they generate and release. Even though these engines are extremely inefficient, excess heat is easily shunted away from the engine cooling systems for use in heating the interior of the cabin for the passengers.

What other alternatives power sources are available to power a vehicle at these temperatures? This is the one area of the world that battery powered vehicles will have a difficult time to operate in, especially considering current battery temperature requirements. Most batteries loose their ability to hold or convey charge at extreme temperatures. But then, what does that leave us with? Hydrogen fuel cells are a possibility, but once again we are faced with using hydrocarbons as a primary source for hydrogen, unfortunately.

This leaves either the internal combustion engine or the FlowAir dual-energy engine as viable vehicle power sources, especially in colder climates.

I can hear people already arguing that you need a BIG MOTOR to produce enough heat to operate effectively. This is bull. I used to own a Toyota Previa minivan that had a 4 cylinder 2L engine and it heated twice as good as the P.O.S. domestic thing I own now, and it has a 6 cylinder 4.2L engine. My Previa (North American model) had absolutely no problem providing a comfortable internal cabin temperature on a -40 degree day. 

It's not about engine size or output, it's all about insulation and correctly designing the cabin airflow to act as a shell, insulating the passengers from the elements with moving airflow on the outer edge of the vehicle. Toyota understood that with their design. The Previa even feature air ducts that were built into the outer wall and side doors for channeling the air completely around the front seats. This created a temperature buffer that evenly regulated the whole vehicle interior. In essence, it was an ARCTIC DESIGNED HEATING SYSTEM:

I remember driving home at 120km/h in -40 weather, sitting comfortably in a long sleeve shirt with my jacket draped over my seat. I have never been able to do that in any vehicle since, no matter what the engine size. It's all about design.

So then, let's look closely at the FlowAir dual-engine design. It has an external heat source that should be adequate in providing enough heat for the engine and the passenger cabin. If we consider that the MiniFlowAir is a fiberglass and foam  composite body, it's insulation value compared to a solid steel vehicle body would be far superior at retaining heat in the passenger cabin. All that the unit would require for an "Arctic" upgrade would possibly be redesigning the internal airflow to shield the occupants from the vehicle shell. Everything else should be adequate for the task of operating at extreme low temperatures.

One final note: In an era when Peak Oil is an immediate reality and fossil fuels are on the decline, the FlowAir dual-energy engine has one main advantage and that is the ability to use multiple variations of liquid fuel. Even though it might be easier to use petroleum based fuel for the immediate future, it will be much simpler switching over to other fuels with FlowAir dual-energy vehicles.

Oh yeah... don't forget the "air" part of it either... :)

Thursday, December 11, 2008

MDI Dual-Energy - 4 Modes of Operation?

Just hold on a minute there... the MDI dual-energy engines have HOW many modes of operation exactly?

What do you mean, FOUR... ?


Four operating modes: 

  • Mode 1, mono energy compressed air: below 50km/h, only the compressed air in the tank is used.
  • Mode 2, simple dual energy: range extension by using the compressed air in the tank which is heated using an energetic adjuvant for the external combustion chamber before it is introduced in the engine.
  • Mode 3, autonomous dual energy: beyond 50 km/h the stored compressed air in the tanks is not used anymore.  •A combined air compressor produces compressed air at working pressure which is then heated in the external combustion chamber before being transferred in the active chamber and expanded in the work cylinder. 

This operating mode is also used below 50 km/h when the tank is empty.

  • Mode 4, Dual energy with recompression of the tanks: an energy sharing occur using part of the produced compressed air (by the combined compressor) to run the vehicle (as in mode 3) and rest is directed towards a booster to refill the tanks.

So, when MDI says DUAL-energy modes, they don't mean "dual" as-in "two"...

The more I learn about this, the more impressed I become with the whole concept... it's simply AMAZING!

The thing I'm not too certain about is why I never noticed this explanation on the website before? Was it even there the last time I checked? 

I'm really not sure... How puzzling.

Wednesday, December 10, 2008

The EXTERNAL Combustion Engine!

I first noticed this blog write-up about a week ago:

At first I didn't really pay attention to what the author was saying, but when further explained  the MDI Compressed Air Engine as an engine with a THERMODYNAMIC CYCLE, it actually began to make sense...

In essense, what Guy Nègre has managed to develope is the...


Basically, the fuel or heating source is completely external to the engine and acts as a pressure multiplier for the compressed air powering the motor itself. This means that the combustion process or heating process is continuous at lower temperatures and therefore an extremely efficient burn; almost all of the heat energy produced by the pre-burner will be used to expand the compressed gasses creating an increased power output per unit volume of compressed air. 

In the internal combustion engine, a pulsed fuel explosion creates extreme heat and exhaust vapor in each burn cycle. This "waste" heat and exhaust vapor is then completely purged from the system via the exhaust and cooling systems. This is why the efficiency of the standard internal combusion engine is so low! All of the heat energy is considered waste, but in the EXTERNAL combustion engine, heat is a fuel multiplier,  therefore a SOURCE of energy!


So, in essence, the system is similar to a regular engine, but one which heat is used as an input and not simply viewed as a by-product of the whole process... WOW!

*I realize that my explanation is an extreme oversimplification of the MDI engine theory, but that's how I wrapped my head around the whole heater/fuel concept.

Imagine an engine that's not an internal combustion engine, nor a complete external combustion engine like the steam engine, but a HYBRID compressed air AND external combustion engine... ASTONISHING!

*FlowAir = dual-energy engine!

Now, I can already hear people using the argument that we still need to fill the compressed air tank, and this takes energy.

True! But...

We could use our existing infrastructure for compressing air without taxing our electrical grid what-so-ever...  by charging the compressed air tanks at night!

Typical power grid demand (sample):

Notice how demand drops during each night and peaks midday. The thing to remember is that power generation does not stop; current power generating systems keep the grid availability above demand levels at all time, otherwise the grid browns out or fails outright. All of the available power being generated at night is simply wasted...

Apparently our current power generation is enough to charge a whole generation of electric powered vehicle during each night cycle, or perhaps built-in compressor units for each MDI powered vehicle. (imagine that!)

At any rate, it appears the whole concept of the MDI External Combustion Engine is a valid mechanism for replacing the current model.

I really hope to see these vehicles out in the market ASAP.

It's time for a change from the old status-quo... and remember...

"the future is air" - Guy Nègre

Monday, December 8, 2008

OIL and GAS - The Next Meltdown

(Matt Simmons, head of the oil investment bank Simmons and Company International)

Why air car tech? 

Watch this presentation:

Here's a write-up about what Matt Simmons is trying to tell us:

Wave Motors

Here is Eric DuPont's Quebec connection to MOTOR'AIR

Wave Motors (World Air Vehicle Ecologic)

You'll find some more information on the next web page, including a PowerPoint link to a quick presentation:

*note - the ppt file is completely in French :)

It is interesting to note that the engine proposed in this unit uses compressed NITROGEN gas and HOT WATER:

*note: hit [more] at the bottom of the page for the full explanation

The concept makes sense, but we will have to see if it can be up and running by the time the Automotive Xprize is ready to start...

Once again, GOOD LUCK gentlemen!

Sunday, December 7, 2008


This is another aircar concept by Eric DuPont:


MDI has developed an agricultural application for the MDI engine. 

The whole unit produces steam via compressed air and effectively acts as a farming soil disinfection system... 

More information is available at:

Saturday, December 6, 2008

Xprize - MDI / ZPM

The Xprize foundation has been a great source of innovation for the development of very specific cutting-edge technologies. 

Shall we focus on 100mpg or energy equivalency?

Presenting the MDI / ZPM  entry:

...Excellent description of the 4 cycle, 5 stroke engines being developed by MDI, for use in the FlowAir class of vehicle.


For more information on the MDI Compressed Air Engine with Thermodynamic Cycle, please visit:

*This is a most informative website on how the whole compressed air concept works in a dual mode engine.


Shiva Vencat - CEO
Zero Pollution Motors (ZPM) USA

Interview with Shiva Vencat:

*spread the word... "the future is air"

Sunday, November 30, 2008

ITMDI-Energy and Dr. Louis Arnoux!

"It doesn't need to cost the earth to save the planet"

NOW! A combination of both the MDI power concepts and the INDRANET communication concepts! 

*note: click on symbols to link to websites.

Two technologies combined into a single vision;  people changing the way we view both communications and transportation for the 21st century!

Thank-you Guy Nègre and Dr. Louis Arnoux!

(GO  Australasia  GO!!!)

Wednesday, November 26, 2008

Energine Corporation (Seoul, Korea)

How about a P.H.E.V. from


Tuesday, November 25, 2008

Angelo Di Pietro -

It's interesting that both the MDI and EngineAir models will be manufactured in Australia. I imagine that there is enough available market applications to utilize both of these technologies effectively to replace oil/petrol/gas/diesel based transportation systems.

Gentlemen, I salute you!

Keep up the good work.

Sunday, November 23, 2008

Peak Oil - We've Already Passed It.

This 3.5 minute video quickly explains the general concepts of cheap energy and PEAK OIL.

Take a few minutes to view this clip, then pass it on... get the word out there - things are changing and very quickly at that!

More info: