Nested Super-Charger Technology (NSC)

Our internal super-charge starts with a superior prime-mover: The WolvertonBailey Counterpoise Bi-Radial E-83 engine design. Similar to the Siemens-Halske Sh. III,  the Counterpoise engine's crankshaft and the engine case rotate in opposite directions. While there are several known problems with traditional rotaries, none of these problems are shared by the Counterpoise engine.

Counterpoise design employs an offset bore to develop higher torque than in the cylinder assembly. The geometry of the Counterpoise engine allows it to capture the pressure on the ceiling of the bore, and feed that energy into the gear-set (no other engine has ever achieves this) offering a huge reduction in engine losses and a related improvement in efficiency over that of a conventional Otto engine.

The torque of the engine is immediate, and the engine cycle is completed in a single rotation, reducing friction and heat lost. The cost of rotating the bore is offset with the complete elimination of the valve train providing a huge net gain in overall efficiency. (The bore rotation provides the flywheel effect in standard engines.)

The Counterpoise engine is half the size and weight of a standard engine, yet provides superior power output – around 1 HP per pound of engine weight. It also uses 25% less fuel input. The Counterpoise engine is integrated with a patented 3-phase generator to create an in-vehicle supercharger that replenishes the vehicles battery banks, which are never allowed to discharged below 40% - this extends battery life.


We're building electric-drive vehicles with onboard super-chargers.

Why? Because they're more consumer friendly, and will so be as green as the all-electric vehicle. All-electric vehicles have a carbon footprint.

Let’s take for example, 15,000 annual miles driven with a BMW i3: Curb weight 2,645 lbs, 22kWh battery (18.8kWh usable), LMO/NMC, large 60A prismatic cells, battery weighs 450 lb, and offers a driving range of 130–160km (80–100 miles). Let’s use the high-end -100 miles. This car would need to be recharged 150 times x 18.8 kWh = 2,820 kWh for the year. According to the EIA (a government agency) and, the average powerplant emits 1.222 pounds of CO2 per kWh. So the (non-point-of-use) carbon footprint of the vehicle is roughly 3,446 pounds of CO2 emissions.  It requires 4-hours to recharge the vehicle at 230 VAC, and can be recharged 80% in 30 minutes with a 50kW Supercharger.

A similar Derek Automtoive electric vehicle would include a Nested 50 kW Supercharger System: (4-cylinder, 80-horsepower counterpoise engine prime-mover, with our patented hybridyne generator, with combined weight of about 207 lbs.) We would use two 12 kWh battery banks, alternatively charged by the supercharger for unlimited range (as long as there is gas in tank).

The, constant speed, counterpoise engine is only used to power the generator, and achieves a super efficient 68 MPG, and would require about 220 gallons of gas over 15K miles. Unleaded gasoline emits about 19 pounds of CO2 per gallon. Therefore, the carbon footprint of a Derek Automotive vehicle would be roughly 4,191 pounds of CO2 emissions.

If we can push our engine efficiency to 85 MPG we can match the carbon footprint of the typical all-electric vehicle. WE CAN ACHIEVE 80-100 MPG, IN THE VERY NEAR FUTURE.

Our system reduces the urgency to build supercharging stations around the world (very carbon intensive construction) as the current gas station infrastructure would remain consumer’s charging station. Our's is a great transition technology until the world truly builds out a green electric grid.