#encapulation

For a number of years now, work has been proceeding in order to bring perfection to the crudely conceived idea of a transmission that would not only supply inverse reactive current for use in unilateral phase detractors, but would also be capable of automatically synchronizing cardinal grammeters. Such an instrument is the turbo encabulator.

Now basically the only new principle involved is that instead of power being generated by the relative motion of conductors and fluxes, it is produced by the modial interaction of magneto-reluctance and capacitive diractance.

The original machine had a base plate of pre-famulated amulite surmounted by a malleable logarithmic casing in such a way that the two spurving bearings were in a direct line with the panametric fan. The latter consisted simply of six hydrocoptic marzlevanes, so fitted to the ambifacient lunar waneshaft that side fumbling was effectively prevented.

The main winding was of the normal lotus-o-delta type placed in panendermic semi-boloid slots of the stator, every seventh conductor being connected by a non-reversible tremie pipe to the differential girdle spring on the “up” end of the grammeters.

The turbo-encabulator has now reached a high level of development, and it’s being successfully used in the operation of novertrunnions. Moreover, whenever a forescent skor motion is required, it may also be employed in conjunction with a drawn reciprocation dingle arm, to reduce sinusoidal repleneration.

This is more or less the basis of what we would consider the forefathers of encapulation engineering. Nowadays you can expect to see further and more complicated advancements that make the General Electric Turboencapulator look like what the Turboencapulator made the Steamencapulator look like upon the turbo's release.

The major changes we see nowadays is that because of patents expiring 3 phase automation assemblers can move instruments in position with greater speed and precision where before it required a 1.5 transphase manual collematry unit.

Another key change was the move from the forward thinking hybrid fuel intake and repository tank to a much more sustainable Hydrogen-electron multipolar array network. This change was motivated by the 70s oil crisis and the engineers thinking ahead moved away from the traditional oil-electric bi-directional motor to working on the new model. Regenerative breaking and slowdown have also been utilized, but it will be a few years before that becomes standard with the need to get these units out the door to meet various government contract deadlines.