I've lost count of how many of these game changing engines are supposed to have been on the market by now.

Great to see this! I'm 78 now (damn!) and have always LOVED innovation. Believe this or not I came up with EXACTLY the same design/concept in my twenties and I suspect that I might not have been the first even then (I just loved coming up with new approaches from my early teens in aircraft, boats, engines etc, etc) ! I called mine a 'rotary abutment' engine. As with most of my ideas I didn't/couldn't turn the design into hardware; family, home renovation/DIY, life events, too many ideas=lack of focus plus, lack of cash. At any one time in the world there are many thousands in the same 'boat'. Major problems are materials, sealing, lubrication and heat dissipation. I did realise at the time, and treated it as such, that it would be a high speed engine and my approach was to accept 'leakage' without seals, such as the Wankel rotary uses (in a similar way to the way to the way jet engines aren't 'sealed' either). Another factor to consider now, is the imminent changes in motive power, with various competing approaches in the mix. At this point in time, even the LIKELY winner is unknown. This increases the financial risk. It's strange how life goes though. Coventry Climax became famous in motor racing in Formula1 motor racing, back in the day, and yet its foundation was as a very light aluminium (rare at the time) high revving 4cylinder engine designed for portable water pumps for fire fighters. Later it was adopted for use in the Hillman Imp (rear engined competitor to the Mini). Thereafter Coventry Climax used its technical know-how to work wonders in Formula 1 motor racing! I do hope these folks have the means, time and money to see it through as we never know what path might open up for this engine. There's many super wealthy folk in the USA and hopefully one might back it. Remember that the 'Rolls Royce' name was composed from the surnames of two partners. 'Rolls' was the business/money man and 'Royce' was the Engineer! I very much enjoyed coming up with a number of engine designs (amongst other things) over the years but should have designed, manufactured and sold new, mass market, household products....much better to make money FIRST, which is key! (Take note young inventors and remember that the initial inventor RARELY makes the money; it is the folk with business/marketing acumen who take up the idea who generally make the money.... if any!) Of course, there's no guarantee for them either! :) I did make a small mark in hang gliders inc. powered and you can't do everything in a measly single life! Hey Ho, c'est la vie!! NoAxe

I've watched four videos on this engine and this is the first one that had any explanation of how it worked, the pros and possible challenges in making it work. I'm definitely subscribing!

This is going to require *very* tight clearances and *very* good maintenance to avoid dying.

1)A relatively large area is being presented to the burning air fuel mixture. 2) Titanium is great but its going to take a little bit more than just that material to make expansion by heating go away. There are ways I can see but they are not showing it. 3) going to need to work on optimizing the side to side movement of the fuel air mixture. Not going to calculate at this time, but allowing the compressed fuel air mixture to expand through the transfer port since the velocity of the mixture is no higher than the local speed of sound this limits the rpm of the engine. Going to have to think that through a bit since the inertia of the fuel air mix might be used at this point to simply relocate the gas... I could be wrong here, or they might not be including certain details. Appears that this might be fun

To deal with the tolerance issues when running and hot, the solution is simple and already in use. Forged aluminum pistons in gasoline engines are under sized so when the motor is at operating temperature they will be the proper size. You just have to leave enough tolerance for the metal to expand. As in all engines the efficiency would not peak until the engine reach operating temperature

This engine, the Duke engine, the pendulum engine, man You would think one of the 90 or so "world changing engines" would have made it to market by now.

Anything that has parts called “doughnuts” has got to be good!

There was a similar engine concept studied at Ford research lab from 1978 till 1981. The basic idea was to separate the intake and output so that each could be optimized. It failed for a number of reasons which I can see are common to this engine. First, there is the problem of residual volume - that is the amount of compressed air left in the input side. In a conventional piston engine it is not a problem, all the compressed air is used in the combustion cycle. In this engine the residual air is not zero (non zero input part fits, volume of the transfer valve, etc.) and this will waste a lot of energy, limit the max compression ratio, and the compressed gas will expand back on the input stroke and, thus, limit the air intake. There are many more concerns that I see (leakage, differential heating, heat loss, differential thermal expansion, etc.) but I do not have the energy to type all the details. Nice concept but I doubt this engine will even come close to the efficiency of a standard piston engine.

I personally really like the concept behind the rotary engine, if they can get a working model going and sell it for retro fits that could definitely be really neat.

Thanks for the video Francis! The caption helped me a lot, since I don't speak English 😅. Hugs "from Brazil " and God bless you!

Personally I would like to see the engine succeed because the thinking (politics) behind the electric car is perverse and submerged in scientific ignorance. I say this as a staunch supporter of electric cars since my student days in the 60's, batteries were the issue then as they are NOW. The "technology" for electric cars has been around since 1880 but lost the battle to the internal combustion engine this was not because a political edict or corporate tax break for the greenies this was the market at work. Lets jump forward to today what is driving the market? The greed and ignorance of corporate politics "combustion engines must be banned etc" FORCING the market into an uneconomic underdeveloped mess meanwhile actually doing more environmental damage than before. "How" you may say and for dint of argument every part of an expensive and over rated Tesla is produced using electricity from fossil fuels and in this case mainly coal. So all your useful product energy comes from fossil fuels so it makes sense to develop super efficient engines until such time that the "electric car" has an economic and practical battery / motive force that actually is more efficient than the best fossil fuel engine then and ONLY then are you actually reducing the grid load and the turbines that power it.

After 10 videos, finally the perfect one, simple, easy, going to the point, no blabla, thank you so much !!!

WOOOW this engine is an actual wonder in all engine designs, if this get on actual car or motorbike this gotta be a big game changer, considering its supposed wonders

I hope they follow through with this, it's a really cool concept even if it doesn't reach the HP claim. The light weight would definitely make it great to be used on a bike.

I love that people keep trying to create something new that works better than reciprocating pistons, but so far it appears to be impossible.

Ceramics can help here because of their low CTE compared to metal alloys.

I wonder if this engine could be designed coaxial configuration. 1 stage counter rotating inside the other. In a way the heat expansion of both would maintain smaller tolerances?

Sure those tight clearances allow it to form a seal without parts actually touching, but what happens not if but when the engine starts to wear out? What happens if/when carbon buildup occurs? I prefer the opposed piston engine

Wow this is amazing!! No pistons and Looks super simple to seal! I can’t believe this engine design has never been used. I bet it is because the oil companies bought the patent and locked it away. Is it also true that it just now is legal to release the design?

seal around the combustion chamber, ignight from the side of chamber after tapdead center ,and add counter weights pulley and flywheel . That great idea had the same. one when I was young rebuild a engine one day nice work

Great video Francis ! I'm and old auto mechanic. Have rebuilt 11 motorcycles that I owned. Starting with a Puch 250 that was 2 stroke 2 cylinder engine with a shared combustion chamber ! My Cushman scooter was a 1 cyl. 4 stroke . Hondas BSAs Kawasaki and BMWs followed. This engine exposed here has no crankshaft, or pistons. It cannot be classified as a "stroke" type engine. I believe it is a two cycle rotary engine. It has an intake and exhaust cycle that produce power in a cycle blending combustion part of the engine rotation. That could be referred to as a third cycle; making it a 3 cycle engine !! I think it would make for a great multi fuel electric hybrid engine, that drove a generator to alternatively power a BEV. Its light weight and high rpm. would provide great flexibility to powering a vehicle.

In the footage on the unit on the test bench running, unless that is the starter motor (lol huge) I am 95% confident that it is being driven by the pulley and machine in the background. That being said it was obviously compressing and igniting so hope this one actually turns into something

I love this channel. Please keep uploading.

Fascinating teck. That seal problem is a minor setback. Throw it off in the deep end and watch it thrash. You got a winner.

It looks to me like those mating knobs and holes could seal well enough to remove inside contact surfaces all together. What I'm concerned with is cooling the thing and It doesn't look like lubrication is well thought out. I'm not surprised it's spewing oil all over the place in the video, it probably has modulating oil pressure for each cycle or part of the cycle.

Very good animations and explanation! Thank you😄

Very cool design! I do have a hard time seeing this making good power, but i would love seeing a working prototype.

At least this one is a possibility unlike many other ones we have been shown in the past.

_Brilliant._ I see this engine as being a constant RPM, efficient engine-generator, to be a range-extender for the coming generation of EV automobiles.

While I like piston engines more, this engine does look promising. Plus I'd love to see what the engine looks like in its full engine block with the serpentine belt system

Interesting concept that merits funding for study. Issues: high combustion chamber surface area to volume ratio - you'll suffer more heat loss than the new 4-cylinder engines do? The 270 degree push is a huge advantage. Diesels and direct injection engines have a longer push than upstream injection engines, but this new engine more than doubles the swept out angle of the push. The surface area of the push is beyond tiny, compared to modern "oversquare" engines, so higher combustion pressures would be desired. You mentioned seals being an issue - very much a big yes to that. Seals are what made the Wankel engine die from EPA Regs. Trying to "tight tolerance" the very long seams and the vital single tooth "chamber separator" ...beyond daunting. Possibly would work for small engine applications, and for aerospace.

*"Male donuts". LOL! There certainly doesn't seem to be a shortage of **_those_** these days.* *I'll get my coat...* 😁

There will be different hot and cold regions which can lead to warping at sustained high loades

I need a bike that revs out to 25000 rpm

yea its a start I think it could be a good engine just need experiment more and see what bugs needs to be worked if any ,just the concept is awesome.

Please follow up on the development of this engine. If it turns out to fall short of some of its promises, the concept has many features which lift it above the traditional manner of turning gasoline into smooth power.

hoe many can be stacked up together?

Not covered was how the gases are sealed while moving from one pair of "rotors" (?) to the other?

Even if you don't have tip seals, and I am skeptical about a .1mm gap being tight enough, you still need side seals so the friction is still there. They don't mention anything about cooling, there doesn't seem to be much of a water jacket. The high RPM is the only reason they have Hp ratings that high. I bet the torque is pretty low. They are running it with external power also, so will it really idle on it's own yet?

This seems like the most promising alternative engine I’ve seen. No seals on the rotor is a big plus. If it has to operate at a respective RPM to be efficient it would fit right in as an aero engine.

In the animation the donuts are out of balance. There are numerous hydraulic and air compressors that operate using simular principles. Even with titanium, they will still need to deal with the heat.. The intelligence and technology to make it work is definitely there. How well, and cost effective it will be is the question.

Keep the research coming. No advancement emerges without it. It took Edison several thousand failures before a successful electric light bulb came to fruition.

That’s very cool!

I would not be surprised if the rotor on the hot side is ceramic. Much testing has occurred using ceramic material in jet engine's rotating assembly.

Titanium is usually only used in the low pressure stage of a jet engine because the temperature is lower.

The constant ignition concentrated on only one side of the engine is going to require additional engineering. To overcome expansion.

Nice! A 4 in 1 stroke engine!

My concern is the thermal expansion. If they could solve that then i'd love to see it prototyped.

You forgot to mention, that you can supposedly stack them to get more hp out of them.

60% performance is not twice the performance of barely passing 40%. However, it is an interesting concept that still has sealing challenges which will be very difficult to overcome.

Kind of like a vane pump. I think this has been tried many times before. One major problem I see is where the two round rings meet, they have to be tight enough to hold a certain amount of psi which is no problem with new parts, but over time you will have carbon build up just like the top of any piston, but with a normal piston carbon build up on top will not effect the psi because they have rings on the side. This engine will work but I see it losing its psi for combustion fairly quick.

What about carbon buildup on the rotors. Wouldn't this lead to problems?

I'll keep my fingers crossed for this engine to make it to market, for this dream to come true. 🤞🤞

When you think about this engine's light weight and performance it would be a great companion to a high-performance hybrid car or SUV. If a rev limiter was used it would remove overheating the 2stroke engine retaining the specified tolerances and protecting seals. Hybrids don't need excess high revs but a constant voltage sufficient to keep generation of current to the batteries. the weight saved would improve efficiency and extend range.

I definitely love your videos! I'm from Brazil and I would really appreciate it if you could make a video about the Volkswagen EA827 engine (in Brazil it is known as the AP engine). It is a very famous engine and has been applied to a wide range of automobiles. Thank you if you can answer.

Qué capo, metiste IA para hablar en inglés y llegar a más público. Te felicito, la viste entera. Por cierto, me encantan tus videos.

I love your videos

A very interesting concept, but I wonder how much torque these little things will produce. While each stroke is over 180 degrees, the total amount of airflow looks minimal.

I think that it's very interesting. Thanks.

Tight tolerances between the two sealing surfaces (counter rotating chambers) will a serious problem when combustion deposits close that to zero! Have you ever seen the deposits on the top of the piston? You can't avoid that. This is an epic failure unless you only run a super clean burning fuel like propane or hydrogen.

Unfortunately it comes with one huge lie. 80% thermodynamic efficiency is impossible. Gasoline ICEs achieve about 34% with a compression ratio of ~10. Diesel gets ~40% with compression ratio of 20-25. The best turbines get up to 50% with a compression ratio of around 80 (that's 80 bar in the combustion chamber!). 80% is impossible for a Carnot cycle engine (which all of these are, including the Omega 1). In other words, forget it, unless you are only interested in the power to weight ratio. But then you still need to deal with those pesky seals, just like the Wankel 😞

Outstanding

Umm can you make a video about Volvo A60 dumper

Seemed great at first, but given how they constantly show their virtual model more than a physical one, it is clear this is probably going nowhere. 😂

Mini one running LPG coupled to generator could give ebike mad range.

I noticed in the working model the engine is connected to a pulley on a CNC lathe. Is the lathe driving the motor or the motor driving the lathe? Why is it pulleyed to the lathe?

Verry interesting. As a hydraulic engineer, I wonder is a tolerance of only 0,1mm is realy close enough to archieve a high efficiency. An effinciency of 60% seems too good to be true, as you also asume.

Go with incronel?

Great, but what's the efficiency?

How do they prevent misfire while injecting fuel? Because bar means nearly 14 atm and means 14/1 compression. And I think it may cause ignition as diesel engine. Already there is problems to applying hydrogen fuel to gasoline engines because of these problems. And with this 14/1 comression rate it looks like bigger problem.

Hey Repairman22! can you make a video on the 2JZ :)

Soon, a rotary engine called WTR will be introduced to the world. This engine with low weight, low consumption and very high power will overcome all new internal combustion engines called Astron Omega 1, Liquidpiston, Duke and INN Engine.

If performance numbers are not available from the designer then someone could build one and test it. Publish the numbers, that would force the issue. Inquiring minds want to know. Oh, and install it into a vehicle for real world testing! Try a twin engine too!

Looks like a lot of area to seal ? This would be a hurdle

Hello. I have a ask Do you have a copy of this video, but in spanish? Thanks

imagine the size of the seals on this bad boy. I don’t see it happening on anything beyond dirtbikes that already have expensive titanium engines lol

Very good idea.

Gotta say I agree with @peterkotara! But, what I like about this design is how it is such a unique approach. I understand each of the narrator's "cons" but they're all fixable. Imagine if design had the amount of development current design ICE have had...

I like it's simplicity, I doubt it's high efficiency numbers due to small surface erea that actually gathers energy

Like all the obvious advantages of simplicity and light weight, but anticipate problems meeting emissions regulations especially during warm up.

Looks very interesting. I would like to see a vehicle powered by one of these. Horsepower is a bit misleading, I wonder what kind of torque you would get out of something like this and at what rpm would be peak power.

Can you imagine a motorcicle with this power engine?

Seems to me a long narrow combustion chamber would transfer a LOT of heat into the “rotor” housing. Maybe a composite…. But, nothing will replace a big block Chevy going sideways with tires smoking….

Perhaps you would consider doing a twin turbo boxer engine next?

My push mower is about to be LIT

I think it has potential. Let's hope the calculations can be proven correct.

Good luck sealing that at all temperatures and tolerance changes

well one thing is for sure, this isn't going to work well slammed into a stupid 2 ton quad cab truck. or suv. but in a small lightweight car this would sound so cool. like this would be so ideal in a 2 seater car the size of an old miata.

Going to the best

It shall be known as "Seal Eater". All these rotary like engines have one problem - huge huge seals experiencing huge massive pressures. It's all fun and games until you have to seal a spinning chamber or a large disc shaped rotating object. It all has to do with angular velocity and such which causes differential wear. It's the same reason why rotary engines can only do like 120k km before they need a complete rebuild. Compare it to regular diesel engine block that with basic maintenance will at 1M km likely outlast any of its adjacent components and you know why true "engine revolution" didn't happen since Diesel invented his cycle.

La surface qui recueille la pression de combustion est ridiculement petite, le couple le sera aussi. The surface that collects the combustion pressure is ridiculously small, so will the torque.

Interesting 😊

Flawed understanding @ 4:43 - the valvetrain is balanced ie spring pressures are equal between cylinders. So for every spring that is opening a valve there is a spring using equal force closing a valve. There is resistance from these cycles, but it is not from spring loading.

That engine is hooked up to a OKUMA (CNC Lathe I believe) x'D. I don't think it can measure HP.

Adding variable geometry and multi-sensor EMS, as today's most sophisticated engines, will level the playing field of performance and 'opinion' - old git, UK

From the simulation, the rotors seem to be fully in sync. So, I can't see why they can't touch to form a more complete seal (that oil would not basically complete.) You mention should they touch they would jam, and I can't see how that would occur. Metal expansion? Wouldn't the gears and their attachment simply be modified to handle that slight expansion via mounts? Oh well, guess that is why my specialty is communications/electronics.

Where do I buy one

The one stroke engine is probably the best new engine I have seen even better than liquid piston engines. It's not really a one stroke engine but that's what they call it if you want to look it up.

No its a 4 stroke, the intake and compression are two distinct stages, in a two stroke the intake and compression take up part of the same stroke, the doughnut makes 1 full rotation for intake and 1 for compression. It doesnt matter if it can complete multiple stages at the same time, so can a V8, what matters is how many steps it takes for the air to make it all the way through the engine. For it to be a two stroke the intake would have to cutoff halfway around and the other half of the revolution is all the compression you get. Same goes for power and exhaust strokes, they are two distinct stages, it takes two rotations for all of the exhaust to expand and then be pushed out. This is operating like a 4 stroke piston engine except the pistons are traveling in a circle around the outside of the doughnut.