I'll believe it when I see it independently evaluated and tested for efficiency and durability and emmissions.

Thermodynamically 80% seems a bit dubious. The maximum thermal efficiency of any Heat engine is in reference to a Carnot Heat engine which has an efficiency of: n=1-Q(low)/Q(Hot). Since Q(low) {the external sink} doesn't change in temp that much then that means Q(hot) must increase. The same material properties limiting traditional engines are also at play here. You can only go so hot until Q(hot) is so high that it melts the materials. Unless they have a published paper to back this up I am going to be extremely skeptical.

I feel the 'rotary engine' vibes... in that, it works in theory, but requires an insane amount of precision compared to traditional piston-driven engines. All the numbers also sound highly theoretical. None it is believable until it actually gets hooked up to automotive testing equipment, or actually adapted into a moving chassis of some sort.

I worked and developed some rotary vane engines 40 yrs. ago and can see that the leak between rotors with out seals are almost impassable to stop especially with any temp changes and anything over 50 % thermal is just not possible also I see an outside air line supplying air pressure to make it seem to run

The engine has issues with seals but great design on paper

I have a similar engine design idea that I worked on back in the late 1980s. Mine has all the rotors on one axis and multiple firing sections so that RPM and Torque can be increased just by pulsing the ignition and fuel injector more frequently. The downside to the one shown here is that it has two opposing rotors joined by gear teeth at the outer diameter. This will have high inertia loads under high load and rpm, which will probably quickly wear out the gear teeth keeping them in sync., especially after many abrupt acceleration and deceleration periods. Other than that, the idea of using totally rotary motion is the best advantage to this and my design engine. There is no wasted (reciprocating) motion.

It appears maintenance would be far cheaper and simplified as the motor itself could be swapped out for a new/reconditioned core in a very short time. In addition, it could take a variety of fuels and adapt its ignition profile via digital. Considering these two factors alone, I see commercial applications, to include compact marine engines, as the most viable, near term market opportunities. This topic is definitely worth further study - thanks for the video!

This design works on paper. The compression rotor is a great idea. Look at the surface area of the hot side upon ignition: 5 of the 6 surfaces produce NO work. The total surface area is huge compared to the "piston" area, even if you only count a third of the expansion (as it's already burned and expanded and is only waiting to exhaust). You could stack this into a multi-rotor design and add a blower. I would love to see a Real One in action.

Yeah, I don't think so. This engine only works in the lab. Notice how there is no video of it powering a vehicle.

This is a fine concept. Now let's see it transferring 160 hp and relevant torque to a drive for a ducted fan,propeller or driveshaft. Must have some interesting bearings and lube to handle these forces. Trying to imagine an Immelman in an aerobatic plane with these bearings reacting to gyroscope forces at 20,000 rpm.

Another amazing engine that will never be seen again. 'Liquid piston' comes to mind.Thanks for a great vid !

I can see where I would question whether or not I would run 2 "notches" and not just one on the rotation allowing for a better combustion program. Also, I would also question the heat verses the cold section of the engine. It looks to me that one half of the unit will get extremely hot where the other will become very cold. This differential might cause a very bad expansion/contraction differential causing a warp in the engine as it gets hotter and hotter. What is leaking? Is that water or fuel?

I have my doubts about the thermodynamic efficiency. Efficiency is directly related to the absolute temperature difference between where the work is extracted and the temperature of the heat sink at the other end where the heat is expelled. From what I see the fireing cycle is almost the same as with any piston engine and that limits what temperature you can be operating at. In fact what makes turbine fan jet engines less efficient than piston engines is that the blades have to operate in a high temp. region all the time, few materials can last the peak temps that piston engines extract their work at, because pistons, valves etc. get to `rest`and cool off between cycles (even at 20,000rpm).Turbine blade materials are exposed to continuous hot gases limiting this temperature to what the material can stand. The rotation and " lug" division into expansion compression zones are ingenious and interesting (getting rid of reciprocating masses), though! Stil see seals (as per Wanklyn) and gear problems as issues. Was that cooling water pouring out? Will need to see numbers for fuel efficiency, and seal life...Burning hydrogen (with any IC engine) interesting but how to carry enough mass with you, and infra-structure ?

Nice animations, show me a running, on fuel, not leaking, engine doing measurable work, with fuel consumption, and exhaust content data.

I see the same problems as a rotary engine. The apex seals or whatever the equivalent are in this engine. You won't be able to seal the chamber because of corners. It's still hard to beat circles for ease of sealing.

The sealing and lubrication of hot side will be challenges. The reciprocal engine is not that hot on because it alternates hot and cold in the same chamber.

80% thermal effiency? higher than the theorical max for a Carnot heat engine? hmmmmmmmmmmm.....

The seals will work better than a wankle rotary engine because the rotor is not asymmetrical. It doesn't have to bounce around as it rotates. It simply rotates in a circle like a lathe. This makes it easier to manufacture and more reliable because simple rotation under stresses the bearings and maintains symmetry longer.

I am WAY more impressed by how human the Ai voice is. That must have been expensive!

It will be interesting to see how this engine fairs on test. I would especially would consider the rotor and gear and seal wear, also the units ability to accelerate under load. I also notice that combustion rotor only has a small area for the expanding gas to act on. Will rpm make up for this loss off reaction area? If extreme high revs are required lubrication will also be ultra important. The engineering and balance will also become very important. I do though wish them luck, as many a good idea has foundered because there is too much invested in existing technology for the manufacturers to change course.

I wonder how well this engine would work as an electric generator. If it has a high efficiency it could make for a great plugin hybrid concept. You could have two of these engines in a plugin hybrid for a higher electric output and the added redundancy of two engines in case one fails.

This seems great! Not sure if anybody reads the comments, but there's some great ideas in them as well. My idea would move the exhaust port to be timed and exposed later in the expansion stroke to maximize power capture capability by the engine. This small tweek could yield greater fuel efficiency from each cycle.

I've long thought a small turbine engine coupled to an electric car would be the way to go. This certainly is different but it's turbine technology and takes my idea to another level. I predict this engine type has a future, hope I'm right.

combustion is happening after to power stroke which is very small for the engines given size. I love the wish list oil change 50k miles no oil leaks what's draining out on the test run. there's been an engine using 2 external vane pumps one side to compress other side to combust and expand and has far less surface area to wick heat from the combustion

this would make for some awesome motorcycles; bring it on. Then again a 160hp lawnmower or tablesaw would be a hoot as well.

WHOA!!!!!!!!!!!! THESE AMAZING DESIGNS ARE INCREDIBLE!!!! BUT, WILL THEY EVER BECOME A COMMON REALITY?!!...

Very interesting, but what 4 cylinder motor are you using for your comparison numbers? Would like to see it in a vehical running at 25Krpm's. A new sound for sure.

Very bold power to weight claims for an engine that hasn't run on a dyno. What's cooling the hot side rotor? With no breaks in combustion and no evaporative cooling from fuel the hot side is going to melt itself.

The main issue with the old Chrysler Turbine is that it could run on multiple fuels and was very efficient. This little engine one would think gets pretty hot and need good gear management for the low end to have much torque. Maybe something like what was used for the older drag bikes where they used like a snow mobile clutch. Where's the drive shaft?

I would just like to know the fuel consumption of this engine would it be the same as a Wankle? I'm really cool thing about this engine. Is it only weighs 35 lb versus around 700 lb for a V8? Even if you put four chambers together, it comes out to 170 lb for an engine that's even still weighs less than 4 cylinder weighs.

1 quick question, where do I put the shaft of the gearbox? Looks like the inner rotating cylinder has a few holes for a good purpose. What if we shoved a shaft there, would it work?

This sounds like some delicious, thin-sliced BALONEY!

Durability and efficiency of seals could still be a significant issue but it seems much less problematic than the apex seals + large trochoid cavity in the Wankel rotary.

Chrysler was years behind Rover. Rover built a gas turbine powered car, the JET 1, in 1949 and set the first speed record for gas turbine powered cars at 240 km/hr in 1952.

I'm excited to learn about this. I just read an entire book about Leonardo DaVinci and his genius ahead-of-his-time ideas he sketched on paper. Compare that to this brilliant CGI presentation. We're living the life of the Jetsons.

rotors made from ceramics like carbon brake discs may do the trick. Also, as a range extender/hybrid power plant seems the most logical application. And yes, I would love to see Mazda carry the torch for this one.

Oh.. Another rendering of - THE NEXT BIG THING!!!! 😏

cool but how do you get the power out ?.. like where is the crank shaft or transmission ?

How are you going to seal the tooth piston against the cylinder wall and deal with expansion from heating

So it sounds like it has some sort of reliability issues, they are trying to solve some 'center material' that can hold up to not being worn down prematurely to frictional engine forces. It will be interesting to see what they come up with. To bad they couldn't invent some sort of self-healing technology that will wear down by at rest regenerates back into spec, like some sort of ferro fluid that could re-fuse itself back to the metal it was worn off off.

An old ( and very good ) idea. The actual advantage would be to use a third expansion " chamber " in addition. This would increase the compression/decompression ratio towards infinity. In principle a good invention ( long time duration is the problem ) , but how long does it last in this special brand? Additionally it is possible to add a secondary steam-machine, which uses the wasted heat to drive a steam-decompression...I.e. using water as the working media.

I am not an engineer so my question may be stupid. Does the thermal efficiency quoted mean improved fuel consumption for work produced? I'm asking this as the Rover gas turbine and the Wankel had higher consumption in relation to power output

Is this correct that heat should not be much of an issue since it is supposed to be about 80% efficient? My concern are more with the roller bearings, if they wear then they mess up with the tolerances of the rotors !! What about the speeds of the rollers in the bearings if the engine's max RPM is 25K RPM !! As it appears in the drawings, the bearings and the syncrogears appear to be the weakest points to further get more engineering time.

Such high rpms can only mean excess wear over time, especially in something that needs such tight tolerances to function within specs.

It looks ok on Design. At 7:19 you can see they have plenty of room to design proper hot/cold dividers. But one thing it stuck out to me outside of the challenge with insulating and lubrication is if you want extra power wouldn't be easier to just add an extra compresion/burn cycle inside than have an entire extra engine assembly... and yes can we see real working prototypes :P (beyond that water powered one )

What are the 2 big holes in the engine for and how does power exit the engine ,is there a drive shaft somewhere. ?

Whats the purpose of the two big holes? I get that the they are the "inside" of the rotaries, but are they supposed to be splined to connect to transmission or something?

Love the argument of less moving parts, but forget to mention the intricacies and difficulties of manufacuring these components, let alone the unobtainable materials needed. Also, thermal efficiency is something that varies depending on a multitude of factors and I'm certain that number was plucked straight from CAD and also in an unsuitable state of operation, the first swept volume is a waste, you could incorporate it into the top side of the rear rotor and make it do both jobs..... oh wait it'd just be a deconstructed wankel like it is now

I'm skeptical. I want an engine-bay sized radial engine though. That would be cool.

How long will it last before it has to be replaced or repaired ?

You know it's not a serious product when you hear those dings.

Having sold precision gear metering pumps, gerotor and lobe-style pumps, I'm pretty familiar with their limitations, and this motor is like a weird sorta 2-stage (high-speed) lobe pump. Low viscosity is a real problem for any positive displacement pump - an air/fuel mixture has none (no lubricity, either). I imagine that the internal clearances would have to be extremely tight, on the order of 1-2/10,000", and when you add thermal expansion (dissimilar on the two stages) to that, I'd expect it to seize-up. It might just seize-up on a cold day, too. Good luck Astron Aerospace.

I love new technology and I have found a lot of new engine types out there that would be great, especially for range extenders for electric cars. But for some reason we will never see them.

At 6:43 this engine is compared to other 'alternative' engine designs while dismissing these other engines as 'mere concept engines' - actually these other engine concepts where actually built and run on engine dynamometers in order to measure their thermal efficiency. I can attest this on the basis of actually physically being present for the dynamometer testing of one of these engines. I predict that this engine will be exactly the same as these prior alternative ICE designs in the fact that the claims being made prior to any dynamometer testing suggest that the thermal efficiency will be way superior to existing ICE designs however the actual dynamometer test results will not be able to back up the outrageous claims. It is more than likely that the thermal efficiency will be lower than a typical mass market automotive Honda/Toyota engine, but with a number of other practical issues that come to light based on real world testing.

Very interesting 🤔. I like the idea put forth on the dual notch. The discussions on thermal issues, lubrication, matching tolerances all deserve being addressed and challenged to be proven right or wrong. The Basic concept seems workable as you say in many ways and areas. I'd certainly continue as someone said we rise to great heights by a winding staircase.

Must be pretty tight tolerances they need between the rotors, which means the entire assembly stack feeds into that. Everything internal combustion uses interference fits for sealing the intake/compression/ignition/exhaust chamber is an interference fit, created by rings or vanes. Not sure how they could overcome that, especially when thermal changes come into consideration. Now throw in tolerance allowances necessary for mass production, and you have a helluva challenge.

HOW ABOUT something like a pair of properly sized center intake rotors sandwiched between a pair of compression /combustion rotors on either side spaced 180 degrees apart. That would keep the majority of the heat on the outside rotors that can be water jacketed/cooled. Essentially it would be TWO motors working together united by a single inlet set of rotors sized to feed both motors. Exciting HP/weight/size ratios!

I came up with a somewhat similar design when I was 12 and showed the drawings to my uncle who used to build cars and knew a lot about engines. His comment was that it had already been invented before and that it was nothing special. The fact that I came up with it as a 12-year-old didn't seem noteworthy to him... he never changed. Even in his 70s, he kept telling me that everything I do is shit.

freaking awesome at such a small size! gotta be simpler because of so much less parts… but at the same time probably more complex from perciceness

Very interesting idea. What is the liquid leaking? More "sealing" problems?

Robovoice. Prove you're human.

I think add 3 more 'combustion' lobes on the same rotor.

Interesting but I worry about lubrication and seals. Wonder if direct injecting fuel instead of it going through a pre-chamber would increase efficiency. Want it to work but need to see independent tests and then I would invest. André in Sydney

I look forward to seeing this motor in the future, its a beautiful desgin n the efficiency is amazing.

Love this power plant concept! Make it happen, Let’s go!!

9:24 "AT PUSH 3.355KW" = 4.5hp = lawn mower.

What software do you use to generate the voiceover?

The problem is the torque is terrible because there's only one combustion chamber. You may call it a 4 stroke, but the advantage of a multiple cylinder ICE is that you have 4 power strokes with every cycle of the engine. In this case you only have one. So, the torque with this engine is really bad. Now if you add say 3 more combustion rings at 120 degree intervals...you might get some decent power. But that means 3 more precombustion chambers too that don't produce any power.

Being from Texas, I know the smell of BS all too well and this has a smell way beyond.

I want one now! That would be sweet as hell on my TRX450r ATV. I've boosted the power a lot to get to 65hp. 160hp for an engine that weighs about the same would be awesome. Not to mention that insane rev limit. 25k sure beats the hell out of 9.5k. That little engine would be good in everything if its reliable. It's light enough to just remove if it needs work. Sadly I'll believe it when I see it. They'd take over if they are reliable. People that work on things themselves will be buying them like crazy

100,000 hours is equivalent to 3,300,000 millllllllion! miles. With a city-highway average of 33 mph. Easy to figure out of course. Ive seen most cars and trucks average speed between 28-39mph. Vehicles in rural areas could attain 40+ and small transit vans would really benefit from this. The question is how fast for how long.

If the expansion rotor is made wider than the compression rotor, will it improve the thermal efficiency?

It’s pretty obvious that EV’s are going to be the future for personal cars

"Astron Aerospace cannot be underestimated either [...], because we can see it in its name Astron --Aerospace--" I am ok with channels presenting new design concepts that they may not have much expertise about, but some of the word salads found in this video take the channel from zero credibility to BS channel with a bridge to sell.

How are the handling the vibration because it is rotational and there is a imbalance

Yes it can, but how about the lubrication? how does it takes...?

The "era of electric cars" is a joke combined with a pipe dream.

Electric cars are doomed. The grid couldn't handle the amount of power needed to supply everybody electricity for all their electric vehicles. The other problem is the lack of materials available to produce the batteries with current battery technology. Battery technology may change, but the lack of available energy to be supplied through the grid is the number one thing holding back electric vehicles at the moment. And let's not get into the pollution caused by the production of these electric vehicles and their batteries.

Is prototype made and tested? If yes then dimensions weight and type of gear boxes to be used along with this engine.but anyway this is an excellent looking engine fir all purpose application.thanks a lot.

My question is this 🤔? How would you hook up a drive train to this? And what kind of system would be considered?

In aircraft, turbine engines are notoriously slow responding to throttle changes, so much so that a jet routinely goes to high power as it starts to land, just in case the power is needed to go around, whereas a piston aircraft engine can respond almost instantly to a "power request". I have seen power numbers in the stats but no mention in any of the discussions of responsiveness for this engine!!! Aircraft can get away with slow responding throttles, cars cannot.

Would Hydrogen work with this engine..? Used as a hybrid connected to a alternator for electric motor it could be very small little vibration and small radiator cooling needed .No need for high RPM .

Wouldn't the volume of the combustion chamber be very small with this engine? Would it run faster to compensate? Just seems weird you could get the same power as a piston engine from that small combustion chamber. I would think the same of wankle engines though and apparently those are workable.

LET'S SEE MORE OF THAT WORKING ENGINE.

What is the “power take off”? All I see is a freewheeling engine. Is it air or liquid cooled? How does this engine apply in a hybrid vehicle?

🙂🙂👍keep innovating, Ghaib said that the perfection of the Machine Age is in the golden Age.

Sounds like an old diesel, maybe stacking them at different firing offset will improve the sound?

How does it sound? And can you bridge port it? 🤔

Chrysler were not the first to develop a gas turbine car in 1955 ? The Rover car company in England built the words first gas turbine powered car in 1949. it was called Jet 1 and held the world speed record for a gas turbined car of 152 miles an hour in 1952.

Outstanding idea, less moving parts, less fuel, more power. I'm not a mechanical engineer but you can cool down all types of engines. From the video the thing runs which is a plus I suppose, next step put a muffler on it and whack it in a car and see how it goes. Dont let the car companies buy you out, like the ceramic engine ( it doesn't need a cooling system). Also Ralph Sarich and his new engine from the eighties.

The reason the Chrysler turbine engine was abandoned was for several reasons. One, because the exhaust temperature was very high and could actually be a danger to other drivers. Two, the precision required to build them made them very expensive. And three, turbine engines in general have a fairly low throttle response, which does not lend itself to automobile driving expectations.

why only one tooth profile? seems like you could have multiple inlet and power cycles per revolution. I guess the spacing has a drastic effect on compression

YT had been putting this in my feed for the last week or so. It knows me pretty well, this looks amazing, gonna try to follow this closely.

I filed a patent application in the UK on this principle of engine in the early 80s, and I hawked it around every motor and engine manufacturer. The only ones who spent any serious time with it were Lotus. Suffice to say that nobody wanted to get financially involved, for all the reasons that you see in the comments here. I still kept all the original drawings but gave up on the concept as a nice idea which was never going to be practical in the real world. However, if these guys can pull it off, good luck to them.

How are they going to keep the rotors/gears sealed?

Seems to me the Duke engine is far more developed and ready for application than the Omega engine contrary to your statements. If I'm not mistaken the Duke engine has actually been installed and tested in a small aircraft. What has the Omega engine actually been installed in?

Si3N4 or even fused silica discs polished as optical flats before cutting gears as an assembly

I heard it long ago but where is it now? Why is it not built yet?

Wow. An American who pronounced “Mazda” correctly!!! Finally someone over there gets it. Or maybe he is Canadian? Either way nice to hear.

Nice video, but let us wait for that engine to come. A few remarks on the comparison: the omega 1 engine is supposed to weigh around 16kg. But, what is included in this? I could not see any cooling equipment, although I might guess (even with the claimed, high thermal efficiency) it will heat up quite a bit. So, add the weight of radiator, water pump, etc. Then, how about a starter? Or an oil pump, etc...? I wonder at what final weight the engine will see the light of the sky... The same problems with sealing gave (practically) death to the Wankel engine a few decades ago. So, 100 000 hours without maintenance will need to be proved 🙂