Pretty stinkin' awesome!
Watch it run! http://www.youtube.com/watch?v=dT8wTr27uD4
Got some info on it:
Weight: 830 lbs
Displacement: 960 cubic inches
Max Wide Open Throttle RPM: 8,500-9,000
First scheduled maintenance for boating applications:
Naturally aspirated (pump gas 87 octane) 1,440 hp pleasure use at 400 hours.
turbo-charged 10 lbs Boost (pump gas 87 octane) 2,400 hp poker run version at 200 hours.
turbo-charged 25 lbs Boost (race fuel 110 octane) 3,600 hp race version at 30 hours.
turbo-charged 50 lbs Boost (race fuel 116 octane) 5400 hp Drag race version at 11,000 rpm"
12 Rotor Engine Running- Different Angles
Watch the last part of the video where there is a glass of water on the
engine. The engine runs so smooth it does not even ripple the water.
Looking at the glass on the back, you are seeing the reflection of the Exhaust tubes bouncing on the flat
surface of the water. The water actually does not even have a ripple.
PAUT MOTOR-REVOLUTIONARY ENGINE.wmv
PAUT ENGINE -
Prototype 2 is performed as an engine with two-sided pistons, positioned
at 90° to each other, in combination with PAUT two-stroke cycles (fig 1).
Such construction provides an engine containing less assembling parts,
having smaller mass to power and overall-dimensions to power ratios, which
are the presumptions for a successful product to be accomplished and for
low cost production/exploitation to be expected. Smaller mass, compared to
the prior art engines, derives from the fact that PAUT engine contains
considerably less assembling parts lacking elements such as: rods,
camshafts, camshaft's driving parts, some valves, large heads.
The very construction of the two-sided piston (fig 3) has more
advantages. Contact area between two-sided piston and cylinder is
considerably larger compared to prior art pistons. Hence, specific
pressures are lower and since the two-sided piston is lubricated under the
pressure, the friction is considerably smaller, the more so as we know that
normal force Fn in the engine center equals zero (fig 2a).
All these results with less wear of the piston and the cylinder. Such a
two-sided piston has considerably smaller mass compared to the prior art
assembly it replaces, consisting of two pistons with their prison-shafts
and two belonging rods, resulting in lessening of linear motion inertial
This construction has still more advantages as compared
to prior art engines such as:
- better controlled cooling of cylinders not being adjoined to each other
- smaller friction inside the engine due to less moving parts
- increasing the capacity of this engine, though considerably, results in
overall dimensions to increase only slightly
- gravity center is posted lower (it is in the engine center)
- better forces configuration in the very engine, while negative forces and
torques nullify each other completely (fig 2b)
- it is possible to dismount pistons and cylinders without entire
dismounting of the engine
- no special tools nor machines were used to produce this engine
- there is less noise due to the design of the two-sided piston
- though the cycle is of two-strokes, the lubrication is performed as if it
The objections on this construction should be as follows:
- due to the compressed construction , the starter should be mounted on the
gear box, but with some endeavour it is possible to mount it on the very
- the force on the output journal of the crankshaft (fig 2a) is twice
compared to the one at prior art engines, but this problem becomes
negligible with a proper design of the journal and of the operating shaft
- there is no oil sump at this engine, hence an additional oil-pump is
- since it is a two-stroke cycle engine, the engine cylinders are submited
to higher mechanical and thermical load comparing to four-strike cycle
Prototype 2 - characteristics (technical data):
• Two-stroke engine
• Engine-block measurments with heads mounted 500mm x 440mm x 440mm
• Engine two-sided piston diameter 100 mm
• Compressor two-sided piston diameter 120 mm
• Two-sided piston stroke 88 mm
• Capacity 7000 cm3
• Number of chambers 4(engine) + 4(compressor)
• Number of two-sided pistons 2(engine) + 2(compressor)
• Weight 135 kg
• Power, torque and specific consumption have not been measured as yet.
6B First Dyno Power Runs
Initial Dyno tuning of
the PPRE fully tubbed, street legal 6B RX4. Remember this engine is
NATURALLY ASPIRATED and on PUMP GAS
The Mazda Rotary Engine Part 1
Educational film by Toyo Kogyo about the Mazda Rotary Engine. Shows how the
Rotary engine works with comparisons to the Piston Engine. Also shows the
Mazda RX500 test vehicle on a banked circuit and the Mazda Cosmo Sport (or
110S). Originates from the late 60's.
Handbuilt 4-Rotor Engine
This was a project that took about five years of weekends to put together.
There was a lot of trial and error as jury-rigged parts were improvised and
revised, leaks were identified and plugged, and byzantine electrical
diagrams were decoded. It still does not run smoothly, as there likely is
a problem with the intake system that has prevented smooth timing at idle.
But she runs!
lots of people wanted to know where the E-shaft came from: it was custom
ordered from a shop in New Zealand.
PPRE 6B Rotor
The Pulse Performance Race Engineering (PPRE) custom built six rotor dubbed
Video by Duncan Rourke
Thanks to Dene Sollitt, Falgoon Patel, Warren Overton and the guys at PPRE
26b 4Rotor Turbo GS300
Carl Thompsons 26b quad rotor turbo.
Lexus GS300 drifter fires up at Madmikes HQ in New Zealand
Rotang Klan 'rotating since 93'
Engine built by Brent at Curran Brothers Racing NZ
Fabrication by Rolling Addiction and M3Racing
Wiring by Elite Automotive