The 13B's poor fuel burn, extremely hot exhaust and extremely loud exhaust were all caused in large part by the unburned fuel in the quench areas of the cylinder near the apex seals.   It appears that this engine is using direct injection into a recess in the combustion chamber.  The recess is practically spherical, minimizing heat transfer to the metal in the body of the engine.  The burn occurs there, and then expands out into the larger chamber where there will be some fresh air not pushed into the combustion chamber that will help burn any remaining hydrocarbons and be expanded by the combustion heat as it waits for the exhaust port to come around.

This design will still have the same inter-chamber sealing issues that the 13B has.  It still has the same lubricating issues that the rotary has.  But, both are minor issues compared to that of fuel burn and exhaust problems that are the bane of the Wankel.  This could be very promising for experimental aircraft use if they started producing larger models (for generators perhaps).

On Thursday, November 20, 2014 12:56 PM, James R. Osborn <flyrotary@lancaironline.net> wrote:

Interesting:

http://liquidpiston.com/technology/how-it-works/

On Nov 20, 2014, at 7:02 AM, Jack Hilditch <flyrotary@lancaironline.net> wrote:

The Hartford Courant has a story this morning about a new rotary engine manufactured by a Connecticut company called LiquidPiston. The company was started in 2003 and has secured $21 million in development funds since then. Company president and founder Alec Shkolnik holds a doctorate from MIT. He and his physicist father Nikolay started the LiquidPiston company in 2003. The story (with videos) can be found here http://www.courant.com/business/hc-liquid-piston-bloomfield-new-engine-20141119-story.html

Regards,

Jack Hilditch

Email: wmjack@t3cs.net