Dreamer3000’s Weblog

October 1, 2009


Filed under: Uncategorized — dreamer3000 @ 5:03 pm

Latest update 16 October  2014.

I have recently been educated that  “” neglecting heat transfer, combustion transients, and intake/exhaust restriction; all positive displacement engines having the same pressure bounds and same displacement will produce exactly the same power.   The energy produced by a positive displacement is given by “”

This means that the combustion gases don’t care inside what kind of engine they are in, what is important is the initial and final pressure and temperatures that you are able to operate at.

the higher the initial combustion pressure value and the lower the exhausted temperature and pressure values the more powerful and efficient your engine is. regardless of geometry or architecture of engine.

So the architecture or geometry of an engine doesn’t matter or affect the  how much power or efficient the engine is at extracting workable energy from the fuel.

The advantage this type of engine can offer is only a Braytone-Atkinson cycle capable geometry.

so much of what is below is actually less false.

70% of the energy (heat) you put in your cars Reciprocating Piston Engine is wasted as the engine throws it out into ambient air (atmosphere).

The rest of this page and in fact all pages need to be scientifically reviewed by real

scientist and engineers. 

Please ignore what i have written down and enjoy the links.

15th May 2018

All the below is rubbish, i have been reading thermodynamics for engineers, and found out lots of nice thing, i should be deleting this page or rephrasing it all. 

learn from my mistakes, read first. 



The Wankel engine is not much different if not worse; Jet engines are 50% efficient if I am not mistaken.

There are two inhibitors of efficiency or limiting factors for this deficiency of internal combustion.

The Mechanical conversion mechanism factor or problem……

and …

The Pressure  port (vessel)factor or problem

In this weblog i will try to explain the solution for both problems.

A – The Mechanical Conversion Mechanism efficiency.

The Conversion mechanism is the Means or method or mechanical utility or device used to convert Pressure/Heat into useful work – torque

Examples if which

Jet engine Blades with disk.              Reciprocating piston +connecting rod + Crank shaft.                            Wankel Eccentric Rotary+ its crank.

B –The Pressure port (vessel) problem.

What is the meant by Pressure port.

In order to make use of the pressure from combustion we need a chamber (vessel) to contain the pressure of burned gasses, in order for the Gasses to do their  EFFECT  or WORK on the  part  that converts that pressure into force  (piston or Wankel rotor or blade in jet engine) ,BUT those gases HAVE  to have a reference point to start from.

For example in the Reciprocating Piston engine the GASES  would ACT with PRESSURE  on the piston crown and push it and move away from the engine head  it to twist the crank.

In this case  the engine head is a  STATIC pressure port or the reference point or surface.  and the Piston is the DYNAMIC pressure port.

The engine head does thermal relief ONLY and IS BEING STUPIDLY STATIC, while the piston does MECHANICAL Relief of Heat/Pressure/Kinetic energy in the Gases and hence is BEING DYNAMIC about the pressure .

The solution for both problems is discussed in this blog separately .

Two approaches exists that promises a lot  in solving  those  two problems.

1-Both solution or engine families increase mechanical CONVERTING efficiency.  Circular engines and/or  Opposing pistons.
2-Both solutions Reduce emissions to a fraction for “Circular engines”, and to ZERO emissions “Dr.Marius Ana Paul” opposing piston engine .

In the Opposing pistons engine they had so much excess POWER that they cooled the exhaust till they eliminated heat signature . so no one can send an IR tracking missile up its exhaust pips.  watch this film in one of its episodes Professor Major  says so. 

3-reduce oil demand world-wide according to the Egyptian engineer inventor seems to have gone off-line, i emailed him with no results  75% (see Hekal ).

4-Have a higher power to weight ratio.  both engine types mathematically speaking have done that , in real life Achates  opposing pistons  is working perfectly, and Hekal claims to have done also.

5-Theoretically speaking  they can produce from 4 to 9 to 10 times more power with the same amount of fuel to burn compared to regular engine.

Watch Achates   here to see them take pride in their engine , a continuation of  the “Dr.Marius Ana Paul” .

6-Each has a very high RPM in theory, since  deflagration speed limits the maximum RPM to in C.E engines since  to 3k ,   while real in Opposing piston engines , since the pistons have to travel half the stroke length to produce the same amount of torque , thus producing more RPM with off the shelf products. also the pistons needed are smaller .

7-Simplicity to manufacture and Maintain, both. For OPE , one does not have to do with the cam shaft and puppet valves and manifolds etc while its gets complicated for a four-stroke OPE (see the cleaves engine). as for the C.E  it only has three moving parts.

8-low if no Vibration, symmetry in design so auto balanced . both the Opposing pistons and the Circular.

9-have a high-compression ratio of up to 30:1 , only for OPE ,  hence Hydrogen and diesel version would  be extremely powerful and possible.(see Professor Fred Major lecture)

10-use normal cheap alloys since this engine runs cooler.(theoretical since combustion chamber always needs to handle heat)

Look at the rest of the site for more info.



  1. Hi,

    I have a concept for a radically different, circular type, internal combustion engine. Currently the design little more than a sketch and I have know idea whether it offers any theoretical advantages. Have you got any ideas as to how I could progress my concept and how much it’s going to cost to get a patent?


    Comment by Jim — August 14, 2010 @ 12:07 pm | Reply

    • Hi Jim. I would be happy to examine your ideas under a non-disclosure agreement. So far we have spent over £600K on patenting for one engine and we haven’t finished yet. I suggest that you build your engine and keep all your ideas as “Trade Secrets” if you wish to save paying out huge sums of money upfront.

      Comment by Paul Ellis — October 13, 2015 @ 1:11 am | Reply

  2. Dreamer,

    You have an awesome site. You have made it easy to find and learn about some really increadable engines. The two that really blew me away were the mighty engine and the HiPerTec. Does anyone have any idea how their development is going and will we see them in the market any time soon?

    Thanks again for the excellent site, your effort is truly appreciated.


    Comment by Tim — March 10, 2012 @ 12:04 pm | Reply

    • Dear TSR thank you for the nice words.
      the MYT engine has never made it to internal combustion stage as far as i know , years of promises that its all, but there is a you tube clip of it running on compressed air to a dyno with wounder-full results.
      as far as the Hipertec just search the net for their site , and you will see how far they are .
      that last one they made was seriously small with minimal sensors and stuff, looks like they now understand enough about their engine that they can make it with minimal electronics.
      i hope this answers your questions.

      Comment by dreamer3000 — March 10, 2012 @ 7:19 pm | Reply

    • Check out the Russians on YouTube, as they have stolen the MYT concept!!!!! see: https://www.youtube.com/watch?v=aZB0Go3Kj-k

      Comment by Paul Ellis — September 16, 2015 @ 4:07 pm | Reply

      • Hi Issa. Interesting that you appear to have become a fan of opposed piston engines. We have an opposed piston marine diesel on the test bed right now, and a brand new design in the pipeline too!

        Comment by Paul Ellis — October 12, 2015 @ 6:24 pm

      • Dear Paul,
        As far as my small knowledge goes, OPE’s are the future, they have the highest power density, fuel efficiency, lowest emissions results, lower maintenance, and hopefully will soon operate an Atkinson cycle.
        Congratulations on the new design, i hope you can provide us with any info, and hope to see it on the market soon.

        Comment by dreamer3000 — October 12, 2015 @ 10:39 pm

      • Thanks Issa. The new build is well under way now. It is a spark ignited, two-stroke, twin cylinder and has a bore of 70mm and stroke of 32mm for 498cc’s. Piston speed is 21m/sec. BMEP 240 psia. at 3.1bar boost. C/R is 5:1 and E/R is 32:1 (Did you mention Miller or Atkinson?) And the rings do not traverse any ports, so no oil drag into the intake or exhaust!

        Comment by Paul Ellis — October 13, 2015 @ 1:02 am

      • That is amazing, C/R 5:1 and E/R 32:1 that is amazing, i am assuming you are making combination of Miller or Atkinson? any photos? dry oiling, nice. (no rings traverse ports) please share. let me put it on main pages.

        Comment by dreamer3000 — October 13, 2015 @ 1:23 am

      • I cannot divulge any further details, unlike most people who create fancy videos and CAD drawings in an attempt to garner funding for their ideas, I already have partners and funding in place and cannot jeopardise the patenting process until such time as we have solid patents world-wide.

        Comment by Paul Ellis — October 13, 2015 @ 1:40 am

  3. Technology Submission – Novel Rotary-Turbo-InFlow Tech / Featured Development

    Atypical InFlow Thermodynamic
    Technology Proposal Submission
    Innovative [TURBO-ROTARY]
    Novel (Fueled) Motor Engine Type

    -The Gearturbine comes from the contemporary ecological essential global needs of an efficient power plant fueled motor engine. -Power thrust by bar (tube); air, sea, land and power generation, work use application.

    *Have the similar simple basic system of the “Aelopilie” Heron´s Steam Turbine device from Alexandria, [10-70 AD] one thousand nine hundred years ago. Because; the circular dynamic motion, with 2/Two Opposites power [polar position] lever, and is feeds from his axis center.

    YouTube Video/10.30 min; * Atypical New • GEARTURBINE / Retrodynamic = DextroRPM=> VS to <=front; "Collision-Interaction Type" – inflow vs. blades-gear-move. Technical unique dynamic innovative motion mode. [Retrodynamic Reaction = When the inflow have more velocity the rotor have more RPM Acceleration, with high (XY Position) Momentum] Which the internal flow (and rotor) duplicate its speed, when activated being in a rotor (and inflow) with [inverse] opposite Turns. A very strong Novel concept of torque power thrust. At field explanatory example with a metaphor is like if a sailboat take the wind from his prow front to move; wind/inflow + knots/rpm + wind/inflow + knots/rpm + wind/inflow + knots/rpm + etc… = Acceleration x Acceleration = Exponential Acceleration. Whereas it has more movements forwards, it receives a frontal impulse still but to move more forwards. A present example of the implementation of the Retrodynamic effect is in the application in the accelerator (and collider) of particles that this in the border of Switzerland and France.

    -Shape-Mass + Rotary-Motion = Inertia-Dynamic / Form-Function Wide [Flat] Cylindrical shape + positive dynamic rotary mass = continue Inertia kinetic positive tendency motion / all the complete Rotary motor mass weight is going with the power thrust move circular direction.

    -Non-waste parasitic looses system for cooling, lubrication & combustion; -Lubrication & Combustion, inside a conduit radial position, out way direction, activated by Centrifugal Force-Fueled Injected. -Cooling; a) IN-Thermomix flow, & b) OUT-Air Thermo transference.

    -Combustion 2Two [Inside-Rotary-Dynamic] continue circular [Rockets] flames. Like two dragons trying to bite the tail of the [ying yang] opposite other.-Increase the first compression by going of flow reduction of one big circumference blades going pass to 2TWO reduced, very long distance (total captive compression) INFLOW [inside propulsion] CONDUITS [long flow interaction] [like a digestive system] Start were ends, in perfect shape balance in perfect equilibrium well balanced, like a snake bite his own tale. -4 TURBOS Rotary [inside-rotary-active] [In-Flow, Out-Flow] Total Thrust-Power Regeneration [Complete] Power System. -Mechanical direct 2two [Small] "Planetary Gears" at polar position. Like the Ying Yang Symbol/Concept. Wide out the Rotor circumference were have much more lever [HIGH Torque] POWER THRUST. -Military benefits, No blade erosion by sand & very low heat target profile.-3 stages of inflow turbo compression before combustion; 1)1-Turbine, 2)2-Turbos 3)2-Turbos. -And 3 points of power thrust; 1-flow way, 2-gear, 3-turbine.

    *The most innovative power plant motor engine project today. Higher efficient % percent. Next trend wave toward global technological coming change.

    Patent; Dic. 1991 IMPI Mexico #197187 – Carlos Barrera. – Individual Designer – Inventor and project owner. / All Rights Reserved. – Monterrey NL Mexico.

    Comment by Carlos Barrera — August 23, 2012 @ 2:28 am | Reply

    • Having examined your ideas I tend to doubt very much that your engine would even be self-sustaining, let alone actually produce more power than it would consume.

      Comment by Paul Ellis — October 13, 2015 @ 1:35 am | Reply

  4. Love your site! I am researching such an engine and found an RIICE used in military helicopters but can not find it again. Do you know of it?

    Comment by Keevin — July 17, 2013 @ 5:39 am | Reply

RSS feed for comments on this post. TrackBack URI

Leave a Reply

Fill in your details below or click an icon to log in:

WordPress.com Logo

You are commenting using your WordPress.com account. Log Out /  Change )

Google+ photo

You are commenting using your Google+ account. Log Out /  Change )

Twitter picture

You are commenting using your Twitter account. Log Out /  Change )

Facebook photo

You are commenting using your Facebook account. Log Out /  Change )


Connecting to %s

This site uses Akismet to reduce spam. Learn how your comment data is processed.

Blog at WordPress.com.

%d bloggers like this: