last edit 24 May 2016
This company and engine failed for too many reasons.
not enough time to form charge inject fuel and most importantly for the flame to form.
the crescent-shaped parts that are supposed to form the chambers are too bulky to move.
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.
This is a Radial or a fully Toroidal or Circular engine that uses abutments as separators between the cycles,lots of useful info on their site click on picture to go to site
this company is out of the race for a long time.
the fowllowing is not my writing i copied it from a site
I give them credit for the info .
If they like me to remove the text they created i will if they contact me with such complaint.
A pair of Florida entrepreneurs, Rick Ivas and Gary Kelley, are developing the concept of the Garric engine: a rotary, variable compression ratio engine promising a combination of high power and torque and low fuel consumption.
With a 3.8-inch piston bore (comparable to a contemporary midsize V6) and a 10-inch toroidal radius, the Garric engine is calculated to deliver more than 225 hp (168 kW) of power and 733 lb-ft (994 Nm) of torque while running at 1050 rpm. Fuel consumption is estimated to be approximately one-third to one-quarter of current production V-6 engines.
In August, Garric Engines reached an agreement in principle to utilize Cobra Design & Engineering, Inc. of St. Petersburg, Florida for engineering, drafting, design and manufacturing management functions for prototype development and production. The project will take the Garric design from its current advanced concept stage to development of a fully functional prototype, according to the company.
The Garric engine has been to operate on a wide variety of liquid and gaseous fuels.
The Garric engine divides the four elements of intake, compression, combustion and exhaust among multiple double-faced pistons moving in a constant direction. Each side of a double-faced piston is continually performing one of the four elements. The central hub (or power shaft) is connected to a disc with one or more pistons attached. The pistons revolve around the central hub and are contained in a toroidal chamber. Along the path are multiple combustion areas, each of which has two gates (or valves) located on either side of the combustion area.
Each gate that is located following a combustion area along the piston’s path is responsible for controlling air or air-fuel intake and also for sealing the torus for compression. Each gate preceding the combustion area is responsible for sealing the toroidal chamber for combustion and for directing the forces of the expanding gasses behind the piston. It also directs the spent exhaust gasses out of the torus.
As a piston passes the second gate, the gate closes behind the piston sealing the torus and starting air intake. When the piston passes the second gate of the subsequent combustion area, the gate closes behind the piston sealing the torus and allowing for the subsequent compression of the air which was just ingested.
A following piston enters the area filled with fresh air through the previously closed gate which has now opened, simultaneously closing off the intake port. The piston, with its forward face, begins to compress the fresh air against the closed gate ahead. Additionally, the preceding intake/exhaust piston is simultaneously beginning to draw fresh air into the next combustion area along the path.
Compression by the compression/power piston continues against the closed gate. When the compression/power piston reaches Top Dead Center, both gates are closed and all of the compressed intake air is pushed into a combustion area adjacent to the toroidal chamber. The design of the piston shape aids in conducting the air through and around the piston into the combustion area.
A few degrees past Top Dead Center, fuel is injected into the compressed fresh air and ignition is accomplished (either by compression ignition or by spark).
As the piston is propelled along the toroidal path toward the next closed gate by the exhaust gasses, the fresh air ahead of it is again being compressed by the forward edge of the piston.
In a two-piston embodiment with three combustion areas, the process can complete three full power cycles in a single 360° revolution.
Variable Compression Ratio technology is designed into the Garric engine from the start through variable valve (gate) timing. The compression ratio of the engine can be adjusted in real-time, as demand warrants, according to the developers.
A detailed animation of the cycle is available on the Garric Engine website.