Ready To Destroy EV Engine!! | Astron Aerospace - Omega 1 Engine 

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

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

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.

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 ?

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.

The engine has issues with seals but great design on paper

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

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

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 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.

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.

Stop with these confident titles before they fully test it..... clickbait

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

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.

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

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

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.

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.

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

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.

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.

This sounds like some delicious, thin-sliced BALONEY!

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

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.

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.

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.

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.

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

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

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

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.

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.

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.

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.

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.

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.

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.

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

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.

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

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.

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.

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 )

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

Every great leap in technology throughout all of human history has come with substantial (and warranted) criticism. Thank God the greatest minds don’t buckle or fold to it. Give them some time to prove the concept. It looks awesome! As materials and production technology improves, this gets closer and closer to reality. Plus- it will make NOISE!!! Something that all gearheads will rejoice in.

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

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

the best in the world is 1,5DCI by Renault - this is the MONSTER. I know few passed over 6 millions of km with no even oil change!!!Fantastic!!!

Robovoice. Prove you're human.

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

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

my new rotary engine design is use a pair of roots/screw type compressor, then the combustion chamber with direct fuel injection and glow plug, then a second roots/screw compressor to turn the expansion of the combustion into rotary motion and power to drive the intake compressor and the output shaft.. frank whittles first jet engine was a turbo like use in piston engines, except the pistons were eliminated. turbines have pressure slippage/lose, a roots/screw compressor is positive displacement.

Like other commenters, I am highly sceptical of the claimed 80% efficiency. Just removing the exhaust gases can consume over 20% of the energy and then there friction losses, the heat absorbed by the engine, requiring cooling and associated pumps or fans ... Also, no detail is provided about the seal between the notch and protruding peg on the rotors - it looks to be a poor fit so will result in compression/heat losses. If there is no apex seal (like in a Wankel engine) then the wear rate on the peg or casing will be unacceptably high and result in loss of (some) compression. If the ideal of this engine were true it would be a nice trick.

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.

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

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.

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.

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

80% thermal efficiency requires a 1:100 compression ratio. What about the knock limit? It is still a 4-stroke engine.

How about using this as a generator for electric vehicles? 15KG could sit in your trunk but have plenty of power to charge your car on long trips! Heck make it portable so you can just put it in the truck for long trips!

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

Good luck moving forward. The fluid running out of the Demo Engine is telling. Seals, seals, seals.

Sounds very exciting, one draw back that appears from the quoted No.'s is a lack of torque

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

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

The problem with vehicles equipped with engines like the Omega One is that a turbine does not provide reacceleration like the combustion engines used in current vehicles, making its use unsuitable for traffic in large cities. Being used to generate energy for electric motors and with that impressive thermodynamic efficiency reported in the video, which would lead to negligible fuel consumption per kilometer driven, the use of the Omega One will be more than welcome.

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 🙂

"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.

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

You know what I find unusual about all these new age engines? It's full of animations, and theory. But not a single one will go out of their way to put the engine in something like an ATV to prove it can move a person.

LET'S SEE MORE OF THAT WORKING ENGINE.

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.

I think it will work. It looks almost vibration free. Gearing/clutching may be a challenge as I am not sure about the torque curve. Hopefully it is flat. With an RPM range like that it sure would be fun to have on a motorcycle.

it seems very cool. over 80% efficiency and simple mechanics.

I looks like it only has 2 moving parts, and those parts always go in the same direction , this is very good .

Internal combustion engines are not popular because of their efficiency, but rather the 200 years of specialized manufacturing processes that enable us to crank them out by the thousands with relatively few QC issues.

as a south east asian, i want to see this machine hooked up to a motorbike

I see a severe resistance of acceptance by the established manufacturing conglomerate!

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?

It’s a game changer. It allows all governments globally to meet their reduction figures for pollution.

The real advatage is how much less material it'll take to make the engine compared to traditional piston engines.

IF, the efficiencies, process, and 80% thermal performance holds true; this is a significant breakthrough. Paired with a battery, this would be an incredible hybrid. Potentially doubling mpg. Its time to leave the 1800s timing chain, valve shafts, etc. I am impressed. I hope the unrealistic battery lobby does not destroy it.

Wow this clearly is a design that need many years of development, possibly 7 to 10 years to perfect and be economically feasible. To be able to compete with EV/battery tech 5+ years down the road is a mission nobody wish to make, as the outcome is easily predicted. No matter how much more efficient, you're still looking at a whole slew of moving parts, many at high speeds in very high temperatures. This equates to maintenance cost that the average consumer would much rather live without.

If they went for aircraft engines for small planes, ground transportation is always an issue as there are a lot of vested interests. Go for drones, planes and Supercars and super motorbikes that would allow it to further develop the tech. Secondary would be generators. Then once all the bugs are sorted out the engine would be adopted by others

This is all theory. In the end, it is all about the cost. This engine can have 60% efficiency (that is already incredible) vs 30-35% of your typical 4-cyl engine. That is a huge difference. Being lighter just makes it even more efficient (as a whole within a vehicle). But if it is too complicated to make thus, has way too high cost it will not pass. Today's engines are highly optimised, have relatively cheap production cost and have great choice. This had to be ready for mass production, cost the same as comparable 160hp engine and maybe it will have a chance.

If there is 80% more thermal efficiency there would not be an issue in different climates. Add a water or oil cooled system to solve those issues or both. Know your decisions on the Chrysler turbine. Look at the look at the the M1 Abram tank the US uses. It appears to be of the same design. That engine design did make it to NASCAR back in the 60’s by STP I do believe. There are articles in Hotrod magazine published of this car that lead the race till the final few laps till an issue arrived. Not sure if it made another race appearance or not. Less moving parts is better

I remember the rotary engines offered in the 70ies. Seemed to be a miracle solution on paper, but the poor guys who bought these cars (NSU, Citroen, ...) rapidly understood that they were gas thirsty, with bad kmage per liter (or mileage per gallon for masochists), and costed a lot in oil, needing to refill after 1000 km. The joints were the main problem.

Nice idea and development, but as some people say when they want proof „Put up, or shutup !“..😊

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.

It’s twenty years away from market at best. All sizzle but no sausage at this stage. Best of luck guys.

This should be tested, and I'm offering my 1949 Studebaker truck as the "mule"

More simple more efficient and more reliable i hope so much we see these engines in cars soon

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.

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?

The engine appears to have a lot of surface area exposed to combustion compared to the volume. This implies a lot of heat loss and poor fuel efficiency; similar to the Wankel rotary.