Hey guys here comes your dream 55 HP one rotor motor.
Can a two rotor be far behind? I am so happy to see they
have come around to selling this great little engine.
Thank you Chris Dries.

http://www.austroengine.at/products/rotary-engines/rotary-engines.html

"Since launching our first line of products, the AE50R series, our 50 horsepower
rotary engine product,has built a successful track record, with more than 700
installations in motor gliders and cam copters of leading OEMs. Our rotary
engines are small, lightweight, and have an outstanding low vibration.

Their reliability and adaptability enabled the development of a larger, stronger
rotary engine, the IAE75R, which will soon be available."

--------------------------------------------
To: Engineering at Austro Engines.
Dear Sir or Madam,

Try a longer intake manifold.

Paul Lamar

Chris,

Have  you contacted Austro for a _price_ on the engine (+PSRU?)?  I
surfed around their site using Bable Fish translation but found no
pricing data.  Apparently you have to ask Sales for a quote.  The weight
looks good and their story of test cell runs on all the engines sounds
good.

BTW, their graph of KW vs. RPM is goofy.  If the KW(HP) is circa 40.2 KW
at 7200, and the torque is still going up like it shows, there is no way
the KW(HP) gets truncated to a flat limit from 7200 to 7800 rpm.  It
must continue to go up also.

Joe

You are quite right Joe. I noticed that too. The torque shows still
going up and up, not likely at 7800 rpm, or if so, the power must rise too.
Does this mean we cant trust the data? It is the same old 294 cc charge
cooled engine with an added compressor.

Rolf

No compressor. That is a rotor cooling blower.
The rotor is pure air cooled and not charge cooled.
Cooling air comes in around the base of the rotor in
a part of the end housing that is not contacted by
the side seals.

The porting is straight p-port. The reason the torque is still
going up at 7800 RPM is because of the shortness of the intake
manifold. With that short of a manifold the engine is probably tuned
for over 12,000 RPM. I am guessing. With a 24 inch manifold torque
peak would be closer to 6,000 RPM and there would be more HP
at 7800 RPM. I am not guessing :)

I think there is a thermal limit on the HP and that
is why the HP curve is truncated.

IMHO an oil cooled rotor would probably solve that problem
and improve the BSFC as that cooling blower consumes HP from
the e-shaft.

Paul Lamar

Looking at the pictures I sure agree. Peripheral inlet and outlet.
Yes, that belt driven blower is to cool the rotor only. That is another
way of cooling it. Not bad.
The air goes in one side wall and comes out the other.

I also noticed the rather large bores for the spark plug that seems
close to the tap diameter of the plug thread.
That surely must improve ignition of the charge. I likewise would assume
the reason for two plugs is dual ignition for safety. If one fails there
is no change in timing and power loss would be minimal, comparable to
the Recips.
The fear against large diameter spark plug bores is / was a loss of
power when the seals pass over it. This is less of a concern at high speed.
Also, the location of the plugs is close to the hump in the trochoide,
sort of in between the conventional leading and trailing plugs.

This design seems to have a lot of new, good features.
I learned something here. I was not aware of these details.

Rolf

Dear All,

there WAS a Twin, pumping out some 110hp, called GIAE110R / Hawk! MWE
manufactured roughly 80 units of it in Staverton, UK, in the 1990es, some 20 of
which were sold to individual customers like AceAir (see:
http://en.wikipedia.org/wiki/Aceair_AERIKS_200 and related articles). Thanks to
the demise of Diamond's two-seater aircraft Katana and Dimona there was no more
need for Christian Dries to continue the development of the Twin Rotor engine,
so he dropped it completely in 2003.

There was a version of the single as well, called G(eared)A(ero)E(ngine)50R,
with an internal 2.96:1 reduction gearbox looking much smarter than the adaption
you sent me some pictures of! One of them was fitted to the early Silence
aircraft, see:
http://www.bredow-web.de/ILA_2002/Kleinflugzeuge/Silence_Aircraft/silence_aircraft.html

and attachment.

The all-singing-all-dancing 75hp engine started its life internally called R7
back at MWE as well. The short ram pipe is for photographs only and will be
replaced with a well tuned one once in production - I do hope!

http://www.der-wankelmotor.de/Flugzeuge/Flugzeuge_Midwest/flugzeuge_midwest.html

Regards

Martin Rühe

That is one cool looking airplane.

Paul Lamar

Yet another comment I can't hold back with (see below in red):

"This is nothing new.  On their website you can see a partial of the
mfg plate on the other side of the rotor housing.  This is the single rotor                            Diamond Engine, ex Norton, ex Mid-something or other."
" George W"

Yes, it was a Diamond Engine name plate I attached to the engine! But all other parts are R7 except for the dual injection system taken from an early CamCopter engine. Regards, Martin.

The brochures of the R7 called 400cc 75hp Single were completely made up from really old MWE data sheets in a mad rush for the AERO show in Friedrichshafen, Germany, back in 2005, where I was sent as one of the representatives of Diamond's new engine department called Diamond Engines. The engine depicted was actually our very first test engine which had fired up first back in Staverton, UK in 2002. It was re-built in Austria for its first test run with new internals in 2004. Shortly after that the picture was taken and data sheets were made up from old IAE50R data files. No real engine data of the R7 had been available till mid-2005, and the Austro Engine data sheet is a 1:1 copy of the old Diamond sheet – except for the header...

To my knowledge the R7-engine is not yet available and there is no price tag to it. But admittedly I don't know whether any further development had been carried out with it at all after I left Diamond in 2005.

Regards

Martin