93% noise reduction and 47% heat reduction  This is phenomenal!

Marc Joseph

Nothing really new as Rolls Royce built something similar.
What they are not saying is the weight of the engine will double
and the displacement is half as it becomes a supercharged one  rotor.
The HP will go down. The size per HP may be closer due to the
supercharger. The HP per cubic inch of the one rotor would also   go  up due to the supercharger. It would be easy to make
a p-port version out of a two rotor Mazda 13B.

Paul Lamar

Yeah, I remember suggesting this with a 3 rotor a few years back....
2 rotors feeding into one.

Chris Cosman

Well I still think the turbo charger based turbo compound
rotary would be a lot lighter and more powerful. Both will need
an intercooler.

Paul Lamar

I agree with you.  I still feel that the best approach is the large
diameter e-shaft concentric TC.  Once the bugs were worked out of
that, then a custom casting integrating the redrive, starter/
alternator combo could be made and that would really boost the power
to weight ratio advantage that the rotary already enjoys.  I wish I
had a billion dollars to pursue such fun.

Chris C.

Has anyone calculated the weight and cost of a large diameter  turbine ?
Seems to me this would be out of the range (weight) we need for  aircraft
use. Also, I thought the efficiency of gas turbines drops  appreciably at
low speeds. If this was not true, then larger turbochargers could be
used as the lower speeds would mean low cost s.s. could be used on the
hot section rather than expensive inconel and the like.

-dave

The trick is to kill several birds with one stone.  Engineer the
turbine housing to also act as the
planetary prop redrive.  Integrate the alternator/starter into the
turbine itself, so you save the weight of peripherals.  The turbine
might have to interface to the E shaft with it's own planetary
reduction.

I'm just starting college, the aim being to become an ME.  Maybe I'll
do this for a senior project.

Chris C.