Detroit Diesel and Daimler really did their aerodynamic and thermodynamic
home work on the DD15.  The inner smooth pipe connecting the turbo
charger with the power turbine is insulated to retain as much energy
as possible out of the turbo charger.

The long pipe required out of the 3 rotor turbo chargers
will lose a little heat so I am thinking of wrapping
it with asbestos.

This SS pipe was $110. A real bargain. I could not have made
it at anywhere near that price.

Paul Lamar



 Very solid looking hardware. I can't find any feed for compressed
(by the turbine) air into the intake of the engine, in the diagram.

Interesting they are insulating part of the hot pipe to retain heat.
I still feel there are parts of a rotary combustion chamber that cool
the combustion flame too much, and other areas are very hot.
Overall the heat and energy are very high.

The Van Dyne SuperTurbo could be a lighter ready made solution,
if they ever go into production.....

Parker T May


"I can't find any feed for compressed
(by the turbine) air into the intake of the engine, in the diagram."

I am not sure I understand what you mean by this?


The fact that there is no exhaust valve goes a long way
to explain the extra heat in the exhaust of a rotary engine.

Curtis Wright discovered that the exhaust valves dissipates
about half the kinetic energy available for recovery.

That is the reason a turbo compound system added to a Wankel rotary
engine is potentially the most efficient production internal combustion
engine manufactured today.

Note the Allison TC looks exactly like what I am doing :)


The Van Dyne is vapor wear as far as I can tell.
Why have we not seen any concrete results on existing engines.
The DD15 TC is out there in the thousands.

Paul Lamar