http://www.revetec.com/website/index2.html

It seems the Aussies can't get enough of boxer engines. This roller cam version seems to be a big improvement over the Scotch yoke design I saw last year. It also has normal heads, unlike the OX1 engine.

Would any of you like this pretty hunk of metal under your hood?

I just wonder about the counter rotating lobes twisting the piston as they squeeze the piston up towards TDC.

It seems that a Chinese company is going to produce cars with this engine. Would you buy a Chinese car? I'd rather have Subaru make a version of this engine. Subaru: please put the intake on the front of the engine this time.

"Contents of this Website is Copy Writ 2002" :lol:

I think that is authentic frontier Aussie-ese.:) (I watched Blazing Saddles again today)

That engine has too many moving parts in the crankshaft and such. just the counter rotation transmission looks like a serious weak point. I dont think this engine would be good for making serious horsepower. It might make a good economy engine with good low end tourque though. But i question the longterm reliability of the engine due to the numerous extra parts needed to make that system work

there is/was a scottish company dooing much the same thing ... cept they used a factory subaru block...

I disagree. I think that it could be developed into a serious power maker. Aside from being a more efficient engine, it gets rid of some of the traditional weak links in the power chain. There are no rods to snap (or rod bolts). Pistons don't start to scuff the cylinder walls under high combustion pressures. The rings on the piston are more able to cope with higher pressures, because they don't have to cope with side loading. I think that the rings can also be spaced farther from the combustion chamber if needed. The main bearings only deal with loading forces in two directions; TDC and BDC.

This last part might be a problem. It would also seem that the engine should twist back and forth around a vertical axis. It might focus all of the wear on a certain part of the main bearings.

There are no power robbing crank throws and counterweights. I'm sure that the cam plates will be easier to make than a crankshaft.

The other interesting thing mentioned was a moveable combustion chamber roof. If this piston could seal as well as the main piston, then boost could be very high. The head gasket could be moved up into the head, away from contact with the hot gasses. The sliding roof piston could cover and uncover ports. These ports would not need valve seats or flow blocking poppet valves. They would be more like 2 stroke or Wankel intake and exhaust ports.

Furthermore, this allows the roof piston to vary intake and exhaust timing. It could also allow the static compression ratio to be altered on the fly by changing combustion chamber volume. That means you'd get a high compression/no boost/low RPM torque-monster for putting around in traffic. You'd also have a high boost/low compression/high RPM screamer to blow traffic away.

Revetec has ben under development for about ten years. At the moment we have not been interested in performance engines so let's refer our engine design to performance in regards to fuel economy. We have produced a very flat torque curve which provides great acceleration right through the range. Our engines have been tested by automotive companies overses and we have replicated this . Another thing is that the fuel consumption remains constant under full load right through the rev range which is not seen in any other engine in the world.

I'll get one thing straight right now. We do not release most of the information about our engine as we protect our technology. We have not disclosed our actual design and guiding system for the pistons. We have almost perfected the design and are currently building our next model which all engines in the future will be based on. We have drastically reduced the size of our engine and reduced the amount of components. We have had no problem with gearing. Because of our new piston guiding system, we have no problem with piston twist.

A development program is just that. Trialling different engine layouts to evaluate different design features. Trialling a new design always creates unforseen problems and failures which then steer the design into the correct layout. Failures are normal for a development program, as with every new design longer endurance testing takes place. We are now in a postion that our next engine is ready for the testing required by engine manufacturers to evaluate in performance, fuel economy and initial endurance testing. Every automotive manufacturer in each region has different operating enviroments. So each engine has to be tested and modified to reach those standards in each region. Say for instance that an engine in Australia is different from one in another country even though the car model is the same. This is why the final endurance testing is not done by us rather an by the automotive company evaluating the engine technology for production.

What I can say is that we are nearing the end of development that is required before production of our engine is performed.

Stay tuned to our website www.revetec.com over the coming months as soon we are going to release info about our new engine. We are very excited about it and it will suprise everone in the engine field. We have now lodged a new patent world wide on the new design.

I will check this forum time to time so if you have any questions please post them as I will try to answer them when I have time.

Cheers
Brad Howell-Smith

Will Revetec allow anyone to improve upon the original design for public usage?

The last Revetec discussion in N&R: Engine Technology (http://forums.nasioc.com/forums/showthread.php?t=407850)

Will Revetec allow anyone to improve upon the original design for public usage?

What, do you mean like Linux for Engines? :lol:

So, hypothetically, if a Revetec designed engine were to make it into an automobile and a consumer purchased such auto, I THINK (don't quote me on this) they MAY be able to modify the auto in anyway they so desired so long as it is acceptable by law (little gray there).

/sarcasm :banana:

I find it interesting that Revetec is using Subaru DOHC heads on their engine, as well as a significant variety of other Subaru-sourced parts.

http://www.revetec.com/files/_images/DSC_0030.preview.jpg

What, do you mean like Linux for Engines? :lol:


Exactly. Like the inline and vee engines.

billet 2.5 liter block any one:p :cool: :D :banana:

http://i84.photobucket.com/albums/k6/revetec/X4800wall.jpg
Our new X4 engine series for Aircraft etc.
http://i84.photobucket.com/albums/k6/revetec/X4002.jpg
2.4 litre engine block only 160mm front to back.
http://i84.photobucket.com/albums/k6/revetec/X4headweb1.jpg
X4 billet liquid cooled heads.

http://s84.photobucket.com/albums/k6/revetec/?action=view&current=Movie_0002.flv
Latest News Report on Revetec and the X4 engine.

Are you planning on getting it certified for aircraft, or just selling it to experimental homebuilders? What kind of numbers are you expecting out if it for HP/TQ? What kind of testing have you done to prove it's reliability(biggest factor in an aircraft engine).

Sorry if these questions are answered in the video, I can't get it to play while I'm at work.

http://i84.photobucket.com/albums/k6/revetec/RLX407.gif

Excellent news! I'm sorry that I ever doubted you. It looks amazing!

hey revtec is that first pic(the one on the diamond plate) a CAD rendering?

-mike

http://i84.photobucket.com/albums/k6/revetec/RLX407.gif

Excellent news! I'm sorry that I ever doubted you. It looks amazing!


I drew up something similar to this back in 2004 during a lecture on automotive brakes. Threw it away at the end of class. Anyway, it's a very intriguing design; I look forward to future development!

-BL

http://i84.photobucket.com/albums/k6/revetec/RLX407.gif

Excellent news! I'm sorry that I ever doubted you. It looks amazing!It also looks very unbalanced. The opposing pistons should move in opposite directions, not the same direction.

;16804663']It also looks very unbalanced. The opposing pistons should move in opposite directions, not the same direction.

They're connected directly, and the weights on the gears on top are the counter-balance.

I knew you'd do it, Revetec!

Congratulations! I'm looking forward to actual numbers like weight, dynograph and everything.

Can you drop this engine in anything?

Definately cool...

I definitely like the new design a lot more-that pseudo-radial layout would be great for the Subaru drive train in terms of locating more weight behind the front axle.