A gearhead friend of ours sent along a link to a YouTube video (also embedded below) promising the world’s most powerful engine. Now, we’ll be the first to warn you that it’s just an advertisement, and for something that you’re probably not going to rush out and buy: the Wärtsilä 14RT marine engine.
A tiny bit of math: 96 cm cylinder diameter times 250 cm piston stroke = 1,809,557 CC. And it generates around 107,000 HP. That’s a fair bit, but it runs at a techno-music pace: 120 BPM RPM. With twelve cylinders, we’d love to hear this thing run. Two-strokes make such a wonderful racket! Wonder if they’ve tried to red-line it? It’s a good thing we don’t work at Wärtsilä.
There’s something alluring about radial engines. The Wasps, the Cyclones, the Gnomes – the mechanical beauty of those classic aircraft engines can’t be denied. And even when a radial engine is powered by solenoids rather than internal combustion, it can still be a thing of beauty.
The solenoid engine proves that he has some mechanical chops. If you follow along in the videos below, you’ll see how [Tyler] progressed in his design and incorporated what he learned from the earliest breadboard stage to the nearly-complete engine. There’s an impressive amount of work here – looks like the octagonal housing was bent on a press brake, and the apparently homebrew solenoids are enclosed in copper pipe and fittings that [Tyler] took the time to bring to a fine polish. We’re skeptical that the microswitches that electrically commutate the engine will hold up to as many cycles are they’d need to handle for this to be a useful engine, but that’s hardly the point here. This one is all about the learning, and we think [Tyler] has done a bang-up job with that.
It’s no secret that fossil fuels are quickly becoming extinct. As technology charges ever forward, they are disappearing faster and faster. Many of our current dependencies on fossil fuels are associated with high-energy applications like transportation. Since it’s unlikely that global transportation will ever be in decline for any reason other than fuel shortage itself, it’s imperative that we find something that can replicate the high energy density of fossil fuels. Either that, or go back to the drawing board and change the entire scope of global transportation.
Energy, especially solar and wind, cannot be created all over the world. Traditionally, energy is created in situ and shipped to other places that need it. The proposed solutions for zero-carbon energy carriers—batteries and hydrogen—all have their weaknesses. Batteries are a fairly safe option, but their energy density is pretty poor. Hydrogen’s energy density is higher, but its flammability makes it dangerously volatile to store and transport.
The Ner-a-Car represents one of those eccentric dead-ends in automotive history. Designed in 1918 by an American, [Carl Neracher], its name is a play on both its designer and its construction and it is unique in that its design is closer to the cars of the era than that of a motorcycle. It has a car-style chassis, an in-line engine, and it was the first motorcycle to be produced with hub-centre steering. The rider sits on it rather than astride it, feet-forward, and the car-style chassis gives it a very low centre of gravity. They were manufactured in slightly different versions in both the USA and the UK, and [Andy]’s machine is an early example from the British production line. Not many Ner-a-Cars have survived and parts availability is non-existent, so his work has also had the unusual effect of satisfying a significant portion of world demand for the parts-bin of an entire marque.
It’s usual for the first link in a Hackaday article to be to a page that encompasses the whole project. In this case when there is so much to see and the build is spread across twelve blog posts and nearly two years the link is to [Andy]’s first post in which he describes the project, sets to work on the chassis, and discovers the bent steering arm that probably caused the bike’s dismantling. He’s listed the posts in the column on the right-hand side of the blog, so you can follow his progress through the entire build. The work involved in remanufacturing the parts is to an extremely high standard, from machining press tools to reproduce 1920s footboard pressings through manufacturing authentic 1920s headlight switchgear and metal-spinning new aluminium headlight shells.
[Andy]’s most recent Ner-a-Car post details his trip to France on the completed bike, and tales of roadside repairs of a suddenly-not-working machine that should be familiar to any owner of a vintage internal combustion engine. But considering that the bike spent many decades as a pile of not much more than scrap metal the fact that it is now capable of a trip to France is nothing short of amazing.
The oil age is ending. Electricity and battery power are great, but are we really going to be able to replace the entire oil industry before it’s too late? Researchers at the McGill University have come up with a possible clean fuel replacement — metal particles.
[amazingdiyprojects] has been working on a 3D printable jet engine. You may remember seeing a 3D printed jet engine grace our front page back in October. That one was beautiful didn’t function. This one flips those values around. [amazingdiyprojects] seems to make a living from selling plans for his projects, so naturally most of the details of the build are hidden from us. But from what we can see in the video clips there are some really interesting solutions here.
Some of the parts appear to be hand-formed sheet metal. Others are vitamins like bearings and an electric starter. We really liked the starter mechanism, pressing in the motor to engage with a spline, or perhaps by friction, to give the starting rotation.
What really caught our attention was casting the hot parts of the printer in refractory cement using a 3D printed mold. It reminds us of the concrete lathes from World War 1. We wonder what other things could be built using this method? Flame nozzles for a foundry? A concrete tea-kettle. It’s pretty cool.
We’re interested to see how the jet engine performs and how others will improve on the concept. Video of it in action after the break.
[Paddy Neumann] is an Australian physicist and founder of Neumann Space, a space start-up with a record-breaking ion drive.
The team at Neumann Space built an ion engine that broke the previous specific impulse (bounce per ounce) record. NASA’s HIPEP thruster previously held this record with a specific impulse of ~9600 seconds (+/- 200 seconds). The Neumann Drive’s specific impulse as recorded by the University of Sydney was ~14,690 seconds (+/- 2,000 seconds). This all equates to better efficiency by the Neumann Drive, however its acceleration does not match that of the HIPEP.
The Neumann Drive has another unique advantage in its range of usable fuels. In comparison to the HIPEP which uses Xenon gas as fuel the Neumann Drive accepts a variety of metals including: Molybdenum, Magnesium, Aluminum, Carbon, Titanium, Vanadium, Tin, last and also least according to Neumann Space is Bismuth.
Interestingly, Neumann offered his intellectual property (IP) to the University of Sydney, since the research was done at the University but they passed on the offer. This allowed the IP to be returned to Paddy and he subsequently applied for a patent and began the search for funding for continued research.