Introduction

1.1.1 Opening Statement:

My engine is conceptually a new thought. The engineering principles are unique and the design unmatched by any other development in history of engines. The engine has been under research and development by me for nearly 40 years.. It has undergone an evolutionary process which has ultimately led to my final design. The engine design has taken many years to bring to this stage of development. Since the conception, there have been four evolutions of this engine. Plotting the Pi Vectors of the Third Engine At the base of the connecting rods the bearing land does not slip, or rock as it follows the orbital ring movement.

Please, read carefully.

1.1.2 History
I engaged in a program at Centennial College in Toronto ON. in the late 1960's and its was there I first learned about Fluids and Engine Technology. This led to my interest in the Wankel engine concerning the physics needed to design an engine without pitfalls concerning what has ultimately led to my Mass Dispensation Theory which in time it grew much deeper in the following years. At the out set my only thoughts were flame front, and shaking diagrams as well as clean charging air mixture, this was al to be found in the moving of the cylinder head and piston together in a planetary pi cycle as vector of linear and angular momentum. The theory of flame front is well understood, it changes to heat the instant its leading edge encounters the piston at too slow an acceleration rate by this it is known to be inefficient. The vector created in this design accelerates the piston in two vectors in the same time frame. Further the shaking diagram is super imposed in rest harmony as the two vectors exchange inertia in perfect wobble of mass. Air mixture is introduced at centre by the natural centrifugal effect and the exhaust is further out.

The Wankel engine has a marvelous sophisticated trigonometry. The rotary movement of the triangular hub is almost incomprehensible at casual glance. The thermodynamic properties of this revolution in concept however are not too different from the other internal combustion engines. The question was why should an engine of such different design fail to improve, or at least be unlike the thermodynamics of reciprocating piston engines? This was the query of Professor Wade from Centennial College where I had attended. He was convinced  that the answer must hide between the Wankel concept's kinematics and that of the piston type engine.

Leaving the last day of college, after a lecture performed by professor Wade, he stopped me and told me that he was not talking to the assembly that day, but was talking specifically to me when from the lectern he said, "When you figure out what was wrong with the Wankel you will change the World". In short it’s taken me 40 years and I now know I have.

The engine has grown in development since 1982 to what I had felt to be the last completed prototype in 2004. This was stolen from me, and unknown to me at the time, was the final piece of the puzzle, which, had yet to occur to me. In the year 2005 I came up with the clear and concise picture of the final version which I hold in my possession today.

The invention is too subtle as to be understood as to all its perks. Any quick interpretation would result in narrowness. I did not stumble about to come up with this concept, there are marvelously coherent engineering principals that have been the aegis of this succinct design. I have also obtained the needed educational perks, including very coinsurance meetings, of people unknown too one another and many other serendipities, but it has been a struggle, to in all, bring it to its further fruition.

1.1.3 Problems with Conventional Engine Design

There are many things in conventional technology concerning efficient engine technology that seem to indicate torque was the fore front of engine design improvement, not efficiency as they kept in step with the transportation industry at the end of the 19^th century.

The kinetic performance of the inline engine is hindered somewhat by a crankshaft being relaxed at rest period of the piston at the end of the stroke. The result robs the energy from rotational dynamics, as RPM increases this problem and it becomes worse. Pistons engines with lightened piston parts rev much higher.

The Sterling Radial was in use in the 1^st world war. Its radial engine mounted only by its crankshaft, leaving its pistons and cylinders to spin with the propeller. The problem here is the piston is accelerated inwardly linearly but slows in its angular motion during its most critical time of the flame front. Sweating occurs instantly as to inefficient expansion of hot gases, as compared to the efficient flame front impulse.

Such problems are overcome by my design as a direct result of the timing and vectoring of linear and angular motion out from center, where both accelerations are in the same time frame.

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