Bourke Engine exhaust is amazingly cool, clear, and clean.
My hands are only inches from the open exhaust ports. Bourke engines do not violate thermodynamic laws, rather, use them to full advantage. Bourke-type engines can be muffled to a "low hiss". Exhaust channeling will not burn-out.
Prototype cylinders were fabricated from bar stock. Water, induction, and transfer jackets were welded on. Camcase started life as a piece of well casing. Multiple copper roof flashing head gaskets were used to alter compression ratio. Internal ratios and porting are stock.
Lean mixture (excess air), 18/1 compression, and LONGER DURATION of COMPRESSION (fixed volume), combine to trigger the MAXIMUM and QUICKEST EXPANSION of the charge (detonation). Conventional rod engines can not tolerate the explosive release of energy (pressure), due to excessive side-loading on piston skirts. Bourke has no piston side-loading. Pistons are always "pushing" to dead center. No tensile forces present.
First there was Otto, then came Diesel, and, in my opinion, the next one on the list will be Russell Bourke. His "cycle" will revolutionize internal combustion. I challenge the engine community to explain how this low exhaust gas temperature is possible. Photo from recent Proto 24 kW runs. When will the Bourke Cycle be acknowledged? It is a fact------
Instrumentation mfd. by Westach.
I built the 24 kW test stand using as many stock items as possible. Surprisingly, the Bourke configuration of internal parts is not all that different from conventionals. A thorough reading of Russ's writings is essential in understanding why his arrangement better meets the requirements for the ideal internal combustion engine.
Bourke engines extract the maximum amount of heat and
transform more of it into useful work than any other heat
engine layout. Compare E.G.T.'s. of other designs.
"Fitting-up" work on the new investment cast pistons.
Polishing-up the bottom end in preparation for running-in the
new pistons. Top overhaul is a snap.