Waissi Engine Update: The Differences Between Waissi and Bourke Engines

Ronnie Schreiber
by Ronnie Schreiber

Bourke Engine (click for animation)

In a comment to my post last month about Professor Gary Waissi’s new piston engine that has no connecting rods between the pistons and the crankshaft, one of our readers asked about similarities to the Bourke Engine, invented by Russell Bourke. Based on the diagrams of the Bourke motor, that seemed like a good question, so I asked Prof. Waissi about it. I received his reply today. Waissi said that while there were similarities between his engine and Bourke’s, there were also substantial differences, resulting in the Bourke engine having more operating friction. Dr. Waissi also said that he hoped to have a two-cylinder prototype of his own design assembled and running by the end of this year. Waissi’s response after the jump.

Thank you for the message, and for writing the article. I am very familiar with the Bourke engine and concept; a Scotch Yoke engine. A number of similarities, including aligned cylinders, and connected piston structure. The main difference is, as clearly shown in the animation, that the Bourke Engine uses a “conventional” crankshaft with “yoke”. There is no “yoke” in the Waissi Engine, because the crankshaft is like a camshaft (a straight shaft).

The Bourke engine does also not use hydrodynamic lubrication in-between the bearing rings, which does not, in my estimation, reduce the friction, but increases it. Both engines, the Bourke and the Waissi Engine, have only primary piston forces (because of no piston rods), and therefore are simpler to balance. In the Waissi Engine design the crankshaft is actually like a camshaft — a straight shaft; and an off-set camdisk, and a hydrodynamically lubricated bearing ring. The bearing ring has a significantly larger surface area (between the inside surface of the ring and the disk outer perimeter) distributing the piston force to a larger area resulting into a lower bearing pressure.

Another advantage of the Waissi Engine is manufacturability — straight shaft vs. crankshaft — especially with multi-cylinder engines; you can use the same cam(crank)shaft for engines with different piston strokes, by just changing the disk (as the stroke depends on the disk off-set). For example in an F-1 engine the stroke is 40 mm; andf for “regular” engines the stroke varies widely (60- 70- 80- 90- 100 mm). With regular engine designs, including the Bourke engine, for every variation you need a new crankshaft. With the Waissi Engine from a F-1 engine to a pick-up truck engine you need just one.

I am currently working on a two-cylinder version of the Waissi Engine. My plan includes to get a testable version running before the end of the year. (A two-cylinder version, because it is cheaper to build).

Ronnie Schreiber edits Cars In Depth, a realistic perspective on cars & car culture and the original 3D car site. If you found this post worthwhile, you can dig deeper at Cars In Depth. If the 3D thing freaks you out, don’t worry, all the photo and video players in use at the site have mono options. Thanks for reading – RJS

Ronnie Schreiber
Ronnie Schreiber

Ronnie Schreiber edits Cars In Depth, the original 3D car site.

More by Ronnie Schreiber

Join the conversation
2 of 34 comments
  • Fredric21 Fredric21 on May 13, 2016

    After three years, the inventor couldn't afford to renew the patent, which resigns this idea to oblivion, like many others. I'm afraid it takes $millions to even build a prototype and patent it. I should know, because I'm in the process of doing that very thing myself. I can never understand why people make their ideas public before they are able to substantiate their claims with real numbers taken off the dynamometer.

  • Stan Reither Jr. Stan Reither Jr. on May 19, 2024

    Part throttle efficiency was mentioned earlier in a post

    This type of reciprocating engine opens the door to achieve(slightly) variable stroke which would provide variable mechanical compression ratio adjustments for high vacuum (light load) or boost(power) conditions IMO

  • JK I grew up with Dodge trucks in the US, and now live in Turin, Italy, the home of Fiat. I don't think Italians view this as an Italian company either. There are constant news articles and protests about how stalantis is moving operations out of Italy. Jeep is strangely popular here though. I think last time I looked at stelantis's numbers, Jeep was the only thing saving them from big big problems.
  • Bd2 Oh yeah, funny how Trumpers (much less the Orange Con, himself) are perfectly willing to throw away the Constitution...
  • Bd2 Geeze, Anal sure likes to spread his drivelA huge problem was Fisher and his wife - who overspent when they were flush with cash and repeatedly did things ad hoc and didn't listen to their employees (who had more experience when it came to auto manufacturing, engineering, etc).
  • Tassos My Colleague Mike B bought one of these (the 300 SEL, same champagne color) new around June 1990. I thought he paid $50k originally but recently he told me it was $62k. At that time my Accord 1990 Coupe LX cost new, all included, $15k. So today the same car means $150k for the S class and $35k-40k for the Accord. So those %0 or 62k , these were NOT worthless, Idiot Joe Biden devalued dollars, so he paid AN ARM AND A LEG. And he babied the car, he really loved it, despite its very weak I6 engine with a mere 177 HP and 188 LBFT, and kept it forever. By the time he asked me to drive it (to take him to the dealer because his worthless POS Buick Rainier "SUV" needed expensive repairs (yes, it was a cheap Buick but he had to shell out thousands), the car needed a lot of suspension work, it drove like an awful clunker. He ended up donating it after 30 years or so. THIS POS is no different, and much older. Its CHEAPSKATE owner should ALSO donate it to charity instead of trying to make a few measly bucks off its CARCASS. Pathetic!
  • RHD The re-paint looks like it was done with a four-inch paintbrush. As far as VWs go, it's a rebadged Seat... which is still kind of a VW, made in Mexico from a Complete Knock-Down kit. 28 years in Mexico being driven like a flogged mule while wearing that ridiculous rear spoiler is a tough life, but it has actually survived... It's unique (to us), weird, funky (very funky), and certainly not worth over five grand plus the headaches of trying to get it across the border and registered at the local DMV.