Welcome to Intemesher – the Future of Internal Combustion

Our unique patent-pending engines use a double-headed lobe rotor intermeshing with a triple-cavity rotor, delivering compact, powerful, and efficient performance.

Compared to piston engines, Intemesher designs can fit three times the combustion volume in the same space and weight, with at least three combustion events per rotation and overlapping power strokes for strong low-RPM torque.

With no pistons and no reciprocation, kinetic energy losses are eliminated. Traditional engines waste power as pistons stop and start four times per revolution. Intemesher’s balanced rotors spin smoothly on bearings, achieving very high RPM with minimal vibration while producing multiple times more power for size — without sacrificing efficiency.

Construction is simpler and cheaper, with fewer parts and precision CNC machining enabling smooth intermeshing of the rotors, like the gears that control them. The result: lighter, smaller, and more efficient engines that cut emissions, improve fuel economy, and outperform heavy, inefficient alternatives in transport, marine, and static applications.

We are now seeking expertise and investment to build the first prototypes — or the right partner to acquire the IP and lead the next era of combustion technology.

Intemesher: compact, efficient, and powerful — the obvious choice for future mobility.

Precharger, Duelcharger & Quadcharger Engines

The Precharger engine uses the first half of its compression cycle to pre-compress an air charge, which is then simultaneously released into two areas; the approaching cavity as it rotates to the overlapping area, and the chamber space ahead, via a passageway formed between the rotors as a notch in the lobe rotor aligns with the cavity rotor. The air-charge purges exhaust gases and reloads the combustion chamber.

Designed for petrol or aviation fuel, it operates at up to 11:1 compression ratio with a 1:13 expansion ratio, delivering three combustion events of 60° each per cavity rotor revolution — meaning the engine is on power stroke about half the time. With no reciprocation, it is theoretically capable of very high RPM.

By using suitable materials to compensate for thermal expansion, and with fine tolerances, the rapid compression cycle eliminates the need for apex seals. Minor compression losses are accounted for, resulting in a low-friction, high-RPM engine that lasts.

Many people believe that such an idea will not work, however they are too late for that opinion as the concept of a seal-less intermeshing lobe and cavity rotor engine has already been proven by another company. Congratulations to Astron Aerospace for getting their “H2 Starfire” running, on hydrogen, at 5000 RPM. https://astronaerospace.com/videos/

Comparing the designs, the H2 Starfire engine compresses over a full rotation, and after ignition in a central chamber, decompresses between a second pair of rotors over a full rotation. The Precharger engine has a much better arrangement, requiring just one pair of rotors. The compression for combustion phase is just 77° of rotation of the lobe rotor, and decompression phase is 90°. This dramatically reduces the leakage period, which is a critical factor in a seal-less design, and will also mean the component clearances won’t need such fine tolerances. With more clearance a higher RPM rate can be utilised, with more space available to account for heat deformation. The Precharger engine will be easier to start, because of the shorter leakage period.

Additionally, for ease of starting, the engine has two centrifugal valves built into the lobe rotor, and an exhaust valve in the cavity area of the housing.

At rest and during the low speed rotation of the starter motor, the two lobe rotor valves close the fluid passage between the rotors, and the cavity exhaust valve is also closed. The charge of compressed air that clears the chamber during normal operation, is instead used to account for air leakage occurring around the components, at the lower rotation rate of start-up. Once the engine fires and the RPM threshold is reached, the valves automatically open as the engine is running. Thus the starter motor size and weight are greatly reduced, and the overall design more viable as a transport engine.

The Duelcharger builds on the Precharger design by adding a second lobe rotor and components on the opposite side of the cavity rotor, creating a second combustion zone. This petrol engine delivers six combustion events of 60° each per cavity rotor revolution, producing torque continuously.

The Quadcharger extends this concept by mounting two Duelchargers back-to-back, with synchronizing gears located between. The engine is on power stroke 200% of the time. It is possibly the most powerful and compact internal combustion engine for size and weight ever conceived.

Integater Engine

The Integater is a forced-air combustion engine with two intermeshing rotors: a cavity rotor and a lobe rotor. The cavity rotor consists of three segments of the rotor body hinged from a hub. Interaction of the three segments with the lobe rotor and the housing opens and closes internal gateways, allowing fluid connection between the cavity and the chamber space beside the lobe rotor, during part of the cycle when the cavity is not facing the overlapping area. This allows air to enter the approaching cavity sooner, and combustion pressure to continue to exit the departing cavity much longer.

In the high-compression version, the fuel–air mix is compressed to 20:1 and ignited as the lobe enters the cavity. Expansion continues through the gateway until a 1:30 ratio is reached, extracting energy 50% longer than standard engines. A low-compression version for petrol or aviation fuel achieves similar benefits, with expansion volumes 50% larger than compression.

With overlapping power strokes, each lasting 142°, and three combustion events per cavity rotor revolution, the engine delivers torque more than 100% of the time. Compression ratios can be built for petrol, diesel, or hydrogen.

Precision machining ensures smooth intermeshing with material expansion and minor compression losses accounted for. End sealing can be enhanced using paired rotor parts with labyrinth joints between.

A lighter variant uses dual independent chambers with synchronising gears sandwiched between, doubling gear efficiency and producing an ignition every 60°. The design achieves an extraordinary result: the engine is producing torque 232% of the time. It is possibly the most powerful and compact internal combustion engine for size and weight ever conceived.