Who Still Makes Rotary Engines Today?

Yes—rotary engines are still being made. Mazda reintroduced a production Wankel rotary in 2023 as a range‑extender generator in the MX‑30 R‑EV (Europe and Japan), and several aerospace and specialist manufacturers—such as AIE (UK), Rotron Power (UK), Austro Engine (Austria), UAV Engines Ltd (UK), Aixro (Germany), and Crighton (UK)—continue to build rotary powerplants for drones, generators, racing karts, and track motorcycles. In parallel, U.S.-based LiquidPiston is developing a non‑Wankel rotary for compact hybrid generators and unmanned systems. This article explains who’s making them, where they’re used, and why the niche persists.

What “rotary engine” means in 2024

Most people mean the Wankel rotary—an engine with a triangular rotor spinning in an epitrochoid housing. That’s the type Mazda used in the RX‑7 and RX‑8 and still develops today. There are also newer rotary concepts, notably LiquidPiston’s X‑Engine, which is a rotary but not a Wankel; it uses a different geometry and thermodynamic cycle to boost efficiency. Both are “rotary,” but only the former is the classic Wankel.

Automakers: Mazda keeps the Wankel alive

Mazda is the only major automaker currently producing a Wankel, but it’s not powering the wheels. Instead, the company revived the rotary in 2023 as a compact generator for the MX‑30 R‑EV plug‑in hybrid sold in Europe and Japan. The single‑rotor unit (about 830 cc) runs primarily to charge the battery, enabling a small pack to deliver extended real‑world range without the packaging penalties of a larger piston generator. Mazda continues to explore future rotary roles—hydrogen combustion research and range‑extender concepts such as the Iconic SP show car—but has not announced a new rotary‑powered sports car for series production.

Aerospace and defense: a quiet stronghold

Unmanned aircraft and small aviation systems remain the busiest market for Wankel rotaries, where compact size, smoothness, and high power density matter more than automotive‑style tailpipe emissions.

• AIE (Advanced Innovative Engineering, UK): Produces small Wankel engines in roughly the 40–120 hp class for UAVs and hybrid generator sets, including air‑ and liquid‑cooled variants designed for heavy‑fuel use.
• Rotron Power (UK): Builds rotary engines for drones, target aircraft, and paramotor applications, with models spanning roughly 30–100+ hp and options for gasoline or heavy fuels.
• Austro Engine (Austria): Offers certified rotary engines such as the AE50R family used on certain UAV platforms; known for reliability and integration support in aerospace programs.
• UAV Engines Ltd (UK): A long‑time supplier of Wankel engines (AR series) for military UAVs, powering several well‑known surveillance and reconnaissance platforms.
• Wankel Supertec (Germany): Supplies industrial and UAV‑focused Wankel engines, emphasizing compactness and multi‑fuel capability.

Taken together, these firms demonstrate that while automotive rotaries have retreated, aerospace and defense demand continues to support active production and ongoing product updates.

Motorsports and niche vehicles

Outside aerospace, rotaries persist in specialist performance and recreational segments where their unique character and power-to-weight appeal.

• Crighton (UK): Building the CR700W, a limited‑production, track‑only twin‑rotor motorcycle producing roughly 220 hp from around 690 cc. It leverages decades of UK rotary racing development.
• Aixro (Germany): Produces small single‑rotor Wankel engines (for example, around 300 cc, ~50 hp class) popular in high‑performance karting and some microlight/paramotor applications.

While volumes are modest, these programs show the rotary’s enduring draw for lightweight performance and racing enthusiasts.

Generators and new rotary concepts

A newer wave of development targets compact hybrid power units and fieldable generators, where size, weight, and vibration are critical.

• LiquidPiston (US): Developing the X‑Engine, a non‑Wankel rotary based on the company’s High‑Efficiency Hybrid Cycle (HEHC). Demonstrators and prototypes target UAV propulsion and portable generators (from a few kilowatts up to tens of horsepower), and the company has received U.S. defense R&D contracts for hybrid-electric packs and small engine cores.

Although different from the classic Wankel, this branch underscores continued investment in rotary architectures for compact power and hybridization.

Why rotary engines persist—strengths and trade‑offs

Rotaries retain a foothold where their strengths outweigh their historic shortcomings. Here’s how those factors stack up today.

• Advantages: High power density for a given size and weight, very smooth operation with few moving parts, flexible installation, and the ability to run on multiple fuels in certain designs.
• Challenges: Historically higher hydrocarbon emissions, apex seal durability concerns, and lower thermal efficiency versus modern piston engines—issues that constrained mainstream automotive use.

Improvements in materials, coatings, fuel systems, and hybrid operating strategies (using the rotary as a generator at optimal load) mitigate several drawbacks, keeping the technology relevant in targeted roles.

Where you can actually get or see one

Availability depends on market and application. Consumers and professionals have different paths to access current rotary hardware.

• Mazda dealerships (select markets): MX‑30 R‑EV with rotary range extender in Europe and Japan; availability varies by country and model year.
• UAV and industrial suppliers: Engines and integrated power modules from AIE, Rotron Power, Austro Engine, UAV Engines Ltd, and Wankel Supertec are sold B2B or via authorized integrators.
• Motorsports specialists: Crighton accepts orders for the CR700W (track use), and Aixro supplies karting/paramotor engines through niche distributors.
• Emerging generator solutions: LiquidPiston’s units are primarily in prototype and pilot deployments, with defense and industrial partners evaluating compact hybrid gensets.

For most consumers, the practical touchpoints are Mazda’s range‑extender models and motorsport venues; commercial and defense operators have the widest selection in the UAV sector.

Outlook

Rotary engines are unlikely to return as mainstream automotive powerplants, but their future in range‑extender hybrids, UAV propulsion, and compact generators looks durable. Mazda’s continued investment and aerospace demand suggest a steady, specialized market, while alternative rotary architectures could broaden use cases as hybrid systems proliferate.

Summary

Rotary engines never disappeared—they shifted niches. Mazda currently builds a Wankel as a generator for the MX‑30 R‑EV, while a cluster of aerospace and specialist firms manufacture Wankel powerplants for UAVs and performance applications. Meanwhile, LiquidPiston is advancing a different rotary design for compact hybrid power. The technology endures where its compactness and smoothness deliver clear advantages, especially in drones, generators, and niche performance machines.

Why can’t Mazda make rotaries anymore?

Mazda stopped producing mainstream rotary engines in 2012 primarily due to their poor fuel economy and high emissions, which could no longer meet tightening global regulations. While powerful for their size, the rotary’s design struggled with sealing issues, requiring oil injection into the combustion chamber (leading to consumption) and creating challenges for complete, efficient combustion. 
Here are the key reasons:

• Emissions: Rotary engines are inherently less efficient at completely burning fuel, leading to higher hydrocarbon emissions that make it difficult to comply with stricter environmental standards. 
• Fuel Economy: The same issues that contribute to emissions also lead to poor fuel efficiency, a major factor for consumers and regulators. 
• Oil Consumption: To lubricate the rotor seals and aid in sealing, oil is injected directly into the combustion chamber, a design feature that leads to significant oil consumption. 
• Sealing and Durability: Maintaining proper seals between the rotor and housing is challenging due to uneven heating and expansion. This leads to wear on the apex seals and can result in oil and gas leaks, affecting engine longevity. 
• Competition from Piston Engines: Piston engines became more efficient, powerful, and cost-effective to manufacture, making it harder for the niche rotary engine to compete. 

While the RX-8, the last production car to feature a rotary engine, was discontinued in 2012 due to these shortcomings, Mazda has continued to develop the rotary technology, potentially for use in hybrid vehicles as a range extender.

Do any cars still use rotary engines?

Yes, some cars still use rotary engines, though very few. Mazda is the main manufacturer, and they have recently reintroduced a rotary engine in the Mazda MX-30 e-SKYACTIV R-EV as a range extender for its hybrid-electric system. While rotary engines were once abandoned by most manufacturers due to issues with emissions, fuel economy, and durability compared to piston engines, Mazda has found them a good fit for their hybrid applications, providing a compact and reliable power source.
 
The Mazda MX-30 e-SKYACTIV R-EV 

• Function: The rotary engine in the MX-30 serves as a generator to recharge the battery and extend the vehicle’s driving range, rather than directly powering the wheels. 
• Benefits: Mazda considers a rotary unit to be well-suited for this role due to its compact size and ability to provide smooth, reliable performance. 
• Market: The Mazda MX-30 e-SKYACTIV R-EV has been introduced in Japan and Europe. 

Why Most Car Manufacturers Don’t Use Rotary Engines

• Emissions and Fuel Economy: Rotary engines historically struggled to meet modern emissions standards and were less fuel-efficient than traditional piston engines. 
• Durability and Complexity: They can also be less durable and more expensive to manufacture than piston engines, making them less attractive to most automakers. 

The Future of Rotary Engines

• Hybrid Technology: Opens in new tabMazda’s strategy is to leverage the advantages of the rotary engine within a hybrid system, where it can operate at a more constant speed for greater efficiency. 
• Potential for Sports Cars: Opens in new tabWhile the current production rotary engine is for range extension, Mazda has also patented concepts for future rear-wheel-drive sports cars that use a rotary engine with hybrid technology. 

Is the 2025 Mazda RX-7 real?

Name is sacred in the car. World since its debut in the late. 1,970s. The RX7 stood for something truly. Unique lightweight design near-perfect balance and the legendary Wankle rotary engine.

What killed the rotary engine?

Oil is sprayed directly into the combustion chamber. So yeah these things quite literally drink oil all of this results in an inefficient engine with terrible emissions.