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Discussion Starter #1
Check out this Head by Coates it's a rotary valve head. Apparently it almost eliminates your reline. They made a V8 revv safely to 14,850 RPM that's insane. My question to anyone that has seen these is are they available for our cars imagine what we could rev to!!



Heres a link to there website

Click HERE
 

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That, is the future of the combustion engine, as long as it is shared with other manufacturers. More power, fewer emitions. No more valves or springs, lower temperatures, better timing, completely redesigned cams, fewer moving parts.

That is the biggest advance in engine design we will see in the next 20 years. WICKED
 

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I dissagree, read the WHOLE article, including the link. Mass, friction and heat are reduced because it is ceramic, and there are far less components involved. It virtually elliminates the valvetrain.
 

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Ahh Mike, Mike, Mike, be open minded, don't bag it until you've had a good look at it, it doubled the HP and torque on the engine (260-456 hp increase). It was tested with its stock head on, and then the Coates head, on the same block. And with gains like that just by changing a head makes for an INCREADIBLY INNOVATIVE DESIGN
 

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I never said it was not innovative. it's not the ultimate was my point. The rotary valve format is used in the RSX dual stage IM instead of traditional butterfly valves and has less aerodynamic drag and friction compared to standard tappet or finger follower rockers. However the engine speed can't be wound up past 15k rpm which are the limits of these mechanically-driven valve opening mechanisms. This is why F1 engines use pneumatic and electromagnetic valves to get more than 18,000 rpm redline...you'll never see one of those roller valves in an F1 engine.
 

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BMW is working on a valvetrain that uses electronic magents. BMW's design will eliminate the need for camshafts and valvesprings, making VTEC/multiple stage camshafts obsolete. Just imagine how much friction would be eliminated.
 

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roundle on Aug/12/02 said:
BMW is working on a valvetrain that uses electronic magents. BMW's design will eliminate the need for camshafts and valvesprings, making VTEC/multiple stage camshafts obsolete. Just imagine how much friction would be eliminated.
Lotus already has a camless engine running now in prototype development as we speak. Electromagnetic valve lifters right now are not developed enough to control the speed of the valve when it closes at high rpms. They slam against the seat pretty hard. Even with advanced metallurgy to improve hardness and durability of the valve and the head seat, the amount of wear on the valve backface and seat is too high for passenger vehicles. Renault is currently running electromagnetic lifters in their 120 degree V10 F1 engine right now but are far from being refined or better than the pneumatic lifter engines like the Ferrari or BMW V10's.


Lotus has opted to use the tried and true method of pneumatic valve lifters seen in most F1 engines but they choose to apply it to passenger cars. Camless pneumatic valve lifters would be a huge step forward, since you are not fixed to one cam spec.

Imagine this: the ECU has a library for the Integra of ALL available aftermarket and stock cam specs in its memory. For a given rpm, throttle angle, vehicle speed, and air flow delivery (all these things measure something called "engine load"), the library can pick the best cam spec instantaneously out of the library and use it to direct the pneumatic valve lifter to lift the valve for a specific lift and duration at a specific geometry on the fly. The ECU could instantly, in a fraction of a second, at that particular rpm, choose the best cam spec. It could choose a different best spec for each and every rpm on the fly depending on the engine load input with the computer memory speeds we have now. So yes your future ECU would have all the Toda specs, Jun specs, Skunk2 specs, Honda specs, etc. in it's library and choose the best one at any given instant in time and engine loading!! Gee I wonder how much that chip will cost?

This way you would have the broadest flattest torque band across the whole of the rpm range. Seem far-fetched?

That's what they said about having intake cam timing being changed instantaneously on the fly. Instead of being stuck with one intake cam gear setting using your current adjustable cam gear , the ECU could guide a chain driven belt to alter cam gear position to optimise the cam overlap for any engine load on the fly at each rpm....far-fetched? this is what VTC of iVTEC is.

We already know the ECU can change already between 2 different cam specs for lift and duration in response to a change in engine load to get a better broader flatter torque curve ...this is what VTEC is. Now imagine expanding from 2 to 100's. Unreal? Lotus already has a mock up working camless engine. It actually uses the thrusters that are used on the NASA Space shuttle to precisely control the valve lift position with the pneumatic lifters. It is being developed as we speak for their next generation PASSENGER car...not race car. The goal is to cut NOx emissions to meet the Kyoto Accord standards without sacrificing fuel efficiency or performance. Current catalytic converters cannot filter out NOx products from the emissions...hydrocarbons and carbon monoxide? no problem...but the NOx gases are the troublemakers.

If you want to hear something that will bend your noodle:

The Japanese are already developing along with Lotus a way to use a controlled detonation...yes detonation: the thing we don't want...to add extra power.

Right now, in our engines, if unburnt gases are left in the cylinder, after combustion, they actually can help cause detonation on the next intake-combustion cycle. If there is too much unburnt gases left, it actually triggers pre-ignition by speeding up the rate of burn in the combustion process. This is why performance integras don't have an EGR (exhaust gas recycling) for better fuel economy...burnt gases don't burn well a second time to make power but they can assist completing the burn in the next cycle (unfortunately they help too much and the process runs away causing the out of control combustion at the wrong time in the engine cycle like on the compression stroke).

Well the Japanese found out, by accident one day, that when they turned off an EGR fuel efficient prototype engine, it kept on running on its own without the use of an ignition system...no spark to trigger the combustion!

What was igniting the mix at the right crank angle? If there is a consistent small amount of unburnt gases or EGR left over each time, at the right time, it would detonate the mix but not so fast as to cause full detonation. The engine would have kept on running had it not been for the loss of fuel and lack of coolant recirculation, electrically-driven by the pumps.

Lotus and some Japanese auto institutes are working on this CoNTROLLED DEToNATIoN or CoNTROLLED AUTO-IGNITIoN to power the out of synch pistons on every other power stroke rather than using a spark on every power stroke.

amazing...the future looks bright...less emissions, more power...better driveability....everything will become variable depending on engine load driven by the ECU: intake runner lengths, intake lengths, manifold plenum sizes, header lengths, compression ratios, valve timing....
 

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what if he later told you it was actually a gag and that they just drilled some holes into Christmas tree ornaments and then slid some cheap camshafts thru the drilled holes and then put them on top of a Skoda engine block? how would you if it was tight or not? He hasn't told you how it works, how high it can rev, what the dyno is, what the principle is behind it. He just puts a pic up and you think it's tight? yeeesh...scary.
 

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Discussion Starter #17
Hey Mike you got me I don't know how you knew it was christmas tree ornaments but damn your TO GOOD!!


No it's for real
 

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I guess my point is: the basis of how we should operate around here is to explain things. to me putting up a pic without any real info is not adding to my database. in a performance section, we should be interested in the why's and wherefors and less impressed by visuals that gain us very little in the way of useful info. I'm not putting down your attempt at expanding our horizons but to me a V8 that revs to less than 15K using a non valvespring layout is different not better. There are tappet rocker or finger follower valvespring-based heads that can rev to 15K in pure race engine form. So the roller, although unique, offers little in the way of an advantage if we compare race engine to race engine wrt that aspect.

Now if it removes some reciprocating parts and parasitic drag compared to a pulley/belt based timing system or had higher valve lifts and longer durations while providing accurate valve lifts that maybe an advantage.

But to say, look at this cool pic and it revs to 14k something rpm in a V8,...imagine what it can do in a 4, isn't really making me want to run out and look for one because I have zero clue of what it offers based on your post.
 

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running without ignition on an EGR emissions-controlled engine... my old dodge did that once... it's call dieseling, how was the development a recent accident?
 
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