| Goodbye Vtec - Click HERE for Original Thread |
| oldraven |
http://www.coatesengine.com/csrv.html
A new head design that has no conventional valves, no springs, no friction, no cams, no oil, and has no choice but to be non-interference. Alows you to keep the high compression ratios we had back in the days of leaded gas, and will never float, so redlines will be a thing of the past.
Coates Spherical Rotary Valve Cylinderhead
• Low manufacturing cost
• Low maintenance cost
• Low noise
• Low parasitic power consumption
• High efficiency
• High volumetric efficiency
• Flexibility of gas motion control
• High torque/power density
• High efficiency in part load operation
• Low knock tendency
• Low engine height for flexible vehicle styling
• Low pollution emission
• Alternate fuel compatability
• Clean engine block and compartment
• No liquid lube in any part of rotary valve |
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| BlueTurboEGG |
That is atleast like 6 years old.
I remember reading up on that when I started my turbo project many moons ago.
I wanted that head so badly because the specs reads like a dream.
I read that about the same time I read about the "Valve, within a valve"
Dunno why either projects never took off though... |
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| oldraven |
Dayum. I posted this on two boards and got the same thing. Old news is new news to an old bird. ;)
They're probably holding out for billions to sell the design, and no one is willing to dump that kind of money into something untested in the real world. :dunno:
It just sounds like common sense now that I've seen it. It all seems like the logical evolution of the IC engine. |
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| oldraven |
The real magic of CSRV lies in the numbers; horsepower and torque to name a few. A stock 302ci 5.0L Ford small-block was chosen as a test engine to demonstrate the awesome characteristics of CSRV. The original, stock engine was dynoed at 260 hp and 249 lb-ft of torque. After the CSRV heads were installed, and with no other changes to the short block, the same engine churned out 475 hp and 454 lb-ft of torque! This is due to the reduction in frictional losses and improved airflow. Furthermore, the lack of valvetrain limitations allowed the engine to spin to 14,750 rpm. Since the lubrication system is not exposed to the pollution from the poppet valve design, the engine oil stays cleaner, longer. Other benefits of CSRV include reduced noise and a lower average operating temperature.
:blink:
260>475 HP
249>454 FT/LBS
5500>14750 RPM |
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| Nightstalker |
| Personally I can't wait for Electromagnetic Valve control.. It allows for unlimited control of every aspect of valve timing.. Pretty sweet.. but its one of those future things that will not happen for a long time. I Find it funny that ford thinks they car run a engine at 14,000+ RPM and not wear out the piston rings in a couple months.. |
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| oldraven |
Ford didn't produce it, and those numbers came at the same 5500rpm, to show that the advantage in power didn't come simply from higher revs.
When equipped with the CSRV head at the same 5,500 rpm test protocol, it made 475 hp and 454 lb-ft of torque, with no changes to the block or rotating assembly. The higher power was a result of diminished frictional and pumping losses, but the inherent airflow benefit of the spherical valve was the major contributor. With a conventional poppet valve, it can take 34 degrees of crankshaft rotation or more to reach a fully open position, wasting energy and limiting volumetric efficiency. With the CSRV, a comparable port area is exposed in only 2 degrees of crank rotation. The CSRV allows for superior surface flow coefficients from its spherical shape. With the standard 4-inch Ford bore, the factory poppet valve covers only 15.8 percent of the total bore area, while the rotary valve is measured at 20.5 percent.
The stock Ford casting (when tested at 28 inches of H2O) flowed approximately 180 cfm on the intake port at static. The rotary valve for that engine in comparison flowed a whopping 319 cfm at the same test pressure. |
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