springless valve train!

[malibu795]

this is pretty neat!!!!!!

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which would elimintate this
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[SgtKilroy]

That's a good friggin idea...

 

[dmaxfireman]

looks like a lot of impact in the first video adam, if it just an optical illusion or is that lobe make a large impact there. if i so i'd be worried about something cracking. good idea tho get rid of float and not have the valvetrain limiting rpm until flow comes into play!! caterpillar tried to go to full solenoid valving to eliminate the whole valvetrain all together (minus the valves of course) but i heard there were a lot of electronic failures and have not heard much since.

 

[malibu795]

looks like a lot of impact in the first video adam, if it just an optical illusion or is that lobe make a large impact there. if i so i'd be worried about something cracking. good idea tho get rid of float and not have the valvetrain limiting rpm until flow comes into play!! caterpillar tried to go to full solenoid valving to eliminate the whole valvetrain all together (minus the valves of course) but i heard there were a lot of electronic failures and have not heard much since.

there is possible clearance there... in some form a back lash.. IMO only way to make sure that there is oil up top..


the F1 cars run air bag for springs... course the push 19,500-24,000rpm with 3L V8 with a 4.125x1.625 bore stroke setup.

i was told they tried to run soleniod but they would crack and naturally destroy the engine..

 

[McRat]

Ducati motorcycles that you see which say "Desmo" on them push and pull the valve open and closed. They have a lightweight spring that just keeps the valve closed for starting, because they need to run a little valve lash, but it will run without springs at all, just is harder to start.

 

[Redbowties88]

they're acutally been using such technology in F1 for quite some time..

it helps those little 2.4l naturally aspirated engines make 800+ hp.....and tune 22k rpm

 

[Redbowties88]

here another good video on the subject..old but good


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[Redbone]

Kind of a neat looking set up, but just a poor substitute for a conventional system.

About a year ago we looked pretty hard at trying to implement this system on our sprint car engines. Alex Decuir is a pretty sharp old fellow and very interesting to talk to. After we got over the "gee-whiz" part, we decided to stick with replacing valve springs.

They have only managed to spin this system to about 6000 RPM on a small block Chevy.

Another issue is the valvetrain is essentially solid linked. That means a lot of beating and banging on every component. The cam lobes would have to be machined unbelievably accurate to set the valves on the seats without beating them to death. And, when you do get some seat wear, no room in the system to compensate. At least we have springs to pull the valve back up to a worn seat.

Also, I don't think the biggest argument, horsepower consumption, holds water. A lot of builders will say that on a typical 800 HP race engine, +/- 100 HP is consumed by the valvetrain. I don't believe it. In my mind, the net energy it takes to compress a spring is returned to the engine when the lifter breaks over the cam nose and the spring drives lifter back on the closing side of the lobe. Other than some internal frictional losses and valve tossing, essentially no more power is lost to spring consumption.

I think Spintron motors are only 25 HP, so that kinda kills the 100 HP loss right there.

Now pneumatic valve springs are another story.....

 

[Ben46a]

Heres one i like a bit better.
http://www.coatesengine.com/

 

[malibu795]

thats pretty cool too

 

[clayt171]

So who is going to be the first one to drop the cash on a Durmax setup from Coates. I'm sure it will be cheap.

I remember hearing about this valve design a long time ago when they started testing it on a Ford engine. Really neat design. The main concern at the time was how long it would last/hold up. Seems they are doing well.

 

[McRat]

First guy with a workable 2-stroke adaptation is going to be the winner. The Germans were using 2-stroke diesels for aircraft engines with a better HP/weight ratio than the current common rails. This was back in the 1930's.

 

[keith2500hd]

harry ricardo had working sleeve and barrel valve engines back into 30's to 50's, carbonizing of lubrication would stop engine, have read ricardo engineering tests different dry-film and surface coating lubes on test mules to meet endurance testing. GM had electric coil driven valve train back in early 70's, had selector switch on dash(economy, power and speed) coils would breakdown and stop engine. i can see lot of slaming of valves with this setup and breakage, think Cooper-Bessemer or Fairbanks-Morse(33 or 35 series) had that kind of setup on old big slow-speed diesel engine. neat stuff though.