I'm not sure how much you guys know about the intimate workings of 4-strokes valve-trains, but here's my question...

I read somewhere that most crotch-rockets make little power down low mostly because their valve-train is set to make good power above like 8 or 10k RPM...(they have very high valve-lift/ timing that is only efficient at high RPM but useless down low)
Now I know about VANOS and VTECH and such, but mechanized camshafts can only do so much. I know I'm going out on a limb here, and probably way out of your field as well, but would it be possible to do away with the camshaft all together and move the valves with a system similar to Evinrude's new E-TECH.....


...E-TECH:...Where the fuel-injector-'pistons' are moved foward AND back by a solenoid or whatever...(vs. Fitch's spring-return system) Evinrude claims this allows for higher RPM because the solenoid is faster than the spring.

So could a computer manage all 24 valves in say... a V6, if they were controlled by individual solenoid actuators that moved the valves up and down...1 for each valve. In other words you would be able to open both exhaust valves and only one intake for highway driving or economy. And when you pushed the go-pedal into the carpet the engine would open both exhaust and both intake valves at exactly the right time, duration, and lift to make MAX power at ANY paticular RPM. (low lift for low RPM, High lift when RPM is high) Without any steps; just smooth transition. (forget that "stepless valve timing" stuff; I'm talking about somthing totally new.)

While some engines have valve-trains set for economy, and others for low-end power, and still others for high-end power...This could be ALL 3...and everywhere in between.

Is what I'm talking about not practical? I know that you would have BIG problems if one got stuck or something but that's what research if for. Is it something worth a little research? Whatever you guys can tell me will be much appreciated! Humor me with specifics and tech stuff, Please.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by RonJon &raquo;</TD></TR><TR><TD CLASS="quote">
Is what I'm talking about not practical? </TD></TR></TABLE>
basically yah. most people here arent trying to re-invent the wheel, just drive hondas.

 

I'm pretty sure they have been working on that for a while now. I've heard of it a while ago. it's not perfect but it's an improvement. I think the biggest problem is that solenoids with the sort of speed, control, and reliability needed to make it into a production or even a racecar either do not exist or are ungodly expensive. Software to control it would be fairly simple.

if you're interested in unique valvetrains, check this out

spherical valves

http://www.coatesengine.com/technology.html

 

Electronically controlled solenoid valves have been in the works for a while - F1 teams use them.

But the bottom line right now is that a solenoid that is capable of operating at higher rpms & at reliability levels necessary in a street car is far too expensive to be feasible.

Personally, I think CVT's make more sense. All this effort put into making flexible engines with a broad torque curves would be completely unnecessary. Focus the engine on a single rpm, and let the tranny take care of the rest.

 

also being able to change static compression on the fly to ensure appropriate dynamic cr with whatever lift/duration setting was in effect would be nice too

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Daemione &raquo;</TD></TR><TR><TD CLASS="quote">Electronically controlled solenoid valves have been in the works for a while - F1 teams use them.

But the bottom line right now is that a solenoid that is capable of operating at higher rpms & at reliability levels necessary in a street car is far too expensive to be feasible.

Personally, I think CVT's make more sense. All this effort put into making flexible engines with a broad torque curves would be completely unnecessary. Focus the engine on a single rpm, and let the tranny take care of the rest.</TD></TR></TABLE>

While I agree that CVT's would be a great asset to maximizing power to the ground, the thought, or rather should I say the sound, of hearing my 1.6L whine to 8000rpm and sit there for a whole race, just doesn't excite me. It would be. . . unnatural.

 

hey guys, check this out... im sure some of u have read it in technobabble in SC


At light throttle, the throttle butterfly partially or even nearly closes. The pistons are still running, taking air from the partially closed intake manifold. The intake manifold between the throttle and the combustion chamber has a partial vacuum, resisting the sucking and pumping action of the pistons, wasting energy. Automotive engineers refer to this phenomenon as "pumping loss". The slower the engine runs, the more the throttle butterfly closes, and the more energy is lost.....


remove the butterfly and greatly increase efficiency

http://www.bmwworld.com/technology/valvetronic.htm

open the valve until u get as much air as u need, then close it.

this is a good idea, but the removal of the valvespring from the top end of the engine should help alot with efficiency and pumping losses.