solenoid valve timing
solenoid valve timing I've looked at several web sites that talk about expirimental engines with
silinoids operating the valves. I'm gessing the computer can change
the "cam" specs(valve events) as the motor is runing. The problem seems
to be that the silinoids go out after about 1000 hours. What if you would
use a butterfly valve for intake and exaust rather than a push/pull valve.
My thought is that you could get mutch better flow because there wouldn't
be a head on the valve. Also I'm wandering if you would have less weight moving around because the valve would simply flip rather than move back and forth.
silinoids operating the valves. I'm gessing the computer can change
the "cam" specs(valve events) as the motor is runing. The problem seems
to be that the silinoids go out after about 1000 hours. What if you would
use a butterfly valve for intake and exaust rather than a push/pull valve.
My thought is that you could get mutch better flow because there wouldn't
be a head on the valve. Also I'm wandering if you would have less weight moving around because the valve would simply flip rather than move back and forth.
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From: K-W, Ontario
It would be easier to control a butterfly style valve, however, it would be
a large task to maintain a closed position under combustion pressures (~ 1000 PSI).
Having a positive seal would also be a trick with a butterfly style valve. I would
imagine all sorts of blow-by into the ports.
There have been several concepts of rotary valves and electic valve trains,
but none have been promising in a large scale production vehicle.
a large task to maintain a closed position under combustion pressures (~ 1000 PSI).
Having a positive seal would also be a trick with a butterfly style valve. I would
imagine all sorts of blow-by into the ports.
There have been several concepts of rotary valves and electic valve trains,
but none have been promising in a large scale production vehicle.
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lotus are loooking into electro-hydrolic valve train. it gives all the advantages of the one you mentioned but will run for longer 
i think it takes something like 5kw (about 6.67bhp) to run the solinoids on a 4 cyclinder engine!!!
thanks Chris.
i think it takes something like 5kw (about 6.67bhp) to run the solinoids on a 4 cyclinder engine!!!
thanks Chris.
Originally Posted by chuntington101
lotus are loooking into electro-hydrolic valve train. it gives all the advantages of the one you mentioned but will run for longer
i think it takes something like 5kw (about 6.67bhp) to run the solinoids on a 4 cyclinder engine!!!
thanks Chris.
i think it takes something like 5kw (about 6.67bhp) to run the solinoids on a 4 cyclinder engine!!!
thanks Chris.
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From: K-W, Ontario
I read a post about Spintron users testing V8 camshafts at high RPM (I think
8000 RPM?).
If I recall correctly, the power to turn the camshaft with xxx lbs of spring pressure
was 22.5 HP.
I think it was OldSStroker that posted this info, I'll try a search.
8000 RPM?).
If I recall correctly, the power to turn the camshaft with xxx lbs of spring pressure
was 22.5 HP.
I think it was OldSStroker that posted this info, I'll try a search.
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From: Laguna Niguel, CA
Originally Posted by Nine Ball
fixed thread title. Solenoid 
Originally Posted by Adrenaline_Z
I read a post about Spintron users testing V8 camshafts at high RPM (I think
8000 RPM?).
If I recall correctly, the power to turn the camshaft with xxx lbs of spring pressure
was 22.5 HP.
I think it was OldSStroker that posted this info, I'll try a search.
8000 RPM?).
If I recall correctly, the power to turn the camshaft with xxx lbs of spring pressure
was 22.5 HP.
I think it was OldSStroker that posted this info, I'll try a search.
A dude that go's to our chuch has one of them hit and miss engines and it
only has a cam for the exaust valve. The intake valve is opened by the piston
vacume. I don't think it would work on high rpm situations like were talking though.
Another question is.....If variable valve timeing ONLY helps to broaden the
power band then what good would a 6 speed trans mission do. Seems to me
the ls7 could sacrafice a few gears. After all my 3800 pound 69 1/2 ton had
a 3 speed in it. I allways wanted an overdrive for the stock motor(307)
but now with the ls1 do I need the 4 speed(4l60e). I'd like to cruse at lower
rpm so I got an over drive but would a 3 speed work good if I put taller gears
in it.
only has a cam for the exaust valve. The intake valve is opened by the piston
vacume. I don't think it would work on high rpm situations like were talking though.
Another question is.....If variable valve timeing ONLY helps to broaden the
power band then what good would a 6 speed trans mission do. Seems to me
the ls7 could sacrafice a few gears. After all my 3800 pound 69 1/2 ton had
a 3 speed in it. I allways wanted an overdrive for the stock motor(307)
but now with the ls1 do I need the 4 speed(4l60e). I'd like to cruse at lower
rpm so I got an over drive but would a 3 speed work good if I put taller gears
in it.
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Originally Posted by nitsudls1
A dude that go's to our chuch has one of them hit and miss engines and it
only has a cam for the exaust valve. The intake valve is opened by the piston
vacume. I don't think it would work on high rpm situations like were talking though.
Another question is.....If variable valve timeing ONLY helps to broaden the
power band then what good would a 6 speed trans mission do. Seems to me
the ls7 could sacrafice a few gears. After all my 3800 pound 69 1/2 ton had
a 3 speed in it. I allways wanted an overdrive for the stock motor(307)
but now with the ls1 do I need the 4 speed(4l60e). I'd like to cruse at lower
rpm so I got an over drive but would a 3 speed work good if I put taller gears
in it.
only has a cam for the exaust valve. The intake valve is opened by the piston
vacume. I don't think it would work on high rpm situations like were talking though.
Another question is.....If variable valve timeing ONLY helps to broaden the
power band then what good would a 6 speed trans mission do. Seems to me
the ls7 could sacrafice a few gears. After all my 3800 pound 69 1/2 ton had
a 3 speed in it. I allways wanted an overdrive for the stock motor(307)
but now with the ls1 do I need the 4 speed(4l60e). I'd like to cruse at lower
rpm so I got an over drive but would a 3 speed work good if I put taller gears
in it.
the reason they are serching for a wider spread of power is to make the car easier to drive! it makes the engine "feel" like you have more cubic inch than you really do! also its area under the curve that makes a car quick!
i see where your coming from but i realy dont see the point (unless you are saving a **** load of monet) going that route!
thanks Chris.
So you should keep the motor as close to peek torque as you can while accelorating. I'm not shure I agree....................I've been thinking horse power is how mutch work the engine can do(regardless of rpm).And Ive been thinking torque is the ability to maintain rpm.......
My point is this.......If a drivetrain(trans/gears/tires) can hold an engine in a short power band(will just say that you shift at 6000 and the rpms drop to 4500)than it doesn't matter what kind of power it makes at 2000 rpm because the motor never hits that rpm accept on the initial take off(maybe not even then.)
so if you had infinitly variable valve timing and could get a good power band(say idle-8000 rpm) we rev up to 8000 then shift ........volah when we shift we drop back down to 6500rpm and then who cares how mutch power we can make from idle-6500 or above 8000rpms
My point is this.......If a drivetrain(trans/gears/tires) can hold an engine in a short power band(will just say that you shift at 6000 and the rpms drop to 4500)than it doesn't matter what kind of power it makes at 2000 rpm because the motor never hits that rpm accept on the initial take off(maybe not even then.)
so if you had infinitly variable valve timing and could get a good power band(say idle-8000 rpm) we rev up to 8000 then shift ........volah when we shift we drop back down to 6500rpm and then who cares how mutch power we can make from idle-6500 or above 8000rpms
I think were discussing about 20 or 30 subjects under this thread...........I do realize there is a lot of things that determin what gets a car down the track in no time........and those things might and might not be ideal for a production street car.
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Originally Posted by nitsudls1
I think were discussing about 20 or 30 subjects under this thread...........I do realize there is a lot of things that determin what gets a car down the track in no time........and those things might and might not be ideal for a production street car.
i was thinking more about production (where VVT is manly used). for a car made for the track things would be alot more like what you said!
another thing you guys might want to think aobut. most VVT systems are ditched when people start modding cars! people go for fixed cams.
thanks Chris.
Originally Posted by nitsudls1
So you should keep the motor as close to peek torque as you can while accelorating. I'm not shure I agree....................
Now for what its worth, a rolling punch will throw you back into you chair more if you punch it at torque peak as opposed to HP peak. Past that, acceleration happens quicker at HP peak.
Originally Posted by nitsudls1
I've looked at several web sites that talk about expirimental engines with
silinoids operating the valves. I'm gessing the computer can change
the "cam" specs(valve events) as the motor is runing. The problem seems
to be that the silinoids go out after about 1000 hours. What if you would
use a butterfly valve for intake and exaust rather than a push/pull valve.
My thought is that you could get mutch better flow because there wouldn't
be a head on the valve. Also I'm wandering if you would have less weight moving around because the valve would simply flip rather than move back and forth.
silinoids operating the valves. I'm gessing the computer can change
the "cam" specs(valve events) as the motor is runing. The problem seems
to be that the silinoids go out after about 1000 hours. What if you would
use a butterfly valve for intake and exaust rather than a push/pull valve.
My thought is that you could get mutch better flow because there wouldn't
be a head on the valve. Also I'm wandering if you would have less weight moving around because the valve would simply flip rather than move back and forth.
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Originally Posted by Cop Car
BMWs V10s in their M5s and M6s have no cams, they are solenoid activated valves. my guess is they last more than 1000 hours
http://www.rsportscars.com/eng/artic...gine_award.asp
It probably has double vandos. which is able to alter the valve timing and lift almost infinetly but theres still a cam.