Rotary valve heads 302 spins up to 14,700rpm
03-25-2007, 08:40 PM
#1
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Join Date: Feb 2005
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Posts: 13,396
Rotary valve heads 302 spins up to 14,700rpm
http://www.coatesengine.com/look_mom_no_camshaft.html
and if you don't feel like clicking the link heres the article
Before the benefits of the Coates Spherical Rotary Valve (CSRV) can be established, the deficiencies of the poppet valve need to be represented. By nature of its design, the necessary use of a camshaft to open and close a poppet valve requires that the clearance between the cam, tappet, and valve must be taken up slowly, and the valve lifted slowly at first, to avoid unacceptable levels of noise and wear. Additionally, the valve can not be closed abruptly or it will bounce on its seat. Another concern is the shrouding of the poppet valve at low lifts and the undesirable effect it imparts to the port's flow capabilities. Valve of this design, even with aggressive cam profiles, spend more time traversing their lift ranges than dwelling at full lift. Herein lies the importance of examining low-lift flow numbers for a cylinder head. The slow response time when measured in degrees of the crankshaft's arc of rotation creates pumping losses, since the intake valve is not open far enough to take full advantage of the low pressure created in the bore as the piston sweeps downward toward bottom dead center. To compensate for this, it is customary to open the intake valve prior to the piston reaching TDC and the beginning of the intake stroke. Exhaust port concerns are aided by the high pressure in relation to the exhaust manifold during blow down, share the same obstacles, and require early opening and late closing along with a period of overlap, when both valves are open. During this time, it is critical to have a defined amount of overlap to exhaust the bore while not overscavening and pulling any fresh charge out of the tailpipe. If there were a means of exposing the intake and exhaust ports quicker to full flow, the efficiency of the engine would be increased. The poppet valve is a greater liability to the engine beyond its flow limitations. The energy that is used to expand against the piston and turn the crankshaft is wasted during overlap and the prerequisite time that is required to open the valves prematurely and delay their closing. With the CSRV, this energy loss is eliminated. If opening the poppet valve is a problem, closing it is an even greater concern. Keeping the lifter in contact with the camshaft lobe mandates the use of valvesprings to close the valve and ensure the lifter stays on the lobe, especially when it rides over the nose of the cam and lifter changes direction. This is known as the inflection point. The pressure requires energy to overcome and is identified as a frictional loss to the engine. The power consumed internally by the engine accounts for frictional losses, and the poppet valvetrain is a major offender. Additional internal friction is created by the water and oil pumps along with the crankshaft traveling through the oil pan. Friction is usually established by a motoring dyno test, where the engine is run by a large electric motor without any combustion, measuring the power required to turn it. In a test performed by Coates Engineering, an early Ford Escort engine consumed over 20 lb.-ft of torque just to operate its valvetrain. Imagine the losses in a small-block Chevy with a solid-roller cam and high valvespring pressures! Pumping losses can be defined as the difference in the value of the work delivered to the piston during the compression and power strokes only; when subtracted from the total work delivered to the engine over the entire four strokes. The first internal combustion engine was approximately 20-percent thermally efficient, with the best designs today approaching only 24 percent. This means that 76 percent of the energy from the fuel consumed is going either out the tailpipe or into the cooling system and is being wasted. Poppet valves also dictate the design of the combustion chamber by virtue of their placement in relation to the bore. Moving only up and down means that the valve heads themselves are sources of retained heat and the stem needs to be lubricates as it slides through the guide in the head. This poses a distinct problem. The retained heat creates a propensity for detonation, limiting the compression ratio of the engine. The first and second laws of thermodynamics dictate that any increase in compression ratio will yield a disproportionate gain in fuel efficiency over power generation. Raising the compression ratio from 8:0:1 to 11:0:1 will add just over 5 percent to the engine's power but decrease fuel consumption by 20 percent, if all other factors of the engine remain constant. This is the reason the cars of the mid-'70 were so fuel thirsty, the mind set then was to lower the compression ratio to reduce oxides of nitrogen (NOx) emissions. The oil that is required to lubricate the valvetrain, even with the latest in valve seal design, allows some losses into the combustion event. When oil is introduced into combustion, the likelihood for detonation is increased. NOx is always present in all forms of combustion and requires pressure, heat, and exposure time to be produced. When the engine detonates, or the leading edge flame front temperatures reach 2,500 degrees F or greater, NOx production goes sky high. The poppet valve's retained head and necessary lubrication contributes to this and requires other areas of engine design to be compromised. What is often overlooked is the heat transfer from the poppet valve to the intake port and the heating of the incoming charge. A law of physics states the for every 10 degrees F the air-charge temperature is raised, a corresponding drop in engine power of one percent is experienced. Inefficient exhaust ports designed for poppet valves transfer exhaust heat into the water jacket of the cylinder head, lowering engine efficiency and reducing the effectiveness of blow down. In summation, the poppet valve has been the bane of the internal combustion engine, but the lack of a suitable replacement meant that it was deemed a necessary evil to be worked around. The Coates Advantage Not limited to working within the confines of a poppet valve, the CSRV design required a complete rethinking of the cylinder head and port designs. Coming from a long line of inventors, George Coates' years of experience as an engineer for Rolls Royce, General Motors, Ford, and Mercedes-Benz afforded him the skills to develop this new valve system. A conceptual mock-up of this design was first handmade by Coates in 1961 and was attached to a European Ford four-cylinder engine. It took nearly fifteen more years for the first running prototype to power a vehicle, and another five years to fully develop the sealing mechanism. When PHR arrived at the New Jersey based engineering and manufacturing facility, the ease of adaptability of the CSRV system was quite apparent, with myriad of engines up and running with this technology. We witnessed four-cylinder helicopter engines, Harley-Davidson, Ford, Mercedes Benz along with a number of industrial engines, all functional. The elimination of the camshaft and its companion valvetrain components not only drastically reduce the manufacturing costs, but would allow for an application-specific engine block to be designed, eliminating the space required to house the camshaft. This would allow for less total engine height and lower hood lines for better visibility and aerodynamics. This system is very simple, consisting of the Coates' cylinder head and intake and exhaust spherical rotary valves for each bore. The valves are attached to a machined shaft that is supported on each end by a sealed roller bearing and utilize patented Coates' ceramic graphite bearings as center supports. The use of this material in conjunction with the end roller bearings allows for the elimination of any o
and if you don't feel like clicking the link heres the article
Before the benefits of the Coates Spherical Rotary Valve (CSRV) can be established, the deficiencies of the poppet valve need to be represented. By nature of its design, the necessary use of a camshaft to open and close a poppet valve requires that the clearance between the cam, tappet, and valve must be taken up slowly, and the valve lifted slowly at first, to avoid unacceptable levels of noise and wear. Additionally, the valve can not be closed abruptly or it will bounce on its seat. Another concern is the shrouding of the poppet valve at low lifts and the undesirable effect it imparts to the port's flow capabilities. Valve of this design, even with aggressive cam profiles, spend more time traversing their lift ranges than dwelling at full lift. Herein lies the importance of examining low-lift flow numbers for a cylinder head. The slow response time when measured in degrees of the crankshaft's arc of rotation creates pumping losses, since the intake valve is not open far enough to take full advantage of the low pressure created in the bore as the piston sweeps downward toward bottom dead center. To compensate for this, it is customary to open the intake valve prior to the piston reaching TDC and the beginning of the intake stroke. Exhaust port concerns are aided by the high pressure in relation to the exhaust manifold during blow down, share the same obstacles, and require early opening and late closing along with a period of overlap, when both valves are open. During this time, it is critical to have a defined amount of overlap to exhaust the bore while not overscavening and pulling any fresh charge out of the tailpipe. If there were a means of exposing the intake and exhaust ports quicker to full flow, the efficiency of the engine would be increased. The poppet valve is a greater liability to the engine beyond its flow limitations. The energy that is used to expand against the piston and turn the crankshaft is wasted during overlap and the prerequisite time that is required to open the valves prematurely and delay their closing. With the CSRV, this energy loss is eliminated. If opening the poppet valve is a problem, closing it is an even greater concern. Keeping the lifter in contact with the camshaft lobe mandates the use of valvesprings to close the valve and ensure the lifter stays on the lobe, especially when it rides over the nose of the cam and lifter changes direction. This is known as the inflection point. The pressure requires energy to overcome and is identified as a frictional loss to the engine. The power consumed internally by the engine accounts for frictional losses, and the poppet valvetrain is a major offender. Additional internal friction is created by the water and oil pumps along with the crankshaft traveling through the oil pan. Friction is usually established by a motoring dyno test, where the engine is run by a large electric motor without any combustion, measuring the power required to turn it. In a test performed by Coates Engineering, an early Ford Escort engine consumed over 20 lb.-ft of torque just to operate its valvetrain. Imagine the losses in a small-block Chevy with a solid-roller cam and high valvespring pressures! Pumping losses can be defined as the difference in the value of the work delivered to the piston during the compression and power strokes only; when subtracted from the total work delivered to the engine over the entire four strokes. The first internal combustion engine was approximately 20-percent thermally efficient, with the best designs today approaching only 24 percent. This means that 76 percent of the energy from the fuel consumed is going either out the tailpipe or into the cooling system and is being wasted. Poppet valves also dictate the design of the combustion chamber by virtue of their placement in relation to the bore. Moving only up and down means that the valve heads themselves are sources of retained heat and the stem needs to be lubricates as it slides through the guide in the head. This poses a distinct problem. The retained heat creates a propensity for detonation, limiting the compression ratio of the engine. The first and second laws of thermodynamics dictate that any increase in compression ratio will yield a disproportionate gain in fuel efficiency over power generation. Raising the compression ratio from 8:0:1 to 11:0:1 will add just over 5 percent to the engine's power but decrease fuel consumption by 20 percent, if all other factors of the engine remain constant. This is the reason the cars of the mid-'70 were so fuel thirsty, the mind set then was to lower the compression ratio to reduce oxides of nitrogen (NOx) emissions. The oil that is required to lubricate the valvetrain, even with the latest in valve seal design, allows some losses into the combustion event. When oil is introduced into combustion, the likelihood for detonation is increased. NOx is always present in all forms of combustion and requires pressure, heat, and exposure time to be produced. When the engine detonates, or the leading edge flame front temperatures reach 2,500 degrees F or greater, NOx production goes sky high. The poppet valve's retained head and necessary lubrication contributes to this and requires other areas of engine design to be compromised. What is often overlooked is the heat transfer from the poppet valve to the intake port and the heating of the incoming charge. A law of physics states the for every 10 degrees F the air-charge temperature is raised, a corresponding drop in engine power of one percent is experienced. Inefficient exhaust ports designed for poppet valves transfer exhaust heat into the water jacket of the cylinder head, lowering engine efficiency and reducing the effectiveness of blow down. In summation, the poppet valve has been the bane of the internal combustion engine, but the lack of a suitable replacement meant that it was deemed a necessary evil to be worked around. The Coates Advantage Not limited to working within the confines of a poppet valve, the CSRV design required a complete rethinking of the cylinder head and port designs. Coming from a long line of inventors, George Coates' years of experience as an engineer for Rolls Royce, General Motors, Ford, and Mercedes-Benz afforded him the skills to develop this new valve system. A conceptual mock-up of this design was first handmade by Coates in 1961 and was attached to a European Ford four-cylinder engine. It took nearly fifteen more years for the first running prototype to power a vehicle, and another five years to fully develop the sealing mechanism. When PHR arrived at the New Jersey based engineering and manufacturing facility, the ease of adaptability of the CSRV system was quite apparent, with myriad of engines up and running with this technology. We witnessed four-cylinder helicopter engines, Harley-Davidson, Ford, Mercedes Benz along with a number of industrial engines, all functional. The elimination of the camshaft and its companion valvetrain components not only drastically reduce the manufacturing costs, but would allow for an application-specific engine block to be designed, eliminating the space required to house the camshaft. This would allow for less total engine height and lower hood lines for better visibility and aerodynamics. This system is very simple, consisting of the Coates' cylinder head and intake and exhaust spherical rotary valves for each bore. The valves are attached to a machined shaft that is supported on each end by a sealed roller bearing and utilize patented Coates' ceramic graphite bearings as center supports. The use of this material in conjunction with the end roller bearings allows for the elimination of any o
03-25-2007, 08:51 PM
#3
6th Gear Member
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Join Date: Feb 2005
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Posts: 13,396
RE: Rotary valve heads 302 spins up to 14,700rpm
03-25-2007, 09:22 PM
#4
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Join Date: Jul 2006
Location: San Diego, CA
Posts: 6,882
RE: Rotary valve heads 302 spins up to 14,700rpm
The pricing starts at $ 15,000, and by the time you read this, retrofit kits should be available for the popular Ford and Chevy V-8. So far, Detroit has shown the least interest in further developing the CSRV technology, and disappointingly, Coates feels that the first engines to use this will most likely be from foreign companies.
04-11-2007, 12:26 AM
#7
Join Date: Apr 2007
Posts: 2
RE: Rotary valve heads 302 spins up to 14,700rpm
Yeah, sealing the combustion chamber was the hardest part of the design. Other than that its just a ball valve. They had to use an oil free ceramic disc to seal it during compression. The compression force is used to press that disc onto the vavle.
As cool as it is for cars, its going to revolutionize utility companies as well. A lot of our electricity comes from natural gas engines. Coates International Ltd. is focusing primarily on selling more of their large generators to ulility companies with the sales pitch of 3 times the energy for the same amount of natural gas.
You can offset the price of your new coates heads by investing inCoates ltd.Nasdaq OTC symbol:COTE. They just went public in march at $4.25 per share, but because a mustang forum is the only place talking about it just yet, it fell to $0.48 cents per share by April 07. Talk about a discount!
As cool as it is for cars, its going to revolutionize utility companies as well. A lot of our electricity comes from natural gas engines. Coates International Ltd. is focusing primarily on selling more of their large generators to ulility companies with the sales pitch of 3 times the energy for the same amount of natural gas.
You can offset the price of your new coates heads by investing inCoates ltd.Nasdaq OTC symbol:COTE. They just went public in march at $4.25 per share, but because a mustang forum is the only place talking about it just yet, it fell to $0.48 cents per share by April 07. Talk about a discount!
04-11-2007, 12:28 AM
#8
5th Gear Member
Join Date: Jul 2006
Location: Alton, New Hampshire
Posts: 2,518
RE: Rotary valve heads 302 spins up to 14,700rpm
ORIGINAL: somedirtyhippie
Yeah, sealing the combustion chamber was the hardest part of the design. Other than that its just a ball valve. They had to use an oil free ceramic disc to seal it during compression. The compression force is used to press that disc onto the vavle.
As cool as it is for cars, its going to revolutionize utility companies as well. A lot of our electricity comes from natural gas engines. Coates International Ltd. is focusing primarily on selling more of their large generators to ulility companies with the sales pitch of 3 times the energy for the same amount of natural gas.
You can offset the price of your new coates heads by investing inCoates ltd.Nasdaq OTC symbol:COTE. They just went public in march at $4.25 per share, but because a mustang forum is the only place talking about it just yet, it fell to $0.48 cents per share by April 07. Talk about a discount!
Yeah, sealing the combustion chamber was the hardest part of the design. Other than that its just a ball valve. They had to use an oil free ceramic disc to seal it during compression. The compression force is used to press that disc onto the vavle.
As cool as it is for cars, its going to revolutionize utility companies as well. A lot of our electricity comes from natural gas engines. Coates International Ltd. is focusing primarily on selling more of their large generators to ulility companies with the sales pitch of 3 times the energy for the same amount of natural gas.
You can offset the price of your new coates heads by investing inCoates ltd.Nasdaq OTC symbol:COTE. They just went public in march at $4.25 per share, but because a mustang forum is the only place talking about it just yet, it fell to $0.48 cents per share by April 07. Talk about a discount!
04-12-2007, 08:10 PM
#9
Join Date: Apr 2007
Posts: 2
RE: Rotary valve heads 302 spins up to 14,700rpm
Kinda,I've got3500 shares of the company that I got for .40 cents each! Ha Ha. suckers, I beat you all to it! And I'm gonna keep buying every share I can afford untill it hits 10 bucks. I've told everyone I know or has ever been inmy cababout this company so don't feel special. And I've seen a hundred pump and dump scemes involving penny stock, so I don't blame you for being a sceptic.... But. this could be a huge companyin a few yearswortha **** tonper share ($80-100 hopefully). First Solar,a popular solar pannel company,is at $62per share, so why not?
I grew up just down the road from Vail, and I got to see what an industry wide revolution looks like. In '92 I was riding up the centennial lift with a buddy of mine in Beaver Creek and we both noticedthe guy on the lift infront of ushad skis that were huge at the tips and tails but skinny at the bindings. We had neverseen anything other than straight skis before so wefollowed him off the lift and watched him carve like a snowboarder all the way down the hill. It was the ****! In '91 you could only by straights, in '92 it was all straights and one company making shaped skiis.By '93 no ski company made straight skiis ever again. Thats how quick it happens, sosay what you want but I'm investing in Coates and staying there untill the day after they get bought by a huge *** company.
And untill it gets on CNN or MSNBC or Jim Cramers play of the week, I'm a one man ad for Coates... Mostly so I can say "See, I told you so."
Any questions about the valves?
I grew up just down the road from Vail, and I got to see what an industry wide revolution looks like. In '92 I was riding up the centennial lift with a buddy of mine in Beaver Creek and we both noticedthe guy on the lift infront of ushad skis that were huge at the tips and tails but skinny at the bindings. We had neverseen anything other than straight skis before so wefollowed him off the lift and watched him carve like a snowboarder all the way down the hill. It was the ****! In '91 you could only by straights, in '92 it was all straights and one company making shaped skiis.By '93 no ski company made straight skiis ever again. Thats how quick it happens, sosay what you want but I'm investing in Coates and staying there untill the day after they get bought by a huge *** company.
And untill it gets on CNN or MSNBC or Jim Cramers play of the week, I'm a one man ad for Coates... Mostly so I can say "See, I told you so."
Any questions about the valves?
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