Csrv
v10_viper
03-25-2003, 11:10 AM
I found this at another site, have any of you seen it yet?
Current Cylinder Head Technology
For years, engineers have been working to increase the airflow volume and efficiency of cylinder heads to produce the most powerful and fuel efficient engines possible while reducing emissions. Regardless of whether an engine has two-valve, four-valve, or even five-valve cylinder heads, the poppet valve has been generally regarded as a necessary evil. The tulip-shaped device has been used in one form or another since the dawn of the four-stroke internal combustion engine. Unfortunately, inherent in the design of the poppet valve are a number of limitations. First, poppet valves require a large number of mechanical components known as the valvetrain to operate. These components include camshafts, lifters, pushrods, rocker arms, valve springs, and seals. The valvetrain also generates heat, noise, and limits the overall speed at which the engine can operate. Lastly, the total volume of air and fuel that can be forced into the combustion chamber is limited by the size, shape, and location of the valves.
...the Coates Spherical Rotary Valve (CSRV) system is here to change all that.
A Long Time Coming
The original prototype of the spherical rotating valve system was created in 1961 by George Coates. It took almost 15 years for the first running version to power a vehicle and an additional 5 years to get the system to seal. Now, over fourty years later, the now-patented system is finally ready to be fully utilized.
Coates Spherical Rotary Valves
CSRV is relatively simple and has consists of seperate set of sherical rotary valves for the intake and exhaust ports of each cylinder. The spheres are mounted to a shaft that runs in parallel with the crankshaft. Each shaft has ceramic graphite bearings as supports and is driven by a series of gears to the crankshaft. The shafts counter rotate at one half the speed of the crankshaft, similar to the speed of a camshaft. As the shaft turns, the appropriate sphere will expose the intake port allowing the cylinder to fill. As the piston reaches the bottom of its travel, the shere will have rotated far enough to seal the combustion chamber. After the power stroke, the exhaust sphere will reach the open position and expose the exhaust port, allowing the exhaust gases to exit the cylinder.
Horsepower, Torque, and more...
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.
Feasibility of Spherical Rotary Valves
If the power potential of CSRV wasn't enough, auto makers should be happy to learn the system is also cheap. There are substancially less components in a typical CSRV system than in a standard poppet valve cylinder head, and most, if not all, of those components can be stamped or cast. After production of the components, there is less work involved in assembling the cylinder heads. This could result in a significant cost savings to auto makers. Coates manufacturing facility has a number of test engines designed to show that the system can be easily adapted any engine, from harley davidson motorcycles to industrial engines. Whether CSRV makes its way to the engine compartments of new vehicles has yet to be seen, but its awesome potential makes us hope. Cross your fingers!
http://www.carcentral.net/content/articles/thumbnails/Reinventing_The_Combustion_Engine_engine.jpg
http://www.carcentral.net/content/articles/thumbnails/Reinventing_The_Combustion_Engine_csrv.jpg
Current Cylinder Head Technology
For years, engineers have been working to increase the airflow volume and efficiency of cylinder heads to produce the most powerful and fuel efficient engines possible while reducing emissions. Regardless of whether an engine has two-valve, four-valve, or even five-valve cylinder heads, the poppet valve has been generally regarded as a necessary evil. The tulip-shaped device has been used in one form or another since the dawn of the four-stroke internal combustion engine. Unfortunately, inherent in the design of the poppet valve are a number of limitations. First, poppet valves require a large number of mechanical components known as the valvetrain to operate. These components include camshafts, lifters, pushrods, rocker arms, valve springs, and seals. The valvetrain also generates heat, noise, and limits the overall speed at which the engine can operate. Lastly, the total volume of air and fuel that can be forced into the combustion chamber is limited by the size, shape, and location of the valves.
...the Coates Spherical Rotary Valve (CSRV) system is here to change all that.
A Long Time Coming
The original prototype of the spherical rotating valve system was created in 1961 by George Coates. It took almost 15 years for the first running version to power a vehicle and an additional 5 years to get the system to seal. Now, over fourty years later, the now-patented system is finally ready to be fully utilized.
Coates Spherical Rotary Valves
CSRV is relatively simple and has consists of seperate set of sherical rotary valves for the intake and exhaust ports of each cylinder. The spheres are mounted to a shaft that runs in parallel with the crankshaft. Each shaft has ceramic graphite bearings as supports and is driven by a series of gears to the crankshaft. The shafts counter rotate at one half the speed of the crankshaft, similar to the speed of a camshaft. As the shaft turns, the appropriate sphere will expose the intake port allowing the cylinder to fill. As the piston reaches the bottom of its travel, the shere will have rotated far enough to seal the combustion chamber. After the power stroke, the exhaust sphere will reach the open position and expose the exhaust port, allowing the exhaust gases to exit the cylinder.
Horsepower, Torque, and more...
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.
Feasibility of Spherical Rotary Valves
If the power potential of CSRV wasn't enough, auto makers should be happy to learn the system is also cheap. There are substancially less components in a typical CSRV system than in a standard poppet valve cylinder head, and most, if not all, of those components can be stamped or cast. After production of the components, there is less work involved in assembling the cylinder heads. This could result in a significant cost savings to auto makers. Coates manufacturing facility has a number of test engines designed to show that the system can be easily adapted any engine, from harley davidson motorcycles to industrial engines. Whether CSRV makes its way to the engine compartments of new vehicles has yet to be seen, but its awesome potential makes us hope. Cross your fingers!
http://www.carcentral.net/content/articles/thumbnails/Reinventing_The_Combustion_Engine_engine.jpg
http://www.carcentral.net/content/articles/thumbnails/Reinventing_The_Combustion_Engine_csrv.jpg
Neutrino
03-25-2003, 06:21 PM
holly crap that is insane:eek: Gains like that were only acheavable only trough forced induction. Thta is almost twice the power.
rsxer45
03-25-2003, 07:13 PM
I heard somewhere that when a CSRV kit was put on a stock 351 mustang engine, it was able to put out 982 hp. Anyone else hear this, because this is unbelievable. Wow.
911GT2
03-25-2003, 07:36 PM
Coates Rotary valves have been around for a while and they're deemed unprofitable.
And don't listen to some of the crap you hear off the net, alot of it is just that - pure, unadulterated crap.
And don't listen to some of the crap you hear off the net, alot of it is just that - pure, unadulterated crap.
FYRHWK1
03-25-2003, 09:04 PM
if they could solve the sealing issues they would work, but of course the sealing issues are part of the "valves" design. they have the abilty to outflow poppit valve heads by a large margin, and the lack of topend oiling is a great idea. Plus i've wondered about something, since theres no springs to worry about all that would need to be done is have them be rotated, this could be accomplished with a pair (or 2) of electric motors, thats as infinite valve timing as you can get, even equal to solenoid essentially.
Eventually these will come around i'm sure, if the IC engine sticks around much longer after solenoid valve control comes around someone will push these, however he seems wholly uninterested in making these available to aftermarket enthusiasts, he can't expect to break into the large companies when poppit valves are so much cheaper and easier to design for, however a more radical would be willing to, maybe when he's forced to do that we'll see what they can do.
Eventually these will come around i'm sure, if the IC engine sticks around much longer after solenoid valve control comes around someone will push these, however he seems wholly uninterested in making these available to aftermarket enthusiasts, he can't expect to break into the large companies when poppit valves are so much cheaper and easier to design for, however a more radical would be willing to, maybe when he's forced to do that we'll see what they can do.
GTStang
03-25-2003, 09:06 PM
I don't know anything bout this but it's either a lot of BS or so expensive it's pointless.
911GT2
03-27-2003, 02:34 PM
Exactly FYHRWK.
To maintain a good seal, there would have to be a crazy amount of friction or oil that magically never burns away.
But I disagree on the solenoid part. IMO, they're the best available pathway, you get perfectly variable timing for all situations. I've always wondered if the mag fields would cause havoc with interior audiovisual equipment as well as other wires under the hood.
To maintain a good seal, there would have to be a crazy amount of friction or oil that magically never burns away.
But I disagree on the solenoid part. IMO, they're the best available pathway, you get perfectly variable timing for all situations. I've always wondered if the mag fields would cause havoc with interior audiovisual equipment as well as other wires under the hood.
FYRHWK1
03-27-2003, 11:10 PM
Originally posted by 911GT2
Exactly FYHRWK.
To maintain a good seal, there would have to be a crazy amount of friction or oil that magically never burns away.
But I disagree on the solenoid part. IMO, they're the best available pathway, you get perfectly variable timing for all situations. I've always wondered if the mag fields would cause havoc with interior audiovisual equipment as well as other wires under the hood.
I'm sure thats a concern, but right now the one i know of as being the leader isnt even from GM or BMW, uses hydraulic pressure & a piezoelectric stack (a minor in electrical eng. and i've never heard of it before either) to open the valve, no magnetics that i know of.
But as to solenoids, well they all have to operate the same in terms of the exhaust on one cyl has to be the same as all the rest or you'll have differing wear on that cylinder, if you could have 4 small electric motors spin them at whatever RPM needed then you'd essentially have the same thing, and only be limited by the RPMs of the motors, but thats a pipe dream since this stuff doesnt even work yet.
Exactly FYHRWK.
To maintain a good seal, there would have to be a crazy amount of friction or oil that magically never burns away.
But I disagree on the solenoid part. IMO, they're the best available pathway, you get perfectly variable timing for all situations. I've always wondered if the mag fields would cause havoc with interior audiovisual equipment as well as other wires under the hood.
I'm sure thats a concern, but right now the one i know of as being the leader isnt even from GM or BMW, uses hydraulic pressure & a piezoelectric stack (a minor in electrical eng. and i've never heard of it before either) to open the valve, no magnetics that i know of.
But as to solenoids, well they all have to operate the same in terms of the exhaust on one cyl has to be the same as all the rest or you'll have differing wear on that cylinder, if you could have 4 small electric motors spin them at whatever RPM needed then you'd essentially have the same thing, and only be limited by the RPMs of the motors, but thats a pipe dream since this stuff doesnt even work yet.
911GT2
03-29-2003, 08:41 PM
That's where you're wrong. This stuff works quite well, it's just too expensive to be feasible. Give it a couple years.
Otherwise I agree. And I'd have to say a piezoelectric stack is a group of piezoelectric crystals (in case you didn't know, those that emit EMF when struck) connected in series. So it sounds like some type of valvetrain is necessary for this idea, it a little less complex.
Otherwise I agree. And I'd have to say a piezoelectric stack is a group of piezoelectric crystals (in case you didn't know, those that emit EMF when struck) connected in series. So it sounds like some type of valvetrain is necessary for this idea, it a little less complex.
FYRHWK1
03-31-2003, 01:17 AM
yeah, there's leverage involved, the PZE stack i believe only expands at a few nanometers, maybe mre but it isn't much, it's movement of the valve has to be increased, i'm not even sure how the hydraulics work but i'm looking for the article, it was a pretty interesting setup. But as to the pipe dream comment, i means hooking electric motors up to the rotary valve shafts, i know solenoids are doing very well as of now, hopefully they're unveiled soon, before hydrogen cars get too popular with the tree huggers.
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