Don Terrill’s Speed-Talk

Desmo info Intersesting site note movies http://members.chello.nl/~wgj.jansen/ Re my earlier comment about friction. Friction and net energy required to operate are two different subjects. Also friction at low speed and friction at high speed are two different matters. I will eventually find the doc...

The downfalls of the fully desmodromic valve train are excess friction and complexity(cost) There is absolutely nothing of any value obtainable from a desmodromic valve train except the highly desireable attribute of eliminating valve float. This feature is only needed at the point of max valve open...

http://home.mchsi.com/~cleverlever99/index.html

There is no honor or integrity in the modern world. Even with a patent you have nothing but a license to sue and who can afford that?

JBrady wrote:Since there are no performance benefits to a "lopey" idle the desired sound would be best produced with a synthesizer and a speaker.

Great idea but how are you going to make the engine breathe at high speed without big valve events?

High compression contributes to detonation and all other combustion abnormalities.

What would be desireable is to slow down the burn rate at heavy loads and increase the burn rate at light loads.

Any one interested in this subject might be interested in reading patent 4,961,406

We all like the sound of a lumpy idle but want low speed torque and good fuel economy. Ain't going to happen with out variable size valve events. Wouldn't it be neat to modify the control of something like VTEC where you could have the big duration lumpy cam idle and instantly bring in the low speed...

The Crower Mileage System camshaft is a pretty good illustration of what racing engines are doing.

Low VE at low rpm with a VE that steadily increases until the red line.

The trick is doing it with a progressive linear VE "SLANT" without some sort of variability in the induction system.

How can you have a thread about valve timing and fuel economy without acknowledging the Atkinson Cycle? Its really not about valve timing its about factors associated with valve timing that impact detonation and therefore determine the maximum static compression ratio that can be utilized on the low...

The Crower engine you are refering to was featured on the cover of the December 1970 issue of Hot Rod. It was not trully reverse flow. It was a sbc with intake and exhaust ports on the same side of the head. If you want to see the most beautiful reverse flow flathead of all time visit Ol Skool Rodz ...

Heres a couple sites with interesting information on unconventional valve timing scenarios.

http://forum.olskoolrodz.com/showthread.php?t=20521

http://cleverlever99.blogspot.com

http://modifiedatkinsoncycleengine.blogspot.com/

It is hard for me to imagine balancing camshafts however I will throw in a couple points just to stimulate further conversation. If you have a 2.3 Ford do you balance the camshaft wet or dry? Aren't there some industrial engines made where counterweighting has been incorporated in the camshaft? Talk...

I did some work in the 1980's with Tom Asmus who wrote the forementioned Sae Paper. Did contract protype building of variable valve event engines for Ford and GM also. Its not to hard to understand why Detroit is in such trouble after working with these guys. First point is you can't just look at va...

I am not a racer however I have spent several decades and more money than you can imagine working on Atkinson Engines with variable valve events. I have some information regarding the influence of intake valve closing upon detonation that may be of interest to you. http://modifiedatkinsoncycleengine...

out side the box distributor mounted on timing chain cover

http://cleverlever99.blogspot.com

Who cares whats left in the cylinder if you can use variable valve timing to run it through a second time at light load?