I really haven't put much into the camless rumors until I began researching the subject. Check out the below.

STURMAN INDUSTRIES AND AVL DEMONSTRATE CAMLESS ENGINE BENEFITS
Sturman Digital Valve Technology shows a 21% fuel economy improvement, improved low-end torque, and reduced emissions.
Woodland Park, Colorado - Through a joint effort between Sturman Industries Inc. and AVL Powertrain Engineering Inc., significant benefits have been demonstrated using Sturman Industries' camless engine and AVLs' combustion technologies. Using an experimental engine based on one cylinder of a high volume 4.6-liter gasoline engine, the following results were attained:

1. Fuel economy - A 21% improvement in fuel economy (NEDC(Hot)) (16% improvement FTP-75) achieved by combining throttle less operation and skip-firing strategies.
2. Improved low-end torque
3. Emissions improvement - A 20-92% reduction in NOx and reduced hydrocarbons.

" These results are significant in that they are targeted at an SUV application and technically they demonstrate that combustion doesn't affect lift stability with our variable lift and variable duration system. This is also enabling technology for HCCI combustion." said Dan Nehmer, project head for Sturman.

You may never heard of Sturman Industries before, but we can guarantee you will. Sturman is at the forefront of camless engine research. Sturman's hydro-electric valve control mechanisms developed from their work on diesel trucks, and actually began with the invention of a better fuel injector.

The injector was based on the electric solenoid not controlling the fuel directly, but instead the solenoid allows pressurized oil flow into a syringe-like housing that both pressurizes and sprays the fuel into the intake port. Using this same theory, Sturman has adapted the hydraulically-controlled, electronically-activated valve system to control both intake and exhaust valve actions. Their prototypical diesel setup racked up 10,000 road miles to prove its durability. A similar setup on a gasoline-fueled four-banger showed functional reliability to 10,000 rpm.

visit http://www.sturmanindustries .com
:cool:


[Modified by I Bin Therbefor, 7:06 PM 9/21/2003]

 

Thanks--great stuff.

 

I think the possibilities are huge w/ a camless motor. Brought it on ! :yesnod:

 

I'm for improvements. It's hard to believe that after a hundred years the car still appears the same basically. (Does our attire for instance?).
Who knows why the rotary engine is not embraced by more people. The idea of stopping pistons and parts, reversing their direction etc 6,000 times per minute, seems so wrong. New ideas are fun to hear about.

 

Their website is down... but I love the almost infinite possibilities of a camless engine! There are HUGE possibilities! Program your own lift, duration, overlap, etc. with a programmer. No cams, no lifters, no rocker arms... not valvetrain losses! :cool:

EDIT: Here's a page with some more information on the subject:

http://www.bopengineering.com/articles_hotrod_02.htm


[Modified by GDP, 12:17 PM 9/21/2003]

 

Probably just down for maintenance. Keep trying. They have an excellent explaination and a very nice automation that shows the whole thing in action. :cool:
http://www.sturmanindustries.com/htm...eactuation.htm


[Modified by I Bin Therbefor, 2:47 AM 9/22/2003]

 

http://www.sturmanindustries.com/
Try that link

 

:iagree: AMEN

 

I Bin, have you ever come across an engine design know with spherical valves that is camless ?

 

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




[Modified by I Bin Therbefor, 11:35 PM 9/23/2003]

 

Keep in mine 1 RPM = 2 strokes so thats really what 12,000 times a piston changes direction per minute. :)

 

One problem I see immediately is the longevity of the electrical valve module. What happens if you have an electrical gremlin? Blown fuse? Can we say really bad knock? :eek:

Electrical motors can only go for so long before they die. One may die while in operation, and when it does, it might leave the valve OPEN while the engine is running! :eek: :eek: :eek: :smash: :smash: :smash:

At least with rockers and springs, until physics change, the only problem would be mechanical due to stress or use, but we all know that a valve wouldn't normally just stick open like it could with an electrical valve opening module.


[Modified by GDP, 7:18 PM 9/23/2003]

 

About the same thing that happens when the drive belt for the cam shaft breaks. It all depends on your engine design. Had a Toyota sedan once that broke a drive belt aand essentially nothing happened except that I couldn't drive the car any more until I replaced the belt. Turns out that in that engine the valves cleared the top of the pistons even when the piston was at the top of it's travel and the valves as open as could be. No touch, no damage. Although, a single valve failure might be more interesting!

In this design, hydraulic pressure opens and closes the valve with a spring to dampen the seating of the valve.

By the way, this outfit has 20 or more patents on this sort of thing, some of which cover solenoid valves. :cool:


[Modified by I Bin Therbefor, 1:39 AM 9/24/2003]


[Modified by I Bin Therbefor, 1:41 AM 9/24/2003]

 

I wonder what the "max" lift will be. There will have to be some sort of positive stop that prevents a valve from just flying into the cylinder right? :) I wonder how high they'll be able to open.

 

I magine a turbo charged camless engine... You could get rid of a ton of lag... :thumbs: