Back in the 1990s, a man by the name of Coats, made rotary valve heads for a ford 302. the engine made 500 horsepower without a high compression ratio and not a radical cam. the horse power came from the engine not losing power from driving the valve train. a typical v8 looses 100 horse power from just the valve train, having the push the springs open and such, I was told by mr coates, that the big 5 automakers had no interest in it. the design was sold to companies who produce electricity with natural gas engines. go figure. There was an extensive write up in hot hod magazine about 1995-1997. the most difficult problem was ceramic seats for the rotary valves to run in, stay cool, and be perfectly aligned. but it worked. I tried to buy heads for the 302, they would not sell them to me.
kick ass invention guys!!! - i didn't notice until watching the second time that its a pipe and one end is connected to the carb and the other end is the exhaust. i would have never thought of that !
That layout had already been done in Sydney Australia back in the 80's. They converted the head of a Yamaha XT500. Of note was the floating "Seal Plate" in a pocket between the barrel and head- it only had to move a couple of thou' under compression to aid the exhaust sealing function against the rotary valve. This was well covered in the now defunct "REVS" magazine.
Norton motorcycles tried this back in the 50's for a racing motorcycle. They couldn't overcome the issues and limitations of the design and shelved it. This is pretty neat though, something that in theory sounds great but in reality is not. Love the work You put in, congratulations on having it run and thanks for the video.
Thanks! Check out my videos of version 3. It has over 20 hours of run time on it. I am currently working on one for a regular car, so look out for that in the future.
MrPizzaman09 Nice, I will. Ever check out sliding valve engines? Really crazy complex, the British made an aircraft engine late in WW@ for a fighter. Has a few advantages, but looks like hell to fix if something goes wrong. But the workings are so cool!
MrPizzaman09 That's pretty cool. Checking out Your page now, seems You like cars,too. Ever played with rotary engines? A friend was into them in the early 80's and they're pretty intense when you get into porting and exhaust systems, loud,too! They're a blast to get into, god the power they can make..
I had no idea this was already invented. I had a brain explosion whilst doing a thought experiment of how to reduce complexity the number of engine parts, simultaneously increasing maintenance intervals and reliability. My design was also based on the 4-Stroke Overhead Rotary Valve. Nice job on the machining and fabrication.
I had the same thoughts in ~2010 when I was thinking on how to design an engine head for better flow. It took me about a month before I found out someone else had already invented a long time ago. But interestingly not many people had built working examples. If you look through my channel, I have 5 different running examples of the axial flow rotary valve design. My latest is a full size car engine, which I have ~80 miles, ~100-ish hours of run time, a dyno day and 45 gallons of fuel burned through it.
@@leonidvalentinovich5215 Rotary valves are really only good for racing applications where less restricted air flow and high speeds matter more than other design parameters.
I really really wanted to know how you made the sealing in this setup. I'm studying to do something like this in the Future, and the sealing ia giving me a hard time in the project. How you done It?
This version had a slightly higher area around the port machined into the aluminum head, about 5-7mm wide around it. Version 3 or the one for my BMW used a floating bronze seal. Check out my other videos on my channel about it. It was much better. There is a long description video that details the floating seals.
If I have understood right, when the intake "port" rotates, especially at higher rpm, when it`s exposed there is still some inertial flow of the fuel-mixture that might get out to the open air and waste fuel.
Yes, that's about right. I have done the CFD analysis though, and the escaping flow is minimal. You can put a loosely fit block on top of the port area to try and slow any leakage, but based on the simulations, I bet it's much less than 5% over the rev range. In my opinion, it's more fun to watch the exposed valve than to cover it up. Any pressure waves or left over vacuum in the intake will be a much bigger factor when it comes to having the intake charge escape. There is only a small window between when the intake closes and when it is exposed at the top. In that time period, the high velocity air in the intake (100-200 m/s) has to stop moving, which does cause a pressure increase inside the intake side of the valve. The way the pressure builds up and decreases obviously changes with RPM, so tuning of this engine can be done by changing the position of the valve holes and the size of the holes.
It was a 1.5 hp originally. With my first valve design, I managed 2.0 hp. I later made two more aggressively timed valves, but was not able to get time on the dynamic. I'm guessing it was close to 3 hp.
MrPizzaman09, Your answer was very confusing, Creeperboy asked if it was a "pre-made engine block" and you said "NO"! Then you went on to say that it was a Briggs & Stratton engine block, well...regardless of modifications, since you didn't machine it out of a Billet, wouldn't THAT be considered a PREMADE engine block?
Pasta Sarmonella E-Specialé No. It was a 4 stoke L-head engine and now is a 4 stroke with a single rotary valve... kind of like a SOHC. There are double rotary valve designs, but I have yet to see variable valve timing for one. For a dual valve, it might be beneficial, but I doubt very much for a single valve since the intake and exhaust timing are locked together.
MrPizzaman09 What doesn´t make it a SOHC if only similar to one and what was the rest you were typing after "There are double rotary valve designs, but I have ."? You have what?
Pasta Sarmonella E-Specialé There is no camshaft, so I wouldn't call it a SOHC. But it is similar in the sense that you have a spinning shaft driven at half the crankshaft speed that controls the intake and exhaust timing. As for dual rotary valve designs, they have one pipe for the intake and one pipe for the exhaust. I personally don't think the added possibility of variable valve timing is going to overcome the geometric advantages of one single large valve in terms of airflow.
+Pasta Sarmonella E-Specialé You could make a VVT engine out of dual rotary valves by controlling the second valve electronically. But it would be more beneficial to just have both rotary valves spinning at the same time.
