James.H wrote:

mo haggs wrote:Ohh, someone on here fitted an sp1 swingarm if i recall correctly

Not really complex enough for a years disscertation that will most likely be carried across into my masters year.

Had a thought rather then develop just a performance cam looking into some sort of VVT system using a progressive cam profile rather than the half effort on the VFR800s, although this would be better of a FI system to allowing the fueling to adapt to suit than the 400.

Would it be worth getting an 800 to do this on? Is there much gain to be had? You would already have the throttle bodies so a good starting place for fitting megasquirt etc.

i think you'll find that theys a lot work thats gone into the the sp1 swing arm to make it fit the nc.
ive spoken to L.Svedberg about how/what he did to get that swing arm to fit and hats off to the man hes gone to hell and back lol.
you could look at designing/making a swingarm theys more to it then you think would be nice to have some fancy light wheels

Or how about taking the Yamaha/Bimota hub centre steering idea and improving it?

twist&go wrote:i think you'll find that theys a lot work thats gone into the the sp1 swing arm to make it fit the nc.
ive spoken to L.Svedberg about how/what he did to get that swing arm to fit and hats off to the man hes gone to hell and back lol.
you could look at designing/making a swingarm theys more to it then you think would be nice to have some fancy light wheels

Im not doubting that, only would be more practically based, rather than theories and calculations. Also want to try avoiding doing anything involving stresses, rather stick to a more thermodynamic based project.

Starting to like the idea of a variable valve timing project, even look towards a camless setup. Would be very complex and with the gains in performance and fuel economy to be had it would be beneficial to all.

Alot of modern cars are starting to go VVT and a camless setup would be far more efficient.

Just a thought, moto gp use pnumatic valves.
They are very good at what they do but are not common elsewere because they are continuosly loosing air
and the systems to run them can be bulky.
So economically they are not very eficient.

How about creating a system that re-circulates the exhaust (if they dont already) therefore giving the pump an easier time and also being more eficient.

or how about a similar system that uses hydraulics rather than pnumatics?

Edit. The pnumatic valves mentioned use conventional cams/camshafts,

Considder this, a hydraulic desmodromic valve system.
Think about it, a hydraulic system that opens and closes the valves without the need for cams/camshafts.
Without camshafts, you dont need cam chains/drive-gears wich means there is a posability for a shorter crank that will have no power saped out of it from the valve-train and also less internal friction.

mo haggs wrote:Just a thought, moto gp use pnumatic valves.
They are very good at what they do but are not common elsewere because they are continuosly loosing air
and the systems to run them can be bulky.
So economically they are not very eficient.

How about creating a system that re-circulates the exhaust (if they dont already) therefore giving the pump an easier time and also being more eficient.

or how about a similar system that uses hydraulics rather than pnumatics?

Edit. The pnumatic valves mentioned use conventional cams/camshafts,

Considder this, a hydraulic desmodromic valve system.
Think about it, a hydraulic system that opens and closes the valves without the need for cams/camshafts.
Without camshafts, you dont need cam chains/drive-gears wich means there is a posability for a shorter crank that will have no power saped out of it from the valve-train and also less internal friction.

This was exactly the sort of thing I had in mind, do away with conventional cams and have an electronically controlled system using some form of actuator, electromagnet or such like. As you say no need to be run of the crank would be able to have complete control over valve lift, duration.

Bikes throw out huge amounts of N.O emmisions considering the size of their engines can put in that at low engine loads, part throttle the valve lift could be reduced giving more low end torque and better combustion meaning reduced N.O emmisions. Not that I'm a tree hugger but that's the way the world is going.

As high engine loads, full throttle the valves could open higher for longer giving more top end power. Everything in between could be variable, cyclinder by cylinder, individual valve by valve.

Fiat have produced a similar system called multiair. However believe it still uses cams but they are varied using oil filled hydraulic actuators.

I'm at Kingston University doing Mechanical Engineering. Some of my friends on the Motorcycle Degree were looking at EM actuated valves but it turned out the switching rate would cause a shedload of heat, plus high inductance and the extra strain on the generator to drive it all meant there really wouldn't be much benefit. This was only from a few napkin calculations over lunch, though.