I am a research scientist in the design and development of power units and propulsion systems of numerous types, including gas turbines, steam turbines, pulse detonation rocket engines, internal combustion engines and more.

I am the inventor of the CSRV Engine, The Coates Spherical Rotary Valve Internal Combustion Engine, which I believe to be an extremely advanced and thermal efficient combustion engine.

When it comes to the design of internal combustion engines and their operating performance, the following items are fundamentally involved:

• Thermodynamics

• Co-Efficiency of Heat Expansion

• Volumetric Efficiency

• Compression Ratio

• Materials

• Cooling System

• Crank Balance

• Compression Chamber and Piston Top Design

• Valve Timing

• Bore and Stroke

• Inlet and Exhaust Manifold Design

There are many more aspects that are relevant in the design of combustion engines, however, these are the main ones.

EVERYTHING IN THE UNIVERSE IS A MATTER OF DYNAMIC BALANCE

Every element has a specific atomic weight and atomic composition or structure. I believe the universe will rejuvenate itself eternally and beyond our universe infinity, where other universes like ours may exist. What I mean by this is that nothing disappears; it only changes its form, and its position. All elements in the universe are made of atoms or particles. Atoms are constructed of much smaller particles, known as neutrons, protons, and electrons, of which millions of different compositions of combined atoms make up the particles, which are the molecules. Millions of different combinations and structures of these molecules make up all of the elements in our universe.

The entire universe is made up of approximately 88% Hydrogen, 11% Helium, and all other elements make up only 1%. Our sun is made up of approximately 93% Hydrogen and 5% Helium, and only 2% of other elements. On a comparative basis, the number of atoms for each million atoms of Hydrogen.

THE ELEMENTS IN OUR SUN AND THEIR RELATIVE ABUNDANCE

ELEMENTS PROPORTIONS

HYDROGEN 1,000,000

HELIUM 63,000

OXYGEN 690

CARBON 410

NITROGEN 87

SILICONE 45

MAGNESIUM 40

NEON 37

IRON 32

SULFUR 16

Energy is accumulated and actuated or released, but it is not created. It does not disappear, it dissipates. It only changes the form in which it exists, but it is still there in some form forever.

Heat levels are measured by the thermometric scale. A measurement unit equals Celsius degree 0º Kelvin = 273.15º C

THE INTERNAL COMBUSTION ENGINE

The Laws of Thermodynamics play a fundamental role in the design of internal combustion engines and their operation. It is possible to transform heat into other forms of energy and into mechanical work or force.

• Heat, Power, Energy, and Motion are all mutually convertible into each other.

• All forms and conversions in energy produced by heat, whether generated or in any other form have to be balanced to match the work externally performed, including the growing accumulation in energy internally, as a result of the escalation in temperature.

• All of the energy produced by an independent system remains constant regardless of changes that may occur in temperature.

• It is not possible to transfer heat from a colder body to a hotter body without assistance from another source.

• Regardless of the design of a power unit or engine, the mechanical work produced will only be a fraction of the heat and energy released to produce the net working force of the engine.

• Part of the operation and performance, power output, and economical thermal efficiency of an internal combustion engine depends in part on the behavior of the gases in relation to the constant Laws that were proven scientifically regarding the variation in temperature, volume and pressure, as well as their differential changing effects in relation to each other.

HEAT-ENERGY

Heat-Energy is the excitation of atoms and molecules of any and possibly all of the known elements; including radioactive materials, which we all know, contain enormous amounts of heat-energy but is extremely dangerous and the radioactive waste is almost impossible to dispose of.

Most of the energy we use today for transportation, heating, cooling, generation of electric power, etc. is obtained from coal, oil, gaseous and liquid elements.

MOST COMMONLY USED ELEMENTS OR FUELS IN COMBUSTION ENGINES ARE:

STOICHMETRIC STOICHIOMETRIC
FUELS FORMULA HHV AIRFUEL RATIO FUEL-AIR

Gasoline C8 H15 47.300 14.6 0.06849

Diesel C12.5 H22.2 44.800 14.5 0.06897

Propane C3 H8 50.300 15.6 0.06410

Methanol CH3 OH 22.700 6.5 0.15385

Methane CH4 55.500 17.2 0.05814

Hydrogen H2 141.600 27.2 0.03677

Octaine C8H18 47.900 15.1 0.06623

HEAT-ENERGY

Atoms, particles, protons, neutrons, electrons, and molecules together in different combinations make up all of the known elements in the universe.

All these atoms are moving with electrons of different numbers rotating around each combination of the atom nucleus at the speed of light.

When gaseous elements of various atomic-nucleus combinations are forced together, for example, by a piston in a cylinder of a combustion engine, the piston moving up the cylinder starts compressing the gases forcing them together, causing the moving atoms to rub against each other creating atomic friction, at the speed of light causes the excitation of the atoms expanding exponentially, which is actuating heat-energy when the heat escalates to the detonation point of the homogeneous charge. Whether ignited by a spark or high compression, it creates an atomic reaction that causes the elements to explode or detonate, changing their atomic structure, releasing instantaneous heat-energy and ignition-expansion of the gaseous fuels, forcing the piston down the cylinder. This atomic reaction changes the composition and structure of the elements of the homogeneous charge, converting the energy contained in the fuel and air mixture into kinetic energy by forcing the piston down the cylinder bore, the connecting rod rotates the crankshaft and flywheel. The flywheel retains the energy in a centrifugal force, which assists the engine cycle to be repeated continuously. This means the engine is operating. Part of the kinetic energy is generally distributed from the flywheel to do work.

INTERNAL COMBUSTION
The nucleus of the atom is held together by an electromagnetic force. The electrons rotate around the nucleus at the speed of light, and are negatively charged.

When the fuel and air mixture of elements are compressed and forced together in a combined sealed space. As the pressure and heat reaches its detonation point the trillions of electrons jump from one nucleus to another, this is called a (quantum leap). This also happens at the speed of light, creating tremendous force; one of the by products is heat. Heat is a ray of tiny excited atoms that penetrate all other elements at various rates. It is invisible and cannot be seen under a microscope, but in a desert heat rays may be seen in the distance. Heat rays can be felt by just holding a hand close to a candle or fire. Fire is external combustion, so is any other explosion that is not sealed in a chamber.

HEAT RAYS

There are many types of rays:

• Light Rays
• Ultraviolet Rays
• Infrared Rays
• Microwave Rays
• Laser Rays
• Radioactive Rays
• Solar Rays
• Sun Rays
• Radio Wave Rays
• Xrays

There are many more.

The most powerful constant force on earth and in the universe is gravity. You cannot see it, but we can feel its pull.

After the internal combustion, or I should say, after the internal instantaneous atomic detonation reaction, the elements have now released the heat-energy contained in the fuel mixture. These elements come to rest in a different form, if the fuel was gasoline = C8H15 (Air 21% Oxygen (0) and 78% Nitrogen (N2) Others 1%) (Air to Fuel Ratio 14.7 to 1). Stoechmetric or Lomda 1, which is 14.7 to 1, depending on the air density.

The transformation of the homogeneous charge providing that the air and fuel mixture supplied to the engine created a stoechmetric combustion, that transforms into different elements such as:

• (HC) Hydrocarbon (11.95 PPM)
• (CO) Carbon Monoxide (6.3 PPM)
• (NOX) Oxides of Nitrogen (5.5 PPM)
• (C02) Carbon (1.207 PPM)
• (O) Oxygen (0.2 PPM)

GAS LAWS
The Gas Laws are the (constant) relationship between Thermodynamic, Temperature (T.), Pressure (P.) and volume (V.). They are a collection of results derived from experimented proven scientific tests developed between the late Renaissance and Early 19th Century and become the Gas Laws, which were combined to form the combined Gas Laws.

P1V1 = P2V2 This developed into the ideal Gas Law PV = NRT
T1 T2

WHEREAS
P. is the Pressure (S1 Unit: Pascal)
V. is the Volume (S1 Unit: Cubic Meters)
N. is the amount of substance (Loosely Number of Gas Moles)
R. is the ideal gas constant (S1:8.3145J)/(Molk)
T. is the Thermodynamic Temperature – (S.1. unit: Kelvin)
(The Law works with a consistent set of units, provided that the temperature scale starts at absolute zero, and the appropriate gas constant is used.)

The equivalent formulation of this Law is PV = NKT
WHEREAS
N. is the number of molecules.
K. is the Boltzmann Constant
These equations are exact only for an Ideal Gas. They are a good approximation for many gases under general circumstances and conditions.

This Law has the following important results:

• If the temperature and pressure are kept constant, then the volume of gas is directly proportional to the number of molecules of gas.

• If the temperature and volume remain constant, then the pressure of gas changes are directly proportional to the number of molecules of gas present.

• If the number of gas molecules and the temperature is constant, then the pressure is inversely proportional to the volume.

• If the temperature changes and the number of gas molecules are kept constant, then either pressure or volume (or both) will change in direct proportion to the temperature.

INTERNAL COMBUSTION HEAT-ENERGY
To produce heat-energy and force-work, the fuel or gas mixture or homogeneous charge must contain energy, which can be converted to kinetic energy or mechanical work.
The fuel mixture contained in a combustion engine cylinder, when under pressure will produce heat and kinetic energy by heat expansion and combustion forcing the movement of the piston downward. This is called, The Expansion of Internal Heat-Energy, which is an atomic reaction of the elements, excitation of molecules by friction.

If a fuel mixture or gas is neither doing work, or having work done to it, but is at the same time receiving or losing heat, its internal energy will be increased or decreased by exactly the same amount of heat. Regarding the internal combustion engine, it is only the internal heat-energy that is of any important value.

In terms of energy specific heat at constant pressure, it can be expressed as:
H – PV+U, Enthalpy = H, Internal Energy = U, Pressure = P, Volume = V
The internal combustion engine is an apparatus that converts the heat-energy contained in a liquid or gaseous fuels transforming them into kinetic energy producing mechanical force or work, as efficiently as the particular engine design will achieve.

There are numerous types of different internal combustion engines that convert gaseous fuel heat-energy into kinetic energy.

THE SPECIFIC TEMPERATURE OF AIR
In a combustion engine, air forms the majority component of the stochiometric mixture of air and fuel (Air 14.7 to Gas 1). Because of this, the changing conditions of the atmosphere, such as barometric pressure, density and temperature of the air, the operation and performance of an internal combustion engine will be influenced.

At constant pressure, the specific heat of dry air is taken as .2374 BTU per lb. weight. If a quantity of air is allowed to expand as its temperature rises, it will do work by exerting pressure against its surrounding atmosphere. Taking the quantity of air as 1 lb. in weight, its volume at normal temperature and pressure will be 12.387 cu. ft. If its temperature is raised by 1oF, it will expand by 1/492 of its volume against atmospheric pressure. Atmospheric pressure is approximately (14.7 lb.per sq.) = 14.7 X 144 lb. per sq. ft. X V of 12.387 cu. ft. X 1492. This gives the work done against the atmosphere in ft./lbs.

14.7 X 144 X 12.387 = 53.29 ft./lbs.
492

Convert to BTU – 778 53.29 = .0685 BTU
778

If the air is not allowed to expand against atmosphere pressure, that is, the volume is maintained unaltered, the pressure of the air will rise. But there will be no external work performed. The specific heat required (.2374 BTU per lb. at constant pressure). At constant volume, is less by the amount calculated above. That is .2374 - .0685 = .1689 BTU. It will be seen that there are two values of specific heat for air;

CP = .2374 BTU per lb.
CV = .1689 BTU per lb.

The relationship between the two values is very important in engine calculations.
By simple calculation, for air-
Y = .2374 = 1.406
.1689

EXPANSION AND COMPRESSION

The conditions under which expansion and compression take place are quite complicated.
It is feasible to classify these operations into two forms, namely, isothermal and adiabatic. Isothermal expansion or compression assumes that Boyle’s Law is faithfully followed, and thus that no change in temperature takes place. This would mean that during expansion under constant temperature, the internal energy of the air would also remain unchanged, since this is to the absolute temperature the work necessary for expansion would thus have to be supplied from a source of external heat.

During isothermal compression, the heat generated in the air would have to be allowed to escape as quickly as it was generated, and the heat flowing away during compression would be equal to the heat supplied from outside during expansion.

Adiabatic expansion or compression assumes that no heat flows either to or from the air during the operation. Thus, the air would gain or lose internal energy, as the temperature is raised by compression and lowered by expansion, and the amount of internal energy is proportional to the quantity of external work done by or put into it.

COMPRESSION RATIOS
Isothermal condition – If (V.) is compressed to a smaller volume (V1.) the original pressure P will rise to a pressure P1 = (PV = P1V1 = A constant). If the operation is carried out adiabatically, the equation becomes PV = P1V1. With isothermal conditions (N = 1), as the internal energy of air is unchanged. Under adiabatic operation, the air gains or loses internal energy and thus N. = Y or = 1.406. In practice, the value of (N.) lies between (1. and 1.406) as it is dependent on the characteristics of such items as the fuel added to form the combustible mixture, and the conditions of heat flow in the engine.

If mixture is admitted, for instance to the cylinder of an engine which is already warm from running, heat will flow from the cylinder to the mixture. This means that, in the early stages, including the first part of the compression stroke, this heat will continue to flow.

Temporarily, therefore, (N) will exceed the normal value of (Y). As the fuel mixture temperature proceeds quickly to equal and then to exceed the cylinder temperature as compression continues, the heat flow will stop and reverse direction. So, at the latter stages, heat will be lost from the fuel mixture to the cylinder walls:

(N.) will then fall below (Y.) to an amount dependent on the temperature difference between gas and metal. This will obviously be influenced by the area of metal exposed to the gas, the ratio between volume and cylinder internal surfaces, the density and amount of movement of the gas and so on (PV = P1V1).

VOLUMETRIC EFFICIENCY (V.E.)
Volumetric efficiency of a combustion engine is tested on an Engine Dynamometer, and the results are in percentage = % of (AMAF) Actual Mass Air Flow. All V.E. Dynamometer Tests are carried out manually by a Test Technician who controls the pulls, stops, loads, speeds, and printouts, etc. of the test protocol of the Dynamometer.

The volumetric efficiency of a valve system is measured and tested on an air flow test bench and is measured in (CFM) cubic ft. per minute and (C.F.S.) cubic feet per second.

The standard poppet valves used today only fully opens for 2º to 3º of the crankshaft angle, on the camshaft profile of the poppet valve system in its duration of opening, it starts opening and starts closing and only opens 8mm fully for 2º of its duration resulting in air and fuel flow restrictions during the acceleration curve. This is the reason why engine manufacturers today are putting four and five poppet valves per cylinder into their engines and incorporating turbo-chargers. Because the poppet valve system does not achieve the required volumetric efficiency, especially at high speeds and varied speeds, The Coates C.S.R.V. System opens fully for 34º of the crankshaft angle, presenting a clear port to the combustion chamber, which means that the volumetric efficiency of the C.S.R.V. is much greater than that of the poppet valve. Volumetric efficiency (V.E.) of an engine must correspond with the cubic capacity of the particular engine at maximum RPM’s of the said engine. Air traveling in through the venturi and into the cylinders of a combustion engine that is normally aspirated, travels in at a constant speed between 450 to 500 ft. per second and does not exceed this speed regardless of the RPM’s or throttle position. This is subject to the variation in barometric pressure and will only exceed this speed if a turbo charger or blower is incorporated.

The average airflow for each cylinder of a poppet valve engine will be approximately 2.5 times the average airflow for the cylinder because the intake occurs during only 40% of the total cycle. For example, if a V8 engine produces 440 H.P. the power per cylinder would be 55 H.P.

• Average air flow = 1.67 x HP = 92 CFM (43.4 1/S)
• Average intake rate = 2.5 x 92 CFM = 230 CFM (108 1/S)
• Peak intake rate = 2.5 x 230 CFM = 575 CFM (271 1/S)

When an engine is operating, the pressure drop across the cylinder head ranges from 0 up to about 200” (500 CM) of water at the 575 CFM (271 1/S). This is equivalent to the test pressure reading on the flow bench. The average pressure drop is approximately 25” of water 2” of mercury or (63 CM) of water at 230 CFM (108 1/S) flow rate.

• Volumetric Efficiency = 5,600 x HP x 100%/ (RPM x CID)
• Volumetric Efficiency = 1234 x KW x 100%/ (RPM x Liters)
• CID represents the cubic inch displacement of an engine
• If the volumetric efficiency of a normally aspirated engine exceeds 100% VE the results are in error.

The RPM, displacement and engine airflow capacity are all related in a definite fashion to the (VE) of the valves. It has become possible to measure the exact airflow (VE) of the valves and predict the maximum potential, thermal efficiency (HP), (TQ) and RPMs at which the max power of an engine will peak. The effect of larger CSRV valve ports, higher compression ratios and much longer fully open valve duration 34º versus 2º to 4º, with no poppet valve protruding into the cylinder and no parasitic losses from the heavy poppet valve springs. The effects of incorporating the CSRV can be seen to have obvious major advantages over the poppet valves.

If an engine puts out 440 HP = (469.48 CFM). The total airflow through a gasoline engine determines its maximum power. At peak power a racing engine will use 1.67 cubic feet of air per minute (CFM) for each horsepower it develops.

For Example
A 100 (HP) engine will use (167 CFM). This is true for any four-cycle gasoline burning racing engine.

• Normally aspirated gasoline CFM = 1.67 x HP
• Normally aspirated gasoline 1/S = 1.06 x KW

To increase the engines power output and efficiency, the airflow capacity must be increased, and the highest compression ratios possible, utilized in its design. The total airflow through an engine is ultimately determined by the port size or diameter of the valve opening. The CSRV has the largest opening and largest possible airflow capacity or CFM of a combustion engine.

MEAN EFFECTIVE PRESSURE
The mean effective pressure is the pressure exerted on the top of the piston in the combustion chamber, on the combustion stroke. This pressure changes during the expansion; first increasing due to the heat escalation and then decreasing due to the piston moving down the bore increasing the cylinder area or volume. To determine the work, we can define the mean effective pressure as follows:

W = /Pd V = P mean Vd
A mean effective pressure can be found for the indicated, friction and brake work.
P mean, i = Wi/Vd (i = indicated)
P mean, f = Wf/Vd (f = Friction)
P mean, b = Wb/Vd (b = Brake)
For Instance
A naturally aspirated engine would have a P mean, b ~ 2,000 KPA, and if turbo charged, the engine P mean, b may increase to above 3,000 KPA.

• The reciprocating four-stroke internal combustion engine (CI) compression ignition (SI) spark ignition.
• Two-stroke internal combustion engine
• Rotary internal combustion engine
• Gas turbine engine
• The C.S.R.V. Coates Spherical Rotary Valve Combustion Engine

The most widely used is the four-stroke engine for transportation.
The manufacturing of combustion engines for transport vehicles, boats, tractors, trains, and electric power generators, are among the largest industries in the world.

THE FOUR-STROKE AND TWO-STROKE RECIPROCATING PISTON PRINCIPLE
The two-stroke and four-stroke internal combustion engines are based on the reciprocating piston principle thus, they are the most common. (CI) and (SI) types are used in most automotive applications. Depending on the cylinder arrangement, four-stroke engines can be subcategorized as (in line 2, 4, 6, 8, 10, 12, 16, cyl.) V (VEE 2, 4, 6, 8, 10, 12, 16 cyl.) (opposed-pistons 2, 4, 6, 8, cyl.) and (radial types 6, 12 cyl.). Two-stroke ignition engines commonly are used in lightweight applications (e.g., outboard motors, motor scooters, small (CI = CC) motorcycles, snowmobiles, chainsaws and lawnmowers). Large two-stroke diesel (CI) compression ignition engines are used in on-highway trucks, city buses, low-speed marine applications, and some railroad applications.

WORKING CYCLE OF THE 4-STROKE POPPET VALVE SPARK-IGNITION ENGINE
1. Induction 2. Compression 3. Combustion 4. Exhaust

Typically, four-stroke internal combustion engines in commercial vehicles are identified in four ways:

• By displacement (e.g., 3.8L)
• By the type of fuel used (e.g., gasoline, diesel, compressed natural gas (C.N.G.)
• By block configuration (e.g., in line versus V. versus opposed. Versus rotary)
• By valve train configuration (e.g. overhead valve (O.H.V.) versus overhead cam (O.H.C.) versus number of valves per cylinder and (SRV) spherical rotary valve).

Discretionary information, such as, the cooling system (e.g. air versus liquid versus adiabatic), fuel delivery (e.g. direct injection, port injection, carburetor).

THE MODERN INTERNAL COMBUSTION ENGINE

Is a complex machine consisting of many types of mechanisms, systems, and structures. Even with the same type of configuration, the specific structure can vary significantly. A typical engine consists of the block assembly, referred to as (the short block), the cranking and valve train mechanisms, the fuel delivery system, the ignition system, the cooling system, the lubrication system, the starting system, and electrical system.
The block assembly consists of the cylinder head, block, and oil pan. The block assembly functions as the assembly basis for each mechanism and system, while many of its own parts are part of the valve train, fuel delivery, cooling, and lubrication system. The cylinder walls in the block and head compose part of the combustion chamber and are subject to high temperature and pressure. In structural analysis the block assembly usually is listed with the crankshaft mechanism.

The crankshaft mechanism includes the pistons, connecting rods, and crankshaft with flywheel attached. This is the mechanism by which the engine generates power by transferring the piston linear reciprocating motion to the crankshaft rotating motion.

The poppet valve train mechanism includes the intake valves, exhaust valves, camshaft, valve stem seal, cam followers, valve springs, additional valve train components include the lash adjuster, (lift tappet), pushrods, rocker arms, valve seat inserts, and valve guides, depending on the type of poppet valve train. Its function is to control the intake of air or air/fuel mixture entering into the cylinders and to vacate the spent fuel or exhaust.

COOLING SYSTEM
If water-cooled, will consist of water pump, thermostat, cylinder water jackets, radiator and cooling fan. The system function is to transfer the excess heat generated by the engine to the atmosphere and regulate the engine temperature to the manufacturers constant recommended degree (Fº).

THE OIL PRESSURIZED AND LUBRICATION SYSTEM
Which consists of oil pump, oil filter, pressure regulator valve, oil cooler, oil pressure channels or oil veins run through the crankshaft and other components, which are pressurized by the oil pump with oil circulation to distribute lubricating to the parts with tribological contact to reduce friction and wear between the surfaces and to partly cool and clean the surface to surface friction of components. The engine oil is continually filtered.

STARTING SYSTEM
The starting system consists of starter motor, Bendix gear, solenoid, and starter switch. The starter Bendix gear engages the flywheel ring-gear, initially turning the flywheel and crankshaft quick enough to start the engine firing and running.

FUEL SYSTEM
The fuel management system consists of fuel pump, electronic, sequential injector; computer controlled with (02) oxygen sensor placed in exhaust system, inlet manifold; some older engines use carburetors.

IGNITION SYSTEM
The function of the ignition system is to deliver the high tension electric charge to the spark plug electrodes inside the combustion chamber at the precise time specified, on the compression stroke, which normally occurs at 12º B.T.D.C., depending on the type of engine and its specifications.

THE ELECTRICAL SYSTEM
This system comprises of starting motor and electric reservoir (which is the battery) and numerous sensors for temperature of water, air, gas, pressure, oil, fuel, ignition timing, sequential fuel injection management, are all controlled by the master computer.

THE COATES CSRV ENGINE THE POPPET VALVE ENGINE

The Coates Spherical Rotary Valve System (C.S.R.V.) replaces the traditional Poppet Valves and all their associated parts, springs, guides, seats, retainers, cotters, pushrods, cam followers, camshaft, camshaft bearings, and many more parts including the oil.

The (C.S.R.V.) System is comprised of only two moving shafts and does not utilize oil pressure fed bearings, or oil spray; in fact, no engine oil is present in the head of the C.S.R.V. Engine. This means the engine oil does not see the hottest parts of the engine, which was the exhaust Poppet Valves. These extremely hot components usually are engine oil spray cooled. This heat would breakdown the atomic structure of the engine oil, thus lowering the oil viscosity, therefore, oil changes are recommended every 3,000 to 5,000 miles. On the other hand, with the (C.S.R.V) incorporated in the engine design. Oil change intervals are extended to approximately 50,000 miles or more. The constant rotation of the C.S.R.V., rotate away from the extreme heat of the combustion chamber, eliminating the possibility of hot spots in the combustion chamber; thus allowing for higher compression chamber ratios to be incorporated in the design of a combustion engine. This results in a higher thermal efficient engine and a more complete combustion that will utilize all of the energy contained in the fuel; also reducing harmful emissions.

HIGH COMPRESSION RATIOS
In the 1950 and 1960s combustion engines utilized compression ratios of 12 to 1. and higher, producing higher horsepower (H.P.), more torque (TQ) and a higher (thermal efficient engine) Engine efficiency was at approximately 35%. Governments around the world found that tetraethyl lead was the lead component in the gasoline at that time.

The findings were that this lead component in the fuel was extremely hazardous to human health and the world’s environment; it was then removed from the fuel. This caused the high compression automobile engines to develop hot spots in the combustion chamber and the hot spot was found to be the exhaust poppet valve. It was getting red hot, causing pre-ignition and damage to the engines. The only remedy for this was to lower the compression ratio of all engines; this resulted in a lowering of thermal efficiency from an engine having 35% efficiency to 22 to 24% efficiency. This included the less dense fuel with the lead removed.

This means for every dollar worth of fuel you put into your vehicle, you only get 22 to 24 cents of drivability, and the other 76 to 78 cents are lost through heat friction and pumping losses. We extract out of the earth approximately 86,000,000 barrels of oil daily, 62,000,000 barrels of this oil is lost just keeping our engines running. The other 24,000,000 barrels make possible our actual driving motion, and at the same time, creating insurmountable amounts of other harmful pollutions to be pumped into our atmosphere.

These are all of the reasons why I invented the Coates C.S.R.V. Combustion Engine. The C.S.R.V. Engine utilizes much higher compression ratios, and has no hot spots and has a much greater volumetric efficiency; creating a higher thermal efficient combustion engine in the 35 – 40%, and possibly higher. With the ability to utilize alternative fuels, these possibilities open up new opportunities to reduce the world’s consumption of oil-fossil fuels, and reduce the production of harmful emissions that are pumped out into our atmosphere every day, and if implemented will reduce the United States’ dependency on imported foreign oil.

The Coates Spherical Rotary Valve Engine is the most advanced in the world. A conventional piston engine ignites the fuel and air mixture in the combustion cycle and evacuates the gas by-products in the exhaust cycle. These cycles occur thousands of times per minute per cylinder. Through the rotation of the camshaft, a spring-loaded poppet valve opens to enable the fuel and air mixture to enter the firing chamber during the induction stroke. The camshaft then closes the intake valve during the compression and combustion stroke of the cylinder and opens a second spring-loaded valve to vent the cylinder after ignition. These gases then enter the exhaust manifold.

The parts required for this conventional spring-loaded valve assembly include items such as springs, cotters, guides, rockers, shafts and the valves themselves. The valve operates in a vertical position in the cylinder head such that a downward movement opens the valve and allows the introduction or evacuation of gas from the chamber.

The weakest link in the conventional engine has been the limited effectiveness of the poppet valve. The Coates engine replaces the poppet valve with a spherical rotary valve, thereby creating more efficient and powerful combustion and compression stokes.

The spherical rotary valve system is made up of spheres rotating on a shaft sandwiched between a split head. These spheres are either chain or belt driven via the crankshaft, much like an overhead camshaft. Each sphere rotates against a matching seal between it and the piston, one for intake and one for exhaust. The spheres have cavities and ports machined into them for the induction of fuel and air on the intake stroke, and the evacuation of fired gases on the exhaust stroke. This design performs exactly the same function as poppet valves, but the design eliminates the poppet valves, valve springs, guides, camshaft, pushrods, rocker arms and other smaller parts. The Coates engine operates with over 100 fewer parts than convention engines.

In addition, the spherical rotary valve combustion engine utilizes a proprietary seal at the intake and exhaust ports of the cylinder to prevent pressure leakage. This two-piece seal contacts the peripheral surface of the rotary valve and utilizes the compression and expansion of the fuel and air mixture to create a gas-tight seal with the valves. The lubrication of the rotary valve assembly is accomplished by bronze shaft bearings.

Advantages of the Engine:

The spherical rotary valve combustion engine possesses several significant advantages over the conventional poppet valve assembly. The benefits include the following:

Lower Emissions - Conventional engines run hot due to their inability to disperse heat from the firing chamber. The resulting high temperatures break down the oil used to lubricate the valves and produce oxides of nitrogen as well as the usual hydrocarbons. In addition, oil entering the combustion chamber through the intake valve is continually redirected back into the induction system due to pressure provided by the exhaust valve. This process compounds the problem of oil burning in a conventional engine.
The Coates engine avoids the problem of oil burning by requiring no oil lubricants for the valves. Moreover, the rotation of the spherical valve heads reduces engine temperature by constantly changing the surface exposed to combustion heat. By eliminating the use of oil in valve lubrication and lowering operating temperature, the Coates engine emits significantly lower levels of pollutants than a conventional engine.

Reduced Fuel Requirements - Conventional engines lose power through friction and pumping. The spherical rotary valve assembly virtually eliminates engine friction and pumping losses. As a result of this operating efficiency, engines incorporating the spherical rotary valve design offer higher fuel economy than do conventional engines.

Reduced Lubrication Requirements - The use of seals and shaft bearing make oil lubrication of the valve heads unnecessary and lower the overall oil requirements of the Coates engine in comparison to a conventional engine. Without the component wear that characterizes typical poppet valve systems, engines using the spherical rotary valve design also produce fewer metallic particulates. As a result of these factors, the spherical rotary valve engine can realize longer maintenance intervals than conventional engines.

Increased Engine Power - The comparative efficiencies of the spherical rotary valve combustion engine have enabled engine speeds of 14,850 RPMs. In addition, the spherical rotary valve design can accommodate markedly higher compression ratios than conventional engines. The rotary design provides these exceptionally higher compression ratios with no detectable detonation when utilizing fuels of lower octane ratings. These factors, coupled with the ability of the rotary valve head to deliver more fuel to the combustion chamber than the poppet valve, makes the Coates design especially well suited for more powerful engines.

Reduced Engine Noise and Vibration - The spherical rotary valve combustion engine virtually eliminates mechanical clatter, one of the sources of engine noise. Mechanical clatter is a by-product of the wearing of components, inadequate lubrication, and components working themselves out of adjustment. The operation of CIL's prototype engines involves a rotary movement of the valve with uniform acceleration and deceleration of the components.
Without the specific stresses and vibrations inherent in a poppet valve assembly, the spherical rotary valve combustion engine runs more quietly than conventional engines.

Alternative Fuel Adaptability - Unlike engines of conventional design, the spherical rotary valve assembly can be fit to almost any internal combustion engine from the single cylinder to the largest marine diesel. In addition, the spherical rotary valve system causes the engine to run far cooler than conventional designs thereby enabling it to utilize lower octane fuels.
Conventional poppet valves run hot due to their inability to disperse heat away from the combustion chamber. Hot exhaust valves in the conventional valve train system create "hot spots" which are the primary cause of pre-ignotion unless lead additives are present. Lead-free gasoline requires the use of long-stroke, relatively low compression engines in order to function properly without fuel additives.
High compression ratios can be utilized incorporating the Coates more efficient and powerful short-stroke design, while maintaining the desirable characteristics of optimum performance using lead-free gasoline. The design also allows the use of alternate fuels such as methanol and an alcohol mixture. The capability of variable valve timing is a design characteristic that lends itself to alternate fuel compatibility.

Reduced Manufacturing Costs - Utilizing standard production techniques while remaining within acceptable engineering standards and tolerances relating to current production line technology, the design can be manufactured at a substantial savings due to the following factors:

1. Fewer components/Lower costs
2. The number of components required in the manufacture of the design is approximately 29 vs. the l55+ required for conventional valve train designs.
3. All components of the design can be die cast or stamped out. - Assembly time of the design is substantially less than that required for conventional designs, and once assembled, requires no further adjustments.

Comparative Analysis:

Emissions tests conducted by an independent EPA-Compliant laboratory in USA have confirmed the superiority of Coates International CSRV engines in producing significantly lower pollutant. The following chart presents the emission results as reported by an independent laboratory which tested two vehicles, one running with stock engine and the second with stock engine retrofitted with Coates CSRV system.

Both vehicles were tested in steady state with the following parameters:
• No EGR system
• Warm up run on Dynamometer: 30 minutes
• Engine temperature: 180 degrees F
• Inertia Load: 2,000 pounds
• Road horsepower: 13
• Two catalytic converters installed

	Stock Engine	Coates CSRV Engine	Improvement
HC PPM	36	11.95	66%
CO PPM	10	6.1	39%
NOX PPM	118	3.3	97%
CO2 %	1.59	1.07	32%

Each vehicle was tested under various RPM and MPH scenarios and the above data represent the best results from the multiple test runs.

Engine Dynamics:

The average poppet valve opens a maximum of approximately 8 millimeters, restricting air flow. In addition, valves in high compression engines cannot open before top dead center. If they do, they will make contact with the piston and engine destruction occurs. The Coates Spherical Rotary Valve System can open before top dead center and, in fact, can open at any desired point. This flexibility in breathing ports far exceeds the four poppet valve per cylinder combustion engine and allows the engine to run more effectively.

Poppet valve engines almost always exceed a temperature of 2,500 degrees F which in turn, at such high temperatures, produce oxides of nitrogen which are visible as "smog" over cities such as Los Angeles, etc. The inlet poppet valve stems induct oil through the induction valve guides. On the exhaust stroke the poppet exhaust valve stems allow "back" pressure through the valve guides into the engine casing. This pressure is then redirected through the fuel induction system and in turn is reburned in the engine creating yet more hydrocarbons, carbon dioxide and carbon monoxide.

Back pressure and oil burning in combustion engines equipped with the Coates valve system are substantially reduced, principally because the Coates system requires no oil lubricants. The oil-free environment is possible because the shaft bearings in the system are made of materials which require no lubrication. The end result is a significant reduction in hydrocarbon, carbon dioxide and carbon monoxide emission pollutants.

Also see articles:
Look mom, no camshaft!
The Engine of the Future