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ok im getting a headache thinking about this.  I'll think about it over the weekend.

What about electromagnets?  Combining electro magnetic acuation and pnuematic springs/valve cusions?

So other people are thinking about it too!

Ok then. Normal 4 stroke IC engine Max RPM = 7000rpm   Therefore: Valve opens once every 2 crank turns Valve opens 3500 times per minute Valve opens 58 times per second valve is open for say 200deg of a camshaft revolution Lift is say 8mm now, 7000rpm crank speed = 117rev per sec so, one crank revol...

Exactly, its has many pluses!  I dont know of anyone that is using it but F1 uses pnematic valve springs - not control though as far as im aware. I think you'd run into problems with air being a compressible fluid though, especially at the speed's we're talking about.  Maybe some other type of gas c...

A bit of thought yeah... Imagine the possabilities!  No camshaft actuation so already there is a parasitic gain.  Then you need some other form of control so you'd have some sort of ECU powered valving sytem for the actuators that could be reprogrammed to suit varying engine conditions.  100% consta...

ok, well we'll have to keep the standard bore size.  My bike head idea will be limited to whatever bikes had their cam drive at the end of cyl no1, i think alot of them have the cam drive between 2 and 3. I'd like to play with pneumatic valve actuation too, maybe that can fix the above problem...  ;)

Isn't the bore spacing equal?  Cant remember now!

Has to be ER... Billet short stroke crank Block guard New bore liners, maximum bore size black metal bearings H beam rods, longer than original forged pistons w-ringed steal head gasket ARP fasteners all over Now the good bit - Find a head from a big bore bike, say a CBR1000RR or the like - somethin...

Yeah that's right

Someone should start a thread on the ultimate dream ER based engine.. .  .  .

Yes, there is only so much you can do with a 66mm bore!

Ive had both T1 and 2 heads apart, the only difference is the provision for the EGR in the No4 exhaust port on the T1 head.  It's cast in on the T2.

Im 99% sure the valves and everything else is identical.

Yeah the G13B Suzuki Swift engines can make that power and more, but it all comes down to revs, something a City Turbo doesn't do too well...

The magical ultimate figure for a City turbo engine is about 200HP.  Even that is pushing it when you consider a) the capacity, b) bore/stroke ratio - massive piston speed at any decent RPM c) valve size / head design. I don't think anyone here on the forums have come close to 200HP aside from Charl...

Anyone who thinks they can get 200kW out of a City engine is dreaming big time.