Please tell me what you think.

Sixstroke a new head design for 4-strokes                  
             
(1)The Sixstroke engine is fundamentally superior to the 4
    stroke because the head is no  longer parasitic but is a  net contributor to, and an integral part of  the power generation within the engine.                             
(2)The 6stroke is thermodynamically more efficient because  the change in volume of the  power stroke is greater  than  the intake, compression, & exhaust strokes.                             
(3)The compression ratio can be increased because of the    absence of hot spots.                      
(4)The rate of change in  volume during the critical combustion period is less than in a 4stroke.                       
(5)The absence of valves within the combustion chamber allows design freedom.                      
(6) A one-piece engine from crankshaft to upper shaft becomes feasible. No head gasket.                        

The engine has proven to be robust on the race track, & have significant  advantages over 4-strokes                       
(1)The valving is desmodromic                       
(2)There are no valves to drop or bounce.                       
(3)The rev limit is only what the bottom end can stand.              
   (4)Gas flow on intake increase of 20%.                       
(5)No possibility of engine damage if the timing belt slips or snaps                       
(6)The reed valves/FILTER SERIES are so close to the intake ports that their tips become the virtual port opening. This achieves  variable port area & variable engine demand valve           
timing. The tips open late & small amounts with   low throttle settings & open early & fully at full throttle.

have been all over your impressive site back the preceding year. We both need the same amount of luck.  I like your VF 1100 ReDuxScheme. The biggest flaw concerns CoG Masses and crank center-line pushing the weight away from the front wheel due to the tall cylinder-heads which is an L-twin attribute like your proposed Hondacati. There was another Honda V4 1000 in the Mid-80's with the Interceptor architecture where the whole profile is tilted back more for the crank to move forward and the F-tire weight to improve. I have an old VF-1100 SabreRat that still eats tires, that your welcome to utilize for machination.  I have to  wonder what terminal RPM you envision with this configuration; if your concerned to achieve max vehicle velocity like a pnuematic set-up, or are you designing to simply torque around a short twisty track to victory. Seems to me, in this arena you need to create max torque from idle and then be able to turn 25K rpm for velocity in any of the rules required 6 gears. If you look at the rules your V4 scheme would be more efficiently simplified by configuring as a 'shared' combustion chamber set-up ( very vaguely like the old Garrelli/Puch twingles) that was written-in to anticipate the variations on the oval-pistoni mind-set. Henk Cloostermans' "Desmodromology" Book/Site covers some progenators of your 6Revolver from the 20's I believe. This lacked the Scotch-yoke upper(conventional) crank and used individual pistons as I/E valves. Did you ever see the Speed-Record Vespa from way-back with the pistontopiston siamese twin that shared a ring combustion chamber. There was a sub-marine diesel that did this too,and later used as a locomotive power-plant. What are your thoughts on the New 50cc Piaggio EV-2? that uses the little pre-compression piston over-head. Kinda similar? Your best bet is to think 'Stratified' for a sexy commercial application. When you get a chance, go check-out my "DesmoNova" NET-Site, and make a little more room in the dinghy for me too. Cheers, Terry Linebarger

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