The Problem:  Automotive Intake valves in all four stroke engines are locked to a cam lobe.  The cam lobe moves at the same time the piston is going up and down.  So the valves (both intake and exhaust) are opening and closing as the pistons are moving.  This limits the engineer’s ability to get the motor to flow. The intake and exhaust valves open and close REALITIVLY SLOWLY.   So, the engineer/ cam grinder, designs the cam to open the intake valves early and close them later, (so the valves will be open further at certain piston positions). This allows the engine to flow more efficiently at certain higher RPM ranges. But at other RPM ranges the motor is quite inefficient. 

OmniValves Solution:  The OmniValves OmniRing® (intake valve only), moves freely.   It responds to flowing gases from the intake manifold into the cylinder and from gases attempting to re-enter the intake.  The ring is not locked to a cam lobe. So when it moves to allow flow or to stop reversion, it opens and closes instantly because it moves with the flow.  The OmniValves via the OmniRing open and close more quickly and accurately than any valve on the market. The result is PERFECT VALVE TIMING!   Perfect valve timing at every RPM, every condition, every load, cylinder by cylinder, every stroke, every time. OmniValves is the solution! 

Valve Overlap:  At certain higher RPM ranges, good design means the intake valves start to open before the exhaust valves close (the escaping exhaust gas can cause a scavenging effect in the cylinder helping fill the cylinder with intake mixture). This is called valve overlap. 

During Valve Overlap, if the pressure in the cylinder is greater than that of the intake manifold, the OmniValve, via the OmniRing, effectively stays closed while the cam is telling the valve to open. AND HERE IS THE KEY; when the OmniRing opens it opens instantly, without requiring any engine movement. 

Compression Overlap:  Every four stroke engine has compression overlap. Compression Overlap occurs when the intake valve is closing (but still open) and the Piston is going up on compression. 

Compression overlap is an obscure subject and rarely discussed because to date, there has been no solution. Now the compression overlap problem is solved with OmniValves. 

When the pressure in the cylinder is greater than that in the intake manifold, the OmniRing instantly snaps closed without movement of the engine. 

With OmniValves the cam becomes the Min and Max open and closed and the OmniValves dynamically adjust valve timing to give you PERFECT VALVE TIMING, every stroke, every driving condition, every RPM, cylinder by cylinder, every time. 

Most engines only operate efficiently at a very narrow RPM RANGE. In that very narrow range, when the intake, cam and exhaust are working in harmony the OmniValves OmniRing is not moving. The OmniRing simply follows the valve.  OmniValves expands this efficient torque zone by as much as 500%.  OTHER VARIABLE CAM TIMING SYSTEMS ONLY CHANGE THE PLACE IN TIME WHERE THE CAM STARTS ITSUNALTERABLE LOCKED CYCLE. 

Dynamic Perfect Valve Timing: at every RPM, every condition, every load, cylinder by cylinder, every stroke, every time. PERFECT VALVE TIMING gives you a lot of very good things: lower emission, better fuel economy, and more usable low end torque, which greatly increases mileage. We’re not talking small gains, but big, substantial improvements! 

 PLEASE EMAIL QUESTIONS TO:  info@OmniValves.com 

Q 2 . What is the difference between OmniValves and VTEC and various other variable valve trains? 

Variable valve trains like VTEC and others can never do what OmniValves do because the valves in a variable cam train are locked to their lobe.  AND NO Variable cam train opens or closes the valves any faster; ZERO, NONE NADA! And none of them sense cylinder pressure. They only change the place in time where the cam starts its unalterable cycle.  OmniValves are totally different. They close and or open and or stay closed or open, cylinder by cylinder, stroke by stroke, at every RPM, achieving PERFECT VALVE TIMING! PLEASE UNDERSTAND THIS MOST IMPORTANT KEY FACT: OmniValves, can open, close,  or stay closed without any movement of the cam, crank or pistons" This means they open or close instantly, something no other valve or variable cam system will ever do. 

A little known and less understood FACT: on the compression stroke in every auto (except the ones equipped with OmniValves) the piston is up on its compression stroke as much as 42% of the travel before the intake valve is closed, this is known as compression overlap. 

OmniValves recapture this lost displacement and prevent harm to the manifold vacuum. 

Q 3 .  Installing OmniValves in an engine makes it a hybrid, please explain? 

Hybrids achieve “city” mileage equal to “highway” mileage because they use an electric motor to assist with starts and stops at low RPMs. Starts are assisted by an electric motor, while stopping puts energy back into the batteries. While this is an efficient use of energy, there are inherent problems…
First, hybrids still need a gas engine for highway driving (to get a 300 mile range) and to charge the batteries. While driving around town the gas engine runs to provide additional power as it’s needed, and to charge the batteries. The gas engine is running all the time, but the power is not used efficiently all the time. Hybrids also carry expensive, acid laden, heavy batteries and a hefty price tag due to billions of dollars in R&D. 

Hybrids carry all of this “baggage” for one reason: to improve gas mileage by achieving efficient  low end torque.. 

Along comes OmniValves. Install OmniValves and you achieve low end torque similar to that of a hybrid, with no batteries, no electric motors and no extra vehicle cost.  And you keep all of the style , performance and comfort of the car you wanted in the first place. Put the pedal down and you get high performance. Ease off, in the city you get around more efficiently with all that new found low end torque. 

Q 4.   How do the Valves operate? 

A 4. OmniValves are intake valves with a Floating Seat. The Floating Seat senses the differential pressure between the cylinder and the intake manifold on every stroke, thousands of times per minute. A ring fluctuates between the open and close ensuring little or no reversion. 

Q 5.   Can OmniValves be installed on any motor? 

A 5. Yes! Some engines need slight modifications to the head and/or the piston clearance, but most engines accommodate OmniValves with just a slight change in timing and an adjustment to the mixture.

Q 6.   What materials are used to make the OmniValve? 

A 6. OmniValves are currently constructed of all stainless steel. The ring is heat treated for toughness, strength and durability, and the valve is friction welded to the hardened stem. 

Q 7.   Can you hear the rings moving inside the engine? 

A 7. No. Precision engineering provides for silent operation. 

Q 8.   Are there other companies making these Valves? 

A 8. No. OmniValves are a patented, proprietary technology. While we are pursuing licensing opportunities with major engine manufacturers we are currently the exclusive manufacturer. 

Q 9.   How much are the Valves? 

A 9. While OmniValves, Inc. owns all rights to OmniValves, and is the exclusive manufacturer and seller of OmniValves we are an environmentally conscious and consumer oriented company dedicated to doing right. And while OmniValves have a value of over $250 dollars each because their potential for economic savings, we believe every engine should run the OmniValves! So our marketing plan focuses more on VOLUME than margin. The current wholesale price for OmniValves is $30.00USD each..

Q 10.   How far does the Seat travel? 

A 10. The seat can travel as far as your specifications require. In most applications .160" is the maximum degree of travel needed. As cam designs change the amount of travel may change. The travel on most valve designs increases the height of the valve. 

Q 11.   Do you need .160" travel? 
A 11. Yes. .160" and more is generally required, (the more the travel the more you can overlap the valve openings). .160” gets the job done with no harm to the idle or low end torque. 

Q 12.   What do you mean, “will add to the height of the valve”? 

A 12. The valve head will be thickened  by the travel amount. This thicker valve will be inside the combustion chamber, (or you can lower the intake valve seat by the travel amount and the valve will set at the same height). You may also split the difference, however you like. We have other floating ring designs for special applications, but have found through testing that the preferred design will add to the height of your valve head. Most engines we’ve built valves for have not incurred an interference problem with either the piston or other valves. 

Q 13. Does the floating seat harm intake flow at my peak efficient RPM Range? 
A 13. Testing implies no such harm, and indicates significant help at all RPMs. (Of course the most significant help is at lower RPMs).

Q 14. How is the ignition timing affected?
A 14. Ignition timing is generally retarded between 6 to 12 degrees. The cylinder charge with ignites much faster with OmniValves. The kernel growth is not negatively affected by the reversion and will grow much faster. So, the timing must be retarded. 

Q 15. How do OmniValves help emissions?

A 15. OmniValves enable lower emissions in two ways: first, idle speed is lower. We’ve idled motors at 300 RPM with good stability and sufficient torque to enable the alternator and air conditioner to operate normally. With design adjustments to the flywheel and/or the torque converter/transmission and emissions can be cut in half with OmniValves. We’ve also seen lower hydrocarbons and zero carbon monoxide! 

Q 16. How about Diesel engines? 
A 16. We are now testing a Cummins 6 Cylinder Diesel and we will post the results as soon as they are complete. We anticipate a torque curve from 400 RPM and up that will enable any diesel to have a much bigger "green zone" enabling much better results from the same motor, after adding OmniValves. 

Q 17. Why aren't any of the big automakers using this technology? 

A 17. It would seem that the "wasn't invented here syndrome" is alive and well in most R&D facilities. We feel strongly that once OmniValves are proven to be the direction of the future by some of the smaller manufacturers OmniValves will be in every 4 stroke engine built from now on because OmniValves work! 

Q 18. How does the OmniValve work compared to Variable Cam timing?
A 18. Much better! The Honda motor with variable cam timing only has two positions. OmniValves facilitate the position the cylinder actually needs on every stroke. OmniValves will provide virtually PERFECT VALVE TIMING. 

Q 19. How can I get a set of OmniValves to test or to use? 

A 19. We can make OmniValves for any application. Simply send us a print or a valve that is being used and let us know what kind of travel you want. We are currently making most valves travel about .160". Qualified customers may receive a set for free. For details contact us at 

Q 20. Can you explain some of the terminology related to engines and valves?

A 20. OMINVALVES TERMINOLOGY 

OmniValves = individual intake valves that respond to cylinder pressure vs. intake manifold pressure; every cylinder, every stroke, every rpm, perfect valve timing.  Valves 
opening and closing are not controlled by a ramp on a cam. They are controlled by cylinder pressure vs. intake manifold pressure.  This allows OmniValves to open or close in zero rotation of the cam /  pistons. A conventional valve is controlled by a cam ramp locked to the position of a rotating crank / pistons, and must open and close in locked sequence. 

Variable Cam timing = A camshaft that changes at predetermined RPMs, relative to the rotation of the crankshaft, it introduces a varied, but unalterable cam profiles via a predetermined and unchanging starting point.  Variable cam timing works, but it is limited in function. 

Valve Overlap = when the exhaust valve is closing, but still open, and the intake starts to open. The amount of time or the degrees of crank rotation in which they are both open is the valve overlap. Overlap can range greatly from 30 degrees to 90 degrees crankshaft rotation.  This range exists for several reasons. The first is scavenging, the second is design limitations due to the limits of opening and closing cam ramps. 

Cylinder Scavenging = inertia from escaping exhaust gas creating a low pressure zone in the combustion chamber, helping exhaust the cylinder and assisting the fill of intake mixture. Scavenging only occurs at higher RPMs. 

Scavenging Zones = RPM ranges where scavenging is more or less beneficial. Scavenging is a function of the Intake/exhaust manifold design and it is very RPM sensitive. At low RPMs, there are no scavenging benefits. 

Green Zone = also known as the “economical” or “torque” zone. This is the RPM Range where the Intake/exhaust manifolds and the camshaft are best matched to work in harmony.  These RPM zones are generally small, in the range of a few hundred RPM and the optimal range is only a couple hundred RPM depending on the driving conditions. 

Displacement =  Area x stroke 

Actual Displacement = Area x stroke with intake closed, on the compression stroke. 

Effective Displacement = a dynamic look at the volume displaced in a turning engine at different RPMs 

Compression Overlap = the zone in which ‘the piston is moving up on the compression cycle and the intake valve is on its closing ramp but not yet closed. The piston moves to 45% of its travel up on the compression cycle with the intake valve still open. 

Compression Ratio = the total amount of displacement (area x stroke) / combustion chamber volume.  The compression ratio does not account for compression overlap. 

Corrected Compression Ratio = the dynamic effective compression of a turning 4 stroke motor. 

Margin height = Intake Valve base height at its seat 

Effective Margin height = Intake valve height from the piston to the valve interface (for piston clearance purposes).

OmniValve Ring = the pressure sensitive seat that controls valve timing. 

Exhaust Reversion = exhaust gas contaminating the intake manifold during valve Overlap, this is the result of inadequate cylinder scavenging. 

Compression Reversion = compressed mixture reversing back into the intake manifold during 
compression overlap. This occurs due to the inability of the intake valve to close quickly enough. 

Camshaft Ramp = opening and closing the intake valve via a direct link to the crankshaft. The valves are moving in lockstep with the crankshaft movements / piston movements. 

Camshaft Ramp Angles = the rate at which valves are opening and closing.  These angles are very restrictive to the performance of the engine. If it were possible the automotive engineer would open and close the valves much more quickly. With OmniValves it is possible. 

Camshaft RPM = 1/2 engine RPM 

OmniValves = individual intake valves that respond to cylinder pressure vs. intake manifold pressure; every cylinder, every stroke, every rpm, for PERFECT VALVE TIMING.  Valves opening and closing are not controlled by the ramp on a cam, they are controlled by cylinder pressure vs. intake manifold pressure.  Whereas conventional valves are controlled by a cam ramp locked to the position of a rotating crank / pistons and must open and close in locked sequence the OmniValves open or close in zero rotation of the cam / pistons. 

Q 21. What controls the opening and closing of OmniValves? 

A 21. The cam shaft controls the outer limits for open and close.  If the pressure in the cylinder is not lower than pressure in the intake manifold the ring stays closed while the valve is opening, when the pressure is correct it opens the ring. At that point the valve is effectively open.  When the cam tells the valve to close, the valve starts to close as the piston is going up on compression. Then when the pressure builds higher than intake manifold pressure, the ring closes via the differential pressure, which effectively closes the valve. So your intake valves open and close at the perfect times. And THIS IS THE KEY: when the valves open and close, they do so more quickly than any other valve available!  So you have PERFECT VALVE TIMING. Every stroke, every RPM, every condition, cylinder by cylinder, every time!