While you may fully understand the principals of Volumetric Efficiency many don’t. Here's a short primer on Omnivalves and how they increase Volumetric Efficiency. 

Charging and exhausting a cylinder in a four stroke engine thousands of times a minute efficiently is a daunting challenge. 

An engine’s "sweet spot" or efficient torque zone occurs when the inertia of the escaping exhaust gas creates low pressure in the cylinder assisting intake into the cylinder. So camshafts are designed to open the intake valves while the exhaust valve is still open (valve overlap) and the piston is still moving up in the exhaust cycle. This Valve overlap is helpful at certain RPMs but is harmful at low RPMs because of reversion (exhaust gases contaminating the intake mixture).  

OmniValves work to create uniform volumetric efficiency at low RPMs. OmniValves sense the cylinder pressure and open or close in a controlled manner to eliminate reversion. OmniValves fluctuate as needed in your low RPM range (300 RPM and up) when your intake and exhaust manifolds are inefficient. As the manifolds come into the efficient range OmniValves operate as normal valves. Initial Dyno testing  also indicates that OmniValves again enhance performance as the manifolds become inefficient at higher RPMs. HP and Torque are maintained longer than without  OmniValves. 

The Differential Pressure between the cylinder and the intake manifold is sensed by OmniValves, so your engine breathes efficiently, cylinder by cylinder, every stroke, at every RPM. 

OmniValves: a simple solution to an old problem. 

WHY OMNIVALVES ARE FAR SUPERIOR TO VARIABLE CAM TIMING!  

VARIABLE CAM TIMING only moves the place in time where the valve starts its "unalterable" cycle.  Variable Cam Timing cannot and will never be able to open and or close the intake/exhaust valves any faster because of inherent mechanical limitations.  

There are very real and very harmful restrictions on the speed of the open and closing ramps for intake valves. And no matter the RPM or the "cam timing", the valves open and close on a ramp. A ramp means that the valve opens or closes as the cam and or motor advances. They are synchronized.  So as the valves are opening or closing the pistons are also moving, up or down.   
OMNIVALVES changes the paradigm. Valve timing is now separated from cam and or motor advancement! The OMNIVALVE INTAKE VALVE can open or close instantly without the delay of the "ramp" up or "ramp" down.  Variable cam timing can never do this!  

Look at the OmniValves cam chart and you will see: as the intake valve ramps close, the piston is moving up on the compression cycle.  This is called the "compression overlap" zone.  As you can see in the chart the intake overlaps the piston moving upward. The intake valve is fully closed when the piston is approximately 1.7" upward or 42.5%.  In a square motor 4 "x 4" the piston has displaced approximately 170 cubic inches before the intake valve closes.  This displacement is potentially lost due to "compression overlap."   

The OmniValve regains these potentially lost cubic inches by closing when cylinder pressure is greater then intake manifold pressure; every stroke, every RPM, every time.  

Again looking at the cam chart; notice where the exhaust valves and intake valves are open at the same time, this is called "valve overlap."  The OmniValve will not open until there is less pressure in the combustion chamber. And it doesn't open on a ramp it opens instantly when needed!

With OmniValves the cam timing/cam ramp now becomes the maximum and minimum settings for your cam timing. So you can design a broader range and let OmniValves do the rest. The result is PERFECT valve timing.  With OMNIVALVES cam grinders have new found freedom to ramp up and down more slowly and add a new and better dimension to the Otto cycle!  

Welcome to the future. Welcome to OmniValves!