It has already been tried: Koenigsegg Freevalve camless engine

www.youtube.com/watch?v=S3cFfM3r510

www.youtube.com/watch?v=tAqP7o_ZdK0

www.youtube.com/watch?v=Qjtvp0lUTdk

And BMW had system that varied valve lift to do the work of throttle bodies.

GM also has a variable lift system. Camless engines may very well go mainstream. As mentioned Koenigsegg has been playing with them for some time. I believe he was using pneumatic solenoid to open valves and springs to close them. Electric solenoids to open them against spring pressure would likely require more voltage than 12 volts so I can see them in some kind of Hybrid where high voltage is readily available. Infineatly adjustable valve timing with no valvetrain......talk about broad torque curves and big RPM!!!

I think the Konesigg uses air to close and solenoid to open but I could be wong.

A good read:

https://www.topgear.com/car-news/fu...segg-gemeras-600bhp-camless-engine-works

That Freevalve setup from Koensisengigin or whatever is pretty amazing. It's amazing all the possibilities that limitless valve activation can do.

A question that has been endlessly debated in internet forums is:
should the gasoline engine throttle be mostly closed (high vacuum)
or mostly open ( low vacuum)
for best fuel economy?

The (complicated) answer is:
there should be no throttle and the intake valve movements should adjust cylinder filling to suit load.

It should be more discussed that:
a particular type of engine used to have no throttle (diesel)
and thanks to the EPA
most new diesels now have throttles
and diesel fuel economy has gone down
putting more CO2 out into the atmosphere
( and slightly less NOx)

I don't think it really matters to most if not all manufactures because the most important goal is to meet the emissions regulation using the FTP (EPA/CARB Federal Test Procedure) which the CAFE fuel economy results are derived from. They have to meet the FTP emissions reg and cannot put "ringers" into a fuel economy test that would be "tuned" for best MPG and then peg the NOX or HC or any other pollutant that's why the CAFE results are from the manufacture's FTP certification results. And all of the certification data is "Public Record" for EVERYONE to see at any time including all of the other manufactures, greenies and just plain you and me. Here's all of the information down to axle ratios, weight HC and everything else:

2022 EPA FTP and CAFE emissions and fuel economy results


And here from 2022 all the way back to 1984 (ironically the year of "Big Brother" ) https://www.epa.gov/compliance-and-fuel-economy-data/data-cars-used-testing-fuel-economy

I agree reading the actual EPA results can be interesting.

Years ago I used to eat breakfast at a coffee shop near the EPA lab complex in Research Triangle Park NC
(thank you Senator Jesse Helms)

I met a lot of EPA engineers and perhaps even more employees at Contractors to the EPA.

At least half of these people were “gearheads” and not radicals.

They showed me how to get EPA database test results,
and at least twice alerted me that the EPA had set up equipment in nearby parking lots where the public was allowed to have their vehicles (confidentially) tested.

I have written here on Moparts that the research paper (1998?) where they converted a I4 VW diesel in house
to sparkplugs and port fuel injection (Holley injectors atomized best)
to run on alcohols at the same compression ratio
was one of the most interesting I have ever read.
The EPA employee authors compared the thermal efficiency of the fuels at the same compression ratio,
and also played around with using varying EGR amounts to control power output.

I miss that coffee shop.

At least they're still offering an ICE engine.

I'm quite surprised they are, given the push for EVs.

I like it, and I'm sure you'll be able to hot rod this with bigger turbo(s)/boost.

Just because they can make it so that it's modular with the four cylinder, doesn't mean I want one. I'll take a Hemi any day. Doesn't look like I'll be buying any new trucks in the future.

The IC Engines of our future may be on
the small trailers we tow behind our battery electric trucks to give them useful range?

If that is the sad future
a tiny multi-fuel high horsepower I6
connected to an inverter type electric generator
that can output multiple voltages and phases (including aircraft style 400 Hertz 3 phase )
can be thought of as an advance

The FSM for such an I6 will probably be 8000 pages long.
Set it by the toilet and read 8 pages a sitting.

Chandler Six
are you ashamed of your great grandchildren?