i think you're making more work for yourself than you need to. why start with too high of a compression for example? thats just one more thing to overcome. .. if you plan on shutting off (port) fuel injectors during (di) water injection events you don't need to change the cam just be able to switch between injectors as appropriate. a megasquirt can handle that easily after proper programming (no different than using an existing injector emulator on a gaseous fuel system really) the steam expansion will provide more power than the compression stroke used, then it becomes a question of "is it enough of a return?". back to the days of steam for power output calculation formulae
you would want some sort of demand based steam cycle shutoff of course, and probably a minimum engine temp for operation. .. corrosion of course will be an issue, as would minerals buildup.
" You need a camshaft of course to suit the 3 cycles, I'm sure Crower Cams have that info
you don't honestly expect crower cams to give away currently unused intellectual property do you, i like open source but selling "the fruits of employee and owner labor" is how they make their money. ..
besides, what would you do with the "third cycle" when you aren't using the steam, such as during warmup, have power drains?
I believe skimming a few mm off the top of a piston and adding a carby is a lot simpler than what you propose, seems like an afternoons work to me.
Yeah I do expect Crower to help out when you order the cam from them actually especially as Mr Crower left it as an open source. Other than the cams being reduced by 33% in their timing and split to suit the extra cycle I don't see whats difficult about it anyway?
Well most people warm their cars up anyway for a minute or 2, I don't see what the problem is there really?
Anyway this is a bit off topic, back on topic is the "Block 8" I propose ;
Motorcycle engines are a source of lightweight big hp for cars as some of you are aware.
Couple of problems, clutches are made to move 300kgs rather 1000kgs, same for the transmission, chain drive and no reverse.
We know there is a few V8's getting around that not only solve this problem but they also lighten your pocket by around $50,000USD
There is also the 4 cylinder case conversion that also solves all the problems and like the V8 you can bolt a normal RWD gearbox to it... http://www.holeshot-racing.co.uk/index. ... =h2-4-busa
(you can find one of the V8's there as well)
So I was thinking, why not a "Block 8" in the same concept as the 4 above - a casing made to accept 2 x bike engine internals saving you a truck load of cash through not requiring special crankshaft and rods. A dummy output shaft would be required.
It would still be compact and lightweight, less vibes, management systems can still be rolled into one etc...