There's a small problem with every argument in this thread:
You aren't thinking 'big picture'.
Motorcycles are a pimple on an elephant's rear, according to the general public, anyway. I love bikes, you people love bikes, we know what they do for us. The non-riding public? Not so much.
I lack R&D resources. I lack engineering ability. I do not lack for ideas, however.
The problem here is getting rid of 4-stroke engines in automobiles.
To that end, my son (factoryX) and I are kind of screwing around with alternative engine designs for cars. One proposal is to use four head/jugs from Banshee engines, and create a V8 using as many Banshee parts as possible, but join them together in a common, V8 case. Plan 1A is to use 8 CR500 jugs, and using the stock CR500 stroke, that gets you around a 4.6L displacement. Given that a pissed-off CR500 can push well north of 60hp....multiply that times 8, and when you have multiple cylinders assisting in rotating the crank....my fuzzy math gets me somewhere between 400-800 hp.
Plan 2? Utilize ANY 4-stroke engine as a foundation; use both the intake and exhaust valves as an intake source, and by using engineering calculations that I have no idea how to use, position an exhaust port similar to where you'd normally find one in a regular two-stroke engine. Basically, it's the reverse of a GMC 2-stroke diesel, but you convert existing 4-stroke gas (or diesel, imagine what firing twice as much during 4000 rpm will do for a Cummins 5.9 diesel would do) engines over to a two-stroke, and you'd eliminate having to run intake air through the crankcase, like you would on a normal 2-stroke. Use a reverse centrifigal supercharger, or belt-driven turbo to extract exhaust out of the engine....any engine, using both the intake and exhaust ports for intake air, and if you couple this with a variable-plane intake, which runs intake charge through the exhaust port during low rpm for max torque, switches to the intake valve for midrange, and then opens up both intake ports at full throttle....add to this variable cam timing....my God, think of the power possibilities, if you could make this all work. Yes, you're using everything from the 4-stroke engine (the intake and exhaust valves open at the same time), but you're doubling the amount of times the plug fires.
Basically, you get the idea. It's sort of a cheap hybrid of the two types of engines. I normally thought about doing this myself, but I'm an 'idea' guy, and don't have the resources or ability to make it happen.
