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I have always wondered whether sudden droop-limiting by the shock or external droop limiter causes undesirable handling anomalies during (eg) at-the-limit cornering plus bumps. One solution would be to secure the spring to its seats so it goes into tension during large droop excursions.

Surely there's a Transit fanboy forum somewhere on the net?

I think Brian described the scenario where that response is desirable. Vmax on a straight - transitioning to max braking.

15-16 is fine. As long as it has enough spark advance that AFR will give best economy.

Don't know this device specifically but I think the following information would be helpful. ". . . . subjected to high-frequency vibrations" - Is this a pure sine wave of known, fixed frequency? Bandwidth (data rate) to 3,200 Hz not what I would call high-frequency. Is your test frequency...

Ouch - not much to do with frequency response. Simple case of roll moment distribution going near 100% rear.

Not full depth slots. Just shallow ones across the friction surface.

OTOH slots allow oil to escape more readily during engagement. They also reduce the contact area, increasing the contact pressure and improving the rate of collapse of any oil film.

Or a sprocket change.

The first thing that should be done after a failure like that is to measure valve stem diameter and valve guide bore diameter and compare to specification. I assume this was done. What were the results? If clearance is less than it was when it was last assembled you have contaminant buildup. Are...

If you are able to accurately RE the spline with your CMM just go for it. Being tapered, the fit shouldn't be a big issue. Machine it to within 0.2 mm of finished size then check fit the mating component before the finishing cuts.

Turbine inlet temperature has an effect too because this alters the volumetric flow rate.

Thermodynamic properties of exhaust gas. Only covers stoichiometric and leaner ratios but you can probably extrapolate without too much error.

Would not be hard to make it workable - reduce the diameter of the cam disc or change it from axial to radial lobes. A gearset between the crank and the flywheel? Aaaargh.

Assuming factory parts and clearances, the sticking will most likely be the result of contamination buildup. Because you have a problem with both intake and exhaust valves I would look at your lubricating oil. Does it have adequate solvency to remove varnish-like contamination?

Benefits - nil. Weaknesses many. Save yourself the patent attorney fees.

Sounds like you need a deactivate switch on the dash so you can activate the system during highway driving. If you use a changeover switch you could include a resistor to fool the ECU that the solenoid is still connected.

I think the question was "could you please do the concept design for me?"

My crystal ball shows layoffs in many industries across the US in 2025. Mostly in Government but also in any industry related to renewable energy. Don't worry though, there will be millions of unskilled jobs becoming vacant in the hospitality sector.

Yep. Crank-slider mechanisms have been explored to death over millennia. There is nothing new here and the proposed application has zero advantage over what exists. To suggest that there will be an efficiency advantage is ridiculous.