Internal Combustion Isn’t Done

We’re still finding real gains: smarter fueling closer to λ≈1, electrically actuated valves, and 3D-printed blocks with lattice cooling and closed-deck strength.

visualization of prechamber ignition

TL;DR — Where the gains come from

Thermals: Lattice coolant jackets raise area → lower ΔT and distortion under boost.
Strength: Closed-deck rings + siamesed bridges stabilize bores at high cylinder pressure.
Control: Camless valves = per-cyl lift & phasing (Miller/Atkinson on demand).
Combustion: Lean-stability (pre-chamber / high-energy ignition) improves BSFC at cruise.
Today’s reality: Our calibrations already trim over-rich protection fueling and keep parts safe.

See ECU Tuning
See TCU Tuning

3D-Printed Blocks: Cooler, Stronger, Lighter

Printed aluminum lets us place material only where load paths demand it. Around each bore, a closed-deck ring supports the head gasket for high boost, while gyroid (TPMS) lattice jackets increase coolant surface area for better heat rejection.

Topology-optimized ribs → stiffness-to-weight ↑
Lattice-core bosses with solid skins → mass ↓ but threads hold
Integrated oil galleries & windage control → pumping losses ↓
Closed-deck rings stabilize the bores; gyroid coolant lattice boosts area without adding mass.

a different interpretation of 3d printed engine block

Electrically Actuated Valves & Variable Cycles

With electric actuation, each cylinder’s lift and timing becomes a map—early intake valve closing for Miller/Atkinson efficiency under light load, conventional timing when you need torque.
electronic valves

Lean Stability & Why λ≈1 Matters

Many OEM maps go rich early for component protection. With better charge cooling, EGT modeling and knock control, we keep power while running closer to λ≈1 where safe—delivering more work per drop of fuel.