Patents - Marc Salvisberg

1. High Traction / low inertia / Low tire distortion dynamometer roller
    
   1. Required for high powered vehicle dynamometer testing with limited contact area.
   2. Used for decreasing the amount of unnatural down force required for traction on dyne systems (as is the case with knurled drive rollers and high hp vehicles)
   3. Used to decrease the percentage of tire creepage and slippage during emissions testing.
   4.  Empirically derived optimal ratio of "slot vs. surface area" ratio for optimal traction and longest roller life. Factory Pro actively protects this patent.
   5. The patent essentially covers adding (welding) or subtracting (milling, slotting or drilling) roller surface material to improve traction or lower effective spinning inertial mass. It does not cover a simple "knurled" driver roller surface, as is allowed on other dyne systems.
   6. Available for licensing.
   7. http://www.patentstorm.us/patents/6405586.html
      
       
2. Automatic Dynamometer Tuning Procedure - Best Power Method
    
   1. System and method for maximizing power output from an internal combustion engine
   2. This recent automatic tuning process patent is arguably one of the most important and relevant patents for performance engine and emissions tuning in recent times.
   3. This patent allows the dyne system and a "mappable tuning device" to work together, and in realtime, automatically change fuel and /  or ignition settings to settings that produce Best Power.
   4. This method is augmented by high speed, realtime power readouts (EC997 dyne systems, for example).
   5. This method is augmented by using an EPA spec based 4 gas EGA (as integrated into the EC997 dynamometer systems)
   6. This patent is far superior concept to the current "dealership level, tune to an air fuel ratio".
   7.  Available for licensing.
   8. http://www.patentstorm.us/patents/7280905.html
      
       
3. Adjustable interlocking ignition rotor device
    
   1. This patent covers adjustable ignition timing devices (rotor or plate, for example).
   2. Current motorcycle / automotive internal combustion engine ignition timing is based on a "fixed", non-adjustable "ignition triggering" device, commonly / usually a coil and a ferrous trigger.  Current systems to change the initial "trigger" timing, are either a replacement "fixed offset" triggering rotor or a user selectable, "adjustable ignition advancer" (actually adjusts + or -). The problem with the "fixed" units is that the tuner is prevented for finding the individual engine's best ignition timing settings. The problem with current "adjustable ignition advancers" (example) , is that they all feature multiple exposed screws that can loosen and fall into the engine's crankcase and that the "amount" of "advance" or "retard" must be set by "eyeballing" slots, with a usual 2 degree resolution, timing errors are compounded by parallax error.
   3. This patent method improves current methods by eliminating both parallax induced timing errors and also eliminates the problem of exposed screws added to the internal areas of an engine.
   4. This improved method features a single, captive "indexing screw".
   5. To select, in 1 degree increments (+/- 1/8 degree) increments. Simply unbolt the rotor assembly, lift the 2 rotor plates apart, move the captive "index screw" to the new setting screw hole (to select new timing desired) and replace the top rotor plate.
   6. It is impossible to lose any small parts, or have parallax errors in ignition timing. A far superior system.
   7. This patent covers any "vernier" or "alternate mounting holes" for different timing" arrangement.
   8.  Available for licensing.
   9. http://www.patentstorm.us/patents/5921211.html
      
       
4. "High Dispersement Jet System" - Carburetor device with additional air-fuel flow apertures
    
   1. This patent provides easily tuneable, improved fuel atomization fuel delivery in an MC type carburetor.
   2. Improved fuel atomization results in improved power, performance, improved mileage and reduced vehicle emissions (as tested with Factory Pro's integrated 4 gas EGA).
   3. Engine tuners are constantly trying to improve the delivered fuel state for the above mentioned reasons.
   4. Current improved efforts involved using a hollow tube (Yoshimura MJN) with cross drilled holes in a "CV type" carb (example).
      1. While that implementation did indeed tend to atomize fuel as well as or slightly better than a traditional "needle" type carburetor arrangement , it always resulted in the tuner being unable to tune the low speed circuits for best part throttle performance on every application (as you can't easily change the hole location or size on a tube).
      2. The second problem is that the system's series of micro holes up the tube didn't allow the tuner, without redrilling (not realistic or practical) the ability to tailor the optimal fuel delivery rates for each rpm area.
      3. A third problem with the "MJN" hollow needle is that the high rpm "fuel delivery curve", from upper mid to high rpm is totally dependent on the hole pattern and size of hole that the "MJN" manufacturer decided what "right" for every bike.
      4. The system doesn't work 100% as described and even some of the concepts are incorrect - of which some might be the results of "cut and paste" and some might be refinement issues.
      5. We did some testing and research on an "MJN" equipped  Kawasaki ZX6r and found that we could actually improve power output 1%, 2% and even 3% by improving the atomization of the "MJN's" fuel delivery - but were unable to correct the incorrect the poor high rpm fuel delivery curve without starting with a completely blank tube.
   5.  The "HDJ" system addresses all of the negative "MJN" issues and retains the positive feature.
      1. The "HDJ" system provides a ring of super micro orifices that are located AROUND the "needle jet", providing very highly atomized fuel, improving power, response, mileage and decreasing vehicle emissions.
      2. The HDJ system retains a traditional "tapered needle" and adds an additional circuit, fuel atomizing holes, allowing:
         1. Needle Base diameter is still used  to change low rpm cruise and full throttle / low rpm  tuning.
         2. Float height still is used to adjust low rpm operation (improved emissions)
         3. Needle Height still changes the full throttle midrange fuel rate.
         4. Main jet still affects the full throttle / high rpm without greatly affecting low and mid rpms.
         5. Main Air Jet (MAJ)  air correction circuit is still used to optimize the fuel delivery curve at high rpm.
         6. Most all of the "MJN" liabilities were addressed by moving fuel delivery holes from the "needle" to the "needle jet".
      3.  Available for licensing.
      4. http://www.patentstorm.us/patents/6299144.html
         
          
5. Motorcycle engine cover bumper device
    
   1. A motorcycle engine cover bumper device (10) includes a road engagement member (12) joined to an outer wall (16) of a motorcycle engine cover (18) such that the road engagement member (12) engages a road surface before the motorcycle engine cover (18) thereby preventing damage to the cover when...
   2. Available for licensing.
   3. http://www.patentstorm.us/patents/6637787.html
      
       
6. Velocity Stacks, Quick change, simple installation, "velocity stuffers"
   1. A method for maximizing internal combustion engine horsepower for a preselected RPM range, said method comprising the steps of: providing a plurality of individual velocity stacks for an air box portion of the internal combustion engine; providing means for removably and independently securing said individual velocity stacks to the air box portion while the air box portion is secured to the internal combustion engine, said securing means being deformable to prevent air leakage and to promote quick replacement of said individual velocity stacks;
   2. Available for licensing.
   3. http://www.patentstorm.us/patents/7299688-claims.html
      

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	The extension of the laboratory for engines of the Swiss Federal Institute of Technology was completed in about 1935. Its architect was Rudolf Otto Salvisberg (1882-1940). He had a successful career in Berlin but returned to Switzerland after the advent of the Nazis. His architectural style was somewhat similar to that of Erich Mendelsohn. The staircase of the laboratory is in normal use but well preserved. Edited to the tunes of Chemical Residue by Herbie Hancock.