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Author Topic: New MeXXspeed mill V3  (Read 26841 times)
MeXX
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World record holder 8.733 @ 255.658


« Reply #30 on: February 24, 2021, 14:33:11 pm »

next (master)piece of the of the bottom end is the connecting rod.....
to make it possible to reach peak horsepower above 9000 RPM on 90mm stroke it was essential to use really light yet rigid connecting rod...
even more they have to be able to withstand a serious dose of nitrous....
so my choice has been billet titanium TiAl6V4.....
Using FEA (finite elements analysis) for the design resulting in a connecting rod that can support up to 800hp @ 9000RPM and is a....

431,6g light rod

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Billet TiAl6V4 plank

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« Last Edit: February 25, 2021, 21:36:12 pm by MeXX » Logged

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volkskris
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« Reply #31 on: February 24, 2021, 17:38:35 pm »

I was flabbergasted when I saw your facebook post with the power figure. Thanks for sharing all the details!
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MeXX
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World record holder 8.733 @ 255.658


« Reply #32 on: February 25, 2021, 09:55:21 am »

Machining of the con rods....
just before everyone asks what that small bore in the rod bearing end is for....
it is just for the mounting in machining step two and EDM....


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« Last Edit: February 25, 2021, 10:18:56 am by MeXX » Logged

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MeXX
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« Reply #33 on: February 25, 2021, 10:57:51 am »

after machining step two.... the pre machined rods will go to the EDM machine...
where the big end will be splitted into two parts....

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« Last Edit: February 26, 2021, 21:22:53 pm by MeXX » Logged

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MeXX
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« Reply #34 on: February 25, 2021, 11:02:15 am »

The EDM result.....

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« Last Edit: February 25, 2021, 12:20:42 pm by MeXX » Logged

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MeXX
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« Reply #35 on: February 25, 2021, 12:22:35 pm »

Machining step 3.... bringing the pin & rod bearing bore to size.....


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« Last Edit: February 25, 2021, 12:34:29 pm by MeXX » Logged

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Jesse Wens
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« Reply #36 on: February 25, 2021, 15:28:19 pm »

This is all top notch stuff and I can't thank you enough for sharing.
Even working with some industry legends the shear amount of parts redeveloped for this engine is amazing.
Keep up the good work and enjoy the thrill of the result.
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thinking out of the box will get you to go faster cheaper in the long run, time is on my side
MeXX
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World record holder 8.733 @ 255.658


« Reply #37 on: February 25, 2021, 20:38:09 pm »

Finished connecting rod....
Bolt together with ultra low profile spline drive 3/8" SPS bolts.... torqued with 78Nm to keep the rod bearing bore as round as possible....
Check out the tricky oiling grooves that act like an oil pump when the rods are spinning at high RPM to keep the thrust sides from galling.....


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« Last Edit: February 26, 2021, 09:02:26 am by MeXX » Logged

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MeXX
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« Reply #38 on: February 26, 2021, 21:11:01 pm »

Next part of the rotating assembly is the piston....
The supplier is CP piston they did an X box forging with an extra .125" thick top and an additional. 125" for the dome...
To get the pistons light yet rigid.... there has been done extensive pocket milling inside the piston...


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MeXX
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World record holder 8.733 @ 255.658


« Reply #39 on: February 26, 2021, 21:18:37 pm »

A no dome low compression version with CR 12.4:1 and a domed version with a  CR of 14.6:1 has been  done....

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Check out the radius on the intake valve pocket... which is very essential for the most critical time of flow.... the overlap....
« Last Edit: February 27, 2021, 15:11:39 pm by MeXX » Logged

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MeXX
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« Reply #40 on: February 27, 2021, 15:04:31 pm »

Later on in the development a version with deeper valve pockets for .900+ lift was done
Check out the tulip style valve pocket to avoid any dead area under the valve.....


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« Last Edit: March 04, 2021, 22:58:58 pm by MeXX » Logged

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Frallan
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« Reply #41 on: February 28, 2021, 10:28:02 am »

Hello Mexx, I am subscriber of Race Engine Technology since the first issue.
Why? Just because of details like the ones you are sharing here. Extra fun is when you start appearing in their magazines, like Johannes with his Mouse motors and NHRA winning Brian Hyerstays dragster/engine. Aircooled VW´s appearing as top technology.
So, thanks for these post and congratulations to an awesome car and engine!!!
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MeXX
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World record holder 8.733 @ 255.658


« Reply #42 on: February 28, 2021, 16:50:06 pm »

Hello Mexx, I am subscriber of Race Engine Technology since the first issue.
Why? Just because of details like the ones you are sharing here. Extra fun is when you start appearing in their magazines, like Johannes with his Mouse motors and NHRA winning Brian Hyerstays dragster/engine. Aircooled VW´s appearing as top technology.
So, thanks for these post and congratulations to an awesome car and engine!!!

Thx Fredrik....

I dry to mention all the details, that I think they might be interesting for all other folks.... but for sure there will be more than enough questions to be asked.....
So everybody should feel free to ask.... whatever is in his interest....
And I promise to keep on posting details.....

MeXX
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samotorsport
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« Reply #43 on: March 01, 2021, 11:37:38 am »

Hey MeXX , thanks for sharing all those details with us ! Amazing to see how much effort you are putting in !
Every time I see this car in real life there are more small and big details changed and improved . It is just a stunning car .
I still remember when you showed me and “the next generation” your new door locks on your car , that was the point I realized this is a complete new level of perfection !
Keep up the great work and posts !
Greets Sam and Yannis Wink
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MeXX
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World record holder 8.733 @ 255.658


« Reply #44 on: March 01, 2021, 12:25:17 pm »

Piston close up....
Piston pins were PPP Titanium DLC coated.... put they suffered from to much wear...
so they were replaced by conventional tool steel which were sleeved with titanium to enhance the rigidness...
which is especially necessary to keep them round and prevent the pin bearings from seizing up under high loads...

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DLC coated titanium wrist pins with clearly visible wear...

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More reliable DLC tool steel pins with titanium liner...
« Last Edit: March 01, 2021, 16:08:34 pm by MeXX » Logged

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MeXX
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World record holder 8.733 @ 255.658


« Reply #45 on: March 01, 2021, 12:29:29 pm »

Hey MeXX , thanks for sharing all those details with us ! Amazing to see how much effort you are putting in !
Every time I see this car in real life there are more small and big details changed and improved . It is just a stunning car .
I still remember when you showed me and “the next generation” your new door locks on your car , that was the point I realized this is a complete new level of perfection !
Keep up the great work and posts !
Greets Sam and Yannis Wink

THX... MeXX

btw.... next Generation of Racer.... Yannis???

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Erlend / bug66
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SCC Event


WWW
« Reply #46 on: March 02, 2021, 09:37:24 am »

I've tried to comment here the last hour, but kept drooling over my keyboard..

It's really nice to see you opening up your enige build to the world! Love it  Grin
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The '67:
10.626 @ 132mph, SCC 2016
10.407 @ 134mph, SCC 2017
10.221 @ 135mph, SCC 2018

The '59:
Not yet..
MeXX
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World record holder 8.733 @ 255.658


« Reply #47 on: March 02, 2021, 16:35:03 pm »

Next part are the cylinders....
The thinking behind that setup has been to have one piece aluminum housings with ductile lines.....
to get a rigid piece that holds the liners as round as possible to minimize blowby and to ensure an easy change of the liners if they are abused....

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Yes... it is a 7 stud pattern.....

« Last Edit: March 02, 2021, 17:40:36 pm by MeXX » Logged

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MeXX
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World record holder 8.733 @ 255.658


« Reply #48 on: March 02, 2021, 17:28:39 pm »


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« Last Edit: March 02, 2021, 17:39:08 pm by MeXX » Logged

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MeXX
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World record holder 8.733 @ 255.658


« Reply #49 on: March 02, 2021, 18:53:09 pm »



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MeXX
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« Reply #50 on: March 02, 2021, 18:57:04 pm »

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<a href="http://www.youtube.com/v/9kj5GzmMqtU" target="_blank">http://www.youtube.com/v/9kj5GzmMqtU</a>
« Last Edit: July 22, 2021, 09:44:16 am by MeXX » Logged

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Frallan
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« Reply #51 on: March 04, 2021, 13:19:56 pm »

I can not see it fully, but I suspect and it looks like you are doing what my machinist does to my cylinders when he machines them.
He does not do it in conventional lathe chuck and end support.

He has a custom made insert expander chuck that centers in the final bore, to get the top and bottom machining in 100% final alignment and with the inner bore.
Makes so much sense but not so many that takes the effort.
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MeXX
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World record holder 8.733 @ 255.658


« Reply #52 on: March 04, 2021, 14:00:47 pm »

I can not see it fully, but I suspect and it looks like you are doing what my machinist does to my cylinders when he machines them.
He does not do it in conventional lathe chuck and end support.

He has a custom made insert expander chuck that centers in the final bore, to get the top and bottom machining in 100% final alignment and with the inner bore.
Makes so much sense but not so many that takes the effort.


Dear Fredrik....

Yep... the way to go.... we machine the outside of the liner.... then they go into a special fixture... like a pipe that holds the liner on the outside... and clamped down by a ring to machine the inside...
so we can guarantee that the cylindricity and the constant wall thickness and therefore the coaxiality.... being in spec on all liners.....
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MeXX
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World record holder 8.733 @ 255.658


« Reply #53 on: March 04, 2021, 23:01:25 pm »

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« Last Edit: March 04, 2021, 23:04:37 pm by MeXX » Logged

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ibg
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« Reply #54 on: March 06, 2021, 07:47:07 am »

Are the sleeves pressed into the fins or the fins shrunk onto the sleeves?
I'm think to make the stud work under the exhaust port the fins and sleeves would have to function as a single unit.
Fantastic engineering, I am really enjoying reading your detailed engine developments.
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MeXX
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World record holder 8.733 @ 255.658


« Reply #55 on: March 06, 2021, 12:50:20 pm »

Are the sleeves pressed into the fins or the fins shrunk onto the sleeves?
I'm think to make the stud work under the exhaust port the fins and sleeves would have to function as a single unit.
Fantastic engineering, I am really enjoying reading your detailed engine developments.

The liners are cool down to -20°C and the aluminum housings are heated to approximately 120°C.... as the interference is only 0.06 mm it is quite easy to put the liners in and just let them shrink in by cooling down....
The 7th stud got neccessary because of the use of nitrous.... the location is not only the hottest  and therefore the section with most heat expansion.... it is the area with the lowest clamping force due the big distance between two head studs.... and therefore it is prone to torch the head in this area...
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dive!dive!
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« Reply #56 on: March 07, 2021, 19:57:22 pm »

Thanks so much for posting this! I am not an engineer but this is the stuff I dream of doing if I had enough time and equipment........great to see someone really taking things to another level.
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Eddie DVK
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« Reply #57 on: March 08, 2021, 07:19:20 am »

Thanks so much for posting this! I am not an engineer but this is the stuff I dream of doing if I had enough time and equipment........great to see someone really taking things to another level.

Same here, just playing with a lath and mill at the moment, and with no machining history, very hard to do right.
But I have fun with it and to less of time.

keep the pictures comming
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Regards Edgar

" Type 4, it is a completely different engine. You have to drive one to understand! "
MeXX
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World record holder 8.733 @ 255.658


« Reply #58 on: March 10, 2021, 20:47:34 pm »

Pushrods are supplied by Manton....
The dimension is 9/16 .120 wall....
They are machined down to a a barrel shape with a wall thickness of .100
After having unusual high wear due harmonics on the intake valve the wall thickness was increased to .112 to enhance rigidity and increase the natural frequencies....

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Barrel shape after machining.... and the finished pushrods


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9/16 .100" wall


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9/16 .120" wall
« Last Edit: March 10, 2021, 20:54:48 pm by MeXX » Logged

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Frallan
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« Reply #59 on: March 11, 2021, 10:21:27 am »

THANKS AGAIN!!!  I know we are many who adore this handicraft and the fact that you share so nicely.
Really makes my day as updates keep coming.

Pushrods are interesting.
How Pro Stock/Pro Mod/TF etc. over the years increased size and rigidity and kept on gaining better harmony albeit the large increase in weight.

I bought CF pushrods in mid 80´s and tested them on a friends 2332 with FK89.
We never got it to work. The zero expansion of the PR spooked us.
We even tried quarter of a turn tight at startup and that should not have been good at all, still it fired up (theoretically with some valves open) BUT soon very much play stopped us.

In latest RET magazine AWA is again promising the release of both conrods and now CF PR.
Have anyone over the years they have been advertising, seen or heard of any engine running their parts?
So, how do they solve the zero expansion or it is not an issue (less) on watercooled and rigid engines?

Conrods: Your rods are really similar to latest Koenigsegg Jesko conrods made by AutoVerdi. Very cool! Now their rods are not titanium.

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