New MeXXspeed mill V3

[MeXX]

Dear Folks....

After much too long time I'm trying to post as much as possible of my R&D of the last years....
I know that much time has past till I posted a threat of my old engine....

http://cal-look.no/lounge/index.php/topic,20436.msg284272.html#msg284272

put step by step I will post all the details and spec and the evolution of my engine....

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<a href="http://www.youtube.com/v/zbtBX-Nt9UU" target="_blank">http://www.youtube.com/v/zbtBX-Nt9UU</a>

MeXX

[karl h]

seen it in person, its awesome!

[samotorsport]

Can t wait to see the magic

[MeXX]

I always have been really in love with " unlimited NA engines" and seeing how far the V8 guys pushed the small block engines in NASCAR and Australian Pro Stock and the big blocks in NHRA and PDRA..
has been inspiring me to push our tiny Volkswagen engine as far as possible... or at least as I can...

to get the....

Unlimited NA Type 1 engine.....

So what does T1 mean?   of course not a modified stock Beetle engine.... but an engine that is based on that.... with the same bore spacing of 112mm and the same cam location, although a cam trop would make sense it is not necessary...

Unlimited does definitely ask for the maximum displacement, so what is the maximum that makes sense?? in my case 4.040" (102.6mm) bore by 90mm stroke.... for sure the bore can be enlarged even further... as we did... and yes the displacement will get bigger, so it will by more stroke... but the rigidness of the whole strukture will suffer... and but can you really make more horsepower??
That this combo has been the right decision... has come true for me after the last dyno sessions and rack tests....

[MeXX]

upside down I will start with the dyno results and the track tests....
as I was asked several times.... still with out Nitrous...... but I can guarantee the day will come....

439,4hp @ 9150 RPM

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[MeXX]

the track tests @ TnT in Zerbst in September 2020....
unprepped track...
no full run... launch @ 7800RPM shifts @ 8200 8400 8600 8600
I had to pedal the car in first and slightly in second gear.... but still quite a promising result:

8.903 @ 237.333km/h (148,3mp/h)

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[Basti]

been there 

[MeXX]

MeXXspeed V3 spec:

displacement 2977ccm
bore 4.040" 102.62mm
stroke 90mm
CR 14.6:1
fuel injected on methanol
Case is Autocraft modified and reinforced (thx to Mike Seymour)
Crank is custom Scat billet flanged 90mm chevy rod and main bearings (thx to Tom Lieb)
Flywheel is billet aluminum with bronze wear plates, billet pressure plate centrifugal enhanced
Pistons are CP X forging 4.040"
Cylinder are billet housings with ductile iron liners
Pins are .866-15-DLC titanium hyprid
Rods are billet titanium 6" length 2" rod bearing and 22mm pin
Heads are Billet MeXXspeed V3.4 canted valves with valve rotation
Valves are Xceldyne titanium 7mm hollow shaft Intake 2.150" (54.6mm), 7mm shaft Exhaust 1.600" (40.6mm)
Rockers are Jesel custom 1.800 pivot arm 1.8 to 2.0 ratio
Pushrods are Manton 9/16" barrel shaped
Lifter are Jesel DLC dogbone roller lifter .904 with .820 roller
Cam is a custom tool steel S7 from Com Cam with Intake 281° .920lift Exhaust 294° .860 lift 112°LCA (thx to Dean Harvey)
Cam geer is Magnum
Retainer CHE coated titanium
Valve springs PSI
Oil pump is Dailey 5 stage dry sump oil vacuum pump
Bearings are King XP
Exhaust is over the top 2 to 2 1/8 stepped inconel with titanium reverse cone stinger

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[Trond Dahl]

Thanks for sharing,
always said your work is not only proven in performance but is also work of art!

[Eddie DVK]

Whoooo,
I love the injectors above the throttle body s

[MeXX]

Whoooo,
I love the injectors above the throttle body s

Hi Eddi....

we moved the injectors as far up as possible.... and gained close to 20hp on the dyno....

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<a href="http://www.youtube.com/v/XkDv919AW_Q" target="_blank">http://www.youtube.com/v/XkDv919AW_Q</a>

[Erlend / bug66]

Whoooo,
I love the injectors above the throttle body s

Hi Eddi....

we moved the injectors as far up as possible.... and gained close to 20hp on the dyno....



<a href="http://www.youtube.com/v/XkDv919AW_Q" target="_blank">http://www.youtube.com/v/XkDv919AW_Q</a>

Did the raised injectors make the previous tune too fat, end you could lean it out?

[Eddie DVK]

Whoooo,
I love the injectors above the throttle body s

Hi Eddi....

we moved the injectors as far up as possible.... and gained close to 20hp on the dyno....

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<a href="http://www.youtube.com/v/XkDv919AW_Q" target="_blank">http://www.youtube.com/v/XkDv919AW_Q</a>

This is a a cool picture.
20 HP is a serious.
Looking at using throttle bodies and placing the injectors above them with a bracket in the oval filter houses like on IDF/dellorto carbs.
This is good mind food then.

[MeXX]

.

[MeXX]

Whoooo,
I love the injectors above the throttle body s

Did the raised injectors make the previous tune too fat, end you could lean it out?

Yep....

we had to remove fuel from the mapping and got more power on the other hand.... WOT a wonderful world....

Seriously.... it is just about the fuel that enters the combustion chamber as a liquid and even if it is tiny droplets.... it is just lost for the combustion...
So if you get the same amount of fuel evaporated in the combustion chamber it is just on the rich side....
Additionally we could see the egt going up....

MeXX

[Erlend / bug66]

Whoooo,
I love the injectors above the throttle body s

Did the raised injectors make the previous tune too fat, end you could lean it out?

Yep....

we had to remove fuel from the mapping and got more power on the other hand.... WOT a wonderful world....

Seriously.... it is just about the fuel that enters the combustion chamber as a liquid and even if it is tiny droplets.... it is just lost for the combustion...
So if you get the same amount of fuel evaporated in the combustion chamber it is just on the rich side....
Additionally we could see the egt going up....

MeXX

I guessed that was the only way it would make more power. Better atomization of fuel given the slightly longer time to disburst into a mist.

[MeXX]

Whoooo,
I love the injectors above the throttle body s

Did the raised injectors make the previous tune too fat, end you could lean it out?

Yep....

we had to remove fuel from the mapping and got more power on the other hand.... WOT a wonderful world....

Seriously.... it is just about the fuel that enters the combustion chamber as a liquid and even if it is tiny droplets.... it is just lost for the combustion...
So if you get the same amount of fuel evaporated in the combustion chamber it is just on the rich side....
Additionally we could see the egt going up....

MeXX

I guessed that was the only way it would make more power. Better atomization of fuel given the slightly longer time to disburst into a mist.

Yep.... especially on methanol....

[mikko k]

Hi,

Have you tested this engine on dyno with race gas or E85?

[MeXX]

Hi,

Have you tested this engine on dyno with race gas or E85?

Hi....

It is running on methanol only.... we tested different kinds like M1 and M5...

MeXX

[PPRMicke]

Hi,

Have you tested this engine on dyno with race gas or E85?

Hi....

It is running on methanol only.... we tested different kinds like M1 and M5...

MeXX

What pressure on the fuel Martin
  Here in Sweden, they run high pressures type 8 bar on methanol with EFI
to atomize the fuel
/// Micke

[MeXX]

What pressure on the fuel Martin
  Here in Sweden, they run high pressures type 8 bar on methanol with EFI
to atomize the fuel
/// Micke


Hi....

Yep the higher the better... at least I think so....
By doing some testing with the spray pattern of the injectors.... I checked out that at certain pressure the injector starts to atomize better...
@ 30 psi really bad just spitting droplets....
@ 40 psi much better
@ 45 psi nearly all fuel is atomize
@ 50 psi all fuel is atomized
@ 55 psi no further change...

That's why I kept the fuel pressure @ 50 psi

[MeXX]

To built the ultimate unlimited NA T1 engine the key facts are
as much displacement as possible or better still makes more power...
as high RPM peak power as possible....
Heads that can deliver the CFM the engine is demanding according the first two facts...
A rigid backbone.... a case with crank and rod combo... that can bear that....
Maybe one of the most overlooked part is the valve train that has to be really stable and as straight as possible....

Maybe one of the best examples is Dan Jesel's Equal Eight Engine....

https://www.enginelabs.com/engine-tech/the-equal-8-inside-dan-jesels-new-clean-sheet-12000-rpm-v8/


<a href="http://www.youtube.com/v/NdOH6flt6E8" target="_blank">http://www.youtube.com/v/NdOH6flt6E8</a>


Without a doubt Jesel products are the best available, and there is a reason why, it is not only the quality and the design...
More being in industry for over 40 years.... in a leading position....
I really like what they call "The Straight Column Valvetrain (SCVT)"
The idea behind that is keeping the pushrod angle as straight (less than 1°) as possible, not only because it kills power, more because it just makes it just impossible to run high valve lift and aggressive cam raps....

These pix will show how straight I was able to end up...

[MeXX]

So let's start with the backbone... the bottom end...
The case is an autocraft and thx to Mike Seymour it was reinforced by modifying the mold before casting and not welding...
The idea behind that was to have enough material supporting the, bigger in diameter, .904 Jesel roller lifters...

The main studs were upgraded from 7/16 8740 CrMo to M12 tool steel, this was done to get a much higher clamping force to hold the case together on high horsepower and high RPM.
The upgrade was necessary because of the switch to 0W20 oil to keep the much tighter bearing clearance in spec....
Like the main bolts, so are the shuffle pins and the washers manufactured out of tool steel... check out the little collars to keep the aluminum from collapsing into the bore under the high load. The main bolts do have a yield strength of 1890N/mm2 and are finally torqued to 100Nm...

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Autocraft case ready for assembly



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Lifter bores .904 ready for the lifters check out the bolt for the dog bone


 
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Main studs.. black is autocraft silver are tool steel....



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Main and heads studs

[MeXX]

The roller lifter are Jesel DLC coated dog bone style with a diameter of. 904".... as they are coated and the case is aluminum the clearance is kept to .02mm.
The dog bone is manufactured out of high strength beryllium bronce and is full floating ....

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Jesel .904 DLC roller lifter with dog bone and hardware


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lifter installer doing their job


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side few, check out the additional aluminum to support the lifters

[Steve67]

thanks, this is really interesting to read. Great engineering!

[MeXX]

As mentioned before keeping the pushrod as straight as possible was one of the design requirements....

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Giving the case a personal touch...

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Check out the straight pushrod design...

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....

[MeXX]

The heart of the bottom end is the custom scat crank shaft...
Compared to the of the shelf part it has thicker webs, bigger radii smaller oil holes and 65mm main bearing diameter....
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Custom crank compared to the "of the shelf " on the right


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Bigger radii and smaller oil holes....

[MeXX]

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Thicker webs...

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[dannyboy]

epic on all levels 

[MeXX]

As mentioned before the plan has been to run this engine on 0W20 Valvoline Pro V oil...
to keep the bearing clearance in spec it is necessary to have a very precise line bore and bearings that give you the chance to set the clearance to the required value.
A deep groove was machined into the case saddles to keep the bearings supported 360° with oil.... in addition they have to bring enough oil to the oils squirters located in the top side of the saddle pointing to the piston.
The  bearing shells have multiple slots to support the inner groove to lubricate the main bearing and support 360° oil supply for the rod bearings. In the #4 bearing location a roller style bearing is used. As these do not need pressurized oil supply a restriction of 0,5mm has been installed in the oil hole.

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