Malossi MHR Ø 63 ALUMINIUM CYLINDER CVF2 WITH Ø 15 PX PIN

Description

Ø 63 aluminium thermal unit Introducing the completely new thermal unit, designed in every detail to achieve maximum performance and durability. Every aspect of the system has been studied to maximise mechanical strength and fluid dynamics and improve combustion: the result is a top-of-the-range kit in terms of build quality and technological advancement. Technical features: Cylinder Made entirely from scratch, in high-strength aluminium alloy with nickel-chrome-plated barrel. Composed of a central core of constant thickness around the barrel and transfer ports, it guarantees constant heat exchange, thus ensuring a controlled gas inlet temperature into the chamber and optimal heat exchange at the exhaust. It has aerodynamically profiled cooling fins around the core, designed to be penetrated by the cooling air with the best possible efficiency. The most significant innovation is the completely revised and updated transfer system, introducing CVF in line with the latest updates obtained from competition experience. The transfer ports have now been increased to 7, a distinctive feature of Malossi kits, which has made it possible to achieve the best fluid dynamics performance. The connection to the exhaust is made by a flange-fitting assembly fixed to the cylinder by 4 cylinder head screws and an O-ring seal on the exhaust pipe to prevent any leakage from the thermal unit. This extremely simple assembly system allows all types of exhausts on the market with a Ø 37 inlet to be fitted with maximum resistance, avoiding any problems of unscrewing or rotation due to vehicle vibrations. The connection to the head is now achieved by high-precision centring on the support surfaces, obtained using numerically controlled machines. A set of multi-thickness base gaskets is supplied to allow the user to adjust the compression to suit a wide range of uses. Piston Cast from an innovative material consisting of a steel core coated with an aluminium and silicon alloy, which makes it extremely lightweight and highly resistant to corrosion, even at high temperatures, and reflects the heat generated by combustion. The heat flow is then directed towards the dissipation surfaces, promoting cooling of the combustion chamber and maintaining it within the optimal temperature range. The inside of the casing features ribs immersed in the casting, which provide the right amount of reinforcement in the areas subject to the most mechanical stress, while at the same time making the piston as light as possible. The windows in the rear and the diametrical recesses ensure the maximum possible flow of fresh charge towards the cylinder transfers. Head Another revolution in the design philosophy of 2-stroke engines: the cooling fins have been sized to optimise heat flow from the chamber to the outside, but are now also profiled according to modern simulations to allow maximum penetration of air from the cooling system, which now flows around the head with an increase in efficiency of over 10% compared to a traditional system with straight fins. The characteristic hemispherical combustion chamber is machined to tolerances of a tenth of a millimetre and develops high-turbulence combustion, with pressure peaks calculated at the most suitable speeds to achieve maximum performance in terms of torque and power. The extremely high temperatures reached in this particular area between the head and the cylinder, which are often the source of hot spots and detonations, are regulated by an aerospace-inspired solution: a vacuum chamber duct made with two bulkheads and a series of deflectors at the inlet and outlet. Thanks to a precise surface profile, these deflectors convey part of the cooling air, forcing it not only to skim the surfaces but also to expand, thereby reducing, thanks to a precise physical principle, the pressure and therefore the temperature of the walls at the boundary with the combustion chamber. Warning: it is absolutely essential to use fuel taps with increased flow rate.