-8-transfer aluminum cylinder with high-end nikasil treatment.
- Booster type exhaust.
-High compression one-piece aluminum cylinder head.
-Double segment piston, 1mm thick.
VI41 SC crankshaft stroke 39.7 mm, forged connecting rod 85 mm for 12x16x15 cage for MVT crankcase REF CMG2B 103 CMG2B 51 CMG3 intended for mounting any type of 20 mm wide range silk variator type Malossi Doppler Bidalot Conti or other using the same type of barrel.
Complete ignition REF DD25 or DD11 / DD12 with the PLA17 board.
The bearings suitable for the VI42 are ref RSG234, the oil seals provided have ref SPIG234.
Crankcase gasket REF J23.
This crankshaft allows the assembly of the MVT SC G2 B and G3 high engines.
HM36 MBK 51 OPEN G2 Axial carburetor.
HM37 Peugeot 103 G2 spx rcx Axial carburetor.
HM40 G3 on engine cradle (without cylinder head support).
HM41 G3 OPEN MBK.
HM36 CYLINDER KIT G2B MBK
This 49.9cm3 top engine comes with:
1 Cylinder head with support to the frame by mounting the original axle. For information, the thickness of the intermediate centering pins of the axle must be of sufficient thickness so that the adjustment corresponds to the placement of the engine when the variator is fully mounted both on a 4-balancer system and on a mounting rotating around the front axle.
2 Centering pins, cylinder head centered by 2 pins and by centering in the cylinder.
Its shape is a step forward in the field; it does not use the traditional dome design widely used by engine tuners, but a conical truncated shape, which, although prohibited on engines over 40mm in diameter, works better with regard to the direction of thrust at the time of explosion on small surfaces.
1 Cylinder with asymmetrical exhaust and 8 transfers.
So why did our developer Alain Godou build this particularly innovative engine in terms of distribution?
The reasons are almost simple whether it is for a G2 or G3 engine, after more than 40 years of cyclo there are undoubtedly more preparers than racing cylinders and as everyone prepares their engine differently you can easily imagine the number of versions that would be needed.
Thanks to the development of asymmetrical exhausts by MVT, we deliver an engine ready to accept almost all your preparations.
With an average of 197/198 at the boosters, 191 at the central exhaust and 129/130 at the transfers, this allows you to have an engine with a wide range of use despite a chamber volume of 3.4/3.3. This is possible thanks to the very high boosters which prevent detonation.
You want to mount the exhaust, nothing could be simpler by raising the central conduit until possibly aligning the boosters. You want to put complete diagrams higher to maintain the gap, call the engine higher and keep the asymmetry to the boosters: example 134 transfers 202/203 to the boosters 195/196 in the center you can in this case reduce the squish to 0.5 to recompress to 3 see 2.9 of volume by deducting 2.3cc of spark plug volume and taking into account that these diagrams are taken at the closing and not with a shim. On the other hand if the volume of the cylinder head is too low you can easily slightly push back the flat bottom of the spark plug which leaves you a tolerance of 0.5 mm with a 105 NGK. After opening the passages of the rear bases of the cylinder you will discover a new distribution with 8 corridors which have jet directions developed for a long time by Alain Godou. This system allows to significantly increase the speed of entry of fresh gases on the piston with directions which will make you notice that the distribution butterfly which is discovered on the head of the piston after a significant rolling has been replaced by a butterfly with broken wings.
That being said, if you have to modify the intake transfer outlets, I advise you not to touch the interior bars, even if you had to balance the right transfer with the left, you can increase the surface area of the rear lateral transfer to the rear, you can amplify the pinching by increasing the volume of the front transfer in its duct but never modify the jet directions.
