MCX, THE NEW 60 CC ENGINE BY VORTEX
For the first homologation dedicated to the 60 Mini, with which CIK-FIA wanted to unify every technical aspect of the category under a single regulation, Vortex Engines offers the MXC, a totally new engine compared to the previous MR3. The Vortex technicians worked to decrease the size and weight of the engine and to improve cooling, thanks to additional air flow.
Differently than in the past, each component is specifically designed and manufactured for the 60 cc engine, without being derived from higher category engines. The first objective was to have a good starting point for development, an important point to make the most of the potential of a brand-new engine.
The MCX is 2 kilograms lighter than the previous MR3, an already remarkable factor, which is even more important if we consider that we are talking about a 2-stroke engine with only a 60 cc displacement. The greater lightness allows, with equal weight of the driver and chassis, to manage the weight distribution in an optimal way, thus improving the kart’s setup. Furthermore, making another comparison with the previous MR3, the mass reduction has reduced the thermal capacity of the new engine, which means a faster reaction to the increase or decrease in the engine’s temperature.
The plastic conveyors on the sides of the head, adjustable on three positions, have the task of increasing coolingread more
The head of the new MCX seen from the coupling side with the cylinderread more
The exhaust socket is manufactured using numerical control machinesread more
The new crankshaft, developed in-house by Vortexread more
The new MCX is equipped with roller bearings. These, compared to the ball bearings version allow for longer maintenance intervalsread more
The new MCX immediately is very compact: each component is tapered and reduced in size compared to the previous version. By observing the two open crankcases, one understands how the objective of the Vortex technicians was to concentrate the mass in the necessary areas, reducing all the points where possible. The distribution of the crankcase thicknesses is designed to avoid deformations and contractions both during the casting phase and during the engine’s operation, trying to make the structure as balanced as possible.
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