They were definately running different port timing in Australia.

Well if you didn't know, now you do^^. It's kind of difficult to say exactly how long parts will last because there are too many factors that will affect the lifespan of the parts. So depending on how and with what fuel you run your engine your mileage will vary. But this is what has been done by the CRF team till now, they also change the conrod at the same time just for safety.

Remember the piston does not touch the cylinder so you will not get the usual piston/liner wear you get with other engines. Obviously over time engine parts will wear out but it should take a long time.

I spoke to Didier (one of the two guys from Team Orion/CRF at the track) this morning and they did test/use new ports configuration. We are going to get all the info together and see what evolutions we will bring to the engine if needed.

Anyhow, it seems that a lot of people were impressed with Josh's engine performance. Remember that Josh basically was running an EFRA legal engine, versus the competition that were running IFMAR legal engines which are less restricted.

Are you saying there are 2 version of this motor??? One EFRA and one IFMAR??? IFMAR less restrictive... Your motor from the crank to the sleeve had more things going on then any other motor that ran at the worlds... I believe that was one reason for the protest... :sneaky: I'm happy to see Josh Cyrul do well with the motor... I really want to know what crank mod did Team Orion do to the CRF... and you say it's was still with EFRA limits... Hey, inquiring minds want to know.

RC_Alan

i'm pretty sure they were protesting the expansion hole and slits at the bottom of the liner under the ruling of max 4 ports including exhaust port. obviously the protest must of been upheld since josh ran the motor... and what a rocket!

it almost looked like it kicked into 3rd gear 3/4 of the way down the back straight... although it did flame out a few times in the final, which is a little worrying.

The only regulations EFRA has and IFMAR doesn't are these 2:
1) Max. 7mm bore in crank
2) End of crankhole near backplate, can have a max. rounding of 0.5mm, (so no turboscoop going into this hole)

On the other hand if Team Orion was running EFRA legal engines, tells me 2 things:
1) they were so convinced of them selves, that they would win the worlds even with an EFRA legal engine (But then just in case would also have an IFMAR legal version ready)
2) they were so stupid NOT to use an IFMAR legal engine, which now even might have cost them the title.....

Another interesting thing to note was that Josh was running a Sirio 2611 pipe

M7H: I walked around the pits and managed to see 1 Mega ZX12!! Thats right, just 1. Serpent were running Mainly MaxPower SL3 WC, and a few MF's. What are your thoughts on this?

My point was that these 2 EFRA requirements are considered as restrictions (made to limit performance and/or cost of the engine). Because of it's new technology the CRF engine is not restricted by these requirements. It does not need crankshafts with 7mm+ bore and funky turboscoops to be the fastest engine on the track even when competing with engines which are not EFRA legal.

The crankshaft that was used was the same 6mm crankshaft you get when you buy the engine. Modified cranks were tested but they made the car difficult to handle because of excessive power.

Well... In some things we think the same... lately (at least on the past 5 or 6 years) EFRA has been doing some stupid things trying to 'equalize' or at least to slow some costs associated with racing. Many years ago was the biggest stupidity with the infamous 12 turn limit on Touring cars who opened the doomed 'search for the n milivolt more on the batts', later was the 7mm crank bore and the 'turbo scoop' that in few days, deemed illegal almost all the .12 engines that were on the market (and of course, the need of buying new engines).

I'm not a newbie on this... in fact if you can search on the Team Orion forums, you can see some posts made by me regarding this. EFRA sometimes should look farther than their own belly and try to being in the same line of other blocks (ROAR, FAMAR, FEMCA,....)

I don't know.....

But, I don't want to talk about Mega here, as somebody will give comment on that probably..... :D
You have a PM though....... :p

Josh Congratulation for your final, too bad that you had receiver packs problems...

:D that's indeed not really lowering the costs.........

Here in Holland we have the national NOMAC regulations, under these regulations the Orion engine is even not allowed, because on top of the EFRA rules the bore in the crank also needs to be perpendicular (90 degrees) to the backplate......

Luckily I drive 1/8 scale, which is an "outlaw" class.......

But, this was said on the other tread about this engine:
6mm, 7mm, or bigger......
:confused:

As the hole in the crank exits at 45 deg the hole isnt round so it must be measured along its major axis and thats bigger than 7mm

Cheers

A diameter is always measured at 90° of two parallel lines from a hole (tube). You can also try to insert a gauge of 7mm, if it goes in it means it is bigger than 7mm if you can^t insert it, it is smaller than the gauge. The CRF engine has a 6mm hole.

So what does all of this testing mean to the consumer and those of us that already have the engine? If it's decided that the engine runs better with a different port configuration, are we going to get new parts or would it be something that we would have to purchase?

Thanks Nano! :)

of course you will have to buy it! ;)

If they turn it into an option part, then that would be fine. :)

If they change what's sold NIB, I would have an issue with that.

well guess what if/when they release the new liner with the less extreme ports it will probably be a NIB part...so there's gonna be problems down in "hawaii" i'm guessing :lol: :p :D

The only part of the CRF engine that has 'Extreme port timing is the crankshaft at around 250deg.

The Cyl port timing is actually quite tame at around 165 ex and 110 transfer. This is much milder than most current top level engines on the market many around 175 ex and 125 transfer.

But also keep in mind that most of these 'other' engines have crank timing of around 210 deg.

BK

I wish I could understand a word of what you are talking about mxwrench :-)

Well seeing the engine in action was close to believing. It ran just as fast as my TZ but I realized quickly that it had some finicky tuning issues about it. In the long run it may have the power and punch but without durability and reliability I don’t think that I would want to put my .8 sec lap lead on it and leaving a wing and a prayer hope that it would last out a 30-minute race.

Until the test is conclusive and the power band is leveled and remains insane then I can spend the funds to pick one up.

Chuck engine is fast but I need reliability along with power, I am not the fastest driver out there but I try to remain consistent and try to finish the race and with tuning issues that would remain questionable.

Kcrunch,
To be fair, I have had problems with the engine only since the trophy race. 2 days before it was silly fast and purred like a kitten. I only got one chance to try and figure it out since then and that was with you. I took it apart and the internals looked fine. It has to be a bad o-ring somewhere. Team-Orion was supposed to send me one for the rear plate 2 weeks ago, but I am still waiting. I went out today for 1/2 hr or so and got it almost there, but not quite. I will try a nova rossi carb hopefully in a lot around here. If I get it working the way it was, then it has to be a carb o-ring too. I will inspect them hopefully tomorrow.

On which online shop do you buy your CRF engine, I found this Italian shop selling them.
http://www.unoadieci.com/product.asp...6-579359bc4ce6