A diaphragm intake manifold automatically controls the mixture supply, independent of the crankshaft intake control times. This gives several possibilities to use a diaphragm inlet sensibly. For example, it is ideal for the further use of an engine housing with a defective rotary vane inlet surface. The sealing function, which is otherwise performed by the rotary inlet slide valve, is performed by a valve (colloquially called a diaphragm) integrated in the intake manifold. In this way, the engine housing can be milled out without regard to the former sealing surface, thus providing a considerably larger inlet area. Especially in the upper speed range, this results in a significant improvement of the crankcase filling level. For all tinkering - fans this offers the possibility to use carburettors also over 24mm cross section meaningfully. This is especially interesting for very high revving engine superstructures (e.g. Malossi 136ccm or machined Polini 133ccm). If you want to build a normal mortal engine, 24mm intake diameter is sufficient. With a suitable cylinder and exhaust, speeds of over 120km|h can be reached, which takes the fun factor of a small frame to a whole new level. As with the rotary vane intake manifold, it is important to select the correct manifold to match the engine housing or chassis mounting method. To ensure a good filling of the crankcase, a racing crankshaft should be installed. This has longer opening times and thus reduces the flow resistance, which would occur with a normal crankshaft with short intake control times, to a minimum. Furthermore, the inside of the housing in the area of the inlet can be freed from all disturbing edges (rotary vane sealing surface). This gives the engine good elasticity and further reduces flow resistance. If you want to drive a full cheek in connection with a housing diaphragm inlet, you have to dig deep into the bag of tricks. Here the crank web is constantly in the gas flow and thus prevents the engine from delivering its full power in the upper rpm range. This requires massive welding and milling work on the engine case which does not necessarily make the engine better. Much better suited for the full cheek are cylinders that can suck in their mixture independently of the crankcase. We therefore offer the 136cc Malossi cylinder, which can suck in the fresh gas either through the crankcase or with an optional intake manifold. This allows it not only to use a full cheek very well, but also to deliver a very high performance at a high rpm level.
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