Egidio Vergadoro expertise and former Italian rc reporter and tester, wrote a nice review on our INTECH OFF ROAD 3+2 DLC engine.
After many years, I find myself once again writing about RCM, a topic that holds a special place in my heart. I do so with great pleasure, especially when discussing the INTECH OFF ROAD 3+2 engine, be it the STD or DLC version. Allow me to elaborate on the reasons behind my enthusiasm.
Following the unfortunate NOVAROSSI incident, an individual possessing remarkable qualities decided to embark on a fresh automotive venture under the banner of “NOVA ENGINE.” On this innovative wave, the capable Manuele Spadaccini took the initiative to craft his own engine, using NOVA as a foundation, and thus, the INTECH ENGINE was born. Manuele assembled a team of talented individuals, including Pucci for the technical aspects, Ruggeri for administrative matters, and Pellegrino, alongside other drivers, for development.
The outcome of their collective efforts is an exceptionally refined engine available in two variants. The first is the standard model, featuring a steel shaft and bearing, aptly named STD. The second, known as the PRO model, boasts a DLC shaft, ceramic bearing, and a four-adjustment carburetor.
Essentially, both versions share a common core: a cylinder with three ports, two flow correctors, and three exhaust ports, renowned as the M.E.S. system, signifying the Multi Drain System. The technical specifications are quite noteworthy: a bore of 15.94 and a stroke of 17.50. This aligns with the contemporary off-road philosophy, offering smooth and gradual acceleration, thanks in part to the suction scheme based on the three-channel principle.
The 14.50 crankshaft features a suitably sized intake throat and flow channel, which, contrary to expectations, results in remarkably low fuel consumption, granting an autonomy of over 9 minutes, depending on the standard 7mm venturi.
Silicone coating on the shaft serves to dampen vibrations and direct cooling flows, while an O-Ring beneath the cylinder head, a trend in top-tier engines, keeps dirt out and mitigates spark plug vibrations.
The carburetor, with its three adjustments for the STD version and four for the DLC version, incorporates a 2.5mm Allen key for carburetion, an improvement over the conventional flat-head screwdriver adjustment method, offering enhanced practicality.
In a nutshell, nothing essential is lacking. With the engine disassembled and thoroughly examined, we find a piston expertly machined from a solid aluminum bar, featuring two lateral holes on the skirt, designed to recover fresh unburned gases, thus enhancing autonomy. The ergal connecting rod is exceptionally well-crafted.
The cylinder, featuring three ports, two flow correctors, a central exhaust port, and two lateral boosters, benefits from HCP anti-friction treatment. The crankshaft, treated with DLC (Diamond Light Carbon) and coated with red silicone, further enhances the engine’s performance. The carburetor, with its four adjustment screws, allows for fine-tuning, including atomization and needle adjustment to achieve optimal RPM progression.
With the examination complete, I proceed to break in the engine. To my delight, it starts on the first try and runs continuously. This is a practice I have followed for years to prevent any issues with the connecting rod bushing on a new engine, given the unique conical cylinder design. It must be noted that the tolerances on this engine have also been meticulously attended to, making the usual two liters of fuel mixture for running-in a straightforward process.
Naturally, I pair it with the InTech efra 2192 muffler, and the engine sounds exceptional once properly tuned. Placing the model on the ground, I immediately notice the engine’s outstanding performance. It exhibits excellent rev climb progression and boasts impressive maximum power. What’s even more commendable is the exceptional fuel efficiency, allowing me to maintain a race pace for 9 minutes and 30 seconds.
Having followed the Italian Buggy championship race in Policoro, where the top engines reached speeds of 68 kilometers per hour, just like Pellegrino’s InTech, which secured second place in the final, as measured by my BUSHNELL laser gun, I have no reservations in providing an overwhelmingly positive assessment.
Moreover, when considering the excellent quality-to-price ratio, as this engine is delivered in a combo launch version, complete with a beautifully designed case and a full muffler, priced at 290 euros for the STD version and 390 euros for the DLC version, it’s evident that you receive not only an engine but also a complete exhaust system for the price.
In conclusion, I am highly satisfied and eagerly anticipate racing with the InTech 3+2 DLC CERAMIC. Until next time!