Engineering Design for Motorsports and non-Motorsports Engines
From 1-12 cylinders, overhead cams, pushrod engines, carburettor, fuel injection, naturally aspirated or turbo, modern or vintage engines, Hasselgren’s expertise covers a broad scope, rare for a small independent engine builder. Increasingly, this expertise is being applied to small high efficiency engines outside of Motorsports and even some non-engine applications.
Please see the Race Engine Technology article regarding our vendor partners in the industry.
Eliminate oil pickup issues under cornering and braking loads
- Efficient Oil-Air Separation
Hasselgren has developed an oil swirl pot to eliminate oil delivery issues under high g loads, both lateral and longitudinal, by expanding oil tank capacity.
The scroll top design incorporates three ports for scavenged oil, catch tank and engine vent in case of positive crank case pressure.
The compact screw top allows for easy filling and level checking and the assembly fits under most formula car engine bay covers. The mounting flange has been designed to fit on the Hewland FTR style oil tank/gear cases but can be customized for other applications.
Single Cylinder Engine Development
One of the Hasselgren dyno test cells is currently being used for small high efficiency engine development with in-cylinder pressure combustion analysis and a 5-gas analyzer.
Controls have been adapted for an AC electric drive, temporarily replacing the water brake. This allows for much finer load control and motoring for friction studies.
Hasselgren has assisted several customers with novel engine concepts with design, manufacturing, assembly and testing services.
Small Block Ford 310, Yates Heads
Crossover Carbon Trumpets, Individual Throttle Bodies, Bosch MS3.1
In Feb 2005, Hasselgren began the design for the carburettor-to-fuel injection conversion for Greg Pickett’s TransAm Jaguar XKR. Hasselgren was provided the worst performing engine owned by the team and turned it into their favorite power plant in time for the first Grand Prix of San Jose in July 2005 where they finished 2nd place in a nail-biting finish.
The conversion was constrained by the rules of the race series sanctioning body and the aggressive schedule; highlights of new custom design included: new cam profile, carbon crossover intake trumpets and aluminum individual throttle bodies for the Yates heads, crank/cam triggers per Bosch ECU requirements, carbon airbox.
For more in-depth detail, see the Race Engine Technology article.
