About The Product

The Vortice is the result of continued development on exhaust regulation control.  The technical and performance results of the Vortice were so profound that an entirely new patent was needed.  Mr. Cornwell is particularly excited about this new design because it now includes ultra top-end performance, as well as excellent bottom and mid-range.  The CVEC, lacking in top-end power, could never be classified as a real performance exhaust system for the R/C boats, due to the high demand of power needed at top-end.  There are two reasons why the R/C cars/trucks performed so well over the years with the CVEC; the first reason being that the power demands in the mid-range was so great that CVEC could supply it where others could not, and the second reason is that all the non-regulated exhaust systems on the market today perform so poorly.  Even though the CVEC increases performance, the design is still very touchy to adjust, and is still a performance compromise between ranges.  In other words--there’s a lot more power to be obtained.

Through the development and research of this product, we have proven that the theory of sound waves influencing performance in an exhaust system is wrong.  They have little to no effect.  Changing the length of an expansion chamber is simply changing flow characteristics.  Traditionally, the development of regulated or non-regulated exhaust systems has been nothing more than guesswork.  It wasn’t until we perfected the exhaust flow bench, and built a dyno specifically for the hobby engines, that we were able to extract the “exact” data needed to turn this process into a science.
 
Ten years and thousands of research hours later, we now know what a two-cycle engine demands from its exhaust system--and, unfortunately, the CVEC was not built on that basis.  The two-cycle engine needs an exhaust to be resistant to air flow at low speed, have a gradual decrease in resistance in the lower mid-range, have little resistance in the mid-range, have a gradual increase in resistance in the upper mid-range, and high resistance at the top-end.
 
The air flow chart below shows the three exhaust systems we tested:  a stock exhaust system off the Traxxes Revo, the CVEC Z135, and the new Vortice-BR.

The characteristics of a fixed chamber exhaust are a linear flow pattern, which is a huge performance compromise at best.  If you open the exhaust outlet, the whole line will shift up, resulting in poor bottom-end, good mid-range and poor top-end.  If you reduce the outlet less than the starting diameter size, the whole line will shift down, resulting in good bottom-end, poor mid-range, and good top-end.  The divergent cone’s angle, length, and area also have an influence on the performance, causing an arc in the pattern.  Fixed chamber exhaust systems are purpose-designed, and never good for all-around performance.
 
The CVEC was designed to compound the airflow as engine speed increases, and can be set to change the compounding start point wherever the operator desires.  The CVEC offers good bottom-end and good mid-range, but falls short at the top-end.  Overall, the performance is significantly better than stock, because having two of the three areas perform consecutively means more acceleration.  The down side to the CVEC is the lack of top-end performance, and getting the system adjusted due to its universal design.

In this chart, air pressure was taken at each of the engine rpms to show air pressure (resistance) in the exhaust at different phases of operation.  Unlike the airflow chart, this chart helps to understand where these pressures occur in engine operation.  As you can see, the Vortice has the least resistance until the high end of the operation.
 
The Vortice is a completely new design that simply meets all the engines needs, and allows the engine to maximize its performance through all three ranges. When bottom, mid- and top-end are performing at peak efficiency and consecutively, the power gains are off the charts, as you can see in the dyno chart below.  The runs are using the same three pipes as in the airflow and pressure test.

In this test, fuel was adjusted for maximum power on the stock pipe first, then the Vortice was run with no adjustments, and finally the CVEC in the stock pin position. No fuel adjustments were made after the initial setup of the stock pipe, to prove engine performance without any adjustments.  Click on the picture (right) to see our test results.