SrTelemaster150

I have an FA200Ti. I would not try to use a 4 blade prop on it. While it is slightly more powerful than an FA180, I don't see it swinging a 4-blade prop of any size.

Mine swings a 2-blade Dynathrust 18 x 8 @ 7900 RPM & it isn't really broken in yet so I expect it to do 8000 after some run time. It could probably swing a 4-blade 16-8 about 7700-7800 RPM.

Mine is running on CDI set @ 36° BTDC. Unlike all of my Saito singles, I didn't see the usual 200 RPM boost from CDI, but fuel economy improved by 70%. On glow ignition it drained a 12oz tank of 15% Cool Power in a little over 7 minutes @ WOT while the CDI tune took 12 minutes to drain the same tank.

acdii

So you converted the glow to gas? How small an engine can you go down to on gas with these?

SrTelemaster150

No I converted to CDI W/glow fuel.

Gasoline reduces power over glow fuel by anywhere from 15% to 25%. By switching from glow ignition to CDI you get all of the user friendliness of "gas" W/O the reduction in power. In a warbird or other application where power/weight and especially size is a factor. CDI/methanol beats gas every time.

Usually I get about 25% better fuel economy W/6% better HP over glow ignition when the same glow fuel is used for both. In the case of the FA200Ti, the power output stayed the same but fuel economy increased by 70%.

JPal101

My Feedback: (32)

I have an original FA 91S, in the original black and gold box with all the tools wrapped in their original packages. The engine has never been mounted or run and is as it was when it was first purchased. I would like to sell it, is there any interest here?

acdii

This is interesting. I have a TF P-51 and Corsair on the bench, the Corsair is going to get a YS 110, the P-51 I have an XYZ20 for it, but I now have a Saito 100 GK, can that and the YS be converted, and what does it take to do it? The P-51 is already setup for the DLE/XYZ as far as the motor mount goes, but I haven't done anything beyond that, and am actually considering cutting the nose off and starting over. I added 1/4" plywood to the firewall as I felt it was too thin from the kit, but it changed how the nose lined up and looks goofy now. I have a drop nose Mustang. I also dont care much for the balsa block nose and considering making a cowl plug from foam and make a fiberglass one piece cowl instead.

acdii

I just picked up a 100 Golden Knight that is like brand new, only way I can tell it ran for a few minutes was the oil on it, and a few spots of burned on fuel on the muffler. I paid $180 for it with a 3 blade prop and spinner. Maybe that will give you an idea of a price.

SrTelemaster150

The Saito FA100 can be converted using a ready made "kit" from CH-Ignitions consisting of a magnet ring for the prop hub, a hall sensor & mount that bolts to the cam housing & a module.
http://ch-ignitions.com/

Contact Adrian for that particular application. CH-Ignitions has many applications that are not listed on the site. I'm setting up an FA125 right now.

For the YS you will probably have to fabricate an adjustable magnet ring for the prop hub (DO NOT attempt to install the magnet in the prop hub, it will be a PITA to get the proper timing adjustment) & a mount for the hall sensor.

hsukaria

Hi SrTele, have you ever experimented using CDI on 2-stroke engines?

SrTelemaster150

No, I'm just not a 2-stroke guy. I ran 2-strokes way back in my C/L days. I had a .29 McCoy Redhead in a 34" Flying Fool biplane. When I started R/C I jumped right in W/a Saito FA150 in my 95" Sr Telemaster "trainer".

FNQFLYER

Smallest Saito on ignition to my knowledge is the FG 11 which is I think their gas version of the 62. Any advance on this one?

SrTelemaster150

Quote:

Originally Posted by FNQFLYER

Smallest Saito on ignition to my knowledge is the FG 11 which is I think their gas version of the 62. Any advance on this one?

I can't really give any "advice" since I have no experience for that particular engine, but i can give my opinion based on experience W/CDI applications.

IMO, even when retaining glow fuel W/CDI for the added HP, when the displacements gets below 1.00 cu. In. or 17cc it becomes a factor of diminishing returns. The added weight & bulk of the CDI becomes more of a penalty in the smaller airframes that would be suitable for a power plant of that output.

“Gas” is even more so since power output will be about 15% below the glow ignition counterpart. We are talking sub “40 size” aircraft here. At that size, neither CDI/methanol nor gas has any advantage over a glow engine. In fact, I would think that the glow engine would have significant advantages.

FNQFLYER

Saito are putting out these "gas engines" so I am lead to believe to meet the perceived market in Europe and the USA and Australia is sometimes used as a test market. The FG 11 has only appeared in OZ in the last couple of months (and as I said I have laid hands on one) but I am yet to find any reference to it in the european or us model media. It looks the goods and I hopefully will be able to report on it soon.

Pete Bergstrom

The ads for the Fg11 engine are now in the latest issues of the magazines and we will start to ship the first engines by weeks end.

Pete

FNQFLYER

Interestingly here in OZ they were advertised back in September I think and there is already a test review (by Brian Winch) in the Airborne magazine that came out at the beginning of this year. Given the lead times and the fact that the one I fondled was in the owners hands early January (he had just returned from overseas) and as I have said it is a nice engine and I will probably acquire one when funds permit. (Just so I have one)

SrTelemaster150

I did some fiddling today & I was able to bolt up an FA125 carburetor to my FA200Ti.

The intake manifold will need to have a larger inlet tube. No biggy, thet's easy enough to do.

The real hitch is the remote needle that is required because one side of the carburetor is buried against the rear cylinder.

I studied the way the remote needle spraybar is made on the 200Ti carburetor. It looks like they just cut the end of the spray bar flush W/the nut that holds in in place & used a small screw to plug the end.

If I can modify the 125 spray bar for the remote needle, I think the 125 carburetor will really wake up the FA200Ti. The CDI should make it better able to take the larger throttle bore W/O significant low end stumbling.

SrTelemaster150

Turn up the volume for this!

http://www.youtube.com/watch?v=0Jf6fZq7Czc

slopoke

My Feedback: (16)

Nice!!

Linkan2

This is what is left when I paserade sound barrier, jokes.
had bit parts over so I played a little artist
Lars

Jim Branaum

My Feedback: (3)

Are those bearings any good? I have a set that makes noise....

johnboy151a

My Feedback: (68)

nice!!!!!!

1320Fastback

Finally got my .62 properly tuned. Had been really rich since break in and now uses less than half the fuel it did before.
Not sure of my tank capacity but is 40 cranks of a standard hand pump to fill and went from being totally dry in 8:30 to over 17minuets now.

I tached the HS for 9,600 RPM and then used the leaving the igniter on trick to get the LS close and then fine tuned by letting it idle for no less than 40 seconds and gunning it to see if it bogged or simply died.

Smoke output while flying is very light at full throttle and somewhat noticeable at midrange.

Time to put the cowl back on for good!

Rudolph Hart

Good news fastback,satisfying is'nt it?

blw

My Feedback: (3)

Nice video, Senior.

Nice sculpture Linkan2. That is very good looking.

Fastback, the low speed needle is effective up to around 80% throttle.

1320Fastback

Thanks O F, yes it is a good feeling knowing that it all works perfect.

Yes Blw it is not like the 3 needle adjustment on my FSRs but is quite amazing how we'll it can be tuned.

Love this 4stroke!

kwblake

Lars,....... Just have to love that!!!!!