RVM

I was under the impression that the BruLine coarse mesh filter was the way to go. I heard the fine mesh cut back on airflow too much.

jessiej

The little filters are pretty inexpenesive. I have come to my own conclusions but they apply only to my own conditions, I suggest you do the same. Then if you have tuned properly there will be no doubt. (Until you change engines, climate, fuel etc.) In any event, the experiment is enjoyable.,

jess

olstoney

My Feedback: (19)

dougwill,
I exclusively use Powermaster 20/20 YS/Saito blend for both my YS engines and Saito engines. I add castor to the mix per Bill Robison's advice and have never had any further fuel problems. The YS engines need a minimum of 20% nitro to perform to expectations and they do. The good part of this is, the Saitos love the increase to 20% as well .

RVM

Yeah I'm thinking about trying it myself.

alfredbmor

Altitude here is about 3900' above sea level, must of the members in the local club have to overpower the planes because of the altitude

Hobbsy

My Feedback: (102)

The Big Brown Truck left a Saito .56GK at my door today, on the Tech. Inspection I discovered that the intake rocker was set at .001 and the exhaust at 0. I immediately set them at .002 using an Enya feeler gage. I did my usual Saito break in.

Prop===Graupner 12x6
Fuel===WildCat 10% Premium Extra/18% 80/20 Syn/Castor blend.
Plug== the latest Saito SS plug

4,000 rpm==10 minutes
5,500 rpm==10 minutes
6,500 rpm==10 minutes
7,500 rpm==10 minutes Tank less than 1/4 full, I never make a power run that close to empty, I want any leaning to be done by the NV and not the fuel level.
Topped off the tank
10,531 rpm top richened down to 10,266 two clicks rich of peak.
Reduced to idle and it took two turns CW to get at a still rich but acceptable idle
Picture #1 at full song after 40 minutes
Picture #2 idle after 40 minutes
Picture #3 two clicks off peak
Picture #4 Engine and muffler clean and prestine, muffler pipe has Teflon Plumbers tape on both ends, muffler has Teflon tape under cap and on threaded end of bolt, no leaks whatsoever. Atta Boy Dave, uh oh.

Hobbsy

My Feedback: (102)

Bill, I missed one picture, can you see the slight bend in the exhaust pipe, I've not seen that before. This engine is new stock at Horizon.

Kmot

My Feedback: (24)

Hobbsy, you don't let it cool down at all during this run? Just vary the rpm setting?

Kmot

My Feedback: (24)

Regarding fuel consumption.....

I finally got my fueling valve problem on a Rascal Forty sorted out. So, I was able to run my Saito .45 a whole tank of fuel. The tank capacity is 8.8 ozs (260cc). I have a Master Airscrew 11x8 wood prop on it and an OS "F" glow plug. I started the engine, and let it warm up for a minute at a fast idle. I then simulated flying the airplane by varying from full throttle to half throttle to idle and so on and so forth. After 20 minutes I was thinking "wow this is really good fuel economy" and after 30 minutes I was rather surprised. After 40 minutes I couldn't believe what I was seeing. Finally, at 42 minutes I tried to idle it for a minute straight and that is when she quit. 42 minutes on 8.8 ounces of Powermaster 15% fuel.

Awesome!! [sm=thumbup.gif]

Edited to correct prop size.

William Robison

My Feedback: (3)

An answer out of sequence, apologies to everyone else.

Dave:

I've seen the head pipes at four different angles, but I hve not seen the logic to it.
1) Straight, both short (one inch) and about two inches length.
2) What I think is about five degrees bend - your new FA-56 and both the new FA-82 engines I just got.
3) Approximately a fifteen degree bend, that came with most of the early cast mufflers.
4) The roughly thirty degree bend that was pretty much standard with the older cylindric mufflers.

Searching through Horizon's parts listings you can find whichwever one you want.

Bill.

rajul

My Feedback: (58)

Welcome back Bill! Hope you had a good "sabbatical" leave from the forums

Hobbsy

My Feedback: (102)

Tom, the metals used in Saito construction would not respond at all to heat cycling since the cylinder is non ferris. I break them in with the prop and fuel I'm going to fly them with. This break in was typical of all my Saitos, the initial 4,000 rpm increases to about 4,300 over the first 10 minutes, the 5,500 ended up at a little over 5,800 after the second ten minutes, the 6,500 rpm run ended up at 6,900, the 7,500 rpm run only increased to 7,650 due to the fact that it is then making good power and there is very little break in left. Any gain after that is going to take hours. I run the whole first 16 oz tank out with no shut down, it used about 12 oz in the first 40 minutes. Once I leaned the LS needle to a good idle the midrange is clean and linear, no hesitating and no smoky stumbling. I time each rpm run for exactly 10 minutes. The Saito instructions are so vague once the first 10 minutes at rich setting are done that I came up with this program and it works to perfection. I do not however run them so rich that Glow heat is needed.

Thanks Bill, up until now I've only gotten the really bent ones and the straight ons. As you mentioned, this one is longer than most too.

JPal101

My Feedback: (32)

When I take a reading with my new Fromeco tach, it jumps around just like my old one did. I cant get a steady reading as some of you seem to get. Am I doing something wrong?

Hobbsy

My Feedback: (102)

The tach reading wonders around because the engines speeds vary by about 50 rpm.

Kmot

My Feedback: (24)

Dave, sounds like a good program!

It reminded me of when I used to run in R-985's and R-1340's after overhaul. After starting and checking for oil leaks, I would then run it on a schedule similar to yours. Only way less rpm of course. 1200, 1400, 1600, 1800, and then full take-off power @ 2200. All the while observing the oil consumption rate. If it broke in properly, the oil consumption was way down, the CHT and EGT were all within spec too. Some engines with chrome plated cylinders occasionally would not seat the rings. In a worse case scenario, the bad cylinder would be replaced and the run-in schedule repeated. Some of these engines, before replacing the cylinder, would respond to the "Bon Ami" treatment.

I'm going to try your method on a new Saito.

JPal101

My Feedback: (32)

I am not talking about 50 RPM, once I turned it on and it read 14,000 then settled down but still jumped hundreds of RPM. This is a solid running engine and does not jump up and down while running

rajul

My Feedback: (58)

That's a good break-in program Hobbsy. I use something similar.

Hobbsy

My Feedback: (102)

The important thing is that when you develope a plan that works and is repeatable it just makes sense to stick to it. I like this plan because I know in advance of puting it on the plane what its going to act like at all the different speeds it will be running at. I set the LowSpeed screw with the the fuel level in the PSP stand fuel tank slightly below the spraybar, it seldom changes when put on a plane.

NM2K

My Feedback: (14)

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I'm not an expert. With that said, I think the heat cycling thing is more intended for non ringed engines. I can't see any real advantage to doing it with ringed engines where the fit is looser than non ringed engines.

bjnginge

g'day.ive just bought my first 4 stroke,a used fa91 and i am running it up on a bench stand.starts great and heaps of power(love that)but the vibration is terrible.i have ballanced a brand new prop and is not running a spinner but it has high and low speed vibration[:@]enough so that it is shaking the mount loose.is this normal,is this how a four stroke should be?please help[]

dougwill

Hobbsy
Love the teflon tape at the beginning idea. Wish I had done that to my 82 .Also the break-in plan shows a lot of thought. Too much work for me. I broke my 82 in according to Bill Robison's personal plan, I warmed my 82 up for a minute or two, then ran it up to high rich rpm to seat the ring and the back to rich idle, repeated through-out one tank. Then put it in my plane and flew it one flight about 800 rpms off peak with a slightly rich idle high around 2700-3000 rpms. Then over the next three or four flights leaned high and low down to to 300 rpms off peak and just slightly rich low end. I just never liked the static heat generated running on a test stand. Break'em in the way your gonna fly them. These are great engines no matter how you do it. Just another way.

doug

Hobbsy

My Feedback: (102)

Thanks Doug, I ran the .56 about an hour to day on WildCat 15% Premium Extra, not too much of a change

Prop==Graupner 12x6
RPM===10,611 at peak about 10,400 two clicks rich

Bolly 12.5x6
RPM==9,990 peak, two clicks rich 9,700, right where I like to run em.

dougwill

Hobbsy Sounds like a keeper. What is the mix and oil content of the Wildcat 15% preminum extra? I have been using the Cool Power Omega.

Doug

loughbd

ALL metals respond to heat cycling. Some just repond differently than others. The aluminum in the cylinder does and the piston does.

NM2K

My Feedback: (14)

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Agreed. I just don't think it is critical in a looser engine set up.