Broken Wings

My Feedback: (20)

Is there any difference between the Saito FA-125A "White Box" vs the "Gold Box" engines? Is the Gold Box just an earlier model?

I'm shopping for one.

w8ye

My Feedback: (16)

Gold Box engines in the USA were made prior to 2001

Europe Satios are still in gold boxes

earlwb

I wonder why they would go to the trouble to use different color boxes for Europe versus the USA.
Is there a difference in the engines of some type?  Such as maybe compression ratios or something?

spaceworm

I think I heard something about the US importer wanting the white boxes, but don't know the reasoning behind it.

Sincerely, Richard

FNQFLYER

Old Fart  If you are interested in Old Timer flying, (we have an avid proponent in Paul Baartz in WA) consider the following.  A Saito 62 or 65 in an 85% Lanzo Bomber, initially fitted with a 14 x 8 or better still a 15 x6 or x8  Super or Graupner paddle bladed prop in the Texaco event.  Engine limited to 6,000 rpm max (transmitter mixing) with a fixed throttle setting of 2,500 to 3,000 rpm, climb out speed running for approx between 6 and 8 minutes, on 15 ml's of 10% nitro, 20% oil fuel for a 10 minute qualifying round.  Then take same engine put a 13 x6 needle bladed prop up from tune to max RPM around 11,000 to 12,500 rpm + on YS fuel (30 - 40% nitro 20% oil) for a Duration comp (30 sec engine run for a 7 minute for the qualifying rounds) and in both modes the combination is capable of winning either of the disiplines then you can say you've been playing with tuning a Saito.  Interchange of various cams is another game all together.
I don't do videos but I'll try for some photos in June of these foamie things.  Good to see the MAAA is at long last recognising them
Catch Ya

Kostas1

Hi all!

Today i received my SAITO FA-180 GK....but it misses the side-sticker that reads "180"....

How can i determine if this is really a 180 and not an FA-150 ?

I can make a comparison with my FA-150S but on the outer side these are the same.

Hobbsy

My Feedback: (102)

K, your 1.80 will be 135mm tall from the very bottom of the crankcase to the top of the rocker covers and 113 mm from the crank centerline to the top of the rocker covers.

The 1.50 weighs 30oz the 1.80 weighs 31oz sans muffler.

Kostas1

Thank you Hobbsy...it's a 180!

panhndl

My Feedback: (10)

Hi. I just bought a plane that has a Saito 300 in it. He rec'd 20/20 fuel. The only place I've found that carries gallons is Chief Aircraft. Anyone want to suggest anywhere else I can purchase the fuel online?

Thanks

Kostas1

Search Tower Hobbies....they have some nice selection-blends of fuels.....

Kostas1

Here are some fresh pictures!

Kostas1

Kevin ,

have you finished your Spitfire yet ?

mike early

I bought a used .91. My first duplicate in the same size. I like the .91 a lot. I run a MA 13x8 three blade on my other one. This one is going to go into a new .50 size GP Shoestring. What prop will give me the best speed, do you think? 12x11 or something near there?

blw

My Feedback: (3)

The .91 is just a great engine.

greghart

Okay - once is a freak but twice - not so sure. 3 years ago my Saito 150 dropped a valve and effectly turned it into a paper weight! I love the engine so I bought a new 150 to install in my ESM Spitfire 150 - a great combination! On the weekend the new engine (now circa 2 years old) did the same! I never push the motors (lean) and I do check the valve clearance from time to time. I am swinging a 16X10 prop so it is not under proped and normally it starts first time.

I have not had the courage to open it up yet but I guess it will be the same story. Any ideas as to why this has happened?. Hopefully the damage is not to great and between the two engines I will have enough spare parts to get one up and running - but I am not holding my breath!

Anyone else had a similar problem with the 150?

panhndl

My Feedback: (10)

This is probably old news around here, but I thought I'd link the new engine info from Saito.

3 head radial 1.2

http://www.horizonhobby.com/Products...#quickOverview

Dimensional Drawings

http://www.horizonhobby.com/ProdInfo...nical_Data.pdf

This looks like the perfect engine for my Top Flite Gold Kit P-47D Razorback!

blw

My Feedback: (3)

I think there is more news coming. I can't get the Horizon site to work well this morning, but this is from Saito:


http://translate.google.com/translat...3DN%26pwst%3D1

Hobbsy

My Feedback: (102)

By making the 1.70 a 2.00 and the .90 a 1.20 they've increased the displacement but maintained the same spread. Pretty cool.

Rudolph Hart

Indeed my friend,now,how many saito engines of different sizes do you know of that share the same carby7anybody else??open to all forum readers please say what you think

Hobbsy

My Feedback: (102)

Actually, using the same carb on several different sized engines is quite common. Fox, for example does that with the .46 through .74 engines. The .46 runs faster than the .74 so the large carb works well. The .60/.74 runs slower than the .46 so the same carb again works well.

Rudolph Hart

Thanks for the info on fox engines,my question is directed towards saito engines and any common carbs,can you tell me what they might be if any?

w8ye

My Feedback: (16)

The Saito 50, 56, & 62 all use the same carb

The Saito 72 used the Saito 80 carb

The 82 and 91 use the same carb

The Saito 115 uses the Saito 100 carb

The Saito 150S uses the Saito 120S carb

Rudolph Hart

Hey thanks very much for that

Hobbsy

My Feedback: (102)

Sorry OF, my comment was directed toward the principle of the thing more than the brand name. I'll be clearer next time.

sodbuster 1

Have a 1.50 inverted in a narrow cowled warbird and in order to make it fit I had to point the carb/manifold staight down towards the ground
so it is lower than the fuel tank.
Seems it's siphoning down and dripping. Is there any fix for this where I won't have to move either one? Really don't want
to cut the cowl and point the carb out the side and there's just no way to lower the tank any more than it already is.