Saito FG-60R3
#1577
Last edited by slither; 09-05-2017 at 08:43 PM.
#1579
My Feedback: (13)
Not saying you are wrong to use whatever you are using, rather, only reporting what Ray said, for the good of the Saito FG community's information. He mentioned that he "found galling in the bearings immediately after using these lubricants." He said that "they are too thin!" You all are big boys... you should use what you please based on your knowledge and experience. I paid Ray to mod my FG-60R3, so I figure I would be foolish not to use his recommended lubricant and run it rich. This is not to sound sarcastic, but rather to acknowledge different opinions.
#1581
My Feedback: (2)
I can't imagine that any premium grade oil won't do the job. If klotz technoplate 200 were the only one worth using there should be lots of engine failures of all kinds happening around the world.
I'd like laboratory analysis of the competing oils and not just annidotal evidence.
I'd like laboratory analysis of the competing oils and not just annidotal evidence.
#1582
#1583
My Feedback: (13)
I can't imagine that any premium grade oil won't do the job. If klotz technoplate 200 were the only one worth using there should be lots of engine failures of all kinds happening around the world.
I'd like laboratory analysis of the competing oils and not just annidotal evidence.
I'd like laboratory analysis of the competing oils and not just annidotal evidence.
Last edited by SWORDSN; 09-06-2017 at 12:59 PM.
#1586
New prop hub
Matt D.
#1589
As you can see below, I, too, asked him for this information - a while ago. He seems to have disappeared...
Yes please, I would like to see more photos as to what you have done with the thrust washer to change the timing... also, do you have before and after scans to compare the results? I do not seem to be able to locate point #1 on the scan. This does look interesting!
Can someone go through the mechanical analysis on the geometric inaccuracies of the rod design? I would enjoy to seeing that, as well.
Can someone go through the mechanical analysis on the geometric inaccuracies of the rod design? I would enjoy to seeing that, as well.
I agree, we need to see before and after. I asked Ray English about this, previously, and he said the timing is fine on the Saito radials and it is not an issue.
#1590
I can't help but wonder how many of the "issues" that some people seem to have with engines like this are self inflicted.
I followed the instructions from Saito on the break-in process and the first maintenance/inspection check point and all had been trouble free with my FRG60.
It runs well enough that at every venue where I fly it, there are always at least a few people that ask just what it is that's pulling my big FW190 around in the manner it moves along.
The sound and performance are fantastic, as long as there aren't two many 2 strokes in the air drowning out my exhaust note.
I followed the instructions from Saito on the break-in process and the first maintenance/inspection check point and all had been trouble free with my FRG60.
It runs well enough that at every venue where I fly it, there are always at least a few people that ask just what it is that's pulling my big FW190 around in the manner it moves along.
The sound and performance are fantastic, as long as there aren't two many 2 strokes in the air drowning out my exhaust note.
#1591
My Feedback: (13)
I can't help but wonder how many of the "issues" that some people seem to have with engines like this are self inflicted.
I followed the instructions from Saito on the break-in process and the first maintenance/inspection check point and all had been trouble free with my FRG60.
It runs well enough that at every venue where I fly it, there are always at least a few people that ask just what it is that's pulling my big FW190 around in the manner it moves along.
The sound and performance are fantastic, as long as there aren't two many 2 strokes in the air drowning out my exhaust note.
I followed the instructions from Saito on the break-in process and the first maintenance/inspection check point and all had been trouble free with my FRG60.
It runs well enough that at every venue where I fly it, there are always at least a few people that ask just what it is that's pulling my big FW190 around in the manner it moves along.
The sound and performance are fantastic, as long as there aren't two many 2 strokes in the air drowning out my exhaust note.
#1592
My Feedback: (3)
I can't help but wonder how many of the "issues" that some people seem to have with engines like this are self inflicted.
I followed the instructions from Saito on the break-in process and the first maintenance/inspection check point and all had been trouble free with my FRG60.
It runs well enough that at every venue where I fly it, there are always at least a few people that ask just what it is that's pulling my big FW190 around in the manner it moves along.
The sound and performance are fantastic, as long as there aren't two many 2 strokes in the air drowning out my exhaust note.
I followed the instructions from Saito on the break-in process and the first maintenance/inspection check point and all had been trouble free with my FRG60.
It runs well enough that at every venue where I fly it, there are always at least a few people that ask just what it is that's pulling my big FW190 around in the manner it moves along.
The sound and performance are fantastic, as long as there aren't two many 2 strokes in the air drowning out my exhaust note.
I agree, bone stock, runs powerful and sounds great. I don't understand the need for all of these Ray English mods.
#1594
I use a similar priming method.
When topping the tank, right before it's full, I plug the vent or crimp it with a hemostat. Then crank the pump about three or four more times. I then unplug the vent, plug the fill line. Then with ignition off, I pull thru a few blades. Then with ignition on and throttle at high idle I prop it to start. It usually fires and runs on the first attempt.
When topping the tank, right before it's full, I plug the vent or crimp it with a hemostat. Then crank the pump about three or four more times. I then unplug the vent, plug the fill line. Then with ignition off, I pull thru a few blades. Then with ignition on and throttle at high idle I prop it to start. It usually fires and runs on the first attempt.
#1595
I can't help but wonder how many of the "issues" that some people seem to have with engines like this are self inflicted.
I followed the instructions from Saito on the break-in process and the first maintenance/inspection check point and all had been trouble free with my FRG60.
It runs well enough that at every venue where I fly it, there are always at least a few people that ask just what it is that's pulling my big FW190 around in the manner it moves along.
The sound and performance are fantastic, as long as there aren't two many 2 strokes in the air drowning out my exhaust note.
I followed the instructions from Saito on the break-in process and the first maintenance/inspection check point and all had been trouble free with my FRG60.
It runs well enough that at every venue where I fly it, there are always at least a few people that ask just what it is that's pulling my big FW190 around in the manner it moves along.
The sound and performance are fantastic, as long as there aren't two many 2 strokes in the air drowning out my exhaust note.
#1596
Hello!
I have my FG-60 in a great planes Gee Bee (flies really good even with 1.5kg overweight and to much power!!)
I was a bit worried during brake in then the engine seemed to vibrate a lot but now it runs really really smooth. Still not running on all cylinders until maybe half throttle but no problem. I run it with a APC 20x12 propeller then I needed to get as much prop clearance to the ground.. Would probly need new spark plugs but they are really expensive...
Running it with red line oil...
I also got the Meier ring on mine, it gives really nice sound! It fitted sooo perfectly! It gives no stress on the cylinder.
Got a short clip of it running:
//Sebbe
I have my FG-60 in a great planes Gee Bee (flies really good even with 1.5kg overweight and to much power!!)
I was a bit worried during brake in then the engine seemed to vibrate a lot but now it runs really really smooth. Still not running on all cylinders until maybe half throttle but no problem. I run it with a APC 20x12 propeller then I needed to get as much prop clearance to the ground.. Would probly need new spark plugs but they are really expensive...
Running it with red line oil...
I also got the Meier ring on mine, it gives really nice sound! It fitted sooo perfectly! It gives no stress on the cylinder.
Got a short clip of it running:
//Sebbe
#1597
Hello!
I have my FG-60 in a great planes Gee Bee (flies really good even with 1.5kg overweight and to much power!!)
I was a bit worried during brake in then the engine seemed to vibrate a lot but now it runs really really smooth. Still not running on all cylinders until maybe half throttle but no problem. I run it with a APC 20x12 propeller then I needed to get as much prop clearance to the ground.. Would probly need new spark plugs but they are really expensive...
Running it with red line oil...
I also got the Meier ring on mine, it gives really nice sound! It fitted sooo perfectly! It gives no stress on the cylinder.
Got a short clip of it running:
https://www.youtube.com/watch?v=iSrUjg9YTN0
//Sebbe
I have my FG-60 in a great planes Gee Bee (flies really good even with 1.5kg overweight and to much power!!)
I was a bit worried during brake in then the engine seemed to vibrate a lot but now it runs really really smooth. Still not running on all cylinders until maybe half throttle but no problem. I run it with a APC 20x12 propeller then I needed to get as much prop clearance to the ground.. Would probly need new spark plugs but they are really expensive...
Running it with red line oil...
I also got the Meier ring on mine, it gives really nice sound! It fitted sooo perfectly! It gives no stress on the cylinder.
Got a short clip of it running:
https://www.youtube.com/watch?v=iSrUjg9YTN0
//Sebbe
Dan
#1599
My Feedback: (21)
Re the responses that wonder why some users have problems and others don't, I am the guy who inspected the trashed engine. My thought is that it would not have failed if the owner was willing to fly it, 1. Rich mixture and 2. Lower performance than he was looking for. He was flying at 5,000 feet altitude, Top Flite P-47 razorback, full throttle. I was standing next to him, the engine had a 22X8 Zoar prop and was turning around 6500 rpm. Airspeed around 80mph as clocked with a radar gun. The performance of the plane was sluggish. Please take into account the altitude. In the opinion of our war bird group, of which I am one, the 60cc radial is not enough for a 25 lb plane at our altitude. We suggested that he put it in something like an 80inch hanger 9 which would be in the 20lb range. He was most distressed at the lack of response from Horizon. Ray English has been great. So if you don't push it and run rich rather than lean it will probably be reasonably trouble free, still not great for the price.
Larry
Larry
#1600
Larry, I don't know how anyone can sit there with a straight face and say "still not great for the price". It's a miniature fully-functioning gas engine with auto-advance spark ignition, with a relatively low # of potential buyers. Saito will have to sell this engine for the next "5-10" years to make a solid profit off these. I don't think anyone on here saying these things aren't worth the small amount of money they are charing for what it is has any real clue about economics... that being said, at the same time it's also not an "excuse" or reason to completely drop the ball on quality and still charge the same amounts. No issues on mine after ~60 flights so far using a 22x10. Good engine, little soggy until you really dial in the low-end needle which makes a big difference in responsiveness and overall performance.
Last edited by chorner; 10-24-2017 at 06:22 PM.
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