Kema

They seem to sell it at least in Canada. Aspen 2t is same stuff as Jonsered 2t sold in Sweden.

http://www.uppi.ca/page/aspen.html

pe reivers

Don't be a miser Ed,
That is not going to happen without allowing industries a fair chance to come up with an alternative.

pe reivers

The sweden web page has quite a bit more information. see datasheet at
http://www.aspen.se/Files/PDF/Produc...d_ENG_webb.pdf

NM2K

My Feedback: (14)

I don't think I understand what you mean, Pe'.

I would love to see two-stroke engines undergo further development and have them remain in use. I love that sound and I really miss the two-stroke motorcycles of yesteryear.


Ed Cregger

pe reivers

"
That is your comment I responded to. I thought you saw too muchdarkness in the near future.

NM2K

My Feedback: (14)

Oh, well I guess I must being seeing darkness for two-stroke engines, at least here in the USA. I'm seeing darkness for two-strokes that utilize pre-mix fuel of conventional/common oil to gas ratios of today with the oils we in the USA have available commercially today. New lubrication chemistry could completely upset that paradigm and restore the two-stroke engine's viability. That's the way I hope it goes.

Do you have any words of hope and inspiration from your perspective as a professional that you can share with us?


Ed Cregger

pe reivers

Ed. I wish I had them!
The carb suggestions indeed are very restrictive, and for example "force" walbro to make low jet settings to be non-adjustable. However, some clever tampering will get us what we want. I will not see the day that two strokes will be banned, and nor will you!

ps
and + nor will not do
remove the and from the last centence.

Muroc1

Can you provide an update on your G26 please? I'm trying to decide if I am going to buy one myself and am reading all I can on the EVO 26GX's.

Thanks,

Frank

Carpilot

I love mine! I actually have 2 of them, I have the original 26GT which has a spark plug straight out the top and an ignition module that is 4.8v only.

I also have the 26GX, easy to start, and flawless idle, very good power compared to other 26's I use Amsoil air cooled synthetic at 60:1, The only problem I can recall is when the carb mounting screws came loose and it went dead stick.
I have used both NiMh packs and 2 cell lipo's on the GX ignition module with no trouble.

Another thing about the GX ignition is there are 2 different ignition programs built into it. 1 standard and 1 for use with a tuned pipe, you use a little jumper to switch between the two ignition profiles.

The original 26GT I have has MANY flights on it and is fully broke in, I think it has MANY more flights left in it. the GX is mechanically just as good with a better ignition module.

pe reivers

Beware:
MVVS does not support lean oil mixtures, because they starve the front seal lubrication, especially when the engine runs too hot.
Amsoil should be mixed at 40:1 in MVVS or Evolution engines.

Carpilot

I'll keep that in mind, I've got like 150 hours on one of them with that mix and no troubles of any kind.

If I wind up going to 40:1 I'll discontinue synthetic use and go back to ashless. All synthetics I have used at 40:1 are messy, I don't think the synthetics burn like the conventional 2 stroke oils do. And I know the Evolution manual says to use a synthetic at 40:1.

w8ye

My Feedback: (16)

Some synthetics do not contribute to combustion or power and at 40:1 may make the the engine characteristics appear "lean" compared with mineral oil or compared with 60:1 for example.The needles will have to be re-adjusted

Carpilot

My needles are all adjusted for proper operation regularly.

At at 40:1 both the amsoil and mobil1 synthetic 2 stroke oils leave black gunk with all my gas engines , the black gunk is gone at 60:1, maybe not on one that is not fully broke in yet. With the ashless oils at 40:1 or even 32:1 and the needles adjusted for that fuel I get no black gunk.

The very reason that many people I know use conventional 2 stroke oils, no black gunk, which in my opinion, is worse than glow fuel gunk.

So here I am, the evolution manual says 40:1 synthetic, well No thank you. My engines are long past the warranty period so I'll take my chances. Even if it were to develop problems my next time out and I have to rebuild it now (unlikely), it would still have been one of the best running most dependable gas engines I have.

closetguy

My Feedback: (13)

That sounds about rite,here is my rule of thumb. 32:1-40:1 use a Dino base oil,any higher ratio than that use synthetic.
I tried BelRay MC-1 @ 50:1 and went back to Pennzoil @ 32:1
One thing i did notice the BelRay never completely burned off, there was always a thick film on the cylinder walls.The engine definitely ran cooler with Pennzoil.
But i am off topic

gade600sdi

I did purchase the engine. I did not run it yet, however. I will probably buy some VP fuel with a motor octane around 95 and use that instead of pump gas because I dont' want the methanol in it. I plan to use AMSOIL at 40:1 or 50:1, but I hope I dont see the black gunk. I am putting it in a Hangar 9 Sundowner formula 1.

pe reivers

At 40:1, originally there is black deposit. As the engine runs in, this goes away, partly due to leaning out the mixture.
I run synthetics only, so your statement is by no means universal.
I would not consider using leaner ratios just because my plane gets dirty. A wipe with a gas soaked cloth, and all is clean again.

PlaneKrazee

My Feedback: (14)

Return the GX and buy the engine from Pe. He has the latest version that has the new crankcase, crankshaft, connecting rod and makes more power. The GX that Horizon sells is just a GT with new carb, head and ignition.

f4urak

As far as cooling goes with this engine, what are normal cylinder head temeratures to be seen taken with a non-contact thermometer.

carlosemiliov

My Feedback: (1)

hello i just bought a 26gx i need to turn the head so the spark plug goes on the opposite side. is there going to be a prblem with the engine in doing so?
thanks

pe reivers

On the test stand using an IR gun I found that 140°C with the gun aimed at the spark plug boss (in the running engine) was about the best I could get without going too rich on the mixture. Leaned out to best setting, temps rose to 160°C.
In a 45cc engine, these values were 150 and 180°C respectively. In a plane with proper cooling, values are at least 20°C lower.

pe reivers

The head will be on wrong way

w8ye

My Feedback: (16)

If you turn the head around, the sparkplug will no longer be in the proper position to promote optimum ignition of the fuel-air mixture?

pe reivers

I do not think so.
The SP head is very deep with an extremelywide squish band* for better (flatter) low end torque curves, so the plug is effectively hidden from the scavenging flow. In such a design the plug can be in 'most any position. The deep combustion head is a mechanical requirement for plug placement, but is supported by two stroke laws.
I think Mr Chymek at MVVS can tell the difference on his dyno, but I am sure the user like you and me can't.
We have run the head in both positions, and all were satisfied with the results.

*
The squish ratio in the SP engine is a whopping 69%, as compared to a 50% "normal" squish ratio.
This is for stump pulling. For high rpm operation above 8000 rpm, the standard head would be my choice.

Broken Wings

My Feedback: (20)

I found one of these engines and wanted to know how they're holding up and user experiences with this engine. How do you like them?

earlwb

My Evolution GX 26 runs really well. I have a tuned pipe on it. I had it on 1.20 size Kaos like plane. Unfortunately some visitors to the club flying field let their kids run loose and one of them tripped and fell onto my plane crushing it. The visitors promptly took off on me before I could confront them about it and ask for compensation. Anyway the engine is waiting for me to put it on another plane here one of these days. I was using a 18x8 prop with it. 32:1 gasoline to oil ratio using Stihl HP Ultra oil. Mine has the Evolution labeled Valach ignition unit, but it appears to be a later model and no so prone to dying. But if it does give me trouble, I will get a CH-Ignitions unit to put on it. My engine was amazingly easy to start and tune. No problems at all with my engine.

A pic from when I was test running it a few years ago.