richierich240

OS FS-95V has anyone run this engine if so what do you think of it i am thinking of geting one for a .90 size at-6 the other engine i have in mind is the Saito 100

Cherokee Flyer

I have a couple of the Saito 100's; it is a smooth powerful engine that is easy to run. Turn 15-6 props all day!

L.

richierich240

Thanks for the info Cherokee Flyer i also like the Saito engine i run a couple of them myself .62 and .82 never run the .100 just thought i would ask about the OS-95 but i do like my Saito's

ton2di

My Feedback: (182)

Hello Richierich240,

Are you using it on a .90 size At-6? I have an OS 91FSII on a top flite AT-6. I think those engines (Saito 100 and OS 95v which turns 14" to 15" props) would be marginal for a 90 size plane in my opinion.

Ton2di

richierich240

Hello ton2di actually it is a .60 size 2 stroke or .90 size 4 stroke it is the world models 1/7 at-6 i would like to have the top flite at-6 as i think it is a better aircraft but it is not easy for me to get where i live but all the world models stuff is very easy for me to get how does your plane fly with the os 91

ton2di

My Feedback: (182)

Ok. So it's the same size as my At-6. It flies very well with that power plant. I like the looks of the the new 95V.

CustomPC

According to OS's own figures the 95V turns a 14x6 prop 100rpm faster than the .91 Surpass II so you can use any anecdotal performance figures from the .91 when accessing the suitability for a model.

The engine is also almost a full oz lighter than the .91 and in some cases that 1oz will matter.

I also love the look of the .95v and I hope it turns out to be as reliable and consistent as my .91's have been.

I shouldn't have read this thread, you've got me dreaming up a new project just so i can try the .95v.

Texastbird

I'd try a DLE 20 instead of the fourstroke in a AT6. Whole lot cheaper than a fourstroke burning glow fuel.

Kostas1

....man..a warbird with a 2-stroke ???

Broken Wings

My Feedback: (20)

How do you pronounce that? Mile Hao Xiang Model Technology Co., Ltd....

http://www.dlpower.net/custom.asp?id=1

I think I'd rather work in the office than out on the floor.... Smiles

Do you think they can see what they're doing? It doesn't look like they have much light. They must be manufacturing twins in the picture because it looks like there's a whole basket of them on the floor.

Make sure you watch the machining videos. See anything funny?

jmcowart

I have recently purchasedan FS 95V to use in the Senior Telemaster Iam working onfinishing. I need to break the engine in and have read the manual and other recommendations on the forums and in books and haave soughtthe advice of more experienced RC guys.

One question remains however - at least in this novice mind: In setting the idle point I need to see the carburator nearly close, then see it fully close using sub trim to shut the engine off. Problem is the intake manifold prevents viewing the inside of the carburator.

I understand there is a "split" in the brass jet through which the fuelmixture is drawn. O.K. Ican handle taking the intake manifold off and looking into the carb to set the idle point and verify the complete blocking of the "split" with the sub throttle trim. Question is I don't understand the drawing on page 47 of the "guide to O.S. Four Strokes" Does anyone know how to determine where on the split the idle position actually is? Or is it a matter of trying to look down the carburator with the propeller turning??

Is it just a matter of trial and error? Leave a little tiny crack of the "split" visible as idle, or better to work backwards and run it from fully closed with sub trim to just visible to determine the idle (Low throttle stick position)??

I hope someone has been able to understand my problem and can give me some benefit of experience that I lack..... Thanks in advance guys.. Mike.

CustomPC

Look for RCSportFlyer on You Tube to see some videos of their OS .95V tests

Desertlakesflying

My Feedback: (28)

+1 unless it's a gasser

Bax

My Feedback: (11)

Usually, you just work with it a bit to find the best idle setting, and then just set the carb to close more to shut the engine down.

jmcowart

Thanks for the responses... I seem to be lost in a steep learning curve. That's half the fun, of course, and one of the reasons I wanted to get back into the hobby. I just want to get it right and wasn't sure exactly how to proceed. Thanks again. Mike.

donkey doctor

Hello; I bought one of those 95fv's as soon as they became available, and bolted it into an ARF 4-star 60 that I had an Enya 80 4S in. To be honest, I didn't need a bigger engine, I just wanted one and I liked what OS did to make the 95fv so attractive to me.
I posted when I first recieved the engine, but I guess most people thought I was talking about a two-stroke engine, because I didn`t get any sensible responses.
The OS 95fv is a fine engine, easy to start and run, easy to tune, It sounds good too! Since it is a new engine, I have been breaking it in gradually, and haven`t put it into the air yet, maybe this Sunday.
I can-t comment on the power yet, but it starts easily and idles nicely, and sounds powerful, revs quickly, and is fuss free to run. The new muffler is much quieter then all other OS`s at the feild, nearly as quiet as my Laser 100.

jmcowart

Encouraging information on the FS-95V Thanks. When setting up the throttle linkage did you leave a little throttle movement below idle so you can shut off the engine using the sub-trim on the transmitter? That is to say, the left stick on the controller is all the way down against it's stops and the engine idles, then you shut it off by using the engine trim switch/butgton/knob/slider? That's what I understand is supposed to be the correct set up as described in the books. I was just trying to arrive at an understanding of how I can achieve that with the 95V FS without seeing a carburator butterfly valve? How did you work that out, Donkey Doc? Thanks very much. Mike.

donkey doctor

Hello; I turned the carby around to move the throttle lever to the top, When I advanced the throttle it un-screwed the carb lever. I felt comfortable running it by radio, it idled right away
and with the quiet muffler wasn't "scary" at all.

jmcowart

I'll just go ahead with the running, then. The throttle is on the right side of the engine with the needle valve and mixture screw on the left.I'll go to the shop tomorrow andinstall the engine in the run-in mount and start the process. Thanks for the information. Best Regards, Mike.

Kostas1

I found a review on youtube, which i embed here:

[youtube]http://www.youtube.com/watch?v=CBEZbIFMeuk&hd=1[/youtube]

Hill202

My Feedback: (24)

I just wish they would not use those soup cans for mufflers!!

donkey doctor

Hello; I've had a few flights, tightened the fuel stopper that caused a huge fuel leak, mopped all the oil out, and am ready to try it again today. So far it's been smooth running, it's needle can be leaned a bit now. It smokes a bit on the idle, but not under throttle. I should try some fresher fuel today.

Kostas1

How possible is it to capture a video;

w1nd6urfa

My Feedback: (4)

A question to 95V owners:
Is there a way to put after-run oil in the crankcase? I cant see any vents in the pics

Saitos have a definite design advantage in that respect

landeck

My Feedback: (1)

There is a vent located on the cam box. This is where you put after run oil. You also use fuel tube to vent the oil coming out of the crank case to the outside of the plane. How is this different from a Saito?

Bruce