FlyerInOKC

My Feedback: (6)

Probably to tame their finicky running tendencies.

SrTelemaster150

Stable and programmed spark timing allows many performance improvements not practical with GI.

acdii

OK so, going to throw this one out here. I crunched my T-Clips the other day. Thats the one with the FG-11 on it. While I love the longevity of flights with the FG-11, its too heavy for the amount of power it puts out. I may put it into a smaller P-51, haven't decided yet. So what I am thinking is to replace it once I repair the plane with either a 62 or 72. The difference in weight is about an ounce between them, and nearly 10 ounces between them and the FG-11. The 11 is based on the 62, and both turn the same prop, and I have the 72 on a Something Extra at the moment, which flies it well, but is a tad heavy on the nose, wont hold a knife edge. Should I go with the lighter 62 for this? The only thing I lose is up time per tank. I can use a smaller RX pack then and get it out of the tail(already is after it nosed in).
I am curious how well the FG would work in the SSE, though something tells me it would not be very good. Maybe I will swap the 52 with the 11, and put the 52 in my other SSE. My LT-40 is going to be recovered and minor repairs made this winter, that would be the perfect time to swap motors out.

End result I am looking for is to have good vertical with the Clips, something that it lacks(which is partially why it crashed). It stalled, droped right wing, and could not get enough thrust to pull out of it in time.

spaceworm

How DID that happen? Any other damage to the cylinder/piston assy? Is cylinder reusable? Thanks

acdii

I wonder, if I swap out the gas carb with the glow carb on the FG-11, would I be able to run it? Would I need to tap the muffler for tank pressure?

spaceworm

Why not trade it for an FA-62 and add an rcxl ignition to the 62?

acdii

Well for $46 I can convert to glow, ignition is already there and setup. A lot less expensive than buying a whole new engine.

Now onto other things. Did Saito have only one FA-125? I have to look at my P-51, pretty sure its a 125 and not a 120. CH doesn't make a kit for the 125, but for the 120, and they are totally different designs. Its a powerhouse, but loves fuel too.

Captcrunch44

Acdii
is or would that be a Characteristic of the something extra. I had a saito .56 in mine turning 10500 with a 11-7 and couldn't hold a knife edge either. And I was on the tail heavy side also. I would say I have see one do that but the last three years at sig I don't recall any one doing acrobatics with that plane.

Captcrunch44

Was curious if anyone has a list of club saito members because I was curious what my number is.

spaceworm

BLW should be able to help.

Sincerely, Richard
AMA 861960
Club Saito #635; Saito 56, 100, 120abc, 130T, 180;

SrTelemaster150

C&H can match up parts to convert any Saito single to CDI. Like any manufacturer, Saito mixes & matches components for various applications.

It all boils down to the diameter of the prop hub vs the height of the mount bolts from crank C/L where the hall sensor mount bolts on. The nose length of the case doesn't vary within an engine family. (FA-62-FA-82) (FA-65-FA-115) (FA-100-FA-125) (FA-120-FA-180)

Just because Adrian doesn't list a "kit" for a particular Saito engine, that doesn't mean he doesn't have the correct components to match up. Call him, he will return your call promptly.

Your FG-11 converted to CDI/glow fuel will make about 20% more power than it did as a gas engine, IF tuned properly for the methanol.

Hobbsy

My Feedback: (102)

Richard, it appears that the front two cylinder base bolts pulled out of the crankcase after a violent kick back. I asked for the engine and some new parts when the guy decided it wasn't worth fixin up.

There are indeed two 1.25's the newer 125a has a greater included angle between the valves, larger valves and larger cooling fins. I'll do a review, sort of.

spaceworm

Hi Dave, Thanks. I have a 100 in my TF AT-6, Is there anything I should check on it to help keep that from happening, like tightening the cylinder to case bolts? It has very low time on it, likely not even broken in yet. Thanks again.

Vbr to you and yours,

Sincerely, Richard

acdii

AHH Ok, so the 125 would share the 100 case. I happen to have 100 as well, so will match them up and see if they are the same. Might very well be since I had a 100 in my Mustang and the 125 bolted right up.

OK, looks very similar, same length, but there are bosses on the 125.

Hobbsy

My Feedback: (102)

It appears that the 100 and the 125 have different crankcases too, most likely to have room the longer 1.25 stroke. The 1.25 and the 1.00 are reduced $30.00 and free shipping at the moment.

Rudolph Hart

Phhhtttt and now they behave the same way as if you put your foot flaat to the floor quickly on your granma's singer sowing machine.Unpredictable ignition timing is what makes saito's bark on nitro pard.

SrTelemaster150

Saitos "bark on the nitro" pretty nice with CDI too!

https://www.youtube.com/watch?v=5xaiAR8Yelc

SrTelemaster150

All Saito medium singles that have the "B" type cam housing will take the same Hall sensor mount. The distance from the Hall sensor to the prop hub magnet is not as critical W/the new generation rare earth (neudenium) magnets. The older alnico magnets needed to be about .040" from the hall sensor, but the newer generation magnets can be quite far from the Hall sensor & still work just fine. Worst case scenario is that you will need a thicker magnet ring for the prop hub.

FlyerInOKC

My Feedback: (6)

At idle the sound reminds me of my Uncle Orville Thrashing machine. It sure does purr nicely and looks easy to start. If I start running engines that big I will have to consider a conversion.

SrTelemaster150

I feel that the lower practical limit for CDI conversion is around 1.00 or perhaps a bit smaller in a cub of other larger W/S low displacement requirement air-frames.

Anything smaller makes it hard to accommodate the module & battery pack. Anything that has about 84" W/S will have the room.

The bigger the engine, the bigger the ROI. An FA-180 swills glow fuel on GI. A CDI FA-180 will use less glow fuel than an FA-150 on GI & make a lot more HP to boot!

Captcrunch44

Ok i will bit the cdi on nitro is cool how do i go about doing it to may saitos

SrTelemaster150

If you want a plug & play system that can be set-up in less than a hour, GO HERE

If you don't see your particular engine listed, contact Adrian.

FlyerInOKC

My Feedback: (6)

Back in the days when the earth was young and still cooling, and dinosaurs still roamed the earth (mid seventies) I bought the first 4 cycle OS Max produced (.60), it had exposed pushrods and cam followers and was quite a thing to see. There was an old German machinist named Otto, I think in California, that offered a service where he converted these to spark ignition like some of the antique engines from back in the day. It cost a $100 and I just could see doing that to my shiny new engine with the serial no. 5. The LHS owner had one modified for himself and would bench run it. It had a little lever on the side to adjust the spark timing so you know it wasn't CDI. At an idle this little 4 cycle blew smoke rings. If its of any interest my engine financed my return to R/C in 2004 thanks to a certain engine collector in British Columbia.

Captcrunch44

That is some good looking products can't wait to get one on order
thanks for the info

SrTelemaster150

Set the initial ignition timing at 33-36* BTDC for glow fuel. If it is a big block (120-150-180) use 36*.(some early FA-150s are very high compression & use about 33* advance)