Welcome to Club SAITO !
12-21-2018, 06:08 PM
Oh Jim,
The method depends on how bad off the case opening is deformed. I have a slightly eccentric brass plug-like fixture that I slip in and rotate to straighten out the bulk. I then use a very sharp, triangular scraper to relieve and interference. Since these parts are closely fitted, the T mounts don't have to create much distortion to make fitting a problem. A little clean up work and all is well. Flatheads like Indians usually consider 11.0:1 an extreme C/R
Fred,
I too used to use self tappers in the plastic mounts, like Dave on smaller engines mostly. Gradually moved to using through bolts with "tapping plates" when using plastic T mounts.
Some may think "overkill" but it works very well and I don't mind a bit of extra effort. Crashed a few planes over the years but never lost a lug with the aluminum mounts and the girdle channel.
Much like some of my buddies in the old days would paint their bikes with rattle cans or brushes.
Indian Wally dipped his tanks in Rust Oleum
It is what we do.
The method depends on how bad off the case opening is deformed. I have a slightly eccentric brass plug-like fixture that I slip in and rotate to straighten out the bulk. I then use a very sharp, triangular scraper to relieve and interference. Since these parts are closely fitted, the T mounts don't have to create much distortion to make fitting a problem. A little clean up work and all is well. Flatheads like Indians usually consider 11.0:1 an extreme C/R
Fred,
I too used to use self tappers in the plastic mounts, like Dave on smaller engines mostly. Gradually moved to using through bolts with "tapping plates" when using plastic T mounts.
Some may think "overkill" but it works very well and I don't mind a bit of extra effort. Crashed a few planes over the years but never lost a lug with the aluminum mounts and the girdle channel.
Much like some of my buddies in the old days would paint their bikes with rattle cans or brushes.
Indian Wally dipped his tanks in Rust Oleum
It is what we do.
Last edited by Jesse Open; 12-21-2018 at 06:14 PM.
12-21-2018, 07:26 PM
My Feedback: (1)
I sure do meet some god, and interesting people in this hobby, my friend Hank (may he rest easy) was a P-47 crew chief in WW11, and was a field rep for Kaman Helicopters in the 60s (Hank was the best), I met a P-47 pilot, fly with a Corporate Jet pilot, and Pete who road races a early 90s Vett and also dragged in the 60s and 70s, machinist and many more, and my friends here on the Saito page
thanks guys, I am glad to know you all !!
Jim
Saito engines ?? "Yee Doggy"
thanks guys, I am glad to know you all !!
Jim
Saito engines ?? "Yee Doggy"
Last edited by the Wasp; 12-21-2018 at 07:35 PM.
12-21-2018, 07:32 PM
My Feedback: (1)
oops,
Gary, go look at the video again, look good at the cylinder fins LOL, he must have made those fins thick so they would not crack from vibrations, that's old school stuff that works and hold up.
Jim
Gary, go look at the video again, look good at the cylinder fins LOL, he must have made those fins thick so they would not crack from vibrations, that's old school stuff that works and hold up.
Jim
12-22-2018, 12:48 PM
My Feedback: (1)
hey Dave, can you tell me why the 82GK uses different valves than the standard model ?? 82A #90s46,, 82aGK #91s46
now I know you find swapping Saito parts around is interesting, well>>> remember how "Captcrunch44" said he bought a used Saito 65 and it didn't have a carb and intake manifold, so he put an 80 carb and manifold on it, and he had a substantial power increase. he reported that it would turn a 13X6 at 11200RPM’s, well my OS 61FX would only turn an APC 12X6 at 10600 with the old Slimline Pitts on 20%..
well I found myself standing in front of my 82, I had not yet remounted the carb. so there I was standing there looking at the carb in the hand, and I could not resist, it was eating at me, I had to know, so I removed the 100's carb to see, and I found that the 100's carb ID is about .40mm larger than the 82's carb (my yellow plastic calipers only read in 1mm increments, and as I said I dropped my metal calipers so I could not get an accurate reading), never the less the 100's carb is almost 1/2 mm larger than the 82's carb,,
now the 82's intake OD is too small for the 100's carb, but the 100's manifold will fit the 82's engine head, but you have to shorten the 100's manifold,
so, in short, if you shorten the 100's manifold you can put the 100's larger carb on the 82,,, slick. it sounds like fun to me, so I will just have to try that some time, hey, maybe I will just buy a new 100 carb and manifold ?
one more thing, according to my "2008" Saito manual, all engines from the 62 to the 125 use the same "6547" valve springs and retainers, so I would think the springs should hold up
Jim
Saito engines are the thing
now I know you find swapping Saito parts around is interesting, well>>> remember how "Captcrunch44" said he bought a used Saito 65 and it didn't have a carb and intake manifold, so he put an 80 carb and manifold on it, and he had a substantial power increase. he reported that it would turn a 13X6 at 11200RPM’s, well my OS 61FX would only turn an APC 12X6 at 10600 with the old Slimline Pitts on 20%..
well I found myself standing in front of my 82, I had not yet remounted the carb. so there I was standing there looking at the carb in the hand, and I could not resist, it was eating at me, I had to know, so I removed the 100's carb to see, and I found that the 100's carb ID is about .40mm larger than the 82's carb (my yellow plastic calipers only read in 1mm increments, and as I said I dropped my metal calipers so I could not get an accurate reading), never the less the 100's carb is almost 1/2 mm larger than the 82's carb,,
now the 82's intake OD is too small for the 100's carb, but the 100's manifold will fit the 82's engine head, but you have to shorten the 100's manifold,
so, in short, if you shorten the 100's manifold you can put the 100's larger carb on the 82,,, slick. it sounds like fun to me, so I will just have to try that some time, hey, maybe I will just buy a new 100 carb and manifold ?
one more thing, according to my "2008" Saito manual, all engines from the 62 to the 125 use the same "6547" valve springs and retainers, so I would think the springs should hold up
Jim
Saito engines are the thing
Last edited by the Wasp; 12-22-2018 at 12:57 PM.
12-23-2018, 04:12 AM
Dave,
Yes sir these are smooth engines an if you find the right plane, they can be a lot of fun to fly. A few years back I had the smaller 60 and as you may guess it was turbine smooth. It was on a 60 inch Flybaby and hauled the plane nicely. I traded that for my first TS 90 but wish now I had kept it and just bought the 90 outright. The 60 is real hard to find nowadays .
Seems most of them wind up on Cubs. My Sig Clipped Wing Cub started life with a Gemini 120 Nd later got a brand new FT-160. Real sweet combo on floats.
Hope you get a lot of air time! Had the Cub for 20 years. It flat wore out.
Yes sir these are smooth engines an if you find the right plane, they can be a lot of fun to fly. A few years back I had the smaller 60 and as you may guess it was turbine smooth. It was on a 60 inch Flybaby and hauled the plane nicely. I traded that for my first TS 90 but wish now I had kept it and just bought the 90 outright. The 60 is real hard to find nowadays .
Seems most of them wind up on Cubs. My Sig Clipped Wing Cub started life with a Gemini 120 Nd later got a brand new FT-160. Real sweet combo on floats.
Hope you get a lot of air time! Had the Cub for 20 years. It flat wore out.
Last edited by Jesse Open; 12-23-2018 at 04:29 AM.
12-23-2018, 05:12 AM
12-23-2018, 05:24 PM
12-23-2018, 05:51 PM
12-24-2018, 12:03 AM
12-24-2018, 12:18 AM
Was it this guy you were thinking of? if so,like burt monroe he was also a carpenter by trade can you see a theme here.Perhaps one of them should have called a bike noahs ark.
ps very interesting reading the background you shared gary,way to go pard
pps if that bike was running castrol r you're already in heaven.
Side by side, twin engined Triumph drag bike. Baby GMC blower with Hilborn fuel injection. Twin , forged Moldex cranks, Carillo rods. Heavily modded Alf Hagon frame.
Dave, Okay on the bolt on wing. I built an LT-25 with a OS .26 Surpass. My mistake, I wanted a Saito .30 but they were on back order and Rider's Hobby where I worked part time (for the discount) had the OS 26 on the shelf. Wish I had waited. My buddy still has and flies that plane.
The wheels look fine to me. I fly off grass that isn't always short and have taken up the habit of oversize donuts. Make a lot of touch and goes and the big wheels make up for a lot of sin!
Jim, Yep I did notice the Burt bike. My good buddy, Indian Wally was a huge fan of his. Always boasted of Burt's record runs. Cast pistons, done right can hold up well indeed. BTW , we often made cylinder sleeves from cast iron drain pipe, more common than you may think!
There was a fellow in Great Britain back in the 1960s drag racing a Vincent 500 single who welded up his cams and hand ground the lobes on a bench grinder in his garden shed. The bike ran strong too.
When my buddy, Bill W and I undertook building the side by side supercharged Triumph twin drag bike, we ground our own cams too. Wound up a bit of a side business. The local BSA dealer, Earl Buck had a fellow named Dick Gower working for him. Dick came from Canada and we had seen ads in the Canadian magazines where he and his brother regroung cams. I asked him about it one day in 1974 and he said he had the grinder now in his garage in Warren MI. We struck up a deal for $100 .
Bill and I were now in the cam business out of his mom's very small barn where we were also building the bike. The "Cam grinder" was a converted 1940s OD grinder with a 10:1 surplus store hydraulic tracer fitted. We plotted the cam timing at 10 times size and cut the master out of 1/4" aluminum. I would TIG weld up the cam faces with hard alloy rod and we would then grind them on the machine. We got a lot of side work doing "custom cams" for the locals. That in turn bought more machinery. First a "Kwik Way" boring machine, then a Black and Decker valve seat grinder and a Souix wet grinder valve refacer.
Much more followed over the years and we had our hands full doing engine machining on the side. My brother in law joined in and finally he took over the operation full time as I moved away from that work.
A lot of good memories and we had a lot of fun doing a huge variety of work but I stayed with my day job only helping out a bit in my spare time.
Any how, just a bit of back ground. My brother in law has since retired and sold off the machine shop. For many years that shop made them a good living. It all started with a drag bike!
Bill moved to Maryland where he went to work for Sonny Routt, the well known Triumph mounted drag racer. He took the bike with him in 1979 or 1980. The last time I saw that bike was when it was featured (with a totally wrong story) in "Iron Horse Magazine" , November 1988 issue. Billed as "The World's Rudest Triumph" I had no idea when I picked up the magazine in the drugstore, but as soon as I got to the page, that bike was all too familiar.
Forgive the story if you will, those days were pure magic for all of us. Garages full of motorcycle parts and running bikes. Imaginations running wild and plenty of opportunity for cheap thrills.
Last edited by Rudolph Hart; 12-24-2018 at 12:22 AM.
12-24-2018, 09:15 AM
Hey guys.
I realize this thread drifts from time to time and usually gets back on track so now is that time. Lets get back to talking Saito engines and RELATED topics.
Thanks! (the management)
I realize this thread drifts from time to time and usually gets back on track so now is that time. Lets get back to talking Saito engines and RELATED topics.
Thanks! (the management)
12-24-2018, 12:14 PM
My Feedback: (1)
hummm, talking off topic against posts that are off topic LOL sorry guys, I just had to make a funny on that.
any hoo, I would like to see Saito produce a super charged engine, a turbo engine would be the thing, maybe a 100. one thing for sure that I would like to see Saito do, is to increase the diameter of their Tappets (Lifters), theirs are tiny
Jim
any hoo, I would like to see Saito produce a super charged engine, a turbo engine would be the thing, maybe a 100. one thing for sure that I would like to see Saito do, is to increase the diameter of their Tappets (Lifters), theirs are tiny
Jim
12-24-2018, 06:22 PM
My Feedback: (1)
Capt, Horizon's site says the Saito 125 should turn an APC 16X6 at 9000,, what brand prop is your prop ? if you have a low amount of time on your engine you may need to get more on it. or maybe Saito didn't get the Cam timing set correctly,
I hope you have a great day tomorrow
once in the link click on "specs"
https://www.horizonhobby.com/product...3A-ag-saie125a
Jim
Last edited by the Wasp; 12-24-2018 at 06:25 PM.
12-25-2018, 01:15 AM
we get a more than fair off track allowance here,even dave's allowed to postulate about huge steam traction engines and harleys,which i still maintain are closely related.pssst triumphman....i heard on the grapevine that andy (barracuda hockey,weird name eh?) owns a large f4u corsair powered by a HUGE saito gas radial,would you be keen to see a few pics?? hell if he's fixed the retracts problem you might even get a vid.
