Hi Chas,

Wow, I am stunned by the amount of stuff that made it out of the breather, thanks for doing that. As you say, that's something like 40% by volume.

Togatoga and I are now wincing a bit if this is how much oil we are plumbing back into the inlet manifold. I wonder (hope) if some of what comes out is unburnt fuel!


Hi mvallyman,

Prop was an APC. My prop box is almost exclusively APC, makes it easier to keep track of what works on what and having a spare.

I'm really looking forward to getting the engine back for three reasons:

: I get to find out if I am a muppet
: If it pulls 8.7k - 9k on a 16x6 and 20% then I can bolt it to my Adrenaline and go flying.
: If it is in the low to mid eights as you are seeing, then all the reports about this being an engine approaching YS performance are a bit optimistic, and it's probably not going to give the flight performance I want. My aged MKIII OS 120 surpass manages 8500 on a 16x6 and 5% nitro. This still makes me happy though, because I can justify to my missus buying a new YS110S...

Quote: "Also I dont know where the differences are but my Saito 120 will swing an APC 16x6 a 1000 RPM more than my 125's will. "

Really? There is no doubt that the newer Saitos are quite "cammy" and only come "on cam"* at around 8.5k. My 82a will swing a 14x7 at about 8700, sounds good and behaves itself. Change to a 14x8 and the rpm drop drastically to around 8k and you can just tell it doesn't want to know. Maybe the older 120 has less agressive cam profile and is better when loaded right up.

HS

* Not sure if this terminology is global or not. I picked it up from my brother who is a specialist in the old Lotus twin overhead cam engines. These days they are eeking 250+ bhp out of a 1700cc block, normally aspirated. Not bad for a design which is basically 50 years old. But these engines are very "cammy" as he calls it, they cough and splutter all the way to about 5000rpm where, within a few hundred rpm, they clear and pull like stink.

which reminds me of an amusing story. In the paddock at a touring car meeting, a member of the public asked him if the car he was fettling was fitted with a a rev limiter. "Yes" he replied, "It's quite simple and very, very reliable. At 9200rpm, the crankshaft breaks."