I was just wondering if there was any Mintor 22cc owners out there and can you share anything about them?

Thanks Capt,n

They are out there but it seems as if they only visit that other site.

Karol

That's what you get when only political correct answers are allowed, and no mention can be made of other valuable forums.

I own one and it runs great. No compression issues as others have reported. Its mounted in a H9 Showtime 90. I am extremely pleased with its flight performance with this engine. I do wish it could cure the twitchy nature of this bird but its a practice pattern plane so live and let live.

Such a pity.

Karol

The Mintor 22cc engine not only looks good on the outside, it has good looking parts on the inside.

Yes it really does, and it's a pity that installing some inferior quality rings almost spoilt the package for a few of us.

Karol

Wasn't there problems on the factories end? I'm thinking they are sorted out by now but don't know for sure. This engine is at the top of my list for a 20cc engine. I'll be ordering one soon for my Mojo 65 kit. That's as long as there are none of them issues still going on.

Yes there was a problem as some of the engines were supplied with undersized pistons and inferior quality rings obtained from third party suppliers, but Mintor finally recognised the problem and ceased production until everything was sorted out. They are now back in operation, and you can check that other ** site for more information on it.

Karol

I remember the ring issue, but don't remember the piston deal.

one of two engines had an undersize piston issue. Mostly it was poor piston rings that caused the biggest headaches

Don't look so good to me.Why is the engine mounts worn so bad where the washers were on the mounting bolts.Piston maybe a question also.
BC

Those are not wear marks on the engine mounts but a shallow machined recess for the mounting washers.

Karol

The rod is of good size on both ends. You can still see every lathe mark on the piston all the way around. This was after about 2 gallons. The only thing I see not good was a area of the piston ring that was not getting the correct shiny contact look. Like the ring was void of material in that area. Fix... a new F Bowman ring.Also a .012 end gap...too big. Capt,n

I found a similar situation with the stock ring in my engine which had an end gap of .011". Mostly out of curiousity I measured my piston and it turned out to be exactly what Frank had suggested it should be, 1.336", and with one of his rings installed the gap is .004"...... good enough for me.

Karol

Your kidding me.Bet it's not minus 27 below where you live. Good time to get some airplane work done.
BCCHI Grumpy no two.

Cold and snow works wonders with a man's idle mind.

No cold or snow here, this is the Caribbean with year round sunshine. Pity I am unable to share it with you guys.

Karol

Plenty sunshine in Cape Town this week. Loads of wind too, perfect for those planes that don;t attract the "What Oil for my XYZ123" question

Nice here in Florida...I may fly my Carl G 330 Extreme Pofile...not gas....just a junker!!!!!!!!!

Hmmm, I fear the open ported cylinder is starting to take its toll on the piston skirt. Note how good the piston skirt looks below the port window in the skirt ... and how it is showing skuffing on either side of the clear part of the skirt? Like many engine designs these days, the piston is not well supported on that side. Once wear starts, it will only progress from there. I believe there are more open ported cylinders these days as a compromise between ease of production and desired performance. In the process, piston wear is accelerated.

open ported pistons are there for a reason. The reason is that many model pilots neglect engine cooling, in which case the open ported piston saves their day at the field. So it reduces engine life a little bit? How many of us run their engines in excess of 200 hours without overhaul?

I am sure with that big port in the side of the piston will allow a lot of incoming air/fuel flowing through the piston will cool it real good. I seen a photo of one ran on the rich side and the top of the piston had lots of carbon with a oil gue residue. A rich mixture probably should be avoided on this type of engine. My thoughts anyway. Capt,n

While I certainly agree with you regarding piston porting, I feel open cylinder porting is more a matter of easier production. For example, the classic DA50 / 100 cylinder has a closed bottom port opposite the exhaust port and as a result, there is minimal piston skirt wear because the skirt is supported through most of the stroke and especially at the top and bottom of the stroke. DA pistons don't seem to show a lot of wear on either piston skirt. Early DLE cylinders had a closed intake port on the port opposite the exhaust but later versions went to open porting on all intake ports. There has been reports of excessive piston wear as a result. The Jedi in another forum even posted some photos to support this. It was also indicated that when these cylinders are used on a twin, due to different thrust angles, one piston tends to wear where the other one does not.

This is not a criticism of these engines at all, just an observation. As you say Pe, most of these engines will never run to their limits before overhaul or repair anyway. I thought it interesting that the condition was so easily viewed in the posted photos though.

http://tinyurl.com/9wupob8