Yesterday a friend of mine at the field started his 58gx in a lanier 330, and it flew just about to finish its braekin just flying it normally aroud the field an occional loop but basic straight flite al of a sudden i heard a funny noise from the engine and told him to land it quick on approche engine koncked out. on inspeccion we found out that the ring had broken and also the piston he told me he was useing a 30:1 mix with the oil that came with the engine. any insight on this

check your tach 6,800 on break-in oil and 32:1 throwing a 26x10?

Pete,

Will other break in oil be okay with the Evos?

bonedaddy41 6800 with a 24x10 is to much for this engine. It will unload in the air and the max hp is based on that type of rpm but 6150-6400 is perfect for this engine. Be very careful you hang a ring at that rpm or spilt a piston and you will have more problems than you want. I think you have the exception vs. the rule with those types of rpms.

My tach has recently stopped working so I question the numbers I was getting. I agree that those numbers are pretty high. However, I have stayed with the 24x8 prop and am still extremely pleased with the performance. The 58GX yanks the 19# Pitts Challenger around with brute authority.

Those revs are just fine - actually the engine heat is likely less than those loaded to 6100
revs don't hurt these engines
I turn my ZDZ's (basically identical inside ) over 8000- no problems
I turn my MVVS 1.6 -over 10000- runs like a fine watch
the trick is heat control and good oils
I don't run around with these engines wide open for a whole flight revving like this - these model engines are expected to run at various speeds during a flight
on a good exhaust system that 6800 does not sound unreasonable

I have continual bearing problems with my Evolution 58. Only way I found to make it last a reasonable amount of time is to use a front bearing with seals and remove the inside seal. Evolutions seal continually leaks air and sucks oil from the bearing. Anybody got any ideas??

Which version do you have? If you have the old version with the larger plug, they had problems with the seals. You will have to contact horizon and see if they will exchange it for the newer version

3W uses sealed bearings in all their engines...The bearings are sealed on both sides...Inferior sealed bearings won't work very long..The good sealed bearings are NSK or NTN brand...Taking the inner seal out of a bearing defeats the purpose of a sealed bearing, it's no longer sealed...I haven't seen a 58 engine, if the crank has a seal you could take both seals off the bearing....If not they should be left on...3Ws have no problems with these sealed bearings...G26s are the same, the heli and airplane engines have a sealed bearing on the front, the PUM marine engines have one front bearing and a seal..Both work well.....

According to the parts list the old GX and the newer GX2 use the same seal, bearings, prop hub etc. Do you know any difference in the construction? Their front seal only lasts a short time, then air leaks past since there is suction in the crankcase. It's just a U cup type seal. This prohibits gas/oil from getting to the bearing. Leaving the outside front seal on the bearing helped the sealing process. Next time I'm going to either try leaving the bearing completely sealed or reverse the front seal so that suction aids in sealing. Maybe both.

hey
i have a 24x10 lying around wouild that be a suficient porp for this motor or should i buy a differnt one, maybe carbon fiber??
happy flying

alex lopez

24X10 works great.

I have about 4 gallons thru my Evolution 58 in a 30% BME Edge. Recently switched mix from 30:1 to 40:1. This engine runs like a swiss watch, and has plenty of extra power on a 23X10 NX prop. I only have had one issue with it when I went deadstick on a low pass. Turns out the carb plate vibrated loose. I cant blame this on anyone but myself for not using loctite. Quick repair and back in the air. The sound of this beast on low passes certainly gets the attention of the others at my field.

would a 24x8 prop Nx work

I've used a 24X10, a 24X10 cut down to a 22X10, and a regular 22X10, all Zingers. All worked fine. Turned between 6000 and 6500 on the ground. Problem you'll have regardless of what prop you run is keeping front bearings in it. If you notice the idle increasing with no change in the carb/servo position the front seal is leaking air into the crankcase. This sucks all the oil from the front bearing. Original seal lasted maybe 40 flights. I went thru 6 seals and bearings in a year.

I've been flying mine with a 24x8 NX for about a year and a half on 2 different planes. Great combination.

OK - Evolution 58. Anybody else having bearing problems???????

I have a MVVS 58Pro and am not having bearing problems this is the latest incarnation with the auto choke, which I love.

Mike

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i don't have the GX 58 but i have a MVVS 45 with the nose bearings out after 3 gals. of fuel,have not replace them yet,i have heard of guy's replacing the bearings more than just ounce on the same engine. it's to bad because these engines run strong,if you can keep bearings in them.
ENJOY!

I would be interested to know what oil you guys are using with bearing problems? and at what ratio?

Mike

Bel-Ray H1R 30-1. Smoked so much when it started you'd think I was spraying mosquetos. Now I'm using Amsoil 100-1 at 80 to one. When the front seal starts to leak you're done.

Anyone else?

Mike

after the beak in oil that MVVS supplies with the engine at 32-1,i used pennzoil aircooled at
40-1.

All interesting stuff, if you go to any thing less than 40:1 thats your prorogative but outside the manufacturers recommendations, I note in the Evolutions users guide the state "synthetic oil intended for racing 2-stroke gasoline engines", in the MVVS guide they state "Mobil Racing 2T oil, or in bold letters "any quality bend-name synthetic oil intended for racing two stroke engines" now I don't know the quality of pennzoil or Amsoil 100-1, but would be interested if someone knows the quality of these compared to the Mobil Racing 2T oil?

Mike
EDIT: to add spec for Mobil 2T

Mobil 1 MX2T

Viscosity, ASTM D 445
cSt @ 40ÂșC 90
cSt @ 100ÂșC 13.8
Viscosity Index, ASTM D 2270 154
Sulfated Ash, wt%, ASTM D 874 0.15
Pour Point, ÂșC, ASTM D 97 -42
Flash Point, ÂșC, ASTM D 92 110
Density @15 ÂșC kg/l, ASTM D 4052 0.884