RE: Evolution type 2 ignition
 

Well to tell the whole story of my GX1.

When I ran it for the first time, it threw a lot of grease from the front bearing. I thought it was just excess grease and it stopped after the first few runs. I ran the engine for about 8 liters (1½ gallon or something?), then the piston got stuck for no explainable reason. It had torn the cylinder wall an was impossible to move. I sent it in to Horizon that replaced the cylinder, piston and rings. I forgot to mention about the grease from the bearing (I had completely forgot about it at the time the engine was sent in, as I had though it was normal behaviour).

Got it back and it ran ok, but was difficult to start and became worse and worse. The dealer had another custommer where the engine threw grease from the bearing, that had bought the engine at the same time a myself. Horizon replaced both engines, no questions asked, I even got the new engine before handing the old one back.

It tell me that likely there may have been a general problem with leaking front bearings. Maybe MVVS that are producing the engines had a bad bacth of front bearing from a subcontractor or whatever. What do I know... I would all be speculation.

Any way Horizon fixed my problem (and now I know 2 others as well from what you are telling) and the new engine I got did not leak from the front bearing, it runs better than the old one and is very easy starting, especially with the autochoke.

RE: Evolution type 2 ignition
 

Hi IH82CRASH, you are correct about the ignition for the evolution 45gx2. I received mine last week with a spare spark plug. The spare was much larger than the one that came with the engine. Called Horizon Hobby, they told me I have the newer version and they would send me the correct spark plug (ngk5812cm-6) at no charge and to keep the wrong one. This is my first gas engine. Everybody at the flying field use DA engines, they think anything else is junk. I have run my new 45gx2 on the bench for about an hour and it is easy to start and runs good with a 22x8 prop. Thanks for all of the info

RE: Evolution type 2 ignition
 

Remember, I am not trying to bash Horizon or the Evolution engine. I called them and asked why they were out of stock on the new ignitions. He told me he did not know. I am just trying to find out why. There are many unanswered questions that would be better answered by them rather than leaving it up to speculation. What Dick said was true about Technology and bumps in the road is true. I just wish Horizon would be Honest rather than trying just to pacify.

RE: Evolution type 2 ignition
 

ggroyal1

There seems to be an Attitude among the DA owners that says that if it ain'd DA it is junk. I have tried different kinds of engines, although I must admit not DA, and I think they all have their pro's and Con's. I live at 5300 ft MSL and Density Altitude during the summer averages about 7500 ft MSL. Therefore what works at sea level will not work here!! The evolution 58 is the only engine I have found that is powerful enough to 3D a 18 pound 50 cc Plane. Remember that Weight is a factor. Evolution engines start great and run great. Just a few bugs that need to be worked out

RE: Evolution type 2 ignition
 

My edge has a DA 50 and it wieghs 18+ the Da works to pull it out but it does a fair job remember the 58 is 20% bigger

RE: Evolution type 2 ignition
 

Discovered this the hard way..Only bearings I have found that can be used as the front crank seal are made by NTN and have an orange colored seal...Most all others leak....Looks like a case of not enough testing before release...:eek:
If you are a do it yourselfer be sure the bearing you buy is made by NTN...

RE: Evolution type 2 ignition
 

Remember that I am at 5300 feet above sea level and density altitude averages 7500 feet above sea level in the summer time. For those of you who are at sea level or within 300 feet you would not understand. If I went to California or even Salt Lake, Ut. things would be drastically different.

RE: Evolution type 2 ignition
 

Are there washers between the ignition pickup and the engine? Mine came with 2 washers on each screw, my son put one washer between pickup and engine and the other under the head of the screws that holed the pickup on the engine.

RE: Evolution type 2 ignition
 

i didnt put any washers under the pickup just under the head of the screw.

RE: Evolution type 2 ignition
 

I just had first flight with 26GT2, 15 pound extra 300, only used 1/2 throttle for regular flight. I was very pleased. I did have some trouble cranking at first, but after reading plenty here, I switched to 7.2 volt battery. I am getting some minor glitches from ignition, had to move battery pack that is connected to ignition as far away as possible from receiver, this seems to help. I am being told I need to get PCM radio now (have Futaba FM) Should that take care of ignition interference?

RE: Evolution type 2 ignition
 

cmays02

Going to PCM just disguise's the problem does not get rid of it, most people who do it properly will fly on PPM first to ensure that a problem does not exist then switch to PCM to get the fail safe feature, so get rid of the ignition interference before going to PCM, make sure you do not have any metal too metal contact anywhere that is also a problem if you have the Rx far enough away.

Mike

RE: Evolution type 2 ignition
 

Hi we checked interference many times. We don't have some problem with it. We made test with futaba, graptner and hitec TX without some glitches, RX was placed nearby from ignition. There are only one problem. This ignition has bigger, longer and stronger spark. It's realy important to push spark cup on spark and protect high voltage cable. It's recommended to put RX battery as far as it's possible from ignition and ignition battery. Battery cable from ignition should be short, although we use wider cable some voltage decrease must be expected and then problem can be with battery test.
Finaly ignition works from 4.8V to 9V on box you can find 6 - 8.4V. I would like to stress that battery test will stop ignition if battery has less than 6.4 - 6.5V during test. This level was set for LiPol and LiIon battery. When battery test pass corectly than you can fly down to 4.8V.
Please, if you have some question, write me directly to [email protected]. I will respond as soon as possible and I hope I'll be able to help you.

RE: Evolution type 2 ignition
 

bubulak!
the LiPo batteries must not be discharged to 4.8 v
please note to users, correct low point cutoff for Li Po/ Li Ion is a must or the batteries will be destroyed.
NIMH and NI Cad is not a problem
We run the small 1.6 Evolution and now are doing customers's 116cc twin with factory cans
Having done reviews for magazine - using these engines , we are very pleased with operation
It is important that all battery information be made as clear as possible as we see some customers making serious mistakes which can ruin batteries and cause confusion.

RE: Evolution type 2 ignition
 

Hi,
I know that 4.8V is low for LiIon and LiPol battery. (For LiIon is minimum 3.0V) I wanted to tell you, that you can be sure, that ignition will work, if voltage goes down bellow 6V (I know that this is wery bad for battery, bat model or plane is more expensive than battery). High voltage part and processor can run down to 4.8V as I wrote fomerly. There is one problem if you are using a servo for choke. A stabiliser for servo start working from 5.5V.

RE: Evolution type 2 ignition
 

Need spark plug gap for new ignition for mvvs 45
Thanks,
George G. Royal

RE: Evolution type 2 ignition
 

Hi, generaly spark plug gap is 0.8 mm.

RE: Evolution type 2 ignition
 

Well the verdict is in..... I received my new ignition and it is different. On the outside there is now a ground wire coming off the plug that attaches to the engine. Other than that I can not tell if there are any other changes.

RE: Evolution type 2 ignition
 

Hi all

I am not an Evolution user but do have two MVVS's one a 45mag and a 58Pro, the ignition on the latest units is a third version which uses the automatic choke, the difference is that the 45mag uses 6-8.4 volts and the Pro uses 9-13 volts this can be determined by the markings on the underside of the igniton unit:
L (Light) 6-8.4v
S (Standard) 6-8.4v
P (Professional 9-13v
There is no grounding wire on the latest version.
LED light on the ingnition unit to ensure battery voltage and also indicates max revs reached during flight, and the S & P unit's are pre igniton curve programmable for different silencer lengths.

Hope this helps or informs.
Mike

Now that I have the correct magnet orientation in the drive hub my 58 runs faultlessly. The 45 always has.