I'm just glad that you folks speak English (or American ). Most citizens of the US can't travel to other countries as easily as people in Europe, except perhaps for a couple of weeks for vacation (holiday?). Because of this, we have little need to learn so many languages.
Here in the US we have a mixture of many ethnic groups and languages. I wish WE could adopt a native language...but somehow our politicians keep avoiding it. As a result, many people who brought their families to the US have not ensured that the family learn our language. These people can't wander too far from home lest they wander into an all-english speaking area and can't ask for directions...sort of like when an American wanders into a non-english speaking area of Europe.
We are all citizens of planet Earth...perhaps some day we will all realize that. On these forums we speak the same language...models.

George

I Hope so too ,and Ihope i'll ever pik the right words ,so you will undertand what i mean.

Check your six Wini,

Next time around, Dar will tell you even small children in Israel speak Hebrew.

P.S.
How is your .15 doing?
I received a couple of venturis/needles if you still need one.

I'm glad we have a local importer...so...no language problems at all

I'm impatiently waiting for the summer to come... I want to break in my MVVS .25 Combat, but not with this cold.

Yeah... amazing, isn't it... I have always wondered about that... these kids must be really intelligent, speaking a language that difficult at that age... (old joke)

The .15 is fine... I will be needing a couple more thing soon (besides the venturis)... Some parts for my GRRT for instance... I had a wristpin wire clip let go during break in, so it's pretty messed up. I just bought a very fine running 1.60 gasser, want a pipe on it, but haven't decided on the MVVS pipe or a Krumscheid yet. And I am still contemplating of trying the Marine GRRT (expensive experimenting )
So you will be hearing from me soon, don't worry

By the way Pé, since we are talking MVVS here... is that a common problem, those wire clips on the GRRT? And if so, is there anything I can do about it? I mean besided buying a new liner and piston every three tanks... I don't mind spending my cash, but I don't intend to spend it all on you either...

DualdudE...

What cold? I just spent the entire weekend behind the prop of that 1.60 gasser... you get used to it after a while... the neighbours probably don't agree with that...

I don't want to expose my sweet little baby to this cold (My mvvs engine i mean ) And i don't like the cold either, allthough i do fly in the weekends.

I'm planning on running it on no-nitro fuel, it's probably going to be difficult to start with this weather And it's better to be a little more patient. Now it still contains the factory preserving, so i don't have to put after-run oil in it every now and then. Won't be using the engine untill this summer so i better leave it preserved for another while. I plan to have my plane finished by then. I must admit i'm VERY curious about what it will sound like It's my first MVVS, and hope i won't be dissapointed. I'm very excited about this engine

Dual,

I tried my .15 in freezing temps a couple of weeks ago... it ran and fingerstarted fine on 0% nitro fuel... it bites when flooded though, but starts better because the bearings move more freely.

Don't forget to take the engine apart and look for burrs and tailings. The last three MVVS's I bought (except the 1.60) all had metal bits in them! My 1.44 twin had a lot of tailings in the piston pins... you don't want that stuff wandering through your engine!

I took off the crankcase backplate. Looked very clean there. I don't feel much like tearing down a new engine... the manual also states not to do so. Pé also didn't tell me it was a wise thing to do And many ppl told me irvines arent that clean either, and we never had any probs with them

MVVS, Pé Reivers, Irvine and many ppl can say whatever the hell they want... when there's metal chips in your engine there will be damage when you run it... And there were metal chips in 4 of the 5 MVVS's I have.
Even all threaded holes must be cleaned thoroughly, because the threads get messed up because of all the dirt in there. It appears the people at MVVS just tap the holes, and that's that... no cleaning or oil needed before the screws go in...
I'm really starting to like MVVS's, they're great little engines... but the dirty engines is really something they should work on.

It is better to dismantle a new engine than one that has been run.

Take a look at Metkemeijers website... especially the "cleaning" part...
[link=http://home.kabelfoon.nl/~fiorimet/Index.htm]Fiori metaal[/link]

They even use ultrasonic cleaners... you think it's clean? Well think (and clean) again... that's his motto. And he's right, the only things belonging in an engine are fuel and air... all the rest equals wear, performance loss and/or damage.

Now I'm not saying you need an ultrasonic cleaner to maintain your engines (pylon guys always go overboard ), but just giving all parts a good wash (or two) is the least one can do.
Look at the good side: it's little trouble and it might save you some bucks.

Okay, I'm really liking my .40, but I'd like to try a standard muffler, so I can easily install the engine in different planes. The Morris site lists a #3245 for "trainers". I did a search and found out that there are two types, 3245 and 3245a. The "a" is quiet and apparently robs the engine of a lot of power. The morris site didn't list any "a" variant, just 3245. Is there a big drop in power with this muffler compared to the mini tuned 3248 silencer?

I can recommended you this muffler
http://poletovani.webzdarma.cz/spalovaky.htm

This one on the .91 is a 3255A, same on the .61 below and right of it. Neither had any metal in them, the .91 is yet to be run, the .61 has been run on glow and then the Diesel head was put on. The standard "dustbin" muffler is a little loud for my taste but not bad. The .61 lost 200 rpm with the 3255A as a glow, no diff. with the Diesel. Go here and click on Silencers "http://www.mvvs-nl.com/index.html"

The A-type robs some power, as in any aftermuffler, but it is not of a concerning nature. If you cannot afford the power loss, there's always the larger .45 engine in the same housing to make up for it.
Without the A type, the engine could not be flown at our field.

Do not get me wrong.
I do not advise against checking an engine for debris and swarf. Too many times I found irregularities that might harm the new engine. In late production runs, there is no need any more to advise customers to take the engine apart. Not all people are inclined or qualified to do so, and the cure may well defeat the purpose.
As for your piston clips problem, I would believe you run the engine extremely high in rpm. In that case, take away as much as possible from the bent tab, so it will stay in the groove and not vibrate out. That tab is dead mass which can cause the clip to vibrate in the groove. Once it does that, the groove wears out faster than you like.

If you run an OS too lean or under prop it you'd loose the crome on the cylinder which will cost half the cost of the engine to replace.If you do the same with MVVS you'd loose the idle needle would'nt cost much

Trinity,

On the OS you will lose the nickel coating. There is no chromium in newer, ring-less OS engines.
MVVS is true chromium plated. Most often the engine will overheat and cut out, if run too lean, but after cooling down, it will live to fly another day.

In combat you do not want to land when the engine is lean. Instead, you plod on to gather points, try to evade the omnipresent opponent, try hard to get the engine to cool down a bit, and maybe get back on the opponents six by surprise; playing chicken will cost dearly earned points.
My experience with MVVS is that for the next flight just set the engine richer, and fly the hell out of it again. Lean runs so far have not been detrimal to piston fit, even after runs that should fry any engine.
Once lean and hot, the engine has a hard time regaining the required running fit again in the same flight though. It will stay too hot, unless given a chance to cool down again by prolonged reduced power flight.
FWIW: I fly 20% oil in run-in engines, and 25% oil in new engines.