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Hi mate hope chrissy and the new year are good to you.Making some proper oleo legs for the mew gull early next year,the standard ones are borderline.It sure sounds nice with the big 220 up front.
Edit/ this was in reply to a question from 'the pope' which went 'poof' and disappeared.
Edit/ this was in reply to a question from 'the pope' which went 'poof' and disappeared.
Last edited by Rudolph Hart; 12-29-2013 at 11:28 PM.
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I fly at 2 different fields where there is a change in elevation. I find that for perfection on the low speed needle it can take a small tweak between the two fields. Otherwise it would be set it and forget it situation with my 82.Does the turbo muffler still make good tank pressure if there is no baffle in the muffler? Thanks and Happy New Year to all the Saito gang!
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Ernie i'd like to hear other user opinions too,it would be interesting.As far as mine go,i run a turboheader on one of my 82's which is in a 46 size decathlon.I also run a turboheader muffler on a saito fa220 which is in a mew gull.I've never noticed any difference re fuel feed or lack of,works fine.From memory the muffler on the 82 definitly has a baffle but the larger muffler for the 220 does not.Makes a nice deep bark too.
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I just replaced the bearings on my 90T (old version). Is there a way to check if I have the timing set correctly between the left and right cylinders? I'm not sure the valves are opening and closing at the correct time.
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You should be able to use the same procecure as the 100T. http://www.horizonhobby.com/pdf/SAIT...oke_Manual.pdf
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Rotate the crank 180° & set the other cam W/the line @ 6:00. (9:00 viewed from the front)
The trick is to accurately measure TDC. I would use a piston stop & a 360° degree wheel. If you only have a 180° degree wheel, set the left cylinder @ 90° on the left extreme, then rotate 180° to 90° @ the right extreme.
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Last edited by SrTelemaster150; 01-01-2014 at 08:44 AM.
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Yes, they are 180° firing order. The left cylinder (viewed from the front) will have the same timing marks as a single & it is timed by placing the dot on the cam gear @ the 6:00 position. (or 3:00 viewed from the front)
Rotate the crank 180° & set the other cam W/the line @ 6:00. (9:00 viewed from the front)
The trick is to accurately measure TDC. I would use a piston stop & a 360° degree wheel. If you only have a 180° degree wheel, set the left cylinder @ 90° on the left extreme, then rotate 180° to 90° @ the right extreme.
![](http://i76.photobucket.com/albums/j31/PowerWagon896/RC%20Planes/C%20H%20New/009.jpg)
Rotate the crank 180° & set the other cam W/the line @ 6:00. (9:00 viewed from the front)
The trick is to accurately measure TDC. I would use a piston stop & a 360° degree wheel. If you only have a 180° degree wheel, set the left cylinder @ 90° on the left extreme, then rotate 180° to 90° @ the right extreme.
![](http://i76.photobucket.com/albums/j31/PowerWagon896/RC%20Planes/C%20H%20New/009.jpg)
Thank you this is good information.
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The reason why the twins have different cams/marks is that the right cylinder runs "backwaerds" as far as the cam lobes. The intake & exhaust ports are reversed on the cylinder so the cam lobes are switched front/rear basically making for a "reverse" cam. They say the the "reverse" twin cam can be used to make a counter-rotating single. If tht is the case then the cams on the twins could be swapped side/side to make a counter-rotating twin.
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Happy New Year to all the Saito fans here, Thought I might mention, think it's the FA90TS that has the offset cylinders, . . . i.e., the 180 degree firing order.
T-man49 in Al
Saito #723
T-man49 in Al
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Can you actually wear a Saito engine out. I have seen lots of abused Saitos and crashed Saitos but never a worn out Saito. Thats a Testimony to the design and excellence of the manufacturing. That is just my experience, but what have you seen?
Lately I have been running a .40a in a plane called an Attack 20 from World Models,a 49" shoulder wing sport flyer. I have an APC 12.75 by 3.75 prop hung on it and it pulls the 3.7 lb airframe quite well. Anybody else flying the 40a? What props have you tried? I am not interested in going fast, thank you. I run 20 or 30% Cool Power, usually 30.
Lately I have been running a .40a in a plane called an Attack 20 from World Models,a 49" shoulder wing sport flyer. I have an APC 12.75 by 3.75 prop hung on it and it pulls the 3.7 lb airframe quite well. Anybody else flying the 40a? What props have you tried? I am not interested in going fast, thank you. I run 20 or 30% Cool Power, usually 30.
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i wore a .91 out, took me 4 seasons of hard flying to do it tho. finally just run out of compression, and i could not start it. sold it to a buddy for a half rack of beer and help( he had to help drink it) and he put a new ring and bearings in it. its 9 years old now and still runs great.
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i wore a .91 out, took me 4 seasons of hard flying to do it tho. finally just run out of compression, and i could not start it. sold it to a buddy for a half rack of beer and help( he had to help drink it) and he put a new ring and bearings in it. its 9 years old now and still runs great.
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Yes 've seen "worn out Saitos, mostly 50's and 65's in competition use. They are so good a bearing and ring change (as applicable) is all that is usually required to bring them back. Though I once got a bore flash hard chromed as an experiment, good idea but not really necessary.
Now mySaito activities are at a halt, the 40 degree C temperatures with 70+ humidity are playing havoc with performance figures. So aircond and internet trolling is the activity of choice at this time
Now mySaito activities are at a halt, the 40 degree C temperatures with 70+ humidity are playing havoc with performance figures. So aircond and internet trolling is the activity of choice at this time
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precisely wy i went to electric up to 1.2 ci planes and gas over. cost and availability of glow fuel had some bearing on my switch. I love the saitos..........i hate the slime and fuel acquisition
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Gee I am glad I live in OZ, fuel costs aren't as bad as elsewhere (for model a/c i/c engines that is) the only problem that I have really is with crappy nitro. I occassionally get access to the drag racing fraternity suppliers and when I can I as much nitro as the bank a/c will stand otherwise if I have to use the chinese source I freeze the nitro before I mix it.
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Gee I am glad I live in OZ, fuel costs aren't as bad as elsewhere (for model a/c i/c engines that is) the only problem that I have really is with crappy nitro. I occassionally get access to the drag racing fraternity suppliers and when I can I as much nitro as the bank a/c will stand otherwise if I have to use the chinese source I freeze the nitro before I mix it.
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Dave hav'nt heard from you for a while on here hope you arn't suffering to bad from an attack of unappreciative youngsters.What do you think the practical limits of nitro percentages vs performance benefits are,in any saito engine you like.I ask because i'm in an unusual position re power.I've tried up to 40% in a 62 a long while back but never wrote any figures down.Anybodys thoughts??