loughbd

It will turn if you loosen the nut.

There were at least three versions of the 45. The first had a bolt on head and wasn't all that powerful. The Mkii had a one piece cylinder/head. The last version actually used the 50 Crankcase with a little ring/shim so the smaller 45 cylinder would fit in it. The engine size was on a little red metal plate attached to the side of the engine. If you pry it off it says 50 underneath on the case itself. I thnk it was called the 45S. I used a 50 case and a broken 45/50 case and made a 45 out of the parts. Took the little ring out of the broken 45 and put it in the 50case. Kept the crankshaft but had to use the lower lift 45 cam shaft as the 50 cam caused the rockers to hit. The 50 has a bigger thread size. The engine runs great. Says 50 on the case but has a 45 upper end and cam shaft.

loughbd

oops, doubled the post by mistake.

blw

My Feedback: (3)

Jim,

No pictures of your new radial yet???

w8ye

My Feedback: (16)

I have it here on one side and the camera is on the other. It just looks like out of the box right now.

I need to get a new 13-6 that hasn't been reamed out to 8mm.

I also need another glow starter. I only have two.

I cannot make up my mind about just how to mount it. I have thought of several different ways. I would like for the test mount to be somewhat photogenic. I may resort to just getting the job done.

Will be too cold around here soon if I don't hurry up?

horseman

Well I'm kinda new here but i'll have to say i'd like to join the Saito club.It's the best 4 i've seen so far and pulling my p40 in avertical pull almost out of sight without a hickup made a true beleiver out of me, but i stil have a couple of 2 strokes i'll tell what they are if you're nice.
There sure are lots of opinions up here where I live, Don't want to offend anyone here.

w8ye

My Feedback: (16)

William Robison takes care of the Saito Club members. He will be along within a day or so to give you a number. He has been away this week end.

Welcome to RCU,

Jim

w8ye

My Feedback: (16)

Talking about the different versions of the Saito 45....

I've seen several 45's and they were all the MKII version. Never seen one of the others.

These MKII's will run day in and out but do not have power like the 50 and above.

I would have to assume that in this country, the MKII was the most common?

The 45S was still made up until this last spring but Horizon didn't import it into the USA.

Nitrodan73

My Feedback: (12)

I thought there is enough experience in this forum to bring my questions in here to get answered even though this isn't a fix it forum. I would appreciate some of your opinions and expertise. Please send me an IM if you don't want to take up room in this forum.I have tried and tried to get help with my stupid saito engine. [:@] I have had this 100 for about a year and it ran great in my H9 corsair but now I have it in a H9 Mustang with the engine inverted and it's impossible to get her to idle any lower than 2800 RPM. I have tried everyones tricks and tips but I just can't get it to work. The only thing I have not done is check the valve gaps but that is about it. Could that be my problem? I've never checked them. Someone please help me. I tried going to the Saito carb setups but that thing is useless because it tells you to put the low speed needle flush with the throttle arm. This makes it so rich that you have to leave the glow driver plugged in until I turn the low speed in until it gets about 2 turns from all the way in. I set the high speed right now I just need to get the plane to idle at a lower speed so I can land it without using 1,000 feet of runway. I appreciate any comments. Thank You!

Ray44

My Feedback: (4)

Well Thanks to you folks I've got the nipple rotated up straight and as you suggested, just loosen the nut and turn.
I've identified my 45 as the MII.
While I'm right here, the gent I got my 45 from said he remembers running an 11X6 prop and it seemed just right. Another said his favorite prop on his 45 was a 12X6. I've got both, what do you think I ought to start with??
Both of these folks are very experienced but don't agree on this and it seems like a big difference to me.

Thanks Agn,
Ray

Bone

Ray44,

I have a Saito 45S - either the 2nd or 3rd version mentioned above - it looks good & sounds even better. And of course, it runs really well. It is my understanding that the Taube flies relatively slowly so I would opt for the 12 x 6 prop. On my low wing sporster model (ie: flies faster than a Taube), I normally use an APC 10.5 x 6 or 11 x 6.

WMB

My Feedback: (1)

Ray44, I've been using an APC 12x4 on my 4*40 with Saito 45. Seems like a good combo, I didn't care for the steeper pitch props.
MikeB

blw

My Feedback: (3)

Nitrodan73,

Yes, by all means adjust your valves per the manual. I don't use the tool, but rather a good feeler gauge. The low speed setting mentioned in the manual is probably only for the break in runs. You do have to adjust it a lot leaner as the engine breaks in.

loughbd

I have been using a Saito 45 on a Pilot Sky Loop 404 for 15 years and lately another one on a Ace 4-40. I run an 11x6 on both Top Flite wooden prop. They turn about 9900RPM on 10% nitro and fly both planes very well. I use an Enya #3 plug.

XJet

I had exactly the same problem with a TT91FS in the Mustang. Turns out that the tank is too high, which causes the low-end to run way too rich and thus puts out the flame when you try to idle back down.

You can try leaning the bottom end (but then I ran into transition problems) or fit a Cline regulator -- that'll make a *world* of difference.

Oh, and I'm lucky enough to have a 1,000 foot runway but it was still inconvenient not to be able to cut the idle back so I fixed the problem instead :-)

alpal

Hi to everyone, I want to share a great experience with the SAITO 300 twin. I have installed it in a 1/5th scale Focke Wulf 190 from Sist Modellbau and it is absolutley awesome. The engine bolted straight onto the firewall and the exhausts (twin) are just where the scale exhausts are supposed to be! I attach a picture of the oil left after a flight. Oh, it seems I don't know how!!![>:]

w8ye

My Feedback: (16)

To post pictures, you must use the POST REPLY button and not the fast reply button

William Robison

My Feedback: (3)

All:

Got a PM asking for verification that the 91 or 100 barrel spring would fit the FA-125 carb. Until my FA-125 gets here I can not do this.

Checking the parts listings though, I find the FA-91 and the FA-100 both call for the 91S90 carb spring and screw set, the 100T90 set Rajul found is for the FA-100TS twin.

Going through the parts listings though I did find another interesting item. There is a carb spring and screw set listed for the FA-125, 125a90, but its illustration does not show a spring.

All the mid block engines use a similar carb, differing mainly in the jets and bore size, since the FA-91 and FA-100 are the largest other than the Fa-125 I will say the 91 set is the one to use. After my 125 arrives I’ll be able to confirm.

I’ll be back with updated membership listings and other comments after a bit.
Bill.

loughbd

Here are a couple pictures of Saito 45 boxed engines I have. As you can see they say Mk. MKII, and one has nothing in the white circle. The one with nothing is an AAC and was the first one with the bolt on head. The other two are ABC cylinders with a one piece head and cylinder. I under stand that the last version that had 45S in it was AAC too.

I have a couple more that have bolt on heads. I bought them in Japan when the first came out in the early 80's. The 45 and 40 actually replaced to Saito 40 with open rockers.

The other picture is a shot of an FA45 with the bolt on head.

I have been using saitos since the very beginning. My first ones were the old open rocker 30's followed by three FA80Twins.

loughbd

Here's a little Saito 60 for you to look at. It's a bit different from all the others.

William Robison

My Feedback: (3)

G60F, as supplied in a complete kit.

Bill.

Edited by moderator

loughbd

Gee Bill, you mean like this? It's a G60F, Bill. Not a G60S. Says so right on the engine.

William Robison

My Feedback: (3)

[/b]
That’s my good old Brucie Baby. Took less than 22 minutes for you to take the bait.

Now go change a glow plug. Or something useful.

Bill.

olstoney

My Feedback: (19)

Haw!![sm=lol.gif]

Bill,
How necessary do you feel converting the throttle spring on the 125 really is?

William Robison

My Feedback: (3)

Stoney:

When new, I’m sure the FA-125 fits well enough to avoid a problem. As the engine runs though, there will always be vibration making the barrel bounce back and forth, with any free play this will hammer the sides of the groove for the stop pin. It might take 30-40 hours for the groove to get loose enough to cause a problem, and a new barrel isn’t that expensive. At the same time the hammering might open the clearance to the point of having a problem in only an hour or two of running.

I would rather avoid the problem than have to correct it later. Whether I install a barrel spring or limit its end float in some other way this limiting will be done. I just think putting a barrel spring in is the eawsiest way.

Bill.

Hobbsy

My Feedback: (102)

Bill, note the difference in the intake pipes on the .45 MKII and the .40 on the right, also note my mod on the .40s carb so it could get air on my RCM 40. Contrary to popular opinion the little .40 flew the RCM 40 perfectly, the .45 has not been flown.