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Welcome to Club SAITO !

Old 05-22-2013, 08:08 AM
  #24926  
Hobbsy
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I think I have established the baseline rpm to compare to C&H Ignition on my 1.50
Saito HC 1.50, early
Prop Graupner 16x8
Fuel WildCat 15% with 18% 80/20 syn castor blend
Plug Fox Miracle
Exhaust==TurboHeader and Cline regulator installed
Rpm====8,550

2nd prop
APC 16x8
RPM==8,850

3rd prop
Mejzlik16x8
RPM-8,890

When I was doing this test the other day I noted a 300 rpm drop in performance after the Mejzlik 16x8 run, 8,500 was barely doable and very shaky. Today I discovered why. I had a first ever with a Fox Miracle plug, the seal around the post either burned up or became dislodged.
Old 05-23-2013, 07:41 AM
  #24927  
blw
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Default RE: Welcome to Club SAITO !

He wasn't too fond of the air bleed carb in his review.

Dave- your 1800 rpm idle is doable on a Saito that is tuned just right. They don't idle like that unless you've taken the time to tune them. The all time lowest idle I've seen on any Saito was a 56 that W8YE has. You almost couldn't hear the engine coming in. It is the quietest idling engine I've been around. We would do touch and goes until dark and his engine would be barely turning over at idle.
Old 05-23-2013, 08:54 AM
  #24928  
Hobbsy
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Barry, that's the main reason I go for 1,800 rpm idle, as you say, there can't be much wrong when it will do that. I used to have pictures of my 2.20 idling at 1,650.
Old 05-23-2013, 08:54 AM
  #24929  
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Barry, that's the main reason I go for 1,800 rpm idle, as you say, there can't be much wrong when it will do that. I used to have pictures of my 2.20 idling at 1,650.
Old 05-25-2013, 11:44 AM
  #24930  
SrTelemaster150
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Default RE: Welcome to Club SAITO !


ORIGINAL: Hobbsy

Barry, that's the main reason I go for 1,800 rpm idle, as you say, there can't be much wrong when it will do that. I used to have pictures of my 2.20 idling at 1,650.
My high compression FA180 idles @ 1100.

(Time to liven this thread up, it's been dead for days)
Old 05-25-2013, 12:42 PM
  #24931  
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Default RE: Welcome to Club SAITO !

ORIGINAL: SrTelemaster150


ORIGINAL: Hobbsy

Barry, that's the main reason I go for 1,800 rpm idle, as you say, there can't be much wrong when it will do that. I used to have pictures of my 2.20 idling at 1,650.
My high compression FA180 idles @ 1100.

(Time to liven this thread up, it's been dead for days)
I just carried out a running-in of my FA-125. I run the engine on glow plug but will convert it to cdi soon.
Btw I managed to install a carb barrel spring. I needed to grind as much material as I could from the barrel to make room for the spring. It seems to rotate smoothly now. I will adjust the needles and then report on how things are going. Thanks for all help
Old 05-25-2013, 01:09 PM
  #24932  
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With idles in the low thousands what is the slam acceleration reaction like.  Do you have onboard glo?
Old 05-25-2013, 05:12 PM
  #24933  
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I've got a fa115 in a cmpro midget mustang that happily idles @1300 for as long as you like.Instant snap to full throttle and no onboard glo.Some of the saito radials will do better than that,my 200r3 being one of them.All run 10% nitro plus a small amount of castor
Old 05-25-2013, 07:35 PM
  #24934  
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ORIGINAL: FNQFLYER

With idles in the low thousands what is the slam acceleration reaction like. Do you have onboard glo?

Sigh, no it doesn't have onboard glow.

[youtube]http://www.youtube.com/watch?v=5xaiAR8Yelc[/youtube]
Old 05-25-2013, 07:50 PM
  #24935  
tkline
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Like the video and would love to do the ignition conversion on some of mine one day but when I drive a truck and am gone for 2-3 weeks at a time and only home for 2 days before I leave again it gets pretty hard to do anything but one day I'll get to stay home and play with my motors. Heck I'm gona have to dust off a trainer and learn to fly again if I don't watch out.
Old 05-26-2013, 03:13 AM
  #24936  
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Like a lot of others here i favour glo ignition and no dought dan could tune one of those as well as he does his cdi ignitions.Dan i hope you type quicker than you talk on the video link
Old 05-26-2013, 04:15 AM
  #24937  
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ORIGINAL: Old Fart

Like a lot of others here i favour glo ignition and no dought dan could tune one of those as well as he does his cdi ignitions.Dan i hope you type quicker than you talk on the video link
Well, the fact is that engine was a prop spitting monster on GI & it was impossible to tune. Higher compression is not as practical W/GI.

I might have gotten somewhat acceptable performance W/a colder plug. Fact is though, you just can't tune a GI engine for the low reliable idle speeds of CDI.

My typing" I get it pecked out pretty fast, but I have to proofread & edit it about 8 to a dozen times depending on length.

I don't "type", I "hunt & peck", which reminds me of a story.

A young woman had applied for a secretarial job & was given an interview.

"We need good typists" said the employer, can you really type or are you just a hunt 'n pecker"?

"Oh no", she said, "I'm here to find a job"!
Old 05-26-2013, 05:17 AM
  #24938  
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[X(]
Old 05-26-2013, 01:26 PM
  #24939  
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On this idle thing and this is just a throw away.  The way we set up in particular 65's in the Texaco old timer event is to have them run at a max throttle setting of 6500rpm. This is achieved by using a mixture of LSN and HSN setings (biased towards LSN) and then adjusting throttle travels etc in the T/x.  Then we set up a throttle mix in the T/x so the master throttle conrol is of the flap drum / rotary switch (JR radio) and the normal throttle control is the slave.  The drum switch is set up at between 1800rpm and 2500 rpm (depending on model weght).  Take off is controlled up to a max of 6500 using the slave control (variable) and once climb is established the master throttle (fixed) is engaged giving a climb out at up to 2500rpm fixed.  This gives consistent rpm (= fuel economy) and a stabilised rate of climb.  Model weight for this rpm is about 5 pounds.  Thus, as previous people have said, the case for caeful tuning / running in and general engine handling is proved.
Working  these lower rpm ranges is a challenge and makes a change from operating at the other end of the spectrum.
Now has any one out there worked with / used ceramic pistons and liners  for our engines.??   
Old 05-27-2013, 05:03 AM
  #24940  
Hobbsy
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Dan, the simple addition of a TurboHeader would most likely take that to 8,500.
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Old 05-27-2013, 10:11 AM
  #24941  
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Hi everyone. I'm mounting a Saito 182 twin on my H9 SuperCub. Since the servo tray is way out of line to suit this engine I need to relocate the throttle servo. One of the options is to install the servo on the engine compartment attached somehow to the firewall.
Any recommendations on how to do this?
Also I'm planning to use a mini-servo o an slim-profile servo. Any minimun recommended torque for this purpose?

Thanks.

Robert.
Old 05-27-2013, 10:30 AM
  #24942  
Hobbsy
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The throttle should move almost effortlessly so a very small micro servo should do it. Just sneak the throttle rod/wire in over top of the tank.
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Old 05-27-2013, 10:54 AM
  #24943  
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Thank you very much!
Old 05-27-2013, 02:15 PM
  #24944  
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Dubro make good throttle cable / wire systems and they are relatively cheap and suit 99.9% of the applications we have re throttles in particular.  They also make them in varying lenghts, I always get the longest, I can generally get at least 2 if not more "installations" out of a lenght.
Old 05-28-2013, 05:07 AM
  #24945  
Rudolph Hart
 
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Hi mate please do what dave says..unless your h9 supercub engine bay to fuel tank relationship is exactly like my h9 taylorcraft which also has a 182 twin in it.You can use a mini servo for the throttle but you need to mount the servo back in the cabin and snake it.The throttle linkage is as you see it but turns out to be very difficult to run from an engine bay servo set up.Good luck mate it will sound like the ducks nuts and good fun to fly.
Old 05-28-2013, 06:22 AM
  #24946  
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Z-man, we normally try to keep radio discussions out of here since there is a dedicated Radio Forum but this may be pertinent. many of those tiny servos are very quick, you may want to use your radios slew/expo feature to slow it down, especially in the low and mid throttle range. Since opening a hole as our throttles do, increases flow exponentially some opposite expo will make the throttle more linear.
Old 05-29-2013, 05:30 AM
  #24947  
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Watch you talkin bout willis
Old 05-29-2013, 08:14 AM
  #24948  
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Look what I just got

I could not help it.....just had to own this awesome engine...
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Old 05-29-2013, 09:17 AM
  #24949  
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Sweet!
Old 05-29-2013, 01:58 PM
  #24950  
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That's a good, "get", as the man said, sweet.

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