asmund

I would like to do that, and also to include the apc 18-6w but those big apc`s are extremely expensive here in Norway. Maybe I will get some, next time I place an order with Towerhobbies

asmund

I just removed one headshim and adjusted the valves, then I matched the intake gasket to the intake, as the passage in the gasket was a little to narrow. I have also drilled the outlet in the muffler one size bigger because the outlet is much smaller than the rest of the exhaustsystem(it still is, but not as much) I hope to do a test tomorrow to see if this will give a little more ooomph.

skiman762

you run stuff like cruel power in a magnum and you'll have a paper weight soon enough
the manual says castor for a reason

asmund

No Cruelpower for me thanks Well, I just ran the engine again and the tach showed the exact same numbers as before, so my little tuneup didn`t change a thing. I think the headshim is going back in because I feel that the highneedle was more forgiving when the compression was lower

NM2K

My Feedback: (14)

I heard that.

I don't push my luck with Chinese engines. Maybe one day, but that is probably a good way off.

Thanks for the running commentary, Asmund. Interesting reading.

P-40 DRIVER

I think I would skip the mods, at least in my experience they run about as good as thier going to out of the box. To bad about APC prop prices, they are cheap in the US and work well. It 's greeat that these motor's will run FAI fuel which is less then $9 a gallon around here. My Saito's seem to like 20/20 which is twice the price. I had a beat up Magnum 120 that ran just fine on FAI fuel. It lost about 300 rpm compared to 10%.

skiman762

If you pull one of the head shims and reset the valves you'll get some of those rpms back on FAI

Marcol

Don't forget the carbon on the piston, cylinder head, valve gear and in the silencer and the varnish on the cylinder liner

skiman762

Not with the super pressed castor that Morgan uses
I pulled my asp 52 down to take a peak last week and it is just a nice golden brown no build up or carbon
after many gallons
beside castor can take way more heat then syn oil so it doesn't come close to burning and it if far better protection from a lean run
it's castor for me thank you
to each his own

asmund

I have had my engine open two times and the top of the piston is as shiny as an unrun engine. The key is to use a BLEND of castor AND synth. What it will look at the outside after a while doesn`t matter to me. If it gets too ugly there`s ways to fix that too

Edge3644

Asmund,
You are wasting time of the less ambitious modellers. This ASP, Magnum, SC and other chinese stuff is responsible for more gumbling than flying. Get snow skies to your Piper, or whatever you try to fly and stop messing up.
Kindest regards
Dr. R.G.J.Labuschagne

fiery

My Feedback: (2)

Edge

Are U trolling? Why make such a post otherwise?

Give us a break ...

asmund

ha ha ha, same whining as always from you Edge3644 I guess you have decided not to like chineese engines, no matter what. If you read this thread just one more time you`ll find that I am very happy with this engine. I guess you really don`t want to admit that. My apologies for waisting your time, just stop reading my post about these terrible engines if you find it a waste of time.Maybe others find it more interesting?? have a good day[8D]

NM2K

My Feedback: (14)

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I have been running some Chinese engines ever since ASP was first introduced by Indy R/C (ISC International) in the early Nineties. I haven't missed a single flight yet because of them being ASP Chinese made engines. Ditto the Magnum engines I have owned and flown.

I know a few folks that won't buy Chinese engines because of their intellectual/political position. That is their privilege. I figure the quickest way to change a communist to a capitalist is to buy their products, if the product's usefulness/price/performance ratio is acceptable.

As I said earlier, I have had no significant difficulty in running/using Chinese engines. But I had a lot of training by using Fox engines successfully over the years before running my first Chinese engine. <G>

Ed Cregger

yallaair

I think this ASP 180 must be among the best engines in its class when it comes to weight/power ratio... Anyone that can come up with a more powerful propulsion package (ready to fly weight of about 1050gram). Can a saito or other brands deliver the same or better power than this ASP 180?? I read that the saito are very thirsty (high fuel consumption). This means more fuel capacity needed=extra weight...

XJet

Well the Saito 180 is quite a bit lighter at just 32 ounces (890 grams) and I'd be surprised if it put out less power than the ASP. I see the SA180 is currently selling for $399 so they're not that much more expensive than the ASP either.

NM2K

My Feedback: (14)

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I paid $250.90 plus $25 shipping for my ASP 1.80 four-stroke. I bought it from www.peakmodel.com.

Ed Cregger

reynolds74

Hi guys,

i'm looking to buy a ASP 180 for my Edge 540 bought from Peak model too. I was planning to put the SPE 26 at the beginning but I tryed it on a Suckoy 31 with the same weight and is not enough powerful for 3D (7000 rpm on a 18x6 wood prop), so the ASP could be a good choice (unless I mount the SPE 40...)
Now I'm wondering if there's any soft mount suitable for such a big 4T, or at least how to build one that can work good.

Any idea?

Bye.

Andrea

NM2K

My Feedback: (14)

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A 26cc gas cannot replace a 26cc glow engine. I doubt if enough can be done technologically to ever permit that to happen with both engines being non supercharged.

I agree, the 40cc engine would be the only hope, if it isn't too heavy.

Ed Cregger

yallaair

The SPE 40CC is 1450gram compared to ASP 180 W/muffler approx 1050gram!! I gess the thrust and power is about the same! Unless the ASP 180 is very thirsty and you need to carry a lot of fuel, this engine will be the best choice!

NM2K

My Feedback: (14)

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I have no idea how the ASP 1.80 four-stroke will compare with the SPE 40cc engine in power. I'll bet it is fairly close. Your guess is as good as mine on the ASP's fuel consumption. We know that the 40cc gasser will burn less weight of fuel, but how much is another matter.

asmund

I have no mesurements of the rate of consumption, but it doesn`t seem to drink very much at all. In fact when running my tuned 91 fx on the same teststand and on the same tank, the 91 fx emptied the tank a whole lot quicker than this 180. I have also only been running it quite rich for break in, neither does it shake and idle is looow at about 1800-1900 rpm. The Saito weight at 890 grams is exclusive muffler and my 180 ASP is 950 grams exclusive muffler, so the difference isn`t that big.

yallaair

I'm also looking for a engine to a peakmodel edge. Have a SPE26 but I'm quite sure that this standard engine will produce to little power... Currently looking at the ASP 180. The other option is to tune the SPE26 with pipe, increase compression etc. Then the weight will increase to approx. 1400gram included pipe... Instead of doing all this work and then you can buy the SPE40 instead (1450gram) or the ligther ASP 180! As far as I can see there is no stock engine that can compete with the 180 four stoke power/weight ratio unless you want to use a tuned muffler! Still have not decided what to do, just want to try some modifications to the SPE26 first... Maybe it is possible to increase power on that engine without putting on a tuned muffler. Then the RTF weight will still be quite low....

NM2K

My Feedback: (14)

I copped out and bought both! Now all I need to do is to find a source for human energy to get things built and airborne. <G>

reynolds74

Yallaair,

yes, I'm convinced. I'll buy the ASP 180 and the SPE 40 as well. I think both two are good engine for the price.
Anyway, if you want to increase the power of the SPE 26, first try a bigger carb, something like 11 or 12,5 mm Venturi. For what I've learned asking in other threads this gives the 1000 rpm now missing (the carb that comes with the standard SPE 26 is a small 9,57 mm). You only need to enlarge the manifold hole accordingly to the new carb diameter, as the standard one is follwing the 9,57 mm stock carb.
Also trying to set up a tuned pipe is a good idea, but nobody up now tryed it. You could try a good canister muffler (half pipe) to save some weight and having some power increasing.

Anyway, if this can help you, take a look on the Walbro website:

http://wem.walbro.com/walbro/family2.asp

Here you can find all the specs concerning the walbro carb and find the suitable one with 11 or 12,5 mm Venturi. Hope this helps.

Bye.


Andrea