I guess I took the comments a little to seriously. I was just venting and am sorry for the bad comments, and I still think you are a nice guy. I just did not like the crack you took at us. I personaly never messed with them, or FOX!!![X(] MDS was doomed from the get go, and there reputation for dead sticks got out very quickly.] Even if it was partially do to operator eror, there are too many good engines out there to take a chance on one of those. I know were a couple MDS'S are still sitting in the showcase, and nobody will buy them. As far as Fox goes, I have never seen one run decent. I have been around flyers who take this hobby very seriously (Pattern flying) my whole life. The only Fox's I have ever seen were by older stubburn gentleman, who refused to buy a foreign engine, and guess what, they sat there all day trying to tune it, and keep it running while we fly.

Comments like that will always fan the flames around here. I just had to get some popcorn and watch this thread unfold for awhile after MOTORMAN threw this grenade
BTW, I have 5 fox engines and about 7 or 8 MDS in various sizes. I'm not afraid to tinker with my engines until they submit, they all run well for me.

Mike

As I mentioned above I avoid making comments about engines I have not owned, I've seen guys fumble with some of the best engines you can buy, most engines are only as good as their owners tuning abilities. I still have one of each size of MDS engines from the .48 up to and including a 2.18 and about a dozen Fox's most have been flown except a couple of rare .15s and a new .46 that I just put on a H9 Cessna 62. I tried everything to get a fourstroke on it but they're just too long, Enya .53, OS .52 and Saito .56 and .62, all no go.

Hi Nige,
If I were you I would use that SC46. Put an OS #8 plug in it and run it on something like Duraglo 5 , or Irvine sport 5 and enjoy many hours of happy , reliable flying. By all means have a go with the MDS but I doubt you'll find a Fox plug very easily in this country.

Dave- my apologies!!! I was using your quote to agree with your point of view. I didn't do a good job making that clear!

Thanks Barry, no problem, I'm in a real fix now, Saito came out with a 1.15, what to do, what to do.

You could send me your .62 for starters since I don't have one yet.

I have two .62s for my H9 Dual Ace, if you get one you'll love it.

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Engines "unloading" in the air need less fuel, not more.

However, an engine with weak fuel draw needs a richer initial setting than one with adequate fuel draw. Couple this (weak fuel draw) with an engine being fed too much nitro for its compression ratio and you have a deadstick just waiting to happen.

The problem with MDS engines was the same problem that Indy R/C faced with ASP engines. They were built for no more than 5% nitromethane in the fuel. Run 15% nitro with a slightly larger than the minimum recommended prop and you were into preignition right off the bat. The engine overheats, sags and then quits. One very unhappy customer is the result.


Ed Cregger

Cheers Marcol.
Nige.

.

regardless of the brand, if its hard to tune, the carb is the problem. spend a few bucks and buy a 'perry' carb and your problems are over. i've been doing that for years.
'th' dumb ole florida cracker'

mike, i'm like you, i still fly mccoy .35s. i'm too hardheaded to give in. they'll fly or die. sore bleeding fingers are a badge of honor to an old man.

At least true for my SK engines.They get richen more on air despite seems good on ground if I keep it rich on adjusting.

If you have questions to manufacturer MDS, look contacts on a site mds-engines.com

I took the easy way out. On-board glow igniter and an idle bar plugseems to run ok so far........

Nige,

I picked up an MDS .48 at a swap meet from a fellow who gave up on it. The price was right and I took it on as a challenge. Read all the posts for advice and did the following:

1. Mixed my own fuel 21% castor oil, 79% methanol.
2. Sealed the carb with RTV, expecially around the funky two piece carb hold down bolt.
3. Installed a Fox shielded glow plug.
4. Installed the engine on a trainer, gas tank cushioned, with middle of tank 1/4" below carb needle.
5. Used 11/7 prop.
6. Took off rich and watched it lean out in flight.
7. Slowed engine down when it sounded like it was getting hot.
8. After about four hours of flight time, the engine in now fully broken in and operates reliably. No flameouts with excelletn transition from low to high.
9. Compression is excellent and starts at one or two flips of the prop after prime when cold or hot.
10.The MDS .48 is the most challenging of the MDS line, definitely not recommended for the beginning pilot or anyone who expects to mount a new engine in his plane and fly after running one or two tankfuls on the ground. It requires patience and an experienced ear for tuning.
11.Since the first one, I have acquired three additional MDS .48's, one MDS .40, two MDS .68's and three MDS 1.48's all slightly used, from modelers who couldn't wait to get rid of them at swap meets. The other sizes have been less challenging to break in and get to run right. The 1.48's have the C-2 carbs. The others have the original carbs which are tunable.

The MDS 68 is the real sweet heart of that clan.