If you're ready to take your YS170 to a new level of performance, and save fuel in the process, then the DZ CDI Conversion Kit is what you've been waiting for.

More consistent performance than the glow plug, which relies on compression for a catalytic reaction. The CDI system uses a capacitor discharge, electronically timed and controlled to vastly improve ignition and overall performance. Electronic timing burns fuel much more efficiently, consuming less fuel for each flight. Immediate benefits include: more engine power, improved RPM, lower fuel consumption....a cut & copy so far...next part ...my question.


This idea to me sounds good. I want to run a Moki 1.35 Glow engine with no-nitro glow fuel but use CD ignition. It seems like the system would be as lite as a on board glow driver. Has anyone tried this at all with any large 2 stroke glow engine? Better fuel economy and no glow pugs flame-outs sure would be a plus!!! Please post here with any ideas you may have, or have seen/read or whatever. Thanks Capt,n

There's a guy where BLW lives that has a OS 91 and a 120 on CH ignition and he runs glow fuel in them on Cub type planes.

I wonder if a RCexcell ignition would have the correct advance curve for a 1.35 size ignition? I guess a person could limit the total advance with the basic 28 degree setting...but how would that effect lower idle speeds? Thanks Capt,n

The ones the guy in Alabama had converted were fixed advance at 28 degrees

I have a Saito FG-20 gas engine converted to a CHXL ignition and it has the standard advance. I cannot see anything wrong with the way it runs on GAS.

It runs the same as my other one running the Saito ignition.

One of our guys flys an O.S.FT300 with a mechanical spark advance. He has some trouble with the advance, but when it running, it runs strong and will tick over at around 1500. He uses regular 10%nitro glow fuel. He's flying it in a 1/4 scale Cap32 If memory serves me, he hasn't been out the the field when I'm there inseveral months now.

His setup intrigued me, and I've considered makeing the jump. I think that I woulduse one ofthe electronic advances though givenhis problems. Ipicked up an old Tartan Twin on ebay a while back,It was a glow version, buta conversion to igniton wouldbe very easy.The recomended fuel is menthol with around40 to one synthetic oil, even for glow. The guy I got it from claimed thathe run it on standard glow fuel. We'll see.

Don

With the correct (or close to it) timing, idle should be much lower and smoother than with glow plugs. A glow fueled engine might tolerate more ignition lead time than the same engine on gasoline, so you might have to experiment to get the best high speed timing. One good side effect of all this is that carb tuning will no longer influence ignition timing as with a glow ignition. You will be able to achive the best mixture setting without playing with glow plugs and altering compression shims.

There's no problem getting a Saito FG-20 (125) to idle low. They'll idle below 2000 like it was nothing

I've got a Saito 150, one of the older black engines that I almost can't shut down.I opened u the idle stop screw and I get a nice easey 2000rpm idle. The trouble is that whenI hit the kill switch, the engine justs sputtters and stumbles, but won't quit. My magnum and O.S four strokes would stop like I stuck a stick in the prop, but this Saito just doesn't want to quit. Well, except on take off last week, I'm ready to try it again tomorrow. The take off problem was that I use hemistats to pinch off the carb line to defuel the tank. The Hemistats cut the line and left a gash in it so under full throttle, it started sucking air.

Don

Take a look in the Pattern forum.

There is an OS160 running on GASOLINE and Ignition, quite succesfully. Around $450 spent to do it, inluding the motor.

http://www.rcuniverse.com/forum/m_85...tm.htm#8569736

Richard

This is all GREAT GUYS!!!! Keep posting any and all data on this thread...and we will have all the answers right here!!! The following is some Data I cut & Pasted............................................ ................................Spark ignition systems will give the user's engine a lower, smoother, and more reliable idle. The high speed performance of the engine will most likely improve due to the ability to get the proper spark advance setting for the engine.

ProSpark equipped engines can be run with either glow fuel (methanol) or regular unleaded gasoline, the same as you put in your car. The Super Tiger 90 and larger Super Tigre glow engines can be operated with gasoline and still use their standard carburetor. Because of ProSpark's electronic advance design, low cost home made methanol glow fuel can be used with other glow engines that have been converted to a ProSpark ignition system and get the same if not greater power. Replacement pumper type chain saw type gasoline carburetor (Walbro) is available for selected engines.

Fuel consumption on gasoline, with an oil mix ratio of 15 to 1, for the same level of performance, is half that of glow fuel. Now, a much smaller gas tank can be used. An additional bonus if a smaller tank were used, there will be less of a center of gravity change from a full tank to an empty one.

The reduced center of gravity change cuts down the amount of elevator neutral change as the fuel is consumed during the flight. If a pumper type of carburetor is used (Walbro type), the gas tank can be located at or very close the center of gravity with no change of elevator neutral during the course of the flight.

The savings in the weight of using gasoline and a smaller tank can offset the additional weight of the ProSpark system. On larger installations, there can be an actual weight savings.

Maximum engine power is obtained because the spark advance setting is adjusted electronically by turning a potentiometer (a rheostat type device) with a screw driver while the engine is running. This usually results in more power from the engine.

Starting of the ProSpark equipped engine is easier because the engine is started with the piston at top dead center in the retarded spark position. There are no thrown propellers or kick backs.

The engine idle performance is improved dramatically due to the efficiency of the spark ignition. No glow plugs to cool down or get filled with raw fuel. No on board glow drivers are necessary to get a reliable low speed and low speed vibration is greatly reduced. And, there is no external booster battery or electric starter needed to start the engine.

The average modeler can easily install the ProSpark ignition system with commonly available hobby tools.

The system operates on a standard 4 cell Nicad battery pack. A 1200 MAH pack or larger is recommended. Total weight of the system with a 1200 mah battery pack is 8 ounces. Battery duration with a 1200 mah battery is approximately 1 1/2 hours or serven flights of 15 minute duration. Usually this is longer than your standard type transmitter will last without recharging.

ProSpark ignitions have been used by Reno Style pylon race competitors in the Biplane, Formula I, and Unlimited class events. ProSpark's are have been used in the prestigious Tournament Of Champion (TOC) aerobatic competition that used to be held in Las Vegas. Competitors who fly in these big money competitions, demand only the best.

Sport modelers want the best in reliability too. The last thing a sport flyer needs is engine trouble. Their engines must start easily, safely, and have excellent low speed performance. 90 to 108 size engines equipped with ProSpark ignitions will dramatically reduce fuel cost with the use of auto gas.

A Super Tigre 90 using gasoline for fuel and a ProSpark, will operate at factory specifications at high RPM's and idle below 1800 RPM. Fuel consumption is ery low and will run over 20 minutes at high speed with a 16 ounce gas tank. How's that for performance and economy?

Reason for longer durations with gasoline fuel is the energy density of gasoline is much higher than what is found in methanol glow fuel. Therefore, the gasoline engine fuel mixture is much leaner than with glow fuel. Many glow plug engine carburetor cannot properly adjust the needle valve with the leaner fuel flow rates. However, the larger Super Tigre carburetor work fine.

Walbro diaphragm pump carburetors are used on engines that don't have suitable gasoline usable carburetor. Not all engines can be adapted for the Walbro carburetor.

Another advantage of gasoline is the lack of corrosion during long term storage or lack of use of the engine . Engine duration with Pro-Spark equipped engines using methanol based glow fuel is the same as normal glow fuel use.

Magneto equipped engines (Zenoha, Quadra, etc.) can have their performance and safety of operation improved as well. These type of engines require that the propeller be flipped quite briskly in order for the magneto to generate sufficient park to cause the engine to start. Some of these engine even have a some what dangerous, spring starter to assist in the starting process.

The installation of a ProSpark ignition in the magneto equipped engines allows for easy starting since the spark is provided by battery power instead of muscle power. The idle is excellent and the high speed is optimized easily due to the electronic spark advance adjustment provided. The magneto assembly can be partially or completely removed resulting in a significant net weight reduction and easily offsetting the weight
........ This all sounds good to me....Capt,n

rcdude7, I really like the idea of setting mixture without playing around with glow plugs. Also the guys that have bigger engines can tap the head of the engine for a standard 10 mm sparkplug, that are lot less in price. Best Regards capt,n

The 1/4 32 plugs usually get broken before they wear out. The Rimfire is good for 350 to 400 hrs running time before the elctrode is eaten down too far for a .020 gap.

I was wondering how long a flight (timewise) would a Moki 1.35 running with spark ignition using strait no-nitro fuel with a say 16 OZ fuel tank in a 12 pound airplane. Giles 202. Thanks Capt,n

With gasoline it would run over an hour

With glow no nitro fuel would probably be 25 min

If set right there is probably a 5% better fuel economy if set up perfect, but the basic fuel is the same so it has to burn the same to get the power. Ignition/methanol has the advantage of having more power over gas for the same weight engine. You wont be any cheaper but more reliable than a glow plug with the HP. If you can carry the weight, gas engines are cheaper to run. My interest for it is to run one in a very tight cowl for a high end scale plane to hide all evidence of the model engine.

Well you won't save that much fuel that way, but you should get better performance.

I neverasked the gentleman but I think his intention was continuous low rpm running?

The speed he runs them they will run all day anyway.

It it helps any, Ive got an older Saito 150 that set up with C-H ignition and used a 1/4x32 spark plug that runs on glow. Easy starting and low idle are a plus with this setup. Im thinking the timing has the auto advance box with it...its inside the firewall box hidden from sight, so I cant readily see it.
John

Well at this point, some of you are thinking that if a engine is set up with spark ignition ...you may as well run gasoline in it. Some engines you can do that, but with other engines the cooling sometimes is a problem. Engines run a lot hotter on gas than they do on glow fuel! In my area I can get strait alky and the price is about the same as gas or lower! Another plus is the smell of alky is not stinky like gas. Keep the input coming. Oh by the way... the guy that set the longest flight record ...used spark ignition. That shows a lot for reliability, and I do not think glow plug ignition would have made it possible. Best Regards Capt,n

He did that for mileage

The FG-20 engine...are you using gas? I asume you are. My question now is have you ran the very same engine on methanol (alky) and if so how did it run in comparison with gas. Also did you see if you really needed a lot of nitro in the glow fuel for power. This data helps us to see the total picture! Thanks w8ye for this data. Best Regards Capt,n

You cant beat a spark ignition for running an engine. Weight, cost, radio interference, and conversion integrity are the bad parts. We would not have model engines without spark ignition and things are coming full circle.
I believe Hill used Colman fuel for his records.

Here is a Link to that flight done by M. Hill. http://www.progressiveengineer.com/p...aynardHill.htm

TKG tried to run a FG-20 on glow. The carb didn't have enough flow capacity even with the tank up high

The intake manifold is smaller in dia on a FG-20 than a 125 and also the FG-20 has higher compression than a 125

A friend of mine was transfering some small airliners back to Europe and while on a stop in Iceland he saw one of the attempt planes recovered from the sea hanging in a makeshift museum on the airport. I know one of the limiting factors Hill was up against was he was running out of the old style OS 4 strokes to power the planes; cant walk out in the bean field with what he was doing.
Pretty amazing.