I, like many of you, have debated the OS 160/ ST2300 choice for quite a while. I wanted to get up into the 12-15 lb models because of the way they fly, but didn't want to go with a heavy gas engine. I have seen the OS 160 on a couple of planes and I really liked it, but that engine is fairly expensive, so I hesitated on buying one. I'm a big fan of OS engines, and I haven't seen one yet that I didn't like. My only issue with them is the price. So here comes the supertigre 2300. It is almost as big as the 1.60, but half the money. From what I have read on rcu it's very powerful and gives the fx a good run for the money. I know this engine originally was plagued with carb issues that probably keep many of you from buying one. That's why I am posting this, to settle that fear once and for all.

I set my engine up on a test stand and used the stock muffler, gravity feed fuel system, OS F plug, master airscrew 18-8 classic prop. I ran it on powermaster 10%, which has castor in it. It took a little while to start, but I didn't get it very wet. Ran the first 14 oz very rich and it was still cool to the touch while running. I leaned it out on the third tank and saw 7300, still blowing a lot of smoke. I changed the muffler for the next tank to the bisson pitts and it saw 7800, but I had no needle response. There's not enough muffler pressure to get it to richen up at all, so that reading is sort of meaningless. plugging one outlet with my finger cut the noise drammatically and richened it right up. I didn't get a reading in that configuration, but I didn't hear a drop in rpm. After only 3 tanks, it idles great at 1800 and has what I would call excellent transition with acceptable spool up times. The prop is heavy, so going to wood would really help out there. The low end needle is still factory set, and is very rich, but it really performs well, even like it is. I plan on running several more tanks out on the stand before I fly, and I will be plugging both pipes on the muffler with choke plugs to get the backpressure right. Right now, although not having flown it yet, I would say that anyone thinking about this engine should not worry about the bad things you may have heard. I think they've got it running pretty darn well, especially since it's half the price of the competition. I see no reason why this engine won't be turning an 18-8 at close to 8 grand after a few gallons of fuel. That's all the power I need from an engine like this.

Mount her up and let it rip. Yea! Please email me after about 5 gallons and let me know how it is going. ([email protected])

I'm still considering sticking it on another airplane to flight test before going on the Sukhoi. I have two to choose from, but both need work. It'll take me a while to get 5 gallons thru her, as I don't burn 5 gallons all year. This one is a bit thirsty, however.

No worries. I own 2 of them. Flew 2 seasons with my GP 1/4 scale Giles-202 and the second is new in box waiting for me to finish building my CMP Extra. I have tried several props on the engine and I have had great results with the APC 17x6. I originally tried a APC 18x6W (wide blade) which several O.S. 160 users seem to like but spool up was too slow for me. Its a HEAVY prop. The 17x6 can pull my Giles out of a hover. I just bought a APC 17x8 to try as well. I just pulled mine off my Giles for a cleaning and after 2 seasons with no afterrun oil and just running the fuel out of the lines there was no corrosion inside. Occasionally while flying extended inverted it would lean a little so I just bought a perry pump and am about to tap the backplate for the pump. All in all a great engine and it will start on the first backflip. Make sure to prime it until its nice and wet first through and USE A LEATHER GLOVE FOR SAFETY! I got lucky the other day right after takeoff my plastic spinner shattered. Talk about vibration! I had to kill the engine and deadstick. Perfect landing though. I think the 35 degree weather may have not helped. Thank god it wasn't on the ground while starting / warming up. Wasn't wearing any eye protection.

http://www.rcuniverse.com/forum/m_3836695/tm.htm

Please refer to this thread for the whole story on this engine. Thanks.

I thought they didn't recommend the pump with the stock carb. Has anybody done it yet with the vp 30?

Yes. I was reluctant to try the pump with the stock carb, but it did improve it somewhat. My carb had issues that I couldn't figure out. After changing to the Magnum carb, all is well. I started this thread after only running the engine one time on the test stand. Now that I have the engine figured out, I stand by my words. The engine is impressive. Comparable power to a Saito 180 at half the price, and it likes 10% fuel. May be a little heavier, I'm not sure, but runs flawlessly, and pulls my 11 lb Sukhoi very well. Now I have no pump, and don't anticipate running one. It's not needed with my tank position.

Not24,

I have been considering this motor as a replacement for my MDS 1.48. Your numbers sound fairly close to what I was seeing. I was getting 9600 RPM on the 18x6 MA classic prop with 5 nitro.

Have you tried an onboard glow with this engine. I had some midrange hesitation with my big mds and the Maxx Super Glow made all of that go away.

No, not exactly. When I was trying to tune the engine with the stock carb, I got it as good as I could, then installed my glow driver to see if things improved. They did not. It made no difference at all in the way it ran. This tells me that you can't fix a carb problem with a glow plug. Just like you can't make a glow plug light by changing the carb. I'm not familiar with the MDS 1.48. I've never seen one run, and nobody I know has one. Your readings appear to be very strong for that prop.

Why the need for a replacement engine? Did you wear it out? I haven't run my 2300 in the warm weather yet, so I don't know if it will turn up more or not. I really need to get an apc 16-8 to see how well it compares to the Saito 180. That engine turns 9300-9600 on 15% nitro. I'd like to see 9300 on 10%. I'm not very far from that with the Master aiscrew Classic.

I broke mine. I lost my elevator servo (screw backed itself out), and she hit the pavement.

The only time I ever broke an engine into pieces was when the same thing happened. Mine went into a loop at high speed and came down through a big tree. Yours looks worse than mine did. I think I forgot to put the screw in the elevator servo arm. Never did that again!

MDS will not cover that under warranty. Had my Giles with the 2300 at the field today. 18 mph winds with 30 mph gusts. Mine has the vp-30 pump and it used to start every time on the first backflip but up until today I have had to use a starter because holding my finger over the carb or exhaust wasn't priming it well enough. Today I found the trick though. After fueling up for my first run I open the carb fully and stick my fueler in and give a 1/8th to 1/4 crank. Just enough to see the fuel flow through the hose. Close the carb and give it a couple of flips without glow to pull the fuel in. Put on the glow and like clockwork one backflip and off I went. Until I hit a bump while trying to turn on my downwind taxi and my tail came up and had a prop strike. Shredded my brand new 17x8 zinger I just bought to try out. That was a $14 mistake plus I left my other props at home 20 minutes away. I have flown in high wind like that before and never had a problem but apparently it was my time. SOOO. I took out my 5lb 40 size clipped cub with a 48 4stroke and decided I WOULD fly. That was a blast. 3/4 throttle was a hover and full throttle to move. Perfect landing and went home with a smile. Back on topic for the 3 minutes of runup, retune, and taxi for the 17x8 I can say there was noticable spinup difference between it and the 17x6 I normally fly. Also with spurts of throttle the plane didn't instantly pull like it previously did (granted the 18mph head wind). So no flight test but on the ground results show I probably would have gone back to the 17x6. I will probably still try another one just to see what happens when it unloads in the air.


P.S.
You live in the flat cornfields of Illinois 60 miles west of the windy city and you learn to live with a "little" wind. ha ha