Welcome to Club SAITO !
My Feedback: (1)
LOL click my link. I found just the toolbox I want. LOL well kind of LOL. I have been looking for some 6 months and it is the only one of its type with 6 smaller drawers that I can find! but wait. it's not in production anymore. LOL and it's story goes on. the measurements in that link are wrong. in fact I found that box in 3 other sites and in all those sites the measurements were different, all different. so I call the manufacture and only the manufacture's site has the correct measurements, and the box is only 12" high and 12" deep. length is 26".
one of those sites says it has the box in stock. it would make a good box but its lower drawers are too shallow to put my cordless drill and iron in. and where I place it I will not be able to use the top well. so. as the Toolbox Turns so does the Days of our Lives.
Jim
Homak® RD02027901 - Pro™ Red Top Chest - TOOLSiD.com
one of those sites says it has the box in stock. it would make a good box but its lower drawers are too shallow to put my cordless drill and iron in. and where I place it I will not be able to use the top well. so. as the Toolbox Turns so does the Days of our Lives.
Jim
Homak® RD02027901 - Pro™ Red Top Chest - TOOLSiD.com
Senior Member
OK, the Sail 12 x 6 turned 9,980 on the black 50,the problem was I could not find a LS needle setting with a good idle and good transition. I cured that problem with an nearly broken in Saito 62 that can idle at 1,650 and then turn at 10,150.
Saito 62 Prop========MA 12 x 6 x 3 blade
Fuel Wildcat 2/4 10% with 18% full synthetic
Exhaust=====Saito cast muffler on straight all thread pipe
Plug======Glo-Devil 4c Special for Enya and Saito
The 62 has about 1.5 hours total time.
Idle 1,650, will be flown at 2,200
Max rpm============10,150
Saito 62 Prop========MA 12 x 6 x 3 blade
Fuel Wildcat 2/4 10% with 18% full synthetic
Exhaust=====Saito cast muffler on straight all thread pipe
Plug======Glo-Devil 4c Special for Enya and Saito
The 62 has about 1.5 hours total time.
Idle 1,650, will be flown at 2,200
Max rpm============10,150
Senior Member
I had two of the World Engines Maloney 125's, the secret to loving them was to replace the 1 pound magneto with a CH Ignition unit. Mine had the In Line Synchro-Spark unit. The Synchro unit was all in at 2,500 rpm. The second Maloney was a Davis diesel conversion. The gasoline Maloney turned a 15 x 8 Pro Zinger at 7,000 rpm the Davis Diesel conversion turned a 15 x 8 x 3 blade at 7,000 rpm
Last edited by 1200SportsterRider; 08-26-2022 at 01:44 AM. Reason: Add picture
My Feedback: (1)
The best engines Maloney sold were called Super Tigre, OS and Tartan, that was all I bought at that time.
When Great Planes took over those lines, the prices doubled nearly overnight.
Dave Brown at WE was always at the Toledo Expo and very good information on all aspects of RC.
When Great Planes took over those lines, the prices doubled nearly overnight.
Dave Brown at WE was always at the Toledo Expo and very good information on all aspects of RC.
Thanks Dave.
I have the cams timed correctly in the 200ti, I think. The "dot" index mark on the front cam facing straight down, the "dash" index mark on the rear cam facing straight down. The dot and dash index marks are 90° cam rotation apart, 180° crank rotation. Seemed logical, so I went with it.
The valve train movement is very close to what I would expect to see, however the rockers are not level with one another at TDC of the exhaust stroke. They are close but not perfectly level. It would take 1/2 of a tooth of cam rotation to make it them level, which of course is not possible. Bottom line, I would run it like it is. Just waiting on delivery of custom glow plug thread repair inserts.
I have the cams timed correctly in the 200ti, I think. The "dot" index mark on the front cam facing straight down, the "dash" index mark on the rear cam facing straight down. The dot and dash index marks are 90° cam rotation apart, 180° crank rotation. Seemed logical, so I went with it.
The valve train movement is very close to what I would expect to see, however the rockers are not level with one another at TDC of the exhaust stroke. They are close but not perfectly level. It would take 1/2 of a tooth of cam rotation to make it them level, which of course is not possible. Bottom line, I would run it like it is. Just waiting on delivery of custom glow plug thread repair inserts.
The Gear and closest cam lobe are one piece. they then key index and stack on the end lobe, as needed for the intended layout. The gear tooth pitch afaik does not allow for "perfect" timing in both directions, with several of them swapping I/E functions to boot.
Good enough is what they settle for, itt seems.
Proven by how well they run
Good enough is what they settle for, itt seems.
Proven by how well they run
Senior Member
I hope it purrs like a kitten. I don't like the bold print below, that's just way it pasted.
This is the paint
Dupli-Color BCP102 Gloss Black Caliper Paint with Ceramic 12 oz. Aerosol The listing at Amazon
This is the paint
Last edited by 1200SportsterRider; 08-26-2022 at 03:06 AM. Reason: Add comment
The Gear and closest cam lobe are one piece. they then key index and stack on the end lobe, as needed for the intended layout. The gear tooth pitch afaik does not allow for "perfect" timing in both directions, with several of them swapping I/E functions to boot.
Good enough is what they settle for, itt seems.
Proven by how well they run
Good enough is what they settle for, itt seems.
Proven by how well they run
Thanks for PM.
Senior Member
The Gear and closest cam lobe are one piece. they then key index and stack on the end lobe, as needed for the intended layout. The gear tooth pitch afaik does not allow for "perfect" timing in both directions, with several of them swapping I/E functions to boot.
Good enough is what they settle for, itt seems.
Proven by how well they run
Good enough is what they settle for, itt seems.
Proven by how well they run
On my early high compression 150, I gave it a physical when it was about 4 years old, the rear cam lobe was loose and wobbled around, I had never seen that before or
since.
That's true. I believe that Saito wanted the cam advanced 3,75 degrees in this case. Advancing or retarding cam timing to change the power band in performance engines is not uncommon. If Saito wanted the cam timed "straight up" they would have cast the front lobe/gear that way and keyed the rear lobe that way.
Thanks for PM.
Thanks for PM.
The exhaust cam, being a lug keyed add-on is easy (inexpensive) to get spot on by virtue of the drive lug position
Dave, interesting on the sloppy cam assembly.
Last edited by Jesse Open; 08-26-2022 at 04:19 AM.
Adrian at CH ignitions recently posted a wanted ad for a 200TI. He will be designing a full gas conversion kit as well as a custom exhaust. I missed the opportunity to ship him my 200TI. Three other people offered to send them before I saw the ad.
I am trying to convince him to design a tuned header for it. Two equal length tubes into a collector and then one larger tube that exits at the firewall. How cool would that be?
A better question is, would it provide enough increase in exhaust scavenging to affect peak performance?
I am trying to convince him to design a tuned header for it. Two equal length tubes into a collector and then one larger tube that exits at the firewall. How cool would that be?
A better question is, would it provide enough increase in exhaust scavenging to affect peak performance?
My Feedback: (1)
The Gear and closest cam lobe are one piece. they then key index and stack on the end lobe, as needed for the intended layout. The gear tooth pitch afaik does not allow for "perfect" timing in both directions, with several of them swapping I/E functions to boot.
Good enough is what they settle for, itt seems.
Proven by how well they run
Good enough is what they settle for, itt seems.
Proven by how well they run
Jim
Last edited by the Wasp; 08-26-2022 at 11:34 AM.
Yes, the assymetry is built in, but gets turned around when the functions or rotations are swapped. In the case of your Ti engine, iirc both cylinders use the lobes closest to the spur gear on their cam assemblies as the intake cam. The rear cam however is spinning opposite the front as viewed facing the gear, accounting for the small differences front to rear intake timing, a simple consequence of how the modular cam system plays out in this case . Total intake duration being virtually the same.
The exhaust cam, being a lug keyed add-on is easy (inexpensive) to get spot on by virtue of the drive lug position..................
The exhaust cam, being a lug keyed add-on is easy (inexpensive) to get spot on by virtue of the drive lug position..................
I need to remeasure the crank angles for opening and closing events with NEW tappets.
No sir, the front cam uses the lobe furthest from the gear for intake. The rear cam uses the lobe closest to the gear for intake. When things are installed correctly the cams MAY both be advanced 3.75°, not sure, dislexia gets in the way of picturing that in my head.
I need to remeasure the crank angles for opening and closing events with NEW tappets.
I need to remeasure the crank angles for opening and closing events with NEW tappets.
Just a heads up; The 48 pitch that Jim mentioned is in regards to tooth dimensions, not tooth count.
https://www.engineersedge.com/gear_pitch_chart.htm
Thanks, I see what you are saying. Difficult to ascertain from some of the pics. Those comments, for the 180 opposed twins would not apply in this case then.
Just a heads up; The 48 pitch that Jim mentioned is in regards to tooth dimensions, not tooth count.
https://www.engineersedge.com/gear_pitch_chart.htm
Just a heads up; The 48 pitch that Jim mentioned is in regards to tooth dimensions, not tooth count.
https://www.engineersedge.com/gear_pitch_chart.htm
Last edited by Glowgeek; 08-26-2022 at 04:21 PM.