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OK so, going to throw this one out here. I crunched my T-Clips the other day. Thats the one with the FG-11 on it. While I love the longevity of flights with the FG-11, its too heavy for the amount of power it puts out. I may put it into a smaller P-51, haven't decided yet. So what I am thinking is to replace it once I repair the plane with either a 62 or 72. The difference in weight is about an ounce between them, and nearly 10 ounces between them and the FG-11. The 11 is based on the 62, and both turn the same prop, and I have the 72 on a Something Extra at the moment, which flies it well, but is a tad heavy on the nose, wont hold a knife edge. Should I go with the lighter 62 for this? The only thing I lose is up time per tank. I can use a smaller RX pack then and get it out of the tail(already is after it nosed in).
I am curious how well the FG would work in the SSE, though something tells me it would not be very good. Maybe I will swap the 52 with the 11, and put the 52 in my other SSE. My LT-40 is going to be recovered and minor repairs made this winter, that would be the perfect time to swap motors out.
End result I am looking for is to have good vertical with the Clips, something that it lacks(which is partially why it crashed). It stalled, droped right wing, and could not get enough thrust to pull out of it in time.
I am curious how well the FG would work in the SSE, though something tells me it would not be very good. Maybe I will swap the 52 with the 11, and put the 52 in my other SSE. My LT-40 is going to be recovered and minor repairs made this winter, that would be the perfect time to swap motors out.
End result I am looking for is to have good vertical with the Clips, something that it lacks(which is partially why it crashed). It stalled, droped right wing, and could not get enough thrust to pull out of it in time.
How DID that happen? Any other damage to the cylinder/piston assy? Is cylinder reusable? Thanks
Well for $46 I can convert to glow, ignition is already there and setup. A lot less expensive than buying a whole new engine.
Now onto other things. Did Saito have only one FA-125? I have to look at my P-51, pretty sure its a 125 and not a 120. CH doesn't make a kit for the 125, but for the 120, and they are totally different designs. Its a powerhouse, but loves fuel too.
Now onto other things. Did Saito have only one FA-125? I have to look at my P-51, pretty sure its a 125 and not a 120. CH doesn't make a kit for the 125, but for the 120, and they are totally different designs. Its a powerhouse, but loves fuel too.
Acdii
is or would that be a Characteristic of the something extra. I had a saito .56 in mine turning 10500 with a 11-7 and couldn't hold a knife edge either. And I was on the tail heavy side also. I would say I have see one do that but the last three years at sig I don't recall any one doing acrobatics with that plane.
is or would that be a Characteristic of the something extra. I had a saito .56 in mine turning 10500 with a 11-7 and couldn't hold a knife edge either. And I was on the tail heavy side also. I would say I have see one do that but the last three years at sig I don't recall any one doing acrobatics with that plane.
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Well for $46 I can convert to glow, ignition is already there and setup. A lot less expensive than buying a whole new engine.
Now onto other things. Did Saito have only one FA-125? I have to look at my P-51, pretty sure its a 125 and not a 120. CH doesn't make a kit for the 125, but for the 120, and they are totally different designs. Its a powerhouse, but loves fuel too.
Now onto other things. Did Saito have only one FA-125? I have to look at my P-51, pretty sure its a 125 and not a 120. CH doesn't make a kit for the 125, but for the 120, and they are totally different designs. Its a powerhouse, but loves fuel too.
It all boils down to the diameter of the prop hub vs the height of the mount bolts from crank C/L where the hall sensor mount bolts on. The nose length of the case doesn't vary within an engine family. (FA-62-FA-82) (FA-65-FA-115) (FA-100-FA-125) (FA-120-FA-180)
Just because Adrian doesn't list a "kit" for a particular Saito engine, that doesn't mean he doesn't have the correct components to match up. Call him, he will return your call promptly.
Your FG-11 converted to CDI/glow fuel will make about 20% more power than it did as a gas engine, IF tuned properly for the methanol.
Last edited by SrTelemaster150; 09-01-2016 at 06:27 AM.
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Richard, it appears that the front two cylinder base bolts pulled out of the crankcase after a violent kick back. I asked for the engine and some new parts when the guy decided it wasn't worth fixin up.
There are indeed two 1.25's the newer 125a has a greater included angle between the valves, larger valves and larger cooling fins. I'll do a review, sort of.
There are indeed two 1.25's the newer 125a has a greater included angle between the valves, larger valves and larger cooling fins. I'll do a review, sort of.
Vbr to you and yours,
Sincerely, Richard
AHH Ok, so the 125 would share the 100 case. I happen to have 100 as well, so will match them up and see if they are the same. Might very well be since I had a 100 in my Mustang and the 125 bolted right up.
OK, looks very similar, same length, but there are bosses on the 125.
OK, looks very similar, same length, but there are bosses on the 125.
Last edited by acdii; 08-31-2016 at 06:21 PM.
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It appears that the 100 and the 125 have different crankcases too, most likely to have room the longer 1.25 stroke. The 1.25 and the 1.00 are reduced $30.00 and free shipping at the moment.
Phhhtttt and now they behave the same way as if you put your foot flaat to the floor quickly on your granma's singer sowing machine.Unpredictable ignition timing is what makes saito's bark on nitro pard.
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AHH Ok, so the 125 would share the 100 case. I happen to have 100 as well, so will match them up and see if they are the same. Might very well be since I had a 100 in my Mustang and the 125 bolted right up.
OK, looks very similar, same length, but there are bosses on the 125.
OK, looks very similar, same length, but there are bosses on the 125.
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Anything smaller makes it hard to accommodate the module & battery pack. Anything that has about 84" W/S will have the room.
The bigger the engine, the bigger the ROI. An FA-180 swills glow fuel on GI. A CDI FA-180 will use less glow fuel than an FA-150 on GI & make a lot more HP to boot!
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If you don't see your particular engine listed, contact Adrian.
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Back in the days when the earth was young and still cooling, and dinosaurs still roamed the earth (mid seventies) I bought the first 4 cycle OS Max produced (.60), it had exposed pushrods and cam followers and was quite a thing to see. There was an old German machinist named Otto, I think in California, that offered a service where he converted these to spark ignition like some of the antique engines from back in the day. It cost a $100 and I just could see doing that to my shiny new engine with the serial no. 5. The LHS owner had one modified for himself and would bench run it. It had a little lever on the side to adjust the spark timing so you know it wasn't CDI. At an idle this little 4 cycle blew smoke rings. If its of any interest my engine financed my return to R/C in 2004 thanks to a certain engine collector in British Columbia.
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