Welcome to Club SAITO !
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Join Date: Dec 2001
Location: Colonial Beach, VA
Posts: 20,370
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Yep, extra valves and superchargers are the right stuff for power. I've read the Conley engines had mechanical issues eg cam gears and con rods. I'm sure those issues would have been worked out given enough time but hey, lesson learned, don't try selling a premium priced engines with mech issues. It only takes a few people posting legit complaints about a product to kill a product these days.
If I get lucky and find a nib YS 115S at a great price I'll pick one up to put in my Strega, otherwise it'll probably never see air time. "It's all or nothing baby!"
If I get lucky and find a nib YS 115S at a great price I'll pick one up to put in my Strega, otherwise it'll probably never see air time. "It's all or nothing baby!"
Part of the gain from using four valves, (and maybe most of it) is caused by the fact that two smaller columns of fuel and air accelerate quicker than one large one, toward the cylinder aiding cylinder filling which is a big plus.
Last edited by Hobbsy; 11-12-2019 at 05:52 PM.
My Feedback: (1)
sounds like you just need a different heat range plug, try to find a colder plug
Jim
My Feedback: (1)
Cool Engines,
I think the 2 Saito Inline twins (100 & 200) are 2 too cool engines
Jim
Saito Engines; yee doggy
I think the 2 Saito Inline twins (100 & 200) are 2 too cool engines
Jim
Saito Engines; yee doggy
Last edited by the Wasp; 11-12-2019 at 08:28 PM.
Sounds like a plan Pete! If Bruce needs gasket material, I would be happy to donate a few prime Playboy covers to the cause. Must be the type of clear coat they use to make the paper glossy(?)
Or something on the paper anyhow
The Abitar production for a while was done by Gary Connelly , the same guy who made the 1/4 scale Chevy V8 engines and later took over the Perry Pump and carb production.
Or something on the paper anyhow
The Abitar production for a while was done by Gary Connelly , the same guy who made the 1/4 scale Chevy V8 engines and later took over the Perry Pump and carb production.
Pete, being a paint and hot rod guy , you may appreciate this. I have been working on this for the last four months. A 450 HP electric pickup. We started with a very original 1962 C-10 out of Ohio.
Complete tubular frame and very strong drivetrain. I kind of preferred the old 235 CI 6 that was in it 450 Electric horsepower is rather awesome as it has a power band much broader than an IC engine. Pulls like a Diesel at low RPM and just keeps on hauling.
https://www.caranddriver.com/photos/...-sema-gallery/
BTW: Pete, I have owned 8 Ducatis since my first 1966 basket case. All but one were bevel drive.
Last edited by Jesse Open; 11-13-2019 at 05:13 AM. Reason: Removed obscene motorcycle pic and comments
My Feedback: (102)
Join Date: Dec 2001
Location: Colonial Beach, VA
Posts: 20,370
Likes: 0
Received 25 Likes
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25 Posts
I think most people realize that all power is not the same, a 330 hp Ford Cleveland 351 would not pull an 18 wheeler as well as a 300 hp Cummins. The engine in the right background of this picture is a Webra P-5 .91. It's prop range is 14 x 12 to 16 x 8. That one would turn an APC 14 x 12 at 8,120 on 5% Fox, exactly as claimed,. A few guys tried to run 14 x 6's on them and were quickly disappointed. I tried the 14 x 12 on a Super Tigre .90, it quickly overheated and made scary noises. The MVVS .91 turned it OK but could only manage 7,500. My gas two stroke experience is limited to 3 Maloney 1.25's, a Mustang 50 which is a rebadged Fuji 50, a Zenoah G-45, a Tartan 1.34 and a Merco .61.
Webra P-5 .91 to the right.
Webra P-5 .91 to the right.
Last edited by Hobbsy; 11-13-2019 at 04:35 AM.
Verdict is in, the Gemini II 120 is out. I got the rig out last night and hung the bones of the Liberty Sport on it with the engine in place. It would take at least 7 ounces of tail weight to get it balanced, and that is with the battery and servos as far back as possible.
So I went through my stash, and pulled the 100 off the Cub and hung it on there. The balance came out really good with zero dead weight, so it looked like a viable candidate. It felt sticky and rough, so tore it down and found the front bearing needs to be replaced. The inner one is silky smooth. Is the OEM bearing steel shielded on both sides? I found two small dents on one side, so I question if these were replaced.
So I go through all this and then check the mounting location and length. Should have done that first before spending all that time tearing it down, it's too long. The Gemini is a perfect fit in length, comes out exactly where the one on the plans does, but the Saito is nearly 3/4" too long.
Back to the stash. Grabbed the YS 63, perfect fit, and 1 ounce lighter, but how does it compare power wise to the 100? Guess I need to find a prop for it and see how it runs now for sure. Do I mount it inverted, or sideways? All these need to be answered before I pop out the T-nuts and plug the holes for the OS.
So I went through my stash, and pulled the 100 off the Cub and hung it on there. The balance came out really good with zero dead weight, so it looked like a viable candidate. It felt sticky and rough, so tore it down and found the front bearing needs to be replaced. The inner one is silky smooth. Is the OEM bearing steel shielded on both sides? I found two small dents on one side, so I question if these were replaced.
So I go through all this and then check the mounting location and length. Should have done that first before spending all that time tearing it down, it's too long. The Gemini is a perfect fit in length, comes out exactly where the one on the plans does, but the Saito is nearly 3/4" too long.
Back to the stash. Grabbed the YS 63, perfect fit, and 1 ounce lighter, but how does it compare power wise to the 100? Guess I need to find a prop for it and see how it runs now for sure. Do I mount it inverted, or sideways? All these need to be answered before I pop out the T-nuts and plug the holes for the OS.
My Feedback: (6)
Pete, being a paint and hot rod guy , you may appreciate this. I have been working on this for the last four months. A 450 HP electric pickup. We started with a very original 1962 C-10 out of Ohio.
Complete tubular frame and very strong drivetrain. I kind of preferred the old 235 CI 6 that was in it 450 Electric horsepower is rather awesome as it has a power band much broader than an IC engine. Pulls like a Diesel at low RPM and just keeps on hauling.
https://www.caranddriver.com/photos/...-sema-gallery/
I think I would have kept the 235 6 cyl and been able to haul something! Those old Chevys were classy in their day. I remember riding in a borrowed 1964 model with my older brother when we moved from Dodge City, KS to Enid, OK back in 1964. Dad drove the U-Haul, and Mom the car.
I had a 67 C30, 292 straight 6, glass pack, 3 on the tree. 19.5" split rims, 4.10 rear, wood bed, no tailgate, and a huge heavy steel rear bumper. It was black with a white grill. What a beast that truck was, no power anything.
My Feedback: (6)
Sounds like my old truck. I had a 1964 International 100 pickup V8, T31 (same as for T-98) PosiTrac differential end had burned out and it had a Travelall rearend under it. Windup windows armstrong steering and drum brakes. I bought it for $135 with a broken out driver's side window no exhaust, and a craked intake manifold. I would fix it up and drive it for about 9 months before having to rebuild the tranny (second gear synchronizer was broke when I bought it). The shop that did the transmission rebuild told me it had to use International, Ford, and Chrysler parts in it. In some aspects International was as bad as AMC except they did build/design their own engines.
My Feedback: (6)
Mine had been a retired wrecker when I got it. I once pulled a house trailer with it and once pulled a C10 Chevy LWB sideways up out of an embankment. The Chevy had a bad carburetor and had died and nestled up against a tree with the driver's door having a impression of the tree. The truck had to be pulled sideways to keep from taking out half the side. The Chevy owner wanted me to pull it away from the tree so he could start it and get it back on the road. I decided why not just pull it all the way to the road. I loved that granny gear! When I got the truck it had a slight bend in the frame causing one corner of the bed to sit high. I paid a one hour charge to a frame shop to straighten it. Same shop a year later would replace the bolts going thru the leaf springs into the rear axle to keep it from sliding. Naturally one side broke loose when I was driving it causing the axle to shift and break a U joint. A friend pulled it home and my Dad and I used a come-along to get the rearend back in place and we tightened up the U bolts to the springs to hold in place until I could get it fixed.
Interesting comment regarding the (venerable?) T-98 tranny. When I was 16 my dad had a 1 1:2 ton furd stake truck with a dump bed. The Trans was a (Borg-Warner) T-98, it also had a dual range electric rear axle. That trans leaked and had a death click in reverse. I got the glory of rebuilding it using parts from a salvaged, junk yard box. That worked out well enough. A few years later, the shop where I was working had a 1954 Hyster fork lift with a bad tranny . They asked me to have a look. I lifted the floor plate and saw an old friend. Told the boss I may have the needed cluster gear. Counted teeth and when I got home rummaged around and found a good T-98 cluster with the right numbers. Next night I loaded the case and attempted to install the input shaft. No way!
Tried three times and took a second look. The gear helix was exact opposite on the input.
Everybody, even the boss had a good laugh.
The 1962 C-10 ran a 235 cube 6 that was very closely related to the old 1929 inline 6. The 63 or 64 up were the next generation Chevy 6. That group ranged from 194 to 230, 250 and 292 engines. Also related to the 153 Iron Duke 4 banger my lopping off 2 of the 6 cylinders .
George DeLorean, brother to John DeLorean Of GTO and DeLorean Motor cars was a master builder of Chevy 292 engines for our local circle track. His sixes were dominating most of the V8 cars for years.
Tried three times and took a second look. The gear helix was exact opposite on the input.
Everybody, even the boss had a good laugh.
The 1962 C-10 ran a 235 cube 6 that was very closely related to the old 1929 inline 6. The 63 or 64 up were the next generation Chevy 6. That group ranged from 194 to 230, 250 and 292 engines. Also related to the 153 Iron Duke 4 banger my lopping off 2 of the 6 cylinders .
George DeLorean, brother to John DeLorean Of GTO and DeLorean Motor cars was a master builder of Chevy 292 engines for our local circle track. His sixes were dominating most of the V8 cars for years.
Love to get my hands on one, such a cool scheme.
i noticed that world models webpage is funny if you click on some airplanes it won’t show you any but if you click on warbirds then you find all the 46 size airplanes that they still have.