Ken6PPC

I can't agree with this. You do NOT have to run that much nitro in a Saito 82.

One of my 82's spins a 15x4 Zinger Pro on Wildcat 15% with no problems at all. I can't remember the peak RPM's off the top of my head, but it is very good!

blw

My Feedback: (3)

You may see a few hundred more RPMs with that much nitro, but the engine doesn't need it. They run well on less than 15%.

Michaelh

My Feedback: (4)

Im Spinning a 14x6 zinger at 8900 rpms on 15% with the 82.

The break in went smoooooth. Perfect running engine!

You guys can agree to disagree with me but Im definitly seeing a need for higher nitro at the top end. Just doesnt have that smooth feel to it,its working a little bit for sure.

mike early

I just purchased the 125. My first glow engine. I've run two tanks through it on the stand. I already love it.

I will be using the 90º exhaust elbow and the flexible pipe then a silicone extension to carry the exhaust out the bottom of the cowl on my VQ P-40. There is no pressure tap on the exhaust.

Why do some Saito flexible pipes have pressure taps and some do not? Might I just install a pressure tap and it provide adequate pressure?

Are the 125's as efficient as they seem to be on this chart? :


What would be a good size on a 3-Bladed prop for this engine?

I am currently using YS20/20 Wildcat.

mike early

Is there a velocity stack for the 125?

1rcaddict

You were right on, I was taking a short cut and leaning my LS before I had peaked my HS just to get an idle to fly. I reset both needles back to factory and did it properly this time and all is good. I learned a valuable lesson, always set the HS first!
Thanks
Club Saito #514

mike early

For those that use the Perry VP-30 Regulator: How do you adjust the LS and HS? By the needles or the pump adjustment?

1rcaddict

I was taking a short cut by trying to lean the LS out first thinking I could fly with it and then come back and lean the HS for more power{WRONG}. By leaning the LS first the HS had to be ran rich just to get average power. Although the LS and HS are at opposite ends of the curve they have a direct correlation and the order in which you adjust them is absolutely critical. Lesson Learned!!!

w8ye

My Feedback: (16)

People are using the same velocity stack on the 125 that is on the 50 through 91 engines

http://www.horizonhobby.com/Products...odID=SAI50GK93

w8ye

My Feedback: (16)

On the Perry pump there are instructions on the web site

http://www.perrypumps.com/instructions.htm

Basically after you set the needles, if the mid range is rich, your pump pressure is too high and vice versa

blw

My Feedback: (3)

Mike- the two designs of flex pipes allows them to be used on twins and radials with the pressure tap on the one you need.

I didn't try and convert cc to oz, but figure a well tuned 1.25 to get around 15+ minutes on 10 oz of 15% when flying pattern.

Finding the right 3 bladed prop may take some experimenting, but I would start somewhere around a 14x6/7.

Are you a member of the Saito club?

Capt Lou

Mike:

Try Horizon Hobbies for a velocity stack. Make sure you put a small O-ring between the stack frame and the carb body to seal that area, otherwise you have an air leak. You can get these O-rings at an auto or plumbing supply store.

w8ye

My Feedback: (16)

The Saito flexible pipe are also used on multiple cylinder engines. You only need one cylinder with a pressure tap. The others do not have the pressure taps

rlmcnii

My Feedback: (3)

1rcaddict

The needles in the Saito carb interact with one another in such a way that the HS must be set first. If you try to do it otherwise it will just be luck if you end up with a properly-running engine.

With my firs Saito, a .50, I tried to smooth out the mid-range running with the HS needle. WRONG!! This was before I realized that one really should pay attention to the instructions and do as Saito says!

Also, the LS needle is effective through about 70 to 75% of the throttle opening. It controls how well and efficiently a Saito will run. Set it wrong and it will not run correctly. It is not wise to ignore that needle as they are set very rich when new.

When you mentioned that yours was still putting out a lot of fuel and oil in the exhaust it just sounded as if something were not quite right. A well-tuned Saito will not put a lot of fuel out the exhaust and will not (unless perhaps when run on a very high oil-content fuel, like heli fuel I guess) put out much smoke when running....even at full-throttle. They will smoke some, but if the exhaust looks like a smoke system that got stuck half-way on, something is wrong. You have to look closely to see the smoke trail from a well-tuned Saito.

Glad you got yours running better. As you fly it, it will just get smoother, hold a lower idle, and rarely (never) deadstick unless you run out of fuel. You will also find that it is probably using much less fuel now that it is not spraying it all over the sky!

Enjoy.

rlmcnii

My Feedback: (3)

In case anyone was wondering: 30cc = 1 fluid ounce.

w8ye

My Feedback: (16)

I've bought the velocity stack O-rings at the hardware store also

mike early

Thanks men!
I would like to be in the Saito Club, indeed.

The 125 calls for 13mm flexible exhaust. None of the 13mm exhaust parts have a pressure fitting. Except the muffler of course.

How does one know if the midrange is rich? smoky and oily?

What are the advantages of the velocity stack?
Is the carb throat diameter the same on the 56 as on the 125?

From that chart, it appears that the 125 uses less fuel than the 100 and the 91 to boot. With more power. Impressive.

w8ye

My Feedback: (16)

The velocity stack from the 56 will bolt directly onto the 125 carb. The inside diameter of the stack is the same as the ID of the throttle barrel on the 125. However, when you take into account the spray bar extending across the venturi, the velocity stack does not create a restriction.

In normal operation, there is a pressure wave of fuel mist standing just outside a regular carb when the engine is running. Some of this mist gets blown around onto the plane between the engine and the plane. With the velocity stack, this fuel mist is contained and sucked into the engine. The result is less fuel mess and better fuel economy

w8ye

My Feedback: (16)

If the midrange is rich, the engine will smoke and be oily and with also not run as smooth

blw

My Feedback: (3)

Mike- you are member #578


The fuel use shown in the chart seems too high to me for the 1.25. I think they are more economical than that.

mike early

I am proud.

That chart has the 125 using less fuel than the 91 and the 100, and you feel the 125 is more efficient, still?

rexracer

I finally had the chance to run my 1.80 on the test stand and get the LS needle adjusted. I used Wildcat 15% and it was about 40 degrees F. Prop is a MA classic 18x6. peaked at 8600+ and idled steady with glow heat at 1650rpm. took off the heat and upped the idle to about 2000.
I have a question on the peak RPM. I must say I was a little supprised how much this prop loaded the engine...I expected more RPM and am wondering if I have a problem. When I was adjusting the HS It seemed not to have much effect at peak. I have about 1/2 turn where the rpm stay the same. If I richen the needle it will slow, then I lean, get back the lost RPM, and can lean 1/2 turn more (about) and stay at the same RPM. Past this it gets too lean and sags. Is this normal, or could I have a problem? If it's not normal, any idea what to check for? Last time I checked the valves they were at .0025.
Randy

blw

My Feedback: (3)

Mike,

Using more than an oz a minute seems high to me.

w8ye

My Feedback: (16)

Your 180 sounds normal.

A 16-8 would make your HS needle little more peaky

rexracer

Thanks w8ye. it showed 18 1/4 lbs of thrust on the thrust meter...should pull my 15lb super stearman around with authority!