cox 049 gasoline

Oldenginerod wrote:I didn't think castor oil mixed with gasoline???

Cribbs74 wrote:

Oldenginerod wrote:I didn't think castor oil mixed with gasoline???

It doesn’t in low temperatures.

I use straight Benol spring/summer and Super Techniplate in the fall/winter. It works good. Klotz may add stuff to make it hold in suspension better.

Ron

robot797 wrote:well i never heard of castor not mixing with gasoline
the castor I uses is made for dirt bike racers
it mixed without any problems
maybe it is because I also use a part normal 2 stroke?

GallopingGhostler wrote:Read somewhere that OS and I think Norvel have gassers that uses a special glow plug instead, capable of staying hot enough by catalysing with gasoline. Then one could dispense with the electronic spark ignition.

robot797 wrote:yea its the os g5 but it cant be used for a conversion as quoted for the os page

G5 Glow/Gas OSMG2714 Optimized for gasoline/oil engines that use a glow plug instead of a spark plug for ignition. Not intended for use with glow powered engines.

https://www.osengines.com/glowplugs/index.html

gkamysz wrote:It can be used for conversion, however, it's not as simple as a plug change for virtually all engines. I did an FS-120S with a Walbro carb, but it doesn't run quite right without plug heat and still needs some increase in compression ratio. Norvel uses a very hot OS plug which happens to be a turbo type. Glow carbs may or may not be acceptable for gasoline.

coxaddict wrote:Thinking outside of the box always gets my attention.  Do you think The old spark ignition engines could be converted to gas?

coxaddict wrote:Thinking outside of the box always gets my attention.  Do you think The old spark ignition engines could be converted to gas?

Feb 1957 Model Airplane News wrote:The Brown Junior was, of course, a spark ignition two-cycle motor running on a mixture of ordinary gasoline ["white" no lead gas] and #70 motor oil; had a cylinder bore of 7/8 in. and a stroke of 1 in., giving a displacement of .601 cu. in. For its size it was extremely light, the complete engine, less fuel tank and ignition coil, weighing only 7-1/2 oz.

[....]

Twenty years ago, the average model aircraft engine was operated at speeds of between one-third and one-half those common today. Four to five thousand rpm, using 14 in., 15 in. or even 16 in. diameter props, were usual with a Brown. With type of model then being built, of course, there was little demand for high propeller speeds or high power outputs. Most .60 engines were nominally rated as "1/5th horsepower motors." Such an output was generally available at somewhere between 4000 and 5000 rpm. although, in actual fact, a peak power of about 1/4 hp. could be obtained in the region of 6000 to 7000 rpm.

This is indicated by our test figures for the Model D, which, it will be observed, actually produced the quite commendable output of 0.258 bhp at 6,200 rpm. This horsepower figure, it will be noted, roughly corresponds with that for a good, modern contest engine of .15 cu.in. - one-quarter of the Brown's displacement - a remarkable commentary on the progress that has been made in model engine development.

We must not lost sight of the fact, however, that the modern engine has to peak at revolutions 2 - 2-1/2 times as high as the Brown and will probably be using a prop of only 8 in. diameter or less. The Brown, on the other hand, will be delivering it maximum power on a 13-14 in. prop. Prewar [WW2] gas models were, of course, relatively large, generally spanning (for a Brown) around 7-8 feet and weighing 6 or 7 lbs, and the Brown was certainly far better suited to this type of model than would be a high-speed modern small engine.