Here is another European motor - any guesses?
No prize for Rustler as I bought it from him!
Yes it is by Sergei Belco and has the letters BSV on the side, it has a bore of 22.5mm and a stroke of 21.5 giving a capacity of 8.5cc. Nicely made motor.
I got this example from Rustler a while ago but Sergei turned up at the Watford swapmeetabout two years ago with a table full of them, some, I believe, with increased capacity.
>Here is another European motor - any guesses?
>No prize for Rustler as I bought it from him!
Sergei Belko of some sort.
This motor was in SN a few years ago but I have no idea when. I remeber thinking it was cool with the venturi right out the top of the plane. Then you could put some cool race car looking scoop on it.
>This motor was in SN a few years ago but I have no idea
>when. I remeber thinking it was cool with the venturi right
>out the top of the plane. Then you could put some cool race
>car looking scoop on it.
I think that's exactly what he was trying to avoid. My understanding was that was intended to intake from inside the fuselage, to avoid ram air effects, and just suck air from a nice, protected, spot. This might have a lot of merit.
It is a Sergei Belko engine. I remember speaking to him in Sweden at the 96 world champs. The idea of the long crankshaft is to get the CG back a bit. Must have a short fuel tank!
I like the idea of the airscoop. That could look rather neat!
Keith
Forget the motor, I want to get one of those mufflers.
Well, you won't need a shaft extension.
It was designed to be run upright, venturi on the bottom so it can suck up pond scum. Right Dan?? Dan??
Looks to me like the tank would have to go between the mounts.
It was designed to be run upright, venturi on the bottom so it can suck up pond scum. Right Dan?? Dan??
Ty,
I must insist that from this date on you allow only professionals to make "Pond Scum" jokes. This is not an area for rank amateurs.
I can fill in a little on this. I too went to '96 W/C's, after leaving work the previous year. (Voluntary redundancy it was called!) I wanted to see state of the stunt art after 30 years out of it, although I have never been completely out of touch. Second objective was to look at state of art stunt engines, and maybe buy a couple, with a view to getting back into stunt. In my rounds of the "For Sale" displays, I saw these engines and chatted with Sergey. They seemed really good, but were so way out in design I decided they were not for me, and I moved on. I had gone about 100 yds. and looking back I saw this model flying with just about the most perfect run I have ever seen/heard. I wondered if it was one of the 4-strokes I had been hearing about. I went back to see and was amazed to find it was one of these BSV's, in a Swedish model. That was enough for me, I bought two on the spot for personal use, still have them, and it is one of my priorities to get one into a model. (My comeback is somewhat delayed due to house renovations!). They are virtually a 60, ABC construction, competitive weight, about 12.5oz. The point about them is they are not intended as a motor you can put in an existing design. This motor is Sergey's starting point for the ideal stunt model, startng from scratch. Although you might think it's great for a Spitfire, the long shaft is actually used in an almost radial cowl design, and draws air from the surrounding space, effectively a plenum chamber of more or less still air. This means the engine is not subjected to varying airspeeds and gusts like a normal venturi, open to the airflow. Sergey also says the "still air" concept helps to prevent grit being drawn into the engine as in a conventional intake. I did say what about a filter, but he just said all that means is smaller grit! The venturi position enables a good separation between the tank and the silencer, permitting good insulation between the two. The lugs are machined flat top and bottom. This means you can design a team racer type installation, dropping the engine in from above, and place the tank on the bearers behind it, with one cowl covering the complete installation. I don't think the long shaft helps get the cg back, really the engine has to go where its weight dictates is the best position. Design the rest of the plane round that. Current price of the engine is Euro250, plus posting costs. This is about $310 plus post at the moment.
Sergey also builds his own state of art take-apart model, the equal of any in the world today. This demounts into a small carrying case containing model, lines, handle, fuel, battery, rags, - everything you need to go flying.
I have remained in touch with Sergey, and if anyone is interested I can act as intermediary for his products. All up front here, I don't take any cut from this. Best wishesto all, Ian R.