Just Engines .57 CL, Doable?

As you know, I have a building project going. My first interest was to use a NIB MVVS which I have.

I also have a NIB Just Engines .57 CL. That is, when I purchased it, I had them send me a venturi with it.

Would this JE .57 be a better choice?

Thanks,

CB

What is a JE .57? Is it a china made engine ??

http://www.justengines.co.uk/acatalog/Jen.html

There is a comment from an experienced flier here -
http://www.justengines.co.uk/acatalog/JEN_.56_.57.html

>As you know, I have a building project going. My first
>interest was to use a NIB MVVS which I have.
>
>I also have a NIB Just Engines .57 CL. That is, when I
>purchased it, I had them send me a venturi with it.
>
>Would this JE .57 be a better choice?
>
>Thanks,
>
>CB

Neither engine is a purpose built stunt engine, but that doesn't mean they can't be used. They list it as an RC, speed, Control line, etc., and there is no timing change for any application. The only thing they have done is supply you with a venturi. Just Engines is a good place to deal with in the UK, but I don't like their venturi. Instead of having the needle in the "normal" spot, close to the crank intake, it is set above the case. (The Fox 40 and 46 with the "goofy" back plate does the same thing. On these, drill out the lower hole and move it down.)

RC engines with carberators have their needles set there so it will run there, but it does mean you need to move the tank. You will also note the reviewer was using it on a pipe.

I don't have any experience with either engine so can not give you any opinion as to how they will run. Just giving you the caveats (warnings) of what to expect. What plane are you building? How big? How heavy? Pipe or muffler? (You will also notice the reviewer used 3% nitro. Now there is a man after my own heart. I expect you will need to use low nitro or add extra head shims. I would stick with 5% nitro.)

I know I posted in support of big diesels in the other thread (because at heart I'm a diesel guy). But, if you're looking for an inexpensive setup that plenty of people have made work very well, why not just get an OS LA 46?

There are exceptions, and the MVVS may be one of them, but in general if an engine doesn't show up in the forums as having some support & prior use for control line stunt, there's generally a good reason for that.

JE takes a .40 then makes it into a .57. Fine, how nice. Sounds like Venturi will have an issue plus its made in china. MVVS has been around many years have have good rep. Jen has no following amoung stunt flyers. Who knows build a nice stunter and use it and let us know how it goes. That is how you learn. You want to avoid problems don't buy cheap engines.
Dan

Putewie, I still spit on diesel engines.

I'm trying to use what I have for engines. Besides, I can't just go out and buy another engine.

Having the MVVS is a bit different. I like different.

CB

Bench run it and see what it sounds like. Do you intend to mount it inverted? Some engines don't cooperate very well starting inverted.

Just use the MVVS - it is built for the event unlike the...whatchamacallit 57.

Yes,

Mounted inverted. Access from underneth.

Tank access from a hatch on top. This I'm not delighted with.

Maybe from underneeth, with a removable tank floor.

Nothing's easy.

CB

>JE takes a .40 then makes it into a .57. Fine, how nice.
>Sounds like Venturi will have an issue plus its made in china.
>MVVS has been around many years have have good rep. Jen has no
>following amoung stunt flyers. Who knows build a nice stunter
>and use it and let us know how it goes. That is how you learn.
>You want to avoid problems don't buy cheap engines.
>Dan

Just Engines is located in England and imports and sells engines there and around the world. But, being from England, we don't hear much from them here. But they are an engine importer (Like Tower Hobbies or Great Planes that owns them). But, being an engine importer, they have had their own branded engine made from one of their suppliers. Tower Hobbies did this with their Tower 40 and Tower 46 (mostly the 46, since the 40 was an FP copy made by a sweing machine company.) But you can rest assured that the quality will be good.

I only question their venturi (which they supply for other engines as well) and the timing of the engine which will not be specific for our CL purposes. But then, most engines we use that are mass produced are not timed specificially for our purposes. But otherwise, I certainly would not be afraid of that engine.

LN,

One of the things I could never quite get a handle on, is engine "timing."

I still don't understand it.

CB

>LN,
>
>One of the things I could never quite get a handle on, is
>engine "timing."
>
>I still don't understand it.
>
>CB


Ron B.
F4Fguy

CB,

Don't sweat it! Most of the people who go on about it don't understand it either. As soon as you hear the words "crankshaft degrees", run away! run away! Especially if the words "two-cycle" are included! If by (remote) chance you hear "time area", stay and listen grasshopper.

If you really want to know, obtain a copy of "Two-Stroke Tuners Handbook", by Gordon Jennings, and read, read, read, and re-read, until you see the light.

There are many other texts on the subject, some more authoritative yet, but none more easily understood nor more easily applied.

Ron B.

PS: DON'T block the boost port!!!

PSS: I know I speak heresy! I also know I know whereof I speak.

R.B.

Ron,

Hey, I'm an F3F guy, actually F3F-1.

Thanks for the reply.

I think the reason I don't understand it, is because you hear about guys changing the timing. Confusing even more.

I will read up on it! Does timing have anything to do with adding another head gasket, or is this simply a compression thing?

Thanks,

CB

(snip)
>
>PS: DON'T block the boost port!!!
>
>PSS: I know I speak heresy! I also know I know whereof I
>speak.
>
>R.B.

Interesting comment here, Ron, but there are situations where you do want to do this.

When the FP engine first came out I got two. After running them stock I sent one to Art Adamisin and one to another "tuner" (still in business) whose name I shall leave blank. The one I got from Art came back with the boost port blocked and was a wonderful engine. MUCH improved over stock. We did more "fiddling" with it and got it to turn a 12-6 prop with authority.

The one that came back from the other "tuner" was totally destroyed. Had about the power of a Fox 35. (Why would I buy an engine like the FP, pay to have it reworked, and have it come back with the power of a Fox 35?) Lew Woolard and I did some "playing around" and finally blocked the boost port on that engine. Even with the "tuner"'s destroying the timing, blocking the boost port brought it back to life. I ended up replacing the piston/liner on that engine, starting over with the blocked boost port, and again it became a wonderful engine.

Mean while I had a Fox 40 that "bellied up" on a lean run caused by the stock muffler coming apart. I sent it to Lew who replaced the innards, reworked it some and sent it back. It was a good engine, but not as good as the FP with the blocked boost port. Lew didn't think blocking the boost port on the Fox would work, but we tried it. He blocked the boost port on one case, blocked the "side" port on the back plae on another, and we did some "mix and match" with blocked boost port only, blocked side port only, blocked both ports (not a good idea). Actually blocking the one side port helped, but blocking the boost port alone helped the most. With his (then) timing and a blocked boost port we had a real animal.

After the fact, Lew did some more work on timing, we did some head experiments for him on six different head button shapes (we tried this with the FP also, by the way) and he put together a combination that worked quite well without the blocked boost port. Lew's engine work is good and he does a wonderful job of it, but our blocked boost port version still worked the best (for us).

We did a lot of experimenting as you might guess, but ran that FP engine with a blocked boost port for about seven years. I also did the Magnum 53 with a blocked boost port that also turned it into an animal. Since then Matt has progressed to PA engines on a pipe (without blocking the boost port), but I can certanly attest, as can several hundreds of people for whom I have reworked engines, that in certain applications blocking the boost port can and does work. (But you cannot ignore the rest of the package that goes with it.)

>Neither engine is a purpose built stunt engine, but that
>doesn't mean they can't be used.

True, but the MVVS has much more of a stunt heritage and the part that matters the most, the liner is purpose built.

>They list it as an RC,
>speed, Control line, etc., and there is no timing change for
>any application. The only thing they have done is supply you
>with a venturi. Just Engines is a good place to deal with in
>the UK, but I don't like their venturi. Instead of having the
>needle in the "normal" spot, close to the crank
>intake, it is set above the case. (The Fox 40 and 46 with the
>"goofy" back plate does the same thing. On these,
>drill out the lower hole and move it down.)
>
>RC engines with carberators have their needles set there so it
>will run there, but it does mean you need to move the tank.
>You will also note the reviewer was using it on a pipe.
>
>I don't have any experience with either engine so can not give
>you any opinion as to how they will run. Just giving you the
>caveats (warnings) of what to expect. What plane are you
>building? How big? How heavy? Pipe or muffler? (You will
>also notice the reviewer used 3% nitro. Now there is a man
>after my own heart. I expect you will need to use low nitro
>or add extra head shims. I would stick with 5% nitro.)

The reviewer over at Just Engines (Ray Lloyd) is a very experienced UK stunt flier and is he even seems half happy with the engine its worth a look in. It's just that I think the MVVS would be an 'easier' choice and IT will run nicely on 0% nitro.

Thanks.