LASER ENGINES & OPTIFUEL^tm

Neil of Laser Engines has been test OPTIFUEL^tm 5% and 12% OH0518 and OH1218 and finds both very good, comment from Neil below:-

Hi Andy,

As you may know, we tend to test actually flying models. The weather recently has not been exactly conducive for this. However, I have flown 2 x Laser-70 engines and the 300v in my Boddington S6b seaplane. Have also been initial test running with new engines on the bench.

Needle settings are quite non critical, the engines run very smoothly and idle is very good. I don't think we are seeing any significant increase at the top end but really did not expect to. Have been using the 5% with a brief run on a 70 with the 12% nitro.

From results so far I would not hesitate to recommend OPTIFUEL^tm to Laser users. I need to do more flying with the 12% but I think that the 5% is ideal.

Will keep in touch but as the winter is setting in now flying will be limited.

Kind regards,  Neil

RUNNING LEAN LEADS TO SERVERE ENGINE DAMAGE.

We are sure most pilots are aware of the consequences of running lean or running an engine with a bearing that needs replacing, both will end up in tears.

LEAN (HOT) RUNS.

Engines can run lean for a number of reasons; user error i.e. just wound the needle(s) in too far. The fuel tubes or clunk tubes have degraded and close up on suction which in turn has the effect of leaning the engine. The plug type is incorrect or the shimming is incorrect. The gear ratio chosen is incorrect and the engine is allowed to over speed or the oil content is not correct for the engine type. or in some cases the pipe selection is not appropriote. If you have any reason to believe that your engine is lean, land and inspect. Keep a note of the manufactures suggested needle positions and always start from there as they are usually a very good guide and will certainly not cause damage. When you think you have found the correct point of tune back off a click or two as the engine will lean in flight. If the engine goes lean unexpectedly in flight it is likely the clunk tubes are in poor condition.

Engines go lean for a reason! The result is as below:

BEARING WARE

Model engine bearings will ware over time and at some point need to be replaced. It is usually fairly clear when they are starting to fail as they make a rather ‘rattley’ sort of noise which sound ‘metallic’ and is not what you would expect your engine to sound like. If this occurs change the bearing it’s a much lower cost alternative to the photo’s below of an engine where the bearing was allowed to disintegrate!

TESTING - WHAT DO WE DO - HOW DO WE DO IT - HOW MUCH TESTING

TESTING

At OPTIFUEL^tm we do a lot of testing of fuels for fixed wing, helicopter and cars. Most of the testing is carried out initcially on Helicopters due to the poor cooling and ardous climit the engine has to perform in. The engine is running at max torque/speed and is governed to that swinging a large dynamic weight (rotors and head works) at up to 2200 RPM and is loaded to the point the engines start to bog, a very difficult environment to operate in.

So if the fuel works well in this environment we then proceed to cars and fixed wing testing. All testing is undertaken by the UK's top pilots and drivers alike. We need to have testers who are able to understand the engine setup intermatly and be very objective.

WHAT DO WE DO & HOW DO WE DO IT

Testing on the helicopter is undertaken by Dave Fisher and we fly different machines in different ways against a schedule and in teaching. The test machines are 600 and 700 sized and we monitor the following data:-

Head Speed in RPM

Exhuast Gas Temperature in Degrees C

Head Temperature in Degrees C

Back Plate Temperature in Degrees C

RX Pack Voltage deamnd/Activity

THis data is collected on an Eagltree data gathering system and down loaded at the end of each day and sent to the factory for evaluation. We have a set of base data for each fuel against which we compare new data on an altered blend. We keep notes on engine and pipe combinations plus other relevant information and overtime we have built a lage volume of data and this increases our understanding of the blends performance. At the stage where a blend is looking promising we will issue this to our contracted pilots for comments and feedback from here a new blend or improved blend will go to production.

This is a typical data set from a TREX600 with an OF55 and TT Hi-Flow Pipe (which we have found to best suit the OS55). From this you can see the last session which was hard 3D flying shows the fuel which in this case was OH2018 our largest selling fuel working very well indeed. In session 3 which is hard 3D you can see the head temp increases slightly but the gas and back plate remain consistent also the RPM moving average is very stable indeed.

Plainly we have done this work on different oils from various suppliers and our competitors fuels so we understand how we compare giving us a baseline to work from. At OPTIFUEL^tm we take testing seriously!

So we have tested a new blend and this would be passed to our fixed wing contracted pilots to test and comment upon. Very often the first runs would be done on the bench testing’s RPM and idle plus operating temperatures on the bench then practical flying tests will be undertaken with any comments and suggestions fed back to the factory. We have several top pilots who assist us in this all are UK and International level pilots.

With respect to car fuels we apply the data we find to perform best in helicopters to cars however this is not a straight forward issue as car fuels are structurally different to aero fuels but we can identify high performance oils from flight testing and this does generally follow through to car fuels.

When we have a new car fuel to test we rent a track for a day call in the test drivers again top level drivers and usually do blind testing. So each driver will setup on their preferred fuel and settle into the track noting lap times, start temps, 5 minute temps and finish temps plus duration. All the data is collated into a spread sheet with the control times. During the day each driver will run a blend and these are noted as A, B, C etc some of which might well be their own (not necessarily OPTIFUEL^tm) and we look at the results.

This gives us a lot of data and good control data to compare blends against each other. From experience we know what to expect as previous testing will have given us a pointer from Helicopters. From this the car fuel developments and blends are honed.

HOW MUCH TESTING?

We test all the time from the very first day we started the project in January 2008 to today we test. Not a day goes by where we do not look at yesterdays data looking for variance with ambient conditions, more or less oil, different oils, blends of oils, nitro’s and engine, pipe and other technical combinations. This work gives us an insight into what works well and how hardware affects performance as well as fuel.

At OPTIFUEL^tm we intend to stay at the top of the fuel manufacturing business and to do this we need to work continually trying to find the next step forward in performance and reliability, to achieve this testing will continue everyday and we will continue to be the world’s top Nitro Fuel Performer, OPTIMIX30 SLV is an example of this work!

'FUEL YOUR PASSION'

SHIPPING FUEL - WHAT ARE THE RULES AND WHY?

WE SHIP FUEL FROM THE FACTORY TO PEOPLES HOMES AND PLACES OF WORK TO SHOPS AND OVERSEAS WHAT ARE THE RULES AND WHAT DO THE SYMBOLS MEAN.

THE BOXES ARE LABELLED AS FOLLOWS: UN1992,3,6.1,III    Flammable Liquid, Toxic, N.O.S. (Methanol XX%, Nitromethane XX%)

UN1992 - is the UN number for: Flammable liquids that are also Toxic.

 3 - is the Class for Flammable liquids.

6.1 - is the Class for Toxic substances.

III - is the Packing Group. (in this case PGIII as flash point is between 23C and 61C)

So on the shipping box we use the 4G/Y31/S/10 box as this is the UN approved box for our 5L Jerrycan. 

- UN1992,3,6.1,III allows us to ship 4x5L as LQ by Road Transportation.

- Shipping to Europe we have to include an IMDG note for the ferry crossing.

- Shipping by Air we have to include all relevant IATA DG paperwork and placard each box accordingly.

To ship products by IMDG or IATA DG the required paper work must be prepared by a person who is authorised to sign such documents. This means that you must by law either have a person on your staff with the required qualifications or use an approved consultant. The course is a twelve month part time course to gain the appropriote qualification. At OPTIFUEL^tm we do have such qualified people. 

WHEN DOES A BEARING NEED TO BE REPLACED?

BEARINGS WILL EVENTUALLY FAIL IN MODEL NITRO ENGINES PARTICUARLY THOSE USED IN EXSTREAM 3D APPLICATIONS OR THOSE THAT ARE ABUSED BY THE USER. BEARINGS FAIL FOR A NUMBER OF REASONS.

BEARINGS SUPPLIED AS STANDARD ARE CARBON STEEL NOT STAINLESS STEEL SO THEY WILL RUST IF MISSTREATED AND THIS WILL QUICKLEY DEGRADE THE BEARING. RUST GENERALLY OCCURS DUE TO THE ENGINE BEING LEFT 'WET' AFTER USE WITH FUEL. THE METHANOL IS HYDROSCOPIC SO IT WILL ATTRACT WATER/MOISTURE FROM THE AIR AND THIS MIXES WITH THE RESIDULE NITROMETHANE AND PRODUCE A WEAK NITRIC ACID AND IT'S THIS PROCESS THAT ATTACKS THE BEARING. IT'S GENERALLY ONLY THE BACK BEARING THAT FAILS AND THE PROCESS CAN BE MUCH FASTER THAN YOU MIGHT THINK.

ITS GOOD PRACTICE TO RUN THE ENGINE DRY AFTER USE SUCH THAT IT WILL NOT START, DO THIS BY LEAVING THE ENGINE TO IDLE TO A STOP RESTART AND WHEN IT WILL NOT START AGAIN MAKE SURE THE THROTTLE IS CLOSED. TURN THE PROP OR FAN IF A HELI SUCH THAT THE ENGINE IS ON COMPRESSION THIS ENSURES THE EXHAUST PORT IS CLOSED. IF THERE IS AN EXHAUST DEFLECTOR FIT A PLUG TO ENSURE NO AIR GETS IN. THIS SHOULD HELP WITH BEARING LIFE. IF YOU ARE GOING TO LAY AN ENGINE UP FOR ANY EXTENDED PERIOD INJECT SOME AFTER RUN OIL.

NEVER RUN AN ENGINE WHERE THE BEARING 'SOUNDS' ROUGH AS THIS WILL LEAD TO A MUCH MORE EXPENCIVE BILL THAN A NEW BEARING!

RUSTY OS55 BEARING - TIME TO CHANGE IT!

OPTIFUEL^tm RACE FUEL DEVELOPMENT

WE HAVE BEEN RUNNING TESTS ON A NEW BLEND OF CAR FUEL IN RECENT WEEKS AND WE HOPE TO OFFER THIS SOON AFTER THE FINAL PERFORMANCE DATA REVEIWS ARE COMPLETE. WE THINK THIS WILL PUSH OPTIFUEL^tm RACE PRODUCT TO NUMBER ONE SLOT AS IT WILL GIVE BOTH FASTER LAP TIMES AND LONGER ENDURANCE!

WATCH THE NEWS FOR DEVELOPMENTS.

BEWARE OF CLUNK TUBE DEGREDATION.

SOME CLUNK TUBE MATERAILS SEEM TO DEGRADE REASONABLY QUICKLY AND IN EXHAUST GAS PRESSURED ENGINES THIS DETERIATION IS ACCELORATED. FIRST SIGNS OF THIS ARE LIKELY TO BE AN UNEXPECTED LEAN RUN IN FLIGHT OR DIFFICULTY HOLDING TUNE. CHECK THESE EVERY MONTH OR SO. REMEMBER UNEXEPECTED LEAN RUNS HAPPEN FOR A REASON! LAND AND INSPECT.

PROBUILD CONFIRM    OPTIFUEL™ IS SAFE TO USE WITH YS90 SERIES HELICOPTER ENGINES AFTER TESTING.

BASIC ENGINE FUEL & APPLICATION GUIDE REV 3
OPTIFUEL™

Notes to consider with respect to Nitro content selection and oil type.

We mention the engine will run cooler with more nitro, which in practise is true but might be worth explaining in more detail:

More nitro burning actually liberates more heat! The reason it runs cooler is because burning more nitro liberates more oxygen and therefore burns more methanol, the more fuel you burn, the more oil goes through the engine and it is the oil that disperses the heat!

It is also worth mentioning on the MV (Medium Viscosity) fuel is slightly less economical than the Low Viscosity oil and the Super Low Viscosity oil (SLV) based fuels are around 25% more economical and run even cooler due to the reduced restriction to flow in the carburetion system.

The importance of the correct heat value plug is critical always use the manufacturer’s recommendations. Too cool a plug will tend to cut out on idle and not deliver full power; this is in effect retarding the ignition. Too hot a plug will tend to overheat, run lean and can ultimately hole the piston! 

High nitro fuels can be used by beginners, in fact, engines are more easily tuned. The only down side will be the expense. You will have more power, but if toned down with the use of throttle curves or governor, the helicopter can then be used for gentle basic flight.

Finally use a pipe that is designed for use with your engine, use the manufacturers recommended selection as pipes vary in design and can impact the performance in a significant way even cause exhaust port overheating and eventually liner/piston or ring failure.

HELICOPTER

OH0518  5% Nitro and 18% KLOTZ_® Oil (Low viscosity)

Typically used for beginners only and scale (higher nitro will run cooler in scale we would advise helicopter users to use a minimum of 12% nitro even as first time beginners) High nitro fuels can be used by beginners, in fact, engines are more easily tuned. The only down side will be the expense. You will have more power, but if toned down with the use of throttle curves or governor, the helicopter can then be used for gentle basic flight.  The engine can be made to run on 5% but will tend to be very fussy and if loaded will get hot very quickly. OS instructions recommend a minimum of 10% nitro OK for use with OS50, OS50H, TT36, TT39, YS50.

OH1218 12% Nitro and 18% KLOTZ_® Oil (Low viscosity)

Use for beginners off training skids and scale. Very mild aero’s OK but not high load aero’s only loops and rolls. OK for use with OS50, OS50H, TT36, TT39, YS50.

OH2018 20% Nitro and 18% KLOTZ_® Oil (Low viscosity)
  
Use for intermediate pilots flying nose in, inverted, general aero’s including higher load aero’s. Good all round sport fuel and will take any pilot from beginner to lower advanced level. This fuel will fly all aero manoeuvres but more care needed with pitch timing to avoid bogging. This will run cooler than 5% or 12% so appropriate in scale as well. OK in almost all engines including: OS50, OS50H, OS55, TT36, TT39, TT53, ROSSI 57, YS91SR (now discontinued) YS91SRS (US version is YS91SR 3DS), OS90HZ, OS90SC.

OH3020 30% Nitro and 20% KLOTZ_® Oil (Low viscosity)
  
Use for advanced to professional level. Capable of all flying manoeuvres including very high load aero’s such as TicToc’s. OH3020 will run cool and is smooth. Please use engine manufacturers recommended pipe and plug. OH3020 might bog on very high torque manoeuvres. OK for use with: OS50, OS50H, OS55, TT36, TT39, TT53, ROSSI 57, YS91SR (now discontinued) YS91SRS (US version is YS91SR 3DS), OS90HZ, OS90SC.

OH3020SLV 30% Nitro and 20% KLOTZ_® Oil (Super low viscosity)
  
Use for advanced to professional level. Capable of all flying manoeuvres including very high load aero’s such as TicToc’s. OH3020SLV will run very cool and is smooth with slightly lower smoke. This is the most powerful Nitro fuel available and is really aimed at the highest calibre of pilot and not suitable for beginners or intermediate pilots. Difficult to bog with a well set up machine. Please use engine manufacturers recommended pipe and plug. OK for use with: OS50, OS50H, OS55, TT36, TT39, TT53, ROSSI 56, YS91SR (now discontinued)YS91SRS (US version is YS91SR 3DS), OS90HZ, OS90SC.

OH0520MV 5% Nitro and 20% KLOTZ_®Oil (Medium Viscosity)
  
This works very well with WEBRA engines which tend to prefer low nitro content and slightly thicker more traditional oil pack. Also consider OH1020MV, as WEBRA suggest 5 to 10% nitro.

OH1220 12% Nitro and 20% KLOTZ_® Oil (Low viscosity)
  
This can be used in both 4-stroke and 2-stroke engines and is a good  compromise for the fixed wing pilot who dabbles with helicopters and scale. Very mild aero’s OK but not high load aero’s only loops and rolls. OK for use with OS50, OS50H, TT36, TT39, YS50.

OH2020 20% Nitro and 20% KLOTZ_® Oil (Low viscosity)

This can be used in both 4-stroke and 2-stroke engines and is a good compromise for the fixed wing pilots who dabble with helicopters  and scale. Use for intermediate pilots flying nose in, inverted, general aero’s including higher load aero’s. Good all round sport fuel and will take any pilot from beginner to lower advanced level. This will run cooler than 12% so appropriate in scale as well. OK in almost all engines including: OS50, OS50H, OS55, TT36, TT39, TT53, ROSSI 57, YS91ST, YS91SR (now discontinued) YS91SRS (US version is YS91SR 3DS), OS90HZ, OS90SC.

FIXED WING 2-stroke Fuels

OH0518  5% Nitro and 18% KLOTZ_® Oil (Low viscosity)

Use for beginners only and scale (higher nitro will run cooler) OK for use in OS Engines, SCA Engines, Irvine Engines.

OH1218 12% Nitro and 18% KLOTZ_® Oil (Low viscosity)

Use for beginners and sport pilots and scale. Very mild aero’s are fine but not high load aero’s only loops, inverted, stall turns and rolls. OK for use in most YS, OS, Irvine, SCA and other. OH1218 works very well in Laser engines.

OH2018 20% Nitro and 18% KLOTZ_® Oil (Low viscosity)
  
Use for intermediate pilots general aero’s including higher load aero’s. Good all round sport fuel and will take any pilot from beginner to lower advanced level. 20% nitro fuel will run cooler than 5% or12% so appropriate in scale as well. OK in almost all engines including: OS, YS etc.

OH3020 30% Nitro and 20% KLOTZ_® Oil (Low viscosity)
  
Use for advanced to professional level. Capable of all flying manoeuvres including very high load aero’s such as prop hangs etc. Runs cool and smooth OK for use with almost any 2 or 4 stroke engine and particularly good in YS63, 90, 140, 160, 170. Works well in most OS engines and Saito engines and fuel of choice in F3A machines.

OH3020SLV 30% Nitro and 20% KLOTZ_®Oil (Super low viscosity)
  
Use for advanced to professional level and not aimed at beginners but can be used very successfully, allowing easy tuning, cost being the only consideration. Capable of all flying manoeuvres including very high load aero’s. Runs very cool and is very smooth with slightly lower smoke. This is the most powerful Nitro fuel available (in the world) and is really aimed at the highest calibre of pilot and not suitable for beginners or intermediate pilots. Suitable for both 2 and 4 stroke engines and used widely in F3A circles and 3D flying.

FIXED WING 4-stroke Fuels

OH1220 12% Nitro and 20% KLOTZ_® Oil (Low Viscosity)

This fuel is aimed at the sport flyer that runs both 2 and 4 strokes and only wants one fuel and works in almost all engine types including Laser and Saito. Works well in both Helicopter and Fixed wing applications. Low nitro content so extreme manoeuvres are not possible.

OH2020 20% Nitro and 20% KLOTZ_® Oil (Low Viscosity)

This fuel is aimed at the sport to intermediate flyer who runs both 2 and 4 strokes and only want one fuel that works in almost all engine types including most YS, OS, Irvine, SCA, Laser, Saito’s and others. Works well in both Helicopter and Fixed wing applications. Most manoeuvres are possible except very extreme ones.

OH0520MV 5% Nitro and 20% KLOTZ_® Oil (Medium Viscosity)
  
This works very well with WEBRA engines which tend to prefer low nitro content and slightly thicker more traditional oil pack. This fuel is also good for older worn engines and scale machines. Will work well with OS engines and Saito but a little on the low nitro side for Saito.

OH1020MV 10% Nitro and 20% KLOTZ_® Oil (Medium Viscosity)

This fuel is aimed at users of Contest 10, Bekra and similar fuels. It is good for most fixed wing applications but not great in helicopters. Will work with OS, YS, and Saito’s, not quite (higher nitro would be better) as performance driven as the low viscosity oil pack fuels, a more traditional feel to this. Lasers tend to prefer the low viscosity oil pack OH1218 or OH1220. This will run in both 2 and 4 stroke engines.

OH1520MV 15% Nitro and 20% KLOTZ_® Oil (Medium Viscosity)

This fuel is aimed at users of Contest 10/20, Bekra and similar fuels. It is good for most fixed wing applications but not great in helicopters. Will work well with OS, YS, and Saito’s, not quite as  performance driven as the low viscosity oil pack fuels and this has a more traditional feel to this. Lasers tend to prefer the low viscosity oil pack OH1218 or OH1220. This will run in both 2 and 4 stroke engines.

OH2020MV 20% Nitro and 20% KLOTZ_®Oil (Medium Viscosity)

This fuel is aimed at users of Contest 20, Bekra and similar fuels. It is good for most fixed wing applications but not great in helicopters. Will work well with OS, YS, and Saito’s not quite as performance driven as the low viscosity oil pack fuels this has a more traditional feel to this. Lasers tend to prefer the low viscosity oil pack OH1218 or OH1220. This will run in both 2 and 4 stroke engines.

OH3020 30% Nitro and 20% KLOTZ_® Oil (Low viscosity)
  
Use for advanced to professional level. Capable of all flying manoeuvres including very high load aero’s such as prop hangs etc. Runs cool and smooth OK for use with almost any 2 or 4 stroke engine and particularly good in YS63, 90, 140, 160, 170, 170CDi. Works well in most OS engines and Saito engines it’s the fuel of choice in F3A machines.

OH3020SLV 30% Nitro and 20% KLOTZ_® Oil (Super low viscosity)
  
Use for advanced to professional level. Capable of all flying manoeuvres including very high load aero’s. OH3020SLV runs very cool and is smooth with slightly lower smoke. This is the most powerful Nitro fuel available (in the world) and is really aimed at the highest calibre of pilot and not suitable for beginners or intermediate pilots. Suitable for both 2 and 4 stroke engines and used widely in F3A circles and 3D flying both fixed wing and helicopter.

OH2510 25% Nitro and 10% KLOTZ_® Oil (Super low viscosity)

This is designed specifically for the YS170CDi Engine and must not be  used in any other engine and only in genuine factory supplied engines not conversions.

OH3022YS 30% Nitro and 22% KLOTZ_® Oil (Low Viscosity)

Designed for YS engines such as the bigger DZ range but runs well in all YS 2 and 4 strokes where the user requires slightly higher oil at 22%.

NOTES:

OPTIFUEL™ endeavours to test all engine and pipe combinations and we have an ongoing testing regime. We do however strongly recommend that you use the correct pipe with your engine as an incorrectly matched pipe can severely impact the performance of the engine allowing it to run hot and eventually causing damage.

Modern synthetic oils smoke fairly consistently and do not reduce in smoke markedly with leaning so smoke is not great pointer to how rich or lean an engine is. Always start with the engine suppliers suggested needle positions as these are generally fairly close. Always run an engine in rich for at least a bottle perhaps more. At OPTIFUEL™ we only use KLOTZ_® synthetic oil and no castor. If you require a special blend with castor or no nitro we will manufacture for you using KLOTZ_® BeNOL racing castor, please call factory for details.

If the engine runs well then suddenly leans off for no reason land and inspect as this should not happen and is indicative of a fuel feed change often associated to the in tank clunk tubes becoming soft or perished. Check clunk tubes in main tanks and header tanks regularly as they do deteriorate after 6 to 8 weeks and either fall off or become ‘soft’ and can lead to unexplained in flight lean runs.

The Backplate of the engine should be cool enough to touch if it’s not then it is likely the engine is too lean. Even with very hard 3D helicopter flying the backplate rarely exceeds 40 degrees C!

Where helicopters are concerned we would advise a minimum nitro of 12% and if you can afford it 20% and this will be much easier to ‘tune’ and less affected by ambient change.

Engines Tested:
OS50
OS50H
OS55H
OS91SC
OS90HZ
OS90HZP
OS25FX
OS46AX
OS46FX
OS120
YS50ST
YS56
YS91ST
YS91SR (now discontinued)
YS91SRS (US versions is YS91SR 3DS)
YS63 (Heli and fixed wing versions)
Saito56
Saito72
Saito82
Saito 100
YS140
YS160
YS170
YS170CDi
Rossi56
Webra
TT36
TT39
TT53 (Red Line)

We have tested several pipes on Heli engines if you need our views on the ones tried please contact us via the website.

Always use a glow plug, pipe, oil/nitro combination in accordance with the manufactures guidance. Always start with the needle positions as noted in the official manual associated to the engine and run in as instructed in the manual.

The OPTIFUEL™ team are always available to answer questions where we can, just email your queries to sales@optifuel.co.uk and we will endeavour to respond quickly.