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6-7-08 - After some testing, I have decided to make a slight modification, full tests soon 5-24-08 - I had some time this weekend to finish up the head. The prototype is designed around the Align 600 upgrade blade grips to give the correct push rod clearances. I now have thoughts for a simpler easier to build design with more flexibility, planning to start work on it soon. In the mean time, I will test this unit for functionality, overall geometry and ruggedness. Making the adjustments to the swash plate for controling the head and the follower for phasing.
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4-27-08 - I needed a test unit for the 8 blade head under development and spent a couple nights installing a Neu motor in a Freya with some old parts I had laying around.
On 12S using 12Tx95T, flat curves are at 50, 60 and 70 percent, head speed is 1700, 1800 and 1900. The main gear is still shedding under all this power leaving small white flecks everywhere. I will run 10S in the future.
The funny thing is, it flies exceptionally well!
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4-19-08 - I managed a to get in a few tanks this weekend with a CY V3 Governor. The problem is keeping the muffler stabilized, the mounts are too susceptible to these vibration levels. I will either revise the mounts or weld the pipe to the custom manifold and eliminate the Viton o-ring system. 4-7-08 - On Saturday I had to take care of a loose fan - there is vibration. Sundays flights went well with some rolls, flips and FFF. It is almost impossible to set the throttle curves with this much power. I have a TJ Pro on the bench to setup on 15% Synthetic Morgan for the coming tests. Since it appears we have a predictable and strong motor candidate I have started to work on the 8 blade head. The drawings are completed and it's setup for 8 Align blade grips. The 3 inch cube of 6061 is on the mill, more chips this week. 3-30-08 - Sunday's flying was exceptional! This 1.60 is more like a tight .91 with the revised Dynatron. You must prime the 1.60 with a finger to the muffler for a few seconds to get it to start when cold. I went a screw driver blade richer on idle and it will sit there all day with big fin buzz at idle. Once in the air it seems to smooth out well enough, nothing has vibrated loose yet. The power is insane, although it isn't that much more than a well tuned 90. The torque factor is just unreal. The design of the 8 blade head is coming around to support a very large scale project in the future. The head temp after 6 minutes and 1/2 of the tank was only 160 degrees. I am getting 12 minute flights on the large EVO tank, but I don't remember how many CC's this is. I will go to lower nitro in testing over the next month while trying to find one of the CY governors. 3-29-08 - I was able to start the 1.60 today with the new revised starter and I was able to fly for some time before it went a little lean and I landed. All I can say at this point is WOW, the power and torque are off the scale! 3-16-08 - While waiting for parts, I moved on to the project that was next in line. The OS 1.60 glow motor is installed and running 5.9 to 1 gearing. The new motor mount blocks were milled from black delrin since this case is a little larger. The headspeed should end up around 1700 RPM running it just a little beyond the torque peak. Engine start today went well and with a geared starter, it didn't complain too much. It is running very rich at low throttle and blades off for this test. The engine temps at no load was around 110, most likely because it is cold and raining here this weekend. The first flight will have to be at the Las Vegas fun fly next weekend since I have to work next week.
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The little Century starter is impressive for it's size, but the 1.60 was to much for it and it went poof in Vegas. I had some SDP fairloc gears and was able to come up with a 2:1 gearing using 1 module gears. I milled the adapter plate and fitted the gears after drilling the centers of the gears to match the output shafts and milled the anti rotation pin slot.
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3-9-08 I went back to the big muffler and transition was better without the tuned pipe effect of the muscle pipe. I had a problem with the muffler coming loose, seems the bolt head pulled through the mount perch??. The allen bolt snapped on removal (red loctite), so I drilled the head off and removed the muffler. Cut the remaining stud off and drilled for an easy out. No joy here as the case was damaged during extraction. Testing is on hold for the time being while I shop for a new case. 3-8-08 I was able to fly today, adjusting the low and high needles as I went along. There is a small transition problem with the muscle pipe and the engine temps are higher, I think the back pressure is too high. I got WAY to carried away and got the motor hot, although it was flying well up to that point. I will need to add the fan shroud base plate to see if this will improve the cooling. 3-2-08 Worked on the carburetor setup in conjunction with mounting the CY Muscle Pipe and had to move the choke to the right side for clearance. This gives a better fuel line routing, improved the pressure line setup from the crankcase nipple to the carb base and gets the choke lever on the cold side of the motor. Engine starts on Sunday afternoon 3-2-08 went well, requires a reset of the needles at the field next Saturday after chasing a gremlin.
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The Zenoah G20 is only about a 1/2 pound heavier than a OS .91. It is at least a half pound lighter than a standard Freya.
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The frames required a little modification here and there to give clearance for the larger fan and shroud to cope with the heat a gasser puts out in comparison to an alcohol setup. I moved the battery tray up to give better access to the spark plug. This mimics the method used on the Aurora by trimming the frames and drilling the cross block holes.
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MVVS 1.6 26cc, reworked a 15T pinion and 91T main gear for a 6:1 gear ratio
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Click the graphic for download: 
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Going to a Fun Fly is fun!
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Here is the under slung version of the SSR-V head on the Freya EX.
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Here is the VOR503 I raced during the 2000 season in Supermoto and the new 2006 Husky SMR510 I race now.
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