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Old Jun 19, 2009, 09:59 AM
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Quote:
Originally Posted by hotrodblazer
I have a .45 OPS marine that I would like to convert to aero use for speed plane. I have searched the above links and they seem to only deal with marine or car/ buggy uses.
I need a parts supplier that ships to USA.Needing air cool head,and prop driver.
Thanks
Hi,

most of the before listed suppliers of OPS marine engines will also help you to obtain the required "aero" engine parts for converting your marine engine to aero-speed-application. As we know the marine and aero engines do share many parts.
However, you may also try to purchase a NIB actual OPS .45 FAN engine. It should be equipped with the new drum rotor valve and the actual higher-timed 3+2 ports piston/sleeve assembly #4376 and the actual heavy duty ERGAL/DURAL-connecting rod. This current OPS .45 engine is more powerful than the OS .46 VX-DF for instance.



To enable a quick order it is advisable to provide the numbers of the OPS aero-specific spare parts.

So here's the parts list for the conversion

from the
#8710 OPS .45 speed SPP RCB marine engine (slightly lower-timed disc rotor intake valve engine, it was replaced by #8711)
#8711 OPS .45 speed SPP RCB marine engine (actual disc rotor intake valve engine)
#87111 OPS .45 speed SPP RCB marine engine (actual drum rotor intake valve engine)
to the
OPS .45 speed SPP FAN aero engine
  • .45 finned cylinder cooling head #4021
  • .40/.45/.29 propeller driver assembly #0640
  • .40/.45/.29 straight (0 degree) exhaust header #4881 (ca. 80 mm long)
  • or MACS # 3480 straight (0 degree) exhaust header or MACS # 3482 fuse top style exhaust header

In case your goal is all-out straight line speed for competition purposes the conversion to the OPS .45 speed SPP “VAE” aero engine (it will look like the OPS .40 speed SPP PYL, see pics below) requires:
  • .45 finned cylinder cooling head #4021
  • .40/.45/.29 pylon/speed spinner assembly #2300
  • .40/.45/.29 venturi carb (bore of 10 mm diameter): #4290
  • .40/.45/.29 speed needle assembly: # 4330 + # 9410
  • .40/.45/.29 straight (0 degree) exhaust header #4881 (ca. 80 mm long)
  • or MACS # 3480 straight (0 degree) exhaust header or MACS # 3482 fuse top style exhaust header
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Old Jun 19, 2009, 10:09 AM
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more links:
http://www.mantuamodels.co.uk/pagevi...GINES&cust=207
http://www.mantuamodel.com/index.php...elli&Itemid=92


Mantuamodel is the main European distributor for the brand OPS:

Mantua Model
Via Statale sud 2/3
46048 Santa Lucia di Roverbella
Mantova
Italy
P.I. 00048900203
mantua@mantuamodel.com
info@mantuamodelhelp.com
http://www.mantuamodelshop.com/contact_us.php
Tel. (+39) 0376-270287 from Monday to Friday: 09-12 - 14-17
Tel. (+39) 0376-697087
Tel. (+39) 0376-697088
Fax (+39) 0376-697272

Mantua Model Uk Ltd
179 Dedworth Road
Windsor
Berkshire
SL4 4JN
info@mantuamodel.co.uk
Tel: (+44) 01753-856321
FAX: (+44) 01753-857444
Postage charge will be up to £10 = £3.50, up to £20 = £5.00, up to £50 = £8.00 Over £50 Postage is FREE, within Great Britain.
Deliveries Abroad: Please e-mail us with your order and we will quote you including postage. Make sure you give your full address so we can price the postage correctly. Postage will be charged at cost. If outside the EU we will deduct UK Tax of 15%.



OPS headquarters Italy:

Rc Power S.R.L.
Via Giacomo Matteotti,128
20041 Agrate Brianza
Tel.: (+39) 0396-890424
FAX: (+39) 0396-890428


As for shipping abroad, MANTUAMODEL UK or MANTUAMODEL ITALY for instance have shipped many times to the US in the past. GUNDERT and HYDROMARINE do also ship internationally (usually without national VAT outside the EU).
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Old Jun 20, 2009, 01:40 AM
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Thanks
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Old Jun 20, 2009, 08:53 AM
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Joined Dec 2008
114 Posts
And now comes the parts list for the conversion

from the
OPS .65 speed SPP RCB (#8270) marine (slightly lower-timed disc rotor intake valve engine, it was replaced by #8271)
OPS .67 Super SPP RCB (#8271) marine = disc valve + bronze bushed conrod engine
OPS .67 Super SPP RCB (#8281) marine = disc valve + needle bearing conrod engine
OPS .67 Super SPP RCB (#82711) marine = drum valve + bronze bushed conrod engine
OPS .67 Super SPP RCB (#82811) marine = drum valve + needle bearing conrod engine
to the
OPS .65 & .67 super SPP FAN aero engine:
  • .60/.65/.67/.80 standard propeller driver assembly #6250
  • .60/.65/.67 straight (0 degree) exhaust adapter #6110 (short)
  • or .60/.65/.67 straight (0 degree) exhaust header #6350 (ca. 100 mm long)
  • or .60/.65/.67 fuse-top style exhaust header #6881 (ca. 100 mm long, 15 mm of clearance)
  • or MACS # 3810 straight (0 degree) exhaust header or MACS # 3812 fuse-top style exhaust header with 1.5” of clearance

In case your goal is all-out straight line speed for competition purposes the conversion to the OPS .65 & .67 super SPP “VAE” aero engine (it will look similar to the below shown goldhead OPS .60 super SPP VAE) requires:
  • .60/.65/.67/.80 pylon/speed spinner assembly #6300
  • .60/.65/.67/.80 venturi carb (bore of 11.5 mm diameter) #6290
  • .60/.65/.67/.80 speed needle assembly: # 4330 + # 9410
  • .60/.65/.67 straight (0 degree) exhaust adapter #6110 (short)
  • or .60/.65/.67 straight (0 degree) exhaust header #6350 (ca. 100 mm long)
  • or .60/.65/.67 fuse-top style exhaust header #6881 (ca. 100 mm long, 15 mm of clearance)
  • or MACS # 3810 straight (0 degree) exhaust header or MACS # 3812 fuse-top style exhaust header with 1.5” of clearance
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Old Jun 20, 2009, 09:08 AM
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114 Posts
So let's now do a conversion of an OPS .65 speed SPP RCB (#8270) marine to create the OPS .65 SPP FAN aero engine.

This is our slightly used powerful 5-ports goldhead OPS .65 marine engine we just bought from a buddy:



After disassembling the engine we are carefully cutting a slot into the aluminium water cooling ring of the cylinder housing. The fine hacksaw blade of our bow saw must not touch the engine case at the sealing gasket locations!



Then just before the aluminium cooling ring has been sawn through, we are spreading the slot using a screwdriver. The cooling ring now can be pulled off the engine easily.



We thoroughly clean the entire engine housing outside and inside with warm soap water – no aluminium swarf will be left.

Finally we are taking the aero-specific spare parts (prop driver, exhaust header), we're swapping the front and rear end and we're reassembling our former marine engine.

So this is our “new” OPS .65 speed aero engine ready to go for 210 or more mph (depending on airframe aerodynamics and and speed propeller choice).

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Old Jun 20, 2009, 12:38 PM
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Joined Dec 2008
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And now comes the parts list for the conversion

from the 3+2+2 ports red or bluehead
OPS .80 speed SPP RCB (#85000) marine = disc valve + bronze bushed conrod engine
OPS .80 Super SPP RCB (#85001) marine = disc valve + needle bearing conrod engine
OPS .80 Super SPP RCB (#85002) marine = drum valve + bronze bushed conrod engine
OPS .80 Super SPP RCB (#85003) marine = drum valve + needle bearing conrod engine

to the

OPS .80 super SPP FAN aero engine:
(#85010) = disc rotor intake valve + needle bearing conrod engine
(#85020) = disc rotor intake valve + needle bearing conrod engine + large air cooling head
(#85030) = disc rotor intake valve + bronze bushed conrod engine
(#85050) = disc rotor intake valve + bronze bushed conrod engine + large air cooling head


parts needed:
  • .60/.65/.67/.80 standard propeller driver assembly #6250
  • .80 straight (0 degree) exhaust adapter #6118 (short)


In case your goal is all-out straight line speed for competition purposes the conversion to the OPS .80 super SPP “VAE” aero engine requires:
  • .60/.65/.67/.80 pylon/speed spinner assembly #6300
  • .60/.65/.67/.80 venturi carb (bore of 11.5 mm diameter) #6290
  • .60/.65/.67/.80 speed needle assembly: # 4330 + # 9410
  • .80 straight (0 degree) exhaust adapter #6118 (short)
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Old Jun 20, 2009, 02:35 PM
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Below shown is a special pusher configurated OPS .67 Super SPP FAN engine.

This high performance engine will be mounted in a pusher prop driven speed delta in future.

The special thing here is that this OPS engine is set up to rotate reversely ( = clockwise)!

Because of that the standard tractor-type carbon fiber props can still be applied for the pusher delta project. That's a great advantage due to the lack of suitable carbon fiber pusher props...

The following links do explain the simple procedure to make all disk rotor valve OPS engines run reversely:
http://www.rcgroups.com/forums/showp...7&postcount=21
http://www.rcuniverse.com/forum/m_79...tm.htm#7990063








The large (60 mm diameter) OPS .65/.67/.80 heat sink cylinder air cooling head #6955 generally can be combined with:
  • .65/.67 head button “standard” #6962
  • .65/.67 head button “nitro” #6961
  • .80 head button “standard” #6969
  • .80 head button “nitro” #6968



The above shown muffled pusher-style tuned pipe was made by BYRON and isn't available any longer NIB. It is suitable for .60 to .67 sized DF engines. At that time BYRON also offered a similarly looking .90 tuned pipe (for the OS .91 VR-DF “large head” in particular).

It is not easy to find pusher-type tuned pipes today. But there are still several options:

OPS:
  • 10 to 11 cc: non-muffled pusher tuned pipe #6281 (you may add a final muffler, #07050 by MERKER is highly recommended because it does not restrict the exhaust gas flow)
  • 13 to 15 cc: non-muffled pusher tuned pipe #5271 (you may add a final muffler, #07050 by MERKER is highly recommended because it does not restrict the exhaust gas flow)
  • 13 to 15 cc: muffled pusher tuned pipe #5921


MERKER (index- ”F” muffled pusher tuned pipes):
http://www.merker-modellbau.de/impeller.htm
  • 10 to 12 cc: #06043
  • 10 to 12 cc: #26041
  • 13 cc: #26042
  • 13 to 15 cc: #06051
  • 13 to 15 cc: #26051

Weston UK (mini pusher tuned pipes):
http://www.westonuk.co.uk/new_website_189.htm
  • 13 to 15 cc: #VPT.DFM.5
  • 13 to 15 cc: #VPT.DFM.7

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Old Jun 20, 2009, 03:03 PM
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114 Posts
There are often private sale advertisements and auctions of OPS .67 (11 cc) and .80 (13 cc) marine engines. But the sellers sometimes do mix up the .67 and .80 engines due to their very similar appearance.

For that the following pics show the most significant differences of both engine cases. Especially the widened exhaust flange of the .80 engine helps us to identify the offered engine at first sight.
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Old Jun 21, 2009, 02:55 PM
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Joined Aug 2008
36 Posts
Thanks "I Love Jets" for the information.The amazing part is these engines are still at the top of class today yet most are designed 20 years ago!
Danny
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Old Jul 14, 2009, 02:31 PM
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Quote:
Originally Posted by mjd
Thanks for the info - those are the props I was asking about. I shall go ahead and run mine on the OPS .15 then! I will use bushings of course.
Yep, these Graupner Speed Props (non- CAM version) are well suited also for any 2.5 or 3.5 OPS speed engine.

So what .15 OPS engine do you have? - There are several FISE ( "SLA" ) and FIRE ( "SPA" ) versions, differently timed and with different carb bore diameter.


Please tell us
  • the stock exhaust timing of your OPS
  • the carb bore and the crankshaft bore dia
  • the speed plane airframe
so that it is possible to determine the right prop size and tuned pipe length.



Quote:
Originally Posted by mjd
OPS .15 Speed SLA, FISE, Perry carb with ~6mm bore. I think this is the configuration OPS lists on their engine chart at 0.65hp @ 23,000 rpm? What do you know about these?

I bought it because it is brand new and I got it at a good price AFAIK. And, I just wanted it because it was there and it is an OPS. I have not degreed an engine before, but it's not rocket science and I figure I can handle it.

For now I plan to fit it to a silly little sport speed delta I am building - I figure it has to be good for 200kph with a sensible prop selection and the pipe set up right. Later I'll build a more speed-dedicated model, but I would of course rather have a RE engine for that.

I planned to start with a 6x5.5" prop and go from there.

A 6x5.5” speed prop sounds OK in terms of prop load for your engine (piped!) and in combination with this small delta airframe.



These are the different versions of the 2.5 cc OPS aero engines:

FIRE configuration
  • OPS 2.5 Speed SPA RCA (#8140) / ABC / 17000 rpm => piston-sleeve assembly #1030
  • OPS 2.5 Speed SPA STD (#8160) / ABC / 23000 rpm => piston-sleeve assembly #1030
  • OPS 2.5 Speed SPA STD (#8161) / AAC / 23000 rpm => piston-sleeve assembly #1031
  • OPS 2.5 Speed SPA VAE (#8150) / ABC / 34500 rpm => piston-sleeve assembly #1370 or the 5-ports version #1377 featuring two additional by-passes

FISE configuration
  • OPS 2.5 Speed SLA RCA (#8170) / ABC / 17000 rpm => piston-sleeve assembly #1030
  • OPS 2.5 Speed SLA STD (#8180) / ABC / 23000 rpm => piston-sleeve assembly #1030
  • OPS 2.5 Speed SLA STD (#8181) / AAC / 23000 rpm => piston-sleeve assembly #1031


So your OPS .15 R/C FISE is #8170 (because of the R/C carb). As for the crankshaft bore diameter of your engine I assume it has 8 mm. Sadly a 6 mm carb bore is too restrictive for 23000 or more rpm. For that a carb bore of 7 to 7.5 mm is highly recommended in your case. So you should swap your Perry carb...
To find the right tuned pipe length you first need to measure the exhaust timing using a degree wheel (glued to stiff cardboard for instance).




Finally some pics of the hottest .15 sized OPS engine, the 2.5 Speed SPA VAE (to be used with a twin-cone pipe only such like the MACS #1110):
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Old Jul 14, 2009, 04:37 PM
mjd
MikesRC
Canada, ON, Orangeville
Joined Aug 2003
52 Posts
Quote:
Originally Posted by I-Love-Jets
So your OPS .15 R/C FISE is #8170 (because of the R/C carb). As for the crankshaft bore diameter of your engine I assume it has 8 mm. Sadly a 6 mm carb bore is too restrictive for 23000 or more rpm. For that a carb bore of 7 to 7.5 mm is highly recommended in your case. So you should swap your Perry carb.
I can swap carbs no problem, or install a venturi/NV assembly. For now I'd prefer a carb until I find out if the delta works.

Where does this engine make its best power as is, in other words what rpm do you think I should target; 23,000 as OPS lists in the ratings, or..?

Would the #1377 P/L assembly be of benefit as a hop-up for this engine?

Thanks for all the cool info.

MJD
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Old Jul 14, 2009, 06:08 PM
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Quote:
Originally Posted by mjd
Where does this engine make its best power as is, in other words what rpm do you think I should target; 23,000 as OPS lists in the ratings, or..?
Well, your stock OPS 2.5 Speed SLA RCA (#8170) engine should be propped to run between 21K and 25K unloaded for your speed delta project. Nothing will break if it does exceed the specified 23000 rpm.

For that create a test prop to be used for static test runs only (simulating unloaded flight rpm):
  1. cut 10% of the diameter off the mentioned Graupner Speed Prop 6.0x5.5" and re-balance it
  2. set a pipe length of 23 cm between glow plug (cold #6) and middle of the belly of the full length pipe.
  3. shorten the pipe length at 5 mm steps until no rpm-gain is observable during the test stand runs.
Then remove that 5.4x5.5 test prop and install your regular flight prop being a non-modified but carefully balanced Graupner Speed Prop 6.0x5.5.



Quote:
Originally Posted by mjd
Would the #1377 P/L assembly be of benefit as a hop-up for this engine?
I just found out that all of the 2.5 cc OPS aero engines – except for the super hot VAE (#8150) - come with the crankshaft #1230 featuring only 7 mm of bore diameter. So a maximum carb bore of 7 mm is feasible here (better is 6.5 mm)!

In contrast the #8150 VAE engine features the large-bore crankshaft (#1231) with a 9 mm diameter passage.

The VAE also comes with one of the mentioned high-timed liners and the big-bore speed venturi #1261 instead of the standard venturi carb # 3260 of the other non-R/C 2.5 cc FIRE and FISE engines.

So the very high rpm numbers the VAE .15 engine is capable of (well in excess of 30.000 ) is also the result of considerably improved mixture flow. Therefore it wouldn't be promising to put the high-timed liner of the VAE into one of the other (in this case too restrictive) 2.5 cc OPS engines...
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Old Jul 17, 2009, 11:27 PM
mjd
MikesRC
Canada, ON, Orangeville
Joined Aug 2003
52 Posts
Quote:
Originally Posted by I-Love-Jets
Well, your stock OPS 2.5 Speed SLA RCA (#8170) engine should be propped to run between 21K and 25K unloaded for your speed delta project. Nothing will break if it does exceed the specified 23000 rpm.

So the very high rpm numbers the VAE .15 engine is capable of (well in excess of 30.000 ) is also the result of considerably improved mixture flow. Therefore it wouldn't be promising to put the high-timed liner of the VAE into one of the other (in this case too restrictive) 2.5 cc OPS engines...
Oh well, I'll have to make do with it as is.

It looks really cool with the little 1110 pipe. I'm just fitting it to my test stand, trying to hold the pipe better after the West header incident.

Thx

MJD
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Old Jul 19, 2009, 03:39 PM
mjd
MikesRC
Canada, ON, Orangeville
Joined Aug 2003
52 Posts
I ran the .15 this afternoon! Not able to find my tach.. so limited it to a couple of short full bore runs after getting the carb dialed in. This is my first Perry carbed engine and it was dead easy to set up. With the high end set to the rich limit of 2-cycling, throttle response was lightning-quick with not a hiccup. I'm liking this engine already..

Used the Graupner 6x5.5 prop trimmed down to just under 5.5" - it looks ridiculously small on front of this somewhat stocky .15 (the internals look like it could run 35k all day..). Warmed up the head (it's freaking tight cold), pulled it through to get some fuel in, and a quick tap with the starter and it was running beautifully on a fast "idle". A few throttle-ups and high speed needle tweaks, and it was up and wailing on the pipe in a rich two-stroke and sounding very happy. 2nd run I refueled, warmed the head again, and flipped the prop once - instant start. Not bad for a reasonably hot .15 with about one minute run time - it sure behaves like an OPS. Still real tight cold. Looking forward to finding my tach and dialing in the pipe, it's at 23cm now and from the behaviour can likely stand to be shortened.

MJD
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Old Jul 26, 2009, 11:57 AM
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I just made a list of commercially available nitro powered composite speed planes that are faster than 150 mph and that can be powered by OPS engines too. Included are many pictures and recommendations for high performance engines, tuned pipes and suitable propellers.



Maybe you haven't seen some of them yet, maybe you want to add more speed planes to the collection...
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