721 Scuderia Gen 2 Pro Nitro Engine - Manual

the engine and operate the engine by hand to eliminate the fuel excess. Be
careful to cover the head with a cloth to avoid fuel spraying into eyes.
If the startup problems persist, check the following points:
 Is the glow plug igniter charged and functional? Check the batteries.
 Is the glow plug filament incandescent and functional? Check the
filament for damage.
 Does the fuel reach the carburetor? Check the tank and the connecting
pipe.
 Is the engine flooded? Remove excess fuel using the procedure
explained above.
Break-in
An engine is a complex mechanical device. In order to get the best
performance from the engine, a break-in procedure for all the internal and
moving parts is absolutely necessary. A proper break-in will greatly
improve the longevity and performance of the engine. Break-in will take
some time to complete, but the benefits are worth the time spent.
Always make adjustments in small increments during break-in: this is an
important mind-set to conform to, especially when operating a new engine.
Internal parts must be properly lubricated and reach the correct
temperature before delivering maximum power. Using a lean fuel mixture
or running the engine at high RPM during break-in will irremediably
decrease its lifespan and performance.
Follow this procedure for a proper break-in:
 Start the engine and let it run at idle for a complete fuel tank. The
idling must be stable: if the RPM rise, open the 18 idle screw of 1/4
turn; if the RPM decrease, close the idle screw 1/4 turn.
 After the first tank, let the engine cool down, making sure the piston is
not in the top dead center position.
 Move to a track, the goal is to operate the engine in realistic
conditions, where the engine cooling is made by the air flowing over
the head. Avoid the engine reaching high RPM. The engine sound
should be of a low pitch, similar to that of a four-stroke engine. Smoke
and unburned fuel should exit from the pipe. If the RPM rise too high at
80% throttle, immediately slow down and open the top end needle in
¼ turn increments until lower RPM are achieved. Continue running this
way for 0.5L (500cc) of fuel, but avoid running at full throttle for a long
time.
 Once you have run 0.5L (500cc) through the engine, you can close the
top end screw to achieve up to 80% of normal engine performance,
and run the engine for 0.25L (250cc) fuel with higher RPM. Always
make sure you see plenty of white smoke coming from the exhaust
during this time.
 In the last phase (carburetion optimization) you can reach 90% of
normal performance. Avoid engine overheating, which implies power
loss. In this case, slow down immediately and open the top end screw
of 1/4 turn.
During the break-in procedure the engine should maintain a regular idling
and plenty of smoke should come from the exhaust pipe.
Pre-carburetion
Correct carburetion of a car model engine requires patience and engine
knowledge. Continuous trials and small incremental adjustments contribute
to your experience and ability. Internal combustion engines are indeed
difficult to tune; if you have persistent problems or don’t feel confident,
don’t hesitate and ask your retailer for hints and suggestions.
CAUTION: adjust only one needle at a time; tune the engine with small
incremental adjustments. As you get closer to optimal performance, use
1/12 of a turn for incremental adjustments of the needles.
Start and get the engine warm. Keeping the model stationary and secured,
follow this procedure to adjust the needles:
 To adjust the top end needle: fully open the throttle. The engine should
reach 80% power and stabilize. If the engine RPM rise too much, close
the throttle and open the top end needle ¼ turn at a time; repeat the
procedure till you achieve the best result. On the other hand, if the
engine is flooded and makes a deep-toned roar (like a four-stroke
engine), close the top end needle ¼ turn at a time until a good result is
achieved.
 To adjust the idle: open and release the throttle. If the engine stalls,
tighten the idle screw until the idling is stable. On the other hand, if the
idling is too high, loosen the idle screw until you reach a constant
idling.
 To adjust the bottom end: fully open the throttle and release it quickly.
If the engine idles for 2-3 seconds and then the RPM further decrease,
the low end is too rich. Close the low end needle in small increments
until the idling lasts for about 10-20 seconds. If the engine idles for 2-3
seconds and then the RPM suddenly rise, the low end is too lean: open
the bottom end needle in small increments until the desired result
above is achieved.
Adjusting the idle can affect the bottom end setting. Check the setting
again and if necessary, repeat the above procedure.
Final carburetion on track
The final adjustments have to be made on the track. If the precarburetion
has been properly done, only small changes are needed. To achieve the
best performance, adjust the top end needle with small increments,
repeating the operation until the engine accelerates in a progressively and
reaches the highest RPM quickly. When the theoretical perfect tuning is
achieved, we suggest to open the top end needle of 1/8 turn to limit max
temperature. This can help avoid a too lean mixture and in the long term a
possible shortening of the engine lifespan. Power loss and no visible smoke
from the exhaust pipe are signs of bad carburetion. Slow down and revise
the top end needle adjustment by opening it another 1/8 turn. Correct
carburetion delivers good acceleration and produces a sharp roar at high
RPM, with some smoke exiting the exhaust pipe.
Carburetion depends on weather conditions, glow plug characteristics, fuel
type and exhaust system. Each time one of these parameters changes,
open the top end needle ¼ turn and tune it again on track.
When the engine stalls, high temperature affects the carburetor and
changes the idling stability, especially when the idling is too low. The
engine tune will be back to normal after a few laps, when the temperature
reaches normal levels again.
Shutting off the engine
When you are done using the engine, disconnect the feeding pipe and let
the engine idle until the fuel inside the engine is completely depleted.
Don’t leave unburned fuel inside the engine for long periods of time. The
nitromethane of the fuel can promote corrosion of internal parts.
7. MAINTENANCE
Racing engines are very precise machines. Correct use and maintenance
are essentials for a long life. Our Warranty doesn’t cover malfunctions or
failures due to improper maintenance Racing engines reach 40,000 RPM,
therefore the stresses on the moving parts are extreme.
We suggest that you regularly check and verify the following:
 The wear of the crankshaft and the play between the conrod bushing
and the crankshaft pin;
 If the compression is adequate.
Compare these characteristics with the ones of a brand new engine after
break-in. If you have doubts on how to evaluate the results, ask your
retailer for hints and suggestions.
Mechanical problems are often caused by:
 Poor fuel quality;
 Improperly maintained or installed air filter.
 Excessive wear of moving parts. Each of the above points requires
regular checking and maintenance.
When using the engine in racing conditions, we recommend that you
replace the following every 5 liters of fuel:
 The conrod, as it’s one of the most stressed parts in the engine
 The ball bearings, as they are highly delicate. To replace the parts, ask
an experienced user with proper tools and skills, or ask your retailer.
Lack of engine maintenance will lead to premature wear and engine failure.
8. WARRANTY
Warranty covers all manufacturing defects of any engine part which are
found on first engine starting. The Warranty covers all the parts, with the
notable exceptions of parts subject to wear and to ordinary maintenance
such as conrod, bearings, crankshaft, and silicone gaskets.
Warranty does not cover damage caused by improper engine use, improper
or lack of maintenance, failure to comply with the instructions supplied with
the product, use of poor quality fuel or use of non original accessories. No
liability will be accepted for any damage or injury resulting from the use of
this product. By the act of operating this product, the user accepts all
resulting liability.
REDS Racing S.r.l.
VAT N.: 03120700988
Via Dei Carabioli 2c, 25060
Cellatica (Bs), Italy
Tel: [phone]
E-mail: [e-mail]
WWW.REDSRACING.IT