User Manual

ManualsBrandsTurnigy ManualsHobbyTR-32 32CC Gas Engine 3.8HP

DLA 32-56-112

OPERATING INS TRUCTIONS

Petrol Air Cooled Engines for large Radio

Controlled Aircraft, with Electronic

Ignition.

CONTENTS

32cc SPECIFICATIONS: ...................................................................... Error! Bookmark not defined.

32cc SPECIFICATIONS: .................................................................................................................... 2

56cc SPECIFICATIONS: ..................................................................................................................... 2

112cc Twin Cylinder SPECIFICATIONS: ............................................................................................ 3

Do this first: ......................................................................................................................................... 3

DISCLAIMER: ..................................................................................................................................... 3

ENGINE WARRANTY ......................................................................................................................... 4

THE WARRANTY DOES NOT COVER THE FOLLOWING: ............................................................... 4

SAFETY INSTRUCTIONS .................................................................................................................. 4

ENGINE INSTALLATION .................................................................................................................... 5

CDI IGNITION SYSTEM ..................................................................................................................... 5

ENGINE BREAK IN and LUBRICANTS .............................................................................................. 6

CRANKSHAFT STUD: IMPORTANT! ................................................................................................ 7

DRILLING THE PROPELLER AND SPINNER BACK PLATE. ............................................................ 7

SPINNER NUT AND PROP WASHER. ............................................................................................... 7

CARBURETOR ADJUSTMENT .......................................................................................................... 7

STARTING THE ENGINE ................................................................................................................... 8

ENGINE MAINTENANCE ................................................................................................................... 8

ASSISTANCE ..................................................................................................................................... 8

EASY CHOKE SETUP ........................................................................................................................ 9

COWL VENT / COOLING OPENINGS ................................................................................................ 9

FUEL FILTERS and FUELERS ........................................................................................................... 9

Summary of content (22 pages)

PAGE 1
DLA 32-56-112 OPERATING INS TRUCTIONS Petrol Air Cooled Engines for large Radio Controlled Aircraft, with Electronic Ignition. CONTENTS 32cc SPECIFICATIONS:...................................................................... Error! Bookmark not defined. 32cc SPECIFICATIONS: .................................................................................................................... 2 56cc SPECIFICATIONS:..............................................................................................
PAGE 2
32cc SPECIFICATIONS: Performance... Output Power: Idle Speed: Maximum Speed: Static Thrust: Bore and Stroke: Displacement: Compression Ratio: Weight: 3.8HP at 8200rpm 1700 rpm 9000rpm 8.8 Kg at 100 meters altitude 37mm×30mm 32.23 cc 7.6:1 Engine - 920g Ignition - 120g Exhaust - 65g Requirements Fuel: 2C Regular Gas mixed 30:1 - 45:1 Synthetic (Cool Power Blue preferred) or High quality Petroleum Propeller: 18×8; 18×10; 19×8; 20x8 Ignition Battery: 4.8 to 6.
PAGE 3
112cc Twin Cylinder SPECIFICATIONS: Performance... Output Power: Idle Speed: Static Thrust: Displacement: Bore and Stroke: Compression Ratio: Weight: Cap to cap width: Mount to prop hub length: Centreline to carb: 11.5HP at 7500rpm 1400 rpm 24 Kg at 100 meters altitude 210Kg at 1800 meters 112 cc 45.1mm×35mm X 2 7.8:1 2510 grams + Ignition 12g + Mufflers 117g 29cm / 11.4in. 167mm / 6.6in. 13cm / 5.1in.
PAGE 4
ENGINE WARRANTY The manufacturer's warranty guarantees that "the engine will be free of defects at the time of sale". In addition to the manufacturer's quality control procedures, we inspect all DLA engines prior to shipment to customers so material defects should be caught before they get to customers. We don't test run them though, so something may get passed us. The manufacturer’s guarantee does not extend to failure of the ball bearings or to breakage of the connecting rod.
PAGE 5
Always use a correctly mounted (correct length bolts, no spacers behind it, not touching the spinner cone, etc.), and properly sized propeller. Never use a propeller that has been damaged, modified or repaired or that has not been properly balanced. Always use the correct length propeller bolts and make sure they are tight before every flight(screw thread-locking glue is recommended) Always use a heavy duty starter stick or heavy leather work glove to flip the prop.
PAGE 6
The DLA ignition system is designed for input voltage ranging from 4.8 to 6.0 volts, no more and no less. A battery pack of 1200mah or greater may be sufficient for a day of flying for most users. Check your battery voltage with a voltage meter before every flight and do not fly if the voltage is not between 5.2 and 6.0 volts; the voltage at the start of a flight may not remain for the duration of the flight. Disconnect the battery from the ignition system while charging the battery.
PAGE 7
We have also found that Avgas works extremely well with these gasoline engines, mixed with Cool Power Blue you will get the best performance and reliability from your engines. See recommended propeller sizes in engine specifications on page 2. For the first few flights you can keep the cowl off if possible to aid in cooling. The engine should never be run in a test stand as they do not allow vibration energy to be properly dissipated.
PAGE 8
The average mixture settings are 1&1/2 turns out for the low speed circuit (See No. 4), and 1&3/4 turns out for the high speed circuit (See No. 5). Carburetor mixture adjustment starts with the low speed circuit. The low speed should be set such that the transition from idle to full throttle is smooth, even if the throttle is snapped to full. This will likely result in a slightly rich idle mixture but you're better off with that than a rough transition.
PAGE 9
#3 - Testing Your Ignition Ground / Shielding “Grounding” for the DL engines / ignition system is conducted through the Spark Plug / Spark Plug Cap (with Split Ring Retainer installed) / Plug Cap Grounding Spring / Plug Wire Shielding / Ignition Module Case. If any part of this circuit has been interrupted (worn, broken, torn, missing, etc.), an incomplete circuit can exist which might cause radio interference.
PAGE 10
fly the model with the mixture on the rich side still. This allows for good cooling. Avoid running the engine in during hot ambient temperatures. • You want to give the ring a chance to wear in to a more perfect fit to the cylinder wall. Use of petroleum based oil along with light loads and vary the throttle during the first few gallons of gas helps here. • You don't want to overheat the engine. A new engine tends to develop more heat than one that's run in.
PAGE 11
Hard to Start Could be timing, needles or any of a host of other causes. Check low needle too lean and/or timing too advanced. Runs rich May be caused by low ignition battery; make sure it is fully charged when setting up engine. And finally Bad or stale fuel and/or a bad or leaky plug can cause a host of problems that would be difficult to diagnose.
PAGE 12
T.M.E. 's Range of SMOKE SYSTEMS for Large Scale R/C Models. Easy to install - They Operate from an on-board Battery and are controlled from a spare TX Channel. See- www.tmenet.com for more information and hints on making "sick smoke" Item No TMSSP-SSD TMSSP-IID TMSSP-IIB TMFLDPMP TMHVV-CV1 TMGRAFCO PAGE 12 OF 22 Ord. Qty Product Code 22607 TME Smart Smoker DeLux Kit Complete. Incl. Intelligent Automatic Flow Rate Controller - can adjust flow rate from TX end-point settings, RF suppressed 4.
PAGE 13
Tuning Your Gas Engine using the Spark Plug Colour In general, engine manufacturers set their engines to run when they leave the factory. This does not mean, they are set at best needle settings, it just means, that the needles are adjusted in a way that the engine will start and run. Obviously, some needle tweeking is required if you want the engine to show what it is capable of. Walbro carbs, as well as other carbs without floats, normally have two needles to set.
PAGE 14
This plug looks about right. On disassembly, notice the black mixture ring in the isolator shoulder. Plug 1 is slightly lean, as indicated by the head temperature. plug 2 is slightly richer, the black ring still is not as high as 1/4 isolator length plug 3 is too rich. The black has crept up to 1/3rd isolator length.
PAGE 15
Walbro Carb TUNE UP & Illustrated Guide Note, this information is of a general nature only and does not specifically relate to the DLA engines. This information is for reference only. Walbro carbs aren't too difficult to tune up if you know what you're doing. First of all, you need to know how the carb works and how the settings interact with each other. About 95% of all the gas airplanes I've seen at the field are somewhat out of tune.
PAGE 16
Starting from the gas tank, the fuel is pumped to the carb through the inlet. The fuel works its way through the fuel pump through a little diaphragm pump which is controlled by 2 one way valves (little flaps). The fuel then passes through a needle & seat that is controlled by the "float" diaphragm. The "float" diaphragm manages how much fuel is available for the idle, low-speed, and high-speed throttle positions, by opening & closing a passage utilizing a small lever attached to the needle.
PAGE 17
Then the fuel is regulated by the float diaphragm that controls the needle & seat. All of these parts reside in the float cavity area as well as the fuel ready to be fed through the jets as needed. The amount of fuel available in the cavity is regulated by the lever and its relationship to the float diaphragm. So it's critical that the lever be set properly. Within the cavity, there are distribution holes that are managed by the lowend and highend needles. Plus the idle circuit, which is a fixed size.
PAGE 18
intake/choke. (2) Both lowend AND highend needles feed the topend fuel supply. Let's tune up a Walbro! Set the lowend & highend needles to about 1 3/4 to 2 turns each. Choke the carb or prime it, until the carb is wet. Fire up the engine and let it warm up. Let's set the topend first since it's the easier of the two. Go to full throttle. Adjust the topend needle for peak RPM. Leave it wide open for about a minute to see if it changes any.
PAGE 19
This carb is typically found on 50cc to 65cc engines. Now let's talk about the pulse signal for the fuel pump... Your ENGINE will determine which pulse inlet type you need! If the engine "carb base" has a hole drilled into the crankcase you will use the STANDARD pulse port and the optional (if you have it) port must be closed off. If there's no hole drilled, you will find a fitting located somewhere on your crankcase.
PAGE 20
Now let's check out the "float needle & seat" setting. This is the single most critical setting on a Walbro carb! Walbro offers a "setting gauge" to properly set the height of the lever for your particular carb. If you don't have one, the setting will be a trial & error adjustment and a real pain in the butt since you have to open up the carb to make the adjustment. For general purposes, the lever will be almost perfectly parallel to the carb base. This will get you close.
PAGE 21
float needle is bad or has crap stuck in it, or the float lever setting may be too high, or the float diaphragm is bad. This is perfectly normal for carbs NOT equipped with a "check valve" My engine four cycles momentarily high speed jet. If you do have the check valve, then your float needle when I back off the throttle, then runs setting is slightly too high, or your float needle is leaking a little.
PAGE 22
the throttle will be used extensively. The check valve prevents jet dripping when you back off the throttle. That's all it does... Straight through (non-check valved) jets always drip a little fuel while the throttle is being backed off, and causes a momentary four stroking of the engine until the jet stabilizes to the new air flow rate. This is completely normal.