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I made a trade for these from a noted Diesel experienced guy. They were hand selected from a batch of engines. Hand fit and detailed then run in to check the fit. Anyway they look and feel pretty darn good. I have heard that a good repo has abality to at least equal the run of an original Oliver. The River’s is said to be about the same. Not quite sure what ship to give them a try. Any input from our Diesel fans or compression ignition.
Cheers,Dan
❓ 🙄 😆I have an original MK3 Tiger that was made by the Oliver’s in 1984, that I have been offered ‘crazy’ money for, and with some cleaning up inside by a very well known Aussie ex. engine manufacturer turns a 7×6 APC at about 14 plus.
The CS replica MK3 that also was ‘tuned’ turns the same prop. almost 2000 rpm faster.
That’s about all I can tell you if it’s of any use.
Both run on ‘Oliver’ mix fuel, by the way.
Dan,
There are a huge number of 50’s FAI models that would make suitable projects for either engine. Dare you to try VTO!
JohnI have my Dad’s original, factory modified (stamped “mod”) Oliver he bought back in the late 50’s, early 60’s. Beautiful engine, marvelous craftsmanship. Never run.
> turns a 7×6 APC at about 14 plus.
Interesting … back in the ’50s Ron Moulton used to sell his ‘Tiger’ props configured especially for Olivers… about a 9×3 as i recall … they turned very well and were widely used in Open Power.
Re. prop. sizes Jim, I remember in the 50s I used a 9×4 wooden prop, make I can’t remember, on my original Oliver in the Swiss Miss.
Same engine in the class A Pluto team racer a wooden 8×8.
Those prop. sizes seemed to be the standard, so I just followed along.
These days on the Vintage A racers the props. are tiny—6.5×5 or thereabouts, and seems they let them run close to 20,000 on a good engine, that’s usually a replica of course.
Just checked mine. Oliver Tiger Mk III. Serial number T 3572. Stamped “mod” on the right mounting lug. What would be a proper sized prop?
Thanks, BillProbably a 22″ diameter, carbon/kevlar blades, auto start, VP….Oh, wrong forum…
My guess would be an 8×4- 8×6…..Now you will really get your hands oily and smelly…
From the 50’s, according to the Dreamweaver plan, Dave Posner (2nd in the w/c 1956) used a 8.5″x 4.5″ (cut down 9×6 nylon) and according to the Gastove plan, Mike Gaster (w/c 1955) used a hand carved 9×5. Typical for the era was a 9×4, but they did tend to over-prop. So John Lorbieki is probably about right.
He’s right about the oil and the smell, too. The smell of diesels is so evocative, though.
JohnI ran Enya 2.5 and SuperTiger 2.5 diesels and always ran 9×4 on them. Never had enough money for an Oliver diesel. Ran that SuperTiger for 5 years in my Hustler FAI model. Still have the Super Tiger Diesel, but have no interest in dealing with diesels anymore. By the time you got the compression and needle valve optimized, the fuse was about ready to pop the DT, and you were about to run out of gas.
Still have the 7 stitch scar on my knuckle where I stopped the Enya from full tilt on one cold day. Still remember all the blood that the bloody little 049 McCoy diesel did in my beginning days.
Dave….What was the rpm??? You know the way to do that, right? Stick your finger in the prop for ten seconds, count the number of cuts, and multiply by 6…..Can be a bit rough with a Cyclon tho…To much counting…
Sori, I said multiply by 10 but it should have been 6!! For those you you trying this technique, you would have a lot more rpm…My mistake…
Don’t use the ten second table!!
The one-tenth second table is far less messy. Of course, it does require quick reflexes and a fast thumb on the watch.>By the time you got the compression and needle valve optimized, the fuse was about ready to pop the DT, and you were about to run out of gas.
Strange … a diesel, once adjusted and with fresh fuel, commonly starts easily at its running settings without further adjustments (hence still favourites in C/L teamrace) and usually first or second flick off a prime ..
An exception was an Enya 15D which started at run setting but seemingly took forever to warm up to peak revs; solution was to run it up frst, quickly top up tank and restart.
Pull the fuse through to desired length before launch .. and if you’re close to running out of fuel then you put too small a tank in the airplane in the first place!
Two diesel models are the only ones I have with hard tanks – 10cc in both, which is more than sufficient for either a PAW 1.5 or Webra Mach 1 2.5. Always fancied a ST diesel but never owned one.
I was watching ….not to mention any names…. Henry Sperzel at the NATS last year flying a diesel model. Asked him if he needed to adjust the compression on the engine. Answered not too often. On the next flight he tried to get at the compression screw that was butted right up to the pylon, but was unsuccessful for some reason.
Then on Sunday prior to the NATS was watching …. not to mention any names…. Bob Mattes…repeatedly starting and retrieving his Zeek…. and thinking boy he is awful careless and wondering when the engine was going to win. Well it did, and he was bandaged for the rest of the week. (not a diesel but a nice green head Torp, and I imagine he knew someone who could hop it up for him!)
The point is that diesels are not start and go engines for free flight. If you are waiting for air, and then need to get your engine going fast, try glowplug engines!
Another moral to the story is props make nice incision tools, so don’t get too close to them when they are running.
Not to mention anyother names….don’t fly your untrimmed power models at the flight line…. That is not the 100 feet back… but that is the flight line. If your model ain’t trimmed, take it somewhere where you can get it trimmed without the embarrassment and endangerment of your fellow flyers and spectators. Some goofball sent up a big C job in a loop that almost hit me in the back of the head while I was on the motorbike, wiped out, and took me a month to get rid of the swelling and yellow bruises.
It is too easy to get your stuff setup with all of the guys and bring out an out of trim model. If you have any doubt…go someplace else!! It is not an accident if you intentionally fly an untrimmed model in the midst of a crowd. We have all seen too many close calls, and this needs to be FIXED.
Test of the CS re-pro Tiger appeared in Aeromodeller, June 1993. In propellor tests, test example turned an APC 8×4 at 15.7K . No bhp curves given. For tests of various vesions of Tiger and many other Nostalgia era
engines both glo and diesel go toBTW,don’t recall the source but read that there were 2 slightly different C-2 APC 8x4s! Whether the differences would show up in rpm comparisons is moot. IIRC the improvement was in the hub area.
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