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About MVVS
Links
to MVVS pages and information
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These engines have made a giant leap forward in Model airplane gas engine
design, using minimum space requirements, and very high tech molybdenium-disulfide (MoS2)
piston skirt plating to assist running in and reduce friction, increase engine life and reduce sagging, so typical in
new two stroke gas engines.
To this date, no other RC engine has this great feature.
Engines run on oil, so oil is important! The engines like an oil mix of 30:1 - 32:1 for best performance and running in. . 40:1 is needed once run in. (MVVS recommendation)
Personally, I like 1:33 as the best compromise between good running,
and a clean plane, many bikers race at 25:1, so follow their practice
and do not save on oil.
MVVS recommends only Mobil 1 2T
racing oil (or MX2T) as produced by Mobil-Exxon (Esso). It exceeds
JASO
FC class requirements, and meets/exceeds the new TISI and ISO L-EGD standards.
If this oil is not available, find a fully synthetic
2-stroke racing oil that also exceeds the Jaso FC class and has at least 10 cStokes viscosity at 100°C (SAE 30 grade). It is well worth the
effort.
See the oil chart below to help you find alternatives in your vicinity.
I stock Putoline oils, as well as the original MVVS oil (Made for them by Mobil)
Depending on cowl design, the choke valve on the 26cc and 35/40cc sometimes disturbs carb settings.
If you have problems setting up your engine, try removing the choke valve
first. You may need to leave the shaft in place so you can thumb choke.
Gas engines run much hotter than glow engines,
Cooling of the engine should receive close attention. Air baffles or and/or guidingplates (jackets) should be used at all times. Air exits in the cowl should be at least 2 times the area of the air inlets, and be located in low pressure zones. If needed, create a low pressure air exit zone by using air dams in front of the exit opening, or louvres inside the opening.
When in doubt, use louvres, because they are very effective in extracting air. Just a large air exit opening without any provision to provide low pressure just will not do very well.
Air inlets should direct the air to the engine cylinder for proper cooling,
Air inlets that do not direct the air to the engine should be blocked off, because the bypassing air uses air exit capacity, better used for cooling air.
Take care that the carburetor is supplied with cool fresh air. If the carburetor gets hot, vapour lock can set in, and the engine will stop, or will be very hard to start after landing.
For further information on cooling, look here.
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Last
update: 2-Sep-2010
Note on ignitions:
Current ignitions are: MSR ICU types L (light) S (standard) P (pro) and B (Boxer twin). These have a three year warranty period, and essentially are plug and play units.
MVVS engines up to 1-Jan-2005 and Vlach ignitions, spark plugs Brisk UR17 or Champion DJ7J can be used. On later Vlach ignitions, only the resistor type UR17 or NGK BMR6F should be used. Non resistor plugs will show erratic running.
Ignition types that have been in use:
ICU ignitions (latest, By MSR) , with automatic advance. The ignitions need LiPo 2S (L- and S versions) and 3S (P-version and twin engines) for power, they have safe start, shut off at
reverse running and have the possibility to drive an automatich choke
servo (not the L-version).
Beware: the L- and S- ignitions cease to operate at 6.5 Volts or lower, and need 6 NiMH cells, a 2S LiPo pack. or a 3S A123 pack. The ignitions can handle the 3cell A123 voltage
The P-version needs 9.5V -14.4V(3S LiPo cells; 9-10 x NiMH or 4x A123) voltage
Faulty operation has been reported when using JR power switches. The femal JR pin receptacles are too wide and do not provide proper contact. Bending the connector pins of the MSR unit can provide a (temporary) solution.
Downloads: Manual ICU V1.5 or MVVS third generation ICU /S - /P ignition V2.0
For further instructions, scroll to the end of this page
Vlach, now out of production and discontinued, an automatic advance ignition system that runs on
4.8 -6 Volts. (4 or 5 NiMH cells) The ignition has a safe start feature. With very retarded
timing during starting, and low power consumption. Due to these features,
they can safely be hand-started. The spark advance curve is programmed
in the processor module. The second magnet resets the ignition,
so it can fire again.
When the voltage gets low, the timing is retarded. This reduces engine rpm to about 4000 so the pilot gets a warning to land ASAP.
Downloads:
Manual (page 1, page 2) This ignition is no longer serviced. Replacement ICU ignitions are available as a set for each engine.
PZ-1a type (discontinued, looks like
a film roll canister).
Download the ignition manual here for running instructions, and preparing
the wiring harness.
Original TZ-1A ignition: Manual download
All mentioned ignition types are well shielded and will not produce RF interference if the braided HT cable shielding is not damaged. Protect this braiding well, as it also serves as a mass connection for the ignition electronics.
For the MVVS engines, Mejzlik propellers are the choice of TOC pilots.
Why settle for less in the best engines you can get? Contact me if you
want to order.(see price list first)
an electronic PDF version
of the MVVS
gas engine flyer 2007 . In this flyer, you can find most info you
need on the gas engines and accessories.
This is what the spark plug should look like when the engine
is properly adjusted at best power. Darker indicates too rich needle
settings, Lighter is too lean. The picture is taken off my 35cc engine
Brisk resistor plug, using Aspen
fuel. The plug and ground strap is a doe tan colour.
Pictures sometimes can be a bit off colour, and colour can also change with different fuels and oils.
Here is a starter for carb settings and Walbro carb information
Unless otherwise stated, all engines are supplied complete with plug and ignition and without
muffler. The muffler is optional. and has to be ordered as separate item. |
Warranty
issues
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Starting petrol (gas) engines:
Starting procedure:
1) close the choke completely
2) turn on ignition, set the throttle at 1/8th open (fast idle), and
flip the prop until
the engine pops or starts. It will stop again.
3 )open the choke and start again. It should now start in a few flips.
The well tuned engine needs to warm up just above idle speed, before it will react
well to throttle.
If idle mixture is set very lean, or outside temperatures are very low, the procedure may need to be repeated a few times before the engine will stay running. In general, lean idle mixtures make the engine less easy to start. |
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Putoline RS959 SAE30 two stroke racing oil:
Price: € 14.03 (per liter)
Putoline MHX SAE50 two stroke racing oil
Price: € 15.77 (per liter)
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High quality Jaso FC+ synthetic two stroke oils cannot be cheap. This is due to the high price of the base stock esters needed to get the job done. Do not use garden appliance quality oils in MVVS engines. I stock Putoline oils. Fully synthetic two stroke
racing oil is prescribed by MVVS, because of it's high quality and good viscosity, and most important, it surpasses JASO FC class for ultimate protection
of your precious engine
This oil is a fullblown alternative for the Mobil oil which is no longer produced. I now carry a stock of Putoline RS959 racing oil SAE 30 grade that mixes at 2-4%
I also have a stock of SAE50 grade MHX racing oil for mixing 1-4% . The 6 times MX sidecart world champion mixes this oil 1:120 in his Zaber watercooled engines. For aircooled engines, mix at 2.5%
Mix at 3% for running in, and 2.5% thereafter, or stay at 3%
The racing MX crowd uses as much as 4% oil mix in small engines ( 125cc
and smaller). Leaner oil mixes than 2.5 % tend to rely on intermediately wet oil
films, and place a heavy burden on the protection that the oil can provide
at heavy loads.
Lessons learnt: (sometimes the hard way): " engines
run better with a little more oil". In tests, best fuel
economy was achieved using a 3% mix (1:33), which is proof of less friction and consequently cooler running engines.
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| Obey Safety Rules in operating a gasoline engine. |
You alone are responsible for the safe operation of your motor.
Do not operate the motor if you do not want to be completely responsible for any damage or injury
incurred or caused during its operation.
Read all instructions before operating your motor.
If you have any questions about any aspect of operating this motor, do not attempt to start or
operate it.
Never operate the motor, or fly, alone.
When operating the motor, never stand, or allow anyone else to stand, in front of, or to the side of
the propeller. Always stand behind the propeller.
Keep away from the prop while operating the motor. Do not wear loose clothing near the motor or
prop. Do not run the motor near loose material such as dirt, gravel, power cords, ropes, sand, etc.
Loose material can be drawn into the turning prop causing injury or damage.
Always operate the motor in an open area. Do not operate indoors.
This motor can develop tremendous thrust. Make sure the aircraft is properly secured when starting
or operating the motor.
The motor can stop at any time, for a variety of reasons. Do not fly your plane in a way that damage
or harm will result if the motor stops running.
Inspect motor mount bolts and firewall integrity before operating the motor.
Anyone in the immediate area of the motor should use eye protection during operation of the motor.
Keep spectators at least 30 feet away when operating the motor.
Turn off the motor before making any adjustments.
Always use the proper size propeller. Never use a damaged, modified, or repaired propeller.
Always use the correct length propeller bolts. Do not use spacers behind the propeller.
Spinner cones must not touch the propeller.
Thinner props may require using shorter prop bolts, especially if not using a spinner back plate.
Make sure your prop bolts do not bottom out in the propeller hub.
Check that the propeller bolts are tight before every flight at first. After that, propeller bolts must be checked for tightness at regular intervals. Wood props need to be checked every flight day.
Failure to do so can result in sheared prop bolts and severe damage.
Always install an ignition kill switch to stop the motor.
Adjust the carburetor linkage so that the motor will stop when the carburetor is completely closed.
Gasoline is extremely flammable. Be careful of any sparks from electrical contacts such as fuel
pumps, battery chargers, etc. Do not allow smoking in the area of your fuel supply or motor. Store
fuel in approved containers and in well ventilated areas.
Allow the motor to cool before touching or fueling.
Always turn the prop a few revolutions after running the motor to discharge the ignition system.
The ignition system develops extremely high voltage. Do not touch it during operation. |
| A word or two about
Petrol (Gasoline, or gas) |
MVVS engines
have a high compression ratio, and need 95 Octane petrol (US 90 or 91octane, see below). At altitudes above 1500 m (4500 ft) lower octane fuel (regular) will work as well.
The European standard is the Research rating (RON). In Europe,
95 and higher is "super" petrol. (Premium in US). Motor octane
ratings (MON) are typically 8-10 points lower than RON. It is taken at higher rpm
and loads, so in fact is more of a fuel quality rating than RON
Pump gas in the US uses the mean value between RON and MON. So Pump
octane ratings are called PON in the US and are (RON + MON )/2 .
Example: Euro gas 95 RON is about 87 MON, so US pump gas is (95+87)/2
is 91 octane, and often sold as "premium" gas. This is the minimum octane that MVVS engines require.
Clean air acts worldwide are active to reduce pollution by improving
the fuel of our combustion engines. Lead additives to improve octane
ratings are frowned upon or outlawed, so instead ethanol additives (Bio
fuel) are used. This fuel is known as "Oxygenated Gas" for
America's pollution prone areas. Care needs to be taken in selecting
gas lines etc. As long as the octane rating is right, this fuel is safe for use in MVVS engines. The Walbro carbs will accept fuel with up to 10% ethanol mixed in, as is a legal requirement in many countries.
Along these lines, a completely different fuel is now available, called
Aspen. This is not petrol, but a highly refined
alcylate re-destillate petrol fraction (RON/MON 95/92). It is develloped
in Sweden to protect the lakes and spawning fish, and for lumberjacks
who have to breathe the vapours all day long. The four stroke Aspen fuel can
be mixed with the proper oil at ratio 1:40. Advantages are less, or no gum building,
and no fuel degradation over time (3 years). The smell is neutral, and it contains
no carcenogenes. The Aspen two stroke fuel is mixed at 1:50, and not suitable for MVVS engines.
My experience so far:
Aspen requires a very well tuned setup, and will then perform as well as gasoline. Sometimes the hot start will suffer to the extent, that a hot engine will not start unless fully cooled down. This depends much on the Walbro carb used, and/or idle settings. In all cases, the engine started very well again when the engine was allowed to cool down completely. With the Walbro WT610 carb, my engine started hot or cold on the first flip. The first start of the day always needed the starting procedure as described above.
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NEW
MVVS
26 IFS SP
with side plug:
Plug NGK CM6,
Typical rpm figures:(prop, rpm, muffler, hp)
Mejzlik 18/10 8100-8300 3266 , 3.59 hp
Mejzlik 18/10 7200-7400 3270 , 2.53 hp
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NEW MVVS
26 IFS SP - Side plug engine, Cat.#3094i sp ; carb Walbro (3220 / 26).
2,8 kW @ 9 000 rpm (3.8 hp)
torque 3.1Nm @ 8000rpm
weight: 936 grams without ignition; this is 246 grams/hp or ~4 hp/kg, an excellent
value for a small gas engine.
Ignition weight is 160 grams, The ignition requires a 1200 mAh 2S
Lipo battery without regulator. (6.4 - 9V)
Fuel: petrol, unleaded 95 octane RON (US: unleaded premium gas 91 pump octane).
Props: 16/8, 16/10, 16/12, 17/8, 17/10, 17/12, 18/6, 18x8, 18x10
High silicon, molybdenium coated piston with cast iron piston ring, running in a hardened steel liner
Use only: Jaso FC+ or ISO LEGD class or better two stroke fully synthetic oil. Mix at 1:40 (running in 1:30, during the
first few gallons)
The Side plug Sport engine has a deeper, narrower hemi-shaped combustion chamber for best low rpm torque.
It is possible to convert your 26 IFS engine to the Side Plug Sport version using a conversion kit (head + carb intake mouth). The carb intake mouth improves airflow into the engine.
mufflers: 3270; tuned pipe 3266
Manual download
Engine dimension drawing
Mufflers and tuned pipe dimensions
Radial mount #3394 (60 grams)
is available (see price list)
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MVVS
26 IFS
Plugs:
NGK CM6,
With microprocessor ignition
Typical rpm figures:
Mejzlik 18/10 8100-8300 3266 , 3.59hp
Mejzlik 18/10 7200-7400 3270 , 2.53 hp
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Champ in Swedish IMAC Sportsman and Freestyle 2008
(Carl Olsson,Yak 54, Span 72", engine 3094 ifs)
MVVS
26 IFS - Walbro Cat.#3094iW ; carb Walbro (3220 / 26).
2,8 kW @ 9 000 rpm (3.8 hp)
weight: 936 grams without ignition; (this is 277 grams/hp, an excellent
value.
Ignition weight 160 grams
Fuel: petrol, unleaded 95 octane (US: unleaded premium gas 91 pump octane).
High silicon, molybdenium plated piston with cast iron piston ring, running in a hardened steel liner
Use only: Jaso FC+ or ISO LEGD class two stroke fully synthetic oil. Mix at 1:40 (running in 1:30, during the
first few gallons)
mufflers: 3270;
tuned pipe 3266
Manual download
Engine dimension drawing
Mufflers and tuned pipe dimensions
Radial mount #3394 (60 grams and 10.5mm stand-off height)
is available (see price list)
A top-notch Petrol (gas for US readers) engine, that stands up to it's
claims of best in class power and ease of handling.
For carb setting instructions,
click here , or check out my MVVS
user corner Forum for more detailed information.
Needle bearings are provided in both wrist pin (gudgeon pin) and big end.
Ringed molybdenium coated piston in hardened steel liner.
Timing: exhaust 150°, transfer 112°, boost 108°, induction 180° wich
closes 45° after TDC.
The engine has a unique molybdenium coated piston for low friction operation
to aid running in, and prevent sagging during this period. An MVVS Scoop!
No other model airplane engine manufacturer has this feature. It is
proof of the drive and dedication of the MVVS team.
Recommended props: 16/8, 16/10, 16/12, 17/8, 17/10, 17/12, 18/6, 18x8, 18x10
This engine is fitted with the Walbro WT-type carb, and choke valve.
The ignition requires a 1200 mAh 2S
Lipo battery without regulator. (6.4 - 9V
See the engine review.
(this was a Type II engine, still with non carbon piston)
The 1.60 gas engine performs best with the MVVS tuned pipe and a header with a length of 15 cm (6"). Good results also
were obtained using a pressure dammed, roomy two-chamber muffler of
20 - 24 times displacement volume.
Pre-2008 engines:
Keep full throttle static rpm above 8000 for best performance and durability. Large props that run at lower rpm cause extra heat and increase the load on the connecting rod bearing. When using large propellers I recommend adding a head shim to lower the compression ratio slightly. This has no influence on power
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MVVS
35 IFS
Plugs
NGK CM6,
Typical rpm figures:
Prop. RPM Exhaust
APC 20/8 7600-7700 3268
Mejzlik 20/10 7200-7300 3268
Mejzlik 20/8 8200-8400 3268
Mejzlik 21/10 6600-6700 3268
Mejzlik 20/8 7100-7200 3268
Mejzlik 20/10 6300-6400 3271
Mejzlik 20/8 7300-7500 3271
Mejzlik 20/8 6700-6800 3298
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MVVS
35 IFS - Walbro cat. #3098iW ; the versatile workhorse.
3,10 kW @ 8 500 rpm (4.2 hp)
weight 1493 grams without ignition
Ignition weight 160 grams
Manual download
Engine dimensions
Mufflers and tuned pipe
Radial mount #3398 (80 grams and 19.5 mm stand-off height) is available (see price list)
Fuel: petrol, unleaded 95 octane (US: unleaded premium gas 91 pump octane).
High silicon, molybdenium plated piston with cast iron piston ring, running in a hardened steel liner
Use only: Jaso FC+ or ISO LEGD class two stroke fully synthetic oil. Mix at 1:40 (running in 1:30, during the
first few gallons)
Carb setting instructions,
click here
What has been said for the 1.60, also applies here
Features include:
1. squish ring central hemi combustion chamber
2. Walbro Pumped Carburetor with arrested choke.
3. Needle bearings on upper & lower end of the connecting rod.
4. Huge crankshaft and bearings.
5. Domed molybdenium coated Ringed Piston in steel cylinder liner
Specifications:
Bore: 36.5 mm Stroke: 35 mm
Suggested Props: 18x10 to 21x10 or 22x8
This engine is the big brother of the 1.60, and a real work-horse for
glider tow, and the larger aerobatic sports planes as well as scale
projects like WWII fighter planes. |
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MVVS
40 IFS
Plugs
NGK CM6
Typical rpm figures:
| Prop. |
RPM |
Exhaust |
| APC 20/8 |
8000-8100 |
3268 |
|
7650-7750 |
3271 |
| Mejzlik 22/10 |
6950-7050 |
3268 |
|
6350-6450 |
3271 |
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MVVS
40 IFS - (2.42 cu inch
The ultra reliable 35I FS, rebored to 38mm, with same main dimensions, but slightly lighter.
bore 38mm ,
stroke 35mm
Best power: ~4.8 hp at 8500 rpm.
weight 1451 grams without ignition
Ignition weight 160 g
Fuel: petrol, unleaded 95 octane (US: unleaded premium gas 91 pump octane).
High silicon, molybdenium plated piston with cast iron piston ring, running in a hardened steel liner
Use only: Jaso FC+ or ISO LEGD class two stroke fully synthetic oil. Mix at 1:40 (running in 1:30, during the
first few gallons)
Features include:
1. squish ring central hemi combustion chamber
2. Walbro Pumped Carburetor with arrested choke.
3. Needle bearings on upper & lower end of the connecting rod.
4. Huge crankshaft and bearings.
5. Molybdenium coated Ringed Piston.
Engine dimensions
Manual download (35cc manual)
Carb setting instructions,
click here
This engine is a powerhouse in ultra small package, suitable for narrow fuselages.
MVVS notes:
"
Using compact muffler 3271, a gain of 15% in power compared to the 35cc engine
Propeller 20x8 to 22”x 10” for Acrobats and up to 24”x10” for Scale Models.
With MVVS tuned pipe and propeller Mejzlik 22”x10” we measured 7000 – 7100 RpM!
"
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MVVS 40 SP
Plugs NGK CM6
Typical rpm figures:
| Prop. |
RPM |
Exhaust |
| APC 20/8 |
8000-8100 |
3268 |
|
7650-7750 |
3271 |
| Mejzlik 22/10 |
6950-7050 |
3268 |
|
6350-6450 |
3271 |
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MVVS 40 SP - (2.42 cu inch) Sport version of the 40IFS with side plug and carburettor intake diffusor
The ultra reliable 35I FS, rebored to 38mm, with same main dimensions, but slightly lighter.
bore 38mm , stroke 35mm
Best power: ~4.8 hp at 8500 rpm.
weight 1451 grams without ignition
Ignition weight 160 g
Fuel: petrol, unleaded 95 octane (US: unleaded premium gas 91 pump octane).
High silicon, molybdenium plated piston with cast iron piston ring, running in a hardened steel liner
Use only: Jaso FC+ or ISO LEGD class two stroke fully synthetic oil. Mix at 1:40 (running in 1:30, during the first few gallons)
Features include:
1. squish ring central hemi combustion chamber
2. Walbro Pumped Carburetor with arrested choke.
3. Needle bearings on upper & lower end of the connecting rod.
4. Huge crankshaft and bearings.
5. Molybdenium coated Ringed Piston.
The side plug Sport engine has a deeper combustion chamber for best low rpm torque, and flat power curve
Engine dimensions
Manual download (35cc manual)
Carb setting instructions, click here
This engine is a powerhouse in ultra small package, suitable for narrow fuselages.
MVVS notes:
"
Using compact muffler 3271, a gain of 15% in power compared to the 35cc engine
Propeller 20x8 to 22”x 10” for Acrobats and up to 24”x10” for Scale Models.
With MVVS tuned pipe and propeller Mejzlik 22”x10” we measured 7000 – 7100 RpM!
"
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MVVS
50 IRS
Plugs
NGK CM6
propellor suggestions:
2-blade 22x8 - 22x14
, 23x10 - 23x12, 24x8 - 24x10, 24x12
three blade 21x10, 21x12, 22x8,22x10
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MVVS 50 IRS
This is theenlarged version of the previous rear carb membrane induction 43 engines. The extra displacement is achieved by using a larger bore piston for more torque and better power at lower rpm, as well as prolonged power at elevated rpm, thus widening the available power band for 3D flying of 27% to 33% planes as well as racing planes or just general purpose planes in need of maximum power in a small package.
The cast aluminium crankcase has been reinforced with extra stiffening ribs to resist the added power.
Product Specifications:
Rear membrane induction using carbon petals, Cantilever crankshaft with three front bearings.
Single cylinder with Nikasil conversion coating, and high silicon alloy piston with Molybdenium based antifriction coating for better power, faster running in and prolonged life.
Displacement:3.0 cu in (50cc)
Bore:1.57 in (40 mm)
Stroke:1.50 cu in (38 mm)
Engine (complete, without ignition) Weight:1560 g ,( ignition weight = 190 grams)
Crankshaft Thread:M10 x 1mm
Fuel: petrol, unleaded 95 octane (US: unleaded premium gas 91 pump octane, ).
The engine has a high silicon, molybdenium plated piston with cast iron piston ring, running in a NIKASIL conversion plated liner.
Use only: Jaso FC+ or ISO LEGD class two stroke fully synthetic oil. Mix at 1:40 (running in 1:30, during the first few gallons)
Mounting Dimensions:181 x 71 x 122 mm
Manual download
Engine dimensions drawing
Carb settings.
Exploded view
Available MVVS mufflers:
int 45.01 canister (item #3206) slightly smaller
3208i: Pitts style muffler for inverted mounted engine (PDF)
3208S : a pitts type muffler with same dimensions as the 3207 for 58cc
3280: Tuned pipe for 45 - 80cc (~7300 rpm with Mejzlik 24x10 prop)
Carb Type:Walbro 2 Needle, basic setting L=2 turns, H=1.5 turn open
Crank Type:3 Ball Bearing cantilever design. The front bearing and seal needs to be lubricated with the premix oil after 10 hours operation, and then every three hours .
.
|
MVVS
58 IRS
Plugs
NGK CM6
Measured rpm:
MVVS 58 + 3202 + 3204
Mejzlík 26"x10"N @ 5900-6100 ot/min
58ISS LV,
 58ISS LV2,
58ISS RH ,
 58ISS RV,
|
MVVS
58 IRS Cat# 3001
Bore 42mm, Stroke 42mm
weight as pictured, cpl with plug but without ignition, 1820 grams
ignition weight: 160 grams
Fuel: petrol, unleaded 95 octane (US: unleaded premium gas 91 pump octane).
High silicon, molybdenium plated piston with cast iron piston ring, running in a NIKASIL plated liner
Use only: Jaso FC+ or ISO LEGD class two stroke fully synthetic oil. Mix at 1:40 (running in 1:30, during the
first few gallons)
Manual download
engine dimensions
3204 Muffler dimensions
Carb setting instructions,
click here
3207 pitts muffler
Power indication using 3204 muffler systems and Mejzlik propellers:
26x10N @ 6000 rpm
24x10 @ 7000 rpm
Click here for the real power graph using the MVVS 3204 canister muffler.
These are my own tests using different mufflers setup. The MTW TP2 produced close to 8hp power, without any peakyness.
Plugs , NGK CM6, or equivalent, with electrodes gapped to 0.5mm
Cantilever crankshaft supported on two ball bearings, rear carburetor, and reed valve induction. The
high silicon alloy piston is molybdenium coated for run-in assistance and
extended life, and runs in a NIKASIL coated cylinder.
The engine is made available
to special order with the carby and reed block in side orientation. Horizontal or vertical
is the carby valve shaft line
LH (left horizontal)
LV (left vertical)
RH (right horizontal)
RV (right vertical)
Warning:
Do not try running the engine with wide open throttle and closed choke, as this may damage
the reeds due to the presence of raw fluid.
MVVS develloped their #3204 (int. 58.01)
canister exhaust system in order to obtain a very flat
and wide top power curve, without sacrificing usable power. This
enables a range of propellors to be operated at the roughly the same
peak power. The smaller props will turn faster, and have massive power
reserve to accelerate to speed. This is beneficial for 3D flight which
needs a very crisp throttle response for the wide blades.
The muffler part and header part are separate items. The 58cc and 116cc
share the same #3204 canister. The flex stainless steel coupler construction
is provided with a teflon tape coating that resists the very high exhaust
gas temperatures in high performance petrol engines. This is clearly
visible in the picture
Click on the picture to see the extremely
broad band non-peaky power characteristics of this well designed canister, compared
to the competition.
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|
 58 IRS Prosport,
7.0hp
Plugs NGK CM6
|
MVVS 58 IRS Prosport: Cat# 3001P
Bore 42mm, Stroke 42mm
heavy duty 58cc version ,
weight as pictured, cpl with plug but without ignition, 1820 grams
Fuel: petrol, unleaded 95 octane or better (US: unleaded premium gas 91 pump octane).
oil Jaso FC+ all synthetic two stroke racing oil, Mix at 1:40 (running in 1:30, during the first few gallons)
Manual download
engine dimensions
Muffler dimensions
Carb setting instructions, click here
props (two-bladed)
22x10 ; 22x12 ; 22x14; 24x8; 24x9 ; 24x10 ; 24x12 ; 25x7 ; 25x8 ; 25x9 ; 25x10 ; 25x12 ; 26x7 ; 26x8 ; 26x9 ; 26Nx10
props (three-bladed)
22x10 ; 22x12 ; 23x10; 23x12; 24x9 ; 24x10 ; 24x12
Like all MVVS petrol engines, the engine is equipped with a molybdenium coated piston,
Additional features:
-heavy duty bearings throughout,
-a titanium central prop drive bolt.
-redesigned crankshaft
-heavy duty connecting rod
-redesigned cylinder porting for wider power range
-piston adapted to porting changes
-Added intake horn on carburettor for improved air intake
This engine is intended for high performance aerobatic competition, and the grueling daily practice hours.
Fuel petrol, unleaded 95 octane or better (US: unleaded premium gas 91 pump octane).
oil Jaso FC+ two stroke all synthetic racing oil, Mix at 1:40 (running in 1:30, during the first few gallons) |
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58 LE ,
7.0hp
Plugs NGK CM6
|
MVVS 58 LE : Cat# 3001LE . limited edition Mechanical the same as the 58 prosport, but with different anodize.
200 engines have been produced, each engine numbered with an exclusive number.
Bore 42mm, Stroke 42mm
heavy duty
58cc version, identical to prosport
weight as pictured, cpl with plug but without ignition, 1820 grams
Fuel: petrol, unleaded 95 octane or better (US: unleaded premium gas 91 pump octane).
oil Jaso FC+ all synthetic two stroke racing oil, Mix at 1:40 (running in 1:30, during the
first few gallons)
Manual download
engine dimensions
Muffler dimensions
Carb setting instructions,
click here
props (two-bladed)
22x10 ; 22x12 ; 22x14; 24x8; 24x9 ; 24x10 ; 24x12 ; 25x7 ; 25x8 ; 25x9
; 25x10 ; 25x12 ; 26x7 ; 26x8 ; 26x9 ; 26Nx10
props (three-bladed)
22x10 ; 22x12 ; 23x10; 23x12; 24x9 ; 24x10 ; 24x12
Like all MVVS petrol engines, the engine is equipped with a molybdenium coated
piston,
Additional features:
-heavy duty bearings throughout,
-a titanium central prop drive bolt.
-redesigned crankshaft
-heavy duty connecting rod
-redesigned cylinder porting for wider power range
-piston adapted to porting changes
-Added intake horn on carburettor for improved air intake
-Black anodize crankcase
This engine is intended for high performance aerobatic competition,
and the grueling daily practice hours.
Fuel petrol, unleaded 95 octane or better (US: unleaded premium gas 91 pump octane).
oil Jaso FC+ two stroke all synthetic racing oil, Mix at 1:40 (running in 1:30, during the
first few gallons) |
|
3001LC
|
MVVS 58 LC, Liquid Cooled engine, based on Prosport cylinder/piston design;
Best available power 8.5hp, using a tuned pipe setup and rpm in excess of 7000
On canister muffler #3204, the engine is rated at 7.2hp max
Fuel: petrol, unleaded 95 octane (US: unleaded premium gas 91 pump octane).
oil Jaso FC+ all synthetic two stroke racing oil, Mix at 1:40 (running in 1:30, during the
first few gallons)
Manual download
The engine is liquid cooled to allow for a higher sustained power and installing remote heat exchangers.
Great for scale, and real narrow cowls (IMAGE). Ducting of the radiator airflow
opens up many options to keep the engine cool.(The standard radiator as shown in the picture is not included with the engine Special radiators can
be made to order.)
The technical specifications are like those of the pro-sport engine, but due to the liquid cooling there is about 5% more power.
weight 1830 grams (with pump, without ignition)
ignition 160 grams
Radiator 120 grams
water volume 0.2 liter
This calculates to an all-up weight of 2340 grams (ignition included)
The weight increase is more than offset by the extra sustained power that water
cooling provides.
props (two-bladed)
22x10 ; 22x12 ; 22x14; 24x8; 24x9 ; 24x10 ; 24x12 ; 25x7 ; 25x8 ; 25x9
; 25x10 ; 25x12 ; 26x7 ; 26x8 ; 26x9 ; 26Nx10
props (three-bladed)
22x10 ; 22x12 ; 23x10; 23x12; 24x9 ; 24x10 ; 24x12.
Power data using Mejzlik props and 3204 canister mufflers
26x10N @ 6000 rpm
24x10 @ 7000 rpm (over it's power peak rpm) |
MVVS 80 IRS
Plugs
NGK CM6
Recommended two-bladed props:
Mejzlik 27x10 TH
Mejzlik 26x10
|
MVVS 80 IRS (#3007L)
.
Bore 48mm, stroke 44mm (80cc, 4.88 cu inch)
weight : 2220 grams (without ignition, but with plug)
ICU-L ignition, Ignition weight: 160 grams
Fuel: petrol, unleaded 95 octane (US: unleaded premium gas 91 pump octane).
oil: Jaso FC+ two stroke fully synthetic racing oil. Mix at 1:40 (running in 1:30, during the
first few gallons)
Manual download
Dimension drawing (PDF)
Suggested props: two blade 26x10, 27x10; 28x10
three blade 24x10, 24x12
Recommended muffler: MTW TD110
With this engine, MVVS follows a new philosophy of a reduced stroke slightly over-square engines, in order to get a smaller overall package,
best power , at acceptable lower weight. No sacrifice to power output is evident. Design target for this engine is ~10 hp, open exhaust, sustained power.
Suitable planes:
Scale and or tow planes up to 3.0m
Aerobatic planes of 2.5 - 3.0 m
The engine as delivered includes oil, spark plug and ignition unit.
It is also available with twin spark. (two spark plugs for each cylinder)
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MVVS 80 IRS-SP
Plugs NGK CM6
Recommended two-bladed props:
Mejzlik 27x10 TH
Mejzlik 26x10
|
MVVS 80 IRS-Sport (#3007SP)
.
Cylinder head with side plug
ICU-S ignition
, Ignition weight: 160 grams
Bore 48mm, stroke 44mm (80cc, 4.88 cu inch)
weight : 2220 grams (without ignition, but with plug)
Fuel: petrol, unleaded 95 octane (US: unleaded premium gas 91 pump octane).
oil: Jaso FC+ two stroke fully synthetic racing oil. Mix at 1:40 (running in 1:30, during the first few gallons)
Manual download
Dimension drawing (PDF)
Suggested props: two blade 26x10, 27x10; 28x10
three blade 24x10, 24x12
Recommended muffler: MTW TD110
With this engine, MVVS follows a new philosophy of a reduced stroke slightly over-square engines, in order to get a smaller overall package,
best power , at acceptable lower weight. No sacrifice to power output is evident. Design target for this engine is ~10 hp, open exhaust, sustained power.
Suitable planes:
Scale and or tow planes up to 3.0m
Aerobatic planes of 2.5 - 3.0 m
The engine as delivered includes oil, spark plug and ignition unit.
It is also available as twin spark engine.
|
MVVS 80 IRS-TS
Plugs NGK CM6
Recommended two-bladed props:
Mejzlik 27x10 TH
Mejzlik 26x10
|
MVVS 80 IRS-TwinSpark (#3007TS)
Cylinder head with Twin side plugs.
Bore 48mm, stroke 44mm (80cc, 4.88 cu inch)
weight : 2250 grams (without ignition, but with plug)
Ignition: ICU-B, Ignition weight: 210 grams (ignition needs 3S LiPo battery)
Fuel: petrol, unleaded 95 octane (US: unleaded premium gas 91 pump octane).
oil: Jaso FC+ two stroke fully synthetic racing oil. Mix at 1:40 (running in 1:30, during the first few gallons)
Manual download
Dimension drawing (PDF)
Suggested props: two blade 26x10, 27x10; 28x10
three blade 24x10, 24x12
Recommended muffler: MTW TD110
With this engine, MVVS follows a new philosophy of a reduced stroke slightly over-square engines, in order to get a smaller overall package,
best power , at acceptable lower weight. No sacrifice to power output is evident. Design target for this engine is ~10 hp, open exhaust, sustained power.
The Twin Spark layout follows full scale engines practice for improved reliability
Suitable planes:
Scale and or tow planes up to 3.0m
Aerobatic planes of 2.5 - 3.0 m
The engine as delivered includes oil, spark plug and ignition unit.
It is also available with twin spark. (two spark plugs for each cylinder)
|
MVVS 116 IRS
Click on the picture for a larger view
Plugs NGK CM6
props:
2-blades 28x10 to 30x10
3-blades 26x12 to 28x10 |
MVVS 116 IRS 116cc (7.2 Cubic inch), Boxer configuration
Power output 11 hp @5900 This is from the Dyno tested power curve using #3204
canisters,30x10 Mejzlik, and confirmed by users.
bore 42mm, stroke 42mm,
weight 3220 grams including ignition and battery, but without propeller.
Ignition 210 grams
Fuel: petrol, unleaded 95 octane (US: unleaded premium gas 91 pump octane).
oil: Mobil 1 2T or equivalent two stroke fully synthetic racing oil. Mix at 1:40 (running in 1:30, during the
first few gallons)
Suitable mufflers are Int58 by MVVS, TD75(K) or TD110 by MTW
MVVS has made a new back mount with solid standoffs for the 116cc engine , item 3365 ( picture 1 ; picture 2 )
Manual download
Engine dimensions drawing
factory data with MVVS #3204 muffler setup and Mejzlik
props:
30x10 @ 6100 rpm
Engine width over the plugs is 330mm. Get the dimensions and the exploded
view here. Rearview , sideview , planview
Click here for the real power graph using
the MVVS 3204 canister mufflers. This is a field setup any modeller
can reproduce.
The engine, based on the 58 prosport cylinder/piston design, is equipped with
a unique mixture jetting control, the Cont-Jet System,
which links the idle jet to the throttle lever. This adjusts the
Walbro mixture between idle and half throttle. In
most cases, there is only one needle to adjust!
In addition, a lot of engineering went into internal mixture flow balancing
to get the cylinders load balanced and avoid one cylinder running hotter
than the other.This work resulted in a unique design called Air
System (entry flow control manifold) to balance the mixture
to both cylinders, and thus provide silk smooth operation. This also
is the main reason for the massive power output and extremely low vibration
levels. Looking at the induction manifold exterior shape gives an impression
of the effort put into the design of this engine.
 |
MVVS 116 IRS Liquid cooled
Click on the picture for a larger view
Plugs NGK CM6
props:
2-blades 28x10 to 30x10
3-blades 26x12 to 28x10 |
Built as special test project By PRME on Jan 12 2010.
The engine is Liquid Cooled, and needs a water pump, water coolers and appropriate plumbing to operate.
Electric driven pumps are available as computer hardware. So are the coolant radiators. Proposed is to use a waterpump with 400 liter/hour capacity at 4 meter water pressure head, and a 120mm (three fan) radiator with 1000W capacity. |
| 
MVVS 152 IRS
Click on the picture for a larger view
Plugs NGK CM6
Suggested Mejzlik
props:
two blades 30x12 , 32x10,
Three blades
29x12Nx3 |
MVVS 152 IRS 152cc, (9.28 cu inch) Boxer engine
bore 48mm, stroke 42mm,
weight 3740 grams (complete engine as shipped with sparkplug and ignition).
Ignition ICU-B (9.3 - 13V = 3S LiPo), weight is 210 grams
Fuel: petrol, unleaded 95 octane (US: unleaded premium gas 91 pump octane).
oil: Jaso FC+ two stroke fully synthetic racing oil. Mix at 1:40 (running in 1:30, during the
first few gallons)
factory carb (Walbro WB27) needle setting: L= 3/4 (@ closed throttle, H=7/8
Suitable mufflers are the Int80 by MVVS, TD110 or tuned pipes TP3 by MTW
MVVS has made a new back mount with solid standoffs for the 116cc engine , item 3365 ( picture 1 ; picture 2 )
Dimension drawing (PDF)
The engine is based on the 116cc crankcase, and the short stroke 80cc cylinder/piston design, with even further reduced stroke for most compact packaging. Crankcase parts however have been totally redesigned to fit the larger engine capacity, so they will not fit the 116cc engine.
A further devellopment of the very powerful 116cc along the shorter stroke philosophy, this engine is targeted at about 17 hp open exhaust sustained power, not useless peak peek readings which may exceed sustained power by 20%.
Suitable planes:
Scale (30 kilo) and glider tow planes of up to 25 kilo weight (55 - 66 lbs)
3D Aerobatic planes of 3.0 - 3,5 m
The engine as delivered includes oil, spark plug and ignition unit.
It also will be available with twin spark. (two spark plugs for each cylinder)
|
The MSR-ICU ignition essentially is a plug and play unit, that in the *S and *P versions can be taken one step further to operate an automatic engine choke, and make the unit programmable. Default values are No choke servo, and pitts or side short muffler.
the ICU-L ignition V2.0 has two battery test modes. In either mode The ignition switches off when the prop is turned the wrong way. Programming switches between long and short silencer mode and vice versa. This ignition can switch between short muffler (side, pitts) and long muffler (canister, tuned pipe)
Mode 1: With the jumper on (closes) the rightmost pins, battery test is enabled,
Mode 2: With the jumper off (open) battery test is disabled.
Muffler type re-programming sequence: (switch muffler type)
power on ignition, and let ignition enter sleep mode.
now unplug jumper (battery test mode 1) or plug in jumper (battery test mode 2)
wait about three seconds, until the led flashing changes to a one second rithm. Short led on is short silencer (shorter on than off), long led on is long silencer.
Power off ignition
With power off, reset the jumper to the desired battery test mode (mode one is closed, mode two is open)
If now the ignition is in the wrong muffler type, repeat the sequence, and it will swith to the other type muffler.
Programming the ICU-Standard and Pro ignition system for choke servo and muffler type
Small Silencer Choke Settings
(In cowl mufflers like 3207S and 3208S, Bisson, etc.)
For programming, remove the throttle servo from the receiver, and connect the throttle output with the ignition using the supplied programming cable.
The choke servo is connected directly to the ignition.
0) With Transmitter and Receiver switched on, switch on the ignition. with throttle stick in midway position
1) Using the throttle stick, close the choke until it closes completely. Wait until the LED blinks once, indicating the ignition has memorized the “closed choke” position.
2) Using the throttle stick, open the choke valve until it is all the way open. Wait until the LED blinks once indicating the ignition unit has memorized the “choke open” position.
3) Hold open choke position for an additional 5 seconds, and the LED will blink rapidly, indicating that the Short Silencer Pre-ignition program has been set.
4) You can now disconnect the ignition from the receiver.
0) With Transmitter and Receiver switched on, switch on the ignition with throttle stick in mid position (150mSec servo signal).
1) Using the throttle stick, close the choke until it closes completely. Wait until the LED blinks once, indicating the ignition has memorized the “closed choke” position.
2) Using the throttle stick, open the choke valve until it is all the way open. Wait until the LED blinks once indicating the ignition unit has memorized the “choke open” position.
3) Move to the choke closed position, and keep for an additional 5 seconds, and the LED will blink slowly, indicating that the Long Silencer Pre-ignition program has been set.
4) You can now disconnect the ignition from the receiver.
Power requirements of ICU ignitions:
The ICU L and S ignition systems require a minimum of 6.5, and up to 8.4 volts for proper operation. It is recommended to use either a 6-cell, 7.2-volt Ni-Cd/Ni-MH battery or a 2-cell, 7.4-volt Li-Po (lithium-polymer) battery as the power source for these ignitions. A Capacity rating of 1200mAh will last for about two hours flight (8x 15 minutes). The version two L- and S- ignitions will test for 6.5 Volts minimum, but unlike version one which need 6 cell NiMH packs, will keep running at the lower voltages of 5-cell NiMH packs.
The ICU P systems require 9.5 Volts to 13 Volts for proper operation. It is recommended to use either a 9-cell, 10.8-volt Ni-Cd/Ni-MH battery or a 3-cell, 11.1-volt Li-Po (lithium-polymer) battery as the power source for these ignitions. It will also take 4 cells A123 .
OIL chart, of oils I currently have data for.
Oils in bold are generally suitable for cantilever crank engines like MVVS, DA and the likes. These oils have at least SAE 30 weight viscosity and excellent high temperature operation and clean running.
!!Beware!! MVVS does not support the oils in red, or mixes leaner than 1:40!!
In general, Mineral oils and oils that do not meet Jaso FC are not supported
.
Want to know more about oil? Visit Mark Lawrence's All about oils
API charts about viscosity etc, PDF format
