User manual MVVS 80 IRS SP V1.2

[. . . ] Operating instructions MVVS 80 IRS No: 3007L MVVS 80 IRS SP No: 3007SP MVVS 80 IRS TS No: 3007TS Before using the engine, please read these instructions carefully. Congratulations on choosing the gas engine MVVS 80. MVVS 80 has been designed and manufactured for propeller-powered radio-controlled model planes. It is able to meet all of your expectations of an acrobatic racing engine. Technical specifications Bore Stroke Weight of complete engine without ignition* Weight of ignition unit 48 mm 44 mm 2220 g 190 g Fuel Lubrication Unleaded 95-octane fuel Oil with petrol in mixture 1:40 RpM range 1000 ­ 7500 RpM Safety precautions 1) 2) 3) 4) 5) 6) Never use the engine for any manned vehicles. When operating model planes, always follow the rules and laws in effect in your country. [. . . ] If you wish to utilize the maximum power output, choose a propeller, which allow the engine to reach these revolutions, or slightly lower revolutions (given the unloading of the propeller depending on the speed of flight) on the ground. We do not recommend using propellers with which the engine reaches more than 7000 RpM on the ground. Exhaust Use only factory-made exhausts pipes designed for this type of engine, preferably brand-name MVVS engines with which you also get the power output guaranteed. The manufacturer declines all responsibility for all engine damages arising from the use of improper exhaust systems. When mounting the exhaust follow the manufacturer's instructions. Make sure to secure sufficient cooling of the exhaust. Carburetor adjustment Basic setting: adjusting needle (L) for low revolutions range 1 turn and 45 min adjusting needle (H) for high revolutions range 1 turn and 10 min (the values are derived from the position of clock-hands; the starting point is needle fully screwed in) The new engine comes adjusted to the basic setting. This setting should be kept during running the engine in! Air pressure inlet After the engine has been run in, adjust it following the instructions below: - start the engine and warm it up - let the engine run at idle speed for approx. 5 seconds If the engine starts to run backwards do not open the throttle - stop the engine immediately!Step I Accelerate to 2/3 of the throttle range within approx. Repeat three times ­ if the engine accelerates quickly and without a hiccup go to Step III. If acceleration is not smooth go on to Step II. Step II Adjusting needle (H) Adjusting needle (L) Choke lever Faulty acceleration with hiccups and a tendency to cut out is usually attributable to a poor fuel mixture in the medium-revolutions range. Stop the engine and recheck the fuel feed (the hose-pipe must not be pinched or broken; if fitted, check also the fuel filter permeability). Restart the engine and test acceleration again. If problems persist adjust the carburetor. Open the adjusting needle L by 5 min and retest acceleration. If acceleration is smooth, open the needle by another 3-5 min - this should be done because the needle was previously set at a boundary value; if atmospheric conditions changed during flight, the problems might recur. If the engine still has bad acceleration, open the needle by 10 min. If the engine's operation does not improve afterwards, stop it and check the basic setting. Set the adjusting needle L at 1 turn and 50 min and the adjusting needle H at 1 turn and 10 min. Restart the engine again and test acceleration. If the engine runs correctly go to Step III. If engine does not accelerate properly, open the needle by another 10 min. [. . . ] The rear cover is sealed in the crankcase with two sealing rings ­ therefore more strength is needed, however, it must always be pull only!Make sure you disassemble the engine in a clean environment!Position the rear cover as desired, carefully insert it in the crankcase and tighten the screws. Do not forget insert the gasket when reassembling the carburetor. 2) Switch the ignition on, open the choke valve, set the throttle at slightly higher idle speed and give the engine a few quickly turns. [. . . ]