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Sunday, November 27, 2011


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Circa 1987

Circa 1987

Design history:-
Designed and manufactured in Moscow Russia in the mid 1980's. 

Design Features:-
Rear induction; integral cylinder head; large advanced transport port design; die cast aluminum cylinder with a hardened steel liner, seating on its lower edge and prevented from vertical movement by a single grub-screw bearing down on a V-notch in the liner’s top edge; the cylinder assembly extends to below the exhaust port, where it is mounted to the crankcase with four M3 machine screws; and schnuerle cylinder scavenging technology

Displacement 2.5 cc
Bore 15 mm;
Stroke 14.5 mm;
Weight 180 grams


A KMD Engine shown with one style of documentation and box
Another style of packaging

Shown below mounted on test stand ready for a test run

A couple of test runs were made each time checking for speed with a hand held tachometer on one run a speed of 26,000 RPM was recorded

I have several of these fine engines and I find them particularly useful as control line competition engines.They are not quite in the same league as the Nelson or the German Bugl Team Racing engines but it is impressive in their own right and with lots of potential for further improvement. I have conducted numerous test runs of my KMD 2.5 collection to compare the performance of various stages of tuning. Here you will be able to witness performances of a standard Factory KMD 2.5 cc. with one of my tuned engines. Both tests are conducted using the same 8x4 prop, the same tachometer and same 50% petroleum mixture.
Proof of the accuracy of my tachometer:
The standard engines should run from the factory about 13000-14000 rpm. with 0,34 hp.The first engine is tested with the 3,4 mm venture and the readings like suspected were right on as predicted, so we can conclude that the tachometer is recording accurately.
A RACE TUNED KMD 2,5 cc CAN RUN + 26000 RPM!!!
Over the last 30 years, I tuned a lot of engines and read a lot books about the gas flow in a combustion engines..I my next clip I ran the engine at 26000 rpm. 
The Russian engines are well known for dirt inside.You can find almost anything inside from metal chips to grinding paste. So a good cleaning is essential with these engines. The second thing I recommend is to change the ball bearings. The quality of Russian bearings were not to up to the same standard in the 1980's as here in the west today and secondly; the dirt from sitting in the box for 30 years can also be detrimental to performance.The Factory move to another location with new management. Unfortunately these changes also brought with it, far less quality control. Which is evident by lower quality of the new White Head engines, than existed, with the older Black Heads.
I have also a nice link on model engine news. Its more of a back ground story, but very interesting.The engines were made in a military plant near Moscow, the plant was established with the primary goal to exported to the west. That's why its a more of a quality product than the other engines, that came from the same factory; like the mk-17 and the Map3.

After Tuning

This posting is prepared in collaboration with YouTube Channel valic000

This amazing engine is capable of swinging a really big propeller if required. Watch how well it turns a Master Airscrew 11X6 inch.

Russian Mk 12 B

Russian Mk 12 B
Circa Mid 1960's
In Stock at the Trading Post

Design History:- 
Designed and manufactured in Russia in the mid 1960's

Design Features:-
Early versions featured a removable front housing;
later models featured a single piece crankcase;
rear induction; and
crankshaft supported on ball bearings

Fuel: Ether/Petroleum/Oil
Cycle: 2T
Cylinders: 1
Displacement: 2,45 cm³
Bore: 15,5 mm
Stroke: 13 mm
Weight and Dimensions

Other Information
Model Year 1980
U.S.S.R  (C.C.C.P.)
U.S.S.R. (C.C.C.P.)


"A nice try to copy a proven design"

This is a fairly rare MK-12 b engine made in the former Soviet Union. It was not easy to find information about this engine, but as I love to digging about for data on old model diesels I found the following information. 
There were several versions of this engine. The early models had a split crankcase, like the Webra Mach1.  It was probably a copy of that famous German engine. 
The early types came with a black or red anodized head..also the early models had 3 holes to screw the head tight to the crankcase. The later were blackheads and had a natural aluminum finished: heads had 2 holes on the top for the special tool to assist with its removal. The early models were introduced around by 1964 and the later series were build around 1982.  I don't know exactly, where the changes start and when the last engine was produced. 
The quality was not really good: in my eyes it looked like a hasty cheap manufacturing job; the castings are not in my opinion a very good quality and not that  nice to look at. The needle on my engine is too loose, but even more serious; the piston's fit was far to tight and the finish rougher than desirable. What is needed is a smooth "glass like" shiny finish on the piston and on the cylinder walls. 
After enlarge the upper part of the cylinder slightly and polishing the mating surfaces our engine starts to feel right. Also the big end had already some slack in it, which is not a good sign for a new engine.
After a test-run it looks to be not too bad a runner at all. 
I will make a bronze bush for the big end and I will fix the needle. 
So after making some cosmetic work, I will make a new spinner like the ones on the early types, it was looking not bad at all.
Since I collect Russian diesel too....It just had to be in my collection and I am happy to have it as a runner.
I understand, there was a B and C version as well, but I am not sure what is what~~maybe the A version was a very well build engine like the very first Rhytem team-racers were: made to a very high standards~~I am not sure. Perhaps they were reserved only for the Russian competition teams and the MK-12 b is only a shadow of what it was to be as a first place winner... a great Russian team-racer with great potential....but only available to the "happy few".... those who competed for the Russian Team".


This posting is prepared in collaboration with YouTube Channel valic000 Visual material and observations are by valic000

Tuesday, November 22, 2011

Bus F- 1.25 cc Diesel Engine

Circa mid 1940's

Design history:-
Designed and manufactured in Czech Republic by Gustav Busek in 1947. 

Design features:-
 Iron piston with steel cylinder sleeve;
Advanced design transfer ports (similar to those of the more powerful Webra engines); and
Manufacturing nice touches (note the ball end on the tip of needle valve)

Bore 11 mm
Stroke 13 mm
Displacement 1.25 cc
Power approximately 0.1 hp
Maximum speed 11,000 rpm

The cylinder is very similar to the J B engine. It has a special transfer system of the ports. Similar to the very powerful Webra engines. This shape of transfer ports results in maximum cylinder filling on the intake stroke; only engines with modern type snuerle porting are more efficient. Take a close look at the needle in the pictures and you will appreciate the extra care that the Czech craftsmen took when they produced these magnificent little gems.
I wrote about some of this in my video clip: about Its slightly cone shaped with a small ball end~~so much extra work,but so lovely!

This posting is prepared in collaboration with YouTube Channel valic000
Visual material and observations by valic000

Monday, November 14, 2011

The J.B. Bomb 1.0 cc Engine

The Atom and the Bomb
engines were available as diesel and glow versions

Design history:-
The Bomb was designed by charlie Cray and manufactured by John Ballard in England where John was a part of the ED organization. He departed that organization after a disagreement with the board of directors in 1957. He teamed up with Engine Designer Charlie Cray and opened the new J B manufacturing plant where they produced two lines of engines; the 1.5 cc Atom and it's little brother the 1.0 cc Bomb. Both engines were offered as either diesel or glow versions. In spite of a slick marketing campaign they were not that popular with the consumer. The engines had a metallurgical problem which caused them to have a short service life  and as well they were not that powerful.
Mainly for these reasons the J B engines received poor reviews from the modelling press and dropped out of sight. Today they are considered to be scarce and hard to find because, not many were were produced..

Design Features:-
Steel piston and cylinder sleeve;
Integral  fuel tank;
Ball and socket connecting rod to piston connection; and
a long shaft housing allowing a neater in cowl installation

Displacement 1.0 cc

This is Peter's story about his little J.B. Bomb that he got off eBay.
When making the insert of the new piston with the connecting rod, I used a hammer to close the rivet in the top of the piston...but I was not careful and the end of the connecting rod hit the iron plate that I was using as a working surface. The nut was turning by itself, and as a result, the big end of the rod was damaged.
while attempting  to correct the oval shape at the big end, the rod broke into 3 pieces. with the top piece still attached to the piston....and that was really frustrating.
After a night's sleep and thinking about the problem I decided to cut off the damaged big end, and make a replacement piece on my late using an end of a drill rod. I made the new rod end part slightly thicker than the original rod (2,5 mm).
I drilled out the end to fit over the stub of the broken upper rod end and put the two  parts together in telescope fashion.
I measured everything exactly and put the assembly together using silver solder...and hurrah...it held!....Thank god a happy ending, I hope ......after all of that work.

Let's see if she will start smelling like a diesel should.

Click the play button below to view a short video clip.

Special thanks to Peter (YouTube Channel Valic000) for the material shown in this page

View the complete story below.

Friday, November 4, 2011

Cox .020 Pee Wee Model Airplane Engine

Circa 1960's

Design History:-
Designed and manufactured in 1957 by L.M. Cox Manufacturing in Santa Anna California, U.S.A. 

Design Features:-
 This engine is basically a scaled down Baby Bee, it was produced to run on high nitro fuel (greater than 25 %), rear induction with reed valve, generally supplied with an attached fuel tank although not always. Versions were sold with or without a spring starter.The version without is sometimes referred to as "the goose neck" type. There were even throttles and diesel heads developed for this little gem.

Displacement 0.327 cubic centimeters
Bore 7.62 millimeters
Stroke 7.16 millimeters
weight 23 grams
Practical Speed 17,500-18,000 RPM (4.5x2 inch propeller)
Model year 1957


The Pee Wee despite of it's extremely small size is easy to start and has no vices.as long as it is not flooded it will fire up quickly when spun with it's spring starter or even finger propping is effective.When starting a cold engine it is advisable to use some form of applicator for exhaust priming, such as a spray bottle or hypodermic to avoid flooding, a warm engine does not require priming while starting .

Click the play button below to view a couple of short videos featuring the starting and running of a Pee Wee with an exhaust throttle and running with a diesel head fitted.


YouTube nitroairplane
as promised this is my cox pee wee .020 with a davis diesel head and a black thimble drome 5 by 4 prop it now runs very nicely although can be quite a pain to start it can be started without a spring starter but using one is a lot quicker and easier in case you were wondering this is a 1960 pee wee with swan neck crankcase.


Special thanks to YouTube Channel nitroairplane and Engine Collector J.M. Rojo for visual material used in this page. 

Thursday, November 3, 2011

Elfin 2.49 cc Diesel Control-line Engine

Circa 1949

Design History:-
Designed by Frank Ellis and manufactured in England by Aerol Engineering of Liverpool. Frank was influenced by the Arden's design a fact that is quite evident when one compares these engines. The Elfin originals are no longer available. There have been many replicas available over the years as it is believed to be the most popular choice for replicators. Some notables are: produced by Dunham Engineering in the UK, Gordon Burford in Australia, Targos in the UK, CS in China,. RJL and Hobby House in the USA. 

Design Features:-
 This engine was produced with either a beam or firewall mounting systems. It incorporated an updraft carburetor, cylinder liner is hardened steel with the 4 traditional Elfin internal transfer grooves, the lapped iron  piston is extensively milled out on the inside to lighten, with a very shallow conical crown, which matches a similar profile on the counter piston. Gudgeon pin is 3.5mm dia, blind drilled 2mm ID from the front to save weight, and retained by a wire circlip. The connecting rod is a massive for this size of engine with ball ends and the crankshaft runs in a bushing type journal bearing.

Displacement 2.49 cubic centimeters
Practical Speed 9,000 RPM (10 x 4 propeller)


The short output shaft requires undue complications when finding a suitable propeller to fit on the shaft.
The unscrewing cylinder is another problem; it has a tendency to unscrew when making compression adjustments.
On the positive side the engine is noted for it's reliability and high power to weight ratio.

Click the play button below to view a short video featuring the starting and running of a replica by CS of this interesting little engine running again after a major repair.

Special thanks to YouTube Channel valic000and engine collector R.M. Rojo.