Magnum XL .30RFS Operating Instructions Manual
OPERATING INSTRUCTIONS
INTRODUCTION
The Magnum XL .30RFS is a single cylinder, overhead valve four stroke
engine incorporating ringed piston technology for long life and high power
output under extreme conditions. A dual needle carburetor is utilized for
easy and precise mixture adjustments. A polished aluminum muffler is
included to keep the noise to a minimum without sacrificing power. The
engine was designed by expert engineers and built by master craftsmen
using only the highest quality materials and CNC machinery. These qualities provide the long life and dependability you have come to expect
from an engine of this caliber.
BECOMING FAMILIAR WITH THE
MAGNUM XL .30RFS
If you are familiar with the operation of model engines or just can’t wait to
run your new engine, please read through the Quick Starting Guide included. This guide will help you get started right away and also includes
some good recommendations. W e do recommend reading through this instruction sheet in it’s entirety to familiarize yourself with the features and
operation of your new engine. We have also included a Troubleshooting
Guide should you encounter any problems. Please use the photos below to
familiarize yourself with the components of your new XL .30RFS engine.
Rocker Cover
Pushrod
Tubes
Prop
Washer
Prop
Nut
Drive Washer
Throttle Arm
Low Speed
Needle Valve
Crankcase Breather Nipple
Pressure Nipple
Muffler
Intake
Pipe
Rotor Bolt
Fuel
Nipple
High Speed
Needle Valve
SPECIFICATIONS
Displacement.............................................5.0cc (.30cu.in.)
Bore............................................................................19.7mm
Stroke..........................................................................16.4mm
Practical R.P.M.................................................2,200 - 13,000
Weight (w/Muffler)....................................................9.6oz.
Crankshaft Thread Size...............................................1/4 - 28
WARNING!
Magnum model engines will consistently give you dependable performance and reliability and will be a source of satisfaction and pleasure if
you follow these instructions as to the engine’s proper and safe use. You
alone are responsible for the safe operation of your engine, so act sensibly and with care at all times. This Magnum model engine is not a toy. It
is a precision built machine whose power is capable of causing serious
injury to yourself and others if abused, misused or if you fail to observe
proper safety precautions while using it.
N Keep spectators, especially small children, at least 20 feet away from
the engine while it is running.
N Mount the engine securely in the airplane or on a suitable engine test
stand to run the engine. Follow the mounting instructions in your kits
instruction manual or on the plans for individual mounting recommendations. Do not clamp the engine in a vise to test run it.
N Use the recommended size propeller and follow the proper procedure
for mounting the propeller. Use the correct size wrench to tighten the
propeller nut and the safety nut. Do not use pliers.
N Inspect the spinner, propeller and propeller nut on a regular basis,
looking for any signs of nicks, cracks or loosening.
N To stop the engine, adjust the throttle linkage to completely close the
throttle barrel and therefore cut off the fuel/air supply . You can also pinch
the fuel line to stop the engine, but only if it is accessible. Do not throw
anything into the spinning propeller or attempt to use your hands to stop
the engine.
N While the engine is running stand behind the engine to make any adjustments to the needle valves. Do not reach over or around the propeller.
Do not lean towards the engine. Do not wear loose clothing or allow anything to be drawn into the spinning propeller while the engine is running.
N If you need to carry your model while the engine is running, be conscious of the spinning propeller. Keep the airplane pointed away from you
and others at all times.
N Do not use tight fitting cowls over the engine. They can restrict air
from flowing over the engine and result in engine damage from overheating.
ENGINE INSTALLATION
q Engine Orientation
The Magnum XL .30RFS engine can be orientated in any position on the
firewall. Keep in mind that if you mount the engine inverted, carburetor
adjustments will need to made differently and the fuel tank may need to be
lowered. (See fuel tank size and orientation to carburetor on next page).
Engines mounted inverted tend to run richer during idle and transition to
full throttle, and are generally more difficult to setup and tune properly.
q Engine Bolts and Firewall Requirements
The XL .30RFS engine should be mounted to a glass filled motor mount
(Hayes Products Part # 011 recommended) or to an integrated wood beam
mount built into the fuselage structure of the aircraft. Use only high
quality # 4 sheet metal screws and washers to mount the engine to a
glass filled mount. Use 4-40 socket cap screws, washers and locknuts to
mount the engine to a wood beam mount. If using a glass filled mount,
the firewall in the airplane should be aircraft grade plywood no less than
3/16” thick. The firewall should also be reinforced to meet the torque
and power of the engine.
q Muffler and Exhaust Pipe Installation
The muffler threads into the exhaust pipe, which then threads into the side
of the cylinder head. Both assemblies are held in place using two nuts.
First, thread one nut onto the muffler. Thread the muffler into the exhaust
pipe. The muffler should be threaded in no less than 1/4” to prevent vibra-
Nut
tion from damaging the threads.
Once you have threaded the muffler into the exhaust pipe use an
open end wrench and tighten the nut
up against the exhaust pipe. This
Nut
Exhaust
Pipe
will prevent the muffler from loosening. The exhaust pipe is adjustable to better match the scale ap-
pearance and installation of your
particular application. Thread the second nut onto the exhaust pipe. Thread
the exhaust pipe into the cylinder head. The pipe should be threaded in no
less than 1/4” to prevent vibration from damaging the threads. Once you
have threaded the exhaust pipe in place and into the proper position for
your application, use an open end wrench and tighten the nut against the
cylinder head. This will prevent the exhaust pipe from loosening.
q Fuel Tank Size and Orientation to Carburetor
Ideally the stopper in the fuel tank should be even with the high speed
needle valve or just slightly below the high speed needle valve. Most
models will only allow the fuel tank to be mounted higher than the ideal
location. A fuel tank that is positioned higher than the ideal location usually doesn’t pose any problem except when it is mounted excessively higher
and/or used in conjunction with an inverted mounted engine or during extreme aerobatic flight. If mounting your engine inverted it is advised to
lower the fuel tank so the stopper is slightly below the high speed needle
valve. Doing this will prevent fuel from siphoning into the engine and
flooding it when the fuel tank is full. If you cannot lower the fuel tank far
enough, we suggest lowering it as far as can be allowed in your particular
application.
The size of the fuel tank used should be 6oz. - 8oz. depending on the
model and the length of flights desired. Use of a 8oz. tank will provide
between 15 - 20 minutes of run time at full throttle. Use of a fuel tank any
larger than 8oz. can lead to excessive leaning of the engine during flight
and is not recommended.
q Rotor Bolt
The rotor bolt holds the throttle barrel into the carburetor body and does
not need adjustment. It also prevents the throttle barrel from being
over-rotated in either direction. To
Rotor
Bolt
adjust the idle setting, use the trim
lever on your transmitter. The trim
lever should be set so that when the
Nut
lever is fully forward, the engine
will ilde reliably. When you pull
back the trim lever all the way the
throttle barrel should close completely to shut off the engine.
q Needle Valve Extension
If an extension is required to adjust the high speed needle valve, use a
1.5mm diameter wire of the necessary length. Loosen the set screw in
the side of the needle valve, insert the wire into the end of the needle
valve and tighten the set screw firmly. If the extension is more than 3”
long we recommend supporting the outer end of the extension to prevent
excessive vibration.
q Propeller Installation
Note: Before installing any propeller it must be properly balanced.
Running an engine using an improperly balanced propeller can lead to
excessive vibration which will cause excessive stress and wear on both the
engine and the airframe. Overall performance will also be reduced. Balance the propeller using the recommended method stated by the propeller
manufacturer. Several products are available to properly balance propellers. Ask your local retailer for more information about these items.
Using a 1/4” drill bit or a prop reamer, drill out the hole in the propeller
hub to fit the crankshaft. The crankshaft is 1/4” in diameter. Slide the
propeller onto the crankshaft, up
Prop Washer
against the drive washer. Slide the
propeller washer up against the propeller. Thread the prop nut onto the
Prop Nut
crankshaft. Tighten the prop nut
completely to secure the propeller
in place. Use the proper size open
end wrench or adjustable wrench. Do not use pliers.
Note: If you are installing a spinner onto your engine the cone of the
spinner must not rub against the propeller. If the spinner cone rubs against
the propeller this could lead to propeller damage and eventual propeller
failure.
PROPELLER, FUEL & GLOW PLUG
q Propeller Recommendation
The diameter and pitch of the propeller needed for the XL .30RFS will
vary greatly depending on the application the engine is used in. The weight,
drag and the type of model and how you intend to fly it are all factors in
determining the correct size of propeller to use. Experimentation will be
necessary to find the optimal size propeller for your particular application.
Ideally you want to use a propeller that the engine will turn in the 9,000 12,000 R.P.M. range on the ground, yet power the airplane sufficiently.
Using a propeller that is too small will cause the engine to run at too high
an R.P.M. Using a propeller that is too large will cause the engine run at
too low an R.P.M. and cause the engine to lug down too much. In both
instances this will lead to difficulty in making needle valve adjustments,
premature engine wear and eventual engine failure.
Propeller Size Recommendations
9 x 5
9 x 8
10 x 6
Use a 9 x 5 propeller for the break-in procedure
9 x 6
10 x 4
11 x 3
q Glow Plug Recommendation
Glow plugs can make a big difference in how your engine performs. For
the XL .30RFS we recommend using a “hot” type of glow plug intended
specifically for four cycle engines. Do not use “cold” glow plugs or those
intended for two cycle engines. Using the wrong type of glow plug will
cause the engine to run erratic and make it difficult to tune properly.
9 x 7
10 x 5
11 x 4
q Fuel Recommendation
Fuel can make a big difference in the way your engine performs. We recommend using two types of fuel with the XL .30RFS. For the break-in
period you must use a fuel containing no more than 10% nitromethane and
no less than 20% Castor Oil lubricant. Use of fuel containing more than
the recommended percentage of nitromethane or any synthetic lubricants
will cause the engine to run too hot and result in excessive wear and engine
failure in a very short period of time. Once the engine has been adequately
broken-in (about 1 gallon of the recommended break-in fuel), a fuel containing up to, but no more than 15% nitromethane and no less than 16%
Castor Oil and synthetic lubricant blended fuel can be used.
Note: We do not recommend using fuels that contain only synthetic
lubricants. Synthetic lubricants have a much lower flash point than Castor Oil lubricants. Flash point is the point at which the lubricant begins to
actually burn and loses it’s lubricating qualities. Using fuels containing a
blend of Castor Oil and synthetic lubricants results in an engine that runs
cooler and lasts longer. One lean run using a fuel containing only synthetic lubricants can cause engine failure. Using fuels with a Castor Oil
and synthetic blend of lubricants greatly reduces this chance.
HIGH & LOW SPEED NEEDLE VALVES
q High Speed Needle Valve
The high speed needle valve is used to meter the air/fuel mixture at full
throttle. Turn the needle clockwise to lean the mixture or turn the needle
counterclockwise to richen the mixture. When you start the engine for the
very first time the needle valve should be turned in completely, then backed
out 2-1/2 turns. When you start the engine after that, leave the needle
valve in the same position it was in when you shut down the engine.
q Low Speed Needle Valve
The low speed needle valve meters the air/fuel mixture at idle and during
transition from idle to full throttle. Turn the low speed needle clockwise to
lean the mixture. Turn it counterclockwise to richen the mixture. The low
speed needle valve is preset from the factory, but minor adjustments may
need to be made to suit your application (i.e. fuel used, glow plug and
environment all contribute to the setting). To reset the low speed needle
valve to the factory setting open the carburetor barrel completely. While
holding the barrel open, turn the needle in until it stops. From this point,
turn the needle out 2 complete turns. This is the factory setting.
STARTING PROCEDURE
The XL .30RFS can be started using an electric starter or it can be started
by hand. For safety and ease of starting, especially when the engine is
new, we recommend using an electric starter. The following two proce-
dures should be done with the power to the glow plug off.
q Starting by Hand
When starting the engine by hand always use a chicken stick. If you must
use your finger, wear a good leather glove to prevent the prop from cutting
you. Never just use your bare hand or serious injury could result. To make
the engine easier to start by hand it should first be primed. This is done by
opening the carburetor completely and choking the engine by putting your
finger over the muffler opening. With your finger over the muffler opening, “pull” the propeller through the compression stroke 2 - 3 times. This
will draw fuel into the engine. Over-priming the engine can cause the
engine to “hydro-lock” or flood. This is a result of too much fuel in the
engine before it actually fires. Remove your finger from over the muffler opening and “pull” the propeller through the compression stroke once
to check for a hydro-locked condition. Never try to start the engine if it
is in a hydro-locked state. This could cause serious damage both to yourself and to the engine.
q Starting with an Electric Starter
When using an electric starter it is not necessary to prime the engine. The
starter turns the engine over fast enough that the engine draws fuel on it’s
own. Priming the engine prior to using an electric starter can cause the
engine to “hydro-lock” or flood. This is a result of too much fuel in the
engine before it actually fires. Turning the engine over with an electric
starter while the engine is flooded can cause extreme damage to the engine
and/or cause your propeller assembly to come loose. Turn the propeller
through the compression stroke one time by hand to check for a hydrolocked state before applying the starter.
Note: If the engine becomes hydro-locked, do not for ce the propeller
through the compr ession stroke. Remove the glow plug and quickly flip the
propeller, or apply an electric starter, to expell the fuel from the cylinder.
BREAK-IN PROCEDURE
Note: The XL .30RFS engine is a ringed engine. A ringed engine is
designed differently than a typical ABC designed engine that you might be
more familiar with, therefore you will not feel much hesitation as the piston moves through the top of the stroke. A ringed engine does not have any
taper in the sleeve. Ring tension is what seals the combustion chamber.
When the engine is brand new , it will not feel like it has much compression.
This is because the ring has not yet been seated with the sleeve. After the
engine has been broken-in, compression will increase. The break-in procedure will guide you through the steps necessary to properly break-in
your new XL .30RFS ringed engine. Please follow the steps closely.
The break-in process allows the engine parts to perfectly fit to each
other and properly protect each part from premature wear. The engine
should be broken in using a fuel that contains no more than 10%
nitromethane and no less than 20% Castor Oil lubricant. Synthetic lubricant fuels should not be used during the break-in pr ocedure. For the br eakin procedure we recommend mounting the engine into the airplane it will
be used in. This way the muffler, fuel tank and throttle linkage can all be
tested in combination with the engine. If your airplane uses a cowling, it
should be removed during the break-in procedure.
q 1) Turn the high speed needle valve out 2-1/2 turns from the fully
closed position.
q 2) If you are using an electric starter to start the engine, follow the
procedure in the previous section. If you are starting the engine by hand,
follow that procedure in the previous section.
q 3) Open the throttle barrel to approximately 1/4 throttle. Connect
the power to the glow plug. Start the engine using an electric starter or by
hand. If starting by hand you will need to vigorously flip the propeller
through the compression stroke several times before the engine will start.
q 4) Once the engine starts open the throttle barrel to about 1/2 throttle.
Y ou may need to lean the high speed needle valve in about 1/4 turn to keep
the engine running at half throttle.
q 5) After the engine has been running about 1 minute, remove the
power from the glow plug. Advance the throttle barrel to full throttle.
Adjust the high speed needle valve so that the engine is running very rich.
Y ou should notice excessive white smoke coming from the exhaust and the
engine should sound like it’s running very rough. Let the engine run for
approximately 5 minutes then stop the engine.
q 6) Let the engine cool for approximately 10 minutes then restart it.
Set the high speed needle valve mixture to a slightly leaner setting, about
1/4 turn more in. Let the engine run for about 5 minutes at this setting then
stop the engine and let it cool for approximately 10 minutes.
q 7) Repeat the procedure in step # 6, while leaning the needle valve
slightly more each time. In all, you should run the engine about a total of
30 minutes of actual running time. After 30 minutes of run time the engine
is ready for flight. Fly the airplane with the engine set as rich as possible,
but with adequate power to fly the airplane. After each flight, lean the
mixture slightly. Continue to do this for about 5 flights. At this point the
engine should hold a good setting on the high speed needle valve and you
can begin to fine tune the needle valve settings to increase performance.
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