does anyone know if this engine is good for C/L?

 D>  a ' 15 shaft ' compared to the .46' S T  's 12 . Yer intakes the .60 / G 51 fit . ( ST 60 is also ' 15 m.m. shaft . A VF 40 / 46 is 16 m.m.  Gas Passage Bore Sizes To Suit . figure ! )



IF its THIS . and even if itsnot . The Schneurle is big letters on the case .short . big head

WHEREAS the ; loop scavenged ; 40 & 51 , - are ' three window '  P.D.P.  preceeding the last ST 60 like that .

Put a 12x4 on it . about a .200 or 180 straight thru intake , on a lighter plane . Meester Smith saying they run better thanna ST .46 !!!!!
one can shave say 3/32  maybe , off the exhaust stack , for clear screwdiver access to mt. bolts . Maybe trim a m.m. off the lug sides . if neccesary . carefuly . One then other . Measure as you go .
The bolt patterns G 51 etc match . But props closer . Are a 60s G 40 /46/51 race injun derivative . Brikhause & others used THAT .40 .
Al Rabe & Franbk McMillan 60 er ised therm . ( The Liner OD is 26 like a early .60 - 24 bore rather than 23 . Doable but woftam . ) Let Er REV . switches well . not bquite schneurle grunt .

sceptre flight Como 51 STUNT test , typer . We know knuthing . about . That being the schneurle .

First S T   ABC  rat race cetra . The DIES modified , for that there Como . Limited component interchangeability . Both are longer rod than ST 21 series . Olde  V 51 rings fit .mazing what a bit of compression does for them .  So if ' used ' strip'n'clen'n'oil . & a new ( 23 m.m. ) ring , carefully bedded in , theyve got a bit of grunt .

Some Ere , maybe . ( video ) https://stunthanger.com/smf/open-forum/frank-mcmillan'smartin-baker-mb-5/

I started one for the first time , in a Magnum Id never Flown , offical , at the state champs . set . respoectable ? flight . for a rubber control no groove inconsistant plane .
BUT It'd work real well , in , say , a 55 ounce 60 span Magnum , Hallmark , etc. etc. etc . A gruntier heavier ST .46 !  ST 46 / 60 muffler fit - is same . must drag it out .
The reringed one is docile & coming along well . DONT get too carried away shaving away the case ! ! ! .

https://stunthanger.com/smf/engine-set-up-tips/como-51-good-for-stunt-use/msg14491/#msg14491


( relkated to THIS . https://sceptreflight.com/Model%20Engine%20Tests/ST%20S.40.html people have used them .  ) bita component inter change ability . Theoir .

Yer orrible schnurle one . V similar to early 80s Sch. S Tigre . Short Liner , flat head ( not plug in )

Previous is 1980 baffle piston . Look after it , its as good as anything else , at that  price  ./ Woith chromeing the bore .



https://www.worthpoint.com/worthopedia/l-super-tiger-60-control-line-stunt-504250672

thisisthelast of the ST .60 ( K ) stunt . copied the como concave head fin & Three ' window ' and P D P . or the Como ' prooved ' them . so , theres a thing .
unless its the schneurle .

YOUD THINK THIS COMPUTER WOULD UNDERSTAND ENGLISH ! .

I had a Como 51, the loop scavenged one that was running very well as stunt engine until I had someone modify it to a dykes ring, wasn't worth anything after that.

I have a Schnurle ported Como 51 set up for stunt.
It's quite powerful and gives an excellent stunt run.
The C/L setup is supposedly from the factory.
It has a single standard type piston ring.
Looks new and has just a few flights on it.
Someone on Stunt Hanger expressed an interest in acquiring it but I haven't heard back from him yet.
It's definitely for sale as I don't use 2 stroke glow engines larger than .46.
Bob Z.

Guys, Schneurle porting and loop scavanged are the same thing and require 3 separate transfer passages. I think this engine has one big bypass so it can only be a cross flow engine even if it has the highly angled S/T transfer ports and Perry ports. The fuel doesn't loop up and over, it just splatters across the cylinder which is why most cross flows have a baffle.

MM

Robs is a SCHNEURLE . https://sceptreflight.com/Model%20Engine%20Tests/Como%2051.html last picture down the bottom .

The oilier one is P.D.P. the soime is thees .40 https://sceptreflight.com/Model%20Engine%20Tests/Como%2040.html but 23 x 20 .
Mon.

Quote from: Motorman on February 03, 2026, 08:48:51 PM
Guys, Schneurle porting and loop scavanged are the same thing and require 3 separate transfer passages. I think this engine has one big bypass so it can only be a cross flow engine even if it has the highly angled S/T transfer ports and Perry ports. The fuel doesn't loop up and over, it just splatters across the cylinder which is why most cross flows have a baffle.

MM

You don't need a boost port to call it a Schnuele. L

Adolf ! ?   

https://en.wikipedia.org/wiki/Schnuerle_porting

My experience is with the Como .40. I see the .51 is completly different and much improved. Still, I think the term Schnuerle is used rather loosely in some applications.

MM

Does anyone know the mounting holes match any other engines AKA P/A's  or OS ?        Thanks but I found it's almost the same as a LA-46 just the lugs are little wider   

Weren't these basically Super Tiger clones?  I know they were used to good effect in the day.  Didn't Al Rabe have one in the Snaggle Tooth Mustang at one point?

Dave

Quote from: Dave_Trible on July 23, 2026, 02:05:55 PMWeren't these basically Super Tiger clones?  I know they were used to good effect in the day.  Didn't Al Rabe have one in the Snaggle Tooth Mustang at one point?

Dave

My understanding is that Como engines were built by Super Tigre for Indy R/C Sales. 

They match a G- 40 , 46 , & 51 perfectly . As theyre a rework of the dies . The 15 m.m. shafts the go for go . Over the 12 m.m. . 21/46 .

Seems to like to rev .

A 3/4 Extn would match a 1/2 on a G 51 and the rest . thereabouts . Same as all the  Helicopter 40 Std Pattern . but nose is shorter .

Theyre from about 1980 . .  WHICH ONE IS IT .

About the only part from a Como 51 that was used in the snaggletooth model was the crankcase, and it had the fin area welded up so more cooling fins could be machined in.

Hurumph , dunno where THAT came from .


* see below .
This , https://www.vrhc.co.uk/dave/rabe.htm#O6 ere .

Looks to be a ST .46 . AS the offset intakes 21 series whereas Como is central .
Frank Mc Millan would be the man to see Re ' .60 Como . As he has them .

Rabe had stroked .46s ( 51s ) and
The Early ST 60 liner drops in the Como 51 case , diameterwise if not otherwise .
Presumably he stroked these 2 m.m. too . WHICH IS 1 m.m. on the ' throw ' ,
as it throws both ways . Top & Bottom ! ( Who'dve thought .  )

Apparentlt they were a joint effort with Frank . Used in his MB 5 .
Dont think ive seen a picture . Como case bore is 26 as is first ST 60s .

Garner did the stroked .45s . Advetrised them , apparently .
All wrote up , somewhere . If youve nothing better to do .

* 1977

QuoteWhen I increased the lap time from 5.4 sec with the ST 46 to 5.7 secs with the .51, the slower speed and the increased prop load caused cooling to become a problem again. I needed two engines, overhauled and alternated frequently to get through the 1977 contest season. At times, to combat the effects of excessive heat, ring end gaps of as much as .0I4in. were used. After the Nats, I modified a ST 46 case by welding on and machining three larger cooling fins. A cowling baffle and stand-off cylinder baffle were also added to improve cooling. With these modifications, it was possible to use a ring end gap of .006in. for a better seal and more power but the cooling problems were not yet eliminated. Since then I have increased the custom case fins to five and installed a machined head with greatly enlarged fins and a new muffler of improved design. It runs great now but I'll have to wait for summer's heat to find out if the problem has truly been licked.

De Man . ( Dunno ifit comes intoit , ere . )

QuoteRabe 10 stunt engine

Snaggletooth was also used for several hundred test flights in the development of a significantly more powerful stunt engine of .60 displacement which would fit the narrow ST .46 mounts.  It seemed like I could always use more power and had, more or less, constant problems with heat.  The new engine started out with a much modified Como 40 case.  It was modified in many ways.  First, the bottom end of the case was bored out for rod clearance when running a crankshaft with a full .60 crank throw.  This resulted in nearly cutting the case in half.  The case thickness at the bottom of the bore was only a paper thin .0020th of an inch.  What strength there was in the bottom of the case depended on the mounting lugs to bridge the outside of the rod clearance groove.  Second, many engines of the time threw fuel from the front bearing.  I grooved the case and installed an "O" ring behind the front bearing.  This dried up the engine too well when it stopped any lubrication from reaching the front bearing.  A solution for this was found by nicking the "O" ring to pass a small amount of fuel.  The "O" ring did drag a bit, but this went away after the first few flights.  Cooling was improved by welding additional metal onto to the top of the case and machining larger cooling fins.  Finally, the case was sand blasted for a nicer appearance.  The rod was custom machined to specified dimensions and fitted with bronze bushings with oil holes on both ends.  There were a number of combustion chamber head buttons tried of various shapes.  These buttons were held in place by an oversize head clamp featuring large cooling fins.
 
The crankshaft was custom machined and heat treated to my design drawings by Glen Dye.  The design process for the crankshaft was begun by weighing the pistons, rods and crankshaft counterbalances of a number of engines.  I related this data to an article on the theoretical counterbalancing of single cylinder engines.  The design of the crankshaft featured a .090 thicker counterweight which I calculated to be still a bit less than necessary.  The counterweight had three holes drilled, parallel to the crankshaft, to allow the installation of tungsten weights.  Initial test flights began with no extra weight installed.  Tungsten plugs of various lengths were added over a series of flights to progressively reduce vibration until a point was reached where vibration began to increase again. This resulted in a very smooth running engine.
Crankshaft timing was selected to match the timing of the ST .60.

The piston was a modified ST .60 part.  It had the ring pinned, and the wrist pin was secured by circlips to protect the sleeve.  The chromed sleeve was mostly a stock part as the ST .60 already had good port timing for stunt runs.  The result was an engine which fit the Snaggletooth mounts and ran pretty much like a very good ST .60.  It turned an inch longer prop than the ST .46.  Once again, I was motivated by the idea that if I couldn't buy what I need for top competitive performance, I would make it.

Al

Id take ' 40 ' with a grain of salt . Untill Verified . AS the .51 Block is Taller . .40 dont have the top / solid ( filled in ) fin .its  Machined back .
S'how you told in Q 40 Pylon , ifitwas a cheater ! .    were told . Out with the gas torch . Where did I leave the lathe . Intresting he Heli Arc'd piston skirts to loose S P I
Think the stroked 46 timing was 108 / 110 or something less . A tourquer .

Why do guys get so up tight about engines.  I have all brands of engines that I have used in the past in events.  I spent $300.00 for an engine ready to run.  Did it help my pattern?  Not one bit.  If you ave a rliable egine that starts easy and runs good only practice and a coach makers a dfference.  Yes I am getting old and cranky.

Quote from: Mike Greb on January 31, 2026, 07:55:12 PMI had a Como 51, the loop scavenged one that was running very well as stunt engine until I had someone modify it to a dykes ring, wasn't worth anything after that.

Propably not because of the Dykes ring concept itself, but poor workmanship. L

What do ya know about dykes rings in the S Tigre .60 , Lauri .

Mine definately seems to be susceptable to something    .
After storage even dosed with W D 40 ( 2 or three weeks )
can take a bit to free it off so the compressions there .
Could be a few dust dirt specks under it , Id thought ? .

A bit irritaeing , dosnt seem the strongest of them .

Just seeing kerokt info is up , john . so emulation isnt up the creek .

Id accidently run in a new ring on a .51 beffle on 15 5 nitro . a few runs .
Worried when I woke up to it . but its seemed to have done no harm , as its
going pretty good . Usually use a 12 x 4 wood on it . None of em have 500 horsepower .

Nothing with ST, but having made made engines with both type of ring, my opinion is that Dykes is better.
But it may be more sensitive for all kinds of defects, like bad geometry or carbon buildup. L

Thanks .

Dust or rather fine gritish earth , here in Aus . Familiar to many desertish American fliers no doubt .

Will have to do the Nylon Filter . And not before time . 

Seems to do it after ' parked ' a month or so . Liberal dose of fuel , and belt over Back & Fwd. frees it . With luck .
Usually dose it with WD 40 after flying . Still bedding in , tho the rest of its well used , other than bearings . Ex R/C.

 

Advertise Here