As I learn from Brett, Randy, Marvin Denny, Henry Nelson, and several others; There are many ways to do things
BUT also there needs to be a appreciation for the different uses of the equipment--- and then try to take all the superb advice, and adapt to YOUR equipment, use, habits, and consider the various conditions...like venue/location and resources, or in some cases the availability of products, or costs yadda yadda
You also must be cogent of the changes, over time, to some sage advice that may NOT be good advice today
Example would be the constant recommendation to add a little (2 to 3 drops/spritzes per gallon) of ArmorAll to solve a foaming fuel issue... I can state categorically that in 2017, if you head out to Auto Zone, and buy a container of that crap you will be disappointed, not get any good anti foam result, and may foul expensive plugs----I do not know when the formula changed, but it did....and most guys with this recommendation have a 4 oz container from 1985 that will last them for three more decades
Back on subject... sort of... My take away, from a lot of posts, is that each engine series/type/construction is happy with a fairly wide variety of N and oil combinations
Since I deliberately moved on to mostly Bret's/ Dirty Dan's mantra of BBTU...a grand euphemism for "buy it fly it as designed" This method is on many of my models from RSTs, ARF birds, and a few kits....and right now have a fleet of birds and engine combos that all behave without any fuss at the field
The one bird with the Fox .35 is a purely nostalgia Ringmaster--- no burp plug---and flown only twice a year so I think I may just to sort of take the advice--- I will blend the next quart with a tad more total oil and a bit of Aero 1
While I tend to think, not overly critical with Matt's experience with the Evo 60..... there is plenty of current info about bird size/weight proper prop, proper fuel, and proper muffler without any extremes are needed --- info enough to play airplane without too much frustration
I can appreciate where there are some older engines...like the Fox 35....where max size in a minimal case ....that demand a lot of OIL, not so much for lube, but to help shed heat
I guess bottom line is... we are exceeding fortunate to have this forum and folks who have a LOT of "been there done that experience"
At 62 and deteriorating rapidly I have a finite range of playing model airplane... 100% of my flying is locally just for giggles
These guys have helped immensely with lowering my frustration level, no need to learn the hard way, and maximize my flight line experience...and for that I am ever indebted to this resource
Randy it is hot enough here to consider it a new building/ assembly season... the RS B&B Magnum .52 is good to go...send me a very good ARF SV 11 soon please
I know, I know, you are busy at the Nats making your well deserved fortune!!! grin
Matt...ever so sorry to bloviate in your good thread...
I do NOT have a Evo 60 but do have 2 of the Evo 36s...each one set up per hints from this site...and I expect each to out live me, easily
Prop/ fuel recommendations, and the expert advice from Lee's machine and his products worked for me
Bloviating Fred... who, to date has not yet experienced a "run away" engine since 2012.... Of course back in 1972 I had an Enya .35 5224 on Missile Mist, Rev Up 8x8, 34 oz Mongoose, missed the needle, unloaded and went to high scream...ran out with what should have been a cooked engine....still have it....Still runs on a Mongoose .....My dad's McCoy .35 that did the same on a Ringmaster (( I still have the engine)) free wheels with zero compression