Lyle,

I think that engine is very similar to the somewhat later K&B .61? Steel sleeve, aluminum piston, CI ring? You might search under K&B and find more info here on Stunthanger.

If it has ball bearings, so much the better. If it has one in the front, for sure it has one in the back....

I have never run one for control line, but rebuilt a K&B for a friend who did.

With that combination of sliding metal, I'd use at least 22 or even 25% oil and probably half of it castor. I'd probably start with 5% nitro, since that engine has got plenty of moxy to haul a good-sized plane. You can go check Randy's fuel suggestions in the article pinned at the top to see what he recommends.

Because of the metallurgy, the break-in routine is more old-school: light prop load, run it rich, lots of lubrication, don't let it overheat but you want the ring to wear in and seat. Start with a 4-stroke and work your way up to a middle 2-stroke as you put heat cycles on it. Don't run it hot and collapse the ring. Just guessing here, but for break-in, I'd be thinking about an 11x4 prop, maybe a 12x4.

I believe the engine I worked on came off of a Score, which was no lightweight. I don't think the K&B setup is as well understood as the ST.60, which seems to be the easiest of the era for most guys to run. Not sure what size venturi was in the engine I tore down. I don't see that listed in my notes. Sorry.

Dave

korekt .

Were quite popular before they realised how heavy they are .

A Patternmaster / Strega etc , it would save noseweight , and work well .

The sturdyness means its pretty smooth & stable .

theolde ' pinch the fuel line & release - 2 sec max to return to 4 stroke , & youre in .

Id be 30 5 castor initially , then 25 , and not 20 till a few hours up . Nitro would wake it up ,
but theyre pretty powerfull , somaybe not neccesary . not for run in initially definately .

We presume its one of these : http://sceptreflight.com/Model%20Engine%20Tests/K&B%20Lee%20Custom%20.61.html



the olde . 3 in bore intake witha 5/32 - in. - 4 m.m. spraybar'd be about right . ( 280 to 320 ish pending on airframe weight ) .
mightve been in the 80 Oz ' MARUT ' & others .



INDEED ! .

  Is it really a .60, or .61?? I think even when they said Veco on the side, they were a .61. In my time, I know I have seen a few guys use them successfully. I think they were pretty easy to handle and K&B even upgraded the design years ago with the "Twister Head" , that allowed the whole head/cylinder to rotate to change the head clearance and compression ratio. These were just heavier than a ST.60 and maybe made a bit less power. I remember Russ Gifford using these and don't remember him ever having any issues. I think he liked them for their dependability and they were plentiful and cheap. I have a few in my stash, including a Twister Head model and want to try them out some day when I get a testing mule model that I can change engines on easily.
  Type at you later,
   Dan McEntee

   PS to ask; Is the Veco/K&B .61 what Windy used in his first Sweeper or one of his other giant stunters??

Dan,

You are a good enough metal worker to knock out a copy of the Brodak system.  The design is solid and serves me well on the ARF Pathfinder, allowing a swap between the OS LA 46 and SF 46 no problem.  It clamps the engine, as bolts do.  No pinning of an engine is needed, provided the clamping is kept tight.

https://brodak.com/engines/motor-mounts/motor-mount-system.html

Peter