Customer Feedback and Experience

Just Engines Online | Ignition Systems |  Customer Feedback and Experience

Customer feed back and experience

We have collected together feedback from our cutomers on their experience converting their engines here and we are aiming to build a really useful resource for the benefit of everyone. Please let us know your experiences so we can add them.

We also have expert replies to some common questions kindly provided by Brian Winch please click here to see them.

Laser 200V Petrol Conversion

Laser 200V Petrol Conversion

We have recently converted a Laser 200V in house.

As you can see from the picture, we decided to make a ring, fitted to the engine, to hold the sensors and minimise the modification to the actual case of the engine.

This photo shows the engine running successfully on petrol on our test bench.

Click on the picture to see a video of the Laser in action!

 ASP 52FS Conversion

52FS Conversion

Having bought the RCExl Ignition for glow engines some months ago, I successfully converted my ASP 52FS glow engine into a gasser. I would like to thank you for the information given, which helped a lot.

I send you a photo of the conversion and some Youtube links to see videos of
the conversion. :)

From Nikolas in Greece

Converted 30 four stroke

Converted 30 four stroke

From Steve Dorling, a picture of a successfully converted 30 four stroke.

OS-120 Gemini from 1979

OS-120 Gemini from 1979

I will send this picture of my old OS-120 Gemini from 1979, It`s almost amazing that this old engine is alive! I bought from you the ignition to try it for this engine, and it was a success, thanks. It is not so powerful with gas, but the idle is right down to 950rpm and full rpm at 6500rpm, So this is the best engine I ever have had.

From Frank in Norway

Click on the picture to see it in action!

Mackay 24cc petrol

Mackay 24cc petrol

I recently purchased an ignition system from you to replace the defunct 'Moki' CDI on my Mackay 24cc petrol; I'm pleased to say that the new system works perfectly, it may be my
imagination but I'm sure the engine now runs much smoother with noticeably less vibration.

The Mackay has its own internally mounted hall effect sensor and magnet so after figuring out the wiring I was able to use these to trigger the CDI. For future customers, the wiring is as follows.

Moki/Mackay sensor wires:

White = Red (positive)
Brown = Black (negative)
Green = White (signal)

ASP Four Stroke

ASP Four Stroke

The first run was a few hundred revs down on what it did as a glow, but I will experiment with the timing and could well get it back. The main needle is very sensitive, and needs setting much leaner. I had to turn the idle needle in a full turn to get a decent tick over, but what a tick over I got!

Mid range is a bit rough and seems over-rich but then the carb was designed for methanol. I expected to cut my fuel costs, and this looks certain. Unexpected bonuses, the engine note is noticeably different, more staccato, and really rather pleasant and the smell is very realistic.

Saito 125Fa

Saito 125Fa

At the weekend I tried the Ignition out on a Saito 125Fa. I polled the regulars on the RC Universe Engine Conversions forum and consensus was that 28-30deg BTDC holds for both petrol and glow fuel; the burn rates are slightly different but not enough to alter the timing. The picture shows the sensor/magnet attachment. It was pretty simple to fashion an ali bracket to mount on the bottom crankcase web, with the sensor being affixed to the end with silicone sealant and a short length of heatshrink over the top.

Running on Southern ModelCraft straight synthetic and doing a direct comparison with a OS type F glow plug on an APC 16x6:

  • tickover was stable down to about 1900rpm on CDI. Below that it would hunt around and the slow running needle was hyper-sensitive. On glow it would also tickover at 1900rpm, but wasn't as confidence inspiring or steady.
  • With the slow running needle set right for tickover/transition, the mid range was very rich especially around 5000rpm. Typical glow engine carburation, but interestingly it was more noticeable on the CDI than the glow ignition.
  • Top end performance was identical, about 8300rpm on a safe-to-fly tune.
  • No quantitative results, but it was definitely using less fuel on CDI even though the difference in slow running needle and main needle was only 1/4 and 1/8 turn respectively.

  • To be fair this engine only has about 40 mins running time on it, so I expect things to change a bit over next hour or so of running. All in all, the CDI just works as it should. The rich mid-range is just a result of the specific carburation on the 125Fa I think. Finally, the performance was good enough that dad has taken the engine and CDI to put in his YT Cessna.

    Conversions to spark ignition and an old laser 90

    Just completed conversions to spark ignition running on glow fuel 10% nitro---laser 150 ,and an old laser 90---lower reliable tick over, less vibration at all speeds. Easy flick starts, increase of 300rpm at maximum, slightly leaner settings on both needles--- running on glow fuel only needs magnet & sensor fitting---easy!!!

    Also a replacement unit fitted to 48cc twin 2stroke petrol which wouldn't run--1 flick starts now!!

    Thanks Just Engines, super service super ignition units. Regards Roy

    OS max 61SXH (fitted to a JR voyager 60 helicopter)

    Hi Jenny,
    I found myself at a loose end this evening and decided to have a play with my kit.
    engine: OS max 61SXH (fitted to a JR voyager 60 helicopter)

    I first checked the orientation of the magnet fitted to my cooling fan (used for the CSM governor already fitted), luckily the magnet is fitted the correct way round! I then checked the timing using your degree wheel, I found that 28 degree's could be had if I mounted the hall effect sensor using the spare holder from my governor kit if I bent it slightly (fine tuning will be simple as I can just bend the holder up or down a bit). Once the sensor was in place, I then plugged in a battery pack, cranked the engine over by hand and we have a spark! Now simply a matter of replacing the engine in the frame and double checking everything.

    Now, bearing in mind that I timed it up by eye, I plugged everything in, filled the tank and stuck the starter on - low and behold, it fired right up - idled away as happy as could be!!!! I will fine tune it and flight test it sometime over the weekend. Thank you very much for your advice, service and very high quality product. Regards Grant

    Mackay Moki

    To replace the ignition system on a Mackay Moki petrol engine I fitted cap together as I thought and all working fine. Also using the original Hall sensor as fitted in the backplate of my Moki90 Boxer, again all good. So basically I have just replaced a very troublesome original German ignition unit with the Rcexl and rectified all problems. Lovely hot reliable Sparks and yes something like 50% cheaper than original equiptment! Thank you, All the best Rob.

    Quadra 52cc magneto engine

    I have recently converted my 15 year old Quadra 52cc magneto engine to electronic ignition using one of your units.

    I set the magnet at 30 degrees BTDC and it started straight away without any carb adjustments and turns a 22 x 10 wood propeller at 6200rpm. The idle is down to 1800rpm and the pick up to full power is immediate. On magneto ignition the best rpm on the same propeller was 5600rpm.

    I am very pleased with the conversion and the increase in performance. A good friend allowed me to use his lathe to turn a new prop driver for the engine. Regards, Stuart

    For use on MVVS engines using the Brisk sparkplug notes from Mike;

    My engine used a Brisk sparkplug with no top terminal, contact with the HT lead was by a spring within the old cap. I replicated this by taking a compression spring which was a loose fit in the new plug cap, bending the top coil 90 degrees and closing it up slightly so it was a tight fit in the part of the plug cap would have contacted the top post of a conventional sparking plug.

    The Hall Effect sensor could not be fitted in the existing fitting as the timing was wrong. The Carb housing prevented me from fitting it in the right position so I drilled and tapped the bearing housing on the crankshaft to accept the large mounting bracket supplied and then cut a new keyway in the prop driver using a junior hacksaw and using the vice jaws as a guide for the
    blade. This new key slot was positioned to give the 28degrees referred to in the instructions with the unit, not the 15 degrees in the engine instructions.

    Tested on the ground gave the same RPM as before the original ignition failed. The engine now starts very easily and flies the 76 Focke Wulf 190 as well is it ever did.

    Thunder Tiger 54 4stroke

    Hi! I have been happy to fly my 2 strokes when I get time with petrol and the Ignition you sell. That is until I saw the tosh in I dug out a Thunder Tiger 54 4
    stroke fitted the ignition to it.
    I had to retard the ignition as I had no shims, so I retarded it by 8Degrees, as you would do with a car engine if you put the compression up - after all we want to keep the power up!! So I have ran two tanks through it doing 7500 rpm with a 12x5 prop. which I think is OK. Hope this sounds OK to You. Cheers Eddie

    OS 50 Hyper

    OS 50 Hyper

    OS 50 Hyper - As per our telephone conversation I fitted the magnet on the helicopter fan. Most modern Helis already have a position on the fan for a governor magnet so I just used that one. I made up a sensor mount from a piece of aluminium , secured it in the correct position using the engine securing bolts. Fired the engine up and it ran as sweet as a nut.

    My only problem was setting the main needle on the OS50hyper. It needs to be set by moving the needle in minute steps. Once the correct setting was found the heli flew flawlessly.

    Please see attached picture. I found that this was the best place to mount the Ign System which significantly reduced/eliminated any RF interference. Cheers John.

    Laser 300V

    Laser 300V

    when we spoke earlier in the week you asked that I send you some info on the Laser 300V that I was looking to convert to spark ignition.

    Well, first runs were today and all in all a great success. The engine starts a lot more easily (although being a Laser still likes to be quite wet) and the idle is great with lots of top end power. I'm still using glow fuel (it was my experiences with a YS 170 CDI that inspired this little exercise).
    As you can see in the picture there is one magnet with the two pick-ups set at 90 degrees.

    I've put a video of the engine running on You Tube and attached are some pictures. I hope these are of interest to you and anyone else who might be considering using the cdi units for such an engine.

    Many thanks for your help, James

    Super Tiger G4500

    Good evening Just Engines,

    I have received my Ignition, sparkplug and magnet to change my glow plug Super Tiger G4500 engine to a gasoline engine today and the ignition functions very well when I control the working of it.

    Thanks for the fast delivery and service. Greetz JJ K from Rotterdam( Netherlands).

    MDS Petrol Conversion

    MDS Petrol Conversion

    MDS58 Petrol Conversion.

    Click on the picture to see a video of the MDS in action!

    OS 140 FX Conversion
    OS 140 FX Conversion
    OS 140 FX Conversion 2
    OS 140 FX Conversion 2
    MDS Petrol conversion 2
    MDS Petrol conversion 2
    TT120 Petrol conversion
    TT120 Petrol conversion

    Our experience

    Our experience

    Our engineer Geoff has converted an ASP 80 Four Stroke very quickly and simply by installing a 3mm magnet in the prop driver, an additional head shim and fitting our spark plug.

    The engine was fairly new but had been run on glow fuel previously. We started with a very rich mixture of 15-1, using good quality synthetic 2 stroke oil and unleaded petrol, but we are going to drop to 25-1 for the next runs.

    The engine is running really well - Geoff says 'like a dream', tick over is fantastic and is
    using less than half the normal quantity of fuel!

    These photos from Luis in Spain show an alternative method for fitting the magnet and the hall effect sensor

    These photos from Luis in Spain show an alternative method for fitting the magnet and the hall effect sensor<br />

    Luis 2
    Luis 3
    Luis 4


    Please ring, fax or email for more information or pricing, or if you can't see what you need.
    Tel: 01747 835817, Fax: , Email:

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