INSTRUCTION MANUAL FROGS) “150% DIESEL ENGINE SPECIFICATION Type: High speed Rotary valve 2-stroke. Capacity: 1.49 cc. Weight: 3 oz. (Bare) Bore: .500 in. Stroke: .460 in. This engine is especially suitable for 1/2 A. Team Racing and for the smaller stunt model. RECOMMENDED AIRSCREWS Sport flying and “‘running-in’’ 8” dia. x 6” pitch. Nylon Stunt .. 7” dia. x 4” pitch. Nylon” Team Racing ... ae a 7" dia. x 4” pitch. (trimmed to 63” dia.) Nylon STARTING AND RUNNING IN Every Frog 150 is test run and hand started at the factory but it is not run-in. To do this, it is necessary to run the engine for short periods at a time on the bench until a total of about half an jour's running has been reached. The engine is then ready for use in a model although it will not develop maximum power until it has run for at least an hour. During the running-in period, the cylinder and rear cover bolts should be checked for tightness while hot, as new gaskets tend to shrink a little. Bench running of the engine should be carried out with it firmly bolted to a piece of wood, at least half an inch thick, which can then be screwed to a bench or held in a vice. On no account should the engine itself be gripped ina vice as serious damage will almost certainly result.For initial running and ‘sport’ free flight flying, a Frog 8 x 6” Nylon propeller should be used. This should be fixed so that it is at ‘‘ten past eight’’ as the engine comes on to compression in an anti-clockwise direction. Having connected up the fuel system, fill the tank with Shell Powa-Mix Fuel or its equivalent, and open the fuel needle three complete turns. Place the index finger of the left hand over the air intake and turn the engine over slowly in an anti-clockwise direction until the fuel is seen to reach the jet, then turn the engine over fora further two revolutions. This is known as ‘choking’ che engine. In the case of a new engine or one that has been standing for some time, a few drops of fuel should now be injected into the exhaust ports to thin the oil on the cylinder walls. The compression setting has been left in the correct position for starting by the factory. Engage the loop on the starter spring with one end of the starter cam. Hold the ropeller by the tip and rotate against the spring (clockwise) halt a turn (no more). Release the propeller, which will then flip round smartly. If the engine fails to fire in two or three tries, open needle valve one or more turns, re-choke and try again. In the unlikely event that the engine still fails to fire the compression should be increased by screwing the compression screw down (clockwise), but not more than one third of a turn. Once the engine is running the controls should be set for maximum performance; that is the weakest mixture and lowest compression settings which do not produce misfiring. These settings, especially the compression, will have to be adjusted slightly as the engine warms up. GUARANTEE The guarantee issued with this engine is null and void if the instructions given in this leaflet are not carried out. MADE IN ENGLAND BY A. A. HALES LTD. HINCKLEY, LEICS.SOME TYPICAL CAUSES OF UNSATISFACTORY RUNNING AND THEIR REMEDIES: a) (2) @) (4) @) Engine runs only in short high-speed bursts. Cause Mixture too weak. Remedy Open fuel needle a little further. Engine runs slowly with very oily exhaust. Cause Mixture too rich. Remedy Close fuel needle a little. Engine runs in bursts without actually stopping. Cause Compression setting too low. Remedy Increase compression until running is even. Engine runs harshly with smoky exhaust. Cause Compression setting too high. Remedy Reduce compression setting and also re- ———~_ adjust fuel needle. Engine is difficult to turn over when compression is as set at factory. Cause Engine is flooded with fuel causing hydraulic lock in cylinder, Remedy Close fuel needle and reduce compression to clear excess fuel. Then repeat starting procedure gradually increasing compress- ion until engine fires. NEVER force the engine over compression when it is flooded. This is one of the most frequent causes of damage. NEVER insert anything solid into the exhaust ports, i.e. to prevent engine from turning when fitting or removing a propeller. This always causes serious damage to both the piston and cylinder. FUEL. For the best results and minimum wear FROG ‘‘POWER MIX” fuel should be used, but if this is not available the follow- wing mixture should be used: Ether wee 35% Paraffin (Kerosene) 30% Castor Oil 25% Amyl Nitrate 2% Shell 27° Ol 1. se BYFROG “150” Mark III DIESEL SPARE PARTS LIST ! CRANKCASE 2. CRANKSHAFT 3. CYLINDER* 4, CYLINDER HEAD 5, PISTON* 6. CONTRA-PISTON* 7. COMPRESSION SCREW 8. CONNECTING ROD 9, GUDGEON PIN 10. PROPELLER DRIVER ll. SPRAYBAR ITA, SPRAYBAR NUT 12, FUEL NEEDLE *NOTE: 19. 20. 21. 22. 23. 24, RATCHET SPRING REAR COVER REAR COVER SCREWS CYLINDER. RETAIN- ING SCREWS FUEL PIPE CYLINDER BASE GASKET CRANKCASE GASKET PROPELLER NUT PROPELLER WASHER STARTER SPRING STARTER CAM FUEL TANK Parts 3, 5 and 6 are supplied as a matched set only. FROG ENGINE SPARES can be obtained from, or ordered through, your local model shop.