Evolution 10GX2 User manual

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10GX2
Evolution®Gas Engines

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All instructions, warranties and other collateral documents are subject to change at the sole
discretion of Horizon Hobby, LLC. For up-to-date product literature, visit horizonhobby.com
and click on the support tab for this product.
NOTICE
The following terms are used throughout the product literature to indicate various levels
of potential harm when operating this product:
NOTICE: Procedures, which if not properly followed, create a possibility of physical property
damage AND a little or no possibility of injury.
CAUTION: Procedures, which if not properly followed, create the probability of physical
property damage AND a possibility of serious injury.
WARNING: Procedures, which if not properly followed, create the probability of property
damage, collateral damage, serious injury or death OR create a high probability of
superficial injury.
MEANING OF SPECIAL LANGUAGE
WARNING: Read the ENTIRE instruction manual to become familiar with the features of
the product before operating. Failure to operate the product correctly can result in
damage to the product, personal property and cause serious injury.
This is a sophisticated hobby product and NOT a toy. It must be operated with caution and
common sense and requires some basic mechanical ability. Failure to operate this Product in a
safe and responsible manner could result in injury or damage to the product or other property.
This product is not intended for use by children without direct adult supervision. Do not use with
incompatible components or alter this product in any way outside of the instructions provided by
Horizon Hobby, LLC. This manual contains instructions for safety, operation and maintenance. It
is essential to read and follow all the instructions and warnings in the manual, prior to assembly,
setup or use, in order to operate correctly and avoid damage or serious injury.
CAUTION: This product can become extremely hot when in use, which could lead
to burns.
Age Recommendation: Not for children under 14 years. This is not a toy.
Safety Warnings
Model engines produce a substantial amount of power, which can create unsafe situations if not
used correctly. Always use common sense and observe all safety precautions when operating,
handling or performing any procedure involving your engine. Failure to follow safety precautions
could result in serious injury and property damage.
•Always ensure spectators, especially children, are at least 30 feet away when running
the engine.
•Always ensure that the propeller is securely attached to the engine shaft and all retaining
fasteners are tightened properly before EACH flight. Use of blue threadlock to tighten nuts
is advisable.
•Always keep small parts out of the reach of children as they can be choking hazards.
•Always secure the airplane before powering the engine.
•Always keep your face and body away from the path of the propeller blades when starting
or running your engine.
•Always wear safety glasses or goggles when starting and running your engine.
•Always keep your fuel in a safe place away from sparks, heat or anything that can ignite.
•Always ensure the aircraft is secure and will not move once the engine is started.
•Always rebind your transmitter to your receiver(s) after setup and before first flight.
•Always ensure the throttle failsafe is set to low throttle in your transmitter.
•Always perform a range check prior to flight.

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•Always use the throttle linkage to close the carburetor fully or turn off the ignition power
switch to stop the engine.
•Never use hands, fingers, or any other body part to stop the propeller.
•Never throw any object into a propeller to stop it.
•Never run the engine in the vicinity of loose small objects, such as gravel or sand, to avoid
the propeller uncontrollably throwing such materials.
•Never wear loose clothing or a loose neckstrap when operating your model engine as these
items could become entangled in the propeller.
•Never have loose objects such as screwdrivers, pencils, etc. in your pockets when operating
your model engine. These could fall into the propeller.
•Never allow fuel to come into contact with eyes or mouth. Gasoline and other fuels used
in model engines are poisonous.
•Always ensure gasoline and fuel are stored in a clearly marked container away from
the reach of children.
Precautionary Guidelines
•Always mount the engine securely on a bench mount or high-quality engine mount.
•Always use the correct size and pitch of propeller for your engine. Refer to the Propeller Chart
in this manual.
•Always confirm proper balance of your propeller prior to installation of the engine. Failure
to do so could result in damage to the engine and/or airframe.
•Always utilize an electric starter to start your engine.
•Always discard any propeller that is nicked, scratched, cracked or damaged in any way.
•Always run your model engine in a well-ventilated area. Model engines can produce possibly
harmful carbon monoxide fumes.
•Always store fuel in a cool, dry location. Do not allow fuel containers to come in direct
contact with concrete, as the fuel may absorb moisture.
•Always responsibly discard fuel if there is condensation and/or water inside the fuel
container.
•Never return unused fuel from the fuel tank back into the fuel container.
•Never attempt to repair or modify a propeller beyond its intended use.
•Never handle model engines, mufflers and/or tuned pipes until they have had time to cool.
They can become extremely hot when in use.

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1. Secure the engine mount on the airplane
firewall. Tighten the engine mount screws in
the firewall.
2. Install the engine on the engine mount
according to the airplane manufacturer’s
instructions.
WARNING: Tighten all engine mounting
screws before each flight. If you do not
tighten the engine mounting screws, the
screws may vibrate loose and cause the
engine to separate from the fuselage.
Included Content
Engine
EVOA113 Evolution®RPM Telemetry Adapter
EVOA121 Sintered Plastic Filter Clunk
EVOG10300 Ignition Unit
EVOG10350 Spark Plug
EVOG10601B Muffler
EVO100E46A Muffler Screws & Gasket
Optional Items
APC10060 (APC12060) 10 x 6 propeller (break-in) (12 x 6 propeller (normal flight))
EVOA100 Optical Electronic Ignition Kill Switch
EVOA102 (EVOA103) Medium Gas-FKM Fuel Tubing 1 meter (3 meters)
EVOA108 Evolution Locking Fuel Can Cap
EVOA112 Evolution 3 Wire Ignition/Receiver Switch
HAN155 Ultra Fuel Pump
HAN156 Tachometer
Installing the Engine
AB
C
D
E
F
A. Spark Plug
B. Muffler
C. Low-speed Needle
D. Throttle Arm
E. Fuel Inlet
F. High-speed Needle

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1. Use a secure method to attach the
throttle linkage to the throttle arm on the
carburetor.
2. Power on the transmitter and receiver.
3. Move the throttle stick to the middle stick
position.
4. Adjust the throttle arm so the arm is 90
degrees to the throttle pushrod.
5. Center the throttle servo. Install a servo arm
with a hole 11mm (7/16 in) from the center
of the arm.
6. Use a clevis to attach the throttle linkage to
the servo arm.
11mm
Mid-throttle
The muffler mounting accessory package
includes mounting screws (2), lock washers
(2), muffler gaskets (2) and L-wrenches (2).
1. Put a lock washer on each of the muffler
screws. Push the muffler screws through the
cylinder head.
2. Place the muffler gasket over the engine
mounting screws.
3. Align the muffler with the exhaust opening
and the muffler mounting screws.
4. Tighten the muffler screws.
IMPORTANT: Tighten the muffler screws after
the first few tanks of fuel. The muffler screws
may loosen from heat and vibration.
Connecting the Throttle Linkage
Installing the Muffler

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1. Lower the throttle and center the throttle trim.
2. Adjust the length of the throttle linkage until
the throttle is open 1mm.
3. Move the throttle stick up to confirm the
throttle opens. If the throttle does not
open, reverse the throttle channel in your
transmitter.
4. Move the throttle stick and throttle trim
down to confirm the throttle closes.
5. If you reversed the throttle channel in your
transmitter and you are using a 2.4GHz radio
system, you must re-bind your radio system
to set the correct failsafe position.
Crankcase
Pressure Line
Fuel Inlet Line
1. Connect medium diameter tubing to the
carburetor and the fuel tank supply line.
2. Connect medium diameter fuel tubing to
the vent line in the fuel tank. Route the
other end of this line to the outside of the
fuselage.
3. If using a three-line tank, connect medium
diameter fuel tubing to the third line and
route this line to a convenient location
for fueling/de-fueling your model. We
recommend using a fuel filler like the one
included in the Hangar 9®Fuel Filler with
“T” Fitting and Overflow Fitting (HAN116),
which also includes a vent line connector.
We also recommend using medium diameter
FKM fuel tubing for all plumbing in your fuel
setup.
1. Remove the prop nut and prop washer from
the crankshaft.
2. Install the spinner backplate, followed by
the propeller, prop washer and prop nut.
3. Cover the propeller with a cloth and use an
adjustable wrench to tighten the prop nut.
4. Install the spinner cone. Make sure the
spinner cone is not touching the propeller.
Trim the propeller opening if necessary.
5. Tighten the spinner screw(s) to secure the
spinner cone.
Recommended Propellers
10 x 6–13 x 8
12 x 6 has tested to be the best sport
propeller for all-around performance, although
the performance is very good throughout the
recommended range.
Attaching the Propeller and Spinner
Adjusting the Throttle Opening
Attaching the Fuel Lines

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Connecting the Electronic Ignition
The Evolution Electronic Ignition Assembly is designed and engineered specifically for the
small block engine series. It is smaller and lighter so it fits into tighter spaces of the airplanes
the engines are designed to power. The battery voltage required is between 4.8V (4-cell Ni-MH
pack) and 8.4V (2S Li-Po battery) and no voltage regulators are needed with any of these
batteries. We recommend a 2S Li-Fe or Li-Po battery with a capacity of at least 800mAh. The
maximum current draw at full throttle is 450mA, and our more typical average has been between
250–300mA.
The assembly consists of:
•Ignition module with battery connector, ignition sensor connector, tachometer readout
connector and spark plug connector
•Ignition sensor (already attached to your engine)
•Sensor magnet (already installed in the prop drive hub of your engine)
Mounting Your Electronic Ignition
•You can mount the unit in any orientation
and place that is convenient for your
installation. The module is sized to fit into
the fuel tank compartment of most glow
powered airplanes alongside or underneath
the recommended fuel tanks. You can also
mount it to the firewall or under the engine
firewall extension if your airplane is so
equipped. Keep in mind that it should be
mounted away from the heat of the muffler.
•Secure the ignition module to your chosen
location with foam padding to provide
vibration isolation. We typically mount it
with tie wraps after wrapping the ignition in
lightweight 1/4-inch foam
rubber.
•You may need to route both the spark plug
connector wire and the ignition sensor wire
through the firewall, so be sure to plan
ahead and provide adequately sized holes
that will allow you to pull either the ignition
sensor connector or the spark plug cap
connector through the holes for later
ignition removal.
•Mount a good quality radio receiver type
switch between the ignition unit and the
battery. We recommend the Evolution
3-Wire Ignition/Receiver Switch (EVOA112).
Mount this switch in a convenient place
on the outer fuselage close to the front
of the airplane to make it easy to turn the
ignition on and off. Being able to easily
shut off the ignition is an important safety
consideration.
•For added security and controllability, add
an additional radio-operated kill switch
(such as the Optical Ignition Kill Switch
EVOA100) between the ignition battery
connector lead and the ON/OFF switch.
•Connect the ignition sensor wire to the
ignition module. The sensor wire will only
fit into one of the connectors so you cannot
connect it wrong.
•Connect the ON/OFF switch to the battery
connector lead of the ignition module. This
connector is the red connector.
•If desired, you can connect either the
separately available tachometer readout
or the included Evolution®/Spektrum™
Telemetry Adapter Cable (EVOA113) to
the tachometer readout connector. Plug
the other end of the adapter cable into a
Spektrum telemetry module’s RPM input
port.
•Connect the spark plug connector to the
spark plug. This adapter has a push on and
rotate clockwise 1/6 turn locking mechanism
to ensure a solid connection. If the spark
plug is not secured as described above,
you will likely experience radio interference.
Always perform a radio range check with the
engine running to ensure the ignition is not
causing interference with your radio.
•Make sure you charge your ignition battery
before operating the engine.

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Fuel
This engine requires a mix of 20:1 gas to
oil lubricant ratio for break-in and normal
operation.
The needle bearing at the bottom end of the
conrod depends upon this lubricant ratio to
operate properly.
Do not use leaner than a 20:1 gas/oil ratio or the
warranty on your engine will be voided.
To properly mix the fuel, add 6.75 oz of high
quality 2-stroke oil to one gallon (or 53 mL of
oil to one liter) of 87–93 octane fuel.
Fuel Filtering - Because of the incredibly small
amount of fuel that is being used by this
engine, filtration of the fuel is mandatory in two
different spots in the system:
1. Between the fuel jug and the tank.
2. Within the fuel tank itself (with a sintered
plastic filter clunk EVOA121).
One of these filter clunks is included with
your engine.
Tank Location - Because there is a crankcase
pressure-driven pump on the carburetor, tank
location is less critical than with a muffler
pressure-driven system; however, it is still
good practice to mount the fuel tank in line
with the carburetor, and as close to the rear of
the engine as possible.
Care taken in mounting the tank as
described will provide trouble free operations
in all flight attitudes.
Tank Capacity– Choose a tank between 6–10
oz (180–300 mL). These tanks will yield 18
minutes (for the smaller tank) to 30 minutes
(for the larger tank) of full throttle flying time.
•Ensure you use a tank stopper made for use
with gasoline and/or smoke oil.
•We suggest a three-line tank system; one
for the line to the carburetor with the clunk
attached internally, one for the vent line
to the atmosphere, and one dedicated to
fueling/defueling the tank.
Filtered Weight
Gasoline-resistant Rubber Cap
Fuel Tank Vent Tube
Fueling/Defueling Tube
Gasoline-resistant Tube
Carb Nipple
•Ensure you use the included sintered plastic
filter clunk inside the fuel tank.
•Ensure there is a good seal system for
the dedicated fueling/defueling line. We
recommend the HAN116 Fuel Filler Assembly.
Fuel Delivery System
It is very important to properly construct your fuel supply system to the engine to avoid
operating problems. Our experience has shown that many seemingly engine-related operating
problems are in fact fuel delivery problems, not engine-related problems.

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Engine Break-in
Your new engine needs to be broken in to ensure long life of all components. The piston and
liner construction is ABC (Aluminum piston, Brass Chromed liner), which requires a specific
break-in procedure that cannot be fully accomplished with bench runs. Because the ABC piston
and liner rely on the close fit of the piston to the liner to provide the compression seal, the
engines are built with a taper to the liner. For the piston to fully seat with the liner, the engine
requires repeated heating and cooling cycles, and must be done at a needle setting that is only
slightly rich of peak.
Breaking in an ABC piston and liner by running it rich does not provide the necessary thermal
growth to accomplish the needed piston and liner fitting. Using a rich needle setting does not
allow for proper expansion of the liner, resulting in the connecting rod receiving a larger force
when it moves past Top Dead Center (TDC). Allowing the engine to heat will expand the liner and
reduce the load on the connecting rod, ensuring a proper engine break-in. Doing the break-in
with a light load on the engine (e.g. a smaller than normal propeller) makes this task much
easier. Please follow the steps below to ensure a successful experience.
Important considerations during break-in
•Perform the break-in process with the engine
mounted on your airplane. There is no need
to bench run the engine prior to mounting it
on your airplane.
•Use the suggested break-in prop to begin
your break-in process. This provides a light
load and high RPM that, when matched
with the heat of the engine, will break in the
engine properly.
•Use the recommended fuel with a 20:1 gas
to oil ratio.
The proper break-in flight procedure is to
fly the airplane at full throttle through a
series of figure eight maneuvers (i.e. Cuban
Eight). These maneuvers in particular benefit
the engine because, when climbing, the
additional load on the engine will increase the
temperature and, when diving, the lighter load
and higher RPM will decrease the temperature,
thus providing the heating/cooling cycles
required for the break-in process.
Break-in Process
•First tank of fuel: Set the high-speed needle
valve at 2.5 turns out and use the suggested
break-in prop. Run the engine on the ground
for its first tank of fuel and DO NOT go above
half throttle. Cycle the throttle between idle
and half throttle every minute.
•Second tank of fuel: Tune the needle valve
to be slightly rich of the peak RPM at full
throttle without a drop in RPM. Do not run
at full throttle on the ground for more than
30 seconds at a time. Tune the low speed
needle valve for a smooth transition from
idle to mid-range, go back to full throttle
to confirm the main needle valve setting
and then fly. During this flight, be sure to
be conscientious of extended periods of
heating the engine. Be sure to mix-in some
cool-down dives and lower-throttle flying.
•Third tank of fuel: Fly the engine at high
throttle while performing the recommended
figure eight maneuvers. This will help the
piston ring and cylinder liner to expand and
contract; helping the breaking-in process.
Tune the needle valve to be slightly rich of
the peak RPM as necessary.
•Fourth tank of fuel: Select one of the
recommended propellers for normal
operation and mount it on your engine. Tune
the main needle valve to be slightly rich of
the peak RPM and the low speed needle
valve for a smooth transition from idle to full
throttle and continue to break-in the engine
in flight.
Do not worry about an engine setting being
slightly rich during this process. When set
correctly, the engine will occasionally sound
as if it is misfiring (which it is). During the
climbing maneuvers this should go away and
might return during the diving maneuvers. If it
does not go away during the climbs, land the
airplane and lean the high-speed needle by
1–2 clicks, then take off and fly again. Enjoy
the break-in process—you are doing a lot of
flying.

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For baseline needle settings, please see Engine
Specifications section. With the 10GX2 it is very
important to allow the cylinder head
temperature to stabilize above 170°F (77°C)
before making any adjustments; adjusting
prior to the engine warming up will lead you to
inaccurate settings. As the engine warms up,
you will notice the RPM naturally rising.
If you do not have a temp gun or have sensors
installed on your engine, allow the engine
to run at half throttle for at least 45 seconds
before attempting to set the high-speed
needle. If you have accurately set the low-
speed needle as described you should not
need to adjust it.
Priming
1. Make sure your ignition is off.
2. Open the throttle fully, hold a finger over
the carburetor intake and flip the propeller
6 times.
3. Remove your finger from the carburetor and
flip the engine another 6 times.
4. Close the carburetor completely with your
throttle stick and then open it two detents
from closed. This will allow the engine to
start at a high throttle setting.
Because each fuel system and installation is
slightly different, you may find the need to
modify the above procedure for your individual
setup. The above procedure should work for
most installations.
Starting and Operating the 10GX2 Engine
Telemetry is a huge asset to help you tune
your engine. The ignition module is even
capable of communicating with Spektrum™
telemetry systems directly so you won’t have
to add an additional RPM sensor. You will need
to connect the Evolution Ignition Telemetry
Adapter (EVOA113) between the RPM port on
the ignition unit and the RPM port on your
Spektrum telemetry module in order to utilize
this feature. Telemetry systems other than
Spektrum may require a dedicated RPM sensor.
We recommend using the Spektrum DSMX®Full
Range Aircraft Telemetry Module (SPM9548)
in conjunction with the included adapter. This
system allows you to see real-time RPM and
temperature readings from the engine.
The temperature sensor should be wrapped
around the base of the spark plug on the
cylinder head. Using telemetry gives you an
accurate representation of actual temperature
and RPM figures during use, and warnings can
be set to go off if your engine is getting too hot.
The temperature range can be 230–300°F
on average. Set your maximum temperature
warning to go off if the engine exceeds 325°F.
If your engine is continually near this peak
temperature or higher, immediately decrease
throttle to bring the temperature down. If this
continues to occur, land the airplane and add
additional baffling to your cowl. It is not good
for the engine to run at temperatures this high
and could cause damage if not attended to.
Telemetry
Until the engine is broken in, use an electric
starter to start the engine. Once it is fully
broken in it can be started by hand, but it is
easier and safer to start the engine with an
electric starter.
1. Turn on the ignition.
2. Rotate the propeller in a backwards
direction against compression.
3. Push the starter firmly against the nose
cone and engage. The engine should start
relatively quickly, within 1–2 seconds. Once
the engine starts, disengage the starter.
4. Let the engine run at mid-throttle for 45
seconds to stabilize the temperatures.
a. If the engine doesn’t start quickly,
disengage the starter. Continuously
running the starter can flood the engine.
b. Check to make sure that fuel is moving
through the carburetor system.
c. If the engine appears not to have any fuel,
repeat the priming procedure above.
d. Repeat 1–4 of Starting and Running the
Engine.
Starting and Running the Engine