KCS 62CC User manual

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ENGINE
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KCS 62CC
Very%Important%Remark!!!!%
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Please!read!and!follow!the!Break-In!
procedures!from!this!Manual!carefully.!
The!KCS!62cc!is!different!from!other!
engines!of!this!class.!Otherwise,!it!will!
lead!to!injury!or!damage.!
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Owner’s Manual
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KCS% 62CC% MANUAL%
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Safety Instructions
WARNING!
This motor can cause severe harm to you, and/or others, if misused or if
these safety precautions and instructions are not observed. KCS ENGINE is
not responsible for any loss, injury or damage resulting from the miss-use
of its products.
You alone are responsible for the safe operation of your motor.
This motor can stop at any time, for a variety of reasons. Do not fly your
plane in such a way that damage or harm will result if the motor stops
running.
• Do not operate this motor if you do not want to be completely responsible for any damage or
injury incurred or caused during its operation.
• Read all instructions before operating your motor.
• If you have any questions about any aspect of operating this motor, do not attempt to start or
operate it.
• Never operate the motor, or fly, alone.
• When operating the motor, never stand, or allow anyone else to stand, in front of, or to the
side of the propeller. Always stand behind the propeller.
• Keep away from the prop while operating the motor. Do not wear loose clothing near the
motor or prop. Do not run the motor near loose material such as dirt, gravel, power cords,
ropes, sand, etc. Loose material can be drawn into the turning prop causing injury or
damage.
• Always operate the motor in an open area. Do not operate indoors.
• This motor can develop tremendous thrust. Make sure the aircraft is properly secured when
starting or operating the motor.
• Inspect motor mount bolts and firewall integrity before operating the motor.
• Anyone in the immediate area of the motor should use eye protection during operation of the
motor.
• Keep spectators at least 30 feet away when operating the motor.
• Turn off the motor before making any adjustments.
• Always use the correct length propeller bolts. Do not use spacers behind the propeller.
• Spinner cones must not touch the propeller.
• Thinner props may require using shorter prop bolts, especially if not using a spinner back
plate.
• Check that the propeller bolts are tight before every flight.
• Always install an ignition kill switch to stop the motor.
• Adjust the carburetor linkage so that the motor will stop when the carburetor is completely
closed.
• Gasoline is extremely flammable. Be careful of any sparks from electrical contacts such as

KCS% 62CC% MANUAL%
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fuel pumps, battery chargers, etc. Do not allow smoking in the area of your fuel supply or
motor. Store fuel in approved containers and well ventilated areas.
• Allow the motor to cool before touching or fueling.
• Always flip the prop a few revolutions after running the motor to discharge the ignition
system.
• The ignition system develops extremely high voltage. Do not touch it during operation.
• Never use a damaged, modified, or repaired prop, or a prop that has struck the ground or any
other object. Damage that can be hard to see, could turn into disaster when the prop is
turning at thousands of RPM.
Motor Installation
• When the engine is about to be installed onto the plane, please use the bolts provided by
KCS ENGINE. They are the ones that are inside the package sent by KCS ENGINE. There
are 4x long black bolts (M5x70). These are used to assemble the engine onto the plane.
There are another 2x short black bolts (M5x45). These are used to assemble the Pitts Muffler
onto the Cylinder.
• The throttle arm is pre-tapped for a 2-56 linkage. Do not use a clevis type connector. Make
sure the carburetor's idle set screw is removed or set so that the carb can be fully closed by
the servo at low trim. Use a high quality servo for the throttle. A poor quality servo or linkage
will not provide accurate and repeatable throttle settings. Don't use metal to metal linkages.
• You can un-hook, but don't remove, the throttle return spring if the motor is not going to be
bench run.
• Do not remove the carb's choke or throttle butterfly shaft assemblies.
• Since the cowl effects air flow and pressures, we recommend that the carburetor needles can
be adjusted with the cowl on. To do this, small access holes can be made in the cowl for
using a long narrow screw driver to adjust the needle valves. Short guide tubes can often be
glued into the firewall or spacer mount to help guide the screw driver to the needles.
• A 24 oz. (or larger) fuel tank is recommended. The tank must be vented. The carb has a
strong pump, so the tank can be mounted almost anywhere in the plane. Keep the fuel line
away from any hot engine or exhaust components. The fuel line and tank stopper must be
gas compatible. Do not use any silicone sealers on the fuel system. Gas can break it down
and carry it into the carb.
• The inner diameter of the fuel tubing should be the same size or slightly larger than the
carburetor's fuel inlet fitting's inner diameter. Make sure all fuel line connections are secure.
Small nylon zip ties work well to keep the fuel line on the metal fittings. Make sure the fuel
line is secure and not touching the exhaust or cylinder fins. An inline fuel filter can be used.
We highly recommend filtering the gas entering the fuel tank from your field container.
• Cooling is critical to motor performance and longevity. Allow as much cooling air as possible
in through the front inlets of the cowl. Air must flow through the cylinder fins, not just inside
the cowl, to properly cool the motor. Don't let the air take the easy way out! Make it go
through the fins. Round cowls with large frontal openings need ducting to direct the air

KCS% 62CC% MANUAL%
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through the cylinder fins. Allow an outlet opening approximately 2 1/2 times larger than the
intake at the bottom rear of the cowl for the hot air to escape. Without this outlet opening, air
won't flow through the cowl.
• Air ducts can be made from thin plywood, balsa, fiberglass, or aluminum sheet to guide and
force air from the front inlets to and through the cylinder fins.
• Keep components like the ignition system, fuel tank, fuel lines, receivers, etc, shielded from
heat generated by canister and tuned pipe exhaust systems. Hot fuel tanks and fuel lines can
cause frustrating tuning issues, and over-heated electronic components can have
intermittent problems or total failures.
Ignition System
• When installing the ignition, please make sure that all the connecting plugs match with their
respective wires. That means black to black wires and red to red wires.
• We recommend mounting the ignition on high density foam padding with Velcro strapping.
Do not use sticky back Velcro or foam tape to mount the module. This can cause the case to
crack in the area where the tape adheres to the module and void the warranty.
• Isolate the charge circuit from the ignition while charging the batteries. In other words don’t
“charge” the ignition module.
• Keep ignition components and wiring separated, as much as possible, from your receiver,
receiver battery, servos, wiring and switches.
• Don’t use metal-to-metal linkages to operate the throttle.
• Use a 4.8 or 8.4 volt battery pack.

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• The KCS ENGINE ignition is designed to spark only when the prop is flipped at a high speed.
If the prop is not turned over at "starting" speed, the ignition will not fire. This helps to prevent
the motor from firing accidentally. Unless you are having problems starting the motor, don’t
bother “testing” the ignition with the plug removed from the cylinder.
• When removing the spark plug caps, PULL STRAIGHT out on the caps. Do not pull on the
shielded ignition wires and do not use pliers! To prevent radio interference, the spark
plug caps must have the split retainer ring around the base to insure a tight fit. – DON’T FLY
WITHOUT THEM!
• Protect the shielded plug wires from rubbing against fiberglass or sharp edges of
wood or metal. Rubber grommets and plastic “spiral wrap” insulation from automotive or
electronic supply stores work well. Holes in the braided shielding can emit R/F noise or loose
connections (spark plug caps, connectors and switches).
• Timing is set at the factory and should not need adjustment. Contact KCS ENGINE if you
have any questions regarding timing.
• Only use NGK CM-6 spark plugs. Other plugs may not fit the plug caps firmly.
• Plug gap is .018” to .020" (.38 to .50 mm)
• Never operate the ignition without a spark plug in the plug caps! This can permanently
damage the ignition coil.
• Always perform a radio range check before flying. If there are “glitches”, DON’T FLY! Check
for holes in the braided shielding, loose connections, or other radio issues.
Recommended Props
• Always check and tighten prop bolts before each flight! Loose prop bolts allow prop
movement, which will shear the bolts.
• Always use the correct length prop bolts (M5x45).
• Some recommended props are:
2 blade: 24x8, 24x9, 24x10. Please do not use prop sizes that are smaller than 24x8.
• Smaller diameter props with more pitch, especially 3 blades, can reduce tip speed and noise.
• Always use a drill guide and a bench drill press to drill your props. We normally drill from the
back side first, then again from the front to insure the screws don’t bind in the holes.
• Always check the balance of your prop.
• For safety, we recommend painting the tips of your props (front and back) with a bright color,
especially on black props.
• Never use a damaged or repaired prop, or a prop that has struck the ground or any other
object. Damage that can be hard to see could turn into disaster when turning at thousands of
RPM.

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Fuel and Oil Mix
• Use Premium pump gas, such as 91 to 93 octane.
• We recommend purchasing your fuel from “name brand” gas stations. We have seen
problems with cheaper gas from some discount type outlets.
• We recommend filtering your fuel between your fuel container and your plane’s fuel tank.
• Make sure the plane’s tank is well vented and the fuel clunk moves freely.
• Use of any other fuel or additives such as nitro formulas, aviation gas, white gas, etc.,
can harm the motor and void the warranty.
• Do not use silicone sealers on the fuel system. Gas can break it down and carry it into the
carb.
• We recommend a high quality synthetic oil. Some oils, and their mix ratios, that KCS
ENGINE recommends are: During break-in stage use 30 to 1. After the break-in stage use 35
to 1.
Break-In Phase
• The engine should run well from the beginning and improve as flight hours accumulate. We
do not recommend breaking the engine in on a test stand. The stationary load and lack of air
ducting can lead to engine over-heating. Proceed with flying once the engine is tuned and
running correctly. Engine break-in can be a slow process, taking place over many hours of
flight time. Peak RPM will improve along with idle characteristics as run time accumulates.
• Special "break in only" props are not required; however we recommend that the cowl
must be removed during on-the-ground break-in phase for better cooling of the
engine.
The recommended speed for a Break-in phase should be:
• 1800rpm for 30min. (Idling Speed)
• 4000rpm for 5min.
• 1800rpm for 1min.
• End of Break-in phase on the ground.
Once the upper step has been completed, then it is possible to adjust the acceleration up to
the owners liking. Remark: Max. RPM should not exceed more than 10 seconds.
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KCS% 62CC% MANUAL%
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Starting
1. Always wear a heavy leather glove when starting the motor.
2. Check that prop bolts are tight and spinner is secure.
3. Make sure the starting area is free of dirt, sand, gravel, or other loose debris
4. Turn on the radio system and check the throttle operation and position.
5. Have someone (with eye protection) firmly hold the plane from a position behind the wing.
6. Close the choke completely.
7. Open the throttle to approximately 1/4 position.
8. Turn on the ignition. ALWAYS BE PREPARED FOR THE MOTOR TO START ON ANY
FLIP OF THE PROP, whether the ignition switch is on or off!
9. Give the prop a quick, firm, flip counter clockwise. Follow through quickly as you flip the
prop so that your hand is out of the propeller's path. Repeat until the motor fires or “pops”.
10. Open the choke.
11. Set throttle to idle position. (carb butterfly plate slightly open)
12. Flip the prop again until the motor runs.
13. Let the motor warm up for 15 or 20 seconds before advancing the throttle.
Needle Adjustments
• The needle farthest from the motor is the “High End” needle. The needle closest to motor is
the “Low End” needle. Turning the needles in/clockwise “leans” the fuel mixture. Turning the
needles out/counter-clockwise “richens” the fuel mixture.
• Settings will vary with altitude, temperature, humidity, fuel, carb variances, etc. A "general"
starting point for the KCS62 is: 1 3/10 open on the Low needle, 1 open on the High needle.
• Adjusting either needle can have a slight effect on the other. Example: Leaning the low
needle can "slightly" lean the high rpm range.
• Adjust the High End needle to peak rpm. A tachometer can help, but remember that the RPM
normally drops a little bit after every start due to residual heat build-up. Don’t lean the mixture
any more than necessary. If the rpm steadily drops at full throttle or fades on long vertical
maneuvers, the motor is too lean and is overheating.
H! ! L!

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Needle Adjustments (Cont'd)
• Adjust the Low End needle until you achieve a smooth idle and a reliable transition to high
throttle. Generally if the motor “stutters” or “coughs” in the mid range or when the throttle is
advanced, the low end needle is too rich and possibly even the high end needle. If the motor
dies quickly, the low end is probably lean.
• Don't set the needles overly rich to protect the engine. Operating the motor overly rich not
only reduces power, it creates other problems such as poor transition, pre-mature carbon
build up, fouled plugs, excessive exhaust residue, sticking rings, airframe vibration, and
overall rough running.
Trouble Shooting
Motor won't start:
• Check battery voltage (should be 5.0+ volts) and all ignition connections, wiring and switches.
Wires can break from vibration near connectors. Check and/or swap out regulator.
• Does fuel move towards the carb when the prop is flipped? If not, check tank venting, clunk
position, and fuel lines for leaks. Is the choke plate closing completely? Is the carb or carb
mount loose causing an air leak? Air leaks on the engine usually show as fuel seepage.
• Is throttle set at idle or slightly higher after motor “pops” and choke is opened?
• Make sure prop is flipped over with authority. The ignition won’t fire at low speed.
• If a lot of fuel drips from carb, the motor might be flooded. If so, remove and dry, or replace,
the spark plug. Try starting again without using the choke. If engine doesn't fire after several
flips, try choking again.
Other issues:
• RPM won’t go over 3,500 to 4,000: The connector between the ignition module and ignition
sensor may be plugged in backwards. Check the color of the wires leading into the
connectors to make sure that the polarity is correct.
• Broken prop bolts: In order for bolts to shear, some type of side loading (shear) movement is
usually required. If the bolts are tightened correctly (nothing moves), prop bolts will rarely
break. It’s a good idea to replace prop bolts routinely. Check prop bolts before each flight!
• Excessive vibration: Check that the low rpm needle setting is not too rich. Check prop and
spinner balance. Make sure ignition timing is correct. Check the firewall and motor box area
of the aircraft for movement, poor glue joints, etc. This area must be rigid! Some aircraft on
the market are lacking in this area and may require additional glue and/or structure. Poor
quality or contaminated fuel can cause rough running.
• Pink or purple colored cylinders: These colors indicate engine temperature has been too high
at some point. Check that needle settings are not too lean, air flow for cooling is sufficient,
and oil/gas mixture is correct.

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• Engine starts backwards: 2 stroke reed valve engines can generally run in either direction.
Make sure the prop is flipped forcefully through the compression stroke. Without enough
force, the prop may "bounce" off compression and run backwards.
IF ANY PROBLEM PERSISTS, PLEASE CONTACT KCS ENGINE FIRST!
Please give us the opportunity to help first!
Maintenance
• Being a high performance 2 stroke engine, certain parts can wear quickly. Under normal
operation, pistons, piston rings, needle bearings, spark plugs, etc. may need occasional
non-warranty replacement to insure peak performance. Other factors can hasten the need
for replacement parts such as ingested dirt and debris, exceedingly high temperatures due to
improper lubrication, airflow, improper needle adjustments, excessive prop loads, etc.
• If the engine has been involved in a crash or severe prop strike, inspect it carefully for any
signs of damage before operating the engine. Make sure nothing was ingested into the
engine. Check that the prop hub rotates freely and without any "run out" or wobble. Look for
any signs of cracks in the case, especially near the motor mount area. If the spark plug cap
shows any damage, do not operate the ignition. If there is a short inside the cap, it can cause
damage to the ignition module.
• Screws can come loose! After a few flights check that all screws are secure. Periodically
check that all screws are tightened to the correct torque rating. If exhaust flange screws
become loose, the flange face and threaded holes can be damaged to the point where the
header or muffler won't stay tight and the cylinder needs to be repaired or replaced.
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*Caution: Care must be taken to not over tighten the carb mounting bolts. Over tightening can
distort and damage the injected molded reed valve parts and rubber gaskets.
• Inspect the engine periodically for any signs of fuel seepage. This can indicate an air leak
which can create a lean fuel/air ratio, which in turn can cause erratic running and engine
damage. If tightening the appropriate screws does not cure the problem, contact KCS
ENGINE.
Manuals may be updated with additional tips and trouble-shooting info from time to time.
Please check our web site www.kcsengine.com for current downloadable manuals and
updates or contact KCS ENGINE.
Remember! This motor can stop at any time, for a variety of reasons. Do not
fly your plane in a way that damage or harm will result if the motor stops
running. KCS ENGINE will not be responsible for damage caused in
engine–out situations.