LRP electronic Z.28R Spec.3 Pullstart User manual

1
3
2
CARBURETOR
EXHAUST SYSTEM
RUN-IN
FUEL
Z.28R SPEC.3
PULLSTART
MA00014
3
USER GUIDE
HEAD CLEARANCE
LRP electronic GmbH
Wilhelm-Enssle-Str. 132-134, 73630 Remshalden, Germany
Tel.: int+49-7181-4098-0, Fax: int+49-7181-4098-30
INF
O
@
LRP-ELECTRONIC.DE
WWW.LRP-ELECTRONIC.DE
!
WARNING NOTES
ORDER NO.:
32802
3.89 PS
33.500 RPM
TECHNICAL DATA
Engine size
.28 (4.59ccm)
Exhaust
Rear
Bore
18.5
mm
Stroke
17.0
mm
Liner
ABC
Number of ports
8+1 (8x transfer-, 1x exhaust-port)
Crankshaft
13.0mm / SG-Shaft
Crankcase
LRP
VTEC.28 Heavy Duty, black coloured
Piston
Fully CNC-machined, high-silicium alloy
Connecting Rod
Fork shaped aluminium using double bushings
Glowplug
LRP Standard style R5 (No. 35050) included
Carburetor
VTEC Competition slide carburetor, 9.0mm venturi, improved design
Power Output*
3.89
PS
Max. RPM*
33.500
Weight
4
50
g
AIRFILTER
GLOWPLUG
*Figures may vary depending on used fuel, muffl er and tuning.
• Never leave your RC model unattended when the engine is running. If a fault should occur the
result could be a fi re in the model which could destroy anything else in the vicinity.
• All nitro engines produce gases which are very dangerous for your health; one of them is
carbonium monoxide which can lead to death! Always use your engine outdoors or in well
ventilated areas only.
• Nitro engines and their surroundings get very hot. You can seriously burn yourself when you
touch them.
• Never try to stop a running engine with your fi ngers. Pinch the fuel line or close the top of the
carburetor.
• Not suitable for children under 14 years, this engine is not a toy.
N
ever use regular gasoline or airplane fuel. Use fresh 2-stroke model car fuel only! We recom-
mend using our line of LRP high-quality fuels
(No. 35710: 25% 1L / No. 35730: 25% 3,5L)
.
For the
LRP Z.28R Spec.3 Pullstart
engine we recommend a fuel with 25% nitro. A higher nitro content
decreases your engine’s lifetime. Therefore do never exceed 36% nitro.
A good airfi lter is very important for the life of your engine. Never run without an airfi lter, as
quick and permanent damage will result! Don’t forget to impregnate the airfi lter with a suitable
oil before usage. Carefully clean the airfi lter at least after every tenth tank. Replace the airfi lter
every 3 litres (~1 gallon) of usage.
We recommend the use of our LRP Hi-Flow 2-stage airfi lter (No. 36560) toge
ther with our LRP
Hi-Flow airfi lter oil (No
. 36590).
Use only standard style glow-plugs for this engine. We recommend using our line of high-quality
LRP Platinum / Iridium glowplugs
(No. 35030 - No. 35060
, availabe as R3 to R6). Check them
frequently and never run with worn-out or old glow-plugs since they could damage your engine.
They turn dull when your engine was too lean and should be replaced. They should stay bright
like chrome. If the glowplugs wear out too fast, an additional 0.1mm shim between burnroom
and liner is recommended. Whenever you have trouble with the engine stalling for no reason,
replace the glow-plug fi rst!
TIP: Our LRP Team normaly uses
a LRP Platinum / Iridium R5 (No. 35050) plug for the LRP
Z.28R Spec.3 Pullstart
engine. Under race conditions,
a
LRP Platinum / Iridium R6 (No.
35060)
plug
is used.
Dear Customer,
t
hank you for your trust in this LRP product. By purchasing a LRP nitro engine, you have choosen
a high-performance and highly sophisticated product, which doesn´t make any compromise
between maximum performance and easy tune
ability. We hope you enjoy your new engine.
Please read the following instructions
to ensure, that your LRP Z.28R Spec.3 Pullstart engine
always works up to your full satisfaction.
Please read and understand these instructions completely before you use this product!
With operating this product
, you accept the LRP warranty terms.
Never run without a pipe since this will cause excessive overheating and may damage your
engine. A good pipe has a very huge effect on the performance of a 2-stroke engine. For the LRP
Z.28R Spec.3 Pullstart
,
w
e recommend using our
LRP
Monstertruck Hi-Performance pipe (
No.
36261
)
for maximum performance.
We recommend a real head clearance between piston and burnroom of about 0.75mm (0.029“)
or more, when the piston is at Top Dead Center. The real head clearance can be calculated as
follows:
Real head clea
rance = Thickness of head shims
+ 0.65mm (tha
t‘s due to the in
ternal
co
nstruction of the engine an
d the compression of the head shims, when the
cooling head
is mounted)
We suggest to start with 0.20mm (0.008“) shims underneath the combustion chamber. You
may want to adjust the shims depending on nitro-content (see table) or track layout. Large
tracks may require an extra 0.10mm (0.004“) shim to reach higher topspeed and improved fuel
consumption, but this will decrease acceleration slightly.
Nitro content
16%
25%
30%
Real head clearance
0.65 / 0.025“
0.75mm / 0.029“
0.80mm / 0.031“
Head shims
0.00mm / 0.000“
0.10mm / 0.004“
0.15mm / 0.006“
The factory settings of the engine are as following and are a good starting point for you, if you
are not satisfi ed with your carburetor settings. Turn in the needles completely (Caution: Do not
overtighten them!) and loosen them the required number of turns again:
Idle screw (No.1):
Adjusts the air fl ow when carburetor is fully
Adjusts the air fl ow when carburetor is fully
closed. Turn CW for higher idle-speed and
closed. Turn CW for higher idle-speed and
CCW for lower idle-speed. Should be open 0.5-
CCW for lower idle-speed. Should be open 0.5-
1.0mm.
Mid range needle (No.2):
Adjusts the mid/low-speed fl ow rate of the fuel.
Adjusts the mid/low-speed fl ow rate of the fuel.
Turn CW for leaner and CCW for richer setting.
Turn CW for leaner and CCW for richer setting.
•
M
id range:
3,75
turns
• Main:
3,
75
turns
Main speed needle (No.3):
Adjusts the main fl ow rate of the fuel (when the throttle is opened
signifi cantly). Turn CW for leaner and CCW for richer setting.
P
roper run-in of the engine is a very important step in ensuring that you get the highest perfor-
mance and lifetime of your engine.
Take your time for proper run-in.
Do not use run-in benches,
but use your car for run-in.
Use the same fuel as you will be using for the life of the engine.
Special run-in fuel is not needed. If your engine doesn’t start easily you may try loosen the glow-
plug by ½-turn to decompress the engine and try again. Don’t forget to tighten the glow-plug
again once the engine started!
Procedure:
• Start the engine and set the main-needle very rich, i.e. excessive smoke coming from the
muffl er.
• Let the engine idle for 2mins fi rst to warm it up.
• Now start driving your car, it will be slow and sluggish, but this is an important step.
• Do not allow the engine to rev-up too high, run the engine at half speed on the straightaway.
• The engine should not be too cold and not too hot during run-in, 70-90°C (160-195°F) is per-
fect.
• Let the engine cool down for 15mins after each tank during the run-in period.
• We recommend doing so for 4 tanks of fuel before you start tuning your engine.

Z.28R SPEC.3
PULLSTART
IMPORTANT
USER GUIDE UPDATE
LRP electronic GmbH
Wilhelm-Enssle-Str. 132-134, 73630 Remshalden
Tel.: [phone], Fax: [phone]
INF
O
@
LRP-ELECTRONIC.DE
WWW.LRP-ELECTRONIC.DE
BEST. NR.:
32802
3.89 PS
33.500 RPM
HEAD CLEARANCE
We recommend a real head clearance between piston and burnroom of about 0.75mm (0.029“)
or more, when the piston is at Top Dead Center. The real head clearance can be calculated as
follows:
Real head clea
rance = Thickness of head shims
+ 0.65mm (tha
t‘s due to the in
ternal
co
nstruction of the engine an
d the compression of the head shims, when the
cooling head
is mounted)
We suggest to start with 0.20mm (0.008“) shims underneath the combustion chamber. You
may want to adjust the shims depending on nitro-content (see table) or track layout. Large
tracks may require an extra 0.10mm (0.004“) shim to reach higher topspeed and improved fuel
consumption, but this will decrease acceleration slightly.
Nitro content
16%
25%
30%
Real head clearance
0.65 / 0.025“
0.75mm / 0.029“
0.80mm / 0.031“
Head shims
0.00mm / 0.000“
0.10mm / 0.004“
0.15mm / 0.006“
Z.28R SPEC.3
PULLSTART
IMPORTANT
USER GUIDE UPDATE
LRP electronic GmbH
Wilhelm-Enssle-Str. 132-134, 73630 Remshalden
Tel.: [phone], Fax: [phone]
INF
O
@
LRP-ELECTRONIC.DE
WWW.LRP-ELECTRONIC.DE
BEST. NR.:
32802
3.89 PS
33.500 RPM
HEAD CLEARANCE
We recommend a real head clearance between piston and burnroom of about 0.75mm (0.029“)
or more, when the piston is at Top Dead Center. The real head clearance can be calculated as
follows:
Real head clea
rance = Thickness of head shims
+ 0.65mm (tha
t‘s due to the in
ternal
co
nstruction of the engine an
d the compression of the head shims, when the
cooling head
is mounted)
We suggest to start with 0.20mm (0.008“) shims underneath the combustion chamber. You
may want to adjust the shims depending on nitro-content (see table) or track layout. Large
tracks may require an extra 0.10mm (0.004“) shim to reach higher topspeed and improved fuel
consumption, but this will decrease acceleration slightly.
Nitro content
16%
25%
30%
Real head clearance
0.65 / 0.025“
0.75mm / 0.029“
0.80mm / 0.031“
Head shims
0.00mm / 0.000“
0.10mm / 0.004“
0.15mm / 0.006“
Z.28R SPEC.3
PULLSTART
WICHTIGES
ANLEITUNGSUPDATE
KOPFABSTAND
LRP electronic GmbH
Wilhelm-Enssle-Str. 132-134, 73630 Remshalden
Tel.: [phone], Fax: [phone]
INF
O
@
LRP-ELECTRONIC.DE
WWW.LRP-ELECTRONIC.DE
BEST. NR.:
32802
3.89 PS
33.500 RPM
Wir empfehlen einen realen Kopfabstand zwischen Pleuel und der Unterkante des Brennraums
von etwa 0,75mm (0.029“) oder größer, wenn sich der Kolben im oberen Totpunkt befi ndet. Der
reale Kopfabstand errechnet sich wie folgt:
Realer Kopfabstand = Dicke de
r Kopfdichtungen/Unterlagscheiben
+ 0,65mm
(aufgrund
des internen Mo
toraufbaus und der Kompression der Kopfdich
tungen bei
Montage des
Kühlkopfes
Beginnen Sie mit 0.20mm (0.008“) Unterlegscheiben unter dem Brennraum. Möglicherweise
müssen Sie dies verändern, z.B. bei anderem Nitromethan-Gehalt (siehe Tabelle) oder auf-
grund des Streckenlayouts. Auf großen Strecken kann es von Vorteil sein, eine weitere 0.10mm
(0.004“) Scheibe einzubauen, um eine höhere Endgeschwindigkeit zu erreichen und etwas Sprit
zu sparen. Allerdings haben Sie hierdurch etwas weniger Beschleunigung.
Nitro Gehalt
16%
25%
30%
Realer Kopfabstand
0.65 / 0.025“
0.75mm / 0.029“
0.80mm / 0.031“
Unterlagscheiben
0.00mm / 0.000“
0.10mm / 0.004“
0.15mm / 0.006“
Z.28R SPEC.3
PULLSTART
WICHTIGES
ANLEITUNGSUPDATE
KOPFABSTAND
LRP electronic GmbH
Wilhelm-Enssle-Str. 132-134, 73630 Remshalden
Tel.: [phone], Fax: [phone]
INF
O
@
LRP-ELECTRONIC.DE
WWW.LRP-ELECTRONIC.DE
BEST. NR.:
32802
3.89 PS
33.500 RPM
Wir empfehlen einen realen Kopfabstand zwischen Pleuel und der Unterkante des Brennraums
von etwa 0,75mm (0.029“) oder größer, wenn sich der Kolben im oberen Totpunkt befi ndet. Der
reale Kopfabstand errechnet sich wie folgt:
Realer Kopfabstand = Dicke de
r Kopfdichtungen/Unterlagscheiben
+ 0,65mm
(aufgrund
des internen Mo
toraufbaus und der Kompression der Kopfdich
tungen bei
Montage des
Kühlkopfes
Beginnen Sie mit 0.20mm (0.008“) Unterlegscheiben unter dem Brennraum. Möglicherweise
müssen Sie dies verändern, z.B. bei anderem Nitromethan-Gehalt (siehe Tabelle) oder auf-
grund des Streckenlayouts. Auf großen Strecken kann es von Vorteil sein, eine weitere 0.10mm
(0.004“) Scheibe einzubauen, um eine höhere Endgeschwindigkeit zu erreichen und etwas Sprit
zu sparen. Allerdings haben Sie hierdurch etwas weniger Beschleunigung.
Nitro Gehalt
16%
25%
30%
Realer Kopfabstand
0.65 / 0.025“
0.75mm / 0.029“
0.80mm / 0.031“
Unterlagscheiben
0.00mm / 0.000“
0.10mm / 0.004“
0.15mm / 0.006“

TROUBLE SHOOTING GUIDETUNING
AFTER RUN
MAINTENANCE
REPAIR PROCEDURES /
LIMITED WARRANTY
It never hurts to have the mixture too rich, but NEVER let the mixture get too lean. Always tune
from rich to lean. If in doubt, richen it up fi rst! Never try to tune a cold engine, run 3-5 minutes to
get the engine up to running temperature before doing any adjustments!
Basic tuning procedure is as follows:
1. Set the engine’s idle speed up slightly higher than normal.
2. Start tuning your engine with the settings too rich.
3. Always tune main-speed needle (top-end) fi rst.
4. Tune mid-range needle next.
5. Reset idle speed screw.
Procedure:
1. Set the idle speed so your engine doesn’t stall (slightly higher then normal).
2. Go to the track with the main-needle set too rich, there should be heavy smoke coming from
the muffl er now.
3. Tune the engine by leaning the main-needle 1/8 turn at a time (turn clockwise).
- Your goal will be that the engine will just reach maximum RPM on the straightaway.
- Open the main-needle again by an 1/8 turn (turn counter-clockwise) when you have reached
that point. This should be the perfect setting for the main-needle (temperature of 110-130°C /
230-266°F).
- If the main-needle is set too lean, the engine will overheat and will not accelerate smoothly.
If this happens, immediately stop the engine and richen the main-needle (counterclock-
wise) 1/4 turn before a new attempt.
4. Adjust the mid-range needle now. Run 3 full laps, stop the car near you and let it idle for
5secs. „Push off“. It should have slightly richened up (idle rpm gets lower), but still accelerate
quickly. If it died before the 5secs, check the following:
- If the rpm constantly decreases and fi nally the engine stops, the mid-range needle is too
rich.
- If the idle-speed increases during idle, the mid-range needle is too lean.
5. You may have to re-adjust the idle-speed now. If it idles too high, the clutch may not release
completely and you will lose „snap“ off the corners. If it idles too low, it may stall at the start,
or at the end of the straightaway when you release the throttle.
Ways to measure the engine temperature:
• Temperature gauge method (recommended): Pull in quickly and immediately take a tempera-
ture reading. Place the gauge directly over the engine pointed at the glow plug.
• Spit method: Pull in quickly and immediately put some spit on the engine’s head. The spittle
should just slowly boil off (2-3secs). It should not dance around as if it were on a hot griddle,
nor should it lay there and steam.
Use after-run oil to keep everything lubricated after you have fi nished your day. After-run oil
helps for an easy start the next time and protects your internals against rust. Use only „after-run
oil“ specially formulated for R/C engines. Do not use silicone shock oil or similar as they will
seriously harm your engine. We recommend to use our LRP After-Run oil (No. 37910), which you
should use regularly after using your engine.
Procedure:
First let the tank run completely empty at idle until it runs out of fuel (try re-starting it several
times), next put a few drops down the open carburetor and a few drops down the glow plug hole.
Spin it over with the Pullstart at least 5 times and you are done.
Treat your engine with care and check it frequently. This engine will rev up to 33.500 RPM and
any fault at such high RPM can cause serious damage. All moving parts inside the engine are
subject to wear, you must know if a piston/liner/conrod has worn out and if they need to be
replaced. If you replace one part, please check if everything else is still in good shape at the
same time. If you only change one part and other parts are in bad shape, there’s the possibility
that there will be a new failure soon!
Some important matters:
• Clean the outside of the engine properly before you open it. Any dust or dirt which gets into
the engine could make considerable damage.
• Check the conrod frequently. If you want to replace the conrod, be sure the big end of your
crankshaft is still round and at a good size. If not, also replace the crankshaft.
• When you start putting your engine back together, make sure that each part is totally clean
before installation and please use some oil (after-run is suited well) to lubricate everything.
• Be careful that each part has its correct direction, especially piston/liner/conrod. Both the
lower part of the piston and the lubrication hole in the conrod should be facing to the front
(direction to the carburetor).
• Before you install the combustion chamber, please doublecheck that you installed all head
shims.
• Use a hex wrench to install the screws. When you start to feel resistance, stop turning the
screw. Repeat this for each screw, use the star-technique to tighten all the screws complete-
ly. Do not overtighten them!
PROBLEM
REASON
SOLUTION
Engine does not start
Glow plug defective
Glow plug defective
-
replace glow plug
replace glow plug
Glow plug does not work
properly
-
check the condition of the glow plug
-
check the glow plug igniter
Engine is set too rich
(too much fuel, hits back)
-
check carburetor settings, repeat tuning
procedure
-
unscrew the glow plug completely and pull the
Pullstart 5 times
Engine is too lean
(too little fuel, does not start)
-
check carburetor setting, repeat tuning procedure
Engine doesn
’
t suck in the fuel
-
check the fuel line for possible damage
-
check the carburetor setting
Engine stops after a
short time after glow
plug igniter has been
disconnected
Glow plug defective
Glow plug defective
-
replace glow plug
replace glow plug
Bad fuel
-
replace fuel by fresh and correct type of fuel
replace fuel by fresh and correct type of fuel
Bad carburetor setting
-
check the carburetor setting, repeat tuning
procedure
Dirt in fuel line or carburetor
-
clean fuel line, clean & check carburetor
Fuel line damaged
Fuel line damaged
-
replace fuel line
replace fuel line
Loose glow plug or cooling head
Loose glow plug or cooling head
-
tighten glow plug and/or cooling head
tighten glow plug and/or cooling head
Air fi lter old or dirty
Air fi lter old or dirty
-
clean or replace air fi lter
clean or replace air fi lter
Performance
decreases after
reaching operating
temperature or engine
stalls from time to time
Engine is set too lean
-
check the carburetor setting, repeat tuning
procedure
Glow plug defective or wrong
type
-
replace the glow plug by a correct type
Engine runs too hot
Engine runs too hot
-
run-in process is not completed
run-in process is not completed
Shims under comb. chamber
wrong
-
check number of shims
Engine
still keeps
running at high RPM
for a moment when
you release the throttle
Bad carburetor setting
-
open mid-range needle ¼ turn at a time and
re-adjust idle-speed
-
set idle speed lower
Glow plug, wrong type (too hot)
-
use glow plug with higher number (e.g. go from
5 to 6)
Shims under comb. chamber
wrong
-
check number of shims
All products from LRP electronic (hereinafter called “LRP”) are manufactured according to the
highest quality standards. LRP guarantees this product to be free from defects in materials or
workmanship for 90 days from the original date of purchase verifi ed by sales receipt. This limited
warranty doesn’t cover defects, which are a result of normal wear, misuse or improper mainte-
nance. This applies among other things on:
•
Engine disassembly by customer
•
Any modifi cation of the engine done by the customer
•
Rust inside the engine
•
Dust or dirt inside the engine
•
Damaged engine due to glow plug failure
•
Overheating
•
Scratches inside the engine caused by dirt or dust
•
Water in fuel
•
Wrong break-in procedure
•
Damaged piston due to piston stop devices
•
Damaged cylinder exhaust port due to piston stop devices
•
Breakages at high rpm without engine load
To eliminate all other possibilities or improper handling, fi rst check all other components and the
trouble shooting guide before you send in this product for repair or warranty. Products sent in for
repair, that operate perfect have to be charged with a service fee.
By sending in this product, you assign LRP to repair the product, if it is no warranty case. The
original sales receipt including date of purchase needs to be included. Otherwise, no warranty
can be granted. For quick repair- and return service, add your address and detailed description
of the malfunction.
Our limited warranty liability shall be limited to repairing the unit to our original specifi cations.
In no case shall our liability exceed the original cost of this unit. Because we don’t have con-
trol over the installation or use of this product, we can‘t accept any liability for any damages
resulting from using this product. By installing or operating this product, the user accepts all
resulting liability.
The specifi cations like weight, size and others should be seen as guide values. Due to ongoing
technical improvements, which are done in the interest of the product, LRP does not take any
responsibility for the accuracy of these specs.
LRP-Distributor-Service:
•
Package your product carefully and include sales receipt and detailed description of mal-
function.
•
Send parcel to your national LRP distributor.
•
Distributor repairs or exchanges the product.
•
Shipment back to you usually by COD (cash on delivery), but this is subject to your national
LRP distributor‘s general policy.