Saito FA-60T User manual

TWIN-CYLINDER FOUR-STROKE ENGINES
INSTRUCTION MANUAL
• FA-60T
• FA-90TS
• FA-100T
• FA-130TD
• FA-182TD
• FA-300TL
• FA-300TTDP

VERY
IMPORTANT
Failure to read
and follow these
instructions before
you proceed may
result in engine
damage and the
voiding of your
warranty.

SAFETY INSTRUCTIONS 1
Introduction
Congratulations on purchasing a Saito
4-cycle engine. Cared for properly,
these high-quality, finely crafted
engines offer many years of modeling
enjoyment.
This instruction manual has been
developed to ensure optimum
performance from the Saito engine
you have purchased. The instructions
must be read through completely and
understood thoroughly prior to
mounting and running the engine.
Safety Instructions
This model engine will give you
considerable pleasure, satisfaction
and performance if you strictly follow
these safety instructions and take heed
of the warnings as to its safe and
proper use. Remember at all times,
IT IS NOT A TOY, but a precision-
built machine with more than enough
power to cause harm if misused, or
if the safety precautions are not
observed.
You should always:
1. Mount the engine securely on the
test bench using the high-quality Saito
motor mount supplied. Never clamp
the engine in a vice.
2. When running the engine, be sure
that all spectators, especially children,
are at least 20 feet away.
3. Use the correct size and pitch of
propeller for your engine; refer to the
propeller chart on page 18 of this manual.
4. It is extremely important to
balance the propeller prior to
installation. Failure to do so may
cause damage to the Saito engine
and/or the airframe. Install the
propeller with the convex (curved)
side facing forward. Securely tighten
the propeller nut against the washer
and propeller. A “jam” nut is
suggested for all 4-cycle engines.
5. Inspect the tightness of the
propeller nut prior to each flight.
6. Keep your face and body away
from the path of the propeller blades
when starting or running your engine.
7. Never allow your hands to come
close to the propeller. Use either a
“chicken stick” or electric starter to
start the engine.
8. Make all carburetor adjustments
from behind the propeller.
9. To stop the engine, cut off the fuel
supply (pinch or disconnect the fuel
line to the carburetor), or use the
throttle linkage to shut off the air.

SAFETY INSTRUCTIONS
2
DO NOT USE HANDS, FINGERS
OR ANY OTHER PART OF
THE BODY TO STOP THE
PROPELLER. DO NOT THROW
ANY OBJECT INTO A
PROPELLER TO STOP IT.
10. Discard any propeller that is
nicked, scratched, cracked or
damaged in any way.
It is highly recommended
that:
1. Safety glasses or goggles be worn
when starting and running your
engine.
2. You do not run the engine in the
vicinity of loose gravel or sand. The
propeller may throw such materials
into your face and eyes. The engine
may also ingest these harmful
materials.
3. Loose clothing should be avoided
when operating your model engine.
Loose clothing may become
entangled in the propeller, creating
the possibility of bodily harm. Also,
all loose objects (screwdrivers,
pencils, nickel cadmium starters, etc.)
should be removed from your pockets
so they do not fall into the propeller.
4. Glow plug clips and cords are
kept well away from the propeller.
5. Your glow fuel is kept in a safe
place well away from sparks, heat or
anything which can ignite the fuel.
Beware:
1. Model engines get very hot while
running. Do not attempt to handle
them until they have cooled.
2. Always run your model engines in
a well-ventilated area. Similar to
automotive engines, model engines
produce possibly harmful carbon
monoxide fumes.
3. Remember that model engines
produce a substantial amount of
power, more than enough to seriously
injure people and/or do considerable
damage to property. Always use
common sense, skill and constant
observation of safety precautions.
Disassembly
Do not needlessly disassemble your
Saito engine. Engine repairs should
be performed only by qualified
individuals. Damage due to improper
disassembly will not be covered under
the warranty.

SUPPORT EQUIPMENT 3
Engine Parts
Identification
It is important to be able to identify
the parts of your Saito engines. In the
back of this manual you will find an
exploded view of Saito twin-cylinder
engines, as well as a chart which
includes part numbers and
descriptions. This will assist you in
easily and rapidly identifying the
respective parts of your Saito engine.
Support Equipment
The following items, which are not
included with your Saito engine, are
necessary in order to operate the
model engine:
1. Fuel. For maximum protection
and longevity of Saito engines, Saito
recommends a fuel containing 20%
oil and 10–15% nitro methane. If this
blend is not readily available, the next
best selection is a high quality 2-
cycle glow fuel, such as Cool Power,
K&B, Power Master, etc. Fuels
composed entirely of castor oil are
not recommended. Use of such fuels
will void the warranty.
2. Propeller. Refer to the Propeller
Selection Chart, located on page 18,
to determine the best initial propeller
for your particular application.
3. Glow Plug Battery. Your glow
plug may be properly heated by several
different sources. The Hangar 9 Power
Panel (HAN106), when accompanied
by a 12V sealed lead acid battery
(HAN102) and a glow plug locking
socket (HAN120), is an ideal source of
heat for your glow plug.A
conventional 1.5V heavy-duty dry cell
battery with a glow plug locking
socket (HAN120) or alligator clips can
also be used.Additionally, there are
several very good glow-starters (nickel
cadmium powered glow plug ignitors)
which work well.
4. Glow Plug Wrench. A glow plug
wrench is used to remove and tighten
glow plugs. The Hangar 9 Long
Reach Plug Wrench (HAN2510) is an
excellent wrench to utilize as a longer
shaft may be necessary to access the
glow plug. This depends mostly upon
engine installation.
5. Manual or Electric Starter. For
manual starts, a “chicken stick” is
highly recommended. never use your
fingers to start any model engine, as
doing so invites injury. There are a
variety of electric starters on the
market. The Hangar 9 12V Heavy-
Duty Super Starter (HAN110) will
work perfectly on all of the twin-
cylinder Saito engines.

STARTING THE ENGINE
4
Break-In
The first run on any engine, whether
2-cycle or 4-cycle, is critical to the
future of the engine itself. During this
time, metal mating parts (piston and
cylinder, ball bearings, etc.) wear in.
Care must be taken that the engine is
clean and free of any dust or grit that
may have accumulated while
building the model.
There are two accepted methods for
breaking in a new engine: test stand
mounted and run or aircraft mounted
and run. Either method is acceptable,
however, mounting the engine to a test
stand allows the engine to be observed
throughout its operation, as well as
elevating it above the ground and away
from harmful dust and dirt.
NOTE: Because your engine may
have been sitting for an extended
period of time prior to running it, a few
drops of light oil applied through the
crankcase breather nipple (19 on the
exploded view),if applicable,and down
the pushrod tubes (40) will ensure
proper lubrication for the first run.
Regardless of the mounting method
chosen for break-in, the following
procedures are applicable:
1. Use a break-in fuel as described
in the “Support Equipment” Section
on page 3 of this manual.
2. Use the proper glow plugs.Your
engine includes the Hangar 9/McCoy
MC-4C (HAN3010) glow plugs,
which are also the standard
replacement glow plugs for these
engines.
3. Select the correct propeller. To do
so, refer to the Propeller Selection
Chart on page 18 of this manual.
4. Make sure that the high speed
needle valve(s) (85) are opened
(turned counterclockwise) five full
turns. This guarantees a very rich
setting.
Do not adjust the low-speed needle
valve(s) or airbleed screws (89) at
this time. The low speed needle
valve(s), or airbleed screws, are pre-
adjusted at the factory for initial
break-in.
5. The use of a tachometer is highly
recommended since the adjustment
of a 4-cycle engine, while similar to
that of a 2-cycle engine, is more
difficult to “set by ear,” therefore
making it easier to damage the
engine by “over leaning.”

STARTING THE ENGINE 5
Starting The Engine
1. Make sure the glow plugs are
installed and tightened.
2. Be sure the propeller is properly
secured. The use of a “jam nut” is
encouraged on 4-cycle engines.
3. Make sure the fuel tank
line(s) are properly connected. The
main line should be connected to the
carburetor spray bar (84).
NOTE: If your Saito engine is
equipped with dual carburetors it’s
imperative that the fuel lines are
identical in length from theY-fitting
to the fuel inlets.
Connect the fuel tank lines as shown in
Figures 1, 2 and 3.
The proper “plumbing” of the lines
is extremely important to the
performance of any engine.
Figure 2
FA-300TTDP
Air out nipple
Air intake nipple Vent line
Excess pressure outlet
Pressure adjusting valve
Figure 1
Connect this end of fuel tubing to the
nipple on the muffler conncected to the
right cylinder. This connection will carry
the fuel residue away from your aircraft.
Breather
nipple
FA-300TL
Vent line
Figure 3
FA-100T
Tank vent line

Figure 4
FA-182TD
Aluminum stopper
Right carb spray bar
STARTING THE ENGINE
6
4. Be certain the mufflers are
installed properly by oiling the
threads and inserting the muffler
gasket (79) if applicable, and that the
lines are properly connected.
5. Fill the fuel tank.
6. Prime the engine:
• check to make sure the glow
plugs are not connected to the
heat source (glow plug
clip/locking socket)
• open throttle fully
• close choke valve (92), if
applicable
• rotate propeller in a counter-
clockwise direction 2–3 times
or until fuel begins to drain
from the carburetor
• open choke valve (92), if
applicable
NOTE: The 90-TS is primed by
inserting approximately 1–2cc of fuel
into the priming nipple on the
carburetor with a syringe.
NOTE: This process is not
applicable for owners of the Saito
FA-130 and FA-182TD. Instead,
remove the aluminum stopper from
the silicone tubing leading to the right
cylinder/carburetor spray bar. Inject
approximately 5cc of fuel into the
silicone tubing. Replace the
aluminum stopper. Please refer to
Figure 4.
7. Start the engine:
• close the throttle to 1
/4–1 /3open
position
• rotate propeller clockwise until
it’s against the compression
stroke
• connect the heating source to
the glow plugs
NOTE: It is not necessary to ignite
all four glow plugs in the dual
plugged versions (two glow plugs per
cylinder) of the Saito engines. It’s
only necessary to apply heat to the
two rear plugs. The front glow plugs
will ignite once the engine reaches
operating temperature.
NOTE: A very common error is to
remove the glow plug ignitor too
early. It is suggested that the ignitor is
left attached until after the engine has
been run up and the high speed needle
valve(s) has been properly adjusted.

STARTING THE ENGINE 7
• Using either the “chicken stick”
or electric starter, spin the
propeller until the engine is
running.
NOTE: When using an electric
starter, care should be taken to be sure
that the engine does not become
“hydro-locked.” While the electric
starter will turn the engine over, it
may damage the connecting rod or
other components. If the engine
becomes hydro-locked, simply
remove the glow plugs and turn the
engine over a few times with the
“chicken stick” or electric starter. The
excess fuel will be forced to exit the
engine via the cylinder heads.
8. Initial break-in:
Do not exceed 4,000 rpm for the first
ten (10) minutes of operation. This
allows all parts to mate properly with
good lubrication.
NOTE: Due to the excessively “rich”
mixture setting, it may be necessary
to leave the heat source attached to
the glow plugs.
Subsequent runs may be made while
slightly leaning out the mixture with
each tank full of fuel. Generally, 40
minutes is considered sufficient for
normal break-in prior to the first
flight.
9. After break-in:
If a test stand was used for the break-in
procedure, the engine may now be
mounted in the aircraft using the integral
motor mount and mounting hardware
supplied with the Saito engine.
NOTE: Always use the engine’s
mounting spacers. Place the mounting
spacer between the integral motor
mount and the firewall of the aircraft.
The spacers will minimize firewall
depression and serve to reinforce.
Soft mounting of Saito engines is not
required due to low vibration levels
found in the Saito twins. The idle
needle valve(s) (89) may now be
refined. Please refer to the Carburetor
Adjustments Section on pages 8 & 9
for information on how to do so.
The valves may be checked at this
time. Refer to the Engine
Maintenance Section on page 13 for
information on the valve adjustment.
Figure 5
When tightening bolts, put washers between the engine mount and
firewall to minimize depression on the firewall and for reinforcement.
Engine mounting
spacer (washer)
Engine Firewall

ENGINE OPERATION
8
The use of a tachometer is encouraged
for setting the high-speed needle
valve(s) (85) prior to flight. The peak
rpm should be obtained and then
reduced by approximately 200–300
rpm by turning the high speed needle
valve(s) counterclockwise.
Low Speed
Carburetor
Adjustments
The low speed, or idle needle
valve(s), or airbleed screws(s) (89),
is/are pre-adjusted at the factory for
best performance during break-in.
After break-in it may be necessary to
“fine tune” the low speed adjustment
using the following procedure:
1. Start the engine and let it warm
up
prior to attempting any adjustments.
2. Close the throttle slowly and
adjust the low speed setting by
rotating the needle valve(s) (89)
clockwise to lean the mixture and
counterclockwise to richen the
mixture. The direction of rotation is
reversed for the Saito FA-100T and
FA-182TD. These engines are
equipped with airbleed style
carburetors, rotating the airbleed
screw clockwise will richen the
mixture. If the airbleed screw is
rotated counterclockwise the mixture
will become lean.
NOTE: The fuel mixture is too rich
if when you open the throttle rapidly
the engine emits white smoke and
“stutters” or “stumbles.” Correct this
by rotating the idle needle valve(s)
clockwise (or airbleed screws
counterclockwise) 1
/4to 1 /2turn at a
time until the engine transitions
smoothly without hesitation upon
opening the throttle rapidly. The fuel
mixture may be too lean when the
engine stops at the lowest idle
position, or if the engine stops when
the throttle is rapidly opened from
idle. Attempt to correct this by
rotating the idle needle valve(s)
counterclockwise (or airbleed screws
clockwise) 1
/4to 1 /2turn at a time until
the engine transitions smoothly
without hesitation upon opening the
throttle rapidly. If the situation is not
rectified by counterclockwise
rotations of the idle needle
valve(s) (or airbleed screws
clockwise), try turning the idle needle
valve clockwise (or airbleed screws
counterclockwise) in 1
/4to 1 /2turn
increments.
3. After obtaining the proper idle
setting, the low rpm setting can be
made through the positioning of the
throttle adjustment screw if
applicable. If not, adjust the idle
setting via the throttle trim of your
transmitter.

ENGINE OPERATION 9
FA-100T/
FA-130TD/FA-182TD
Dual Carburetor
Adjustment
Upon completing the break-in and
carburetor adjustment procedures
mentioned previously, the following
method should be utilized to balance
the dual carburetor Saito engines:
1. Start the engine and allow it to
warm up prior to attempting any
adjustments.
2. Rotate both high speed needle
valves clockwise an equal amount
until the engine reaches the peak rpm.
3. Back off both high speed needles
(rotate counterclockwise) equally until
the rpm drops by 300.
4. Rotate the high speed needle valve
clockwise on the right cylinder to peak
the engine. Next, rotate the needle
valve counterclockwise until an rpm
drop of 300 is noticed.
5.
Repeat Step 4 for the left cylinder.
The cylinders of your Saito twin are
now correctly balanced.
FA-300TTDP Dual
Carburetor/Fuel
Pump Adjustment
Prior to starting the FA-300TTDP it’s
imperative that the fuel pump
connections are properly installed.
Please refer to Figure 2 on page 5.
High Speed Needle Valve
Adjustments
1. Start the engine and allow it to
warm up prior to attempting any
adjustment.
2. Advance the engine to full throttle.
3. Rotate the high speed needle valve
of the right cylinder clockwise
(leaning the mixture) until the rpms
begin to sag or drop slightly. Then
richen the mixture for the right
cylinder by 4 or 5 clicks, not turns, of
the high speed needle valve. Rotate
the high speed needle valve of the left
cylinder clockwise (leaning the
mixture) until the rpms begin to sag or
drop slightly. Then richen the mixture
for the left cylinder by 4 or 5 clicks,
not turns, of the high speed needle
valve.
Again, lean the right cylinder by
turning the high speed needle valve
clockwise until the rpms begin to
drop. This time, however, richen the

ENGINE OPERATION
10
fuel mixture by rotating the high
speed needle valve counterclockwise
3 clicks. Lean the left cylinder by
turning the high speed needle valve
clockwise until the rpms begin to
drop. This time, however, richen the
fuel mixture by rotating the high
speed needle valve counterclockwise
3 clicks. The high speed needle
valve adjustments are now
completed.
Idle Needle Valve
Adjustment
1. Lower the throttle of the Saito FA-
300TTDP to the lowest possible idle
while retaining its reliability. Make
sure the carburetor linkage assembly
is secured to prevent movement of
the throttle levers.
2. Lean the right cylinder low speed
mixture screw (turning the screw
clockwise) until the rpms drop off
slightly. Richen the low speed
mixture by turning the idle screw 1
/8
to 1
/4turn counterclockwise. Lean the
left cylinder low speed mixture screw
(turning the screw clockwise) until
the rpms drop off slightly. Richen the
low speed mixture by turning the idle
screw 1
/8to 1 /4turn counterclockwise.
Fuel Pump Adjustment
See Figure 6.
1. Begin with the pressure adjusting
valve open 23
/4turns.
2. Start the engine and allow it to
warm up prior to attempting any
adjustments.
3. Advance the engine to full
throttle.
4. Rotate the pressure adjusting valve
in 1
/4turn increments—first clockwise
1
/4turn (rich) then rotate
counterclockwise 1
/4turn (lean) until
the best rpm is achieved. It’s
important to note that the pump
system has a definite response lag.
This lag is approximately 2–5
seconds. With each 1
/4turn change of
the pressure adjusting valve, allow
the engine rpm enough time to
stabilize. This will prevent “chasing”
of the correct setting.
FA-300TTDP
Air out nipple
Air intake nipple Vent line
Excess pressure outlet
Pressure adjusting valve
Figure 6

ENGINE OPERATION 11
Normal Engine
Operation
If break in was accomplished on a test
bench your engine may be mounted
to the aircraft and flown. The initial
flight should be performed with the
engine adjusted for a rich fuel
mixture.
1. Your Saito engine should be
securely mounted to the aircraft using
the motor mount and hardware kit
provided. Soft mounting of the Saito
twins is not necessary due to the
extremely low vibration level of these
engines. Please refer to Step 9 in the
Starting The Engine section for the
proper mounting procedure.
2. General operating procedures
which ensure long engine life are:
Do not operate the engine with a
“lean” mixture setting.
When installing the mufflers, oil both
the manifold threads and the engine
cylinder threads. Secure the mufflers
to the airframe using the muffler
brackets supplied.
NOTE: The muffler brackets are
not supplied with the FA-130TD
or FA-182TD.
Regularly check all screws and nuts
on both the engine and muffler.
After 1–2 hours of operation, valve
adjustment may be necessary. Adjust
the valves as shown in the Engine
Maintenance Section following.
For engines equipped with a breather
nipple, it’s recommended that a
length of silicone fuel tubing be
attached to this crankcase breather
nipple (19). This is used to route
away expelled oil from the engine
compartment.
Engine Maintenance
DO NOT DISMANTLE THE
ENGINE UNLESS ABSOLUTELY
NECESSARY.
If it becomes necessary to dismantle
your Saito engine, the following
procedure should be followed:
It’s important to maintain identification
of the “left” and “right” cylinder parts
when dismantling and reassembling the
engine. Looking forward from the rear
of the engine with the engine upright, the
cylinder on the right side is indeed the
right cylinder. Therefore, the cylinder to
the left is, of course, the left cylinder.
1. Cylinder and cam housing screws
should be loosened in a criss-cross
pattern.

ENGINE MAINTENANCE
12
2. Cam Gear Alignment–Refer to the
specific section below pertaining to
your Saito engine.
FA-60T/90TS
a. The crankshaft alignment mark
should line up with the crankcase
mark when the crankshaft is at the top
dead center. Refer to Figure 7.
b. Locate the cam gear reference
mark and align it with the crankcase
mark. See Figure 8.
c. Be sure there is a spacer on the
counter gear shaft. Next, insert the
counter gear onto the shaft, followed
by another spacer. During this step
it’s important that neither the
crankshaft nor the cam gear are
moved from their alignment marks.
Refer to Figure 9.
FA-100T/FA-130/FA-182TD
a. Viewing the engine from the rear
and looking forward, adjust the cam
timing beginning with the right
cylinder.
b. Position the cam gear timing mark
(dot) at the 9 o’clock position
(directly into the crankcase) with the
right piston at top dead center. Secure
the right cam gear housing in place.
c. Rotate the crankshaft counter-
clockwise 180 degrees, placing the
left piston at top dead center. Refer to
Figure 10.
Crankshaft
alignment
mark
Crankcase
mark
Figure 7
Figure 8
Figure 9
Finished assembly
Crankcase
alignment
mark
NOTE: Crankshaft
alignment mark and
cam gear reference
mark are aligned with
their respective
crankcase marks.
This is extremely
important.
Camgear
reference
mark

ENGINE MAINTENANCE 13
Position the left cam gear timing
mark (etched line) at the 3 o’clock
position (directly into the crankcase)
and secure the left cam gear housing.
See Figure 11.
NOTE: When tightening the cam
gear housing bolts, apply a drop of oil
to each bolt to prevent thread
damage. Also, tighten the bolts in a
criss-cross pattern to avoid warping.
FA-300TL/FA-300TTDP
e. Follow the same procedure as
described for the FA-100T/FA130 TD/ FA-
182TD
. However, instead of rotating the
crankshaft 180 degrees, rotate the
crankshaft 360 degrees to place the left
piston at the top dead center.
3. Reassemble the piston, rod, rocker
arm, pins, pushrod, tappet, etc. in their
original positions. Engine parts are
mated after running the engine, and
they must be reassembled as close as
possible to their original position.
4. Assemble the engine reversing
the criss-cross pattern used in the
disassembly. Prior to tightening each
of the screws, apply a drop of oil to
prevent thread damage.
5. Adjust the valves to a clearance of
.03mm–.10 mm (.002"–.004") using
the supplied gauge. The valves must
be adjusted with the engine cold due
to thermal expansion.
NOTE: Valves must be in the closed
position.
Carburetor
Maintenance
Should you experience difficulty with
the carburetor of your engine:
Figure 10
1st (Right cylinder)
Proper crankshaft position
Cam gear
Bench mark
Pinion gear
Figure 11
2nd (Left cylinder)
Cam gear Bench mark Pinion gear
Revolution
Tappet Adjustment
Adjust between
0.03 - 0.10 mm (.002" - .004")
Gauge
(0.1 mm Max.)
Figure 12
Tappet adjustment

CARBURETOR MAINTENANCE
14
1. Remove the high speed needle(s)
(85) and flush out the spray bar with
clean fuel. Replace the high speed
needle(s) and follow the instructions
in the carburetor adjustment section.
2. Always use a high-quality 4-cycle
glow plug. The Hangar 9/McCoy
MC-4C is highly recommended.
Tips For Extended
Engine Life
To add longer life to your Saito engine,
we recommend the following:
1. Use a fuel containing 20%
lubricants.
2. Use the recommended glow plugs.
3. Use the proper propeller size and
balance the propeller prior to use.
4. Use a tachometer for precise
engine adjustments.
5. Use an “after-run” oil when you’re
finished flying for the day.
6. For long-term storage, make sure
there is no fuel left in the tank and the
engine. Remove the glow plug and
apply several drops of high-quality
oil (i.e., MarvelAir Tool Oil) to the
top of the engine, down the pushrod
tubes, and through the crankcase
pressure vent if applicable. Rotate the
crankshaft several times. Store the
engine in the box or on the airplane
with the nose down in order to keep
oil in the bearings.
Troubleshooting
Generally speaking, there are very
few things that will keep today’s
modern glow engines from starting.
To that end, make sure you’re using
good quality “fresh” fuel, there are
good glow plugs installed, and the
starting battery is charged and in
good condition. Should the engine
fail to start after these items are
verified, refer to the chart on the
following page.

TROUBLESHOOTING15
SYMPTOM CAUSE CORRECTIVE ACTION
Engine fails to Low voltage on Replace/recharge the
fire starting battery starting battery
Bad glow plug(s) Inspect/replace bad glow plug(s)
Insufficient priming Repeat priming procedure
“Flooded” due to Disconnect battery, remove
excessive priming glow plugs, and rotate propeller
several times to“clear” cylinder
Engine fires but Over primed Disconnect battery and rotate
does not run propeller several times to
“clear” cylinder
Incorrect glow Remove plugs and verify
plugs proper heat range
Engine starts but Mixture too rich
Close high speed needle valve(s)
slows down and 1/2 turn and start again. Repeat
then stops until engine is running smoothly.
Engine starts, Mixture too lean Open high speed needle valve(s)
speeds up, and 1/2 turn and start again. Repeat
then quits until engine is running smoothly.
Engine quits Mixture too rich Close high speed needle valve(s)
when starter 1/2 turn and restart
battery is
removed Incorrect glow plugs Change glow plugs
Incorrect or bad fuel Change fuel
Rough idle Plug Change plug type
In the event that none of the above procedures results in the engine running
properly, contact our service department for suggestions at:
Horizon Service Center
4105 Fieldstone Road
Champaign, Illinois 61822
217-355-9511 (Mon–Fri 8:00–5:00 CST)

Twin Cylinder Cross Reference Chart
TROUBLESHOOTING
16
PART P LL AA S DD Z W
FA-60T FA-90TS FA-100T FA-130TD FA-182TD FA-300TL FA-300TTDP
01 Cylinder, Left 60T01 90TS01 100T01 130TD01A 182TD01 300T01 300TTDP01A
02 Cylinder, Right 60T02 90TS02 100T02 130TD02A 182TD02 300T02 300TTDP02A
06 Piston 60T06 90TS06 5006 6506 91506 300T06A 300T06A
07 Piston Pin 60T07 4507A 5007 6507 91507 12007 12007
08 Piston Pin Retainer (6 Pc) 4008 5008 4008 6508 6508 300T08 300T08
09 Piston Ring 60T09 45S09 5009 6509 91509 300T09A 300T09A
10 Connecting Rod 60T10 90TS10 90T10 130T10 182TD10 270T10C 270T10C
11 Linked Connecting Rod — — 90T11 130T11 182TD11 — —
13 Connecting Rod Screw 60T13 90TS13 — — — 270T13 270T13
14 Cylinder Screw Set 60T14 60T14 4014 6514 6514 12014 12014
15 Crankcase 60T15 90TS15 100T15 130T15 182TD15 270T15A 270T15A
17 Rear Cover (A) 60T17 90TS17 — 130T17 — 270T17A 270T17A
18 Rear Cover (B) 60T18 60T18 — — — — —
19 Breather Nipple 60T19 6519 4019 4019 6519 4019 —
20 Front Ball Bearing 60T20 5020A 65GK20 8020 1827D20 270T20 270T20
21 Main Ball Bearing 60T21 60T21 — — — 270T21 270T21
22 Rear Ball Bearing 60T22 60T22 4022 6522A 182TD22 270T22 270T22
23 Crankshaft 60T23 90TS23 100T23 130T23 182TD23 270T23B 270T23B
24 Pinion-Crankshaft — — 4024 — — — —
25 Pinion Gear Pin — — 4025 — — — —
26 Collar, Crankshaft — — 90T26 — — — —
27
Tapered Collet & Drive Flange 60T27 60T27 6527 130T27A 12507 270T27B 270T27B
28 Prop Washer & Nut 5028 5628 5028 12028A 12028A 270T28A 270T28A
29 Prop Nut, Spinner — — — 12029 — —
30
Prop Nut, Electric Starter — 5030A 5030 — — — —
31 Crankcase Screw Set 60T31 60T31 90T31 130T31 182TD31 300T31 270TTDP31
32 Engine Gasket Set 60T32 60T32 90T32 130T32 182TD32 300TL32A 300TTDP32
33 Cam Gear Housing — — 5033A 130T33A 182TD33 300T33 300T33
34 Cam Gear, Left — — 130T34 130T34 182TD34 300T34 300T34
35 Cam Gear, Right 60T35 60T35 5035 5035 6535A 120S35 120S35
36 Cam Gear Shaft — — 4036 4036 182TD36 4036 4036
37 Teflon/Steel Washer Set 60T37 60T37 90T37A 90T37A 182TD37 120S37 120S37
38 Tappet (2 Pc) 5038 5038 5038 5038 5038 120S38 120S38
39 Pushrod (2 Pc) 60T39 90TS39 5039 6539 91539 300T39 300T39
40
Pushrod Cover Rubber Seal (Pr) 60T40 90TS40 5040 6540 60T40 300T40 300T40
41 Rocker Arm (Pr) 60T41 60T41 4041 4041 4041 12041 12041
42
Rocker Arm Screw Nut (2 Sets) 4042 5042 4042 4042 4042 300T42 300T42
43 Rocker Arm Pin (2 Pc) 60T43 60T43 4043 4043 4043 12043 12043
44
Rocker Arm Bracket, Left — — — — — 12044 12044
45 Rocker Arm Bracket, Right — — — — — 12045 12045
46 Valve-In/Out (Pr) 60T46 90TS46 5046 6546 91546 120S46 120S46
47
Valve Spring, Keeper, Retainer (2 Sets) 5047 5047 5047 6547 6547 300T47 300T47
48 Valve Retainer (4 Pc) 5048 5048 5048 5048 5048 120S48 120S48
49 Rocker Arm Cover (Pr) 60T49 60T49 40S49 4049 40S49 120S49 120S49
52 Counter Gear 325R552 325R552 — — — — —
53 Counter Gear Shaft 60T53 60T53 — — — — —

PARTS LIST
17
PART P LL AA S DD Z W
FA-60T FA-90TS FA-100T FA-130TD FA-182TD FA-300TL FA-300TTDP
64 Air Pump Assembly — — 130T64C 130T64C — — —
65 Air Pump Housing — — 100T65B 130T65B — — —
66
Diaphragm & Check Valve Rubber Set — — 130T66B 130T66B — — —
67
Diaphragm, Pushrod, Return Spring — — 130T67A 130T67A — — —
68 Check Valve-In/Out (Pr) — — 130T68A 130T68A 182TD69 — 130T68A
69 Intake Manifold, Left 60T69 90TS69 90T69 130T69 182TD70 300TL69A —
70 Intake Manifold, Right 60T70 90TS70 90T70 — 182TD71 300TL70B —
71 Intake Manifold Nut 60T71 100T71 90T71 — — 300T71 —
72 Intake Manifold w/Primer — — — 130T72A 182TD73 — —
73 Muffler, Left 60T73B 90TS73 100T73 130T73 182TD74 270T73B 270TTDP73B
74 Muffler, Right 60T74B 90TS74 100T74 130T74 6579 270T74B 270TTDP74B
79 Muffler Gasket (5 Pc) 4079 — 4079 130T79 6580 12079 12079
80 Muffler Nut (2 Pc) 4080 60T80 4080 325R580 182TD81 12080 12080
81 Priming Harness — — — 130T81A 182TD821 — —
821
Carburetor-Complete, Left 60T821 90TS821 100T821 130T821 — 300TL821B 270TDP821A
822
Carburetor-Complete, Right — — — — 182TD831 — 270TDP822A
831
CarburetorBodyAssembly, Left 60T831 90TS831 90T831 130T831A — 300TL831B 270TDP831A
832
Carburetor Body Assembly, Right — — — — — — 270TDP832A
84 Spray Bar Assembly 130T84 60T84 90T84 130T84 12085 120S84 120S84
85
High Speed Needle Valve 130T85 90TS85 90T85 130T85 90T86 12085 12085
86
High Speed Needle Valve Extension 4086 5086 90T86 90T86 182TD87 4086 90T86
87 Throttle Barrel Assembly 60T87 90TS87 100T87 130T87A 182TD88 300TL87 270TTDP87
88 Throttle Lever 60T88 325R588 90T88 130T88 182TD88 300TL88A 270TTDP88
89 Idle Needle Valve 130T89 60T89 90T89 130T89 182TD90 120S89 120S89
90 Carburetor Screw & Spring Set 60T90 60T90 90T90 130T90 182TD91 300TL90A 270TDP90A
91 Carburetor Gasket Set 60T91 90TS91 90T91 130T91 — 300TL91 270TTDP91
92
Choke Valve Assembly 60T92 — 90T92 — 182TD93 120S92 270TTDP92
93 Intake Velocity Stack — — — — 90T94 12093 12093
94 Glow Plug Harness 90T94 — 90T94 90T94 — 270T94 270T94
95 Engine Mount 60T95 60T95 — 130T95A 182TD96 325R595A 325R595A
96 Tool Set 60T96 60T96 90T96A 130T96A 270799A 270T96AB 270TTDP96
99 Muffler Bracket 60T99 60T99 60T99 — — 270T99A 270T99A
101
Twin Carburetor Control Assembly — — — — — — 270TTDP101
102 Fuel Pump System — — — — — — 120SDP102
103
Carburetor Fitting Flange w/Screw — — — — — — 270TTDP103
104 Cam Gear Bearing, Rear 60T104 60T104 — — — — —
105 Cam Gear Bearing, Front 60T105 60T105 — — — — —
106 Cam Gear Bearing Shield 60T106 60T106 — — — — —
107 Carburetor Bracket — — — — — 300TL107 —
109 F-1 Fuel Filler 40109 — 40109 40109 — 40109 40109
110 Anti-Loosening Prop Nut — 56-110 — — — 270T110 270T110
116 M3 Nut for Spinner — — — — — — —
117 M4 Nut for Spinner 65117 — 65117 65117 — — —
118 M5 Nut for Spinner 65118 — 65118 65118 — — —
119
Rear Cover w/Integrated Motor Mount — — 100T119 — 182TD119 — —
121 Crank Pin Spacer, Teflon — — 100T121 — — — —
MAN Saito Twin Cylinder Manual SAIMAN2 SAIMAN2 SAIMAN2 SAIMAN2 SAIMAN2 SAIMAN2 SAIMAN2
Twin Cylinder Cross Reference Chart

PARTS LIST
18
You will note a letter (A, B, C, etc.) stamped on the top of the motor mount. This letter identifies the
production version of your engine. Should you ever need to order a part or have a question pertaining to
your engine, specify this letter along with the engine type. This will allow ease in identifying your engine.
Saito Twin Cylinder Prop Chart
NOTE: All recommendations are based on engines using APC props, Power Master 15%
2-stroke fuel, and McCoy MC-4C glow plugs.
ENGINE SPORT SCALE
FA-60T 10x6, 10x7 11x5, 11x6, 12x4
2000–10,500 rpm 11x5, 11x6, 12x5 12x5
FA-90TS
2,000–10,000 rpm 12x8, 13x6, 13x8 13x8, 14x6
FA-100T/130TD 12x8, 13x6, 13x8 13x8, 14x6, 14x8
2000–10,500 rpm 14x6 15x4, 15x5
FA-182TD 14x12, 14x10, 15x10 16x6, 16x8, 16x10
2000–10,500 rpm 15x8, 16x6, 16x8 18x6
FA-300TL/300TTDP 18x10, 20x8, 20x10, 20x8, 20x10, 22x8
2000–6000 rpm 20x12, 22x8, 22x10 22x10, 24x8
NOTE: Observe operating rpm ranges as excessive rpm can result in damage to the engine.
Propeller Selection
Below you will find a propeller
selection chart. This chart will enable
you to select the best propeller for
initial set-up of your Saito engine.
Remember, it is imperative to
balance each propeller prior to
installation onto your Saito engine.
Failure to do so may cause unwanted
vibration in your aircraft.