SIMONINI Victor 1 Plus User manual

Operators Manual
Victor 1 Plus / Victor 1 Super
This handbook aims to bring to the attention of key technical, functional and maintenance of your motor VICTOR 1. Read carefully the following pages, will be
synonymous with safety, reliability and great satisfaction durable. This manual is considered part of the motor VICTOR 1, in case of transfer, will be delivered to the
new owner. About this manual lists all of the information available at time of printing. The SIMONINI RACING srl reserves the right to modify or change without notice.

TECHNICAL DATA
VICTOR 1 PLUS
VICTOR 1 SUPER
BORE
80mm
82mm
STROKE
76mm
76mm
DISPLACEMENT
382cc
401cc
COMPRESSION RATUI
9,5/1
9,5/1
WEIGHT ready to fly
32Kg
32Kg
CONSUMPTION at 5400RPM
7 litres/h
7 litres/h
POWER at 6200RPM
48hp
54hp
STATIC THRUST
Over 110 Kg
Over 120 Kg
Lamellar intake with Bing 54/36mm carburetor
(Bing 54/38mm only for Victor 1 Super version)
Aluminum cylinder with ceramic coating magnesium,
Exhaust resonance
Poly-V belt reduction
Double Ducati ignition
Electric starter
Alternator battery charger in flight
Lubrication premix: 2.5% with premium-grade gasoline
3.0% with unleaded fuel
REDUCTION RATIOS AVAILABLE
1:268 crown 182 mm / Pinion 68 mm
1:284 crown 182 mm / Pinion 64 mm
1:300 crown 182 mm / Pinion 60 mm

VICTOR 1/01
KIT ENGINE SCREWS
VICTOR 1/51
SET SEEGERS FOR CRANK-CASE
VICTOR 1/02
EXHAUST MANIFOLD AND SPRINGS
VICTOR 1/52
COMPLETE SET OF BEARINGS
VICTOR 1/03
COMPLETE SET OF GASKETS
VICTOR 1/54
CONNECTING ROD CAGE
VICTOR 1/05
CYLINDER
VICTOR 1/55
COMPLETE CRANKSHAFT
VICTOR 1/06
BIG O-RING
VICTOR 1/58
COMPLETE IGNITION
VICTOR 1/07
KIT SCREWS FOR CYLINDER
VICTOR 1/59
CROWN GEAR FOR STARTER
VICTOR 1/08
CYLINDER HEAD
VICTOR 1/60
SPARK-PLUG WIRE
VICTOR 1/10
SET NUTS FOR CYLINDER
VICTOR 1/61
SPARK-PLUG BR9ES
VICTOR 1/11
SMALL O-RING
VICTOR 1/62
EXHAUST SYSTEM
VICTOR 1/12
SET SCREWS FOR WATER
VICTOR 1/63
DOUBLE REDUCTION BEARINGS
VICTOR 1/14
WATER RUBBER MANIFOLD
VICTOR 1/64
BIG PULLEY REDUCTION
VICTOR 1/18
CRANK-CASE COVER IGNITION
VICTOR 1/65
LITTLE PINION REDUCTION
VICTOR 1/21
BELT FOR WATER PUMP
VICTOR 1/66
ALUMINIUM SUPPORT REDUCTION
VICTOR 1/23
DOUBLE PULLEY FOR WATER PUMP
VICTOR 1/67
POLY-V BELT
VICTOR 1/24
WATER PUMP
VICTOR 1/68
ECCENTRIC PINION
VICTOR 1/28
CRANK-CASE IGNITION
VICTOR 1/69
THERMOSTATIC VALVE AND SUPPORT
VICTOR 1/30
RUBBER MANIFOLD
VICTOR 1/70
ALUMINIUM PLATE FOR PROP.
VICTOR 1/33
AIR FILTER
VICTOR 1/71
BEARINGS SPACER
VICTOR 1/34
BING 54 CARBURETTOR
VICTOR 1/72
REDUCTION SEEGER
VICTOR 1/38
REED VALVE
VICTOR 1/73
SCREW AND WASHER FOR PINION
VICTOR 1/39
REED VALVE GASKET
VICTOR 1/74
SCREW AND WASHER FOR ECCENTRIC
VICTOR 1/41
COIL
VICTOR 1/75
RECTIFIER
VICTOR 1/43
CENTRAL CRANK-CASE
VICTOR 1/76
EXHAUST GASKET
VICTOR 1/48
ELECTRIC STARTER
VICTOR 1P/05
CYLINDER
VICTOR 1/49
WASHER-PRESSURE OUTLET
VICTOR 1P/08
CYLINDER HEAD
VICTOR 1/49s
COMPLETE PISTON AND RINGS
VICTOR 1P/41
CENTRAL CRANK-CASE
VICTOR 1/50
TWO RINGS
VICTOR 1P/55
COMPLETE CRANKSHAFT

INSTALLATION
To successfully install the engine with water cooling system, we invite you to
observe this manual. It is a matter of your own and others' safety! In case of doubt
or uncertainty, please contact your nearest service SIMONINI center.
COOLING AND CARBURATION
For having a sufficient air flow in front and behind the radiator, do not place any
components or accessories near the radiator.
The radiating surface should be sized according to the power of your engine, the
using and the positioning of the radiator.
Normally, you use a radiator with radiant surface of 700 cm² and 2Liters of the total
capacity of the cooling system. Ensure that the radiator is exposed to the airflow in
an optimal way.
For cooling, use a product with a corrosion inhibitor for light alloys, which is easily
finding at the car parts store. A protection for temperatures -15° can be enough.
The coolant temperature, leaving the head, at the maximum speed allowed under
full load, should not exceed 75°/80°C.
The optimal operating temperature is between 65° and 75°C. Before taking-off, wait
until the coolant has reached at least 60°C.
The temperature under spark plug (CHT), in the case of liquid-cooled engines,
should not exceed 120°C under full load.
The temperature of exhaust gas (EGT) at cruising speed, must not exceed
580°/600°C, at the maximum speed allowed should not exceed 600°C. Check the
reliability of the sensors and instruments!
In the case that the temperature of the exhaust gas (EGT) is lower than 20°C
compared to the recommended, you will have to decrease the main jet of 5
numbers at least (e.g. from 180 to 175), then double-check again the temperatures.
In the case that the temperature of the exhaust gas (EGT) is higher than 20°C
compared to the recommended above, you will have to work in the reversed way
(e.g. from 180 to 185) then double-check again the temperatures.

You can consider the temperatures as reliable when and if the engine reaches the
maximum speed allowed for the engine type and the propeller mounted.
Please remember that on the ground, the engine must turn up to 5800/5900 RPM,
otherwise while in cruise the maximum is 6100/6400 RPM.
Generally, each two-stroke engine varies the carburetion depending on the outside
temperature. So in summer time, you can use a standard main jet compared to the
altitude and latitude of your Area and your usual air field. The needle position has
influence on the carburetion at cruising speed. Normally it has to be fitted at the
2nd position from the top but it could be different due the EGT value.
FUEL SUPPLY SYSTEM
For the implementation of a power plant fuel to the carburetor, please follow the
below recommendations:
• put the fuel membrane pump (MIKUNI) 3 or 4cm over the power vacuum on the
crankcase.
• The pump must be fitted in horizontal way, with the vacuum fitting grip slightly
raked downwards. For a correct running, we suggest to fit the fuel pump by the
elastic supports.
• The length of vacuum hose of the pump should not exceed 10/15cm.
• The lowest point of suction in the fuel tank must not exceed 50cm difference in
height.
• For an optional gravity functioning of the MIKUNI pneumatic fuel pump, the
maximum difference allowed is 70 cm.
• If you want to fit an additional electrical fuel pump to the already present
pneumatic one, you will have to create a bypass, with an inserted “no-return” valve
on the outlet electric pump. In the case with a double pump, check the attached
sheet.
• The maximum pressure reachable by the electric pump should not exceed 0.3 bar
(4.35 psi).

INSTALLING THE ENGINE
For proper mounting, we suggest and recommend you to suspend flexibly the drive
train in the following ways:
• Mounting the engine straight (with spark plug facing up): usually 4 silent-blocks
are enough (our code A22) and they can be installed on the edge of the possible
engine mounts between the engine itself and the aircraft frame . We dispose of an
Ergal support, complete with silent-blocks that extremely reduces the transmission
of vibrations to the aircraft frame (our code A50/A).
• Mounting the engine upside down (with spark plug down): please follow the same
instructions as the above case. We always recommend the use of the Ergal support,
complete with silent-blocks that extremely reduces the transmission of vibrations to
the aircraft frame.
• Our water pump has a particular vent-hole, closed by a 6 Allen screw or by an
hexagonal-head cup (key 13) , that is used to remove air from the circuit. Without
this purge, it might create an air bubble that would prevent the normal circulation of
coolant.
• Installation of the exhaust system: the exhaust system provided with our engines
is the result of years of research and experimentation. To maintain the standard of
performance and to have a long life, we recommend elastically suspend the system
using correct silent-blocks.
The ball-joint on the exhaust manifold, while assembling, must be lubricated with
copper-based grease which can resist at high temperature (800°C).
• For reasons of your own and others' safety, we suggest you to wire exhaust
springs to prevent that in case of break, hitting the propeller, they could become
bullets.
ELECTRIC SYSTEM
Information usable for all our engines: the motor must be earthed by connecting the
aircraft frame by a copper wire. Otherwise you can damage the ignition and some
engine components.
The ground must be connected to the starter motor housing support and an
additional one between the crankcase and the support of the engine itself.
If necessary, check the operation of the mass by its specific instrument, that should
indicate a resistance value equal to zero. This operation must be done among the

starter motor support, the fixing points of the engine and the engine mount of the
aircraft frame. For starter wires, we suggest you to use a minimum diameter of 8
mm even for the positive and the negative.
When installing the Ducati regulator, used on our engines, the external part of the
engine regulator must be earthed by a wire to be screwed to one of the two holes
on the regulator; the wire can be directly connected to the negative terminal of the
battery or can be connected with the engine mount, being sure you have respected
what written before.
The ignition system consists of the following elements: stator, flywheel, pick-up,
ignition coils with integrated power module, spark plug wires, spark plugs and spark
plug connectors, rectifier/voltage regulator.
The electrical system is by Ducati, with the exception of spark plugs and their wires.
The control values are shown on the table attached to this document.
The gap (distance) between the positive electrode and the mass of spark plug,
should be between 0.50 and 0.45 mm. With values higher or lower, the proper
functioning of the engine can be affected. Spark plugs should be replaced every 50
hours.
Our engines use spark plug wires resistive type, silicon insulation. Please try to avoid
friction and/or contact the AT cables with metal surfaces or with high temperatures,
which could damage the insulation. To further eliminate the noise induced radio
devices, we recommend the using of spark plugs or resistive connectors 5 Kilo Ohm.
During the pre-flight, always check the cables conditions and electrical connectors.
The battery placement must be carried out as far as possible from the engine,
subject to the available space; the vapors released (while charging) are corrosive,
and they could cause damage to engine components.
To properly connect the voltage regulator, use the following guidelines: the two
wires (yellow and yellow-black) coming out from the wheel, must be connected in a
stable manner with the two pins marked "GG" on the voltage regulator. Two other
pins marked with the letters "RB +" start from the voltage regulator: you can either
use one or the other for charging the battery. It is important to have a switch that
allows to disconnect when the engine is off. Never disconnect for any reason, the
battery charging cable while the engine is running.

FIRST START
NEVER START THE ENGINE WITHOUT PROPELLER AND EXHAUST
Every engine we produce, after having been assembled, is subjected to a dynamic
testing. We put them on a special test stand, fit a suitable propeller and start it.
This operation requires 4/6 hours at variable speeds, monitoring the temperatures.
At the same time, we run an optimal adjustment of the carburetor.
When installation your engine, you do only have to follow with good attention all
the given suggestions we have done to take full advantages that all Simonini engines
can give.
When connecting the throttle cable, pay special attention to the sequence
mounting the pin, its claps and the plastic collar, where the spring presses. This
sequence must be followed to avoid problems.
After having done the above, please check the air screw, which must be unscrewed
from totally closed position of 1-1,5 rounds. When finished, you can proceed with
the start.
With the throttle fully closed and the inserted choke you can try to make the starter:
do not hold the starter for more than 5 seconds. Once it is started, wait 4/5 seconds
and then gradually remove the choke until the engine turns on a regular basis.
Do not use the gas pedal when you try to start a cold engine: you could only choke
it!
Once the engine gradually warmed up (1-2 minutes), accelerate and stabilize the gas
at about 3800/4000 rpm.
At this point, you can reduce the engine speed to the minimum, which must be set
at 2100/2200 rpm. If not, turn the idle screw and adjust properly.
If you have followed all the directions above, the result is an engine without any
starting problem, with a regular smooth idle and very stable.
Do tests of carburetion of maximum RPM on ground and RPM cruising speed always
on ground: check the spark plugs color and the EGT value.
How to process: after having anchored your airplane in the best way possible, warm
up the engine, take it to maximum RPM 5700/5800 for 15/20”, read the EGT
instrument and at the same time, turn off the engine decelerating.

Remove the spark plug, exhaust side: if it is light brown color, the temperature is
about 600°C. If otherwise it is dark brown, the temperature is about 500°C. If
necessary, change the main jet till you get 520/540°C EGT value.
Repeat bringing the engine at cruise range for 15/20” at 4800/5200 RPM (depending
on the installation). Read the EGT instrument and at the same time, turn off the
engine decelerating.
Remove the spark plug, exhaust side: surely the color will be lighter than the
previous check. Then increase the needle jet size up to get a EGT value at 520/540°C
(this is lower than the recommended as in flight there is an increase of about
20/30°C , due to the higher air flow to the carburetor).
We recommend to fit a GT Propeller, 2-blade, in wood, cm 159 or a 3-blade carbon
propeller, cm 150 made by Helix. Please remind that the RMP on ground should be
5800/5900 and while cruising 6100/6200.
LUBRICATION
To prepare the mixture of oil and gasoline, we recommend using a semi-synthetic
lubricant, which exceed the API TC, JASO FC, (for example, BARDAHL VBA SYNT).
The oil percentage to be used in our engines with liquid cooling, varies from the oil
type used:
3% if you use unleaded petrol (unleaded)
2% if you use leaded gasoline (premium gasoline).
To prepare it appropriately, we recommend to use clean tanks, put first the oil and
then enter the correct quantity of fuel in the tank.
Later, with the tank closed and holding it firmly in your hands, flip it over repeatedly
allowing good mixing of the oil and fuel.
TORQUE AND LIMIT
- Screw M12 Flywheel power: 70Nm.
- Screw M 8 Water pump casing: 22Nm.
- Screws M 8 Stator ignition and starter motor: 23Nm.
- Screw M10 Cylinder screw: 60Nm.
- Screw M 8 Head: 23Nm.

Piston with new cylinder when assembling: 0.06 to 0.07 mm
Wear limit between the piston and its cylinder: 0.12 mm
Maximum cylinder taper: 0.04 mm
Maximum ovalization: 0.04 mm
The measurement of the piston is referred to 12/13 mm from the base of the
mantle
Piston rings: the installation 0.35 mm, wear limit 0.40 mm.
Crankshaft: maximum off-center of a new crankshaft when assembling: 0.01 mm
maximum off-center allowed when used: 0.04 mm
Axial rod movement: wear limit 0.04 mm.
ROUTINE MAINTENANCE
Every 25 hours: check spark plug gap and possible recovery to the correct value:
from 0.4 to 0.45 mm.
Every 50 hours: replace the spark plugs, control the engine torque mount screws.
After the first 250 hours: disassemble the heating units and control the tolerance.
If the readings data are 80% of the wear limit, replace the components with high
value. Change the reed valves petals.
The TBO of the engine is done 400/500 hours, depending on usage. We suggest to
remove the engine and send it to the factory or at a qualified service center to serve
a general recovery. Our engines are built with the finest Italian metals on the
market. These basic conditions are in particular so that many do not wear out,
reducing by more than 50% the cost of repairing the engine.
BELT TENSION
WARNING: THE ENGINE HAS TO BE OFF AND COLD
During operation, the belt is subjected to traction and wear, it follows that an
extension could lead to his slip on the pulleys as to reduce the overall performance
of the engine.
To restore the proper tension, loosen the screw M8 (No. 77) on the foot that shuts
the engine and the cam pulley with a torque wrench to turn the screw counter-
clockwise M12 (No. 74) by a force of 2.4 kgm, tighten the M8 (No. 77).

PARTS AND TOOLS REQUIRED
To have the possibility to customize the engine and then adapt it to different needs
and use patterns, the SIMONINI offers a number of components required:
DRIVING PULLEY
In three different diameters (60/64/68) as well as providing the proper ratio, can be
used to soften or make more rapid rise in the engine speed or to move, while
maintaining the propeller revolutions, any points on the curve couple who do not
meet your needs at a specified "range" of use, such as in speed.
Code VICTOR 1/64 60mm.
Code VICTOR 1/64 64mm.
Code VICTOR 1/64 68mm.
PROPELLERS
We have a two-bladed wooden propeller type of door, drawer or pushing
Code E04 cm. 159
TOOLS FOR MAINTENANCE
To facilitate maintenance tools have been produced two distinct acts of extraction
of the drive pulley and flywheel power
Code U03 Pinion Puller
Code U05 magnetic wheel extractor

REQUEST FOR REPAIR OR REPLACEMENT OF WARRANTED
ATTENTION
The warranty is valid for 12 months from date of purchase and it covers all the
engine parts. It does not include the parts subject to wear: cylinder Nikasil, piston
and drive belts. There is NO warranty if the engine is tampered or if any not original
parts has been fitted without our approval.
In the case you need, please send the engine to
SIMONINI RACING srl
indicating:
• name
• address
• number of motor
• date of first start
• hours of operation
• any previous repairs
• carburetion setting
• complete description of the problem
Thank you for your trust and we remind you that the staff of SIMONINI RACING srl will be at your
disposal for any questions.
SIMONINI RACING SRL
Via per Marano 4303, Loc. San Dalmazio - 41028 Serramazzoni (Mo)
Tel [phone] Fax [phone].
Http: www.Simonini-flying.com E-mail: [email protected]

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