Super Tigre classics

Calling all aficionados of Italian engines!! I’m currently working on getting started on a history of Super Tigre’s classic era (from the start up to the early 1960’s). I have assembled a fair bit of information, but I’m going to need help from better-informed sources to get this done!

One area of confusion arises with the 5 cc Super Tigre G.21 series. I gather that the original ring piston version originated in 1951. I need to know when the first lapped piston models appeared. I also know that the lapped engines came with shiny cases (as illustrated) and with matte cases as well as separate backplates secured by four screws – I need to know when those changes occurred.

Another area where I’m lost is with the G.25 diesel of 1 cc displacement. I believe that the first model with integrally-formed cooling fins originated in 1954,, but there was a later version (illustrated) with a separate aluminium alloy screw-on cooling jacket. I need to know when that change was made.

Can any kind reader help me here?

This thread is of course open for any and all discussion relating to Super Tigre engines.  I may have more questions myself!

Head gasket material

I’m sure that many of you remember the vulcanized asbestos gasket material that was so widely used for model engine head gaskets during the “classic” era. However, that material has long been unavailable now, due mainly I think to quite legitimate health concerns relating to asbestos. Some of us laid in a stock while it was still available, but that’s mostly gone now. I’m almost out myself.

The question is – has anyone out there found a suitable alternative material?  The old vulcanized asbestos sheet material was particularly good at sealing large surfaces having slight irregularities – typical of the cylinder/head interface on many engines.  Is there an alternative material that works as well??  Please post here if you have any suggestions!

General Discussion

Greetings! Noting that a lot of folks quite rightly don’t know where to look on this site to add a comment on a topic for which there’s no established thread, I’ve set up this new thread which is intended as a place to post any and all comments on any subject for which no specific thread currently exists. I will monitor this thread regularly, and if a topic comes up that appears to warrant its own thread, I’ll create a new separate posting for that topic.

Hope to hear from some more of you!!

Cheers,

Adrian

George Fletcher

At the request of  my friend and colleague Gordon Cornell, I’m trying to learn more about the life and work of George Fletcher, best remembered as the chief engine designer for International Model Aircraft (IMA – FROG) and (briefly) E.D.  All that I know so far is that he worked for Davies-Charlton (D-C) Ltd. in the late 1940’s and then worked briefly for Alan Allbon during 1950 prior to Allbon’s near-collapse as a result of the infamous Purchase Tax ruling.  In around 1952 George replaced Bert Judge as IMA’s chief engine designer, remaining there until 1962, when he mover briefly to E.D.   Along the way he remained active as a hands-on aeromodeller, winning the Knokke no. 2 Trophy (C/L Scale) in 1960 with his fine  SE5A.

Gordon has a recollection that after the “original” E.D. company folded in 1963, George may then have gone to work for Dr. Joseph Ehrlich of EMC motorcycles fame.  Can any reader add anything to our knowledge of George and his activities?!?

Silver Swallow engines

Silver Swallow 2.47 cc - later un-numbered model - left front view

I’m working on an article about the Silver Swallow engines from China. There has been some correspondence on this blog site under other headings, but it seems that it might be helpful to create a thread specifically for those engines. Does anyone out there have any knowledge of these unexpectedly nice little engines? In particular, information regarding serial numbers and the glow-plug models would be much appreciated!

FROG 349 R/C needle valve

Paul Venne has sent an inquiry regarding the needle valve for a FROG 349 R/C in his possession. Can anyone advise Paul?  It looks like the spray bar is not correct. It is a double hole and the holes are only about 1/4 of the way across the carburetor barrel opening and if oriented side to side they look very restricted or flow resistant. Paul’s question is – is this original??? On contemplation, it seem that if both holes are in line with the axis of air flow it might run, but Paul  wonders. Anyone have experience with a problem like this or specifically with this engine in R/C form?