FAQS about Laser Engines

I know Laser engines are used in competition scale models but will one be suitable for my models?

Most Laser engines are used in sport models, the power, reliability and quality requirements are exactly the same for your model as a World Championship Scale model.

4-stroke engines are very complicated are they difficult to use and maintain?

The 4-stroke engine is very reliable, every motor car is fitted with a 4-stroke engine, the 2-stroke cannot match the qualities of performance, reliability, economy, and low noise. Although it is more complicated the parts are very reliable. The only additional maintenance is the occasional adjustment of the valve clearance which is not critical on the Laser engine.

Can I buy from my model shop?

Laser engines are very expensive to manufacture. So the price is competitive we sell direct and keep our sales and advertising costs to an absolute minimum, there is not a built in margin for a model shop. This ensures you have the latest engine produced and not one that has been on the shelf. We only speak English so for export sales you can buy through an agent.

How long will it take?

Engines are continually produced and are normally available from our stock. With post services you can receive your engine anywhere in the World within a few days.

How do I order and pay for my engine?

Phone or fax your order for credit card sales or post a cheque.

Is the power equal to other similar engines?

Generally the answer is Yes, but power figures can be misleading as they can depend on the amount of nitromethane used and the speed the engine is run at. The Laser engine does not need nitromethane for reliable running. Nitromethane does increase power and many engines will not run properly without It. We follow the design practice of ‘Full size’ engines to get power. The carburettor is fitted direct to the cylinder head so that air and fuel go straight in. Just look at any 4-stroke motor cycle engine and you will see exactly this layout. Laser engines are designed to produce high torque to make full use of the increased efficiency of larger propellers. Laser engines are not race tuned as this reduces reliability and would make them critical to operate. The ‘wedge’ shaped cylinder head is recognised for performance, fuel economy and lack of detonation.

Where is the engine made?

The Laser engine is all British. It is made in our factory based at Hemel Hempstead. The cylinder is plated by a company in Weston Super Mare specialising in plating cylinder bores for racing engines. The special carburettor is made in N. London for Laser by Irvine engines.

Will the engine last?

Only the highest quality materials are used. All the steel components including the valves and gears are fully hardened. Nickel Silicon Carbide is electro plated direct on to the aluminium cylinder, this is 10 times thicker than electroless plating on steel used on some engines. The bearings used are standard and not expensive to replace if worn. You can expect life of many hundreds of hours. There are many of our original engines still giving service.

What do I do to prevent corrosion with 4-stroke engines?

The way the engine is manufactured ensures that transfer of heat to the crankcase. This reduces the possibility of corrosion due to condensation of water. Laser engines do not need nitromethane in the fuel which is the major cause of corrosion. This also makes the cost of fuel much lower. The cylinder liner cannot rust, the valves are stainless steel. It is very rare for a Laser engine to suffer from corrosion if normal precautions are taken.

Is the valve adjustment critical?

Not at all, this contributes to the reliability of Laser engines. In practice you simply set the valve clearance so there is slight movement of the rocker. You do not even need to use feeler gauges. The setting is unlikely to alter for many hours running. There is an oilway from the crankcase through the pushrod covers into the rockers. If the engine is inverted (most are!) the rocker cover will fill with oil which is ideal for lubrication.

What about pressure feed and pumps?

We like to keep the engine as simple as possible, this gives reliability. You can run pressure but it is not generally any advantage and will not overcome a poor tank position. Keep the fuel tank close and in line with the carburettor for aerobatic models and you will not need a pump. The Laser has very good suction with or without pressure. Unless you are very careful a pump can dry out and the residue of oil can make the pump unreliable.

Our Club is very noise conscious. How does the Laser compare?

Laser engines the quietest standard production engines available. The ‘Quiet’ silencer was introduced in 1990 and is fitted as standard on all engines. The silencer is designed to fit within a cowl so you won’t have a silencer spoiling the lines of your model. With the exception of the Laser-70 which runs at 9-10,000rpm, the engines run between 8 and 9,000 rpm for optimum performance and to make full use of the efficiency and lower noise of large propellers running at low speeds.

How do I set carburettor for initial starting?

Neil Tidey, the designer of the engine test runs every Laser engine. The carburettor is set and will only need minor adjustment to suit your fuel and model. You know that the engine will run when you receive it. The engine does still need careful running in to ensure the performance, power and reliability expected of a Laser engine.

How do I know which engine will suit my model?

Laser engines are generally smaller and lighter than other similar engines. You can discuss your requirements with Neil Tidey. We welcome your call. We want you to have the right engine for your model and would rather not sell you one unless we are confident it is suitable. Advice on any aspect of Laser engines is only a phone call away.

Why do you not reduce cost by using die castings?

Our aim has always been to produce the highest quality available anywhere. Carving a crankcase from a solid block of aluminium produces the strongest and most consistent components. It is also the most expensive. The main spar for an airliner is machined from solid for strength and reliability. We are looking for similar qualities. This strength is not so important on the smaller engines which are not so highly stressed and this is a reason for the Laser-70 being the smallest engine we make.

I have never seen a Laser engine. Can you give me some idea of what to expect?

The first Laser engine ran in 1983. This was a ‘61’ and still is the most powerful ‘61’ produced. Our reputation has been built up through National and International FAI Scale competitions as you will see from the results. The qualities of performance and reliability are demanded by top International competition modellers who choose Laser engines. These qualities are just the same for any modeller, it does not matter if you want an engine for an AcroWot to fly every day or a scale masterpiece, the Laser engine is the ideal choice. Laser engines are designed by modellers, for modellers, quality and finish are unsurpassed. The external finish is diamond turned or bead blasted.

What if I crash the engine, need parts or service?

Laser engines are very strong and will withstand most crashes without damage. This makes them very suitable for newcomers to the hobby. The valve gear is at the back of the engine out of the way. We carry out all our own servicing. This keeps costs low and speeds repairs. Naturally there is a guarantee for one year. After that in the unlikely event of a part failing in normal use we would replace it free of charge or at a nominal cost. We have standard service schedules so you know how much the service will be.

Do Laser engines need an on board glow for reliable slow running?

No. With the position of the carburettor the engine will not flood. Competition models do not use on board glow as there would be additional weight of the batteries. Laser engines are designed to run reliably without an on board glow.

Is cooling important?

With any engine cooling is extremely important for reliable running. No engine will be reliable without proper cooling airflow. The Laser will run at high temperatures, the piston and cylinder expand at the same rate, but excessive heat will cause the oil to break down and this would cause seizure.

Can I use Nitromethane if I want to?

Yes, Nitromethane will increase performance and make needle settings even less critical. Many engine manufacturers specify nitromethane in the fuel and they will not run well without it. The Laser engine does not need nitromethane for reliable running and it should only be used if necessary. It is very expensive and the major source of corrosion.

Do I need ‘soft’ mounts?

We recommend using a glass filled nylon engine mount. This absorbs some of the vibration produced by the engine. Soft mounts can reduce the noise produced by the engine transmitted into the model and this will reduce the overall noise. They can reduce vibration put into the airframe. To be effective they do need to be very carefully designed, it is important to choose a system that has the rubber mounting points as far apart as possible. If they are too soft they may allow the engine to shake, this will cause unreliable running, loss of power and the engine may be damaged. Unless you are prepared to experiment we would suggest that they are not fitted.

Should I use Synthetic or Castor oil?

Laser engines are designed to use modern synthetic oils, they do not leave any carbon and are excellent lubricants. Correctly used the engine can run for hundreds of hours without dismantling. They do not tolerate abuse through overheating caused by poor cooling or lack of lubrication. It is very important that engines are lubricated before and after storing either with synthetic oil or 2-stroke mineral oil. Castor oil produces lacquer which can make the valves stick and carbon which can cause detonation. The engine will need to be dismantled and decarbonised from time to time. If the engine is overheated it is less likely to seize but will need dismantling and cleaning.