Over all what men knows about the mechanics of combustion engine, when you want the engine to not only start and run, but to get high power, than you are just in the field, when you have to revise all what you still know. That means, you will learn to work with higher precision, to fit the bearings with millesimal precision, but before, you must this bearings dismantle, narrow, measure and set up again, noise out and just then, with help of a jig in heat, put it absolutely precise in the karter. Because here stop to be valid the usual mechanics, but totally new dimension of casting, machining, cutting and honing and all problems become many times bigger. The smaller the engine, the greater the problems! You will solve one and two next will appear. And to all this you will found out that in our republic disappears one good and high quality company after the other one. On the end you will find out, that chroming is no more possible in this republic, that the workshops were abolished (environmental protection) etc.

On the beginning it looks, that all will go according to the schedule and in the near time I will hold the prototype in my hand. But there went a lot of time and it was necessary to overcome many problems, I found and I have met many great people, who know their art excellently and they are willing to share this experiences and to help. Over these problems we were able to assemble the first prototypes and to test the first, second and third engine. The first tests showed that the engines reach high speed and they have a respectable power. It was in the spring 2010. Ant it was again necessary to discover and overcome next troubles and to continue.

Many years ago (1979 to 1988) engaged intensively in production and development of my own small diesel engine with volume 0,5 cm3, and also four-stroke engine with volume 36 cm3. These engines were in that time rare by us, especially then four-stroke thirty-sixes. My engines are in the whole world, from Australia, USA also Sweden, Switzerland etc. One the exemplars were placed in museum Ducati. I helped also in beginning of the gas flying with Zdeněk Teplý and Mojmír Pavlík with modification of engines GRRT from MVVS Brno and I often went to Míša Obrovský, Karel Götz and Pepa Sladký, not only for advices, but also for encouragement to do next experiments how to increase power of this, in this time the best pylon engine. My long-time dream was to develop and produce an engine for the royal category F3D, because in my opinion is it the category F-1.

Anyway, making decision was not easy, because it was clear, that as Karel Götz told, produce one or two engines can everybody, but to produce series, or higher quantity is an art.

There was also clear, that the amount, which I had to invest in this decision, will be considerable and the result uncertain. After much contemplation I made common with people, who understand very well the development of two-stroke engines in field GP. Together with them I made the basic proposal and a lot of calculations and simulations on PC. My attempt was an engine with robust construction and basic intake controlled by board sleeve valve. As step by step the engine came into existence, I had permanently the demands placed on it in my mind, and that was the reason why I decided to add the engine with a strangler of exhaust channel. It is an absolute unique in field modelers engines, but also a fount of huge problems. The engine cylinder is made from aluminum alloy and is solved as liner less. I tried as surface a coat of nikasil, but this was not successful. That’s why I turned back to the classic hard chroming.

IKO F3D 6.5cc

The engine has a very robust construction, liner less construction of the cylinder with boring 20.5mm and upstroke 19.7mm, intake through back cover controlled by rotary sleeve valve board type. As an absolute unique is using knife strangler of exhaust channel, what may be common by modern two-strokes, but was never used on a modelers engine.