RC Tank Warfare community hobby forum

I know the topic of smokers can be divisive and is of course preference but I happened across a bunch of pics of 131 at the latest Tiger run and snagged quite a few pics of 131 blowing clouds.

We know that on 131 the stock Maybach HL 210 engine was replaced with a donor King Tiger HL 230 which is the same engine that was in the Tiger I from spring 1943 onwards.

So on to the smoky smoke-



I personally like smokers they make the giddy kid in me smile. But Funny enough, I noticed that the smoke also emitting from the lower exhaust shrouds on 131 as it had also done in one of the pics I took of my S13 awhile back.



Heck my tank is even smoking less but cool how the smoke is coming out the bottom just like the real one.





So that ends the debate for me at least. They do smoke. Maybe not belching soot and rolling coal like some Soviet 4BO thing, but it smokes and I smile

Great fun, MrChef! Now I will regret every WWII AFV I have without a smoke unit (often removed as not functioning or for space). Smoke 'em if ya got 'em!

Clapped oot ald things.

Never see a Challenger smoking. Sarg, I think it’s FUBAR.

By all means enjoy your smoker, but Tiger 131 smoking like that is not normal: https://tankmuseum.org/article/tiger131-back-in-action
(Also note that it is only 1 bank producing smoke, the other exhaust is clean)

This photo is from the link Tiger6 provided (Thanks!). If Mr. Wilkins is "re-intalling a piston and connecting rod" where is the ring compressor and what is the thing extending from the connecting rod?

The extension on the connecting rod is likely a guide to prevent damage or nicks on the crank shaft. The piston ring compressor is often installed once the piston skirt has been inserted in the cylinder. Modern builders have a cone shaped compressor installed on the piston before inserting, however unique sized pistons (and I'd guess a Maybach could be considered unique) would require an adjustable compressor.


As an example I have several adjustable ring compressors. Zero of the cone style as I have yet to work with the same size cylinder overbore twice. An expensive tool to use on a single engine.

Ol' rusty, my trusty ring compressor beside a nasty Triumph piston that definitely wasn't going back in! I'm from the shadetree school of "set the piston assembly in the cylinder, compress the rings, and then tap it in with a wood dowel". Others will compress the rings then put in the bore for tapping home. The turning point in an engine rebuild. Of course, you then wake up at 3am going, "Did I get the rings all right side up? Did I stagger the gaps properly? I did torque all of the conrod bolts, right?"

Those pistons are big boys!

Mike.

Interestingly (well, for me anyway), they have dispensed with the 2 oil control rings at the bottom of the skirt - clearly somebody decided that histrical accuracy wasn't going to matter once it was stuffed into the block and nobody could see it

I wonder if they used an existing casting from a similar sized engine, or if they just billet mached one out of something like 6061 because they didn't expect to need a whole lot of strength?

Tiger6 wrote: ↑Wed Apr 30, 2025 6:11 pm Interestingly (well, for me anyway), they have dispensed with the 2 oil control rings at the bottom of the skirt...

Great catch! Didn't notice that until you mentioned it. Other than having additional oil on the skirt, or that the lower skirt would have to be thicker for the ring lands.

ColemanCollector wrote: ↑Wed Apr 30, 2025 4:36 pm
I'm from the shadetree school of "set the piston assembly in the cylinder, compress the rings, and then tap it in with a wood dowel". Others will compress the rings then put in the bore for tapping home. The turning point in an engine rebuild. Of course, you then wake up and 3am going, "Did I get the rings all right side up? Did I stagger the gaps properly? I did torque all of the conrod bolts, right?"

Mike.

Why do I feel you just quoted me?!?