Laser Engines office at Hemel Hempstead will be taking phone orders and enquiries. The telephone number is 01442 249505.
Neil Tidey will be answering your technical questions mainly by e-mail, please send to info@laserengines.com

Laser engines dominate International and British FAI scale competitions with a unique combination of power, reliability simplicity of operation and extremely high quality.

The power and reliability of Laser engines is perfect for the competition modeller, serious individual sports modeller and novice. The majority of our development and testing is actually flying models. Components are manufactured in our factory in England from the highest quality materials available using the latest CNC machinery. Each engine is assembled by hand and test run.
You are our reason for manufacturing engines and Neil Tidey, the designer of the engines is always ready to listen and advise.

WHY 4-STROKE?
4-stroke engines have been manufactured for well over 100 years. They are the most common of all internal combustion engines. Power, reliability, weight, exhaust emissions, fuel economy, noise and cost are factors in the design of an engine and only a 4-stroke engine can be designed to meet all these criteria. The engine in every motor car is a 4-stroke and even the small engines for strimmers (weed wackers) are changing from 2-stroke to 4-stroke to meet the latest noise and exhaust emission requirements.

BUYING DIRECT
Buying direct eliminates the costs of the importer, wholesaler, distributor and model shop. Sales are mainly through reputation with minimal advertising and marketing costs, a simple box for packaging and no frills, ensure the price you pay for the engine is competitive.

The price you see is the price you pay, you do not have to shop for special deals and the engine you receive will be the latest model produced. Payment by credit card is accepted.



Laser engines are manufactured in England and are the only range of single cylinder and Vee twin 4-stroke model engines manufactured in the Western World. The components used in Laser engines are individually manufactured from solid metal using the latest Computer Numerically Controlled machinery. This ensures extreme accuracy and strength. The parts made from aluminium are finish turned or bead blasted externally. All the steel bearing parts are fully hardened and ground or honed to finish. Standard bearings are used which can be bought anywhere in the world.

Finished parts are hand assembled and as the final quality check each engine is run and the carburettor set. This ensures that your engine will be ready for you to give the final running in and installation in your model. The very close tolerances and high quality materials used in the manufacture ensure that the engine will give many years of reliable power.

THE LASER DESIGN

The design of the Laser engine followed an intensive study of all types of full size 4-stroke engines and model engines. Since the first Laser ran in 1983 the design has been refined with continuous development. New materials, processes and machining techniques have become available and improved the engine further.

For a model aircraft, the engine has to have a high power to weight ratio and be very reliable. Compact, especially from the front profile. It has to meet noise criteria which means a silencer has to be fitted. A silencer fitted externally would spoil the shape of a model so it has to fit behind the engine within the cowl. The carburettor also has to be within the cowl, again the only place is behind the engine.

All modern high performance engines have the carburettor in a straight line to the valve port, you can see this feature on any motor cycle engine. Air and fuel are different weights and if the mixture is forced round a bend, centrifugal forces affect the mixture and also reduce velocity. The carburettor on the Laser engine is fitted near the cylinder head to give a straight line to the port.

The carburettor size is conservative. This is a compromise between maximum power output and response to the throttle setting. Silencer pressure is not needed but the open tank vent should be faced forward to avoid a venturi effect over the vent. If it were left hanging from the cowl it could create a variable suction on the tank.

Silencer pressure is not needed with Laser engines. Pressure is used on many engines to increase power by increasing the size of the carburettor. Pressure reduces throttle response as pressure has to build up when the throttle is opened. It can be a source of fuel contamination as burnt oil can pass back into the silencer and adjustment to the main needle can be more critical. In the event of the pressure pipe coming off or fracturing, the engine would stop. A larger carburettor makes the needle setting more critical and reduces reliability.