OPS Marine Engines

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David Bryant

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I'm surprised, don't see much on OPS motors on this site (performance mod's, maintenance, etc.,.., also how they stack-up to other popular motors- ie. MAC, A/A, etc.,...).

I still use OPS .45 marine, disc and drum-valve, very good performance and reliability.

I was curious how well the new bi-metal .90 performs?
 
I still run the old big block OPS 90 in fact took high points this year with it in X hydro. I heard a lot of good things about the new 90 but never had anyone back it up or know anyone that runs them.
 
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I run them and think they are great. I run the 45,67 and 80 and have many parts for replacement,repair and sale. My problem has been with the rods but got a great tutorial from Rod G. Tom
 
Hey David,

I think OPS has simply run their course. They had a good long run. The first OPS we ran ( 1972 or so - they were better than the Super Tiger G65s we were running before) was the 60 car engine with an Octura Flywheel, Cool Clamp, and universal with a 1971 K&B 40 carb. Then the 65s, and finally the .67. I'm building two new Scale boats that will run OPS 67s, but the mounts are drilled for PICCO 67 EXR and CMB Green heads also. The really nice thing about OPS was that they stayed relatively standard over the years, could be updated rather than replaced by a newer model. They had good parts support while Shamrock, Bob Murphy was the Distributor and started to decline from that point. I went to PICCO silver head EXRs next. They were better stock than some of our modified OPS, and the CMB Green head is better than the Picco. I think the last OPS engines I bought in '89 or so were $180. each from Bob Murphy.

Now we're down to the CMB Green head being the only available new engine with parts support.

Kevin,

I enjoyed reading through your list of hulls and their power sources. Most of the Scale boaters in SOCAL were running Rossi when we moved to San Diego area in 1987. Good to see they are still being run. CHEERS !!! Bob
 
I run them and think they are great. I run the 45,67 and 80 and have many parts for replacement,repair and sale. My problem has been with the rods
you're speaking of the current double-bushed stock rods? You've had them break prematurely? Yeah I wish Dave Richardson (RPM) was still making rods. I still run (leftover) RPM rods in my current OPS .45's (circa 1989 OPS product), I've had good luck. I've yet to break a rod. But have purchased two new (drum-valve) OPS .45's recently, am curious to see the difference's in regards to rod, pistin/cyl design, crankshaft, etc.,.....
 
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They had good parts support while Shamrock, Bob Murphy was the Distributor and started to decline from that point. I went to PICCO silver head EXRs next. They were better stock than some of our modified OPS, and the CMB Green head is better than the Picco. I think the last OPS engines I bought in '89 or so were $180. each from Bob Murphy.
I purchased quite a few OPS items from Shamrock, they were great. I also have a few brand-new-in-box Picco P-67's silver head motors (circa 1989), I plan to run them soon. But I always felt OPS motors exhibited better product quality than Picco (at least back then)? Many racers were switching-out the stock Picco .67/.80 disc-rotor backplate assemblies with Rossi .67 drum-valve backplate assemblies, pretty much completely interchangeable.
Now we're down to the CMB Green head being the only available new engine with parts support.
yes, it seems that availability of current high-performance rc marine engine's and parts has become somewhat stark.
 
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Ran them for many years but as Bob has said their time has come and gone , no real updates in a couple decades now they have just fallen behind CMB ,PIcco and the AA engines.

If they changed the case to one piece beefed them up a little with better rods and for god sakes make the carbs bolt on they may start selling them again.

Tim K
 
I have been on the OPS Web Site :

http://www.engines-o...&id=6&Itemid=19

lately, and found that they still do make engines. Just Not .45 or .67. I have never even seen one of them.

I never saw ANY future in running any OPS or PICCO without an RPM rod in it. That's the first part that went away on initial tear down for cleaning and set up.

I have a couple hulls I'm building that will start off with OPS 67s in them. On this OPS site, I found a section marked Vintage Catalog, and am currently looking for additional zero degree headers described as: OPS 60 Speed 635 RCA Exhaust Adapters. Dave Berry sent me one a while back - - I had never even seen them before.

The last update I had seen was an update to the P/S for a 45 OPS. Completely different from what Jack was running at the time when he ordered a new one - probably through Aeromarine, after Tower dropped OPS parts. I have a pic of what I believe is the similar change for the OPS 67 which I have never seen.

David, You have P 67s NIB - - And I get grief for the Vintage silver head EXR version I race in one of my Scale boats ??? Har, Har, Har !!! It'[s all good. I believe in "Run What You Brung" - these older engines are all still competative in the right hull and with the right prop. I like new stuff - especially after you get the problems worked out and they become reliable. CHEERS !!! Bob
 
I have been on the OPS Web Site lately, and found that they still do make engines. Just Not .45 or .67. I have never even seen one of them
thanks for posting that link to the main OPS company site. It's interesting that their web-site does'nt list or show the .45 or .67/.80 marine motors because they do exist. I'm wondering if this is because these products [are] being updated?
Mantua Model UK, LTD (https://www.mantuamodel.co.uk/) is the global distributor for OPS. They list all the current OPS marine motors (as shown in attatched images). The .45 and .67/.80 series do include recent drum-valve updates. Although not sure about any piston/sleeve port updates?

Of course I would love to see complete new one-piece case design with round exhaust port (eliminate the need for additional bolt-on exhaust header adapter/water-cooled plate). Moreover bore and stroke, port timing, rod design, etc.,... would need to be taken into consideration as well.

I never saw ANY future in running any OPS or PICCO without an RPM rod in it
yeah, esssentially you need a rod machined of good (aluminum) bar stock material bushed at both ends. The current OPS marine motors are bushed at both ends, although not familiar with particular rod material (alloy).
David, You have P 67s NIB - - And I get grief for the Vintage silver head EXR version I race in one of my Scale boats ??? these older engines are all still competative in the right hull and with the right prop
yep, I'll just run my brand-new "vintage" Picco P67's until they die, then I'll upgrade to new product.
 
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Hey David,

The ones I have are all disk rotor engines - have never even seen a drum rotor version. It seems to me that Remy was having drum rotor back ends made for the engine when he was the distributor. Were they also on OPS production units??? I have never seen the configuration of the last two pics engine either - drum rotor with a bar stock carb body and a different head casting with reinforcement external to the water jacket for water fittings. Hummm. this is news to me - Har, Har !!!

Since we're on old engines. I bought a CMB 65 right before I ordered the last 3 OPS 67s from Bob Murphy - about 1989 or so. Engine has never hit a lick. An absolute NIGHTMARE for a carb. I have a number of engines that I thought I would run and have not.

Still NIB. CHEERS !!! Bob
 
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I bought a CMB 65 right before I ordered the last 3 OPS 67s from Bob Murphy - about 1989 or so. Engine has never hit a lick. An absolute NIGHTMARE for a carb
those series of CMB motors were junk (I was told way back then), so I stayed away from them. Ran mostly Rossi .65/.80, Picco P67, OPS .45
 
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CMB and AA are the best readily available right now with major upgrades to the larger transfer ports , wide exhaust ports and more open intake entry into the crankcase . The OPS intake openings are microscopic in comparison . I still have a bunch of OPS stuff and always say i will run it for fun but just don't have time to drag every boat out !

After all these years they still attach Carbs with those STUPID drawbars ?????? I really don't get that ?????
 
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CMB and AA are the best readily available right now with major upgrades to the larger transfer ports , wide exhaust ports and more open intake entry into the crankcase
yes, beautifully designed and manufactured motors. But difficult to get detailed spec's and documentation. Web-sites practically non-existent.
Really impressed with the new-generation CMB's, very complete package- steel con rod, large bore carb's, separate 3rd channel main needle valve, etc.,...Pricey, yes.

The OPS intake openings are microscopic in comparison
that's why I'm curious to hear any input on latest-generation drum-valve models, in particular the newer .45DV model. It looks to have larger bore, bar stock machined r/c carb, and new machined drum-valve backplate assembly. Not sure about any other internal changes. But decent price considering includes pipe and header.
After all these years they still attach Carbs with those STUPID drawbars ?????? I really don't get that ?
yeah, I don't get that either. Draw bar design kind of "crimps" the carb neck. Funky
 
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Hey Tom,

"CMB and AA are the best readily available right now with major upgrades to the larger transfer ports ,

wide exhaust ports and more open intake entry into the crankcase"

Agreed. However - OPS 67 were the engines to beat for a good long time, and are still a good engine for those that are not competing regularly. I would much rather see 10, new Scale boater, OPS powered Scale boats, than one powered by a CMB.

We're talking about an engine that first appeared on the market about 1972 or so. A Quantum improvement over the G65 Super Tiger of the time. Time and technology marches on.

I was pleased to read that Al's AA 45 P/S will fit into the MAC motors. Al's comments about the exchange rate of dollar to Euros not being good is an understement and not at all conducive for pushing forward to provide the 67/80 size engines. The economies of Greece, Italy and Spain come to mind for me. I'd guess that we have what is currently on the market for some time to come. Looks to me that we need to run what's out there to provide a less expensive engine to those that can't afford CMB, and would still like to race. The OPS 67 in Scale is a viable option.

I've been asked if I want to sell my OPS engines now or in the future from this thread. I'm building two new Scale boats with OPS in them. And , Yes, I also have CMBs, but think the OPS are worth a shot. Both are going to be solid shaft in ball bearings also. Should throw a 1465 without problem as we did when they were the engines to beat in the past. CHEERS !!! Bob
 
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have never even seen a drum rotor version. I have never seen the configuration of the last two pics engine either - drum rotor with a bar stock carb body, this is news to me
this is the reason I made a point to post here, I wanted to get input from people running these latest versions of OPS .45 and .67/.80 motors, not the older variations. I'm not sure if many (here) have run these newer releases? The .45 looks to have a significant size carb bore (from the 2 images on the right), also drum-valve backplate assembly looks to be machined of bar-stock. And, once again, all (.45 & .67/80 series) include con rod bushed at both ends. I'm especially curious how the (newer) OPS .45 matches up in power to current Picco .45, CMB .45, A/A .45, MAC .45?
 
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The newer drum version 45's have the same bore as the disk assembly had. The carbs are interchangeable. If your want more power and still use a drum rotor then use a K&B 45 drum assembly. All that needs to be done to the K&B unit is to enlarge the mounting holes to line up with the OPS case then you can use the bigger bore K&B carb or like I do, use a .340 bore Carl Brey carb. You may need to use 2 case(OPS) gaskets or use the thicker K&B gasket to achieve the correct clearance between crankpin and drum. A Keeley Turbo head doesn't hurt also. The exhaust timing is still a little low but the motor will still run good without changing it. Our OPS powered sport 40 runs excellent and it will run with any of the other boat around here.

Buddy
 
The newer drum version 45's have the same bore as the disk assembly had. The carbs are interchangeable. If your want more power and still use a drum rotor then use a K&B 45 drum assembly. All that needs to be done to the K&B unit is to enlarge the mounting holes to line up with the OPS case then you can use the bigger bore K&B carb or like I do, use a .340 bore Carl Brey carb. You may need to use 2 case(OPS) gaskets or use the thicker K&B gasket to achieve the correct clearance between crankpin and drum. A Keeley Turbo head doesn't hurt also. The exhaust timing is still a little low but the motor will still run good without changing it. Our OPS powered sport 40 runs excellent and it will run with any of the other boat around here
thanks for your input, this is exactly what I was looking for.
So the carb neck bore (ID) inside the new drum-valve backplate assembly is equal diameter as the bore inside the original disc-rotor backplate assembly? Wow, I'm surprised OPS would have limited intake volume in a completely new designed backplate.

How are the current stock rods? They hold-up okay? They are bushed at both ends.
 
The newer drum version 45's have the same bore as the disk assembly had. The carbs are interchangeable. If your want more power and still use a drum rotor then use a K&B 45 drum assembly. All that needs to be done to the K&B unit is to enlarge the mounting holes to line up with the OPS case then you can use the bigger bore K&B carb or like I do, use a .340 bore Carl Brey carb. You may need to use 2 case(OPS) gaskets or use the thicker K&B gasket to achieve the correct clearance between crankpin and drum. A Keeley Turbo head doesn't hurt also. The exhaust timing is still a little low but the motor will still run good without changing it. Our OPS powered sport 40 runs excellent and it will run with any of the other boat around here
thanks for your input, this is exactly what I was looking for.
So the carb neck bore (ID) inside the new drum-valve backplate assembly is equal diameter as the bore inside the original disc-rotor backplate assembly? Wow, I'm surprised OPS would have limited intake volume in a completely new designed backplate.

How are the current stock rods? They hold-up okay? They are bushed at both ends.


David

Everything OPS has done with their motors in the last ten years or so has been nothing more than smoke and mirrors , they have failed to update the major design flaws and make minor changes to make it look like they are releasing something new and keeping their engines current..

Many people have noted how the rods fail and well yes they could be stronger but I believe they fail because of the two peice case , there is so much twisting going on and the rod is what is affected the most.

Look at all the so called current motors , they still run the exact same case they ran for thirty + years now.

I would say if you have an OPS engine enjoy it ,they are still great for sport boaters and for people who just can't afford the more current motors but if it were me I would save my money until I could afford something current , you will be a lot happier in the long run.

I would rather buy a decent used CMB than a brand new OPS.

Tim K
 
David, The only rod failure we have had was back in 2008 at the Internats. My son won the heat racing event and we went into the ovals and he got a little happy with the needle :D :D and broke the bottom end of the rod. Put our backup motor in and ended up 2nd for the event and yes, both ends of the rod are bushed. I do agree with Tim, that a one piece case would greatly improve the motor but until we run out of motors and parts I'll keep running them. Here are a couple of pictures of the K&B drum and the OPS drum. As you can see in the picture, the OPS drum will slide into the K&B. That's how small it is. Also the OPS drum housing isn't bushed.

Hope this helps.

Buddy
 
I ran OPS engines for years. Bob Murphy had a very good business. He kept parts and charged reasonable prices. When he died, things went downhill.

OPS is still using the same engine moulds. It is a big expense for an engine manufacturer to produce new engine moulds. This is especially the case if they are only going to sell 500 or 600 marine engines per year. Suddenly, the cost per engine goes up 20% or 30% for the next few years.

Since the marine engine market is not as large as cars or airplanes, any new moulds will probably not be for marine engines.

Al Hobbs
 
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