YS 60FR with APC 10X8  
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All Forums >> Glow Engines, Gas Engines, Fuel & Mfg Support Forums >> Tachometer Readings >> YS 60FR with APC 10X8
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YS 60FR with APC 10X8 - 6/13/2003 10:11:29 PM   
ewspears


 

Posts: 242
Joined: 9/22/2002
From: Ocala, FL, USA
Status: offline 		Finally got a chance to stick a new APC 10X8 on one of my YS 60FR's. Ambient = 92F, Fuel 15% Omega, Pipe = Macs #1260 set to 16" (Glow Plug to end of internal converging cone)

Repeatedly got 16450 RPM!!! This at 92 degrees with a muffled pipe. I think it might do 16,650 at 60 degrees on a straight tuned pipe.

I don't have the reflexes to fly it but it would be fun to stick it on a Diamond Dust or a Patriot.


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Esten W Spears
Ocala, FL
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RPM - 6/14/2003 12:03:58 AM   
Dustflyer



Posts: 758
Joined: 12/7/2001
From: Abington, PA, USA
Status: offline 		Esten,

Wow, very impressive. That's got to be about the most powerful 60 out there.

I have never seen one. Am curious as to how much it weighs.

Also, would you know how the YS compares to the similar sized Rossi's? I hear they are real turners also, especially the RIRE's.

Thanks again for checking it with that 10X8.

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YS 60FR with APC 10X8 - 6/14/2003 8:02:58 PM   
ewspears


 

Posts: 242
Joined: 9/22/2002
From: Ocala, FL, USA
Status: offline 		The YS is 17.6 OZ the Rossi 61 is 19 oz. With 5% Fuel the Rossi will outurn the YS but to run 15% Fuel in the Rossi, You have to add a head gasket to increase the squish band clearence. With the added gasket in the Rossi and 15% fuel in both they are close but the YS will turn 50 - 100 more RPM. Not to mention the better throttle response, doesn't care about tank location, and it's lighter.
I think the next step up from the YS60FR in a go-fast airplane would be a Rossi 81DF. About 21 oz. I've got a new one that I plan to set up for prop operation. It might spin an APC 10X8 to 18,000 plus. OR If money no object, a Jett FIRE 90!!!


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Esten W Spears
Ocala, FL

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YS 60FR with APC 10X8 = 16870RPM - 6/14/2003 10:34:42 PM   
ewspears


 

Posts: 242
Joined: 9/22/2002
From: Ocala, FL, USA
Status: offline 		Finally got a chance to try Macs #1160 Straight Tuned Pipe on YS 60 FR. Temp 92 degrees, fuel-Omega 15%, OS #8 Plug. 17.25" (Glow Plug to end of converging cone)

16870 RPM

Same setup with pipe at 18.25" turns 11X7 at 15740 RPM


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Esten W Spears
Ocala, FL

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YS 60FR with APC 10X8 - 6/17/2003 11:59:37 PM   
JWN



Posts: 4948
Joined: 3/26/2002
From: Florence, TX, USA
Status: offline 		Esten,
You might want to consider backing off the rev's with that YS of yours. If not, I bet you join the broken rod club. When this engine first came out in the 80's, many pattern fliers tried to prop them like they did their OS and Rossi engines with the then voge 10 3/4X 7 1/2 DW. They usually lasted somewhere less than about 50 flights. Then the rod let go and they were looking for a new engine. The YS 60's just don't hold up when pushed over 15K. But, put an 11X8 or 9 on there and hold on. You will have a very fast model with an engine that will last a very long time. I still have my first YS 60 FS as well as a YS 60 FR like yours. They have been very happy even after many, many cases of fuel run through them with the aforementioned 11X8 or 9 props.

John

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YS60FR - 6/18/2003 12:14:54 AM   
ewspears


 

Posts: 242
Joined: 9/22/2002
From: Ocala, FL, USA
Status: offline 		John,
I have a dozen YS 60 & 61's. My standard pattern setup in the mid 80's was a YS60FR (massaged a little) DW 11X7.5 Prop and 15% Omega. This setup would pull 15200 on the ground and about 15500 in the air. Have had hundreds of flights - no trouble with the rod. In fact had a lot less trouble than my flying buddies with other engines.


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Ocala, FL

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YS 60FR with APC 10X8 - 6/18/2003 12:33:38 AM   
JWN



Posts: 4948
Joined: 3/26/2002
From: Florence, TX, USA
Status: offline 		Must have been something in the air around the San Francisco area A lot of guys blew their engines up spinning them that high. I was on a budget so I set mine up to turn 14,900 on the ground with the 11X8.

John

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YS60FR - 6/18/2003 7:22:06 PM   
ewspears


 

Posts: 242
Joined: 9/22/2002
From: Ocala, FL, USA
Status: offline 		John,
I doubt if the air in the Bay Area was causing the problems, actually a lot of the race engines I've built have turned their best horsepower in the cool moist air around the bay.

I think the problem you describe was caused by a bad batch of rods and quality control either "unable to detect" or "unwilling to reject" them.

In addition to my flying experience, I remembered from my test stand running, I've had the prop come loose several times at full power, on two different 60FR's. This was due to a combination of me not tightening enough and a worn prop drive washer. Since I was out of position (hand not near throttle pushrod) The engine ran at something over 30,000 RPM for 4 -8 seconds. I was surprised to find that there wasn't catastophic damage. What happened was the crankpin rod fit had become noticeably looser. In fact after the incident it was about the same fit as on a brand new Rossi Ducted Fan Engine.

Other than the silicone regulator parts, The YS 60 is about the most "BULLITPROOF" hi-performance engine ever produced!!!!


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Esten W Spears
Ocala, FL

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YS - 6/18/2003 7:57:35 PM   
Dustflyer



Posts: 758
Joined: 12/7/2001
From: Abington, PA, USA
Status: offline 		Esten,

Just got back in town and am catching up at RCU.

Wow, those YS numbers are great. Sounds like one heck of an engine. Thanks for the weight check.

I'm not sure which way I'm going to go next with my BSE 60L. I may try fiddling with the pipe a bit more with the 10X8. I think the real potential; however, is with the 9.5X8.5. Right now I am turning it at 17,500 with the same pipe. Maybe a touch shorter and I can get more. Ultimately I want to re-time it for all out rpms as I am not very concerned about "sport" type throttle response. Full, half, and off is good enough for my Whiplash.

Jett 90? I just got mine. Its an a BSE 90L FIRE and is going into my Patriot. Yes, I'm a little nuts but what the heck.

Dubb says it turned a 10X10 at 16,000 with the pipe he had on hand, which he said was not the right one. I told him I would do the final tuning with a 15cc pipe and he felt I should be able to get more rpms easily.

Here's a photo of the 90L. Weight is only 20 oz!

Attachments
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GO_FAST! - 6/18/2003 9:37:00 PM   
ewspears


 

Posts: 242
Joined: 9/22/2002
From: Ocala, FL, USA
Status: offline 		Dustflyer,
Thanks for the info on the Jett 90L. By the "L" and the 19oz wt. I assume this is a 90 in a 60 size case just as the 60 & 65L's are in a 45 size case. Please let me know how the 90L does. I haven't had a chance to run my 65L yet. I've been measuring and thinking about my Rossi 81 DF. It's a good looking engine on the inside and I for sure want to run it stock before trying any mods to it. Chuck Auger has sent me a lot of his info on the Rossi 81 DF.
I think he is about to have the fastest plane around! I believe he is planning on putting a Rossi 81 DF on a new Whiplash!!! His previous Whiplash with the 65 was amazing the 81 should be over the edge!


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Esten W Spears
Ocala, FL

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Re: YS60FR - 6/18/2003 10:07:45 PM   
JWN



Posts: 4948
Joined: 3/26/2002
From: Florence, TX, USA
Status: offline 		[QUOTE]Originally posted by ewspears
John,
I doubt if the air in the Bay Area was causing the problems, actually a lot of the race engines I've built have turned their best horsepower in the cool moist air around the bay.
[/QUOTE]

I was joking. Note the

[QUOTE]
I think the problem you describe was caused by a bad batch of rods and quality control either "unable to detect" or "unwilling to reject" them.
[/QUOTE]

As stated previously, the problems were found on early 60 FR an FS models. YS may very well have made changes to the rod on later runs as they did to the needle valve. Remember how the old brass needles were known for losing the tip and replaced with a heavier stainless steel needle?

[QUOTE]
Other than the silicone regulator parts, The YS 60 is about the most "BULLITPROOF" hi-performance engine ever produced!!!! [/QUOTE]

I agree. But, I have found that some mild care for the engine will even prevent failure of the silicone parts. Both of my engines, which have been in storage for several years, are completely ready to run. The silicone parts are still in perfect order due to the fact that I loaded them with synthetic Klotz before storage. But, should they fail, I do have replacements

John

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Engines - 6/19/2003 1:12:36 AM   
Dustflyer



Posts: 758
Joined: 12/7/2001
From: Abington, PA, USA
Status: offline 		Esten,

An 81 in a Whiplash.. Yeah, that's what I'm talkin' about!

About those "L" series engines, yep, they are tiny. The 60 weighs the same as a 40 and the 90 is basically the same as the old, heavier 60's.

Here's a shot of the 60L in my Whiplash. It looks like a little Cox 049 compared to a big old Rossi. Goes like crazy though and it's box stock with better throttle response than an OS sport engine. I have no idea how much the thing unloads in the air but can tell you the change in pitch (sound) is substantial. It has to be a thousand or two.

A few more flights with it and I'll be ready to stuff that 90 in there!

Attachments
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YS 60FR with APC 10X8 - 6/19/2003 7:33:35 AM   
ChuckAuger



Posts: 5134
Joined: 12/5/2001
From: Pampa, TX, USA
Status: offline 		No, I'm not putting an .81 in a Whiplash. I have an original design (not a delta) that I will be using the .81's in. I don't consider the Whiplash a "speed" plane per se, just a fun plane to fly with some of these engines I have collecting dust. The Whiplash is a lot more fun than I had imagined with the .65. I think the .65 is the perfect engine for it.

Remember..I was only on my 6th flight when I augered in. I had just picked up some 9X9 APC Sport props, but was still running the 9X8 when I bought the farm. Now I have a bag of 9X9's.

< Message edited by ChuckAuger -- Jun 19 2003 2:40AM >


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