DISCLAIMER: The report below represents MY individual results. In NO way am I recommending this to others. As installations vary greatly, both in principle and in practice, it is impossible for me to evaluate whether or not this configuration will give you the same results that I have. I assume NO responsibility for anyone’s decision to use all, or part, of the setup I detail below. I also assume NO responsibility for ANY results in performance, damage to equipment, property, or persons resulting from this configuration.

Now.... the “legal” stuff out of the way...

You all know I have been running the DL (RC-EXL) ignitions on both regulated 5.4v (from 6.6v A123 2S pack) and non-regulated, direct 6.6v direct from the A123, 2S ignition pack. Results have been excellent, and predictable, with total current draw per flight only increasing slightly from regulated to un-regulated, when compared to 4 cell NiMh.

In my setup, the RC-EXL ignition supplied by DL with my engine draws approx. 7 ma per minute, or about 420-450ma per hour. This is when operated over the power range of the engine, only at full throttle probably 2-3% of the flight. Majority of operation is at mid-throttle or below, representing 3500rpm and lower. Max throttle on the DL with the NX 22 x 8 at this point, 32:1 mix, Pennzoil, is 7260 rpm when hot.

I am also operating the Spektrum AR 7000 receiver, with one satellite receiver, stock. It is powered by the 2S A123, no-regulators, and is installed in a “stock” mid-ship configuration with the satellite receiver behind, above, and at 90* to main receiver. Satellite receiver is mounted approx. 9” aft and 6” above the main.

Ground range checks, engine off/on are nearly identical, being well over the 90 ft. Minimum, and closer to 125’ or more before the low throttle “fail-safe” kicks in.

My ground tests with engine on also were with the straight A123 connection, and today, connected to the MAIN 2S A123 battery powering the entire system. Performance was flawless; no differences observable, current drawn from the single 2S A123 pack agreed with the “normal” system draw, PLUS the anticipated ignition module current load.

Engine running, it went to fail-safe at the safe distance and antenna orientation as when configured with the normal 4 cell NiMh dedicated ignition pack.

Next is flight testing, and that should take place this evening. I will update when flights occur.