Here is a side by side comparison between my V6 ECU in my new P-120SX and my V10 ECU in my new P-140RX. this thing is 1/2 the size. Also look at the new IO Board. Tiny as well. Add in the fact that there are no solenoids and you have a very simple light install. Well done JetCat!!

the new GSU is pretty nice too, can even be installed and left in the aircraft.

the selenoids are under the front cover of the turbine, correct?


Mark

As well as being small, the V10 has some great new features. My favourite is that you can turn the model off as soon as you shut the turbine down and the ECU will remain on until the cooldown is complete (and then turns itself off) .

The only downside is that it is so good that the turbines that haven't been upgraded yet appear quite outdated in comparison. Hopefully they'll update the whole range of turbines before too long. The bigger engines seem to be being addressed already but the P-60 hasn't been mentioned and would really benefit from a small, lightweight package (similar to the P-20).

Does anyone know what the input voltage range is for this ECU? It comes with a 3s 2100maH LiFE battery, but I'd rather go to a larger capacity (nice to get 6-9 flts before charging anything) and I'm trying to figure out cell count etc.

Dave

Apart from the P-20 (which can only use 2s Lipo) you can use 2s Lipo or 3s LiFe/A123.

Version 6.3 ECU's can also do that (and have done that for more than a year)
and agree on the other points you have, the old ECU is almost as big as a P60

You can run any size pack you want as long as the voltage is between 7.2 to 9.9volts. I run 3cell A-123 2300 packs on all my jetcats The V10 ECU is already set up to handle the higher voltage in the A-123 batts.
Vin...

I will be running a 5000 Mah NIMH in mine.

Would it accept a 4 cell 123? That's be 13.2V. I'm guessing no, but surely there is a specific voltage range.

Dave

Why would you want to use a 4 cell A123?

siclick,

It started out as: a buddy has one of these laying around, and then it morphed into random curiousity. Doubling the voltage will half the aperage use and therefore double the number of flights on a given batt (though the batt will be heavier). It's really just an exercise in random facts at this point.

Dave

and those same two batteries in parallel rather then series will give the exact same number of flights and won't fry the ECU

Anyone got any idea on the new settings available?

The German manual would be great if I could read German, but there seems to be a few changes between the actual running and programming.. Including barometer compensation??

Anyone got more info?

The label reads upto 14 volts.

The fuel pump now has the controller installed inside the purple housing (like the smoke pump). So that controller has been removed from the ECU. The cable to the pump has a signal line.

Here's the new GSU installed in my KingCat. It is small enough to mount in a usable position on most jets. The characters are small, but readable even with my old eyes.
The GSU will work with all RX and pre-RX engines.

You must use the latest model pre-RX I/O board (With the plastic housing for the LED's) or the RX I/O board as they have a socket for the ribbon cable. Previous I/O boards lack the socket below the LED's.

The socket for the ribbon cable is visable in the last photo on post #1.

Max voltage for the V10 ECU is 12 volts.

V6 ECU's would cool down with the rx powered off. Not sure which letter of software this came ot life, but it is an old feature.

There is far more inside that little V10 than you know. Great part is it is digital now and the days of static discharge are a thing of the past.

Any word as to when the full instruction manual in English for the V10 ECU will be available online?

Thanks up front,

Bob Wilcox is working on it now. I am not sure when it will be done, but I believe very soon.

John, with the LiFe batts and the V10 ecu is it ok to splice in a charge port on the batt leads and leave the battery plugged into the ECU to charge. Since the Lifes use a cvcc charger I would assume this would be Ok? I have all the turbine equip stuffed as far forward in the Migs nose as possible for balance. Scotty

Scotty,
I am running A123 on my P-20 (same V-10 ecu) and have pig tails on the batts for charging/ balancing with no issues.
Vin...

there just aren't many negative discharge pulse chargers out there anymore, it's old NiCd technology, those few that are aren't used by turbine folks with Lithium chemistry batteries.

Can I upgrade my V4.0 with a V10 ECU in a P120 non SE?
I'm going to put kerostart in it..

Nope. V10 is magnetic drive pumps only. Not sure whether they are working on a conversion

Dave

2s or 3s? I thought Jetcat has said that you can't use A123 on the P20.