Respecting spark plug, some pilot did report issues on their stock YS plug - starting to have misfiring problem after about 50 flights.

A good friend of mine Ken Hirose from Japan - F3A judge at the 2011 WC, & a good friend of Naruke - has informed me that you can reduce the misfiring problem by filing the tip of the new plug's electrode. Once misfiring started, you can clean the electrode with a wire brush & ensure the plug gap is correct - 0.3 mm. However, different fuel can also contributed to misfiring. Attached pix on the modified YS plug.

In addition, Ken also suggested trying both NGK - ME8 & Rim Fire - VR2 plugs. I have just received both & will try them soon.

Adrian

<div style="margin: 0cm 0cm 10pt">No experience with 175CDI yet, however, the 170CDI I have has performed very well this season. I found that a low oil content worked better for me, although the engine runs within the specification. Have not yet gone below 10% oil though.</div><div style="margin: 0cm 0cm 10pt">One thing to watch out for is that the engine gets proper cooling, installing foam to decrease the cross-section area (cooling air) made a difference.Next season I will also cover the header cut-out, so no cooling air escapes.The importance of cooling is mentioned in the YS user manual as well.</div><div style="margin: 0cm 0cm 10pt">The only weak point on the engine (170CDI) now is the plug cap, my personal opinion.The cap itself wears over time where there is metal to metal contact with the plug.Hence the plug cap gets loose after some flights (50-100 each 16mn in my case) and lead to occasional misfiring.I see the benefit of making the electrode pointed, but my opinion is that a loose plug cap wear is the root causeto misfiring.</div><div style="margin: 0cm 0cm 10pt">Another improvement should be to redesign the ignition box so it can be powered by 2s LiPo/LiIon unregulated.Also telemetry output of the RPM!</div><div style="margin: 0cm 0cm 10pt">Other than that a great engine, and if you are aiming to become a World Champion one day, you better stick to YS

Arnstein</div>

Hello

Cooling is very important.
So Jacques PLR did this modification on my plane Passion I sold to Illian (young pilot). Last pictures CPLR (very nice guy) test the plane and gave advices set up to Illian.

What are most people doing who still fly YS CDI in relation to powering the CDI unit. Are you using a seperate battery pack or do you share between CDI and flight control systems? I have seen a number of threads about this topic but they are all a little out of date.

6 years ago I was using a 2500maH Lithium Ion battery with a Jerrico regulator and futaba switch. I have just purchased a new Lithium Ion battery but would like suggestions about the rest of the power system should I decide to use a YS CDI equipped engine.

Thx

Peter

I have been using just one 2,000 mAh ni-mh to power both rc & cdi for over 3 years without any problem. I can usually fly for four 15 minutes flight before charging.

Adrian

I use a Thunder Power 900mAh and a Shulman regulator for the CDI.

Regards

Alejandro P.

Not too suprisingly, when Ifly anything CDI equipped, Iuse a Tech-Aero Ultra IBEC. You don't get any filtering of CDI noise unless you take this type of approach.

Also, with the IBEC, you get a considerable advantage over an ordinary regulator since you can configure it to match the CDI voltage requirements, and it also is designed to properly accomodate the deep current impulses that CDI's impose on their supply, and it does so without there being any ill effects on the receiver side supply bus. Another thing you get is the ability to control ignition on/off from the aux channel that the IBEC plugs into, also allowing failsafe responses. You don't get any of that when you either tap directly off the receiver bus, or use a non-purpose built regulator. Basically, the way that the Ultra IBEC is designed, it just lookssimilar toaddinganother servo to the receiver and its battery supply. To the CDI, it looks like a constant voltage battery that can deliver the current it needs on demand.

To be clear, it is still fine to use a single, or a redundant set of regulators between the battery or batteries to supply the entire system, but not a good idea on the CDI side. Unregulated battery supplies such as A123 or 2S LiPo direct to the receiver bus are fine too if your receiver and servos can handle the unregulated voltage.

I like this, works perfect!

https://duraliteflightsystems.com/in...product_id=282

Cool! For an extra $8.95, you can pick up a few tenths of an ounce extra weight, take up about twice as much space in the model, and lose the capability to configure the output voltage to match the spec of the CDI!

Hi Ed thanks for the Tech-Aero Ultra IBEC tip. I like it! I assume it gets it power directly from the RX connector bus. I realise EMF noise is no longer an issue due to the opto coupling. For this application is there any benefit having it connected directly to battery as my battery has 2 power leads.

What is the fuel consumption comparison between (170-175 CDI) and DZ160. What I am trying to say is there any benefit swapping out my existing 20oz tank for something smaller?

Thx

Peter

Peter, you won't regret going with the Tech-Aero IBEC. I have the experience of more than 500 flights on 3 them in various models without the slightest hint of a glitch. The little external LED indicator is very handy, as is the optical kill capability using a switch on the radio.

Peter,

With the Tettra tank of 580cc capacity the 160 gives me 10 minutes, the CDI engines(either one) gives me 14 min, this at 2700Ft elevation.

Regards

Alejnadro P.

Peter:
The Ultra IBEC not only has the opto coupler on the signal lead, but also a 3 stage filter in the power lead paths. The 3 stage filter is a 2nd order common mode filter (that's 2 stages of the 3) and a low pass filter, so it eats up the predominant amount of noise. As good as the new receivers are, it's still a good idea to eliminate as much of the noise in the leads from the CDI as possible.

You don't want to go directly to the battery, just plug it into an aux channel, and it gets power to the CDI just as if it where a servo.

I can't really comment exactly on fuel comparisons between the 160, 170 &amp;175, as I have only run the 170's. But with a 170 CDI, you can get a good 12 to 14 minutes (2 AMA Masters sequences) and burn maybe 14 oz. About 1 oz / minute. I imagine the 175 would be similar.

Tech Aero IBEC information in other threads is still good today and applies. I am now running gasoline ignition power stuff in pattern and all of my planes are IBEC equipped. The convenience of it of not having to bend and reach behind a spinning prop to turn some switch off is enough justification. But you get several other benefits as well

It seems that this engine is not available everywhere since a long time ago. Any comment?

Centralhobbies seems to have it in stock.

Regards

Alejandro P.