YS DZ200cdi
12-04-2017, 03:47 AM
#51
Time for a update. It's a bit of a read, but bear with me.
As I was having tuning inconsistency, I didn't fly the 200 in Argentina. I had fitted new bearings, ring and fuel pump to the 185cdi the week before, so I was running it rich initially, but once everything bedded in and it was tuned for the conditions there, it ran perfectly.
Once home, some more testing with the 200 and it was still proving difficult to get the tune right. There was also quite a bit of oil starting to get about the inside of the cowl and around the head/cylinder and back of the engine. It appeared that the rocker cover gasket could be leaking, so I fitted a new gasket and wiped the engine clean. Another run and there wasn't as much oil, but there was still some coming from somewhere. A closer look had me thinking it was a leaking head gasket, intake tube O rings and maybe pushrod tube O rings as there was a bit of oil around the bottom of these tubes as well.
As it turned out, it was a combination of all three. I removed the head and there was evidence of the gasket leaking from the 10 O'clock position to 7 O'clock. The lower pushrod tube O rings didn't look quite right either so I replaced them. The intake tube O rings were OK, but the tube was only pushed through the first O ring. On reassembly, I made sure that the tube went through both.
As this is a new size engine, I don't have any 200 specific spares, so thought I would have to order a head gasket. I checked the 185 and 200 manual and the head gasket part numbers are different. Just for the heck of it, I measured both gaskets. That turned out to be a good move as the OD, ID and thickness are identical between the two. So not sure why the different part numbers? I had a new 185 gasket, so I was able to reassemble the engine.
A tank through on the test stand and the main needle was set at 1 1/4 turns out, the reg ended up pretty much flush, it would idle for over 1 1/2 minutes and still throttle up OK and no signs of any leaks. So time to install it in the Xareltoo.
Engine was installed so off to the field to see how it would go. First flight was very rich in the mid range, so leaned the reg 1/4 turn. Next flight was still rough in the mid range so leaned it another 1/8th. Was pretty good, but went another 1/8th, but this time it started to growl around 3/4's through P19. After landing I screwed it back in 1/8th and will leave it at that. The reg is around 0.5 mm proud. Didn't touch the main, so that's still at 1 1/4. The main may need a tweak, but it's running well so I'l leave it at that for now and see how it goes.
I removed the cowl once home just to make sure all was good. These two photos were taken as soon as the cowl was off. 4 flights and the engine is dry as a bone.
Looking forward to heaps of flying now.
As I was having tuning inconsistency, I didn't fly the 200 in Argentina. I had fitted new bearings, ring and fuel pump to the 185cdi the week before, so I was running it rich initially, but once everything bedded in and it was tuned for the conditions there, it ran perfectly.
Once home, some more testing with the 200 and it was still proving difficult to get the tune right. There was also quite a bit of oil starting to get about the inside of the cowl and around the head/cylinder and back of the engine. It appeared that the rocker cover gasket could be leaking, so I fitted a new gasket and wiped the engine clean. Another run and there wasn't as much oil, but there was still some coming from somewhere. A closer look had me thinking it was a leaking head gasket, intake tube O rings and maybe pushrod tube O rings as there was a bit of oil around the bottom of these tubes as well.
As it turned out, it was a combination of all three. I removed the head and there was evidence of the gasket leaking from the 10 O'clock position to 7 O'clock. The lower pushrod tube O rings didn't look quite right either so I replaced them. The intake tube O rings were OK, but the tube was only pushed through the first O ring. On reassembly, I made sure that the tube went through both.
As this is a new size engine, I don't have any 200 specific spares, so thought I would have to order a head gasket. I checked the 185 and 200 manual and the head gasket part numbers are different. Just for the heck of it, I measured both gaskets. That turned out to be a good move as the OD, ID and thickness are identical between the two. So not sure why the different part numbers? I had a new 185 gasket, so I was able to reassemble the engine.
A tank through on the test stand and the main needle was set at 1 1/4 turns out, the reg ended up pretty much flush, it would idle for over 1 1/2 minutes and still throttle up OK and no signs of any leaks. So time to install it in the Xareltoo.
Engine was installed so off to the field to see how it would go. First flight was very rich in the mid range, so leaned the reg 1/4 turn. Next flight was still rough in the mid range so leaned it another 1/8th. Was pretty good, but went another 1/8th, but this time it started to growl around 3/4's through P19. After landing I screwed it back in 1/8th and will leave it at that. The reg is around 0.5 mm proud. Didn't touch the main, so that's still at 1 1/4. The main may need a tweak, but it's running well so I'l leave it at that for now and see how it goes.
I removed the cowl once home just to make sure all was good. These two photos were taken as soon as the cowl was off. 4 flights and the engine is dry as a bone.
Looking forward to heaps of flying now.
12-05-2017, 02:35 AM
#53
I didn't think I would be back so soon for another update.
Another four flights this afternoon. During the first flight it had a bad case of the hiccups, so I started leaning the top end. It was leaned 9 clicks over the next 3 flights, with only a couple of coughs during the last flight.
That puts the main needle at 1 turn, with the reg still at 0.5mm out from flush. The engine now has 25 flights on it.
Another four flights this afternoon. During the first flight it had a bad case of the hiccups, so I started leaning the top end. It was leaned 9 clicks over the next 3 flights, with only a couple of coughs during the last flight.
That puts the main needle at 1 turn, with the reg still at 0.5mm out from flush. The engine now has 25 flights on it.
12-06-2017, 12:40 AM
#58
I had the break in needle half a turn open to start with. It does affect power a fair bit. I gradually closed it over the next few tanks.
Don't be tempted to run it too rich when flying. The 200 doesn't like rich.
Last edited by drac1; 12-06-2017 at 04:04 AM.
12-29-2017, 04:00 AM
#62
As I was working over Xmas, my break before Xmas was spent with family, so didn't get to fly again. I got home last night, so today it was off to the field.
There was a 25kmh cross wind blowing straight out and it was gusty and very bumpy. During the last flight before Xmas, the engine hiccupped once or twice in verticals, so I thought it might be a bit rich still. Before any adjustments, I thought I would see how it went first, so didn't make any adjustments before the first flight.
No hiccups during the first flight and the transition was excellent. I've been running the idle speed a bit higher than normal, just until I'm confident that all is good and the engine won't quit. Well, that time has arrived. Another 5 flights with everything set as I would normally fly. No issues at all. Steady, reliable idle, smooth transition and no hiccups. It's getting better each flight.
After landing , the engine temp is measuring around 45 deg C. The main needle is open 1 turn and 2 clicks. It may still be a bit rich, but as it's running so sweet, I'll leave it alone.
I also checked fuel consumption after the last flight today. It used around 240ml compared to around 230ml for my 185's. P19 does take longer to fly than P17, so fuel consumption seems about the same.
I'm using the APC 21.5 x 10.5 PNC, but have another couple to try sometime - APC 21 x 10 WPNC and 20.5 x 10.5 WPNC.
There was a 25kmh cross wind blowing straight out and it was gusty and very bumpy. During the last flight before Xmas, the engine hiccupped once or twice in verticals, so I thought it might be a bit rich still. Before any adjustments, I thought I would see how it went first, so didn't make any adjustments before the first flight.
No hiccups during the first flight and the transition was excellent. I've been running the idle speed a bit higher than normal, just until I'm confident that all is good and the engine won't quit. Well, that time has arrived. Another 5 flights with everything set as I would normally fly. No issues at all. Steady, reliable idle, smooth transition and no hiccups. It's getting better each flight.
After landing , the engine temp is measuring around 45 deg C. The main needle is open 1 turn and 2 clicks. It may still be a bit rich, but as it's running so sweet, I'll leave it alone.
I also checked fuel consumption after the last flight today. It used around 240ml compared to around 230ml for my 185's. P19 does take longer to fly than P17, so fuel consumption seems about the same.
I'm using the APC 21.5 x 10.5 PNC, but have another couple to try sometime - APC 21 x 10 WPNC and 20.5 x 10.5 WPNC.
12-31-2017, 11:49 PM
#63
Join Date: Feb 2007
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Hello
I'm just asking to be sure
Here we have access to Morgan Heli 30% cool power fuel
I have used very successfully in this fuel in my old YS DZ160
Now I want to change the engine to YS DZ200 CDI
Can I use this fuel in the DZ 200 CDI
thanks
Kobi
I'm just asking to be sure
Here we have access to Morgan Heli 30% cool power fuel
I have used very successfully in this fuel in my old YS DZ160
Now I want to change the engine to YS DZ200 CDI
Can I use this fuel in the DZ 200 CDI
thanks
Kobi
Last edited by kobi; 12-31-2017 at 11:53 PM.
01-15-2018, 12:30 AM
#66
Join Date: Jan 2012
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Hello all,
I'm looking at different engine options and the DZ200 is one of them. It's not for a pattern plane but a scale plane. Sorry if that bugs some people but I do like my YS's. I currently have a DZ160, FZ70, a couple of 63's and so on haha.
I haven't seen any videos of the 200 as yet. Does anyone know of any videos.
I'm looking at different engine options and the DZ200 is one of them. It's not for a pattern plane but a scale plane. Sorry if that bugs some people but I do like my YS's. I currently have a DZ160, FZ70, a couple of 63's and so on haha.
I haven't seen any videos of the 200 as yet. Does anyone know of any videos.
02-08-2018, 05:09 AM
#67
"Hiccups"
Hi all,
Transition was not smooth with my 185 CDI no matter what: On the bench, on the ground, in the air, super lean pump, fiddling with the main needle, break in fuel, 30% nitro, tappet adjustment - and still hiccups, bram-bram sound, coughing, you name it.
After 14 flights, no power issues, no quitting but still that annoying roughness, I performed the Indexing procedure: Pulled the spark plug out and marked the opposite side of the cathode. Put the plug back and tightened so the mark is pointed towards the intake valve as much as possible without smashing the threads. The purpose is not to obscure the spark by the cathode, on the direction to the intake valve.
The bram-bram hiccups disappeared completely. The engine idles now happily and smoothly at 1,600 RPM for over 90 seconds, and then accelerates smoothly. Pump is 1/4 turn lean (Out) from flush, main is 1 1/8 open, oiling a bit open, fuel Morgan 10% MV diluted to 30%.
Transition was not smooth with my 185 CDI no matter what: On the bench, on the ground, in the air, super lean pump, fiddling with the main needle, break in fuel, 30% nitro, tappet adjustment - and still hiccups, bram-bram sound, coughing, you name it.
After 14 flights, no power issues, no quitting but still that annoying roughness, I performed the Indexing procedure: Pulled the spark plug out and marked the opposite side of the cathode. Put the plug back and tightened so the mark is pointed towards the intake valve as much as possible without smashing the threads. The purpose is not to obscure the spark by the cathode, on the direction to the intake valve.
The bram-bram hiccups disappeared completely. The engine idles now happily and smoothly at 1,600 RPM for over 90 seconds, and then accelerates smoothly. Pump is 1/4 turn lean (Out) from flush, main is 1 1/8 open, oiling a bit open, fuel Morgan 10% MV diluted to 30%.
02-08-2018, 04:07 PM
#69
Join Date: Jan 2009
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I also had some transitioning issues with the 185 cdi red.
When I inspected the spark plug I noticed the Anode was bend slightly to one side ( Iridium plug).
Not sure if this was intentional from the factory or me doing it when setting the gap.
I bend it back to where I thought it should be ie under the Cathode and widened the gap a little .35 mm leaned the top end and the regulator and my transitioning is very good now with power to burn .
I think the Iridium plugs need to be set a little wider.
regards
When I inspected the spark plug I noticed the Anode was bend slightly to one side ( Iridium plug).
Not sure if this was intentional from the factory or me doing it when setting the gap.
I bend it back to where I thought it should be ie under the Cathode and widened the gap a little .35 mm leaned the top end and the regulator and my transitioning is very good now with power to burn .
I think the Iridium plugs need to be set a little wider.
regards
02-09-2018, 03:01 PM
#70
Join Date: Feb 2005
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Don't know whether this makes a difference or not. When I was using cdi, I used both Rimfire & NGK plugs instead of the YS one with better results, on both 170 & 175. I converted both motor from regular to cdi myself with parts instead of getting factory issued cdi motors, & found the NGK/ Rimfire idles & transition better than the YS plugs. Also, using the tightening socket head screws on the connector terminal is a must.
Adrian
Adrian
02-11-2018, 02:49 PM
#73
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For Rimfire, I ordered directly from their site:- World Famous Rimfire Spark Plugs Distributed by Roland Morrison
As for the NGK ME-8, they have been discontinued for a few years now.
However, my Japanese friend told me the current YS plugs have been improved, and I'm sure it's fine.
Adrian
As for the NGK ME-8, they have been discontinued for a few years now.
However, my Japanese friend told me the current YS plugs have been improved, and I'm sure it's fine.
Adrian
02-11-2018, 06:14 PM
#74
I would hazard a guess that YS supplies the Chinese Rcxel plugs.
Not it sure if iridium works for methanol fuels as it is part of the platinum group of metals so may result in pre ignition.
Not it sure if iridium works for methanol fuels as it is part of the platinum group of metals so may result in pre ignition.
02-20-2018, 11:45 AM
#75
Hello
Thanks for sharing informations
6 flights (about 13 mn per flight) with YS 200CDI. I Dont know maximum rpm but it is not important because torque is very strong.
Flight is very constant speed.
Claude
NB : Ferrari is not mine , I have a Yamada !
Thanks for sharing informations
6 flights (about 13 mn per flight) with YS 200CDI. I Dont know maximum rpm but it is not important because torque is very strong.
Flight is very constant speed.
Claude
NB : Ferrari is not mine , I have a Yamada !