Kochj, I've noticed that there's been a stream of these kind of posts from your recently. What gives? Are you upset at the size of the planes, the price of the planes, or the weight of the planes?

I don't get where you're coming from.

The reason this stuff is expensive is beacuse it's top of the pile. You don't get bespoke gear for walmart prices. As for the engine debate you've been having with Dave Lockhart, (Dave feel free to step in you think I'm wrong here) you seem to misunderstand we're chasing the best power to weight ratio, not necessarily to get under the wight limit but to keep our wight down. period. If we did increase the size of engines, all I think we'd see happen is DL's and DA's get converted to alcohol becuase pond for pound alcohol is pretty impossible to beat. The only reason the syssa is getting close is because of it's increased capacity. that's it. I don't get where you're coming from with your comments on increasing size, what will that do? And as for the weight, changing that won't help either, as it seems most aircraft are capble of being built at or under 5kg, and if you consider glow, without much effort. Electric's a little different but i haven't hear you comment on that. I guess you don't consider it to worth your time.


Sounds to me like you've got a bee in your bonnet over something.. Come on petal, we'll have a nice cup of tea and you can tell us all about your constipation.

Matt:

The Saito FG-36 is no a 2-stroke engine; it's a 4-stroke (!). Plus, it is very very heavy. The Fg-36 is considerably lower on power compared to the YS DZ 170. For these reasons, I don't think it will cut it for pattern.

atul

Well, this engine appears to have raised the bar a bit closer to the YS for a 2 stroke..... and gas at that.
It turned the 18.1x10 apc on my overweight and oversized pattern test bed adequately on the ground with excellent performance in the air. I am very encouraged and looking forward to more experiments with different props.

The sound quality is the same or better than most 2 stroke set-ups I've used and /or witnessed.

I agree that pretty much all other gas set-ups are not desired in pattern for all the commonly expressed reasons. This new engine is a show changer in my opinion. About the only thing we want to overcome is the gasoline smell. Need to find a reliable source that will supply us 100LL Avgas

MattK
[/quote]

Douglas:

The 170 CDI takes from 5% to 25% oil. Most users in Japan use 8%. 24% is fine, but seems like overkill.

Switch to 10% oil and use a syringe to get the fuel up to the injector. Leave the fuel vent line open - no need for any check valve. No problems of any kind with this method.

Also, *ensure* that your battery is properly charged. 600 maH is fine, but why not play it safe and try (For testing purposes), a larger battery?

atul

Hola Douglas,

Is ti possible your engine is running a little hot? try adjusting the needle valve before you do your first flight, get the peak and open until it drops around 200 or 300RPM, if your engine runs fine the first time the pump is primed, you might be having a vapor lock, as once the engine is off if it is too hot the fuel will create bubbles inside the pump preventing from working so you will have to prime it again.

Boa sorte

I was thinking the same thing with the vapor lock stuff, but if it is waiting over 3 hours and still having problems, then that shouldnt be the problem. Especially since the next day it seems to run fine. I think Atul might be right, in just try a different battery or bigger battery. Although, that still doesnt explain why it wouldnt fire at all.

Arch

Kochj,

It isn't as simple as that: model planes fly different from full-scale planes. If you increased
the limits and allow the current planes to fly as well, the current planes would likely always
win all contests anyhow because of the better power-to-weight ratio, etc. And with the larger
planes, everyone would spend even more time (and money!) on reducing weight, leading
to far more expensive planes/servos/engines. YS would still end up being the leader by
producing a 40CC variant thats more powerful than a 70 cc gas engine.. it will end up being
a never-ending story!

BTW - I'm only a beginner pattern flyer (Focus Sport, Focus II). I use the 170 for sport flying!

atul

Atul is exactly right. No matter what, someone will come up with a high performance setup that will blow away the rest at a premium cost. Pattern doesnt have to be that expensive, you can get in it with a Focus II and an OS 1.60 and go fly. Now if you want to compete at the highest levels, that wont cut it, but it is always going to be expensive at the top of any competitive activity,

Arch

Thanks for yours advices,

I will try every suggestions in this weekend and I post here de results ok.

Go Osmose...Go!!!
</p>

Douglas,

Wich Osmose do you have the first or the Evolution?

Guys please, let's keep this thread for the YS, there are too many already discussing the mentioned complaints.

Regards

Does anyone know where one can purchase an Osmose? I think an Argentine company makes them. Any info (website, etc.) would be helpful.

Thanks,

Atul

CA Models.

www.camodel.com.ar

Ol&aacute; Apereira,

I have the first, not EVO. I buy this from CAMODEL, Argentina (www.camodel.com.ar), directly with Marcelo Colombo and they ship it to me via UPS. Excelent Model, Perfect details, very good transportation case and excelent support from CAMODEL for the building. <span title="SOmente este problema com o motor que esta me impossibilitando de curtir totalmente o aeromodelo." closure_hashcode_5jq8n8="36" style="background-color: #fff">Only this problem with the engine thatmake impossible to enjoy fully the model airplane</span>.

Regards,

Douglas

Ola Douglas,

I had the regular Osmose and now have the Evo, one big difference and the reason I'm asking is because the regular Osmose do not have enogh ventilaion for the 170, so make sure you have a big hole at the back of the chin cowl, on the Evo a ventilation tunnel and exit was done on it.

The 170 should work perfectly on the Osmose but it has to be well ventilated, maybe that's why after the first flight you have the problem, remember to adjust the engine they I suggested(I have never had a problem with the 160,170 and 170CDI on any of my Osmoses), I'ts better to run the engine slightly rich, it will make the same power, or just a little bit less, but anyway you know by know the 170 pulls the aircraft vertical on half throttle.

I openned a big hole on the chin cowl and did not had any problems, I'll take a picture of the tunnel on the Evo so you can see it if you want.

Boa sorte

Douglas:

Thanks for the information. I'll contact CAMODEL direct.

About the engine, it could be a fuel pump problem. You'll have to send it in if it's not working after all the changes we suggested. You can send it direct to the YS Factory in Japan. Their charges for parts are about 50% lower than other dealers. I've totaled three DZ 170s (one pilot error and two mid-air airframe failures), and the Factory fixed the engines perfectly each time.

But before you send it in, try all the approaches we discussed.

atul

Atul,

I believe Netbox hobbies in Florida is the US dealer for CA Models in the states.

I find it hard to believe that he is having a fuel pump issue since it resolves itself on its own after sitting over night. I also don't think it is an overheating issue since the engine has set as long as 3 hours between flights. I flew last year in SW Texas with temps consistently over 100, and I could fly again about 20 minutes after a flight. Also, if it was overheating, he would be having problems during the flight.

Will be interesting to see his results after changing batteries. I'm much more inclined to believe it is something like that, rather than mechanical. Another easy test for that would be to pull the spark plug and put a glow plug in it and see how it behaves. You dont need to change anything else, but just put a plug in and see if that fixes it, that would also identify if it is ignition related or something else.

Arch

A 600mAh battery should be good for two complete flights leaving 40% charge remaining. When engines are hot after shutdown is when air bubbles appear, that was the problem with the pump on the 160 in hot days.

What would the best 5 blade prop, nitro/oil percentage needed to break in my shiny new 170CDI in my FireCracker F2B control line thingy??

On a serious note, what is the sparkplug and where do you buy spare ones? Or are they a "YS" secret part?

Yes, it's a special YS plug.

Actually,

It doesnt have to be a special plug. One from C&H models works, as well as another brand out there, that I am totally forgetting it right now. I will see if I can figure out who makes it,

Arch

Unfortunately Netbox is no longer carrying CA Model planes.

Thanks Derek for clearing that up.

Arch

YS definitely has a special plug for this purpose and it is not inexpensive. I paid 1600 JPY (about $18) per plug direct from the factory. You can order plugs and other parts direct from the factory as well. The web-site is yspower.co.jp. I got 5 spare plugs but have not had one fail yet.

I would suggest you stick to the genuine YS part.

atul

Why don't you suggest supporting the YS importer in the States for repair work and their dealer network for parts and motors?

Plugs here
http://www.ngk.com/more_info.asp?AAIA=&pid=2722
Regards

Derek:

You're absolutely right. Richard at YS Parts and Performance normally stocks the parts and I send all my US-purchased engines to Richard. The thing is, I purchased two engines in Japan and these were the ones that got damaged in the crashes. The Japan-purchased engines are not warranted in the U.S., and so had to be sent to Japan.

Ultimately, there's very little difference in the price. It's more a matter of convenience. For the past year, I've been living in India - and the closest place to send the engines for repair is Japan; since they are also the factory, one is assured of good engineering on the service.

For instance, I had a real wierd problem 2 months back on one of my new 170 CDIs: the engine would suddenly go extremely rich and start surging; after that, it would go extremely lean and over-rev: I was regularly seeing 8400 RPM on a 19x11 prop (!) with 30%, when the normal expected RPM is 7400. On closer examination, it seemed the head-gasket had given way and the fuel pump was also erratic. I sent it in and the factory was also baffled; the ended up changing the gasket, the head and the entire fuel pump. The engine now runs fine.

I'm all for supporting Richard and YS Parts and Performance if you're in the U.S. I still send my other engines to him.

I guess the thing to do now is improve my flying skills

Atul