Colin,

The less oil you run, the more lean you can run the needle. I have seen significant improvement on standard fuel, and it gets better with the lower oil you run. It seems like 10-12% oil is optimum for fuel consumption. I'm running 18% now and couldn't be happier. Even on normal fuel you can get 25% reduction very easily.

Arch

Colin: I'm not sure about high-oil fuel-consumption, but on low oil one gets a 13-14 min flight on a 20 oz tank with fuel left to drain on landing. The needle settings seem to be different for sure. On my three engines, the needle is at 3/4 on one and 1 turn on both the others. The standard fuel in Japan is 8% to 10% oil. In the U.S., it's more traditional (15% to 20%). I'm in India and I mix my own fuel; been using 9% to 10% with consistent results.

Consistent till this morning, that is [>:]. This morning, I tried out my third engine (which had only run on the bench, basically, about 5 tank-fulls of fuel that had 15% oil. I used 10% oil for the flying. All was well on the ground (8,300 RPM on an 18.1x10 prop, 30% nitro, 10% synthetic). On the first flight, after four mins there was a sharp sound (like something breaking internally) and the engine stopped. Managed a dead-stick landing; it seems that one of the internal parts simply gave way, which was quite a surprise. Most likely it's a piston or connecting rod. Could possibly be a cam-gear as well. The prop can be rotated but there's no compression and sometimes the engine gets stuck. I did not open the engine. Just packed it up and sent it off to the factory in Japan. Since I had purchased this one in Japan, I decided to send it back to the factory - which should fix and/or replace the engine.

Fortunately, the other two engines are running real well. No compliants. It's still a great engine - probably the best around.

Atul

I can't say I have seen Low Oil fuel in the LHS. I've been using 30% Cool Power HP Heli...I think that's 20% oil. What should I look for for low oil?

Colin

The Cool Power Heli 30% LS (low smoke) is a 30/20 blend with Ultra High Viscosity and the regular Cool Power 30% Heli is a 30/22 blend with a low viscosity .

Im going to run the 30/20 blend today and see how many minutes I get compared to the regular 30/22 blend ( 12-13 minutes). we will see how that goes

here is a link to all the blends Morgan fuels has.

http://www.morganfuel.com/cp_blends.htm

I haven't been able to find any low oil in the US, the LHS here in Fort Lauderdale is tring to get info from Morgan Fuels and Power Master, but they haven't answered yet, as they advertise a pattern blend, I want to know if that blend has less oil or not.

I'm currently getting 14min flights with 30/23 Heli Mix Power Master with 1turn of the HSN and APC 19x11.

Regards

Do you need the newer crank ect to run the CoolPower LS Heli blend (20% instead of 22%)?

How about the Coolpower Aero Blends? The 30% has only 17% oil.

I'm trying not to increase the take off weight of the airplane when I mod to CDI. If 4.5 oz are added and another 1oz for re-balance we will need to reduce the weigh of the fuel and fuel tank by 5.5 oz to be weight neutral.

Is that possible on 20% oil?

If we reduce the fuel load from 20oz to 14oz (requires a 30% improvement in fuel consumption for the same duration of flight) and replace the tank with a smaller 14oz tank, that should easily account for 5+ oz...should'nt it?

Maybe some of my assumptions are incorrect...whats the true weight of the module, lead and plug?

Colin .

Colin,

You wont find the low oil in a LHS. It is developed specifically for the YS 1.70DZ CDI engine and isn't something available anywhere else. If someone ran it in another engine it would burn the engine up.

With the 30/20 mix, I can get about 14 minutes on a 20 oz tank.

Arch

Can anyone state the exact weight of module, lead and plug?

Colin

Approx. 200 grams.

Really?
That's almost 7 ounces...sounds about 3 ozs too heavy

MattK

Mine weighs 4.4oz on my scale. Both of mine are exactly the same.

Arch

The modue is 100gr, plus the plug, I haven't weighed the plug.

OK, so I guess the plug is around 30gms.

How long is the lead...can I get the module aft of the gear plate in the Integral?

Colin

I dont think the plug is much heavier than a glow plug. I'm sure it is a little, but not much. I dont think you can get it behind the gear plate. Mine sits back near the gear on my black magic, and it certainly wouldnt go behind it,

Arch

I have a ZN integral and I had to mount it on a plate located just under the gear plate, inside the fuse. You can stretch the plug wire until it reached the landing gear mount. If you mount it next to the pipe, the electrical wire to the crank case will be short. If you mont it inside the fuselage like I have, the plug wire is shorter as it will go from the top of the engine and down before it goes inside the fuse. With the Hatori pipe and nishioka mount the area around the pipe is pretty crowded so I didn't have room. I have retrofitted CDi but if it had been considered when the plane was in kit form I'm sure you could fit it in the pipe mounting area just ahead of the gear, on the side of the muffler.

Here you can see the muffler area: http://www.flickr.com/photos/aerowold/4234692386/
Here's the inside of the fuse. It's not visible but I have mounted the CDi unit just ahead of the tank on a separate ply-plate.
http://www.flickr.com/photos/aerowold/4233921461/

There's also a questions of orientation. The plug and wire exit the box on different sides so if you stretch one of them as far as it'll go the other one will be much shorter. Mine is mounted across the fuselage so both wires are as long as possible. The easy solution would obviously be to lengthen the wire to the crankcase.

I got my module and am now planning the installation.

I'm still undecided on a single (ignition + rx) vs dedicated ignition battery. If 2 batteries are used what would be the appropriate sizes for 5 flights? Or more directly, what's the rx consumption and ignition consumption per flight? I'm guessing that rx consumption should be a bit lower than non-CDI engines.

I worked out (and I guess this is old news) that I'll add 3.8 oz for the module, 0.5 oz for a switch and about 0.4 oz to re-balance the plane for a total of 4.7 oz.

Alternatively, a seperate TP 2S 900 pack and switched regulator with the ignition module adds a total of 6.25 oz. If however, I can reduce my existing 2000mAhr rx pack to 1320mAhr the total comes down to 5.25 oz.

So is 1320 enough with a safe margin for 5 flights?

Colin.

A single 1320 2s Lipo would not be enuff. I've run this setup with a Tech Aero single regulator and Tech Aero IBEC and get 3 flights with margin. About 3 1/2 ozs total.

2 900s with a Tech Aero dual regulator and IBEC should be just about right. This weight should be less than 5 ozs

MattK

Colin,

The setup that Matt mentions is what I'm running. I'm running dual 900mah batteries with the tech aero reg setup. With the Hyde LR-85 mount, I am using less than 200mah per flight for RX power and ignition, so I will comfortably fly 5 flights before charging. I could fly more, but I usually don't. Using the Tech Aero stuff, I am putting back between 5 and 15 mah the same back into the packs, so it is a VERY balanced setup. I like the redundant battery setup, just as a safety feature. My entire setup weighs around 5oz.

Arch

Colin,

On my set up I use dual batteries on my Axiome and Osmose Evo.

CDI with 19x11 APC ignition, consumption is 76mAh per 13min flight (P11), I'm using a duralite reg with TP 900mAh, you can get at least 6 flights with it, then the engine will misfire once in a while but will keep going.
Rx JR R921, 2 9411,2 3421, 1 8611, 1 HS82MG(hitec) it consumes 137mAh per flight like, I'm using TP1350 and FlightPower1350, this using the Powersystems Digiswitch.

As a note, I do land with at least 2 minutes of fuel, and do not fly at less than 50% charge on the batteries, so in my opinion with those batteries you can get 5 flights worry free.

Hope it helps

Thanks apereira.

I think Matt mis-understood me. I was asking if I could use a 900 for the ignition and seperate 1320 for the Rx and get 5 flights with good margins.

There is lots of variation on current consumption for the Rx using CDI. I've got the ARA70 not the 85, so I hope I can get the consumption below 200mAhrs per flight or the 1320 will not be enough. Right now with the standard engine I typically put back in 250 per 10 min flight....that's why I was asking about the viability of a 1320 for the rx.

Colin.

Colin,

I'm using the YS super Mount, the vibration on the airframe is really low compared to the 170 with no CDI, and I'm getting 137mAh per flights as I mentioned, actually it's about 10mAh more or less depending on the wind but the average is 137mAh.
If you can use two batteries I recommend you to do it, just the peace of mind worth it, and you will be able to get those 5 flights, really, if I do it you can too.

Regards

I totally agree. Just run two batteries into the receiver and take the ignition off of it. This gives redundancy all the way around. I check my packs after every flight, and if one was significantly different you will know there was an issue. So far I've never had an issue. Dual 900's will give you 5 flights comfortably and probably more. The AR70 is a little stiffer so the current draw will be slightly higher, but should still give 5 flights comfortably.

Arch

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The announcement timing was too early. 　

I've finished the installation and managed to increase the empty weight by only 3.75 oz. Here's what I did to reduce the delta:

Replaced the original 2100mAhr Rx pact with 1350mAHr and added a 900mAhr pack for ignition. This increases the total batt weight by only 13gms. A second regulator/switch was added for ignition...I think this was about 20gms.

Replaced the 20oz tank with a 16oz tank - reduced weigth by 21 gms.

Removed old glow driver wiring - reduced weight by 9gms.

Removed True Turn double jam nuts and replaced with YS jam nuts (I hope this is OK?) - reduced weight by 9gms.

I was able to get the module behind the landing gear plate and no additiona weight was needed to maintan the existing CG.

First engine run should be this weekend.

Colin.

This past weekend my CDI ignition just quit in the air on a vertical (apc 18.1 x 10 and 25% nitro standard oil percentage) . It was propably my 9th flight on it and it ran beautifull so I swapped the regulators and tried three different batteries-still no spark. I ran seperate batterie ,regulator and switch.

Ended up converting back to glow by taking out the unit and spark plug, re-tuned and finished the comp.Motor is pulling like a tractor!

Will get another unit from Central,but was just wandering if you guys might have any ideas on what migth have happened or was it just badluck regarding the cdi unit?

Really want to give it another try.

THANKS

Gerrie