Spark ignition on YS170 DZ
#26
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RE: Spark ignition on YS170 DZ
Chris,
My understanding is ignition and low oil are independant of one another. Just applying ignition does not allow you to run low oil content, you need to ensure your 170 has the appropriate internal parts. If you pull the cam gear cover off the cam follower should have a spiral groove on it, if not then you do not have a low oil 170.
My understanding is ignition and low oil are independant of one another. Just applying ignition does not allow you to run low oil content, you need to ensure your 170 has the appropriate internal parts. If you pull the cam gear cover off the cam follower should have a spiral groove on it, if not then you do not have a low oil 170.
#27
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RE: Spark ignition on YS170 DZ
That makes total sense - thanks Chad. My 170 is back for TLC after a season of massive abuse on my part. I will ask them if they can put in the lower oil parts (assuming they are available.)
#28
RE: Spark ignition on YS170 DZ
When four cycle model engines first hit the scene-there were x spurts claiming they needed NO oil and some claiming 5% and some 10% on and on and on
going from OS-to Ys to Enya and Saito, we found that overall as competition engines that is run at max power a lot in paternplanes - a good all around oil content was 20% synthetic This was starting in early 1980s and after switching to gasoline and spark engines for larger models the same old discussions started again.
Less oil means more power
the answer to this is B U L L S H I P
aircooled engines require MORE lube than liquid cooled engines .and reducing oil to some measly amount just narrows the window on heat tolerance.
going from OS-to Ys to Enya and Saito, we found that overall as competition engines that is run at max power a lot in paternplanes - a good all around oil content was 20% synthetic This was starting in early 1980s and after switching to gasoline and spark engines for larger models the same old discussions started again.
Less oil means more power
the answer to this is B U L L S H I P
aircooled engines require MORE lube than liquid cooled engines .and reducing oil to some measly amount just narrows the window on heat tolerance.
#29
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RE: Spark ignition on YS170 DZ
Dick - I am with you on oil. I recently went from 100:1 to 32:1 in my gassers and they wear longer, make WAY more power and run cooler. I am converted.
My reason fro the low oil parts is not to use low oil (well maybe a tiny bit less like 15%) but because from Chad's description it sounds like they have made a spiral channel that gets more oils to the cam gears. In a YS (or any 4-stroke) that can only be a good thing
My reason fro the low oil parts is not to use low oil (well maybe a tiny bit less like 15%) but because from Chad's description it sounds like they have made a spiral channel that gets more oils to the cam gears. In a YS (or any 4-stroke) that can only be a good thing
#30
RE: Spark ignition on YS170 DZ
ORIGINAL: crhammond
Dick - I am with you on oil. I recently went from 100:1 to 32:1 in my gassers and they wear longer, make WAY more power and run cooler. I am converted.
My reason fro the low oil parts is not to use low oil (well maybe a tiny bit less like 15%) but because from Chad's description it sounds like they have made a spiral channel that gets more oils to the cam gears. In a YS (or any 4-stroke) that can only be a good thing
Dick - I am with you on oil. I recently went from 100:1 to 32:1 in my gassers and they wear longer, make WAY more power and run cooler. I am converted.
My reason fro the low oil parts is not to use low oil (well maybe a tiny bit less like 15%) but because from Chad's description it sounds like they have made a spiral channel that gets more oils to the cam gears. In a YS (or any 4-stroke) that can only be a good thing
Today ther are ignitions which are very inexpensive and work well . a few years back any decent conversion was well over 100bucks.
I have gone to A123 batts and electrics for my aerobatic stuff
screw the FAI rules those were made to control the products used .
#31
RE: Spark ignition on YS170 DZ
ORIGINAL: dick Hanson
Less oil means more power
the answer to this is B U L L S H I P
aircooled engines require MORE lube than liquid cooled engines .and reducing oil to some measly amount just narrows the window on heat tolerance.
Less oil means more power
the answer to this is B U L L S H I P
aircooled engines require MORE lube than liquid cooled engines .and reducing oil to some measly amount just narrows the window on heat tolerance.
Mark
#32
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RE: Spark ignition on YS170 DZ
We're getting alittle off track but 32:1 in my DA 100 makes a GIGANTIC difference in power. Lots more mess but if you wax the plane it wipes off easy.
I like CH ignitions. They cost a little more than the cheap ones but they are proven rock solid. I had 3 $175 DA ignitions fail on me this summer. Not good. One cost me a very expensive 40%er (admittedly some pilot error and bad luck was also involved.) The others just resulted in reminding me I need to work out and eat right after my heart got going (both were greaser landings.)
I had a lot of troubles learning my YS170 this season. I kinda got the hang of it after 300 flights or so but even with a delay start glow driver I had a lot of kickbacks. When it works its like a swiss watch with GOBS of horsepower.
On my Comp-Arf Integral I am using a 2300 A123 and a heavy Aluminum spinner and I could still (just) make FAI weight with an ignition system (I might need a lighter spinner and to look to save and ounce or two here and there.) But I am still some years away from flying FAI. I will fly Masters for next season but I will mostly be flying Pattern just for the practice since it is the hardest thing. I find it makes my IMAC flying seem not so difficult. An ignition Alky system should make a fantastic setup for a 2M plane that I can fly every day (keep it in the car and stop by the field for an hour whenever I can.)
I like CH ignitions. They cost a little more than the cheap ones but they are proven rock solid. I had 3 $175 DA ignitions fail on me this summer. Not good. One cost me a very expensive 40%er (admittedly some pilot error and bad luck was also involved.) The others just resulted in reminding me I need to work out and eat right after my heart got going (both were greaser landings.)
I had a lot of troubles learning my YS170 this season. I kinda got the hang of it after 300 flights or so but even with a delay start glow driver I had a lot of kickbacks. When it works its like a swiss watch with GOBS of horsepower.
On my Comp-Arf Integral I am using a 2300 A123 and a heavy Aluminum spinner and I could still (just) make FAI weight with an ignition system (I might need a lighter spinner and to look to save and ounce or two here and there.) But I am still some years away from flying FAI. I will fly Masters for next season but I will mostly be flying Pattern just for the practice since it is the hardest thing. I find it makes my IMAC flying seem not so difficult. An ignition Alky system should make a fantastic setup for a 2M plane that I can fly every day (keep it in the car and stop by the field for an hour whenever I can.)
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RE: Spark ignition on YS170 DZ
Hi,
Back in this subject
This end of season, I try a new intersting set up.
I change the ignition system of yamada in order to use becker system in place.
A frien of me help me to make modification on a YS 170cdi
There is only one modification to do for using the yamada sensor : change the magnet position of the yamada rotative valve.
In order to have better ignition, I change the becker plug of spark for a muller spark and we use a new system of spark fixation
On the photos you can see the new maget position to have ignition when the piston is high
On the second photo you can see the new spark fxation at the top of cylinder
The main advantage of this modification is weight : 65 g for this set up and 110 g for yamada system
I haven't miss firing with this set up
Spark fixation is better than yamada with vibration the spark never go away
Xigris
Back in this subject
This end of season, I try a new intersting set up.
I change the ignition system of yamada in order to use becker system in place.
A frien of me help me to make modification on a YS 170cdi
There is only one modification to do for using the yamada sensor : change the magnet position of the yamada rotative valve.
In order to have better ignition, I change the becker plug of spark for a muller spark and we use a new system of spark fixation
On the photos you can see the new maget position to have ignition when the piston is high
On the second photo you can see the new spark fxation at the top of cylinder
The main advantage of this modification is weight : 65 g for this set up and 110 g for yamada system
I haven't miss firing with this set up
Spark fixation is better than yamada with vibration the spark never go away
Xigris
#36
Senior Member
RE: Spark ignition on YS170 DZ
ORIGINAL: crhammond
We're getting alittle off track but 32:1 in my DA 100 makes a GIGANTIC difference in power. Lots more mess but if you wax the plane it wipes off easy.
I like CH ignitions. They cost a little more than the cheap ones but they are proven rock solid. I had 3 $175 DA ignitions fail on me this summer. Not good. One cost me a very expensive 40%er (admittedly some pilot error and bad luck was also involved.) The others just resulted in reminding me I need to work out and eat right after my heart got going (both were greaser landings.)
I had a lot of troubles learning my YS170 this season. I kinda got the hang of it after 300 flights or so but even with a delay start glow driver I had a lot of kickbacks. When it works its like a swiss watch with GOBS of horsepower.
On my Comp-Arf Integral I am using a 2300 A123 and a heavy Aluminum spinner and I could still (just) make FAI weight with an ignition system (I might need a lighter spinner and to look to save and ounce or two here and there.) But I am still some years away from flying FAI. I will fly Masters for next season but I will mostly be flying Pattern just for the practice since it is the hardest thing. I find it makes my IMAC flying seem not so difficult. An ignition Alky system should make a fantastic setup for a 2M plane that I can fly every day (keep it in the car and stop by the field for an hour whenever I can.)
We're getting alittle off track but 32:1 in my DA 100 makes a GIGANTIC difference in power. Lots more mess but if you wax the plane it wipes off easy.
I like CH ignitions. They cost a little more than the cheap ones but they are proven rock solid. I had 3 $175 DA ignitions fail on me this summer. Not good. One cost me a very expensive 40%er (admittedly some pilot error and bad luck was also involved.) The others just resulted in reminding me I need to work out and eat right after my heart got going (both were greaser landings.)
I had a lot of troubles learning my YS170 this season. I kinda got the hang of it after 300 flights or so but even with a delay start glow driver I had a lot of kickbacks. When it works its like a swiss watch with GOBS of horsepower.
On my Comp-Arf Integral I am using a 2300 A123 and a heavy Aluminum spinner and I could still (just) make FAI weight with an ignition system (I might need a lighter spinner and to look to save and ounce or two here and there.) But I am still some years away from flying FAI. I will fly Masters for next season but I will mostly be flying Pattern just for the practice since it is the hardest thing. I find it makes my IMAC flying seem not so difficult. An ignition Alky system should make a fantastic setup for a 2M plane that I can fly every day (keep it in the car and stop by the field for an hour whenever I can.)