Never said my YS was stock, only that my wing was.

My 110 has some work and after market parts.

amen, and i would bet that richard verano could take someone elses airplane and still still beat most of the competitors

Call Richard Verano about any "Exotic" parts he may suggest.
As far as the fuel, I am having Magnum mix me up some. Randy Rich at Riches Brew can do it as he mixes all my F1 fuel in Giant Scale Racing.

Have fun experimenting and let us know what you find and like and dont like, we all want to know more and discover what works best.


hmmmm ..... maybe if I put a YS170 in my Dago!!....???....... . . . . . .

I reread your post and the only thing you eluded to was lowering the compression like Richard did. I have asked Richard more than once if he has any "Exotic" parts and was told no. He must like you more.

I am looking forward to hearing what kind of times you record with that 1.10 that has some work and after market parts pulling that stock wing around.

I do have a question. If you know of some aftermarket parts for the YS, why didn't you say what they are, since that is the focus of this thread? Are they a secret?[sm=what_smile.gif]

I will talk with Richard again tomorrow. Now with the 1.15 coming out, us 1.10 owners are going to need all the help we can get.

Blessings, Terry

Richard told me the same thing.... lower compression- period. Richard is a great world class guy, and will share with anyone who asks. But Richard isnt the only source for options Terry.

There are things like bearings, which everyone knows mainly add life, but will run cooler longer. Then there is Chris Attebery's SS headers that are suppose to yield 300 more RPM.. A proper prop, (with mods to the pitch that APC doesnt offer)prepared to match the engine in a race environment. When you visit the Heli forums and talk engines, you learn a lot about cooler runs which yield better RPM,s.

When I talk to Richard, he says only lower the compression and go. So NO, Im not liked better. [&o]
He is very specific on what HE does and doesnt do. Yes he talks of the wing mod to the WM Mustang (Not the Dago). In fact I think he tried to get me to get one..

If there has been something tried he will probably have heard of it. Like cleaning up the timing, different pistons, new internals etc.... As to their success and longevity, he would be the guy in the know. Thats why I say ask him. He's the YS go to guy. But again, he will tell you he doesnt do these things, and I believe him, but ask him about them. Thats what the original poster wanted to know, so I directed him to Richard.

As far as my times, I know I fly a tight course and can get on the poles. As stated in an earlier post, flying is the forgotten "mod" that most overlook. And it is a "Combination" of many little things that will put someone out front. Im not looking for "Fast" time, just right at the break out.
Many with the "New" wings are going so fast that they can run long and still be at break out with out a cut threat. I dont think all that is necessary. I think a good caller (another unmentioned "Mod") is a key to running competitively with out several major changes. Maybe to many here a new wing is not a major change, but to me it is.

As stated, many little things all add up. Or you can go to a new wing like Carey or Richard and even yourself who have tried them, and make that change. But cant some one do enough minor changes and then work on his skills and be at break out?
Thats where Im at.

Im editing this for clarification:
I dont know of any "Exotic" parts out there. I put it in quotations to make a point. I dont think there are any "superman" "king Kong" miracle parts.
But I do know of some and believe there are more, "things" to do to help an engine run higher RPMs. As mentioned above and in my other posts.

I look forward to the coming year of racing with all of you Warbird guys.

Great post!

Your point about a good caller is an area that I neglected to touch on...... I have had some really great callers and a great caller does more than just say turn.... they let you know what is going on in the race and what needs to be done.

So let's recap the things needed to be competitive:
1. Good plane
2. Good motor
3. Good pilot
4. Good caller
5. Luck

Anything I'm missing? Sorry that I'm taking the thread further off topic, but it is an interesting discussion.

Skids

Skids
you got it!!

Dont forget:
- Confidence in your plane - You gotta trust it in the turns thru heavy traffic!!
- Right Fuel
- Right Prop
- well balanced spinner (run out at the end of the crank is vital to peak RPM increases) Not sure where YS stands with their tolerances, but many manufacturers allow a wide tolerance that effects the engin up to 200-300 rpms and even more in some instances.
The list goes on and on. A well prepped plane performs for all heats and assures you points. A poorly prepped plane (as Terry remembers mine in Victorville) will give big fat zeros.

There are so many little things that when all put together make the difference.

Your list hits the bulls eye, but I am certain there are even more things like, glow plugs and a great Tx etc...

Thanks for clarifying Marty. I thought I had entered the Twilight Zone.

I of course agree with you and Skids about the combination of all being vital to consistency in a race. A "good plane" takes in a lot. Proper set up and balance makes a huge difference. I've never flown with a good caller. I'm sure that makes a lot of difference too. I've noticed Dub Jett's name as caller in the winner's circle many times. I'm looking forward to the season starting as well.

Blessings, Terry

Terry,
You gotta have a good caller. He/she keeps you in a good and safe location, as well as seeing the habits of other pilots to keep you ready for certain changes.
Also if your caller is on their game, they could save around 1/2-1 or more seconds per turn. In a warbird race with 10 laps and 2 turns per lap, that adds up to a lot of wasted time in a turn. Min of 10 seconds and up to 20 or even more could be saved. That alone replaces a lot of "engine mods", and saves the need for a lot of "exotic" work. Of course turn# 1 isnt a big deal, but can still save some time.
My caller and I have been racing together for a couple years now and are really getting dialed in. We race USRA , local SUPRA(424 2 pole, and club) and one warbird race. So we are comfortable with what the other is gonna do. We also have a very good back up caller when needed.
A good caller is hard to find, but worth more than any other mod, as you can see by the time savings in an average race.
You have some good guys there at your club Terry, one has to be teachable. Problem is not flying in the same classes.
We try to run different classes to avoid the conflict. One of us runs Bronze, 2 in silver and one in gold. Between us we usually do well in calling for each other. Are you guys looking into another timing system?

My son and I have always called for each other but he was never interested enough to practice calling for me so we never really got sinced up. We didn't have a problem flying the same class though. We just fly on the same frequency and that puts us on the same lane so we never fly against each other.

My son has lost interest so I doubt he will fly this season. I will probably hook up with one of the other guys.

Yes I plan to get another timing system. I've just been too busy lately to get to it. Hopefully after the new year.

Blessings, Terry

SO TRUE!
I've seen two inexpensive WM high polished spinners shake a plane so hard that the tip was a blur on both a two stroke and YS 110S. One ten second full power run and the engine mount screws were loose....the threads into the blind nuts even had blue locktite! I inspected the one I had and both the back plate AND the spinner were waaaay off balance. If you happen to have a bad one of these, is could very well kill your plane if you manage to takeoff with it.

I've never had problems with Tru turn or Dave Brown spinners.

Well my titanium came in. I think I will instead use it to make the motor mount for the 170 going in the P-51.

When I installed the CDI kit on the 170 I was blown away that the piston actually has huge cutouts on the skirt I assume to save weight. The connecting rod was clearly aluminum like someone here had said. The machining quality in the 170 was second to none.

One thing I noticed is that the compression ratio with the CDI head appears to be less. Does this mean I can run high nitro (50%) without changing compression?

Anyway, time to get a carbide tipped band saw blade to make these motor mounts.

-John