Ys 140 difference between the fz and dz
05-17-2007 | 09:43 AM
#2
Senior Member
RE: Ys 140 difference between the fz and dz
There are 4 versions of the 140
140FZ first 140 circa 1997 props we used in pattern 15-11 or 15-12 up to 16-10 or 16-11 depending on nitro and how strong your engine was.
140L circa 1999 actually its real name is FZ-Limited Bigger bore carb, and most important it had a crankshaft ring to give it more boost on the super charger system. RPM increase over the FZ was about 300 rpm. This was also the first engine to be designed for use with the Yamada Motor mount. It was suppose to be a limited edition and only come with the motor mount originally. However Pattern flyers in the USA prefer to use the Hyde Mount made by Merle Hyde. So the engine was actually imported for many years without the mount. It became a not so limited production. Prop choice became the 16-10-16-12 Maybe a 15.5-12W.
140DZ circa 2002 Direct Injection. This engine is mechanically fuel injected. No longer had the pressure system, basically a new beast. Same basic piston, sleeve and ring layout but this time the raw fuel gets injected mechanically directly to the intake valve of the engine. Power over the 140L was nearly 500rpm more on the same prop and fuel. It has the crankshaft ring, but that a minor left over from the 140L it really is a totally new engine and how it works, and how to set it up. The DZ engine has evolved into the 160DZ, and now the 170DZ as the top of the line Highest performance competition engine. 160DZ came out in 2004-2005 and the 170DZ is due for release in the next few weeks. 140DZ props 16-12 to 16.5-12W and up to the 17-12. 160DZ props 17-12 to 18-10's 170DZ 17-12W to 18-10 and 18-11
140FZ Sport circa 2003 basically the 140 Limited engine without the crankshaft ring. RPM right in the middle of the 140FZ and the 140L. This engine was aimed at the sport flyers. The 140DZ was the king in the competition world, if you wanted a YS 140 but not the vibration, or absolute peak performance of the DZ then the 140 Sport was about $150 cheaper and easier to operate. Since YS engines have taken over the competition scene, they have become ever increasing in popular use as a sport engine. The 140Sport was designed to be a slightly less expensive alternative for the sport guys because it missed the crankshaft ring, and this also makes it a little more docile and shake less. The less vibration, and almost the same power as the 140 Limited meant it replaced the 120 engines. All around this is probably the best easiest to operate 140. This engine is currently still in production. Jump back tot he 15-11 and 15-12's maybe a 16-10 or 16-11 again depends on you choice of fuel and how strong your engine is.
I know this is probably way more info than you wanted...but its the story.
Ideally the props given above would all turn about the same RPM on the given engines. For these 140 to 170 engines the target rpm is about 8200-8600rpm. This is the range the engine run the best and make the best power. This is on the 4 strokes is really a function of timing and how it it setup.
Troy Newman
Team YS Performance
140FZ first 140 circa 1997 props we used in pattern 15-11 or 15-12 up to 16-10 or 16-11 depending on nitro and how strong your engine was.
140L circa 1999 actually its real name is FZ-Limited Bigger bore carb, and most important it had a crankshaft ring to give it more boost on the super charger system. RPM increase over the FZ was about 300 rpm. This was also the first engine to be designed for use with the Yamada Motor mount. It was suppose to be a limited edition and only come with the motor mount originally. However Pattern flyers in the USA prefer to use the Hyde Mount made by Merle Hyde. So the engine was actually imported for many years without the mount. It became a not so limited production. Prop choice became the 16-10-16-12 Maybe a 15.5-12W.
140DZ circa 2002 Direct Injection. This engine is mechanically fuel injected. No longer had the pressure system, basically a new beast. Same basic piston, sleeve and ring layout but this time the raw fuel gets injected mechanically directly to the intake valve of the engine. Power over the 140L was nearly 500rpm more on the same prop and fuel. It has the crankshaft ring, but that a minor left over from the 140L it really is a totally new engine and how it works, and how to set it up. The DZ engine has evolved into the 160DZ, and now the 170DZ as the top of the line Highest performance competition engine. 160DZ came out in 2004-2005 and the 170DZ is due for release in the next few weeks. 140DZ props 16-12 to 16.5-12W and up to the 17-12. 160DZ props 17-12 to 18-10's 170DZ 17-12W to 18-10 and 18-11
140FZ Sport circa 2003 basically the 140 Limited engine without the crankshaft ring. RPM right in the middle of the 140FZ and the 140L. This engine was aimed at the sport flyers. The 140DZ was the king in the competition world, if you wanted a YS 140 but not the vibration, or absolute peak performance of the DZ then the 140 Sport was about $150 cheaper and easier to operate. Since YS engines have taken over the competition scene, they have become ever increasing in popular use as a sport engine. The 140Sport was designed to be a slightly less expensive alternative for the sport guys because it missed the crankshaft ring, and this also makes it a little more docile and shake less. The less vibration, and almost the same power as the 140 Limited meant it replaced the 120 engines. All around this is probably the best easiest to operate 140. This engine is currently still in production. Jump back tot he 15-11 and 15-12's maybe a 16-10 or 16-11 again depends on you choice of fuel and how strong your engine is.
I know this is probably way more info than you wanted...but its the story.
Ideally the props given above would all turn about the same RPM on the given engines. For these 140 to 170 engines the target rpm is about 8200-8600rpm. This is the range the engine run the best and make the best power. This is on the 4 strokes is really a function of timing and how it it setup.
Troy Newman
Team YS Performance
