jeffsam

Hi, with all the buzz about the 170 CDI was wondering if the CDI kit will work on a 160? I haven't seen a 170 up close so don't how different the specs are. Sure would be nice to smooth out the 160 a bit!
Cheers,
Jeff

XMANS

Hi Jeff,

No, the CDI unit will not bolt straight onto a 160, but it is possable if you wanted to do some modification, but only if you have access to a machine shop.
There is another way but only if you are lucky enough to have a 160 stamped hybrid crankcase that looks like a 170 crankcase, I have one and converted
it into a 170 CDI with hardly any modification what so ever. I could have done it as a 160 but decided to up size it to a 170.

If you want more information call me on 0418 327 247

Will
YS Service Aust

petec

My Feedback: (58)

From my understanding from Richard at YS Parts and Service is that the CDI backplate is larger in diameter than the opening of the 1.60 crankcase and will not physically fit into the opening.

XMANS

Yes that is correct, but you could machine out the back of the 160 case to suit the 170 backplate,
and as I stated the hybrid crankcase I have takes the 170 size backplate.
Almost anything is possable if your willing to have a go.

XMANS

I forgot to mention to the owners of 160's, you can make more power from them if you replace the 160 backplate and insulator with
a backplate from a 140 FZ.
There are several types of FZ back plates but only one will work properly.
Using your existing set up you will gain about 400 rpm.
I have one of these set ups in my old Impact, no differance at all in the tuning, and has been running over 2 years now.

jeffsam

Thanks for all the feed back fella's. I was hoping the CDI would mount on the 160 without any major modifications, sure the spark gives a smoother engine, but will have to wait for a bit before I upgrade to the 170cdi.
cheers, Jeff

tomcat6014

Hi guys,

watch this: http://www.gbrcaa.org/smf/index.php?...prev_next=next

regards.

XMANS

As I said before, it's amazing what can be achived if you are willing to have a go, and I like how he modified the back plate,
just a differant approach to the problem.

My 160 hybrid CDI still runs the original 160 piston and liner etc, but because I have a 170 crank fitted I run two 170 head gaskets,
reason, the 170 liner is .5 mm longer than the 160, and the 160 head gaskets are only .30 mm thick, and the 170 head gaskets are .5 mm thick.
I have over 50 flights on this motor and I am now going to convert it to a low oil motor.

I now also have a factory 170 CDI that I can compare it to.

The factory 170 CDI will now go in my pattern model and my modified 160 CDI will now go in a 2.2 mtr Corby Starlet, not quite sure what muffler system
I will use in the Starlet as I still want to run the YS mount, I was fitting a OS 200 but decided that the YS CDI would be a better choice.

I must admit I prefere the CDI over the glow version.

YS Service Aust

sellaplane

My Feedback: (45)

Saw this post from several years ago on the question of whether the YS CDI will fit the YS-DZ160. How do you determine if the crankcase is stamped as a hybrid? Is it clear or is there some code? I have a late-model (I think) 160 on the way and want to determine whether it can accommodate the CDI unit.

Thanks!

XMANS

You can't really tell until you have it apart, and you then notice that the disc valve assy is a bit wobbly in the crankcase when the bolts are removed.
I have never seen or heard of another one.
Simplest way is to take the 160 crankcase and a 170 cdi disc valve assy to a machine shop and get them to machine the crankcase to suit, it's a very
simple job, I have done them for other flyers.
And yes the 160 does run extremely well as a cdi.