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Scorpion Power Scorpion Power
02-18-2011 02:07 AM  6 years agoPost 1
AMERSCI

rrNovice

Lakeland, FL USA

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I have recently purchased a X50B I would like to get the advice from as many places I can regarding which engine the OS 55 hyper or YS 56 and maybe the redline 53. I would like to spend not much more than 300 dollars I have a Titan se that has the TT 50h and I'm not very impressed is why I'm concerned with the redline. I have flown many OS aircraft engines but I've heard or rear bearing issues in the heli engines I have no experience with YS hence my call for advice. Thank you

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02-18-2011 02:19 AM  6 years agoPost 2
JPhillips

rrVeteran

Waco, TX

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I have both, the YS56/Hatori and the RL53H with the RL3D pipe.

I bought the YS56 last October at a funfly bc I wanted one; set needles to factory recommended break-in settings and flew it that way about 6 tanks. It had zero power and was very hard to start, I had to bump up the throttle to get it to run, little did I know it had crap for compression... Well, the ring was bad, took off the pipe and shiny as can be.. and I never touched the needles except for break-in procedure. Sent it back to YS and they repaired it, and it's still sitting in the box in my hobby room.

I've been using my spare (new) RL53H motor since; I gotta say, I'm very impressed with the power this little motor produces. I can hardly get it to bog except with bad collective management. The older TT motors I've heard were crap but the newer motors are monsters. Also, you might want to wait to check out the RL56 that's coming out. I'll be getting one myself.

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02-18-2011 02:29 AM  6 years agoPost 3
AMERSCI

rrNovice

Lakeland, FL USA

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Thank you very much for the info as the redline is less expensive of an option I really hate the fact that I was going to dismiss that engine due to my previous experience with the tt engines

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02-18-2011 02:34 AM  6 years agoPost 4
Steff Giguere

rrProfessor

St-Eustache, Quebec,​Canada

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Well got to tell you, even though TT says the carb problem is fixed on the Redline 53, lots of people at our club have a lot of problems with the carbs, even after carb mod. I would stay away of the RL53. I think the OS 55 is the better engine.
Just my 0.02$ worth.

Team Synergy, Rail blades, Team Scorpion, V-Team

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02-18-2011 04:30 AM  6 years agoPost 5
helismash

rrKey Veteran

Gloversville, NY -​Fulton

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I have a YS50 ST that makes great power. I never had an issue with it.

Hey, Who put the ground there!
T-Rex 500/T-Rex 600N FBL/T-Rex 600E PRO/T-Rex 700N/T-Rex 700FBL

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02-18-2011 04:43 AM  6 years agoPost 6
BladeStrikes

rrElite Veteran

Shelby TWP,Mi

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You can't go wrong with YS or OS,both awesome motors.YS holds power a little better due to the pressure fuel system.With any new motor,its better to richen the needles a half turn more than the manual says because fuel % and brands effect needle setting alot.Its better to be richer than you should be and go from there or you'll have to send it in like JPhillips did.Shiny ring means lean run and thats what happend to his motor .This isn't just for OS/YS,its for any brand motor...

+1 on what steffgiguere said about the Redline carb..

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02-18-2011 12:53 PM  6 years agoPost 7
barely can fly

rrApprentice

oxford ga. usa

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Running ys 56 and ys 91 3ds here and both engines run great. will talk about the 56 relating to the first reply,
The carb settings in the instructions are way to lean, started with idle at 1 1/8 out, mid at 2 out and high at 1 1/2 out and the engine idles great and pulled better than any engine i had used.
Good friend at the field where we fly set his new 56 at factory settings and would not start well or run good, as soon as we opened up his needles his 56 ran very smooth, both of these are with 30% nitro and #3 glowplug.
Have run nova 57, os 55 and now ys 56 and the 56 runs better and is more consistent, you will be happy with the 56.

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02-18-2011 01:35 PM  6 years agoPost 8
sonnyhad

rrProfessor

Holland,Mi

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When you say the instructions on the ys are too lean, are you referring to the YS91? I have a 91ST that i just got and have never tuned a 3 needle carb before so I've been doing some reading, from the manual for them. And if your tip about tuning here is for the91, then I am going to try it.

Bald Pilots usually wear hats!

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02-18-2011 01:45 PM  6 years agoPost 9
JPhillips

rrVeteran

Waco, TX

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Well I also had two YS reps present every time I flew, even they said set needles to factory bit it was obviously too lean. I'll put it back in later but for now I'm rocking the TT53. My TT 53 also has the OS carb mod so its really a monster.

My YS91 SR-3DS pulls like a train.

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02-18-2011 01:51 PM  6 years agoPost 10
barely can fly

rrApprentice

oxford ga. usa

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Both of my engines 91 and 56 are set much richer than factory, both engines idle set at about 1 1/8, sounds to rich for idle but isn't, the motor will start very well, the first time takes a minute to get fuel but after that will start with about 1/2 turn of the starter.
All factory settings for any engine are calculated with 15 to 20% nitro and most all of us are using 30%.
The ys also likes a hot plug usually os a3 or mccoy mc 59.

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02-18-2011 02:14 PM  6 years agoPost 11
sonnyhad

rrProfessor

Holland,Mi

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I have typically use an OS 8 glow plug, will that not be hot enough for the ys?

Bald Pilots usually wear hats!

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02-18-2011 03:00 PM  6 years agoPost 12
barely can fly

rrApprentice

oxford ga. usa

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I started with an os #8 and the 91 3ds ran fine, they just run better with a hotter plug, if you have a hot plug or can get one use it, it will allow you to run a little richer with far better performance, more fuel equals more power, within reasonable limits off course.
Try it this way it will put a smile on your face for sure.
Depending on your weather and altitude set idle on the bench where it is a little blubbery when increasing the throttle from idle, then work on the mid needle for a good hover but lean toward rich, then do hard climbs holding it as long as you can watching the smoke should be consistent throughout the climb if it increases it is to rich, if it decreases it is to lean.
The mid needle is far more important on the ys than the high needle, work them slowly so that they stay balanced and you will be very happy, patience is the key, don't rush the tuning.
Also and this is heavily debated, don't baby the motor you only have a short period of time to get the ring seated, make sure it is rich enough then fly it, i used to slowly break in my engines and used to always see carbon below the ring, if there is carbon below the ring it means the ring did not seat.
All my engines are now run hard right off the bench, and i don't mean abused, i mean don't baby them, all of my current engines have no carbon below the ring at all and run great.
This is a hotly debated topic but if you read up on automotive or race engines the oil pressure and temp. are checked then they are immediatly taken to the operating rpm and load with no ill effects.

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02-21-2011 03:54 AM  6 years agoPost 13
slickporsche

rrVeteran

American/Philippines

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OS and YS

O.S. are easy to use and quite user friendly. The YS is a really good engine that will make more power than the TT. The YS has much better quality control, top of the line materials, An state of the art machining methods. The pump gives some people problems, but mostly if they would just leave it alone, no problems and more power than any other engine except for the ROSSI.

If someone had a problem with a Y.S. it was probably not the engine, but the user. No compression!!?? was it used, or not properly broken in, with a glazed cylinder from rushing it?? Maybe a scored cylinder, or broken ring. All from mis-use.

If you are wanting true power, then you need the Rossi57, Or the Y.S. O.S. is a really good engine, with lots of quality, but not quite the power of the other two.

Quite honestly, Thunder Tiger is not even in the same league as the O.S., YS, Rossi. I have had alot of TT engines, and would hesitate to recommend a TT to anyone. You may get a good one, and you may get a bad one. Their is another poster here on RR that has two TT53's, and cannot get either one to run consistantly.

Simply put, if an O.S., YS,or Rossi, fail to work correctly, it is more than likely the operator, not the engine.

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02-21-2011 03:59 AM  6 years agoPost 14
slickporsche

rrVeteran

American/Philippines

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barely can fly

Good post and very accurate indeed. However, I have helped lots of flyers get their engines running properly by changing the plug to O.S.8. They usually try to run to hot of a plug, like the Enya 3. Every situation is different, don't be afraid to experiment a little.

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02-22-2011 12:07 AM  6 years agoPost 15
barely can fly

rrApprentice

oxford ga. usa

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Have a complete stock of plugs from 3 to 10 and yes i change plug according to weather conditions running better on a #3 than a #8 but we have gone from cold or cool to warm and much more humid, thanks for the info, most people think i am crazy when i say try a different plug before you start turning needles.
Another thing about the ys is that the needles need to stay balanced more so than other engines, but if you are patient and tune slowly you will be rewarded with huge power and very smooth transistions.

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02-22-2011 12:16 AM  6 years agoPost 16
barely can fly

rrApprentice

oxford ga. usa

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Sonnyhad, being where you are a #8 will be fine this time of year but as temps increase and the amount of oxygen in the air decreases with the increase in humidity you might want to go to a hotter plug.
This should start a heated debate as everybody has their opinion about what plug to use, but beyond smoke and engine temp there is also the sounds an engine makes and if you listen carefully the engine will tell you what is happening.

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02-22-2011 01:44 AM  6 years agoPost 17
LivingDead

rrNovice

Mobile, AL USA

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"YS holds power a little better due to the pumped fuel system"

The YS uses a pressurized and regulated fuel system. There is no pump.

Maybe you'd better lie down, eh? Why don't you just lie down until rigor mortis sets in?

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02-23-2011 04:52 PM  6 years agoPost 18
CoronaL

rrKey Veteran

Winnebago IL

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temps increase and the amount of oxygen in the air decreases with the increase in humidity you might want to go to a hotter plug.
I would go the opposite way. Move to hotter plugs in cooler weather and cooler plugs in hotter weather. You're trying to control your timing event with a cooler plug being more "retarded" in timing and a hotter plug advancing the timing. In higher ambient temps, the timing is naturally pre-disposed to advancing. Higher humidity or higher elevations may retard timing a bit, but the higher humidity or higher elevations would benefit more from re-shimming up to lower the compression of the motor IMO.

Randy!!! I am the liquor

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02-23-2011 05:17 PM  6 years agoPost 19
sonnyhad

rrProfessor

Holland,Mi

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[quote]This should start a heated debate as everybody has their opinion about what plug to use, but beyond smoke and engine temp there is also the sounds an engine makes and if you listen carefully the engine will tell you what is happening.[quote]

My problem there is that I'm hearing impaired! So typically I use my finger on the back plate to adjust my fuel mixture. But the three needle carb is a completely new endeavor for me. I did hear people talking about having to shim the head last summer and never understood the need for it. It should be adjustable in the needle settings shouldn't. I mean with the OS50 and the two needles, you either had to richen or lean according to humidity and heat, and it was usually good for awhile it seems. Almost for the season, being summer or fall.
Your right about the heated debate. I think you might a started one, LOL!

Bald Pilots usually wear hats!

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02-24-2011 12:28 AM  6 years agoPost 20
barely can fly

rrApprentice

oxford ga. usa

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Less oxygen in the air means less power in oeder to recover that power you have to advance the timing as in using a hotter plug.
If you lower compression you also in simple terms retard the timing as it takes a certain amount of compression to fire the mixture, the more you shim a head the longer it will take for combustion to happen.
In simple terms when you change the glowplug you are altering the timing, hotter plug is more advanced and colder is further retarded.
You want to run these engines as advanced as possible without causing detonation or going to far advanced and starting to loose power.
But there are many other factors in play as each engine has different port timing, the nova engines having the most radical port timing and compression of all i have used.
And no with the decrease in the amount of avialable oxygen in the air as humidity and temps increase combustion will happen later.With cooler and drier air more oxygen is available meaning a denser charge in the cylinder will increase compression which means the timing will advance

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