Hyde Mount for the YS 175/185 (above). Best quality, lowest weight. Merle Hyde invented the soft mount. Bryan and Brett (at right) with the Alferma, YS 185 powered.
ed. If you run your engine lean often, these numbers will be smaller. • The YS 175 runs very clean, but the 185
runs almost as clean as an electric motor. YS has greatly addressed the problem of fuel spitting from the carburetor as well as the noise from that area. • The CDI unit pulls 200 mA from your
flight pack per flight. The same battery pack will fly the glow version six flights, as the glow pulls 150 mA per flight. That is for an FAI pattern. • The Central Hobbies RCATS glow ig-
niter is the recommended unit, as is the B&P Associates engine starter. Use the 14.4V pack. I was hand starting engines up until the 170 came out. • Each iteration of the YS engine is more
fuel stingy than the last by 30%. On ignition, the 185 will run 10 minutes on 8 ounces of fuel; on glow, 10 minutes on 10 ounces of fuel. • If the initial installation is done correct- ly, there is absolutely no need for additional cooling between flights. Bryan has flown two gallons of fuel in three hours with no break for cooling, just taking time to swap flight packs and refuel. • Recommended pipe is the Hatori; also use the Hatori O-rings. • Either the Hatori or the YS headers
work well, but the YS is much easier to install. • The best motor mount is the Hyde
mount. YS also makes a good mount, but the Hyde mount is 60 grams lighter. Remember to use a flexible throttle link with soft mounts. The advent of electrics was good for YS,
forcing a new wave of innovation. The en- gines have become more powerful, quieter, more fuel efficient and dribble less fuel out of the carburetor. The 185 is 25 grams heav- ier than the 175, with a bunch more power. Tetsuo Onda arrived in South Africa with
a new 185, but had problems getting set up for a power curve, so elected to drop back to a 175. He had plenty of power with the smaller engine, and the 185 has stupid pow- er. It had been reported, erroneously, that Christophe Paysant Le Roux was running out of power in the wind; but, the truth is that his throttle management is just so smooth that it never seems he has to really
FLYING MODELS
hit the throttle. The guy has been World Champion more than once, after all. Not all YS engines used in South Africa
were CDI units, either; many chose to run glow. I suspect this was driven by a desire for simplicity and to eliminate the four ounces required to install the CDI. Brett Wickizer, Christophe, Onda and the Swiss team were all notably running YS engines. Here in the US, Brett, Chip Hyde and Bryan Hebert are probably the best known YS users. And me, of course. In South Africa, Brett used a 20.5–10 APC
prop, in addition to a 19.5–11.5 APC prop that Bryan Hebert modified specifically for the highest winds, with his 185. A 185 is ca- pable of running an additional inch of pitch and diameter, over the 175. The new 185 runs cleaner, quieter, with better fuel econ- omy and more power than any previous ver- sion, but has the same bolt pattern. For that matter, from the 140 through the 185, fuel injected version, all are drop-in replace- ments for each other, with no modifications to the mount in the planes. The 185 also has a deeper, throatier
sound. The lower tone makes it a bunch eas- ier to pass a sound check, as well. The pump setup is more user friendly, too, in the latest offering. Another selling point for the 185 is
the linearity of throttle response, which is the best that YS has produced to date. For the future, Bryan and Chip Hyde are
both working with Morgan Fuel to develop fuels that emit less smoke, although Christophe doesn’t even worry about that. I never watch the smoke trail when judging, although many folks claim some judges do. The truth is, if you’re watching the smoke, you’re not watching the plane. Even still, less smoke means less mess when putting the plane up at the end of the day. With better fuel economy, and tolerance
for lower nitro content, YS continues to im- prove the user experience by reducing oper- ating costs, while the CDI unit, coupled with modern Morgan Fuels, have greatly reduced fuel blow-by, emissions and oil deposits on your aircraft. After all, there is a reason that YS engines continue to win World Champi- onships again and again… they work. At the end of the day, success is all that matters in competition and so far, that has been YS glow power at the top. Thanks for giving us the opportunity to
share, Dave; even though you’re an electric guy, your open mindedness and desire to of- fer full spectrum coverage of the Pattern ex- perience is exceptionally fair! – Brian Clemmons, with Bryan Hebert
Close up of the YS header, installed in the Alferma. 25
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