schubie HST fans 77 and 94 are in the 320-330 watts / lb thrust range on 12s 8000s. Size of the battery does not effect efficency much...just the total wattage. Batteries sag...watts go down.

this fan appears to be on par as far as thrust/watts efficiency with a dynamax with an HET-800-68-685...IF the amps are correct from the ESC readings. Does anyone know how accurate the Sunrise ESC readings are? I would like to see a clamp on meter on this fan Liebrein. and how heavy are those motors?

Originally Posted by Benovitch

I saw on the Tornado site the dimensions from the shroud, they say the motor mount has a diameter of 56mm, shroud, and the TP Power motors are 58mm in diameter. Anyone to explain this.

Motor: http://www.tppower.com/sort.asp?class_id=4&news=21
Shroud: http://shop.tw-tornado.com/goods.php?id=15

Hi Ben,

It would be the standard size motor mount hole, but it is easy to customize different motor mount diameter cause it is made by C--N-C machine.

My Extreme Alloy ramtec fan is running at 328w/lb right now on 14s, looks like its in the ballpark with the other namebrands.
Hmm just calculated the 12s test data and its at 283w/lb running at 17lb thrust.

Hi all,

tha Amp, watts and volt readings are not from the ESC, they are from the Telemetrie system itīs called IISI, http://www.iisi-rc.com/IISI-RC/Home.html
I also can you explane the voltage drop, i made the tests in a room under the roof, i donīt know the english word for this, but the temperature was about 9 degree Celsius, thats why i made two runs. You can see at the second part of the graph that the voltage keeps holding better because the lipos had they working temperature.

BR
Reinhard

Reinhard...the under-load voltage will be higher when the battery is warm or "working temperature" but the resting voltage of the warm battery will be higher as well...so the sag will be a relative function. The sag will still be high any time you are pulling 180 Amps. It's just not a practical setup for everyday EDF flying because it will beat up batteries and you have to have a large enough plane to carry 8000 or 10000 mAh packs. It would be fun for a speed plane where you want the ultimate speed at the cost of batteries. At 40A less current and only 1.5lbs thrust lost...the 880kv motor seems like a much better balance for the average EDF flyer. weight kills airplane performance.

the telemetry system is nice but im not sure how they calibrate and measure the current. A clamp on amp meter to back up the data would be nice. Clamp on meters are usually certified accurate within 2%.

Hi,
@Air-Jon, i think the resting voltage doesnīt do much with temperature, the charger goes to 4,2 v per cell, no matter which teperature it is. But of course you are right, the 950kv motor with over 180 A is nothing for a small Jet. There must be the space for a 12 S 2 P setup like a 1: 6,75 scale F16. I choose the 880kv setup to try in my Skyemaster F18 and look how it works and see the real flight logs. I really trust this Telemetrie system so i didnīt need a clamp meter. The displayed used capacity is near the same that i charge back after the flights or testruns.

BR
Reinhard

Good choice reinhard on 880kv..im sure it will fly good!

Skymaster did a nice job on the ducting on the e-series

Is there anyone that tried running the 880kv setup on 14S

Ben

Originally Posted by Air-Jon

Skymaster did a nice job on the ducting on the e-series

Really? Its poorly done on carls f18.
Sharp bends and the inlet terminates at 135 mm.
The exhaust ducting does not terminate at the end of the nozzles.
Sorry but they do not have a clue in what good edf ducting should look like.

At least it LOOKS nice. No idea if it's good or not but it looks sweet to me.

and it works

BR
Reinhard

Originally Posted by Liebrein

and it works

BR
Reinhard

Yup from the flight video it sure doesn't look as if the aircraft is suffering from the "horrible" ducting.