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<DIV><FONT size=2>Hey Tom what's up brother? </FONT></DIV>
<DIV><FONT size=2></FONT> </DIV>
<DIV><FONT size=2>The velocity stack that NMP is producing I did the testing on
it. I prefer it. It makes the engine smoother and lowers the torque curve.
Basically you get more power down low on the curve that wide open and you don't
need to go higher as a result. It gives it more grunt out of the hole. Going
into maneuvers like the rolling S we had last year...you can enter with low
throttle setting and grunt the model up the hill with the power. This makes the
figure smaller and look better. The more speed you have the bigger the figure
has to be. </FONT></DIV>
<DIV><FONT size=2></FONT> </DIV>
<DIV><FONT size=2>The velocity stack, also helps to reduce the intake noise from
the engine and makes it run smoother and sound smoother. It reduces the top
end power about the same as the air cleaner but does a better job of quieting
the engine. The opening on the NMP stack is about 8.5 to 9mm. I played with all
kinds of different ones. Anything over 9-9.5mm didn't do much at all...The 8mm
diameter was a little too restrictive and started cutting bigger gobs of power
off the engine almost restricting it too much.</FONT></DIV>
<DIV><FONT size=2></FONT> </DIV>
<DIV><FONT size=2>By the way the original 140DZ used to ship with a restrictor
for the carb. It improved fuel consumption and did the same thing...the magic I
found in doing my testing is the diameter on that original restrictor was
8-8.5mm So the NMP is slightly less restrictive and it helps get a better
flow. Nitro engines work better when the flow is smooth. No sharp edges.
Gasoline engines like sharp corners and turbulent flow. This helps to atomize
things better and makes for better combustion. The Gasoline atoms are heavier
and come out of suspension in the air easier.....Alky based engines like our YS
engines like smooth cleaner flow. The Velocity stack idea does just that helps
develop flow and make things more efficient. It robs a little power off the top
but adds a bunch to the low end torque of the engine.</FONT></DIV>
<DIV><FONT size=2></FONT> </DIV>
<DIV><FONT size=2></FONT> </DIV>
<DIV><FONT size=2>As for the next thing Yamada is working on. Right now I CAN"T
talk about anything that we are running and testing right now. There are some
new ideas and new things coming. This is something that will trickle out over
the next few months but its not ready for prime time in any way, shape, or form
right now. The production of this new setup is far off. Maybe a couple
years or more if ever. As always Yamada is improving and living up to the
reputation he has as the king of the F3A market. If those things including
the testing we are doing now ever see the light of public knowledge will depend
on how they work. Many of the newer things don't make it out right
away. Look how long it took for the 1.60 to hit the market. Original
testing back in the 1997-1998 with the 160FZ that a few top pilots had. Then in
about 2005 the 160DZ came to market. Sometimes it takes years of testing
and development to produce such an idea to market. </FONT></DIV>
<DIV><FONT size=2></FONT> </DIV>
<DIV><FONT size=2>Right now the 170DZ is the king and does everything bigger and
better in my opinion than the other options. When the cat gets out of the bag on
the new stuff I'll be able to tell you how it works. Right now its got a few
bumps in the road but they will get solved and it should be something really
cool for the guys that want to go this way.</FONT></DIV>
<DIV><FONT size=2></FONT> </DIV>
<DIV><FONT size=2>I will say this. My current front line setup is a 170DZ, NMP
velocity stack installed in the Euphoria bipe. Nothing better for that
application at the moment. With the 4 blade prop turning about 8000rpm it meets
noise limits and has tons of power for the Euphoria.</FONT></DIV>
<DIV><FONT size=2></FONT> </DIV>
<DIV><FONT size=2>Troy Newman</FONT></DIV>
<DIV><FONT size=2>Team YS</FONT></DIV>
<DIV><FONT size=2></FONT> </DIV>
<DIV><FONT size=2></FONT> </DIV>
<BLOCKQUOTE
style="PADDING-RIGHT: 0px; PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #000000 2px solid; MARGIN-RIGHT: 0px">
<DIV style="FONT: 10pt arial">----- Original Message ----- </DIV>
<DIV
style="BACKGROUND: #e4e4e4; FONT: 10pt arial; font-color: black"><B>From:</B>
<A title=Tom.Koenig@actewagl.com.au
href="mailto:Tom.Koenig@actewagl.com.au">Koenig, Tom</A> </DIV>
<DIV style="FONT: 10pt arial"><B>To:</B> <A
title=nsrca-discussion@lists.nsrca.org
href="mailto:nsrca-discussion@lists.nsrca.org">NSRCA</A> </DIV>
<DIV style="FONT: 10pt arial"><B>Sent:</B> Wednesday, March 05, 2008 3:48
PM</DIV>
<DIV style="FONT: 10pt arial"><B>Subject:</B> [NSRCA-discussion] YS
Questions</DIV>
<DIV><BR></DIV><!-- Converted from text/rtf format -->
<P><FONT face="Comic Sans MS">Hi again all,</FONT> </P>
<P><FONT face="Comic Sans MS">It has been a bit quiet lately!</FONT> </P>
<P><FONT face="Comic Sans MS">I have a couple of questions if I may. Since I
have not actually run my 170 yet, I was wondering if any of you have used the
NMP velocity stack. Is there any point to it?? Running an air filter on the
160 had cost me power at the expensive of longevity-but the velocity stack
kinda makes sense?</FONT></P>
<P><FONT face="Comic Sans MS">On another note, we all know how Yamada San
operates regarding development and 'teasing' us with the next 'maybe' toy.
So........any of you 'endorsers' have the low down on which direction YS is
heading with the new engine development?? I would assume it would be a
complete new crankcase for a larger capacity engine than the 170. I am trying
to think of 'what' engineering differences/improvements could be
made???</FONT></P>
<P><FONT face="Comic Sans MS">Can the likes of Troy N or others even let the
cat out of the Bag?? Are you sworn to secrecy this time around??</FONT> </P>
<P><FONT face="Comic Sans MS">Thanks guys-I hope your winter isn't too bad.
Please send some rain to our parched little corner of the earth!!</FONT> </P>
<P><FONT face="Comic Sans MS">Tom</FONT> </P>
<P>
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