Neu motors on higher voltages

[crazyjr]

I know there have been discussions on this subject, but haven't seen much real info. I'm wanting to experiment with higher voltages (8s and higher), But don't want to drop money on a 1000 to 1400kv neu yet. I know my 1515/2.5d (1700kv) will handle 8s on RPM (57,120 using 4.2V max charge per cell). Geared properly, Will this be more efficient than the same speed on 4,5, or 6 cell Lipo? The planned speed will be around 45 mph (racing and bashing), Would I be better off just getting a lower kv motor?

[Arct1k]

yes the 2.5d is really a 5s / 6s crazy motor - 8s it think you need to go for a lower kv...

Originally Posted by crazyjr

I know there have been discussions on this subject, but haven't seen much real info. I'm wanting to experiment with higher voltages (8s and higher), But don't want to drop money on a 1000 to 1400kv neu yet. I know my 1515/2.5d (1700kv) will handle 8s on RPM (57,120 using 4.2V max charge per cell). Geared properly, Will this be more efficient than the same speed on 4,5, or 6 cell Lipo? The planned speed will be around 45 mph (racing and bashing), Would I be better off just getting a lower kv motor?

the 60,000 rpm number that Neu uses is more for the bearings, I wouldnt run a Neu beyond 45,000 IMO anything beyond that isnt producing anymore power.... lipos are 4.2v's fresh off the charger (this doesnt last long when running the motor) I would make your calculations using 3.7vpc. I run a 1515/2y with 10s in a converted Revo and very happy with my results

[jzemaxx]

You can run them VERY high rpms. I ran my 1521 1.5D (1900KV) with 12S when I broke the speed records. 1900 X 50V.....do the math ;)

[crazyjr]

Originally Posted by Arct1k

yes the 2.5d is really a 5s / 6s crazy motor - 8s it think you need to go for a lower kv...

I know how wild the motor is on 5 and 6s and yes, its an awesome motor

Originally Posted by azjc

the 60,000 rpm number that Neu uses is more for the bearings, I wouldnt run a Neu beyond 45,000 IMO anything beyond that isnt producing anymore power.... lipos are 4.2v's fresh off the charger (this doesnt last long when running the motor) I would make your calculations using 3.7vpc. I run a 1515/2y with 10s in a converted Revo and very happy with my results

On 5s i'm currently running 31,000 RPM's, I was just asking if anyone had tested the theory that Neu's were not only more efficient at higher RPM's, but that they may be better run at that level. For a while there was a lot of talk about high RPM's and Neu's in the same sentances, then it died out. I was wondering if anyone had followed through on any testing

[SpEEdyBL]

I run the CC 2650 on 4s and 5s, and it handles 5s just fine. Geared 11/46 with 5s, temps were 160-165 at the end of the run. Geared 12/46 with 4s, temps were also about 160. Geared 14/46 with 4s, temps dropped to 150 for some reason and top speed still seemed slower than 5s geared 11/46. All runs consisted of building up to full throttle each pass and then using the breaks to stop before turning around again. The above temps were taken with an infrared temp sensor, measuring the black sticker on the endbell at a setting of 95% emissivity. An actual thermometer that plugs into my eagletree and attached to the can with thermal paste and masking tape consistantly recorded temperatures 30 degrees cooler than the temp probe. It's hard to say which one is more correct. I would imagine if the motor was really ever 160, I would have burned my hand by now.

[starscream]

I run a 1515 2Y on 8S and it was great.
I got an MMM and run the 1515 2Y on 6S and it is still great

[crazyjr]

Originally Posted by SpEEdyBL

I run the CC 2650 on 4s and 5s, and it handles 5s just fine. Geared 11/46 with 5s, temps were 160-165 at the end of the run. Geared 12/46 with 4s, temps were also about 160. Geared 14/46 with 4s, temps dropped to 150 for some reason and top speed still seemed slower than 5s geared 11/46. All runs consisted of building up to full throttle each pass and then using the breaks to stop before turning around again. The above temps were taken with an infrared temp sensor, measuring the black sticker on the endbell at a setting of 95% emissivity. An actual thermometer that plugs into my eagletree and attached to the can with thermal paste and masking tape consistantly recorded temperatures 30 degrees cooler than the temp probe. It's hard to say which one is more correct. I would imagine if the motor was really ever 160, I would have burned my hand by now.

Originally Posted by starscream

I run a 1515 2Y on 8S and it was great.
I got an MMM and run the 1515 2Y on 6S and it is still great

Nice to know there are others that were curious, makes me feel less strange. I will try 8s on mine eventually, but will probably replace the bearings before doing it. The motor is well over a year old and don't want to take chances.

I have a 16024 MGM esc that needs to be sent in to get wires replaced and a bad glitch checked out (It's an older fiberglass covered one with plug in power wires) Could someone tell me about the charges for service and possibly update (If can be done)?

[othello]

I'm using a Neu 1515/2Y (1100kv) since one year. It powers my truggy (started with a Neu 1512/2Y 1400kV), buggy/truggy hybrid, onroad buggy and trophy truck with 9s (27V), 10s (30V) or 11s1p (33V) A123. Very versatile motor.

I don't think you will see much improvement over your Neu 1515/2.5d. You can reach peak power (around 3KW) with 6s too. Efficiency won't be that much better so that you will run a few minutes more. Runtime mostly depends on how hard you are using throttle. If you are happy with power and runtime of your actual setup stick with it. If you want to experiment and money is no concern -> go for it.

Concerning your MGM ESC. Firmware update is free of charge (but you have to enclose some money for shipping it back and the cc03 cable which enables you to make future firmware upgrades yourself). You have to enclose your USBcom module (+cc02 cable). Best would be to send an email to Mr Dvorsky: gdvorsky@mgm-compro.cz.

Hello,
You should not forget that he(it) as well as transports him(it) remain controllable! Because too much power pushes the pilot(driver) has the fault.
It is also necessary to adapt him(it) to the vehicle, the weight, the performances wished etc....

As say ARCT1K, for more than volt, it will be necessary to lower(dim) the KV and to adapt the report(relationship) of transmission.

@+
sorry for my English...