PowerBox Systems iESC 125.8 Speed Controller User Manual
- June 1, 2024
- PowerBox-Systems
Table of Contents
PowerBox Systems iESC 125.8 Speed Controller
Product Information
Specifications:
- Product Name: PowerBox iESC 125.8 Speed Controller
- Telemetry: Enabled for PowerBox, Jeti, and Futaba radio systems
- Size: 88 x 38 x 24mm
- Weight: 112 grams
- Compatible with: 3 to 8-cell Li-Po packs
- Constant Load: Up to 125 Amps
- Peak Load: 135 Amps
- BEC Voltage Options: 6.0, 7.4, or 8.4 volts
- Max BEC Current: 8 Amps
Product Usage Instructions
Installation:
- Ensure the power source is disconnected before installation.
- Connect the ESC to the motor and the battery according to the user manual.
- Securely mount the ESC in a well-ventilated area in the model.
Programming:
- Use the provided manual to program the ESC parameters as needed.
- Set the BEC voltage based on your power requirements.
Telemetry Setup:
- Follow the instructions for setting up telemetry with your specific radio system.
- Ensure proper connection of telemetry leads for accurate data transmission.
Testing and Operation:
- Conduct initial testing at low throttle to ensure proper functionality.
- Monitor telemetry data during operation to track performance.
Frequently Asked Questions
Q: What is the recommended BEC voltage setting for different applications?
A: The BEC voltage can be set to 6.0, 7.4, or 8.4 volts based on the power requirements of your model.
Q: Can the PowerBox iESC 125.8 be used with other radio systems?
A: Yes, the telemetry functionality is compatible with PowerBox, Jeti, and Futaba radio systems.
Q: What is the maximum load capacity of the iESC 125.8?
A: The ESC can handle constant loads of up to 125 Amps with a peak load of 135 Amps.
Overview
As I am currently building an RBC Kits Fouga Magister for EDF (Electric Ducted Fan) power I needed a high-quality ESC (Electronic Speed Controller) to work together with the Schuebeler EDF unit, and with perfect timing PowerBox had recently released a pair of new ESC’s, one of which, the iESC 125.8, looked ideal for the model. This ESC is quite compact, being 88 x 38 x 24mm in size and weighing 112 grams, being suitable for 3 to 8-cell Li-Po packs, and can cope with constant loads of up to 125 Amps, with a peak of 135 Amps. It also has a Bec (Battery Eliminator Circuit) that can be set to 6.0, 7.4 or 8.4 volts, with a maximum current of 8 Amps. The second of the new ESC’s is the iESC 65.8, which as the name suggests can cope with constant loads of 65 Amps – 75 Amps peak, being suitable for 3 to 6 cell packs. It is 60 x 36 x 20mm in size and weighs 65 grams.
Of course, being a PowerBox product the iESC comes with full telemetry functionality for PowerBox, Jeti and Futaba radio systems, which includes:
- Battery voltage
- Current
- Consumed capacity
COLIN STRAUS
- RPM (Motor pole numbers can be set)
- iESC temperature
- Status (0nly when using a PowerBox radio) When the iESC is being used with PowerBox or Jeti radios it is possible to directly set the various operating parameters, these being:
- Brake power
- Motor timing
- Direction
- Freewheel
- Cell count
- Power-off voltage
- Power-off type
- BEC output
- Acceleration
- Start-up power
- Flight mode
- Pole pairs
- Gear ratio (for geared drive systems) For those using other radio brands PowerBox offer their low-cost Program Card to make any changes required. As well as all of this, the iESC also has in-built protection for itself, offering the following:
- Abnormal input voltage warning – the LED flashes if the input voltage is outside the operational range.
- Start-up guard
- Overheating guard
- Loss of throttle signal
- Overload guard
- Low voltage
- Excess current guard
I was keen to test both the iESC and the Schuebeler DS-51-AXI HDS/HET700-68-1680kV fan unit fully before installing them in the model, so I fitted the fan unit to the test rig I normally use for turbine testing, and connected up the iESC, powering the combination with two 4 cell 5000mAh 50C Radient Li-Po battery packs connected in series to make up the 8 cells required.
As might be expected it took just a few seconds to connect up the iESC to the
EDF system and the PBR-9D receiver I was using together with my PowerBox Atom
transmitter, the two input leads plugging into the throttle channel and the
P²BUS sockets. With the batteries connected up, I was able to add the various
widgets on the Atom screen to display the status, voltage, current, rpm,
throttle stick position, FET temperature and consumed capacity of the flight
battery.
I then went into the main menu, where as already mentioned, it was possible to
see and make changes to all of the various parameters, this being a very
useful optiTherehere was little that needed adjustment, just the motor timing
being adjusted and the motor pole number being shis to enable the correct rpm
figure to be read.
As I expected, the operation was seamless from the start, plugging everything
in resulted in the expected number of beeps from the ESC, and the telemetry
data appeared on the Atom screen. Running the EDF system up on the test rig
proved very interesting – the iESC performed perfectly, giving smooth control
throughout the rpm range, and instant throttle response. Initially, I ran the
fan unit without the moulded intake duct, and was rather disappointed with the
results, with the thrust being measured at only 28.0 Newtons (2.85Kg/6.29Lb),
well below the expected thrust of over 40 Newtons. The current measured by the
iESC was also a little lower than I had expected, at 91 Amps, with an rpm
figure of 41,500.
I then fitted the air intake duct provided by Schuebeler – what an amazing
difference! The first thing I noticed was a huge reduction in noise level, as
well as a change in the sound itself, the system now sounded similar to a
(very quiet) turbine, but the increase in power was striking. Full power
current had increased to 97 Amps, with the rpm being a fraction down at
41,000, but thrust had reached no less than 44.8 Newtons (4.57Kg/10.07Lb)! I
had always known that a smooth airflow path into an EDF unit was important,
but this test showed just how vital this is – I will ensure as smooth a
transition as possible between the intake ducting of the Fouga Magister and
the EDF unit when it is installed. With this level of thrust, albeit that the
bifurcated ducting will result in a degree of reduction, the Fouga should have
plenty of power.
PowerBox iESC 125.8 SPEED CONTROLLER
I was very pleased with the outcome of my testing, the iESC worked perfectly, providing smooth control throughout the rpm range, whilst the data provided from the iESC telemetry will be very useful, allowing the current and capacity used to be monitored, both when checking the model before flight, and when it is airborne. With the maximum measured current so far being some 97 Amps, the iESC is operating well within its limit of 125 Amps, and the 8 Amp BEC output will be plenty for the onboard radio equip-ment, eliminating the need for a separate Rx battery, with its associated weight. Overall I am very pleased that I chose such a high-quality and feature-packed ESC for the Fouga Magister, and look forward to getting it installed into the airframe, together with the Schuebeler fan system.
UnLIGHT MODUL E8
UnLIGHT MODUL E8 the big one dressed up!
The Economy. 8 is the next step to the well-known 8-channel PRO control with more features and improved performance. The hardware and software have undergone a complete facelift, especially the support of the uniLIGHTPLUS functionality in connection with the uniLIGHT DESK.
- dynamic use of 2 to 6 light schemes
- reverse polarity protected
- uniLIGHT standard plug
- higher performance due to screwed housing
- optional ramps and highly asynchronous light patterns
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- two galvanically isolated power blocks, own supply
- graphic programming via PC and programming cable