Thunder Tiger Mini Titan E325 V2 Combo Kit-2011/08

MY FIRST HELICOPTER was an inexpensive
receiver-ready model from Heli-Max called the “Axe
400.” My dad and I set up the machine exactly as
directed using a simple six-channel radio, and I was
quickly learning intermediate skills with a collectivepitch
helicopter.
It wasn’t long before flipping the model around
became a regular practice; as a result, the plastic
frame and mechanics started wearing out. It was time
for an upgrade.
Looking to Great Planes Model Distributors again,
for my next machine, I learned that the company had
started carrying the full line of products from Thunder
Tiger. And that company had recently announced the
availability of a revised Mini Titan E325.
Version 2 has everything top-notch from the Pro
edition of the original Mini Titan. And then Thunder
Tiger added popular refinements that class the
machine alongside popular designs that cost a fair
amount more.
The first Mini Titan E325 was an innovative
approach to the versatility that small electric power
systems offered. It featured hard-core eCCPM
mechanics and a low-CG approach to fulfill hungry
3-D pilots’ needs. A number of optional packages
were available for that model, including gorgeous allmetal
mechanics in either a silver or red anodized
color and even a stunning line of scale fuselage kits.
Today’s 450 motors are more powerful than ever.
And Thunder Tiger looked hard at the Mini Titan.
With refreshed, brilliant all-metal mechanics mated to
a larger carbon/composite frame and oversized
canopy, the helicopter was reborn. Now that Great
Planes is the exclusive distributor of Thunder Tiger
products, the V2 is available and attractively priced.
A number of features put the Mini Titan head and
tail-rotor design in the “brilliant” category. To start
with, the finish of the metal parts is striking and
smooth.
Setup of these mechanics can be “tuned” to suit the
flier’s needs by selecting the ball-link connection
locations on the Bell-Hiller mixer. If a new pilot
wants an easy-to-fly helicopter, the linkages snap into
one set of holes. (All of this is clearly written in the
manual.) And linkage points can be customized again
for two other levels of aggressive output.
The V2 head block and blade grips are massive.
Even on the tail rotor, the hub and grips look robust.
Three bearings in each main grip make the system
smooth and rigid.
The other thing I like about these parts is that their
dimensions extend the blades outward, increasing the
overall disk area; that helps the machine feel lighter
on the sticks
The single-stack frame is simple and strong. Three
metal-bearing blocks support the main shaft, which
means that there’s less of a chance of this aircraft
twisting. The frame sides are thick and are 100%
carbon fiber.
Balance of the Mini Titan is still a clear focus.
Thunder Tiger mounted the motor and battery on
center with the tailboom to achieve a smooth rotation
on the roll axis with less pitch-mixing required.
As the other Mini Titan versions have been, V2 is
offered as a full kit. But at least the bearings are
seated in the housing blocks.
The instruction manual is clear and easy to follow.
Three well-organized boxes inside the packaging
separate the numbered parts bags from longer
components such as the tailboom and delicate parts
such as the gorgeous factory-painted fiberglass
canopy.
Each step indicates the parts bag required, so the
step is complete when you’re out of parts—simple,
right? Maybe not.
Several of the pieces can be installed two ways: the
right way and the wrong way. Double-check your
assembly against the drawings each time you attach a
part, and you’ll avoid any headache.
On the subject of avoiding head trauma, not listed
in the manifest are two plastic “widgets” that don’t
look like they go anywhere on the machine. One is a
time-saving tool called a “linkage gauge.”
When the ball links are threaded onto a pushrod,
they can be tested for the correct length by fitting it
to the gauge. This avoids the guesswork required
with a hard-to-read metric ruler and is an excellent
supplement for people such as I who don’t have a
dial caliper.
The other cool tool is a swashplate leveler; it is
simply a plastic disk that fits flat between the
swashplate and top bearing block. If the swashplate
alignment is off, the leveler will clearly show the
fault.
Because these tools were included, my Mini Titan
V2 hovered perfectly directly off of the bench.
For the Futaba S3156 metal-gear digital
miniservos (and almost any other digital
unit in the same class that I could find) to
fit, 1mm shims were required under the
mounting tabs. They allowed the servo
arms to properly clear the main frame.
Other than shimming the servos,
cutting away the carbon frame is the only
option I don’t recommend. That would
weaken the frame where crash support is
needed most. [Editor’s note: This has been
corrected on all new E325 V2s. They now
will include new side frames that allow for
a broader selection of servos to fit.]
The direct-link arrangement of the
servos offered good support of the eCCPM
swashplate. And in this case, Thunder
Tiger carefully arranged the servos the
way I like them, following the rule of 90
exactly. Be sure to use the thicker servo
arms provided with microservos because
they’ll prevent unwanted flexing.
Solid command of the tail rotor is
everything to me, so my choice of gyro
was the Futaba GY520 that came with the
special mini Futaba S9257 tail-rotor servo.
This combination is so quick that it almost
predicts my needs. I mounted the servo on
the left side—opposite from the
instructions—to better protect it during a
crash.
I used the red thread-lock compound
supplied with the kit. However, I can’t
recommend it because some of the
hardware is too soft to be removable when
used with an aggressive-holding
compound. Specifically, the countersunk
JIS (Japanese Industrial Standard) screws
can easily strip. Stick with the blue
threadlock or use only the tiniest trace of
the supplied compound.
The socket-head cap and button-head
screws seem to be made from harder
material. When threading steel hardware
into aluminum, always be mindful of the
fact that steel is harder than aluminum and
the threads can easily be damaged.
The supplied ball links fit accurately
and required no sizing. However, you
should pick up a spare pack for
maintenance because the links are smaller
than the typical 4.0mm type; 3.8mm is
their actual inside diameter.
On the topic of fit, consider an
extremely thin shim for the 3mm tail-rotor
output shaft between the support bearings.
Dad jumped in and found the right shim
for me in the spare-parts box. Eliminating
that play will improve gyro compensation
efficiency.
With my Futaba 10C FASST radio and
R6106HFC FASST receiver, I get full
range control and an almost instinctive 2.4
GHz radio link. The 10C is even fast to
program, thanks to its simple menu system
and rotating command dial.
Nearly the only odd thing I noticed
during setup was that a positive pitch
command pulled the swashplate down
instead of up, as on all other eCCPM
machines.
The maximum blade pitch was set to 13°
to provide agility for aerobatics, but I can go
to 15° later and be truly wild if I want to.
The 10C doesn’t have an “e-ring” program,
so be aware that input in the far corners of
the control sticks could overload the
mechanics.
A high collective-pitch-range setup
requires a high-power system that might
be too much for the supplied 3,500 kV
outrunner to obtain. Its current 3,000 rpm
head speed is good for sport 3-D but not
unlimited, as hungry helicopter jammers
demand. Thunder Tiger does make a 3,700
kV motor that can kick up the power a
notch.
Flying: Since the first liftoff, the Mini Titan
V2 has been smooth and solid. The included
325mm carbon-fiber blades tracked in
perfectly and needed only a smidgen of tape
to balance the same.
The oversized canopy offers much more
helicopter to see while flying. Not only do
the solid mechanics offer a “big helicopter”
control feel, but the model looks almost
twice the size of the average 450-class
machine.
I’ve set the three flight modes so that
normal has smooth throttle and efficient
power for extending battery life for
practice with hover orientations. The lower
head speed also simulates how a larger
helicopter will feel—not as sensitive but
smooth. The two idle-up modes have
progressively higher straight throttle
curves and corner-to-corner pitch curves.
Mode two at 70% power offers good
power for sport (forward flight) aerobatics.
The Thunder Tiger ESC governor program
seems to do a good job of maintaining
constant head speed. Mode three is set to
100% throttle, which helps add “pop” to
the cyclic and collective input.
Right now my mechanical settings are
modest, so the control feel is extremely
smooth and not “smackdown” aggressive.
I’m learning inverted and backward flight.
Once those flight attitudes are more
instinctive, I’ll move the links on the Bell-
Hiller mixer inward for more control
authority. But I’ll also probably want to set
one of the three rates to have more
exponential until I’m used to the new
sensitivity level.
The Futaba GY520 has to be the easiest
gyro on the planet to set up. Maybe it’s the
matched components that made the
difference; but with the normal and
heading-lock settings at 50%, I’m totally
content and the tail shows no sign of
bounce or blowing out.
Expect a normal flight of hovering
around the sky to deliver approximately
six minutes from a good 2200 mAh 25C
Li-Poly battery such as the ElectriFly 3S
pack that I tested during this project. The
chemistry of this T-Rex pack is designed
specifically for the demands of 450-class
“blade slapping” and is required if the full
potential of the Mini Titan V2 is to be
experienced. Good batteries are well worth
the investment.
An investment in Thunder Tiger is a good
one—especially now that a leading
distributor such as Great Planes is backing
the dealerships with good product and
parts support.
Expect the first average crash repair to
cost $70-$90, including new carbon-fiber
blades. But the second crash won’t cost as
much because replacement parts are sold
in bundles of two or three. That’s
economical compared to flying a larger
50-class (600mm blade) machine. MA
Jacob Ramsey
[email protected]
Manufacturer/Distributor:
Thunder Tiger/Great Planes Model
Distributors
Box 9021
Champaign IL 61826
(217) 398-8970
www.ttamerica.com
Sources:
Futaba
(217) 398-8970
www.futaba-rc.com
ElectriFly
(217) 398-8970
www.electrifly.com

MY FIRST HELICOPTER was an inexpensive
receiver-ready model from Heli-Max called the “Axe
400.” My dad and I set up the machine exactly as
directed using a simple six-channel radio, and I was
quickly learning intermediate skills with a collectivepitch
helicopter.
It wasn’t long before flipping the model around
became a regular practice; as a result, the plastic
frame and mechanics started wearing out. It was time
for an upgrade.
Looking to Great Planes Model Distributors again,
for my next machine, I learned that the company had
started carrying the full line of products from Thunder
Tiger. And that company had recently announced the
availability of a revised Mini Titan E325.
Version 2 has everything top-notch from the Pro
edition of the original Mini Titan. And then Thunder
Tiger added popular refinements that class the
machine alongside popular designs that cost a fair
amount more.
The first Mini Titan E325 was an innovative
approach to the versatility that small electric power
systems offered. It featured hard-core eCCPM
mechanics and a low-CG approach to fulfill hungry
3-D pilots’ needs. A number of optional packages
were available for that model, including gorgeous allmetal
mechanics in either a silver or red anodized
color and even a stunning line of scale fuselage kits.
Today’s 450 motors are more powerful than ever.
And Thunder Tiger looked hard at the Mini Titan.
With refreshed, brilliant all-metal mechanics mated to
a larger carbon/composite frame and oversized
canopy, the helicopter was reborn. Now that Great
Planes is the exclusive distributor of Thunder Tiger
products, the V2 is available and attractively priced.
A number of features put the Mini Titan head and
tail-rotor design in the “brilliant” category. To start
with, the finish of the metal parts is striking and
smooth.
Setup of these mechanics can be “tuned” to suit the
flier’s needs by selecting the ball-link connection
locations on the Bell-Hiller mixer. If a new pilot
wants an easy-to-fly helicopter, the linkages snap into
one set of holes. (All of this is clearly written in the
manual.) And linkage points can be customized again
for two other levels of aggressive output.
The V2 head block and blade grips are massive.
Even on the tail rotor, the hub and grips look robust.
Three bearings in each main grip make the system
smooth and rigid.
The other thing I like about these parts is that their
dimensions extend the blades outward, increasing the
overall disk area; that helps the machine feel lighter
on the sticks
The single-stack frame is simple and strong. Three
metal-bearing blocks support the main shaft, which
means that there’s less of a chance of this aircraft
twisting. The frame sides are thick and are 100%
carbon fiber.
Balance of the Mini Titan is still a clear focus.
Thunder Tiger mounted the motor and battery on
center with the tailboom to achieve a smooth rotation
on the roll axis with less pitch-mixing required.
As the other Mini Titan versions have been, V2 is
offered as a full kit. But at least the bearings are
seated in the housing blocks.
The instruction manual is clear and easy to follow.
Three well-organized boxes inside the packaging
separate the numbered parts bags from longer
components such as the tailboom and delicate parts
such as the gorgeous factory-painted fiberglass
canopy.
Each step indicates the parts bag required, so the
step is complete when you’re out of parts—simple,
right? Maybe not.
Several of the pieces can be installed two ways: the
right way and the wrong way. Double-check your
assembly against the drawings each time you attach a
part, and you’ll avoid any headache.
On the subject of avoiding head trauma, not listed
in the manifest are two plastic “widgets” that don’t
look like they go anywhere on the machine. One is a
time-saving tool called a “linkage gauge.”
When the ball links are threaded onto a pushrod,
they can be tested for the correct length by fitting it
to the gauge. This avoids the guesswork required
with a hard-to-read metric ruler and is an excellent
supplement for people such as I who don’t have a
dial caliper.
The other cool tool is a swashplate leveler; it is
simply a plastic disk that fits flat between the
swashplate and top bearing block. If the swashplate
alignment is off, the leveler will clearly show the
fault.
Because these tools were included, my Mini Titan
V2 hovered perfectly directly off of the bench.
For the Futaba S3156 metal-gear digital
miniservos (and almost any other digital
unit in the same class that I could find) to
fit, 1mm shims were required under the
mounting tabs. They allowed the servo
arms to properly clear the main frame.
Other than shimming the servos,
cutting away the carbon frame is the only
option I don’t recommend. That would
weaken the frame where crash support is
needed most. [Editor’s note: This has been
corrected on all new E325 V2s. They now
will include new side frames that allow for
a broader selection of servos to fit.]
The direct-link arrangement of the
servos offered good support of the eCCPM
swashplate. And in this case, Thunder
Tiger carefully arranged the servos the
way I like them, following the rule of 90
exactly. Be sure to use the thicker servo
arms provided with microservos because
they’ll prevent unwanted flexing.
Solid command of the tail rotor is
everything to me, so my choice of gyro
was the Futaba GY520 that came with the
special mini Futaba S9257 tail-rotor servo.
This combination is so quick that it almost
predicts my needs. I mounted the servo on
the left side—opposite from the
instructions—to better protect it during a
crash.
I used the red thread-lock compound
supplied with the kit. However, I can’t
recommend it because some of the
hardware is too soft to be removable when
used with an aggressive-holding
compound. Specifically, the countersunk
JIS (Japanese Industrial Standard) screws
can easily strip. Stick with the blue
threadlock or use only the tiniest trace of
the supplied compound.
The socket-head cap and button-head
screws seem to be made from harder
material. When threading steel hardware
into aluminum, always be mindful of the
fact that steel is harder than aluminum and
the threads can easily be damaged.
The supplied ball links fit accurately
and required no sizing. However, you
should pick up a spare pack for
maintenance because the links are smaller
than the typical 4.0mm type; 3.8mm is
their actual inside diameter.
On the topic of fit, consider an
extremely thin shim for the 3mm tail-rotor
output shaft between the support bearings.
Dad jumped in and found the right shim
for me in the spare-parts box. Eliminating
that play will improve gyro compensation
efficiency.
With my Futaba 10C FASST radio and
R6106HFC FASST receiver, I get full
range control and an almost instinctive 2.4
GHz radio link. The 10C is even fast to
program, thanks to its simple menu system
and rotating command dial.
Nearly the only odd thing I noticed
during setup was that a positive pitch
command pulled the swashplate down
instead of up, as on all other eCCPM
machines.
The maximum blade pitch was set to 13°
to provide agility for aerobatics, but I can go
to 15° later and be truly wild if I want to.
The 10C doesn’t have an “e-ring” program,
so be aware that input in the far corners of
the control sticks could overload the
mechanics.
A high collective-pitch-range setup
requires a high-power system that might
be too much for the supplied 3,500 kV
outrunner to obtain. Its current 3,000 rpm
head speed is good for sport 3-D but not
unlimited, as hungry helicopter jammers
demand. Thunder Tiger does make a 3,700
kV motor that can kick up the power a
notch.
Flying: Since the first liftoff, the Mini Titan
V2 has been smooth and solid. The included
325mm carbon-fiber blades tracked in
perfectly and needed only a smidgen of tape
to balance the same.
The oversized canopy offers much more
helicopter to see while flying. Not only do
the solid mechanics offer a “big helicopter”
control feel, but the model looks almost
twice the size of the average 450-class
machine.
I’ve set the three flight modes so that
normal has smooth throttle and efficient
power for extending battery life for
practice with hover orientations. The lower
head speed also simulates how a larger
helicopter will feel—not as sensitive but
smooth. The two idle-up modes have
progressively higher straight throttle
curves and corner-to-corner pitch curves.
Mode two at 70% power offers good
power for sport (forward flight) aerobatics.
The Thunder Tiger ESC governor program
seems to do a good job of maintaining
constant head speed. Mode three is set to
100% throttle, which helps add “pop” to
the cyclic and collective input.
Right now my mechanical settings are
modest, so the control feel is extremely
smooth and not “smackdown” aggressive.
I’m learning inverted and backward flight.
Once those flight attitudes are more
instinctive, I’ll move the links on the Bell-
Hiller mixer inward for more control
authority. But I’ll also probably want to set
one of the three rates to have more
exponential until I’m used to the new
sensitivity level.
The Futaba GY520 has to be the easiest
gyro on the planet to set up. Maybe it’s the
matched components that made the
difference; but with the normal and
heading-lock settings at 50%, I’m totally
content and the tail shows no sign of
bounce or blowing out.
Expect a normal flight of hovering
around the sky to deliver approximately
six minutes from a good 2200 mAh 25C
Li-Poly battery such as the ElectriFly 3S
pack that I tested during this project. The
chemistry of this T-Rex pack is designed
specifically for the demands of 450-class
“blade slapping” and is required if the full
potential of the Mini Titan V2 is to be
experienced. Good batteries are well worth
the investment.
An investment in Thunder Tiger is a good
one—especially now that a leading
distributor such as Great Planes is backing
the dealerships with good product and
parts support.
Expect the first average crash repair to
cost $70-$90, including new carbon-fiber
blades. But the second crash won’t cost as
much because replacement parts are sold
in bundles of two or three. That’s
economical compared to flying a larger
50-class (600mm blade) machine. MA
Jacob Ramsey
[email protected]
Manufacturer/Distributor:
Thunder Tiger/Great Planes Model
Distributors
Box 9021
Champaign IL 61826
(217) 398-8970
www.ttamerica.com
Sources:
Futaba
(217) 398-8970
www.futaba-rc.com
ElectriFly
(217) 398-8970
www.electrifly.com