Product FAQ

Yes. Most of our motors can also be used as generators or starters in combustion engine–powered systems. Please contact us before purchasing to confirm compatibility with your specific application.

For example, if your quadcopter has a total weight of 2 kg, the required thrust per motor would be calculated as 2 kg ÷ 4 = 0.5 kg. In this case, you should select a motor that can produce 0.5 kg of thrust while operating within the 40%–70% throttle range. We recommend using a calculation tool to select the appropriate motor and estimate flight time.

Generally speaking, brushed motors are used in the smallest drones, while larger drones and UAVs use brushless motors, as they can carry the extra weight of additional electronics. Brushless drone motors also require an electronic speed controller (ESC) to operate.

A-series motors are designed for fixed-wing applications, similar to airplanes. For this type of motor usage, a higher KV value is suitable for higher-pitch propellers. V-series motors are designed for vertical up-and-down motor usage, and a lower KV value is suitable for lower-pitch propellers.

Yes, of course you can. It is also highly suitable.

Our motors are typically available in two versions:

EEE (Enthusiasts Extreme Edition): Designed for extreme weight reduction while maintaining the highest possible performance.

IPE (Industry Professional Edition): Designed for higher levels of waterproofing and protection for more demanding environments.

If you are still unsure which motor to choose, don’t worry. We conduct professional benchmark testing in our factory. For each motor, benchmark data is provided for various drone types such as quadcopters, hexacopters, octocopters, and X8 configurations. This data includes recommended ESCs and propellers, as well as thrust, current, output power, input power, throttle position, and efficiency. You can use this benchmark information as a guide when selecting the motor, ESC, and propeller.

Yes. All of our BLHeli-32 ESCs support bidirectional operation. Please enable bidirectional DShot, and it will work.

First, connect the motor and set the throttle to 100%, then power on the ESC. The ESC will beep twice.

Next, reduce the throttle to 0%, and the ESC will beep once.

After completing these two steps, throttle calibration is successful.

The following ESCs use the same throttle calibration method:

• AMPX 40A (5–14S)
• AMPX 60A (5–14S)
• AMPX 80A (5–14S)
• AMPX 120A (5–14S)
• AMPX 200A (5–14S)
• AMPX 200A (12–24S)

You can use a multimeter to measure the signal voltage. If the voltage is 3.3V, the ESC is operating normally. If the voltage is below 3.3V, it indicates that the ESC has an error.

The RPM signal is read using an oscilloscope. The RPM signal is a pulse signal, where each electrical speed corresponds to one pulse. For example, if a motor has 12 poles, each motor revolution will generate 12 pulse signals.

To implement RS485 communication between the ESC and the flight controller, the hardware must be prepared first. The flight controller (FC) must include an RS485 transceiver circuit and connect to the ESCs via an RS485 bus. The FC acts as the host, and the ESCs act as devices. All ESCs share the same RS485 bus. The FC’s PWM output is used as the throttle signal as usual. The PWM output is also used to configure the ESC address ID before communication when more than two ESCs are connected to the same RS485 bus.

At present, we have not reached a communication agreement with any flight controller supplier, so this function is not available. We welcome flight controller developers to provide a communication protocol so that RS-485 communication functionality can be implemented in the future.

All of our AMPX ESCs require throttle range calibration when you use a new brushless ESC with a different transmitter.

The following ESCs are not programmable:

• AMPX 30A (2–6S)
• AMPX 40A Pro (2–6S) (only DEO on/off can be set)
• AMPX Xrotor Pro 60A (2–6S)
• AMPX 60A (5–14S)
• AMPX 80A (5–14S)
• AMPX 120A (5–14S)
• AMPX 200A (5–14S)
• AMPX 200A (12–24S)
• AMPX 280A (12–24S)

The AMPX 280A (12–24S) ESC has a fixed timing angle set to 15°.

All other listed ESCs automatically adjust timing to suit most applications.

The MAD 100A BLHeli-32 does not support governor (helicopter governor mode). Only the first generation of BLHeli, developed several years ago, supported helicopter governor functionality. BLHeli-32 is designed exclusively for multirotor applications.

When the drone brakes, the ESC generates large braking peak pulse noise from the motor. This noise needs to be suppressed by using a relatively large electrolytic capacitor connected in parallel at the power supply input.

Our square-wave ESC has two protocol versions: DroneCAN and CyphalCAN. When purchasing, please select the ESC version based on the protocol supported by your flight controller. The DroneCAN version of the ESC is compatible with ArduPilot.

Dshot telemetry and CAN telemetry have their own characteristics in the field of drones and robots. Here is how they compare:

1. Protocol
   • Dshot telemetry: Based on digital signal transmission, designed for UAV electric modulation, supports two-way communication.
   • CAN telemetry: Based on CAN bus, suitable for a variety of industrial applications, supporting multi-node communication.
2. Communication Speed
   • Dshot telemetry: Fast and suitable for real-time scenarios such as flight control.
   • CAN telemetry: Slower, but stability and anti-interference are strong, suitable for complex environments.
3. Topology
   • Dshot telemetry: Point-to-point or star topology, mainly used between electrical and flight control.
   • CAN telemetry: Multi-node bus topology, suitable for communication between multiple devices.
4. Data Capacity
   • Dshot telemetry: Smaller data capacity, mainly for power status and simple telemetry data.
   • CAN telemetry: Larger data capacity, supports complex frames, suitable for more information.
5. Anti-Interference Technology
   • Dshot telemetry: Moderate anti-interference, best when the EM environment is good.
   • CAN telemetry: Strong anti-interference, suitable for industrial and complex environments.
6. Application Scenarios
   • Dshot telemetry: Mainly used in UAVs, especially where high-speed response is needed.
   • CAN telemetry: Widely used in automotive/industrial automation where reliability and multi-node comms matter.
7. Complexity & Cost
   • Dshot telemetry: Easier to implement, lower cost, suitable for consumer drones.
   • CAN telemetry: More complex and expensive, suited for high-reliability applications.
8. Summary

   Dshot is great for high-speed real-time communication; CAN is better for robust, reliable communication in complex systems. The right choice depends on your application requirements.

In BLDC motor control, square-wave drive methods (such as six-step commutation) are more likely to lose synchronization under high-current conditions. This is mainly due to dynamic current response limitations, nonlinear magnetic fields, and commutation delay.

The root cause of this out-of-step behavior is that square-wave commutation is discrete, while the motor’s motion is continuous. Under high current, insufficient dynamic response is amplified, increasing the likelihood of synchronization loss.

A fundamental solution requires balancing current response speed and commutation accuracy, or using more advanced continuous control methods such as FOC (Field-Oriented Control).

We need physical motor and propeller data sent to us.

Yes. Our domestic customers have evaluated and concluded that our high-power FOC ESCs perform better than the brands mentioned. The main advantages are response speed and stability.

Our Sinesic series uses SiC MOSFETs, which have approximately one-third the power loss of IGBTs. With the same output power, this allows our electronic control units to reduce weight by about 50%.

We need to know the following parameters: core diameter, core height, the cross-sectional area of the coil winding (used to calculate ESC saturation current), number of coil turns, winding connection method, number of slots per pole, actual KV value, maximum battery voltage, wire diameter, AB coil inductance (μH), AC inductance, BC coil inductance, and the firmware version being used.

The firmware must also be tested on a physical motor using step tests and frequency sweep tests to observe waveforms. If everything is normal, we then test temperature at the rated operating point.

If any issues are found, the firmware must be modified and adjusted.