Freewing f 22 raptor v2-90mm edf jet unboxing assembly flight demo review article.

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Freewing f 22 raptor v2-90mm edf jet unboxing assembly review Flight demo unboxing assembly flight Demo

Review Time: 2026,Apri,10

Address: Dongguan. city, China

Review RCman: Li zhaoqin,sales manager of Freewing Model Co.,Ltd,China

Hello everyone：
i am a hobby funs for Rc airplane ,16 years. l like to Fly,Fly my dream,fly my world. very high in the sky, to touch the Sky.
now Freewing f 22 raptor v2-90mm edf jet unboxing assembly review Flight demo Review for you step by step.

unboxing at first

Today, it is a happy day, we have got my Freewing f 22 raptor v2-90mm edf jet unboxing assembly review Flight demo. In short, it is very nice jet,it is made in China freewing last month(2026-March 10th)! we have sold 50 units at 2026-april,it is very popular in USA and European

what is size of package box of it ?

it is 123.8cm X 45cmX 30.5cm

what is weight of package box it ?

it is 6.5(KG)

p>the Freewing F22 Raptor V2 90mm EDF does not feel like a completely new airplane, but it does feel like a more practical and better-resolved version of a platform that was already easy to like. The biggest difference is not that it suddenly became a different jet in the air. The biggest difference is that the V2 package makes the airplane easier to live with, easier to carry, easier to set up, and easier to build around the battery personality you actually want. For most pilots, 6S is still the cleanest and smartest starting point. If the goal is a more aggressive setup, 8S is the harder-edged route. If the goal is to reach that 8S result in a way that feels more practical from a battery standpoint, dual 4S is preferred solution.

That is the right way to look at this airplane. Not as three different models, and not as a spec-sheet argument, but as one large 90mm F22 platform with three realistic power personalities. Once that is clear, the battery choice becomes much easier, and the whole airplane starts to make more sense.

What the F22 V2 Actually Changes
The V2 package brings in the upgrades that matter most during real ownership. The official current listings show the same big-airframe basics people expect from this platform: a 1060mm wingspan, 1500mm overall length, a 90mm 12-blade EDF, a 120A ESC with reverse thrust, retracts, lights, and the V2 hardware package built around quick-release wings, reinforced structure, and updated landing gear details. The 6S version uses a 3668-1960Kv inrunner, while the 8S version moves to a 4075-1350Kv inrunner.

Freewing F22 Raptor V2 nose section cockpit and front landing gear detail on runway

The most meaningful upgrade is not the one that sounds the flashiest in a product title. It is the combination of quick-release wings, improved lighting presence, and a more ownership-friendly overall package. On a big EDF, quick-release wings are not a throwaway feature. They directly affect how often the airplane actually gets taken to the field. A jet that is easier to transport and assemble usually ends up being flown more. The upgraded lighting matters too, not because lights automatically make a jet better, but because this is exactly the kind of model where ground presence and flightline presence are part of the appeal.

That is also why this V2 works best when judged by how it feels in real use. If someone wanted a fully retooled, all-new mold with every scale detail redone from zero, that is a different conversation. What we see here is a strong-flying F22 platform that now feels more convenient, more current, and easier to match with the right LiPo path.

How the Airplane Feels in the Air
Freewing F22 Raptor V2 90mm EDF jet flying low over runway during fast pass

The best thing about this F22 is that it does not behave like a one-note speed tool. Yes, it looks right doing fast passes, and yes, a big Raptor should have presence. But the more useful conclusion is that the airplane does not need to be flown at one mood all the time. On a sensible setup, it can feel planted, composed, and surprisingly cooperative for a large EDF of this size. It is not just a “keep it screaming and hope for the best” kind of jet.

The F22 V2 point is that the airframe gives back different things depending on how you power it. A balanced 6S setup gives the model a cleaner everyday personality. A more aggressive route pushes it harder and makes the whole flight feel more urgent. The airplane can support both ideas, but they are not the same ownership experience.

This is still a jet people buy for the full package: the look on the runway, the shape in the air, the big-pass presence, the angle-of-attack attitude, and the sense that it is still manageable enough to bring back down without drama when the setup is right. That is why battery matching matters so much here.

Why 6S Still Feels Like the Best All-Around Route
The 6S version remains the easiest route to recommend with a straight face. Officially, the current 6S package is built around a single 6S 5000mAh EC5 battery requirement. That alone makes ownership cleaner. One pack. One charging rhythm. Less battery juggling. Less complexity at the field. And because the 6S version is already designed as the high-performance route, it is not a compromise setup pretending to be enough. It is enough.

This is the setup path that preserves what makes the airplane easy to like. It keeps the battery side simple without draining the big-jet character out of the model. The result feels more balanced than stripped down. That is why 6S makes so much sense for pilots who want the big F22 experience without turning every flying session into a battery-management project.

There is another reason 6S deserves more respect than people sometimes give it. This airframe already has enough visual and flight presence on 6S. It can still look fast, still feel satisfying on the climbout, and still carry the identity people want from a 90mm F22. In other words, 6S is not the “entry-level excuse” version of the experience. It is the cleanest version of the experience.

Freewing F22 Raptor V2 rotating for takeoff on runway with landing gear extended and formation lights visible

We also likes 6S here because it keeps the airplane in a more natural long-term ownership zone. If the goal is to fly often, keep the charging habits straightforward, and still enjoy a large EDF that does what an F22 should do, 6S keeps the whole project healthier.

How We Read the 6S Capacity Window
The official baseline points squarely at 5000mAh 6S, and that remains the most logical center of gravity for the recommendation. But from battery-fit perspective, this platform also makes sense as a broader 6S 5000 to 6200mAh conversation, not just a single-spec airplane. The reason is simple: this jet is large enough that the pack does not only determine runtime. It influences balance feel, pitch character, and how the model settles on approach.

That is why the cleanest recommendation is to start around 5000–5200mAh if the goal is a straightforward setup with the fewest questions. A heavier 6200mAh route can still make sense, but it is the kind of setup that deserves more attention to placement and balance rather than being treated as a casual substitute for the baseline pack. The point is not that bigger is automatically better. The point is that heavier setups should feel intentional.

From a testing mindset, that is the difference between a battery that simply fits and a battery that truly suits the airplane. The best setup on this jet is not the one with the most impressive number on paper. It is the one that makes the airplane feel the way you want it to feel.

When 8S Starts Making More Sense
The 8S route is real, and it should be taken seriously, but it should not be treated as the automatic answer just because it sounds more extreme. Officially, the current 8S package uses the same 90mm EDF layout with a different motor pairing and is positioned as the more aggressive route on the same V2 platform. The official requirement is either two 4S 5000mAh EC5 packs or one 6S 5000mAh EC5 plus one 2S 5000mAh EC5. That tells you a lot. This is not just “throw in more cells and win.” The 8S version is meant to push the airplane harder and give the pilot a sharper, stronger, more performance-led version of the same jet. That makes sense when the pilot already knows what the airplane is about and wants more urgency, more aggressive fast-pass character, and a setup with a harder push through the power band.

What 8S is not, in our view, is the default answer for every buyer. If someone is already asking whether the airplane should be kept simple or turned into a more serious performance project, that question almost answers itself. 8S is for the second type of owner, not the first.

Why Dual 4S Is Preferred 8S Battery Strategy
Freewing F22 Raptor V2 battery bay setup showing practical LiPo installation space for 6S or dual 4S configurations

If we are recommending an 8S direction on this airplane, the preferred route is dual 4S. The reason is not because the alternative is impossible. The reason is because dual 4S is easier to live with. It is easier to charge, easier to manage as a pair, easier to replace later, and easier to keep mentally organized over a season of real use. Since the official 8S setup already supports 2x 4S 5000mAh EC5, that becomes the most natural battery strategy for the 8S pilot. The 6S + 2S path is still a valid official route, but it feels more specialized. It makes sense if a pilot already has a reason to build that way. It does not feel like the cleanest recommendation for most people starting from zero. Dual 4S is simpler, clearer, and more repeatable. That matters on a model like this because the airplane is already big enough to demand a bit of planning. The battery plan should not make ownership harder than it needs to be.

That is really the heart of our battery view on the F22 V2. 6S is the clean all-around route. 8S is the more aggressive route. Dual 4S is the most practical way to build that 8S route.