WRK

My Feedback: (2)

Now that the 116 is out and debugged I am wondering what the differences are between the two engines ..... read block? reads? carburetor? Ignition?

In other words, what do you change to turn a 115 into a 116?

thanks........

RTK

My Feedback: (1)

The 115 and 116 are identical EXCEPT for the reed block assembly and carb. The first owner went with the name cc designation of 115 even though it is over 116cc's. That is if my calculations from a few years ago are correct.

bhall01

My Feedback: (4)

Different ignition too - the original BME 115 came with a Falkon igntion, I believe a CH ignition was optional. The "new" BME 116 comes with an RCExcel ignition.

I sent my BME 115 in for the 'upgrade' to the latest & greatest BME 116 - new reed housing (aluminum & 'stuffed'); new carb - WGA7 on mine, although I hear they also may use the WGA9, apparently no much diifference; and a new ignition (RCExcel).

Night & day difference in performance - hand starts easily (had to use a starter most of the time before), runs great, transitions great, no mid-range issues, no loading up when inverted at lower throttle settings, crazy top-end power..... NOW it's a great engine! Was pretty much ready to use it as a doorstop before!


Barry

RTK

My Feedback: (1)

Good point, forgot to mention the ignition changes.

It sure is a nice, light, powerful good running engine now.

altavillan

My Feedback: (1)

SSSSSSSSSSSSssHHHHHHHHHHHHHHHH!!!

RTK

My Feedback: (1)

Altivillan,-You just want to be able to pick some up on the cheap

LanceLKs

The crankshaft is also changed. The 116 has an improved designed with different counterweights.

Tired Old Man

My Feedback: (1)

Much better crank. The new one has the rod phasing correct. WGA-9 carb is now standard. The WGA-7 is no longer in production.

altavillan

My Feedback: (1)

No. I just like having the only 115's at the field. Got a chance to fly formation with the 106 at the field for a bit. Twice the vertical speed his had and straight and level I was near 1/2 throttle and leaving him in the dust.

I think things should remain just the way they are.

branwell

I think there are some changes to the front of the crankcase as well.

Here is a pic of the current 116. If you look at where the nose joins the crankcase, you can see its drilled out. On the earlier motors, it was completely machined out. My guess is it flexes less now.

Branwell

LanceLKs

There were a couple of different front snouts on the case. One was actually two pieces. I believe that was the solid one with no holes.

WRK

My Feedback: (2)

The new one has the rod phasing correct ?? Translation please.

Tired Old Man

My Feedback: (1)

Some of the first virsions (Keith Baker made) had rod phasing out of sync. Meaning that both pistons did not attain TDC at the same time. The new cranks (BME Tom made) corrected that issue.

The case is also slightly thicker than it was initially. Much better for strength, heat soaking, and longevity.

Albatross

My Feedback: (7)

By the way, now that BME 116 has been debugged, has anyone tried this engine at high altitudes yet? Saying @ 5900 + ft

Tired Old Man

My Feedback: (1)

High altitudes start at 12,000'. Anythig below that is normal operating ranges. In any case, the 116 works just like any other normally aspirated, "sea level" engine. The higher the altitude the less power available. With the 116 you have a lot more power to start with so you end up with more over other 100cc class engines at the same increased altitudes.

Albatross

My Feedback: (7)

Should I use high Octane Gas (>90) on BME116?

LanceLKs

Why not use what the manufacturer says.

RTK

My Feedback: (1)

I would use high octane or avgas if available.

Rebel Flyr

My Feedback: (30)

I was told by a chainsaw technician of 40 years that our 2 stroke engines can not benefit from the high octane fuels like cam 2 and avgas. He said something about the flash point of the high octane can not be reached in such a small combustion chamber of our little 2 stroke engines and that is was just a waste of money. He told me if I need more power I need to get a bigger engine.

LanceLKs

Ask your chainsaw technician how you keep detonation from destroying the engine. Is he gonna buy you more pistons, cylinders or ultimately a new airplane?

RTK

My Feedback: (1)

Most two strokes are low compression so high octane is not of much use. With some of the higher compression 2 strokes it can be and is beneficial. The one thing I can guarantee is, if you are lean and or running hot, the higher octane will keep detonation from happening and that can save your engine. Believe it or not some of these little two strokes are 11.5:1
Put a pipe on a two stroke, run low octane in hot weather a little lean pushing it hard and wait for the detonation, even the low compression ones.

Steve

My Feedback: (54)

Hey RTK,
Are you still running a couple BME engines? I've been thinking about a 116.

RTK

My Feedback: (1)

Yep, I still have one of the first two of the 110 and 116. The 110 has to be about 10 years old now. There are many good engines on the market now, BME being one of the good one

Steve

My Feedback: (54)

I still run the .90, 58, and 105. I sold my 110 and have been kicking myself every since. [&o]