Dle 120
03-31-2014, 10:32 AM
#1
Dle 120
So I just got myself a new DLE 120 in the rcu market place. Looks great, but has some crazy two piece muffler setup. Outlet pipes are made of I guess Teflon tubing held on the short metal muffler pipes with clamps, similar to what you would see on a canister setup. Anyone in the know have an idea why they went with this setup?
03-31-2014, 10:41 AM
#2
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Not exactly sure why they went to that setup but they did the same thing with a number of their other mufflers. On the 55RA and the 35RA, they were having problems with the mufflers coming apart and I wondered if they went with the plastic tubes on those engines to reduce the extra weight and mass hanging out there from the muffler can. This would also reduce damage to the muffler if you get the nose and the pipes in the ground. Maybe they just made the change to make it easier to get the cowl on and off ..... don't know for sure. I kinda like the plastic tubes on the 35RA.
04-01-2014, 05:02 PM
#4
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Join Date: Dec 2003
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I too, just got this engine.....if I may ask; are your mufflers hand welded around the mounting flange? ......mine are......looks really good! ......so far I'm impressed......angled plugs, right cyl. forward, angled front mufflers......can't wait to fly this baby....(it will be awhile....Michigan ya/know 
) ......
) ......
10-18-2014, 06:42 PM
#10
My Feedback: (202)
You and I have had 1 on 1 discussions in the speed forums and others in the past and generally you and I think the same and as with your reply to my comment on this topic I also agree. My post about the staggering gap in thrust claims between the DLE and Brison stood out like a sore thumb to me and it is true...you can put anything on paper but there is a big difference between truth and fiction. I have owned several DLE engines and am happy with all of them.
I currently am running 2 DLE 61's in 50cc class planes and am very happy with them. I am stepping up to true giant scale with a Bob Dively full build of the Super Stearman at 98" wingspan and possibly 30+ all up weight and don't want to be caught with my pants down trying to fly a model of this size underpowered.
Right now the older Brison 6.4 looks appealing. I have no concerns about an outdated engine since I still believe in the old stuff but find the pricing of the new stuff appealing. I lived in the day when you could build a 425 HP small block Chevy for under $1000 which is unheard of now days.
10-18-2014, 07:02 PM
#11
Very true, the Brison is lacking nothing in power and reliability over the more modern engines. In your case with a Stearman build the older, heavier Brison would be a better choice due to the shorter nose. The Brisons were built to last forever. Newer is not always better, my current gasser is powered with a first run DA 150. This engine is 13 years old and just rips the crap,out of a Bolly CF 30x12. Some guys in my club are starting to make comments about my prop noise. Going to have to open the wallet and order up,a Falcon 30x13. Most guys would turn their nose at my old heavy 150 but for my particular airplane its a perfect match.
I can't say I remember a 1,000.00 small block. I was always a Pontiac guy when I was in my Muscle car phase. The car that got built the most was a 1976 Trans Am that ended up with a 400 block bored out to take 455 pistons and 455 ram air heads. I never got around to swapping out the 2.70 rear end but the car still ran consistent 14.3 quarter mile runs while not getting into 3rd gear. When I raced auto cross with the car the tracks were usually tight enough for me to only use first gear.
I can't say I remember a 1,000.00 small block. I was always a Pontiac guy when I was in my Muscle car phase. The car that got built the most was a 1976 Trans Am that ended up with a 400 block bored out to take 455 pistons and 455 ram air heads. I never got around to swapping out the 2.70 rear end but the car still ran consistent 14.3 quarter mile runs while not getting into 3rd gear. When I raced auto cross with the car the tracks were usually tight enough for me to only use first gear.
Last edited by speedracerntrixie; 10-18-2014 at 07:11 PM.
10-18-2014, 07:42 PM
#12
My Feedback: (202)
Thanks for the words of assurance Speedracer.
Autocross??? Autocross taught me to make tight turns with the gas pedal and not the steering wheel!
I think I will go with the Brison 6.4!
My first 63 Corvette cost me $1600 with a "fuelie" on top. My latest Vette cost me $36k but a much better driving machine.
I still have the 63 Fuelie! They are both worth the same.
We called the Trans Am the "Disco Racecar" A friend of mine still road races his 78 TA 455 and I must say it is fat. Too much pedal and too much steering and next thing you know you are driving by looking over your right shoulder looking out the rear window! He also has a 68 Firebird with a 400 small block running the 1/4 in 10 flat. Haulin' *****
My 06 Vette is a sleeper. Bought it cheap with a blown LS2 and dropped in a 427 Z06. Runs the 1/4 in 11.38 with mods.
I know a good engine when I see it. The Brison looks like my choice on the Stearman. I just made an offer on FG
Autocross??? Autocross taught me to make tight turns with the gas pedal and not the steering wheel!
I think I will go with the Brison 6.4!
My first 63 Corvette cost me $1600 with a "fuelie" on top. My latest Vette cost me $36k but a much better driving machine.
I still have the 63 Fuelie! They are both worth the same.
We called the Trans Am the "Disco Racecar" A friend of mine still road races his 78 TA 455 and I must say it is fat. Too much pedal and too much steering and next thing you know you are driving by looking over your right shoulder looking out the rear window! He also has a 68 Firebird with a 400 small block running the 1/4 in 10 flat. Haulin' *****
My 06 Vette is a sleeper. Bought it cheap with a blown LS2 and dropped in a 427 Z06. Runs the 1/4 in 11.38 with mods.
I know a good engine when I see it. The Brison looks like my choice on the Stearman. I just made an offer on FG
Last edited by Speedy-Gonzales; 10-18-2014 at 08:00 PM.
10-19-2014, 06:46 AM
#13
Ahh yes the tail happy TA. Mine had a few suspension mods, front springs were out of a 1.5 ton pickup and had 2 coils removed. The rear had an additional leaf. Car was lowered 3 inches, KYB shocks, 1 1/4" rear sway bar in the rear and dual 1 1/4" sway bar up front, sub frame connectors and all shock, sway bar bushings were machined by me out of Delrin. I was running the '87 GTA wheels with the Corvette Gatorbacks 275x50 x16. The car needed those Recaro seats to keep my butt in the car. LOL. Airplanes are so much less money to play with.
Last edited by speedracerntrixie; 10-19-2014 at 06:48 AM.
10-19-2014, 08:49 AM
#14
My Feedback: (202)
I agree!.....RC is much easier and less painful on the wallet.
Nice to be talking to someone that knows what Delrin is!
I will most likely convert the Brison to CM6 plugs and will try the stock ignition. Have not heard back from the seller yet.
Nice to be talking to someone that knows what Delrin is!
I will most likely convert the Brison to CM6 plugs and will try the stock ignition. Have not heard back from the seller yet.
Last edited by Speedy-Gonzales; 10-19-2014 at 09:14 AM.
10-19-2014, 09:24 AM
#16
My Feedback: (19)
My choice would be the 120 over the old Brison 6.4. Main reason ... torque! The 120 will be happier turning a larger diameter prop than the Brison and I would think that would be good for something like that big Stearman.
You guys talking about cars really gets me going. Most of my play years were in the late 60's and early 70's. Owned (4) Corvettes in those years and would gladly take any one of them back today. They were in order a '58 with both tops, '67, 435 couple with side pipes and 65/66 knock off wheels, '68 L88 and a '66 365 coupe. The L88 was of course the fastest but was a miserable car to drive on the street. It would be by far the most valuable one these days with the 67 435 not far behind. We had horrible tires in those days which made any kind of speed out of the question if you valued your life at all. You pretty much had to limit your speed excursions to 1/4 mile blasts. Most fun engine was a 270 / 283 in the 58. Of course all these cars were massaged in one way or another with most having several engine swaps over the years.
Sadly like with ARF airplanes these days, today you can just go out and buy the performance you want and usually in something you can use for a daily driver with a comfortable ride.
You guys talking about cars really gets me going. Most of my play years were in the late 60's and early 70's. Owned (4) Corvettes in those years and would gladly take any one of them back today. They were in order a '58 with both tops, '67, 435 couple with side pipes and 65/66 knock off wheels, '68 L88 and a '66 365 coupe. The L88 was of course the fastest but was a miserable car to drive on the street. It would be by far the most valuable one these days with the 67 435 not far behind. We had horrible tires in those days which made any kind of speed out of the question if you valued your life at all. You pretty much had to limit your speed excursions to 1/4 mile blasts. Most fun engine was a 270 / 283 in the 58. Of course all these cars were massaged in one way or another with most having several engine swaps over the years.
Sadly like with ARF airplanes these days, today you can just go out and buy the performance you want and usually in something you can use for a daily driver with a comfortable ride.
10-19-2014, 10:28 AM
#17
I'm getting a bit nostalgic as well here. Being that the TA had 270 gearing a buddy and I late one nite decided to do a terminal velocity speed run. That particular Pontiac motor was good up to about 4700 rpm before running out of steam. In third gear 65 mph was around 1800 rpm with the 16 inch wheel and tire combo. At about 4200 rpm ( speedo only wet to 100mph ) we heard a loud pop. After Turing off and stopping at a gas station we started looking over the car really well. Took us a while to realize all the front winsheild chrome was gone.
Truck is correct that the Brisons did have a powerband up a bit higher then the newer engines. May be a plus though, I would just run a bit less pitch to keep the engine in the band, the crowd loves prop noise just like the full scale airplanes make. I flew a couple demos with my Extra yesterday with the loud prop and got a few comments on how cool it sounded.
Truck is correct that the Brisons did have a powerband up a bit higher then the newer engines. May be a plus though, I would just run a bit less pitch to keep the engine in the band, the crowd loves prop noise just like the full scale airplanes make. I flew a couple demos with my Extra yesterday with the loud prop and got a few comments on how cool it sounded.
10-19-2014, 12:41 PM
#18
My Feedback: (202)
Check DLE's webpage on the DLE-120.
http://www.dle-engines.com/dleg0120.html
They contradict themselves right on the very same page. Top of the page makes the 50 pounds static thrust statement
but scroll down the page to the "Technical Data". There it is plain as day...static thrust 20.9 lbs.
Now which is it? OR are either of these figures right?
http://www.dle-engines.com/dleg0120.html
They contradict themselves right on the very same page. Top of the page makes the 50 pounds static thrust statement
but scroll down the page to the "Technical Data". There it is plain as day...static thrust 20.9 lbs.
Now which is it? OR are either of these figures right?
Last edited by Speedy-Gonzales; 10-19-2014 at 12:46 PM.
10-19-2014, 01:06 PM
#20
My Feedback: (202)
Truckracer, Would you spend $750 just to find that out? Is there a DLE product support page in these forums to talk to a company rep for the correct answer?
I'm going to Youtube to see what might be there.
Tower is offering $100 discount on the DLE-120 till the end of the month. Consumer's market........It's all legalized gambling to me.
Whatever happened to the days when you could read a new engine review in a model magazine from an independent source ( Peter Chin.....Clarence Lee ?)
I'm going to Youtube to see what might be there.
Tower is offering $100 discount on the DLE-120 till the end of the month. Consumer's market........It's all legalized gambling to me.
Whatever happened to the days when you could read a new engine review in a model magazine from an independent source ( Peter Chin.....Clarence Lee ?)
10-19-2014, 03:57 PM
#21
My Feedback: (19)
Well we know the DLE has performance comparable to other 120 class engines, within a few hundred RPM one way or the other. They all turn pretty much the same props, etc. You could probably use thrust measurements from most any 120 and be in the ball park.
Frankly I've not read many thrust measurements from any mfgr. Most are published in threads such as this and for the most part are meaningless as prop selection can change the results considerably.
Frankly I've not read many thrust measurements from any mfgr. Most are published in threads such as this and for the most part are meaningless as prop selection can change the results considerably.