Futurase

My Feedback: (10)

Da showed the new DA 85 today at the AMA show. They had a video going of Mark Leseberg wringing out a H9 Edge 540 with DA 85 on it. It is said to make more power than a Da 100. A new DA 170 is to follow!!! The long wait for the DA 75 is over. It is 85cc. No pricing yet or delivery dates.

Norman Ross Jr.

rcairflr

My Feedback: (44)

Do you have anymore information? Weight of engine, prop/rpm, what muffler were they using?

Redneck Shaun

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Too cool...... Well it will be easier to get a good deal on a used DA150 now!!!!

RickP

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How about some pics???

mrbigg

My Feedback: (21)

About time.

camss69

My Feedback: (46)

I guess this means everyone forgives them for not comming out with a 75?

Mike Bogh

My Feedback: (14)

Wait till you see the DA-170.....

Futurase

My Feedback: (10)

The video had the engine in a H9 Edge 540 flown by Leseberg. It was 24 lbs and simply swappign to a DA 100 makes it over 25 lbs. It had a 26x10 prop on it. No RPM was mentioned. The plane appeared to have rocket power out of a hover. The engine was not on display there. DA just said it WILL be for sale this spring.

Norman Ross Jr.

GoeKeli

My Feedback: (18)

This is very good news!~).

joe

ljones5000

My Feedback: (2)

Interesting...I have a DA100 and I ain't swapping for no single cylinder. To each his own.

Larry

Futurase

My Feedback: (10)

Point well made. The single will always be lighter a more power due to less friction, but it will NEVER be as smooth. I feel the same way. I think it is a engine for the new class of planes that are popular now. For a true 33-35% plane I would run nothing else but a twin. I will be a down and dirty setup for light planes like the new Comp ARF Extra 260 2.6m. A DA 85 and pipe would be pretty sweet on a plane like that. Nothing wrong with a 100cc twin. This simple gives us modelers MORE choices so the cheaper more bang for your buck guys and the smoother twin lovers can fly the same planes. What's not to like??

Norman Ross Jr.

FentonFlyer

My Feedback: (11)

I wanna know when they're gonna jump on the 25 to 30cc bandwagon. I can't believe they havn't come up with a smaller engine yet.

Tired Old Man

My Feedback: (1)

Regarding the smaller 25-30cc engines. Why should they? There already are several distribtuors of engines in this size range. One sells an original design and the others sell copies. All but one is butting heads with the others in attempts to undersell the rest of the market. The bottom line of any business is profit, and if your competitors are willing to market their wares at a minimum profit how could you expect to sell yours for more?

Far better to go where there currently is no competition and sell for whatever the market will pay. That's a much smarter direction to take.

rmh

Have you had a 33% model with both twin and single engines?
The twins typically require an in cowl muffler (?) setup and are typically loud .
They also usually require lots of cowl surgery to enable cowls to be installed..
Done a nunber of em
yes they typically run smoother at 2700 -3000rpm
The new 80's as singles are easier to fit up and with a good exhaust system out pull any of the 100's NOT fully tuned piped.
A single with a simple in fuselage muffler may be as strong as most 100's and very quiet
also much less money .
a good 80 can easily crank 6500+ rpm on 27x10 props-with a tuned system -so power is not an issue.
I don't blame DA for wanting a piece of this market.

camss69

My Feedback: (46)

I'm thinking about this engine on the QQ yak, the only thing that concerns me is the vibration of the single? It seems the bigger the single the more it's going to vibrate?

Kweasel

My Feedback: (29)

It shouldn't be too difficult for a manufacturer like DA to get the weight of the repiprocating mass of an 80cc very close to the weight of the parts in a G62 and still maintain an acceptable level of strength, at least for our application. If our planes can handle a 5.8 Sachs, a ZDZ or DA won't be a problem. I value the twins more, perhaps for the same reasons so many others value a scale appearence in their model airplanes. I would rather see an exposed twin with a pair of pipes running down the sides of the narrow fuselage of a custom plane than stuff it all under the skin of another ubiquitous scale airplane.

Mike Bogh

My Feedback: (14)

I read elsewhere that the new engine has most of the vibration issue solved with a counter balanced crank...a totally new designed crank...Dick has made a most valid point, as usual.
I remember a close friends 33% H-9 Suk some time ago...had the ZDZ 80 in it...sure, he had extra lead added to the firewall for balance...but when he replaced the zero problem, never a hiccup, ZDZ 80 with the DA-100, he clearly lost some wing loading, and what I would describe as it lost some exceedingly s-m-o-o-t-h responsive flight characteristics, and truthfully I never saw him fly that plane as well, or the same ever again.
It was never under powered as it was, he said he liked it w/the 100, an yada, yada, yada, but to me the proof was in the way that plane flew, or the way he flew it, sorry I'm unable to explain it better, but I have a feeling many of you get where I'm coming from.
Perhaps it was better balanced....I mean w/the 100 it was an animal, sure.....but it just seemed to be a thoroughbred before...and a definite wild thang after the swap.

I personally never saw evidence of vibration so bad that an explanation was needed or asked for on the ZDZ80.
I have been until now resistant to move to the 33-35 % class....the whole double tuned pipe, canister hack up the cowl thingy never gave me warm fuzzys enough to make the jump.
My experience with the DA-50 has committed me to Desert Aircraft anyway, I am truly glad they picked it up a notch in the direction they went, with the 85...

jrjohn

My Feedback: (24)

hows this

jrjohn

My Feedback: (24)

Look closely at the design, it's very well done. It would appear the length from the motor mount to the prop hub is well over 6 inches. ( I could be wrong) In most applications, no standoffs will be needed. (no extra weight) Most of the length is up front between the prop hub and the crankcase. This is significant. When using the stock muffler, ( I was told they wil have one ) you won't have to worry about the muffler hitting the front of the cowl. DA really did their homework. Weight is supposed to be between 4 and 4 1/4 pounds.

John

3D Joy

Where is the carb?

Rcpilot

My Feedback: (78)

It's in the back of the engine, just like their 50. You just can't see it because they made that cup mount on the back of the engine, instead of using standoffs.

flatlandmike

My Feedback: (17)

Its rear induction, so the carb is in the motor box.

rmh

sorta like this

RickP

My Feedback: (2)

Awsome,
Thanks!!
Rick

GoeKeli

My Feedback: (18)

Ditto! Thanks for snapping that screne shot of the DA 85.

I've waited the for a long time for this engine. The lighter weight and power is the selling point for me, and the DA name! I'm bummed I can't get to ontario today to hang with the crew. I would love to fly this engine in 20-22 lbs planes at my 750ASL field. The photo say mejzlik 27-10??? That is the prop I run on the DA100?! I wonder what RPMs are possible on that prop? A 24-10 wood or 25-10 is what I expected. Once again DA is going to raise the bar, not only in product and perfromance, but service. I wish I could find a scale project that could be fast and sleek for this engine. BF109? Or something that does not have a big foot print from head on. The new comp-arf 2.6 meter extra 260 is top on my list of aerobatics for this setup. Perhaps ES would consider a carbon pipe for this engine??

Joe