When I first installed the Xtreme, I re-used the 50cc (rated capacity) PEFA canisters that had been in my Fiberclassics 330lx, and worked well with the lower performance BME 102 Evo.

At Triple Tree this last weekend, ti was obvious that the engine was being held back by the canisters, that they did not have enough flow potential to match the engines exhaust output, and that the small diameter outlets would not flow well enough. To that end, I shoehorned a pair of 70cc (rated) Pefa canisters into the plane to replace the smaller ones. the larger canisters are about .75" larger in diameter, and within 1/4" of length, and use a .070" larger diameter outlet stinger.

RPM figures for the Xtreme, using the new exhaust, now match those quoted by BME when the engine was test run before being shipped. There is NO "tuning" of the exhaust for optimized power output, simply because there is no room for headers over 3.5" long. to properly "tune" the exhaust for max output would require a header of about 6.5-7". Still, the less restrictive "mufflers" (hardly a tuned exhaust now) now allow the engine to run as it should with regular "in cowl" stacks. With about an hours flying time on the engine, and about 1.5 total hours of run time, here is what it is now turning:

28-10 Mejzlik. . 6900 cold, and a solid 6800 when hot and after landing.
28-10 Menz-s. . 6350 cold and a solid 6250 hot.

I expect both of these numbers to increase about 200 rpm or so, as the engine breaks in. Idle is now smooth at 1100-1150 rpm, though a little burbly due to a slightly rich mixture. When I can get a properly "tuned" exhaust, in a larger plane capable of hold the exhaust system, I fully expect another 300 rpm (or more) from the engine. . That would equate to a Menz-s 28-10 in the 6700+ range. . . I'll let other people make quotes about the output of 3W or DA engines.

How's it fly? The term "STOOPID POWER" comes to mind. The Fiberclassics weighs about 26 lbs dry, or about 28 at takeoff. Pull up from takeoff, go vertical about 400 feet or so, do a quadruple snap, and keep going. Accelerate out of a hover and do a triple snap. . double snap. . another double snap . then stop climbing and come back down because the plane is a dot. . .Go vertical from takeoff and it just goes and goes and goes. . no bogging, no heating up, no slowing down. 15 seconds of vertical and you can barely see the plane.

Throttle response is very linear and smooth. . 1/4 throttle is really 1/4 power, and it's the same throughout the rpm/stick range.

I'll keep everyone informed on how this continues to progress. If i have not broken the motor by now. . I seriously doubt I ever will.