Hey there......

There are a number of HL teams that have used the Jett engines in the past. A few so far are using the engines this year too. They work well when installed and operated properly, and with a good fuel system.

Bear in mind, Sport-Jett engines are designed and built to the same standards used for the Q-500 and QM40 racing engines, and the World Championship engines Dub built and flew on the US team in the early 1990s. The bigger engines derive from the standards set by the Fan-Jett 95 and famous SJ-120 big block. All are very capable and very durable. You will not break one. The carb, throttle response and idle are second to none.

Which class are you flying in? Which engine size are you permitted? I understand the rules were changed a bit this year.

Consider carefully your ducted prop design. Sometimes the benifit of the duct/prop tip efficiency is more than offset by the weight penalty. Also keep in mind the airspeeds and prop-tip speeds you will be working with.

I would strongly discourage any re-work or coatings on any of the JETT engines. They simply do not require anything else. Dub has designed some of the finest engines in the world, precision machined, and incorporating some very fine metalergy refinements on the piston/sleeve fit. Use good quailty model fuel, 15% nitro, 18% total lubricant with at least 3% of that being castor oil... and you can not go wrong.

If you have a specific/estimated rpm target, the engine timing and exhaust system can be somewhat customized to your application.

Supercharging - not worth it on a 2-cycle engine of this size and type. The tuned exhaust is essentially a supercharger, and is the best way to extract the best power from a 2-cycle engine. Inlet side charging is more useful for high altitude work, where inlet air density is important.

A word of advise - and a common error made by many heavy lift teams in recent year. Keep it simple. Innovation is good, but its not worth re-inventing the wheel. You want reliablity first and formost- that means tried, trued components. All of the innovation is of little use if the engine does not run 100% or causes you to not get in the air. Consider integration and testing of the powerplant as significant part of the design effort. I also strongly recommend (Regardless of which engine you choose) the use of a bubble-free fuel tank such as the Bubble-Jett tanks. It eliminates 90% of many common fuel system issues.

I have attached a flyer for the recently released LX series Jett engines. These represent the two highest power output sport engines Jett offers in the ".40" size and ".60" size class. These are RPM engines. RPM is key to their performance, prop selection must be made accordingly. As previously noted, several other engines and variations of these engines are available that are best configured for larger prop/lower rpm setups, and other balanced applications. A photo of the BSE-76L with the lite-muffler is also provided.

Bob