I need an Engine for my 33-35% AW Edge 540T.I have been waiting for probablly 6 months for the DA 100 and am a littie tired of waiting.I am considering the BME Extreme,are they available yet?how do they perform compared to the DA?I really think I want the DA,but don't know how long it will be.I really am not interested in a ZDZ.Also I think the BME is quite a bit lighter,and I think the AW Edge comes out tail heavy with the DA,It is the ARF BTW.So that may be an issue,I don't want to add additional weight if it can be avoided.Thanks,Mike.

I ordered a DA 100 and received it within 16 days. This was in August.

I also received my DA in a little over 2 weeks. Received it last wednesday.

Todd

lv2rcav8:

I can tell you that the BME is a lighter engine and in the AW 33% Edge 540T (I have the same plane) you have a choice of either a pull-pull rudder setup or mounting the rudder servos near the tail. The manual tells you that if you use a lighter engine (such as the BME or DA100) you will come out tail heavy if you put the rudder servos in the tail. So the only thing to be aware of is if you use this engine, the preferred method of rudder servos would be a pull-pull setup, with the servos mounted in the fuse, near the wing. (Which in my opinion and 2 cents worth, having a pull-pull setup on this plane is a better choice.)
Good Luck!

That's interesting,Dave told me mine would ship out about a month ago,haven't seen it yet.I guess I will give him a call.

I would definately check.

Here is a pic of mine to show I'm not full of BS

Number 827 and it is a beauty!!

I don't see much mentioned on this forum about the ZDZ twins despite their price advantage. ZDZ offers several sizes and has a new 100 cc size on the way. Are there operational problems with these twins or is it just a matter of unfamiliarity, or don't see them at TOC, or something else?

I am not in the market for an engine now, just curious.

Thanks,

Bruce

Consider the 3w 100 new lightweight design it is in stock..

epc.

You might want to consider this engine. I should have mine Friday. They incresed the :boxing: cc from 97 to 106. Bobby said they had one in Germany swinging a 30x10!, and it still weighs 5.9lbs. I will let you know how it runs as soon as it is delivered.

Bobby Wilson at Cactus Aviation just received a new shipment of 3w 100's. But these are even a newer style that have been upgraded from 98CC's to 106cc's. When I was in Germany they had them on the test benches and they were turning 30x10 menzs props at 6,000 RPM. It is a very strong engine. It is also only 5.9 pounds. Maybe this will give you some food for thought.
Garrett Morrison.

Hey Garret

Seems great minds thing alike!

Ya as soon as I hit enter yours popped right in front of mine. LOL
Garrett Morrison

30x10 Menz at 6,000 rpm is mighty impressive. Actually sounds too good to be true. The reason I say that is my buddy HT has a new 3W-150 that turns a 32x10 Menz prop at 5,300 (with about 10 gallons through it). I would expect it to turn under 6,000 with a 30x10. Did they have a tuned pipe on that new 106cc motor?

Spindoc, I'd be very interested in seeing rpm numbers posted from your engine when you get it fired up. Also, how much is this motor going to cost? Do I need to have the smelling salts ready?

Hey Diablo

Suprisingly the price of the engine has stayed the same! As soon as I get the engine, I will post some numbers. Bobby told me that it had no problem turning a 30x10 but he never told me any numbers. I will give you guys an honest evaluation of how it runs and the rpms it turns.

One thing to remember is to break it in really good before you load it to much. I would start off with a 3w 27x10 or so and work up after 20 gallons.
Garrett Morrison.

Considering the original question of DA versus BME, either will fly the plane really well, with the current BME 102 Evo a close match to the DA but 1.5 lbs lighter at 4.37 lbs without ignition. If you have already ordered a DA, and it has not arrived, there has to be a good reason since Da does their best to get the motors out the door ASAP. . they've hired two more employees to help with the motor work and administrative duties

The BME Xtreme110 is due out next month, at 3.8 lbs without ignition and extremely powerful for it's size. Better START with a 28-10 Mejzlik and expect to bolt on a 29-10 after break-in to take advantage of the engine loosening up. As for the claims of the 3W swinging a 30-10 menz at 6000 rpm, the Menz 30-10 is only 29.3" in diameter (not even a full 30") so the numbers are deceptive, and no other information concerning exhaust setup (tuned canisters?) or how long the engine had been tweaked and adjusted are forthcoming from 3W or it's sponsored representatives, so it's very difficult to say if the engine will perform "in the field" as it did over in Germany. I know we are all looking forward to some "real world" performance numbers instead of bench-run numbers under ideal conditions.

My personal choice for the 36% Edge, at this time, would be the DA100 on canisters with a 28-10 mejzlik or 26-12 three-blade, and run a pull-pull setup for rudder with the servos up by the CG. After the BME Xtreme110 comes out, I'd use that engine and put the tail of the Edge on a diet to get the lightest possible airframe and take advantage of the lighter engines lack of mass to keep the plane as light as possible.. Lighter planes just fly better.

Kris^

I find this real hard to beleave your ordered this 6months ago, but since I am a friend of Daves I will make sure I pass on your statment and this link

Randy

MIKE if this is the case, Dave says to phone him right away about this. He couldn't back check if something in the paper work was screwed up when you didn't post your last name

Randy

Say Kris^:
Do you really think a Menz 30x10 prop is less of a load than a Mejzlik? I know for sure it isn't true with a 20x10, 22x10, 26x10, and 27x10. I've done direct comparisons with those sizes and the Mejzlik always turned up higher rpm (200-400).

If the new 3W-100 can spin the Menz 30x10 at 6,000, then I'm going to be very impressed. But, only if that's a production motor that anyone can buy.

I'll say the same thing about the BME Extreme...again it's got to be a production motor first.

You know, I have been giving this entire 3w106 "thing" a bit of hard thought. . let's stop and take a HARD look at these numbers.

First off. . it's quoted by Garrett as turning a 30-10 Menz-s at 6000 rpm. . . then you go to the Cactus Aviation web site, and the biggest prop it lists for this engine is a 30-8, so is it supposed to run on a 30-10, or is something amiss here?

Then you start thinking about engines that have PROVEN they can turn these numbers with a Menz-s 30-10. . Motors like the 3W TOC140 or a Standard 150, or perhaps a 3w120TOC on tuned canisters. All three can turn the Menz-s 30-10 in the 5900-6100 range, day in and day out. Then you stop and think about it. . a 106cc engine is turning the same rpm as a TOC140 . .. that's a 35% smaller engine holding it's own against some very capable machinery.

Right about now you could say I am a BIT skeptical.

As for Menz vs Mejzlik RPM numbers, my Menz props have always turned slightly higher rpm figures than a comparably sized Mejzlik .. compare them at about 6350 for my 150 on pipes for the Menz and about 6150-6200 for a Mejzlik, both 32-10's. But, you know, it's only numbers. We can quote them all day long, but they mean NOTHING until they do it every day of the year, from every engine sold.

I will also be surprised if this engine turns a 30x10 menz s at 6000 rpms, but I will not be disappointed if it does not. If you think about it, many of the older 100's (97.3cc) were spinning 28x10 menz s props easily over 6000 rpms. The new engines, at 106cc, should show a noticeable power increase.
Also Kris, you state that the BME 110 should be broken in on a 28x10 Mejlick and then run a 29x10 Mejlick. This seems to be a pretty bold claim, especially since you feel that a Mejlick is a higher loading prop than a menz s. I have not seen any numbers on the BME (102cc ) that are even close to that of the old 3W 100's (97.3cc). The only way to know for sure how these new "production" engines run will be for people that have them to post honest results. When my engines arrives I will be sure to let you guys know how it performs (good or bad) and I will give you accurate numbers (no rounding up) so you will be able to draw your own conclusion. I hope you will do the same when you get your BME 110.

I just got my engine today. Looks great, might be able to post some #'s tomorrow.

You can count on getting as accurate a set of rpm figures as I can give, spin. .some people like to pad the numbers by a hundred rpm or so, but what's the point? The engine does what it does, be happy with it and fly the blasted plane

I agree with you Kris. I should be able to fire it up this afternoon and see how it runs. I am really excited about be able to pull about 2lbs out of my plane just by switching engines, taking the smoke system out and pulling off a bunch of tail weight that I needed to balace my old 3w 100. Hopefully I can give you guys some feedback this afternoon.

Had a chance to fire it up this afternoon. I started with a Menz 26x10s and quickly took the prop off. It started on the second flip after choking. I gave it about 1min to warm up at 1/4 throttle then I slowly advanced to full throttle. After about 10 seconds at full throttle, the engine cleared out and was spinning the hell out of the 26x10. I switched to a 27x10 Menz s because I was afraid of over revving the engine. I started it back up and was able to tach it at 6300 + or - 75rpms. The top end was very rich, the engine would load up then start to clear out then load up again. Throttle response was very quick up to 1/2 throttle then it would start to load up from about 1/2 to full throttle. After a couple of gallons of Lawnboy for break-in, the engine should pick up a couple hundred rpms and be a MULE :devious: .I should get a chance to fly it this weekend, will post how it runs in the air.