NEED HELP ON BUYING NEW MOTOR? SHOULD I BUY DA-100 OR THE NEW EXTREME SERIES OF BME MAYBE THE 102 OR THE 106??WANT TO MAKE SURE I SPEND MY MONEY WISELY. I READ THAT THE EXTREMES HAVE BEARING PROBLEMS AND OTHER LITTLE THINGS HAS ANY BODY ELSE HAD PROBLEMS WITH BME ?? I HAVENT SEEN ANY PROBLEMS WITH DA. HELP

Go with DA. Awesome motor to say the least. Great support as well.

Other than a couple of prototypes, I don't think there are any BME106 Extremes out there. Where did you hear of "bearing problems"?

I have both the BME102 and DA100. Both are fine engines with no problems.

The DA is a tad bit smoother and more tractible through the RPM range than the BME. The BME is a pound or so lighter than the DA.

You won't go wrong either way.

I think you have a bunch of wrong info. The new BME XTreme is a 110cc engine not a 102 or 106. Furthermore, the XTreme is due to COME OUT in February, so I do not know who could have had problems with one already (other than Keith)

At 3.8 lbs, the BME XTreme would be AWEFUL tempting, but as said above, you couldn't go wrong with either.

i think you guys are correct the information i got sounded funny to me to thats why i was asking, i think both motors are good the only difference is the weight. thanks for the info.

just got off the phone with Keith Baker to get on the list for the 110 Extreme. He said waiting on parts due in Feb, I will see my engine in March if there are no further delays. He said this wasnt the first time the supplier has delayed, so March might be optimistic. I hope its worth the wait, I would go for the DA, but I dont want to hack the firewall on my airplane as its already set up for the BME. If you're looking at the BME 102, the DA is a much more powerful engine (reference RCFAQ rpm numbers), if you can wait for the 110, I think it would be a real toss up which one is better, I'd lean toward the 110 for the weight savings, but you're dealing with low serial numbers.... hehe put me on the fence with the crowd.

I've had my check in to BME for about 9 months now. .told him to go ahead and cash it cause I wanted an XTreme. . time frame is not important.

that's the confidence I have in BME. . I've been dealing with Keith for 4 years now .. great guy, good engines, good products and support.

Should you buy the DA rather than the Xtreme? That's the toughest decision in the world. . If you want to get flying NOW. . get the DA. . the waiting list is short. . But, if you want to save TWO pounds, have a tad more power, and support that is just as good as DA's, wait on the BME. It's that simple. Like I said. . .Keith has had my money for 9 months .. . I WANT an Xtreme, Serial # 0001 if possible

you guys are making it real difficult for me the weight saveings sounds real good but im not the one to wait to long i might have to go with the DA 100. i just cant see how they make the BME so light ?? what are the actual weights of both engines with exhaust and ignition?? please

Both engines are quoted with prop bolt(s) and plugs and ignition pickups, but no ignition box. Add 3-4 ounces for the box, and 8 ounces for mufflers. this makes teh current Evo BME102 (4 lbs 6 ounces on their site) coming in at 5 lbs 2 ounces, and the DA100 coming in at 6 lbs 8 ounces or so.

How does BME come in so light??

The overall crankcase length is substantially shorter. . almost 2 full inches less, then some length is made up with the VERY light radial mount on the back of the engine. This puts the overall mass of the engine farther forward, but reduces that overall mass substantially since a lot of crankcase metal is not even there. BME uses smaller OD bearings on a 15mm crankshaft (the same diameter as the 3W106, but not undercut to only 12.5mm like the 3W .. so it's stronger), so you save weight with smaller overall-sized bearings compared to DA and 3W. The prop thrust plate on the crankshaft does not have to support 6 bolts, the way DA and 3W do, so it is a lot smaller and more compact, again resulting in a lighter piece.

BME has experimented extensively with removing weight where it was not needed, trying dozens of ideas and testing them to failure point before discarding them. Every piece of the motor has been optimized for the lightest weight possible, but is still substantialy stronger than necessary to assure 1000+ hour life expectancy as long as it is used within it's intended performance envelope. Putting a 24-8 prop on it and seeing how fast it will turn will, like most engines, cause it to self-destruct from over-revving. The BME is designed to perform best when propped to turn at 6400-6700 on the ground, and the new Xtreme, being more powerful, is optimized for about 6200-6600 with a much larger prop than it's predecessors (call it 28-10 to 29-10 props from the very start)

As for bearing issues, every engine has had them. . . To the best of my knowledge, the premium-grade bearings BME uses are rated at 8000+ RPM against a radial loading far in excess of anything you could possibly throw at the motor.

Keith has told me that if he REALLY wanted to get crazy, he could probably shave another 3-4 ounces off the engine with few, if any, longevity issues, but that he feels the current 3.8 lbs Xtreme is as light as he should go at the moment. however. . if YOU want to lose a quick 5 ounces, discard the radial mount and use the 3-bolt pattern on the back of the crankcase to mount the engine directly to the motor box!!! don't forget. .ALL the bolts on the new Xtreme are TITANIUM!!!. . not steel or aluminum. there's 2-3 ounces right there.

One last thing about weight savings. . if you look at the DA and 3W engines, they have large reed-cage mounting areas cast/machined into the crankcase. . BME tosses that idea aside and uses a proprietary custom-made reed mounting block, made from Delrin, that is many ounces lighter than the aluminum area on the 3W and DA engines that do the same thing. 3W uses a block like that now, but insists on retaining it's extremely heavy and oversized reed-cage assembly, resulting in more materials to do the same job as the BME piece. . call it unnecessary weight that BME has gotten rid of. there is no separate carb mounting block (3 ounces) and only 2 bolts holding the carb/reed block in place (another 2 ounces of saved weight) The BME does NOT leak air around this area, either, because the 2 carb mounting bolts, and short length reed block, give little area for flexure of the pieces, so no leaks CAN develop, unlike the 3W pieces that are famous for it.

Hope this helps

The BME is 6" long, 10 7/16" wide, the DA is 6.5" long, 11.5 wide. I know this because I sorely wanted to rip the BME 100 out of my airplane and slap in a DA for the extra performance. Rather than hack the firewall, I'm waiting for a 110, Keith promises the dimensions will be the same as the previous 100 class engines, the jugs will be wider, but the spark plugs have more angle.

THANK ALOT FOR THE GREAT INFORMATION GUYS YOU REALLY KNOW YOUR ENGINES. WHAT WOULD BE THE FASTEST WAY TO GET A NEW BME OR THE D.A

HOW MUCH IS THE NEW BME 110 GOING TO COST.
CANT SEEM TO FIND IT ON THERE WEB SITE.

THANKS

Price : $1,149.00


http://www.bmeengine.com/new/

Torqueroll: Call BME, or DA and order it DA's website is http://www.desertaircraft.com

I just GOTTA ask .. why do you NEED more power, Desertrat???

Hey Kris, it's a guy thing..No such thing as too much power..Our racers are 34 hp, and we're looking for more !!

Simple: Intermediate figure 6, Goldfish 1 pos snap, followed by opposite 1/2 roll on 45* up line. BME 100 on a 23lb airplane, the 1/2 roll gets sloppy because airspeed bleeds off during the snap, and it doesnt have the power to accelerate quickly afterwards, making the entire manuever more difficult. I hope to be flying advanced by the end of this season, and the combo doesnt have enough umph to make the vertical manuevers as crisp as I'd like. While the combo is capable, my competition is flying a more powerful combo - and advantage I'd like to have myself. One can <never> have too much power.

okay. .a few ideas. . . get off the snap smoother and don't get in so deep. . . on a pitched or vertical line, using aileron and rudder with no elevator wil still make the plane "pitch (required for a snap) because the wing yawed forward by the rudder will tend to pitch up, giving you the needed pitch. Kick in ailerons in the direction of the rudder and the forward wing really pitches all by itself, giving you a legal snap. I don't even think about using elevator on vertical up or downline snaps, and on 45's, if I use elevator its a bare breath of it. As long s the tail yaws, the nose pitches and the plane rolls, its a snap, does not matter HOW you got it done.

I'll be using a BME on canisters in a 38% Extra 260 for the ADVANCED sequences this year. . take a look at them. The plane will be about 27-28 lbs with 2450 inches of wing area and a span of 114". Since I did not fly Advanced last year, I can still do the Intermediate if I choose, but in either class it's not the plane, but the flyers skill that determines how well the maneuvers are done. A 23.5 lbs plane with a BME is a rocket, and more than adequately powered. . work on your technique. . technique . . . technique and get smooth smooth smooth. Turn the rates down, smooth out your maneuvers, tread lightly on the snaps, and parctice. . The BME will be more than enough power for your plane.

Remember. . anyone can aim a guided missile. . but can YOU fly???

I wish you the best of luck developing your skills.