RTK,

That is with the stock Pitts style muffler Tom at BME said fit that engine. He did say there was another stock muffler I could get from him but I bought the Pitts style from him for something like $129 or $149. It came with a smoke tap already installed and fits good. I didn't want to take chances with the muffler so I bought it directly from BME, safe choice right?

Best me and my friends can think of is there is a carb problem. My friend bought a DA-50 at the same time, we're both running 32-1 lawnboy for the break in on both motors, he's got 7K+ rpm's on the DA, I'm stuck at 6300 on the BME and look like a shmuck. Course he's got a 22x8 and I'm swingin a 23x8 but I assumed this 58 had the pony's to swing the lumber. My Python struggles on vertical while his gains speed climbing, and I figured I saved a half pound buying the 58 along with getting the extra pony.

I just notified Tom at BME and will wait to see what he says when he answers his email. I'm sure this engine has a fixable issue and when it's fixed all 6 pony's will be noticable, hoping at least.

RTK,i am running the BME pitts and the tach seems to be working ok,i check it with another tach and same numbers.i was getting 7400 but the numbers increase a little after a two gals. and this reading is taken after a flight,i always get higher numbers after a flight.</p>

i never jack the RPM numbers,that does me no good or anyone else,the only person i be fooling is my self.</p>

my spark plug is running a dark gray and i just can't get it any darker,un less i set the low speed burbling rich in the midrange.</p>

jmckibbon,- I have never run the pitts style muffler, but according to closetguy his pitts is running phenomenally and probably one of the strongest 58 I have heard of, not questioning your integrity closetguy. I have had two and neither of mine would turn that high, you've got a keeper for sure.</p>

You should be getting more rpm than 6300 rpm with that prop. It can only be ignition, carb, or timing, how's the compression??
Give Tom a call, he always answers his phone and it's easier than e-mail.


You still might be ok with that color on your plug, but I always like to start rich and lean from there, that way I always know where I am.If you have one of those small multi bit finger drills you could drill out your high one or two sizes larger and that will take care of the richening on the high.
</p>

that is why i was  in this forum  questioning  the rpm when i was hitting 7400+ out of the box.</p>

no dought about it the little 58 is a SCREAMER.</p>

can't wait to put it on a pipe.</p>

</p>

RTK,

Spoke to Tom today on the phone. He gave me a few choices. I could send the motor back to him right now to have it tested. Another thing I could do is keep it and run some more fuel through it to seat the rings. He said he had a couple of these engines sent out where the rings were stubborn and refused to seat well. Once the rings seat, about 2 gallons, and if it's not noticably improved I could then send it back in where he suspects it'll need to be re-ringed and/or honed. (no cost to me of course)

He did suggest I could try a Vess 23A. He did say he doesn't like Lawnboy break in oil because of all the black dots it leaves on the plane. He suggested going to Echo oil 32 to 1.

RTK, how do I check compression and if measured what reading should I see? I'll say this though....I feel a noticable difference than when the motor was new. When new it was difficult to turn the crank by hand, compression was apparently extremely good. Now it turns noticably easier after about 3-4 tanks through it. (24 oz tank) I maybe should have mentioned this to Tom but I thought this may be normal for break in.

I am pretty much a newbie to gas engines, been flying Nitro all the time until just recently. I've decided to change to all gas and have already sold most of my nitro fleet. Have 3 gas planes now, a 120 size Ultimate with a 24cc gasser, a GP Wagstaff with a DA-50 and now the new Aeroworks Python with the BME 58.

Thanks for any input you may have.

John

Don't worry, if there are any problems Tom will take care of it. </p>

The compression, with this engine, or at least mine, has always stayed the same from the first run through about 10+ gallons. In other words, it has always been good. I never directly measured  it but by the way it feels.</p>

With a vess 23a you should be hitting around 7200+.</p>

Guys....if your motor is running lean....check the gasket between the carb and the reed cage. Mine came loose on the first couple runs and it steadily got worse and worse before i figured it out. Tom sent me the new reeds that the first run motors needed , and it fixed the problem as well. I still only have about 6 tanks through mine , but should get to fly it again this coming weekend quite a bit.

Ya I checked the gasket, one of my first thoughts was maybe a vacuum leak....it was all good.

Tom kinda thinks it was a ring seating problem.

I surrendered and sent it out today, 2nd day air to Tom at BME. He offered to look it over and I'm taking him up on it. I'm sure it'll be top notch when I get it back.

I already can't wait to get it back on the Pitts Python. I'm forced to fly one ofmy old standby's this coming weekend....the old Patty Wagstaff and/or the Ultimate.

Don't mean to be bragging, but mine was singing really nice today Everyone wanted to know what engine I was running, they said it started to easy and ran too well. Altavillan had his 115 out ripping up the sky also.</p>

Yes-sir you nailed it with the new "Mac's Double Quiet Pipe". Pretty amazing how quick that thing jumps into go mode. Anyone looking for a pipe to go with their 58 take a good hard look at this pipe. It is whisper quiet without hardly any power loss.</p>

Mine was ripping very good too. My last flight, hottest part of the day had cylinder temps after landing of 229 and 188.... Super!!</p>

My 58 Xtreme is on it's way back to me via UPS Ground.  Can't wait to run it.</p>

Tom at BME said he replaced the rings and honed it.</p>

Now where can you get service like that?  Really awesome turn-around time.</p>

I'll report back when I get motor installed and tested.  Should be about Thursday or Friday.</p>

John</p>

</p>

yep i am waiting to get mine back from Tom also,it's been gone for two weeks today.but mine had a broken ring.</p>

but she was a sreamer while it was running,7500+ on a vess23-a maybe thats what did the ring in?</p>

Naaah.  Any gas engine can handle this RPM without snapping a ring. I doubt that was it. Probably a defective ring. Maybe if it was run really lean during the first run at that RPM....but still.</p>

Don't mean to jink you, but......... I hope it will turn that high when you get it back, wish mine was that strong on a stock muffler.
No worries on rpm, they can handle it.

yep, i was thinkin the same thing Ralph when i was boxin it up for shipping.</p>

the good news is that i got the engine back tonight on the door step.looks like a new piston,rings,and cylinder.</p>

sure hope it will still run like it did before.but it might be a while, i put the 58gx2 back in the EF yak with the pipe and i am getting real use to the power all over again, 7400 on a vess 24-a. but the EF yak is a real joy to fly at just under 17lbs. with the BME 58</p>

How are the 58's running today? I am a bit torn between one of these and a DLE55. After speaking with Keith years ago I know the 58 is a technical marvel as was the 110. I'd love to get my hands on a blue 110!

25 gallons so far so good, beating the snot out of it every time I fly it

I followed toms advice on 1st start up- 1st start idle warm up, lean the low, as much as you can, lean for hi rpm, back out a bit..got 6800RPM on stock muffler and xoar 23A 3D!!! 1st run about 5 mins. I flew it havent tached it again after 8 tanks but for sure now more powerfull!!!

made a big mistake with my bme 116 I broke it in 3 tanks on the ground now im getting 6300 rpm on a menz 28x10 I should have just flown it after setting needles..[:@] counting on seating the rings and getting more!!!

How's the compression??
The 58/116 like props that let them spin up, shoot for at least mid 6's on the ground for the 116 and around 7 for the 58.
If you do not have adequate air flow and especially good extraction it is not good to run a new engine on the ground for extended periods, you have learned this so now just put the plane in the air and have fun. When the prop un-loads you might be surprised. BMEs like/need to spin a little more than some others for peak torque

Just picked up a used BME 58. Wondering what a good sized 3 blade prop would be? 22X10, 21X10, 20X12. Any thoughts?

Thanks

You fellas still have your 58's? Thinking of picking one up for a 84" MX-2 that currently has a Brillelli 46GT in it. I can't get that motor to run correctly to save myself - mid range burble only in the air, running hot, very little RPM gain from mid to hi stick, not very strong.... Kind of tired of it and want a strong easy tuning engine.

Thanks,

PM sent flymeaway...

mine runs great,after i replace the stock carb to a HDA 48 ( G62 carb).i also had a midrange burble that could not be tuned out with the stock carb HDA 45 and my needles would spin like a top,that was part of the problem too.

Zero problems with mine. I like to visit near by clubs in my area and there always is one guy who comments on how well my BME is running... I love it!

Flymeaway, if you are having troubles in the air but not on the ground with run-ability then it is an air pressure problem on the carb, also as mentioned some of the carbs that came with them had very loose needles leading to problems also. If it is running hot also look at your baffling and and especially air flow, a lot of people do not pay much attention to that and any high performance engine needs a little extra in the cooling department.
I have one of the first ones made and it has not missed a beat, very smooth/linear running and gobs of power