Puting aside weight,price,hp,and torque. Which of these 3 engines runs best? Meaning easy to start, smooth idle,smooth transition, least vibration. Let's say in the 100cc range.

DA100. Least amount of trouble I have seen around my area. Proven power.
.02

My vote for DA too. GREAT cust. serv. and my 100 is AWeSOME good luck Tim

we have all three flying at our field, DA is by far the most dependable, the most responsive, and has the most power

ok how about the same question in the 50 ish range?.. Its for a warbird so weight is not an issue in this case. Thanks BobH.

Now that is different, one seen one DA50 here, and it was taken out of the plane and put on a stand because of problems. BUT, IMO the owner has his own problems, so it may not be the engine. Sure is a beauty though!

Hey Bob its the DA50 with out a doubt. Very smooth transition and no rough burbble. If you don't believe it come on down and see it run, or fly it.

Kent

Hmmm....Big DA contingent....How does one come up with dependability? Is it broken cranks? ignition issues? bearing issues? what?

I have to admit I'm biased as I'm a BME guy but I never seem to have a problem with my motors. Last year I did see 2 DA150's break cranks in the air though. Now, that doesn't mean theres a problem but the point is whats dependability? Everybody has problems.

When it comes back to the original question though they are all very similar....they all start easy, the DA100 is CURRENTLY strongest of the 3, response is all good, all are reliable. Which brings you back to the differences....for me thats weight. A lighter plane flies better period.

When the BME Xtreme is out it will be strongest in class so it will then have a double advantage of being lightest and strongest.....they all run, start, and take your plane up though.

Perry

Maybe one day BME will bring this engine forward so we can stop wipping the hell out of this dead horse issue. You know ,when it comes out,when it comes out, when it comes out. HAHAHAHAHAHA. Go to the field flip the prop and fly with out incident, thats what its all about. Any brand of engine.

Kent

Fair enough Kent....when it comes out is correct. Point though is I go to field with my 102, flip the prop and fly. My plane is 1 1/2 lbs lighter than if I used the other motor, my vertical is silly so I don't need more power, which would probably be offset by the weight anyhow so whats the point? Point is, go to the field, flip the prop, and fly better with a lighter plane.

Perry

You been talking to Kris or something

Kent

naw, just flying BME for 5 years without issue....proof is in the flying not talking, thats all.

Perry

YEP

Kent

Aside from shaking your plane apart.

Um I knew this was a new trash the other guys engine thread. I love it, these threads are the best.

Kent

BTW my BME 44 is as rough as a cobb off of idle to about 1/3 throttle then its wide open no in between.

The engine is going into a 1/3 Hangar 9 Sukhoi. Even with a Zenoah GT80 it comes out slightly tail heavy. So weight in the engine is not a concern. Even the DA 100 is 1lb lighter than the zenoah.
Seems that no matter where I SK this question DA wins unanimously. Makes it a no brainer for me I guess.

Tail heavy with the gt80? That cant be.

Thats right only DA

Kent

Let me rephrase that. Hangar 9 states that with the GT80. If you move the battery all the way to the front. It will balance well.

From their web site.

The Zenoah GT80 is a great choice for more performance minded modelers. In fact, the firewall is set up for this engine, and the instructions show its installation. Swinging a 24x10 Mejlik or Bolly gives enough thrust to comfortably hover at about ¾ throttle. The GT80 twin is smooth with minimal vibration, plus its self-contained ignition means low maintenance and no ignition batteries to charge! For IMAC competitors, this is a great combination for the sportsman, intermediate and even advanced flyers. One of our early production models had a GT80, and the Sukhoi balanced properly by moving the receiver battery forward with no added weight.


Keeping that in mind I dont have to be concerned with engine weight. However, possibly with enough carbon fiber I can offset some of the tail weight.

I will not be ordering engine for a few months. Maybe I will just wait and see what this new BME Extreme looks like. If it ever arrives.

naw, just flying BME for 5 years without issue....proof is in the flying not talking, thats all.

Perry

I wouldnt go off what they say there, that is probably with the old CG measurement too.

my zdz80 single weighs in at 4.29lbs

Gt80 is 123oz. Anyone know what that is in lbs? gt80 is not a great choice for any 33% plane.

Anyway, with my 80, I initially put in 2lbs of lead in the nose to get it to balance about 1" behind the recommended point, flew it, took some weight out, flew it, now I am at 1lb of lead in the nose, and I am sure I can take it out now too and fly it fine.

This is with all servo's in stock positions. With a twin I might be wondering about being nose heavy rather than tail.
.02

123oz......maybe 8lbs almost..........wow!

Dang, I knew it was heavy but WOW, for only 5hp too

The BME will be the Strongest in its class, or it better be as it is the only one in its class of a 110cc motor. If it does not out perform a DA 100 or a 3W 106 then ???? As I see it in my opinion.
I have had good reliability out of my DA motors and have 2 BME motors the only problem had with the BME was a broken reed valve which messed up more on, the motor. Both are good engines I just hope the BME midrange is as good on the new motor as it is on the old, being it is ported for pipes like the ZDZ, so performance on reg mufflers might not be as good but it has yet to be seen in production motors and the hype of the prototypes is not a sign of what production motors will do, but I sure hope it is as good a motor as it is being made out to be. I have never had a 3W only thing I can say is a friend had a real good 100, but I have seen problems with others. All of the motors mentioned will have problems they are man made and will have some sort of a failure rate. This is my take on the motor situation. I have also seen 1 of the prototype BME 110s fly in Todd Blose Cap as seen on BME website.


Steve Hill