The Future of BME Engines
 

To all that are concerned about BME Engines, I am one of the future owners and would like to bring everyone up to date. The transaction should be completed soon and we plan to relocate BME to the Oklahoma City area, with most repairs being done in Kansas for the first 6 months.

We will provide customer service second to none. If necessary we will hire additional workers to allow us to restore customer service. Engines currently at BME for repair will be repaired by Mr. Baker and returned. Customers who pre-paid for an engine or paid deposits will be refunded their money. Engines needing repair should be held until we have taken over operations. We will provide both warranty and non warranty service for all BME engines but will also provide service on all makes and models of gas engines soon.

We plan to release the 58cc single fairly quickly while continuing the 115cc with a redesigned intake, eliminating the need for after market modification. Future plans are to release a couple of larger engines not currently offered within 6-12 months. New engines will continue to set the standard as the lightest in their class while providing excellent performance.

The website will be redesigned and customers will be able to use a shopping cart feature and any credit card or paypal. We will answer emails and phone calls as quickly as possible and provide tech support on websites that have tech forums. So I ask that all BME customers be patient as we take over and hit the ground running. I will post again when the transaction is final. Look for our new phone number and email address. My partner and I are looking forward to taking care of past, present, and new BME customers. Thanks for your continued support and understanding, we will earn the right to keep your business!

Sincerely Andy Snow

RE: The Future of BME Engines
 

way to come aboard Andy and put the rumor mill to the side. I look forward to having the new company on board.

Gerald

RE: The Future of BME Engines
 

This is simply awesome!! Thank you Andy for stepping in and making things right. I know that if the BME engine line was to be taken care of and get some of the issues out of the way......it could be at the very top in motor performance! Can't wait to see what you guys have coming.

RE: The Future of BME Engines
 

Ditto!!! :D

RE: The Future of BME Engines
 

That's good to hear, I just had a question, I was a customers of Keith that had returned his brand new 115 back to Keith in Oct of 2007 due to the the same intake issues with the engine mention in your post. I changed my mind after I found out about these problems and returned it back to BME NIB and never got a refund back, would you be the person to look into this?

Thanks

RE: The Future of BME Engines
 

PM sent.

RE: The Future of BME Engines
 

Probably premature to ask but what the heck! :) Have you guys had a chance to redesign the intake issue ?

RE: The Future of BME Engines
 

We know what is causing the problem and have looked at the fixes that are being offered by some. My partner has already come up with a new intake and we are going to have them made once the transaction is complete and we are the sole owners. Current 115/110 owners will be able to take advantage on the new intake as it will be a bolt in replacement part.

RE: The Future of BME Engines
 

Cool--Ill be getting the EF 110" Yak soon so Ill have to add this to my engine list !:D

RE: The Future of BME Engines
 

Are you guys going to make any more of the Super Tigre G90 conversions?

RE: The Future of BME Engines
 

Yes we are. However I think it won't be until the 58 is out and we are able to turn repairs around in a week.

RE: The Future of BME Engines
 

Hey Andy.............this is awesome news and all , so i don't want to rain on anyones parade. BUT in all the previous BME 115 threads there we're quite a few guy who did some extensive problem solving on this engine , and they all seemed like it wasn't "just" an intake issue. The intake was a HUGE part of it , but it had to do with the way the case was machined as well where the intake bolted on. I'm sure some of them will chime in here and give their thoughts and findings. But was thinking that the case had to be re-shaped a little in the intake side , along with a shorter ( slanted) reed cage block and a carb that will give the right amount of fuel. Again , i know nothing compared to the guys who we're doing the testing. And i'm sure you guys can figure everything else out , just thought it might give you some ideas on a good permanent fix for the 115.

RE: The Future of BME Engines
 

that 58 sounds like it could go in a airframe i stripped out to put the EF Yak in the air.....

RE: The Future of BME Engines
 

Jeff,

The 3 needle carb that Keith designed takes care of 100% of the issues that had been present with the 115. I've had the opportunity to fly with both Altavillan and RTK since I've returned and can truthfully state that the 3 needle carb blows the doors off the reed block modifications and carb drilling that is being done by some. RTK has the carb and Altavillan has been doing reed and carb mods. Altavillan will graciously accept a 3 needle carb in a heart beat, and so would I.

I have absolutely no idea what's in the works with the new induction design but I'm all for a bolt on solution that every current owner of a 110-115 will be able to take advantage of. Matter of fact, I'll be one of the first in line. Where do I sign up? The 115 is still the lightest 100cc class engine by a very large margin and when running correctly beats every other 100cc class engine on the market for power, hands down. The 110 isn't a slouch by any definition of the word either.

Kudos to the two gentlemen that stepped up to the plate to buy an existing company and accept control of the previous owners problems in the process. That's a class act and one to be recognized. This acceptance of product issues places them miles above those that want to make a quick buck while publically disclaiming any responsibility or connection with BME. Especially those that for years kissed serious BME butt when BME was in business but have been quick with the back stab now that he's not.

brn2fly,

Thank you and to your partner for jumping in and doing what needed to be done. One of the great things about this hobby is that when manufacturers go the mile to take care of the customers, the customers return the loyalty and both the manufacturer/distributor and the customer benefit from the growth that results from mutual trust. I'm looking forward to your opening of the doors.

Pat

RE: The Future of BME Engines
 

NO YA TELL ME!! oh well , i'm sure Altavillan is having fun with the motor i sold him. I know he had a carb issue with it right after he got it from me ( came loose) i guess. It was above and beyond myself to get that motor to run right , so i sold it brand new.

I have decided to go with the 3W-106CS , with a aluminum reed block and a CH ignition put on it.

BTW.........i had a feeling you we're coming back from the last email i got from you....but i wasn't sure you we're back for sure.

How long do you plan on sticking around Pat? And do you have any plans on coming up north? When i talked to arnold ( Altavillian) he said i could come down and stay with him for a few days and some serious flying! If your going to be around for a while , i'll try and make it down around June/july or sometime around there.


I have some toher cool planes in the works as well Pat. Besides the WH sukhoi , i got a CA Models 34% composite pitts stinker , a 33% dietrich 260 on order and a 97" Gee Bee Y. So this summer should be a blast if i can finish rounding up all the motor's and electronics.

Let me know how long you plan on sticking around Pat , i'd love to come down and tear some holes in the skies with you , RTK and Arnold.

RE: The Future of BME Engines
 

I'm kinda' worried about Keith?[sm=disappointed.gif]

RE: The Future of BME Engines
 

Well so much for picking up cheap 115s:D
Yes the 3 needle solves the intake issues. So does changing the reed block airflow.
The next problems to solve are;
1. Lower the intake port across from the exhaust so the lower ring doesn't wear into the bridge.
2. Don't remove the flashing in the ports by hand. 3 of 6 cylinders I have, have grooves caused by dremels slipping.
3. Too much back pressure/high rpm causes exhaust gasses to be pressed back into the crankcase. Perhaps mainly from the rear intake port being positioned to high in the cylinder.

I'm not worried about Keith. Anyone with his smarts and ambition doesn't stay down long. More than likely if he had more working capitol he would still be in business. Nothing wrong with trying and failing. Anyone who managed to buy a 3W106cs while they were on sale for $1195.00 can thank Keith.

RE: The Future of BME Engines
 

Don't be, he is getting what he wants. BME is going to be in good hands and he can go on to other things
that he wants to do.

RE: The Future of BME Engines
 

Keith is doing just fine from what I've heard.

Jeff,

I'll be around CA for another month and a half or so. The I'll have to go up there for a brief working stay to come up to speed on some things. I just received an invitation to go to the Toledo show and visit the Wild Hare booth in early April. That sounds rather fun! If you want to come down here you would have some fun for sure, but you'll have to get used to flying off pavement;) Guy and Ralph have a lot more room that I do but we'd find a place for ya if you decide to make the trip. I picked up a new 106 with the Salas mods and just might be dropping it onto the new 35% Wild Hare Edge. Know anyone that has a use for a pair of ES Composites pipes? They weigh nothing but sure are long.


Guy,

I still think the exhaust back pressure problem is a function of your headers... Your 115 is runnng good but Ralphs beats it:) With the news of the new BME I have high hopes for running mine in the Yak. I've waited this long so I think I can wait a little longer.

RE: The Future of BME Engines
 

A big THANK YOU to Andy Snow and patner for taking over BME. It would be too bad to just let this great engine wither away in the weeds! I'll be looking forward to seeing more products, and continuing service.

You are starting out with the right philosophy regarding product support and customer service.

Best wishes, and hopefully, you will be keeping BME on the map for a long time to come!

AmpAce

RE: The Future of BME Engines
 

Congratulations Andy and the best of luck to you and your partner. I am glad someone is stepping up to the plate and taking over Keith's engine line. I completely agree with Ampace.
As mentioned earlier the 115 and 110 are the lightest and most powerful engines in their class. Maybe that's why I have 3 of them.
I am the guy who has been using a 3 needle carb and am completely satisfied with it's performance. It's a Beast that does NOT burble. But, I would also like to try the bolt on fix, so put me down for one of those when they go into production. I would also like to try one of those 58's too.

I sure Keith will do just fine Bass.

RE: The Future of BME Engines
 

RTK,

I've been reading good reports about the 3-needle carb from you and others. Is the carb you have an unavailable prototype, or are more available?

I don't need the awesome power, but would like to be able to tune the low and mid-range for smoother running and throttle response.

Thanks,
Ampace

RE: The Future of BME Engines
 

AmpAce--Although the 3 needle is infinitely adjustable. I would try the new owners bolt on replacement part. It would much easier than trying to modify a carb to make it a 3 needle. I tested a couple of different carbs for Keith along with a couple of my own. There is more than one way to skin a cat, so always go with the easiest first. Pulse port location makes a difference.

RE: The Future of BME Engines
 

Yup, thanks, that would sure be the first logical step, and may well solve the rough mid-range problem. No more than I will be using the top end of the rev band, I could probably safely lean it to get the mid-range better if necessary.

AmpAce

RE: The Future of BME Engines
 

Unless you have an uncontrollable need to rip the prop or have a very large plane you never get to peak rpm.

RE: The Future of BME Engines
 

That wouldn't be directed at me, would it.................:)

RE: The Future of BME Engines
 

Now THAT is a funny statement.

In all seriousness, good luck Andy and Tom with this adventure. I wish you fair winds and following seas.

I can see a 115 in my future. Also you might be wise to pursue the inexpensive 29cc and 52cc engines Keith started last year.

RE: The Future of BME Engines
 

I ain't done yet.[sm=47_47.gif] When I am he'll be seeing tail feathers.:D
3 oz of gook outa the cans might be a step in the right direction.

RE: The Future of BME Engines
 

Perhaps one day I'll share a story about a guy that lives at another site that showed up uninvited on Keith's door step, stayed for days, and how the family had to pretend they had a family emergency and leave their own home for a day to get rid of him.

Then I might share a conversation where I was told that an engine company did not in any way want to have issues like the early DA 50 had because it wasn't fully flight tested, and how extensive testing would be performed prior to the public release of the engine. It was to be perfect or not released. A statement that helped buttress my decision to support the engine....at the time.

RE: The Future of BME Engines
 

Pat, Ralph told me all about that uninvited guest just recently, now you bring it up. Small world.

Larry LS PRO ENGINES

AIRBORNE RANGER

RE: The Future of BME Engines
 

As a proud owner of a BME 110, I am happy BME will continue on. Best of luck to you guys.

I was in the top ten on the 58 Extreme list. I hope that list is still around somewhere. This is exciting.

RE: The Future of BME Engines
 

It's an old story but one that speaks much of character.

RE: The Future of BME Engines
 

The uninvited guest ---
I used to get those when I was deep into doing custom built models - all part of the job . Luckily for me these guys were typically happy with a short tour of the operation.
And the good will was worth the effort.
I bet I can guess who the guest was at the BME operation----

RE: The Future of BME Engines
 

Link to new address and email.



http://www.rcuniverse.com/forum/m_7130233/tm.htm


Thank you,
Andy Snow

RE: The Future of BME Engines
 

Thanks! That sounds like the purchase deal is done, then?

I'll be looking forwrd to your new website, and probably will order one of the new 115 intakes when available.

Do you have any plans to sell a modified, or 3-needle carb for the 115?

Thanks again,

AmpAce

RE: The Future of BME Engines
 

After tomorrow if me n Pat can get together and do some flying I think the verdict will be that intake modifications will be more than adequite fixes. I gained almost 500 rpm to 7100 static on a 27x10 NX prop. Just about draining a 24oz tank in 14 minutes flying with no burbles. Time will tell after many flights how much heat is building up at high rpms but after hovering it will pull straight up without sagging. Not my favorite manouver after blowing a cylinder off from doing it before the reed block diverters cured a few problems. No I'm not trying to sell something, I've just spent days and days carving and shaping pieces of aluminum to stuff into the reed block and also experimented with a strategicaly located fuel puddle return port with flapper type one way valve. It gets the trapped fuel back into the fuel mix flow.

Not saying that if you or I can get a 3 needle carb we shouldn't because with that carb you can totaly control how much fuel the engine is getting at max throttle. Ask Ralph, it is a very good carb!

RE: The Future of BME Engines
 

Yup, I would probably go for the 3-needle carb, if I could get one, it would be something interesting to play with, plus I am very interested in aceiveing a very smooth, progressive low and mid-range.

My engine runs fairly well on the bench, but I can't lean the low needle enough to get the mid-range clean, then when I lean out the high needle, of course the engine goes lean towards the top end, and will sometimes just die on a sudden application of throttle from mid-range. A tiny bit of needle adjustment seems to go a long way on this engine.

Every time I run it and tweak on it for a few minutes on the bench, I manage to get it a little better, though, so I'm hopeful that the new intake will solve most of the problems. That 3-needle carb would sure be nice!

AmpAce

RE: The Future of BME Engines
 

I am sure there is more than one way to fix the "early" fuel draw which can lead to puddling problems. I am sure the new owners of BME have talked extensively with Keith and are going forward with the best option available.

As Altavillan mentioned, my 3 needle carb sure runs sweet.
He might not know it yet, but when I start flying my new plane he is going to take my 3 needle carb and reproduce it a couple of times:)

Amp-Go richer on the bottom then start leaning the high until that mid range richness dissipates. You can some what crutch the high with the low. The richening mid range is NOT from the low, it is fuel being drawn from the high too soon. That is why when you lean the high to correct mid range you go lean on the top with the un-modified WB25.
You can richen the low "tremendously" without affecting the mid range. Just try it and see if it helps.

RE: The Future of BME Engines
 

Thanks, I'll try that. You are right, in that I have noticd that the low needle is not too sensitive in it's effect on the low and mid-range running.

I basically leaned the low needle until the engine would "sag" in response to a quick throttle opening from idle, then opened it back up just enough to get rid of the sag. I then leaned the high down in very small increments until the top end started going lean, and response from part throttle was poor. At this point, very little change in the high needle makes a lot of difference in the mid-range and top end.

Your advice makes sense, especially for low and mid-range, since that is the only logical way to keep the high orfice from dumping too much fuel too early into the venturi. Of course, I would expect the top end to still be too lean under these conditions, but that doesn't concern me too much, as I expect to very rarely, if ever, use high rpms and high power in flying my Super Cub!

I'll let you know what I think after trying it. Can't do it today, though, we have a minor blizzard going on, and I test out in the open.

Thanks again,

AmpAce

RE: The Future of BME Engines
 

Hello everyone, The new BME's phone number is 405-821-2579 and the hours of operations will be 9:00am to 5:00pm central time. The phone is up now and we will start repairing engines Monday March 3rd. Our website might take a little longer than expected do to the fact that it will have to be built from scratch.