Crash90

My Feedback: (17)

Am I reading this right?
BME 55xtreme 1.9lbs (55cc)
MVVS 2.15 Gasser 3.5lbs (35cc)?

Seems like a nobrainer.
I will be building an OMP edge profile this winter. I have already bought the MVVS 2.15 but am considering selling it for the 55xtreme.

Antique

My Feedback: (4)

This is getting better all the time...If we can believe the reports, the BME now weighs 1.9 lbs...What's next 1.7 ?

Crash90

My Feedback: (17)

are you saying 1.9lbs is inaccurate?

Antique

My Feedback: (4)

Since BME has no comment and the only source of information is from Kris^, the last information was 2.1 lbs...I was being facetious..[8D] Sorry, it's hard to belive that a 55 cc engine can weigh less that a 26cc engine, my G26 conversions weigh 2 1/2 lbs..I could trim off more fins, drill out the crank, use titanium bolts, and not include the weight of the mount,, hub, ignition, and spark plug, and it MIGHT weigh 2 lbs or less....I commend BME for trying to save weight, but without some OFFICIAL word from them all this speculation is just that..

Crash90

My Feedback: (17)

They have 1.99lbs listed right on their web page.

CAPtain232

My Feedback: (40)

RCIGN,

Not trying to ARGUE with you, but look what Keith did with the 110....it only weighs 3.8 lbs.....

Now I agree that it would be hard to build a 1.9 lbs 50cc class engine, but I am sure it will be close to that......LAST I HEARD it was ACTUALLY 1.99lbs.

SMALLFLY-

My Feedback: (19)

Any way you look at it the bme 55 would so overpower a big edge profile you would run the risk of flutter at anything above 3-4 clicks of throttle. Last I heard a prototype was swinging a 24-8 above 6200 with a standard exhaust. The wing loading on that plane will easily carry the weight of the mvvs (my buddy capthis had one and I have flown it with the mvvs) I personally would use a bme 44 on that big profile but the mvvs on a pipe was a strong preformer, and even with it (the mvvs 2.15) you have to watch your throttle all the time

Flyfalcons

Hang on to the MVVS if you want to fly your plane within the next year......

Crash90

My Feedback: (17)

I know capthis had the MVVS and he seemed very happy with it. I wonder how it pulls out of a hover with the MVVS. Does BME make the 44 anymore?

JBrannon

My Feedback: (3)

The BME 55 extreme does not exist. If you are building a plane buy an engine that exist.

Joe

Thunderhead

Good luck getting a BME55 anytime soon!!

Crash90

My Feedback: (17)

At 1.9lbs I will wait. Thanks.

SMALLFLY-

My Feedback: (19)

The edge was propped with a 22-6 turning almost 7000 with the pipe as I remember. It would pull out of a hover easily. Most flying was done at 25% throttle to keep it from going to fast. Like I said the 55 would be insane Also the 55 is not going to be a beam mount making it much more difficult to mount to a profile

Antique

My Feedback: (4)

Something has to hold the case together, so mounting on a profile is no problem...I mounted a G23 on a profile by making the mount from 2 small aluminum 90 degree angles bolted to the crankcase using the 4 bolts that hold the case together...2 bolts through the plywood at the front of the fuselage held it on...9 lb scratch built profile plane, G23, 18-6 Mejzlik prop, 8000 rpm..A glow 23 weighs 1 1/2 lbs if you take off some of the extra casting, mill the back flat, and use the old style spool hub........Hold the plane vertical, throttle up, and it would take off straight up....Flew great until it had a midair with a trainer...[8D]
FWIW..The last BME twin I had here weighed 3 or 4 ounces more than advertised on the scale at the Post Office...
AND I didn't say it's NOT possible to make a 1.99 lb 55 cc engine, just can't figure out where all the weight comes off....Must be some really thin parts in there...

rmh

Having had ST2300/3250 etc., plus YS140's of all types -I am a little familiar with 2 lb engines -
these are 1.4 engines (aprox)
a 2.5 engine of the same weight certianly looks to be very interesting concept .
--I have had a few 50 gas engines - and at just under 3 lbs - there is not a lot of stuff to ditch.
A glow 23 --I guess that is same displacement as a 2300 Tigre? under 30 ozs sure sounds light
Of course these don't have the large dia rotary valve crank -
My 2300 Tigres would run an honest 9300 rpm on APC 18x8 props . on tuned Chapman can.
It looks like these super light engines really save weight in the cranks and the sleeves (no sleeve).
I really am keen on seeing how all of this is done -

Kris^

My Feedback: (1)

Ralph, I was at BME during the Thanksgiving week. . the 55 DOES exist, I held it in my hot little hands, and I could actually see places to remove some more aluminum . Keith frowned on taking pictures of it, so I digressed and aimed my digital camera elsewhere. It WAS 1 lbs 15.5 ounces on a digital mail scale WITH sparkplug and prop nut and washer. Ignition adds 4 ounces and the muffler is another 4.5-5 ounces. .so it's about 2.5 lbs with muffler and ignition.

As for the BME110 Xtreme coming in heavier than 3.8 lbs. The one I first received was 3 lbs 13 ounces WITH plugs, propnut and washer. my 106 upgrade of a 102 Evo, using the 110 Jugs, is also 3 lbs 13 ounces with plugs and propnut/washer, and the 2nd 110 I got was 4 lbs even dressed the same way. The difference in weight is due to a mild shape modification on the dedicated "Xtreme" crankcases versus the older style 102/105 Evo Crankcases. The deck height was increased by .5mm per side, necessitating slightly thicker mounting pads for the cylinders without being able to undercut them because of crankcase flow and stuffing efficiency considerations. BME is looking at ways to reduce the weight to again achieve the advertised 3.8 lbs, which will require finding about 3 ounces of material to remove.

The 55 is being targeted at January-February release.

Hope that answers all pertinent questions.

In the meantime. . . the BME110 is STILL lighter than ANY 100cc twin out there, lighter than a ZDZ80 and almost any other engine out there over 60cc's of displacement. It also makes more power than the old style 3W120, and I am sure would give the current 3W120 a good run for it's money and is more than equal to the 3W106. I'm not even going to bother comparing it's power ouput to a DA100 . that would just be silly.

Scoubidou

My Feedback: (17)

Hi Kris
Based on your comments above, you seem to be well conected to BME shop! Are you a BME representative?

What will be the 'entry price level' for that engine, if it does exist?
Daniel

CAPtain232

My Feedback: (40)

NOT 100% sure, but in the $575 range plus muff.....UNLESS you got your name in when Keith first announced them, then you can get it for $499 (I have 2 on order)

rmh

Now Kris - silly has never held you back!

Kris^

My Feedback: (1)

Well, Okay, Dick. . Silly has never held me back, BUT sometimes discretion is the better tactic. Perhaps I should just lambast the ZDZ100 a bit instead, since it appears to be the "low man" of the 100cc class hierarchy, being about the same weight and power output as the first generation BME 6.2's or Evo's.

As for being "well connected" with BME, I believe that is a matter of interpretation. If I was TRULY 'well-connected", I'd get a discount on engines and things I buy, which I do not. I'd also probably have parts and engines available to me that others do not, which just does not happen. I've said it a number of times. . I pay full price for everything, and about the only reason I got my 110Xtreme first off the production line is because I sent Keith a check for TWO engines long before there was even a waiting list. I also told him to deposit the check, and trusted him to make good on his end of the deal, which he surely did.

That all being said, the 55X was originally going to be priced the same as the current 50cc motor, but the price has now gone up about $50. People who were already on the waiting list for the 55 before the price was changed will still get their engines at the previously quoted price.

One note. . it was kind of funny to show up on Keiths front doorstep after only having phone conversations for the past 4 years or so( it took HOURS to find the place!!!). He and his family are just great, as are the people who work with him, and we had a fun time visitng, talking about BME (the company) and doing a bit of flying at the local field. I'm hoping he will be able to make Joe Nall and Toledo this year. . .definitely a "must do" on anyones list.

rmh

Chris - I wish I had your crystal ball-
You make comparisons with other brand engines, as if you had run them all side by side -
Speculation is fun, but enthusiasm is hardly a criteria for performance.
Relax , man -

Volfy

My Feedback: (23)

Okay, pissing contests aside, the MVVS 35cc is a good engine for what it is. I have a glow version that is about equivalent power to the average 45-50cc gas engine. It's not the minimum weight champion of the world. I'd say it competes well with the OS BGX-1, ST G3250 and Moki 2.10, except the MVVS has needle bearings on the conrod and so can use cheap 5% oil glow fuel.

Comparing the MVVS 35cc gas version with the BME 55cc is silly. Let's see:

MVVS 35cc
$350 w/o muffler
Available immediately

BME 55cc
$550 w/o muffler (?)
Vaporware, so far

They are far from being in the same category, price- or size- wise. I'd say if you are looking at something like the BME 55, the MVVS doesn't belong on your shopping list. It is a no brainer.

Still, there are several other very impressive 50-60cc class machines out there that are in stock available. Personally, I find the new MVVS 58cc the most interesting out of the recent releases. MVVS even has a smaller 45cc version coming. Unlike some of us here in this forum , I'm not "unofficially tied" to any brand. I love seeing the competition heating up in the mid-size gasser arena. Brison has their new 55cc; ZDZ just intro'ed their new 50cc. Just to name a few. Life in the gasoline alley is great. Bring 'em on!

Kris^

My Feedback: (1)

Now, Dickie, no sense in attributing the same motivations and reasoning to my actions that you follow. All one has to do is compare published power numbers, weight, and other factors between engines to get a pretty accurate comparison of how an engine will perform. Except for YOUR rather. . .ahem. . . GOOD rpm numbers, most people have engines that you test at "X" rpm but are actually X-200 rpm when THEY test them.

So.. .compare the ZDZ100 to the BME 102 (weedie) twin. . they are quite comparable if you take published performance numbers to heart, the weights are within an ounce of eachother, and one can then surmise that they have approximately the same performance capability. Having run a number of the BME 102's and 102 Evo's, I'd have to say (with some authority) that the current power level of the ZDZ100NG is at BEST comparable to the 102Evo, but is actually slightly heavier than that engine.

As for the 55? Against a piped mvvs 2.15 it's still a non-issue, with the 55 a hands-down winner.

But, really, all this is moot until the 55 comes to market. As I've always said. . the airplane doesn't care what motor is on the front, so shut up and FLY!!

Airbike

My Feedback: (6)

Hey Kris,
Can you give us a brief description of the 55X's layout?
Is it rear carb or same as the 50 (had to make a WIDE cowl for my last scratch project)
You mentioned that the 55X was not beam mounted, so what's the configuration? Uses standoffs?Comes with radial mount (similar to Taurus)?
Please let me know some info. I'm on the waiting list for the engine but I'd like to start laying out my next scratch built project. The info would be a great help.
Thanks in advance.

Kris^

My Feedback: (1)

There is a 3D rendering of the 55's casing on the BME website. It has "ears" on the backing plate for bolting directly to the firewall. Carburetor is on one side of the crankcase with a reed valve under it feeding the crankcase. The exhaust exits on the right side (upright, facing forward) and the sparkplug angles to the rear, the same as the 110's. The prop hub is substantially smaller than the 110's hub, though they share the same crankshaft, and uses the same single-stud/washer/nut style of prop retention.

The final version may change slightly from this layout, and there was discussion about mounting the carburetor at a different angle for more clearance. Only time will tell.

http://www.bmeengine.com/gfx/gallery/55ccsetup-3.gif