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That makes 3 engines within 19 cc.....111, 120, 130 .
I'd say in the near future 1 of them will be discontinued. |
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United States, OH, Berlin Heights
Joined Jul 2006
5,961 Posts
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Ever see posts with guy's looking for parts for the 111 and all of it's different versions.Why would the 120 be any different. |
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Des Moines, Iowa USA
Joined Nov 2007
7,494 Posts
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I'm just glad to see a new engine from DLE as there hasn't been anything new in their lineup for several years now. I suspect the 130 comes from their drone market though and it was an easy transition to also market it for the RC market. |
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Chief, Tower and DLE Australia have the specs for the DLE 130 and they are consistent, except for static thrust. If you add up the weight of the engine, mufflers and ignition, the 130 appears to weigh approximately 9.25 oz more than DLE 120. Over 1/2 a pound to me is significant on an aerobatic plane; maybe not so much for extreme 3D. It has one more HP; but at a higher RPM. There appears to be over 4 lbs more of static thrust at 328 feet altitude. But specs for static thrust among the different sources are not consistent. Per specs, the bolt pattern is the same for 120 and 130. With all of that noted, it looks like a powerhouse and worth considering on a new plane. Especially with many new ARFs being 1 to 2 pounds lighter than older ARFs.
FWIW 130 is wider and carb extends further down than 120. Think the muffler is also larger. |
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Ordered a 130 to replace the DLE111 on my PAU Viper. Published weight for engine only is 5.59 lbs vs 5.5 for the 111, not sure about the muffler weight and don't care since i can use other brands.
I believe the exhaust bolt spread is the same as the 111. The stroke on the 130 is 2.5 mm more than the 111 and the 120, which means more torque!, that's why they spec the bigger pitch props. I can use a little more nose weight on this airplane so i think it will be a winner for me, looks like the cylinder casting are different and look better made than other DLE'S. I think it's going to be a very powerful engine. Guess ill find out when i fly it next weekend. |
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Des Moines, Iowa USA
Joined Nov 2007
7,494 Posts
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??? While I don't own this engine, all photos I have show the 130 and 120 with the left cylinder (viewed from front) forward where the 111 has the right cylinder forward which was more common a few years back.
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I'm glad to see engines with this stagger...makes a better cowl fit. The stock Exaust sits farther back and it makes a huge difference on a plane like a Yak where the engine sits more forward
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My DLE111 V1 has the left cylinder forward, same as my GP123 and DA120.
The DLE130 shows the right cylinder forward, shows two additional firewall mounting bolts , carburetor looks bigger like one from a 150cc engine. I see indications of more power! You guys are right, with the right thrust offset, right cylinder forward makes a lot more sense! |
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Hi there,
Some videos of Sasca Cecconi flying with EF Laser 104 and DLE 130 in CTS, China. Currently I am between this engine and GP 123 and can not make up my mind: 1. Weight: Just talked with the German dealer and is 2.540gr where GP is 2.300gr 2. The distance from the backplate to the prop hub is 156mm where in GP is 157,5mm 3. It produces 13 HP where GP produces 12 HP 4. It has not been tested extensivelly as the GP which is closer to the dimensions of DA 120 5. It does not have a Walbro Carb, on the other hand it has a metallic reed valve case which seems more robust than GP and DA.
Your opinions please? Kind regards, Nikos |
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