That makes 3 engines within 19 cc.....111, 120, 130 .
I'd say in the near future 1 of them will be discontinued.

Originally Posted by Jason T

Not sure, but there is a lot of 120's out there. Im sure the parts will be available for quite some time as a lot of them over lap to smaller engines.

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.

Originally Posted by closetguy

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.

Parts are fairly consistent for the DLE120 and the single cyliner 61. The 111 was a development / learning engine for DLE and much of what was learned there was applied to the 120, so it was a more mature product right out of the chute. Whether one of the large twins gets discontinued is another matter.

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.

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.

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.

Originally Posted by jln1320

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.

Look forward to your install experience and performance.

For anyone thinking of swapping their engine...the cylinder stagger is the same as the 111, which is opposite of the 120.

Originally Posted by FGNewbie

For anyone thinking of swapping their engine...the cylinder stagger is the same as the 111, which is opposite of the 120.

??? 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.

Originally Posted by Truckracer

??? While I don't own this engine, all photos I have show the 130 and 120 with the left cylinder forward where the 111 has the right cylinder forward which was more common a few years back.

Same as 120 (pic is 130)......Right cyl. forward (sitting in cockpit)......keeps cylinders more equidistant from cowl air inlet.....(due to firewall right/thrust)......

My bad one pix was right side up the other down. And I was inebriated.

Originally Posted by FGNewbie

My bad one pix was right side up the other down. And I was inebriated.

You're excused!......

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

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!

Originally Posted by MarkRobbins

shoot. looks like youre right.
Anyone find a manual or mounting hole specs yet?

my 120 has the same middle holes on the rear mounting plate as the 130 shows.

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.

CTS 2019 special Sunday Demo Flight by Sacha Cecconi (5 min 0 sec)

China 3D Top Show 2019 Saturday Demo flight by Sacha Cecconi (5 min 37 sec)

Your opinions please?

Kind regards,
Nikos