Consistency of starting as well as all rpm running ranges:
Smoothness of engine while running:
Ease of use/user friendly:
These next three catagories I will combine into one evaluation. As I feel they all kind of go hand in hand. The consistency of starting and rpm was very consistent each and every time. Usually 3-4 flips choke on, a few flips after that. No deviation. The rpm's static have been pretty consistent. Now that the ignition issue is resolved, it consistently turns a "VERY" smooth 1500 to 1600 rpm idle. It will go much lower on idle. I believe I had it down to around 1050 to 1100. But it is not nearly as smooth as most of you would already assume. Up through the throttle curve it is fairly linear. It does seem to have more response from just shy of half throttle to full than it does from the same just half to idle. I am pretty certain however this is my throttle arm geometry setup. Smoothness is as good or better than the DLE 111's and the RCGF 120. As for ease of use and user friendly? Pretty much self explanatory since it has a Walbro carb. My needles are still on the slight rich side, but straight out of the box Walbro settings are pretty normal. I did have to twist the fuel inlet fitting as it faced forward. Also, it is very close to the one muffler and does concern me for temperature from the muffler. Maybe a ever so slight re-design of the muffler would removed this concern. My rating, 4.0
Simplicity of installation:
The 124 has the same mounting as all the 100/120cc class motors. Same foot print and same bolt pattern. Same prop pattern so it is pretty much a fifteen minute swap for any motor of that size. Two things I do not like however are this. It is wider due to the spark plug arrangement. Much like the RCGF 120, get ready to cut that cowl to make provisional space for the left spark plug boot. Unless you have a very wide cowl. However I do understand the logic behind the spark plug location. The other thing is, it is just a tad longer than the DLE 111/120. If it is a new install on a new plane, that is not a problem. But one that has already been set up with a particular engine, may require some slight changes. Standoffs were not included with my engine, however Frank has assured me that he will include them with the 124 in the future. I improvised and actually it all worked out pretty well. Rating, 4.0 stars
Weight of entire assembly:
The weight of the 124 is very appealing in most cases. it comes in at just a tick over 6.0 lbs including mufflers and ignition. Lighter than the RCGF 120, Lighter than the DLE 120, Equal to the DLE 111, Just a tick heavier than the EME 120. The only other engine I looked at for information was the DA 120. All of the above are heavier than the DA. Still, I don't see half a pound being an issue on an airframe these engines will be mounted on. Rating, 4.5 stars.
Fuel economy:
At first I was "VERY" concerned of fuel economy of this engine. It seemed to not only use the fuel, but "GULPED" it like it was going out of style. I consulted a few of you guys and discovered that it really was not too far off the norm. I guess I have been used to my 111's being such misers with fuel. My sons 222 will use about 25-28 ounces for a 10 to 11 minue flight. This monster "was" using right at 28-30 ounces for the same time. Ah, but wait...stupid me. Ignition problem would cause this right? YUP. After the flights I did yesterday with a now good and properly operating ignition system, fuel consumption was just over an ounce or two more than than my 111's. 12 minutes in the air plus start up, taki out, landing and taxi back yielded a whopping 19 ounces. Ok, I am pleased. Rating, 4.5 stars.
Comparison to other 120cc class motors:
Comparing the 124 to the other 120cc class motors I have been exposed to is summed up like this. It runs very well, has very very good performance. It is dependable and absolutely reliable. Workmanship is as good or better than any of the motors out there today. It looks very nice and eye candy appealing. In my opinion, hands down it is as every bit as good as a DLE, EME, RCGF or the like. Again, this is all strictly my opinion from what I have been exposed to. The GP 123 and the DA could..."COULD" prove differently.
Overall misses (minuses):
Standoffs would be really great to have. Frank has promised to rectify this.
Prop hub diameter. Frank also promised to address this. I am aware he has many of the original size in stock, however definitely something he will be revising. Rating, 4.0 stars
Overall hits (pluses):
The overall pluses to this motor are the machining and the appearance. It comes with genuine NGK CM6 plugs, the mufflers are nicely built and are warrantied by the manufacturer. I don't know of any other company that does this. Sure if the motor is brand new and there is a problem out of the box, I am sure everyone will cover them. But if the BE 124 mufflers break from normal usage? Get in touch with Frank. They are covered. The motor has a 3 year warranty. His service thus far has been impeccable. And a 30 day money back no questions asked guarantee. That's quite a statement. It runs very well, has great power, is dependable,reliable, consistent. I told Frank and a few of my friends that if, "IF" we all had available a motor that run like a "dub", looked like a DA and was priced econonmically like a DLE, then he just might have a winner. In my opinion, Frank is pretty darn close. If not there already. In my opinion, this all speaks very loudly. 4.99 stars.
I feel there is always room for improvement on many levels. Though I feel very confident about this engine, there is always the possibility of failure. It is very easy to come into an already established market and make a splash. And if your product is good enough, it will only be as good as the service and the longevity of the company. As well as the ability to be flexible to the public demands and requests. If a company will listen to their customers and what they want, and be willing to be patient until the product proves itself. Then quite possibly that company will survive and blossom with great success. We in the R/C community are very demanding of what we want. Yes, maybe a little too expectant so there has to be compromise to some extent. But as Pilot R/C has done as well as many other manufacturers, they offer a good product at a fair price with superb customer service, if BE can also maintain this level of devotion, Then they will succeed.
In finalization: I am hard headed to some extent, bull headed and stubborn. I am anal and I am critical. I am 3w spoiled. I love this hobby with every fiber of my being. This is the absolute most honesty I can offer Frank and all you out there regarding this engine. My son is very much the same way. {Poor kid...LOL} However, after yesterday's flying my son has put his first BE 124 on order for his new 120 sized airframe. Would I purchase another 124? Most definitely.
I did however make a very-"VERY" strong suggestion to Frank. "BUILD A 70cc TWIN!"
I do hope this information has been useful and appreciated. The recent photos I have attached are after 3.5 gallons of fuel. I don't see anything changing , {except getting better} as time goes on. Time of course will be the final determining factor.
. lol
. Amazing what you can do to Pilot air frames with a good motor!From that close up of the engine it looks to have "Tunnel Porting". Motor got you out of having to replace the rudder and a bunch of other stuff. Now that's RELIABLE 
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