50cc vs. zenoa 62cc??

[rcign]

The adapter from Toni Clark should have a pulse hole in it to line up with the hole in the carb base...Be sure ypu put the carb on the engine the right way...The 62 pictured has one of my older mechanical advnace units on it, you can just see the 4-40 rod on the front behind the hub...New versions have a different hub without the 4-40 rod...The carb on this one already had a pulse port fitting in the carb backplate so there's a neoprene line from the side of the case to the back of the carb...

[Solstice]

A couple of questions. Does anyone know if the converted G62 with the Tony Clark adapter will fit in the cowl of the 1/5 TopFlite Mustang? What about other engines? I was thinking about the Evolution 58GX or 45. I have a DA50 I could use and a BME 44. Not sure how powerful the BME will be, might be great, someone with experience might chime in?

I have an RCIgnition converted G26 and can attest to the quality of his work. I'm leaning towards the G62 simply because of that. Who can tell me if the Mustang needs the weight in the nose or would I be better off looking for the lightest engine option, such as the DA or similar weight engines.

I don't want to start an engine war, just wondering if I should be looking for heavier or lighter options in the 50 - 60cc range.

Last thought, I have a 3W-80xi. Would that be too heavy or too difficult to fit in the cowl?

Thanks for the help.

[Tired Old Man]

There hasn't been a warbird made that did not need extra nose weight. The closest one I eve met that came close to breaking even was the big World Models P-51 and even it liked the G-62 for weight and power.

The BME 44 is a great little engine. Originally an Echo design with a lot of power for the size but would be lacking in a large P-51.

[ULTIMATE1]

	Quote: Originally Posted by Brave
	Well, my G-62 has arrived and for another $90 from Toni Clark I'll be recieving the 90 degree carb. intake w/gasket and air stack. If all measurements, and all the very useful information here is correct, then there should be a whole lot less cutting on the cowling. I know performance will be an issue with anything other than a two blade prob. but I like the four bladed. Any suggestings??

THIS WOULD ALLOW A SCALE 4 BLADE PROP WITH A HIGH PITCH AT A COST THOUGH ?
TORQUEMASTER £156. Export £131. .€216
SPEED REDUCTION UNITfor ZENOAH 62
50% Thrust increase, from 20lbs for standard Z62 to around
30 lbs when fitted with Torquemaster. £154.
1. Bolt-on Unit. no modification to the engine.
2. More torque drives bigger props for increased thrust.
3. Moves the thrust line closer to the centre of the engine.- Easier cowling.
4. Ratio 1.75:1
Thrust - 30 lbs. Weight - 2¾ lbs. Length increase - 2½ in.
Prop shaft is 75 mm above engine shaft. Pulley runs on two ballraces.
Prop .........RPM A well run in engine can give 10% higher RPM.
26 x 8 ......5400 (prop too small. Suggested max RPM - 5100 on prop.
26 x 10 ....5200 (a bit small)
28 x 12 ....4600
28 x 14 ....4400 (takes my 1/3 Camel up vertically!)
30 x 11 ....4000
32 x 12 ....2700 (too big for max power)
MORE INFO ON THE CHAT PAGE

[Chris]

I'm going to buy one of those reduction units for an old Byron 100" Mustang. Engine will be G62. Prop will be 4-blade Zinger. I'm thinking 20x12 4-blade, but I'm going to have to experiment. I want to keep my RPMs on the engine around 7700-8300.

[rcign]

The reduction unit is more for big WW1 biplanes...You won't get over 50 mph with the prop turning only 4000 rpm.....Not exactly warbird speed....It's a very good unit, works well, just not fast....

[zoomer260]

	Quote: Originally Posted by Chris
	I'm going to buy one of those reduction units for an old Byron 100" Mustang. Engine will be G62. Prop will be 4-blade Zinger. I'm thinking 20x12 4-blade, but I'm going to have to experiment. I want to keep my RPMs on the engine around 7700-8300.

The guy that taught me to solo (ok 3 flights handed me the Tx and walked off) had a Byron on the reduction unit that they offered on a Q42. It was something else !! The prop was the Byron four blade scale prop about 24" I think and the plane was plenty fast. And the sound was better than one would think with the engine turning good rev's and the prop turning slower. You could hear them both. Turning a 2 foot 4 blade with a high pitch at a slower rpm pulled the plane just fine. You could go with a larger than scale prop with a G-62. OR turn more rpm with a scale prop.

[zoomer260]

The Byron unit was more complicated and placed the engine farther back (a lot) and the Q42 was totally enclosed in the cowl except the carb. Vibration was an issue but that scale prop turning slower sounded great and speed was only an issue when slowing down for landing.

[rcign]

The Byron unit was not very rigid, so vibration was amplified...The Toni Clark unit is way more rigid, vibration is not bad at all....We had a Byron unit with a piped Rossi .61...The 3 little V belts had to be really tight...You could hear the engine surging as the belts slipped...UniRoyal made us some pulleys for a tooth belt, worked better....We adapted the mount for an OS .90, but didn't make much difference in speed.....Seems like the prop was a 2 blade 20-8 turning about 7000 rpm, about 53 mph..
The reduction on a G62 will turn the prop about 3500, speed would be about the same as our old Byron unit...You could pitch the prop to let the G62 turn 10,000, won't hurt it....
Contrast that to a racing AT 6 with APC two blade race prop, 120+ mph....
The T6 race planes are 100 inch wingspan and weigh 25+ lbs....
I have a 4 blade prop made using Byron blades..Don't know the pitch, but it really drags a stock G62 down...It might work well on the reduction drive....We made it years ago when the blades were still available...You can see the blades flex when running it on a 5.8 Sachs...

[Solstice]

When using an RCIgntn G62 in TF 1/5 mustang how long does the prop drive need to be? My understanding is that I can order a special length if needed. Before I order the engine I would like to get this measurement.

What muffler is recommended for the G62 in this installation? Is a inverted Pitts available that won't choke off the engine? My thinking is that the inverted pitts would offer a little more volume to quiet the motor and be tucked away where it won't require as much cowl cutting.

How much cutting away of the cowl will be required for the RCIgntn G62?

A couple more engine comparison questions:
Does the 58, with it's rear induction vs g62 piston port offer more power or better handling? Other than improved layout (rear induction), does the 58 offer any other advantage that I've overlooked? It's more expensive, but seems to be very close in weight as well. I admit it's very hard to understand true comparison weights; I think the two are very close in weight, maybe the same.

I appreciate the thoughts and opinions of those who have gone before me.

Solstice

[Chris]

A Slimline or Bisson pitts on a G62 will open up the exhaust significantly over a stock muffler. It's not very restrictive at all. I use them on all my G62 engines.

I prefer the Bisson because I think it's built better at the header flange. But the Slimline is cheaper.

The Byoron Mustang that I'm looking at has the factory reduction system. It has a shaft that is about 12--14" long and puts the engine way back inside the fuselage. It has the factory 4-blade plastic prop. I've been told by guys here in Colorado that it's practically worthless at this altitude. Even when adapted to a G62, the prop has so much flex and slip that the airplanes will just barely fly. Not what I want to experience with my first giant warbird.

I've been told that I'd do better to simply mount a G62 on the firewall and run the standard 22-10 prop. Thats a WHOLE LOTTA plane for a G62. I love these engines, but this plane is supposed to weigh about 30 pounds RTF. Wish I still had a GT-80. I'd cut holes in the sides of the cowl and let those cylinders hang out in the breeze. That would certainly haul the mail.

[rcign]

Racing AT6s weighed as much as 30 lbs, had no trouble going over 100 mph. My own Norseman seaplane weighed more than that, flew well with a 24-8.....If you have ever been to a USRA race you have seen AT6s going WAY high when pulling up at the end of a heat races...