50cc vs. zenoa 62cc??

[rcign]

And then there were 4, a little known history of the MT62i, or MTi 101
Tomy Shen is the Chinese source of the MT62i...He has been E Mailing people to sell his engine...
First sold by Adam at BCMA, don't know if he still does...
I bought a few to test....Rich Border has some...Milton Thompson has some...
The two I had were made with the ignition magnet positioned wrong in the hub, timed somewhere around 50+ degrees BTDC...I told Tomy, he changed the magnets...I think some will have two magnets, the second will have the opposite pole facing the sensor so as not to fire twice...Subsequent versions will have only 1 magnet...
There have been reports of the carb insulator block cracking or leaking, he copied the Horizon plastic carb block...
My version has the G10 epoxy board block with an external pulse line, thinner and NO cracking...
Tomy's prop hub is a copy of the old A&M 6 bolt hub...Hollow inside, held on with a nut, with a single bolt adapter on the end held on with 6 flathead allen bolts...
My version is solid 2024 aluminum...The buyer can specify length...
My version has an extra 6202 sealed ball bearing replacing the front crank seal, 2 front bearings are better than 1....
My version has the crank cut off at the rear bearing with a plug replacing the rear seal...
I THINK we all pay the same basic price for the engine...
OK Adam, Rich, and Milton...Anybody wanna play price games ? I will MATCH or sell my better version for LESS than any of you guys....Lets GIT'R DUN
I will guartantee the ignition FOR THE LIFE OF THE ENGINE, no matter who bought it or how many owners it has....
I have been converting and repairing Zenoah engines since 1987..Where were you guys ?????

[rcign]

Hey Milton, the converted Poulan 46 I sent you some years ago is now the Brillelli 46GT...I guess we both underestimated that one....
An question about when it was done, look on rcfaq.com for the picture of my carb insulator....

[rcign]

Repoly to post #30
The first DL 50 I tested a while back turned the 23-8 at 6700 with stock muffler at my 6800 foot altitude....
It was one of the very first, still had the extruded mount....I made a mount for bench testing, didn't trust the original....

[Milton]

	Quote: Originally Posted by rcign
	Hey Milton, the converted Poulan 46 I sent you some years ago is now the Brillelli 46GT...I guess we both underestimated that one.... An question about when it was done, look on rcfaq.com for the picture of my carb insulator....

Had to be over 5 years ago, I converted about 6 after that, Sold 5 and still have one. I think the 5 I sold are still flying.

Ralph
Was not trying to step on any toes with my post about the MT 62. Just letting people know they are out there.
You are right about the timing. The first ones I got were off but I changed the sensers to correct them.

One thing anybody who sells China made engines have to do is test run them before they sell them.

There are some good ones but are not consistent in there manufacturing.

Milton

[rcign]

Besides being a little weak in the power department, most of the early Chinese engine problems are/were from sellers jumping on the cheap engine bandwagon...Some QC at the manufacturing level and more at the dealer level would have gone a long way..They WILL get it together someday..

[TheTank]

In response to "Chris's" post to me:

Ok... so a MODIFIED G62 is stronger than most of the 50s in the class, I can buy that. But a stock G62 out of the box, absolutely not. Like I said, they are great motors, but are no power houses from the factory unless I got a bum one from the factory. I'm not sure where you are getting your RPM numbers from, but my post comes from my experience. Replaced a newer G62 on muffler on a Hostettler Decathalon with a DA50 on a muffler. DA50 out pulled it by far, and that was WITH added nose weight to make it balance. Those were both with no mods, no changes, out of the box stock. Porting, timing, over all design dictate the over all efficiency of an engine. RCIGN has done some great things with G62 platforms, definetly agree on that one, but its all with modification of some sort. If you would like to pull both motors out of the box, pop the same prop on them, same fuel, NO mods, and videotape the RPM pulls you get out of both motors, you might then sway me that a G62 has more power out of the box than a DA50/ZDZ50/3W50. I know sure as **** my G62 wouldnt spin a 23x8 Mejzlik prop like my DA50 or my ZDZ50 would. I wish I still had the motors so I can so tests and really take a look at them, but I dont. Smallest case I have now is 100cc. My one question would be, If the numbers that a G62 can put up are better than any of the new style 50s out there, why would anyone run a 50 when you can get a G62 at alot less cost... But then I dont see too many people opting for the G62 over a newer style 50. Like I said, great engine, and it has tons and tons of applications out of the box, but I just didnt see the comparison between the one I had and my 50s, of which I have had 3 that were all pretty much the same.

[TheTank]

Stock specs on a G62: RPM figures listed with an APC 22x10 prop.... thats almost in the same class as a Zinger Paint stirrer. If someone has see them pull those numbers in stock form with a Mejzlik or a Menz 22x10 please let me know, because mine sure didnt put out that kind of performance.
G62 Engine (3.8 cu in)


Key Features

• CDI Ignition system
• One-piece chromed cylinder
• Ball bearing-supported crankshaft
• Turns props ranging from 20 x 14 up to 24 x 10 at roughly 7600 rpm
• Capable of powering an airplane as big as 40 pounds with authority

Overview

The only engine allowed for competition in the Giant Scale AT-6 racing class, the G-62 is the benchmark by which all other engines in its class are measured. This engine is ideal for giant Warbirds, such as 100" AT-6 Texans, as well as the ISC 1-800-COLLECT Pitts Challenger II, and popular sport big birds like the Lanier Stinger and Laser 200. The G-62 will turn a 22 x 10 prop at approximately 7200 rpm.


Specs

• Type:2-Stroke
• Displacement:3.80 cu in (62.0 cc)
• Bore:1.90 in (47.5 mm)
• Stroke:1.40 in (35.0 mm)
• Cylinders:Single - Chrome Plated
• Total Weight:82 oz
• Engine (Only) Weight:73 oz.
• Muffler Weight:9 oz.
• Crankshaft Threads:M10 x 1.25
• Benchmark Prop:22 x 10 APC @ 7,800
• Prop Range:20x8 - 22x10
• RPM Range:2,000 - 8,500
• Fuel:Gas/Oil mix
• Mounting Dimensions:163 x 222 x 197 mm
• Muffler Type:Can
• Cylinder Type:Ring
• Carb Type:Walbro HDA-48 D
• Crank Type:Ball Bearing

[Brave]

	Quote: Originally Posted by Zeeb
	I have to chuckle everytime I see one of these posts about bigger engines and the "Warbird" guys say "it'll pull the plane apart", "it won't fly scale"... I think some of these guys don't know how to use the throttle in any manor but on/off. I'd definitely opt for bigger over smaller and all you need in most cases is a bit of restraint with the throttle, but it is there if you need it. The other thing and it is often overlooked, is that most Warbirds wind up being tailheavy and require some added weight on the nose. That being said, it's one of the reasons you see so many G-62's in 'em. It's also a really tough, reliable engine but it does have the side mounted carb and I wouldn't own a gasser that did not have electronic ignition. There are those who run the magnetos and are perfectly happy with them but it's not my cup of tea. So basically, if you can come up with a modified G-62 that'll fit in the cowl (carb mod) and an electronic ignition for a decent price, then I'd say go for it. Barring that, the rear carb 50/60cc size made for use in a model airplane engines, would be my choice. My brother is putting a ZDZ in his TF 1/5 scale Mustang with one of Kelvin's exhaust systems and it's gonna be sweet....

Thanks, this is a wealth of very valuable info. that I can use. I bought the g-62 and will in time do the conversion. I myself choose to be better safe than sorry. Thanks again......
Eric Eggemeyer

[Brave]

Next question, I'm still trying to make heads and tails of all the great posts, what modifications do you recommend to max. performance, and who do you recommend?

	Quote: Originally Posted by Brave
	Thanks, this is a wealth of very valuable info. that I can use. I bought the g-62 and will in time do the conversion. I myself choose to be better safe than sorry. Thanks again...... Eric Eggemeyer

[airbusmech]

I converted my G-62 to ignition by simply removing the hub and CDI. I then had a new hub made and installed a falcon ignition unit I had purchased used. I now have a motor that is super easy to start and advances to almost 20 dgrees BTDC at full throttle.This little motor has turned into a stump puller in my eyes. Never one dead stick and super reliable.

I also have the giant scale mustang and met someone down south last year who was flying his at Bay city with the 52 in it.The G62 would work with a lot of sweat trying to fit it in but the revolution 52 would be the most ideal setup for that airplane. When mine is built the revolution 52 is going into it.

[rcign]

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[rcign]

I have been converting G62s for 21 years.....
"Modiifed" in my book means taking the magneto off and replacing it with electronic ignition, nothing more, no porting, compression, etc....
If you want to "pop it out of the box" to compare it to a DA or other 50 to make it a fair comparison,
take the mufflers off both and have EI on the G62...G62s for 21 years have been characterized as heavy becaouse all the other engines are EI....If you "pop" one of mine out of a box it will weigh 4 lbs because it will have EI..
FWIW, in all those 21 years I have not seen 7800 rpm on ANY 22-10 inch prop....Mag or EI....
If you just gotta have a stronger G62, put a pipe on it...see the rpm thread at the top of the page...
If you want more power for about $600 get a 3W 80xi...They were on sale a while back for that...No comparison...

[Tired Old Man]

Truth be told, if RC Ignitions spent as much on advertising as DA there would be more modified G-62's on the market than DA's. For $600.00 you get a DA 50, for about a hundred or more less you get a 62cc engine that's been modified with a lifetime warrantied cdi ignition and the engine lightened considerably. The G-62 will last the better part of 20 years and never see the repair station unless crashed while the other is widely noted for being returned for service. If the stock 62 muffler is tossed and one of the better after market mufflers is used, such as one from Abell, the DA is no longer in the ball park in any way other than being a couple of ounces lighter.

The truth of this is observable any time planes are class racing or when two of the same plane are flying with the only difference being the engines. The RC Ignition G-62 wins every time. There are some other comparisons out there between the most popular 50 and other engines but this isn't the time or place.

[rcign]

Careful, Pat, you'll hear from sinergy for talking about Zenoah engines...

[Tired Old Man]

You mean Jake Ruddy?