Informal test..
I have been wondering about the Fuji BT64..Today I got one here to straighten...\
Took it apart, the crank is the same size as a G38, about .470...
Straightened it, put it on my test stand, ran a 22-10 Zinger prop, 6800 rpm....
Took a new G62 out of the box, put it on the stand, same prop, 6900 rpm..Crank diameter .588
Fuel 87 octane Shell, oil 32-1 Klotz, air temp 50, altitude 6800 feet. 2 tachs, TNC and GloBee..
Both engines weighed with stock mounts, prop bolt and washer, no muffler..
Fuji 5 lbs 1 oz
G62 4 lbs 15 oz.....
I hand started both, the Fuji was a little easier..
Vibration ? About the same, one man's vibration is another man's smooth....
Price ? Couldn't get on the Tower website, it's VERY slow to load....
Draw your own conclusions, I'm predjudiced...Quality ? Take one apart and look....I like the G62

What exhaust/muffler on each engine?

John

No muffler on either.....

Yes, but the Fuji has a lot more and colorful ads in the magazines.....

I actually have one of each, though my G-62 is an older model that came with the right angle throttle arm. Never took either apart (luckily have not had a need to!), but to date both have been very reliable and about the same power (much more time on the Zenoah so far). However my BT-64 will turn a Mejzlick (sp?) 22 x 10 over 7.2 K (Amzoil 100:1)...just for a different prop to compare to.

For me, the G-62 is much easier to prime with the choke on (it draws fuel up better), but I never was able to start the G-62 by hand (I use a recoil starter for it). The BT-64 takes longer to get fuel to the carb, but can easily be flooded (almost impossible to get the G-62 TOO wet!) when starting. The BT-64 hand starts EASILY once properly choked.

My (older model) G-62 came with a worthless motor mount that required an aftermarket mount. It also required a right angle throttle arm adapter (something I guess the newer ones do NOT need), and had a hugh, heavy muffler that wouldn't fit inside the cowl of most planes. My BT-64 came with an entirely workable motor mount (no aftermarket mount required), and a muffler that I was able to use inside the cowl (with some reworking) of my WH 28% Edge. I also did not have to resort to a recoil starter for my BT-64.

With all that said, I would agree that my G-62 just "feels" more robust than my BT-64, but I realize that is a pretty subjective analysis. I guess only time will tell on the longevity part!

Lee

I too have both engines. Converted to CH Synchrospark ignition and equipped with a BCM wrap-around Pitts, my Fuji 64 turns a Zinger Pro 22x10 at about 7000rpm on the bench after maybe 1/2hr of running. I am sure it will get better as it breaks in some more.

I have had G-62s before, but the latest one I just got in has the large volume muffler. It has two stingers pointing straight down (engine inverted) very near the cyl head. It also has a third support point in addition to the two through bolts. This one is in the process of getting converted to CH Synchrospark as well. I just have to time the hall sensor and it'll be ready to fire up.

One immediate observation is that, AFTER EIS conversion, the Fuji is considerably lighter than the G-62. With the BCM Wrap-around Pitts, which is fairly heavy, the Fuji weighs right around 5lbs without the ignition module. The G-62, converted to CH ign and with the stock muffler weighs 5lbs 10 Oz. The G-62 does have the external ign coil, so the difference is maybe 2 Oz less. Still, that's 1/2lbs difference.

I will reserve my judgement after I put a Pitts muffler on the G-62 and run it on the bench. Still, the legendary reliability of the G-62 is hard to beat. I know these days the talk is all about the sexy and svelte DAs and ZDZs, but I just have a soft spot for these humble industrial engines.

OK, my immediate observation of my humble industrial engine..... My next G62 conversion will have my ignition with a syncro spark module instead of mechanical advance, so the weight of the ball bearing I use will not be there... Like always (about 18 years now) will have the carb rotated and the ignition INSIDE my entirely workable guaranteed UNBREAKABLE mount..Mounts ?The original G62 mount is a flat steel plate, bolted to holes tapped into the crankcase and secured with four 6mm allen bolts, way stronger then the 2 aluminum pieces on the Fuji bolted to those 4 cast crankcase extensions with 5mm flatheads..If you ever have the misfortune to crash and break those things off the cost of the case from Tower will be very interesting......It will weigh less than any Fuji 64 and cost $525....And use a 500 ma battery, good for at least 2 hours...And the ignition is guaranteed for life.....
But no blue paint....

WHAT?! No blue paint??!! That does it for me.

Okay, me bad for remembering wrong. They differ only by about 6 Oz. More than likely not enough difference to worry about. The 5lbs 10 Oz. engine I recalled was acutally a Walker 4.2 I am working on for a friend.

The latest G-62 still has the steel mounting plate. I got a B&B cup mount instead. Ralph, did you have to cut off the rear shaft in order to fit the EI module? I don't mind loosing a couple of Oz. there, but like you said elsewhere, the front and rear shafts are exactly the same. In case of crash bend front shaft, just swap ends.

Ralph, I am curious to find out what your G-62 RPM readings will be with the new style muffler. I don't have any reading with the old style muffler to compare against.

I agree about the small mounting screws on the Fuji. Besides, I don't know why they don't just make the aluminum mount one piece. It will be stronger and can't possibly weigh that much more. I like Fuji engines, especially the 86T, which is surprisingly lightweight after EI conversion. But all Zenoahs except G-38 have external coil, which lowers the conversion kit cost and also makes installing the ignition module much easier.

I cut the shaft flush with the case and make a hollow mount with ignition inside...
When the crank gets bent it always gets twisted too...You can swap ends but the good end will still have some runout because of the twist....