There is no question the DA is lighter, and more powerful, than the G62. My question is why. You would think the larger CC engine would produce more power. The ignition timing of the engine can't be the reason. Full power, they are both at full advance. I'm guessing that it must be a porting, or carb answer. It could also be interal friction. If that is the answer, why doesn't Zenoah change this problem?

In fact the G62 will swing a larger prop than a DA-50, it has 10-12 CC's more cylinder capacity. The problem is the weight difference, and where the weight is located on the plane. It doesn't produce enough extra power to over come the extra weight and wing loading. both are great engines. And the zenoha can be made lighter by converting to to I.E.. Knock the weigh down and the zenoah starts to shine.

A G-62 can be obtained with a weight of under 4 pounds. It is in fact more powerful than the DA 50. Should an individual obtain one of the lightened G-62's from RCIGN I'm certain that the view of a DA50 having more power would be immediately debunked.

The stock G-62's were not originally designed to be aviation engines, but as industrial work horses where they have shined for decades. The model aviation stuff came much later and the change in design and tooling required to make an aviation specific engine would be too expensive for the limited return in sales volumn.

The measure of performance for any aircraft engine is power:weight. Just adding a tuned pipe and/or increasing rpm will put a stock G62 over a standard muffler equipped DA50 in those terms. We have handicapped our engines by using power killing mufflers and low operating rpm. The only measure thats left is displacement and weight, and that seems to be enough for most modelers. Generally the lite 50cc class are the best applied engine/airframe combos that are widely available. G62s always seem to end up on airframes that are too big and the owner's don't know how to get the power up, so they end up saying "my DA50 is more powerfull than a G62".

A perfect comparison example would be to install a stock DA 50 on an airframe normally used for racing and normally equipped with a stock G-62. The DA50 equipped airframe would not fare well at all.

The problem with comparisons is electronic VS magneto...A G62 from Ebay for $265 with a $175 syncro spark electronic ignition weighs about 4 lbs with the ignition inside the mount..I have one here with a shorter crank and 3/16 aluminum plate mount that weighs 3 lbs 10 oz including the separate ignition with a CM6 small spark plug and a WT76A carb...Runs just like the heavy ones, but is way shorter...
Wanna compare a $440 G62 at 3 lbs 10 oz to a $600 DA 50 ?
Our stock magneto equipped G62s in racing AT6s are running about 130 mph..Planes weigh 25+ lbs...
I don't think a DA50 would turn our APC race props fast enough to do that....

DA's customer service is a plus point for them,,

I think that Ralph’s conversions could be a DA-50 killer. We just don't know yet! If you look at the all up weight of the DA and the claimed all up weight of the super light g-62 they are within a couple of oz, and the G-62 more powerful. The problem is, no one has yet corroborated the real weight & power of this g-62. I have seen two recent posts, one of Ralph’s conversions where the engine weighed almost 5lbs and the other that was really at 4# but hasn't been able to run the engine in a plane yet. Although I have owned one of Ralph's very nice conversions (G-38) I would still be inclined to buy the more expensive DA until we see some actual reports.

The problem with the g-62 is the weight, not the power. Most of the new 50cc lightweight 29-30% aerobatic planes are designed around a much lighter engine. You risk turning this kind of plane into a pig with a five or six lb g-62.

The lack of needing "CUSTOMER" service on a Zenoah...........is a plus for them.

I have one of Ralphs, "G62," Ultra Lites that has some of the fins shaved, and all the steel bolts, were replaced with "Aluminum" bolts. The weight on my engine is exactly 4lb 1oz. (69oz) This is with everything including 600mil battery pack except the muffler. Still waiting for the right plane for it. Bob

If my memory serves me my 62 conversion from Ralph weighs 4lbs 4ozs. That is everything less muffler.
I also believe that it will pull about 28lbs or better on a fish scale, Ralph will correct me if I am wrong.

RTK, I own several DA'S, and Several Zenoahs. I'll take the G62 over the DA anytime. As a matter of fact........They may not be as pretty and shiney as the newer engines, but it's still hard to beat a 4.2 Sachs, with "EI". Bob

Sorry if my customer service is not a plus like DAs

That's ok Ralph. We still love ya

The fact that we don't usually have a need to send anything back is a big plus. It saves us postage, frustration, down time, and we don't find the need to make flowery posts about your great customer service [8D]

RCIGN1,
How does one go about getting one of the $265.00 complete G-62 engines..
Also, the ignition you describe...is this the one where the advance is operated by connection to the throttle, and the advance is set by the throttle opening...My friend has this on a Sachs 2.4, and at WOT, this thing really sings...

The $265 G62s have been on Ebay off and on all last year, sometimes as low as $239 way last year...Currently $265...Click on Ebay, go to Zenoah...The seller is Patmont Motors, maker of GoPeds...The G62s are NIB with no prop hub, maybe that's how he gets around Horizon Hobby.....
I have been converting G62s for 18 years, first with mechanical advance of my own design using a ball bearing mounted sensor holder ring behind the hub, connected to the carb with a link to advance the throttle...They weighed about 4 1/2 lbs..
Newer conversions use a lighter hub and syncro spark, weigh 4 lbs + a few ounces, depending on the lenght of the hub...
The engine runs the same with mechanical advance as it does with syncro spark, the weight difference comes from the stock hub and bearing VS the syncro spark and lighter hub...

Ralph..having never seen a G62 in person, do they normally fit inside cowlings for Extra's..Edges etc? I know they (cowls) can be pretty tight..even for the rear-mounted carb engines.

Wow, what timing! I just got my G62 back from Ralph last Friday and got to fly it in my WH 28% Extra for a few flights yesterday. I'd be willing to say that I've got more hrs on DA50's and G62's than most folks. Ran two DA50's with over 30 gallons through each of them. Had one G62 on a Giant Stinger for 60 gallons.........I've sold both my DA50's, and got a stock G62. Learned how to "slap" start it and everything. If flew my Extra with authority, every bit as well as the DA50's, but no inverted richness problems, no rod knocking, and no sending it back for that great customer service. If I was looking to get into the 28% stuff now, I would go with one of Ralph's light G62's hand down! Mount the thing and fly the snot out of it. No service required. They even start hot! Here's a few pics of my stock G62 firewall ready, then the muffler seperate. The scale can only weigh 5 lb. 4 oz. max. The pic with Ralph's engine has the same muffler on it, an 1100 NiMH battery pack that weighs 3.5 oz., and also has the Radio Shack battery wire on it. No switch weighed since I had a kill switch mounted for the stock G62, that makes it a wash. I'll see if I can dig up my rpm numbers, but I know the stock G62 beat the DA50 by 300 rpm or so on the Menz S 22x10 and the Mejzlik 22x10.

I lost 8 oz with Ralph's conversion. That let me remove the two servos I had in the tail of the WH and go back to one on pull-pull. That's a 2 oz. savings for servo, then about another ounce for hdw. That makes the plane 11 oz. lighter. I'm sure it's real close to what it was with the DA50 in it.

Here's my rpm numbers........

With 3 gallons of gas through it. B&B muffler, Stihl oil @50:1. Broke in with 2 gallons of 32:1. 50 Degrees.

22x10 Mejzlik 7350
23x8 Mejzlik 6750
22x10 Menz S 6650
22x10 Bolly Wood 6900
22x8 Bolly Wood 7050 cut down 23x8

Probably not, the carb sticks out one side, the exhaust the other...
www.tompierce.net/190/html/building/RCign.htm

The carb fits inside the cowl with the stock carb set-up, and plenty of room with Ralph's converstion...........

Here's a pic of my Extra with the stock G62 in it. I used a velocity stack, but the carb was inside the cowl. With the conversion I didn't put the V-stack on and I have zero blow by..............

My G62 with the CH ignition mod.

Josey,

The modified G-62 mounts very similar to my Brison 3.2. Looking at Nogyro's pics I'd have to say it hangs less out the bottom than my 3.2. As far as the carb to the side is concerned it's no problem, again the same as the Sachs based engines. Very rarely does a velocity stack need to be used so the carb remains inside the cowl.

Notice that the weight pic that Johnny J. has provided includes the weight of the ignition module. I'll venture that the DA engine weight does not include ignition.

Another nice thing about the Sachs based and the Zenoah engines is that you only need one hole in the prop and it comes pre-drilled that way

A DA50r with ignition module, standoffs, prop bolts/hub, stock muffler, comes in at 4.14 pounds ready to fly,, that weight on the
G-62 is 4lb 5.5 oz,, I don't see the muffler on the scale or the engine mount,, just out of curiousity I would like to see those up there for a weight,, and if everyone thinks about it this is not comparing apples to apples,, All DA fans take it as a compliment to be close in comparison to a engine that is 12cc bigger,,,,,,, if you guys want to compare apples to apples go compare the G-62 to a ZDZ60 the ZDZ would out perform it in about every way,, I think the G-62 is a great reliable engine, but think about the comparison issue, just my .02cents......

RCIGN1, Thank you for the prompt response......Does your $440.00 conversion with the EI, include the prop hub, muffler, and cup mount?. Also, do you buy the engines direct, or would it be my responsibility to buy, then send it to you... Incidently, the DA-50, with a muffler!, comes to about $700.00 bucks...

!