Saito FG-20 4-Stroke
Also, with its efficient ignition system and a compact, purpose-built pumper-style carburetor, the FG-20 is lightweight enough and small enough to fit into most airplanes designed for .60- to .90-size two-stroke glow engines. The FG-20 will spin a variety of propellers, is easy to start and burns fuel at an extremely miserly rate. With the rising cost of glow fuels, it is more appealing than ever to choose an engine that runs on regular pump gas (with two-stroke oil pre-mixed). Fuel consumption rate is so low that your model can now use a 6 oz fuel tank yet still get flight times up to 15 minutes. The smaller tank offsets the added weight of the ignition system and gas carburetor. Alternately, you can use a larger tank in the model and get ridiculously long flight times!
Break-In and Performance Testing
I mixed up a gallon of fuel, using regular-unleaded pump gasoline, with 5% (6.4 fluid oz.) of Evolution two-stroke oil. This gave the required 20:1 mixture as specified in the directions.
The directions suggest using a 15×6-in. propeller for break-in, so I started out with an Evolution 15×6 composite propeller. I would also later test the engine with a total of eight propellers, with results from all eight included in this review.
After securing the engine to the test stand and double-checking everything, I turned over the engine a few revolutions by hand, with the carburetor at half-throttle and my finger fully choking the carb inlet, until I saw fuel in the hose all the way up to the carb, then turned it a couple more revolutions. Then I switched on the ignition and used a Sullivan Dynatron starter to start the engine, and the engine fired right up. I kept its rpm below 4000 for about 10 minutes, as specified in the instructions. I had to make some adjustment to the high speed needle valve as it was set a bit rich even for the break-in running.
I then started to run the engine up to high power for short bursts, and after another 15 minutes I started to tune the carburetor progressively more toward optimum power settings. The instructions include a clear, step-by-step approach at tuning the carburetor. The engine easily held 1800 rpm idle without stumbling upon quick throttle opening, and it also held steady rpm at full-throttle.
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