Author Topic: the very rare Enya 45CXL AAC Rear Exaust. (Read 7318 times)

Martin Quartim · « **on:** January 28, 2014, 07:31:14 PM »

Hi Allan,

Since there was a few questions about the Enya 45CXL I thought I would open it's own topic.

I think Enya 45CXL was available around the same time as OS 46VF was. I do not know when production start and stop, but I guess Ken Enya could answer that. I will ask him. I guess they stop making them mid 90s.

This engine is factory stock AAC with Rear Exhaust. The piston seems made with a special aluminum alloy, it is darkish and not shinny like the aluminum in other engines. It has a very thick liner and Enya did a super job machining the ports with angles to improve how the air/fuel is charged into the cylinder. I have only measured the exhaust timing, it is about 145o ~146o. The engine runs incredibly smooth.

The result is a light and very strong engine. The Enya 45CXL has impressed even the guys very familiar with PA and Rojett engines, and they said it had the power of a 60!

The Enya 61CXLR was born from the case of the 45CXL. Same engine but with a much bigger piston, the liner of the 61 is not that thin either. If Enya would make a liner as thin as OS does this engine could be converted to a .70!

I have not done much flying in the last 16 months, been very demotivated, but here is a video I made while testing the engine in my SV-11 ARF with an BE 12.5x3.75 3 Blade prop and 10% nitro, pipe at 19.5", launch around 10100rpm

Martin

ChrisSarnowski · « **Reply #1 on:** January 28, 2014, 07:41:29 PM »

Hi Martin,

What size venturi are you using? I picked up a 45CX a while ago that I have yet to do much with.

-Chris

Martin Quartim · « **Reply #2 on:** January 28, 2014, 08:39:12 PM »

Hi Chris,

I am using the 8.0mm one and the Green Air Filter, basically the same as the 7.5mm without air filter. Remember the Enya NVA is thicker then other NVAs, so the venturi is normally bigger.

I end up making a set of venturis for my self. I got the 7.0 7.5 8.0 and 8.5 and made from stock ones enlaring the holes with a fine file, 7.2mm 7.7mm and 8.3mm. Just in case I need to deal with altitude, climate and props changes.

Martin

Allan Perret · « **Reply #3 on:** January 29, 2014, 09:42:54 AM »

Hey Martin:
Have you set-up and run any of the Enya 61CXLR ? I have 2, one is still NIB, other is in a SV-11 ARF. Get a decent run with it on a muffler, but not working as well as I think it should when I put it on a pipe. Wondering what set-up is working for you with the 61/pipe, if any different from the 45. Also have a problem keeping a plug in the 61, getting something like 6-8 runs before the run gets erratic and it always clears up with a new plug. I have tried SigGP003, T-Bolt RC long, Merlin2005Hot, and I think also Enya#3, all the same result. For the first 50 runs or so I was using 10%nitro, 11castor/11syn; then switched to a mostly syn. lube (17%syn/3%castor) still 10%nitro. The engine seemed to like it better, but that may have been when the plug issue started or got worse..

Martin Quartim · « **Reply #4 on:** January 29, 2014, 10:46:34 AM »

I had a lot of trouble in the beginning with the 61CXLR with pipe because I was using the wrong pipe length. After I got the pipe set at 20" then it was awesome, super speed control with lots of power.

The setup, as you know, will depend on your model, weight, drag, line length, prop etc..

You are right on about the fuel. I found the exact same thing.

Suggest you try using the pipe from 19.5 to 20.5

I use Enya 4 plug and when it gets in the 90s the Enya 5

Also try bigger venturis, Enya has 8.0 8.5 and even 9.00 . I like higher fuel consumption, better lub and lower temperatures.

Play with head gaskets to set the engine in 2-2-2, 4-2-4 or get the high compression head to get a 4-4-4

My Thundergazer with this engine is awesome. Many times I flew in heavy windy conditions and I did not suffer as much as the other guys. Last Brazilian NATS I participated I finish 3rd in Open with it. Not bad for some one that learned the pattern 4 years earlier

The Speed regulation and the Power of this Enya engine definitely help me a lot and gave me the power advantage. Treat this engine as if it was a 75 and all will work fine.

I setup mine to run in 2-2-2, pipe at 20" 8.7mm venturi 13x3.75 B.E 3B prop 10 to 15% nitro depending climate. My T.G is at 70oz and there is no problemo flying at this weight with this engine and 69' eye to eye lines. Laps 5.7s Iit does not get much better then this.

Martin

Allan Perret · « **Reply #5 on:** January 29, 2014, 02:18:39 PM »

Quote from: Martin Quartim on January 29, 2014, 10:46:34 AM

I had a lot of trouble in the beginning with the 61CXLR with pipe because I was using the wrong pipe length. After I got the pipe set at 20" then it was awesome, super speed control with lots of power.

The setup, as you know, will depend on your model, weight, drag, line length, prop etc..

You are right on about the fuel. I found the exact same thing.

Suggest you try using the pipe from 19.5 to 20.5

I use Enya 4 plug and when it gets in the 90s the Enya 5

Also try bigger venturis, Enya has 8.0 8.5 and even 9.00 . I like higher fuel consumption, better lub and lower temperatures.

Play with head gaskets to set the engine in 2-2-2, 4-2-4 or get the high compression head to get a 4-4-4

My Thundergazer with this engine is awesome. Many times I flew in heavy windy conditions and I did not suffer as much as the other guys. Last Brazilian NATS I participated I finish 3rd in Open with it. Not bad for some one that learned the pattern 4 years earlier

The Speed regulation and the Power of this Enya engine definitely help me a lot and gave me the power advantage. Treat this engine as if it was a 75 and all will work fine.

I setup mine to run in 2-2-2, pipe at 20" 8.7mm venturi 13x3.75 B.E 3B prop 10 to 15% nitro depending climate. My T.G is at 70oz and there is no problemo flying at this weight with this engine and 69' eye to eye lines. Laps 5.7s Iit does not get much better then this.

Martin

Thanks for the help. You have given me new hope on getting this engine sorted out. To date I have tried pipe lengths from 18.50 to 19.25 in .25 increments. Also I thought we always needed the hottest plugs available, sounds like you have proven otherwise. I will order some Enya 4 & 5 plugs. My SV-11 is only 63oz so it should work out real well.

We got lucky with the weather this past Sunday (for this time of year) and had our first flying day of the new year. In a deep freeze right now but its looking like we might get a repeat this coming Sunday. Hopefully I can report back next week on how your suggestions worked out.

Martin Quartim · « **Reply #6 on:** January 29, 2014, 07:41:03 PM »

in 2-2-2 (hot mode) yes medium hot and medium plug works. In a 4-4-4 and 4-2-4 it may not be a good idea.

Remember what works in my plane may not work well in yours.

I want to try a 4-4-4 setup just to see how it works. Fuel here in Brasil is sooo expensive so a 2-2-2 is better way to go $$$$.

Martin

Allan Perret · « **Reply #7 on:** January 29, 2014, 08:16:36 PM »

Quote from: Martin Quartim on January 29, 2014, 07:41:03 PM

in 2-2-2 (hot mode) yes medium hot and medium plug works. In a 4-4-4 and 4-2-4 it may not be a good idea.

Remember what works in my plane may not work well in yours.

I want to try a 4-4-4 setup just to see how it works. Fuel here in Brasil is sooo expensive so a 2-2-2 is better way to go $$$$.

Martin

So the 2-2-2 mode is more economical because you run it leaner ? Would you use the same % nitro for both 2-2-2 and 4-4-4 modes.
In previous response you indicated using higher compression with the 4-4-4. Would you not also use a lower nitro with the higher compression?

RandySmith · « **Reply #8 on:** January 29, 2014, 09:02:51 PM »

Quote from: Allan Perret on January 29, 2014, 08:16:36 PM

So the 2-2-2 mode is more economical because you run it leaner ? Would you use the same % nitro for both 2-2-2 and 4-4-4 modes.
In previous response you indicated using higher compression with the 4-4-4. Would you not also use a lower nitro with the higher compression?

You can run a 4-2 run with the Enya, but you need to use 5% nitro and a mid sized venturie with maybe an extra head shim, if you run a large open venturie and really compressed it will come on too hard, You also need to use a 20 to 21 inch pipe lenght.
The 4/2 work very well if setup right, it will beep 2 cycle across the tops of the maneuvers and switch back very fast.
Randy

Brian Hampton · « **Reply #9 on:** January 29, 2014, 09:21:10 PM »

As far as the 45CXL goes, I think it was back in the early 80's that I first heard of them so a mate and I approached the Aussie dealer (Leo O'Reilley of Model Flight here in Adelaide) to ask him to get 2 of them in his next order from Enya. He couldn't do it because he had a deal with Enya that there had to be a certain number of any particular engine in an order so we missed out.

As for the 61CXLRS, I run mine (muffled) with zero nitro, 13.5x5 Bolly 2B, 8mm venturi, Taipan platinum 4 stroke plug and high compression head button (12.4:1) at 7900 ground revs in an SV-11. This gives a brilliant 4-2-4 break and almost exactly 6 minutes run time with a 120cc (4 ounce) tank.

Allan Perret · « **Reply #10 on:** January 30, 2014, 07:06:45 AM »

Quote from: RandySmith on January 29, 2014, 09:02:51 PM

You can run a 4-2 run with the Enya, but you need to use 5% nitro and a mid sized venturie with maybe an extra head shim, if you run open compressed it will come on too hard, You also need to use a 20 to 21 inch pipe lenght.
The 4/2 work very well if setup right, it will beep 2 cycle across the tops of the maneuvers and switch back very fast.
Randy

Randy: What do you mean by "open" compression ?

RandySmith · « **Reply #11 on:** January 30, 2014, 09:05:40 AM »

Quote from: Allan Perret on January 30, 2014, 07:06:45 AM

Randy: What do you mean by "open" compression ?

Hi Allan sorry part of my post was missing I was saying that if you ran a really open venturie and high compression , that you could get it to come on too hard in manouvers , or runaway with trying to run a 4/2. "my post from above"

You can run a 4-2 run with the Enya, but you need to use 5% nitro and a mid sized venturie with maybe an extra head shim, if you run a large open venturie and really compressed it will come on too hard, You also need to use a 20 to 21 inch pipe lenght.
The 4/2 work very well if setup right, it will beep 2 cycle across the tops of the maneuvers and switch back very fast.
Randy

Martin Quartim · « **Reply #12 on:** January 30, 2014, 02:53:23 PM »

Quote from: Allan Perret on January 29, 2014, 08:16:36 PM

So the 2-2-2 mode is more economical because you run it leaner ? Would you use the same % nitro for both 2-2-2 and 4-4-4 modes.
In previous response you indicated using higher compression with the 4-4-4. Would you not also use a lower nitro with the higher compression?

Allan,

Yes 2-2-2 is more economic. I expect to use 2.5Oz more fuel in 4-4-4
I never setup an engine to run in 4-4-4. Although one day I tried to see how slow I could fly my Thundergazer and dial the needle to fly 6.3s laps and it did stay in 4-4-4 at all times. The way I understand is that if I want to fly 5.6s laps in deep 4-4-4 I need to increase the power to set the needle much richer. To increase the power I can use the higher compression head, use more nitro and install a bigger venturi. Of course I would not want pre ignition to occur, there is a limit of how much compression I can use. Running very rich the temperature will go down and it will require a hotter plug to keep the engine running. Perhaps I will not need to change the head for the higher compression one (the Enya 61CX has two heads you know that?), just using higher nitro may do the trick. I also expect to have to shorten the pipe distance, because the gases will be cooler.

(I have very little understanding of pipes and 4-4-4, so please if I am saying some stupid here let me know)

Martin

Allan Perret · « **Reply #13 on:** January 31, 2014, 08:39:44 AM »

Martin & Brian:
Yes I was aware of the optional head buttons for the Enya 61's. But I just checked the parts list that came with the CXLR and it says the optional button p/n 61CXR01B2 is "low compression". But when I look at the parts list for the older side exhaust CXS it shows optional head button p/n 61CX01B2 is "high compression". So when you talked about using the high comp. button on the rear exh. CXLR are you using the head button intended for the side exh. CXS ??

Never mind, I see it now. The high comp button is p/n 61CXR01B1 listed as a part for the RC version of the engine.

RandySmith · « **Reply #14 on:** January 31, 2014, 04:28:03 PM »

. " I also expect to have to shorten the pipe distance, because the gases will be cooler. "

Typically you will not, make it shorter, it will run longer, because you will have mostly slightly lower RPM when running in a deep 4 . Exhaust gas temp is not that much of a difference and is marginal in pipe length. Most will pitch up slightly when running a deeper 4 cycle too.

Regards

Randy

PS I am starting back pipe production this weekend, after all the bad freezing weather we have had this winter.

Brian Hampton · « **Reply #15 on:** January 31, 2014, 06:06:05 PM »

Quote from: Allan Perret on January 31, 2014, 08:39:44 AM

Martin & Brian:
Yes I was aware of the optional head buttons for the Enya 61's.

Never mind, I see it now. The high comp button is p/n 61CXR01B1 listed as a part for the RC version of the engine.

Allen
Just to be clear, the high compression head button I'm using is one I made myself. The standard low compression button gives 8.75:1 and, on mine at least, has a small dimple close to the plug which I assume indicates low compression. I doubt that the high compression R/C button would be any more than around 10:1.

Martin Quartim · « **Reply #16 on:** January 31, 2014, 08:58:14 PM »

Randy,

Thanks for the input! will keep that in mind and try that. I've been hearing the comments from my friends up in VA Beach of how bad winter has been this year. In the other hand we are melting down here, it has been hotter then usual.

I will be in touch!

Martin

Martin Quartim · « **Reply #17 on:** January 31, 2014, 09:07:53 PM »

Quote from: Brian Hampton on January 29, 2014, 09:21:10 PM

As far as the 45CXL goes, I think it was back in the early 80's that I first heard of them so a mate and I approached the Aussie dealer (Leo O'Reilley of Model Flight here in Adelaide) to ask him to get 2 of them in his next order from Enya. He couldn't do it because he had a deal with Enya that there had to be a certain number of any particular engine in an order so we missed out.

As for the 61CXLRS, I run mine (muffled) with zero nitro, 13.5x5 Bolly 2B, 8mm venturi, Taipan platinum 4 stroke plug and high compression head button (12.4:1) at 7900 ground revs in an SV-11. This gives a brilliant 4-2-4 break and almost exactly 6 minutes run time with a 120cc (4 ounce) tank.

Brian,

Too bad you missed that one. I guess this engine was never even sent to the US market at the time, seems no one knew about them.

What exact formulation of the fuel do you use?

Martin

Allan Perret · « **Reply #18 on:** February 01, 2014, 07:26:31 AM »

Quote from: Brian Hampton on January 31, 2014, 06:06:05 PM

Allen
Just to be clear, the high compression head button I'm using is one I made myself. The standard low compression button gives 8.75:1 and, on mine at least, has a small dimple close to the plug which I assume indicates low compression. I doubt that the high compression R/C button would be any more than around 10:1.

I just had the head off of my stock 61CXLR yesterday and don't recall seeing any dimple on the button ?

Martin Quartim · « **Reply #19 on:** February 01, 2014, 03:01:48 PM »

The dimple is right near the glow plug hole and there is no need to disassemble to see it.

Martin

Richard Field · « **Reply #20 on:** October 12, 2015, 12:34:58 AM »

Hi Martin et al,

I tried the Enya 45CX in a Legacy ARF maiden flight yesterday, and was pleasantly surprised by the power.
This was with a Zinger 12x6 prop on 5% Nitro & 24% Oil (5% Castor). Around 8,000RPM at take-off made for slow (5.7s) but very stable laps on 63'3" 0.018" lines.
Based on the above descriptions I'll try a 12x4 APC next with higher RPM.

The Legacy has been set-up as a test bed for Side & Rear Muffler versions of the Enya 45-61CX & also the SS50 Engine, so I'll start a new post to record set-up & results for each Engine.

Now added: http://stunthanger.com/smf/index.php/topic,41022.0.html

Cheers,
Richard

Martin Quartim · « **Reply #21 on:** October 14, 2015, 07:54:55 PM »

Hi Richard,

I will be looking for your posts here. Feel free to contact me by email if you need help.

Martin

Author Topic: the very rare Enya 45CXL AAC Rear Exaust. (Read 7318 times)

ChrisSarnowski