Enya 61 CXS PRO Bench Test

I mentioned in a thread last week that I had received my Enya 61CXS PRO from Kaz Minato and would bench run it this weekend. Well here are the results. This is not a complete test as I did not disassemble the engine and measure port timing or head clearance etc. I will try to do that at a later date but I'm a little pressed for time right now to even run the thing but here it is.

The Engine was purchased from Kaz Minato, in Japan. The approximate cost with shipping was $165.00. I say approximate because it was purchased via credit card and I can't remember the exact price, and the e-mails Kaz and I exchanged are on my computer at work and not available to me at the moment. The service from Kaz was exactly as expected; EXCELLENT!

As received the engine is very nice looking with nice finish and superb fits. No glow plug is supplied, so I installed an Enya #3. The head is a two piece button style with a fairly deep finned top clamp. The instructions list a "high compression option (presumably this is the R/C version).
The engine appears to be ABC or ABN construction with a three port configuration in the sleeve.
It comes with a restrictor style intake with an excellent friction held needle valve with a clamp nut. One thing worth mentioning here for folks like me that are not familiar with Enya CL needlevalve assemblies is that if you unscrew the clamp nut do so carefully because there is a small (loose) collar under it that will immediately fall to the floor and roll under your bench (believe me I know)where you will spend the next 15 minutes looking for it. The collar goes back in the nut with the radiused end inside the nut. It has to go that way to work!!! My engine was supplied with a 7.5MM intake opening (this has the needle valve through it). The parts list shows two other options available, one at 7MM dia. and one at 8MM dia. Spray bar diameter measured .159 with a single feed hole. The needle is highly tapered with a very fine thread.
Engine weight without the muffler was a measured 11.9 oz.

Enya's instructions say to open the needle valve 3 turns to begin, and that did work but mine wound up about 4 turns open to maintain a 4 cycle to begin with.
I'm a proponent of breaking engines in with a light load and fairly fast 4 cycle so I chose an RMS 10X6 wood prop for the initial runs, then changed to larger props as I felt the engine would tolerate the load. Worth mentioning is that this is a nice prop that required no balancing and actually measured 5.2 pitch on my pitch gage.

The engine is supplied with a large tube muffler but......(Boat Anchor, and subjectively, it isn't even very quiet). I didn't bother to weigh this thing as I can't believe any CL flier would want to use it. Estimated weight is about 3.5 oz. One slightly troubling thing is that even though the exhaust flange bolt pattern has two options, a wide and a narrow, neither seems to fit (or is even close to) any available tongue or tube muffler that I have(which is a considerable supply). Scott Dinger, are you listening?

Remember, this is Tucson in July so the temperature changed fairly radically from one run to the next which accounts at least in part for the constant needle valve changes required for each run.

Test conditions: Beginning at 8:30 AM, Tucson AZ July 14, 2007.
Altitude 2000 ft ASL. Density altitude not measured or calculated.
Prop: RSM 10X6 (Pitch measured 5.2 on my pitch gage), and 13X4 APC Narrow (measured 4.2 on my pitch gage).
Temperature at 1st run: 84 degrees F., Humidity 45%
Enya Standard Muffler (boat anchor).
Fuel used for all runs: Powermaster 10% nitro, 22% oil (half castor, half synthetic).

Something happened with this engine that has not happened (in memory) to any new engine I've ever run....it started on the first flip 1st time and all successive times run!

Run #1: Time 8:30 AM, Temp 84 degrees F.
Prop 10X6 wood.
choked 2 turns started 1 flip.
5 oz fuel, fast 4 cycle after adjusting needle one turn out.
RPM 10,000.
Run not timed. Normal smooth run to end of tank.

Run #2 Time: 9:15 AM, Temp 92 degrees F.
Prop 10X6 wood.
5 oz fuel.
1 flip start.
1/4 turn in on needle required to maintain 10,200 RPM
Run not timed, normal smooth run to end of tank.

Run #3 Time: 9:40 AM, Temp 92 degrees F.
Prop 10X6 wood.
5 oz fuel.
1 flip start.
1/4 turn in on needle required to maintain 10,200 RPM
Run timed at 6 minutes 5 seconds, normal smooth run to
end of tank.

Run #4 Time: 10:00 AM, Temp 98 degrees F.
Prop 13X4 APC Narrow blade.
5 oz fuel.
1 flip start.
1/4 turn in on needle required to maintain fast 4
cycle at 9600 RPM. Forced to 2 cycle yields 10,200 RPM.
Run timed at 6 minutes 20 seconds at fast 4 cycle, normal
smooth run to end of tank.

Run #5 Time: 10:30 AM, Temp 100 degrees F.
Prop 13X4 APC Narrow blade.
5 oz fuel.
1 flip start.
1/4 turn in on needle required to maintain fast 4
cycle at 9600 RPM. Forced to 2 cycle yields 10,200 RPM.
Run timed at 6 minutes 35 seconds at fast 4 cycle, normal
smooth run to end of tank.

Run #6 Time: 11:00 AM, Temp 100 degrees F.
Prop 13X4 APC Narrow blade.
5 oz fuel.
1 flip start.
Engine lost signifacant RPM when plug wire was removed
(plug going cold)1/4 turn in on needle required to
maintain fast 4 cycle at 9600 RPM. Forced to 2 cycle
yields 10,200 RPM.
Run timed at 6 minutes 30 seconds at fast 4 cycle, normal
smooth run to end of tank.

The engine is in my opinion ready to fly at this point.
I have heard in the past that Enya engines required very long break in proceedures but that certainly was not the case with this engine. In my opinion it probably could have been flown "out of the box", although I would never reccommend that with any new engine.

Some subjective comments:
This engine is a very smooth runner with very little vibration noticible. It is probably the easiest starting and handling engine I've ever dealt with. Power seems to be very good but only flying will tell for sure. It turns the 13X4 APC with authority and needles very predictably. Compression after these runs is excellent, maybe better than it was initially. The engine is very free and smooth when partially rotated by hand (good bearings).
I'm extremely impressed at this point and can't wait to get it in a Score (engine test bed) to fly. Maybe next weekend, I hope!
So Far it's definitely a "keeper". I'm more impressed with it than any other standard engine that I've bench run. Only PA's and RO Jetts run as smooth (they do seem to be a little more powerful).
This seems to be a high quality piece.

That's it for what it's worth. I would welcome any comments or questions.

Edited to change the time for run 3.

Thanks,

Randy C.

Good detailed record keeping (except runs 2 & 3 have the same time).
Glad to hear this favorable report as I have one of these, just nothing to put it in right now. I do have plans to build me a test bed from a salvaged wing and tail feathers from a crashed Magnum.
What do you plan to do muffler wise when you install it in the Score.

Allan Perret

Based on your bench runing, what type of stunt run are you expecting from this engine? 4-2-4 or constant speed

Allan Perret

Allan,
Thanks for catching the time error. My actual records showed 9:40 for run #3. The only thing really significant, of course is the temperature change. We had some clouds this morning and the sun was periodically in and out. The humidity was considerably higher than normal also.

As for the expected run...at this point it's a toss up. When pushed to a 2 cycle by pinching the fuel line it is admittedly a little slow to return to 4 cycle (2-3 seconds). That may be the result of my bench setup because the tank is a fairly long way from the needle and it's running strictly suction. The break is not hard and the speed increase on the large prop is 6-700 RPM. AT this point if I had to guess I'd say it will probably run either way. It might need a head shim or slightly smaller intake restrictor to soften it just a little bit. The fuel consumption is good so it likely doesn't need a smaller restrictor. Maybe a shim, but only in the air under load can one tell for sure.

For the muffler, I'll try to get one from Scott. If not I'll probably make one, if I can find the time.

Randy C

Randy,

Great report!

I've only owned a couple of engines that size.

The only one I ran was also an Enya 60, and it was a brute! Believe it was an Enya 60IIIC R/C, if I recall the model correctly. ABC construction, and beautifully finished.

Got it new from a friend, and only ran it on the test bench. That thing impressed the #### out of me, and had enough thrust to practically drag the test bench across the asphalt driveway!!! I cleaned it up, oiled it, and put it away, thinking I might use it in a really large R/C airplane some day (was flying .40-46 size airplanes at the time).

What I remember most, it that it was also a first flip starter, once I got the starting routine down. Idled, and ran like a champ, though I didn't have a tach to measure RPM.

Some time later, a couple of helo pilots in my club practically begged me to sell it to them. Seems it was the preferred R/C helo engine at the time. Still sorry I let that one get away, but it went to a good home, and I still have all ten fingers!

Thanks for a most interesting report.

Bill

There is one of those on E-Bay right now..

Allan Perret

Anyone have the website belonging to Kaz Minato?

Charles

.

http://homepage3.nifty.com/bluemax/MNT001.html

Allan Perret

Mine is being shipped today from Kaz, the price is 168.00 including shipping but my email stated (without muffler). How about letting us know what type of muffler you get, I am figuring from Scott D. and cost and a pic please. Thanks

I have ordered a muffler from Scott Dinger (he accepted the order), but don't have any details on it yet. Knowing Scott's work I have "great expectations".
I'll try to show pictures of it when it comes. I can post pictures from home but not from work (security reasons). Most of my posting is done at work in little time periods.

Randy C

Talk about FAST, I'm on a 2 day run friday and saturday when I got home saturday afternoon there was a notice from the USPS that they attempted to deliver a package (signature required) from Kaz. So I'll pick it up monday. Outstanding service

Randy, did you order a tube or tongue muffler ?

"Randy, did you order a tube or tongue muffler ?"


Hmmmm....
Well, that's a good question. Scott's been trying to get hold of me maybe to ask me that same question. Since Scotts mufflers are so light I would go with the tube. They usually give a little more consistent run, eapecially if one uses muffler pressure (which I don't).

Randy C

Randy can you PM me Scotts email add. Thanks

I got my "NEW" Enya CXS last week and I put sixty (60) heat cycles on it using a 12 X 6 plastic (heavy prop, per instructions for fly wheel effect) prop and 10-22 fuel. I ran it just under a steady 2 cycle (2-4 break) for 2 minutes each run. Yes, it started on the first flip! It didn't get "better" until 35-40 runs. What it would do is slowly run faster and faster until I would needle it back to a 2-4 situation. Now it runs pretty constantly where ever I set it. But I'm thinking of running it another 20-30 heat cycler to be sure before I put it in a plane. I don't know how you think yours is ready after only 6 heat cycles. Good luck, I hope it works for you.

PS: I am currently flying a 7033 (Enya) in my ARF Strega and loving it!!!!!
Jerry Arana

I don't know how you
>think yours is ready after only 6 heat cycles. Good luck, I
>hope it works for you.
>
>PS: I am currently flying a 7033 (Enya) in my ARF Strega and
>loving it!!!!!
>Jerry Arana

Jerry,
I don't "think" it is ready to fly I'm sure of it.
You should notice in my original test write up that I used a very different break in proceedure than you. One that I have used for approximately 30 years with great success.
I use a small prop and run the engine in a rich setting but at higher RPM than what your "heavy" large prop will permit. In your case the constant leaning is caused by overheating which is a result of too much load on relatively tight fitting piston and sleeve clearances. A lighter load and higher RPM gives a faster break in without the attendant heat problems of more load.
That said, set up tolerances on engines vary from engine to engine and mine was not very tight to begin with. Your on the other hand may have been tighter or had a high point in the piston sleeve fit.

My job with Raytheon has required me to travel a lot lately so I have not been able to complete the test and fly the engine. With a little luck, maybe this weekend.

Thanks for your comments.

Randy C

Randy,
I'm sure you are right about the engine getting hot! That's the whole idea, get it hot, let it cool etc., etc. I was trying to follow the instructions, but I don't have an 11.5 X 8 or a 12 X 7. I probably should have used an 11 X 6 but don't have that either. Here's how I tested the engine for "HOT" runs, after each run I felt the front BB and if it was cool or cold then the run was a "LITTLE" rich. If it was hot, then the run was to .......guess! When it was warm, it was best, I THINK!!!!!

Back to the instructions, (yeah, I'm that kind of guy......if all else fails.....) They say to run it rich for a 1/2 hour but don't tell you how many times. They also say it will take 1~2 hours for the engine to reach its "peak power and smoothness" whatever that means.

I should've mentioned that I use a 16 oz. (R/C) clunk tank and as the fuel burns down the engine would lean (pressure change) and I had to keep richening it up to maintain a "warm" rich run.

With your 30+ years of engine running in experience, I'm sure that you know what you're doing but I probably wouldn't have listened anyway! I'm real good at doing my own thing........sometimes it works and the rest of the time it doesn't! hahahaha

This is not a urinating contest as I'm sure you'd win. My urinater is on the fritz, Jerry

I'm interested in this new powerplant from Enya...have any of you boys installed one in an actuall model to give an assesment on it's running & power.?

CHECKOUT THE PRODUCT REVIEW

VINCENT

Unless I missed something Vincent the product review is a bench test and John is asking has anyone put one in a plane and flown it.

Thanks Dennis,
I know from experience that on the bench they sometimes at differently than in the air.Also the plane involved can make a difference.

I meant to indicate the product review
section of this forum

Not very professional but I have written
a short impression of plane and engine

Vincent

Dear All,

I have purchased this new Enya engine through Alberto Parra in Las Palmas (cheap and easy way to purchase this Engine in Europe) and bench tested and flight tested this motor.

On the bench I used the stock muffler with the internal baffle. I ran several tanks with an Eather 2-blade 11.5x5 UC carbon prop which is my standard prop with my ST-51's. In direct comparison with the ST-51 this Enya turned this prop at 9,800 rpm vs. 9,500 rpm with the ST-51. This was in fast 4-cycle mode as I would set on the ground before launching the plane. Thus, the Enya seems to be a little stronger than my ST-51. Both had 7.5mm venturies and expansion type mufflers with a short silicon deflector and 5% Nitro all synthetic fuel.

In my plane the Enya behaved much differently. With stock muffler and same prop the flying speed was too slow although the engine ran in fast 4-cycle. I removed the internal baffle from the stock muffler but it didn't improve the situation. I was disappointed first.

I then installed another muffler made from simple aluminium tube with 1" internal diameter and 5"length. Due to the stupid mounting holes dimensions no standard mufflers fit and I had to machine a muffler myself. The exhaust tube is 9mm internal diameter. I connected a short silicon deflector.
I also put on an Eather 13x5 UC 2-blade prop and set 8,600 rpm on ground in slow 2-cycle.

Once in the air the engine ran very nice in fast 4 cycle and switches into 2-cycle in the overheads. Because the engine is fairly new and I used all synthetic fuel the motor had problems going immediately back into 4-cycle in diving manouvres. I hope this improves with run time. If not I will try half castor, half synthetic to cool the engine better.
I tested the stock muffler without baffle again but the power was lost again although muffler volume and exhaust diameter seemed to be fairly the same. Ergo: I cannot recommend the stock muffler, not even without baffle. Not only is it heavy but also very loud.

It seems that compared with an ST-51 the Enya is much louder. Many ABC or AAC engines are louder than ringed engines. I remarked the same with my side exhausted RO-Jett BSE 61 or Henk de Jongs Eli Rozenberg AAC 61 engine or Uwe Degner PA-61 on expansion muffler.

To conclude: The muffler seems to be critical with the Enya 61 CXS. It is not this user friendly in this respect as the ST-51 but has lots more torque although the stroke of both engines is the same. This surprised me but since I was looking for an engine capable of swinging a bigger prop I think I have found it.

The Enya uses about 5 ounces of fuel for the pattern which is one ounce more than my ST-51's. As I said, the engine still heats up in outside manouvres and not immediately comes back but I think I can improve this with castor in the fuel and/or more run time.

I am still not this convinced that I would buy immediately another Enya 61 CSX Pro but the performance is very promising. It starts easily with flipping the prop backwards against top dead center. What I remarked while choking is that it draws lots of air through either the front bearing or from elsewhere. When closing the venturi and choking you can hear that it draws air from some way (perhaps though the depressurization boring from front bearing to venturi). Once in the air I haven't remarked any problems. The front bearing doesn't leak fuel, the engine stays dry.

The mounting holes are eays to modify to allow putting this engien in planes for the ST-51. The engines weighs one ounce more but this can be accepted.

Christoph Holtermann (Germany)

Hi Randy,

This past weekend I borrow an Enya 61CX for a friend to test on his 70lbs B.Werwage P-47.

We used an 8mm Venturi (stock is 7.5mm), Randy Smith Tube Muffler, 10/22 Fuel , Bolly 13x4.5 3 blade.

First flight engine was set at over 10k RPM and laps were clocked at 5.9s. When the nose went up the RPMs kicked in hard and accelerated the 70lbs P-47 through the wingover. Engine ran from beginning to end in the same way, no run way.

Second flight we closed the needle and the lap was 5.7 and the gain in RPM when the nose went up was not as much as in the first flight and it kept speed constant through out the wingover.

My friend is used to fly the ST 60 and decided he wanted faster laps and changed to a Zinger 13x6 Pro prop. We should have kept using the Bolly but...

With the Zinger 13x6 and same needle setting the engine went over 10k RPM. We open the needle to get about 8600rpm and launch. Laps were 4,6s now. The next Flight we open the needle more, and the laps were 5,2 but the engine was running too rich and it didn’t sound happy, I mean it was running like a FOX 35 with not a dead steady rpm at level flight and was burping like a FOX 35 too. Not good for a modern engine I think.

Then we changed to a Zinger 13x5 not much different. We were still getting fast laps with engine running too rich and burping.

What I have concluded is that the Enya 61CX likes running above 10k rpm, and in the manual it says it will run best from 11K to 12K rpms.

Perhaps with the stock venturi it would work better with the 13x6 and 13x5.

I was impressed with the power and characteristics of this engine. We need more time running it to do a full evaluation.


Martin

Sounds like it was pretty dialed in on the second flight.

Martin,

interesting to listen to your experience with this Enya. Last week I more or less experienced the same.
With an 12x5 3-blade carbon prop made by the Czechs I experienced very low lap times at high rpm and a screaming noise. The engine had to be set on clean 2-stroke on the ground to get lap-times of 5.6 sec/lap but I didn't like the noise nor the behaviour so I quit trying this prop which seems to be more a prop for piped engines though having real 5" of pitch.

My best results are with conventional Brian Eather 2-Blade undercambered props: 12x5 or 13x5

With the 12x5 I can set a quick 4-stroke on the ground and the engine will run very fine with clear power gain in climbing manouvres or in overhead eights.

With the 13x5 it makes less revs, is more stable, flies slower and has less power break in the overheads. Noise is less compared to the 12x5.

I will switch back and forth between those two props depending on weather conditions. In wind the larger prop could prove better because it avoids wind-up. In turbolence and calm-air the 12x5 might proove better because it accelerates the plane better in climbing passages and the overheads, thus giving better line tension.

I still use the stock venturi (7.5 mm), my self-made muffler having a volume of at least twice the Randy Smith muffler and about 5 ounces of 5%-nitro fuel. I will go up to 10% when it gets warmer here.

The engine now performs so well that I will buy another one. I intend to use this engine in the World Champs. It seems to be user-friendly and reliable.

As a side information: My plane is only 600sq inch surface and 55 ounces. It is small so the stock venturi is just fine. Compared to the ST-51 with same vernturi size however it is a tremendous gain in usable and controlable power. The plane is not overpowered with this engine. Very much comparable to a OS LA-46 in a 35-size classic airplane.

Christoph Holtermann, Germany

Could you show us a picture of your muffler.
Sounds like it is rather large.

Allan Perret