Click to enlarge

Model 45: First appeared with plain head (no fins) circa 1962, then finned
head 6001, 45 BB 6001 circa 1968, 45-II 6002 (R/C timing) circa late
'70s. A dedicated C/L stunt 45 was also produced, designated 45 'S',
based on the plain bearing 6001 45. Specs on this motor were bore/stroke
0.877" X 0.748" (22.2 X 19 mm), displacement 0.449 cu.in. (7.35 cc),
weight 8.4 oz, max BHP 0.70.

Model 60: First appeared 1956, then 60-II (2-ring 7032) circa 1965,
60-III (2 ring 7033) circa 1970, 60 III-B circa 1973 (single ring-bigger
G8 carb.)

General notes: Standard venturi 1968 Enya prices were: 09 III $8.95,
15 III $10.50, 19 IV $13.50, 29 IV $15.95, 35 III
$17.50, 45 BB $32.50, 60 II $43.50
Early 29 and 35 had radiused prop driver, later ones
stepped, both with square venturi.
No production figures are known, although in his 1966
MAN test of the 09 III, P.G.F. Chinn mentioned that
"some 95000 units of the 09 II" had been produced
and sold between 1960 and 1965.

Enya 45 6002, Enya 40 6002 and ST46 timings by Supercool

The following transfer and exhaust durations were measured by Supercool on his Enya 45 6002 and Enya 40 6002. The Enya 40 is by far the most powerful of the 3 motors.
 

Below I have included my correspondence with Bob on these articles:

Stuart,
As this ENYA business is very much an ongoing process, I will send you any new "discoveries" as they come to hand, so here's some now -
On my sheet ( refering to Models 6001 & 6002 in the 40/45 size ) I mentioned about the timing being " C/L stunt " or " R/C " - ENYA never designated these as such, its  just that the earlier, more conservatively timed 6001's suited the C/L stunt flyer better than the later 6002's ( in the quest for higher power output ). Now, my latest finding is that there are variations even within the 6001 group and as an example, the 1968 ENYA 45 BB has different timing to the earlier 45 plain bearing - both 6001's.
Port Timing ENYA 45 BB ENYA 45 pb Shaft Timing ( 45 BB )
Exhaust 122 degrees 132 degrees Open 38 degrees ABDC
Bypass 102 degrees 118 degrees Close 52 degrees ATDC Total induction period 194 degrees
Capacity 7.499 cc 7.354 cc
With regard to the sand cast, 6 bolt front 63 & 60, the mistake was made in the 1959-60 Aeromodeller Plans Handbook, where it claimed both shared the same bore and stroke. An engineer friend of mine in the States has examples of both the 63 and 60, and he kindly ripped them apart and measured them -
ENYA 63 ( serial # 6928 ) ENYA 60 ( serial # 7751 )
Bore 24.5 mm 24 mm
Stroke 22 mm 22mm
Displacement 0.6335 cu. in. 0.6073 cu. in.
That will do for now, my missus wants the computer !
BOB.
 

Stuart, Its not generally known that an ENYA engine with the bolt - on front housing can very easily be made to run in reverse, simply by rotating the front housing 90 degrees to the right ( when viewed from the rear of the engine ). Why would you want to do this ? Well, I' ve been wanting to fly a C/L model with 3 line throttle control ever since I was a kid, and the information I' ve gathered suggests that an engine turning in the opposite direction to normal is highly desirable, as sudden throttling up will usually cause the model to bank in on the lines, due to torque reaction in an anti - clockwise ( viewed from the front ) turning motor. So, I contacted my ENYA friend in the States who is an engineer, Pat King, and asked him to check the shaft timing on an ENYA 35 - lll B, firstly with the intake upright as delivered from the factory, then with the shaft housing rotated 90 degrees to the right hand side of the engine - here are his findings ENYA 35 - lll B shaft timing, normal configuration - With housing on the side ( reverse rotation ) Port opens at 48 deg. ABDC Port opens at 46 deg. ABDC Port closes at 48 deg. ATDC Port closes at 50 deg. ATDC Pat says that " The timing is so close that a dynometer is probably the only thing that could detect the horsepower difference ". Obviously, the shaft timing duration remains the same, so 5 minutes with a screwdriver and you can convert your ENYA to run in reverse ! Don' t forget to bolt on a pusher prop. BOB.

Stuart,
If you want to use that ENYA stuff, thats fine but with the proviso that everyone is aware that it is NOT the definitive history of ENYA engines, merely a gathering of any information that was printed by Peter Chinn and Ron Moulton over the years. There is almost certainly some omissions and errors, and the further I delve into the history of the ENYA company, the more I am aware of how little I know ! Engine companies these days are run by bean counters,who know little ( if anything ) of the brands early history. As an example, that 1958 OS Max 35 Combatnik I have does not appear on the OS wall chart, and when I emailed the OS factory in Japan for information they admitted they had trouble identifying it, eventually deciding it was a Max 1 ! Shows how much they know. The only printed article on ENYA ( that I am aware of ) appeared in Model Airplane News, way back in March 1968, so any information I have just results from cross referencing early mentions of ENYA's in Aeromodeller, MAN and Model Aircraft, and as my collection of these magazines is far from complete, there' s probably still a heap of info out there that I haven' t even seen yet !
BOB.
 

This comes courtesy of Alan Strutt in the UK, who is a very lucky ENYA collector indeed - not only does he own the Typhoon bearing Serial # V 2191 , but also another example with the Serial # 2069 - this latter one being the one pictured on page 65 of Mike Clanfords engine book. Although at first glance these 2 engines look very similar, on closer examination some startling differences become evident, maybe indicating that at that early stage of development, each individual engine was basically a handmade "Special" with standardisation still aways off, and in Alan's own words - "On V2191, the crankshaft is shorter and more heavily overhung. The front housing is a different casting with the rear bearing housing visible. Interestingly, the front bearing is a twin row ball race...something I personally have never seen on any other engine. The rear cover is different in that the moulding for the inlet open area is smaller : the induction tract is shorter and horizontal as opposed to up-angled. They have different pistons, with the height between wrist pin and piston top being shorter on V2191. V2191 is assembled with 3mm screws, whereas the other one ( Serial # 2069) uses the much more unusual 3.3mm. The photos show a 1950 Type 2 ENYA 63 "Typhoon" glow engine with a twin ringed piston. Although the plug appears to be a sparking type, it is actually a Champion VG-2 glow
plug which was one of the first glow plugs available, and even today, highly sought after ( a new one can fetch up to $70 ! ). It seems that these big ENYA's came from the factory
with 3 hole mounting lugs.

BOB