CO. 
 
 REESE LIBRARY 
 
 ?.. 
 
 UNIVERSITY OF CALIFORNIA-. 
 Deceived 
 
 </ 
 Accessions No. ~//&-. ( 7'/!* O./w ,Vo. 
 
 38, 
 
 ;GS. 
 
 TRADE MARK. 
 
 Sole Licensees in the United Kingdom for 
 
 BULL'S METAL 
 
 STRONGER THAN MILD STEEL; 
 
 MORE MALLEABLE THAN WROUGHT IRON; 
 
 NON-CORRODIBLE AS GUN METAL. 
 
 BULL'S METAL is a malleable alloy, possessing good casting 
 qualities. It can be rolled, forged, stamped, or otherwise wrought at a 
 red heat, and then acquires an elastic limit and tensile strength consider- 
 ably higher than Mild Steel. Castings in the alloy possess a tensile 
 strength and elastic limit almost twice as high as good Gun Metal, with 
 the same or greater resistance to corrosion, also great resistance to wear. 
 
 The perfect uniformity of the alloy, combined with the leading 
 qualities mentioned above, render it particularly .suitable for purposes 
 where great strength and resistance to wear and corrosion are required, 
 i. e. FOR PROPELLERS, cast or forged parts of 
 
 PUMPS AND YALYES, PUMP RODS, PUMP SPINDLES, 
 
 YALYE SPINDLES, CONDENSER PLATES, YALYE DISCS, 
 STERN SHAFTS, MULL PLATES, ANCLE BARS, 
 
 MARINE AND HYDRAULIC WORK GENERALLY, 
 BOLTS AND NUTS. 
 
THE PHOSPHOR BRONZE Go, 
 
 . LIMITED, 
 
 87 Sumner Street, Southwark, London, S.E. 
 
 MALLEABLE PHOSPHOR BRONZE. 
 
 THIS NOVEL VARIETY OF PHOSPHOR BRONZE 
 
 Will roll, forge and stamp hot or cold. In 
 its wrought state this metal is fully as 
 strong as Mild Steel, and resists corrosion 
 better than any other known alloy. 
 
 IT IS 
 
 THEREFORE EMINENTLY SUITABLE FOR 
 
 Boiler Tubes, Condenser Tubes, Boiler 
 Stays, Bolts, Nuts, Studs, Pump Rods, 
 Pump Spindles, Tail Shafts and Shafting 
 generally, Condenser Plates, Hull Plates, 
 Metallic Valves, Valve Spindles, &c. &c., 
 and for every other purpose where the 
 strength of steel combined with a maxi- 
 mum resistance to corrosion are desiderata. 
 

 
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GAS, GASOLINE 
 
 AND 
 
 OIL VAPOUR ENGINES 
 
 A NEW BOOK DESCRIPTIVE OF THEIR THEORY 
 
 AND POWER, ILLUSTRATING THEIR DESIGN, 
 
 CONSTRUCTION AND OPERATION 
 
 FOR 
 
 STATIONARY, MARINE AND VEHICLE 
 MOTIVE POWER 
 
 BY 
 
 GARDNER D. HISCOX, M.E. 
 
 A WORK DESIGNED FOR THE GENERAL INFORMATION OF EVERY ONE INTERESTED 
 
 IN THIS NEW AND POPULAR PRIME-MOVER, AND ITS ADAPTATION TO 
 
 THE INCREASING DEMAND FOR A CHEAP, SAFE AND 
 
 EASILY MANAGED MOTIVE POWER 
 
 E. & F. N. SPON, LIMITED, 125 STRAND 
 
 NORMAN W. HENLEY & CO., 132 NASSAU STREET 
 
 1897 
 
PREFACE 
 
 r I ^HE entire absence of any literature on Explosive 
 Motors as made in the United States, other than such 
 as has been published from time to time in journals and 
 magazines, and in view of the constant inquiry of persons 
 interested in the use of motive power as to the various 
 styles and designs of gas, gasoline and oil engines and the 
 principles of their working, have induced the author of this 
 work to put into a practical shape for the ordinary reader 
 the principles and practice of the operation of this class of 
 motors as made principally in ^the \United States. The 
 German, French and English books and their reprints in this 
 country scarcely allude to American practice or American 
 engines. 
 
 The author has been greatly favoured by a large number 
 of explosive-motor builders in the United States for illus- 
 trations and details of the motors of their manufacture and 
 their operation. He hopes by the publication of this work 
 that many inquiries will be answered, and that seekers for 
 small power will find in the explosive motor the economical 
 prime-mover so much desired. 
 
 GARDNER D. HISCOX. 
 
 NEW YORK : January i, 1897. 
 
CONTENTS. 
 
 CHAPTER PAGE 
 
 f INTRODUCTORY i 
 
 I. 
 
 ( HISTORICAL 3 
 
 II. THEORY OF THE GAS AND GASOLINE ENGINE ... 7 
 
 III. UTILISATION OF HEAT AND EFFICIENCY IN GAS ENGINES 18 
 
 IV. RETARDED COMBUSTION AND WALL-COOLING . .25 
 V. CAUSES OF Loss AND INEFFICIENCY IN EXPLOSIVE MOTORS 33 
 
 VI. ECONOMY OF THE GAS ENGINE FOR ELECTRIC LIGHTING . 37 
 
 /THE MATERIAL OF POWER IN EXPLOSIVE ENGINES . . 41 
 
 VII. -j PETROLEUM PRODUCTS USED IN EXPLOSIVE ENGINES . 45 
 
 (CARBURETTERS 47 
 
 ( CYLINDER CAPACITY OF GAS AND GASOLINE ENGINES . 54 
 VIII. \ 
 
 ( MUFFLERS 56 
 
 IX. GOVERNORS 58 
 
 X. IGNITERS AND EXPLODERS 65 
 
 XI. CYLINDER LUBRICATION 81 
 
 XII. ON THE MANAGEMENT OF EXPLOSIVE MOTORS ... 84 
 
 /THE MEASUREMENT OF POWER 89 
 
 J THE INDICATOR AND ITS WORK 96 
 
 XI II> *t 
 
 VIBRATION OF BUILDINGS AND FLOORS BY THE RUNNING 
 
 OF EXPLOSIVE MOTORS . 100 
 
 XIV. HEAT EFFICIENCIES 102 
 
 XV. EXPLOSIVE ENGINE TESTING 107 
 
 XVI. VARIOUS TYPES OF ENGINES AND MOTORS . . . .112 
 
 XVII. UNITED STATES PATENTS ON GAS, GASOLINE AND OIL 
 
 ENGINES, AND THEIR ADJUNCTS, SINCE 1875 . .269 
 
GAS, GASOLINE, AND OIL ENGINES. 
 
 CHAPTER I. 
 INTRODUCTORY. 
 
 MUCH attention is now being given by mechanical engineers 
 to the economical results developed in the working of gas, gas- 
 oline, and oil engines for higher powers from producer and 
 other cheap gases. In an economical sense, for small powers 
 steam has been left far behind. 
 
 It now becomes a question as to how to adapt the design of 
 the new prime-movers to a wider range of usefulness. 
 
 The best steam engines now made run with a consumption 
 of about one and three-fourth pounds of coal per horse-power 
 per hour ; while from two and one-half to seven pounds is the 
 cost of power per horse-power per hour in the various kinds of 
 engines now in use. This only covers the cost of fuel ; the at- 
 tendance required in the use of small steam power is often far 
 greater in cost than the fuel. 
 
 When we come to require the larger powers by steam, in 
 which economy may be obtained by compounding and condens- 
 ing, the facility for obtaining the requisite water-supply is 
 often a bar to its use. The direction in which lies the line of 
 improvement for larger powers with the utmost economy is as 
 yet a mooted point of discussion in explosive motor engi- 
 neering. 
 
 The expansion of single-cylinder dimensions involves prac- 
 tical problems in the progress of ignition of the charge, as 
 well as the thoroughness of mixture of the combustibles, and 
 
GAS, GASOLINE, AND OIL ENGINES. 
 
 the interference of the products of the previous combustion by 
 producing areas of imperfect or non-combustion or " stratifica- 
 tion," as treated in foreign publications. 
 
 The enlargement of cylinder area is a source of engine-fric- 
 tion economy, while, on the contrary, the multiplication of cyl- 
 inders involves numbers and complexity of moving parts, 
 which go to make disparity between the indicated and brake 
 horse-power, which is the measure of machine efficiency. 
 
 An impulse at every stroke, so desirable in an explosive mo- 
 tor and so satisfactorily carried out in the steam engine in con- 
 nection with the compound system, seems to have as yet no 
 counterpart in the explosive motor. Condensation is impossi- 
 ble, and the trials of explosion at every stroke in European en- 
 gines have not proved satisfactory in service, and in order to 
 accomplish the desired result resort has been had to duplicat- 
 ing single-acting cylinders. This class of explosive engines 
 seems to fill the bill in effect ; yet the complication of a two- 
 cylinder engine as a moving mechanism must compete with a 
 single-cylinder steam engine. 
 
 The principal types of explosive motors seem to have gone 
 through a series of practical trials during the past thirty years, 
 which have finally reduced the principles of action to a few per- 
 manent forms in the design of motors, that show by long-con- 
 tinued use the prospect of their staying qualities and their effi- 
 ciency ; for these will no doubt be the principal points in the 
 final judgment of purchasers in the selection of motive power. 
 For a gas, gasoline, or oil explosive power to approximate an 
 ideal standard as a prime-mover, it should be simple in design, 
 not liable to get out of order, the parts must be readily accessi- 
 ble, the ignition of the charge must be positive, the governing 
 close, the engine must run quietly, and must be durable and 
 economical in the use of fuel. These points of excellence have 
 been striven for by many designers and builders, with varying 
 success. But to get the entire combination without the sacri- 
 fice of some good point is not an easy matter. 
 
INTRODUCTORY. 3 
 
 But for all, the internal combustion engine has come seem- 
 ingly like an avalanche of a decade ; but it has come to stay, 
 to take its well-deserved position among the powers for aiding 
 labor. 
 
 HISTORICAL. 
 
 Although the ideal principle of explosive power was con- 
 ceived some two hundred years since, and experiments made 
 with gunpowder as the explosive element, it was not until the 
 last years of the eighteenth century that the idea took a pat- 
 entable shape, and not until about 1826 (Brown's gas- vacuum 
 engine) that a further progress was made in England by con- 
 densing the products of combustion by a jet of water, thus cre- 
 ating a partial vacuum. 
 
 Brown's was probably the first explosive engine that did real 
 work. It was clumsy and unwieldy and was soon relegated to 
 its place among the failures of previous experiments. No ap- 
 proach to active explosive effect in a cylinder was reached in 
 practice, although many ingenious designs were described, 
 until about 1838 and the following years. Barnett's engine in 
 England was the first attempt to compress the charge before 
 exploding. From this time on to about 1860 many patents 
 were issued in Europe and a few in the United States for gas 
 engines, but the progress was slow, and its practical introduc- 
 tion for ordinary power purposes came with spasmodic effect 
 and low efficiency. 
 
 From 1860 on, practical improvement seems to have been 
 made and the Lenoir motor was produced in France and 
 brought to the United States. It failed to meet expectations, 
 and was soon followed by further improvements in the Hugon 
 motor in France (1862) followed by Beau de Rocha's four-cycle 
 idea, which has been slowly developed through a long series of 
 experimental trials by different inventors. In the hands of 
 Otto and Langdon a further progress was made, and numerous 
 patents were issued in England, France, and Germany, and 
 
4 GAS, GASOLINE, AND OIL ENGINES. 
 
 followed up fry an increasing interest in the United States with 
 a few patents. 
 
 From 1870 on, improvements seem to have advanced at a 
 steady rate, and largely in the valve gear and precision of gov- 
 erning for variable load. 
 
 The early idea of the necessity of slow combustion was a 
 great drawback in the advancement of efficiency, and the sug- 
 gestions of de Rocha, in 1862, did not take root as a prophetic 
 truth until many failures and years of experience had taught 
 the fundamental axiom that rapidity of action in both combus- 
 tion and expansion was the basis of success in explosive 
 motors. 
 
 With this truth and the demand for small and safe prime- 
 movers, the manufacture of gas engines increased in Europe 
 and America at a more rapid rate, and improvements in per- 
 fecting the details of this cheap and efficient prime-mover have 
 finally raised it to the dignity of a standard motor and a rival 
 of the steam engine for small and intermediate powers, with a 
 prospect of largely increasing its individual units to the hun- 
 dred, if not to the thousand, horse-power in a single engine. 
 The efforts of Otto, in Germany, in developing the four-cycle 
 type, have given his name to the compression engine, which is 
 a well-deserved tribute to genius. 
 
 The eight hundred patents issued during the past thirty 
 years in the United States have had a simplifying tendency in 
 construction, and have brought the efficiency of the gas, gaso- 
 line, and oil explosive engines to their present high degree of 
 economy and widespread adoption as a prime-mover. 
 
 In this work the various changes that the gas engine has 
 undergone in design in its European development are not con- 
 sidered essential to American readers, as the best European 
 ideas have been adapted here with the spirit of American en- 
 terprise in perfecting details of construction and the applica- 
 tion of the best material for wear in all its parts ; so that in 
 representing as many engines of American manufacture as can 
 
INTRODUCTORY. 5 
 
 be obtained, the whole range of practical design will be suffi- 
 ciently illustrated and described as to give a fairly good ex- 
 planation of their operation to the general reader and to the 
 users of American gas, gasoline, and oil engines. 
 
 The intense interest manifested by American engineers and 
 inventors in the new motive power is well shown in the prog- 
 ress of patents issued during the past twenty years. In 1875 
 3 patents were issued in the United States for gas engines; 
 1876, 3 patents; 1877, 5 patents; 1878, i patent; 1879, 6 pat- 
 ents; 1 880-8 1, 7 each year; 1882, 14 patents; 1883 was aboom- 
 ing year in gas-engine invention no less than 40 patents were 
 issued that year, followed by 36 patents in 1884 and 40 patents 
 in 1885, 46 in 1886, 25 in 1887, 31 in 1888, and 58 in 1889, with 
 an average of about 80 patents per annum during the past 
 seven years. 
 
 The application of the gasoline motor to marine propulsion 
 and to the horseless vehicle, the tricycle and bicycle, has had 
 a most stimulating effect in adapting ways and means for ap- 
 plying this power to so many uses. Even aerial navigation 
 has come in for its share in motor patents. 
 
 Although the denser population of Europe claims a very 
 large representation of explosive motors in use for all purposes, 
 the manufacture in the United States is fast forging ahead in 
 its output of explosive motor power, for there are now no less 
 than one hundred establishments in the United States engaged 
 in their manufacture, and the motors in operation number 
 many thousands. Their safety and easy management as well as 
 their economy have made in their adoption as agricultural help- 
 ers a marvellous inroad on the old-fashioned hand and horse- 
 power. Their later developed adaptability as a means for gen- 
 erating electricity for electric lighting and transmission of 
 power is fast expanding the use of lighting and power in fields 
 that the higher cost of small steam power had precluded. 
 Thus the incentive to invention has been the father to a fast- 
 growing industry, that has and will continue to ameliorate the 
 
6 GAS, GASOLINE, AND OIL ENGINES. 
 
 labor of our small industries by the supply of small, reliable, 
 and cheap power for all purposes; and present indications are 
 that the explosive motor will become a prominent source of 
 power for street railways, for larger sizes of vessels than here- 
 tofore used, and for stationary power, rivalling steam power of 
 but a few years since. 
 
CHAPTER II. 
 THEORY OF THE GAS AND GASOLINE ENGINE. 
 
 THE laws controlling the elements that create a power by 
 their expansion by heat due to combustion, when properly un- 
 derstood, become a matter of computation in regard to their 
 value as an agent for generating power in the various kinds of 
 explosive engines. 
 
 The method of heating the elements of power in explosive 
 engines greatly widens the limits of temperature as available 
 in other types of heat engines. It disposes of many of the prac- 
 tical troubles of hot-air and even of steam engines, in the sim- 
 plicity and directness of application of the elements of power. 
 In the explosive engine the difficulty of conveying heat for 
 producing expansive effect by convection is displaced by the 
 generation of the required heat within the expansive element 
 and at the instant of its useful work. The low conductivity of 
 heat to and from air has been the great obstacle in the practi- 
 cal development of the hot-air engine ; while, on the contrary, 
 it has become the source of economy and practicability in the 
 development of the internal-combustion engine. 
 
 The action of air, gas, and the vapors of gasoline and petro- 
 leum oil, whether singly or mixed, is affected by changes of 
 temperature, practically in nearly the same ratio ; but when 
 the elements that produce combustion are interchanged in con- 
 fined spaces, there is a marked difference of effect. The oxy- 
 gen of the air, the hydrogen and carbon of a gas, or vapor of 
 gasoline or petroleum oil are the elements that by combustion 
 produce heat to expand the nitrogen of the air and the watery 
 vapor produced by the union of the oxygen in the air and the 
 hydrogen in the gas, as well as also the monoxide and car- 
 
8 GAS, GASOLINE, AND OIL ENGINES. 
 
 bonic-acid gas that may be formed by the union of the carbon 
 of gas or vapor with part of the oxygen in the air. 
 
 The various mixtures as between air and gas, or air and 
 vapor, with the proportion .of the products of combustion 
 left in the cylinder from a previous combustion, form the 
 elements to be considered in estimating the amount of pres- 
 sure that may be obtained by their combustion and expansive 
 force. 
 
 The phenomena of the brilliant light and its accompanying 
 heat at the moment of explosion have been witnessed in the 
 experiments of Dugald Clerk in England, the illumination 
 lasting throughout the stroke ; but in regard to time in a four- 
 cycle engine, the incandescent state exists only one-quarter of 
 the running time. Thus the time interval, together with the 
 non-conductibility of the gases, makes the phenomena of a high- 
 temperature combustion within the comparatively cool walls of 
 a cylinder a practical possibility. 
 
 The natural laws, long since promulgated by Boyle, Gay 
 L/ussac, and others, on the subject of the expansion and com- 
 pression of gases by force and by heat, and their variable 
 pressures and temperatures when confined, are conceded to be 
 practically true and applicable to all gases, whether single, 
 mixed, or combined. 
 
 The law formulated by Boyle only relates to the compres- 
 sion and expansion of gases without a change of temperature, 
 and is stated in these words : 
 
 If the temperature of a gas be kept constant, its pressure or 
 elastic force will vary inversely as the volume it occupies. 
 
 It is expressed in the formula P X V = C, or pressure x 
 
 C C 
 
 volume = constant. Hence, = V and = P. 
 
 Thus the curve formed by increments of pressure during 
 the expansion or compression of a given volume of gas without 
 change of temperature is designated as the isothermal curve, 
 in which the volume multiplied by the pressure is a constant 
 
THEORY OF THE GAS AND GASOLINE ENGINE. 9 
 
 value in expansion, and inversely the pressure divided by the 
 volume is a constant value" in compressing a gas. 
 
 But as compression and expansion of gases require force 
 for its accomplishment mechanically, or by the application or 
 abstraction of heat chemically, or by convection, a second con- 
 dition becomes involved, which was formulated into a law of 
 thermodynamics by Gay Lussac under the following condi- 
 tions : 
 
 A given volume of gas under a free piston expands by heat 
 and contracts by the loss of heat, its volume causing a propor- 
 tional movement of a free piston equal to -g-f-j part of the cyl- 
 inder volume for each degree Centigrade difference in tem- 
 perature, or j-J-g- part of its volume for each degree Fahren- 
 heit. 
 
 With a fixed piston (constant volume), the pressure is in- 
 creased or decreased by an increase or decrease of heat in the 
 same proportion of -^-^ part of its pressure for each degree 
 Centigrade, or ^J-g- part of its pressure for each degree Fahren- 
 heit change in temperature. 
 
 This is the natural sequence of the law of mechanical equiv- 
 alent, which is a necessary deduction from the principle that 
 nothing in nature can be lost or wasted, for all the heat that is 
 imparted to or abstracted from a gaseous body must be ac- 
 counted for, either as heat or its equivalent transformed into 
 some other form of energy. 
 
 In the case of a piston moving in a cylinder by the expan- 
 sive force of heat in a gaseous body, all the heat expended in 
 expansion of the gas is turned into work; the balance must 
 be accounted for in absorption by the cylinder or radiation. 
 
 This theory is equally applicable to the cooling of gases by 
 abstraction of heat or by cooling due to expansion by the mo- 
 tion of a piston. 
 
 The denominators of these fractions represent the absolute 
 zero of cold below the freezing-point of water, and reads 273 
 C. or 492.66 = 460.66 F. below zero; and these are 
 
IO GAS, GASOLINE, AND OIL ENGINES. 
 
 starting-points of reference in computing the heat expansion 
 in gas engines. 
 
 According to Boyle's law, called the first law of gases, there 
 are but two characteristics of a gas and their variations to be 
 considered, viz. , volume and pressure ; while by the law of Gay 
 Lussac, called the second law of gases, a third is added, con- 
 sisting of the value of the absolute temperature, counting from 
 absolute zero to the temperatures at which the operations take 
 place. 
 
 The ratio of the variation of the three conditions volume, 
 pressure, and heat from the absolute zero temperature has a 
 certain rate, in which the volume multiplied by the pressure 
 and the product divided by the absolute temperature equals the 
 ratio of expansion for each degree. 
 
 The expansion of a gas -%\^ of its volume for every degree 
 Centigrade, added to its temperature, is equal to the decimal 
 .00366, the coefficient of expansion for Centigrade units. To 
 any given volume of a gas, its expansion may be computed by 
 multiplying the coefficient by the number of degrees, and by 
 reversing the process the degree of acquired heat may "be 
 obtained approximately. These methods are not strictly 
 in conformity with the absolute mathematical formula, be- 
 cause there is a small increase in the increment of expan- 
 sion of a dry gas, and there is also a slight difference in 
 the increment of expansion due to moisture in the atmos- 
 phere and to the vapor of water formed by the union of the 
 hydrogen and oxygen in the combustion chamber of explosive 
 engines. 
 
 The ratio of expansion on the Fahrenheit scale is derived 
 from the absolute temperature below the freezing-point of 
 water (32) to correspond with the Centigrade scale; therefore 
 
 - = .0020297, the ratio of expansion from 32 for each 
 492.66 
 
 degree rise in temperature on the Fahrenheit scale. 
 
 As an example, if the temperature of any volume of air or 
 
THEORY OF THE GAS AND GASOLINE ENGINE. I I 
 
 gas at constant volume is heated, say from 60 to 2000 F., 
 the increase in temperature will be 1,940. Then by the for- 
 mula : 
 
 Ratio X acquired temp, x initial pressure = the gauge 
 pressure; and .0020297 x 1940 X 14. 7 = 57-88 Ibs. 
 
 By another formula, a convenient ratio is obtained by 
 
 absolute pressure 14.7 
 
 or ' = .029838; then, using the differ- 
 
 absolute temp. 492.66 
 
 ence of temperature as before, .029838 x 1940 = 57.88 Ibs. 
 pressure. 
 
 By another formula, leaving out a small increment due to 
 specific heat at high temperatures: 
 
 y Atmospheric pressure X absolute temp. -|- acquired temp. _ , 
 Absolute temp, -(-initial temp. 
 
 solute pressure due to the acquired temperature, from which 
 the atmospheric pressure is deducted for the gauge pressure. 
 
 TT . , 14. 7 X 460.66 4- 2000 
 
 Using the foregoing example, we have 
 
 460.66 -j- 60 
 
 = 69.47 14. 7 = 54.77, the gauge pressure, 460.66, being the 
 absolute temperature for zero Fahrenheit. 
 
 For obtaining the volume of expansion of a gas from a given 
 increment of heat, we have the approximate formula : 
 
 ,, Volume x absolute temp, -j- acquired temp. 
 
 Absolute temp, -j- initial temp, 
 volume. \ 
 
 In applying this formula to the foregoing example, the fig- 
 ures become : 
 
 460.66 -\- 2OOO 
 
 1 x * A/_L * = 4.734i volumes. 
 460.66 -j- 60 
 
 From this last term the gauge pressure may be obtained as 
 follows : 
 
 III. 4.7341 X 14. 7 = 69.59 Ibs. absolute 14.7 Ibs. atmos- 
 pheric pressure = 54.89 Ibs. gauge pressure; which is the the- 
 oretical pressure due to heating air in a confined space, or at 
 constant volume from 60 to 2000 F. 
 
 By inversion of the heat formula for absolute pressure we 
 
12 GAS, GASOLINE, AND OIL ENGINES. 
 
 have the formula for the acquired heat, derived from combus- 
 tion at constant volume from atmospheric pressure to gauge 
 pressure plus atmospheric pressure as derived from Example 
 I., by which the expression- 
 
 absolute pressure X absolute temp, -f- initial temp. 
 
 initial absolute pressure 
 
 = absolute temperature -f temperature of combustion, from 
 which the acquired temperature is obtained by subtracting the 
 absolute temperature. 
 
 Then, for Example i, _ = 246o . 66> and 
 
 T4.7 
 
 2460.66 460.66 = 2000, the theoretical heat of combustion. 
 The dropping of terminal decimals makes a small decimal 
 difference in the result in the different formulas. 
 
 By Joule's law of the mechanical equivalent of heat, when- 
 ever heat is imparted to an elastic body, as air or gas, energy 
 is generated and mechanical work produced by the expansion 
 of the air or gas. When the heat is imparted by combustion 
 within a cylinder containing a movable piston, the mechanical 
 work becomes a measurable amount by the observed pressure 
 and movement of the piston. 
 
 The heat generated by the explosive elements and the ex- 
 pansion of the non-combining elements of nitrogen and water 
 vapor that may have been injected into the cylinder as mois- 
 ture in the air, and the water vapor formed by the union of the 
 oxygen of the air with the hydrogen of the gas, all add to the 
 energy of the work from their expansion by the heat of inter- 
 nal combustion. 
 
 As against this, the absorption of heat by the walls of the 
 cylinder, the piston, and cylinder head or clearance walls, be- 
 comes a modifying condition in the force imparted to the mov- 
 ing piston. 
 
 It is found that when any explosive mixture of air and gas 
 or hydrocarbon vapor is fired, the pressure falls far short of 
 the pressure computed from the theoretical effect of the heat 
 
THEORY OF THE GAS AND GASOLINE ENGINE. 13 
 
 produced, and from gauging the expansion of the contents of a 
 cylinder. 
 
 It is now well known that in practice the high efficiency 
 which is promised by theoretical calculation is never realized ; 
 but it must always be remembered that the heat of combustion 
 is the real agent, and that the gases and vapors are but the 
 medium for the conversion of inert elements of power into the 
 activity of energy by their chemical union. 
 
 The theory of combustion has been the leading stimulus to 
 large expectations with inventors and constructors of explosive 
 motors ; its entanglement with the modifying elements in prac- 
 tice has delayed the best development in construction, and as 
 yet no positive design of best form or action seems to have 
 been accomplished. 
 
 One of the most serious entanglements in the practical de- 
 velopment of pressure due to the theoretical computations of 
 the pressure value of the full heat is probably caused by im- 
 parting the heat of the fresh charge to the balance of the pre- 
 vious charge that has been cooled by expansion from the max- 
 imum pressure to near the atmospheric pressure of the exhaust. 
 The retardation in the velocity of combustion of perfectly 
 mixed elements is now well known from experimental trials 
 with measured quantities ; but the principal difficulty in apply- 
 ing these conditions to the practical work of an explosive en- 
 gine where a necessity for a large clearance space cannot be 
 obviated, is in the inability to obtain a maximum effect from 
 the imperfect mixture and the mingling of the products of the 
 last explosion with the new mixture, which produces a clouded 
 condition that makes the ignition of the mass irregular or chat- 
 tering, as observed in the expansion lines of indicator cards. 
 
 Stratification of the mixture has been claimed as taking 
 place in the clearance chamber of the cylinder ; but this is not 
 satisfactory, in view of the vortical effect of the violent injec- 
 tion of the air and gas or vapor mixture. It certainly cannot 
 become a perfect mixture in the time of a stroke of a high- 
 
GAS, GASOLINE, AND OIL ENGINES. 
 
 speed motor of the two-cycle class. In a four-cycle engine, 
 making 300 revolutions per minute, the injection and compres- 
 sion take place in one-fifth of a second far too short a time 
 for a perfect infusion of the elements of combustion. 
 
 In an experimental way, the velocity of explosion of a per- 
 fect mixture of 2 volumes of hydrogen and i volume of oxygen 
 has been found to approximate 65 feet per second; and for 
 equal volumes of hydrogen and oxygen, 32 feet per second; 
 with i volume coal gas to 5 volumes air, 3^ feet per second ; i 
 volume coal gas to 6 volumes of air, i foot per second; and 
 with an increasing proportion of air, 10 to 9 inches per second. 
 These velocities were obtained in tubes fired at one end only. 
 When the ignition was made in a closed tube, so that compres- 
 sion was produced by the expansion from combustion, the ve- 
 locity was largely increased; and with compressed mixtures, 
 a great increase of velocity was obtained over the above- 
 stated figures. 
 
 The different values of time, pressure, and computed heat 
 of combustion are shown in Table i, and graphically compared 
 in the diagram Fig. i. 
 
 The mixtures were Glasgow, Scotland, coal gas and air. 
 The table and the diagram (Fig. i) make an excellent study 
 of the conditions of time and pressure, as well as also of the 
 control of the work of a gas engine, by varying the proportions 
 of the mixture. 
 
 TABLE I. EXPLOSION AT CONSTANT VOLUME IN A CLOSED CHAMBER. 
 
 Dia- 
 
 gram 
 curve 
 Fig. i. 
 
 Mixture injected. 
 
 Time of 
 explosion. 
 Second. 
 
 Gauge 
 pressure. 
 Pounds per 
 square inch. 
 
 Computed 
 temperature, 
 Fahr. 
 
 a 
 
 i volume gas to 13 volumes air. 
 
 0.28 
 
 52 
 
 1,916 
 
 b 
 
 i 
 
 " n 
 
 O.I 8 
 
 63 
 
 2,309 
 
 c 
 
 i 
 
 ' 9 . " 
 
 0.13 
 
 69 
 
 2,523 
 
 d 
 
 i 
 
 1 7 
 
 0.07 
 
 89 
 
 3,236 
 
 e 
 
 i 
 
 ., ., M 5 
 
 0.05 
 
 96 
 
 3.484 
 
 The irregularity of the explosive curves in the diagram is 
 fair evidence of imperfect diffusion of the gas and air mixture 
 
THEORY OF THE GAS AND GASOLINE ENGINE. 
 
i6 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 at the moment of combustion, assuming that the indicator was 
 in perfect action. 
 
 Experiments with mixtures of coal gas and air made at 
 Oldham, England, show a slight variation of effect, which is 
 probably due to different proportions of hydrogen and carbon 
 in the Oldham gas, with the same elements in the Glasgow gas. 
 In Table 2 the injection temperature is given, which in itself 
 is not important further than as a basis for computing the 
 theoretical temperature of combustion. 
 
 A record of the hygrometric state of the atmosphere in its 
 extremes would be valuable in showing the variation in explo- 
 sive effect due to the vapor of water derived from the air un- 
 der different hygrometric conditions. 
 
 TABLE II. EXPLOSION AT CONSTANT VOLUME IN A CLOSED CHAMBER. 
 
 Dia- 
 gram 
 curve 
 Fig. 2. 
 
 Mixture injected. 
 
 Temp, of 
 injection, 
 Fahr. 
 
 Time 
 of explo- 
 sion. 
 Second. 
 
 Observed 
 gauge 
 pressure. 
 Pounds. 
 
 Com- 
 puted 
 temp., 
 Fahr. 
 
 a 
 
 
 volume gas to 14 volumes a 
 
 r. 
 
 64 
 
 0-45 
 
 40. 
 
 1,483 
 
 b 
 
 
 
 
 
 13 
 
 
 
 51 
 
 0.31 
 
 51-5 
 
 1,859 
 
 c 
 
 
 
 
 
 12 
 
 
 
 51 
 
 0.24 
 
 60. 
 
 2,195 
 
 d 
 
 
 
 
 
 II 
 
 
 
 51 
 
 0.17 
 
 61. 
 
 2,228 
 
 e 
 
 
 
 
 
 9 
 
 
 
 62 
 
 0.08 
 
 78. 
 
 2,835 
 
 f 
 
 
 
 
 
 7 
 
 
 
 62 
 
 O.o6 
 
 87. 
 
 3,151 
 
 g 
 
 
 
 
 
 6 
 
 
 
 51 
 
 0.04 
 
 90. 
 
 3,257 
 
 h 
 
 
 
 
 
 5 
 
 
 
 51 
 
 0.055 
 
 91. 
 
 3,293 
 
 i 
 
 
 
 
 
 4 
 
 
 
 66 
 
 o. 16 
 
 80. 
 
 2,871 
 
 In an examination of the times of explosion and the corre- 
 sponding pressures in both tables, it will be seen that a mix- 
 ture of i part gas to 6 parts air is the most effective and will 
 give the highest mean pressure in a gas engine. 
 
 In this diagram the undulations of the rising curves due to 
 irregular firing of the mixture are well marked. There is a 
 limit to the relative proportions of illuminating gas and air 
 mixture that is explosive, somewhat variable, depending upon 
 the proportion of hydrogen in the gas. With ordinary coal 
 gas, i of gas to 15 parts air; and on the lower end of the scale, 
 
THEORY OF THE GAS AND GASOLINE ENGINE. 
 
 i volume of gas to 2 parts of air are non-explosive. With gas- 
 oline vapor the explosive effect ceases at i to 16, and a satu- 
 rated mixture of equal volumes of vapor and air will not ex- 
 plode, while the most intense explosive effect is from a mixture 
 of i part vapor to 9 parts air. In the use of gasoline and air 
 mixtures from a carburetter, the best effect is from i part sat- 
 urated air to 8 parts free air. 
 
 2 
 
CHAPTER III. 
 UTILIZATION OF HEAT AND EFFICIENCY IN GAS ENGINES. 
 
 THE utilization of heat in any heat engine has long been a 
 theme of inquiry and experiment with scientists and engineers, 
 for the purpose of obtaining the best practical conditions and 
 construction of heat engines that would represent the highest 
 efficiency or the nearest approach to the theoretical value of 
 heat, as measured by empirical laws that have been derived 
 from experimental researches relating to its ultimate value. 
 It is well known that the steam engine returns only from 1 2 to 
 1 8 per cent, of the power due to the heat generated by the fuel, 
 about 25 per cent, of the total heat being lost in the chimney, 
 the only use of which is to create a draught for the fire ; the 
 balance, some 60 per cent., is lost in the exhaust and by radia- 
 tion. The problem of utmost utilization of force in steam has 
 nearly reached its limit. 
 
 The internal- combustion system of creating power is com- 
 paratively new in practice, and is but just settling into definite 
 shape by repeated trials and modification of details, so to give 
 somewhat reliable data as to what may be expected from the 
 rival of the steam engine as a prime-mover. 
 
 For small powers, the gas, gasoline, and petroleum oil en- 
 gine is forging ahead at a rapid rate, filling the thousand 
 wants of manufacture and business for a power that does not 
 require expensive care, that is perfectly safe at all times, that 
 can be used in any place in the wide world to which its concen- 
 trated fuel can be conveyed, and that has eliminated the con- 
 stant handling of crude fuel and water. 
 
 The utilization of heat in a gas engine is mainly due 
 to the manner in which the products entering into com- 
 
UTILIZATION OF HEAT AND EFFICIENCY. 19 
 
 bustion are distributed in relation to the movement of the 
 piston. 
 
 In the two-cycle engine, the gas or vapor and air mixtures 
 are drawn in during a part of the stroke, fired, expanded with 
 the motion of the piston, and exhausted by the return stroke. 
 The proportions of the indraught to the stroke of the piston, 
 and the volume of the clearance or combustion chamber, as it 
 is usually called, have been subject to a vast amount of experi- 
 
 FlG. 3. LENOIR TYPE. 
 
 ment and practical trial, in an endeavor to bring the heat 
 value of their power up to its highest possible limit. 
 
 To this class belonged some of the earlier gas engines ; their 
 indicator cards have a typical representation in Fig. 3. 
 
 The earlier engines of this class used as high as 96 cubic 
 feet of illuminating gas per horse-power per hour. The con- 
 sumption of gas fell off by improvements to 70 cubic feet, and 
 finally has dropped to 44 and to 36 cubic feet per indicated 
 horse-power per hour. 
 
 The efficiency of this class of gas engines has seldom 
 reached 20 per cent, of the heat value of the gas used, while in 
 the compression or four-cycle engines there are possibilities of 
 35 per cent. The total efficiency of the gas or vapor entering 
 into combustion in an internal-heat engine is variable, depend- 
 ing upon its constituent-combining elements and the degree of 
 temperature produced. The efficiency due to heat only varies 
 as the difference between the initial temperature of the explo- 
 sive mixture and the temperature of combustion ; and as this 
 varies in actual practice from 1400 to 2500 F., then the re- 
 ciprocal of the absolute heat of the initial charge, divided by 
 
2O GAS, GASOLINE, AND OIL ENGINES. 
 
 the assumed heat of combustion, would represent the total effi- 
 
 TT _ TT1 
 
 ciency. The formula == represents this condition, so that if 
 
 the operation of the heat cycle was between 60 and 1,400 F. , 
 
 60 4- 460 
 
 the equation would be: - .279 and i 279 
 
 1400 -j- 460 
 
 .72 per cent. But this cannot represent a working cycle from 
 the change in the specific heat of the gaseous contents of a cyl- 
 inder while undergoing expansion by the movement of a 
 piston. 
 
 The specific heat of air at constant volume is .1685, and at 
 
 constant pressure is .2375. Their ratio ' * D = 1.408. The 
 
 . 1055 
 
 ratios of the other elements entering into combustion in a gas 
 engine are slightly less than for air ; but the ratio for air is 
 near enough for all practical operations. The formula for the 
 application of the condition of work with complete expansion 
 
 _ H 1 , 60 + 460 
 
 is: i 1.408-^5-; or, as for above example, i 1.408 
 
 H ' 1400 -{- 460 
 
 = .3928, and i .3928 = .6071, or 60 per cent. 
 
 As the temperature cannot be utilized for work from the 
 excess of heat in the products of combustion when the expan- 
 sion has reached the atmospheric line, then the practical 
 amount of expansion and the heat of combustion at the point of 
 exhaust must be considered. In practice, the measured heat 
 of the exhaust at atmospheric pressure, plus the additional heat 
 due to the terminal pressure, becomes a factor in the equation ; 
 and, assuming this to be 950 F. in a well-regulated motor, 
 the equation for the above example becomes: i 1.408 X 
 
 oqo 460 400 
 
 -2 = 1- = .521 x 1.408 = .733, and i - .733 = .26, 
 1400 460 940 
 
 or an efficiency of 26 per cent. The greater difference in tem- 
 perature, other things being equal, the greater the efficiency. 
 
 In this way efficiencies are worked out through intricate 
 formulas for a variety of theoretical and unknown conditions 
 of combustion in the cylinder : ratios of clearance and cylinder 
 
UTILIZATION OF HEAT AND EFFICIENCY. 
 
 21 
 
 volume, and the uncertain condition of the products of com- 
 bustion left from the last imptilse and the wall temperature. 
 But they are of but little value, except as a mathematical in- 
 quiry as to possibilities. The real commercial efficiency of a 
 gas or gasoline engine depends upon the volume of gas or 
 liquid at some assigned cost, required per actual brake horse- 
 power per hour, in which an indicator card should show that 
 the mechanical action of the valve gear and ignition was as 
 perfect as practicable, and that the ratio of clearance, space, 
 
 FIG. 4. COMPARATIVE CARD. 
 
 and cylinder volume gave a satisfactory terminal pressure and 
 compression the difference between the power figured from 
 the indicator card and the brake power being the friction loss 
 of the engine. 
 
 In practice, the heat value of the gas per cubic foot may 
 vary from 30 per cent, with illuminating and natural gases to 
 75 or 80 per cent, as between good illuminating gas and Dow- 
 son gas ; then, in order that a given size engine should main- 
 tain its rating, a larger volume of a poorer gas should be swept 
 through the cylinder. This requires adjustment of the areas 
 in all the valves to give an explosive motor its highest effi- 
 ciency for the kind of fuel that is to be used. 
 
 The practical effect of the work done by the half-cycle in 
 the earlier type of the two-cycle engine is graphically shown in 
 Fig. 4, in which i % d represents the stroke of the piston ; the 
 
22 GAS, GASOLINE, AND OIL ENGINES. 
 
 dotted line, the indicator card ; and the space in the lines, a, 
 b, c, d, the ideal diagram of a perfect gas exhausting at the 
 point </, in its incomplete adiabatic expansion. In the valua- 
 tion of such a card, the depression of the indraught below the 
 atmospheric line and the pressure of the exhaust line should 
 have due consideration as negative quantities to be deducted 
 from the pressure values above the atmospheric line. This 
 class of engines is fast becoming obsolete as a type. 
 
 In four-cycle engines the efficiencies are greatly advanced 
 by compression, producing a more complete infusion of the 
 mixture of gas or vapor and air, quicker firing, and far greater 
 pressure than is possible with the two-cycle type just de- 
 scribed. 
 
 In the practical operation of the gas engine during the past 
 fifteen years, the gas-consumption efficiencies per indicated 
 horse-power have gradually risen from 1 7 per cent, to a maxi- 
 mum of 28 per cent, of the theoretical heat, and this has been 
 done chiefly through a decreased combustion chamber and in- 
 creased compression the compression having gradually in- 
 creased in practice from 30 Ibs. per square inch to above 80 ; 
 but there seems to be a limit to compression, as the efficiency 
 ratio decreases with the increase in compression. 
 
 It has been shown that an ideal efficiency of 33 per cent, 
 for 38 Ibs. compression will increase to 40 per cent, for 66 Ibs., 
 and 43 per cent, for 88 Ibs. compression. On the other hand, 
 greater compression means greater explosive pressure and 
 greater strain on the engine structure, which will probably re- 
 tain in future practice the compression between the limits of 
 40 and 60 Ibs. 
 
 In experiments made by Dugald Clerk with a combustion 
 chamber equal to o. 6 of the space swept by the piston, with a 
 compression of 38 Ibs., the consumption of gas was 24 cubic 
 feet per indicated horse-power per hour. With o. 4 compres- 
 sion space and 61 Ibs. compression, the consumption of gas was 
 20 cubic feet per indicated horse-power per hour; and with 
 
UTILIZATION OF HEAT AND EFFICIENCY. 23 
 
 0.34 compression space and 87 Ibs. compression, the con- 
 sumption of gas fell to 14.8 cubic feet per indicated horse- 
 power per hour the actual efficiencies being respectively 
 17, 21, and 25 per cent. This was with a Crossley four- 
 cycle engine. 
 
 In Fig. 5 is represented an ideal card of the work of a per- 
 fect compression cycle in which the gases are compressed. Ad- 
 ditional pressure is instantly developed by combustion or heat 
 at constant volume, and then allowed to expand to atmospheric 
 
 PlG. 5. DIAGRAM OF A PERFECT CYCLE WITH COMPRESSION. 
 
 pressure the curves of compression and expansion being adi- 
 abatic, as for a dry gas. 
 
 In this diagram the lines follow Carnot's cycle, in which the 
 whole heat energy is represented in work. The piston stroke 
 commencing at O, compression completed at D, pressure aug- 
 mented from D to F, expansion doing work from F to B, and 
 exhausting along the atmospheric line B A. The gases in this 
 case expand till their pressure falls to the atmospheric line, 
 and their whole energy is supposed to be utilized. In this im- 
 aginary cycle, no heat is supposed to be lost by absorption of 
 walls of a cylinder or by radiation, and no back pressure dur- 
 ing exhaust, or friction, are taken into account. 
 
 The efficiencies in regard to power in a heat engine may be 
 divided into four kinds, of which ; 
 
 I. The first is known as the maximum tJieorctical efficiency 
 
24 GAS, GASOLINE, AND OIL ENGINES. 
 
 of a perfect engine (represented by the lines in the indicator 
 
 T rj\ 
 
 diagram, Fig. 5). It is expressed by the formula * - and 
 
 shows the work of a perfect cycle in an engine working be- 
 tween the received temperature -j- absolute temperature (T,) 
 and the initial atmospheric temperature -f- absolute tempera- 
 ture (T ). 
 
 II. The second is the actual heat efficiency, or the ratio of 
 the heat turned into work to the total heat received by the en- 
 gine. It expresses the indicated horse-power. 
 
 III. The third is the ratio between the second or actual 
 heat efficiency and the first or maximum theoretical efficiency of 
 a perfect cycle. It represents the greatest possible utilization 
 of the power of heat in an internal-combustion engine. 
 
 IV. The fourth is the mechanical efficiency. This is the ra- 
 tio between the actual horse-power delivered by the engine 
 through a dynamometer or measured by a brake (brake horse- 
 power), and the indicated horse-power. The difference be- 
 tween the two is the power lost by engine friction. 
 
CHAPTER IV. 
 RETARDED COMBUSTION AND WALL-COOLING. 
 
 SOME of the serious difficulties in practically realizing the 
 condition of a perfect cycle in an internal-combustion engine 
 are shown in the diagram Fig. 6, taken from an English Otto 
 
 FlQ. 6. VARIABLE CARD. 
 
 gas engine, in which the cooling effect of the walls are shown 
 by the lagging of the explosion curve, by the missing of seve- 
 ral explosions when the cylinder walls have been unduly cooled 
 by the water-jacket. The same delay is experienced in start- 
 ing a gas engine. The indicator card IAD representing 
 the normal condition of constant work in the cylinder; the 
 curve I B D an interruption of explosions for several revo- 
 lutions; and I C D a still longer interruption in the explo- 
 sions with the engine in continuous motion. 
 
 In an experimental investigation of the efficiency of a gas 
 engine under variable piston speeds made in France, it was 
 found that the useful effect increases with the velocity of the 
 piston that is, with the rate of expansion of the burning gases 
 with mixtures of uniform volumes ; so that with the variations 
 
26 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 of time of complete combustion at constant pressure, as illus- 
 trated on page 15, and the variations due to speed, in a way 
 compensate in their efficiencies. The dilute mixture, being 
 slow burning, will have its time and pressure quickened by 
 increasing the speed. 
 
 TABLE V. TRIAL EFFICIENCIES DUE TO INCREASED PISTON SPEED. 
 
 ^cr. . work of indicator diagram 
 
 Efficiency = -. 
 
 theoretical work. 
 
 
 
 i -6 
 
 03 
 
 c' c 
 
 rt ^ ^o 
 
 
 
 o o-d 
 
 lol 
 
 
 5 o 2 9 
 
 o 
 
 Mixtures. 
 
 jig 
 
 
 o, b I- O 
 
 P boa 
 
 ,* boo 
 
 S 
 
 "3 
 
 
 r^ Et r/5 
 
 ^ J_, 
 
 O H"1 n 
 
 fe *^ ^ 
 
 B 
 
 
 flj 
 
 Cfl 4) 
 
 a ^o 
 
 So 
 
 H 
 
 
 
 E * 
 
 fe 
 
 fa 
 
 
 i volume coal gas to 9.4 volumes air (.1093 
 
 
 
 
 
 
 cubic feet mixture) 
 
 ca 
 
 1.181 
 
 70 8 
 
 4QI7 
 
 I 44 
 
 volume coal gas to 9.4 volumes air 
 
 D O 
 
 .40 
 
 1.64 
 
 yv-. w 
 
 85.3 
 
 ty- 1 / 
 4917 
 
 * HT- 
 1.70 
 
 "9.4 ' .... 
 
 .25 
 
 3.01 
 
 105.5 
 
 4917 
 
 2. IO 
 
 "9.4 ' .... 
 
 .16 
 
 4.55 
 
 125.8 
 
 4917 
 
 2.6O 
 
 ". " " " 6.33 " " (.073 
 
 
 
 
 
 
 cubic feet mixture) 
 
 J - 
 
 e 7 
 
 127.2 
 
 4.70-2 
 
 2.6O 
 
 volume coal gas to 6.33 volume air .... 
 
 .09 
 
 0* D / 
 9-51 
 
 289.9 
 
 t /yj 
 4793 
 
 6.00 
 
 " - " 6.33 " ".... 
 
 .06 
 
 I4.I 
 
 364-4 
 
 4793 
 
 7.50 
 
 These trials give unmistakable evidence that the useful 
 effect increases with the velocity of the piston that is, with 
 the rate of expansion of the burning gases. 
 
 The time necessary for the explosion to become complete 
 and to attain its maximum pressure depends not only on the 
 composition of the mixture, but also upon the rate of expan- 
 
 sion. 
 
 This has been verified in experiments with the Kane-Pen- 
 nington motor, at speeds from 500 to 1,000 revolutions per 
 minute, or piston speeds of from 16 to 32 feet per second. 
 
 The increased speed of combustion due to increased piston 
 speed is a matter of great importance to builders of gas en- 
 gines, as well as to the users, as indicating the mechanical di- 
 rection of improvements to lessen the wearing strain due to 
 high speed and to lighten the vibrating parts with increased 
 
RETARDED COMBUSTION AND WALL-COOLING. 
 
 strength, in order that the balancing of high-speed engines 
 may be accomplished with the least weight. 
 
 From many experiments made in Europe, it has been con- 
 clusively proved that excessive cylinder cooling by the water- 
 jacket is a loss of efficiency. 
 
 In a series of experiments with a simplex engine in France, 
 it was found that a saving of 7 per cent, in gas consumption 
 per brake horse -power was made by raising the temperature of 
 
 m Press. 
 Temp* 
 
 Actual Indicator 
 
 J)iarjram from 
 
 Otto Engine. 
 
 ^ MinVPress. 
 .H 
 
 }< * 
 
 JZz7tai(!*t_line. 
 
 1 ~ Adnn'fsion: 1 
 T7d$ length is proportional to. the stroke oj Enffine.-~ >j 
 
 FIG. 7. OTTO FOUR-CYCLE CARD. 
 
 Atmosph.lin6_ 
 
 the jacket water from 141 to 165 F. A still greater saving 
 was made in a trial with an Otto engine by raising the tem- 
 perature of the jacket water from 61 to 140 F. it being 9.5 
 per cent, less gas per brake horse-power. 
 
 In view of the experiments in this direction, it clearly 
 shows that in practical work, to obtain the greatest economy 
 per effective brake horse-power, it is neessary: 
 
 i st. To transform the heat into work with the greatest 
 rapidity mechanically allowable. This means high piston 
 speed. 
 
 2d. To have high initial compression. 
 
 3d. To reduce the duration of contact between the hot gases 
 and the cylinder walls to the smallest amount possible ; which 
 means short stroke and quick speed. 
 
 4th. To adjust the temperature of the jacket water to ob- 
 
28 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 tain the most economical output of actual power. This means 
 water tanks or water coils, with air-cooling surfaces suitable 
 
 NOI.LIN9I dO J_NIOd XV 
 Nl D d3d 'SSI 9f J.V 39dVHD 
 
 and adjustable to the most economical requirement of the en- 
 gine. 
 
 5th. To reduce the wall surface of the clearance space or 
 
RETARDED COMBUSTION AND WALL-COOLING. 2Q 
 
 combustion chamber to the smallest possible area, in propor- 
 tion to its required volume. This lessens the loss of the heat 
 of combustion by exposure to a large surface, and allows of a 
 higher mean wall temperature to facilitate the heat of com- 
 pression. 
 
 It will be noticed that the volumes of similar cylinders in- 
 crease as the cube of their diameters, while the surface of their 
 
 FIG. 9. INDICATOR CARD, FULL LOAD. 
 
 cold walls varies as the square of their diameters ; so that for 
 large c}'linders the ratio of surface to volume is less than for 
 small ones. This points to greater economy in the larger 
 engines. 
 
 The study of many experiments goes to prove that combus- 
 tion takes place gradually in the gas-engine cylinder, and that 
 the rate of increase of pressure or rapidity of firing is con- 
 trolled by dilution and compression of the mixture, as well as 
 by the rate of expansion or piston speed. 
 
 The rate of combustion also depends on the size and shape 
 of the exploding chamber, and is increased by mechanical agi- 
 tation of the mixture during combustion, and still more by the 
 mode of firing. A small intermittent spark gives the most 
 uncertain ignition, whereas a continuous electric spark passed 
 through an explosive mixture, or a large flame as the shooting 
 
3O GAS, GASOLINE, AND OIL ENGINES. 
 
 of a mass of lighted gas into a weak mixture, will produce rapid 
 ignition. 
 
 The shrinkage of the charge of mixed gas and air by the 
 union of its hydrogen and oxygen constituents by the produc- 
 tion of the vapor of water in a gas-engine cylinder, using i 
 part illuminating gas to 6.05 parts air, is a notable amount, 
 
 FIG. io. INDICATOR CARD, HALF LOAD. 
 
 and of the total volume of 7.05 in cubic feet, the product will 
 be: 
 
 1.3714 cubic feet water vapor. 
 
 .5714 " " carbonic acid. 
 
 . 0050 nitrogen derived from the gas. 
 
 4. 8000 " " air. 
 
 " " products.of combustion. 
 
 6.7428 
 
 Then 7.05 cubic feet of the mixture charge will have shrunk 
 by combustion to 6.7428 cubic feet at initial temperature, or 
 4.4 per cent. 
 
 This difference in the computed shrinkage at initial tern- 
 perature is manifested in the reduced pressure of combustion 
 due to the computed shrinkage, and amounts to about 2 per 
 cent, in the mean pressure, as shown on an indicator card. 
 
 With the less rich gas, as water and Dowson gas, the shrink- 
 age by conversion into water vapor is equal to 5.5 per cent. 
 
 In Fig. 7 is shown an actual indicator diagram from an 
 English Otto engine, in which the sequence of operations are 
 
RETARDED COMBUSTION AND WALL-COOLING. 
 
 31 
 
 delineated through two of its four cycles. The curve of explo- 
 sion shows that firing commenced slightly before the end of 
 the stroke, and that combustion lagged until a moment after 
 reversal of the stroke. The expansion line is somewhat higher 
 than the adiabatic curve, indicating a partial combustion tak- 
 ing place during the stroke of the piston, and particularly 
 
 FIG. ii. TYPICAL COMPRESSION CARD. MEAN PRESSURE, 76 LBS. PER SQUARE INCH. 
 
 manifested by the rounding-off of the apex of the card. 
 
 In Fig. 8 is represented a card from the Atkinson gas en- 
 gine. The peculiar design of this engine enables the largest 
 degree of expansion known in gas-engine practice. 
 
 Fig. 9 is a card from a compression engine, showing an 
 irregularity in firing the charge, and probably an irregular 
 progress of combustion by defective mixture. This card was 
 made when running at full load, and computed at 69 Ibs. mean 
 pressure. 
 
 Fig. 10 represents a card from the same engine at half -load 
 and lessened combustion charge. It shows the same charac- 
 teristics as to irregularity, and also a lag in firing and a fitful 
 after-combustion ; but from weak mixture and interrupted fir- 
 ing the cooling influence of the cylinder walls has prolonged 
 the combustion with ignition pressure. Mean pressure, about 
 68 Ibs. per square inch. 
 
 Fig. 1 1 represents a typical card of our best compression 
 
32 GAS, GASOLINE, AND OIL ENGINES. 
 
 engines, with time igniter, at full load and -uninterrupted 
 firing. 
 
 Examples of indicator cards from engines in which firing 
 commenced just before the end of the compression stroke 
 make a rounded corner at the end of the compression curve, 
 which is claimed to make the running of the engine smoother 
 or without jar from the sudden increase in pressure. 
 
CHAPTER V. 
 
 CAUSES OF LOSS AND INEFFICIENCY IN EXPLOSIVE 
 MOTORS. 
 
 THE difference realized in the practical operation of an in- 
 ternal-heat engine from the computed effect derived from the 
 values of the explosive elements is probably the most serious 
 difficulty that engineers have encountered in their endeavors to 
 arrive at a rational conclusion as to where the losses were lo- 
 cated and the ways and means of design that would eliminate 
 the causes of loss and raise the efficiency step by step to a rea- 
 sonable percentage of the total efficiency of a perfect cycle. 
 
 The loss of heat to the walls of the cylinder, piston, and 
 clearance space, as regards the proportion of wall surface to 
 the volume, has gradually brought this point to its smallest ratio 
 in the concave piston head and globular cylinder head, with the 
 smallest possible space in the inlet and exhaust passage. The 
 wall surface of a cylindrical clearance space or combustion 
 chamber of one-half its unit diameter in length is equal to 
 3.1416 square units, its volume but 6.3927 of a cubic unit; 
 while the same wall surface in a spherical form has a volume 
 of o. 5 236 of a cubic unit. It will be readily seen that the volume 
 is increased 33^ per cent, in a spherical over a cylindrical form 
 for equal wall surfaces at the moment of explosion, when it is 
 desirable that the greatest amount of heat is generated and 
 carrying with it the greatest possible pressure from which the 
 expansion takes place by the movement of the piston. 
 
 The spherical form cannot continue during the stroke for 
 
 mechanical reasons; therefore some proportion of piston 
 
 stroke or cylinder volume must be found to correspond with a 
 
 spherical form of the combustion chamber to produce the least 
 
 3 
 
34 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 loss of heat through the walls during the combustion and ex- 
 pansion part of the stroke. 
 
 This idea we illustrate in Figs. 12 and 13, showing how the 
 relative volumes of cylinder stroke and combustion chamber 
 
 FIG. 12. SPHERICAL COMBUSTION CHAMBER. 
 
 may be varied to suit the requirements due to the quality of the 
 elements of combustion. In Fig. 1 2 the ratio may also be de- 
 creased by extending the stroke. The mean temperature of 
 the wall surface of the combustion chamber and cylinder, as 
 indicated by the temperatures of the circulating water, has 
 been found to be an important item in the economy of the gas 
 
 FIG. 13. ENLARGED COMBUSTION CHAMBER. 
 
 engine. Dugald Clerk, in England, a high authority in practi- 
 cal work with the gas engine, found that 10 per cent, of the 
 gas for a stated amount of power was saved by using water at 
 a temperature in which the ejected water from the cylinder 
 jacket was near the boiling point, and ventures the opinion 
 that a still higher temperature for the circulating water may be 
 used as a source of economy. 
 
CAUSES OF LOSS AND INEFFICIENCY. 35 
 
 This could be made practical by elevating the water tank 
 and adjusting the air-cooling surface, so as to maintain the in- 
 let water at just below the boiling-point, and by the rapid cir- 
 culation induced by the height of the tank above the engine 
 and the pressure, to return the water from the cylinder jacket 
 a few degrees above the boiling-point. 
 
 For a given amount of heat taken from the cylinder by the 
 largest volume of circulating water, the difference in tempera- 
 ture between inlet and outlet of the water jacket should be the 
 least possible, and this condition of the water circulation gives 
 a more even temperature to all parts of the cylinder ; while, 
 on the contrary, a cold water supply, say at 60 F. , so slow as to 
 allow the ejected water to flow off at a temperature near the 
 boiling-point, must make a great difference in temperature 
 between the bottom and top of the cylinder, with a loss in econ- 
 omy in gas and other fuels, as well as in water, if it is obtained 
 by measurement. 
 
 In regard to the actual consumption of water per horse- 
 power and the amount of heat carried off by it, the study of 
 English trials of an Atkinson, Crossley, and Griffin engine 
 showed 62 Ibs. water per indicated horse-power per hour, with 
 a rise in temperature of 50 F., or 3, 100 heat units were carried 
 off in the water out of 12,027 theoretical heat units that were 
 fed to the motor through the 19 cubic feet of gas at 633 heat 
 units per cubic foot per hour. 
 
 Theoretically, 2,564 heat units per hour is equal to i horse- 
 power. Then o. 257 of the total was given to the jacket water, 
 0.213 to the indicated power, and the balance, 53 percent., 
 went to the exhaust, radiation, and the reheating of the pre- 
 vious charge in the clearance and in expanding the nitrogen of 
 the air. Other and mysterious losses, due to the unknown 
 condition of the gases entering into and passing through the 
 heat cycle, have been claimed and mathematically discussed by 
 authors, which have failed to satisfy the practical side of the 
 question, which is the main object of this work. 
 
36 GAS, GASOLINE, AND OIL ENGINES. 
 
 In a trial with the Crossley engine, 42 Ibs. of water per 
 horse-power per hour were passed through the cylinder jacket, 
 with a rise in temperature of 128 F. equal to 5,376 heat 
 units to the water from 12,833 heat units fed to the engine 
 through 20.5 cubic feet of gas at 626 heat units per cubic foot. 
 
 In this trial, 41 per cent, of the total heat was carried away 
 in the water; 2,564 heat units being equal to one indicated 
 horse-power per hour, then 5,376 -f 2,564 = 7,940 were directly 
 accounted for, leaving 38 per cent, to the exhaust and other 
 losses. As these engines were both of the compression type, 
 and the Crossley engine having double the clearance space of 
 the Atkinson engine, and with so great a difference in the vol- 
 umes of the previous explosion held over, a just comparison of 
 the effect of different cylinder temperatures cannot be made. 
 The efficiencies were found, including gas used for ignition, to 
 be for the Atkinson, 22.8 per cent. ; for the Crossley, 21.2 per 
 cent. ; and for the Griffin, a double-acting engine, 19.2 per cent, 
 of the total gas power used. The efficiency of other engines 
 of the four-cycle compression type in Europe varies from 1 7 to 
 22 per cent., some of the lower efficiencies being claimed as 
 due to the composition of the low-power Dowson and water 
 gases. 
 
 An experimental test of the performance of a gas engine 
 below its maximum load has shown a large increase in the 
 consumption of gas per actual horse-power, with a decrease of 
 load, as the following figures from observed trials show : An 
 actual 12 H.P. engine at full load used 15 cubic feet of gas per 
 horse-power per hour; at 10 H.P., 15^- cubic feet; at 8 H.P., 16^ 
 cubic feet; at 6 H.P. , 18 cubic feet; at 4 H.P. , 21 cubic feet; at 
 2 H. p. , 30 cubic feet of gas per actual horse-power per hour. 
 This indicates an economy in gauging the size of a gas engine 
 to the actual power required, in consideration of the fact that 
 the engine friction and gas consumption for ignition are con- 
 stants for all or any power actually given out by the engine. 
 
CHAPTER VI. 
 ECONOMY OF THE GAS ENGINE FOR ELECTRIC-LIGHTING, 
 
 IN the lighting of large dwellings or other buildings, where 
 there is no power used for other purposes, the use of gas or 
 gasoline engines for operating an electric generator is not only 
 cheaper in running expenses than the steam engine, but the 
 comparison holds good for the lighting of towns and villages 
 at the usual cost of gas to consumers ; but when the generation 
 of producer gas can be made for such use on the premises of 
 the electric plant and by the same persons that operate the 
 electric plant, the saving in cost of electric-lighting is several- 
 fold less than by direct gas-burning. 
 
 In many towns where oil producer gas is used, the cost of 
 material used in making the gas is less than thirty-five cents 
 per thousand feet of gas produced. In such places the labor 
 of producing the gas for a town of say fifteen hundred inhabi- 
 tants is from two to three hours per day, and in some towns, 
 as observed by the author, three hours every other day giving 
 ample time for the same operator to run the electric plant in 
 the evening, or both may be run simultaneously. 
 
 When the mere fact of the cost of gas for direct lighting 
 and its cost for producing the same light by its use in a gas en- 
 gine to run an electric generator is considered, the difference 
 in favor of electric-lighting in preference to direct gas-lighting 
 is most apparent. 
 
 It has been known for some years that for equal light 
 power but about one-half the volume of gas consumed in 
 direct lighting will produce the same amount of candle-power 
 when used in a gas engine for generating electricity for light- 
 ing. 
 
38 GAS, GASOLINE, AND OIL ENGINES. 
 
 Again, when we leave the realm of a fixed gas and the cost 
 of its producing-plant, the gasoline and oil engine again comes 
 to the rescue of the fuel element for lighting, from an average 
 cost of 7^ cents per hour for 192 candle-power in lights by 
 direct illumination, and 2\ cents for the same amount of light 
 by the use of illuminating gas consumed in a gas engine with 
 electric generator, to one cent or less by the gasoline and oil 
 engine for equal light. 
 
 In English trials with a Crossley engine of 54 I.H.P. run- 
 ning a 25^ kilowatt generator (34 electrical H.P.), lighting 
 400 incandescent lamps (16 candle-power) consumed 1,130 
 cubic feet illuminating gas per hour, or 2.82 cubic feet of gas 
 per lamp per hour. 
 
 The gas used was 16 candle-power at 5 cubic feet per hour. 
 Then, if it had been used for direct lighting, it would have 
 produced 1:1 T 3J1 = 226 i6-candle-power gas-lights, a little over 
 one-half the amount of the electric light or the efficiency of 
 the direct light would have been but 56.5 per cent. 
 
 To show the difference between running a gas engine at 
 full or less than full power, the same engine and generator 
 when running with 300 incandescent lamps, 1 6 candle-power, 
 used 840 cubic feet of gas per hour, and -p = 168 16 candle- 
 power gas-lights, or 56 per cent, efficiency for direct lighting. 
 
 When the lamps were cut out to one-half or 200, the con- 
 sumption of gas was 740 cubic feet per hour, equal to ij = 
 148 gas lights, with a direct gaslight efficiency of 74 per cent. 
 the difference in efficiency being chiefly due to the constant 
 value of the engine and generator friction in its relation to the 
 variable power. 
 
 Another trial with a Tangye engine of a maximum 39 I.H.P. 
 running an 18.36 kilowatt generator (24.61 electrical H.P.), 
 lighting 300 i6-candle-power incandescent lamps, consumed 770 
 cubic feet illuminating gas per hour. With direct lighting, 
 -i-p = 154 gas-lights (16 candle-power), or an efficiency of 51 
 per cent, for direct lighting. With 220 incandescent lamps in, 
 
THE GAS ENGINE FOR ELECTRIC-LIGHTING. 39 
 
 640 cubic feet of gas were consumed per hour, equal to $^- = 
 128 gas-lights and a direct gaslight efficiency of -J-J-J- =58 per 
 cent. Again reducing to 100 lamps, 320 cubic feet ol gas was 
 used, equal to 64 gas-lights with an efficiency of 64 per cent, 
 for direct gaslighting. 
 
 It will readily be seen by inspection of these figures that 
 the greatest economy in gas-engine power will be found in 
 gauging the size of a gas engine by the work it is to do when 
 the work is a constant quantity. 
 
 In a trial by the writer of a Nash gas engine of 5 B. H. p. , 
 driving by belt a Riker 3 kilowatt bipolar generator of 120 
 volts, 25 ampere capacity, the engine speed was 300 revolu- 
 tions and the generator 1,400 revolutions per minute; con- 
 sumption of New York gas, 105 cubic feet per hour. With 50 
 i2o-volt A. B.C. lamps in circuit giving a brilliant white light 
 of fully 1 6 candle-power, the actual voltage by meter was 120, 
 amperage by meter 24, voltage and amperage perfectly steady 
 with continuous running. By turning in resistance and reduc- 
 ing the voltage to no and the amperage to 21, the lights were 
 still brilliant in the 50 lamps. With the lamps cut out to 40, the 
 voltmeter vibrated 2 volts and immediately came back to no 
 volts, with the amperemeter at 17. With a further and sudden 
 cutting out the light to 20 lamps, the voltage fell to 105 with 
 but slight vibration; amperage, n. With 15 lamps on, the 
 voltage crept up to no, amperage 6^, jand with 10 lamps only 
 the voltage vibrated for a few seconds and rested at no, am- 
 perage 4^. The engine seemed to answer the change of load 
 remarkably quick, so that there was no perceptible change in 
 speed. 
 
 The investment of local lighting-plants by the use of gas, 
 gasoline, and oil engines in factories and large buildings in 
 Europe has been found a great source of economy as against the 
 direct use of municipal electric current or the direct use of gas. 
 
 The gasoline or oil engine makes a most favorable return in 
 economy when used for local lighting as against the prevailing 
 
40 GAS, GASOLINE, AND OIL ENGINES. 
 
 price charged by the operators of large steam-power installa- 
 tions for town and city lighting. 
 
 In a trial of eleven days by a 10 H.P. four-cycle gas engine 
 of the Raymond vertical pattern, belted direct to a i5o-light 
 direct-current generator making 1,600 revolutions per minute, 
 with the current measured by a recording wattmeter, giving a 
 steady current to 90 i6-candle-power lamps on a factory cir- 
 cuit, the total cost of gas at $1.50 per 1,000 cubic feet with lu- 
 bricating oils was $20. 1 6. The kilowatts produced by measure 
 was 239. i or a cost of . 0844 cents per kilowatt. The price of the 
 current by the same measure from the electric company was 
 20 cents per kilowatt a saving of 57 per cent. In places 
 where gas is $i per 1,000 feet, the cost would have been only 
 5f cents per kilowatt. 
 
 In the lighting of churches the gas or gasoline engine has 
 been found to be not only economical, but has largely contrib- 
 uted to the cheerful surroundings of a lighted church at less 
 than one -half the cost of gas for direct lighting, and with no 
 more attention in starting the engine, cleaning, etc., than^re- 
 quired for lighting and regulating the ordinary gas lights. 
 
CHAPTER VII. 
 THE MATERIAL OF POWER IN EXPLOSIVE ENGINES. 
 
 THE composition of gases, gasoline, petroleum oil, and air 
 as elements of combustion and force in explosive engines is 
 of great importance in comparisons of heat and motor effi- 
 ciencies. By reported experiments with 2o-candle coal gas in 
 the United States, by the evaporation of water at 212 F., a 
 cubic foot was credited with 1,236 heat units; while reliable 
 authorities range the value of our best illuminating gases at 
 from 675 to 700 heat units per cubic foot. The specific heat 
 of illuminating gas is much higher than for air, being for coal 
 gas at constant pressure 0.6844 an d at constant volume 0.5196, 
 with a ratio of 1.315 ; while the specific heat for air at constant 
 pressure is 0.2377, and at constant volume is o. 1688, and their 
 ratio 1.408. 
 
 The mixtures of gas and air accordingly vary in their spe- 
 cific heat with ratios relative to the volumes in the mixture. 
 The products of combustion also have a higher specific heat 
 than air, ranging from 0.250 at constant pressure and 0.182 at 
 constant volume, to 0.260 and 0.190 with ratios of 1.37 and 
 
 1.36. 
 
 A cubic foot of ordinary coal gas burned in air produces 
 about one ounce of water vapor and 0.57 of a cubic foot of car- 
 bonic acid gas (CO 2 ). Its calorific value will average about 673 
 heat units per cubic foot. 
 
 A cubic foot of ordinary coal gas requires 1.21 cubic feet of 
 oxygen, more or less, due to variation in the constituents of 
 different grades of illuminating gases in various localities, for 
 complete combustion. 
 
 Allowing for an available supply of 20 per cent, of oxygen 
 
GAS, GASOLINE, AND OIL ENGINES. 
 
 in air for complete combustion, then 1.21 x 5 = 6.05 cubic feet 
 of air which is required per cubic foot of gas in a gas engine 
 for its best work ; but in actual practice the presence in the 
 engine cylinder of the products of a previous combustion, and 
 the fact that a sudden mixture of gas and air may not make 
 a homogeneous combination for perfect combustion, require a 
 larger proportion of air to completely oxidize the gas charge. 
 
 It will be seen by inspection of Table 2 that the above 
 proportion, without the presence of contaminating elements, 
 produces the quickest firing and approximately the highest 
 pressure at constant volume, and that any greater or less pro- 
 portion of air will reduce the pressure and the apparent effi- 
 ciency of an explosive motor. There are other considerations 
 effecting the governing of explosive engines, in which the gas 
 element only is controlled by the governor, requiring an ex- 
 cess of air at the normal speed, so that an economical adjust- 
 ment of gas consumption may be obtained at both above and 
 below the normal speed. 
 
 TABLE III. THE MATERIALS OF POWER IN EXPLOSIVE ENGINES- 
 GASES, GASOLINE, AND PETROLEUM OILS. 
 
 Various gases, vapors, and other combustibles. 
 
 Heat 
 units, 
 per 
 pound. 
 
 Heat 
 
 units, 
 per cu- 
 bic foot. 
 
 Foot- 
 pounds, 
 per cu- 
 bic foot. 
 
 Hydrogen 
 
 61,560 
 14,540 
 18,324 
 18,401 
 18,448 
 11,000 
 
 293-5 
 
 950 
 800 
 62O 
 185 
 150 
 104 
 1677 
 690 
 868 
 584 
 495 
 1051 
 
 226,580 
 
 773,400 
 617,600 
 478,640 
 142,820 
 115,800 
 80,288 
 
 492,680 
 670,090 
 450,848 
 382,140 
 
 Carbon 
 
 Crude petroleum, West Virginia, spec. grav. .873. 
 Light petroleum, Pennsylvania, spec. grav. .841.. 
 Benzine, CeHe 
 
 Gasoline 
 
 28 candle-power illuminating gas 
 
 
 
 IS 
 
 
 Water gas American .... 
 
 
 Producer gas English 66 to. . 
 
 
 Water producer gas 
 
 
 Ethylene olefiant gas C 2 H 4 
 
 21,430 
 
 11,000 
 
 21.492 
 
 Gasoline vapor 
 
 Acetylene C 2 H 2 . 
 
 Natural gas Leechburg Pa . 
 
 " " Pittsburg Pa 
 
 
 Marsh gas (Methane) CH 4 
 
 23.594 
 
 
MATERIAL OF POWER IN EXPLOSIVE ENGINES. 
 
 43 
 
 The various other than coal gas used in explosive engines 
 are NATURAL GAS, ACETYLENE, liberated by the action of water 
 on calcium carbide ; PRODUCER GAS, made by the limited action 
 of air alone upon incandescent fuel; WATER GAS, made by 
 the action of steam alone upon incandescent fuel ; SEMI-WATER 
 GAS, made by the action of both air and steam upon incandes- 
 cent fuel also named DOWSON GAS in England. 
 
 Natural Gas. 
 
 The constituents of natural gas varies to a considerable ex- 
 tent in different localities. The following is the analysis of 
 some of the Pennsylvania wells : 
 
 NATURAL GAS CONSTITUENTS, BY VOLUME. 
 
 Constituents. 
 
 Clean, 
 N. Y. 
 
 Pitts- 
 burg, 
 Pa. 
 
 Leech- 
 burg, 
 Pa. 
 
 Harvey 
 well, 
 Butler 
 county. 
 
 Burns 
 well, 
 Butler 
 county. 
 
 Hydrogen H . 
 
 
 22.OO 
 
 4 7Q 
 
 I*? 5O 
 
 6 10 
 
 Marsh gas CH4 
 
 06.50 
 
 67.00 
 
 80.65 
 
 80. IT 
 
 75 44 
 
 Ethane C 2 H 4 . . . 
 
 
 5.OO 
 
 4 an 
 
 5.72 
 
 18.12 
 
 Heavy hydrocarbons 
 
 I.OO 
 
 I.OO 
 
 .56 
 
 
 
 Carbonic oxide, CO . ... 
 
 .50 
 
 .60 
 
 26 
 
 trace. 
 
 trace. 
 
 Carbonic acid, CO?. 
 
 
 .60 
 
 35 
 
 .66 
 
 .34 
 
 Nitrogen, N . . 
 
 
 3.00 
 
 
 
 
 Oxygen, O 
 
 2.OO 
 
 .80 
 
 
 
 
 
 
 
 
 
 
 
 100.00 
 
 100.00 
 
 100.00 
 
 IOO.OO 
 
 IOO.OO 
 
 Heat units, cubic feet, Fah. = 
 
 
 892 
 
 1051 
 
 959 
 
 1151 
 
 Density, o. 5 to o. 55 (air i) . 
 
 The calorific value of natural gas in much of the Western 
 gas fields is below these figures. 
 
 In experiments recorded by Brannt, " Petroleum and Its 
 Products," with the oil gas as made for town lighting in many 
 parts of the United States, of specific gravity about o. 68 (air 
 i), mixtures of oil gas with air had the following explosive 
 properties : 
 
 Oil gas, volumes. Air, volumes. Explosive effect. 
 
 i 4. 9 None. 
 
 i 5. 6 to 5.8 Slight. 
 
44 GAS, GASOLINE, AND OIL ENGINES. 
 
 Oil gas, volumes. Air. volumes. Explosive effect. 
 
 i 6 to 6. 5 Heavy. 
 
 i 7 to 9 Very heavy. 
 
 i 10 to 13 Heavy. 
 
 i 14 to 16 Slight. 
 
 i 17 to 17. 7 Very slight. 
 
 i 18 to 22 None. 
 
 It will be seen that mixtures varying from i of gas to 6 of 
 air, and all the way to i of gas to 13 of air, are available for 
 use in gas engines for the varying conditions of speed and 
 power regulation ; and that i of gas to from 7 to 9 of air pro- 
 duces the best working effect. Its calorific value varies in 
 different localities from 550 to 650 heat units per cubic foot. 
 Ordinary oil illuminating gas varies somewhat in its constitu- 
 ents, and may average: Hydrogen, 39.5; marsh gas, 37.3; ni- 
 trogen, 8.2; heavy hydrocarbons, 6.6; carbonic oxide, 4.3; 
 oxygen (free) , 1.4; water vapor and impurities, 2.7; total, 100; 
 and is equal to 617 heat units per cubic foot. 
 
 Producer Gas. 
 
 The constituents of producer gas vary largely in the dif- 
 erent methods by which it is made ; in fact, all of the follow- 
 ing gases are made in producers, so called. The constituents 
 of the low grade of this name are : 
 
 Carbonic oxide, CO 22. 8 per cent. 
 
 Nitrogen, N 63.5 
 
 Carbonic acid, CO 2 3-6 
 
 Hydrogen, H. . . . 2. 2 
 
 Marsh gas (methane) , CH 4 7-4 
 
 Free oxygen, O 5 
 
 100. O 
 
 The average heating power of this variety of producer gas 
 about in heat units per cubic foot. 
 
 is 
 
MATERIAL OF POWER IN EXPLOSIVE ENGINES. 45 
 
 Another producer gas, called 
 
 Water Gas, 
 
 has an average composition of 
 
 Carbonic oxide, CO 41 per cent. 
 
 Hydrogen, H 48 
 
 Carbonic acid, CO 2 6 
 
 Nitrogen, N 5 " 
 
 100 
 
 and has an average calorific value of 291 heat units per cubic 
 
 foot. 
 
 Semi- Water Gas, 
 
 or, as designated in England, Dowson gas, from the name of 
 the inventor of a water gas-making plant, has the following 
 average composition: 
 
 Hydrogen, H 18. 73 per cent. 
 
 Marsh gas, (methane) , CH 4 31 
 
 Olefiant gas, C 2 H 4 31 " 
 
 Carbonic oxide, CO 25.07 " 
 
 Carbonic acid, CO 2 6.57 " 
 
 Oxygen, O 03 " 
 
 Nitrogen, N 48.98 
 
 IOO.OO " 
 
 It has a calorific value of about 150 heat units per cubic foot. 
 
 PETROLEUM PRODUCTS USED IN EXPLOSIVE ENGINES. 
 
 The principal products derived from crude petroleum for 
 power purposes may commercially come under the names of 
 gasoline, naphtha (three grades, B, C, and A), kerosene, gas 
 oil, and crude oil. 
 
 The first distillate: Rhigoline, boiling at 113 F., specific 
 gravity 0.59 to 0.60; chimogene, boiling at from 122 to 138 
 F., specific gravity 0.625; gasoline, boiling at from 140 to 158 
 F., specific gravity 0.636 to 0.657; naphtha "C" (by some also 
 called benzin), boiling from 160 to 216 F., specific gravity 
 
4 6 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 0.66 to 0.70; naphtha " B" (ligroine), boiling at from 200 to 
 240 F., specific gravity 0.71 to 0.74. ; naphtha "A" (putzoel), 
 boiling at from 250 to 300 F. 
 
 The commercial gasoline of the American trade is a com- 
 bination of the above fractional distillates, boiling at from 125 
 to 200 F., specific gravity 0.63 to 0.74. 
 
 Kerosene, boiling at from 300 to 500 F., specific gravity 
 0.76 to 0.80. 
 
 Gas oil, boiling at above 500 F., specific gravity above 0.80. 
 
 Crude petroleum, boiling uncertain from its mixed constitu- 
 ents, specific gravity about 0.80. 
 
 The vapor of commercial gasoline at 60 F. is equal to 130 
 volumes of the liquid, sustains a water pressure of from 6 to 8 
 inches, and will maintain a working pressure of 2 inches, or 
 equal to any gas service when the temperature is maintained 
 at 60 F., and with an evaporating surface equal to 5^ square 
 feet per required horse-power, using proportions of 6 volumes 
 of air to i volume of gasoline vapor. 
 
 Commercial kerosene requires a temperature of 95 F. to 
 maintain a vapor pressure of from to -^-inch water pressure, 
 requiring a much larger evaporating surface than for gasoline. 
 It may be vaporized by heat from the exhaust, and is so used 
 in several types of oil engines. 
 
 TABLE IV. PERCENTAGE, SPECIFIC GRAVITY, AND FLASHING POINT OF THE 
 PRODUCTS OF PETROLEUM. 
 
 Products. 
 
 Per cent. 
 of each. 
 
 Specific 
 gravity. 
 
 Flashing 
 point, Fah. 
 
 Rhigolene and chimogene 
 
 Trace. 
 
 .02 
 . IO 
 .10 
 
 35 
 
 . IO 
 .10 
 
 .05 
 
 .02 
 .16 
 
 1. 00 
 
 0.650 
 o. 700 
 0.730 
 o. 800 
 0.890 
 
 0.905 
 0.915 
 0.925 
 
 10 
 H 
 
 50 
 150 
 270 
 
 315 
 360 
 
 Gasoline 
 
 Benzine naphtha 
 
 Kerosene light. 
 
 Kerosene, medium 
 
 Kerosene, heavy . . . 
 
 Lubricating oil 
 
 Cylinder oil . . 
 
 Vaseline 
 
 Residuum and los^ 
 
 
MATERIAL OF POWER IN EXPLOSIVE ENGINES. 
 
 47 
 
 Crude petroleum and kerosene are available also by injec- 
 tion in a class of oil engines of the Hornsby-Akroyd type, in 
 which the oil can be so atomized and vaporized as to make its 
 entire volume available as an explosive combustible, in order 
 that the accumulation of refuse shall be at a minimum. Crude 
 oil is also used in the " Best" oil-vapor engine 
 
 CARBURETTERS. 
 
 The use of the vapor of gasoline, naphtha, and petroleum 
 oil for operating internal-combustion engines is increasing to a 
 
 FIG. 14. THE CIRCULAR CARBURETTER, PLAN. 
 
 vast extent in all parts of the civilized world, and will be no 
 doubt the cheapest medium for generating power so long as 
 petroleum and its products are at the present low price. In 
 
 V 
 ^ 
 
 V 
 
 FIG. 15. THE CIRCULAR CARBURETTER, SECTION. 
 
 gas-engine running, air saturated with the vapor of gasoline 
 and naphtha is in general use, and when so used is produced 
 by passing air through the liquid or over a surface largely ex- 
 
4 8 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 tended by capillary attraction of the fluid by fibrous surfaces 
 dipping into the fluid, by vaporizing the fluid by means of the 
 heat of the exhaust, and by injecting the fluid in small portions 
 into the air-inlet chamber or under its valve, and directly into 
 the clearance space of the cylinder. 
 
 In Figs. 14 and 15 is illustrated a form of carburetter, 
 
 PIG. 16. PLAN OF VENTILATING CARBURETTER. 
 
 made by the writer many years since, for carburetting air and 
 low-grade illuminating gas. 
 
 This carburetter may be made of heavy tinplate. The spiral 
 partition, made of tinplate, is perforated with sufficient small 
 holes at top and bottom to fasten strips of cotton or woollen 
 flannel on both sides of the spiral plate by stitching with coarse 
 
 " ' r 
 
 PJG. 17. SECTIONS OF VENTILATING CARBURETTER. 
 
 thread and needle. The spiral plate should extend so as to 
 nearly touch the bottom of the tank ; the bottom is to be soldered 
 on last. The valve V, for the purpose of preventing the escape 
 of the vapor when the carburetter is not in use, may be made as 
 light as possible, of tin plate or brass, and faced with soft leather 
 wet with glycerin or a composition of glycerin and glue jelly, 
 
MATERIAL OF POWER IN EXPLOSIVE ENGINES. 
 
 49 
 
 which always keeps soft and is not injured by the gasoline or 
 its vapor. By this arrangement many square feet of surface 
 may be obtained in a small space and perfect uniformity of 
 saturation insured. As the enclosed walls of this form become 
 very cold by long-continued use, an improvement was made by 
 
 ,y 
 
 PIG. 18. UNION AND GLOBE ENGINE VAPORIZER. 
 
 making each division wall with an outside surface, so that there 
 was a natural down-draught of air on the outside of the entire 
 evaporating surface of the carburetter. In Figs. 1 6 and 1 7 are 
 shown the plan and sections. 
 
 In this form the air spaces prevent excessive cold by a 
 circulation of air downward against the cooling surface of the 
 walls the whole interior vertical walls being lined with cloth 
 fastened to a wire frame made to fit each section and pushed 
 into place before the ends of the sections are soldered on. 
 
 Very good carburetters have been made by a long cast-iron 
 
GAS, GASOLINE, AND OIL ENGINES. 
 
 FIG. 19. THE DAIMLER CARBURETTER. 
 
 box with a cover bolted on with a packing of glue and glycerin 
 jelly on felt or asbestos packing, in which a frame of wire- 
 
MATERIAL OF POWER IN EXPLOSIVE ENGINES. 5 I 
 
 work and cloth or yarn is made to give the desired evaporat- 
 ing 1 surface. 
 
 For any carburetter of the forms here described, the depth 
 should be limited to 8 inches, as the capillarity of the fibrous 
 material is of little or no value at a greater height than 6 inches 
 above the fluid, which should not be charged above 3 inches 
 in depth for best effect. 
 
 In Fig. 1 8 is represented a vaporizer used by the Globe 
 Gas Engine Company of Philadelphia. It consists of a metal 
 body E, inside of which is a ball-shaped valve N, seated on the 
 end of a tube with its spindle extending below the air pipe and 
 attached to a disc at J for regulating the lift of the air and 
 gasoline valve ; O is spindle of gasoline valve. The gasoline 
 tank is so placed as to flow the liquid to the vaporizer. The 
 air is heated by passing through a jacket on the exhaust pipe. 
 
 Fig. 19 represents a sectional view of the Daimler carbu- 
 retter. The incoming air is heated by passing through a 
 jacket on the exhaust pipe, and charged to saturation with 
 vapor in the carburetter, the saturated air charge being regu- 
 lated by a three-way cock, which allows a further dilution 
 with air for the explosive mixture. 
 
 The gasoline supply is made through the small central tube 
 to the bottom of the carburetter, which insures a uniform 
 density in the fuel. The float B by its weight keeps a con- 
 stant level in the conical cup D, where evaporation takes place. 
 The float and its guide-pipe move down as the gasoline is 
 used. The hot air passes down through the guide-tube and 
 out through the perforation beneath the fluid in the conical 
 cup D, then over two diaphragms, and through the perforated 
 screen and to the vapor tube. The perforated screen in both 
 inlet and outlet chamber prevents the jerky motion of the air 
 caused by the suction of the piston. The lettering in the cut 
 fairly explains the ignition arrangement. 
 
 In Fig. 20 is represented the carburetter of the Gilbert 
 & Barker Manufacturing Company, Springfield, Mass. It is 
 
52 GAS, GASOLINE, AND OIL ENGINES. 
 
 made of wrought iron, has four divisions, in which perforated 
 capillary partitions are set around each division or story of 
 the carburetter, thus greatly enlarging the evaporating surface. 
 The air enters the lower compartment, becomes saturated, and 
 leaves the carburetter from the top. Provision is made for 
 
 FIG. 20. GILBERT & BARKER CARBURETTER. 
 
 pumping out any residue that may require removal when the 
 carburetter is placed underground. 
 
 Many other forms of carburetter have been tried, without, 
 however, securing better results than with those here described. 
 
 Saturated air with gasoline vapor has a heat value of about 
 200 heat units per cubic foot. 
 
 A claim has been made in France that by saturating part of 
 the exhaust and by heating the gasoline, also by the exhaust, 
 a concentrated vapor was produced, which, used with the 
 air, produced a power value of T f -5- of a gallon of gasoline per 
 horse-power per hour. We await its confirmation. There is 
 
MATERIAL OF POWER IN EXPLOSIVE ENGINES. 53 
 
 no doubt that greater economics are in progress in the opera- 
 tion of gasoline and oil engines; but the use of part ot the 
 products of combustion from the exhaust tends to lessen its 
 value, if it has a value above its use as a part of the contents 
 of the clearance space now in use in engines of the compres- 
 sion class. 
 
 The evaporation of gasoline of .74 specific gravity at a tem- 
 perature of 60 F. varies somewhat from the form of its ele- 
 mentary constituents ; so that an average of 1,173 grains per 
 square foot of saturated surface per hour in the open air may 
 be assumed as the basis for carburetting surface. 
 
 When evaporated in a closed vessel, as a carburetter, the 
 vapor may start at about 1,000 grains per square foot of sur- 
 face per hour ; but if the area of evaporating surface is so ex- 
 tended that little or no tension or pressure is produced by its 
 evaporation, due to the draught upon it by the motor, and the 
 temperature of the gasoline is kept near to 60 F. , the evapo- 
 ration may be relied on at about 800 grains per square foot per 
 hour. 
 
 This gives a basis for computing the area of carburetted 
 surface at any assumed consumption of gasoline per horse- 
 power per hour. For example, gasoline weighing 6 Ibs. per 
 gallon, with an assumed requirement of -f^ of a gallon per 
 horse-power per hour, and an evaporation of 800 grains per 
 
 hour per square foot, will require To - = 5^ square feet 
 
 800 
 
 of evaporating surface in the carburetter per horse-power. 
 
CHAPTER VIII. 
 CYLINDER CAPACITY OF GAS AND GASOLINE ENGINES. 
 
 THE cylinder volume of gas and gasoline engines seems to 
 be as variable with the different builders as it is with steam 
 engines in its relation to the indicated power. 
 
 The proportion of diameter to stroke varies from equal 
 measures up to 38 per cent, greater stroke than the measure of 
 the cylinder diameter. The extreme volumes of cylinder ca- 
 pacity (measured by the stroke) varies from 28 to 56 cubic 
 inches for a i H. p. engine and from 48 to 98 cubic inches for a 2 
 H.P. engine; for a 3 H.P. engine from 77 to 142 cubic inches, 
 while for a 6 H. p. engine it ranges from 182 to 385 cubic inches. 
 This disparity in sizes for equal indicated power may be caused 
 by the different kinds of gas and its air mixtures under which 
 the trials for indicated power may have been made, or it may 
 be partly due to relative clearance and facility for exploding 
 the charge at some fixed time. 
 
 It may be readily seen from inspection of the heat value of 
 different kinds of gas varying as they do from about 950 heat 
 units per cubic foot for the highest illuminating gas to from 
 185 to 66 heat units in the different qualities of producer gas 
 that large variations in effective power will result from a given 
 sized cylinder. It will also be plainly seen that with the ex- 
 treme dilution of producer gas with the neutral elements that 
 produce no heat effect, that no combination with air that also 
 contains 80 per cent, of non-combustible element can produce 
 even a modicum of power in the same sized cylinder as is used 
 for a high-power gas. 
 
 In view of this it seems necessary to build explosive engines 
 with cylinder capacities due to'the heat unit power of the com- 
 
CYLINDER CAPACITY. 
 
 55 
 
 bustible intended to be used, as well as to the method of its 
 application. 
 
 In the following tables are given the indicated and actual 
 power, revolutions, and size of c}~linder and stroke of various 
 styles of gas engines for comparison : 
 
 THE SINTZ. 
 
 THE ATKINSON CYCLE. 
 
 Horse- 
 power. 
 
 Revolu- 
 tions per 
 minute. 
 
 Diameter 
 of 
 cylinder. 
 Inch. 
 
 Stroke. 
 Inch. 
 
 Horse- 
 power. 
 
 Revolu- 
 tions per 
 minute. 
 
 Diameter 
 of 
 cylinder. 
 Inch. 
 
 Stroke. 
 Inch. 
 
 I ... 
 
 425 
 400 
 
 375 
 350 
 300 
 270 
 250 
 225 
 
 3i 
 4 
 4t 
 5 
 51 
 6| 
 8 
 
 9 
 
 31 
 4 
 5 
 6 
 6 
 
 8 
 9 
 
 2 
 
 1 80 
 1 80 
 1 60 
 ISO 
 150 
 140 
 130 
 120 
 
 41 
 
 5t 
 <& 
 7i 
 8i 
 
 9i 
 10 
 
 12 
 
 4t 
 
 51 
 8i 
 8f 
 9 
 IT T 3 6 
 "H 
 
 i4 
 
 2 
 
 3 
 
 
 5 
 
 7 
 
 6 
 
 
 8 
 
 12 
 
 16 
 
 10 
 
 ie 
 
 20 
 
 
 
 THE NASH. 
 
 PACIFIC. 
 
 Actual 
 horse- 
 power. 
 
 Resolu- 
 tions per 
 minute. 
 
 Diameter 
 of 
 cylinder. 
 Inch. 
 
 Stroke. 
 Inch. 
 
 Actual 
 horse- 
 power. 
 
 Revolu- 
 tions per 
 minute. 
 
 Diameter 
 of 
 cylinder. 
 Inch. 
 
 Stroke. 
 Inch. 
 
 i 
 
 <5 CQ 
 
 
 
 
 14 
 
 2CQ 
 
 AS. 
 
 6 
 
 i . 
 
 i CQ 
 
 u 
 
 
 4! 
 
 22^ 
 
 64- 
 
 
 I ... 
 
 02C 
 
 
 4^ 
 
 6 
 
 2OO 
 
 7 
 
 IO 
 
 2 . 
 
 2QO 
 
 c 
 
 e 
 
 
 
 
 
 3. . 
 
 3 CO 
 
 
 
 
 
 
 
 4 
 
 "3OO 
 
 
 
 
 
 
 
 5 
 
 28O 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 LAWSON ENGINE. 
 
 STAR. 
 
 Actual 
 horse- 
 power. 
 
 Revolu- 
 tions per 
 minute. 
 
 Diameter 
 of 
 cvlinder. 
 "Inch. 
 
 Stroke. 
 Inch. 
 
 Actual 
 horse- 
 power. 
 
 Revolu- 
 tions per 
 minute. 
 
 Diameter 
 of 
 cylinder. 
 Inch. 
 
 Stroke. 
 Inch. 
 
 I 
 
 1 80 
 
 4i 
 
 8 
 
 2 
 
 250 
 
 4l 
 
 6 
 
 2 . 
 
 1 60 
 
 e 
 
 IO 
 
 o 
 
 24O 
 
 e. 
 
 6 
 
 4 .... 
 
 1 60 
 
 64- 
 
 12 
 
 4 .... 
 
 22O 
 
 <i 
 
 IO 
 
 6 
 
 1 60 
 
 7^ 
 
 14 
 
 6 
 
 2 2O 
 
 6* 
 
 12 
 
 
 
 
 
 8 
 
 1 80 
 
 7 
 
 M 
 
 
 
 
 
 IO 
 
 i So 
 
 8 
 
 14 
 
GAS, GASOLINE, AND OIL ENGINES. 
 
 RATING OF SOME ENGLISH ENGINES. 
 
 Indicated 
 horse-power. 
 
 Revolutions. 
 
 Diameter. 
 Inch. 
 
 Stroke. 
 Inch. 
 
 Name. 
 
 
 164 
 
 6 
 
 16 
 
 Crossley. 
 
 
 164 
 
 8 
 
 16 
 
 * 
 
 14. 
 
 2OO 
 
 7 
 
 15 
 
 < 
 
 16 
 
 1 60 
 
 i 
 
 2O 
 
 Burt's Otto. 
 
 18 
 
 1 80 
 
 9i 
 
 16 
 
 
 IQ 
 
 1 60 
 
 9i 
 
 18 
 
 Crossley. 
 
 2O 
 
 184 
 
 of 
 
 17 
 
 Stockport. 
 
 2O .... 
 
 164 
 
 12 
 
 18 
 
 Wells. 
 
 24 
 
 1 80 
 
 IO 
 
 18 
 
 Barker's Otto. 
 
 OQ 
 
 I 70 
 
 12 
 
 20 
 
 i< 
 
 7-1 
 
 2IO 
 
 17 
 
 2ii 
 
 Crossley. 
 
 4O 
 
 1 60 
 
 18 
 
 24 
 
 * 
 
 Tangye. 
 
 
 
 
 
 
 The apparent discrepancies in the above tables of cylinder 
 capacities, as to their size when compared with their indicated 
 power, are not really so great as may be noticed at first inspec- 
 tion ; for the mean pressure varies very much with the various 
 fuels, as well also from the relative variation of the propor- 
 tion between the volume of the combustion chamber and the 
 volume swept by the piston. The difference in speed between 
 the various engines noted also complicates the direct compari- 
 son for cylinder capacities. 
 
 The whole subject of size and weight of explosive engines 
 for stated powers appears to be still in the experimental stage, 
 which by continued experiment and experience may be brought 
 into an approximate uniformity in practice. 
 
 MUFFLERS ON GAS ENGINES. 
 
 The method of muffling the sound of the exhaust, as well 
 also the sound or clack of the valves, was a puzzling problem 
 to the early builders of gas engines. The matter has finally 
 sifted down to a plain cast-iron box of from i to 3 cubic feet 
 capacity, set near the engine, and into which the exhaust pipe 
 is connected, and continued by a separate connection to the 
 outside of a building. 
 
CYLINDER CAPACITY. 57 
 
 Connection of the exhaust with a chimney should not be 
 made under any circumstances, as there are unknown elements 
 of explosion liable to be accumulated in the line of the exhaust 
 that might do damage to a chimney ; and for the same reason 
 the muffler-box should be made strong enough for a pressure 
 equal to the explosive power of the gas and air mixture, or say 
 175 Ibs. per square inch. This insures safety from any explo- 
 sion that may accidentally occur in the exhaust by missed ex- 
 plosions in the cylinder, or otherwise. 
 
 The muffler pot is also a water-catch, in which part of the 
 water vapor formed by the union of the hydrogen and oxygen 
 is condensed. It should have a draw-off cock a few inches 
 above the bottom, so that the muffler may always have a little 
 water in the bottom, the water having been found to have a 
 deadening effect on the exhaust. 
 
 A second muffler pot has been found to still further deaden 
 the exhaust, and is preferable to throttling the exhaust by 
 mufflers w r ith perforated diaphragms. 
 
 In all cases an enlargement of the exhaust pipe from the 
 muffler to the roof by one or two sizes larger than the engine 
 exhaust, will modify the intensity of the exhaust at the roof, 
 and often abate a nuisance. 
 
CHAPTER IX. 
 GOVERNORS. 
 
 THE regulation of the speed of explosive engines has an 
 important bearing upon their usefulness and freedom from 
 
 FIG. 21. THE ROBEY GOVERNOR. 
 
 constant personal attention. By experience from trials during 
 the few years of the growth of the new motor, much progress 
 
GOVERNORS. 
 
 59 
 
 has been made in perfecting the details of this important ad- 
 junct of safety and uniformity in speed regulation through the 
 action of a governor. There are four principal methods in use 
 
 PIG. 21 A. THE ROBEY GOVERNOR. 
 
 for controlling the speed, viz. : (i) By graduating the supply 
 of the hydrocarbon element; (2) by completely cutting off the 
 supply during one or more revolutions of the crank; (3) by 
 holding the exhaust valve open or closed during one or more 
 strokes ; (4) in electric ignition by arresting the operation of 
 the sparking device. 
 
 To vary the quantity of the hydrocarbon by the action of 
 
6o 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 the governor is claimed to be the most economical as well as 
 the most satisfactory method in use, if the variation in the 
 work of the engine does not carry the charge beyond the limit 
 of combustion; otherwise the second method seems to give 
 the best results. 
 
 In Figs. 21 and 21 A are two elevations of the centrifugal ball 
 
 FIG. 22. THE PICK-BLADE GOVERNOR. 
 
 governor, as used on the Robey and other engines in Europe 
 and adopted with many variations on a number of American en- 
 gines. In this type the bell-crank arm of the governor, by its 
 centrifugal action, raises or depresses a yoke and sleeve which 
 operates a bell-crank lever with a forked end astride a rotating 
 disc which "rides on the cam of the secondary shaft. The disc 
 has a lateral motion on the end of the valve lever, so that the 
 
GOVERNORS. 
 
 6l 
 
 action of the governor rides the disc on to or off the cam, and 
 thus makes a hit-or-miss stroke of the valve. 
 
 The centrifugal governor (Fig. 2 2) is another application of 
 the hit-and-miss principle, by the use of a pick-blade operated 
 
 FIG. 23. INERTIA GOVERNOR, PLAN. 
 
 from the governor by a balanced bell crank and connecting rod. 
 The cut fully explains the detail of its construction and opera- 
 tion, by which an abnormal speed of the governor pulls the 
 
 FIG. 24. INERTIA GOVERNOR, ELEVATION. 
 
 pick blade away from the gas-valve spindle. In some forms 
 graduated notches are made on the pick-blade or spindle-blade, 
 so that in action the governor gives a varying charge within 
 
62 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 certain limits and a mischarge when the speed is beyond the 
 limitation. 
 
 The inertia governor used on the Crossley engine in Eng- 
 
 FlG. 25. THE VIBRATING GOVERNOR, ELEVATION. 
 
 land, and with many modifications in use on American engines, 
 is illustrated with plan and elevation in Figs. 23 and 24, in 
 which A is the cam shaft, B cam, C roller, D lever, H lever 
 
 FIG. 26. THE VIBRATING GOVERNOR, PLAN. 
 
 pin, L spring to hold the roller C to the cam, J the governor 
 weight, K the adjusting spring, G the pick-blade, and F the 
 valve stem. 
 
 In the action of this governor the initial line of motion of 
 
GOVERNORS. 63 
 
 the ball J, in regard to its centre of motion H, is shown by the 
 dotted curved line. By the sudden movement of its pivoted 
 centre L, the ball is retarded in its motion by the regulating 
 spring K, which tends to throw the pick-blade G off the shoul- 
 der of the valve F. 
 
 It will be readily seen that the inertia of the vibrating ball 
 
 FlG. 27. END VIEW, ELEVATION. 
 
 will vary as the speed of vibration, so that by carefully adjust- 
 ing by the spring K, the action of the ball will vary the disen- 
 gagement of the pick-blade to correspond with the over-speed 
 of the engine, and make an entire miss at the limit of its varia- 
 tion. The air valve may also be operated by the spud E. 
 
 Another form of governor, involving the same principles of 
 
 FlG. 28. THE PENDULUM GOVERNOR. 
 
 inertia as the last one, is used on the Stockport engine in Eng- 
 land, and is illustrated in Figs. 25, 26, and 27. It consists of 
 a weight A, balanced on the vibrating arm B. A groove 
 around the weight operates a bell crank, to which the pick- 
 
64 GAS, GASOLINE, AND OIL ENGINES. 
 
 blade is attached. The balance spring is adjustable for regu- 
 lating the position of the pick-blade and its contact with the 
 valve spindle. By the variation in overcoming the inertia of 
 the weight by the spring with different vibrating speeds in the 
 lever, the disengagement of the pick-blade with the spindle- 
 blade is varied or a mis-stroke made. 
 
 The pendulum governor (Fig. 28) is also an inertia gover- 
 nor in the principle on which it operates. It is attached to the 
 exhaust-valve push-rod, and vibrates horizontally with the rod. 
 The weight or ball has an extension or neck, with a pivoted 
 eye, a yoke, and a vertical lug. The eye is pivoted in the box, 
 and the yoke embraces the push-blade stem, which is also piv- 
 oted horizontally with the eye in the box or frame. The lug 
 bears on an adjusting spring, which is set up by a screw so as 
 to limit the swing of the ball to the normal speed of the engine, 
 so that when the speed rises above the normal the inertia of 
 the ball holds it back in its vibration and lifts the push-blade 
 out of contact with the valve-stem. 
 
 In some engines the position of the ball is reversed, and it 
 stands above the valve push-rod on a ringer and is made adjusta- 
 ble in its length of oscillation by its distance from the fulcrum. 
 
 Several modifications of the governors here described are in 
 use, devised on the principles of inertia as illustrated in Figs. 
 24, 25, and 28. 
 
CHAPTER X. 
 IGNITERS AND EXPLODERS. 
 
 THE devices for firing the charge in gas, gasoline, and oil 
 engines may be divided into four types, with as many varia- 
 
 FlG. 29. THE BUNSEN 
 BURNER. 
 
 FIG. 30. THE OTTO IGNITION SLIDE-VALVE. 
 
 tions in the form of each type as may suit the requirements of 
 construction or the fancy of designers. 
 
 The simplest arrangement is probably the direct-flame con- 
 tact of a gas-burner in contact with the walls of the cylinder, 
 with a hole through the cylinder wall that is uncovered at the 
 proper moment for ignition by the movement of the piston, as 
 in the earlier two-cycle non-compression engines the in- 
 5 
 
66 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 FIG. 31. OPERATION OF THE OTTO IGNITION SLIDE-VALVE. 
 
IGNITERS AND EXPLODERS. 6/ 
 
 draught of the flame and explosion taking- place at the point in 
 the stroke at which the charge of gas and air mixture is com- 
 pleted. This igniter may be in the form of a partially aerated 
 gas or vapor mixture, flowing through a tube constructed like 
 a Bunsen burner, as shown in Fig. 29, the burner being set 
 with its mouth just below the igniting port in the cylinder, with 
 an outside guard tube to keep the^fiame steady; or a large 
 flame may be used in contact with the port, as shown in the 
 illustration of the economic gas engine, further on. 
 
 This form of igniter is also used, on compression engines of 
 the four-cycle type, with slide-valves enclosing ignition cham- 
 bers, notably on European and American engines of the Otto 
 slide-valve type. 
 
 Fig. 30 shows a section of a cylinder head with position of 
 flame, guard chimney, and slide-valve at the moment of ig- 
 nition. 
 
 Fig. 3 1 is a sectional view of the ports in the slide-valve and 
 cylinder head of an Otto slide-valve engine, showing the posi- 
 tion of the ports at different points in the stroke. No. i, cyl- 
 inder charging with air and gas, in which a is the air port, g 
 the gas port, b the back port in the slide s, and b' the ignition 
 port. No. 2, position of the slide during the return or com- 
 pression stroke. No. 3, movement of the ignition port from 
 the flame to the cylinder port. No. 4, reversal of the slide 
 movement during the pressure stroke. 
 
 Fig. 32 illustrates the piston igniter as used on some of the 
 Nash engines, where ^ is the gas jet, d opening through the 
 valve shell, g the passage into the ignition chamber. 
 
 This igniter is based upon a new principle. The igniting 
 jet of combustible mixture is caused to rotate in the circular 
 chamber r in the piston, into which it enters through a passage 
 tangentially placed. This forms a vortex of flame, which is 
 positive in its action and simple. The piston valve is made of 
 steel, and is hardened and ground to size. It moves in a 
 reamed hole in the case, being so loosely fitted as to drop of its 
 
68 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 own weight, and yet making a gas-tight joint. Since the valve 
 is perfectly balanced as to gas pressure, it moves without fric- 
 
 FlG. 33. -THE TUBE IGNITER. 
 
IGNITERS AND EXPLODERS. 
 
 6 9 
 
 tion, and therefore requires a very small quantity of oil just 
 sufficient to prevent it becoming- dry. The valve is made long, 
 and the lower part has a bearing in that part of the case kept 
 cool by a water-jacket. As oil is cnly applied to the lower end, 
 
 FlG. 34. SLIDE IGNITER. 
 
 very little can work up to the hot end where the igniter is 
 heated ; hence the formation of gummy oil is prevented, and 
 the valve seldom needs cleaning. In actual use it has been 
 found that the case and upper end of the valve never come into 
 metallic contact, as, on account of the looseness of fit at that 
 point, a scale of hard carbon is formed over the surface of each, 
 which protects them from abrasion. The valve is positively 
 operated by an eccentric on the shaft. 
 
7O GAS, GASOLINE, AND OIL ENGINES. 
 
 The tube igniter, as shown in Fig. 33, has taken a wide 
 range of usefulness and is well adapted to compression engines. 
 As originally made, there is a deviation in the time of ignition 
 from the uncertain condition of the explosive mixture and va- 
 
 FlG. 35. TUBE IGNITER. 
 
 riable heat of the tube. The adjustment of the length of the 
 tube and position of the heating flame, so that ignition will 
 take place at the maximum compression or end of the com- 
 pression stroke, is a somewhat delicate matter, but has been 
 found by experiment for the different designs of gas engines. 
 
 The degree of compression to just carry the fresh gas and 
 air mixture to meet the firing temperature of the tube by push- 
 ing the products of the previous combustion before it, together 
 
IGNITERS AND EXPLODERS. 71 
 
 with the adjustment of the Bunsen jet to a proper position in 
 regard to the length of the tube, is a puzzling problem that 
 has to be worked out experimentally for each style of engine. 
 In Fig. 34 is shown the form of slide igniters as used on 
 
 FIG. 36. FRONT VIEW. 
 
 European engines using both tube and slide. This form acts 
 as a time igniter, which regulates the time of ignition by 
 the movement of the slide-valve or inlet piston, which opens 
 communication with the hot tube through the inner tube by 
 compression the small vent tube and cock allowing of a free 
 blowout of the igniting tube when accumulation of soot takes 
 place. 
 
72 GAS, GASOLINE, AND OIL ENGINES. 
 
 In this plan the ignition tube is short, and may be made of 
 platinum or porcelain. 
 
 The hot-tube igniter (Figs. 35 and 36) shows two views of 
 an ignition tube used on the Robey engines, which is adjust- 
 able for the position of the igniting surface of the tube as well 
 as for the position of the Bunsen burner, A being the combus- 
 tion chamber, B the igniter passage, C the Bunsen burner piv- 
 oted to the chimney frame at D, which allows the burner to be 
 tilted slightly to regulate the distribution of the flame around 
 the tube. 
 
 The set-screw in the chimney socket allows of a ready ad- 
 justment of the position of the chimney and burner for the 
 time of ignition. 
 
 ELECTRIC IGNITION. 
 
 Electric ignition involves three principles of action, viz. : 
 the secondary-current spark derived from a battery and induc- 
 tion coil, with the spark transmitted between two platinum 
 electrodes by a contact-breaker, operated by the valve shaft on 
 the outside of the cylinder. The battery may be primary or 
 storage, with the circuit-breaker connected between the bat- 
 tery and induction coil, as in Fig. 37, which represents the elec- 
 tric igniter used on the Priestman engine. The only difficulty 
 with the perfect action of this form of igniter is the necessity 
 of cleaning the insulation surface of the plug carrying the elec- 
 trodes. The insulators are two porcelain tubes, set in a brass 
 or iron screw-plug and projecting on the end toward the piston, 
 in order to carry the spark nearest to the fresh inlet mixture of 
 air and vapor, as well also to increase the insulating surface 
 and allow of easy cleaning by unscrewing the plug and wiping 
 the porcelain surfaces, which become occasionally fouled with 
 a carbon deposit which short-circuits the current and prevents 
 a spark. 
 
 In some electric igniters using stationary electrodes, the in- 
 
UNIVEFL 
 
 IGNITERS AND EXPLODERS. 
 
 duction or Ruhmkorf? coil is used, which produces a more vol- 
 uminous spark and which is claimed to be more reliable in its 
 
 FIG. 38. RECIPROCATING ROD SPARK-BREAK. 
 
 action and less liable to short-circuit by slight fouling of the 
 insulator. 
 
74 GAS, GASOLINE, AND OIL ENGINES. 
 
 Several forms of internal circuit-breakers have been de- 
 vised, in which Fig-. 38 represents a reciprocating rod which 
 may be operated by a connecting rod with a cam. The insula- 
 tion is made within a sliding tube, which allows of considerable 
 motion in order to allow the contact piece to slip off suddenly 
 from the stud which is fixed in the cylinder head. 
 
 In Fig. 39 is represented a similar device, in which the in- 
 sulated rod rotates by an outside gear driven from the valve 
 
 FIG. 39. ROTATING SFARK-BRAKE. 
 
 shaft. The rotating spindle carries the insulated rod and 
 break-piece eccentrically, so that its contact and break can be 
 accurately regulated by rotating the position of the teeth of 
 the gears. 
 
 The sparking coil used with this form of igniter is shown 
 in Fig. 40. It consists of a bundle of iron wire, insulated and 
 wrapped with insulated copper wire. It is a simpler device 
 than the double or Ruhmkorff coil, but will not project a strong 
 spark or at a great distance between the electrodes, as may be 
 obtained from a Ruhmkorff coil the breaking device being 
 necessary in either case. 
 
 In Fig. 41 is represented the Pennington double igniter, in 
 which the breaker is a loop piece attached to the end of the 
 piston. The contact finger swings on a joint with a spring 
 that keeps it in a straight line with the insulated rod. As the 
 
IGNITERS AND EXPLODERS. 75 
 
 piston nears the end of its stroke, the loop pushes the finger 
 over and breaks the contact at the end of the stroke ; and as the 
 piston recedes, the finger, having- sprung back in line with the 
 insulated rod, is caught by the loop, and a second break spark 
 
 FIG. 40. SPARKING COIL. FlG. 4!. THE DOUBLE SPARK DEVICE. 
 
 takes place. The time of sparking can be varied by the length 
 of the finger and by adjusting the position of the insulated 
 plunger. 
 
 Ignition by direct current from a small dynamo with a cur- 
 rent-breaker operated by the cam shaft is in favor with many 
 gas-engine builders. 
 
?0 GAS, GASOLINE, AND OIL ENGINES. 
 
 A current-breaker used on the Priestman engine is shown 
 in Fig. 42, where an arm kept in position by a spring or 
 weighted lever is made to touch a spud revolving on the sec- 
 
 PlG. 42. THE CURRENT-BREAKER. 
 
 ondary shaft. A movable sleeve on the shaft is set back or for- 
 ward for time adjustment of the contact break. 
 
 FIG. 43. ROCKING SHAFT SPARKER. 
 
 Fig. 43 represents the sparking device used by the Union 
 Gas Engine Company of San Francisco, and consists of a rock- 
 ing shaft carrying a flattened pin, K, on the end inside of the 
 
IGNITERS AND EXPLODERS. 
 
 77 
 
 firing chamber, which by its rocking motion is brought in con- 
 tact with an insulated spring, S. The spring-contact piece, 
 bearing against and rubbing the rocking pin, secures perfect 
 freedom of current circuit while in contact. 
 
 FIG. 44. THE OPERATING DEVICE. 
 
 The operating device is shown in Fig. 44, where the push 
 rod R, connecting with an arm moved by a cam on the second- 
 
 FlG. 45. THE PERMANENT FIELD GENERATOR. 
 
 ary shaft, is adjusted to make the break contact at the required 
 moment ; while the contact spring at M relieves the battery 
 circuit during the time of three cycles. 
 
 Ignition from the current of a small dynamo attached to the 
 engine and driven at the proper speed from the engine shaft is 
 
78 GAS, GASOLINE, AND OIL ENGINES. 
 
 in successful use and does away with the care of a battery. 
 This requires no induction coil, the spark being made directly 
 through the break device and electrodes. 
 
 Fig. 45 represents a generator used on the Sumner gas and 
 gasoline engines. The spark is produced by a plunger contact 
 with the commutator operated from a cam on the secondary 
 shaft. 
 
 IGNITING TIMING VALVES. 
 
 The value of an exact time of ignition for producing uni- 
 formity of speed in explosive engines is attested by the ex- 
 
 FlG. 46. TIMING VALVE. 
 
 haustive experiments of years with the many devices made for 
 the ordinary tube igniters, and the final recourse to electric 
 
IGNITERS AND EXPLODERS. 
 
 79 
 
 ignition. A satisfactory result has been obtained in several 
 designs for operating a valve at the mouth of the ignition tube 
 that admits the compressed charge to the ignition tube at an 
 exact point in the piston stroke. 
 
 In Fig. 46 is illustrated a timing valve used on the Robey 
 
 FIG. 47. TIMING VALVE AND STARTER. 
 
 engine, in which A is the combustion chamber ; B the passage 
 leading to the hot tube, a double-seated valve and spindle held 
 to its front seat by the spring D ; E a lever operated from the 
 cam shaft; F adjusting spool with set nuts. In action the 
 valve is opened at or about the end of the compression stroke 
 and kept open during the exhaust stroke, thus clearing the ig- 
 nition tube uniformly and insuring exact time of ignition. 
 
 In Fig. 47 is illustrated a combined timing- valve igniter 
 and starter, as used on the Stockport engines. In this ar- 
 rangement a double tube is used, with an annular space be- 
 tween the inner tube and the hot tube, through which the 
 products of combustion may be blown out, followed by the 
 
80 GAS, GASOLINE, AND OIL ENGINES. 
 
 explosive mixture, into the hot tube, by compressing" the timing 
 valve and the starting 1 valve at the same moment. Referring 
 to the cut, F is the timing valve, operated by the lever D ; A 
 the starting- valve, with its waste outlet at V ; H is a mantle to 
 draw the flame closer to the igniting tube. 
 
 There are many variations in form and attachments for 
 timing valves in use in Europe and the United States. They 
 are fast coming into favor for hot-tube igniters for the larger 
 gas and gasoline engines. 
 
CHAPTER XI. 
 CYLINDER LUBRICATION. 
 
 THE lubrication of cylinders of explosive motors is a matter 
 of great importance, as the intensely hot gases in immediate 
 contact with the lubricating oil, although the oil is in contact 
 with a comparatively cool metallic surface, has an evaporative 
 
 FIG. 48. THE MECHANICAL LUBRICATOR. 
 
 effect, tending to thicken the oil into a gummy lining on the 
 surface of the cylinder. To avoid this and keep a perfect lu- 
 brication, an oil that is adapted to this severe heat trial should 
 be used and fed to the cylinder walls and piston in constant 
 flow, and not too much or too little, but just enough so that 
 the oil cannot be pushed into the combustion chamber in ex- 
 cess, so as to be blown through the exhaust valve to clog the 
 passages with oily soot. 
 
 The sight feed and capillary drop-oil feeders have been per- 
 fected to such an extent in the United States that they are al- 
 
82 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 most in universal use. Yet on some engines with revolving- 
 valve-cam shafts, the facility for obtaining easily the motion 
 
 FIG. 49. THE ROBEY OIL FEEDER, SECTION. 
 
 for a mechanical lubricator has kept this form in use on many 
 engines. 
 
 In Fig. 48 is illustrated a mechanical lubricator used on the 
 
 FIG. 50. THE ROBEY OIL FEEDER, PLAN. 
 
 Crossley engines in England, and with some variations on 
 other European and American engines. A small belt from the 
 valve-cam shaft to the pulley A gives the required motion to 
 
CYLINDER LUBRICATION. 83 
 
 the spindle and crank C C, to which is loosely attached a wire 
 D, that dips into the oil and carries a minute portion to the 
 wiper E, from which the oil drops into the passage to the cyl- 
 inder. 
 
 In Figs. 49 and 50 is shown a section and plan of a lubrica- 
 tor used on the Robey engines, which is an improvement over 
 the previous one, in that it has a small receptacle above the 
 level of the main oil cistern, which is fed by a revolving shaft 
 and crank arm with drop wire reaching to the bottom of the 
 cistern and wiping the oil on a fixed wiper over the receptacle, 
 from which a second crank arm and drop wire lifts the oil to 
 the wiper that feeds the passage to the cylinder. By this ar- 
 rangement the oil for the cylinder is drawn from a fixed level, 
 and the feed is therefore perfectly uniform at any level of the 
 oil in the cistern. 
 
CHAPTER XII. 
 ON THE MANAGEMENT OF EXPLOSIVE MOTORS. 
 
 THE drift of constructive practice in the United States 
 seems generally to be in the line of simplicity and least num- 
 ber of parts, in order to conform to the needs of the people 
 that have the care of such motive power. The explosive motor 
 now appeals to no experience as an engineer for its care and 
 running ; yet it does seem to require some common sense as to 
 cleanliness and the propriety of things that may assume a 
 menacing or dangerous habit by neglect of some of the few 
 points of attention required in persons having the charge of 
 this rising prime mover. The ability to discover leakage of 
 gas or oil vapors or the ' products of combustion in the pipe 
 connections, through valves, or by a defective or worn piston ; 
 the thumping in journal boxes, looseness of pins and piston 
 thump is easily acquired when a person assumes the care of an 
 engine. The 'regulation of the explosive mixtures are fully 
 explained in the instruction pamphlets and display sheets of 
 the builders, and from the completeness of instructions fur- 
 nished there seems nothing to fear in the first start of an ex- 
 plosive motor by any person of ordinary intelligence. 
 
 Cleanliness being of the first order, due attention should be 
 given to the cleaning of the cylinder, valves, and exhaust pipe 
 at stated intervals ; in some motors at least once a month, in 
 other motors several months may elapse without internal clean- 
 ing being necessary, apparently without detriment. But we 
 apprehend that the quality of the fuel has much to do with the 
 fouling of the combustion chamber and exhaust pipe, and 
 therefore the quality of the fuel should be suggestive of the 
 times indicated for internal cleaning. The outside surfaces 
 
MANAGEMENT OF EXPLOSIVE MOTORS. 8$ 
 
 should be wiped off before starting or at the close of work 
 every day, especially where the location is in a room with 
 working-people, as the odor of the lubricating oil is not agree- 
 able when the oil is spread in excess over an engine. 
 
 In workshops or rooms where dust prevails it is most desir- 
 able to enclose the motor in a small room by itself, well venti- 
 lated from without, for motor cylinders are mostly open and 
 gather dust on their oily surfaces, and dust in the ingoing air 
 of combustion leaves grit and ashes in the cylinder. The oil 
 for lubricating the cylinder should be of the best " cylinder oil" 
 of the trade, and is sold by many dealers as " gas-engine cyl- 
 inder oil." It is not so expensive as to preclude its use for all 
 the moving parts of an explosive motor, although a poorer 
 quality is in general use. 
 
 Automatic oil feeders are almost universally furnished with 
 these engines, so that there should be very little waste of oil. 
 In cleaning the internal parts from carbon and oil crust, no 
 sharp scrapers should be used on any rubbing parts or the bear- 
 ings of valves. If unable to remove the crust with a cloth and 
 kerosene oil, a hardwood stick and oil will generally remove the 
 incrustation down to the metal, while the valves, if not cut, 
 only need rubbing on their seats with finely pulverized pumice 
 or other polishing powder. Emery is not recommended, as 
 valves often get too much grinding to their detriment by the 
 use of this material. 
 
 In starting a motor it should always be turned over in its 
 running direction, and when compression makes this difficult 
 the relief valve (most motors have one) or the exhaust or air 
 valve may be opened to clear the cylinder, if an overcharge of 
 gas or a failure has been made at the first turn. 
 
 In most cases turning the fly-wheel two or three revolutions 
 will clear and charge the cylinder under the usual conditions 
 for starting. With most of the large motors a starting device 
 is provided, which is described in Fig. 47, and in the special 
 exhibit of the American explosive motors further on. 
 
86 GAS, GASOLINE, AND OIL ENGINES. 
 
 Some of the troubles to be met are severe explosions after 
 several misfires, by which the cylinder may become overcharged 
 with the combustible mixture. This is often caused by irreg- 
 ular work on the engine, and the consequent scavengering of 
 the cylinder of the products of previous explosions, replacing 
 with pure mixtures at the next charge. Again, by a misfire 
 from failure in the igniter an explosive charge is intensified at 
 the next ignition or exploded in the exhaust pipe. Other in- 
 terruptions sometimes occur, such as the sticking of the exhaust 
 valve open by gumming of the spindle or a weak spring. From 
 this may also arise some of the back-firings in the muffler and 
 exhaust pipe. All of these explosions taking place at irregular 
 times may be attributed, first, to irregular work ; second, to ir- 
 regularity in the operation of the valve gear or igniter, and al- 
 though not pleasant to the ear may not be considered danger- 
 ous, because the motors and all their parts subject to explosion 
 are made equal in working strength to the greatest pressure 
 made by such explosions. 
 
 With the compression usual in American motors, 40 to 50 
 Ibs., the greatest force from misfire or back-fire explosives 
 can scarcely reach 300 Ibs. per square inch in the cylinders 
 and 150 Ibs. in the mufflers, unless, by a possible contrac- 
 tion of the exhaust pipe by carbon deposit, a muffler pot may 
 have possibilities of rupture. In no case should an exhaust 
 pipe be turned into a chimney. With gas engines the full power 
 is sometimes not realized from insufficient gas supply. The 
 gas bag is a good indicator of this condition, caused by a too 
 small gas pipe or a small meter, by which a flabby appearance 
 of the gas bag shows that the motor is drawing more than the 
 pipe or meter can supply with a proper working pressure. 
 
 The muffler pots have been known to accumulate water in 
 cold weather by condensation of the water vapor formed by the 
 union of the hydrogen and oxygen of the gas and air, to such an 
 extent as sometimes to cause fear in an attendant of a cracked 
 cylinder and leakage of water in from the circulation. 
 
MANAGEMENT OF EXPLOSIVE MOTORS. 87 
 
 The water should be drawn off occasionally from the muffler 
 pot by a cock. Gas motors running with electric igniters some- 
 times do not start at first trial from the accumulation of air in 
 the gas-pipe. Testing by a gas-burner or a second trial will 
 show where the difficulty lies and its remedy. And finally, 
 much caution should be observed in examining the interior of 
 valve chambers and the electric exploders by taking off caps or 
 plugs and using a light near them until assured that fuel inlets 
 are closed and the motor has been turned over several times to 
 clear it of all explosive mixture. The consequences of explosion 
 from peepholes are obvious. Even when a motor has been idle 
 for a time it should be opened with the above caution. 
 
 The adjustment of governors only require care and a careful 
 study of the directions for operating the engines, as there are 
 too many variations in the designs and methods of adjustment 
 for definite instructions under this head. Much care is required 
 in renewing the ignition tubes, especially after the spare tubes 
 furnished with the engine have been all used. The same size 
 gas-pipe and of the same length as the tubes furnished with 
 the engine should be made and the end welded up or capped, 
 so that they may contain the same volume as the original tubes. 
 This caution will insure the uniform adjustment of the time of 
 ignition by change of tubes; otherwise tinkering with the 
 position of the Bunsen burner will not enable an attendant not 
 experienced in regulating the time of ignition to regulate it 
 with any degree of certainty. The regulation when once lost 
 can be properly tested only by an indicator card. 
 
 With a timing valve and the amount of lead for the return 
 fire from the tube being known, the adjustment of the timing- 
 valve throw can be made from the position of the dead centre 
 of the crank at the end of the forward stroke. The timing 
 lead is the time that is required for the mixture to pass the valve 
 and become compressed. in the igniting tube and the flame to 
 return to the combustion chamber, as measured on the circum- 
 ference of the timing- valve cam. 
 
88 GAS, GASOLINE, AND OIL ENGINES. 
 
 Other than iron tubes are used, such as nickel, aluminum 
 bronze, and porcelain, with satisfactory results. The porcelain 
 tubes are made short and require a special fitting to adapt 
 them to a chimney, or the chimney should be of special design 
 (as shown in Fig. 34) , for a cross impact of the flame of the 
 Bunsen burner. 
 
 There are many points in the management of explosive 
 motors that cannot be discussed in a general treatise, arising 
 from the varied details of design, in which special reference to 
 the methods of operating the valve gears of igniters and gov- 
 ernors of each individual design is required. The special in- 
 structions furnished by builders are ample for the operation of 
 their motors, and if carefully studied lead to success in their 
 operation by any person of ordinary intelligence or tact in 
 handling moving machinery. 
 
CHAPTER XIII. 
 THE MEASUREMENT OF POWER. 
 
 THE methods of measuring power are of but two general 
 forms or principles, although the individual machines or instru- 
 ments for accomplishing the measurement are of many kinds 
 and of a variety of construction. 
 
 The one form is especially adapted for the measurement of 
 the available power of prime movers under the various condi- 
 tions of the application of their elementary constituents, by the 
 absorption of their whole output of power at the point of de- 
 livery and there record the value of its force and velocity. Its 
 representative is the brake dynamometer, or Prony's brake, in 
 the various details of construction that it has assumed as de- 
 signed and applied to meet the views or fancies of mechanical 
 engineers. 
 
 The second form is a marked departure from the structural 
 form of the first, and with the principle in view of placing as 
 little obstruction as possible to the transmission of power from 
 the prime mover to the receiver of power, to measure the actual 
 net or differential tension of a belt or gear, and with its veloc- 
 ity indicate the exact amount of power delivered to a line of 
 shafting or a machine. These are called transmitting dynamom- 
 eters in distinction from the absorption dynamometers of the 
 Prony type. They are of two kinds, one with a dial and index 
 pointer, by which the hand on the dial must be constantly 
 watched and recorded for a length of time and a mean pressure 
 obtained from the varying record. The other carries a self- 
 marking register moved by clockwork, by which the actual 
 pressure is a constant record for any desired time, or a full 
 day's work, the only personal observation required being the 
 
9 o 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 speed of the pulley or belt or its average throughout the time or 
 day. 
 
 In Fig. 5 1 we illustrate the first form, a simple absorption 
 
 dynamometer or Prony's brake, named after its inventor, in 
 which A is the radius of the pulley drum or shaft to which re- 
 sistance may be applied; B the length of the lever from the 
 
THE MEASUREMENT OF POWER. 91 
 
 centre of the shaft to the point of attachment of the spring scale 
 or other means of measuring the tension of the lever; C a 
 spring scale, which is preferable for light work within its range ; 
 and N N lever nuts for quick control of the pressure. 
 
 In Fig. 52 is presented a simple and inexpensive arrange- 
 men of a power-absorbing brake for a large driving-pulley or 
 finished fly-wheel, in which a belt is lined with blocks of wood 
 spaced and fastened to the belt with screws or nails, a few of 
 the blocks projecting over the edge with shoulders to prevent 
 the belt from running off the pulley. 
 
 Spring scales may be purchased of the straight and dial 
 pattern up to one or two hundred pounds capacity at reason- 
 able figures, and are a source of satisfaction in showing the 
 amount of vibration due to irregular pulsations of the motive 
 element and crank motion. Where the measurement of power 
 beyond the range of a spring balance is required, the use of a 
 platform scale or any other weighing device may be made 
 available. With a platform scale the light wooden strut, E, 
 Fig. 52, maybe adjusted to any length and vertically reaching 
 from the platform to the horizon line, B, from the centre of the 
 shaft ; lanyards or any convenient means being used to keep 
 the end of the lever from swaying. 
 
 Water from a squirt can is the best lubricant for this class of 
 dynamometers, as it can be easily thrown upon the face of the 
 pulley at the interstices of the blocks and lagging, and by its 
 quick -evaporation carries off the heat generated by friction. 
 Soapy water has been used to good effect in preventing irreg- 
 ular pressure or stickiness of the friction surfaces. 
 
 It matters not in what direction the brake lever is placed 
 to suit the convenience of observation, so long as the pull of 
 the scale is made at right angles to the radial line from the 
 shaft center. Its weight, as indicated on the scale, with the 
 friction blocks or strap loosened in any position that it may be 
 set, should be noted and a record made of the amount, which 
 must be deducted from the total observed weight of the trial. 
 
92 GAS, GASOLINE, AND OIL ENGINES. 
 
 If it is necessary to reverse the position of the lever or the 
 relative direction of the motion of the pulley (as shown in Figs. 
 51 and 52), then the weight of the lever must be added to the 
 weight shown by the scale under trial. When the platform 
 scale is used the weight of the lever must necessarily be down- 
 ward and should be deducted from the weight shown by the 
 
 FIG. 53. DIFFERENTIAL STRAP BRAKE. 
 
 scale under trial. Making D equal the diameter of the face of 
 the pulley, fly-wheel, or shaft upon which friction is applied, B 
 the length of the lever from the centre of the shaft to the point 
 of the scale suspension, A the radius of the pulley fly-wheel or 
 shaft, and R the number of revolutions of the shaft per min- 
 ute : the weight used in the formula must be the net weight of 
 the power stress, or the gross observed weight less the weight 
 of the lever. Then 
 
 T> 
 
 D X 3-1416 X R X - X weight 
 33,000 
 
 = horse-power, 
 
 B X 6.2832 x R X W , 
 or - = horse-power. 
 
 33,000 
 
 p 
 
 x weight = the stress or pull at the face of the pulley, and 
 
THE MEASUREMENT OF POWER. 
 
 93 
 
 D X 3.1416 X R = the velocity of the face of the pulley or of 
 the belt that it is to carry. 
 
 In Fig. 53 is represented a simple and easily arranged dif- 
 ferential strap brake or dynamometer for small motors of less 
 than two horse-power. It consists of a piece of belting held 
 
 FIG. 54. DIFFERENTIAL ROPE BRAKE. 
 
 in place on the pulley by clips or only strings fastened 
 parallel with the shaft to keep the belt from slipping off; 
 two spring scales, one of which is anchored and the other 
 attached to a hand lever to regulate the compression 
 of the belt upon the surface of the pulley, when the 
 differential weight, B - C, on the scales may be noted sim- 
 
94 GAS, GASOLINE, AND OIL ENGINES. 
 
 ultaneously with the revolutions of the pulley. The simple 
 formula 
 
 DX3. 1416 xRx differential weight 
 
 2 - = horse-power. 
 
 33,000 
 
 Fig. 54 illustrates a rope absorption dynamometer or brake 
 with a complete wrap on the surface of the pulley, very suitable 
 for grooved pulleys or fly-wheels used for rope transmission. 
 In this form the friction tension may be regulated with a lever 
 as at A. The weight (W) in the formula is the differential of 
 the opposite tensions of the two scales, or B C=W, Fig. 54, 
 
 D X 3.1416- x R X W 
 
 and the formula will then be : horse- 
 
 33,000 
 
 power, as in the notation, ^Pig. 53. 
 
 Thus it may readily be seen that the difference of the pull 
 in a rope or belt on the two sides of a pulley, multiplied by the 
 velocity of the rim in feet per minute, and the product divided 
 by 33,000, gives the horse-power either absorbed or transmitted 
 by the rope. 
 
 The Measurement of Speed. 
 
 The revolutions of a motor may be readily obtained by an 
 ordinary hand counter with watch in hand to mark the time ; 
 but for accurate work and to show the variations in the fly- 
 wheel speed by the intervals of revolution between impulses, 
 and especially the effect of mischarges or impulses due to gov- 
 erning the speed, there is no more accurate method than by 
 the use of the centrifugal counter or tachometer. 
 
 These instruments are designed to show at a glance a con- 
 tinuous indication of the actual speed and its variation within 
 2 per cent, by careful handling of the instrument. The tach- 
 ometer (Fig. 55) with a single dial scale 3 inches in diameter, 
 reading from 100 to 1,000 revolutions per minute, and by chang- 
 ing the gear for the range of gas-engine indication the actual 
 revolutions will be one-half the indicated revolutions, and each 
 divided by 2 will represent the actual speed. In this manner 
 
THE MEASUREMENT OF POWER. 
 
 a very delicate reading- of the variation in speed may be ob- 
 tained. For testing the variation of speed in electric-lighting 
 
 FIG. 55. THE TACHOMETER. 
 
 FIG. 55 A. THE TRIPLE INDEXED 
 TACHOMETRE, 
 
 plants operated by gas or gasoline engines, there is no method 
 so satisfactory as by the use of the tachometer. 
 
 The triple indexed tachometer (Fig. 55A) is a most' con- 
 
g6 GAS, GASOLINE, AND OIL ENGINES. 
 
 venient instrument for quickly testing and comparing speed of 
 great differences, as the motor and the generator, by simply 
 changing the driving point from one to another gear stem. 
 These tachometers are made by Schaeffer & Budenberg, 
 New York, and may be ordered for any range of speed, from 
 50 to 500 for gas engines and from 500 to 2,000 for generators, 
 in the same instrument or separate as desired. 
 
 The Indicator and Its Work. 
 We have selected among the many good indicators in the 
 
 FIG. 56. THE THOMPSON INDICATOR. 
 
 market the one most suitable for indicating the work of the 
 explosive engine. The Thompson indicator as made by 
 
THE MEASUREMENT OF POWER. 
 
 97 
 
 Schaeffer & Budenberg, New York, and illustrated in Figs. 56 
 and 57, is a light and sensitive instrument with absolute recti- 
 linear motion of the pencil with its cylinder and piston, made 
 of a specially hard alloy which prevents the possibility of sur- 
 
 FlG. 57. SECTION OF INDICATOR. 
 
 FlG. 58. SMALL PISTON. 
 
 face abrasion and insures a uniform frictionless motion of the 
 piston. It is provided with an extra and smaller-sized cylin- 
 der and piston, suitable with a light spring for testing the 
 suction and exhaust curves of explosive motors, so useful in 
 showing the condition and proportion of valve ports. 
 
 The large piston of the standard size is 0.798 inch in diam- 
 7 
 
98 GAS, GASOLINE, AND OIL ENGINES. 
 
 eter and equal to -J- square inch area. The small piston (Fig. 58) 
 is 0.590 inch in diameter and equal to o. 274 square inch area, so 
 that a 50 or 60 spring may be used in indicating explosive en- 
 gines with the small piston, which will give cards within the 
 range of the paper for low-explosive pressure but full enough 
 to show the variations in all the lines. With the 100 spring 
 and -J inch area of piston 250 Ibs. pressure is about the limit 
 of the card, but with this size piston a 120 or 160 spring is 
 more generally used. 
 
 The pulley V is carried by the swivel W and works freely 
 in the post X ; it can be locked in any position by the small set 
 screw. The swivel plate Y can be swung in any direction in 
 its plane and held firmly by the thumb-screw Z. Thus with 
 the combination the cord can be directed in all possible direc. 
 tions. The link A is made as short as possible with long 
 double bearings at both ends to give a firm and steady support 
 to the lever B, making it less liable to cause irregularities in 
 the diagram when indicating high-speed motors. 
 
 The paper -drum is made with a closed top to preserve its 
 accurate cylindrical form, and the top, having a journal bearing 
 at U in the centre, compells a true concentric movement to its 
 surface. 
 
 The spring E and the spring case F are secured to the rod 
 G by screwing the case F to a shoulder on G by means of a 
 thumb-screw H. 
 
 To adjust the tension of the drum spring, the drum can be 
 easily removed, and, by holding on to the spring case E and 
 loosening screw H, the tension can readily be varied and adapted 
 to any speed, to follow precisely the motion of the engine 
 piston. 
 
 The bars of the nut I are made hollow, so as to insert a 
 small short rod K, which is a great convenience in unscrewing 
 the indicator when hot. 
 
 The reducing pulley (Fig. 59) is a most important adjunct 
 of the indicator. The revolving parts should be as light as 
 
THE MEASUREMENT OF POWER. 99 
 
 possible and are now made of aluminum for high-speed motors 
 with pulleys proportioned for short-stroke motors. In the use 
 of indicators for high-compression motors it is advisable to have 
 a stop-tube inserted in the cap-piece that holds the spring and 
 extending down and inside the spring so as to stop the motion 
 of the piston at the limit of the pencil motion below the top of 
 
 PIG. 59. THE REDUCING PULLEY. 
 
 the card. This will prevent undue stress on the spring and 
 extreme throw of the pencil when by misfires an unusual charge 
 is fired. With the smaller piston and the usual 100 or 1 20 spring 
 any possible explosive pressure may be properly recorded. 
 
 The proximity of the indicator to the combustion chamber 
 is of importance in making a true record of the explosive action 
 of the combustible gases on the card. The time of transmis- 
 sion of the wave of compression and expansion through a tube 
 of one, two, or three feet in length is quite noticeable in the dis- 
 tortion of the diagram. It shows a delay in compression and 
 
100 GAS, GASOLINE, AND OIL ENGINES. 
 
 carries the expansion line over a curve at the apex lower than 
 the maximum pressure, and by the delay raises the expansion 
 curve higher than the actual expansion curve of the cylinder. 
 An indicator for true effect should have a straightway cock 
 screwed into the cylinder. 
 
 Vibration of Buildings and Floors by the Running of Explo- 
 sive Motors. 
 
 Since this class of engines has so largely superseded small 
 steam power, and the vast extension of their use in the upper 
 part of buildings due to their economy for all small powers, the 
 trouble arising from vibration of buildings and floors has 
 largely increased. 
 
 The necessity for placing motive power near its point of ap- 
 plication has resulted in locating gas, gasoline, and oil engines 
 in light and fragile buildings and on floors not capable of re- 
 sisting the slightest synchronal motion. 
 
 . This subject has been often brought to our notice since the 
 advent of the gas engine in the lead for small powers. It is a 
 difficult question to advise remedies for it, from the variety of 
 ways in which the effect is produced. Synchronism between 
 the time vibration of a floor and the number of revolutions of 
 the engine is always a matter of experiment, and can only be 
 ascertained by a trial in varying the engine speed by uniform 
 stages until the vibration has become a minimum. Then if 
 the engine speed of least vibration is an inconvenient one for 
 engine economy, or for the speed layout of the machinery 
 plant, a change may be made in the time vibration of the floor 
 by loading or bracing. The placing of a large stone or iron 
 slab under a motor will often modify the intensity of the 
 vibration by so changing the synchronism of the floor and 
 engine as to enable the proper speed to be made with the least 
 vibration. 
 
 A vertical post under the engine is of little use unless it ex- 
 tends to a solid foundation on the ground ; nor should a vertical 
 
THE MEASUREMENT OF POWER. IOI 
 
 post be placed between the engine floor and floor beams above, 
 as it only communicates the vibrations to any floor in unison 
 with the vibrations of the engine floor. 
 
 A system of diagonal posts extending from near the centre 
 of a vibrating" floor to a point near the walls or supporting 
 columns of the floors above or below, or a pair of iron sus- 
 penders placed diagonally from the overhead beams near their 
 wall bearings to a point near the location of an engine and 
 strongly bolted to the floor beams, will greatly modify the 
 vibration and in many cases abate a nuisance. 
 
 In the installation of reciprocating machinery on the upper 
 floors of a building in which the reciprocating" parts of the 
 motor, as a horizontal engine, are in the same direction as the 
 reciprocating parts of the machines (as in printing pressrooms) 
 the trouble from the horizontal vibration has been often found 
 a serious one. It may be somewhat modified by making the 
 number of the strokes of the engine an odd number of the 
 strokes of the reciprocating parts of the machine. 
 
 It is well known to engine builders that explosive motors, 
 like high-speed steam engines, cannot be absolutely balanced, 
 but their heavy fly-wheels and bases go far toward it by absorp- 
 tion, and the best that can be done with the balance is to make 
 as perfect a compromise of the values of the longitudinal and 
 lateral forces as possible by inequality in the fly-wheel rims. 
 
 The jar caused by excessive explosions after misfires and 
 muffler-pot explosions is of the unusual kind that cannot be 
 easily provided with a remedy where the transmitted power is 
 not uniform, for where it is uniform there is ample regulation 
 from the governor to make the charges regular, and if the 
 igniter is well adjusted there should be no cause for "kicking," 
 as our European cousins call it. A good practice in setting 
 motors is to locate them near a beam-bearing wall or column 
 that extends to the foundation of the building. Many motors 
 so placed are found to be free from the nuisance of tremor. 
 
CHAPTER XIV. 
 HEAT EFFICIENCIES. 
 
 THE efficiency of an explosive engine is the ratio of heat 
 turned into work in proportion to the total amount of heat pro- 
 duced by combustion in the engine. On general principles the 
 greater difference between the heat of combustion and the heat 
 at exhaust is the relative measure of the heat turned into work, 
 which represents the degree of efficiency without loss during 
 expansion. The mathematical formulas appertaining to the 
 computation of the element of heat and its work in an explosive 
 engine are in a large measure dependent upon assumed values, 
 as the conditions of the heat of combustion are made uncertain 
 by the mixing of the fresh charge with the products of a pre- 
 vious combustion and by absorption, radiation, and leakage. 
 The computation of the temperature from the observed pres- 
 sure may be made as before explained, but for compression 
 engines the needed starting-points for computation are very 
 uncertain, and can only be approximated from the exact measure 
 and value of the elements of combustion in a cylinder charge. 
 
 Then theoretically the absolute efficiency in a perfect heat 
 
 T T 
 engine is represented by = ? , in which T is the acquired 
 
 temperature from absolute zero; T,, the final absolute tern- 
 peratitre after expansion without loss. 
 
 Then, for example, supposing the acquired temperature of 
 combustion in a cylinder charge was raised 2000 F. from 60: 
 the absolute temperature would be 2000 -j- 60 -f- 460 = 2520, 
 and if expanded to the initial temperature of 60 without loss 
 the absolute temperature of expansion will be 60 -f- 460 = 520, 
 
 then 2 5 20 ~ 5 20 _ 7 p er cen t the theoretical efficiency for 
 2520 
 
HEAT EFFICIENCIES. IO3 
 
 the above range of temperature. In adiabatic compression or 
 expansion, the ratio of the specific heat of air or other gases 
 becomes a logarithmic exponent of both compression and expan- 
 sion. The specific heat of air at constant volume is .1685 and 
 at constant pressure, .2375 for i Ib. in weight; water = i. for 
 
 i Ib. Then '- = the ratio y 1.408. 
 . 1005 
 
 Then for the following formulas the specific heat =K v = 
 .1685 constant volume, and K p = .2375 constant pressure. 
 
 The quantity of heat in thermal units given by an impulse 
 of an explosive engine is, K v (T t) = heat units. Then using 
 the figures as before, .1685 x (2520 520) = 337 heat units per 
 pound of the initial charge. 
 
 The heat in thermal units discharged will be K p (T, t) r 
 
 (T\y 
 } ; t = absolute initial temperature, say 520. 
 
 Then using again the figures as before and assuming that 
 
 T = 2,520 P., then T l = 520 ' = 5 X (log. 4.846 X 
 
 .7102) = 1594 absolute, and 1594 520 = 1074 F. Then the 
 heat in thermal units discharged will be .2375 x (1594 5 20 ) 
 = .2375 x 1074 = 255 heat units. 
 
 With the absolute temperature at the moment of exhaust 
 known, the efficiency of the working cycle may be known, al- 
 ways excepting the losses by convection through the walls of 
 
 the cylinder. 
 
 *p _ ^ 
 The formula for this efficiency is : eff. = i y ^ - ; then 
 
 by substituting the figures as before, i 1.408 * ~~ =. 
 
 2520 520 
 
 1074 
 
 - = .537 x 1.408 = .756, and i .756 = 24 per cent. 
 
 To obtain the adiabatic terminal temperature from the rela- 
 tive volumes of clearance and expansion, we have the formula 
 
 V-y- 1 T V 
 
 y^ = -Tp 1 , in which -~ is the ratio of expansion in terms of 
 
 the charging space in engines of the Lenoir type to the whole 
 
104 GAS, GASOLINE, AND OIL ENGINES. 
 
 volume of the cylinder including the charging space, so that if 
 the stroke of the piston is equal to the area of the charging or 
 combustion space, the expansion will be twice the volume of 
 
 V I T /l\-4o8 
 
 the charging space and -==? = -. Then Tfr = (-) an d T, = 
 
 .408 /j\.4o8 
 
 Using the same value as before, 1\ = 2520 (-) 
 
 ! .408 
 
 and using logarithms for -, log. 2 = 0.30103 x = log. o. 12282 
 
 Q 
 
 = index 1.32, and - -= 1908, the absolute temperature T, 
 
 at the terminal of the stroke. Then 1908 460 = 1448 P., 
 temperature at end of stroke. 
 
 For obtaining the efficiency from the volume of expansion 
 
 V 2 
 from a known acquired temperature we have t = - X 520 
 
 = 1040 absolute = t,. Then 
 
 the efficiency = ' - (T. -^tj + y (t. - q 
 Then using the values as above, 
 efficiency = *- (i9 - 4e) + 1.408 (1040 - 5) = 868 + 
 
 2520 520 
 
 1.408 X 520 = 732 + 868 = - - = .80, and i .80 = .20 per 
 
 cent. 
 
 For a four-cycle compression engine with compression say 
 to 45 Ibs, the efficiency is dependent upon the temperature of 
 compression, the relative volume of combustion chamber and 
 piston stroke, and the temperatures. Fig. 60 is a type card of 
 reference for the formulas for efficiencies of this class of ex- 
 plosive motors, in which : 
 
 t = abs. temp, at b normal. 
 
 t a = abs. temp, of compression /. 
 
 T = abs. acquired temp. e. 
 
 T, = abs. temp, at c. 
 
 P = abs. pressure at b. 
 
 P c = abs. pressure at/. 
 
 P o = abs. pressure at c . 
 
HEAT EFFICIENCIES. 
 
 105 
 
 V = volume at b. 
 V = volume at c. . 
 V = volume atf. 
 
 vo = V or volume at compression = volume at exhaust. 
 K v .1685 specific heat at constant volume. 
 
 l\o\, 
 FIG. 60. THE FOUR-CYCLE COMPRESSION CARD. 
 
 Let T = abs. acquired temp. = 2520 F. as before. 
 t = abs. normal temp. = 520 or 60 F. 
 
 t c = abs. temp, of compression = 1 1^\ 7 = 
 
 
 (5 o \o.29 
 -J = 
 
 777 absolute. 
 
 T t 2520 x ^20 
 T, = abs. temp, of expansion = or ^ - = 
 
 t. 777 
 
 1686. 
 
 The terms being assumed and known from assumed data, the 
 
 K (T - t ) - K (T. t) 
 efficiency = i - K (T - t ) 
 
 T _ ^ 
 Reducing, efficiency = i l _ ; substituting figures as 
 
 C 
 
 - 1686 520 T, 
 
 above found, i -- = ,333 per cent. ; also i ~ = 
 
 1686 
 _ 
 
 t 520 
 - = - 
 
106 GAS, GASOLINE, AND OIL ENGINES. 
 
 For obtaining the efficiency from the relative volumes at 
 both ends of the piston stroke, with an expansion in the 
 cylinder equal to twice the clearance space, by which the 
 total volume at the end of the stroke will be three times the 
 volume of the clearance space, the efficiency in this case 
 
 /Y \y-i 
 
 may be expressed by the formula i ( ==? ) ; substituting, 
 
 (i \ -408 
 - 1 ; using logarithms as before, log. 
 
 3 = 0.47 7121 x .408 = 0.194665, the index of which is 1 = 565, 
 and = .639. Then i .639 = .36 per cent. 
 
CHAPTER XV. 
 EXPLOSIVE ENGINE TESTING. 
 
 FOR the reason that elaborate and complicated tests have 
 been made and exploited in other works on the gas engine, 
 which may be referred to for the details of expert work, the 
 author of this work has decided to reduce the practice of test- 
 ing explosive motors to a commercial basis on which purchasers 
 can comprehend their value as a business investment for power. 
 The disposition of builders of explosive engines to follow the 
 economics in construction in regard to least wall surface in con- 
 tact with the heat of combustion, and of maintaining the wall 
 surface at the highest practical temperature for economical 
 running by the rapid circulation of warm water from a tank or 
 cooling coil, leaves but little to accomplish, save the proper size 
 and adjustment of the valves and igniters for the engines, in 
 order that they may properly perform their functions. The in- 
 dicator card, if made through a series of varying proportions of 
 gas or gasoline and air mixtures, will show the condition of the 
 adjustments for economic working. The difference between 
 the indicated power for the gas used by the card and the powder 
 delivered to the dynamometer or brake shows the mechanical 
 efficiency of the engine. The best working card of the engine 
 should be a satisfactory test to a purchaser that the principles 
 of construction are correct. A brake-trial certificate or obser- 
 vation should satisfy as to frictional economy, and the price and 
 quantity of gas per horse-power hour should settle the com- 
 parative cost for running. The variation in the heating 
 power of illuminating gas in the various parts of the United 
 States is much less than its variation in price. Producer gas 
 
108 GAS, GASOLINE, AND OIL ENGINES. 
 
 is a specialty for local consumption, and its cost drops with its 
 heating power. 
 
 Apart from the actual cost of gas in any locality and the 
 quantity required per brake horse-power, durability of a motor 
 is one of the principal items in the purchase of power. 
 
 In the use of gasoline, kerosene, and crude petroleum in 
 explosive engines, their heating values are uniform for each 
 kind, and as motors are generally adjusted for the use of one 
 of the above hydrocarbons onty, the difference of cost be- 
 tween these various fuels is the best indication as to the rela- 
 tive cost of power. 
 
 No instruments have yet been contrived for giving the tem- 
 peratures of combustion, either initial or exhaust, in an in- 
 ternal combustion motor; for at the proper working speed the 
 changes of temperature are so rapid that no reliable observa- 
 tion can be made even with the electric thermostat, as has been 
 tried in Europe. The computed temperatures are unreliable 
 and at best only approximate; hence the indicator card be- 
 comes the only reliable source of information as to the action 
 of combustion and expansion in the cylinder, as well as to the 
 adjustment of the valves and their proper action. 
 
 The temperature of combustion as indicated by the fuel 
 constituents, and computed from their known heat values, gives 
 at best but misleading results as indicating the real tempera- 
 ture of combustion in an explosive engine. There is no doubt 
 that the computed temperatures could be obtained if the con- 
 taminating influence of the neutral elements that are mixed 
 with the fuel of combustion, as well as the large proportion of 
 the inert gases of previous explosions, could be excluded from 
 the cylinder, when the radiation and absorption of heat by 
 the cylinder woiild be the only retarding influences in the de- 
 velopment of heat due to the union of the pure elements of 
 combustion. 
 
 For obtaining the indicated horse-power of a gas, gasoline, 
 or oil engine, the mean effective pressure as shown by the card 
 
EXPLOSIVE ENGINE TESTING. 
 
 I0 9 
 
 may be obtained by dividing the length of the card into ten or 
 any convenient number of parts vertically, as shown in Fig. 61 
 for a four-cycle compression engine. For each section meas- 
 ure the average between the curve of compression and the curve 
 of expansion with a scale corresponding with the number of 
 the indicator spring. Add the measured distances and divide 
 
 FlG. 61. FOUR-CYCLE GAS-ENGINE CARD. 
 
 by the number of spaces for the mean pressure. With the 
 mean pressure multiply the area of the cylinder for the gross 
 pressure. If there have been no misfires, then one-half the 
 number of revolutions multiplied by the stroke and by the gross 
 pressure, and the product divided by 33,000 will, give the 
 indicated horse-power. If there is any discrepancy along 
 the atmospheric line by obstruction in the exhaust or suc- 
 tion stroke, the average must be deducted from the mean 
 pressure. 
 
 The exhaust valve, if too small or with insufficient lift, or 
 a too small or too long exhaust pipe, will produce back pressure 
 on the return line, which should be deducted from the mean 
 pressure. A small inlet valve or too small lift, or any obstruc- 
 tion to a free entry of the charge, produces a back pressure on 
 the outward or suction stroke and a depression along the at- 
 mospheric line, which must also be deducted from the mean 
 pressure. 
 
110 GAS, GASOLINE, AND OIL ENGINES. 
 
 It is assumed that the taking of an indicator card must be 
 done when the engine is running steady and at full load. Dur- 
 ing the moment that the pencil is on the card there should be 
 no misfires recorded, in order that the card may represent the 
 true indicated horse-power of the engine. The record of the 
 speed of the engine should be taken at the same time as the 
 card, but the measurement of the quantity of gas used cannot 
 be acciirately observed on the dial of an ordinary gas meter 
 during the few moments' interval of the card record and speed 
 count. For the gas record, the engines should be run at least 
 five minutes at the same speed and load and an exact count of 
 the explosions made. The misfires or rather mischarges in an 
 engine running with a constant load are of no importance in 
 the computation for power because they are properly caused 
 by overspeed, and the overspeed and underspeed should make 
 a fair balance for the average of the run as indicated by the 
 speed counter. 
 
 The number of cubic feet of gas indicated by the meter for 
 a few minutes' run, multiplied by its hour exponent and divided 
 by the indicated power by the card or the actual horse-power 
 by the brake, will give the required commercial rating of the 
 engine as to its economic power. The difference as between 
 the cost of gas for the igniter and the cost of electric ignition 
 is too small to be worthy of consideration. 
 
 In testing with gasoline or oil the detail of operation is the 
 same as for gas, with the only difference of an exact measure of 
 the fluid actually consumed in an hour's run of the engine 
 under a full load. The loading of an engine for the purpose 
 of testing to its full power is not always an easy matter ; al- 
 though, when driving a large amount of shafting and steady- 
 running machines, a brake may be conveniently applied to in- 
 crease the work of the engine. In trials with a brake alone, a 
 continual run involves some difficulties on account of the in- 
 tense friction and heat produced, which makes the brake power 
 vary considerably and cause a like variation in the ignitions. 
 
OF TRR 
 
 TJNIVERSr 
 
 EXPLOSIVE ENGINE TESTING. 
 
 This only becomes serious when temporary brakes have to be 
 improvised, but in engine-building establishments brakes are 
 used that are specially designed for uniform resistance and 
 continued testing. 
 
CHAPTER XVI. 
 VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 The Economic Gas Engine. 
 
 MANY of the engines of the Economic Gas Engine Company 
 are still in use. We illustrate their design as being one of the 
 earlier types in use in the United States. It is of the two-cycle 
 
 PIG. 62. SECTION OF CYLINDER. 
 
 non-compression type of Lenoir, with an indicator card of the 
 form shown in Fig. 3. A section of this engine is shown in 
 Fig. 62, in which A is the jacketed cylinder, D the piston with 
 an elongated shell D', F air and gas inlet and mixer, J a check 
 valve ; c and c' mixed gas and air ports, d auxiliary air port ; 
 g' piston exhaust valve with exhaust port/"', b a deflector and 
 a' firing port. 
 
 The operation is as follows : The piston sweeps the prod- 
 ucts of a previous combustion out at the exhaust port by the 
 piston following to a point when the inlet ports in the piston are 
 just past the inlet ports in the cylinder, when the exhaust port 
 closes and the suction of a charge commences and is continued 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 113 
 
 FIG. 63. THE ECONOMIC PUMPING ENGINE 
 
114 GAS, GASOLINE, AND OIL ENGINES. 
 
 until the inlet ports are closed by the outward stroke of the 
 piston. At this point the firing" ports of cylinder and piston 
 are in line and the explosion takes place with all the ports closed 
 to the end of the impulse stroke, when the exhaust port opens 
 by a cam and the products of combustion are again swept out 
 
 FIG. 65. THE VERTICAL PUMPING ENGINE. 
 
 with the exception of the clearance space within the shell of the 
 piston. 
 
 This engine, like others of its type made in Europe, is not 
 considered economical as compared with the later engines of 
 the four-cycle compression type. The various designs as made 
 by different makers consume from 80 to 50 cubic feet of illu- 
 minating gas per horse-power hour, the latter figure being the 
 rate for the Economic as made ten years since. 
 
 The New Era Gas Engine 
 
 is of the four-cycle compression type with a heavy and sub- 
 stantial base. The valve-gear shaft being driven by a worm 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 115 
 
 gear from the main shaft, insures a smooth and noiseless motion. 
 The illustration (Fig. 66) on this page has one of the fly- 
 
 wheels left off to show the arrangement of the worm gear, which 
 is also shown in Fig. 67 in detail. This method of driving the 
 
u6 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 valve-gear shaft is fast growing in favor, and is now largely in 
 use. 
 
 The valves are of the poppet type, operated by cams on the 
 secondary shaft, which also drives the governor through bevel- 
 
 FlG. 67. THE WORM GEAR. 
 
 FIG. 68. VALVE CHEST. 
 
 speed gear. All the valve chambers have flanged plugs for 
 facilitating the removal and cleansing of the valves. 
 
 The end view of the lateral shaft and valve chest with the 
 
 FIG. 69. THE GOVERNOR. 
 
 attachment of the tube igniter is shown in Fig. 68. The 
 electric igniter is applied at the same opening in the valve 
 chest as used for the tube igniter. 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 1 1/ 
 
 The governor is of the ball type, running" direct from the 
 secondary shaft by a bevel gear, and through a bell-crank lever 
 and arm controls the gas-inlet valve. Fig. 69 shows the ar- 
 rangement more in detail and also the great convenience in 
 gas engines, a cap plug for quickly removing the valve and an 
 inspection plug at the side of the valve chest. 
 
 The fuel for these engines may be illuminating gas, pro- 
 ducer gas, natural gas, or gasoline. The cost for running can 
 be gauged only by the quantity, say 15 to 20 cubic feet illu- 
 minating gas or one-tenth of a gallon of gasoline per indicated 
 horse-power per hour. 
 
 In using gasoline a small pump (Fig. 70) is attached to the 
 
 FIG. 70. THE PUMP. 
 
 engine bed and driven by a cam on the lateral shaft. The 
 pump draws from a tank set in a safe place, underground if pos- 
 sible and draws a few drops of gasoline at a stroke, forcing it 
 into the air chamber, where it is vaporized and mixed with the 
 incoming air. The surplus, if any, is returned to the tank. 
 These engines are made in sizes from 10 to 50 B.H.P. 
 
 The Pierce Gas and Gasoline Engine. 
 
 This engine is built on the four-cycle compression type, as 
 shown in the illustrations of both sides of the i to 5 H.P. engines 
 (Figs. 71 and 72). This company also build engines of 6, 8, 
 10, 12, 15 and 20 H.P. These figures represent the brake or 
 actual horse-power. 
 
 The valve motion is taken from the main shaft with spur 
 gears and secondary shaft upon which there is a cam that 
 
n8 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 operates the valves through a connecting- rod. On the face of 
 the cam is a wrist pin, carrying a connecting rod, which oper- 
 ates both the governor and the electrical firing device. 
 
 The poppet valves never require oil ; they lift squarely from 
 
 their seats. They wear smooth and bright and are easily un- 
 covered for regrinding when necessary. The entire operating 
 mechanism is in plain sight and all wearing partfe can be readily 
 examined and adjusted without removing or taking the engine 
 apart. The governor is very simple and sensitive. It is com- 
 posed of three pieces : a hardened steel finger, weighted and 
 
VARIOUS TYPES OF ENGINES AND MOTORS. I 19 
 
 held to its proper position by an adjustable spring. The 
 weighted finger acts as an inverted pendulum swung by the 
 movement of the connecting rod, making a miss gas charge 
 when the engine speed is too high. It is adjustable by mov- 
 
 ing the weight on the stem and by a spiral spring and adjust- 
 ing nut. These engines are built to run with coal gas, natural 
 gas, and gasoline, can be changed from one fuel to another 
 with little trouble, and are also made to change while the en- 
 gine is running. 
 
 The electrical firing device is very simple. It is composed 
 
I2O GAS, GASOLINE, AND OIL ENGINES. 
 
 of two electrodes, one a flat piece of steel ^ inch wide by f inch 
 long and T V inch thick. The other is a piece of No. 16 wire. 
 One is insulated from the engine and the other in circuit with 
 it. A make-and-break spring at the side of engine (also in- 
 sulated from the frame) forms the circuit when the electrodes 
 come together. In parting the spark is made which fires the 
 charge. The electrodes never corrode, as they clean them- 
 selves every time they pass each other, and they will remain 
 clean until they are worn out. A four-cell battery is used and 
 will run these engines 1,800 hours without recharging. 
 
 Cost of Operation. These engines run with a consumption 
 of illuminating gas of 16 cubic feet per actual horse-power 
 per hour ; with gasoline, -^ of a gallon per actual horse-power 
 per hour. 
 
 For the use of gasoline, a small pump is attached to the 
 engine, which pumps the gasoline to a small cup from a tank 
 placed underground or in a safe place ; from the cup the gaso- 
 line is fed directly to the cylinder air inlet. If more gasoline 
 is pumped than required, the excess runs back to the tank ; o. 74 
 gravity gasoline is used. 
 
 The Charter Gas and Gasoline Engine. 
 
 The Charter is a representative of one of the earliest types of 
 American gas engines. It has gone through its evolution of im- 
 provement, and claims to be a model of simplicity. It is of 
 the four-cycle compression type. It runs equally well with 
 illuminating gas, natural gas, and gasoline. It is built in nine 
 sizes, from i to 35 B.H.P. The cut (Fig. 73) represents five 
 sizes, and Fig. 74 represents the smallest size, No. oo, which is 
 vertical and of \\ B.H.P. Both tube and electric ignition are 
 used with these engines. In the horizontal engine the mix- 
 ing chamber is attached to the head of the cylinder, into 
 which the gas or gasoline is injected by the operation of the 
 small pump G (Fig. 75), driven by a rod and levers operated 
 by a cam on the secondary shaft. The nozzle H (Fig. 75) 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 121 
 
 projects upward so that the indraught from the air pipe 
 N supplies the required quantity, while the overplus is re- 
 turned to the tank when placed below the engine. When the 
 gasoline tank is placed above the engine so that there is a 
 gravity flow to the engine, the flow is regulated by two valves 
 
 FIG. 73. THE CHARTER GAS AND GASOLINE ENGINE. 
 
 in the flow pipe, a throttle valve at the pump, and by the 
 operation of the plunger of the pump, which in this case does 
 not force a specific quantity of gasoline, but only opens the 
 way for an instant of time to a flow produced by gravity and 
 the suction of the cylinder. In this arrangement, any stop- 
 page of the engine other than by closing the gasoline valves 
 will stop the flow of gasoline by the covering of the pump ports 
 by the plunger. The governor is of the centrifugal type, 
 mounted on the pulley, and consists of two balls held in ten- 
 
122 GAS, GASOLINE, AND OIL ENGINES. 
 
 sion by springs, which operate a sleeve on the main shaft 
 through a bell-crank movement. The movement of the sleeve 
 throws the injector-rod roller on to or off the cam on the 
 secondary shaft, thus making a " hit or miss" injection from 
 the pump. 
 
 Communication between the mixing chamber and the cyl- 
 
 FIG. 74. THE VERTICAL CHARTER. 
 
 mder is cut off, at .the moment the charge to the cylinder is 
 completed and compression commenced, by a gravity-poppet 
 valve at B (Fig. 75). The operation of the pump plunger is 
 the same for gas as for gasoline : the plunger only opening a 
 way for the flow of the gas at the proper moment, and being 
 governed in its operation the same as when gasoline is used. 
 The exhaust valve is of the poppet type, operated by a cam on 
 the secondary shaft, the movement of which also operates the 
 oil cup on the cylinder by the levers and small-rock shaft, as 
 shown in Fig. 75. The detail of the operating parts are well 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 123 
 
124 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 shown in the skeleton cuts of the horizontal and vertical en- 
 gines (Fig. 76 and Fig. 77). A relief valve for easy starting 
 is placed on the cylinder of No. 2 and larger engines. The 
 No. 6 and No. 7 engines are furnished with a perfect and 
 practical starter. The ignition-tube burner is shown in the 
 different illustrations, consisting of a gas or gasoline jet in a 
 
 FIG. 76. THE VERTICAL CHARTER FOR GASOLINE. 
 
 perforated sleeve, acting as a Bunsen burner upon the com- 
 pression tube contained in the asbestos-lined chimney. 
 
 For electric ignition a pair of insulated electrodes in a plug 
 are screwed into the place of the tube igniter and operated 
 by a spark breaker. 
 
 The Charter Gasoline Pumping Engine. 
 
 Fig. 79 shows an engraving of the Charter gasoline engine 
 and pump combined. This combination was designed for any 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 125 
 
 kind of service that piston pumps are capable of. It is com- 
 pactly built, a feature which, in places where floor space is 
 valuable, is especially desirable. It is easily operated. When 
 
 through pumping, nothing remains to do but shut off the gaso- 
 line. As no special attendant is required, it is especially de- 
 sirable for filling railroad tanks, as the station agent or his 
 
126 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 assistant can take care of the engine and see that the pumping 
 is done without interfering with their regular duties, thus saving 
 the expense of employing a man to go from station to station 
 
 to fill the tanks. It is a suitable pumping engine for hydraulic 
 elevators. The gears are all machine cut, the pump cylinder 
 is brass lined, and everything about the engine and pump is 
 built on the interchangeable plan. The cut illustrates an en- 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 127 
 
 gine and pump capable of delivering 60 gallons of water per 
 minute against 100 or 200 feet head, or equivalent pressure. 
 It is self-contained and may be set in operation almost any- 
 
 
 where. The pump gear is easily detached and a pulley sup- 
 plied for temporary power use, making this combination a val- 
 uable one for agricultural work and irrigation. 
 
128 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 The Raymond Gas and Gasoline Engines. 
 
 These engines are built in three styles, all in the vertical four- 
 cycle compression type. The quadruple engine (Fig. 80), in 
 
 which there are two impulses during each revolution of the 
 shaft, are made in three sizes: 60, 85, and 100 H. p. (actual). 
 
* OF THP. 
 
 UNIVERSIT 
 
 VARIOUS TYPES OF ENGINES AND MOTORS 
 
 The duplex (Fig. 81) with a section view (Fig. 82), in which 
 one impulse is made for each revolution, are made in ten sizes, 
 from 4 to 50 H.P. (actual). 
 
 The details of construction are similar in all the styles and 
 
 
 PlG. 81. THE DUPLEX RAYMOND. 
 
 sizes. They are entirely enclosed in a base with a vent pipe at 
 the back to prevent cushioning by the pistons, and, with the 
 large flange on the front of the base, are removable for easy 
 feed-oil access to the moving parts within. 
 
 The valves are of the rotating- type and are operated di- 
 rectly from the crank shaft by a set of bevel and spur gear; 
 9 
 
130 GAS, GASOLINE, AND OIL ENGINES. 
 
 they are held to their seats by spiral springs and are supplied 
 with steel ball bearings. The valves are lubricated from sight 
 feed oil-cups. 
 
 Fig. 82 shows a section of one of the cylinders of a duplex 
 
 FIG. 82. SECTION OF THE DUPLEX RAYMOND. 
 
 with the bevel gear, secondary shaft, and spur wheels of the 
 valve gear. 
 
 The governor is placed on the fly-wheels, and is of the cen- 
 trifugal type, and regulates through piston valves the exact 
 amount of gas or gasoline mixture required for each impulse 
 to maintain a perfectly steady speed of engine under all con- 
 ditions and variations of load. 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 131 
 
 For the use of gasoline, naphtha, or light petroleum oil, a 
 glass reservoir is placed on top of the vaporizer of the capacity 
 of a half-pint which is connected to a small pump, which in 
 turn is connected to a gasoline tank. 
 
 A return pipe connects the reservoir with the tank for re- 
 turn of the surplus gasoline. The adjustable needle valve, 
 
 FIG. 83. THE RAYMOND, SINGLE CYLINDER. 
 
 which governs the supply of gasoline necessary to give the en- 
 gine its required power and steady motion, is in direct connec- 
 tion with the shaft governor and works automatically. 
 
 The hot and cold air valve, or air mixer, connects the 
 vaporizer with a jacket around the exhaust pipe, in which the 
 air is heated to more effectually vaporize the gasoline. An ex- 
 plosive starter is provided for the large engines. 
 
 Fig. 83 illustrates the Raymond single cylinder engine for 
 
132 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 gas, gasoline, or light oil, showing the cover removed to expose 
 the valve gear and adjustable spring for tightening the rotating 
 valve. It is made in ten sizes, from i H.P. (actual) to 20 H.P. 
 (actual) . 
 
 It is claimed that an economy of 1 2 cubic feet of natural 
 gas per actual horse-power has been attained, and a guaranty 
 of 15 cubic feet per actual horse-power is made. 
 
 The Sintz Gas Engine. 
 
 This engine is of the two-cycle compression type, taking an 
 impulse at every revolution, yet it is different from the usual 
 
 FIG. 84. THE SINTZ ENGINE. 
 
 action of the ordinary two-cycle non-compression type, for it is- 
 a compression engine with enclosed crank and piston connec- 
 tions, so that with the up-stroke of the piston air is drawn into 
 the crank casing and by the return stroke the air is slightly 
 compressed. When the down-stroke of the piston nears the 
 terminal, it opens an exhaust port in one side of the cylinder, 
 and at a little farther advance of the piston opens an inlet port 
 on the other side of the cylinder, through which the compressed 
 air in the crank chamber rushes to charge the cylinder, at the 
 same time the gas valve is opened by the eccentric ; or if gaso- 
 line is used, the pump injects a charge of gasoline in a fine 
 spray at the proper moment. By means of a deflector on the 
 inlet side of the piston, the incoming charge is thrown upward 
 toward the top of the cylinder, thus separating the discharging 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 133 
 
 products of the previous explosion from the fresh charge and by 
 this means obtaining a purer mixture for the next explosion. 
 
 The ascension of the piston gives a full compression and 
 time for the mixture to become uniform for ignition by tube or 
 electric igniter. It may be called a valveless engine, as , the 
 piston itself opens both the exhaust and inlet ports. A light 
 check valve only is used to check the return of the air drawn 
 into the crank chamber by the upward movement of the piston. 
 
 In Fig. 84 is represented the stationary Sintz engine, front 
 and side view. The governor is of the centrifugal type, lo- 
 
 FIG. 85. THE SINTZ DUPLEX MARINE ENGINE. 
 
 cated in the fly- wheel, where two balls held by springs operate 
 through bell-cranks the movement of a sleeve on the main 
 shaft carrying a cam, which by the position of the sleeve deter- 
 mines the operation of the cam on the gas valve, or on the 
 gasoline pump when gasoline is used. The cam is so con- 
 structed as to regulate the flow of gas or gasoline to modify the 
 explosive mixture, and not by the entire suspension of an ex- 
 plosion. 
 
 Fig. 85 shows the duplex marine engine with its reversing 
 propeller. The reversing gear operated by the lever contains 
 all the movements required for full head, slowing, dead centre, 
 slow backing, and full back one of the neatest arrangements 
 yet made for the management of boats driven by gas engines. 
 Other arrangements of the reversing lever are made so as to 
 place it in the forward part of the boat with the steering gear. 
 
134 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 A section of the Sintz cylinder (Fig. 86) shows somewhat in 
 detail the inlet and exhaust ports with the deflector on the 
 piston opposite the inlet port. The compressed air port in a 
 recess in the lower part of the cylinder shuts off a portion of 
 
 FlG. 86. THE CYLINDER. 
 
 the compressed air at the moment that the inlet port opens, by 
 which means a measured charge of fresh air is forced into the 
 cylinder at every revolution of the shaft. The slight compres- 
 sion by the down-stroke of the piston is sufficient to charge 
 the air chamber in the cylinder for an explosion charge by its 
 expansion through the inlet port during the part of the crank 
 revolution due to the amount of port opening. 
 
 The electrode entering at the top through the cylinder 
 cover makes contact and spark break by the rocking arm on a 
 spindle passing through the side of the cylinder. The time 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 135 
 
 regulation is adjusted by the insulated screw electrode, while 
 the break arm is operated by a connecting rod from the pump 
 arm ; both pump and breaker are operated by one cam. 
 
 In the gasoline stationary engines the required quantity of 
 gasoline is regulated by a needle valve operated by the gov- 
 ernor, while in the marine engines the needle valve is operated 
 by a rod extending to the steering wheel. With the extension 
 of the reversing-gear connection to the steering wheel forward, 
 all the operations for running a boat are managed by one person. 
 
 The Atkinson Gas Engine. 
 
 This unique motor, first brought out in England, and made 
 in the United States by the Warden Manufacturing Company, 
 
 
 FIG. 87. THE ATKINSON GAS ENGINE. 
 
 is of the two-cycle type, in which compression, expansion by 
 combustion, exhaust, and recharging are accomplished by the 
 motion of the piston during each revolution arc produced by a 
 toggle-joint movement across the centre line of the engine. 
 Its cyclical recurrence is seemingly a near approach to an 
 
136 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 ideal motor from the fact that the clearance is small in propor- 
 tion to the volume in the fresh charge, and therefore the explo- 
 sive effect is much greater than in motors of the four-cycle type. 
 
 Fig. 87 shows a perspective view of the engine, and Fig. 88 is a 
 sectional elevation showing the movement of the toggle connec- 
 tion in producing the four distinct movements of the piston for 
 each revolution of the shaft. 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 137 
 
 It will be noticed by a careful inspection of the sectional 
 elevation that the different operations are obtained by the addi- 
 tion of but two parts, a link which vibrates through the arc of 
 
 NOIJ.IN9I JO .LNIOd XV 
 Nl D H3d 'SSI 9* IV ' 398VHD 
 
 a circle, a connecting- rod, and by changing the position of the 
 crank shaft in relation to the cylinder. 
 
 The outer end of the piston connecting rod is attached to a 
 
138 GAS, GASOLINE, AND OIL ENGINES. 
 
 pin passing through the crank connecting rod, and the latter is 
 connected to the link. The different centres are so placed in 
 relation to each other and to the centre line of the cylinder that 
 the centre of the pin to which the piston connecting rod is at- 
 tached travels in a curve resembling the figure eight, passing 
 over the portion SC (Fig. 88) during the suction stroke, over 
 CW during the compression stroke, over WE during the work- 
 ing or explosive stroke, and over ES during the exhaust stroke. 
 
 The figure shows that the compression stroke is shorter than 
 the suction stroke, that the working stroke is almost double 
 the suction stroke, that the exhaust stroke ends with the piston 
 as close to the cylinder cover as it is possible mechanically to 
 have it, and that the working stroke takes place in one-quarter 
 of a revolution. 
 
 The clearance space beyond the terminal exhaust position 
 of the piston is so small that practically the products of com- 
 bustion are entirely swept out of the cylinder during the ex- 
 haust stroke, so that each incoming charge has the full explosive 
 strength due to the mixture used. 
 
 It is also possible to expand the exploded charge to such a 
 volume that the terminal pressure will be reduced to the lowest 
 practical point, and that, owing to the purity of the charge, the 
 greatest possible pressure will be attained at the commence- 
 ment of the expansion. 
 
 In Fig. 89 is represented an indicator card taken from an 
 1 8 H.P. engine. It is a most interesting study and shows the 
 value of a pure mixture in the quick and sharp terminal of the 
 explosive effect, occupying only about o. 09 of a second in dura- 
 tion and a pressure of 185 Ibs. per square inch, with the ex- 
 pansion line falling in good form to 10 Ibs. at the exhaust end 
 the mean pressure being 49 Ibs. , which is equal to about 80 
 Ibs. mean pressure in a four-cycle engine, considering the 
 difference in idle piston travel and comparative proportion of 
 expansion stroke. 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 139 
 
 The Webster Gas and Gasoline Engine. 
 
 These engines as now made are improvements on the 
 Lewis engine as formerly made. Fig. 90 represents the ver- 
 
140' GAS, GASOLINE, AND OIL ENGINES. 
 
 tical gas and gasoline engine, with its connections with the 
 gasoline supply, cooling tank, and muffler. The gasoline for 
 the burner runs by gravity from a small tank on the wall. The 
 vertical engines are made of 2 H. p. for power and pumping. 
 
 In Fig. 9 1 is represented the horizontal gasoline engine of 
 this company. It is of the compression four-cycle type, with 
 
 FIG. 91. THE WEBSTER GAS ENGINE. 
 
 poppet valves, tube igniter, gasoline pump, and regulating 
 valves for both gasoline and air inlet, independent of the gov- 
 ernor, which is of the centrifugal ball type, attached to the 
 main shaft, and operates a regulating cam. The reducing 
 gear from the main shaft, through a secondary shaft, operates 
 the exhaust valve and gasoline pump through the lever across 
 the front of the bed piece. 
 
 In operation, the air charge is drawn in through the pipe and 
 regulator valve from the hollow bed piece and vaporizing 
 chamber to the valve chest, the inlet valve opening by the suc- 
 tion of the piston. 
 
 When running light the governor shaft causes the exhaust 
 valve to miss its lift, as also the gasoline pump to miss its 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 14! 
 
 stroke, and thus the gasoline supply is cut off until released 
 by the governor. A small lever serves to open the exhaust 
 valve and relieve the pressure in starting the engine. 
 
 A self-starting mechanism is furnished for the larger size 
 engines, a novel and simple arrangement, consisting of a valve 
 screwed into the top of the cylinder, in which is inserted an 
 ordinary explosive match. By screwing the valve disc down 
 to make tight, the head of the. match comes in contact with the 
 seat of the valve, which produces a flash and thus ignites the 
 charge, which has been slightly compressed by turning back 
 the fly-wheel with one hand, while with the other hand the 
 operator turns the valve to its seat. 
 
 The sizes of engines made by this company are of 4, 6-J, 10, 
 15, and 20 B.H.P., and adapted for the use of gas, natural gas, 
 and gasoline. 
 
 The, Springfield Gas Engine. 
 
 The engines of the Springfield Gas Engine Company are of 
 the four-cycle compression type, adapted to the use of illumi- 
 nating gas, natural gas, producer gas, gasoline gas, and gaso- 
 line fluid by injection. 
 
 The inlet and exhaust valves are of the poppet type, actu- 
 ated by cams on a cross shaft over the cylinder head, the cross 
 shaft being driven by a longitudinal shaft and two pairs of bevel 
 gears. 
 
 The cams Nos. 18 and 19 on the cross shaft (Fig. 93) oper- 
 ate the inlet and exhaust valves by depression against in- 
 ternal pressure, the valves being also held to their seats by 
 springs. 
 
 The governor is of the horizontal, centrifugal type, run- 
 ning free on the end of the cross shaft and driven by a small 
 belt from the main shaft. Fig. 93 shows an end view of the 
 engine as fitted for gas. An air valve No. 8 and the gas valve 
 No. 35 are on a vertical spindle, which is operated by a cam, 
 rotating with the cross shaft and controlled in its longitudinal 
 
1 4 2 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 143 
 
 motion by the governor, making* an off-and-on charge. The 
 portion of air charge is fixed by the set of the air valve, and 
 the proportion of the gas charge is regulated by adjustment of 
 
 FIG. q^. THE SPRINGFIELD GAS ENGINE END VIEW. 
 
144 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 the gas valve, which is set by raising or lowering the gas-inlet 
 pipe No. 6 in the mixer No. 10 by means of the set-screws 
 No. 7. 
 
 For the use of gasoline a small supply pump, driven from 
 a cam on the longitudinal shaft, supplies the fluid to the injec- 
 tion plunger with an overflow to return the surplus to the gas- 
 oline tank. 
 
 Fig. 94 is a side view of the engine as arranged for control- 
 
 FlG. 94. GASOLINE REGULATOR. 
 
 ling the fluid injection. The air-inlet pipe is attached to the 
 side of the mixing tank; the gasoline pipe from the supply 
 pump enters at No. 72. No. 56 is the injector plunger, and 
 No. 57 the air- valve stem. 
 
 With a gravity feed the supply . pump is dispensed with. 
 Electric ignition is used. The device is embodied in a flanged 
 chamber bolted to the head of the cylinder, as shown in Figs. 
 93 and 94, and the construction is detailed in Fig. 95. The 
 upper electrode No. 34 vibrates as a current breaker, and is 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 145 
 
 operated by a snap cam and spring lever at No. 20 in Fig. 93. 
 The lower electrode is insulated and has a screw movement 
 for adjusting the separation of the electrodes. 
 
 The battery connections are made on the head of the cylin- 
 
 FlG. 95. THE IGNITER. 
 
 der at the binding post 82, and to the insulated electrode at 25. 
 The battery plant consists of four (more or less) Edison- 
 Lelande cells in series, a sparking-coil, and switch, as shown 
 in Fig. 96. The sparking-coil is more fully described on page 
 75, in the chapter on ignition devices. The switch should 
 always be turned off when the engine is not running, to save 
 battery waste. 
 
 10 
 
146 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 The Springfield Gas Engine Company builds eleven sizes 
 of gas and gasoline engines, from i to 40 B. H. p. Full details 
 for running these engines, with reference and key to the parts 
 as figured, are given in their book of instructions. 
 
 The Foos Gas and Gasoline Engine. 
 
 The engines of the Foos Company are built in the horizon- 
 tal and vertical style, and of 16 sizes from 2-J- to 100 B.H.P. 
 
 FIG. 96. THE BATTERY. 
 
 They are all of the four-cycle compression type, with poppet 
 valves.' Fig. 97 represents the horizontal engine as connected 
 for the use of gasoline. 
 
 The exhaust valve on the opposite side of the cylinder in 
 the cut is lifted by a rock shaft and arms operated by a con- 
 necting-rod inside of the engine base, leading to a cam on the 
 reducing-gear. The adjustable spring closes the exhaust 
 valve. The regulation is made by mischarges of gas or gaso- 
 line by an interrupter device on the charge push-rod leading 
 from a cam on the secondary gear. The governor L is of the 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 147 
 
148 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 horizontal centrifugal type, driven by a band from a pulley on 
 the main shaft. The movement of the governor operates a 
 lever, which makes a hit-or-miss contact between the push rod 
 and the pump rod, as may be traced by inspection of the cut 
 (Fig. 97). 
 
 When gas is used, the pump is removed and a lever attach- 
 ment made in place of the pump rod, which operates a gas 
 
 FIG. 98. THE ELECTRODES. 
 
 valve for intermittent discharges into the air-inlet pipe, in 
 the same manner that the gasoline injection is made, and con- 
 trolled in the same way. 
 
 The charging and exploding chamber is shown at B (Fig. 
 97), and the details of its operation are shown in Fig. 98. The 
 air is drawn in by the suction of the piston through the valve 
 shown at X Y, the spindle of which passes through a subcham- 
 ber connecting with the air pipe, and is regulated in its ten- 
 sion by a spiral spring and adjusting nut. The electrodes are 
 shown at D and E, D being an insulated spring with its bat- 
 tery connection at D, and the opposite electrode is connected 
 to the plug at S. The electrode E is revolved by the oscil- 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 149 
 
 lating and sliding bar F, Fig. 97, one end of which is con- 
 nected to an adjustable crank pin on the secondary gear, and 
 the other to the crank of the electrode E. The slide pivot, 
 as observed near the middle of the bar, enables the bar to 
 transmit a circular motion to the electrode in an opposite di- 
 rection from the motion of the pin on the secondary gear 
 wheel. The time of sparking is regulated by moving the driv- 
 ing-pin in its circumferential position by turning the slotted 
 plate K, in which the pin is set. The proper moment is at the 
 end of the forward stroke of charge compression. A relief 
 valve G is provided for relieving the pressure in the cylinder 
 when turning over the fly-wheel for starting. 
 
 The speed of the engine may also be controlled by com- 
 pressing or loosening the governor springs, by means of the 
 nuts at each end of the springs. 
 
 The electric batteries are of the Edison-Lelande type in 
 series. 
 
 T/ie Dayton Gas and Gasoline Engine. 
 
 The engines of the Dayton Gas Engine and Manufacturing 
 Company are built in the vertical and horizontal style, and also 
 mounted as a portable engine on a wagon for agricultural pur- 
 poses. They are of the four-cycle compression type, with the 
 valve chamber on the top of the cylinder in the horizontal 
 style, with poppet valves operated by straight-line push-rods 
 from cams on the secondary shaft. The exhaust-valve rod 
 with a back spring is on one side, and the admission valve with 
 a positive cam motion and back spring is on the other side of 
 the valve chamber, while between is the igniter rod, also ope- 
 rated by a cam all having straight-line motions. The gas or 
 gasoline valve is also operated by a rod and push-point, which 
 is controlled by the governor. 
 
 The governor is of the horizontal, centrifugal style, 
 mounted on the main shaft, adjusted by springs, and so ar- 
 ranged that the engine speed is regulated by hit-and-miss 
 
150 GAS, GASOLINE, AND OIL ENGINES. 
 
 charges of gas or gasoline. The ignition is electric. The 
 spark is produced by the end of the push-rod passing an insu- 
 lated stem in the mixing- chamber, and made adjustable by a 
 movable collar and handle between spiral springs. The han- 
 dle on the igniter rod allows the electrodes to be readily cleaned 
 
 FIG. 99. THE DAYTON ENGINE. 
 
 by vibrating the rod. The battery and sparking-coil is simi- 
 lar to those described with other engines. A match igniter for 
 starting is also provided. 
 
 The Dayton is built in eleven sizes, from 2 to 50 H.P., and 
 arranged for using natural and producer gas, illuminating 
 gas, and gasoline. 
 
 The Victor Vapor Engine. 
 
 The engines of Thomas Kane & Co., are of the four-cycle 
 compression type, with poppet valves, ignition by hot tubes or 
 electric battery and double sparking-coil. 
 
 Fig. 100 is a view of the engine as fitted for gasoline with 
 hot-tube igniter, with one fly-wheel off to show the arrange- 
 ment of the valve gear. A cam on the secondary gear drives 
 the push-rod lever of the exhaust valve, which is held back by 
 a spiral spring. The governor is of the horizontal centrifugal 
 type, revolving on the main shaft, and by overspeed carries 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 
I$2 GAS, GASOLINE, AND OIL ENGINES. 
 
 the roller of the push-rod lever on to the governor eccentric, 
 holding the exhaust valve open. 
 
 The gasoline pump forces the gasoline into a small cup over 
 the vaporizer, with an overflow back to the gasoline tank. 
 The gasoline is fed to the vaporizer by a small valve and sight- 
 feed cup, and comes in contact with the hot air drawn from 
 the exhaust heater, which is a casing placed around the exhaust 
 pipe and connected with the vaporizer by a side neck at the top 
 of the vaporizer. 
 
 Thus the gasoline coming in contact with the hot air from 
 the heater on extended surfaces inside of the vaporizer is com- 
 pletely vaporized and mixed with the air to saturation before 
 it enters the admission valve, which opens by the suction of 
 the piston. 
 
 Any accidental surplus of gasoline that may enter the va- 
 porizer will drop into an extension of the vaporizer below the 
 engine feed pipe, and flow back to the gasoline tank. An in- 
 dexed regulating valve in the vapor pipe near the admission 
 valve serves to regulate the flow of saturated vapor to the ad- 
 mission valve, where it is mixed with a further portion of air 
 drawn in by the piston to make a proper explosive mixture. 
 
 The electric igniter is entered through the walls of the ex- 
 haust-valve chamber, which is directly connected with the 
 inlet-valve chamber. It makes a double spark by a revolving 
 mechanism driven from the secondary gear wheel and is ad- 
 justable, so that a spark takes place, one just before and one 
 just after final compression this being one of the peculiar fea- 
 tures of this engine, from which a high efficiency is claimed; 
 the other being the thin cylinder walls, as devised by Mr. Pen- 
 nington. 
 
 In Fig. 10 1 the same engine is shown ready for gas connec- 
 tion, the operation of which is the same as for gasoline, as far 
 as the valve action and regulation is concerned. 
 
 The sizes of the "Victor" are at present of 2, 3f, and 5 
 B.H.P. 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 153 
 
 iir 
 
154 GAS, GASOLINE, AND OIL ENGINES. 
 
 The Wolverine Motor. 
 
 The engines of the Wolverine Motor Works are in the ver- 
 tical style, for both stationary and marine power, as also for 
 car-motor service. They are of the two-cycle and four-cycle 
 compression type, with poppet and cylinder port valves. The 
 stationary engines are for gas or gasoline of any grade from 
 
 Flt_i. 102. THE JUNIOR STATIONARY. 
 
 .63 to. 76 gravity. The marine engines use an injection of 
 gasoline fluid into an air chamber, from which the vapor-ancl- 
 air mixture is drawn into the closed crank chamber by the up- 
 ward stroke of the piston. 
 
 The junior stationary engine (Fig. 102) is of the four-cycle 
 class, taking its charge of gas or gasoline by the suction of the 
 piston, compressing by the upward stroke, and exploding by a 
 tube or electric igniter. The gasoline pump as shown in the 
 cut is operated by a bell-crank lever and roller running on an 
 eccentric on the secondary gear. The exhaust valve is ope- 
 rated from a cam also on the secondary gear. The speed is 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 55 
 
 controlled by a simple governor, which consists of a single bar 
 of steel, operating by the inertia of vibration. The junior is 
 made with single cylinders from i to 6 H. p. , and with double 
 cylinders of 8 and 12 H. p. 
 
 In Fig. 103 is illustrated the two-cycle stationary motor. 
 The charging- chamber and valve are located at the upper end 
 of the cylinder, and the exhaust ports at the lower end of the 
 
 FIG. 103. THE TWO-CYCLE STATIONARY. 
 
 stroke in the walls of the cylinder, and are uncovered by the 
 piston at near the end of its down-stroke. The operation is as 
 follows : The up-stroke of the piston draws a charge of air and 
 gas into the crank chamber of engine, the down-stroke com- 
 presses the gas slightly in the base, and when the piston is 
 near the end of the down-stroke a port is opened in the cylin- 
 der head which permits the compressed gas in the crank 
 chamber to pass through a passage at the side of the cylinder 
 through the open port of the cylinder head into the upper end 
 of the cylinder. The next up-stroke of the piston compresses 
 the explosive gas mixture, and when the piston is near the end 
 
I 5 6 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 of the tip-stroke the charge of explosive gas is exploded by an 
 electric spark, which drives the piston down, When the pis- 
 ton is near the end of the down- stroke it uncovers an annular 
 port on the side of the cylinder which permits the exhaust to 
 escape, and immediately after the exhaust port opens, the port 
 in the cylinder head is opened, admitting a new charge, at the 
 same time driving the balance of the exploded charge out of 
 the exhaust port. This is repeated at every revolution. 
 
 FlG. 104. THE MARINE ENGINE. 
 
 The stationary engines are made in sizes of f, i, 2, and up 
 to 12 H.P. 
 
 In Fig. 104 is illustrated the Wolverine single-cylinder ma- 
 rine engine. Its principles of action are the same as in the 
 stationary engine, with the addition of a water-circulating 
 pump driven from an eccentric, through a rock shaft; a re- 
 versing gear by which the motion of the engine is reversed, 
 the same as with marine steam engines. It is reversed while 
 running, and requires no handling of the fly-wheel for reversal. 
 It is made in sizes of f, i, 2, 4, and 6 H.P., with boat shaft and 
 propeller complete. 
 
Of THR 
 
 | UNIVER? 
 OF 
 
 VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 157 
 
 In Figs. 105 and 106 are illustrated the double-cylinder ma- 
 rine engines of this company. The eccentric on this engine 
 operates the water pump and exploders for both cylinders, both 
 for the forward and backward gear. 
 
 The generator is a pipe with an open fitting containing an 
 air-check valve and a needle valve for adjusting the gasoline 
 injection. The generator pipe leads to each crank-shaft cham- 
 
158 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 ber, with a light check to each opening to prevent back draught 
 from one cylinder to the other by the alternate strokes of the 
 pistons. The down-stroke of the piston opens an exhaust port 
 through the walls of the cylinder, and at the same time com- 
 presses the explosive mixture that has been drawn in at the 
 
 previous up-stroke of the piston. A connection between the 
 crank chamber and a valve chamber on top of the cylinder 
 head allows the compressed air-and-vapor mixture to flow 
 through a piston valve into the cylinder at the moment that 
 the pressure is relieved by the exhaust. The return up-stroke 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 159 
 
 compresses the gas mixture, which is exploded by the trip of 
 the electric exploding-device. By a novel arrangement of 
 sector and lever the engine is reversed. 
 
 Another device for reversing the propeller wheel, made by 
 this company, is a double concentric shaft with a sleeve and 
 lever, by which the longitudinal shifting of the centre shaft 
 causes the blades to turn for stopping or backing. 
 
 TJic Fairbanks-Morse Gas Engine. 
 
 The engines of Fairbanks, Morse & Co. are all of the four- 
 cycle compression type. The horizontal style is built in eleven 
 sizes, from 3 to 70 B.H.P., and the vertical style of 2 B.H.P. 
 The design of these engines, which is mostly based on the 
 Caldwell-Charter patents, has a simplicity of construction in 
 which the least number of moving parts has been a leading 
 feature. 
 
 The valves are of the poppet type, the exhaust valve being 
 operated by a direct line push-rod with a roller contact with 
 the cam on the secondary gear ; the roller being thrown on or 
 off the cam by a bell-crank arm moved by the governor. 
 
 The governor is of the centrifugal type attached to the fly- 
 wheel, counterbalanced by spiral springs and made adjustable 
 by set nuts. 
 
 To the exhaust valve push-rod is attached an arm that ope- 
 rates the gas inlet-valve in connection with the air pipe extend- 
 ing from the base of the engine. The gas valve has an index 
 valve to regulate the flow of gas. 
 
 A mixing-chamber in the head of the cylinder is insulated 
 from the combustion chamber by an inlet-check valve, self- 
 operating, held to its seat by a spring, and entirely enclosed 
 w r ithin the mixing-chamber by the flanged projection from the 
 cylinder head. This arrangement makes this a free-working 
 valve and avoids leakage or undue friction. 
 
 Hot tube and electric ignition are used as preferred. The 
 
i6o 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 electrodes are located in the head of the cylinder, with its 
 sparking- - device operated by the exhaust - valve push -rod 
 through a second push-rod and arms. 
 
 The engine as arranged for gas is shown in Fig. 107. 
 The gasoline engines (Figs. 108, 109, no, and in) of va- 
 rious sizes represent the arrangement for gasoline. They 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 161 
 
 have a gasoline pump attached to the base of the engine di- 
 rectly under, and driven by a crank pin on the face of the ex- 
 haust eccentric. The pump drawing a supply from a tank 
 placed in a safe place below the level of the pump, discharges 
 into a small reservoir (P in Fig. 109, and also shown in the cyl- 
 inder heads of Figs. 108 and no), and overflows the surplus 
 back to the tank. A small valve K in the reservoir P regu- 
 
 FlG. 108. THE FAIRBANKS-MORSE GASOLINE ENGINE, 3 TO 5 H.P. 
 
 lates the flow of gasoline to the mixing-chamber. In the air 
 pipe is a nozzle leading to the reservoir P, and the ingoing air 
 draws from the nozzle the proper amount of gasoline to form 
 a perfectly combustible mixture of gasoline and air. 
 
 Each suction of the engine draws up fresh gasoline from 
 the reservoir P, and always the same quantity, as controlled by 
 the supply or throttle valve K. 
 
 The self-starting devices are shown in Figs, in and 112, 
 and consist of a small hand air-pump for medium-sized engines, 
 
 ii 
 
1 62 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 I6 3 
 
164 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 165 
 
166 GAS, GASOLINE, AND OIL ENGINES. 
 
 FIG. 113. THE VERTICAL ENGINE, SHOWING RATCHET CRANK FOR STARTING ENGINE. 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 167 
 
 FIG. 114. THE VERTICAL GEARED ENGINE ON ONE BASE FOR PUMPING AND HOISTING. 
 
168 GAS, GASOLINE, AND OIL ENGINES. 
 
 and a hand crank pump on the larger size attached to the base 
 of the engine. A small receptacle in the base of the pump is 
 charged with gasoline of sufficient quantity for a single engine 
 charge. The operation of the pump then charges the cylinder, 
 and a match exploder fires the charge. 
 
 The small vertical engines of this company are illustrated 
 in Figs. 113 and 114, for power and pumping purposes. 
 
 The bearings, crank, and valve gear are enclosed in 
 the base and run in an oil bath, so that the piston and other 
 moving parts are perfectly lubricated by the dash of the 
 crank. 
 
 Fig. 113 shows the ratchet crank for starting the engine, 
 and Fig. 114 shows the geared engine 011 one base as used for 
 pumping or hoisting. 
 
 The Ruger Gas and Gasoline Engine. 
 
 The Ruger gas and gasoline engines are built in the verti- 
 cal style, as in Fig. 115, of i, 2-J-, 5, and 8 B.H.P. ; and in the 
 horizontal style, of TO, 15, 20, 25, 30, 35, and 50 B.H.P. They 
 are of the four-cycle compression type ; are arranged for gas, 
 gasoline vapor or liquid, natural and producer gas. The gas 
 engines have three poppet valves in two valve chambers, and 
 the gasoline engines have only two poppet valves in one 
 valve chamber. 
 
 Any of the valves can be quickly removed, cleaned, and 
 replaced by the unscrewing of a plug. The adjustments 
 are simple, and the ignition by hot tube or electric spark, as 
 desired. 
 
 The governing, is : accomplished : by controlling . the exhaust 
 valve; that is, holding it open when the speed is above the 
 normal. The governor is located in the secondary gear, and 
 by its centrifugal action retards the closing of the exhaust 
 valve thus relieving the piston from doing work by com- 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 169 
 
 PIG. 115. THE RUGE'R VERTICAL GASOLINE ENGINE. 
 
 PIG. 116. THE RUGER HORIZONTAL GAS ENGINE, 15 H.P. 
 
GAS, GASOLINE, AND OIL ENGINES. 
 pressing idle charges of air when the engine is running 
 
 The large sizes for electric lighting are built double, with 
 impulse at every revolution of the shaft. For 30 H. p. and over, 
 a self-starting device is provided. The gasoline pump is driven 
 by an adjustable lever and rod operated from a cam on the re- 
 ducing-gear. 
 
 PlG. 117. THE RUGER, 10 H.P. 
 
 The pumping engines are vertical, and carry the pump and 
 gear on the same base. 
 
 The igniting device is hot tube or electric, as preferred. 
 
 A special starting-device is furnished with the large en- 
 gines. 
 
 The American Gas Engine. 
 
 The American Gas Engine Company have the control of 
 the American patents of the Griffin gas engines, and of Dick 
 Kerr & Co. of London, and Kilmarnock in Scotland. The 
 Western Gas Construction Company are the manufacturers of 
 these engines in all the patterns as made in Europe. 
 
 In Fig. 118 is illustrated their four-cycle compression en- 
 gine, with poppet valves operated from a longitudinal cam 
 shaft driven by spiral gear the gas and air inlet entering 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 I/I 
 
1/2 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 173 
 
 through the cylinder head. The exhaust is on the opposite 
 side of the cylinder ; its valve is operated by a lever and roller 
 from a cam on the valve-gear shaft. 
 
 In Fig. 119 is illustrated the double-acting engine of this 
 company. Tt is essentially of the Griffin style as made in Eu- 
 rope, with an impulse on each side of the piston. The piston 
 rod works through a stuffing-box in the front end of the cylin- 
 der, with the connecting-rod carried in a cross-head working in 
 
 FIG. 120. THE GRIFFIN DOUBLE-ACTING CYLINDER, TWO-CYCLE TYPE. 
 
 a slide frame, as in ordinary steam-engine practice. All the 
 valves are of the poppet type, operated by cams on a single 
 cam shaft, giving positive movement to every working part. 
 Tube or electric ignition. 
 
 A ball governor, operated by bevel gear from the cam shaft, 
 controls the gas inlet valve for both ends of the cylinder. The 
 timing-valves are slide valves, also operated by cams on the 
 cam shaft, and so arranged that the time of ignition can be 
 adjusted and made uniform independent of the eccentricities of 
 the hot tube. 
 
 In Fig. 120 is represented the construction of the cylinder 
 
174 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 of the engine as made in England, showing the water-cooling 
 jacket around the piston rod. 
 
 As a double-acting engine using the fourth stroke of the 
 piston each way as an impulse stroke, it makes the action of 
 the engine equivalent to a two-cycle type for steadiness of run- 
 ning. The single-acting engines are made in six sizes, from 
 i to n^ B. H.P. The double-acting engines are made also in 
 six sizes, from 4 to 18-^ B.H.P. 
 
 The Vreeland Gas Engine. 
 
 This engine is designed in the four-cycle compression type, 
 with the principal exhaust through ports in the cylinder, un- 
 
 FlG. I2i. THE VREELAND GAS ENGINE. 
 
 covered by the piston at the end of the explosive stroke. It 
 has also a supplementary exhaust valve in the head of the cyl- 
 inder for completing the exhaust by the return stroke. The 
 supplementary exhaust valve is operated by a lever across the 
 cylinder head and a push-rod moved by a cam on the reducing 
 gear. 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 175 
 
 The supplementary exhaust valve has a free communica- 
 tion by a pipe with the main exhaust. Both the cylinder and 
 cylinder head have a water-cooling circulation. An indepen- 
 dent push-rod from the gas-valve stem to a cam on the reduc- 
 ing-gear is controlled in its motion by the lateral movement of 
 a roller, which is actuated through a bell-crank lever from the 
 centrifugal ball governor. The governor is on a vertical 
 spindle driven by a bevel gear attached to the reducing-gear 
 thus making a mischarge at the moment that the speed ex- 
 ceeds the normal adjustment of the governor. 
 
 Ignition is by hot tube on top of the combustion chamber. 
 
 A relief cock at mid-stroke facilitates easy starting. These 
 engines are built in seven sizes, from 2 to 20 B.H.P. 
 
 The Backus Gas Engine, 
 
 The engines of the Backus Water Motor Company are built 
 in the horizontal and vertical styles, as illustrated in Figs. 123 
 and 124. The horizontal engines are built in fifteen sizes, 
 
 FIG. 122. THE BACKUS HORIZONTAL GAS ENGINE. 
 
 from 5 to 60 B.H.P. They are of the four-cycle compression 
 type, with the principal exhaust ports in the side of the cylin- 
 der opened by the piston at the end of the impulse stroke. 
 They have also a supplementary exhaust valve in the cylinder 
 head, with its exhaust passage connecting with the main ex- 
 
GAS, GASOLINE, AND OIL ENGINES. 
 
 haust. The exhaust push-rod is operated by an eccentric on 
 the reducing-gear shaft, and carries a pendulum governor piv- 
 oted in the square box seen in the illustrations of the horizon- 
 
 tal engines (Figs. 122 and 123). The push-blade of the gover- 
 nor is pivoted in the same box as the pendulum, with one end 
 loosely locked in a Y-extension of the pendulum. The adjust- 
 ment can be made while the engine is running, by a small 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 177 
 
 screw seen in the front side of the small box, which com- 
 presses a spiral spring against a lug extending upward from 
 the pendulum socket. The concave piston and cylinder head 
 
 FlG. 124. THE BACKUS VERTICAL GAS ENGINE. 
 
 are used in the Backus engines for the greatest volume in the 
 combustion chamber with the least wall surface. 
 
 The Backus vertical engine is illustrated in Fig. 124, and a 
 section in Fig. 125. The valves are of the poppet type. The 
 exhaust valve has its motion controlled by a cam on the reduc- 
 
 12 
 
GAS, GASOLINE, AND OIL ENGINES. 
 
 ing-gear, while the gas valve is governed by a centrifugal gov- 
 ernor in the pulley. The governing is by limiting or shutting 
 off the gas, but the general regulation is made by an index 
 valve. The gas inlet is through the air-inlet valve seat, so that 
 when the engine stops the air valve closes the gas inlet by the 
 
 FIG. 125. VERTICAL. SECTION OF THE BACKUS GAS ENGINE. 
 
 action of its spiral spring, which is not shown. This is inde- 
 pendent and automatic, and prevents the escape of gas by leav- 
 ing the gas valve open. 
 
 The concave piston and cylinder head are shown in the cut ; 
 the gas inlet at #, combined gas-and-air valve at b, and the ex- 
 haust valve at d. 
 
 The Hartig Gas Engine. 
 
 The engines of the Hartig Standard Gas Engine Company 
 are all made in the vertical style for gas or gasoline vapor, 
 
UNIVERS: 
 
 VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 from a carburetter that gives a saturated air-vapor mixture, 
 which is not explosive until a further admixture of air in the 
 mixing-chamber of the engine completes its explosive quality. 
 
 FIG. 126. THE HARTIG GAS ENGINE. 
 
 The engines are of the four-cycle compression type ; ignition 
 by hot porcelain tube or electric spark, and time igniter for the 
 hot tube. The valves are of the poppet type. The exhaust 
 
i8o 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 valve is operated from a reducing-spur gear by crank pin, rod,, 
 and lever. The governor is of the centrifugal lever type, con- 
 nected to a cam sleeve that has a circular motion by the move- 
 ment of the balls, and a longitudinal motion by a spiral slot in 
 
 
 FIG. 127. THE HARTIG PUMPING ENGINE. 
 
 the sleeve moving over a fixed pin in the main shaft. By this. 
 means the longitudinal movement of the sleeve rides the push- 
 rod roller of the gas valve on to or off the cam, in such a way 
 as to graduate the gas charges to meet the speed emergency. 
 
 The adjustment of the governor is made by spiral springs 
 holding the balls in the position for normal speed. 
 
VARIOUS TYPES OF ENGINES AND MOTORS. l8l 
 
 The inlet-valve stem carries a double disc. The lower one 
 is proportionally small for the gas passage, while the air is 
 drawn in between the discs, the upper and larger valve dis- 
 charging the mixture into the explosion chamber. 
 
 Fig. 126 illustrates the power engine, which is made in sev- 
 eral sizes, from -J to 8 B. H. p. 
 
 Fig. 127 represents the pumping attachment operated from 
 spur gear, all fixed complete on one base. 
 
 These engines as observed run on a consumption of from 
 1 8 cubic feet of gas in the larger sizes to 20 cubic feet in the 
 smallest size per horse-power per hour. The pumping engines 
 are of a capacity to force water to the highest city buildings. 
 
 The Allman Gas and Gasoline Engine. 
 
 The Allman engines are built in both the horizontal and 
 vertical style. The horizontal engine (Fig. 128), in several 
 
 FIG. 128. THE ALLMAN GAS AND GASOLINE ENGINE. 
 
182 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 sizes from 2 to 15 B.H.P., is of the four-cycle compression type, 
 mounted on a substantial iron base. The valves are of the 
 poppet type, the exhaust valve being operated by a cam on the 
 reducing-gear, and a roller disc on a lever actuating a second 
 
 FIG. 129. THE ALLMAN VERTICAL. 
 
 lever at the valve stem through a connecting rod. The gov- 
 ernor is a novel application in its adaptation to both governing 
 and in balancing the crank motion. 
 
 The block shown on the hub of the fly-wheel (Fig. 128) is 
 the frame plate of the governor, which supports a radial pin 
 on which slides a rectangular block of steel, with angular 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 183 
 
 grooves on each side, in which the pins of a yoke lever slide 
 by the centrifugal action of the steel block. 
 
 The other end of the yoke lever has also a yoke that strad- 
 dles the sliding-sleeve on the main shaft, in which are pins en- 
 
 PlG. 130. THE ALLMAN VERTICAL, ?< H.P. ACTUAL. 
 
 tering a groove in the sleeve, and thus by the centrifugal ac- 
 tion of the sliding steel block controls the movement of the 
 sleeve in the direction of the axis of the shaft. 
 
 At the outer end of the radial pin, a spiral spring adjusted 
 by a nut and check nut holds the steel sliding-block to the 
 proper position at the normal speed of the engine. By the ad- 
 
1 84 GAS, GASOLINE, AND OIL ENGINES. 
 
 justment of the tension of the spring, the governor controls 
 the engine at any desired speed. 
 
 A second groove in the sliding-sleeve operates a yoke lever 
 and bell crank, touching the gas-valve stem with an adjusting 
 screw thus regulating the gas charge volume or cutting off as 
 required. 
 
 The vertical engine, of this company (Fig. 129) are made 
 on the same general principles as the horizontal type, and of 2, 
 3, and 4 B. H.P. 
 
 The governor on the vertical engine is of the horizontal, 
 centrifugal ball type, with bell-crank movement of a sleeve on 
 the main shaft the governor being located in the pulley. 
 
 The lever, which is operated by a groove in the governor 
 sleeve, extends down to and ending with a roller disc that rides 
 on an adjustable wedge, resting on the arm of a rock shaft, the 
 opposite arm of which lifts the gas-valve stem. 
 
 The range of travel of the push-roller on the wedge is lim- 
 ited by the governor, and thus makes a variable charge of gas. 
 
 The smallest size vertical of f B.H.P. (Fig. 130) are con- 
 structed on the same general principles as the larger engines, 
 but with a pedestal and base in one solid piece. The govern- 
 ing is in the same line as described for the larger vertical en- 
 gines, but is applied to the exhaust valve, which is made to 
 open partially or fully, or remain closed for regulating the 
 speed the wedge action for the exhaust valve being the same 
 as for the gas charge in the other engines. 
 
 The Nash Gas Engine. 
 
 The Nash engines are built by the National Meter Com- 
 pany. They are of the vertical style, in nine sizes from to 
 10 H.P. with single cylinders; and in ten sizes from 10 to 200 
 H.P. with double and quadruple cylinders. The smaller en- 
 gines are of the two-cycle compression type, taking an impulse 
 at every revolution in each cylinder, thus making the action of 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 185 
 
 FIG. 132. THE NASH VERTICAL ENGINE, SINGLE CYLINDER. 
 
1 86 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 FlG. 133. THE NASH DOUBLE CYLINDER ENGINE, 10 TO 75 H.P., SPECIALTY FOR 
 ELECTRIC LIGHTING. 
 
 the double-cylinder engines- equivalent to the action of a single- 
 cylinder steam engine or an impulse at each half-revolution of 
 a single crank. 
 
 The double-cylinder engine (Fig. 133), the single cylinder 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 187 
 
 with double fly-wheel (Fig. 132), and the sn all single cylinder 
 with one fly-wheel (Fig. 1 34) represent the general appearance 
 of the engines of this company. They are all adapted for the 
 
 FIG. 134. THE NASH, SMALL SIZES. 
 
 use of illuminating gas, gasoline, natural or producer gas. Ig- 
 nition is by hot tube or the electric spark, as desired. 
 
 The larger engines have poppet valves, and are of the four- 
 cycle compression type, and are now made in one-, two-, and 
 four-cylinder vertical style, with reducing-gear and cam shaft, 
 which operates the inlet and exhaust valve by direct-acting 
 push-rods with back springs. The inlet-valve push-rods have 
 
188 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 bracket arms with pivoted push-blades that regulate the gas 
 charge by the governor through a rock shaft and levers, which 
 trip the push-blade contact for each gas-inlet valve. 
 
 This class of two- and four-cylinder engines is built in 
 
 FIG. 135. SIDE SECTION ELEVATION. 
 
 many sizes, ranging up to 200 B.H.P. , with multipolar genera- 
 tors on the same base for electric lighting. Also combination 
 pumping engines on a single base for deep wells ; also combi- 
 nation engines and air compressors adapted to any required air 
 pressure. 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 189 
 
 Some of the smaller Nash engines and the small pumping 
 engines are provided with piston valves. In the two-cycle en- 
 gines a combustion chamber is formed in the head of the cyl- 
 
 FIG. 136. END SECTION ELEVATION. 
 
 inder, as seen in the sections (Figs. 135 and 136) into which 
 the supply port and inlet valve opens. The lower end of the 
 cylinder opens into a closed crank chamber, into which the gas- 
 and-air mixture is drawn by the upward motion of the piston, 
 through the mixing valve not shown. By the design of the 
 
190 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 mixing- valve the inflow of gas and air is adjusted partly by the 
 relative proportions of the valve-seat openings. The flow of 
 
 FIG. 137. GAS VALVE. 
 
 gas is further controlled by an independent index-gas valve 
 (Fig. 137), so that the charge is always uniform in quality and 
 density. By the downward motion of the piston the mixture 
 
 FIG. 138. THE EXHAUST PORTS. 
 
 is compressed in the close crank case, and is supplied to the 
 combustion chamber through a passage shown in Fig. 135, 
 passing a valve, K, operated and controlled by the governor, for 
 
VARIOUS TYPES OF ENGINES AND MOTORS. IQI 
 
 the purpose of varying the mixture charge to the needs for uni- 
 form engine speed. The larger inlet valve at the end of the 
 passage is opened by a cam on the main shaft through a roller 
 contact and push-rod, and closed by a spring. 
 
 The piston igniter is also a timing- valve, having a cavity. 
 
 FIG. 139. THE NASH VERTICAL WITH PISTON VALVE. 
 
 globular in shape, that receives its charge through a tangential 
 opening that produces a vortical motion by which the gas and 
 air are thoroughly mixed, and by a further movement of the 
 piston the cavity is fired and the burning contents projected 
 into the combustion chamber of the cylinder. It receives its 
 motion from an eccentric on the shaft and a connecting rod. 
 These engines exhaust through ports in the cylinder at the 
 
 I 
 
 OF THK 
 
1 9 2 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 end of the piston stroke into an annular chamber on the out- 
 side of the cylinder wall. In Fig. 138 is shown the exhaust 
 port chamber, cover off, with the ports in sight. This is one 
 
 V,..' 
 
 of the earlier styles of the Nash engine with the gas-index 
 valve opening through the side of the cylinder, with its inlet 
 port uncovered during part of the upward stroke of the piston. 
 In Fig. 139 is shown the vertical engine, with the piston-ig- 
 nition valve separate at the left of the engine cut. It is also 
 shown in Fig. 32, in the chapter on ignition devices. 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 193 
 
 The Nash horizontal pumping engine (Fig. 140) is espe- 
 cially adapted for elevating water to the upper floors of build- 
 ings. It is of the two-cycle type, with piston gas and exhaust 
 valves operated from eccentrics on the crank shaft. It is ope- 
 rated with either gas or gasoline. 
 
 The pump is located vertically within the engine frame, 
 with a bell-crank lever above, and connecting rods to pump 
 and engine pistons. This is the smallest engine made by this 
 company, has a three-inch cylinder, four-inch stroke, and is 
 equal to -^ B.H.P. in water delivered, or 100 gallons 100 feet 
 high per hour. 
 
 The Prouty Electro-Gasoline Engine. 
 
 The engines of The Prouty Company are built in the 
 vertical style, from 5 H. p. upward. It is designed for station- 
 ary and road- wagon service, and for this last purpose the water- 
 cooling arrangement is a departure from the practice in other 
 engines, by the use of a small metal tank placed directly over 
 the cylinder, as shown in the cut (Fig. 141). By the quick and 
 direct circulation, the evaporation of the warm water and 
 radiation of the tank surface are sufficient to keep the cylinder 
 walls at the proper temperature. 
 
 The engines are of the four-cycle compression type, using 
 poppet valves with electric ignition by contact points, ope- 
 rated from a cam on the reducing-gear shaft. 
 
 Primary or storage batteries are used. The governor is 
 located on a disc attached to the reducing-shaft. 
 
 A gasoline pump, on the level with the tank at the left in 
 the cut, is driven by a cam on the governor shaft and con- 
 trolled by the governor. The gasoline is thus discharged in 
 regulated quantity against the bottom of the intake valve ; its 
 opening is automatically closed, so that there is no possibility 
 of spilling or discharge from the air inlet by the jarring or tip- 
 ping of a wagon or carriage which the engine is driving. The 
 pump has a positive throw controlled by the governor, which 
 13 
 
194 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 itself is not influenced by the jostling- of a vehicle. The design 
 of this engine was in view of its adaptation for driving road 
 and traction wagons. It is also built for stationary power. 
 
 PIG. 141. THE PROUTY ELECTRO-GASOLINE ENGINE. 
 
 A peculiar muffler made by this company gives a silent dis- 
 charge of the exhaust so desirable in road and street motors. 
 
 Ignition by spark takes place in the inlet throat, between 
 the valve chamber and cylinder, and at such time as to avoid 
 the jar from sudden explosion at the exact end of the stroke of 
 the piston. 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 195 
 
 The Lambert Gas and Gasoline Engine. 
 
 The engines built by the Lambert Gas and Gasoline Engine 
 Company are all of the horizontal four-cycle type. They are 
 
 FIG. 142. THE LAMBERT ENGINE, FRONT END VIEW. 
 
 scheduled in fifteen sizes, from i to 40 B.H.P. The valves are 
 all of the poppet type and are operated by a secondary shaft and 
 
 FIG. 143. EXHAUST VALVE BOX, WATER HEAD OFF. 
 
 worm reducing-gear. The exhaust valve is opened by a lever 
 across and under the end of the cylinder, the lever having a 
 roller riding against a cam on the secondary shaft. The ex- 
 
196 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 haust chamber (Fig. 143) has a water circulation through a 
 jacket, and the cylinder head is also jacketed and connected, 
 so that there can be no leak into the cylinder from the water 
 circulation. 
 
 In Fig. 144 is shown the left side with the valve gear and 
 
 location of the governor, which is driven by a bevel gear on 
 the secondary shaft. 
 
 In Fig. 145 is shown the detailed end view of the engine; 
 the bell-crank lever that operated the gas-inlet valve from a 
 cam on the secondary shaft, as also the sparking- cam o at the 
 end of the shaft. 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 I 9 7 
 
 The spark-breaker and electrode are fixed on a small-eared 
 flange bolted to the cylinder head, through which a rock shaft 
 and insulated electrode pass. One arm of the rock shaft 
 presses the electrode on the inside, while the outside arm is 
 attached to a connecting rod, operated by the spring lever z 
 and cam block k, which is adjustable. The amount of pres- 
 
 FlG. 145. THE LAMBERT VALVE AND IGNITION GEAR. 
 
 sure of the inside arm is adjusted by the nuts x and y on the 
 connecting rod. 
 
 In Fig. 146 is shown the electric battery, sparking- coil, and 
 wiring, in which H and G are the binding posts on the valve 
 chamber and insulated electrode. A relief cock is furnished 
 for starting these engines. 
 
 In Fig. 147 is shown the gas regulator used with the Lam- 
 bert engines a most useful adjunct where the gas pressure is 
 not uniform. A priming- cup for starting the gasoline engines 
 and a gasoline pump operated by the cam shaft is not shown in 
 the cuts. 
 
198 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 The " Leaflet" of directions issued by the Lambert Com- 
 pany is an excellent guide to the operator of a gas or gasoline 
 
 engine, and gives special directions for observing the internal 
 action of the engine by the sounds to the ear. 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 199 
 
200 GAS, GASOLINE. AND OIL ENGINES. 
 
 The Hicks Self-Starting Gas and Gasoline Engines. 
 
 In the engines of the Detroit Gas Engine Company a marked 
 departure from the ordinary combination of cylinders for 
 shortening the engine cycle has been made by placing two cyl- 
 inders in tandem, by which an impulse is made for every revo- 
 lution of the shaft. A piston rod, extending through a long 
 sleeve between the cylinders, connects both pistons. The 
 sleeve, which is the stuffing-box of the forward cylinder head, 
 is packed by rings on the piston rod, which travel in the sleeve 
 with the rod. The sleeve, being water-jacketed, avoids the 
 difficulties heretofore met with piston rods running through 
 ordinary stuffing-boxes and exposed to abnormal temperature 
 in double-acting gas engines. With the Hicks engine the 
 heated part of the piston rod is not a rubbing surface. 
 
 The valves are all of the vertical poppet style. The exhaust 
 valves are operated through double-armed rock shafts centrally 
 located under the cylinder, one arm of each moving in contact 
 with alternating cams on the cam shaft. 
 
 The exhaust-valve chambers are water-jacketed. The cam 
 shaft is driven with a reducing- worm gear, and dropped in its 
 line position by a pair of spur gears for convenience of operat- 
 ing the valves. The inlet valves have also a positive motion 
 directly from the cam shaft ; as also the inlet valve for gas and 
 gasoline, the mixture being made in a cross pipe between the 
 nlet valves. 
 
 The gasoline pump is attached to the bed-piece, and is ope- 
 rated directly from a cam on the cam shaft through a bell 
 crank with adjustment for pump throw. Electric ignition from 
 batteries and spark coil by a break contact inside of the com- 
 bustion chamber is used. An insulated platinum electrode 
 with a rock shaft and tappet operated from a cam on the cam 
 shaft through a pivoted lever for each cylinder, is the usual 
 device for ignition. The governor is of the horizontal ball 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 201 
 
2O2 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 203 
 
 type, driven by spur-speed gear on the cam shaft, and through 
 a push-rod varies the lift of the gas or gasoline valve, and 
 thereby varies the charge. 
 
 The engines are equally well adapted for the use of coal gas, 
 natural gas, producer gas, and gasoline. The regular sizes are 
 at present eleven, from 3 to 55 B.H.P., with special power 
 plants up to 300 H. P. The two-cycle effect of this engine gives 
 it the uniform motion so desirable for driving electric genera- 
 tors for lighting purposes. The two views (Figs. 149 and 150) 
 show the working details of this unique engine. 
 
 The American Motor. 
 
 This is a high-speed gas and gasoline motor made by the 
 American Motor Company for stationary and marine service. 
 It is as yet built in two sizes, of from i to 2 H.P. respectively, 
 according to the fuel used, and of the style shown in Fig. 150; 
 also as a twin engine with two cranks on one shaft of 2 to 4 
 H.P. Speed from 400 to 600 revolutions per minute. These 
 engines are extremely light for their power, owing to the dis- 
 placement of a water-jacket by the use of a coiled wire wrap- 
 ping on the single-wall cylinder, which produces an extended 
 air-cooling surface and dispenses with the use of water for 
 cooling the cylinder. 
 
 These engines are of the four-cycle compression type, with 
 but two valves, both with positive lift by push-rods and rollers 
 with tension springs ; the push rods are operated by cams, one 
 on each side of the reducing-gear wheel. The gas or vapor 
 enters through a graduating valve at the left in the cut, and 
 the air through an opening under the inlet valve, also seen in 
 the cut (Fig. 151). The insulated electrodes enter through 
 the cylinder head, and are flashed by an induction or Ruhm- 
 korff coil and dry battery. For stationary engines a governor 
 is provided. Weight of the No. i, 50 Ibs., including fly-wheel 
 without base; No. 2, 75 Ibs., including fly-wheel without base 
 
204 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 being 1 the lightest gas or gasoline engines in the trade for 
 their power. 
 
 The adaptation of this engine in its portable form to the 
 
 FIG. 151. THE AMERICAN MOTOR. 
 
 propulsion of small boats is a unique piece of mechanism. 
 This adaptation is shown in Fig. 152, as applied to an ordi- 
 nary rowboat of from 12 to 1 6 feet in length. By the hooked 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 2O$ 
 
206 GAS, GASOLINE, AND OIL ENGINES. 
 
 frame it is quickly dropped into place on the stern-board and 
 clamped, the connection made with a carburetter at any con- 
 venient place in the boat with flexible tubing-, and the boat is 
 ready to start. 
 
 The motion of the vertical shaft inside the casing, seen at 
 the water surface in the cut, is transferred to the propeller 
 shaft by a bevel gear inside the rectangular case at the bot- 
 tom. The blades of the propeller are rotated for stopping or 
 backing by the movement of the grooved sleeve on the shaft 
 casing and the bell crank, which transmits a reverse motion to 
 the propeller blades. The lateral motion of the propeller and 
 shaft for steering is made through the sector gear, and all the 
 operations of steering, forward, stop, or backing, are made by 
 two motions of the helm : a lateral motion for steering as usual 
 for boats, and a vertical motion for changing the angle of the 
 propeller blades. The cylinders of these little engines are 3^ 
 inches in diameter, four-inch stroke, and make from 400 to 
 600 revolutions per minute, with a boat speed of from six to 
 eight miles per hour. 
 
 The Star Gas and Gasoline Engine. 
 
 These engines are built by the Star Gas Engine Company. 
 They are of both horizontal and vertical style, as shown in 
 Figs. 153 and 154. 
 
 The horizontal engine is built in eight sizes, from i to 25 
 B. H. P. 
 
 The vertical engines are built in one size, of 2 B.H.P. 
 
 The design is of the four-cycle compression type with pop- 
 pet valves. The inlet valve serves also as a gas valve, having 
 a broad seat with an annular slot connecting with the gas pas- 
 sage and gas-regulating or index valve. 
 
 The annular slot in the inlet-valve seat serves to thoroughly 
 mix the gas and air at the moment of entering the combustion 
 chamber. 
 
 A vertical ball governor driven by a bevel gear on the side 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 207 
 
 FIG. 153. THE STAR GAS ENGINE. 
 
 FIG. 154.- THE VERTICAL STAR. 
 
 of the reducing-spur gear operates through a bell crank, the 
 lateral movement of a disc revolving on a pin fixed in the gas- 
 and-air- valve push-rod for making a graduating or hit-and-miss 
 
208 GAS, GASOLINE, AND OIL ENGINES. 
 
 charge. An arm on the push-rod is adjustable for regulating 
 the throw of the valve. 
 
 Some of the engines of this company are controlled by a 
 pendulum governor, working on the inertia principle and using 
 no springs. Ignition is by hot tube, which is placed on the top 
 of the cylinder in the horizontal engine, leaving the cylinder 
 head free to be removed without disturbing the attachments. 
 In the vertical engine the igniter is fastened to the cylinder 
 head. 
 
 The Daimler Motors. 
 
 The Daimler Motor Company, manufacturers of stationary 
 gas, gasoline, and kerosene motors, and gasoline motors for 
 boats, carriages, street-railway cars, fire engines, and portable 
 electric lighting, are the sole owners of the United States and 
 Canadian patents of Gottlieb Daimler, of Canstadt, Germany. 
 
 Their motors are all of the four-cycle compression type, fol- 
 lowing the principles formulated by M. Beau de Rochas, and 
 carried out practically by Otto and Daimler in Germany, and 
 now made by this company with many improvements derived 
 from experience. All the valves are of the poppet style, clos- 
 ing automatically with springs. In the earlier engines and 
 those of the duplex style with a single crank, the governing 
 was made by a miss in the push-rod blade on the exhaust-valve 
 stem by which the exhaust valve remained closed through a 
 single cycle or more, as required by the action of the governor 
 the governor being of the horizontal centrifugal style, lo- 
 cated in the pulley on the main shaft or in the fly-wheel when 
 an outside fly-wheel is used. 
 
 The operation of the governor is transferred through a 
 grooved sleeve to the lateral arm of a bell-crank push-blade on 
 the push-rod of each cylinder, by a vertical pivoted lever car- 
 rying a stop-block, which is thrown out and into contact with 
 the arm of the bell-crank push-blades, and makes a miss-open- 
 ing of the exhaust valve, as shown in the duplex motor (Fig. 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 209 
 
 R 
 
 FIG. 155. THE DAIMLER GASOLINE ENGINE, WITH CARBURETTER AND TANK READY 
 
 FOR RUNNING. 
 
 A, carburetter ; 2?, supply reservoir for burner, regulated by the valve P\ D, the 
 burner ; C, the platinum ignition tube ; H, the regulating valve for the mixture from 
 the carburetter and free air ; /, gasoline supply tank for carburetter ; O, exhaust pipe, 
 with air jacket for supplying warm air to the carburetter. 
 
 14 
 
210 
 
 GAS, GASOLINE, AND OIL ENGINES, 
 
 FIG. 156. THE DAIMLER TWO-CYLINDER GAS ENGINE. 
 
 Showing the burners D, D: platinum igniters C, C: the gas flow pipe R : and regu- 
 lating valve H ; and the exhaust valve-gear with regulating stop-block and governor 
 rod operated by the governor located in the pulley ; N, the f ree-air inlet ; F, the 
 regulating cock for the Bunsen burners. 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 211 
 
 156), and also in the single-cylinder motor (Fig. 155). By. this 
 arrangement the movement of the piston, with the exhaust valve 
 closed, simply compresses and recompresses the burned gases, 
 and allowing no fresh charge to enter the cylinder until by the 
 return to normal speed the governor allows the push-blades 
 to act on the exhaust-valve spindle. 
 
 The ingenious mechanism by which the alternating motion 
 of the valves is secured without the use of gearing for both the 
 double and single cylinders is worthy of notice. By this ar- 
 rangement the reducing-gear and its noise have a substitute in 
 the eccentric double continuous groove, in which sliding-pin 
 blocks perform the operation of a single eccentric for each cyl- 
 inder. The pin-blocks and push-rods being off from a radial 
 line, allow the blocks to cross successively the intersection of 
 the eccentric groove. 
 
 In the new style of motors of this company the adaptation 
 to the most ready fuel to be found in all parts of the world 
 (kerosene) , has made this style of motor a most desirable one 
 for the foreign trade as well as a most economical one for home 
 use. 
 
 Fig. 158 represents one of the new style small motors with 
 enclosing case for the crank and connecting rod, while the out- 
 side reducing-gear and governor is enclosed within the area of 
 the fly-wheel, making a most convenient and compact motor 
 for all purposes of power. 
 
 In the kerosene motor the oil is vaporized by the heat of the 
 exhaust by means of a jacketed evaporator, which only holds 
 a moderate charge and is fed from a storage tank at a safe dis- 
 tance. 
 
 The single-cylinder motors are made from i to 12 B.H.P., 
 and the double-cylinder motors from 4 to 24 H.P. The four- 
 cylinder motors are made up to 48 H. p. 
 
 These motors have been adapted to marine propulsion to a 
 large extent. Fig. 160 represents a 4 H.P. marine motor of 
 the two-cylinder style on single crank, making the combina- 
 
212 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 FIG. 157. SIDE ELEVATION OF MOTOR. 
 
 Showing grooves in face of fly-wheel that control the exhaust valves for alternating 
 the impulse in each cylinder. 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 213 
 
 FIG. 158. THE NEW DAIMLER GASOLINE ENGINE. 
 
214 GAS > GASOLINE, AND OIL ENGINES. 
 
 tion equivalent to a two-cycle engine. With this engine the 
 governor controls the speed with the variable load caused by 
 stopping, slowing, or reversing the propeller wheel all of 
 these movements being controlled by the lever shown in the 
 
 FIG. 159. THE SINGLE-CYLINDER MOTOR AND ELECTRIC GENERATOR. 
 
 Also with two and four cylinders on one shaft for general electric lighting plants, 
 giving a uniform and steady light, from 25 to 600 incandescent lamps. 
 
 cut. The first back pull of the lever eases the friction-clutch, 
 which is the driving connection of the engine with the wheel 
 shaft. A further pull unships the driving-clutch, and a still 
 further pull puts the bevel-friction gear in contact for reversing 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 21$ 
 
 FIG. 160. THE FOUR HORSE-POWER MARINE MOTOR. 
 
216 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 
 
218 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 the wheel. The marine motors are all made for 'gasoline 
 fuel. 
 
 In Fig. 161 is represented one of the cabined yachts of this 
 company. The gasoline is stored in a copper tank in the bow 
 of the boat, sufficient for a 60 to 150 hour run. 
 
 The 1 6- and 1 8-foot boats have i H.P. motor; 21 -foot boat a 
 
 FIG. 163. THE DAIMLER MOTOR BUGGY OR QUADRICYCLE. 
 
 A i H.P. motor and gear is located beneath the seat with the machinery so ar- 
 ranged that a single lever performs all the functions of starting, stopping, and steer- 
 ing the vehicle. The forward wheels turn each on its own forked axis and are 
 linked together with the steering lever, which operates for steering in a horizontal 
 direction and for starting and stopping in a vertical direction. Their four-seat car- 
 riage is of somewhat heavier build with a 4 H.P. motor. 
 
 2 H.P. motor; 2 5 -foot boat a 4 H.P. motor; a 3o-foot boat, 7 
 H.P., etc. The larger boats, up to 50 feet in length, have the 
 entire control of the engine from the pilot house. The com- 
 pany are prepared to build and equip yachts up to 100 feet in 
 length and with all the modern finish. The horseless car- 
 riages, buggies, inspection cars, street-railway cars, and fire- 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 219 
 
 engines are now scheduled in the manufacture of this com- 
 pany, which is associated with companies of similar name in 
 London, Paris, and Canstadt, Germany. 
 
 In Fig. 162 is illustrated one of the railway inspection cars 
 of this company, made to carry two inspectors and the motor 
 driver. The motor is located behind the wheels, vertically, and 
 belted to a pair of pulleys on the main shaft for two speeds. 
 The change speed, stop, and start are made by friction-clutches, 
 operated by one lever handle : the other lever is for the brake. 
 
 In Fig. 163 is shown the Daimler motor buggy or quadri- 
 cycle. A i H. p. motor and gear is located beneath the seat, with 
 the machinery so arranged that a single lever performs all the 
 functions of starting, stopping, and steering the vehicle. The 
 forward wheels turn each on its own forked axis, and are linked 
 together with the steering lever, which operates for steering 
 in a horizontal direction, and for starting and stopping in a 
 vertical direction. 
 
 Their four-seat carriage is of somewhat heavier build, with 
 a 4 H.P. motor. 
 
 The Olds Gas and Gasoline Engine. 
 
 We illustrate in Fig. 164 the latest design of gas and gaso- 
 line engines built by P. F. Olds & Son. These engines are 
 of the four-cycle compression type, with poppet valves larger 
 than the usual size to facilitate the exhaust and charge, and to 
 avoid the counterpressures usual with small-sized valves. 
 
 The valve gear is a simple eccentric on the main shaft con- 
 nected by a rod to a slide bar, moving in a bracketed box at the 
 side of the cylinder. The slide bar carries a revolving alter- 
 nating or toothed wheel, the alternating motion of which is 
 governed by a pendulum swinging upon a concentric pivot. 
 
 The ratchet and toothed wheel are pivoted to the slide, and 
 the teeth become push-pins to the spindle of the exhaust valve, 
 and are made to open the exhaust regularly at normal speed 
 and make a miss by throwing the notch in the wheel opposite 
 
220 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 221 
 
 the spindle when the speed is above the normal. By throwing 
 out the pawl which operates the alternating wheel, compression 
 will be omitted by the open exhaust, and the engine can be 
 
 easily turned to any point for starting without the resistance 
 of compression. 
 
 The inlet valve is opposite and in line with the exhaust valve, 
 and is opened by the suction of the piston. The vaporizing 
 chamber for gasoline is in front of the cylinder head, and re- 
 ceives near its bottom the air pipe from the engine-bed frame. 
 
 When running with gasoline, a small pump is operated by 
 
222 GAS, GASOLINE, AND OIL ENGINES. 
 
 the eccentric rod, which supplies a small reservoir over the inlet 
 valve, arranged so that the surplus runs back to the reservoir 
 below the level of the pump, thus avoiding the possibility of 
 accidental overflow of gasoline. On the top of the reservoir is 
 a sight glass that shows the flow of the gasoline, with a set 
 valve to regulate the feed to the mixing-chamber, where it is 
 atomized by the inrush of air to the cylinder during the charg- 
 ing stroke. 
 
 The igniter is by hot tube or electric, preferably a hot tube, 
 with some special improvements that make this style of igni- 
 tion very desirable. The igniters are not shown in the cut, 
 but occupy the place of a plug seen on top of the valve cham- 
 ber. 
 
 This company also makes a vertical engine on the same 
 principles as the horizontal one, in sizes of from i to 5 H.P. 
 Their horizontal engines are made in five sizes, from 7 to 50 
 B. H.P. Also double-cylinder launch engines and launches 2 
 H.P. for 18- and 2o-foot launches, 4 H.P. for 25-foot, and 8 H.P. 
 for 35-foot launches. In these launch motors the gasoline for 
 a day's run is stored in an iron receptacle at the motor, thus 
 avoiding all danger from pipes and separate tank leakage. 
 
 In these boats the engine is not required to be set exactly 
 in line with the propeller shaft. A reversing friction-clutch is 
 used with a flexible shaft connection, so that the setting of the 
 engine and shaft in any boat is an easy matter. The cooling 
 water from the cylinders is discharged through the exhaust 
 pipe, which is a rubber hose passing out at the stern. By this 
 arrangement the rubber exhaust pipe is kept cool, and its flex- 
 ibility makes a silent exhaust. 
 
 TJie Weber Gas and Gasoline Engine. 
 
 The engines of the Weber Gas and Gasoline Engine Com- 
 pany are of the four-cycle compression type, with poppet 
 valves operated by direct push-rods and cams on the reducing- 
 gear, which is enclosed with the governor in an iron box, partly 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 223 
 
 filled with oil, which insures perfect lubrication of the gear and 
 keeps out dust. The horizontal styles are made in eight sizes, 
 of 3 to 15 B.H.P., as shown in Fig. 166; and in ten sizes, from 
 1 8 to 100 H.P., of the style as shown in Fig. 170. 
 
 They also build a one size vertical engine, of 2 B.H.P., for 
 pumping water, running ventilating fans and printing presses, 
 etc., as shown in Fig. 168. The illustration (Fig. 169) repre- 
 sents a self-contained gasoline engine hoister, of 10 B.H.P. a 
 reliable and compact machine, designed to meet the wants of 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 22$ 
 
 miners, quarrymen, and contractors. The engines of this 
 company are also designed for the use of kerosene, crude oil, 
 and distillate. 
 
 The style of horizontal engine (Fig. 166) of from 3 to 15 
 
 CHIMNEY 
 
 BURNER 
 LUBRICATOR 
 
 EXHAUST 
 
 FIG. 168. THE VERTICAL WEBER. 
 
 B. H. p. has three valve push-rods the inner one opens the ex- 
 haust valve, the middle one opens the inlet valve, and the out- 
 side rod operates the timing-valve in the igniter passage. 
 
 Referring to the lettered diagram (Fig. 167), which is ar- 
 ranged for gasoline, A is the needle valve to the igniter burner, 
 B the gasoline valve, C the handle of the gasoline mixing- 
 valve, which is also the starting-lever for letting in the first 
 15 
 
226 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 22/ 
 
 
228 GAS, GASOLINE, AND OIL ENGINES. 
 
 charge of gasoline. When the engine is running this valve is 
 opened by the suction of the piston. In the larger engines it 
 is counterweighted, as seen in Fig. 170. D is a collar for con- 
 necting the vaporizing pipe L ; E, valve for regulating the gas- 
 oline supply ; e, a lever to throw out the timing- valve when 
 starting. 
 
 The governor on the smaller engines is of the pendulum 
 type. It operates the inlet or charging valve, opening the 
 valve at every other revolution at normal speed, and missing 
 the contact at increased speed when the spring holds the valve 
 closed until decreasing speed allows the governor to act on 
 the push-rod and again open the inlet valve. 
 
 The governor on the larger engines is a fly- weight on the 
 reducing-gear, adjusted by a spring and set nuts. O is a glass 
 gauge to show the height of oil in the gear box ; J is its cover. 
 
 In their latest style of engine (Fig. 170) the main exhaust 
 is through ports in the cylinder opened by the piston at the 
 termination of the stroke, with a supplementary exhaust valve 
 in the cylinder head operated by a lever and push-rod. The 
 timing- valve is operated by a lever pivoted on the cylinder, in 
 contact with an adjustable push-block on the inlet-valve 
 push-rod. 
 
 In the later designs of the Weber many improvements have 
 been introduced to facilitate easy starting and for adapting it 
 for pumping water for irrigation, for which purpose it is well 
 suited and largely used. Its adaptation for the use of kerosene 
 and heavy petroleum oils, and also for crude petroleum, has 
 made it a very useful motive power for agricultural work. 
 
 The Priestman Oil Engine. 
 
 This has been long in use in Europe, and for several years 
 past has been largely improved by the American builders, 
 Priestman & Co. , who have introduced a new system for per- 
 fecting the atomization of crude and kerosene oils, or any of 
 the cheap distillates of petroleum. By the system adopted in 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 229 
 
 this engine, perfect combustion is produced ; ignition is made 
 positive, and the fouling of the cylinder and valves is obviat- 
 ed to such extent as to require cleaning only at periods of sev- 
 
 eral months. The low cost of the heavier petroleum distillates 
 used makes the cost of power the lowest that can be obtained 
 in ah explosive motor. 
 
 In the cut, Fig. 1 7 2, A is the oil tank filled with any ordinary 
 
230 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 high test (usually 1 50 test) oil, from which oil under air pressure 
 is forced through a pipe to the B three-way cock, and thence con- 
 veyed to the C atomizer, where the oil is met by a current of air 
 
 and broken up into atoms and sprayed into the D mixer, where 
 it is mixed with the proper proportion of supplementary air and 
 sufficiently heated by the exhaust from the cylinder passing 
 around this chamber. The mixture is then drawn by suction 
 through the I inlet valve into the E cylinder, where it is com- 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 231 
 
 pressed by the piston and ignited by an electric spark passing 
 between the points of the F ignition plug, the current for the 
 spark being supplied from an ordinary battery furnished with 
 the engine, the G governor controlling the supply of oil and 
 air proportionately to the work performed. The burnt prod- 
 ucts are then discharged through the H exhaust valve, which 
 is actuated by a cam. The I inlet valve is directly opposite the 
 exhaust valve. The J air pump is used to maintain a small 
 
 FIG. 173. THE AIR PUMP. 
 
 pressure in the oil tank to form the spray. K,is the water- 
 jacket outlet. 
 
 Fig. 171 illustrates the general features of this engine. It 
 is built on the straight-line principle, by which the moment of 
 greatest strain from the power impulse is met by the frame in 
 direct lines between the points of pressure. 
 
 The design is of the four-cycle compression type, with pop- 
 pet valves, and its regulation is by varying or cutting off the 
 supply of atomized oil. The oil fuel is placed in the base of 
 the engine in an air-tight chamber, A in Fig. 172. A small 
 air-pump, J, operated from the reducing-gear shaft forces air 
 into the oil chamber with a pressure sufficient to cause the oil 
 to be lifted to the three-way adjusting cock B, which also ad- 
 mits air from the compressed air in the oil tank ; and oil and 
 air pass to the atomizer through two small pipes, where their 
 proportion and quantity are regulated by the governor. 
 
232 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 The atomized oil and air are then injected into a jacketed 
 cylinder, seen beneath the cylinder head and shown in section 
 in Fig. 174, where it is completely vaporized by the heat from 
 the exhaust in the outer chamber and further mixed with air 
 to make a perfect explosive mixture by the indraught of air by 
 the suction of the piston. The indraught of air by the suction 
 of the piston is also regulated by the governor, and enters the 
 
 PIG. 174. THE JACKET VAPORIZING CYLINDER, INLET AND EXHAUST VALVES. 
 
 vaporizing jacket cylinder in an annular stream around the 
 atomized jet, as shown in Fig. 175, which represents a section 
 of the governor and inlet passages. For starting the engine a 
 small hand-pump -is used for the first charge. The bottom of 
 the inside chamber of the jacketed cylinder is heated to perfect 
 the vaporization of the first charge by a lamp placed under the 
 D-shaped cover seen in Fig. 171. In this engine the lubrica- 
 tion of the cylinder and piston is accomplished by the oil of the 
 working charge. A new heat device has been lately intro- 
 duced for ignition for the Priestman engines, which for some 
 reasons is preferred to the electric igniter. 
 
 In Fig. 1 76 is represented an indicator card of the Priestman 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 233 
 
 engine, running under the three conditions of full load, half- 
 load, and no load. The full line commences the compression 
 
 A o 
 
 "A "- 4i* 
 
 "Oj" Jf'* PttSAC.* ro-S(>XAY*l*f*. 
 
 "0 " OIL TMK Canrfec -no* 
 O ' OIL fASSiCf 
 
 FIG. 175. GOVERNOR AND ATOMIZER. 
 
 IbQ 
 
 aZo 
 
 J40 
 
 120 
 
 100 
 80 
 
 U>S.j9*r*O.VTt 
 
 I 
 
 WIC, 
 
 ITTT& 
 
 OJ Q-2 0-3 0# 0.5 O 
 
 FIG. 176. INDICATOR CARD OF THE PRIESTMAN OIL ENGINE. 
 
 at three-eighths of the stroke, and, with a clearance equal to 
 one-half the piston stroke, the compression reaches 22 Ibs. per 
 
234 GAS, GASOLINE, AND OIL ENGINES. 
 
 square inch and is fired just before the termination of the com- 
 pression stroke. The quick combustion is shown by the nearly 
 vertical line, and its velocity is shown by the bound of the in- 
 dicator arm above the mean, and its vibration continued, pos- 
 sibly helped by irregular combustion for one-half the stroke, as 
 shown by the upper dotted lines, the continuous line showing 
 the mean curve. 
 
 The second dotted line, showing a half -load card, indicates 
 very clearly the retardation of combustion by weakening the 
 charge of both oil and air, and the consequent lowering of all 
 the lines of the card, carrying the charging line far below the 
 atmospheric line. In the lowest and light-running card, the 
 whole value of the card drops so as to make the card mean 
 value about equal to the engine friction. It is certainly an in- 
 teresting card for study, and we only wish that we could show 
 this class of cards on a larger scale and for all the conditions 
 of governing by limitation of fuel to compare with governing 
 by closure of the exhaust valve. 
 
 The Lqwson Gas and Gasoline Engine. 
 
 The Lawson engines are built by Welch & Lawson. They 
 are of the four-cycle compression type and of the vertical style. 
 They are built in eight sizes, from -J- to 15 B.H.P. with single 
 cylinders, and of 20 and 30 B.H.P. with double cylinders. The 
 concern also builds gasoline engines for horseless wagons and 
 carriages. Figs. 177 and 178 represent two styles of the ver- 
 tical engine. The valves have a positive motion from two sets 
 of reducing-gear, Fig. 177, one of which operates the poppet- 
 exhaust valve by a push -rod and cam on the reducing-gear 
 shaft. The gas and air inlets are on the opposite side of the 
 cylinder from the exhaust. The gas valve is a poppet, oper- 
 ated directly by a push-rod from a cam on the reducing-gear 
 shaft, while a piston valve operated by a push-rod from a 
 crank-pin on the reducing-gear governs the air inlet indepen- 
 dently of the gas-inlet valve. 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 235 
 
 By this arrangement the air inlet is opened before the gas 
 inlet is opened, and allows a sweep of pure air to enter at the 
 head of the cylinder, followed by the mixture of gas and air; 
 thus in a measure keeping the explosive mixture of gas and air 
 
 FIG. 177. THE LAWSON VERTICAL. 
 
 separate from the products of the previous explosion by inject- 
 ing it across and next to the cylinder head where the igniter 
 inlet enters the cylinder. The same cycle of operation is 
 made in the engine Fig. 178, by a single set of gearing. 
 
2 3 6 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 The igniter is of the hot-tube style, entering- the side of the 
 cylinder directly under the head. The governor is of the hori- 
 zontal, centrifugal style, taking its motion through a bevel gear 
 
 PIG. 178. THE LAWSON AIR AND GAS VALVE GEARING. 
 
 from the reducing-gear shaft, and operates the gas-valve push- 
 rod for a variable gas charge. 
 
 The Lawson pumping engines (Fig. 179) are made in two 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 237 
 
 sizes, i and 2 B.H.P. These engines are constructed on the 
 same principles as the power engines, only with inverted cyl- 
 inder and with pump attachments on a single square base. 
 
 FIG. 179. THE LAWSON PUMPING ENGINE. 
 
 This company is now building kerosene-oil engines of simi- 
 lar pattern as here described. 
 
GAS, GASOLINE, AND OIL ENGINES. 
 
 The Racine Gas and Gasoline Engine. 
 
 The engines of the Racine Hardware Company combine 
 some of the most recent improvements in construction. They 
 
 are of the four-cycle compression type. All valves are of the 
 poppet style. The regulation of speed is made by a miss-open- 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 239 
 
 ing of the exhaust valve, by which a fresh charge is excluded 
 when the piston cushions on the previous charge until the nor- 
 mal speed is reached, when the governor again opens the ex- 
 haust valve and allows a fresh charge to be drawn in. This 
 company furnishes both hot-tube and electric igniter for all 
 their engines, so that failures shall not occur by the disabling 
 of one or the other of the igniting apparatus. 
 
 The governor is of the horizontal centrifugal type, revolv- 
 
 FlG. 181. THE RACINE GASOLINE ENGINE. 
 
 ing on the main shaft, and by a lever connection produces a 
 lateral movement of a rolling disc attached to the lever of the 
 exhaust push-rod. The lateral motion of the governor-con- 
 trolled disc rides the disc on to or off the exhaust cam on the 
 reducing-gear for a miss-exhaust. The gasoline pump is ope- 
 rated by a cam on a small shaft driven by the reducing-gear, 
 and furnishes a surplus supply to a receiving cup over the 
 mixing-chamber, with an overflow pipe returning the surplus 
 gasoline to the tank by gravity. Between the supply cup and 
 the mixing-chamber there is a sight-feed valve, by which the 
 flow of gasoline to the mixing-chamber may be observed and 
 regulated. Any surplus or overfeeding produces no dangerous 
 conditions, as the gasoline entering the mixing-chamber in ex- 
 cess falls into the recess at the bottom and is conveyed back to 
 
240 GAS, GASOLINE, AND OIL ENGINES. 
 
 the tank through the overflow pipe from the supply cup. It 
 will be observed by inspection of the cuts (Figs. 181 and 182) 
 that the exhaust pipe is jacketed for a short distance above the 
 engine, with inlet holes for the entrance of air at the top and 
 a neck from the jacket to the mixing-chamber below, so that 
 the air is warmed before meeting the incoming gasoline in the 
 mixing-chamber, where by an extended surface the gasoline is 
 perfectly vaporized and mixed with air for best effect. The 
 
 FIG. 182. THE RACINE GASOLINE ENGINE. 
 
 quantity drawn in for ignition is regulated by the index valve 
 near the inlet valve, at which point a further admixture of air 
 completes the proportions necessary for the desired explosive 
 action. 
 
 At present these engines are built of 2, 3, and 4 B.H.P. 
 They are well adapted for small electric-lighting plants, as 
 shown in Fig. 180. 
 
 The Hornsby-Akroyd Oil Engine. 
 
 This engine is of English origin and now built by the sole 
 licensees of the United States patents the De La Vergne Re- 
 frigerating Machine Company in all sizes from 4 to 55 H.P 
 They are of the four-cycle compression type, using any of the 
 heavy mineral oils or kerosene as fuel. 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 24! 
 
 This unique explosive engine seems to be a departure in 
 design from all other forms of explosive engines, in the man- 
 ner of producing vaporization of the heavy oils used for its fuel 
 and the manner of ignition. 
 
 An extension of a chamber from the cylinder head, some- 
 what resembling a bottle with its neck next to the cylinder 
 head, performs the function of both evaporator and exploder. 
 
 FIG. 183. THE HORNSBY-AKROYD OIL ENGINE. 
 
 Otherwise these engines are built much on the same lines of 
 design as gas and gasoline engines, having a screw reducing- 
 gear and secondary shaft that drives the governor by bevel 
 gear, the automatic cylinder lubricator by belt, and cams for 
 operating the exhaust valve and oil pump. 
 
 The bottle-shaped extension is covered in by a hood to fa- 
 cilitate its heating by a lamp or air-blowpipe, and so arranged 
 as to be entirely closed after the engine is started, when the 
 red heat of the bottle or retort is kept up by the heat of com- 
 bustion within. The narrow neck between the bottle and cyl- 
 inder, by its exact adjustment of size and length, perfectly 
 controls the time of ignition, so that of many indicator-cards 
 
 inspected by the writer there is no perceptible variation in the 
 16 
 
242 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 time of ignition, giving 1 as they do a sharp corner at the com- 
 pression terminal, a quick and nearly vertical line of combus- 
 tion, and an expansion curve above the adiabatic, equivalent 
 to an extra high mean engine pressure for explosive engines. 
 
 PIG. 184. INJECTION, AIR AND OIL. 
 
 The oil is injected into the retort in liquid form by the ac- 
 tion of the pump at the proper time to meet the impulse stroke, 
 
 FIG. 185. COMPRESSION. 
 
 and in quantity regulated by the governor. During the outer 
 stroke of the piston air is drawn into the cylinder and the oil is 
 
 FIG. 186. COMBUSTION AND EXPANSION. 
 
 vaporized in the hot retort. At the end of the charging stroke 
 there is oil vapor in the retort and pure air in the cylinder, but 
 non-explosive. On the compression stroke of the piston the 
 air is forced from the cylinder through the communicating 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 243 
 
 neck into the retort, giving the conditions represented in Fig. 
 184 and Fig. 185, in which the small stars denote the fresh air 
 entering, and the small circles the vaporized oil. In Fig. 185 
 mixture commences, and in Fig. 186 combustion has taken 
 place, and during expansion the supposed condition is repre- 
 
 FlG. 187. THE HORNSBY-AKROYD PORTABLE ENGINE. 
 
 sented by the small squares. At the return stroke the whole 
 volume of the cylinder is swept out at the exhaust, and the 
 pressure in the retort neutralized and ready for another charge. 
 
 It is noticed by this operation that ignition takes place 
 within the retort, the piston being protected by a layer of pure 
 air. 
 
 It is not claimed that these diagrams are exact representa- 
 tions of what actually takes place within the cylinder ; never- 
 theless, their substantial correctness seems to be indicated by 
 
244 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 the fact that the piston rings do not become clogged with tarry 
 substances, as might be expected. 
 
 This has been accounted for by an analysis of the products 
 of combustion, which shows an excess of oxygen as unburned 
 air ; which indicates that the oil vapor is completely burned in 
 the cylinder, with excess of oxygen. 
 
 In Fig. 187 is illustrated the adaptation of this engine for 
 portable power. It is largely in use for electric work, for air 
 compressing, ice machinery, and pumping. The United States 
 Light- House Department has adopted this engine for com- 
 pressing air for fog whistles. Traction engines and oil-engine 
 locomotives for narrow-gauge tramways and mining railways 
 will soon be one of the manufacturing departments of the De 
 La Vergne Company. 
 
 The Climax Gas Engine, 
 
 made by the Climax Gas Engine Company, is of the four-cycle 
 compression type, with globular combustion chamber. The 
 
 FlG. 188. THE CLIMAX GAS ENGINE. 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 245 
 
246 GAS, GASOLINE, AND OIL ENGINES. 
 
 air and gas inlet is at the end of the globular cylinder head, 
 to which is inserted and attached all the valves and valve gear. 
 The valve-gear shaft is driven by a worm gear from the engine 
 shaft, and carries a cam for operating the exhaust valve 
 through a lever. A cam at the end of the cam-shaft operates 
 an inertia governor, which by its momentum makes a hit-or- 
 miss opening of the gas-inlet valve as required by the speed of 
 the engine. The governor is made adjustable while the en- 
 gine is running by turning a milled-head screw and tightening 
 or relieving the tension of a spiral spring that controls the 
 momentum of the governor bob. 
 
 The regulation of the gas flow is made by an index valve 
 close to the inlet valve. The globular cylinder head has a 
 water circulation. Hot-tube ignition, with automatic self- 
 starting attachment, are on the larger size engines. The en- 
 gines of this company are made in nine sizes for stock, from 
 i^ to 40 B. H. P. Engines of any desired horse-power larger 
 than 40 B.H.P. are made to order. 
 
 These engines are well adapted for electric lighting, and 
 the Climax Company guarantees the electrical output on the 
 -measured gas consumption. 
 
 In electrical light trials with this engine, the variation by 
 the sudden shutting off of a quarter, half, or three-quarters of 
 the number of lamps shows an oscillation of less than two 
 volts, and with a gas consumption not exceeding 40 cubic feet 
 per kilowatt per hour. 
 
 The New York Motor. 
 
 This is one of the new style high-speed motors of light 
 weight, weighing but 150 Ibs. for a i-J- H.P. motor, including 
 the fly-wheel. It is made by the New York Motor Company. 
 It is operated by gas, gasoline, or carbonated oil. The sta- 
 tionary style, as shown in Fig. 1 90, has the water tank directly 
 over the engine on a frame, which also holds the battery and 
 sparking-coil. By the direct and close water connection the 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 247 
 
 water in the tank becomes warm, and by its rapid circulation 
 keeps the cylinder at the proper temperature for economic con- 
 sumption of gas or other fuel the slow evaporation from the 
 
 FIG. 190. THE NEW YORK MOTOR. 
 
 open top of the tank being sufficient to keep the water at an 
 even temperature of about 180 F. 
 
 Several novel features are claimed in its construction. The 
 crank is encased and runs in an oil bath, thus keeping crank 
 and piston lubricated. The shaft has an outboard bearing, 
 
248 GAS, GASOLINE, AND OIL ENGINES. 
 
 which counteracts the belt strain. The motion of the piston is 
 made to produce an air circulation in the piston and lower part 
 of the cylinder to prevent undue heating, thus keeping the 
 piston and cylinder at a uniform temperature. 
 
 The inlet valve is so constructed that the new charge is 
 conducted directly down to the piston, and on compression the 
 spark flashes in the centre of the combustion chamber, making 
 
 PlG- 191. THE NEW YORK MOTOR. 
 
 a quicker explosion and keeping the electrodes free from foul- 
 ing. 
 
 The valve mechanism is very simple and of the poppet 
 kind, consisting of one double valve, operated by one cam, one 
 roller, and one slide. Both valve and igniter are operated by 
 cams on a reducing-gear wheel. Both electric and hot-tube 
 igniters are used, as preferred. 
 
 The gas and air charges are regulated by index valves, with 
 an additional control of the gas charge by a ball governor run- 
 ning by belt from the main shaft. For a launch a friction- 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 249 
 
 clutch for reversing the propeller wheel is used. This is one 
 of the few very light-weight and high-speed engines adapted 
 for small power and portability. 
 
 The Facile Oil Engine. 
 
 Originally built by the Britannia Company, Colchester, 
 England, and now built in the United States by Mr. John A. 
 
 Holmes, who controls the United States patents and is bring- 
 ing out the general features of the English engine with modi- 
 
250 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 fication and improvements derived from experience and the 
 needs of a perfect motor, using the heavy oils and kerosene as 
 explosive fuel. 
 
 In Fig. 193 we illustrate the vertical style as used for ma- 
 rine and vehicle propulsion. It is of the two-cycle compres- 
 
 FlG. 193. THE VERTICAL FACILE MARINE ENGINE. 
 
 sion type, and has but one valve, which by its peculiar con- 
 struction operates as both inlet and exhaust valve. The valve 
 is a ported piston, capped by a disc valve to hold the ports in 
 their proper position and close the exhaust during the pres- 
 sure stroke. 
 
 The crank chamber is closed, and by the downward stroke 
 of the piston produces an air pressure that charges the com- 
 bustion chamber at every revolution. It is self-igniting. The 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 2$ I 
 
 small pump seen in front, driven by a cam on the main shaft 
 through a rock shaft and arms, with an adjusting screw to reg- 
 ulate the stroke, sends the oil into a small chamber seen in the 
 extension below the combustion chamber, where it is vaporized 
 by first heating the small chamber with a lamp to start with, 
 after which the heat is retained by a tube extending up into 
 the combustion chamber, when the lamp is removed and the 
 operation of the engine becomes continuous automatically. 
 
 In Fig. 192 is illustrated a horizontal Facile engine, in 
 which the two-cycle impulse is obtained by a differential action 
 of the piston from its reduced size at the crank end operating 
 through a stuffing-box, as seen in the cut. This engine has a 
 separate valve chamber for the exhaust and inlet, which is con- 
 trolled by a single valve, a combination of a ported piston and 
 seated disc. Its operation is regulated by a secondary shaft 
 and vertical centrifugal governor, which varies the charge. 
 
 These engines are built at present in a number of sizes, 
 from i to 25 H.P., single and double cylinder. 
 
 The Simplex Naphtha Launch Engine. 
 
 A new engine, designed especially for boat service, has just 
 been put on the market by Charles P. Willard & Co. These 
 engines are of the two-cycle compression type, or with an im- 
 pulse at each revolution of the crank. It is very simple in 
 construction, receives its charge and exhausts through cylinder 
 ports opened and closed by the movement of the piston at the 
 end of the downward stroke. 
 
 A single eccentric on the main shaft operates, through a 
 lever and two cams, the electric igniter alternately for forward 
 and backward motion of the engine. 
 
 The valve seen on the cylinder regulates the charge from 
 the closed-crank chamber, which is compressed by the down- 
 ward stroke of the piston. The naphtha vapor and air are 
 drawn into the crank case by the upward stroke of the piston, 
 thoroughly mixed by the motion of the crank, and receives its 
 
GAS, GASOLINE, AND OIL ENGINES. 
 
 maximum compression at the moment of opening the inlet 
 port, when the compressed mixture rushes into the combustion 
 chamber of the cylinder, while the exhaust port is still open to 
 clear the cylinder of the products of the previous explosion. 
 
 FIG. 194. THE SIMPLEX BOAT ENGINE. 
 
 These engines are built in sizes of 2, 4, and 6 H.P. The 
 2 H. P. engine weighs 300 Ibs. , and is suitable for a boat from 
 1 6 to 22 feet long. The 4 H.P. engine is suited for a boat 
 20 to 28 feet long, and weighs 500 Ibs. All the engines run 
 at a speed suitable for boat service up to 300 revolutions per 
 minute. 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 253 
 
 The White & Middleton Gas Engine. 
 
 This engine is equally suited to both gas and gasoline, and 
 is made by the White & Middleton Gas Engine Company. All 
 their engines are of the four-cycle compression type, with the 
 principal exhaust ports opened by the piston at the end of its 
 
 FIG. 195. THE WHITE & MIDDLETON ENGINE. 
 
 explosive stroke, and with an additional or clearance-exhaust 
 valve in the cylinder head. 
 
 The valves are all of the poppet type. The supplementary 
 exhaust valve is operated by a lever across the cylinder head 
 and a push-rod direct from a differential slide mechanism, 
 which does away with the reducing-gear used on other engines. 
 An arm on the push-rod operates the gas- valve stem, which 
 is provided with a regulating adjustment. 
 
 The small roller disc on the push-rod mechanism is under 
 the control of a centrifugal governor and a spring, being 
 
254 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 thrown out of gear with the shaft cam whenever the speed of 
 the engine exceeds the normal rate, and thus failing to open 
 the gas supply and the supplementary exhaust valve until the* 
 speed of the engine has returned to its normal rate. There 
 is a relief valve opening into the supplementary exhaust pas- 
 sage for relieving the pressure in the cylinder when starting the 
 
 FIG. 196. SECTIONAL PLAN OF THE WHITE & MIDDLETON ENGINE. 
 
 engine. The whole design of the engine is exceedingly sim- 
 ple and its action noiseless. 
 
 When gasoline is used the gas-supply valve is replaced by a 
 small pump, which is operated by the push-rod, and its hit-or- 
 miss stroke is governed by the action of the push-rod and its 
 governor. 
 
 These engines are built in nine sizes, from 4 to 50 B. H.P. 
 
 The Hydrocarbon Motor and Launch. 
 
 The Hydrocarbon Launch Company are builders of open 
 launches, cabin cruisers, and yacht tenders, equipped with an 
 approved pattern of kerosene motors which for cruising is 
 claimed to be the most desirable for fuel, as kerosene is not 
 only cheap, but can be purchased in every grocery store on the 
 line of a cruise. 
 
 The boats are of fine lines and high finish for comfort and 
 convenience, and of sizes of 16, 18, 21, 25, 30, 36, 42, 45, and 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 255 
 
 FIG. 197. THE HYDROCARBON LAUNCH CO.'S. iS-FOOT LAUNCH i H.P. MOTOR. 
 
 UNIVEBSITY 
 
2 5 6 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 FlO. 198. THE HYDROCARBON MOTOR AND REVERSING WHEEL. 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 257 
 
2 5 8 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 50 feet in length, with motors of suitable power for any de- 
 sired speed. 
 
 The management of the motor is all done by direct connec- 
 tion at the wheel or tiller. Ignition is electric, and the motor 
 can be started by charging the cylinder without turning the 
 fly-wheel. Speed regulation is made by varying the charge in 
 quantity but not in quality, so that explosions are obtained at, 
 every revolution of the wheel, whether running at full power 
 or light. The kerosene fuel is injected into the combustion 
 chamber in exact quantities for each explosion by a small 
 pump, the stroke of which is handled by the steersman. 
 
 The new motor of this company is somewhat different from 
 the one shown in our illustration. It has been reduced to the 
 
 
 
 simplest terms in its working parts, to better adapt it for use 
 by persons not posted in the details of motor engineering. 
 The motor and propeller run constantly in one direction, and 
 the various movements of the propeller blades for forward, 
 slow, stop, and backing are controlled by a lever at the tiller 
 or steering-wheel. 
 
 The following table gives the sizes of launches, motors, 
 capacities, and cost of running as made by the Hydrocarbon 
 Launch Company: 
 
 Length. 
 
 Motor. 
 
 Draught. 
 
 Beam. 
 
 Depth. 
 
 Passengers 
 carried. 
 
 Speed 
 per hour. 
 
 Cost 
 per hour. 
 
 Feet. 
 
 H. P. 
 
 Inch. 
 
 Ft. In. 
 
 Ft. In. 
 
 
 Miles. 
 
 Cents. 
 
 16 
 
 1 
 
 12 
 
 4 
 
 18 
 
 4 to 6 
 
 5 to 5i 
 
 1 
 
 16 
 
 I 
 
 16 
 
 4 8 
 
 2 
 
 5 to 7 
 
 5 to 6 
 
 I 
 
 18 
 
 I 
 
 18 
 
 5 
 
 2 2 
 
 6 to 10 
 
 6 to 7 
 
 I 
 
 21 
 
 2 
 
 22 
 
 5 6 
 
 2 3 
 
 10 to 15 
 
 6to 71 
 
 2 
 
 25 
 
 4 
 
 24 
 
 6 
 
 2 6 
 
 15 to 20 
 
 71 to 8i 
 
 4 
 
 30 
 
 7 
 
 27 
 
 6 6 
 
 2 IO 
 
 20 to 25 
 
 * to gi 
 
 7 
 
 33 
 
 7 
 
 28 
 
 7 
 
 3 2 
 
 22 to 28 
 
 9 . to 10 
 
 7 
 
 35 
 
 
 30 
 
 8 
 
 3 6 
 
 25 to 30 
 
 10 ton 
 
 12 
 
 40 
 
 12 
 
 34 
 
 8 6 
 
 3 8 
 
 30 to 35 
 
 10 tO 12 
 
 12 
 
 50 
 
 Two 12 
 
 38 
 
 9 6 
 
 4 2 
 
 35 to 45 
 
 ii to 14 
 
 24 
 
 The Duryea Motor Wagon. 
 
 Fig. 200 illustrates the general appearance of the motor 
 wagon made by the Duryea Motor Wagon Company. Their 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 259 
 
 motor wagons were the winners of prizes in the Chicago races 
 of 1895 and in the Cosmopolitan race of 1896. It has 34-inch 
 front and 38-inch rear wheels, with 2-J-inch pneumatic tires, is 
 steady in action, and easy and comfortable to ride in. Its low 
 rig makes it a most desirable vehicle for a physician or for 
 messenger service, a most convenient carriage for ladies for 
 
 FlG. 200. THE DURYEA MOTOR WAGON. 
 
 park or road riding. It runs backward or forward with equal 
 facility backward at 3-mile speed, and forward at 5-, 10-, and 
 2o-mile speed. It has two independent motors of about 3 H.P. 
 each, so that with any derangement of one motor the other is 
 available for ordinary speed. It uses electric exploders. It is 
 speeded and guided by the vertical and horizontal motion of 
 a single lever ; carries 8 gallons of gasoline, sufficient for a trip 
 of ioo or 200 miles. 
 
 The steering action is so arranged that obstructions will not 
 jerk the lever from the hand. 
 
 The Gasoline Motor Bicycle. 
 
 In Figs. 201 to 204 is illustrated a German gasoline 
 motor bicycle, made by Wolfmuller & Geisenhof, Munich, 
 Germany. A large number of bicycles of this type are in use 
 
260 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 in Munich and Paris. It is similar in type to the lady's bi- 
 cycle, being easy to mount and start without mishaps, from its 
 low centre of gravity. The hind wheel is composed of two 
 sheets of thin steel and a rim, which gives it great stability 
 under the load, the machine alone weighing no Ibs. It is ac- 
 tuated by two pistons, and is equal to 2 H. p. The speed can 
 
 FIG. 201. THE MOTOR BICYCLE. 
 
 be regulated from -3 to 24 miles per hour. All the operations 
 for controlling speed, guiding, and the brake are constantly in 
 the hands. The gasoline tank is placed between the tube 
 frames, and contains gasoline sufficient for a trip of 100 miles. 
 
 All the essential parts are placed in the interior of the 
 frame, and are consequently protected against damages caused 
 by a collision, fall, etc. 
 
 The gasoline reservoir M is located behind the head of the 
 bicycle, and may be filled through the tubulure m, with a quan- 
 tity of liquid sufficient for 120 miles. The gasoline falls drop 
 by drop into the evaporator N, in passing through the cock S 
 and the funnel T. Through a simple mechanism, shown in 
 Fig. 204 (4), the gas mixed with air in proper proportions en- 
 ters the ignition chamber through the valves O. (2) 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 
 
 26l 
 
 A lamp P, which continually keeps at a red heat a small 
 tube /, placed above the flame, produces the explosion of the 
 detonating mixture. The piston I is thus driven into the cyl- 
 
 tlG. 2C2. DETAILS OF THE MOTOR BICYCLE (ELEVATION). 
 
 inder W, and actuates around the axis I the rod I J, which is 
 aided in its return motion by a powerful spring, E J. 
 
 The most important control given to the handle-bar piece 
 
 FIG. 203. DETAIL PLAN. 
 
 Details of the Motor Bicycle (Figs. 202 and 203). A, Driving wheel ; B, steering 
 wheel; C, D, E, F, G, H, frame tubes ; M, gasoline reservoir ; N, evaporator ; O, valve 
 box ; P, lamp and ignition chamber ; p, ignition tube ; R, water reservoir ; S, cock for 
 regulating the entrance of gasoline into the evaporator ; T, funnel of the evaporator ; 
 U, regulator of water for cooling the cylinders ; V, distributing mechanism ; W, 
 cylinders ; I J, connecting rod ; K, cam ; K', roller ; K", rod of the distributing mechan- 
 ism ; L, piston. 
 
 is the entrance and exit of the evaporator N. The latter is 
 thus named because the gasoline, falling drop by drop through 
 the funnel T, evaporates therein. A succession of gauze sieves 
 a a', etc. , placed one above another in the cylinder, offers there- 
 
262 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 in the greatest surface of evaporation possible. The external 
 air, which through its mixture with the gas is to produce the 
 detonating mixture, enters the cylinder through b and the pipe 
 <', through a capsule that prevents the suction of impurities 
 and dust. The admission of the mixture into the valve cham- 
 ber is regulated by the piston c y whose rod d is placed, like the 
 
 f^faytv. fc 
 
 FIG. 204. DETAILS OF THE EVAPORATOR, ETC. 
 
 Details of the Evaporator partial section : /, Funnel for entrance of gas ; <z, a\ etc., 
 gauze for accelerating evaporation ; d, ', tubes for entrance of the air ; c, piston for 
 admitting the mixture into the valve box ; d, its rod. 5, Details of the distributing 
 Mechanism : K", Extremity of the actuating rod ; r, /, levers ; p^ r', r", joints ; s, spiral 
 spring; a>, ;', supports of the spring; n,n', stop-blocks. 6, Details of the various 
 Valves: v l t V*, Ignition valves ; z/ 3 , suction valve; v* t t/ 6 , emission valves; z;, air 
 valve. 
 
 gasoline cock, under the absolute control of the rider. If, 
 then, the latter completely closes the cock, he thus also her- 
 metically closes the admission tube at the same time. The 
 gasoline ceases to fall upon the gauzes and the mixture to en- 
 ter the ignition chamber, and conversely. The cam K, fixed 
 upon the disc wheel A and carried along in its revolution, 
 frees, in passing, the roller K', mounted upon a guide block 
 that transmits motion to the traction rod K". It is this rod 
 that, at V, actuates the distributing mechanism, which it is 
 impossible to represent in Figs. 202, 203; the principal details 
 of which are shown in Fig. 204 (5) (6). This mechanism is 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 263 
 
 installed upon a plate that forms a cover for the cooling-box 
 of the cylinders. It is constructed as follows : The extremity 
 of the rod K" is jointed at r 1 with a lever r, that oscillates 
 around the fixed point /, and is continuously brought back to 
 its normal position by a powerful spring S as soon as the pas- 
 sage of the cam K over the roller K' has made it lose it. 
 
 The extremity of this lever r is jointed at r" to another le- 
 ver /, whose extremity commands, at /', the valves represented 
 in Fig. 202. At about its centre the lever t is jointed again to 
 a crosshead m, and held upon it with hard friction by two spi- 
 ral springs. This head engages with the blocks n and ;z', which 
 are provided with corresponding notches. The central part of 
 the lever t is thrust alternately against w and w'. On another 
 hand, the levers, t' (Fig. 204) (6) carry at their extremity an- 
 other small lever, t" which controls the valves v 1 and v z , leading 
 to the ignition chamber. Owing to this arrangement, the lever 
 /' of one of the cylinders causes at the same time the ignition 
 in the conjoined cylinder. 
 
 If now we suppose that the cam K carries along the rod K", 
 it will be seen that the lever t will recoil and carry with it one 
 of the levers, /'. The crosshead m engages at the same time 
 with the block ?/, and compresses the spiral spring which is lo- 
 cated behind the piece, w. But as soon as the powerful spring 
 S acts, it brings the lever / to the front and causes the head m 
 to engage at n, carrying with it the second lever / /', and recip- 
 rocally. 
 
 It is certain that the complication of the pieces is here very 
 formidable for a machine designed for a little of every kind of 
 speed and all kinds of roads, but we must also remember that 
 we are as yet witnessing only the first trial of automobile cy- 
 cling, and we ought to give the inventors a margin of some 
 time. However it be with the criticisms of detail that we 
 might formulate, one fact remains, and that is that the bicycle 
 that we have described is really in operation. Its success in 
 Germany and Switzerland is already so great that the entire 
 
264 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 product of the manufacturers has been engaged. A number 
 of these motor bicycles are now in use in the United States. 
 
 The Bailee Automobile Tricycle. 
 
 The Bollee tricycle is a French gasoline carriage of the bi- 
 cycle type, built by Mr. Leo Bollee, of Mans, France. The 
 engine is of the four-cycle type, single cylinder, of more than 
 
 FlG. 205. THE BOLLEE TRICYCLE.. 
 
 usual length, designed to carry the expansion as far as prac- 
 ticable. Ga:oline vapor is produced in a carburetter. 
 
 The engine is of 2 H. p. , and makes about 800 crank revolu- 
 tions per minute at full speed (27 miles per hour), and operates 
 the vehicle axle by belts and friction-clutches, producing a 
 noiseless motion of the machinery, with the attenuated exhaust 
 smothered by a muffler. The whole apparatus, weighing only 
 350 Ibs., is most conveniently arranged for quickly mounting, 
 and with all the driving and steering gear under the imme- 
 diate control of one hand. 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 265 
 
 The slight elevation of the vehicle gives it a perfect stabil- 
 ity, since its centre of gravity is situated but 16 inches above 
 the surface of the ground. Its wheel base is 3^ by 4 feet. 
 
 The steersman sits behind, his feet resting on each side 
 upon a platform, provided with a straw mat. He merely has 
 to move his foot backward in order to press the lever of a pow- 
 erful brake, whose block is tangent to the circumference of the 
 driving-wheel. With his right hand he steers the vehicle 
 through a hand wheel, which, by a very simple gearing, turns 
 the fore wheels to the right or left. With the left hand he 
 holds an almost vertical lever, which permits him with a few 
 motions to effect several important manoeuvres. If he pushes 
 it forward he tautens the driving-belt, and consequently starts 
 the vehicle as soon as the motor has been set in operation 
 through a winch, according to the well-known process. If, in 
 the median position of the lever, he turns the handle to the 
 right or left, he throws the motor into gear into one or another 
 of the three speeds. Finally, if he pulls the lever backward, 
 he loosens the belt and consequently suppresses the transmis- 
 sion, and, at the same time, presses the brake block against 
 the driving-wheel. 
 
 Wing's Gas and Gasoline Engine. 
 
 The Wing engines are especially designed for marine and 
 vehicle propulsion, being very light and compact. 
 
 They are of the four-cycle compression type, are made sin- 
 gle and duplex cylinder for marine propulsion, and tandem 
 cylinder for vehicle service, the cylinders for vehicles being 
 placed end to end with the shaft between. Cylinders are of 
 4-inch diameter, with 5 -inch stroke. 
 
 Fig. 206 illustrates the general features of this compact en- 
 gine. The piston rod is guided by the bearing and stuffing- 
 box in the piston head, which by enclosing the arm of the 
 upper part of the cylinder makes it an air-compressor for 
 
266 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 blowing a whistle or for any other purpose for which com- 
 pressed air may be needed. 
 
 The reducing-gear at the rear in the cut, and not shown, 
 operates, by cams on a cross shaft, both the inlet and exhaust 
 valve, making the valve action positive. 
 
 The vaporizer shown opposite the base at the left is a 
 
 FIG. 206. WING'S MARINE GASOLINE ENGINE. 
 
 chamber with an inlet nozzle for the gasoline and a needle 
 valve operated by the push-rod of the inlet valve. A check 
 valve on both gasoline and air pipe prevents back-firing. 
 
 The main shaft has double cranks and the connecting rods 
 are very light, there being two to divide the pulling strain. 
 The general arrangement of the parts brings the weight of the 
 engine very low in a boat a most desirable feature. 
 
 Relief valves are provided for both chambers of the cylin- 
 der, so that starting is very easy. 
 
VARIOUS TYPES OF ENGINES AND MOTORS. 267 
 
 Ignition is by electric spark caused by a pair of wiping- 
 electrodes, the revolving one being operated by a small 
 reducing-gear seen on the front of the cut. The small driv- 
 ing gear is revolved by a slotted arm and a pin fixed in the 
 connecting rod. 
 
 The spring that returns the electrode to its position after 
 contact is on the outside, and is not subject to heat. 
 
 The small pump in front at the lower side of the wheel is 
 the water-circulating pump. 
 
 The boat engine in the cut is of 2 H.P., nominal, weighs 125 
 Ibs., and is suitable for a 21 -foot boat with a 1 6-inch wheel. It 
 will run 500 revolutions per minute, and develop 2-J- B.H.P., 
 with a boat speed of between eight and nine miles per hour. 
 
 These engines are built at present of 2 and 6 H.P. single 
 cylinder and of 4 and 12 H.P. double cylinder. 
 
OFTHF 
 
 UNIVERS] 
 
 PATENTS 
 
 Issued in the United States for Gas, Gasoline and Oil Engines and their appli- 
 ances, from 1875 to 1896 inclusive : 
 
 -1875 
 
 G. W. Daimler ................. 168,623 
 
 J. Taggart ..................... i6i,454 
 
 P. Vera .................. ...... 160,130 
 
 1876 
 
 J. Brady ....................... 176,588 
 
 A. de Bischop .................. 178,121 
 
 T. W. Gilles ................... 179.782 
 
 -1877- 
 J. Wortheim ................... 192,206 
 
 R. D. Bradley .................. 187,092 
 
 F. Deickman ................... 195.585 
 
 N. A. Otto ..................... 194.047 
 
 Otto & Crossley ................ i9.473 
 
 1878 
 
 J. Brady ....................... 200,970 
 
 1879- 
 
 F.Burger ..................... 
 
 J. H. Connelly .................. 211,836 
 
 J. Robson ...................... 220, 174 
 
 Wittig & Hees ................. 213,539 
 
 G. W. Daimler ................. 222,467 
 
 1880 
 
 E. Buss ........................ 226,972 
 
 L. Durand ..................... 232,808 
 
 C. Linford ...................... 232,987 
 
 A. K. Rider .................... 233,804 
 
 Wittig & Hees ................ 225,778 
 
 D. Clerk ....................... 230,470 
 
 G. W. Daimler ................. 232,243 
 
 1881 
 
 E. Renier ...................... 247,741 
 
 C. J. B. Gaume ................. 240,994 
 
 A. K. Rider .................... 245,218 
 
 J. Robson ..... ................. 243,795 
 
 G. Wacker ..................... 242,401 
 
 N. A. Otto 241,707 
 
 J. Ravel 236,258 
 
 1882 
 
 C. G. Beechy 264,126 
 
 R. Hutchinson 253,709 
 
 A. P. Massey 260,587 
 
 T. McAdoo 253,406 
 
 P. Munsinger 266,304 
 
 L. C. Parker 269,813 
 
 C. M. Sombart 260,620 
 
 K. Teichman 269,163 
 
 H. Wiedling l!' 73 * 
 
 1269,146 
 
 A. K. Rider 267,458 
 
 E. W. Kellogg 265,423 
 
 H. H. Burritt 258,884 
 
 W. H. Wigmore 260,513 
 
 1883- 
 
 276,747 
 
 276,748 
 276,749 
 276,750 
 276,751 
 287,897 
 288,399 
 290,310 
 
 J. Charter \ 2 ? > 202 
 
 ( 270,203 
 
 H. Denney 290,632 
 
 Eteve & Lallemont 272,130 
 
 J. A. Ewins .' 278,421 
 
 E. J. Frost 273,269 
 
 W. Hammerschmidt 288,632 
 
 / 284,555 
 Geo. M. Hopkins < 284,556 
 
 ' 284,557 
 
 G. M. & L. N. Hopkins 284,851 
 
 Jackson & Kirkpatrick 283,398 
 
 S. Marcus 286,030 
 
 H.S.Maxim J 2 73>75o 
 
 1 279,657 
 
 C. W. Baldwin. 
 
270 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 
 271,902 J. Schweizer 
 
 292,864 
 
 
 278,255 N. H. Thompson & C. B. Swan. 
 
 300,661 
 
 
 278,256 
 
 
 L. N. Nash 
 
 289,019 1885 
 
 
 
 280 601 
 
 
 
 289,692 S ' Wll cox 
 
 332,312 
 
 
 L 289,693 C ' H - Andrews 
 
 314,284 
 
 N. A. Otto 
 
 288,479 
 
 325,377 
 
 L. C. Parker (reissue) 
 
 10,290 C. W. Baldwin , 
 
 325,378 
 
 
 284,061 
 
 325,379 
 
 G. H. Reynolds < 
 
 284,328 
 
 [325,380 
 
 
 28 8 C. Benz 
 
 316,868 
 
 J. Robson 
 
 27 l\L M.G. Crane 
 
 327,866 
 
 C. Rohn 
 
 280,083 G. Daimler 
 
 313,922 
 
 C. Shelburne 
 
 277,618 
 
 313,923 
 
 T. W. Turner 
 
 289 362 W ' A> Graham 
 
 330, 317 
 
 L. C. Parker 
 
 287,855 H> Harti g 
 
 324,554 
 
 
 G. M. & I. N. Hopkins 
 
 326,561 
 
 
 
 326,562 
 
 1884- 
 
 T. McDonough 
 
 315,808 
 
 G. M. Allen 
 J. Atkinson 
 J. Charter 
 E. Edwards 
 
 301,320 
 306,712 L.N. Nash J 
 
 292,894 
 300,453 
 
 f 31 2,494 
 312,496 
 312,497 
 ,312,498 
 
 C. J. B. Gaume 
 Geo. M. Hopkins 
 G. M. &I. N. Hopkins 
 I. N. Hopkins 
 
 302,478 J-F.Place | 
 
 306,254 D.S.Regan... 
 305,452 
 306,924 c - Shelburne 
 
 322,477 
 328,970 
 333,336 
 322,650 
 
 C. W. King & A. W. Cliff 
 S. Lawson 
 
 293,179 D.S.Troy... 
 306,933 
 
 332,447 
 317,892 
 332,313 
 
 
 307,057 s . wilcox J 
 
 
 H. S. Maxim 
 
 295,784 | 
 296,340 j g Wood 
 
 332,3*5 
 
 J. A. Menck A. Hambrock 
 P. Murray, Jr - 
 
 295,415 A. W. Schleicher... 
 ' 305,464 H. P. Feister 
 305,465 E schrabetz 
 305,466 
 
 328,170 
 3 T 4,7 2 7 
 324,244 
 312,906 
 
 
 ,305,467 
 
 3 I2 ,499 
 
 B. Parker 
 
 308,572 L. N. Nash 
 
 33 I >78 
 
 F. W. Rachholds 
 
 301,009 
 
 33 X >79 
 
 J.Spiel 
 
 302,045 
 
 331,080 
 
 W. L. Tobey 
 S. L. Wiegand 
 J. S. Wood 
 
 3 06 ' 4 * D.S.Regan 
 297,329 s< Sintz 
 300,294 G M Ward 
 
 331,210 
 320,285 
 315,082 
 
 A. K. Rider 
 
 292,178 
 
 311,214 
 
 C. G. Beechey 
 S. Marcus 
 
 SS - 886 - 
 
 
 
 ( 296,341 C. H. Andrews H. Williams. . 
 
 341,538 
 
 
 291,065 G. C. Anthony 
 
 3.17,226 
 
 H. S. Maxim. 
 
 293,762 J. Atkinson 
 
 336,505 
 
 
 302,271 J. Charter 
 
 335,564 
 
 
 293,185 J. H. Clark 
 
 347,469 
 
 J.Spiel 
 
 291 102 G. Daimler (reissue) 
 
 10,750 
 
 C. H. Andrews 
 
 301,078 E. Delamare Deboutteville 
 
 333,838 
 
PATENTS. 
 
 271 
 
 J. Hodgkinson J. H. Dewhurst 347,603 
 
 R. Van Kalkreuth 
 
 358,134 
 
 E. J. J. Lenoir 
 
 345,596 
 
 J. S. Wood 
 
 363,497 
 
 J. J. E. Lenoir 
 
 .... 335,462 
 
 N. C. Bassett 
 
 359,552 
 
 
 t 35i,393 
 
 T. Shaw 
 
 367,936 
 
 P. Murray, Jr 
 
 < 35i,394 
 
 W. Gavillet L. Martaresche. . 
 
 357,193 
 
 
 ' 35i,395 
 
 E. Korting 
 
 366,116 
 
 
 { 334,039 
 
 F. Von Martini 
 
 358,796 
 
 L. H. Nash 
 
 ...-! 341,934 
 
 T. Backeljan 
 
 364,205 
 
 
 ' 341,935 
 
 H. P. Holt F. W. Crossley. . . 
 
 370,258 
 
 N. E. Nash 
 
 .... 340,435 
 
 N. A. Otto 
 
 365,701 
 
 J. F. Place 
 
 < 348,998 
 
 F. W. Crossley H. P. Holt F. 
 
 
 } 348,999 
 
 H. Anderson 
 
 363,508 
 
 N. B.Randall 
 
 .... 355,101 
 
 B. F. Kadel... 
 
 374,968 
 
 A. L. Riker 
 
 .... 349,858 
 
 
 
 C. Sintz 
 
 .... 339,225 
 
 1888 
 
 
 H. & C. E. Skinner 
 
 .... 335,971 
 
 
 
 R F Smith 
 
 j 345,998 
 
 H. T. Dawson 
 
 392, 191 
 
 
 1 347,656 
 
 E. Delamare Deboutteville, 
 
 
 J. Spiel 
 
 .... 349,464 
 
 Reissue 
 
 10,951 
 
 S Wilcox 
 
 ( 343,744 
 
 H. Hartig 
 
 39^528 
 
 
 343,745 
 
 L. N. Hopkins 
 
 379,397 
 
 L. H. Nash 
 
 j 334,038 
 
 E. Korting 
 
 377,623 
 
 
 ( 334,040 
 
 (386,208 
 
 E. Korting 
 
 .... 346,374 
 
 L. H. Nash - 
 
 386,210 
 
 J. H. Clark 
 
 .... 353,402 
 
 
 386,211 
 
 C. E. Skinner 
 
 \ 352,368 
 
 J. Noble 
 
 379,807 
 
 
 ( 335,970 
 
 H. K. Shanck 
 
 376,212 
 
 F. Bain 
 
 .... 354,88i 
 
 
 390,710 
 
 C. W. Baldwin 
 
 .... 352,796 
 
 W. S. Sharpneck 
 
 391,486 
 
 N. A. Otto 
 
 350,077 
 
 C. Sintz 
 
 383,775 
 
 H. Robinson 
 
 .... 346,687 
 
 H. Skinner 
 
 389,608 
 
 N. A. Otto 
 
 .... 335,038 
 
 R. F. Smith 
 
 377,962 
 
 J. P. Holland 
 
 ( 337,000 
 
 G. W. Stewart 
 
 381,488 
 
 
 '- 335,629 
 
 J. Bradley 
 
 386,233 
 
 A. K. Rider 
 
 .... 349,983 
 
 J. R. Daly 
 
 392,109 
 
 G. Daimler 
 
 .... 334,109 
 
 
 (386,214 
 
 J. Spiel 
 
 .... 349,369 
 
 
 386,216 
 
 G. Ragot & G. Smyers 
 
 .... 350,769 
 
 L. H. Nash -i 
 
 386,212 
 
 L. H. Nash 
 
 .... 334,041 
 
 
 386,21.1 
 
 
 
 
 386,215 
 
 -1887 
 
 
 
 286,209 
 
 J. Atkinson 
 C. W. Baldwin 
 H. Campbell 
 
 .... 367,496 
 
 j 368,444 
 
 < 368,445 
 .... 367,184 
 
 R. Bocklen 
 N. A. Otto 
 H. Williams 
 N. A. Otto 
 
 384,673 
 388,372 
 386,949 
 386,929 
 
 J. Charter 
 
 ( 356,447 
 
 A. Rollason 
 
 39^338 
 
 L. T. Cornell 
 
 1 370,242 
 359,9 2 o 
 
 C. L. Seabury 
 
 394, 2 99 
 393,o8o 
 
 F. W. Crossley 
 
 370,322 
 
 
 
 C. J. B. Gaume 
 
 .... 374,056 
 
 _i88p 
 
 
 F. W. Ofeldt 
 
 .... 356,419 
 
 ASrhrniH T f* 'RfrVfip'M 
 
 403,294 
 
 
 A Schmid J. C. Beckfield. 
 Reissue 
 
 j 362,187 
 
 ' ' 1 371,793 
 ( 10,878 
 
 J. J. R. Humes 
 C. W.Baldwin j 
 
 400,850 
 407,320 
 
 407,321 
 
2/2 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 C. W. -Baldwin. . . . 
 
 T. B. Barker 
 
 J. C. Beckfield.... 
 L. T. Cornell . . . 
 
 W. E. Crist 
 
 H. J. Hartig 
 
 A. Histon.., 
 
 408,623 
 
 400, 163 
 396,022 
 406,263 
 
 S. Lawson. 
 
 J. Mathies. . 
 L. H. Nash, 
 
 D. S. Regan 
 
 N. Rogers J. A. Wharry 
 
 A. Schmid 
 
 C. Sintz 
 
 H. Tenting 
 
 W. von Oechelhaenser. 
 
 C. White A. R. Middleton. . . . 
 
 L. F. McNett 
 
 N. Rogers J. A. Wharry 
 
 W. E. Crist 
 
 L. H. Nash 
 
 E. D. Deboutteville L. P. C. ( 
 Malandin ( 
 
 E. Capitaine 
 
 E. Korting 
 
 N. Rogers J. A. Wharry J 
 
 L. H. Nash 
 
 L. C. & B. Parker 
 
 E. Capitaine 
 
 I. F. Allman 
 
 N. Rogers J. A. Wharry. 
 
 J. C. Beckfield 
 
 S. Griffin 
 
 H. Hoelljies 
 
 L. H.Nash 
 
 E. Capitaine 
 
 C. S. A. H. Wiedling. . . . 
 
 J. J. Purnell 
 
 S. Wilcox 
 
 L. C. & B. Parker 
 
 W. J. Crossley 
 
 G. Daimler 
 
 J. Charter 
 
 N. A. Otto 
 
 M. V. Schiltz 
 
 A. Allmann F. Kiippermann . 
 K. Gramm 
 
 415, *97 
 400,458 
 
 399,97 
 399,908 
 402,749 
 402,750 
 402,751 
 411,668 
 
 401,453 
 418,417 
 408,356 
 403,379 
 396,238 
 416,649 
 402,363 
 
 41:7,759 
 406,807 
 407,961 
 403,378 
 417,472 
 418,419 
 400,754 
 411,644 
 408,460 
 417,924 
 403,377 
 403,376 
 401,452 
 401,204 
 408,459 
 411,211 
 403,380 
 417,624 
 412,883 
 ,408,483 
 418,418 
 406,160 
 398,108 
 408,137 
 402,549 
 403,367 
 405,795 
 , 406, 706 
 418,112 
 415,446 
 407,234 
 399,569 
 412,228 
 415,908 
 
 N. A. Otto. 
 
 1890 
 
 G. B. Brayton .................. 432,260 
 
 W. D. & S. Priestman .......... 430,038 
 
 E.Butler ...................... I 4*3,214 
 
 ( 437,973 
 H. Lindley & T. Browett ...... 440,485 
 
 N. A. Otto... i 433,8o6 
 
 ( 433,807 
 H. Campbell ................... 428,801 
 
 G. McGee ...................... 432,638 
 
 J. Taylor ....................... 443,082 
 
 f 433, 809 
 433,8io 
 433,8n 
 433,8i2 
 433,8i3 
 433,8i4 
 437,508 
 424,345 
 
 M. M. Barrett J. F. Daly ..... \ 434,695 
 
 I 430,504 
 F. Diirr ........................ 442,248 
 
 H. J. Baker. . . ................. 421,473 
 
 C. W. Baldwin ................. 434,171 
 
 M. M. Barrett J. F. Daly ..... \ 430,505 
 
 1 430,506 
 
 J. C. Beckfield .................. 432,720 
 
 ( 42i,474 
 J. C. Beckfield A. Schmid ____ 4 421,475 
 
 ' 4 21 '477 
 E. H. Gaze .................... 437,776 
 
 J. Mohs ........................ 426 297 
 
 E. Quack ...................... 44^582 
 
 D. S. Regan (reissue) .......... 1 1 ,068 
 
 A. Schmid J. C. Beckfield ..... 421,524 
 
 H. K. Shank ................... 439,200 
 
 W. S. Sharpneck ............... 441,028 
 
 C. Sintz ........................ 426,337 
 
 J. D. Smith .................... 418,821 
 
 E. A. Sperry ................... 433.55 1 
 
 J. R. Valentine A. T. Grigg.. 425, 116 
 
 C.W.Weiss 
 
 1 
 
 C. White A. R. Middleton ---- 
 
 J. J. Pearson J. Kunze ........ 
 
 G. H. Chappell ........ (Rotary) 
 
 J. H. Eichler . . ........ (Rotary) 
 
 G. E. Hibbard ........ (Rotary) 
 
 W. S. Sharpneck ...... (Rotary) 
 
 W. C. Rossney ................. 
 
 E. F. Roberts .................. 
 
 C. W. Baldwin ................ 
 
 J. J. Pearson ................... 
 
 J. W. Eisenhuth ................ 
 
 419,806 
 438,209 
 428,858 
 441,865 
 442,963 
 424,000 
 428,762 
 420,169 
 424,027 
 439, 2 32 
 426,736 
 43 6 ,936 
 
PATENTS. 
 
 273 
 
 J. W. Eisenhuth ............... { 43 ' 3I< 
 
 r 430,3^3 
 G. B. Brayton .................. 432, 1 14 
 
 A. W. Schleicher P. A. N. 
 
 Winand ...................... 434,609 
 
 P. A. N. Winand L. V. Goeb- 
 
 bels .......................... 435,637 
 
 J. Roots ........................ 425,909 
 
 H. A. Stuart ................... 439, 7 02 
 
 N. A. Otto ..................... 437,507 
 
 C. von Liide ................... 435,439 
 
 1891 
 
 A. Harding .................... 452,520 
 
 I. F. Allman ................... 453,07! 
 
 J. Charter ..................... 455,388 
 
 B. H. Coffee .................... 446,851 
 
 P. T. Coffield C. H. Poxson.,. 456,284 
 E. W. Evans ................... 452.568 
 
 J. Fielding ..................... 450,406 
 
 M. A. Graham ................. 445,110 
 
 O. Kosztovits .................. 448,924 
 
 G. W. Lewis ................... 451,621 
 
 E. Narjot ...................... 448989 
 
 B. C. Vanduzen ................ 448,597 
 
 G.J.Weber 
 
 M. M. Barrett. 452,174 
 
 M. M. Barrett J. F. Daly 463,435 
 
 D. D. & J. T. Hobbs 460,070 
 
 459,403 
 
 F. W. Lanchester \ 459,404 
 
 459,405 
 465,480 
 
 L. G. Wolley.. 
 J. S. Connelly. 
 
 vr . Loutsky 
 
 f. Neil A. Janiot. 
 
 H. Williams 
 
 B. C. Vanduzen. . . 
 P. C. Sainsevain.. . 
 G. Roberts 
 
 F. S. Durand 
 
 H. Schumm..- 
 
 H. Lindley 
 
 E. Kaselowsky. . . . 
 
 G. W. Lewis... 
 
 450,091 
 457,459 
 457,46o 
 460,241 
 462,447 
 457,020 
 448,386 
 461,802 
 446,016 
 
 455,483 
 458,073 
 
 A. Rollason J. H. Hamilton., j 
 
 O. Lindner. . . 
 L. Kessler . . . 
 D. S. Regan., 
 18 
 
 463,231 
 451 620 
 456,505 
 456,853 
 457,332 
 453.446 
 451,824 
 448,369 
 
 1892 
 
 J. Joyce 480,019 
 
 B. Stein 478,651 
 
 D. Best 484,727 
 
 J. Charter 472,106 
 
 J. A. Charter... I 473,293 
 
 ( 477,295 
 H. T. Dawson 466,331 
 
 E. W. Evans 488,165 
 
 J. W. Raymond 488,483 
 
 H. Warden 486,143 
 
 J. Wehrschmidt 484,168 
 
 C. W. Weiss 473,685 
 
 S. Withers D. S. Covert 487,313 
 
 H. Schumm 488,093 
 
 E. I. Nichols 480,272 
 
 H. Schumm 482,202 
 
 A. Niemezyk 480,737 
 
 G. W. Weatherhogg 480,535 
 
 1893 
 
 F. E. Tremper. 
 
 J. S. Bigger 
 
 F. Cordenons 
 
 J. Foos C. F. Endter 
 
 C. J. B. Gaume 
 
 W. W. Grant 
 
 C. F. Hirsch A. Schilling 
 
 D. D. Hobbs... 
 
 G. E. Hoyt.. 
 
 S. Lawson ..................... 
 
 G. W. Lewis ................... 
 
 W. von Oechelhaeuser H. 
 Junkers ...................... 
 
 C. W. Pinkney. 
 
 ........... f 
 
 J. W. Raymond ................ 
 
 C. Sintz ....................... 
 
 C. V. Walls .................... 
 
 H. A. Weeks G. W. Lewis. . . . 
 
 W. H. Worth .................. 
 
 H. W. Tuttle .................. 
 
 D. Best ........................ 
 
 C. W. Weiss .................... 
 
 A. Niemezyk ................... 
 
 C. B. Wattles .................. 
 
 E. Delamare Deboutteville 
 L. Melandin. . 
 
 495,281 
 503,016 
 491,403 
 500,754 
 494,134 
 501,881 
 
 497,239 
 507,436 
 506,817 
 502,255 
 510,140 
 498,476 
 5u,535 
 
 508,833 
 499,935 
 504,614 
 505,327 
 5n,i58 
 49^855 
 509,255 
 498,700 
 5n,478 
 504,260 
 510,213 
 496,718 
 492,126 
 508,042 
 509,981 
 
274 
 
 GAS, GASOLINE, AND OIL ENGINES. 
 
 H. Schumm j 497,689 
 
 ( 510,712 
 
 C. Stein 511,661 
 
 P. H. Irgens 505,767 
 
 H. Williams 490,006 
 
 B. Chatterton 505,751 
 
 A. Gray 504,723 
 
 W. Seek 509,830 
 
 J. Low J. W. Gow. 
 P. A. N. Winand... 
 
 A. J. Painter 
 
 W. S. Elliott, Jr. ... 
 H. F. Frazer 
 
 J.B. Carse , 
 
 B. H. Coffey.. 
 H. T. Dawson. 
 
 ' W. W. Grant 
 
 J. W. Hartley J. Kerr. 
 C. F. Hirsch 
 
 F. Hirsch . . 
 
 C. S. Hisey 
 
 J. Labataille J. J. Graff 
 
 D. C. Luce 
 
 J.'MeGeorge 
 
 F. S. Mead 
 
 H. B. Migliavacca 
 
 E. Narjot 
 
 F. C. Olin 
 
 J. & W. Paterson 
 
 T. H. &J. T. H. Paul 
 
 H. Pokony 
 
 S. D. Shepperd 
 
 H. Swain 
 
 R. Thayer 
 
 H. Voll 
 
 J. Walrath 
 
 F. Hirsch 
 
 W. W. Grant '. 
 
 K. A. Jacobson 
 
 M. Lorois 
 
 W. A. Shaw 
 
 W. F. West 
 
 W. Seek 
 
 H. M. L. Crouan 
 
 H. H. Andrew A. R. Bellamy . ( 
 
 H. Schumm . .. 
 H. Campbell..'. 
 
 515,297 
 525,828 
 
 523,369 
 523,628 
 526,348 
 518,177 
 518,178 
 514,211 
 513,486 
 530,508 
 525,651 
 5i5,77o 
 526,837 
 522,712 
 530,523 
 5i4,7i3 
 517,821 
 519,863 
 525,857 
 528,006 
 528,105 
 
 525,358 
 528,489 
 530,237 
 514,271 
 52i,443 
 519,880 
 
 517,077 
 527,635 
 522,811 
 518,717 
 514,359 
 514,996 
 529,452 
 523,734 
 513,289 
 517,890 
 
 526,369 
 528,063 
 528,115 
 523-511 
 
 L. Crebessac 530, 161 
 
 R. B. Hain 531,182 
 
 -1895- 
 
 G. W. Waltenbough 543, 116 
 
 H. Schumm 548, 142 
 
 F. M. Underwood 542,743 
 
 F. S. Mead 546,238 
 
 H. Thau 545,553 
 
 A. J. Signor 538,132 
 
 C. L. Ives 534,886 
 
 M. L. Mery 543,157 
 
 C. W. Weiss \ 543,i63 
 
 ' 543, J 65 
 
 J. J. Norman 548,922 
 
 J. J. Bordman 547,414 
 
 J. Bryan 542,972 
 
 E. E. Butler 546,110 
 
 J. A. Charter 
 
 F. W. C. Cock 
 
 F. W. Coen 
 
 G. F. Conner 
 
 F. E. Covey G. W. Haines. . . . 
 W. L. Crouch E. E. Pierce.... 
 
 J-Day \ 
 
 H. J. Dykes 
 
 J. Froelich 
 
 E. R. Gill 
 
 H. H. Hennegin. 
 
 F. Hirsch 
 
 A. R. Holmes... 
 L. M. Johnston . 
 
 544,210 
 
 55i,579 
 548,628 
 532,869 
 535,8i5 
 543,6i4 
 544,214 
 539,122 
 550266 
 536,029 
 545,502 
 
 532,555 
 540,490 
 538,680 
 
 J. W. Lambert \ 534,163 
 
 I 550,832 
 
 H. A. Lauson J. J. Norman 
 A. D. Nott 55o,45i 
 
 F.S.Mead f 54', 773 
 
 ( 545,709 
 F! P. Miller 532,980 
 
 C.M.Rhodes... ...M 531 ' 861 
 
 < 540,923 
 
 F. A. Rider S. Vivian 533,922 
 
 B. L. Rinehart B. M. Turner.. 552,332 
 
 C. Sintz 539,710 
 
 E. J. Stoddard 533,754 
 
 H. Swain 535,964 
 
 G. Van Zandt 537,253 
 
 C. V. Walls 537,370 
 
 G. J. Weber 534-354 
 
 H. A. Weeks 543> Sl8 
 
 C. J. Weinman E. E. Euchen- 
 
 hofer... 537,512 
 
PATENTS. 
 
 2/5 
 
 C. White A. R. Middleton 
 
 D. Best 
 
 F. Burger 
 
 J. R. Bridges 
 
 J. W. Lambert 
 
 G. W. Roth 
 
 W. R. Campbell 
 
 B. W. Grist 
 
 J. Robison 
 
 P. Burt G. McGhee 
 
 G. W. Roth 
 
 F. S. Mead 
 
 J. E. Weyman A. J. & J. A . 
 
 Drake 
 
 P. Bilbault 
 
 A. R. Bellamy 
 
 O. Colborne 
 
 J. Robison ...... 
 
 C. & A. Spiel 
 
 J. E. Friend 
 
 S. Griffin 
 
 W. Seek 
 
 H. F. Wallmann. 
 W. E. Gibbon... 
 
 V. List J. Kossakoff. 
 
 A. W. Brown. 
 F. Mayer 
 
 F. W. Ofeldt.. 
 
 W. Lorenz, 
 J. Robison. 
 
 1896 
 
 J. F. Duryea 
 
 J. F. Daly & W. L. Corson 
 
 G. E. Hoyt 
 
 A. A. Hamerschlage 
 
 G. F. Eggerdinger and G. R. 
 
 Swaine 
 
 G. W. Lamos 
 
 Fred Mex 
 
 H. G. Carnell... . J 
 
 F. W. Mellars.... 
 
 C. J. Weinman E.E. Euchen- < 
 hoffer J 
 
 F. W. Crossley & J. Atkinson . . 
 
 M. G. Nixon 
 
 J. M. Worth 
 
 G. L. Thomas . . 
 
 545,995 
 544,879 
 549,626 
 548,772 
 536,287 
 552,263 
 550,742 
 545,125 
 532,098 
 550,674 
 
 539 9 2 3 
 
 544,586 
 
 542,124 
 532,412 
 536,997 
 537,963 
 550,675 
 532,099 
 532,219 
 550,785 
 542,410 
 549,939 
 548,824 
 547,606 
 535,914 
 536,090 
 550,185 
 532,865 
 549,677 
 538,694 
 540,757 
 
 535,837 
 532,097 
 532,100 
 
 557,469 
 
 557,493 
 561,890 
 561,886 
 
 562,307 
 562,230 
 533,662 
 556,086 
 556,195 
 555,717 
 555,791 
 555,898 
 
 559,399 
 559,oi7 
 558,749 
 
 C. Wagerell A. A.Williams.. 
 
 555,355 
 553,460 
 553,488 
 553,352 
 553,181 
 552,718 
 552,686 
 561,123 
 561,302 
 560,920 
 558,369 
 560,016 
 560,149 
 563,051 
 562,673 
 
 S. M. Miller .................... 
 
 F. M. Underwood .............. 
 
 W. D. & S. Priestman ......... 
 
 J. S. F. & E. Carter ............ 
 
 L. J. Monahan J. D. Termant. 
 P. A. N. Winand ............... 
 
 H. L. Parker ................... 
 
 J- W. Eisenhuth ............... 
 
 G. Alderson ................... 
 
 A. F. Rober ................... 
 
 L. H. Nash .................... 
 
 T. M. Spaulding ............... 
 
 L< s> Gardner. . . . . J 
 
 ( 558,943 
 
 E. Kasalowsky ................. 559,290 
 
 I. F. Allman ................... 556,237 
 
 H. C. Baker .................... 563,249 
 
 F. S. Mead ..................... 563,670 
 
 A. W. Bodell ................... 563,548 
 
 P. A. N. Winand ............... 563,535 
 
 L. F. Allman .................. 563,541 
 
 L. M. Burgeois, Jr ............. 564,182 
 
 A. J. Pierce .................... 564,643 
 
 E< N> Dickerson< t . t ( 564,684 
 
 ( 565,157 
 
 H. Swain ...................... 564,769 
 
 J. Robison ..................... 565,033 
 
 R. E. Olds M. F. Bates ....... 565,786 
 
 B. Wolf ........................ 566,263 
 
 A. Barker ...................... 566,125 
 
 H. Ebbs ....................... 566,300 
 
 G. H. Willets ................... 567,530 
 
 H. A. Winter .................. 567,432 
 
 H. Van Hoevenburgh .......... 567,928 
 
 C. D. Anderson ................ 567,954 
 
 J- S. Klein ..................... 568,115 
 
 J. S. R. D. W. D. & C. H. 
 
 Cundall ...................... 568,017 
 
 G. A. Thode ................... 568,814 
 
 F. C.Olin .................. f 369.386 
 
 1 569,564 
 H. A. Winter .................. 569,530 
 
 C. J. Weinman E. E. Euchen- 
 hofer ......................... 569,365 
 
 H. Schumm ................... 569,942 
 
 H. C. Hart ..................... 569,918 
 
 M. W. Weir ....... ............. 569,694 
 
 T. von Querfurth ............. 569,672 
 
 R- E. Olds ..................... 570,263 
 
 E. J. Pennington... . / 570,440 
 
 1 570,441 
 
2/6 GAS, GASOLINE, AND OIL ENGINES. 
 
 R. Rolfson 570,649 E. E. Ludi 572,209 
 
 L. Gathman 570,470 E. Capitaine 572,498 
 
 E. Prouty, 570,500 F. J. Rettig 573,296 
 
 C. W. Pinkney 571,239 F. E. Culver 573,209 
 
 C. A. Kunzel, Jr 571,447 S. M. Balzer 573, 174 
 
 G. W. Lewis 5?i,534 J- Charter, Jr 573,762 
 
 F. C. Olin 57i,495 G. S. Tiffany 573,628 
 
 E. Rappe 571,498 M. F. Underwood 574,183 
 
 M. Blakey 571,966 J. W. Eisenhuth 574,3H 
 
 J. F. Duryea 572,051 
 
NDEX. 
 
 ABSOLUTE zero, 9 
 
 B 
 
 BATTERIES, 146 
 Beau de Rocha, 3, 4 
 Boyle's law, 8 
 Brake, Prony, 90 
 
 rope, 93 
 
 strap, 92 
 
 Brown's gas-vacuum engine, 3 
 Bunsen burner, 65 
 
 Efficiencies, 13, 19, 20, 22, 23, 24, 26, 
 
 102 
 Electric generator, 77 
 
 lighting economy, 37-39 
 Electrodes, 148 
 Explosive mixtures, 14, 16, 26 
 
 mixture diagram, 15 
 
 FORMULAS for pressures, n 
 for temperature, n 
 for volume, n 
 
 CARD, Atkinson, 28, 137 
 
 combustion, 109 
 
 full-load, 29 
 
 half-load, 30 
 
 typical, 31 
 
 variable, 25 
 Carburetters, circular, 47 
 
 Daimler, 50 
 
 Gilbert & Barker, 52 * 
 
 ventilating, 48 
 Causes of loss in motors, 33 
 Clerk, Dugald, experiments, 22 
 Coefficient of expansion, 10 
 Combustion rate, 29 
 
 retarded, 25 
 
 Comparisons, Crossley, etc., 36-38 
 Cost of operation, 1 20 
 Cylinder, capacity, 54 
 
 dimensions, i, 55 
 
 E 
 
 ECONOMY, conditions, 27 
 electric lighting, 37-39 
 
 GAS ENGINE. 
 
 the A llm an, 181 
 
 the American motor, 203 
 
 the American, 170 
 
 the Atkinson, 135 
 
 the Backus, 175 
 
 the Bollee, 264 
 
 the Charter, 120 
 
 the Climax, 244 
 
 the Daimler, 208 
 
 the Dayton, 149 
 
 the Duryea, 258 
 
 the Economic, 112 
 
 the Facile, 249 
 
 the Fairbanks-Morse, 159 
 
 the Foos, 146 
 
 the gasoline bicycle, 259 
 
 the Hartig, 178 
 
 the Hicks, 200 
 
 the Hornsby-Akroyd, 240 
 
 the Hydrocarbon Motor, 254 
 
 the Lambert, 195 
 
 the Lawson, 234 
 
 the Nash, 184 
 
2 7 8 
 
 INDEX. 
 
 the New Era, 114 
 
 the New York Motor, 246 
 
 the Olds, 219 
 
 the Pierce, 117 
 
 the Priestman, 228 
 
 the Prouty, 193 
 
 the Racine, 238 
 
 the Raymond, 128 
 
 the Ruger, 169 
 
 the Simplex, 251 
 
 the Sintz, 132 
 
 the Springfield, 141 
 
 the Star, 206 
 
 the Victor, 150 
 
 the Vreeland, 174 
 
 the Weber, 222 
 
 the Webster, 139 
 
 the Wing, 265 
 
 the White & Middleton. 253 
 
 the Wolverine, 154 
 GAS, natural, 43 
 
 producer, 44 
 
 semi-water, 45 
 
 water, 45 
 Gasoline regulator, 144 
 
 evaporation, 53 
 
 pump, 117 
 
 Gay Lussac's law, 9 
 Globular cylinder head, 34 
 Governors, 
 
 inertia, 61 
 
 New Era, 116 
 
 pendulum, 63 
 
 pick-blade, 60 
 
 Robey, 58 
 
 vibrating, 62 
 
 H 
 
 HEAT efficiencies. 102 
 
 of combustion, 12 
 
 of compression, 105 
 
 units, 35, 42 
 
 value of gas, 21 
 Historical, 3 
 
 Igniters electric, 72, 77, 145, 148 
 
 flame, 65, 66, 68 
 
 hot-tube, 58, 71 
 Indicator, 96 
 
 cards, 19, 25, 31, 109, 137 
 Introduction, i 
 
 JOULE'S law, 12 
 
 LENOIR indicator card, 19 
 
 motor, 3 
 
 Light in cylinder, 8 
 Lubricators, 81, 82 
 
 II 
 
 MANAGEMENT of explosive motors, 8. 
 Material of power, 41 
 Measurement of power, 89 
 
 of speed, 94 
 
 Mechanical equivalent, 9 
 Mufflers, 56 
 
 O 
 
 OTTO, 3, 4 
 card, 27 
 
 PATENTS, number of, 4, 5 
 
 list of, 269 
 Petroleum distillate, 46 
 
 products, 45 
 Piston speed, 26 
 Prony brake, 90 
 
 RATIOS, volume, pressure, heat. 10 
 
 of expansion, 10, n 
 Reducing-pulley, 99 
 Rope brake, 93 
 
 IDEAL card, 23 
 
 Ignition timing- valves, 78. 79 
 
 SHRINKAGE of charge, 30 
 Sparking coil, 75 
 
INDEX. 
 
 279 
 
 Specific heat, gas, and air, 20 
 Speed measurement, 94 
 Spherical combustion chamber, 34 
 Strap brake, 92 
 Stratification, 13 
 
 TACHOMETER, 95 
 
 Temperature of cooling water, 34 
 
 of combustion, 108 
 Testing explosive engines, 107 
 Timing-valves, 78, 79 
 Theory of gas and gasoline engines, 
 7 
 
 TJ 
 
 UTILIZATION of heat in gas engines, 
 
 18 
 
 Useful effect, 26 
 
 VALVE chest, 116 
 
 Vaporizer, 49 
 
 Velocity of explosion, 14 
 
 Vibration floors and buildings, 100 
 
 Volumes, piston, 106 
 
 W 
 
 WALL cooling. 25 
 
 surface, 28 
 Water tank, 35 
 Worm gear, 116 
 
 ZERO, absolute, 9 
 
NASH GAS ENGINE 
 
 A HIGH-GRADE ENGINE OF SUPERIOR CONSTRUCTION, 
 CLOSE REGULATION AND GREAT ECONOMY. 
 
 Electric Lighting and Power Plants 
 
 A SPECIALTY. 
 
 National Meter Co. 
 
 298 Broadway, NEW YORK 
 
 CHICAGO. 
 
 BOSTON. 
 
 LOINDOIN. 
 
AN INITIAL FINE OF 25 CENTS 
 
 WILL BE ASSESSED FOR FAILURE TO RETURN 
 THIS BOOK ON THE DATE DUE. THE PENALTY 
 WILL INCREASE TO SO CENTS ON THE FOURTH 
 DAY AND TO $1.OO ON THE SEVENTH DAY 
 OVERDUE. 
 
 frOV 16 1931 
 
 3fr 
 
 \9* 8 
 
 
 LD 21-100m-8,' 
 
WRIGHT & Co., OF SOUTHWARD 
 
 LIMITED, 
 
 MILLWRIGHTS fc^NGINEERS, 
 
 157 SOUTHWX RIDGE ROAD, 
 
 
 
 ' S.E. 
 
 7 eTj" 
 
 SOI' PROPRIETORS OF 
 
 /7 jnt Granite Roller 
 ^rinding Machines, 
 
 FOR PAINT, PIGMENTS, INK, &c. 
 
 REPAIRS TO PLANT A SPECIALITY. 
 
 Having an experienced Staff and an extensive 
 and varied Plant, we shall be happy to undertake 
 any kind of Engineering and Machining Work 
 on most reasonable terms.