SPECIFICATIONS—MODEL 5A TYPE 8

THE CURTISS AVIATION MOTORS

The Curtiss OX motor has eight cylinders, 4-inch bore, 5-inch stroke, delivers 90 horse-power at 1,400 turns, and the weight turns out at 4.17 pounds per horse-power. This motor has cast iron cylinders with monel metal jackets, overhead inclined valves operated by means of two rocker arms, push-and-pull rods from the central cam-shaft located in the crank-case. The cam and push rod design is extremely ingenious and the whole valve construction turns out very light. This motor is an evolution from the early Curtiss type motor which was used by Glenn Curtiss when he won the Gordon Bennett Cup at Rheims. A slightly larger edition of this type motor is the OXX-5, as shown at [Figs. 231] and [232], which has cylinders 41⁄4 inches by 5 inches, delivers 100 horse-power at 1,400 turns and has the same fuel and oil consumption as the OX type motor, namely, .60 pound of fuel per brake horse-power hour and .03 pound of lubricating oil per brake horse-power hour.

Fig. 231.—The Curtiss OXX-5 Aviation Engine is an Eight-Cylinder Type Largely Used on Training Machines.

The Curtiss Company have developed in the last two years a larger-sized motor now known as the V-2, which was originally rated at 160 horse-power and which has since been refined and improved so that the motor gives 220 horse-power at 1,400 turns, with a fuel consumption of 52⁄100 of a pound per brake horse-power hour and an oil consumption of .02 of a pound per brake horse-power hour. This larger motor has a weight of 3.45 pounds per horse-power and is now said to be giving very satisfactory service. The V-2 motor has drawn steel cylinders, with a bore of 5 inches and a stroke of 7 inches, with a steel water jacket top and a monel metal cylindrical jacket, both of which are brazed on to the cylinder barrel itself. Both these motors use side by side connecting rods and fully forced lubrication. The cam-shafts act as a gallery from which the oil is distributed to the cam-shaft bearings, the main crank-shaft bearings, and the gearing. Here again we find extremely short rods, which, as before mentioned, enables the height and the consequent weight of construction to be very much reduced. For ordinary flying at altitudes of 5,000 to 6,000 feet, the motors are sent out with an aluminum liner, bolted between the cylinder and the crank-case in order to give a compression ratio which does not result in pre-ignition at a low altitude. For high flying, however, these aluminum liners are taken out and the compression volume is decreased to about 18.6 per cent. of the total volume.

Fig. 232.—Top and Bottom Views of the Curtiss OXX-5 100 Horse-Power Aviation Engine.

The Curtiss Aeroplane Company announces that it has recently built, and is offering, a twelve-cylinder 5′′ × 7′′ motor, which was designed for aeronautical uses primarily. This engine is rated at 250 horse-power, but it is claimed to develop 300 at 1,400 R. P. M. Weights—Motor, 1,125 pounds; radiator, 120 pounds; cooling water, 100 pounds; propeller, 95 pounds.

Gasoline Consumption per Horse-power Hour, 6⁄10 pounds.

Oil Consumption per Hour at Maximum Speed—2 pints.

Installation Dimensions—Overall length, 845⁄8 inches; overall width, 341⁄8 inches; overall depth, 40 inches; width at bed, 301⁄2 inches; height from bed, 211⁄8 inches; depth from bed, 181⁄2 inches.

THOMAS-MORSE MODEL 88 ENGINE

The Thomas-Morse Aircraft Corporation of Ithaca, N. Y., has produced a new engine, Model 88, bearing a close resemblance to the earlier model. The main features of that model have been retained; in fact, many parts are interchangeable in the two engines. Supported by the great development in the wide use of aluminum, the Thomas engineers have adopted this material for cylinder construction, which adoption forms the main departure from previous accepted design.

The marked tendency to-day toward a higher speed of rotation has been conclusively justified, in the opinion of the Thomas engineers, by the continued reliable performance of engines with crank-shafts operating at speeds near 2,000 revolutions per minute, driving the propeller through suitable gearing at the most efficient speed. High speed demands that the closest attention be paid to the design of reciprocating and rotating parts and their adjacent units. Steel of the highest obtainable tensile strength must be used for connecting rods and piston pins, that they may be light and yet retain a sufficient factor of safety. Piston design is likewise subjected to the same strict scrutiny. At the present day, aluminum alloy pistons operate so satisfactorily that they may be said to have come to stay.

The statement often made in the past, that the gearing down of an engine costs more in the weight of reduction gears and propeller shaft than is warranted by the increase in horse-power, is seldom heard to-day.

The mean effective pressure remaining the same, the brake horse-power of any engine increases as the speed. That is, an engine delivering 100 brake horse-power at 1,500 revolutions per minute will show 133 brake horse-power at 2,000 revolutions per minute, an increase of 33 brake horse-power. To utilize this increase in horse-power, a matter of some fifteen pounds must be spent in gearing and another fifteen perhaps on larger valves, bearings, etc. Two per cent. may be assumed lost in the gears. In other words, the increase in horse-power due to increasing the speed has been attained at the expense of about one pound per brake horse-power.

The advantages of the eight-cylinder engine over the six and twelve, briefly stated, are: lower weight per horse-power, shorter length, simpler and stiffer crank-shaft, cam-shaft and crank-case, and simpler and more direct manifold arrangement. As to torque, the eight is superior to the six, and yet in practice not enough inferior to the twelve to warrant the addition of four more cylinders. It must, however, be recognized that the eight is subject to the action of inherent unbalanced inertia couples, which set up horizontal vibrations, impossible of total elimination. These vibrations are functions of the reciprocating weights, which, as already mentioned, are cut down to the minimum. Vibrations due to the elasticity of crank-case, crank-shaft, etc., can be and are reduced in the Thomas engine to minor quantities by ample webbing of the crank-case and judicious use of metal elsewhere. All things considered, there is actually so little difference to be discerned between the balance of a properly designed eight-cylinder engine and that of a six or twelve as to make a discussion of the pros and cons more one of theory than of practice.

The main criticisms of the L head cylinder engine are that it is less efficient and heavier. This is granted, as it relates to cylinders alone. More thorough investigation, however, based on the main desideratum, weight-power ratio, leads us to other conclusions, particularly with reference to high speed engines. The valve gear must not be forgotten. A cylinder cannot be taken completely away from its component parts and judged, as to its weight value, by itself alone. A part away from the whole becomes an item unimportant in comparison with the whole. The valve gear of a high speed engine is a too often overlooked feature. The stamp of approval has been made by high speed automobile practice upon the overhead cam-shaft drive, with valves in the cylinder head operated direct from the cam-shaft or by means of valve lifters or short rockers.

Fig. 233.—End View of Thomas-Morse 150 Horse-Power Aluminum Cylinder Aviation Motor Having Detachable Cylinder Heads.

The overhead cam-shaft mechanism applied to an eight-cylinder engine calls for two separate cam-shafts carried above and supported by the cylinders in an oil-tight housing, and driven by a series of spur gears or bevels from the crank-shaft. It is patent that this valve gearing is heavy and complicated in comparison with the simple moving valve units of the L head engine, which are operated from one single cam-shaft, housed rigidly in the crank-case. The inherently lower volumetric efficiency of the L head engine is largely overcome by the use of a properly designed head, large valves and ample gas passages. Again, the customary use of a dual ignition system gives to the L head a relatively better opportunity for the advantageous placing of spark-plugs, in order that better flame propagation and complete combustion may be secured.

Fig. 234.—Side View of Thomas-Morse High Speed 150 Horse-Power Aviation Motor with Geared Down Propeller Drive.

The Thomas Model 88 engine is 41⁄8 inch bore and 51⁄2 inch stroke. The cylinders and cylinder heads are of aluminum, and as steel liners are used in the cylinders the pistons are also made of aluminum. This engine is actually lighter than the earlier model of less power. It weighs but 525 pounds, with self-starter. The general features of design can be readily ascertained by study of the illustrations: [Fig. 233], which shows an end view; [Fig. 234], which is a side view, and [Fig. 235], which outlines the reduction gear-case and the propeller shaft supporting bearings.

Fig. 235.—The Reduction Gear-Case of Thomas-Morse 150 Horse-Power Aviation Motor, Showing Ball Bearing and Propeller Drive Shaft Gear.

SIXTEEN-VALVE DUESENBERG ENGINE

This engine is a four-cylinder, 43⁄4′′ × 7′′, 125 horse-power at 2,100 R. P. M. of the crank-shaft and 1,210 R. P. M. of the propeller. Motors are sold on above rating; actual power tests prove this motor capable of developing 140 horse-power at 2,100 R. P. M. of the motor. The exact weight with magneto, carburetor, gear reduction and propeller hub, as illustrated, 509 pounds; without gear reduction, 436 pounds. This motor has been produced as a power plant weighing 3.5 pounds per horse-power, yet nothing has been sacrificed in rigidity and strength. At its normal speed it develops 1 horse-power for every 3.5 cubic inches piston displacement. Cylinders are semi-steel, with aluminum plates enclosing water jackets. Pistons specially ribbed and made of Magnalite aluminum compound. Piston rings are special Duesenberg design, being three-piece rings. Valves are tungsten steel, 115⁄16′′ inlets and 2′′ exhausts, two of each to each cylinder. Arranged horizontally in the head, allowing very thorough water-jacketing. Inlet valves in cages. Exhaust valves, seating directly in the cylinder head, are removable through the inlet valve holes. Valve stems lubricated by splash in the valve action covers. Valve rocker arms forged with cap screw and nut at upper end to adjust clearance. Entirely enclosed by aluminum housing, as is entire valve mechanism. Connecting rods are tubular, chrome nickel steel, light and strong. Crank-shaft is one-piece forging, hollow bored, 21⁄2-inch diameter at main bearings. Connecting rod bearings, 21⁄4-inch diameter, 3 inches long. Front main bearing, 31⁄2 inches long; intermediate main bearing, 31⁄2 inches long; rear main bearing, 4 inches long. Crank-case of aluminum, barrel type, oil pan on bottom removable. Hand hole plates on both sides. Strongly webbed.

The oiling system of this sixteen-valve Duesenberg motor is one of its vital features. An oil pump located in the base and submerged in oil forces oil through cored passages to the three main bearings, then through tubes under each connecting rod into which the rod dips. The oil is thrown off from these and lubricates every part of the motor. This constitutes the main oiling system; it is supplemented by a splash system, there being a trough under each connecting rod into which the rod slips. The oil is returned to the main supply sump by gravity, where it is strained and re-used. Either system is in itself sufficient to operate the motor. A pressure gauge is mounted for observation on a convenient part of the system. A pressure of approximately 25 pounds is maintained by the pressure system, which insures efficient lubrication at all speeds of the motor. The troughs under the connecting rods are so constructed that no matter what the angle of flight may be, oil is retained in each individual trough so that each connecting rod can dip up its supply of oil at each revolution.

AEROMARINE SIX-CYLINDER VERTICAL MOTOR

These motors are four-stroke cycle, six-cylinder vertical type, with cylinder 45⁄16′′ bore by 51⁄8′′ stroke. The general appearance of this motor is shown in illustration at [Fig. 236]. This engine is rated at 85-90 horse-power. All reciprocating and revolving parts of this motor are made of the highest grades of steel obtainable as are the studs, nuts and bolts. The upper and lower parts of crank-case are made of composition aluminum casting. Lower crank-case is made of high grade aluminum composition casting and is bolted directly to the upper half. The oil reservoir in this lower half casting provides sufficient oil capacity for five hours’ continuous running at full power. Increased capacity can be provided if needed to meet greater endurance requirements. Oil is forced under pressure to all bearings by means of high-pressured duplex-geared pumps. One side of this pump delivers oil under pressure to all the bearings, while the other side draws the oil from the splash case and delivers it to the main sump. The oil reservoir is entirely separate from the crank-case chamber. Under no circumstances will oil flood the cylinder, and the oiling system is not affected in any way by any angle of flight or position of motor. An oil pressure gauge is placed on instrument board of machine, which gives at all times the pressure in oil system, and a sight glass at lower half of case indicates the amount of oil contained. The oil pump is external on magneto end of motor, and is very accessible. An external oil strainer is provided, which is removable in a few minutes’ time without the loss of any oil. All oil from reservoir to the motor passes through this strainer. Pressure gauge feed is also attached and can be piped to any part of machine desired.

Fig. 236.—The Six-Cylinder Aeromarine Engine.

The cylinders are made of high-grade castings and are machined and ground accurately to size. Cylinders are bolted to crank-case with chrome nickel steel studs and nuts which securely lock cylinder to upper half of crank-case. The main retaining cylinder studs go through crank-case and support crank-shaft bearings so that crank-shaft and cylinders are tied together as one unit. Water jackets are of copper, 1⁄16′′ thick, electrically deposited. This makes a non-corrosive metal. Cooling is furnished by a centrifugal pump, which delivers 25 gallons per minute at 1,400 R. P. M. Pistons are made cast iron, accurately machined and ground to exact dimensions, which are carefully balanced. Piston rings are semi-steel rings of Aeromarine special design.

Connecting rods are of chrome nickel steel, H-section. Crank-shaft is made of chrome nickel steel, machined all over, and cut from solid billet, and is accurately balanced through the medium of balance weights being forged integral with crank. It is drilled for lightness and plugged for force feed lubrication. There are seven main bearings to crank-shaft. All bearings are of high-grade babbitt, die cast, and are interchangeable and easily replaced. The main bearings of the crank-shaft are provided with a single groove to take oil under pressure from pressure tube which is cast integral with case. Connecting rod bearings are of the same type. The gudgeon pin is hardened, ground and secured in connecting rod, and is allowed to work in piston. Cam-shaft is of steel, with cams forged integral, drilled for lightness and forced-feed lubrication, and is case-hardened. The bearings of cam-shaft are of bronze. Magneto, two high-tension Bosch D. U. 6. The intake manifold for carburetors are aluminum castings and are so designed that each carburetor feeds three cylinders, thereby insuring easy flow of vapor at all speeds. Weight, 420 pounds.

WISCONSIN AVIATION ENGINES

The new six-cylinder Wisconsin aviation engines, one of which is shown at [Fig. 237], are of the vertical type, with cylinders in pairs and valves in the head. Dimensioned drawings of the six-cylinder vertical type are given at [Figs. 238] and [239]. The cylinders are made of aluminum alloy castings, are bored and machined and then fitted with hardened steel sleeves about 1⁄16 inch in thickness. After these sleeves have been shrunk into the cylinders, they are finished by grinding in place. Gray iron valve seats are cast into the cylinders. The valve seats and cylinders, as well as the valve ports, are entirely surrounded by water jackets. The valves set in the heads at an angle of 25° from the vertical, are made of tungsten steel and are provided with double springs, the outer or main spring and the inner or auxiliary spring, which is used as a precautionary measure to prevent a valve falling into the cylinder in remote case of a main spring breaking. The cam-shaft is made of one solid forging, case-hardened. It is carried in an aluminum housing bolted to the top of the cylinders. This housing is split horizontally, the upper half carrying the chrome vanadium steel rocker levers. The lower half has an oil return trough cast integral, into which the excess oil overflows and then drains back to the crank-case. Small inspection plates are fitted over the cams and inner ends of the cam rocker levers. The cam-shaft runs in bronze bearings and the drive is through vertical shaft and bevel gears.

Fig. 237.—The Wisconsin Aviation Engine, at Top, as Viewed from Carburetor Side. Below, the Exhaust Side.

The crank-case is made of aluminum, the upper half carrying the bearings for the crank-shaft. The lower half carries the oil sump in which all of the oil except that circulating through the system at the time is carried. The crank-shaft is made of chrome vanadium steel of an elastic limit of 115,000 pounds. The crank-pins and ends of the shaft are drilled for lightness and the cheeks are also drilled for oil circulation. The crank-shaft runs in bronze-backed, Fahrig metal-lined bearings, four in number. A double thrust bearing is also provided, so that the motor may be used either in a tractor or pusher type of machine. Outside of the thrust bearing an annular ball bearing is used to take the radial load of the propeller. The propeller is mounted on a taper. At the opposite end of the shaft a bevel gear is fitted which drives the cam-shaft, through a vertical shaft, and also drives the water and oil pumps and magnetos. All gears are made of chrome vanadium steel, heat-treated.

Fig. 238.—Dimensioned End Elevation of Wisconsin Six Motor.

The connecting rods are tubular and machined from chrome vanadium steel forgings. Oil tubes are fitted to the rods which carry the oil up to the wrist-pins and pistons. The rods complete with bushings weigh 51⁄2 pounds each. The pistons are made of aluminum alloy and are very light and strong, weighing only 2 pounds 2 ounces each. Two leak-proof rings are fitted to each piston. The wrist-pins are hollow, of hardened steel, and are free to turn either in the piston or the rod. A bronze bushing is fitted in the upper end of the rod, but no bushing is fitted in the pistons, the hardened steel wrist-pins making an excellent bearing in the aluminum alloy.

Fig. 239.—Dimensioned Side Elevation of Wisconsin Six Motor.

The water circulation is by centrifugal pump, which is mounted at the lower end of the vertical shaft. The water is pumped through brass pipes to the lower end of the cylinder water jackets and leaves the upper end of the jackets just above the exhaust valves. The lubricating system is one of the main features of the engines, being designed to work with the motor at any angle. The oil is carried in the sump, from where it is taken by the oil circulating pump through a strainer and forced through a header, extending the full length of the crank-case, and distributed to the main bearings. From the main bearings it is forced through the hollow crank-shaft to the connecting rod big ends and then through tubes on the rods to wrist-pins and pistons. Another lead takes oil from the main header to the cam-shaft bearings. The oil forced out of the ends of the cam-shaft bearings fills pockets under the cams and in the cam rocker levers. The excess flows back through pipes and through the train of gears to the crank-case. A strainer is fitted at each end of the crank-case, through which the oil is drawn by separate pumps and returned to the sump. Either one of these pumps is large enough to take care of all of the return oil, so that the operation is perfect whether the motor is inclined up or down. No splash is used in the crank-case, the system being a full force feed. An oil level indicator is provided, showing the amount of oil in the sump at all times. The oil pressure in these motors is carried at ten pounds, a relief valve being fitted to hold the pressure constant.

Fig. 240.—Power, Torque and Efficiency Curves of Wisconsin Aviation Motor.

Ignition is by two Bosch magnetos, each on a separate set of plugs fired simultaneously on opposite sides of the cylinders. Should one magneto fail, the other would still run the engine at only a slight loss in power. The Zenith double carburetor is used, three cylinders being supplied by each carburetor. This insures a higher volumetric efficiency, which means more power, as there is no overlapping of inlet valves whatever by this arrangement. All parts of these motors are very accessible. The water and oil pumps, carburetors, magnetos, oil strainer or other parts can be removed without disturbing other parts. The lower crank-case can be removed for inspection or adjustment of bearings, as the crank-shaft and bearing caps are carried by the upper half. The motor supporting lugs are also part of the upper crank-case.

Fig. 241.—Timing Diagram, Wisconsin Aviation Engine.

The six-cylinder motor, without carburetors or magnetos, weighs 547 pounds. With carburetor and magnetos, the weight is 600 pounds. The weight of cooling water in the motor is 38 pounds. The sump will carry 4 gallons of oil, or about 28 pounds. A radiator can be furnished suitable for the motor, weighing 50 pounds. This radiator will hold 3 gallons of water or about 25 pounds. The motor will drive a two-blade, 8 feet diameter by 6.25 feet pitch Paragon propeller 1400 revolutions per minute, developing 148 horse-power. The weight of this propeller is 42 pounds. This makes a total weight of motor, complete with propeller, radiator filled with water, but without lubricating oil, 755 pounds, or about 5.1 pounds per horse-power for complete power plant. The fuel consumption is .5 pound per horse-power per hour. The lubricating oil consumption is .0175 pound per horse-power per hour, or a total of 2.6 pounds per hour at 1400 revolutions per minute. This would make the weight of fuel and oil, per hour’s run at full power at 1400 revolutions per minute, 76.6 pounds.