Fig. 43. Crank Shaft of Sturtevant Motor.
Fig. 42. Crank Case of Sturtevant Motor.
This system enables the use of a more efficient filter than with the suction type and eliminates any danger of its becoming clogged and stopping the oil supply, since, in the event of such an occurrence the pump would furnish sufficient pressure to burst the filter. However, the filter is particularly accessible and may be instantly removed for cleaning without disturbing the oil. The tank regularly fitted to the motor holds sufficient oil for three hours’ use. If the engine is required to operate for a longer time without opportunity for replenishing the oil supply, a larger tank can be used. As no oil is allowed to accumulate in the base with this system of lubrication, the motor can be operated continuously at an angle.
Water circulation is maintained by a centrifugal pump of large capacity, the impeller of which is mounted directly on an extension of the crank shaft, eliminating the usual bearings and its grease cup.
The ignition is provided by a high-tension Mea magneto, its special construction permitting the motor to be started under a retarded spark avoiding the danger of back kick from the propeller.
The cylinder and all exposed parts are rendered absolutely weather-proof by means of a heavy coat of nickel plating.
(54) The Rotating Cylinder Motor.
While it is the common belief that the rotary cylinder gasoline motor is of French origin it may safely be said that this type of motor was in actual use in America for several years before it even reached the experimental stage in Europe. The Adams-Farwell Company of Dubuque, Iowa, were driving automobiles successfully with a rotary cylinder motor before Orville Wright flew at Fort Meyer, Va. Although the original Farwell motor more than proved its right to existence by faithful service under the most exacting conditions, the motor never received the consideration that it deserved, probably because of its great divergence from what is known as “accepted practice.”