Fig. 33.—The Hall-Scott Four-Cylinder 100 Horse-Power Aviation Motor.
Fig. 34.—Two Views of the Duesenberg Sixteen Valve Four-Cylinder Aviation Motor.
The only points in which an eight-cylinder motor differs from a four-cylinder is in the arrangement of the connecting rod, as in many designs it is necessary to have two rods working from the same crank-pin. This difficulty is easily overcome in some designs by staggering the cylinders and having the two connecting rod big ends of conventional form side by side on a common crank-pin. In other designs one rod is a forked form and works on the outside of a rod of the regular pattern. Still another method is to have a boss just above the main bearing on one connecting rod to which the lower portion of the connecting rod in the opposite cylinder is hinged. As the eight-cylinder engine may actually be made lighter than the six-cylinder of equal power, it is possible to use smaller reciprocating parts, such as pistons, connecting rods and valve gear, and obtain higher engine speed with practically no vibration. The firing order in nearly every case is the same as in a four-cylinder except that the explosions occur alternately in each set of cylinders. The firing order of an eight-cylinder motor is apt to be confusing to the motorist, especially if one considers that there are eight possible sequences. The majority of engineers favor the alternate firing from side to side. Firing orders will be considered in proper sequence.
