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Aviation History
1910
1910 - 0850.PDF
[/ycHf OCTOBER 15, 1910. BRITISH THE 8-CYLINDER. E.N.V. Leading,: 60»h.p, Type, Cylinders.—8; bore, 105 mm. ; stroke, no mm. Weight. — 287 lbs., including all accessories, with the exception of the radiator. Power.—Guaranteed to develop 80-h.p. at 1,500 r.p.m. for 5 hours. Fuel Consumption. — "6 pint petrol per horse-power per hour. Price.—^450 complete. •'articulars. 40-h.p. Type. Cylinders.—-8 ; bore, 85 mm. ; stroke, 90 mm. Weight. — 155 lbs., including all accessories, with the exception of the radiator. Power.—Guaranteed to develop 50-h.p. at 1,400 r.p.m. for 5 hours. Fuel Consumption.—-b pint petrol per horse-power per hour. Price.—^350 complete. Now that the E.N.V. engines are actually being constructed in this country, they will doubtless have an even enhanced interest to patriotic aviators at home, although, truth to tell, the motors in 1 tkMBKC I^FFLION Two views of the 8-cyl. E.N.V. engine complete. That on of the pumps and distributor, the latter member being question have always carried a strong British association, for they have been the outcome of English capital and enterprise from the start. Already the equipment of the factory at Willesden is complete, and very shortly the organisation, which is such an The eight-cylinder E.N.V. engines are of the. vee type, having their cylinders arranged in two rows of four, which are inclined to one another at right angles. Among the characteristic features in the construction of these engines may be mentioned the use of electrolytically deposited copper water - jackets, ball bearings for the support of the crank shaft and a forced feed system of oil circulation, wherein the gudgeon-pins as well as the big-ends are lubricated by the direct service of the pump. Each cylinder is a separ ate casting and is formed complete with its valve - chambers, which lie adja cent to one another on the same side of the cylinder. The copper water-jacket is formed and fastened to the casting in a manner that will be described presently. Each cylinder is spigoted into an aluminium crank- chamber, to which it is fastened by four studs. These studs are screwed into the aluminium, and project through into the inside oi the crank - chamber, where they receive nuts as a precaution against stressing the aluminium threads upon which the security of the cylinders would other wise alone depend. At the same time, [the use of studs instead "Flight" Copyright. the left shows the arrangement separate from the magneto. Two other views of the 8-cyl. E.N.V. engine That on the left shows the position of the magneto mortcletrlTwhile that on the right illustrates the shape of the crank-chamber, which is a one-piece cas°irig? extremely difficult part of engineering, will result in a constant out put, the first signs of which are even now apparent in the presence of the first few entirely British-built machines. ot merely bolts passing through holes in the crank-chamber gives rigidity to the fastening that might not otherwise be available in the same degree. 848
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