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Aviation History
1918
1918 - 1219.PDF
which are integral with the cylinder barrels. The valve pockets are welded into position, with the exception of one inlet valve pocket in each cylinder, which is constructed so as to be easily detachable with its valve seating and guide, as in previous Austro-Daimler engines, so that all the valves can be removed without dismounting the cylinder. Aluminium pistons are adopted, and, with the exception of those recently fitted to the 230 h.p. Benz engines, were at the time of capture apparently . . v- the only aluminium pistons OCTOBER 31, 1918 carried by the top half of the crankcase. The bottom halves of the journal bearing housings are steel forgings, and are very deep in cross section, being similar in design to the journal bearings fitted to the Maybach engines. The design of the valve gear and camshaft drive presents several interesting details. As shown in the illustrations of the engine, the overhead camshaft is driven by a vertical shaft off the front end of the crankshaft. The camshaft runs in four phosphor-bronze bearings in the centre of an aluminium camshaft case. „ - •:—. •.-...._ .-.•?•-- Fig. 5.—Detail of detachableinlet valve pocket. One of these is fitted to eachcylinder, and allows the other valves to be with-drawn without disturbing the cylinder. Fig. 7.—Aluminium piston. in use in enemy engines, although since this engine was cap • tured a Rumpler biplane has been brought down fitted with a 270 h.p. Basse-Selve engine using aluminium pistons. A detailed report of this engine is in course of preparation, and will be published very shortly. The H section connecting rods are of normal design, and the crankshaft runs in seven white metal bearings, which are Fig. 6.—Details of cylinder. A compression release gea^ very similar to the Mercedes type, is provided. The water circulation passage from the cylinders to the top of the radiator is taken through the front end of the cast aluminium camshaft casing, just behind the driving bevel gear. .-' A reciprocating plunger type oil pump is fitted in the front end of the oil base. This pump is driven by bevel and worm gearing directly off the crankshaft and is unusually heavy, but of interesting design. The lubrication is on normal principles, and embodies a large air-cooled sump at the bottom of the base chamber, which is supplemented by an auxiliary fresh oil reservoir cast in the front end of the top half of the crank chamber. The fresh oil is delivered by a small auxiliary plunger, working in conjunction with the main oil pump, to the front end of the camshaft, the lubrication of which is well carried out. A " V " type honeycomb radiator is fitted directly behind the propeller, and the centrifugal water pump, which is driven obliquely off the rear end of the crank-shaft, is of ordinary design. Two Bosch Z.H.6 magnetos are driven diagonally at 52° off the vertical camshaft driving-shaft at the front of the engine, and two plugs are provided in each cylinder. Th& magneto controls are interconnected with the throttle control, so that ignition is automatically retarded when throttling down. A heavy duplex carburettor feeds the cylinders through •two separate steel induction manifdlcfe, which are galvanised, and lagged with asbestos ; each manifold feeds three cylinders. The carburettors are water jacketted and heated by the cylinder water circulation system in the jjsual way. Main and slow running jets are fitted, the two annular floats being housed in chambers surrounding the choke tubes. The main air intake is taken through a passage cast in the two halves of the crankcase, leading to the chamber below the false bottom of the oil sump. * An air pump of the spring plunger type is driven off the— camshaft and is mounted on the top of the camshaft casing towards the rear end of the engine. A transverse shaft driven off the rear end of the crankshaft carries two cams for the synchronised gun interrupter gear. . No exhaust manifold is provided, each cylinder being fitted with a short streamline section exhaust pipe about 12 ins. long, as shown in the illustrations of the engine. -» ./;;,. ; .,.-. _ Details of Construction ^ ••- ••^^T-'••:-•• •"• Cylinders - '" — •*":. The six separate cylinders are made entirely of steel. The cylinder barrels, which are integral with the heads, are built up of steel forgings. The barrels are machined all over, and are ground to 135 mm. bore : the thickness of the cylinder walls tapers on the outside from 3.0 mm. at the centre to 4.0 mm. at the top, and 4.0 mm. at the base. 1220
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