GM licensed a SIGMA free piston engine for their experimental Firebird back in the 50's. Two big pistons with no crank or con rods. Exhaust was used to drive the car via a turbine . Hard to get your head around, but it works. SIGMA (France) made these with thousands of horsepower to drive power stations. https://www.freikolben.ch/en/freepiston-car Garpo
General Motors. E.M.D locomotive engines being built during ww2. These things are my bread and butter outside the hotrod world. Sent from my LGMP260 using The H.A.M.B. mobile app
I machined diesel engine components at EMD for 35 years. The engines shown were 567 cu. in. per cylinder, later they went to 645 inches and the engines currently built are 710 inches. Two cycle, fabricated steel crankcase, Roots blown BITD (turbos now), overhead cams, roller rockers, four exhaust valves per cylinder, dry sump and mechanical injection, all designed back in the mid ‘30’s. That same basic 2 cycle architecture was used for the whole family of GM -53, -71, -92 series engines and more for decades. In the original application the blower was just that, being a two cycle engine it was needed to assist the exhaust out of the cylinders at a low 2-3 psi. It was hot rodders that had other ideas for the Jimmy blowers.
So....in that 3rd EMD pic.........that .025 written on the end of the block..........thats the overbore in yards?.........lol............andyd
Oh yes I am aware of all the specs. I went to the National Academy of railroad Sciences and got my EMD mechanic certification. Put on through BNSF. I absolutely love these engines I'd much rather work on these than the General Electric counterparts. The EMD is a simple proven design that has stood the test of time Sent from my LGMP260 using The H.A.M.B. mobile app
Fordors+Austin kays, didn't they go to electronic injection on the 710s quite a few years back? As a kid my dad had a shop that worked on their little brothers the detroit diesel 53,71,92 and 149 series.
Yes, the injectors are now electronic and I imagine that is for two reasons. First the demands put on all internal combustion engines for emissions control and then I imagine a manufacturing plus might have been reduced costs. The unit injectors that were developed in the ‘30’s used a low pressure pump to feed the injector and with an ingenious design a roller rocker arm off the camshaft worked a pump plunger in each individual injector. With the plunger fitted at a tolerance of 50 millionths of an inch the fuel was prevented from leaking past the plunger and could develop as much as 30,000 psi. The fuel was forced through the spray nozzle at near 800 mph and was extremely atomized ensuring efficient combustion. So the low pressure feed pump for the most part eliminated external leaks, the camshaft/rocker arm controlled the timing of the injector and the high pressure created internally meant high efficiency. GM had some very smart people BITD, when I started at EMD in 1971 many of the processes and machines they developed decades earlier were amazing. All designed by some very perceptive people using pencil on paper and a slide rule, BC-before computer.
Looks like it. An acquaintance has one which he intend to out in a car chassis. It has maintenance plates on it from circa 1918. There was some issue with the valve gear in the earlier ones and there was a modification made available. This engine looks to have that mod. Maybe someone knows more?
Answered my own question. Some interesting stuff re the Curtiss OX-5 here. http://stcroix.50webs.com/pages/artricle_ox5.html
Here is a photo of how EMD machined blower rotors on a planer mill back in the dark ages. The image is from a 1938 pamphlet titled "Diesel- The Modern Power". That rotor is a bit larger than what we are accustomed to here.
The car with this Stutz engine in it visited New Zealand some time in the 1990s. The engine is an interim design - basically an overhead valve setup on the crankcase of a Wisconsin T head. From 1916 they had a new, more modern ohc four vertical valve per cylinder design. I can't find my photos of it but this article explains how it works. http://theoldmotor.com/?p=153446
Here is some info on the Frontenac Stagger Valve port layout. The last scan shows a Stagger Valve in the left photo.
Here is another unidentified engine, looks to be early '20's, anyone have an idea? OHC, two intake valves per cylinder and the carburetor is a Stromberg on a very nice manifold. Only thing on the back of the photo is Indianapolis Motor Speedway, Official Photo.
This engine has been shown before but this is a nice angle & picture. Miller V-16 debuted at Indy in 1931.
O/k...I'll ask......what sort of Maserati is that V6 from, and whats the shaft for?..........thanks andyd
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