Washington standard. [volume] (Olympia, Wash. Territory) 1860-1921, 1919-10-24

-.- o.f CD. the cylinder TruI1 every
on..t. -a,, ole A. IFS tur.I Ha0E. .a"
,-tou head i- the ..a 500, or t.e
-.ua.. .rat >t,l3s uad." tto strain
Enable ,9 u.hHaal ra. attack. it is
.or,ea downward rh. drive sha1l
-a,ol},>. tue r.sr a<'. urh,, the
.aoel> spin and 'he automobile
moves.
.hore are no taly, chambers or
pockets ir the Falye-in head motor.
Every ounce Of power generated in
the explosion goes directly against
the piston head. There is no other
place for this force to go.
Getting the dead gas out of the
cylinder after the explosion is an
other important matter. After each
explosion in the cylinder there is a
residue of dead gases. The inside
of the cylinder walls must be CON
stantly fabricated SO that the piston
will work up and down with the least
possible friction. Some of the lubri-
eating oil is burned with each explo-
sion and this leaves a residue of car
bon in the cylinder. 1t is the duty
of the piston head in the up and
down stroke following the explosion
! to push all Of these dead gases. in
der. If they are not pushed out. they
mix with the next charge of gasoline
vapor and weaken it, diminishing the
power of the next explosion.
In an ~ and ct" head motor
these gases have TO turn corners, as
it were, in order to escape. First
they must go to the valve chambers
and thence to the outlet, the exhaust
valve Invariably in these types of
motors portion of these gases fail
to get out The valve opens for only
the smallest fraction of q second
You cannot begin to see it with the
naked eye. Naturally some of the
gas, gets left some of the time. But
in the valve in-head motor the gases
do not get left, owing to the fact that
the exhaust valve is directly in the
top of the cylinder just like the win
dow at the head of the hallway. Con,
lsquently when the piston starts up
ward these gases take straight
shoot for the opening with no corners
to turn and no projections to stop
them. or crannies or pockets to re-
tard their fight.
This means that in the valve.in-
head motor the cylinders are always
clean. In the 81" and ETY. types it
is impossible to make the inside of
the valve chambers or pockets
smooth. There are little projections
and roughnesses and these catch and
hold the carbon deposits. These de-
posts become heated. When they
lare red hot they ignite the incoming
charges of gasoline vapor before the
proper time. The gas is exploded
before it is compressed. burned but
without any resultant power This
Is pre-l8nlLlOn.
All automobile men know that for
best results it is necessary to have
quick and complete explosion. To
get this 1t is necessary to have the
spark plug as near the gas as pos
sible. In an 81" and "T" type of
motor the flame has to travel q great
deal farther than in the valve-in-head
for the simple reason that the diam
eter of the combustion chamber is
greater. In the valve-in-head motor
this diameter is simply the diameter
of the cylinder itself, while in the
other two types the flame has to
travel to the far corners Of the valve
chambers or pockets.
An automobile motor is heat en-
CINE. A theoretically perfect motor
would be one in which an extremely
high temperature could be main
tanned in the metal cylinders. 1t is
not practical, however, to operate an
automobile motor with it's cylinder
| SuildCcS ONcTucdtcu. consequently
cooling device is provided. The cyl
inder walls are surrounded by a hol-
low jacket, which is kept full of
water. nj this cooling operation
number of heat units are necessarily
, wasted and destroyed. But the
smaller the surface of the cylinder
walls to be colled the greater the eff
cheney of the motor. In the 81" and
''T'' types with side pockets cast into
the cylinders for the insertion of the
inlets and exhaust valves. the COM
bustion chamber is enlarged by the
exact amount of extra surface in
these pockets, and these pockets must
be as perfectly water jacketed as the
remainder of the cylinder wall. The
result is greater amount of cooling
surface and the consequent greater
loss of heat units.
The backbone of the Buick sue
cess" is the valve-in-head motor.
Nearly 20 years ago the pioneer