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New Two-Cycle Diesel Engine Designed for Marine Use NEW two-cycle full diesel en- gine suitable for marine serv- ice has been brought out by the Bolinders Co., manufacturer since 1893 of the well known two-cycle, low pressure, oil engine widely used in small vessels the world over. The low pressure engine in sizes under 500 brake horsepower totals over 1,000,000 horsepower in operation. This com- pany is now embarking on a program to build larger units up to 1000 brake horsepower in, the higher pressure two-cycle full diesel engine. Several features are incorporated in this new engine which it is claimed will facili- tate operation and reduce operating cost. The fuel consumption is said to be only 0.388 pound of fuel per brake horsepower per hour in sizes down to 200 brake horsepower. Lubricating oil consumption is one gallon per 1700 brake horsepower hours. Solid injection is used and a scavenging pump is built into the engine at the forward end. The flywheel is located aft and a Kingsbury type thrust bear- ing is fitted outside of it. Circulating and bilge pumps are located centrally and are easily accessible. A two-stage air compressor placed at the extreme forward end serves to charge the air starting tanks when the engine is running. The engine is designed on the enclosed straight line principle. Forced Feed Lubrication Forced feed lubrication with semi- dry crank case is used. The lubricant passes from the pump through a filter to the main and crank pin bearings, then up through the rods to the wrist pin bearings and returns to the crank case sump. Cylinders are lubricated by separate lines. Removable cylinder liners are used. The water jacket is sealed by copper gaskets. Pistons are oil cooled. The oil cooling and lubricating systems are separate. Telescopic pipes carry the oil to and from the pistons and then through a cooler in the bilge. A double scavenging method is em- ployed. Two sets of air intake ports, one above the other, and opposite the exhaust opening are provided in each cylinder. The top set of air inlets, which slant upward, is controlled by valves. In this way the air blast is directed upward. Thus not only are the exhaust gases driven out more effectively, but the cylinder is super charged because these upper ports re- main open an instant during the com- pression stroke after the exhaust open- ing has been closed by the _ piston. This undoubtedly contributes to the low fuel consumption. Single orifice fuel injectors are used. Grooves cut tangentially in a conical spindle set the fuel whirling before it is forced through the orifice which is a hole 1/32-inch in diameter. Any waste matter reaching the single hole nozzle will pass through and not stick and carbonize. An even speed is maintained by a centrifugal governor which controls the spill valves on the fuel pumps. The pumps, one for each cylinder, have constant strokes. The ahead and as- tern timing is accomplished by a slid- ing camshaft operated by a Servo compressed air motor. New Bolinders Two-cycle Full Diesel Engine—400 B.H.P. at 250 R.P.M. MARINE REVIEW—May, 1932 To reduce the stresses due to ther- mal and mechanical forces the cylin- der head is symmetrical with the same thickness of wall all around. An open type of combustion chamber is used to give the highest efficiency. Simple Method of Maneuvering The engine is completely maneu- vered by a single control. It is started, stopped and reversed and its speed is regulated by one hand wheel located on the side. This wheel operates the compressed air motor actuating the sliding camshaft. In starting the en- gine a slight turn of the hand wheel admits air to only two of all cylinders in position to start. If the pistons of these two are on top and bottom cen- ter, a further movement of the wheel allows the air to enter the remaining cylinders, assuring a positive turnover. Since dead center position is unusual, the engine may nearly always be started on two cylinders with a saving in air which would otherwise be wasted in passing out through the ex- haust ports. The efficiency of this method of starting was demonstrated in the handling of a tug powered with a 500 brake horsepower engine of this de- sign. The tug was started, stopped and. reversed continuously for two hours without use of any auxiliary compressed air, the compressor on the engine maintaining maneuvering pres- sure throughout the test. Changing from full speed ahead to full speed astern required only five seconds. Indicating Instruments in Full View Indicating instruments are located in full view of the operator. <A _ tacho- meter gives the revolutions and direc- tion of rotation. Pressure gages are provided for lubricating oil, cooling oil, starting air, scavenging air, and in the fuel lines to the injectors. Thermo- meters indicate the water jacket tem- perature in the head, and the piston cooling oil temperature. Specifications of a four-cylinder en- gine (See accompanying illustration) similar to the engine in a tugboat which has been undergoing severe tests for the last year are: Bore, 13 inches; stroke, 19 inches; 400, 450 and 500 brake horsepower, respectively at 250, 275, and 300 revolutions per min- ute. The cranks are located at 90 de- grees; length of engine, 18 feet 4 inches; width, 4 feet 3 inches; height, 7 feet 11 inches; weight; 57,000 pounds. oe The gross earnings of the Canada Steamship Lines Ltd., for 1931 were $9,558,809, the lowest for the last 16 years. Contrasting this with 1928, there has been a shrinkage of 46 per cent. Despite the reduced earnings, the bonded indebtedness was lowered by $578,000 through the operation of sinking fund, while the bank debt was reduced $250,000. 25