brucedpaige wrote
So, where does the two stroke diesel engine get the air necessary to
support combustion of the next injection of diesel fuel if not through
the use of a mechanical air pump, usually referred to as a "Blower" in
D.D. parlance

Del Cecchi:
Presumably it would get them by using the crankcase as a compressor like
a gas 2stroke does.

I don't know why I didn't think to post a link like this yesterday. It
makes it much easier to see and understand the difference between the
two designs (crankcase induced air vs blower induced air) and see why
a DD design won't run without a blower.

http://auto.howstuffworks.com/diesel-two-stroke1.htm

Rick

"Wayne.B" wrote:

On Fri, 24 Aug 2007 01:12:46 -0700, Allen wrote:

Actually a lot of multi-cylinder engine makers did exactly that, to name
a few US makers: Fabco-Tuxham, Fairbanks-Morse, Kahlenberg, Kromhout,
Markey-Viking, Mianus, Wolverine etc

How were they lubricated?

By a forced feed lubricating system, generally a proprietary make
such as Madison-Kipp, Detroit etc.
http://www.geocities.com/hartparrtractors/kipp.html

Allen

--
Posted via a free Usenet account from http://www.teranews.com

On Sat, 25 Aug 2007 13:59:50 -0400, Wayne.B
wrote:

On Fri, 24 Aug 2007 01:12:46 -0700, Allen wrote:

Actually a lot of multi-cylinder engine makers did exactly that, to name
a few US makers: Fabco-Tuxham, Fairbanks-Morse, Kahlenberg, Kromhout,
Markey-Viking, Mianus, Wolverine etc

How were they lubricated?

Early on (1920) Fairbanks-Morse mad at least one 15 HP semi diesel
that used the crankcase to pressurize air for the 2 stroke engine The
engine lubrication was by a mechanical oil pressure pump pumping oil
to the two main bearing shells and to the cylinder. However the later
two piston Fairbanks-Morse 2-strokes used in locomotives and ships
all had a mechanical blower for scavenging.


Bruce in Bangkok
(brucepaigeATgmailDOTcom)

Found videos of some running.

http://www.youtube.com/watch?v=xypigwaqwnc

And a small
http://www.youtube.com/watch?v=NBLkNxRzwmo

And a medium
http://www.youtube.com/watch?v=Dl9wv6d9bzA

And a large

http://www.youtube.com/watch?v=T1XbZYJwsaA
http://www.youtube.com/watch?v=DbgQz0ahYdA
http://www.youtube.com/watch?v=wXyWkowC49Q

And stupidness I found on the way
http://www.youtube.com/watch?v=2qUDH...elated&search=

Enjoy.

--
B.B. --I am not a goat! thegoat4 at airmail dot net

On Sun, 26 Aug 2007 16:35:02 +0700, wrote:

Early on (1920) Fairbanks-Morse mad at least one 15 HP semi diesel
that used the crankcase to pressurize air for the 2 stroke engine The
engine lubrication was by a mechanical oil pressure pump pumping oil
to the two main bearing shells and to the cylinder.

I assume the lube oil got burned, or was it reclaimed in some way?

On Mon, 27 Aug 2007 08:04:59 -0400, Wayne.B
wrote:

On Sun, 26 Aug 2007 16:35:02 +0700, wrote:

Early on (1920) Fairbanks-Morse mad at least one 15 HP semi diesel
that used the crankcase to pressurize air for the 2 stroke engine The
engine lubrication was by a mechanical oil pressure pump pumping oil
to the two main bearing shells and to the cylinder.

I assume the lube oil got burned, or was it reclaimed in some way?

From looking at pictures and drawings the engine was constructed much
like any other horizontal engine of the same era except that the
"crank case" was closed on all sides. The main bearings were simple
babbeted bearings with caps lubricated by an external lube pump
connected through external "oil pipes". A third oil line ran to the
cylinder and I assume that some of the oil that lubricated the piston
dripped down on the horizontal connecting rod and flowed back to
lubricate the connecting rod ends. The manual refers to a "oil tube"
on the connecting rod connected to the big end.

The oil pump was a cam operated devise as the manual discusses "giving
the oil pump several pumps prior to starting the engine".

So essentially the engine had a constant loss lubrication system which
was not unusual in that era. I have seen other horizontal semi diesel
engines of the same eras that had oil cups or drip oilers on both main
and connecting rods.




Bruce in Bangkok
(brucepaigeATgmailDOTcom)

On Mon, 27 Aug 2007 00:22:33 -0500, B.B. u wrote:
Found videos of some running.


Very nice. If I can plug a video of myself with the running Cummins
L423D engine, search youtube for L423D. You will find it.

i

On Mon, 27 Aug 2007 19:39:41 +0700, wrote:

So essentially the engine had a constant loss lubrication system which
was not unusual in that era. I have seen other horizontal semi diesel
engines of the same eras that had oil cups or drip oilers on both main
and connecting rods.

I was looking at a couple of multi cylinder marine steam engines last
week which dated from the late 1800s/early 1900s. They had oil cups
on the main bearings. Couldn't figure out how the rod bearings were
lubed if at all. Good thing they were slow turning.

On Mon, 27 Aug 2007 20:56:17 -0400, Wayne.B
wrote:

On Mon, 27 Aug 2007 19:39:41 +0700, wrote:

So essentially the engine had a constant loss lubrication system which
was not unusual in that era. I have seen other horizontal semi diesel
engines of the same eras that had oil cups or drip oilers on both main
and connecting rods.

I was looking at a couple of multi cylinder marine steam engines last
week which dated from the late 1800s/early 1900s. They had oil cups
on the main bearings. Couldn't figure out how the rod bearings were
lubed if at all. Good thing they were slow turning.

I crewed as a fireman/watertender on a couple of Great Lake tankers
with steam engines, both built in the teens I believe.
The Rocket (Cleveland Tankers) and the Illinois (Standard Oil).
Unfortunately I can't remember the lube systems, as I didn't pay much
attention. My impression is the rod bearings were splash lubed, but I
could be wrong.
Occasionally I'd spend some time in the engineroom chatting with the
oilers, and here's what I remember:
The engines were beautiful machines, with the steam heads high in the
space, the crank down below, and the men and auxiliaries mid-level.
Safety rails surrounded the engine pit, and you could chat without
yelling as the large rods pumped up and down nearly next to your ears.
The steam head valves and exhausting steam made the bulk of the noise.
The deck of a similar sized tanker powered by diesels was more
bothered by noise than the engineroom of a steam reciprocator.
The rods were articulated, the knee moving up and down on a slide,
which was lubed by the oiler with a common squirt oilcan.
Every moving part was clean, shiny, and slick.
I was shown by one oiler I was friendly with a lube retention hole on
one of the rod knee slides, and told a story, confirmed by others who
were there.
The slides were maybe 6" wide, and the lube holes maybe 1/2", spaced a
couple feet apart.
An oiler had lost a little finger in this particular lube hole, sliced
clean off after the first knuckle.
Everybody wondered at his bad luck, since it was almost
impossible to get a finger cut off there even with lackadaisical
attention to safety.
He was paid $3,000 for the loss of the finger.
Less than 2 years later the same finger of his other hand was
cut off in the same hole.
He was again paid $3,000, but was blackballed.
There was no doubt he had done self-amputations for the cash.
I don't know if this guy wanted the cash to buy an ETEC or a Parker,
but every time I look at the driver of one, the thought enters my
mind.

--Vic

On Mon, 27 Aug 2007 21:44:19 -0500, Vic Smith
wrote:

The rods were articulated, the knee moving up and down on a slide,
which was lubed by the oiler with a common squirt oilcan.

Unbelievable in this day and age but I guess that was the only way.
Somebody else obviously had to ensure that he was making his rounds
faithfully or the engine would have self destructed after a while.