First full throttle endurance test of Liberty engine, equipped with various experimental materials (Power Plant Section report)

              Auburn Unive1sity Librarie~
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File D 52.41 / Liberty / 280
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'· McCO_gK f,' / liJU J 1w 1·on1', SIJJJU A [, No. 2490
AIR SERVICE INFORMATION CIRCULAR
Vol. VI
<AVIATION)
PUBLISHED BY THE CHIEF OF AIR SERVICE, WASHINGTON, D. C.
September 1 , 1925 No. 523
FIRST FULL THROTTLE ENDURANCE TEST OF
LIBERTY ENGINE, EQUIPPED WITH VARIOUS
EXPERIMENTAL MATERIALS
(POWER PLANT SECTION REPORT)
.
Prepared by Svend A. Christiansen
Engineering Division, Air Service
McCook Field, Dayton, Ohio
March 24, 1925
WASHINGTON
GOVERNMENT PRINTING OFFICE
1925
Ralph Brown Draughon
LIBRARY
MAY 3 0 Z013
Non-Oepoitory
Auburn University
CERTIFICATE: By direction of the Secretary of War the matter contained
herein is published as administrative information and is required for the proper
transaction of the public business.
INDEX
PagC\
Object of test __________ ____ ______________ ------ - -----_ ____ _______________________ ___ ____ _____ 1
Conclusions_____________________________________________ __ ______ ___ ___ ___ ___________ ________ 1
Summary of results_____ ____________ ____ ____________________ ________ _______ ___ __ ____ ________ __ 1
Description of engine ___ _____________ ___ ______ __________ _______ __ ~__________ __ _ _ _ ____ _ _ _ _ _ _ _ _ _ 1- 3
Method of test_ ________ ____ ____ ______________________ ______ __ .. _ - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3
Description of test_ _ _ _ _ _ _ _ _ _ _ _ 3-4
Inspection after test__ _ _ _ 4-5
Hardness test of exhaust valve guides ___ ________ ______________ ______ - - - - - - - - - - - - - - - - - - - - - - - - - - - - 5
Valve guide wear __________________ ______________________ ____ ___ _____ ___ _________ .. _ 6
Hardness values of exhaust valves________ ____ __________ ____ _______ ______ ___ __ _____ _____ ________ 6
Exhaust valve wear____ ________ ______ ____ ___ ___ ______ _______ ______ ______ ________ ____ ___ ______ 6
Calibration data _____________ _____ ___________ ______ ______ __ -- _ - - - _ - - - - - - - - - - - - - - - - - - -- - - - - - - - 7-8
Power curves-- - - - - ----- - -------- - - - - - - - - ----- ----- - ----- ~ - -- - - - -------- - ------ - ---- - - - - - ---- 9
Friction and efficiency curves__ ____ ____ __ ________ ____ ______ ___________ __________ _ 10
Graphical record of 50-hour test_ _ _ _ _ _ _ 11
Valve and valve guide diagram ___________________ -------- ___ ______ ________ _______ -- -- - - --- -_ __ 12
Stations on valves where hardness was taken- - - - - ------------- -----------~--- ------- -- - - - - - - - -- - 13
PHOTOGRAI-HS
Rockwell Field water pump ____________________________ __ ________ _______________ ___ _________ _ Sketch of oil pump _____________ ~ ___ ~ ____ ____ ______ _______________ __________ ________________ _ Sprayed Babbitt bearing---- - - --- -- ------ - - -- - - --------- ~ - - - --- - - --- - --- - --- - -----------------
Agrilite main bearing _____ ______ ___________ _________ ________________ ____________ - ____________ _
Agrilite connecting rod bearing ______ ___ _______ ___ ___ _____________· __ __________________ ____ ___ _
Crankcase web _____ ____ ______ ___ _____ ___ ____ _____________ ____ ___ _______ _____________________ _
Crankshaft discolored _________ ______________________ ______ ____________________ _______________ _
Lead coating on crankshaft _ ____ __________ _________________________ ___ ______ ______________ ___ Standard main bearing ____ ________ ________ __ __ __________ __ ____________ _ · _______ ____ ___________ _
Exhaust valves after test. Seat condition-Left bank __ __________ ________ ______ ____________ _____ _
Progressive failure of exhaust valves ________ __________ ____________ ______ ________ _______________ _
Head conditions of exhaust valves __ _____ __________ ________ ________ ________ ________________ ___ Stem condition of exhaust valves run in malleable iron guides treated ___ _____________ ________ ______ Stem condition of exhaust valves run in malleable iron guides as cast _______ _____ __ ______ -.- __ ______ Stem condition of exhaust valves run in standard cast iron guides __ ___________ ______ ____ ___ ______ _ Exhaust valves after test. Seat condition-Right bank ___________________ ______ ____ ____ ___ ___ ___ _
Exhaust valve failures __ ______ __________ ____ ______________ ______ __________________ ______ _____ _
Nickel coated, monel coated, and calorized exhaust valves after test ______________ ___ ___ ________ ___ _
Intake valves after test- Left bank ________________________ ______________ ____ ____ ______ _______ _
Intake valves after test-Right bank ___________ ________________________ _______________________ _
Cylinder after test_ _____________ . _________ __________________ ______ _______________ . ___ _________ _
Water pump shaft after test_ ________ ________ ________ ____ ______ ___ _______ _____ ________________ _
Standard distributor head after test __ _______ - - --- - --- - - - _____ ___ __________ ______________ _____ _ .
· .Jump Gap distributor head after test_ __ _____ _________ ______ __ ___ ___________ _____ __________ ____ Oil pump sediment _________ _________ __________________ __ _________ ____ _____ ___ ________ _____ __ Pistons after test ________ ______ __________ ______________ _______ ~ ____ ______ ___________________ _
Agrilite main bearings ____ ________________________________ ________ ______ ______________ _______ _
Kelmet connecting rod bearings _______ _ .. _________ ______________ ____ ___ ________________________ _
(n)
14
15
15
16
16
17
17
18
18
19
19
20
20
21
21
22
22
23
23
24
24
25
25
26
27
27-28
29
30-31
I-FIRST
FULL THROTTLE ENDURANCE TEST OF LIBERTY
ENGINE, EQUIPPED ·WITH VARIOUS EXPERIMENT AL
METALS
OBJECT OF TEST
The obj ect of this test was to determine the r elia­bility
and durability under full throttle conditi ons, of n
Liberty "12" avia tion engine, fitted with various spe­cia
l ma terials and accessories.
CONCLUSIONS
Sprayed Babbitt bearings, Agrilite bearings, Kelmet
bearings, sprayed valves, sprayed pistons and cam­shaft
housing vents did not complete the t est success­fully
and can not be recommended.
The Genelite bushing, the Durex bushing, st.ub­tooth
gears, reinforced cylinders, solid fuel connec­tions,
water pump, Stryker cleaner and jump-gap dis­tributor
head completed the test successfully and should
be tested further.
SUMMARY OF RESULTS
The following is a brief summary of results obtained
from the t est of the various materials and accessories :
a. Sprayed Babbitt bearings failed due to ins ufficient
bond between the Babbitt and the bronze backing.
b. Agrilite main bearings failed twice during the
dynamometer calibration run. The actual running
time in each case was less than five minutes.
c. The standard bearings finished the test in fair
condition.
d. Agrilite connecting rod bearings showed signs of
lead coming out of the composition in both trials.
e. The general appearance of the Kelmet connecting
rod bearings after test was very poor.
f . The gun synchronizer bearings were in excellent
condition.
g. Navy stub-tooth gears were found to be in excel­lent
condition. The undercut camshaft gear finished
the test satisfactorily.
h. The Meisel Press gear installed on the gun syn­chronizer
was in excellent condition. The standard
Liberty "12" synchronizer gear was worn excessively.
i. Cylinders.-Five of the nine standard cylinders
developed water jacket leaks. No water leak troubles
were experienced with the reinforced cylinders, but
the exhaust valves of these three cylinders apparently
ran hotter than those of the standar.d cylinders.
j. Valve s:
(1) Exhaust valves. Of the eight standard ex­liaust
valves used, three were complete
failures and four were failing at the encl of
the 50 hours. Two types of tulip valves
made of standard exhaust valve material
showed no indication of failure, although
they required regrinding after 31 hours
of test.
j. Valves-Continued.
(2) Sprayed valves. The mate rial used in
spray ing, while of a protective nature ,
does not adhere to the valve s ufficient ly
to be of real protective value.
(3) Calorized valves. The condition of the
calorized valves after the test was entirely
satisfactory.
(4) Intake valves. No troubles were experi­enced
with the intake valves.
k. Exhaust valve guides .- The condition of the valve
stems run in malleable iron guides was s uperior to the
condition of those run in cast iron guides.
l. Pistons.- Piston pin boss wear and erosion were
rather excessive. The condition of the pistons was
otherwise satisfactory.
m. Sprayed pistons.- Here, as in the case of the
valves, the sprayed-on metal did not adhere.
n. The jump gap head gave no trouble and was much
cleaner and less worn than the standard head.
o. Water pwnp.-No water leaks appeared through­out
the t est. The appearance of the pump-shaft pack­ing
was excellent after the test .
p. Generator.- This test was unsuccessful because of
an error in assembly .
q. Carburetor.- Both the silver-soldered and soft­soldered
fuel connections completed the t est very
satisfactorily.
r. The Stryker oil pump functioned very satisfac­torily
and was in excellent condition at t he end of t he
test.
s. The cam-shaft h 9using equipped with vents was
not successful. Oil was drawn by the slip stream
through the front vent in such quantities that it was
necessary to remove the vent and phrn the hole.
DESCRIPTION OF ENGINE
The Liberty "12 " used during this t est was a stock
engine built by the Lincoln Co., Detroit , Mich., A. S.
_ o. 26381 , manufacturer's No. 2916. The following
equipment and special material were fitted to the
engine:
a. Bearings:
(1) Sprayed Babbitt bearings. The spraying
process was originally developed in
Switzerland, and was used in this country
u ncler the name of the 's coop spraying proc­ess.
In the commercial process, how­ever,
air is used inst ead of inert gases and
the coating on the metal is not as dense as
that obtained by the Bureau of Standards
using nonoxidizing exha ust gases from an
internal combustion engine. The process
~I)
a. Bearings-Continued.
has the advantage that it can be sprayed
on heat-treated parts without affecting
them, as the metal is practically cold when
it touches the surface of the part being
sprayed. The bearings used in this test
were a set of worn out Liberty bearings
with ft inch of metal sprayed on at the
Bureau of Standards with an electrical
spray gun operated with inert gases. The
composition of the metal was the same as
the Babbitt used in the present Libertv
bearings- that is, approximately 91 p~r
cent tin, 4.5 per cent antimony, and 4.5
per cent copper. The purpose of the test
of these bearings was to discover whether
the spraying process is a suitable method
of refilling bearings.
(2) Agrilite main bearings. Two complete sets
of Agrilite main bearings manufactured by
the American Injector Co., of Detroit,
Mich., were supplied for this test.
2
The chemical and physical properties are
as follows: (Agrilite) t
Manufacturer's chemical composition
alloy No. 5. Cu. 70.49; Sn. 5.39;
Pb. 24.0; P .. 005; Ni. .09.
Proportional limit compression
__ _________ _____ lb./sq. in __ 6, 861
Ultimate strength compression
____ _________ ___ lb. /sq. in __ 28, 600
Brinell hardness 500 kg. 10 mm.
ball __ _______ _____ ____ ____ 4Q 3
Scleroscope mag. hammer_ ____ 14. O
Specific gravity_____ __ ____ ___ 8. 74
The machine work on these bearings was
so poor that both sets were rejected by
the inspection section. There was not
sufficient time to order another set of
these bearings, so it was deemed advisable
to attempt to fit up a set_ in an effort to
secure some test data on the metal. The
bearings were given a diametral clearance
of .0035" on the journals.
(3) Standard bearings. The final test was run
with a set of standard main bearings
installed.
(4) Connecting rod bearings ~ Agrilite bearings ..
Three connecting rod bearings of this
material were given a trial using a
diametral clearance of .0035" and .005".
(5) Kelly metal bearings.2 One complete set
of Kelmet connecting rod bearings was
fitted after the failure of the Agrilite
bearings. A diametral clearance of .005"
was used during the test. Kelmet
bearing metal is supplied for aeronautical
use by the Wright Aeronautical Cor­poration,
Paterson, N. J.
''l'cchnical Data Report DIO. 16/21.
' 'l'C<'hniral Data Report D52. 419/300.
a. Bearings-Continued.
It has the following chemical and physical
prosp _e_r_t_ie_s_:_ ___ ________ __ . 027-. 032
Ni ________ ____ ____ __ _
Sn ____ __________ ____ _
Pb ____ ____ __ ___ ___ __ Trace.
6. 42-6. 62
22. 73- 25. 54
Fe__ ______ ___ _____ ___ Trace.
Cu _______ _____ _____ __ 67. 84-70. 44
Zn _____ _____ ______ __ _ . 03- . 04
Brinell hardness__ _____ (500 Kg.)50
Scleroscope_ _ _ _ _ _ 22. 5
(6) Gun synchronizing bearings. Two different
makes of oilless type bearings were
tested. Genelite, manufactured by the
General Electric Co. and Durex, manu­factured
by the General Motors Co.
Both bearings were run without oil holes.
A diametral clearance of .003" was
given in both cases with an end clearance
of .003". The bearings were made
according to drawing No. 13892.
Genelite 1 is a lead zinc phosphor bronze
manufactured by the General Electric Co.,
of Schenectady, N. Y.
The chemical and physical properties are
as follows:
Copper ____ __ ____ __ ______ __ _ 7Q 18
Tin __ -- -- --- - - - - - - - - -- ----- 13. 72
Lead_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 9. 00
Iron_ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 0. 22
Phosphorus ________ ____ ____ _ 0. 055
Grap hi tic carbon____ _____ __ _ 5. 35
Zinc (by difference)__ ___ _____ 1. 47
Brinell (500 Kg.) ____ ___ ______ 21. 6
Scleroscope _____ _______ _____ _ 13. 5
Durex 2 is also a graphitized bronze which is manu­factured
by General Motors Research Corporation,
Dayton, Ohio. The following chemical analysis is
given by the Material Section:
Total carbon _______ _ 4. 70-4.40.
Tin __ ___ ____ _______ 10.00.
Lead ___ __ _______ ___ Not detected.
Copper__ ___ __ ______ 83. 22.
Zinc __ _____ ___ _____ Not detected.
Impurities __ c _ _ _ _ _ _ _ 0.60.
General Motors gives the following physical prop­erties:
. BrinelL _ _ _ _ _ _ _ _ 30-40.
Scleroscope_ _ _ _ _ _ _ 15-18.
Mod. of elas ___ __ ___ 2,500,000.
Sp. gr_ ______ ___ ___ _ 5.40.
Oil absorption __ _____ 25% by vol.
Compressive elastic
limit ___ ____ ____ _ 2,000 to 10,000 lb. /sq. in .
b. Gears.-A complete set of Navy stub-toothed
gears of the latest modification (drawings Nos. 065748
to 065753, inclusive) were used. A special stub-tooth
gear drawing No. 065747 which was rejected by the
' Technical Data Report DIO. 1/68.
' Material Section Report No. 11-f-662.
I
Procurement Section because of undercutting, was
installed for test to determine whether the undercutting
was really serious. See letter dated July 17, 1923,
Subject-"A. S. Order 816-23."
(1) Gun synchronizer gears. The left gun
synchronizer gear was stub-toothed gear
made according to drawings Nos. 06692
and 06693 by the Meisel Press Manufac­turing
Co., Boston, Mass., and purchased
under Government purchase order No.
45920. The right gear was the standard
Liberty gun synchronizer gear.
c. Cylinders.-Nine standard cylinders were used and
three of the reinforced cylinders (reinforced at McCook
Field) were installed. See drawing No. SK-5040.
These cylinders were. Nos. 1, 2, and 3 on the right
bank. The reinforced cylinders were tested to de­termine
whether the bracing between the valve ports
· would reduce water jacket leakagi:.
d. Pistons.-Of the 12 pistons used, 8 were stand­ard
and 4 were standard pistons sprayed with a
protective coating. Numbers 5 and 6 of the left bank
were sprayed with a coating of monel metal and Nos.
1 and 2 of the right bank with a coating of nickel.
e. Valves.-Eighteen per cent tungsten .steel was
used for all valves. For the installation of the various
valves, see Figure 4. Hardness data of the exhaust
valves are included in Table 3.
Three of the exhaust valves were calorized, that is,
baked in aluminum dust to cover the valves with a
protective coating; three were monel coated, and
three were nickel coated. These .valves were tested
to determine whether these coatings would effectively
resist valve scaling.
f. Valve guides.-On the exhaust side there were
four standard guides, four malleable-iron guides as
cast, and four malleable-iron guides quenched and
drawn. Analysis of the malleable-iron guides is as
follows :
Total carbon ___ _____ ________ ____ ___ __ 2. 48
Combined carbon __ ____ ___ ___ ___ __ ____ 0. 20
Silicon_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ . 90
Sulphur_ ___ __ ___________ _____ ___ ____ . 060
Phosphorus__ ______ _______ _ _ _ _ _ _ _ _ _ . 229
Manganese_ ____ _____ _____ ___________ . 24
The heat treatment consisted of a quench from
1,550° F. in oil and a draw at 1,200° F. (Materials
Section heat 243.)
All intake guides were of standard cast iron. For
location of guides see Figure 4. Exhaust valve guide
hardness data are included in Table 1. Exhaust valve
guide dimensions before and after test are included in
Table 2.
g. Distributor heads.-The left head was standard
equipment. The right head was an air-gap distributor
prepared by the Dayton Engineering Laboratories Co. ,
consisting chiefly of the substitution of a nickel gap
point for the standard Liberty carbon brush. It was
constructed with the purpose of reducing trouble
resulting from brush wear and consequent fouling of
the distributor heads. The standard head and the
modified head were tested together for the purpose of
·comparing their operations under the same conditions.
3
h. Generator.- The generator was provided with an
Alemite grease cup connection replacing the oil cup.
i. Carburetors.-The carburetor fuel line was fitted
with solid connections. One nipple was silver soldered
and one soft soldered.
j. Water pump.-The engine was fitted with a
Rockwell Field modified water pump. A photograph
of this water pump is included in Figure 6. This
pump was tested to determine whether the modification
embodied would reduce shaft wear and water leakage.
k. Oil pump.-A 1921 model Liberty oil pump with
a Stryker oil cleaner was installed. See drawing 048787.
(Fig. 7.)
l. Cam-shaft housing.- The right housing had two air
vents installed as used during experimental storing of
engine to permit the escape of moisture and so reduce
corrosion.
All other material and equipment used were standard
Liberty engine parts, for a description of which see
Engineering Report Serial No. 754.
METHOD OF TEST
For a detailed outline of the method of conducting
this test and of making calculations, Engineering
Division Report, Serial No. 1507, should be consulted.
All calibration runs were made with the engine con­nected
to an electric cradle dynamometer.
The following dynamometer runs were made:
1 full-power run, best setting, befor,e 50-hour test.
1 friction horsepower run, before 50-hour test.
1 full-power run, best setting, after 50-hour test.
1 friction horsepower run after 50-hour test.
DESCRIPTION OF TEST
In preparing tills engine for test several troubles were
encountered. The sprayed-on Babbitt main bearings
were lined with only .008" of metal and this thin layer
was loosened when the bearings were being reamed to
size. A photograph of the bearings after the reaming
operation is included. (See Figure 8 of this report.)
Agrilite main bearings were substituted but without
success. Within five minutes of dynamometer test
No. 7 main bearing became so hot that the lead was
melted out of the alloy and was deposited on the crank­shaft
journal. A second set was prepared but like
the first set, it failed within five minutes. In the
second ·set, lead melted out of the bottom halves of
Nos. 3 and 6 main bearings and bearings Nos. 4 and 5
were cracked at the dowel pin holes. Photographs of
these bearings may be seen in Figures 37 and 38.
Trouble was encountered also with Agrilite connect­ing-
rod bearings. Three connecting-rod bearings of
this metal failed in five minutes of test at the dy­namometer.
(See Figure 10.)
The test was again resumed with standard main
bearings and Kelmet connecting-rod bearings. While
on the dynamometer stand No. 3 connecting-rod bear­ing
failed. This bearing was replaced and the test
continued successfully.
The engine as calibrated before the 50-hour test
developed 408.1 corrected horsepower at "best setting,''
1,700 revolutions per minute. A friction horsepower
run was also -inadc. Curves anc\ calibration data for
4
these runs may be seen in Tables 5 to 8, and Figures
1 and 2.
After this calibration run the engine was mounted
on torque stand No. 1 for the 50-hour test. The engine
was run-in for 2% hours and a five-minute check
run made before the start of the endurance test.
From the beginning of the endurance test, oil was
drawn out by the slipstream from the breather installed
on t he front of the left camshaft housing. After the
seventh hour the breather was removed and the hole
plugged. During t he seventeenth hour a water _ leak
developed in t he vertical seam of o. 3 left water
jacket. After a short time another leak appeared in
the head of No. 1 left water jacket. Other troubles
also appeared at this time and it was necessary to shut
clown. It was then found that No. 2 left exhaust valve
had failed. At this time the two leaking cylinders
were welded and the exhaust valve was replaced.
With these repairs made the test wa resumed . During
the thirty-first hour bad water leaks appeared in Nos.
4 and 6 right cylinders. The test was again suspended
while the engine was again top overhauled. The
inspection at this time revealed that the tulip valves
were badly warped and the top rings of Nos. 2, 3, and 4
pistons of the left bank had to be replaced. When new
rings were installed and the valves were reground the
test was resumed. A new set of spark plugs was
installed. After a short period water leaks developed
in cylinders Nos. I left and 4 right. The test was again
interrupted for top overhaul of the engine, at which
time 12 piston rings, 1 valve and 1 cylinder were
replaced . The oil was changed and a new start made.
Within a ·short time the tachometer adapter broke and
cylinders Nos. 5 and 6 right developed water leaks.
As these leaks did not occur until the forty-sixth hour
the test was finished without taking time to repair
them. At the fiftieth hour these cylinders were leaking
badly.
A graphical record of the 50-hour torque stand test
is included in Figure 3 of this report.
After the 50-bour test the engine wa,; again cali­brated
on the dynamometer. During t his run preigni­t
ion occurred in t he three reinforced cylinders at speeds
of 1,600 revolutions per minute and 1, 700 revolutions
per minute. The pll1gs iu these cylinders were replaced
:ind the run· ~was .repeated at the speeds which gave
trouble. -At 1,710 revolutions per.minute, best setting,
the engine --developed 395 corrected horsepower; . A -
fri ctioll' ·horsepower run was also made: ·Curves and
calibration data for these runs may be found in Tables
9 and 10 and Figures 1 and 2 of this report.
· Immediately ·after _these ' runs the engine W!J,S dis ­~
· as!!e!llb!ed for. ipspeeotion.
.. : '' '- iNS.P:ECTfGN AFT_BR. TEST
, .CRANKCASE
o .•. 4· · \veb · in: ·the lower half· of the ·crankcase was
cracked: (See F igure· 11.)
CRANKSIIAFT
MAIN BEARINGS
During the first trial with Agrilite, main bearing
No. 7 became so hot that the lead came out of the
bearing composition, coming through the surface of
the bearing and depositing itself in heavy layers on the
cra nkshaft journal. During the second t rial with
Agrilite main bearings t he lower bearing halves os.
3 and 6 showed traces of lead coming out of composi­t
ion. Agrilite bearings Nos. 4 and 5 were cracked at
the dowel pin holes. Nos. 4 ancl 7 of the set of stand­ard
main bearings which were used after t he fai lure of
t he Agrilite bearings were -cracked. (Sec Figures 14
and 15.) The standard bearings in general were in
average condition at the completion of the test.
CONNECTI!liG ROD BEARINGS
The Agrilite connecting rod bearings showed traces
of the lead coming uut of the composition under both
trials. No. 3 of the set of Kelmet bearings failed
during t he first dynamometer calibration run and
showed particles of lead on t he surface and bearing
discoloration. (Sec Figures 39, 40, 41, and 42.)
PISTONS
F ive out of twelve pistons were eroded on the top land
of the pisto n down to the top piston ring. One was
eroded so badly that it had to be condemned. The
. other four can be used but are in poor condition. It
was also observed that all the piston pins were very
loose in the piston bosses, most of them loose enough
to fall through by their own weight. o out of round
wear could be detected. The same t rouble was ex­perienced
with the sprayed-on metals as in the case of
the valves. There was not sufficient bond to make the
metal adhere to the surface of the piston. The coat­ing,
however, is of a protective nature as long as it
remains intact. (See Figures 33, 34, 35, a nd 36.)
The set of Navy stub toothed gears was in excellc11t
condit ion. The stub tooth gun synchronizer gear was
in good condition but the standard Liberty gun syn­chronizing
gear was in poor condit ion and excessively
worn.
VALVES
Of the eight standard exhaust valves used, three
failed completely during test and four were failing at
the end of the 50 hours. No troubles or failures were
experienced " '.ith either of the two types of tulip valves
used, although the same steel was used. The difficulty
experienced with the valves with sprayed-on metal
coatings was that the coating remained inta~t only a
short· ·_time. _·_I;Iqwever, it-· is o_f: a pro~~ctiye_ nature
against · Qxid~tiop _ while )_~-- rem_ains :_ · The .f'.al()rized
·valves· were entirely protected -fr~m oxidation: "The
method-, however, is expensive and the valve stems and
seats have to be reground after "the calorizing process.
No troubles were experienced with valYc fa ilures on the
The Agrilite mai n bearing had scored No. 4 journal intak e side. For location of the valve~ , :-<cc Figure _ 4.
~n, the ci:-apkshaff ti~aking it, n11_1 ·hot and Gausing _the · Photogra,phs of_ the exliau;;t and intake va!v_es after test
· shaft :_to: di_scoloi· .. No._ 7i jo~rn~l retained considerable. may be seen on F~gl)res 16 to 26, _inelusiv9_. A .table of
.. .Je,ti~f.r<irn.tt~.l~Jllm~.t~b~arigg_. ($.e.e.:Eig\lte.:> J,.~· an.d 13.) .. w!J11-.do:r th...e.e.xhJllJf!.t.v»-Jvtt§.i::l \tlQlll.d~g,j_n ~l~-~!I) L
VALVE GUIDES
The condition of the valve stems run in themalleable­iron
guide was superior to that of the val,;e stems run
in the standard cast-iron guide.
Standard c as t- iron Minimum wear
guide. Maximum wear
Malleable iron guides Minimum wear
as cast. Maximum wear
Malleable iron guides Minimum wear
treated. Maximum wear
0.0092 inches
.0250 inches
.0011 inches
.0075 inches
.0024 inches
.0057 inches
For detailed tables of wear, see Table 2. Photographs
of the exhaust valve stems after test are included in
Figures 19, 20, and 21.
CYLINDERS
Four cylinders of the nine standard cylinders were
complete failur,es at the end of the 50-hour test, due to
failure of the cylinder water jacket. The fifth cylinder
was starting to leak at the end of the test. No water
leaks were experienced with the three reinforced
cylinders during the test. However, the exhaust
valves in these cylinders seemed to be running a little
hotter than in the standard cylinder. See Figure 27.
WATER PUMP
No water leaks were observed throughout the test.
The appearancE> of the p·acking and pump shaft afler
the test was excellent. The photograph of the shaft
aft.er test may be seen in Figure 38.
CARBURETORS
5
IGNITION SYSTEM
The Alemite grease-gun connection was unsuccessful
due to the fact that the cork generally installed in the
generator driveshaft gear assembly was missing on
this particular assembly and it was not discovered
until the · tear-down inspection. Several fillings of
grease were given the generator during the test, but
the grease worked its way through the driveshaft
assembly to the lower crankcase. No trouble was
experienced with distributor head of the jump gap
type. It was unnecessary to clean the distributor
head track at any time during the test. The standard
carbon brush required cleaning several times during
the test. At the completion of the test, the jump gap
distributor track was in much better condition than
the carbon brush track. The track was very clean and
the brass inserts were only slightly burned. The
standard distributor track was covered with carbon.
Chattering of the carbon brush had taken place at
each brass insert, causing excessive wear on the carbon
brush. (See Figures 29, 30, and 31.)
OIL PUMP
The oil pump was in excellent condition. At the
time of tear-down inspection the sides of the oil cleaner
were coated with sediment which otherwise would
have been circulated through the engine. The sedi­ment
was weighed and analyzed at the Material
Section.
The weight was .038 lb.
The chemical analysis was as follows: Per cent
Carbon ___________ ________ ______ __ 20
Sand (Si02) ___ ___ _________________ 45
Iron _____________________________ 25
Neither of the solid fuel connections gave an:v trouble Copper, tin, lead __ ___ _____________ 10
during the test and both were found to be in good I The appearance of this sediment may be seen in
condition on the tear-down inspection. Figure 32.
Guide
location
TABLE !.-Hardness test of exhaust valt!e guides before and after 50-hour te.~t ·
Station 1 Station 2 Station 3 Station 4 Station 5 Station ~ Station 7
Material Instruments used l----- l--~--l----,--1-~,---- 1---,---1 ---.---
Before After Before Arter Before After Before: After Before After Before After Beforel After
-
3
L_ ___ ,_M_ ll_ b_I _____, {_R_o-c-k--,_-_-_-__- _-_- __- _-_ 1--35- 42 37 ~I ---; 42 29 1 42 31 43 31 43 31 43
-- -- ---- ---- · a ea c iron ____ Sclero '------------ 15 15 18 19 18 18 18 19 18 18 17 18 20 19
::R~-~:::::::::l:~~~~:t::::_ :: 1!fRfo;;c!kl_~_~:i}}}}} __ :_:i ~i. g ~ ~ ff ~ ~ ~I ff i g li ~ ~ ~
I
{ - 2L ____________ Malleable uon ____ Sclero_____________ 6253 7205 65 70 63 70 63 65 63 67. 63 67 65 65 29 29 29 29 28 29 30 27 29 26 25 26
{
R k 64 71 65 71 65 71 63 70 66 68 66 67 66 67
2R ___________ Heat treated . . .... scfe;0::::::::::::: 23 25 29 27 30 28 30 27 29 27 28 26 25 25
:~~-~::::::::: :::::::::_:::::::~::: 1~!mf f iiiiiiiiiii 1 ~ ~ ~ ~ ~ 1 li ~ ~ ~ ~ ~ I 1t
lL .. __________ Cast ·iron No. {sclero 23 24 29 25 30 25 30 26 29 26 28 27 24 27
lR .. --------- . A~~::.1st ___ ______ __ {sRclocekr
0
_·_• . -_, •_ :_:_:__:_ ·: _:__: :: _ 39 ------ 34 ------ 30 --- -- - 36 ------ 36 ----- - 36 ------ 10 •- ----
16 ---- -- 24 ------ 25 -- ---- 24 ------ 24 ------ 24 ------ 30 ------
:~~-~::::::::: :::::::::::::::::::: ~~i~;~~~~~~~~~~~~~~ H ~ ii ~ f! ~ ll ~ ~ il li · il li ~
' rtockwcll h" Ball_B-Scale. • Scleroscope.
..
6
TABLE 2.-Valve guide 11·ear
•
Identification No. Material Ileat treatment
IL exhaust ___________ _________ __ _I Malleable iron ____ _______ _____ ______ As cast __ __ _______ _
! ~ ~~~~~H:::::::::::::::::::::::l:::JL::::::::::::::::::::::::::::: :::::~~:::::::::::::! 2 L exhaust __ _________ ------ - - -- -- ___ __ do__ ____ ___ _______ ___ ____ ___ _____ Treated __ ____ _____ ,
5 L exhaust__ -------------- -- ----- ___ __ do ___ __ __ -------- _____ ____ _____ _____ __ do ____ __ ___ ____ !
~~ f~ ~: ~~f~i ~~~i~it~:~~:~: ~~~~~ ~~~~~~~~~~~~~~ :~~~fr~1~:~~~:1:~1:1:-:-~~~~~~~~=~=~~~~ ~1:~~ ~!~~~~~~~~~~~~ ~ :::::: ::::::: :: ::::/:: :: :~~:::::::: :: ::: : : :::::::: ::::::::I:::::~~:::::::::::::
Inside diameter of gnide,
inches
After
Before
Top Bottom
---- ---- ----
0. 4390 0. 4457 0. 4470
. 4390 . 4465 . 4401
.4390 - - - - --- - -- ----------
. 4390 .4401
. 4390 . 4420 . 4420
.4390 .4420 . 4407
.4390 . 4447 . 4408
. 4390 . 4414 . 4407
.4390 . 4518 . 4402
.4390 .4546 . 4464
. 4390 . 4640 . 4434
.4390 . 4482 . 4434
Differences wear
Top Bottom
-------
0. 0067 0. 0080
. 0075 . 0011
---------- -- --- ----- . 0011
.0030 .0030
.0030 . 0017
. 0057 .0018
. 0024 .0017
.0128 . 0012
.0156 . 0074
.0250 .0044
. 0092 .0044
TABLE 3.-Hardness values on 18 per cent tungsten Liberty e:r;haust valves before and after 50-hour test
Valve stem-Rockwell (h" ball, B scale)
3,000 kg. Scleroscope
valve bead .tappet end
I
Valve identification No. Station 1 Station 2 Station 3 Station 4 Station 5 I Station 6 Station 7
I I I B' A' B A B A ·B A B A B A B A B A B A
-------;1--:a - - --------------1-- -- ----- --
MIRE ___ __ ___ _________ _____ ~77 234 60 95 95 98 93 98 95 98 94 97 94 97 113 113
M2RE ____ ___ ____________ ___ 321 247 60 67 97 100 96 101 97 100 98 99 97 98 95 99 118 118
M3RE _________________ ___ __ 237 254 55 66 92 97 101 103 102 102 98 104 101 103 98 104 103 105
M4RL ____ ________ ____ ______ 375 277 60 56 90 96 97 98 97 98 97 97 96 97 96 98 117 117 M6RI ____ _____ _____ _______ __ 344 274 52 58 99 107 101 104 105 108 104 107 103- 109 102 109 113 112
NILE ___ ______ __ __________ __ 298 258 55 63 91 99 99 100 102 104 101 104 103 104 100 103 115 112 N2LE ___________ ___ __ _______ 252 ~; I 64 61 102 101 105 106 107 106 107 105 106 104 106 103 115 116
N3LE ___ ____________________ 375 62 70 96 95 100 103 100 JOO 98 100 100 IOI 99 102 118 118
N5RI __ ____ _________ ________ 444 385 65 57 104 110 98 102 98 102 98 102 97 102 97 102 119 122
C4LE _____ ____ _______ ______ _ 390 237 --- --- 68 93 104 106 Ill 105 lll 106 112 106 llO 107 110 102 113 C6LE ______ ____________ ____ _ 335 217 ------ 75 97 103 106 106 103 107 104 !OS 107 109 107 110 108 113
45RREE- -__-_-_ _--_-_-__-_~ -__- _-_-_-_-_--_-_-_-__-_-_-_- - - - --- 241 64 70 89 93 9-1 97 95 98 97 98 99 100 96 98 101 108 6RE _______ ______ _____ ___ __ __ -- ---- --- --- 56 65 104 108 107 109 108 109 110 109 110 J ll 113 114 119 119 --- --- 269 69 72 97 97 99 101 98 IOI 101 102 100 104 JOO 102 100 116
5LE _____________ ________ ____ ------ -- ---- 62 65 IOI 101 109 109 llO I 110 110 llO I Ill 109 ll3 u1 I 121 114
1 Before t est. ' After test.
Valves used: Standard Liberty mushroom valve, drawing No. 8021. Army Tulip valve, drawing No. X-34862. Navy Tulip valve, drawing
No. 2-A-34.
Valve identification
No.
Overall length
B efore After
TABLE 4.- Exhaust valve wear
Valve stem diameter
II cad Middle T appet
Before After Before After Before J After
Wear
Valve stem
Overall l----,----.---­lengtb
H ead Middle Tappet
------- -------- ------------------------------------ ----
M-IHI __ ___________ Inches Inches Inches Inches Inches Inches Inell es !riches ' Inches I nchf8 Inches I nches M-2R _____________ _ 6. 2320 6. 2370 0. 4340 0. 4337 0. 4340 0. 4343 o. 4340 0. 4332 -0. 0050 -0. 0003 +0.0003 -0. 0008 M-3R ___ ___________ 6. 2210 6. 2200 .4345 .-1346 . 4345 . 4341 . 4340 .4338 - . 0010 +. 0001 -.0004 -.0002 6. 2210 6. 2500 . 4340 . 4;340 . 4340 . 4343 . 4340 . 4330 +. 0200 .0000 +. 0003 - . 0010
M- IL_ _____ __ : ____ _ 6. 2340 . 4340 . 4340 . 4340 Va lve failed M-2L ___ __ ____ _____ 6.1954 6.1898 . 4335 . 4336 . 4335 .4338 . 4335 . 4335 - . 0056 +.0001 +.0003 .0000 M-3L ___ ______ : ____ 6. 2410 6. 2270 . 4340 . 4344 . 4340 . 4341 .4340 . 4335 -. 0140 +. 0004 +.0001 -. 0005 M-4L _____ _________ 6. 2350 6. 2250 . 4340 .4342 . 4340 - 4.342 . 4340 . 4339 -.0100 +. 0002 +.0002 -.0001 M-6L ____ ____ ______ 6. 2370 6. 2270 . 4340 .4342 . 4340 . 4340 . 4340 . 4342 - . 0100 +. 0002 .0000 +.0002
AA--64HR _'_-_-_-__-_-_-_-_-_--_-_-__- 6. 2320 6. 2250 .4340 . 4337 .4340 . 4341 . 4340 . 4334 -. 0070 - . 0003 +.0001 - . 0006 6. 2240 6. 2270 . 4345 . 4347 . 4345 . 4347 . 4345
. 4342 1
+.0030 +.0002 +. 0002 - . 0003
NN--55LR _ '_-_-_-_-_-_-_-__--_-__-_--_ 6. 1800 6.1926 . 4348 . 4346 . 434.8 . 4348 . 4.348 . 4348 +. 0126 -.0002 .0000 .0000 6.1830 6.1851 . 4342 . 4342 .1342 . 4343 . 4342 . 4343 +.0021 .0000 +.0001 +. 0001
I
1 Standard mnshroom valve. ' Army Tulip valve. ' Navy Tulip valve
7
TABLE 5.-Liberty "1 2 " engine, A . S. No. 18319, Manufacturer's No. 928,full power run (before 50-hoitr torque
stand test) full rich
I I Actual Correct.cd J___:~_ I Oil Fuel consumption I
I -- - Carb. air --- ---
R ' M I "'"'" I ~:""!:"": Temperature tern-
Lb./ B.M. Pres· pera- Lb./hr. I
load B.H.P H P. E. P. ~I~ sure · turc H . P./
hr.
--- ---- ---- --- --
Pounds
v er
Pounds sq. in. 0 l!'.
I, 180 809. 0 318. 1 32l. 5 132. 7 148
1,300 807. 5 349. 9 354.8 132. 3 148
I, 410 798. 5 378. 0 383.0 13l. 1 150
I , 490 790.0 392. 2 402.3 129. 7 148
1,610 775. 0 418. 5 424. 0 127. 2 150
I, 700 755,5 428.1 433. 8 124. 3 148
l,800 735. 0 441.0 447. 0 120. 7 150
I, 910 711. 0 453. 0 459. 0 116. 7 150
------------ --
Barometer: 29.53 In. Hg.
Fuel: 74 per ceut benzol, 26 per cent domestic aviation gasoline.
Oil: 2-23D, Grade 2.
0 Ji'.
172
172
172
170
172
liO
172
172
------------
Pcu.11ds
0 b'. 0 Ji'.
prr
sq . in. op_
98 I 14 46 58 160. 0 0. 498
108 120 43 58 --- ------- ---- -- ---
IJO 126 44 58 181.0 . 479
ll6 132 42 58 --- -- -- -- - ------- --
122 140 42 58 200. 3 . 479
126
I
146 41 58 207. 7 . 479
130 140 43 58 211.4 .473
130 144 45 58 221.5 . 489
I
TAB 1,F. 6.- Friction horsepower run, before 50-hour torque stand test
'I'HROTTLE FULL OPEN
Actual
R.P.M. l·rnke F. FL P. I. H .P.
I, 200
I , 300
1,400
1, 500
1,600
I, 700
1, 800
1,900
Carburetors and setting:
load
I' minds
ll2.0
100. 0
104. 0
109. 0
115. 0
12l. 5
128. 0
134. 0
36. 80
43. 35
48. 52
54. 53
61. 35
68. 90
76. 81
84. 85
35 4. 90
39
42
44
47
49
51
53
3. 25
6. 52
6. 73
9. 85
7.00
7. 81
7. 55
I F . M . Meehan-
E. P. ical etli-
I
ciency
1-· - ----
Pounds
1u r
St]. in. P er cent
14. 73 89.60
16. 02 88. 90
JG. 66 88. 60
17. 46 87. 80
18.42 87.10
19. 46 86.20
20.50 85. 20
2 1. 47 84.20
\Vatcr Oil
T ern pera turn Temperature
Pres-sure
In Out In Out
- --
Pounds
o P. 0 Ji'. op _ op,
per
sq. in.
174 176 138 134 32
172 172 132 142 35
172 172 130 146 31
174 174 134 146 35
176 176 134 140 38
176 176 134 140 39
176
I
176 136 140 40
176 178 134 140 41
Zenitb United St ates .. . . . ... . .. . .. . . . ....... . . . ... . . .. .... · -······· ··-· · · · ·····-· · ··· · ···- · · · · · · ····· ··· · · ··· -· ··· ······ · ·· ·········· 52
Main jet . . . .. .. .. . . . . . .. ... . .. ... . .... ......... ...... . . .... _ .... ........... . . . . ... . - - - · - · -·· ··· ···· · - · ·· ···· · · · · · ······· ·· ··· ···· · · · · · 170
Compensating jet ...... . ... ... _ . . . ··-·- --·····- ·· ··· ····· · · - __ · · ··-- --·· · ··· · ·· · · · · ·· ... ____ ·· · · · · · · -··· ·· ··· - · · ··· · ····· · · · ··· · ···· .. ltl'i
T ABLE 7.-Liberty "1 2 " engine, A. S . No . 26381, manufacturer's No. 291fl, full-power run (before 50-huur torque
stand test)
Actual
R. P . --- M.
Brake
load B.H. P.
--- --- ---
Pounds
I, 240 727. 0 300. 4
I, 320 726. 5 319. 9
1, 410 71 8. 0 337. 6
l, 510 71 5. 5 360. 0
1,610 708. 0 380.0
I, 700 699. 5 396.4
l, 770 680. 5 401. lt
1,900 663.0 420.0
Barometer: 29.08 In. Ilg.
Fuel: Domestic aviation gasoline.
Oil: 2- 230, Grade 2.
50186-25- -2
BEST SE'l"l'ING
Corrected Water Oil
Tempera ture Temperature
rr. P. B.M. E. P.
In ~1-rn_ Out
--i--
Pounds
per. sq. in. o F. o P. o F . op
30\I. 2 119.9 144 168 110 I 16
32<J. 2 119. 8 146 172 112 118
347. 7 118. 4 146 170 I 14 120
370. 9 118. 0 148 172 116 124
391. 5 116. 8 150 170 118 128
408. l IJ5. 4 150 liO 120 130
4 13. 7 112. 3 150 170 124 132
432. 8 109.3 150 168 126 134
I
F uel
con-
SUIIlP· Carb. ti on
air Man.
tern- Vac. ---
pera- In. Hg.
Pres-ture
Lb. per
sure H.P./
hr. - 1- ---
Pounds I per sq.
in. o P.
24 86 o. 0. 537
24 86 .8 ---- ---- -
2.5 88 1. 0 .518
27 88 I.I ---- --- --
29 88 I. 2 . 503
29 88 I. 2 -------- -
33 88 I. 4 . 497
35 90 I. 6 --- ------
R. P.
M.
8
TABLE 8.-Friction horsepower run (before 50-hour torque stand test)
THROTTLE FULL OPEN
I
Water I Oil
Actual F . M. Meehan- brake F.H. P. I.H. P. E. P . !cal effi- Temperature I T emperature
load ciency
I I
In Out In Out
--- ----- - i------ -, -- ------ --- I
Pounds I
Pounds per. sq. in. Per cent o F. o F. o F. o F .
1,200 95.0 38. 00 338. 40 15. 21 88. 75 158 162 130 132
1,300 96.0 41.60 361. 50 I 15.37 88. 50 172 170 128 132
1, 400 101.0 47. 12 384. 72 16. 18 87.80 174 178 128 132
1,500 105. 0 52. 50
I
41 2. 45 16. 82 87. 30 176 180 128 134
1,600 111. 0 59. 20 439. 20 17. 79 86. 25 178 180 128 142
1, 700 124. 0 70.25 466. 65 I 19.86 85.05 . 162 162 132 144
1, 800 128. 0 76.80 478. 40 20. 51 83. 90 166 166 134 146
1,900 147. 5 93.40 513. 40 23.62 81. 90 168 170 136 150
I I
Carburetors and setting:
Pres-sure
---
Pounds
per. sq .
in.
20
20
24
25
26
30
30
30
Zenith U. S ...... __ . ________ . •. _. _. ______ ....... __ . .. . _ . . .. . . _ .. . ......... _. __ . ......... ..•.... . . _ .. __ . .. ... ..... __ . ...•...... . _.. . . •. 52
Main Jet _______________ . .•... -··· ___ . ___ .......... __ ..... . .. _ .... __ . ............. ___ __ .... • ••... _____ . . .. __ ..... __ ..... ______ .. _...... . 165
Compensating Jet __ .. __ ......... . . . .. _ . . __ . ... __ ._ •.• . . __ . __ . ... . --- - ---... _. ______ __ .• .• . _ . . ________ . . _. __ . .. _ ... ___________ ..••.. __ 170
TABLE 9.-Liberty "12" engine, A. S. No. 26381, manufacturer's No. 2.91-6, full-power run (after 50-hour torque
stand test)
Actual
R.P. M.
i
Brake
load n. u . P.
------- - ---
!
Pounds
I, 215 704. 0 285. 0
1, 315 717. 0 314. 1
l,415 714. 0 336. 9
1, 515 i09.5 358. 2
1,630 693.0 376. 6
1, 710 674. 5 384.6
1, 800 655.0 393. 0
Barometer: 29. 14 In. Hg.
·Fuel: Domestic aviation gasoline.
Oil: 2-230, Grade 2.
I
I
BEST SETTING
Corrected Water I Oil
--- - -
Tempernture 'remperature
H . P. B.M.E.P . I In Out In Out
--- ------ ------
Pounds
P<! sq. OF. oF. op_
I
oF.
In.
292. 9 115. 8 146 172 108 126
322. 9 l 17. 9 148 170 112 134
346. 0 117. 4 148 170 120 144
36ll. O 116. 6 150 170 132
I
152
386. 8 11 3. 9 148 168 142 162
395. 0 110. 9 150 168 146 152
403. 9 107. 8 154 170 140 148
Fuel
con-sump-
Carb. Man. ti on
air Vac. --- temper- In.
ature Ji g.
Pres- Lb. per
sure I H.P.
per hr.
--- ------ ---
Pounds I per sq .
in. o p ,
65 68 0.8 0. 537
65 70 .8 ---------
63 76 1.0 . 504
59 80 1.0 - -- - - -- - -
58 78 I. I . 507
f>5 78 I. 2 ---------
75 84 1.4 . 491
TABLE 10.- Friction horsepower run (aft er 50-hour torque stand l est)
TflROTTLE F ULL CPEN
-, ~~~~~~-!~----~,~~~! ~~~~,
Water Oil
R. P. M.1 1,~~~~I F 11 . P . 1 I. U. P. IF.!VLE.P .I ~f~l};~- T emperature \ Temperature I
load I I ciency I ~~~-
_ ___ !_ ,_,_ _I_n _Ou t , _ In _Out I Pounds
1
Pounds
1,200 94.00
1,300 95. 50
l,400 107. 50
1,500 109.00
1, 600 110. 50
1, 700 120. 50
1,800 125.00
1,900 139.00
l 'nrburetors and setting:
37. 60 322. 60
41.36 351.15
50.19 387. 09
54. 50 412. 70
58. 95 435. 55
68.30 75.00 .. !~~~--1
88. 00
ver sq.
in.
15. 05
15. 29
17. 21
17. 45
17. 70
19. 30
20.01
22. 28
Per cent
88. 4
89. 5
87.0
86.8
86.5
86. 4
84.0
---- ----- -
Pounds
oF. •p_ 0 J?. op_ 1"! sq .
in.
176 160 104 116 65
170 174 108 118 68
158 158 108 122 71
170 170 108 126 74
178 178 112 128 74
168 168 116 132 78
172 172 116 136 78
178 178 110 LIS 84
Zenith U. S-------------------- --- ... __ ____ .. ______ ... -- --- --~- .. ------ -- ... __ __ __ --- --- ----- -__ ------------- ---- ----_ .......... ...... 52
Main Jet________________ ____ -- -- - --- -- --- -- - -- -- ------------ - ----- -- _____ ___ . __ ____ _____________________ ______________ __ . ___ -- ------ 165
Compensating jet----------- -- ___ ____ __ __ ___ __________ ____ ____ _____ __ ____ ___ _____ _______ ____ _____ _____________ _____ __ ___ __ ------------ 170
_,.,....,./')
, , -
_,,,,A --
~·
--~ , __ ~
~
--- ~
~ ~
_-..-, .-.... J
~
,)
--... -.) L}7-V ~ , ~ ___
'-
1-,.._-
~)
~ --.- '-
1 .... - .....
,.-,--
~-
~
.::_-.
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13
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FIG. 5
14
F ro. 6.- Rockwell F ield water pump
50186 - 25--3
15
PLAN J//EW W/TH t/PPER
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16
RCR/l/TE /JE/IR/11() 11ETRL
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F IG. 9.-Agri lite main bearing
4 2
HANO .SCR.AP£D HAND SCRAPED
F IG. 10.-Agrilitc metal, connecting rod I caring
17
1''13
FIG. 11.- Crankcase web
F1G. 12.-Cranksbart discolored
FIG. 13.- Lead co-,tiug on crankshaft
7
FIG. 14.-Standnrd main bl'aring
tS
5
4
FIG. 16.-Exhaust valves alter test. Seat eondit'on- left hank
STAIYLM.f'O /./BERTY 18 ~ Tt//Y6STEIY STEE'L
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1Jl"f£ SOHR
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F1a. 17.- Progrcssive fa ilu re of cxho ust. valv<'s
20
!YICK£L COHTED
HONFL COR TEIJ CRLONIZED VRLVES
1<' 10 . 18.-Head conditions of exhaust valves
1''10. 19.-Stcm conditions of exhaust \"a lns run in mallcablr iron guides_ tr~ated
21
F10. 20.- Stcrn condition of c'haust valves run in mallea ble iron guid es as cast
FJG. 21.-Stcm condi t ions of exhaust valves ru.n in standard_ cast iron guides
22
3
2
I
FIG. 22.-Exhaust ,-alves alter tc ·t. Seat condition-right bank
I 2
J<'rG. 23.-Exhausl vah·e !nilurcs. Lert cylinder bank
:..3
NICKEL CORTELJ
HONEL CORTE!) CRLOH/ZED VRl VES
F IG. 24 .-Nickel coated, monel r oa ted, and ca lorized exhaust valves after test
SERT CO/YDIT/t?h'
Fm. 25.-I n!akc valves after test-left b3nk
24
SEAT CONDITION
FIG. 26.- I ntakc vah-es aftrr test- right bank
FIG. 27 . .:...Cylinders after test
25
Fro. 28.-Watcr pump shaft after test
FIG. 29.-Standard distributor head after test
26
FIG. 30.-Jump gap distributor head after trst
FIG. 31.-Jump gap distributor head after test
•
27
"Frn. 32.-0il pump sediment
P/JTQ# /1£,.fp Eli'IJJ/CMI
t.EF78AN/<
FIG. 33.-Pistons after test
PISTON HE/IP El?{).f/ON
R IGHT //AN/(
F1G. 34.- Pistons after test
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HIGHT ll"NI(
/l/ICKEL COATED
28
PIJ7'()N HEAD EROJllJN
Flo. 35.- Pistons after test
/'fOIVEL CO,,,TEI)
F10. 36.-Pistons after test
•
i.t'r IA4'tr
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J.OIN£ .. HAL"
7
29
UPPERNAV ""' ~IJA'&RNA~
.HAND SCRAPED .
. 003'' ro 00.36 11 .SHA~r .&~eAHAH&G
FIG . 37.-Agrilite metal, main bear ing
s ,,,. .3
NANP ScHAPED
.003""ra .(}0~5 SHAFT CLEARANCe
FIG. 38.-Agrilite metal, main bearings
% I
30
5 . 3 I
HANO SCRAPE:D NER./'f£D HAND SCRAPED
. ()0.3 "rt:J 00.JS -.S.Hh F T CL.EHRR/YC£
FIG. 39.-Kelmet metal, connecting rod bearings
FIG. 40.- Kelmet metal, connecting rod bearings
31
FIG. 41.-Kelmet metal, connecting rod bearings
LOWER HALF 3 LIPPER .HAJ-~
,, /if'EA/'f&£J
. 003 TO 0035 " JHAF-T CLt-ARANC.C
Fro. 42.- KclmcL metal, connecting rod bearings
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