​@Dogcookies pretty sure they just ment their husband acts the same way. What was the point in even saying that on a 12yr old post? You that much of a loser? 😂 Kick rocks fagg0t.😂

​@Dogcookiesshe can identify herself as the wife or husband of this man can they not?😂

This is not "just" another engine😍

Im young and I cried so you aren't alone! Just because I am young doesnt mean i dont understand! If hug you if needed, so badass!!!

You ok? Seriously, you ok?

Hey just because I am young doesnt mean I am human! Everyone needs help and support and love too!

i was going to ask if this was the same engine used in those old tanks! if you look at the beginning of the video you can clearly see so much exhaust leaking out around where the connect to each cylinder, feel so bad for the men who had to crew those lol

My Grandad was a gunner in one of those tanks. Obviously, he survived and passed away at 80 years old in 1974

No, all the WW1 crewmen are gone.

​@Dogcookies105 hp in 1908 is impressive. And probably gobs more torque

WidowUK Most people get passed the idiot stage by the time they're 70 years old.

you mean torque right? not horse power?

@@themotorfreak1 torque and horsepower are the same thing hp is just a calculation of torque X RPM divided by a constant

@@shaft9000 So true, 1hp = 1fp of torque at 5252 RPM.

Sounds bloody awful to me.

I gotta call bull simply because these were used in planes and you're not gonna fly at under 3,000rpm

There is no cam in a Daimler-Knight sleeve-valve engine. There is a two-phase eccentric shaft that the intake and exhaust sleeves are connected to, which slide the sleeves up and down in much the same manner as a crankshaft works with its connecting rod and piston. The eccentric shafts timing gear could be off a tooth, but on a Knight engine there is a little dot or star stamped on the timing gear to ensure correct timing, so I can’t imagine they’d mess that up. My guess for this video is that it was either 1) running too lean (not enough fuel), or 2) the operator was trying to run it off the magneto at too low of rpms, rather than running it off the bat/coil until it could be brought up to temp and revs.

@@wolfmanradio The Cam I was referring to, is the ignition distributor cam. Also, a good Magneto will produce a powerful spark at very low revolutions.

I think it's kind of the same problem that the Wankel had. Too much oil is being burned with the fuel. It's pretty hard to make that go away without a massive afterburner or a really special catalytic converter.

Sorry this is rubbish. I meant some other configuration.

You meant the inlet overhead valve/side exhaust valve configuration which was used by Rover between the introduction of the P4 and the end of the 3 litre, and also used by RR between 1946 and 1959

good lord!!:p

O

the last serial build engine was the Bristol Hercules, built in France by SNECMA to fit the Nord 2501 Noratlas...in a propeller aircraft did the propeller produce in most case the same level of noise as the engine...

Napier Sabre. Would love to hear one of those running.

Updraft isn't more efficient. Most carbs were prone to leaking so an updraft would just drip on the ground instead of flooding the engine. The second plug is not a spare like fire engines. The combustion chambers were huge and needed the extra long spark to fire the mixture

Right. Two plugs enhanced the flame travel in the cylinder. Same with aircraft engines. The plugs fire just a few degrees sequentially.

​​@@davebethel7159 Most aircraft engines with dual ignition fire in synchrony. A few, like vintage Continental C-Series engines, have a two-degree stagger to their timing. Cylinder charge stratification caused the bottom plugs to burn more of the charge than the top, resulting in more of an rpm drop on one mag than the other, so timing was retarded a bit on that one to give an even "mag drop" when checking each system prior to takeoff.

As an old mechanic I find it interesting to see how things have advanced

Checking for hot spots. It's for information, not luck.

+Jacques Poirier you wouldn't be able to substitute parts for something like this. You would have to re-make worn out components yourself either by machining them from billet stock, or casting them. it would actually be harder to modify the internals to try and use modern equivalents than it would be to make new parts to replace the old ones from scratch.

+jimnrel My thought exactly.

That would be a 6

The starter must be a later modification.

I was waiting with great anticipation for the guy with the oil can to get the piss shocked out of him. I suspect the magnets in the old magneto are a bit weak. Not the problem with the rough idle, though. The sleeves didn't want to seal. Trying to oil them with the engine running was a waste of time as he learned.

they were known as "silent Knights"

+LaLaLand sleeve valve engines do burn a lot of oil. It's part of the design as there is no poppet valves,just a sleeve moving up and down and it needs oiling. They are strangely quiet when run with mufflers too.

Sleeve rotates ?

Work on the same principle as a 2 stroke weed eater engine.

absolutely no comparison...there is no sleeve for a valve in a 2 stroke, they use reeds, a disc, and/or the piston skirt.

Phil H 1908 was actually in the 20th century.

johnabuick Really I did not know that. But there was not a King of England in 1908. There was in 1208 though. Are you American?

Edward VII?

+Phil H the term Edwardian comes to mind 1908...........

Phil H The King of England in 1908 was Edward VII.

Napier Sabre also

Never steal.

That was my thought. Bus/truck engines in this period were usually 4 cyls.

German Daimler engines in British tanks? The very first tanks were built less than a mile away from this house, by Foster's. Locally-built engines were used in testing. The tanks were first tested on Lincoln's South Common, and the locals were told that they were 'water carriers, for Mesopotamia', as a security measure! An old friend, now long-dead, saw some of the testing of the Mark 1 tanks there. At least one Mark IV is preserved in a museum locally.

Although they were started by a guy who wanted to use Daimler engines in a British car, By the time of WWI the British Daimler co. were making their own engines under patent from Knight of the U.S..

It literally took off. Ever heard of the Bristol Hercules, Bristol Centaurus or Napier Sabre!? The most powerful aero engines ever. Up to 5000hp. Then came jets...

Rogers Hunter This is true, but the customer wanted an easier way to start the engine for any of the various people who might need to drive the car in it's future at the museum. The hand crank mechanism was kept in tact, and actually, after the engine was tuned correctly, it was started by hand, but really just for the novelty of doing so

they must at least have a compression ring to make compression? or is piston interfearence fit in bore that has no rings at all ?

Do what? Yes, sleeve valve engines have piston rings and that is mostly not oil smoke, it's raw fuel.

The Bristol Hercules has two set of piston rings for each cylinder. There are the usual rings on the piston and another set to seal between the head and the sleeve.

***** Thanks very much. However, I already have the patterns ready for casting.

***** Thanks, that's a very kind offer, but your considerable expertise with sleeve-valve Daimlers will not be required for my cars.

I do believe they make a block filler that can be pumped in to fill the cracks. I saw a video of it done on a restoration just a couple of months ago. Anyways good luck with your project sir.

Steve Campbell-Wright Too bad I did not see this 3 years ago, but yes we had them cast in 356 aluminum. The cast iron foundry we were using kept breaking the cores and could not get us any usable castings. Since the shrink rate is roughly the same for iron and aluminum we decided to try them out of aluminum. Big thanks go to Ronny @ Pattern Model for makin the patterns and to Miller Foundry for the great alloy castings!

no: twin plugs are common on big bore engines or aircraft engines