Jg2 BULLETIN 173, U. S. NATIONAL MUSEUM 



The lubrication of the main crankshaft bearing and the crankpin 

 was effected by means of a small oil cup fastened to the port bed 

 plate, which fed oil through a hole in the hub of the drum to a cir- 

 cular groove formed in the bronze bushing of the hub. The crank- 

 shaft being hollow, a hole was drilled through it in line with the 

 groove in the bushing, and the oil was then led from the interior 

 of the crankshaft through a pipe connected to the plug in the end 

 thereof and through a hole drilled in the crank arm to the hollow 

 crankpin. Small holes through the crankpin permitted oil to pass 

 to the exterior thereof and thus oil the bearing of the main connect- 

 ing rod. Small holes through the sleeve and bushing of the main 

 connecting rod fed oil under the shoes of the other four connecting 

 rods, the small holes being placed in oil grooves formed in the in- 

 terior of the bronze bushing. The lubrication of the pistons was 

 effected by means of small crescent-shaped oil cups fastened to the 

 outer walls of the cylinders, which distributed the oil equidistantly 

 around the circumference of the pistons, through small tubes that 

 projected through corresponding holes drilled in the cylinder wall. 

 These oil cups for the cylinders were, while small, of sufficient size 

 to furnish a supply for approximately one hour, and were posi- 

 tioned on each cylinder to have a gravity feed. The crankshaft bear- 

 ing in the starboard drum was oiled from an oil cup mounted on 

 the outside of the bed plate and connected by a pipe to a hole in 

 the inner wall of the drum which was connected to the oil grooves 

 in the bronze bushing in the hub of the drum. 



The sparking apparatus comprised first a primary sparker of the 

 form in which a cam driven by the engine co-acts with a pawl on the 

 end of a spring, but in this case, as the sparker was used for all five 

 cylinders, the cam was driven at a speed of two and one-half times 

 that of the engine speed, thus making and breaking the primary 

 circuit five times in each two revolutions of the engine. Second, a 

 spark coil the primary terminals of which were connected to the 

 primary sparker and to a set of dry batteries. Third, a secondary 

 distributor consisting of a disk carrying a contact brush and driven 

 at a speed one-half that of the engine, this brush being constantly 

 connected through a contact ring to one of the terminals of the 

 high tension side of the spark coil and running over the face of a 

 five section commutator, each of the sections of which was connected 

 to a spark plug, the other high tension terminal of the spark coil 

 being of course grounded on the engine frame. After considerable 

 trouble with the insulation of the high-tension wires it was found 

 impossible to purchase any wire properly insulated, and it was finally 

 necessary to insulate these wires by covering them with several 

 thicknesses of ordinary rubber tubes of different diameters telescoped 

 one over the other. 



