Figure 19. — Under side of exhaust valve 

 mechanism showing electrical contacts that 

 give spark only on every other revolution. 



Figure 20. — Piston and connecting rod of 

 second engine. Screw on rod is where oil is 

 poured into connecting rod to lubricate wrist 

 pin and crankshaft. 



most parts are still intact, nearly all of the governor 

 parts are missing. A description of them must there- 

 fore be based on the recollections of Frank Duryea, 

 along with certain evidences seen on the engine. 



Just on top of the flywheel, and surrounding the 

 crankshaft, rest two rings, 3% inches in diameter. 

 Into the opposing surfaces of these rings are cut a 

 series of small inclined planes, appertinent to each 

 other. On the outer circumference of the upper 

 ring two pins pass through a pair of lugs mounted in 

 the flywheel, causing the ring to rotate with the 

 flywheel, yet permitting vertical movement. Under- 

 neath, the other ring is allowed to turn slightly when, 

 by means of two connecting links, the arms of the 

 governor push against them. These two arms, each 

 constructed like a right angle and pivoted at the apex, 

 are arranged directly opposite each other far out in the 

 flywheel recess. As a weight on one angle of the arm 

 presses outward by centrifugal force against a spring, 

 the other angle presses inward against the connecting 

 link mentioned above. The turning of the lower set of 

 inclined planes against the fixed set above raises 

 the upper ring and the fork resting on it. The 

 upward movement of this fork, which is a continuation 

 of an arm pivoted to a bracket midway between the 

 crankshaft and the slide carrying the exhaust valve 

 stop, causes the other end of the arm to drop, pulling 

 the slide down with it. In this manner the closing of 

 the exhaust valve is blocked, preventing the intake 

 of the next charge, and therefore the engine misses 

 one or more explosions until it slows to its normal 

 speed. 



A starting shaft is mounted above the engine 

 casting by a cast-iron bracket on either end. The 

 front end of the shaft has a bevel gear which is held 

 by a coil spring behind the front bracket, just out of 

 contact with a bevel gear pressed onto the upper end 

 of the crankshaft. The short rear portion of the shaft 

 is a tube which slides over the main shaft. Fitting the 



removable handcrank to the squared end of the hollow 

 shaft and turning the crank clockwise, will advance 

 the forward section of shaft through the medium of a 

 pair of inclined collars. With the bevel gears now 

 engaged the engine may be cranked. When ignition 

 begins, the inclined collars slide back down each 

 other's surfaces, the shaft is again shortened, and its 

 bevel gear springs free of the one on the crankshaft. 



While Frank worked on his engine, he realized that 

 certain parts of the old running gear would need to be 

 altered or replaced. In view of the heavier and more 

 powerful engine, he felt the old wheels, probably 

 having compressed band hubs, were inadequate. 

 He procured a set of new, heavier wheels 20 with 

 Warner-type, cast-iron reinforced hubs. The angle 

 iron frame, apparently sturdy enough to carry the 

 added weight, was retained, but it was decided to 

 install a heavier rear axle. 21 The front axle assembly 

 was at first allowed to remain unchanged, as was the 

 steering apparatus. A short time later when the 

 engine and friction transmission were bolted in place 

 on the running gear, Frank saw that the rigidity of the 

 framework had an undesirable effect. When the 

 vehicle passed over any unevenness in the shop floor, 

 the framework was distorted and caused the jackshaft 

 bearings to bind tightly enough on the shaft to prevent 

 its being turned by hand. In order to provide the 

 3-point suspension necessary to eliminate this distor- 

 tion, Frank attached the forward parts of the frame- 

 work to an extra wooden spring bar, installing 

 between this bar and the front axle a vertical fifth 

 wheel of the type ordinarily used in a horizontal 

 position in any light carriage. 



20 Duryea, op. cit. (footnote 5), p. 14. Also in Utter from 

 Charles Duryea to C. VV. Mitman, January 11, 1922; copy in 

 Museum files. 



21 Letter from Charles Duryea to C W. Mitman, January 11, 

 1922; also letter from Frank Duryea to David Eeecroft, 

 November 15, 1924. Copies in Museum files. 



PAPER 34: THE 1893 DURYEA AUTOMOBILE 



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