FOREST. AND STREAM, 
[June 4, 1904. ! 
Gas Engines and Launches. 
BY F. K. GRAIN. 
(Continued from pa'ge 408.) 
Foot-Cycle Engines. 
Four-cycle engines, as we explained before, have an 
impulse of the piston at every other complete revolu- 
tion of the crank. In order to accomplish this the 
sparking and valve movements are actuated by what is 
termed the time shaft, which, by the simple system of 
gearing, is actuated once for every second turn of the 
engine, producing these results. The engine b.eing on 
I the upper center, the charge is ignited and the piston 
j descends. Before reaching its lower center, the inlet 
; valve, is opened from a movement of the time shaft, 
' allowing the burnt gases to escape. It is then held 
opened while the piston is making the entire up stroke, 
expelling all the burnt gases and thoroughly scavaging 
the C3dinder. It then admits the new charge of gas on 
the dow^n stroke. When the piston returns, this 
charge is compressed and ignited. This operation, 
where the engine is working full load, gives an impulse 
of the piston at every other revolution. Where a gov- 
ernor is employed, if the full power of the engine is 
not consumed, the governing is accomplished by the 
governing device holding the exhaust valve open, when 
no charge is required, and of course Under these condi- 
tions, the cylinder will form no vacuum, and conse^ 
quently take no charge. 
Valves— PfopoftioDs. 
In the four-cycle, engine it is necessary to have 
valves which are under control, and the Poppet valve 
is now universally used. In all cases the exhaust valve 
is mechanically operated, but in the majority of marine 
engines the inlet valve is operated entirely by the suc- 
tion of the piston, and while this method is very 
simple and dispenses with the necessary device to 
operate it mechanically, from an economical standpoint 
it is bad practice, as of course the spring which seats 
the valve will govern to a great extent the quantity of 
mixture admitted, whereas with a positive opening 
valve, the exact amount is taken in every time. The 
four-cycle engine, taking an impulse at every other 
revolution, requires, in order to develop the same power 
as the two-cycle engine, an increase about one-third 
in the area of the cylinder, and also necessitates a 
heavier fly wheel in order to maintain its efficiency 
while passing the idle stroke and to overcome the com- 
pression of the larger area of the cylinder. 
Reversing Mechanisms, 
Unlike the two-cycle engine, the four-cycle, on ac- 
count of its valve mechanism, cannot successfully be 
designed to operate in either direction; therefore, we 
J, have to depend entirely on a mechanical reverse gear, 
and as it is also more difficult to bring it to its full 
power in starting, the method usually employed is a 
combination clutch and reversing mechanism, allow- 
ing the engine to be started independent of the pro- 
peller shaft. These mechanisms are generally built on 
to and as a part of the after end of the engine frame. 
. Of course, this mechanism being not only heavy but 
bulky, makes the engine unsuitable for installation in 
the extreme stern of the hoat. AH the leading reversing 
gears contain a number of gears, and are therefore not 
only noisy, but liable to wear rapidly and require care- 
ful handling. Very few of these devices can be re- 
versed at full speed, it being necessary to slow down 
the engine preparatory to reversing. 
Compression. 
It is usual, in order to add to the power, to operate 
the four-cycle engine from lo to 20 pounds higher com- 
pression than the • two-tycle. €)f -course, -in the four- 
cycle engine,- there bein^ no -necessity for' an"" aff^tight " 
base, it allows of the crank shaft being more accessible; 
and as this is one of the vital parts on any engine, it 
gives this type a decided advantage. 
Comparative Efficiency. 
I The advantages and disadvantages and efficiency of 
" these two types of engines have almost been argued 
threadbare, both having their stanch supporters. 
Modern practice, however, has shown us that there is 
practically no difference between the two engines, 
either in economy of fuel or in the quality of the pro- 
duct of combustion upon which they operate. It has 
universally been conceded until quite recently that on 
ij, the high powers-the fo-ur-GyGle-gave4he-best-effieien<:yr ~ 
,:, This, however, has not been found to be the' case, as " 
■ we find that, particularly in Europe, the builders are 
adapting the .two-cycle principle almost 'entirely .for, 
I units of 'lod) horse-power, and ;ove.r.^ At the present 
' time, in matine practice, we are inclined to le'an to the' 
four-cycle engine' for all poweirs over 15 horse-power, 
until ■ such time, as a , two-cycle erfgine is produced " 
which will dispense with the - airtight base, which \yiU 
of course necessitate an auxiliary- compress^ or which 
" is employed I in large engines, mentidned; _ ; 
I For engines under -J5 horse-power there is no -ques- 
I tion but what the two-cycle is the . most- popular en- 
igine. It being much Jighter, njuch more simple, and 
' sold at abojit one-half th$ price "of the four-cycle, it 
necessarily is bound to win out on the work. for which 
it is adapted;. The principal argument of the advocates 
i of the four-cycle engine is that, they know of so many 
two-cycle engines that have given trouble and dis- 
^ appointment.. We will grant that there are. a number 
I of this type iof engine on the rharket that are not what 
they ought to be, but the principal reason is that, par- 
ticularly in Small marine engines, we find in use about 
:cn two-cycle engines to one of the four-cycle; it is 
merefore fair to assume that we would hear of ten 
times as much trouble from the former. On account of 
h the idle or ^scavaging stroke, the four-cycle engine is 
'.supposed to , thoroughly expel all the burnt gases, 
''therefore allowing t\\% new charge only to be con- 
";|;amjnat.efi -Wh^ri^as in the two-cycle feng^ne --the new 
■ g»3 '"i fsarsSeg •«8.4he-r©ld-gas4s-escafiag,-and ■it-is- 
SS^'^'^'B claiaaed that the two-cycle not only loses 
' id ^ tiering charge by its following the buriit 
gases, but also mixes with the burnt gases, and there- 
fore produces a mixture of poor quality. 
While this may to a certain extent be true, it is 
more .than ofi'set by the rapidity of the explosion so 
obtained in the two-cycle, and also that the cylinder 
of the two-cycle, being of less area, requires less gas, 
and the fly wheel and moving parts, being lighter, the 
power necessary to maintain a momentum is not as 
great. 
In the four-cycle engine there is much more vibra- 
tion than in the two-cycle, and part of the additional 
weight in the fly wheels of this type is necessary to 
obviate this djfiiculty. In the four-cycle engine the 
mufllers are of the same construction as the two-cycle 
engine: but they do not have to be as large, as of 
course they have only half the work to perform. Not 
only this, but they are not subject to the excessive heat- 
ing of exhaust gases, as in the other type, where of 
course we have an almost continuous flow of hot gas. 
Editor Forest and Stream: 
I have read v/ith great interest the articles on gas 
engines and launches on pages 195 and 403 in your 
paper, especially the latter, on igniters, by Mr. Grain. 
I have made something of a study of these devices, 
scores of which have been manufactured and "found 
wanting" in actual practice (however attractive theo- 
retically), to the disappointment of both the inventor 
and the investor. I have been an investigator "on my 
own hook," and for personal reasons, I want an ig- 
niter for a gasolene engine, and I want one that will 
ignite—and not do any monkeying with my honest 
purpose. 
I- suppose there are others like-minded, and this 
subject cannot be talked over any too often to secure 
some good results to the interested. 
The last igniter that has been investigated seems to 
me, both in theory and practice, to pretty nearly fill 
the bill, and is certainly freer from objections than 
any that I have previously seen. 
For the general weal, I will tell you my impressions, 
not technically, because I am a little shy on technical 
terms, but just from the point of view of a common, 
every-day power boat chap, who also uses some sta- 
tionary engines in his business. 
In the first place,, it does away entirely with the 
necessity for using any kind of a battery or hot tube 
for starting the engine, which are abominations. In 
this igniter that I am writing about, the starting is 
done by the impelling device, in the following man- 
ner: The armature of the generator revolves once for 
each spark required; the first half of the revolution is 
efl:ected by the driving sprocket, and on the latter 
half of the rotation a compressed spring impelling 
device kicks the armature ahead of this first-men- 
tioned driviiig arrangement, and causes the second 
half of the rotation to be made at a very high speed. 
No matter how slow the speed of the engine, the 
same speed is imparted to the second half of the 
revolution of the armature; thus, you will see, the 
spark is generated at a very slow motion, and con- 
sequently no battery is required on the start, as in 
other methods, where the magneto is used. 
Another thing is, that the trouble usually arising 
from carbon collecting on points of sparker is elim- 
inated, since the current produced from this generator 
is of such a high tension that the carbon usually gath- 
ering on the points is, in this case, more beneficial 
than objectionable. Again, no spark coil or switch is 
required, the current generated being of a voltage high 
enough to make the spark. 
No renewals are ever necessary at this place or in 
any other part of the system, because ordinary steel 
points are used in the sparker. When this system is 
used,, all the mechanical parts usually required for 
'getting"a spark in engine are removed. 
A mighty convenient feature is this: Any position 
of spark can be secured without even stopping the 
engine, by simply tilting the field of the generator 
forward or back to get an early or late spark, thus 
making the device safe in starting any engine; 
I have found that this igniter can be applied to any 
gas or gasolene engine, vertical, or horizontal, single 
or multiplied cylinders, marine, automobile or sta- 
tionary, 2 or 4 cycle. 
A friend of mine had occasion to use one of these 
igniters on a Fairbanks Company's gas engine. He 
simply gave the number of engine and had supplied to 
him the spark' plug, driving chain and sprocket, to fit 
the- sTdTe"" sha:ft" of " the"; engine on which it is used, as 
well ia's a bracket for fastening the generator to cyl- 
inder head of engine. - 
In case of any kind of electric system, now being 
used, it is necessary.' to remove all the igniter .ar- 
rangements, as at preient supplied by the old electric 
systems. .■■■'' 
I cannot go into 'any more detailed description of 
this igniter, but I suggest that any one interested 
could probably get a.: lot of information if he, should 
call on my friend Harvey E. Miller, at the corner of 
Broome and Elm streets. New York (the northeast 
corner), Fairbanks Company's office, or write him, 
only if you , go to see him he can doubtless show you 
the device in use somewhere near. All I can say. is 
that it is far the simplest and best one I know. of., 
J. M. BuLKLpy; 
Detroit, May 18 
Hampton Roads Y. C. Proposed International Race. 
—The Hampton Roads- Y. C, of Old Point, Va., is taking 
steps towards having a series of international yacht races 
at Hampton Roads in 1907. Each club of this and other 
nations will be invited to send the best boat to a national 
regatta of its own country. The races at each national 
regatta will determine what boat shall represent that 
country at Hampton Roads. Coming in conjunction with 
the review of the marine power of the world, which will 
be one of the principaL features of the Jamestown Exposi- 
- tionp- the- international -regatta, it is believed, will be largely 
attended. The racing grounds are §aid to be as good as 
any in the country. " . . ' ^^ '^ j - 
Rhode Island Letter. 
Providence, R. L, May 28.— The schedule of the club's 
fixtures for the season has been issued by the directors of 
the Edgewood Y. C. The club house will be formally 
opened with a dance May 30, and, following the plan of 
Ia,st year, social.s will be held every Wednesday even- 
ing thereafter until the end of September, regular hops 
and whist parties alternating. A large addition, with a 
handsome arched portico entrance, has just been built on 
the street side of the building, and the club now has one 
of the most attractive club houses tO be found in this 
section. The Edgewood racing events have been definitely 
scheduled as .follows : 
vSaturday, June 11 — Club regatta. 
July 2, 4 and g — Special for the Possner cup for 30- 
footers. '" 
Saturday, August 6 — Club regatta. 
Monday, August 15— Opening race of N. B. Y. R. A. 
and beginning of annual cruise. 
September 3, 5 and 17 — Fall races. 
Although the Washington Park Boating Association 
was organized more than a year ago, this is really its 
first active season, as the large new club house erected 
by the members was not completed until near the close of 
last summer. With its first regatta on Memorial Day the 
association begins a season that is expected to prove of. 
great interest, both in social and racing events. As with 
its neighbor, the Edgewood Y. C, weekly entertainments 
will be held on Friday evenings throughout the summer, 
dances and whist parties alternating. The club fleet has 
about 100 boats enrolled, including several handsome new 
power craft and all the 30ft. racing cats of the upper 
bay. For the latter there will be a special series of three 
races in July for the Commodore's cup. The Edgewood 
Y. C. started only a few years ago as a "boat club," and 
is now a highly prosperous organization. With its auspi- 
cious beginning, and the enthusiastic interest taken by its 
members, it is likely that the W. P. B. A. will follow the 
same course within a year or two, dropping the modest 
title of "boating association," and becoming a full- 
fledged yacht club. The present officers are : President, 
Robert L. Ward ; Secretary, W. K. Potter, Jr. ; Treasurer, 
Arthur D. Bliss; Commodore, William C. Peirce; Vice- 
Commodore, D. M. Pott; Rear Commodore, W. B. Bliss. 
The dates of the club days at Potter's Cove, which mean 
Rhode Island clam-bakes and a general good time, have 
been fixed by the Rhode Island Y. C. for the Sundays 
of July 3, 17 and 31, and August 21. 
Both the Rhode Island and Edgewood fleets have been 
augmented by two large cruising launches which arrived 
this week. The first, a torpedo stern, full cabin launch 
called Nautilus, was purchased by A. J. Scattergood, of 
Providence, from C. H. Cutter, of Boston. She is a Mur-' 
ray & Tregurtha boat, with a 16 horse-power four-cycle 
engine, 47ft. over all, gft. 6in. beam, and about 3ft. draft, 
finished in mahogany throughout. The other is also a 
Murray & Tregurtha boat, the Gypsy, 37ft. over all, 32ft. 
waterline, 8ft. gin. beam, and 3ft. draft, and was bought 
by George R. Babbitt, of this city. She has just been re- 
built by E. H. Brown, of Taunton, Mass., a large cabin 
house of mahogany having been put on, fitted with exten- 
sion berths and all cruising equipment. Gypsy has a 10 
horse-power engine, located in the cockpit and leaving the 
cabin plear. 
The 30ft. hunting cabin launch Zeta, recently built by 
Mr. F. S. Nock at East Greenwich, for Mr. W. P. Otis, 
of Providence, was launched this week, and on her trial 
trip developed a speed of a little better than 10 miles an 
hour. 
Several of the smaller cruising and racing craft at 
Herreshoff's Walker's Cove yard at Bristol, are not to be 
placed in commission this season, their owners having 
taken to automobiling, and lost their interest in yachting 
for the time being. Several steam yachts are also to re- 
main laid up there during the summer. The yawl 
Fanchon, owned by Judge Bliss, of East Providence, has ' 
been fitted with auxiliary power. The 45ft. sloop, Lady 
Mary, owned by Senator Nelson W. Aldrich,. was put in 
commission this week. 
The construction of another 35ft. sloop, on much the 
same lines as Cock Robin, has been begun by the Herre- 
shofl^s. Like Cock Robin and Chewink IV., the 
new boat is destined for the racing at Marblehead, Mass. 
The new stearii yacht for Mr. M. C. D. Borden, of New 
York, is to be launched in about ten days. She is to be 
named Little Sovereign, and is expected to show a speed 
of 24 miles an hour. Mr. Borden was the owner of the 
Sovereign, a large steam yacht which he sold to the 
Government at the beginning of the Spanish-American 
war, when her name was changed to Scorpion. The- 
steam yacht Mirage, owned by Mr. Cornelius Vanderbilt, 
has left the Herreshoff yard for Rye, N. Y. She has 
been chartered for the season by Mr. A. E. Whitney, of 
New York, who has a summer residence at Rye, and will 
use her in his trips to and from the city. The yawl Spal- 
peen is soon to be fitted out for the season for her 
owner, Mr. Robert M. Riddell, of Philadelphia. 
Brownell Brothers, of Bristol, have a new 30ft. launch, 
with large trunk cabin forward and cockpit aft. The 
steering wheel is at the forward end of the cabin, a large 
deadlight in the trunk giving . the helmsman protection 
and a clear view ahead. 
Designer N. G. Herreshoff has been confined to his 
home in Bristol with rheumatism for the past week, but is 
now improving. .. F. H. Young. 
Manhasset Bay Y. C. Extends Privileges.— The 
Manhasset Bay Y. C. have extended the privileges of 
their place at Port Washington, L. I., to the members of 
the Automobile Club of America. 
•5 « R 
Penataquit-Corinthian Y. C. Fixtures.' — The fol- 
lowing fixtures have been arranged for by the regatta 
committee of the Penataquit-Corinthian Y. C. : 
July g— Spring open regatta. 
July 26-27 — Annual cruise. 
July 30— Summer open regatta. 
Sept. 3— Fall open regatta. ...... 
Irhe lighthouse cup, sailed for by sloops of class N, 
and the Queen of the Bay cup will be include4 in the 
prizes on the above dates, " ' ' " ^ _ 
