SIXTY-FOOT CRUISING LAUNCH DESIGNED AND BUILT BY THE GAS ENGINE & POWER CO. & CHAS. L. SEABURY & CO., CONSOLIDATED. 
Gas Engke Experts* 
BY A. E. POTTER. 
There is no doubt but that valuable marine gasolene 
engines have been all but ruined in some cases, and too 
often has their efficiency been impaired by a certain class 
of people with no mechanical training whatever, and an 
extremely limited amount of actual experience in operat- 
ing this class of motors. As for design, manufacture and 
repair they know nothing; yet on the very first sign of 
trouble they "get busy," usually with disastrous results. 
Were they to confine their operations to their own 
property there would be no great harm done, except what 
they ought to make good themselves instead of expect- 
ing the manufacturer to replace broken or ruined parts. 
There is another class of men who are continually 
offering their services to owners of power boats usually 
gratis, and whose memory frequently lingers with the 
ignorant and unsuspecting owner after he realizes the 
harm that has been done. 
I maintain that anyone who owns a marine gasolene 
engine has a perfect right to do with it as he likes, so 
long as he does not jeopardize the lives of others; but no 
one should be allowed to tinker with a marine gasolene 
engine belonging to someone else unless he thoroughly 
understands the function of the engine and the 
mechanism on which he is to work. 
One day last summer at Canarsie I saw two men in a 
launch trying in vain to start their engine. The usual 
crowd of interested spectators gathered, and among them 
was one extremely "previous" chap who vouchsafed some 
startling suggestions. His apparent knowledge of gaso- 
lene engines seemed to appeal to the owners of the craft, 
and he was invited to take a hand. Oh, yes ! He could 
start it all right! Loosening a nut here, tightening one 
there, making several false passes, he turned the flywheel 
several times, but the engine did not start. 
Intuitively, perhaps, suspecting that the engine was 
"flooded," he opened the relief ccck, closed the gasolene 
valve, and proceeded to "work the gasolene out of her," 
as he expressed it. At about the twentieth revolution he 
got an explosion. Closing the relief, he attempted to 
turn the flywheel over, but . the compression was good, 
and he could not quite do the trick, when something hap- 
pened. At the time he thought the engine hit him, as, 
rubbing his arm, he picked himself up from under the 
seat. With a sickly laugh he remarked that was just 
what he expected. It might have been at that. 
The observing crowd offered its encouragement. He 
informed the owners in tones loud enough and with all 
the sincerity he could command, that the ignition had 
occurred too early and then he screwed the firing-pin 
down about three threads, turned the engine over once, 
broke off the end of the rocker shaft, suddenly realized 
an important engagement, and taking his coat, vest, and 
collar, hot, dirty, disgusted, but not discouraged, he 
disappeared while the owners sadly tied the boat back at 
her moorings and spent the afternoon no doubt in en- 
deavoring to frame a request reasonable enough to get 
a new rocker shaft from the manufacturer without 
charge to replace an "imperfect" part. 
This is the much-despised, so-called gas engine expert, 
who hangs about looking for trouble. He can be found 
around the wharves, on club house floats, and in similar 
places. Owners of motor boats, after their patience has 
been severely tried and pocket-books flattened, begin to 
suspect that there is no one who can repair or adjust 
their engines unless he comes from the particular factory 
where the engine was built. He finds this an expensive 
matter, and the result is he studies his engine, follows 
up all the publications bearing on motor boats and en- 
gines, makes his own repairs, enjoys it, becomes inde- 
pendent, and if he is wise, does not offer his services and 
knowledge to strangers. 
But then you may ask whether or not there are any 
gas engine experts. To be sure there are, but they can- 
not be engaged to do slight repairs for the usual wages 
engine owners think they can afford 'to pay. They will 
be found frequently engaged in selling engines, in the 
designing and mechanical departments of manufacturing 
establishments, where they get salaries frequently sur- 
prisingly high, but seldom on the lookout for an hour or 
two's work on repairs for 40 to 50 cents an hour or less. 
The more true gas experts we have the less gas engine 
troubles will be experienced from the development of 
the art of design and perfected construction, but the 
faking imposter posing as a gas engine expert, possibly 
unknowingly or unconsciously, is decidedly too much in 
evidence. 
Queries on Marine Motors. 
J. M. M., Montreal. — What advantage, if any, would there be 
in putting a standpipe in the gasolene piping from the tank to the 
engine, outside of collecting light particles of dirt, which might 
get into the tank? 
Ans. — A stand-pipe such as you describe could only 
have one advantage that we can see. It might make the 
flow a little more regular, providing you were using two 
or three different vaporizers on a multi-cylinder two-cycle 
engine. We don't see how any particles lighter than 
water would be likely to get to the bottom of a tank 
and get into the piping, as they usually float on top. 
J. H. B., Philadelphia, Pa. — 1. What is the maximum power 
possible with an eight-cylinder, four-cycle S^in. diameter, 4in. 
stroke engine at 720 r. p. m.? 2. Do you consider it possible to 
develop 40 B. H. P.? 
Ans. — Basing the mean effective pressure at 66 pounds 
to the square inch, with the usual formula 
PLAN 
I.H.P. = where 
33,000 
P==Mean effective pressure. 
L=Length of stroke in feet. 
A=Area of piston. 
N=Number of explosions, 
the horsepower would figure but 18.47. With P. at 75 
pounds, a very high rating, the engine would figure 20.99. 
2. In order for this engine to develop 40 B.H.P., it 
would have to show an unheard of M.E.P. of nearly 143 
pounds. We do not consider it possible or even probable. 
C. E. H, Crisfield, Md. — What makes so much blowing back in 
my four-cycle engine at the air inlet in the float feed carburetor? 
Inlet valve is perfectly ground into its caging, which is remov- 
able and held by a clamp. Inlet valve is located above the exhaust 
valve. 
Ans. — Blowing back of pressure could only occur 
through leaky inlet valve, too weak inlet valve spring, or 
leak under the valve caging. In that particular construc- 
tion it is a very hard problem to machine the two sur- 
faces where the joint is made without "grinding" them 
together. Sometimes gaskets are used, and in some cases 
even copper gaskets will not stand. In that case, the 
surfaces will have to be remachined and ground until 
they are true with each other. 
B. J. M., Patchogue, N. Y. — 1. How many different causes are 
there for an engine using make-and-break to occasionally miss 
explosions? 2. Are there any more causes for such irregularity 
in jump spark ignition? 
Ans. — Missed explosions in make-and-break ignition 
could be caused by any of the following: Loose battery 
or wire connections, oxydization of engine, battery or 
switch terminals ; insufficient battery, wet spark coil, 
sticking of the rocker shaft, too short contact, failure to 
trip, insufficient pressure of electrodes, too rich or too 
poor a mixture, loose insulation, water on the electrodes 
or in the mica, carbon on the mica insulation, imperfect 
ground connection, too much cylinder oil, a drop of water 
or dirt in the needle valve of the vaporizer or carburetor, 
broken wires with ends occasionally separating, igniter 
set too late, or probably a few dozen others. 
2. In jump spark, causes would probably be less, as 
some of the above could not be present. Broken porce- 
lains, too much opening at the plug, wet, secondary wir- 
ing, insufficient secondary insulation, poor trembler or 
vibrator contacts, perforated tin-foil in the condenser, 
broken or weak spring in commutator, etc. Usually 
jump spark troubles can be more easily located than 
make-and-break. 
B. B. B., Bernardsville, N. J. — I have a double opposed four- 
cycle automobile engine, set horizontally in a launch. Water- 
jackets are of copper. I am bothered with water in one cylinder. 
How can it get in if not at the upper end of the cylinder be- 
neath the copper jacket? 
Ans. — Examine carefully the relief cock on the under- 
side of the cylinder. It probably does not fit into the 
cylinder as it ought, or you may possibly have a blow- 
hole in the cylinder. Be sure the water does not come in 
from the exhaust-pipe. To prove whether or not there 
is a leak under the copper jacket, draw off all the water 
and start the engine, after disconnecting the water pipe 
from the jacket. If at each explosion steam or smoke 
puffs out of the water discharge at the cylinder, you can 
be quite sure that there is a leak under the copper 
j acket. 
Sixty-Foot Ctuhtng Launch. 
The Gas Engine and Power Company and Chas. L. 
Seabury & Co., Consolidated, have begun the con- 
struction of a day launch for Mr. H. L. Terrell, of New 
York city. We reproduce this week both the cabin plans 
and outboard profile of the boat. 
Her construction is of the most approved type, and, 
like every boat turned out by this firm, shows novelty in 
many respects in keeping with their reputation for 
modern design and detail. She is 60ft. over all, bent oak 
frame, spaced 9m. centers in the wake of the engines, 
and I2in. elsewhere. Long tapered keelsons also add 
materially to her strength. Planking is of lin. southern 
cedar. She is built carvel style, with butt blocks copper 
fastened throughout. Standing roof is of light construc- 
tion canvas-covered. Interior finish is of paneled 
mahogany. All outside hard wood is bright finished. 
Hand rails and outside fittings are finished either bright 
or oxidized. A canvas awning covers the after part of 
the cockpit; floors are covered with linoleum and Wilton 
carpets. For lighting provision has been made for cylin- 
ders to hold 200ft. compressed acetylene gas. Whistle 
is operated from cylinder compression. The power 
equipment is to consist of two four-cylinder 6in. by 6in. 
Speedway model A motors, giving an estimated speed of 
12 miles with a fuel capacity sufficient for 30 to 40 hours' 
running. Speed of the engine will not exceed 600 revolu- 
tions per minute, and this comparatively low speed ought 
to materially increase the life of the engine. In the 
tank compartment forward below and underneath the 
tank, the space is filled with cork flooded with asphaltum 
to reduce the weight and space usually occupied by water 
when a free circulation about the tank is permitted for 
reason of safety. This launch will be used extensively 
on the Shrewsbury and in the lower bay. 
Ocean Race for German Emperors Cup* 
The race across the Atlantic Ocean for the German 
Emperor's Cup has been discussed for over two years. 
The matter has now taken definite shape, and the race 
will be held next May, provided three vessels start. 
Commander Hebbinghaus, naval attache of the Ger- 
man Embassy at Washington, has acted for Emperor 
William, and this gentleman has conferred with Mr. 
Allison V. Armour and Mr. C. L. F. Robinson — two 
members of the New York Y. C. who are greatly in- 
terested in the project. These gentlemen have taken 
part in regattas held in German waters, and are mem- 
bers of the Kaiserlicher Y. C. 
As a result of the conferences between the German 
representative and the New York Y. C, all arrange- 
ments have been made, and the following conditions, 
governing the contest, have been given out: 
Kaiserlicher Y. C, 1905.— The ocean cup presented by H. I. M. 
the German Emperor. 
The race in detail to be arranged by the Imperial Y. C. at Kiel. 
Open to cruising yachts of all nations and enrolled in recog- 
nized yacht clubs. 
Yachts must be of 100 tons, American Custom House measure- 
ment, or of 200 tons, Thames yacht measurement, and upward. 
Auxiliary vessels are eligible, but before starting must re- 
move their propellers from the shafts. 
The race to be sailed on May 15, 1905, and to be from Sandy 
