March ii, 1905.]' 
FOREST AND STREAM. 
201 
1903,; American Y. C. 1903 (2-), Atlantic Y. C. 1903; 
Mention should have been made last week in describing 
the very compact reversing gear with which the Standard 
yacht tender was equipped. The bevel gears are all cut 
from solid steel case-hardened and run in a bath of oil, 
giving the tail shaft three-fourths speed, compensating for 
loss of power due to extra friction when going astern. 
The way she was handled shows this device, to be highly 
effective. " 
Electric Launch Company, Bayonne, N. J., have two 
launches on Sport Lake. The Buster Brown is a lap- 
streak or clinker-built yacht tender with 20 exide cells of 
battery and" a lYz horsepower General Electric motor. 
She carries passengers almost constantly around,, GaTden 
Island.^.,, .The large pleasure /launch Rest-'a-While is an 
especially comfortable looking creation: Her equipment 
of power is a 10 horsepower General Electric motor and 
48',cells of exide battery.' --She is also supplied with a 
mercury rectifier such as is shown in their booth, by 
means of which any alternat^ihg current,. becdnies available 
for charging accumulators, a very- valuable feature, as 
heretofore it has bsen necessary to use the direct current 
only for'the- purpose;;- The_.26ft. autoboat equipped with a 
new four cylinder French engine and a Carlyle Johnson 
reverse gear, is a beautiful boat.' " The circular perforated.-, 
aluminum back seats is a novelty and makes the boat an 
exceedingly easy and comfortable conveyance. The in- 
stallation of the gasolene tank with copper drip pan is 
especially safe and commendable. 
Buffalo Gasolene Motor Company, Buffalo, N. Y., have 
a showy exhibit. A decided novelty is their 2 horsepower . 
tycp cylinder-^our'^stroke enginej:-the'6 the kind 
manufaHured :h«re pT: abroad for marine or any other 
purpose. They show in additions to this size double cylin- 
der 5, and 7^ horsepower and. four cylinder .10, i'5''snd ^0 
"hofsepQwer. Planetary reverse^ :throttIe_ and spark con- 
{rol,.:jiimp spark or make-and-break, ring oiling crank 
pins, multiple.ieed-to-every-journal, oil drip pan and brags 
cover oyer the reverse gear, are noticeable features. Their 
hew cafb'Metor; shews:.; auxiliary, heated - air conduit. 
All engines olf four: cylinders have whistle, air pump and 
tahki*-^ Tire-^Bisonr'ex-Mard Boiled Egg, is " shown in the 
tank. She has been so often mentioned that a description 
at this time would be superfluous. 
A. C. Neubauer, the Palais de L' Automobile, 590 Fifth 
avenue, shows 36ftv yacht-'tender 6ft. breadth, finished in 
iTatui-al rnahdgany.., -Planking is double mahogany with 
oiled silk fabric bfetweeii. She was built by Wood, of 
City . Island,., and is an exceptionally fine looking ■ boat-. 
The design was by Tams, Lemoine & Crane. A 20-30 
hbrsepoVer' Renault engine' is' used for power, and with 
7.5lgallon5 tankage -she is guaranteed to do 450 miles at a 
full -speed of, 15 miles per hour. The engine is controlled 
forward, but a tiller is placed aft for use if desired. In 
this exhibit is. the autoboat La Manola, 35ft. long, which 
has a ,24 hqrsepower Panhard engine. In a run last sum- 
mer from New Rochelle to Newport, less than nine hours 
was the running time. She was built by L. D. Hunting- 
ton, Jr., and Tams, Lemoine & Crane were responsible 
for her design. They show 24, 35 and 60 horsepower 
Panhard engines, also a 25 horse-power Barriquan & 
Marre engine which weighs complete but 500 pounds, built 
specially by. the only French concern making auto-marine 
engines exclusively. 
The Arnieric.an De Dietrich Compaiiy, 7 West _ 34th 
street, New York,..have in the lagoon the launch built in 
1902 for .Mr. Du Bonnet, now the property of the ex- 
hibitors. : 1 She is. called the Pi-ouit, which translated 
meaiis ."Hey there." She developed a speed of better than 
18 miles,. 'and was exhibited at St. Louis. The power is a 
30 horsepower De Dietrich engine. A Sims-Brosch low 
tension make-and-break magneto furnishes current for 
ignition. In the booth 30, 50 and 60 horsepower engines 
are shown, all four cylinder. New models show mechan- 
ically operated inlet valves directly over the . exhaust, 
actuated by rocker arms from the same shaft that 
.operates the exhaust valves, while a cam shaft on the 
opposite side is for the . igniters only. Their own ., make 
carburetor is used, a rotary- gear-driven purhp, cylinders 
cast in pairs with heads are' also features.'. Material and 
design, is practically the .same, as in their k-utomobile en- 
gines, but parts are somewhat- heavier. .G.n account of 
45 : per cent, import duty they will hereafter build their 
boats here. '< - ' - , , 
Hubbard Motor Company, Middletown, Conn., at .the 
extreme easterly end, show, some six engines all told. In 
actual operation they have' a zV^ horsepower two-stroke 
single cylinder engine, with makerand-break ignition and 
water-jacketed head. Throttle control is used without 
early and late changing devices, exceedingly economical 
on batteries. The horsepower has the head and cylin- 
der cast together, while the 2i^' and 3p2":have removable 
heads'. The 7 horsepower double cylinder has heads and 
cylinders likewise inseparable. The pistons, bore of the 
cylinders and general machine work show a thorough 
knowledge of engine requirements. A four cylinder 
high speed four-stroke engine 16-25 horsepower is also 
shown. Evei-y bearing is positively lubricated by a 
gravity feed multiple lubricator. The ignition is always 
in sight of the operator, and accessibility is well in 
evidence. 
August Mietz,i28 Mott street. New York, shows the 
Mietz & Weiss engine, for the first time seen by the 
public, adapted to marine work. He shows all told three 
engines, two in actual operation. One is the standard 2 
horsepower, direct-connected to an electric light generator 
which lights the exhibit, and the other is a double cylin- 
der 10 horsepower marine vertical engine. This is of the 
three-ported two-stroke type, and in this respect alone is 
an entirely modern construction. Air is taken into the 
crank case and forced ' into the cylinder while 
the kerosene is injected under high pressure into 
the heated domes on the engine, where it. mixes 
with the air until an explosive mixture is produced, when 
it is ignited by the incandescent condition of the heated 
dome. Bevel gear reverse is shown with ball-bearing 
thrust. Engine is of exceedingly good appearance, and 
shows up well, although running light. 
The International Power Vehicle Company, of Stam- 
ford, show three two-stroke kerosene oil*engines. single 
cylinder lYz, 5 and 6 horsepower. A horsepower is 
also shown in section, with the method of timing the ex- 
plosion and adjustment of fuel supply shown. The kero- 
sene is atomized by the air passing from, the crank case 
to the combustion chamber, never under any more pres- 
sure than necessary to give it gravity feed. A new torch 
is supplied with the 1905 model. No demonstration of its 
good points was made, but it was claimed that without 
preliminary heating of the torch the engine could be 
started indoors in 35 seconds. Planetary reverse was 
shown with thrust adjustable both longitudinally and 
vertically. All clutch adjustments are on the outside, 
...easily accessible. Ring oilers are used on the main 
bearings. 
Many engines at the show were equipped with 
Monarch vaporizing valves, manufactured by John A. 
Murray, 112 Front street, Brooklyn. The Monarch valve 
is standard equipment with Hubbard, Mianus, Wood- 
haven, Smalley, Palmer and many other engines. 
Siegel-Cooper Company, New York, in their space at 
the left of the main entrance show an i8ft. canopy top 
launch .\vith .2 horsepower engine, and 23ft. standing top 
with 6 horsepower. In the water they have a commodious 
22ft. open, launch with - folding chairs and aftside and 
transverse" transoms. Power is a. 4 horsepower engine. 
Siegel-Cooper Company are the eastern agents for the 
. well known Pierce launches; and, engines manufactured in 
Racine, Wis. These engines are all provided with under- 
water exhaust and jump spark. They are all of the two- 
stroke type single cylinder. The lower part .of the cylin- : 
der is air-jacketed, something not noticed elsewhere in the 
Garden. Heads are not water-jacketed. Reversing gears 
are of the bevel type, and as the engines will run in either 
direction, they may be dispensed with if desired. 
In Hieiitioning John -Wanamaker's exhibit last week, we 
inadvertently "erred in saying that they sold the Pierce 
launches, when we should have said TruScott. 
The- Mianus Motor Works, Mianus, Conn., is one of 
the busies.!., exhibits. Their demonstrations are selling 
ones. Mr. Allen, of the firm, says:. they are there to do 
business. They show 2, 4 and 6 horsepower single cylin- 
der and- 8 and 12 horsepower double, all two-stroke en- 
gines. Exhaust is water-jacketed when using an expan- 
sion muffler and. odorless under-^water exhaust, but regu- 
lar type of muffler is supplied when exhausting above the 
waterline. Monarch vaporizers are standard equipment, 
and Kingston float feed carburetors special. An excep- 
tional selling feature is their new drop-forged I section 
steel connecting rod with bushings which can be removed 
- and replaced without removing the piston. They have 
two finishes, one in baked enamel and nickeled parts, and 
the other air-drying enamel and polished brass. Reversing 
-wheel 'or planetary reversing gears at the option of the 
buyer, or direct-connected solid wheels are furnished'. 
Palmer Bros., Cos Cob, Conn., have several engines 
'shown, a four cylinder 15-18 horsepower and a two cylin-. 
der 8 to 10 horsepower four-stroke. A two cylinder 10 
horsepower modern three-ported two-stroke engine espe- 
cially attracts attention, it being in very good proportions, 
and of the high speed popular type. Engines are equipped 
with either jump spark or make-and-break ignition. The 
1904 model 3 horsepower is a favorite with buyers at the 
show. The representative in charge of the exhibit made 
a very apt remark when he said that "Palmer Bros, made 
the first successful two-stroke marine gasolene engine in 
New England, and they or their successors may make the 
last. It seems incredible, but their books show that over 
15,000 Palmer engines have been sold up to date." Float 
feed carburetors are used:or Monarch vaporizers, as may 
be selected by purchaser. ■ 
The balance "of the' exhibitors will be mentioned next 
week. ' ' .. ; ■ ' 
Marine Gasolene Engines, 
BY A. E. POTTER. 
{Continued from page 119 ) 
In order to decide as to the best width for the ex- 
haust port, it i's a good plan with the first engine to make 
the length as long as possible with good strong par- 
titions therein and make the width of the port ap- 
proximately l4>'n\. for every lin. stroke. By this rule 
.an engine of 5in. stroke would have' exhaust port 5^in. 
wide, and 6in. stroke would be Y^An. wide. It is com- 
paratively easy to v/iden the exhaust port on the side 
of the cylinder by filing or chipping the upper edge, so 
that the exhaust will occur earlier. The correct width, 
or that which gives the best results all around, can be 
determined when later you come to test the engine, 
which will be carefully treated later under that head. 
The inlet port should open slightl.v later than the 
exhaust port, and shoiild be fully as long as the ex- 
haust port, although not so wide by one-third. If the 
exhaust is ^in. wide, the inlet could be well but J^in. 
Some designers advocate a wider exhaust, making a §^in. 
wide inlet with a Ya^m. wide exhaust. If there is ample 
length there is but little to be gained by making tlie 
inlet open so early, and there may be more danger dt 
pre-ignition. As a general thing exhaust ports open too 
early, wasting power thereby, because they are not 
sufficiently wide. Please note that the length of the ports 
is measured around the circle of . the cylinder inside, 
while the width is in line with the bore, or vertically. 
Some engines are so designed that the exhaust is on 
one side and the inlet on the other, while some have the 
inlet on the front and the exhaust at the rear. For 
various reasons the former is preferable if the cylinders 
are to be doubled, but in single cylinder construction I 
consider the latter the better, as it makes rather easier 
to connect the exhaust piping; there is less danger of 
getting burned by accidentally coming in contact with 
it, and, in case the firing chamber gets too much oil or 
gasolene, it is all driven out into the exhaust piping at 
the first opening of the ports. There is another reason 
for this construction that I have never seen advanced. 
In case there is too much cylinder oil in the crank 
case, it will not be so liable to be splashed up into the 
pass port connecting the crank case with the combus- 
tion chamber and be carried therein with the inrushing 
gas, resulting in a smoky, ill-smelling exhaust. 
The thickness of the cylinder walls should be as uni- 
form as possible. It is better' to have, them a little 
thicker than necessary, although if too thick, they will 
be cumbersome -and will not radiate the heat as. they 
ought. Occasionally they are made of steel castings, 
and in that "."ase the^' can be, considerably th''"ner th^ti 
when made from cast iron. From 1-12 tO; i-io the 
diameter would be a. fair allowance for thickness. If 
the very best results are to be obtained, a careful 
watch of the temperature of the cooling water is es- 
sential, as the water can leave the cylinder very much 
hotter with a thin than a thick cylinder wall, remem- 
bering that the inside wall is bound to be hotter than 
the wall against which the water is circulating, and 
whose mision it is to take the heat from the cylinder. 
The thickness- of the water jacket does not matter par- 
ticularly, so long as it can be molded with no danger 
of breaking down when the hot metal reaches it. It 
is a good plan to have the thickness equal- to, or 
slightly thicker than the cylinder wall The; outer part 
of the cylinder enclosing the water jacket shoyld be as 
thiri as it is possible to make it, and get a good casting 
free from "cold shucks," and needs to be no,h«a;«vier than 
one-half the thickness of the cylinder walls. 
By using special metal with carefully made patterns 
and improved methods which have followed the con- 
struction of automobile engine cylinders, it has been 
found that those who have made a careful study of the 
art of molding gasolene engine cylinders have been able 
to cast some remarkably thin, well-cored cylinders; but 
before going to the extreme in lightness, you had better 
consult with the foundry people, and be in a measure 
guided by their advice. "iJ'ou- will find that medium heavy 
castings Avill cost you much less, and there will be less 
danger of lost casting.s, either before machining, during 
the process or when completed, perhaps when testing. 
People who are experienced in this line, who have per- 
haps sunk a considerable amount of money before they 
were able to get the "knack of it," may try to get back 
some of their money, but you will usually save rnoney 
by patronizing them. 
In the two cycle engine several methods of con- 
struction are employed. In some the engine and base 
is cast together and the crank shaft bearings are put on 
the ends over each end of the crank shaft. While this 
construction may seem cheaper to you, it may, and 
probably will be found necessary to make more special 
tools than some other way, and if ever it becomes 
necessary to remove the forward bushing, the first one 
to wear, you will have quite a job to remove the fly- 
wheel as perhaps you may have found by experience. 
Another method often employed is to part the crank 
: case in line with the center of the shaft and put in the 
forward crank shaft bushing in halves. This is a little 
more expensive, but it saves removing the flywheel 
when renewing. 
Still another method is being employed, and it has 
become quite popular of late. It is to have the' crank 
case parted in the middle, as in the previous method, 
and the cylinder bolted to the upper half of the crank 
case. It will. cost more to machine, but it can be done 
with.rather less tools, and has these advantages: The 
jacketed cylinder will cost less, as there will be less 
danger of losing in the operation of casting, and the 
crank case, if they can be cast without baked cores, 
using "green" sand for the purpose, will not cost one- 
half, as much per pound. There is one especial advan- 
tage that may be lost sight of, and that is, there is 
much more liability of getting the crank shaft at 
right angles to the conecting rod and axis of the 
cylinder, otherwise in line. Again, lathes or planers 
might be able to machine the three pieces, when it 
would be absolutely impossible if in one piece or even 
parted in line with the crank shaft. 
I have seen one . engine that was a combination of the 
first two methods. One crank shaft bearing in that 
case was parted in the center, while the other was in 
a round plate bolted to the after side. This is very 
unusual. One manufacturer at least has the forward 
plate cast with the crank case and cylinder and the 
after one only removable. In this case it is of course 
necessary to remove the flywheel the very first thing 
when ready to dissemble. 
There are some models that have hand-hole plates 
on one_ or both sides, through which the crank pin 
connections can be reached, others reach the lower con- 
nections by removing the lower half of the crank case; 
.but in the three part construction, or where the base 
separates in line with the crank shaft the hand-hole 
plates are not absolutely necessary, still they are very 
handy if you desire to get access to the crank case to 
make examination or wash out dirty oil or grease. 
'While possibly unnecessary, it is often convenient, and 
its extra cost is not very much. -' - 
If the engine is to be of the older type, taking its 
gas . through a check valve, there is but little more to 
be explained, except the clearance in the crank case 
and the lugs for fastening it to the engine bed; but if 
it is of the more- modern type, known as the tree-ported, 
or, as one manufacturer has termed it, the piston intake, 
the third port will have to be explained, hut as its re- 
lation is more particularly to the crank case, it will be 
treated in that ronnection. • - ' 
[to be continued.] . 
, WASSERSi?0RT/s ILLUSTRATED SUPPLEMENT. — WaSSer- 
sport, our German contemporary, now issues each week in 
connection with the paper an illustrated supplement which 
rs known as Yon Fluss und See. The supplement is about 
half the size of Wassersport. and is profusely illustrated 
by handsome half-tones and numerous designs. It is 
splendidly printed on coated paper, and adds much to the 
interest and value of Wassersport. 
^ ^ 
HoLYOKE Y. C. Officers.— At the annual meeting of 
the Holyoke Y. C, held recently, the following officers 
were elected: Com., E. S. Towne ; Vice-Com. F. H 
Metcalf; Rear-Com., C. R. Dunbar; Purser, E. B.'Cooley 
Regatta Committee— J. B. Newton, Harry Gault and 
Russell Magna. 
•I •? le 
Recent TRANSFERS.—The following sales have been 
made through Manning's Yacht Agency : The steam yacht 
Sentinel, by Col. W. E. Haskell to Mr. William Garner- 
the yawl Hoodoo, by Mr. E. W. Searles to Mr Justice 
Street, of Toronto ; the knockabout Smoke by Mr L H 
Dyer to Mr. J D. Flower, of Cuba; and the ■launch 
Bunco, by Mr. J, H, Wainwnght to Mr, W, D. Salter, 
