An Extensive Range of Inexpensive Engines
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The Latest Buda Models which Permit Extensive Interchangeability of Parts
WE furnished our readers, nearly two years ago, with brief details of the Hivelo series of Buda engines, sold in this country by the I3uda Company England, Harvey. Works, Wembley. It is interesting to note the extensive nature of the latest range, which includes no fewer than 11 power units suitable for vehicle service.
Modifications of recent date include the provision of manifolds to take either down-draught or up-draught carburetters, and mountings for standard patterns of air and oil filters, etc., in accordance with the detailed specification of requirements of any particular purchaser.
The following are the leading particulars of the 11 engines in question, the figure of the type number being, in each case, the capacity of the engine in cubic ins.: Ii 173: 34-in. bore, 44-in. stroke; output, 47.5 b.h.p. at 2,800 r.p.m.; torque, 120 ft-lb. la 199: 34-in. bore, 44-in. stroke ; output, 55.5 bap. at 2,800 r.p.m. ; torque, 140 ft.-lb. S 214: 34-in. bore, 4-in. stroke ; output, 61.5 b.h.p. at 3,000 r.p.m.; torque, 135 ft.-lb.
260: 34-in. bore, 44-in. stroke ; output, 70 b.h.p. at 2,800 r.p.m. ; torque, 172 ft.-lb. 11 208: 34-in. bore, 44-in. stroke.; output, 80.5 b.h.p. at 2,800 r.p.m.; torque, 200 ft-lb. K 325: bore, 44-in. stroke ; output, 87 b.h.p. at 2,800 r.p.m.; torque, 213 ft-lb. K 360: 4i&-in, bore, 44-in, stroke; output, 99 b.h.p. at 2,800 r.p.m.;
torque, 234 ft.-lb. K 393: bore, 44-in. stroke; output, 103 b.h.p. at 2,000 r.p.m.; torque, 260 ft.-lb. K 428: 44-in. bore, 44-in. stroke ; out put 107 b.h.p. at 2,600 r.p.m.; torque, 280 ft.-lb. Ii 451: 44-in. bore, 5-in, stroke; output, 105 b.h.p. at 2,200 r.p.m.; torque, 294 ft.-lb. 1.s504 : 44-in. bore, 5-in, stroke; output, 112 b.h.p. at 2,200 r.p.m.; torque, 284 ft.-lb.
Of the foregoing, the two H models are of the fourcylindered type, and all the rest have six cylinders.
In the main the design is the same. Therefore, a general description will cover the whole range. The following, however, are points of difference :—The four-cylindered types have five main bearings, whilst the "sixes" have seven main bearings. All the engines, except those of the H class, have bolted-on bearer arms on the clutch housings. This provision reduces the risk of having to replace an expensive casting; should an accident cause a breakage, it is a comparatively inexpensive job to effect a renewal.
B38 • It is noteworthy that a high degree of interchangeability of ,parts has been aimed at in the production of this range. For example, engines with the same bore have the same type of piston, whilst those with similar strokes employ shnilar connecting rods.
In order to improve the position with regard to service in this country, all sparking-plug holes are tapped to take European standard plugs.
As compared with former engines of this make, the crankshafts have • been made considerably sborter without a sacrifice of strength, and the rotational speeds have been kept comparatively high so as to ensure the advantages which accrue due to the use of principles embodying results of the latest technical research work.
In the design of the crankshaft, vibration dampers and counterbalance weights have been eliminated, thus making for simplicity and easy maintenance. All oil-ways consist of drilled passages in the crankcase, thus avoiding the use of loose pipes which are always likely to COEN adrift.
A gear-type pump, driven from the end of the camshaft, forces oil to tb,e crankshaft, camshaft and connecting-rod bearings and through oil-ways passing up the connecting rods into the little-end bearings, ensuring a positive supply of lubricant to points which are commonly left to be served by splash feed. Oil is fed to the distribution gears or chains through holes drilled in the rim of the gear wheels or sprockets, thus making centrifugal force aid rather than repel lubrication. A large-capacity water pump is mounted on the off side and delivers water into the jackets of the cylinder block through a short, large-diameter passage. The water pump has a spring-loaded seal on the shaft, which is of stainless steel. This eliminates the need for constant attention. The extension of the water-pump shaft drives the dynamo.
A special point has been made of the provision of interchangeable bearings. All that it is necessary to do is to remove the cap and lower half of the bearing, pushing out the upper half by means of partial rota CLOD in its housing. The upper half of the new bearing is slid around into position in the same manner.
Rig-end bearings consist of white metal run directly into the rods.