Efficiency of Oil Engines Upheld ( - N IL engines formed the subject
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of an interesting lecture recently given by Mr. P. E. Biggar, of Leyland Motors, Ltd., to the East Lancashire and Cheshire Division of the Institute
of the Motor Trade. Those present included Mr. Herman Serck, of radiator fame ; Mr. R. Stuart Pilcher, Manchester's transport manager ; Mr. W. E. Whalley, traffic superintendent of the system ; Messrs. Paige, Brierley and Barnard, general managers of the municipal transport undertakings at Bury, Wigan and Bolton respectively ; and Mr. J. Ormerod, Bolton's traffic superintendent.
After explaining the history of the oil engine and outlining its main features, Mr. Biggar expressed the belief that the two-stroke-cycle unit was bound to become popular. Certain difficulties could be surmounted ; the supercharger, for instance, was an, important and expensive component, consuming considerable power.
In answering a question concerning the use of creosote as fuel, Mr. Biggar said that no two creosotes were alike, varying greatly according to the dye products extracted by the distiller. With the best creosote the running was fairly satisfactory, but a large quantity of " dope " had to be used to make an engine function quietly. The
ignition point of the fuel was, he continued, too high.
Mr. Filcher remarked that the visible smoke sometimes emitted by oilers had caused a certain amount of annoyance to the public, but this was far less dangerous than the invisible fumes, of 8-per-cent. carbon-monoxide content, discharged by petrol engines.
Mr. BrierIey quoted figures to show the slight wear on the cylinders and main bearings of compression-ignition units after 40,000 miles' running. Whereas he counted on a thorough overhaul after 60,000 miles, be now anticipated increasing the interval to 90,000 miles.