Daimler Introduces Bus. Oil Engine
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Brief Particulars of a New Product Which Embodies Several Unusual and Noteworthy Features JN the " Daimler Goes to War " Exhibition which,' as Sir Bernard Docker explained, is intended primarily for the information of the 16,000 employees in the company's 40 establishments, there are examples of numerous Daimler wartime products, including the Daimler Scout car and the Daimler armoured car, both of which were described in " The Commercial Motor " some time ago
Perhaps the mast interesting exhibit, however, is a new compression-ignition engine which, later, will appear in
buses of this make. It is not yet permissible to publish a full description of this interesting unit, and, in fact, no details were available other than what could be seen, but we gather that it is of about 8 litres capacity, and we could see that it has the cylinder block and crankcase in one casting, the heads being cast in blocks of three. From one of these castings, also on view, it is evident that direct injection is employed.
Another interesting feature is the location at the flywheel end of the unit of the chive for the camshaft and accessories. The camshaft is on the off side, and on the other side are the dynamo 'and water pump in tandem with the C A V. fuel-injection pump above.
Cooling water is delivered by the pump to the top of the cylinder block. There is a six-bladed fan driven by twin V belts from the front end of the camshaft. Apparently this shaft is driven by spiral gears.
Quite the most notable feature of the engine, however, is its remarkable compactness. Partly. no doubt, because of the monobloc construction and partly also because of the timing-gear position, it is unusually short—a factor which means much, not only from the installation viewpoint, but also in the rigidity of the unit itself and in the strength of its crankshaft. Additionally, of course, it should result in a saving of weight.
It is reasonable to suppose, too, that by driving the fuel-injection pump from the flywheel end of the crankshaft (where cyclical speed variation is at a minimum) a somewhat smoother performance may be obtained, particularly at the lower end of the speed range. A noticeable fact which may have some bearing on this Suggestion is that no crankshaft damper could be observed on the engine in the exhibition.
In due course we hope to publish a detailed description of what appears to be a very welcome newcomer amongst large power units for road vehicles.