Double Acting Two Stroke Diesel Engine at MAN Diesel House Copenhagen
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- Опубліковано 12 чер 2024
- The B&W 2000 Engine in the MAN Diesel House Copenhagen. It was built in 1932 by Burmeister & Wain and was the largest Internal Combustion Engine in the World for about 30 Years. It is Part of the H.C. Ørsted Powerplant, hence it is also known as H.C. Ørsted Engine. It used to supplement the Steam Turbines of the Powerplant at Peak Load in the Morning and Afternoon/Evening, before it was decomissioned in the 1970ies and kept on Standby as Emergency Generator.
00:00 Introduction
00:53 Engine Start
01:58 Double Acting Engines explained
03:45 Exhaust Sliders
06:16 Scavenge Air
07:47 Camshaft + Fuel Pumps
09:50 Generator
11:01 Other Exhibits at Diesel House - Наука та технологія
I don't agree with UA-cam hiding Dislikes. 752 Likes, 15 Dislikes, 2022-10-23. Just so you know what to expect from this Video.
Apparently, I fell for a popular Urban Myth. Instead of this Engine, the Zealand Grid was restarted from Sweden with Power supplied through the Øresund Sea Cables. That makes much more Sense anyway.
If you're wondering about the different Light Conditions and different Image and Audio Quality: I had to visit twice (November 2021 and March 2022) to record enough Fototage and used two different Cameras and three different Microphones. And I really should have checked my Spelling of "Thanks".
You can use an extension called "Return UA-cam Dislike". It's still zero dislikes.
@Bnslamb I have that but I can see the Dislikes in UA-cam Studio anyway. These Browser Extensions aren't all that accurate tho; they often are off by one or two Dislikes compared to the accurate Number that I can see in UA-cam Studio.
No, B&W No. 2000 was used to re-establish emergency power and help the other works start up again. I remember it quite clearly.
@@maxjakobsen5526 No it was startet op, but never used (2003).
@@andreasfrederiksen6475 Wrong, it was used. Have you been there and seen the engine start. ? It could be that the people who operate the engine and explain about it remember incorrectly. :-)
For all us motorheads this was a treat. Thank you.
"Motor heads" yes, we visited diesel house Copenhagen, I had the most amazing time, especially seeing this running. My friends, sadly, found it so boring, apart from how much fuel it used in 10 minutes. But if you "do the Math" for 1932, is really fuel efficient
@@MarkUKInsects LOL... maybe you should calculate for your friends how much diesel fuel an average "zero emmission" electric vehicle uses. Just be sure to add in the loss through copper wire resistance, step down transformer loss, lithium battery internal resistance, electric motor loss, as well as a generators synchronous rectification losses while converting direct to alternating current, ect ect ect..
This is so cool! It is the best video on the topic of double acting engines and I got the sensation of being at the museum even though I wasn't there, thank you so much!
I've seen this engine running at several occasions and as a former ship engineer each time I'm impressed. ⚙
I like it that you had the engine sound on the video all the time, also during the scenes that you were explaining. So many bad channels add stupid music in the background. Now this sound was in the background as well but it was quite appropriate. Nice work!
You need an Editing Software that allows to separate Audio from Video and still synchronise them. I don't know any Free Software that does that, and you must know how to do that, so I guess many "Casuals" who just upload one or two Videos simply can't or don't know how to. And you must sort of plan for that while recording, as in record long enough Clips that you can separate long enough Audio to keep it running while explaining. I actually had to do a few Tricks, because the Engine runs for 5 Minutes only and I didn't want to visit 5-6 Times. The only bit where Audio and Video actually match perfectly is the Engine Start.
Excellent job showing this engine and describing its' workings. Few would have known of double acting diesels. I did because of 2 uncles that were in US submarines that had HOR double acting diesels in a diesel electric configuration. Those engines were a complete failure. Some subs left on patrol with 4 engines and returned with a single one still running. The subs with those engines had to be withdrawn from combat to have their engines replaced. A double acting diesel would be the logical progression from steam.
Again, you did a great job presenting this engine. Thanks!
Sorry for the late Reply, I'm currently working at Sea with limited Internet Connection. But big thanks for the Donation, that's easily as much as this Video usually makes in a Month. I'm considering to record a better Video of this Engine at some Point, but it only runs twice per Month for 5-10 Minutes only, so I'd have to visit at least twice (like I did for this Video). When I recorded this Video, I was living in Flensburg at the German-Danish Border, making Travel to Copenhagen fairly easy, but having moved away since, visiting Diesel House twice would most likely involve a longer Holiday to Denmark and/or southern Sweden with Diesel House at the Beginning and End. I'll have to see to that if and when that could be arranged.
Many thanks for this great video. I remember a brief study of these in my education in the early 1970:s. I admired them then, and are amazed to watch one come to life. A very beautiful engine of B&W. Real heroes of large diesels. As a swede I am also a bit proud of the ASEA company in heavy electrics. Well B&W is MAN now, and ASEA is ABB, but nevertheless, they are historical heroes.
B&W simply had a functional Engine but no Money, while MAN had rubbish Engines (see my Cap San Diego Engine Video) and Loads of Money. All "MAN" Two Stroke Engines actually are B&W, as the MAN MC Engine essentially is a B&W Design and later ones such as MC-C or ME are based on that. It's sort of similar with Sulzer, Wärtsilä-Sulzer and today's WinGD. As I grew up very close to Switzerland, I'm probably even more familiar with Swiss Engineering than with German. BBC bought MFO, but moved into their Zürich-Oerlikon Offices, which eventually became ABB when BBC merged with ASEA. SLM used to belong to Sulzer and besame what is Stadler today, and IIRC, SAAS became Part of BBC too.
I've seen other videos of this engine before and was really intrigued by it... However this video is the first time I've seen how the engine really operates, explaining how it accomplishes being 2 cycle and double acting. Great information and very interesting indeed! Thanks for posting this!
The Engine being labeled as "Opposed Piston" in many of these Videos bugged me a bit. I knew since a long Time that it is Double Acting, but understanding the Exhaust Sliders took a bit of a Chat with the Engineers there. Mind you, I'm currently working on a Video about the most over-engineered Machine I've ever seen. That happens to be the Steam Engine on the Swiss Paddle Steamer Stadt Luzern. It's a Uniflow Steam Engine with hydraulic Valve Gear. Especially the Hydraulic System is mindboggingly complicated, but the Condensers aren't nearly as simple as in normal Steam Engines either.
This is the most beautiful thing on youtube.
I love the depth of your videos.
I've got another one coming up in the next Weeks; I'll be on the Lake Lucerne Paddle Steamer Stadt Luzern next Monday, and got Permission to visit and film the Engine Room there (usually, the Engine Rooms are off-Limits to Passengers on Swiss Steam Ships). The Stadt Luzern has a very unique Steam Engine with hydraulic Steam Admission Valves. It doesn't even have Exhaust Valves, as it is an Uniflow Engine which by itself is unusual on Ships, but the hydraulic Valves are unique in the whole World. It's the only Swiss Steam Ship where a Video makes Sense, as any other Ship there would just be a Carbon Copy of my Video from the Stadt Zürich.
I also tried to make a Video on the Museum Ship Bleichen in Hamburg last Sunday, but the Engine Room can be visited in short guided Tours only, unlike on any other German Museum Ship where you can visit the Engine Room on your own most if not all the Time. I'll have to visit again to record enough Footage for a Video, but the Bleichen won't sail until May, so that Video has to weit until next Year.
no matter what THIS is a bad ass diesel engine.
Excellent explanation ❤. No music, no yaking👌👍👏
Thanks for the detailed presentation of this magnificent machine.
These old engines will outlive lots of these modern ways of power, they will still be needed 100+ years from now. ❤❤
The Engine can't be synched to the Grid anymore since a few Years, and actually suffered Blow-by on one Cylinder for many Years until that Issue was fixed. Sealing the Piston Rod going through the lower Exhaust Slider just is a flimsy Point of Failure, and overall the Engine just is needlessly complicated by modern Standards. The only Powerplants that can regularly go for 100+ Years with little to no Changes are Hydroelectric, and the oldest Thermal Powerplant I can think of right now is the Beznau Nuclear Plant in Switzerland, which is operating since 1969.
@@Genius_at_WorkThank you for the detailed answer. Thermal power plants are not going to be the main power source of the future. I wonder if any will continue to operate but use non fossil fuels.
When I saw the movement of the crosshead in front of the operator, it didn't look like 1500mm stroke. But once I learned that there are 2 combustion chambers and 1 piston and 2 sliders in one cylinder in your explanation, I understood it. Great video! Great engine! thank you!
That's not the Crosshead, at least not of the "main" Double Piston. It's the lower Exhaust Slider, hence it moves only such a short Distance. The actual Crosshead is located inside the Crank Case, just like in (almost) any other Diesel Engine.
The amount of air the beast needs. Total mechanical devices. It was facinating tour thanks.
Good to see the motors well looked after and good to know that the history is preserved instead of being scraped for peanuts.
What a fascinating video, thanks for sharing
Now I understand.
Upper and lower slider valves, not opposed piston.
Uniflow scavenging on upper and lower pistons.
Amazing!!!!!!!.
Keep these vids coming.
Thanks for sharing.
Take care.
I've got another Video from Diesel House coming up, of the B&W No. 1 Engine from 1904. I hope I can upload it today, but editing and rendering takes Ages because I have some Laptop Trouble. Hance I can't promise to be on Time.
Can i just say thank you. I have been trying for almost 10 years to get my head round how this dobb.acting thing works and your video have explained perfectly
You're welcome. I was on the Swiss Paddle Steamer Stadt Luzern yesterday, and the Steam Engine there must be the most over-engineered, ridiculously complicated Machine that I ever saw. I don't want to spoil too much, but literally everything is controlled by Hydraulics, and half the Engine Room is powered by it too. I have to visit again, so the Video will come late October or early November.
I could watch this many times!
a Brilliant piece of engineering. Tom I am a clyde Built engineer. excellent video.
I have seen other videos of this Diesel Engine being run. This is the first time I have seen a section of the camshaft chain on display. Wow that is the largest chain I have ever seen. That chain is huge and massive.
There are a lot more Bits and Bobs on Display, but from other B&W Engines; e.g. the smaller Chain next to it, or the K98 Piston at the End of this Video. There also are a Variety of Exhaust Valves, including K98 Valves being used as Bar Tables.
Btw. I tried to record a better View of the Cam Shaft, from below so one can see the actual Shaft and not just the Flange Joints. The Engine stopped before I could do so, and I already travelled to Copenhagen twice because the Engine runs so short. Even though I used to live fairly close then (Flensburg), I didn't want to travel to Copenhagen for a third Time.
This is the second video of this engine I have watched this is definitely the better one
There are some better ones from a "cinematic" Point of View, as in better Video/Audio Quality, smoother Camera Work etc. At the Risk of sounding a bit arrogant, there are barely any Videos that explain how this Engine is double acting, even less that explain the Exhaust Sliders and none that do it as thoroughly as I did. As a Marine Engineer, I'm sonewhat familiar with Engines like this which surely helps at understanding and explaining such Things though.
That MAN invention has made Doxford engine a kid’s toy in comparison.
It's a Burmeister & Wain Engine. MAN simply bought B&W in the 1980ies and then slapped their Branding onto it. All MAN Two Stroke Engines today are based on B&W Designs.
I thought I was an unusual engine buff but I've never seen anything like this before. Nice vid and thanks for the explanatory text. I'm not sure I would have worked out that the uppy-downy-things (technical term) were the exhaust valves without it.
I had to ask the Engineers there too.
The exhaust pistons cover+ uncover the exhaust ports.
Exhaust sliders are exhaust pistons, hence opposed piston engine.
Cam shaft also drives rotary air valve which operates air start valves,+ operates cylinder oil lubricators.
머찐 영상입니다. 감사합니다.
Amazing. I don't speak Danish but I got "Et paradis for dieselnørder" :)
It's not even a real Language anyway, but more of a Throat Condition instead ;)
This is the B&W Diesel house
A double-acting two-stroke [DATS] design needs two cylinder heads, the piston is subjected to combustion on both sides; the single piston’s connecting rod passes through the lower head subjecting the packing gland to high temperature and pressure which caused cooling difficulties that resulted in their frequent failure, the lower head suffered frequent cracking and bolt failure. To extract maximum power from a given reciprocating internal combustion engine’s cylinder DATS is theoretically the most powerful system but it necessitates a more efficient cooling system and more complicated construction than is required for a single-acting two or four-stroke alternative. DATS system development was dropped by most marine engine builders as commercial ventures in the late 1930's because of excessive maintenance demands. The Danish example is a survivor of this era of DATS history. The last DATS for commercial maritime use were built by MAN in the 1950's.
To their cost MAN (for the Kriegsmarine) and KANPON (for the IJN) persisted with development for use in naval vessels (they could afford the engine room staff). The German Navy completed several major surface warships with DATS (3 heavy cruisers, 2 light cruisers [DATS for cruising, ST for sprints], a minelayer/training ship and a destroyer besides half a dozen large naval auxiliaries. Development of several DATS engines, was undertaken; 19/30 E-boat, 23/34 (license sold to the US Navy as a submarine power plant), 30/44, Destroyer type and auxiliaries, 42/58 heavy cruiser, 65/95 battleship.
The Japanese experience was traumatic; the inability of their engineers to design an efficient system to cool the pistons was not helped by a decision to make the engine as compact as possible by setting the cylinders too close together which exacerbated a piston cooling arrangement problem intrinsic to DATS design. The A-140 super-battleship designs considered by the IJN all featured 11-cyl 47/49 DATS, to provide a third or half the installed power. A-140F5 was chosen as the definitive YAMATO design but the engine design team failed to get the DATS to deliver the performance necessary so a complete re-design of the machinery space to accommodate ST machinery in place of the diesel installation became necessary. Most of the IJN first-line submarine fleet were powered by 7, 8 or 10-cyl 47/49 DATS but by 1943 the bulk of them had to be withdrawn from service, many were re-engined with much lower power single-acting two- and four-stroke engines in order to be available for deployment.
For those readers interested DATS are covered in two books written by Lyle Cummins and copies of The Motorship' and 'The Marine Engine-Builder' which are available in bound bi-annual volumes in certain city libraries - certainly Manchester, Liverpool and London.
I knew about the MAN Engines for the Kriegsmarine, a Piston with Crisshead and Conrod is on Display at Deutsches Museum Munich. This Engine is even more complicated than what you described, as the Piston Rod moves through the Exhaust Slider instead of just the Cylinder Head. That's also what made these Double Acting Opposed Piston Engines even worse, as the longer Stroke of the Pistons in the Cylinder Covers meant, that the Piston Rod is moving through the lower one at a much higher Speed.
@@Genius_at_Work Thanks for the additional information about the MAN designs, the Kanpon DATS engine, based on a Sulzer design purchased in 1925, was built in 1932
@@geofftoase3855 "This Engine" means the B&W one in this Video. IIRC, MAN used just normal Cylinder Covers. MAN also built Double Acting Two Stroke V-Engines, a V24 is on Display at the Auto-Technik Museum Sinsheim (or maybe Speyer, dunno right now)
@@Genius_at_Work Thanks for pointing out my mis-reading.
Opposed piston engines do not have cylinder heads. Also this engine was made in Denmark 🇩🇰 by Burmester + Wayne.
MAN didn't produce Opposed piston diesels.
Was Sen 2nd Eng on these.... twin screw double acting engines running UK to Australia NZ a few decades ago
3:55That's exactly what I was thinking, looks very much like a Doxford, but it's not opposed piston 🤔
Doxford is single acting opposed piston.
I'm visiting Copenhagen this August. Is the diesel house open to the public? It would be amazing to see this amazing beast in the flesh.
IIRC, it is open every Day, but the Engines are started every two Weeks only. The big B&W 2000 every 1st and 3rd Sunday of the Month, and the 120 Year old B&W No. 1 on every 2nd Thuraday, intermittent with some other smaller Diesel Engine. I could be wrong though, but these Informations are available on the Diesel House Website too. I just can't look them up right now due to my slow Internet Connection.
@@Genius_at_Work thanks for your reply
Kann also bei einen kurzfristige Strommangel wieder genutzt werden? Prima
Viele andere Kraftwerke brauchen lange bis diese hochgefahren werden können.
Solide Technik
Mittlerweile nicht mehr. Da Dänemark keine Speicherkraftwerke hat (ich bin nicht mal sicher ob es dort überhaupt Wasserkraftwerke gibt), haben kurzfristig anfahrenden Kraftwerke entweder Gasturbinen, oder neuere Kolbenmotoren. Siehe dazu auch mein Jenbacher-Video aus dem Küstenjraftwerk Kiel. Gasturbinen werden übrigens die ganze Zeit vom Anlasser gedreht. Zwar nur mit 100-500 1/min und nicht der vollen Drehzahl 3000 1/min in Europa), aber das hilft dennoch, sie deutlich schneller anzufahren.
admiral grafspee engine ?
What was the MW output of the generator?
Don't know exactly, but it should be 80-90% as much as the Engine.
I’m not sure what makes this a double acting engine? Is combustion taking place on both sides of the piston? It looks more like an opposed piston design to me.
Watch the Video. It's explained in great Detail there, how the Things that you can see on Top aren't real Pistons, as they are smaller and have a much shorter Stroke than the Main Piston in the Middle. It only acts as Exhaust Valve and dies barely any Work because if the small Bore and Stroke, hence it's not exactly a Piston. There are Examples given (Models) for actual Opposed Piston Engines, and one that combines Double Acting and Opposed Pistons.
Little Addition: You edited your Comment while I was typing. Yes it combusts on both Sides of the Piston.
The principle is similar same like Junkers engine opposed cylinder
It seems like almost every part of that engine weighs more than a person.
Besides the double action and its extra components this is very similar to 2 stroke Detroit engines or any other inflow scavenged diesel.
All hail the mighty 8/71. Back when god were a lad I worked as a relief shunter on a steelworks and the tractor units were cobbled together from what was basically junk from other units that had been wrecked in some way. All that really mattered was pulling power and the one with an 8/71 and a 4-speed crash-box was my favourite. Accelerated unladen in top like a dragster, up to a speed of about 30mph, and in low gear it was unstoppable... Literally... The brakes couldn't hold it against even a mild application of the go pedal.
Detroit has inlet ports + exhaust valves.
jo dachte auch erst, wegen den komischen Auslassschiebern, sieht wie Gegenkolben aus. :) Hat aber natürlich allein vom Hub keinen Sinn gemacht. Erinnert wirklich alles sehr an Dampfmoteren
Spinal Tap ! hab ich jesehen
Naja bei großen Gegenkolbenmotoren wie z.B. Doxford-Maschinen hat der obere Kolben einen deutlich kürzeren Hub als der untere, da er auch hauptsächlich den Abgasausstoß steuert. Weil der aber die gleiche Bohrung wie der untere Kolben hat braucht der dann auch entsprechend starke Pleuel. Hier haben die beiden Auslassschieber nur etwa die halbe Bohrung wie der Doppelkolben in der Mitte, daher ist die Kolbenkraft dann auch nur ca. 1/4 so groß. Ich bin mir nicht mal sicher, ob die Auslassschieber überhaupt an der Kurbelwelle sitzen (wie die oberen Kolben bei Doxford-Machinen), oder ob die ihre eigene Hilfswelle haben. Das war aus den Zeichnungen und Modellen nicht so ganz ersichtlich, insbesondere weil das Schnittmodell was ich immer wieder zeige eigentlich einen etwas kleineren Motor mit Auslassschiebern ähnlicher Bauart zeigt. Das wollte ich da eigentlich noch dazu geschrieben haben, aber hatte leider keinen Platz/Zeit. Ebenso wie dass das so wackelt weil ich mit fast leerem Kamera-Akku hektisch versucht habe, einen Winkel zu finden wo das zumindest nicht ganz so schlimm spiegelt.
Keiner Nachtrag aporpos Spinal Tap: Ursprünglich wollte ich da stattdessen Jeremy Clarkson zitieren: "Even if it broke down in the Factory, right next to the People who made it and even they wouldn't be able to fix it"
over 1 million pound feet of torque
I was there to day and saw it run it was so loud
Except for the Starting Air, it's fairly quiet compared to other Diesel Engines, as it isn't turbocharged. The Turbos make modern Two Stroke Marine Diesels sound literally like a Passenger Airliner taking off.
This is a wonderful B&W engine
Why is it the man engine museum
This is typical of the man vw group, buy something and re-lable as its own
It would not surprise me if the current man marine engines are descendents of B&W designs
Please inform me if I am wrong
So would this be a one stroke engine?
The Working Principle still is a Two Stroke; it just happens to have two Power Strokes per Revolution. There were also Attempts at Double Acting Four Stroke Engines, but these worked even worse.
I have a question, this engine is German technology or Danish technology? Sorry, because Denmark is just a small country!
Purely Danish. Even today, all big Two Stroke Engines that have "MAN" written on them are actually Danish, developed in Copenhagen and based in Designs, that date back to when Burgmeister & Wain was independent. MAN just happened to buy B&W, hence the place is called MAN Diesel House today even if there is barely anything MAN about it. The same applies to Wärtsilä-Sulzer btw. Wärtsilä-Sulzer Two Stroke Diesels are Swiss Engineering with a Finnish Badge slapped onto it. Switzerland isn't large either, but has an amazing Engineering Heritage.
@@Genius_at_Work Thank you !
1 Stroke + Two Stroke ok:
Opposed piston ? Not double acting
Double Acting. The "Opposed Pistons" at the Top and Bottom are fairly small and only act as Exhaust Valves. The actual work is performed by a way larger double-sided Piston between them. B&W also built Engines where all three Pistons are of the same Bore, aka a Double Acting Opposed Piston Engine. But these took the Sealing Issues of regular Double Acting Engines up to 11.
When the stroke can be measured in stories maybe you need to rethink the size of the engine
It's still short compared to modern Two Stroke Marine Diesels. IIRC, the Stroke of this Engine is somwhere around 120 cm, aka a 1.5:1 Stroke-Bore-Ratio. Modern Marine Diesels may even exceed 4:1, which at Bores of up to 95 cm mean over 4 m (MAN B&W G95 Engine). Reason for the ever increasing Stroke Length is, that Propeller Efficiency increases at low RPM, and you thus want Engines to be as slow as possible. I cant speak for the said G95 Engine, but the MAN B&W S80 that I used to work for (and powers e.g. the Mærsk Triple E-Class Container Ship with two eight Cylinder Engines) has 78 RPM at 80 cm Bore and 345 cm Stroke, with 27,060 kW (36,800 HP) at the six Cylinder Version that I worked with.
A shame, I suppose, it's called "MAN Diesel House", and not "B&W" etc, given that the engines date to long before the tie up with MAN (B&W engines were way better than MAN's) - I have the unpleasant memories of both KZ D and E types crosshead models uuuggghhh!!! - although I did have the pleasure of dragging the Spare Manager away from his Christmas dinner to open up Augsburg's plant to start preparations to supply major components for a massive breakdown on one of our MAN medium speed equipped ships - V52-55A.
It's offcially called MAN Diesel House, because it belongs to MAN Energy Solutions. But it's mostly referred just as "Diesel House" with neither MAN or B&W. And the MAN K9Z 78/140 D Engine (KZ Type?) of the Museum Ship Cap San Diego is often referred to as the worst Two Stroke Diesel ever made. It does sound awesome though.
Long Story short, MAN just had Money and rubbish Engines, B&W was broke but had good Engines. So MAN just bough them, and all "MAN" Two Stroke Engines today are actually B&W Engines, strictly speaking. And Sulzer (aka WinGD or however they are called now) and Mitsubishi Engines are similar to how B&W Engines always were, with Exhaust Valves and Uniflow Scavenging. Sulzer used to have Cross-flow Scavenging (mostly), no Idea about Mitsubishi.
Terrible concept of an engine. The main piston shaft slides through the centre of the lower exhaust valve piston.
The sliding surface of the shaft is exposed to combustion and carbon rich exhaust gas.
This lower exhaust valve piston is at the centre of the engine and would require a full tear down to replace it.
These guys were just trying too hard
You got it. The Double Acting Opposed Piston Engine is even worse, as the upper and loser Pistons have a longer Stroke there, making the Piston Rod move through the lower Piston much faster. But whenever a new Technology comes up, People think about what could be done with it before thinking about what should be done. Look at other weird Engine Concepts from before ~1935. Rotary Engines are another Example. I don't mean Rotary as in Wankel (has its limited Uses), but Radial Engines where the Cylinders rotate around a fixed Crank Shaft.
Sailed on these with Union Castle twin 10 cylinders, happy days
@@Genius_at_Work The rotary engine had a reason to exist at the time, namely poor technology regarding cooling, materials, etc. The high rotational speed of the engine block subjects the cylinders to a very fast flow of air, which was a big help for cooling in a time when people hadn't really figured out how to design a decent air cooled engine, and no aluminium alloys were available with sufficient strength at high temperatures to form the cylinder and cooling fins. The poor lubricating oils and oil control technology available at the time also meant that total loss lubrication using castor oil was actually not a bad option, especially on a fighter plane where g-forces could throw oil away from the pump pickup of a conventional wet sump system. By the end of the first world war that they became obsolete as improved materials science made conventional radials more viable.
On a totally different topic, did you find out why the engine in the video used these 'slider' piston valves rather than more conventional poppet valves?
Man just buy what they can't make themselves. Pielstik, fairbanks morse
Just a buyer not a real designer
Not a man,its Burmester + Wayne.
That's exactly what I stated in the Video; the Place just is callled MAN Diesel House as Burmeister & Wain belongs to MAN.