Engine Oil Specs.7z

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The Clerget 7Z was a seven-cylinder rotary aircraft engine of the World War I era designed by Pierre Clerget. First appearing in 1911 it was nominally rated at 80 horsepower (60 kW). 347 examples were jointly built in Britain by Gordon Watney & Co Ltd of Weybridge and Gwynnes Limited of Hammersmith.[1]

Cirrus engines originated during Geoffrey de Havilland's search for an engine to power a light two-seat biplane design that would become the de Havilland Moth. The Aircraft Disposal Company, also known as Airdisco and ADC, was producing a low-cost air-cooled V-8 that Frank Halford (7 Mar 1894- 16 Apr 1955) had developed by from its large stock of war-surplus Renault V-8 aircraft engines. In 1924, de Havilland concluded that a four-cylinder inline based on the V-8 components would be ideal for his Moth and convinced Halford to design and develop it. Halford used surplus Renault cylinders, pistons, connecting rods and gearing, in combination with Airdisco valve gear, a new crankshaft and a new cast aluminum crankcase. The new engine went into quantity production in 1925 as the Cirrus Mark I.

Cirrus Aero Engines, Ltd. became an Airdisco subsidiary in 1925. In 1931, Cirrus Aero Engines Ltd. was reorganized as the Cirrus-Hermes Engineering Company, Ltd., building Cirrus Minor and Major engines at a new plant in East Yorks, England. In 1937, Blackburn Aircraft, Ltd. acquired the Cirrus assets.

Halford opened a consultancy in 1923 and designed the Gipsy piston engine series for de Havilland. Then, in concert with Harry Ricardo, Halford designed the Napier Rapier, Dagger, and Sabre. He then returned to help de Havilland with the Goblin, Ghost, and Gyron gas turbine designs.

The Cirrus Mark I, an air-cooled upright four-cylinder, was designed to power the first de Havilland Moth biplane. With a 105 mm (4.134\") bore, 130 mm (5.118\") stroke and 4.503 l (274.8 in) displacement it developed 65 hp at 2,000 rpm and weighed 268 lb. Early Cirrus engines used individual finned cast-iron cylinder barrels with aluminum alloy heads held together by long studs extending to the crankcase. The valves, which seated upon expanded-in phosphor-bronze seats, were parallel to the cylinder centerlines and actuated by push rods and rocker arms from a camshaft with followers in the crankcase. The four-throw crankshaft ran on five main bearings, three plain intermediate bearings, roller bearings fore and aft, and an extra ball bearing forward to carry the propeller thrust. Mark I connecting rods were steel.

The Cirrus Mark II, first produced in 1926, featured a 110 mm (4.331\") bore, which raised its displacement to 4.942 l (301.6 in). The cylinder head and connecting rods were also altered, resulting in an engine that produced 75 hp at 1,800 rpm and 84 hp at 2,000 rpm. Compression ratio was 4.9:1 and weight was 280 lb. The Mark II was 45.8\" long, 18.26\" wide and 34.3\" high. Mark II Cirrus engines introduced H-section connecting rods made from forged duralumin. The integrally cast rocker-arm bracket used on Mark I cylinder heads were replaced by separate steel and duralumin brackets bolted to a flat bridge between the valve ports. The earlier single induction system was replaced by a duplex Zenith or Claudel-Hobson carburetor with one induction passage leading to the end cylinders and the other to the inner cylinders; both passages were exhaust heated. The aluminum pistons were fitted with three rings each, the lower one acting as a semi-oil-scraper ring. The crankcase was formed by two aluminum castings joined in a horizontal plane at the crankshaft centerline. The rather deep lower section formed an oil sump. Aluminum caps bolted to the crankcase upper section held the crankshaft bearings. The camshaft was carried in three plain phosphor-bronze bearings, and a spiral gear at the camshaft end drove an oil pump located in the sump. Lubrication was partly by pressure and partly by splash. Oil was forced from the pump through a gauze filter into passages leading to each main bearing. The crankpins were lubricated by oil throwers or banjos fastened to the crank webs. Oil thrown from adjacent main bearings was caught by the throwers and carried by centrifugal force into the crank-pin. Two BTH magnetos driven by spring-type couplings provided dual ignition. The forward magneto was fitted with an impulse coupling.

The Cirrus Hermes (Mark I) was a larger four-cylinder engine designed to be interchangeable with the Mark II and Mark III. With a 114 mm (4.488\") bore, 140 mm (5.512\") stroke, 5.716 l (348.8 in) displacement and 5.1:1 compression ratio, its normal rating was 105 hp at 1,900 rpm and maximum rating 115 hp at 2,100 rpm from a 300 lb dry weight. It was 38.5\" long, 17.97\" wide and 36.06\" high. Individual cylinders with heavily-ribbed cast-iron barrels were captured by aluminum heads held in place by four studs extending from the crankcase and passing through holes drilled in the fins. Aluminum-bronze valve seats were screwed and expanded into the cylinder heads in a valve arrangement similar to the Cirrus Mark III. The camshaft actuated the valves via tubular push rods and rocker arms that oscillated on special spindles that provided oil reservoirs for extended operation and were mounted on light steel brackets fastened to the cylinder head. The connecting rods were steel forgings machined all over, with the big end using a white-metal-lined phosphor-bronze bushing. The four-throw crankshaft was carried in five plain bearings, and a large ball thrust bearing at the front. The bearings were held to the upper crankcase by caps, the lower crankcase section acting only as an oil sump, but having a tray to retain the oil supply in the sump during aerobatics. The camshaft, which was driven by a train of spur gears at the engine's, was carried in the upper crankcase on five bronze bearings. The gear-type oil pump was located in the wet sump and driven through a worm gear attached to the front of an idler gear in the upper crankcase half. Oil was forced through a filter and an external pipe to the five main bearings and then through drilled holes to the crank-pins. Two magnetos, each fitted with an impulse coupling and arranged on either crankcase side forward side of the gear housing, provided dual ignition. A 42-mm Claudel-Hobson carburetor The supplied mixture that was routed through a steel induction manifold to each inlet valve port. Exhaust heat was applied to the induction manifold center to aid in vaporization and help prevent induction icing.

The Inverted Hermes Mark IIB was normally rated 105 hp at 1,900 rpm, and 115 hp at 2,000 rpm. It weighed 300 lb and in most respects was similar to the upright models. The cast aluminum-alloy crankcase lower portion housed the main bearings, and the timing gears were at the aft end. A dry-sump engine, the upper Elektron casting merely served as a cover. A pressure pump fed oil to the bearings under pressure and another pump scavenged the crankcase and returned the oil to the supply tank. Later engines of this series were fitted with enclosed valve gear, and resilient engine bearer feet were supplied as a part of the regular equipment. It was 42.4\" long, 21.21\" wide and 29.1\" high.

Clerget, Blin and Cie, 37 Rue Cavé, Levallois, Paris built airplane engines from about 1911 until manufacturing rights were sold to Renault. Clerget is best known for the air-cooled rotaries it built and licensed during WWI. Gwynnes. Ltd., Hammersmith Iron Works, London, W. held British manufacturing rights for Clerget designs.

Clerget built several air-cooled rotaries with seven, nine, and eleven cylinders. Their cylinders, machined with integral cooling fins from solid steel billets, were gripped between the two steel crankcase halves. The crankcase nose piece carried the propeller hub. 'I'he crankshaft was built up in sections, and the crankshaft aft end was attached to a flowing jet bloc tube type carburetor. Both the crankshaft and connecting rods ran on ball bearings. All connecting rods employed tubular shanks and the pistons were fitted with three piston rings and two obturator rings, both in the same groove, one inside the other. One inlet and one exhaust valve in each cylinder were operated through rocker arms, push rods and tappets from four-lobed inlet and exhaust cam rings rotating in the same direction as the engine at 9/8 engine speed. The rotating cam box had 18 internal gear teeth that drove the 16-tooth cam ring gears, which were eccentrically mounted; this was a distinctive Clerget design feature. Plunger pumps circulated the oil and ignition was furnished by high-tension magnetos. The high-tension current was taken to a carbon-brush located on the back plate that contacted a distributor whose sectors were connected by bare wires to the spark plugs.

The Type 11G, a French-built model similar to the Type 11EB engine except for a 5.7:1 compression ratio, was rated 250 hp at 1,300 rpm and 265 hp at 1,400 rpm Weight was 497 lb, or 1.99 lb/hp and the diameter 1,090 mm (42.9\").

The 1920 Clerget Type X was a water-cooled sixteen-cylinder X-type engine rated 400 hp. Its bore and stroke were 130 mm (5.118\") its displacement was 27.608 l (1,684.7 in). It produced 400 hp at 1,440 rpm and 420 hp at 1,600 rpm. Fuel consumption was 0.567 lb/hp/hr and oil consumption 0.06 lb/hp/hr. Dry weight was 770 1b, or 1.93 lb/hp. Its length was 52\", width 39\", and height 39\".

An improved Model 2A, introduced in 1923, produced 15 hp at 1,600 rpm and weighed 60 lb. Its bore was 85 mm (3.347\"), its stroke 120 mm (4.724\"), and its displacement 1.362 l (83.1 in). The cylinder barrels were cast iron with integral cooling fins. The separate heads and barrels were held to the crankcase by means of four long studs. The carburetor featured altitude compensation, a high-tension magneto with variable spark advance furnished ignition, and the engine was pressure-lubricated.

Brazil-Straker Co., Ltd. of Fishponds, Bristol, England became known for its 15-hp Straker-Squire car before WWI. In 1914, Alfred Hubert Roy Fedden (6 Jun 1885 - 21 Nov 1973, later MBE, FRAeS) became the technical director due to his strong motor racing, technical and management skills. Late in 1914,the Royal Naval Air Service (RNAS) requested that Brazil-Straker undertake airplane engine repair and construction. The RNAS, which was using Curtiss JN-4 aircraft with Curtiss OX-5 engines to train its new pilots, was having a terrible time with the engines; they typically lasted only about five hours. Fedden found nearly all the OX-5s delivered to the RNAS were filty inside, poorly machined, poorly finished and suffered from engineering shortcomings. He improved quality control, the crankcase, valve lifters, induction and ignition systems. The revised engines now ran for 200 hours between overhauls. Based on this experience, Brazil-Straker began manufacturing Rolls-Royce engines and parts. With the exception of experimental engines built by the Rolls-Royce, Brazil-Straker manufactured all of the 75-hp Rolls-Royce Hawk models, as well as the Series I 190-hp Falcon V-12. Brazil-Straker also manufactured the 50 hp Renault 8Ca engine and parts for Rolls-Royce Eagle engines. Brazil-Straker was the only company whose quality standards were high enough to build Rolls-Royce engines and parts under license. 59ce067264

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