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Fulton Diesel Oil Engine A New American-Built Machine of the Four Cycle Type Designed to Operate on Low Grade Fuel Oils URING the past year the Fulton Miz: Co. of Erie; Pa., have brought out an oil engine oper- ating on the straight Diesel principle. The accompanying cut gives a good idea of the general arrangement. The engine is on the market in three sizes, viz., 3-cylinder, 50-horsepower; 4-cylin- der, 70-horsepower, and 6-cylinder, 100- horsepower. The engine operates on the well known 4-cycle principle, has an 8- inch bore and 9-inch stroke, developing 50-brake-horsepower at 400 revolutions FIG. 1--FULTON DIESEL FUEL INJECT- OR ALR tS ADMITTED -AT <A') AND FUEL. AT 3B per minute. The starting handle and control wheel are shown at the left, and a two-stage air compressor at the ex- treme right. There is a battery of pumps for cooling water, fuel, crank case lubrication and bilge, mounted on the crank case at the compressor end. The cam shaft is mounted on a con- tinuous support, which is bolted to lugs cast on the cylinders. The parts are so arranged that each individual cylin- der, or head, may be removed without dismantling the cam shaft. Hess-Bright ball bearings are provided for the gear FULTON 3-CYLINDER, 8-IN. BORE BY 9-IN. STROKE, DIESEL OIL ENGINE. THIS ENGINE IS OF 'THE 4-CYCLE TYPE AND DEVELOPS 50 : He PAT 400 R. P. M. end of the cam shaft, also for the ver- tical shaft, each of the bearings running in a bath of oil. The cam shaft is driv- en by means of helical worm gears from . the crank shaft. The 6-cylinder engine is practically two 3-cylinder engines coupled together. the cam shaft and crank case being made in two parts and joined at the center. There have been some changes made since the original engine was built, such as the arrangement of fuel pumps, location of governor and drive for the force feed oiler. There also have been some changes made in the air compressor to facilitate the as- sembling of the intercooler for the first stage air. There are patents pending on some of the apparatus shown in the cuts, which show a construction that is original. Fig. 1 shows the construction of the fuel injector. Fuel is delivered to the chamber of the needle valve by the fuel pump, and the atomizing is accomplished by forcing the oil through the perfor- ated discs of the atomizing arrangement shown at the bottom of. the injector. The high pressure air from the receiver is coupled at A, and the fuel pipe at B. When the needle valve is slightly raised from its seat by action of the roller on the fuel cam, oil is admitted to the combustion chamber, where it is ignited by the heat of compression. By separ- ating the upper from the lower part of the fuel injector, the same may be removed from the head without disturb- ing the fuel levers. A spring at the top of the injector holds the needle valve to its seat. Re- newable burning plates are held in posi- tion by a cone-shaped nut, which is locked in the cylinder head when the injector is in place. Fig. 2 is a section of the fuel pump for a 3-cylinder engine, having a dis- placement plunger for each working cylinder. During the suction stroke, fuel is admitted to the pump chamber at A. During the delivery stroke part of this fuel is by-passed through the control valve; upon the closing of this valve the remaining charge is delivered to the working cylinder through the de- livery valve. The speed of the engine depends upon the amount of fuel delivered to the