The following text may have been generated by Optical Character Recognition, with varying degrees of accuracy. Reader beware!

Diesel Engine Developed, Opposed Piston Type O REDUCE weight and dimen- sions, the Fairbanks-Morse & Co., 900 South Wabash avenue, Chicago, has developed a new opposed piston dieesl engine. This engine is now being shown, for the first time, at the company’s exhibit in Chicago at A Century of Progress. The weight of the new engine has been brought down to 20 pounds per horsepower. At the same time improved scavenging and a greater virtual stroke to bore ratio has re- sulted in improved combustion effici- ency. The construction has been ma- terially simplified by a substantial re- duction in the number of parts. The new engines have been de- signed primarily for _ installation where weight and space are factors of importance, as in marine and mobile equipment. They are, how- ever, equally adaptable for station- ary work.; Because of the light weight and compact yet sturdy con- struction, these engines are particu- larly adapted for all classes of ma- rine work including tugs, lighters, cargo and passenger vessels and pleasure craft. An engine of opposed piston type is inherentlyy balanced because the reaction forces of the two pistons in the cylinder oppose and tend to counteract each other. This makes for higher rotative and piston speeds with consequent reduction in weight, The new engine has two short, large diameter ecrankshafts with a synchronizing connection which gives compactness. The three functions of regulating injection timing, pres- sure and quantity are centered in a single lever. Response is rapid and 26 accurate, and the engine may be changed from idling to full speed in only a few revolutions or it may be maintained indefinitely at any intermediate speed within narrow limits. Elimination of cylinder heads, by confining the combustion space be- tween the two pistons, not only im- proves combustion, but also allows better cooling facilities at this point as well as eliminating the necessity for gaskets. The frame is of rigid lightweight construction which to- gether with the use of aluminum for parts not subjected to stress makes for extreme lightness with no reduc- tion in strength. All water and oil piping is permanently tight as are also the intake and exhaust mani- folds. Built-in duplex rotary scav- enger blowers are provided and the uniflow principle of scavenging is employed. Other built-in auxiliaries including lubricating oil pumps, fuel oil service and transfer pumps and circulatinng water pumps. These engines are available in five-cylinder sizes, and in 6, 7 and 8-cylinder combinations, with a 5-cylinder size in the smallest bore. Power capaci- ties range from 50 to 300 horse- power per cylinder or for the engine, from 250 to 2400 horsepower. Bids were received until June 29 by the United States engineer office, Memphis, Tenn., on furnishing and delivering approximately 1,000,000 preformed noncorrosive twist wire. The same office received bids until June 29 for furnishing six motor- driven units and control equipment for marine ways at the supply and repair deport of the United States engineer’s at Memphis, Tenn. Bids will be opened on the same date by the same office for various items of machinery for marine ways. © New two cycle, opposed piston diesel engine of lightweight and compact con- struction, re- cently devel- oped by Fair- banks-Morse €& Co. for marine, railway and stationary in- stallations MARINE REVIEW—July, 1934 Power Elevator Tailgate For Motor Trucks POWER elevator tailgate has A been developed for commercial vehicles by the Davey Compressor Co, Inc., Kent, O. It is known as the Davey-Troell power elevator tailgate and is used for handling loads in or out of a truck or van without manual labor. The accompanying illustration shows one of these tailgates in low- ered position.. The tailgate and its mechanism are in effect a power ele- vator operated by a take-off from the truck: motor. The device is mounted in a welded frame of struc- tural steel and comprises the rear end of the truck or van body. It can be built into the frame when a new body is being constructed, or can be quickly installed in an old chassis by any commercial body builder. It can be designed to fit Power tailgate for truck any type of body of any make of truck. This power elevator tailgate is driven by a worm gear which in turn is actuated by the truck motor drive shaft. The worm gear has a ratio of about 40 to 1 and the unit requires from 1 to 2 horsepower for the handling of full loads on the elevator tailgate. Two drums near the center of the truck chassis, controlled by a shaft from the worm gear, operate cables leading to rams in vertical sliding grooves. TheSe rams raise and low- er the tailgate; and their perfor- mance is such that the entire cycle of raising and lowering is under the op- erator’s complete control at every instant. Experience indicates that this method of unloading and loading trucks will eliminate much loss from breakage or damage to merchandise due to dropping; also that its use will protect workmen against in- juries which may be caused by heavy lifting or straining. This device should prove of special value on steamship piers and docks in speed- ing up dispatch and consequently reducing congestion. It will be a distinct advantage in both loading and discharging trucks,