The Vaporizing Of Paraffin for High-Speed Motors
(Electric Ignition Type)

VAPORIZÄTION IN THE HIGH-SPEED MARINE ENGINE. 69 is to hold the coil over a fire for a few minutes and then tap it all o ver, which loosens the deposit so t hat it can then be shaken or blown out in the form of dust. The Britannia exhaust-heated induction feed vaporizer, illustrated in Figs. 47 to 50, has points of interest, although not materially differing in method to the foregoing. According to this system, the vaporizing surface is unusually large, and only one-fifth of the total supply of air, with open throttle, is used for atomizing, and as shown in Fig. 46, the petrol mixture is not drawn through tlie vaporizer, as a separate carburettor c is then brought into play. The control from this carburettor or from the vaporizer, as the case may be, is effected by a pair of connected throttles tl, l2, which—as in the Remington- Wolseley system just described, and also used in modified form in the G. C. vaporizer described below—lessens the time required for heating the vaporizer and also for running on petrol, which is important, as the vaporizing surface in this construction is not subjectecl to the cooling effect of the petrol evaporation. Another advantage of a separate carburettor—first used for large engines of the writer’s design, to work interchangeably from petrol or gas to paraffin or gas-oil as required—vide Figs. 39 and 40—consists in the ability to change over gradually, instead of all at once, from one fuel to the other, thus avoiding any mischance of the motor firing irregularly and emitting a vaporous exhaust during the process of changing over from petrol to oil. The illustrations here represent ed are taken from a vaporizer for a four-cylinder 40 B.H.P. marine type petrol-paraffin engine, in which the two branches x, x1 lead each from a pair of cylinder exhausts to the chamber