. Automotive industries . Sud-den variations in the diameter ofthe gas passage cause expansion ofthe gases and provoke condensa-tion. A manifold design which hasproved satisfactory for overheadvalve engines is shown in Figs. 23and 24. Six-Cylinder Motor Manifolds Intake manifolds for six-cylindermotors differ in principle accordingto the layout of the two arrangements shown inFigs. 25 and 26 are common prac-tice. The firing order for a crank-shaft of the type shown in Fig. 25can be 1-3-5-6-4-2, or the crankshaft shown in the firing orders are either1-5-3-6
. Automotive industries . Sud-den variations in the diameter ofthe gas passage cause expansion ofthe gases and provoke condensa-tion. A manifold design which hasproved satisfactory for overheadvalve engines is shown in Figs. 23and 24. Six-Cylinder Motor Manifolds Intake manifolds for six-cylindermotors differ in principle accordingto the layout of the two arrangements shown inFigs. 25 and 26 are common prac-tice. The firing order for a crank-shaft of the type shown in Fig. 25can be 1-3-5-6-4-2, or the crankshaft shown in the firing orders are either1-5-3-6-2-4 or 1-2-4-6-5-3. The ordermost commonly adopted by Euro-pean manufacturers is 1-5-3-6-2-4,shown in Fig. 26 followed by theorder 1-3-5-6-4-2 indicated in In deciding the firing order ofthe cylinders it is necessary notonly to take into consideration thequestion of the intake manifold, butalso the working conditions of thecrankshaft. In laying out the order 1374 AUTOMOTIVE INDUSTRIES THE AUTOMOBILE June 23, 1921. in which the aspirations shalltake place, the principles of con-densation of fuel which have beenexplained in connection with twincylinder engines at 180 degreesshould be kept in mind. The use is fairly common amongEuropean manufacturers of six-cylinder engines of two carbur-eters, one for each group of threecylinders, these two carbureterseither being entirely distinct orhaving a common float chamber. Experience has shown that withan external manifold having in-sufficient heating it is very diffi-cult to avoid slight variations inthe composition of the mixturefrom cylinder to cylinder. Themanifolds shown in Figs. 27 and28, for instance, cannot give goodresults, for these long pipes causecondensation, and the liquid fuelis always aspired by the samecylinder, which becomes chokedwith gasoline. Fig. 29 is anotherdefective arrangement, by reasonof its two long, unheatedbranches. Satisfactory results can be ob-tained from the manifold shownin Fig. 30, if the firi
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Keywords: ., bookcentury1800, bookdecade1890, booksubjectaeronautics, bookyear
