. Automotive industries . to a to 1 com-pression-ratio if it is desired to run without knockand without water-injection. These results are on aheavy-duty engine running at 1000 , and withchemically correct mixture proportions. It is obviousthat so far as compression-ratios are concerned wehave not been able, under the above stated condi-tions, to offset entirely with combustion chamber de-sign the decline necessary in compression-ratios toprevent knocking with present fuels. (3) On kerosene-burning engines turbulence has madepossible a combustion efficiency at fairly high com-pressio
. Automotive industries . to a to 1 com-pression-ratio if it is desired to run without knockand without water-injection. These results are on aheavy-duty engine running at 1000 , and withchemically correct mixture proportions. It is obviousthat so far as compression-ratios are concerned wehave not been able, under the above stated condi-tions, to offset entirely with combustion chamber de-sign the decline necessary in compression-ratios toprevent knocking with present fuels. (3) On kerosene-burning engines turbulence has madepossible a combustion efficiency at fairly high com-pression-ratios without use of dopes, water or ex-haust gases, giving an indicated thermal efficiencyof 26 per cent and an indicated mean effective pres-sure of 80 lb. per sq. in. without special carbureterdesigns. (4) Since the fuel of 1915 allowed a compression-ratioof to 1, its air-cycle efficiency was per 1921- fuels permit a to 1 compression-ratio June 2, 1921 AUTOMOTIVE INDUSTRIES CutZ AUTOMOBILE 1147. A Group of Officers of the Society E. A. H. M. A. W. J. G. Coker F. Johnston Crane Scarratt Vincent Clarkson with an air-cycle efficiency of 40 per cent; thereforethe decline in fuel value shows a loss of 14 per centin efficiency due to a necessary drop in compressionwith old styles of combustion chamber. With newdesigrns of combustion chamber, similar to thoseshown in Figs. 4 and 6, an air-cycle efficiency of cent is possible, cutting down the air-cycle lossdue to fuel to 5 per cent. However, since 1916 wehave improved the combustion efficiency from 54per cent of the air-cycle efficiency to a possible 64,a gain of 18 per cent. (5) Turbulence makes all high speeds possible by speed-ing up the flame propagation. (6) Turbulence makes high speeds possible without anexcessive advance of the spark, and with high meaneffective pressure and high thermal efficiency. (7) Due to turbulence, L-head engines of the formshown in Figs. 2 and 6 will be generally supe
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