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User:MinorProphet/Draft subpages/Daimler-Knight 105 hp engine

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Daimler-Knight 105 hp
1912 Knight-Daimler 4-cylinder engine, side section
Overview
ManufacturerDaimler Company
Also calledDaimler 100 hp engine
Production1912 (1912)-1917 (1917)
Layout
ConfigurationInline-6
Displacement15.9 L (970 cu in)[n 1]
Cylinder bore150 mm (5.9 in)[1]
Piston stroke150 mm (5.9 in)[1]
Cylinder block materialcylinders cast in pairs
Valvetraindouble sleeve-valves
with twin cranks[2]
Compression ratio4.2:1 (4.75:1 with aluminium alloy pistons)
Combustion
Fuel systemcarburettor
Fuel typegasoline
Oil systemdry sump
Cooling systemwater-cooled
Output
Power output105 bhp (78 kW; 106 PS)[3]
Chronology
PredecessorDaimler-Knight 6-cylinder 75 hp engine
SuccessorDaimler-Knight 125 hp engine

The Daimler-Knight 105 hp engine is a double sleeve-valve inline 6-cylinder Knight engine, made by the Daimler Company from c1913-1917.

The engine, in combination with a transmission originally designed for the Daimler-Foster agricultural tractor, powered the prototypes and production British heavy tanks Marks I-IV during World War 1.

The engine was a development of a Daimler-Knight 75 hp 6-cylinder engine fitted to the 1910 Daimler-Renard Road Train and to the 1911 Daimler-Foster agricultural tractor; a 100 hp version was fitted to the much-improved tractor in 1912. The 105hp engine, produced from c1913, was used in conjunction with the heavy-duty transmission from the agricultural tractor (the 'Daimler set') in various military applications during the First World War, including the Daimler-Foster artillery tractor of 1914 and the experimental 1915 Tritton Trench Crosser. It was used to power the prototypes and all production models of the the first British heavy tanks of World War I from Little Willie and Big Willie ("Mother"), up to the Mark IV in 1917.

The 105 hp engine and transmission (the 'Daimler set') was superseded in the 1917 Mark V tank by the Ricardo 150 hp engine which used conventional poppet valves, and a new reduction gearbox.

Development history and use

[edit]

Contents

  • Renard Road Train - Filtz engine
  • other 4-cyl Daimlers
  • Knight arrived in 1907 at Daimlers
  • Knight 4-cyl announced September 1908
  • 1910 BSA bought Daimler - Renard Train fitted with 75 hp 6-cyl Daimler-Knight engine, with single crankshaft for the sleeve-valves
  • 1911 75 hp fitted to Daimler-Foster tractor (Mark 1)
  • Jan 1912 - 100 hp twin crank engine for 1912 model (Tractor Mark 2)
  • by 1913 - 105 hp engine on test
  • 1914 - Artillery Tractor, tank prototypes & Tanks Mk I-IV, Gun Carrier
  • 1917 - 125 hp engine
Background

Daimler began importing and then manufacturing the Renard Road Road Train under licence from early 1907. The French-built versions, constructed by MM. Surcouf et Cie. of Billancourt[4][5][6]

bla bla bla

Knight obtained a British patent for his modified engine on June 6, 1908.

Daimler announced their first 4-cylinder sleeve-valve engine in September 1908. It was developed by Charles Yale Knight, probably working with Frederick W. Lanchester, from Knight's patent of 190x !CHECK! I think Lanchester was only involved with the development of the 6-cylinder engine with twin crankshafts, from 1911 onwards.

Knight had accepted an offer from ....

The engine was developed from the Daimler-Knight Charles Yale Knight's 1908 6-cylinder 75 hp Knight engine at the time when was working at Daimler's Coventry works, and made its first appearance in July 1910 at a demonstration of the Daimler-Renard road train: the 75 hp engine also powered the 1911 Daimler-Foster tractor. and 1912 models of the Daimler 100 hp agricultural tractor.

With twin carburettors, aluminium alloy pistons and an increased compression ratio, the engine was producing 125 hp by mid-1917

Renard road train

[edit]
Background

On Friday, 15 February 1907 the Chairman and General Manager of the Daimler Motor Company (hereafter Daimler) were at a demonstration of the Renard road train, organised by H. F. Foster on 15 February 1907 at Walham Green, London.[7] The demonstration was attended by a large gathering consisting of representatives of the War Office, the India Office, the Colonial Office, the Local Government Board, commercial men and others. Daimler announced that they would be manufacturing and selling the road train in the UK at cost of around £3,000. [8] The War Office had already had its own demonstration earlier in the week on on Tuesday 12 February.[9] The train was composed of a tractor and three six-wheeled wagons driven and powered by cardan shafts: two passenger coaches (first and second class), and a third for goods. The road train complete with tractor had a stated tare weight of 10 tons 2 cwt, with a maximum load of approximately 15 long tons at an average speed of 12 miles per hour (19 km/h). [8] The original tractor for the Renard road train had a tare weight of 3 long tons 2 cwt, with a 75hp engine made by Automobiles Filtz [de; fr] in Levallois-Perret, Seine, France.[10] At the 1907 demonstration, it was asserted that it would take 240 donkeys stretching out for 1½ miles to carry a similar 15-ton load.[8]

Daimler exported a number of these Renard road trains to Australia, where they were used for hauling wool bales, with a ?variety of engines.[11][12]

The Renard road train reportedly suffered from being somewhat uncontrollable in addition to being somewhat underpowered (max. speed was 2 miles per hour (3.2 km/h));[11] however, an apparently unconnected visit to Britain by Charles Yale Knight in 1907 would eventually result in a 100 hp engine to provide the motive power for the improved Daimler-Renard road train of 1910.


Lots of info at http://www.prewarcar.com/magazine/quiz-archive/about-quiz-353-1903-renard-road-train-021318.html


Charles Knight
Main article: Knight engine

In the same year of the demonstration of the original Renard road train in February 1907, the amateur inventor Charles Yale Knight came to Britain to try to interest a manufacturer in his 1906 patent design for a double sleeve-valve engine Daimler took on the challenge, and Knight moved to England near Coventry to work on the engine's development. What emerged from the design process, however, was a double sleeve-valve design patented in ??EARLY?? 1908, and the first new Daimler cars with the 4-cylinder Silent Knight engine were announced in September that year.[13][n 2]

BSA merger and Frederick Lanchester

In 1910 the Daimler Company was taken over by the Birmingham Small Arms company (BSA) in a share exchange merger, which led indirectly to the development of the 6-cylinder 100hp Daimler-Knight engine and to the manufacture of British tanks (which used the Daimler 105 hp engine) by the Metropolitan Carriage, Wagon & Finance Co. during WW1.

BSA's new vice?-chairman was Dudley Docker, who in 1902 had arranged the successful amalgamation of five Birmingham rolling stock companies into the Metropolitan Amalgamated Carriage and Wagon Company and Finance Company Ltd. (now Metro Cammell). Docker had joined BSA in 1906 with expansion in mind, and became vc? in 1910 around the time of the Daimler purchase.[14]

As part of its expansion in 1906, BSA purchased the Royal Small Arms Factory, Sparkbrook, Birmingham and began building three-wheeler cars there: but despite Docker's supposed ability to manage a number of companies, the subsidiary had failed financially by 1909. An investigation was particularly critical of management practice, and BSA apparently acquired Daimler - and its management skills - partly as a result of this report.[15][n 3]

Coincidentally, however, a part of BSA's Sparkbrook premises was independently occupied by Frederick Lanchester's factory, and after its merger with BSA in 1910 Daimler contracted Lanchester to work in Coventry on the Daimler-Knight engine.[16] Along with various mechanical improvements to the rest of the road train and tractor, the new 6-cylinder Daimler 100hp engine was first fitted to the re-designed Daimler-Renard road train which had its public demonstration on 27 July 1910.[17] [18]

References

[edit]
Notes
  1. ^ Bore x stroke = 150 x 150 mm.
    Volume of one cylinder (cm3):
    = (bore squared * stroke * π/4)
    = 15 cm2 * 15cm * π/4
    = 225 * 15 * 0.785714
    = 2,651.785 cm3 = 2.65 litres
    = 2.65 litres * 6 cylinders = 15.9 litres
  2. ^ A patent for a single sleeve-valve engine filed in 1905 was the subject of a July 1912 court case, in which Knight sued Argyll for infringement of Knight's 1905 patent which he claimed covered a similar concept in the engine fitted to the Argyll Fifteen. The 1908 double sleeve-valve patent was specifically excluded from the case and had not formed part of any original discussions(You wot??? CHECK). Knight lost, partly because a) apparently no-one had (apparently) bothered to construct an engine based on the 1905 patent; b) an engine specifically built to Knight's patent specification during the course of the ligitation performed abysmally; and c) because the patent specification was drafted in terms that were far too general. The judge rejected the plaintiffs' claims that the patent applied very generally to all types of single sleeve-valve design, which would have created a monopoly. (Source:The Automotor Journal, 3 August 1912, pp. 918-9)
  3. ^ The BSA take-over of Daimler seems to have been little better managed than that with RSA Sparkbrook: apart from a lack of managment integration, one of the financial provisions of the buyout obliged Daimler to pay BSA an annual dividend of £100,000, representing approximately 40% of the actual cash BSA had put into Daimler. (Refs in BSA Wiki) This bled the Daimler company of cash, and it had to approach the Midland Bank for a loan. When Docker left BSA in 1912, he became a director of... the said Midland Bank: he also became chairman of Metropolitan, which manufactured the majority of British tanks during WW1 and WW2. See #Production tanks
Citations
  1. ^ a b "Six new Daimler models". Commercial Motor: 404–5. 18 January 1912. Retrieved 1 April 2016.
  2. ^ "The self-propelled exhibits". Commercial Motor: 26. 29 June 1911. Retrieved 1 April 2016.
  3. ^ "A six-cylinder 105 hp sleeve-valve Daimler". Commercial Motor: 14. 3 April 1913. Retrieved 1 April 2016.
  4. ^ "Comme nous l'avions annoncé, la commission départementale, qui avait reçu pleins pouvoirs du conseil général, vient de fixer, après entente avec MM. Surcouf et Cie, constructeurs à Paris, la date et l'itinéraire des éxperiences du train Renard dans la Meuse." Source: "Meuse: Le train Renard" (PDF). Est Républicain (in French). Nancy (Vosges). 22 March 1904. p. 2f. Retrieved 24 March 2016.
  5. ^ Martin, Liz (February 2013). "The Renard Road Train system". Transmission (20): 8–12. Retrieved 20 March 2016.
  6. ^ "Les trains Renard" (PDF). Est Républicain. Nancy (Vosges). 31 May 1904. p. 2b. Retrieved 24 March 2016.
  7. ^ Herbert Fraser Foster, Consulting Engineer, of Stanley House, West St, Epsom, was Managing Director of H.F. Foster & Co. (3 April 1914) Pictures of H. F. Foster's seven children, and Stanley House, Epsom, retrieved 4 April 2014. He patented a drill chuck NB find non-google patent cite! [https: //www.google.co.uk/url?q=http://www.google.co.uk/patents/US1281773 ], "=Patent drill chuck" . H.F. Foster & Co. was wound up in WHEN??{London Gazette| thing? } London Gazette|], DATE?] and London Gazette], DATE?] }}
  8. ^ a b c The Commercial Motor, 21 February 1907, pp. 6-7, retrieved 4 April 2014
  9. ^ Kalgoorlie Western Argus 2 April 1907, p. 47, col. 3, retrieved 4 April 2014.
  10. ^ The 4-cylinder 75 hp Filtz engine had cylinders cast in pairs, in which pairs of twin horizontal pistons drove twin vertical crankshafts in an aluminium alloy crankcase geared to a central shaft with a horizontal flywheel: then a belt drive to the g/box. A similar design was used in Turgan-Foy cars. See Georgano & Andersen 1982, p. 548.
  11. ^ a b The Renard Road Train system, Transmission magazine, February 2013 Publisher: Road Transport Historical Society Inc., Alice Springs, Northern Territory, Australia.
  12. ^ The Queensland State Archives has a collection of engineering drawings relating to the original Renard road train and its engine, dating to 1907. (see e.g. "Diagram of marking on flywheel for 185 x 120 engine - Daimler Motor Co Ltd, Coventry, England". Queensland State Archives Item ID1080592, Drawings - railway. Queensland State Archives. 2 December 1907. Retrieved 4 April 2014. The (over-square) cylinder dimensions (185mm x 120mm) may relate to the original Filtz 75 hp engine, since they are quite different from those of the Daimler 100 hp engine (150mm x 150mm). (See The Commercial Motor, 18 January 1912, pp. 404-5. Retrieved 4 April 2014.)
  13. ^ Automobile Notes. The Times, 22 September 1908. p. 11; Issue 38758
  14. ^ Stephens, W.B., ed. (1964). "Economic and Social History: Industry and Trade, 1880-1960". A History of the County of Warwick: Volume 7: The City of Birmingham. Institute of Historical Research. Retrieved 16 February 2025.
  15. ^ Ref, please
  16. ^ Montagu, Lord; Burgess-Wise, David (1995). Daimler Century. Stephens. ISBN 1-85260-494-8.
  17. ^ Motor Transport, Volume 11, 1910
  18. ^ Picture of Daimler-Renard road train outside old railway buildings, Brisbane, Queensland photographed in 1910.
Sources


Category:Engines Category:Six-cylinder engines Category:Tank engines Category:Sleeve-valve engines Category:Tractor engines

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