THE RATING OF PETROL ENGINES,

STATEMENT by G. A. BURLS,M.Inst.C.E., accompanying Tables

of Engine Data collected between January and May, 1910.

4,LLOYD'S
AVENUE,
LONDON,E.C.
Jan. loth, 1911.
DUGALD CLERK,Esq., F.R.S., M.Inst.C.E.,
Chairman of Committee.
SIR,
I now beg to submit to you for the consideration of the
Committee some particulars of petrol engines, principally for
Rtandard touring cars, obtained by me during the first five months
of 1910, through the courtesy of leading automobile firms i n this
country and abroad.
My original proposition was to personally visit about twenty
selected firms, but in order to allow for a proportion of cases
where the required information could not be obtained, I
addressed a preliminary letter to forty of the principal manu-
facturers.
I1 should be gratifying to the Committee to learn that
favourable replies were received from no fewer than thirty-two
firms, and I desire here to gratefully acknowledge the interest
shown and trouble taken i n furnishing, as far as possible,
replier to the list of questions submitted by me.
I n conducting this inquiry, I have personally visited factories
in London, Luton, Rmingstoke, Coventry, Birmingham, Wolver-
hampton, Manchester, Sheffield, and Derby; in each case a copy
of Form A . (p. 167) has been filled up, and in many case8 I
have personally examined drawings and test records SO as to
ensure as far as possible the accuracy of the data furnished.
Information regarding foreign cars has been obtained through
the post or from the British representatives of the builders.
My collected results are tabulated in the three large sheets

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1ti6 THE INSTITUTION OF AUTOMOBILE ENGINEERS.

(p. 180), headed“Tab1e of Engine Data and some Deduc-

tions,” with all figures reduced to the foot-pound-second system
for convenience of comparison.
In all, figures for 144 engines are given, but in many instances
the results given under one engine number are averages of a
largo number of tests of equal and similar engines. It is hoped
that these data will assist the Committee in deciding upon an
improved Rating Formula for the petrol engines of automobiles.
At the suggestion of the Chairman I have recently prepared
a Paper entitled “ A Proposal for a Maximum H. P. Rating
Formula,” which appears on pp. 186 to 216. As to this I
desire it to be clearly understood that the views expressed are
my own personal views only, and must not be regarded as having
the support of the Society of Motor Manufacturers and Tradem.
It was thought desirable to submit these views, however, in the
hope of provoking a definite discussion, and thus assisting towards
a practical solution of the difficult problem of rating.
Finally. I wish briefly to refer to the debateable point of the
variation of mean effective pressure with size. In the Paper I
have reviewed some of the evidence in favour, and have also
tabulated figures from between sixty and seventy engines given
in the Data Sheets,in order to see, if possible, whether any
additional support is obtainable from an examination of these.
Tho result may or may not be of value in this connection, but
in any case, little could be expected of a definite character on this
obscure point from so very heterogeneous a collection of engines
varying widely in valve proportions and in general arrangements.
A favourable result would have only a collateral value, while
if it should be considered that no evidence of regular variation
appears, the conclusion is not in any degree fatal to the view
that an increase of pressure with size occurs.
Thc Maximum Power Formula I have suggested appears to
rate satisfactorily the six racing engines of which actual test
results have been obtained.
I am, dear Sir,
Faithfully yours,
(Signed) G. A . BURLS.

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 THE RATING O F PETROL EXGINES. 167

FORM A.
CONFIDENTIALDATAREQUIRED FOR THE HORSE-POWERFORMULA
M.INsT.C.E.
BY Q. A. BURLS,
COMMITTEE,

1. Distinguishing mark, or description of engine.

2. Number of cylinders.
3. Bore of cylinders, in inches.
4 . Stroke of piston, i n inches.
5 . Nature of cycle of operations.
6. Diameter and lift of inlet valves.
7. Diameter and lift of exhaust valves.
8. Nature of ignition.
9. Volume-ratio of compression.
10. Normal speed in revolutions per minute.
11. Weight of piston and connecting rod complete.
12. Diagrammatic section of cylinder showing position of valves,
pockets, and ignition.
13. Type of carburettor.
14. Actual brake horse-power, with petrol as fuel, by test a t
various speeds:-
For example, at about 800 revs. per minute.
1,200 3 , ,f

1,600 >> 95

2,000 >, 7,

2,500 ,, )?

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 THE RATING O F PETROL ENGINES.
Report of the Horse-Power Formula Committee o f the Institution,
consisting of Mr. DUQALD CLERK,F.R.S., M.1nst.C.E. (Chair-
man), Messrs. A. CRAIQ,J. s. CRITCHLEY, C. R . GARRARD,
L. H. HOUNSFIELD, MAX. R. LAWRENCE, MERVYNOWORMAN,
L. H. POMEROY, and D. J. SMITE,representitag the Institution of
Automobile Engineers; Col. H. C. L. HOLDEN, Capt. R. I(.
BAGXALI. WILD,Prof. CALLENDER, Dr. W. WAMON, Messrs.
W. WORBYBEAUMONT, E. RUSSELL CLARKE,and MERVYN
O’GORMAN,representing the Royal Automobile Club, and
Mr. G. A. BURLS,M.Inst.C.E., vepresenting the Society OJ
&lotor Manufacturers and Traders.

THE report of the Rating Committee of the Institution wa8 read

and discussed at a meeting held on November loth, 1908. It dealt
with proposals put forward on behalf of the Society of Motor
Manufacturers and Traders, by Mr. G. A. Burls, M.1nst.C.E. The
Rating Committee agreed with the proposals in principle, but
considered that the tests submitted did not support the modifications
of the R. A. C. rating required by the f o r m u l a
The report recommended the formation of a committee composed
of members of the Institution, members of the R. A. C., and
representatives of the Society of Motor Manufacturers and
Traders. This committee was called “The Horse-Power Formula
Committee.” Several meetings were held, and a scheme was
agreed upon, Mr. G. A. Burls, M.Inst.C.E., being good enough
to undertake the collection of the necessary material from the
leading automobile firms in this country and abroad j he has now
prepared the tables of particulars given on p. 180, and made
the many calculations and deductions shown. Mr. Burls’ letter

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 THE RATING OF PETROL ENGINES. 169

to the chairman of the committee appears on pp. 165-167, and

it describes the nature of his work.
At meetings held on the 30th June and the 13th October, 1909,
the committee resolved to recommend for consideration the follow-
ing formula :-
rating = K d (ad+5) N
as a formula giving a rating with a stroke-bore correction. The
constants K and a were purposely left without any specified value
to enable the committee ultimately to arrive at values from experi-
ment and observation. In this formula, d is the bore, and 5 the
stroke, in inches ; N is the number of cylinders.
Before arriving at the above formula the committee considered
the two main corrections proposed to be applied to the R. A. 0.
formula, namely, variation of mean pressure with dimensions of
cylinder, and variation of piston speed with ratio of stroke to bore.
The R. A. C. formula corresponds to a mean effective pressure of
67.2 lb. per square inch, per explosion, with a normal piston speed
of 1,000 ft. per min.
According to the R. A. C . formula, the rating = 0.4 D2x N.
This simple formula, notwithstanding frequent statements to the
contrary, involves both specified mean pressure and piston speed.
I t assumed, however, that piston speeds did not vary materially
from 1,000 ft. per min.
Examination of the accompanying Tables of results proves con-
clusively that piston speed does increase with the stroke-bore ratio.

Stroke-Bore Ratio.
The Tables 011 p. 180 give some particulars from tests made of
144 engines, but only 101 tests contain all the data required for com-
paring the effect of stroke-bore ratio on piston speed for values of r
from 1 to 1.61, and they do not necessarily represent the maximum
brake horse-power which can be obtained. The following Table
shews broadly the increase of piston speed with stroke-bore ratio.
Five groups have been taken with a variation in each of 0.1 in
stroke-bore ratio as nearly as could be obtained.

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170 THE INSTITUTlON OF AUTOMOBILE ENGINEERS.

TABLEI.
Change of Piston Speed with mriation of Stroke-bore.
Ratio r = s/d.
Highest recorded B.H.P.

Number of Tests. r. Piston Speed at Max.

B.H.P.
-~ ~~ ~

15 1.00 to 1.08 1,303 ft. per min.

30 1.10 to 1-20 1,240 ,, 9,
24 1.21 to 1.30 1,385 ,> ,,
25 1.33 to 1.44 1,414 7, ,,
7 1.50 to 1.61 1,597 ,> 7,
--
101 engine tests.

Each value of piston speed is the mean of the values obtained in

the number of tests given j to some extent, the taking of average
resulta masks the variation between the different engines. Accord-
ingly, Fig. 1 has been prepared, in which piston speeds are plotted
against stroke-bore ratio for the 101 engines.
The results plotted in Fig. 1 shew an undoubted increase of
piston speed with stroke-bore ratio, but the results obtained are
exceedingly irregular. For example, between r = 1 and r = 1.1 the
maximum piston speed in three cases lies between 1,600 and
1,700 ft. per minute, but a very large number of tests show from
1,400 down to about 1,000 ft. per minute. Between r = 1.1 and
r = 1.2 the maximum values appear to be 1,400 and 1,500 ft. per
minute in two separate tests, but the greater number lie below
1,300 ft. per minute. Between r = 1.2 and r = 1.3 the maximum
values are above 1,600 ft. per minute, but the greater number lie
below 1,400 ft. per minute. The highest value of all is found
between r = 1.3 and r = 1.4, namely, 2,200 ft. per minute-but
it is understood that this Ggure is open to doubt. In the same way
between T = 1.4 and r = 1.5 the highest value is just over 2,000 ft.
per minute, and the highest value at 1-6 is 2,100 ft. per minute.
From this it will be seen that it is impossible to formulate
accurately any law of variation between stroke-bore ratio and
piston speed. Notwithstanding this, if 1,200 ft. per minute be taken
as the speed to be expected with r = 1, and 2,100 ft. per minute
that corresponding to r 2.5, then, assuming a linear law between
3

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 PISTON SPEED AT MAX. B.H.P. IN FT. PER MIN.

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172 THE INSTITUTION OF AUTOMOBILE ENGINEERS.

the two points, the piston speeds found for different stroke-bore ratios
are such as can be obtained (bench test) at maximum brake horse-
power from a carefully designed engine. These pinton speeds,

BTROEE-BORE RATIO.

FIG.2.--Pieton speed plotted against stroke-bore ratio at about

0.9 max. B.H.P.

it will be evident, are higher than those given by about 50 per

cent of the engines examined. About 50 per cent, however, give
greater values, so that for a maximum rating no hardship would

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 THE RATING OF PETROL ENGINES. 173
be occasioned by assuming the law to be that given by the black
line shown upon Fig. 1. Any formula required to express B.H.P.
on this basis must assume a piston speed of 1,200 ft. per minute
for r = 1 and 2,100 ft. per minute for r = 2.5.
Forty of the engines Nos. 1 to 50 of the appended Tables were
tested at approximately 0.9 of the highest brake horse-power
recorded, and in all cases the tests show lower piston speed.
These results have been plotted in Fig. 2.

BORE OF OYLINDER.

Fro. %-Mean effective pressure corresponding to B.H.P.

plotted against cylinder bore.

Here also the stroke-bore ratio increase is accompanied by increase

in piston speed, but the piston speed for r = 1 may reasonably be
taken at 900 ft. per min. and for 1’ = 2.5 at 1,800 ft. per min.

Mean E’ective Presmre corresponding to the Brake Horse-Power.

This value has been called v p in the previous Reports. The
results of the various tests have been tabulated and plotted against

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174 THE INSTITUTION OF AUTOMOBILE ENGlNEERS.

cylinder bore, but no increase can be deduced in this way as due to

increasing cylinder bore. When, however, only one make of engine
is taken the case is different, and the rise of wp with d is apparent.
Fig. 3 shews eighty-eight tests in which n p at maximum brake
horse-power is plotted against cylinder diameter. The values con-
sidered are those given by tests from 124 engines. Out of these,
eighty-eight give mean effective pressures of 65 Ib. per sq. in.
and above. The pressures rise as high as 95+ lb. Expressed in
percentages, approximately 5.6 per cent of the 124 engines give
values above 90 Ib. j 15.3 per cent, between 80 and 90 lb. ; 28.2 per
cent, between 70 and 80 lb. ; and 21.2 per cent, between 65 and
70 Ib. About 50 per cent of the engines thus shew mean pressures
above 70 lb. per sq. in. The highest pressure was obtained in a
cylinder of 3.35 inches diameter.
Fig. 3 supplies no evidence of increase of mean effective pressure
with bore. Some makers obviously succeed in getting very high mean
pressures from quite small cylinders and others do not.
I t is interesting now to consider the highest values of mp given
in these tests by cylinders of different diameters. Compare the
two highest obtained at the highest brake horse-power recorded with
cylinders of about 3 in., 4 in. and 5 in. respectively as follows :-
TestNo. d VJ
-. - -
1 2 2 . . 5.15 in.. . 90.5 Ib. per sq. in.
8 3 . . 3.13 in.. . 88- ,, 9,
- Mean 89.2 Ib. per sq. in.
.
45. 4.0 in. .. 92.3
8 8 . . 4.0 in. ., 90.2
- Mean 91.2 Ib. per aq. in.
7 2 . . 5.0 in. . . 94.6
116.. 4.88 in.. . 90.3
- Mean 92.4 lb. per sq. in.
Here an increase is shown of nearly 4 per cent. The value of
np for about 3 in. diameter is 89 lb. per aq. in., and for 5 in.
diameter 92.5 lb. per sq. in.
Tests by Messrs. White & Poppe cited by Mr. Burls show
a large increase-over 25 per cent; 3.15 in. diameter giving
np = 80.6 Ib. per sq. in., and 5 in. diameter np = 102 Ib. per sq. in.
See Fig. 4.

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 THE RATING OF PETROL EXGINES. 175
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176 THE INSTITUTION O F AUTOMOBILE ENGINEERS.

The experience of many makers also proves that in testing under

similar conditions, increase of cylinder dimensions iricreases np. I n
discussion many members of the Committee give this increase as
part of their ordinary experience.
It is known also that in closed cylinder experiments the cooling
loss in a given time is greater in a small vessel than in a large one ;
further, that in gas engine practice higher mean pressures are
obtained under similar conditions of compression in large cylinders
than in small ; also that the mechanical efficiency of a large engine
is uswlly greater than that of a small one.
Taking into consideration all these matters and the results of
many tests of petrol engines for cars, the committee is of opinion
that it is necessary to allow for an increase of the value of wp with the
cylinder diameter, and they accept 684 lb. per sq. in. for np when
d = 26 in. and 993 when d = 5 in. The best current practice as
to np is therefore taken 88-
wp = 130 (1--1*18/d) lb. per sq. in. . . . . . (a)
See Fig. 5 .
After consideration of the evidence contained in the Data of 143
Petrol Engines collected by Mr. Burls, the Committee is of
opinion that the rate of increase of maximum practicable piston
speed with stroke-bore ratio can be adequately represented by the
equation :-
c = 600 ( T + l j ft. per min. . . . (b)..
where r is the ratio of stroke to bore. This implies a maximum
practicable piston speed of 1,200 ft. per min. for T == 1, rising to
2,100 ft. per min. for T = 2.5. See Fig. 6.

Proposed Rormula.
The committee therefore propose a formula which includes an
increase of mp with cylinder diameter and increase of piston speed
with stroke-bore ratio. It is :--
Max. B.H.P. rating per cylinder = 0.464 (d+s) ( d - 1.18).
This formula may be considered to give the maximum practic-
able B.H.P. as determined by a bench test under onerous but still
safe conditions for carefully designed and soundly constructed
engines of from 2& in. to 5 in. cylinder diameter and stroke-bore
ratio up to 2.5,

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 THE RATING O F PETROL ENGINES. 177
1 31
HURLS. M
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178 THE INSTITUTION OF AUTOMOBILE ER’GINEEICS.
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 THE RATING OF PETROL ENGINES. 179

Note as to the Proposed Epuation.

The exact formula for horse-power in terms of bore, d, and
piston speed, u is :-
B . E . P . p e r cyl. = (1/168000) d2.vp.a . . . .
where d is in inches ; wp in lb. per sq. in. ; and rn in ft. per minute.
I n this equation substitute for wp and u the expresions (a) and
(b), page 176, and the equation becomes :-
B.H.P. per cyl. = 0.464 d ( d -1.18) ( r + I).
For purposes of computation the following equivalent forni is
better :-
B.H.P. per. cyl. = 0.464 ( d + s ) (d--1.18).
To simplify calculations, we recommend that the constant in the
formula be taken as 0.45 instead of 0.464, that is for an engine
with N cylinders :-
+
B.H.P. = 0.45 ( d S) ( d - 1.18) N
where d and s are in inches.

TABLE11.
Of proposed Ratings by Formula.
Max. B.H.P. rating per cylinder = 0.45 ( d + s ) ( d - 1.18).
-

d= I= Rating r= d= s= Rating
in. in. per Cyl. in. in. per Cyl.
-
2+ 2.6 Z$ 3# 3.7
3 4.3 3 4, 6.1
4 8.9 1.5 39 5; 9.1
5 15.0 4 6 12.7
4+ 63 16.8
2: 3.0 5 7% 21.4
3- 4.9
36 7.3 2% 5 4.5
4 10.2 "0 3 6 7.4
4; 13.5 4 8 15.2
5 17.2 5 10 25.8
91 3.8 24 6f 6.2
ia 5.5 2.5 3 76 8%
34 8.2 4 10 17.8
4 11.4 5 123 29.6
44 15.1
5 19.3
.
-

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180 THE INSTITUTIOK O F AUTONORILE ENGINEERS.
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