"لنش بحري للوكيل السياسي في البحرين. مراسلات تتعلق بمحرك كيلفين." [ظ‎‎١‎٢‎٢] (٣٩٨/٢٧٨)

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RD/6 Type Petrol or Paraffin Marine Engine
Six Cylinders, Bore 4% in. (Ill mm.), Stroke ' in - (140 mm.)
Petrol Model 75 b.h.p. Paraffin Model 55 b.h.p. Crankshaft speed, 1,500 r.p.m.
Propeller speeds when Reducing Gear is fitted, 600 or 375 r.p.m.
(For schedule of outfit, see page 6)
THE favour with which our RD/4 engine was received, and the demand experienced for a similar
one of rather greater power, decided us to produce the six cylinder type RD/6 described herein.
The design generally follows that of the four cylinder model, and engines which have been
built and thoroughly tested in boats under severe conditions have indicated that the new model will
give equally excellent service.
The following points are commended to the notice of those looking for a thoroughly reliable
and efficient motor, designed essentially for marine work by a firm of pioneers in the industry, and
backed by a world-wide service organisation.
SIMPLICITY AND RELIABILITY. While possessing
those features which modem practice has shown to be
desirable, the design embodies no unnecessary compli
cations.
The crankshaft is carried in the bottom half of the crankcase
in seven bearings of ample area.
The magneto is of a reliable make decided upon after
careful investigation and experience.
The carburettor of the petrol engine and the paraffin
vaporiser are also thoroughly reliable fitments, subjefted
to exhaustive trials before being Standardised.
The control of the engine is by two levers, viz., reverse
gear and throttle.
COMPACT AND CLEAN DESIGN. The minimum
number of projections and separate attachments has been
aimed at with the objeft of producing an engine compaft
and neat in appearance. The engine and reverse gear
being combined, a compaft unit results.
The reducing gear, supplied when necessary, makes little
addition to the overall length.
ACCESSIBILITY. The crankshaft is in the bottom half
of the crankcase, thus facilitating overhaul of the engine
in the boat when necessary.
Large inspeftion doors are provided in crankcase and
water-jacket.
The cylinders are easily removable and the cylinder head
is detachable to facilitate decarbonising and grinding-in
of valves.
The reverse gear has a large inspeftion door, and the
clutches are easily adjustable.
Webs are caSt between the bearer arms to prevent tools,
etc., from falling into the bilges. The magneto, car
burettor and eleftric self-Starter (when fitted) are readily
accessible.
GUARANTEED POWERS. All engines are tested at
our Works on Heenan and Froude Dynamometers, and
the guaranteed powers, which are conservative figures,
can always be suStantiated by a brake teSt report for every
engine.
WIDE RANGE OF SERVICE. The engine is supplied
at customer's option to use either petrol (gasolene) and
similar light fuels only, or to operate on paraffin (kerosene
Starting on petrol. Particulars of the respective powers
and fuel consumptions are given herein.
REDUCING GEAR. For the heavier classes of craft
where a large, slow-running propeller is of advantage,
we can supply reducing gear giving lower tailshaft speeds.
The ratio may be either approximately 2 J to 1 or 4 to 1,
as will beSt suit the conditions. (For detailed information
see under " REDUCING GEAR " on page 4.)
Reducing gears have been used by us for many years in
combination with our petrol and paraffin engines, with
extremely satisfaftory results. The increased efficiency
of the large slow-running propeller frequently makes
possible the use of a smaller engine than would otherwise
be installed, thus effefting economy in initial coSt, fuel
consumption, maintenance, and in weight and necessary
machinery space.
(For information regarding propeller diameters, see under
" PROPELLER " and " REDUCING GEAR," pages 3
and 4, and outline drawings, pages 8, 9 and 10.)
General Specification
OUTPUT. The petrol model is guaranteed to develop
75 b.h.p. at 1,500 r.p.m., and the paraffin model 55 b.h.p.
at 1,500 r.p.m.
FUEL CONSUMPTION. The engine is supplied as
a petrol model to use either petrol (gasolene) and similar
light fuels only, or as a paraffin model to operate on
paraffin (kerosene). Starting on petrol.
The consumption of fuel which is guaranteed not to be
exceeded on full power brake teSt at our Works is as
follows :—
Petrol Engine: .7 lb. (.33 kilo) per b.h.p./hour.
Paraffin Engine : .8 lb. (.36 kilo) per b.h.p./hour.
This is equivalent to an hourly consumption of approxi
mately 5^ gallons (25 litres) for the paraffin and 7 gallons
(32 litres) for the petrol engines.
CYLINDERS. Six in number, caSt monobloc in close
grained iron, with ample cooling water-jackets and cleaning
doors, and bores accurately finished by grinding. The
cylinder block is fitted with two detachable heads, the
circulating water connexions being incorporated in the
castings, and the whole length of the piston travel is water-
jacketed. The bolts are so disposed as to ensure an easily
made and satisfaftory joint between the detachable heads
and the cylinder block.
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