Argus 140/150 hp 4-cylinder
| Industry | Aircraft engines |
|---|---|
| Founded | before 1911 |
| Headquarters | Germany |
| Products | Aircraft powerplants |
The Argus 140/150 hp aircraft powerplant, introduced around 1911 and also identified as the Argus Type IV (distinct from As IV), was a water-cooled inline four-cylinder engine produced by the German manufacturer Argus Motoren.
Design and development
The earliest mention of the Argus 140/150 hp appears in a 1911 brochure issued by Automobil und Aviatik AG.[1] By April 1912, this engine was showcased at Berlin's "ALA" (Allgemeine Luftfahrzeug-Ausstellung) aviation exhibition.[2]
Featuring a bore and stroke measuring 155 mm × 165 mm (6.1 in × 6.5 in), the unit delivered between 140–150 hp (100–110 kW) at speeds of 1,250 to 1,300 rpm.[3]
Its fundamental architecture was derived from earlier Argus four-cylinder models like the 100 hp (75 kW) Argus As I.[2]
The cylinders were cast iron units produced in pairs with integrated cooling jackets within the casting. Each cylinder contained two overhead valves actuated through pushrods and rocker arms driven by a camshaft positioned on the engine’s left side. Intake valves were arranged toward the midpoint of each cylinder pair, with their intake passages merged inside the casting to form a single external port facing left. The intake manifold consisted of cast aluminum and accommodated a single Cudell-G.A. carburetor.
Constructed from aluminum, the crankcase was split into upper and lower halves; the upper section incorporated four integral mounting arms. Each pair of cylinders was secured to the crankcase using ten bolts. The crankshaft rested on two ball bearings at each end and one plain bearing centrally located.
A spur gear mechanism transmitted motion from the crankshaft to the camshaft at the control end; all gears in this area were generally enclosed. Each cylinder was equipped with two spark plugs powered by a single Bosch magneto driven off the camshaft gear.[2] Lubrication relied on an oil pump attached at the control end and directly driven by the camshaft. Oil was drawn from the sump and sprayed onto connecting rod bearings before further distribution.[2] Additionally, a centrifugal water pump was mounted directly on the crankshaft at the control end.[2]
In 1912, this engine participated in the Kaiserpreis competition for aviation powerplants, where its output was limited to 115 hp (86 kW) by throttling to 1,100 rpm to meet contest regulations.[4] During testing, a piston failure occurred due to a detached valve disk; as no replacement engine was available and Argus considered its power disadvantageous compared to competitors, it withdrew from further participation.[5]
Specifications
See also
References
Bibliography
- Angle, Glenn Dale (1921). Airplane Engine Encyclopedia: An Alphabetically Arranged Compilation Of All Available Data On The World's Airplane Engines. Otterbein Press. pp. 50-51. OL 23525261M.
- Huth, Fritz (1914). Motoren für Flugzeuge und Luftschiffe (in Deutsch). Berlin: R. C. Schmidt & co. pp. 73, 188. OCLC 11492610.
- Quittner, Victor (April 1912). "Die Flugmotorern auf der "ALA"". Der Oelmotor (in Deutsch). I. Jahrgang 1912/13 (1). Berlin: Verlag für Fachliteratur G.m.b.H.: 39–47. OCLC 2449244.
- Laudahn, W. (March 1913). "Der Wettbewerb um den Kaiserpreis für den besten deutschen Flugzeugmotor". Der Oelmotor (in Deutsch). I. Jahrgang 1912/13 (12). Berlin: Verlag für Fachliteratur G.m.b.H.: 519–530. OCLC 2449244.
- Laudahn, W. (April 1913). "Der Wettbewerb um den Kaiserpreis für den besten deutschen Flugzeugmotor". Der Oelmotor (in Deutsch). II. Jahrgang 1913/14 (1). Berlin: Verlag für Fachliteratur G.m.b.H.: 24–36. OCLC 2449244.
- Aviatik-Flugzeuge (in Deutsch). Automobil und Aviatik AG. 1911. pp. 18–20.
- Krzyzan, Marian; Steinle, Holger (1989). Die Jeannin-Stahltaube A.180/14. Herford; Bonn: Mittler. ISBN 3-8132-0313-1.