The Engine is equipped with a magneto and also an electric starter. It has a simple mixer to supply the fuel. It air-cools itself while in action, and as it rotates, the bearings, shaft and oil are kept cool by the incoming gas. The gas is transferred to a vaporizing chamber where it is heated and all turned into a dry, fixed gas and is pre-compressed by the heat. As the Engine rotates the exhaust ports open first, followed immediately by the inlet ports, which get a full blast of dry gas under pressure and drives all the burnt gasses at high speed out of the exhaust and constitutes a one hundred percent scavenging.
There can be no waste of fuel as the gas pump cannot supply more of a charge than the tandem cylinder can use per revolution.
The Engine is started by turning on the switch of the magneto, pressing the button of the self-starter, and it is in motion. When stopping the Engine, turn off the switch, then all the cylinders charge themselves with fresh gas from the vaporizing chamber and are ready for the next operation. The Engine can be started with a coil and battery if desired.
Some of the Engines are built reversible by simply adding a sleeve to reverse the inlet and transfer ports.
The Engine is most simple to operate. There is no way to change any of the adjustments or the timing of the ignition, for there is only one wire and as the Engine rotates it comes into contact with each cylinder and fires 1, 2, 3, 4, 5, 6 in each revolution, which gives a perfect, constant torque and puts the engine in a class by itself.
The Engine has been examined by hundreds of expert engineers who have pronounced it the most wonderful power producer in the world, and the demand for it ha been enormous ever since the first engine was completed.
This Engine has proven to the world its superiority over other types of engines by the many installations, duplicate orders and endorsements which the Company has received
from satisfied customers, and the various tests which have been made for economy and endurance, substantiate all our claims.
The Engines are built of the best quality of materials and manufactured by the most skilled mechanics obtainable.
A great many articles have been published from time to time in regard to the difficulty of scavenging the internal combustion engine. Many attempts have been made in differently designed engines, but the AUGUSTINE Engine is the only one which gets a one hundred per cent scavenge. All other designs get only from fifty to seventy per cent in scavenging the combustion chambers.
Cut No. 1
You will note Cut No. 1 is a part sectional view of a two-cycle reciprocating engine. The actual condition is indicated and shows that it scavenges only fifty per cent; also that it not only fails to scavenge the other fifty per cent but wastes a lot of fuel which escapes out of the exhaust, making the engine very extravagant in fuel, and overcomes the advantage gained by simplicity and makes it impractical for general use.
which cannot be scavenged, and because of this they retain thirty per cent of smoke or burnt gas. So when the poppet valves on the inlet are opened they draw in a fog of wet vapor or gas, as it is called, and the small balls of unvaporized fuel which enter the cylinders come into contact with the smoke, stick to the metal and in that way carbonize the cylinder walls as well as waste a large percentage of the fuel.
Cut No. 2
Cut No. 2 is a part sectional view of the regular standard four-cycle engine of the T-head type. This is the standard engine of the day and has been adopted by all the large motor manufacturers as the best and most economical type. It is a fact, however, that these engines all have at least thirty per cent of the space indicated by the arrows in the Cut
It also means that a motor running under full load has thirty per cent of burnt gases mixed in with the new charge of fuel, and when the motor is throttled down to a low speed, there is still thirty per cent of burnt gas left in the compression chamber; and if the engine is taking in only one-tenth the fuel taken at full load, it is easy to see that the mixture is poor and deficient which means a great loss in power.
The Augustine Rotary Internal Combustion Engine gets a one hundred per cent scavenging, as indicated in Cuts 3, 4 and 5.
Cut No. 3
Cut No. 3 shows how the fuel is transferred to the vaporizing chamber which is surrounded with an exhaust chamber where heat from the exhaust or burnt gas vaporizes all the fuel, and the two abutments or pistons, upon reaching the end of the cylinder, have opened wide the exhaust ports and also the inlet ports, thus letting in a blast of dry, fixed gas under pressure through ports the full area of the small cylinder, which drives all of the burnt gases out through the exhaust ports.
Cut No. 4
Cut No. 4 shows how the spark plug has received a full scavenging by fuel under pressure, and with the centrifugal force, the new charge of gas being heavier than the burnt gas, does not mix or waste any of the fuel and gives a perfect one hundred per cent scavenging.
Cut No. 5
Cut No. 5 shows how the fuel is compressed at the upper end of the cylinder and is ready to fire, if the Engine is running under throttle. This Cut shows how the balance of smoke is used to fill the unoccupied space and can cause no waste of fuel or power.