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.
