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[3] [4] The engine retained the Clerget’s signature offset epicyclical cam gears with separate pushrods for the intake and exhaust. In common with many other late war rotary engines, the new engine had two spark plugs per cylinder. [4] The engine was initially known as the A.R.1 for "Admiralty Rotary", but later called the BR.1 ("Bentley ...
Bentley BR1 The Clerget 9B is a nine-cylinder rotary aircraft engine of the World War I era designed by Pierre Clerget . Manufactured in both France and Great Britain ( Gwynnes Limited ), it was used on such aircraft as the Sopwith Camel .
Unlike other contemporary rotaries in which the ignition system was either switched on or off to provide a rudimentary form of engine speed control, the Clerget featured a throttle. The Bentley BR1 and Bentley BR2 rotaries were designed as improvements of the Clerget, while sharing some of the earlier engine's distinctive design features.
The Bentley B.R.2 was a nine-cylinder British rotary aircraft engine developed during the First World War by the motor car engine designer W. O. Bentley from his earlier Bentley BR.1. The BR.2 was built in small numbers during the war, its main use being by the Royal Air Force in the early 1920s.
Power was provided by a Bentley BR1 rotary engine. While the designers had hoped to use the same high-lift aerofoil section as used in the P.V.2, this was rejected by the Admiralty, who demanded the use of the more conventional RAF 15 aerofoil, which resulted in a larger aircraft with a reduced climb rate and ceiling. [2] [3]
The company confirmed that just a handful of build slots remain before the company's 12-cylinder power plant is discontinued for good.
This two-minute segue isn’t enough to sabotage “How to Build a Truth Engine,” but it leaves a lingering bitterness that, ironically, illuminates its central point in chilling fashion.
Engine designers had always been aware of the many limitations of the rotary engine, so when static style engines became more reliable and gave better specific weights and fuel consumption, the days of the rotary engine were numbered. Rotary engines had a fundamentally inefficient total-loss oiling system. In order to reach the whole engine ...