Misplaced Pages

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43-570: Note that, prior to its merger with Prince, Nissan also made a G series of engines. These are unrelated engines and are documented at the Nissan G engine page. The source of the listed information is the corresponding article at Japanese Misplaced Pages. In 1956, Prince developed a flat-2 engine, the FG2D, for their DPSK (later CPSK) concept car. It displaced 601 cc and produced 24 hp (24 PS). The engine suffered excessive vibration and noise issues and

86-663: A V-shaped canted valve arrangement and a multi-spherical combustion chamber design, the G-15 was the most technologically advanced Japanese car engine of its day, eclipsing even Nissan's L series engine in their design. The Nissan G engine was not related to the Prince engine; the Nissan version was OHV and slightly smaller displacement. Applications: 1.6 L (1,593 cc) inside diameter x stroke: 85 mm × 70.2 mm (3.35 in × 2.76 in) mmin, SOHC The G-15

129-443: A lean condition (which can cause engine damage). For this reason Japanese motorcycle manufacturers ceased to fit slide carburettors and substituted constant-depression carburettors, which are essentially miniature SUs. It is also possible - indeed, easy - to retrofit an SU carburettor to a bike that was originally manufactured with a slide carburettor, and obtain improved fuel economy and more tractable low-speed behaviour. One of

172-566: A motoring enthusiast, had joined the Farman Automobile Co in London in 1899. He helped Herbert to develop the carburettor. Herbert's son could remember his mother sewing the first leather bellows. It would be given on loan to The Science Museum , South Kensington in 1934. In 1905, Herbert applied for a patent, which was granted in early 1906. Later, Carl sold his interest in footwear business Lilley & Skinner and became

215-533: A partner in G Wailes & Co of Euston Road , London, manufacturers of their carburettor. Herbert continued to develop and patent improvements through to the 1920s, including the replacement of the leather bellows by a brass piston, even though he was a full-time director and divisional manager of Lilley & Skinner. S. U. Company Limited — Skinner-Union — was incorporated in August 1910 to acquire Herbert's carburettor inventions, and it began manufacture of

258-419: A similarity to that of the slide carburettor, which was previously used on many motorcycles . The slide carburettor has the same piston and main needle as an SU carburettor, however the piston/needle position is directly actuated by a physical connection to the throttle cable rather than indirectly by venturi airflow as with an SU carburettor. This piston actuation difference is the significant distinction between

301-445: A slide and an SU carburettor. The piston in a slide carburettor is controlled by the operator's demands rather than the demands of the engine. This means that the metering of the fuel can be inaccurate unless the vehicle is travelling at a constant speed at a constant throttle setting - conditions rarely encountered except on motorways. This inaccuracy results in fuel waste, particularly as the carburettor must be set slightly rich to avoid

344-608: Is a 1.9 L; 113.6 cu in (1,862 cc) version used by Prince. Bore and stroke were square at 84 mm (3.31 in), and output was 96 hp (72 kW; 97 PS) and 15.7 kg⋅m (154 N⋅m; 114 lb⋅ft) with a 2 barrel carburetor . It was an improved version of the GB-4 and was introduced in 1962 and was installed in the S40 series Prince Gloria as well as the Clipper and Super Miler commercial vehicles. The G-2

387-514: Is a straight-6 version displacing 2.0 L; 121.3 cu in (1,988 cc). It was the engine of the GT -model Prince Skylines and was an OHC engine unlike the mainly-OHV family that spawned it. Bore and stroke were square at 75 mm (2.95 in) and power output varied with the carburetor equipped. Plain versions featured a 2 barrel carb and 8.8:1 for 106 hp (79 kW; 107 PS) and 16 kg⋅m (157 N⋅m; 116 lb⋅ft), while

430-544: Is another straight-6 OHC version, displacing 2.5 L; 152.2 cu in (2,494 cc). Bore was up to 84 mm (3.31 in) like the G-2 4-cylinder, while stroke remained at 75 mm (2.95 in) as on the G-7. Power output with a 4 barrel carburetor was 134 hp (100 kW; 136 PS) with 19.9 kg⋅m (195 N⋅m; 144 lb⋅ft) of torque. Applications: Nissan G engine The Nissan G-series engine

473-399: Is approximately constant. Under steady state conditions the upwards and downwards forces on the piston are equal and opposite, and the piston does not move. If the airflow into the engine is increased - by opening the throttle plate (also known as the "butterfly"), or by allowing the engine revs to rise with the throttle plate at a constant setting - the pressure drop in the venturi increases,

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516-420: Is asymmetrical: it heavily resists upwards movement of the piston. This serves as the equivalent of an "accelerator pump" on traditional carburettors by temporarily increasing the speed of air through the venturi when the throttle is suddenly opened, thus increasing the richness of the mixture. SU carburettors do not have a conventional choke flap, which in a fixed-jet carburettor enriches the mixture for starting

559-409: Is communicated to the upper side of the piston via an air passage. The underside of the piston is open to atmospheric pressure. The difference in pressure between the two sides lifts the piston. Opposing this are the weight of the piston and the force of a spring that is compressed by the piston rising. Because the spring is operating over a very small part of its possible range of extension, its force

602-536: Is made by letter prefix which indicates the float type: The Imperial sizes include 1-1/8", 1-1/4", 1-1/2", 1-3/4", 1-7/8", and 2", although not every type (H, HD, HS, HIF) was offered in every size. There were also H models made in 2-1/4" and 2-1/2", now obsolete. Special purpose-built carburettors (Norman) were made as large as 3". To determine the throat size from the type number: If the final number (after one, two or three letters, beginning with H) has 1 digit, multiply this number by 1/8", then add 1". For example, if

645-733: The Prince R380 and Nissan R380-II, based on the G7 engine. It used 4 valves per cylinders and DOHC , used 3 Weber carburetors model 42DCOE-18, producing a claimed 200 hp (149 kW; 203 PS) for the R380 and 220 hp (164 kW; 223 PS) for the R380-II. The GR-8 used in the R380-III featured mechanical fuel injection . The Nissan S20 engine was derived from the GR-8. The G-11

688-538: The Sports 1500 from 1963 through 1965. It was an OHV design. Bore was 80 mm (3.15 in) and stroke was 74 mm (2.91 in). Output was 75 to 85 hp (55.9 to 63.4 kW) and 83 to 92 lb·ft (112.5 to 124.7 Nm) depending on the carburetor equipped. Applications: SU carburetor The SU carburettor was a constant-depression carburettor made by a British manufacturer of that name or its licensees in various designs spanning most of

731-470: The 1965 Skyline GT-B used 3 twin-barrel Weber carburetors and 9.3:1 compression for 127 hp (95 kW; 129 PS) and 17 kg⋅m (167 N⋅m; 123 lb⋅ft). It was influenced by the Mercedes-Benz M180 straight six engine . The intake and exhaust manifolds are on the left side of the engine because Japanese drivers sit on the right side and the steering column would interfere, while

774-460: The GA-30; also known as FG4A-40 Applications: 1.9 L (1,862 cc) diameter X stroke: 84 mm × 84 mm (3.31 in × 3.31 in), OHV Also known as FG4B-30 Applications: 1.9 L (1,862 cc) diameter X stroke: 84 mm × 84 mm (3.31 in × 3.31 in), OHV Also known as FG4B-40 Applications: The Prince G-1 was the improved GA-4, and

817-704: The Mercedes-Benz engine places the intake and exhaust on the right side due to left hand driving conditions. Applications: 2.0 L (1,988 cc) inside diameter x stroke: 75 mm × 75 mm (2.95 in × 2.95 in) An improvement on the G7 using a cross-flow cylinder head and was converted into racing use during 1965 - 1966 in the S54 Skyline GT used for racing. Was not commercially available. 2.0 L (1,996 cc) inside diameter x stroke: 82 mm × 63 mm (3.23 in × 2.48 in), DOHC Racing engine used in

860-471: The business. Carl Skinner (T. C. Skinner) became a director of Morris's privately held empire, and remained managing director of S.U. until he retired in 1948 aged 65. Production was moved to the W. R. Morris-owned Wolseley factory at Adderley Park , Birmingham . In 1936, W. R. Morris sold many of his privately held businesses, including S. U., to his listed company, Morris Motors . Manufacture continued, then by The S. U. Carburetter Company Limited, which

903-426: The carburettor. Since the needle is tapered, as it rises and falls it opens and closes the opening in the jet, regulating the passage of fuel , so the movement of the piston controls the amount of fuel delivered, depending on engine demand. The exact dimensions of the taper are tailored during engine development. The flow of air through the venturi creates a reduced static pressure in the venturi. This pressure drop

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946-501: The carburettors in a factory at Prince of Wales Road, Kentish Town , in North London. Sales were slow. Following the outbreak of war in 1914, carburettor production nearly stopped, with the factory making machine gun parts and some aircraft carburettors. With peace in 1918, production resumed, but sales remained slow and the company was not profitable, so Carl Skinner approached his customer, W. R. Morris , and managed to sell him

989-469: The downsides of the constant depression carburettor is in high performance applications. Since it relies on restricting air flow in order to produce enrichment during acceleration, the throttle response lacks punch. By contrast, the fixed choke design adds extra fuel under these conditions using its accelerator pump. SU carburettors were supplied in several throat sizes in both Imperial (inch) and metric (millimetre) measurement. The carburettor identification

1032-411: The engine from cold by restricting the air supply upstream of the venturi. Instead a mechanism lowers the jet assembly, which has the same effect as the needle rising in normal operation - increasing the supply of fuel so that the carburettor will deliver an enriched mixture at all engine speeds and throttle positions. The 'choke' mechanism on an SU carburettor usually also incorporates a system for holding

1075-404: The fuel under all operating conditions. This self-adjusting nature makes the selection of the maximum venturi diameter (colloquially, but inaccurately, referred to as " choke size") much less critical than with a fixed-venturi carburettor. To prevent erratic and sudden movements of the piston it is damped by light oil (20W Grade) in a dashpot , which requires periodic replenishment. The damping

1118-417: The name The S.U. Carburetter Company Limited, which continues to manufacture carburettors, pumps and components, mainly for the classic car market. Relocating SU carburettors feature a variable venturi controlled by a piston . This piston has a tapered, conical metering rod (usually referred to as a "needle") that fits inside an orifice ("jet") which admits fuel into the airstream passing through

1161-401: The piston rises and falls according to the rate of air delivery. Since the position of the piston controls the position of the needle in the jet and thus the open area of the jet, while the depression in the venturi sucking fuel out of the jet remains constant, the rate of fuel delivery is always a definite function of the rate of air delivery. The precise nature of the function is determined by

1204-448: The pressure above the piston falls, and the piston is pushed upwards, increasing the size of the venturi, until the pressure drop in the venturi returns to its nominal level. Similarly if the airflow into the engine is reduced, the piston will fall. The result is that the pressure drop in the venturi remains the same regardless of the speed of the airflow - hence the name "constant depression" for carburettors operating on this principle - but

1247-465: The profile of the needle. With appropriate selection of the needle, the fuel delivery can be matched much more closely to the demands of the engine than is possible with the more common fixed-venturi carburettor, an inherently inaccurate device whose design must incorporate many complex fudges to obtain usable accuracy of fuelling. The well-controlled conditions under which the jet is operating also make it possible to obtain good and consistent atomisation of

1290-460: The same, only their needles are interchangeable. In 1929 SU introduced the Petrolift electric fuel pump, which could be fitted as a substitute for the vacuum type pumps common at the time. This was superseded in 1932 by the L type fuel pump, which used a solenoid to operate a diaphragm pump. As of this edit , this article uses content from PESWiki , a source licensed under the terms of

1333-771: The stock Linkert, Bendix or Keihin carbs with SU's until the Keihin Constant Velocity carb became stock in 1990. S.U. carburettors remained on production cars through to 1994 in the Mini and the Maestro , by which time the company had become part of the Rover Group . Hitachi also built carburettors based on the SU design which were used on the Datsun 240Z , Datsun 260Z and other Datsun Cars. While these appear

Prince G engine - Misplaced Pages Continue

1376-415: The throttle plate slightly open to raise the engine's idling speed and prevent stalling at low speeds due to a rich mixture. The beauty of the SU lies in its simplicity and lack of multiple jets and ease of adjustment. Adjustment is accomplished by altering the starting position of the jet relative to the needle on a fine screw (26TPI for most pre-HIF versions). At first sight, the principle appears to bear

1419-558: The twentieth century. S.U. also produced carburettors for aircraft engines including the early versions of the Rolls-Royce Merlin , but these were of the conventional fixed-jet updraught type rather than the firm's patented constant-depression design. Standard S.U. carburettors were also a popular upfit for Harley-Davidson motorcycles, given their space saving "side draft" design and superior ability to self-compensate for changes in air density/altitude. Many owners replaced

1462-425: The twentieth century. The S.U. Carburetter Company Limited also manufactured dual-choke updraft carburettors for aero-engines such as the Rolls-Royce Merlin and Rolls-Royce Griffon . Herbert Skinner (1872–1931), pioneer motorist and an active participant in the development of the petrol engine, invented his Union carburettor in 1904. His much younger brother, Carl (Thomas Carlisle) Skinner (1882–1958), also

1505-528: The type number is HS6, the final number is 6: 6/8 = 3/4", add 1, total is 1-3/4", etc. If the final number has 2 digits, it is the throat size in mm. For example, if the type number is HIF38, the final number is 38, size is 38 mm etc. S.U. carburettors were widely used not only in Morris's Morris and MG products but such British makes as Rolls-Royce , Bentley , Rover , Riley , Turner , Austin , Jaguar , and Triumph , and Swedish Volvo , for much of

1548-587: Was a pushrod engine produced in the 1960s. The G series was used in the Fairlady/Sports 1500 roadster , the Cedric , and Junior . It evolved into the Datsun 1600 's "R"/H16 engine. Note that, prior to its merger with Nissan, Prince also made a G series of engines. These are unrelated engines and are documented at the Prince G engine page. The plain "G" engine was a 1.5-L (1488 cc) used in

1591-685: Was an SOHC cross flow cylinder head design like the G-15 and produced 105 hp (78 kW; 106 PS) and 15.9 kg⋅m (156 N⋅m; 115 lb⋅ft). This engine was discontinued in 1975 due to tightening emission regulations and replaced with the L18 . Applications: 2.0 L (1,990 cc) inside diameter x stroke: 89 mm × 80 mm (3.50 in × 3.15 in), SOHC Twin Barrel single Carburetor Twin SU carburetor regular gasoline Twin SU carburetor high octane gasoline This engine

1634-465: Was an OHV design. Applications: The SOHC G-15 was a 1.5 L; 90.5 cu in (1,483 cc) engine produced in 1967 for the Skyline. Bore and stroke was 82 mm × 70 mm (3.23 in × 2.76 in). With a 2 barrel carburetor equipped, the engine produced 94 hp (70 kW; 95 PS) and 13.3 kg⋅m (130 N⋅m; 96 lb⋅ft). With a crossflow cylinder head,

1677-616: Was bored out 3 mm (0.12 in) to form the G-16 . Adapting the engine to more stringent US emissions was deemed too expensive, and it was replaced by the L16 engine in 1975. Applications: The G-18 was a 1.8 L; 110.8 cu in (1,815 cc). Its 85 mm (3.35 in) bore was the largest in the range (except for the G20 mentioned in the next paragraph), and the 80 mm (3.15 in) stroke gave it good oversquare dimensions. It

1720-650: Was incorporated 15 September 1936, as part of the Morris Organisation, later known as the Nuffield Organisation . The company became a subsidiary of British Leyland , and traded under the name SU Carburetters. The S. U. Carburetter Company Limited of 1936 was voluntarily liquidated in December 1994. In 1996, the name and rights were acquired by Burlen Fuel Systems Limited of Salisbury , which incorporated an entirely new company with

1763-445: Was only used in the 1968-1975 C30 & C130 Laurel , and was discontinued in 1975 due to tightening emission regulations. Prince used a straight-6 version of the G family in their famous Skyline cars. All of the Prince straight-6 engines used single overhead cam heads. Engine displacement was kept below 2000cc to limit the amount of Road tax to be paid yearly in addition to other Japanese Government mandated expenses. The G-7

Prince G engine - Misplaced Pages Continue

1806-571: Was rated at 1.5 L, but displaced 1.5 L; 90.6 cu in (1,484 cc) thanks to an entirely different 75 by 84 mm (2.95 by 3.31 in) bore and stroke. This undersquare arrangement was similar to the designs Nissan licensed from Austin Motor Company , though this is probably coincidental. This engine was also an OHV design and power output was similar to the Nissan G at 73 hp (54 kW; 74 PS) and 12 kg⋅m (118 N⋅m; 87 lb⋅ft). Applications: The G-2

1849-905: Was replaced with the FG4C engine. Prince developed the FG4C, a flat-four displacing 599 cc and producing 38 hp (39 PS), as a replacement for the FG2D. The FG4C was used in the 1957 CPSK concept. 1.5 L (1,484 cc) diameter X stroke: 75 mm × 84 mm (2.95 in × 3.31 in), OHV 1.5 L (1,484 cc) diameter X stroke: 75 mm × 84 mm (2.95 in × 3.31 in), OHV 1.5 L (1,484 cc) diameter X stroke: 75 mm × 84 mm (2.95 in × 3.31 in), OHV Renamed GA-30 in 1958 Applications: 1.5 L (1,484 cc) diameter X stroke: 75 mm × 84 mm (2.95 in × 3.31 in), OHV 1.5 L (1,484 cc) diameter X stroke: 75 mm × 84 mm (2.95 in × 3.31 in), OHV 1959 improvement on

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