engine company

SUBJECT AREA: Public utilities, Steam and internal combustion engines

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Edwin Reynolds grew up at a time when formal engineering education in America was almost unavailable, but through his genius and his experience working under such masters as G.H. Corliss and William Wright, he developed into one of the best mechanical engineers in the country. When he was Plant Superintendent for the Corliss Steam Engine Company, he built the giant Corliss valve steam engine displayed at the 1876 Centennial Exhibition. In July 1877 he left the Corliss Steam Engine Company to join Edward Allis at his Reliance Works, although he was offered a lower salary. In 1861 Allis had moved his business to the Menomonee Valley, where he had the largest foundry in the area. Immediately on his arrival with Allis, Reynolds began desig-ning and building the "Reliance-Corliss" engine, which becamea symbol of simplicity, economy and reliability. By early 1878 the new engine was so successful that the firm had a six-month backlog of orders. In 1888 he built the first triple-expansion waterworks-pumping engine in the United States for the city of Milwaukee, and in the same year he patented a new design of blowing engine for blast furnaces. He followed this in March 1892 with the first steam engine sets coupled directly to electric generators when Allis-Chalmers contracted to build two Corliss cross-compound engines for the Narragansett Light Company of Providence, Rhode Island. In 1893, one of the impressive attractions at the World's Columbian Exposition in Chicago was the 3,000 hp (2,200 kW) quadruple-expansion Reynolds-Corliss engine designed by Reynolds, who continued to make significant improvements and gained worldwide recognition of his outstanding achievements in engine building.

Reynolds was asked to go to New York in 1898 for consultation about some high-horsepower engines for the Manhattan transport system. There, 225 railway locomotives were to be replaced by electric trains, which would be supplied from one generating station producing 60,000 hp (45,000 kW). Reynolds sketched out his ideas for 10,000 hp (7,500 kW) engines while on the train. Because space was limited, he suggested a four-cylinder design with two horizontal-high-pressure cylinders and two vertical, low-pressure ones. One cylinder of each type was placed on each side of the flywheel generator, which with cranks at 135° gave an exceptionally smooth-running compact engine known as the "Manhattan". A further nine similar engines that were superheated and generated three-phase current were supplied in 1902 to the New York Interborough Rapid Transit Company. These were the largest reciprocating steam engines built for use on land, and a few smaller ones with a similar layout were installed in British textile mills.

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SUBJECT AREA: Steam and internal combustion engines

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Corliss's father was a physician and surgeon. The son was educated at Greenwich, New York, but while he showed an aptitude for mathematics and mechanics he first of all became a storekeeper and then clerk, bookkeeper, salesperson and official measurer and inspector of the cloth produced at W.Mowbray \& Son. He went to the Castleton Academy, Vermont, for three years and at the age of 21 returned to a store of his own in Greenwich. Complaints about stitching in the boots he sold led him to patent a sewing machine. He approached Fairbanks, Bancroft \& Co., Providence, Rhode Island, machine and steam engine builders, about producing his machine, but they agreed to take him on as a draughtsman providing he abandoned it. Corliss moved to Providence with his family and soon revolutionized the design and construction of steam engines. Although he started working out ideas for his engine in 1846 and completed one in 1848 for the Providence Dyeing, Bleaching and Calendering Company, it was not until March 1849 that he obtained a patent. By that time he had joined John Barstow and E.J.Nightingale to form a new company, Corliss Nightingale \& Co., to build his design of steam-engines. He used paired valves, two inlet and two exhaust, placed on opposite sides of the cylinder, which gave good thermal properties in the flow of steam. His wrist-plate operating mechanism gave quick opening and his trip mechanism allowed the governor to regulate the closure of the inlet valve, giving maximum expansion for any load. It has been claimed that Corliss should rank equally with James Watt in the development of the steam-engine. The new company bought land in Providence for a factory which was completed in 1856 when the Corliss Engine Company was incorporated. Corliss directed the business activities as well as technical improvements. He took out further patents modifying his valve gear in 1851, 1852, 1859, 1867, 1875, 1880. The business grew until well over 1,000 workers were employed. The cylindrical oscillating valve normally associated with the Corliss engine did not make its appearance until 1850 and was included in the 1859 patent. The impressive beam engine designed for the 1876 Centennial Exhibition by E. Reynolds was the product of Corliss's works. Corliss also patented gear-cutting machines, boilers, condensing apparatus and a pumping engine for waterworks. While having little interest in politics, he represented North Providence in the General Assembly of Rhode Island between 1868 and 1870.

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SUBJECT AREA: Automotive engineering, Land transport

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The fourth of eight children of an architect, he spent his childhood in Hove and attended a private preparatory school, from where, aged 14, he went to the Hartley Institution (the forerunner of Southampton University). He was then granted a scholarship to the Royal College of Science, South Kensington, and also studied practical engineering at Finsbury Technical College, London. He worked first for a draughtsman and pseudo-patent agent, and was then appointed Assistant Works Manager of the Forward Gas Engine Company of Birmingham, with sixty men and a salary of £1 per week. He was then aged 21. His younger brother, George, was apprenticed to the same company. In 1889 and 1890 he invented a pendulum governor and an engine starter which earned him royalties. He built a flat-bottomed river craft with a stern paddle-wheel and a vertical single-cylinder engine with a wick carburettor of his own design. From 1892 he performed a number of garden experiments on model gliders relating to problems of lift and drag, which led him to postulate vortices from the wingtips trailing behind, much of his work lying behind the theory of modern aerodynamics. The need to develop a light engine for aircraft led him to car design.

In February 1896 his first experimental car took the road. It had a torsionally rigid chassis, a perfectly balanced and almost noiseless engine, dynamically stable steering, epicyclic gear for low speed and reverse with direct drive for high speed. It turned out to be underpowered and was therefore redesigned. Two years later an 8 hp, two-cylinder flat twin appeared which retained the principle of balancing by reverse rotation, had new Lanchester valve-gear and a new method of ignition based on a magneto generator. For the first time a worm and wheel replaced chain-drive or bevel-gear transmission. Lanchester also designed the machinery to make it. The car was capable of about 18 mph (29 km/h): future cars of his travelled at twice that speed. From 1899 to 1904 cars were produced for sale by the Lanchester Engine Company, which was formed in 1898. The company had to make every component except the tyres. Lanchester gave up the managership but remained as Chief Designer, and he remained in this post until 1914.

In 1907–8 his two-volume treatise Aerial Flight was published; it included consideration of skin friction, boundary-layer theory and the theory of stability. In 1909 he was appointed to the Government's Committee for Aeronautics and also became a consultant to the Daimler Company. At the age of 51 he married Dorothea Cooper. He remained a consultant to Daimler and worked also for Wolseley and Beardmore until 1929 when he started Lanchester Laboratories, working on sound reproduction. He also wrote books on relativity and on the theory of dimensions.

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SUBJECT AREA: Aerospace

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Geoffrey de Havilland started experimenting with aircraft and engines of his own design in 1908. In the following year, with the help of his friend Frank Hearle, he built and flew his first aircraft; it crashed on its first flight. The second aircraft used the same engine and made its first flight on 10 September 1910, and enabled de Havilland to teach himself to fly. From 1910 to 1914 he was employed at Farnborough, where in 1912 the Royal Aircraft Factory was established. As Chief Designer and Chief Test Pilot he was responsible for the BE 2, which was the first British military aircraft to land in France in 1914.

In May 1914 de Havilland went to work for George Holt Thomas, whose Aircraft Manufacturing Company Ltd (Airco) of Hendon was expanding to design and build aircraft of its own design. However, because de Havilland was a member of the Royal Flying Corps Reserve, he had to report for duty when war broke out in August. His value as a designer was recognized and he was transferred back to Airco, where he designed eight aircraft in four years. Of these, the DH 2, DH 4, DH 5, DH 6 and DH 9 were produced in large numbers, and a modified DH 4A operated the first British cross- Channel air service in 1919.

On 25 September 1920 de Havilland founded his own company, the De Havilland Aircraft Company Ltd, at Stag Lane near Edgware, London. During the 1920s and 1930s de Havilland concentrated on civil aircraft and produced the very successful Moth series of small biplanes and monoplanes, as well as the Dragon, Dragon Rapide, Albatross and Flamingo airliners. In 1930 a new site was acquired at Hatfield, Hertfordshire, and by 1934 a modern factory with a large airfield had been established. His Comet racer won the England-Australia air race in 1934 using de Havilland engines. By this time the company had established very successful engine and propeller divisions. The Comet used a wooden stressed-skin construction which de Havilland developed and used for one of the outstanding aircraft of the Second World War: the Mosquito. The de Havilland Engine Company started work on jet engines in 1941 and their Goblin engine powered the Vampire jet fighter first flown by Geoffrey de Havilland Jr in 1943. Unfortunately, Geoffrey Jr and his brother John were both killed in flying accidents. The Comet jet airliner first flew in 1949 and the Trident in 1962, although by 1959 the De Havilland Company had been absorbed into Hawker Siddeley Aviation.

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SUBJECT AREA: Automotive engineering, Steam and internal combustion engines

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Otto's involvement in internal combustion engines was first prompted by his interest in Lenoir's coal-gas engine of 1860. He built his first engine in 1861; in 1864, Otto's engine came to the attention of Eugen Langen, who arranged for the capital to set up the world's first engine company, N.A.Otto and Company, in Cologne. In 1867 the Otto- Langen free-piston internal combustion engine was exhibited at the Paris Exposition, where it won the gold medal. The company continued to expand, and five years after the Paris triumph its name was changed to the Gasmotoren Fabrik; amongst Otto's colleagues at this time were Gottlieb Daimler and Wilhelm Maybach .

Otto is most famous for the development of the four-stroke cycle which was to bear his name. He patented his version of this in 1876, although the principle of the four-stroke cycle had been patented by Alphonse Beau de Rochas fourteen years previously; Otto was the first, however, to put the principle into practice with the "Otto Silent Engine". Many thousands of Otto fourstroke engines had already been built by 1886, when a German patent lawyer successfully claimed that Otto had infringed the Beau de Rochas patent, and Otto's patent was declared invalid.

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SUBJECT AREA: Land transport, Railways and locomotives, Steam and internal combustion engines

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Orphaned as a child, Hamilton went to work for Southern Pacific Railroad in his teens, and then worked for several other companies. In his spare time he learned mathematics and physics from a retired professor. In 1911 he joined the White Motor Company, makers of road motor vehicles in Denver, Colorado, where he had gone to recuperate from malaria. He remained there until 1922, apart from an eighteenth-month break for war service.

Upon his return from war service, Hamilton found White selling petrol-engined railbuses with mechanical transmission, based on road vehicles, to railways. He noted that they were not robust enough and that the success of petrol railcars with electric transmission, built by General Electric since 1906, was limited as they were complex to drive and maintain. In 1922 Hamilton formed, and became President of, the Electro- Motive Engineering Corporation (later Electro-Motive Corporation) to design and produce petrol-electric rail cars. Needing an engine larger than those used in road vehicles, yet lighter and faster than marine engines, he approached the Win ton Engine Company to develop a suitable engine; in addition, General Electric provided electric transmission with a simplified control system. Using these components, Hamilton arranged for his petrol-electric railcars to be built by the St Louis Car Company, with the first being completed in 1924. It was the beginning of a highly successful series. Fuel costs were lower than for steam trains and initial costs were kept down by using standardized vehicles instead of designing for individual railways. Maintenance costs were minimized because Electro-Motive kept stocks of spare parts and supplied replacement units when necessary. As more powerful, 800 hp (600 kW) railcars were produced, railways tended to use them to haul trailer vehicles, although that practice reduced the fuel saving. By the end of the decade Electro-Motive needed engines more powerful still and therefore had to use cheap fuel. Diesel engines of the period, such as those that Winton had made for some years, were too heavy in relation to their power, and too slow and sluggish for rail use. Their fuel-injection system was erratic and insufficiently robust and Hamilton concluded that a separate injector was needed for each cylinder.

In 1930 Electro-Motive Corporation and Winton were acquired by General Motors in pursuance of their aim to develop a diesel engine suitable for rail traction, with the use of unit fuel injectors; Hamilton retained his position as President. At this time, industrial depression had combined with road and air competition to undermine railway-passenger business, and Ralph Budd, President of the Chicago, Burlington \& Quincy Railroad, thought that traffic could be recovered by way of high-speed, luxury motor trains; hence the Pioneer Zephyr was built for the Burlington. This comprised a 600 hp (450 kW), lightweight, two-stroke, diesel engine developed by General Motors (model 201 A), with electric transmission, that powered a streamlined train of three articulated coaches. This train demonstrated its powers on 26 May 1934 by running non-stop from Denver to Chicago, a distance of 1,015 miles (1,635 km), in 13 hours and 6 minutes, when the fastest steam schedule was 26 hours. Hamilton and Budd were among those on board the train, and it ushered in an era of high-speed diesel trains in the USA. By then Hamilton, with General Motors backing, was planning to use the lightweight engine to power diesel-electric locomotives. Their layout was derived not from steam locomotives, but from the standard American boxcar. The power plant was mounted within the body and powered the bogies, and driver's cabs were at each end. Two 900 hp (670 kW) engines were mounted in a single car to become an 1,800 hp (l,340 kW) locomotive, which could be operated in multiple by a single driver to form a 3,600 hp (2,680 kW) locomotive. To keep costs down, standard locomotives could be mass-produced rather than needing individual designs for each railway, as with steam locomotives. Two units of this type were completed in 1935 and sent on trial throughout much of the USA. They were able to match steam locomotive performance, with considerable economies: fuel costs alone were halved and there was much less wear on the track. In the same year, Electro-Motive began manufacturing diesel-electrie locomotives at La Grange, Illinois, with design modifications: the driver was placed high up above a projecting nose, which improved visibility and provided protection in the event of collision on unguarded level crossings; six-wheeled bogies were introduced, to reduce axle loading and improve stability. The first production passenger locomotives emerged from La Grange in 1937, and by early 1939 seventy units were in service. Meanwhile, improved engines had been developed and were being made at La Grange, and late in 1939 a prototype, four-unit, 5,400 hp (4,000 kW) diesel-electric locomotive for freight trains was produced and sent out on test from coast to coast; production versions appeared late in 1940. After an interval from 1941 to 1943, when Electro-Motive produced diesel engines for military and naval use, locomotive production resumed in quantity in 1944, and within a few years diesel power replaced steam on most railways in the USA.

Hal Hamilton remained President of Electro-Motive Corporation until 1942, when it became a division of General Motors, of which he became Vice-President.

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SUBJECT AREA: Land transport, Railways and locomotives

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Behr trained as an engineer in Britain and had several railway engineering appointments before becoming associated with C.F.M.-T. Lartigue in promoting the Lartigue monorail system in the British Isles. In Lartigue's system, a single rail was supported on trestles; vehicles ran on the rail, their bodies suspended pannier-fashion, stabilized by horizontal rollers running against light guide rails fixed to the sides of the trestles. Behr became Managing Director of the Listowel \& Ballybunion Railway Company, which in 1888 opened its Lartigue system line between those two places in the south-west of Ireland. Three locomotives designed by J.T.A. Mallet were built for the line by Hunslet Engine Company, each with two horizontal boilers, one either side of the track. Coaches and wagons likewise were in two parts. Technically the railway was successful, but lack of traffic caused the company to go bankrupt in 1897: the railway continued to operate until 1924.

Meanwhile Behr had been thinking in terms far more ambitious than a country branch line. Railway speeds of 150mph (240km/h) or more then lay far in the future: engineers were uncertain whether normal railway vehicles would even be stable at such speeds. Behr was convinced that a high-speed electric vehicle on a substantial Lartigue monorail track would be stable. In 1897 he demonstrated such a vehicle on a 3mile (4.8km) test track at the Brussels International Exhibition. By keeping the weight of the motors low, he was able to place the seats above rail level. Although the generating station provided by the Exhibition authorities never operated at full power, speeds over 75mph (120 km/h) were achieved.

Behr then promoted the Manchester-Liverpool Express Railway, on which monorail trains of this type running at speeds up to 110mph (177km/h) were to link the two cities in twenty minutes. Despite strong opposition from established railway companies, an Act of Parliament authorizing it was made in 1901. The Act also contained provision for the Board of Trade to require experiments to prove the system's safety. In practice this meant that seven miles of line, and a complete generating station to enable trains to travel at full speed, must be built before it was known whether the Board would give its approval for the railway or not. Such a condition was too severe for the scheme to attract investors and it remained stillborn.

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See also: Brennan, Louis

SUBJECT AREA: Ports and shipping, Steam and internal combustion engines

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John was the third son of David Elder. The father came from a family of millwrights and moved to Glasgow where he worked for the well-known shipbuilding firm of Napier's and was involved with improving marine engines. John was educated at Glasgow High School and then for a while at the Department of Civil Engineering at Glasgow University, where he showed great aptitude for mathematics and drawing. He spent five years as an apprentice under Robert Napier followed by two short periods of activity as a pattern-maker first and then a draughtsman in England. He returned to Scotland in 1849 to become Chief Draughtsman to Napier, but in 1852 he left to become a partner with the Glasgow general engineering company of Randolph Elliott \& Co. Shortly after his induction (at the age of 28), the engineering firm was renamed Randolph Elder \& Co.; in 1868, when the partnership expired, it became known as John Elder \& Co. From the outset Elder, with his partner, Charles Randolph, approached mechanical (especially heat) engineering in a rigorous manner. Their knowledge and understanding of entropy ensured that engine design was not a hit-and-miss affair, but one governed by recognition of the importance of the new kinetic theory of heat and with it a proper understanding of thermodynamic principles, and by systematic development. In this Elder was joined by W.J.M. Rankine, Professor of Civil Engineering and Mechanics at Glasgow University, who helped him develop the compound marine engine. Elder and Randolph built up a series of patents, which guaranteed their company's commercial success and enabled them for a while to be the sole suppliers of compound steam reciprocating machinery. Their first such engine at sea was fitted in 1854 on the SS Brandon for the Limerick Steamship Company; the ship showed an improved performance by using a third less coal, which he was able to reduce still further on later designs.

Elder developed steam jacketing and recognized that, with higher pressures, triple-expansion types would be even more economical. In 1862 he patented a design of quadruple-expansion engine with reheat between cylinders and advocated the importance of balancing reciprocating parts. The effect of his improvements was to greatly reduce fuel consumption so that long sea voyages became an economic reality.

His yard soon reached dimensions then unequalled on the Clyde where he employed over 4,000 workers; Elder also was always interested in the social welfare of his labour force. In 1860 the engine shops were moved to the Govan Old Shipyard, and again in 1864 to the Fairfield Shipyard, about 1 mile (1.6 km) west on the south bank of the Clyde. At Fairfield, shipbuilding was commenced, and with the patents for compounding secure, much business was placed for many years by shipowners serving long-distance trades such as South America; the Pacific Steam Navigation Company took up his ideas for their ships. In later years the yard became known as the Fairfield Shipbuilding and Engineering Company Ltd, but it remains today as one of Britain's most efficient shipyards and is known now as Kvaerner Govan Ltd.

In 1869, at the age of only 45, John Elder was unanimously elected President of the Institution of Engineers and Shipbuilders in Scotland; however, before taking office and giving his eagerly awaited presidential address, he died in London from liver disease. A large multitude attended his funeral and all the engineering shops were silent as his body, which had been brought back from London to Glasgow, was carried to its resting place. In 1857 Elder had married Isabella Ure, and on his death he left her a considerable fortune, which she used generously for Govan, for Glasgow and especially the University. In 1883 she endowed the world's first Chair of Naval Architecture at the University of Glasgow, an act which was reciprocated in 1901 when the University awarded her an LLD on the occasion of its 450th anniversary.

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SUBJECT AREA: Steam and internal combustion engines

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William was the second son and one of eleven children of Samuel Priestman, who had moved to Hull after retiring as a corn miller in Kirkstall, Leeds, and who in retirement had become a director of the North Eastern Railway Company. The family were strict Quakers, so William was sent to the Quaker School in Bootham, York. He left school at the age of 17 to start an engineering apprenticeship at the Humber Iron Works, but this company failed so the apprenticeship was continued with the North Eastern Railway, Gateshead. In 1869 he joined the hydraulics department of Sir William Armstrong \& Company, Newcastle upon Tyne, but after a year there his father financed him in business at a small, run down works, the Holderness Foundry, Hull. He was soon joined by his brother, Samuel, their main business being the manufacture of dredging equipment (grabs), cranes and winches. In the late 1870s William became interested in internal combustion engines. He took a sublicence to manufacture petrol engines to the patents of Eugène Etève of Paris from the British licensees, Moll and Dando. These engines operated in a similar manner to the non-compression gas engines of Lenoir. Failure to make the two-stroke version of this engine work satisfactorily forced him to pay royalties to Crossley Bros, the British licensees of the Otto four-stroke patents.

Fear of the dangers of petrol as a fuel, reflected by the associated very high insurance premiums, led William to experiment with the use of lamp oil as an engine fuel. His first of many patents was for a vaporizer. This was in 1885, well before Ackroyd Stuart. What distinguished the Priestman engine was the provision of an air pump which pressurized the fuel tank, outlets at the top and bottom of which led to a fuel atomizer injecting continuously into a vaporizing chamber heated by the exhaust gases. A spring-loaded inlet valve connected the chamber to the atmosphere, with the inlet valve proper between the chamber and the working cylinder being camoperated. A plug valve in the fuel line and a butterfly valve at the inlet to the chamber were operated, via a linkage, by the speed governor; this is believed to be the first use of this method of control. It was found that vaporization was only partly achieved, the higher fractions of the fuel condensing on the cylinder walls. A virtue was made of this as it provided vital lubrication. A starting system had to be provided, this comprising a lamp for preheating the vaporizing chamber and a hand pump for pressurizing the fuel tank.

Engines of 2–10 hp (1.5–7.5 kW) were exhibited to the press in 1886; of these, a vertical engine was installed in a tram car and one of the horizontals in a motor dray. In 1888, engines were shown publicly at the Royal Agricultural Show, while in 1890 two-cylinder vertical marine engines were introduced in sizes from 2 to 10 hp (1.5–7.5 kW), and later double-acting ones up to some 60 hp (45 kW). First, clutch and gearbox reversing was used, but reversing propellers were fitted later (Priestman patent of 1892). In the same year a factory was established in Philadelphia, USA, where engines in the range 5–20 hp (3.7–15 kW) were made. Construction was radically different from that of the previous ones, the bosses of the twin flywheels acting as crank discs with the main bearings on the outside.

On independent test in 1892, a Priestman engine achieved a full-load brake thermal efficiency of some 14 per cent, a very creditable figure for a compression ratio limited to under 3:1 by detonation problems. However, efficiency at low loads fell off seriously owing to the throttle governing, and the engines were heavy, complex and expensive compared with the competition.

Decline in sales of dredging equipment and bad debts forced the firm into insolvency in 1895 and receivers took over. A new company was formed, the brothers being excluded. However, they were able to attend board meetings, but to exert no influence. Engine activities ceased in about 1904 after over 1,000 engines had been made. It is probable that the Quaker ethics of the brothers were out of place in a business that was becoming increasingly cut-throat. William spent the rest of his long life serving others.

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motive, driving, motor.

1 motor, engine.

2 motor, driving force.

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► adjetivo

1 motive

■ fuerza motora motive power

2 BIOLOGÍA motor

■ función motora motor function

► nombre masculino motor

1 TÉCNICA engine

2 figurado driving force

■ él es el motor de la empresa he is the driving force behind the company

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motor de arranque starter motor

motor de explosión internal-combustion engine

motor de inyección fuel-injection engine

motor de reacción jet engine

motor fuera bordo outboard motor

► nombre masculino

1 TÉCNICA engine

2 figurado driving force

■ él es el motor de la empresa he is the driving force behind the company

* * *

1) motor, engine

2) cause

* * *

1. ADJ

1) (Téc) motive, motor (EEUU)

2) (Anat) motor

SM motor, engine

* * *

- triz, motor - tora adjetivo motor (before n)

1) (Tec) engine

- motor a inyección/a reacción

- motor de arranque

- motor de combustión interna or de explosión

- motor diesel/hidráulico

- motor fuera borda

2) ( impulsor) driving force

* * *

= prime mover, engine, driving force, driver.

Ex. The implementation of successive programmes for supplying educational institutions with microcomputer equipment seems to be the principal prime mover of computerisation processes.

Ex. These companies have been racing to define the information superhighway for themselves, and to stake a claim in what they view as the economic engine of the information age.

Ex. On-line services have been one of the most powerful driving forces moving information away from its traditional definition and towards the commodity view.

Ex. The realization that knowledge and information provide the fundamental drivers of economic growth is beginning to permeate economic and management thinking.

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* barco a motor = motorboat.

* calentar motores = prime + the pump.

* carrera de coches improvisados sin motor = soapbox derby race, soapbox derby.

* el motor de = the power behind.

* industria del motor, la = motor industry, the, motor trade, the.

* lancha a motor = motorboat.

* lancha de motor = power boat.

* lancha motora = speedboat, motorboat.

* motor a chorro = jet engine.

* motor a reacción = jet engine.

* motor + calar = engine + stall.

* motor de búsqueda = portal, search engine, crawler.

* motor de combustión = combustion engine.

* motor de combustión interna = internal combustion engine.

* motor de explosión = combustion engine.

* motor de explosión interna = internal combustion engine.

* motor de gasolina = gasoline engine.

* motor del cambio = driver of change.

* motor de propulsión a chorro = jet engine.

* motor diesel = diesel engine.

* motor eléctrico = electric motor.

* tráfico a motor = motor traffic.

* vehículo de tierra a motor = motor land vehicle.

* * *

- triz, motor - tora adjetivo motor (before n)

1) (Tec) engine

- motor a inyección/a reacción

- motor de arranque

- motor de combustión interna or de explosión

- motor diesel/hidráulico

- motor fuera borda

2) ( impulsor) driving force

* * *

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motor¹ - triz, motor - tora

motor ( before n)

el desarrollo motor de un niño the development of a child's motor functions

A ( Tec) engine

calentar el motor ( Auto) to warm (up) the engine

fuel-injected engine

jet engine

starter motor

internal combustion engine

piston engine

internal combustion engine

jet engine

diesel engine

electric motor

radial engine

outboard motor

hydraulic engine

B (impulsor) driving force

el motor de la economía alemana the driving force o the engine of the German economy

* * *

◊ - triz, motor -tora adjetivo

◊ motor fuera (de) borda outboard motor

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motor¹, - ora o - triz adj

1. Anat motor;

habilidades motoras motor skills

2. [que produce desarrollo]

motor² nm

1. [máquina] engine, motor

motor de arranque starter, starter motor;

motor de cohete rocket engine;

motor de combustión combustion engine;

motor de combustión interna internal combustion engine;

motor de cuatro tiempos four-stroke engine;

motor diesel diesel engine;

motor de dos tiempos two-stroke engine;

motor eléctrico electric motor;

motor de explosión internal combustion engine;

motor (de) fueraborda outboard motor o engine;

motor de inducción induction motor;

motor de inyección fuel-injection engine;

motor iónico ion engine;

motor de reacción jet engine;

motor rotativo rotary engine;

motor de turbina turbine engine

2. [fuerza] driving force;

el motor de la economía the driving force in the economy;

el motor del equipo [en deporte] the team dynamo

3. [causa] instigator, cause

4. Informát motor de búsqueda search engine

* * *

I adj ANAT motor

II m engine; eléctrico motor

* * *

motor, -ra adj

motriz: motor

motor nm

1) : motor, engine

2) : driving force, cause

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motor n

1. (de vehículo) engine

2. (eléctrico) motor

SUBJECT AREA: Automotive engineering, Land transport, Steam and internal combustion engines

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Wankel was first employed at the German Aeronautical Research Establishment, where he worked on rotary valves and valve sealing techniques in the early 1930s and during the Second World War. In 1951 he joined NSU Motorenwerk AG, a motor manufacturer based at Neckarsulm, near Stuttgart, and began work on his rotary engine; the idea for this had first occurred to Wankel as early as 1929. He had completed his first design by 1954, and in 1957 his first prototype was tested. The Wankel engine has a three-pointed rotor, like a prism of an equilateral triangle but with the sides bowed outwards. This rotor is geared to a driveshaft and rotates within a closely fitting and slightly oval-shaped chamber so that, on each revolution, the power stroke is applied to each of the three faces of the rotor as they pass a single spark plug. Two or more rotors may be mounted coaxially, their power strokes being timed sequentially. The engine has only two moving parts, the rotor and the output shaft, making it about a quarter less in weight compared with a conventional piston engine; however, its fuel consumption is high and its exhaust emissions are relatively highly pollutant. The average Wankel engine speed is 5,500 rpm. The first production car to use a Wankel engine was the NSU Ro80, though this was preceded by the experimental NSU Spyder prototype, an open two-seater. The Japanese company Mazda is the only other automobile manufacturer to have fitted a Wankel engine to a production car, although licences were taken by Alfa Romeo, Peugeot- Citroën, Daimler-Benz, Rolls-Royce, Toyota, Volkswagen-Audi (the company that bought NSU in the mid-1970s) and many others; Daimler-Benz even produced a Mercedes C-111 prototype with a three-rotor Wankel engine. The American aircraft manufacturer Curtiss-Wright carried out research for a Wankel aero-engine which never went into production, but the Austrian company Rotax produced a motorcycle version of the Wankel engine which was fitted by the British motorcycle manufacturer Norton to a number of its models.

While Wankel became director of his own research establishment at Lindau, on Lake Constance in southern Germany, Mazda continued to improve the rotary engine and by the time of Wankel's death the Mazda RX-7 coupé had become a successful, if not high-selling, Wankel -engined sports car.

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SUBJECT AREA: Automotive engineering, Land transport

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The son of a baker, his youthful interest in technical affairs led to his being apprenticed to a gunsmith with whom he produced his apprenticeship piece: a double-barrelled pistol with a rifled barrel and "nicely chased scrollwork", for which he received high praise. He remained there until 1852 before going to technical school in Stuttgart from 1853 to 1857. He then went to a steam-engineering company in Strasbourg to gain practical experience. He completed his formal education at Stuttgart Polytechnik, and in 1861 he left to tour France and England. There he worked in the engine-shop of Smith, Peacock \& Tanner and then with Roberts \& Co., textile machinery manufacturers of Manchester. He later moved to Coventry to work at Whitworths, and it was in that city that he was later involved with the Daimler Motor Company, who had been granted a licence by his company in Germany. In 1867 he was working at Bruderhaus Engineering Works at Reutlingen and in 1869 went to Maschinenbau Gesellschaft Karlsruhe where he became Manager and later a director. Early in the 1870s, N.A. Otto had reorganized his company into Gasmotorenfabrik Deutz and he appointed Gottlieb Daimler as Factory Manager and Wilhelm Maybach as Chief Designer. Together they developed the Otto engine to its limit, with Otto's co-operation. Daimler and Maybach had met previously when both were working at Bruderhaus. In 1875 Daimler left Deutz, taking Maybach with him to set up a factory in Stuttgart to manufacture light, high-speed internal-combustion engines. Their first patent was granted in 1883. This was for an engine fuelled by petrol and with hot tube ignition which continued to be used until Robert Bosch's low-voltage ignition became available in 1897. Two years later he produced his first vehicle, a motor cycle with outriggers. They showed a motor car at the Paris exhibition in 1889, but French manufacturers were slow to come forward and no French company could be found to undertake manufacture. Eventually Panhard and Levassor established the Daimler engine in France. Daimler Motoren GmbH was started in 1895, but soon after Daimler and Maybach parted, having provided an engine for a boat on the River Neckar in 1887 and that for the Wolfert airship in 1888. Daimler was in sole charge of the company from 1895, but his health began to decline in 1899 and he died in 1900.

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1 car (automobile).

ir en coche to go by car; (montado) to drive (conduciendo)

viajar en coche to travel by car

coche de alquiler hire car

coche antiguo vintage car; (de antes de 1930) classic car (más moderno)

coche automático automatic

coche bomba car bomb

coche de bomberos fire engine, fire truck (United States)

coche de carreras racing car

coche celular police van

coches de choque Dodgems®, bumper cars

coche deportivo sports car

coche de empresa company car

coche de época vintage car; (de antes de 1930) classic car (más moderno)

coche familiar estate car

coche fúnebre hearse

coche de ocasión used car

coche patrulla patrol car

coche de policía police car

coche usado o de segunda mano used car

2 carriage.

3 pram (British), baby carriage (United States) (for child).

4 coach (of train).

coche cama sleeping car, sleeper

coche restaurante restaurant o dining car

* * *

► nombre masculino

1 (automóvil) car, automobile, motorcar

■ fuimos en coche we went by car

2 (de tren, de caballos) carriage, coach

3 (de niño) pram, US baby carriage

\

coche bomba car bomb

coche cama sleeping car

coche de alquiler hired car, US rented car

coche de bomberos fire engine

coche de carreras racing car

coche de época vintage car

coche deportivo sports car

coche familiar estate (car), US station wagon

coche fúnebre hearse

coches de choque dodgems, bumper cars

* * *

* * *

1) (=automóvil) car, automobile (EEUU)

- en el coche de San Fernando

2) (Ferro) coach, car ( esp EEUU), carriage

3) [de bebé] pram, baby carriage (EEUU)

4) Méx (=taxi) taxi, cab

SM CAm, Méx (=animal) pig, hog ( esp EEUU); (=carne) pork

* * *

1) (Auto) car, auto (AmE), automobile (AmE)

- coche bomba

- coche celular

- coche de bomberos

- coche de carreras

- coche de choque

- coche de línea

- coche fúnebre or mortuorio

- coche patrulla

2)

a) (Ferr) car (AmE), carriage (BrE)

b) ( de bebé) baby carriage (AmE), pram (BrE); ( en forma de sillita) stroller (AmE), pushchair (BrE)

c) ( carruaje) coach, carriage

•

- coche cama or dormitorio

- coche de caballos

- coche restaurante

* * *

= automobile, car, motor vehicle.

Ex. It was a dozen years later that the first central electric power station was built; a decade was to pass before the automobile was invented, and nearly three decades before the first airplane flew.

Ex. Benchmarks are the times taken to carry out a set of standard operations and they are comparable to the government fuel consumption figures for cars.

Ex. This paper considers the lawsuit brought against a police officer in the Kent Constabulary, UK, who worked in his spare time for a debt collection agency and used the Police National Computer to retrieve information concerning the owner of a motor vehicle.

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* accidente de coche = car accident.

* accidente mortal de coche = fatal car accident.

* alarma de coche = car alarm.

* alquiler de coches = car rental, car hire.

* arrebatar el coche = carjack.

* carrera de coches improvisados sin motor = soapbox derby race, soapbox derby.

* cementerio de coches = junkyard, scrapyard.

* coche alquilado = self-drive car.

* coche blindado = armoured car, armoured car.

* coche bomba = car bomb.

* coche bomba suicida = suicide car bomb.

* coche cama = sleeping car.

* coche de bomberos = fire engine, fire truck.

* coche de caballos = horse and buggy, buggy, victoria.

* coche de carreras = competition car.

* coche de cinco puertas = hatchback.

* coche de competición = competition car.

* coche de época = vintage car.

* coche de juguete = toy car.

* coche de ocasión = used car, second-hand car.

* coche deportivo = sports car.

* coche de segunda mano = used car, second-hand car.

* coche familiar = family car.

* coche fúnebre = hearse.

* coche mortuorio = hearse.

* coche sin caballos = horseless carriage automobile, horseless carriage.

* coche usado = used car, second-hand car.

* coche viejo = lemon, jalopy.

* compartir el viaje en coche = car-pool [carpool].

* concesionario de coches = car dealer, auto dealer.

* cuidados del coche = car maintenance.

* dándose una vuelta en coche = out for a spin.

* dar una vuelta en coche = go out for + a drive.

* dar un paseo en coche = go out for + a drive.

* de paseo en coche = out for a spin.

* en coche = drive.

* entrada para coches = driveway.

* entretenimiento del coche = car maintenance.

* fabricante de coches = automaker, carmaker.

* familia con dos coches = two-car family.

* gato del coche = car jack.

* ir a un Lugar en coche = drive out to.

* lavado de coches = car wash.

* lavar el coche = wash + car.

* línea de montaje de coches = car assembly line.

* llave del coche = car key.

* mantenimiento del coche = car maintenance.

* matriculación de coches = motor vehicle registration, car registration.

* matrícula de coche = license plate, number plate.

* mecánico de coches = auto mechanic.

* negocio de venta de coches usados = used car business.

* persecución en coche a alta velocidad = high-speed chase.

* picnic alrededor del maletero del coche = tailgate party.

* porche para guardar el coche = car port.

* préstamo para compra de coche = car loan.

* repuesto de coche = autopart.

* salir a dar una vuelta en coche = go out for + a drive.

* salir a pasear en coche = go out for + a drive.

* salir de paseo en coche = go out for + a drive.

* seguro de coche = car insurance.

* seguro de coche sin determinación de culpabilidad = no-fault auto insurance.

* solicitar los servicios de una prostituta desde el coche = kerb-crawling [curb-crawling, -USA].

* transbordador de coches = car ferry.

* vendedor de coches de ocasión = second-hand car dealer, used-car dealer.

* vendedor de coches de segunda mano = used-car dealer, second-hand car dealer.

* vendedor de coches usados = used-car dealer, second-hand car dealer.

* venta de coches = car sales.

* viaje en coche compartido = car-pool [carpool].

* * *

1) (Auto) car, auto (AmE), automobile (AmE)

- coche bomba

- coche celular

- coche de bomberos

- coche de carreras

- coche de choque

- coche de línea

- coche fúnebre or mortuorio

- coche patrulla

2)

a) (Ferr) car (AmE), carriage (BrE)

b) ( de bebé) baby carriage (AmE), pram (BrE); ( en forma de sillita) stroller (AmE), pushchair (BrE)

c) ( carruaje) coach, carriage

•

- coche cama or dormitorio

- coche de caballos

- coche restaurante

* * *

* * *

A ( Auto) car, auto ( AmE), automobile ( AmE)

nos llevó en coche a la estación he drove us to the station, he took us to the station in the car

coches usados or de segunda mano or de ocasión used o ( BrE) secondhand cars

en el coche de San Fernando on Shanks's mare ( AmE) o pony ( BrE)

veteran o vintage car

car bomb

( Esp) bubble car

patrol wagon ( AmE), police van ( BrE)

fire truck ( AmE), fire engine ( BrE)

( RPl) racing car

racing car

bumper car, Dodgem® car ( BrE)

courtesy car

veteran o vintage car

toy car

company car

long-distance bus ( AmE), coach ( BrE)

sports car

broom o sag wagon

( Esp) station wagon ( AmE), estate car ( BrE)

hearse

( Esp) unmarked police car

hearse

patrol car, police car

radio patrol car

(en Esp) police car, patrol car

1 ( Ferr) car ( AmE), carriage ( BrE), coach ( BrE)

2 (de bebé) baby carriage ( AmE), pram ( BrE); (en forma de sillita) stroller ( AmE), pushchair ( BrE)

3 (carruaje) coach, carriage

sleeper, sleeping car

coche restaurante

mail car

carriage

(CS) sleeper, sleeping car

dining car, restaurant car ( BrE)

* * *

a) (Auto) car, auto (AmE), automobile (AmE);

◊ nos llevó en coche a la estación he drove us to the station;

b) (Ferr) car (AmE), carriage (BrE);

c) ( de bebé) baby carriage (AmE), pram (BrE);

d) ( carruaje) coach, carriage;

◊ coche de caballos carriage

* * *

coche nm

1. [automóvil] car, US automobile;

ir en coche [montado] to go by car;

no me gusta ir en coche al centro I prefer not to drive into town;

viajar en coche to travel by car;

ir en el coche de San Fernando to go on o by Shanks's Br pony o US mare

coche antiguo [de antes de 1930] vintage car;

coche automático automatic;

coche bomba car bomb;

coche de bomberos fire engine, US fire truck;

coche de carreras racing car;

coche celular police van;

coches de choque bumper cars, Br Dodgems®;

coche deportivo sports car;

coche eléctrico electric car;

coche de empresa company car;

coche de época [de antes de 1930] vintage car;

coche escoba [en carrera] sweeper van;

coche familiar Br estate car, US station wagon;

coche fúnebre hearse;

coche grúa Br breakdown truck, US tow truck;

coche patrulla patrol car;

coche de policía police car

2. [autobús] bus

3. [de caballos] carriage

4. [de niño] Br pram, US baby carriage

5. [de tren] coach, Br carriage, US car

coche restaurante restaurant o dining car

* * *

1 car

2 Méx ( taxi) cab, taxi

3 FERR car, Br

carriage

* * *

coche nm

1) : car, automobile

2) : coach, carriage

coche cama : sleeping car

coche fúnebre : hearse

* * *

coche n

1. (en general) car

2. (vagón) carriage

coche de línea coach [pl. coaches]

SUBJECT AREA: Ports and shipping

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Symington was the son of the Superintendent of the Mines Company in Lanarkshire, and attended the local school. When he was 22 years old he was sent by Gilbert Meason, Manager of the Wanlockhead mines, to Edinburgh University. In 1779 he was working on the assembly of a Watt engine as an apprentice to his brother, George, and in 1786 he started experiments to modify a Watt engine in order to avoid infringing the separate condenser patent. He sought a patent for his alternative, which was paid for by Meason. He constructed a model steam road carriage which was completed in 1786; it was shown in Edinburgh by Meason, attracting interest but inadequate financial support. It had a horizontal cylinder and was non-condensing. No full-sized engine was ever built but the model secured the interest of Patrick Miller, an Edinburgh banker, who ordered an engine from Symington to drive an experimental boat, 25 ft (7.6 m) long with a dual hull, which performed satisfactorily on Dalswinton Loch in 1788. In the following year Miller ordered a larger engine for a bigger boat which was tried on the Forth \& Clyde Canal in December 1789, the component parts having been made by the Carron Company. The engine worked perfectly but had the effect of breaking the paddle wheels. These were repaired and further trials were successful but Miller lost interest and his experiments lapsed. Symington devoted himself thereafter to building stationary engines. He built other engines for mine pumping at Sanquhar and Leadhills before going further afield. In all, he built over thirty engines, about half of them being rotary. In 1800–1 he designed the engine for a boat for Lord Dundas, the Charlotte Dundas; this was apparently the first boat of that name and sailed on both the Forth and Clyde rivers. A second Charlotte Dundas with a horizontal cylinder was to follow and first sailed in January 1803 for the Forth \& Clyde Canal Company. The speed of the boat was only 2 mph (3 km/h) and much was made by its detractors of the damage said to be caused to the canal banks by its wash. Lord Dundas declined to authorize payment of outstanding accounts; Symington received little reward for his efforts. He died in the house of his son-in-law, Dr Robert Bowie, in Wapping, amidst heated controversy about the true inventor of steam navigation.

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