New Way Stationary Engines

Aim - To serve and support the New Way Stationary Engine restoration community.
There was a New Way Stationary Motor inclined to Hit and Miss. It was designed that way but intermittently it would missfire and this in the confines of the beekeepers shed fired my imagination, grabbing my senses. I just loved the sound of the New Way 3.5Hp working - likely fuelled by a too rich mixture.
With each missfire came the tell tale puff of blue smoke and via the old sawbench, the beekeeping manufacturing business was underway, alive and well. Alf was in his element. Romance, nah, hard work but Hoots the New Way went a long way in firing the imagination of times past running in the present. The present, after all, that's where life is, it's not in the past, but romancing the past, that's the present if you're living it.
The priveledge of life. Present and past is now!!! - alive.

Ye Olde Sawbench & New Way Motor kept company by Howard Rotary Hoes

Thursday, September 9, 2010

A NEW WAY Hit and Miss Engine - How it works

My very considered opinion on the operation and workings of the New Way Hit Miss Engine.
NOTE:- Understanding this is important for tuning your engine.
  • 1st - Manual labour - A crank at the crank. Hand hard pressed on the intake valve spring - revs OK. Hand off, you wait for that first choof!! Keep cranking!!
  • First the engine takes a gulp of fresh air (hopefully without dust from the sawbench or corn thresher)
  • The air passes into the mixer (dinosaur carburettor) past a single jet or if you are into the inovative model you may also find a fuel needle involved. (What complexity the ultimate in ensuring the correct fuel mix.)
  • Then you may ask how does this fuel/air mixture get into the cylinder? Well, of course it uses the New Way Automatic Intake Valve. How does this work? Well it's complexity and simplicity all wrapped together.
  • The piston goes down and this of course sucks hard and the only thing that can move is the spring loaded intake valve. Of course this needs to be timed in accordance with your motors compression/wear. Intake Valve Timing - well you just adjust the spring tension so the valve opens to let in the correct amount of the mixture. Less compression? Of course you are right - you need less tension on the intake spring.
  • So the gulp of fresh air is mixed and makes it into the cylinder and gets compressed. Lo and behold along comes a spark around the time the piston reached the top of the cylinder (TDC). To get this spark New Way Motor Company either used Low Tension Battery/Magneto with a coil or on the high faluting versions a High Tension Magneto. Timing of this HT magneto spark is fixed with a chain or gears - regular and reliable as clockwork.
  • Your timing's right? So the mixture explodes, the New Way shudders, the flywheel evens out the pulse of POWER and the engine starts to spin up toward its governed revs. A few more gulps, more sparks and next thing we are at governed revs. Mechanical genius and technology to the rescue - we have got to stop this thing.
  • Flywheel spinning, beware! Fingers away, its govenor weights let loose, centrifically thrown, a lever actuates and slams into the path of the exhaust valve. The MISS.
  • Exhaust Valve held open - no piston suction on the intake valve - spring holds intake closed. No fuel, no gulp of mixture, no power and the New way starts to slow toward governed speed. (be warned though, if your intake spring is set to light and fuel makes it's way in then backfire may be the order of the day - your neighbors may not be in the mood for a wake!!)
  • Flywheel slows, governor weights return, exhaust lever restores and the exhaust valve closes - POWER is returning to the awakening giant of the New Way, it's The HIT bursting into life.
  • The cycle of New Way life - and so, as the New Way Motor Company says, it Goes and Goes Right.
  • New Way - would you have it any other way!!
  • Understand? NO! Simply read it again - there is no other New Way - it just Goes and Goes Right.
  • POINT of NOTE:- Timing can be tricky around here with up to four cogs. The crank cog is timed to the exhaust valve cog's cam so as to open when the piston is ready to evacuate the cylinder. (around 2/3 down before BDC) With the exhaust valve timing set, if yours is a HT magneto then you may have 2 more cogs called on then to time that spark to fire a few degrees before TDC. Timing! Timing! It's all timing! Like the ballet, your mechanical sequences must be precisely ordered and timed.

    Further Questions: Email me at

No comments:

Post a Comment