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Split-single engine
The split-single is a type of two-stroke internal combustion engine where two cylinders share a single combustion chamber.
The first production split-single engine was built in 1918, and the design was used on several motorcycles and cars until the mid-1950s, with Puch continuing with the design until 1970. During this time, the design was occasionally used for engines with four or more cylinders.[clarify][citation needed]
The split-single uses a two-stroke cycle (i.e. where every downward stroke produces power) with the following phases:
The advantage of the split-single engine compared to a conventional two-stroke engine is that the split-single can give better exhaust scavenging while minimizing the loss of fresh fuel/air charge through the exhaust port. As a consequence, a split-single engine can deliver better economy, and may run better at small throttle openings. A disadvantage of the split-single is that, for only a marginal improvement over a single-cylinder engine, a split-single engine is larger, heavier and more expensive.[clarify] Since a manufacturer could produce a conventional two-cylinder engine at similar cost to a split-single engine, a two-cylinder engine is usually a more space- and cost-effective design. Most split-single engines used a single combustion chamber (spanning both cylinders), with larger engines (such as with four-cylinders) continuing to share one combustion chamber per cylinder pair.
Initial designs of split-single engines from 1905 to 1939 used a single Y-shaped or V-shaped connecting rod. Externally, these engines appeared very similar to a conventional single-cylinder two-stroke engine, with one exhaust, one carburetor in the usual place behind the cylinders, and one spark plug. The Puch GS 350 of 1938 and the Triumph BD 250 of 1939 used a conventional single rod per piston.
After World War II, more sophisticated internal mechanisms improved mechanical reliability and led to the carburetor being placed in front of the barrel, tucked under and to the side of the exhaust. An example of this arrangement was used on the 1953-1969 Puch 250 SGS.
Early engines using a "side-by-side" layout (with the carburetor in the "normal" place behind the cylinder) had similar lubrication and pollution problems to conventional two-stroke engines of the era,[citation needed] however the revised designs after World War II addressed these problems.[citation needed]
The first split-single engine was the Lucas, built in the UK in 1905.[citation needed] It used 2 separate crankshafts connected by gears to drive 2 separate pistons, so that the engine had perfect primary balance.
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Split-single engine
The split-single is a type of two-stroke internal combustion engine where two cylinders share a single combustion chamber.
The first production split-single engine was built in 1918, and the design was used on several motorcycles and cars until the mid-1950s, with Puch continuing with the design until 1970. During this time, the design was occasionally used for engines with four or more cylinders.[clarify][citation needed]
The split-single uses a two-stroke cycle (i.e. where every downward stroke produces power) with the following phases:
The advantage of the split-single engine compared to a conventional two-stroke engine is that the split-single can give better exhaust scavenging while minimizing the loss of fresh fuel/air charge through the exhaust port. As a consequence, a split-single engine can deliver better economy, and may run better at small throttle openings. A disadvantage of the split-single is that, for only a marginal improvement over a single-cylinder engine, a split-single engine is larger, heavier and more expensive.[clarify] Since a manufacturer could produce a conventional two-cylinder engine at similar cost to a split-single engine, a two-cylinder engine is usually a more space- and cost-effective design. Most split-single engines used a single combustion chamber (spanning both cylinders), with larger engines (such as with four-cylinders) continuing to share one combustion chamber per cylinder pair.
Initial designs of split-single engines from 1905 to 1939 used a single Y-shaped or V-shaped connecting rod. Externally, these engines appeared very similar to a conventional single-cylinder two-stroke engine, with one exhaust, one carburetor in the usual place behind the cylinders, and one spark plug. The Puch GS 350 of 1938 and the Triumph BD 250 of 1939 used a conventional single rod per piston.
After World War II, more sophisticated internal mechanisms improved mechanical reliability and led to the carburetor being placed in front of the barrel, tucked under and to the side of the exhaust. An example of this arrangement was used on the 1953-1969 Puch 250 SGS.
Early engines using a "side-by-side" layout (with the carburetor in the "normal" place behind the cylinder) had similar lubrication and pollution problems to conventional two-stroke engines of the era,[citation needed] however the revised designs after World War II addressed these problems.[citation needed]
The first split-single engine was the Lucas, built in the UK in 1905.[citation needed] It used 2 separate crankshafts connected by gears to drive 2 separate pistons, so that the engine had perfect primary balance.