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PLUG VALVE MANUFACTURER. ELECTROHYDRAULIC SERVO VALVE. RAIN JET SPRINKLER VALVE Plug Valve Manufacturer
1924 Hispano Suiza H6C Tulipwood front 2 In 1898 a Spanish artillery captain, Emilio de la Cuadra, started electric automobile production in Barcelona under the name of La Cuadra. In Paris, De la Cuadra met the talented Swiss engineer Marc Birkigt (lived 1878–1953) and hired him to work for the company in Spain. La Cuadra built their first gas-powered engines from Birkigt designs. At some point in 1902, the ownership changed hands to J. Castro and became Fábrica Hispano-Suiza de Automóviles (Spanish-Swiss Car Factory) but this company went bankrupt in December 1903. Yet another restructuring took place in 1904, creating La Hispano-Suiza Fábrica de Automóviles also under Castro' s direction. Four new engines were introduced in the next year and a half. 3.8 litre and 7.4 litre four-cylinder and a pair of big six-cylinder engines were produced. This company managed to avoid bankruptcy and in Spain remained in operation, as a car, truck and aviation engine producer, with its main plant located in Barcelona, until 1946. They mass-produced cars, trucks and buses and a number of hand-built racing and luxury cars, some owned by King Alfonso XIII of Spain. By this time in the early twentieth France was proving to be a much larger market for their luxury cars than Spain. In 1911 a new factory, known as Hispano France, was set up in the Paris suburb of Levallois-Perret. In 1914, they moved to larger factories at Bois-Colombes and took the name Hispano-Suiza. At the first motor show after the end of the First World War, the 1919 Paris Auto Salon, Marc Birkigt launched a new luxury model, the H6. For many years the six cylinder Hispano Suiza's refinement and built quality remained unmatched.In the War, Hispano Suiza had supplied over 50,000 V12 fighter plane engines. For his new top of the line model, Birkigt first intended to use a version of the well proven V12. After some tests he concluded that one bank of a V12 would be more than sufficient to propel the new car. The 'six' displaced just over 6.5 litres and featured a single overhead camshaft. Each 35 lb crankshaft was machined from a 600 lb billet, resulting in a very rigid crankshaft. This was typical for Birkigt's 'no cost spared' perfectionism. After World War I Hispano-Suiza returned to automobile engine design and, in 1919, introduced the H6, earning them a reputation even greater than that of Rolls-Royce in England. Indeed, Rolls-Royce featured many Hispano-Suiza patented features, under licence. Most notably, Rolls-Royce used for many years the famed Hispano-Suiza power brakes, reputedly the best in the world, which used the torque generated by a drum brake mounted on the transmission shaft to power those on the wheels. For the block and head aluminium was used, to keep the weight of the engine down. In the block a six separate steel sleeves formed the cylinders. Ignition was through two coils, with two plugs per cylinder, one on each side of the engine. The overhead camshaft was shaft driven and operated the valves, which were set vertical in the block. This was unconventional setup, which could result in tremendous damage, if a valve dropped in the cylinder. Birkigt was confident in using it, as the valves had never failed on the V12 airplane engines.Finished in black enamel and polished aluminium, the engine was mounted in a conventional ladder frame. It was suspended by a live axle and semi-elliptic leaf springs all-round. The four drum brakes were power assisted by a patented 'servobrake' system. The ingenious system used the car's momentum to slow it down. The brake assistance system took the power from the gearbox, which drove a shaft at 1/64 the speed of the engine. If all else failed, the rear brakes could be activated using a hand lever.Built in Paris and later in the Czech Republic as well, the H6 offered luxury, speed and refinement. Many of Hispano Suiza's European competitors like Rolls Royce, Bentley and Isotta Fraschini offered one or two of these ingredients, but not until the late 1920s did another manufacturer come up to par with the H6. This complete package did not come cheaply and for a while the H6 was the most expensive European car available. In 1922 the slightly more powerful H6B replaced the H6 and in 1924 the 8-litre H6C was added to the line-up.Hispano Suiza delivered the H6 as a rolling chassis for coach builders to body. To match the car's remarkable abilities, only the finest coach builders were commissioned to design and fit bodies on the H6 chassis. A vast majority of the chassis were fitted luxurious coachwork. The featured example is one of the most famous exceptions. Built to the order of one of of Hispano Suiza's biggest clients, Andre Dubonnet, the unique coachwork was built by Nieuport, a French aviation company.Dubonnet, the heir to an aperitif and cognac fortune, was an accomplished pilot and racing driver and needed a new car for the 1924 edition of the Targa Florio. He understood that weight and wind resistance were his biggest adversaries, which is why 1925 McFarlan Town Car (Used Photoshop and Capture NX2) Some of the early automakers transitioned from, or could trace their roots to, making horse-drawn carriages to making automobiles ~ some of which could be hitched to horses, if the engine failed. One of the earliest American automakers was McFarlan, which dates back to 1856. That's when J.B. McFarlan founded his carriage-building company in Connersville, Ind. "His grandson, Henry McFarlan, established the McFarlan Motor Corp. in 1910 and produced an estimated 25 cars during the first year," according to the Reno-based National Automobile Museum. "Production built up slowly with 35 cars being produced in 1911 and 40 cars in 1912. "Early in the 1920s, McFarlan began building sedan bodies for the Auburn Motor Car Co. and soon this became the firm's most important activity." In 1921, McFarlan introduced the twin-valve six. "Despite its high price, 1922 was the company's best year ever," the museum notes, "selling 235 cars. "In 1924, the company introduced the single-valve six and in 1926 the eight-in-line series." Even today, the grand design of a McFarlan car is unmistakable. "The McFarlan car's appearance was solid, dignified and regal," the museum says, "having extremely luxurious interiors and very large windows. "It is likely that McFarlan passengers wished not only to see, but to be seen! There were pillows, a hassock, arm rests, a smoking set and, in the roadster, a separate golf-bag compartment." Owners had their choice of colors, too. "Wide color choices were available both in the upholstery and in the car colors," according to the museum. "The twin-valve six T-head engine was designed with four valves ~ two intake, two exhaust ~ and three spark plugs per cylinder. "McFarlan cars were considered the hallmark of distinction and quality and were owned by bankers, businessmen and diplomats." In 1926, the museum said McFarlan became ill, which drained the company of its "dynamic leadership." "The company was declared bankrupt in 1928 and the McFarlan assets were purchased by E.L. Cord." Cord seemed to have a knack for buying up the assets of manufacturers on the ropes. 1925 McFarlan Model:Twin-valve six, 154 Town Car Manufacturer:McFarlan Motor Corp., Connersville, Ind. Engine:T-head, six cylinder, 120 hp Bore:4 1/2" Stroke:6" Displacement:572.6 cubic inches Similar posts: rotork valve actuators hydraulic solenoid valve manufacturers hayward butterfly valve servo valve basics temperature relief valve bellows spring safety valve 3 angle valve grind |