|Engine Type||Bore||Stroke||Horsepower||Injection||Dry Weight||Length||Width|
|1HR||4¼ ins||8 ins||5.5 bhp||Direct||784 lbs||48 ins||43 ins|
|1XHR||5 ins||9½ ins||8 bhp||Direct||1120 lbs||53 ins||46 ins|
|1YHR||5.625 ins||10½||10 bhp||Direct||1400 lbs||60.50 ins||51 ins|
|1ZHR||5.625 ins||10½||11 bhp||Direct||1400 lbs||60.50 ins||51 ins|
The range went on up to the 10HR which was a big engine, developing 78bhp at 260rpm from 13¼ ins bore and 22½ ins stroke. This was a single cylinder engine, the multi-cylinder versions went up to 295 bhp at 275 rpm (9XHRF) with a bore of 12½ ins and stroke of 22 ins.
The following pictures are those taken by Arnie Fero on his visit to us last year, and we have added a few words of explanation to each shot.
This is the engine block, sitting outside the house, having just been uncovered so Arnie could take a look and a few pic's. Obviously visible items are the large bearings for the crankshaft, the mechanical lubricator pump (centre top) the injection pump (L/H) the camshaft with pushrod for the inlet valve and the exhaust rocker below with the exhaust valve itself out of sight underneath the head. The sideshaft bevel gears can just be seen at the RH side of the shaft, and the governor housing is just left of centre and adjacent to the injection pump. The handle below the pump is for priming the engine by operating the injection system manually, the pump can also be locked in the up position, shutting off the fuel to the engine. The odd shaped tap assembly on the extreme left is the adaptor for the Indicator.
Close-up of the injection pump and governor. The priming handle can be seen more clearly, the small drain tap is for draining the lubricating oil from the pump cam chamber. The lubricator cam can be seen at the right, and the exhaust valve and hand lever for use as a decompressor can be seen more clearly here. Oil caps for the various bearings are everywhere! The governor bob weights are hidden inside the housing to the right of the injection pump.
Close-up of the cylinder head, injector and the tap for the Indicator. The water cooling connection can just be seen off to the left, and there is no leak-off pipe fitted on the threaded end of the injector in the foreground. The hexagon headed nut underneath the tap is for the starting wick.
A top/long view, showing the big-end and the reservoir cap for oiling before starting the engine, sideshaft bevel gear, governor weight (just!) and the two swinging flaps behind each main bearing housings which allow excess oil to run out. The small hole in the end of the block just above the floor is for the drain pipe. The three mounting holes for the engine are all visible in this shot.
The crankshaft, showing the two ring oilers, the eccentric for the indicator drive and the balance weights. The engine in the background is a Cub flat twin diesel coupled to a 5kva alternator, one of three that we have.
The engine plate. The Class of HR engines has many models, most being too heavy for the average enthusiast. The 2HR is probably the largest that is practical for rallying.
There are more pictures coming, so watch this space!!