“HAWK 40” A 6.

5~~ GLOW PLUG

ENGINE
by Australian reader G. Punter
Part I
T HEHAWK 40 has been developed over the past four
years and so far four engines have been made. Each
engine is slightly different from the others and takes
about 150 hours to make - this does not include the 28A
making of the dies for casting. The first engine took ‘\ /
over four hundred hours from designing to working
engine.
31
Specifications /
Engine Type - Overhead valve four stroke. 32
Bore - 7/8 in. Stroke - 1 l/16 in. Capacity - 6.5cc.
Weight - 15ozs with oil tank, 14ozs without.
Plug - Glow, any long reach without idle bar, (Could
be adapted to spark).
Oil - Castro1 M. Fuel - Shell ‘A’ Methanol.
Propellers - 10 x 4, 12 x 4.
Carburettor - From O.S. 15. 30

28B
4 - -

5 - -
9

I 2B 2B

138
/

15 10A
1' 11 IiA

1390 MODEL ENGINEER 21 NOVEMBER 1980

 View shwng back of
crankcase with Pouring
s p o u t Plate removed

The Author’s Hawk 40 engine

CRANKCASE
Crankcase M0Ul n.
The crankcase is a diecast light alloy part. It could Top plate removed
probably be made as a sand casting, but at the time I Piece ‘A’ lifts out at 45%
eng,ne bearers
wanted to experiment with this aspect of casting. The ‘8’remams aftwhed to
<pyn”g tube plate
die started of as a block of mild steel 4 in. x 4 in. x ,C, 15 a separate piece.
1 1/4 in. and the crankcase was machined out in the 0 15 attached to bock p,o,e

negative - plates were then bolted to the back, front mould to be removed from the finished casting. A
and top. These plates hold the mould together when pouring tube was made up and likewise split down the
casting takes place. The main block was then cut up middle to enable it also to be removed - this tube was
using a piercing saw, each cut enabling a part of the attached to the split plate which was bolted on to the

C E N T R E S A-B=qjB”

CRANKCASE BACK V I E W CRANKCASE : 1 off cast aluminium

MODEL ENGINEER21 NOVEMBER 1980 1391

back of the mould. Before casting, all rough edges The engine was designed so that the camshaft would
were removed and the inside of the mould polished. A run in small ballraces, but on later engines both plain
coating of black from a candle flame was then applied bearings and needle rollers have been used with
and the mould assembled - all holes and saw slits success. The early engines used the oil drain hole as a
being covered with metal strips to prevent the molten return to the oil tank but later engines have used a
metal from escaping. Before any metal was cast, I did modified backplate for the oil return and the oil drain
try a casting using candle wax as a material - this hole is now blocked off with a4 BA screw. This should
proved that the finished casting could be removed ensure that some oil will be retained in the crankcase.
from the mould! When machining has been completed some hand work
may be needed to blend the area between the upper
Another view of the completed Hawk 40. and lower crankcase to clear the connecting rod. The
ballrace used came from Mr Whiston and was of the
shouldered type. Plain bearings could be used but the
ballrace does help to reduce friction and also allows oil
to flow freely to the gear case. The gear case was also
diecast but could be made as a sand casting as an
alternative. The bearings are a press fit into the case.
There is a space left between the two bearings so that
oil may collect and act as a reserve supply to the shaft.
Crankshaft
I have used many methods of producing the crank-
shaft - all have been successful but some have taken
longer than others to produce. Methods used have
been: turned from solid including the crank pin (this
takes many hours). Turned shaft and disc and pressed
in pin was the second method used and lastly a
completely fabricated unit with shaft and disc silver
soldered together and the crank pin pressed in. Loctite
is used both on the press fits and on the end stop screw
thread - the latter have to be done on assembly. The
crank pin is heat treated after all machining has been
completed and before being pressed into the disc.
Continued

i0” INCL TAPER

1.0”
OIL HPLE CRANKSHAFT
*0625&a

ATCH CRANK
WEB.
END STOP CRANK PIN PRESS FIT CRANK 8 PIN

0 12
0
11

CRANKSHAFT : steel

MODEL ENGINEER 21 NOVEMBER 1980 1393

 “HAWK 40” A 6.5 cc GLOW PLUG ENGINE
SUITABLE FOR AERO OR MARINE USE
by Australian reader G. Punter
Part II From Page 1393
Piston Unit
Both the piston and connecting rod are made from
Dural. Check the width of the piston rings used before
cutting the slots. The gudgeon pin is made from silver
steel and is hardened and tempered and has bronze or 28A
Dural pads on each end. A small hole could be drilled /
in the end of one of the pads to allow the air to escape
when they are pressed in. Likewise oil holes could be
drilled in each end of the connecting rod.
31
/
Cylinder Head
This part is machined from Dural stock bar. Each 32
head on each engine has been slightly different. The
first engine used a down-draught intake port and brief
details of this are given on drawing No. 12. This type
of head, while being harder to make, does give a better
intake angle for the gas and does promote turbulence.
The head shown on drawing no. 6 works well but may 30
not have quite as many revs as that on drawing no. 12.
Various fin arrangements have been tried and all have
worked (photographs may show this). The underside
of the combustion chamber should have all sharp

MACHINE GROOVES TO SUIT PISTON RINGS

AO625”

yx25u
Both ends of
co”. rod could
be bushed in
w h i c h ,cose
o p e n llttle e n d

6
/ out to .25’0 big
.1675’b end to .312$
m a k e sutoble
bushes

PISTON DURAL

I
8 G U D G E O N P I N : S/S 9 PAD: BRONZE or DURAL
__
7 “ff
P I S T O N U N I T (X2)

1510 MODEL ENGINEER 19 DECEMBER 1980

 .255’

2BA
---1 OIL PIPE
MAIN BEARINGS I

0
I
Bronze
I 2A
I
I A
I
I i-C
I

.500”FROM ‘8’
SECTION C-C

2 HOLES’
2BA FOR OIL .468wPC Rod.
PIPE A L L H O L E S 6BA C L E A R
GEARCASE : loff aluminium
(X2)

edges removed - I use a Dremel tool for this and find The valve guides are made from cast iron and are
that it is just the job. The exhaust port may be of two screwed into the cylinder head using a 3/8 in. x 40T
sizes depending on the type of exhaust pipe fitting thread. The valves are made from silver steel and use a
used, these are given on drawing nos. 8 and 8B. small spring collet to retain the valve spring collar.

/ x DRILL 8 TAP
FINS E SPACES xx40

REl.IEVE S I D E OF HEAD

CYLINDER HEAD: loff aluminium

(X2)

MODEL ENGINEER 19 DECEMBER 1980 1511

 F FINS AND SPACE
-0625 T- EQUAL SIZE.
.12

i-0
1.125

PRESS FIT LINER INTO BARREL 5 CYLINDER BARREL DURAL

1.75"

TWO HOLES&125
CYLINDER LINER
CAST IRON
QUARTER SECTIoNS ON CENTRE LINES ’ -663
C Y L I N D E R U N I T : c.i. a l u m i n i u m (X21

Cylinder Barrel and Liner

The cylinder barrel is made from Dural stock bar. already well protected). The cylinder liner is machined
The fins could be made thinner and more of them but from cast iron and is made a press fit into the cylinder
care will be needed. On some engines I have opened barrel. I lap the cylinder liners with a copper lap and
out the push rod holes to 3/ 16 in. dia. and inserted feel that this is a very essential part of the procedure.
short aluminium tubes - this looks good and it does Note: A 3/4 in. dia. bore gives an optional capacity of
offer protection for the rods (mind you they are see. To be continued

Ed @
VALVE SPRING

VALVE GUIDE/ SEAT VALVE COLLAR

C a s t Iron Dural

V A L V E U N I T (X2)

1512 MODEL ENGINEER 19 DECEMBER 1980

 “HAWK 40”
A 6.5 cc GLOW PLUG ENGINE
Suitable for Aero
or Marine Use
by Australian reader G. Punter

Part III (Conclusion)

Rocker Unit
The rocker shaft is made from silver steel and is heat
treated. The ends have a 5BA thread cut on them for
rocker retaining screws - these could be replaced by
circlips of a suitable size (if you can find any!) The cam
followers are also of silver steel and are left hard. The
recess in the end is for the push rod to fit in and is made
by centre drilling and then counter-sinking the hole.
The rockers are made of mild steel and are fabricated.
The end in contact with the valve stem is case hardened
and the tappet end is silver soldered on - care will be
needed when heat treating to prevent the soldered end
from becoming too hot (shield this end). The rocker
bearing is a tight press fit into the rocker. Make the
tappet locknuts from 8BA nuts tapped 6BA. The push
rods are from piano wire of 16 or 17 s.w.g.
Cam Unit
The camshaft is the “lung” of an engine and con- Drawing No. 1
trols the breathing. The shaft blank is made from

R O C K E R S H A F T : et stl. pushrod.
s

Make tappet locknuts

024A ROCKER POST: steel

f r o m t3 BA nuts topped 6BA

a p p o x 1.875”

028B PUSH ROD

.,
ROCKER BEARING: bronze

ROCKER UNIT
Drawing No. 9

96 MODEL ENGINEER 16 JANUARY 1961

 4%
Ex. In. -25”

Front Back
CAMSHAFT BLANK CAMSHAFT BEARINGS
031

029
G E A R S 4 0 D.l?
1 - 25T
1 - SOT

S.H MUFFET
Tunbridge Wells -

CAM UNIT : steel Drawing No. 10

silver steel and is heat treated after it has been shaped. Ltd and are lightened as shown. The large gear is a
The cam shapes shown are the ones I have used - but press fit onto the camshaft (use Loctite) and use either
others could be tried. To produce the cam shape I have an 8BA grub screw or a roll pin as a key. Assemble the
made a cam grinding jig which utilises an old food gear on the shaft and drill the hole so that half the hole
mixer motor (3 speed type - again with Whistons!) is in the shaft and half in the gear - thus forming a
but they could be made by the methods explained in type of key. The small gear is located with a keyway
other articles on the subject (Some background and Woodruff key. Note that the back bearing is
reading may be needed here). There is sufficient room blind.
in the crankcase to take plain, needle roller or small Exhaust Pipe and Intake Stub
ball races on the camshaft, but check sizes before The exhaust. pipe is made from thin brass tube and is
machining. The gears used came from S. H. Muffet bent to the shape shown. (Use drv sand packed in tight
I

PROP WASHER
durol PROP DRIVER
duroi

EXHAUST PIPE: full size

INTAKE STUB: dural

Drawing No; 8
M O D E L E N G I N E E R IGJANUARY 1981 97
 DRILL & TAP PORT -375’~ 40 ME.
-375”DEEP
I

cl
z -- I -\

t’ \
:
25% 0
‘\_ ,’

q
FLANGE s/solder to pipe
4 holes 8BA ’ ‘drill &top
clear M5dPc.d. ZBA

013A

RETAINING NUT

ALTERNATIVE EXHAUST FITTING

ENGINE BREATHER/ OIL RETURN PIPE

BACKPLATE MOD : dural Drawing No. 8b

to prevent distortion, and work in the flame).. If a sight glass and make the top from Dural bar.
thread is to be used as shown in part no. 18, make this The water cooling unit, for boat applications, is
part separate and silver solder onto the main pipe. shown on drawing no. 12 and is a press fit over the
Part 19 is an exhaust pipe steady and bolts onto the cylinder liner. All pipes are silver soldered in - all
gear case front. The intake stub is made from Dural parts being made of brass. A suitable flywheel could
and is machined to take an 0.S.15 carburettor - the be made to replace the prop. driver.
other end screws into the cylinder head with the fibre Gaskets used have been of the silicon jelly type and
spacer in between to reduce heat transfer. Use Loctite have been successful in operation.
on assembly and the O.S. carburettor screws supplied. The backplate has been modified and is shown on
General Notes drawing no. 8B. It now includes the oil return breather
Fabricate the oil tank from thin brass sheet - note and has therefore been thickened locally to take the
that the return pipe points up. Use fuel tube for the 2BA threaded pipe.

CYLINDER HEAD WITH 35’DOWN DRAUGHT

m PUSH ROD AND INLET PORT
WATER PIPES
C Y L I N D E R HE4D MK2
See notes
Valve guides and seats will need to
be modified for this type of cylinder
head

NOTE - Glow Plugs are normally

% in. x 32 t.p.i. and Cylinder Head
should be tapped to suit plug avail-
able - see p. 1151.
ALL TUBES SILVER SOLDERED INTO BRASS BARREL

WATERCOOLED CYLINDER BARREL Drawing No. 12

98 MODEL ENGINEER 16 JANUARY 1981