The concept of mean cycle temperature has been used, by Seale and TayIor (1) §, to calculate heat transfer in pistons and liners of internal combustion engines. However, this technique cannot be used for exhaust valves because the valve temperature exceeds the gas mean cycle temperature. In this work it is shown that a 'mean temperature', based solely upon radiation considerations, yields a simple method for assessing the maximum temperature of exhaust valves and that the results obtained from engine tests are in close agreement with those predicted. The engine used in the investigation was a Mirrlees Blackstone K Major four-stroke diesel engine of 380 mm bore, operating with a b.m.e.p. of 1660 kN/m2 at 600 rev/min. engines', Proc. Instn mech Engrs 1970-71 185 (Part l), ANNAND, W. J. D. and MA, T. H. 'Instantaneous heat transfer rates to the cylinder head surface of a small compressionignition engine', Proc. Instn mech. Engrs 1970-71 185 (Part

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Stresses in cylinder heads, gas loading, thermal loading, and tightening are dealt with in this paper.The rigidity of heads, internal ribs, valve apertures, gas passages, and water passages are also referred to, as are different types of heads, e.g. two-and three-deck heads, heads with two or four valves, and heads without valves.The effect on the design of heads of the cooling water route, connections, gaskets, and joints is also dealt with and some mention of materials, casting techniques, and coring of intricate passages is made.

This paper describes the application of turbocharging to the loop scavenge diesel engine. The first part is concerned with the important effects on the practicability of the cycle of the turbocharger efficiency, scavenge air pressure and temperature, exhaust pressure and temperature, and the pulses in the exhaust, the allowable maximum pressure in the cylinders, the pressure drop across them in relation to the air flow and the air utilization of the engine. It then goes on to a discussion of the way in which these many factors may be arranged to result in a practical engine of high efficiency and utmost reliability. Reasons are given for preferring, in the present state of knowledge, to retain the crankshaft-driven scavenge pump and the merits of series and parallel arrangements are discussed together with the possibilities of cooling during the compression stages. The application of these considerations to the development of a range of engines is described. Results of tests on the berth and in service are given together with some details of the mechanical design and construction.