![]() This is the reason that some believe the engine still broke its propeller gearboxes. Wolseley (Hispano-Suiza 180-degree) in 1918 built an engine with eight counterweights that counteracted the primary Shake but did nothing to rid the engine of the Horizontal Shake which occurs twice each revolution. Since the pistons in a 180-degree crank do not arrive at the top at the same time the engine has the secondary Shake but does not have the fore to aft shake due to the crank being symmetrical end for end. The counterweights ridding the engine of the fore to aft Shake (Moment) due to the antisymmetrical crank. Since engines at that time (1923) were slow turning they only used four counterweights as the 90-degree crankshaft has the Primary balanced by having a lower conrod and crank arm coming up (Or down) on the opposite bank at the same time as one is coming up (or down) or the other side. After using the 180-degree crank for about 9 years Cadillac developed the 90-degree crank to rid its engines of the Primary and Secondary Shake. Just why anyone would put them in a regular road car just flabbergasts me. All 180-degree crankshafts V-8s have a short life. The problem with this crankshaft is its grave tendency to SHAKE in both the Primary and Secondary. Both Cadillac and Hispano-Suiza copied it in its various forms in 1914. The 180-degree crankshaft for V-8s was developed by De Dion-Bouton in 1909 and is considered by many to be the first successful V-8 engine made. ![]()
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