vention
consisted in eliminating the highly complicated compressor and in
injecting directly such a highly diffused fuel spray so that a quick
first ignition could be depended upon. By means of rotating the air
column around the cylinder axis, fresh air was constantly led along the
fuel spray to achieve completely sootless burning-up.... In 1930 I sold
my U.S.A. patents to Packard."[14]

Valve Ports: The inlet port (which was also the exhaust port) was
arranged tangentially to the cylinder. This design imparted a very rapid
whirling motion to the incoming air, thereby aiding the combustion
process. Engine efficiency and rpm were both increased.

Fuel Injector Pumps: A combination fuel pump and nozzle was provided for
each cylinder in contrast to the usual system of having a multiple pump
unit remotely placed with regard to the nozzles. The former system was
adopted after frequent fuel-line failures were experienced due to the
engine's vibration. Woolson stated that his system prevented pressure
waves, which interfered with the correct timing of the fuel injection,
from forming in the tubing. Leigh M. Griffith, vice president of Emsco
Aero, writing in the September 1930, _S.A.E. Journal_ stated: "Regarding
the superiority claim for the simple combination of fuel pump and
injection valve into one unit, without connecting piping, the author
entirely overlooks the fact that the elasticity of a pipe and its
contained fuel can be important aids in securing that extremely abrupt
beginning and ending of injection which is so desirable."

[Illustration: Figure 29.--Fuel-injector disassembly. U.S. Navy test,
1931. (Smithsonian photo A48323C.)]

A major advantage obtained from combining the fuel pump and injection
valve is the ability of an engine so equipped to burn a wide variety of
fuels. The elimination of the above-mentioned type of high-pressure
tubing reduces the possibility of a vapor lock occurring, thereby
permitting more volatile fuels to be burned. This increases the range of
hydrocarbon fuels the engine can utilize. It could run on any type of
hydrocarbon from gasoline to melted butter.[15]

Another reason for combining the fuel pump and injection valve is given
by P. E. Biggar in _Diesel Engines_ (published in 1936 by the Macmillan
Company of Canada Ltd., Toronto): "In the Dorner pump, for example, the
stroke of the plunger is changed by using a lever-type lifter and moving
the push-rod along the lever to va