Editing Sleeve valve (section)

===Burt-McCollum===
The Burt-McCollum sleeve valve, having its name from the surnames of the two engineers that patented the same concept with weeks of difference, Peter Burt and James Harry Keighly McCollum, patent applications are of August 6 and June 22, 1909, respectively, both engineers hired by the Scottish car maker Argyll, consisted of a single sleeve, which was given a combination of up-and-down and partial rotary motion. It was developed in about 1909 and was first used in the 1911 [[Argyll (automobile)|Argyll]] car. The initial 1900 investment in Argyll was £15,000 and building the magnificent Scotland plant cost £500,000 in 1920. It is reported that litigation by the owners of the Knight patents cost Argyll £50,000, perhaps one of the reasons for the temporary shutdown of their plant. Another car maker that used the Argyll SSV patents, and others of their own, was Piccard-Pictet (Pic-Pic) Patent GB118407; Louis Chevrolet and others founded [[Frontenac Motor Corporation|Frontenac Motors]] in 1923 with the aim of producing an 8-L SSV engined luxury car, but this never reached production for reasons connected to the time limits to the Argyll patents in the USA. The greatest success for single sleeve valves (SSV) was in Bristol's large aircraft engines, it was also used in the [[Napier Sabre]] and [[Rolls-Royce Eagle (1944)|Rolls-Royce Eagle]] engines. The SSV system also reduced the high oil consumption associated with the Knight double sleeve valve.<ref>{{cite book | last = Hillier | first = Victor A. W. |author2=F. W. Pittuck  | title = Fundamentals of Motor Vehicle Technology | publisher = Nelson Thornes | year = 1991 | pages = 36 | isbn = 0-7487-0531-7}}</ref>

[[Barr and Stroud]] Ltd of Anniesland, Glasgow, also licensed the SSV design, and made small versions of the engines that they marketed to motorcycle companies. In an advertisement in Motor Cycle magazine in 1922<ref>Motor Cycle, 20 April 1922, page iv</ref> Barr & Stroud promoted their 350cc sleeve valve engine and listed [[Beardmore Precision Motorcycles|Beardmore-Precision]], Diamond, Edmund, and Royal Scot as motorcycle manufacturers offering it. This engine had been described in the March edition as the 'Burt' engine.<ref>"Modern Practice in Engine Design", Motor Cycle, 16 March 1922, p325</ref> Grindlay-Peerless started producing a SSV Barr & Stroud engined 999cc V-twin in 1923. [http://www.realclassic.co.uk/grindlaypeerless.html] {{Webarchive|url=https://web.archive.org/web/20130527134948/http://www.realclassic.co.uk/grindlaypeerless.html |date=2013-05-27 }} and later added a 499cc single SSV as well as the 350cc. Vard Wallace, known for his aftermarket forks for motorcycles, presented in 1947 drawings of a Single Cylinder, Air-Cooled, 250 cc SSV engine. Some small SSV auxiliary boat engines and electric generators were built in the UK, prepared for burning 'paraffin' from start, or after a bit of heat-up with more complex fuels.<ref>Petter Brotherhood, Wallace. ''The Engineer'', 9 Dec 1921, p. 618</ref>

A number of sleeve valve aircraft engines were developed following a seminal 1927 research paper from the [[Royal Aircraft Establishment|RAE]] by Ricardo. This paper outlined the advantages of the sleeve valve and suggested that poppet valve engines would not be able to offer power outputs much beyond 1500&nbsp;hp (1,100&nbsp;kW). [[Napier Lion|Napier]] and [[Bristol Aeroplane Company|Bristol]] began the development of sleeve-valve engines that would eventually result in limited production of two of the most powerful piston engines in the world: the [[Napier Sabre]] and [[Bristol Centaurus]]. The [[Continental Motors Company]], around the years of the Great Depression, developed prototypes of single sleeve-valve engines for a range of applications, from cars to trains to airplanes, and thought that production would be easier, and costs would be lower, than its counterpart poppet valve engines. Due to the financial problems of Continental, this line of engines never entered production. ('Continental! Its motors and its people', William Wagner, Armed Forces Journal International and Aero Publishers, 1983, {{ISBN|0-8168-4506-9}})

Potentially the most powerful of all sleeve-valve engines (though it never reached production) was the [[Rolls-Royce Crecy]] V-12 (oddly, using a 90-degree V-angle), two-stroke, direct-injected, turbocharged (force-scavenged) aero-engine of 26.1 litres capacity. It achieved a very high specific output, and surprisingly good specific fuel consumption (SFC). In 1945 the single-cylinder test-engine (Ricardo E65) produced the equivalent of 5,000 HP (192 BHP/Litre) when water injected,<ref>Hiett,G.F., Robson, J.V.B. A High-Power Two-Cycle Sleeve-Valve Engine for Aircraft: A Description of the Development of the Two-Cycle Petrol-Injection Research Units Built and Tested in the Laboratory of Messrs Ricardo & Co. Ltd. Journal: Aircraft Engineering and Aerospace Technology. Year: 1950 Volume: 22 Issue: 1 Page: 21 - 23. {{ISSN|0002-2667}}</ref> although the full V12 would probably have been initially type rated at circa {{convert|2500|HP|abbr=on}}. Ricardo, who specified the layout and design goals, felt that a reliable 4,000 HP military rating would be possible. Ricardo was constantly frustrated during the war with [[Rolls-Royce Limited|Rolls-Royce]]'s (RR) efforts. [[Ernest Hives, 1st Baron Hives|Hives]] & RR were very much focused on their [[Rolls-Royce Merlin|Merlin]], [[Rolls-Royce Griffon|Griffon]] then Eagle and finally [[Frank Whittle|Whittle]]'s jets, which all had a clearly defined production purpose. Ricardo and [[Henry Tizard|Tizard]] eventually realized that the Crecy would never get the development attention it deserved unless it was specified for installation in a particular aircraft but by 1945, their "[[Supermarine Spitfire|Spitfire]] on steroids" concept of a rapidly climbing interceptor powered by the lightweight Crecy engine had become an aircraft without a purpose.

Following World War II, the sleeve valve became utilised less, Roy Fedden, very early involved in the S-V research, built some flat-six single sleeve-valve engines intended for general aviation around 1947; after this, just the French [[SNECMA]] produced some SSV engines under Bristol license that were installed in the [[Nord Noratlas|Noratlas]] transport airplane, also another transport aircraft, the [[CASA C-207 Azor|Azor]] built by the Spanish [[Construcciones Aeronáuticas SA|CASA]] installed SSV Bristol engines post-WWII. Bristol sleeve valve engines were used however during the post-war air transport boom, in the [[Vickers VC.1 Viking|Vickers Viking]] and related military [[Vickers Varsity|Varsity]] and [[Vickers Valetta|Valetta]], [[Airspeed Ambassador]], used on [[British European Airways|BEA]]'s European routes, and [[Handley Page Hermes]] (and related military [[Handley Page Hastings|Hastings]]), and [[Short Solent]] airliners and the [[Bristol Freighter]] and [[Bristol Superfreighter|Superfreighter]]. The Centaurus was also used in the military [[Hawker Sea Fury]], [[Blackburn Firebrand]], [[Bristol Brigand]], [[Blackburn Beverly]] and the [[Fairey Spearfish]]. The poppet valve's previous problems with sealing and wear had been remedied by the use of better materials and the [[inertia]] problems with the use of large valves were reduced by using several smaller valves instead, giving increased flow area and reduced mass, and the exhaust valve hot spot by Sodium-cooled valves. Up to that point, the single sleeve valve had won every contest against the poppet valve in comparison of power to displacement. The difficulty of Nitride hardening, then finish-grinding the sleeve valve for truing the circularity, may have been a factor in its lack of more commercial applications.