The Wright Gipsy features nickel cast iron cylinders. Detachable aluminium alloy cylinder heads have on intake and one exhausr each, and extruded bronze valve seats shrunk into the heads.

The one piece crankshaft has 5 bearings. Tulip valves were of special valve steel. Pistons are aluminium alloy, slipper type. Hot spot effect secured by passing that portion of the intake manifold immediately above the carburettor through an exhaust manifold jacket.

Equipment included was a cylinder cowling, exhaust manifold, ignition switch, tool kit and instruction book.

Accessories available at extra cost were Eclipse hand starter, propeller hub, flange and bolt.

Type: 4 cylinder, air cooled, vertical inline
Military Rating: 85 hp at 1900 rpm
Commercial Rating: 100 hp at 2100 rpm
Displacement: 318 cu.in
Compression ratio: 5-1
Bore: 4 1/2 in
Stroke: 5 in
Length incl. hub: 45 1/4 in
Width btwn mounts: 11 11/16 in
Weight: 285 lb
Fuel consumption: not more than .55 lb/hp/hr
Oil consumption: not more than .010 lb/hp/hr
Lubrication: Gear pump pressure (no scavenger)
Ignition: Scintilla, Dual, PN-4-d, Impulse start on one
Carburation: Stromberg Type NA-R-4A
Spark plugs: 2 per cylinder
Price: $1600

The Wright Aeronautical Corporation was formed in 1919, initially to develop Hispano-Suiza engines under licence. The Corporation’s first indigenous design, the R1, was also the first successful high-powered radial in the USA.

A new design was launched in 1926, known as the R-1750 Cyclone. This was a nine-cylinder radial with a displacement of 1750 cu in and internally cooled exhaust valves. It was type-tested at 500 hp in 1927.

The cylinders are composed of a steel barrel over which an aluminium alloy head is screwed and shrunk. Intake ports are at the rear with exhaust ports on the forward side of the cylinders.

The crankcase assembly is composd of five major castings of aluminium alloy. The cam follower ring carrying the tappet guides is cast integral with the main section of the crankcase.

The crankshaft is a two piece single throw with a one piece master rod and “I” section articulated rods.

Aluminium alloy pistons, cross ribbed on the under side of the head, and fitted with full floating hollow pins.

Tulip shaped valves; solid stem inlet valve and hollow stem exhaust valve; the exhaust valve containing a special salt compound which improves valve cooling and prevents warping.

Equipment supplied was air cleaner and heater, nose cowling, complete exhaust manifold, priming pump, ignition switch, tool kit, external oil filter, and instruction book.

Accessories available at extra cost were Ecllipse hand inertia starter, Eclipse generator, Eclipse generator control box, standard steel propeller hub, fuel pump, Eclipse combination hand and electric inertia starter, Eclipse hand starter with booster magneto, Eclipse electric inertia starter, propeller hub for wooden propeller, metal propeller, and hubs for two or three blade props.

Type: 9 cylinder air cooled radial
Military Rating: 525 hp at 1900 rpm
Commercial Rating: 525 hp at 1900 rpm
Displacement: 1750 cu.in
Compression ratio: 5-1
Bore: 6 in
Stroke: 6 7/8 in
Length: 39 1/4 in
Diameter: 53 15/16 in
Weight: 770 lb
Fuel consumption: not more than .60 lb/hp/hr
Oil consumption: not more than .035 lb/hp/hr
Lubrication: Pressure pumps
Ignition: Scintilla Dual
Carburation: Stromberg, double barrel
Spark plugs: 2 per cylinder
Price: $8600
Price with 2-1 reduction, no cowl or exhaust manifold: $10,000

The Wright Aeronautical Corporation was formed in 1919, initially to develop Hispano-Suiza engines under licence. The Corporation’s first indigenous design, the R1, was also the first successful high-powered radial in the USA. Funded by contracts from the US Navy for new air-cooled radials, Wright started a new design (initially called the P2) in 1924. The resignation of Frederick B. Rentschler to join Pratt & Whitney, along with several key engineering personnel, seriously affected the development of the P2 and it did not go into production.