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Wikipedia:Historical archive/MediaWiki:Disambiguationstext

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Charlie Taylor (mechanic)

Charles Edward Taylor (May 24, 1868 – January 30, 1956) was an American inventor, mechanic and machinist. He built the first aircraft engine used by the Wright brothers in the Wright Flyer, and was a vital contributor of mechanical skills in the building and maintaining of early Wright engines and airplanes.

Biography
He was born in a log cabin on May 24, 1868, in Cerro Gordo, Illinois, to William Stephen Taylor and Mary Jane Germain. Taylor worked as a binder at the Nebraska State Journal at age 12, later becoming a tool maker. At 24, he met and married Henrietta Webbert, who was from Dayton, Ohio. They had a child and moved to Dayton, where prospects were better. Stoddard Manufacturing Co. hired him to make farm machinery and bicycles. But when the Wright brothers began renting from his wife's uncle a building for their bicycle shop, he went to work for them. Initially, Taylor was hired to fix bicycles, but increasingly took over running of the bicycle business as the Wright brothers spent more time on their aeronautical pursuits. By 1902, they trusted him enough to run the shop in their absence while they went to Kitty Hawk, North Carolina, to fly gliders.

When it became clear that an off-the-shelf engine with the required power-to-weight ratio was not available in the U.S. for their first engine-driven Flyer, the Wrights turned to Taylor for the job. He designed and built the aluminum-copper, water-cooled, four-cylinder aircraft engine in only six weeks, based partly on rough sketches provided by the Wrights. The cast aluminum block and crankcase weighed 152 lb and were produced at either Miami Brass Foundry or the Buckeye Iron and Brass Works, near Dayton, Ohio. The Wrights needed an engine with at least 8 hp. The engine that Taylor built produced 12 hp.

In 1908 Taylor helped Orville build and prepare the "military Flyer" for demonstration to the U.S. Army at Fort Myer, Virginia. On September 17, the airplane crashed due to a shattered propeller, seriously injuring Orville and killing his passenger, Army lieutenant Thomas Selfridge. Taylor was among the first to reach the crash. He helped lift Selfridge out of the wreckage, then undid Orville's necktie and opened his shirt as doctors in the crowd pushed their way to the scene. Orville and Selfridge were taken away on stretchers. After that, Charlie leaned against an upended wing of the wrecked Flyer, buried his face in his arms, and sobbed. A newspaperman tried to comfort him, but he was past comforting until Dr. Watters assured him that the chances for Orville's recovery were good. Then he pulled himself together and took charge of carting the wrecked Flyer back to its shed. Both Taylor and Navy Lieutenant George Sweet had been scheduled to make their first flights with Orville that day, but both were bumped in order to accommodate Selfridge who had to leave town shortly for Missouri. Despite this accident, Taylor wanted to become a pilot and sought Wilbur and Orville to teach him. The Wrights, reluctant to lose Taylor's services to the world of exhibition flying, discouraged him.

In September, 1909 Taylor accompanied Wilbur, with a new Model A Flyer, to Governor's Island, New York City. Wilbur was to make several over-water flights at the Hudson-Fulton Celebration, demonstrating the airplane to millions of New Yorkers and showcasing the new technology of practical flight. Charlie ably assisted Wilbur, though he did not fly with him. Charlie made sure the engine worked perfectly for the daring and dangerous over-water trips. The pair also installed a watertight canoe to the Flyer's lower wing for buoyancy just in case of an emergency landing in the Hudson River.

Taylor became a leading mechanic in the Wright Company after it was formed in 1909. When Calbraith Perry Rodgers made his trip from Long Island to California in 1911 in his newly bought Wright aircraft, he paid Taylor $70 a week (a large sum at the time) to be his mechanic. Taylor followed the flight by train, frequently arriving at the next rendezvous before Rodgers, to make any required repairs and prepare the aircraft for the next day's flight.

Taylor worked for the Wright-Martin Company in Dayton until 1920. He later moved to California and invested his life savings in several hundred acres of real estate near the Salton Sea, but the venture failed. He returned to Dayton in 1936, and he and Orville helped Henry Ford in the planning, moving and restoration of the Wright family home and one of the Wright brothers' bicycle shops to Ford's Dearborn, Michigan, heritage village about great Americans. Orville also gave Taylor an annuity of $800 a year.

In 1941 Taylor returned to California, finding work in a defense factory. He had a heart attack in 1945 and was no longer able to work. By 1955 his annuity and Social Security income were inadequate and due to his health problems he ended up in the charity ward of the Los Angeles County Hospital. When his destitute plight was publicized by a reporter who found him, the aviation industry raised funds to move him into a private facility.

He died from complications of asthma in San Fernando on January 30, 1956 - eight years to the day after Orville, his friend and employer. Taylor is buried at the Portal of Folded Wings Shrine to Aviation in Burbank, California, a shrine to aviation history.

Legacy

 * The FAA's Charles Taylor Master Mechanic Award is named in his honor.
 * The Charles Taylor Aviation Maintenance Science Department at Embry-Riddle Aeronautical University is named for him.
 * Aviation Maintenance Technician Day is observed in 45 U.S. states on May 24, Taylor's birthday.
 * Posthumously inducted into the National Aviation Hall of Fame in 1965.
 * FAA mechanic certificates now feature Taylor's image rather than the images of the Wright brothers they previously featured, in common with airmen certificates.

title: Charlie Taylor (mechanic)


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Talk:Karl Eberhard Schöngarth

Wiki Education Foundation-supported course assignment
This article is or was the subject of a Wiki Education Foundation-supported course assignment. Further details are available on the course page. Student editor(s): Mmurack.

Above undated message substituted from Template:Dashboard.wikiedu.org assignment by PrimeBOT (talk) 01:37, 17 January 2022 (UTC)

Untitled
This is the first page "clean up" I have tried. I left some unfinished notes. I found the "Pages needing attention", and stopped to work on this one page. Jones-E 12/05/03

The British Pilot
Anyone know / remember his name? Stephenjh (talk) 22:22, 18 December 2009 (UTC)

Merge Karl (Eberhard) Schöngarth into Karl Eberhard Schöngarth
Merge: There is lots of good material in the new Karl (Eberhard) Schöngarth article that could significantly enrich the older article Karl Eberhard Schöngarth. However, the text of the new article needs significant polishing with respect to prose and some judicious editing of content. Amos Bitzan (talk) 15:28, 10 May 2018 (UTC)
 * Hi ! Since there have been no objections we can now merge the content into the article. Shalor (Wiki Ed) (talk) 16:42, 17 May 2018 (UTC)
 * I've merged and redirected so that the history remains intact, maybe there can be a merge of the two articles' histories? (asking more for an admin to do this) Shalor (Wiki Ed) (talk) 16:45, 17 May 2018 (UTC)

title: Talk:Karl Eberhard Schöngarth


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Charles Taylor

Charles Taylor most often refers to:
 * Charles Taylor (Liberian politician) (born 1948), warlord and president of Liberia
 * Charles Taylor (philosopher) (born 1931), Canadian philosopher and social theorist

Charles, Charlie, or Chuck Taylor may also refer to:

Actors, comedians, and theatrical professionals

 * Charles Taylor (actor), American actor
 * Charles H. Taylor (lyricist) (1859–1907), British lyricist
 * Charles "Rip" Taylor (1935–2019), American actor and comedian
 * Charles W. Taylor (1800–1874), American actor and dramatist

Journalists

 * Charles H. Taylor (publisher) (1846–1921), American newspaper publisher and politician
 * Charles P. B. Taylor (1935–1997), Canadian journalist, author, and horsebreeder
 * Chuck Taylor (journalist, born 1957), American journalist
 * Chuck Taylor (music journalist) (born 1962), American music journalist

Military personnel

 * Charles Taylor (cavalryman) (1840–1899), American cavalryman during the American Indian Wars
 * Charles Carroll Taylor (1917–1945), American naval pilot, leader of ill-fated Flight 19
 * Charles Frederick Taylor (1840–1863), American soldier and Union Army colonel
 * Charles H. Taylor (publisher) (1846–1921), American newspaper publisher and politician

Politicians

 * Charles Taylor (Australian politician) (1861–1944), member of the Queensland Legislative Assembly
 * Charles Taylor (Conservative politician) (1910–1989), English politician and MP for Eastbourne
 * Charles Taylor (MP for Totnes) (1693–1766), English politician
 * Charles Taylor (North Carolina politician) (born 1941), former US congressman from North Carolina
 * Charles E. Taylor (politician), member of the Montana State Senate
 * Charles H. Taylor (Michigan politician) (1813–1889), American politician who served as the Michigan Secretary of State
 * Charles H. Taylor (publisher) (1846–1921), American newspaper publisher and politician
 * Charles John Taylor (1826–1897), New Zealand politician
 * Charles Keith Taylor (born 1931), Canadian politician
 * Charles Simeon Taylor (1851–1913), Wisconsin politician
 * Charles Wiley Taylor (1786–1865), Connecticut politician

Scholars

 * Charles Taylor (Hebraist) (1840–1908), English Hebraist
 * Charles Taylor (physicist) (1922–2002), British physicist
 * Charles E. Taylor (engineer) (1924–2017), American engineer
 * Charles Richard Taylor (1939–1995), American biologist
 * Charles V. Taylor (1918–2009), Australian linguist
 * Charles Vincent Taylor (1885–1946), American biologist

American football players and coaches

 * Charles F. Taylor or Rick Taylor (born 1941), American college football coach and athletic director
 * Charley Taylor (1941–2022), American professional football wide receiver
 * Charlie Taylor (American football) (1920–1977), American professional football lineman
 * Chuck Taylor (American football) (1920–1994), American college football player, coach, and administrator

Association football players

 * Charles Asampong Taylor (born 1981), Ghanaian football player
 * Charlie Taylor (footballer, born 1985), English footballer
 * Charlie Taylor (footballer, born 1993), English footballer

Cricketers

 * Charles Taylor (cricketer, born 1816) (1816–1869), English cricketer
 * Charles Taylor (cricketer, born 1881) (1881–1960), English cricketer
 * Charles Taylor (cricketer, born 1966), English former cricketer
 * Charlie Taylor (cricketer) (1918–2000), Barbadian cricketer

Other sportspeople

 * Charles Taylor (rugby union) (1863–1915), Welsh rugby union international player
 * Charles "Bud" Taylor (1903–1962), American boxer
 * Charles Isham Taylor (1875–1922), American baseball player and manager and co-founder of the Negro National League
 * Charlie Taylor (footballer, born 1878) (1878–1960), Australian rules footballer for Melbourne, Carlton, and St Kilda
 * Charlie Taylor (footballer, born 1884) (1884–1953), Australian rules footballer for Fitzroy
 * Charlie Taylor (rugby league) (1921–2013), English rugby league footballer
 * Chuck Taylor (baseball) (1942–2018), American baseball player
 * Chuck Taylor (salesman) (1901–1969), American basketball player and shoe salesman
 * Chuck Taylor (wrestler) (born 1986), American professional wrestler

Others

 * Charles McArther Emmanuel or Chuckie Taylor (born 1978), Liberian paramilitary leader and son of Liberian president Charles Taylor
 * Charles Taylor (calico printer and dyer) (died 1816), English businessman, pioneer of textiles bleaching with chlorine
 * Charles Taylor (engraver) (1756–1823), English engraver
 * Charles Taylor (inventor), inventor of an ice cream freezer and founder of Taylor Company
 * Charlie Taylor (mechanic) (1868–1956), American mechanic for the Wright brothers, built the first aircraft engine
 * Charles Taylor (priest) (1953–2024), English Anglican priest
 * Charles Taylor Jr. (born 1943), American author
 * Charles L. Taylor (1857–1922), American industrialist and friend of Andrew Carnegie
 * Charles William Gray Taylor (1879–1950), Scottish Presbyterian minister
 * Chuck Taylor (rapper) or the Game (born 1979), American rapper

title: Charles Taylor


text:
James Hardiman

James Hardiman (February 1782 – 13 November 1855), also known as Séamus Ó hArgadáin, was a librarian at Queen's College, Galway and an important historian.

Hardiman is best remembered for his History of the Town and County of Galway (1820) and Irish Minstrelsy (1831), one of the first published collections of Irish poetry and songs.

The University of Galway (formerly Queen's College Galway) library now bears his name. Hardiman Road in Drumcondra, Dublin is named after him.

Biography
Hardiman was born in Westport, County Mayo, in the west of Ireland. His father owned a small estate in County Mayo. He was trained as a lawyer and became sub-commissioner of public records in Dublin Castle. He was an active member of the Royal Irish Academy, and collected and rescued many examples of Irish traditional music.

In 1855, shortly after its foundation, Hardiman became librarian of Queen's College, Galway.

Eponyms
The University of Galway (formerly Queen's College Galway) library was named in his honour.

Hardiman Road in Drumcondra, Dublin is named after him.

The Hardiman hotel in Galway is named after him.

Works

 * The History of the Town and County of the Town of Galway. From the Earliest Period to the Present Time (Dublin: W. Folds & Sons, 1820; reprint Galway: Connacht Tribune Printing and Publishing Co., 1958; second impression (of reprint): same publisher, 1985). Online in English
 * Ancient Irish Deeds and Writing, Chiefly Relating to Landed Property, from the Twelfth to the Seventeenth Century (Dublin: Graisberry, 1828).
 * Irish Minstrelsy, or Bardic Remains of Ireland, with English Poetical Translations (London: J. Robins, 1831; reprint Shannon: Irish University Press, 1971); ISBN 0-7165-0333-6.

title: James Hardiman


text:
Once in a Lifetime

Once in a Lifetime may refer to:

Film and television

 * Once in a Lifetime (1932 film), based on the play by Kaufman and Hart, starring Jack Oakie
 * Once in a Lifetime, a 1984 TV special by Talking Heads, also known as "Talking Heads vs. Television"
 * Once in a Lifetime (1994 film), a TV film based on a novel by Danielle Steele (see below)
 * Once in a Lifetime, a 1995 Hong Kong film starring Sean Lau
 * Once in a Lifetime (2000 film) (Livet är en schlager), a Swedish film
 * Once in a Lifetime (2014 film), a French film
 * Once in a Lifetime: The Extraordinary Story of the New York Cosmos, a 2006 documentary
 * "Once in a Lifetime" (Ally McBeal), a 1998 TV episode
 * "Once in a Lifetime" (Eureka), a 2006 TV episode

Songs

 * "Once in a Lifetime" (Talking Heads song), from their 1980 album Remain in Light
 * "Once in a Lifetime", from the 1991 Gregorian album Sadisfaction
 * "To nie ja!", a 1994 song by Edyta Górniak, released in English as "Once in a Lifetime"
 * "Once in a Lifetime", the Estonian entry in the Eurovision Song Contest 2000
 * "Once in a Lifetime" (Keith Urban song), 2006
 * "Once in a Lifetime", a song by 12 Stones from Anthem for the Underdog
 * "Once in a Lifetime", a song by All Time Low
 * "Once in a Lifetime", a song by Bananarama from their 1987 album Wow!
 * "Once in a Lifetime", a song by Beyoncé Knowles from Cadillac Records: Music from the Motion Picture
 * "Once in a Lifetime", a song by Chicago from Chicago 17
 * "Once in a Lifetime", a song by Craig David from Born to Do It
 * "Once in a Lifetime", a song by Dragonforce from Sonic Firestorm
 * "Once in a Lifetime", from Flo Rida's 2015 EP My House
 * "Once in a Lifetime", a song by Full Intention
 * "Once in a Lifetime", a song by Kansas from In the Spirit of Things
 * "Once in a Lifetime", a song by Michael Bolton from the 1994 film Only You
 * "Once in a Lifetime", a song by Monica from Still Standing
 * "Once in a Lifetime", a song by Oleta Adams from Moving On
 * "Once in a Lifetime:, a song by One Direction from Four
 * "Once in a Lifetime", a song by Wolfsheim from Spectators
 * "Once in a Lifetime", a song from the stage musical Stop the World – I Want to Get Off

Albums

 * Once in a Lifetime (Talking Heads album), a box set by Talking Heads
 * Once in a Lifetime: The Best of Talking Heads, an album
 * Once in a Lifetime (David Meece album)
 * Once in a Lifetime (Runrig album), 1988
 * Once in a Lifetime (Blutengel album), 2013
 * Once in a Lifetime Original Soundtrack, a soundtrack album from the 2006 documentary
 * Once in a Lifetime, a 2010 compilation album by indie rock band Sodagreen

Other uses

 * Once in a Lifetime (play), a 1930 comedy by George S. Kaufman and Moss Hart
 * Once in a Lifetime, a 1982 novel by Danielle Steel
 * Once in a Lifetime, a performance DVD by Howard Morrison
 * Once in a Lifetime, the tagline for the wrestling match between The Rock and John Cena at WrestleMania XXVIII

title: Once in a Lifetime


text:
User talk:Jones-E

First line. 12/5/2003.

title: User talk:Jones-E


text:
Swinhoe's storm petrel

Swinhoe's storm petrel or Swinhoe's petrel (Hydrobates monorhis) is a small, all-brown seabird of the storm petrel family Hydrobatidae.

Etymology
The scientific name is derived from Ancient Greek. Hydrobates is from hydro 'water', and bates 'walker', and monorhis is from monos 'single' and rhinos 'nostril'. The common name commemorates the British naturalist Robert Swinhoe, who first described the species in 1867.

It was formerly defined in the genus Oceanodroma before that genus was synonymized with Hydrobates.

Distribution
It breeds on islands in the northwest Pacific off the Russian Far East, China, Japan and Korea. It nests in colonies close to the sea in rock crevices and lays a single white egg. It spends the rest of the year at sea, ranging into the Indian Ocean and Arabian Sea.

It breeds on Verkhovsky Island (7,500 pairs), south of Vladivostok, Russia, and Japan (a minimum of 1,000 pairs). There are little-known populations in China, Taiwan, North Korea and South Korea, and records suggest that breeding may also occur in the North Atlantic. In winter, it migrates south and west to the northern Indian Ocean (Brooke 2004). Sato et al. (2010) also estimate the world population at a minimum of 130,000 pairs, confirming that the species has a very large population. However, Birds Korea (2010) state that c. 100,000 pairs nest on Gugeul Islet, implying that possibly over 75% of the global population breed on one very small island. The species nests at six or seven breeding islets in South Korea (Chang-Yong Choi in litt. 2012). There is apparently anecdotal evidence that some colonies are in decline (N. Moores in litt. 2011).

Description
Swinhoe's storm petrel is a small bird, 18–21 cm in length with a 45–48 cm wingspan, though distinctly larger than the European storm petrel. It is essentially dark brown in all plumages, and has a fluttering flight, pattering on the water surface as it picks planktonic food items from the ocean surface. Unlike the European storm petrel, it does not follow ships.

In structure it most resembles a Leach's storm petrel with its forked tail, longish wings, and flight behaviour, but does not have a white rump and the call differs. It is difficult to distinguish from other all-dark Hydrobates species, and the first English record had to be DNA-tested to eliminate the possibility that it was a Leach's storm petrel, since populations of north-eastern Pacific Leach's storm petrels contain individuals that show completely dark rumps.

Habits and observation
This storm petrel is strictly nocturnal at the breeding sites to avoid predation by gulls and skuas, and will even avoid coming to land on clear moonlit nights. Like most petrels, its walking ability is limited to a short shuffle to the burrow. It is strictly pelagic outside the breeding season, and this, together with its remote breeding sites, makes Swinhoe's petrel a difficult bird to see from land. Only in storms might this species be pushed into headlands, but even then an out of range bird would probably defy definite identification. It feeds mainly on the wing by dipping and does not patter.

Status
Widespread throughout its large range, the Swinhoe's storm petrel was previously evaluated as least concern on the IUCN Red List of Threatened Species, but was uplisted to near threatened in 2012. The population is expected to undergo a moderately rapid decline over the next three generations, owing primarily to the impact of introduced species.

North Atlantic status
On 8 July 1983, a bird was trapped on the Selvagens, Madeira, and was confirmed to be the first record for the Atlantic Ocean. Since then a number of storm petrels exhibiting plumage and structural characteristics have been recorded at sea, principally in the North Atlantic, while birds were trapped during the summer months in France (1989), England (1989 (two birds), 1990 (with birds retrapped from 1991 to 1994)), Spain (1994), Norway (1996, 1997), and again Madeira (1991, 1994). Other than the east North Atlantic and the Mediterranean Sea a number of other individuals have been identified in the western North Atlantic. Records of single birds off Hatteras, North Carolina, on 20 August 1993, on 8 August 1998, and 2 June 2008 have all been accepted as valid North American records.

title: Swinhoe's storm petrel


text:
Talk:Carburetor

Archives of past discussion
Archive 1

barrel => brl ?
Not sure if this really belongs here, or maybe I'm the only one not knowing this - but if my guess is correct that "brl" is a common abbreviation for "barrel", perhaps this should be mentioned somewhere. I've often seen words like "4-brl carb" without ever knowing what "brl" means...--Cyberman TM (talk) 10:04, 25 March 2009 (UTC)
 * That is in fact incorrect. The abbreviation for "barrel" is "bbl", as in 1-bbl carburetor". Things like "brl" are leftovers from pay-by-the-letter classified ads, and do not belong in this article. —Scheinwerfermann T·C 17:02, 25 March 2009 (UTC)

Hard to understand
This article is really hard to understand. It seems to start with the assumption of a basic knowledge of how carburetors work and plunges into discussion of the various kinds etc. I know it's difficult to keep the right balance between technical accuracy and accessibility, but this piece copuld do with a much easier lead in to the details.93.97.194.138 (talk) 05:37, 19 June 2009 (UTC)
 * I liked it. I liked how the details began with the basic knowledge most readers would have since few unknowlegeable readers would even feign a slightest interest in carburetors, then how it moved into further depth involving a supercharger and a drag racer, and finally ended with the simplicity of a chainsaw, and any ordinary lawn equipment. I also liked how it was not cluttered with Wikipedia's over-indulgence with citations.  24.89.20.159 (talk) 16:08, 26 May 2012 (UTC)

Wrong/misleading information
This article says that the carburetor was invented by Benz, and improved by Bánki-Csonka. Even the source indicated says that they were totally independent inventions, and Bánki-Csonka were first by 6 months.

Sudyke (talk) 13:36, 11 August 2009 (UTC) sudyke

Here it is written that carburator was invented in 1826 by Luigi De Cristoforis. https://www.essay.uk.com/free-essays/engineering/development-carburetor.php

Electronic carburetors
I propose to move this paragraph under a new heading:

"In the early 1980s, many American-market vehicles used special "feedback" carburetors that could change the base mixture in response to signals from an exhaust gas oxygen sensor. These were mainly used to save costs (since they worked well enough to meet 1980s emissions requirements and were based on existing carburetor designs), but eventually disappeared as falling hardware prices and tighter emissions standards made fuel injection a standard item." Aldo L (talk) 18:12, 16 January 2010 (UTC)

SV1 carburetor - should be added to the article
The SV1 Carburetor was invented and went into production in 2009 and patents are pending. This new carburetor has won many awards in the racing industry in it's debut year. It deserves a place in the carburetor section. It is a carburetor that has redefined and simplified the way carburetion works. See link www.sv1carb.com, Here is some discussion:  http://www.speedtalk.com/forum/viewtopic.php?t=18793&sid=183b0f6a56466a27f2cfd6be809b3ab3  —Preceding unsigned comment added by Ljsystem12 (talk • contribs) 14:08, 22 October 2010 (UTC)

 * No, it has not "redefined the way carburetion works". Carburetion is the mixing of liquid fuel with air for combustion in an engine. The SV1 has not changed that definition. It's a different style of carburetor, that's all, and unless some reliable support can be found for the notion that it's anything more than that, including it as such would run afoul of the fact that Wikipedia is not an appropriate place to advertise products. —Scheinwerfermann T·C 22:31, 24 October 2010 (UTC)

The point of this wikipedia section is to make folks aware of the many types of different carburetor designs that have been manufactured in the history of carburetion. It also shows the many different ways in which fuel can be atomized and delivered to the engine. If you are concerned with the fact it is not a departure from current designs, allow me to make you more intimate with the design to improve your understanding. To prove this design is not only different it is better, be aware it won 8 World and National Records and won 6 Championships in its debut year of 2010 (you can delete this data from the facts page). However, no new carburetor design has done that in 40 years since the invention of the Holley Dominator series carburetor. The SV1 was entered against those older four barrel designs and proved itself to be superior to those modes of fuel and air mixing concepts in highly competitive class racing competition. The design is a departure from current modes of thinking in carburetor design. Patent pending atomization bars are the first of its kind that employ shear edges that are located at the venturi centerline (this keeps the fuel from having to be lifted above centerline and dropped back down, like four barrel carbs employ, so the SV1 design is faster to respond to fuel demand changes). The atomization bars more finely atomize the fuel with double the surface area of a conventional booster design and have more even fuel distribution. This is all racetrack and dyno proven data. This booster design also allows the engine to operate typically .5 of a ratio leaner for maximum power as compared to what a four barrel booster design can typically achieve. This improved efficency not only produces power BUT the new style is more responsive to throttle movement as well as it works from the edge of the venturi to the middle. Four barrel designs in comparison require the blade to be fully open before the booster can see maximum signal. The SV1 design allows the booster to see signal from the moment the blade begins to open. This dramatically improves throttle response. Also on four barrel carbs the throttle blade blocks the center of the booster. This delays and hurts signal change response time. On the SV1, signal is generated on both sides of the booster, the blade does not block the signal generation area of the booster, so response time is drastically improved in comparison. Also the design is the first single blade carburetor that feeds idle fuel to the whole perimeter of the blade (360 degrees). This allows for an amazing idle quality that a four barrel carburetor cannot match as no "clean air" is allowed into the engine. On previous single blade carbs and all four barrel carbs, the front of the blade mixes fuel and air, the rear of the blade only allows in air. As a result we have always thought that most high performance engines cannot idle cleanly below the 1100-1200 rpm range. The SV1 design disproved that, with a single blade perimeter transfer and idle feed design (also Patent Pending) that allows a clean 700-800 rpm idle on the same engine design. The design was such a move forward in carburetion that it was immediately BANNED by the SCCA as an unfair advantage and other organizations like the NMCA, NMRA and NHRA followed suit. Those that did not ban the design altogether, required weight and cfm restrictions to allow the four barrel designs to be competitive against the SV1. —Preceding unsigned comment added by 72.184.130.102 (talk) 13:45, 24 January 2011 (UTC)
 * Sounds like a nifty carburetor. Wikipedia is still not an advertising venue. —Scheinwerfermann T·C 23:01, 24 January 2011 (UTC)

Do we need a stub for this "nifty" classification? — Preceding unsigned comment added by 165.155.110.2 (talk) 19:03, 12 January 2012 (UTC)

Wikipedia suffers greatly from the fact that every article has one overseer and he/she rules. They sorely need a way to include various views but they do not have it. The above comment is a good illustration of an important feature that will go unmentioned. Arydberg (talk) 18:12, 5 July 2011 (UTC)

 * Your perception of Wikipedia "suffering greatly" in fact appears to be nothing more or less than your unwillingness or inability to understand how this project works. —Scheinwerfermann T·C 20:59, 5 July 2011 (UTC)

Accelerator pump function
It has been my understanding that an accelerator pump or similar function is needed because a richer mixture is needed for combustion at wider throttle but the intake manifold has lean mixture in it. This might be compensated by higher temperature in steady state, but not as the throttle first opens. The article now says that the pump is needed because of the inertia of the fuel. This makes some sense, because the force on the fuel does not increase until the air is already moving faster. However, my feeling for the magnitudes is that the fuel's inertia is not significant. I have not put in numbers, so I am not sure of this, so I am not now making that change now. David R. Ingham (talk) 05:02, 4 December 2010 (UTC)

 * The "inertia of the fuel" explanation is correct; your understanding is not. —Scheinwerfermann T·C 00:01, 6 December 2010 (UTC)

 * The statement Liquid gasoline is heavier than air, and so has greater inertia is nonsense. Inertia is a property displayed equally by all bodies.  It is incorrect to imagine an elephant has more inertia than a mosquito.  Inertia states Inertia is represented numerically by an object’s mass.  An elephant has more mass than a mosquito, but they both display the property of inertia equally.  It would be reasonable to write Liquid gasoline is denser than air, and so has greater mass but that would be a statement of the obvious.

 * David R. Ingham has written a richer mixture is needed for combustion at wider throttle. That is not correct. An air-fuel ratio that is suitable for operation of the engine is equally suitable at all throttle positions.  The role of the carburettor is to supply a mixture of almost constant air-fuel ratio regardless of the throttle position.

 * The statement When the throttle is rapidly opened, airflow through the carburettor therefore increases faster than the fuel flow rate can increase is also incorrect. Fuel is drawn into the throat of the carburettor because of the difference in pressure between the fuel bowl and the carburettor venturi.  If the airflow increases (or decreases) the pressure in the venturi decreases (or increases) in proportion.  There is no lag in the change in pressure.  The rate at which fuel enters the throat changes in proportion to the change in pressure difference, and there is no lag due to inertia or any other reason.

 * Here is my explanation of the role of the accelerator pump.
 * Carburettors are adjusted to deliver a mixture that is close to the air-fuel ratio for best economy. This is significantly leaner than the ratio for best power.  When the driver calls for a rapid increase in engine speed by rapidly opening the throttle this can be achieved quickest if a richer mixture, close to the ratio for best power, is supplied by the carburettor.  An accelerator pump briefly delivers extra fuel to enrich the mixture suitable for best power.
 * Fuel enters the throat as atomised droplets. As the charge flows towards the cylinders the droplets vapourise to a large extent.  At low manifold pressures (eg idle throttle position) the low pressure aids in vaporisation of the droplets.  At high manifold pressures (eg high power) the higher pressure retards vapourisation of the droplets and the interior of the throat and inlet manifold is wet with liquid fuel.  When the throttle is opened quickly there is a quick rise in manifold pressure which causes an increase in the amount of liquid fuel wetting the interior of the throat and inlet manifold.  As a result of a net increase in the amount of liquid fuel wetting the interior there would be an increase in the air-fuel ratio (leaner mixture) of the charge reaching the cylinders.  So when the driver calls for an increase in engine speed or power the result would be a leaner mixture that delays the increase.  This can be avoided by use of an accelerator pump.  When the throttle is opened quickly the pump injects extra fuel into the throat so the mixture in the throat is enriched.  However, by the time this charge reaches the cylinders a little of the fuel has been lost to the walls of the throat and inlet manifold so the air-fuel ratio has fallen to approximately the best value for accelerating the engine.

 * When the throttle is closed quickly there is a rapid reduction in manifold pressure and a net reduction in the amount of fuel wetting the walls of the throat and inlet manifold. This delivers an extra-rich mixture to the cylinders.  The extra-rich mixture isn’t a problem when the throttle is being closed because the driver is calling for a reduction in engine speed or power.   Dolphin  ( t ) 02:38, 6 December 2010 (UTC)

 * Mm. What you are calling "nonsense" is readily demonstrable with simple equipment. Try it a few times for yourself if you're unsure. You appear to be quibbling over terminology, and you may have a legitimate beef—it hinges on how accessible we want to make this article to a naïve (per se) readership. Please propose phrasing that will, without transgressing your comfort zone surrounding the use of the word inertia, describe the reality that air reacts faster than fuel to the rapidly opened throttle, which causes a transient lean condition remedied by an accelerator pump. Yes, the sudden increase in manifold pressure does tend to cause a wet manifold, particularly when the manifold is cold. However, this is neither the only nor the primary reason why an accelerator pump is needed, as you can easily demonstrate to yourself by disabling the accelerator pump on a carburetor atop an engine warmed to full operating temperature and then flooring the accelerator. Yes, the misfire "stumble" will be less pronounced than with a cold engine (which will often stall altogether) but it will still be present.

 * Moreover, while you're correct about the mechanism behind the spike in mixture strength resulting from sudden throttle closure (i.e., sudden drop in manifold pressure), you're quite incorrect that this "isn't a problem"; it is in fact an enormous problem from the standpoint of exhaust emissions toxicity. Slow-closing throttle dashpots and throttle position solenoids were amongst the first emission control devices applied to carbureted cars in the late 1960s (and before that, dashpots were common on vehicles with manual transmissions whereon the engine could stall on the overly-rich mixture if the driver declutched before the engine could be back-driven by the transmission to exhaust the overly-rich mixture). —Scheinwerfermann T·C 03:34, 6 December 2010 (UTC)

 * I concede that I am quibbling over terminology, but that is because we are writing an encyclopedia.
 * Having thought about it for a while I don't have an in-principle objection to use of the concept of inertia. For example, if we were describing the maldistribution of air-fuel ratio of the charge delivered to each cylinder in an engine that has more cylinders than carburetors I wouldn't object to the explanation that inertia causes the droplets of atomised fuel to follow paths that don't conform to the streamlines in the flow of vapour.  However, I see no grounds for suggesting that inertia causes a momentarily lean mixture whenever the throttle is opened quickly.  Imagine an engine operating steadily at low power and drawing one kilogram per minute from the carburetor.  Now imagine the same engine operating steadily at high power and drawing ten kilograms per minute.  The suggestion has been made that when this engine is at the low power setting and the throttle is opened briskly to the high power setting there is a delay as the fuel flow increases from one to ten kilograms per minute due to inertia of the fuel.  I ask "What fuel suffers inertia effects as the result of having to accelerate?"  If the contents of the carburetor bowl have to be accelerated from a low speed to a high speed I could see that there is inertia evident as the mass of the fuel in the bowl is accelerated, perhaps from speed V to speed 10xV.  However, the content of the bowl is stationary at both high and low power settings.  There is an almost-stationary pool of fuel upstream of the jet, and then over the short length of the jet a small amount of fluid is accelerating each second through the jet and atomising into droplets in the throat of the carburetor.  At high power setting more fuel per second is accelerating through the jet than at low power setting, but there is no significant quantity of fuel that has a speed proportional to the power setting, and that needs to be accelerated when the throttle is opened briskly.  In the absence of someone being able to identify an amount of fuel that has to be accelerated when going from a low power to a high power setting the suggestion that the momentarily lean mixture is somehow due to differential inertia of fuel and air isn't plausible.  That is why I railed against the rather glib suggestion that it is due to the inertia of the fuel.
 * Thanks for the good information about toxicity of emissions and slow-closing throttle dashpots. My experience doesn't include such things but you have described them very well.   Dolphin  ( t ) 10:22, 6 December 2010 (UTC)

An interesting discussion, this, but we're not really getting anywhere. I'll add some reliable sources to the assertion regarding inertial delay of fuel upon rapid throttle opening. —Scheinwerfermann T·C 06:16, 7 December 2010 (UTC)
 * That will be good. The article is presently conspicuously lacking in-line citations.  The sub-section on accelerator pump is yet to receive its first citation.  Dolphin  ( t ) 12:00, 7 December 2010 (UTC)

 * I am in complete agreement. Many automotive articles suffer from this malady, for there are a great many contributors with more enthusiasm than actual knowledge, and there's a great deal of folk "wisdom" for them to parrot. —Scheinwerfermann T·C 17:22, 7 December 2010 (UTC)

Accelerator pumps are also used to replenish the film of petrol that is deposited inside the inlet manifold. In constant speed running there is an equilibrium between fuel being deposited on the walls of the manifold and fuel evaporating. When the throttle is closed this evaporates in the near vacuum created, if the throttle is now opened the engine will run lean until the film of petrol is re-established. Constant vacuum carburettors such as the SU do not suffer from any of the effects discussed above, but still need an accelerator pump effect to replenish the film of petrol, this is usually done with a damper on the CV piston or with a true pump on some Ford types. DonSayers. — Preceding unsigned comment added by 86.164.78.8 (talk) 16:49, 17 November 2011 (UTC)
 * Is this notion you describe verifiable by reference to reliable sources? —Scheinwerfermann T·C 18:42, 17 November 2011 (UTC)

As many as you have provided sunshine. — Preceding unsigned comment added by Donsayers (talk • contribs) 20:04, 18 November 2011 (UTC)

 * H'm. Are you sure? I've provided a fair number of refs for existing text and a great deal of supported content in this article, but I'm not seeing any of either from you. Also, please remember to properly sign your posts on article talk pages, thanks. —Scheinwerfermann T·C 03:59, 19 November 2011 (UTC)

Catalytic carburetor
There may be such a thing as a catalytic carburetor but it is not the same thing as a carburetor used for tractor vaporizing oil (TVO). A TVO carburetor has no catalyst, it just uses heat from the exhaust to vaporize the non-volatile kerosene fuel. Biscuittin (talk) 13:50, 23 July 2011 (UTC)
 * I have corrected this by splitting the section. Biscuittin (talk) 14:25, 23 July 2011 (UTC)

 * The only references that i can find to real world "catalytic carburetors", outside of wikipedia, are obviously talking about TVO carburetors. everything else is just the completely confused mess of garbled history from people trying to promote conspiracy theories. consequently i stripped out the apparent conflations with TVO. the next time someone wants to assert that these devices really honestly actually existed, they should do some real research and provide real references to real devices, rather than expecting people to share their convictions without evidence. my preference would be removal of this section, except that would also remove any argument against the next person foisting the same unreferenced material on the public — Preceding unsigned comment added by 110.175.57.184 (talk) 10:08, 29 April 2012 (UTC)

Patents 11.2
There is an error: the patent listed "U.S. Patent 4,177,779 — Fuel economy system for an internal combustion engine — Thomas H. W." is incorrect. "Thomas H. W." must be changed to read: "Thomas H. W. W. P. Ogle". I checked the US Patent link provided and verified that this is the official correct full name for the patent holder. Jopower (talk) 10:51, 21 May 2012 (UTC)

Who invented carburettor?
The history section needs rewriting.

The first carburettors were evapourators in which the fuel was mixed with air by heating and vapouring the fuel. The "modern" type of carburettor came in 1890's.

I have read about the carburettor history in many sources in Internet. The inventor of evapourator seems to be German-born Siegfried Marcus who was possibly the first person testing petrol as fuel for internal combustion engines. His evapourator was patented in 30th of March 1865. In early 1880's he developed a rotating brush system that sprinkled petrol.

As far as I know Karl Benz's first cars were equipped with the evapourator system at least until Benz Viktoria. Would be good to know more in detail what did he and Enrico Bernardi actually invent.

The modern type of atomising carburettor with a butterfly valve was first patented by the Hungarian inventors János Csonka and Donát Bánki. Wilhelm Maybach developed a similar system almost simultaneously but Csonka and Bánki had left their patent application in 11th of February 1893 and Maybach for a few months later in 17th of August in the same year. Maybach later admitted that Csonka and Bánki were the first ones.

However, Siegfried Marcus was of Jewish origin and when national socialists came into power in Germany and Austria all information about him was erased systematically because they could not digest the idea that a such significant invention was created by a Jew. Benz and Maybach were credited for his patents. Nazi's managed well because the false information about the patents still exists in many sources. On the other hand, some pro-Jewish sources have exaggerated the achievements of Marcus posthumously. There are many sources written with different motives which makes it very difficult to find out the truth.

I don't know why Maybach is credited to be the inventor of modern carburettor but it can be also an idea of the Nazis because Csonka's wife was Jew (this is just my theory). --192.158.34.21 (talk) 12:06, 14 June 2012 (UTC)

 * Thanks for that. Everything in Wikipedia must be attributed to a reliable, published source to allow independent verification.  Please see WP:Verifiability.  Do you have reliable published sources for your information?  Dolphin  ( t ) 12:11, 14 June 2012 (UTC)

 * Here are sources about Siegfried Marcus: (quite neutral I think);  (very pro-Jewish POV).

 * János Csonka: (general info about Csonka and his carburettor in English);  (article that tells Csonka and Bánki were before Maybach; this also tells that Csonka was married with sister of professor Lajos Winkler who was Jewish; in Hungarian);  (a lot of info about Csonka and his carburettor, in Hungarian). --192.158.34.20 (talk) 14:13, 14 June 2012 (UTC)

I cannot verify the statement that Luigi de Cristoforis invented the first carburetor. This is noted in a few entries, including Barsanti-Matteucci engine and also here. The folk lore is repeated in several places, but without proper reference. The UK patents before 1890 are not online (yet). Perhaps we have a historian with physical access to them.Kyle (talk) 06:10, 2 December 2013 (UTC)

 * Wikipedia should describe the competing claims about the invention of the carburetor, without trying to be the judge of who is right. As long as we avoid fringe theories, any version of the history of the carburetor which meets our source standards should be included. If there is no strong consensus among historians that the carburetor was in fact invented in a particular country by one inventor, then we should not take a position on it. Just state that competing claims exist. --Dennis Bratland (talk) 21:38, 12 December 2013 (UTC)

Under the surface
Early Delahayes are described as having surface carburetors. What, exactly, are they? Can somebody add? (And point the link from Delahaye, too?:))  TREKphiler   any time you're ready, Uhura  17:32, 3 September 2012 (UTC)
 * Described in the 1911 Britannia eg http://www.1911encyclopedia.org/Oil_Engine GraemeLeggett (talk) 18:11, 3 September 2012 (UTC)
 * Note the Britannia link is now stale.

 * This surface carburetor design was based upon air flowing over liquid gasoline, or a wick, or bubbles through gasoline to provide a rich air mixture to the throttle opening; often mixed with air before combustion to provide a controlled gas air mixture..

 * I have found a few more references:

 * 1) Motor vehicles and motors, their design, Volume 2 (Google eBook) by By William Worby Beaumont Note: Contains a large number of high quality inset images, but only a minor reference to the lack of support to advancement of surface carburetor design.
 * 2) Questions and Answers Relating to Modern Automobile Design, Construction By Victor Wilfred Pagé  Note that one non-authoritative source has this book available online.
 * 3) Motorcycles and side cars: construction, management, repair; a comprehensive non-technical treatise defining all forms of the lighter, self-propelled vehicles, principles of operation, construction and practical application of components in leading American and foreign machines. Also complete advice on management and overhauling, repair and maintenance of all representative types by Victor Wilfred Pagé
 * 4) Gasoline and Kerosene Carburetors; Construction, Installation, Adjustment: A Simple, Comprehensive Trestise for Practical Men  All Leading Types of Carburetors and Their Adjustment are Fully Described By Victor Wilfred Pagé
 * Possible source material, unreviewed:

 * 1) Carburetters and carburation: a study of the different types by Douglas Leecman
 * Kyle (talk) 07:57, 2 December 2013 (UTC)

Hungarians vs Edward Butler
We know that Daimler's patent suit was rejected by British courts in favor of Edward Butler. We know that two Hungarian guys got a patent for a stationary engine carburetor in 1993. The article states those facts. Do we actually have a good source saying "Edward Butler invented the spray carburetor"? The site http://magyarjarmu.hu/emberek/edward-butler-elete-es-munkassaga/ is some blog. Part of this hinges on the difference between "spray carburetor" and "carburetor for a stationary engine", which are two different things.What's important to understand is that the Maybach carburetor was widely imitated, so it's historical importance is well established. Butlter's came first, but nobody heard of it and it had no influence. Wikipedia often distorts history by over-emphasizing obscure inventors like Butler while missing what was actually going on in the world, which was that the automobile was taking off and Daimler-Maybach's designs were at the center of it. --Dennis Bratland (talk) 18:04, 27 July 2014 (UTC)

magyarjarmu.hu is my "blog" - a site which shows the results of my 22-year-long research into Hungarian motoring. I linked it because it shows the original Butler patent. Butler was the first with the spray carburetor. Csonka-Banki came in second, the "carburetor for stationary engine" was a spray carburetor. I compared the Butler patent with an original Csonka carburetor. These two are identical. (BTW, speaking of obscure inventors, though fellow Hungarians would be outraged, but the Csonka-Banki carburetor was as obscure as the Butler one as it had no impact on the international automobile industry whatsoever). Third place goes to Maybach, which was another spray carburetor. And you can say that Butler had no influence, but are you sure about that? Butler had numerous patents, its vehicle was featured in the cover of many magazines in the early 1890s. It's your choice how you edit the page, I am just telling you historical facts. Pnegyesi (talk) 09:57, 28 July 2014 (UTC)

Air horn?
This is mentioned in passing twice; once in an image comment, and once in an image. Explanation would be appreciated!--137.205.174.41 (talk) 17:40, 31 July 2014 (UTC)
 * Air horn is a casual term for velocity stack; it's not the same as an air horn. I piped a link to velocity stack. --Dennis Bratland (talk) 20:48, 31 July 2014 (UTC)
 * Thanks for that.--137.205.174.41 (talk) 17:04, 8 August 2014 (UTC)

2-cycle carburetors need to be covered
The article has nothing about 2-cycle carburetors. They generally have no float bowl, may have a primer bulb (which is widely misunderstood) and some need to work when tilted at odd angles or even upside-down (e.g. for chainsaws or weed trimmers).

Come to think about it, 4-cycle lawnmowers and other small equipment usually do not have a fuel pump, and are not set up for gravity feed of fuel, but have a fuel pumping function built into the carburetor. This also needs to be explained.

Perhaps 2-cycle carburetors should be in a separate article. Gypsydoctor (talk) 15:17, 17 July 2019 (UTC)

 * That's not a "2 cycle" carburettor, thats a diaphragm carburettor. Andy Dingley (talk) 15:19, 17 July 2019 (UTC)

Abbreviations
Carb is definitely a term used in Australia and New Zealand. It suggests to me that we can remove that note about that being specific to North America. — Preceding unsigned comment added by Bostwickenator (talk • contribs) 13:55, 26 May 2016 (UTC)
 * What suggests? What does "it" refer to? --Dennis Bratland (talk) 14:26, 26 May 2016 (UTC)

Moving list of carburetor companies to a new article
Hello everyone. I'm relatively new to Wikipedia, so I'm not sure how these processes work. I've copied the list of carburettor companies into a new article as I've seen that most lists have dedicated articles.(List of carburetor manufacturers). Apologies if this breaks any rules; please contact me if that's the case. Thanks and stay well. User:EH86055 | User talk:EH86055 | 25/7/2020 —Preceding undated comment added 00:30, 25 July 2020 (UTC)

 * I've restored the List of manufacturers because List of carburetor companies no longer exists. Gab4gab (talk) 15:46, 2 August 2020 (UTC)

 * Just restored the article and replaced the link. EH86055 (talk) 02:44, 10 August 2020 (UTC)

Colortune
I was amused by a "pissing contest" (direct quote) of 2007 in the archive so I created the needed Colortune article. Not much more than the stub that Scheinwerfermann says (epoch 2007) is needed until I have imaged instruction manuals etc. Wportre (talk) 21:30, 4 October 2020 (UTC)

 * I wonder what happened to that. Did someone fold it back in here? --BjKa (talk) 14:27, 11 October 2021 (UTC)

Etymology
I'm calling "Citation Needed" on that "burette" business. I find it highly unlikely that car/burette are the etymological building blocks of the term. It directly contradicts the much more likely source of the word as having something to do with the French "carburant"/"carburateur"-complex of words. I would bet that "car" wasn't even a word that meant anything to engine builders before 1900 (unless it's what we call a "bus" today, but probably drawn by horses...). To really know what's going on here would involve resarching old literature, and who used "carburet(t)or" first, and how did he come up with it. Everything else is just guesswork. --BjKa (talk) 14:10, 11 October 2021 (UTC)

 * I agree. It appears to be WP:OR. Jojalozzo (talk) 22:50, 24 December 2021 (UTC)

title: Talk:Carburetor


text:
John Stewart, 4th Earl of Atholl

John Stewart, 4th Earl of Atholl (died 25 April 1579), called the Fair, was a Scottish nobleman and courtier. He was favoured by Mary, Queen of Scots, but later turned against her.

Biography
Stewart was the son of John Stewart, 3rd Earl of Atholl and Grizel Rattray.

He supported the government of the queen dowager Mary of Guise. He wrote to her on 10 June 1554 describing a skirmish in which his cousin George Drummond of Ledcrieff was killed by the lairds of Ardblair, Drumlochie, and Gormok, his followers. Lord Ruthven, sheriff of Perth, and Lord Drummond had searched for these lairds in vain but arrested six innocent poor men, who also depended on him. He hoped she could arrange a fair trial for them in Edinburgh or Perth, especially because Lord Ruthven favoured the Drummonds. He was coming to see her, but had fallen ill and wrote from Tullibardine. Subsequently, Patrick Blair of Ardblair was found, tried, and beheaded for the murder.

In 1560 he was one of the three nobles who voted in Parliament against the Reformation and the confession of faith, and declared their adherence to Roman Catholicism. Subsequently, however, he joined the league against the Earl of Huntly, whom with Murray and Morton he defeated at Corrichie in October 1562, and he supported the projected marriage of Elizabeth I with Arran.

On the arrival of Mary, Queen of Scots, from France in 1561 he was appointed one of the twelve privy councillors, and on account of his religion obtained a greater share the queen's favour than either Murray or Maitland. He was one of the principal supporters of the marriage with Lord Darnley, became the leader of the Roman Catholic nobles, and with John Knox obtained the chief power in the government, successfully protecting Mary and Darnley from Murray's attempts to regain his ascendancy by force of arms. According to Knox he openly attended mass in the queen's chapel, and was especially trusted by Mary in her project of reinstating Roman Catholicism. The fortress of Tantallon was placed in his keeping, and in 1565 he was made lieutenant of the north of Scotland. He was described the same year by the French ambassador as "très grand catholique hardi et vaillant et remuant, comme l'on dict, mais de nul".

After the murder of David Rizzio in 1567, he joined the Protestant lords against Mary, appeared as one of the leaders against her at Carberry Hill, and afterwards approved of her imprisonment at Lochleven Castle. In July he was present at the coronation of James VI, and was included in the council of regency to Mary's abdication. He, however, was not present at the battle of Langside in May 1568, and in July became once more a supporter of Mary, voting for her divorce from Bothwell (1569). In March 1570 he formed with other lords the joint letter to Elizabeth asking for the queen's intercession and supporting Mary's claims, and was present at the convention held at Linlithgow in April in opposition to the assembly of the king's party at Edinburgh.

In 1574 he was proceeded against as a Roman Catholic and threatened with excommunication, subsequently holding a conference with the ministers and being allowed till midsummer to overcome his scruples. In October 1578 he stayed with Morton at Dalkeith Palace and was said to have converted to the Protestant faith.

He had failed in 1572 to prevent Morton's appointment to the regency, but in 1578 he succeeded with the Earl of Argyll in driving him from office. On 24 March, James VI took the government into his own hands and dissolved the regency, and Atholl and Argyll, to the exclusion of Morton, were made members of the council, while on the 29th Atholl was appointed lord chancellor. Subsequently, on 24 May, Morton succeeded in getting into Stirling Castle and in attaining his guardianship of James. Atholl and Argyll, who were now corresponding with Spain in hopes of assistance from that quarter, then advanced to Stirling with a large force, when a compromise was arranged, the three earls being all included in the government.

Death
While on his way from a banquet held on 20 April 1579 at Stirling Castle on the occasion of the reconciliation, Atholl was seized with sudden illness, and despite the attentions of the court physicians Gilbert Moncreiff and Alexander Preston, and a Highland practitioner recorded as the "Irland Leeche", he died on 25 April at Kincardine.

He was buried at the High Kirk of Edinburgh near the tomb of Regent Moray at the request of the King.

There was a strong suspicion of poisoning and his relatives, including William Stewart of Grandtully, complained to James VI. Some suspected Regent Morton or Annabell Murray, Countess of Mar. Rumours that he was poisoned with the Earl of Montrose, who survived, spread in England.

Regent Morton's friend George Auchinleck of Balmanno was tortured with the boot on 15 March 1580 and was said to have confessed that Morton had Atholl poisoned. Affleck blamed another captive associate of Morton, Sanders Jordan, (Alexander Jardine). It was thought that John Provand had provided the poison.

Family
John married
 * (1) Elizabeth Gordon, daughter of George Gordon, 4th Earl of Huntly and Elizabeth Keith, by whom he had
 * Elizabeth Stewart, Countess of Arran, who married Hugh Fraser, 5th Lord Lovat, and secondly Robert Stewart, 1st Earl of March, and thirdly James Stewart, Earl of Arran.
 * (2) Margaret Fleming (1529-1586), daughter of Malcolm Fleming, 3rd Lord Fleming and Janet Stewart, widow of Robert Graham, Baron Graham, and of Thomas Erskine, Master of Erskine (brother of John Erskine, 5th Lord Erskine. With Margaret, James had three daughters and one son:
 * Jean Stewart, who married Duncan Campbell of Glenorchy on 11 July 1574, was the mother of Colin Campbell of Glenorchy and Robert Campbell of Glenorchy, grandfather of Sir Ewen Cameron of Lochiel.
 * Grizel Stewart, wife of David Lindsay, 11th Earl of Crawford
 * Mary Stewart, wife of Francis Hay, 9th Earl of Erroll
 * John Stewart, 5th Earl of Atholl, who married Marie Ruthven, at his death in 1595 the earldom in default of male heirs reverted to the crown.

title: John Stewart, 4th Earl of Atholl