as the Otto Cycle engine. This is the same engine that was first attempted in 1862. Otto turned his attention to the 4-stroke cycle largely due to the efforts of Franz Rings and Herman Schumm, brought into the company by Gottlieb Daimler. It is this engine (the Otto Silent Engine), and not the Otto & Langen engine, to which the Otto cycle refers. This was the first commercially successful engine to use in-cylinder compression (as patented by William Barnett in 1838). The Rings-Schumm engine appeared in autumn 1876 and was immediately successful. The cylinder arrangement of the compression engine was horizontal. It featured a slider valve control with gas flame ignition, which overcame the problems that Lenoir could not overcome with electric ignition which was unreliable at that time. In the 15 years prior to the development of the Otto engine power output never exceeded 3 hp. In a few years after the Otto engine was developed engine power rose until it reached 1000 hp. The Otto Cycle engine was eventually adopted to run on Ligroin and eventually gasoline, and many gases. During WWII Otto engines were run on more than 62 different fuels, such as wood gas, coal gas, propane, hydrogen, benzene, and many more. The engine is limited to light fuels. A later development of this engine, known as the Diesel engine, can burn heavy fuels and oils. Carburetor and low voltage Ignition Deutz also developed the carburetor and a reliable low voltage ignition system in 1884. This allowed the use of liquid petroleum fuel for the first time and made the use of the engine in transportation feasible. This work was conducted in parallel to the work of Gottlieb Daimler and Wilhelm Maybach who also developed a carburetor which replaced the original hot tube ignition on the Daimler Reitwagen, and a magneto ignition system which formed the basis of the magneto of the Robert Bosch Corporation. Daimler continued the development of Otto's engine for transportation while Deutz switched to Diesel engines. Loss of a patent In 1886, the German patent office nullified the Deutz patent that would have run until 1891 due to the discovery of a previous patent for a four cycle engine by Frenchman Alphonse Beau de Rochas. Deutz was unable to show that his stratified charge induction system was unlike that described in the Rochas patent and lost his monopoly and 1 of his