Shopping on line can be easy, simple and save you lots of money. It can also take a lot of your time, frustrate you, and result in unwanted purchases. Now the same can be said for regular high street shopping, but with the vast opportunity presented by the Internet it will pay you to spend a few minutes reading this and understanding how to better optimize your Joseph Day shopping experience:

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2. Research - if it has been said it will be on the internet. Ignorance is no longer a justifiable reason for buying the wrong thing. Take the time to research in detail everything that you could possible want to know about

3. Testimonials - don't know anybody that has bought a Joseph Day? Wrong! If the Joseph Day is good the internet will let you know. Use the Internet as a friend and get testimonials before you buy.

4. Questions - Got a question about Joseph Day then search the Forums, FAQ's, Blogs etc. Don't be afraid to ask .....

5. Reputation - Never heard of the company selling Joseph Day? Don't worry, no reason why you should know every company in the world, but you know someone that does! Use the internet to find out what people are saying about Joseph Day and build up a picture of their reputation for sales, returns, customer service, delivery etc.

6. Returns - still worried that even after all of the above your Joseph Day wont be what you want? Check out the returns policy. There is so much competition now that someone, somewhere is bound to offer the terms that you are comfortable with.

7. Feedback - happy with your Joseph Day then let people know, after all you are depending on others people input in your buying decision, so why not give a little back.

8. Security - check for the yellow padlock on the Joseph Day site before you buy, and the s after http:/ /i.e. https:// = a secure site

9. Contact - got a question about Joseph Day, or want to leave a comment then check out the sites contact page. Reputable companies have them and respond.

10. Payment - ready to pay for your Joseph Day, then use your credit card or PayPal! Be aware of companies that don't accept them, there may be genuine reasons but given the huge amount of choice you have when buying online there is no reason at all not to buy via credit card or PayPal.

For the Canadian Senator see Joseph A. Day

Joseph Day (born 1855 in London, died 1946) trained as an engineer at the School of Practical Engineering at Crystal Palace, London in London, began work at Stothert & Pitt in Bath, and in 1889 designed the two-stroke engine as it is widely-known today (in contrast to the two-stroke engine designed by Dugald Clark), the Valve-less Two-Stroke Engine. In 1878 he started his own business, an iron foundry making cranes, mortar mills and compressors amongst other things. Interestingly he advertised a new design of “valveless air compressor” which he made on licence from the patentee, Edmund Edwards. By 1889, he was working on an engine design which would not infringe the patents that Otto had on the four-stroke, and that he eventually called the Valveless Two-Stroke Engine.In fact there were two flap valves in Joseph Day’s original design, one in the inlet port, where you would probably find a reed valve on a modern two stroke, and one in the crown of the piston, because he did not come up with the idea of the transfer ports until a couple of years later. He made about 250 of these first two-port motors, fitting them to small generating sets, which won a prize at the International Electrical Exhibition in 1892.

It was one of Joseph Day’s workmen, Frederick Cock, who made the modification which allowed the skirt of the piston to control the inlet port and do away with valves altogether, giving rise to the classic piston ported two stroke. Only two of these original engines have survived, one in the Deutsches Museum in Munich, the other in the Science Museum in London.

The first American patent was taken out in 1894, and by 1906, a dozen American companies had taken licences. One of these, Palmers of Connecticut, had produced over 60000 two-stroke engines before 1912. Many of these early engines found their way into motorcycles, or onto the back of boats.

His company in Bath was a general engineering one, and his engines were a sideline. Much of his money came from the manufacture of bread making machinery, and the prices of wheat were very turbulent around the turn of the Century. The profitability of Day’s factory fluctuated just as wildly. These were early days for the idea of the limited company, and shareholders, then as now, could panic and bring down a company that they thought to be under threat. The problem was made worse by the publication of rumours, or the deliberate orchestration of publicity campaigns in the press.

Joseph Day, suffered from his involvement with both of the aforementioned, with the result that his firm was driven into bankruptcy. A flurry of lawsuits followed, with Day as both plaintiff and defendant. The Treasury Solicitor even tried to have him extradited from the USA where he had gone to try to sell his US patents in order to raise money. The case was eventually settled when the jury found that Day had no case to answer, but it all came too late, and he went into virtual retirement by the seaside. The development of his engine then passed to his licence holders in America, whose royalties restored his finances sufficiently to allow him to launch a spectacular new venture after the First World War.

This new enterprise was the exploration for oil. Unfortunately he was looking for it in Norfolk in the east of England. A second financial disaster was the last straw, and Joseph Day disappeared from public view between 1925 and his death in 1946. His obscurity was so complete that a mere five years after his death, the Science Museum made a public appeal for biographical information about him – with no apparent result. References

• Joseph Day by Hugh Torrens, Published by Bath Industrial Heritage Trust

For the Canadian Senator see Joseph A. Day

Joseph Day (born 1855 in London, died 1946) trained as an engineer at the School of Practical Engineering at Crystal Palace, London in London, began work at Stothert & Pitt in Bath, and in 1889 designed the two-stroke engine as it is widely-known today (in contrast to the two-stroke engine designed by Dugald Clark), the Valve-less Two-Stroke Engine. In 1878 he started his own business, an iron foundry making cranes, mortar mills and compressors amongst other things. Interestingly he advertised a new design of “valveless air compressor” which he made on licence from the patentee, Edmund Edwards. By 1889, he was working on an engine design which would not infringe the patents that Otto had on the four-stroke, and that he eventually called the Valveless Two-Stroke Engine.In fact there were two flap valves in Joseph Day’s original design, one in the inlet port, where you would probably find a reed valve on a modern two stroke, and one in the crown of the piston, because he did not come up with the idea of the transfer ports until a couple of years later. He made about 250 of these first two-port motors, fitting them to small generating sets, which won a prize at the International Electrical Exhibition in 1892.

It was one of Joseph Day’s workmen, Frederick Cock, who made the modification which allowed the skirt of the piston to control the inlet port and do away with valves altogether, giving rise to the classic piston ported two stroke. Only two of these original engines have survived, one in the Deutsches Museum in Munich, the other in the Science Museum in London.

The first American patent was taken out in 1894, and by 1906, a dozen American companies had taken licences. One of these, Palmers of Connecticut, had produced over 60000 two-stroke engines before 1912. Many of these early engines found their way into motorcycles, or onto the back of boats.

His company in Bath was a general engineering one, and his engines were a sideline. Much of his money came from the manufacture of bread making machinery, and the prices of wheat were very turbulent around the turn of the Century. The profitability of Day’s factory fluctuated just as wildly. These were early days for the idea of the limited company, and shareholders, then as now, could panic and bring down a company that they thought to be under threat. The problem was made worse by the publication of rumours, or the deliberate orchestration of publicity campaigns in the press.

Joseph Day, suffered from his involvement with both of the aforementioned, with the result that his firm was driven into bankruptcy. A flurry of lawsuits followed, with Day as both plaintiff and defendant. The Treasury Solicitor even tried to have him extradited from the USA where he had gone to try to sell his US patents in order to raise money. The case was eventually settled when the jury found that Day had no case to answer, but it all came too late, and he went into virtual retirement by the seaside. The development of his engine then passed to his licence holders in America, whose royalties restored his finances sufficiently to allow him to launch a spectacular new venture after the First World War.

This new enterprise was the exploration for oil. Unfortunately he was looking for it in Norfolk in the east of England. A second financial disaster was the last straw, and Joseph Day disappeared from public view between 1925 and his death in 1946. His obscurity was so complete that a mere five years after his death, the Science Museum made a public appeal for biographical information about him – with no apparent result. References

• Joseph Day by Hugh Torrens, Published by Bath Industrial Heritage Trust

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