TractorEngines_10001302

TRACTOR ENG NES
E D W AR D F . H A LLO C K
O VE R 1 40 ILLUS T R A T I O N S
A C omp l et e C ourse o f Lessons o n t he C onstru cti on

an d E con o mical O p er a ti o n o f tb c T ra cto r
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E ngi n e; A j us t m en ts d R ep airs
an
Made E a sy ; H o w T o
A q uire Maximum
E fficiency
1 920
AM ER I CA N AU T M O O B I LE DI G E ST
C I N CI N N A T I
C O PY R T 1 92 0
IG H
E DW A R D R SE T
O N H AL
C IN CIN N A T O I ,
H IO
C O N T EN T S .
C HAPT E R I .
E ngine P rinciples
C HAPTER II .
Features O f Construction
C H A P TER I II .
M aj or E ngine P art s
C HAPTER IV .
Va l v e s and Va l v e M echanism
C HA P TER V .
About e
t he Fu l System
C HA P T E R VI
Lubrication O f the E ngine
C HA P T E R V I I .
Cooling
C HAPT E R VI I I .
C are O f the Cooling System

C H A PT E R IX .
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Ignition S ystem
C HA P TER X .
C are of Ignition System

C H A PTER XI .
E ngi ne Troubles
FO R E WO R D .
ITH the thought in mind that a clear con ,
cep t i o n o f the princi p les involved in the

.
Operation O f a piece O f machine ry helps co n s i d

er ab l y in the matter O f keeping the apparatus
in prope r r unning condition this little book on ,
tractor engines has bee n prepared .
Fi rst considerati on throughout each o f the

various chapters has been gi ven to a complete
exposition O f the basic principles on which the
matter treated with depends f o r its functioning ;
with these principles fi rmly implanted in the
mind O f the reader w e have fe l t better abl e to
,
make plain to him the points O f divergence in

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various constructions and particularly the means

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and the methods O f e ff ecting adj ustments and

re p airs .
I t will be found there fore that each chapter

, ,
i s a separate article quite capabl e of standing

,
alone and dealing exhaus t ively with the subj ect

matter in hand Thi s a rrangement we have
.
,
felt makes for coherence and clarity to the end

,
tha t the progress O f the student tractor operator

o r owner i s furthered .
EDWA R D F HALL O C K . .
N E W YO RK ,
December
C H A PT E R I .
E n g i n e Pr i n c i fi e s
’
Ba s i c p r in ci pl e s on Wh i c h E n gi n e O p i
er a t on
De pen ds ; N e ce s s ar y Co m po n e n t s an d
Cy c l e o f O p er at io n s o f the
Pr a c t i c a l M o to r .
R O A DL Y speaking the engine employed ,

“
f o r the Operation o f any tractor i s a heat
engine ”
— a machine f o r taking energy in the
form O f heat and converting it into use f ul work ,
which is j ust another w ay o f saying mechanical

energy
The e ff ect which heat—consi dering it n o w as
.
a rise in temperature—has on a congregation O f

people i s much the same as it exerts o n matter
in general I f f or instance we have a crowd
.
, ,
o f folks huddled together under l o temperature

w
conditions and we suddenly elevate the tempera
,
ture greatly the individual memb e rs o f the group

,
a r e go i n g to get as far away from each other

.
—
as the degree O f tem p erature demands i n other
words until each o n e Obtains a fai r measure
,
O f com fort I n so doing it will be appreciated

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,
that the mass will spread ou t over a greater area

—i t will expand in other words—the expansi on
,
O f the whole being due to the individual move
ment O f the many people who make up the group .
We find that matter be it solid liquid o r , ,
gase ous as to state acts exactly t h e same under

,
the e f fect o f heat o r change I n temperature Heat .
a bar O f iron f or instance and all the individual

, ,
molecul es will exert themselves and t h e result ,
will be the expansion o f the bar exhibited as an

(1 )
2 T r a ct o r E n gi n es .
increase I n ,
—
length width and depth i n other
words an increase i n vol u me
,
.
“
E xpansion O f course entails movement and

, , ,
movement i s mechanical energy The heat we .
have put into the bar O f metal there fore i s n o t , ,
lost ; but it i s converted into mechanical energy

and the metal bar I S in reality a heat engine
, , .
I f n Ow we take such a bar and hold one end

fast against all mov ement and to the other end
we attach a rod pivoted to the bar and with i t s
.
other end j ournaled o n a crank as shown by ,
Figure 1 it will plainly be seen that i f we heat

,
Fi g 1 El e m en t ar y pi
h gi
. . r n
ci p l e of ea t en n e.
the bar to such an extent that it expands a dis

t ance equal to the throw or travel o f the crank ,
the crank will be turned imparting rotary mo ,
tion to the cranksha ft It is also conceivable

.
,
that mounted o n that sha ft we can have a fl y

wheel o r balance wheel which will store up su f
fici en t en er gy to carry the cra nk over the dead
.
”
cente r so that when the flame i s removed and
,
the bar begins to cool O ff and thereby to con ,
tract again and return to its original size it will ,
carry the crank back o nce again imparting rotary ,
motion t o the sha ft W e there fore obtain con

.
E n gi n e P r i n ci pl es . 3
rotary motion S i mply by applying the

t i n u ou s
flame at the prope r ti me and W i thdrawing it
when the outer end O f the stroke is reached .
W ith such a simpl e heat engi ne there must be

encountered conside rabl e loss O f e nergy There .
i s n o means f o r ins t ance o f preventing direct

, ,
heat loss by radiati on ; at the sa me time there i s

an indirect l oss d u e to the fact that we are
taking advantage o f the longitudinal expansi o n
O f the metal only—its ex p an sion in the other two
directions takes place at the same relative rate
as the elongation under the c h ange in tempe r a
ture ; but the po tential p owe r f rom this b readth
and depth expansi on which entails the use o f
heat t o engender it i s lost to us
,
‘
It i s not hard t o appreciate there f ore that , ,
despite its beauti ful simplicity such an engine ,
must be very i n efli ci ent O ther drawbacks are

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‘
the element o f time for it needs a considerable

,
‘
interval to raise the temperature o f a piece o f

metal depending on lt h e ma t er i al itsel f and its
,
the rmal capa c ity its weight size and sha p e and
, ,
the flame employed and the length o f bar n eces

,
sary to Obtain su f ficient enlargement un der any

reasonable temperature change i n orde r t o make
a practi cal machine .
In order to make a practical heat engine which

will be su f ficiently e f ficien t to make its use de
sirable from an economic standpo int the expand ,
ing m edium we use must be capable o f great

expansion on a comparatively limited change i n
temperature must be capable O f u ndergo ing this
,
expansion with the utmost rapidity ; and must

be O f such nature th at the f orces obtained f rom
“
its expansion in all three directions are ca p able

o f being resolved into a single force acting in
‘
o n e directi on wit h out mechanical complication .
Let us consider f o r a moment the action o f

gases under heat W e find that i f we have a .
vessel co n t a i ri i n g o n e quart o f any true ga s at

atmospheric pressure and 0 degrees Centigrade ,
and the vessel employed i s gas tight and perfectly

flexible and we he at the gas to 1 degree C it
o f i ts o r i gi n a l volume —i n
.
, ,
has expanded
other words we n o w have in the vessel 1
quarts o f gas And f or each increas e O f 1 de
‘
gree C the gas will e x p and

. of its volume
at 0 degrees C I f then we heat t h e gas up
.
, ,
to 2 7 3 degrees C we will have added

O f a quart to the vessel —that is
.
we will have ,
added another quart o f ga s t o the original quart ,
o r will have doubled its vol ume .
W e have considered i n the above that there

n I —
has been o chang e n pressure i t has remained
at atmospheric pressure thr o ughout .
The example gi v en i s s i m p l y a concrete way '
O f exp ressing a well kn own law o f physics known

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,
as the Law o f C harles G i v en any true gas its .

,
volume will increa s e by O f i t s volume at

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0 degrees Centigrade f o r every increase o f 1 ;
degree C considering constant pressure through

.
,
ou t the change .
I f in the case O f the vessel given ab ove i n ,
stead O f being flexible it was per fectly tight and

inflexible so that it could n o t increase in capacity ,
and we heated the ai r f rom 0 degrees C and .

,
at atmospheric pressure to 2 7 3 degrees C we

would have at the latter temperature two quarts
, ,
of air forced int o a o n e quart vessel Naturally .

,
its pressure woul d be increased and whereas ,
the pressure was ap proximately 1 5 pounds to the

square inch at the lower temperature and smaller
volume it would be approximately 3 0 p ounds to
,
the square inch at the increased tempe ra ture .
I n other w o r d s h a d we taken the original quart

,
.
O f gas and without change O f tem p e rature com

E n gi n e P r i n ci pl es .
’
pressed it into a hal f quart vess el we would -

,
have similarl y doubled the pressure I n the .
ins t ance gi ven abov e however by increasing , ,
the temperature instead of holding it constant ,
we d oubled the quantity O f gas contained in a

vessel without enlarging the vessel ; and cou se
quently we doubled its pressure .
This concretely expresses a second l a w o f .
physics bearing on the behavior O f gases the ,
Law o f B oyle : The pressure o f a gas varies

inversely as its volume considering constant
'
temperature .
W e find that a gas will fulfill the conditions

set f orth above f or
an e xpa nsive me
d i u m for empl oy
ment in a practical ‘
heat machine Con .
t r a s t ed with solids
and liquids its rate ,
F IG 2 o f expansion per
,
degree o f temper
ature rise i s great ;
at t h e same time
Fig h gi s lv d
,
2 T h u n l i lfi the solid it
i t i t i m pl st l m t s
t e ea en ne re o e
.
,
n o s S e e e en
ca n be so confined
.
in a vessel that width and breadth expansion are

i mpossible the expansi on in these directi ons b e
,
ing resolved into increased lengt h under the heat ,
which i s distinctly to our advantage .
O u r simplest engine using a gas a S t h e expand '
i n g m ed i u m then would take the form shown

~
, ,
in Figure 2 Her e we have a cylindrical vessel

.
provided with a loose fit t i n g p lug made j ust s nu g

‘
enough in the smooth bore o f t h e cylinder t o f
prevent leakage o f the gas past the sides ; yet

su f ficiently loose to permit o f free up and down
movement o f the plug itsel f which i n the engine ,
we are pleas ed t o call the p i ston Connecting .
the p i s t on t o the crank o n the sha ft whe reby the

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,
“
latter i s set in motion is a rod called t h e con ,
”
n ect i n g r o d T h e arrangement i s such that
.
every time the piston moves outward in its cyl i n

der bore the crank i s turned an d every time it
, ,
moves back the crank i s carried back giving

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rotary motion t o the shaft In order to carry the .
crank past the dead center a t each end o f the

piston stroke a balance or flywheel i s mounted
,
o n the sha ft which stores up su f ficient energy

,
to carry o n the motion when the crank has

reached its dead center .
Re ference to the sketch will indicate that a

quantity of a 1 r l s tra p ped i n the space above the
piston in the cylinder I f now we apply a torch .
, ,
o r s o me other source O f heat to t he outside O f

g
the cylind er the trap p ed ai r w ithin will be
warmed A i r o f course i s a gas—o r rathe r a
,
—
.
, , ,
mixture o gases and it will accordingly follow

f
the laws for ex p ansion O f gases under heat set
forth above with the result that pressure is cre
,
ated within the cylinde r in exact accordance with

the i n c r ea s e i n temperature O f the ai r within
_
.
The i n c r ea s e sgoe s o n until such time as t h e pres

‘
sure O n the piston becomes su f ficiently great to

cause it to move outward turning the crank and ,
setting the engine i n motion .
S uch in fact i s t h e principl e on which the hot

, ,
ai r engi ne Operates It is a slow moving low .

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,
powered ine f ficient engine ; t 0 0 b v i at e its faults

, , ,
speed O f action whereby considerably greater

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p ower i s obtained with the use of the same

amount o f machinery i s essential ,
.
I n the internal combustion engine there fore , ,
in stead o f applying o u r h eat to the outside of

the cylinde r as a means O f elevating the temper
ature o f the gases within we int i mately m 1 x
.
,
E n gi n e P r i n ci pl es . 7
the fuel we are us ing with t h e ai r which

is serving as the expanding medium in e x ,
a ct l y the prope r p roporti ons t o form a com

b u s t i b l e mixture W hen w e i gn i t e this mix
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ture the burning O f the f uel occurs almost

instantaneously ; there i s a sudden rise and a
great rise i n tem perature so that the ai r e x
p a nds causing pressure on the piston almos t
,
immediately
In order to make a practical internal com b u s
tion engine there fore we must p rovide a cylinder
, , ,
pi ston and cranksha ft assembly exactly as indi

ca t ed above ; but we must also provide a means
o f getting a fuel charge into the cylinder at the

p rope r time and mi x ed with the proper quanti t y
Of ai r to form an explosive mixture "
Also .
we must provide a m eans of getti ng r i d O f

the burned gases a fter t hey have fully e x
p a n d e d and performed thei r work o n t op O f the
piston
—
.
We have leading
,
into the cylinder o r rather
into the combustion chamber which i s the space ,
in the cylinder above the piston when the latter

i s at t p stroke in which chamber the actual
—
,
_
burning O f the gases takes place a n intake pipe

by means O f which the mixture Of gas ( vap o r
i z ed gasolin e o r kerosene I n the case of the trac
tor engine ) and ai r i s in t roduced i t ito the cham
ber at exactly the pr oper time This pas sage is .
closed by means O f a little valve shaped like a

manhole and provided with a stem by means
,
O f which the v alve can be raised from its seat .
and the passage Opened f o r the reception O f the

gases at the prope r instant This valve closes .
tight against l eakage o f the pres s ure at all other

times and i s normally held fi rmly to its seat by
.
“ ”
a strong s p ring I t i s called the inlet valve
.
“ ”
or intake valve .
Also provided 1 3 a secon d passage closed by a

similar v alve which I s Opened at the p rope r time
,
f or the e x pulsion o f the burned gases and kept ,
tightly clo sed against all leakage at all other

times I t i s calle d the e x haust valve
.
“ ”
.
In diagram s in Figure 3 the placing O f these ,
valves and passages an d the action O f these

valves i n eff ecting the inlet and e xh aust o f the
gases at exactly the pro p er time with r elati on
to the piston stroke are in dicated I n d i agr a m A .
,
Fig I dic ati n g the f s ks in th e cycl of p i s

c gi
. 3 . n our t ro e e o er a t on
of t h e t r a t or en n e.
as can be plainly seen the piston i s traveling ,
downward and in doing so is acting like the

‘
p l u n ge r o f a suction l
pump creating a partial ,
vacuum behind it T h e inlet valve has been .

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Opened and thi s suction created by the pist o n

,
is relied upon to p u l l i n t o the cylinder a full

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charge of mixture O f proper proportions f o r
firing from a mixing va l ve o r a carburetor as ,
the case may be .

10 T r a ct o r E n gi n es
‘
up once o n the compression stroke ; down again

o n the power stroke and up once a gain on t h e
,
exhaust stroke From the fact that four such .
piston strokes are necessary an engine operating ,

“
o n thi s principle is called a four stroke cycle - -
engine or in more common parlance a f our

, ,
stroke engine There are internal combustion

.
e ng i nes which Operate o n o ther cycles ; there i s
on e ,
for i nstance which accomplishes its enti r e
,
function in two strokes O f the piston But f o r

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tractor service engines operating o n any but the

four stroke cycle have made no progress h o w
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,
ever serviceable they may be in other fields '
s o that a descripti on O f thei r Operation i n a book

dealing strictly with m odern tractor engine pra e “
tice will serve no use ful purpose .
The reader in going over the diagrams p i ct u r

,
ing the cycle O f Operations will a lso notice that ,
i n go i n g t h r o u gh o n e complete cycle the cran k

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sha f t made t w o complete revolutions There is .

,
then o n e power stroke to each four piston str o kes

,
with a singl e cylinder engine o f this type and ,
the flywheel must be so proportioned as to carry

the piston through three idle strokes after each
t k e before the piston i s again i n posi
'
p o w er s r o
tion to impart power t o the engin e cranksha ft .
I f we were to actuate t h e v a l v es directly f rom

the cranksha ft it must be ev i dent that each valve
,
would O p en once f or each revolution o f the

cranksha ft As a matter O f fact as we can
.
‘
prove for ourselves by re ferring once again to

the di a grams t h e in l et valve opens only once
,
f o r each two revolutions O f the crankshaft and ,
the exhaust valve has a similar movement The .
exhaust valve i s open f o r O n e hal f O f o n e rev o -
l u t i o n the inlet valve f o r the second hal f O f

,
the same revolution while f o r the sec o nd revo ,
l u t i o n both are shut tight .

E n gi n e P r i n ci pl es . 1 1
It would n ot do obvi ously to Open them di , ,
r ect l y from the crankshaft ; we must interpose
a second sha ft tim ed to rotate at hal f the speed

Of t h e cranksha ft in
‘
order to O b t a i n the
proper motion O f o u r
v alves relative to the
piston travel The ar .
rangement O f this sha ft ,

“
which we call the cam
”
sha ft is i n
,
d i c a t e d in
Figure 4 It .
will be seen
that a gear
w h e e l i s
mounted on
the C I a n k F i g 4 S h wi g h t h c m sh ft
is d v t h lf c ksh t sp d
'
o n ow e a a
i f
. .
‘
r en a a r an a ee
shaft en ga g .
ing with a second gear O f twice the diameter

o f t h e crankshaft gear mounted on the camshaft ,
the rel ative sizes being such that the ca m s h

rotates at hal f c eed .
Fi g . 5 . Ac it on of c am in Op i g
en n the v lva e .
O the camsha ft i s mou nted an i rregula r ly

n
—
shaped wheel a wheel with a hill o n it and
called a cam—for each valve E very time the .
hill on the cam comes around it raises the valve ,
push r o d ( see Figu re

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which i n t urn p ushes
up against the bottom O f the valve stem and ele
vates the valve against the action O f the valve
sp ring W hen the h ill passes the valve spring
.
,
r e t ur n s t h e valve to its seat W here the valves

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.
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are o f the overhead or valve i n head type the
- - -
,
push r od i s longer and transmits its motion to a

-
rocker arm o r l ev er which bears down against the

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valve stem Opening the valve at the proper time

, .
N aturally the hill on the cam i s exactly p r o

,
portioned to start opening the valve at t h e prope r

time and to h old it Op en j ust long enough ; and
the cams are so set on the camsha ft as to time
thei r per formance correctly with the piston travel .
C H A PT E R I I .
F ea t u r e s o f C on s t r u ct i on .
M u l t i -C y l i n d e r e d E n gi n e s E x c e l f
’
T r a ct o r W k
or an d t h e S t a n d ar d
T ype s O ff e r e d .
N the preceding chapter we have gained an

'
i nsight i nto the basic principles upon which

the tractor engine operates In the employment .
o f these basic p rinciples all tractor engines are

—
,
identical i n their detail s o f construction how ,
ever they di ff er radically from o n e another It

, .
i s the pu rp ose O f the second chapter t o go fully

into modern tractor engine construction i n d i ca t ,
ing the functions O f the various parts and indi

cating clearly wherein o n e engine di ff ers from
the next and the reasons there f o r .
W e have had under consideration so far only

"
such engines as employ a single cylinder It .
must be evi dent that o n a vehicle like a tractor ,
where smooth p rogress i s desi rable the produc ,

“ ”
tion O f power in j erks such as we have seen
results from the single cylinder construction i s -
,
by no means ideal It would be far better f or

.
,
instance i f instead o f Obtaining only o n e power

,
stroke f o r each t w o revolutions Of the crank

sha ft we could Obtain two power strok es ; still
“
b etter i f we were able t o get four power strokes ,
o r o n e f or each hal f revolution O f the crankshaft .
That means that we would Obtain o n e power

stroke for every 1 8 0 degrees o f cranksha ft
movement .
It i s quite impossible O f course t o Obtain , ,
such desi rabl e results from a single cylind er en -
(1 3 )
14 T r a ctor E n gi n es .
gi ne per forming on the four stroke cycle It i s -

.
quite possible however to arrange two such

, ,
cylinders o r fou r such cylinders t o i mpart i m

, ,
pulses to a single cranksha ft ; and b y p roperly ,
arranging the cr a nk t h r ow s and the cams to , ,
cause these cylinders to deliver their power to

the cranksha ft at di ff erent times .
Such i s the trend O f modern tractor en gine

practice ;single — cylinder engines which once wer e ‘
almost universally used tractor work are

fast becoming Obsolete ; the two cylinder engi ne
still pers i sts o n several well known makes o f
tractors but even it i s giving way at the pres ent
,
time t o the four and six cylinder types which

have ma d e such great headway I n the automobile
field and which are fast becoming standard i n
the tractor industry .
The four cy linder engine i s by far the most

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pop u lar at the p resent writing there be i ng very ,
few engi nes o f a greater number o f cylinde r s ;

and since the flexibility which w e d em a n d i n the
'
passenger automobile i s by no means essential to

tractor se rvice i t seems altogether likely th at
,
four cylinders will be the accepte d standard o f

the future tractor engine It i s worthy O f note
.
that in only a single instance has a greater num

ber O f cylinders than six been adopted—that i s ,
i n the case o f the Comm on Sense tractor p r o

d u ced on the P acifi c C oast and which employs
a He rschell Spillman engine with eight cylinders
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Indicative O f t h e fact that f o r all the progress

made toward the multi cyl inder engine the -
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,
single cylinder type i s not a s yet a dead i ssue

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,
nor its production confined to the smallest manu

f act u r er s are the ac companying photographs o f
,
typical engines o f tha t type produced by t w o o f

the largest tractor builders in t h e country .
Fea t u r es o f C o n s t r u c t i o n . 1 5
Figu re 6 rep
re sents t h e
single cyl i n
der horizon
ml e n g i n e
employed o n
the m 0 d e 1
1 8 3 5 tractor
-
produced by
the Advance
R u m el yT r a c
tor C O La .
,
P orte I n d
Fig 6 RuSi glyl cyli d h i t l gi
. . n e- n er
w h 1 c h has
o r z on a en ne
, .
,
on 1 8 35
- m e .
given a r e
markable account O f itsel f over past years while ,
Figure 7 pictures a somewhat similar type of

engine which is used o n the 1 0 2 0 M ogul trac
,
-
'
tor produced by the International Harve ster .
C orporation .
I t will be noted in the case O f the la tter that

the valves are placed in the cylinder head and ,
“
that the engine i s hopper cooled A modified .
“ ”
T head cylinder arrangement prevails in the
case o f the Rumely engine .
N ot always ,
i n the case O f
the single cyl
inder engine ,
i s the horizon
tal cylinder ar
rangement a d
hered to Take .
,
f O r instance ,
the B e e m a n
garden t r a c
t o r which i s a
.
F 7 M 8 1 m 2 0 i g1
.
y1 d 0 S n e c
.
In er
f
l
S m a l 1 hand i 3 en r e
g ,
T r a ct o r E n gi n es .
operated machine and a vertical cylinder engi ne

,
O f this type i s employe d .
T w o cylinder tract or engi nes which still are

-
,
commonly met with throughout the ind u s t ry ,
come in three di ff erent forms as to the arra nge

ment O f the cylinders : The most commonly met
“
with i s the opposed cylinder type with t w o
'
,
horizontal cylinders fa cing each other o n a sin

gle crankcase S uch an engi ne 1 3 pictured in dial
.
grammatic f orm in Fi gure 8 with the various ,
Fig . 8 . T cyli d
w o- n er o pp s d g i
o e en n e of th e gu l l T c
ra t or .
p a I i ndicated f o r the co n v en 1 en ce O f the reader

ts .
The e ngine in the figu re i s the o n e emplo y ed on

the Bull tractor a three wheeled type which is
,
held I n great respect .
The real virtu e Of a t w ocylinder engine O f

this type i s the close app roach to per fect balance
which the arran gemen t o f the var i ous parts per
mits It will be appreciated that with the single
.
cylinder engi ne the sudden stopping a nd start i ng

1 8 T r a c t o r E n gi n es .
in the t w o cylinder opposed engine the piston

-
,
and connecting r od O f the second cylinder are so

arranged as t o take the place o f this counter
balancing mass the cr a n kt h r o w s b eing set at ,
1 8 0 degrees apart H ence the vibratory f o rces .

,
T vi w of 1 2 -2 5
H op e
m ot or T he
8 -1 6 H P m is .
ls b ui l t i his s y l
. . o t or
a o n t t e.
cs C am cs
a e on 2 5 -5 0
H C am 1 2 25
H
a e on -
. P . m o t or .
. P . m ot or .
F I S AO
T iw of 2 5 -5 0 H P m T h e 1 8 -3 6 an d H P
4 0 -8 0
s ls b uil i h i s s y l N w his f u
op V e . ot or . . .
m ot or t t ot e h o w t
cyli d is d h s g i c s uc i
ar e a o n t e. n ar r o o r
n er m o t or an ow t r on n on tr t on .
en
Fi g
gi s ne
. 1 0 . S m vi ws which m ph si
o e ef u s e a ze the a t re of Av y er
.
Fea t u r es o f C o n s t r u c t i o n . 19
set up by o n e piston occur at exactly the same

time are e qual t o and in the opposite di rection
,
from t h os e e s t a b l i s h ed by the other o n e s o that

they neutrali z e each other an d per fectly smooth
,
operation is the result It can plainly be seen

.
that the use O f counterbalances o n the cranksha ft

o f such an engine i s needless .
In Figure 1 0 are shown similar views o f the

Aver y tractor engi ne O f the opposed type in
both t w o cylinder and four cylinder types The
- -
.
main points o f divergence between the Bull and

Avery two cylinder engines are the employment
-
of L head cylinders with di rect acting thrust

-
valves o n the former as against the I head,

-
cylinder with valves in the head by the latter ;

also in the Avery a single camshaft i s employed
to time the action O f all four valves while in the ,
Bull engine the employment O f t w o camshafts i s

indicated .
In connectio n with the Avery tractor it may

be said that thi s manu facturer has adhered to
the opposed type o f en g1 n e f o r many years and .
developed that type to a point O f refinement that

i s hard to improve upon In the four cylinder .
-
Avery j ob still another source O f vibration i s

eliminated It will be noticed that in the t w o
.
“ ”
cyli n der engine the cylinders are staggered
'
slightly due t o the arrangement o f the throws

,
o n the cranksha ft Because O f this staggeri ng it

.
i s ev id en t that the pull O f o n e rod on the crank

_
sha ft due t o the pi ston stoppage is deli v ered at

, ,
a diff erent place from the pull O f the other r o d

and i s opposite i n direction This will cause the .
crankshaft t o act somewhat like a lever i n ,
fl u en c i n g it to rotate in a longitudinal plane about

a center midway between the points o f attach
ment O f the t w o rods t o the sha ft Since there .
i s a reve rsal o f movement o f the pistons twice

f or each revolution O f the sha ft and since such ,
reversal w i l l ca u s e a tendency for the longi

'
'
t u d i n a l r otation O f the sha ft t o reverse also we ,
have a source O f an annoying vibration which

i s very evident at high engine speeds .
I f now we note t h e arrangement O f the

, ,
c r a n kt h r o w s on the four cylinder engine we -

,
fi nd that those o n the t w o outside cylinders are

o n the same plane while those o n the t w o inside ,
cylinders are 1 8 0 degrees away both rods i n , ,
fact attaching to the same pin

,
I f we con .
sider the action O f the two outside pistons

.
at t h e m o
ment O f r e
v e r s a L we
find that both

are acting i n
the same di
r e c t i O n so ,
that i f the
s h a f t were
fulcrumed o n
a center the
F g 1 1 I g gi f t h pp s d r e S 1 1 1 1: 1 n g
n ec o en ne 0 o o e
t yp h
. e
e
forces would
counterbalance each other and would n o t tend to
cause rotation o f the sha ft in a longitudinal plane
as with the t w o cylinder engine Likewise the -
;
.
,
forces which would tend to cause such rotation

from t h e i n s i d e cylinders are exactly counter
~
.
balanced At the same time the two pistons o n

.
,
one cylinder block exactly balance those o n the

other block s o that all reciprocating forc es are
,
balanced and an en gi ne which i s p erfectly bal

,
a n ce d under all conditions results .
In Figure 1 1 i s s h Ow n a photograph o f still a n

’
other opposed t w o cylinde r engine which is -

,
fitted to the I n geco tr actor It also i s O f the .

Fea t u r es o f C o n s t r u c t i on . 21
overhead valve type an d its chie f claim t o

novelty i s in the fitting o f t w o carburetors ,
whereby the nec essity for a long intake mani

fold entailing condensation under col d weather
conditions i s done away with Figure 1 2 gi ves .
a side view O f the t w o cylinder Avery engine

making plain the use o f long ma ni folds In the .
illustration a double bowl carburetor i s shown

-
,
o n e bowl serving f o r gasoline and the other f o r
kerosene ; the shi ft from the lighter t o the
Fi g . 1 2 . S i d vi w
e e of th e A v y d ubl cyli d
er o e- n er t yp e.
he avier fuel i s made when the engi ne has become '
s uffi ci ently warmed up to handle the kerosene
properly .
It cannot be denied that the double cylinder

horizontal engine has certain advantages in the
w ay o f co m pactness over the opposed type
. and ,
these advantages have led t o its adoption in

pre ference to the opposed engine by several
tractor manu facturers Thes e advantages are.
'
mainly a greater facility with which t h e various

fuel water Oil and exhaust connecti ons can be
, ,
made and the fact that such a cylinder arrange

ment permits O f the t w o cylinders being cast t o
gether in a single block making for ri gi dity and ,
lessened cost o f production .
Such an engi ne i s the Titan 1 0 2 0 used o n -

,
o n e o f the Intern ational Harvester models It i s .
‘
pictured in Figure 1 3 and like the Avery i s O f ,
Fi g . 1 3 . E n gi n e of Ti t an 1 0-2 0 .
the overh ead valve type The chie f drawback t o

-
.
such an engine i s the inability to Obt ain per fect

balance o r even a close app roach t o per fec t
,
balance i f the fi ring i n t e1 v a l s are made equal

, .
I n order t o bring about the latter condition f o r ,
instance o n a two cylinder engine it is evident

,
-
,
that we will want o n e power i mpulse f o r each

cr anksha ft revolution or 3 60 degrees O f crank ,
sha ft movement That means that both pisto n s

.
must be attached t o the same pin o r t o pins o n

the same plane s o that they will travel together
,
-
,
f or i f they were mounted 1 8 0 degrees apart as ,

'
i n the case O i the two cylinder Opposed type it -

,
i s evident that rotating the s ha ft 3 60 degrees

'
a fter the first cylinde r has fired will result i n the

second pi ston being at the bottom O f its stroke
and i n no position to fi re The only way to .
have it in position to fire 3 60 degrees a fter the

first cylinder i s t o mount it on the same pin and ,
thi s is the practice usually followed .
Thi s p ractice however gives us t w o r eci p r o , ,
cating mass es
w 0 r k i n g
i n u ni son and
not opposing
each 0 t h e r ,
and it i a evi
d e n t there , .
fore that the ,
vibration en
tailed will be
twice as great
as in the case
O f a single
cylinder e n
gine with the
same r eci p r o
Fig A R um e ly cyli d h i ca t l n g 1 1 1 3 8 8 6 8
yp b sci
. 1 4 . t w o- n er or
zo n t a l
fi d t
ce t
t
o o b i v
t
e w
a
a n e
n d turnl ng
h er e '
en
bal a n c e
fi i g i
r n
h
v ls
n
as
er a
een a r
up at the
.
same speed The means taken t o O ff set thi s con

.
dition O f course are the attachment o f counter

, ,
balance weights to the cranksha ft as shown by ,
Figu re 1 4 which illustrates a Rumely engi ne O f

,
this type The i nability to Obtain per fect bal

.
ance by thi s method has been made clear be fore ;

it i s evident that such an engine due t o its ,
tendency to vibrate badly is suitable f o r l o w ,
rotative speeds only .

‘
T r a c t o r E n gi n es .
In the Rumely 1 4 2 8 engine the other alter

native has been taken and even fi ring interv als
have been
sacrificed i n
order t o a t
tain an en
gine O f better
balance In .
thi s ca se
the c r a n k
t h r 0 w s are
set 1 8 0 de
grees a p a r t
that O ne
Fi g C
so
k c s wi h c v r em o vd re s
Ru m ly gi
1 5 r an - a e t o er e
f C y l l n d er fi
. .
r om e 1 4 -2 8 en n e.
u degrees 1 8 0
a fter the other and then there i s a complete ,
cranksha ft revolution wit h no p ower impulse .
W ith thi s arrangement which i s shown i n Figure ,
1 5 it i s evident that the reciprocating mass o f

,
o n e piston a l
most exactly
c o u n t e r
balances t h e
other ; there
is a s l i g h t
di f ference at
certai n points
in the stroke
due to the
di ff erence i n
rate O f accel
cration a n d '
dece ler a
tion w h i c h
results from
the angularity
of the C O I l m tFi g 1 6 T p vi w f t h 1 4 2 8 Rum ly
o or .
. . o e o e - e
the four cyli nder engine with the cylinders all

-
,
in a line a n d placed hori z ontally instead O f

vertically .
The vi rtue O f an engi ne o f t h i s t yp e is o f .

,
course the fact that it le nds itsel f readily to

,
pr oper placement in the frame O f the tractor

without bringing any O f the machine t oo high ;
at the same time it makes an engine which is
very accessible since n o t only the valve mechan
,
i sm which i s generally exposed and located on

,
top O f the cylinders but also the bearings can ,
Fig m 7d l F u cyli d h i
3 0-6 0
,
1
o
. o r- n er or zon t a l en gi ne of Aul m T yl
t an - a or
e .
be reached in a j i ff y when it comes t ime to effect

‘
adj ustments or repairs .
That this i s s o i s made evi dent by Figure 1 7 ,
in which I s illustrated the en gi ne O f the Aultman

Taylor 3 0 60 tractor The facility with which
-
.
any part o f the valve mechanism can be reached

—as will be seen the valve — i n head arrange -
ment i s adhered to—the ease with which the

,
cylinder heads can be removed from the two

cylinder blocks and the otherwise generally a c
cessible location O f the engi ne parts and acces
s o r i e s are plainly Obvious .
Fea t u r es o f C o n s t r u c t i o n .
Figure 1 8 o n the other hand gives a very

, ,
fai r indication O f the facility with which every

bearing i n the engi ne can be reached gi v ing am ,
ple room for relining taking up on slack bear ,
ings o r w i t h d r a w m g the entire piston and con

n ect i n g r od assembly when it i s necessary t o refit
piston rings renew the pi stons o r otherwise co r

,
rect faults o r improve the operation O f the

engine The base o r c rankcase casting O f the
.
engine i s split diagonally as shown and simply , ,
Fig Sh wi g
1 8 th e a cc ssibili y t of th e i ter n a l me ch ism
f Aul m T yl gi
. . o n e n an
o t an - a or 3 0 -6 0 en n e.
undoing the cap screws with which it i s fastened .
in place di scloses the entire inner working

mechanism O f the engine and it all can be ,
reached f rom above ; it i s not even necessary t o

drain the crankc ase o f the Oil as would be n eces ,
1
sary with the vertical cylinder en gi ne .
The cranksha ft employed is O f the three

bearing type which i s commonly met with o n
four cylinder engines both horizontal and ver
-
,
tical cylinder types ; and it will be seen that the

28 T r a c t o r E n gi n es .
two outside cr a n kt h r o w s are o n a plane and t h e ,
two inside o n a plane 1 8 0 degrees away The .
effect is t hat we have pe rfectly eve n firing i n

t er v a l s o n e cylinder fi ring at each hal f r ev o l u
.
tion o f the cranksha ft o r at each 1 8 0 degrees ;

,
whi le at the same time we have a very close

approximation O f per fect balance It will be .
seen for instance that the reciprocat ing masses

, ,
O f the t w o inner cylinders are opposed t o the

recip rocating masses O f the t w o outer cylinders ,
so that except for a slight di ff erence i n piston

velocities at certain crank positions due t o the ,
angularity O f the connecting rods both w eights ,
and velocities are equal o n the two sets but the ,
direction O f move ment o f o n e set i s Opposite that

O f the other so that balance is Obtained C o n
, .
s i d er i n g l ongitudinal balance the effect o f the

,
two f ront cylinder reciprocating masse s i s e x actly

countera cted by that o f the t w o rear ones so ,
that vibration from this score i s done away with .
As tractor design p rogresses toward some a c

c ep t ed standard—and such progress has been
—
marked over t h e past three years the vertical
f r l
cylinder type O f ou cyl i n d er engine following ,
closely automobile practice comes more and

, ,
more into its o w n In fact even the six cylinder

.
,
-
verti cal cylinder typ e i s making some p rogress .
Doubtless there will always be quite some di f

feren ce between the tractor engine and th e ac
cep t ed automobile standard di ff erence which re
,
s u l t s from their di fferent fi elds O f em p l oym en t .
and the widely diverg ent duties they are called

upon to per form C hi ef among these di ff erences
.
will be the weight since it can easily be believed

,
that the tractor engine will f o r at least some time

,
to come represent a heavier construction f o r

,
equal power output t han the a uto mobile typ e

thi s di ff erence being due t o the fact that the trac
Fea t u r es f
o C o n s t r u c t i o n . 29
t or engine operates normally at three quarters -
load constantly throughout the day—i t i s essen

t i a l l y a constant duty engine and as such prob
-
, ,
ably always will be O f the moderate speed type

and rather rugged in construction .
The automobile engi ne on the other hand i s, ,
called upon to deliver power at only o n e quarter -
its rated C apacity throughout the greater part of

the day ; but for brie f interval s it may be taxed
to its limit o r to any extent between maximu m
and minimum p ower development possibilities .
It i s essentially a variable load engi ne and since ,
the vehicle it i s used in connection with must be

capable O f high speed and rapid acceleration ,
light weight in conj unction with great power i s

, ,
a prime essential Q uite as a matter O f course

.
,
the automobile d es i gn er h a s gone t o high rota

tive speeds in order to sati s fy these conditions .
Flexibility and quick pick u p on the other -

,
hand are ot required O f the farm tractor what

,
n —
i s wanted i s a slow steady pull with great dura
,
b i l it y . H ence we can logically expect that power

for power the tractor engine w ill be weightier
,
'
and slower moving than the automobile engi ne

-
.
There are but a hand ful o f tractor en gi nes

which violate thi s condition First and foremost .
comes the M oline U niversal which employs a ,
four cylinder e ngine O f the high speed type

- -
which is comparatively light in weight but withal ,
very rugged in construction Second is the Ford .
s on ,
also employing an engine which turns over
at a speed comparable with the average a u t o m o
bile engine . But perhaps the most noticeable
exception t o the rule i s the C ommon Sense trac
t o r which i s a C oast production and which em
,
ploys an eight cylinder V type engine following

- -
,
exactly automobile engine practice .
That ruggedness and heavy weight are the

rule however i s made plain in some o f the ver

, ,
tical cylinder engines pictured herewith Figure

1 9 f o r instance ill ustrates the four —
.
, , cylinder ver
tical engine employed on the E merson B ranting -
ham ( Reeves ) t ractor rated at 4 0 horse power ,

-
,
f o r belt work Indicative O f ruggedness is the

.
fiv e bearing cranksha ft a construction which has

-
,
all but disapp eared from automobile practice

—
,
and the employment O f sepa rately cast cylinders .
The value O f the latter construction on tractor

work i s not t o be min imi z ed The tractor engine .
operates n u
der t 0 t a l l y
di ff erent co n
d i t i o n s from
t h e a u t om o
bile e n g i n e
and the fact
that its work
is Of the
hardest a n d ,
long con
tinned ; t h a t
its t e m p e r
a t u r e s run
Fig
4 0 65 k
C ss s c t i f E B ( R v s ) h l h and 1 1 1 1)
s m t
1 9 . . ro e on o - ee e
- er o en e o or. g
r i c a t i o n is
there fore di f ficult ; and that su f ficient attention

i s un fortunately not always paid to the necessity
, ,
O f keeping the air washer i n prime condition so ,

'
that n o grit will get i n t o the cylinders results in ,
more freque nt scoring O f on e o r more cylinders ,
n ecessitating either replacement o r reboring .
W ith the individually cast cylinders the co r r ec -
tion can be made at greatly reduced cost and in ,
much less time than when the cylinders are cast

in a single block necessitating the removal o r r e
,
Fea t u r es o f C on s t r u c t i o n . 31
placement O f the entire block in accordance with

the amount O f damage done .
Thi s construction quite naturally give s a par

t i cu l a r l y long engi ne ; m u ch longer than an en
o
gi ne o f the same cylinder dimensions but with

the cylinders cast in pairs or in block But this a d .
d i t i o n a l length is not an altogether bad feature I t .
gives much greate r clearance within the engine ,
greatly facilitating the re moval and the replace

ment O f the pi ston and connecting rod assem
blies etc At the same time considering agai n
, .
,
the high prevailing temperatures it i s a well ,
known fact that the individually cast cylinders

make possible the employment O f cooling j ackets
O f substantially equal cooling capacity at all
points around the cylinder s o that warping O f ,
the cylinders resulting i n misali gnment o f the

working parts and greatly increased wear i s to ,
a greater o r less extent done away with, .
In the engine under consideration the cylinder ,
heads are cast with the cylinders and are n ot

.
separable ; and the valve arrangement i s o f the

L head type : The sectional view O f the two f o r
-
wa rd cylinders clearly indicates the symmetry o f

the water j ackets as pointed ou t above The .
cylinders are provided with flange s at the lower

ends and through these flanges pa ss the cylinder
hold down bolts by means O f which the cylinders
-
are held fi rmly i n place o n the crankcase casting .
I n tractor p r actice due O f course t o the fact

, , ,
that reduced weight 1 5 not Of prime importance ,
the crankcase i s in almost all cases formed o f

‘ , ,
cast iron instead O f aluminum which is usually

-
,
employed o n automobile engines This fact i s .
O f gr eater importance in the case O f an engine

fitted with individually cast cylinders than is so
-
with the cast i n block type f o r the very good

- -
,
reason that with the latter the cylind er block

itsel f acts as
a sti f fen
ing truss t o
give rigidity
t o the entire
engine s t r u c
ture ; w h i l e
in the latter
case th i 5
function must
be per formed
in its entirety
by the crank
F1 g
'
20 W/4 x9f
'
o u r -c y rI n ae r T C1t
'
y
ca S t l n g, gi V lv s id Wi n
.
ca s e oi l en n e. a e e.
together with
the crankcase lower hal f .
It will be noticed also that the individually

cast cylinder construction necessitates the em
l
p py m en t o f separate m ani folds f o r the i n t r od u c
tion o f the mixture into the cylinders f o r the ,
exhaust O f the spent gases from the cylinders

and f o r the intake o f the water to the j ackets
and the outlet o f the water from the j ackets to
the radiator .
FrO m this
s t a n dpoin t
the constru e
tion i s n ot
equal t o the
cast in block
arrang e m e n t
wherein it i s
per fect ly p o s
sible to mold
the entire set
of gas and
w a t e r pas
F 2l 7 A x9 f y1 d T W
x c ty
ou r c In er i n 1
sages S O as 1 0 fgi :
i
-
il o er II e
the Twin City line i s one o f several in which thi s

-
type o f engi ne i s employed The Twin C ity Six .

-
i s illustrated in Fi gu re 2 2 and will immediately ‘
be recognized as exactly the engine described

above with the addition O f t w o more cylinders
-
.
It i s because the individually cast cylinder ar -
rangement makes possible the expansi on o f a

four -cylinder engine into a six cylinder j ob in -
thi s manner with the use O f parts which are

interchangeable with a very few exceptio s ,
n ,
Fig T ckl y M is h v lv i h d yp l g
T he
s blish d s p w f ul d sig is buil
. 23 . ra a er ot or t e a e- n - ea t e, on
as t h e m o t
m of
l g si m pl li s s d s w k i
e ta e o er e n gas ot o r It t
a on e ne to t an th e t e t of or an d t me .
with those O f the four cylinder engi n e that many -
tractor manu facturers pre fer thi s construction .
All O f the parts o n this six cylinder engine f o r -

,
instance with the exception o f the cranksha ft

, ,
crankcase camsha ft and mani folds are per fectly

, ,
adapted to the f our cylinder engine i f he c rank -

.
sha ft O i c ourse i s o f the 1 2 0 degree type and

, , ,
is mounted o n seven bearings .

Fea t u r es o f C o n s t r u c t i on . 35
Fi gA b
. 24 . T vi w
w o s e Fl u
ofC i
—Sh wi g c m h f sid O f m
y gi
th e o r t en n e.
—Sh wi g m i f ld sid f m t o t or
ov e o n a s a e .
B e l ow o n an o e o o t or . ,
Still another example O f the individuall y cast

cylinder arrangement on a four cylinder vertical -
motor i s given in Figure 2 3 This i s the Best .
Tracklayer en gi ne employed o n the larger O f the

two models put o ut by the C L B est Tractor C O . . .
and i s o f clean cut rugged co nstruction It will

-
'
.
be noticed that the valve a r r a n ge m en t i s o f the

valve i n head type and that unlike the Reeves
- -
.
and Twin C ity eng ine s the cylinder heads are

-
,
cast separately and held in place by hold down -
bolts or cap screws Thi s n ot only facilitates

'
w ork inciden
t a l to the r e
moval o f car
b o n when this
operation i s
n ecess a ry but ,
it also makes
the f requent
ly necessary
t ask O f v alve
grinding very
much easier .
As a com
promise n O t ,
a few manu
f act u r e r s O f
Fig 2 5 T h cyli d s f t h N l ip
gi c st i p i s
e o ev e r s
en
.
n e ar e
.
a n
n
a r
er
.
four cylinder
e
engines p r e
fer to employ the cast i n pai r cylinder co n s t r u c- -
tion . Fi gu r e illustrates both side s O f the

Flour C ity tractor engine which i s O f this type .
It gives a very clean cut engine even despite the -

,
fact that outside mani folds are necessary while ,
at the sam e time the close coupling O f the two -
pairs O f cylinders makes possible the employ i
ment O f a three b ea r i n g c r a n k s h a f t instead O f the

-
fiv e bearing type called for by the indiv idually

-
cast arrangement and adds materially to the ,
stiff ness O f the construction while at the same ,
time reducing p roduction costs In cases where .
the c a st i h pai r practice is adopted it i s usual t o

- -
include in the line o f engines a two cylinder -
model a four cylinder model and a six cylinder

,
- -
model all using the same cylinder blocks

, .
Like t h e Best en gi ne the Flour C ity engi ne i s ,
O f the valve i n head type and i s novel in that

- -
,
very large inspection plates are p rovided o n both

sides O f the cooling j ackets by means O f which
c l ea n I n g O f
th e co oli ng
sys tem can be
e f f e c t e d
to the entire
s a ti s f a c t i o n
of the o per
ator .
Another ex
ample O f the
pair — cast type
i s illustrated
Fig 2 6 K m t h gi us d i Ligh t in Figu re 2 5
f t t ct
. . er a en ne e n
oo ra or.
T hIS IS the ‘
engine employed on t h e N ev er s l i p tractor made ,
by t h e M onarch Tracto r C O H a r t f o r d WVi s It

‘
/
‘
. .
, ,
di ff ers from the Flour C ity j ob m aterially being ,
O f the L head type with valves mani folds mag

-
’
, ,
neto pump and governor all mounted on the o n e

,
side o f t h e engine .
The clean cu t staunch design made possibl e

-
,
by the cast i n block arrangement i s well illus

- -
t r a t e d in Figure 2 6 which p ictures the four

cylinder K er ma t h engine employed on the
,
smaller tractor put o u t b y the M onarch Tractor

CO . under the style Light foot The engine . .
,
which i s O f the L head type i s remarkably free -

,
38 Tr act o r E n gi n es .
from complication in
s o far as external a p
aratus i s co n ce r h ed
p ,
w hich ,
O f course i s ,
distinctly a desirable
feature .
Contri buti ng
greatly to thi s end i s
the fact that the sin
gle block c a s t i n g
'
coupled W l t h the L Fig 2 7 1 5 H P m t us d

b y Aul t m T yl
. . . . o or e
head valve arrange an - a or .
ment makes it quite

,
a simple matter to enclose the valve mechani sm

ent i rely by means o f a side plate or two as i s
indi cated in Figure 2 7 giving a view o f on e O f ,
the Aultman Taylor engines In the illustration

-
.
the forward valve enclosing plate has been r e

-
moved disclosing the valve st ems springs and

, ,
tappet mechani sm o f the two forward cylinders .
Such enclosu re i s O f course desi rable from the

, ,
standpoint o f cleanliness which mean s reduced ,
wear ; as well as from the standpoint o f b et t er

lubrication o f
t h l s important
f or instance ,
the t a p p e t s
and the valve
3 t e m s are
lub r icated b y
an Oil mist
conducted i n
Fi f o u r -c y 1 I n d er
°
T m
Ci y gi 4 xs
V lv sid
g 28 61 w
tO the valve t o il
.
en
.
n e. a e e.
Fea t u r es o f C o n s t r u c t i o n ; 39
chamber from the crankcase through suitable

drillings o r through holes bored in the hollow
-
tappets providing a su ff icient amount o f Oil for

,
the purpose This t o o means reduced wear and

.
, ,
higher e f ficiency .
C ontrasting the Twi n C ity engine shown in

Figu re 2 8 with those illustrated in Figu res 2 0
and 2 1 shows clearly the trend o f design The .
6 % by 8 inch en gi ne shown in the last figure i s

a later p roduction and incorporates many fea
tures O f design not found in the earlier types ,
such f o r instance as the enclosed V alves the

, , O
,
block cast cylinders and the separable cylinder

-
head Q uite naturally the over all len gt h O f the

.
,
-s -
engine due to the compact cylinder arrang ement

, ,
i s greatly reduced as a comparison o f the two ,
types O ff ered by Twin City clearly indicates .
It might be well to p oint o u t at this stage that

the manu facturer o f the Twin City li ne O f trac
tors i s o n e O f the most progressive in the indus
try The later models o f the Twin City tractors
.
,
which are giving a remarkable -account o f them

'
s e l v es i n the field and especially at the tractor ,
demonstrations through out the country are so

X
,
“ ”
far i n advance as t o be equipped with double
valves ;that i s two inlet valves and two exhaust
, I
valves to the cylinder closely following aviation ,
1
engine practice Thereby greater area i s O b .
t a i n ed than is possible with the single valve ar

rangement and the flow O f the gases i s corre
,
s p o n d i n gl y facilitated Thi s i n turn results in .

, ,
a marked power in c rease and cooler Operation ;

n o t the least important improvement in the oper
ation however and one that i s immediately ap

, ,
parent and highly important i s the f a ct that ,
thes e engines will throttle down and idle o n

kerosene fuel i n a manner that leaves but little
to be desi red I t i s lamentable but true that
.
, ,
this much cannot be said for all kerosene em

gines employed in modern tractor construction .
Also reflecting modern practice to a marked

degree i s the engine illustrated in two views in
Figure 2 9 employed o n the E merson Branting
,
-
Figu Em s B ti gh m E gire 29 er on - r an n a n n e.
—Righ sid f E B H P k s sh wi g
.
Ab
c bu — d g v t m 1 6 o t or ,
ov e e o . . er o en e o n
L f sid f E B H P k s c s h wi g
ar r et o r an o e r n or .
B e l ow
m g
e t 1 6 t r a t or ,
pump d m m f l d
e o . . er o en e o n
a n et o , an a o s.
\
ham 1 6 It will b e seen in the lower view that
.
'
, ,
the valves are fully encl os ed by a single plate the ,
val v e arrangement being o f the L head type -

.
42 T r a ct or E n gi n es .
marked prog
ress .
O n e of the
most imp o r
tant stock en
engine m anu
f a ct u r e r s is
the B uda C o .
,
O f H arvey ,
Ill . wel1
known a 1 s O
as automobile
engine manu Fi g . 32 . Wa uk she a c
t r a t or en gi n e.
f a ct u r er s
and one O f its typical tractor engine O ff erings

i s illustrated in Figu res 3 0 and 3 1 It i s a four .
cylinder block cast L head j ob clearly r efl ect

,
-
,
-
,
ing the best that automobile engine practice

a ff ords an d i s being success fully used by dozens
o f tractor manu facturers Its clean cut app ear .
-
ance and apparent simplicity are its maj or appeal .
Figures 3 2 and 3 3 illustrate the W aukesha en ,
gine which i s another O f the stock engine j obs

,
which i s a big factor in the industry It .
l —
a so is a four cyl i n
der L head engine ,
with the valves fully

enclosed ; the cyl i n
ders however are , ,
'
cast in pairs instead

O f in a single block ,
as was the case with

the Buda engine .
S ome O f the other

Fig 3 3 W uk s h M t S t o ck tra ct o r engines
u d i t h N ils S i
. . a e a o or
se n e on en o r .
o f prominence are the

C limax W isconsin Bu ff alo B eaver E rd G ile
, , , , , ,
Doman W estman and M idwest

, .
“
C H A P T ER I I I .
‘
M a j o r E n gi n e p ar ts .
T h eir Co n s t r u c t i o n F u n ct i o n s C a r e
, , an d R epai r
F u ll y D e s c r i b e d .
H I L E with s o me automotive engines in

applications other than tractor work ma ,
t er i a l other than cast iron or semi steel may be- -
us ed for cylinder construction in tractor p r a c ,
tice these materials only are em p loyed The .
reasons are not hard to find ; the material

semi steel i s cast iron with a certain proportion
- -
of —
steel added to give it toughness i s easily
cast easily machined and when suitably de
, ,
signed and treated in manu facture will resist

any tendency to warp under the heat and will
carry all strains imposed upon it It has still .
a nother and an all i mportant virtue This i s the

-
—
.
,
fact that there is present in cast iron a certain

’
proportion o f graphite in combination with the

metal itsel f Under rubbing act i on the smooth
‘
.
cylinder bore assumes a high polish and a tough

film forms which resists wear to a remarkable
degre e .
In almost all cases a s w a s made plain in the

,
p receding chapter the cylinder,

cooling j acket is
cast integral with the cylinder itsel f and the
moder n tendency i s to form all cylinders in a
single casting with integral j ackets and mani
folds The removable cylinder head however
.
, ,
bolted to the top o f the cylinder casting i s taking

o n a significance it never had be fore and many ,
manufacturers a r e incorporating it in t h ei r d e
‘
signs Such a cylind er casting with removable

.
( 43 )
head i s shown in Figure 3 4 from one o f the ,
Rumely models .
In the p ast it has been common practice to

rough bore the cylinders and r eam them to a
-
finish which alt h ough not perfectly smoot h soon

, ,
assumed a po lish under the piston action Thi s .
practice however i s fast giving way to the

, ,
grinding process which leaves the cylinders with,
highly, p olished and perfect ly true round walls ,
greatly facilitating fitting the pistons with the

proper clearance and checking any tendency f o r ‘
o il pumping and gas

“
blow — b y w hen the engine
”
is in operation W ith .
a large number o f the

stock engine manu
f a ct u r er s it i s also ,
‘
common practice to
“
weather the cy l i n
ders for some months
a fter the fi rst machin
Fig l 3 4 Ru m ly cyli d s ing operation Thi s
. . e n er .
d y md" h
_
an c d ea
means that the cyl i n
‘
ders are allowed to age in the Open which has ,
the e f fect o f relieving any internal strains set

up as a result o f the casting process an d the
machining process and which entail warping o f ,
the cylinders and wear .
C a r e of t h e C y l i n d er s — P rovided the engine .
i s treated with a fai r degree of considerati on ,
d es p eci a l l y as to proper lubrication the wear o n ,
the cylinders w ill be comparatively slight and

l a l t o get h er negligibl e f o r the first season o r two .
When th e cyli nd ers do sh ow si gns o f wear p ro ,
v i d e d it i s even throughout the length o f the

bore and o n al l sides —such a condition 1 5 very
,
rare because o i the variation in piston pressure

'
against the w alls at di ff erent parts o f the stroke

-
M a jo r E n gi n e Pa r t s . 45
corr ection can be e ff ected by fitting oversize pis

tons su p plied by the manufacturer a few thou
s a n d t h s o f an inch larger than the ordinary piston .
To fit the new pistons

properly it will be nec
essary to take the e n
gine down and lap the
cylinders with an ex
panding l a p w h i ch can
'
be very easily made as C UT ‘

N W O
illustrated in Figure
3 5 from o n e of the old
,
pistons The ab rasive

.
material f o r this work '
i s a mixture o f very
finely ground glas s and
machine o il It should .
be used sparingly The .
pro per lapping motion

-
i s a combined twi st and

up and down stroke
throughout the entire
length o f the cyl i
der s o that al l
,
p a r t s o f the
walls will be
evenly ground ;
the l ap sh ould
be turned from
time to time to
bring new sur
faces into con
tact The lap
.
should be kept
expanded and /
working until
the I O 1 C e r e Fig 35 Illus t ti g c s t uc t i
xp di g l p f
‘ . . ra n on r on
d f
to t u r n d i t i i g t h cyli d b s f t w
an u se o an e an n a or co n
(1 1 1 1 e on n e n er or e a er ea r .
or move the lap i s practically constant through

o u t t h e stroke Thi s shows t h at the cylinder is
.
per fectly round C are should be taken to see

.
that all cylinder wall scores have b een removed .
W here the cy l inder wal ls are badly worn o r

are scored due to lack o f adequate lubrication
, ,
o r the presence o f some ab r asive like sand which ,
has dam aged the cylinder wall surface reboring ,
and fitting ove rsi z e pistons are necess ary R e .
boring a cylinder is a j ob which calls for special

tools and f o r a practiced machini st to Operate
them in order t o turn o u t creditable work It i s .
highly inadvi sable for the average tractor owner

o r operator to undertake thi s work himsel f The .
best plan i s
to send the
cylinde r, or
t h e cylinder
bl ock as the
,
case ma y be ,
to the nearest
service s t a
tion o f the
tractor m an u Fig 3 6 C yli d h h
Av y i cyli d w ll
t t t o O VI ow
'
m y i
. . n er cu ou S
th
facturer o r to m d e
ov e .
er n n er n er a a )e t e
some compe
tent tractor repairman who will make a prope r
j ob o f it The Avery cylinder can be readily
.
relined as s h o w n i n Figure 3 6 ,
.
I t sometimes happens that the piston pin will

work loose and will chi sel a s lot in o n e o r both
sides o f the cylinder wall t oo deep to be removed
by reboring Less frequently a piston ring will
.
break and produce a like result the sharp broken ,
edge chiseling a groove in the wall I n such an .
instance a recently developed welding proc ess -

,
called the Lawrence process is invoked to fill up ,
the groove the excess metal then being g round

,
Ma j o r E n gi n e Pa r t s . 47
fl ush and lapped to a sur face t rue with the b al

ance o f the cylinde r wal l Thi s also is a j ob
.
f o r the expert ; when it i s employed unless the ,
cylinders are badly worn it i s usually n o t n eces

,
sary to fit oversize pi stons .
In the cas e of a cracked cylinder due to neg ,
lect in winter with consequent f reezing o f the

,
cooling water and cracking o f the cooling j acket ,
welding i s the accepted means of e f fecting a per

manent repai r C are should be exerci sed in the
.
selection o f a competent welder for thi s work ,
as a man who i s inexperienced in handling his

torch will warp the cylinder or the block o u t o f
shape and ru i n it f o r further use A good welder.
,
however can make a very satis factory repair

,
even o n a very badly cracked cylinder ‘

'
There are several compounds now o n the mar

ket f o r mixing with the cooling water which are
adapted to har den on contact with the air and '
thus cement any cracks in the coo ling system ,
through which they are carried by the water .
Any one o f these compounds which is free f r o m

solid matter may be employed as a temporary
means o f repairing a cracked cylinder j acket
when it is not convenient t o take the engine down
f o r welding ; in fact in many instances thi s
method o f re p ai r has been found so satis factory
,
as to preclude the necessit y o f a permanent repair .
W ith any tractor engine it will be necessary

t o remove the accumulation o f carbon from the
wall s o f the combustion chamber the valve heads ,
i
a n d the tops o f the pistons once or tw ce during
the season The tendency to deposit carbon i s

.
a chronic ailment with which all internal co m b u s

tion engines are a f fl icted to va rying degrees de ,
pending o n o p erating conditions fuel used p r o , ,
portioning o f the mixture condition of the

—
,
engine especially as to pi ston and piston ring

fit ,
—character and grade o f o il used f or l ub r i
cation etc ,
.
W hen all i s said and done the best method ,
of removing the carbon i s to take the engi ne

down far enough to get at the deposit and then ,
scrape it o ff with special carbon scraping t oo ls -
made up f or this purpos e and so shaped that

the blunt kni fe edge can be worked into e very
nook and corner and the last trace o f the trouble
s ome carbon deposit removed .
W ith engines equipped with separable cylinder

heads this is not a hard j ob at all f o r by unb o lt
—
,
ing the head ( Figure 3 7 ) removing the n eces

sary parapher
n alia such as ,
water m a n i
f olds igniti on ,
cables et c an d ,
.
,
a fter draining
the c o o l i n g
system the
enti re co m b u s
t i o n chamber
is e xp o s e d .
Fig 3 7 A v y s p bl cyli d h d Under any cir

. . er e ar a e n er ea .
cu m s t a n c e s it
will be found that the employment o f a steel wire
brush or a piece o f steel wool will considerably
, ,
a i d in removal o f the deposit unless it be o f the

“ ”
tacky kind ; then hard scraping i s the only
resort W here the cylinder heads are not sep
.
arable i t i s sometimes possible to employ flexible

, s
wire carbon scrapers getting at all parts o f the ,
combustion chamber through the valve cap op en

ings and finally blowing the accumulation of
,
carbon flakes out o f the cylinder with an ai r

blast O f course on an engine of this type i f
.
, ,
an o x ygen burning apparatus is available a much ,

SO T r a ct o r E n gi n es .
der walls will reach a higher temperature u nder

,
Operative conditions than the latter and will con

sequently increase in diameter at a more rapid .
rate than will the cylinder bore The clearance .
i s le ft so that the piston even when heated up t o ,
maximum temperature will always fit loosely ,
enough in the bore to slide freely w ith no ten ,
deney to bi nd o r se 1 ze Regardless o f the tem .
p e r a t u r e attain e d ,
however 5 O m e ,
clearance i s always
p resent between the
p 1 s t o n and t h e c y l
inder wall .
That bein g the

case it i s app arent ,
that there will be a

tendency f o r the
gases to rush past
the piston thr ough
this space on the
compression a n d
p 0 w e r strokes ;
also f o r the ai r in
t h e crank case to
rush up into the ‘
combustion cham
I n ta k e
,
Fig 38 S c t i f pis t sh w
h
ber on the
i g i g sl t s b ss s w bs pis t
. e on o on o
stroke In order to
.
d c ct i g d y
n r n o ,
o e , e ,
on ,
c ou n tera c t this ten

pi n an on n e n ro e e.
deney for the gases to rush past the piston ,
the pistons are slotted as shown in Figure 3 8 , ,
and into these slots which are O f uni form ,
depth all around the pi ston are fitted ex pandable ,
rings called piston rings

,
.
The piston rings are cast 1 r o n rings generally -

,
eccentri c in f orm and slotted o r split at the nar

r o w e s t point The rings are turned down to the
.
Ma j o r E n gi n e Pa r t s .
exact diamete r O f the cylinder bore on the out

side be f ore slotting W hen slo tted there fore
'
.
, ,
they expand slightly and can be sprung into p osi

tion in the slots on th e piston W ith most trac .
t o r engi nes three rings are fitted although in

, ,
some cases four and even five are employed .
Thei r peculiar shape and the character o f the

metal makes -them sp r ingy and resilient and the ,
gradually inc reasing section from the S plit or

slot to the largest section diametrically Opposite
it insures equal tension a t a l l points o n the .
peri p he ry O f the ring .
I n position o n the pi ston and with the piston

in the cylinder the rings expand outward against
,
the cylinde r wall closing up the clearance space

,
le ft between the piston and the cylinder wall ,
a n d t h e r eb y prevent the loss O f the gases and the

’
blow b y O f ai r The rings also take a go od part

-
.
o f the wear di stri but e the oil o n the cylinder

,
walls a n d ch eck t h e p as s a ge o f O i l past the piston

'
and into the combustion chamber in excess ;they

“ “ ” ”
tend t o cushion the cant o r slap O f the piston
at each end o f its stroke due t o reversal O f m o
ti on and the angle O f the connecting r od .
The l owe r r i ng is usually called the wi p e

ring due to the fact that it scrapes O ff t he excess
,
Oi l fr om the cylinder wall and returns it to

the crank cas e chamber W here the wipe ring .
i s fitted below the pi ston pin it usually i s pos i ,
t i o n ed quite low o n the p i ston s o t h at it j ust ,
overruns the counterbore at the l owest part O f

—
the cylinder bore the counte r bore i s the tape red
section of the bore so f o rmed as to facilit ate
replacement O f the pi stons by compressing the
r i ngs and p r ev en t i n them from catching or j am
ming The reason F
. o r the wipe ring overrunn i ng
the counterbore i s so that the Oi l it carries down

will have ample passageway back t o t h e\ cr a n k
52 T r a ct o r E ngi n es .
case chamber and will n o t be re turned to the

upper part o f the cylinder wall b y the upward
mov ement O f the piston .
W here the wi p e r m g I S p ositioned above the

piston pin and in a few instances where it i s
,
located well down o n the skirt this same func ,
tion i s performed in another manner I m m ed i .
ately below the wipe ring i s tu r ned an O il relie f

'
gr o ove generally triangular in c ross section The

,
-
.
Oil scraped O ff by the wipe ring collects in this

relie f groove and i s returned to the crankcase
chamber through a series O f holes wh ich carry
it to the inside O f the hollow piston .
The piston is provided with two bos ses o n the

inside int o which i s fitted a hollow ste el pin
,
“
called the piston pin o r wri st pin and which ,
serves to connect the piston to the upp er end O f '
the connecting r o d The pin is made of co m .
p a r a t i v e l y so ft steel but very tough in nature , ,
so that it is well adapted to stand up under the

consta n t shock encountered under the explosions
without becoming brittle and snapping due to ,
crystallization But as the piston pin must also

.
take a certain amount O f he avy bearing wear ,
d ue to t h e oscillation O f t h e r o d with the engine ,
in Operation it i s Obvious that its outer surface,

,
must be well adapted to resist this wear C o n .
sequently the pin a fter being rough shaped to

‘
size is ca s e hardened —that is it i s subj ected

, ,
“ ”
, ,
to a h eat treating process which leaves th e outer

shell very hard and wear resi sting to a depth O f -
,
f rom two to five thousandths O f an inch ;then the

pin i s fin i s h ed t me x f él si z e by grinding This
‘
hard shell takes the bearing wear while the tough ,
core carries the brunt O f the explosive pressure '

.
I n s o m e instances the p in is clamped fast in

‘
,
“ ”
the upper end o s \ eye O f the connecting r o d
and all owed t o find a bearing in the piston bosses ;
Ma jo r E n gi n e Pa r t s . 53
i n othe r cases the pin is made fast in the bos ses

,
by pinning o r by a set screw o r other means of -
locking and the bearing is in the eye of the r od .
In the latte r case t h e eye i s always b u s h ed with -
a bron z e bushing which takes the wear I n the

,
fi rst case however as a rule the bosses are not

, ,
bushed si nce the cast i ron materi al o f the boss

,
-
provides a fine wearing surface I n a few i n

‘
.
stances bronze bushes are fitted to the bosses

, .
Internally most pistons are provided with webs

,
radiating from the piston head and the function ,
o f these webs i s not so much to provide addi
t i o n a l strength and supp ort t o the piston head ,
although they do sti ff en up the bosses as it i s to ,
assi st in the radiation o f t h e p iston head heat to

the ai r in the crankcase chamber and thereby
maintain the piston at a moderate working tem
p e r a t u r e In some cases als o the p i s t o n s k i r t s
'
are provided with O i l grooves—j ust shallow slots

.
, ,
-
whic h serve to hold a quantity O f lubricant and
‘
distribute it evenly over the cylinder wall surface .
C a r e a n d R epa i r of P i s t o n s — The pistons like .

,
the cylinders are subj ect to wear As w as men

, .
t i o n ed u n der the secti on dealing with cylinder

repair the usual practice i s to replace them with
,
new oversize pi stons when th ey show wear to an

excessive degr e e o r w hen scored o r when either ,
O i these two ailments have a ff ected the cylinder

.
bore This is necessary t o secure a proper fit
. .
W hen the wear is not excessive correcti on can ,
be made by removing the pi ston pin an d detach

ing the connecti ng rod and then heating each
piston t o a cherry red and allowing it to cool
very slowly The heat should be applied evenly
‘
and the temper a ture mentioned should not be

exceeded ; i f the pi ston i s cooled t oo quickly it
wi l l warp o u t o f shape I f properly done the .
,
e ff ect will be to ex pand the pistons slightly and ,

they will be enough larger than they were orig

~
i n a l l y to permit o f lapping down to a p r op er fit ~
i n the cylinders .
The lap p ing i s accomplished in the same man

ne r as described above w ith the exception that , .
i n thi s case the pi ston i s lap ped right into the

'
cylinder it i s inte n ded t o use it in The gr ound .
gla s s and O il mixtur e i s used sparin gly and l a p

‘
ping i s continued until when dry and clean the
pist o n moves easily throughout the length O f its
stroke without any tendency to stick or bind ;
n or will i t b i n d whe n twi sted around
.
After .
b eing p e rfectly fitted it will be necessa ry t o fit

“
new rings to the p i ston .
The pi ston ring groo ves are li k ely to be worn

.
‘
a fter long use I n such a case it will be f ound

.
,
that the pistons themselves are no do ubt badly

w orn s o that replacement i s necessary I t never .
pays t o attempt to tr ue up a ri ng slot by turning

it true to a larger si z e in the lathe The best pla n .
i s t o get a new pi ston and fit standard size rings

t o it in the manner outlined below .
P i s t on R i ngs — The pi ston rings will wear

both on thei r peripheries and on the u ppe r and
“
low er edges s o that they will b ecome a sloppy
,
fit i n the ring groo ves Thi s will not only permit

.
O f the esca p e o f the compress ed gases on t h e

compression and powe r strokes but will also
pe rmit the Oil working p as t the rings—o r rathe r
,
in behind the rin gs and then up above them As .
a matter o f fact thi s sl oppy condition O f the

,
rings cause s them actually to assi st in elevating

the O i l f o r o n the dow nward stroke o f t h e piston
,
the rings work to the top O f the grooves leaving ,
all t h e space represented by the o r i gi n a l clearance

le ft in fitting and the subsequent wear, bel ow the
,
under side O f the ring the lowe r edge o f which

,
serves to scrape the Oil from the cylinde r walls

and carry it through this space to the pocket l n

behind the ring W hen the p i ston starts on its .
up stroke the r ing s hi fts to the bottom Of the

,
slot leaving the space at the t op through which

,
the Oil i s pumped by the ring movement and

deposited o n the cylinder walls above the ring to
work up eventually into the combustion chamber ,
as indicated in Fi gu re 3 9 .
As a rule when the engine is taken do w n

, ,
unl ess it has seen unusually severe service wear ,
with the cylinders and pistons will not be app a r

ent o r at le ast so appreciable as to make repairs
,
necessary Thi s howeve r is n ot so in the case

.
, ,
O f t h e piston rings They will show wear in two .
ways ; the periphery which contacts with the

cylinder wall may be streak ed with black lines
Typ s f pis i g s sh wi g h i l w ks upw d

e o t on r n o n ow o or ar
Fig Sh wi g p ck b hi d p is i gs d
.
o il h ow
sl ppy i g ssis s i i p um pi g
. 39 . o n o et e n t on r n an
o r n fit a t n o l n .
running in a vertical di recti on showing that the ,
fi t I S poor and that the ring has not been i n con

tact with the cylinder wall all the way around so ,
“
that the gases have blown by the rings leaving ,
the bla c k marks o r else the upper and lower sides

,
o f the ring may be worn so that the rings are a _
loose fi t in the ring grooves on the pi ston In the .
f ormer case unless the blow b y can be traced t o

,
-
the use O f incorrect grade O f Oil which has n o t

had su f ficient body to maintain a perfect piston
ring seal under the heat thereby preventing the ,
escape O f the gases replacement O f the rings ,
with the new ones will be necessary .

Sometimes where it is found that even the

,
fitting of new rings does not e ff ect a cure i t

’
'
i s well to increase the pressure pe r unit of ring

surface O n the cylinder wall and this i s done by ,
the very simp l e process o f fitting rings with a

groove similar t o an O i l groove all around the
, ,
periph ery which cuts down the s urface i n actual

contact with the wall As the total ring pressure.
,
or tensio n i s the same and the su r face over

,
which it i s distributed i s s m a l l e r i t stands t o h
reason that the unit pressure i s increased and

the ring will hold the gases to better a d v a n
tage .
The cost of new piston r i ngs i s so l o w that

when it i s necessary to remove t h e rings f rom
the ring slots for any reason whatsoeve r it ,
scarcely will be worth whil e to replace the Old

on es ;it i s much better to fit n ew ri ngs all around
‘
S uch being the case there i s scant reason f o r

,
wasting time endeavoring to r emove the rings

whole ; they are very brittle and can be broken
and readily removed .
I f however it i s desired t o remove the rings

, ,
without breaking them provide short strips o f ,
sheet brass o r steel ,
about 2 2 or 2 4 gauge ,
one hal f i n c h wide

’
-
.
W ith a screwdri ver

li ft the end O f the
ring and slip one o f
these m et a l s l i p s u n x
d r i t as 1 n d 1 ca t ed in
F
,
ho F “
,
e a“a
.
r em 0 v
,
F 1 gu r e 4 O w or k 1 n g 1
_
,
t
around to the back
with the aid O f the screwdriver D O the same . with
o n e O f the other slips using the remaining ,
slips
to carry the ends O f the ring F o r the top . r i ng ,
the use o f the metal sli ps may be dispensed with

ca t e d in Figur e 4 2 covering down a perfec t ly \ ,
true smooth piece o f board with ve ry fine sand

,
paper The ring can be rubbed down t o a proper

.
fit on this p r o ,
v i d e d that the
pressur e i s ex
e r t e d evenly o n
all S ides o f t h e
ring so as not ,
to cut more O ff
on e side than
the other and
so di sturb the
parallelism o f
the edges A i .
Fig 4 2 T i m m i g b d d m t h d ter a r 1 n g h as '
f usi g i t t s cu p p i g fit i been fitted to

. . r n oar an e o
g v
o n o e re ro er r n n
r oo e.
a slot mark ,
it so that you will be sure and pla ce it i n the

.
p ro p er slot W hen very close fitting is desired

.
,
filing o n a s p ec1 a l r i n gfih ol d i n g board made up

with a f ew brads to hold the ring co mpressed as ,
indi cated in Figure 4 3 i s eff i cacious , .
New rings will be so large as to diameter ;

that when co mpre ssed fully clo s ing the gap they , ,
'
ei t he r will n o t fit into the cylinder bore at all ,
o r e l s e when
'
they d o enter
it t h e y will
not leave a
proper j oint
cl ea r a n ce T he
.
fit 0 f Fig
" g
43 t h e
F i l i gl b d f cl s fi tt i g
n
f . n oar or o e n o
rings to the ’
cylinder bore can be determined ( Fig 4 4 ) by .
putting a piston without rings and f rom which

the piston pin and connecting rod have been
detached into the cy l i n d e r b o r e and pushi n g it
‘
Ma jo r E ngi n e Pa r t s . 59
far enough into the cylinder to lea v e roo m b e

neath it f or a piston ring The ring should be .
S prung into thi s space i f possible and the ga p , ,
clearance measured With a feele r gaug e .
The clearance should be j u s t ab ou t 005 O f a n

'
.
,
inch I f t o o small hold the ring between bl ocks

.
,
O f so ft wood in a vise so as n ot to mar the ,
edges and file O ff enough O f the metal on the

,
ends o f the rings to leave this clear

ance using a very fine mill cut file
,
-
for thi s work I f a feeler gauge is

.
not at hand it i s well to ,
remembe r that the thick

ness O f a pi ece o f
ordinary newspape r
i s 003 O f an inch
.
,
s o that i f a double thick
ness is used to determine

the clearance the result
will be entirely s a t i s f a c
tory Naturally the
.
,
rings should be fitted to

the cylinders they are t o
work in ; not all to t h e
same cylinder .
C are must be taken

not to break the rings i n
p lacing them back o n the
Fig M th d
T h 6 bottom t m ms c c t pi s t
44 f d
i g
o o e
'
pl S tO Il S
. e
ring should be put on g p cl c

g er i n or re on r n
a ea r a n e,
fi rst using the four little

,
metal s t 1 i p s to bridge the upper ring slots and

facilitate the manipulation O f the ring Aft er t h e .
rings are placed on the piston try them again t o ,
make sure that they W ork freely as a tight ring ,
may cause a s cored cylinder ;and even i f that is

escaped i t i s bound to leak and forestall our
,
purpose in placing it o n the piston Finally slip .

,
60 Tr a ct o r E n gi n es .
the rings around s o that the slots or j oints d o.
not fall in line ; it i s well , be fore replacing the

pi stons i n the cylinders to space the j oints at an ,
angle O f 1 2 0 degrees with each other Thi s will .
tend to check -leakage .
A fter new rings have been fitted it will take ,
a run O f at least several hours f o r them to have

worked into a perfect fit to the cylinder walls ,
and it i s well to see to it that the engine has
plenty O f O il during this period At the end O f .
that time the compressi o n O f the engine should

have improved considerably .
The connecting r o d ( Fi gure 4 5 ) in all mode rn

t r actors i s a very substantial drop f orging made ,
u sually O f vanadium steel o r alloy steel O f one

sort o r another which i s adapted to provide the
,
greatest degree
O f toughness
under the work
encountered It .
m u s t be r e
membered that
Fig Ty p ic l c c t i g d dis s the connecting
s m bl d
. 45 a on n e n ro a
e e .
r od like the ,
wrist pin carries the f u l l b r u n t o f the explosion

'
, ,
and that moreover it is subj ected t o a whipping

, ,
action and t o pressure at an angle which taxes

its strength to the utmost .
It i s Obvi ously necessary to provide the great

est d egr ee o f s t r en gt h with the least possible
’
fi
,
“
weight , and in order to a cc o mplish this purpose ,
not only has the engineer gone to the best o f

material but he also has gone t o the best p o s
,
sible sectional shape to provide rigidity— the I

beam The r o d as at present designed is in
.
,
reality an I beam gi rder tapering f rom top t o

-
,
bottom and provided with a split bearing holder

,
at the l ower end the cap being bolted to the r o d

,
proper by either t w o or four s pecial s teel bolts .
It has been usual i n tractor practice t o line the

big e n d o r
,
cra nkp i n
bearing with
babbitt metal ,
w h i c h is
poured i n t 0 Fi g 4 6 i f b bbi t t i g c ct i g d
J g . . or a n on n e n ro
the r od while
.
‘
mol ten and with a mandre l sf substantially the

same diameter as t h e crankpin i n place A j 1 g .
f o r pouring such a bearing is indicated in Fig 4 6 . .
W hen the metal has cooled ,
the mandrel i s removed the ,
rough parts O f the casting

smoothed o u t and the beari ng
spl it with a saw along the
plane of the bearing cap face .
Then the bearing surface i s

fi n i s h e d per fectly first by ,
re aming a n d a fte r ward by

blueing and scraping to a per
f ect finish .
B abbitt metal l S used f o r z
the bearing surfaces in both

main bearings and connecting
r o d bearings fi rst because it , ,
stands up well under the f ric

tion and t h e constant p O u n d
ing due to the explosions ;and
pi z
l
ifii xi i iiZfii fé
’
second c
because it provides,
a
ss m bly
s a c con r
r o d a e f measure of sa fety
o r I f for .
,
“ m “
a
instance the bearing should ,
b ecome hot due to lack O f Oil or some other cause

, ,
instead O f expanding and seizing t h e bearing pin

as a bronze bearing would do and cutting the ,
pin surface badl y and at the same time severely

,
Fi g D i l f p is
48 p is p in an d c ci r od of
Aul m T yl c
. . et a o t on , t on on n e t ng
t an - a or t r a t or .
straining the sha ft the babbitt bearing simply ,

‘
melts and runs out leaving the b ea r i n g p er f ect l y

'
f ree It immediately begins to give audible evi

.
dence in the shape O f a heavy pound that some ,
thing is wrong and the operator i s wa rned of the

,
n eces s i t y o f shutting down the engine and mak

'
ing the necessary repairs In the case o f the .
b ronze bea ri ng u nder similar circumstances the ,
pin would be s o b a d l y damaged that even i f the'
sha ft were not sprung by the severe strain i m

posed by the seizure regrinding O f the pin to ,
bri ng it back to a perfectly smooth bearing sur

face would be n ece s
sary ; that O f course , ,
entails removal O f the

cranksha ft .
As might be ex
F d c c
.
I a ll k
P . .
f Ru m ly t ct
g 49 t 1 1 1 s on an on n e
p e C t e d the C i g d
‘
"
n
.
ro o e ra or .
s h a f t as th e mem
ber which carries t h e full load developed by
each of the cylinders i s made O f drop forged ,
-
steel O f special analysis for toughness ; generally

chrome n i ck el s t eel which resists crystalliz a tion
_
,
well o r vanadium steel which als o presents a

’
, ,
Ma jor E n gi n e Pa r t s . 63
measure o f protecti on f rom this score i s em ,
ployed A fter being roughly forged the shaft

'
.
,
i s trimmed down t o approximate shape and the

pins for both main an d crankpin bearings either
machined to a
fi ni sh o r as in ,
latter day p r ac
t i c e ground
Fig 5 0 T h b i g c ksh ft f to a perfect
,
f u cyli d gi
. . r e e- ear n ran a or
o r- n er en n e.
surface T h e .
number O f bearings used will o f course depend , ,
enti r ely o n the type O f engine e mployed the ,
number O f c ylinders used etc as was made per , .

,
f ect l y plain in the preceding chapter The bear .
ings themselves are practically the sa me as the

crankpin bearings being split with a bolted on ,
-
cap and lined with babbitt metal .
I n realizati on that a fter all pouri ng a bearing

‘
, ,
i s not a j o b to be undertaken by the layman

i n —
especial ly when it comes to fit t g many tractor
engine manu facturers are giving up the poured
babbitt bearing in favor o f the shell type O f bear
ing Here we have a bronze shell o f exactly
.
p roper diameter to fit the bearing holder ; thi s

bronze shell d oe s n o t take the wear but simply ,
serve s as a support f o r the babbitt w ea r j n g sur

face with which it in turn i s lined and which
'
provides the ac
tual bearing sur
fac e The b ronze
.
shell i s riveted
'
‘
o r s C r ew e d s o l i d
Fig
,
T
1 y in Place in the Av y f u cyli d
b i g c ksh ft
pp s d gi
51 . . w o- ear n r an a on
er o r- n er o o e en n e.
bearing holder ,
the rivet o r screw heads bei ng countersunk b e

low t h bearing s urface so that there is no chance
e
O f the 1 r com i ng i n contact with the pin surface .
W ith this type bearing replacement o f the of ,
bearing i s greatly facili t ated for it i s simply ,
necessary to remove and discard the worn shell

and fasten the new one fi rmly in place S ince .
the shells are

made o n the '
limit system ,
the shell s fi t
p r o p e r l y in
Fig 3 2 C u t b l c d c ksh ft
. . o n er place and
a anfit e r an a on
t
w o -c y lj d n t l gm
er v er 1 ca en e.
ting I S reduced
to a minimum It Will even be found that the .
actu a l fitting O f the b ea r 1 n g by blueing and scrap

ing a fte r the shells have been put in place i s ,
reduced to a m 1 n 1 m u m and we not only get a ,
better fitting bearing when a l l t h e work is done

‘
but we also accomplish the work in a very short .
space O f time .
At one end the cranksha ft i s p r ovided with

,
a spur gear which i s s o metimes fo rmed integral

, .
with the sha f t and in other cases i s formed sep

arate and keyed pinned o r otherwise firmly ,
,
fastened i n place This gear meshes with a

'
second gear twice its

size a l s o fastened
,
firmly to the cam ,
s h a f t t h e two comp r is
,
ing the timing gear !
train ; the relation i s

such that the cam
shaft revolves a t hal f
the cranksha ft speed
for the proper opera
tion O f the valves as ,
indi cated in the fi rst

chapter
Fig 5 3 R m l y d k
.
"
The camsha ft like c s c s t uc t
,
. . p e r an
m i b i gs h mg a e on r i on s ow
t h e cranksha ft i s , a n ea r n .
of an el u s 1 v e knock The r od may be sprung

.
s o th at the pi ston i s cro w d ed at an angle with
the cylinder b o re o r it may be twi sted so that

,
the piston pi n does not lie i n the same plane as

the crankpin The proper method O f testing the
.
r o d for these de fects i s indicated i n Figu re 5 4 .
A mandrel o f the same size as the crankpin i s

supported m a v i se and the r o d 1 8 clamped tightly
to this by means O f the crankpin beari ng A sec .
o n d mandrel o f a diamete r the same as the pi ston
pin i s clamped in place i n the eye at the upper

end o f the connecting rod These mandrel s .
should be suffi ciently long f or their parallelism

to be tested T h e i l l u s t r a t i on shows an easily
.
‘
made a nd convenient gauge f o r testing thei r p a

r a l l el i s m . By sighting along the mandrel s it is
easy to determine whether there is a twi st in the
rod so that the mandrels d o not lie in the same
,
plane I f either test shows the r o d to be out

.
O f truth it can readily be sprung back by bend

,
ing cold simply by applying pressure in the

,
prope r di rection on the mandrel through the con

n ect i n g r o d eye .
P i s t on P i n
—The pi ston
.
pin itsel f will

give evidence
O f wear a fter
long 1 1 s a g e
and l o oseness
in the bush
ings provided
f o r it i n the
piston bosses
will give rise
to a s h a r p
metal lic C l l ek Fig R m vi g p is an d r od
ss bly h g h i sp c i
55
p ig
. . e o n t on
em
gi
a t r ou n e t on o en n
o r knock In .
on B es t en ne
Ma j o r E n gi n e Pa rt s . 67
such a case it will be nec essary t o replace t h e

,
pi ston pin with a new o n e, and in some cas es

t o rebush the cylinder bosses Try the new pin .
in the bosses an d i f it i s a goo d snug fit with

, ,
no p lay r eb u s h i n g will n o t be required I f h ow

, .
,
ever it is loo se
, the O l d bushings can either b e ,
r ea m e d o u t to take an oversi z e pin whi ch i s a

'
comparative simple Operation o r they can be ,
dri fted out with a dri ft slightly smaller in diam

e te r than the outside measurement of t e bush
h
ing care being t a k en t o hold the piston fi rm ly
,
'
o n a soft wood saddle while the bushing is being
Fig Lw c k r em o v d sh w i g ma n i b i gs
cm ci g d b ig s p is i s
. 56 . o er r an ea s e e , o n ea r n ,
r od an d h W1 t h w h 1 ch
v d i W uk sh g i
'
on n e t n an ea r n , t e ea e t on
re o e n a e a en n e.
driven o u t T h e new bushings can be pressed

.
into place by means O f a press or a vise care b e ,
ing taken to pad t h e j aws o f the press with a soft

wood block s o as t o mar neither the pist o n n o r the
bushing I t will be necessary t o ream the new
.
bushings to take the new piston pin even though ,
it i s n o t o versize E xtrem e care should be taken .
to clamp the pin fi rmly i n the eye o f the connect

ing r od so as to guard against i t s wo r king loo se
and scoring the cylinder walls .
68 T r a ct o r E ngi n es .
W here the pin is locked in the bosses and bears

in the rod eye only o n e bushing at this point i s
,
necessary .
M ai n s h af t a n d C r a n kpi n B ea r i n gs — B oth the .
m a i n s h a f t and crankpi n bearings are adj ustable

'
.
E vidence O f looseness comes in the form O f a

heavy pound o r kn ock which should be heeded ,
and the engine stopped immediately In case a .
crankpin bearing is suspected o f b eing at fault ,
drai n the Oil from the engine and remove the

plate from the bottom o f the crankcase w hich ,
will expose the

connecting rods
in the case O f ‘
.
a vertical cyl
i n d e r en gi ne
'
'
( Fi gure ;
S ometimes the
r O d s can b e .
r e a c h e d
through i n
s p e ct i o n plates
i n the crank
case Taking .
a fi rm hold on
t h cr a n kp l n
Fi g . 57 . M et h d
fili g ff o of a djus
each
t i ng b i g
sligh ly ea r n
6
b ea r 1 n g
.
by n o c ap t .
r o d c a n be
tested in turn for l ooseness In case appreciable .
play i s detected take O ff the crankpin bea ri ng

,
cap hold it in a vise and draw file the ends

,
.
( g
F i taking very little m etal O ff and mak
ing sure to take it O ff eve n ly all a round and j ust
as m u ch f r o m one sid e as f rom the other .
W here the bearing i s s h i m m e d f O r adj ust

" ‘ ”
ment ( Figu re removal o f a thin sh i m o n

eithe r side will g enera lly su ffice n o filing being ‘
necessary .
.
Replace the cap being sure that the punch ,
marks correspond and tighten up the crank pin,
bearing bolts until the bearings fit the pin snugly .
"
Test t h e t i gh t n es s O f the bearing by turning
t h e e n gi n e o ver
’
with the start

ing handle .
I n t he o rdi
0
nary c6 urse o f
T m "S - u n i s 3 mm :
events provided N
the engine has

Fi g 5 8 Shim m d b i g received e
decent
ear n
treatment a n d
. . .
care especially as to correct lubrication it w i ll

, ,
be necessa r y to take up o n all the crankpin bear

ings slightly onc e every couple o f months P r o .
ce ed as above being care ful not to get t h e b ea r

'
~ ~
,
ings too tight as in that case they will cut out

,
-
rapidly A fter adj usting the bearings it i s well

.
,
to idle the engine f o r a couple O f hours be fore

taking the tractor into the field t o run the bear
ings in t o a good fit D O not forget to lock the .
crankpin bearing bolt nuts when the bearings

'
have been properly fitted and set up .
Fig R ugh sp i g d i
e t er m n e wh b i g su f c
is high
59 . o ot t n to er e ear n r a e
,
.
T r a ct or E n gi n es .
I n ca se the wear i s t oo great to be ta ken up

'
by the above method or in case of bearing fail ,
u re the r o d will h a ve to be r eb ab b b i t t ed To do
, .
a worth while j ob o f repouring a bearing requi res .
n o t only proper equ i pment i n the way O f a j ig ,
but also experi ence in bearing pouring The .
b est advice that can be given i n a case O f thi s -
sort i s to send the r od or rods o ff to the nearest

,
“
service station o r the nearest co m petent re p air

man who will r eb ab b i t t the bearing at small cost
, .
W ith the r o d relined with new babbitt it i s ,
Fig 60 Illus i g c t r at n c t h d f sc pi g
m et b ig
sp i g d m i high sp s
or r e o o ra n a ea r n
f
. .
“ ”
a t er ot t n to et e r th ot
‘
ne e .
n ot a di f fi cult j O b f o r the m a n with patience and a

,
limited amount O f mechanica l skill to spot and

sc r ape in the bearing t o a g oo d fit on the crank
p i n .Coat the surfac e of the crankpin with a
ve r y thin fil m O f P russian blue ; the thinner the
b etter and it sh ould be spread p e rfectly even
,
.
After thoroughly coating t h e pin mount the ,
bearing on it clamping it fi rmly but not s o

, ,
tightly in place that it cannot be turned ;b e sure

and apply it to the pi n in the same position as
it will be used in the engine when reassembled

( Fig .
Then turn the bearing around a couple
O f times undo the bolts and remove it I t will
, .
be found that all the high spots on the b earing

surface will show up in b l ue both o n the uppe r
hal f and the lower hal f Now hold the bearing .
°
in the vise as shown i n Fig 60 and with a goo d

, .
, ,
sharp bearing scraper scrape a small amount o f

metal o ff these high spots and in fact from the ,
area j ust around them W hen both top and cap .
have been scraped r ecl a m p bearing on the pin

,
a fter spreading o u t the blue a ga i n a n d take

.
,
’
another impression I f the scraping has been

.
care fully done the blue this time will cover a

,
much large r surface .
Scrape down the high spots again being m o re ,
care ful to take only a small amount O f metal O ff .
Us e the flat o f the scraper blade and give it a

twisting diagonal stroke i n order to avoid r i d g
ing the comparatively so ft bearing metal After .
several repetitions O f thi s process the blued area ,
Will be found to very nearly cover the bearing

surface provided t h e scraping has been discreetly
,
done Then wipe bearing and pin clean smear

.
,
it well with lubricating O i l and adj ust it to a snug

fit as indicated above I f it i s found when it .
,
comes time t o set up the bearing that when the ,
bolts are screwed u fi tight the bearing grips the

pin too tightly cut several shims o f very thin
to 004 O f an inch—and place an
,
brass .
equal number O f these on e ach side o f the bear

ing between the two halves to provide a correct
adj ustment when the bearing bolt screws are
pulled up tight
“
.
I n ever y case when it is found necessa ry to

reline a bearing the pin should be care fully
,
examined for roughness or ridges ; it is well

also t o test it for round ness with a micrometer
O i
“
a goo d pai r o f calipers i f these instr ument s
are at hand I f the pi n i s at all rough do not
.
,
a t tempt to fit a new bearing On it until i t has

b een smoothed up and put in good condition
again I f this precaut ion i s not observed all the
.
‘
,
trouble and expense O f putting in the new bear

i ng will come to naught for i t will quickly be ,
cut ou t again making a repetition o f the task

,
necessary An experienced machini st can take

.
a pin that i s not too badly scored and file it to

approximate condition fini shing it O ff by lapping ,
with a clamp and very fine abrasive The best .
plan howeve r i s to send the cranksha ft that i s

, ,
found to b e s co r e d as to the bearing pins t o the

,
service station and have it reground and put i n

fir s t class shape aga 1 n
- -
.
I n connection with the above one o f the lead ,
ing tractor manu facturers says .
Fitting connecting r o d bea r ings i s very i m '
portant and you should know that the r o ds fit

,
prope rly at all times D O not allow t h em to run .
‘
loose and pound ’
I t i s impo rtant t o keep con
.
n ect i n g rods tight and well oiled at all t i mes -

.
B earings are constructed so that shims can b e

removed to take up the wear W hen b earings .
are worn so badly that all shims have been r e

moved i t i s then n ece s s a r y j o use new bearings .
“
T h e o n e hal f bearing gr ooved f o r Oil must b e
-
fitted in lowe r o n e hal f O f connecting rod shell -

.
“
The fi rst Operation is to fit the shells tight in
the connecting r o d and the connecting rod cap '
so they will have a full bearing back O f the shell .
About the b est way t o get a good fit is t o place

the shell on the cranksha ft and then tap the cap
to place as shown i n Fig 6 1
, . .
“
The next Operation i s to get a good bearing
fit to the crank To d o this it i s best to u s e
.
,
lamp black to paint the pin o r cranks h aft then

‘ ’
,
shims The bolts should be t i gh t and edges O f

.
,
bearings should be in close contact with shims .
It pays to fit the bearings properly : .
“
E very morning take O ff inspection plate a n d
examine the bearings and O i l l evel and see that ,
the connecting rod b o lts are tight Remember .
‘ ’
the Old adage A stitch i n time saves ni ne
,
It .
i s mighty true with a motor A little neglect may .
”
cause an ex p ensive break .
To take up on the m a i n s h a f t bearings t ake O ff ,
the three babbitted caps from the m a i n s h a f t bear

ings and clean the bearing sur f ace with gasoline .
Apply P russian blue o r red lead to the crank

sha ft bearing surf aces which will enable you in , ,
fitting the caps to determine whether a pe rfect

‘
bearing surface i s Obtained .
P lace the rear cap in position and tighten it up

as much as possible without stripping the bolt
threads W hen the bearing has been p r O p e r l y
.
fitted t h e cranksha ft will permit mov i ng with

O
one h a n d I f the .
.
crankshaft ca n not be
t u r n e d with ;o n e
hand the c o n t a c t
,
between the bearing

surfaces i s evidently
t oo close and t h e ca p
‘
req uires shimming up ,
O n e o r l t w o brass lin
e rs usually being s u f
fic i e n t . I n case the
cranksha ft moves too
l
e a s i l y w i t h one hand ,
the shims should b e

removed and the steel
surface o f the cap
filed o ff pe rmitting Fig 6 2 Sh wi g si m p l
s djus ti g Av y . . o n e
,
h ft b i g
m f ea n o a n er
1 t t o set closer m i . a ns a ea r n s.
Majo r E n gi n e Pa r t s
. 75
A fter removing the cap observe whether the ,

“ ”
blue o r red spottings indicate a f 1 1 bearing
“ ”
the len gt h of the cap
.
I f s p ot t i n 5 d o not .
show a true bea ring the babbitt should be scraped ,
and the ca p refitted until the prope r results are

Obtained .
Lay the rea r cap aside and proceed t o adj ust '
the cente r bearing in the same manner Repeat .
the operation with the front bearing with the ,
othe r two bearings la i d aside .
W hen the proper adj ustment O f each bearing .
has been Obtained clean the babbitt surface care

,
fully and place a little lubri cating oil on t h e bear

ings als o o n the crankshaft ;then draw t h e caps
up as closely as possible—the necessary s hims
,
o f course being in place D O not be a fraid O f

,
.
getting the ca p bolts too tight as the shim under ,
the cap and the oil between the beari ng surfaces

wi ll prevent the metal b eing drawn into too close
contac t I f oil is n ot put on the bearing surfaces
.
,
\the babbitt is apt to cut ou t w hen the motor is
started up be fore the Oil in the crankcase can get

into the bearing .
It must be remember ed that a fter scraping the ,
bearings will n o t be a snug fit on the pins but ,
will touch on l y a t the high spots ; i f the scraping

,
has been care fully done thes e high s p ots will be

very nume rous sprea d all over the bearing sur
,
faces an d naturally be comparatively small

,
.
A fter the bearing has been r un in for a couple Of

hours provided it i s given plenty O f O il it should
, ,
‘
wear down to a perfect fit on the pin whi ch ,
should eliminate a ny tendency f o r it to bind .
A fter l ong use es p ecially i f t h e crankcase o i l

,
has not been changed at frequent intervals the ,
bearing surfa c e will contain embedded gri t ty

matter which will act as an abrasive and lap the
bearing pin somewhat In order to correct this .
76 T r act o r E n gi n es .
'
conditi on it will be n eces s a r y t o scrap e the sur

,
face O f the bearings spot them in and refit them

‘
t o prope r alignment .
C r a n k s h af t —Aside f rom truing up the bear

ing pins as outlined unde r the last heading the ,
only repai r that i s ever called for by the crank

sha ft i s to test it ou t for true runn i ng between
centers o r on kni fe edges I f it i s found t o be .
sprung unless the spr i ng i s comparatively slight

,
it should be discarded a n d replaced with a new

sha ft A s l i gh t s pring can be ta k en ou t but as
’
. .
,
special j igs are necessary the shaft should be ,
returned to the factory o r to the neares t serv ice

station f or this treatment .
C a m s h af t —Repairs to the camshaft are

. in
f requent since i t is n ot subj ected to hard wear
, .
A fter several seasons use su f ficient loo seness ’

,
may be detected i n the ca m sha ft bear i ngs to

make r eb u s h i n g desi rabl e thi s i s a simple mat ,
ter O f dri fting o u t the Old bushings and p ressin g

i n new ones much as the piston p i n bushin gs i n
,
the piston bosses were refitted I t somet i mes .
happens also that the camsha ft becomes sprung ,
generally as a result O f being hit with a broken

connecting rod o r s o me similar mishap I f not .
t oo badly sprung this f ault can be corrected by

,
blocking the shaft between two wooden blocks

and applying pressure with a lever or j ack at the -
high p oint to bring i t b a ck t O shape ; i f badly .
sprung and e spe cially i f the cams show a p p r e

,
ci a b l e wear it i s a better plan to replace t h e cam

,
sha ft with a new one .
T o ol s a n d T h ei r Us e — T O pro p erl y care f o r

a piece O f machinery certai n tools are necessary
,
in order to do the j ob qui c kly and correctly .
O n e O f the chie f causes O f serious tractor

troubles i s that the adj usting or repairing is not
M a jo r E n gi n e Pa r ts . 77
done when it should be done and very o ften on

.
,
account of the l ack o f proper tools o r not know

ing what tools t o have on hand .
Fig . 63 . U s f ul
e t oo ls c
f or t r a t or o p er a t o r s .
The follow in g l i st of tools will be found about

all that are necessary f or doing all k 1 n d s o f a d
j usting and repairing on your tractor and f r o m ,
-
time to time one . w ill get othe r handy and use ful
O ne Vp 1 ound
2 ball
-
pene hammer .
O n e screwdriver 1 0 inch ,
-
.
Two inch fia t cold Chisels and

-
,
O n e fourth round nose chisel .
Two o i l groove Chi sels .
No 4 1 S wrench ( semi finish )

. .
No 3 7 S wrench ( semi finish )

. .
8 inch crescent wrench

-
.
1 2 inch monkey wrench

-
.
1 8 inch pipe wrench

-
.
Two round punches inch and inch ,

- -
.
Hack saw f rame an d 1 0 inch blad es -

.
’
P air tinner s snips .
C arpenters bit brace

’
.
Flat files such as 1 0 and 1 4 inch

,
-
.
Hal f round file ( 1 4 inch )

- -
.
Round file inch ) -

.
Combination square with 1 8 1 u ch blade -

.
P ai r o f goo d pliers .
A carpenters pinch bar ’

-
.
O n e l O inch and 1 4 inch babbitt scra pe r

- -
.
Two p ieces o f / 2 inch squar e hemp p acking

-
,
1 8 inches l ong .
Two spring clamp rings .
C arborundum stone .
S o l de r i n g i r o n and solder
‘
.
A whisk broo m .
A good bench vis e .
T he oi l are f o r cutting oil

gr o o v e c h i s el s
grooves in bearings and you should own two of ,
them o n e with about

,
cutting e d ge and 3 1 6 - ”
o n the oth er so that grooves can be cut p roper

,
size in both lar ge and small bearings .
T he N o .
4 1 S fits stand a rd si z e nuts
w r en ch
of %g an d and the N o 3 7 fits and

”
1 .
94 nuts these four si z es being standard and

,
you Will find most of the bolts and nuts on your

,
tractor about that si z e The 8 crescent wrench .

”
will take all si z es from 5 8 down as well as ”
cap screws The 1 8 pipe wrench 1 5 about ri ght

.
”
,
s i nce i t will take all sizes o f pipe used on your

tractor .
I
T h e h ack s aw is a very handy tool when doing

all kinds o f repai r work where a saw can be used .
A ai r
f t i n n er
s s n i ps are necessary when
’
p o
making ne w shims for bearings etc , .
F l a t fil es can be purchased i n all si z es to suit

the needs A hal f round and a round fil é will
.
be found very use ful when enlarging b olt holes ,
etc about i mplements

, .
T he wit h 1 8 inch blade

co m b i n a t i o n s qu a r e
will be found very h a ndy when lining and s qua r

ing up bearings for babbitting etc ,
.
h r
'
A s h or t ca r pen t er s pi n c -
b a will be used very
much around the farm and o n the outfit .
Wh en b a b b i t t i n g b ear i n gs
the most important
t ools f or such work are your babbitt scrapers .
A set o f go od scrapers can be made ou t o f a

1 0 inch a n d a 1 4 inch hal f round file by grinding
- - -
o ff all the teeth on an emery wheel and then
finish up smoo th o n a g r indstone Be care ful .
when grinding on emery wheel so as not to draw

the tempe r out o f edge o f file by allowing t o get
t oo hot Continually dip file i n water t o keep
.
it cool while grinding The fl at side should be .
ground o u t h o ll ow since in such shape it w ill ,

“
sharpen easily and quickly .
T he ca r i s f o r the purpose of
b or n n d a rn s t on e
keeping the edges of your scrape r sharp so it

.
w il l c u t babbitt You will find that a sharp

.
scraper will cut babbi t t and also brass ve ry easily .

W hen dull i t i s almost impossibl e to touch it by

scraping Yo u should make a case f o r your
.
scraper o u t o f pa p e r cloth or w oo d s o as to , ,
protect its edge when not in use .
T h e tw fo pf
i e ces o h al -
i n ch s qu a r e h em p pa ck
i n g are used to make a tight j oint around shafts
o r hubs o f gear when babbitting and th e spring
“
clamp rings are used to hold the hemp up tight

in place .
A s ol d er i n g i r on a n d s o m e s o l d er are very
u s e f u l w h en mending o il cans
.
pipes and s uch , ,
parts as can be repaired by soldering The fl ux .
used when s oldering is commercial muriatic acid

with as much z i nc put into it as it will dissolve ,
and have all surface to be soldered clean and

bright .
A w h i s k b r o o mi s o ne o f the handiest articles

with which to keep a tractor clea n It will be '
found that i f the o p erator will from time t o time

b ru sh o ff all the dirt and trash which settles on
a tractor he will be able to keep i t cl ean w i t h a
very small amount o f time spent with the whisk
broom For t h e purpose of wiping up grease
.
and o il o l d gaudy sacks cut u p or cotton waste

, ,
should be used .
A b en ch v i s e attached to the rear plat for m of

tractor will be found handy all the time and
should be o n e o f t h e tools fi rst purchased .
T he e qu i pm en t f or h a n d li n g l u b r i ca n t s f or
tractor use a re as f o llows :
’
T he c an i s carried on the
i n w h i ch h a r d oi l
tractor f or all hard oil compression cups shoul d

not be larger than five or ten pound capacity -
,
and should have a tight cover o n e which will ,
keep o u t all g rit and dirt .
Wh en taki n g ou t gr ea s e to fill a grease cup ,
use a short paddle whic h can be carried i n th e

be used f or gear o i l or o n other machinery .
N e v er use it 1 n motor aga i n .
Wh en ev er a m an v i s i ts a
and he loo ks
t r a ct or ,
’
inside o f the too l b ox and sees a h ea p o f scrap
‘
i ron brok en b olts nuts ea rth a n d t oo l s mixed

, , ,
together and then glances at the oil handling

,
°
-
equipment and sees an oil can wide o pen covered

with dirt and grease can w ithout a cover and
,
j ammed into al l kinds o f shapes he will n ot need ,
to l oo k ove r the tracto r t o tell j ust w h at kind o f

shape it i s in An Operator can be j udged by the
.
a p ea r a n ce o f the oiling equipment and t oo l bo x -

.
»
C H AP T ER IV .
Va l v e s an d Va l v e M ec ha n is m .
How T hey D i ff e r an d the Ad v a n t a ge s o f E a gh

Ty p e —p r op e r C a r e a n d Ad j us t m e n t .
A K E N all in all , there i s no system o f the

several which go to make the complete
tractor engine that i s o f more importance t o the
correct f u nctioning o f the motor than the valve
system As a matter o f cold fact it i s doubt ful
.
,
i f there i s any other feature o f engine design

th at has been given as much care ful considera
tion and experimental work as has the design
and the arrangement o f the various parts which
have to do with the functioning o f the valves .
W e have alluded i n chapters ahead to vari

, ,
ous valve arrangements ; partic ularl y the L head

and the valve l n head types In all there are
-
.
,
five distinct valve arrangements commonly em

ployed in internal combustion engine work as ,
follows : T head in which the cylinder i s p ro

-
,
v i d e d with t w o cylinder pockets so that i n cross
section it resembles a Capital T o n e valve being ,
located in each o f these pockets Such a con

’
struction gives a very accessible engi ne ;however ,
it entail s the use o f t w o camsha fts while at the ,
same ti m e the presence o f cylinder pockets to

a ny greater degree than i s abso utely nece s sary i s
l
by no means desi rable This i s due to the fact
.
that the pocket p rovides additional sur f ac e for

the radiation and loss o f the heat o f the ex p l o
sion which as we learned in the fi rst chapte r i s
, ,
“
the real source o f o u r power and the e fficiency ,
o f the engi ne i s impaired as a consequence Als o .
(83 )
the presence o f a pocket o r two pockets con , ,
s i d e r a b l y retards the s p eed w i t h which full com

’
b u s t i o n o f the fuel charg e can be e f fected and ,
by so doing we have a sec ond cause o f power

loss .
The second t ype 1 3 t h e L head type with both -

,
valve s positioned in a s i ngle cylinde r pocket and

'
operated from a single camshaft Thi s arrange .
ment has ;the vi rtue o f compactness and ex

treme simplicity as to valve operating mech
,
an i s m ,
and f o r these reasons it i s typical o f
present day tractor engine practice The single
-
.
pocket i s n o t a great drawback and many manu

f a ct u r e r s conside r the accessibility and the sim
p l i c i t y which it gives rise to o f greater import
ance than the slight power increase which can
be attained by eliminating the pocket altogether .
The thi rd system and the on e which at the

,
p resent time i s making the greatest p r ogress in

the tractor industry i s the valve i n head type
,
- -
,
in w h i c h b ot h the valves are located i n the cyl i n

'
der head and o p erated by means o f long push

rods and tilting levers o r rocker arms from a sin
gle camsha ft The virtue o f this s y s t em i s that
.
’
it provides a combustion chamber which is a

very close approach to the ideal spherical shape ;
there are no pockets in the cylinder and the com
b u s t i o n chamber presents less wall area f o r heat
radiation in p roportion to capacity than with any
other type ;at the same time the location o f the ,
spark plug i s such that we obtain the fastest p os

sible s peed o f the fl a me—r ap i d fl a m e propaga
“ ‘
—
tion as we term i t with no pocket o f dead o r
,
partially dead gas to retard it .
It h a s the di sadvantage o f introducing some

‘
complication i nto the valve operating mechanism ;

more parts to wear and need adj ustment But .
in the modern v alve i n head engine these - -

,
Va l v es an d Va l v e M ech a n i s m . 85
little points have been s o well worked o u t that

n o trouble o n the score o f wear and lack o f ad
j ustment are c h argeable against the valve i n -
head engine provided it i s given at least as good

,
treatment as any o f the other types . .
The two other types are by n o means a factor

i n the tractor industry and we will dismiss the m
wit h a word They are the F head system with -
a single valve —the inlet located in the cylinder

.
-
.
'
head and the exhaust valve located i n the single

,
c y linder pocket ; and the K night sleev e valve

type in whic h the functions o f the valves are
, .
p er formed by t w o sli ding sl eeves surrounding

the piston I n the F head type we can obtain
.
-
,
ve ry l a r ge v a l v e areas with a very small cylinder

pocket much larger than can be obtained with
’
the L head type and also much larger than can

-
,
be obtained with the valve i n head type An - -

.
engi ne w ith thi s valve arrangement there fore i s , ,
particularly power ful despite the p resence o f the

small valve pocket ;however the complication o f ,
the valve mechani sm has stood i n the w ay o f the

development o f the type f o r tractor service a l ,
though i n automobile application it i s making

marked p rogress T he K night engine i s not
.
used f o r tractor ser v ice .
In F igure 64 the assembly o f the cylinders pi s ,
tons cranksha ft etc with t h e camshaft and the

, , .
,
valve mechani sm o n a typical four cylinder em -
g i ne o f the v ertical L head typ e indicates clearly -
the relati on o f the various parts and t h e func

t i o n i n g o f each The valve p roper which i s
.
,
picture d in Figure 6 5 i s made of tungsten steel '
in most modern m otors although quite a few ,
manu facturers employ a cast iron head with a - .
st eel stem welded in place T he cast iron stands .

-
the -heat well which i s o f great importance es

, ,
e ci a l l i n the case o f the exhau t l w h i ch

'
p y s v a ve ,
Va l ves an d Va l v e Me ch a n i s m . 87
is constantly subj ected to t h e intense heat o f the

exhaust gases ; tungste n steel has been found
even more e f ficaciou s from the heat resisting -
s tandpoint while at
, the same time the all steel -
valve i s n o t particularly subj ect to warping .
T h e val ve head is shaped like a manhole and

has a beveled edge which seats o n a similarly
shaped se at fo rmed i n the cylinder so that when ,
the val ve i s closed no leakage can occur around

the seat and through the port provided the valve ,
i s in good condition The val v e i s ground to a .
gas tight fit with the cylinder seat whe n the em

-
' ‘
gine i s as
sembled at the
f actory .
T h e valve
i s positioned ,
with relat i on
to the p o r t
which it con
trols by ,
m e a n s of a
noes
v a l v e stem
Fi g 6 5 Sh w i g t h v lv d m f l g u i d e i n
lis w c u s s dm by
bly d h t h c m f ll w W h l C h t h e
. . o n e a e an ca o
o er a e an ow e a o o er
a t t a e th m e ca .
st em o f the
valve finds a bearing Thi s gu ide i s usually .
formed o f cast i ron similar to the cylinder and

-
,
in fact 1 n some instances i s f ormed integral with ,
the cylinder casting The usual p ractice how . ,
ever i s t o make t h e guide separate and press it

,
i nto pl ace so that when wear occurs the i ll r e

,
s u l t s occasioned by i t can be remedied by r em ov

ing the worn guide and fitting a new o n e .
It will be seen that the cam does not act

directly against the bottom o f the valve stem ; a
mushroom shaped cam follower push rod o r
-
tappet as it i s variously c alled i s interposed

, ,
between the cam and the valve stem and it finds

its bearing i n a tappet guide formed in the shel f
o n the upper hal f o f the crankcase These cam
.
followers are al so case hardene d to p revent

rapid wear .
The shape o f the valve tappet i s not always

the same I n so me engines the tappet i s fitted
.
with a roller which bears o n the cam to reduce

wear and noise .
The valve s t em i s surrounded by a valve

spring helical in shape which bears against the
, ,
under side o f the valve pocket i n the cylinder ,
being centered by the valve stem guide and ,
whi c h 1 8 held o n the stem b y means o f a washer

and a short key o r pin passing through a hole in
the lower end o f the valve stem O ther lo c king .
arrangements such as horseshoe washer s fitting

, ,
i nto recesses o n the valve stems are sometimes ,
us ed .
Thi s sp r 1 u g I S s u f fic1 en t l y strong to return the

valve ra p i dly t o its seat when the cam follower
rides Off the hill o n the cam It 1 s also s u ffi
.
c i en t l y strong to p r event the exhaust valve open
ing under the suction o r redu c ed atmospheric

pressure i n the cylinder o n the inlet stroke .
Due to the arrangement o f the crank throw s

o n the cranksha ft it 1 5 n o t possibl e to fire the
,
cylinders in exact rota t i o n starting with number

n
o e — which i s a lw ays the cylinder at the timing
gear end o f the engine — and w o r k m g back in
n u m er 1 ca l order O n the four cylinder engine
.
-
shown in Figure 64 the fi ring order i s 1 2 4 3 , , , ‘

.
J ust what i s happening in each o f the cylinders

when a n v particular o n e is fi ring i s made plain
by r eading across in the following tabulation .
Reading down shows the order of the strokes l n

any o n e cylinder :
.
The downward travel o f the pi ston i s completed

in a very s hort space o f time—a fraction o f a
—
second whe n the engine i s turnin g over at its
rated speed and in order f o r the new char ge o f
gas to enter the cylinder through the i nlet p i ping
in su f ficient quantity to fi ll the cylinder i t s ,
velocity through the constricted passages must

be high .
It i s true that all bodies in motion acquire

momentu m—that is a tenden cy to persist i n
,
motion . The momentum i s measured by the

velocity at which the body 1 5 traveling multiplied
by the we ight o f the body It fol l ows that a .
cannon ball weighing only a pound but traveling ‘
at very high speed can have a momentum nu

m er i ca l l y as great as a locomotive weighing
thousands o f pounds more than the cannon b all
but traveling at a greatly redu c ed pa ce .
And so it i s with ou r column o f 1 n com i n g mix

ture ; its weight i s only a little bit but its speed ,
i s very high so that the momentum it has a c

,
quired during t h e intake stroke i s app reciabl e '

.
W e find it worth while to take advantage o f thi s

momentum by holding the i nlet valve open f o r a
brie f interval a fter the piston h as passed bottom
dead center the momentum of the rapidly mov
,
ing gas column carrying more fuel into the cyl i n ‘
der and giving us a fuller charge .
“
a of
”
J ust how much l g i s given the closing

the i nlet v a l v e w i t h relation to t h e b ot t o m dead
'
center depends upon the size and the speed o f the

engine the s i ze o f the valves and the desi gn o f
,
the inlet port and gas passages It var i es con .
s i d e r ab l y 1 n i d i ff e r ent eng i nes .
In a comparatively few instances thi s same

p rinciple i s applied i n the case o f the exhaust
valve ; it is held open for a brie f i nterval a fter
'
top dead center is passed so that the momentum

Va l v es an d Va l ve Mech a n i s ni . 91
of the gases p a s s 1 n g through the exhaust piping

will aid i n clearing the cylinder and will tend .
t o c reate a partial vacuum behind it which helps

t o pull in the fresh gas charge when the inlet
valve i s Open ed Sometimes the inlet valve ac
.
t u a l l y begins to open be fore the exhaust valve

i s fully closed but this i s rarely encountered in
,
anything ex c ept very high speed ra cing engines ,
since it tends to make the engine har d starting

and inter feres with smooth operation when
throttled down for low speed and idling As a .
rule as was said be fore the exhaust valve is de

, ,
signed to close On top dead center and the inlet ‘
valve to open j ust at that point or a shade

a fterward
But it is o f very great value to thoroughly
clear the cylinde r o f all the burned gases after
the power stro k e And it i s true also that as the
.
piston starts down on the power stroke the

. .
e ff ective p ressure o f the gases drops o ff very

rapidly so that when the crank i s nearing the
,
-
bottom dead center the press ure is n o t really

worth while taking advantage o f It i s found .
\
much better in the way o f smooth operation and

,
economy to open the exhaust valve while the

,
piston has considerable distance still t o travel

o n the power stroke s o as to give ample time f o r
the spent gases to escape ; this also tends t o

make for c ooler running since the lower s ec
'
tion o f the cylinder i s n o t exposed to such i n

“ ”
tensely hot gases The lead which the exhaust
.
valve Opening i s given o n the bottom dead center

varies greatly i n engines o f di ff erent design j ust
as the lag given the inlet valve open i ng varies
”
.
The t i ming o f the valves i s a matter with

which the tractor owner o r operator has p r a c
ticall y nothing to do The timing determined o n
.
by the facto ry engineer is brought about by the

design o f the cams themselves the mounting O f ,
the cams w it h respect to each other on the cam

sha ft and the mesh O f the timing gear wheels .
Thi s latter point i s important to the owner since ,
i f the engine i s taken apart and the timing gear

mesh di sturbed it i s i mportant that in putting,
the engi ne together again they be p roperly

,
meshed o r else none O f the valves o n the engine

will be timed to open o r close at the proper time
with relation to the piston travel .
The exact set

ting O f these tim
ing gears i s i n
d i ca t ed both in
Figure 64 and in
Figure 6 6 It .
will be found that

o n t h e l a r g e r
camsha ft w h e e 1
there i s a punch
mark on t h e w h eel '
rim adj acent on e

o f the hollows i n
to which the teeth

o f the pinion fit .
HG 6 6 .
On the c rank
sha ft pinion o n e
Fi g 66 M t h d f m shi g t i m tooth will be simi
i g g s t t im gi c ct l y
. . e o o e n
n ea r o e en ne or r e .
l a r l y marked with
a punch mark The p roper mesh o f the gears .
i s accomplished when the punch marked tooth i s -
caused to mesh with the punch marked hollow -
on the camsha ft gear O nce thi s relation i s .
established all the valves o n all the cylinders will

,
be per fectly tim ed for it will be remembered ,
that all the cams are forged integral with the

,
camsha ft .
It i s w el l in taking the engine apart to make

‘
, ,
top and the valve stem ( Figu re The clear

ance i s p roperly adj usted when the engine leaves
the f act o r y b u t it will be a ff ected both by wear
,
'
o f the tappet cam and v a l v e s t em c ausing em ‘
, ,
largement naturally and by valve grinding

, , ,
which lowers the valve with relation to the cyl i n

der and causes a dimini shing o f the clearance
, .
A t t en t i o n t o Va l v es — The valves requi re more

or less regular attention It i s e ssential that they .
Fig . 67 . Adjus i g pp c lt n ta et ear a n c e W uk es h

on a a en gi n e.
seat properly i n the cylinder seats i n orde r t o '
p revent leakage o f the compressed gases on the

c omp ression stroke and the explosive pressure on
the power stroke for leakage means i mpai red,
“ ”
power and loss O f snap and pep in the opera
tion o f the engine .
V alve grinding on any e u g1 ne 1 5 not a d i ffi

cult matter T O accomplish it first drai n the
.
,
engine then remove the cylinder head i n the

,
sa me manner as indicated f o r carbon removal ‘
under cylinder repai rs ex posing the top or heads ,

Va l ves an a
’
Va l v e M ech a n i s m . 95
of the valves where possible O n the le ft side .
O f the engine will be found two valve covers ;

p ressed steel plates held in place with t w o thumb
screws They should be removed exposing the
.
,
valve springs and upper ends o f the cam f ol

lowers Now with a valve li fting too l w ith
.
,
fork placed under t h e valve stem and chain o r ,
link fulcrum adj usted so that you get a good

purchase ( Figure li ft the valve spring hold ,
ing down the valve head H olding the spring .
in the raised position pull o u t the p i n p a s s i n g

, ,
FI G . 68
Fig . 68 . T ls
oo for r em ovi n g v lv cups
a e an d v lv s
a e .
through the lower portion o f the valve stem

and which holds the valve spring washer o n the
stem Release the spring and li ft ou t the valve
.
which will then be f ree .
It i s well to remove al l the valves at once ;

they a r e n u m b er ed and the cylinder seats are,
nu mbered to correspond so that no di ff i culty will ,

-
b
c experienced i n getting them back in proper
Order Now take s o me co a r s e valve grinding
.
'
paste and apply a thin coating o f it evenly all

around the be v el sur face o f the valve and r e
place i t in position Then with a valve grinding
.
tool which i s a brace like tool with a head pro

,
-
v i d ed With two prongs which are adapted to fit

into the two holes formed in the valve head .
( sometimes the head i s slotted to take a screw

d r i v e r b i t ) rotate the valve back and forth f rom
'
a quarter to a hal f revolution Figure 6 9 D o

'
, .
n o t rotate it to the full revolution as it is apt ,
to cause scratching o f the valve and its seat .
A fter hal f a dozen twists o f thi s n at u r e l i f t the

'
valve f rom its seat and put it in another positio n

and repeat the operation .
Continue thi s process

for a w hile then wash O ff ,
the valve wipe o ff the ,
seat and note the condi

tion W hen the valve i s
. .
right the bevel sur face

,
should show a ring o f

contact with the seat ex
tending entirely around
the valve o f Oxidized sil
,
ver appearance free fr om ,
pit marks and black lines

and f ree f rom scratches
and ridges “ The seat
should also be free from
pits and scratches W hen .
thi s result has been

f
£ 223
?
achieved w ash O ff the g fifihg
, r
O
coarse paste and a pp l y

the fi ne O r fin i s h i n g paste and grind for a w hile
'
to remove any slight marks resulting f rom the

use o f the coarse paste .
W hen all the valves have been gr ound in put ,
them back in the cylinder and p roceed to put on

the valve sp rings washers and pins by the same
,
method as they were removed Then replace the .
cover pla t es and the cylinder head water pipe

‘
and plug cables .

98 T ra ct o r E n gi n es .
Fig 72 3d Pu t ws
a t e in t h e h l c ch to at v lv g i di g
c mp u d s di h d p
. . . o e an y a e r n n
o o n or e m en t t a t m a y ro .
\ other
, point to watch i s to make sure that the
valve is e nti rely free from the cam when you
are grinding Sometimes the valve will be
.
slight ly raised by the cam when o f course all

,
, , ,
the gri nding in the world will not put the valve
in good condition since it i s simply rotating on ,
the valve stem and not on its seat .
Fig 73 !t a P ut sp i g v lv s t em 5t h Put th e gi d
c mp u d v lv d uch im
. . . a r n on a e . . r n
in g on t h e m
’
o o n a e ; on t put on t oo at a t e.
Va l ves an d Va l v e Mech a n i s m 99
Figu res 7 0 t o 7 4 illustrate the method t o f ol

f ow in an en gi ne wit h horizontal cylinders and
heads not removable w h ile Figure 7 5 shows ,
the method to pursue With a valve i n head - -
engine .
I f the valv es are very badly ridged and the

.
valve seats are in poor condition reseating must ,
Fig 7 U wid f c d sc wd
4 6t h e- a iv sh p d i i
er -
c m m b c 7 P ss v lv g i s v lv s d giv
. . . se a e re r a e r on , n a
th
“
eat
u i gh l s p ssu h p ss g i d u
o on ra e. . re a e a a n t a e an e
t h to t t, t
l f K p is up u il g d s is m d h Wh
a rn e r r e ea e re r e, en re a a n an t rn
to th e t th nt ea t 8t
g i di g is fi ish d m v v lv
e . ee a oo a e . . en
'
the th e d l a l l the
v lv g i di g c m p u d d s dw i
r n n n e , re o e a e an c e n aw a y a
it n ot get nto th e
c m b us i ch m b cu i g cyli d i gs
a e r n n o o n so oe o n
d
t on g et to tt n the
p is
o a er an n er r n or
t on .
be resorted t o A reseating tool ca n be obtained .
at any supply store ; it i s simply a tapered

reamer C are should be exercised in using it
'
n ot to take t o o deep a cut which may a ff ect the ,
clearance between the valve stem and the tappet

and make shortening the valve stem necessary
“
A valve truing tool i s made f o r putting the valves

into good condition ; it acts in a manner similar
1 00 T r a ct o r E n gi n es .
to the reseating tool except that instead o f fitting

into the seat and being turned around the valve ,
fits i nto the tool and i s rotated against several

c utting edges which correctly bevel it A fter .
reseating the cylinde r seats and trimming down

the valves properly they must be ground in to a
,
pe rfect fit as indicated above since the cutting

‘
tool s do not leave them i n condition to seat ,
perfectly .
I f a good true lathe is handy there is no need

, ,
for using a
special tool to
trim down the
v a lv e s since ,
they can be
mounted in
the ch uck o f
the lathe a nd
r e b e v e l e d
with little o r
no trouble .
C a r e should
be e x e r c i sed
Fi g 7 5 G i di g v lv s v lv i t O s e t t h e e- h
h d gi
. . r n n a e on ; a
ea en n e.
sl i de rest o n
t h e lathe to the correct angle to insure a per fect
fit o f the bevel sur face o n the valve with the
bevel o f the cylinder seat ; care should also be
used n o t to mar the valve stems when mounting
them in the lathe chuck .
I f when the valves have been removed it i s

‘
, ,
found that the head i s warped so badly that trim

ming down the valve will not bri ng it into proper .
shape the best plan i s to discard it and replace it

,
with a new valve S ometimes it will be found

.
that the head i s not per fectly true with the stem .
Thi s can generally be corrected by replacing the

valve i n the cylinder making sure that it is o ff
,
G enerally valve grinding and carbon removal

,
are done at the same time si nce both will be

.
,
necessary at about the same interv als and both ,
requi re di sassembling the engine t o about the

'
.
same degree It i s well there fore to count on

. .
, ,
grinding in the valve s each time the engine i s

taken down f o r carbon removal .
W hile t h e method o f checking up on the t i m

\
ing o f the valves will di ff er with e very i ndividual

make o f engine as indeed the timing of the
,
‘
valves will differ i f the method to be followed in

,
any o n e engine is applied t o other m akes t h e .
tractor ope rator will not be far from wrong It .
i s a fact that with most engines t h e t i m i n g o f .

.
the valves wit h relation to the cranksha ft i s i n

d i ca t ed by distinct m arkings on the flywheel
which show exactly when a valve should open
an d close and give indication o f wrong timing
,
i n case loss O f power cannot be attributed to any

other cause The following method appli es to
.
the Twin C ity tractor engine and indicates clearly

the procedure o n similar motors :
M a r ki n gs o n t h e F l yw h ee l —The diagram ,
Fi gure 7 7 shows the points at

,
which the valves in one cyl i n

der open and clos e I t must .
'
always be rem embered that it

takes t w o complete revolutions
to complete a four cycle phase -
.
N ow supp ose the cent er

mark o n the fl ywheel i s in line
with the pointer located on the
center line o f the motor By
’
rotating the flywheel t o the

right the first mark indicates
,
the point at which the exhaust ggzgg

v o' mfl
Ti m i g
n
v alve j ust close s

'
“
Fig
g b
77
fl ywh l
n
i
. .
.
The next mark i s the point m ki g “ i C i t y ) en ne ee

ar n w n ,
Va l v es an d Va l ve Mech a n i s m . 1 03
\ Fi g . 78 . Ti m i g di g
n a r am s f Twi C i y gi s
or n t en ne .
at which the i ntake valve is j ust commencing t o

Open and remains open ( which i s the suction
stroke ) until the intake closing mark i s reached ,
which I S located past bottom dead center o r op

p o s i t e the int ake opening mark C ontinuing t o .
rotate comp resses the charge until the t op C enter

mark i s reached when the electric spark ignites
,
the charge .
Wh en s t ar t i n g a m o t or the spark is retarded

'
o r takes place a fter piston i s on top center but ,

'
when motor i s up to speed and the maximum

power i s requi red the spark takes place be fore
,
top center i s reached which i s the advance posi

,
F ig !7 9 . Ti m i g di g
n a r am s f or T wi C i y gi
n t en n es .
tion Thi s can be done because the high speed

.
makes it possible t o reach top center a nd past

be fore the gas i s really ignited and expanded : ,
A d v a n ci n g t h e s pa r k t oo far will make the

motor pound which is caused by the exp losion
,
taking place t oo early and the full force i s ap

plied when the pi ston i s still compressing the
charge .
Continuing to rotate until the next point i s

reached i s the exhaust j ust commencing to op en .
Thi s will remain open until the exhaust closing

point i s again reached .
To place any o n e pi ston at the top center t o ,
tate the flywheel until the intake closes and the

center mark on the flywheel next reached will
bring that pis ton in the t ri p center position .
The posit i on o f the marks o n the flywheel ,
measuring along the circum ference is as follows : ,
I C 40 & 60
. . I C . . !
S
p p
I n t ak e o en s a s t t o p c en t e r . 3% 1 34
l p l
I n t ak e c o s es a s t o w er c en t er ” 3%
l
E x h au s t o pen s b e f o r e o w er cen t er 91 1 42
i
WA; 6956
l
E x h au s t c o s es a f t er t o p c en t er 2 5764 .
I
V1 63
These are illustrated graphically in Figures

7 8 and 7 9 .
E XA C T S E TTI N G OF V ALVE F O R P R OPE R TI M I N G

ON MOTO R QF B U LL T RA C T O R .
S et so that exh aust valve O pens 36

°
be fore
center .
S et so t hat exhaust valve closes 8 a fter center °

.
Set s o that intake valve Opens 1 4 a fter center °

.
°
S et s o that intake valve closes 2 0 a fter cent er .
I N C HES O N F L Y WH EE L .
i nches ; 1 n ch e s .
14
°
inches . i nches .
a greate r or less extent o n the type O f engine ,
and especially on the type o f valve arrangement

employed .
Figu re 6 7 i ndi cates cl early the method to be

f ollowed in eff ecting the adj ustment on an L
head engine a r u l e o r stic k being employe d t o
,
'
determine the position o f the pi ston with rela

tion t o the stroke and a feeler gau ge used to de
termine the proper clearance The adj ustment
.
o f the tappets i s m a d e b y opening the locknut

holding the tappet adj usting screw in p lace o n .
top O f the tappet and unscrewing the screw

slightly to take up some o f the clearance in case
O f wear or screwing it down in case the adj ust
,
ment is too tight Fi gure 8 1 shows how the a d

.
j ustme nt is made i n the case o f an o verhead

valve engine the picture illustrating the method
,
O f adj ustment u sed i n the case o f the C as e

1 0 1 8 model
-
.
C H A P T ER V .
A b ou t th e F u el S ys t e m .
S o m e T h o u gh t s on the Fu e l Bu r n e d i n T r a ct o r
E gi n n es an d the
~
Mean s for O bt ain
in g B e s t Re s u l t s .
H IL E in the automobile field we find that

gasoline i s t he universal fuel and that ,
practically every make o f car and t ruck is

adapted to burn this l ight hydrocarbon fuel and
none other this standardizati on o f fuel i s by no
,
means apparent in the tractor industry

-
.
The reason i s not hard to find The tractor .
engine ; operating as it does o n almost full load

throughout the en
tire d a y consumes ,
considerable f u e 1
( Fig . i f t hen , ,
we employ a low
cost fuel as against
Fi g
a h l g h C O S t one t lls t h s t y E x c t l t iv
82 T h g s li t k . . e. a o ne an
Other th 1 ugs b el n g si z t h f g 4s 2li8 O i l dP ulli l fTu l ct t k s

, e e or . a re a e
e o a o n e an o e an
1 on e - ra or .
e q u a l the cost of
O
,
l O
op er a t 1 o n of the tractor 1 s greatly reduced .
As has been repeatedly p oi nted ou t in t h e case

o f the tractor engine flexibility i s not required ,
to anywhere near the same extent as with the

automobile engine ;the use of kero sene there fore , ,
is not at all obj ecti onabl e always provided the ,
means f or handli ng it are su f ficiently well carried

out so the en gine will idle while hitches are being
made and other adj ustment eff ected preparatory
,
(1 07 )
1 08 Tr a ct o r E n gi n es .
to sta rti ng i n o n the hard w ork and immediately ,
pick up and carry the full load without falte ring

o r loading up .
W here kerosene has failed as a m o tor fuel f or

tractor serv i ce the fault has been that idling
,
was generally followed by bad Operation due to ,
the reduction o f temperatures so that when the ,
throttle was Opened to give the fu l l load the ;
heavy fuel w a s not p roperly handled .
An internal combusti on tractor motor to per

form the function o f burning kerosene in the
most success ful and advantageous manner must
embody in its design and constructi on the f o l
lowing elements :
A do uble carburetor with one side con
'
n ect ed to the g asoline supply tank which can ,
be p roperly adj usted and used for starting and

heating up the engine .
.2 The ot her carburetor connected to the

kerosene or distillate supply tank and p roperly
adj usted s o that the intake ai r lines to the m otor
may be instantaneously switched from communi
cat i on with on e carbureto r to the other as the ,
circumstances may require .

0
.3 The p 1 p e lines f rom the kerosene or dis

t il l a t etank must be th r o ugh some porti o n r ec ei v
ing heat from the exhaust that will raise the
temperature of this l ow grade fuel to a p o int
'
-
not above 9 0 degrees F nor below 7 5 degrees F

.
, - .
.4 The kerosene carburetor must have its

inlet connected to a housing around the exhaust
pipe so tha t when the exhaust pipe becomes
heated the air passes i nto the carburetor at a
temperature not below 8 0 degrees .
.5 W ith the air and the fuel at the respective

temperatures above given meeting in the ca r b u
,
r et o r ,
the mixture i s readily formed .
‘
takes place water i s require d but only j ust in
, ,
su f ficient quantity to prevent the kn ock Too .
much wate r i s indicated by a white vapor through

the exhaust o f the engine .
9 .
f
The t h er m o s yp h o n system o f circulating
AUXl Ll AlZ Y Al lZ
nor Am
Fi g 84 S c i h u g h B uck y D é I g
t t sh wi g e- nt e r at o r ,
c bu h i g fu l d
e on ro e ep p o n
gm
. .
r et o r f or
d mea t n th ai r th e
m iz whi li g f pl c d b v h
ar ar r an e en t e e an an e
l
ch a n c a
i at o i h f f t or m t
s p ci l c Op i h l
er n e o a r n an a e a o e e
e a e n t er - e n ng t r o t t e.
the cooling water i s beneficial i n the matter o f

burning kerose ne because it automati cally starts ,
the water circulating as s o on as su f ficient he at

has b ee n generated within the engine for burn
ing the hea v y fuel A circulating pump is not .
A b o u t t h e F u el S y s t em . 1 1 1
so desi rable because at certain seasons o f the

,
year the cooling water i s circulated t o o fast f or

the temperature prevailing a n d keeps the tem
i
p e r a t u r e o f the water t oo low for go o d operation ,
causing condensation i n the cylinders ; and when

- -
the mixture is not thoroughly ga s i fied o r be

.
,
;
comes condensed passage of the fuel by the ,
pistons i s sure to be the result .
W hile kerosene i s greatly used in the tractor

field its increasing price bringing it well up
, ,
i nt o t h e price class
with the lighter ga s o
line coupled with the ,
fact that ce rtain d iffi

cu l t i es have resulted
in a go o d many i n
s t a l l at i o n s b e cau se ,
the p r i n c i p l e s on
which the proper op
e r a t i o n of a kerosene
engine dep ended have

not been fully under
stood have resulted
'
in many trac t or engi

n ee r s retaining t h e
gasoline fuel in pre f
T yl h y erence t o the kerosene
f g éf i
ig
ég g m g t
tm a - a or e av .
i j c t i p p it
er
h
w a
u
n e on
u
a
l
ar z u s .
s ow
B oth g a S O n e and
kerosene are mor e o r
'
less v o l a t i l e l i qu i d s obtained f rom the distillation

of crude petroleum Thi s heavy black smelly . , ,
oil which i s drawn from wells which fl ourish in

,
several parts o f the United States and in many

f oreign countries is put into a still and the tem
,
p e r a t u r e raised until cert ain“
of the lighter con

s t i t u en t s contained in the crude oil boil o ff .
The first vapor s t o p ass o ff are too light f or

use as m ot or i f u el and the general process i s to ,
condense them and pass them back int o the still ,
where they assist in breaking up the heavier con

s t i t u en t s producing the lighte r hydro carbons
,
-
which are adaptable f o r internal combustion en

gine use A fter all the l ight vapor s have p assed
.
o ff the temperature i s elevated slightly and boil

“
,
'
ing again takes place and we have another yield ,
o f vapor which when condensed i n a cooling coil

,
outsid e the still is found to possess a boiling

,
point somewhat higher than the first fraction to

come over o n the starting pr oc ess .
T h is proc ess o f boiling o ff all the liquid that

will distill at a given tempe rature and collecting
the condensed liquid then elevatin g the tempera ,
ture slightly causing the next f raction t o distill

,
,
over and piping the distillate into another tank ,
i s continued until nothing is le ft i n the s till ex

cept resid ue Roughly t h e process yields gaso
.
,
line naphtha benzine kerosene distillate heavy

, , , , ,
fuel o il light lubricating oils medium lubricating

, ,
oils heavy l ubricating oils p etroleum j elly para f

, , ,
fin wa x or asphaltum when the crude o i l i s o f ,
asp h alt instead o f para f fin base .
Thi s classificati on is very rough As a matte r .
o f actual fact the number o f liquids with di f

,
f e r en t boiling points that can be s e parated from

the crude o i l i s almost indefinite so that any o n e ,
o f the abo ve ment i oned oils really consists o f a

-
large numbe r of oils o f di ff erent boiling po ints ,
with these boiling p oints falling with i n a g i ven .
range .
G ood gasoline will consi st o f liquid; with boil

‘
ing points between 1 0 0 degrees F and 3 5 0 de

—
.
grees F ; its specific gravity wei ght o f a cu b 1 c

.
i nch o f gas o line at a given temperature compared

with an equal volume o f water at t h e same tem
p e r a t u r e—o r its B a u m é reading which gives a ,
similar comparison by another standard or scale ,

boiling points of the constituents of wh i ch the

‘
fuel i s compo sed .
In the case o f kerosene f uel we have not the ,

.
real need t o worry over the di stillation curve o r -
any ot her form of test f or it i s a fact that any ,
engine adapted to handle kerosene prope rly will

work well with any kerosene which t h e present
market a ff ords .
F ig . 86 . C buar r et o r f rom Cs
a e c
1 0 -1 8 t r a t o r .
W hile ,
as indicated above there are some ,
s p eé i a l conditions o be taken into consideration

t
when kerosene i s the fuel used in the broadest ,
sense the principles upo n which the vaporization

o f the fuel depe nds d oe s not vary W ith either .
fuel in tractor applicati on w e employ a ca r b u ,
r et o r ( Figure 8 6 ) to assi st in the operation .
The pur p ose of the carburetor i s three fold ,

-
.
I t i s a fact th a t no substance be it ai r o r solid , , ‘
will take fi re and burn unti l conve rted into the

A b o u t t h e F u el S y s tem . 1 1 5
gaseous state The quicker the substance i s con

.
verted into the form o f a gas the more rapid ,
will the combustion be I t stands t o reason

.
'
there fore that in o rder to obtain very rapid com

,
b u s t i on o f o u r fuel we must convert it to a state

.
whe re it will b e very rapidly trans formed into a

true gas which will readily take fire and m burn
ing liberate the desi red quantity o f heat to a c
complish the work on the top of the piston .
That 1 5 the pri mary function o f the carburet o r .
It i s so arranged that it divides the liquid into

an infinite number o f very fine particles ; breaks
it up pulverizes o r atomizes it so that the fuel
, ,
being held in suspension in the air a f ter em er g

ing from the carburetor where it has undergone
this treatment i s in fine condition to be readily
,
converted into a true gas This result i s brought

.
about in very m uch the same manner as perfume

is sprayed from an atomizer I n the ca rburetor .
there i s a nozzle which corresponds to the spray

nozzle o f the atomizer and the rush o f ai r across
,
the orifice of thi s nozzle occasioned by the suc

tion o f the cylinders w hen the pistons are g o ing
down on their intake stro k es causes the fuel t o ,
flow from this nozzle in the form o f a fine spray ,
w h i h 1 5 taken up by the passing air column and

q
ca r r 1 e d into the cylinders .
It i s also a fact that any substance which i s

,
burn ing combines i n definite proportions with

‘
oxygen gas which i s present i n the air For .
complete combustion of any fuel a given amount

o f this gas must be supplied for a given amount
o f the fuel ; i f the oxygen is drawn from the air

a fixed amount o f the ai r su ffi cient to supply the ,
required am ount o f oxygen mu st be supplied or

else the combustion will n ot be complete .
It s o h a pp en s that with gasoline in order to ,
supply su ffi cient oxygen 1 6 times as much a 1 r

,
by weight i s required as o f gasoline Such a .
mixture o f gasoline and ai r with the fuel ,
thoroughly va porized w ould be the theoretically

,
per fect mixture There i s present i n the air

.
,
howeve r an inert or inactive gas called nitrogen

, ,
which retards t h e speed with which the mixture

will burn and i n order to counteract the slowing
,
up e ff ect o f thi s inert gas it is necessary to

sup ply a greater amount of fuel than one p a rt
to s i xt een and so the usual carburetor when in
, ,
go od adj ustment i s set to sup ply approximately

,
ten times as much ai r by weight as o f fuel ; thi s

i s the practical ideal m i xture while the 1 6 to 1 ,
mixture i s the theoreti cal ide a l on e .
The second functi on o f the carburetor i s to

'
p roportion the amount o f fuel t o ai r to maintain

t h is correct mixture throughout every c o ndition
o f speed and po wer I f the ca rburetor d oe s not
.
maintain thi s mixture correct it is evident that ,
at some speeds we will have a mixture with an

excess of fuel present which will be sl ow
burning sluggish and was te ful of fuel and we
,
will not get full power f rom the engine At .
other speeds we will get a mixture with an ex

—
cess o f a i r whic h also will b e sl ow burning and
,
f rom which we will not get su f ficient heat and

pressure t o cause the en gine t o develop full
p ower while at other speeds we will get a per
, ,
f ect mixture and t h e engine will perform well .
The modern carbure t or has been developed to

a point where it will maintain this most necessary
constancy o f mixture proportions throughout the
e ntire speed range o f the eng i ne giv i ng us fl ex ,
ible Operation economy f rom the fuel standpoint

and m a x imum power—but above all perfectly
,
steady and reliable ope rati o n with no tendency ,
f or the engi ne to falte r stop o r stall , .
The carburetor i s o n e othe r 1 m p o r t a n t func

1 18 T r a ct o r En gi n es .
through the tubing o r piping t o the cylinders .
I f no w we double the speed of the engine we

still further dec rease the pressure in the mani
f old let u s say to five pounds per square i nch
, , ,
so that we have a pressure O f ten pounds pe r

sq uare inch forcing the ai r through the piping ;
and natu rally its flow w i ll be somewhere near
doubl e the rate at lower speed and approximately
twice as much will pass throu gh in a given t 1 me .
This reduced ai r p ressure in the mani fold i s

impo rtant as i s also its variati on with the speed
,
O f the engine In the no zz le which proj ects into

.
the air pipe we have the fuel the level controlled ,
s o that i t stands j ust at the top O f the j et W hen .
the air pressure i s reduced in the mani fold since ,
w e have the p ressure O f the atmosphere acting

'
o n the other end O f the fuel line leading to the
n o m l e w e naturally have a pressure exerted to

,
'
force the fuel o u t O f the n o zzle into the man i .
fold where i t mixes with the r apidly moving a 1 r

column The fuel is atomized by passing through
.
a comparatively fine nozzle sometimes O f special ,
shape Thi s atomi zation i s furthered by the

.
rapi d mo v ement O f the ai r colum n .
Naturally at higher speeds with the mani fold

, ,
p r essure reduced we are going 1 0 have more

,
“ '
pressure action on the l i quid cb l u m n tendi n g t o ,
cause it to flow at faster pace and in great er .
quantity into the mani fold I f the laws govern .
ing t h e fl o w O f ai r through t ubing under reduced

pressure and those gov ernin g the flow O f liqui d s
through nozzles under reduced press ure were the
same it i s evident that from this simpl e arrange
,
ment we would get a constant mixture of gasoline

and ai r at all speeds .
Such h owever i s not the ca s e The flow O f

, ,
l iquid through the nozzle increases more rapidly

with the falling O f f m m a n i f o l r e s s u r e than t h e
d
A b o u t t h e F u el S y s t em . 1 19
flow O f the ai r through the pipe so that at high

speeds we get a mixture with an excess of fuel ,
o r as we say an ove r r 1 ch mixture

, ,
-
.
I f there fore we adj ust the fuel no z zle so as

, ,
to give us the correct mixture at low speeds it ,
is evident that at high speeds we are going to .
get a rich mixture I f on the other hand we

.
, ,
adj ust it to give us the correct mixture at high

speeds at low speeds the mi xture i s going to be
,
Fig . 87 . S c i l vi w
e t on a e of c bu
ar r et o r .
—
lean there w ill not be enough fuel f or the
amount O f air supplied This result is due to the
.
di ff erence in flow between the air and the liquid

columns under the di ff ering mani fold pressures .
I f we bear this rel ation distinctly in mind we ,
will not have the slightest di f ficulty in thoroughly

grasping the c onstruction and the p rinciples
O f operation O f the carburetor applied to almost
any tractor engin e O n e from a Case 1 0 1 8

.
-
tractor is shown in cross s ectional form to make -
its construction plain in Figure 8 7 The fuel

, .
enters from the tube leadin g f rom the tank at

“
the point marked Float valve and fl O w s down
into the bowl O f the carburetor I n this b o wl .
there i s a cork float in the shape O f a ring to

which i s attached a small l ever hi nged o r ful
c r u m ed to the t o p O f the fl oat chamber The other .
arm O f thi s l ever is arranged to press against the

gasoline i n t ak e n eed l e As the float rises with
‘
the level O f the incoming gasoline it gradually ,
brings the lowe r o r pointed end O f this needle

into con tact with a valve seat clearly indi cated
‘
i n the figure and closes o ff the gasoline s o that

,
no more can ente r the bowl This float mech an .
i sm i s so arranged as to maintain a constant level

O f the fuel in the float c ha mber at all times .
The air enters the carburetor thro ugh a h o r i J

,
“ ”
z o n t a l passage o n the side marked Ai r intake ,
a nd thi s passage i s bent d ownward to f orm a
well a n d at the same time its diameter i s de

,
creased s o that at the dee p est section O f t h e w ell

the area O f the passage is at a minimum Just -
.
at thi s p o int i s loca t ed a needle valve passing

through the well and closing the gasoline passage
betwee n the well and the float chamber N o r .
mally thi s valve i s Opened j ust e nough to provide

,
su f ficient gasoline f o r full power Operation O f

the engine The needle valve however permits
.
, ,
O f very accurate regulati on O f the amount O f f uel

which can enter the ai r pas sage f rom the fl oa t
‘
chamb er .
C oming up from the well the air passage ,
broadens out again and takes a vertical path and ,
j ust where it enters into the co mparatively b r oad

mixing chamber i s placed a hinged valve called ,
the secondary ai r valve I t w ill be appreciated.
that thi s valve will be fully closed due t o its ,

1 22 T r a ct or E ngi n es
come through the needle valve and the spray

nozzle But at the s p ray nozzle the ai r passa ge
.
,
considering l ow speeds i s greatl y narrowed f or c

, ,
ing the a i r t o assume very high speeds through

the cylindrical bypass around the needle valve .
The high vel ocity entails great suction s o t h a t

‘
s u fii c i en t gasoline i s drawn through the needle
valve in order to provide the constant mixt u re

.
for l ow th rottle Operation .
The openi ng of the secondary air valve pro

po rtions the amount o f ai r flowing directly into
the mixing chamber to the amount flowing
th r ough the bypass and consequen t ly regulates
,
the s ucti on on the needle val ve in e xact acc o rd

ance with the amount O f air flowing to provide
j ust the correct gasoline flow to determine a
constant mixture .
From the carburetor the mixture passes into

the inlet mani fold which i s a branch ed pipe
,
leading t h e mixture to the intake port on each

cylinder ; t h e amount O f mixture enteri ng the
'
mani fold is controlled by the throttl e valve which ,
i s simply a disc O f brass O f a diameter s u b s ta n

t i a l l y equal to the internal dia meter O f the mix
ture passage i n the carburetor and mounted on
a horizontal spindle which when turned by the
lever sets the disc either to close the pa s sage or
open it o r to give any desi red intermediate Open
,
i n g as required by t h e Operating conditions and
t h e amount o f power it i s desired to take from

t h e engine . As a matter O f fact the throttle
,
valve never comes to a fully closed po sition when

the carburetor i s in correct adj ustment ; there i s
alwa y s a slight opening maintained by a screw
adj usted stop o n the throttle lever s o that even
when the throttle control le ve r i s fully cl osed ,
su f fici ent fuel will pass the valve to keep the en

l —
gine run ning at o w speed idling as it i s termed
,
.
A b o u t t h e F u el S y s t em .
A second butterfly valve is placed in the air

intake pipe on the carburetor ;it i s called a choke
valve and is Operated by a lever Normally with .
,
the engine running regardless O f speed this

, ,
valve stands fully Open and i s held so by a sp ring .
In starting however especially i n chilly weather

, ,
,
it is desi rable to provide a rich mixture ; co n s i d

e r a b l y richer than the running mixture because ,
with cold ai r the gasoli ne i s harder to conver t

into a true gas ; less O f it is s o converted and .
_
more must be supplied to make up for the ‘
deficiency Instead O f .
supplying more gas o .
line by opening the

needle valve further ,
the c h o k e valve is
partially c l o s e d so
.
that less ai r i s sup

plied which also has ,
the e ff ect O f reducing

t h e atmospheric pres
sure in t h e mixing
chamber O f the ca r b u
r e t o r so that there is
'
a large flow O f fuel

Fig 8 8 T h Li g V p i z
. . e n a a into the well the co m
or er . ,
bin od strangulation of
the ai r and increased flow o f gasoline giving
the fieces s a r y rich mixture f o r starting .
The cup or bowl of the Linga carburetor

( shown in Figures 8 8 and 89 ) has three co m
p a r t m e n t s —f o r gasoline kerosene and w a ter
,
.
‘
E ach compartment has a float .
The gasoline which i s used for starting and

‘
, ,
the kerosene are both sup plied to the engine

through a common opening c o ntrolled by the fuel
needle valve The w a t er i s fed through the
water needle valve
T r a t t o r E n gi n es .
T O change from gas

oline to kerosene or ,
the reve rse it is Only ,
necessary to tilt the

fuel switch ( 1 2 ) f rom
o n e side t o the other .
W hen t i l t ed to the
right it h o l d s t h e kero
sene needle ( 1 0 ) down
’
On its seat w h i a h ,
closes the opening b e

t w e e n the kerosene
compartment and the
fuel needle valve In .
Fig S c i l vi w 89 e t on a e of
Li g V p i
. .
thi s p osition the ga s o n a a o r z er .
line needle ( 9 ) I S li fted Li g V p i z P s n a a or er a rt .
B wl w i h h c m p
,
and gasoline i s a d m i t s
1 i ar t
s
. o t t ec o
ted to the fuel needle m en t

V p i z B dy
.
2
Au x ili y A i V l v
a or er o
valve w
. .
Au x ili y A i V l v
.
ar r a e.
I f the fuel s w itch e

e V lv C g
ar r a e.
e.
s D ip B ll
a e a
‘
i s tilted to the le ft the r e .
fl N
gas oline passage closes m Fu l N dl V l v
ut .
Swi ch N dl
e ee e a e.
and that o f kerosene P
1 0 Swi ch N d l
t ee e.
opens . I f the switch 1 W1

.
N dl V l v
a t er
t ee e.
P cki g N
ee e a e.
( ) is placed in a
.
1 3 1 2 ut
F u l Swi ch
. a n .
ve rtical o r middle p o 1 3
Fu l Swi h N
. e t .
t h e vapori z er
1 4 tc ut.
5 Th l V lv
e
s i t i on
.
1 r ot t e
Th l L v
. a e.
will feed a mixture of 1 6

Th l S ud
. r ot t
t e
e e
t
er .
Th l N
r ot
hal f gasoline a n d h a l f
.
1 8 r ot t e ut.
C c i g li k h
.
r o t tl e
kerosene .
1 9
l
. on n e
ld
ev er s h o u
t n n or t
Sp i g
er .
'
The kerosene needle 20

Sp i g
. r n .
21
va l ve has a stronge r Fl V lv Sc
. r n .
Fl N dl
. o at a e r ew .
spring than the gaso 23

B lls u s d
. oat ee e.
(B
s m si z s )
l
r on ze a ar e e on
line needle so ordinar
Fl A m
,
'
o e e .
ily the kerosene p as 24 o at

5 Fl
. r .
2
S ud
o at .
sage will remain o pen 26
.
7 C mp si C up l i g
. t .
and close the gasoline 2

Th l Sc w
. o r es on o n .
28
D i C ck
r ot t e re
passage For starting
. .
29
'
.
. ra n o .
,
T r a c t o r E n gi n es
'
bers the throttle valve i s placed which is coupled ,
direct to the governor and accurately mea sures

and proportions each charge O f mixed fuel ai r ,
and water that goes into the cylinders .
The gasol ine cham ber i s used only i n starting ,
and as it has no other use th er e are no auto ,
matic m eans f o r getting gasoline into it A .
bronze plunger pump working O ff the camshaft

li fts kerosene and water to the carburetor the ,
surplus draining back through over fl o w pi p es

'
.
A j acket on t h e ex h a u s t pipe heats the intake

ai r with means for regulating the amount O f
heat Thi s i s necessary in
.
cold weathe r only .

)
The ai r fi rst goes through

a cleaner where the dust and
grit are rem o ved and then ,
enters the t op of the ca r b u

r et o r passes through the ven
,
turi and mix es with the kero

sene a nd water the relative ,
quantity o f each being regu

lated by the governor con
trolled throttl e valve l o cated
ig
ig
v
in the lower part O f the a
c r
b t
ur e o r . b u r et o r From here the m 1 x
.
ture goe s di rect to the com

b u s t i o n ch a m b er of the motor to be consumed
»
.
In appearance it i s merely a cyl in drical tube

surrounded by the fuel chambers I n outward .
appearance it follows general lines O f ca r buretor

construction as practiced by builders O f internal
,
combusti on engines The internal construction

.
,
however O f the 1 4 2 8 carburetor i s radically di f

,
-
,
f er en t from that O f carburetors O f other builders ,
as F igure 90 fully explains .
Figure 9 0 shows a cross section o f the 1 4 2 8 - -
carburetor It will be noted that the central

.
cylindrical passage has a restricted portion form

ing a venturi tube The Oil fuel noz z le is loc ated
.
in the under portion of the venturi while the ,
water noz z le is locat ed above .
Due t o t h e peculiar shape O f this pas sage and

the relation O f the noz z les to it the prop er quan ,
tity and proportions O f fuel and wate r are

a u t o m a t i ca l l y fed to the engine at al l times ,
regardless of load .
The action O f the engine piston produces a

p artial vacuum in the carburetor passage and ,
this relative vacuum in the z one marked A varies

with the load so t hat the cor r ect pr opor t i on of
,
f u e l i s a l w a y s ex a c t l y s u i t ed t o t h e ex i.s t i n g l o a d .
In the zone above the venturi marked B a rela

, ,
t i v el y strong vacuum prevails during the heavy

loads but decreases very rapidly as the l oad i s r é
,
d u ced At the low loads t h e vacuum i s reduced to

.
s uch an extent i n this zone that no water i s fed .
Thus we have a m eans whereby the fuel mix

ture i s a u t o m a t i ca l l y f ed u nd er gov er n or con t r o l
—
i n co r r ect pr opor t i o n s a t a l l l o a d s the water
bein g automatically supplied in correct propor
tions for the higher load s only a nd none at all
being admitted f or the light loads -
.
The S ecor Higgins carburetor used o n the

-
1 8 3 5 and 3 0—
-
60 Rumely O i l Pu l l sizes as may ,
be seen in Figure 9 1 i s divided into upper and

_ ,
lower sections the up p e r section being again

,
divided into three compartments The compart .
ment farthest t o the right is f o r the kerosene ,
the middle o n e for water and the one farthest

to the le ft f or gasoline All open int o the lower .
section .
The lower section 1 5 the m 1 x 1 n g chamber In .
the bottom O f this are three rectangu la r Open

'
ings The t w o openings o n the le ft hand side

.
admit ai r t o the mixing chamber ; the o n e on

the right is the opening to the mani fold through

which the mixture O f kerosene water and ai r ,
‘
passes d i 1 ect l y into the cylinder A plate whi ch .
i s controlled by the gove rnor slides back and

forth over these Openings The Openings i n thi s .
plate are arranged so that when i t is pulled to

t h e r ight the outlet to the cylinder is made
s maller while the air inlet i s also reduced to a
,
Fi g S c H i gg i s c b u
91 e or - r et o r , an o t h u t o m at ic y p
t
u d by Rum ly
. . n ar er a e ,
se e .
lesser extent t hrough the uncovering of the Open

ing at the le ft hand O f p l at e/
Needle valves m the kerosene and water ch am
bers control the maximum amo unt O f fuel and
.
wat er to be fed These need be set only once

.
at full load and the carburetor und er g overnor

,
control then takes c a re O f the adj ustment f o r .
all other loads .

1 30 Tr a ct o r E n gi n es .
strainers o n t h e C ase fuel supply line—one fo rt he

ga soline tank and the other f or t h e ke rosene tank
-
i s indicated in t h e figure It i s important that .
they b e cleaned f requently .
C a r b u r et or A d j u s t m en t —The prop er adj ust

‘
ment O f the carburetor i s O f course a matte r , ,
which will have to be determined f o r each indi

vidual make O f carburetor and engine as wel l .
There are no hard and fast r ules for e ff ecting

adj ustment which will fit all cases o f even a ,
maj ority O f cases I f we s tudy the following

.
principles however , ,
we will find that they

apply to al l carbu re
tors all e n gi nes and , ,
all fuel s common t o

tractor p ractice and ,
will aid us much in

carrying o u t the ters e
di rections g e n e r a l l y
given f or carb u retor
adj ustment in t h e
t r a c t o r instruction
book fu rn ished by the
manu facturer .
The fi rst thing t o

Fig n9 3 C ss s c t i l f p t (1 0 1 1 1 attem p ting t O
. . ro e on o a
,
Efiéfi g hfififit é
d y md
fifi
n c fl ’
n s attain the adj ustment

’
0 f a n y carburetor
wherein the fuel supply i s adj ustable by mea n s
O f a needle valve i s to bring the needle valve
,
gently but fully to its seat so as to shut O ff all

, ,
the flow through the j et o r nozzle C are should

'
be exerci sed in e f fecting this not to j am the valve ,
down o n its seat and cause deformation O f eith er

the needle o r the seat as i f thi s i s done it will
,
be almost impo ssibl e to attain a correct adj ust

ment of the carburetor without replacing the parts
Abou t th e F u el S y s t em .
with new and perfect ones Then turn the needle

back o n e or two turns—depending on the ca r b u
.
r et o r and the size o f t h e engine—and turn the

- '
engine ove r t o sta rt it priming the cylinders i f ,
necessary .
W here pri ming i s n o t necessary 1 t will be well

to clos e the choke valve o n the carburetor to pro
vide a good rich mixture for starting W ith the .
engine running even though it i s running badly , ,

,
do not attempt to ob
tain a final adj ust
ment on the c a rbure
tor until the whole
“
m e c h a n i sm h a s
warmed u p Be sure .
that the choke v alve

is Opened again i m
mediately afte r t h e
engine h a s started ,
for i f it i s held closed

the over rich mixture -
supplied will choke

the engine and cause
it to stop .
A f t e r thoroughly
warming up the en
gine retard the spark ,
Fig Vi w f s fully and O p e n the

d w t i j c t sh w throttle su f ficiently to
94 k e o er o en e
m ix
. .
.
i g djus t i g d vic s
er an a er n e or , o
n a n e e
allow the governor t o
.
control the engine speed Then adj ust the needle .
valve care fully fi rst to limit the amount Of gaso ,
line su p pli ed noting the e ff ect on the operation

,
O f the engine C o n t i n u e u n t i l the speed begins

.
to fall O ff and then turn the other way until the

,
smoothest possible running i s Obtained .
Now close the throttle and advance the spark ,
quarter way The engine should run evenly and

.
at l ow speed well throttle d down The speed

'
.
,
can be regulated by resetting the stop screw on

the throttle lever .
I f the engine s hows a tendency to backfi re or

o
p p in the carburetor when the throttle i s ~
Opened quickly it i s evi dence o f a lean mixture

, ,
which should be corrected by Opening the nee dle

valve ve ry slightly until this tendency i s n o longer
apparent .
I f the engine i s hard to start and will not idle ,
o r knocks as i f a ffl icted w i th carbon or spark

knock when the throttle i s opened quickly it is ,
further evidence O f lean mixture and should be

corrected by Opening the needle valve adj ustment
slightly Rich mixture will make itsel f apparent
.
b y f h e p resence o f black smoke issuing from the

'
'
exhaust which i s characterized by a pungent

, ,
Odor unmistakable to the trained engine Oper

,
ator Blue smoke on the other hand has n o th

.
, ,
ing whatever to do with the carburetor adj ust

ment resulting solely from an overab undance
,
O f lubricatin g oil Li kew i se a white haz e issu i ng

.
f rom the exhaust in the case o f a kerosene ,
burn ing engine indicates that the supply o f water

,
through the inj ector i s slightly t oo much for the ~
amount o f fuel being burned and the load being

carried and the water suppl y should be cut d a w n
,
slightly .
Fu rther evidence o f a r i ch mixture i s sluggi sh

action O f the engine which so m etimes is a cco m ,
‘
p a n i e d by a heavy p ound which i s quite irregular

and which there fore can readily be distingui shed
, ,
f rom a be a ri ng kn o ck ;and by a marked tendency

f o r the eng i ne to overheat causing boiling away ,
o f the cooling water The best way to veri f y the .
conclusion that the mixture is Over rich i s t o -
turn O ff the fuel with the throttle set t o pr o duce

‘
an engine speed slightly unde r the gove rned

inlet valve pin o r its seat causing leakage so, ,
that the Operation o f the float d oe s not stop the

flow O f gas oline int o t h e carburetor bowl The .
correctio n is to fit new valve needle and seat and

s o adj ust with t h e float as to permit of the cor
rect fuel level being attai ned A bit o f dirt o n .
the valve seat will have the same e ff ect The .
“
float may hav e become water logged ; that is -
”
,
it may have absorbed s o much O f the fuel that

it has lost some O f its buoyancy and will no .
longer clos e the valve fully I n this cas e replace

.
meet with a new fl o a t a ff o r d s t h e best cure and ,
care should be taken to se e to it that the float

i s coated with shellac varnish ( except where ,
alc o hol i s used as fuel ) to p rotect it f rom the

.
,
action O f t h e fu el causing a repetition of the

trouble .
The adj ustment of the float operating lever

may be such that it does n ot cl ose the needle
valve quickly enough s o that a higher level than '
correct i s attained C orrection i s made b y b en d

.
ing the lever away from the float sli ghtly t o

p ermit earlier closing o f the n eedle valve .
The carburetor may have di rt o r grit in it

which will stop up the j et o r nozzle retarding ,
the fuel flow o r it may have a drop o r tw o of

, ,
w ater which will have the same e ff ect

’
, In thi s .
case it i s well to t a ke the carburetor O ff and

clean it thoroughly Then remove the gas line
.
from the tank and blow through it to clean out

thoroughly making sure at the same time that
,
the sediment bulb i s clean and free from water .
To prevent recurren ce O f the trouble drain a ,
teacup ful o f gasoline from the sediment bulb on

the tank frequently to preve nt dirt from reaching
the carbu retor and at least once a week drain
,
the carburetor by means O f drain coc k provided

o n bottom O f the bowl ; thi s will wash it o u t
thoroughly and eliminate any sediment o r water

wh ich has escape d through the sedimen t bulb and
strainer provided on t h e bottom of the fuel tank .
W ear O f the needle valve a n d i t s seat will r e

sult i n a con d i t i on where it i s no longe r possible
_
to obtain a correct carburetor adj ustment In .
such a cas e t h e proper thing to do i s to replace

,
the worn parts with new ones Likewise wear .
of the throttl e disc will prevent idling O f the

engi ne unless the mixture i s altogether t oo rich
for good Operati on under full load conditions
'
The disc clearance should be ab out 008 o f an . _
inch with t h e disc closed ; i f it i s appreciably

more than that replace it with a new disc The
, .
clearance O f the throttl e spindle should be no

more than 005 o f an inch where it is greater
.
,
it will permit o f ai r leaking m to thin the mix

ture producing irregular Operati on and inability
,
t o throt t le the engine down Thi s i s also the

‘
case i f any o f the j oints O f the int ake mani f old

or intak e piping are not tight ; there are several
O f them in some instances In most cases they
.
are made tight with copper asbestos gaskets .
T O detect leakage at these points start the en ,
gin e and have it running with the throttl e closed

‘
as far as possible Squi rt lubricating O il from a

.
hand O i l can around the j oint I n case o f leak .
age the O il will be sucked into the mani fold at

,
the place where such leakage occurs Corr ecti on .
can be mad e by tightening the hold down nuts -
by means of which the mani folds are hel d in

place or in the case O f a bad leak by replacing
, ,
the gaskets with new ones an d setting the hold

down nuts up tight .
D oubtless it will prove help ful to the oper

ator regardless o f the make O f machine to digest
, ,
the f ollowing complete instructions f o r the care

O f the fuel system which have been prepared
,
1 36 T r a ct or E n gi n es .
to cover the Twin City line which is one O f many ,
equipped with the B ennett ca f b u r et or :

Fuel from the small gasoline tank flows to
the carbureto r by gravity :
Fuel a fter bei ng placed i n the main supply tank
i s pumped f rom ther e to the overflow cup ab ove ,
the motor and flows from the cu p t o the motor

,
by gravity After switching to the main suppl y

.
t ank i f the pump d oe s n o t bri ng fuel to the

,
overflow cup l oo k f or the following causes

, .
E mpty supply tank .
Leak in pi p e between pump and tank .
D irt under check valv es .
P ump needs repacking .
A fuel straine r i s placed in the pipe li n e

wh ere it j oins the carburetor This should b e .
Opened occasionally and the dirt i f any removed , ,

.
There are two check valves loc ated i n the line

leading f rom the fuel tank to the pump and in ,
case of troubl e these should be examined .
I f the pump gradually fails to pump and dis

charges a stream O f bubbles into the Overflow
cup it indicates that there i s a l eak i n the pipe
,
line between the pump and the tank o r that the ,
tank 1 5 empty .
Leaks in the pipe line are easily caused by

fittings working l oose and in such a case they ,
should be unscrewed and the threads covered

with shellac or comm o n laundry soap ; then r e
assemble Ca r e shoul d be taken not to strain
. . .
val ves o r checks in screwing them togethe r

“
I n case the pump i s not working tight en the

gland which forces the packing around the
plun ger Never use any sticky o r gritty material
.
f or packing D rop a little lubricating Oil around

.
the plunge r after the gland 1 s tightened D O n o t .
force this gland t o o tight or i t will bind the

:
plunger and break the pump f rom its fastenings .

T r a ct o r E n gi n es
'
‘
is to take the pipes and carburetor apart and

clean them .
I f the exhaust has a w eak muffl ed sound an d ,
shows black smoke too much ,
fuel i s being fed through the

carbureto r I f it back fir es o r .
-
coughs back through the car

b u r et o r the mixture i s not
,
'
rich enough and needs more

fue l
T o a d j u s t t h e en cl os ed t ype
B en n e t t ca r b u r et or ( Fig .
“ ”
Turn fuel needle A cl o ck
wis e as far as p ossible and ’
then u n s cr ew a b ou t o n e full
Fig Sh ws th
.
cl s d t yp
96
turn Start motor and by
‘
. . o e
f B
screwing ai r valve B clock ! t t c bu t
.
, en e e
o o en
“ ”
us d wi i ty
ne ar r e or as
wise let as much ai r in as 4 % 7 m t s

th T C e on e n
, x o or .
possible without making the

motor miss o r backfire Do .
" ‘ ”
not open water needle D
unless en g1 n e is u s m g ker o
T o j
ad u s t th e o p en t ype
( Fig B en n e t t ca r b u r e t o r .
e two full O pen fuel n e e d l

turns and when motor i s run ,
ning cut down to turns .
It will n o t b e n eces s a r y to .
touch the ai r valve but in

‘
case the m o t o r smokes t oo

Fig 9 7 Sh s t h much and the fuel i s cut
p t yp us d
. . ow e
o
l l T wi
en
Cit y m t s
e
down to
as
good running
e
loosen
on
,
x c p t t h 4 % x 7 si z nut C and use a screw

a n
“ o or ”
e e e e.
“ ”
d river to t u r n sc rew B
clockwise This will supply more a 1 r
. .
It may b e necessary t o give a little m o re fuel

-
,
but for best economy the carburetor should be .

A bo u t th e F u el S y s t em . 1 39
adj usted to use as little fuel and as much air

as possible .
T o US E K E R O S E N E A s FUE L .
There are two fuel tanks u s ed i n the opera

tion of Twi n City M otors .
O n e i s a small tank for gasoline mounted ,
higher than the motor f rom which the fuel flows

by gravity to the carburetor and the other i s a ,
large tank f rom which the fuel i s pum ped t o a

glass ov e r fl o w cup and thence flows to the ca r
‘
b u r e t o r by gravity .
T h e en gi n e m u s t b e s t ar t ed on gas o l i n e A f ter .
the bowl o f the carburetor is hot shut o ff the ,
gasoline and turn kerosene into the carburetor .
After the kerosene starts into the engine it will ,
sputter and choke and the fuel needle valve will

,
have to be Opened on e quarter turn o n the open -
type and o n e full turn o n the enclosed type

, .
A fter the engi n e runs a little there may be

heard a metallic kn ocking o r pounding which is ,
caused by preigniti on I n order to eliminate this

.
the water inj ector valve should be opened and

a little water sprayed into the intake pipe This .
will cut down the heat and the knocking will ,
cease .
I
It will be necessary t o retard the spark f rom
t h at used f o r gasoline .
T h e en gi n e w i l l o per a t e b es t on k er os en e when
the least p o ssible water i s inj ected Just keep .
the ad j ustment so that t h e engine will n o t kn oc k .
It i s advisable to shi ft the carburetor back on

t o gasoline when the motor i s idle a great deal ,
as the bowl o f the carburetor will not continue .
to be h o t unles s some load is kept on the engine

—
.
‘
C a u t i on B e sure and t u r t l o ff w ater valve
’
when engi ne 1 5 not running .
I t i s a go o d pl a n to shut o ff bo t h fuel pipes ,

drain carbur etor and leave drain open when

,
the engine i s not running as this gi v es the ,
float a chance t o dry ou t and p r events water

getting int o the fuel i f the water valve should
,
be le ft o r leaks .
T h e h o t ai r j a ck et around the bowl O f the

carburetor must be kept clean as the successful ,
Operation of the carburetor depends upon this .
A LCO H OL .
The use O f alcohol as a fuel for the 1 n t er n al

combustion en gi nes i s very cle an and n o car bon
w hateve r i s caused from it I f a carbon de p osit
.
f orms in the combusti on chamber it i s f rom ,
using t oo much lubricating O i l and not f rom the

a lcohol .
All t h at i s necessary to equip Twin City m o tors

to burn alcohol is to raise the compression of
,
the motor by putting in longer pistons and t o ,
replace the carburetor float w ith another which

has a specially prepared coating instead O f the
shellac .
G asoline i s used to start the motor but after ,
the bowl of the carburetor i s warmed up al cohol ,
can be used .
From eight to nine pe r cent more power can

b e Obtained with alcohol than with gasoline a l ,
though about eleve n per cent more alcohol will

be used than kerosene and thirty eight pe r cent
,
-
more than gasoline f o r the same load That is

, .
,
it will take gallons O f gasoline 6 ga ll o ns ,
O f ke rosene o r gallons O f alcohol for the

same time and load .
The better t h e g r a d e O f alcohol the less it will ,
t a ke and the econo my in the use O f on e grade ‘

'
Over the other will be all the way up to ten p er

cent .
1 42 T r a ct o r E n gi ne s .
C LA PPE R KE R O S E N E VAP O R I Z ER .
If m s ps w h ot or to
bu i g k s
en
d rn n en e
s nds f gh
er o an
y l ta or an en t
f i m swi ch 3 y o t e, t -
vxa
v lv g s li a e on to o ne
Op c ck ( N
a
an d en p et
-
Pl ) d i 5
o o.
3, at e 1 to 0
k s Pi
ra n
the en e . me
cy l i d s b f gi
er o r
n er e or e a a n
tryi g s n to t ar t
O p c ud
.
er a t e t r a t or n er
l d l s fi m in
oa at ea t ve
u s bf
te mp i g
e ore at t e t n
to swi ch k os t t o er en e .
Pl at e N o. 1 .
N O —W a t e r sp r a y v a lv e
—3 w a y v a lv e
. l .
—C a r bu r et o r d r a i n
N O . 2 -
.
N O . 3
— ‘
dl v l v
.
Si gl
N O 4
djus
C b u 1 et o r
k s
. ar n ee e a e .
t m en t f or th
sm g s li
n e a er o en e e
a e as a o n e.
Pl at e N O . 3 .
Alw ys k p gl ss ja ee a ar
i npl c E p y u s
a e. m t o t a
Of t en ss y ( N
as n e ce ar O
Pl
.
2, at e
T fill Oil s v i
o r e er o r
v plug filli g
,
r em o e in n
Pl N 2 i ? (N
p p i Pl e o. 1 n at
Sid vi w f C l pp K s
at e O . .
F il l wi hi hto t n t r ee
V p i z sh wi g si m plici y f
e e o a er er o en e
i ch s f
n e B su
o t op e re
s uc i P si iv l y m vi g p s
t co n
sc w plug i i gh
.
a or er o n o
tr t ar t to re t t
g s i p v
t on n
v id sucki g i
. o e no o n .
U i bl
n q u e s- h
t on a y t r ea t e t m
Of h succ ss ful
e ro e to a o n a r.
m f h
bu i g O f k s
en t t e a ge or t e e
rn n er o en e .
Fig Sh wi ng i d il h djus m s c ss y
.
a
. 98 . o n et a t e a t en t ne e ar .
mg t o the load i W hen running idle or you stop

the motor always shut O ff the water It is a d
‘
, .
visable to shut O ff the kerosene line before you

stop the motor to allow the carburetor to fill up
with gasoline ready f or starting again .
You w ill get more power and better results

with a retarding spark o n kerosene than gasoline ,
due t o the p e rfect vapor and more heat units

simply p ull magneto spark control rod back until ,
f rom the sound and power developed yo u have ,
the prope r range f o r igniting the charg e .
Fig . Adjus i g l ky c b
t n ea ar ur et o r .
A leaky carburetor i s the result O f di rt in the

inlet valve preventing the float needle fr om
,
seating p roperly .
T O r emove this remove plug from Over the float

,
needle ( Fig 99 ) and work t h e needle 1 n the inlet

.
valve up and down seve ral times pressing it

“
,
to its seat each time and turning it This will .
remove any foreign matter that may h ave gath

ered there and allow the float needle to seat itsel f .
I f this does n ot stop the leak float i s t oo high ,
and should be set lower .

1 44 T r a ct or E ngi n es .
O n ce a season the float should have a coat

,
o f shellac It will take but a moment as it d ries

.
,
very rapidly ( H ave fl oat dry. be fore putting

o n shellac ) .
There may be sediment in the bottom O f the

bowl O f the carburetor Remove the bowl and .
C le an it o u t .
O n e O f the most important points in connec

tion with the Operation O f the tractor e ngine is
to keep grit and dust from reaching t h e b ea r ‘
ing s urfaces such for instance as the cylinder

, , ,
walls main a nd connecting r o d bearings etc It

, , . ,
i s Obvious that any dirt carried in through the

air inlet on the carburetor will be brought into
direct contact With the cylinder walls wh ich ,
are O f course covered with a layer O f O i l suf h

,
ciently tacky to catch the grit a n d hold it

‘‘
.
Rapid wear O f t h e wall surfaces can there f ore , ,
be expected
But more than thi s—the O il f rom the cylinder
.
walls is carried down in part by the downward , ,
movement of the piston and a generous measure

O f the grit reaches the crankcase chamber where ,
in the cas e O f the engine equipped with a ci r cu

lating lubricating system it will enter the O i l ,
supply to be circulated and re circulated to the , ,
eng i ne bearing surfaces .
It i s only t o be expected there fore t hat an

engine not p rotected i n the best po ssible manner
from the entrance O f grit as above p ointed o u t , ,
will wear o u t more quickly and give far greater .
trouble calling f o r f requent repa i rs than o n e

, ,
.
adequately protected f rom such dust There are .
ve ry few trac t ors n o w o n the market there fore , ,
o n which the engines are not equi ped with some

p .
device f o r freeing the air entering the ca r b u

r et o r f rom contamination so that nothing but '
p u r e c l ea r ai r i s taken into the cylinders

’
.
,
T r a ct or E ngi n es .
to the device A regula t ing shutter i s provided

.
~
,
however s o that cold ai r can be introduced t o

,
bring down the temperature O f this ai r during

the hot summer month s whe n particularly high
heat i s not required .
The second ty p e separates the dust f rom the

ai r on the centri fugal principle s The entering
air i s caused t o tak e up a very rapid swi rling
o r rotary motion by t h e f orm of the passageway
into the cleaner ; due to thei r great Weight in ‘
compari son with the weight O f the ai r itsel f the ,
dust particles are thrown to t h e oute r wall O f

the cas e where they
,
are caused t o settle

o u t by gravity The .
well cleans ed ai r i s -
drawn from t h e cen

ter O f the device a ,
point which the heavy

dust parti cl es cannot
reach because o f the
e ff ect O f the centri
fugal fo rce act i ng on
them due to t h e i r
.
rapid ci rcular motion .
By far the m o s t
p o p u l a r type O f
17 A t y pi c l m m "
cl eane r,
however i s ,
i - 55 1 33
1 a
a l 5 1 the ai r washer one O f ,
which i s shown in the

accompa nying illustration ( Fig . In this
ty p e all the entering ai r i s caused to bubble up
through a quantity O f water which collects the
,
du st and di rt and leaves the ai r absolutely clean

‘
P erhaps the e f fectiveness O f the device as an air

cleaner i s only partially responsible for the p O p u
l a r i t y O f the ai r washer the other big po i nt i n
,
i t s favor i s the fact that it h u m i d i fie s the enter

A b o ut t h e F u el S y s t em .
ing ai r and
acts to a cer tain extent to smoo th
‘
, ,
b u t the action O f the engine and eliminate the

fo rm ation o f carbon deposit .
A sectional view O f a typical air washer such

as i s fitted to the popular Case tractor i s giv en
i n Figure 1 0 0 It comp r ises a cylindrical vessel
.
pa r tially filled with water the level being irid i ,
ca t e d by a glass sight on one side of the cas ing

“
The ai r enters through a central pip e running

'
‘
about hal f way up into the chamber ;but the air

finds itself n o t in the housing ;but i n a smal ler
,
i nv erted cylinder placed ove r t h e air intake pipe .
This second or inner chamber is attached to a

metal float which ni s es and falls w ith the water
‘
1 eve 1 i n t h e a 1 r was h er an <1 t h e o n 1 y passage ,
for the ai r o u t of the chamber i s past the b o tt o m

O f the inverted cup over t h e lower surface O f
,
the float and up along the sides The t op O f the .
air wa sher housing i s attached t o the carburetor .
ai r intake s o that immediately the engine is

,
t urned over some O f the air i s exhausted and

, ,
we have a partial vacuum f ormed su f ficient to '
cause the a i r t O b u b b l e t h r o u gh the water finding

_
,
its way from the inne r to the outer compartme nt ;

and in passing through the water it i s freed O f
its dust and dirt .
The arrangement O f the inner chambe r on a

float is a very simple means O f in suring that the
air must pass through a given depth O f wat er ,
regardless O f the quantity O f water in the air

washer In Other words provide d that the water
.
,
level i s maintained so that it can be seen through

the sight gau ge the suction necessary to draw
,
the ai r through the air wa s her will always be

the same The level O f the wat er cannot be
.
b rought t o o high for i f it should be br ought ,
ab ove the ai r intake pipe it simply will overflow ,
and run O ff ; it should never be allowed to evap

\
orate to a point w h er e t h e l evel cann o t b e seen
in the sight gauge however as then the desirable
, ,
features o f the device are impaired and di rt will

be carried into the engine cylinders .
It i s well to remove the drai n plug f rom the

bottom O f the device frequently and wash ou t
the s ediment that has collected The best plan .
i s to fill the washer to capacity with clean water

every day making sure that the water fille r plug
,
o n top O f the device i s replaced tightly I f the .
p lug is not repla ced the was

,
h e r might j ust as
well be O ff the engine f or all the goo d it will do .
I n the case O f the dry types of a i r cleaners

‘
it is well to bear 1 n min d that cleaning the sedi

.
ment trap S hould n ev e r b e attempted with the

'
engine running T O do so mea ns that the dirt

.
stirred up in the process will b e drawn in large

quantities into the cylind ers to the detriment O f
the engine .
themselves a n d between the liquid particles and

the metallic sur faces O f the bearings j ust as in ,
the ball O r roller bearing the greatly lessened

rolling friction between the balls o r rollers and
the raceways i s substituted f o r the rubbing fric
tion O f the plain bearing surfaces .
P oints in the en gi ne ( Figur e 1 0 1 ) at which it
Fig 1 01 S c i h ugh y p ic l
t t t c
t ra t or gi sh wi g
p i s wh i is c ss y
. . e on ro a en n e, o n
o nt er e o l ne e ar .
i s essential that thi s O i l fil m be maintained for .
the purpose O f reducing friction and the power ,
loss and wear which it entails are the m ai n s h a f t , ,
crankp in p i ston pin and camsha ft bearings ; the

,
cylinder walls f o r lubrication O f the cylinders

themselves the pi stons and piston ri ngs ; the
,
-
cams cam followers and cam follower guides ;

,
the timing gear mesh and ; where used the tim ,
ing gear idler wh eel bearin g .

L u b r i ca t i o n o f th e E n gi n e . 1 51
W holly aside from its function O f reducing

“
sli d i ng friction between t h e piston and t h e cyl i n

der wall the Oil film o n the latter performs an
,
other and a highly important se rvice E xpand .
ing packing rings called piston rings are fitted

, ,
to the pistons as a means O f filling the clearance

space which must be le ft between the piston and
cylinde r walls i n order to provide room for ex
cess expansion O f the piston over and above the
increase i n diameter O f the cylinder bore due t o
the fact that the p i s t On Operates normall y at
considerably higher te mperature than the cyl i n
der walls .
This will readily be app reciated when it i s

considered that the cylinde r wall s themselves
are di rectly cooled by the water circulating s ys
tem whereas the head o f t h e p i s t o n i s cooled
, ,
onl y by means O f heat being conducted to the

piston skirt and trans ferred from that point
through the O i l film to the cylinder walls f o r ab
sorption by the cooling medium These rings .
,
which are applied t o the piston must be s o fitted ,
as t o leave a working clearance in the ring slot ;

were thi s not the case they would b e likely to
stick i n the ring slot p reventing thei r expansion
,
against the cylinder walls and thereby de feating

thei r o w n pu rpose
Rings f o r the m ost part are eccentric in
, ,
form ;that i s the outer or bearing sur face i s n o t

,
stru c k from the same center as the inner ci rcle .
T h e slot o r j oint i s formed at the thinnest portion

O f this eccentric ring thi s for the pu rpose O f
,
providing approxi mately u ni form tension against

the cylinder walls at every point on the ring
circle A moment s thought will make it evident
.
’
that since the ring slot p rovided in the pi ston for

the reception O f the ring i s O f uni form depth ,
while the ring itsel f i s O f tapering form there i s ,

going t o be a cavity o r pocket betwe en the bottom

O f the ri ng slot and the ring itsel f at its narrowe r .
port 1 ons .
This fact taken into consideration wit h the

clea r ance le ft f o r free movement O f the ring in
its slot makes it possible for the highl y com
,
p ressed gases abov e the pi ston to work through

thi s clear ance in behind the ring, and then ou t
,
again at the bottom escaping t o t h e crankcas e

,
chamber .
The s eco n d p u r p o s e O f the lub ricant o n t h e

‘
cylinder walls then i s qu ite Obvious It must

, ,
.
serve t o set up an Oil Seal adapted to fill thi s

clearance and p r eve nt t h e ga s e s from working ‘
i n behi nd the piston ring and makin g good thei r

escap e And by the way it per forms this second
.
function taking into consi deration also its efli

,
.
.
ci en cy as a lubricant so i s an Oil j udged p rope r

,
o r improper for tractor engine u se .
Any O i l to be O f serv i ce eit h e r as a lubricant o r

,
to maintain thi s desired piston ring seal must be ,
capable O f thorough and even di stribution t o

every point in the engine where a lubricant i s r e
q u 1 r e d through the system O f distribution p ro
v i d ed by the en gi ne designer In determining
.
the pro per lubricant for the engine th erefore .

, ,
o u r first consideration will be an a n alysis O f the

'
s v s t em O f lubrication employed .
Speaking generally all tractor engine l u b ri cat

,
I
ing systems can be classified under five separat e
di stinct headings P erhaps the simplest is the
.
plain splash system illustrated in Figu re 1 02 I n .
this s ystem the fresh O i l i s contained i n a reser

voir absolutel y distinct and s eparate from t h e
crankcase and is fed to the crankcase in exactly
the p roper a m ount to maintain a constant level
in the crankcase itsel f The Oil feed i s a cco m
.
p l i s h e d by means O f a plunger pump which i s a d

1 54 T r a ct o r E n gines .
thoroughly atomized or broken up into a form

'
where it i s readily carried o r floated o h the

trapped ai r to the parts requiring lubrication An .
.
Oil O f p roper body to l end itsel f readily t o such

thorough atomization there fore i s a p rime
, ,
‘
r equi site with any system where the connecting
rod d i p or splash i s relied upon f or the O i l di s
t r i b u t i o n within the engine itsel f
.
Such an Oil .
must be O f medium o r light body An O i 1 t OO . ,
hea v y i n body will not be S O fine ly divided under

the connecting r o d i mpact and thi s condition i s
particularly emphasi z ed under winter conditions
when any Oil shows a tendency to thicken up or
to increase i n vis
co s i t y :
Another point in
connection with the
“ ”
all loss system i s
,
fact that the O i l in the

crankcase i s c o nstant
l y be 1 ng bu 1 lt up as
1 “ u!
,
“m g
.
F
0
1 03 S pI h
as c .
to body and qu a l 1 t y ,
by the addition O f the

fresh Oil supplied by the ump o r mechanical
Oiler as the case may be Obviously there for e
, .
, ,
an Oil O f lighter body can b e used more e ff ect

i v el y than is the case where the whole Oil reserve
i s circulated and contaminated by the admixture
O f f u el a n d carbon sediment .
The second lubricating system is t h e splash

circulating system illustrated in Figure 1 03 In .
thi s system the bottom O f the crankcase forms an

Oil reservoi r from which the O i l is pumped usu ,
ally b y a gear pump and less f requently by a

plunger pu m p o r the centri fugal action O f the
engine flywheel either to dipper troughs located
, ,
o n e under each connecting r o d o r t o Open wells

,
over the m a i n s h a f t bearings from which the

L ub r i ca t i o n o f th e E n gi n e . 1 55
overflowing Oil supplies the dipper troughs .
Suitably placed orifices i n the dipper troughs

serve to m a i n t a i n t h e Oil level constant so that
'
the connecting rod dip i s always the same .
It will be seen that i n thi s instance it i s not

essential that t h e q uantity O f Oil supplied by the
pump be regulated to coincide with that used in
t h e l ubr i cation O f the engine As a matter o f.
fa ct the fl ow i s always co nsiderably in excess O f

'
what the engine i s usi ng and thi s excess over,
flows from the dipper troughs back to the reser

voir for r e ci rculation by the pump The cy l i n
-
.
der walls pistons and piston rings and all the

,
vari ous bearing sur

faces are lubricated
by the connecting r o d
splash exactly as with
the pl ein splash sys
te m .
bviously in order O ,
to p r ovide f o r thor
Fig 1 04 “
M d
spl sh sys t m ough atomization O f
. . an
a e .
the Oil and consequent

thorough and e v en distribution an Oil O f light o r ,
medium body should be used O n the other hand .

,
due to the fact that the Oil 1 5 constantly being cir

cu l at e d a r
fi subj ected to wear and tear i n the en
gine itsel f as a result O f its usage and r e usage

, ,
i n order t o provi d e maximum lubrication an Oi l
of heavi er body i s r e u i r ed than with the splash

ghe splash circulating sys
,
“ ”
all loss system
’
tem b y its nature is best adapted f o r h an d l i n g a

'
medium bodied Oil .
Third in line comes the force feed and splash
the O i l c ontained i n a crankcase reservoir exactly

as with the splash circulating system and forced ,
by a gear Or plunger pump to each O f the main

sha ft bearings under pressure and i n s ome i n ,
stances also t o the camsha ft bearings As a rule .

,
i n order t o maintain the pressure approximately

constant regardless O f variations i n engi ne s p eed -
,
a safety valve o r b y pass i s placed i n the Oil

-
header a n d set to p erm i t any excess Oil delivered

by the pu mp to b e pro j ected onto the timing
gear tra i n f o r lub ri cati o n O f these gears .
The Oil bleed from the m a i n s h a f t bearings

se rv es t o maintain a c onstant level i n the dipper
troughs which as with the splash circulating sys
,
tem are equipped with p roperly placed over fl ow

,
orifices so that t oo high a level cannot be r eached .
W ith t h e exception O f the m ai n s h a f t bearing s

rarely the camsha ft bearings—and the timing
gear train the dis ,
t r i b u t i on o f the l u b r i
cant to the various
sur faces i s e xactly
the same as w i th the
splash circulating sys
tem The co nditions .
F ig 1 05 F c f d sys t m
. . or e ee encountered i n thi s
e .
system being so near

l y i dentical with those o n the splash circulating
system it i s evident that thi s sys t em also will
,
operate at its best when a medium bo d ied l u b r i

cant is employed .
In the fourth system O f lubrication the con

‘
n ect i n g r o d splash 1 3 d O n e a way with It 1 3 called .
the force fee d system and i s i llustrated i n

Figu re 1 05 As with the force feed and splash
.
system the Oi l i s fed by pump pressure to each O f

,
the m a i n s h a f t bearings and sometimes t o the

camshaft bearings An Oil b y pass i s incor
.
-
p o r a t e d i n t h e system t o maintai n the pressure

approximately constant From the m a i n s h a f t
.
bearings the Oil i s conducted either through drill

line i s carried o n e step further and the O i l i s led

up from the crankpin bearings to the piston pin
bearings by means O f an Oil pipe attached to the
side O f the connecting rod s o that the piston pin
’
bearing 1 s al so fed under pressure The Oil bleed .
from the crankpi n bearings however i s relied on , ,
for the lubrication O f the cylinder walls pistons ,
and piston rings cams ; generally also the cam

,
sha ft bearings and the cam f ollowers A b y pass .
and Oi l p ressure regulator as a rule takes care , ,
O f the timing ,
gear lubrication .
O bviously t h e ,
full force feed

system i s like
wise adapted t o
the dist ribution
O f a heavy
bodied lubricant .
It was pointed
ou t be fore that
there are many
little points O f
'
Fi 1 0 7 S p l sh ci cul t i g sys t m diversion 1 1 1 1 u b

p p li d t t h All W k t c t
t: r a r a n e
.
gi
as a e o e - or ra or en
ne
gi ca t i n g systems
wh i ch w 0 u l (1
seem at fi rst sight to ma k e them fall without
, ,
bounds S O to speak with regard to these five

, ,
classifications Take f o r i nstance the type

.
, ,
wherein a mechanical Oiler 1 8 u sed the Oil being ,
forced to each O f the beari ngs and to the cyl i n

d er walls under pressure Thi s can be classified .
as a force feed system in which a series O f

pumps—o n e for each Oil lead i n fact—i s s u b ,
‘
stituted f o r the s ingle pump used on the ortho

d ox sy stem It i s not a circulating system h ow
.
,
ever since the Oil i s not returned to the reservoir

, .
Such a system can be used for the di stribution

L u b r i ca t i on f th e E n gi n e 1 59
'
o .
O f either h eav y m ed i u m bodied and light bodied

, .
- -
lubricants but the necessity O f using exposed Oil

,
leads demands a lubricant O f su f ficient fluidity

f o r e f ficient distribution under winter temper
atures .
It must be considered that the details i n the

arrangement O f these systems will greatly a ff ect
the choice o f the lubri cant as t o body F o r i h .
stance as was pointed ou t be fore an Oil pump

, ,
submerged in the lubricant is better adapted to
Fi g 1 08 A ws sh w c u s oi l ta ks f r om o il s v o ir
h ugh All W k c
. . rro o o r e e r e er
t ro th e m ot or on - or t r a t or .
handle a heavi er Oil than an elevated pump ; and

thi s condition i s greatly emphasized under winter
temperatures Likewi se a submerged gear pump
.
i s better adapted to handle a congealed o r thick

ened Oil than a plunger pump which depends on ,
suction f o r its initial charge O n the other hand .

,
ah elevated plunger pu mp i s better adapted to

function properly except at low temperatures , ,
than an elevated gear pump since the latter can ,

a double rough cut a nd ream fini shed method -

,
whereas another will produ c e a fine cylinder

w all fini sh by the grinding method .
The Oil as determined m t i s t be O f a grade

, ,
which n ot only w ill lend itsel f to per fect d i s t r i

b u t i o n through the oiling sy stem but w i l l a l s o ,
‘
maintain the prope r piston ring seal at normal ‘
operat i ve temperatures with mechanical clear

enc ou nt ered in the p a f t i cu l a r engine
'
a n c es as
under consideration .
Fig T h B i g B u l l f c f d ci cul i g ili g sys

1 1 0 at n t em
f cs Oil h ugh h ll w c k sh f d liv s i
. . e or e ee r o n
th t t an d t t o th e
i sid f c c i g d b i gs R duc s u
or e e ro a o o r an a e er
th e t th am o nt of
Oil us d d is p si iv f f l g h is Oil i
n e O on n e n ro e ar n . e e e
e ed th
’
t so t
s v i T Op im f
e an a o e on as er e n e
he il fl er a t o r th e o al l th e t r om
his s
r e er o r. can s ee ow e
ea t .
C onsidering the bad eff ect s O f non main -
piston r 1 n g seal let us assume

t en a n ce O f t h i s , ,
that we have the engine with o n e O f the pistons

up nearly at the t op O f its co mpression stroke .
Above the pi ston we have then a more Or less

wet m ixture O f gasoline a ri d kerosene vapor and
, ,
air compressed t o a pproxima tely 60 pounds per

L u b r i ca t i o n f
o th e E n gi n e . 1 63
square inch depending o n the compression ratio

,
O f the engine and the position O f the crankpin .
Since the pi ston ring seal i s not being properly

mai n tained some O f thi s wet mixture will work
,
“ ”
down past the pistons blow by the ri ngs and ,
the gasoline or kerosene either O f which i s a ,
fir s t c l a s s s o l v en t O f the mineral lubricating Oil

'
-
,
will wash the lubri cant from the cylinder walls ,
further aggravating the situ ation , and paving the

“ ”
way for increased bl ow b y on the next com -
pression stroke .
Fig . 1 1 1 . Spl sh ci cul i g sys

a r at n t em as m od ifi d by Av y
e er .
In the meantime we have lost to the crankcase

chamber from the combustion chamber a quan
—
tity O f fuel a certain portion O f the heat units
‘
which we wer e counting O n to de v elop full ‘

'
p ower from t h e engine M ore than tha t w e have .

,
redu c ed the compression due to this loss and , ,
since the power that the internal c ombustion en

gine i s capable O f developing i s dependent almost
dire ctly upon the compression pressure within ,
limits w e have i n this another sour c e O f redu c ed

,
power output or loss in e f ficien cy Still a thi rd .

source i s the lack o f e ff ective lubricant o n the

cylinder walls which increases the piston fric
,
tion causing a power loss and a tendency to

,
overheat as well as a tendency for rapid wear O f

,
the pistons pi ston rings and the cylinde r walls

,
.
Let us neglec t for a moment t h e a m ou n t O f

”
'
mixture which has escaped down into the crank

case chamber a n d l et us consider that we have
'
turned the engine over past its top dead center

and that it i s now on it s power stroke W e now .
have above the piston a quantity O f intensely hot

gases at very high p ressure The t emperature .
range will be between

° °
2 000 to 3 000 F .
,
while the pressure

will be roughly f our , ,
times the comp ression

pressure or some ,
wheres in the neigh

b o r h oo d O f 2 5 0
pounds per square
F i g 1 1 2 F c f d lub ic t
. . or e- e e lll C ll These gases
r a or.
'
are made up largely

O f that inert constituent O f the atmosphere
nitrogen—and O f the p roducts O f combustion O f
the hy dro carbon fuel which are carbon dioxide , ,
carbon monoxide and water vapor There will

-
.
be traces O f other gases which we need not take "

,
'
into consideration .
The escape o f these gases past the piston has

two eff ects O n e i s O f course t o cause a r e d u c
tion i n working pressure o n t op O f the p iston—
.
, ,
'
a
o u r real source O f power — and consequently w e '
have still another cause O f power loss as a res u l t

O f the breaki n g down O f the piston ring seal .
The second e ff ect will be greatly t o augment the

temperature O f the piston and cylinder walls due ,
t o the passage o f these intensely hot gases

Oil and water is n ot conducive to proper

l u r 1 ca t 1 0 n .
!
There i s still another e ff ect which we have not
considered Let us now turn the engine Over
‘
until the piston i s o n the intake stroke W e then .
have reduced pressure in the combustion cham

ber above the piston and atmospheric pressure
in the crankcase chamber and since the Oil i s not ,
O f t h e character needed to maintain p roper pis

“
t o n ring seal we are going to get a ,
blow by in
“
the other di rection and thi s upward blow by i s ,
-
going to carry a quantity O f the lubricant up into

.
the combustion chamber wher e being sl ow .

,
bur ning it i s going to tend to produce carbon

,
deposit Thi s i s a condi t ion which must not be

.
lost sight O f .
It will be seen there fore that the condition as , ,
t o pi ston clear ance and the ability O f the l u b r i ,
cant to main t ain an e ff ective piston ring seal i s ,
going to be second in i mportance in the deter

min ation O f the proper grade O f lubricant Only .
t o t h e system O f lubrication itsel f O ther fac .
tors which must be tak en into s er i pu s co nsidera

tion are the normal operative temperatures O f
the engine ; the cylinder arrangement the valve ,
a rrangement ; the engine speed ; climatic con

d i t i o n s etc
, .
It is a fact however that each O f these fac, ,
tors i s so interlinked and influenced by some o r

all O f the others that i t t a k es an experienced ,
'
°
automotive engineer who i s not only thoroughly ,
grounded as to tractor engine design and p r a c

tice but who also has had broad practical e xpe
,
r i en c e with tra c t o r operation in the fi e ld to s i ze ,
up the situation as regards a n y p a r t i cu l a r engine '
and make an Oil determination o n a scientific ’
basi s And at that such a m an must also be

.
,
thoroughly equipped with a knowledge O f the

L u b r i ca t i on o f th e E n gi n e . 1 67
characteri stics as well as the character O f the

various grades O f lubricating Oils he has under
cons i deration .
For the average t r act o r o w n er or operator to

try and j udge the quality and lubricating value
O f o n e Oil as against another by s o called Oi l -
.
tests which are at best mere guess work as he

, , ,
-
applies them i s foolhardy W ith lubricants as

,
‘
.
,
with other commodities quality counts and , ,
quality cannot be Obtained w ithout care ful atten

t i o n t O detail i n process and pro c edure at the Oil
refinery ; and this very care fulness which i s the ,
’
tractor owner s sa fegu ard as to lubricating value ,
means O f course incr eased cost It could not

, , .
be otherwi se .
E very reputable Oil manu facturer maintains a

corp s Of highly trained technicians w h o make a ,
su f ficient number O f both physical and chemical

tests i n a fully equipped laboratory and under
conditions w hich assure the utmost in accuracy
to deter mine uni formity O f product and to elim
i n a t e even S light va r iations i n the character O f
thei r products fr om day to day .
These tests however are by n o means a

, ,
measure O f the lubricating value O f an O i l The .

_
value O f an Oil as a lubricant depends first upon , ,
the stocks from which it i s made and the p r o

c ess o r processes employed i n the r efining O f
these stocks ; and second upon the process o r ,
processes employed in combi ning these stocks .
Upon these t w o features alone depends the .
character O f the lubricant and n O tests which it i s

within the power o f the average O i l user t o make
can determine them .
The sa fest and best course f o r the tractor ,
operator is to buy the best Oil the market O ff ers ,

'
qu i te regardless O f the cost and to use the par ,
t i cu l a r grade O f that Oil f o r hi s tractor eng i ne

w h ich the Oil manu f actur er has s p em fied for thi s

purpose I f thi s plan i s followed the tractor
.
,
owner will find that the recommendation O ff ered

him by the Oil manu facturer has been determi ned
only a fter care ful analysi s o f hi s en gine con
struction by a lubricating engineering sta ff every
‘
member O f which no t only knows tractor engines

‘‘
from front to rear and also crosswi se b ut also ,
’’
i s thoroughly versed i n w hat the lubricant s as ,
recommended will and will not do and the

,
reasons there for .
D E TA I LED C AR E OF LU B R I C A FI N G
’
S Y STE MS .
There i s not a great deal that need be sa i d "

with regard to the care O f t h e lub ricating sys '
tems which fall u nder the ci rculating c l a s s i fica

ti on The pr i ncipal p oint t o b ear in mi n d i s to
I
.
keep the reservoi r well filled as indicated by the ,
le v el gauge so as to b e sure that the engine has

,
plenty O f Oil .
F o r the benefit O f readers i n d oubt a s to which

grade O f o i l to u s e a chart i s appended covering
,
most tractors on the market at present : Thi s

cha rt h a s been care fully p repared by exp eri enced
lubrication engineers a nd t h e user will d o well
i n following fil m the letter But in doing so see.
,
t o it that y o u obtain the best lubricant that the

market a ff ords ; it i s well w orth the additional
,
cost.
W ith circulating systems frequent draining O f ,
the system and refi lling w ith fresh Oil i s essen

tial for the reason that there always will be a
certain amount O f fuel admixture which will i m
pair the quality O f the Oil and its value as a lub
r i c a n t ; also a certain amount O f sedi m entation ,
particles O f metal carbon and grit drawn in

,
thr ough the breather pipe .

1 70 T r a ct o r E n gi n es
“
The care and adj ustment O f systems employ

ing the force feed mechani c al lubricator can be
gathered from the following excerpts from
manu facturers instruction b o oks dealing with t h e
subj ect :
D I RE C TI O NS DE TR O IT FO R C E F E ED O ILER
FO R -
.
'
( Figu re
B e sure the tank or reservo 1 r I S per fectly
, ,
clean be fore fi lling with O i l the first ti me t A n y . ,
forei gn substance
i s apt to inj ure
’
y our e n g i n e s
bearings .
Be sure to
strain your Oil b e
fore fi lling the
t ank—always .
T O fill unscrew ,
“ ”
the filler cap A
and pour in the
Oil .
Amount O f Oil
i n tank i s shown
F g 1 1 5 M J tm t s
,
D t
us i t
il i
en on e ro
o e
'
.
.
by the position O f
the pointer If .
it points to E M P the tank i s empty ; i f it

“
points to F U LL t h e t a n k i s full D i fferent
” '
le v els are indicated by the di ff erent positions O f

the pointer .
Regulati on O f each feed i s accomplished by

“ ”
adj usting the button C i n front O f that feed .
W hen the sm all stop or proj ection with the

z ero mark ( 0 ) o n the bottom O f C i s against“ ”
and o n the right hand side O f the stop /pin S O

-
“ ”
that the zero mark i s in lin e with the ma rk D
‘
, no oil is being fed .
T O feed turn the button to the le ft or in a

, ,
L u b r i ca t i o n o f th e E n gi n e . 1 71
counter clockwise direction O n e complete turn .
to the le ft opens the feed to full capacity .
T O decrease the feed turn t o the right o r i n

, ,
a clockwise direction .
The re gulating buttons are slotted f o r a screw

d r 1 v er com o r other flat piece O f metal as the
, ,
adj ustment i s purposely made sti ff .
O nce the feeds are adj usted no furth er regu ,
lation i s necessary .
It i s not necessary to turn O ff the feeds every

"
time the engine stops The force feed Oiler
.
starts and stops automatically with the engine .
T O adj ust the feed O f Oiler to your engine

E very engine is di ff erent from -every other en
gine and no absolute rules can be laid down as
to the exact quantity O f Oil required f or your
eng 1 u e .
I f your engine i s new pour about a quarter O f

, .
a te acup O f Oil through the spark plug hol e o n

each cylinder and turn the engine over by hand ,
several times to be sure the cylinder and ring’

are thoroughly lubricated be fore starting P 0 1 ! .
Oil i n each cra nkcase t o o , .
The best way t o d o thi s i s to f eed plenty o f

O i l a t first
_
Take one feed at a time and very
.
slowly and gradually cut down the amount O f

Oil fed to the one bearing until you have found
the least a mount O f Oil that will give adequate
and per fect lubrication iA f t er one feed i s a d
.
j usted the others can be regulated in the same

,
way .
G reat care will have to b e taken i n this p r o

cess not to f eed so l ittle Oil that a bearing i s
burned o u t o r a cranksha ft pi ston or cylinder ,
scored O verheating and squeaking are signs O f

.
too little lubricating O i l being f ed .
Blue smoke at the exhaust indicates too much

1 72 T r act o r E n gines .
lubricating Oil t o the cylinder . Black smoke 1n
d i ca t es t O O much gasoline .
ADJ U STI NG O I LER ON B U LL T RA C T O R .
( Figu re
DO close Off feed valves o n lubricato r
n ot »
until the motor has run several days and then ,

‘
with caution .
All inside parts O f motor are lubric a ted with a

si x way force feed Oiler
- -
.
Fi g . 1 1 6 . Adjus i g
t n me ch ic l Oil
an a er .
B e fore starting motor be su re thi s Oiler i s ,
filled with good clean O i l and turn Oiler by hand

“ ,
t o s ee that it pump s freely .
Always keep O i l in the cra nkc ase up t o l evel

with drain cock o n the flywheel side O f crank
case but never above the level
, .
A fter motor starts be sure that every p ipe i s

'
feeding properly Y ou will find pipes running .
to cylinders mai n be arings and connecting rod

,
bearings .
A fter the engine has been run several days

T m el o r E ngi n es
'
1 74 .
SUMM ER W T ER IN
G ll w y H vy M diu m
G hl M diu m h vy M diu m
a o a ea e
G il M d iu m h vy M diu m
e e ea e
G ils ( H vy M diu m
e e ea e
G ils (
)
M diu m h vy M diu m
on 1 2 -2 5 ea e
G h m
)
1 M diu m h vy M diu m
on 1 5 -3 0 e ea e
'
1
G i B l M diu m h vy M diu m
ra a . e ea e
G y M diu m h v M diu m
ra n e t e ea e
H P H vy M diu m
ra e ea y e
H id M diu m h vy M diu m
ar t ar r ea e
H ssi H vy M diu m
e er e ea e
Hicks H vy M diu m
e on ea e
H llis M d u m h vy M diu m
ea e
'
HH ll CC pill pill M d l M diu m

o e ea
i
e
H
M diu m h vy M diu
o t a t er ar ea ty e
H ub ( )
o t at er ar o e 45 e ea e m
Id l ( B f d C d ) M diu m h vy M diu m
er e ea e
Illi is H e vy M diu m
ea r an t or , an a a e ea e
II di i M diu m M diu
no a e
M diu m M diu m
n an a e e m
l
i M diu m h vy M diu m
8 -1 6
n t e r n at on a e e
I l
Id l ( B f d C ) M diu h vy M diu m
1 53 0
n t e r n a t on a e ea e
i
C P ii D M d u m h vy M diu m
u n or ea r an t or , an . e m ea e
K eck G M diu m h vy M diu m

. ra r e o e 1 ea e
m
C ss H vy M diu m
-
on n er an e ea e
L
H vy M diu m
a ro e ea e
ea e
M diu h M d um
e ea e
H vy
m
M diu m
e eav e 1
M d u h vy M diu m
ea e
e 1 m ea e
H vy M diu m
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 e ea e
Mi p lis H vym M diu m

ea e
M diu h vy M diu m
n n ea o ea e
e ea e
H vy M diu m
e ea e
N i
ev e r s l ( ) 2 0 -1 2
M diu m h v M diu m
p ea e
N li ( )
e v er s p 3 0 -1 8 , 1 0-6 e ea y e
N A
Nils M diu h vy M diu m
ew ge . e ea e
O il P ul l ( M diu m h vy M diu m
m
) ( Ru ly
on e ea e
O i l P ull (
C )
) ( Ru m ly C ) M diu m h vy M diu m
2 0 -4 0 me o . e ea e
O il P ul l ( Ru m ly C ) H vy M diu m
1 2 -2 0 , 1 6 -3 0 e o . e ea e
e o ea e
P
.
Pi H vy M diu m
a r r et t e ea e
Pl w M M diu m h vy M diu m
o n ee r ea e
P M diu m h vy M diu m
o an e ea e
P Hu H vy M diu m
or t er e ea e
R d M diu m h vy M diu m
or t r on ea e
Ry H vy M diu m
ee e ea e
Russ M diu m h vy M diu m

o er ea e
ll
Russ ll ( G i ) H vy M diu m
e e ea e
S dusky an t
e ea e
Sh Tu H vy M d um
an e ea e
SS u d dTu HM diu
vy h v MM ddiuu m
or t rn ea e 1
q ar e rn 1 8 -3 5 ea e 1
m m
Si s
t an ar
M diu m h v M diu m
e ea y e
S M diu m h vy M diu m
t n on e ea y e
S i H vy M d iu m
t on e e ea e
Ti (I H C ) M diu m h vy M d u m
tr te ea e
T pp S w
t an
M diu m h vy M d u m
. . o . e ea e 1
T s d te t
H vy M d um
- ea e
o ar e 1
ow n en ea e 1
L u b r i ca t i o n f
o th e E n gi n e . 1 75
SUMM ER WI N T ER
T
T
u r n er M
M
diu
diu
e m h
m h
ea vy
vy M
M
e diu
diu
m
T
r en a m
d aa r M diu h
e ea
vy M
e
diu m
Twi C i y vy diu
run e m ea e m
H M
Twi C i y d l diu h vy diu
n t ea e m
M M m
T wi C i n y M dl diu h vy diu
n t o e 1 6) e m ea e
M M
U cl S m diu m h vy diu m
n t o e 1 2 20) e m ea e m
M M
V li e
vy diu
n a e ea e
H M
Vic y diu m h vy diu
e e ea e m
M M
diu h vy diu
m
W llis C u b ( J u i
tor e ea e
M M
diu m h vy diu
) m m
W d
a n or e ea e
M M
diu diu
m
l B
ar e ea e
W M M
diu h vy diu m
m m
W hi y
at e r o o oy e e
M M
diu m h vy diu m
m
W ichi
tn e e ea e
M M
W isc si
ta
y diu
e ea e
M
H vy diu
H m
k on n ea v e
Y M
M diu m h vy diu
m
Y ub
“
an ee ea e
M
M diu m diu
m
Y ub (M d l
a e ea e
a ) o e 1 2 e M e m
C H A PT ER VI I .
C od in g .
Wh y It Is Ne ce s s ar y and Va r i o u s W ays in
Wh i c h It Is C ar r i e d O u t .
T n ece ssary to wa ste some o f the heat gen

is
e r a t e d by the combustion o f the gases in the
engine cylinders in order to bring the working

temperatur e o f these cylinders dow n to a poi nt
,
where we can maintain a film o f oil between the

pi ston and cylinder walls a nd also in order to
prevent the temperature f r o m m ou n t i n g so high .
‘
as to cause warping and weakening o f the metal

o r even melting .
There is another reason and a highly impor ,
tant one f or cooling the cylinders Let us con

,
.
sider that t h e piston i s on the intake stroke and

that the various parts o f the engine are intensely
hot Immediately the cool in coming gas strikes
.
the h o t walls it i s heated and natu rally rapid , ,
expansion takes place in accordance with the

degree t 0 w h i ch the gas i s heated Thi s exp a n
'
sion o f course tends to fill up the space and t o

,
1
,
prevent mor e gas f rom entering the cylinde r so

that we do not get a full cylinder charge and ,
naturally the power o f the engine falls o ff The .
engineer describes this condition by saying that

“
the volumetric e f ficiency of the engine is i m ”
pai red .
I f however we keep the engine cylinder stone

, ,
cold which would permit us t o cr owd in the

,
larges t fuel charge w e have a n equally bad e ff ect

‘
and we lose power from three causes First ,
(1 76)
p a r a t i v e l y slow and the power developed i s l es

sened as a r e s u l t .
I f now we heat t h e gases u p to a point more

,
nearly app r oaching thei r critical temperature we ,
not only ins ure th orough vaporization but we ,
also make it easier f or th e fl ame to travel once

it i s s t a r t ed b y the electric spark and we get
‘
very rapid combustion and greater power from

the same amount o f f uel
F i g 1 1 7 Th er m o- sy p h o c li g sys m — lid ws sh w te
ci cul i b k ws x h us d i ci c l i
n oo n so arro o
w
. .
at er at on t u at on .
w p um p i s us d Av y c
r ; ro en ar r o ,
e a an a r r
N o a t er or f
an e on th e er t r a t or.
Here then we have two contradictory cond i

, ,
tions o n e calling f o r cooling o f the cylinder in

,
‘
order to give a po w er increase and the other ,
calling for heating o f the cylinder in order to

e f fect the same result I n order to strike the .
best pos sible balance and obtain best results it

'
i s apparent that a compromise is necessary In .
deed the present internal combustion engine i s a

,
compromise in many respects besides this .
All considered best results from the engine ,

C o ol i n g . 1 79
are obtained when t h e cylinder walls are main

t a i n ed at a temperature i n the n eighborhoo d o f
2 00 to 2 2 5 degrees F In other words where .
,
water c oo ling is adhered to as in the case o f ,
p ractically all tract o r engines the temperature o f ,
the cooling wate r emerging f rom the cylinder

j ackets should be i n the neighborho o d o f 2 00
degrees F to obtain best results f rom the engine
. .
The cooling system o f a typical engine i s de

tailed i n Figure 1 1 7 The cylinders are sur .
rounded wi th a j acket which i s cast integral with

the cylinde r block and pas sages at the t o p o f ,
the cylinde r bl ock casting lead to t h e head cast

ing to conduct the water to a “
similar j acket provided in the

latte r ( Figure 1 1 8 A ) -
.
W ate r like other substan ces , ,
expands when heated except ,
between the very narrow lim

its explained in the first chap
te r which obviously doe s not ,
en t er into o u r present con s i d

e r a t i on I f we h a d a cubic .
inch o f water and heated i t

Fig 1 is A S ti , .
W i g cyli d 1 t would occupy a spa ce larger

- ec on
. . .
§ h 0 n n er
than o n e cubic inch at t h e .
higher temperature ; but its weight would

would be the same so that its weight for a unit ,
o f volume in t h e second ca s e must b e less than in
th e flr st .
In other words the density o r sp ecific
.
,
gravity of water decreases when the water i s

heated and si nce an obj ect o f less density t h an
,
water will float o n water it stands to reason that ,
there will be a tendency for heated water to ri se

in and float on the top o f a b o d y o f water at _
l ower temperature .
I f then we have the cylinder j acket of the

, ,
engine filled with water a nd the water adj acent

1 80 T r a ct o r E n gi n es
the cylinder walls becomes heated the tendency ,
w ill be f o r this warme r water to work to the t o p

o f the j acket An outlet pipe is arranged at the
.
t opmost front po rtion o f the cylinder head casting

and this outlet i s attached by means of a section
o f rubbe r hose to a tank formed on top o f the
radiator The radiator i s c omposed o f an up per

.
and a lower tank connected together by a ser i es

o f ve rtical copper tubes arranged i n ro w s f rom
front to rear o f the radiator ;the t u b es a r e passed

through a large number o f copper plates arranged
o n e on t o p o f another and spaced a sh ort distance
apart The purpose o f these plates is not so much

.
to support the tubes as it i s to increase the r a d i a t

i ng surface providing a gre at area f o r contact with
the air j ust as with a house w a 1 m i n g radiator
,
-
’
.
,
the radiating surface i s increased by i ncreasing

the number o f coils of pipe or by providing cast
ings with larg e surface It i s evident , then that
.
,
a s the water discharged from the engine into

the top heade r passes downward through these
tubes it will be coo led giving up some o f its
, ,
heat to the tube s from which it is trans f erred

to the flanges and the air and in order t o insure ,
this trans fer of heat a fan is generally mounted

,
behind the radiator and belted to a pulley wheel

a t t a ch e d t o the front end o f the crankshaft o r
to some other convenient shaft This fan creates .
a suction which draws the ai r through the pas

'
sages o f the r a d i a t o r b et w een the flanges and

the vertical tubes I n the case o f the Avery
.
tractor pict ured herewith the draught i s created

, ,
by the engine exhaust no fan being used, .
From the lower header o f the r adiator another ,
pipe i s arranged which conducts the water to a

p oint o n the right side of the engine near the
,
middle where the water enters at the lowest

,
point in the engine water j acket beco mes heated ,
again rises and continues the ci rculation

, .
flow pipe or tube leading fr om inside the filler

neck on the radiator down the rear right side o f ‘
the device to a point beneath the pan This 1 5 .
to p rovide f o r expansi on o f t h e water which a l

ways takes place when t h e water i s heated and
which w ould burst the radiator i f means were n ot
taken to get rid of t h e exc ess I t also serv e s t o .
permit the esca p e of any steam generated in the

engine j ackets with the en gine in operation ,
.
.
The amount o f cooling surface o f the radiator
Fi g . 1 1 8 -B . H ppo er c o ol 1 n 1g o n Ma gl u 1 0-2 0 .
and the water capacity o f the system have been

s o p r o p o r t 1 o n ed to the amount of heat it i s n eces
sary to get rid o f as to maintain the engine cyl in

ders at or near their proper working temperature
at all times .
I n Figu re 1 1 8 B i s pictured a M ogu l 1 0 2 0

- -
engine equipped also with a thermo— syphon sys

tem but o f v ery much simpl er design As a
, .
matter of fact it consists simply o f a large b ox

,
or hop per surrounding the single cylinde r o f this -
engine and which takes the place o f the water

j acket This box i s filled with water and serves
. .
C ool i n g . 1 83
at once as water j acket water tank and radiator , .
The hea t ed w a t er s i m p l y rises to the top o f the

.
hoppe r and i s cooled o n contact wit h the ai r .
The capacity o f the h e p p e r is comparatively large

so that fairly go od cooling is obtained ; no f an
o r f orced d raught i s used .
W hile the simple hopper system is well adapted

to f u ncti on perfectly on such l ow powered en -
gines as the one described above when we come ,
Fig . 1 1 9 . Pum p sys t em o n Aul m T yl

t an - a or,
to engines o f high power more adequa te means

o f cooling must be provided As a matter o f .
fact at the present time the manu facturers who

are relying on therm o—
,
syph on circulation o f the

cooling water are gr eatly in the minority M ost .
tractor engineers feel that an engine running 1
c o n s t a n t l y at nea r ly full load like the tractor

.
engine and where t empe ratures are b ou n d t o be

,
high needs forced water circulation quite as well

,
T r a ct o r E n gi n es ;
as forced oil ci r culation and the result i s that

,
-
ump coo ling i s coming more and m ore to the

‘
pore .
The pump system di ff ers from the simple r

—
thermo syphon system in o n e particular only
That is in the employment o f a pump—generally
.
o f the centri fugal o r impeller type—to draw the
water from the bottom o f the radiator and force

it through the cylinder j ackets The centri fugal
pump i s employed becaus e o f its simplicity —i t
.
being de void o f valves and checks —and the fact

’
that i n case o f pu mp failure the pump o ff ers no

impediment to the circulation o f the water b y the
thermo syphon system so t h a t t h e engin e will
-
,
'
b e reasonably well cooled Figure 1 1 9 shows

.
t h e p u m p system applied to a typical tractor the

’
Aultman Taylor -
.
There are two other details in connection with

tractor engine cooling that it i s well to note .
The fi rst i s the empl oyment o f o i l in the cooling

“
system instead o f water which i s carried out ,

.
i n the case o f some o f the larger Rumely j obs ;

and the second i s the empl oyment o f a Water
temperat ure regulator f er maintaining the water
j ackets always at uni form t emperature at which
the fuel i s best handled a practice which i s being
,
introduced by the C ase people and which closely

_
follows what has b een f o un d best in automobile

'
practice .
The use o f o i l i n the Rumelys determines '
sligh tly higher cylinder j acket t em p e r a t u r es t h a n

can be maintained with water because of its co m
'
p a r a t i v e l y l o w boil i n g point b ringing t h e cy l i n

,
de r tempe rature up to a po int which i s practical ly

the ideal At the same time the o il being non
.
,
freezing at any climatic tempera tu res en cou n

t er ed in this c ountry at least there is n o t the ,
slightest need o f draining the engine cooling ,

thermostat e x pands and allows more and more

,
co o l wate r to be drawn into the system from

the radiator ; and it i s so set that it will pro p or
tion the f eed between the two i n such a manner
'
as to feed water at a constant temperature to

the engine throughout the day and quite regard
less of ope rating conditions and loads carried .
C H A P T E R VI I I .
C ar e o f t h e C o o l i n g S ys t e m .
A n y Le a k s T h a t D e v e l o p i n t h e W a t e r S y s t e m
S h o u l d b e S t o pp e d I m m e d i a t e l y .
F leaks are at the hose j oints tightening the ,
clamps or replacing the rubber hose with new

hose will e ff ect a cure The hose should be r e
.
placed every season with new hose anyway ,
becaus e t h e acti on o f the hot water tends to rot

‘
i t causing the inner lining to peel o fi and the
, ,
ci rculati on o f the peelings will carry them in ,
time t o the t o p header o f the radiator where

, ,
they are likely to block one o r more o f the tubes ,
causin g p artial stoppage of the circulation .
From time t o time the drain coc k provided at

the lowerm ost p oint in t h e radiator where the ,
water passes ou t to the cylinder j ackets should ,
b e O p ened and the water drained f rom the sys

tem ;the system should be flus hed o u t with fresh
w a te r which will have t h e e ff ect o f cleaning out
,
the rust and any sediment d u e to the use o f

hard water It i s well once in every month to
.
, ,
put a pound o f washing soda into the radiator

,
and leave it there for a day o r so permitting the .

,
f ree circulation o f the hot s oda solution This .
will free any scale f ormed o n the inside walls o f

the cylinder j ackets and in the radiator itsel f as
a result o f the use o f hard water and will also ,
help l oosen any accumulation o f rust ;the system

should then be thoroughly flushed out pre ferably ,
by removing the hose connections and turning a

hose fi rst through the radiator and then through
(1 87)
the engi ne j ackets Thi s will carry o ff any sedi

.
ment and leave the system per fectly clean .
The fan belt should be kep t perfectly tight by

mean s o f the adj usting screw provided 1 n the fan '
bracket Take up the slack 1 n the fan belt until

.
the fan be gi ns to drag when turned by hand .
There are t w o gaskets one on the inlet nipple

,
flange and the other on the outlet nippl e flange ,
to which the c onnect i ons t o the radiator are

attached which will leak occasionally u il l es s the
,
stud screws holding them to the cylinder castings

are drawn up tightly Leakage o f water from
.
the cylinder head gasket should be corrected i m

mediately by drawing up o n the hold down bolts
by means o f which the hea d casting i s fastened
to the cylinder block which will have the effect
.
,
o f compressing the gasket and stopping the leak .
Never put any solid or any liquid containing

a solid substance i n the radiator t o stop leakage .
There are several radiator compounds o n the

market intended f o r thi s purpose which are ,
liquids o f a special nature which solidi fy o r get

,
gummy when they are mixed with warm water

and brought into contact wit h the air These .
substances ar e perfe ctly sa fe f o r use in t h e cool

i n g system to correct small leaks and they w ill ,
actually act to prevent the formation o f scal e at

the same time when used in accordance with
,
’
the manu facturer s di rections .
O verhe a ting o f the engi ne as evi denced by

boiling of t h e water and poo r operatio n of the
motor as a whole may be caused by a variety o f
troubles The pr esence o f excess i ve carbon d e
.
posit l n the combustion chambe r and o n top o f

the pistons will cause it the cure being t o remove
‘
the carbon as di rected in a previous chapter .
Racing the engine i s a f requent cause ; run

ning with the spark retarded ; poor spa rk ; i n
tubes around the leak with a bl ow torch W he n -

.
they are j ust a little hotter tha n the boilin gp o int

v
o f w ater o rdinary acid soldering solution
,
made ,
by treating muriatic ( hydr ochloric ) acid wi t h

pure z inc i s poured through the fins all over
,
the leaky tubes to thoroughly clean thei r s ur faces .
Then melt a ladle ful o f

solder which should be
,
ordinary hal f in hal f

plumbers s o l ’
de r and a fter
,
-
blocki ng the
radiator up
f rom the bench
su f fi c i e n t l y to
be abl e to hol d
another l a d l e
ben eath i t pour
'
the s o l d e r
t h r o u g h the O O 0
fins and o v e r
‘
the tub es catch ,

~
1 ng i t in t h e
empty ladle as ,
shown by the
sketch ( Figure
Then
turn the radia
tor o v e r and
'
repeat the o p
M h d f p i i g v t i c l
t li
z rl
i ii i i
l t e 0 o re a r n er a
g
c r ati on 0 1 1 1 "
p , u e a a or .
ing through in
the opposite directi on Apply more o f the sol .
dering solution and h eat once again with the .
torch until the solder melts and runs into the

leaks sealing them against further leakage B e
,
.
f ore putting the radiator b a ck o n the tractor it ‘
i s best to test it once again to make sur e that

C a r e of th e C o ol i n g S y s t em . 1 91
all the leaks have been s o ldered up In ca s e a .
tube i s j ammed the best plan i s to cut it O ff

,
an inch above and be l ow the cl o t 1 i r e and sweat

a new piece O f tube O f the correct length and
diameter i n place O f the piece that has been
removed .
D uring winte r weather som e precautions must

be taken to prot ect the radiator f rom f reezing ,
especially when the t ractor i s le ft standing with

the engine shut O ff Freezing O f the water in
.
the radiator 1 8 bound to cause the tubes to burst

and leak and i f the wate r f reezes in the engine
,
'
j ackets the j acket itse l f will burst in nine cas es

,
o u t O f ten and it will be necessary to have it
welded to eff ect a repair I n some cases of .
radiat o r freezing t h e rupture will be so bad that

'
i t wi ll be necessary t o replace the radiator with
'
a new one It i s well there fore to take the

.
, ,
simple precautions necessary to guard against

such a contingency .
I f the tr actor i s used only occasionally during

the winte r months the best plan i s to pour h ot
,
water into the cooling system when starting ou t .
Thi s will facilitate starting O f the engi ne Cover .
the l ower p ortion O f the radiator with a piece of

card board s o that t h e c ooler water at the b ott o m
,
O f the radiator will n ot f ree z e At the end O f .
the day drain the coo ling system thoroughly by

,
O p ening the drain cock letting the en gine idle ,
w hile the water i s running out in order to pro ,
vide su f fici ent heat to dry the j ackets th o roughl y .
I f the tractor i s used a great deal throughout

the winter the best plan i s t o use a n on fre ezing
,
-
solution i n the coolin g system There are several .
substances which can b e mixed with the c o oling

water and which will have the desired e ff ect O f
lowering its freezing p o int Q uite the most com .
m ouly used i s wood or denature d alcohol A 2 0 .

per cent solution O f a l c ohol and water d o es not

f reeze until a temperature O f 1 5 degrees F i s .
reached ; a 3 0 pe r cent s olution free z es at 8 de

grees bel ow z er o and a 5 0 per cent solution at 1 5
,
degr ees below G lycerine and calcium chloride

.
are sometimes used instead O f the alcohol .
The trouble with alcohol i s t h at its boiling

point i s quite a bit low er than that O f wate r so ,
t hat it evaporates quickly and it i s th erefore ,
necessary to replenish the supply from time to

time i n order to guard against freezing The .
glycerine on the other hand attacks the rubber

, ,
hose connectio ns causing swelling and pe eling

, ,
while the calcium chloride forms an alkali solu

ti on which s ets up electrolytic action between
the coppe r radiator tubes and the solder causing ,
them to corrode which of course i s not at all

, , ,
desi rable There are several compounds on the

.
market intended to prevent freezing O f the coo l

ing water and which are said to be free f rom
any O f these de fects .
During the last year o r s o it has become quite

common practice to drain the water f rom the
cooling system and fill it up with kerosene duri n g
the winter months Thi s practice will work ou t
.
to advantage in cases where the tractor i s used

O ften but not driven very hard and i s stopped
f requently For very hard plugging the use O f
.
kerosene 1 5 not to be recommended for the simple

reason that its specifi c heat— its capacity to ah
,
—
sorb heat is only about o n e hal f that O f water -
while its conductivity O f heat is onl y about o n e

thi rd that O f water It I S evident that it has n ot
.
the capacity for carrying away enough O f the

heat f rom the cylinders to pro v ide f or pro pe r
cooli n g i f the engi ne is run all ou t for l ong i n
t er v a l s .
spre ad apa r t somewhat in the ai r and then cO n

verge again and ente r the S outh pole O f the mag
net I t i s t hese lines O f magnetic force thei r
. .
—
exact nature i s quite unkno w n t o u s which give -
the magnet the property O f attracting substance s

susceptibl e t o magnetic infl uence .
Let us c o nside r that we have such a magnet

( Figure 1 2 2 ) and that it i s a very strong O ne ,
which means that there are a whole lot O f mag

netic lines O f force crowded into a v ery small
space between the t w o poles Let us sup p ose .
,
also that we have a loop O f wi re like a h O O p l e

,
BA R M A G N E T
A N D
“N e s o r r o R C E
Fig Typic l m g s illus

1 22
g ic f c
. a a n et
W’ E
.
t r at i n g l i n es o f HOR S E S MA C N E T
g ic fi ld up b
ma n et or e or the
A N D
pls
m a n et
o e .
e s et e t w ee n th e
O F
.
FO R C ‘
—a complete ci rcle in other words ,

. W e hold
the hoople in o n e h a n d a n d the magnet m the
"
other and we move the l oo p in so that the wir e

o n one side O f the Io op enters b etween the poles
O f the magnet and crosses or cuts every on e O f

the lines of magnetic force traveling between
these poles W hile we a r e actually m oving the
.
wire through the field O f magneti c force and

actually cutting lines o f force there i s a current ,
O f electricity generated i n the wire and flowing

through it And furthermo re the faster we cut
.
,
Ign i t i o n S y s t em . 1 95
1 —
the lines O f force that i s the greater number O f
lines cut in a given interval O f time— the gre ater
,
will be the strength of the c urrent .
Now let us suppos e that we h a ve carried the

loop all the way in and have reversed the motion
and are bringing it out aga in ; it i s then cutting
the lines O f force in the oppo site direction and ,
while it i s actually moving there i s a current

’
generated in the wire But thi s time due t o the.
'
,
reversal O f the directi on i n w h i ch t h e lines O f

force are cut the current flows in the Opp osite
,
di rection to w hich it was flowing in the fi rst

i nstance I f n o w we keep the coil O f wi re m ov
.
ing in and o u t we will have a current flowing

,
as long as there 1 5 movement and it will reverse ,
itsel f each time the direction O f motion i s r e

“
versed and w e have what we term an alter
”
natin g current I f it were always flowing in
.
the same d i rection we would call it a direct

current .
The impo rtant thing 1 0 bear i n m 1 n d i s that

there must be a c o mplete circuit for the current
to flow through—i f we O p en the loop O f wire
the current stops 1 m m ed i a t el y regardless O f the ,
—
movement O f t h e coil and that the current fl ows
only while the lines O f magn etic force are actu
a l l y being cut It makes n o di ff erence whether
.
we move the magnet o r move the cOi l ; provided

the motion is such that lines O f force are cut
by the wire we set up a current O f electricity in
,
.
the loop It i s a fact al so that both can be held

.
, ,
still and by decreasing and increasing t h e

strength O f the magnet we cause the lines o f ,
force themselves to move ; and i n so moving t o

cut the c O i l O f wire and get the same eff ect
but always to get a current lines O f force must
be cut by the wi re loop This latter principle .
should be b orne distinctly in mind as i t is all ,

important to a thor ough understanding O f the

ignition system .
The current generated by the simple apparatus

we have described w ould be s o slight as to be
imperceptible and incapable O f measurement
except by the finest O f instruments Since the .
current strength depends upon the numb er O f

lines O f force which we cut in a giv en interval
o f time ,
it i s Obvious that there are three ways
O f increasing its strength :
.1 Increase the speed O f the moving part ,
whether it i s the magnet the coil o r the field ,
itsel f .
.2 Increase the number O f lines O f force o r ,
in other w ords the strength O f the magnet

,
.
.3 Increase the number O f turns O f wi re o n

the coil f o r it i s Obv i ous that t w o l oops will cut
,
twice as many lines O f force in a g iven i n terval

O f t 1 me as o n e loop .
Here we have concretely stated the elements

Of a p ractical dynamo I f we employ field mag
.
nets O f great strengt h and i f we employ a large

,
number O f turns O f wire on the revolving arma

ture and 1 f furthermore we rotate the armature
, , , ,
at high speed we pr o duce a current at fai rly

,
high pressure o r voltage .
But even s o it takes very high electrical pres

,
sure t o force a current to j ump Over even the

smallest ai r gap I f the w i re in a ci r cuit be
.
broken an d the ends separated by even the slight

est di stance f Or instance the current i s imme
, ,
d i a t e l y interrupted and does not j ump the gap

and produce a spark except at the very instant
w hen the break occurs And we can bring the
.
t W O en d s together j ust as close as we care to

'
without making them actually touch and the cur ,
rent flow will not be r e established -

.
I n order to get the current to j ump a gap O f

the circuit they will v ery quickly collapse i n to

,
ward the coil and then stop flowing But the .
big point to bear in mind i s that varying the

strength O f the fi eld by making and b reaking the
'
circuit will cause that magnetic field to move

quickly away f rom and toward the coil .
N ow let us say that we h ave S uch a coil w i th

o n e end a ttached to the dynamo terminal o r to
o n e po l e O f a battery O f dry cells and the other end
grou nded s o that the circuit i s complete And .
supposing on t O p O f that coil but fully insulated

,
from it we w ind another coil consisting O f a

,
ve ry large number O f turns o f very fine wire

and w e fasten o n e end O f thi s second coil t o the
spark plug termina l and the othe r end we ground ,
.
Then we have substantially a complete circuit ,
the only break 1 11 it provided the plug 1 5 scre w ed

,
into place in the cylin der 1 3 the spark gap in

,
‘‘
the plug By grounding we mean attaching
.
,
the wi re to the metal part O f the machinery s o

that the machine itsel f such as the eng i ne fr ame
, ,
becomes part O f the circuit All ign i t i on circuits

.
are g rounded in thi s w ay .
Suppo sing now that we have the dynam o run

ning s o that current is fl ow i n g t h r o u gh the fi rst '
coil w h i ch w e will call our p r i m a r y co il ; then

,
.
the magneti c fiel d set up around this primary coil

will completely envelop the s econd c o il which ,
w e will call our secondary coil I f now w e sud .
d en l y break the dynamo or primary circuit caus ,
in
g a sudden stoppage O f the current fl o w the ,
magnetic field i ssuing from the primary ci rcuit

will suddenly collapse cutting all O f the very
,
many turns O f wire on the secondary coil so t h at

we have an abundance O f lines O f force moving
at ve ry rapid rate and cutting a great number
O f —
wi res every condition favorable for the pro
duction O f high electrical pressure and co n s e
.
,
I gni t i on S y s t em . 1 99
quently we can take f r o m the coil j ust at the ,
instant the primary circuit i s broken current at ;
suffi ciently high pressure to j ump the spark plug

gap and return to the grounded end O f the
secondary circuit through the metal parts O f t h e
engine .
This arrangement O f the primary and second

ary circuits is shown in detai l in Figure 1 2 3 ex ,
‘
cep t that a battery O f dry cells i s substituted for

the dynamo in orde r t o make the Operatio n clear .
F ig 1 23 C s uc i of c v i l i duc i c il us d f
pu p s s
. . on tr t on on en t o n a n t on o e or
0
1 gn 1 t 1 o n , r o e .
The primary circuit i s represe n ted by the

heavy line and the arrows indicate the direction
O f flow Considering the switch at E and F
.
closed the current starts and flows through the

,
timer which i s also considered t o be making con

,
tact and completing the ci rcuit to the binding ,
post M Thence through the contact C to spring

.
contact B and through the heavy coi l around the

so ft i ron core and out t o the grounded te rminal
U . Thence through the metal parts back to the

grounded terminal O f the battery at I It wa s .
said that when the current i s flowing through the

primary the core really becomes a magnet Such
, .
being the case i t at t r a ct s the littl e piece O f soft

‘
,
‘
i ron D mount ed o n the contact s p r i n g A and in

“ ’
pulling it it separates the contacts B and C and

breaks the circuit The magneti c field i m m ed i
.
ately di sappears an d the spring draws the arma

ture back and the contacts again meet and r e
establish the circuit and the same thing occurs all
Ove r again The Spring keeps o n vibrating
.
.
alternately making and brea king the circuit first ,
building up and then destroying the magnetic

‘
field a r ou n d t h e primary coil keeping i t i n cd n,
stant agitation s o that it i s continually causing

lines O f magnetic force to be cut at a very rapid
r ate and consequently in the secondary coil ,
shown in lighter line on t op O f the primary ,
there is generated a current at very high pressure

o r voltage
From on e O f the s econdary terminals the plug ,
cable leads to the spark gap X which in the case ,
O f the ignition coil i s the term inal o n t h e spark

plug while the othe r secondary terminal i s
,
grounded so that the current j umps the gap to

the grounded terminal o n the spark plug and
makes its way back through t h e m et a l parts O f
'
the engine to the grounded secondary spark cOi l

terminal It will be understood from what we
.
have said O f the nature O f the secondary current ,
that extra p recauti ons must be taken to prevent

its escape since its pressure i s s o high that u n
,
less well insulated it will pass to the metal parts

O f the tractor and complete the secon dary circuit
without bothering to cross the spark plug gap ,
and in such a case the cylinder will miss fi re ‘
since there i s no spark Occurring in it to set fire

th e i n t h e shortest interval O f time in other

co i l
words it i s necessary to destroy the primary
,
magnetic field as quic k ly as possible It i s de .

.
sirabl e there fore t o eliminate this spark s o that

, ,
the current in the primary circuit will stop short

and the fi eld will be instantly destroyed .
T O d o this an d eliminate the spark we make

, ,
use O f a special little device called a condenser ,
which is connected up t o b O t h O f the cont act

points o n the circuit b reaker so that when the ,
points open it in reality bridges the gap le ft

between them I t is indicated by the lette r L in
.
Figure 1 2 3 The condense r 1 5 com p osed O f alter

.
nate laye rs O f tin foil and p a f a ffin paper which

se rves to 1 n s u 1 a t e one tinfoil layer from the next .
E very second layer o f tinfoil i s brought out o n

o n e side O f the condenser all being fastened t o ,
gether and connected to a terminal and every ,
second layer is treated in the same manne r o n the

other side of the instrument s o that On e terminal ,
is completely insulated from t h e other The de .
vice there fore O ff ers no path f or the current

, , .
I t has however the singular property O f being

, ,
able to absorb electrical current and the amount

it will abs orb de p ends upon the area of the tin
foil used in its construction W hen the contact .
p oints are Opened the onrush O f the c u rrent due , ,
to its inert i a causes it to flow into the condenser

, ,
charging it and checking the tendency o f the

,
current to flow across the points and cause a

spark W hen the contact points come together
.
again the condenser is discharged through the

,
p r i mary circuit helping to establi sh the c i rcuit

,
aga i n .
T O use a crude analogy it acts in a manner ,
similar to the ai r dome or chamber us ed on a

fi re engine I f the fi reman sudd enly turns O ff
.
the hose nozzle with the p u mp i n o p eration the ,

Ign i t i on S y s t em . 2 03
water due to its ine rtia and the acti on O f the

,
pump is forced into this ai r chamber compress

,
ing the ai r a b ov e it I f this chamber were n Ot

.
p rovi ded the water would burst the hose j ust as

,
in the electric s ystem the inerti a O f the curren t

will cause it to j ump the gap betwe en t h e Open
ing contacts when no condenser i s provided to
‘
absorb the current W hen the fi reman opens the

.
no z zle again the ai r pressure forces the water

,
o u t O f the dome through the hose helping t o ,
r e establi sh the fl o w
-
O f wate r and give a g o od ,
strong s t r ea m l
W e find that with a plain coil without a con
—
denser the spark i s very weak altogether t oo
,
weak to j ump the plug gap in the engi ne cyl i n

d er and that sparking at the ci rcuit break er s oon
causes the points to burn and wear away W ith ‘
.
the condenser in the circuit w e get a fine h ot ,
spark with none o f this trouble

“
There generally i s a separate spark coil used

f o r each cylinde r They a r e very com p act the
.
,
conde nser being embodied right in the coil which ,
is protected with a wax composition insulation

and which has the lit tle electromagnetic circuit
breaker mou nted right o n top o f the coil unit .
There are only three terminals o n t h e coil b e ,
cause since one end O f the p rimary coil and on e

,
end O f t h e secondary are grounded as described

above t o simpli fy the construction the ground ed
, ,
ends O f the coils are connected togethe r inside

the insulation and only one ground wire se rving .
f or both primary and secondary coils i s br ought

o u t t o the metal contact 1 .
.
It i s necessary O f course t o pass the mag

'
, ,
netic current through the proper coil at e x actly

the instant the spark is required in the p articular
cylinde r which i s at the top O f its compressi on
stroke and ready to fi re For thi s purpose we .
use a littl e rotary switch called a time r which ,
is mounted on the f ront end O f the camsha ft so

that the rotary c ontact member revolves at hal f
the speed O f the cranksha ft The timer ( Figure .
1 2 4 ) consists o f a ring O f fiber i nsulating material

in which are embedded f our short segments O f
brass mounted d i am et r i ca l l y opp o s i t e on e a n
‘
'
other Contact i s established between these seg

.
ments and four s crew terminals o r binding posts

mounted on the
outside O f the
timer .
T h e rotary
contact m e m
b e r comprises
a l e v e r fitted
with a com p ar
a t i v el y large
rolle r at o n e
end the lever
,
b e i n g pivoted
to a fulcrum
attached to the
end of the cam
sha ft by means
O f a s c r e w
Fig C s uc i of ypic l i m
cm u
1 24
thread and I O C k m t t or o
. . on
a or .
tr t on t a t er
nut .At t h e
other end O f the lever 1 8 a helical spring anchored
to a proj ection o n t h e fulcrum arm the arrange ,
ment being such that the spring keeps the r o ller

constantly in conta ct with the inner side o f the
fiber ring On which are placed the brass contact
segments The ring i s held stationary althou gh
.
,
it i s adapted to turn through a short arc so that ,
when the engi ne i s in Operation the roller makes

o n e complete circuit O f the ring f o r eve r y two
revolutions o f the c ranksha ft and makes contact

“
The plug consis t s O f an outer shell O f steel O r

brass adapted to screw -into the pl ug hole i n t h e
cylinder an i nner insulator generally made of
,
porcelain special stone com p osition o r mica and

,
through which runs the central Or insulat ed elec

trode and a co m p r es s i o n nut and packing o r
,
'
gasket b y means O f which the various parts are
Fi g . 1 25 . C s uc i
on tr t on of a t yp ic l sp k p lu g
a ar .
held together so as to correctly insulate the cen

tral electrode and at the same ti me make the
constructi on per f ectly gas tight and prevent l oss -
O f compression The illustration shows a special

.
'
type O f plug p rovided also with an ou t er i n s u

lating shell adapted to ke ep moisture f rom t h e
,
main insulator and thus prevent short circuiting -
o f the plug f Or it i s a fact that with the high

,
‘
Ign i t i on S ys t em . 2 07
tensi o n secondary current mo i sture either on the ,
plugs the coil or the wiring will result in the

, ,
current taking the easiest way back to ground

and it will b ecome short circuited and will fail - -
to pass through the plug and across the spark

gap and missing will be the result .
T O go back to the case O f the burning news

paper which Was used as an illustration i n o n e O f
'
the previous chapters : i f we light on e corner O f

i t with a match it take s some little time for the
,
flame to spread and set the whole paper in flames .
I n the mixture in the cylinder w e are igniting the

gas at j ust o n e corner—i n the little cylinder
pocke t i n which the valves are m ounted to be
e x act—and it takes an appreciable interval O f
,
time f o r the enti r e body O f gas to become i gnited

and develop its greatest heat and consequently
the greatest pressure o n t op O f the cylinder I n .
orde r to Obtain max imum p ower f rom the engine ,
it i s necessary that we should apply thi s maxi

mum p ressure O r push o n the top O f the piston
j u s t as or very shortly after it starts o n its down
, ,
stroke . I f we have a slow speed engine the

.
-
,
travel O f the piston i s comparativel sl ow and i f

y ,
w e i gn i t e the gas j ust as the piston reaches the
top O f i t s stroke the very rapid travel O f the

,
flame results in ou r Ob t aining the ma x imum

,
pres sure very nearly at the top of the stroke an d

we Obtain full powe r .
W ith a high speed engine however the piston

-
, ,
travel is exceedingly fast and i f we wait to ignite ,
o u r gas at the very t o f the piston travel the

p O
pi ston will b e quite s ome di stance down be f ore

.
the flam e has spread all through the mixture an d

developed the max imum pressure W e wi l l have .
only a portion O f the working stroke to travel

and cannot there for e take full advantage of
, ,
the p ressure we have develop ed ; m ore over a ,

2 08 T r a ct or E n gi n es
large portion O f t h e cylinder wall will be e x

p osed t o the intensely hot gases at the moment
of maxi mum p ressure and as a result We will
,
have a tendency for the engine to overheat .
W e ove rcome this condition o n a high speed

.
-
engine by a little dodge which we call adv ancing

the spark That is w e cause the spark to Occur
.
,
in the cylinder while the piston i s still coming up

o n the compressi on stroke and the amount we ,
a dvance i t gives j ust su f ficient time for the full
expansion O f the gases t o take place while the ‘
piston i s still coming up s o that whe n it reaches

,
‘
the top we have developed the full pressure and ,
consequently we get greater power greater s p eed ,
and a cooler runn i ng en g1 n e .
It stands to reason that a t ractor engine i s

—
neithe r a high speed engine nor a low speed one -
,
but i s a variabl e speed engine partaking O f the ,
characteristics O f both As a consequence we .

,
must s o arrange things that we can cause the

spark to o ccur early when running at high speed
and late at low speed t o get the best results
from o u r engine regardless O f conditions And
,
.
so we have on the modern tractor engine a vari

'
, ,
able spark controlled by a spark control lever

near the Operator by means O f which the O p er
,
ato r can cause the spark in t h e c ylinders to occur

a t the proper time to meet the conditions called
f o r by the speed O f the engine .
This variation i s brought about by rotating the

body O f the time r through a Slight a r e thi s being ,
accomplished by means O f rod s and levers a t .
t a ch ed to the spark control lever I f for i n .

,
stance we rotate the timer b O d y i n a clockwise

,
di rection or in the direction Opposite to the rota

tion of the camsha ft we are bringing the con
,
tacts up to meet the r otating contact maker and

the contact will be e stablished earlier in the
m agnets the bars being horsesh oe S ha p ed and

,
-
made O f special steel rich in magnetic proper ,
ti es S O as to O b ta i n t h e maximum e ff ect ( Figur e

, .
Arranged to rotate in the magnetic fi eld

set up by these '
magnets in a
manner t0
t a k e davan A
tage o f t h e
g r eatest n u m
ber O f lines
O f force i s an ,
Fi g . 1 27 . Tsi gm g s
e t n a n et of a ma g n et o . 1 3 1 1
‘
m at 11 1
‘
made O f so ft
i ron VVo u n d on this armature i s a coil compri s
. .
ing a co m p a r a t i v el y l a r ge number O f turns O f

fairly heavy wi re O n e end of this coil i s
.
“ ”
grounded t o the armature itsel f and the other
end i s brought o u t to a screw on the end O f the
armature S haft by means O f which it i s c arried
to a circuit breaker The arrangement i s such .
that the contact O f the circuit breaker touches .
grounded contact located on the breaker disc S O ,
that ordinarily the circuit i s complete a n d ,

.
when the armature i s rotat ed the current gen

e r a t e d in the coil flows to ground through the
circuit b reak
er a n d t h en ce ‘
b a c k to the
ground ed ;ter
minal O f , the
coil But twice
.
during e a c h
revolution O f ,
the armature
sha ft a little
c a m ( Figure
1 2 8 ) on t h e Fig 1 2 8 M g t b k p i t s . . a ne o r ea er o n .
I gn i t i o n S y s t em . 21 1
breaker housing i s brought into contact with the ,
lever O f the ci rcuit breake r li fting it from contact

,
with the grounded c o ntact and thereby inter ,
r u p t i n g the circuit e x actly as was done with the
electro ma gnetic circuit breaker describ ed i n con

-
j unct i on w ith the induction coil The o nly di f .
f erence i s that there is but a single break in the

case O f t h e magneto A condenser i s Shunted
.
across the breaker points exactly the sam e as

with the coi l and it se rv es the same purpose ;
i t checks the fl o w O f current immediat ely and
stops arcing at the breaker points .
From what we know O f the performance O f

the current it i s n ot h a r d to see that all around
, .
the coil on the armature we are gOi n g to have set

,
1
up a second magnetic field during the interval

when the breaker p oints are closed and t h e cur
rent is flowing thr o ugh the coil because the coil ,
itsel f i s cutting lines O f f orce N o r i s it hard t o

.
,
see that interruption O f the current fl o w by br eak

ing the points apart with the cam acti on i s goi ng
to result i n a sudden collapse of this second
magnetic field twice during each revoluti on O f
the magneto armature .
Thi s coil on the armature t here fore corre , ,
s po n d s exactly to o u r primary coil in the c a se
O f the induction coi l and we call it the primary

,
coil O f the magneto O ver it we wind a sec

.
o n d a r y coil comprising a very large number O f
turns O f very fine wire ;one end O f the secondary

we ground to the armature the connecti ons co r ,
responding exactly to the coil c o nnections and ,
the other we take to a rotary arm on a d i s t r i b

utor ( Figure 1 2 9 ) which i s built right in with
the magneto This rotary arm tu rns a s t h e ar
.
‘
mature rotates the gearing depending o n the

,
number O f cylinders on the engine and the ,
arrangeme nt i s such that each time the breaker

p oints 0 p e n ,
the arm i s in
contact w i t h
a segment on '
the distributor
plate s o that
the high — ten
si on current i s
di rected to the
cylinder plug
in t h e cyl i n
Fig 1 2 9 Dis t ibu t o c st uc t i
. . r
derr
ready
on r
to o n.
fi re E a c h .
segment has a cable leading t o a plug and the ,
connecti ons are made in accordance with the

'
fi ring order o f the engine ( Fi gure

In order to advance and retard the spark as ,
we did i n the case o f the coil ignition system , we

rotate the breaker box slightly ; rotation i n the
directi on Opposite to the rotation o f the arma
Fig 1 30 H ow ma g n et o is wi d in cc d c wi h gi
fi i g d
. . re a or an e t en ne
r n or er .
f ect l y plai n in Figure

1 31 . A cam actuates a
r o d whereby the points
are fi rst b rought t o

gethe r i n the cylinder
and then ve ry rapidly
separated w h e n the
rod tappet drops o ff
the hill o f the cam at
the instant the spark
i s wanted The elec .
t r i ca l circuit i s very
s i mple ; either a l o w
tension magn eto i s
used and connected
di rectly t o the insu
lated spark plug te rmi
nal the other side b e
,
ing gr ounded or else a ,
set o f dry cells i s em

pl oyed in which case ,
the v o l t a g e i s i n
creased slightly by
running the current
ii if i i ii m iigii i fiii
f t m 8 1 '
x o u r ac through an induct
ance coil which i s a ,
single coil o f very heavy wire wound ove r a ‘
so ft i ron core The inductive e ff ect of the field

.
set up by this coil on the coils themselves gives

‘
—
rise to sel f inductio n w hereby the highe r volt
’
age necessary to produce an e ff ective s p ark i s

obtained .
CH APT E R X .
C ar e o f I gn i t i o n S y s t e m .
H E high tension magn eto i s o n e which f ur

-
n i shes a j ump spark without the use O f a

spark coil In a ma gneto O f thi s kind the arma
.
,
ture i n addition t o serving the purpose O f an

,
ordinary armature also acts as a coil o r step

, ,
up tran s former and with its interr upter and

,
distributor f orms a complete ignition system the ,
only outside parts being the spark plugs .
O n account of the K W M agn eto being O f . .
t h i s co m p a ct type
~
eliminating coils batteries
, , , ,
extra wi ring and trouble of sho rtage it was ,

“
chosen as part o f the equipm ent of the Twin
”
C ity motors .
K W M agn et o M o d el H K
. . By oscillating
, .
the breaker bo x as shown in Figure 1 3 2 the

, ,
spark is advanc ed Or
retarded Full retard .
i s when the sp ring i s

almost touching t h e
s p i d e r marked E .
W hen thi s s p r i n g
touches the spider ,
the circuit i s ground

ed and thi s stops the ,
motor It i s well for .
the operator to r e
move t h e c i r c u i t
breaker once a week
o r more and clean out
any surplus Oil then ,
Fig 1 3 2 K W m g t
. ,
- 011 athe W l
n e o i n the
roller on the upper contact arm with t w o or three

drops O f goo d sewing machine O i l M ake sure .
that the contact points are clean and that n o ,
O il has lodged
o n them .
O il on t h e
b r ea k er po i n t s
is an i ns u l a
t i on a nd
,
w il l
c a u s e h a r d
s t ar t in g a n d
‘
pr o b a b l e m i s s
i ng a t l ow
s peed In r e
.
placing the cir

c u i t b reaker
F i g 1 3 3 C ss s c t i f K W b0 X b e S 1 1 1 e
m g m d l H K
. . ro - e on o -
'
a t n e o, o e - . ,
that the con tact

S pring N O 1 8 9 has been pr operly replaced and
.
,
that nu t N O 7 9 i s tight ( Figure.
O nce a week place a few drop s O f Oil in each

‘
O f t h e three bearings O n e Oiler is l ocated on .
each s ide O f the rotor sha ft and on e bearing on

the distributor shaft .
A t lea s t O nce a week look at the distributor

and see that i t i s free
from carbon dust Thi s .
'
is accompli shed by r e
’
moving the high ten —

sion cabl e marked 1 00
and the spider marked
N O . 1 .
K . W
M agn et o .
,
M od el T K T O set .
the M o d e l T K i s
much the s a me as the
HK It i s not meces
.
1 34 I m p uls e s
re m o e e F1 g
g t a r t er on
t h
. .
sary to v K-W m a n et o ,
the right several holes The impulse starter .
should trip j ust as the t op center mark on fl y

wheel passes center point on engine f or about
one inch At this point secure m a gn et o w i t h the
.
two bolts through the coupling flange .
E N G IN E
Emm et O rem - -
1 3 42
FO U R C Y LI H DE R S
N A G HE T O
Fig ’
. 1 37 . Ti m i g n K-W m a g n et o to f u cyl i d
o r- n er en gi n e.
E N G IN E
m c 0 3 0 2 1? 14 2 6 3 5
-
gi I J O
X C Y I-‘H D E R S
F/ PM G N E T O
F ig . 1 38 . Ti m i g n K-W m a gn et o to a s i x cyli d
- n er en gi n e.
4 . W hen
cylinder i s all right p ro ceed to
on e ,
connect the others as shown i n the diagram ,

.
The fi ring order i s 1 3 4 2 on the four cylinder , , ,

-
mot o rs and 1 4 2 6 3 5 on the six cylinder

, , , , , ,
-
motors .
Ca r e of Ign i t i on S y s t em . 21 9 I
5 . Replace parts on the magn eto and start the

engi ne to test the setting S ee that all nuts an d .
connecti ons are tight especially nuts 5 5 and 5 6

, ,
Figu re 1 3 3 Also see that r et a i n er s p r i n g N O

.
’
1 8 9 has been replaced T O advance shi ft coup .
ling against direction O f rotati on T O retard shi ft .
coupling with direction O f rotati on .
F in ding w h i ch cyl i nd er
m i s s es O pen priming .
cup s one at a time W atch f o r the flame shoot

.
ing out , and listen for t h e sharp repo rt The .
cylinder t hat only hisses an d makes no report i s

the o n e at fault The missing might be from
.
the following causes :

Q
1 . T OOmuch water wh en running on kerosene .
2 . T O O much fuel .
3 . C rack in porcel ain O f spark plug .
4 . P oo r porcelain i n spark plug .
5 . Spark plug gap out o f adj u st ment .
6 . V alve o r tappet sticking .
7 . W i re leakage .
8 . M agneto trouble .
( 1 ) U sually when the cylinder st op s fi ring _
‘ '
f rom the fi rst cause a white smok e emerges , -
f rom t h e priming cup an d by closing the water ,
valve and changing to gasoline the trouble can

be remedied .
( 2 ) Adj ustment O f the fuel valve and allow

ing more a i r will remedy this .
( )
3 and ( )
4 Change spark plugs by placing
the supposedly de fective one i n a cylinder that
i s fi ring .
( )
5 G ap should be about 1 3 2 -
( 6 ) Remove t h e valve o r tappet and with a

fine emery cloth smooth the s u r f a ce and O i l
well be fore replacing :
"
( 7 ) R em ov e t h e w 1 r e and hold about %3
‘
from the cylinder ( Figure I f there i s

no spark remove the wire from its fastenings
,
-
,
but first test o u t the magneto by placing a wi re
Fig . 1 39 . D il d
et a e m et hd
o of s i g sp k p lu g
te t n ar .
in t h e de fective wire connection on magneto and

hold close to some part O f the motor I f thi s .
shows a spark then there must be a breakage

,
in the in s ulation around the wire .
( ) There are two pla ces w here t h e trouble

8
b u r et o ri s adj usted to supply too rich a mi x ture .
This carbon will de posit on the inside of the

shell cover ing the insulator and since carbon is ,
a good conducto r O f el ectri cal cur rent will in , ,
time present an easier pat h f o r the flow of the

,
current than the plug gap and missin g will be ,
the result .
T O test for a short ci rcuited plug ha ve the -

,
engine running at the speed at which the miss

i s most noticeabl e Take a wooden ha nd l ed
.
-
screwdriver and touch the blade t o t h e t er m i n a l

O f the first plug and to the metal O f the engi ne
at the same time This will short circuit it and
.
-
there will be no spark I f this plug has b een .
missing this will have no e ff ect on the op era

,
tion o f the engine ; i f ho w ever thi s happens to

, ,
be a go o d cylinder the miss will be emphasized

, .
D O this with all t h e cylinders in turn until the

On e i s located where the short ci rcuiting has no -
e ff ect on the Operati on Remove this plug and

.
~
replace it with another known to be in good con

dition and the trouble will disappear .
I f a plug i s badly short ci rcuited it can be -

,
tested by laying it on the cylinde r with the p lug

cable attached and seeing i f a spark j um p s the
gap I f it does the plug is O K I f not it needs
.
,
. .
,
attention Thi s test i s n o t conclusive however

.
, ,
because it i s a well known fact that the spark

-
,
w ill j ump the gap easier i n the Open ai r than
under the condi t i ons encountered i n the cylinder ;

it may show a s p ark on the outside and still fail
to functi on i n the engine which causes quite a ,
bit O f annoyance to the inexperienced Operator .
O n e O f the larger spark plug m a kers has

brought ou t a little spark plug cleaner which
s h ou l d b e in eve ry t o ol kit It i s a s mall glass .
j ar shaped like a ch em i s t s t es t tube flared at ’
,
Ca r e of Ign i t i on S y s t em . 22 3
the O p en end where a rubber collar i s fitted

,
.
O f a size adapted to fit the shell screw O f the

plug I n the-
.
j a r are a cou p le o f do z en steel
need les The plug i s screwed into this j ar w hich
.
,
should be hal f filled with gasoline and violently ,
agitated for a few mo

ments The combined .
action O f the gasoline

and the pricking acti o n
O f the needles which
come in c o ntact with the
A enti re surface of t h e i n
F “ 1 4° S p k pl g g p
af u a s
s u l at o r act to clean the ,
ca rb o n O ff in a j i ff y leaving the plug perfectly ,
clean .
In the absence O f such a device unscrew ,
the compression nut and remove the porcelain o r

mica insulator Clean the carbon O fl with fine
.
‘ ’
sandpape r o r eme ry cloth ; clean inside O f the

shell It i s a g o od plan to examine the porcelain
.
i nsulator for cracks dis carding it i f it shows any

, ,
and replacing the O l d o n e with a new insulat o r ,
which the maker is prepared to supply I t i s well .
also to put in new compression wash ers when

cleaning the plugs as the Old ones lose their ,
li fe S e t up
.
t h e compres
si on nut fir m
l y to prevent
leakage . Al
w a y s adj ust
the plug gap

( g
F 1 u r es 1 4 0 Fig 1 4 1 M et h d f sc t i i g c ct
djus f p lug g p w i t h l
o o a er a n n or r e
f
. .
“ ”
tm
a n d 1 4 1 ) to t a en o a a ee e r
gm “
. 02 5 or 03 0
.
O f an inch and adj ust all the plugs the same It i s .
well to use o n e make o f plug throughout the cyl i n

ders ; it makes replacemen t and handling easier .
I gn i t i on C oi l s —The i gnition c oils as used are

perfectly adj usted at the factory and thi s a d ,‘
j ustment should not be disturbed e xce p t to instal l

n ew contact points or to reduce the gap betw een
the points which naturally will increase with
, ,
wear .
'
I f the contact points are f ound to be burned
o r pitted they should be filed flat with a mag
,
neto file and then the adj usting thumbnut should

be turned down s o that with the vibrator spri n g
held down the gap between the points will be
,
'
a trifle less than o f an inch Th en set the .
lock nut so that this adj ustment cai mot be dis

t u r b ed D O n o t bend o r hammer o n the vibra
.
tors as this will most cert ainly a ff ect the Opera

‘
ti on O f the cushion spring O f the vibrator bridge

and reduce the e ffi ciency O f the unit .
W ith the vibrators properly set i f any par ,
t i cu l a r cylinder fails or seems to develop weak

action chang e the p osition of the unit su pp lying
,
the spark to thi s cylinder substitu t ing o n e O f ,
the othe r units for it I f t h e unit i s really at .
fault the cylinder which Op erated badly be fore

,
will n O W functi on properly but the o n e with the

“
'
bad unit will show p oo r o pe ration The first .
symptom O f a de fective coil unit i s the buzzing

O f the vibrator with no spark at the plug
( Fig u re
Remember that a l o ose wire c o nnection faulty ,
spark plug damp ignition cab l e o r a faulty timer

,
may cause irregularity in the runnin g o f the

engine These are p oints that must be considered
.
be fore laying the blame on the coil .
W hen the vibrators on the coils are n ot prop

erly adj usted more current i s required to make
,
.
and break the contact between the points and as

“
a result w hen the engine i s turned slowly by

,
hand to start there will not be su f fici ent curren t

,
unnecessary d ifficu l t y in starting and are apt t o

cause an occasional mi ss when the engine i s
running .
In order t o determine which cylinder i s miss

ing without resorting to the use O f a screwdriver
to short circuit the plugs Open the throttle until
the engine is running at a fai rly lively clip and
then hold down the vibrators o n the two outside
coils D O thi s w ith the fingers j ust preventing
.
the vibrators from buzzing Thi s will stop two .
cylinders f rom fi ring I f the remaining two fi re

.
regularly it i s evident that they are not at fault

a n d that the miss must have come f rom o n e o r
the othe r O f the cylinders you have put o u t of

commissi o n N o w relieve N O 4 and hold down
. .
the other three ; i f the engine contin ues t o run ,
the trouble will b e with N O 1 I n this manner . .

,
all the cylinders can be tested in turn and the

missing o n e located D O n ot forget t h at C o i l 4
. . .
leads to C ylinder 3 and C O i l 3 to Cylinde r 4 .
W hen the missing cylinder has been located e x ,
amine both spark plug and vibrator as well as

the wi ri ng .
C o m m u t a t o r o r T i m er The com mutator

.
should be kept cl ean and well Oiled with light

machine O i l at all times I f igniti on trouble i s
.
experienced which cannot b e traced to the plugs

o r the coils examine first the w 1 r 1 n g leading to
,
the commutator I n case this i s cha fed and i s

.
making contact with s ome metal part O f the trac

t o r t h e primary ci rcuit will be S hort circuited and
,
-
we will have a continual buzz O f on e o r more O f

the vibrators ;sometimes the contact will be made
intermittently with the result that the cylinder
,
a ff ected will fi re at the wrong time Thi s is a .
dangerous condition and it i s highly advisable

,
when this wiring S hows wear to discard it and , ,
put in all new wire being care ful t o foll o w care

,
C a r e of Ign i t i on S y s t em .
fully the wi ring arrangement between the coils

and the commutator I f o n e cylinder p ersists in .
missing and there i s n o buzzing O f the vibrator

,
o n that particular cylinder it i s e v ident that the ,
commutator brush is n ot making contact on that

particular segment o r else the wi re to that coil
,
from the commutator i s b roken inside the i nsu

lation Test f o r the latter by remov ing the wi re
.
f rom the commutator terminal a nd touching to

any metal part o f the car I f the vib rato r buzzes .
,
the trouble i s in the commutator ; i f there i s no -
buzz t h e wire is probably broken and should be

,
replaced with a new o n e .
I f m i s fir i n g occurs when running at high speed ,
inspect the commutator The surface O f the ring .
around which t h e r o l l er travels should be clean

f
and smooth so that the rolle r makes a p erfect

, ,
contact at all points I f the roller fails to make .
a g ood contact on any o n e O f the f our segments ,
the corresponding cylinder will not fire C lean .
these surfaces i f di rty I n case the fiber seg .

,
ments and roller are badly worn the most sati s

‘
,
factory remedy i s to replace them with new

parts The spring should b e strong enough to
.
ensure a g ood fi rm contact between the roller

,
and the segments .

C H A P T ER XI .
E n gi n e T r o u b l e s .
T h eir C . au s es an d Re m e d i e s .
H E f o l l o w m g suggestions may be O f assist

ance in locating and remedying engine
troubles Th ese suggestions are made to enable
'
the operato r t o e ff ect eme rgency repai rs in the

field In all but the S impl est cases we r ec om
.
mend that trouble be submitted to a compe

tent repair a n f or correcti on .
The points under the f ollowing subhead i ngs

have been arranged in s o far as possible in , ,
related groups .
For example under the subheading E ngine ,

”
Re fuse s to Start points 2 to 4 inclusive deal , , ,
with Ignition ; p oints 7 and 8 with Compression ,
and points 5 and 9 with Fu el .
I t i s r ecommended in every case o f tro uble , ,
that the Operator look f o r the si mplest cases and

apply the simplest remedies fi rst working u p ,
progressively through the more complex .
E N G INE REF U SES T O START .
U SES T R U E
CA RE E ES
OF O BL M DI
Ig i i swi ch ff Tu swi ch s i g p s i
. .
E x m i wi i g f r b k S
1 . n t on t o . 1 . rn t to t art n o 1 t on .
B k l l
h c c s
2 2
i cu
. r o en e ect r 1 ca . a ne r n o r ea . ee
'
m d
sp k plug m i ls cl
C r 1 t . . t at on n e t 1 on at ga n et o an
d
igh
ar t er na ar e ea n an
I up d l i L ck f i sul i m c us
l
t t .
g u d c ci sh
3
l c i cu i
. n t er r te e ect r 3 . a o n at o n ay a e
o r t -c i r
cui R wi d d f c iv w i i g w i h
ca r t . a ro n on n e t on or ~
a
p w wi i g
t . e n e e t e r n t
F ul d b k C l f u l p l ug pl c c ck d
ta e or r en e r n .
s p k plug plug
4 . o e or ro en 4 . ea n o ;r e a e ra e
I suffici g s l i T s f g s li su pply
ar . .
s upp l y c bu by fl d i R pl ish
5 . n en t a o ne 5 . e t or a o ne at
supply g s li
. ar r et o r oo n e en
0
in
c bu i M ix u l ich
a o ne t an
P
Adjus c b u c c m ix u
6 . oo r ar r et o n . 6 . t r e -t oo ea n or t oo r .
f t ar r et o r or or r e t t r e.
(228)
T r act o r E n gi n es .
CA UE S S OF T R O UB L E RE M E E DI S
l i is i dic d Fu h h j
. .
f c bu t cl gg d i
ne n at e . rt er , t e et
m b
w hich c s m v d cl j
o ar r e or ay e o e , n
W b k R w w— b k i gs
a e re o e an ea n et .
pi s i gs c c Oil Oil w hich w il l

1 3 . or n or ro 1 3en . en e or n or ro en r n .
U
f m p f c pis igs l
t on r n . se or r e t an
or a er e t t on r n ea .
E N GINE M ISFIRIN G
sp k pl c p l ugs S l c
.
1 C b Cl
p l ugs c c Oil t m q ui s f
. ar on on 1
ar . ea n or re a e . e e t
m
gi Adjus c b u
. or r e t o e et re re en t o
f
c m ix u
en n e. t ar r et or or co r
I su ffici R pl ish supply S h g s

re t t re .
l i supply
2
shu g s li li is
. n en t a 0 2 . e en . ee t at
i
wid Op h h
ne . t n a o ne ne
d
l ks
e en an t at t er e ar e no
Fu l m m uch li l g s
ea .
T i
li
3 3 ; t oo tt
l
. e 1 xt u r e t oo . oo a r e a o
Fu l m Rich mi x u wi l l b i di
ea n n e.
ich d by m i fi i cyli d s
4 . e 1 xt u r e t oo t re e n
i h
V lv s uck Cl v lv s m wi h k
r . ca t e s r n g n t e n er .
5
s
5 . a e t . . ea n a e te t er o
k m if ld Ex m i f l ks d
en e .
6 I i 6
l ks pi
. n t a e an o . a ne or a r ea an
ea . re a r.
E NG I N E ST O PS
Ig i i swi ch ff Tu swi ch
.
B k l c ic l
1
Ex m i i ls f l s
. n t on t O . 1 . rn t ,
on .
2 t er m
c c i s Ex i wi i g f
. r o e n e e tr a 2 . a ne na or oo e
p i sul i b k
'
t t am
‘
C l I C ll l . on n e on . ne r n or
C ct i i m Cl d m k djus s
o or n at o n or r ea .
3
p s g c ct
m
. on t a n \ t er 3 . ea n an a e a t en t
f
I su ff ci sp k M g dmg i d
oo r . or t r on on t a .
4 ( ) en t 4
H v m g iz d
. n i ar . . a a n et o e a n et z e .
(b) Sp k plu g p i s i p p l y
a e re a n et e .
m
djus d Adjus b w sp k
ar o nt ro er
plug p i s sp c f b u h
a te . t ga p et e en ar
hick ss f p s c d w id
o nt to a a e o a o t t e
T
s m ll will i f
t ne o a o t ar . OO e
wi h p p ig i i
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TRACTOR ENG NES

A C omp l et e C ourse o f Lessons o n t he C onstru cti on

C are O f the Cooling System

C are of Ignition System

ITH the thought in mind that a clear con ,

cep t i o n o f the princi p les involved in the

Operation O f a piece O f machine ry helps co n s i d

in prope r r unning condition this little book on ,

tractor engines has bee n prepared .

Fi rst considerati on throughout each o f the

make plain to him the points O f divergence in

various constructions and particularly the means

and the methods O f e ff ecting adj ustments and

I t will be found there fore that each chapter

i s a separate article quite capabl e of standing

alone and dealing exhaus t ively with the subj ect

felt makes for coherence and clarity to the end

tha t the progress O f the student tractor operator

R O A DL Y speaking the engine employed ,

which is j ust another w ay o f saying mechanical

a rise in temperature—has on a congregation O f

o f folks huddled together under l o temperature

ture greatly the individual memb e rs o f the group

a r e go i n g to get as far away from each other

O f com fort I n so doing it will be appreciated

that the mass will spread ou t over a greater area

O f the whole being due to the individual move

ment O f the many people who make up the group .

We ﬁnd that matter be it solid liquid o r , ,

gase ous as to state acts exactly t h e same under

the e f fect o f heat o r change I n temperature Heat .

a bar O f iron f or instance and all the individual

molecul es will exert themselves and t h e result ,

will be the expansion o f the bar exhibited as an

E xpansion O f course entails movement and

movement i s mechanical energy The heat we .

have put into the bar O f metal there fore i s n o t , ,

lost ; but it i s converted into mechanical energy

I f n Ow we take such a bar and hold one end

other end j ournaled o n a crank as shown by ,

Figure 1 it will plainly be seen that i f we heat

the bar to such an extent that it expands a dis

the crank will be turned imparting rotary mo ,

tion to the cranksha ft It is also conceivable

that mounted o n that sha ft we can have a ﬂ y

the bar begins to cool O ff and thereby to con ,

tract again and return to its original size it will ,

carry the crank back o nce again imparting rotary ,

motion t o the sha ft W e there fore obtain con

rotary motion S i mply by applying the

W ith such a simpl e heat engi ne there must be

i s n o means f o r ins t ance o f preventing direct

heat loss by radiati on ; at the sa me time there i s

It i s not hard t o appreciate there f ore that , ,

despite its beauti ful simplicity such an engine ,

must be very i n eﬂi ci ent O ther drawbacks are

the element o f time for it needs a considerable

interval to raise the temperature o f a piece o f

the ﬂame employed and the length o f bar n eces