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Another Random Scribd Document
with Unrelated Content
(139) Timing Offset Cylinders.
The only difference in timing engines with offset cylinders and timing
those with the center line of the cylinder in direct line with the crank
shaft, is in the locating of the dead center. With no offset, the center
of the cylinder, the crank pin and the crank shaft are all in one direct
line when the engine is on the dead center.
With offset cylinders the crank pin lies to one side of the cylinder
center line when on the dead center, on either the inner, or the outer
center. To find the center on an offset engine proceed as follows:
Turn the engine over slowly until the crank-pin reaches either the
extreme top or bottom point of the crank circle, depending on which
center is to be determined, and then turn very slowly until the
centers of the piston-pin, crank-pin, and crank-shaft are in line. With
the average engine this will be found a difficult and tedious job, and
it will be well to mark the dead center on the flywheel or other
convenient point to prevent a repetition of the job. The quickest
method of accomplishing the feat is to remove the spark plug or
relief cock to gain access to the piston, and insert a rod or pointer in
the opening thus provided.
Draw the piston back a short distance from the end of the stroke
with the pointer resting on the head of the piston, and mark this
position of the piston both on the pointer, and on the flywheel, using
some stationary part of the engine as a reference point.
Now turn the crank over the center line until the piston is moving in
the opposite direction, and is the same distance from the end of the
stroke as shown by the mark on the pointer. Mark this position on
the flywheel using the same reference mark as before. We now have
two marks on the flywheel, and will bisect the distance between
them, using the dividing mark to obtain the center.
Place the bisection mark even with the reference point used for
obtaining the two previous marks on the flywheel, and the engine
will be on the true dead center, as the flywheel is now midway
between two points of equal stroke.
(140) Auxiliary Exhaust Ports.
To decrease the amount of hot gas and flame passing over the
exhaust valve some makers provide their engines with auxiliary
exhaust ports, which are similar to the exhaust ports used on two
stroke cycle engines.
The auxiliary exhaust consists of a series of holes drilled or cored
through a rib on the cylinder wall, the holes being so situated that
they are covered by the piston until it is at the extreme end of its
outward stroke. The holes are not uncovered until the burning
charge has been expanded and cooled to the greatest extent
possible in the cylinder. As soon as the piston uncovers the ports the
greater portion of the dead gas escapes instantly to the atmosphere,
carrying with them the greater percentage of the heat and flame.
The small amount of residual gas that remains is forced out through
the exhaust valve in the usual manner, thus no flame ever reaches
the exhaust valve.
The use of auxiliary exhaust ports produces a cooler cylinder as the
gas passes over the cylinder wall only once, and consequently is in
contact with the walls only one-half of the time usual with the
ordinary system. The cool cylinder lessens the liability of
PREIGNITION and decreases the consumption of cooling water
and lubricating oil. Auxiliary exhaust ports are particularly desirable
on air cooled engines.
(141) Valves and Compression Leaks—Misfiring.
Owing to the intense heat in the cylinder, and the action of the gases
on the valves the seating surfaces become ROUGH and PITTED
which causes leakage and loss of compression. Exhaust valves cause
the most trouble in this respect as they are surrounded by the hot
gases during the exhaust stroke and are much hotter than the inlet
valves.
To determine the value of the compression, turn the engine over
slowly by hand.
Leaking inlet valves usually are productive of BACK FIRING or
EXPLOSIONS IN THE CARBURETOR intake passages, or in the
mixing valves, as flame from the cylinder leaks through the valve
and fires the fresh gas in the intake.
MISFIRING OR LOUD EXPLOSIONS at the end of the EXHAUST
PIPE are indicative of leaky exhaust valves, if the mixture is correct
and the ignition system above suspicion. Misfiring caused by leaky
exhaust valves is due to combustible mixture escaping from the
cylinder to the exhaust pipe and being ignited by the succeeding
exhaust of the engine.
If the engine has more than one cylinder, test one cylinder at a time,
opening the relief valves on the other cylinders. Now take a wrench
and ROTATE the inlet valve on its seat, for it may be that some
particles of carbon or dirt have been deposited on surface of the
valve seat which prevents the valve from closing properly. Rotating
the valve will usually dislodge the deposit.
Try the compression again; if there is no improvement, rotate the
exhaust valve on its seat in the same manner, and repeat the test for
compression. ROTATING THE VALVES IN THIS MANNER WILL
OFTEN MAKE THE REMOVAL OF THE VALVES UNNECESSARY.
When the valves are closed the end of the valve stem should NOT
be in contact with the PUSH ROD, or cam lever. Suitable
CLEARANCE should be allowed between the end of the valve stem
and the operating mechanism when the valve is closed; this
clearance varies from the thickness of a visiting card on small
engines to ⅛ of an inch on the large. If the valve stem is continually
in contact with the push rod it cannot seat properly and
consequently will leak. Wear on the valve seats and regrinding
reduces this clearance, wear on the ends of valve stems and push
rods from continuous thumping increases it. Keep the clearance
constant and equal to that when the engine was new. On many
engines this clearance is adjustable to allow for wear by lock nuts on
the ends of the valve stems or push rods.
If the above attempts have proved unsuccessful remove the exhaust
valve from the cylinder, if the valve is in a cage, remove the entire
cage; this may easily be done on most types of engines. Always
remove the exhaust valve first as the inlet valve rarely requires
attention. With small engines, and engines having the valves
mounted directly in the cylinder head it will be necessary to remove
the cylinder head to gain access to the valves. In such a case use
care when opening the packed joint between the cylinder and head,
to avoid damaging the gasket.
The exhaust valves should be lubricated with Gas Engine Cylinder
Oil, never with common machine oil on account of gumming and
sticking, or with gas engine cylinder oil thickened with FLAKE
GRAPHITE. Powdered graphite may be used with success without
the addition of oil, but oil makes the application of the graphite
much easier.
A cracked valve seat, due to expansion strains or to the hammering
of the valve, is a common cause of compression leakage, and is
rather difficult to locate as the leakage only occurs under
comparatively high pressure. Leakage may also occur between the
valve cage and the cylinder casting unless pains are taken to
thoroughly clean the cage and the bore before fastening into place.
Warped valves are caused by overheating, the head of pallet of the
valve becoming out of square with the stem, or by twisting on the
valve seat. If warped valves are suspected the high point of the seat
may be determined by means of the following test and should be
carefully filed down until it is close to a bearing after which it may be
ground down as described under pitted valves.
If the stems are now in good condition examine the seating surfaces
of the valve pallets and cage or rings.
The seats should be bright and free from pits, depressions, or
streaky blue discolorations. If the seats are deeply grooved from
long continued leaks it is best to discard them and replace with new.
Pitted valves, and those slightly grooved or streaked should be
reground by the use of a little emery flour and tripoli which
operation is performed as follows:
Lift the valve from its seat and apply lubricating oil to the seating
surface, then sprinkle a little flour or emery on the oiled surface and
drop the valve back on the seat. Do not use coarse emery nor too
much of the abrasive, a pinch is enough and will grind as rapidly as
a pound. Take care to drop the emery only where required, do not
sprinkle it over the engine or working parts as it will cause cutting
and the destruction of the bearings.
Now turn the valve around in one direction for about a half dozen
turns and then in the other direction for the same length of time,
alternately, at the same time applying a moderate pressure on the
valve. Small valves may be rotated with a large screw driver entered
in the slot found on the valve plate, but the handiest method is with
a carpenter’s brace in which is inserted a screw-driver bit.
Never turn the valve around and around in one direction
continuously as this movement is liable to cause grooving, alternate
the direction of rotation frequently with occasional back and forth
movements made in a semi-circle.
Do not press heavily on the valve, use only enough pressure to
insure contact between the two seating surfaces.
The valve should be lifted occasionally from the seat to prevent
grooving, and to redistribute the abrasive, and then dropped back,
after which the grinding should proceed as before. Remove the valve
after it turns without friction, wipe it clean, apply fresh oil and emery
and grind once more. When the grinding has removed all pits and
ridges, and presents a smooth even surface, the grinding is
complete. To test for accuracy of grinding place a little Prussian Blue
on the seat, if the valve is ground to a perfect surface the blue will
show uniformly spread over the seat, if the grinding is incomplete
bare places showing high spots will be seen. It is a good plan to
finish the grinding by using a little Tripoli with oil after the emery has
removed the pits and high spots, as Tripoli is finer than emery and
will smooth down scratches made by the emery.
After the grinding has been performed to your satisfaction, wash the
valve, valve stem, and guides thoroughly with gasoline and kerosene
to remove the smaller traces of emery, to prevent wear and cutting.
When the valves are ground in place on the engine stuff up all
openings or parts of the cylinder to prevent the emery from gaining
access to the bore. After grinding is complete wipe off surfaces
thoroughly and remove waste used for stuffing.
 CHAPTER XIII
TRACTORS AND FARM POWER

Because of our increased population, which results in a greater

planted acreage, and the scarcity and increased cost of farm labor,
farming has rapidly developed into an industrial science. Where
formerly the farmer was content to perform certain parts of his work
by hand, he today employs machinery for the same task, and is far
more particular as to the working of his soil and the cost of
production per acre. By the use of machinery his crop is marketed at
less expense, in a shorter time, and he has more time in which to
enjoy life than ever before.
The modern gasoline and oil engine has been the greatest factor
contributing to the farmer’s ease and prosperity for it has eliminated
the terrors and drudgery of plowing, churning, watering stock,
sawing wood, threshing, and has besides given him many of the
conveniences of city life, such as running water and electric light.
The benefits of power are not only conferred on the farmer but his
wife as well for the small domestic engines have saved the back of
the house wife during the strenuous period of harvest time.
One of the difficulties of farming is the necessity of doing certain
work in a limited time or else suffering a heavy loss. The breaking,
the plowing, the harvesting, and the threshing each must be done at
a certain time, often within a few days of each other in order to
obtain the benefits of the best weather conditions. Threshing starts
as soon as the grain is ready, and if rain interferes with the
threshing, the farmer can start plowing immediately if provided with
a tractor and thereby gain the undoubted benefits of fall plowing.
Plowing at harvest time has much to do with eliminating weed seeds
for the weeds are turned under while green, the seeds sprout and
commence their growth and are winter killed before they reach
maturity. In this way the field is practically freed from weeds in the
spring. When the weather again becomes suitable, the threshing
may be resumed and when completed he can again turn to his
plowing.

Operator’s View of the “Big

Four” Tractor, Showing the
Four Cylinder Engine in
Place.

Gas power is not to be considered merely as a substitute for animal

power for the engine not only performs the work of the horses but
also performs work that no horse can do, and does it with far less
expense. In the hottest weather when horses are dropping in the
broiling sun, the tractor moves tirelessly through the fields. Every
farmer knows the expense attached to keeping a horse in the idle
winter period for it must be fed, watered, and cared for, work or no
work. When the engine is idle it costs nothing except for the interest
on the investment, while animals grow old and are subject to
disease whether they work or not.
The time of plowing and harvest is short and requires quick work,
and continuous work. Horses cannot be driven at plow faster than
one mile per hour, and cannot be worked more than 10 hours per
day, while the tractor under suitable conditions can travel 2 to 3
miles per hour, and keep at it twenty-four hours per day. An ordinary
tractor can break from 20 to 40 acres of ordinary loam per day and
will plow in cultivated land from 40 to 50 acres per day.
The same factors govern the fuel consumption of a tractor that
govern the rate of plowing, that is, the character of the soil and the
depth of plowing. On an average, 1½ to 2½ gallons of gasoline will
be used in breaking an acre of sod, and 1 to 1½ gallons of gasoline
in plowing stubble. As kerosene contains about 18 per cent more
heat per gallon than gasoline, the quantity of fuel used by an oil
tractor is correspondingly less. When used for pulling wagons on the
road at about 3 miles per hour the fuel consumption will
approximate 4 gallons per hour, this consumption varying of course
with grades, etc.
Thirty horse-power, at the speed given above represents a draw bar
pull of about 9,000 pounds, which is equivalent to the tractive effort
of from 30 to 40 horses, were it possible to concentrate the pull of
so many horses at a single point, at one time. It would of course be
impossible for the horses to maintain this effort for as long a time as
the tractor. On a level road it will take about 100 pounds tractive
effort for each 2,000 pounds of weight in the form of road wagons
(including the weight of the wagon). The number of wagons that
can be drawn with a given draw bar pull can be easily figured. When
pulling on a grade, the effective draw bar pull will be reduced in
proportion to the extent of the grade. While no fixed rule can be
given regarding the number of plows that can be handled by a
tractor, the average machine can pull six to eight breaking plows and
from eight to twelve stubble plows, depending on the character of
the soil and the depth of plowing. When the conditions permit the
use of a greater number of plows, than specified above the amount
of work done will of course be greater.
A tractor can haul four ten foot seeders and two twenty foot harrows
and cover 7 or 8 acres per hour at a cost of from 12 to 15 cents per
acre. At harvest time the tractor will also effect a great saving in
time and expense for the average machine will handle five or six
eight foot binders, making a cut of nearly 50 feet wide, and this can
be kept up for 24 hours at a stretch.
A tractor of the average output can handle any separator, and with a
44″ cylinder machine can turn out from 2,000 to 3,000 bushels of
wheat and 5,000 bushels of oats in a ten hour run. It will also
handle any of the largest shredders. For irrigation work, silo filling,
and wood cutting it is equally efficient.
(142) The Gas Tractor.
The tractor of the internal combustion type using gasoline or oil as a
fuel is much more successful than the steam machine, both from the
standpoints of convenience and cost of operation. There is
absolutely no danger of fire whatever around a gas tractor for this
reason the engine can be placed in any position regardless of the
direction of the wind, which would be impracticable with a steam
engine. This is a great advantage for if the wind is allowed to blow
directly from the engine to the separator, it will be of great
assistance to the pitchers who feed the separator.
When threshing or plowing in a remote field considerable difficulty is
always experienced in supplying the steam tractor with the
enormous amount of water that it consumes. To supply the water
requires a team, tank wagon and drivers which is a considerable
item in the running expense. The small amount of water used for
cooling the gas engine is renewed once, or at the most, twice a day.
Steam coal is bulky and requires the continuous service of a man
and team to keep things moving, and this expense is greatly
increased by the expense of the coal.
A gas tractor can be started in a very few moments while the
engineer of a steam rig has to start in an hour or more before the
crew to get steam up, etc. In addition to this there is the usual
tedious routine of “oiling up,” cleaning the flues, etc. There is
absolutely no danger of explosions with the gas engine which have
proved so disastrous in the past with steam threshing engines.
With the gasoline, the operator is left free to work on the separator
as he has no firing to do and does not have to concentrate his
attention on keeping the water level at the correct point in the
gauge glass. The engine is automatically lubricated in all cases so no
attention is demanded on this score for it will run smoothly hour
after hour without the least attention. This feature eliminates one
high priced man from the job. On heavy loads the problem of
keeping up the steam pressure is often a vexatious one, especially if
a poor grade of coal is used. With a lower priced man as operator
tending both the separator and the gas engine the crew need only
consist of two pitchers to feed the machine, with a man and team
for each pitcher. This small crew is easily accommodated at the
farmers house, and does not require the services of a separate cook
and camp equipment.
With a gasoline rig the expenses will be approximately as follows:
Engineer, wages and expenses $ 5.00
Two pitchers, at $3.00 6.00
Four men and teams 20.00
60 gallons of gasoline at 15c 9.00
Lubricating oil 1.00

Cost per day $41.00

Taking 1,500 bushels (wheat) as a day’s work, the cost of threshing
figures out at 2¾ cents per bushel.
According to data furnished by the M. Rumely Company, which is
based on an actual test, the total cost of plowing, seeding, cutting
and threshing, including ground rental and depreciation, amounted
to $8.65 with horses and $6.55 with their oil tractor. These figures
will of course vary in individual cases, but are principally of interest
in showing the comparative cost of horse and tractor operation.
With a gasoline or oil tractor equipped with engine plows one man
can tend to both the plows and the engine, although some operators
prefer to have two men, one relieving the other consequently
plowing more acres per day and reducing the cost per acre. In some
cases one man is placed on the plows and the other on the engine.
By running the tractor twenty-four hours per day, with two shifts of
men, a much better showing is made by the tractor when compared
with horse plowing, for with the latter method it would be necessary
to supply twice the number of horses.
To show the relative merits of various grades of fuel we will print the
data kindly furnished by Fairbanks Morse for a ten hour day.
ITEM Fuel Oil Kerosene Gasoline
3c 6½c 15c
60 Gallons Fuel $1.80 $3.90 $ 9.00
Lubricants .40 .40 .40
Engineer 3.50 3.50 3.50
Plowman 2.00 2.00 2.00
Repairs .12 .12 .12
Cost to Plow 24 Acres 7.82 9.92 15.02
Cost per Acre .32 .41 .63
Plowing at the rate of 20 acres per day, and kerosene at 6⅔ cents
per gallon, the Rumely Company obtain the cost of plowing one acre
as $0.66. In the latter figure the interest and depreciation are
included which will increase the figures over those given by
Fairbanks Morse. It should be understood that these costs are
approximate and will vary considerably in different localities and
under various conditions.

Oil Injection Engines.

Engines using low grade fuels such as kerosene, usually experience

much trouble in obtaining a proper mixture when the fuel is
vaporized in an external carbureter even when the carbureter is
specially designed for the heavy oil. This leads to fuel waste, starting
troubles and cylinder carbonization, to say nothing of the objections
of an odorous, dirty exhaust. To overcome the objections of
carbureting the heavy oils it has been common practice to inject or
aspirate a small amount of water, the water vapor tending to prevent
the fuel from cracking and to distribute the temperature more
uniformly through the stroke. The injection of water is not a
particularly desirable feature, since its use involves one more
adjustment and possible source of trouble when running on variable
loads.
In the semi-Diesel engine the fuel is sprayed directly into the
combustion chamber by mechanical means, thus making the fuel
supply to a certain extent independent of atmospheric and
temperature conditions. After the injection the spray is vaporized
both by the hot walls of the combustion chamber and the heat of
compression, the latter being principally instrumental in causing the
ignition of the gas. In this case no electrical ignition devices are
required, thus at one stroke overcoming one of the principal
objections to a gas engine.
Until recently the semi-Diesel engines were confined to units of
rather large size, the smallest being much larger than the engines
usually used on the farm. It is now possible, however, to obtain oil
engines of the fuel injection type in very small sizes, built especially
for portable or semi-portable service. Not only is it possible to use a
cheaper grade of fuel with this type of engine, but the fuel
consumption is also less than with the carbureting type. To this may
be added the advantages of an engine free from the troubles
incident to the ignition and carbureting systems.
Good results may be obtained with small injection engines on oils
running from kerosene (48 gravity) down to 28 gravity, the
combustion in all cases being complete and without excessive
carbon deposits. Little trouble is caused by variable loads as long as
the speed is kept constant. Compared with gasoline, the heavier
fuels are much safer to store and handle, owing to their high flash
points.
The compression of the injection engine is much higher than the old
carbureting kerosene engine as the compression heat is used in a
great part to ignite the oil vapor. Usually the pressure is in excess of
150 pounds per square inch, the exact value being determined by
the form of the combustion chamber, whether a hot bulb is used,
etc. The high compression assists in increasing the economy of the
engine.
Usually the piston either draws in a complete volume of pure air or
draws in pure air through the greater part of the induction stroke,
the spray either starting near the end of the suction stroke or during
the early part of the compression. When a hot bulb is used the oil
spray strikes the bulb forming vapor, the increasing compression
caused by the advancing piston furnishing the air for combustion
and forces the mixture into contact with the hot walls. Another type
has no hot bulb, the lighter constituents of the fuel being vaporized
and ignited by the compression alone, their inflammation serving to
kindle the main, heavy body of the oil. In some engines, the
combustion of the light constituents serves to spray the heavy oil
through the valve and into the combustion chamber. Details of
several of the most prominent makes of oil engines are described in
an early chapter of this book.
As a rule, this class of oil engine does not run well when the speed is
varied through any great range, nor when governed by a throttling
type governor, since both of these conditions affect the compression.
They may be either of the two or four stroke cycle type, and when of
the latter they are much more successful than a two stroke cycle
engine using a carbureter.
On small engines the fuel consumption will run about 0.7 pint per
brake horsepower hour, this consumption decreasing on large
engines to about 0.6 pint per brake horsepower hour or even less.
 Oil Injection Type. Injection pump P
driven by eccentric E through rods G-H
draws oil from tank K through M-N and
sprays it into combustion chamber R
through O-Q. Amount of oil sprayed is
controlled by fly-wheel governor W-W
shifting E on shaft S, thus varying stroke
of P. Engine is started by heating R with
torch U and injecting first oil with hand
lever I. A second pump supplies constant
level of oil to K, level being observed in
glass L. C-C is the cylinder, and F is the
fly-wheel.

The accompanying diagram shows a diagram of a typical oil engine

of the injection type, a pump P supplying the oil from auxiliary tank
to the hot, extended combustion chamber R, this chamber being an
extension of the cylinder C-C. Oil is kept at a constant level in K by
an overflow pipe, the oil entering from the supply pump through
pipe J, and entering the pump through M at N. By gauge glass L, the
operator can tell whether he has a sufficient supply of oil.
The injection pump P is driven from the eccentric E (mounted on the
main shaft S) through the eccentric rod G and the rod H. The
governor weights W-W alter the amount of fuel supplied by changing
the stroke of the pump, thus keeping the speed constant under
varying loads. The governor acts by shifting E in relation to the shaft
S, a spring T controlling the throw of the governor. The entire
governor mechanism is contained in the fly-wheel F.
To start, the combustion chamber R is heated by the torch U, and
after thoroughly heated, the starting fuel is injected by means of the
hand lever I. This engine is of the two cycle type with scavenging air
furnished by crank-case compression.
(143) Construction of Gas Tractors.
A gas tractor may be considered as being simply a special
application of the gasoline or oil engine in which the engine drives
the road wheels through a train of gearing instead of driving its load
by a belt from the pulley. Four intermediate mechanisms must be
provided between the engine and the road wheels in order that the
tractor may properly perform its work. These devices are known as
the “clutch,” the driving gears, reverse gear and the “differential”
gear. It should be understood that these mechanisms do not change
the construction or operation of the engine in the slightest, and that
the principles that apply to the engines described in the previous
chapters apply also to the engine of the tractor. The following will
briefly describe the functions of the intermediate trains in their
proper order, starting at the engine.

The Clutch.

A tractor is arranged to pull its load in two different ways, first by

the draw bar, as when pulling plows, and secondly by a belt from the
engine pulley as in driving a threshing machine or circular saw. In
the first case it is necessary to drive the road wheels through the
gear train, and in the second case it is necessary to disconnect the
road wheels while driving the thresher or saw. As the engine cannot
be started while under load it is also necessary to disconnect the
road wheels to free the engine while turning it over to get the first
explosion.
The device that connects and disconnects the engine from the road
wheels is known as the CLUTCH. This usually consists of two or
more friction surfaces that form a part of the driving gear, which
may be brought into frictional contact with the engine pulley, when it
is necessary to drive the road wheels. When the two members of the
clutch are brought into contact they revolve together, thus
connecting the engine with the driving gear.

Reverse Gears.

The Reverse Gear of the “Big Four”

Tractor.

As it is not practicable to reverse the direction of rotation of the gas

engine, the rotation of the road wheels is reversed by means of
gears contained in the driving train. In some tractors the reverse
gears are similar to those in an automobile, being located in the
transmission. In other tractors two bevel pinions are provided that fit
loosely on the engine shaft and engage with a large bevel wheel that
forms part of the driving gear. A sliding jaw clutch that revolves on
the engine shaft is arranged so that it can connect with either of the
bevel pinions causing them to rotate with the engine shaft and drive
the main wheel. As the two pinions are on opposite sides of the
large bevel wheel, they run in opposite directions in regard to it, so
that it is possible to reverse the large wheel by engaging the clutch
with either one or the other of the bevel pinions.

The Differential Gear.

The differential gear makes it possible to apply the same amount of
power to each of the road wheels, and also allows one wheel to
rotate faster than the other when turning around a corner. If both
road wheels were rigidly fastened to a single rotating axle it would
be practically impossible to turn a corner for it would be necessary
for the engine to slip one or the other of the wheels because of their
difference in speed, as the outer wheels turn faster than the inner.

Differential Gear of the “Big Four”

Tractor.

The Driving Gear.

The driving gear consists of a series of spur gears arranged for the
purpose of reducing the high speed and small “pull” of the motor
into the low speed and heavy pull of the road wheels. This reduction
in speed is generally brought about by a double system of shafts,
the second shaft from the motor carrying the differential gear and
meshes directly with the master gear on the bull wheel. The first
shaft is an idler.
Fig. 125. Fairbanks-Morse Oil Tractor,
Showing General Layout.

Fig. 126. Two Cylinder Engine of

Fairbanks-Morse Oil Tractor.
(144) Fairbanks-Morse Oil Tractor.
The Fairbanks-Morse 30–60 Horse-power Oil Tractor gives an
effective draw bar pull of 9,000 pounds and develops over 60 horse-
power at the belt pulley which is more than sufficient to drive any
farm machinery. It will operate equally well on kerosene, distillate
oils, and gasoline, any of which will develop the rated horse-power.
Two forward speeds and one reverse are obtained by a gear
transmission of the automobile type, the forward speeds being 1¾
and 2½ miles per hour and the reverse 1¾ miles. Combined with
the governor variation, it is possible to get the proper speed for any
kind of work.
The fuel is sprayed directly into the cylinder with a spray of water,
the proportion of water to oil being nearly equal at full load. As
explained in Chapter VII, the water spray aids in the combustion of
the heavier oils, eliminates soot and tarry deposits, and makes the
engine run more smoothly because of the reduction of the explosion
pressure. The spray also reduces the temperature of the cylinder
and minimizes the dangers of preignition. The engine is of the slow
speed type running at a normal speed of 375 revolutions per minute,
and the two cylinders have a bore and stroke of 10½ × 12 inches.
The speed regulator supplied with the engine gives an extreme
variation of 300 to 375 R.P.M.
 Fig. 127. Fairbanks-Morse Tractor
Transmission with Two Forward Speeds
and One Reverse.

The cylinders are cast two in a block which arrangement permits of

the bores being brought close together and gives an easy circulation
of cooling water. The value of this practice has been proved in
automobile work where a simple and rigid structure is absolutely
necessary.
All of the valves are in the heads of the cylinder which eliminates
heat radiating pockets in the combustion chamber. Both the inlet and
exhaust valve are mechanically operated through substantial push
rods and valve rockers, and are completely surrounded by water.
Large clean out holes are provided in the separately cast cylinder
head making it accessible for the removal of scale and sediment. A
single cylinder head serves for both cylinders which contributes to
easy cooling passages and a single arrangement of exhaust and inlet
piping. The valves are in cages bolted to the cylinder head in such a
way that they are easily removed for inspection without disturbing
the piping or connections.
The pistons are easily removed without taking the heads out of the
cylinder or taking down any shafting. The valve rocker arms are
provided with easily renewed bushings and grease cups. As the
engine is of the four stroke cycle type with both cylinders on the
same side of the crank-shaft, only a single throw crank shaft is used,
which is without intermediate bearings.
Dual ignition is used, the high tension magneto and the two unit
spark coils shown in Fig. 126 being independent of one another so
that either the magneto or battery can be used for starting or for
continuous operation. The magneto is mounted directly on the
engine bed and is gear driven from the crank shaft. The ignition
advance and retard lever and ignition switch are mounted on the
engine in an accessible position. As the coil is mounted on the
engine the leads are short and the vibrators are directly under the
supervision of the operator.
Close speed regulation is maintained by a throttling type governor.
The voluntary speed variation used to slow the engine down to meet
certain conditions encountered in plowing is accomplished by a small
lever located at the end of the cylinders. The cooling water is
circulated through the cylinders by a gear driven centrifugal pump.
From the cylinders the water enters a closed radiator of the
automobile type located at the front of the traction where it is cooled
without loss. A nine feed, forced type oiler is used which supplies oil
to the cylinders and bearings, and also to the transmission gears.
External bearings which are subjected to dust are equipped with
grease cups. The fuel pump which takes its supply from an 80 gallon
tank is in an accessible position near the operator and is provided
with a handle by which it is operated when starting the engine.
The clutch which is located in the flywheel at the right of the engine
is operated by a lever on the footboard. All of the friction faces and
levers are arranged inside of the pulley so that they are not only
protected from injury but are prevented from tearing the belt should
it slip from the pulley face.
A powerful foot with a drum on the differential gear will hold the
outfit on a grade independent of the engine.
The transmission is of the shifting gear type with hardened steel
gears. The transmission gears are enclosed in a practically dust
proof case, this being connected with enclosed crank case and better
providing for air displacement of the pistons. Power is transmitted to
the truck through the clutch on the left hand side of the engine,
which is operated by combined clutch and shifting lever on the
footboard. This lever has an interlocking device, arranged so that it
is impossible for the operator to shift the gears before the clutch is
disengaged, or to engage the clutch until the gears are completely in
mesh. It is also impossible to get two sets of gearing in mesh at one
time and prevents any possibility of stripping gears by applying the
load on the corners of the teeth.
The drive wheels are 78″ diameter, 30″ face. These give a very large
bearing on the ground which is particularly desirable when using the
engine for cultivating or seeding on plowed ground. The front
wheels are 48″ in diameter, 14″ face. The wheel base is long and
engine is easy to guide. The drive wheels are covered by a metal
housing which protects the operator and the working parts of the
engine from dust and mud.
This engine gives a drawbar pull on low gear of 9,000 lbs., which will
haul from 8 to 12–14″ plows, according to the character of the
plowing. The hitch is placed about 18″ above the ground and
consists of a heavy bar extending approximately to the middle of the
bull wheels on each side, thus providing for hitching the load most
satisfactorily.
(145) The Rumely “Oil Pull” Tractor.
The Rumely oil-pull tractor is driven by a two cylinder, four stroke
cycle oil engine, having a bore and stroke of 10 × 12 inches giving
30 tractive horse-power and 60 horse-power at the pulley. The
cylinders are cast single and are provided with independent heads.
The pistons are easily removed by unbolting the cylinder heads and
the crank end of the connecting rod, after which operation they may
be pulled out upon the platform. The exhaust and inlet valves are in
easily removable cages placed on either side of the cylinder. The
stems of the valves are at right angles to the bore of the cylinder
and open directly into the combustion chamber without pockets or
extensions to the chamber.
A bell crank rocker arm acts on the valve stems which in turn is
actuated through a push rod that extends from the cam-shaft in the
crank chamber. The cam-shaft, rocker arms, valves, and half time
gears are clearly shown by Fig. 128. The housings of the inlet valves
connect directly with the special kerosene carburetor made by the
Rumely Company. The Higgins carburetor used on these engines is
very simple and effective in vaporizing the heavier fuels and has no
springs nor internal mechanism to get out of order. The carburetor is
controlled directly from the governor which regulates the air, water
and kerosene required for the combustion, and has no manual
adjustments that need attention from the operator. A constant flow
of kerosene and water is maintained through the carburetor by
means of force pumps, the level in the device being kept constant by
overflow pipes through which the excess returns to the supply tanks.
 Fig. 128. Phantom View of the Rumely
“Oil Pull” Engine.

As in nearly all types of low compression, or carbureting oil engines,

the Rumely engine receives an injection of water in the cylinder to
aid the combustion and cooling, and to reduce the initial pressure of
the explosion. While the initial pressure is reduced by the water
vapor, and with it the strain on the engine, the mean effective
pressure is increased because of the absorption of heat from the
walls and the more perfect combustion. The only moving part in the
carburetor is a single plate controlled by the governor which is
produced with one or more air passages. The governor that operates
this valve is driven by gears and regulates the speed by throttling
the charge. The speed of the engine can be varied from 300 to 400
revolutions per minute while the engine is running.
 Fig. 129. Higgins Oil
Carburetor.

In this engine it is a very simple matter to remove the crank-case

cover and the cylinder heads and expose the whole of the working
mechanism of the engine.
After removing the cylinder heads and without changing his position,
the operator can examine, clean, and, if necessary, regrind the
valves. Also without changing position the operator can control his
reverse transmission gears, friction clutch for starting the tractor. He
is also in reach of the ignition apparatus, governor carburetor and
oiler.
The crank case is cast in one piece. The bearings are cast integral
with the crank case, and are fitted with interchangeable, adjustable,
babbitted shells. Binder caps hold the bearings together and keep
the babbitted shells securely in position. The design permits removal
of binder caps for examination of crank shaft bearings without
distributing the adjustment. The crank case is secured to tractor
frame by well fitted bolts, thereby avoiding annoyance from loose
bolts and nuts.
The crank case is covered with a sheet steel lid that shuts out all
dust and dirt. This cover can easily be removed at any time by
simply unscrewing the bolts that hold it in place. It is constructed
with this cover on top instead of on the side or end, which permits
of easy access to any working parts in the crank case.

Fig. 130. Rumely Oil Pull Tractor.

To further facilitate the accessibility to working parts in the crank

case, a secondary cover is provided which can be removed in a
couple of minutes. This opening is large enough to allow the
operator to reach any point within the crank case.
All cams are key-seated upon the cam shaft with double key-seats,
which absolutely prevent any possibility of slipping or alteration in
the timing of the engine. The exhaust and intake valves are
mechanically operated. The valves are constructed with steel stem,
nickel-steel heads, the whole being highly finished.
Valve cages are oil cooled, thereby eliminating all possibility of the
valves overheating or warping. The valves themselves can be
removed by simply unscrewing the connection. The engine is
provided with a set of relief cams by which the compression can be
relieved—this greatly facilitates the starting of the engine.
The piston is equipped with five self-expanding rings. Connecting rod
is of drop-forged steel construction. Crank-pin bearings are made in
halves and lined with shells of special metal.
A combination of mechanical force feed and splash lubrication is
employed. Six force feed tubes enter the crank case, on to each
bearing, and two tubes force oil into the cylinder. The crank case
contains two gallons of oil and is arranged so that any surplus may
be drawn off immediately. The lubricator has a gauge glass that
shows the quantity of oil supplied at all times, and which is always in
view of the operator.
A make and break system (low tension) furnishes the ignition spark,
which is supplied with current by a Bosch low tension magneto
under normal running conditions, and a battery for starting and for
use when the magneto fails. The magneto is of course gear driven
so that its armature has a fixed relation with the piston position. The
igniters of either cylinder may be easily removed for examination by
simply unscrewing two nuts.
Oil is used as a medium for carrying heat from the cylinder walls to
the radiator. In the construction of the cooler the company have
followed new principles, thus accomplishing the desired result with a
minimum amount of metal and liquid. There is no surplus of liquid,
just enough oil being used to fill the cylinder jackets, radiator and
circulation pipes. The oil is kept in a constant flow from the cylinders
to the radiator and back to the cylinders by a large pump which is
driven by a chain direct from the crank shaft. The radiator is self-
contained and will hold the oil for an indefinite period.
The radiator is composed of a number of sections of pressed
galvanized steel. Oil circulates freely within the sections and the air
is drawn round the outside. There is a constant flow of oil inside and
a constant current of air outside.
The engine is provided with a smooth-working, efficient friction
clutch, which is easily handled by a platform lever and with little
exertion on the part of the operator. The toggle bolts are adjustable
so that any wear in the blocks can be taken up.
The clutch and brake are so connected that when the clutch is
thrown out the brake is immediately applied and when thrown in the
brake is released.
The various movements of the valves and the ignition mechanism on
the face of the flywheel, are marked so that one can check up the
timing of the engine. By bringing any one of these marks to coincide
with the stationary pointer attached to the side of the crank case,
one can easily ascertain whether the adjustments and the timing are
exact.
The crank shaft is supported by two end, and one intermediate
bearing, the latter bearing being placed between the two throws of
the crank shaft. As the two cylinders are placed on the same side of
the crank shaft, the two throws are also on the same side of the
shaft and to balance these throws cast iron counter weights are
bolted on the bottom of the crank arms. The bearings are
exceptionally long, the total length of the three bearings amounting
to more than half the length between the outer ends of the
bearings.
The frame of the tractor consists of four twelve inch “I” beams
securely riveted together with intermediate channel stiffeners. The
cast steel bearings are riveted to the frame so that the whole
construction is one unyielding mass. The bearings are in halves
which makes the removal of the shafts an easy task.
With the exception of the differential and master gears all of the
gears are cut out of semi steel blanks. The fly wheel has a face of 11
inches, and a diameter of 36 inches.
(146) The “Big Four” Tractor.
The Big Four tractor differs from the majority of tractors in having a
four cylinder vertical type motor of 30 tractive and 60 brake horse-
power capacity. The cylinders have a bore of 6½ inches and a stroke
of 8 inches. The engine runs at the comparatively high speed of 450
revolutions per minute. Gasoline is used for fuel, and is vaporized in
a conventional type of jet carburetor.
Both the inlet and the exhaust valves are placed in a pocket at one
side of the cylinder making what is known as an “L” engine. The
cylinders and the heads are cast in one piece, doing away with
points between the cylinders and heads. The pistons and connecting
rods may be removed without disturbing the cylinders or their
connections by pulling them out through hand holes in the base of
the crank case.
The four throw crank shaft is provided with five bearings, these
intermediate bearings between the throws and two end bearings in
the case. The interior working parts of the motor are lubricated by
the splash system with a positive forced feed oiler. The splash pools
can be adjusted at a minute’s notice so that any desired oil level can
be obtained. Grease cups provide the lubrication for all bearings
outside of the motor.
Water is circulated by a direct driven centrifugal pump, and as the
cooling water is in a closed system the same water is used over and
over again without much loss, a bucketful or so a day being an
ample supply. The tubular radiator situated in the front of the tractor
is provided with a cooling fan that is driven from the engine in a
manner similar to automobile practice. A high tension magneto is
gear driven from the cam shaft, and is mounted on a rocking bracket
so that the armature is advanced and retarded as well as the circuit
breaker.
 Fig. 131. Views of the Four Cylinder
Motor of the “Big Four” Tractor. Note the
Massive Construction Compared with
Automobile Practice.

An internal expanding clutch connects the motor with the driving

gear by operating on the inner run of the fly-wheel. The motion of
the engine is transmitted to an intermediate reversing device
through bevel gears, this being necessary for the reason that the
crank-shaft runs “fore and aft,” or parallel to the length of the
tractor. A double acting jaw clutch engages with either one or the
other of a pair of bevel pinions that run in opposite directions.
Motion from the reverse gear is transmitted directly to the different
shaft, and from there it is transmitted to the master gears on the
bull wheels. The differential shaft is in one piece.
 “Big Four,” Four Cylinder Tractor Motor.

Showing the Position of Engine on “Big

Four” Tractor.

The main driving wheels are very large when compared with the
wheels of an ordinary tractor, for they are eight feet in diameter and
are proportionately broad. This no doubt gives splendid tractive
effect in soft and uneven fields and must save the machine from
“stalling” under adverse conditions. Another unusual feature is the
automatic steering device used in plowing. This device consists of a
long tubular boom that is fastened to the swiveled front axle of the
tractor and a small wheel fastened to the outer end of the boom.
The small wheel rolls in the next furrow and compels the tractor to
plow in a line parallel to it. This steers the tractor more accurately
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