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TAS Country : March 10th 2011
Diesel Deutz TRAGIC Tractor Glenn Shaw TOP: Lanz Bulldog HL12 -- while not a high compression diesel, the 2-stroke hot bulb engine was economical with a reputation of being able to burn anything that could be poured into the fuel tank. CLEVER: Deutz MTH-222. In 1926, the oldest manufacturer of 4-stroke engines in the world, Deutz of Cologne, would build their first diesel tractor along the same lines as the Lanz Bulldog HL12. the Deutz MTH-222 used a single cylinder diesel engine on a simple chassis with two forward speeds. THE innovative German engine manufacturer Deutz-Diesel cleverly used replaceable cylinder liners with a view of keeping down the cost of a possible rebuild. Pistons were forged in alloy and held five rings in each for compression sealing and oil control; piston removal was a simple task with easy access given through a large side plate that incorporated the engine breather on the left side of the engine block. With this cover removed and the bearing caps off the connecting rods, the pistons were easily withdrawn through the opening past the crankshaft. Deutz employed a cross flow design cylinder head with a pre-combustion chambers working on a compression ratio of 19:1 with the reasoning that this type of head design needed far lower fuel injection pressure and was best suited to the lower speeds this engine would be run at. Even so, the inside of the engine was subjected to massive strains -- air inside the cylinders was compressed to around 640 pounds per square inch and this compressed air generated heat at close to 600c to enable instant fuel combustion. Two valves per cylinder were used and pushrods operated from a camshaft situated in the righthand side of the engine block. But, while a gear-type oil pump was used to lubricate the crankshaft and bearings, the valve gear had to be manually oiled by the operator every couple of hours, which was not difficult --- the rocker cover was only held down by two screw knobs. A decompression lever was fitted to the righthand side of the engine that allowed hand cranking for either priming the fuel injectors or motor the engine over on the starter motor up to speed should battery power be too low to enable the engine to be swung over full compression from cold. In keeping with German ingenuity, the oil filter on the left hand side of the tractor also incorporated a self cleaning mechanism. The housing held a brush pad and the filter itself held a ratchet mechanism connected by a rod to the clutch pedal, every time the operator depressed the clutch the rod would give half a turn of the filter element. This made the element inside rotate against the brush pad and scrub off any accrued sludge that could be drained out at day's end. Imagine how many times that clutch pedal would be depressed through the course of a working day. This was a real innovation that no doubt prevented many gummed up oil filters that would lead to bearing failure in other engines. The sump was an integral part of the engine block and held a more than ample 25 litres of oil. The fuel injection pump was supplied by the Robert Bosch Company, an inline type pump that was base mounted on the righthand side of the engine and driven from the rear timing gears by an external drive coupling. The front of the fuel pump incorporated the governor that regulated the engine speed set by the operator from a foot accelerator. Inside the pump/governor housing was a set of drive gears -- the driven gear rotated a set of weights which in turn, pulled on a pivot linkage that operated a regulator rod (or rack) to the pump plungers. Any variance in load either from the operator opening the throttle or change in terrain would cause the governor to pull on the regulator rod and allow more fuel to be delivered to the engine. With a cylinder bore of four and three quarter inches and a piston stroke of six and three quarter inches the three cylinder engine gave a displacement of 352 cubic inches and developed a rated 35 horsepower on the drawbar and 50 horsepower on the belt pulley at a steady 1300rpm. This alone made it one of the most powerful wheel type tractors in the world at the time of introduction. Starting the big beast was enabled by electric starter motor aided by glow plugs or ignition papers for pre-heating but most used a novel compressed air system to turn the engine over. It took at least 25 atmospheres of compressed air to successfully start the three cylinder engine and this was stored in a large tank mounted either across the rear of the platform under the drivers seat, or alongside the righthand mudguard beside the operator. It was necessary to charge the air tank externally for the very first starting attempt after which the engine was first decompressed by the lever on the engine, hand cranked until each fuel injector was heard to prime and a pointer lined up to a mark on the coupling shaft to the fuel pump. The compression lever was then reset ready for starting. Should the engine use self igniting ignition papers for pre-heating, they were screwed into the cylinder head at this time. The operator would then open the air valve on the tank, set the throttle and pre-heat the electric glow plugs until an indicator came on (in the case these were fitted) and then all that had to be done was to pull the air start lever on the control valve. With the air control valve lever opened, compressed air was timed to be admitted through one way valves in the cylinder head to cylinders one and three to power the engine 22 Tasmanian Country Friday, March 11, 2011 TRACTOR TRAGIC CHALE ANGUS BULL SALE APRIL 12TH 2011 Pre-Sale Inspections Welcome Enquiries and Catalogue Requests JOHN WEAR PH 63973231 firstname.lastname@example.org 2025621-110311 Direct Importing agents and Manufactures PH Rob Ikin 6334 5600 or 0408 131 692 • USA manufactured premium pivots, micro pivots & linears • Irtec Quality hardhose irrigators • Electric and Diesel Pump Sets • Pipes and fittings SAVE $$$ Buying direct from us without compromising on Quality & Service 122 Boomers Road Launceston, 7250 www.vdlirrigation.com.au 2042952-110114
March 3rd 2011
March 17th 2011