HOËVELD VETERAAN TREKKER EN ENJIN KLUB HIGHVELD VINTAGE TRACTOR AND ENGINE CLUB. Nuusbrief

HOËVELD VETERAAN TREKKER EN ENJIN KLUB HIGHVELD VINTAGE TRACTOR AND ENGINE CLUB www.savtec.co.za Nuusbrief 01-2014 Komiteelede 2014 Voorsitter Ondervoorsitter Sekretaris Tesourier Gekoöpteerde komitee Veiligheidsbeampte Bibliotekaris Partestoorbeampte Beoordelingsbeampte Plaasfees reëlingskomitee Trekker speletjies Start- up ko-ordineerder Ploegland Wa-ritte Baal Dors Inligting tent Afkondigings Program bestuurder Streeksverteenwoordigers Pretoria Streek Suid wes streek Suid Streek Suid Oos Streek Oos Streek Noord Streek Mark Hohls Jan Prinsloo Charlie Crawford Thomas Jenkinson Hennie Swanepoel John Fee Nic Stroh Frans Pretorius (Trekkers en Enjins) Petrus Nel/ Torsten Löwe/ Hans Prinsloo Theo Vermaak/ Jan Ferreira/ Dick Kerslake/ Lourens Meyer/ Paul Otto Louis Boshoff/Petrus Nel/ Koos Smit/ Brian Ilsley Breyten Cloete /Sagrys Celliers WPLM Hentie Slabbert/ Brian Ilsley Koos Jooste/ Pieter Hansen/ Henk Bührmann Thomas Jenkinson Hans Prinsloo/ Frans Pretorius/ Petrus Nel Mark Hohls/ Jan Prinsloo Jan Prinsloo Fritz van der Merwe Hein van Niewenhuizen Kobus Slabbert Rudi Nysschen Paul Otto 1

Woord van die voorsitter Intussen is ons almal baie besig met die restoureer werk en almal het Kersfees vergeet! Hierdie jaar het ons weer verskeie byeenkomste beplan en ek is seker daar is vir ieder een iets op die spyskaart! Ek wil julle nou al moed maak om die Plaasfees by te woon op 6 September en dit weer ŉ sukses te maak. Onthou daar is baie hulp nodig met die voorbereidings asook op die dag van die skou. Elke hand wat kan help sal waardeer word! Verder meer, wil ons graag ŉ enjin dag met trekker rit kombinasie probeer- ek is seker ons sal op die uitkyk wees watter trekker sal gaan staan! Ons wil ook graag hierdie jaar poog om as klub van die groot enjins by die museum te takel en aan die loop kry. Hier ook moedig ek julle aan om die werksdae by te woon en die span gees te geniet. Die wipplank was laas jaar iets nuut, en was vir sekere lede ŉ uitdaging om te probeer! Hierdie jaar soek ons die wipplank kampioen! Ons is ook op Facebook Gaan loer gerus in by ons groep - Hoeveld Veterane Ek wil graag die lede wat die wonderlike bydrae lewer vir die Nuusbrief van harte bedank en terselfde tyd almal ook aanmoedig om restourasie stories of enige interessant inligting vir my aan te stuur sodat ons dit in die nuusbrief kan sit. Veteraan groete, Mark 2

Klub Sake Nuwe Lede: Ons heet Clive King, Ivan de Clerk en Jeanette Sprinkhuizen hartlik welkom by die klub. Lief en Leed Die trou klokke het vir ons ondervoorsitter op 22 Maart gelui! Baie geluk aan Jan en Rozanne Prinsloo! 3

Te Koop/ Gesoek Laat asseblief vir die Sekretaris/ Voorsitter weet of jy ŉ item hier wil adverteer! Te Koop: Enige adverteerders moet asseblief die sekretaris in kennis stel Gesoek: Lugfilter, oliebad en vliegwiel deksel vir ŉ John Deere 60- Torsten Löwe Verkoeler vir Allis Chalmers WD45- Petrus Nel John Deere 40 Enjin parte- Mark Hohls Algemeen Indien daar enige lid is wat kan help om met die vervaardiging van ŉ trekker sleë te help, tree asseblief met die voorsitter in verbinding. Gustav van der Westhuizen het enige willige hand nodig om te help met die WPLM enjin restourasie projek. Kontak hom gerus om jou bydra te lewer by 079 167 7761 Vir diegene wat kan bydrae lewer aan die Databasis, onthou asseblief om Torsten Löwe besonderhede van verskaffers waarvan medelede gebruik kan maak tydens hulle toerusting restourasie te stuur. Kontak hom asseblief met besonderhede van verskaffers wat jy aanbeveel! (Sel 082 595 6993 of e-pos aan t-loewe@hotmail.com) Tubestone TLC Ons is nou as HVTEK op die Tubestone TLC program geregistreer. Dit is ŉ sisteem waar ons punte verdien met elke koop van BKT bande. Hierdie punte kan later die lede baat met afslag. Dit is nie nodig dat elke lid ŉ TLC kaart besit nie. Wanneer enige lid van die Klub BKT bande aankoop, moet hul slegs die volgende doen: Koop BKT produkte van enige deelnemende TLC handelaar Skryf die TLC kaartnommer op die faktuur Faks die faktuur na 021 510 3424 of epos na tlc@tubestone.co.za Die TLC punte word dan op ons TLC rekening 4

Betaalde lede 2013 (soos op 01. 04. 2014): 5

Betaalde lede 2014 (soos op 01. 04. 2014): Betaal asseblief julle ledegelde- hierdie bydra is nodig dat die Klub kan funksioneer Julle kan dit in die volgende Bank rekening in betaal ABSA Tjekrekening Tak kode 632005 Rekening Nommer 4051 695 230 Verwysing: lid se Naam en Van Bedrag- R150 per jaar Vir enige navrae kontak gerus die Tesourier. 6

ALLIS CHALMERS wiel Trekkers Edward Phelps Allis koop in 1857 die Reliance Works wat sy ontstaan het uit die Decker en Seville Works wat meulstene, saagmeulens en stoomenjins vervaardig het. Allis stig in 1861 die E.P Aillis Maatskappy en koop die Bay State Ironworks wat ŉ staalgietery bedryf en ook staalpype vervaardig. Allis tender suksesvol om pype te voorsien aan Milwaukee Water Works. Allis voorsien 2600 ton pype, en voorsien ook die stoomaangedrewe pompe vir die Water Werke. Die dood van E.P Allis is in 1889. Edwin Reynolds is nou die hoof van die Maatskappy. William J Chalmers van Frazer en Chalmers, en Edwin Reynolds van die Allis Maatskappy stig op 2 Mei 1903 die firma Allis- Chalmers Company. Allis Chalmers Company in samewerking met die volgende groepe Frazer en Chalmers, Gates Iron Works, en Dickson Manufacturing Company, neem hulle oorname van Bullock Engineering and Electrical in 1904. In 1906 neem hulle ook Christensen Engineering oor. In 1912 bevind Allis hom in finansiёle moeilikheid, maar hieruit ontstaan die Allis- Chalmers Manufacturing Co. onder die bekwame bestuur van Generaal Otto Falk wat duur tot sy aftrede in 1932. Falk bestuur die Maatskappy in die rigting van vervaardiging van landbou toerusting. Vyf maatskappye wat landboutoerusting vervaardig word gekoop soos:- Monarch Tractor Corporation, La Crosse Plow Co, Stearns Engine Co, Advance Rumely Thresher Co, Birdsell Manufacturing Co. In 1914 bou Allis sy eerste trekker. [Legende- Alle gegewens in duim ( ) en Perdekrag (Pk)] Model 10-18 van 1914-1923 Hierdie trekker se enjin bestaan uit 2 Silinders teenoorgestel van mekaar, horisontaal gemonteer met 5 ¼ boor x 7 slag. Die enjin is dwars gemonteer in die raamwerk. Die ratkas het een voor en een trurat. Brandstof was Petrol- Paraffien. Die trekker weeg 4800lbs en het twee groot wiele agter en een klein wiel voor maar loop in lyn met die agter wiel- dus loop die voorwiel in die ploegvoor. Die trekker was Groen. 2700 eenhede word vervaardig. Model 6-12 van 1915-1926 Dié model het twee groot staal wiele voor waarop die enjin, ratkas en ewenaar gemonteer is. Die verlengstuk vanaf die enjin na die klein staal agterwiele vorm die trekker se raamwerk. Agterop is die sitplek, stuurwiel en nodige hefbome. Implemente word geheg tussen agter en voorwiele. LeRoi enjin model 2-C met 4 Silinder 3 1/8 x4 1/2 boor en slag. Dit is ŉ syklep enjin. Die kraglewering by die trekstang was 6Pk en op die bandwiel 12pk. Kleur is groen met rooi wiele. Die trekker kan vergelyk word met ŉ Moline Universal. 7

Allis Chalmers 6-12 Model 15-30, 18-30, 20-35 8

Model 15-30 van 1918:- ŉ heel nuwe ontwerp, twee groot staal wiele agter en twee klein staal wiele voor. Die model word later die 18-30 en nog later die model 20-35 wat ŉ groot en duur trekker was met ŉ massa van 2800Kg. Allis Chalmers 18-30 9

Allis Chalmers 20-35 Model E 25-40 van 1929 tot 1930 Die model vervang die 20-35. Lig groen verfwerk met rooi strepe langs die verkoeler. 4 Silinder 4 ¾ boor x 6 ½ slag enjin. 3000kg massa. Model 12-20 van 1921 Midwest enjin, 4 silinders van 4 1/8 x 5 ¼ enjin, massa is 2070Kg. Slegs net 1705 eenhede vervaardig. Model 15-25 vervang die model 12-20 In 1928 staak Ford die produksie van die Fordson trekker in Amerika en n groep van 30 handelaars, sommige selfs Fordson handelaars besluit om hul eie trekker te bou. Allis Chalmers word as aandeel houer genader om die trekker te bou. In 1929 word die United Tractor and Equipment Corporation gestig. Die model United word nou vervaardig, maar die United Tractor kom gou tot sy einde, weens die wêreldwye finansiёle krisis. Allis Chalmers verkoop die trekkers as die Model U. Model U 1929-1949: 1929: Toegerus met ŉ Continental syklap enjin. 7404 word gebou tot 1932. 1933:- nou toegerus met ŉ Allis Chalmers enjin model UM. 4 silinders van 4 3/8 x 5 boor en slag. Die model lewer 33.18Pk teen1200 opm Allis Chalmers gebruik nou die model UC enjin met Zenith vergasser (model K5) en Bendix Seintilla Magneet. Daar word net 1268 eenhede verkoop. Die UM enjin word tot 1941 gebruik. 20 000 van hierdie modelle word gebou. Die trekkers word nou geverf in die Oranje Pers kleur. Die Model U word nooit gemoderniseer nie. 10

Allis Chalmers U Model UC: Die model UC is ŉ rygewas trekker- dieselfde as die model U. Die model word ook soms die All- Crop genoem. In 1930 begin Allis Chalmers eksperimenteer met lugbande. Die Model U word verander om lugbande te gebruik en die transmissie word aangepas om ŉ hoëspoed te bereik. 1930:- Die renjaër Ab Jenkins toets ŉ Model U en behaal ŉ spoed van 105km/h April 1932:- Firestone Vliegtuigbande groote 48 x 12 teen ŉ druk van 15 lbs. Word op ŉ Model U gebruik. 17 September 1933:- Barney Oldfield toets ŉ Model U op lugbande en behaal ŉ spoed van 64.28 mpu (103km/h) 1935:- word ŉ Model UC rygewas trekker met lugbande in Nebraska getoets. Toets Nr. 238. 1934:- Die Model WC trekker word vervaardig en ontwerp om lugbande te gebruik. Dit was die eerste produksie trekker met lugbande! 11

Allis Chalmers UC Model WC 1933-1948: Dit was ŉ rygewas model met ŉ 4 silinder Allis enjin van 4 X 4 boor en slag teen 1300opm wat 24pk gelewer het. Die model se ratkas word toegerus met 4 voor en 1 trurat. Die gewig van die WC model was 3270lb en was in die Oranje pers kleur geverf. In 1938 is hy gemoderniseer. 12

Allis Chalmers WC Model WF 1940-1951: Dit was ŉ standaard model, 4 silinder Allis enjin van 4 X 4 boor en slag. Teen 1300opm lewer dit 24pk. Ratkas met 4 voor en 1 trurat. Die gewig van die WF model was 3270lb en daar is net 8000 eenhede vervaardig. Beide model WC en WF saam, word daar 178 000 eenhede verkoop. Allis Chalmers WF 13

Model A 1936-1942: Dit was ŉ standaard model, ŉ groot 4 skaar trekker, vier silinder Allis enjin van 4 3/4 X 6 1/2 boor en slag @ 1000opm. Die model is met staal wiele vervaardig en weeg 7120lb. Dit is nie gemoderniseer nie. Daar is net 1200 eenhede vervaardig. Model RC 1939-1941: Dit was n rygewas model wat die Model WC se onderstel en transmissie gebruik het met die B en C se enjin. Vier silinder Allis enjin van 3 3/8 X 3 1/2 boor en slag teen 1500opm. Model C 1941-1948: Dit was ŉ rygewas trekker met ŉ 4 silinder Allis enjin van 3 3/8 X 3 1/2 boor en slag teen 1500opm. Daar is 70 000 daarvan vervaardig. Allis Chalmers C Model CA 1948-1951: Die Model CA vervang die Model C trekker en het ŉ 4 silinder Allis enjin van 1650 opm. Dit is met ŉ drie punt hidrouliese hyser vervaardig- twee arms koppel na die bopunt van die trekker en een arm na die onderpunt. Die model het meganiese verstelbare agterwiele gehad. Daar word 38 618 eenhede vervaardig. Model B 1937-1957: Die Model B is ŉ standaard model met ŉ Allis enjin van 16.3 Pk. Hy het 3 vorentoe en 1 trurat. Die latere modelle het met 4 vorentoe en 1 trurat uitgekom. Hierdie trekker word in die VSA vervaardig. Daar word 127 186 vervaardig! 14

Allis Chalmers B Model B 1948-1957: Die Model B word nou in Engeland vervaardig met ŉ 4 silinder Allis enjin van 19.5 Pk Model D270: Dit vervang die Model B in 1954. Die Engelse standaard model was ŉ 4 silinder 24 Pk enjin. Die ratkas was toegerus met 4 vorentoe en 1 trurat. Was ook beskikbaar in Diesel. Model D272: ŉ Standaard Model wat die Model 270 vervang. Die 272 gebruik nou ŉ 3 Silinder Perkins enjin. Hierdie model was gemoderniseer en het nie meer soos ŉ Allis Chalmers gelyk nie. 15

Allis Chalmers D272 Model WD 1948-1953: Hierdie Model was ŉ rygewas trekker met dieselfde enjin as die model WC behalwe dat die enjin toere opgeskuif is na 1400opm. Die model was toegerus met ŉ 4 silinder 4 x 4 boor en slag enjin wat teen 1400opm 34Pk gelewer het. Sy ratkas het ook 4 vorentoe en 1 trurat gehad. Hy het uitgekom met ŉ aftakas met eie koppelaar, meganies verstelbare agterwiele, Hidrouliese Hyser en ŉ Torque Booster vir meer enjin krag. Daar word 131273 eenhede vervaardig. Model WD45 1955-1957: Hierdie Model vervang die model WD. Dit was ŉ rygewas met hoë verstelbare vooras. Die vier silinder Allis enjin met ŉ 4 x 4 ½ boor en slag het teen 1400opm maksimum geloop. Die enjin het vervangbare suierhulse. In 1955 was dit ook met ŉ 6 silinder diesel enjin van 3 7/16 x 4 ½ boor en slag teen 1650 opm toegerus. (verplasing 230K ) Die WD45 het ook uitgekom met ŉ aftakas met eie koppelaar, meganiese verstelbare agterwiele, Hidrouliese Hyser en n Torque Booster. Daar word 83 000 eenhede vervaardig. 16

Allis Chalmers WD45 1953 koop Allis Chalmers die Buda enjin vervaardiger. 1955 koop Allis Chalmers die Gleaner Stroper Maatskappy. Allis koop ook Simplicity Tractors. Dit was ŉ klein 4 wiel Trekker met 2 Silinder teenoorgestelde silinders uitgerus met ŉ Onan petrol enjin, lug verkoel, elektriese model en hidrouliese hyser. Sy grassnyer was tussen voor en agterwiele. Die enjin en transmissie was oranje in kleur met ŉ grys enjin kap. Model G 1948-1955: Hierdie Model se enjin is agter gemonteer en die werktuie kon tussen voor en agterwiele gemonteer word. Die operateur kon alles voor hom sien. Hierdie model was toegerus met ŉ 4 silinder Continental Model N62 enjin met boor en slag van 2 3/8 x 3 ½ teen 1800opm. 29 036 eenhede is vervaardig. 17

Allis Chalmers G Model D10, D12 1959-1969: Hierdie twee modelle was dieselfde behalwe vir die spoorwydte. Albei modelle met hoë vooras, 4 silinder enjin met 3 3/8 boor x 3 7/8 slag. Oranjekleur, wiele en rooster room kleur. Die stuurwiel was wit. Allis Chalmers D10 Model D15 1962: 4 silinder 3 ½ x 3 7/8 Boor en slag. Die latere enjins was 3 5/8 x 3 7/8. Hierdie model was dieselfde kleur as die D10 en D12geverf. 18

Allis Chalmers D15 Model D17 1967: 4 silinder petrol of LP Gas (Vloeibare Petroleum Gas) enjin of 6 silinder diesel enjin van 226k inhoud. Traction booster, Power Director Clutch, Allis Chalmers power crater enjin. Die trekker was ook Oranje in kleur, room wiele en rooster en stuurwiel swart. Allis Chalmers D17 19

Model D19 1961-1963: Petrol, LP Gas of diesel enjin met Turbo. 262k inhoud. Bandwiel 71Pk, en toegerus met Hidrouliese hyser. Oranjekleur, wiele en verkoelerrooster room kleur met die stuurwiel wit. Allis Chalmers D19 Model ED40 Depthomatic 1963: Diesel enjin, 138K inhoud wat elektriese warm maak proppe gehad het (glowplugs). Hy was toegerus met hyser, Oranje in kleur, room wiele en rooste en stuurwiel swart. Model D21 Reeks II: Allis model 3500 enjin met Turbo lewer 127Pk teen 2200 opm. 420k verplasing. Die droë lugfilter waarmee die trekker toegerus was, was n Allis eerste! Die trekker weeg 9700lbs (4409 Kg) Einde 1960: ŉ Nuwe reeks word uitgebring naamlik die 175, 180, 185, 190 en 190XT Die model 180 is tussen 1968 en 1973 vervaardig- dit was ŉ 4 ploeg trekker in Petrol of Diesel met ŉ 6 silinder enjin met 3 ¾ boor en 4 slag. 20

Mode A 1800:- n diesel model met 64 Pk Die modelle 70, 7040, 7060 is in 1970 vervaardig en was in die Oranje kleur met room wiele. Hulle was toegerus met ŉ bestuurders kajuit. Die laaste Allis Chalmers trekker wat vervaardig is was die Model 7060 in 1985. 21

Die ou modelle nou vervang met D Modelle wat standaard modelle was. Dit is onwaarskynlik dat hulle na Suid Afrika uitgevoer is. Allis Chalmers eksperimenteer ook met hidrouliese aandrywing op voorwiele. 1974: Allis en Fiat in samewerking in konstruksie masjinerie. Daar Allis die miderheid aandele het, het Allis in 1957 verdwyn 1980tigs ondervind Allis se landbou afdeling probleme die een na die ander. Op 29 Maart 1985 verkoop Allis Chalmers sy Landboutoerusting Maatskappy aan Klöckner- Humboldt- Deutz van Duitsland. Allis Chalmers trekkers wat nog in voorraad was is voorsien met Deutz- Allis plakkers en so verkoop. Die kleur het ook verander na Deutz groen. In 1992 is die Allis- Gleaner Company gestig, kortweg genoem AGCO. AGCO bekom die belange van White New Idea Equipment Co., en van Deutz- Allis. In 1932 het Allis Chalmers ook Kruiptrekkers gemaak (Monarch). Die modelle soos die Model L, KO, LO en later met GM Diesels Die skrywer, wou graag ŉ bydrae lewer vir die Hoëveld Veteraan Trekker en Enjin Klub. Verskeie bronne is geraadpleeg afkomstig van Engeland, VSA en Nieu-Seeland. Bronne se datums verskil ook dikwels. Enige kommentaar is welkom. Redigering is deur Hans Prinsloo en Mark Hohls gedoen. 22

AS ROIKAPPIKI VANDAG 'N TIENER WAS As Roikappiki vandag n tiener was. deur Dana Snyman Eendag lnk, lnk glede wa da i meisiki. Ha naam wa Roikappiki. Sy en ha ma en ha pa bly in i hys lngs i bos. Ha ouma bly ok naby hille, mar anni anniknt vanni bos. Op i dag tu sê Roikappiki se ma vi ha: Roikappiki, di ga hektiek me Ouma, sys lonely en depro. Vat vi ha snacks en ga visit ha en chat me ha. Cool, sê Roikappiki. Ek luv Ouma. Ouma is gr8. Passop nt vi perverts inni bos, sê ha ma. Muni vanni paiki af ganni. Relax nt, Ma. Ok? sê Roikapiki vi ha ma. Ek sa fine ws. Tu trek Roikapiki ha cool roi jas en kappi an, en grut ha ma: Luv, Ma. Mwah! Mwah! Tu va Roikappiki di manki mt ha Ouma se snacks en stap oppi paiki inni bos in. Sy sie alli pretty blmme inni bos en plk vi ha ouma vanni blmme. Late tu ga sy vanni paiki af, agte di blmme an. Inni mean time cruz Wolf ok da rond. Wolf sien vi Rooikapiki en prbr ha opchat. Luv u r flowers, sê Wolf vi ha. Vi wie plk jy dit? Dit freak Roikapiki biki uit. Get lost, Dude, sê s vi Wolf. Ek ga na my ouma tu. M ouma i sk. Maar Wolf los ha ni yt ni. Jys awesome, sê hy vi Roikappiki en stp agte ha an. Kom ons ga chill biki iewers. Suk jy n spliv? Tu freak Roikappiki totally uit en hrdlp vi Wolf weg en vdwl inni bos. Cool, dnk Wolf, en ga na Roikappiki se ouma s hys tu. Hy klp anni deur. Ga wg! skr Roikappiki se ouma va binne af. Hie issi werki! Ga terug townshp tu! Jille ko steel net ons gud! Eks vanni kerk, my anti, antwrd Wolf. Ek ko vi anti bid. LOL. Roikappiki se ouma maki deur oop. Howzit, my anti, sê Wolf vi ha. Welcme to the nw Sth Afrca. LOL. Roikappiki se ouma freak soos intotally-totally-totally uit tu sy sie dis Wolf. Sy wi 911 bel, ma Wolf grp ha. Chill net, my anti, sê Wolf vi Roikappiki se ouma, en goi ha inni kas. Tu trek hy Roikappiki se ouma se pjms an en klm i ha bed en wa vi Roikappiki. Roikappiki suk en suk en kry ltr wee di paiki yt di bos yt. Sy ko by ha ouma se hys an. Dis funny, dnk sy tu sy sie di deur is oop. Tu sy inni kamr ko, sie sy ha ouma is inni bd. Maar ha ouma lyk biki uitgefreak. Ah-we, Ouma, grut sy. Is ouma fine? Eks fine, antwrd Wolf. Ek chill net biki hie inni bed. LOL. O, cool, sê Roikappiki. Maar hukom i ouma se ore so grt? Om beter te ka hr, my knd, antwrd Wolf. Awesome, sê Roikappiki. En hukom i ouma se o so grt? Om beter te ka 7de Laan kyk oppi TV, my knd. En hukom is ouma se mnd so grt? Tu sprng Wolf uit di bed. Wolf wil vi Roikappiki rpe, ma Roikappiki hrdlp by di hys yt, en skr: Hlp! Hlp! Hlllppp! Da naby inni bos is n houtkppr besig om bome af te kp mt sy byl. Hy hr vi Rooikappiki skr en storm op Wolf af. Tu kap hy vi Wolf met sy b. Wolf val oppi grond, dood. Ons mut vanni lyk ontslae rk, sê die houtkppr vir Roikappiki. Anrs ga ons trnk tu. Dissie mee sos innie ou dae ni. Tu vat Roikappiki en die houtkppr vir Wolf en goi hom inni rivr. Thanx, Dude, sê Roikappi vi di houtkppr tu hille kla is. Jys amazing. Hulle gan tu trug na ha ouma se hys tu. Da kry hul tu ha ouma inni kas. Hulle haal ha uit. Nou sal n koppi tee dam lekkr smaak, sê Roikappiki se ouma tu en stp na di kombuis tu. Tu is als wee cool. (;-) [...en as ons dit nie verstaan het nie moet dit miskien by die volgende vergadering n agenda punt wees!!] 24

THE HOT BULB ENGINE John M Fee Herbert Akroyd Stuart established the concept of this engine towards the end of the 19th century, and the first prototypes were built in 1886. Richard Hornsby and Sons of Gratham, Lincolnshire, England started production in 1891 under license titled Hornsby Akroyd Patent Oil Engine. The German emigrants Mietz and Weiss later developed it further in the United States, combining it with the two-stroke engine developed by Joseph Day. The Bolinder and Pythagaras engine factory in Sweden built similar engines for agricultural and marine use. The great attraction of this engine was its economy, simplicity (only three moving parts, the piston, connecting rod and crankshaft) and ease of operation compared to the steam engine, which was the dominant source of power at the time. The hot-bulb engine was simpler to construct and operate and needed no full-time person to attend to it, with a governor to control the engine speed and a suitable lubrication system, the hot-bulb engine could be left running for hours at a time. A very essential part of the engine, was the combustion chamber or the vaporizer also known as the hot-bulb, from whence the engine name. The combustion chamber is usually mounted on the cylinder head, connected by a narrow passage. When starting, the combustion chamber is heated by an external flame, such as a blow-lamp or a slow-burning wick until red hot. The fuel is sprayed into the chamber and when it comes into contact with the hot chamber wall, it atomises and ignites, in the case of the Lanz the engine is rocked, back and forth, by means of the steering wheel, which has been detached from the steering column and is attached to the flywheel. This is repeated until the engine fires. Once the engine is running, the chamber is heated by the combustion. When the engine is running the blow-lamp or other heat source can be removed. The pre-heating time depends on the engine design, the type of heating used and the ambient temperature, but generally ranges from 2 to 5 minutes. The hot-bulb engine can be run on cheaply available fuels, since the combination of vaporizer and compression ignition, meant that such fuels could be made to combust. Fuel oil similar to modern-day diesel was the usual fuel used. Natural gas, kerosene, paraffin, crude oil, vegetable oil or creosote could be used, some even ran the engine on used engine oil. There were limitations and disadvantages also with the hot-bulb engine. The design of the engine was such that it could only run in the narrow-band of 50 to 300 rpm. Its lengthy pre-heating time was a definite disadvantage, but found favour mainly with users who needed engines to run for long periods of time, such as fishing boats, pumping and drainage duties. Most hot-bulb engines were produced as one-cylinder, slow-speed, two-stroke, crankcase scavenging units. A supply of lubricating oil must be fed to the crankcase to lubricate the crankshaft bearings. Since the crankcase is also used to supply air to the engine, some engines such as the Lanz have a reed valve to assist with the drawing of air into the crankcase.the engine s lubricating oil is carried into the cylinder with the air change, burnt during combustion and carried out of the exhaust. The oil carried from the crankcase to the cylinder is used to lubricate the piston. This means that a two-stroke, hot-bulb engine will gradually burn its supply of lubricating oil, a design known as a total loss lubricating system. There are also designs that employ a scavenge pump or similar to remove oil from the crankcase and return it via a non-return valve to the lubricating oil reservoir. The Lanz hot-bulb tractors and their many imitations had this feature. In addition, if excess crankcase oil is present on start up, there is a danger of the engine starting and accelerating out of control to well past the rpm limits of the rotating and reciprocating components, which can result in the destruction of the engine. There is usually a stopcock that allows the draining of the crankcase before starting. One of the quirks of the hot-bulb engine is that it can run equally well in both directions, which in certain applications can be used to advantage. 25

The operating sequence of the engine At start of the cycle, the piston is at the bottom of the stroke As the piston rises it draws air into the crankcase through the Inlet Port at the same time, fuel is sprayed into the vapouriser The air on top of the piston is compressed into the vaporizer, where it mixes with the atomised fuel and ignites The ignition of the fuel mixture drives the piston down the cylinder As the piston descends it first uncovers the Exhaust Port, the pressurised exhaust gases flow out of the cylinder a fraction after the Exhaust Port is uncovered The descending piston uncovers the Transfer Port The piston is now pressurising the air in the crankcase, which is forced through the Transfer Port, and into the space above the piston Part of this change of air is lost out of the still open Exhaust Port, to ensure all exhaust gases are cleared from the cylinder, a process known as scavenging The piston now reaches the bottom of the stroke and begins to rise again drawing a fresh charge of air into the crankcase and completing the cycle Reference to above: Internet Hot bulb engine - Wikipedia 26

Petrus Nel rocks the engine, while Louis Boshoff is busy heating the bulb of the Lanz The engine has fired, and Louis Boshoff looks on in admiration TRACTORS USING THE HOT-BULB ENGINE LANZ BULLDOG (GERMANY) The most well known tractor ever built using the Hot-Bulb engine was the Bulldog. Manufactured by Heinrich Lanz AG in Mannheim, Baden-Wurttenberg, Germany in 1921, designed by Dr Fritz Huber. The Bulldog was an inexpensive, simple and easily maintained tractor, due to its simple single-cylinder, horizontal, two-stroke hot-bulb engine. The initial engine had a capacity of 6300cc which produced 12 hp, but as the Bulldog evolved, the engine capacity increased to 10300cc producing 55 hp In 1956 John Deere purchased Lanz and started using the name John Deere Lanz for the Lanz product line. A few years later the Bulldog was discontinued and the Lanz name fell away. The Bulldog was one of the all time popular German tractors, with 220,000 of them being built during its long production life. The Lanz was the most successful tractor in its time, having a subsidiary factory in Spain (Lanz Iberica), tractors being built under licence in France. Copies being built in Australia, Poland and Argentina. Similar tractors being built in France, Italy, England and Sweden. LANZ IBERICA (SPAIN) Lanz opened a subsidiary factory in Spain, shortly before John Deere purchased Lanz. The subsidiary was known as Lanz Iberica S.A and was situated at Getafe, near Madrid, they built the bigger 34 hp Lanz. Production continued until 1963. During 1956 and 1963 a total of 17,100 tractors were built. 27

LE PERCHERON (FRANCE) A licensed copy of the Lanz Bulldog HL, with an engine capacity of 4800cc which produced 25/27 hp, was built in Colombe, France. These were manufactured between 1939 and the end of 1956, and approximately 3700 units were built. K. L. BULLDOG (AUSTRALIA) The K.L.Bulldog was produced by Kelly and Lewis of Springvale, Victoria, Australia between 1948 and 1952 when 860 were produced. URSUS (POLAND) Ursus was founded in 1893, and the first tractor they produced was a copy of the International Harvester Titan 10-30.. They started to manufacture a copy of the 45hp Bulldog at the ZMU factory (Zaklady Mechanieze Ursus) in Warsaw, Poland from 1947 and discontinued production in 1965, during which time some 55.000 of these tractors were produced. The first model was refered to as the C-45, which was replaced by the C451 in 1957. EL PAMPA (ARGENTINA) The El Pampa was a copy of the 55hp Bulldog, produced by Industrias Aeronauticas y Mechanicas del Estado in Argentina, in 1951, and had a badge in front which read IAMF. This was changed to read DINFIA as the tractor was later produced by Direccion Nacional de Fabricaciones e Investigaciones Aeronauticas. A total of 3,760 Pampas were produced from 1951 to 1969. LE ROBUSTE - HSCS (HUNGARY) The Bulldog inspired other European tractor manufacturers to produce hot-bulb engines during this period, such as the British company, Clayton and Shuttleworth, who sold its Hungarian interests to Hofherr and Schrantz, to become Hofherr-Schrantz- Clayton and Shuttleworth. Between 1926 and 1956 they produced tractors with singlecylinder, hot-bulb engines with cylinder capacities ranging from 14800cc to 15000cc. In the 1930 s the long awkward name was dropped in in favour of the French le Robuste. The K40 with a 250mm bore by 290mm stroke (14800cc) engine developed 40 hp, and was produced from 1929 to 1938. The K50 was introduced in 1928 with apparently the same 250mm bore by 290mm (14810cc) engine running at 500 rpm to develop only 30hp. In 1935 the cylinder capacity was increased to (15000cc) which developed 55 hp Lanz acquired HSCS in 1938, but concentrated on building the Bulldog. SF VIERZON (FRANCE) The Societe Francaise Vierzon entered the tractor market in 1935 with a machine not unlike the Lanz Bulldog. Despite World War II, the company endured until 1960. Top of the SFV range was the formidable 551 with a cylinder of 225mm bore and a stroke of 260mm. GAMBINO (ITALY) No details appear to be available for this tractor. There are references to the tractor however, which must have been very rare and only a handful ever produced. ORSI (ITALY) Pietro Orsi and Figlio founded the company, back in 1881, where they started making small farm tools and ploughs in Tortona, Italy. 28

Luigi, the grandson of Pietro was the first to investigate the production of a tractor, and was instrumental in pushing the production of a hot-bulb engined tractor. The 1950 Argo, powered by a horizontal, single-cylinder hot-bulb semi-diesel engine of 11277cc produced 60 hp at 670 rpm. BUBBA (ITALY) The Bubba firm was established by Pietro Bubba in Santimemto, northwest of Piacenza in the region of Emilia, Italy Where he earned his living operating a foreign- built cereal thresher, which he went on to produce.. The complete Bubba tractor was designed by Ulisse Bubba, the grandson of Pietro, and was at least two years ahead of its competitors, Landini and others. The tractor was powered by a two-stroke, singlecylinder engine with a 240mm bore by 260mm stroke (11756cc) capacity, with hot-bulb ignition, which developed 20 hp at 500 rpm. In 1964 the company was sold to the American tractor manufacturer White BOLINDER- MUNKTELL (SWEDEN) Munktells Mekanista Verkstad AB was established in Eskilstuna, Sweden by Johan Theofron Munktell in 1832, The company of J and CG Bolinders Mekanista Verkstad was established in Stockholm, Sweden in 1845. The two companies merged in 1932 to become AB Bolinder-Munktell (BM). Both companies had produced steam engines, but from 1902 the brothers Bolinder had produced the two stroke, hot-bulb engine,and achieved worldwide fame for their marine engines. Munktell had produced agricultural tractors from 1913. The first tractor built by the partnership, the Model 25 of 1935, was powered by a 5300cc, twin-cylinder, two-stroke hot-bulb engine. (A good example of a two-cylinder hot-bulb, can be seen in a Munktell in the Willem Prinsloo Agricultural Museum). From 1939 to 1945 the BM2 was built, which replaced the Model 25, this was followed by the BM3 and BM, all with hot-bulb engines. The company was later bought by AB Volvo and in 1973, became Volvo BM AB. In 1946 the first tractors were built under the Volvo brand name, and had four-cylinder kerosene engines, while the BM tractors still had the two-stroke hot-bulb engines. The BM range with the hot-bulb engines was dropped in 1952. Munkell model unknown, in the Willem Prinsloo Agricultural Museum. Note the two-cylinder Hot-Bulb engine LANDINI (ITALY) Giovanni Landini founded his company in 1884 to make agricultural equipment. Landini died in 1925 just as the company was preparing its first 29

prototype tractor. His sons saw the prototype through, and in 1925 they unveiled their Model 30 which had their own version of the hot-bulb engine, which was known as the hot-head or hot-ball engine. It was an engine of 11770cc capacity and produced 25 to 30 hp. This was superseded by the model 40 in 1932. The SL50 or better known as the Super Landini appeared in 1935. The engine of which was 240mm bore by 279mm stroke (12200cc) producing a maximum power of an impressive 48hp at 620 rpm, making it the most powerful European tractor of the day It was started similar to the Lanz, and could always be relied upon to start (although several tries were necessary). Following the success of the Super Landini, they produced a smaller model, the Velite or Velite VL30 which had a two-stroke, 200mm bore by 230mm mm stroke (7222cc) engine producing 30 hp. Some 3,500 Velite VL 30 s were produced between 1935 and 1958. In 1941 Landini produced a tractor especially designed for ploughing, with its 40 hp engine. The tractor was called the Bufalo (Italian spelling for Buffalo). This tractor was not popular and only 180 were ever sold, when production stopped in 1958. Fortunately the Bufalo made it possible for Landini to develop the classic L45 tractor. This was considered throughout the world as the best hot ball ever designed and 2,500 were produced until 1958 TRACTORS REQUIRING A PRE-HEATED ENGINE MARSHALL (ENGLAND) Marshall, Sons and Company, was founded in 1848,based in Gainsbourgh, Lincolnshire, England, and were noted for their steam engines, traction engines and steam rollers. The Marshall was inspired by Lanz, in 1929 they launched a unique new two-stroke, single cylinder diesel tractor, the Model E (15/30). This was followed after World War II by the Series I, which retained the same one-cylinder engine of 4419cc, but ran at 750 rpm and developed 40 hp. In 1947 the Series II made its debut, and Marshall merged with fellow British manufacturer John Fowler and Co, forming Marshall- Fowler, in 1949. The Series II was succeeded by the Series III with an engine capacity of about 6000cc. The Series IIIA appeared in 1952 and the engine was enhanced from 750 rpm to 850 rpm, taking the power to 45 hp. Production of the Series IIIA was stopped at the end of 1956, which was the last one-cylinder tractors to be built by Marshall. Unlike the Lanz, or other hot-bulb tractors, the Marshall was a full diesel, which ran on engine compression rather than a hot-spot, so cold starting did not involve a blowlamp to heat a bulb. A special smouldering paper wick, which contained saltpetre was inserted into the cylinder head by means of a screw-in holder in the cylinder head, and hand cranked. Later a cartridge starting system was also fitted to the tractor. A shot-gun type cartridge (no shot) was loaded into a breech on the engine s intake system, the smouldering paper wick is also placed in position, and the cartridge is fired by tapping the protrusion pin with a hammer. This puts a charge into the bore, sending the piston through its stroke, bursting into life. This method of starting if used on a regular basis, causes damage and significantly places more strain on the engine. Later versions had more sophisticated electric starting. DEUTZ F1M 414 In the mid-1930 s, Adolf Hitler gave a commission to several major German tractor manufacture, in particular Ferdinand Porsche, the designer of the Volkswagen Beetle, to design a popular, cheap, 30

economical tractor to be named the Volksschlepper (peoples tractor), using the same principles that had been applied to the Volkswagen Beetle. Unfortunately World War II disrupted all the plans for this tractor, and it was put on hold, and thus never saw the light of day. After the war several manufacturers produced their own tractors with the idea of a people s tractor, among them was Deutz, who produced the Deutz F1M 414. This tractor had a vertical, four-stroke, one-cylinder, watercooled diesel engine which developed 11hp at 1550 rpm. The engine was very economical, having a 28 litre fuel tank on which it could run for two days. Ignition required pre-heating, and cranking. The preheating was by means of a wick inserted into a metal wick-holder that was screwed into the cylinder head. Some types of wicks had to be lit by a match, but the most common type was self-ignited, resulting from the compression in the cylinder during the starting process. The most suitable fuel was diesel oil, but the engine could also run on petroleum or tar oil. The self- igniting wick. Sample wick provided by Louis Boshoff REFERENCES Tractors of Europe Andrew Morland and Peter Henshaw John Deere Tractors Don Macmillan Tractors Mirco de Set Tractors Michael Williams The Internet Hatchett Model Tractors 31