Nozzles can be divided between those for
direct, and those for indirect injection engines.
Direct injection engines normally use multi-hole nozzles, where
the holes (often 3, 4, 5 or more) are arranged in a cone, and their diameters
range from a fraction of a millimetre, to over a millimetre on really big
engines. The length of the hole also has an effect on the spray formation.
If the injector can be fitted to the engine on the centre line of the bore,
(which is not often) the cone will be concentric with the centre line of
the injector. More often, the injector is fitted to the cylinder head at
an angle, and then the holes have to be drilled in the tip so that the cone
produced by them is concentric with the centre-line of the combustion space
in the piston, which in turn often has to be offset to one side. Behind
the spray holes is a sac, and behind that is the conical nozzle valve, itself.
The valve is necessary to prevent the compression pressure of the engine
from blowing back into the fuel system. The valve normally opens with a
chatter, which helps 'atomisation', or the breaking up of the fuel into
tiny droplets. This is to ensure optimum mixing of the fuel with the intake
air, for clean burning and good fuel economy. The valve is held onto its
seat by a spindle and spring, and an adjusting screw which is used to set
the opening pressure. Opening pressure is often 
about 175 Atmospheres and the pressure in the line during the short period
of injection can rise to double this figure. Thick wall tubing is essential!
Size of injector varies from the S size, popular in our engines, through
T, U and V as the engine size increases, and by the time we're talking about
the large Marine Diesels, an injector is a heavy lift for two strong people!
(See picture of nozzle only, right)
Indirect injection engines, as described in the last issue, normally
require a nozzle with a single narrow spray. This is achieved either
as I mentioned previously, on the Lister CS, CD & CEs, with a nozzle
as described above, but with only one hole, or more normally with what is
called a Pintle nozzle. Here, the conical valve has an extension which protrudes
through the end of the flat end of the nozzle body, and the movement up
and down with the valve gives the self-cleaning effect which it is known
for. The design of this pintle and the hole through which it passes in the
body determine the angle of the hollow cone, which is sometimes up to 30
degrees, but often it is 
parallel sided, i.e. zero degrees. Certain engines (the older Land Rovers,
for instance) require an extra pilot or auxiliary hole to one side which
operates under light load conditions, and this nozzle is called a Pintaux.
(See right) Opening pressures are often lower,
in the region of 110 Atmospheres.Injectors are often fitted with inlet
filters, to prevent dirt particles bigger than the nozzle hole
size causing blockages. Older models had sieves, but in service, these
tended to break up, causing more trouble than they prevented. More often,
an edge filter is fitted to the inlet adaptor. This is an accurately
machined insert with four flats on it. Two opposite flats are open
to the inlet, and the other two to the outlet. The space between the corners
of these flats and the bore of the inlet adaptor, which is also accurately
machined, determines the size of impurities allowed to pass through.
South African News:
Nick Marsh had this to say in connection with the report from Dylan
Knott about the locomotive which might have been cut up: The
University of Stellenbosch, one of the best known seats of learning in Africa
is threatening to have steam Locomotive Class 6J 641 4-6-0 built
101 yrs ago, which was used until 1970 in work, and then plinthed at the
above University, broken up for scrap due to the inability of the
Cape Railway Museum to move it to their own premises.
I am shocked that such an organisation
can even contemplate such an event in this age of preservation, and it brings
into serious doubt whether any preservation is safe in South Africa,
if such an attitude to our past holds such little respect to the present
people in charge. Certainly I will be giving serious thoughts about any
gifts to museums, but in particular to government or quasi government organisations
who have the same attitude as Stellenbosch University.
Latest news on this subject from Dylan
Knott: The loco that had an unclear
future at Stellenbosch University w
as moved on Thursday 3 July at 09h00. Destination is Epping as the CWRMT
have been offered the loco on a permanent loan agreement and have the money
to move her. Good news indeed, but Nick has a point!
Kosie van der Merwe
from Worcester has brought home a Tangye M, 6 HP, (See
Right:) from their family farm in Loxton, Cape. This is a two-stroke
surface ignition lamp-start engine and is not the kind of engine you find
under every tree! Patrick Knight is trawling through his
information to help with the restoration, and is struggling to find much!
Kosie's brother has memories of the engine after an overhaul by his late
father. On first start up, there was a roar from the shed, and out of the
door came first the two labourers, then the farm manager, then Kosie's father,
with the engine close on his heels! The governing system is interesting:
the fuel pump cam is moved axially along the crankshaft by the governor
and is tapered. The follower is also tapered to match, so fuel delivery
is controlled by varying the stroke of the fuel pump, as described in Paraffinalia
No 20. However, the cause for the runaway may also have been an accumulation
of fuel in the sump, which should have a drain tap, as you can just see
in the picture in Patrick Knight's A-Z of British Stationary Engines, on
page 86, bottom right.
Peter Thwaites has written from Mirfield, West Yorkshire to say:
What you have is a Tangye crude
oil engine Type M, Size 6 BHP . According to the test register this engine
was tested on 14.12.1930 and the customer was Rutherford of Cape Town .
He also then said that he can supply a copy of the Instructions for
Working. He also sent a c
opy of the test report and data sheet. Test report mentions 'to exhibit
at Rosebank Show' It also states that the Rutherfords' order
number is 05616. Kosie also has a Deutz single cylinder horizontal 4-stroke,
(See Right) which is exceptional, in that
it has a sideshaft, instead of the normal push-rods, coming out of the crankcase
at the side of the cylinder. A request to Folker Streitberger,
which he passed on to the very helpful Herr Dietmar Voß
at the Deutz archive, produced a photocopy of the Archive Copy the Operating
Manual and Spare Parts List, as well as this information:
Engine
Type: MA 216, Serial No. 211 275. Year
of manufacture 1928. Made by Motorenfabrik DEUTZ
AG, Cologne, 6 HP at 700 rpm, Stroke: 160 mm. Bore: 110mm. Water evaporation
cooling. Type of ignition: High tension. Weight 216
kg. Model made from 1921 to '28. Colour: Brown-red
RAL 3011. Made for farming and (craft) workshops.
The engine, if complete, is very valuable and ranks as
a historical rarity!! Many thanks to both
people for their help!
Well, of course, the
engine isn't complete, but Kosie's going to have to find or make, amongst
other things, a piston and a conrod, and the carburettor is a sorry sight!
From Robertson, Johan
Stemmet reports that although Deon Jordaan reluctantly
sold his farm, he expressly held out the Ruston & Hornsby 5Y HR Serial
No 227514, and the corrugated shed which housed it from the sale. Deon always
said he wanted it to stay in the Robertson area, so Johan has removed it
to his workshop, where the previously removed and restored 3X HR Serial
No 181188, which has featured in Stationary Engine Magazine, has its home.
The plan is to mount the engine on the Stemmet's property in Robertson near
a river, where it will be able to pump again. Better news is that Deon is
planning to retire to a house in the next street, so he will be able to
see it running again on his doorstep!
We held our 5th Winter Warm-up at Trade Winds, the
home of Arthur Wilding's treasure trove of collectables,
on Saturday 21st June. And guess what? It rained. Again. Of course, we're
getting used to it by now. Not so bad this year, though, we had an overcast,
mild day until about 2pm, and then showers. A lot of engines kept on running,
despite the rain, but loading in the mud was fun afterwards! Two engines
stood out, in my mind, Philip & Ryan Gray-Taylor's
newly restored 1929 McCormick Deering M 1½ HP, (See Lower Right) and Derick Kleynhans'
Hercules 4-cylinder engine, off a Sunshine combine harvester. (See Right) Both of them must have got some
ideas from the up-country restorers while up at the Heritage Fair at Sandstone
Estates (see last issue)! Otherwise, it was great to see and compare the
restored International LA of Gordon Riley and the LB of
Daniel Burger. Quite different in details. Daniel also
had a Southern Cross AC and the engine it was copied from, a Wolseley on
the same trailer. Fairbanks Morse ZC's were well represented, with my little
3hp driving the egg grader, Stephen Sokolic's 7hp, and
Peter Gildenhuys brought his big 1947 8/9hp all the way
from Eendekuil. Just to complete the Z range, John McGregor
had his early ZD, the one with the big transfer
on the hopper. We spent some time tow-starting around Arthur's Ruston-powered
Aveling Barford DX motor roller, which had not run since the same occasion
two years ago. It was good to see the large contingent of Crankhandle Club
members, and to hear that Hilton Franz is busy with a Wolseley,
which he got from John Bull. Len Ward
was a great help sorting out the wiring of a generator and control box which
Derick had brought for John to put on to his air cooled Wolseley, the engine
it originally came off. Philip & Ryan also had their little Villiers
Marvil, identical to the one featured in a recent Stationary Engine
magazine; the early one with the " made in USA " Vacturi carb and strap
recoil starter. Many thanks to Arthur for allowing us to have the show at
his place!
Peter Boast
sent in a report from the Vintage Classic Restorers' stand at the Royal Show in Pietermaritzburg, included
a multi-faceted stand to cover various different interest from Stationary
Engines, Vintage Tractors and Cars, Model Collections and Museum Scenes
from a 1920 lounge and kiddies room, furnished with period furniture and
even background music... Now to what we are really interested in....
the Stationary Engines.The main exhibit which ran consistently for all ten
days was a 1923 National 22 HP which originally was the power supply for
the Greytown sawmills and op
erated by Alex Steyn who managed to get his photo on the front page
of the local newspaper, lighting up the show with " Vlam in die Pyp", the
famous flame-belching 1945 Lister D last seen at the Sandstone Heritage
Fair. (See Right)
Other
stationary engines: 1924 Villiers Model W -X11, 1930 John Deere W, 1938
Lister A with water pump, 1928 Fairbanks Morse Z with water pump, 1954
Villiers HD with water pump and a 1955 Villiers Rotavator and a 4HP
Howard Rotavator.
Various other activities took place, including two Tractor
Parades in the Main Arena with Vintage Cars. Mealies were shelled and milled
all through the days which attracted a lot of interest.The mealie meal was
then sold at R5.00 per paper brown bag (500 g) with the proceeds going to
cover the show costs.There were times when we could not get the mielie meal
in the bags quick enough to supply the demand. It was also interesting to
hear from the older folk complaining about the fine flour and mealie meal
one can only get today from supermarkets and how they longed for the
real stuff from days gone by. Thanks to all at VCR
for the fun ten days, it takes a lot to keep a stand running for that long
and congratulations on your award. The modern tractor
exhibitors across the way were also envious of the constant crowds you pulled
all the time.
Philip Gray-Taylor was in the right place at the right time,
and had his camera with him! He took some shots of the last of the
2' rolling stock being removed from Ratanga Junction Amusement Park near
Cape Town, to a more certain future at Sandstone Estates, in the Eastern
Freestate. In thanking Philip for the photos, new owner Wilf
Mole said: Many people have said these locos will never
run again. We intend to prove them wrong. Watch this space!
Fanie Fouchè in
Worcester contacted me for information on his Petter Fielding EH
Mk 1A, recently rescued from a farm in Ceres. As Patrick Knight
had kindly sent me a copy of the owners manual for mine, I was able to oblige
with a copy of that for Fanie. When we compared details, we found we have
consecutive serial numbers! He now has his running, so I'll have to get
moving faster on mine! My sleeve is with André Nel
in Worcester, and the injector is now back from Schalk du Plessis
in Parow Valley, complete with new nozzle. (He has another nozzle in stock!)
We now have members in the Cape with two DHs, two EHs, an FH and an
FH2, twin cylinder. Not bad for an engine almost unknown in the UK, where
it was made.... not by Petter, nor by Fielding & Platt, but by J&H
McLaren! (See David Edgington's article in Stationary Engine
Magazine, August 1991)
Netherlands News: Patrick Knight has once again kindly acted
as our roving correspondent, this time from Nuenen in the Netherlands:The International Stationary Engine Rally held at Nuenen,
The Netherlands is the largest engine-only rally on mainland Europe. Held
over the Whitsun Holiday Weekend Sunday/Monday 8-9 June this event now attracts
an amazing selection of engines, with many names I have not encountered
before.
The organisers,
Anton van der Cruijsen, Gerrit Jonkers and Walter van Gulik,
who run the event on a non-profit making basis, have over the years, worked
extremely hard to retain a relaxed and friendly atmosphere, something that
we here in the UK have not experienced for a number of years. This friendly
atmosphere has resulted in a steady increase in the number of exhibitors.
This year there were 186 exhibitors listed, displaying close on 400 engines.
For me, and many others no doubt, the main attraction was the sight
of six inverted vertical engines on one showground. These were two 1hp Otto
Deutz engines, (See Leo Theunissen's,
Right:) a 4hp Otto Deutz, a 1hp Durkopp and a 2hp Bromoult, all in
a line. The sixth engine, a 1/3hp Compagnie Parisenne du Gaz, was located
not far away. To have six inverted vertical engines on one site must be
a record, and one that will stand for quite some time.
With so many good
engines on display it is difficult to pick out any individual engine to
comment on, but one that did catch my eye (the largest on site) was a twin-cylinder
vertical Bronsmotor of 80bhp. (See Right:)
In addition to the engines
on display there were a number trade stalls, selling engines, spare parts,
engine literature and associated equipment. The majority of the engine being
offered for sale were in ‘as found’ condition, with many of them appearing
to be straightforward restoration projects.
Wouter van Gulik
also sent in photographs from the show, including
one of the Pater family with their collection of Hot Air
engines, and another of a large Crossley (HD?) powering a sawmill. Nice
to see the bigger engines being brought to the shows!
Australian News: Charlie
Forrest from Kempsey, NSW, reports that he's restoring a Ruston
Proctor Oil Engine, or as he says: ...perhaps more correctly, a crude
oil engine. It left England in about 1910, arrived in Melbourne and then
went up to Mackay in Far North Queensland, where it lived until its passing
away..... then it was carefully preserved and put away, waiting for some
one like me to come along and bring it back to life. Carefully preserved,
in this case meant it was dragged out into the paddock and a sheet of tin
put 
over it, covering not very much! The serial number on my engine
is 43120 and this puts it about 1910.
Hans Jensen,
owner and restorer of the Hornsby Ackroyd Split-frame, or 'girder' engine
featured in the last issue, sent some facts and figures about the engine,
along with an 'as found' picture. Looking at the pile of bits (See Right:) gives new meaning to the expression
'basket case'! He goes on to say: you may be interested in a few
specifications about Hornsby Ackroyd No 4289. Bore 12 inch, stroke 16 inch,
overall length of engine is 14 feet, height to top of chimney stack 10 foot
7 inches, weight approximately 5 tonne, 5 foot diameter flywheel, 2000 hours
spent on restoration. Take Heart!
UK News: Patrick Knight kindly sent this report on the The UK’s 1000 Engine Rally – 2003. Having had the good fortune to attended
the Australian National Rally (followed by several private collections)
and the International Engine Rally at Nuenen in The Netherlands, I
was a little uncertain what I was going to see when I attended the UK’s
1000 Engine Rally over the weekend 21-22 June. Well, I need not have worried, for the 1000
Engine Rally; the largest gathering of Stationary Engines in Europe was
a great success with a good cross selection of engines on display. In fact
there was something to suit just about everyone’s taste, ranging from fractional
horsepower engines through to an 18/20 horsepower Petter S type. As in previous years the club stand was well supported, where
exhibitors can lodge items for sale without going to the expense and trouble
of having a stall for the weekend. Of the monies raised, the club takes
a small percentage of the price paid, which goes towards organising next
year's show. There was also a small vintage auction on the Saturday, with
a few of the more common makes of engine finding new homes.
The quality of the engines exhibited at
the 1000 Engine Rally is such that enthusiasts regularly travel from Holland
to attend, and this year there were even a couple Australians exhibiting
engines. As for visitors, these travelled from all parts 
of the UK, Europe, America and Australia.
Of the engines, two stand out in my mind,
and both just happen to belong to Paraffinalia readers! The first was
the Godiva owned by Tim Macaire and the other a small Mietz
& Weiss owned and restored by Aussie, Wayne Timms.
There were close on 500 engines
listed in the show catalogue, which is about average for the event. Here
in the UK we have a situation where throughout the rally season, which is
getting longer and longer each year, the enthusiast is spoilt for choice
of where he can exhibit his engine(s). This has brought about position where
the organisers have never been able to achieve that magic number of 1000
engines, as per the event title.
In addition to the stationary
engine, the event now caters for other areas of preservation, tractors (150
this year), military vehicles, and this year Steam. As the show becomes
more diversified, I and many others, fear that the event will lose its special
attraction, and in time become just another rally in an already crowded
calendar.
I think it would be fair
to say that on the whole the engines on display, be they fully restored
or in their working clothes, were up to standard, although there were a
few that left much to be desired. One
area that could be improved was the lack of information boards telling the
public just what they were looking at. While there were a few with detailed
information boards, the majority did not even bother to display the engine
log sheet issued to by the organisers free of charge!
John Menasce sent
in this report: I spent a few days in London
on business recently, and with a day to spare at th
e end, I spent it at the Kew Bridge Steam Museum. There, by chance, I met
up with the trustee secretary, John Porter, who gave me a wonderful tour
of the side of the museum that few members of the public ever see.
The pictures tell it all! (See Right)
Technical Tips: Continuing on the theme of diesel engines from
previous issues, let us take a closer look at the injectors themselves.
Normally these consist of a nozzle, or tip, fitted to a nozzle holder. The
two together are referred to as an injector. The popular fuel injection
equipment manufacturers all made them, but also some engine makers have
made their own, like Ruston & Hornsby, Leyland and Caterpillar. 
team displays are imported and are good working examples of various models.
In later years a diesel house was added to the original steam house and one
of the original Allen engines remains, still with its step up gearbox and
two stage Allen centrifugal pump. The remainder of the diesel house houses
various treasures of interest to the Stationary Engine enthusiast.
matter of time.
motor-bike. He was also driving the Stock tractor (See
Right:) Erhard has introduced the following
new 'members' : Gerald Buitendach, who is well known for
organising an engine show at his home (See Paraffinalia 21), then Nico
de Lange and Peet Mans who are involved with the
Heidelberg Museum of Transport, and Peter Ponsteen, Ingo Grannersberger
and Dieter Kallenbach. Gordon Banfield wrote in
from Paihia in the Bay of Islands, New Zealand, asking whether there is
a connection between his Swiss made Electra engines and the Felix from the
same country. Well, there's nobody better to send that request to than Wayne
Timms, whose family has a collection of Felixes. If
anybody else has comments, contact Gordon on GBanfield@xtra.co.nz. Other web contacts have been J Ostman jjostman@free.fr in Alsace, France, asking for details on his Heinrici Hot
Air engine, passed on to Mike Thurgood, of course, and
Steve Duggan stephendugg@earthlink.net from Rosemount, Minnesota, looking for a manual for his
Delcolight, so I contacted Derick Kleynhans who is
sending all the info he has collected so far on his. Philip Gray-Taylor
was asked to identify an 'old Lister' at the Wijnland Auto Museum, for Les
Boshoff and Ian Loubser. iclassic@telkomsa.net It turned out to be a Petter AV1, but no matter! They are situated
near Exit 34 off the N1, Joostenbergvlakte, the same exit as Cape Used Tractor
Spares. Dirk Genis from Hazyview was referred by Chris
Dry. See below under Wanted. Eric Brain suggested
that we make contact with Ray Hooley, who as most will
be aware, is the last word on Ruston & Hornsby. Then Deon Bouwer,
chairman of the Rand Society of Model Engineers Stationary Engine Preservation
Group has written in, see details of their next show below.
For Sale/Available: Johan Coertze in Germiston
has a number of engine bearings for Oliver 77 and 88 (See Right) models, still new in their packaging.
He also has a radiator for a smaller Oliver, perhaps a 44. johanmaggie@absamail.co.za