[AT] Canola to diesel

Mon Feb 5 12:13:42 PST 2007

I had a 1966 200D which had the butterfly  valve in the intake, it had no 
liknage, just a spring and it flapped in the breeze. I had the glow pluggs 
hooked to a dimmer switch on the floor board so that you could jump in, put 
your foot on the switch and start it up. As soon as it started, I let off 
the switch which turned off the glow pluggs. Sometimes you didn't need the 
glow pluggs if it had ran in the last half hour or so.
My 1964 Super Dexta had no valve in the intake but the earlier Dexta had one 
that supplied vaccum for the governor. The Super Dexta had a Simms injector 
with a mechanical governor. It never, ever needed glow pluggs, they were 
unhooked anyway.
By the way, the 200 D would run nicely on gasolene with a quart of oil 
thrown in, it did that regularly on Alligator alley through the Everglades. 
You never wanted to get stranded there.

Skip
----- Original Message ----- 
From: "George Willer" <gwill at gwill.net>
To: "'Antique tractor email discussion group'" 
<at at lists.antique-tractor.com>
Sent: Monday, February 05, 2007 2:25 PM
Subject: RE: [AT] Canola to diesel

> Larry,
>
> I innocently made a statement that applied ONLY to Mercedes engines as 
> used
> in the 180D, 190D, 190DC (same as the 200D, 200D, 220D, 240D, and 300D. 
> As
> I stated earlier those engines do indeed have a throttle plate that 
> greatly
> reduces the amount of air available to be compressed.  When the engines 
> are
> in that restricted mode they don't have enough compression to ignite the
> charge unassisted by the heated ball pin, and that's why I stated they
> aren't true diesels.
>
> The Navy manual you cited makes no mention at all of the throttle plate 
> nor
> the ball pin that is unique to the Mercedes engines as far as I know, nor 
> is
> there any reason to think the Navy should be interested in their unique
> design.
>
> I'm quite familiar with the Ricardo pre-combustion chamber.  I also know
> that the stated compression ratio of any normally aspirated engine is
> dependent upon an unrestricted intake.  That's especially important in an
> engine with a throttle plate.
>
> I guess there are folks here who think ALL non-diesel engines have spark
> plugs?  Their uncalled for disparaging comments reflect mostly on their
> miss-understanding of the facts.
>
> George Willer
>
>> -----Original Message-----
>> From: at-bounces at lists.antique-tractor.com [mailto:at-
>> bounces at lists.antique-tractor.com] On Behalf Of Larry Mason
>> Sent: Monday, February 05, 2007 1:05 PM
>> To: Antique tractor email discussion group
>> Subject: Re: [AT] Canola to diesel
>>
>> I have been following this line of messages with interest. I agree with
>> you
>> Tom in that any engine that ignites the fuel by way of compression and 
>> not
>> by a spark plug is a true diesel engine. Fuel is irrelevant because the
>> original diesel engine was designed by Rudolph Diesel to run on anything
>> (perume,vegetable oil etc) There are various designs of diesel engines.
>> The
>> most common are the open chamber (what I think George is referring to as
>> the
>> true diesel), the precombustion chamber, the turbulence chamber, and the
>> spherical(hypercycle) chamber. The following info is from the Navy
>> construction course manual:
>> The open combustion chamber (fig. 5-2) is the
>>
>> simplest form of chamber. It is suitable for only slowspeed,
>>
>> four-stroke cycle engines, but is widely used in
>>
>> two-stroke cycle diesel engines. In the open chamber,
>>
>> the fuel is injected directly into the space on top of the
>>
>> cylinder. The combustion space, formed by the top of
>>
>> the piston and the cylinder head, usually is shaped to
>>
>> provide s swirling action of the air, as the piston comes
>>
>> up on the compression stroke. There are no special
>>
>> pockets, cells, or passages to aid the mixing of the fuel
>>
>> and air. This type of chamber requires a higher injection
>>
>> pressure and a greater degree of fuel atomization than is
>>
>> required by other combustion chambers to obtain an
>>
>> acceptable level of fuel mixing
>>
>> The precombustion chamber (fig. 5-3) is an
>>
>> auxiliary chamber at the top of the cylinder. It is
>>
>> connected to the main combustion chamber by a
>>
>> restricted throat or passage. The precombustion
>>
>> chamber conditions the fuel for final combustion in the
>>
>> cylinder. A hollowed-out portion of the piston top
>>
>> causes turbulence in the main combustion chamber, as
>>
>> the fuel enters from the precombustion chamber to aid
>>
>> in mixing with air.
>>
>> The turbulence chamber (fig. 54) is similar in
>>
>> appearance to the precombustion chamber, but its
>>
>> function is different. There is very little clearance
>>
>> between the top of the piston and the head, so a high
>>
>> percentage of the air between the piston and cylinder
>>
>> head is forced into the turbulence chamber during the
>>
>> compression stroke. The chamber is usually spherical,
>>
>> and the small opening through which the air must pass
>>
>> causes an increase in air velocity, as it enters the
>>
>> chamber. This turbulence speed is about 50 times
>>
>> crankshaft speed. The fuel injection is timed to occur
>>
>> when the turbulence in the chamber is greatest. This
>>
>> ensures a thorough mixing of the fuel and air, causing
>>
>> the greater part of combustion to take place in the
>>
>> turbulence chamber.
>>
>> The spherical (hypercycle) combustion chamber
>>
>> (fig. 5-5) is designed principally for use in the multifuel
>>
>> diesel engine. The chamber consists of a basic open
>>
>> type chamber with a spherical shaped relief in the top of
>>
>> the piston head. The chamber works in conjunction
>>
>> with a strategically positioned injector and an intake
>>
>> port that produces a swirling effect, as it enters the
>>
>> chamber.
>>
>> Me agian.These types are all diesel engines but use different methods to
>> ensure a good mixture of fuel and air. Hope this helps clarify this
>> discussion
>>
>> Larry Mason
>>
>> Hackensack MN
>>
>> ----- Original Message -----
>> From: "Tom Yasnowski" <tomyasnowski at hotmail.com>
>> To: <at at lists.antique-tractor.com>
>> Sent: Monday, February 05, 2007 10:20 AM
>> Subject: Re: [AT] Canola to diesel
>>
>>
>> >I guess it all depends on what one thinks a "true diesel" really is...To
>> me
>> >if the fuel, whatever that fule is, can ignite with compression instead
>> of
>> >spark than I view it as a compression engine. If its bastardized in ways
>> >you and George describe and you no longer considier it a compression
>> >engine, then I guess thats your right. But I would bet the EPA  and DOT
>> >would call my MB a "diesel".
>> >
>> >
>> >>From: "Ken Knierim" <ken.knierim at gmail.com>
>> >>Reply-To: Antique tractor email discussion group
>> >><at at lists.antique-tractor.com>
>> >>To: "Antique tractor email discussion group"
>> >><at at lists.antique-tractor.com>
>> >>Subject: Re: [AT] Canola to diesel
>> >>Date: Mon, 5 Feb 2007 08:59:56 -0700
>> >>
>> >>Tom,
>> >>     The fact that the engine has a throttle plate and the ball pin
>> >>indicates it has different parts than a true Diesel engine. Take them
>> >>out to make it a Diesel and see what happens. From the description
>> >>given, this engine is a lot closer to a "hot-bulb" engine. Might I
>> >>suggest you do some research on those engines?
>> >>There are a number of different engines that will burn diesel fuel; I
>> >>have a TD-14 crawler that starts on gas and switches to diesel. It's a
>> >>combination of different types of engines; it has a direct injection
>> >>pump on one side and a carb and spark plugs on the other.
>> >>There are also the "kerosene" types that preheat the fuel in the
>> >>manifold; they can burn diesel as well but that does NOT make them a
>> >>Diesel engine. There is also a Hesselman that used direct injection
>> >>that fit your classification but had a very low compression ratio
>> >>(Allis Chalmers and Case tried them). It wasn't a Diesel either.
>> >>Honest, there IS a difference. The fact that you've been able to start
>> >>it without the factory-installed glow plugs doesn't mean they're not
>> >>necessary; the factory engineers had to justify them to the
>> >>beancounters before they put them in, so they're probably there for a
>> >>reason, just like the ball pins. You might not know the reason, but
>> >>I'd venture a guess the factory engineers knew why. A true compression
>> >>engine would not require the "hot bulb' of the heated ball pin.
>> >>
>> >>http://en.wikipedia.org/wiki/Hot_bulb_engine
>> >>is a good link and they have a comparison with a Diesel engine.
>> >>
>> >>Hope this helps.
>> >>
>> >>Ken in AZ
>> >>
>> >>On 2/5/07, Tom Yasnowski <tomyasnowski at hotmail.com> wrote:
>> >>>Of course diesel engines have changed and improved over the years. 
>> >>>But
>> >>>the
>> >>>basic premise is still the same--ignition thru compression of fuel as
>> >>>opposed to a spark.  George says with the MB glow plugs are necessary
>> for
>> >>>ignition.  Wonder how I started mine cold when my glowplugs were not
>> >>>working
>> >>>last fall? The heated ball pin aids in combustion but is not required.
>> >>>
>> >>>
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>> >
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