| Chrysler Industrial Engine IND-56 Operating Manual | |
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DESCRIPTION THE CHRYSLER V-8 INDUSTRIAL ENGINE MODELS IND. 52 and
56 as shown in Figures 2 and 3 are custom made with various types of
engine accessories. The V-8 Industrial Engines are used as power units
for Mechanical Shovels, Power Winches, Road Building Equipment, Welding
Generators, Farm Tractors, Irrigation Deep Well Pumps, Truck Tractors,
Air Conditioning Mobile Units and many other heavy duty industrial
applications. The accessories supplied with the basic engine
depends on the type of installation for which the unit is to be used.
Some units will include the Power Take-Off and Heavy Duty Clutch, while
other units may include a truck type flywheel with the 5-speed
transmission. Torque Converters are also available as optional
equipment. [
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] The basic engine is a V-type eight cylinder, four
cycle, gasoline burning unit, with liquid cooling and full pressure
lubrication. The valves are of the overhead type. Hydraulically operated
valve tappets provide quiet and efficient operation and require no
special attention. One of the most outstanding features of the Chrysler
V-8 Industrial Engine is the Polyspherical combustion chamber together
with a single rocker shaft valve mechanism on Model Ind. 52 located in
the cylinder heads. On Model Ind. 56 the engine uses the double rocker
valve shaft design with multiple head valve locks on the valve stem.
Valve locks of this design wedges only against the valve spring retainer
leaving the valve stem free to rotate. This type of combustion chamber
plus the lateral valve arrangement provides the maximum amount of space
for extra large valves and permits direct and unrestricted exhaust and
intake valve porting. [
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] The engine lubricating system supplies a constant
flow of filtered oil to all internal engine parts. The oil pump in the
oil pan is driven by the distributor and oil pump drive shaft. It draws
oil through a floating strainer and forces it through the oil filter to
the crankshaft, camshaft, timing gears and valve tappets. Pistons and
cylinders are lubricated by splash feed. Crankcase ventilation is
provided through a ventilator pipe with an air cleaner, removing fumes
and moisture from the crankcase. An ail filter on the oil filler pipe
cleans air before it enters the crankcase. In order for an engine to give long trouble free
service, the working parts should be kept clean, the pressure sealed
into the combustion chamber, excess heat eliminated, and the working
surfaces lubricated to reduce wear. The oil, to perform these functions
properly, should be kept as clean as possible, and should be renewed
when excessively contaminated. To help the owner obtain the proper
lubrication for good engine service, Chrysler Corporation recommends
that the owner select an oil of good quality and the proper SAE number
of oil according to the anticipated temperature range. [
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] The six-volt electrical system includes the storage
battery, generator, generator regulator, starting motor, ignition coil,
distributor and spark plugs, together with the necessary cables,
connecting wires and switches. (See Fig. 4). [
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] The distributor used in the ignition system is driven
by the oil pump drive shaft which engages the camshaft. This device
times and distributes the ignition current to each spark plug at the
exact instant necessary to fire the mixture in that combustion chamber.
On any distributor when the points open, the primary current through the
coil is interrupted causing the magnetic field to collapse suddenly,
thus inducing a high voltage in the secondary winding. This high voltage
fires the spark plug. The value of this voltage depends on the strength
of the primary current at the instant the points open. Primary current
starts to build up the instant the points close. The longer the points
remain closed, the greater will be the primary current build-up (to the
point of saturation), and the higher the voltage induced when the points
again open to fire the next spark plug. On any other V-8 cylinder
distributor with only one set of points, the length of time the points
are closed when operating at high speed is so short that the primary
current does not build-up enough for efficient operation. The two sets
of points in the distributor of the CHRYSLER V-8 INDUSTRIAL ENGINE
provide a means of increasing the build-up period for the primary
current. The points are connected in parallel between the coil and the
ground and are staggered in relation to the 8 lobe cam. The overlapped
contacts result in longer coil saturation and as they are in a parallel
circuit, no ignition occurs until both contacts are open. Figure 5 shows
the positions of the points at various stages of the operation.
Automatic spark advance is accomplished through the centrifugal governor
in the distributor. The fuel system includes the fuel lines, fuel pump
and filter, carburetor, intake manifold and throttle control. Fuel from
the tank passes through the filter into the fuel pump, which is driven
by an eccentric on the front end of the camshaft. The fuel pump forces
fuel into the carburetor where is is atomized and mixed with air and
drawn through the manifold and valves into the combustion chamber. [
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] The Stromberg Carburetors, as shown in Figure 6 are
double-barrel, downdraft types with each barrel having its own idle
system (with adjustable needle), main metering system and throttle
valve, as shown in Figure 7. The idle system and main metering systems
are supplemented by the float system, the accelerating system and the
power system. The function of each system is described as follows: [
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] THE FLOAT SYSTEM
(Refer To Fig. 8) The function of the float system is to maintain a
constant level of fuel in the float chambers at all times and under all
conditions of operation. Fuel enters the carburetor at the fuel inlet,
flows through the float needle valve and seat and into the float
chambers. When the fuel reaches a given level, the floats
shut-off the fuel supply at the needle valve. The float chambers are
vented internally by a vent tube which connects the float chambers with
the air horn. [
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] With the throttle valves closed, as shown in Figure
9, and the engine running at slow idle speed, fuel from the float
chambers is metered into the idle tubes through an orifice at the base
of each idle tube. The air taken in through the idle air bleed holes
mixes with the fuel at the top of the idle tubes. The mixture of air and fuel flows down the channels
where it is mixed with additional air entering through the secondary
idle air bleeds. The mixture is discharged at the lower idle discharge
holes. The quantity of fuel discharged is controlled by adjustable idle
needle valves. As the throttle valves are opened slightly, the air-fuel
mixture is also discharged from the upper idle discharge holes to supply
the additional fuel required for increased engine speed. [
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] The main metering system controls the flow of fuel
during the intermediate or part throttle range of operation. With the
throttle valves in a partially open position, as shown in Figure 10,
fuel flows from the float chambers through the main metering jets and
enters the main discharge jets where it is mixed with air taken in
through the high speed air bleeders. This mixture of air and fuel is then discharged into
the air stream through the auxiliary venturi tubes. The main body and
main discharge jets are so designed that should vapor bubbles form in
the fuel in the main discharge system, due to high temperatures, the
vapor bubbles will collect in the outside channels surrounding the main
discharge jets, rise and vaporize in the domes of the high speed
bleeders, thus preventing "percolation." [
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] The power system is incorporated into the carburetor
to provide a richer mixture for maximum power and high speed operation.
The extra fuel for power is supplied by a vacuum controlled power piston
which automatically operates the power by-pass jet in accordance with
throttle opening. Intake manifold vacuum is maintained above the vacuum
piston through a vacuum channel which leads to the manifold flange of
the carburetor, as shown in Figure 11. During partial throttle
operation, the vacuum above the vacuum piston is sufficient to overrule
the compression spring and hold the piston in the "UP" position. When the throttle valves are opened to the point where the manifold
vacuum drops to approximately four to five inches of mercury, the
compression spring then moves the piston "DOWN" to open the power
by-pass jet and meter additional fuel into the main metering system. [
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] To insure a smooth uninterrupted flow of power for
acceleration, additional fuel must be metered into the engine. This is
accomplished through the use of an accelerating pump which is operated
by vacuum. As the throttle valves are opened, the accelerating
pump piston is moved "DOWN" either by a pump lever or by a drop in
vacuum above the piston to close the inlet ball check valve and force a
metered quantity of extra fuel through the outlet ball check valve and
pump discharge nozzle into the air stream, as shown in Figure 12. With the return of the accelerating pump lever to the
released position or the return to normal engine vacuum, the outlet ball
check valve "CLOSES" while the inlet ball check valve "REOPENS," thus
permitting fuel from the float chamber to enter and refill the
accelerating pump cylinder, as shown in Figure 13. NOTE The carburetor is supplied by the Manufacturer with a
hollow screw in the mouth of the vacuum channel. When the carburetor is
used with a governor this screw must be in the passage to block
off the connection between the throat and the vacuum passage. When not
used with a governor this screw must be removed. [
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] There are three types of governors used on the V-8
Industrial Engines and they are as follows: Hoof Governor, Mechanical Type. Pierce Governor,
Mechanical Type. King Seeley Governor, Velocity Type. Some engines are equipped with the mechanical type Hoof Governor, the mechanical type Pierce Governor, or the velocity type King Seeley Governor. The mechanical governor unit is mounted on the fuel pump side of the engine, just above the fuel pump, and is driven by a belt from the double pulley at the fan. Governor weights revolving with the governor main shaft inside the housing actuate the operating lever, which is connected to the carburetor throttle lever. A calibrated spring controls movement of the operating lever to oppose the force exerted by the governor weights. Balance between these two forces governs the engine speed. [ Top of Page ] HOOF GOVERNOR (Mechanical Type) In the Hoof Governor, speed and sensitivity are set at the factory to provide accurate control. However provision is made for some adjustment to vary sharpness of control, and to correct surge. PIERCE GOVERNOR (Mechanical Type) The Pierce Governor may be adjusted for governed engine speed, as well as for control and to eliminate surge. KING SEELEY GOVERNOR (Velocity Type) The velocity type King Seeley governor, used on some engines, is an integral part of the carburetor. Engine speed is governed by the throttle valve which is closed by the velocity of the air-fuel mixture as it passes through the governor. An accurately calibrated spring system attached to the throttle shaft opposes the velocity and controls the position of the throttle valve and the maximum speed of the engine. When in proper operating condition, the governor does not affect engine performance below the speed at which it begins to control, and does not affect fuel consumption. [ Top of Page ] The hydraulic tappets which operate the push rods are designed for quiet and efficient operation. Service adjustments are eliminated. These units automatically compensate for variations in the valve train resulting from temperature changes. They use oil as the compensating factor. EXHAUST VALVE SPRING RETAINERS (Fig. 14) All Models have as standard equipment exhaust valve spring retainers. The retainers (or rotocaps) provide positive rotation of the exhaust valve each time the valve moves. This rotation with each stroke prolongs the life of the exhaust valves. With the retainers (or rotocaps) that are used on the exhaust valves, special valve springs are used, which are not interchangeable with the intake valve springs.
[ Top of Page ] SODIUM-FILLED EXHAUST VALVES (Extra Equipment) The sodium-cooled valve stem (Fig. 15) is made hollow and then partially filled with pure metallic sodium, which liquefies at 207 degrees F. In liquid form, the sodium moves up and down with the motion of the valve in operation and facilitates the transfer of heat from the valve head to the engine cooling system. Engines equipped with sodium-cooled valves can be identified by a plate attached to the right side of the engine just back of the engine serial number plate.
[ Top of Page ] A heavy duty oil bath type air cleaner protects the carburetor against dirt and other foreign matter which might otherwise enter the engine through the carburetor. (See Fig. 21. ) Exhaust from the combustion chambers passes through the exhaust valve ports into the exhaust manifold and out through the exhaust pipe. Some of the V-8 Industrial Engines Models Ind. 52 and 56 are equipped with a manifold heat control valve, which permits faster warm-up of the engine by diverting the exhaust from the right engine bank through a by-pass port and hot spot chamber in the intake manifold and out through the left exhaust manifold. The manifold heat control valve is located between the right exhaust manifold and the exhaust pipe. It consists essentially of a butterfly type valve operating on a shaft in a housing. Movement of the valve is controlled by a flat coil spring and a counterweight. The inner end of the spring fits in a slot in the valve shaft; the outer end contacts one of two stop pins; which also serve to limit travel of the valve. The counterweight fits over the outer end of the valve shaft, and is held with a key and clamp bolt. Bumpers and an anti-rattle spring keep the mechanism quiet. When the engine is cold, the tension of the coil spring holds the valve in the closed position, restricting the exhaust passage. As the engine warms up, the spring loses enough tension to permit the counterweight to rotate the shaft and open the valve. The outer end of the spring must contact the correct stop pin to provide proper spring tension. Otherwise, the counterweight cannot overcome the spring tension to open the valve. The heat tube from the carburetor automatic choke is located in the hot spot chamber of the intake manifold. Therefore, efficient operation of the automatic choke depends upon proper functioning of the manifold heat control valve. [ Top of Page ] The belt driven, centrifugal type water pump circulates water from the heat exchanger, or radiator, to the cylinder heads, completely around each cylinder bore, through the cylinder block, around the exhaust valve ports, into special passages in the intake manifold, and to the thermostat housing, for recirculation or return to the radiator, or heat exchanger. The thermostat as shown in Figure 16 restricts flow of water to the radiator until the water has reached a predetermined temperature, thereby permitting faster warm-up of the engine. A by-pass passage and tubes from the intake manifold provide circulation through the carburetor throttle body. On units equipped with torque converter unit, an oil cooler is also connected to the cooling system. Three drain cocks are provided for draining the cooling system, one in the radiator and one at each side of the cylinder block near the exhaust manifold outlet. All three must be open to drain the system completely.
[ Top of Page ] The type of clutch used is determined by the type of drive adaptation. On Models equipped with a Torque Converter, the turbine shaft is attached to a flywheel which has the clutch assembly mounted on it. When the clutch is engaged, the clutch disc, which is splined to the trans mission drive pinion, is clamped between the flywheel and the clutch pressure plate to transmit power to the transmission. The unit is controlled by the clutch release through the clutch release fork and linkage to the clutch pedal or lever. (Fig. 17) (Optional Equipment)A Torque Converter, as the name implies, is a hydraulic coupling which automatically multiplies the engine output when the operational load is increased. The vanes in the impeller and turbine of the Torque Converter are curved. In addition to this feature there is a reaction vane, or stator, located between the impeller and the turbine. The curved vanes of the impeller increase the acceleration and energy of oil flow into the turbine; the curved vanes of the turbine readily absorb the energy from the impeller. The stator directs the flow of oil as it leaves the turbine vanes into the impeller vanes with the direction of rotation, rather than against it, resulting in increasing the torque from the engine by a variable ratio up to 2.6 to 1 at stall. A rotary oil pump draws oil from the oil reservoir to the impeller. An oil cooler which is connected to the cooling system prevents overheating and thinning of the oil. In units not equipped with a Torque Converter Unit, or Power TakeOff, the clutch cover is attached to the engine flywheel. When the clutch is engaged, the clutch disc is clamped between the pressure plate and the flywheel; drive is transmitted from the cover through the pressure plate to the disc and then to the transmission.
[ Top of Page ] (Optional Equipment)One of two 5-speed transmissions may be used in the unit. These transmissions are similar in design and operation, but the heavy duty transmission is more widely used. In either unit, there are five forward speeds and one reverse. Direct drive is in fifth speed. (Optional Equipment)The power take-off and clutch assembly (Fig. 18) used with some industrial engines is a heavy duty unit consisting of a three section dry disc clutch and a drive shaft enclosed in a special housing which is bolted to the engine. The clutch drive ring is attached to the engine flywheel and drives the pressure plate by means of internal gear teeth. When the clutch is engaged, the pressure plate is clamped between the discs, engaging the clutch body which is keyed to the drive shaft. The drive shaft is supported by a double row ball bearing at the front and by two tapered roller bearings at the rear of the housing. The clutch release lever controls the clutch release bearing through a clutch yoke which engages the clutch release bearing trunnion. Positive disengagement of the clutch mechanism is accomplished through a toggle arrangement acting in conjunction with the return springs. A threaded adjusting nut in the clutch provides a means of compensating for wear.
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