Ruston, Hornsby Elevator Engine

Photo 1
Dierre Smith and his Ruston, Hornsby
Mark CR
diesel-fueled engine.
Photo 2
The Mark CR engine was made in
Lincoln, England. It was intended
for use in a large grain elevator.
Photo 3
The engine is Serial Number 216075.
It has a 7.25 inch bore, a 13.5 inch
stroke & produces 17 hp at 370 rpm.
Photo 4
The engine was shipped from the
factory on November 4, 1942,
 exported to Canada and sold by
Ruston, Hornsby's agents Mumford,
Medland, in Winnipeg, Manitoba.

Photo 5
Although the Mark CR weighs about
2,750 pounds, it is still considered a
 medium-sized engine.
Photo 6
The two 48 inch diameter flywheels
considerably to the overall
 weight of the engine
and also add to
 the difficulty of starting the engine.
Photo 7
The Marc CR is a "cold-start" engine.
 Although it can be turned over with a
 crank, several preliminary steps are
oPhoto 8
A diesel engine this large is difficult
 to turn over because of the
 compression. By pulling the pin and
 sliding the bottom roller to the right,
 the  compression is reduced by 50%.
 After the engine starts, the roller is
 moved to the left for normal operation.
Photo 9
Having neither an igniter nor a spark
 plug, a diesel engine relies on
 compression to ignite the fuel. A
 special port is provied to initiate the
 ignition process and start the engine.

Photo 10
A small paper is twisted, inserted into
 the recess on the end of the igniter
 plug,and then set on fire. When the
 paper is smoldering, the plug is
 inserted back into the engine. Special
 papers for this purpose could be
purchased from the company.

Photo 11
A pressurized tank holds compressed
 air which is inserted into the cylinder
to assist in turning over the engine.
Photo 12
A valve is opened manually to
 pressurize the cylinder
Photo 13
Diesel fuel is held in this tank mounted
 above the engine. Normally a much
 larger tank would be provided for
regular operation.
Photo 14
Before attempting to start the engine,
 this lever is pumped to prime and
 pressurize the fuel in the injector pump. Excess fuel is returned to the fuel tank.
Photo 15
A side shaft operating off of a worm
 gear on the crankshaft activates the
 injector pump, the intake valve, the
exhaust valve and the oiler which
lubricates the main bearings.
Photo 16
The intake valve. The lever on top
 opens the valve to reduce compression
 and make it easier to start the engine.
 A grease fitting on the right rear of
 the intake valve lubricates the intake
 valve. Note the steel wool inserted
 into the end of the exhaust pipe on
 the left to repel mice looking for a
 cozy place to spend the winter.
Photo 17
Even after reducing the compression
 and utilizing the assistance of
 compressed air, considerable effort is required to crank the engine--
especially in cold weather. The
 combined effort of two men is
 sometimes required. The engine can
 also be started by belting it to a
 different engine
Photo 18
As issued from the factory, the engine
 was set to operate at a constant speed
 of 370 rpm. The operating speed can
 be changed by turning the knurled knob
 on the bottom of the spring on the left.
Photo 19
A side shaft operating off of a worm
 gear on the crankshaft activates the
 injector pump, the intake valve, the
 exhaust valve and the oiler which
lubricates the main bearings.
Photo 20
The Mark CR is a water-cooled engine.
 No radiator  is required, as the quantity
 of water in the tank and the movement
 of water to the engine and back is
 sufficient to cool the engine.
Photo 21
This petcock can be opened to drain
 water from the engine block.
Photo 22
Oil from this tank lubricates the
 crankshaft and the connecting rod
Photo 23
This fitting provides oil to the
 connecting rod.
Photo 24
This oiler lubricates the exhaust valve.
 The brass cup contains a wick which is soaked with oil.
Photo 25
Ports round the engine are provided
 for lubricating other moving parts.
Photo 26
Traces of the original green paint with
 yellow pinstriping can be seen.
Photo 27
Dierre Smith is justifyingly proud of
 his Ruston, Hornsby Mark CR Engine