British Anzani Iron Horse

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British Anzani

British Anzani Iron Horse

1940 - 1956
Country:
UK
Engine:
J.A.P. 4 cycle
Capacity:
n/a
Power:
6 h.p.
Transmission:
n/a
Top Speed:
n/a
Number Built:
n/a
Collectability:
4 star
British Anzani Iron Horse
British Anzani Iron Horse
Reviewed by Unique Cars and Parts
Our Rating: 4

Introduction



The British Anzani Engineering Company, of Middlesex, England, had an outstanding history, and in 1940 when the Iron Horse was first introduced it was by no means a new-comer in the field of engineering. It may have taken until 1949 for these to appear in Australia, but when they did, it was a revelation.

Historically, Anzani is best remembered these days for being the engine manufacturer for the first aeroplane, piloted by famous airman Bleriot, to fly the English Channel. In the late 1940s the managing director of the company was one Charles H. Harrison, who was a motor boat enthusiast and had won numerous important motor boat races and had broken many world records. It is not surprising, then, that from this company came a tractor which had plenty appeal to the man on the land - both in Europe and here in Australia. And this is what the two wheel Iron Horse "walking tractor" would do:

Ploughing



General purpose or Digger Type Ploughs were available. These were specially designed to follow easily and either type would accomplish work at least equal to two horses. Adjustment was provided for furrow width and a crank handle near the operator allowed the depth to be regulated while working.

When traversing the headland the plough could be run on its heel, thus relieving the operator of all strain. The height of the tractor handles was also adjustable. And here was a very important feature of the tractor - the reverse gear was an advantage for turning the tractor at the end of each furrow or in confined spaces. When in reverse the plough was automatically lifted clear of the ground.

Harrowing and Cultivating



A "Drag Harrow" could be attached to the rear of the Tool Frame by a short length of chain. A special disc harrow attachment consisting of ten 16 in. diameter discs, arranged in two adjustable sets of five, was available. There were probably other harrowing attachments available to European farmers - but we unfortunately do not have details. The British Anzani Tool Carriage incorporated big tractor features. Exceptional ground clearance was provided to straddle growing crops. The depth wheels were adjustable for width and height. A convenient hand control allowed lateral movement of the tool bar without interfering with the steering of the tractor, while a ratchet type depth control enabled the tool bar to be raised at the end of each row and lowered to required depth after turning round.

Power Steering and Power Take Off



This feature, with its finger tip control, enabled the operator to pivot the tractor at the end of each row without effort. It gave all the advantages of a differential without the risk of wheel spin. This was very accessible and could be used for all belt work, including crop sprayer, concrete mixer, saw grinder, pump, generator, or blower. The engine governor automatically maintained a constant speed irrespective of load.

Haulage



In addition to hauling mowers, hay turners, etc., the Iron Horse was capable of pulling a special riding carriage which could be used with most attachments (except ploughs), enabling the operator to ride whilst working. Farm carts, etc., could be handled with loads up to one ton as could the all essential watering carts here in Australia. These required special draw-bar attachments, which were available. The price of the tractor without implements at launch (in Australia) in 1949 was A£275, and the Australian Agents were Preston Motors, then located at 114 Franklin Street, Melbourne.

Pre-1960s Diesel Engines



The standard automotive pre-1960s British designed diesel engine was of the four-stroke, water-cooled type, and may have any one of the three combustion chambers, direct-injection, ante-chamber or air-cell. Usually it was fitted with Bosch-type injection equipment. It had four or six cylinders, ranging from x to 5 x 6 in. in bore and stroke. In engines having a stroke of up to 5 in. long, the crankcase and cylinder block were in one unit of cast iron. The flywheel housing and, sometimes, the timing gear housing were bolted on. In engines of longer stroke the crankcase was a separate casting of elektron (magnesium alloy) or aluminium where weight was important, of cast iron where cost was first consideration.

Wet liners were fitted to tractor engine blocks, sometimes of heat-treated or nitrogen-hardened cast iron, but, in truck and bus engines there was a tendency to go back to unlined or dry-linered blocks on account of leakage and head gasket troubles. Cylinder heads were of cast iron and were in one piece when the bore did not exceed 4.5 in. In larger engines two-piece heads were used. Valve gear consisted of push-rods and rockers, the camshaft being either low in the crankcase to compact the timing gears and to help in carrying the boring bar for machining, or, as high up on the cylinder block as possible, so that the tappets could be close to the rockers.

The crankshaft was made of either high-carbon steel or was case hardened to reduce the rate of wear. Usually it had no counterweights, but carried a vibration damper at the front end. It was supported in seven bearings of the copper-lead type, carried in thin steel shells. Cylinders were spaced apart at a centre distance which was equal to about 1.35 times the bore. The auxiliaries included the starter motor, a large 12-volt dynamo, fuel pump, governor, fuel feed pump and a centrifugal water pump with a self-adjusting gland. The engine was governed to a speed equivalent to a piston speed (twice the stroke, in feet, times the r.p.m.) of 1,800 ft. per minute.

A.E.C. Engineers



Engines made by the Associated Equipment Company Ltd., Southall, Middlesex, England, were fitted with the Ricardo "Comet" combustion chamber. They both used Bosch injection equipment. A.E.C. engines were straightforward in design and required very little special attention provided that the glow-plugs were kept in good condition and that the fuel and lubricating oil were of types suitable for use in this particular engine. In some of these models the camshaft was in the crankcase, in some, high up on the block, while in the older types it was carried in the head, so that no push rods needed to be used. Engines were supplied with aluminium-alloy heads to overcome cracking difficulties and with cast-iron heads in later deliveries. The maker's recommendations regarding maximum speed needed to be carefully observed and engines were extremely long lasting provided they were never run a speeds exceeding 2,000 rpm, whatever the original governor setting.

Gardner Engines



The engines by Messrs. L. Gardner & Sons, Patricroft, Manchester, England, were of the direct-injection type, while the Bosch pump and Gardner injectors were fitted. All were supplied with either hand or electric starting. The latter three models were also offered with special crankcase and bedplate for marine service. No special instructions were necessary and maintenance of the Gardner was easy with regard to the operation, as they were very straightforward in design. The Gardner injector had no adjustment and, as the pump was provided with priming levers, it was a simple matter to bring an injector out into the open for test without having to use a special hand pump. It was most important that the injection pipes be tightened up securely and that the leak-off pipes be kept tight to ensure that raw fuel did not find its way into the crankcase. The Gardner fuel filters were accessibly placed on the engine; they were of the metal gauze type and were cleaned in fuel or in kerosene using a soft brush. The inner filter must not be removed during maintenance.

British Anzani 2-wheel Tractor Quick Specifications:



Engine: 6 h.p. Anzani - J.A.P. 4 cycle petrol model, air cooled with fan and cowl. Handle starting; 2,000 r.p.m. Impulse magneto starting. Consumption - 2 gallons per day under normal conditions.
Clutch: Special centrifugal type. Engaged automatically when throttle was opened, thus eliminating the clutch lever.
Transmission: Three speed and reverse synchromesh gearbox with remote control, worm reduction gear and enclosed heavy duty I in. pitch chain final drive. Standard top gear speed, 4J m.p.h.
Belt Pulley: 31 in. diameter x 3 in. wide for auxiliary power take off.
Power Steering: By means of differential action dog clutches controlled from handles. This was a patented feature.
Pneumatic Wheels: 34 in. diameter x 6 in. section with extra heavy traction tread.
Adjustable Track: Wheel centres can be set at any width between 24 in. and 36 in. 15 in. ground clearance.
Speed Range: From 1/4 to 4-1/2 m.p.h. governor control at handles.
Weather Protection: The entire unit was enclosed by a fully streamlined cover which could be raised to allow instant accessibility to all mechanism, a stay being provided to hold it in the raised position.
Tool Box: Dimensions Length, 8 ft. 6 in.; width, 3 ft. 2 in.; height. 3 ft. 8 in.; weight, 8 cwt.
Tool Attachments: A complete range of specially designed tools, at reasonable prices, is available. The special quick acticn coupling enables all implements to be fitted or changed in a few minutes without the use of spanners.
Design and Manufacture: 100 per cent. British. No less than 10 ball and roller bearings were incorporated in the construction. The gears were of special high duty steel suitably hardened. An oil bath air cleaner was fitted to the carburetter. The machine was a new conception of lightweight tractor design and was covered by a comprehensive guarantee (although we have no details of what that comprehensive guarantee actually meant).
British Anzani Iron Horse
Bugatti 57SC Atlantic

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