Well-said Cobbadog.
The weather warmed up so I rechecked the settings on the HR. Everything was good . It’s interesting that the first step says to set the engine to the run position. This machine does not have that type of start, run, stop device. All it has is a fuel shut off lever.
I am not going to use the variable speed weights and will stick to 1800 RPM.
The last step, which is outlined below is labeled setting engine load. It seems obvious that setting the engine load is important. As I mentioned before the overload stop does have flats like a bolt head and can only be accessed from one side so I turned it four flats down. That put the calibration marks on the racks a strong sixteenth of an inch towards the flywheel. I wrote this before but to recap.
setting engine load
Final setting for engine application is carried out by turning the overload stop downwards or upwards. Settings are as follows.
1200 to 1800 rev/min four flats down
2000 rev/min No further adjustment necessary
2200 rev/min 3 flats up
Rated engines no overload
(engines driving pumps or fans
and all marine propulsion engines.) 5 flats down
When I started the engine it seemed to have a more robust sound. I cranked it up and put a six inch full speed load to it and again the fuel racks abutted against the overload trip. The speeder spring pulls the racks against the overload trip and can’t go any further, the flywheel weights simply shut the engine down, no stress no black smoke.
So I clamped the overload trip out of the way and tried again, the HR didn’t even notice, which it shouldn’t, the hydraulic registered 600 PSI and that’s only about 6 HP. The HR is, according to the manual, rated at 26 HP at 1800.
It seems to me the overload trip should be labeled the cold start overload in that when I pull it up the speeder spring snaps the racks into a full fuel position. The engine then fires at the first compression cycle and away it goes. When the rpm is high enough the overload trip snaps back down and then limits the speeder springs ability to compensate for the load.
As I mentioned before I use an air cylinder to give me a two-speed arrangement around 1200 to 1800 rpm. When I remove the air supply to the cylinder with the overload trip clamped up and manually lever the speeder spring out the spring snaps the racks to a full fuel position. The engine starts as before and settles down to the 1200 setting when I push the spring back to the idle setting.
Positive results of turning the overload stop four flats down. Is that the engine responds much better when I go from idle to full speed.
I ran some big logs through the mill at full speed and the engine handled the heavier cuts with ease The only down side to the HR is that it is quite noisy.
So whether it’s right or wrong the engine is doing what I want it to do so I am inclined not to worry about it. The only thing I wonder about is that the engine is getting more fuel than it needs, although not getting any smoke.
The air cylinder has a stop; it can’t pull the engine beyond 1800 rpm so I am good there.