R&V "R" Style Triumph Engines

1hp, 1 3/4, 2 1/2, 4, 6, 8, 16 & 20hp

The Triumph R engines were introduced in 1915, some of the difference in the R to the L style are larger flywheels, flat pushrod, governor and cam modifications removing the brass tag and taming down of the elaborate pin striping. This was a cost cutting exercise forced on them by John Deere.
The 1hp was introduced first then the 16hp with the rest of the sizes in production by the end of 1915.
Magnetos were offered with both rotary and oscillating types as well as ignitor and coil, these were available on most models until the dimise of engine production 1918.

From the 1916 John Deere dealers catalog the sizes offered were 1 3/4 - 20hp, with the 1hp being dropped from the catalog.
You might ask why is John Deere invovled with R&V Engineering.
R&V was an engineering company and really didn't want to get involded in sales outlets so lacked the distribution outlets that companies like JD had already estabilished across the USA. JD had considerable influence from within the R&V organisation and from 1912 distributed all of R&V's production through their outlets.
In the long run, and in more detail later, it was JD's ruthless business model that was to be one of the factors in the total dimise of R&V engine production in 1918.

These engines have been constructed to meet the practical needs of the farm, to make the work easier, more quickly performed and therefore more profitable.
R & V engines are made in sizes suitable for any farm machinery that can be operated by motive power hay presses, elevators, ensilage cutters, corn shellers, cotton gins, etc. They are also suitable for operating the small machines around the house and barn, such as washing machines, wood saws, cream separators, churns and pumps. They relieve nearly every member of the house hold of tiresome, time consuming jobs, and enable you to run the farm with less hired help.
In developing this line of engines, there has been no attempt made by the manufacturers to compete with cheap, light, hurriedly built engines.
Service and dependability in an engine are worth more to both manufacturer and user than mere price.
Considering the quality and the service which R & V Triumph engines render, the price at which they are sold makes them a profitable investment.

THE POPULAR ENGINE FOR THE FARM

R & V engines embody many features which combine to make them especial]y suitable for
farm work. These may be summed up briefly follows:
Always Develop Full Rated Horse Power.- They give the expected service because they are properly designed. Every engine is tested
carefully before leaving the factory and is ready for immediate service.
Easily Started. No strain on your body or mind in commencing work.
They have dependable ignition. Engines up to and including the 6Hp. are equipped with dry cell battery ignition. The larger engines (also smaller ones when desired) are equipped with the latest improved oscillating magneto. This is actually a part of the ignitor on R & V Triumph engines. No batteries are used with this magneto.
All the R & V magneto engines, 4 Hp. and larger, are equipped with our patented easy starting device. This consists of a small lever attached to the magneto. Moving this lever throws magneto armature into it’s cocked position ready to fire the charge of fuel when engine is started against compression. The magneto is tripped automatically and the charge exploded by use of the slight depression at the proper place in the cam, which permits ignitor trip to engage the magneto hammer and to rotate the magneto during the backward pull. As the magneto is tripped, the spark is generated , the compressed charge exploded and engine started.
Perfect Governor Control. - an essential feature of any successful engine. The new governor on the R&V Triumph engine is so simple, of such design and construction and so positive in its operation that there is little possibility of trouble when at work. It is of the single weight and spring type and is in action only when needed. At all times there is no contact between the moving parts.
Large Range of Speed Adjustment – This adds greatly to the convenience of operation. The running speed of these engines is controlled by a hand lever at the governor by which a variation of over 40% between high and low speed can be made. These variations are made through five definite stages which enable operator to return engine to a given speed at will.
All Parts are Readily Accessible and Adjustments Easily Made. These engines can be kept running smoothly even when old. All bearing surfaces are ground for accuracy.
Perfectly Safe. He design of R&V Triumph engine complies with all the requirements of the fire insurance underwriters. Governor and other delicate or rapidly wearing parts are inside of the flywheel. Nd of crank shaft on governor side is protected by an effective guard. The air is drawn from the inside of the crankcase so that starting the engine, if the operator should accidentally flood it with gasolene, the worst result would only be a backfire into the crankcase. An additional advantage of this construction is that any smoke from open end of cylinder is drawn back into cylinder through the inlet valve and consumed.
Piston had Extra Guard Ring. This is over the piston pin and prevents scoring of cylinder. It is but one of many features on R&V Triumph engines which make them first-class in every respect and better than any ordinary engine.

SPECIAL EQUIPMENTS
An economical and convenient hand truck can be furnished for the 1 ¾ and 2 ½ hp engines.
It is attachable directly to the skid of the stationary engines.
The 4hp and larger portable engines are regularly mounted on substantial team trucks. A line of steel hand trucks can also be furnished for engines up to and including 6hp Triumph. The 1 ¾ and 2 ½ hp sizes are attached to these trucks without their skids, the tank being mounted between the channel of the trucks with the enclosed cast iron sub-base described below. The 4 and 6 Hp sizes are mounted on their regular sub-bases.
Cast Iron Sub-Base. - A heavy cast iron sub-base for storing gasolene can be furnished for engines up to and including the 2 ½ hp to replace the wooden skid and gasolene tank. It is a high grade article of neat and finished appearance.

If the oscillating magneto fails to run the engine, remove the magneto and ignitor assembly to determine if the trouble is in magneto or ignitor. To do this see if spark is produced when magneto is tripped. On 1, 1¾ and 2½ H. P. engines where there is no tripping lever provided, the magneto can be tripped by hand or by the use of screw driver or wrench. On large engines the magneto should be cocked by raising trip lever and then tripped by striking the lever quickly with one hand. Be sure to cock magneto sufficient and trip quickly so as to get best possible spark. If a weak spark or no spark at all is produced, see that timing of ignitor and magneto correct. (See "Timing Ignitor and Magneto," pages 15 and 16:, and then cock and trip magneto again as described above.
Then if no spark is produced (if timing of ignitor and magneto is correct) the trouble may be in the ignitor, and may be due to any one of the following reasons:

• Short circuit in ignitor·.
• Movable electrode stuck,
• Ignitor points met or corroded
• Ignitor points worn down or set wrong.
• Ignition not correctly timed.

To determine this, operate the engine on dry cell battery. Connect one wire of battery to insulated binding pose on ignitor (without removing either magneto or ignitor from engine), and ground other battery wire by connecting to rocker arm pull back spring, or any convenient, uninsulated point on engine.
4A-5A-6A. See instructions page 12 telling how to locate and remedy short circuit in ignitor - movable electrode stuck and ignitor points wet or corroded.

7A. If ignitor points are worn down or set wrong, see diagram and instructions, on page 13.
.
8A. If ignition is not correctly timed see "Timings Ignitor and Magneto", page 16.

9A. In case the ignitor operates engine with dry- cell battery it is then evident that the magneto is out of order. If you cannot locate the trouble, after carefully reading instructions on "Operation Care and Adjustment of Oscillating Magneto" page 27, then write to the branch house nearest you.
Comparatively few magnetos give trouble, but when they do, and the trouble cannot be located by following directions. it is best to refer them to expert electricians.

TIMING IGNITOR AND MAGNETO--Ignitor should be adjusted so that points are always in contact when engine is not running.
The making of this adjustment depends entirely on the setting of the magneto, which should be placed as described under "Operation and Care of Magneto," page 27.
The charge is ignited before the end of the compression stroke to give the gas time to flame up by the beginning of the power stroke.
To time ignition, lengthen or shorten the magneto trip as necessary until there is about 3/32" or 1/8" space between point of trip and lower leg of magneto oscillator. This adjustment should be made when the exhaust rod is at the farthest point it may move toward the crank shaft. Then move spark advance lever so as to point toward fly- wheel in a horizontal position and turn engine in direction of rotation and note where the magneto trips. If the magneto does not trip at inner dead center, then lengthen or shorten, as necessary, the magneto trip holder adjusting screw until it does trip, and then move spark advance back to a vertical position, where the magneto should trip at the correct point or about 20 degrees below inner dead center on the compression stroke.
This point is stamped "Ignition" on governor side fly wheel.

TOO EARLY IGNITION--Care should be taken to time the ignition so that it will not occur too early because if it does, the force of the explosion will cause an outward pressure (see "Power or Working Stroke” Fig. 4, page 9), while the piston is actually travelling inward (see "Compression Stroke," Fig. 3, page 8), so that the engine will be working against itself. While the momentum of the fly-wheels may carry the piston

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