Test 1157: John Deere 2630 and 2640 Diesel

EXPLANATION OF TEST REPORT GENERAL CONDITIONS East tractor is a production model equipped for common usage. Power consuming accessories can be disconnected only when it is convenient for the operator to do so in practice. Additional weight can be added as ballast if the manufacturer regularly supplies it for sale. The static tire loads and the inflation pressures muse conform to recommendations in the Tire Standards published by the Society of Automotive Engineers. PREPARATION FOR PERFORMANCE RUNS The engine crank case is drained and refilled with a measured amount of new oil conforming to specifications in the operator’s manual. The fuel used and the maintenance operations must also conform to the published information delivered with the tractor. The tractor is then limbered-up for 1 hour on drawbar work in accordance with the manufacturers published recommendations. The manufacturer’s representative is present to make appropriate decisions regarding mechanical adjustments. The tractor is equipped with approximately the amount of added ballast that is used during maximum drawbar tests. The tire tread-bar height must be at least 65% of new tread height prior to the maximum power run. BELT OR POWER TAKE-OFF PERFORMANCE Maximum Power and Fuel Consumption. The manufacturer’s representative makes carburetor, fuel pump, ignition and governor control settings which remain unchanged throughout tall subsequent runs. The governor and the manually operated governor control lever is set to provide the high-idle speed specified by the manufacturer for maximum power. Maximum power is measured by connecting the belt pulley or the power take-off to a dynamometer. The dynamometer load is then gradually increased until the engine is operating at the rated speed specified by the manufacturer for maximum power. The corresponding fuel consumption is measured. Varying Power and Fuel Consumption. Six different horsepower levels are used to show corresponding fuel consumption rates and how the governor causes the engine to react to the following changes in dynamometer load: 85% of the dynamometer torque at maximum power; minimum dynamometer torque, ½ the 85% torque; maximum power; ¼ and ¾ of the 85% torque. Since at tractor is generally subjected to varying loads the average of the results in this test serve well for predicting the fuel consumption of a tractor in general usage. DRAWBAR PERFORMANCE All engine adjustments are the same as those used in the belt or power take-off tests. If the manufacturer specifies a different rated crankshaft speed for drawbar operations, then the position of the manually operated governor control is changed to provide the high-idle speed specified by the manufacturer in the operating instructions. Varying Power and Fuel Consumption With Ballast. The varying power runs are made to show the effect of speed-control devices (engine governor, automatic transmissions, etc.) on horsepower, speed and fuel consumption. These runs are made around the entire test course with has two 180 degree turns with a minimum radius of 50 feet. The drawbar pull is set at 3 different levels as follows: (1) as near to the pull a maximum power as possible and still have the tractor maintain the travel speed at maximum horsepower on the straight sections of the test course; (2) 75% of the pull at maximum power; and (3) 50% of the pull at maximum power. Prior to 1958, fuel consumption data (10 hour test) were shown only for the pull obtained at maximum power for tractors having torque converters and at 75% of the pull obtained at maximum power for gear-type tractors. Maximum Power With Ballast. Maximum power is measured on straight level sections of the test course. Data are shown for not more that 12 different gears or travel speeds. Some gears or travel speeds may be omitted because of high slippage of the traction members or because the travel speed may exceed the safe-limit for the test course. The maximum safe speed for the Nebraska Test course has been set at 15 miles per hour. The slippage limits have been set at 15% and 7% for pneumatic tires and steel tracks or lugs, respectively. Higher slippage gives widely varying results. Maximum Power Without Ballast. All added ballast is removed from the tractor. The maximum drawbar power of the tractor is determined by the same procedure used for getting maximum power with ballast. The gear (or travel speed) is the same as that used in the 10-hours test. Varying Power and Travel Speed With Ballast. Travel speeds corresponding to drawbar pulls beyond the maximum power range are obtained to show the “lugging ability” of the tractor. The run starts with the pull at maximum power; then additional drawbar pull is applied to cause decreasing speeds. The run is ended by one of three conditions; (1) maximum pull is obtained, (2) the maximum slippage limit is reached, or (3) some other operating limit is reached

Carl Hanns Pollog, L'aviation commerciale dans les régions méditerranéennes

Pierrein Louis. Carl Hanns Pollog, L'aviation commerciale dans les régions méditerranéennes. In: Les Études rhodaniennes, vol. 14, n°4, 1938. p. 259

Paul Masson

Pierrein Louis. Paul Masson. In: Les Études rhodaniennes, vol. 14, n°4, 1938. p. 257

Note sur un point de nomenclature climatique. Le climat subtropical

Pierrein Louis. Note sur un point de nomenclature climatique. Le climat subtropical. In: Revue de géographie de Lyon, vol. 27, n°2, 1952. pp. 181-185

Travaux de la Société de géographie de Marseille

Pierrein Louis. Travaux de la Société de géographie de Marseille. In: Revue de géographie de Lyon, vol. 27, n°3, 1952. pp. 269-270

Huile d’olive et huile de graines au xixème siècle en France (vu de la région Marseillaise)

Au début du siècle, l’huile d’olive domine largement le marché dans le Midi de la France : aussi bien comme huile à bouche, comme huile de table, que comme huile à fabrique pour la savonnerie. C’est la période du « savon vert », à l’huile d’olive. Deux limitations à cette prépondérance : Comme produit à bouche, l’huile d’olive doit se borner à un marché territorialement assez restreint, au Midi méditerranéen essentiellement. On connait la division traditionnelle, alors, entre la France de la ..

Revue Méditerranée, 1964, 4 numéros

Pierrein Louis. Revue Méditerranée, 1964, 4 numéros . In: L'information géographique, volume 29, n°3, 1965. pp. 133-135

Le port de Marseille

Pierrein Louis. Le port de Marseille. In: L'information géographique, volume 14, n°3, 1950. pp. 103-108

Georges Denizot, La signification morphologique des cailloutis à galets impressionnés dans la vallée de la Durance

Pierrein Louis. Georges Denizot, La signification morphologique des cailloutis à galets impressionnés dans la vallée de la Durance. In: Les Études rhodaniennes, vol. 14, n°4, 1938. p. 260

Réflexions sur l'évolution de la région marseillaise

For 25 years, Marseille has been changing. The town has reached one million inhabitants ; the harbour has spread to the Rhône and it exceeds now 100 millions tons. Marseille is precipitated into the industrialisation and confronted with its problems. It is with an effort of volontarism that it will be able to allow the new developments to the traditional ways of life.Depuis 25 anst Marseille a changé. La ville a atteint le million d'habitants ; le port s'est étalé jusqu'au Rhône et dépasse 100 millions de tonnes. Marseille se trouve précipitée dans la grande industrialisation et confrontée à ses problèmes. C'est par un effort volontariste qu'elle pourra accorder les développements nouveaux au cadre de vie et au style traditionnels.Pierrein Louis. Réflexions sur l'évolution de la région marseillaise. In: Méditerranée, deuxième série, tome 18, 3-1974. pp. 3-10