Reflections

1 / 10
21/8/15
21/8/15
2 / 10
21/5/3B
21/5/3B
3 / 10
4 / 10
21/5/3C
21/5/3C
5 / 10
6 / 10
21/5/3D
21/5/3D
7 / 10
8 / 10
9 / 10
10 / 10

READERS WRITE

21/8/15From the photo of the Ottawa two
cylinder engine, I would like to know if these engines used a 180
degree or a 360 degree crank. The engine has no distributor, so I
would assume it to be a 360 degree crank. I can find no literature
that shows this. As you might already know, Harley motorcycles
worked this way, no distributor, just points. The Indian had a
distributor just like a car. A collector near here has a Cat 60
with the fuel pump about the same place as on the Cat 70. This 60
has no vacuum tank, it also has levers for steering, not the usual
cranks. Max R. Hutchins, 1601 N. College, #97, Ft. Collins, CO
80524.

21/8/16 Q. I have been told that a number of
22-36 McCormick-Deering tractors were re-powered shortly after
World War 2 with Detroit 4-71 diesel engines. The report says that
new tractors were not yet available but diesel engines could be
purchased, thus the conversions. Can any GEM readers verify this
report or supply further details in this regard? Robert Zick, 10255
Winegar Road, Grass Lake, MI 49240.

A. The Reflector has some hazy recollections of
this practice, but we cannot recall with certainty whether it was
the 22-36 which gained the transplanted Detroit or some other
tractor model. Would anyone with details of this practice kindly
contact the Reflector. We too would like to hear more about
this.

The Lansing Company. Lansing, Michigan

Wayne D. Jacobs, 220 N. Water St., Pinconning, MI 48650 dropped
a line some time ago. Mr. Jacobs worked for the old Lansing Company
for several years back in the 1930’s. Their products included
mixers, wagons, wheel barrows, and railway express wagons.

Residual Magnetism in D. C. Generators

The May issue contained a comment that a generator with no
output may need a ‘flash’ to restore the residual
magnetism. Several readers have asked us to describe the process,
so here it is: Simply connect the shunt field of the generator to a
source of direct current such as a battery for a few seconds. Other
reasons for failing to generate are: 1) Too much resistance in the
field circuit. This may be due to an open rheostat, open field
circuit, loose connections, poor brush contact, or broken brush
pigtails. 2) Wrong field connection. The residual magnetism
produces lines of force from a north pole to a south pole. If the
current in the field coils is opposite to the residual lines, the
magnetic flux is cancelled and will keep the generator from
building voltage. Either reverse the shunt-field connections or
reverse generator rotation. 3) Wrong rotation. This is similar to
(2) above. Either reverse the shunt field leads or reverse the
rotation. 4) Shorted armature or field. If completely shorted the
voltage will not increase and the armature will smoke. In the early
1950’s the Reflector bought a copy of Electric Motor Repair by
Robert Rosen-burg. Published by Rinehart & Co., we have found
this book to be of inestimable value in all phases of AC and DC
motor and generator work. At present we are trying to determine if
this fine book is still available and will report to you as soon as
possible.

21/5/3 Railway Maintenance Car

Chas. R. Throop, 16301 Clinton Road, Lansing, MI 48906 writes
that he has an identical engine to that noted in the heading above.
This is a Fairbanks-Morse Railway Hand-Car engine. It is not listed
in American Gas Engines.

Oil Well Engines, June GEM, page 5 Dr. Robert D.
Seeley, RR 3, Box 176 Warrensburg, MO 64093 notes that
Fairbanks-Morse was building oil field engines, at least a few
years back. They had an operation at Laredo, Texas and sold oil
well engines primarily in Mexico where electricity is scarce. Dr.
Seeley also notes that many electric motors have been replaced with
‘one-lungers’ in Kansas, Oklahoma, and Texas, as they are
cheaper to operate and maintain. Dr. Seeley reports than an oil
field mechanic once told him that if you had to shut down one of
these engines for repairs in less that 10 or 15 years you had a
lemon!

Engine Ignition

Hugh F. Sautter, 911 Locust St., Perrysburg, OH 43551 comments
that experienced engine beguilers know how to wire up various low
tension and high tension ignition systems on vintage engines, but
novices are often overwhelmed with the process. The suggestion is
that perhaps it’s time to print some of the diagrams. Rumors
also float about that replacement electronic ignition systems can
be rigged up to certain Briggs & Stratton and other engines.
Has anyone developed an electronic ignition system (solid state)
that can be used on vintage engines?

As soon as ye Reflector can get some drawings and data together,
perhaps the kind people at GEM will permit us to include a series
of drawings and explanations thereof regarding engine ignition
systems.

Buda Engine Parts

Duane L. Sama, RR 2, Box 62-B, Howe, IN 46746 writes that he is
employed by the Sealed Power Corporation at LaGrange, Indiana. They
have given permission to publish an excerpt from their current
catalog indicating a number of Buda parts available from this
outside supplier. Since c, contact your distributor or call Sealed
Power for the name of your nearest dealer. Call 219-463-2121 and
ask for Phil Rhoads in the Order Department at Sealed Power.

21/6/1 Viking Garden tractor

G. Bechtel, 7315 N. Wolcott, Chicago, IL 60626 sends the
Reflector some photocopy data on this unit, and writes that he has
a good sized sales manual describing the Standard Line. Possibly
Mr. Bechtel would photo-copy this material for persons needing this
information, and do so for a reasonable fee. The Reflector is very
happy that so many responses have come in on various questions
regarding garden tractors. While our files may be bulging on some
things, the cupboard is virtually bare when it comes to garden
tractor literature.

PAINT COLORS

At the urging of our readers, we publish herewith some of our
research so far into proper paint colors for various engines,
tractors, etc.

We make no guarantee that all these are correct; we only state
that we believe these colors to be comparable to the original. That
caveat being expressed, we now proceed with the following:

IHC Blue: DuPont Dulux 93-032

IHC Off-white: still available from some Case-IH dealers

IHC Olive Green: for Mogul engines, DuPont Dulux 93-29609-H

IHC Red: comparable to DuPont 674 Red

(Local dealers may have an EXACT color match in their book.)

Rawleigh engines: DuPont 93-036 Brown

Fairbanks-Morse ‘Z’ engines: DuPont 93-72001 Green

Rock Island engines: DuPont 93-29607 Brown

IHC Deep Green for Type M engines: DuPont 7498D Green

IHC Gray for tractors: DuPont Dulux 93-27625 Gray

IHC Gray for McCormick-Deering and Farmall: Dulux 98620 or
6923

Gray (another variation from 27625 above)

Monitor horizontal engine, Baker Mfg. Co.: DuPont 93-538
Gray

Fuller &. Johnson engines: DuPont 93-1317 Green

Most paint dealers can cross the DuPont numbers to other brands
such as Sherwin-Williams or Ditzler. In many cases you also have
the choice of using an enamel finish such as Dulux, or moving to an
acrylic enamel such as DuPont Centari. Acrylics are somewhat more
difficult to handle but give a first-class finish, especially when
using all the hardener recommended by the manufacturer. This finish
is much more resistant to gasoline or diesel fuel than ordinary
enamel finishes and leave a much higher gloss.

More paint colors will be given in subsequent issues, and
perhaps GEM will see fit to gather all this information into
booklet form after the monthly list is reasonably complete.

TIP OF THE MONTH

The Reflector is so impressed with the following article and
accompanying photographs that we decided to use the following as
the ‘Tip of the Month.’ Submitted by J. E. Cain, 603
Longview Drive, Sugar Land, TX 77478, we think this ‘Engine
Getter’ is the best gadget for engine collectors since portable
sunshades first came to engine shows. We’ll let Mr. Cain’s
letter and photos tell the story:

Hope you find this information on my ‘Engine Getter’
helpful to engine collectors who can no longer lift and strain on
this Old Iron. This unit has been of great help in loading,
unloading and moving engines around. The loading ramp is hinged to
raise or lower, the loading ramp and pulling tongue are removable
for hauling or storage. There is a small pulley at rear center and
front center of platform so cable can pass over or under platform.
This unit will also ‘self-load’ by use of a hand winch into
your truck or trailer. Large tires were used hoping the unit would
move over rough ground more easily.

I have loaded an engine weighing over 800 lbs.

DETAILS:

Height from ground to platform:21 inches

Tire Size: 4.8 x 8

Platform Size:48 inches long by 22 inches wide

Length of Loading Platform: 42 inches

Winch: Hand type1000 lb. pull


Previous

  • Published on Aug 1, 1986
Online Store Logo
Need Help? Call 1-866-624-9388