1615 San Francisco St., San Antonio Texas 78201
(Herewith is one of Mr. Kruger's interesting letters that has slipped past a few issues but is worth printing anyway as I know you fellows have your books and refer to items in discussion. This letter was written last September - Anna
On top of page 26 of the July-August 1967 GEM is the question by R. H. Moore, why part of the exhaust is piped back to the piston-skirt. Well, probably I shouldn't be 'opening my mouth', since I have no original literature on the 'Domestic' engines, let alone this particular one in question by R. H. Moore. As to it's horse power, I'd say it right is at 4 Hp. At first thought, the top pipe on Moore's engine is the 'auxiliary exhaust', piped back to the discharge port of the exhaust valve. I have never imagined an auxiliary exhaust outlet at the top of the cylinder, at the point where the cylinder oil is usually placed. Maybe, this was an idea some mechanic 'cooked up' himself. Anyway, the pipe leading from the top of the cylinder to the usual exhaust piping, is quite small. But, be it as it may, the idea is good, and will allow the cylinder to operate at a lower temperature.
As some of you will recall the 'Gade', engines have been using the auxiliary exhaust. I have no literature on the 'Gade', but, here are some of the feature points I have read about through the 'Gade' advertising in early farm magazines. The same would apply to the 'Domestic' engine and Moore's question.
The auxiliary exhaust port is usually placed at the side of, or bottom of, the cylinder, (horizontal engine). This port is so placed that the piston will uncover it at the end of the power stroke; and, of course, at the end of the intake stroke also. I have never used an engine so equipped and I don't know why the feature has been discontinued. It could be, that at the end of the intake-stroke, with port uncovered, some products of combustion, or air, could enter the cylinder thru this port and interfere with the fuel air ratio of the incoming charge thru the fuel mixer.
Anyway, the 'Gade' people claimed the auxiliary exhaust was the 'berries' in cooling their engine cylinders; their air-cooled types, without a fan and the hopper-cooled types, without water, for the lighter loads; using water in the hoppers for full load work-all the while giving more power on less gasoline. Their motto for the 'gade', 'The engine that breathes.'
This is my favorite tractor of the Mt. Pleasant Steam Show. It's a La Crosse about 1914. Never did have a steering wheel. Was always line drive. Around 300 made. This is the only one known of.
In 1914, the Gade Bros. Mfg. Co of Iowa Falls, Iowa, added a 16 Hp. engine to their line. It was a single-cylinder, horizontal, 4-cycle type, hopper-cooled with make and break ignition. A built in gear driven Sumter magneto. No water was used for cooling the cylinder or any part of the engine except when it was put on heavy load continously for a long time; then water was poured into the hopper and the engine was run as an ordinary hopper-cooled engine. The system of air-cooling must have been well worked out. When the piston approaches the end of the power stroke, it uncovers the auxiliary exhaust port, at the crank shaft end of the cylinder. It is through this port that most of the hot gases escape, thus those hot products of combustion would be in contact with the cylinder walls the shortest period of time, as compared to the present day method of the hot gases remaining in the cylinder until the return stroke of the piston would push them out past the exhaust valve. The use of the auxiliary exhaust port also prevented the overheating of the exhaust valve and relieved a lot of strain on the cam gears, by having the major portion of the expanded gases dumped before the exhaust was opened in the usual manner.
As I see it, this 16 Hp. 'Gade' was probably the largest single cylinder, air-cooled engine that was ever placed on the market. Just think-using a 16 Hp. air-cooled engine for silo-filler, corn sheller and other heavy jobs about the farm, without the use of a fan! I know the Fuller & Johnson air-cooled pumper engine used to have the auxiliary exhaust and it was never provided with any type of air-moving blades. Had a muffler on auxiliary exhaust and none other.
The 'Gade' engines, air and water cooled combinations were built in 9, 12, 16 Hp. sizes. These had air-cooled cylinder heads, not jacketed for water-cooling. Their hopperless, air-cooled cylinder engines were built in 1? to 6 Hp. and that was around 1914-15. They, 'Gade' people, even claimed their engines saved 1/3 on fuel-just because of the Auxilliary Exhaust!
Well, dear readers, this has gotten to be a bit too long. I just ran across an article where a fellow, as a last resort, did a 'home-made' job of adding the auxiliary exhaust to a water-cooled engine he traded for and really upped its power and cooling. As he explained it, most any of us could add the auxiliary exhaust, at least to our air-cooled engines.
Like to suggest, that any of you readers send in your constructive additions and comments on the 'Auxiliary Exhuast' to GEM for publication.
Mr. Milton Beutz of Pierz, Minnesota, 56364 would like to know if Twin City built a two cylinder tractor before 1916.
My John Deere G. P. on hammer mill, taken August 26, 1967.
This is Master Scotty Cammons posing after an hour long run with his gasoline go-cart. Scotty, age 2 years and 6 months, seems to be a natural born good driver. His car is powered by a model 'N' Briggs and Stratton over 25 years old. I hope the old timers will enjoy the steering arrangement from the 3 gear head of a model 'T' Ford. This 4 to 1 mechanical advantage makes it possible for the baby to handle the car with ease.
My friend, Mr. Beers, used this model 'T' steering gear head on his homemade auto from an old Excelsior motorcycle during World War I. Soon after World War II he made a power lawn mower and used this 'T' steering. Thank goodness he still had it so we could make Scotty a go-cart. Goes to show, if you keep something long enough you will always find a use for it more than once, but 50 years is also a long time.
The engine pulley is 1? in diameter, jack shaft driver is 10 in diameter. The driver has to hold down a treadle with his feet so as to release the brakes and at the same time, a leaver tightens the belt with a jockey pulley making it go forward. The car only travels walking speed.
Maybe someday Scotty will enjoy the Gas Engine Magazine, but at the present he can hardly talk. He did learn to say go-cart and crank her up in short notice after he drove it he first time. Be careful Scotty.