OBSERVATIONS

Gibraltar Gas Engine

Courtesy of Ruben Michelson, Anamoose, North Dakota 58710

Ruben Michelson

Content Tools

1615 San Francisco St., San Antonio, Texas 78201

Well sir, GEM has completed its first three years; it has got something that makes it a very interesting magazine for us 'internal-combustion do-it-our-selfers'. The following paragraphs refer to some of the writings in the Nov.-Dec. 1968 GEM.

John Bontreger states only part of my bewilderment, referring to the DOMESTIC. In 1967 GEM: my sentence continues with 'at the point where the cylinder-oiler is usually placed'. I felt it was a 'home made' attachment and doubted if it would work connected where the oiler was, on the top of the cylinder, and with the oiler missing. I still don't know if Mr. Moore's hook-up is 'home-made' or factory-built. I fully understand the function and benefits of the Auxiliary-Exhaust, and know that they were placed; either side, at the bottom, as well as on top of the cylinder; as was done on the early HART PARR tractor and some other engines. Roger Kriebel, Mainland, Pa., assisted me by his letter, stating that the fan and the shrouds over the fan and around the cylinder, was missing. I noted that GADE air-cooled engines didn't use a fan, or a shroud, claiming those parts were not needed because their engines had the built-in Auxiliary-Exhaust.

In connection with the Paul B. Curtis letter, is regarding the THERMOIL engines, all I can find is that the 'light-weight' THERMOILS, using the ECONOMY gas-engine frames, were built as THERMOILS, in sizes 1?; 2?; 5; and 7 hp. only and which were not rugged enough to stand it. Later the heavily-constructed THERMOILS were offered, but only in the 6 and 8 hp. model 'U' and in the 7 and 9 model 'UA'.

Paul states the THERMOIL is actually a ful-Diesel. Well, not quite all of that, although it is a cold-starting oil-engine; so, look up my story in the Jan.-Feb. 1969 GEM, under heading, CRABB vs. 'CRAFF', in the paragraph about the DAVENPORT oil-engine, where I briefly mentioned a couple of the differences between the DIESEL and the HVID, or BRONS, cycles. There are other differences, too.

Paul, on regarding ECONOMY hit & miss engines, prior to 1916, HERCULES was building hit & miss gasoline-engines, and also a few hit & miss, (more or less make-shift) kerosene-engines. Sept. 1916, HERCULES announced their new throttling-governor, kerosene-engine, with Webster M & B ignition. Then, probably in the 30's (don't know, just guessing), HERCULES produced the model 'JI' for gasoline in two sizes, 1? - 2 hp.; and 2? - 3? hp., and, the model 'JK' for kerosene in the same two sizes. They had downdraft carburetion, throttling-governor, were 'EK' Wico equipped, governed at 775 rpm. They looked similar to the CUSH-- MAN CUB, horizontal, hopper-cooled, with two disk-flywheels. On top of page 25, in May-June 1966 GEM, is a pic-of the smaller size kerosene-engine, sold either as ECONOMY, or HERCULES, but built by HERCULES.

Pictured here is a Gibraltar Gas Engine owned by 'Rumely Oil Pull Bill' Krumweide of Voltiare, N. Dak. and that name is all there is on this engine. It looks like it never had a name plate. Does any one have one like it or know who manufactured it?

It looks like it is a one H. P. engine, has ignitor and battery coil ignition on a hit & miss system, the carburetor is on the left side. Could this be an orphan being that we never heard of another one like it?

Paul Curtis, whether or not the flywheels are the correct ones for your boyhood days 5 hp. ECONOMY, it could be there is too much balance-weight in the flywheels rim. You could experiment, if you ever get such a 'jumping' engine, by making some 'U' shaped strap-irons out of 3/8 x 2 inch, or heavier steel, with the tips hammered together just enough so the 'U' irons can be driven in place snugly with a hammer, away from the center of the flywheel, then wrap them with a couple rounds of friction-tape to keep them from shifting. Depending on the size of the engine, etc., you can probably use about four such 'U' irons in each flywheel, placed 180 degrees away from the engines balance-weight. If this experiment greatly improves the steady-ness of the engine, then you can cut a-way some material from the heavy-side of the flywheels; or attach neater permanent weights to the lighter-side.

Houston L. Herndon, I congratulate you on your nice amount of equipment, and the 'great southern' shows you have been putting on. I'm especially interested in your big 32 hp., throttling-governor, FM oil-engine, type 'N', as shown on page 36. You ought to have a fan and belt her to it! I was born 1903 in Beloit, Wis., which city nestles the great big F-M engine factory, situated along the east-side of the Rock River. Dad worked there a few years, and also bought a couple of F-M engines prior to 1913, for use on his Wisconsin farms. My uncle Henry, Dad's brother, worked in the F-M engine testing dept., as I last remember him. Then, in Oct. 1915, we as a family moved across the U.S. to an irrigated vegetable-farm north of Mercedes, Texas, where Dad got a 12-hour shift as engineer in an ice-plant, which had a 60 hp., 4-stroke, l-cyl.,,De La Vergne semi- Diesel on the Frick compressor and a 12 hp. throttling-governor, Krueger-Atlas Oil engine for lights and electric-power. Another place Dad engineered, was at a vegetable cooling plant. Power there was a F-M 15 hp, type 'N' throttling governor oil-engine, which ran both, the refrigeration compressor, and a new warehouse corn-sheller. I used to hand a-round the two mentioned plants now and then, since I loved to be around those heavy-duty engines. I was about 13. Dad never did tell me a thing about starting & running those engines, because he figured it wasn't my place to try a hand on any equipment there. Just to be around once in a while ought to be enough, he thought. The book-keeper, and the manager, both knew me quite well, and knew I was around at times with Dad. One day it looked like a sure-enough rain was coming up, and soon. Dad was in town on some errand. The engine was shut down, since no refrigeration was needed that day. But, the corn-dump had a couple loads of snapped-corn in it, which was outside, below ground level. To my astonishment, the manager came out to me, asked me if I could start the engines so as to get the corn inside and in the bin before the rain, but not shell it. I said I'll try it! I I had at previous times, observed Dad start the engine; so I had a pretty good idea what to do. I got her started right off on gasoline, soon switched her onto kerosene, and then a little later, turned on the water-feed, 'as I'd seen Dad do!' Well, for this light load, no water was needed; the engine kept right on running, just the exhaust reports were varying from louder to lighter, with a few light 'pops' in between. The whole trouble was from me feeding water that was not needed, which caused the engine to 'hunt'. I got the corn in and shut her down, before it rained. When Dad came back, the manager came right out and told Dad that I was a 'real engineer' and that I saved the corn from the rain! By the look on his face, I could tell that Dad was really surprised that I could start the engine. Dad also was shift-engineer in the town electric light-plant. But here he wouldn't let me browse around, as I did in the other plants. How I wished I could, because there were two F-M oil-engines in there, both using the flat-belt drives, off the special-electric flywheels. One was a 32 hp. throttling governor, type 'N' oil-engine; the other was a 2-cylinder, vertical 50 hp. type 'RE'oil-engine, with 360 degree cranks, giving a power-impulse every turn of the flywheel. Several times I'd stand by the large open door, in front of the slatted barricade, and look & look, wishing I could get inside to see what was on the other side!

A trailer load of engines belonging to Paul and Dorothy Smith, Ontario, N.Y. shown at the 1968 Reunion of the Pioneer Gas Engine Association at Fairville, N.Y. At the front is a Briggs and Stratton Model ZZ 6 H.P., next is a Coldwell Cub, next is a Briggs and Stratton Model S, and the last one is a Continental ? H.P.

An Empire garden Tractor belonging to Harold Brown, Seneca Castle, N.Y., made in Windsor, Ontario, with a 6 H.P. Briggs and Stratton Model 14 engine. The tractor is Model X-1 with worm drive gear box. This tractor was in excellent shape when Mr. Brown got it This tractor was at the 1968 Reunion of The Pioneer Gas Engine Association at Fairville, N.Y.

Well, Mr. Herndon, I guess you won t mind if I alter the date on your 10 hp. type'M' MCCORMICK-DEERING kerosene-engine, No. DW 216, shown on page 36 in the Nov.-Dec. 1968 GEM. I think it might help some of our readers, both young and old, who are always looking,seriously, for the facts. According to the S/n DW 216, the Mc-D 10 hp. is WICO equipped. Well, I.H.C. started using WICO magneto ign. as follows: l-? type 'M', 1924; 3 hp. type 'M' 1925; and the 10 hp. type 'M', 1927. The first WICO equipped 10 hp. engines built in 1927 were S/n DW 157 to DW 671. So your engine was an early one in that batch! And how I'd love to see all your engines and equipment!

This is an 18-36 Hart-Paar, serial number 26907 recently purchased by Bob Hughes of Bloomington, Indiana. We took this picture right before we took it off the truck. During the last month Bob and his family have spent many long hours restoring his tractor to mint condition. As of this writing, the restoration is nearly complete.

This tractor when purchased was literally in pieces and had been so for 13 years. Bob has done one of the finest jobs of restoring an old tractor that I have seen. If all goes well. Bob will be exhibiting this tractor at Rushville this summer.

Can any of the readers of the Gas Engine Magazine give us a clue to the age of this tractor?

This Cooper Bessemer 2 cycle engine was snapped at the Jim Whitbey farm. I believe it was used in a flour mill. 50 Hp.

CM. Knudson, You'll recall me writing you I was happy to 'dig' a little in an effort to identify your engine, but since I was pressed for time, I probably couldn't do as good job as I would like with what material I had. So, what little guesswork I had sent you, in advance, you will likely see again in the Jan.-Feb. 1969 GEM, on one of my paragraphs underthestory-title.CRABBvs. 'CRAFF'. Soon after I had sent you my first mail on your engine, unpurposely, I got to paging through my material as I was gathering it together to put it all away in good order. I ran across the TERMAAT & MONAHAN CO.s design of their decal, which at once struck me as about the same design on your engine cooling-hopper! It could very well be your engine is a T & M Co. product, made in Osh-kosh, Wis. I am sending a reprint of the advertisement along with this story, which I hope will be published with this story. The reprint does not show the large engine you have, but I believe the decal does shed some light on who built your engine. I now feel your engine is a TERMAAT & MONAHAN, (T & M). I hope I'll run across some T & M Co. literature some day that will verify this 'feeling'. In some ads for 1911, they were only built up to 6 hp. Now, this 1912 ad (my reprint) states that their engines are built up to 10 hp. According to the figures you sent me, your engine would be about a 7 - 7? hp. Your engine is later than 1912, because that Webster Mag. of the type shown in your photo was not available in 1912. It could be your engine was built in 1912 with battery or dynamo ignition; and the T & M Co., in later years, supplied the shown Webster attachment to the owner at that time for his engine for which the Webster was designed to fit. It sold as an attachment and priced accordingly, probably in the years 1915-16 to begin with. Best wishes for the NEW YEAR. 1969; diminishing war; increasing PEACE!

FOOS -- 11 HP, Hit & Miss Governing, Idles against full compression. Restored and owned by Houston L. Herndon. Will be running at the Florida American Royal Gas and Steam Engine Round Up. February 8th and 9th 1969.

If You're Not having a little fun every clay, you're missing something.'

Here is my Alamo Blue Line, 8 Hp. engine being lowered onto the trucks by Horace Taber. This engine set up pretty bad. Four men on bars through spokes and torch inside hopper, needed to break her loose.

Here is Horace doing a little more welding on trucks. Alamo 8 Hp., still unrestored.

The 8 Hp. Alamo Blue Line, unpainted, but raring to go-doing her stuff on the fan.

West Timonium Road Timonium, Baltimore Co., Md. 21093

Picture taken at the Ford Museum by Denis. It is an air-cooled gas engine introduced by Bisshop about 1870 - it was double acting; the gas explosion working on the upstroke and atmospheric pressure on the down stroke. Made by Andrew & Company, Ltd. England.

End view of Model of Mr. Edison's brick machine shop in Ford Museum.

Another family leaves the north and retires in the sun in Florida along with the rest of the tired and retired. This time it was the New Holland Family of Lancaster County, Penn. Including 5 HP S/n 7261. 4 HP S/n 1667, 2 HP S/n 7441, 1? HP S/n 445, ? HP S/n 8124. This group of engines were assembled and restored by Irvin and Phares Hoffman, Manheim, Penn. Striping by John Kaufman, Mt. Joy, Penn. Engines owned by Col. Houston L. Herndon, Sarasota, Fla. Will be running at the Florida American Royal Gas and Steam Round-UP, Feb. 8th and 9th, 1969.

A picture of the Star I am working on - a 3 inch scale. I never realized they were so scarce.

Shown is a picture of Frank Tybush, Troy, N.Y. RD 1, Box 78. This engine was beautifully restored and running at the Pioneer Gas Engine Association 1968 Reunion. Frank thinks it is about 7 H.P. He found it as a lawn ornament in a farmer's dooryard and it was in very rough shape. He would appreciate hearing from anyone who could tell him the make or anything else about it.