1615 San Francisco St. San Antonio, Texas 78201
Robert Helstedt's engine, on bottom of page 5, has an auxiliary-hopper attached, made of heavy sheet-steel, thus permitting more water to the cooling capacity of the engine, so one doesn't have to replenish the water supply so often during long runs; as you know the water is slowly boiling away while the engine is working. Lots of these INTERNATIONAL LA and LB engines probably were ordered equipped with this hopper extension on both the 1? to 2? hp., and the 3 to 5 hp. sizes, as an extra item. Likely, many of these engines, in captivity now, may have had these extension-hoppers, but they were found rusted thru, and were then removed and discarded, bringing the engine back to a standard-hoppered unit. It appears Helstedt's engine is a 1? to 2? hp. size. This size was sometimes used to run belt-driven INTERNATIONAL Milk-Coolers where electricity wasn't readily available, or to run the milking-machine vacuum-pumps. Those Milk-Cooler engines had auxiliary-hoppers 3 times as tall as the one shown on page 5. It is true in dairy-work, that the hot water from the hopper was used in cleaning up the utensils couple times a day. For Milk-Cooler power, the 1? to 2? hp. size was fitted with single-groove V-pulleys, 13 or 15 inches diameter, also over-size fuel-tanks, in addition to the extra tall auxiliary-hopper. Extension-hoppers were also used on their potato-digger engines, 3 to 5 hp. size only, but not so tall. The 3 to 5 hp. engines were also supplied on the No. 15 IHC hay-press, these engines being equipped with such extras as radiator-cooling, with enclosed flywheel-fan; with a gravity-feed fuel-tank; an oil-bath air-cleaner; and a spark-arrester. That engine would also make a good continuous-duty portable-engine, since IHC also built 2-wheel hand-trucks, as extras, for both sizes. Radiator-cooling was only for the large-size engine. A natural-gas attachment was available, as was a kerosene attachment. A special flywheel, 14 5/8 inches diameter, with two grooves for V-belt drive, could be had as an extra, for the smaller size engine. The 3 to 5 hp. engine has a 17 1/8 inch flywheel. The cylinder-size for the two engines, is: 3 1/8 x 3?; and, 4 x 4 1/8 inches, respectively. A variable-speed governor with easy hand control-lever, gives crankshaft speeds of 600 to 1000 rpm.; while the pulley-shaft speeds will be 300 to 500 rpm. They were a nice light-weight engine, but IHC doesn't build them anymore.
The engine on page 6 is a NELSON BROS.-built engine, could be the 1? hp. size, or the 2 hp. size. The serial No. should be on the face of the pulley-side flywheel, on top of the balance-weight, with the balance-weight turned up and the crank-pin pointing down.
Robert L. George owned by Rolland Maxwell of Huntington, Indiana. 7 Hp. Hercules owned by Rudy Miller of Huntington, Indiana. Ellis Champion hand-feed thresher also owned by Mr. Maxwell. The 'south end' view of the gentleman is that of Mr. Maxwell. The puddle of water seen in the foreground is the result of two days and nights of heavy rain 'enjoyed' as an added attraction at the 1968 'Old Time Thresher Show. (Photo by Ernest Hoffer.)
The above picture shows an engine of such a length it reminds me of the 'Dachshund'! It is an ELI alright, and operates on the 2-stroke-cycle principle; and using a cross-head (that's why it is so long). On the power-stroke, the conn.-rod-end of the piston compresses the fuel-air mixture into the air-box to about 5 lbs. per sq. in., so this mixture can slip into the cylinder while the exhaust-gases are escaping. It has a fly-wheel-mounted throttling-gov., with a round, ported, throttle-valve in the lower end of the inlet-port. The 2 and 3 hp. sizes were hopper-cooled; 4, 6, 8 & 10 hp. sizes were tank-cooled, according to the 1909 literature. Sizes 4 thru 10 hp. came equipped with friction clutch pulleys; the 2 and 3 hp. sizes could have clutch-pulleys as an extra. Like a few other engines, the ELI has an offset cylinder, the center-line of the cylinder is higher than the center-line of the crankshaft, to cut down on the angle of the conn.-rod on the power-stroke. You can check for cylinder offset on any engine by stopping the crank-pin in a straight up position and noting the space between the conn.-rod and end of the cylinder-bore; then, stopping the crank-pin in a straight down Position, again noting how close the conn.-rod comes to touching the end of the cylinder-bore. On the ELI, the conn.-rod will come much nearer touching with crank in the down position than with the crank in the up position. The inventer of the ELI started experimenting with 4-cycle engines. In 1895, he figured the 4-cycle type to be too heavy and sluggish; so he began trying to build an engine without all those 4-cycle troubles. To do this, he figured he would have to turn his attention to the 2-cycle engine, lie decided the crank-case-compression method would not do. So he up and builds a cross-head, piston-rod, and air-box type. In 1902, he moved to Moline, Ill., and brought out a design on the order like Wilbur Jolley's,on page 13. This design was used till 1908, with no change, except changing the ignition from make & break to jump-spark. In 1908, the ELI line was redesigned a little and a few improvements made. Wilbur Jolley's engine may have been built in 1907, or earlier, since his doesn't have the air-box jacket all around the cylinder in the area between the water-jacket and the cross-head bore. If his had the air-box extended clear around the cylinder, the outer appearance would be a continued uniform straight form, from the cylinder-head to where the cross-head slide joins the cylinder. The piece of ELI literature 1 have states: 'The result of 14 years development of a NEW IDEA in Gas-Engine construction'. It was manufactured by the MOLINE PUMP CO., Moline, Ill. And, General Agents were: JOHN DEERE PLOW CO., Dallas, Texas. A very rare engine, I'd say!
The Grist Mill from Sarasota-Bradenton was in action at Zolfo Springs, Florida Show - turning out some excellent corn meal. Antique cars are displayed in the background. Photo by Denis.
A real beauty at the Zolfo Springs Florida Show was the little working model 4-cycle gas engine made by Ross Bacon who has retired from Towanda, Pennsylvania to St. Petersburg, Florida. It ran all day without missing a stroke. Photo by Denis.
I sure do appreciate GEM publishing the fine pictures of the FOX TRACTOR, those the courtesy of Berton Blazek, found on pages 14 and 15. I have no FOX literature and I would especially like to see the details of its horizontal double-twin engine.