Smoke Rings

Smoke Rings

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Well, I don't know about you, but it takes all my vim and vigor (I have my own energy crisis, you see) to keep up with the events of daily living. First of all, this time of year is a busy time for everyone with banquets, meetings, etc.

We have a pretty active family at home yet. Tommy, age 9, is of course out again for Pony Baseball (so have the meals ready, Mom, at all different hours for all kinds of activities that end or begin at all times-there's always a meal warming in the oven for one of them, or dishes in the sink-after they were just all cleaned up and put away--oh well, I wouldn't wish it any other way, I count my Blessings every day - sometimes I just don't have the pep to enjoy them all). Also, I've been helping at Cub Scouts one hour a week - we had our last weekly meeting for the summer - (now let me see - what will I do with that extra hour??).

Then there is Keli, age 17, who has been having quite a busy spring -Sports Banquet where she received a trophy for Most Improved Basketball Player - (after a broken finger and a sprained ankle) to become most improved - that's something, but that's not a very comfortable way to do it. We're very happy for her. Then there was Baccalaureate Services, Graduation and the excitement of the Senior Prom - was it really time for her graduate?? Where did all those precious years go??). Incidentally, she's my side-kick and even helps me with some of the typing at which she is very able.

And then Donnie is still with us, age 20, and he had a Firemen's Banquet which we attended and he received the 'Rookie of the Year' award for making 32 out of 36 calls. These fellows are really to be commended. Donnie is not the fast moving person in the world, but he is there - when that siren goes off, he's jet propelled. What would we do without the volunteer firemen?

I guess I told you Hubby Ed is back to work for which we are very grateful. It was a trying winter with lots of unprepared happenings, but we're none the worse for it - God has been with us all the way.

And now, I must get on with the column - Many of you folks will remember Dennis McCormack of Timonium, Baltimore, Maryland -as he used to contribute quite a few pictures to both magazines. He and his wife have recently built a Cannonball House in St. Michaels -a Museum to house his collection of engines, drawings, photos, early tools, records and technical library. I believe it is a 5,000 square foot building constructed on a 250 foot by 75 foot site in St. Michaels. Like Dennis says, 'Some people collect furniture or bird's egg, I collect engines.'

The McCormacks have been married 45 years and have lived in 26 different locations around the world while he followed a career in mechanical engineering. He was born in England and left when he was 22 years old. Since his retirement, he has been collecting and restoring early examples of scale models and full sized steam hot air and gas engines such as those evolved in 18th, 19th and 20th century.

Says Dennis, 'People have hobbies because they hope to leave something useful behind. I believe it is important to preserve the stepping stones by which man took himself out of slavery.'

We wish the McCormacks much success with their new venture and we will be watching for some pictures and some more data one of these days.

W.J. HICKOK, Amboy, Minnesota 56010 has an unusual request - at least to me it is -- 'I need some help or advice or call it what you may. My son, Tom, and myself are collectors and rebuilders of gas engines. We have quite a few of them. Enough to last me out --I think-- and we still find another now and then. Now here it is -- We want an engine from a foreign country. We'd like it from Ger many, Denmark, or Sweden, but we don't know how to go about it. Can you and will you help us with it? It is going to take some doing, but I think it can be done.

We have engines from a lot of different places but now we want one from another country.' (How about it, Fellers?? --Any suggestions?).

You know we had put out a call for extra Sept-Oct. Gas Engine Magazines and Iron-Men Album (Sept-Oct. also). We wish to thank you men who rallied to the cause as we received quite a number of them. Now, I hope we're not deluged with mail, but if you are keeping the complete years and need this one, contact Helen and as long as they last, we'll see that you get one.

JOHN E. KINSEY JR., 4 Holly Drive, Saratoga Springs, New York 12866 wants you to know this- 'So far I believe I have the only 12 HP gearless Olds known. It is complete on wooden trucks and I'm in the process of restoring it. If anyone, but anyone, has one of these engines, please let me hear from you no matter how little you can tell me about this big fellow. When I'm finished with this engine (in about two years time) I hope to take it to several shows in our area and maybe help someone else with their engine. Thank you so much.' -- and he signed it A true G.E.M. reader.

HOWARD SHARRAR, 92 Sussex Avenue, Toronto, Ontario M551K2 is looking for information on the old Monagon walking drag line, circa 1890 to 1914 that were used out west for irrigation and reservoir dredgings. Anyone out there know anything about it.

An interesting letter from ROY C. KACHEL, 42919 S.E. 172nd Place, North Bend, Washington 98045 -also has some questions for you - As a new subscriber to GEM, I am most impressed with your magazine and particularly Smoke Rings. Your readers seem willing to lend a helping hand with information to those, like myself, who need help in restoration of these remarkable old engines, to preserve a sound out of the past that our grandchildren have never heard.

During a Canadian vacation, last Sept., I was able to obtain two gas engines from an 'old codger' who assured me that I'd never be able to make those old junkers run. Well, I have one restored and running beautifully. It is a Fairbanks Morse, ZC, 3 H.P. However, I confess, I surely do need information and parts for the second one, which is a vertical Cushman, Mod. C, 4 H.P., 850 R.P.M., #44232, Pat. No. 14, 1911. The mag is missing, as well as the crankcase side plate, which, I believe, included a drive for a water pump. Also, I don't know whether this model had a gas tank or a radiator. I need to know the color originally used. Any Cushman fans that can help me?

Another engine I have is a horizontal 2 cylinder Edwards. It has a cracked block, and is missing the mag and drive, plus the carburetor. There is no information on the engine outside the name. I would guess it would date back to the twenties.

I would like to obtain an ignitor, make and break, open crankcase engine in the 1-1/2 to 3 H.P. range. I love that old nostalgic sound and as I work for a school district, I would like to introduce the young people to one of the greatest sounds on earth. They seem to enjoy a taste of the past.

LORNE HARRIS, R.R. #2, Dresden, Ontario, Canada NOP 1MO recently purchased a Sandusky Model J 10-20 tractor. He would very much appreciate hearing from other owners of these tractors and he especially would like to know the original color of his engine.

JAY HOEKSTRA, R.F.D. 1, Box 47, Bigelow, Minnesota 56117 sends this note - 'Please thank your readers for all of the letters that I received about our Fuller & Johnson (page 39, col 1, and letter, May-June issue). The replies I got were all very helpful.' (Jay also mentioned that he is 17, his brother is 27. So glad you could help them.)

JOHN F. HARRIS, R.R. 6, Box 145, Frankfort, Indiana 46041 has a few words for us - 'Last fall I went to an auction about five miles from here and bought a 1940 John Deere model G tractor for $60.00. I installed a reground crankshaft, ground the valves, had the governor rebuilt, as well as the carburetor and magneto. I cleaned and painted it. There are a few finishing touches to add and I hope to take it to a couple of the shows this year. (So watch for John and John Deere-Fellows!).

John also goes on: 'To Mr. and Mrs. George Matthews who moved from N.J. to Ark. and anyone else who moves--we moved from S.E. Penna. to central Indiana two years ago. Believe me, we have no loneliness. I joined three more shows here in Ind., teach Sunday School and Bible School and farm 240 acres, all with old two cylinder John Deere tractors. We have no others. We have two model B. (1940 & 1943), a 1945 model A. and 1940 model AR and 1940 model G. Also have 1951 model A. and two 1952 model 60s. We're 75% finished corn planting and that's high. There are four old pre-1939 JD model As working within 4 miles of us. Also one old 1937 model A with starter applied.' (Sounds like they have enough tractors right around there to have a show?).

JON SELZLER, Guthrie, Minnesota 56451 sent along a picture of an engine he bought recently. It is a 3 HP Galloway, very old as it has lots of brass. Jon has an ad out of a 1909 Farmer with that engine shown. He would very much like the readers to tell him if he could find the original carb. Engine is complete and shows little wear.

RALPH HESS, Route 1, Box 998, Buchanan, Michigan 49107 writes: 'The letter by Bernard Hann (see page 14 of May-June G.E.M.) is good as the I.H.C. 10-20 was world's best tractor. In 1930 there could be four of these for every sec. (640A). My grandfather John H. Hess spent ten years at Waterloo, Ont. before coming to Berseen Co., Michigan. If he has good land as he states, then trees like maple, hemlock and walnut are there. If he states he has pin oak, jack pine or poplar, then he has poor ground. We used a Model 'F' 18-35 for threshing and burned kerosene but changed to white gas and increased water and engine stayed clean. The 10-20 was the greatest power per pound. The 12-24 Hart Parr was greatest power per pound on the belt. Yes a 12-24 portable was just above 30 belt horsepower. A 18-36 portable was not 45 belt horsepower.'

JAY KOBISKI, R.R. 3, Waupaca, Wisconsin 54981 would like to know something about Sheppard tractors that were built in Pennsylvania. Any information on them and when and why they don't make them any more?? (How about it Fellows? I'm not sure I've heard that name before except connected with Nichols & Shepard and that's steam and spelled differently.).

MP. GRAFFAM, Box 192, Union, West Virginia 24983 is a new member of our Gas Engine Magazine family and would like to know where you would go to get new glass parts for replacement in sight feed lubricators. If anyone knows please write Mr. Graffam.

We have a newcomer to the family - JIM EDMONSON, 8-A O'Daniel Avenue, Newark, Delaware 19711. Jim is interested in Otto engines and would like to hear from anyone that would like to correspond. He asked me if we have any articles on them - we probably do - but I do not have a way to know just where each article is located in our magazines. If you fellows know of an article Jim would be interested in, please let me know and if we have the magazine, he is interested in it.

LESLIE E. GOOD, 30 W. 13th Street, Front Royal, Virginia 22630 has a Domestic gas engine #18106, 1-1/2 HP made by Domestic Engine & Pump Co., Shippensburg, Pennsylvania. He would like to correspond with someone who could give him some information on this engine. Some of the parts are missing and he doesn't know what they look like.

A good tip for all gas enthusiasts comes from EDGAR WHITE, 112 Overbough Ave., St. Clairsville, Ohio 43950. He has a good method to keep brass oiler and piping like new on gas or steam engines. Ed has used this method for years and claims it works - 'Remove the tarnish with a commercial brass polish OR if you prefer, use salt with lemon juice or hot vinegar OR washing soda. Dry thoroughly and polish with a clean flannel cloth. Then spray with a clear metal type or automotive type lacquer.' -(Hope it works for you - and Thanks, Ed.).

STANLEY WENTWORTH, R.R. 3, Ray, Indiana 46737 writes this plea for help - 'I received my first issue of G.E.M. the other day and have enjoyed it very much. I have two engines - an International LB 1-1/2-2-1/2 and a Novo S.U. 3X4 Serial Number 23066. I need to find out what make and model of mag I need for this engine. Also, the governor hook-up. I am not sure of the oil fill level on it either, or the HP. Any information would be helpful. Thanks much.' (Don't let our new member down, Fellows!).

An interesting missal comes from BERNARD A. HINES, 7197 Mississippi Street, Merrillville, Indiana 46410 as he states, 'The article (The Half T. Boat-in Jan-Feb. '74 G.E.M.) was a masterpiece of writing and a wealth of factual information. Mr. H. Upshur, I certainly do thank you. You were there as evidenced by your complete article. I never expected so complete treatment of the subject.

Now, do any of your readers know of the cast-iron vertical double flywheel, 2 cycle, 1 cylinder Scott engine made in Kansas City, Missouri? No nameplate but could be 2 to 4 HP and weighs about 250 pounds.

An appreciative writing from BRIAN STAUSS, Walnut Grove, R.R. 1, Box 41, Alvaton, Kentucky 42122 as he expresses 'I would like to thank everyone at G.E.M. for printing my (What Is It?) in March-April issue of 74 G.E.M. I received nearly 20 answers from all over United States and parts of Canada. Each letter convinced me I have a Johnson Iron Horse, circa 1930.

I would like to particularly thank Mr. Fred Parker of Blackfoot, Alberta, Canada who was kind enough to send me a nameplate for my engine. I was not able to write him as I did not have a complete return address.

I really enjoy your magazine and so do my friends, as my old issues are well thumbed after being passed around.'

T.R. STEINER, R.R. #1, Mt. Cory, Ohio 45868 is restoring a 25-40 Allis Chalmers. The numbers cast on left side of engine is 46214 and numbers on right side are AM1153 - 36. He would like information as to age, engine information, etc. He would also like to hear other owner's tips on restoration.

RICHARD R. ROEDEL, Box 89, Tylersport, Pennsylvania 18971 needs some help - see if you can help him and perhaps others at the same time. He tells us: 'I am having trouble finding someone who knows how to pour a bearing. I have a 1/2 HP Economy with the bearing inserts broken (sides) and even though I was given a complete connecting rod, I would like to use my own. Therefore I would appreciate hearing from anyone who could give me a blow by blow description of Babbitt Bearing Pouring. Thanks again for a great column and also a tremendous magazine.' (And thank you Richard for the enthusiasm).

And here is a letter from a happy subscriber who received help on his question:- 'In regard to information requested about a supposed truck using Fordson Power Plant (G.E.M. May-June page 37). The replies have been very gratifying. I have received replies from many parts of the U.S.A. One of the writers stated he was also sending the information on to GEM. All of this proves you have a fine magazine and the readers are very kind and thoughtful.' That comes from CLARENCE G. LINTZ, Hydro Glen, Freeland, Mayland 21053.

The man who sent him the information and also to us was ELLSWORTH WEILAND, R.D. 1, Sandusky, Ohio 44870. Herewith is the data on the Fordson Power plant tractors or otherwise known as Toppins Tractor Truck Unit -Toppins Tractor Trucks are not an experiment but thoroughly reliable tested and efficient trucks. All parts which go into the construction of our trucks are designed particularly for heavy duty work. The reliability, service giving and satisfaction producing possibilities of the Fordson does not need to be explained. As for the quality of our units let it suffice to say that they are built up to the standard of the Fordson motor which is their power plant. In the Toppins Tractor Trucks we furnish to the user of motor truck transportation trucks which cannot possibly be duplicated under any circumstances for anywhere near the price.

The operating cost of the Toppins Tractor Truck is remarkably low. Because of the fact that it is powered with a Fordson power plant it is possible to operate these efficient units on kerosene, the cost of which is considerably less than the cost of operating a gasoline consuming power plant of the same size. The upkeep cost is low because it is a known fact that practically all upkeep costs can be charged to motor parts replacement. Fordson parts cost much less than replacement parts for power plants of the average heavy duty truck. The depreciation cost is low because as everyone knows a motor truck is usually junked because its power plant is beyond repair. In most junked motor trucks you will find that the frame, springs, wheels and front and rear axles are practically as good as the day the truck left the factory. In the Toppins Tractor Truck it is possible to replace its power plant, a Fordson motor at less than the cost of a complete overhauling job on the ordinary heavy duty truck motor. In short, the Toppins Tractor Truck gives perfect service with an exceedingly low first cost, operating cost and depreciation. I will pay you to investigate.

Mr. Weiland got his information from Ford Owner and Dealer of July 1923. He says he has never heard of any others - possibly some of your readers have heard of others?

From CHARLES A. MORRIS, 615 Rockhill, Kettering, Ohio, 45429 comes this letter:

'I acquired this tractor by accident as I'm sure many collectors do. I had taken the

radiator off one of two JD's I have under restoration to be repaired. In the course of conversation at the radiator shop I was asked if I knew someone who might be interested in a 'hand plow.' The gentleman said he had a picture of it and produced a sheaf of brochures and manuals on the Kinkade. This wasn't what I expected from the description so I asked the price. I thought it to be a fair one and the Kinkade found a new home on the spot.

I would like to hear from some fellow readers about the Kinkade. The approximate number built, the run of production (years), and relative value. The Kinkade has a plow, discs, sickle mower, and cultivators and is in running condition. The serial number is 404 L. 3601.

In my present collection I have two L-1 Gravely's, an early Cub Cadet, and a horsedrawn wheat drill (three rows), and cultivators. I have presently under restoration a 1936 Model 'B' John Deere, a 1950 Model 'M' JD, and a Bantam yard tractor, 5 horse, about 1955.

I am new to GEM and the hobby. I have been interested much longer than I have been able to collect, but I'm on the way and the barn is bulging. (Welcome to our G.E.M. family, Charlie!).

From DONALD E. ROBBINS, 3645 State Road, 718 West, Troy, Ohio 45373.

I see my GEM subscription expires this issue so I will send $4.00 subscription fee for some more gas. A few months ago $4.00 would go a long way to fill up the average car gas tank, but now I can get only about eight gallons for $4.00.

Mr. Lestz, I read your article with interest,' A Challenge To Ingenuity', on page 37 January-February of GEM 1974.

As you may or may not know, our old style hit and miss gasoline engines were very hard to beat for fuel economy. The old timers used to say you could run a 1-1/2 H.P. hit and miss gas engine all day for a gallon of gasoline and they would just about do that. Of course, the reason for this economy was because they fired under full compression when a power stroke was needed and coasted usually with the exhaust valve open, when a power stroke was not needed.

Some fellows say a throttle governor would use about twice as much fuel as a hit or miss engine. I rather doubt if there is quite that much difference in fuel economy, but there is no doubt a hit and miss is more economical on fuel economy. Of course, one disadvantage is that a hit or miss engine does not have quite as even speed as a throttle governor but for most of these jobs, such as pumping water, etc., a little speed variation was not important anyway.

I see Joe and Pat Fahnestock occasionally on the road since Joe and Pat go up and down our road on their way to work. We certainly enjoy reading Joe's articles in the G.E.M. and I.M.A.

ARTHUR A. CRAFTS, 321 N. Firestone Building, Akron, Ohio 44301 was thinking of us and passed this bit of information along to you readers. Remember in July-August 1973 centerfold of Gas Engine Magazine and on page 23 of September-October G.E.M. there was picture and write-ups on the Goodyear Express?

Well, Arthur sent us an obituary of Jay Roy Spencer, 84, driver of the pilot Goodyear Express from Akron to Boston in 1917, as he died April 29, 1974. Mr. Spencer drove a 1915 Packard truck to Boston and back to test Goodyear pneumatic tires and to promote interest in overland freight transportation.

The 29 day round trip paved the way for long distance trucking industry that made Akron the trucking capital of the nation. Mr. Spencer retired from Goodyear in 1957 after 32 years as a service driver and mechanic. Last summer, he was in the driver's seat of the old Packard, renovated by a Holt, Mich, man before it left Akron on a reenactment of the original Goodyear Express run. (As Arthur stated, 'Another of the persons that made a little history in days past has gone to his reward.')

And that about winds up the column for this time - and in closing remember - 'Happiness is a perfume you cannot pour on others without getting a few drops on yourself - Ralph Waldo Emerson said it - and he was a wise man. GA-74