How Your Hobby Started Part XXVII

By Staff
Published on July 1, 1973
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2 / 8
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Courtesy of Arthur L. Heiland, R.R. 1, Anna, Ohio 45302
Courtesy of Arthur L. Heiland, R.R. 1, Anna, Ohio 45302
4 / 8
5 / 8
Courtesy of Fred Gertje, Orofino, Idaho 83544
Courtesy of Fred Gertje, Orofino, Idaho 83544
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Courtesy of Tom Jensen, 559 Sheldon Rd., Palmyra, N. Y. 14522
Courtesy of Tom Jensen, 559 Sheldon Rd., Palmyra, N. Y. 14522
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Courtesy of R. Alister Page, Box 17, Methven, New Zealand
Courtesy of R. Alister Page, Box 17, Methven, New Zealand

3904 – 47th Avenue, Seattle, Washington 98118

Pony Friend made by Friend Pump Company, Gasport, New York. It
has a built-in water pump. Year unknown -anyone help?

In the boundless country of our Canadian neighbors, the
agricultural equipment of their pioneer days is a heritage which is
preserved in provincial and community museums from Quebec to
British Columbia.

The history of this great country is a prerequisite for the
dedicated people who have collected the antique machines of the
steam and internal combustion engine eras and placed them in such
spacious museums as the Manitoba Agricultural Museum at Austin,
Steam Preservers Association at Milton and the Western Development
Museum at Saskatoon, (See Iron-Men Album Vol. 26-No.4).

This concerted enthusiasm carries on to the individual engine
collector who celebrates each year at many reunions, such as The
Norwich & District Historical Society Show; The Western Ontario
Steam Threshers and Antique Association; Pioneer Acres Plowman and
Threshers Union; The Golden Horseshoe Antique Society and many
others.

These associations are well represented in articles and
advertising in the G.E.M. and also the Iron-Men Album. The stories
of their reunions are very interesting as well as the details of
the fine museums they are building. It gives our magazines an
international good neighbor understanding for all the
collector’s mutual hobby of these historical machines.

With the common purpose as our goal to collect, restore and
preserve the equipment of yesteryear, it is with appreciation that
I’ve received valuable engine catalogs for this issue of G.E.M.
from Russ Calder of Preston, Ontario; Alex Edgar of Brantwood;
Harold F. Gaddye of Binbrook; Bruce Kipp of Woodstock and Donald
McVittie of Alliston. I want to thank these gentlemen for the loan
of their engine literature and their cordial letters. I would like
to quote an appropriate slogan from the Ontario Steam and Antique
Preservers Association as – ‘The Best of the Past for the
Pleasure of the Present and Future.’

Here’s a good old running 1918 Model Z 6 HP Fairbanks Morse,
Serial No. 307108.

From these sources of information furnished by the men and
organizations, the following Canadian internal combustion engines
were manufactured throughout the past years: Acme Gasoline Engine,
Sandwich, Ontario; Acadia Gasoline Engine, Novo Scotia; Barrie
Gasoline Engine, Barrie, Ontario; Chapman Engine Mfg. Co. Ltd.,
Dondas, Ontario; Canadian Cycle & Motor Co., Toronto, Ontario;
Desjardins Limilee, Quebec, Ontario; Dominion Motor & Mach.
Co., Toronto, Ontario; Eatons Gasoline Engine Co., Toronto,
Ontario; Ellis Gasoline Engine Co., Toronto; G.S.M. Gasoline
Engine, Brantford; Gilson Manufacturing Co. Ltd., Guelph; Goldie
& McCulloch Co., Galt; The Goold, Shapley & Muir Co. Ltd.,
Brantford; C. S. Judson Co. Ltd., Winnipeg, Manitoba; London Gas
Power Co. Ltd., London, Ont.; The Monarch Gasoline Engine by
Canadian Engine Co. Ltd., Donnville, Ont.; The Magnet Gasoline
Engine by Petri Manufacturing Co., Hamilton, Ont.; Massey Harris
Gasoline Engine, Toronto; D. McKenzie Gasoline Engine, London;
Miller & Richard Gasoline Engine, Toronto; Toronto Wind Engine
& Pump Co. Ltd., Toronto; Premier Gasoline Engine, Exetor,
Ont.; The Standard Gasoline Engine by Standard Supply Co.,
Dunnville, Ont.; Silvester Gasoline Engine, Lindsay, Ont.; Toronto
Junction Gasoline Engine, Toronto; The Toreck Berlin Gasoline
Engine by The Toreck Berlin & Thresher Co., Berlin, Ont.; The
William Galloway Gasoline Engine by The William Galloway Co. Ltd.,
Winnipeg.

Most of these thirty engines were manufactured between
1900-1920s and some information is available on a few with details
on the following:

C. S. Judson Co. Ltd. of Winnipeg, Manitoba made horizontal,
single cylinder, hopper-cooled engines in ratings of 1 – 25 HP –
during 1914 the 1 HP sold for $33.50 and the 10 HP for $325.00.

The Ontario Wind Engine and Pump Co. of Toronto were in business
from 1895 to 1920. They were manufacturers and built the Toronto
Gasoline Engine. They also sold the Stickney and Chapman
engines.

The William Galloway Co. Ltd. of Winnipeg manufactured engines
in ratings from 1-3/4 HP to 15 HP. It would be interesting to piece
together the history of how the Canadian Wm. Galloway engines were
related to the Wm. Galloway of Waterloo, Iowa (See Vol. 5 No. 3 –
1970 for the Galloway story).

This is my Model B Huber Tractor. I bought it in pieces in a
local junk yard.

Canadian Fairbanks Morse Ltd., sold the gasoline and diesel
engines built in Beloit Works, such as the early Type T and later
the Type Z.

The Standard Supply Co. of Dunnville, Ontario built engines for
railroad application.

The Monarch made by the Canadian Engine Ltd. included ratings
from 1 to 25 HP. The smaller sizes were two cycle with one flywheel
which had a rim that was round in section.

The Magnet Gasoline Engine made by the Petri Manufacturing Co.
of Hamilton, Ontario was a heavy duty, water hopper-cooled
horizontal, single cylinder machine. The valves were offset from
the cylinder in an L type head.

Massey Harris of Toronto built the farm type engines from about
1900-1920s. They were horizontal water hopper-cooled in ratings
from 1-1/2 – 15 HP. They had either Webster or Wico type of
magnetos for ignition.

Page Wire Fence Co. Ltd., of Walkerville, Ontario built a
horizontal, water hopper-cooled engine, in ratings from 1 to 20 HP
and used Webster magnetos for ignition.

Conner Machine Co. Ltd., of Exeter, Ontario built the Premier
Gasoline Engine. These were patented in 1910 and were vertical type
air-cooled, single cylinder to direct the cooling air. Ratings up
to 10 HP were made and a chain-driven low tension magneto was used
for ignition.

The Chapman Gasoline Engine built by the Chapman Engine and
Manufacturing Co. Ltd. of Dundas, Ontario was a compact, single
cylinder, four cycle, horizontal, water hopper-cooled machine with
an unusual feature in the low speed farm style gasoline engine. It
was built with a flywheel magneto somewhat like the modern
air-cooled engines. They used a high tension spark plug for
ignition. The engine could also be supplied with battery ignition
of a lower price.

According to the catalog, they were made in ratings of 1-3/4 to
4 HP. The engine base, crankcase and cylinder was cast in one
piece. The main bearing liners shells were cast in place, with
babbitt bearing liners, and grease cup lubrication.

The exhaust valve was operated from a sideshaft and the intake
was automatic. The governor was of the flywheel type with a spring
and weight on a fulcrum on the inside of the left hand wheel. It
operated a disc around the crankshaft which in turn transmitted its
governoring action to the sideshaft holding open the valve on the
idle strokes.

The mixing valve was located on the cylinder head and controlled
the fuel supply by a needle valve. The fuel tank was between the
engine mounting skids. On the battery ignition engines, a box
containing the spark coil and batteries was mounted on the extended
engine skids. No detailed engine specifications were given in the
Chapman engines.

The Desjardins gasoline engine according to their catalog which
was mostly in French, was made by the Desjardins Limilee – St.
Andre De Kamouraska at Quebec. Limited specifications from an
instruction book states that the company built engines in ratings
of 4, 5, 6, 8, 10 and 12 HP. They were of the horizontal, single
cylinder, four cycle design having a water hopper for cooling and a
water-cooled head.

The engines were built on a cast iron sub-base. The crankcase
with the cylinder was cast in one piece with the main bearing
shells and pinion shaft hubs. This was bolted to the base. The
rectangular shaped water hopper with round corners overhung the
cylinder, as it was large, having considerable capacity. The fuel
tank was mounted on the front of the crankcase.

The flyball governor was located on the crankcase and driven
from the timing gear. This hit and miss system controlled the
r.p.m. by a speed lever that holds open the exhaust valve during
the idle strokes. The igniter mounted with a tri-polar Webster
oscillating magneto on a bracket, had a control lever that moved an
eccentric roller under the igniter trip rod. The igniter is located
in the side of the cylinder near the head.

The water-cooled cylinder head contained the mechanical exhaust
valve and the intake valve was automatic. The mixing valve was a
vertical fitting under the cylinder head with an air control and
needle valve to regulate the amount of fuel admitted. A ball-shaped
muffler was furnished and the engines were shipped on skids. La Cie
Desjardins Ltd.

The Gilson Manufacturing Co. Ltd., of Guelph built a general
line of farm machinery including the Wizard gasoline engines, wood
saw outfit, feed mills, feed crushers, self-sharpening plowshare,
silo fillers, ensilage cutters, manure spreaders, pump jacks, drag
saws, barn equipment, hay tools and hot air furnaces.

The Gilson Gasoline Engines, were simple, rated in sizes of
1-3/4, 3-1/2, 6, 12, 15 and 16 HP. These were single cylinder,
horizontal, four cycle, water hopper-cooled and with throttling
governors arranged to use either gasoline or kerosene and other
kinds of fuel.

A cast iron was used on the larger sizes, but the
‘Johnny-on-the-spot’ 1-3/4 and 2-1/2 HP units were cast in
one piece. Being small in output capacity, they were open
crankcase, water hopper-cooled, with a dry cylinder head. The main
bearings were babbitt and carried a crankshaft with double
flywheels. They were shipped on skids, which extended for mounting
the battery ignition box, and the fuel tank was placed between the
skids.

The mixing valve was under the cylinder head with direct suction
of fuel from the tank. The fuel was controlled by a needle valve
and with air adjustment. Drip oiler was used for cylinder
lubrication and grease cups for the bearings.

Painted with Gilson green and the nameplate cast on the side of
the water hopper, these little engines were attractive with the
name, ‘Johnny-On-The-Spot’, with a picture of a little boy,
in a circle, painted on the side of the engine skids.

Specifications of the Johnny-On-The-Spot engines are as
follows:

HP

BORE & STROKE

RPM

WEIGHT

1-3/4

3.3/4′ x 4-1/2′

500

250

2-1/2

4-1/4′ x 4-1/2′

600

290

This is a picture of my wife driving our Ford tractor on a 10
foot International grain binder just after we had finished cutting
about six acres of oats for the threshing bee at Orofino. This
binder has all rubber tires and is driven by the power take off
shaft on the tractor. We also have an 8 foot McCormick binder that
we used before we got the International binder. The ten foot binder
runs lighter than the other one and will go over hills that the one
one will not. It is ground driven (the older one) and that probably
makes the difference. The timber in the background is
representative of what the country looked like 80 years ago. This
country was all logged off and cleared before farming was possible.
About a million feet of lumber was logged off and sawed from each
quarter section.

From the catalog, it indicated that some of the earlier models
of these small engines were painted red.

The Gilson ‘Wizard’ engines were built on a cast iron
sub-base which was open at the rear so a rectangular fuel tank
could be put in place and the pipe connections made on the exposed
part of the tank. An open crankcase with the main bearing shells
cast in place was bolted to the sub-base. A crankshaft safety
shield covered the crank so it appeared to be a closed crankcase.
The cylinder and crankcase were in one casting with the water
hopper, all in one piece.

When viewing the engine from the flywheel end, the governor is
on the right hand side, while the timing gear and push rod that
operates the exhaust valve is on the left side. The flat push rod
also triggers the oscillating Webster magneto. The water-cooled
cylinder head contains the valves, the intake being automatic.
Connecting rod was hollow, so the lubricating from the glass oil
cup could flow to the wrist pin and connecting bearings.

The mixing valve or carburetor has a gasoline fuel reservoir for
starting when lower grade fuel is used for continuous operation.
There is also provided a second needle valve adjustment in the
carburetor to permit the admittance of water to the combustion
space for heavy loads. On the later models, the carburetor was
located above the cylinder head with a fuel pump to provide a
constant level in the starting fuel reservoir and with an overflow
back to the main tank.

The governor linkage controlled the butterfly valve in the air
intake fitting to provide constant speed of this throttling
governor control.

On the larger ratings of 12-15 and 16 HP, the cylinders were
cast separately and fastened to the crankcase by parallel flanges
along each side of the cylinder. On these models, the carburetor
was assembled in under the cylinder head. Engines were hit and miss
governed and could be had with either high tension battery ignition
or Webster magnetos.

The same type of hollow connecting rod design was used on the
above size engines to lubricate both the wrist pin and connecting
rod bearing from the glass sight-feed oiler.

The Goold, Shapley and Muir Co. Ltd., of Brantford, built farm
equipment under the trade name of ‘Ideal’. This line of
machines included concrete mixers, steel wind mills, gasoline
engines and pumps.

This manufacturer built both vertical and horizontal models. In
their catalog were statements that they were the oldest builder of
gasoline engines in Canada, and testimonial letters were dated from
1909 to 1912.

The horizontal model, single cylinder, closed water jacket
engine was built on a heavy cast iron base which included the main
bearing shells and boss for the camshaft and governor.

The long cylinder is bolted to the base by parallel flanges on
each side. The high base permits the two large flywheels to clear
the floor. A side rod operated from a cam on the timing gear opens
the mechanical exhaust valve in the cylinder head. The igniter is
tripped by the push rod. The flyball governor operates through
gears and is located above the timing pinion. The function of the
governor to control the gasoline and air intake maintained a
constant speed. A thumb screw adjustment was provided to change the
r.p.m. of the engine.

Fuel was injected into the air intake mixing valve fitting by a
plunger pump mounted on the side of the cylinder and operated by
the side rod. Phosphor bronze bearings are used and the crankshaft
was forged from a steel billet then turned and finished. The
connecting rod had an adjustable bearing box, similar to a steam
engine, and was fitted with bronze bearings.

THE BIG PULL! This house was hauled from way out in the country
to Vulcan, Alberta, where it still stands (today it is quite a
modern house, having been remodelled). This picture was taken in
1915. The lead engine (owned by W. H. Jurney & Sons) is a 25 HP
American – Abell steamer; the engineer, Howard Jurney, (my Dad),
can be seen at the rear of this engine. The second engine was owned
by a neighbor, and is a 30 HP IHC gas.

Valves were in cages and were accessible for easy maintenance. A
combination natural gas and gasoline fuel intake fitting was
available for these engines for adaptation for oil filled duty.

The company also built a single cylinder, vertical engine which
was a four cycle, water hopper-cooled, much resembling the
appearance of a Novo engine. It was a closed crankcase machine with
double flywheels and a single weight governor built into the
flywheel. The timing gear and push rod for operating the mechanical
exhaust valve were outside the crankcase. The valves could be
removed from the inside of the water hopper by unscrewing the plugs
which were in place above the valves.

These vertical engines were made in two sizes of 1-1/2 and 2-1/2
HP and were called the Brantford Upright Gasoline Engine.

This company also manufactured a horizontal modification which
was sold under the name of Ideal Gasoline Engine.

This style engine was single cylinder, four cycle, water
hopper-cooled engine, built in ratings of 3-1/2 and 4-1/2 HP. The
engine was built on a large cast iron base which afforded an
adequate foundation bearing surface. The fuel tank was located in
this base and the base was cast with the main bearing shells
integral with the crankcase. The cylinder was fastened to the
crankcase by parallel flanges along each side.

The water hopper was cast on the cylinder and was ample capacity
for cooling the engine under maximum rated horsepower. They were
high class machines with many of the features of the closed
cylinder engines made by this company.

The same type of side rod operated the fuel pump, exhaust valve
and igniter. This provided the customers the choice of the open
water hopper or closed water jacket cooling.

Combination pumping units were assembled at the factory with
either deep well cylinder type working heads or piston type suction
pumps generally known in the trade as Bulldozer Pumps. A portable
fruit spraying outfit was assembled with this bull-dozer pump, and
engine with a large wooden spray tank for orchard spraying.

An opposed cylinder engine from this manufacturer was produced
in 28 and 45 HP. They were four cycle, with a heavy cast iron base
to which the cylinders were bolted by parallel flanges along the
sides. With a single crankshaft in heavy main bearings, the shaft
was extended to both sides to accommodate double flywheels and a
drive pulley.

Cylinders were closed, water-jacketed with a circulating water
cooling header connecting to the water jackets to a vertical
cooling tank with a pump; or a cooling system could be piped for
running water.

The governor and camshaft were located in the center of the
machine with a lay shaft to operate the exhaust valves which were
located on the under side of the cylinder head with the intake
automatic valves on top.

A long intake manifold or header with the mixing valve was
located on the side of the engine with the lay shaft. The governor
was on the opposite side. These opposed cylinder engines were used
to power heavy tractors built by the company and patented in 1909
and 1910.

The 28 HP engine was used on the tractor having a rating of
20-28 HP and the 45 HP engine on the tractor with a rating of 3045
HP.

The engines were installed longitudinally on a heavy steel
frame. The locomotion drive was through a friction clutch to a
reduction gear and to an internal gear of the large drive wheels.
The tractor was arranged with a canopy top and the driving wheels
were protected with fenders.

The cooling system consisted of a large radiator in front of the
engine and a second tube radiator above the engine, under the
canopy. Steering system was Goold, Shapley patent which was a
double rack and pinion which moved in opposite directions when the
pinion, which was between them, was turned. Steering rods were
connected to the end of the racks and to the front axle to provide
positive motion for turning the vehicle. Two exhaust mufflers were
installed, one at each end of the opposed cylinders which were
mounted in a vertical position. The governor was located on the
engine with a speed control lever to the driver.

Gilson engines were painted green and the specifications are as
follows:

HP

RPM

FLYWHEEL DIA. INCHES

CRANKSHAFT DIA. -INCHES

WEIGHT

1-3/4

600

16×1-1/4

1-1/4

275

3-1/2

500

21-1/2×1-5/8

1-5/8

550

6

400

28 x 2

2

950

10

315

38 x 2-1/4

2-1/4

1600

12

44

3050

15

45-1/2

3375

16

46

3400

Specifications of the Goold, Shapley and Muir gasoline engines
are as follows:

HP

STYLE

RPM

WEIGHT

1-1/2

Vertical

450-600

350

2-1/2

Vertical

400-500

450

3-1/2

Horizontal

400

800

4-1/2

Horizontal

400

1300

6

Horizontal

375

1610

8

Horizontal

325

2170

13

Horizontal

300

3200

16

Horizontal

275

4130

19

Horizontal

250

4975

25

Horizontal

200

7600

28

Opposed

395

4000

28

Opposed Portable

375

6100

45

Opposed

300

6020

The London Gas Power Co. Ltd., of London, Canada manufactured an
engine very similar to the Novo. It was vertical, single cylinder,
four cycle, water hopper-cooled machine built in sizes of 1-1/2,
2-1/2, 3-1/2, and 4-1/2 HP.

The cast iron base has an enclosed crankcase in on casting, with
main bearing housing cast in place. These were babbitt-lined and
the half of the bearing separate and bolted in place.

A circular flange on the bottom of the cylinder casting provided
means for fastening to the top of the crankcase. The open water
hopper contained openings for the insertion of the vertical valves,
with plugs on top.

A pinion on the crankshaft drives the timing gear and the
camshaft for operating the exhaust valve push rod and the fuel
pump. The intake valve was automatic. A circuit breaker located on
the side of the crankcase was also operated from the camshaft, and
battery ignition system and a high tension spark plug was used on
these engines.

A single weight spring-loaded governor was used and installed on
the flywheel with a speed adjustment. The hit and miss action of
the governor holds open the exhaust valve on the idle strokes.

The mixing valve is a simple gasoline chamber with a needle
valve and an air intake fitting. The fuel pump maintains a constant
fluid level in the mixing valve with an overflow back to the main
fuel tank in the base of the engine.

There were no specifications as to bore and strike and r.p.m.
etc., as this information was taken from a repair parts book
furnished by Alex Edgar of Ayr, Ontario.

While the Petter engine built by Petter Oil Engine Ltd., of
Yeovil, England does not strictly comply with the design of engines
normally included in these articles, it has in respects been used
in the same kind of applications throughout Canada as the gasoline
engine in the small comparative ratings. This report has been made
possible by the loan of catalogs from Harold Gaddye of Binbrook,
Ontario. Undoubtedly, many are in museums and in private
collections.

Petters engines were designed to operate with petrol (gasoline),
parafiin (kerosene) and other crude oils. Under this
classification, the smaller rated engines really could be called
gasoline engines. They would be known under the terminology as a
semi-diesel engine, or an engine of moderate compression ratio that
has no electrical ignition system. They are started by a blow torch
heating the combustion chamber starting tube. After the engine has
run long enough to be warmed up, the torch is turned off and the
engine continues to burn the injected fuel by the heat of
combustion due to the compression pressure.

The Petter Jr. model is a two cycle, single cylinder, vertical
engine with a closed crankcase, a fuel injection system and a
crankcase air intake of the two port design. This small engine is
really a gasoline engine as it has a high tension magneto ignition
system and uses a spark plug. The engine is started on gasoline and
after it is running, it is changed over to use kerosene. They were
built in ratings of 3, 5 and 8 HP.

The 1-1/2 HP ‘Little Pet’ engines were available in
styles with water hopper-cooling, closed water jacket or
air-cooled. This air-cooled model was intended for light loads and
had a fan to force cooling air through an air jacket around the
cylinder.

This engine was constructed on a cast iron sub-base which was
used for a fuel tank. The crankcase and cylinder were cast in one
piece. Hand hole plates were provided on one side of the crankcase
for access to rod adjustments. The air intake flapper valve was on
the opposite side of the crankcase. The end closures carried the
main bearings.

The cylinder head on the water-cooled units was water-cooled and
contained the spark plug. The piston is of the wing type having a
defecting rib on the top to guide the incoming charge of fuel to
the top of the combustion chamber and to create better scavenging
of the burned gases. The exhaust manifold is large and connected to
the exhaust outlet port to provide quick expansion of the burned
gases emitting from the combustion space.

The water hopper is designed so that it can be left open, or a
top put on, to make a closed water jacket of the circulation of the
coolant. The flyball governor is spring loaded and acts on a
fulcrum and sleeve to control the amount of fuel injected as
required by the load on the engine to maintain the proper speed.
The engine is set to run at 750 r.p.m. The magneto is gear driven
and mounted on the side of the crankcase.

The water-cooled version of these engines is called the
‘Petter Jr.’ while the air-cooled is known as ‘The
Little Pet’. This later machine was shipped on skids and
weighed only about 30 lbs. and sold for S90.00.

The ‘Petter Jr.’ engines specifications were as
follows:

HP

RPM

FLYWHEEL DIAMETER INCHES

3

700

17 x 2-1/2

5

600

22 x 3

8

550

26 x 2-1/2

The Petter semi-diesel engine was built in a single and two
cylinder machines. They were two cycle, vertical, with closed
crankcase and mounted on a cast iron sub-base. The enclosed
crankcase was similar to the smaller machines with the air flapper
intake valve. The same type of wing piston was standard and the
exhaust manifold was of the small design. The injection fuel system
was used and the hot tube starting device. The stationary models
were fitted with double flywheels and the governor provided close
speed control. Specifications of the Petter semi-diesel stationary
engines are as follows:

HP

RPM

FLYWHEEL DIAMETER INCHES

WEIGHT

5

600

22×3

560

8

550

26x 3-1/2

1000

12

525

33-1/2 x 4-1/2

1680

18

450

42 x 4-1/2

2800

TWIN CYLINDER

24

525

33-1/2 x 5-1/2

3100

36

450

39 x 6

5030

Air compresser built by Tom Jensen. Two cylinder refrigeration
compresser and motor, 12 gallon tank. Works very good. I always say
if you haven’t got it, make it.

Engines were painted dark green with polished flywheel face.

A complete line of marine engines were manufactured by Petter
including the ‘Petter Jr.’ They were of the customary
marine style with a cast iron base on which the engine and reverse
gear was assembled. A chain cranking device was fitted to the
flywheel end that was raised and chain driven to the crankshaft.
The usual blow torch heating arrangement was used and in later
models, electric heating plugs were available. Units were offered
in ratings of 6 HP at 250-725 rpm, a 10 HP at 250-600 rpm and a 15
to 40 HP with no specifications.

Electric generating sets were assembled for battery charging for
residential lighting. These were belt-driven units with a
switchboard mounted on and above the generator. The smaller
capacity generating outfits were 600-1000 and 2000 watt capacity
available either with or without storage batteries.

The direct connected generating sets were built in the following
sizes of the Petter Jr. engines: 1-1/2 HP – 750 rpm -3/4 KW – L 80;
3 HP – 750 rpm – 1.5 KW – L 150; 5 HP-750 rpm – 3 KW – L 165; 8 HP
– 600 rpm – 4.5 KW – L 245

Besides the power units and lighting plants, Petter also built
pump combination with piston and centrifugal pumps in capacities of
350 to 2200 gallons per hour. Other pump assemblies were available
with 1-1/2, 3, 5 and 8 HP engines on trucks for portable outfits in
capacities of 140 to 600 rpm. Also, rotary and piston pump outfits
were made for particular applications.

It is with some constraint that this installment has been
written. Not being familiar with details of many of the Canadian,
engines and proper names, there are possibly some errors and
corrections to be made.

As this article is being written, word has been received that
Gerald S. Lestz, has become the new owner of the Steamgas
Publishing Company. I wish him every success in publishing these
two well established magazines. Both the Iron-Men Album and the Gas
Engine Magazine have met with enthusiastic acceptance of the
readers.

I hope to see continued dissemination of useful information for
the readers to assist every engine buff in the pursuit of their
hobby.

‘Hornsby’ Petrol Engine approximately 1910 vintage,
manufactured by R. Hornsby & Sons Ltd., Grantham &
Stockport, England. Bore 4-3/4′, stroke 5′, No. 34,336. Low
tension ignition. Governor opens a third valve when speed drops
lower than set on the spring. Third valve closes off petrol and air
mixture which is fired and then closes when correct speed is reach
– an unusual type of hit and miss governor. I am standing behind
engine.

‘Hornsby’ No. 34,336 was mounted on an old wooden sledge
when I got it. The under cart and cooling tank rig I made up out of
bits and pieces, so it could be made portable. This picture was
taken at our Annual Floral Festival in Methven. We had it in the
procession pulled by a small Burrell traction engine.

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