Author Photo
By Staff

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Courtesy of Arthur DeKalb, Box 1232, Corning, New York 14830
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courtesy of George. Wakefield, Box 342, Gladstone, New Jersey - Photo by Bucky Kagan, Roxiticus Road, Mendham, New Jersey
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Courtesy of Ron Magnuson, Pres. of Branch 3, Good Hope, Illinois
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Courtesy of Morris Blomgren, Rt. 1 (Falun), Siren, Wisconsin 54872
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Sent in by Mrs. Dorothy B. Smith, Forest Grove Trailer Park, Ontario, New York 14519
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Courtesy of Roger L. Eshelman, Box 63, College Springs, Iowa 51637

I noticed your ‘What Is it?’ picture in the July-August
issue of GEM, page 15. I don’t know what it is either, but as
you can see from the picture I have a two cylinder model of the
same type.

I found mine in a junk collectors yard in Queens, New York. It
has a Bosch magneto and what appears to be the original muffler
under the cylinders and an air cleaner above which curves back over
the cylinders.

This is a picture of an engine belonging to me and I’m
wondering if anyone knows what make it is?


By Lewis H. Cline, 1102 West River Road, Battle Creek, Michigan

Dear Folks:

In answer to Fred Gertje, page 32, Mar.-Apr. ’67 GEM, also
T. H. Krueger, May-June, ’67 page 24. Subject: Red
Fairbanks-Morse engines. In the early 20’s they sold a 1? hp,
hit and miss governed, (Governor was similar to that of Hercules,
Sears, and Witte, a separate unit geared to large timing gear, but
mounted below it) ignition was high tension, Model T. Ford coil,
using 4 dry cells, which were contained in black colored battery
box of metal mounted on side of engine. Spark plug was same as used
in Model T. It was of horizontal type, open crankcase. Sight feed
oil cup made entirely of metal. Cylinder and base were single
casting. Flywheels were disc type somewhat dished. Engine base
mounted on wooden skids, later replaced by metal. Speed was
adjustable, by means of a lever. My dad used one of them to pump
water for a good many years and they were a very good engine
indeed. The entire engine, excepting battery box was painted red. I
have an advertisement of them printed in 1922, and price quoted was
$44.80 FOB Factory. They were called type Z. Apparently they called
many of their engines Type Z.

See page 13, Jan.-Feb. ’66 GEM, Lower picture, there is a
similar engine, apparently rating was increased to 2 hp. At the
time there were several of these engines in operation, that 1 knew
of all painted red. I believe the cylinder, base, flywheels and
some other parts were interchangeable with those used on throttle
governed, gas or kerosene, engines made by them about same time.
These used magneto ignition (high tension) and were painted green.
Some of these used disc flywheels, others regular spoke type. The
1? hp size of this model Z sold for $67.00. They also at the time
had 3 and 6 hp engines of this type.

There may have been red engines manufactured by Fairbanks-Morse
previous to 1920, that I cannot say, but thought everyone knew of
those I have mentioned.


Courtesy of George Wakefield, Box 342, Gladstone, New Jersey

Answering your, ‘What Is It’ column, of the July –
August Issue I submit this photo of two Coldwell engines owned by
Bucky Kagan of Roxiticus Road, Mendham, New Jersey. The single
cylinder he has restored and the twin cylinder Model L, he is doing

These picture of  an engine. I just bought. I was wondering
what the name of it would be as on the name plate it reads: J.
Thompson and Sons, Mfg. Co. Makers, Beloit, Wisconsin, U.S.A. HP. 3
No. 6427. Would Thompson be the name or is that just the name of
the company?

They were used by the Coldwell Mower Company, Newberg, New York,
on their roller and mowers in the 1920-1930 period. There is a
brass maker’s label on the inside of the radiator shell showing
they were manufactured by the Modine Manufacturing Company, Racine
Wisconsin with patent dates of 1922, however this may apply to the
radiator only.

The photo of Dick Seiberts engine shows it is one of the smaller
models called the Coldwell Cub, thus the little bear cub on the
crankcase filler plug. There were also upright one and two cylinder
Coldwell water cooled enginers however we do not have one of

The little Maytag one cylinder shown with them is the favorite
of my engine collection noted for its instant starts when
demonstrations are given.


A letter to Dick Seibert, 209 Poplar Ave., Hummelstown, Pa. from
William C. Luss, 44-50 S. Buffalo St., Hamburg, N. Y. 14075.

Dear Sir:-I saw your ‘What Is It’ engine in July-Aug. 67
GEM. I have one like it. It is off a CALDWELL LAWN MOWER. It has
8-3/4′ flywheels, one is the magneto and the other has a pulley
for rope starting. Governor controlled carburetor. It has a 6?’
X 7′ radiator fastened to top of water jacket. The radiator has
open top vertical tubes. It is cooled by a fan driven by flat belt
from magneto flywheel. It has both mechanical valves located on
side of cylinder operated by inside cams. Splash oiling system,
filler plug on top of crank case has small ‘Bear’ cast on
plug for handle, spark plug ignition Please send this letter to GEM
so all can know about it. Hoping this will help you– Bill

An engine owned by John Pino, Covington, Pa. 16917, President of
The Tioga Early Days, Inc., Mansfield, Pa.


By Edwin Toler, Route 1, Greenfield, Missouri 65661

The name of the engine on Page 15 of the July-August GEM issue
is an American Bosch. A few weeks ago, I got one, but mine is a
little different

than this one pictured. I have mine running now and I hope to
finish rebuilding it soon.

I think this company is still in business making final stage
diesel fuel filters. My Bosch engine came off a Shaw Garden
Tractor. Can anyone tell me the age of this engine and anything
else about it?

My two children and a 1? hp. hit and miss Fairbanks Morse
‘Z’. Anita is pointing out the finer details to her
brother, Alan.


By Rick A. Jorgensen, Mgr., Dakotah Museum, Kent, Washington

There were questions of Lewis H. Cline of 1102 River Road,
Battle Creek, Michigan, 49017 about the early Oak-land-Pontiac and
the cross-flow radiator. Several manufacturers are now using the
cross-flow radiator and are employing this principle. Oldsmobile is
one of these and also the International-Metros. As I understand, it
was dropped due to sealing problems–hoses and radiators
couldn’t take the pressure we employ now.

The Knight engines were quite successful due to the fact that
they were quiet. They employed two crankshafts-one for the pistons
and one for the sleeves. There were two sleeves for each piston and
also two connecting rods for each cylinder sleeve assembly. When
the engine operated the sleeves acted as valves as they had ports
and the combination of the position of the sleeves and piston
represented the four strokes of a four cycle engine.

On the intake stroke the intake sleeve port was lined up with
the intake manifold and the mixture of air-fuel was forced in. In
the compression stroke the sleeves were situated so that the ports
were both sealed. This is the same with the power stroke. On the
exhaust stroke the exhaust sleeve port was lined up with the
exhaust manifold and the burned gas was expelled. The cars major
selling point was quietness but was costly to repair. The adage
that the engine improved with use is true, up to a point. The ports
working together tended to conform to each other, but as the engine
grew older, wear would cause oil to be sucked into the cylinders
between the sleeves and the tell-tale clouds of blue smoke would
appear and this was their downfall. The Knight engine was plagued
with the age-old sealing problem. Speaking of Heat transfer, many
sleeves warped and scored at high speeds. One particular engine was
designed that could really take it. This car was the
Mercedes-Knight entered in the 1913 Indianapolis 500. This was a
small engine 250 cu. in. approximately. It averaged 70 mph. for 500
miles and hit 85 mph. in the stretches and came in fifth without
the slightest trouble. This is remarkable since most of the cars
entered were well over 350 cu. in. and the largest was a 450 cu.
in. J. I. Case.

This is a list of automobiles and Engine Co. which employed the
Knight engine at some time or another: Daimler Motor Co.,
Coventery, England; Daimler Motor or Gesellschaft, Unterturkhiem,
Germany; Mercedes, Germany; Panhard. Levassor, France; Minerva,
Belgium, Stearns Co., Cleveland, Ohio; Dayton Motor Co., Dayton,
Columbia Motor Car O., Hartford, Connecticut; Atlas Engine Co.,

Indianapolis, Indiana; Knight Auto Co.; Willys Auto Company;
Flacon-Knight; Moline; R & T; Handley; Sterling Brewster and
Yellow Coach.

Published on Nov 1, 1967

Gas Engine Magazine

Preserving the History of Internal Combustion Engines