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26/4/41 General GG Tractor Q. I have recently
purchased a Cletrac General GG tractor, s/n 1FA3890. Any
information or service data will be greatly appreciated. Joseph G.
Stefanik, 5250 Holly Springs Dr E., Indianapolis, IN 46254.

26/4/42 Ditching Machine Q. See the photos of a
farm ditching machine of unknown date or make. We do not think it
was used locally. For many years it was the property of Mr. Walter
Ogle, a local country blacksmith. No one had ever asked about the
machine or had seen it work. Without a doubt it was never shedded
,as it was solid rust, and not a trace of paint. Perhaps someone
can identify it or explain its use. Any information will be
appreciated. Jesse A. Bandy, 406 N. High Street, Paris, IL

A. Ditching plows were used infrequently here
in eastern Iowa, although it appears from the folklore that they
were occasionally employed to drain a low spot, but only as a
temporary measure. We suspect that there were some areas to which
the ditching plow was better adapted. Can anyone fill us in?

26/4/43 Numbers Needed Q. What is the year
built of the following: Fairbanks-Morse 520100, John Deere Model A,
482922, Wisconsin AKN, 1579526, Dan Gutknecht, 6242 – 148th Ave.,
West Olive, Ml 49460.

A. The FBM was built in 1922; the Deere A is a
1938, and we don’t have any list on the Wisconsin.

26/4/44 Jackson Engine Q. See the two photos of
a 1? HP Type A Jackson engine made at Jackson, Michigan. Can anyone
supply information on this company or this engine? Carl Knipfel,
Route 3, Morton, IL 61550.

A. Our research for American Gas Engines
indicates that Jackson began selling engines about 1913, but we
have never been able to learn much about this particular

26/4/45 Reid Engines Q. While in the process of
restoring some Joseph Reid engines, I was wondering if anyone could
share their ideas as to how to remove a stuck piston, since these
engines do not have removable heads. Your assistance will be
appreciated. Glenn A. Radaher, RD 1, Knox, PA 16232.

A. Sometimes it is possible to seal all the
openings sufficiently well enough that oil or grease can be
introduced over the piston head and pressurized with a : grease
gun. Always remember if you try this, that it has its dangers,
since it is entirely possible for something to rupture and cause
serious injury, or even your sudden departure to another world.
Burlap sacks and/or old inner tubes wrapped around the parts may
help to minimize any flying shrapnel. The only other possibility is
to make suitable jigs so that hydraulic or mechanical pressure can
be used to remove the piston. Oftentimes the judicious use of heat
is advised. Over the years we have heard lots of ideas. Some work.
Some don’t. No two situations are ever the same. Perhaps some
of our readers have, however, become expert on the Reid engines. If
so, let us know.

26/4/46 Ingeco Engine Q. I would like to
communicate with anyone having a 10 HP Ingeco engine. It is a Type
AO, s/n 9357, and built by International Gas Engine Co., Cudahy,
Wisconsin. The engine resembles the Worthington engine on page 565
of American Gas Engines. Is it possible that this engine could have
been sold as a hit-and-miss model, and then later fitted with a low
tension magneto and a throttling governor? I especially need
information on the flyball governor setup. Norman Warren, N. 13012
Mill Rd., Spokane, WA99218.

A. Although anything is possible, we have never
heard of an Ingeco 10 HP built in a hit-and-miss style. Has anyone
ever heard of an Ingeco hit-and-miss engine? Can anyone help Mr.
Warren on the governor system?

26/4/47 Numbers Needed Q. What is the year
built for the following engines: Olds Mo.1, Type A, 1? HP, s/n
D3747; Duro, Mfg by Stover, s/n AC99346; Eclipse, Mfg by
Fairbanks-Morse. Also  what is the correct paint color for
these engines? John M. Preston, 2500 Curtis Road, Leonard, MI

A. The Duro was built in 1916. There are no
numbers for the Olds, and no number is supplied for the Eclipse.
See previous issues for the paint color listing.

26/4/48 Unidentified Engine Q. See the two
photos of an unidentified engine. The serial no. of 2867L is right
behind the magneto. The rod has #2? 4 H 16, the head is # 2? L 2,
and the block is 3J4H29. Can anyone identify this engine? Glenn
Pritchard, 1026 East Satsop Rd., Elma, WA 98541.

26/4/49 Standard Marine Q. Can anyone supply
further information on the engine shown in the two photos? It is a
Standard Marine, with a 4 x6 inch bore and stroke. I would like to
hear from anyone who has one of these engines, or who can supply
any information on same. H. J. Garman, PO Box 907, Manitou Springs,
CO 80829.

26/4/50 French & Hecht Q. Can anyone supply
any information or history on the French & Hecht Company? They
made wheels for a lot of tractors and machinery, but I’ve never
seen much about their history, or what other products they made.
Sam Moore, 2337 St. Rt. 45 S., Salem, OH 44460-9456.

A. We too would like to know more about
F&H. A 1931 advertisement in the Farm Implement News
Buyer’s Guide indicates that at that time F&H was producing
wheels for nearly 800 American manufacturers. They were operating
plants at Davenport, Iowa and Springfield, Ohio. Their advert also
states, ‘Wheel Builders Since 1888.’ Apparently wheels were
the only product, and F&H was equipped to supply wheels for
almost anything from wheelbarrows to road making machinery.

26/4/51 Uebelhofer Bros. Inc. Q. See the photo
of a garden tractor I recently acquired. Can anyone identify this
unit? Also, what engine was used on a Choremaster one-wheeled
garden tractor? I also recently acquired an unusual engine with the
following description: Built By Uebelhofer Bros. Inc., Buffalo, New
York, Model U23R6, s/n 12181. The crankcase is aluminum, with a
cast iron cylinder. Any information will be appreciated. Tommy
Coffey, 200 Power dr., Box C64-2, Hudson, NC 28638.

Readers Write

New-Way Engine Problems When a properly timed
hit-and-miss engine tends to spit out liquid fuel droplets from the
mixer intake upon governor hookup, it indicates that the automatic
intake valve is not closing quickly enough. Assuming that the valve
is seating properly, and that the valve stem works freely in the
valve guide, this behavior is usually due to a weak intake valve
spring. If the original spring has been re-used during a
restoration, it may have become weakened over time by surface rust
or metal fatigue.

In order to obtain an adequate charge of fuel during the intake
stroke, it is necessary that the spring be as light as possible and
still provide prompt closing and seating of the valve. I would
suggest you install a slightly stiffer (stronger) spring, or you
may install one or more washers under the spring, which will have a
similar effect. The stiffer spring may reduce the charge somewhat,
but will not affect the operation of the engine appreciably. I
tried this on a John Deere 1? HP engine with good results. I will
be interested to learn if this approach might solve the problems
with the New-Way engine. James B. Romans, 9111 Louis Avenue, Silver
Spring, MD 20910.

Modelmaker’s Corner

I grew up around hit-and-miss engines and observed hundreds of
them running at shows. One thing they all had in common, was that
they all ran the same direction. Enclosed is a picture of a
freelance hit-and-miss sideshaft model that will run forward or
backward. It starts very easy in either direction. This engine has
a l 15/16 x 1? inch bore and stroke and uses
6 inch flywheels. The frame and flywheels are from Breisch’s
Associated engine castings. The remainder of the engine was
fabricated. J. T. Hanson, 111 Fairway Drive, Grenelefe, Haines
City, FL 33844

A Closing Word

In recent months, several readers have sent us additional names
of gas engine manufacturers. Our American Gas Engines has been
around for eight years now, and we have added many, many names to
the original listing. Although we are confident that all the major
builders, and the majority of the smaller companies are included,
it becomes increasingly obvious that even this 584-page volume
doesn’t cover the entire industry.

The great number of engine builders represents a unique chapter
in the history of American industry. The boom years of 1910 to 1930
saw the greatest total production of engines. The previous twenty
years saw a considerable number of companies, but relatively small
production. Likewise, the twenty year period from 1930 to 1950 saw
fewer and fewer engines built each year. With the onset of World
War Two, those few companies remaining built a few engines, but
production was severely limited by the lack of available cast iron.
Then from 1945 to 1948 came the death struggle for the heavy
engines that we so proudly collect.

All of us here at GEM are proud to have a part in preserving
this unique piece of history, and we’re happy to see the gas
engine hobby gaining the credit it deserves. Over the years,
we’ve seen everything imaginable put on postage stamps. Maybe
it is time for our hobby to start lobbying for a gas engine stamp!
Now wouldn’t that be something!


Gas Engine Magazine
Gas Engine Magazine
Preserving the History of Internal Combustion Engines