24/7/19 Unidentified engine Q. See the photo of
a pump engine we acquired. It had been in a scrap yard for 30
years. The flywheel diameter is 28 inches with a 2? inch face, and
a belt pulley of 12 inch diameter and a 6 inch face. Any
information will be appreciated. John Beekman, Box 24, Trochu
A. We believe this to be a Fairbanks-Morse
Jack-of-All-Trades engine, and the wheel sizes given match up to
their 4 HP model. FBM did in fact supply some of these engines with
the domestic heating radiator that is shown with your engines, as
did a few other companies. Oftentimes, an oil coolant was used, and
this obviated the need for an anti-freeze solution in cold
climates. The serial number of 92058 would indicate that your
engine was probably built about 1910.
24/7/20 Hot Air Engine See photos 20A and 20B
of a hot air engine recently acquired. After much searching, I have
concluded that it is probably a Thomas &. Smith engine, but the
hot bulb and burner are missing. This one appears to have been
fired with liquid or gaseous fuel. Can anyone out there in engine
land help me find out what parts are needed to complete this
engine? Also see photo 20C of a model of this engine. While the
original has a 4 inch bore, the model uses a 2
1/8 inch bore. A. R. Davies, RR 2,
Bracebridge, Ontario P0B 1C0 Canada.
24/7/21 International 8-16 Tractor Q. Can
anyone give me the proper color scheme for an IHC 8-16 tractor of
1922 vintage? Everyone I talk with has a different idea about this.
Paul K. Norton, 692 Saratoga Road, Pottstown, PA
A. We believe your tractor to be gray, and have
listed DuPont 98620 or 6923 as the proper shades-even these two
listings vary a bit! The wheels should be red and the lettering
black. Possibly though, some of our readers have researched the
matter more thoroughly and will be able to supply the color scheme
that they have used in their own restoration.
24/7/22 Ferguson tractor Q. We have a Ferguson
tractor, s/n 56,068 that was left to us by our grand father. If
possible we would like to know the year built, and if it is
considered to be a collectible tractor. Where might I obtain a
repair manual for this tractor, and what is its approximate value?
W. M. Santorelly, 331 Lake Region Blvd., Monroe, NY
A. If yours is a TE-20 model, then we would say
that it is a 1948 model. We would presume it to be a collectible
tractor, but cannot speculate on its value. Perhaps one of our
readers might be able to help with a manual.
24/7/23 Stickley-Hunter engines Bill Frye, 609
E. Willow, Pierce, NE 68767 sends along a photocopy showing the
Stickley-Hunter 1? HP air-cooled engine of 1912. It bears a
striking resemblance to the Schmidt Chilled Cylinder engine built
at Davenport, Iowa. The photocopy will not reproduce sufficiently
well for this column, but we must note that this is the first
reference we have found regarding Stickley-Hunter. Quite possibly
they took over (for a short time at least), after Schmidt folded
24/7/24 Cushman Model 2 Q. No one in our area
has ever heard of a Cushman Model 2 engine. It is a 2-cycle motor
rated at ? HP. When were these engines produced? Also I am looking
for information on a Cushman Model 6C33 engine rated at 5 HP. I
cannot find any thing on it in American Gas Engines. Ed C.
Doehling, Box 514, Surprise, NE 68667.
A. For some reason or other we have never had
much luck in acquiring literature on Cushman, even though they did
a lot of advertising. Our files have nothing at all on either of
these two Cushman models, but perhaps some of our readers might
have some thing. Meanwhile, we will be happy to include some photos
of these two engines in a future issue.
24/7/25 Economy engines Q. Was the Economy
engine ever made in Sparta, Michigan? Ed Linderman, PO Box 65,
Irons, Michigan 49644.
A. Our research during the compilation of
American Gas Engines does not give any conclusive evidence that
‘Economy’ engines were built at Sparta. On page 233 there
is a reference to Holm’s Machine Company which Sears bought in
1912 and subsequently sold to Hercules Buggy Co. We are unsure as
to whether any engines built at Sparta prior to the move to
Evansville carried the Economy logo or not. As is well known
however, those engines built at Evansville, but for Sears-Roebuck
carried an Economy trademark, while those sold by Hercules carried
their own logo. It is an interesting question, but not one for
which our research has found an adequate response.
24/7/26 Thanks from Derbyshire Recently the
Reflector included a letter from Mr. N. Sabin, 44 Maylands Avenue,
Breaston, Derbyshire DE7 3EE England. Mr. Sabin wrote us in regard
to some assistance in restoring a Fairbanks-Morse engine. Mr. Sabin
was pleasantly surprised to hear from four GEM readers. He advises
that he will be replying to each one separately as he finds the
time, but meanwhile he extends his thanks to all concerned.
24/7/27 Dodge-Racine tractor Thanks to Vern
Racek, 2571 S. Birch St., Denver, CO 80222 for sending along some
photocopy material on a tractor company that never made it to fame.
Racine Engineering Company of Racine, Wisconsin announced the
Dodge-Racine Super Tractor in 1920. An article in Implement &
Tractor Trade Journal indicates that this machine could also be
converted from a tractor to a heavy duty 2? ton truck. Power was
pro vided by a four cylinder Midwest engine having a 4?x6 inch bore
and stroke. Although the accompanying illustration is from a
photocopy, it is sufficiently detailed to give some idea of the
tractor’s design. So far as has been determined to this point,
the Dodge-Racine never got past the prototype stages. Should anyone
have further information regarding this tractor or the Dodge-Racine
Company, kindly drop a line to The Reflector, c/o Gas Engine
Magazine, Box 328, Lancaster, PA 17603.
24/2/31 Johnson Iron Horse engines
Lorne Axell, Box 925, Grand Centre, Alberta TOA 1T0 Canada, for
wards a comparison chart made up from a careful examination of over
40 Johnson Iron Horse engines in his collection. Mr. Axell notes
that these engines were very popular in Canada. He writes:
The chart lists the differences in my collection. Because I am
not positive of the model numbers I have arranged the chart in
numerical order across the top to indicate the different engines.
Air cleaners may have been available both for the short shaft and
the long shaft carburetors. The kick-start pedal was mounted on the
right side of the crankcase. It had a spring loaded first tooth to
prevent jamming in the starter gear.
A tin splasher is bolted to the con rod to provide lubrication
for the main, while the cam gear runs in an oil trough mounted on
the engine base plate. The air governor was very unique and used
cooling air to regulate engine speed. The centrifugal fly weight
governor worked off the crankshaft. A Zenith down draft,
float-style carburetor was used. Two different fuel tanks are
available; one is mounted directly on top of the engine, while the
other one is mounted off to the side of the engine. The recoil
starter is mounted on the right hand side of the crankcase.
JOHNSON COMPARISON CHART
|Splash Oiling System||X||X||X||X||X||X||X||X||X||X||X||X||X||X|
|Zenith Float Carburetor||X||X||X||X||X||X||X||X|
|Short Throttle Shaft Carb.||X||X||X|
|Long Throttle Shaft Carb.||X||X||X|
|Hounted Fuel Tank||X||X||X||X|
|Offset Fuel Tank||X||X||X||X||X||X||X||X||X|
Clutch may be avail, for some models, but most set up
The Johnson Iron Horse engine was made by the Johnson Outboard
Motor Company in Peterborough, Ontario which has become a part of
OMC (Outboard Marine Company). If you look back into the history of
Johnson you will find that at one point in time the same points,
coil, and condenser were used in both the outboards and in the Iron
Horse. This company also produced generator outfits, both AC and
DC. The latter were 6 to 30 volts, while the AC units were 110
volts, 60 cycle. All generator models were electric start or
pull-rope start. These generators were produced at
The Iron Horse engine had a bore of 2 1/8
inches, but the generator engines were 2? inch bore. Also,
regarding 24/3/5, this is a Reo of the late 1940’s. If more
information is required, contact me at the above address.
24/3/8 Cletrac Those needing Oliver, Cletrac,
Minneapolis-Moline, Cockshutt, White, or Hart-Parr information may
want to contact: Floyd County Historical Society, 500 Gilbert
Street, Charles City, IA 50616, phone (515) 228-1099, or Allied,
White Farm Equipment Division, 300 Lawler Street, Charles City, IA
This information submitted by Glen L. Schueler, HCR 2, Box 88,
Friona, TX 79035.
24/4/28 Tractor This is a B.F. Avery Model A
tractor with a wide-front. Cledus Stites, RR1, Odon, IN 47562.
24/4/1 IHC Red In this regard I have a 1935
F-20 Farmall, s/n FA32280N which has the original factory red
paint. It was bought by the Alaska Agricultural Experiment Station
and used until 1952. Leigh B. Dennison, Box 873, Delta Junction,
Occasionally we hear of IHC or Farmall tractors furnished from
the factory with the usual red finish. Although the date of the
changeover is given as October 1938, we wonder whether some of the
production didn’t leave the factory with a red coat prior to
that time. It seems entirely credible to us that IHC might have
done some test marketing with the red paint job prior to adopting
it as the standard color. Then too, market appeal had to be a
consideration. Remembering that Allis-Chalmers went to a bright
orange finish in the early 1930’s, it would seem that the dull,
drab gray of the IHC tractors would have been badly outclassed so
far as color was concerned. High visibility was and is a hallmark
of successful sales promotion, and there is no doubt that the
blazing red color of the Farmall was quite a contrast to the
battleship gray of the past!
Air Force Tractor
Regarding the markings on the excellently restored ‘Air
Force’ tractor illustrated on page 22 of the April 1989 GEM,
BNAFB actually stood for Brize-Norton Air Force Base, a base in
England that was turned over to the RAF many years ago.
Our engine is a 1907 Gray, 6 HP, that is running now but needs
more work before show time. Anyone with additional information,
please drop us a line. Michael D. Leister III, 30 Orchard
Acres, RD 3, Felton, DE 19943.
24/4/2 Briggs & Stratton The Model F was
produced in 1921 and 1922. The 1921 models made use of an external
magneto while the 1922 model used an internal. This was not however
the first model.
After or during the years of the motor wheel, the need of a
stationary power source was evident. For that reason the Model S
stationary motor wheel was developed. Eleven were made, ten of
these were returned, and the eleventh one is still in existence.
Later in 1920 they developed the Model P engine. Records for the
first 3 years of production for this engine were lost. Production
then came as follows: F, 1921-22; FB, 1923-24; FC, 1924-25; FE,
1925; FG, 1929; FH and FH1, 1925-33; FI, 1927-33. Also,
24/5/3 Briggs & StrattonThis is a Model L
engine, either an L, LA or L1. It is a suction feed engine, so
according to these pictures the carburetor and fuel tank have been
adapted. Then regarding:
24/5/15 Briggs & StrattonModel Z, no. 19407
was built April 1940; Model Y, no. 1199826 was built September
1935.The above responses were submitted by Jim Miller, Box 465,
7590 Alcony Conover Road, Conover, OH 45317.
24/1/58 Bolens The tractor in question is not a
Huskie but a Ride-Master which was made in the late 1940’s and
early 1950’s. The earlier ones had Wiscon sin 6 HP engines and
the later ones used an 8 HP Briggs & Stratton engine. They were
made in several variations that included single speed and 2-speed
transmissions. The photo (RW-2) shows a single-speed made in the
mid- to late 1940’s.
Regarding the ‘Smokers’ story in the April issue, it is
possible to run 2-stroke engines on lighter oil-gas mixes when the
rpm is slow and there is no load. Patience and experimentation are
required to achieve the correct mix. Also, if there is a build-up
of oil or fuel mix in the crankcase, this material carries over. In
some cases the engine can run away on this surplus material,
destroying it very quickly. Some of the larger two-stroke engines
have a drain cock to get rid of the excess oil in the crank-case.
For those that dislike the smoke, I suggest an engine like my 6 HP
Detroit that uses a separate lubricator instead of mixing oil with
the fuel. William F. Albrecht, RD 1, Box 39, N. Woodstock, NH
24/3/31 Unidentified engineFrom this query I
have received several letters stating that it was an Alamo, or a
Rock Island engine, made by Alamo. My thanks to all who responded.
Stanley Schroeder, Rt 2, Box 122, Bloomfield, NE
A CLOSING WORD
The Reflector wishes to thank two additional people who have
sent us information regarding the Junkers diesel engine we acquired
last year. Mr. Dennis E. Spark, PO Box 19, Goomalling, West
Australia kindly forwarded some photocopies from within a book
entitled High Speed Diesel Engines. This 1937 title was com piled
by Arthur W . Judge. Also our thanks to Mr. Vern Racek, 2571 South
Birch Street, Denver, CO 80222 for sending photocopies of this
engine as it appeared in the May 1934 issue of The Oil Engine, a
magazine published in England.
Murex Welding Process Company of England adapted the Junkers to
a welding generator as shown in the accompanying illustration. Fuel
injection is by a horizontal ‘open’ atomizer and the
scavenge air is impelled by a pump piston connected to the upper
working piston through tangential ports into the cylinder. This
creates a rotary swirl. The top piston of this opposed piston
design controls the scavenge ports, while the lower one regulates
the opening of the exhaust ports. Using a bore of 65 mm and a
stroke of 210 mm, this engine develops 12 HP at 1,500 rpm. As we
reported earlier, Hobart Welding Company purchased a single
cylinder Junkers plus two of their two-cylinder models, with plans
of adapting them to their welding generators. The idea fell
through, and ye olde Reflector now owns the single cylinder engine,
whilst the two double cylinder models remain with an Ohio
One final note-the British Junkers engine was built by Peter
Brotherhood Ltd. of England. Many thanks to all the people who have
written to us regarding this engine!
The purpose of the Reflections column is to provide a forum
for the exchange of all useful information among subscribers to
GEM. Inquiries or responses should be addressed to: REFLECTIONS,
Gas Engine Magazine, P.O. Box 328, Lancaster, PA 17603.