A Brief Word
See an ad elsewhere in this issue for our 2001 Australia Tour. We now have a provisional itinerary ready, and by the time you see this copy we will be able to provide complete details.
We have some interesting sites for you, including some nice collections, as well as some wonderful scenery. We've got quite a few interested folks, so if you would like to go, see our ad, and let us know. Details are still being planned for an extension tour to New Zealand.
At this writing in early April, ye olde Reflector has been busy on the Catalog of American Farm Tractors. We told you earlier that our editor and friend, Jon Brecka, died in a tragic automobile accident. Apparently he had the digital images for all the tractors in letter A and letter B of the book. As a result, we had to spend considerable time finding all these images again. Due to Jon's death, and the inevitable glitches that resulted, the book has been delayed, but we are still hoping for its release in June.
We also have to report that due to the time required for reworking the tractor book, we have been delayed with reprinting our Notebook. Right now we are hoping that the new 2000 edition will be ready in June. We are also pleased to report that Stemgas Publishing Company is now our exclusive distributor for the Notebook.
We have lots to do this month, so here goes:
35/6/1 Independent Harvester
Roland Bosch, 8193 CR 4 SE, #4, Atwater, MN 56209-9726 has a 4 HP sideshaft from Independent Harvester Co. It is missing some parts, and he would like to get some photographs from someone having one of these engines. He would also like to know the correct color(s).
To John Hamilton, 910 W. Marvin Ave., Waxsahachie, TX 75165 for sending along a 1916 issue of the Rural Route Book for Lewis County, Missouri. It includes an advertisement of the Quincy engine made at Quincy, Illinois.
35/6/3 Graham-Paige Tiller Q. See the photo of a Graham-Paige Tiller, Model B-1-6, s/n 117788. It was built by Graham-Paige Motor Co., Willow Run, Michigan. I would like to know when it was built. I have it running, and ready to clean and paint. Any information would be appreciated. Ralph Davis, POB 2, Macfarlan, WV 26148.
35/6/4 Universal Fisherman
Ray W. Freeman, 3101 East Hoquiam Rd., Hoquiam, WA 98550 has a Universal Fisherman engine, made in Oshkosh, Wisconsin. It is s/n 65634. Any information would be appreciated, as the carburetor and ignition system are both gone.
35/6/5 Buda Diesel Q. Lewis W. Harmon, 1323 River Rd., Livermore, ME 04232-3819 writes: I have a Buda Diesel generator plant. It is a two-cylinder diesel and a 6.25 kva generator, It is Model BD, s/n 70815, Type 5AXCB. I would like to find an operator's or maintenance manual for this unit.
A. Most of the small Buda diesels were used in the military, and so now, they are very scarce!
35/6/6 Cultimower Q. See the illustration of the Montgomery-Ward Cultimower. I bought it at Beiler's sale, and never saw one before. Can anyone provide any information? Howard Gibble, 895 Gibble Rd., Mt. Joy, PA 17552.
35/6/7 Rock Crusher Q. See the photos of a very small rock crusher which I cannot identify. The fly-wheels are 16 x 4, and a number 2 is cast into them. The number on the frame is I, and the bearing caps carry number 5. The crusher weighs about 300 pounds. The jaw opening is 4 x4 inches. I would appreciate any information on this unit, as California has a rich mining history.
I also acquired a very early Byron Jackson centrifugal pump which may be as early as 1880. It is said that he was the inventor of the centrifugal pump and. I wish to document this pump if possible. If possible I would like to contact the company, and would appreciate information on them, such as the address. Lester Bowman, 2440 Thomas St., Ceres, CA 95307.
35/6/8 Guiberson Diesel Engines
Dick Hamp, 1772 Conrad Avenue, San Jose, CA 95124 sends us some very interesting material on the Guiberson Aero-Diesel. It is from the Aero Digest for April 1932. We are reproducing it here for your reference, (on the next three pages) especially since finding any information on Guiberson is pretty difficult. In another issue we will include some information on the Wall model engines that were popular in the 1930s.
AFTER more than three years of intensive research and development, a new air-cooled nine-cylinder four-cycle radial type Diesel engine is now in production by the Guiberson Diesel Engine Company of Dallas, Texas.
The Guiberson company is a subsidiary of the Guiberson Corporation of Dallas, manufacturers of oil well equipment in that city for the past thirteen years. The new company' has been organized to develop and manufacture oil-burning engines for airplanes and automobiles.
S. A. Guiberson, Jr., head of the company, investigating the Diesel principle as applied to a compact, high-speed power unit, found possibilities in the conception of the Diesel principle as adapted to aviation requirements in a design of variable control and constant pressure worked out by Fred Thaheld, an Austrian aeronautical engineer.
Before work was begun on the airplane engine, the company's patent attorney directed the investigation of over 3,000 patents to insure originality of design. More than fifty claims were allowed by the patent office. Early in 1929 the resources of the Guiberson plant were turned over to Thaheld, who with C. S. Crickmer, chief engineer of the Guiberson organization, began work on the first engine. After a thorough workout of the first test engine under the direction of C. C. Spangenburger, chief testing engineer, and Allen Guiberson, head of the aviation department of the company, a number of refinements of design were incorporated, and last November official test runs of the engine were completed by the Department of Commerce; the engine was rated at 185 horsepower and awarded A. T. C. 79. The engine operates at peak efficiency, whether idling or wide open. The 185-horsepowcr engine weighs 510 pounds, or 2.75 pounds per horsepower, which approximates the weight of the modern gasoline engine of the same rating.
The principal patent of Thaheld's design is the variable fuel control system, which is simple in its construction and operation. By means of one control the stroke of the pump is varied as the time of the injection is advanced or retarded. The duration of the injection is changed in proportion to the amount of fuel injected, and the time of injection is altered by moving control to the extreme position below idling; the compression is released by the decompression ring attached to the main control plate, allowing the propeller to turn freely. Through decompression, the propeller is allowed to turn freely in a glide with the engine dead, and from a normal gliding angle the engine may be started again by merely advancing the throttle.
The valve cam is mounted in the conventional manner on the crankshaft in the rear case and driven by an intermediate gear opposite crankshaft rotation at one-eighth crankshaft speed. The four valve lobes arc exceptionally long, as the valve action is somewhat different from the standard practice. Only one valve is used for both the scavenging and intake stroke; therefore, the valve lobe holds the valve open for a period of 440 degrees of crank travel.
The fuel cam is integral with the valve cam. Following the fuel cam path are nine pump levers, each having a roller on the outer end that rides the face of the cam. These levers are mounted between the main control plate and decompression ring, controlling the pump stroke over the advance range as the main control plate is moved opposite to the rotation of the cam. This position is toward maximum advance and maximum stroke.
To retard the injection and shorten the stroke it is necessary only to move the control plate with the pump lever in rotation with the cam. At full throttle, the plunger lift is .057 inch. The injection starts at 48 degrees before top center and ends 25 degrees before top center with a duration of 23 degrees. This setting has a pump plunger velocity of 24.7 inches per second, and the duration of the injection occurs in .00207 second at 1,925 r.p.m. At the idling .setting of .015 inch, lift of the plunger starts at 11 degrees before top center and ends two degrees after top center, a duration of 13 degrees at 400 r.p.m. in .00542 second. This makes it possible to control to a large extent the maximum cylinder pressures.
OUTSTANDING FEATURES: 1. One-throttle control, automatically synchronizing timing and fuel injection. 2. Complete decompression allowing 'free wheeling' of propeller with motor dead. No diving to re-start motor. 3.Operation at fuel cost of one cent per mile. 4. Elimination of fire hazard. 5. No radio interference. 6. Simplicity.
The decompression ring, unitly controlled with the control plate, rides between the fuel and valve cam, having nine small lobes that engage each valve cam follower lifter under the inner end, lifting all the valves open at the same time. To put the engine on decompression it is necessary only to move the control plate to the extreme in rotation with the cam; while in this position the fuel is cut off.
The control, mounted through the accessory case, has an eccentric connected by a link to the main control plate. To maintain a given r.p.m. or decompression it is necessary only to move the control to the right or left to shift the main control plate to the desired position.
Fuel pumps are mounted in the rear case in line with the pump lever, and the fuel is supplied through drilled ducts. This brings the fuel to case temperature, which is beneficial in handling lower gravity fuel in cold weather, and eliminates the possibility of fuel leaks. Check valves in the head of the fuel pump allow fuel to pass into the fuel line, which is made up of steel nipples and high-pressure copper tubing. This check stops any return of fuel or air from the compression or explosion pressures in the cylinder.
The open type injector, which atomizes the fuel into the combustion chamber, is composed of three parts-the injector body, fuel pindle, and spray nozzle, all easily dismantled for inspection or cleaning. The fuel pindle is inserted in the spray nozzle and has three .0156-inch grooves in its tapered end to converge the fuel directly to the .020-inch hole in the spray nozzle. The velocity of the fuel at full throttle through this orifice is approximately 807 feet per second and requires a pressure of 2,000 pounds.
The concentric head of the piston is relieved to coincide with the injector and allow the fuel spray to penetrate into the combustion chamber. The single valve is centrally located, and the sinuous manifold, so designed as to cause the air to enter the cylinder in a whirling spiral motion on the suction stroke. The concentric head of the piston adds to this turbulence during the compression stroke. Fuel is so injected into this turbulence within the cylinder that the spray leaves slight deposits, showing a spiral within the piston head pocket. After many hours of operating at different speeds, no appreciable amount of carbon formed.
The sinuous manifold and valve port arc designed to give maximum air turbulence to the intake stroke and at the same time overcome the escape of exhaust gases through the front of the engine. The intake port (opening forward and receiving the air) is flared and set at an angle which utilizes the maximum pressure of the slipstream. The exhaust port is to the rear and on the opposite side of the cylinder head; this was necessary to design the proper curve into the throat, or bypass opening, to force the exhaust gases through the exhaust port. The air flow is continuous through the port until the exhaust gases are expelled; then the velocity through the throat and around the vertical baffle is increased. As soon as the gases are started rearward, the intake stroke draws fresh air with its increased velocity around the baffle into the cylinder in a swirl.
The crankshaft, master rod assembly, and crankcase are of the conventional design used in radial aircraft engines with an increase from seven to ten per cent in weight to insure a safety factor over the increased loads and pressures encountered in Diesel power. The engine operates with a compression pressure of 460 pounds, and the explosion pressure is well under 1,000 pounds. Vibrations over the operating range are not greater than those encountered in other radial aircraft engines.
There is but little friction to be overcome in the operation of the throttle, and while acceleration is rapid, it is not critical.
Early this year the company produced a 240-horsepower Diesel engine, following the design of the present model. This will be given its official test immediately after the Detroit show. The 240-horse-powcr engine weighs a total of 540 pounds, or 2? pounds per horsepower.
Specifications of 185-H.P. Engine
Crankcase: Aluminum alloy barrel, split type, consisting of crankcase and accessory case in three pieces.
Crankshaft: Forged chrome nickel steel, two-piece construction with counterweights bolted.
Master rod: One-piece H forgings, nickel chrome steel, having removable steel-backed bushings.
Link rods: Tubular forged nickel chrome steel, bronze bushed. ' Pistons: Aluminum alloy, full skirt
Cylinder barrel: Forged chrome nickel steel, integral dome with aluminum alloy head screwed and shrunk on; attached to crankcase with studs.
Piston rings: Two compression rings and one oil-regulating ring above pin and one oil-regulating ring below pin. Ring size, 4.8125 by .1875$inchcs.
Fuel pumps: Independent plunger type mounted in the crankcase adjacent to each cylinder in a position above the cam; connected to the injector by high-pressure tubing.
Fuel circulating pump: Type C-5 built in as standard equipment.
Propeller hub and propeller drive: Conventional S. A. E. 30 splined shaft, direct drive.
Valves : Single high chrome silicon steel, Thompson valve for each cylinder, used in connection with special passages for inlet and exhaust.
Valve mechanism and operation: Push rod and rocker arm with roller over valve stem at valve end; clearance adjustment on opposite end of rocker arm.
Valve springs: Two-spring arrangement.
Crankshaft bearings: Two roller main bearings at the center; one deep groove ball thrust bearing at front end; rear' crankshaft bushing in accessory case.
Oil pump: Two sections, scavenging and pressure. Oil pressure, 70 pounds.
Starter: Series 7 Eclipse electric inertia.
Generator: Twelve volts.
Tachometer drive: Standard S. A. E., half engine speed, counter-clockwise.
|Rated horsepower||185 at 1,925 r.p.m.|
|Weight per horsepower||2.75 pounds|
|Outside diameter||46.125 inches|
|Overall length||34.187 inches|
|Displacement||982 cubic feet|
|Consumption (max. r.p.m.) 11.5 gals, per hour Consumption (cruising). .8.5 gals, per hour|
35/6/9 Daisy Reaper
Marcel Peumans, Tongersesteenweg, B-3770 Riemst, Belgium is restoring a McCormick Daisy Reaper and is looking for the original color scheme. He would also like to know whether they were built only in the USA and exported, or whether they were built in France as well. If you can be of help, you might also try to email at: email@example.com.
35/6/10 Wiscona Pep? Q. See the photo of what I think is a Wiscona Pep engine, but I can find no name plate or numbers. All I can find is 1? on parts for the engine. Any help would be appreciated. Roy Fox, Box 517, C.R. 350, Sweetwater, TN 37874
A. We believe your identification is correct.
35/6/11 Emerson-Brantingham Q. See the photo of an E-B Type U engine, 4 HP, s/n 18650. I would like to know its age and when it might have been exported to Australia. Also would like the original color. There are only 6 of these in Australia, and this is the only 4 HP model. My father and I also have 3 IHC Type M engines, 1? HP, s/n 81142, low tension magneto; 3 HP, s/n 13629 with Wico EK; and 6 HP, s/n 3826 with igniter. The 6 HP has a one-piece carburetor unlike the other engines. I would like to know the age of these engines. Ken Eames, 3 Myall St., Gympie, QLD 4570 Australia.
A. First, the Type M engines in order: 1921,1919,and 1919.TheE-Bisadeep red, something like Sherwin-Williams 4775 or DuPont RS903. Since you probably won't be able to match these numbers in Australia, you might contact other E-B owners to see if there are enough chips of paint to match the red, and also the green trim.
35/6/12 Briggs & Stratton Club Q. I recently sent a letter to the Briggs & Stratton Club. The letter was sent back saying that the forwarding order had expired. Can anyone supply their address?
Also, I am running a registry on Standard Garden Tractors. The information was published in the December 1998 GEM, pages 3 and 4. There is now a new address: Standard Tractor Registry, 270 Shatley Road, Box 13, Crumpler, NC 28617.
A. We checked with Successful Farming Magazine, the source of the list with the Briggs and Stratton Club address that we originally published. We'll publish an updated address as soon as we can get it from Successful Farming!
35/6/13 Monitor 1? Pumpjack Q. I have a 1? HP Monitor pump engine from Baker Mfg. Company. I need the original color (it is comparable to DuPont #538 Gray) and would like to correspond with anyone having restored one of these, as I have some questions. Rich Howard, Hysham, MT 59038.
35/6/14 A Corn Sheller
See the photos of an ancient hand corn sheller. As the tool is cranked around the ear of corn, the hooks on the side pull the kernels off. When the sheller is halfway across the ear, it should be turned over and cranked in the opposite direction until all the corn is removed. D. Mark Keener, She-herds' Ridge Farm, 7920 Nyesville Rd., Chambersburg, PA 17201-9628.
35/6/15 Paradox Revisited
Dick Hamp, 1772 Conrad Avenue, San Jose, CA 95124-4501, sends along a 1906 advertisement for the Paradox engine. Dick notes that it was patented November 1900. Dick also has a Regan Vapor engine, s/n 271. It is a marine engine and has two flywheels. It is missing the rocker arm, and he would like to hear from anyone having one of these engines who would be willing to give a sketch and/or photos of the rocker arm. Dick would also like to find any literature on this engine.