A Problem Which I Haven’t Cured

By Staff
Published on November 1, 1969
1 / 3
Courtesy of MM. Seibert, 209 Poplar Ave., Hummelstown, Pennsylvania 17036
Courtesy of MM. Seibert, 209 Poplar Ave., Hummelstown, Pennsylvania 17036
2 / 3
Courtesy of M.H. Seibert, 209 Poplar Ave., Hummelstown, Pennsylvania 17036
Courtesy of M.H. Seibert, 209 Poplar Ave., Hummelstown, Pennsylvania 17036
3 / 3
Courtesy of Ron Magnuson, Good Hope, Illinois 61438
Courtesy of Ron Magnuson, Good Hope, Illinois 61438

Edmeston, New York 13335

I am a member of the Central N.Y. Chapter of the Pioneer Gas
Engine Ass’n and subscribed to GEM last spring. I had also
bought a couple earlier single copies. All issues are interesting,
and every one seems to contain pictures or information which is
especially helpful.

On page 29 of the Sept.-Oct. ’68 issue is a picture of Mr.
Erb of Penn. with his ‘New Way’. This interested me, as I
was in the process of restoring one when the magazine came. It is
the only one of these engines I have ever seen, and belongs to a
fellow worker, Mr. Randall Bennett, who dug it out of a junk pile
on a nephew’s farm. This engine apparently is the same as Mr.
Erb’s. The serial number is 10266. Model ‘A’. Type
‘C’. II.P. 3?. Speeds, Regular 450 & Variable 300-600
R.P.M. Patents from Dec. 6-’04 to Jan. 11-’10. This engine
was badly set up, in fact I got in too big a hurry to free it, and
drove a 94′ steel rod through the top of the piston, so I had a
welding job. I made 3 new piston rings, turning them out of a hunk
of cast iron, to replace 3 broken ones. This is a 5-ring piston. I
also broke the exhaust valve stem in trying to loosen it, and
welded that before refacing valves and seats. We used a multiple
disk emery paper and fuel oil spun by an electric drill to clean
most of the rust out of the cylinder. The fan needed rebushing, and
we put together a pair of old sewing machine belts to make the fan
belt. We run it with a ‘T’ coil and had it operating for
the reunion at Jordan, N.Y. this fall. It gave us trouble fouling
spark plugs, until I put it to work on my buzz-saw, which seemed to
get it hot enough so it kept running nicely. Also, as I used it
more, I suppose, the rings seated better. Mr. Erb’s picture was
helpful in making a new air shroud, which was almost completely
rusted away.

Now, a problem which I haven’t cured. I was going to write
Mr. Erb, then decided to write GEM, figuring if this letter is
printed, he may see it anyway, and maybe someone else can help, or
maybe even get something out of this letter. The problem is, what
about the crankcase breather? I can see an elbow fitting in Mr.
Erb’s picture which corresponds to the one on this engine,
above the name plate. I figured it should be open, and have tried
different sizes and lengths of pipe, with and without
‘Chore-Boy’ stuffing, but it always blows oil all over, and
makes a messy engine. It seems to me, because of the rotation
direction, the breather should be on the other side of the crank
ease, or doesn’t it even need one? Was there possibly a check
valve on it originally? How much oil should be in the crankcase? I
tried a quart, but would less be as good? How should the oiler be
regulated? We wanted to repaint this engine as there was almost
none left on it, but we must correct the oil problem, or there
isn’t much point in it. Does someone know the answer?

On top of large gas-steam engine and generator in Ford Museum.
Mr. Seibert n picture.

Some of the models from Charles Brady King collection – in the
Ford Museum.

In the article ‘The Gasoline Engine and I’ on page 16 of
the Nov.-Dec. ’68 issue by Mr. Haver, he says of the 3? H.P.
New Way, ‘It was always easy to start and keep clean’.
I’ve had a bit of trouble with both.

A small bit of information for George Kempher in the ‘What
Is It’ from July-Aug. ’68 regarding a small marine engine.
I have one, belonging to my brother, John Turnbull, which is very
similar, although different. It also had a Kingston carburetor,
which I am sure was not original. A friend of mine saw this engine,
and said he had owned three or four of these years ago, no two
alike, and would I like to have a new original carburetor for it? I
of course gladly accepted and he produced a mint condition all
brass Schebler carb. saying, ‘If you can use it, take it’.
I don’t have it on yet, although I had the engine running (not
too good) on the Kingston.

I have one other Question. What R. P.M. should a 36′ buzz
saw with a heavy balance wheel turn? I usually run it with a 5 H.P.
Montgomery Ward ‘Sattley’ engine, which I restored from a
very sad, rusted condition.

I also have what I think is an old Fairbanks-Morse, about 2?
H.P. which I run with an auto ignition system. This always attracts
some attention at the shows, because of a wooden block I have on it
to open the points. It is throttle governed with a Kingston carb.
(not original). It’s one of the smoothest running engines
I’ve ever seen.

I have a 1? H.P. Hercules which runs nicely. All it needed was
the dust taken off, and the check valve cleaned.

7 Hp. Associated owned by Arnold Stack of Cambridge, Illinois.
2? Hp. United owned by Harry Mills, Jr., of Monmouth, Illinois. 6
Hp. Mogul sideshaft owned by Harry Mills, Jr., of Monmouth,
Illinois.

Online Store Logo
Need Help? Call 1-866-624-9388