How Your Hobby Started

3904-47th Avenue, S., Seattle, Washington 98118

Mail order houses were competing for the surburban and rural
business in various parts of this country in the early part of this
century. They offered every possible commodity from babies long
white dresses to farm machinery and even building materials.

If you want real startling proof of the inflation as it exists
today, look at one of the mail order catalogs about 1910 to 1920
and if it makes you a little squirmish in your stomach, it will
help you realize some of the prices on gasoline engines being sold
by these companies in that era. Sears and Montgomery Ward had
another formidable competitor in the northwestern part of the
country.

From the 852 page, 1916 Catalog No. 29 of the M. W. Savage
Factories, Inc., of 3rd and 2nd Ave., in Minneapolis, a company who
admitted that their catalog may not be as large as some of the
eastern houses, they advertised that it represents the most
complete catalog ever gotten out for the section of the great
northwest. They paid all transportation on all items of men’s
and women’s apparel and items such as drugs and jewelry.
Transportation costs were very inexpensive as compared with those
of today. Their catalog lists parcel post rates and it was possible
to ship ten pounds from Minneapolis to Seattle for $1.08. Today the
cost would be three times that amount.

Just a few interesting items were priced at unbelievable amounts
such as fine quality, all wool velour cashmere three piece
men’s suits for $10.75. Women’s fine wool cloth coats at
$6.98. 3 piece living room solid oak furniture with hide-away bed
upholstered in genuine leather for $36.60 — or a round oak dining
room table set with six chairs for $21.95. Cabinet type sewing
machines for $12.95. Buggies with top and shafts as low as $35.00.
Superior malleable iron kitchen ranges for $51.25 and hard coal
base burner heaters at $41.45. This brings us to their farm
implements.

Their Leader Dan Patch special moulboard plow 12′ size at
$13.05. A riding Dan Patch sulky plow 12′ on all steel frame
for $36.15, or a disc harrow for $21.95 and a Dan Patch 6 foot cut
steel hay mower at $34.50. New Savage Reliant 6 toot steel windmill
at $18.20 and a 30 foot 4 post steel tower for $34.50. Pump jacks
from $3.65 to $5.25. Wood tub power washing machine to be operated
by an engine at $17.65.

Thousands of other items were offered as you thumb through this
catalog, at equally low prices and then on page 681 will be found
the Dan Patch line of stationary gasoline engines. They were
offered in ratings from 1? hp. Dazzle Patch hopper-cooled and 1?
hp. Dazzle Patch air-cooled machines to the larger ratings of 2? —
5 — 7 and 9 hp. Dan Patch engines.

These engines were well constructed with cylinder and main
bearings with crankcase cast all in one piece. This simple design
of these four-cycle, single, horizontal cylinder, hopper-cooled
machines employed a hit and miss governor with weights mounted on
the flywheel. The governor functioned from the centrifugal action
of the weights to a sliding sleeve on the crankshaft. When the load
was removed or lessened and the power generated in the cylinder
became greater than the load requires, the governor weights spread
apart, thus engaging the governor sleeve, which in turn locks the
detent lever and thus holds the exhaust valve open, preventing the
engine from taking more fuel when not required. Both gas and
electric current were automatically cut off and the engine burns
only the fuel according to the required load. A thumb screw
regulated the rpm. while the engine was in operation.

I am plowing summer fallow with a 1928 John Deere Model D
tractor and a 10 foot Massey Harris Wheatland Plow. This snap was
taken July 1939 on my farm, fives miles west of Wibaux,
Montana.

This shot was taken on my father’s farm in 1924, four miles
west of Wibaux, Montana. That is my Dad, Frank Job, on the twelve
foot McCormick Header, He now lives at Hamilton, Montana.

I am sitting on the edge of the header box. I was then nine
years old and drove the header box team.

Regular equipment consisted of the engine mounted on wood skids,
with the battery box located at the cylinder head and the gasoline
tank between the skids. These engines were nicely finished and
striped and were painted a dark maroon color. The Dan Patch name
was in large letters on the side of the water hoppers. For
collectors wishing to decorate their engines, the small Dazzle
Patch name was on two lines on the water hopper in straight black
capital letters. On the larger engines, the word Dan Patch was in
one line. Every Dan Patch engine was shipped on a 30 day free trial
basis and carried a five year guarantee, so the Savage Company must
have felt pretty proud of the engines they sold.

Combinations of engines, pump jacks, washing machines, feed
grinders, and saws were available as complete outfits. Friction
clutch pulleys and steel wheel trucks could be ordered for
accessories, as well as Webster magnetos for ignition.
Specifications of Dan Patch and Dazzle Patch engines are as
follows:

SEE CHART A

An exceptional fine reproduction of the 1923 catalog of the
Sandwich Excess Power Gasoline and Kerosene Engines by Preston
Foster of Warren, Ohio, has made it possible to report on these
engines built by this company at Sandwich, Illinois.

The Sandwich engines were well engineered and the design while
being of the conventional style, it was the company’s policy to
build a very high quality product with complete standardization so
all parts would be completely interchangeable. Generous proportions
in size rated the engines with considerable overload capacity. All
sizes were required to have a 10% overload performance. After two
tests upon assembly in the factory and when they had met the
required rating, they were then painted a rich brewster green and
striped in gold and bright green.

Sandwich engines were 4 cycle, horizontal single cylinder
machines. The engine bed was cast with bearing housings set at 30
degrees toward the cylinder to distribute the forward thrust
against the bearing housing. Cylinders were water-cooled and cast
separately in all sizes with the exception of the small model known
as the ‘Cub.’ Cylinder heads, except the Cub were
water-jacketed and poppet valves were located in the head. The
Sandwich water hoppers were cast separately and bolted to the
cylinder on all the larger size engines. The hopper was of a
distinct shape, rounded front and rear and with a filling flange
opening making it easy to distinguish these engines once you were
familiar with these features.

Cylinders were bolted to the engine bed or crank end by studs
extending inside the water hopper. A liberal extension of the
forward end of the cylinder extended through the connecting flange
on the engine bed to align the cylinder and give it support. The
fuel tank was located under the engine and the mixing valve used on
the gasoline engine was a simple butterfly valve, with a needle
valve arranged to control the amount of gasoline admitted. The
kerosene carburetor was quite elaborate having two priming
reservoirs, one for gasoline and the other for kerosene. Then a hot
air tube was fitted to the exhaust for warm air and a water valve
which was automatic, permitted an increase of water as the load
changed on engine and shut off entirely when the load decreased and
the engine stopped.

Webster Oscillating magnetos were furnished as standard
ignition. These were fitted with a retard and advance mechanism.
They were mounted on the side of the engine near the cylinder head
with a plug type igniter. A priming cup was arranged to prime the
engine through the igniter.

The governor was of the hit and miss type consisting of a
centrifugal spring weight connected to the flywheel. A sliding
collar on the crankshaft connects by means of a flexible detent to
a single side rod. When the load varied, the governor held open the
exhaust valve; also closing and locking the inlet and cutting out
the electric spark at the igniter. As the load picked up on the
engine, the opposite action took place. The cam and cam roller
which operate and time the action of the single side rod are
hardened and ground.

A safety cover fits over the end of the crankshaft extension and
protects the governor parts. Timing gears are located inside the
crankcase and protected by the cast iron crankcase cover. Forged
steel connecting rods and crankshaft were heat treated. Bearings on
the 3 hp. rating and larger were bronze.

The governor on the engines that were built to operate on
kerosene were of the flyball type. It was located between the
flywheel and the crankcase and driven from a gear on the
crankshaft. The governor unit was vertical with the driving gear at
the top and the weights at the bottom. A center shaft in the
governor actuated the side rod to the valves by an arm and a pull
back spring.

Various types of engine and equipment combinations were
available. Portable and semi-portable units were mounted on steel
sub-bases, while the large portable types were assembled on steel
trucks to be drawn by a team of horses.

The wood saw rigs were well made in sizes using the 4?-6-8 and
10 hp. engines according to the size of saw that was desired.
Friction clutches were used for easy engine starting and a belt
idler lay on the top belt to prevent slippage.

Cutting grain on the George and Henry Rothert farm, east of
Petersburg, Illinois, with a ‘Case’ 10-20 tractor in
1918.

This is an original picture of the ARCO gas engine, 1? hp. The
one in the background is a 5 hp. NEW HOLLAND, restored.

On the right hand side of this picture is a 8 hp. STAR, made in
New York City. The serial number is 625. On the left is a 6 hp.
STICKNEY, used to saw wood. Both engines run very well and still
have all the original paint on them.

A vertical mounting belt drive was made for an overhanging swing
saw outfit which permitted long poles to be cut without limiting
the clearance on either side.

An engine-driven hay press combination outfit was built of all
steel construction, with roller chain drive, friction clutch pulley
in sizes ranging with 4?-6 and 8 hp. These were all self-contained
and assembled on steel frame wagon trucks to be pulled by a team of
horses.

A Sandwich diaphragm pump outfit consisting of a 1? hp. engine
and a 4000 G.P. hr. gear driven pump was mounted on a small four
wheel hand truck. The company also made pump jacks and Sandwich
Economy feed grinders. Specifications of Sandwich Engines:

SEE CHART B

‘Like father, like son’ and it is always gratifying to
see a boy take real interest in a personal project, even if it is a
hobby. Much can be learned by following a hobby for a boy or an old
retired senior citizen, such as your writer.

Dave Reed, 16, the son of Harold Reed of 1306 Kirkwood Hwy.,
Elsmere, Wilmington, Delaware 19805, collector of antique gasoline
engines, wrote me asking for the names of gasoline engine
manufacturers in his vicinity. He stated he wanted to look up some
of the companies and write about them for a term paper in his
school. The information was gladly furnished to Dave and he found
an excellent source of engine histories of many manufacturers at
the DuPont Company library at Elutherion Mills Historical Library
near his home. From his interest in old gasoline engines, I am
indebted for the information on the story of the following
engines.

The Priestman & Company of Philadelphia, Pennsylvania, and
with offices in London, Glascow and Hull, were manufacturers since
1888 of an unusual style of horizontal engine having an extended
cast-iron base on which was cast a raised portion for mounting the
cylinder, plunger type water pump and other fittings. The raised
truncated type pyramidal base was used for the fuel tank which had
an indicating gauge glass for visual determination of the level of
the liquid contents. Forward of this cylinder base on the extended
base were cast 2 cast-iron bearing supports. These were of
sufficient height to permit the crankshaft and double flywheels
support between the bearing supports to turn above the base. A very
unusual set up, somewhat resembling engine pictured on page 7,
under ‘What Is It?’ in the March-April 1971 issue of G.E.M.
The timing gear was located on the crankshaft inside a longitudinal
support connecting the side of the single cylinder and main
bearing.

A flyball governor mounted near the cylinder head was belt
driven from a small round belt sheave on the crankshaft outside the
left hand main bearing when facing the crank end. A horizontal
exhaust valve was actuated by a push rod.

A large fuel mixing valve and a small tank was mounted under the
closed type cylinder. Possibly this was an air warming device on
the intake. The water-jacketed cylinder had an extended portion
towards the crankshaft that was not water-cooled and acted as a
support to the piston on the outer end of the stroke. The cylinder
head was not water-cooled. Ignition was electrical and it was
stated in the literature that these engines were approved by the
Philadelphia Fire Underwriters. The specifications for the
Priestman Engines are as follows:

SEE CHART C

Changes were made in the ratings and in the 1892 Catalog the
following specifications of Priestman engines covered the machines
that were offered at that time:

SEE CHART D

This footnote printed with their specifications is rather
unusual as most manufacturers gave allowance for engine efficiency
in rating their engines for sale.

Union Gasoline engines were popular in the early days and many
are in present day collections. The source of these engines is from
various manufacturers located in far distant cities in the U.S. It
would be interesting to piece together the relationship of these
builders and the different names under which the engines were sold.
As mentioned in a previous installment, this company built gasoline
engines on the Pacific Coast since 1885.

Then from Roy W. Darden, R. R. 1, Cedar Hill, Tennessee 37032,
comes the account of the Union Iron Works of Memphis, who built gas
and gasoline engines under that name in 1910. This company was
organized in 1895 by Perry H. Williams, H. G. Moore and Leon S.
Doster and built engines, boilers and special machines. By 1902,
the partners were gone and the company continued under the name of
Williams and Company. In 1909 the company added other partners and
the name was changed to the Union Foundry and Machine Company. They
manufactured gas and gasoline engines.

The advertisement of the company pictured a vertical single
cylinder engine with double flywheels and rather large size.
According to the records this company built engines for about ten
years, then Mr. Williams again changed the name of the Company to
the Dixie Machine and Specialty Company.

In recent research by Dave Reed, two engines which are identical
in appearance have come to light. One with a name plate cast in the
sub-base bearing the name of ‘Globe Gas Engine Co. of
Philadelphia, Pa.’ and on an identical cast-iron sub-base and
name plate ‘Union Gas Engine Co.-221 First St. S.F.’ This
apparently indicates that the same engine design was taken to San
Francisco. There are a few fundamental differences in the catalog
captions under the pictures of these engines. One states that it is
a ‘6 hp. Horizontal Stationary Vapor Engine with vaporizer
attached.’ It appears that this fitting was a circular glass
float chamber mounted near the cylinder head at the location of the
intake valve and was possibly a rather oversized mixing valve.

*’While the indicated horsepower of engines is the customary
method of rating in this country, we desire to call attention to
the fact that in figuring for the work to be done by any engine,
the percentage of efficiency should be the basis of
calculation.’

The caption under the illustration of the Globe Gas Engine
stated — ‘Horizontal engine for stationary power made in sizes
6-8-10-12-15 and 20 hp. Cast on the base was the word
Union.’

Mechanically, these two engines were of the same general
appearance with the horizontal main base cast separately on which
was located the two main bearing housings together with the timing
gears, governor mechanism and linkage to operate the valve push rod
and hit and speed control. The valves were in a housing on the side
of the cylinder, a mechanical exhaust and automatic in take, with a
fitting to hold it open for speed control. These engines could be
operated on gas or gasoline and the ignition was by battery and
coil and an igniter in the cylinder head.

Still another manufacturer — the Globe Iron Works of
Minneapolis was previously mentioned in G.E.M. of July-August
1970.

The San Francisco built Union Engine was also described in
G.E.M. of Jan.-Feb. 1971. These engines were similar in appearance
with above Globe machines and somewhat more complicated in
governoring and fuel vaporizer.

The Globe Gas Engine of 51 North Seventh St., Philadelphia Price
List of October 12, 1893, quotes prices on the following types and
sizes:

SEE CHART E

‘With engines to be run on gasoline, we furnish a supply
tank, and our patented vaporizer and heater, at the following extra
charge added to above prices’ — on 1,2 and 3 hp. engines —
$15.00 extra. On 4, 6 and 8 hp. engines – $20.00 extra and on 10 to
20 hp. engines — $25.00 extra.

It will be noted that a vertical Globe single cylinder appears
in the above price list. Possibly, details of these small engines
will be found in the future on which to give you a complete
Globe-Union engine history.