How Your Hobby Started

390447th Avenue, S., Seattle, Washington 98118

From the library of Norman Mullings comes more gasoline engine
specifications compiled in the catalogs and instruction books of
these old manufacturing companies. Letters from numerous G.E.M.
readers tells of the collections of engine literature that in many
instances are valued at prices compatable to the engines
themselves.

During my many years selling Fairbanks, Morse gasoline and
diesel engines, I would find a need for technical information when
calling on customers, and the only way to provide assistance in
such cases was to carry a complete set of instruction and repair
books. Many of these books were quite old at that time, as it was
not unusual to find Type N’s, ‘Jack-of-all-Trades,’
also many of the little ‘Eclipse’ still running that were
30 to 50 years old. In the 1930’s and 40’s, repair parts
were stocked in many of the branch warehouses.

For the same reason then, it is very useful today to gasoline
engine hobbiests who are rebuilding and operating all makes of
engines to have an instruction book or catalog that can be a ready
reference to locating parts and suggestions on how their particular
machines were designed.

The generosity of collectors and book exchanges has been of
valuable assistance to me in bringing the detailed specifications
of many makes of engines to you. The various book exchange services
are also a help to the engine collector in locating these old
catalogs and instruction repair books for the engine he is
rebuilding. Other sources of such literature are in the libraries,
implement dealers and heavy hardware stores that have been in
business for many years. Today it is possible in libraries to make
photo copies of the literature you need.

Often it is rewarding to have the book exchange service put your
name on file for the particular book you need. In that way you get
first chance to obtain the book should it come in, and before the
new lists are circulated.

Flint & Walling Manufacturing Company of Kendallville,
Indiana, were producers of the Hoosier Gas and Gasoline Engines.
The two sizes built were a 3 hp. and 6 hp. four-cycle, vertical
single cylinder hit and miss engines. A castiron sub-base of
sufficient height for the double flywheels to clear the floor and
also house the fuel tank made a substantial mounting for the closed
crankcase and cylinder. A drip tank cooling system was used,
mounted on the engine skid, and the water pump provided the
circulating of water over the drip screen cooling tank.

The fuel mixing valve was mounted on the side of the
water-cooled cylinder head and the mechanical exhaust valve and
automatic intake valve was also located in the cylinder head. A
plunger type fuel pump raised the fuel to the mixing valve with an
overflow back to the fuel tank.

The battery ignition system had a spark advance device to retard
the spark timing and avoid backfire, together with a coil and make
and break igniter.

Does anyone know anything about the F. M. Wakins Engines? What
about rarity and age? Nameplate reads — F. M. Wakins gas and
gasoline engines, Cincinnati, Ohio. Flyball governor driven by belt
from crankshaft, 34′ flywheel, bronze bearings, 5′ piston
and magneto???

Would appreciate hearing from any of the readers on this one.
Need information on fuel line hook-up.

Hoosier engines were also built in the horizontal style in sizes
of 9, 12 and 15 hp. These were of the conventional type of open
crankcase, with double flywheels, water-cooled single cylinder,
four cycle design. The heavy cast-iron subbase housed the gasoline
tank. A plunger fuel pump raised the gasoline to the mixing valve,
which was mounted on the cylinder near the head. A flyball governor
is located near the crank end of the engine and gear driven from
the pinion on the crankshaft. The ignition is the same as used on
the vertical models. The cooling system is of the drip cooling type
as used on the smaller units.

From the 1912 catalog of the Domestic Engine and Pump Company of
Shippensburg, Pennsylvania, details and specifications of a
complete line of portable and stationary machines in both water and
air-cooled engines were offered by H. J. Hush, sales agent in New
York City.

Many combinations of engines and pumps, cord wood saw outfits
and pneumatic water systems were described in the catalog, using
the engines as the prime movers for these various applications of
the Domestic engines.

Various fuel systems were listed as standard accessories so
these machines could be fitted to operate on gasoline, benzine,
naptha, distillate or grain alcohol. (One might wonder what would
happen today if grain alcohol was available for fuel??) These
engines could also be fitted to operate on natural gas.

The design of these engines were of the four-cycle, single
cylinder, horizontal style. Sizes ranged from 1? to 12 hp. A
distinguishing form of the water hopper would identify this make of
engine as it was almost square and rather tall in appearance. They
were well made. The cylinders were bored and reamed and carefully
lapped to make the walls round and have good wearing surface.
Pistons were turned and ground for close fit resulting in good
compression and long life. Crankshafts were forged, turned and
ground for finish. Governors were of the flyball type with control
of the exhaust valve for the hit and miss governing system. A speed
control lever adjusts the change in rpm. and to stop the
engine.

The ‘sparker’ as the igniter is called on these
machines, is of the make and break type which is rather large and
easily accessible in the cylinder head. The electrodes are so
arranged that when the governor holds open the exhaust valve, the
sparker is also not operating. The sparker or igniter is driven by
a cam on the layshaft or camshaft, which in turn is gear driven
from the crankshaft. The wrist pin is lubricated by a tube on the
inside of the piston and the bearing is adjustable to take up
wear.

Portable engines had closed cylinder water jackets. A vertical
cooling water pump was driven by a round belt and the pump was
submerged in the water tank between the skids on which the engines
were mounted. The fuel tank was located in the cast-iron engine
bases and the fuel was raised to the mixing valve by a plunger type
pump.

The air-cooled engines were fitted with radiating fins on
flanges on the cylinder. These fins were sawed in the solid
cylinder casting, leaving a large area of exposed surface for
radiation of the heat. A belt driven fan on the side of the
cylinder forced cooling air through the fins. Otherwise, the design
of the engines were the same as the water-cooled models. The
air-cooled engines were built in ratings of 2 and 3 hp.

The portable units were well engineered and constructed on steel
frames and wheels for horse drawn outfits. High pressure piston
type pump combination with a 3 hp. engine was assembled for one of
the early power driven fruit and vegetable spraying outfits. Also,
diaphragm pump units were available in sizes of 1?-2 and 3 hp.
ratings.

Cord wood saw rigs were nicely built and painted making an
attractive unit as pictured in the catalog. These were mounted on
steel frames and wheels and could be had with hopper or closed
cylinder cooling. A friction clutch pulley was standard equipment
on the engines which were made in the following sizes;

SEE CHART A

The Domestic Engine & Pump Company offered several sizes of
domestic water systems with large pneumatic storage tanks under the
name of ‘Leader Water Systems.’ Pumps and engines were
painted red and were made to stop automatically when the desired
tank pressure was reached.

Specifications of Domestic Engines are as follows:

SEE CHART B

The company also built engines to meet the National Board of
Fire Under-writers requirement for installation in public
buildings, grain elevators, etc. These Domestic engines were sold
under the name of Shippensburg Stationary Engines and the
specifications are as follows:

SEE CHART C

With such slow speed designs and the extreme weight, if any of
these engines escaped the junk man, they should still be in fine
operating condition.

Syracuse Gas Engine Works of Syracuse, New York, Catalog No. 18,
dated 1912 offers two-cycle marine engines in a range of sizes from
a single cylinder 5 hp. to 100 hp. in a six cylinder unit. Their
sales slogan was quite similar to that of the Packard Motor Car
Company, only Syracuse said — ‘Ask the man who runs
one.’

These engines were of the general vertical two-cycle, three port
design in multiples of 2, 4, and 6 cylinders in line modifications.
The ratings were obtained from three different bore and stroke
types – B-4′ x 4′; C-6′ x 7′; D-5?’ x
5?’.

One patented feature was the water-cooled exhaust manifold with
a warm air carburetor intake built around the hot exhaust.
Multi-carburetors were used on the larger engines of the Schebler
type. Mounted on the crankshaft at the aft of the engine is a brass
and steel spiral gear which drives the distributor or ignition
timer and rotary water circulating pump. A set of levers at the
forward end of the engine controls the ignition timer and the
carburetor adjustment and the engine speed. The cooling system from
the gear pump was direct and discharged through the water-cooled
exhaust manifold then through the cylinders and overboard. This is
one of the best methods of cooling engines today as heated water in
the engine water jackets prevents distortion of cold water cooling
coming in contact with the hot cylinder walls.

The ‘Little Six’ Syracuse marine engine was built in the
small 4′ x 4′ bore and stroke cylinders and was arranged
with dual carburetors, each supplying three cylinders. Lubricating
oil mixed with the gasoline provided the crankshaft connecting rod
bearings and cylinders, while the main bearings were equipped with
compression grease cups.

Model C was the heavy duty engine of the Syracuse line. It had a
6′ bore and 7′ stroke and operated at 350 to 900 rpm. The
same type of cooling system was employed and the ignition was a
battery and spark coil type with spark plugs. All models were
direct reversible with a thrust bearing and flexible coupling to
the propeller shafts. A clutch could be supplied on the heavy duty
units to ease the task of starting the engine.

Often on marine installation of these large two cycle engines, a
ratchet would be installed just aft the thrust bearing on the
direct coupled propeller shaft. A starting bar or lever which fit
the ratchet was used to rotate the engine for starting.

The specifications of the Syracuse were as follows:

SEE CHART D

The above should offer a customer a wide choice of power units
to fit most any size and design of boat.

The Capitol Gas and Gasoline Engine Catalog ‘A’ from
Norm Mullings library gives the following description of the
machines built by the C.H.A. Dissinger & Bros. Co. of
Wrightsville, Pennsylvania. Their slogan was — ‘Simplest, Most
Reliable and Strongest built engine in the World.’ – also –
‘They look well and run well.’

Their products range in size from 2/2 hp. to 200 hp. and were on
the market about 1910. Their catalogs show’ pictures of the
manufacturing facilities including the machine shop, erecting floor
and assembled engines. A special boring machine was used to finish
and hone the cylinders.

These were four cycle, horizontal, single cylinder, open
crankcase with a shield over the crank and were of the heavy duty
double flywheel type. The side shaft was driven by enclosed gears
on the crankshaft. A shaft bearing was located under the intake
opening near the head.

The cylinder head was in one piece with no valve openings. The
valves were located in a valve box at the side of the engine and
operated from cams on the side or lay shaft. The valves were in a
vertical position on both sides of the cylinder forming what might
be termed a ‘T’ head engine. The rocker arms under the
cylinder had rollers that follow the cams on the intake and
exhaust. Just ahead the cams on the shaft is a bevel gear that
operates the governor which is an enclosed flyball type. A speed
variation adjustment is arranged to change the engine rpm. by 50%.
Bronze is used on the smaller engines up to 6 hp. for the
connecting rod bearings. The valve cages are ground to fit the
flange on the intake and exhaust openings so no packing is
required. There was a compression release on the exhaust valve stem
to assist in turning the engines while starting.

A gasoline fuel cup was mounted on the top of the intake valve
cage for priming and an injector was used to supply the proper
amounts of fuel, which were controlled by the governor for the load
on the engine.

The ignition on these Capitol engines were of the battery and
coil type with an igniter which this company also called a
‘sparker’ in their catalog. This was mounted on a separate
plate on the side of the cylinder and the oscillation was actuated
from the lay shaft.

These engines resemble the early Otto design with the overhung
cylinder, lay shaft and governor. The departure was the unique
valve arrangement.

Portable units were mounted on steel frame wagons with steel
wheels. Cooling was either hopper or closed cylinder with water
tank and circulating pump. The fuel pump was on the side of the
engine with an overflow back to the main tank. Batteries and coil
were enclosed in a box which was also used as a driver’s seat
on the horse-drawn outfits. Semi-portables were available, all
assembled on steel skids and well painted.

Specifications of the Capitol Gasoline Engines are as follows:
(Nameplate had C.H.A. Dissinger & Bros.)

SEE CHART E

Portable units were made in 3?, 5, 6, 8, 10, 12, 14, 16, 20 and
24 hp.

From the Broken Kettle Book Service, a catalog of the Ellis
Engine Company built in the hub of the automobile manufacturing
vicinity of Detroit, states in the format of their literature, that
the use of their engines will ‘eliminate the back-breaking
drudgery of the house, shop and field.’ Their policy was that
of the ‘Grand Old Man’ of the auto industry (but they did
not give his name) who said – ‘Start it Right’

‘Make it Right’

‘Sell it Right’

‘Treat your customer Right’

In order to create a demand for their two cycle engines they
gave a complete comparison in their catalog between the simplicity
of the two cycle design and the more complicated four cycle
machines.

This is a situation that has existed down through the history of
the development of the internal combustion engine. Why the general
acceptance of the four cycle design has been the general rule in
the engine industry is difficult to say.

Each school of design has its own valid arguments of the
superior performance and reliability of their particular type.
There are good reasons on both sides and possibly had the two cycle
been the most popular chosen type of the majority of the engine
builders, and had all of the engineering research applied to that
design instead of the four cycle, it may have resulted in favor of
the more simple constructed version. It will now, in our present
era, be very interesting to follow a still more simplified machine
to see if the pistonless engine can become the accepted type.

Mr. and Mrs. R. S. Rogers, Jr., spent most of the hottest summer
months visiting virtually all the steam and gas engine Shows along
the Eastern Seaboard from Toronto to their home at Cheraw, South
Carolina. With all this added experience, the Rogers plan to make a
repeat of their nice April South Carolina Show. (The third person
in this picture is Mrs. Denis McCormack.)

The Ellis engines were built in only two ratings according to
their catalog. There were 3 and 6 hp. vertical single cylinder,
enclosed crankcase construction. Their design offered a solution to
the usual objectionable operating characteristic of a 2 cycle
gasoline engine. Being of the 3 port design, a throttle valve was
placed in the by-pass for the fuel from the crankcase to the
cylinder, which provided control of the rpm. of the engine, its
fuel consumption and horsepower output.

On the 3 hp. unit it was possible to operate the engine with one
port open and it would develop only 1 hp. With 2 ports open, it
would operate on 2 hp. and with the ports wide open it would
deliver 3 hp. The same results were obtained on the larger machine
with one port open as it would develop 2 hp. and with 2 ports open
it would operate at a rating of 4 hp. and produce full 6 hp. with
all ports wide open, and at operating speeds from 250 to 1000
rpm.

The ports were of an odd design in that it was like having three
pipes leading from the base where the fuel and air is under
compression on a 2-cycle engine, up to the port into the combustion
space of the cylinder. If you closed off two of these pipes you
would allow only 1/3 of the normal amount of fuel to enter the
cylinder; when fired it would produce approximately 1/3 of the full
rated power.

Other 2 cycle designs accomplished the same results by using a
butterfly valve type of baffle in the by-pass and by closing it at
various degrees cut the power developed proportionally.

The governor was of an unusual type that combined the timer and
speed control and the air intakes were all part of the governor
assembly.

The Ellis fuel atomizer, as the carburetor was called, consists
of a glass bowl with a float. A pipe from the top of the bowl
connected to the lower port of the cylinders. As a vacuum was
created it draws the fuel up into the atomizer. A needle valve
controls the amount of fuel admitted to the by-pass port when it
comes in contact with the atomizing disc, or check valve in the
intake. At this point the air and fuel mix and is warmed by a
heating chamber which is kept warm by the exhaust gases.

Lubrication by a force feed lubricator, oils the cylinder walls
on two sides and also for the splash system to the crankcase. A
special water-cooling tank is supplied with the engines. It has a
by-pass to warm the engine when started, similar to the
thermostatic valve used in cars. Engines were equipped with raised
cast-iron bases and two flywheels. A friction clutch pulley could
be supplied. Regular ignition system consisted of the battery, coil
and spark plugs — a magneto could be fitted if desired.

Ellis specifications were as follows:

SEE CHART F

The Olin Gasoline Engine Company of Buffalo, New York, built a
vertical 4-cycle single cylinder, hopper-cooled machine of a most
unusual design. It resembled a vertical two cylinder ammonia
compressor like Frick or York built in about 1940.

The cylinder and base were in two castings. The cylinder was
flanged at the bottom and was bolted to the enclosed crankcase.
This base was extended to the right when facing the side of the
engine where the mixing valve was located. The crankshaft was in
one piece and carried by an outboard bearing at the far end of the
engine base. The single flywheel was overhung on the outside of
this outboard bearing. Between the outboard bearing and the
crankcase was a flat belt pulley. In order to put on a drive belt,
it would have been necessary to lace it after it was put around the
pulley.

The cooling water hopper around the cylinder extended over the
engine base towards the outboard bearing about one quarter of the
distance. A sight glass gave visual evidence of the water level in
the hopper.

The push rods and valve springs were in the open on the same
side of the engine as the fuel intake. The valves could be removed
by taking out a screw plug over them inside the water hopper. The
mixing valve was located down by the lower part of the crankcase
with a long intake pipe up to the intake.

Trailer in trouble on Chinook pass (elevation 5440 feet) Cascade
Range, Washington. The engine is a 10 hp. Y Fairbanks Morse
SN403512. It was given to me by a man in Eastern Washington. There
is reason to believe this engine was sold by C. Mull in 1927.

Battery ignition system provided jump spark to the spark plug
and the timer was at the lower crankcase on an extension of the
camshaft. Bearings were bab bitted and were removable. They were
lubricated by a splash oil system.

Only one size engine was shown in the catalog having a rating of
5 hp. at 600 rpm.

Another Olin gasoline engine was described to me in a letter
from John Wilcox of Columbus, Ohio. It is a 10?’ x 17′ bore
and stroke, 20 hp. with a serial number of 2067. This unit was
built by the Titusville Iron Works, in that city, in Pennsylvania.
This is a 4-cycle natural gas, hot tube, hit and miss governed
which holds open the exhaust valve to control the speed. This very
early (circa 1897) was sometimes sold under the name of Ruger
Gasoline Engine. This engine was a horizontal open crankcase
machine and the design originated at the Olin Company in Buffalo.
The automatic intake valve is in the center of the exhaust valve,
which has a large hollow stem allowing the fuel mixture to enter.
The governor is located in the timing gear.

A Twin City Garden Tractor in operating condition.

Reliving the early ’40’s’ pulling a 2-14 A-C plow
with a Farmall F-12 tractor.

It would be interesting to learn more of the history of these
two entirely different OLIN engine designs, and what other sizes
and types this company manufactured.

C. E. Coey & Company of 177 LaSallc St., in Chicago, had
sales agents for a variety of equipment such as the Coey Gasoline
engines, the Coey Automobile an attachment for bicycles to run on
railroad tracks, sewing machines, a folding bath tub, the Hulett
Burglar Alarms, meat and vegetable choppers, Chicago Rapid Steam
clothes washers and photo supplies which included the Rex box
camera.

The Coey gasoline engine No. 1 was made in sizes from 5 to 100
hp. They were horizontal 4-cycle, single cylinder, hit and miss
governed, with open crankcase. The base of the engine was arranged
with the main bearing housings, and the cylinder was bolted in
place. The flyball governor, cams and igniter were operated from a
lay shaft, which was driven from gears on the crankshaft. The
igniter was located in the center of the cylinder head.

Coey No. ‘2 engine is of the same horizontal design and
rated at 3 hp. with closed cylinder and is furnished with fuel and
cooling water tanks mounted on skids in front of the engine.

Coey gasoline engine No. 3 was a vertical 4-cycle, closed type
cylinder, with open crankcase, and double flywheel machine built in
1?-2? and 3? hp. ratings. The mechanical exhaust valve was operated
by a push rod actuated from a fulcrum arm that was pivoted below
the crankshaft and driven by the camshaft. The gas or fuel pump was
operated from the camshaft. The igniter was located in the side of
the water-cooled cylinder head. Cylinders were supported by an
‘A’ frame. Fuel tank was located in the cast-iron base.

Coey No. 4 engine was a I lip. rated unit called the ‘Little
Surprise.’ It was of the horizontal design with open crankcase
and supported on wooden skids, with a water-cooling tank and
battery box. The flywheel rims were round in cross section. Gears
were on the right hand side when facing the crank end. No other
specifications were available.

The Coey automobile had a single seat with an upward flared
design and full leather rolled edge upholstering, and a leather
dashboard. It was steered by a tiller handle. The general
appearance somewhat resembled the curved dash Oldsmobile, only
possibly a somewhat higher car.

The engine was a 2-cycle single cylinder, 5 hp. 4?’ bore by
a 5′ stroke and with a closed crankcase. The weight of the
engine was 225 pounds. Cooling system on the engine consisted of a
water tank, and a circulating water pump mounted on top of the
cylinder. There appeared to be no radiator, so the tank must have
been quite large to keep the engine cool. There was a starting
crank on the side of the car from the engine.

Little is known of Mr. Coey, but two bank references were given
in the advertisement from which this information was secured. Both
these references were banks of the southeastern part of Spokane
County in the State of Washington. One other bit of information
stated that Mr. Coey at one time was an associate with E. R. Thomas
of Thomas Motor Car Company.