3904-47th Avenue, S., Seattle, Washington 98118
Summer is vacation time and it is always pleasant to hear from G. E. M. readers visiting our beautiful Pacific Northwest and Alaska. Those interested in seeing engine collections in this vicinity can get information by a phone call and directions will gladly be furnished.
As always it is greatly appreciated when our readers contribute their fine literature to use on additional makes of engines in order that the details can be passed along to all of the collectors who read the Gas Engine Magazine.
Verne Kindschi sent an advance copy of the Badger Steam and Gas Engine Club year book and program to be held at Baraboo, Wisconsin. It is an excellent piece of literature, full of interesting pictures of all kinds of steam threshing and gasoline engine and a book to have in your collector's library.
Again we are indebted to Roger Kriebel, Mainland, Pennsylvania for the use of an attractive catalog of the Alamo Manufacturing Company of Hillsdale, Michigan. They make gas, gasoline and distillate engines. This catalog was printed in about 1910 or 1912. It is printed on a good grade of paper with engraving type of pictures and nicely decorated with cuts of parts of the mechanical details of their equipment.
Alamo gasoline engines were very substantially built on long heavy cast-iron bases extending from the front of the unit well back under the cylinder head which afforded a large bearing surface to distribute the weight over the foundation. This detail can be substantiated when examining the engine weight in their specifications.
Other outstanding Alamo exclusive features of design make these engines attractive wherever they are found. One of these interesting features is the cylinder head with the water-cooled vertical valve cage and the igniter in one compact unit. On the 5, 7 and 9 horsepower ratings there is a fulcrum lever operated by a cam on the timing gear that acts to open the exhaust valve and the plunger fuel pump. On the larger size engines, a cam lever is used in place of the long lever, together with coupling rod for timing the exhaust valve.
Economy engine used for corn grinding.
The Alamo engines are horizontal, single cylinder, closed water jacket, four cycle type, with the 5 and 7 HP size also build with hopper-cooling. There was another variation in 3 and 6 HP made in vertical closed water jacket units. Then there was another vertical multi-cylinder Type 'M' engine which was used for direct connection to electric generators in larger capacities. This style engine as well as the horizontal units with special electric heavy flywheels for direction to slow speed generators were built in various capacities.
The standard horizontal engines were constructed with a cast-iron base which carried the main bearing housings and flanges to fasten the cylinder to the base. The cylinder and head were water-cooled, and the units could be supplied with various methods of cooling systems including a vertical tank, atmosphere drip plan system, expansion tank above the engine and regular hopper cooling built on the engine.
A fly ball governor was used on all size engines except the 3 HP which had a flywheel system. The flyball governor was gear driven from the timing gear and had a regulating screw to change speed with the engine in operation.
Crankshafts were forged and turned to finish with counterweights for balance. Gears were all machine cut for close tolerance and quiet operation.
Igniters were of the hammer type with replaceable alchemium alloy points. It was operated from the side shaft.
Valve linkage on the 5, 7 and 9 HP consisted of a flat steel lever along side of the engines and pivoted to the correct proportion to give the valve action required. The igniter and fuel pump were also actuated for the lever.
As previously mentioned the valve cage was on the side of the cylinder head with the mechanical exhaust valve in the lower part and the automatic intake valve in the top. The igniter was located in the intake section of the valve cage and the combustion space.
The carburetor or mixing valve is a special Alamo design with a fuel pump to supply the valve at a constant level and with an overflow back to the main tank. A needle valve in the bottom of the inner chamber permits the correct amount of fuel to be taken in and mixed with air for the correct mixture through the spray plug as it enters the combustion chamber. Air intake is by a warm air pipe in the engine base. There are no working parts in the carburetor. Special mixing valves were supplied for using distillate or natural gas fuel.
Massey-Harris Model '25' tractor owned by Otto Daudert, La Valle, Wisconsin purchased new in 1937.
The fly ball governor on the standard engines was of the hit and miss type. Throttling governors were supplied for electric generator service and other applications requiring close speed control, and could be supplied on all ratings.
The 3 and 6 HP vertical engines carried the trade name of 'Victor Engines'. They were single cylinder with the upper crankcase and cylinder cast in one piece. The cam for valve push rod and fuel pump were mounted on one side just above the crankshaft on these four cycle engines. The igniter push rod was separate and the fuel pump supplied the mixing valve, which was located on the side of the cylinder head, with fuel.
These Alamo vertical engines could be supplied with a pan atmospheric cooling system, or an expansion water tank above the engine. Standard units were shipped on extended skids, with battery box and vertical cooling tank, with thermo siphon system, complete with piping and a cast iron muffler.
Specifications of the Alamo Victor engines were as follows:
FLOOR SPACE INCHES
26 x 60
33 x 70
Victor engines were made up with a hoisting drum for contractors, with a capacity of 2000 lbs. The entire unit was assembled on a cast-iron base and gear driven from the engine. Other combination units such as cement mixer, well drills and pumping units were offered with the vertical Victor engines.
The Alamo Westinghouse low voltage battery charging electric lighting plants used the 3 HP Victor engine, belt driven to the generator, with a switchboard and storage battery of 16 glass jars, made up a 32 volt system.
The standard horizontal Alamo engines were also made up into complete electric lighting systems, with both direct connected and belted generators for higher voltage systems.
Combination pumping units with the engine gear driven to large capacity horizontal double acting simplex pumps of a various capacities were built. They offered a gear base deep well pumping outfit having the engine geared to an extended shaft with the face plate over the well, and arranged for different length deep well cylinders.
Wood saw outfits using the 9 HP engines were assembled on the steel wheeled trucks to be, horse drawn. These outfits used a jack shaft with a heavy balance wheel for greater inertia on the heavy duty rig.
Portable engines were built on steel wheel trucks in sizes of 9, 12, 15, 18, 20 and 25 HP. These units were equipped with the atmospheric drip pan cooling system. The engine was mounted on the steel frame of the truck for lower center of gravity, as they did not use the heavy cast-iron base of the stationary type. Specifications of the Alamo engines were as follows:
'Wisconsin' tractor built by The Wisconsin Farm Tractor Company of Sauk City, Wisconsin on a rock crusher near Loganville, Wisconsin around 1925.
Another conjecture comes to light by comparing three very similar engines.
From Lindsay Bros. Co. of Minneapolis and their catalog of November 1920, they offer 'The Powerful' Lindsay-Alamo engine. These Lindsay engines have some of the outward appearance of the Alamo, but built on a lighter weight design. As you can compare from the specifications, the Lindsay is less than a third of the weight of the Alamo.
It is apparent that Lindsay Bros, were a sales organization, as no place in their catalog was any mention made of their manufacturing facilities. The question is, how does the name Alamo become connected with Lindsay Bros.?
Then there is a second similarity between the illustrations of the working parts of the Lindsay-Alamo and the Dan Patch engines sold by the M. W. Savage Factories, Inc. of Minneapolis, in their 1916 catalog.
Comparing the design of the Lindsay-Alamo and the Dan Patch, they offered similar ratings up to 9 HP. Both were hopper-cooled with cast-iron sub-base and the same type of governor and both using the Webster Tri-Polar magneto on a one piece bracket with the igniter. In each of their catalogs they show an illustration of the piston, connecting rod, crankshaft, flywheels, connecting rod, governor lever, igniter and side rod, rocker arm and valves, and almost identical. The one exception, Dan Patch illustration did not show a plunger type fuel pump. Even the descriptive nomenclature on the pictures are the same.
Possibly our readers can piece the history of these three engines together and come up with the answer of who was the manufacturer.
The Great Western Engine Has No Valves
Take the Valves and their connections out of other gasoline engines and what have you left? Nothing but a few simple durable parts same as the Great Western Engine has.
It starts without a crank and runs like a clock. Power corresponding to the amount of load is applied at every turn of the shaft. No dead or idle stroke. No waste of fuel.
One and one-half to four horse power sizes made Frost Proof or furnished with water tank as ordered. Larger sizes cooled with two gallons of water for each horse power. Furnished with or without trucks.
It s a simple, up-to-date, powerful and economical engine. It's the farmers' and shop owners' cheapest and most faithful helper.
Write for large free Engine Catalog No. 5121,
SMITH MF8. CO., 158 Harrlton St., CHICAGO
Ad on the Valveless Engine from 1908 'The Farmers Voice', a semimonthly journal.
This is my McCormick Deering WD-40 on the Baker Fan at Cooks town, Ontario. This tractor was built in 1935, No. 740 and is one of the first two WD-40's to enter Canada. The first one was put on display at the Canadian National Exhibition in Toronto and this is the other one. Sold by Chas. Ireland, International Dealer, Woodbridge, Ontario to Mr. Edgerton Kitchener of Clairville, Ontario. Tractor was originally on steel with vertical injectors. Modernized on rubber and 45° injectors in early 1940s.
Picture shows my wife, Shirley, sitting on the WD-40.
The Lindsay-Alamo engines were horizontal, single cylinder, hopper-cooled, four cycle, open crankcase and with flyball governor. They were built in ratings of 1? to 15 HP with a small ? HP air-cooled engine of a different design, known as the HAFA-HORS.
The smaller rated unit of 1? HP was built with the cylinder and base cast in one piece. The water hopper was bolted to the top of the cylinder on the 1? HP. A cast support for the overhanging cylinder was used on these small sizes.
The flywheel governor had two weights pivoted on a steel ring with two contacting fingers engaging the beveled sliding governor sleeve on the crankshaft. The governor lever was actuated by the movement of this sleeve to make the hit and miss system function. The governoring method was used on the units rated from 1? to 6 HP and a fly ball governor was used on the larger rated machines.
A slide rod motion from the cam on the timing gear operates the plunger type fuel pump, the igniter and mechanical exhaust valve. The contact on the rocker arm provides the adjustment for the valve opening. The intake valve is automatic.
The igniter is the conventional hammer type. A Webster Tri-Polar magneto, mounted on one piece bracket with oscillating magneto, could be supplied.
The larger engines were built with a separate cast-iron sub-base with a fuel tank contained inside the base. On the 3? HP and larger units, the cylinders were cast separately and bolted to the crankcase by parallel flanges along the side of the cylinder. The larger rated engines appearance resembled the Alamo engines. The portable units were very similar.
The specifications of the Lindsay-Alamo gasoline engines are as follows:
BORE & STROKE INCHES
FUEL TANK GALS.
4? x 6
5? x 7
7? x 12
8? x 12
On the side of the water hopper is a a decal in an oval with the words 'Lindsay' in the top and under this name was the word Alamo. Some models had a decal of a large circle with the words 'Powerful Lindsay'. The engine shown in the catalog was painted a dark brick red with striping on the spokes of the flywheels.
They offered portable units on hand trucks for the small engines, and horse-drawn steel trucks for the larger sizes.
A drag saw outfit with a 2? HP engine was built with engine mounted on a pair of timbers and belt driven to a jack shaft with a reduction gear to the pitman arm and Disston saw blade. The engine was equipped with a friction clutch pulley. A two wheel truck was provided with steel wheels to transport this Alco drag saw. The weight was 700 pounds.
Wood saw outfits were shown in their catalog with a 6? HP engine equipped with a friction clutch, belt driven to a heavy balance wheel on the tilting table arbor.
The little HAFA-HORS air-cooled engine sold by Lindsay Bros, could be used to turn a butter churn, washing machine and to pump water. This little engine was a single cylinder engine mounted on a cast-iron box that served as a base and fuel tank, as well as a place to mount a ratchet type foot starter. The engine had a bore and stroke of two inches and the governor was of the hit and miss type. The decal was oblong in shape and was half black and half red with a picture of a horse that was cut in two parts. Half of the picture of the horse was white on a red background and the other half was black on the same color background. On the picture of the horse were the figures ?. Below the picture was the word HAFA-HORS.
Beside the pump jacks and accessories sold by this company, there were agents for the sale of the Edwards Kerosene Motors. It was a very unusual design of a two cylinder, horizontal, water hopper cooled, totally enclosed, four cycle engine. The bore and stroke was 3' by 5', that could be operated as either a one cylinder or two cylinder engine. All that was necessary to operate with one cylinder was to close off the fuel on the cylinder that was not to be in operation. To operate as a single cylinder, it could be run on one cylinder for a while and then alternate and use the other one. With one cylinder operating at 600 rpm, the engine would deliver 1? HP. At 1200 rpm and both cylinders in use, it would develop 6 HP.
Having a closed crankcase, the flywheel is located in the center of the engine, with a connecting rod bearing set at 180°, one on each side of the flywheel and no center bearing. On the left side of the crankshaft is located the fly ball governor, speed regulator, timing gears and cams to operate the push rods. A most unique feature--both valves are operated with a single push rod. This feature is exclusive on the Edwards engine and is really one of the most ingenious arrangements for valve action ever used. Separate carburetors and igniters were used, one for each cylinder.
Another advanced idea was found on this engine. It was the magneto of the alternating current type, which was comparable to a modern alternator on cars. Drip feed glass lubricators supplied oil to the cylinders and the mains, and connecting and enclosed appurtenances were splash lubricated. The Edwards engines were built at Springfield, Ohio.
From the Broken Kettle Book service, a fine old catalog has been received on The New Era Gas and Gasoline Engine, manufactured at Dayton, Ohio about 1900. A large plant consisting of machine shop, assembling building, engineering building, warehouse and office building covered a whole block at the corner of Second and Dale Avenue.
In this catalog of New Era Iron Works, they claim to have built the largest single cylinder gasoline engine at that time. It was 125 HP horizontal, closed cylinder, four cycle machine.
These engines were erected on a large cast-iron base which included the main crankshaft bearing shells set on angle towards the cylinder, and the long parallel flanges on which the cylinder was bolted. All of the New Era engines were extremely heavy for their rated capacity.
Cylinders had a unique construction of a solid head cast on to enclose the combustion chamber. Water jacket continued the entire length of the cylinder and was open at the cylinder head. A second cylinder head or closing plate was bolted over the cast-on head with ample water passage to completely jacket the end of the cylinder, making it look like a cylinder head on a steam engine.
My Titan and 8-16 I. H. C. That's Carl Rismiller and Scott Murphy, with a big smile.
15-30 Model F Rumely owned by Don Calhoun, Beeton, Ontario, Canada.
Another exclusive feature of the cylinder design was an exhaust port on the side and at the forward end. This port is uncovered by the piston when it reaches the outward end of the stroke. The exhaust pipe from the exhaust valve outlet is connected with the exhaust port, making it effective in scavaging the cylinder of all burned gases. The mechanical exhaust valve is opened by a rocker arm under the cylinder, and is operated from a cam on the side shaft. The exhaust and intake valves are mounted on both sides of the cylinder in valve, cages.
Spiral gears on the crankshaft next to the main bearing turn the side shaft, which in turn operates the fly ball governor, the fuel pump and the igniter. The igniter is located in the out end of intake fitting on the side of the cylinder. A horseshoe shaped flat steel spring bolted to the bottom of the intake valve cage, lays on a cam to trigger the igniter. The ignition system is a wet cell battery type and the igniter is a hammer modification.
The fly ball governor is gear driven by a bevel gear on the side shaft and the fuel pump is driven by a cam. This pump sprays the gasoline into the air intake chamber of the intake valve cage.
Lubrication is by drip oilers and grease cups, and this catalog did not show a safety cover over the crankshaft, which is used to prevent oil being thrown off the connecting rod bearing. Connecting rods are of the closed box journal type with take up adjustments similar to those used on steam engines.
Specifications of the New Era Iron Works engines are as follows:
In addition to gasoline engines New Era Iron Works built piston pattern power pumps. The horizontal pumps were very simple in design and they were both single and double acting.
Heavy duty friction clutch pulleys were manufactured under their patent in sizes from 20 inches in diameter and larger.
Another catalog from Roger Kriebel gives the details of the Chapman Engine Works of Marcellus, Michigan. This company manufactured the Economizer Engines. They were small horizontal, single cylinder, four cycle, closed water jacket, open crankcase engines with the valves in the head. The word 'Economizer' was painted along side of the cast-iron base.
The cast-iron sub-base on which the crankcase was bolted, contained the fuel tank. The crankcase had the main bearing shells cast in place and were inclined towards the cylinder to take care of the forward thrust. The cylinder was fastened to the crankcase by flanges along each side. The cylinder head contained a mechanical exhaust valve and an automatic intake valve and was not water cooled.
Governor was a weight and fulcrum on the inside of the flywheel to a plate around the crankshaft that acts on the governor lock. A tension spring on the side of the engine permitted the speed to be changed while the engine was running. A timing lever advances and retards the spark for safety in cranking. A battery ignition system was used with the igniter placed in the side of the cylinder.
The carburetor or mixing valve is very simple with a needle valve and air shutter for the proper mixture of fuel. These engines were painted a rich green and the flywheels a live red. The surface of the flywheels were painted aluminum.
Specifications of the Chapman Economizer engines were as follows:
Bore & Stroke Inches
40-80 Minneapolis owned by Sherwood Humes of Milton, Ontario shown belted to a sawmill at Cooks town, Ontario. Sherwood keeps this fine tractor active at a good number of shows throughout the summer months.
An improvement was made on the change speed lever doing away with the flat spring type on the earlier engines. Standard equipment supplied, included a cooling tank and fittings, batteries and coil, cast-iron muffler, oil cups and wrenches.
28-50 Hart-Parr owned by Don Calhoun of Beeton, Ontario. Previously operated a sawmill near Grimsby, Ontario and a rock crusher for North Grimsby Township, Ontario.
My 1922, 10-20 Titan at Cooks town, Ontario. This tractor was purchased by Mr. Arnold Frair of Picton, Ontario where it worked at threshing and running a small sawmill until the early 1950s. I bought it from Mr. Frair in 1964 and it has been shown at Steam-Era, Milton almost every year since.
My 12-24 Hart-Parr ready to start journey home from Thorn bury on back of my old 1952 Chev. 1 ton truck, in spring of 1971. I am standing by truck and six year old son, Timothy, is sitting by tractor front wheel. I hope to have restoration complete by summer of 1972.
My Atlas engine and the only one I have seen. I would like to hear from other Atlas owners and would like to know some history on it.
Threshing scene taken approximately 1? miles north of Beeton, Ontario in 1885-1890. Steam engine is a George White portable and separator is also a George White. Men on left and right on stack are my Great Uncles, Robert and John Hoover.