How Your Hobby Started Part XXIV

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Courtesy of Syl Henry, 1027 Harding Street, Janesville, Wisconsin 53545.
Courtesy of Syl Henry, 1027 Harding Street, Janesville, Wisconsin 53545.
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Courtesy of Gary M. Wolter, Wolter Jersey Farm, R. R. 1, Ocheyedan, Iowa 51354.
Courtesy of Gary M. Wolter, Wolter Jersey Farm, R. R. 1, Ocheyedan, Iowa 51354.
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Courtesy of Gary M. Wolter, Wolter Jersey Farm, R. R. 1, Ocheyedan, Iowa 51354.
Courtesy of Gary M. Wolter, Wolter Jersey Farm, R. R. 1, Ocheyedan, Iowa 51354.
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Courtesy of Andy Kruse, Box 14, Park Ridge, Illinois 60068.
Courtesy of Andy Kruse, Box 14, Park Ridge, Illinois 60068.

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

The ingenious ideas of some of the pioneer inventors of internal
combustion engines were on the verge of basic principles of design
that would have advanced the economic and mechanical features by
many years had they had the conception to apply these experimental
devices to practical use.

One of these mechanical parts commonly used on nearly all of the
horizontal single cylinder style engine was the slide or side arm
or rod that is necessary to operate the valves and igniter.

The development of this idea had numerous inventors using the
side rod at an early date. John Charter’s patent of 1883 used
two side rods that were operated by eccentrics on the main
crankshaft. One made the rotary valve system revolve, and one on
the opposite side of the cylinder operated another valve. The
function was different from the sideshaft found on Otto’s
engines of 1887.

In John Charter’s patent of 1884, again he used two side
arms and a rocker shaft to operate an opposed piston to the main
power piston in the same cylinder. This auxiliary piston was not a
power function of the engine, however the entire idea was one of
the most advanced designs found today in large opposed piston
diesel engines.

Had Charter only realized the possibilities of such an engine
with no cylinder heads to leak, he would have invented the basic
idea of modern diesel engines, some twenty to thirty years before
the idea was put into present day use.

The same principle was built into very large multi-cylinder
opposed piston diesels in European countries. On these engines, the
construction was of the same general plan using vertical side rods
to transport the power from the top pistons to the main
crankshaft.

There was one company in this country that applied the idea of
side rods and opposed pistons to the single cylinder horizontal
gasoline engine in about 1905. This was the Kansas City Hay Press
Company of Kansas City, Missouri.

Ephraim C. Sooy was born in Green Bank, New Jersey in 1848. He
moved to Kansas City in 1882 and became interested in a number of
enterprises including the Kansas City Hay Press Company. Mr. Sooy
was an inventor of various machines used for baling hay, as well as
the opposed piston engine.

This company was incorporated in 1881. After Mr. Ephraim C. Sooy
became interested in the company, he was made President and served
in this capacity until he passed away in 1927. His son, Norman H.
Sooy, Jr., took over the duties of his father and was the head of
the company until he died in 1968. The company is still operating
under the name of Lightning Industries, Inc., manufacturing pumping
equipment. The name of the present company was chosen undoubtedly
from the name of their gasoline engine which was known as the
Balanced Lightning Engine, and the Lightning Hay Press.

In addition, they built a line of scales which included wagon
and warehouse dormant scales under the name of ‘Victor’
scales. The other products were feed grinders, horse-powered stump
pullers, an engine driven walking beam pump jack and centrifugal
pumps.

The Kansas City Lightning Hay Press Balanced gasoline engines
were built in ratings of 4 and 5 HP in small stationary type and in
6, 8, 10, 12, 15, 18 and 25 HP in the larger ratings and portable
units.

6 HP Lightning Engine manufactured by Kansas City Hay Press
Company of Kansas City, Missouri about 1900.

These engines were constructed on a cast iron sub-base which
carried the open crankcase with main bearings and to which the
cylinder was fastened. The cylinder was an open tube without
cylinder heads. There was a water jacket around that portion in the
middle, lengthwise, where the ignition took place.

Two pistons were located in the open cylinder. The travel of
these pistons was to the outer ends from the combustion space at
the middle. The forward piston towards the crankshaft was fitted
with the usual type of connecting rod to the center crank of the
crankshaft. The second or back piston in the cylinder was fitted
with a semicircular round rod extending to both sides of the
cylinder where it was coupled to side rods on each side of the
engine. A housing shielded the back end connection to the piston.
The side rods transmitted the power from the back piston to the
connecting rod bearings of the two additional throws of the
crankshaft. The crankshaft was forged from open hearth steel and
was turned finished to size at the main bearings and the three
throws which were set at approximately 180? apart. One of the
outside throws was slightly above crank dead center and the other
outside throw slightly below. At the instant of explosion the crank
thrust was equalized and the vibration of the engine was almost
entirely eliminated.

The pistons are very close together in the center of the
cylinder at the time of ignition, and explosion created equal
pressure on the heads of each piston which balances the thrust in
both directions of their travel. The combustion space being placed
in the middle of the cylinder, the igniter, exhaust and suction
valves were also located at this point. The poppet valves were
contained in removable valve cages. There was an auxiliary exhaust
port that was uncovered by the pistons at the end of the stroke to
eliminate the remaining spent exhaust gases and a fresh charge of
air was taken into the cylinder through these ports to improve
combustion.

My 1922 Fordson and plow (American made) as displayed at 1971
Rock River Thresheree, Janesville, Wisconsin.

A diaphragm type fuel pump lifts the gasoline into the
‘gasoline well’. This is located along the cylinder and the
pump maintains a constant fuel level at the mixing valve. There was
an overflow back to the main fuel tank. The diaphragm in the fuel
pump was made of leather and celluloid with a spring to push back
the diaphragm on the return stroke. The pump stroke was set at
about one quarter of an inch. The mixing valve was of their own
design and consisted of a cast iron body with needle valves for
adjustment. An attachment could be furnished to operate on natural
gas.

An innovation found on some engines was used on the fuel system
of these Lightning engines. This cooling system operated at the
temperature of steam, and the steam was admitted with the gas and
air to the combustion chamber. They claimed this mixture increased
the power output of the engine.

The governor was of the pendulum type operated from an eccentric
rod direct from the crankshaft. There were no cams or gears. It was
a hit and miss governor which locks the exhaust valve open on the
idle stroke. The alternating lever cannot engage the igniter trip
lever and no explosion occurs. During these intervals no air is
drawn in through the air intake valve nor gas into the mixing
chamber, they being closed. The engine is in full motion with the
cylinder breathing in and out of the auxiliary port and open
exhaust valve. When the engine speed is reduced the igniter trip
lever is engaged and an explosion takes place and the cycle is
repeated.

A regular type igniter is used which is located on the side of
the cylinder at the middle, lengthwise. The insulated post of the
igniter has a continuous contact around the bolt. This so-called
stationary contact can be rotated to give a new position to the
movable electrode each time it is turned. The ‘parrot-bill’
electrode has one slight movement to the left to make contact with
the electrode terminal then drops back out of contact by gravity.
The electrodes are in contact only when the ignition is to occur,
thus eliminating battery drain.

Specifications are not available giving the bore and stroke or
RPM of these engines, however the prices and weight were as follows
of the Balanced Lightning gasoline engines as built by the Kansas
City Hay Press Company: (SEE CHART A)

CHART A

H. P.

PRICE

WEIGHT

4

$ 400.00

450

5

500.00

550

6

850.00

650

8

1000.00

800

10

1100.00

900

12

1200.00

1000

15

1400.00

1100

18

1600.00

1200

25

2000.00

1600

Past issue of G. E. M. has shown pictures of the Balanced
Lightning engines as can be seen on page 18 of May-June 1968 Volume
3, sent in by Ruben Michelson, Anamoose, North Dakota.

A few comments about the principle of this type of engine as
used today in the Modern Fairbanks Morse Model 38 opposed piston
diesel engines may be of interest on this subject.

Fairbanks Morse first introduced this model engine about 1934
after exhaustive experiments and tests during the prior decade.
These engines had more modern design in that the side rods were
eliminated and the power of the upper pistons is transmitted to a
second or upper crankshaft, as the engine has two crankshafts. The
power from the top crankshaft is then transferred to the lower
crankshaft by a vertical drive of bevel gears and flexible
coupling.

The fabricated steel block of these engines is completely dry.
In other words, there are no water or oil spaces in the block to
freeze or clog. Each cylinder liner is a complete unit that fits
into a cylinder space in the steel engine block. Each cylinder
liner has its water jacket and oil and fuel connections which are
connected to manifolds along the block.

Model 38 engines are built in 51/4 inch bore from four to ten
cylinders and in 8 1/8 inch bore from four to twelve cylinders
which encompasses a range of 340 to 3800 HP per engine.

The successful mechanical feature is still the opposed piston
design operating without cylinder heads, and a completely dry
block, and the transmission of the power from the upper pistons to
the second crankshaft, just the same idea as the opposed piston
gasoline engine of the early days.

A popular engine seen at many of the shows is the
‘Ohio’, built by The Ohio Motor Company of Sandusky, Ohio.
From catalog No. 25 from Roger Kriebel, the statement was made on
the flyleaf that the company had been in business for 18 years when
the catalog was printed. The catalog appeared to be one printed
some time about 1915.

These engines were built in ratings from 4 to 50 HP. They were
single cylinder, horizontal, four cycle open crankcase and were
hopper-cooled in ratings of 4, 6 and 8 HP. The larger units were
closed water jackets with provision for cooling water circulation
to a large cooling water tank.

The cast iron sub-base supported the crankcase on which was cast
the long main bearing shells and the cylinder was bolted to the
crankcase. The crankshaft was forged from open hearth high carbon
steel and was machined all over. The flywheels were mounted on each
side of the crankshaft with counter balancing. Rims were turned and
polished and the hubs were split to make easy assembly.

The mixing valve was called by the maker in the catalog, a
‘generator valve’. Located on the governor side, it was
supplied with fuel by the pump located under the crankshaft
extensions.

A lay shaft also on the governor side operated by spiral gears
direct from the crankshaft. The functions of the shaft were to
drive the fuel pump, the mechanical rocker arms for the valves and
the igniter as well as the flyball governor. The igniter was
located in the outer of the head on the 35 HP and smaller engines.
It was tripped by a finger. It had forged steel electrodes and
heavy platinum points. The 18 HP and larger ratings were equipped
with match starters or detonators. The governor operated off the
lay shaft by bevel gears and was arranged for speed control.

My Wallis Model K. I got it from the man that bought it new in
1917. I have another one like it, but a little newer I think. The
serial number is gone from each of them. I wonder how many of these
are around. I had a 20-30 certified, but that was different than
the Model K.

Warm air was supplied to the mixing valve from an intake under
the cylinder through the sub-base. A metal safety cover protected
the crankshaft. Glass oil cups supplied lubrication to the main
bearings and cylinder.

Special electric engines were built with heavy flywheels and
close speed regulation for driving electric generation. Portable
units with cooling water tanks were built on steel-wheeled trucks
and with cooling water tanks in sizes of 6, 8, 10 and 12 HP.
Vertical triplex pumps were built as combination units in various
sizes.

Specifications of the Ohio gasoline engines were as follows:(SEE
CHART B)

CHART B

FLYWHEEL

EXHAUST

HP

DIA.-IN.

RPM

PIPE-IN.

WEIGHT

4

32

335

11/2

1250

6

34

290

11/2

1650

8

40

265

2

2350

CLOSED WATER JACKET ENGINES

4

32

335

11/2

1000

6

34

290

11/2

1400

8

40

265

2

1900

10

46

240

21/2

2600

12

48

220

21/2

3000

15

50

220

3

3500

18

54

210

3

4500

20

56

190

3

5200

25

60

190

31/2

6000

35

64

190

4

10,000

40

66

190

41/2

11,500

50

68

180

5

13,500

The color scheme for the finish on these Ohio engines was a
brick red with white striping. The word OHIO was painted on the
side of the water hopper in black letters with white paint.

Palmer Marine and Stationary Gasoline Engines were built by
Palmer Bros.

Engines, Inc. at Cos Cob, Connecticut. From a catalog from
George S. Clark of Milford, Connecticut it was stated that Palmer
Bros, started building engines in 1896.

McCormick Deering 15-30. My brother, Glenn, plowed with this and
my WK-40 this fall-had a lot of fun!

These engines were of the vertical in line and multi-cylinder
enblock construction. They manufactured three modifications of
semi-high speed, medium duty and heavy duty machines. They were
four cycle with closed water-cooling jackets and closed crankcase,
float type carburetors and battery or magneto ignition with a speed
control distributor. A governor was used on the stationary models
and these units were built upon a high cast iron sub-base.

Specifications for the Palmer Stationary Engines were as
follows: (SEE CHART C.)

CHART C

BORE &

MODEL

HP

RPM

STROKE-IN.

WEIGHT

YT1

2

800

3 x 31/2

215

PNR1

6

600

5×6

900

ZR1

7

600

51/2×6

900

PNR

12

600

5×6

1200

ZR2

18

700

51/2 x 6

1200

Specifications of Palmer Marine Engines were as follows: (SEE
CHART D.)

CHART D

LIGHT DUTY

BORE &

MODEL

CYL

HP

STROKE-IN.

RPM

WEIGHT

YT

1

3

3×31/2

700-900

98

HH

2

4

3×4

700-900

280

LH

4

10-15

3×4

1000-1500

375

PAL

4

20

4×5

750-800

750

PB6

6

30

31/2 X 41/2

1200-1400

1000

GW150

6

40

51/2×7

1000-1400

3000

MEDIUM DUTY

PNR

1

6

5×6

500-600

400

ZR2

2

12

5×6

500-600

750

PNR2

2

12

5×6

500-600

775

PNR3

3

18

5×6

500-600

1000

ZR3

3

30

51/2 x 6

500-600

1100

PNR4

4

24

5×6

500-600

1250

ZR4

4

40

51/4×6

500-600

1300

HEAVY DUTY

F2

2

8-10

6 3/8×8

350-400

1600

F3

3

24-26

6 3/8×8

300-400

2000

F4

4

32-35

6 3/8×8

350-400

2400

F6

6

50

6 3/8×8

350400

3800

NK3

3

30-35

71/2 X 10

300400

3500

NK4

4

45-35

71/2 x 10

300-400

4200

NK6

6

80

71/2 x 10

350400

5600

All models had extended cast iron base with reverse gear and
flexible coupling. Engines were ‘T’ head with open
pushrods, water-cooled manifold and Atwater Kent ignition
system.

The Reliance air-cooled engines were manufactured by Brackett,
Shane and Lunt Company of the Haverhill Street, Boston,
Massachusetts. The advertising literature from Phil King of
Granville, Massachusetts describing these engines went to great
lengths telling of the superior merits of their equipment. In fact,
today it would be difficult to make such statements without being
challenged by the Better Business Bureau.

They stated in the front of their catalog that–‘The
Reliance is the first successful stationary engine ever placed on
the American Market’. They had built about 3000 engines when
this statement was made, having been in business about four years.
No date was given.

They built engines in both air and water-cooled models.
Air-cooled units were made in ratings of 1, 11/2, 3, 5 and 10 HP.
They stated they built water-

cooled units in sizes of 2 to 600 HP.

The air-cooled type was a four cycle single cylinder horizontal
machine with cooling fins around the cylinder. The open crankcase
was part of the engine base and the cylinder was bolted on the
larger models. The valves were vertical with the top air intake and
automatic poppet valve, while the lower one was mechanical exhaust
valve, and which was operated by a rocker arm and pushrod.

The governor was of the flywheel type with weights on the
flywheel hub. The engine speed was variable and could operate from
300 to 600 RPM. The mixing valve took fuel from the supply tank in
the base and there was a four blade fan with screen to cool the
engine mounted on the side of the cylinder and driven by pulley
from the crankshaft. The fan was omitted from the smaller rated
engines.

Engines were mounted on wooden skids with battery box for
shipment. Lubrication was by drip oiler and grease cups on the main
bearings.

Combination units were built with pumps, and auxiliary equipment
could be furnished. They also were able to supply hot air engines
but no ratings were mentioned. Saw frames, feed grinders and
windmills were offered in their catalog.

An article covering old style Canadian built gasoline engines is
planned for a future issue. Should GEM readers in the Provinces
have catalogs or literature giving mechanical specifications of
their engines, care to loan them to the writer for information for
such a story, it would be very much appreciated.

Please send a list of what is available and arrangements will be
made for the use of your material.

Bates & Edmonds 2 HP, No. 483. Owned and shown at N. T. A.
Show in Wauseon, Ohio in 1971, by Andy.

  • Published on Jan 1, 1973
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