Mystic IHC Mogul Engine

Restoration begins on a 1916 1 HP IHC Mogul Engine, including stripping the engine and assessing the condition of the cylinder head and crankshaft — Part 1 of 3

| June/July 2012

This IHC Mogul engine was imported into the UK in 2008 and I jumped at the opportunity to buy it. It was in need of a full restoration as it was missing the magneto, had no proper muffler and the mixer valve stems were bent. It looked as though it had been restored some time ago as the paintwork had been badly applied and was not the usual color you would expect. There was one saving grace — the skid looked original.

The serial number lists showed this particular engine (W13364) was built in 1916. The Mogul series of engines was built between 1911 and 1917, and was a predecessor of the Type M, which was first built in 1917.

Stripping the IHC Mogul engine

Starting the restoration, the first step was to strip the engine so that the previous paint job could be removed. First, I carefully scraped off a little of the paint in different areas to see if there was any original paint lurking underneath. Unfortunately the answer was no, not even any primer coat, and rust was beginning to form in several places under the paint, which had clearly been applied to an unprepared surface.

I removed the two oilers, one of which had already broken into two pieces before the engine reached me, then the greasers. Next, I removed the exhaust pushrod and then the exhaust pipe.

Removing the flywheels

When it came to removing the flywheels, the first problem occurred while using a tapered chisel to remove the gib key when the head came off the gib key on the muffler-side flywheel. This was despite already cleaning the shaft and applying a generous amount of release agent a couple of days earlier.

This meant I would have to drill out the key to extract it before removing the flywheel. The keys were made from 0.3125-inch wide steel so I center-drilled a similar piece with a 0.125-inch pilot hole before clamping it in the keyway and using it as a drill guide. Starting with this small drill size, I drilled a 3-inch deep hole in the key, and then opened up this hole in stages to just less than 0.3125-inch. After drilling out the key, I made several unsuccessful attempts to turn the flywheel on the shaft, with a wooden block positioned under the crankshaft web to lock it.