| January/February 1969

1615 San Francisco St., San Antonio, Texas 78201

Well sir, GEM has completed its first three years; it has got something that makes it a very interesting magazine for us 'internal-combustion do-it-our-selfers'. The following paragraphs refer to some of the writings in the Nov.-Dec. 1968 GEM.

John Bontreger states only part of my bewilderment, referring to the DOMESTIC. In 1967 GEM: my sentence continues with 'at the point where the cylinder-oiler is usually placed'. I felt it was a 'home made' attachment and doubted if it would work connected where the oiler was, on the top of the cylinder, and with the oiler missing. I still don't know if Mr. Moore's hook-up is 'home-made' or factory-built. I fully understand the function and benefits of the Auxiliary-Exhaust, and know that they were placed; either side, at the bottom, as well as on top of the cylinder; as was done on the early HART PARR tractor and some other engines. Roger Kriebel, Mainland, Pa., assisted me by his letter, stating that the fan and the shrouds over the fan and around the cylinder, was missing. I noted that GADE air-cooled engines didn't use a fan, or a shroud, claiming those parts were not needed because their engines had the built-in Auxiliary-Exhaust.

In connection with the Paul B. Curtis letter, is regarding the THERMOIL engines, all I can find is that the 'light-weight' THERMOILS, using the ECONOMY gas-engine frames, were built as THERMOILS, in sizes 1?; 2?; 5; and 7 hp. only and which were not rugged enough to stand it. Later the heavily-constructed THERMOILS were offered, but only in the 6 and 8 hp. model 'U' and in the 7 and 9 model 'UA'.

Paul states the THERMOIL is actually a ful-Diesel. Well, not quite all of that, although it is a cold-starting oil-engine; so, look up my story in the Jan.-Feb. 1969 GEM, under heading, CRABB vs. 'CRAFF', in the paragraph about the DAVENPORT oil-engine, where I briefly mentioned a couple of the differences between the DIESEL and the HVID, or BRONS, cycles. There are other differences, too.

Paul, on regarding ECONOMY hit & miss engines, prior to 1916, HERCULES was building hit & miss gasoline-engines, and also a few hit & miss, (more or less make-shift) kerosene-engines. Sept. 1916, HERCULES announced their new throttling-governor, kerosene-engine, with Webster M & B ignition. Then, probably in the 30's (don't know, just guessing), HERCULES produced the model 'JI' for gasoline in two sizes, 1? - 2 hp.; and 2? - 3? hp., and, the model 'JK' for kerosene in the same two sizes. They had downdraft carburetion, throttling-governor, were 'EK' Wico equipped, governed at 775 rpm. They looked similar to the CUSH-- MAN CUB, horizontal, hopper-cooled, with two disk-flywheels. On top of page 25, in May-June 1966 GEM, is a pic-of the smaller size kerosene-engine, sold either as ECONOMY, or HERCULES, but built by HERCULES.


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