I noticed your 'What Is it?' picture in the July-August issue of GEM, page 15. I don't know what it is either, but as you can see from the picture I have a two cylinder model of the same type.
I found mine in a junk collectors yard in Queens, New York. It has a Bosch magneto and what appears to be the original muffler under the cylinders and an air cleaner above which curves back over the cylinders.
This is a picture of an engine belonging to me and I'm wondering if anyone knows what make it is?
By Lewis H. Cline, 1102 West River Road, Battle Creek, Michigan 49017
In answer to Fred Gertje, page 32, Mar.-Apr. '67 GEM, also T. H. Krueger, May-June, '67 page 24. Subject: Red Fairbanks-Morse engines. In the early 20's they sold a 1? hp, hit and miss governed, (Governor was similar to that of Hercules, Sears, and Witte, a separate unit geared to large timing gear, but mounted below it) ignition was high tension, Model T. Ford coil, using 4 dry cells, which were contained in black colored battery box of metal mounted on side of engine. Spark plug was same as used in Model T. It was of horizontal type, open crankcase. Sight feed oil cup made entirely of metal. Cylinder and base were single casting. Flywheels were disc type somewhat dished. Engine base mounted on wooden skids, later replaced by metal. Speed was adjustable, by means of a lever. My dad used one of them to pump water for a good many years and they were a very good engine indeed. The entire engine, excepting battery box was painted red. I have an advertisement of them printed in 1922, and price quoted was $44.80 FOB Factory. They were called type Z. Apparently they called many of their engines Type Z.
See page 13, Jan.-Feb. '66 GEM, Lower picture, there is a similar engine, apparently rating was increased to 2 hp. At the time there were several of these engines in operation, that 1 knew of all painted red. I believe the cylinder, base, flywheels and some other parts were interchangeable with those used on throttle governed, gas or kerosene, engines made by them about same time. These used magneto ignition (high tension) and were painted green. Some of these used disc flywheels, others regular spoke type. The 1? hp size of this model Z sold for $67.00. They also at the time had 3 and 6 hp engines of this type.
There may have been red engines manufactured by Fairbanks-Morse previous to 1920, that I cannot say, but thought everyone knew of those I have mentioned.
Courtesy of George Wakefield, Box 342, Gladstone, New Jersey
Answering your, 'What Is It' column, of the July - August Issue I submit this photo of two Coldwell engines owned by Bucky Kagan of Roxiticus Road, Mendham, New Jersey. The single cylinder he has restored and the twin cylinder Model L, he is doing now.
These picture of an engine. I just bought. I was wondering what the name of it would be as on the name plate it reads: J. Thompson and Sons, Mfg. Co. Makers, Beloit, Wisconsin, U.S.A. HP. 3 No. 6427. Would Thompson be the name or is that just the name of the company?
They were used by the Coldwell Mower Company, Newberg, New York, on their roller and mowers in the 1920-1930 period. There is a brass maker's label on the inside of the radiator shell showing they were manufactured by the Modine Manufacturing Company, Racine Wisconsin with patent dates of 1922, however this may apply to the radiator only.
The photo of Dick Seiberts engine shows it is one of the smaller models called the Coldwell Cub, thus the little bear cub on the crankcase filler plug. There were also upright one and two cylinder Coldwell water cooled enginers however we do not have one of these.
The little Maytag one cylinder shown with them is the favorite of my engine collection noted for its instant starts when demonstrations are given.
A letter to Dick Seibert, 209 Poplar Ave., Hummelstown, Pa. from William C. Luss, 44-50 S. Buffalo St., Hamburg, N. Y. 14075.
Dear Sir:-I saw your 'What Is It' engine in July-Aug. 67 GEM. I have one like it. It is off a CALDWELL LAWN MOWER. It has 8-3/4' flywheels, one is the magneto and the other has a pulley for rope starting. Governor controlled carburetor. It has a 6?' X 7' radiator fastened to top of water jacket. The radiator has open top vertical tubes. It is cooled by a fan driven by flat belt from magneto flywheel. It has both mechanical valves located on side of cylinder operated by inside cams. Splash oiling system, filler plug on top of crank case has small 'Bear' cast on plug for handle, spark plug ignition Please send this letter to GEM so all can know about it. Hoping this will help you-- Bill Luss.
An engine owned by John Pino, Covington, Pa. 16917, President of The Tioga Early Days, Inc., Mansfield, Pa.
By Edwin Toler, Route 1, Greenfield, Missouri 65661
The name of the engine on Page 15 of the July-August GEM issue is an American Bosch. A few weeks ago, I got one, but mine is a little different
than this one pictured. I have mine running now and I hope to finish rebuilding it soon.
I think this company is still in business making final stage diesel fuel filters. My Bosch engine came off a Shaw Garden Tractor. Can anyone tell me the age of this engine and anything else about it?
My two children and a 1? hp. hit and miss Fairbanks Morse 'Z'. Anita is pointing out the finer details to her brother, Alan.
By Rick A. Jorgensen, Mgr., Dakotah Museum, Kent, Washington 98031
There were questions of Lewis H. Cline of 1102 River Road, Battle Creek, Michigan, 49017 about the early Oak-land-Pontiac and the cross-flow radiator. Several manufacturers are now using the cross-flow radiator and are employing this principle. Oldsmobile is one of these and also the International-Metros. As I understand, it was dropped due to sealing problems--hoses and radiators couldn't take the pressure we employ now.
The Knight engines were quite successful due to the fact that they were quiet. They employed two crankshafts-one for the pistons and one for the sleeves. There were two sleeves for each piston and also two connecting rods for each cylinder sleeve assembly. When the engine operated the sleeves acted as valves as they had ports and the combination of the position of the sleeves and piston represented the four strokes of a four cycle engine.
On the intake stroke the intake sleeve port was lined up with the intake manifold and the mixture of air-fuel was forced in. In the compression stroke the sleeves were situated so that the ports were both sealed. This is the same with the power stroke. On the exhaust stroke the exhaust sleeve port was lined up with the exhaust manifold and the burned gas was expelled. The cars major selling point was quietness but was costly to repair. The adage that the engine improved with use is true, up to a point. The ports working together tended to conform to each other, but as the engine grew older, wear would cause oil to be sucked into the cylinders between the sleeves and the tell-tale clouds of blue smoke would appear and this was their downfall. The Knight engine was plagued with the age-old sealing problem. Speaking of Heat transfer, many sleeves warped and scored at high speeds. One particular engine was designed that could really take it. This car was the Mercedes-Knight entered in the 1913 Indianapolis 500. This was a small engine 250 cu. in. approximately. It averaged 70 mph. for 500 miles and hit 85 mph. in the stretches and came in fifth without the slightest trouble. This is remarkable since most of the cars entered were well over 350 cu. in. and the largest was a 450 cu. in. J. I. Case.
This is a list of automobiles and Engine Co. which employed the Knight engine at some time or another: Daimler Motor Co., Coventery, England; Daimler Motor or Gesellschaft, Unterturkhiem, Germany; Mercedes, Germany; Panhard. Levassor, France; Minerva, Belgium, Stearns Co., Cleveland, Ohio; Dayton Motor Co., Dayton, Columbia Motor Car O., Hartford, Connecticut; Atlas Engine Co.,
Indianapolis, Indiana; Knight Auto Co.; Willys Auto Company; Flacon-Knight; Moline; R & T; Handley; Sterling Brewster and Yellow Coach.