Courtesy of Ted Worrall, Loma, Montana 59460
1615 San Francisco Street San Antonio, Texas 78201
Dear Readers of 'Gas Engine Magazine',
This is a short write-up to you from T. H. Krueger, 1615 San Francisco Street, San Antonio, Texas 78201. Sent in Sept. 30, 1966.
The following is concerning some write-ups, as I find them, in the September-October 1966 issue of the fine 'G.E.M.' I am all for the true facts, and I've noticed some readers have slipped 'off the beam' a little. I'm not condemning the readers or writers, just want to keep the record straight and true. This new little 'G.E.M.' is a 'technical magazine'; let's not make it 'fiction'.
Let's begin with the right hand column on page 5. I agree with C. L. Geisler that the tractor written about therein is a Moline Universal tractor, Model 'D', 4 cylinder, and not a so-called Minneapolis Universal tractor. Yes, also the correction in the serial and motor numbers is in order. This 4 cylinder Moline tractor is the first tractor put out with electric starter, electric lights and electric governor, all three features supplied on one factory-built tractor. When I was 14 years of age. I hired out to a vegetable grower down in Mercedes, Texas, for $25.00 a month with room and board, to drive his three Moline tractors. He owned two of the Model 'C' 2-cylinder Molines and one of the brand new Model 'D' 4-cylinder Molines. I drove them all, one at a time, of course. That was in spring and summer of 1917. I am still pleased with the experiences I had with those Moline Universal tractors.
My next 'tussle' comes because of Gary Gesink's error in trying to correct me on a couple of items. You will find Garys' note on page 30 of September-October 1966 'G.E.M.' The tractor on page 22 of January-February 1966 'G.E.M.' is a 20-35 H.P. Avery with a 2-cylinder horizontal opposed engine, with 7? x 8 cylinders and a 22-inch belt pulley. The tractor on top of page 24, as I see it, is a Twin City 21-32 H.P. It sure isn't a 12-20 or a 17-28. Kenneth Fiegel, of Loyal, Oklahoma, let's hear from you! You are the one who is stated as sending in the picture. Do you know the make and H.P. of that tractor?
This is a 12-25 Avery, Serial No. 5135, sold in 1917. I restored and repainted it this fall.
This is a 2 H.P. Famous Pumping Engine built by I.H.C. with a direct gear drive pump jack with overhead walking beam, a 40 gallon cooling tank. I made the truck so I can move it around. It has one patent, May 1905, on the fuel pump rocker arm.
This is a Domestic Engine manufactured by Domestic Engine and Pump Company, Shippensburg, Pennsylvania. The bore is 5', stroke 6' and H.P. is not known. Side shaft run by worm gear.
I would like to know why part of the exhaust gas is directed back to the skirt of the piston.
This engine pumped water in a coal mine for many years.
My last comment is on John Miller's letter, found on page 32 of September-October 1966 'G.E.M.' I note there isn't much to go on regarding the engine written about. The nearest I can come to naming that engine is: it could be a McVicker Automatic, built by the Alma Manufacturing Company, Alma, Michigan. This McVicker had a pin attached to the piston-head which bumped into a lever down in the cylinder from the cylinder-head, which action opened the igniter points. Every stroke of the piston, near the firing position of the stroke, this piston with pin would open the points and cause a spark. This McVicker had no timing gears, still it was a 4-cycle. The exhaust valve was operated by cylinder pressure at the end of the power-stroke through a drilled passage from the cylinder to a dash-pot, so that when the piston uncovered this port, or passage, the pressure released to the dash-pot operated the exhaust-valve through a rocker-arm underneath the engine cylinder. These engines used the usual type intake-valve, known to most of us, which operates automatically by suction. It was a horizontal engine, tank-cooled, having two flywheels. A little introduction from McVicker's 1906 catalog states: 'Realizing the usefulness and constantly increasing demand for a practical and inexpensive power for pumping, grinding feed, sawing wood, operating shops, elevators, printing establishments, etc., W. J. McVicker, several years ago, turned his attention to the gasoline engine possibilities. He was quick in noting that in the hundreds of different so-called standard makes, not one was free from the complicated mechanism which had been very annoying to gasoline engine operators. Mr. McVicker began the development of an engine which would operate on an entirely different principle, doing a-way with all cams, gears, tumbling-rods, ratchet-wheels, alternating wheels, eccentrics, etc., which had been so freely used to operate the valves, and govern the speed, of other engines. He was strong in his belief that such an engine would be at once accepted by the careful buyer. Carefully assembling the best of existing ideas as to the material, ignition, crank-shaft, connecting rods, etc., in 1901 Mr. McVicker brought out a model which, after various minor changes, was recognized as the fulfillment of a long-felt want among gasoline users. A small company was organized to manufacture this engine in Omaha, and as soon as a sufficient number had been finished as samples, their sale began attracting the attention of every dealer who had the opportunity of seeing them operate. Sales came in so rapidly that it became apparent that a larger output must be provided, and arrangements were made at Alma, Michigan, whereby the factory was moved to that city and a larger factory was speedily erected. It was decided to build a plant of sufficient size and capacity to take care of all business, and today the home of the McVicker Automatic gasoline engine is one of the largest institutions of its kind in the United States.'
Model F Cletrac built in 1922.
So now, whether the engine John Miller writes in about is a McVicker is still uncertain to me; but it could be a McVicker.
Now, a little on the lighter side: 'Many of us don't know what poor losers we are until we try dieting.'
Another one: 'No matter how low in value the dollar may eventually fall, it will never fall as low as some people will stoop to get it.'