Courtesy of Gerard Wodarz, Wyndmere, North Dakota 58051
1615 San Francisco St., San Antonio, Texas 78201
'Where San Antonio is celebrating it's 250th Birthday, with a WORLD'S FAIR, here in San Antonio, Texas, April 6 thru Oct. 6, 1968'
Dear Readers: Check again the picture of page 25, in the Jan-Feb 1968 GEM. My letter printed in the May-June 1968 GEM, page 7 states the tractor in the picture referred to above, is a cross-motor HUBUR SUPER-FOUR. In this letter, I am adding that the tractor is at least a 15-30 hp., with a 4-cyl. vertical, valve-in-head motor, and, I am inclined to believe, just as strongly, that it could be rated 18-36 hp. I would like to get the correct answer, if any of you have it. Some may think the tractor is a FRICK; but, since the FRICK has its belt-pulley on the right-side, and the rear-wheel fenders coming down nearer to the ground in the rear, that lets the FRICK out. Anyway, the tractor is not an AULTMAN-TAYLOR. I think there is a caption mix-up, involving two pictures in two different GEMs. These pictures are: top of page 25 in Jan-Feb 68 issue; and, the other picture is on top of page 31 May-June 68 issue. Trading captions with these two pictures would make more sense. HUBER tractors, of the design pertaining to these comments, started out with the. cross-mount HUBER LIGHT-FOUR 12-25 tractor with L head Waukesha motor, which probably appeared as early as 1916 and first tested at Nebraska in 1920. Then, in 1921, the cross-mount HUBER SUPER-FOUR 15-30 with valve-in-head Midwest-motor appeared; and this new tractor was tested at Nebraska, in 1921. This 15-30 developed so much power in test No. 74, that I believe, already in 1921, the HUBER COMPANY re-rated the tractor 18-36 hp. I don't know, right off, if the cross-mount HUBER 18-36 was ever tested at Nebraska; in fact, I don't think it was, only as a 1 5-30 tractor. I would like to find out how long these HUBER cross-mount tractors with 4-cyl. vertical engines were built. The new HUBER SUPER-FOURs, with motors mounted parallel to direction of travel, I believe started appearing in 1926. The first one of this latter type was an 18-36; with larger sizes following. The HUBER cross-mounts are attractive collector's items. Tractors of similar design were the .PARRETT; the FRICK; the BESSER; and, the (Canadian) MASSEY-HARRIS, the latter is very similar to the PARRETT. All have 4-cyl. vertical cross-mount motors, and extra large front wheels.
A rear view of the I.H.C. single cylinder engine at Rathert's Reunion.
On page 12 of the May-June 68 GEM is the subject of the FAIR-MOR 10-20 tractor. That is a nice picture of a nicely restored FAIR-MOR 10-20 tractor. Now don't you just agree that the FAIRBANKS-MORSE & CO. just probably jobbed these tractors, and sold them under the name FAIR-MOR, for the short period they were on the market, rather than equip their factory to build them, when a firm named 'The Reliable Tractor and Engine Co., Portsmouth, Ohio, was already building them, the same thing, known as the RELIABLE 10-20? Reliable started building them in 1919, not 1917. The first ones had 3/8 in. wide piston-rings. In 1921, Reliable changed to 5/16 in. wide piston-rings. The Reliable tractors were built in the 10-20 size only. While we are on the subject of FAIR-MOR tractors, how about the FAIR-MOR 1.2-25 tractor built by the TOWNSEND TRACTOR CO., Janesville, Wis., which size also came out about 1919? Don't you think the F-M co. just jobbed them, too, rather than set up to build them? I think so; but, maybe Carleton M. Mull, ex F-M salesman, in Seattle, Wash., could give us some concrete facts on the FAIR-MOR 10-20; and the FAIR-MOR 12-25 tractors that the FAIRBANKS-MORSE & CO. once sold.
Did you know that some jobbing companies will go to quite some lengths to make an impression on the consumer public? Take as an example, the DeLaval Separator Co., Chicago; and, New York; they jobbed three sizes of engines from the John Lauson Mfg. Co., which engines DeLaval called the 'ALPHA' engines, in 1-1/2; 2-1/2; and 3-1/2 hp. sizes, to power some of the DeLaval Pulso-Pumps, by belt drive. DeLaval may have had a hand in getting some certain engine specs, changed to better suit their special application, that is well and good. And, naming the LAUSON engines DeLaval finally selected as the 'ALPHA', is quite alright, too. The tricky part is where DeLaval used the same LAUSON factory-picture which LAUSON used in their 1916 LAUSON Engine Catalog (long before 'ALPHA' engines were) on their 'ALPHA' engine parts-book, where the picture shows the LAUSON factory-name changed to 'ALPHA GASOLINE ENGINES'; otherwise the picture is an identical aerial-view of the LAUSON factory!
Page 20 May-June 68 GEM, Ruben Michelson presents us with a picture of a Bat. ign. l-? hp. JOHN DEERE engine. Yes, Ruben, JOHN DEERE did build a few Bat. and Buzz-coil model 'E' engines, using the factory adapter-plate for the spark-plug, which plate bolted over the original igniter-hole. This Bat. ign. applied only to the 1-? and 3 hp. sizes; not to the 6 hp. size. Among other changes from their regular model 'E' make & break, mag. ign. engines, the Bat. ign. engines even use a different camshaft, because the extra cam-lobe for igniter-tripping through the exhaust push-rod, is not needed. The same camshaft fits both sizes. I suppose a lot of users could get along better with Buzz-coil ign., so JOHN DEERE supplied it. I don't know when, or how many, were built, nor the engine numbers of the Bat. ign. models. The better known JOHN DEERE engines, of course, are the 1-?; 3; and 6 hp. model 'E' s, having hit & miss governoring, use gasoline for fuel, and ign. by timed L. T. rotary magneto and make & break igniter. But, JOHN DEERE also provided the necessary changes in all three sizes, and put out the model 'EK' engines, which were throttling-governed kerosene-engines, with the same regular ign. by timed L.T. rotary magneto and make & break igniter. A different carburetor is used having two needle-valves, one for gasoline from the starting-bowl, the other is for kerosene from the regular tank in the engine-base. You pour a little gasoline in the starting-bowl to start on, then switch to kerosene when it is hot enough and has enough load to keep the engine hot. For kerosene, the 1-? hp. 'EK' uses a different cyl-hd. providing a flanged-connection, to which the kero.-carb. can be bolted. A flanged-connection, for the carb., was always provided for the 3 and 6 hp. sizes. One other JOHN DEERE engine is the model 'EP', made in the 3 hp. size only. It has timed WICO rotary H. T. magneto ign. with impulse-starter. A cyl.-hd., different from any of the other models, is used. This head has a tapped-hole for the sparkplug (no adapter-plate used). The head-casting provides for enclosure of both valves, with a cover and gasket that is readily removable. The exhaust push-rod is enclosed, too, in a metal-tube. The fuel is gasoline; the gov. is h & m; but, the carb. is changed by providing a flange to which is bolted an oil-bath air-cleaner. A long, vertical muffler is used, similar to the late 2-cyl. J. D. tractor muffler. There is also a cooling-hopper cover supplied. I presume this 'EP' engine is for dusty out-door operations such as light hay-press and potato-digger work.
Jaeger, 2? HP owned and restored by Tony Ullrick, Wauchula, Florida. Tony is one of those young 'old engine' enthusiasts, clubs are fortunate to have, for they will be running the old engines before too long. Tony showed several engines at the Florida American Royal Gas and Steam Round-up in February 1968.
One more item, it's on page 35 of May-June 68 GEM, submitted by Ruben Michelson regarding the rare McCOR-MICK-DEERING type 'L' one-flywheel engine, with WICO reciprocating H. T. magneto (the Wico type EK 1114). This engine is rated at 1-? hp., not 2-? hp. as Ruben thought. I do not know the bore & stroke of this engine; the speed is listed as 500 rpm., if it has a bore of say 3-1/8 to 3-?, then the 500 rpm. would be the cr. sh. speed. The pulley shaft would then turn at 250 rpm., which is very slow for lots of jobs, but ok for some; and, I figure it is a fixed-speed engine, with no external speed-changing while running, the reason Ruben's engine has such a large pulley. Plain pulleys for this engine are listed from 3 in. dia. through 8 in. dia., in six sizes, each one-inch bigger, all have 4-54 in. face. The regular pulley for this engine is the 4 inch dia. one. My source of info. just gives the serial numbers for 1929, as follows: 'EW 101 to EW 600 made in 1929'; but, another source states the type 'L' was built 1929 to 1933. Then the 'LA 1-? to 2-?' came out in 1934; the 'LA 3 to 5' came out in 1935, etc. Therefore, Ruben, your I.H.C. type 'L' is the 15th engine built, a 1929 engine. Thanks, readers, this will be allf or this time! 'Be Sure you're right, then check your figures.'
I, with the help of several other gas engine advocates, are trying to recreate the past history of the Stover Co. in Freeport, Illinois.
I have contacted C. R. Johnson & Sons in Freeport and I find that he can establish date of manufacture as well as original purchaser of the various Stover engines in our collection by serial number. I truly appreciate Mr. Johnson's help. I have found out from GEM that Stover was sold to Freeport Machine Works and that they have some parts for the late CT-1 Models. Any help from any of the readers on color schemes, etc. would be appreciated. Pictured above is my Stover 1? Hp. Model CT-1, built April 24, 1936 and purchased by Olivers, So. Bend, Indiana.
The engineers and engines and Iron Men Album Magazine tents at Mt. Pleasant, Iowa, 1966. Miniature gas engines on the table were made and exhibited by Mr. F. H. Warnock, Peoria Hts., Illinois.
(Step right up at the Reunions - when you see these signs and get your subscriptions in order - or buy some of our other items. You'll be happy you did and so will we -- Anna Mae.)