Overview

Who’s Behind This?

I am Leo, owner of the site and current curator of "the virtual museum". I reside in Canada, and have a background in theatre design, pyrotechnics and motion picture special effects. My most recent adventure (aside from my newly ... READ MORE

Engine Tourism

These are some shows that are of note in Canada. I have currently limited myself to the province of Alberta, but if you have an upcoming show date please let me know. I highly reccomend Christine Harrold's tractor / engine show listings... READ MORE

Video & DVD

We are excited to announce that we have begun production of our own engine videos. These informative and entertaining productions will last between 30 to 50 minutes and are for sale to you on DVD or VHS. Visit our YouTube Channel or... VIEW VIDEOS

Articles

Small Flywheel Engines

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DesJardin Call of the West (Stanley Jones)

 

Edwards Engine

 

Fairbanks Morse Z style 7 1/2 hp

 

Fairbanks Morse Railroad Engine

Fairmount Engine

Galloway 4 hp (round rod)

Grey Model L – 5 hp

IHC – M style collection

 

IHC Tom Thumb

 

Napoleon Collection

 

New Way Collection

 

Sattley – 5 hp (CDN McLeod Brothers tag)

 

Waterloo Boy (T Eaton tagged)

Published: 22. 01. 2014 | Comments: 0

Large Flywheel Engines

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The Collection – Large Flywheel Engines – Over 10hp

Fairbanks Morse Y style Hot Bulb – To be picked up Summer 2009

Fairbanks Morse 15/20 hp (circa 1925) – Under restoration from Fall 2008 to Spring 2009

Ruston Hornsby CR Diesel (circa 1937) – Under restoration from Spring 2009 to Summer 2009

Stanley jones 12 hp (DesJardin built) – Under restoration from Fall 2009 to Summer 2010 – check back soon!

Published: 22. 01. 2014 | Comments: 0

Marine Engines

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Barber Engine

 

Gideon Diesel Hot Tube Upright

 

Published: 22. 01. 2014 | Comments: 0

Tractors

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Leo’s Massey Harris M25 Styled Tractor

Massey Harris Tractor – Model 25 styled red with spoked wheels: Pictures below.
Robert Pripps, in his “Big Book of Massey Tractors”, states:

“The Massey – Harris Model 25 made its debut in late 1932 as an updated version of the Wallis 20/30. It was more powerfull due to an increase in engine RPM from 1050 to 1200, for a 26/41 hp rating. The model 25 engine was a vertical four… displacing 361 ci. Nominal fuel was kerosene or distillate. A three speed transmission was featured. Service brakes were provided, but were not individually useable for steering assistance. It weighed about 5000 pounds and produced a maximum drawbar pull of 3534 pounds in Nebraska test #219… Around 14 000 model 25s were sold between model years 1933 and 1938. A red styled version followed and was produced until 1946, although only 1000 were sold. Power features remained the same as for the unstyled Model 25.”

Currently the plan is to find it a suitable home for good financial return, however, should this not be evident in the coming months, we will begin a slow restoration process to shore up the ravages of time. Who knows, you may even see me at a tractor pull near you.

This unit was owned by one family from southern Alberta. It was running up until 15 years ago when it was parked. Due to the arid conditions of the location the paint is in very good condition for it’s age and the rust is minimal.

We began to get into the process of discovery.  We found that critters had gotten into the exhaust manifold but overall the insides were good with very little rust.  It is likely that the critter litter had stuck the piston head due to the acid.  We vacuumed out the head and added Diesel / Kerosene mix.  We will come back and pull the full head off in a week or so to check what the damage on the pistons are.  I would hope to have the engine unstuck shortly.  Below are some pictures of our work.

 

Some of the Tractors at Leslieville – 2006

Published: 22. 01. 2014 | Comments: 0

Engine Literature

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Literature and Associated Documents

(Engines / Tractors, steam and belt driven machinery)

This is my engine related literature and euphemia collection. I have much more to be posted, but these are the items that I am quite proud of. Most of the pages are posted here, but I have to ask… Have You thought about donating? Remember that this site is a free service funded entirely by myself. Help me grow this site and the literature on it by sending along a good donation. This will allow me to bring you more programming and documents of better quality. Win, Win, really! Frankly you would pay less than a mediochre subscription to GEM. (Gas Engine Magazine)

Reprints of the brochures may also be made available depending on interest. All photos are watermarked. Please do not download and repost without permission!

Canadian Engine Advertising (circa 1912 – 1913)

 

Crossley Gas and Oil Engines size 1060 to 1075

This was an eBay purchase out of Australia.  What is interesting to note is that the inscription on the first two pages is that of C. Dixon.  Dixon was the name of my grandmothers side of my mothers family.  Wouldn’t it be fate if this book was once owned by my great, great, grandfather!

 

Fairbanks Morse Engines (Instructions for use & brochure)

 

IHC M Style Engines (Instructions for use)

 

Rumely Tractor Catalog (circa 1929)

Rumely OilPull – The greatest power in farming.  “The name Oil Pull has always stood for reliable power and plenty of it.  In the new line, as never before, it stands for super power.  Power to do anything you can ask of a tractor”

This is the first line of the catalog.  Given the following, quoted here from Wikipedia and likely cribbed from Wendel’s history of the A Chalmers company, this document is from 1929 as it makes reference to the Advance-Rumely company.

From Wiki:

Advance Thresher and M. Rumely

Meinrad Rumely emigrated from Germany in 1848, joining his brother John in the operation of a foundry in La Porte, Indiana. This basic operation gradually expanded by 1859 into the production of corn shellers and complete threshing machines powered by horses. Following success in this new field, Meinrad then bought out his brother’s portion of the business and incorporated it as the M. Rumely Company by 1887. Starting in 1895, the line expanded to include steam-powered traction engines. Meinrad himself died in 1904, but his sons continued to manage the business. Rumely’s most famous product, the kerosene-powered Rumely Oil Pull traction engine, was first developed in 1909 and began selling to the public by 1910.

Meanwhile, Advance Thresher Company was founded in 1881 with a factory in Battle Creek, Michigan. In addition to their namesake threshing machines, this company was also a prolific producer of steam traction engines.

Acquisitions and mergersFrom 1911-1912

M. Rumely Company began purchasing other firms in the agricultural equipment business. Both Advance Thresher Company and Gaar-Scott & Company were acquired during 1911.[2] Then, in 1912, Rumely expanded further with the purchase of Northwest Thresher Company (out of Stillwater, Minnesota) and the American-Abell Engine and Thresher Company (out of Toronto, Ontario).

All these companies were first reorganized in 1913 as two connected firms: the existing M. Rumely Co. Inc. (effectively the manufacturing side), and the new Rumely Products Co. (the sales and distribution side). A further reorganization brought about the final Advance-Rumely Company by 1915, a move which both streamlined the organization and highlighted its famous forebears. Advance-Rumely hadn’t quite finished its expansion goals, either: the Aultman-Taylor Company of Mansfield, Ohio was picked up in 1923.

Consolidation and takeover

Despite all of the history and diversity in engineering acquired along with all of their corporate assets during the 1910s, most of this was left by the wayside as Advance-Rumely sought to fold everything under its new brand name or that of Rumely. The general financial collapse of the Great Depression, beginning in 1929 and carrying on through the early 1930s, began to take its toll on Advance-Rumely.

As early as January 1930, the Rumely management began seeking a buyer for the company. Correspondence with Otto Falk, president of the Allis-Chalmers Manufacturing Company, proved fruitful: A-C agreed to take over the firm and did so by May 1931.

Rumely had already discontinued its traction engine lines in favor of newer-style tractors, but Allis-Chalmers already had a line of those that was quite successful. Hence, the remaining Rumely-branded tractors were discontinued. A-C was more interested in Advance-Rumely’s line of threshing and harvesting machines (not to mention the sprawling plants that built them). Also of interest to Allis-Chalmers was Rumely’s extensive dealer network, which was instantly converted to the complete A-C product line. And the “La Porte plant”, as Advance-Rumely’s main headquarters was now called, became known as the “Harvester Capitol of the World” thanks to its eventual production of Allis-Chalmers’ successful All-Crop harvester line.

Allis-Chalmers itself would eventually succumb to bankruptcy and the dismantling of its vast business interests in 1985, but by that time Advance-Rumely was very much a memory.
Rumely Historic Building and information in Saskatoon.  This will take you to an interesting and obscure link for the Rumely sales building in Saskatoon, Saskatchewan, Canada.

Click on this link to get to Chris and Rod Epping’s Rumely collection site.

 

Ruston and Hornsby Style Engines (Lincoln, England)

 

Waterloo Boy Tractor Catalog (circa 1915)

Thinking I was purchasing a catalog which contained both tractors and engines, this catalog is mostly the tractor.  It seems to have a history though, as the first two pages are missing and there are burn and scorch marks all over it.   None the less, this document is and interesting piece of history.  I believe this to be circa 1916.

 

Temple Pump Engine Literature (Webster and Workman Engines)

 

Published: 22. 01. 2014 | Comments: 0

Ruston Hornsby CR Diesel (circa 1937)

Ruston Hornsby CR Canadian Elevator Engine

In the Spring of 2008, I was working in Saint Johns, Newfoundland when I receive a call from my buddy Andrew.  He excitedly told me about this engine that was on eBay and that for the price, it was a must for my collection.  I said I would look into it.  Well I did.  This engine was right up my alley as it would be my first side shaft, but also was not supposed to be stuck and very simply restorable.  Now, there is one thing I have learned in this hobby and that is to never trust the statement “it was working when I parked it”; but I digress.  The engine was a little over my age deadline (1929) but was the correct size for what I was interested in.  I emailed and then phoned the owner who was in Saskatchewan and got the full history.  As I like to have the background of the engines I am collecting, I was very pleased with this one as I found out the complete history as well as its former places of work.  Satisfied with this information and the fact that the seller would allow for my payment scheme, I bid and eventually won.  These are the pictures of the engine as posted on eBay.

These pictures were taken by the owner, Les Leis as the engine sat in his barn just outside of Kamsack, Saskatchewan.  The engine had been part of the family for a number of years, and had been working right up into the 1990’s.  Les and his father ran grain to and from the elevators from the early 1960’s.  Les’s father had purchased the old Federal elevator in Runnymeade SK in approximately 1975 and used it for their family farm operations.

Les makes mention that the annex by it’s self in the other pictures is what is left of the Searly Grain Elevator that the two had actually bought grain in for 9 years previous.

The engine pictured here was the second engine for the elevator. By the mid 1980’s the original Ruston developed some problems and needing what was determined to be an extensive overhaul the decision was made that it would be sold. This engine, number 52 came from the Saskcatchewan Wheat Pool elevator in Marchwell, SK to replace it. As a note, the Marchwell elevator had just be converted to electric and was shortly there after shut down.

Initially, the idea for the pickup of the Ruston engine was simple. My Fairbanks Morse Y was waiting in Thunder Bay, Ontario, and this engine was in Kamsack, Saskatchewan. Sort of a straight line between the two, with the option of other trading stops and visitations along the way. But soon a year went by and a number of times, other things got in the way of a timely pickup. A planned family trip to Ontario, with me meeting the others while picking up engines fell apart. The rest of the family still went to Ontario, but I ended up working. Of course, engine shows were still attended. That coupled with Les’s insane schedule all conspired against me obtaining my shinny new object of desire.

Suddenly, the opportune moment arose. It was a long shot; a disparate attempt to make the delivery of a sale as well as the long awaited pickup. It was the first weekend of January 2009. I had literally a weekend to make a 24 hour round trip, in the dead of winter with minus 30 degree snowy weather. This was also my first driving trip under full winter conditions with the trailer. Daunting? Yes, and the weather conspired to make my trip all the more interesting with white out driving, and sections of the trans Canada highway which were so slippery that I was lucky to make it through alive.

Initially, the idea for the pickup of the Ruston engine was simple.  My Fairbanks Morse Y was waiting in Thunder Bay, Ontario, and this engine was in Kamsack, Saskatchewan.  Sort of a straight line between the two, with the option of other trading stops and visitations along the way.  But soon a year went by and a number of times, other things got in the way of a timely pickup.  A planned family trip to Ontario, with me meeting the others while picking up engines fell apart.  The rest of the family still went to Ontario, but I ended up working.  Of course, engine shows were still attended.  That coupled with Les’s insane schedule all conspired against me obtaining my shinny new object of desire.

Suddenly, the opportune moment arose.  It was  a long shot; a disparate attempt to make the delivery of a sale as well as the long awaited  pickup.  It was the first weekend of January 2009.  I had literally a weekend to make a 24 hour round trip, in the dead of winter with minus 30 degree snowy weather.  This was also my first driving trip under full winter conditions with the trailer.  Daunting?  Yes, and the weather conspired to make my trip all the more interesting with white out driving, and sections of the trans Canada highway which were so slippery that I was lucky to make it through alive.

View Larger Map

Les was a great person.  I really would have liked to have spent more time with him and his wife, but unfortunately the very long day and load up was seriously taxing me.  I wanted to try and rest in Regina, but sadly only made it as far as Yorkton.

During the coffee we did have together, Les related to me the family history of the engine as well as the background of why he was not keeping it.  It seems some offers were made to museums as well as other family members and such but it eventually just worked out that it had to put it on eBay.  The engine itself had sat in cold storage in a shed for quite some time as the elevators it had sat in were demolished a few years previous.

The trip itself was long and taxing.  At some points I was the only vehicle which seemingly could stay on the road, with other light trucks, cars, and vans all in the ditch at Walsh near the Alberta / Saskatchewan border.  I even had one heart stopping moment where the trailer was determined to slide forward of me.

This trip is now a distant memory as a few months later I uncovered the trailer for the first time.  It was a long cold January and February and the best thing to do was to keep the engine in its tarped deep freeze.

With untarping the unit and storing all the pieces that came with it, I began to photograph and document the engine for my files so I could reference them when putting it all back together.

In the meanwhile I wrote “THE” Ruston historian to get ahold of any manuals available for this engine. Ray Hooley is the Ruston guy. He seemingly has the keys to the library and any information has to be obtained through him. Peter Forbes in the UK maintains Ray’s site which is full of Ruston information and resources. Click here to view the site. Ray sent copies of the manuals and I felt I was well on my way to having a running engine within a few months.

Well the description that Les gave me of the engine was great. It was in really good condition with original paint. Tons of history which I have documented here. It was also running when he stored it. That statement alone however, should have been my first clue of the impending problems which would become evedent at I began to strip it down for restoration. Les had been running the engine right up into the 1990’s and he had done alot of the maintainance on it. Les had done a great job of it too.

Below are the miscellaneous parts which came with the engine. Yes, one of the ways to start this engine when not using the pressure vessel is with the crank. Actually you place a rolled paper with a glowing ember into a special port and then crank with the decompression valve open. Many swear that this was the best way to start a Ruston from cold. Also pictures were a pair of crank end bronze bearings, a cracked set of main bearing oil slingers, as well as temperature gages and other assorted bits. Sadly the measuring iron which was provided with all Rustons from the factory (for tuning the lengths of rods and arms to exact running specifications) was not included.

The items pictured below here are the additional major support units for the functioning of the engine. The air start vessel with it’s cast iron base as well as the radiator and the day fuel tank.

Stuck
Rocking the flywheel back and forth
Pulling the piston

Cleaning the piston
Clearing out all valves, orifaces, and checking the bearings

Pulling off the bearing caps on the crankshaft connecting rod was a bit of a suprise.  The shells for the connecting rod were made of bronze, but had a babbit skin.  The babbit had a number of issues as one can see from the pictures.  It was badly scored, delaminated, and cracked.  In all it was in poor condition for any sort of restoration.  Future writings here will include the re babbiting of the connecting rod end, as well as the design and construction of the new base and display cart for the engine.

Published: 21. 01. 2014 | Comments: 0