This engine has a reducer on the exhaust and a muffler off of a large "small engine". While the exhaust restriction reduces air flow through the engine which results in more heat retention and less power, it does tend to quiet things down so you can hear the other mechanical noises it makes, like a loose wrist pin ;-)
Your address and a wheelbarrow load of tens :-)The paint is Supreme Color Shield by Aervoe, surprisingly out of a rattle can. I like it because it lays down like automotive paint, and it has a great gloss and is quite hard when dry. The down side, is it's usually only sold through industrial supply houses.
When it came to mass produced early 20th century American made "farm" engines, speed regulation was generally by "hit and miss" or "throttle" governing. The principal was pretty much the same either way, a spring tends to make the engine run faster, with centrifugal force wanting to shut the engine down. The balance of the two is the governed speed. The "centrifugal force" part of the governor could be as simple as just a moveable weight on the flywheel that rotates or slides outward as the speed is increased, or a fairly complex gear driven governor assembly that has moveable (usually hinged) smaller weights attached to the gear driven shaft. In general, the gear driven governors tend to more closely regulate the engine speed within a narrower range, with the more simple governors being used on hit and miss engines. The manufacturer's design of the governor was as much about working around all of the existing patents, as it was about performance and being economical to construct. In the era these engines were built, fuel quality varied greatly, was generally crappy at best, precision carburetors were not very well understood and were very expensive to buy or engineer. Most builders of this time produced engines that used a simple mixer, usually nothing more than a tapered screw stuck into the end of a hole, pipe or fitting connected to the fuel supply. Screwing the valve in closed up the opening leaning out the fuel mixture, backing it out increased the opening allowing more fuel to enter the engine. The fuel would be supplied to this valve by means of a fuel pump, or more often just the suction of the intake stroke drew fuel up into the pipe, and a simple check valve was installed to keep it there for the next intake cycle. In a throttle governed engine like this Fairbanks Morse, there is a rod mounted between the governor assembly (mounted on the camshaft bracket behind the magneto side flywheel on this particular engine) and a butterfly valve in the intake port to regulate the amount of fuel and air to enter the engine. Closing the butterfly restricts the amount of fuel and air the engine receives. Since these mixers were simple devices, small changes in engine speed tended to drastically affect the fuel/air mixture. As such, they aren't readily revved and idled like a modern engine, and if the engine was equipped with a way to change the engine speed, it was usually only 50-100 or so RPM's up or down, and the fuel/air mixture would have to be readjusted to match the new speed. Due to the overly simplistic fuel system, regulating a steady speed was not precision by any means. Under a light load, or no load, many of these engines tend to eight cycle (miss every other stroke, usually due to insufficient fuel being drawn into the cylinder by the almost or completely closed butterfly valve) when the fuel/air mixture and ignition timing is correct. When the engine is working, the butterfly is opened, and the engine tends to operate more steadily. A worn throttle governed engine tends to leak air around the butterfly valve and intake valve making steady engine speed regulation impossible, and they sometimes run and sound like the "hit and miss" style engine they're not. Hit and Miss governing generally involves opening the exhaust valve once the engine reaches its governed speed. The open exhaust valve during this "coasting" period prevents the engine from creating sufficient suction on the downward stroke of the piston to draw fuel into the cylinder preventing the engine from firing. This also cools the valves and cylinder by the rush of air drawn in and out of the exhaust during each stroke of the piston. The how's and why's of all that may be a subject for a future video.
It was Aervoe Super Supreme, which has been replaced with Supreme Color Shield www.aervoe.com/product/supreme-color-shield/ You can buy it online, or through industrial/trade supply sales companies, but don't be surprised if you can't get a hold of it right now due to material shortages.
I would think that it'd probably pull 3-4000 at 120 VAC, but since the engine doesn't run steady (at least by today's standards) there would be significant variations in voltage and cycles making it unusable for anything sensitive.
@@RustyNuggetHoldingCo doesn't the governor decide the rpm. It skips a fire cycle when the rpm is high enough? A larger engine of this type could skip three to four full cycles before firing once (when not under load)
@@MrEmiosk When it came to mass produced early 20th century American made "farm" engines, speed regulation was generally by "hit and miss" or "throttle" governing. The principal was pretty much the same either way, a spring tends to make the engine run faster, with centrifugal force wanting to shut the engine down. The balance of the two is the governed speed. The "centrifugal force" part of the governor could be as simple as just a moveable weight on the flywheel that rotates or slides outward as the speed is increased, or a fairly complex gear driven governor assembly that has moveable (usually hinged) smaller weights attached to the gear driven shaft. In general, the gear driven governors tend to more closely regulate the engine speed within a narrower range, with the more simple governors being used on hit and miss engines. The manufacturer's design of the governor was as much about working around all of the existing patents, as it was about performance and being economical to construct. In the era these engines were built, fuel quality varied greatly, was generally crappy at best, precision carburetors were not very well understood and were very expensive to buy or engineer. Most builders of this time produced engines that used a simple mixer, usually nothing more than a tapered screw stuck into the end of a hole, pipe or fitting connected to the fuel supply. Screwing the valve in closed up the opening leaning out the fuel mixture, backing it out increased the opening allowing more fuel to enter the engine. The fuel would be supplied to this valve by means of a fuel pump, or more often just the suction of the intake stroke drew fuel up into the pipe, and a simple check valve was installed to keep it there for the next intake cycle. In a throttle governed engine like this Fairbanks Morse, there is a rod mounted between the governor assembly (mounted on the camshaft bracket behind the magneto side flywheel on this particular engine) and a butterfly valve in the intake port to regulate the amount of fuel and air to enter the engine. Closing the butterfly restricts the amount of fuel and air the engine receives. Since these mixers were simple devices, small changes in engine speed tended to drastically affect the fuel/air mixture. As such, they aren't readily revved and idled like a modern engine, and if the engine was equipped with a way to change the engine speed, it was usually only 50-100 or so RPM's up or down, and the fuel/air mixture would have to be readjusted to match the new speed. Due to the overly simplistic fuel system, regulating a steady speed was not precision by any means. Under a light load, or no load, many of these engines tend to eight cycle (miss every other stroke, usually due to insufficient fuel being drawn into the cylinder by the almost or completely closed butterfly valve) when the fuel/air mixture and ignition timing is correct. When the engine is working, the butterfly is opened, and the engine tends to operate more steadily. A worn throttle governed engine tends to leak air around the butterfly valve and intake valve making steady engine speed regulation impossible, and they sometimes run and sound like the "hit and miss" style engine they're not. Hit and Miss governing generally involves opening the exhaust valve once the engine reaches its governed speed. The open exhaust valve during this "coasting" period prevents the engine from creating sufficient suction on the downward stroke of the piston to draw fuel into the cylinder preventing the engine from firing. This also cools the valves and cylinder by the rush of air drawn in and out of the exhaust during each stroke of the piston. The how's and why's of all that may be a subject for a future video.
This engine has a reducer on the exhaust and a muffler off of a large "small engine". While the exhaust restriction reduces air flow through the engine which results in more heat retention and less power, it does tend to quiet things down so you can hear the other mechanical noises it makes, like a loose wrist pin ;-)
ua-cam.com/video/AghcJogXTS4/v-deo.html
How price this engine I want to buy this
Sounds like it's got a wrap
Yea, there's a bit of wear in the wrist pin, which is not uncommon given how these were oiled.
Very old machine
great. I want. If I gave u the address can u put in on Yello freight truck? did a nice job on the resto
Your address and a wheelbarrow load of tens :-)The paint is Supreme Color Shield by Aervoe, surprisingly out of a rattle can. I like it because it lays down like automotive paint, and it has a great gloss and is quite hard when dry. The down side, is it's usually only sold through industrial supply houses.
runs good
is that the original muffler
Good job needs little bigger muffler my 2 cents worth
Knock Knock - Who's there !!
wrist pin...
I wonder how the speed is regulated, maybe it’s an adjustable centrifugal thing?
When it came to mass produced early 20th century American made "farm" engines, speed regulation was generally by "hit and miss" or "throttle" governing. The principal was pretty much the same either way, a spring tends to make the engine run faster, with centrifugal force wanting to shut the engine down. The balance of the two is the governed speed. The "centrifugal force" part of the governor could be as simple as just a moveable weight on the flywheel that rotates or slides outward as the speed is increased, or a fairly complex gear driven governor assembly that has moveable (usually hinged) smaller weights attached to the gear driven shaft. In general, the gear driven governors tend to more closely regulate the engine speed within a narrower range, with the more simple governors being used on hit and miss engines. The manufacturer's design of the governor was as much about working around all of the existing patents, as it was about performance and being economical to construct. In the era these engines were built, fuel quality varied greatly, was generally crappy at best, precision carburetors were not very well understood and were very expensive to buy or engineer. Most builders of this time produced engines that used a simple mixer, usually nothing more than a tapered screw stuck into the end of a hole, pipe or fitting connected to the fuel supply. Screwing the valve in closed up the opening leaning out the fuel mixture, backing it out increased the opening allowing more fuel to enter the engine. The fuel would be supplied to this valve by means of a fuel pump, or more often just the suction of the intake stroke drew fuel up into the pipe, and a simple check valve was installed to keep it there for the next intake cycle. In a throttle governed engine like this Fairbanks Morse, there is a rod mounted between the governor assembly (mounted on the camshaft bracket behind the magneto side flywheel on this particular engine) and a butterfly valve in the intake port to regulate the amount of fuel and air to enter the engine. Closing the butterfly restricts the amount of fuel and air the engine receives. Since these mixers were simple devices, small changes in engine speed tended to drastically affect the fuel/air mixture. As such, they aren't readily revved and idled like a modern engine, and if the engine was equipped with a way to change the engine speed, it was usually only 50-100 or so RPM's up or down, and the fuel/air mixture would have to be readjusted to match the new speed. Due to the overly simplistic fuel system, regulating a steady speed was not precision by any means. Under a light load, or no load, many of these engines tend to eight cycle (miss every other stroke, usually due to insufficient fuel being drawn into the cylinder by the almost or completely closed butterfly valve) when the fuel/air mixture and ignition timing is correct. When the engine is working, the butterfly is opened, and the engine tends to operate more steadily. A worn throttle governed engine tends to leak air around the butterfly valve and intake valve making steady engine speed regulation impossible, and they sometimes run and sound like the "hit and miss" style engine they're not. Hit and Miss governing generally involves opening the exhaust valve once the engine reaches its governed speed. The open exhaust valve during this "coasting" period prevents the engine from creating sufficient suction on the downward stroke of the piston to draw fuel into the cylinder preventing the engine from firing. This also cools the valves and cylinder by the rush of air drawn in and out of the exhaust during each stroke of the piston. The how's and why's of all that may be a subject for a future video.
Very nice engine!
Thank you. My brother took on this engine after it was singed in a warehouse fire some years back.
Love it 😍
Hola cómo te puedo contactar
Nice Engine 👍
Thank you :)
Motor muito bem Recondicionado .
Thank you
que bello motor
Thank you 🙂
Did you clearcoat that paint?
Nope, that was aerosol paint from Aervoe, which really lays down nicely for what it is
@@RustyNuggetHoldingCo do you have a paint part number?
It was Aervoe Super Supreme, which has been replaced with Supreme Color Shield
www.aervoe.com/product/supreme-color-shield/
You can buy it online, or through industrial/trade supply sales companies, but don't be surprised if you can't get a hold of it right now due to material shortages.
What color did you get? None of the options are very close
Just out of curiosity, if you connected this to a generator head, how much power would it produce? I'm guessing around 2000 Watts? Thank you.
I would think that it'd probably pull 3-4000 at 120 VAC, but since the engine doesn't run steady (at least by today's standards) there would be significant variations in voltage and cycles making it unusable for anything sensitive.
@@RustyNuggetHoldingCo doesn't the governor decide the rpm. It skips a fire cycle when the rpm is high enough? A larger engine of this type could skip three to four full cycles before firing once (when not under load)
@@MrEmiosk
When it came to mass produced early 20th century American made "farm" engines, speed regulation was generally by "hit and miss" or "throttle" governing. The principal was pretty much the same either way, a spring tends to make the engine run faster, with centrifugal force wanting to shut the engine down. The balance of the two is the governed speed. The "centrifugal force" part of the governor could be as simple as just a moveable weight on the flywheel that rotates or slides outward as the speed is increased, or a fairly complex gear driven governor assembly that has moveable (usually hinged) smaller weights attached to the gear driven shaft. In general, the gear driven governors tend to more closely regulate the engine speed within a narrower range, with the more simple governors being used on hit and miss engines. The manufacturer's design of the governor was as much about working around all of the existing patents, as it was about performance and being economical to construct. In the era these engines were built, fuel quality varied greatly, was generally crappy at best, precision carburetors were not very well understood and were very expensive to buy or engineer. Most builders of this time produced engines that used a simple mixer, usually nothing more than a tapered screw stuck into the end of a hole, pipe or fitting connected to the fuel supply. Screwing the valve in closed up the opening leaning out the fuel mixture, backing it out increased the opening allowing more fuel to enter the engine. The fuel would be supplied to this valve by means of a fuel pump, or more often just the suction of the intake stroke drew fuel up into the pipe, and a simple check valve was installed to keep it there for the next intake cycle. In a throttle governed engine like this Fairbanks Morse, there is a rod mounted between the governor assembly (mounted on the camshaft bracket behind the magneto side flywheel on this particular engine) and a butterfly valve in the intake port to regulate the amount of fuel and air to enter the engine. Closing the butterfly restricts the amount of fuel and air the engine receives. Since these mixers were simple devices, small changes in engine speed tended to drastically affect the fuel/air mixture. As such, they aren't readily revved and idled like a modern engine, and if the engine was equipped with a way to change the engine speed, it was usually only 50-100 or so RPM's up or down, and the fuel/air mixture would have to be readjusted to match the new speed. Due to the overly simplistic fuel system, regulating a steady speed was not precision by any means. Under a light load, or no load, many of these engines tend to eight cycle (miss every other stroke, usually due to insufficient fuel being drawn into the cylinder by the almost or completely closed butterfly valve) when the fuel/air mixture and ignition timing is correct. When the engine is working, the butterfly is opened, and the engine tends to operate more steadily. A worn throttle governed engine tends to leak air around the butterfly valve and intake valve making steady engine speed regulation impossible, and they sometimes run and sound like the "hit and miss" style engine they're not. Hit and Miss governing generally involves opening the exhaust valve once the engine reaches its governed speed. The open exhaust valve during this "coasting" period prevents the engine from creating sufficient suction on the downward stroke of the piston to draw fuel into the cylinder preventing the engine from firing. This also cools the valves and cylinder by the rush of air drawn in and out of the exhaust during each stroke of the piston. The how's and why's of all that may be a subject for a future video.
@@RustyNuggetHoldingCo thank you for the comprehensive reply. You answered it and then some.